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THE 


STREET  RAILWAY 

REVIEW 


VOLUME  XIII 


1903 


CHICAGO 

WINDSOR   cK:   KIINIHELD   PUHLISIIINC;  C()M1'ANN 

45-47   PLYMOUTH   PLACE 


M,\^ 


INDEX   TO   VOLUIVIE    XIII. 


Abutting  ProinTly   Owners'    Easements 957 

Accident.   An   Kcho    of  an 36*3 

at  Niagara  Power  Plant  (Dunlap) 107 

The    Newarlt e723 

To    prevent    (G.    J.    A.    P.) 984 

Accidents    ....115.   174.   319,   120.   530.   763.   SS5,  935 
Accountant.   The   Province  of   the   Street 

Railway    ^Brooks)     749 

Accounting.  Materials  and  Supplies  (Dim- 

mocic)     •970 

Supplies    and    Matt-rials    e959 

Acoustics.    Architectural    85 

Aquatic  Attractions  for  Parks *Si 

Adams.  Alton  D.  lEquipment  of  Railways 

with   Converter   Sub-stations) SO 

(Fuses    and     Circuit     Breakers     in 

Transmission    lines)    S95 

H.   H.    (Shop   Kinks)    'SS? 

Advertising     el& 

Agency,  New  Street  Car   425 

Electric    Railways    333 

Uterature.  Jan.,  120.  1S3:  April.  306.  370. 

435.   547.   Sept.  S70.  940.   Dec. 

.\lr  Brake  Business.  Remarkable  Growth 

of    (tjhristensen)     546 

Large    Order    for    (Chrlstensen)    ..    60 
for   New    York   Subway    (Westing- 
house)     117 

System.   New  (National   Air  Brake 

Co.)     544 

Compressors  for  New  York  Subway..  113 
Albany.  N.  Y.— 

&    Hudson.    Railroad    Co..    Third    Rail 

System    of    the    (Leavltt) 505 

Methods  of  Car  Painting  at  Shops  of 

United    Traction    Co.    (BuUer) MTS 

System  of  the  United  Traction  Co.,  of. '502 
"Album.    A    Ruberold."    (Standard    Paint 

Co.)      544 

Allegheny     Valley     Railway     Co.,     Pitts- 
burg &    38 

Alliance.    O..    Power   Plant   of    the    Stark 

Electric    Railroad    Co "525 

Allis-(rhalmers   Co.   Annual   Report 425 

New  Works  of  the    *10S 

to    Make    Gas    Engines 303 

Alternating  Current  for   I-arge  City  Sys- 
tems— The    Production    and    Distribution 

of  (McCulloch) '672 

versus      Direct     Current     Traction 

Systems     e959 

American  Car  Co 51 

Institute  of  Electrical  Engineers,  An- 
nual   Convention    of     333 

Society    of   Electrical   Engineers.   Stu- 
dents of   the    220 

Amusements.  Street  Railway  Park  (Wad- 
dell)     21 

Armatures.    Rapid   Method  of  Testing. ..  .♦987 
Armstrong,    A.    H,    (High   Speed    Electric 

Railway     Problems)     '421 

Arnold.   B.  J..    Report  on  Chicago  Street 

Railways     '29 

Magnetic    Coverings    769 

Traction    Report    for   Chicago    el9 

Arthur  Rail  Block  In  Service    932 

Associations — 

Accountants'     e722 

Convention   623.  6)1.  695 

Announcement    for    284 

Program     510 

New   M'-mliers  of  the   199 

Officers   of   the    512 

American     Railway.      Mechanical     & 

Electrical    70.    el35.    e'.'68.    6386 

Constitution    of    606 

and  By-Laws  of  70 

Convention  of  561,  017.  648 

Program     510 

Executive   Committee   Meeting    ....  96<p 

Field  of   eS84 

Hand    Book   of    the 865 

Offlcers  of  the   513 

Prospectus    of 969 

American  Society  of  Mechanical  Engi- 
neers       923 

Street   Railway.   Convention.... pI35. 

602.    643.   6S4.   e723 

Accommodations     300 

Announcements   ....127.    198,  263,  316 

Program     fill 

Souvenir     e264 

List    of    Exhibitors    316 

Name    of     the     (Correspondence)..  199 
Onicers    and    Executive    Committee 

of    the    511 

Colorado     Electric     Light,     Power     & 

Railway     B« 

lyoulsvllle    Railway    Relief    82 

New    Englnnd    Street    Railway    Club. 

Annual    Dinner   of lOT 

New    Stale    e472 

.V.-w    York    Slate    Street     Railway..,.^ 

ronv.-nllon     of     the 790 

Report  of  Commit  tee  on  Rules 819 

North    Jersey    Benevolent 16 

Pennsylvania  Street  Railway.  Conven- 

tlon    of    W» 

Prosperous     Employes     7»' 

Southwesu-m     Electrical.     First    Con- 

ventlon    of     •  —  ^ 

Oas.  Electric  *  Street  Knilway...,  268 
Auburn  A  Syr:i<  .i«<-  lritiri;rhan  M"''  •  ^5 
Aurorii,    Eldln   A    ciij.iK.,   Hv  ,   Cars  f"r  •'''J 

Rv.,    Th«   J<ill<t.    I'liilnfleld    & "JIZ 

Austin,    Tex.,    Cars    for    (American    Car 

Co.)    ^"■' 

Auslralla^The    Section    Fare    System    as 

•ArtlclM  marked  with  an  anKrltk  are  accom 


Used    in    (Badgerl     •473 

Automatic    Signals   at   Syracuse    770 

Automobile    Tower  Wagon    In   France 112 

.-Vutomotoneer.    Service    Tests    for    the •eoo 

B 
Babbitting    Armature    Boxes,    A    Method 

of    'see 

Babbitt    Metal,    Formula    for 329 

Badger.   C.    E.    (The  Section  Fare  System 

as    Used    in   Australia) ^473 

Bag   System    and    Receiver    System,    Ad- 
vantages   and    Disadvantages    of    (Hen- 
ry)      '637 

Baird.  Addison  W..  M.  D.  (Sanitation  and 

Disinfection  of   Electric    Railway    Cars).*463 
Baker.    C.    F.    (t^are   and    Maintenance   of 

Car    Bodies)    563 

Heater   Patents    300 

Ballasting  (Maintenance  of  Way  Associa- 
tion   Report)     21S 

Ball    Bearing    Door    Hanger '20 

for    Railway    Cars    178 

Ballston   Terminal   R.    R.   CXi..   The... 609.    •988 

Baltimore.    Md.,    Conspiracy   (7ase  at *11 

New   Mail    Cars   in '424 

Washington  &  Annapolis  Electric  Ry. 
A  New  Single-Phase  System  of  Elec- 
tric   Traction     ^447 

Barham,    Seth    (What    a   Street    Railway 

Park     Should    Be) 8C 

Barnes.    Charles   R..   Crossings   of  Steam 

and  Electric   Railways   812 

Barrett    Jacks    116 

Bearings.     Devices    for     Boring •415 

Bellamy.    C.   R.    ((^leaning  and  Disinfect- 
ing   Tramway    Cars) •471 

Berkshire   Street   Railway  Co 516 

Berlin.   High  Speed   Electric  Traction  at..  922 
Billings  &   Spencer  Co..   Overhead   Mate- 
rial      'ISl 

Biloxi.    Miss..    Electric    Railway    for 409 

Binghamton,  N.  Y.,  Bridge  Collapses  at..^331 

Railway    Co.    Pays    Dividend 126 

Birmingham,   Ala.— 

Dog   Tickets    at •414 

Emergencv    Station    at 211 

KaJlwav.  Light  &•  Power  Co.,  New  Car 

House    &    Repair    Shops    for •.19 

Bituminized    Fiber   Conduit    17S 

Block      Signals       (American       Automatic 

Switch    &    Signal    Co.) 303.    '601 

..  I'l.iiii.Dio.  Wareham  &  Buzzard's 

Bay   Street  Ry '* 

System.    A  New    (Eureka  i '930 

Boiler    Feed.    Regulation    of    (Correspond- 
ence)       P^ 

Robb-Mumtord     •''■'" 

Tube  Cleaner  (CJencral  Specialty  Co.).^6.'!0 
Bonded     Rail     Joints,  ,  Conditions     which 

Affect  the  Resistance  of  a   (Sturdevantl.975 
Boone.  la..  New  Cars  for  (American  Car 

Co.)     •S67 

Boston—  ,.„ 

Elevated  Ry..  Increase  In  Pay  on 103 

Massachusetts  Electric  Companies. 
New    Steam     Turbine    Power    Plant 

of   the   'Si'l 

Speed    Regulations    In    822 

Vestibules,  Reg\ilations  In  Regard  to..    37 
Bournemouth  (Eng.)  Tramways,  Opening 

of      20 

Brake,    A    New    Power    (Sterling-Meaker 

Co.)     933 

I>argo  Order  for    (Chrlstensen) 60 

Fresh    Emergency    •US 

Car 'SSS 

in  St.  Louis,  Power 730 

National    (National    Air    Brake    Co.). .•Sag 

Brantford.   Ont..   (Jrnnd    Valley  Ry 17 

Street    Railways    of    17 

Brennan.       Michael       (Maintenance      and 
Champerty   in   Personal    Injury   Cases)..  663 

Bridges.     Electric     Ry 3t'' 

Brill   (Sirs  for  Argentine   Republic MBS 

Camden    Interstate    Ry 865 

Macon.    Ga •I"? 

New  Jersey  &  Hudson  River  Rnll- 

wnv  &    Ferry  Co •9M 

Rapid    Rv..    Detroit.    Mich •531 

Tama<iua    *    LanHford    Ry '9X1 

Convertible    Car    for    Virginia ♦76H 

Snow    Plows   for  Philadelphia 'Ill 

British    Westlnghouse    Co 51 

Brockwny.  W.  B.  (Conductors'  Car  Earn- 
ings   IteporlMi    '462 

Brooklyn,  N.  T.—  _ 

Eh^vaied  Hallway  Co.,  Electro-Mag- 
netic   ("ontrol    for 69 

Rapid       Trarsll       Co.,        Fen<lerB       for 

(Eclipse    Car    l-Vnch-r   (,'o.) 940 

Employes'    Club    House 382 

Brooks,     jr..     Henry     W.      (Comparallvi- 

Stalemenis)     137 

(The    Province    of    the   Street    Kail- 
way     Accounlant) 749 

Brown     Corliss     Engine     Co.       Increases 

(;npltal    160 

Brush    Electrical    Engineering    Co..    Ltd.. 

Heavy  Service  Trucks    'Mu 

Brushes,  Concerning  l.^'Valley-Vltao  Car- 
bon      646 

Budapest,  Electric  Railways  of  (Kn«lor)..*7tl 
noffalo.  N.  Y-  „ 

by  Trolley.   Chicago   to    i» 

Dunkirk  A   Weslern  Railroad  Co MJ 

Opened     • j74 

Progress    on    the    867 

Inlernallonnl   Kiillway  Co.,  Claim  Ad- 

pinliil  l>«  tiiap»  or  mhfr  illusiralloBo:  c.  udllorlal. 


justing    Department     (Mitten) •151 

Track    Construction    of    the    (Wil- 
son)     •129,   '213 

Parcel    Checks  at    •343 

Building    Material,    A    New 67 

Bullock   Apparatus    •ytjii 

Burch.  Edwarii  P.  (Design  of  New  Power 
Plant  and  System  of  the  Everett  Rail- 
way &  Electric  Co.) •267 

Burden  on  the  Fee.    ..\  Now !.'.' e7''3 

,  Is   an    Interurban   an    .Additional.'.'.'.  515 
Birmingham    &     Steel    Cities    Railway    & 

Power   Co 771 

Business   Outlook    for   1903     .'. oj 

Butler.  J.  E.  (Methods  of  Car  Painting 
at  Shops. of  United  Traction  Co..  Al- 
bany.   N.   Y.) .47s 

Hulte    Electric    Ry,.    Some    Features    of     ■ 

the  (Wharton)    .897 

Buzzard's  Bay  Philosophy  '.'.'.'.""  609 

Street  Railway   Co..    Middieboro  &..  '    •! 


c 

Calcutta.  Electric   Cars  in....  14 

Tramways  Co.,   The 14 

Caldwell.   F.   C.   (Recent  Developments  "I'ri 

Electric    Railways)    75.: 

Callery,   J.    D,    (port) 197 

Cameron,    II.    P..    Electrical    Manufac't'ui-- 

Ing    Co 3(^j 

Canadian   Notes g^    923 

Westlnghouse    Co .'.'.'.".     '    300 

Canal    Propulsion.    Electric    el35 

Car.     Best    Form     of    for    Average    City 

Service    (Nicholl)    '.•lOO 

Bodies.      Care     and     Maintenance     of 

(Baker)     553 

Hart     Convertible     Construction     and 
Gondola  (Rodger  Ballast  Car   Co.)..^632 

Heaters,    Consolidated    580 

Heating    Problem,    The    (Wm.    C.    Ba- 
lder)       932 

Holland  Sleeping  (Holland  Palace  C^ar 

Co.)     .530 

Maintenance   Records    (Stivers) •OSO 

New  Emergencv  Line  (Creedon) •259 

Painting,     Methods     of     at     Shops     of 
United  Traction    Co.,  Albany.   N.   Y. 

(Butler)     •478 

Repairs    (Partridge)    901 

Shop  I'ractico  eSSR 

Shops  of  the  St.   Louis  Transit  Co..., '907 
Car   Bodies.    The   Care  and    Maintenance 

of    ( Baker) .' 6(i;i 

Can-er.  D.  F.  (Use  and  Abuse  of  Control- 
ling  Mechanism)    648 

Casino    Technical    Night    School 8S) 

"Ceco"   Machinery  in  Chicago  57 

Cedar  Rapids,   Iowa  City   &  Southern  Rv.  412 

Uy     617 

Census  Slatislics  antl  the  Standard  Form 
of  Electric  Railway  Accoimting  (Stu- 
art)       631 

Chattannf)ga  Electric  Railway  Co.,  Greet- 
ing to  Employes 768 

Reimrled  Consolidation  at  .146 

Chautauqua    Tracllnn    Co.,    The 400 

Chicago- 
Arnold    Report   on   Street    Railways   of  ^29 

Car  Barn  Murderers  Caught 984 

Citv    Railway   Report    157 

Strike     913 

Elevated  Tralllc  In 271.  381,  616.  863.  912 

Engineering  and  Conalructlng  Co. .299.  •35S 

First    Package   Freight    Line   In 331 

Franchises   e34.  e75.  e387.  615 

Oeneral    Railway    Transfers    266 

Lake  Street  Elevated.    Reorganization 

of     926 

New    Elevateil    Road    for 268 

!in-year   Act    Valid    413 

Nonniiimi    Men    Arrested 985 

Sltuallon    In    c264 

10   Buffalo   bv   Trolley    76 

to    Toledo.     Freight    line    from 220 

■I'raclion    Affairs    eS21 

1  te])orl     619 

Tunnel    Syslem    In    981 

rnlon   lyoiip.    Improvements  on  the —  772 

Traction  Co 805,   926.  957 

Heielvi'rs   for   the '206 

Chllds.  S.   W.  (Thi'  Electric  Tramways  of 

Kalgoorlie.    Western    Australia) 'SSS 

Chrlstensen    Agency.     Eastern 61 

Air    Brake   Agencies    418 

Engineering   Co,,    CIiIcuko   Offlce    of,.,  3itn 
Cincinnati.  <).— 

Car  Co..   The 172 

l~)iiyton       *       Toledo       Traction       Co., 
CllnnKe   In    (he    Mail,'iKemenl    of   Ihc.  721 

(li'i.rgetoMn    *    I'orlMm.Milh    II,    H •L'il 

llamlllon  &   Daylrui   Hy  .  New  UfllcerH 

for     864 

Interurban  Railway  Terminal  Co 

136,  •871 

SlalliHi    al     •72 

Toledo    Through    Syslem    133 

Trucllon     Kulliling     730 

Circuit     Breaker,     Electrically     Operated 

Oil      108 

(*lalm  Adjusting  Pepartmenl,  The  Ma- 
chinery   of    Ihe    (Milieu) 'm 

Agent,  Tlie  HijeceMsfiil  and  the  Unsuo- 

ci'Hsful     (Hockwelll      480 

Clark,  Chris  (Marnuuiy  of  Color  in  Fin- 
ishing and  Furnishing  the  Modern  Pas- 
senger    Cfia  eh ) 725 


122«^26 


IV 


STREET  RAILWAY  REVIEW. 


CIcunliiK  nnci  OlHlnCscllnB  Tramway  Curs 

(Bellamy)    'it* 

Ri'liovutlnfc    Cur    Svuts    (Hlllur) Mi5 

Clevi'Ialid— 

Car    UuriiH    Burned    ut MO 

ConKnlldutlon    In    334 

Klfflrlr    l>f|Mit    Co •7'ju 

New     TinirillK    Ciir    for !  41J 

I'liliii'Bvlllf    *     ^VMhlabula     Ry..     New 

earn  for    iJfWtIt   Car  Co.) •»3u 

&    StiultuviBlirii    Trarllon    Co IK; 

lo   Cohimhua.    Thrtrntdi    Uno    from....  !Si 

Climax    Fiiiif    PohIb    •HO 

CloslllK    Down    (VaniliTburK)    387 

Coal   KfiilInK   DItnrnlilcH  In   Hoppers  and 

Spoiils    (MnrrlH)     •Kjtl 

Coleman,  JIlHon  J UO 

Colora.    Scleiling  Car    Body "   '    09 

Columbia     Kli-ciric     Street     Ry..     Lt.     & 

Pwr.   Co U, 

Trolli'y    Pole.    The    «■> 

•  ■olumbux.  CtrcinsburK  &  Richmond  Trac- 
tion     Co ;,-,j 

l.i.ndoii    At    SprlnKMclil    and    tile   SprillK.!  " 
Held.     Dayl.in    &     I'rbana     KallwuyB 

<  KinK  I  n  I     .-j5 

Steel    KollInK   l)oor«    'iK 

lo  Clevehmd.  Through    Line  from   ....  ae 

Combination    Car.    New    ll.aconlH) -us 

Combined    Service.    Keononiv    of e2IS 

Commutator  for  city  of  I>indon  Electric 

IJght    Co .770 

To    prevent    Flat    »ts 

Trulnit  rh'vlce  (Akron  BIccIrlcal  Mun- 

ufacturlnK    Co.)     'HXKi 

Compnrailv.'    Siatementa    (Brooks)    'IS 

Conant    TisiinK    Instrument    I7j 

Concrete    M()o 

Condemn    Property,    Seeking    Power    to.,  isii 
Conductors'       Car       Earnings       Reports 

(Brockway )     ; M62 

Earnings.    Handling    of    ( Henry).. .  ..'.'.•KI7 
t-ondult,     Rliumlnlzed     Klher     (Amerlcin 

Conduit   Co.)    'a43 

Eureka     Flexible     (Riltenhouse-Mlller 

^.        Co-)     ISO 

Conestoga  Traction  Co..  Financial  State- 
ment          4] 

New   Plans  for  iKershum)   i:i 

Congress   Hall.  Saratoga  Springs.   N.    Y..*362 
Connecticut     Street     Railwavs.     Statistics 

of     ;i;i 

(Vnsolidatcd    He:itel's.    Large    Orders    for 

(Consolidated    Car    Healing   Co.) 939 

Consolidations    and     HeorganUations 322 

Conspiracy    Case    at    Kaltimore 'IT 

Contact    Device    for   Trolleys 359 

Continuous    Rail    Bond    Co..    New    Plant 

for    302 

Controlling    Mechanism.    I'se   and    Abuse 

of     (Carverl     648 

Convention    Exhibits    e32i.i 

Report.    (,)ur e722 

Converter     Sub-stations.      I'^iuipment      of 

Railways   with    (Adams) SO 

Coons.  Chas.   A.   (Train  Orders  and  Train 

Signals  for  Inlerurban   Roads) •6(!3 

Co-operation  Between  Steam  and  Electric 

Railways     e884 

of     Employes     e201 

Corporations.    Protection    of    e201 

Coltrell.  S.  B.  (The  Relative  Advantages 
of  Overhead.  Dee|)-I.<'vel  and  Shallow 
Subway    Lines    for    the    Accommodation 

of    Urban    Railway    Traffic)    41(5 

Council  Bluffs  Street  Railway  Co..  Omaha 

&     16 

Courtesy  to    Patrons e789 

Crane   for  Kansas  City    Power  House 51 

Crawfordsvllle    Interurban    Case 855 

Rival     Interurbans    at     415 

Roads.    Litigation    Over    761 

Suit    Settled     SXH 

Creedon.   Jas.    H.    (New    Emergency    Line 

Car     •269 

Crocker- Wheeler    Railway    Generators 180 

Crossings    of    Steam    and    Electric    Lines 

(Barnes)     812 

Curtis  Steam   Turbines    e201 

(Emmet)     '236 


Daily  Street    Railway    U.viiw    e264 

Damage  by    Flood   and    llcavv   Rains 267 

Dams    Burst    in   Street   Railway    Parks 409 

Danville.    III..    Electrl.-    Railwavs    of 'KM 

*    Rockvllle    Traction    Co 3S2 

I'rbana  *t    Champaign    Railroad  Co 126 

Davlon  *  Muncle  Traction  (.'o.   Enjoined..  721 

Decatur  Traction    &    Electric   Co 97.   535 

Delaware    (O.)    &    Magnetic    Springs    Ry. 

Co 104 

Denver.    Colo.— 

CItv  Tramway.  Pension  System  for...  341 

Private    Car    for    •353 

Dei)recla  tlon     er24 

Derrah's    Street    Railway    Guide 364 

Des  Moines.  Interesting  Cars  for  (Amer- 
ican  Car  Co.) •534 

Omaha   Interurban    Proposed   97 

Detroit    Car    Barns    Burned tvi 

Funeral    Car    Service    at    "68 

Improvements   at    "TIS 

Monroe  &  Toledo  Short  Une   44 

LTnlted    Rv.    Advertising    Contest "385 

Trade  Mark  for •220 

De  Wolf.   J.    O.    (The  Apnlicallon   of    Mill 

Construction    to    Car    Houses) •457 

DIbbs.   W.  A.    (Physical  Examinations  In 

.\ccldent   Cases)    79S 

Dictionary,   A    Universal   Technical 331 

Dimmock.    W.    S.    (Materials  &    Supplies 


Accounting)    "STo 

Discipline.    Elllclent    (Whmticy) 13 

Dlnputcher's   Duties  and   Electric  Signals 

(llartl     811 

DiHpaichIng,       Interurban      Train      (Wll- 

coxili I     815 

on   Double   Track    Roads   (Hurt) 967 

Dog    Tickets    at     Hartford.    Conn •aiS 

Door    Hanger.    Ball    Hearing •2(1 

Duffy,  C.  .N.  (A  i'omiiarl.-<im  of  ihe  Slaml- 

ard  ClasalMcallon  of  Aicciunls  and  Form 

"f    Ri-porl     I'ropoHed     by    the    Municipal 

Tnimways  .VsHoclailon  "t  Great  Britain 

and   Ihe   .\merlcan   .Standard)    769 

(Joes   lo   New    York 4TJ 

John    E.     (Transfers,    Their    Use   and 

Abuse)     793 

IXiniap,     O.      E.      (Accident     at     Niagara 

Power    Plant)    107 

IXirabllily   In   Car  Palming  52 

Dust    (iiiaril.     ^>onomy     Lubricator    and 

(Railway    Journal    Ltd>rlcatlng    Co.) •544 


East  River  Bridge,  Transit  Plan  for HM 

Eaton,     Ind.,     Muncle,     Hartford    &     Ft. 

Wayne   Ry •941 

"Eclipse"      Car      Fenders •117 

Demonstration     of     •sei 

l';<'i>nomy  (<i.  J.  A.  P.) 2S9 

Edllorial IS.  74,  134.  2M.  320,  3SC.  470,  S84,  95S 

Electric    Haulage    on    the   Miami   &    Erie 

Canal    'Ul 

Railroad    Securities  Co 425 

Railway    Construction    in   1903 cl35 

for  1903,   Plans  of 161.  239 

Growth    of    ;..290 

Recent      Developments     In      (Cald- 
well)       75(i 

Traction,  A  New  Single-Phase  System 

of      ^447 

Welded  Joints   (Pestell)    •ffjg 

lOlectrlcal  Transportalliui  Feutures  of  the 

I»uisluna    Purchase    Exposition     •43S 

Klectrose     Insulation      •57 

Kmergency    Line    Car,    New    (Creedon)..  .^259 
lOmmet.  W.   L.   R.   (Recent  Steam  Turbine 

Developments)     tHS 

(The   Curlis    Steam    Turbine) •236 

Employes,    Keeping   Records   of ^16 

England.    Competilion    In    886 

Rntertalnmenis   at   Svracuse  Convention. .  820 

Erie   Canal,    Electric   Towing    on 932 

ICureka  .\utomatlc   Electric  Signal  Co.... •930 
European    Tramways,   Notes   on   (Mccul- 
loch)       4(17 

Everett.  Wash.— 

Improvements    at     914 

Hjillwav  &    Electric  Co..  Power  Plant 

and   System   of  (Burch)., ^267 

Evansvllle  &  Princeton  Traction  Co 867 

Express,   See  Freight   


Fare    and    Fare    Protection    (Ohmer) S30 

Farm   Values.   Interurban   l^ands  and 71 

Far  or  Near  (.'r<»ssing  e78S 

Farson,    John    (How    the    Trolley    Raises 

Ruial    Tastes)     772 

Federal   Manufacturing  Co,   Railroad  De- 
partment   (ports) 244 

Fender  and    the   Bear  (Consolidated   Car 

Fender    Co.)    Mi 

"Eclipse"     •in 

Providence     580 

vs.    Life    Guards    (Forward) 543 

Feiguson    Oil      Furnace    (Railway    Mate- 
rials    Co.)      '68:! 

Financial 118,    299,   428.   765,   S59,    9.37.   981 

Finish,     Interior,     of     Modern     Passenger 
Cars.     Best    Method    and     Material     for 

tho     (Pauhisl      935 

Fire    Hazard     of     Electrical     Apparatus..    60 
Protection    in   Power   Plants   and   Car 

I  louses     853 

Stream       Nozzles,       Electric      Shocks 

Through      867 

Firemen,  A  Reward   for  the 956 

Fltchburg  Engines  (Fltchburg  Steam  En- 
gine   Co.)     '363 

Flood    Damage    in    New    Jersey 855 

Fonda,    Johnstown     &    Gloversville    Rail- 
road.     The     Electric     Division     of     the 

(  Rockwell )      'iSo 

Fond  du  l^ac-Oshkosh  Electric  Ry ^229 

Opened     117 

Forestrv    Station    at    Purdue    ITnlversIty.  865 

Ft.    Scott    Ccnsolidated    Supply    Co 44 

Ft.  Wayne   &  Southwcslcrn's  Clean  Acci- 
dent    Record     456 

Time    Table     933 

Ic      on 974 

Forward.   Dr.   Chauncey    B.   (Fenders   vs. 

Life     Guards)     643 

Foster  Steam   Valves    •56 

Franchise    Declared    Void    44 

to    Corpor.atlons    Only     49 

Frnuds.   Convicted   of  Transfer 999 

Freight       Development       by       Interurban 

Roads    (Selxas)    818 

&    Express    Accounts    (Fullerton) •591 

Accounting   (Hvman>    627 

on    Electric    Railways   (McLary) •667 

on    Ma.«on  Cltv  &   Clear   Lake  Rv..     10 

on    Rockford    &    Interurban    Rv 2S 

Fresh    Emergency    Brake    •113.    •535 

Fullerton.   Irwin  (Freight  &  Express  Ac- 
counts)      'SSI 

Funeral    Car   Service    at   Detroit.    Exten- 
sion   of    *63 


L'ndertaKers  Endorse  the  216 

Fuses    and    Circuit     Breakers    In    Trans- 
mission    Lines     (Adams) 8S6 


Gage  Cock  That  Can  He  Closed  Tight,  A 

( Morris)    •Dj)]> 

Galveston.   Ti  x..   81      I.<iuls    Cars   for •«) 

Garbage    Handling    in   Savannah,   Ga •856 

Gas    Engines,    The     Westlnghouse    Hori- 
zontal      •175 

Gate  and  Step  Guard,  Combination  Safe- 
ty      "99  '1 

for  Car   Platforms.    Folding •»« 

Gold's    Folding "Sk 

(ieneral   Electric  Co..  Annual  Rciiort  of..  20 

German    High    Speed     Experiments e788 

Goiil's    Folding   Cale    •58 

Gonzenhach.    lOrmHt   (Third   Rail   for  High 

Speed    Eleclrie    Service)     2S3 

Gore    Tra.k    Drill    'US 

Gould.   L.    E.   (The  Third  Rail   System)...  468 

Storage    Kaiieries.    Orders    for 183 

(irade   Crossings,    .Vtxdltlon    of    In   Massa- 
chusetts       9 

Grate,    Martin     Rocking     •IK 

Great  Britain,  Proitress  of  Electric  Trac- 
tion   In    9S 

Green.    Alfred.    Shori    Practice "SSB 

Bay-Kaukauna    Interurban    Line 812 

Trad  Ion     Co 9iS 

Growth    of    Electric    Railways 2ilO 

Street    Railways    e387 

Guards   for  Car  Tracks    "848 


Half    Fares    517 

Hamburg   &    Lewlsburg    Street    Railway 

Co 366 

Germany,   Suspended    Railway   Project 

for     "933 

Harmony  of  Color  In  Finishing  and  Fur- 
nishing   the    Modern    Passenger    Coach 

(Clark) 725 

Hartford.   Conn.,    Dog  Tickets  at •SIS 

New    Track    Construction    at ^202 

Street     Railway     Co •373 

Hart,    Orlando    W.    (Dispatcher's    Duties 

and    Electric    Signals) 811 

(Dispatching     on      Double      Track 

Roads)     9i" 

Haycox    Electric   Car  Signal Ki 

Headlight     Lamps     (Gonernl     Electric). ...^245 
Heater  for  Cross  Seals  (Consolidated   Car 

Heating    Co.) '363,    •!»> 

and   Line  Materials   (Johns-Manvllle)..^545 
Healing     and     Ventilation     of     Railroad 

Shops    (Lyie)    •2!>1 

Hell   Company    Busy    234 

Henry.  Frank  R.  (The  Advantages  and 
DIsadvanlages  of  the  Bag  S.vstem  as 
Compared  with  the  Receiver  System 
when    Handling    Conductors'    Earnings). •637 

Herschell.  Spillman   ^r  Cos.  Outing .'vi'i 

High   Tension  Conductors   Into    Buildings. 

Methods    of    Bringinir    (Skinner) ...^742 

Engineer,     The     Training     of     the 

(Lincoln!     354 

S|)eed       Electric     Railway       Problems 

(.■\  rinst  rong)    ^421 

llighway.s.    Steel    Tracks   for   ^0 

Hoffman-Powers   Trolley    Retractor •lU 

Hoist.    Electric    Trsivellng    Coal    (Pawling 

&     Harnisehfeger  I •985 

Holland    Sletping   Cars    (Holland    Palace 

Car    Co.)    •536 

lloosac    Valley    Street    Railway    Co 514 

Hope    Webbing    Co 60 

Hoppers    &    Spouts.    Coal     Feeding    Dlf- 

Hcultles    In    (Morris)    'SSI 

Hudson  River  Trolley  Tunnel  69 

Water  Power  Co ^479,    730 

Valley     Railway     System 'riOS 

IIiintlngl<in   System.    Extensions   of  the 308 

Hunt    Simplex    Switch    ^304 

Hydraulics     In     Connection     with     Street 

Railway   Operation   (Parsons)    80O 

Hydrocarbon    Motor   Cars    108 

llynian.  E.  H.  (Freight  &  Express  Ac- 
counting)   627 


I 


Illin<il»   Telephone  and   Telegraph    System 

to   Carry   Frelnht    721 

Improvemf-nts     In      Street      Car     Motors 

(Olds)      556 

Indian      Territory      Traction      Co..      New 

Power  House    for   12 

Indiana    Coal    F'lelds.     Electric    Railroad? 

In     382  ' 

Mnes    Consolidating    241 

Northern     Traction     Co 72i> 

Railways     "87 

I'nlon     Traction     Co 388 

Indianapolis.   Columbus   &   Southern    786 

&   Martinsville   Rapid  Transit  Co 382 

N"i)rthern    Traction     Co 133 

&    Northwestern    Traction    Co 49 

Trade  Mark   for  the •242 

Notes     478 

to    Newark.    From    530 

Traction   A-   Terminal  Co 'ISS 

Infrlngemfnt     Si'lt     Aonealed     (Peckham 

Motor   Truck    &    Wheel    Co.) 940 

TnsDeclnr.    Blcvcle   Street  Car 996 

Instructions    for    Passengers •34f) 

Regarding  Track   Work    349 


STREET  RAILWAY  REVIEW. 


Interborough     Rapid     Transit     Co..     Car 

Contracts     for   14 

Jewett   Cars   for  the •541 

International    Brake  Shoe  Co 302 

Railway    Co..    Bultalo.    N.    T..    Track 

Construction  of  the    '213 

New    Poster    of    the    •34S 

Register  Co 234.  306 

Interurban    Eltn-lric    R-i!''-oau«    and   Their 

Relation   to   Steam    Railroads 78 

R.tilway    Operation    725 

Lands  and   Farm    Values "1 

Railway   &   Terminal   Co "STl 

Station    at    Cincinnati    *72 

Traftic     <i^^S 

Railways- 
Cincinnati,    Georgetown    &     Ports- 
mouth   Railroad    '241 

Columbia  (Pa.)  *  Donegal  Ry 12 

&     Ironville    Ry 12 

(S.  C.)  Street  Railways  Bl 

Fond   du   Lac  &   Oshkosh    Interur- 
ban      '229 

Green    Bav-Kaukauna    821 

Interurban     Railway     &     Terminal 

Co S'l 

Jollet.    Plainfleld    &    Aurora    Rv....«342 
Lancaster    iPa.l    &    Columbia    Ry..    12 

&    I.ltitz    Ry 12 

&•     Manheim     Ry 1- 

Mechanlcsburtr  &    New  Holland 

Ry J2 

&    Mlllersvllle    Ry 12 

&    Stra.sburB    Ry 12 

Ma.ssachusetts  Electric  Companies. 'SBl 
Mlddleboro.  Wareham  &  Buzzard's 

Bav    Street    Railway    Co *! 

Muncie.    Hartford    &    Ft.    Wayne 

Rv •941 

Pacific   Electric   Railway   Co '247 

PlttsburK  &  -Allegheny  Valley  Rall- 

wav    Co ' 38 

Providence  &   Danielson   Railway..  15:1 
Pueblo     &     Suburban     Traction    & 

Lighting    Co 44 

Rockford     &     Interurban     Railway 

Co '803 

Wilkes   Barre   &    Hazleton   Ry "SST 

Senice     814 

Train   Dispatching  (Wllcoxen)    815 

Intramural  Railway  for  the  World's  Fair, 

The    (Phillips!     •441 

Design  of  the  (Weston)   '442 

Inverted    Third    Rail    System *36» 


J 

Jacks,    Barrett    361 

Simplex     •607 

Jennings   &   Northern    R.    R 771 

Jewett  Cam  for  the  Interborough   Co •541 

Jln»    Crow    Laws e74 

Invalid     (Tenn.)     366 

Johns-Manvllle   Co's.    Chicago    Store.     H. 

W 533 

Heatt-ra  and  Line  Materials  •545 

Johnson,    To    James    M 76 

Jointing  and  Supporting  Tram  Ralls.  Pat- 
en t     for     •832 

Jollet,    Plalnfield    &    Aiirr^ra    Ry •342 


K 

Kalgoorlie.  Australia,  Electric  Tramways 

of  (Chlldfl)    •823 

Kansas   City.    Bridge   Destroyed  at    ...'.!!  617 

Elcvatf-d,   To  Rebuild   719 

Notps    f9.    24(;.    9*Vi 

Power   House.    I-arge  Crane   for 51 

Kdlpy.  John   D.    (Some  Recommendations 
Conrcrnlng    Kloctrlral     and     Mechanical 
SperlflcHrlonn   of   Trolley    Insulators) ...  •74.1 
Kershum.  Jfff<-rHon    K.   (New  Power  Gen- 
erating &    Distributing   System    for    the 

Con«'«tog:i    Traction    Co.) 12 

Keystone   Traveler    113 

Kimble    Oinvertlble    Car    •869 

Knox    Knglneering   Co.     Contracts    425 

Knutson    Trollev     Retriever     •243 

Koster.   Franz  (Electric  Railways  of  Bud- 
apest)      •711 

Kuhlman    Cara    for    Toledo    Railways    A 
Light    Co 22rt 


L 

I.Aconla  Cam  for  New  Hampshire  Trac- 
tion  Co •I7i) 

for  Blue  Orass  Traetlon  Co •IrtW 

I.adder.    f;erm«n    fonslnictlon    •104 

Lakft  Shore  KlTtrlc   Reorganization   240 

I^mp   Ounrd    and    Holder.     Portable •IH 

Lang.    A    K..  Tribute  to   Mr 14 

l^w..4&.    91.    149.    225,    29r,.    335.    401.    521,    731. 

MO.    iKO.   977 

AlMitters  Cannot  Enjoin  ConHlrueijori 
of  Rfifld  on  Portion  of  Street  not 
TJf'Slgnited  In  <'barler-  Remedy  In 
narnHgen   for   Imuroper  fViruitnietlon 

or  OfH-niilon  of    Ro;id    4o| 

Have  Drdlnanee  H<-t  Aside  for 
Inexpediency,  but  Is  Entitled 
lo  f^'onnpenH'itlon  R*'fore  t'un- 
St  met  ion        of         ('ommere|;il 

Street     Rjillway 977 

With  no  Title  to  I>and  Hnder 
Highway  Cannot  Rnjnin  Con- 
st met  Ion  of  Street  Railway 
Therein      or      Recover      Damages 

Therefor     1*1 

Allegjitt(  n  of  Failure  m  Olve  W'lirnlng 


or  Keep  Proper  Lookout  at  Crossing 
Sufficient— Duty  to  Sound  Gong— Care 
Required  of  Motorman  at  Street 
Crossing— Statement      of      Motorman 

After  Accident    5-4 

Act  Authorizing  Taking  o{  Part  of 
Road    by    Another    Company    I'ncon- 

stltutional     91 

Additional  Care  Required  When  Cars 
Overcrowded     and       Passengers      on 

Platforms    S49 

Adverse  Report  of  Committee  No  Im- 
pairment of  Franchise  Riga's  Giv- 
ing Federal  Court  Jurisdiction    335 

Allowing  Platform  to  Become  So 
Crowded  as  to  Render  Passenger  Li- 
able  to   Be   Pushed   Off  in  Operating 

Car    402 

Application  of  Doctrine  of  Res  Ipsa 
Loquitur  to  Derailment  of  Cars  Op- 
erated by  Modern  Power — Para- 
mount Right  Between  Crossings- 
Duty  in  Furnishing  and  Maintaining 
Track,  Cars  and  Appliances — Bur- 
den   of    Proof    337 

Fall  of  Trolley  Wires— The  Fre- 
quent       Slipping      of      Trolley 
Poles  Off  Wires  No  Defense...  Sol 
Assault    by    Motorman    Off    Car  After 
Termination      of      Passage— Provoca- 
tion to  Assault   Mitigates  Damages..    91 
Boarding  Crowded    Our— Stopping  Car 
Implied    Invitation    to    Take    Same- 
Notice    to    be   Given    when    Stopping 
Not   Intended  as   Invitation- Duty  to 
Give   Passenger  Chance  to  Gel   Safe 
Place     Before     Starting     Car— What 
Constitutes   a    Passenger— Burden   of 
Proof    as     to    Trespasser— Care     Re- 
quired   in    Construction    and    Opera- 
tion   of    Road    9S0 

Boy  Thrown  or  Kicked  Off  Car  by 
Motorman— Killed  Going  on  Other 
Track— Duty  of  Looking  and  Listen- 
ing      '. 335 

Building  Platform  Around  Stump  in 
Street— No  Duty  to  Remove  Nuis- 
ance Not    Responsible   for   523 

Can  Be  Compelled  to  Extend  Transfer 
Svstem  to  Subordinate  Lines  Used 
as  Feeders— Duty  of  Real  or  Bene- 
ficial Owner  to  Give  Transfers— Pre- 
rump'.i'-n  as  to  Company  Organized 
to  Build  and  Operate  Extensions— 
Presumption  of  Reasonableness  of 
Prescribed  Fare  —  Profit  Allowed— 
What  Must  Be  Shown  to  Prove  Rate 

Unreasonable     l^S 

Cannot  Take  Part  of  Location  Con- 
sented to  and  Reject   Balance  91 

Care  Required  for  Protection  of  Pas- 
sengers—Injurv     to     One     by     Stone 

Thrown  bv   Strike  Sympathizer 295 

For  Safety  of  Passengers  and  Duty 
to  Give  Them  an  Opportunitv  to 
Alight  After  C:ir  Stops  -  Not 
Bound  to  Know  Without  Notice 
That  Anv  One  Will  Atlemi)t  or  Is 
in  Act   of  Getting  Off   While   Car 

Is   in    Motion    225 

!n  Looking  and  Ustcnlng  for  Car- 
Right  to  Rely  on  Upiial  Signals 
Being  Given  in  Operating  Car  ...  295 
In  Operating  Street  Railway— D\ity 
of  Motorman  to  Be  on  I^ookout- 
Duty  lo  Infant  Seen  on  or  Ap- 
proaching Track  —  Sounding  of 
Gong  No  Defense— Duty  to  See 
That  Track  Is  Clear— Presump- 
tion    as     to     Adult     Approaching 

Track    297 

Of  Common  Carrier  as  to  Cam. 
Appliances  and  Servants  Wheth- 
er Motive  Power  Is  Steam  (U- 
Electricity— Not  an  Insurer— Duty 
of   Passenger- Failure    to   Dlscuv- 

er  Closing  of  Snap    Switch 731 

Of  Lineman  in  Rem<tval  of  Wires 
from  Wooden  to  Iron  Poles— Duty 

of  Company— Inspection   103 

Of  One  Crossing  Tracks— Dot, \'  of 
IxiokluK  and  Listening  and  Some- 
times Taking  othej-  Prc^-autlons 
—  Rule  as  to  <'roHslng  Steam  Rail- 
way  Tracks    Applied    290 

Of  Pedestrian  in  Crossing  Tracks- 
Dutv  of  One  Seeing   lights  In   the 

Distance      K50 

Of  Persons  Crossing  Tracks  Ordi- 
nary  Care   Defined— What   I*lir.'ise 

"Look    and    Listen" "    Means   IH 

When    Horse      Frightened      and      to 

Prevent    c.dllslon     402 

With  Reference  to  I>edge  or  Em- 
bankmenl  In  Highway  (»r  In  Own 
Land  -With  Reference  lo  the 
Equli)ment  jind  Management  rjf 
Cars      and      the     Const  ruction      (t( 

Tracks 92 

Case  for  Injunction  Against  Transfer 
of  Property  to  Corporation  of  An- 
other  State    402 

Cltv  Cannr)t  <'omr)eI  Removal  of 
Heavier  Ralls  l>nld  Without  Permis- 
sion on  Track  Having  Lighter  Ones 
Than  Those  on  the  Olher  C'uidl- 
(lons  as  to  Paving  and  Repairs  Ab- 
rrtitaled   by   Massfichuset Is  Act   of  1S9S 

-Nature   of    I/Octilliui    4R 

may  Bind  Kself  in  do  nil  Paving 
Extending  to  the  Ropnlrlng  of 
the    Foundation    Cnder    a    Street 

Railway    fl7« 

Common  Currier  of  Passengers— Bur- 
den   of     Proof     In    personal      Injury 


Cases     7S1 

Condemnation  by  Natural  Person  in 
Interest  of  Corporation  —  No  Two 
Different  Rules  as  to  Allowances  for 

Benefits     227 

Not  Authorized  to  Secure  Water 
Power  to  Generate  Electricity   lo 

Be    Furnished    Railroad    401 

Proceedings  Nt»t  Affected  by  Con- 
veyance   t)f    Land    401 

Conductor's  Dut\'  to  Make  Passengers 
Standing  on  Steps  Get  Off  or  Re- 
turn   Into    Car    45 

Construction    of    Iowa    Statute    as    to 

Taxation   of   Street   Railways   S52 

Contributory  Negligence  a  Defense 
Where  Injury  Is  Caused  by  One  Con- 
tinuous Act  of  Negligence  as  bv 
Driver  Nr>t  Looking  Forward  at  All.  29S 
Crossing  of  Steam  Railroad  Tracks  in 
Street— Who  to  Hear  Expense  of 
( 'onstrueting  and  Maintaining  Cross- 
ing—Street Railway  No  Additional 
Hur,den— Authority  of  Engineer  of 
Steam  Road  with  Regard  to  Repairs 
—Steam    Road    Must    Supply     Safety 

Gates     92 

Cutting  Off  Access  to  Private  Prop- 
erty by  Raising  Tracks  Above  Grade 
of  Highway— Measure  of  Damages— 
Abutter's  Right  of  Access  to  Prop- 
erty  Inviolable   906 

Damages  for  Breach  of  Warrantry  of 
Engine    Bought     to     Drive     Electric 

Generator    220 

Demanding  Second  Fare  of  Person 
Asking  for  a  Certain  Car  and  Board- 
ing It  Before  It  Reaches  Its  Ter- 
minus—Sign on  Car  Not  to  Be  Taken 
as  Showing  Which  Way  It  Is  Going 
— Show    of     Resist  aiu-e      Authorizing 

Use  of  Force  in  Ejection  94 

Derailment    from    Collision     with    Ob- 
stacle— No     (*ontributory     Negligence 
on  Part  of  Passenger  Seated  in  Car..  226 
Driving    Onto    Track    Immediately    in 

Front  of  Moving  Car  S49 

Duty  as  to  Furnishing  a  Safe  Place  to 

Take   Car  or  Alight    731 

Keeping  Tracks  in  Repair- 
Paving  and  Repaying— Ordi- 
nance Requiring  Repair  of 
Pavement  Confers  No  Right 
of  Ac-tion  on  Injured  Traveler 
—Ordinance       Not      Supported 

Under   Police  Powers    149 

Obtaining  Control  of  Car  to 
Avoid  Injuring  Pedestrian- 
Duty  to  Absent-Minded  Per- 
sons-Deafness No  Excuse  for 
Not  Taking  Care— Pedestrian 
Not  to  Be  Expected  to  Stop 
or  Turn  Rnund  cm  Track—De- 
gree of  Care  Reiiuired  to 
Avoid   Injuring  Peopl^--Things 

a   Motorman   May  Assume   850 

Restoring       Street       Closed       to 

Former      Condition       and      of 

Knowing   It    Has   Been   Done..  R49 

of   Conductor    at    Places  Where    It 

Is    Customary    for    Passengers    to 

Get    On    and    Off    Cars    Without 

Any    Signal    336 

Getting  on  Moving  Car  to 
Avohl      Coming      In       Contact 

with    Passenger   on   Steps 905 

of  Deaf  Person  Walking  on  Track 
to  I.^)ok  Back— Right  of  Motor- 
man  to  Assume  That  Person  on 
Track  Will  Hear  Warning  Bell 
and  Step  Aside— Duty  of  Person 
Oblivious  of  Danger  or  Unable  to 

Save    Illmsi-If    904 

of  Motorman  in  Charge  of  Car  to 
Mslen  for  Signals  to  Stop— Evi- 
dence  of    Motorman    Being   Angry 

Willi    PasH^'UKef    Admissible    9li;i 

on  ( 'ar  Descending  Gradei  In 
City  In  Look  Ont  U>r  Young 
Chlldn-n  -Child  Running  Inl.i 
PassluK  Car--Ortli  nance  Re- 
quirluK  Car  tr>  Be  Stopped  In 
Shortest  Tlm«-  IN.ssihb-  <in 
Appearance  of  ( tbs  true  Hon. . .  45 
Where  Horse  Balks  or  Is 
Stalled  on  Track— Remaining 
In      Wagtm      Not      Necessarily 

Contributory    Negligence    621 

of  Passenger  as  to  Stopping  of 
Cur  to  Prevent  C(dllHlon-High- 
est  (Tare  tmi  Always  Recpilred— 
Insufilcbuii  Signals  c(f  Danger... 851 
of  Ti-amsler  to  Lot>k  and  Listen 
for  Car  until   Past   I'^urther  Track 

—  lUHlrucllon    of    Jury    29« 

of  Traveler  on  Sired  to  Turn 
Aside  to  Let  Cars  Pass- Errone- 
ous Instruction  as  to  Insuf- 
lleienl      lleiKlllKlll     uud     (*iHilrlbu- 

tory    Negligence    295 

Ifi  Ascf-rlaln  and  Remove  Causes 
Which   MlKlil   l)4-rail  Cars  903 

lo     Check      Speed      or     Stop     Car     to 

Preyriit  ( -.dltHlon  With  Person  on 
or    Near    Tni<-k     Limit    to    Rapld- 

Tninslt    Rights   of   Public 905 

to  Cons!  run  Lines  Notwithstand- 
ing Proviso  as  (o  prhu-  Orndlng 
of  Streets  and   After  Nlro'   Years.,  225 

lo       Employe      of       Teleplione        Com- 

panlcH  aiul  to  Olhers  lr>  Insulate 
Span  Wires,  Delect  and  Remedy 
T^enknifcK  Frequent  Inspections 
no     Deretise    Prima  r>      n\,\>-tt     of 


VI 


STREET  RAILWAY   REVIEW. 


luuululluit— Kngugliig    111    Duiigvr- 
uufl  UcciipuUun   nut   Cuntrlbuiury 

iNCKliKuncf     7JJ 

lu  Huvc'  t.  ur  t  nuiT  Cuiitrul  uiid 
Sluw  Uuwii  at  rruHMliiK—Nul  Nu- 
licu  Tnal  Car  will  Mop  or  Invi- 
tulJun  tu  iioaiu  lt-t*uliurc  to 
Stuji  to  I  aKt'  on  I'uhsvuhvt  nut 
Nvk1Ik*'|i>'*'  iK-fU  not  8top  Alter 
Bluckuiit'  S|n-fa  at  CruflttlnKtt— 
No  Ubllgutlon  to  Tukt^  Tcntlmony 
of      Foreign      Kmpioyv      (Jul      of 

State     85;; 

to  Keep  AUupted  t'latfurm  In  Sufc 
Condition— Contact  with  Cur  Not 
Nece80ury    to   Constitute    i'usscn- 

ger      336 

to  Look  Both  Ways  Before  Start- 
ing to  Cross  Street— Whul  Mo- 
torman  Muy  Ajjsume  of  Person 
Who  Has  Crossed  His  Track  and 
Is  Confronted   by  Car  on   Further 

One     337 

to  Pedestrians- Failure  to  Give 
Customary  Signals  and  to  Have 
Car  ih  Control— Evidence  not  lo- 
cating     Collision      Just      ul      the 

Point    Alleged    296 

to    Prevent   Collision   of    Rear    End 

ir    with   Truck   3.10 

Where  Road  Is  Built  Through  An- 
other's     Land     and      In      Private 

St  reet     225 

Ejection  not  Warranted  by  Mere  Hon- 
est   Belief    of    Conductor    that    Coin 

Is   not  Good    335 

of  Passenger  Presenting  Wrongly 
Punched  Transfer  Ticket— Pas- 
senger not  Requlretl  to  Inspect 
Ticket,  to  Know  Meaning  of 
Symbols  on  Same,  or  to  Know 
Rules  Promulgated  for  Employes 
—Duty  to  Accept  Explanations 
of  Passenger  and  to  Correct  Mis- 
takes of  One  Conductor  Through 

Another    622 

Electric  Hallway  not  an  Additional 
Ser\ltude— Abutter  not  Entithd  to 
Compensutinn  Because  of  I*«iwt'rlng 
of  Gnide— Tracks  Miiv  be  Placed  at 
Side  of  Highway— Ownership  of 
niRhway  by  Plank  Road  Company 
Immaterial  —  Smoothness  Between 
R.ills  ami  Adjoining  Tracks  not  Re- 
quired—Crossings  Most  Abutter,  can 
Ask— Consent  of  Authorities  may  be 

Assumed    980 

Equal  Rights  of  Railway  and  Pedes- 
trians at  Street  Crossings— W*hen  one 
May  Cross  In  Front  of  an  Approach- 
ing   Car    849 

Extra  Care  Required  Approaching 
Street  Crossings  in  Crowded  Cities- 
Rate  of  Speed-Dim  Headlight— Cir- 
cumstances May  Excuse  from  Look- 
ing and    Listening  47 

Failure  of  Person  In  Vehicle  to  Look 
and   Listen    for  Car  not   Necesssirlly 

Negligence     977 

to    call    Passengers    or    Others    us 

Witnesses    9l 

to  Look  and  Listen  Contributory 
Negligence— Molorman  May  As- 
sume that  Persons  Stopping  Near 

Track  Will   let  Car  Pass    7;il 

to  Sound  Gong  for  Person  W'ork- 
ing  Near  Track- Latter  not 
Bound   to   Look   Continuously   for 

Car     402 

Falling  Out  of  Open  Car  of  Passenger 
Standing  up  to  get  Fare  from  Pock- 
et-No Warning  Required— Speed  of 
16  Miles  an  Hour  Not  Gross  Negli- 
gence       336 

Fall  of  Car  Elevator— Deflect  in  Gear 

Wheel— Inadequate   Inspection    336 

Foreign  Corporation  Not  Complving 
with     State     L.iw     (Tannot     Maintain 

Action   for  Construction  of   Road 110 

Form  of  Action  for  W*rongful  Ejection 
for       Wrongly       Punched       Transfer 

Ticket     850 

Franchise  Acquired  Prior  to  Vesting 
of  Right  of  Actual  Construction  Un- 
der   the   Statute    149 

RequlremenLs     as     to     Fare     May 

Have   Extraterritorial   Effect 977 

Getting  on  or  off  Moving  Electric  Car 
—Slowing  up  on  Signal  not  Invita- 
tion to  Board  Car  Before  it  Stops- 
Duty    to    Person    Once    nn— Starting 

Up  with   Jerk 402 

Granting  of  Franchise  a  Legislative 
Function— Sufficient  Notice  of  Appli- 
cation   for    Franchise    849 

Gratuitous  and  Invalid  Town  Votes  as 
to  Conditions  to  be  Inserted  in 
Franchises  and   to  Borrow  Money  to 

Carry    Out    Scheme    522 

Having  no  Headlight  or  Sounding 
Gong  on  Foggy  Morning— Dulv  as  to 
Stopping.     l^)oking      and      Listening 

Before    Oosslng    Track 521 

Holder  of  Prior  Mortgage  from  Lessor 
has  no  Lien  on  Feed  Wire  Furnished 

by     Ijcssee     45 

How  a  Consolidation  is  Effected— Li- 
ability upon  Judgment  Rendered  Af- 
ter Consolidation  Against  Old  Com- 
pany       731 

Illinois  Statute  Construed  to  Confer 
no  Authority  to  Grant  Franchises  to 


Indlvlduultt— Franchise    Dellncd     ZH 

Implied  Authority  to  Ac<|ulre  Elec- 
tricity lu  t>i>erate  hcreel  Kiillways 
and    v'uliolty  ui  tfutKoniruct  by  City 

to   Furnlsn  Suinu   li^ 

Injury  tu  Boy  ilidlng  on  Side  Step  of 
I'  reight  *  ar  on  x'ruck  Close  to 
Street  Hallway  — Failure  of  Moior- 
mun   Court  tinted    by    Sudden   Danger 

to    Follow     Wisest    Course    IKH 

Running  into  Cur  When  L«t 
Ixjose    Alter    Being    Held    and 

Lectured      45 

who  Being  Ordered  Off  Car, 
Jumps  on  Pile  of  Sund  that 
Gives     Way.    Causing    Him    to 

Slide   I'nder  Car    4U1 

to     Conductor      by      Another      Car 
While  Trying  to  Open  Gate  After 
Changing    Trolley    at    Crossover- 
Sufficient    Looking    for    Car— Mo- 
torman       Seeing       Person       Near 
Track    or    In    Place    of    Danger- 
Street       Railways       Included       in 
•'Railroad*'    Fellow-Servants   Act.  290 
while     Reversing       Trolley       by 
Starting  of  Car  Tlirough  Neg- 
ligence      of        Motorman— Car 
Starter     Fellow      Servant      of 
Conductor      and      Motorman— 
Railroad    Fellow-Servant    Act 
not     Applicable     to     Street    or 
Other    Railroad   Company    Op- 
erating   a    Street    Railway    ...524 
to    Lineman    in    Removing    Spindle 
Used    to    Pull    Out    Trolley    Wire 
—Giving    of    Orders     Not      Alone 
Enough   to  Make   Superintendent.  22n 
to     Motorman     from     Car      Ahead 
Running    Ha<kward    on     Account 
of    Derailment    of    Another    Car- 
Want    of    Necessary     Rule    Must 
be      Shown— Risk      from      Known 
Methods      Assumed— Absence      of 
Red  Lights  from  Rear  of  Car  and 
Telephone     Connection    with     Y— 
Conductor      Jumping    off     Before 
Collision— Incompetent         Servant 

and  Fellow-Servant  Rule 7^ 

to  Newsboy  Remaining  <m  Car 
After  Being  Ordered  off  When 
He      Could     Have    Got     off     with 

Safety— Injury    to   Trespasser    -ir. 

to    Passenger    After    Alighting    by 
Catching    Foot    in    Rope    Attached 

'    Car   by    Some    Boy    93 

on  Running  Board  by  Being 
Struck  by  Girder  of  Bridge- 
Duty  to  Passengers — Duty  to 
Passenger  and  Employes  In 
Construction  of  Track— In- 
spection not   Required  of  Pas- 

spngers  or  Employes    150 

Kidiim  on  Running  Board 
Through  Timnel.  Close  t' 
W'all— Duty  of  Company  Us- 
ing City  Tunnel— Risk  As- 
sumed by  Passenger— Latter 
not  Bound  to  Use  Highest 
Care— Negligence     a      Relative 

Term     7:^2 

to  Pedestrian  Attempting  to  Es- 
cape   from    Automobile    91 

Between   Cars   on   Crossing  due 

to    T^ateral    Movement    of   one 

From      Curve — Duty       not       to 

Permit  Cars  to  Meet  There — 977 

to    Person    Running    to    Take    Car 

and  From   Stumbling  Falling  TTp- 

on    Track— No    Absolute    Duty    to 

Stoi^    Car   on    Signal    of   Intended 

Passenger     92 

Slumt)ling  Over  Fender  of  Sta- 
tionary Unlighted  Car— Right 
to   Have   Car   Stand   on   Track 

a     Reasonable    Time     523 

tn  Woman  From  Falling  into 
Trench  After  Alighting  From 
Car— One     Having    Alighj-ed       no 

linger  a   Passenger   226 

Insufficient  Evidence  of  Amount  of 
ProlUs  Ix>st  bv  Suspension  of  Opera- 
lion    of    Road 977 

Location  of  Rallwav  to  Give  Au- 
thority   for  Occupation    of   Street 

for    Construction    Purposes 9i>4 

Insulting  and  Threatening  of  Passen- 
ger by  Employe— Person  Carried  by 
Street  Still  a  Passenger— $100  Dam- 
ages       226 

Judgment  in  Action  Against  Lessor 
for  Injuries  Bar  to  Action  Against 
IjTssee- Lessor  Liable  for  Negligence 

of     Lessee     150 

Jurisdiction  to  Determine  Submitted 
Question    of    Mode    of    Crossing     at 

Grade     225 

I^eglslatlve  Authority  Required— Elec- 
tric Road  not  an  Additional  Servi- 
tude—Changing System  when  First 
Authorized      by       Private      Contract 

Only     238 

T..essee  of  Road   Subject   to   Debts  not 

Liable   for   Accrued   License   Fees 225 

Liability  for  Attorneys  Fees  After 
Settlement  of  Claim  with  Client- 
How  Lien  for  Same  Mav  be  En- 
forced       337 

for    Ejection    of    Passenger    Given 

Wrong    Transfer   by    Mistake 47 

for  Giving  Wrong  Transfer— Ticket 
a      Mere     Token— Passenger     not 


RcHiulrud   to   Verify  Ada  of  Con- 
ductor      979 

for  Injury  to  Employe  Kldtng 
Jiome  on  Puw*  Due  to  Opened 
Hwltch  —  Maintalnlng  Full  Speed- 
Divided  Opinion  on  Duly  to  Placu 

Target   ur   LIgni    on   Switch TM 

to  Feelings  and  Sensibilities  of 
Passenger  by  Wrongful  Ex- 
pulsion   from   Cam    22S 

to  Pussengers  from  Rotten 
Plunk  In  Platform  Built  by 
Third  Parties— tinu  May  As- 
sume Olllcluls  liuve  Taken 
i'recuu lions  to  Insure  Sufei> 
—Burden  of  Proof  where  in- 
Jury  Occurs  from  Breaking  of 
Appliance— Duty  to  Know 
Effect  of  Time  and  Weather 
on   Appliances   and    to    Inspect 

and     Renew     Same     906 

Jumping  or  Pulled  off  Car 
or  Jumped  Upon.  A  Collls- 
slon    of     Cars      Appearing 

Imminent     149 

on  Slippery  Step  of  Short- 
Run    Car    22"; 

for  "Railway  Spine"— Company 
not  I>labte  for  Punitory  Dam- 
ages  Afier   Criminal    Prosecution 

of    Negligent    Employes 97s 

of  Railroad  for  Injury  to  Con- 
ductor Getting  on  Car  Without 
Looking  Again  After  Signaling  It 

to   Advance   at  Crossing   48 

of  Trustee  for  Negligence  of  Mo- 
torman         46 

Measure  of  Damages  for  Breach  of 
Contract      by       Refusal     to     Accept 

Right    of    Way     403 

Mortgage  Covering  After-Acquired 
Property  a  Prior  Lien  on  Poles  and 
Wires  Erected  on  Another's  Land..  401 
Municipality  Cannot  Question  Valid- 
ity of  I>ease  by  Company  Authorized 
to  Lay  Tracks  Without  its  Consent.  90:i 
Nature   of  Consents    of    Abutters    and 

Their  Rights    to   Sell   Same    298 

Negligence  in  Jerking  or  Moving  Car 
While  Passengers  are  Alighting....  227 
in  Riding  on  Platform  of  Interur- 
ban  Ca  r  i  n  <\t pen  Cou  n  t  ry  Same 
as  on  Steam  Railroad— No  Recov- 
ery in  Case  of  Derailment— Rule 
not  Allowing  Passengers  on  Plat- 
form Reasonable— No  Liability 
for  Injury  to  Passenger  Purpose- 
ly   Violating   Rule    906 

Negligent  Starting  of  Car  by  Con- 
ductor After  His  Charge  Thereof 
Has  Been  Terminated  by  Change 
of    Crews— Test      of      Liability      for 

Negligent    Act   of    Employe    228 

of  Employing  too  Young  and  In- 
experienced Motormen— Duty  of 
Motormen  Seeing  a  Person  Near 
Track— Inference  from  Failure  lo 
Stop  Car  In  Short  Space  as  Pos- 
sible       979 

No  Authority  to  Condemn   Longitudi- 
nal Strips  of  Railroad  Right  of  Way. 978 
Consideration    for    New    Conditions 
•After     Contracting     to      Furnish 
Transportation— Insufficient      Re- 
lease to  Cover  Negligence 402 

Inference  as  to  Looking  or  of 
Freedom  from  Contributory  Neg- 
ligence^Failure  to  Stop  In  Ac- 
cordance with  Rule— Duty  of  Mo- 
torman at  Cross-Street  Contain- 
ing Other   Tracks    B21 

Reversal    for   Error   in    Submission 

of    Case    Where    Passenger    W^as 

Thrown     from     Car     Running    at 

High      Speed.      Breaking      Wires 

and    Being   Wrapped    in    Them...33o 

Not    an     Attempt     to    Condemn      and 

Appropriate    a    Public    Street    or    to 

Build    an    Elevated    Railroad    therein    45 

Obligations      of      Merged      Company— 

I*essee  Only   Liable   for  License  Fee 

for    Cars     TTsed     227 

Opening  of  Front  Gate  by  Motorman 
Not  Invitation  to  Alight  from  Mov- 
ing Car  and  not  of  Itself  Negligence 
—Passengers  Take  Obvious  Risks...  401 
Ordinance  Authorizing  a  Roadbed 
AlK>ve  Grade  Subject  to  Repeal- 
Tracks  Taken  in  by  Extension  of 
City  Limits  May  be  Ordered  Re- 
moved to  Center  of  Street  and 
Placed  at  Grade— Ground  Occupied 
May  be  Required  to  be  Paved— 
Construction  Presumed  to  be  Intend- 
ed         94 

Imposing      Duties      on      Motormen 

Binding    on    Company     149 

Passenger  Alighting  from  Car  at  Once 
Becomes  Traveler  on  Public  Thor- 
oughfare—Care Required  in  Passing 
Behind  Car  and  Over  Other  Track- 
Duty   of   Looking  and    Listening 97S 

Permitting  Permanent  Obstructions 
Near  Track— Riding  on  Footboard- 
Loaning  Back  Crossing  Bridge— Ab- 
sence of  Accidents  for  11  Years- 
Overloading    Cars    404 

power  of  City  to  Prescribe  Maximum 
Rate  of  Fare— Occupation  Classed 
with  that  of  Hackmen.  Omnibus 
Drivers  and  Cabmen— Validity  of 
Ordinance  Regulating  Fares  and 
Providing    for    Transfers— Power     to 


STREET  RAILWAY  REVIEW. 


VII 


Provide  for  Transfer  Tickets- 
Waiver  by  Lessors— Company  Or- 
ganized to  Lease  Roads  Must  Corn- 
apply  for  Permission  to  Construct 
of    Court    to    Urder    Reduction    oi 

Speed  Near  Court  Houses   USo 

of  Municipality  to  Provide  for 
Rails  to  be  l-aid  Within  a  Speci- 
tied  Time— Liability  of  Surety  on 
Bond    for    Failure    to    L;iv    Them 

Within    Such    Time     849 

to   Buy    Existing   Lines    to    Extend 

System— Validity     of     Mortgage— 

:segotiabiIity    of     Bonds— Priority 

of    Lien— When    Lien    for    Paving 

Taxes     Superior— Assessment     fur 

Paving  one  Foot  Outside  of  Rails  338 

Presumption    After    Municipal    Action 

that      Consents      Covered      Requisite 

Number  of  Feel— Consents   Required 

to   be  Sealed   and  Acknowledged   SoO 

Prohibited  Sounding  of  Gong  in  Hear- 
ing  of  Jury    226 

Prohibition  Against  Digging  Along 
Edge  of  Highway  no  Restriction  on 
Construction      of      Street      Railwav 

Therein     D" 

Real  Owner  in  Possession  of  Land 
Without  Legal  Title  May  Give  Con- 
sent—Sufficient Public  Hearing— Ad- 
journment of  Advertised  Meeting- 
Valid  Reservation  and  Provision  in 
Ordinance— Lessor  Company  May 
apply    for    Permission    to    Construct 

E>xtension     33S 

Reasonableness  of  Regulation  Limit- 
ing Time  for  Use  of  Transfers- 
Transfer  Void  After  Expiration  of 
Time  Limit  l^inched  and  I^are  Must 
be  Paid  Although  there  has  Been 
no  Opportunity  to  use  Transfer- 
Remedy  of  Passenger  in  Action- 
Ejection  Once  Begun  may  be  Com- 
pleted   Notwithstanding    Subsequent 

Tender    of    Fare 979 

Refusal  to  Stop  to  Take  on  Passen- 
ger—No Duty  to  Prevent  People 
Boarding  Car  Crossing  Railroad 
Tracks— Boarding  Moving  Car— Sig- 
nal Unnecessary  When  Intention 
Known— Intoxication  of  Person  In- 
jured   Attempting   to    Board   Car 297 

Relation  of  Street  and  Steam  Rail- 
roads to  Street— Power  of  State  to 
Regulate  Management  of  Road- 
Requiring  Safeguards  at  Railroad 
Crossing— Apportioning  Expense- 
Difference    Between      Electric      Cars 

and    Ordinary    Vehicles    522 

Refusing  to  Accept  Fare  and  Order- 
ing Arrest  of  Passenger  Evidence  of 

Malice     731 

Relative  Rights  and  Duties  of  Street 
Cars  and  Vehicles  or  Pedestrians  on 
Tracks— Duty  of  Motormen  to  Avoid 

Collisions    and    Injuring    People    732 

Requiring     Separate     Accommodations 

for  White  and  Colored  Passengers..  0«i 
Riding  on  Front  Platform  of  Car 
Containing  Notice  that  Passengers 
Do  So  at  Thffir  Own  Risk- Reason- 
ableness of  Rule— Taking  Passengers 
on    Crowded    Cars— No    Evidence    of 

Waiver    of    Rule     4<tt 

Right  of  Conductor  to  Refuse  to  Re- 
ceive More  Passengers— Duty  to 
Warn  Those  Waiting  to  Board  Car 
When  It  Stops— What  one  Signaling 
by  Standing  by  Track  May  Assume 
when        Car      Stops— Sufficiency      of 

Warning— Starting   Car    92 

of  Newsboys  Permitted  to  Board 
<^'ar»— Requirements  of  Conductor 
Ordering    or    Compelling    one     to 

Get    Off— Unlawful     Ejection Sol 

to  Erect  and  Maintain  Poles  and 
Wlrea     Not     Transferrable     from 

Road     149 

Risk  Assumed  by  One  Emerging  Rap- 
Idly  from  Sid*-  Stre*'t  and  Attempt- 
ing to   CroHH   Double  Tracks    Behind 

PasHing    Car    33ft 

by  Paflsenger  PasHing  Along 
Running  Board  on  BUU-  •'"•■vi 
to  PasHlng  Cars— Duty  of  Pas- 
»enger  to  Place  HImHelf  In 
Poiiltlon  of  Safety— Evidence 
of  ArtH  on  F'revIouH  Occa- 
iilonH.  Width  of  Cam  and  ITbc 
of     Rail     on     Inidde    of      New 

One.H    Kxrludfd     150 

from  Proximity  of  Trees  to  TrackH 

AsHumed    by    Conductor    S3ft 

of  Falling  Account  of  WeakneHH 
of  Old  Poleit  Afinumed  by  Lln**- 
m<*n— No    Duty    of    Iniipectlon    of 

Company     903 

Rulen      for      AsiieHHlnR    a    Company's 

Real   Kmato  for  Paving  »M 

Running    Down   Blr-ydlst    with    North- 

tKiund  Car  on  Br.uth-bound  Track...  733 
Hal<*  lo  Another  *"ompany  Partly  for 
B**n*'nt  of  DlrcciOTM  Fraudulent  and 
V'old  SIM  Agalniit  f^reditofM-  I'T'^Hldent 
Takinir  Tionu"  HoUIm  Same  In  Trout 
—  ProvlMlon  Agninnt  ConHoHdatlon 
of  Comi»e!|nif  RiillrondK  not  Applica- 
ble  lo   Htre-t    Rftllwayn    OW 

B«-IzlnK    of    Running      Board    by    One 

Thrown   Down   by   Btnrtlng  of  Car..  <04 
BfM'ilal    Franchliie   Tax    Art    ITnconntl- 

tuHonal     Zns 

Btartlnff   of  Car   by    Molorman    With- 


out Signal  or  Looking  to  See  if  Any 

One  is  Getting  On  or  Off 404 

on  Signal  of  Stranger  While 
Passenger  is  Alighting— Ab- 
sence of  Care  and  Foresight 
Necessary  to  Liability— No 
Liability  for  Acts  of  Stran- 
gers     29S 

Statute    Authorizing     Reservation     of 
Space     for    Electric    Railways    near 
Side    of    Way    not    Unconstitutional 
as  Imposing  an  Additituial  Servitude. UTT 
Detining      Liability      of      Railroad 
Companies    Applicable     lu    Street 
Railroads— Ordinarv  and   Reason- 
able Care   Delined— What  Mav    be 
Presumed      as      to     Pedestrians- 
Duty  to  Persons  on  or  Approach- 
ing  Crossings— No    Right   to    Run 

into   Crowd   47 

Making  Judgment  Against  "Any 
Railroad  Corporation"  for  In- 
juries a  Prior  Lien  not  Applica- 
ble to  Street  Railway  Company 
—Sufficiency  of  Incorporation 
Under  Industrial  Act— Giving  of 
Mortgage  not  Prohibited— Aliena- 
tion   of    Franchise    in    Avoidance 

of    Liabilities    732 

Stepping    from    Behind    Obstacle    onto 
Track— Doctrine        of        Presumption 
from    Instinct    of   Self-Preservation..  9(13 
off   from    Moving   Car— Risk  of   In- 
jury   Assumed    225 

Stopping  of  Bicyclist  in  Front  of  a 
Car  Without  Looking  Back— Motor- 
man    Should    Warn    of   Approach    of 

Car     977 

Street  Dedicated  but  not  Accepted  to 
be  Treated  as  Private  Property  Sub- 
ject  to   Condemnation    521 

Railway  Within  Railroad  Fellow- 
Servant    Act    401 

Liability     Law     401 

Strict  Compliance  with  Statute  Re- 
quired in  Disposing  of  Franchise- 
Effect   of    Fraudulent   Bid    227 

Striking  of  Person  Near  Track  by 
Body    of    Conductor    Passing     Along 

Footboard    of    Moving    Car     45 

Suddenly  Increasing  Speed  to  Get 
Out  of  W'ay   of  Suddenly   Appearing 

Train    not   Negligence    621 

Sufficient  Compliance  with  Statute 
Giving  Right  to  Take  Possession  of 
Land  Needed  to  Cross  Railroad- 
Right    not    Suspended    by    Appeal 97S 

Suspension  of  Operation  of  Fender 
Law  by  Commisssion  Invalid— Fail- 
ure to  Provide  Fenders  or  Other 
Violation    of    Statute    or    Ordinance 

Evidence    of    Negligence     904 

Ten-Hour    Law    Constitutional    521 

Turning  to   Right  onto  Another  Track 

of   Vehicle   Meeting   Car 978 

Validity  of  Agreement  to  Pave  Street 
for     I'Yontage     Consents— Stipulation 
of  Liquidated  Damages   for   Failure.  338 
of  City   Ordinance   Requiring  Com- 
panies   to    Remove    All    Dirt    and 
Snow      from     Between     the     Two 
Outermost   Rails  of  Their  Tracks    94 
of  Conditioning  Grant   on    Building 
of      Branch— Power      to       Impose 
Reasonable    Conditions     I  m  piled- 
Delay    on    Commencing    Proceed- 
ings     for      Forfeiture      no      Bar 

Thereto     906 

"Vigilant  Watch  Ordinance."  A  Po- 
lice Regulation  \\Tilch  Confers 
Rltiht  of  Action-  Provision  as  to 
Stopping  in  Shortest  Time  ■mil 
Space  Possible  Bad  In  Instruction. .  404 
Village  has  Power  to  Anthorl/..-  Hiilld- 
Ing  of  Trestle  in  Street  fm-  Viaduct 
—Ordinance  Therefor  not  Necessary  849 
Violation  of  Statute  or  f)nllnance 
Regulating  Speed  Evidence  of  Neg- 
llgence- Exiiert  Evidence  Admissi- 
ble   to    Show    Space    In    Which    Car 

May    be    Stopped     91 

What  the  Law  Means  by  Eepial 
Rights  at  Streot  InferHcctlons  and 
Having    Cars      TTnder      Control— $in.- 

8R5.r,2    for    Injuries    92 

When  Contributory  Negligence  no  De- 
fence      621 

to  Action  for  Injury- Duty  to 
Person  in  Danger- Implied 
Knowledge  of  Danger-  Motor- 
man    Spellbound    with    Fright.  29H 

Street      Ratlwa  V      e3R7 

I.eavltt    R.  P.  (Third  Rail  SvHtem  of  the 

Alhanv    A    Hndsnn    Railroad    Co.) •5^> 

Ixgal    Advice    for  EmpIoyeB e722 

Free      701 

lyeglMtntlon.  Coming  Street  Railway  ....  o75 
for  lIKffl.  Street  Railway. ..  .7ri7.  867,  913.  993 
Arizona. 

Re-trictlon    on    Onintlng   of    Fran- 

chlKCH     9W 

ArkansaK. 

Reri  u  I  ten  Scpn  ra  to  Accommoda- 
tlonN  for  White  and  Colored  Per- 

Hons     Wi7 

Connect  Irut. 

r>lfferent   Kind  "f  Paving  not  to  bp 

Require*!     991 

Htreii  HiiilwavH  not  Running  on 
Public  HtreelH  or  HlKhwnyH  to  hv 

Fenei'd     • 9W 

Title  by  AdverHe  poNHeNHlon  no( 
Arqull*ed  to  !.Jind  UHed  bv  Fl'*c* 
trie   Rflllwny   Co Wl3 


Florida. 

Railway  Trains  and  Street  Cars  to 
Stop  at  Crossings  of  Tracks  and 
to     Slow     Down     Crossing     Draw 

Bridges    993 

Georgia. 

Deduction   on   Franchise  Taxes 993 

Street  Railroad  Companies  Author- 
ized to  Furnish   Steam  Heat  and 

Power    99J 

Minnesota. 

Authority  Conferred  on  Villages  to 

Grant  i-^ranchises  993 

Missouri. 

Electric  Light  Plants  may  Operate 
Street  Railways  in  Cities  of  lO.OuO 

or  Less  99st 

Where  and  How  Rt-muval  of  More 
than   Two   Tracks   in   Street  may 

be  Required    993 

Illinois. 

Screens      or      Vestibules     Required 
for   Motormen   and    Conductors...  858 
Indiana. 

Authority    for     Certain     Towns    to 

Aid   Electric    Railways    757 

Required     for    Construction      of 

Road  Upon  State  Property  ...  757 
to    Cross    Railroads      and      Re- 
quirements  Therefor   758 

to   Issue   Stock   to   be    Preferred 
in    Division  of  Assets    as  well 

as   in    Dividends    757 

to      Sell,      Lease     or      Transfer 
Property   and    Mode   of   Doing 

Same     758 

Extension    of    Powers    757 

Fencing  and  Farm  Crossings  Re- 
quired       758 

Limit  of  Charges  on  Excess  Bag- 
gage       757 

Must  Provide  Drinking  Water  and 

Closets     757 

Put    on    an    Equality    with    Other 

Roads     757 

Requiring  Disinfection  of  Cars  and 
Observance  of  Quarantine  Or- 
ders       757 

Kansas. 

Requirements  as  to  Height  of 
Wires    and    Stopping   of    Cars    at 

Railroad   Crossing   857 

Maine. 

An    Act   to   Prohibit    Spitting  Upon 

the  Floors  of  Street   Cars    915 

to  Enlarge  the  Powers  of  Street 
Railroads    in    Taking   Lands...  915 
Cancellation   and   Changing   of   Lo- 
cation        915 

Enlargement  of  Powers  of  Rail- 
road   Commissioners    915 

Extension  of  Sundry  Provisions  of 
Railroad     Law     to     Street     Rall- 

wa  y s     915 

Massachusetts. 

As   to    Equipment   of  Cars    915 

Authority    to    Carry    Baggage    and 

Freight    91fi 

to  Take  Land  to  Avoid  Danger- 
ous  Curves   or   Grades    916 

Speed   anil   Mode   of  TTse  of  Tracks 

to    be    RenMlaled     916 

To  Give   Notice   of  Accidents   910 

Michigan. 

Authority  to  Consolidate  and  Ac- 
quire   Certain    Powers    857 

Extensive     Powers     Conferred     on 

Commissioner   of   Railroads    857 

Montana. 

Liabilitv  for  Damages  to  Em- 
ployes       991 

New  Hampshire. 

Coiiceriilng   Care  of  Highway   91(J 

U.-porls    and    Inereuse    of    Stock 
an<i       Bonds     of     ( 'ori»uatinna 
Owning    Stock    in    Hallways. ..  916 
Restrictions  on   Sale   of   Bonds  and 

AppUeallon    irf    proei-eds    91fi 

Spitting    Pr()blblled     91fi 

New    York. 

I'laHfums  to  be  Enclosed  for  Pro- 
lection    of    lOmployes 091 

North    Dakota. 

Authorizes  Trolley  Line  to  Capltcil. 
Convicts  to  be  Employed  In  Con- 
structing   Same    994 

North    Carolina. 

Street   Hallway  Companies  Defined.  994 
( iklalionia. 

.\uilinrltv      for      Incorporation     of 

Street    llallwayH   994 

Wisconsin. 

,\uthr)rllv     for     Consolldallon     with 

Corprirallons    of    Adjoining    States  868 
Drinking  Tanks  and   Tf)llel    Rooms 
Required     on     Interurban     (^losed 

Cars     sr.S 

Property  Made  Subject  lo  Special 
AsHeHsmcntH    f<ir    Local    Imprnve- 

nienlH     868 

Provision  for  Referendum    858 

LeglHlntlon.    Proposed    Pennsylvania    00 

Ijchlgh     Valley     Traction     Co..     RecelverH 

for     268 

Lelpslg.   RfgnliitJonH  for  Electric  Car  and 

Aiitf)moblleM    In     "Ill* 

Street    ItallwayM  of    765 

Le    Vallev-Vitne   Carbon    Brunhes 103 

Concerning     ^HR 

Life    Saving    Devices    for    Rlectrlo    CnrH. 

Tho     Wn  t  Bon     *^i^ 

Lincoln,  P.  M.  (The  Trnlnlnjt  of  tho  High 

TeuHlon     Engineer)     ^"'4 

Line    Materia  iH,    .TfihuH-MnnvlII'-     MeiiterH 


\'1I1 


STREET  RAILWAY  REVIEW. 


and     •645 

l,lv»'rpool    Corpomllon    TnimwayB    27B 

MLiru'hcHlrr    MonnraM    •IW 

l^ickfrH,    Stet'l   (NurniKunHett   Machine 

Co. »     •atw 

I..ockwood.    Jamea    D.    (ReportlnK    Power 

House    Data)    IGO 

I^H'omotlve.     Electric.      General     Electric 

Co •SSS 

I^jndon.    EnKlneerlnK   Hxposltlon  at    100 

Subway    SyHtem    2S8 

T.OH   AiiKolos.   Cttl.— 

Another    Interurban    foi*    91-1 

Electric   Sy«lem«    e2(J5 

Notes     7W.     927 

&    Pnclt\r    Electric    Syatems •347.    •323 

Schoni     fur     Cnmluetors     and     Motoi- 

mt'ti    •932 

Sli-ruKe    BatterleH    for    243 

I*uH    Vrgas    &    Hot   SprlnKs    Ry..    Electric 
KtK'oinotlvc    for   (American    (""nr   Co.)  —  •939 

Llmii.    Ptru.    Street    Kallway!*    In    •9<>2 

IvoulHiaiiH      FurchuMc      Exposition,      Elec- 
trical   Trunaporiiitlon    Features  of   lhe..»43R 
I-oul8vlll<*    Kallwiiv    Relief    Association....    K2 

1-owe.    Houston    (i*alnti    2S1 

Lubricant   for   Railway   Bearings.  A  New.  24fi 

I'sea   of   and   Their    Manufacture 4<«' 

Lubricator    and    Dust    Guard.    Economy.  .•544 
Luten.     Daniel     B.     (Pavement     Adjoining 

Rallst      'SS; 

Lvle.    J.    I.    (HeatInK   and    Ventilation     of 
Ra  llroad     Shops )     •291 


M 


Muintenanct*   alid  Chumperty    iu   Personal 

Injury    Cases    (Brt*nnan)    663 

of    Way    Convfiillon     217 

Records,    Car    (Stivers)    •659 

Manchester-Uverpool     Monorail     •% 

Map.  The  Right  of  Way  (Warren)   '67 

Maps — 

Australia.    The    Section    Fare    System 

as    L'sed    In    (Badger)    473 

Columbia    (S.    C.)    Railways 61 

Ijiuiville.     111.,    Klectric    Railways    of...  1(M 
Fonda.    Johnstown    &    Gloversvllle    R. 
K.,     The     Klectric     Division     of     the 

(Uocknell)      485 

Fond    du    Uic-Oshkosh    Electric    Ry...  230 

Hudson    River   Water    Power  Co 479 

Valley    Railway    System    508 

Indianapolis   N'orthirn   Traction  Co 133 

Interurban    Rallwav    &    Terminal   Co..  871 

Jollet.    Plalnlleld    &    Aurora    Ry 342 

Los  Angeles   &    Pacltic   Electric    Rail- 
way   Systems    21S 

Massachusetts   Klectric  Companies Sfil 

Miami    &    Erie   Canal    121 

.Mlddleboro.     Wareham     &     Ruzzard's 

nay    Street    Railway    Co •! 

I'arls    Metroi)olit:in    Accident    516 

Philadelphia  to  New  Vork  hv  Trolley. '272 

Pittsburg    Street    Rjillwa.vs    !».< 

Providence    &    Danlelson    Ry 153 

Rockford   &    Interurban    Railway    Co. 

—1      803 

Street  Railway  Accountants'  Member- 
ship     r-u 

l.'nion    Traction    Co.    of    Indiana 133 

United    Traction   Co..    Svstem   of    tne..;j02 
Utica    &   Mohawk    Valley   Ry..    The....  773 

Wllkesbarre    &     Hazello-i     Ry 8!>" 

Worcester  &   Connecticut   Eastern   Rv. 

Co 2911 

World's    Fair.    The    Intramural    Rail- 
way  for  the    (Phllll,isi    441 

Marginal      Protecting      Strip      (American 

Brake    Shoe    &     Foundry    Co.)    "629 

Marion-Wabash    Interurban   I..lne   72.T 

Martin    Rocking   Orate    •116 

Mason    City    &    Clear    I-ike    Ry 10 

Massachusetts — 

Abolition    of   Grade    Crossings    in 9 

Klectric      Comijanies.       Quincy       Point 

I'ower  Plant  of  the •961 

Steam  Turbines  of  the ^77 

Systematic    Increase   In  Wages.  139 

Notes    73.  292.   4' ■ 

Street  Railways.   Report  of 419 

MoAlester.    I.    T..    New   Power   House   at 

South     12 

McCulloch.  Richard  (Production  and  Dis- 
tribution   of     .\lternatlng    Current     for 

I..arge    City    Systems)    •672 

(Notes  on   European   Tramways)    ..  407 
McCreary   Electric    Co.     Lamp    Cleaners.  .^243 
McGuire  Manufacturing  Co..  New  Appar- 
atus       534 

Pneumatic    Sprinklers    117 

Rheostat    Business    Sold    179 

Sweepers   and    Sprinklers    •gsi 

Mcintosh.  Combination  Heating  and  Wa- 
ter   Arch     "244 

McLary.    J.    B.    (Freight    and    Express   on 

Electric    Railways)     '6C7 

Meriden.   Conn..  Transfer  Check   l^sed  in. •355 
Merit    System.     Brooklyn    Heights    Road 

Adopts      786 

Metropolitan      Railway      Co..      Oklahoma 

City     617 

Earnings     241 

Street    Railway    Co..    Attempt    to   De- 
fraud   the    82 

Miami    &    Erie    Canal.    Electric    Haulage 

on     the     '121 

Michigan   &    Indiana   Tr.ictinn    Co.    The.  926 
Mlddleboro.    Wareham    &    Buzzard's    Bay 

Street    Rallwav    Co 1 

Mile   Posts   on    Electric   Railways    933 


Millar.    E.    T.    (Cleaning  and    Renovating 

Car    Seats) •476 

Mill  ConBtructlon,  The  Application  of   to 

Car    Hou»cs-(DeWolf)    •457 

Milwaukee   Klectric  Railway  &  Light  Co. 

Insures    Itself 136 

Miniature    Railways    300 

Mirror.    The    Moiorman's    ISi 

.Mitten.    T.    K.    (The     M:ichlnery    of     the 

I'lalm    .\djustlng    IJeiiarlment)    ^451 

Mohair  PluMli  as  a  Seat  Covering  (Massa- 
chusetts  Mohair    Plush   Co.)    529 

Mohan    Patent    RjUlway   Ticket    •3B3 

.Monarch    Motor    Stop    •360 

Monor.ill.    The    Manchester-Liverpool •SB 

Monterey    Electric    Railway    Co 44 

Montreal.    Removal   of  Snow   In 516 

Monroe  &  Toledo  Short    Line.   The  Detroit     41 
Miiorehead.   Dr.  J.  J.   (Physical    Examina- 
tions  from   the   Physicians'  Standpoint).  79« 
Morris.    William     i..    (.\    Gage    Cock    that 

.•an   be  Closed    Tight) *992 

(Coal    Fe.'dlng    Difflcultles   In    Hop- 
pers  and    Spouts) •SSI 

Molorman,    Hut  One    Preferred   In  Cab 95C. 

Motors.      Improvements     In     Street     Car 

(Olds)      550 

Mountnev.    L.    H.    (The   Small    Road) •986 

Mud    Guards    for    Car   Trucks...... •348 

Multiple    Svstem    of    Street    Car   AVIrlng. 

The    (PemberKm)     '128 

Munde.    Hartford    H    Ft.    Wayne    Ry ^941 

Mundv.   W,  O.   (Type-M  Control) 599 

Municipal    Ownership    e300.    8W 

and  Public   Franchises   136 

Plants.  Cost  of  Operating  212 

N 

Narrow  Gage  Lines    e74 

Nashville.  Tenn.— 

Interurbans    in     (?' 

Rallwav  &•    Light   Co 463.  863 

Power  House  of  the  7(>4 

New   Tiansfer  Station   at    ^283 

Railway  Improvements  &  Reorganiza- 
tion   Plans 'SSg 

Standard  Gage   for    49 

National    Electric    Co..    Organization    of.  306 

Newark  Air  Sand  Box   (Newark   Air  Sand 

Box    Co.l    "sse 

to    Indianapolis.    From    530 

New    England   Street    Railway   Club.  An- 

nual    Dinner   of    i(*( 

Haven.  Line  Completed  Between  New     _ 

York    and    51 1 

I>>gislation     ^'22 

Lines  Opened   In   Traffic. ..  .263.  3f9.  939.  989 

Orleans    Notes    — 92i 

Railway    Cos.    New    Plant 9«9 

Strikers  Convicted  at   344 

Publlcat  ions    Jan.. 

119.    172.   2.35.   305.   357.  428.    514.   710.  865.   991 

New-sboys,   Regulation  Cap  for  ^821 

News    Notes    371 

New  York.  N.  T.— 

Central    Railroad.    Early   History   of...  371 

Electrical  Equipment  of  the 71 

Subway  Stations   In    ^729 

Consolidation    of    Roads    in. 57 

Extension    of    Transit    F.lcllitles 133 

Interborough    Rapid    Transit    Co..    Car 

Contracts     for     14 

Manhattan   Railway  Co..  Heaters  for.  179 

Increase   in   Traffic    128 

Lease    Ratifled    103 

Shops    Burned    381 

Metrooolitan   Street  Railway.  Attempt 

to   Defraud    the    82 

and    New    Haven.   Line  Completed    Be- 
tween       517 

New   Third-Rail   System   In    231 

Pennsylvania    Railroad's   Terminal    In.    20 
Subway.    Cars   for  the    (St.    Louis    Car 

Co. )    'ses 

Contact    Rail    Bonds   for   (Mayer   & 

Englundl     .531 

Electric    Heaters    for   (Consolidated 

Car    Heating    Co.)    301 

Westinghotjse    Motors    for    224 

to   Philadellihla  bv   Trollev    •272 

Street    Railway    Traffic    for    332 

Tunnels  Proposed  for   38 

Niagara   Falls   Power  House.    Recent   Im- 
lirovements  in  the  Street  Rallwav  Plant 

of    (Weeks)    •3.33 

Transmission    Lines    (Weeks)    ^410 

Power    Plant.    Accident     at    (Dun- 
lap)     107 

NIcholl.    T.   J.    (Street   Railways   and   the 

Y.    M.  C.  A.)    284 

(The  Best  Form  of  Car  for  Aver- 
age   City    Service)    ^460 

Nlleg  C^i^.    Large  Orders  for  181 

Noark  Branch    Blocks   •SS 

Northeastern    Rv.    Electrical    Installation 

for  Suburban  Traffic   on   the   354 

North    Jer.sev    Street      Railway     Co..    In- 
crease  in    Wages  on    160 

Notes.  Some   Pracllc.il   (Bv  W.  A.  B.) 752 

Nuttall    Co..   The   R.   D...: 540 

o 

Oakland.    CTal..    New  Cars  for  (St.   Louis 

Car  Co.)    T78 

Oberg  &  Co..  r.  O.  In  New  Factory 939 

Obituary. lin.  171.  234.  2fi2.  427.  520.  !S4,   924.  991 

Arnold.   Everton   Burrltt   174 

Bliss.    Eliphalet    W 520 

Card.    W.    W 234 

Caissel.    Simond    D 174 

Chalmers.    Thomas    428 


Clark.    Alex 8M 

Cooke,  Geo.  A SSD 

Daniels,   John    C M4 

De   Coursey.   Samuel   110 

Draijer.    I<'rank   A 991 

Eikins.    William   L (M 

Kllloit.     Miller    8E6 

Farrlngton,    Jeremiah    A 202 

Hathaway,     Charles     427 

iliwett,   Abram    Stevens    UO 

Kei.ijcl,   Samuel    U 2(2 

KIttredge,    A.    () 262 

McCard.ll,   James   R 262 

Miller,    John    Graham    (24 

Mills.  John   E 620 

Ohmer.    Michael    DZI 

Penlngton.    Mrs.   T.    C 2CS 

Reynolds.    L.    W 520 

.Scales.    Richmond    0 8S5 

Stewart,    James   A 234 

Williams,    E.    P 262 

Wright,     Frank    A DM 

Yerrick,     Clark 991 

Ohio    Notes    38 

Ohmer.  John  F.   (Fare  and  Fare  Protec- 
tion)        830 

Oil    Circuit     Breaker.    Electrically    Oper- 
ated      108 

for    Dusty    Roadbeds    e3«7 

Fuel     •265 

Tall    Lights    and    Street    Car   Control- 
lers.  Discussion  on    814 

Oklahoma  Traction  Co..  Guthrie.  Okla.   ..  517 

Olds.  W.  E.   (Improvements  In  Street  Car 
Motors)      556 

Olean  (N.   Y.)  Street   Railway  Co..   Power 

Stations    of    the    •383 

New   Power   House  of    107 

Omaha   &   Council   BlufTs  Stieet  Rallwav 

Co ,-.    16 

-Des    Moines    Interurban    Proposed 97 

Oshkosh— Fond  du   Ijic  Electric  Rv ^229 

Road    Opened    117 

Outings.    Street    Riiilwav    53S 

Overhead.    Deeii-I^vel    &    Subway    Lines. 
Relative   Advantages    of    (Cottrell) 416 


Pacific   Electric   Rv.   and  the   Los  Angeles 

Ry.  Systems   •247.  '323 

Notes     416 

Systematic  Robbery  of  399 

Paint    (Lowe)    281 

&    Varnish    Removers,    a  Test   of 330 

Painting.    Durability   in  Car 52 

Technology    of    .\rtlstic    *c    IndustHal 

(Sabln)     342 

Paris  Tunnel   Accident.    The   e4?2.   "516 

Park   Advertising   (Waddell) 83 

Amusements     532 

Aquatic  Attractions  for •84 

Attractions    (Waddell) 141 

.\utumn    Work    In   the   (Partridge)    ....  714 

Designing    Terminal    Facilities    for ••>73 

Development,    Street    Rallwav    

'-21.    'Ki.    '141.    'aOo.    ^273.    •SSI 

How  to  A<lvertlse  Street  Railway.  .208.  277 
Should     Be.    What    a    Street    Rallwav 

(Barham)     gK 

Descriptions  of   •22.  ^87.   ^142.   ^209.    ^279 

Street  Railway— 

Aiken   Park.    Amsterdam.    N.    Y 148 

Athletic  Park.  New  Orleans.  La...  27 
Auditorium   Park.   Eureka  Springs. 

Ark 209 

Base  Ball  Park.  New  Orleans.  La..  27 
Battlefield     Park.     Hoosick     Falls, 

N.    Y 89 

Bluff  Side  Park,  Winona.  Minn 280 

Boyd  Park.  Wabash.  Ind 280 

Braddock  Heights.  Frederick,  Md..  280 
Britannia  -  on  -  the  -  Bay.     Ottawa, 

Kan 281 

Calder  Park.  Salt  Lake  City.  Utah.  280 

Canemah  Park.  Portland.  Ore 147 

Cape    Cottage     Park.    Cape     Eliza- 
beth.   Me 146 

Cascade  Park.  Berlin.  N.  H 26 

Casino  Park.  Binghamton.  N.  Y.   ..    24 

Savannah.    Ga 148 

Terre    Haute,    Ind 148 

Cedar   River   Park.   Waterloo.    la...    90 

Chickies  Park.   I^ancaster.    Pa 209 

Chllhowee  Park.  Knoxvllle.  Tenn.  146 
Cheyenne   Park.    Colorado   Springs. 

Colo ^147 

City  Railway  Park.  Muscatine.  la..  148 
Cleveland  Grove.  Ishpeming.  Mich..  2«* 
Columbia   Gardens.    Butte,    Mont. ...•897 

Concord    Park.    Natchez.    Miss .S9 

Cortland  Park.  Cortland.  N.  T. ...  88 
Crouch's  Electric  Park.   lola.   Kan..  209 

Dorney  Park.  Reading.  Pa 88 

Electric    Park.    Kankakee.    Ill 23 

Kansas  City.    Mo 90 

Oshkosh,    Wis •210 

Fair  Grounds.  Durango.  Col 280 

Fairmount   Park.  Woodstock.  Ont..    27 

Falrvlew  Gmve,   Reading.   Pa 88 

Forest  Park,   Atchison.   Kan 209 

Pittsburg.    Kas 87 

Glenmarv  Park,  Worthlngton,  O. ..  146 
Gwvnn  Oak  Park.  Ballimore.  Md...    27 

Harlem   Park.  Rockford.    Ill ^392 

Highland     I^ke     Park.     Burrvllle. 

Conn 211 

Park.  York.  Pa 209 

Hoosac  Valley  Park.  North  Adams. 

Mass 280 

Hyatt  Park,  Columbia.  S,  C 64 

Hvde   Park,    Austin,   Tex 27 

Idlewllde   Park,  Newark,   0 211 

Indiana     .\miisement     Co..     Cvans- 


STREET  RAILWAY  REVIEW. 


IX 


ville.    Ind 26 

Irvindale    Park   Warren,   Pa U 

John     Ball     Park,     Grand     Rapids, 

Mich •24 

La  Belle  Park.   Paducah.  Ky 210 

l^ke  Grove  Park.  Brunswick.  Me..  211 
Lake  Hiawatha  Park.  Mt.  Vernon. 

O '279 

Lake       Manawa       Park.       Council 

Bluffs.    lOWTl 24 

Lake  Nipmuo  Park.  Mendon.  Mass.  1^2 
Lake  Ontario  Park.  Kingston.  Ont.  147 

Lake   Park.   Manstield.  0 88 

S.vracuse.   N.   Y 89 

View   Park.   Middlelon.  Mass 27 

Lakeside    Park.    Baltimore,    Md 27 

St.   Catherines.   Ont 211 

Lincoln  Park.  New  Bedford.  Mass..    23 

Lindenwald   Park.    Hamilton.    0 147 

Litltz  Springs.    Utncaster.    Pa 209 

Merrymeeting     Park.       Brunswick, 

Me 211 

Meyers  Lake,  Canton,  0 88,  211 

Minerva  Park.  Columbus.  0 210 

Mission  Cliff  Park.  San  Diego.  Cal.  147 

Mohawk  Park.   Brantford.  Ont IT 

Monarch  Park.  Oil  City.  Pa •351 

Monroe  Park.   Mobile.    Ala 89 

Monte  Sano  Pavilion,   .\ugusta.  Ga.    22 

Mountain  Park.  Roanoke.  Va 211 

Mount  Hollv  Park.  Carlisle.  Pa.  ...  23 
North  Park.  Grand  Rapids.  Mich..  '24 
Norumbega  Park.  Xewton.  Mass.  ..•142 

Oakford  Park.  Greensburg.  Pa 148 

Olentangie  Park.   Columbus.  0 210 

Orchard     Beach     Park.     Manistee, 

Mich.    211 

Pickett  Springs.  Montgomery.  Ala..  280 
PresQue        Isle      Park.      Marquette. 

Mich 148 

Race  Park.  San  Bernardino.  Cal.  ..  87 
Reed's   Lake  Park.   Grand  Rapids, 

Mich ^24 

Renwick  Beach,  Ithaca,  N.  Y 210 

Riverside  Park.   Bangor.  Me 23 

Rivermont  Park.  Lynchburg.  Va...  209 

Riverside  Park.  Sioux  City,   la 281 

Riverton   Park.   Portland.   Me 146 

Rock   Spring  Park.    Alton.    Ill 88 

Rockv     Springs     Park.      Lancaster, 

Pa 209 

Rorleke  Glenn  Park.  Elmlra.  N.  Y..  148 

Ross  Park.   BInghamton.   N.   Y 24 

Sacandaga    Park,    GloversvlUe,    N. 

Y 493 

Sans  SoucI  Park.   Waterloo.    la 'gO 

Spring  Lake  Park,  Greenfield,   Ind..  209 

Stratford  Park,  folumbus.  0 22 

Stratford.  O •145 

Suburban  Garden.    St.    I^ouis,    Mo...    27 

Summit  Park.  L'tica,  N.  Y 279 

Terrapin    Park.     Parkersburg.     W. 

Va 280 

Underwood    Park.    Falmouth.    Me...  146 

Union   Park.  Ishpemlng.   Mich 209 

Urblta  Hot  Springs  Park.  San  Ber- 
nardino.   Cal •g? 

rtica   Park,  Utica,   N.   Y 279 

Valley  Theater.  Syracuse.  N.  Y 89 

Washington  Park.  El  Paso.  Tex...  27 
Washington  Park.  Rockford.  111.  ..•392 
Wenona    Beach      Park.      Bay    City. 

Mich '23 

West  End  Park.  New  Orleans.  La..  27 
Whalom  Park.  Kitchburg.  Mass.  ..  148 
White     Oak     Park.     New     Britain. 

Conn 211 

Whittlngton     Park,     Hot     Springs, 

Ark 147 

Wlldwood  Park.  Putnam,  Conn 280 

Willow    Grove    Park,    Philadelphia, 

Pa 87 

Parsons.  C.    E.   (Hydraulics  In   Connection 

with    Street    Railway    Operation) 800 

Partridge.  W.  E.  (Amusement  Park  Thea- 
ters)     •20S 

(Autumn  Work  In  the  Park) 714 

(Car  Repairs)   901 

(Terminal    Facllltl<«)   "SM 

Paul.  G.  J.   A..  Tribnt'-  to  Mr 38 

PsuluB.  D.  L.  (HoHi  Method  and  Material 
for  the  Interior  Finish  of  Modern  Pas- 
senger Cars)    935 

Pavement   Ailjolnlng  Ralls  (Luten)   ^287 

Paving   Block    Kail    (Arthur's) •434 

Pawling  &    Harnlschfeger  Electric  Crane 

Ordem    IKI 

.New    Factor>'   for   240 

Pemb«rton.  L.   H.  (The  .Multiple  System  of 

Street    Car    Wiring)    •128 

Pennsylvania   Interurban,   Western   117 

State    Report    132 

Pensions  for  Employes  e74 

System  In   Denver  e320 

Peoples  Rapid  Transit  Railway  Co 394 

Peoria  Car  Co.  Organization   309 

New  Car  Works  at 359 

Perry    Roller    Side      Bearings      (Midland 

Railway    Supply    Co.) *9M 

Pers/jnal    54, 

!(«.    173.  ZJl'.   Z<».  .'£«,   i26.  618.  '63,  884,   024.  990 

Albln.    11.    A.    1(» 

Alexander.    E     W 232 

AMIS.    Albert    K 2>Z 

Ar.deraon.    A.    A IK4,  9(0 

.\fjrlr' ws.    Wm.    C 2(2 

.\roold.    Klon  J ,,.  232 

,\frhls»n,  James  R 618 

Hi.'lg-r.  J.   B 2«2 

liiik.r.  Clifford  f," 426 

Baldwin.   8t<'phen   R 42( 

liaro's.   w    J      1J3 

Hamhard.    I'hillp    222 

Haylles,    Judge    R.    N.    (port) IH 

Bearw,  A,  M.  <p'»rU • 


Beggs,  John   1 232,  924 

Belden,   D.    A 174,  356,   427 

Bellamy.    C.    R 232 

Benham.    John    518 

Bergenthal.    V.    W 762 

Bertrand,   P.    S 109 

Bigelow,    Charles    H , 54 

Bishop.   Charles   T 924 

Bishop.   George  T 426 

Blair.  Edward  232 

Bolles.    Frank   G 990 

Borders.  M.    W 233 

Bracket!,   Dr.   Byron   Briggs 763 

Bradford.    H.    P 518 

Bramhal.    Frank   J 109 

Brine.  George  W.   109 

Brown,   .\rthur   518 

Frederick    518 

R.    N 54 

William   W 54 

W.    Milton    332 

Bruce.   H.   P 762 

Brush.   Matthew   C 519 

Bryan.    E.    P 233 

Bryant.    E.    .\ 260 

Bucknell.    J.    A 619 

Hudd.  Jus    H 54 

Bullen.    Harry 42G,  991 

Bullls.   G.    P 924 

Burlingham.    Wm 426 

Bushnell.  John  H 99'J 

Buxton.    Guv    W 173 

BvUesbv,   Henry  M 356,  427 

Cain.    J.    E 854 

Calderwood.   John    F 262 

Caldwell.   John   A 261 

Campbell.   A.   D 232 

John    A 356. 

Carter.  John   W.    (port)    232 

Carver.  D.  F 427 

Cassatt.    A.    J 854 

Chamberlain.    F.    H 261 

Chandler.    E.    W 518 

Cherr>-,    T.     C 990 

Childs.   S.   W.   (port)   828 

Clark.   E.   B.  (port) 65 

John    924 

J.   Peyton   54,  854,  924 

Clay.   Charles  F 618 

Cole.   George   M 262 

Coleman.  Jilson  J 110 

Collinge.    Neal   u\ 518 

Collins.   C.   E 356 

Colvin.  A.  B.  (port)  679 

Connette.    E.   G.    261 

Conry.   W,   H 763 

Cox.  Charles  H.   (port)   8,  924 

Crawford.  W.   W 518 

Crosby.   James   W 991 

Cuyler.   E.    B 990 

Dame.    F.    L 518 

Damon.   George   A 262 

Davies.  Henry  J.  (port)   577 

Davis.    II.    A 991 

Dawson.    W.    J 519 

Denman.  C.   A.   426 

Diener.   John    V 356 

Dietz.    E.  J.    W 109 

Dill.    Samuel   J 991 

Dimmock.  E.  S 426,  762 

W.    S 54 

Dolph.    John    260 

Donnatln,  C.    E 762 

Donoran.    John    260 

Dow.    F.    Irving    260 

Downs.    E.    E ; 201 

Drum,   A.    L ITS 

Duffy,   C.    N 570 

Eade.  W.  J 924 

Eastman.  Albert    261 

Edwards.    Allan   F 260 

George    K 261 

Ellis,   T.    M.    (port)    393 

Ely,  W.  Carj'l  (port)   577 

Emmons,   C.    D 261 

Esselstyn.    H.   H 861 

Everett.    H.    A 233 

Faber.   E.  C,   (port)   K9,  427 

Farmer,   Thomas   (port) 575 

Felt.    T.    E 2Si 

Fir.-.   CharlcH    E .924 

Fischer.   Frank  C 26) 

Fisher,    George    E 233 

H.    A 854 

I.*e    D 854 

Fitch.    C.    0 173 

H.    D 256 

Fitzgerald.    F.   E 232 

Fleck.  Charles   M 64 

Flynn.  C   E.   (port)    356 

Folds.   George    R 356 

Folsom.   E.    C I  426 

Forward.  Chauncey  B 232 

FoHler,    E.   C 366 

Fowler.    F.    M 762 

Frazer,   II.   A 762 

Frost.    A.   C 64 

Flill.r.    W.    1 232 

(Jabel.   ThOB.    K, 763 

Gannon.    Frank    8 357 

Gates.    E.    E.   (port)   1I9J 

Gay,  Charles   F 426 

Jas,    II 990 

Gentry.    Henry   F 869 

Gerdon.  Frank  J 291 

Gibson.  Geo.   |{ lO,  61( 

Ollberl.    A.    B 64 

E.    H 426 

Given.  Frank  8 109 

Olvney.   John  W 84 

Glenn.  T,   K.  (port)  173,  260 

Glld.len.    John 618 

Goff.    Robert   8 366 

Gonzenhach.   Ernest    618 

Goss,    E.    W 664 


Gould,    E.    F 762 

Grampp.    Harry    G 232 

Grant.    Howard   F 55 

Groneman.   J.    H 54 

Gunn.    E.    B 426 

Hackett,    Charles    H 233 

Hackney.     J.     J 356 

Haller.     Frederick    54 

Hamner.    R.    B 366 

Hancock.    J.    W 109 

Hansen.    Thomas   G 232 

Harrington.   A.   C 99) 

Harris.   Charles  E 356 

Geo.     H 99l 

John    233 

Samuel     232 

Harvell,  John  E 109 

Hathaway.    A.    G 260 

Hedlev.    Frank    54 

Henrv.  Oliver   D 261 

Herelv.    Millard    B 924 

Hillier.    W.   J 261 

Hisgen.  Thomas  L 260 

Holcomb.    W.    H 232 

Holman.  J.   W 261 

Howard    George    K 356 

Hunt.    R.    E 233 

Huntington.   Howard   E.    (port)    ....173,  328 

Huntress,    Frederick   A 990 

Hutchlns.    Jere   C 266 

Ingersoll,   J.   B.    (port)    260 

Jackson.    James  U 261 

William     P 99i) 

Jenkins.   Thomas  M 991 

William 173,     518 

Jones.    W.    J 618 

Josselyn,    B.    S 173 

Keating.    E.    H 173 

Kennedy.    M.  J 173,  256 

Kennard,   Samuel   M 426 

Kerr,   T.    N.    (port)    762 

Kinmouth.    Fred    W 109 

Kochersperger,    H.    M 519 

Konger.    Charles   0 109 

Kurz.  W.  D 762 

Laffln,   Richard  T 854 

Larrabee.   Geo.    B 233,  261 

l^tlmer,   F.  W 109 

Law,   L.  T 427 

Lee.   R.    E 263 

Leonard.    H.   Ward   262 

Lincoln.   H.   F 260 

Lintern.    William 233 

Littell.  H.  M 427 

Lottus.    W.   J 864 

Longyear.  W.  B 854 

Lowrv.    Horace  426 

I.ugar.  Joseph  C 990 

Lyman.   T.    L 54 

Mat-Donald.    Duncan    426 

MaKlltnn.    John   J 260 

Mahonv.     Jolin     924 

Mruiifolii.   S.    M 991 

Mansfield,    W.   H 854 

Manvllle,   Hiram  Edward   109 

T.   F 426,  762 

Mapledoram.   Blake  A 262 

Marshall.  Cloyd    173 

Martin,    J.    M 924 

Marvin,   J.    B 426 

Mauck.   Joseph   W 260 

Mavsilles.   J.    H 864 

McCarter.  Thomas  M 262,  350 

McClary.  J.    H.   (pnrt)    i'9 ' 

Mct^ormack.    Ira  A 924 

McKee.    H.    S IfW 

Melxoll.    A.    E 426 

Miller.    W.    W 21)0 

Moore.    W.    E --232,    260 

W.    H 260 

Morley,  W.  K 2." 

Morrison,  W.  R.   Jis 

Mulr.   J.   A.    (port)    328 

Murphy,  John   (port)    198 

Mvers.     E.     C 260 

Nagle.     Geo.     0 427 

Nash.     Maxham     E 356 

Neereamer.    A.    L 261 

Nelson.     S.     1 356,     762 

Nlcholl,     Frank     M 619 

H.     A 854 

Nipper.    A.    M 51S 

Noe.    Elzer   C.    (port) 64 

O'Connor.    W.    J 262 

O'llnra.    Edward 990 

01d«.   E.   W.   (port) 662 

(.VMare.     B.      F 260 

Page.    Henrv    C.    (port) 173 

Parker.    J.    W 260 

Parsons.    John    B 426 

I'alten.    Albi-rl    426 

Joseph      M 618 

Pallon.     G.-orge     8 260 

Perkins.    George    8 518 

Perrlne.    F.    A.    C 991 

Peslell.     William     619 

I'hlnni-y.     M.    M 864 

I'icree.      Ulchnrd      H 231 

I'luml).   Glen    K filK 

romerov.    .\.    II 7M 

I'orler.   II.    F.  J 619,  990 

Post,      U,      1. 924 

Powell.     Charles     8 .' 173 

ITHlt.      George      re 618 

I'rout.    Col.    Henry    Ooslee    100 

IJiiinev.     ('.     F 864 

l<andi>l|ih.     Eiies.     (port) 328 

Heagan.    II.    C 762.    990 

Ream.     Norman     B ....42(1 

Itetirdeti.     Horace    8 261 

Iti-dmond.     T.     B 1211 

KemelluK.    Charles    W> 

HevnoldH.    C.    C 261 

Irving.    H M4 

Hire.   Calvin    W MS 


X 


STkliliT    RAILWAY    REVIEW. 


.  U4 
.  SM 

.  tu 

.  7(2 
.  5U 
.  426 
.  IN 


Will     

ItU'hurdD.  Joseph  T 

Itiibltinon.     llulil»'ll     

ItUlKir.lwin.    W.    .;•••• 

Ro,kw.-ll.   l>r.    II.    B.   iporl).... 

KoHH.    JanifH     

Uoin.     K.     N 

Orcii,    Jr ~ 

Uiulcl,   AU-xiiiider  Holley  J™ 

SuiUTli'f.    W.    A ;jj 

Siiw.v»T.    11.    K ^1 

Schurf    UroB 

Sehmlill.    Oco.    8    (port) 

Kmll   G 

8chwllZK<'lx'l.     H.     C 

Si-olt.    A.    1. .-• 

Seymour.     \V.     W 

Sluiw.    Ci.    II.    T 

Shelilon.     RnlHMi     E 

Shcplcy.  George   B 

Simpson.    <".    O 

Smith.    K.    E   (port) 

Iliirold     B 

II.    E 

H.     1 

J.    W 

-VVhaley.   W.    B 

Snow.    WIlllBm    H ^ 

Spoor.     John     ■■ SS 

SiK-llmlro.     Walter     B »« 

Stanley.     A.     H »1 

Stebblns.    Theodore    ■-■  J?' 

Stephens.    B.   R.    <26.   518 

Stout.     K.     J '■^ 

Stroul.     M.     D 

Sullivan.    J.    J 

Sutherland.    D 


a:; 

:i57 

M 
233 
S&4 
6111 
iX 
173 
200 
69« 
366 
360 
762 
864 

63 


356 
...  762 
...  173 
...  232 

Swift.  H.  S IJ' 

SymlnKlon.    E.    E •■■ •  ■•   ■  Jl" 

TarklnKton.   \V.    B.   (port) 234.   .61 

Taylor.    J.     W.    E ™2 

Tcnnv.    Chas.    11 ^ 

Thomas.    E.    P .%i 

Thrasher.   Charles  P Jsi 

Tone.    S.    Ui    Uue    (i>ort) JSj 

Tucker.    F.     A -°; 

TutwellUr.    J.     H ^ 

Tyrrell.     H.    O 924 

VanderKrItt.     J.     N —  ■  j^ 

Vreeland.    H.    H 2a6.   4S6 

WalbrlilKe.     II.     D *-< 

Walker.    Guy    M J''» 

Walter.     Alonzo     F J" 

Wasiin.     Charles     W 261 

Waterman.    I.yman    

Weaver.    John    C *.  ■ 

Weeks.    Benjamin    J 

Wentz.    Theodore    

Weston.  C.  V 

Wlicatlcy.    Walter    W 


64 

261 

762 

426 

..2i3,  990 
357 


Wheclock.    U     N 8o4 

Whipple.   F.   G ffj 

T.   H.   Bailey    °J? 

White.  Edward  C -"' 

T  Q  iW 

Whiteside.   WaiterH f^ 

Whysall.  George   ??] 

Williams.  James   »?J 

Williams.    M.     E..^ ir;'  it! 

Wilson,     Chester    P I"'     ;*; 

Winter.     E.     W... 
Winters.      E.     E... 
Woirt.      Augustus 
Woodward.     A.     H 
Wustenfeld.    C, 


109 
260 
261 
762 
64 


Wyatt.    W.    1 ■■ 1^ 

Yerkes.    Charles    T ^ 

Young.    David     |* 

J      s       004 

Zlmirier.  E.   J ii"  iS 

Zimmerman.  F.  M 'JSK 

Personal    Injury    Claims vV^L-.y-l"'^ 

Pestell.        William        (Electric        Welded 

Joints)      t'L 

I'hlladelphla    Co..    The Ig 

Subway.    Machinery    for    J»» 

to  New  York  by  Trolley 'Zii 

L'nlon  Traction  Co..  Kensington  Shops 

of   the    •,221 

Phillips.     Richard     H.     (The     Intramural 
Railway   for   the  World's   Fair)......... '441 

Physical    Examination    from    the    Physl- 

clans'    Standpoint    (Moorehead)    ijb 

In   Accident  Cases  (Dlbbs) i98 

Piece    Work    *"•  oS 

Pierce.  Richard  H..... v-.-.'; JS 

Pit  Table.  A  Convenient  (Smith)..... •zss 

Pittsburg   &    Allegheny    Valley     Railway 

Co      •» 

&   Charlerol    Une    Opened 786 

McKeesport    &    ConnellsvlUe    Ry 9i 

Completed     J» 

Parks     19? 

Street   Railway   Supply    House    57 

Systems    of    185 

Plalnfield  &  Aurora  Ry..  The  Jollet....*342 
Plans  of  Electric  Plallways  for  1903.. 161,  239 
Plush   Coverings  on  Pennsylvania  R.  R" 

Specltlcatloms     for     ^ 

Pneumatic     Tools     179 

Porter    &    Berg    Incorporated    «1 

Porto   Rico.    Railway   Project   f or. . . . .^. . . .  108 

"Positive"    Railway   Sander    WO.   932 

Power    House    Data    el34 

Transmission      and      Distribution      In 

Utah     '^ 

for   Interurban   Lines    iStorer) 808 

Press.    The    Railway    15 

Private    Electric    Car.    A    Handsome    (St. 

Louis    Car    Co.)    'MJ 

Way,    Trolley    Rights  on 9i>6 

Protection    of    Corporations     e201 

Production  and   Distribution  of  Alterna- 
ting  Current    for  iJtrge   City   Systems,    _ 
iMcCulIoch)    '612 


I'roul.   Henry  Oosleo ■.•■ JW 

Providence    &     Danielnon    Ry.,    The '163 

Province  of  the  Street   Railway  Account- 

ant.    The    (Bnioksl     '<» 

Publications.    Street    Railway 11 

Public    8er\lee    Coriioratlon    of    New    Jcr- 

sev.     (irganizallon     of     534 

Pueblo    *    Suburban    Tniction    &    Light- 

Ing    Co " 

Purchasing  and    Accounting    for   8u|i|)lle8 

on  Electric  Railway  Systems  (Staubl.  .'JM 
Purdue  fnlvemlty.  Forestry  Station  at..  866 
Pushover  Seats  (American  Car  Seat  Co.)..  654 


Uuestlon  Box  of  the  Pennsylvania  ..Vaso- 

clatlon    IBl.  S'J 

The     <'i'«9 


""Racing"       Engines,       A      Remedy       for 

(Small)     •!« 

Rail     Bonds,     "All     Wire"     (Ohio     Brass 

Co.)     '^^ 

Patent    Void    3"2 

Testing    ^ 

Joints.     "Continuous"     .* t»1 

g.   &  C.    Bonzano   (Railway  Appli- 
ance  Co.)    'fSI 

Sanding  Device  (John  C.  Dunerl '039 

Railway     Generators.     Crocker-Wheeler..  546 

Motor.   Alternating   Current    896 

.Raleigh,    X.    C..    Notes    from    '216 

Rnmlon    Sclf-t'ieanlng    Switch    'X 

Rapid    Hv..    Detroit,    .New    Cars    for    the 

(Brill)  'm 

Reading,    Pa..   Brill   Cars    for '03 

Recent    Developments     In     Electric    Rail- 
ways    (Caldwell)    756 

Records    of    Employes     'IG 

Reagan,    H.    C.    (Columbus.      London     & 
Sprlnglleld  &  Dayton.  Springfield  &  Vr- 

bana     Railways)     "T"** 

Removing    Boiler    Scale    (Vradenburg). .. .  913 
Reports.       Conductors"        Car       Earnings 

(Brockway)     '462 

for  Electric   Railways.  Form  of 611 

Reporting     Power     House     Data     (Lock- 
wood)    160 

Richmond.    Va..    Labor    Situation    in 318 

Right  of  Way  Map  (W'arren) •67 

The    (Vreeland)     664 

in   San    Francisco    766 

on    Private   Wav.   Trolley 956 

Roads   Under    Construction    In   1902 42 

Roanoke,    (Va.)    Railway   &    Electric    Co. 

Sold    lOS 

Robberies    on    Street    Cars 38o 

Robbers,    Conductor    Killed    by    330 

Robberv    of    Pacific    Electric    Co 399 

Roberts.    E,    P..    &    Co..    New    York    Of- 

lice     for    302 

Rochester   Railway    Reunion    71 

Rockford.     Ill,— 

&     Freeport     Electric    Ry •389 

-Freeport    I,ine,     Quick    Work    Done..  730 

Freight     &     Express     Traffic 2R 

&  Interurban  Railway  Co...e321.  •307.  •SSg 
Rockwell.  Dr.    H.   B.    (The  Successful  and 

the     Unsuccessful     Claim     Agent) 455 

II.    O.    (The    Electric    Division   of    the 
Fonda.     Johjistown     &    GloversvUle 

R.    R.)     ^485 

W.  B.  (Track  Construction) 477 

Rodger    Ballast   Cars    177 

Roeblings   Sons   Co.,   John   A.,    New   Sub- 
marine   Cable    Plant 1000 

Rome.     Italy.      International     Exposition 

at     355 

Root  Track  Scraper  Co •585 

Rules  for  the  Government  of  Employes..  703 
Discussion  of  753 


Sabln.     A.     H.     (The     Technology    of   Ar- 
tistic   &    Industrial     Painting) ^342 

St.   Joseph.   Mo..  Conductor   Killed  In 263 

Railway.    Light.    Heat    &    Power    Co.. 

New    Plant    for    5" 

St.    Louis    Car   Co,    Cars    for    Cincinnati.  .'180 
and     Trucks     for     Intcrborough 

Rapid    Transit    Co 431 

tor  St.   Louis  &   Suburban   Rail- 
way    Co.      ^112 

Intcrborough    Special    Trucks 99) 

Specialties     •SSS 

Elevated-Subwav  Railway  for 984 

&   Suburban   Railway  Co..  Car  House 

Burned     160 

Improvements    38 

Transit  Co..  Car  Shops  of  the "907 

Electrical    Congresses     e471 

Transportation      Features     of     the 
Louisiana    Purchase    Exposition..  438 

Fair    Dedication     305 

Transit  Co.  and  United  Railways  Co.. 

Financial   Report    235 

Rents.     Power     516 

Salt  Lake  CItv.  Consolidation  at  725 

Sand     Boxes    (Rldlonl     for     Boston     Ele- 

vated     183 

Drier    (Howe    Manufacturing    Co.)....  684 

Sander.    Positive   Railway    932 

San  Francisco.  No  Municipal  Lines  for..e788 

Rights    of    Way    in    766 

Sanitation    and    Disinfection    of    Electric 

Railway  Cars  (Baird) •463 

Santa    Claus    In    1902    49 


Saratoga.     Its    Environs  ..'oil 

Springs.  Congre»»  Hall  .,♦530 

Tho  Convention  Cliy  '437 

Savannah.    <ia..    Handling   (iarbago    In... •888 

Scalfe   Co,    In    Mexico    988 

SehedulcB.     Hoard     for     Announcing 'lO 

Chart     for     .Vnnounclng     '4 

Scheneeladv.    New   ("lub    Rooms   at . 866 

Ry.,    Power   Supply   and    Dlatrlbu- 

tion    for   tho    (Sykea) •600 

Svstem    of    the    '497 

Hihoianihlps,    Two   Vacant    466 

School  for  Ctuiductiirs  and  Motiirmen,  A,.*^2 
Section    Fare   Svstem   as   Usi-d    In   Austra- 
lia.  The    (Badgerl    '473 

Selecting    Car    Body    Colors    69 

Self-Conialned  Street  Railway  Car*  (Chi- 
cago   Motor    Vehicle    Co.) 4S2 

Service.    The    Value    of    Frequent 215 

Selxas,    E.    F.    (Freight    Development   by 

Interurban    Itoa<lsl     818 

Sheldon.  Srimuel  (Some  Recommendations 
Concerning  EIe<'trleal  and  Mechanical 
Speclrlcations    of    Trolley    Insulators) ...,•743 

Shop  Kinks    (Adamsi    •5.17 

Practice     (Green)     "Sib 

Sign,  Millen  Illuminated  Reversible  Car 
(Columbian  Machine  Works  &  Mallea- 
ble  Iron    Co,) "IWi 

Signal.    Haycox   Electric  Car  66 

New   Electric  Trolley    51 

The   Unl    (Uni    Signal    Co.) ^542 

to  Stop  Cars  at  Night  (O.  E.  Painter), "SS" 

Single   Phase    Railway    Motors e471 

Svstem     of     Electric    Traction.     A 

New     '447 

Skinner.  C.  E.  (Methods  of  Bringing  High 
Tension    Conductors    into    Buildings) ..  ..'742 

Sleeping  Cars  for  Electric  Lines 346.  eSW 

Sleeping    Cars.    Holland    (Holland    Palace 

Car  Co.)   'SSe 

Small.  J.  W.  (A  Remedy  for  Racing  En- 
gines)     *148 

Road.   The   (Mountney) "SSO 

Smith,  James  H.  (A  Convenient  Pit  Ta- 
ble)      •282 

Societies,   see   Associations. 

Socletv.   Mansfield  Technical   20 

Solidified    Oil MS 

(Bruck)     •;....  112 

Something  for   Nothing e266.   c388 

Special     Work     (lndiana|iolls     Switch     & 

Frog    Co.)     'Jl; 

Spokane    Southern    Traction    Co 399 

SiHitting  from  Outside  of  Car 998 

Springfield    &     Central     Illinois    Railway 

Co      107 

Consolidated    Railway    Co.    Sold 107 

&  Xenla  Traction  Co..  Receiver  for....  927 
Standard    Classinealion    of    Acounts    and 

Form   of   Report   (Duffy)    , 759 

Conduit    Exhibit    3« 

Paint  Co..    Housewarming   301 

Pole  &  Tie  Co.,  Notice  of  Removal...  116 

Vitrified     Conduit     Co 54« 

Stanley   High  Tension    Railway   System..  110 
Stark  Electric  Railroad  Co..  Power  Plant 

of    the    "625 

Injunction    Modified    866 

Star  Street  Railway  Co 366 

Starting  and  Stopping  Condensing  En- 
gines       286 

Staub.  "W.  H.  (Purchasing  and  Account- 
ing   for    Supplies    on    Electric    Railway 

Systems)     '464 

Steam   and    Trolley    Competition    e75 

Turbine    Developments.    Recent    (Em- 
met)       643 

for    l^ng    Island    R.    R 868 

of      the      Massachusetts      Electric 

Companie.s ^77.    •96) 

The    Curtis    e20I 

(Emmet  I     •236 

\'alves.     Foster     "Be 

Steel  Tracks  for  Highways  •BO 

Stephenson.  J.  E..  Interurban  Ticketing.. '816 
Sterling    Blower    &    Pipe    Manufacturing 

CO. '581 

Exhaust    Pipe    Head    •248 

-Meaker  (_*o.   •582 

Trolley    Base    •301 

Stewart,  John  A.   Electric  Co 869 

Stivers,  S.  C.  (Car  Maintenance  Records). •659 
Stoker,     Automailc     Mechanical    (Under- 
Feed  Stoker  Co.) '432 

Stone   &    \\'ebster    762 

Stop    for    Motors.     Safety •Seo 

Stupi>ing   at    Near  Crossing    822 

Storage  Batteries  for  Los   Angeles 243 

Storer.    J.    B.    (Power    Transmission    for 

Interurban    Lines)    808 

Stieet  Railway   Review   of   London.  The..e95S 

Railways.    Growth    of    i.e387 

and  the  Y.  M.  C.  A.  (Nicholl) 284 

Men  and  the  Y.    M.   C.  A e26o 

Strikers  Convicted  at  New  Orleans 344 

Strikes     e32» 

Chicago    City     Ky 913 

of  the   Month.. 114,   174.   234,  266.   367,   430, 

530,   763,  862.   923.   976 

Stuart-Howland    Co.     305 

Sturdevant.  Charles  R.  (Conditions  which 
Affect  the  Resistance  of  a  Bonded  Rail 

Joint) 975 

Sturtevant   Co..    B.    F..    Engines   and   Mo- 

tors    999 

Sub-stations.      Equipment      of     Railways 

with  Converter  (Adams) 80 

Suggestions   from    Employes,    Prizes   for..  331 

Sunburv.  Pa..  Water  Power  Plant  In 869 

Suspended     Railway     Project     for     Ham- 
burg,  Germany.  '9. 


•933 


Suspension    Bridge    Built    In    Five    Days 

(John  A.   Roebllng's  Sons  Co.) '932 

Sweeper   and    Water   Car    Combined 246 


STREET  RAILWAY  REVIEW. 


XI 


Switch.     Cornell    Trolley     (Cornell     Mfg. 

Co.)      '868 

for  Eleclrio  Roatls.  .\  New  Automatic 
Track    (American    .\ulomatic  Switch 

Co.)    '998 

Hunt    Simplex    "SM 

Ramion    Self    Cleaning    •68 

Svdnev.  X.   S.   \V..   The  Tramways  of •745 

Sikes.' F.  G.  (Pnwer  Supply  and  Distribu- 
tion for  the  Siheneelady  Ry»  •500 

Syracuse.    Automatic    Signals    at 770 

Conyention.     The  e7S9 


Taxable  Value  of  Tracks.  Suit  to  Deter- 
mine      9S>S 

Taxation    of    Street     Railways e7S9 

Telephone   Operator   Assists   the  Electri- 
cian.   How    the   (Weeks) •727 

Tennessee  Notes 'SSI.  976 

Terminal    Facilitie.*!    (Partridge)     •395 

Testing  Armatures.    Rapid   Method   of — •987 

Rail    Bonds 'SSi; 

Theaters.   Amusement  Park   (Partridge).. •205 
Thefts.    Conductors    Indicted    for    Trans- 
fer      770 

Third    Rail    Electrical    Insulator    (Mayer 

&.  England)    178 

Electric    Railways.    A    System    for 

Protecting  the  Conductor  Rail  on. •537 
for    High    Speed     Electric    Service 

(Gonzenbach)     293 

Protected    eS85 

System    •364 

in   New   Tork   231 

The    e472 

(Gould)    46S 

Three- Phase   Electric   Locomotive    '125 

Ticketing.     Interurban     •816 

Ticket.    Mohan    Patent   Ry •362 

Special    Privilege    e3S6 

that  Helps  Earnings  (National  Ticket 

Co.)     546 

Ties    (Maintenance    of    Way    Association 

Report)     219 

Toledo-Cincinnati    Through    System 133 

Short  IJne.  The  Detroit.   Monroe  &...    44 

to   (L'hicago.    Freight    Line   from 22tr 

Two    New   Interurban    Roads    out   of..  347 
Tower  Wagon.    Automobile   in    France —  112 

Track  Construction   e201 

and  Maintenance  (Wilson)   801 

at     Hartford.     Conn '202 

of    the    International    Railway   Co.. 

Buffalo.    N.    Y.— I.     (Wilson) •129 

(Rockwell)    477 

Drill.    Cleveland    180 

Drilling   Machine  (Cleveland) •36.i 

(Maintenance      of     Way     Association 

Report)     217 

for  Highways.   Steel    •SO 

Work.     Instructions    Regarding    349 

Trade   Names.   Protection  of   140 

Notes.. Jan..    120.    1S4.    246.    309.    370.    435. 

54S.   Sept..    Oct..   Nov..   Dec. 

Training    Motormen     and     Conductors —  148 
Train   (Srdcrs   and   Train   Signals  for   In- 
terurban   Roads    (Coons)     •efiS 

Resistance   Formula.    A   Rational 417 

Transfer    Boxes.    Conductors' %2 

<"'heck  used   in    Merlden.  Conn '.Io-t 

Their   Use   and   Abuse  (Duffy) 793 

Ticket.    New    •347 

Transformers.  Method  of  Drying  361 

WestlnghouHp   Self-Cnoling    •SCO 

Trolley    Base    (Detroit    Trolley    &    Manu- 
facturing    Co.)      ^584 

Sterling    Roller   Bearing    '301 

(Catcher.    A    New    300 


Johnson  &  Morton  •SSS 

Greenaraeyer     l*neumatic     '249 

Insulators.  Some  Reeuinmendatioiis 
Concerning  the  Electrii-al  ami  Me- 
chanical Recommendations  of  (Shel- 
don   &    Keilev)     743 

Pole.     The     Columbia     642 

Raises    Rural    Tastes    (Farson) 772 

Retractor.  Dick  Ham  •537 

(Hoffman-Powers)     •113 

Retriever.    The    Knutson    ^243 

Trips   in   New    England    329 

Wheel  and  Harp.  New  Form  of  (Rail- 
way Appliance  Co.)   •302 

Troy   &    New   England   Ry B09 

Trucks.    Brush    Heavy    Service •535 

Interurban    (Peckham    Manufacturing 

Co.)     <SS6 

(Trdcr    for    Peckham    60 

St.    Louis    No.    47 •682 

Tunnel.    Hudson    River    Trolley 69 

Turbines    and    Electric    Locomotives    for 

New   York  Central 999 

Steam    e75 

Type-M    Control    (Mundy) 699 


Underground    Electric    Railways    Co..    of 

London.   Power  Stations  of  the ^397 

Union  Traction  Co..   New   Cars   for 764 

Philadelphia.    Kensington    Shops  of 

the    •221 

to  Mine  Coal   770 

United    Kingdom,    Electric    Railways    In 

fjjg      _  «gQ 

States   Railroads,    Statistics   of.........  412 

Track  Gage  •244 

(■niversal    Drawing   Machine    •59 

University    of    Pennsylvania,    New    Engi- 
neering  Building   for    300 

Utah   Light   &    Power  Co 'aSS 

Utlca    (N.    T.)    &    Mohawk    Valley    Ry., 

Concrete  Culverts  on   ^95 

The    ^773 


Van  Dorn  Couplers.  Large  Orders  for 51 

&    Dutton    Co 683 

Ventilation   of   Street   Cars 101 

Vermont.    Rutland    Street    Railway    Co., 

New  Cars  for  (Laconia  Car  Co.) ^931 

Vestibules.    Regulations   in    Regard    to 37 

Vibration  of  Machinery.   To  Prevent 140 

Vradenburg.    A.    K.     (Closing    Down) 307 

Vreeland.  H.  H.   (The  Right  of  Wav) 664 


w 


Waddell.    C.    W.    (Park   Advertising) 83 

(Park    Attractions)     141 

Street  Railway  Amusements  21 

Wages.  Advance  in    55 

Increased    2.34.    263.    388 

Warren.   John   B.,    C.   B.    (The   Right   of 

Way    Map)    •67 

W.ashington.   D.    C.   Observation   Cars 98 

Watchman's   Clock.    Wagonner    •Ill 

Water  Car  &  Sweeper  Combined   245 

W.atson    Automatic    Fender    683 

Life      Saving     Devices     for     Electric 

Cars     ^540 

Weatherproof      Telephone       (Connecticut 

Telephone    &    Electric    Co.) •SOS 

Weekly.    The    Detroit    United 11 

Weeks.  A.  B.  (How  the  Telephone  Opera- 
Uir  Assists   the  Electrician)    ^727 


(Niagara         Falls         Transmission 

Lines)     410 

(Recent     Improvements     in     Street 
Railway   Plant   of   Niagara  Falls 

Power    House)    'SSS 

Welding.    Electric    129 

Welded     Joints,     Electric     (Pestell) 697 

Western  Electrical   Supply   Co.    Catalog..  245 

Reorganization    of     76.S 

Illinois    Railway    Co 72S 

Society    of    Engineers     126 

Wheeled  Scraper  Co.  Grader '176 

Westinghouse  Companies   Publishing  De- 
partment      546 

Horizontal  Gas   Engines   ^175 

Sales   Department   770 

Traction   Brake  CJo 55 

Weston.  C.  V.  (Design  of  the  Intramural 
Rv.  tor  the  St.   Louis  World's  Fair).... •442 

Electrical     Instrument     Co 177 

West   Virginia  Companies  at  Odds 538 

Wharton.    J.    R.    (Some   Features    of    the 

Butte   Electric  Ry) '897 

Wheatley.  W.  W.  (Efficient  Discipline)....    13 
Wheeling  Traction  Co.    Pays  Dividends..    53 

Whistle    Signs    399 

White,    J.    G..    &    Co 304 

Wilcoxen.   E.    B.    (Interurban   Train    Dls- 

IXJtching)     815 

Wilkesbarre     &      Hazleton     Ry.,      Some 

Operating  Data   on    (Wallace) •SS7 

Wilkinson.    Reckitt.    Williams   &    Co 303 

Wilson.    C.    E    (Track    Construction    and 

Maintenance)     801 

Wilson.  T.  W.  (Track  Construction  of  the 
International      Railway      Co.,      Buffalo, 

N.    Y.)    •M.    '213 

Windstorm   at  Pleasantville.   N.  J *8G6 

Wireless    Light   Cluster    (Benjamin   Elec. 

Mfg.    Co.)    'seg 

Wiring.    The    Multiple    System    of    Street 

Car    (Pemberton)     •128 

Worcester    &    Connecticut     Eastern     Ry. 

Co '290 

&  Holden  Street  Railway  Co 15 

World's    Fair.    St.    I^ouis.    Congresses,    A 

Week   of   Electrical    439 

Design   of  the  Intramural  Ry.    for 

the    (Weston) '442 

Electric    Railways    and    Electrical 

Congress    at   929 

Intramural   Railway   for  the  (Phil- 
lips)     ^441 

New  Cars   for  725 

Transportation    Exhibits    at    the...  334 
Woven  Rattan  as  a  Seat  Covering  Mate- 
rial (Hey wood  Bros.  &  Wakefield  Co.)..  529 


Y 

Tear.   The  Past    el8 

Y.  M.   C.   A.   Street  Railway  Work 806 

York  County  Traction  Co..  Annual  Meet- 
ing   of     108 

PAGING  BY    MONTHS. 

January    1—60 

February    ^ 81—120 

March    121-184 

April    186—246 

Mav     247-S06 

June 307-S72 

July     373— (.in 

August 437-550 

September    651—77:; 

October    : 773—870 

November    871—940 

December     941—1000 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


JANVARY  20,  1903 


No.  1 


Middleboro,  Wareham  &  Buzzards  Bay  Street  Ry. 

Some  Operating  Features  of  the  Road— Employing  Car  Service  Men— Block  Signal  System — General  Inspec- 
tion— Chart  System  of  Posting  Schedules. 


So  miicli  is  printed  nowadays  in  the  proceedings  of  the  technical 
societies,  associations  and  the  trade  press  in  general  concerning  the 
larger  electric  railway  installations  of  the  country  that  a  thousand 
and  one  bothersome  questions  confronting  the  management  of  the 
medium  size  and  smaller  electric  railway  properties  are  often  neg- 
lected and  do  not  receive  their  share  of  discussion.  Inasmuch  as 
the  problem  arising  in  the  larger  installations  are  of  practical  in- 
terest to  but  a  small  minority  of  the  electric  railway  fraternity,  it 
would  seem  that  more  data  ought  to  be  forthcoming  on  numerous 
questions  of  practical  interest  to  the  constructing  engineers  and 
operating  officials  who  are  responsible  for  the  success  of  what  are 
frequently  but  indefinitely  termed  the  smaller  roads.  It  has  always 
l>een  the  aim  of  the  "Review"  to  give  especial  attention  to  the  de- 
mand for  this  class  of  information. 

On  the  Middleboro,  Wareham  &  Buzzards  Bay  Street  Ry..  in  the 
Cape  Cod  region  in  southeastern  Massachusetts,-  will   be   found  a 


Mr,  Charles  11.  Cox,  resident  general  manager  of  the  company, 
holds  it  as  self-evident  that  the  old,  hard  and  fast  methods  of  deal- 
ing with  men,  which  were  more  or  less  prevalent  in  the  early  days 
of  the  art,  have  no  place  in  modern  economic  conditions.  The  re- 
quirements of  the  service  demand  that  men  of  higher  mental  attain- 
ment be  secured  to  take  charge  of  cars,  that  they  be  paid  good 
wages,  and  that  such  rules  and  regulations  be  formulated  as  shall 
appeal  to  the  intelligence  of  the  men  and  secure  their  good  will 
and  hearty  co-operation  in  the  jnanagement  of  the  company's  busi- 
ness. The  men  are  no  longer  mere  machines,  and  cannot  be  so 
treated.  This  does  not  mean  that  the  manager  must  subserve  the 
interest  of  the  company  to  the  interests  of  the  men,  but  it  does 
mean  that  both  interests  must  be  considered  and  harmonized  if  the 
company's  business  is  to  go. forward  with  that  vim  and  snap  that 
always  characterizes  the  successful  business  enterprise. 

Mr.    Cnx   believes   in    penniltincr   (lie   men   to   express   ideas   and 


TRESTLE  ISKIIII.i:  "10  I-"r.  LoNli  ACROSS  lirTTIiHMII.K   IIAV   NI'.AK   IIUZZAKDS  IIAV,  MASS. 


number  of  original  schemes  and  ways  of  doing  things  that  cannot 
fail  to  be  of  interest.  Physically,  the  system  comprises  26  miles  of 
track  and  is  a  typical  New  England  road,  similar  to  any  one  of  a 
dozen  intcrurban  roads  in  Massachusetts.  Of  the  total  18  miles  is 
built  with  60-II).  T-rails  in  60-ft.  lengths,  and  4  miles  is  75-lb. 
T-rails  in  30-ft.  lengths.  The  rest  of  the  mileage  is  over  tracks  of 
another  company.  The  system  is  single  track  throughout  with  turn- 
outs at  intervals  averaging  two  miles.  The  overhead  construction 
emtjodies  a  single  line  of  30-ft.  round  chestnut  poles  with  flexible 
bracket  suspension,  supporting  No.  00  lound  trolley  wire.  The 
rolling  stock  includes  twelve  12-bench  double  truck  open  cars;  five 
13-bench  double  truck  open  cars;  eight  double  truck  veslibuled 
closed  cars;  one  box  freight  car;  one  flat  car;  and  four  single 
truck  nose  snow  plows.  The  physical  cliaractcrislics  will  be  de- 
scribed in  greater  detail  later.  The  company  at  present  has  no  power 
house  of  its  own,  but  rents  power  from  the  Wareham  power  house 
of  the  New  Bedford  &  Onset  Street  Ry.,  which  was  described  in 
the  "Review"  for  Dec.  15,  igoi. 

Perhaps  in  view  of  the  present  widespread  discussion  of  vital 
latxjr  isiucs,  the  feature  of  chief  interest  will  be  the  company's 
attitude  towards  its  men  and  the  efforts  of  the  management  to  fiiul 
a  common  ground  upon  which  the  men  and  the  management  can 
meet  and  stand. 


suggestions  concerning  any  detail  of  the  service,  provided  of  course 
that  those  suggestions  be  made  in  a  dignified  way  and  through 
proper  channels.  In  the  employes'  waiting  room  at  the  car  barn 
Mr.  Cox  has  placed  a  wooden  box  with  a  slot  in  the  lop  lo  which 
is  attached  a  placard  reading:  "For  the  improvement  of  the  serv- 
ice. Put  your  ideas  in  writing  and  drop  them  in  this  lx)x,"  and  at 
regular  intervals  these  notes  are  taken  out  aiul  carefully  looked 
over  by  the  management,  a  record  of  them  being  taken.  Twice  a 
year  the  men  otfering  the  best  suggestions  are  awarded  suitable  re- 
wards for  their  iiUerest  showO.  When  an  employe,  no  matter  what 
his  grade,  drops  a  suggestion  in  the  box  he  is  asked  to  come  to 
the  general  manager's  office  to  talk  the  matter  over.  The  manager 
meets  the  man  in  his  private  onice  and  after  making  Ihe  employe 
feel  at  home  and  at  ease  goes  over  the  whole  subject,  asks  questions 
and  encourages  Ihe  man  to  enlarge  upon  his  suggestion  and  slate  his 
ideas  in  the  minutest  detail.  The  manager  never  ridicules  a  sug- 
gestion, no  matter  how  impracticable  it  may  be,  but  if  necessary  he 
explains  to  the  man  just  why  it  is  impossible  lo  carry  the  idea  into 
execution.  Many  of  the  suggestions  that  come  in  this  w.iy,  how- 
ever, are  found  lo  be  of  unquestionable  practical  value,  and  many 
of  Ihem  placed  in  execution  have  resulted  in  distinct  iniprovenunl. 
Asked  if  he  had  found  any  tendency  on  Ihe  pari  of  I  he  men  lo 
take    advantage    of    this    freedom    and    become    "ihnniy  "    wilh    the 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  N(i   I 


manager,  Mr.  Co.\  rcplicil  lliat  he  liad  had  no  difRciilty  along  that 
hnc.  A  proper  atlitnde  of  ihgnily  and  self-control  on  the  part  of 
the  manager  seemed  to  engender  a  similar  attitude  on  the  part  of 
the  men,  and  while  they  appreciated  the  confidence  and  freedom 
they  have  there  is  no  inclination  to  overstep  proper  In  muds,  and 
the  relation  is  one  of  mntiial  confidence  and  respect.  This  feeling 
cannot  fail  but  redoinid  to  the  good  of  all  concerned. 

As  an  instance  of  the  efforts  of  the  management  to  foster  the 
spirit  of  gix)d  will,  Mr.  Cox  at  op|x>rtnne  intervals  endeavors  to 
get  little  notices  into  the  reading  columns  of  the  local  papers  com- 
mending the  service  of  the  company's  employes.  Copies  of  the  paper 
containing  such  notices  arc  always  posted  on  the  bulletin  iHiard 
where  the  men  will  see  them.  As  an  example  of  a  newspaper  item 
of  this  nature  the  following  is  quoted:  "Many  are  the  compli- 
ments paid  daily  to  the  conductors  and  molormen  of  the  Middlc- 
lx>ro,  Wareham  &  Buzzards  Hay  Street  Railway  Co.  for  their  polite 
acts  and  courteous  treatment  of  passengers.  The  employes  all 
.seem  to  have  but  one  desire,  and  that  is  to  be  obliging.  It  is  their 
custom  to  assist  women  and  children  and  aged  men  on  and  off  the 
cars,  and  they  do  it  with  a  pleasure  that  is  almost  invariably  rec- 
ognized with  'I  thank  you,  sir.'"  Notices  of  this  kind  are  good 
in  many  ways.  They  bring  about  a  feeling  of  good  will  between 
the  public  and  the  employes;  they  show  the  employes  that  their 
efforts  are  appreciated  by  both  the  company  and  the  public,  and 
they  also  set  a  high  standard  of  reputation  to  which  each  man  irie- 
to  do  justice. 

The  following  arc  a  few  pointers  as  laid  down  by  Mr.  Cox:  Make 
your  road  popular  with  the  men  and  with  the  public.  Never  repri- 
mand a  man  in  presence  of  any  one  else.  If  the  reprimand  is 
necessary  do  it  in  private.  When  it  can  possibly  be  avoided  do 
not  lay  off  men,  as  the  loss  of  pay  punishes  the  man's  family  worse 
than  it  docs  the  wrongdoer,  and  engenders  hard  feeling.  During 
snowstorms  and  other  trying  times  when  tin-  men  arc  doing  extra 
service  provide  for  their  comfort.  Supply  sandwiches  and  hot 
coffee  when  the  men  are  fighting  snow,  even  if  it  is  necessary  to 
drive  with  a  team  along  the  line  to  do  this.  Be  liberal  in  the  pay- 
ment for  overtime,  as  a  few  extra  dollars  invested  in  this  way  is 
money  well  spent.  Issue  all  important  orders  in  writing,  and  do 
not  be  surprised  if  employes  fail  to  obey  instructions  hurled  at  them 
verbally  on  the  spur  of  the  moment.  It  is  the  custom  on  this  road 
when  a  special  order  is  issued  to  have  every  employe  sign  a  blank 
certifying  that  he  has  read  the  order,  that  he  thoroughly  under- 
stands it.  and  that  he  is  immediately  prepared  to  carry  it  into 
effect.     These  signatures  are  certified  to  by  the  foreman  in  writing. 


MILE  STRETCU  NEAR  TREMONT,  M.VSS. 

A  comfortable  room  is  provided  win  re  the  men  can  stay  when 
they  arc  off  duty.  The  room  is  provided  with  rockers,  chairs  and 
tables,  games  of  various  sorts,  copies  of  the  "Street  Railway  Re- 
view" and  other  high  class  technical  papers,  together  with  all  local 
daily  and  weekly  papers. 

The  company  employs  about  ,!5  men,  including  conductors  and 
motormen  and  car  barn  men.  Conductors  and  motorinen  are  paid 
20  cents  an  hour. 


Employing  Car  Service  Men. 

When  a  man  applies  to  the  company  for  cmploynient  he  is  made 
to  fill  out  a  blank  application  of  the  form  shown  herewith.  .Appli- 
cants for  position  of  motormen  must  be  at  least  5  ft.  8  in.  tall  and 
must  weigh  at  least  165  lb.  Applicants  for  position  of  conductor 
must  he  young,  active  men.  The  company  prefers  motormen  who 
have  had  previous  experience,  but   in  the  case  of  conductors  gives 


the  prefernce  to  inc.xperinced  applicants.  For  either  position  the 
company  prefers  married  men.  .\t  the  time  the  applicant  signs 
the  application  he  gives  at  least  three  references,  covering  a  period 
of   five   years   previous   to   the    date   of   his   application,    which    are 


MIDDLEBORO.    WAREHAM    &    BUZZARDS    BAY    STREET    ISAII, 
WAY    COMPANY. 


APPMCATION    FOR   EMPI.OYMENT. 


190. 


MIDDLEBORO. 
Supl. 

Dear  Sir: — 1  hereby  make  application  for  a  jiosition  as  

in  the  service  of  the  Company.  Believins  that  1  am  pliyslcally  (|Uall- 
fied  an<)  competent  to  diseharse  the  duties  of  said  position  and  with 
till-  full  understandinK  that  in  the  event  of  my  securing  employment 
I  ;on  to  abide  liy  such  rules  and  regulations  KoverninR  its  emjdoyces 
.IS   the  management   may   from   time   to   time  establish. 

If  employed  I  promise  to  loyally  and  faithfully  serve  the  Company, 
and  to  do  'all  in  my  power  to  further  its  interests.  To  conduct  myselr 
honestly,  soberly,  and  with  proper  obedience  and  respect  to  its  ofti- 
eials.  and  courtesy   to  passengers  and   the  public. 

Age years.      Where    tjorn? Height Weight 

lbs.     Color   of    eyes Color   of    hair Married    or   single 

General   condition   of   health 

Employed  the  past  live  years  as  fol- 
lows: 

(Give  date  as  near  as  possible.) 


REASONS   EOR   LEAVING. 


Have  you  ever  been  employed  by  a 
Railway  Company,  other  than  stated 
above?  If  so  give  name  of  Com- 
pany, loeatlon.  In  what  capacity  and 
length    of    time    employed. 


REFERENCES. 


ADDRESSES. 


Have  you  ever  been  convicted  of  a  misdemeanor  or  felony?. 
Do    you    use    Intoxicating    liquors? 

(Full  name  of  applicant) 

( Residence )     

(P.    O.    Address) 


Jan.  20,  1903] 


STREET  RAILWAY  REVIEW" 


always  looked  up  by  eithtr  a  personal  caller  or  by  correspondence. 
The  blank  used  in  this  connection  is  also  shown.  If  the  applicant 
passes  a  superficial  examination  made  by  the  manager,  he  is  sent 
10  a  local  doctor  for  a  physical  examination,  for  which  a  charge 
of  $1.00  is  made.  The  form  of  the  physician's  report  is  also  repro- 
duced. It  may  be  said  that  all  of  these  forms  are  printed  on 
standard  letter  size  sheets,  11  .\  8;4  in.,  which  give  uniformity  and 


MIDDLEBORO,    WAREHAM   &   BUZZARDS   BAY   STREET  RAIL- 
WAY  COMPANY. 


MIDDLEBORO.  MASS 190. 


M 

Dear  Sir:— In  applying  to  this  Company  for  a  position  as  

Mr Age Height ft. in..  Eyes, 

Hair Complexion Born  in  refers 

us  to  you.  Will  you  favor  us  with  your  opinion  of  his  honesty,  char- 
acter, habits  and  ability,  etc.  Please  state  definitely  as  to  honesty 
and  habits.  Has  he  ever  to  your  knowledge  been  employed  by  any 
Railroad  or  Railway  Company?  It  is  ver>'  essential  to  applicant  thai 
this  letter  be  answt-red  promptly,  also  if  ever  in  your  employ  that  the 
dates  of  entering  and  leaving  your  service  be  given.  The  information 
that  you  give  us  will  be  thankfully  received  and  considered  conti- 
dential.  Very  truly  yours. 


X.   B.— Employed  as. 


from to. 


greater  convenience  in  filing  and  handling.  If  the  physician's 
report  is  satisfactory,  all  the  papers  referring  to  the  .ipplicant. 
including  the  replies  from  references,  etc.,  are  bound  together  and 
placed  on  file  for  the  time  when  the  company  needs  a  new  man. 

When  new  men  are  to  be  taken  on  the  applicants  standing  at 
the  head  of  the  list  are  notified.  When  a  man  reports  he  is 
given  a  chance  to  show  what  he  can  do — that  is,  he  is  put  on  a  car 
in  charge  of  an  experienced  man  and  is  told  to  familiarize  himself 
with  the  conditions. 

If  he  gives  promise  of  becoming  a  reliable  employe  he  is  sent 
to  the  shops,  where  he  puts  on  a  pair  of  overalls,  and  goes  through 


MIDDLEBORO.    WAREHAM    &    BUZZARDS    BAY    STREET    RAIL- 
WAY  COMPANY. 


Physical  examination  of  for  the  position  of  

Date  of  examination   Place  of  examination 

Analysis  of  urine  reaction  Sp  G albumen 

sugar    Have   you   had   gall   stone   or   gravel?    

Have  you  ever  had  any  difficulty   In  urinating?   Is   the  gait 

(irm    and    elastic?    Any     deformities?    Age    

Weight  Height Hearing  Color  of  eyes  

Color  of  hair  Complexion   Is  the  sight  good?  

Vision  Color  blindness  Have  you  ever  been  vaccinated 

or  had  Small  Pox?  Have  you  ever  received  an  injury  or  a 

wound   upon   the  head?   When  were  you   last  attended  by  a 

physician  For  what  complaint?  Name  of  physi- 
cian    Are  you  subject  to  fits?  Are  you  sub- 
ject to  dizziness?  Have  you  ever  had  fainting  attacks?  

Chest  measurements.    Forced  inspiration ;    Forced   expiration 

Lung  examination.  Percussion ;    Auscultation 

Measurement  of   abdomen    Examination   of  al>domen    

Are  you  ruptured?  Have  you  a  chronic  cough?  Have 

you  catarrh?  Have  you  any  chronic  disease?  Rate  of 

respiratory  action   Heart   Pulse  (rate  and  character) 

Have  you   varicose  veins   Is  there   freedom  from   the 

swelling  of  the  feet?  Are  you  subject  to  rheumatism?  

Do  you  use  intoxicating  liquor?  Do  you  use  tobacco?  

After  having  carefully   examined   the  applicant  I  am  of  the  opinion 

that  he  is  physically  qualified  for  the  position  of  

and  should  be  rated  at  per  cent.    Cause  of  rejection  

Remarks:— 

(Signed)  

Dated  this  day  of  190.. 

ail  the  details  of  cleaning  and  making  general  repairs  to  cars  and 
cqinpment.  He  works  in  the  shops  for  from  one  to  Iwo  weeks, 
and  receives  a  portion  of  his  regular  wages  during  this  time. 
During  this  time  his  uniform  is  being  made,  and  is  ready  for 
him  by  the  lime  he  has  passed  through  the  shops.  For  supplying 
uniforms  the  company  has  made  arrangements  with  a  local  fur- 
nisher, who  acts  as  agent  for  a  custom-made  uniform  house  located 
at  Boston.  Ihe  local  agent  lakes  this  work  for  the  sake  of  the 
extra  trade  it  brings  to  his  place. 

By  this  time  the  prospective  employe  is  supposed  lo  be  fully 
competent  lo  enter  into  his  regular  duties,  and  is  placed  on  the  list 
for  a  regular  run. 

The  uniform  of  the  men  differs  slightly  from  the  regulation 
uniform  used  on  most  roads  in  that  the  coat  is  five  biillon,  single 
brea%tcd,  those  of  the  conductors  having  lapels  and  the  necessary 
p'Krkels  for  cliangc,  etc.,  and  there  is  worked  in  gold  thread  in 
half-inch  block  letters  M.  W.  &  15.  B.  on  cither  side  of  the  collar. 
Those  of  the  motormen  arc  also  five  button,  single  breasted, 
having  M.  W.  &  B.  B.  worked  with  silver  thread  on  each  side  of 
the  collar,  the  letters  Uing  made  the  same  size  and  style  as  on 
the  conductors'  coats.  Ihc  coat,  however,  has  no  outside  pockets 
and  is  always  worn  buttoned,  giving  a  miliUry  appearance. 


The  caps  worn  arc  the  regulation  kind,  with  small,  drooping 
\isors  having  the  monogram  M.  W.  &  B.  B.  worked  in  the  front 
and  center  of  the  bell.  The  conductors'  caps  are  worked  with 
gold  thread,  and  the  niolormen's  in  silver.  The  badge  is  of  the 
small  shield  type  and  is  pinned  to  the  left  breast  of  the  coat  half- 
way between  the  arm  pit  and  the  edge  of  the  coat. 

Posting  Schedules. 

A  modification  of  the  "chart"  system  is  u:ed  for  announcing 
runs    and    schedules    for    the    information    of    the    employes.      The 


i 

■    :k 

^■MnI^^BBSBJ 

1 

■^3 

■ 

TRESTLE  AND  PLATE  UIRDER  BRIDGE  OVER  N.  Y.,  N.  H.  &  H.  R.  R. 

different  runs  are  all  plotted  on  cross  section  paper,  the  horizontal 
rulings  representing  turnouts,  and  the  vertical  rulings  representing 
intervals  of  time.  When  crews  are  to  swing  at  any  meeting  point, 
that  fact  is  indicated  on  the  chart  by  a  small  circle  at  the  junction 
point  of  the  lines  representing  the  two  runs.  The  running  chart 
for  a  half-hour  schedule  for  an  entire  day  and  the  scheme  for 
posting  the  runs  are  shown  herewith. 

The  following  is  a  sample  "running  schedule"  for  crew  No.  I, 
each  crew  receiving  one  corresponding  lo  his  run,  as  shown  on  the 
cliart. 

Sample   Running   Order. 

Run  No.  I.     Snow  and  Balkani.     10  hours. 

"Take  car  from  Middleboro  car  barn  in  time  to  leave  Middle- 
boro  Four  Corners  at  5:15  a.  m.  for  Monument  Beach,  passing 
cars  as  follows:  Crew  No.  11  at  Tremont,  No.  10  at  the  double 
iron.  No.  12  at  Ellis  turnout. 

"Leave  Monument  Beach  at  7:15  for  Middleboro,  passing  crew 
No.  2  at   Ellis's,   No,   3   at   Ranisdcll's,   No.   ir   at   the   double  iron, 


CAR  BARN,  MIDDLEIIORO,  WAREHAM    li    lIUZZARD'S   HAY    STREET 

RV. 

No.  4  at  Chapel  St.,  No.  10  al  I  reiUDUl,  N(p.  5  at  South  Middle- 
boro, No.  12  at  Stale  road. 

"Leave  Middleboro  at  ().i^,  sign  car  for  .Mcmuincnt  Heach,  yon 
going  as  far  as  llie  double  iron,  pass  crew  No.  2  at  State  road, 
No.  3  at  South  Middklxiro,  No.  11  al  Tremont,  No.  4  at  Chapel 
St.,  and  on  the  double  iron  change  cars  with  No.  10,  you  coming 
to  Middleboro,  passing  No.  6  al  Chapel  St.,  No,  8  al  Tremont, 
No.  II  at  South  Middklxiro,  No.  7  at  .State  road,  relieved  al 
Middleboro  at  1 1  :45  a.  in.  by  crew  No.  2. 

"At    I  :4s  p.   m,   relieve  crew   No,  6  al    Middicliuro,   you   signing 


STREET  RAILWAY  REVIEW. 


(V.ii.   XIII.  No.  I. 


your  c.ir  (or  Moiuiiiu-iu  lU-acli  :iikI  passing  al  ihc  following  turn- 
outs: Crew  No.  8  at  the  State  road.  No.  14  at  South  Miilillelioro, 
No.  7  at  Trenioni,  No.  j  at  Chapel  St.,  No.  3  at  the  double  iron, 
No.  10  at  Kainsdell's.  and  at  KIlis  tnriii.ut  you  will  change  ears 
with  crew  No.  11,  you  coming  to  Mid<llelK)ro,  passing  crew  No.  3 
at  Ramsdell's,  No.  13  al  the  dnuhle  iron.  No.  5  at  Chapel  St., 
No.  2  at  Treniont.  No.  7  at  .South  Middleboro,  No.  10  at  State 
road. 
"Relieved  for  night  at  5:15  by  crew  No.  4." 

Block    Signal    System 

The  block  signal  u.sed  on  this  system  fur  the  purpose  of  blocking 
single  track  sections  between  lurnouls  was  invented  by  .\lr.  Cox 
and  was  installed  under  his  personal  supervision.  It  comprised 
fix  boxes  for  each  block,  there  being  three  boxes  at  each  end  of 
each  block.  There  is  only  one  lamp  in  each  of  the  six  boxes,  and 
these  are  connected  in  sciies  by  a  single  wire.  The  middle  1k>x  of 
each  group  of  three  is  known  as  the  switch  box  (No.  I  on  the 
sketch).  The  switch  box  has  a  single  lamp,  and  has  a  5  in. 
opening  covered  with  glass.  This  middle  box  in  each  case  is 
located  7  ft.  above  the  rail  on  the  track  side  of  the  first  pole 
nearest  the  beginning  of  the  turnout  switch  at  each  end  of  the 
block.  The  light  in  this  box  indicates  to  the  conductor  that  he 
has  blocked  or  cleared  the  section,  as  the  case  may  be. 

Box  No.  2  (as  per  sketch)  is  knowr  as  the  indicator  box.  It  is 
located  15  ft.  aliovc  Ihc  rail  on  the  track  side  of  the  second  pole 
from  the  turnout.  It  has  a  5-in.  opening  on  the  side  of  the  box 
facing  the  turnout  and  contains  a  single  lamp.  The  object  of  this 
box  is  to  indicate  to  the  crews  going  on  to  the  turnout  whether' 
or  not  the  section  ahead  is  occupied  by  another  car,  and  also  to 
show  to  the  motorman  when  going  on  to  the  single  track  that  the 
conductor  has  blocked  the  section,  by  the  lamp  in  this  box  light- 
ing. The  motorman  is  held  equally  responsible  with  the  con- 
ductor for   the   blocking  and   clearing   of  each   section. 

Box  No.  3.  as  shown  in  the  sketch,  is  called  the  tell-tale  box 
and  is  located  15  ft.  above  the  rail  on  the  side  of  the  first  pole 
on  the  turnout  from  the  switch.  It  has  a  5  in.  opening  covered 
with  glass  and  facing  the  switch,  and  contains  a  single  lamp. 
This  box  is  to  indicate  to  the  motorman  that  the  conductor  ha? 
cleared  the  .section  which  be  has  just  'eft  before  he  proceeds 
through  the  turnout,  by  the  lamp  in  the  box  being  extingui.'^hcd. 

To  illustrate  more  fully  the  working  of  the  system,  let  it  be 
assumed  that  a  car  is  starting  from  ihe  end  of  the  line.  The 
lamps  in  the  three  boxes  at  the  beginning  of  the  first  block  not 
being  lighted,  the  crew  knows  that  the  block  is  clear.  Just  as  lie 
starts  the  coiuluctor  throws  the  switch  in  box  No.  I,  thus  closing 
the  circuit  and  lighting  the  lamp  in  each  box  on  the  circuit,  i.  c.. 
in  the  three  Ixixes  at  the  entrance,  and  the  three  at  the  distant 
end.  The  light  in  l)ox  No.  i  at  the  entrance  to  the  block  indicates 
to  the  conductor  that  he  has  lighted  all  six  lamps,  and  blocked 
the  section  into  which  he  is  going  to  enter,  for  if  the  integrity  of 
this  circuit  is  destroyed  in  any  way,  of  course,  the  lamp  will  not 
light.  The  lighting  of  the  lamp  in  the  indi;ator  box  No.  2  shows 
to  the  motorman  from  his  postion  on  the  front  platform  that 
the  conductor  has  properly  blocked  the  section,  and  it  is  safe  for 
Ijim  to  enter.  The  lamps  at  the  distant  end  of  the  block  close  the 
block  at  that  end. 

After  the  first  car  has  proceeded  through  the  section  to  the 
distant  end  of  the  block  the  conductor  as  he  enters  the  turnout 
at  that  end  throws  the  switch  in  the  switch  lx)x  or  box  No.  i. 
thus  extinguishing  all  the  lights  in  that  series  of  boxes,  i.  e.,  in 
the  three  boxes  that  he  has  just  reached  and  also  in  the  three 
boxes  at  the  other  end  of  the  block  from  which  he  has  just  coiv.c. 
As  the  lamp  in  box  No.  i  goes  out  the  conductor  knows  he  has 
cleared  the  section  over  which  he  has  just  passed.  The  extin- 
guishing of  the  lamp  in  the  tell-tale  box,  or  box  No.  3,  indicates 
to  the  motorman  that  the  conductor  has  done  his  duty,  and  he 
therefore  proceeds  on  to  the  turnout. 

It  will  be  assumed  that  as  the  motorman  is  about  to  leave  this 
turnout^  and  enter  the  next  section  be  sees  by  the  indicator  box 
of  the  series  of  boxes  protecting  that  section  that  the  lamp  is 
lighted,  which  shows  him  that  his  section  is  blocked,  and  he  has 
to  remain  there  until  the  section  is  cleared  by  the  conductor  of 
the  car  occupying  that  section,  or,  in  other  words,  until  the 
opposing  car  has  arrived  at   the  turnout. 


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Jan.  20,  1903.] 


STREET  RAILWAY  RE\  lEW  . 


It  will  thus  be  evidiiU  that  each  conductor  as  he  enters  a 
section  throws  on  the  lights,  thus  protecting  himself  from  both 
front  ■  and  rear,  and  as  he  leaves  the  section  extinguishes  the 
lights,  thus  clearing  that  section  for  the  next  car,  and  by  means 
of  the  indicator  and  tell-tale  boxes  the  motorman  knows  just  what 
the  conductor  has  done  in  each  case.  The  simplicity  of  the  system 
is  striking,  and  by  placing  equal  respcnsibility  on  the  conductor 
and  motorman,  each  of  whom  takes  his  information  from  different 


will  step  to  the  telephone  and  communicate  the  orders  to  tlic 
oftiee  as  he  understands  them,  from  having  heard  the  conductor 
repeat  them. 

"When  two  or  more  cars  are  running  as  double  headers,  or  in 
one  section  at  the  same  time,  the  conductor  of  each  car  nuui 
receive  orders  as  to  the  number  of  ears  in  the  section  and  the 
conductor  of  the  first  car  will  be  held  responsible  for  the  block, 
cutting   the   switch   in   before   entering  the   same   and   stopping   his 


Bl-OCK  SIONAL  SYSTEM,  MITOLEHORO,  WARF.HAM  *  lU'ZZAROS  HAY  STREET  RY. 


boxes,  a  high  degree  of  safely  is  obtained.  The  system  has  the 
advantage  of  always  indicating  its  condition,  for  if  the  integrity 
of  the  circuit  is  lost  through  any  cause,  tlie  first  conductor  who 
throws  the  switch  is  aware  of  the  condition,  as  the  lamps  will 
not  light. 

The  signal  system  has  been  in  operation  =ince  the  opening  of 
the  road  in  .■\ugust,  1901.  .Mr.  Cox  h.is  applied  fi>r  patent  rights 
covering  the  chief   features. 

As  supplementary  to  the  block  signal  system,  a  private  teleplione 
system  has  been  installed,  .with  telephone  boxes  at  each  turnout. 
In  further  explanation  of  the  workings  of  the  system  the  following 
extract  is  made  from  the  company's  rules  on  this  subject : 

Special   Notice  to  Conductors   and   Moformen. 

The  following  rules  and  regulations  nuist  be  observed  in  the 
operation  of  the  block  signal  system : 

"The  block  must  be  used  by  all  cars,  snow  plows,  construction 
trains,  etc.,  in  operating  over  the  line  or  any  part  thereof,  to  block 
each  section  through  which  they  are  moving. 

"The  conductor  will  in  all  cases  throw  the  switch,  observing  that 
the  lamp  in  the  switch  lx)x  lights. 

"The  motorman  must  also  note  whether  or  not  the  lamp   in   the 


ear  at  the  other  end  until  all  the  cars  following  arc  in  sight  and 
close  behind,  before  throwing   the   switch  clearing  the  block. 

"The  conductor  will  not  under  any  circumstances  allow  any 
employe  or  any  other  person  to  operate  any  signal  switch  for  him, 
and  he  will  not  use  a  switch  stick  or  anything  other  than  his 
hand  to  throw  the  same.  Motormen  must  slow  the  cars  down 
10  such  a  rate  of  speed  while  passing  the  switch  box  that  will 
enable  the  conductor  to  operate  the  same  while  standing  on  his 
ear,  excepting  in  such  places  as  the  conductor  will  be  obliged  lo 
get  ofT  his  car,  in  which  case  the  motorman  will  «Iow  up.  or  stop 
if  necessary,  and  then  must  receive  two  bells  from  the  conductor 
before  proceeding.  .\t  boxes  where  the  conductor  can  reach  the 
switches  from  the  car  the  motorman  will  proceed  without  two  bells 
when  ihc  lamp  in  the  tell-lalc  box  ahead  is  lighted. 

"When  the  lamps  are  lighted  they  indicate  that  there  is  a  car 
in  the  section  in  which  they  are  located,  and  should  the  lights  be 
burning  at  the  point  where  a  car  is  not  due,  the  approaching  car 
"uist  be  stopped  and  the  conductor  ring  up  the  office,  advising  the 
line  in  charge  of  the  facts,  and  from  him  receive  Ihc  necessary 
irders. 

"Upon  the  arrival  of  a  car  at  a  liu-nout  whore  another  car  is 
:  )  be  passed  upon  the  regular  seliedule,  and   there  is  no  indication 


niiiijpiiiiiiiiiiiiiiiiiiiii 


.  I  \  N  ;  1 A  k  1 1 


STANDARIl  CI.IISKI)  CAR. 


signal  Ikjx  lights,  and  in  case  of  failure  lo  light  in  either  box 
the  car  must  not  under  any  circumstances  proceed  into  the  block 
without  specific  orders  to  do  so  from  the  superinlendenl's  office. 

"In  case  of  a  signal  circuit  being  out  of  order  or  otherwise 
failing  to  work,  the  conductor  will  immediately  go  to  the  tele- 
(ihoiic  at  the  turnout,  ring  up  the  office,  and  in  as  few  words  as 
po<isiblc  advise  the  dispatcher  or  the  one  in  charge  of  the  facts, 
who  will  Issue  Ihc  nece«sary  orders  re(|uired  in  the  case.  The 
conductor  will  repeat  the  orders  back  lo  llie  office,  word  for  word. 
The  motorman  mu«l  'land  by  Ihc  side  of  the  conduclor  while  he 
is   repealing  these  orders,   and   when   the  conduclor   is   finished   ho 


iif  the  other  car  arriving  there,  within  a  niiinile  or  two,  tlie  con- 
duclor nuisl  ring  up  the  oflice  for  orders. 

"As  the  signal  system  is  a  [jrecautinn  .-igainst  aeeideiM,  it  is 
aiufily  |)ri>lecteil  by  law,  and  it  is  the  duty  of  ,niy  employe  to 
make  known  lo  the  siipcrintendenl  the  full  name  and  ;idilress  of 
anyone  known  lo  in  any  way  tamper  wilh  or  operate  any  signal, 
whelhcr  the  same  be  done  maliciously  or  otherwise. 

"Uiwler  no  circumstances  will  any  extra  car,  conslruclioii  train, 
snow  plow,  elc,  lie  run  out  on  the  line  wilhoul  first  advising  the 
despalchcr  of  the  full  inlcnlions  regarding  the  movements  and 
distance  lo  be  run,  etc. 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  i. 


"The  motornian  will  In  all  cases  be  held  equally  responsible  with 
the  conductor  in  the  observance  of  this  rule  or  any  part  thereof. 

".•\ny  violation  of  the  same  by  the  conductor  or  moturman  will 
be  considered  sufficient  cause  for  suspension  or  discharge  from 
the  service  of  this  company." 

Indicating  Danger  Points. 
In  line  with  the  general  system  of  precautionary  methods,  the 
approach  to  all  dangerous  points,  blind  curves  and  unusual  grades 
are  indicated  to  the  motornian  by  a  system  of  striping  the  pole.s. 
On  the  fourth  pole  from  the  dangerous  point  in  both  directions 
arc  painted  four  broad  stripes  diagonally  across  the  side  of  the 
pole  where  the  headlight  will  shine  on  ihcni  as  the  car  approaches. 
On  the  third  pole  from  the  danger  point  arc  painted  three  .stripes ; 
on  the  .second,  two;  and  on  the  first,  one.  The  molorinen  are 
hereby  enabled  to  compute  the  distance  to  the  danger  point,  and 
arc  instructed  to  bring  the  speed  of  their  car>  down  tn  four  miles 


lime  the  cars  enter  and  leave  a  block,  but  it  is  believed  to  be  the 
only  safe  way  to  operate  cars  on  a  single  track  road. 

General  Inspection. 

.Ml  cars  on  the  system  arc  inspected  at  the  car  Iwrns  twice  a 
day,  that  is,  there  is  always  one  car  more  than  is  called  for  by 
the  schedule,  so  that  there  is  always  one  car  in  the  liarn  being 
inspected.  This  inspection  includes  examination  of  trucks,  motors, 
bearings  etc.,  and  when  the  car  leav-s  the  Iwrn  for  its  next  trip 
it  is  practically  in  perfect  condition,  lliis  method  requires  that 
each  car  will  lose  two  trips  a  day,  but  the  greater  security  and 
freedom  from  breakdown  are  believed  to  justify  this  course  of 
procedure.  The  company  pays  the  car  inspector  $10.50  a  week, 
and  the  manager  makes  the  statement  that  this  is  one  of  the  most 
satisfactory  investments  the  company  is  called  upon  to  make. 

A  secret  inspection  of  all  the  men  on  the  system  is  made  once 
a   month,   at   which   time   a   report   is  made  on   the   work   of  every 


T 


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T/?/iCK  A^a'^ 


153-0'     

FLOOR  PLAN  OF  CAR  BARN. 


an  hour  as  soon  as  the  four  stripes  become  visible.  This  idea  is 
original  with  Mr.  Co.\  and  has  proved  very  beneficial,  particularly 
during  foggy  weather  and  snowstorms,  as  well  as  at  night. 

Car  Following  Signs. 

Whenever  necessary  to  run  double  or  triple  headers,  all  the 
cars  following  are  run  on  the  schedule  time  of  the  first  car,  and 
the  first  car  has  displayed  on  its  front  dash  a  large  metal  tag 
bearing  a  number  corresponding  to  the  number  of  cars  that  are 
following.  The  second  car  carries  a  sign  indicating  the  number  of 
cars  that  follow  it,  and  so  on  until  the  last  car.  which  bears  no 
sign.  For  instance,  if  there  are  three  cars  running  on  the  same 
time,  the  first  car  would  l)ear  a  number  2 ;  the  second,  a  number  i  ; 
and  the  last  car  would  have  no  tag.  These  tags  indicate  to  the 
crews  of  all  opposing  cars  that  other  cars  are  following  the  reg- 
ular, and  by  means  of  the  number  the  opposing  crews  are  able  to 
count  off  the  cars  correctly  and  there  is  no  excuse  for  anyone 
failing  to  know  whether  or  not  all  the  cars  following  have  passed. 
The  metal  signs  or  tags  bearing  the  designating  minibcrs  are 
10  X  14  in.  with  the  figures  in  white.  These  signs  are  put  on  the 
cars  at  the  car  barn  by  the  dispatcher  or  some  other  one  in 
anthority. 

The  conductor  of  the  first  car  blocks  and  clears  the  sections  for 
all  the  following  cars  before  he  leaves  each  section,  but  Ijefore 
throwing  the  switch  he  must  assure  himself  that  all  the  other 
following  cars  are  in  sight.  This  procedure  necessarily  takes  a 
time,  and  will  result  in  throwing  the  schedule  back  a  little  each 


conductor   and   motornian,   and   any    lapse   of   attention   to   duty   is 
noted  and  rectified  by  proper  means. 

Keeping   Good    Time. 

Another  safety  precaution  is  the  care  emphasized  in  keeping 
the  watches  of  all  employes  in  good  repair  and  accurately  reg- 
ulated. Each  man  is  required  to  have  with  him  constantly  wfien 
on  duty  a  watch  of  some  standard  make.  This  must  not  be 
necessarily  an  expensive  timepiece,  but  must  be  guaranteed.  The 
company  has  made  arrangements  with  a  local  watchmaker  to  take 
general  oversight  of  all  the  watches  and  clocks  on  the  system,  and 
each  employe  must  submit  his  timepiece  for  examination  every  two 
weeks.  For  this  purpose  a  watch  certificate  is  issued  to  each 
man,  and  on  this  is  entered  the  date  examined,  the  condition  of 
the  watch,  whether  fast,  slow  or  out  of  repair,  and  notation  is 
made  of  the  fact  that  it  has  been  regulated  and  put  in  shape  on  the 
date  examined.  The  time  record  or  watch  certificate  is  reproduced 
herewith. 

Cleaning  Cars. 

In  line  with  the  inspection  of  cars  is  the  matter  of  car  cleaning. 
On  this  road  soap  and  water  are  never  used  for  washing  varnished 
surfaces.  In  lieu  a  preparation  compounded  by  Mr.  Cox,  having 
as  its  foundation  raw  linseed  oil,  is  applied  twice  a  week,  and 
rubbed  in  with  cotton  waste.  In  between  lhe.se  .semi-weekly  applica- 
tions the  cars  are  merely  rubbed  down  with  a  dry  cloth.  This  is 
found  to  preserve  the  varnish,  and  gives  the  cars  a  bright,  clean 
appearance  at  all  times. 


Jan.  20,  1903.] 


STREET  RAILWAY  REN  ll'A\ 


Physical   Characteristics. 

As  previously  stated,  the  road  has  no  power  house  of  its  own, 
but  rents  power  from  a  connecting  road  on  a  kilowatt  basis,  meas- 
ured at  the  switchboard. 

The  cars  of  this  company  run  over  llie  tracks  of  the  New  Bed- 
ford   &    Onset    Street    Ry.    from    Wareham    to    Onset    Bay    at    the 


No 


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TIME    INSPECTION    SERVICE. 


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EMPLOYE'S    CERTIFICATE. 


TKoM  ^^"^ 


190  M 


This  is  to  certify  OiMthe  umtch  of    .  ,/r.    6.    /^t-CLC/do^A-ty 

~C^t«CtA'ot^-r~ 


employed  as         ^^^ --.r^ — -,—  .  

Moi^ement  ^o  €1"]  IO6  Brand  /3.^iV.ltjMo!U,^n*^U'.r£likl*i^ 
has  been  inspected  and  is  up  to  the  standard  of  emellence  required  ay  the 
M.  W.  (£•  B.  B.  St.  Ry.  Co.,  and  w  perjonninn  as  per  record  on  the  back 
of  thia  certificaU.  ^j        ^    "-f .       .  Jt 

...  CXt4^..'^,.*&t!H<fy^Aa**4/.hspecto\^ 

AAdr,s,.7lCJLaLur/roni,  hlcuJ^ 

PRESERVE  THIS  CARD-IT  WILL  BE  TAKEN  UP  NEXT  INSPECTION 
FACE  OF  TIME  INSPECTION  CARD. 

southern  end,  and  at  the  northern  end  connect  with  the  tracks  of 
the  Old  Colony  system  in  the  town  of  Middleboro.  Extensions 
are  contemplated  from  Middleboro  to  Plymouth,  a  distance  of 
16  miles,  and  from  Buzzard's  Bay  to  Wood's  Hole,  a  distance 
of  22  miles,  and  from  Sandwich  to  Chatham,  ifi  miles.  These 
extensions  may  be  built  by  separate  companies,  hut  will  all  act 
as   feeders   to  the   Middlclxiro,   W'areham   &   Buzzard's   Bay    Street 


TIME    RECORD.    .     ^ 

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•bonU  nport  t»  hU  wKtfh  tDip*ctor  trarr  two  w««ka,  ftnd  ofUD«r  wh«D 
MaT«Dl4ol,  ID  'tfitt  tb^  th*  oadlUxn  of  hta  w»trh  m»y  ba  Dotod  aad  a 
taaof  I  af  Ita  Uma  nada  In  tha  rau  niiv-.it  Thii  oartlflcau  will  be  eallad 
|a  mtxl  laapa^Uoo— praaaraa  It  carafallj. 

REVERSE  OF  TIME   INSPECTION  CARD. 

Ry,  The  road  is  lK>nded  wiih  Morris  and  "Crown"  protected 
bonds,  with  joints  of  the  Weber  lypc.  Rails  arc  laid  on  5x6  in. 
X  7  ft.  chestnut  tics,  laid  2,Hoo  to  the  mile. 

The  single  No.  00  round  trolley  wire  is  supported  from  flexible 
brackets  of  the  Crcanluad  type.  The  pfilcs  arc  .10  ft.  round, 
chestnut,  except  in  vilb-iK*-'*.  wl'erc  s<|uare  poles  were  specifier!. 
Anderson  overhcarl  material  is  used  throUKboul.  The  feeder 
system  is  simple,  and  comprises  .15  miles  of  soo.ooo-c.  ni.  cable 
and  one  mile  of  No.  0000  solid  copper  wire. 


The  rolling  stock,  which  was  all  Iniilt  by  the  Wason  company, 
comprises  twelve  38-ft.  12-bench  open  cars  mourned  on  Bemis 
double  trucks,  with  two  Westinghouse  No.  38- .A  motors  per  car; 
live  15-bench  open  cars  mounted  on  Wason  double  trucks,  with 
four  Westinghouse  l2-.'V-25  motors  per  car ;  eight  38-ft.  vestibuled 
closed  cars  mounted  on  Bemis  double  trucks,  with  two  Westing- 
house 38- A  motors  per  car;  one  freight  car  39  ft.  over  all,  mounted 
on  Wason  double  trucks  with  four  Westinghouse  i2-.'K-30  motors; 
one  flat  car  33  ft.  over  all,  mounted  on  Wason  double  trucks 
and  used  as  a  trailer;  four  single  truck  Wason  nose  .snow  plows, 
which  arc  equipped  in  winter  with  the  motors  taken  from  the  open 


STANDARD  BA(;C.AC.E  CAR. 

cars.  The  cars  arc  equipped  with  Christcnsen  air  brakes.  The 
following  materials  and  appliances  are  standard :  General  Electric 
trolley  wheels,  Nutlall  gears  and  pinions,  Wilson  trolley  catchers, 
Hunter  car  springs.  Pfingst  fenders.  New  Haven  car  registers, 
Heywood  Brothers  &  Wakefield  car  seats  finished  in  red  plush. 
Consolidated  heaters,  Pantasotc  curtains  on  Curtain  Supply  Go's, 
fixtures,  Kilburne  sand  boxes,  Mosher  headlights,  made  by  the 
Dayton  Manufacturnig  Co.,  double  trolleys.  .'\t  tlie  car  barn  is  a 
safe  of  the  Morris-Ireland  design  for  receiving  conductors'  receipts 
and  reports. 

The  Middleboro,  Warcliam  &  Buzzard's  Hay  Street  Railway 
Co.  has  a  capital  .slock  of  $150,000  and  is  bonded  for  $75,000.  It 
owns  franchises  granted  in  perpetuity.  The  territory  traversed  is 
known  as  the  "Summer  Garden"  of  Massachusetts,  all  of  the 
towns  along  the  route  being  prominent  suiunicr  resorts.  Buzzard's 
Bay,  is  particularly  noted  for  its  palatial  summer  residences, 
which  include  (iray  Gables,  famous  as  the  home  of  ex-President 
Cleveland;  the  picturesque  mansion  where  Joseph  Jeflferson  makes 
his  home  when  not  touring;  the  estates  of  General  Taylor  of  the 
Boston   GIciIpc,  and  others  ahiiosl  equally  a^;  iiniminent.      The   route 


4 

in 

1  '  ^^Bi 

i 

SNdW  I'l.flW. 

parallels  the  New  York,  New  Haven  &  Hartford  U.  K.  for  its 
entire  length,  ami  passes  within  a  stone's  throw  of  every  station 
on  the  steam  road  in  this  vicinity.  The  electric  road  is  therefore 
able  lo  reach  exactly  the  same  points  as  arc  accessible  by  the  sloam 
road,  with  all  the  advantages  of  frequent  schedule  and  lower 
rales  made  possible  by  electric  traction.      The  business  of  the  road 


8 


STREET  RAILWAY  REVIEW. 


[VuL.  XIII,  No. 


is  not  confined  lo  summer  touring,  as  prosperous  towns  which  it 
serves  provide  a  good,  substantial  traftic  all  the  year  round. 
Middlcboro  is  the  hub  for  the  Cape  Cod  country.  It  is  the 
junction  {or  steam  connections  to  Fall  River,  Providence,  Boston, 
Plymouth  and  Taunton,  and  has  direct  connection  to  New  York- 
by  way  of  the  boats  on  the  Providence  and  Fall  River  lines. 
Middleboro  has  a  population  of  7,500,  Wareham  about  4,000, 
Onset  has  2.000  in  winter  and  li.oco  in  summer  and  there  is  a 
large  suburban  population  scattered  between  the  towns.  The 
total  summer  population  in  the  territory  served  is  estimated  at 
about  20,000.  During  the  heavy  summer  traffic  through  service 
is  given  from  Monument  Beach  to  Taunton.  The  company  has 
carried  on  a  small  package  freight  business  with  satisfactory 
results. 

Mr.  .'\.  M.  Bcarsc  is  president  of  the  Middlelxjro,  Wareham  & 
Buzzard's  Bay  Street  Ry.  Mr.  Bcarse  is  a  life-long  resident  of 
the  cape  territory,  and  was  interested  in  the  building  of  the  New 
Bedford,  Middleboro  &  Brockton  Hlcctric  Ry.,  as  he  early  recog- 
nized the  possibilities  of  electric  railw.iy  developments  in  this 
locality.  Thiough  his  connection  with  the  early  roads  in  the 
vicinity  he  conceived  the  idea  of  a  through  line  that  would  give 
continuous  service  from  Boston  to  the  extreme  southern  points 
on  the  cape.  Recognizing  that  one  of  the  most  important  links  in 
this  connection  would  run  from  Middleboro  south,  he  devoted 
all  his  energies  to  overcoming  such  obstacles  as  presented  them- 
selves. Late  in  1900  he  interested  Colonel  M.  B.  Parker,  Thomas 
F.  Carey  and  other  capitalists  of  Boston  in  the  project,  and  in 
1900  a  franchise  was  secured  for  an  electric  railway  forming  con- 
nection at  Middlelwro  with  the  Old  Colony  system,  and  running 
south  through  Wareham  to  Bourne,  the  present  route  of  the 
Middleboro,  Wareham  &  Buzzard's  Bay  Street  Ry.  Construction 
was  commenced  in  the  spring  of  1901,  and  the  road  was  opened 
for  a  portion  of  the  distance  in  August,  1901.  Mr.  Bearse  is 
postmaster  of  the  town  of  Middleboro,  and  is  a  prominent  capitalist, 
politician  and  man  of  affairs  in  this  locality. 

Mr.  Lawrence  H.  Parker,  son  of  Colonel  H.  B.  Parker,  one  of 
the  promoters  of  the  road,  holds  the  office  of  superintendent  of  the 
Middlelmro,  Wareham  &  Buzzard's  Bay  Street  Ry. 

Mr.  Charles  H.  Cox  was  made  resident  general  manager  of 
the  Middleboro.  Wareham  &  Buzzard's  B.iy  Street  Ry.  in  October, 
1902.  hiving  held  the  position  of  superinloiident  of  the  road   since 


SIATION  .\T  GRAY  GABLES. 

the  company  was  organized.  The  promotion  was  well  earned 
and  came  as  a  recognition  of  the  good  work  Mr.  Cox  had  accom- 
plished. Under  his  guidance  and  management  the  entire  road 
was  built,  and  many  of  the  features  as  outlined  in  the  foregoing 
article  are  original  with  Mr.  Cox.  From  his  early  youth  Mr.  Cox 
has  been  a  railroader.  In  1874  he  obtained  a  position  with  the 
old  Metropolitan  Horse  Railway  Co.  in  Boston,  which  was  one  of 
the  forerunners  of  the  present  Boston  Elevated  system.  Mr.  Cox's 
first  duty  was  turning  a  switch  point.  He  soon  outgrew  this  posi- 
tion, and  in  quick  succession  was  made  messenger,  conductor, 
starter,  superintendent's  clerk,  and  finally  superintendent  of  con- 
struction. When  the  Metropolitan  company  was  merged  into  the 
West  End  Street  Railw.iy  Co.  he  retained  his  position  and  remained 
in  the  company's  employ  until   1890,  making  sixteen  years  of  con- 


tinuous service.  Resigning  this  office,  he  liecame  superintendent 
of  construction  for  the  Worcester  Construction  Co.,  which  was 
building  and  operating  street  railways  all  over  New  England  and 
in  many  of  the  middle  and  central  slates,  fie  was  with  this  firm 
for    several    year.s,   and    was   engaged   on    work    in   a    number   of 


A.  M.  BEARSE.  C.  H.  COX. 

states,  particularly  at  Dayton,  0.,  where  he  built  the  Dayton  & 
Xcnia  Transit  Co.  He  severed  this  connection  to  accept  tlu- 
superintendency  of  the  Middleboro,  Wareham  &  Buzzard's  Bay 
Street  Ry.  Mr.  Cox  is  a  member  of  the  New  England  Street 
Railway   Club  and   other   technical   and   social   organizations. 


CANADIAN   PACIFIC  PENSION   PLAN. 


Following  the  example  of  a  number  of  other  steam  railroads  the 
Canadian  Pacific  Railway  Co.  put  in  operation  a  pension  system 
January  1st.  A  committee  consisting  of  the  president,  the  vice- 
presidents  and  the  chief  solicitor  of  the  company  directs  the  admin- 
istration of  the  department. 

The  benefit  of  the  system  applies  to  each  officer  and  employe  who 
has  been  in  continuous  service  of  the  company  or  its  leased  lines 
for  a  period  of  ten  years  or  more  and  has  attained  the  age  of  65 
years,  at  which  age  he  shall  be  retired  with  a  monthly  allowance 
equal  to  one  per  cent  of  his  average  monthly  pay  for  each  year  of 
service.  Thus,  an  employe  in  service  for  30  years  will  receive  30 
per  cent  of  his  usual  wages.  His  average  monthly  pay  is  based  upon 
that  received  during  the  ten  years  previous  to  retirement. 

Retirement  is  effective  on  the  first  day  of  January  and  July  of 
each  year,  a  period  of  less  than  six  months  being  neglected  and  a 
greater  one  counting  as  a  year.  Leave  of  absence,  suspension,  dis- 
missal followed  by  reinstatement  within  one  year,  or  temporary 
layoff  on  account  of  reduction  of  forces,  need  not  necessarily  be 
treated  by  the  committee  as  constituting  a  breach  in  the  continuity 
of  service  so  long  as  the  employe  has  not  entered  into  employment 
elsewhere  during  his  absence.  Under  special  circumstances  the 
committee  m.iy  retire  with  a  pension,  an  employe  who  has  not 
reached  the  age  of  65  years  or  may  allow  him  to  continue  in  ser- 
vice above  that  age  if  it  incets  with  the  approval  of  the  board.  A 
pensioner  may  engage  in  other  business  only  with  the  consent  of 
ihe  committee  without  forfeiting  his  allowance. 

The  establishment  of  the  system  was  entirely  voluntary  on  the 
part  of  the  company,  and  as  the  employes  do  not  contribute  in  any 
way  toward  it,  no  employe  has  a  legal  right  to  be  retained  by  the 
company  in  order  to  claim  a  pension  allowance  when  the  interests 
of  the  company,  in  its  judgment,  may  require  his  dismissal. 


.•V  3-ccnt  fare  for  school  children  is  being  discussed  by  the  school 
directors  of  New  Haven.  Conn. 


The  commissioners  of  Erie  County,  C,  who  refused  two  years 
ago  to  grant  a  franchise  to  the  Lake  Shore  Electric  Railway  Co. 
to  cross  the  county  bridge  at  Huron,  have  finally  agreed  to  a  new 
proposition  and  granted  a  franchise  for  18  months.  This  will  es- 
tablish through  service  between  Cleveland  and  Sandusky  and  avoid 
the  necessity  of  passengers  walking  over  the  bridge  as  they  have 
previously  done. 


Jan.  20.  1903; 


STREET  RAILW  AY  RE\  lEW. 


THE  ABOLITION   OF  GRADE  CROSSINGS  IN 
MASSACHUSETTS. 


A  paper  on  this  subject  was  read  by  Mr.  Edmund  K.  Turner  at 
the  October.  1902,  meeting  of  the  Boston  Society  of  Civil  Engineers 
and  printed  in  the  November  issue  of  the  Journal  of  the  Association 
of  Engineering  Societies,  in  which  the  author  gives  the  history  of 
the  movement  toivards  the  abolition  of  giade  crossings  in  Massa- 
chusetts and  a  number  of  statistics  on  the  subject.  In  1890  the  state 
adopted  the  policy  of  a  gradual  abolition  of  existing  grade  crossings, 
and  the  sum  of  $5,000,000  was  appropriated  by  the  legislature  to  be 
spent  in  ten  years  towards  this  object.  The  proportion  of  expense 
of  the  change  of  grade  in  every  case  was  fi.xed  by  this  act  as  65 
per  cent  for  the  steam  railroad  company  and  35  per  cent  for  the 
commonwealth.  In  regard  to  street  railway  crossings  the  author 
states  as  follow  s  : 

"There  is  one  element  which  has  not  as  yet,  except  in  two  iu- 
stan(:es,  been  brought  into  the  grade  crossing  cases  as  a  contributor 
to  the  expense;  that  is,  the  street  railway  companies.  When  the 
law  of  1890  was  passed,  and,  in  fact,  until  several  years  later,  the 
street  railways  did  not  fill  so  important  a  place  as  they  do  now. 
With  the  application  of  electricity  to  railway  traction  and  the  great 
increase  in  the  number  and  mileage  of  railways,  great  additional 
danger  has  been  introduced  at  the  crossings  where  the  railways  exist 
and  the  necessity  for  the  separation  of  grades  has  been  made  much 
more  urgent  than  when  the  comparatively  small  number  of  horse 
railways  was  to  be  considered. 

"The  danger  of  crossing  railroad  tracks  by  electric  railway 
tracks  at  the  same  grade  has  been  fully  appreciated  by  the  railroad 
commissioners.  No  such  crossing  can  be  established  without  their 
consent,  and  they  have  not  given  consent  without  very  weighty 
reasons.  Many  projected  railways  have  consequently  been  obliged 
to  wait  until  the  public  way  upon  which  they  were  located  and  to 
be  built  could  be  carried  over  or  under  the  railroad.  In  a  few  cases 
the  railways  have  built  bridges  over  the  railroads,  with  trestle  ap- 
proaches, at  or  near  the  public  way.  rather  than  wait  for  the  aboli- 
tion of  the  grade  crossing.  In  quite  a  number  of  cases  the  railroad 
commission  has  given  consent  for  the  crossing  of  a  railroad  by  a 
railway  at  grade  for  a  limited  period,  fixing  a  time  within  which 
the  abolition  of  the  crossing  may  reasonably  be  expected  to  be  car- 
ried out. 

"The  existence  of  a  railway  or  the  proposed  construction  of  one 
has  been  the  cause  of  quite  a  proportion  of  the  petitions  for  the  aboli- 
tion of  grade  crossings. 

"It  has  been  fell  by  many  that  the  railways  should  contribute 
toward  the  expense  of  abolishing  grade  crossings,  and  bills  have 
been  introduced  into  the  legislature  having  this  object,  but  until 
the  last  session  of  the  legislature  nothing  definite  was  reached  to- 
ward a  general  law  covering  this  subject. 

"In  their  report  10  the  legislature  the  railroad  commissioners  rec- 
ommended that  the  street  railway  should  be  required  to  pay  part 
of  the  expense  of  alxjlishing  a  grade  crossing  on  which  its  tracks 
existed;  that  the  special  commissioners  should  decide  the  amount 
to  be  paid  by  the  railway,  and  the  remainder  of  the  expense  should 
i)c  paid  by  the  other  parties  in  the  same  proportion  as  they  now- 
pay  the  whole  cost.    This  seems  to  he  fail  to  all  parties. 

"It  has  been  found  difficult  to  establish  a  basis  for  so  dividing 
the  expense  that  all  parties  in  interest  shall  be  treated  fairly.  The 
conditions  vary  greatly  in  the  various  cases,  and  possibly  each  of 
ihc  parlies  heretofore  in  interest  desires  that  its  share  of  the  expense 
■^hall  be  lessened  by  the  contribution  of  the  newcomer.  The  condi- 
tions vary  so  much  thai  il  would  be  difficult  lo  fix  percentage  of  the 
whole  cost  which  would  \tc  fair  in  all  cases  for  the  railway's  propor- 
tion. 

"It  would  in  many  cass  be  a  decided  advantage  lo  the  railway 
10  be  made  a  party  in  interest  and  have  regular  standing  before  the 
special  commission.  If  il  should  Ik  required  to  pay  part  of  the  cost, 
it  would  have  a  right  to  be  heard  concerning  the  work  lo  be  de- 
cided upon  by  the  commission. 

"Several  street  railway  companies  have  wilhin  the  last  few  years 
located  their  lines  partly  upon  their  own  land  outside  the  limits  of 
public  ways.  Uy  so  building,  il  has  Iweonie  necessary  in  some  in- 
stances lo  cross  public  ways  from  one  pari  of  their  private  right  of 
v/ay  lo  another,  thus  establishing  grade  crossings  difTering  but  little 
from  those  of  railroads.  'ITic  conditions  leading  In  danger  arc 
nearly  the  same  in  Ixjih  cases,  and  il   will  probably  !»•  found  nccc» 


sary  to  place  by  legal  enactment  the  same  safeguards  around  rail 
way  crossings  of  tliis  nature  as  have  been  applied  to  railroad  cross- 
ings. 

I  he  writer  has  been  pleased  to  note  that  in  some  recent  loca- 
tions the  railway  companies  have  recognized  this  clement  of  danger 
and  have  provided  for  carrying  their  lines  ever  or  under  public  ways. 

"According  to  the  railroad  commissioners'  report  for  1902,  there 
were,  on  Sept.  30,  igoi,  312  crossings  at  grade  of  street  railways 
with  railroads.  Quite  a  number  of  these  crossings  were,  however, 
railway  tracks  crossing  spur  tracks  of  railroads  away  from  the 
main  lines. 

"In  consequence  of  the  expenditure  of  all  funds  available  under 
previous  acts,  the  legislature  during  its  last  session  passed  addi- 
tional acts  providing  means  for  continuing  the  work  of  abolishing 
grade  crossings  and  dealing  with  some  fc.itures  of  the  work  not 
previously  provided  fur. 

"Chapter  440,  Acts  1902,  approved  June  4,  1902,  makes  several 
iinpotaut  changes  in  the  provisions  of  the  Act  of  1890  and  the  acts 
passed  at  later  dates  amending  the  same. 

"  'The  directors  of  a  street  railway  company  having  a  location  in 
that  part  of  the  public  way  where  such  crossing  exists'  are  given  the 
same  rights  of  petition  as  the  city  or  town  authorities  and  directors 
of  railroads  have  heretofore  had.  'Upon  all  petitions  hereafter  filed 
and  upon  all  now  pending  on  which  no  commission  has  been  ap- 
pointed *  *  *  such  street  railway  company  shall  be  made  a 
party.' 

"The  actual  cost  to  the  street  railway  of  changing  its  railway 
and  location  to  conform  to  the  decree  of  the  court  is  made  part  of 
the  cost  of  abolishing  the  crossing.  The  commission  may  assess 
upon  any  street  railway  company  duly  made  a  party  to  the  proceed- 
ings such  percentage  of  said  total  cost  not  exceeding  fifteen  per 
cent  thereof,  as  may  in  the  judgment  of  the  commission  be  just 
and  equitable.  The  proportions  to  be  paid  by  the  railroad  and  city 
(H-  town  remain  the  same  as  in  the  previous  acts,  thus  relieving  the 
commonwealth  of  the  part  assessed  upon  the  railway.  Provision  is 
also  madi'  for  the  repayment  by  the  commonwealth  to  the  railway 
company  of  tlie  amount  so  paid  by  it  if  in  the  future  its  location  is 
revoked  without  its  consent,  the  railroad  commissioners  to  decide 
whether  such  repayment  shall  bo  made.  The  special  commission 
may  change  the  location  of  a  street  railway. 

"Chapter  440  also  authorizes  the  expenditure  of  $5,000,000  by  the 
commonwealth,  the  amount  to  he  paid  in  any  one  year  not  to  ex- 
ceed $500,000;  but  if  in  any  one  year  the  amount  expended  shall 
not  be  $500,000,  the  unexpended  remainder  shall  be  added  to  tlie 
amount  to  be  paid  in  any  subsequent  year. 

"  'No  final  decree  shall  be  made  by  said  Superior  Court  upon 
any  report  of  commissioners  setting  forth  a  plan  for  the  abolition, 
discontinuance  or  alteration  of  a  grade  crossing,  adopting  or  con- 
tinuing such  plan  or  authorizing  any  expense  to  be  charged  against 
the  commonwealth,  until  the  board  of  railroad  commissioners,  after 
a  hearing,  shall  have  certified  in  writing  that  in  their  opinion  the 
•idoption  of  such  plan  and  the  expenditure  lo  be  incurred  there- 
under are  consistent  with  the  public  interests,  and  are  reasonably 
requisite  lo  secure  a  fair  disiribution  between  the  difTercnt  cities, 
towns  and  railroads  of  the  conununwealth.  of  the  public  money  ap- 
propriated in  the  preceding  section  for  the  abolition  of  grade  cross- 
ings, and  that  such  expenditure  will  not,  in  the  judgmenl  of  said 
board,  exceed  Ihc  amount  proviiled  under  llie  preceding  section  to 
be  paid  by  the  commonwealth.' 

"The  work  of  abolishing  grade  crossings  in  this  state  has  pro- 
ceeded in  a  manner  which  promises  to  remove,  within' a  few  years, 
a  large  proportion  of  those  most  dangerous  to  public  travel.  The 
large  expense  involved  has  made  it  necessary  to  move  with  some 
degree  of  deliberation.  The  interests  of  both  taxpayer  and  stock- 
holder require  thai  care  be  used  lo  avoid  undue  expense  in  carrying 
int  the  work.  The  decreased  mimber  of  casualties  at  crossings 
already  shows  that  the  work  done  is  i>rodueiiig  llu'  results  hoped 
for." 

♦-•-♦ 

riic  formal  opi-ning  of  the  Oneida  (N.  Y.)  electric  railway  oc- 
curred   December    15th. 


The  Supreme  Court  of  Illinois  refused  a  rehearing  of  the  Irans- 
fer  case  of  the  Chicago  Union  Traction  Co.  and  the  Cliicago  Con 
solidaled    Traclioii  Co.     This  assures  the  contimiancc  of  the  transfer 
system  put  in  operation  by  the  companies  November   i6th. 


10 


STRKF.T  RAILWAY  REVIKVV. 


(V.ii.   XIII.  Nil    I. 


THE  MASON  CITY  &  CLEAR  LAKE  RY. 


BOARD  FOR  ANNOUNCING  SCHEDULES. 


Tlic  freight  business  done  by  the  Mason  City  (lii.)  &  Clear  Lake 
Railway  Co.  demonstrates  ihc  variety  and  extent  of  the  service 
which  an  interiirbnn  electric  line  may  perform  for  prosperous  farm- 
ing and  stock-raising  conniuinities  of  the  middle  west.  Mason  City 
is  an  industrial  town  of  some  8,000  inhabitants,  and  the  country 
tributary  to  it  is  exceptionally  rich  in  agricultural  products.  Clear 
Lake,  a  town  of  2,500  winter  population,  is  peopled  in  the  summer 
by  a  large  number  who  take  advantage  of  the  excellent  fishing  in 
Clear  Lake,  a  sheet  of  water  some  seven  miles  long  and  five  miles 
wide.  These  two  towns,  which  are  12  miles  apart,  are  connected 
by  the  single-track  electric  line  of  the  Mason  City  &  Clear  Lake  Ry. 
In  summer  16  trips  in  cither  direction  are  made  each  day  by  the 
passenger  cars ;  and  nine  trips  arc  made  daily  in  winter.  But  large 
as  the  passenger  traffic  over  the  interurlKin  may  be,  it  is  in  some 
measure  subordinate  to  the  freight  service.  The  latter  business  is 
in  the  hands  of  the  company's  agents  and  .solicitors,  and  consign- 
ments of  stock,  grain,  coal,  farm  produce,  etc.,  are  billed  through  to 
their  destination  over  the  lines  of  the  Chicago  &  Northwestern,  the 
Chicago  Great  Western  and  the  Iowa  Central  railroads,  the  inter- 
urban  company  receiving  a  proportion  of  the  through  rate.  This  is 
arranged  by  special  traffic  agreement  with  the  management  of  the 
steam  roads,  and  at  regular  intervals  settlements  are  made  by  a 
kind  of  clearing-house  system.  The  freight  cars  are,  of  course,  those 
in  regular  service  over  the  steain  railroads,  and  are  propelled  over 
the  interurban  from  the  company's  yards  to  the  three  points  of  con- 
nection with  the  steam  roads  by  motor  cars  used  especially  for  the 
purpose,  each  having  an  equipment  of  two  75-h.  p.  motors.  The 
Mason  City  &  Clear  Lake  Railway  Co.  has  two  stockyard  quarters, 
one  located  at  Clear  Lake  and  the  other  at  Emery,  a  village  half-way 
between  the  termini,  where  the  power  house  and  car  house  are  also 
located.  From  the  stock  yards  the  consignments  are  transported  to 
either  of  the  three  separate  freight  connection  stations  of  the  steam 
lines,  which  latter  are  located  at  distances  of  from  a  mile  to  a  mile 
and  a  half  from  Mason  City.  Twenty  cars  of  live  slock  are  no 
unusual  single  consignment  for  the  electric  road  to  handle,  and  the 
coal  and  grain  hauled  are  in  proportionate  quantities.  Switches  con- 
nect the  interurban  with  the  local  lumber  yards,  and  this  aflfords  an- 
other constituent  of  traffic. 

The  physical  system  of  the  Mason  City  &  Clear  Lake  Ry.  is  not 
especially  remarkable,  though  it  may  be  cited  as  a  good  example  of 
modern  road  construction  and  equipment  for  its  class.  Inclusive  of 
the  lines  within  the  limits  of  Mason  City,  the  road  has  17  miles  of 
track.  It  is  of  standard  construction,  laid  with  6o-lb.  T-rail.  Cedar 
poles  and  white  oak  ties  are  used.  The  power  house  at  Emery,  equi- 
distant between  Mason  City  and  Clear  Lake,  is  equipped  with  two 
Walker  generators  of  150  kw.,  and  the  other  of  250  kw.  There  are 
four  boilers  of  125  h.  p.,  and  two  Allis  engines,  one  nf  200  h.  p.  and 
one  of  250  h.  p. 

The  car  house,  adjacent  to  the  power  plant,  is  a  structure  40  x  148 
ft.,  with  a  capacity  for  storing  20  cars.  Three  tracks  enter  the 
building,  and  there  is  but  one  pit.  Only  light  repair  work  is  con- 
ducted at  the  company's  shops  at  Emery,  such  as  painting  and  refit- 
ting with  minor  equipment.  All  supplies  are  purchased,  and  me- 
chanical repairs  are  hired  done  at  the  machine  shops  in  Mason  City 
But  two  men  are  employed  in  the  company's  repair  department. 

Of  the  16  cars  on  the  line,  nine  arc  motor  cars,  and  all  but  one  are 
mounted  on  double  trucks.  They  are  of  Pullman  manufacture,  and 
range  in  length  from  24  to  30  ft.  over  all.  The  equipments  vary, 
some  of  the  cars  having  two  25-h.  p.  motor  equipments;  some  two 
7S-h.  p. ;  some  four  50-h.  p.,  and  some  four  38-h.  p.  equipments,  fur- 
nished by  the  Walker  and  the  General  Electric  companies,  and 
geared  to  a  uniform  speed  of  35  miles  per  hour.  The  trailers  are 
45  ft.  over  all,  and  all  but  one  are  open.  They  are  of  the  center 
aisle  type.  The  one  baggage  car  in  the  service  was  formerly  oper- 
ated as  a  trailer,  but  has  been  recently  equipped  with  four  38-h.  p. 
motors.  It  is  34  ft.  over  all  and  is  mounted  on  double  trucks.  The 
company  handles  mails,  but  has  no  special  cars  for  this  service. 

The  company  employs  a  total  of  between  40  and  50  men.  It  owns 
a  private  right  of  way  Iwtween  Mason  City  and  Clear  Lake,  and  25- 
year  franchises  in  the  terminal  towns.  The  road  has  been  running 
for  five  years.  Its  officers  are:  W.  E.  Brice,  president,  treasurer 
and  general  manager;  F.  J.  Ilanlon.  vice-president,  secretary  and 
auditor,  and  G.  A.  Emery,  general  freight  and  passenger  agent. 


The  accompanying  suggestion  has  been  made  for  an  elTective  way 
of  announcing  schedules.  The  device  is  particularly  applicable  for 
use  in  cities  and  towns  where  all  the  routes  converge  at  a  common 
point  or  station.  'I'he  board  can  be  made  any  size  desired,  and  as 
elaborate  as  fancy  may  dictate.  Preferably,  it  is  to  be  hinig  in  the 
waiting  room  or  may  be  placed  oiUside  at  any  point  most  convenient 
for  patrons. 

The  clock  dials  may  be  painted  on  the  board,  and  should  be  at 
least  a  foot  in  diameter,  or  the  dials  may  be  cut  out  from  some 
suitable  material  and  nailed  or  glued  to  the  baseboard.  The  hands 
are  made  of  tin  or  thin  sheet  metal,  and  should  be  painted  black. 

The  clock  dials  should  be  painted  white  with  the  numbers  in  black. 

The  hands  are  attached  to  the  dials  by  a  small  bolt  and  nut  with 
suitable  washers,  and  the  hands  should  be  adjusted  so  they  will  turn 


CARS  LEAVE  DEPOT 

SAAITHVILLE  DIV. 


& 


il 


MINUTES  UNTIL 


MINUTES  UNTIL 


FOR  PLEASURE  PARK 


WINUTEA  UNTIL 


THEN  EVERN 


\k 


MINUTES    UNTIL 


easily,  but  will  not  move  uf  tlieir  own  weight.  The  small  sign  for 
designating  the  number  of  minutes  intervening  between  cars  can  be 
made  of  tliin  metal  about  6  or  8  in.  square,  painted  black  with  the 
figures  in  white.  These  signs  are  hung  on  small  hooks  and  of 
course  can  be  changed  to  suit  changes  in  the  schedule.  This  whole 
scheme  adopts  itself  very  readily  to  the  general  movement  of  cars, 
and  winter,  summer  or  special  schedules  can  be  announced  to  the 
public,  plainly  and  with  no  other  work  than  the  moving  of  the  dial 
hands  and  the  changing  of  the  small  signs.  The  value  of  the  board 
is  enhanced  by  arranging  one  or  more  banks  of  incandescent  lamps 
so  that  the  lettering  and  dials  will  be  illuminated  at  night.  The 
board  makes  an  excellent  advertising  medium  for  local  merchants, 
and  by  arranging  advertising  spaces  around  the  edge  of  the  board 
or  somewhere  on  the  face  so  as  not  to  interfere  with  the  dials  or 
lettering,  the  board  can  be  made  a  source  of  considerable  revenue 
from  local  advertisers. 

♦-»-♦ 

The  Manhattan  Railway  Co.,  of  New  York,  the  property  of 
which  was  leased  to  the  Interborough  Rapid  Transit  Co.  last  month, 
will  run  6-car  trains  on  the  Sixth  Avenue  line  during  the  rush 
hours.  The  station  platforms  along  the  line  have  been  lengthened 
to  correspond  to  the  increased  train  length. 


Jan.  20,  1903] 


STREET  RAILWAY  REVIEW. 


n 


AN  EFFECTIVE  MEANS  FOR  INTERESTING 
THE  PUBLIC. 


Mention  has  been  made  in  the  "Review"  of  the  Detroit  United 
Weekly,  a  small  publication  issued  by  the  Detroit  United  Ry.,  for 
the  purpose  of  advertising  its  lines  and  bringing  the  public  and  the 
company  into  a  more  close  and  friendly  relation.  Through  the 
courtesy  of  Mr.  J.  H.  Frj-,  assistant  General  passenger  agent  for 
the  Detroit  United  Ry.,  we  are  able  to  give  complete  data  regard- 
ing the  cost  of  getting  out  this  publication,  and  we  also  give  the 
views  of  the  management  as  to  the  results  secured. 

The  first  issue  of  the  Detroit  United  Weekly  appeared  on  June 
26,  19Q2,  and  the  paper  has  been  issued  regularly  every  week  since 
that  time.  The  Weekly  is  issued  under  the  general  suprvision  of 
the  assistant  general  passenger  agent,  and  takes  the  form  of  a  four- 
page  folder,  each  page  of  which  is  4  in.  wide  x  6  in.  high. 

The  company  is  now  having  printed  50,000  copies  of  the  Weekly 
each  week.  Mr.  Fry  gives  the  cost  per  week  of  getting  out  the  lit- 
tle paper  as  follows :  The  printers  print,  do  the  folding,  put  the 
papers  up  in  packages,  each  package  properly  marked  with  addresses 
furnished  by  the  company,  and  deliver  the  edition  to  the  company's 
general  office  at  a  total  cost  of  $32  per  week.  In  addition  to  the 
cost  of  printing,  the  salaries  for  editorial  writers  and  other  expenses 
come  to  $20  per  week,  making  a  total  cost  of  $52  per  week  for  the 
edition  of  50,000.  The  company  employes  two  editorial  writers  who 
are  connected  with  local  daily  papers.  The  assistant  general  pas- 
senger agent  furnishes  the  subjects  and  suggestions,  and  the  edi- 
torial writers  compile  the  matter  and  supervise  the  printing.  A 
proof  is  submited  of  each  issue  for  the  management's  inspection 
before  finally  going  to  press. 

The  Detroit  United  Weeklies  are  sent  out  from  the  general  office 
of  the  railway  company  each  Thursday  (the  same  day  as  received 
from  printers)  to  the  various  car  houses  in  numbers  proportioned 
to  the  number  of  cars  operated  on  each  line.  The  cars  are  provided 
with  small  bo.xes  to  be  used  as  receptacles  for  the  paper.  The  car 
house  men  see  that  the  bo.xes  are  filled  and  keep  them  supplied 
from  time  to  time  during  the  week.  On  the  front  of  Ih^  box  is 
painted  "Detroit  United  Weekly.    Take  one." 

The  distribution,  therefore,  is  of  no  expense  to  the  company,  ex- 
cept a  very  small  amount  paid  for  having  the  Weeklies  placed  in  the 
advertising  racks  in  the  hotels,  restaurants,  etc  With  each  new  is- 
sue, any  of  the  old  numbers  left  over  are  destroyed.  On  the  aver- 
age about  95  per  cent  of  the  entire  issue  for  each  week  is  placed  in 
the  hands  of  the  company's  patrons. 

Of  the  objects  and  results,  Mr.  Fry  writes  as  follows : 

"The  aim  of  the  paper  is  not  strictly  an  advertising  medium  al- 
though we  publish  in  each  issue  our  interurban  time  tables,  things 
doing,  and  usually  good  local  notices  of  important  events  such  as 
State  Fair.  Summer  Assembly  Meetings,  County  Fairs,  and  special 
attractions  which  continue  for  a  number  of  consecutive  days.  The 
paper  is  designed  more  as  a  means  of  educating  the  people  in  refer- 
ence to  the  workings  of  the  company  along  lines  that  they  cannot 
be  reached  by  other  methods.  Through  its  pages,  we  talk  to  our 
patrons  about  the  efforts  of  the  company  to  provide  proper  men  to 
man  the  cars.  We  tell  of  the  work  of  a  conductor  or  motorman. 
What  the  company  expects  him  to  do.  We  explain  why  it  is  neces- 
sary to  have  certain  rules,  and  to  see  that  they  are  enforced.  Special 
emphasis  is  laid  on  the  safety  of  passengers,  what  is  required  of 
them  by  the  company,  and  what  part  the  company  takes  in  avoiding 
accidents.  The  transfer  system  is  explained  in  detail.  Wc  keep 
Itefore  the  public  our  interurban  properties  with  their  attractive 
features  and  so  on.  Whatever  is  said  is  brief  and  written  in  a  pleas- 
ing and  attractive  form.  We  can  easily  refer  over  and  over  again 
10  any  points  wc  wish  to  establish  in  the  minds  of  (he  people  by  so 
changing  the  form  as  to  make  it  fresh  and  newsy  to  them  with  each 
appearance. 

"It  is  difficult  to  determine  just  how  far  (lie  ilistrilmtion  of  the 
Weekly  has  increased  riding,  but  we  do  know  it  has  elicited  a  great 
deal  of  interest  and  favorable  comment  among  our  people.  The 
management  has  frequently  expressed  satisfaction  at  the  results  so 
far  attained." 

A  definite  plan  of  "make-up"  is  followed  each  week.  The  first 
page  of  the  Weekly  is  devoted  entirely  to  an  editorial  apropos  of 
•ome  event  of  local  interest.  The  editorials  for  the  last  few  weeks 
have  been  as  follows:     "The  Suburbs  in  Autumn,"  (H-jinting  out  the 


autumn  charms  and  beauties  of  the  country,  tributary  to  the  inter- 
urban lines ;  "The  Hunting  Season,"  speaking  of  the  game  to  be 
found  along  the  lines;  "The  Party  We  Are  Giving,"  referring  to  the 
American  Street  Railway  Convention ;  "The  Street  Railway  Behind 
the  Scenes,"  giving  interesting  information  about  the  inside  work- 
ings of  the  street  railway  company ;  "Au  Revoir  Yolande,"  comment- 
ing on  the  discontinuance  of  the  special  excursion  car  Yolande,  and 
pointing  out  that  the  service  will  again  be  resumed  in  the  spring; 
"The  Democracy  of  the  Street  Car";  "The  All-Night  Service"; 
"The  Modern  Thanksgiving";  and  others  of  a  similar  nature.  These 
editorials  are  written  in  an  entertaining  way,  and  always  develop 
some  lesson  regarding  the  advantages  of  the  electric  railway  cars. 
At  the  top  of  the  second  page  are  printed  the  tiiue  tables  for  all  the 
lines  and  divisions  of  the  system.  The  bottom  of  the  second  page 
is  usually  devoted  to  a  short  pithy  editorial,  and  oftentimes  to  spe- 
cial notices,  printed  in  black  face  type,  dealing  with  such  subjects  as 
getting  off  and  on  cars,  transfers,  collections  of  fares,  etc.,  all  of 
these  being  educational  in  spirit,  and  aimed  to  educate  the  public  as 
to  the  best  ways  of  using  the  company's  facilities,  with  the  end  in 
view  of  making  the  service  of  still  greater  value  to  the  public. 

At  the  top  of  the  third  page  are  "Things  Doing,"  including  the 
week's  attractions  at  all  the  theaters,  and  notices  of  any  special  at- 
tractions, conventions,  etc.,  that  may  be  going  on  in  the  city  or 
vicinity.  On  this  page  is  a!«o  printed  a  short  installation  of  a  serial 
novel  which  is  cleverly  written  in  a  somewhat  facetious  style.  This 
idea  of  the  serial  novel  undoubtedly  adds  interest  to  the  paper,  and 
gets  the  public  into  the  habit  of  looking  for  the  ne.xt  issue,  in  order 
to  discover  the  probable  fate  of  the  hero  or  heroine,  who,  at  the 
end  of  each  chapter,  arc  usually  left  in  some  highly  precarious 
predicament.  Each  chapter  of  this  continued  novel  contains  only 
about  150  words,  but  this  is  sufficient  to  arouse  interest  and  inquiry. 
The  bottom  of  the  third  page  and  all  of  the  fourth  page  are  usually 
given  over  to  quotations,  poetry,  humorous  sketches,  epigrams  and 
pithy  sayings.  The  atteiupt  is  usually  made  to  select  for  the  last 
page,  a  short  quotation  or  verse  of  poetry  that  has  some  higher 
ideal  for  its  motive,  and  will  appeal  to  the  poetical  sentiments  of 
the  readers. 

It  will  thus  be  seen  that  the  conception  is  to  give  in  concise  form, 
a  little  paper  that  will  at  once  interest,  amuse  and  instruct  the 
patrons  of  the  lines  and  the  public  in  general. 

To  give  a  better  idea  of  the  nature  of  the  matter  used,  we  append 
some  quotations  from  recent  issues  of  the  Weekly : 

EXTRACTS  FROM  DETROIT  UNITED  WEEKLY  SHOWING 
NATURE  OF  MATTER  USED. 
What  we  are  can  be  more  easily  explained  by  telling  what  we 
are  not.  It  is  unnecessary  to  say  that  the  Detroit  United  Weekly  is 
not  a  pretentious  publication.  Our  purpose  is  not  lofty,  for  our 
space  is  limited.  This  is  not  a  political  organ.  We  have  no  en- 
tangling alliances.  We  putter  with  no  issues  and  mold  no  senti- 
ment. This  is  not  a  medium  of  general  advertising.  Wc  respect 
the  field  allotteil  to  the  daily  newspapers  and  wc  have  not  the  space, 
time  nor  inclination  to  compete.  The  mission  of  the  Detroit  United 
Weekly  is  first  to  amuse,  and  second  to  attempt  to  bring  to  the 
attention  of  Detroit  and  her  sunnner  guests  the  beauties  of  our  lake 
and  river  roads,  of  the  little  sylvan  glens  and  nooks  that  hide  in 
the  shadows  of  the  hundred  inland  lakes,  of  smi-hathed  fields  where 
the  harvest  hay  is  being  cut.  of  our  steel-ribbed  course  which  takes 
you  through  the  shadows  of  primeval  woods,  beside  stately  suburban 
villas  and  the  lowly  shanty  of  the  lake-shore  fisherman.  We  want 
very  nuich  to  show  you  what  we  here  in  Detroit  have  right  about  us. 


A  BUNCH  OF  GOOD  ADVICE. 
Importance  is  the  only  excuse  for  repetition,  and  as  the  ru.sh  of 
llie  holid.'iys  is  near  at  hand,  we  repeat  rules  of  safety.  The  season 
always  brings  out  the  women  and  children  in  force,  the  care  of  the 
latter  by  the  former  being  a  task  even  uniler  the  most  favorable  cir- 
cumstances. Attempt  to  get  them  tm  iir  off  the  car  only  when  it 
is  .standing  still.  Do  not  permit  them  In  run  ahead  or  lag  behind, 
for  a  second's  absence  may  mean  danger.  Look  before  yon  cross 
the  tracks  and  take  no  chances  by  attempting  to  oulfoot  an  approach- 
ing car.  If  you  ride  past  your  street  do  not  alletnpt  to  get  ofl  until 
(he  next  slop  is  reached.  Above  all  things,  keep  your  mind  on  your- 
self and  the  little  ones,  for  the  traffic  is  continuous,  and  constant 
vigilance  is  the  price  of  safety. 


12 


STREET  RAILWAY   REX'lEW. 


[V(Pi.    XIII.  Si<    I 


l-ARKS  FOR  CIlll.DKKN  UNDER  SIX. 
I  hat  there  may  be  no  misapprehension  npon  a  subject  that  all  of 
our  patrons  dp  not  seem  to  nmlcrstand,  we  publish  onr  rates  for 
little  ones  less  than  si.x  years  old,  all  beyond  that  age  being  re- 
quired to  pay  full  fare.  Rich  fare  entitles  the  person  paying  the 
same  to  be  accompanied  by  one  child  under  si.x.  One  older  person 
with  two  such  children  calls  for  two  fares;  with  three,  two  fares; 
with  four,  three  fares,  and  with  live,  three  fares.  These  are  the 
rules  of  the  company,  and  the  comluctor  cannot  be  expected  to  de- 
part from  them. 


NEW  POWER  GENERATING  AND   DISTRIBUT- 
ING SYSTEM  FOR  THE  CONESTOGA 
TRACTION   CO. 


This  is  a  handy  hint  that  you  will  tind  useful,  even  from  your  own 
point  of  view.  If  you  go  forward,  away  forward,  when  you  enter 
the  car  you  will  escape  being  jostled  and  trodden  upon  by  later 
comers.  Moreover,  you  will  be  more  apt  to  find  a  seat  up  forward 
there,  because  you  will  be  among  the  first  to  "be  let  in  on  a  good 
thing."  There  are  really  lots  of  good  seats  up  there.  But  when 
the  conductor  says  so,  you  feel  that  his  remarks  are  wholly  pro- 
fessional. 

THE  RIGll  r  OF  W.W. 

The  people  getting  off  a  car  take  precedence  over  people  getting 
on.  That  is  well  recognized  in  theory,  but  in  practice  it  is  fre- 
quently disregarded  This  is  particularly  apparent  at  the  crowded 
corners  of  the  city,  at  Hudson's  and  the  intersections  of  Woodward 
Ave.  and  State  St.  It  is  often  difficult  to  sec  that  people  arc  about 
to  alight  and  there  is  the  fear  that  the  conductor  will  start  the  car. 
But  we  say  authoritatively  that  the  prospective  passenger  is  safe  in 
waiting  to  see  that  all  have  disembarked.  When  in-going  and  out- 
going passengers  meet  on  the  back  platform,  there  is  much  unneces- 
sary delay. 

Please  wait  until  all  have  disembarked. 


THE  MISFORTUNATES,  OR  THE  ROMANCE  OF  A  RAIN- 
COAT. 

nv    RH  H.\RD   TARDY    SAVUS. 

Chapter  HI. 

Truly  it  was  not  a  nice  situation  in  which  F.lhelbert  Van  Bibulous 
found  himself.  He  had  had  nothing  to  eat  for  three  days  but  a 
silver  case  full  of  trix.  But  by  far  the  most  sinister  of  all  his  priva- 
tions was  the  inevitable  doom  of  being  found  dead  in  evening  dress 
before  6  p.  m.  It  was  this  hideous  fate  which  haunted  him  while 
he  played  solitaire,  pool  and  ping-pong,  for  there  was  no  one  in  this 
parvenu  hostelry  with  whom  Ethelbert  Van  Bibulous  could  associate 
without  danger  to  his  social  prestige. 

In  his  wanderings  he  chanced  to  pass  an  open  door,  through 
which  he  could  see  a  number  of  draperies  in  muslins  and  silks  and 
tulle,  which  he  knew  could  not  belong  to  the  wardrobe  of  a  pugilist. 
Cautiously  he  entered  and  looked  about.  On  the  dresser  was  a  col- 
ored photograph.  Ethelbert  examined  it  hurriedly.  Then  with  a 
gasp  he  sank  down  in  a  morocco  easy  chair. 

"I  have  stumbled,"  he  said,  striving  to  be  calm,  "into  the  dressing 
room  of  Lillian  Florodoorlets,  the  leading  lady  who  draws  $500  a 
week  for  burlesquing  my  romantic  dramas.  But  my  life  is  at  stake." 
He  said  "me  lafT,"  but  that  makes  trouble  for  the  compositors. 

To  drape  himself  in  a  $10  shirt  waist,  a  rainv-dav  skirt  and  a 
picture  hat  was  the  work  of  six  minutes.  Then  he  snatched  up  a 
pair  of  white  opera  gloves,  a  pair  of  lorgnettes  and  a  parasol,  and 
made  a  bolt  for  the  door,  which  had  previously  been  secured  with 
nothing  more  stable  than  a  Yale  lock. 

Cautiously  he  pulled  his  skirt  about  him  and  had  descended  six 
fights  of  the  fire  escape,  when  a  shrill  feminine  scream  ripped  to 
ribbons  the  air  behind  him. 

He  drew  his  trusty  fountain  pen  as  a  voice  at  his  elbow  shouted: — 
(To  be  conlittiied.) 


An  Evanston  man  has  it  published  that  he  caught  a  mosquito  an 
inch  long,  having  pink  eyes  and  covered  with  hair;  weight  not  given. 
If  the  animal  was  not  a  bird,  the  story  is. 


BY  JEKFKHSON  K.  KKHSHI'M,  CONSt)I,TINi;  EN(;iSF.ER,CONESTO(;  A 
TRACTION  CO.  ANI>  KDISON  KLKCTKIC  ILLUMIS ATIN<;  CO. 


The  Concsloga  Traction  Co.  is  enlarging  its  power  plant  by 
installing  two  Rice-Sargent  engines  of  1,500  b.  p.  each.  The  first 
engine  is  in  position  and  the  foundations  for  the  second  engine  are 
now  being  built.  The  main  feature  about  these  engines  is  that 
they  are  built  for  the  use  of  superheated  steam.  There  will  be 
two  superheaters  installed  as  close  to  the  engines  as  possible,  so 
that  the  piping  from  the  engines  to  the  superheater  will  be  rela- 
tively short,  not  over  .10  ft.  In  this  way  it  is  hoped  that  the  super- 
heated steam  may  be  carried  to  the  engines  with  but  little  loss. 
The  engines  are  provided  with  poppet  valves,  operated  by  a  special 
valve  gear  designed  by  the  engineers  o'  the  Providence  Engineering 
Works.  The  valves  on  the  low-pressure  cylinder  arc  of  the  usual 
oscillating  corliss  type. 

The  superheaters  are  known  as  the  Schmidt  system.  They  are 
not  yet  installed,  but  it  is  hoped  they  will  be  working  in  the  near 
future.  This  part  of  the  work  has  been  luuch  delayed  since  it  is 
necessary  gradually  to  release  from  service,  old  boilers  and  gener- 
ating units  before  the  new  ones  can  be  installed. 

The  generators  are  i,ooo-kw..  2,200-volt,  three-phase  Westing- 
house  machines.  The  2,200-volt  current  was  adopted  because  60 
per  cent  of  the  current  has  to  be  transmitted  through  the  city  and 
will  be  used  in  sub-stations  from  one  to  two  miles  from  the  power 
station.  These  generators  will  furnish  current  for  lighting  as  well 
as  for  power.  This  design  is  probably  somewhat  new  and  may 
be  considered  questionable.  It  i.s,  however,  probable  that  the  ex- 
periment will  be  entirely  successful,  for  although  the  load  varies  alt 
the  way  from  200  to  800  kw.  in  a  short  time,  the  voltmeters  remain 
very  constant,  and  do  not  appear  to  vary  more  than  one  per  cent. 
No  doubt  the  lighting  load  will  have  a  steadying  effect,  so  this 
part  of  the  undertaking,  as  far  as  tried,  looks  very  feasible. 

At  present  the  generators  deliver  three-phase  current  to  four  sub- 
stations, but  three  or  more  sub-stations  will  be  opened  up  in  the 
near  future,  making  six  sub-stations  for  railway  work  and  one  for 
lighting. 

The  sub-stations  are  of  different  capacities,  and  are  located  at 
varying  distances  from  the  main  generating  station.  The  sub-sta- 
tion for  the  city  lines  will  have  two  rotaries  and  transformers  of 
300  kw.  each.  This  station  is  about  two  miles  from  the  main  gen- 
erating power  house.  Another  sub-station  within  the  city  is  for  the 
lighting  work.  This  will  contain  two  300-kw.  rotaries  to  do  the 
direct-current  lighting  on  a  three-wire  system.  The  neutral  is 
taken  from  the  alternating  current  converters  direct,  and  the  out- 
side wires  from  the  commutators  of  the  200-225-volt  rotaries. 

The  railway  rotaries  are  of  three  sizes.  200,  250  and  300  kw.  The 
most  distant  sub-station  is  20  miles  from  the  generating  station. 
Since  the  system  is  not  yet  completed,  no  actual  data  as  to  economy 
are  at  hand.  The  main  power  house  is  near  Conestoga  Creek, 
where  an  abundance  of  water  can  be  secured  for  steam  and  con- 
densing purposes. 

The  Conestoga  Traction  Co.  operates  the  following  roads :  Lan- 
caster City  Street  Ry. ;  Lancaster  &  Lititz  Ry. ;  Lancaster,  Mechan- 
isburg  &  New  Holland  Ry. ;  Lancaster  &  Millersville  Ry.;  Lancas- 
ter &  Columbia  Ry. ;  Columbia  &  Ironville  Ry. ;  Columbia  &  Done- 
gal Ry. ;  Lancaster  &  Strasburg  Ry. ;  Lancaster  &  Manheim  Ry. 


NEW  POWER  HOUSE  AT  SOUTH  M'ALES- 
TER,  I.  T. 


Now  Winter  comes  with  shadows  to  enfold 
The  earth's  bright  foliage  of  red  and  gold ; 
The  bird's  last  songs  are  sung;  the  night  is  here; 
Fades  now  the  gorgeous  Sunset  of  the  year ! 


The  Indian  Territory  Traction  Co.  has  purchased  a  block  between 
Ninth,  Tenth,  Lincoln  and  Johnson  Sts.,  South  Mc.Mcster,  as  a  site 
for  the  company's  new  power  house  and  car  barns.  It  has  been  de- 
cided to  install  three  200-kw.  generators  and  one  converter.  There 
will  be  four  or  five  boilers  aggregating  1,100  h.  p.  The  barns  will 
be  50  X  150  ft.  Plans  of  the  buildings  are  now  being  made.  The 
company  contemplates  a  much  improved  service  in  South  McAlester 
and  also  on  its  suburban  line  as  soon  as  the  power  house  is  com- 
pleted. Mr.  L.  P.  Boyle  of  Chicago  is  president  of  the  company 
and  L.  W.  Bryan,  of  South  McAlester,  is  vice-president. 


Jan.  20.  1903.] 


STREET  RAILWAY   Rl'A  1 1'.W. 


13 


EFFICIENT  DISCIPLINE.* 


BY  W.  \V.  WHE.\TLY. 


"Order  is  heavens  first  law."  Permanence  and  stability  depend 
npon  law  and  order.  The  proper  management  of  large  enterprises, 
such  as  armies  and  railway  systems,  requires  the  united  action  of  a 
large  number  of  individuals.  It  is  essential  that  the  individual 
units  work  with  one  common  purpose  and  that  individual  energies 
be  concentrated.  This  is  usually  done  by  focusing  power  and  au- 
thority in  one  individual,  be  his  title  president,  general  manager  or 
superintendent.  He  secures  united  action  by  asking  obedience  to 
certain  regulations  or  laws  which  are  intended  to  restrain  action 
within  certain  bounds  and  direct  its  course.  .\s  the  cars  are 
guided  by  the  rails  upon  the  permanent  way,  so  do  rules  and  regu- 
lations guide  the  action  and  energy  of  railway  employes  within 
certain  limits.  'ITie  ability  of  the  manager  is  reflected  in  the  skill 
with  which  he  makes  the  laws  and  enforces  them  and  in  the  facility 
with  which  he  brings  into  harmonious  relations  the  component 
parts  of  his  organization  so  that,  while  each  will  perform  its  proper 
functions  independently  of  the  other,  there  will  be  a  time  and  place 
where  the  energy  and  action  of  all  will  unite  and  work  together  for 
a  common  purpose. 

The  existence  of  rules  and  regulations  presupposes  the  authority 
and  power  to  enforce  them.  Unless  the  power  goes  with  the 
authority  the  very  best  rules  are  imperfect  and  impotent.  In  the 
army  and  navy  the  power  to  enforce  the  rules  and  regulations  is 
embedded  in  the  law  of  the  land,  but  in  the  railway  service  it  must 
depend  upon  the  voluntary  consent  of  the  parties  concerned.  For 
the  purposes  of  this  paper  efficient  railway  discipline  will  be  con- 
sidered, first,  as  synonymous  with  instruction  and  training  in  ac- 
cordance with  established  rules,  and  second,  as  synonymous  with 
punishment  inflicted  by  way  of  correction  and  training. 

Instruction  and  Training. 

The  generally  accepted  idea  of  discipline,  that  it  is  entirely  puni- 
tive, is  wrong.  The  railway  officer  who  proceeds  upon  the  theory 
that  punishing  the  offender  is  the  beginning  and  the  end  of  disci- 
pline, is  making  a  seriou.s  mistake.  Discipline  is  or  should  be  pri- 
marily educational  and  the  railway  officer  must  be  the  teacher — 
upon  him  must  rest  the  responsibility  of  educating  and  training  his 
men.  The  instruction  and  training  of  railway  employes,  especially 
those  engaged  in  the  train,  station  or  car  service,  has  not  been 
given  the  attention  its  importance  demands.  After  a  long  and  varied 
experience  in  steam  and  electric  railway  operation  the  writer  has 
become  greatly  impressed  with  the  lack  of  systematic  methods  of 
instruction  and  training.  New  and  untried  men  come  into  the  serv- 
ice as  apprentices  and  graduate  into  responsible  positions  under  the 
guidance  of  some  older  man.  The  instructor  may  not  himself  have 
been  properly  in.structed  or  trained,  or  if  properly  trained  he  may 
not  have  the  faculty  of  teaching  others.  Later,  these  new  men 
undertake  to  instruct  others,  llie  new  man  without  any  special 
attention  upon  the  part  of  anyone  becomes  part  of  the  great  ma- 
chine. Proper  training  depends  not  alone  npon  a  thorough  ar 
quaintance  with  the  rules  and  regulations  and  ihe  general  or  spe 
cific  rcquiremcnis  of  the  service,  although  this  is  a  primary  requi- 
site; it  depends  largely  upon  a  methodical  and  systematic  course  of 
inspection  to  determine  whether  there  is  proper  observance  of  the 
rules  and  an  honest  pride  in  the  service.  To  know  the  rules  is  one 
thing,  to  habitually  observe  them  is  another.  Furthermore,  the 
strict  observance  of  rules  is  not  the  end  of  training— no  code  of 
rules  can  cover  all  the  varied  requiremeiiLs  of  a  perfect  railway 
service;  good  judgment  and  discretion  must  begin  where  the  rules 
end,  and  these  things  can  only  be  instilled  into  the  apprentice  by 
continual  inspection  of  his  work  and  Ihe  correction  of  his  faults. 

The  admirable  discipline  in  the  army  and  navy  comes  from  con- 
stant and  persistent  training  and  inspection.  The  inslriiction  i-. 
given  by  men  selected  and  educated  for  Ihe  purpose  and  frequent 
inspection  is  made  by  Ihe  higher  officers.  This  training  kept  up 
through  a  long  i>eriod  of  lime  enables  the  apprentice  lo  secure  an 
assignment  lo  active  service.  Then  when  ihe  supreme  emergency 
arrives  for  which  he  and  his  companions  have  long  been  preparing 
ihry  go  into  action  as  one  man,  guided  by  one  mind,  and  become  a 
mighty  force.  In  railway  service  Ihe  inslruclion  and  Iraining  of  Ihe 
apprentice  is  more  often  a  mailer  of  chance  Ihan  of  system;  left  to 

•Hni  beff.rr  llic  NVw  V<irk  Rallt..:i.l  <  IkIp.  .N<.v    21.  I'm:. 


pick  up  wlial  lu-  can  he  (iocs  not  always  gel  what  he  slunild  have. 
To  know  just  enough  of  the  rules  and  of  the  business  in  general 
to  pass  an  imperfect  examination  and  get  to  work  as  quickly  as 
possible  is  the  controlling  idea  in  his  mind.  Too  often  he  expects 
only  to  use  his  position  as  a  stepping  stone  to  something  that  tem- 
porarily pays  belter,  and  he  is  filled  with  a  restless  craving  for 
change.  He  does  not  expect  to  become  a  careful,  earnest  worker 
in  this  field,  nobody  makes  him  do  it,  and  therefore  he  does  not  do 
good  work.  This  lack  of  inspection  and  instruction  permits  luany 
poorly  trained  men  of  this  stamp  to  pass  into  and  out  of  the  railway 
service  and  their  presence  is  inimical  to  good  discipline. 

Some  of  the  electric  railroads  have  established  schools  of  in- 
struction and  nearly  all  of  them  have  more  or  less  effective  methods 
of  inspection.  The  schools  of  instruction  are  equipped  with  skele- 
ton cars  exposing  to  view  the  operations  of  motors,  controllers, 
trucks,  brakes  and  showing  clearly  the  wiring  and  all  the  mechani- 
cal and  electrical  details  of  the  cars.  Competent  instructors  are 
present  and  here  the  older  men  as  well  as  the  apprentices  are  given 
instruction  concerning  their  routine  duties.  Lectures  on  technical 
subjects  by  experts  are  given  periodically  and  there  are  occasional 
talks  before  large  numbers  of  the  men  by  one  or  more  officers  of  the 
company.  The  steam  railroads  have  maintained  for  many  years 
air  brake  inslruclion  schools,  but  Ihcir  efforts  as  a  rule  have  gone 
no  further. 

If  it  is  e-xpected  that  those  who  arc  in  the  service  today  and 
those  who  enter  it  hereafter  are  to  make  it  their  life  work  Ihe  ques- 
tion of  proper  methods  of  instruction  and  Iraining  is  an  important 
one  to  Ihe  men  as  well  as  lo  the  company.  It  is  due  to  the  men 
that  they  should  be  filled  for  advancement,  that  their  work  should 
be  watched  and.  wliencver  ilicy  fall  short,  that  ihey  be  advised  and 
cncourgeil. 

Punislmienl  lullicUd  by   Way  of  Correction  aiul    Training. 

To  enforce  laws,  rules  or  regulations  there  must  be  a  recognized 
authority  with  power  lo  fix  penalties  for  infringemcnl.  The  re- 
sponsible officer  of  a  railroad  must  become  the  judge  ,iiul  jury,  lake 
the  evidence  in  every  case,  establish  ihe  facts  and  render  judgment. 
It  is  belter  lo  prevent  disobedience  by  careful  training  and  sys- 
tematic inspection  than  it  is  to  punish  the  offender.  Bui  there  will 
always  Ijc  those  who  will  shirk  iheir  duly  or  who  will  lake  chances, 
as  well  as  those  who  may  unwillingly  err.  Il  should  become  gen- 
erally known  that  each  and  every  infringement  will  be  taken  up 
;ind  punished  without   fear  or  favor. 

That  is  generally  the  best  governuiciil  which  is  suppnrttd  and 
upheld  by  the  governed,  and  which  accomplishes  the  end  of  ils 
organization  with  the  least  friction  and  the  least  display  of  arbitrary 
authority.  While  il  requires  great  executive  ability  lo  carry  large 
enterprises  forward  lo  successful  issues,  it  also  requires  the  rarest 
kind  of  executive  ability  lo  administer  punishment  for  wrongdoing 
in  a  manner  thai  will  be  considered  by  all  men  as  fair,  jusl,  right- 
eous and  honorable.  In  deleiniiniug  what  Ihe  system  oi  luelhod  of 
punishment  shall  be  we  nuist  consider  what  purposes  are  sought  in 
inflicling  ibe  penally.  They  are  Iwo-fold,  viz.:  (i).  lo  vindicate 
ilie  law  and  secure  obedience  lo  il,  and  (2),  to  set  an  example  lo 
Milierv,  In  lniielil  lliem  as  well  as  the  subject.  I  lu-  innsi  merciful 
and  righteous  penally  which  will  secure  these  ends  would  appear  lo 
be  the  heller  one.  The  old  method  of  punishment  by  means  of  sus- 
pensions and  fines  appears  lo  be  giving  way  lo  a  more  enlightened 
and  merciful  nuihod  which  not  only  answers  the  same  purpose 
but  has  a  greater  educali'Mial  value.  ICvery  occurrence  for  which 
punishment  may  be  administered  oughl  lo  be  liirned  to  the  benefit 
of  the  transgressor  and  be  so  handled  that  he  may  look  upon  it  as 
an  objecl  lesson  and  a  stimulus  lo  belter  things.  The  system  or 
method  of  punishment,  whatever  il  may  be,  shoidd  encourage  rather 
lhan  discourage  Ihe  subject.  Its  effect  should  be  inslruclive.  Il 
should  have  a  tendency  lo  increase  the  efficiency  and  loyally  of  llir 
subject  rather  ihan  the  reverse. 

Many  of  Ihe  large  roads  of  ihe  country  have  within  recent  years 
adopted  one  or  another  modificalion  of  the  system  known  as  Ihe 
"Hrown  or  hall  Hrook  system"  of  disciplijie  wilhoul  suspension, 
and  have  reported  ils  good  results.  Volumes  have  been  wrillen  in 
ils  advocacy  and  we  shall  probably  hear  much  of  ils  workings  from 
those  who  lake  pari  in  Ibis  discussion.  Without  going  into  its  de- 
tails, il  is  evident  that  the  best-managed  railroads  of  the  country 
arc  coinmillcd  lo  the  principle  involved  and  il  may  be  concluiled 
therefore  thai  Ihe  argumenlalive  stage  has  been  passed.  The  writer 
believes  thoroughly   in  Ihe  unilerlying  principle  and  thinks  that  all 


14 


STRKKT  RAILWAY  RKVIEW. 


[Vol   XIII.  No. 


roads  should  adopt  some  modification  of  the  essential  idea.  Its 
adoption  will  not,  however,  alone  bring  successful  results;  some- 
thing more  is  required  than  to  inaugurate  the  principle.  To  secure 
the  l>cst  restdls  the  men  must  become  willing  and  earnest  workers 
and  l)c  induced  to  lake  pride  in  their  vocation.  They  must  become 
attached  to  it.  Show  me  a  road  or  a  business  where  the  tenure 
of  position  is  secure,  where  the  wages  are  satisfactory,  where  pro- 
motion for  merit  is  certain  and  where  there  is  ample  provision  for 
sickness,  disability,  old  age  and  death,  and  I  will  show  you  a  serv- 
ice where  the  administration  of  discipline  is  easy  and  the  results  sat- 
isfactory. In  such  a  service  men  gladly  become  earnest  and  loyal 
workers  and  take  an  honest  pride  in  the  successful  conduct  of  the 
business. 

Conclusion. 

Returning  now  to  the  idea  of  the  concentration  of  individual 
energies  as  expressed  in  the  l>eginning  of  this  paper,  you  arc'  re- 
quested to  look  around  and  say  whether  it  is  not  apparent  in  every 
department  of  business  and  of  labor.  Is  it  not  true  that  the  one 
thing  which  forces  itself  strongly  upon  our  notice  is  the  supersed- 
ing of  individuality  by  concentration?  Have  not  the  great  aggrega- 
tions of  capital  and  the  aggregations  of  labor  grown  greater  and 
stronger?  Is  not  authority' and  power  to  act  concentrated  in  fewer 
hands?  Have  they  not  for  many  years  been  strengthening  them- 
selves, extending  their  organizations,  perfecting  their  discipline,  and 
trying  by  every  means  within  their  power  to  attach  men  to  them 
and  to  increase  the  earnestness  and  loyalty  of  every  unit  of  the 
great  combinations?  We  are  just  beginning  to  comprehend  that  ir- 
resistible economic  forces  are  at  work,  and  that  the  universal  desire 
for  a  more  compact  and  better  disciplined  organization  is  in  re- 
sponse to  the  instinct  of  self-aggrandizement  or  self-preservation. 
Recent  troubles  in  the  industrial  world  have  shown  that  mixed  with 
our  boasted  national  supremacy  and  material  prosperity  there  arc 
throbs  of  discontent  and  the  conflict  of  opposing  elements.  Or- 
ganized boards  of  conciliation  and  arbitration  may  for  a  time  plas- 
ter over  the  breach,  but  the  crack  in  the  wall  remains  an  element  of 
weakness  and  of  danger.  If  such  is  the  condition  now  when  times 
are  prosperous,  what  may  happen  when  the  times  are  bad,  compe- 
tition keen  and  profits  disappearing? 

The  opposing  elements  arc  not  irreconcilable  but  the  danger  is 
greater  than  ever  Ix'fore.  because  of  the  combined  power  and 
strength  of  the  contestants.  There  will  be  no  halt  in  the  march  of 
intelligence  and  progress,  but  there  may  be  a  re-alignment  of  the 
opposing  forces.  It  is  a  time  when  employers  and  employed  should 
understand  one  another  better  and  cultivate  a  spirit  of  frankness 
'and  concilition.  The  master  and  man  idea  should  be  dispelled;  in 
its  stead  there  should  come  a  higher  idea  of  the  relation  of  the 
employer  and  employe  and  its  foundation  stone  should  be  co-opera- 
tion. The  manager  of  every  large  institution  should  not  meet  his 
men  only  when  trouble  arises;  he  should  met  them,  as  does  President 
Vreeland,  at  regular  intervals,  touch  elbows  with  them,  talk  with 
them  about  their  routine  work  and  show  them  by  his  actions  that 
he  has  an  interest  in  them  and  a  genuine  regard  for  their  welfare. 
By  such  means,  doubt  and  distrust  are  overcome  and  a  more  per- 
fect confidence  is  encouraged.  These  are  the  fundamental  princi- 
ples of   efficient   discipline. 


TRIBUTE  TO  MR.  LANG. 


ELECTRIC  CARS  IN  CALCUTTA. 


The  Calcutta  Tramways  Co.,  Calcutta,  India,  referred  to  in  the 
"Review"  of  May.  1.S97,  page  J87,  reopened  the  Chitpur  section  of 
its  line  Nov.  20,  1902,  with  electric  power.  The  road  has  hitherto 
been  operated  by  steam  locomotives  and  horses.  Duncan's  Manual 
for  1901  reports  that  at  the  beginning  of  that  year  the  company 
operated  19  miles  of  road  with  to  locomotives,  1,071  horses  and 
186  cars.  The  conversion  oT  the  motive  power  from  equine  and 
steam  to  electric  power  has  been  completed  within  the  time  speci- 
fied in  the  agreement  between  the  company  and  the  corporation 
which  is  noteworthy,  considering  the  innumerable  difficulties  in  the 
way.  Each  train  consists  of  first  and  second  class  cars  and  a  trailer. 
A  first-class  fare  is  two  annas  (s  cents)  ;  a  through  fare  on  sec- 
ond-class cars  or  trailers  is  five  pice  (3%  cents)  and  a  six  or  nine 
pice  fare  will  transfer  a  passenger  to  another  section.  There  are 
no  transfer  fares  for  first-class  cars.  The  whole  of  the  line  is  now 
operated  by  electricity. 


On  the  (Kcasion  of  the  retirement  of  Mr.  .\.  IC.  Lang,  president  of 
Ihc  Toledo  Railways  &  I-igbt  Co.,  a  delegation  of  some  50  of  the 
officials  and  employes  of  the  company,  acting  on  behalf  of  the  whole 
of  their  number,  presented  Mr.  Lang  with  a  handsome  gold  watch 
and  chain,  accompanied  by  a  brief  address  signed  by  every  employe 
of  the  company.  The  presentation  speech  was  made  by  Thomas 
McMahon,  a  conductor  who  has  been  in  the  service  for  13  years. 
Mr.  McMahon's  address  was  a  glowing  tribute  to  Mr.  Lang,  and 
was  as  follows: 

"We  meet  today  at  the  close  of  your  long  service,  to  express  to 
you,  in  some  degree,  our  appreciation  of  all  your  kindness  to  us  and 
our  sorrow  that  the  lies  of  friendship  which  have  so  long  bound 
us  together  are  soon  to  be  severecl.  .Ml  the  men  who  work  for  the 
company  have  asked  me  to  tell  you  how  s<irry  they  are  to  see  you  go. 
When  you  came,  bob-tail  cars  were  running,  and  bells  on  the  col- 
lars of  the  mules  were  jingling  through  the  quiet  streets;  now  as 
you  are  going  away,  the  streets  are  filled  with  long  processions  of 
trolley  cars,  clanging  their  heavy  gongs.  Some  of  the  men  who  are 
running  these  big  modern  cars  were  driving  the  little  cars  that  were 
running  when  you  came.  They  who  have  known  you  the  longest 
may  think  that  they  are  the  most  sorry  to  see  you  go.  but  those  who 
have  been  here  even  for  a  little  while  will  not  wish  to  admit  this. 
We  don't  lose  a  Lang  every  day  and  we  don't  want  to. 

"To  us  you  have  l>ecn  more  than  a  president.  You  have  been  a 
personal  friend,  ever  ready  to  give  a  helping  hand  to  one,  an  en- 
couraging word  to  another  and  at  all  times  we  have  felt  that  to  ask 
was  to  receive.  The  future  may  bring  you  more  pleasure  and  hap- 
piness, but  I  doubt  if  it  will  bring  you  truer  hearts  or  warmer 
friends  than  those  jou  leave  behind.  The  triumphs  and  successes 
which  the  coming  years  ntay  bring  you  will  be  watched  with  great 
interest  by  all  of  us.  perhaps,  with  a  little  regret  that  we  can  no 
longer  share  them  with  you.  but  surely  with  a  great  deal  of  pride 
that  our  lives  have  formed  a  part  of  what  you  have  done  in  the  past. 
Some  of  us  have  passed  through  the  stormy  days  with  you  and 
know  that  you  are  to  be  relied  upon  in  the  hours  of  difficulty,  yet. 
while  we  shall  miss  your  kind  help  and  encouraging  words  in  times 
of  trouble  and  your  genial  smile  in  the  rarer  times  of  peace,  we 
cannot  but  congratulate  you  on  your  coming  rest  and  well  earned 
retirement. 

"We  hope  that  while  you  will  be  relieved  from  the  burdens  of 
the  daily  cares  which  come  with  your  duties  as  president  of  the 
Toledo  Railways  &  Light  Co..  you  will  still  have  an  interest  in  us 
and  in  all  that  pertains  to  the  business  which  you  have  built  up 
with  such  great  ability  and  unceasing  labor.  You  surely  can  not  but 
look  with  pride  and  satisfaction  on  the  result  of  your  years  of  care. 

"As  a  body  of  men,  employes,  officers  and  directors,  we  are  proud 
of  you.  proud  of  tlie  innnense  railw.iy  system  you  have  built  up  in 
Toledo,  many  limes  against  the  bitterest  public  sentiment,  when  the 
strongest  heart  might  well  have  failed ;  proud  of  your  personal 
honesty  and  integrity  and  proud  to  have  .served  and  worked  with 
you.  Now  that  you  are  going,  they  would  like  to  feel  that  you  will 
always  remember  them  and  think  of  them  sometimes  as  they  will 
always  remendier  you  and  think  of  you. 

"They  ask  me  to  give  you  this ;  not  that  it  is  necessary  to  give 
you  something  to  make  you  remember  them ;  but  they  would  like 
lo  put  their  feelings  for  you  in  some  form  that  will  last  as  a  sub- 
stantial symbol  long  after  they  have  passed  aw;iy.  We  hope  that 
the  coming  years  will  bring  both  to  you  and  your  loving  wife  all 
the  joy  and  happiness  that  life  has  lo  offer,  and  that  you  will  now 
receive  our  token  of  love  and  friendship  with  as  much  pleasure  as 
we  have  each  taken  in  helping  to  give  it." 


CAR  CONTRACTS  FOR  NEW  YORK  SUBWAY. 


The  Interborough  Rapid  Transit  Co.,  which  is  to  operate  the  New 
York  rapid  transit  subw.iy  road,  has  let  contracts  for  S(»  cars,  which 
will  be  built  by  the  following  concerns:  200  by  the  St.  Louis  Car 
Co.,  of  St.  Louis;  100  by  the  John  Stephenson  Co.,  of  Elizabeth,  N. 
J. ;  100  by  the  Jewett  Car  Co.,  of  Newark,  O.,  and  100  by  the  Wason 
Manufacturing  Co.,  of  Springfield,  Mass.  Contracts  have  been  let 
for  ()6o  trial  trucks,  the  order  having  been  equally  divided  between 
the  St.  Louis  and  Wason  companies.  The  contract  for  motor  trucks 
has  not  yet  been  placed. 


Jan.  20.  1903.) 


STREET  RAILWAY  RE\'IFA\'. 


15 


THE  RAILWAY  PRESS. 


We  give  here  some  extracts  from  an  article  on  this  subject  by 
Col.  H.  G.  Prout,  editor  of  the  Railroad  Gazette,  which  was  pub- 
lished in  the  English  railroad  journal  Transport.  What  Colonel 
Prout  says  of  the  necessity  for  railroad  men  wishing  to  keep  abreast 
of  the  times  to  read  the  railroad  periodicals  applies  with  equal,  if 
not  greater,  force  to  the  electric  raijway  field,  and  some  of  the  points 
he  mentions  are  of  application  to  all  journals,  as  well  as  the  railwa* 
and  the  electric  railway  press. 

"The  iTian  who  would  be  at  all  familiar  with  the  present  state  of 
the  art  must  read  the  special  periodicals  devoted  to  it.  This  he  must 
also  do  in  medicine  and  surgery,  but  it  is  not  quite  so  important 
there  as  in  railroading.  For,  in  medicine  and  surgery,  the  changes 
are  not  so  rapid,  and  they  proceed  along  channels  more  closely  con- 
fined. In  law  the  changes  are  still  slower,  and  still  more  restricted 
m  scope.  The  new  statutes  and  the  decisions  that  establish  new 
principles  get  themselves  promptly  embodied  in  the  stout  volumes 
that  stand  on  the  shelves  ready  to  hand  when  the  brief  is  to  be  made 
up.     It  is  not  so  with  railroading. 

"For  instance,  let  us  consider  the  fundamental  matter  of  the  rail. 
There  is  not  a  book  in  the  world  that  will  tell  us  the  lessons  to  be 
drawn  from  the  St.  Neot's  accident ;  or  the  most  approved  practice 
in  various  countries,  as  to  chemical  composition,  as  to  mill  treat- 
ment, and  as  to  specifications  and  tests.  Only  nine  years  ago  a  set 
of  standard  rail  sections  was  approved  by  the  .\merican  Society  of 
Civil  Engineers,  and  these  have  come  to  be  well-nigh  universal  in 
the  United  States.  Now  a  committee  has  been  appointed  by  that 
society  to  study  a  possible  revision  of  those  sections.  But  outside  of 
the  Transactions'  of  the  society  I  do  not  know  of  a  book  in  the 
world  which  states  what  those  sections  are,  or  how  they  were 
evolved  (a  most  interesting  scientific  development),  and  even  in  the 
'Transactions'  of  the  society  we  can  find  no  statement  of  the  reasons 
which  have  led  up  to  the  appointment  of  the  new  committee.  Yet, 
these  reasons  are  a  necessary  part  of  the  intellectual  equipment  of 
an  engineer  if  he  wishes  to  take  a  place  in  the  first  rank  among  the 
men  charged  with  the  responsibility  of  the  construction  and  upkeep 
of  track.  This  important  history  can  only  be  found  in  the  files  of 
one  or  two  periodicals. 

"Again,  there  does  not  exist  in  the  world  today  a  book  which 
comes  anywhere  near  giving  an  adequate  picture  of  the  state  of  the 
art  in  locomotive  practice.  At  the  end  of  1900  a  costly  and  elabo- 
rate volume  of  490  quarto  pages,  entitled  'Modern  Locomotives,'  was 
put  on  the  press.  Today  that  book  is  valuable  history,  but  it  does 
not  give  us  present  practice.  In  1898  a  French  treatise  on  the  loco- 
motive engine  was  brought  out,  in  four  large  octavo  volumes.  It 
is  an  encyclopedia  of  the  locomotive  practice  of  that  day,  quite  com- 
plete and  admirable ;  but  it  has  never  been  made  available  to  the 
man  who  does  not  read  French,  and  it  is  still  less  abreast  of  the 
times  than  'Modern  Locomotives.'  Present  practice  can  only  be 
known  to  the  student  who  has  constant  access  to  the  files  of  three 
or  four  good  periodicals.  Last  year  a  very  good  little  book  on  block 
signaling  was  published.  We  find  that  already  it  is  defective  in 
some  important  points,  and  within  two  years  it  will  need  serious 
revision. 

"Or,  take  certain  recent  discussions  and  doings  in  England  in  the 
important  matters  of  transportation  statistics,  of  the  rcorganzation 
of  traffic  departments,  and  of  the  big  wagons  and  heavy  train  loads. 
Surely,  an  intelligent  railroad  officer,  responsible  for  the  best  admin- 
istration of  the  trust  developed  upon  him  by  his  shareholders 
through  their  directors,  must  be  informed  as  to  these  matters.  Rut 
he  can  only  Ih:  informed  in  one  or  two  ways:  lie  must  read  the 
railway  press  or  he  must  talk  much  with  men  who  do  read.  If  he 
is  wise  and  enterprising  he  will  do  tioth.     *     »     * 

"Minor  chronicles  of  changes  and  of  personal  doings  arc  of  proper 
interest  to  many  among  those  tens  of  thousands,  and  they  arc  fre- 
quently of  direct  business  interest.  Hut  such  chronicles  are  very 
imperfectly  published  in  the  daily  newspapers  available  to  any  one 
man,  and,  what  is  worse,  a  great  deal  printed  in  the  daily  news- 
papers is  not  true.  The  editor  of  the  railroad  journal  must  collect, 
verify  and  classify  this  news.     No  one  else  will  do  it. 

"Building  new  railroads,  building  branch  lines,  revisions  of  line 
and  grades,  changes  in  permanent  structures,  are  all  mailers  of  impor 
lani  interest  to  engineers,  coiilraclors  and  investors  in  slocks  and 
nonds.     This  is  another  class  of  news  which  must  be  gathered,  das- 


>ified,  scrutinized,  veriticd.  and,  in  brief,  edited,  with  the  skill  and 
judgment  that  can  only  come  with  long  and  careful  training. 

'***♦!  cannot,  however,  refrain  from  suggesting  one 
function  of  the  railway  press  more  important  than  all  the  rest.  We 
all  recognize  that,  in  the  individual,  character  is  mort  important 
than  special  knowledge  and  skill.  This  is  precisely  as  true  of  groups 
of  individuals,  and  a  courageous,  able  and  high-minded  press  has 
done  much,  and  may  do  more,  to  give  character  to  the  body  of 
men  who  make  up  what  we  may  now  call  the  young  railroad  pro- 
fession. The  thirst  for  knowledge,  the  zeal  in  service,  the  devotion 
to  duty,  the  sense  of  trusteeship,  which  must  lie  at  the  foundation 
of  a  profession,  do  not  spring  up  by  chance  and  do  not  thrive  with- 
out cultivation.  In  the  last  thirty  years  these  attributes  of  the  pro- 
fessional man  have  been  developed  fast  in  the  railroad  service,  until 
now  we  may  say  with  confidence  that  we  have  a  railroad  profession. 
In  this  development  a  small  group  of  editors  have  had  some  hand. 
They  have  helped  to  supply  the  place  of  special  schools,  and  of 
professional  organizations,  and  have  helped  to  build  up,  not  only  a 
body  of  knowledge  but  a  body  of  traditions. 

"The  development  of  the  railway  press  of  the  United  States  has 
been  more  important  than  anywhere  else  in  the  world,  for  two  main 
reasons.  First,  the  journals  have  always  been  conducted  as  private 
commercial  enterprises,  and  their  owners  have  been  under  constant 
pressure  to  make  them  valuable  to  increasing  lists  of  subscribers  and 
advertisers.  Second,  they  have  been  supported  by  their  advertisers 
with  quite  wonderful  liberality.  The  volume  of  their  advertising 
and  the  rates  paid  are  sufficient  to  enable  the  owners  of  the  journals 
to  spend  considerable  money  in  payment  for  editorial  service,  for 
manuscripts  purcliased.  and  for  engraving.  Probably  the  reader  of 
a  technical  journal  seldom  stops  to  think  how  much  he  owes  to  the 
advertising.  Generally  speaking,  such  a  journal  cannot  he  supported 
by  its  subscription  list,  which  is  small  in  the  nature  of  things.  It 
would  be  quite  impossible  to  pay  the  cost  of  manufacture  without 
the  help  of  advertising  revenue,  and  any  net  profit  to  the  owners 
must  come  from  advertising.  Having  these  facts  in  mind,  one  who 
looks  over  the  advertising  pages  of  the  most  important  railroad 
journals  in  the  United  Stales  will  understand  how  it  is  possible  to 
spend  so  much  money  in  producing  the  other  pages. 

"This  necessary  dependence  of  the  journal  upon  its  advertising 
"evenue,  when  it  is  conducted  as  a  commercial  enterprise,  has  some 
serious  drawbacks,  as  will  be  understood  by  one  who  thinks  a  little 
about  the'  matter.  It  is  obvious  that  if  a  paper  is  to  be  produced 
which  shall  cover  the  field  adequately,  and  beyond  that,  yield  in- 
comes that  will  attract  men  of  energy  and  ability,  the  advertising 
must  be  somewhat  large.  It  follows  that  the  men  charged  with  the 
responsibility  of  producing  that  part  of  the  revenue  are  always 
tempted  to  try  to  get  quick  results  by  the  use  of  the  'reading  pages.' 

"This  is  only  ordinary  short-sighted  human  nature.  The  editor  is 
thus  under  constant  assaults  from  within  his  own  house,  and  from 
long  habit  in  protecting  the  paper  from  its  own  friends  his  judgment 
sometimes  becomes  unreasonably  exacting.  This  shows  how  impor- 
tant it  is  to  have  a  nice  balance  between  the  business  department  and 
llie  editorial  dcparlmenl  resting  In  the  editor  himself. 

"Finally,  looking  over  the  railway  press  of  the  world,  it  is  a  sur- 
prisingly small  group  of  journals.  There  are  not  more  than  twenty 
of  real  importance;  indeed,  if  1  were  disposed  to  be  strict,  I  .should 
say  there  were  not  more  than  a  dozen.  Bui,  in  ability,  dignity, 
enterprise  and  moral  sense  they  compare  well  with  any  oilier  body 
of  class  journals  with  which  I  am  at  all  familiar." 


NEW  ROAD  AT  WORCESTER,   MASS. 

Ihe  Worcester  &  llolden  Si  reel  Kailw.iy  Co.,  with  headquarters 
at  Worcester,  Mass.,  is  building  a  new  line  from  Worcester  to  Jef- 
ferson through  llolden.  The  road  will  be  8  miles  long  and  thne 
cars  will  be  operated.  This,  hoewvcr,  is  but  one  link  in  a  proposed 
chain  of  electric  roads  to  Iraver.sc  this  section. 

Hie  equipment  at  Ihe  power  house  comprises  Mcintosh  &  Sey- 
mour engines,  liabcock  &  Wilcox  boilers,  General  Electric  ap- 
paratus. Bradley  cars  equipped  with  four  .^8  li,  p.  nioli>rs  to  each 
car  will  he  used. 

The  officers  arc:  President,  A.  R.  B.  .Spragite,  of  Worcester; 
treasurer,  E.  S.  Douglas;  directors,  Stephen  Salisbury,  Gen. 
Spraguc,  Otis  E.  Putnam,  C.  C.  Milton,  J.  V..  Fuller,  II  W  War- 
ren.    The  capital  stock  is  $100,000,  all  paid  in. 


16 


STRF.Frr  RAILWAY  RF.VIKW. 


(Vol..   Xni,   \n    I 


KEEPING  RECORDS  OF  EMPLOYES. 


NORTH  JERSEY  BENEVOLENT  ASSOCIATION 


Mi.  a.  1.  Poller,  manager  of  the  Union  Railroad  Co.,  Provi- 
dence, R.  I.,  has  devised  a  very  simple  little  scheme  for  keeping  a 
record  of  the  conduct  of  every  conductor  who  works  for  the  road. 
It  has  been  the  practice  of  this  company  for  a  long  time  to  keep 
strict  account  of  cviry  man's  record,  but  heretofore  the  information 
has  been  entered  in  large  books.  These  records  have  become  so 
voluminous  as  to  (ill  three  books.  The  very  size  of  these  has  de- 
stroyed to  some  extent  the  usefulness  of  the  data  they  contain  as 
they  arc  unhandy  and  cumbersome  for  reference  purposes. 

The  records  they  contained  have  now  been  transferred  to  a  card 
filing  system.  The  record  for  each  man  is  entered  on  a  card  about 
8  in,  wide  by  lo  in.  high,  having  headings  as  reproduced  in  Fig.  i. 
The  conductor's  name  is  placed  at  the  top  and  on  the  card  is  re- 
corded  every    instance   in    which   the   conductor    is    reported   by   an 


The  North  Jersey  Street  Railway  Employes'  lUiuvoknt  Asso- 
ciation, of  Newark,  N.  J.,  is  one  of  the  oldest  organizations  of  its 
kind  among  street  railway  men.  It  was  organized  as  the  Essex 
Passenger  Railway  Employes'  tlenevolent  Association  July  23,  1887, 
with  100  members.  Although  the  name  has  been  changed  several 
times  to  correspond  with  the  name  of  the  railway  company,  and  the 
place  of  meeting  has  been  changed  several  times,  the  organization 
has  remained  intact,  several  of  the  members  holding  office  since 
the  date  of  organization.  The  membership  has  grown  to  over  600. 
.•\ny  employe  of  the  North  Jersey  Street  Railway  Co.  between  the 
ages  of  16  and  50  passing  the  physical  examination,  and  having 
been  in  the  service  three  months,  may  become  a  member.  The 
mitiation  fee  is  $2  and  dues  $4  a  year  The  benefits  are  $7  per  week, 
39  additional  weeks  of  disability,  and  $100  in  event  of  death.     In 


Route 


Car 

Passc'tifiTerN 

Cond. 

In^pV 

Stiorta^c 


REMARKS 


FIC.  1-CONDUCTOR'S  RECORD  CARP  (SIZE  OF  ORIC.INAL  SxIO  IN. 


inspector.  The  date  of  the  report,  the  badge  number  of  the  inspector 
making  the  report,  the  route,  and  the  car  number  are  entered  in 
the  columns  indicated.  Under  the  heading  "Passengers"  the  num- 
ber of  passengers  reported  by  the  conductor  for  each  particular  trip 
recorded  is  given  and  also  the  number  of  passengers  for  the  trip 
as  reported  by  the  inspector.  If  there  is  a  discrepancy  in  the  two 
reports  the  amount  of  the  shortage  is  entered  in  red  ink  in  the 
column  "Shortage."  When  the  manager  thinks  the  entries  in  the 
shortage  column  are  becoming  too  numerous  he  takes  steps  for 
calling  the  conductor  to  account.  When  the  employe  is  called  to 
the  office  the  card  is  laid  before  him  and  he  sees  for  himself  of 
just  what  he  is  accused.  The  inspectors  are  changed  about  among  the 
various  routes  so  that  no  conductor  can  give  as  an  excuse  for  un- 
favorable reports  against  him  that  he  is  being  discriminated  against 
by  any  individual  inspector.  The  inspectors  make  their  reports  on 
a  blank  as  shown  in  Fig.  2.  which  gives  the  line  and  the  exact  tim; 
at  which  the  inspector  got  on  and  off  the  car,  the  car  number,  the 
conductor's  number,  and  the  numl^er  of  passengers  on  the  car  at 
the  time.  There  is  a  space  at  the  bottom  of  the  sheet  for  any  addi- 
tional remarks.  The  cards  are  kept  in  a  large  drawer  in  alpha- 
betical order. 

When   a   conductor  leaves   the  service   his  card   is  placed   on   file 
in   another    drawer   and    can    always    be    used    as    evidence    for    or 


order  to  meet  the  drain  on  the  treasury  without  assessments  a 
benefit  is  held  every  year.  The  benefit  this  year  will  be  at  the  New- 
ark Tlieater  in  January,  when  "Way  Down  East"  will  be  produced 
under  the  auspices  of  the  association.  The  officers  are :  Charles 
Dunn,  president ;  Martin  Shorter,  vice-president ;  John  Healy,  sec- 
retary ;  John  B,  De  Groot,  financial  secretary,  and  A.  Frederick 
Hanson,  treasurer.  The  latter  two  have  held  their  respective  offices 
for  more  than  fifteen  years. 


OMAHA  &  COUNCIL  BLUFFS  STREET  RAIL- 
WAY CO. 


The  Omaha  &  Council  Bluffs  Street  Railway  Co.  filed  articles  of 
incorporation  December  22  with  a  capital  of  $15,000,000.  The  in- 
corporation is  in  the  form  of  an  amendment  10  the  articles  ,of  in- 
corporation of  the  Omaha  &  Florence  Street  Railway  Co..  which 
never  constructed  any  lines.  The  amended  articles  are  signed  for 
the  old  company  by  its  officers,  Gus  C.  Barton,  president ;  William 
S,  Cox.  secretary ;  Frank  Murphy.  W,  A,  Smith,  W.  V.  Morse  and 
Luther  Drake,  directors.  This  was  the  final  step  in  the  consolida- 
tion of  all  the  street  railways  in  Omaha.  South  Omaha  and  Coun- 
cil Bluffs,  which  aggregate  about  200  miles  of  track.     The  Council 


Providence,  R.  i. 


_190- 


Line 


Car 

Cond. 

Pa-ss, 

Fip.  2-INSPECTOR'S  REPORT  SHEET    SIZE  OF  ORIGINAL  RULING  8)4x7  IN.) 


against  him  should  he  ever  again  apply  for  a  position  on  the  ?oad. 
The  men  do  not  object  to  being  watched  in  this  way  and  the  very 
knowledge  that  their  records  are  entered  on  a  card  that  is  con- 
stantly under  the  supervision  of  the  manager  has  in  itself  a  good 
effect. 


Enraged  because  an  electric  car  in  Chicago  failed  to  stop  when 
signalled  by  two  men  they  hoarded  the  next  car  and  beat  the  motor- 
man  into  unconsciousness  with  the  controller  handle. 


A  suggestion  has  been  made  by  Mr.  Percival  Moore,  vice-presi- 
dent of  the  Louisville,  Anchorage  &  Pewee  Valley  Electric  Rail- 
way Co.,  that  the  proposed  coliseum  building  in  Louisville.  Ky..  be 
used  as  a  terminal  for  all  the  new  interurban  railways. 


Bluffs'  lines  were  acquired  by  a  99-year  lease.  The  company  pro- 
poses to  build  an  extension  from  Council  Bluffs  to  Griswold,  a  dis- 
tance of  26  miles,  and  may  eventually  reach  Dcs  Moines,  as  there 
is  now  under  construction  a  line  of  the  latter  city  which  will 
extend  to  Spaulding,  a  distance  of  only  45  miles  from  Griswold. 
Extension  will  be  made  from  Omaha  to  Blair,  Plattsmouth,  Wahoo 
and  Lincoln,  aggregating  about  150  miles.  A  power  house  to  cost 
$700,000  is  contemplated  but  the  location  has  not  yet  been  deter- 
mined. The  incorporation  privileges  include  the  operation  of  a 
telephone  system.  The  company  increased  the  wages  of  its  con- 
ductors and  motormcn  January  1st  by  an  amount  equal  to  from 
five  to  ten  per  cent  of  their  former  wages.  It  is  understood  that 
ihe  officers  of  existing  lines,  with  few  exceptions,  will  be  retained. 
The  entire  project  is  said  to  be  financed  by  J.  &  W.  Selignian  of 
\ew  York. 


Jan.  20,  1903.] 


STREET  RAILWAY   RIA  IKW. 


17 


CONSPIRACY  CASE  AT  BALTIMORE. 


Lewis  S.  Finklesiciii  was  convicted  in  ilie  criminal  court  ot  Balti- 
more. Dec.  17.  1902.  of  conspiracy  to  defraud  the  United  Railways 
&  Electric  Co..  of  Baltimore,  of  $800.  The  plan  under  which 
Finklestein  and  his  confederates  operated  was  to  board  a  car  to- 
gether with  one  or  two  friends  as  witnesses,  the  latter  taking  seats 
immediately  behind  Finklestein.  When  the  car  was  stopped  and 
just  as  it  was  about  to  start  again.  Finklestein  would  alight  from 
the  car  and  fall  to  the  ground  and  roll  over  several  times,  pretend- 
ing that  he  was  badly  injured.  The  confederates  would  censure  the 
conductor  for  his  alleged  negligence,  but  would  take  good  care  to 
give  him  their  names  and  addresses,  so  that  in  making  the  investi- 
gation the  inspector  would  be  sure  to  find  evidence  to  convict  the 
company  of  negligence. 

May  31st.  1901.  Finklestein  fell  from  a  car  of  the  United  Railways 
company  at  the  corner  of  Fayette  and  Arch  Sts.,  Baltimore.  He  re- 
fused to  go  to  a  hospital  and  gave  his  address  as  717  W.  German 
St.  A  confederate,  Herman  Max  lilumenthal,  was  also  on  the  car 
and  gave  his  name  to  the  conductor  as  a  witness  and  his  address 
as  721  W.  German  St.  He  volunteered  to  take  Finklestein  to  his 
home.  The  company's  surgeon  was  immediately  sent  to  examine 
the  injured  man,  but  was  not  permitted  to  make  the  examination. 
On  the  following  day  a  physician  who  happened  to  lie  on  the  car 


way  conijiany's  o.^-ce  and  confessed  the  whole  scheme.  Finklestein 
and  Kupfciburg  weie  both  arrested  and  indicted  in  Washington, 
wlurc  ihiy  were  tried  and  convicted  in  the  early  part  of  .-Vpril, 
IQCJ.  He.'ore  the  trial  Kupferburg  was  released  on  $2,000  bail,  and 
duiing  the  trial  he  jumped  his  bail.  Finklestein  served  six  months 
in  jail  at  Washington,  and  iiiMiicdiatcly  upon  his  release  was  brought 
to  Ballimcre  and  tried.  Tlio  jury  convicted  him  without  leaving 
tlie  box  and  he  has  not  yet  been  sentenced.  He  admits  that  he  col- 
lected $50  from  the  Boston  Elevated  about  a  year  and  a  half  ago 
under  the  name  of  Samutl  Fink,  and  that  Kupferburg  shared  part 
of  it.  He  has  also  collected  money  from  the  railways  in  Brooklyn 
and  Philadelphia.  He  filed  his  claim  in  Ralliniorc  under  the  name  of 
Samuel  Finklestein  and  in  Washington  uniler  the  name  of  Louis 
Scnnntl.  He  is  believed  to  be  one  of  a  gang  who  have  systemati- 
cally defrauded  railway  companies  in  a  number  of  cities. 


BRANTFORD  STREET   KAILWAYS. 

The  Quaiter  CuUennial  issue  of  the  lirantford  (Ont.)  Expositor 
gives  an  interesting  description  of  the  Brantford  street  railways, 
which  commenced  operation  in  1886  with  four  horse  cars.  In  1893 
the  company  equipped  its  road  with  electric  power  and  added  a  num- 
ber of  new  cars  to  its  equipment  and  inaugurated  a  much  better 
service.     The  headquarters  of  the  company  are  located  in  Toronto, 


LEWIS  S.  FINKEL.STKIN.  ALIAS  FINK. 
Aire.  3i  years.    Hi-i(rht.  S  ft.  3^    In.     Wiiirbt,  121  ll>.     Build,  iiieilniiii.     Hmr, 
black.     EjcA,  hazfl.    Coniplexiuo.  dark.    Occupalinn,  peddler. 

when  the  alleged  accident  happened,  put  Finklestein's  arm  and  body 
in  a  plaster  paris  cast  and  gave  ont  the  statement  that  the  man  had 
his  arm  fractured  in  two  places  and  had  a  probable  fracture  of  the 
fourth  rib. 

The  two  confederates  then  commenced  to  press  the  railroad  com- 
pany for  a  settlement,  Bliimenthal  calling  frequently  at  the  office, 
and  on  one  occasion  stated  that  Finklestein  was  dying,  requesting 
that  the  company  send  its  physician  at  once,  which  was  done.  Upon 
the  arrival  of  the  physician  Finklestein  was  found  groaning  and 
writhing  in  apparently  great  agony,  but  an  examination  showed  his 
temperature,  pulse  and  respiration  to  be  normal.  .N'o  examination 
could  be  made  of  the  alleged  injuries,  as  the  man  was  in  a  plaster 
cast.  The  railway  declined  to  consider  any  sclllemcnl  until  the 
plaster  cast  was  removed  and  the  alleged  injuries  submitlcl  to  an 
X-ray  examination.  Finklestein  then  filed  a  suit  in  the  Baltimore 
city  court  for  $10,000  and  in  al>out  four  weeks  left  Baltimore.  Both 
men  were  indicted  in  Baltimore  in  August,  1901,  charged  with  con- 
spiracy to  defraud  the  railway  company  out  of  $800. 

Finklestein  was  next  heard  of  in  Washington  in  August,  1901, 
at  which  time  he  and  Simon  Kupferburg  attempted  10  repeat  the 
same  fake  accident.  A  Baltimore  man  was  taken  in  with  them  as 
a  confederate,  and  the  three  boarded  a  car  in  Washington,  and  when 
the  car  made  a  stop  Finklestein  jumped  oflf  and  rolled  over  several 
times  and  cried  out,  apparently  in  xreal  agony.  Kupferburg,  as  a 
witness,  was  standing  behind  him.  I  he  new  confederate,  who  had 
been  taken  into  the  game  in  Washington,  went  at  oner  to  the  rail 


.sl.MOX  KllPl'KKlHIKci. 

At'.-.  4.i.v,-ars,  H.-iulu.S  fl.  4  ill.  Wcit'lu.  UK  Mi.  Iluilil.  sl,-iiil,-r.  H^iir,  l.l:u-U. 
K.vi-s.  liazi-l.    C<inipli'xiiiii.  (IiirU.     Ocfiipalinii.  furrier. 

an<l  the  road  prospered  for  a  number  of  years  under  the  nianage- 
lueui  of  Mr.  William  liarrnn,  who  was  succeeded  by  Mr.  John  Mur- 
rode.  who  continued  as  manager  until  last  suninier,  when  the  road 
was  purchased  by  the  Von  Kcha  Co. 

In  1895  the  company  purchased  Mohawk  Park  and  extended  one 
of  iis  lines  to  this  resort,  which  has  been  a  very  popular  one  with 
ihe  citizens  of  lirantford.  On  July  8,  1902,  the  Von  Echa  Co.  as- 
sumed control  of  the  road.  Its  present  officers  are:  S.  Rittcr  Ickes, 
president;  J.  II.  Armstrong,  Ireasurer;  A.  Warfield,  superintendent. 
This  company  is  a  construction  company  and  it  has  already  built 
and  i*.  nperaling  an  electric  railway  frotu  Woodstock  to  Ingersoll. 
Il  has  also  finished  a  section  of  ihe  railway  between  Brantford  and 
I'aris 

,\ccoriling  to  the  I'lmililions  luider  which  llns  company  assiuncd 
control  of  the  Brantford  Street  Ry.  it  agreed  to  spend  the  sum  of 
$25,000  in  putting  the  line  in  thoroughly  ellieient  condilion.  and  this 
has  been  done.  The  com[)aiiy  has  also  projected  the  Grand  Valley 
Ky.  between  Bradford  and  Berlin,  running  through  Paris,  Blue 
I,ake,  .St.  George  and  other  towns,  to  Berlin  and  Waterloo.  Part  of 
this  line  has  been  completed  and  the  work  will  be  vigorously  prose- 
cuted during  the  coming  season.  A  park  site  has  been  |iiircliascd  by 
the  I'ompany,  on  which  a  llualer  with  a  seating  capaciiy  of  1.200 
will  be  erected  this  winler. 

— ♦<••• — ■ — — 

January  I3lh  the  plant  o(  the  Slenhcnvillc  (Ohio)  Traction  & 
Light  Co.  was  totally  destroyed  by  fire. 


18 


STKIiET  RAILWAY  RE\1EVV. 


[Vol.  XIII,  No.  t. 


ON    THt    20th   of    bach    MONTH. 


WINDSOR  &  KENFIELD  PUBLISHING  CO.. 

45.47  PLYMOUTH  PLACE.  CHICAGO,  ILL. 


OASL*  ADDRBSSi       WINFIILO.' 


LONG    DISTANCE  TELEPHONE.  HARRISON   75A. 


BRANCH  OFFICES: 

New  York -39  CortUodt  Street.  Cleveland— 303  Electric  Buildln£. 

Philadelphia    The  Bourse. 
SUBSCRIPTION   AGENCIES: 
Austria,  Vienna     Lehmann  &  Wcntzel,  Karntnerstrasse. 
Prance,  Paris     Boyveau&  Chevillet,  Librairie  Etrangere,  Ruedela  Banque. 
Italy,  Milan— Ulrico  Hoepli.  Librairic  Dalla  Real  Casa. 

New  South  Wales,  Sydney     Turner  &  Henderson,  16  and  18  Hunter  Street. 
Queensland  South,'.  Brisbane     Gordon  &  Cotch. 
Victoria,  Melbourne— Gordon  &  Cotch,  Limited,  Queen  Street. 


SUBSCRIPTION, 
Foreign  Subscription, 


THREE  DOLLARS. 
Four  Dollars  American  Money. 


Address  all  ComtnuHtcations  and  Remittances  to  Windsor  d  Kcnfitld  Publishing  Co. 
Chicago,  III. 


CORRESPONOENCr. 

We  cordially  invite  corrfspondencc  «n  .ill  subjects  of  iiileresl  to  those 
engrafted  in  any  branch  «f  stretu  railway  work,  an4i  will  gratefully  appreciate 
any  marked  ct>pies  of  papers  or  news  items  our  street  railway  friends  may  send 
ns,  pertainintf  either  to  cumpauies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  Tou  ctintemplatc  the  purchase  of  anv  supniies  or  material,  we  can  save 
you  much  time  and  trouble,  broj*  a  line  to  The  Kkview.  stating^  what  ynu  are 
in  the  market  for.  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
best  dealers  in  that  line.  We  make  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  XIII. 


JANUARY  20,  1903. 


NO.  1 


SUMMARY  OF  CONTENTS. 

MuliUeliori).  W'ariliai.i  &  Buzzards  Bay  Street  Ry.    Illustrated..     I 

Canadian    Pacific   Pension   Plan 8 

Tile  .Abolition  of  Grade  Crossings  in  Massachusetts 9 

Mason  City  &  Clear  Lake  Ry 10 

Board  for  .•\nnouncing  Schedules 10 

Effective  Means  for  Interesting  the  Public 11 

New  Power  Generating  and  Distributing  Sy.stcni  for  the  Cones- 
toga  Traction  Co.     By  JefTerson  E.  Ker.shum 12 

Efficient  Discipline.    By  W.  W.  Wheatley \i 

Tribute  to  Mr.  Lang 14 

The    Railway    Press 15 

Keeping  Records  of  Employes 16 

Omaha  &  Council  Bluflfs  Street  Railway  Co 16 

Conspiracy  Case  at  Buflfalo.    Illustrated 17 

Editorial   iX 

Pennsylvania  Railroad  Terminal  in  New  York 20 

Street  Railway  Park  Development — II.     Illustrated 21 

Piece  Work   2^ 

The  .Xrnolil  Report  on  Chicago  Street  Raihv.-iys.     Illustrated 29 

Pittsburg  &  .Mleghany  Valley  Railway  Co 38 

New  Car  House  and  Repair  Shops  of  the  Birmingham  Railway. 

Light  &  Power  Co.,  Birmingham,  Ala.    Illustrated y) 

Roads  Under  Construction  42 

Recent  Street  Railway  Decisions 4.^ 

Steel  Tracks  for  Highways.     Illustrated 50 

Personal      54 


THE  PAST  YEAR, 

W  lull-  the  <levelopiiient  ill  electric  traction  during  the  year  1903 
has  been  greater  than  during  any  previous  year  the  most  of  the 
new  systems  proposed  and  installed  have  been  built  along  lines 
which  have  been  standard  for  a  number  of  years;  the  past  year, 
however,  has  been  notable  from  the  fact  that  the  alternating  cur- 
rent has  begun  to  assume  an  important  position  in  street  railway 
work,  and  it  is  almost  certain  that  190J  will  see  some  important 
divelupnunts  in  this  field. 

The  high  speed,  long  distance  railw.iy  is  a  feature  of  electric 
traction  which  seems  to  be  coming  to  the  front,  and  with  the  new 
systems  of  B.  J.  .Arnold,  the  Westinghouse  company  and  H.  Ward 
Leonard  all  under  construction  in  diflferenl  places,  it  will  indeed  be 
surprising  if  great  pripgress  in  the  direction  of  alternating  current 
practice  is  not  made  in  the  near  future.  The  advantages  of  alter- 
nating current  in  electric  railway  work  would  be  innumerable  should 
a  praclicable  alternating  current  street  car  motor  be  produced.  It 
not  only  lends  itself  admirably  to  the  operation  of  long  distance 
trunk  lines,  but  further,  eliminates  the  question  of  rotary  converter 
sub-stations  with  their  high  cost  for  installation  and  attendants,  and 
with  such  a  motor  the  alternating  current  would  supersede  the 
direct  500-volt  current  for  railway  work  to  as  great  a  degree  as  it 
has  already  superseded  the  direct  current  for  electric  lighting. 

Another  engineering  feature  which  has  come  somewhat  promi- 
nently forward  during  the  past  year  is  the  development  of  the  steam 
turbine  for  a  central  station  prime  mover.  With  the  development 
of  this  machine  it  is  probable  that  a  considerable  change  may  be 
expected  in  the  design  of  central  stations.  The  difTerence  in  size  of 
the  steam  turbine  and  the  steam  engine  of  equal  capacities  will  per- 
mit a  great  reduction  in  the  engine  room  space  required,  and  the 
high  speed  of  tlie  turbines  will  considerably  alter  the  design  of 
generators,  greatly  decreasing  their  size  for  a  given  output.  The 
future  may  sec  our  central  stations  greatly  reduced  in  size  contain- 
ing small  high  speed  units,  the  rotary  converter  sub-station  aban- 
doned and  its  place  taken  by  a  transformer  station  without  moving 
machinery  and  not  requiring  attendants,  and  the  distribution  sys- 
tem entirely  on  the  alternating  current  plan  with  alternating  current 
motors  upon  the  cars. 

While  the  present  SCM-volt  system,  which  has  beconie  standard, 
will  continue  in  use  for  many  years  on  city  systems,  an  alternating 
current  system  as  described  for  suburban  and  long  distance  lines  is 
the  direction  towards  which  many  of  our  most  prominent  electrical 
engineers  are  working,  and  from  the  progress  already  made  it  secins 
probable  that  some  of  the  many  efforts  in  this  direction  will  soon 
prove  successful. 


PIECE  WORK. 

F.KewluTe  is  printed  a  brief  extract  from  a  i)aper  on  "Piece 
Work,"  by  Mr.  Gus  Girou.x,  which  brings  out  the  essential  points 
10  be  considered  in  adopting  this  plan  of  paying  for  labor,  and  the 
subject  is  one  of  interest  to  street  railways  operating  large  repair 
shops  as  it  has  already  been  successfully  introduced  by  some  of  the 
largest  electric  railways.  Our  readers  will  undoubtedly  recall  the 
description  of  the  repair  shops  for  the  North  Jersey  Street  Railway 
Co.  published  in  the  "Review"  for  .April,  1902,  in  which  article  were 
given  complete  lists  of  the  piece  prices  paid  for  every  operation  in 
the  repair  shops  of  this  company. 

There  is  no  question  but  that  the  method  of  paying  daily  wages 
which  are  the  same  for  all,  offers  no  inducement  to  any  one  man  to 
try  to  improve  or  do  more  than  another,  and  under  this  system  it  is 
hard  to  make  any  workman  sec  why  he  should  try  to  do  more  than 
just  enough  to  hold  his  job;  but  no  matter  what  efforts  may  be  made 
at  equalization  there  must  always  be  a  great  difference  in  the  quality 
and  ([uantity  of  work  done  by  different  men.  It  is  obvious,  then, 
that  if  all  are  paid  alike,  some  of  them  are  not  paid  enough  or  others 
are  paid  too  much.  The  premium  plan  and  the  bonus  system  of 
paying  for  labor  have  been  introduced  in  many  places  with  appar- 
ently satisfactory  results  but  there  can  be  little  question  that  the 
piece  work  system  is  the  fairest  for  both  the  employer  and  employe 
if  the  scale  of  prices  is  properly  adjusted.  The  latter  system  also 
gives  the  workman  the  greatest  opportunity  to  improve  himself  and 
increase  his  output,  and  while  the  premium  system  gives  the  work- 
man a  certain  increase  of  pay  for  all  work  performed  above  what 


.Tax.  X.  igo3.J 


STREET  RAIL-WAY  RE\  lEW. 


19 


i;  accepted  as  a  fair  day's  work  ho  does  not,  under  this  plan,  receive 
pay  in  the  same  proportion  for  his  extra  work  as  he  docs  for  the 
acceptable  amount  of  work  for  a  day. 

If  a  workman  planes  20  castings  a  day  for  wliich  lie  received  a 
certain  daily  remuneration  there  is  no  reason  why,  if  he  can  in- 
crease the  output  of  his  machine  to  25  castings  per  day  that  his 
wa.ges  should  not  be  increased  by  25  per  cent,  making  his  remunera- 
tion on  each  piece  turned  out  the  same.  That  is,  in  fact,  what  is  ac- 
complished by  the  piece  work  system,  but  by  the  premium  or  bonus 
plan  he  would  receive  a  certain  amount  of  extra  pay,  but  not  at  a 
rate  corrresponding  to  his  pay  for  a  regular  day's  work.  It  appears, 
therefore,  that  the  piece  work  system  is  by  far  the  most  advantageous 
for  the  man,  while  at  the  same  time  it  is  entirely  just  to  the  em- 
ployer. 

An  important  point,  however,  in  connection  with  the  piece  work 
system  is  that  of  establishing  tlie  rates  for  piece  work  on  an  equita- 
ble basis.  This  unquestionably  entails  very  careful  accounting  meth- 
ods covering  several  months'  experience,  but  when  once  established, 
there  should  be  no  subsequent  cutting  of  rates.  However  difficult  it 
may  be  to  determine,  there  is  a  fair  and  equitable  price  for  every 
pi'-.ri  of  work  performed,  and  any  extra  work  which  is  done  by  extra 
exertion  should  bring  the  same  price  as  work  done  under  less  stren- 
uous circumstances. 


THE  ARNOLD  TRACnON  REPORT  AND  THE  SITUATION  IN 
CHICAGO. 

Every  large  city  demands  means  for  the  local  transportation  of 
passengers  that  shall  be  efficient  and  adequate  to  the  needs  of  the 
public,  yet  the  municipal  authorities  too  often  fail  to  recognize,  or 
at  least  refuse  to  act,  on  the  fact  that  providing  such  a  transporta- 
tion system  is  purely  a  business  proposition.  It  is  well  recognized 
that  in  the  larger  American  cities  the  traffic  is  generally  greater 
than  the  facilities  and  physical  problems  encoutitcred  in  attempting 
to  keep  up  with  the  demand  are  of  themselves  sufficiently  great, 
without  complicating  the  matter  by  permitting  other  than  business 
considerations  to  govern. 

For  the  last  six  years  the  street  railway  companies  of  Chicago 
have  been  desirous  of  effecting  improvements  in  their  systems,  but 
it  was  recognized  by  all  that  as  a  condition  precedent  lo  making 
the  necessary  investments  there  would  have  to  be  some  agreement 
with  the  city  for  franchise  extensions.  Successful  negotiations  with 
the  city  authorities  have  been  made  impossible  because  of  the  atti- 
tude of  the  mayor  of  Chicago,  who  has  refused  to  consider  the  sub- 
ject until  after  the  state  legislature  had  passed  a  law  which  would 
permit  municipal  ownership.  The  first  practical  step  towards  pro- 
viding a  basis  on  which  negotiations  could  be  conducted  was  made 
only  six  months  ago  when  Mr.  li.  J.  Arnold  was  retained  by  the 
council  committee  on  local  transportation,  to  pre|)are  a  report  upon 
the  situation,  and  advise  concerning  the  engineering  problems  and 
the  costs  of  various  plans  that  might  be  deemed  practical. 

Mr.  .Arnold's  report  which  was  presented  to  the  transportation 
committee  Dec.  .^o,  1902,  is  a  voluminous  one,  comprising  over  300 
printed  pages,  exclusive  of  inaps  and  drawings,  and  this  work  is 
considered  the  most  complete  engineering  iiivesligation  of  urban 
transprjrtation  problems  that  has  ever  been  undertaken.  F.lscwhcre 
in  this  issue  we  have  presented  a  statement  of  what  the  report  was 
intended  to  cover,  the  summary  of  conclusions  and  rccomtneiida- 
tions  as  made  by  Mr.  Arnold,  the  general  discussion  of  street  rail- 
way problems  constituting  Part  I  of  the  report,  and  an  abstr.-ict  of 
the  other  portions,  which  it  is  believed  will  give  the  reader  as  good 
an  idea  of  the  plans  recommended  and  the  reasons  for  them  as  may 
l>c  had  without  studying  the  whole  report. 

Having  been  retained  as  an  engineer,  Mr.  Arnold  conrmed  his 
report  lo  a  discussion  of  the  problems  from  engineering  and  trans- 
portation standpoints,  avoiding  excursions  into  branches  of  the  sub- 
ject that  would  involve  him  in  discussions  as  to  the  policy  to  be 
pursued  by  the  city.  Neither  lime  nor  space  was  wasted  in  exploit- 
ing novel  schemes,  it  being  recognized  that  a  large  city  is  no  place 
for  trying  experiments. 

Taking  into  consideration  the  fact  that  there  is  n  wide  difTercncc 
between  the  claims  of  the  traction  companies  and  the  cily  of  Chicago 
in  regard  to  the  dates  of  expiration  of  existing  franchise,  and  in 
their  viewi  an  to  what  would  be  reasonable  in  the  matter  of  new 
grants,  it   is  not    lo  bo   expected   thai    all   of  ihe  conclusions  of  the 


report  wi'.i  be  accepted  without  question.  The  most  that  can  be 
hoped  is  that  the  opinion  of  the  able  and  disinterested  engineers 
who  prepared  this  report  on  questions  of  fact  will  furnish  a  solid 
basis  for  future  discussion  between  the  parties  in  interest. 

According  to  the  Arnold  estimates,  the  cost  of  a  new  unified  sys- 
tem comprising  745  miles  of  track  would  be  $70,000,000,  exclusive 
of  subways  which  it  is  estimated  would  cost  from  $16,000,000  to 
$20,000,000  more.  The  cost  to  reproduce  new  an  equally  extensive 
system  of  the  same  construction  as  is  now  in  operation  is  placed 
at  about  $56,000,000,  while  if  depreciation  be  computed  the  present 
value  of  745  miles  of  the  existing  systems  is  placed  at  practically 
SO  per  cent  of  the  cost  of  the  new  unified  system.  Thus  it  is  evi- 
dent that  to  adapt  even  the  least  expensive  of  the  plans  recom- 
mended would  involve  an  expenditure  of  from  $14,000,000  to  $35,- 
000,000,  exclusive  of  subways. 

No  business  man  should  need  to  be  told  that  when  investments 
of  such  magnitude  arc  involved,  agreement  can  only  be  reached 
when  those  furnishing  the  capital  are  made  secure,  which  is  an- 
other way  of  saying  that  a  long-term  franchise  is  one  of  the  condi- 
tions involved  in  an  "ideal"  transportation  system  for  Chicago. 

We  consider  that  time  spent  in  trying  to  secure  legislative  action 
to  enable  the  city  of  Chicago  to  own  or  operate  street  railways  to 
be  utterly  wasted;  aside  from  all  economic  questions  we  believe 
political  party  consideration  will  prevent  such  action.  Were  it  not 
for  the  effect  on  the  city  itself  it  might  be  a  good  thing  to  try 
municipal  ownership  in  Chicago,  for  the  sake  of  the  object  lesson 
it  would  be  to  the  rest  of  the  country. 

Of  the  various  plans  outlined  in  Mr.  Arnold's  report  our  prefer- 
ence is  for  the  "Subway  Plan  No.  i"  involving  only  Iiigli  level  sub- 
ways. Low  level  subways  would  require  the  use  of  olovalors,  which 
we  believe  the  experience  of  the  London  "lubes"  has  demonstrated 
lo  be  very  costly. 

.\s  to  the  action  that  will  be  taken  on  the  Chicago  situation  it  is 
perhaps  idle  to  speculate.  The  mayor  favors  waiting  for  enabling 
legislation  looking  to  municipal  ownorsliip,  .iml  has  been  quoted 
recently  as  saying  that  in  event  such  an  act  was  not  passed  and 
the  traction  companies  did  not  meet  the  city's  terms,  he  would  be 
ready  lo  demand  receivers  for  the  street  railways.  The  mayor  and 
the  majority  of  the  transportation  committee  of  the  council  are  not 
in  accord  as  to  their  policy.  At  this  writing  the  activity  displayed 
by  Chicago  traction  securities,  both  stocks  and  bonds,  lends  color  to 
the  persislenl  rumors  that  negotiations  are  well  under  way  for  the 
consolidation  of  the  existing  companies. 


ADVERTISING. 

riio  "Review"  has  always  devoted  oinsidcralilo  space  lo  showing 
tho  desirability  of  advertising  street  railway  lines,  and  has  at  difFcr- 
ont  limes  described  the  methods  of  advertising  used  by  various  com- 
panies, reproducing  striking  illustrations  and  extracts  from  advertis- 
ing literature.  We  arc  always  glad  to  receive  folders,  pamphlets, 
and  other  matter  of  this  naluro,  and  to  learn  the  details  of  plans  for 
increasing  street  railway  traffic  that  have  proved  to  be  ofTeclivc. 

It  is  probably  not  a  difficult  matter  to  convince  a  street  railway 
man  of  the  value  of  advertising,  because  he  generally  has  advertising 
space  in  his  own  cars  and  knows  the  worth  of  it.  The  controversy 
is  more  likely  to  arise  over  the  methods  to  be  adopted  in  securing 
the  desired  publicity. 

The  local  daily  and  weekly  papers  of  a  communily  are  powerful 
factors,  either  for  good  or  bad,  and  il  pays  lo  cultivale  thoir 
acquaintance  and  good  will.  It  is  a  mistake  li>  think  that  usually 
this  is  to  be  done  by  bribery.  Courteous  Iroalnionl  in  reporters 
seeking  information  will  aconiplish  a  groat  deal,  oven  if  llie  desired 
inforniallon  cannot  be  given.  Ac(|uainlance  wilh  llio  editors,  re- 
porters anil  advertising  solicitors  is  sure  to  promulo  friendly  rela- 
tions between  the  company  and  the  newspaper.  Hvory  editor  is 
lo'>king  for  news  items,  and  a  lillle  care  and  Irouble  in  i)reparing 
and  sending  lo  the  newspapers  aimoiincomonls  and  notices  of  in- 
terest regarding  the  company's  business  or  plans,  will  be  appreciated 
at  every  newspaper  office.  It  is  oflen  a  good  investment  for  a  rail- 
way company  lo  take  advertising  space  at  regular  rates  from  time 
lo  time,  and  this  is  coming  lo  be  looked  upon  as  an  excellent  Wciy 
of  nccuring  publicity.  An  inleresling  and  successful  experiment  in 
this  direction,  made  by  llie  Chicago  Union   Traction  Co.  in  nxx),  was 


20 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  i. 


described  in  an  article  in  the  "Review"  for  September,  1900,  page 

495- 

Folders,  pamphlets,  booklets,  illustrated  time  l.iblcs,  etc.,  if  well 
written  and  attractively  prepared,  arc  always  good  and  can  be 
counted  upon  to  show  good  returns  on  the  money  expended.  This 
kind  of  literature  need  not  be  confined  to  advertising  parks  and 
pleasure  resorts,  where  its  value  is  well  recognized,  but  may  be  used 
with  advant.igc  to  give  correct  and  interesting  information  regard- 
ing the  whole  territory  served  by  the  company's  lines,  pointing  out 
the  attractions  of  pleasure  riding,  the  places  to  be  reached,  the  time 
it  will  lake  to  go  anywhere  on  the  system,  and  the  rates  of  fare. 

A  very  effective  means,  not  only  for  gaining  publicity  but  also  for 
fostering  a  more  kindly  feeling  on  the  part  of  the  public  towards 
the  company,  has  been  found  in  the  form  of  a  small  weekly  publica- 
tion, which  can  be  isued  under  the  supervision  of  the  railway  man- 
agement. This  idea  of  a  company  publication  wherever  tried  has 
been  found  very  satisfactory  in  every  way.  In  this  issue  will  be 
found  considerable  information  concerning  <he  "Weekly"  published 
by  the  Detroit  United  Railway.  The  idea  has  been  tried  at  Roches- 
ter, New  Orleans  and  at  other  places,  and  in  every  instance  the 
verdict  has  been  that  there  is  no  better  means  of  reaching  and  inter- 
esting the  public. 

♦-»♦ 

PENNSYLVANIA  RAILROADS  TERMINAL  IN 
NEW  YORK. 


BALL  BEARING  DOOR   HANGER. 


One  of  the  most  interesting  undertakings  in  connection  with 
transportation  in  New  York  City  is  that  of  the  Pennsylvania  Rail- 
road for  securing  a  terminal  on  Manhattan  Island.  In  view  of  the 
engineering  problem  involved  in  the  construction  of  a  double  tunnel 
under  North  River,  four  tunnels  across  Manhattan  Island  and  under 
the  East  River  to  connect  with  the  Long  Island  terminal  at  Long 
Island  City,  the  use  of  electric  power  on  certain  of  the  divisions,  and 
the  equipment  of  power  houses,  the  company  created  a  commission 
of  engineers  to  design  and  supervise  the  construction  of  the  tunnels 
and  appointed  architects  for  the  buildings  and  engineers  for  the 
electrical  and  mechanical  equipment.  The  work  of  bringing  the 
railroad  into  connection  with  the  new  terminal  properties  is  being 
carried  out  by  the  chief  engineer's  department  of  the  Pennsylvania. 

The  commission  in  charge  of  the  tunnel  work  comprises  Col. 
Charles  W.  Raymond,  U.  S.  A.,  engineer  of  the  New  York  Harbor, 
chairman;  Charles  M.  Jacobs,  C.  E.,  chief  engineer  North  River 
section;  Alfred  Noble.  C.  E.,  chief  engineer  East  River  section; 
William  H.  Brown,  chief  engineer  Pennsylvania  Railroad  in  charge 
of  tracks  and  terminal  yard ;  Gustave  Lindenthal,  C.  E.,  bridge  com- 
missioner of  New  York  City;  George  Gibbs,  M.  E.,  first  vice-presi- 
dent Westinghouse,  Church,  Kerr  &  Co.,  in  charge  of  mechanical  en- 
gineering, electric  locomotives  andtraction.  The  architectural  work 
is  in  charge  of  McKim,  Mead  &  White.  Westinghouse,  Church,  Kerr 
&  Co.  have  been  appointed  mechanical  and  electrical  engineers  and 
constructors  and  have  also  been  made  engineers  for  the  architects, 
and  have  been  chosen  by  the  Long  Island  Railroad  to  carry  out  the 
work  of  changing  its  Atlantic  Ave.  line  for  operation  by  electricity. 

Up  to  the  present  time  the  active  engineering  work  has  consisted 
chiefly  of  investigations  and  determinations  concerning  methods, 
quantities,  and  the  feasibility  of  different  plans.  The  commission 
has  been  at  work  since  last  spring,  and  the  architects  and  engineers 
have  had  a  large  force  of  men  actively  employed  since  June  last. 
The  engineers  have  substantially  completed  plans  for  the  Long 
Island  power  house,  upon  which  work  can  be  soon  begun,  this  sta- 
tion being  needed  to  provide  electric  power  for  the  Atlantic  Ave. 
division  of  the  Long  Island  Railroad.  This  power  plant,  together 
with  the  one  in  New  Jersey,  will  serve  the  entire  terminal  system. 

The  terminal  station  in  Manhattan  is,  in  itself,  a  large  undertak- 
ing, as  it  will  cover  a  ground  space  of  1,800  x  500  ft.  The  founda- 
tions will  have  to  be  excavated  some  40  ft.  or  50  ft.  deep.  As  the 
work  progresses  there  will  be  ample  opportunity  for  discussion  of 
the  technical  features,  but  at  the  present  time  one  of  the  most  inter- 
esting points  in  connection  with  the  undertaking  is  the  thorough 
and  efficient  manner  in  which  the  work  has  been  organized. 


The  .accompanying  illustration  shows  a  door  hanger  in  use  at 
the  shops  of  the  Georgia  Railway.  Gas  &  Electric  Co.,  Atlanta, 
Ga.  The  principal  feature  of  the  device  is  the  use  of  a  ball  bear- 
ing in  the  sheave  which  reduces  to  a  minimum  the  horizontal  re- 
sistance in  opening  and  closing.  The  hanger  is  made  of  '/i  in. 
steel    plate   riveted   to   the   channel    iron  forming   the   top   of   the 


l)I.\i;K.\iM  ol'  iiALL  HEAKINi;. 


door.     The   sheave   and   cones   are   finished    from   tool   steel.  By 

having  the  slot  in  the  hanger  as  shown  at  the  right  of  the  side 

view   the   sheave   may   be   removed   by   slackening  the   nut.  The 
cones  are  separated  by  a  fiber  washer. 


BOURNEMOUTH   (ENG.  i  TRAMWAYS. 


On  Saturday,  Dec.  20,  1902,  the  tramway  system  of  Bournemouth, 
Eng.,  was  placed  in  operation.  The  conduit  system  was  adopted  by 
the  Bournemouth  corporation  for  the  principal  section  of  the  tram- 
way scheme  and  is  the  only  system  of  its  kind  at  present  laid  in 
England.  It  is  known  as  the  side  slot  system,  it  and  the  center 
slot  as  well,  being  perfected  by  Mr.  A.  N.  Connett,  who  is  now 
chief  engineer  for  J.  G.  White  &  Co.,  Ltd..  the  contractors  for  the 
Bournemouth  system. 

While  the  road  was  opened  for  operation  on  December  20th,  a 
trial  trip  was  run  on  December  i6th.  At  the  official  opening  there 
were  six  cars,  which  were  filled  with  invited  guests.  In  speaking 
of  the  occasion  of  the  opening  the  Mayor  of  Bournemouth  said  that 
he  wished  all  those  present  to  realize  that  the  contractors,  repre- 
sented by  Mr.  Ross  Hopper,  had  done  their  work  ably;  that  the  job 
had  been  completed  with  the  idea  of  lasting ;  that  it  was  a  permanent 
job  into  which  had  been  put  not  only  the  best  workmanship,  but  the 
best  thought  and  care,  and  that  they  were  all  proud  of  the  under- 
taking. 


MANSFIELD  TECHNICAL  SOCIETY. 


The  Mansfield  Technical  Society,  of  Mansfield,  O.,  has  been 
organized  among  the  officers  and  employes  of  the  Ohio  Brass  Co., 
of  that  city.  The  object  of  the  society  is  the  promotion  of  technical 
knowledge  among  its  members.  The  regular  meetings  of  the  soci- 
ety are  held  on  every  third  Tuesday,  at  which  time  papers  pertain- 
ing to  various  branches  of  technical  work  are  read  and  discussed. 
A  reading  and  reference  library  has  been  established  in  connection 
with  the  society,  and  a  number  of  technical  papers,  trade  journals, 
etc.,  are  kept  on  file  for  the  use  of  the  members.  .-\ny  contributions 
in  the  w,ay  of  scientific  or  trade  papers  will  be  thankfully  received. 


An  interurban  railway  is  being  promoted  to  connect  Des  Moines, 
la.,   and   Omaha. 


The  Georgia  Railway  &  Electric  Co..  of  Atlanta,  Ga.,  has  placed 
orders  for  additional  machinery  and  supplies  which,  it  is  expected, 
will  be  needed  during  the  coming  year.  There  was  included  an 
order  for  a  500-kw.  steam  turbine  unit,  and  if  this  is  satisfactory  it 
is  intended  to  install  larger  units  of  the  same  type  in  1904. 


Jan.  20.  igoj.] 


STREET  RAILWAY  REVIEW. 


21 


Street  Railway  Park  Development. — IL 


A    Discussion  of   Park    Amusements 


Description    of   Street    Railway    Parks    in    Various    Localities  —  Some 
Opinons  from  Park  Managers. 


STREET  RAILWAY  AMUSEMENTS. 


BY  C.  W.  W.M)PELL. 


It  is  a  difficult  matter  to  discuss  street  railway  amusements.  Each 
locality  has  its  own  conditions.  Even  in  cities  of  the  same  size 
conditions  may  materially  differ.  .-Kn  accurate  knowledge  of  these 
local  circumstances  is  indispensable  to  the  discussion  of  street  rail- 
way amusements  to  be  conducted  in  that  locality. 

Of  the  persons  who  may  be  interested  in  this  subject  perhaps  one 
may  have  an  investment  in  a  small  conniiunity,  it  may  be  remote 
from  or  adjacent  to  a  large  city;  another  may  be  located  in  a  large 
and  prosperous  city,  he  may  have  a  very  small  enterprise  or  he  may 
control  all  the  lines  in  the  city ;  others  may  be  interested  in  large 
commercial  centers  under  a  variety  of  conditions.  For  these  rea- 
sons the  subject  can  not  be  discussed  in  a  general  way.  We  shall, 
therefore,  assume  that  we  have  under  consideration  a  specific  lo- 
cality, describe  the  locality  and  its  peculiarities,  and  treat  our  sub- 
ject from  the  standpoint  of  the  conditions  we  assume.  Interested 
persons  may  then  deduce  from  the  analogies  they  may  find  some- 
thing that  may  apply  to  their  own  locality ;  perhaps  in  many  cases 
it  may  be  found  impossible  to  apply  our  ideas. 

Though  local  circumstances  may  require  us  to  employ  different 
methods  in  promoting  street  car  travel,  we  have  a  common  object — 
additional  net  revenue  for  our  street  car  lines.  This  is  the  prin- 
cipal, almost  the  sole,  reason  that  should  actuate  us.  There  may 
be  also  several  more  or  less  indirect  advantages  that  may  accrue. 
Good,  clean  entertainments  if  successfully  conducted  must  have  a 
tendency  to  improve  the  taste,  elevate  the  standards  and  benefit  the 
morals  of  a  community.  Credit  for  substantial  benefits  is  worth 
seeking.  The  good  opinions  of  the  public  have  a  cash  value  to 
street  railway  corporations.  Successfully  conducted  anuisements  of 
the  kind  under  consideration  might  also  become  a  ntatter  of  local 
pride,  and  figure  as  attractive  features  of  the  city.  We  will  not  men- 
tion other  indirect  advantages  at  this  time. 

Small  towns  of  from  five  to  fifteen  thousand  inhabitants  will 
seldom  have  more  than  one  street  car  line  and  with  so  small  a 
population  to  draw  from  must  from  necessity  limit  themselves  to 
entertainments  of  small  cost.  It  may  be  that  the  ideas  that  are 
applicable  to  larger  cities  can  be  trimmed  to  fit  smaller  ones,  but 
we  leave  the  application  to  those  who  may  desire  to  employ  them. 

For  the  purposes  of  this  article  wc  will  assume  that  we  have 
under  consideration  a  city  of  200,000  inhabitants.  It  is  growing 
and  full  of  business  enterprise  and  energy.  It  is  strictly  a  business 
community.  Its  thoughts  are  of  business  and  its  dreams  are  of 
money.  It  has  its  full  quota  of  churches  and  schools.  Railroads 
radiate  in  every  direction  and  it  places  no  limit  on  its  hope  of  future 
greatness.  Its  residence  iX)rtions  follow  the  street  car  lines  in  many 
directions.  Its  homes  are  beautiful  and  luxurious.  It  has  a  con- 
siderable amount  of  culture  but  no  retired  class.  It  has  fine  thea- 
ters, but  those  conducted  on  the  plan  of  popular  prices  are  the 
most  prosperous.  Its  street  railway  business  is  conducted  by  one 
corporation.  In  this  community  we  wish  to  conduct  public  enter- 
tainments for  the  purpose  of  increasing  the  net  receipts  of  the  Street 
Railway  Co.  How  shall  wc  do  it?  The  field  is  rich  enough  and 
big  enough  for  a  large  harvest,  but  how  shall  we  cultivate  and 
reap  it?  Not,  certainly,  by  blindly  opening  a  park  anywhere  we 
may  chance  to  find  sufficient  ground  for  the  purpose;  not  without 
consulting  the  convenience  or  the  desires  of  our  patrons.  On  the 
contrary,  wc  should  canvass  the  situation  thoroughly  and  find  some 
reasonable  ground  upon  which  to  predicate  our  expectations.  If 
imssililc  wc  should  have  a  fixed  policy  to  govern  us.  We  should 
employ  well  considered  Inisiness  methods,  that  have  first  been  rea- 
soned out,  and  then  consistently  follow  them.  We  should  discover. 
if  we  can,  those  human  traits,  propensities  and  weaknesses  which 
underlie  and  govern  the  actions  of  the  people.  If  we  can  find  a 
weak  spot  or  trait,  especially  one  related  to  the  ever-present  love 
of  money,  we  shoidd  sei/c  it  and  make  it  our  servant. 

We  will  find  in  our  oily  many   well-to-do  people  and  a  larger 


number  of  moderate  means,  aiid  a  still  larger  number  who  have 
small  incomes.  One  trait  at  least  belongs  to  all  of  them,  every 
mother's  son  and  daughter  would  like  to  get  somclliing  for  nothing, 
or  at  least  a  great  deal  for  a  little,  which  is  much  the  same  thing. 
This  is  the  bargain  idea  that  enterprising  merchants  use  to  destroy 
female  sanity.  There  is  also  another  weakness  common  to  all.  No 
one  places  a  high  value  on  i-ccnt  or  s-cent  pieces;  if  they  did  the 
postoffice  department  of  the  Government  would  be  a  failure,  and 
street  cars  would  have  to  go  out  of  business.  Even  a  dime  is  lightly 
treated,  but  a  quarter  of  a  dollar,  when  viewed  in  a  lump,  makes 
anyone  think.  Separate  the  quarter  into  five  nickels  and  they  glide 
away  without  a  thought. 

Can  we  employ  those  traits  in  our  business?  If  we  do  we  shall 
have  only  s-cent  car  fares  to  our  place  of  amusement,  and  we  must 
not  charge  more  than  10  cents  admission.  And  we  must  give  such 
high  grade  attractions  that  we  will  seem  to  give  them  away. 

In  our  case,  if  we  create  the  impression  of  much  for  little,  we 
will  have  to  do  it  by  actual  and  literal  performance.  This  will 
mean  a  large  outlay  each  season,  and  it  will  have  to  come  back  in 
nickels  and  dimes.  Can  we  reasonably  expect  so  nuich?  Millions  of 
dollars  are  invested  in  street  railways  and  other  millions  are  ex- 
pended annually  in  car  service,  maintenance,  etc.  The  universal 
fare  is  5  cents.  We  seem  to  do  a  great  deal  for  a  little.  The 
public  does  not  think  much  about  so  little,  it  is  only  5  cents.  We 
know  the  results  of  aggregating  large  numbers  of  these  small  sums 
and  we  have  invested  our  millions  because  we  have  failli  in  the 
results  of  these  s-cent  transactions. 

Why  not  apply  the  same  ideas  to  our  amusement  business  that 
wc  do  to  our  street  railway  business  and  that  the  Government  em- 
ploys in  its  postoffice  department.  We  can,  if  wc  regard  the  math- 
ematical necessity  for  large  capacity  to  transact  such  a  business, 
and  follow  the  lines  of  human  nature  in  entertaining  our  patrons. 

Our  street  railway  lines  must  have  ample  capacity  to  transport 
as  many  persons  as  may  be  required  to  produce  the  results  we  ex- 
pect. Our  place  of  amusement  must  also  have  capacity  to  accom- 
modate as  many  persons  as  arc  necessary  to  make  our  schemes 
profitable.  Next  to  capacity  is  comfort.  Wc  appeal  to  the  love  of 
pleasure.  We  cannot  mix  discomfort  and  enjoymeni,  they  are  like 
oil  and  water.  Discomfort  is  the  oil  and  conies  to  the  top  and 
nothing  else  can  be  seen.  Therefore  comfort  (physical  ease)  should 
have  a  principal  place  in  our  provisions  for  tiansporlation  and  en- 
tertainment. 

A  place  of  amusemcMt  should  be  lucatcd  at  llu-  nio.st  convenient 
place  for  the  largest  number  of  peopU-.  ami  alsn  ,it  a  point  that  is 
accessible  from  all  parts  of  the  city,  and  where  it  may  he  reached 
by  as  many  direct  lines  as  possible.  Some  regard  should  be  paid 
to  the  topography  of  the  site,  the  more  fresh  air  the  better  The 
arrangement  and  construction  of  an  amusement  resort  is  very  im- 
portant. As  we  have  already  observed,  it  should  have  very  large 
capacity,  it  should  also  he  compactly  arranged,  hut  not  so  compati 
as  to  sacrifice  comfort.  There  slioiilrl  lie  plcnly  of  nioni  for  a  very 
large  crowd  to  move  freely. 

The  seats  should  be  arranged  in  aniphilhealer  form,  in  order  to 
facilitate  the  opportunity  for  every  one  to  see  and  hear  and  to  fake 
advantage  of  the  natural  property  of  sound  to  rise. 

The  stage  should  be  large  and  have  a  good  sounding  board  be- 
hind it.  Back  of  the  stage  there  should  be  a  large  number  of 
dressing  rooms  and  two  large  storerooms  and  a  music  room. 
Every  appliance  that  is  ever  likely  to  be  needed  on  the  stage  should 
be  provided  and  kept  in  the  storerooms  ready  for  use.  A  good  shell 
sounding  board  is  very  iinporlanl.  If  it  is  properly  conslriicled,  a 
great  audience  of  many  thousands  can  hear  aud  understand  a  small 
child.  A  good  pipe  organ,  lliongh  not  indispensable,  would  he  a 
valuable  perm.iiirnt  fixture  of  the  sl.igo.  A  good  attraction  must 
be  well  staged  to  get  the  value  out  of  it,  for  that  reason  stage 
arrangement  and  appliances  should  be  as  good  as  they  can  be  made. 

Such  a  place  as  we  have  in  contemplation  shotild  aim  at  open  air 
efTecIs  and  provide  for  the  free  circidation  of  ouldour  .ili  T'luTe 
should  \x  plenty  of  shelter  from  sun  and  rain. 


22 


STRRKT  RAILWAY  RKXIKW. 


[Vol.  XIII.  No.  i 


riic  concessions  should  1..-  grouped  in  allractivc  arrangement 
about  and  mar  the  amphitheater;  they  should  lie  on  and  in  Mic 
midst  of  a  broad  promenade,  paved  with  asphalt  and  well  drained. 
The  promenade  should  surround  the  amphitheater  and  be  very 
roomy. 

l'"or  the  purpose  o(  ornanienlation,  there  should  be  scattered  about 
in  artistic  design  little  patches  of  green  sward,  a  few  choice  flowers 
and  a  fountain  or  two.  This  kind  of  ornamentation  should  not  be 
overdone,  otdy  enough  should  be  used  to  create  a  cool  and  cheer- 
ful appearance.  Klcctric  lights  should  be  used  for  illumination  and 
to  ornament  ihe  stage  and  amphitheater. 

The  hardest  problem  in  arranging  for  such  a  large  audience  is 
lo  get  all  of  it  seated  within  easy  range  of  vision,  so  as  not  to  lose, 
for  instance,  the  facial  expressions  of  an  actor.  Perfection  in  this 
regard  may  not  Ik-  attainable. 

The  place  we  have  described  might  be  called  a  garden,  lo  give  it 
an  outdoor  sound. 

The  main  Teatures  of  the  park  idea  have  been  alKindoned.  If  an 
interested  person  will  observe  the  patronage  of  many  of  the  beau- 
tiful public  parks  ni  our  large  cities  he  can  form  a  correct  Idea 
as  to  whether  it  would  pay  him  to  construct  and  maintain  such  a 
place  lo  promote  car  travel.  He  will  fiivl  that  beer  resorts  and 
other  amuscnienls  far  exceed  the  parks  in  drawing  <iualitics.  It 
is  the  amusement  feature,  therefore,  that  should  be  elaborated. 

We  have  descrilnrd  a  place  of  enterlaimncnt  providing  accommo- 
dation for  many  thousands  at  such  a  place,  and  we  must  produce 
such  attractions  as  arc  best  suited  to  its  dimensions  and  to  pro- 
duce the  revenue  results  we  desire.  There  are  a  large  number  of 
attractions  that  might  Iw  employed.  Large  bands,  like  Sousa's  and 
the  Banda  Rosa,  are  ideal  entertainments  for  such  a  place.  Any 
high  class  production  in  which  music  is  a  feature  would  be  suitable. 
.\n  all  star  vaudeville  show  would  do  for  a  change.  We  might  even 
have  a  circus  sometimes.  Everything  should  be  the  best  of  its 
kind.  Cleanliness,  freshness,  newness  and  variety  should  be  culti- 
vated. With  capacity  and  suitable  facilities  a  high-priced  show  is 
a  much  more  feasible  proposition  at  lo  cents  a  seat  than  in  an  ordi- 
nary theater  or  opera  house  at  $1.50  a  scJt. 

In  selecting  entertainments  for  so  large  a  place  regard  should  be 
paid  to  quantity  as  well  as  quality.  The  public  has  a  sharp  eye  for 
relative  proportions,  for  instance  a  great  singer  without  a  back- 
ground to  give  him  prominence  would  seem  insignificant  in  such 
a  place. 

The  concessions,  if  arranged  as  proposed,  would  be  valuable  and 
should  produce  a  considerable  revenue. 

We  do  not  think  that  intoxicants  should  l>c  sold  at  the  place  we 
have  described.  The  attractions  should  furnish  sufficient  induce- 
ment for  the  attendance.  There  is  always  a  large  part  of  the 
substantial  element  of  society  who  would  oppose  it.  Everything 
should  be  conducted  in  such  a  manner  as  not  to  raise  or  suggest 
moral  questions. 

Street  railway  corporations  have  lo  ask  many  concessions  from 
the  public,  and  for  that  reason  should  avoid  needless  exposure  to 
criticism  from  any  part  of  it. 

In  this  connection  a  word  alniut  the  amusement  manager  may 
not  be  out  of  place.  He  should  be  much  more  than  an  ordinary 
showman.  He  should  combine  with  his  knowledge  of  the  show 
business  all  the  qualities  of  a  business  man  and  a  gentleman.  He 
should  have  some  artistic  taste  and  understand  the  art  of  pleasing. 
He  should  understand  the  faults  and  follies  of  the  public  and  know 
how  to  take  advantage  of  them.  Such  a  man  may  be  Jiard  to  find, 
but  he  is  essential  lo  the  success  of  an  amusement  enterprise  con- 
ducted to  promote  street  car  travel. 

The  central  ideas  of  this  scheme  for  street  car  amusements  may 
be  summed  up  as  follows: 

(1)  Capacity  to  transport  large  numbers  of  people  on  street  car 
lines. 

(2)  Capacity  to  acconmiodate  large  numbers  of  persons  at  place 
of  amusement. 

(3)  A  location  easy  of  access,  one  that  can  be  reached  conve- 
niently from  all  parts  of  the  city. 

(4)  High  class  attractions,  judiciously  selected,  well  staged  and 
handled  and  intelligently  advertised. 

(5)  A  5-cent  fare  to  the  place  of  amusement. 

(6)  An  admission  not  exceeding  10  cents. 

{7)  Ample  provisions  for  comfort  in  transportation  and  at  place 
of  amusement. 


Unless  the  ideas  we  have  advanced  arc  practical  they  are  without 
value;    as  a  test,  we  submit  the  fallowing  questions: 

Would  enough  persons  pay  10  cents  to  hear  Smisa's  band  under 
such  conditions  as  we  propose  lo  cover  the  cost  of  employing  it 
and  presenting  it? 

Would  enough  pay  10  cents  to  hear  itanda  Rosa  to  pay  for  it? 

Would  an  all  star  vaudeville  show  pay  for  itself  at  10  cents  a 
seat? 

Would  a  Grand  May  festival  produced  by  local  talent  and  as- 
sisted by  imported  celebrities  pay  for  the  cost  of  production  at  10 
cents  a  seat? 

If  these  questions  and  similar  ones  can  be  answered  in  the  affirm- 
ative then  our  scheme  is  practical,  for  it  would  be  self-sustaining 
and  our  car  business  would  be  free  from  amusement  expense,  cost- 
ing only  Ihe  usual  train  service,  etc. 

As  was  at  first  remarked,  our  field  is  large  enough  and  rich 
enough.  We  surely  have  plenty  of  room  and  enough  material  to 
insure  success  if  we  operate  on  right  lines. 

Our  views  are  strictly  from  a  street  car  standpoint.  Our  chief 
aim  is  lo  produce  travel,  lo  extract  enough  money  from  the  public 
to  pay  for  the  inducements,  and  lo  cause  Ihem  lo  patronize  our  cars 
lo  the  fullest  extent  possible. 

.An  amusement  resort  might  be  made  profitable,  considered  as  a 
separate  enterprise  and  eiiterlain  a  much  smaller  number  of  per- 
sons than  we  propose,  but  it  would  do  so  by  selling  beer.  etc.. 
exacting,  in  other  words,  much  larger  amounts  from  the  individual 
than  we  should.  This  last  mentioned  idea  seems  at  present  the 
prevailing  one,  but  its  limilalions  cause  it  lo  fall  far  short  of  the 
results  we  desire. 

In  the  managcmenl  of  so  large  an  enler|)rise  it  is  important  to 
secure  to  every  patron  equal  privileges.  No  seals  should  be  re- 
served. A  general  admission  should  l)e  the  only  enlrance  charge. 
The  seals  should  be  free  to  all  on  equal  terms.  Inability  for  any 
part  of  the  public  lo  draw  exclusive  or  distinguishing  lines  is  an 
absolutely  necessary  condition  to  the  success  of  a  great  popular 
resort. 

If  we  give  the  l>cst  and  most  expensive  entertainments  obtainable 
no  one  will  regard  them  as  cheap  or  common;  they  will  be  good 
enough  for  anyone  and  not  too  good  for  anybody.  Every  element 
of  the  public  will  mingle  in  mass  without  complaint  if  they  have 
common  inducements  and  common  rights  and  are  under  reasonable 
restraints  that  bear  on  all  alike. 


RECENT  DATA  ON  RAILWAY  PARKS. 


AUGUST.^,  G.\. 

The  .-\ugusta  Railway  &  Electric  Co.  owns  and  operates  Monte 
Sano  Pavilion,  located  live  miles  from  .Augusta;  this  is  under  the 
management  of  Mr.  G.  H.  Conklin.  At  this  resort  vaudeville  is  the 
only  enlertainmcnt  ever  tried.  The  theater  has  a  capacity  of  900. 
During  the  season  of  1901  the  bill  was  changed  each  week  with  a 
company  of  six  artists.  .Admission  to  the  pavilion  is  free;  a 
charge  of  10  cents  for  ihe  bench  seals  and  15  cents  for  the  opera 
chairs  is  made.  Vaudeville  has  been  tried  for  two  seasons  of  I2 
weeks  each,  but  Mr.  Conklin  stales  that  receipts  from  the  door 
have  barely  paid  running  expenses.  .As  the  extra  cars,  train  hands 
and  power  consumed  add  to  the  cost  of  operating,  the  company 
has  not  been  satisfied,  and  is  conlemplaling  using  a  repertoire  show 
for  next  season,  joining  with  another  city  like  Charleston  lo  ex- 
change companies  after  playing  six  weeks. 


COLUMBUS,   O. 

The  Columbus.  Delaware  &  Marion  Electric  Railroad  Co..  of 
Columbus.  O.,  will  this  winter  open  the  theater  building  recently 
lOmplctcd  at  Stratford  Park,  which  is  20  miles  from  Columbus  and 
5  miles  from  Delaware.  The  altraction  during  the  winter  will  be 
dancing.  The  park  is  operated  by  the  company,  the  manager  being 
Mr.  11.  .A.  Fisher,  general  manager  of  the  railway  company. 


DUBUQUE,   LA. 

Mr.  F.  L.  Dame,  general  manager  of  the  Union  Electric  Co., 
Dubuque  la.,  advises  us  that  the  company  contemplates  operating 
a  park  next   season. 


Jan.  20,  1903.) 


STREET  RAILWAY   RENIKW. 


23 


KANKAKEE,  ILL. 

Kankakee  Electric  Railway  Co.  owns  Electric  Park,  zH  miles 
from  the  city,  which  is  leased  to  Matthew  Kursell.  At  the  theater, 
which  seats  800  people,  melodrama  with  vaudeville  acts  interspersed 
has  been  the  most  satisfactory  form  of  entertainment.  Dancing 
and  music  have  also  proved  attractive. 


CARLISLE,   PA. 

The  Carlisle  &  Mt.  Holly  Ry.,  of  Carlisle,  Pa.,  is  the  lessee  of 
Mt.  Holly  Park,  which  is  managed  by  Mr.  C.  Faller,  superintendent 
and  purcha.'iing  agent  of  the  company.  The  principal  attractions  at 
this  resort  are  iK>aiing  in  summer  and  skating  in  winter.  The  park 
is  located  in  a  gap  in  the  mountain,  and  no  attempt  has  been  made 
to  improve  upon  the  natural  scenery.  This  is  a  very  popular  place 
for  picnics  in  summer,  mountain  walks  and  spring  water  seeming 
to  be  all  the  inducements  required. 


BANGOR,   ME. 

The  Bangor,  Hampden  &  Wintcrport  Ry.,  of  Bangor,  Me.,  owns 
and  operates  Riverside  Park,  located  four  miles  from  Bangor, 
which  is  under  the  management  of  Mr.  C.  E.  Stanford.  A  theater 
accommodating  900  people  is  located  at  the  park,  and  the  manage- 
ment reports  vaudeville  and  Sunday  band  concerts  as  being  the  best 
attractions. 


BAY  CITY,  MICH. 

The  Bay  Cities  Consolidated  Railway  Co.  operates  a  pleasure 
park  situated  on  Saginaw  Bay  and  known  as  Wenona  Beach  Park, 
located  about  s'A  miles  from  Bay  City.  During  the  summer  the  run 
from  the  city  is  made  in  from  22^-  to  25  minutes.  The  park  is 
under  the  management  of  Mr.  L.  W.  Richards. 

Mr.  E.  S.  Dimmock,  general  manager  of  the  railway  company, 
writes  us  that  for  the  past  three  years  the  company  has  operated  a 
very  attractive  theater.  In  October  last  this  building  was  struck  by 
lightning  and  burned  to  the  ground.  The  company  is  now  building 
what  it  considers  one  of  the  largest  and  handsomest  casinos  in  the 
country.  The  size  of  the  building  is  120  .\  130  ft.  and  it  provides 
for  about  2,000  reserved  seats  and  about  500  free  scats.  The  order 
for  opera  chairs  has  just  been  placed  with  the  Grand  Rapids  School 
Furniture  Co.  The  seals  will  be  mahogany  finished  and  folding, 
with  hat  rack,  cane  rack  and  foot  rest.  The  roof  of  the  building 
is  supported  on  trusses,  giving  an  unobstructed  view  of  the  stage 
from  the  auditorium.  The  opening  of  the  stage,  or  drop  curtain,  is 
50  ft.  wide  and  30  ft.  high  and  every  convenience  for  the  performers 


mer,  one  each  afternoon  and  one  each  evening.  Sometimes  there 
are  three  on  Sunday,  according  to  the  allcndauce.  The  company 
provide  a  very  high  class  performance  and  the  salaries  of  the  per- 
formers last  season  amouuled  to  about  $12,000.  The  other  attrac- 
tions are  those  usually  found  at  summer  parks,  such  as  boating, 
Iiatliiug,  fishing,  dancing,  balloon  ascensions,  aerial  acts  and  baud 
music. 

Fig.   I   shows  a  view  of  the  entrance  to  the  park  taken  last  Oc- 
tober.    The  band  stand  and  the  casino  are  at  the  left,  the  conccs- 


'^^Wi  _  m  ■  I  It  ^  If  IM 


FIG.  2-HAV  CITY.  MICH.,  TOISOC.CAN  SLIDE,  WKNONA  BEACH 
I'AKK. 

sion  building  is  at  the  right,  and  the  boat  house  and  Bay  arc  shown 
in  the  distance.  Fig.  2  shows  the  toboggan  slide  running  into  the 
water,  but  it  will  be  noticed  lliat  the  water  was  unusually  low  at  the 
time  the  picture  was  taken.  I'lie  slide  is  50  ft.  high  and  there  is  an 
observatory  at  the  top. 

The  contracts  for  the  new  casino  call  for  its  completion  by  April 
iSth.  One  of  the  important  features  of  the  stage  in  this  building  is 
that  all  the  scenery  is  to  be  worked  from  a  gridiron  and  instead  of 
sliding  will  be  carried  up  to  llie  top  of  llic  building.- 


NEW  BEDFORD,  MASS. 
The  Dartmouth  &  Westport  Street  Railway  Co.,  with  headquar- 
ters at  New  Bedford,  Mass..  owns  and  operates  n  resort  known  as 
Lincoln  Park,  in  the  town  of  Darlmoulh,  seven  miles  from  New 
Bedford.  Last  season  the  park  was  opened  for  three  days.  May 
301I1  and  June  1st  and  2d,  before  the  regular  park  season,  wbieli  diil 


km;.  I-IIAY  city.  MK  11.     BNTKANCE  to  WENDNA   llEAl  II   I'AUK 


in  the   way   of  dressing   rooms,  toilet   and   wash    rooms   have  been 
provided.     Mr.   IJimmock  considers  this  one  of  the  imporlanl   fea- 
tures of  a  theater  for  the  summer  paik,  as  it  gives  the  park  a  good 
name  among  the  performers  and  they  advertise  it  well. 
There  arc  fourteen  performances  per  week  given  during  the  lum- 


not  commence  nil  June  .)olh.  The  company  has  a  theater  witli  500 
seals  and  vaudeville  and  band  concerts  are  reported  as  being  the 
mo.st  remuneralive  entertaininenls.  The  minor  attractions  are 
(irst  class  orchestra  concerts  with  free  daneiiiK,  carousal,  riincb  and 
Judy  shows,  and  patent  swings. 


24 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  i. 


riic  iiiaiKiKiT  of  Lincoln  I'ark  is  Mr,  I.  W  .  Hliclps,  who  writes 
ns  as  follows  on  ihi-  sniijcct  of  street  railway  parks: 

"riic  atlvisabilily  of  street  railway  companies  owning  and  oper- 
ating siinnncr  parks  is  something  that  can  not  be  governed  by  any 
Keneral  rnle  but  by  local  conditions.  There  are  many  roads,  both 
local  and  siibnrl>an,  passing  attractive  spots  where  it  would  be 
profitable  for  the  road  to  own  and  operate  a  summer  park,  but  in 
a  great  many  cases  these  parks  are  very  i)oor  assets.  Especially  is 
ills  true  when  it  is  necessary  to  make  any  considerable  outlay  for 
developing  or   maintaining  the  park. 

"Crowded  cars  for  a  short  time  during  park  season  is  far  from 
being  a  sure  indication  that  a  company  is  making  money  by  oper- 
ating a  summer  park,  as  many  roads  have  already  learned.  Where 
a  road  passes  a  spot  which  is  a  natural  summer  resort,  such  as  a 
.shore  front  or  attractive  grove,  and  it  is  not  necessary  to  make  any 
considerable  outlay  for  buildings  or  maintenance,  it  will  generally 
be  found  profitable  to  encourage  travel  to  that  spot  by  some  special 
attraction ;  such  as  band  concerts  or  other  popular  form  of  enter- 
tainment, where  this  can  be  done  at  limited  expense,  but  in  our 
Xew  England  climate  where  the  park  season  is  short  and  with 
the  possibility  of  considerable  cool  and  wet  weather,  parks  arc  apt 
lo  prove  'a  snare  and  delusion.' 

■■The  first  cost  of  such  parks,  logither  with  expense  of  develop- 
ing and  improving  to  the  point  of  being  attractive,  the  expense  of 
ii;aintenance  which  is  always  a  considerable  item  in  well  managed 
parks,  the  additional  rolling  stock  necessary  to  accommodate  the  in- 
creased travel  for  a  brief  period  only,  the  necessity  of  using  motor- 
men  and  conductors  of  limited  experience  or  of  overworking  reg- 
ular men  during  rush  travel  and  the  additional  liability  to  accidents 
on  account  of  this  necessity  all  make  a  combination  which  is  worth 
considering  before  engaging  in  park  business. 

■'If  a  road  has  a  steady,  profitable  business,  in  the  great  majority 
of  cases  it  will  be  found  more  profitable  to  confine  the  energies  of 
the  management  to  the  subject  of  transportation  and  let  the  other 
fellow  own  and  operate  the  summer  parks." 

We  believe  that  many  of  our  readers  will  be  interested  in  the 
■'conditions  of  every  contract"  made  by  Mr.  Phelps,  as  park  man- 
ager, with  theatrical  people.  These  conditions  are  printed  on  the 
park  stationery  with  the  injunction  to  "read  conditions  before  read- 
ing letter."     These  conditions  are  as  follows : 

"The  management  positively  reserves  the  right  to  annul  and 
terminate  an  engagement,  with  forfeiture  of  all  claims  for  services, 
any  time  before  or  after  a  single  performance  of  any  incompe- 
tent person. 

"When  writing  for  an  engagement  slate  the  last  time  you  worked 
New  Bedford  or  Fall   River,  and  where. 

■■Two  shows  each  day;  possibly  extra  shows  Saturday  and 
holidays. 

".Ml  performers  engaged  ojkti  on  .Monday  and  close  Saturday 
night. 

"Clean  photographs  for  lobby  must  be  sent  in  lime  to  reach  this 
otfice  not  later  than  Thursday  before  act  opens.  If  photos  are  not 
received  or  a  letter  of  explanation  on  or  before  Thursday  before 
net  is  booked  to  open,  act  will  be  cancelled  without  further  notice. 
"Performers  must  report  in  person  at  office  of  Dartmouth  & 
Wcstport  Street  Railway  Co.  not  later  than  9  a.  m.  on  the  day 
act  is  Iwoked  lo  open  or  contract  will  be  cancelled. 

"Baggage  will  be  taken   from  depot  to  the  park  and  returned  to 

depot  in  New  Bedford,  provided  check  is  left  at  office  of  Dartmouth 

&•  Wcstport  Street  Ry.  before  9  a.  m.  the  day  act  is  Ixioked  to  open. 

"Rehearsal  at  I  p.  m.  on  day  act  opens,  if  management  so  elects." 


COUNCIL  BLUFFS.  lA. 

The  Omaha  &  Council  Bluffs  Railway  &  Bridge  Co.  has  for  sonic 
years  operated  Lake  Manawa  Park,  a  tract  of  some  700  acres  with 
a  shore  line  of  nine  miles;  the  park  is  three  miles  from  Council 
BlufTs  and  eight  miles  from  Omaha.  The  company  has  erected  a 
theater  with  capacity  for  2,600  persons,  but  has  not  obtained  satis- 
factory results.  Band  music  and  water  are  better  attractions  than 
the  theater,  although  nearly  everything  in  the  way  of  theatrical 
entertainments  has  been  tried.  The  park  is  under  the  manage- 
ment of  Mr.  E.  H.  Odell. 

In  the  "Review"  for  July.  lyoi,  we  published  a  brief  description 
of  this  park  with  a  view  of  the  lake  shore.  In  reply  lo  a  recent 
inquiry  Mr.  W.  B.  Tarkinglon.  general  superintendent  of  the  street 


railway  company,  has  added  .some  further  details  to  the  information 
we  have  previously   published.     Mr.    Tarkinglon   says: 

'■The  park  has  a  very  fine  bathing  beach  and  the  lake  is  large 
eiiougli  for  yacht  racing.  We  have  had  a  series  of  races  between 
yachts  brought  from  St.  Joseph,  Mo.,  :.nd  the  yachts  owned  by 
the  Council  Bluffs  Vachi  Club,  which  has  a  lleet  of  18  or  20  yachts. 
The  Yacht  Club  and  Rowing  .\ssceiation  has  built  a  very  attractive 
private  boat  club  house  where  are  kept  private  row  Ijoats,  racing 
shells  and  gasoline  launches  belonging  to  ils  members.  This  com- 
pany owns  two  42-ft.  electric  launches  that  will  scat  about  75  per- 
sons each,  one  steam  launch  about  30  it.  long  and  one  gasoline 
launch  about  25  ft. 

"The  Kursaal  is  on  the  s(juth  side  of  the  lake  and  the  cars  run 
to  Manawa  Park,  which  is  situated  on  the  north  side.  We  use 
the  launches  to  transport  across  the  lake  passengers  who  wish  lo 
enjoy  the  bathing.  A  very  fine  table  d'hote  dinner  is  served  at  the 
Kursaal  and  music  for  dancing  is  furnished.  The  lower  story  of 
this  building  is  given  up  lo  the  lath  rooms  and  contains  200  large 
size  rooms.  It  is  complete  in  every  particular,  having  shower 
baths  and  toilet  facilities  for  l»th  men  and  women,  and  is  pro- 
nounced by  those  best  able  lo  judge  to  be  finer  and  more  complete 
than  any  of  the  bath  houses  along  the  .Atlantic  coast.  Its  cost  was 
very  close  to  $15,000. 

"Upon  the  north  side  of  the  lake  at  Lake  .Manawa  Park  is  main- 
tained during  the  months  of  June,  July  and  .'Vugust  a  first  class 
band,  consisting  of  35  to  40  members.  When  I  say  first  class,  I 
speak  advisedly.  This  is  not  a  cheap  organization,  but  is  composed 
of  men  of  reputation  brought  from  various  points,  and  who  are 
above  the  average  in  musical  ability.  W  t  also  have  a  number  of 
men  who  arc  artists  upon  iheir  particular  instrument. 

"We  have  a  large  casino  theater,  seating  capacily  2,600,  given 
over  to  various  entertainments.  We  also  have  a  bowling  alley,  con- 
sisting of  four  regulation  alleys,  a  shooting  gallery  and  a  large 
and  very  handsome  merry-go-round. 

"F.very  Saturday  and  Sunday  afteniooii  there  is  a  game  of  base- 
ball between  well  known  clubs. 

"At  a  large  pavilion  conducted  by  Omaha's  most  famous  caterer 
everything  in  his  line  can  be  obtained,  and  all  arc  served  in  the 
very  best  style.  The  pavilion  will  scat  several  hundred  people  and 
the  building  is  so  situated  upon  the  shore  of  the  lake  that  its  pa- 
trons have  a  view  of  the  water  and  can  also  enjoy  the  music  of 
the  band. 

".\fler  the  close  of  the  summer  sea.son  and  during  the  football 
season  we  endeavor  lo  have  a  game  of  football  at  the  lake  every 
Saturday  afternoon.  These  have  proved  an  attraction  and  have 
lecn  liberally  patronized.  The  average  attendance  during  the 
months  of  June,  July  and  /Xugusl,  1901.  was  about  2,000  per  day. 
The  Sunday  crowds  of  course  arc  larger,  and  during  the  past 
season  we  handled  on  our  heaviest  day  aliout  20,000  people.  This 
number  was  increased  aliout  10,000  by  those  who  went  to  the  park 
by  conveyance  other  than  the  cars,  people  from  the  surrounding 
country  who  drove  and  also  a  large  minibcr  from  the  cities  who 
(trove  in  their  carriages. 

■'We  arc  constantly  improving  the  lake.  .V  large  steam  dredge 
is  in  operation,  dredging  new  channels  and  protecting  and  beauti- 
fying this  Ixidy  of  water,  which  is  the  only  lake  of  any  size  situated 
near  the  tri-cities  of  Omaha.  South  Omaha  and  Council  Bluffs. 

"Little  effort  has  been  made  to  have  the  place  patronized  during 
the  winter  months.  In  this  country  there  are  so  many  places  where 
people  can  skate  that  we  do  not  feel  it  would  pay  us  lo  run  a  service 
for  this  purpose.  We  have  erected  a  large  ice  house  of  a  capacity 
of  2,000  tons  and  put  up  ice  for  the  use  of  the  caterer  during  the 
summer  months,  and  there  is  every  prospect  that  the  ice  business 
at  the  lake  can  be  made  very  remunerative.  We  have  just  com- 
pleted the  erection  of  a  large  boat  house  for  the  protection  of  our 
flotilla  during  the  winter  months,  .\fter  the  season  closes  we  take 
all  the  fleet  from  the  water,  including  rliout  too  row  boats,  and 
they  are  stored  properly  in  the  building  and  repaired  and  painted 
for  next  season's  use." 


BINGIIAMTON.  N.  V. 
The  liinghamton  Railway  Co.  has  for  several  years  operated 
pleasure  resorts  and  now  has  two  parks  on  ils  line:  the  Casino,  at 
Endicott,  eight  miles  from  the  cenler  of  Binghamton,  and  Ross 
Park,  which  is  only  one  and  one-half  miles  from  the  center  of  the 
city,  both  of  which  are  under  the  management  of  Mr.  J.  P.  E.  Clark, 


Jan.  20.  1903.) 


STREET  RAILWAY   RE\TEW. 


25 


general  manager  of  the  company.  At  these  parks  ihe  most  renuiner- 
alive  class  of  entertainment  has  been  vaudeville.  Other  attractions 
provided  at  the  parks  inclndc  fireworks,  daily  band  concerts,  riding 
galleries  and  numerous  special  features. 

This  company  is,  we  believe,  the  pioneer  in  giving  vaudeville  en- 
tertainments in  |>arks  as  a  means  of  stimulating  street  railway 
traffic,  having  followed  this  practice  since  1890.  Mr.  Clark,  has 
always  taken  a  deep  interest  in  this  subject,  on  which  he  is  recog- 
nized as  an  authority;  many  will  recall  ihe  article  on  "Parks  and 
Free  Entertainments  as  a  Means  of  Stimulating  Street  Railway 
Traflic."  by  Mr.  Clark,  which  was  published  in  the  "Review"  for 
.\pril.   i8q9,  page  228,  and  has  been  frequently  quoted. 

In  that  article  the  methods  then  pursued  by  the  Hiughamton 
Railway  Co.  were  outlined,  and  there  has  since  been  no  change 
m  policy.  The  company  advocates  parks  for  operation  in  con- 
junction with  street  railways,  "and  the  management  is  firmly  con- 
vinced that  the  park  should  be  opera'.ed  by  the  railway  company. 
It  is  considered  eminently  imporlaut  that  .street  railway  parks  shall 
be  operated  in  a  manner  not  to  offend  the  most  fastidious,  catering 
especially  to  ladies  and  children;  this  necessitates  the  utmost  re- 
spectability and  the   entire  absence  of  all   iiuoxicating  drinks. 


GRAND  RAPIDS,  MICH. 

The  Grand  Rapids  Railway  Co.  operates  two  parks  called  Reed's 
Lake  Park  and  North  Park.  The  former  is  operated  by  the  rail- 
»vay  company  under  the  supervision  of  Mr.  G.  S.  Johnson,  vice- 
president  and  general  manager  of  the  company,  and  North  Park  is 
leased  to  Messrs.  Zindel  &  Hart.  In  regard  to  the  operation  of  the 
parks  Mr.  Johnson  says  : 

"The  two  parks  are  entirely  dilTerent  in  character  and  are  located 
in  opposite  directions  from  the  center  of  the  city,  each  being  about 
four  miles  from  the  center.  Reed's  Lake  is  southeast,  and  North 
Park  is  northwest  of  the  city.  The  city  also  owns  a  park  called  the 
John  Ball  Park,  covering  100  acres  of  timbered  hills,  laid  out  with 
flower  gardens  and  drives  and  containing  small  streams,  fish  ponds, 
cages  of  animals  and  a  large  deer  park.  The  railway  company  ad- 
vertises these  places  under  the  name  of  "The  Big  Three."  An 
agent  is  kept  traveling  through  the  towns  within  a  raJius  of  100 
miles  from  Grand  Rapids  during  Ihe  whole  summer,  distributing 
pictures  of  the  places  of  anuisement  and  other  advertising  matter. 
[Hisling  bills  for  the  theater  at  Reed's  Lake  and  organizing  excur- 
sions.     The  company  finds  this  advertising  service  very  satisfactory. 

"North  Park  comprises  aboiu   16  acres  and  is  located  on  ilie  b:nil< 


Ireslimem  stands,  a  handsome  dining  ruum,  kitchens,  etc.  On  the 
second  fioor  is  one  of  the  finest  dancing  floors  to  be  found  in  use 
anywhere,  with  cloak  rooms,  promenades  and  every  convenience  re- 
quired. .\t  the  river  a  good  boat  livery  is  maintained  and  it  is 
well  patronized.  This  park  also  receives  a  good  deal  of  benefit  from 
the  elk  and  deer  parks  of  the  Soldiers'  Home,  which  adjoin  the 
company's  grove. 

"Reed's   Lake   is   altoijelher   a   dilTereiil    place   and    is   operated    on 
ililTerenI    plans.       Here    :i    l.ii'se    tlie;iler    is    maiiilained    during    llie 


I'll..  A     l.R.VN'l)   K.M'IDS.   MR  II..    PU.NU    (.KollNli 


.\oK  in    l'.\KI\. 


whole  sunniKT.  No  admission  is  eluiiKed  to  the  grounds  or  the 
theater,  but  a  revenue  is  derived  from  the  sale  of  seats  in  the 
theater  and  although  people  may  stand  and  see  the  show  nearly  as 
well  as  in  ihe  seats,  the  seals  are  well  occupied  at  prices  of  10  cents 
for  lun-eservcd  to  25  cents  for  reserved  seats.  Seat  tickets  may  be 
purchased  at  the  box  office  in  the  theater  or  at  an  agency  down  town. 
The  refreshment  privileges  arc  leased  and  a  fair  rcveiuie  obtained 
therefrom.  No  intoxicating  liquor  is  sold  by  the  company  or  al- 
lowed to  he  sold  on  its  grounds  cither  at  North  Park  or  Reed's 
Lake.  Beer  gardens  are  operated  by  other  parties  at  Reed's  T-ake 
near  ihe  railw.iy  company's  resort.  Iinl   those  who  attend  Ihe  theater 


.    .:  -*                                                            "                     .,    -■"■'"-,%l' 
■-            .         At' 

^  "  "'"'  '"•• 

^^^B  ^^J^to.^  ^.» .  rTn-..T-Kn  ;tvI  m 

SI    I"^^^SS 

mif^mim   ^}^m^^'^^ 

1^-    .  ^  __  B_  .^ 

KKl.  3    I.KANIl  KAIMDS.  MICH..  DKIVKWAV    IN   JilllN   IIAI.I.   I'AKK. 


of  the  Grand  River  near  the  Michigan  Soldiert'  Home  and  Ihe  Stale 
Fair  Grounds.  'Hie  river  Is  very  pretty  at  this  point  and  is  about 
600  fl.  wide.  The  Grand  Rapids  Boat  and  Canoe  Club  has  its  club 
honie  there  and  the  Consolidaled  Sportsmen's  Association  also  has 
fine  Kroiinds  and  a  club  house  near  by.  The  company  owns  a 
pavilion  that  cost  about  $15,000,  which  it  leases  to  a  firm  of  caterers. 
On  the  first  floor  of  Ihe  building  are  soda  fountains,  lunch  and  rc- 


or  other  ainusenienls  or  ride  on  the  sleaniers  lliat  ply  the  lake  need 
no!  be  afTected  in  any  way  by  these  placA  or  llieir  patrons. 

"Of  course  ibis  resorl  being  on  the  shore  of  a  very  prelly  lake 
allows  nnlimilrd  facilities  for  the  operation  of  small  boats  of  all 
kinds  anil  there  arc  two  large  size  steamers  which  run  there  all 
summer.  On  the  company's  grounds  there  arc  merry-go-rounds, 
shooting    galleries,    photographic    outfits,    cane    racks    and    similar 


26 


STREET  KAILVVAY  REVIEW. 


[Vol.  XIII,  No.  i. 


anitiscmciits  in  considerable  iiiiiiiIkts.     This  winter  a  fignrc-8  roller 
tohogK=>'>  slide  is  being  con.strncted  on  tlie  premises. 

"On  account  of  a  village  of  considerable  size  being  located  near 
the  ends  of  the  car  lines  which  rnn  to  these  resorts  a  lO-niinutc  car 
service  is  maintained  the  year  around  and  extra  cars  are  used  as 
the  traffic  requires.  The  company  is  so  situated  that  it  can  send 
one  cir  a  minute  from  the  center  of  the  city  to  either  of  these  re- 
sorts and  can  operate  the  cars  with  or  without  trailers,  thereby 
handling  many  thousands  of  people  within  a  very  short  period.  As 
many  as  10,000  people  have  visited  Reed's  Lake  Park  at  one  time 
and  20.000  or  more  during  a   holiday.     As  many   as   20,000  people 


swinging  two  hundred  at  one  time.  VVc  have  a  check  room  for 
taking  care  of  the  baskets  of  picnickers  and  an  attendant  in  charge 
of  a  large  gasoline  stove,  with  alxnit  one  and  one-half  dozen  coffee 
pots  of  different  sizes,  who  makes  cofT<;c  for  the  picnic  parlies  free 
of  charge,  the  parties  furnishing  their  own  coffee  and  the  attendant 
doing  the  rest. 

"The  results  of  operating  the  park  luring  the  season  of  1Q02 
were  entirely  satisfactory,  .md  the  indicitions  are  that  the  patron- 
age for  the  season  of  igoj  will  l>e  materially  larger  than  during 
the  season  of  1902.  .\t  the  end  of  the  same  line  where  the  com- 
pany's park  is  located  the  city  has  acquired   115  acres  for  a  public 


1  11..  S-1;RAND  rapids,  MICH.,  roller  To1Hph..\.\.  KhtU'S  LAKK. 


have  been  carried  to  North  Park  and  the  Fair  Grounds  in  a  day, 
and  from  10,000  to  15,000  to  John  Ball  Park.  The  summer  resort 
business  is  consequently,  during  its  season,  a  very  important  feature 
in  the  company's  operations  and  everything  possible  within  reason 
is  being  done  to  increase  it.  The  company  has  found  this  branch  of 
its  business  to  be  a  very  gratifying  success." 


park,  and  wc  anticipate  that  as  the  city  makes  improvements  on 
its  paiJ<  wc  will  be  able  to  derive  a  good  revenue  from  that  source 
also." 


EVANSVILLE,  IND. 

Late  in  igoi  the  Evansville  Electric  Railway  Co.  built  an  ex- 
tension to  some  high  land  west  of  the  city,  the  terminus  of  the 
new  line  being  about  four  miles  from  the  center  of  the  city.  At 
this  point  the  Indiana  .\mnsemcnt  Co.,  a  subsidiary  company 
which  the  railway  company  controls  through  stock  ownership, 
acquired  to  acres  of  rolling  woodland  and  erected  buildings  suit- 
able for  an  outdoor  pleasure  resort.  The  manager  of  the  Indiana 
Amusement  Co.  is  Mr.  H.  D.  Moran,  general  manager  of  the  rail- 
way company.  Concerning  the  equipment  of  the  park,  Mr.  Moran 
writes  as  follows: 

"We  have  a  covered  stage,  no  roof  over  the  auditorium,  tlie  nat- 
ural forest  trees  furnishing  shade  at  any  time 
of  day  the  entertainments  arc  in  progress.  The 
slope  of  the  land  is  about  the  same  as  the 
slope  given  the  auditorium  of  a  theater,  and 
the  stage  and  auditorium  are  surrounded  by 
lattice  work,  so  constructed  as  not  to  interfere 
with  the  free  circulation  of  air,  but  to  obstruct 
the  view  of  persons  outside  the  enclosure 
For  admission  to  the  vaudeville  performances, 
which  we  give  afternoon  and  night,  we  make 
a  charge  of  10  cents  for  an  ordinary  seat  and 
15  cents  for  a  reserved  seat,  the  idea  beinn 
to  make  the  show  pay  for  itself.  We  also 
operate  a  merry-go-round,  for  which  we  make 
the  usual  charge  of  5  cents.  We  lease  the 
privilege  of  selling  light  refreshments,  such 
as  soda  water,  ice  cream,  lemonade,  popcorn, 
peanuts,  etc.  The  sale  of  intoxicants  upon  the 
premises  is  prohibited,  and  owing  to  favorable  conditions  wc  have 
been  able  to  jirevent  the  sale  of  liquors  at  any  point  within  the 
distance  of  a  half  mile  from  our  park.  The  absence  of  intoxicants 
appeals  very  .strongly  .to  a  certain  class  of  people,  and  the  park 
immediately  became  a  favorite  place  for  outdoor  family  gatherings. 

"In  addition  to  the  two  paid  attractions,  we  provide  free  two 
orchestrian  concerts  per  day,  and  a  free  library  and  reading  room, 
stocked  with  about  two  hundred  books  and  magazines.  We  main- 
tain a  small  zoo  and  an  aviary  stocked  with  about  one  hundred 
foreign  birds;  also  free  swings  for  the  children  (which,  by  the 
way,  are  well  patronized  by  the  older  people),  having  a  capacity  for 


SAN  ANTONIO,  TEX. 

The  San  .Vntonio  Traction  Co.  has  a  base  ball  park,  but  does 
not  operate  any  pleasure  resort.  There  are  two  city  parks  on  the 
lines  of  the  company. 


BERLIN,   X.    il. 

The  Berlin  Street  Railway  Co.  owns  a  park  of  some  40  acres 
ab<.Hit  half  of  which  is  cleared  and  half  wood  land,  and  has  at 
present  a  casino  45  x  70.  ft.  which  it  is  the  intention  to  keep  open 
all  winter.  This  resort  is  known  as  Cascade  Park  and  is  Ij-j  miles 
from  Berlin  and  four  miles  from  Gorham.  The  road  was  only 
opened  for  operation  la.st  fall,  so  that  the  company  has  been  unable, 
as  yet,  to  carry  out  all  its  plans  for  improving  the  park.  Mr.  W.  J. 
Jones,  manager  of  the  company,  writes  us  as  follows  concerning  the 


FIG.  6-GRAND  RAPIDS,  MICH..  SHORE  VIEW,  REED'S  LAKE. 


plans  for  the  park:  "The  park  has  a  natural  anii)hithcatcr  which 
wc  intend  to  utilize  for  a  rustic  theater  and  a  grand  stand  for  rac- 
ing and  ball  games  and  also  to  l.iy  out  tennis  court,  croquet  grounds, 
which  latter  will  be  on  a  higher  level  than  the  ball  ground  and  race 
course.  W'e  have  at  the  present  time  a  casino  45  x  70,  and  which 
wc  intend  to  keep  open  this  winter.  We  arc  well  equipped  with  afl 
the  necssary  utensils  to  .serve  banquets,  which  will  be  served  on 
the  third  floor,  the  second  floor  being  used  for  a  ball  room  and  the 
basement  for  kitchen,  lunch  counters,  toilets  and  Ixiiler  room.  There 
is  a  small  sheet  of-  water  which  wc  intend  to  open  or  clear  off  for 
skating  purposes,  and  if  this  is  not  large  enough  we  can  flood  the 


Jan.  20.  1903.] 


STREET  RAILWAY   RIA'IRW. 


27 


lower  level  and  make  a  lake  ot  eight  acres.  This  park  is  absolutely 
the  only  outlet  for  the  people  here  unless  they  travel  to  Portland, 
a  distance  of  100  miles,  and  they  are  of  a  class  that  patronize  such 
amusements  as  we  can  offer.  The  ride  over  the  entire  distance, 
eight  miles,  is  one  of  the  most  attractive  that  I  know  of,  as  we 
are  in  view  of  the  Androscoggin  River  for  the  entire  distance  and 
have  the  Presidential  Range  of  mountains  on  our  right  and  lesser 
mountains  and  hills  on  our  left,  going  south." 


ST.  LOUIS. 
The  St.  Louis  &  Suburban  Railway  Co.  has  located  on  its  line. 
"Suburban  Garden, "  some  scenes  in  which  were  illustrated  in  thi- 
"Rcview"  for  March,  1902,  page  157.  This  resort  is  owned  ati<l 
operated  by  the  Suburban  Garden  .\nuisement  Co.,  of  which  Mr. 
T.  M.  Jenkins,  general  manager  of  the  railway  company,  is  presi- 
dent and  general  manager.  The  park  is  about  25  minutes'  ride 
from  the  center  of  St.  Louis  and  the  improvements  include  a  theater 
with  a  capacity  for  2.000  persons,  scenic  railway,  electric  fountain, 
merry-go-round,  ostrich  farm,  baby  rack,  shooting  gallery,  cane 
rack  and  band  stand.  In  addition  there  is  an  excellent  cafe  and  a 
point  is  made  of  band  concerts.  Mr.  Jenkins  advises  us  that  higli 
class  vaudeville  has  proved  to  be  the  most  remunerative  theatrical 
attraction.  The  road  to  the  garden  is  along  a  private  right  of  way 
which  is  known  throughout  the  county  for  its  picturesque  scenery. 


B.\LTIMORE,  MD. 
The  United  Railways  &  Electric  Co.,  of  Baltimore.  The  com 
pany  owns  and  operates  two  pleasure  resorts,  which  were  described 
al  some  length  in  the  "Review"  for  .Xu.eiust,  IQOI.  They  are  both 
under  the  management  of  Col.  Robert  Hough.  Lakeside  Park  is 
located  four  miles  north  of  the  city  and  Gwynn  Oak  Park  si.^c  miles 
northwest.  .•\t  the  latter  is  an  open-air  theater  and  at  Lakeside 
Park  dancing,  merry-go-rounds  and  similar  attractions  have  been 
mo.st  satisfactory.  This  is  a  popular  resort  for  picnic  parties.  At 
Gwynn  Oak  there  is  what  is  considered  the  finest  dancing  pavillion 
in  the  state  and  free  vaudeville  entertainments,  balloon  ascensions, 
high  wire  performance,  etc.,  have  been  most  satisfactory  in  attract- 
ing crowds. 


WOODSTOCK,  ONT. 

The  Woodstock.  Thames  Valley  &  Ingersoll  Electric  Railway  Co.. 
of  Woodstock.  Onl.,  owns  and  operates  Fairmount  Park,  located 
five  miles   from  Woodstock.     The  resort   is  nudtr  the  management 


y\i..-     (.KAMI   KAIMDS.  Ml(  II..  KA.MON.X    AlllilTnH  II   M.   KKKK  ^^ 
I.AKK. 

of  Mr.  Thomas  Walsh,  who  reports  that  a  stock  company  theater 
has  l>een  the  mo-it  remunerative  anri  sali'ifaclory  park  allraction. 
The  theater  at  this  park  has  a  capacity  for  ftoo  persons. 


Tht 

Park. 


AUSTIN,  TEX. 
Austin  (Tex.)  Electric  Railway  Co,  owns  and  operates  Hyde 
2'/,  miles  north  of  the  city,  which  is  managed  by  Mr.  E.  E. 


Scovill.  supeiinuiulenl  of  ilic  railway  cunipany.  The  experience 
of  the  conipLiny  with  lliis  park,  at  which  there  is  a  theater  that 
will  accommodate  1,100  people,,  has  been  extremely  unsatisfactory, 
and  Mr.  Scovill  writes  us  that  nearly  everything  in  the  way  of 
attractions  has  been  tried  without  results.  No  entertainments 
can  be  given  at  the  park  on  Sunday  because  it  is  in  close  proximity 
to  a  church.  It  is  very  prulwble  that  the  theater  and  other  build- 
ings al    Hyde   Park   will   be  removed  to  ibc  grounds  of  the   Austin 


FIC.  s     (,KAN1)  RA1>1I>S,    MILII,.  RAMONA   AT  NIGHT,  KKKHS  LAKE 

Fair  .Association,  which  would  dluiaU-  llu-  diflicnlly  diif  u>  Iho  un- 
favorable local  inn. 


NEW  ORLEANS. 

The  New  Orleans  Railways  Co.  has  three  pleasure  parks  known 
respectively  as  .'Xthlelic  Park,  Rase  Ball  Park  and  West  End.  wliicli 
last  is  a  lake  resort  about  six  miles  from  the  center  of  New  Orleans, 
the  other  two  each  being  about  three  miles  from  the  center  of  the 
city.  Athletic  Park  is  leased  to  the  Orpheum-Athletic  Park  Co., 
C.  E.  Bray,  manager;  Base  Ball  Park  is  leased  to  the  Base  Ball 
.Association,  Abner  Powell,  manager;  West  End  is  operated  by  the 
Railways  company  and  is  in  charge  of  Mr.  John  G.  Woods,  general 
manager  of  the  railroad  departmenl.  The  entertainments  last  sea- 
son were  as  follows:  Light  opera  at  .Athletic  Park,  which  is  tlie 
only  one  having  a  theater;  Imse  ball,  foot  ball  and  all  other  kinds 
of  outdoor  sports  at  Base  Ball  Park ;  band  concerts  and  variety 
specialties  al  West  lind.  West  l''.nd  is  on  the  shore  of  Lake  Pont- 
cbarlrain,  which  is  some  25  miles  wide,  and  has  the  best  of  facili- 
lies  for  boating,  fishing  and  yachling.  The  resort  is  also  made 
|iii|inl.ir  liy  llie  excellent   vesl.-iurani   accoinniodalions. 


la,    I'A.'^O,     ri'.N. 

Wasliinglnn  I'ark,  Icn-.iliil  .ihcuil  iliii-e  miles  Iroiu  El  Paso,  nii 
llu-  line  of  llie  l'"l  I'aso  ICIeclric  Railway  Co.,  is  opernled  by  the 
I'.unne  .Athletic  .Association,  J,  II.  I'.oune  being  the  manager  of  llie 
park.  Last  sinnnier  Ihealrical  ciiU  rl.iiniiienis  were  given,  a  leiil 
serving  as  the  auditorium. 


MinOLETOWN.  CONN, 
I  111  ,\liildUlown  Street  Railway  Co.  owns  and  operates  Lake 
View  Park,  some  three  miles  from  the  city,  the  park  manager  being 
Charles  II,  Chapman,  superintendent  of  the  railway  company,  .At 
ihe  park  is  a  ihealer  which  will  accommodate  700  people,  and  Mr 
(hapman  slates  ihal  vaudeville  is  the  inosl  reiniineralive  atlraclion 
In  Ibis  connection  he  also  slates  thai  Ihe  company  finds  it  greatly 
In  its  advantage  lo  be  in  a  ihealrical  park  circnil  which,  by  giving 
Ihe  ihealrical  performers  a  whole  season's  work  under  one  manage- 
ment pcrmils  Ihe  difTerenI  |iarks  forming  the  circuit  lo  rcali/c  large 
savings,  the  performers  being  willing  lo  accept  smaller  sal.irics  when 
their  contracts  arc  for  12  weeks  instead  of  one.  Billiard  and  pool 
tables,  a  half  mile  track,  dancing  pavillion  and  facililics  for  boating 
are  also  found  at  this  resort. 


28 


stri-:i:t  railway  review. 


[Vol.  XIII,  No.  i. 


PIECE  WORK. 


.■\  |Ki|Hi  •'II  iliis  siilijoct  was  recently  read  before  llic  Canailiaii 
Electrical  Ouli  by  Mr.  tins  Girotix,  mechanical  inspector  of  llie  Can- 
adian Pacific  Ry..  in  which  the  antlior  lakes  the  grounil  that  Ih'.'  day 
system  iloes  not  offer  Mifticicnt  incentive  to  the  working  man.  So 
long  as  it  is  oidy  a  matter  of  pntting  in  a  certain  nnmher  of  hours 
daily  at  a  fixeil  rale  it  is  easily  seen  that  the  average  man  will  hardly 
he  liktly  to  exert  himself  to  become  expert  in  any  particular  branch. 
The  worker  under  the  <lay  system  frequently  does  not  care  about 
I  lie  I'cxt  job  he  is  to  get  and  will  stand  idle  until  the  foreman  gives 
him  another  job,  for  he  reasons  that  this  is  the  foreman's  business 
1,1(1  is  what  he  is  paid  for.  Insomc  instances  a  man  will  askfora  job, 
and  the  foreman,  not  having  one  ready  at  the  moment,  will  often,  in 
ihe  rush  of  work,  give  him  something  to  do  that  will  necessitate 
making  a  complete  change  that  might  have  been  avoided  had  this 
been  planned  beforehand  and  work  been  given  the  man  that  was 
idaoi'.d  to  his  previous  arrangements. 

The  introduction  of  the  piece  work  system  frequently  makes  a 
complete  change  in  the  whole  atmosphere  of  the  shop  for  the  reason 
that  old  practices  arc  hard  to  change  when  the  workmen  have  been 
accustomed  to  the  ^ay  system.  Most  workmen  are  inclined  to  be 
more  or^  less  suspicious  or  prejudiced  against  any  new  or  modern 
sy>'cm,  and  anything  lacking  in  the  proper  management  of  the  sys- 
tem will  be  at  once  charged  .ngainst  the- system  instead  of  against 
the  management.  The.  author,  quotes  some  striking  examples  of 
nniliisJ  merest  which  w«^c  the  <^Ucom-;  of  introducing  the  piece 
Work  f\slem!  One  case  mentioned  was  that  in  which  a  planer  hand 
came  to  his  foreman  after  working  piece  for  a  short  time  and 
showed  that  a  certain  casting  had  too  much  stock  to  plane  off. 
He  snsjsoslcd  having  the  pattern  altered  so  that  it  would  make  just 
as  good  a  job  and  a  larger  number  of  castings  could  be  put  through 
the  pUiner  .iaily.  The  pattern  was  altered,  the  planing  was  done  in 
less  time  and  the  man's  w.agcs  consequently  increased.  The  com- 
pany bcncfiltd  by  the  smaller  cost  in  castings,  the  increase  in  the 
oiUpul  of  the  machine  and  the  largely  reduced  cost  of  production. 
The  .luthor  doubts  if  under  the  day  .system  the  man  would  have 
said  anyli.irg  at  out  the  mat'  T. 

It  is  wry  desirable  that  •,v:.tn  tbe  piece  work  system  is  introduc-.  i 
the  preliminaries  be  carefully  looked  into  so  as  to  avoid  further 
changes  after  it  is  in  force.  The  system  should  not  only  have  the 
suppo.i  of  the  shop  manager,  but  of  the  superior  officers,  and  time 
and  consideration  should  he  given  to  study  every  operation  in  detail. 
It  will  frequently  be  necessary  to  instruct  the  men  as  to  how  to  im- 
prove their  manner  of  doing  work,  for  men  who  have  been  accus- 
tomed to  doing  their  work  in  their  own  way  and  time  under  the  day 
system  do  not  generally  believe  they  can  improve  and  do  work  in 
less  time. 

A  very  important  point  is  that  of  basing  rates,  not  on  what 
the  job  has  cost  under  the  day  system,  but  on  what  it  is  worth,  and 
it  should  not  be  forgotten"  that  those  who  have  had  experience  at 
handling  piece  work  on  certain  systems  and  have  generally  found 
that  the  time  can  be  greatly  reduced  from  what  it  was  under  the 
day  system.  When  the  shop  changes  from  day  to  piece  work  system 
it  shouldbe  put  into  the  hands  of  a  thoroughly  competent  man  who 
should  devote  his  time  to  improve  shop  facilities  and  instruct  and 
help  the  foreman  and  men,  preparing  all  necessary  data  concerning 
ihc  proper  rate  of  pay  for  each  operation  so  that  it  can  be  presented 
for  approval  to  the  proper  authorities.  To  accomplish  this  the  shop 
should  be  put  on  the  slip  system  and  checked  up  each  day  for  three 
or  four  months  so  as  to  arrive  at  a  fair  average.  Proper  consider- 
ation must  be  given  to  men  who  do  vise  or  erecting  work  and  those 
running  machines,  for  the  reason  that  in  the  first  case  il  is  nmscular 
work,  while  in  the  latter,  the  greater  part  of  the  work  is  done  by 
Ihe  machine. 

The  author  believes  that  if  rates  were  adopted  after  due  consider- 
ation by  a  hoard,  and  this  board  were  held  responsible  for  the  rates 
there  should  be  little  or  no  necessity  for  future  cutting.  If  such 
necessity  should  arise  full  particulars  should  be  submitted  and  the 
rate  approved  by  higher  authority.  No  foreman  under  the  day 
...ysicm  would  think  of  raising  the  men's  wages  without  giving  full 
particulars  and  having  it  approved  by  higher  authority,  and  the  same 
rule  should  be  followed  in  raising  or  lowering  piece  work  prices, 
ihe  method  of  time  keeping  should  also  be  carefully  considered  and 


the  time  kepi  in  such  a  way  that  il  can  be  easily  checked.  Il  should 
be  made  uii  iii  harmony  with  Ihe  piece  work  and  show  the  total 
wages  i.f  r;it-li  man  at  any  time. 


A   HOPEFUL  VIEW. 


I  lie  .Sew  \ork  .Sun  at  ihe  beginning  ol  the  new  year  submitted 
a  number  of  questions  lo  many  prominent  business  men  inviting 
their  opinions  as  to  the  coininercial  and  linanciel  situation,  the  out- 
look for  a  continuation  of  the  present  condition  of  prosperity  and 
the  measures  which  should  be  adopted  to  prevent  a  recurrence  of 
bad  times. 

The  Sun's  questions  were  submitted  to  the  Hon.  W.  Caryl  Ely, 
presiilem  of  the  Inlernational  Railway  Co..  of  Buffalo,  N.  'V.,  and 
his  reply  is  of  more  than  passing  interest.     Mr.  Ely  said: 

"I  do  not  see  any  reason  to  apprehend  that  the  prosperity  of  Ihe 
country  in  general  or  in  the  lines  with  which  I  am  especially  famil- 
iar is  slackening,  but  in  the  fair  consideration  of  this  question  due 
regard  should  be  liad  to  t,hc  results  always  flowing  from  over- 
building and  over-production.  If  the  present  situation  is  wisely 
handled,  the  prosperity  of  the  country  in  general  should  continue 
for  a  number  of  years. 

"I  consider  that  the  chief  business  danger  immediately  before  us 
is  the  seemingly  universal  desire  to  get  rich  quick.  This  encourages 
the  gambling  instinct  at  the  expense  of  painstaking  labor  and  hon- 
est thrift.  The  consequent  evils,  speaking  in  a  business  sense,  arc 
the  general  overdoing  of  things,  over-building,  over-production, 
over-capitalization  and  over-speculation,  from  which,  if  unchecked, 
must  flow  a  long  train  of  attendant  evils. 

"The  tendencies  in  business  life  at  present  most  to  be  encouraged 
would  seem  to  be  the  seeking  of  broader  markets  for  better  things 
more  cheaply  producc<l. 

"I  consider  the  money  supply  of  the  country  adequate  lo  its  legiti- 
mate needs. 

"I  consider  the  Canadian  system  of  banking  on  the  whole  superior 
to  our  own,  but  one  must  admit  that  our  own  is  at  present  very 
safe  and  very  secure,  and  as  it  would-  seem  that  all  must  concede 
that  the  system  of  branch  banking  along  the  Canadian  lines  is  not 
possible  in  this  country  at  this  time,  the  changes  to  be  made  in  our 
system  should  be  few  and  conservative.  Changes  which  would 
facilitate  the  actual  doing  of  the  business  of  banking,  and  tend  to 
make  government  moneys  available  for  the  purposes  of  business, 
would  seem  most  desirable. 

"The  tariff,  generally  speaking,  needs  revision,  but  we  want  no 
horizontal  reduction  and  no  hasty,  ill-conceived  political  attacks 
upon  the  tariff.  .\  careful  investigation  should  be  made  by  a  wisely 
selected  commission,  and  such  reductions  should  be  made  in  over- 
protected  industries  as  will  bring  customs  receipts  down  to  the  level 
of  government  revenue  requirements  and  remedy  existing  inequali- 
ties. It  should  always  be  remembered  that  the  tariff  is  a  business 
question,  going  deeper  and  deeper  every  day  lo  the  root  of  business 
prosperity,  and  not  to  be  permitted  by  the  people  to  be  tampered 
with  by  indiscreet  and  ill-advised  persons  for  political  purposes. 

"The  export  trade  of  the  country  should  increase  during  the  com- 
ing year  over  that  of  the  present  year.", 

*  »» 

INTERURBAN   FREIGHT  AND  EXPRESS 
TRAFFIC. 


The  freight  and  express  business  of  the  Rockford  (111.)  &  Inter- 
urban  Railway  Co.  on  the  line  between  Rockford  and  Relvidere  is 
increasing  at  a  rate  that  is  exceedingly  gratifying  lo  the  company. 
The  service  was  inaugurated  several  months  ago  under  the  direc- 
tion of  Mr.  J.  II.  Groneman.  general  passenger  and  express  agent 
of  the  company.  The  express  car  makes  two  or  three  trips  daily 
and  handles  a  large  amount  of  material  for  the  Rockford  Wood- 
working Co.  consigned  to  the  sewing  machine  factory  at  Belvi- 
dcre.  An  average  of  one  ton  of  meat  is  carried  into  Belvidere 
daily  besides  a  large  amount  of  beer,  apples,  l>ananas,  milk,  etc. 
A  freight  house  has  been  erected  on  Fourteenth  .\ve.,  Rockford, 
where  the  factory  shipments  are  received. 
. «  I  » 

The   Georgetown   &   Lexington   Railway    Co.,  of   Lexington,   Ky., 
has  put  up  waiting  stations  at  convenient  points  along  the  lines. 


J.V.N.    JO.    1903.] 


STREET  RAILWAY  REVIEW. 


29 


Report  on  Chicago  Street  Railways, 


Report  of  B.  J.  Arnold  on  the  Engineering  and  Operating    Features  of  the  Chicago   Transportation    Problem 
Submitted  to  the  Committee  on  Local  Transportation  of  the  Chicago  City  Council. 


May  26,  19OJ.  the  city  council  ot  Cilicago  passed  an  ordinance 
authorizing  a  contract  with  B.  J.  .Arnold  for  his  services  in  advising 
the  council  committee  on  local  transportation  and  July  19,  1902,  a 
contract  was  executed  in  accordance  with  the  ordinance.  The  serv- 
ices Mr.  Arnold  agreed  to  render  were  defined  as  follows : 

Such  services  as  may  be  required  by  the  local  transportation  com- 
mittee of  the  city  council,  as  expert  engineer  so  far  as  may  be  neces- 
sary in  procuring  information  and  furnishing  estimates,  designs, 
plans,  appraisals  and  opinions  in  all  matters  connected  with  the 
e.xisting  or  possible  traction  companies,  and  in  the  preparation  of  a 
general  report  for  said  committee  wi  relation  to  the  cost  of  operation 
and  earnings  of  any  traction  company  or  traction  companies,  the 
capitalization  of  existing  companies,  all  -financial  and  scientific  facts, 
theoretical  and  practical  matters  and  statistics  in  relation  to  the 
same  for  the  accomplishment  of  the  following  results : 

(a)  To  make  a  valuation  of  present  plants ; 

(b)  To  make  estimate  of  cost  of  prodiiction  of  new  system  ade- 
quate to  serve  the  public  and  designed  along  the  lines  of  the  best 
practice  in  vogue ; 

(c)  To  make  estimate  of  net  earnings  to  be  derived  from  the 
operation  of  such  new  system  based  on  present  business,  with  esti- 
mate of  probable  increase  in  business  in  periods  of  five  years  formu- 
lated from  past  performances,  from  which  rates  of  compensation  or 
adjustment  of  rates  of  fares  can  be  computed; 

(d)  To  make  estimate  of  passengers  carried  during  different 
hours  of  the  day  for  the  purpose  of  compiiting  compensation; 

(e)  To  make  a  report,  based  upon  the  best  information  he  can 
secure,  on  rates  of  wages  paid  and  rules  and  regulations  under  which 
employes  are  at  present  working,  with  recommendations  for  changes 
or  concessions  which  it  would  be  practicable  for  the  companies  to 
make  should  a  demand  for  changes  or  concessions  be  made  and 
the  matter  be  brought  before  the  committee,  and  for  the  use  of  the 
committee  should  it  desire  to  embody  in  its  report  lo  the  coinicil 
any  material  on  this  question ; 

(f)  To  submit  a  design  for  rails  for  future  use  which  will  best 
protect  the  street  pavement,  and  which  will  be  practicable  for  the 
operation  of  cars  under  Chicago  conditions,  presenting  arguments 
supporting  such  design  and  also  presenting  draft  of  rails  adopted 
in  other  cities  after  investigation  by  municipal  authorities,  such 
investigations  being  brought  about  from  similar  causes  as  obtain 
in  Chicago; 

(g)  To  report  on  the  feasibility  and  desirability  of  an  under- 
ground conduit  system  in  the  down-town  district,  and  on  all  trunk 
lines,  within  prescribed  limits,  with  proper  arrangements  for  trans- 
ferring from  underground  to  overhead  trolley  and  vice  versa  with- 
out any  disarrangement  of  the  required  headway  of  cars  in  either 
trunk  or  branch  lines  ; 

(h)  To  estimate  the  cost  of  constructing  and  operating  a  conduit 
system :  ■ 

(i)  To  re-route  the  present  lines  outside  of  the  business  district 
so  as  to  obtain  in  the  best  manner  the  very  best  transportation  facili- 
ties lo  the  patrons  of  such  lines,  maps  to  be  prei>ared  which  will 
graphically  display  the  re-routing ; 

(])  To  make  statements  showing  wherein  the  present  system  is 
inadequate,  the  causes  for  it,  the  maximum  capacity  of  the  present 
terminals  in  the  business  center ; 

(k)  To  furnish  maps  showing  the  present  arrangements  of  ter- 
minal facilities  in  the  business  center  and  recommendations  for  a 
rearrangement  of  facilities  to  best  serve  the  purposes,  and  showing 
tracks  which  it  would  be  advisable  lo  abandon,  and  tracks  necessary 
lo  construct,  eliminating  grade  crossings  and  provide  for  the 
operation  of  through  lines  between  the  north  and  south  sides  of  the 
cily  through  the  business  center  and  in  conjunction  with  the  loop 
terminals  from  all  divisions; 

fl)  To  furnish  preliminary  plans  for  a  system  of  subways  in  the 
business  center,  which,  coupled  with  the  surface  .system  of  terminal 
facilities  or  operated  independently  and  without  such  surface  sys- 
tem, will  adequately  accommodate  the  traveling  public,  provide  for 


an  increase  of  traflie  in  the  years  to  come,  relieve  the  congested 
condition  and  create  a  much  larger  area  available  for  use  by  all  lines 
of  business ;  these  plans  to  show  a  feasible  disposition  of  all  exist- 
ing underground  improvements,  so  disposed  of  as  to  permit  of  easy 
access  for  future  repairs,  renewals  and  reinforcements  without  dis- 
turbing the  street  surface ; 

(m)  To  show  the  necessity  for  and  tlic  entire  practical>ility  of  the 
abandonment  of  the  practice  of  operating  cars  in  trains  and  sul)sli- 
tuting  therefor  single  cars ; 

(n)     To  report  on  a  universal  system  of  transfers; 

(o)  To  stand  in  readiness  to  attend  personally  or  by  a  conipctenl 
representative  any  meetings  of  the  committee  at  all  times ; 

(p)  To  verbally  report  on  any  question  arising,  not  covered  in 
the  foregoing  and  pertaining  to  transportation  and  construction  mat- 
ters, and  to  act  as  engineer  in  a  consulting  and  advisory  capacity 
when  any  question  may  come  before  the  committee  or  be  siibmitlcil 
to  it  during  the  continuance  of  this  contract ; 

(<l)  To  make  an  estimate  of  the  value  of  all  lines  the  franchises 
of  which  do  not  expire  in  1903; 

(r)  To  report  on  the  relative  merit  of  through  routes  as  against 
downtown  terminals ;  ' 

(s)  To  report  on  joint  use  of  tracks  wlKuuver  such  joint  use 
may  be  necessary  in  his  judgment ; 

(t)-  To  report  on  the  feasibility  and  cost  of  transforniiug  the 
present  cable  lines  into  underground  electric  systems ; 

(u)     To  report  on  the  rearrangement  of  the  Union  Loop; 

(v)     To  report  on  a  plan  for  the  prevention  of  electrolysis; 

(w)  To  provide  an  estimate  for  laying  cement  roadbed  for  street 
car  tracks  and  report  on  the  advisability  thereof. 

In  transmitting  his  report,  Mr.  .Arnold  .said: 

"The  situation  has  been  thoroughly  canvassed.  The  operating 
statistics  of  the  Chicago  City  Kailvvay  Co.  and  the  Chicago  Union 
Traction  Co.  have  been  willingly  submitted,  and  an  exhaustive  study 
of  them  has  been  made.  All  facilities  have  been  extended  to  nic  by 
the  officials  and  departmental  heads  of  these  companies,  and  the 
officials  of  the  several  elevated  railroad  companies,  as  well  as  the 
several  companies  controlling  the  underground  utilities,  all  of  whom 
have  very  kindly,  and  with  considerable  trouble  to  themselves,  fur- 
nished me  with  the  data  required  in  my  investigation.  The  officials 
of  several  railway  companies  operating  roads  in  other  cities  have 
courteously  furnished  me  with  valuable  statistics. 

"All  recorded  information  contained  in  the  several  bureaus  of  the 
cily  government  and  the  personal  knowledge  on  all  subjects  pertain- 
ing to  the  transportation  matter  possessed  Iiy  the  several  bureau 
chiefs  has  been  freely  placed  at  n-.y  disposal,  for  all  of  which  assist- 
ance rendered  and  courtesies  extended  1  desire  al  ihis  lime  In 
express  my  thanks  and  appreciation. 

"I  have  not  assumed  it  my  place  to  lake  sides  in  the  reiiorl  oiic 
way  or  the  other  on  questions  of  municipal  policy  concerning  which 
ihere  may  be  difTcrences  of  opinion,  except  where  the  questions  are 
in  Iheir  nature  clearly  engineering  or  transportation  questions.  The 
franchise  policy  of  the  city  with  reference  to  these  mailers  1  have 
conceived  lo  be  outside  of  my  province.  The  plans  for  a  compre 
hensivc  system  of  street  railways  suited  lo  the  needs  of  ihe  cotu- 
munily  as  set  forth  in  the  report  would  he  Ihe  same  whether  the 
system  be  owned  and  operated  by  a  private  corporation,  or  owned 
and  operated  by  the  city,  or  owned  by  the  cily  and  operated  by  a 
private  corporation  under  lease.  So  far  as  engineering  features 
alone  arc  concerned,  it  is  immalrrial  whether  the  subway  systems 
as  outlined  be  owned  by  the  city  <>r  by  a  private  corporation. 

"In  connection  with  my  investigation  of  this  problem  I  have  con- 
sidered many  plans,  such  as  movable  sidewalks,  elevated  sidewalks, 
sub-sidewalk  railways,  and  elevated  structures  for  carrying  railways, 
pedestrians,  and  Ihe  present  underground  ulililies,  some  of  whirh 
plans  originated  with  me  and  some  with  others,  but  after  a  careful 
study  of  Ihe  silnation  the  magriilude  of  the  problem  as  evidenced 
by  the  great  nimibcr  of  i)assengcrs  which  must  be  taken  in  and  oul 
of   Ihe  business   district    in   very   short   periods  of  lime,   night   and 


Jak.  20,  1903.] 


STREET  RAILWAY  REVIEW 


31 


morning,  has  forced  me  to  abandon  some  of  my  preconceived  ideas, 
and  it  is  my  opinion  that  a  full  realization  on  the  part  of  others  of 
the  exact  conditions  which  must  govern  a  comprehensive  solution 
of  this  problem  would  show  the  advocates  of  the  other  plans  the 
inadvisability  of  their  adoption.  It  is  possible,  however,  that  some 
of  the  suggestions  relating  to  super-surface  structures  may  some 
day  prove  advisable  to  adopt  in  Chicago,  but  probably  not  until  the 
capacities  of  the  systems  recommended  in  this  report,  or  other 
similar  systems,  have  been  reached. 

"The  question  of  the  utilization  of  the  water  power  of  the  Sanitary 
District  Canal  for  generating  electricity  and  transmitting  it  to  Chi- 
cago for  the  operation  of  its  street  railways  has  also  been  considered, 
but  inasmuch  as  a  decision  regarding  it  need  not  be  r^ade  at  pres- 
ent, and  from  the  further  fact  that  the  question  was  not  involved  in 
my  commission,  I  have  not  submitted  a  discussion  of  it. 

"I  have  endeavored  to  outline  not  only  one  plan  but  several  plans. 
some  of  which  if  adopted  would  give  to  the  citizens  of  Chicago  the 
best  surface  railway  transportation  facilities  capable  of  attainment 
under  the  conditions.  These  facilities  cannot  be  attained  at  once, 
and  the  transition  will  probably  be  gradual.  In  order  to  make  it 
possible  to  get  immediate  relief  a  plan  of  surface  tracks,  which 
could  ultimately  become  a  part  of  a  combined  system,  has  been  out- 
lined. This  plan  provides  for  ample  facilities  on  the  surface  for 
the  present  needs,  permits  of  through  traffic  between  all  divisions 
with  the  joint  use  of  tracks,  and  makes  it  possible  to  immediately 
abandon  the  river  tunnels  for  street  car  purposes,  thereby  permit- 
ting the  river  channel  to  be  immediately  deepened  for  the  accom- 
modation of  lake  traffic,  and  portions  of  the  tunnels  to  be  still  re- 
tained for  future  subway  uses. 

"In  closing,  I  desire  to  acknowledge  the  valuable  assistance  ren- 
dered me  by  Messrs.  Charles  V.  Weston,  C.  E.,  .\ugu.stinc  W. 
Wright,  C.  E.,  Oren  Root.  Jr.,  and  George  C.  Sikcs  in  the  prepara- 
tion of  this  report,  and  to  thank  the  respective  office  forces  of  Mr. 
Weston  and  myself  for  faithful  and  efficient  services  rendered." 


SUMM.ARY  OF  CONCLUSIONS  .\ND  REC0MMEN1).\TI0NS. 


I.  The  Onc-City-One-Fare  Idea. 

Chicago,  with  respect  to  transportation  as  well  as  other  things, 
should  be  regarded  as  one  city,  not  three.  Divisional  lines  ought  to 
be  obliterated,  as  far  as  possible.  A  street  car  passenger  should  be 
carried  over  the  most  direct  route  between  any  two  points  within 
the  city  limits  for  a  single  fare.  Complete  unification  of  ownership 
and  management  is  the  best  plan  for  realizing  the  onc-city-one-farc 
idea.  The  same  end  can  be  accomplished,  however,  but  in  a  less 
satisfactory  manner,  under  divisional  ownership,  by  a  plan  of  through 
routing  of  cars,  joint  use  of  tracks  and  interchangeable  transfers. 
To  a  still  less  satisfactory  degree  the  same  end  can  be  accomplished 
by  the  interchange  of  transfers  between  companies  without  joint 
use  of  tracks. 

II.  The  Through  Route  Principle. 

Routes  through  the  business  district  ought  to  be  substituted  for 
down-town  terminals,  wherever  possible.  Outside  the  business  dis- 
trict, too,  the  best  results  would  follow  from  connecting  the  de- 
tached lines  now  found  on  several  streets,  and  operating  cars  over 
such  lines  from  end  to  end  on  the  through  route  principle. 

III.  Subways. 

A  system  of  subways  should  be,  and  eventually  must  be,  built  to 
accommodate  the  street  car  traffic  of  Chicago  and  relieve  the  street 
surface  congestion  in  the  business  district.  Galleries  should  be  pro- 
vided in  connection  with  such  subways  for  the  accommo<lation  of 
present  and  future  underground  utilities.  Two  subway  plans  are 
outlined  in  the  report.  One  plan,  referred  to  as  Subw.iy  Plan  No. 
I,  shown  on  map  No.  11,  calls  for  three  north  and  south  subways, 
from  14th  St.  on  the  south  to  Indiana  Si.  on  the  north,  anri  two 
•iibways  entering  the  business  district  from  the  West  .Siilc,  utiliz- 
ing the  present  Van  Buren  and  Washington  St.  tunnels  and  looping 
back  at  Clark  St.  This  is  a  system  of  high  level  subways  throughout, 
with  no  dips.  (The  high  level  subway  is  shown  in  cross  section  in 
the  upper  part  of  Plate  No.  9.)  lis  estimated  cos»  is  $|6,000,(X)0. 
The  other  subway  plan,  known  as  Plan  No.  2,  shown  on  m.ip  No.  5, 
calls  for  practically  the  same  north  and  south  high  level  subways  in 
combination  with  three  or  more  low  level  subways  from  the  West 


Side  passing  under  the  north  and  south  subways  and  reaching  Mich- 
igan Ave.,  and  should  future  developments  warrent,  under  Lake 
Front  Park  as  far  as  it  may  be  extended.  (The  deep  level  subway 
is  shown  in  transverse  section  on  Plate  No.  9.)  The  low  level  sub- 
ways would  require  the  use  of  elevators.  The  estimated  cost  of 
subways  built  according  to  this  plan  is  $20,000,000.  Plan  No.  2  is 
recommended  as  best  for  the  city  from  an  engineering  and  trans- 
portation point  of  view,  but  in  case  this  plan  is  deemed  inadvisable 
for  business  or  other  reasons  a  system  of  single-decked  high  level 
subways,  as  outlined  in  Plan  No.  i,  can  be  constructed,  which  will 
to  a  large  extent  accomplish  the  results.  No  subways  should  bo 
built  in  such  a  manner  as  to  preclude  the  operation  of  cars  througli 
them  on  the  through  route  principle.  Under  either  of  the  plans  as 
outlined,  the  whole  system  of-  subways  need  not  necessarily  be  con- 
structed at  once.  One  or  more  of  the  subways  could  be  built  at  a 
time,  and  utilized  separately,  but  with  a  view  to  their  ultimately 
forming  a  part  of  a  comprehensive  system.  The  subway  plans  as 
submitted  do  not  necessarily  call  for  the  removel  of  all  tracks  from 
the  street  surface  in  the  business  district,  and  Subway  Plan  No.  i 
necessitates  some  surface  loops.  Under  either  plan  there  could  be  a 
street  surface  system  connecting  the  depots  and  designed  to  accom- 
modate short  haul  traffic  in  the  business  district.  Under  Plan  No.  2 
there  could  also  be  a  low  level  subway  system  for  connecting  all 
depots,  and  by  using  it  in  connection  with  this  subway  all  tracks 
could  be  kept  off  from  the  surface  of  the  streets  in  the  business  dis- 
trict for  some  years  to  come. 

IV.  The  Present  River  Tunnels. 

It  is  inadvisable  to  attempt  to  lower  the  present  river  tunnels  and 
at  the  same  time  retain  them  for  surface  railway  use,  for  the  reason 
that  lowering  the  tunnels  to  a  sufficient  depth  to  accommodate  future 
river  traffic  would  involve  extending  the  tunnel  approaches  at  least 
a  block  further  into  the  business  district.  In  the  interest  of  naviga- 
tion, therefore,  the  tops  of  the  tunnels  ought  to  be  promptly  removed, 
leaving  the  lower  parts  of  one  or  perhaps  two  of  the  tunnels  for 
utilization  later  as  parts  of  a  future  subway  system. 

V.  Plan  for  ,1  Unified  Combined  .Surface  and  Siilnvny  Street  Rail- 

way System. 
A  plan  is  presented  for  a  new,  reorganized  and  unitied  conibincd 
surface  and  subway  street  railway  system,  comprising  the  lines  of 
the  City  Railway  Co.,  the  Union  Traction  Co.,  the  Chicago  General 
Railway  Co.  and  the  Chicago  Consolidated  Traction  Co.  within  the 
city  limits,  the  new  lines  necessary  to  properly  connect  the  now  dis- 
connected parts  of  the  system.  The  total  single  Inick  mileage  of  this 
system  as  outlined  would  be  about  "4.S  miles,  and  its  estimated 
cost,  if  constructed  new,  with  everything  first-class  throughout,  but 
'  exclusive  of  subways,  would  lie  $70,000,000.  .'\(lding  $20,000,000,  the 
cost  of  the  subw.ays  constructed  according  to  Plan  No.  2.  would 
make  the  total  cost  of  the  new  system  complete  $90,000,000.  Willi 
Subway  Plan  No.  i,  instead  of  Subway  Plan  No.  2,  the  tnt.il  cost 
of  the  new  unified  system  would  be  $85,800,000. 

VI.  Plans   for   Immediate   Improvement  of  Terminals  and  Service. 
Plans  arc  presented  for  the  re-routing  of  surface  terminals  in  the 

business  district,  (i)  under  the  present  divisional  ownership  and 
operation,  (2)  under  the  joint  use  of  tracks  in  the  business  district 
under  divisional  ownership,  and  (3)  under  unified  ownership  and 
management.  Immediate  improvement  of  Chicago's  local  trans- 
portation facilities  may  be  effected  by  substituting  electric  for  cable 
power  and  routing  cars  according  to  any  of  the  plans  outlined,  all 
cars  from  the  West  and  North  sides  to  enter  the  business  district 
over  bridges  until  such  time  as  subways  shall  be  oon^tructed. 

VII.  Electric  Underground  Conduit  System. 

The  operation  of  cars  in  Chicago  by  the  electric  unilergniund 
conduit  system  is  practicable  and  feasible.  Overhead  trolley  con 
siruclion  should  be  prohibited  within  the  area  bounded  by  I2tli  Si. 
on  the  south  and  the  river  on  the  north  and  west.  Outside  of  llie 
district  named  Ihe  objections  to  the  overhead  trolley  are  esthetic 
in  nature,  and  it  is  for  the  city  authorities  to  say,— after  a  balancing 
of  financial  against  esthetic  considerations, — how  much,  if  any, 
imdergrouiid  conduit  construction  shoultl  lie  reijiiired.  The  cost  per- 
milc  of  single  track  firack  alone,  ii. eluding  feeilers),  of  electric 
conduit  ro;id  conslrurlion  would  average  $8i,.lofj  for  a  system  cover- 
ing the  city   at   large,   but   exclusive  of   the   cost   of  power,   rolling 


32 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  Nu.  i. 


stock  anil  jiaviiig.  Conduit  construction,  outside  of  the  business 
district,  should  not  exceed  $70,000  per  mile,  but  within  the  business 
district  the  cost  would  be  about  $100,000  per  mile,  due  to  the 
numerous  curves,  large  amount  of  special  work  required  and  the 
extra  cost  of  labor,  due  to  the  congestion  within  the  district  in 
which  the  work  must  be  prosecuted.  To  either  of  the  above  figures 
should  he  added  the  cost  of  paving,  as  follows:  Brick,  $12,630; 
asphalt,  $12,880;  dressed  granite,  $18,400.  Overhead  trolley  road 
construction  would  cost  $28,000  per  mile  of  single  track,  using  the 
same  weight  of  rail.  It  would  ci>>t  nearly  as  nuicli  to  convert  the 
Chicago  cible  into  electric  conduit  roads  as  to  build  new  electric 
conduit  roads. 

VIII.    Grooved  Rails. 

A  grooved  girder  type  of  rail,  of  special  design,  is  recommended 
for  well-paved  streets  upon  which  cars  operate  often  enough  to 
properly  clear  the  grove  of  dirt  and  ice.  On  outlying  streets  and 
on  poorly  paved  and  poorly  maintained  streets  the  girder  type  of 
rail  should  be  maintained  as  lH>st  for  team  traffic  and  the  railway 
companies. 

I.\.     Electrolysis. 

The  destruction  of  underground  utilities  from  electrolysis  is  now 
well  in  hand  by  the  city,  and  if  the  present  ordinance  governing  the 
subject  is  enforced  no  serious  difficulties  may  be  anticipated  from 
this  SO'  rce,  and  when  the  underground  conduit  system  is  adopted 
there  should  be  no  further  injury  from  electrolysis  in  the  area 
served  by  the  conduit  system,  because  this  system  uses  a  complete 
metallic  circuit. 

X.  The  Financial  .Aspect  of  the  One-City-One-Kare  Plan. 

A  unified  company  could  afford  to  conduct  the  transportation  busi- 
ness of  Chicago  on  the  basis  of  a  single  fare  for  a  continuous  ride 
anywhere  within  the  city  limits.  The  present  divisional  companies, 
by  the  interchange  of  transfers,  could  aflford  to  do  the  same  thing, 
provided  they  were  properly  protected  against  the  fraudulent  use  of 
transfers,  but  it  would  be  at  a  somewhat  greater  cost  to  them- 
selves, and  with  greater  inconvenience  to  passengers,  than  would 
be  the  case  under  unified  nianagement. 

XI.  Growth  of  Population  and    Traffic  in  the   Past  and  Estimates 

as  to  the  Future  Increase  of  Street  Car  Traffic. 
The  population  of  Chicago  has  increased  siiict  its  incorporation 
in  1837  to  1902  at  the  rate  of  8.6  per  cent  per  year  compounded,  and 
is  now  increasing  at  the  rate  of  7.7  per  cent  per  year.  For  the 
nine  years  from  1892  to  1901.  inclusive,  the  number  of  revenue 
passengers  carried  by  the  surface  and  elevated  lines  combined  has 
increased  at  the  rate  of  5  per  cent  per  annum  compounded.  The 
increase  for  the  surface  lines  during  the  same  period  has  been  at 
the  rate  of  1.5  per  cent  per  year  compoimded.  The  increase  for  the 
combined  surface  and  elevated  lines  from  1894  to  1901  inclusive,  a 
■)eriod  of  seven  years,  has  been  at  the  rate  of  6.3  per  cent  per  year 
compounded.  The  increase  for  the  surface  lines  alone  during  the 
same  period  has  been  at  the  rate  ol  3.9  per  cent  per  year  com- 
pounded, and  the  increase  for  the  elevated  lines  alone  has  been  for 
the  .same  period  at  the  rate  of  26  per  cent  per  year  compounded. 
The  population  of  Chicago  has  increased  more  rapidly  than  that  of 
any  other  city  in  the  world,  but  it  is  improbable  that  this  rate  of 
increase  should  continue  indefinitely.  Figures  and  curves  are 
presented  showing  the  past  growth  of  Chicago  as  compared  with 
other  cities,  also  the  future  results  if  present  rates  of  increase 
should  be  maintained,  but  as  this  is  improbable  curves  are  shown 
representing  the  increase  in  population  and  gross  receipts  that  may 
reasonably  be  expected  for  the  combine:!  surf.ice  and  elevated  rail- 
ways during  the  next  fifty  years. 

Nil.  Estimated  Cost  of  Reproduction  and  Present  \'ahie  of  Exist- 
ing Plants. 
The  cost  to  reproduce  the  following  properties  complete  with 
new  -onstruclion  and  equipinent  throughout  would  be:  Chicago 
City  Railway  Co.,  about  $17,200,000;  Chicago  Union  Traction  Co. 
(not  including  the  Consolidated  Traction  Co.).  about  $22,200,000. 
The  actual  present  v.J»e  of  the  physical  properties  for  electric  rail- 
way purposes  of  the'fcllowing  companies,  taking  into  consideration 
the  obsolete  equipment  and  construction  which  must  be  discarded, 
hut  not  taking  into  account  any  franchise  rights  or  earning  capacity 
of  the  properties,   is   estiinated  as  follows:     Chicago  City  Railway 


Co.,  about  $12,000,000;    Chicago  Union  Traction  Co.  inot  including 
Consolidated  Traction  Co.),  about  $15,000,000. 
.\II1.     Need  for  Regulation  of  Team   Traffic. 

At  the  present  time  team  traffic  interferes  with  street  cars  to  an 
unwarrantable   extent.     A    reasonable   regulation   of  team   traffic   is 
essential  to  the  improvement  of  street  car  service. 
XIV.     The  Union  Elevated  Loop  Problem. 

The  junction  points  are  the  ultimate  limiting  factor  of  the 
caiKicity  of  the  Union  Elevated  loop.  .At  the  present  time,  how- 
ever, the  platform  stations  are  the  limiting  factor.  The  first  and 
simplest  way  to  increase  the  caapcity  of  the  loop  is  to  lengthen  the 
platforms  so  that  two  trains  can  liiail  and  unload  at  a  station  at  the 
same  time.  When  the  capacity  of  the  junction  points  is  reached, 
added  facilities  can  be  provided  by  building  stub-end  terminals  just 
outside  the  loop.  The  terminal  Capacity  of  the  loop  could  be  in- 
creased by  dividing  the  loop  into  four  smaller  loops,  but  presumably 
there  would  be  pulilic  objection  to  such  a  plan,  because  it  would 
involve  encinnberiiig  more  down-town  streets  with  elevated  struc- 
tures, anil  it  is  therefore,  not  recommended.  The  ideal  solution  nf 
the  elevated  loop  problem  would  be  to  utilize  the  loop  structure 
as  sections  of  through  routes  between  the  different  sections  of  the 
city. 

PART  I.— GENI;KAL  DISCUSSION  OF  STREET  RAILWAY 
SYSTEMS  AND  CONDITIONS  GOVERNING  THEM. 

Nearly  all  of  the  large  cities  of  the  United  States  are  laid  out 
and  developed  on  one  of  three  distinctive  plans,  each  plan  requiring 
a  different  general  system  of  transportation  routes  to  serve  its 
population. 

First. —  The  peninsula  plan,  with  water  front  on  both  sides,  such 
as  that  of  New  York  City  and  San  Francisco. 

Second. — The  valley  plaji,  with  a  river  running  through  the  cen- 
ter, population  and  business  district  on  both  sides  of  the  river,  such 
as  Pittsburg. 

Third. —  The  radiating  plan,  with  terrilory  on  one  side  of  the  water 
front,  such  as  St.  Louis,  Boston,  Brooklyn,  and  many  other  cities. 
To  the  third  plan  Chicago  belongs. 

The  peninsula  and  valley  plans  usually  call  for  comparatively 
small  street  railway  track  mileage,  and  great  traffic  density  is  found 
on  that  mileage,  together  with  large  gross  earnings  per  capita  served, 
per  mile  of  track,  and  per  car  mile.  For  example,  the  elevated 
and  surface  transportation  systems  of  New  York  City,  serving  a 
population  of  2,050,000,  earn  about  $13  per  capita,  with  a  track 
mileage  of  393  miles,  and  .that  of  San  Francisco  nearly  $14  per 
capita,  with  a  mileage  of  229  miles,  serving  a  population  of  350,000. 

The  radiating  plan  means  greater  street  railway  inileage  for  the 
population  served,  with  much  smaller  gross  receipts  per  capita. 
The  Chicago  surface  and  elevated  lines,  for  exaitiple,  earn  less  than 
$10  per  capita  on  a  track  mileage  of  610  miles,  serving  a  population 
of  two  million,  and  the  surface  lines  of  St.  Louis  hardly  ?8  per 
capita  on  a  track  mileage  of  361  miles,  and  serving  a  population  of 
750,000. 

It  can  be  easily  seen  how  ditfercnt  is  the  transfer  problem  in  a 
peninsula  and  valley  city  than  from  that  of  a  radiating  city.  In  the 
former  there  may  be  a  few  long  through  lines  with  heavy  traffic, 
with  many  short  cross-town  feeder  lines.  The  transfers  in  such 
a  city  might  mean  no  additional  expense  to  the  company,  and  little 
or  no  complications.  In  a  radiating  city,  on  the  contrary,  there  is  a 
large  number  of  through  trunk  lines  of  great  length,  and  many 
cross-town  lines,  increasing  in  length  as  they  are  farther  removed 
from  the  point  of  radiation.  On  such  a  system  long  rides  are 
granted,  and  dishonesty  in  the  use  of  transfers  is  easily  possible, 
with  resultant  great  loss  in  earnings  to  the  operating  company. 

Population  and  population  density  have  an  enormous  influence  on 
street  railway  earnings  and  profits. 

A  knowledge  of  these  differences  in  city  plans,  and  their  bearing 
on  the  earnings  of  transportation  companies,  is  so  absolutely 
essential  to  the  proper  understanding  of  the  theory  of  conducting 
transportation,  that  this  brief  explanation  is  deemed  advisable. 

While  Chicago  has  been  classed  among  those  cities  laid  out  on 
the  radiating  plan,  and,  consequently,  is  one  of  those  cities  wherein 
an  ideal  .system  of  transportation  is  difficult  of  attainment,  an  added 
obstacle  to  such  realization  is  found  in  the  fact  that  the  city  is 
divided  into  three  divisions  by  the  unfortunate  course  of  the  Chicago 
River.     From  the  earliest  period   in  the  developinent  of  the  city 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


33 


down  to  the  present  time  this  water  barrier  has  been  the  fixed  con- 
dition that  has  been  recognized  and  deferred  to.  Town  governments 
were  established  on  its  lines ;  it  is  the  boundary  line  of  wards 
throughout  its  course;  the  water,  gas  and  sewerage  systems  are 
laid  out  with  reference  to  it ;  diagonal  streets  or  avenues  to  the 
business  center  arc  determined  by  its  course,  it  is  primarily  re- 
sponsible for  the  congested  condition  of  the  business  center,  limit- 
ing, as  it  does,  by  its  movable  bridges,  the  area  to  a  little  more  than 
a  square  mile;  the  manufacturing  district  has  grown  up  along  its 
course,  and  naturally  all  lines  of  business  that  can  be  more  profitably 
conducted  through  contact  with  navigation  have  sought  its  frontage. 
— all  of  which  growth  has  so  increased  the  value  of  the  dock 
frontage  that  the  Chicago  River,  with  its  movable  bridges,  must 
he  considered  as  a  permanent  and  fixed  condition, —  e.specially  so 
as  the  natural  dockage  of  Chicago,  the  lake  shore,  is  being  con- 
tinually and  continuously  appropriated  for  park  and  pleasure  pur- 
poses. Following  out  the  divisional  idea,  forty-four  years  ago,  when 
the  city  had  grown  to  such  proportions  that  some  method  of  trans- 
portation was  deemed  necessary,  street  car  companies  were  named, 
.  chartered  and  received  grants  in  divisions,  and  to  this  mistake, 
made  in  the  infancy  of  the  transportation  business,  can  be  traced  the 
primary  cause  for  the  present  demand  for  a  cliange  in  transportation 
facilities.  Chartering  companies  and  granting  privileges  by  divisions 
to  separate  ownership  not  only  saddled  upon  tiie  people  a  multiplied 
system  of  fares  within  the  limits  of  the  city,  but  made  it  impossible 
lo  traverse  the  small  area  in  which  the  divisions  converged  without 
payment  of  two  fares.  Ta  this  double  fare  in  the  business  district 
can  mainly  be  charged  all  the  extraordinary  congested  condition  not 
occasioned  by  the  course  of  the  river. 

As  population  increased  and  additional  territory  was  annexed 
the  owners  of  the  divisional  transportation  companies  were  called 
upon  to  extend  their  lines  for  the  acconnnodation  of  the  increase. 
Naturally,  each  division  ownership,  not  being  in  any  manner  inter- 
ested in  the  operation  of  any  other  division,  guarded  its  territory 
jealously  and  laid  out  extensions  and  new  lines  with  a  view  to 
perpetuating  the  travel  in  each  division  over  that  division's  lines 
to  the  common  center,  there  to  take  the  lines  of  the  other  divisions. 
When  cross-town  lines  were  inaugurated  they  were  only  cross- 
division  lines.  As  the  diagonal  avenues  were  laid  out  with  reference 
to  the  course  of  the  river,  they  were  confined  to  soine  one  division, 
and  when  they  were  appropriated  by  the  transportation  companies 
it  was  only  for  the  acceleration  of  the  movement  of  the  residents 
of  each  division  to  the  common  center. 

As  in  the  case  of  all  cities  laid  out  on  the  radiating  plan,  Chicago 
has  a  common  point  where  all  lines  of  traffic  concentrate  and  which 
is  the  objective  point  of  its  population,  conunonly  designated  as  the 
business  center.  This  [joint  was  fixed  and  has  grown  up,  by  and 
from  the  causes  outlined  above,  and  must  be  considered  in  a  large 
degree  as  governing  the  transportation  situation. 

It  is  true  that  as  the  area  of  the  city  grows  and  population  in- 
creases, new  centers  are  created  at  different  points  in  the  separate 
divisions,  around  which  centers  population  masses,  and  there  is  a 
growing  demand  for  transportation  between  divisions  without  refer- 
ence to  the  general  down-town  business  center.  This  demand,  which 
did  not  exist  in  the  infancy  of  'he  city  when  there  was  only  one 
business  center,  will  continue  lo  grow  as  the  city  grows,  and  as 
former  residents  of  one  division  move  to  other  divisions,  and  carry 
with  them  the  desire  for  communication  with  their  former  neigh- 
l)ors. 

Problems  to  Be  Solved. 

The  problems  to  be  solved  in  relation  to  transportation  facilities 
for  the  whole  of  Chicago  and  its  suburbs  are,  thcrelore  : 

Kjrst.— To  devise  some  method  of  operation  which  will  relieve  the 
congestion  of  the  overcrowded  thoroughfares  in  the  central  portion, 
or  tHnincs«  district,  of  the  city  and  tend  lo  render  available  an 
increased  area  in  that  district. 

Second,— To  furnish  a  more  ready  means  of  intercourse  between 
the  separate  divisions  of  the  cily,  through  the  business  district  and 
outside  such  district. 

Third.— To  furnish  a  means  of  distributing  passengers  brought 
in  at  the  several  railroad  stations,  for  transferring  them  from  one 
station  lo  another,  and  to  facilitate  intercourse  between  diflTercnt 
IKirlions  of  the  business  center. 

Il  is  obvious  lo  the  most  casual  observer  that  the  primary  cause 


lor  the  existing  unsatisfactory  condition  aiul  iiiultipliod  fares  is 
found  in  the  diversity  of  ownership  of  the  corporations  ciiargcd 
with  furnishing  transportation  facilities. 

A  unification  of  ownership  or  a  consolidation  of  management  on 
some  basis  is  a  condition  which  must  be  precedent  to  any  really 
satisfcictory  and  lasting  solution  of  the  problem,  although  an 
equitable  arrangement  for  the  joint  use  of  tracks  would  effect  a 
temporary  solution,  and  probably  result  ultimately  in  unification. 
Each  of  the  divisional  companies  has  given  due  attention  in  the 
past  to  the  securing  of  privileges  to  construct  tracks  in  its  own 
division  and  in  the  down-town  district — every  concession  granted 
tending  to  perpetuate  divisional  operation.  The  idea  has  taken  firm 
hold  on  a  large  proportion  of  our  citizens  that  Chicago  should  be 
one  large  cily,  in  fact  as  well  as  in  name,  and  rapid  strides  are 
being  made  tending  in  the  direction  of  eliminating  the  separate 
town  governments,  taxing  bodies,  etc.  It  would  scoiu,  ihcrcforo, 
that  now  is  the  lime  to  eliminate  the  divisional  lines  in  its  surface 
transportation  facilities,  and  all  other  considerations  should  be  sub- 
servient to  the  accomplishnieiit  of  this  one  feature,  viz. ;  One  fare 
within  the  city  limits.  Whether  this  be  accomplished  by  universal 
transfers  between  the  separate  companies  at  all  junction  and  con- 
necting points,  or  by  the  operation  of  through  lines  of  cars  routed 
over  the  tracks  of  the  three  divisions,  is  a  question  of  expediency. 
There  should  be  no  difference  of  opinion  as  to  the  latter  method 
suggested  being  the  more  desirable.  It  could  be  accomplished  by 
a  unification  of  ownership  or  management  of  the  several  companies 
interested,  which  would  be  the  best  way,  or  by  the  joint  use  of 
tracks  by  the  separate  companies.  The  same  results  could  be  ob- 
tained by  the  transfer  iucIIuhI,  but  with  considerable  inconvenience 
to  the  traveling  public  and  expense  to  the  operating  companies,  but 
this  method  should  be  adopted  in  case  unification  of  management  or 
joint  use  of  tracks  cannot  be  effected. 

Existing  Diversity  of  Ownership. 

The  surface  lines  serving  the  city  are  cither  owned  or  operated 
by  eight  companies,  viz. :  Chicago  City  Railway  Co.,  Chicago  Union 
Traction  Co.,  Chicago  General  Railway  Co.,  Chicago  Consolidated 
Traction  Co.,  South  Chicago  City  Railway  Co.,  Cahinict  Electric 
Street  Railway  Co.,  Chicago  Electric  Traction  Co.,  and  .Suburban 
Railroad  Co.  The  mileage  of  the  three  former  companies  is  entirely 
within  the  city  limits.  The  mileage  of  the  remaining  five  companies 
is  partly  williin  the  cily  limits  and  partly  in  adjoining  territory. 
There  are  four  companies  operating  elevated  railroads,  all  of  which 
roads  operate  to  the  business  center  and  aniiiml  one  ciminion  loop, 
controlled  by  a  fifth  company. 

It  is  claimed  that  a  part  of  the  ordinances  of  the  Chicago  City 
Railway  Co.  and  of  the  North  Chicago  City  Railway  Co.  and  the 
Chicago  West  Division  Co.  (the  two  latter  companies  being  sub- 
sidiary companies  of  the  Chicago  Union  Traction  Co.),  expire  in 
July,  1903.  The  ordinances  and  grants  under  which  the  remaining 
companies  arc  operating  do  not  expire  in  the  near  future. 

The  Chicago  City  Railway  Co.  serves  that  portion  of  the  South 
Division  contiguous  to  the  business  center,  but  has  no  afiilialion 
with  or  control  of  the  conipanics  serving  the  outlying  southerly 
territory,  although  sonic  of  their  lines  are  in  close  connection  for 
easy  transfer  of  passengers.  None  of  the  lines  of  the  outlying 
companies  have  terminals  north  of  63d  St. 

Tlic  Chicago  Union  Traclion  Co.,  by  virtue  of  leases,  controls 
the  operation  of  the  lines  of  the  North  Chicago  Street  Railroad 
Co.  and  the  West  Chicago  Street  Railroad  Co.,  and  their  subsidiary 
companies,  viz. :  the  Chicago  Passengor  Railway  Co.,  the  Chicago 
West  Division  Railway  Co.  and  the  North  Chicago  Cily  Railway  Co. 

The  West  and  North  divisions  are  served  by  these  companies 
except  where  the  lines  of  llic  Chicago  Consolidated  Traction  Co. 
are  built  through  the  territory  contiguous  to  the  business  center 
and  where  operating  privileges  are  exchanged  between  the  Union 
and  Consolidated  companies.  'The  Union  'Traction  Co.  nlso  prac- 
tically controls  ihe  (i|)(rations  of  the  Chicago  Consolidated  'Twction 
Co.  by  virtue  of  an  operating  agreement  and  also  by  control  of  a 
majority  of  its  capital  slock.  , 

The  Chicago  Consolidated  'Traclion  Co  is  in  possession  of 
ordinances  cuveiing  a  large  number  of  slreoMAvhich  are  extensions 
lo  streets  on  which  the  Union  'Traction  Co.~  is  now  operating  cars 
and  also  covering  streets  that  arc  section  and  half-section  lines, 
wilhin  the  piescnt  city  limits,  which  condition  precludes  Ihe  possibil- 


34 


STRF.KT  RAILWAY  REVIEW. 


[Vou  XIII,  No.  1. 


ity  of  futiin-  uxtcnsioiis  of  llic  Union  Traction  Co.  lines  to  the  prcs- 

iiit  city  liniils  or  lo  any   cxlcnsions  thereof.  The  Chicago   Union 

Traction  Co.  cliargcs  one  faro  of  S  cents  am!  the  Chic:i(!o  Consoh- 
ilated   Traction  Co.  charges  another  fare. 

(Since  the  foregoing  was  written  the  Siipreiiu  i  ••mi  ••i  IMinoij 
has  handed  down  a  decision  conlirniing  the  position  taken  by  tlic 
city  tliat  liy  the  agreement  existing  between  the  two  companies  and 
by  the  control  of  the  stock  of  the  Consohdated  company  by  the 
Union  comiKiny.  the  two  companies  were  one,  and  conseqnently  one 
fare  only  must  be  charged  by  the  two  companies  and  transfers  must 
be  issued  between  the  lines  of  both  companies  to  enable  a  passenger 
to  complete  a  continuous  trip  within  the  city  limits  for  one  fare.  At 
the  present  time  the  comi>aiiies  are  attempting  to  comply  with  this 
decision,  although  it  is  understood  that  they  intend  to  appeal  to 
the  federal  courts,  and  since  from  this  it  seems  that  the  question  is 
not  yet  settled  I  have  thought  best  to  leave  the  discussion  here  as 
well  as  that  in  Part  .'  relating  to  transfers  stand  as  originally 
written.) 

The  Consolidated  Traction  Co.  is  also  in  possession  of  ordi- 
nances covering  some  streets  that  traverse  the  inner  territory  of  the 
Union  Traction  Co.,  and  its  cars  reach  a  terminal  in  the  business 
center  by  traffic  agreements  with  the  Union  company,  but  there  is  no 
interchange  of  transfers  on  these  streets  between  the  two  companies. 
While  these  two  companies  are  separate  and  distinct  and  while  the 
ordinances  running  to  the  Consolidated  company  do  not  expire  at 
the  present  time,  and  consequently  arc  not  under  consideration,  it 
would  be  very  desirable— if  such  a  thing  were  possible  in  the  adjust- 
ment of  the  Union  Traction  Co.'s  ordinances — to  eliminate  the 
double  fare  within  the  territory  at  present  served  by  the  Union 
company  and  also  in  the  entire  territory  within  the  present  city 
limits,  served  by  both  the  Union  and  Consolidated  companies.  The 
North  Western  Elevated  Railroad  Co.  is  furnishing  service  to  a  few 
favorably  located  residents  contiguous  to  its  line  on  the  last  most 
northerly  mile  and  to  those  clustered  around  its  terminus,  for  one 
fare,  while  other  residents  further  rctnovcd  from  the  elevated  line 
and  served  by  the  lines  of  the  Consolidated  Traction  Co.  arc  com- 
pelled to  pay  10  cents  to  reach  the  business  center. 

The  Lake  Street  Elevated  Railroad  Co.  serves,  with  a  s-ccnt 
fare,  a  small  district  outside  of  the  present>city  limits  in  the  territory 
also  served  by  the  Consolidated  company,  thus  giving  those  residents 
immediately  contiguous  to  the  elevated  line  a  5-ccnt  fare,  while 
others  in  the  same  territory,  but  not  so  fortunately  located,  are 
compelled  to  pay  to  cents  to  reach  the  business  center.  It  is  only 
a  question  of  time — and  that  of  very  short  duration — when  Chicago, 
in  its  rapid  growth,  will  absorb  more  territory  to  the  North  and 
West,  and  this  seems  to  be  the  opportunity  to  secure  for  all  of  those 
prospective  citizens  the  great  benefits  of  a  low  fare  to  their  objective 
point,  which  a  few  of  them  arc  now  in  possession  of.  The  desir- 
ability of  such  a  concession  cannot  be  overestimated,  and  it  is 
equally  desirable  in  the  territory  within  the  present  city  limits,  south 
of  the  territory  served  by  the  lines  of  the  Chicago  City  Railway  Co. 
and  also  of  the  territory  adjoining  the  city  limits  on  the  south ;  but 
unfortunately  the  Chicago  City  Railway  Co.  has  no  affiliations  with 
or  control  of  the  several  companies  serving  that  territory,  and  con- 
sequently the  same  vantage  points  arc  not  in  possession  of  the  city 
as  exist  with  regard  to  the  territory  to  the  north  and  west.  It  might 
be  argued  that  the  nuich  greater  distance  involved  in  reaching  the 
southerly  suburbs  would  preclude  the  possibility  of  securing  a  single 
fare  for  their  residents ;  but  the  argument  would  not  hold  good  in 
reference  to  the  northerly  and  westerly  suburbs,  as  an  elevated  road 
is  already  furnishing  service  for  5  cents  to  a  portion  of  the  residents 
in  the  very  center  of  the  district. 

The  Chicago  General  Railway  Co.'s  ordinances  and  leases  cover, 
among  other  streets,  one  mile  between  22d  and  31st  Sts.,  on  both 
Kedzie  Ave.  and  Ashland  Ave.  This  company  has  no  affiliation 
with  either  the  Chicago  City  Railway  Co.  or  the  Chicago  Union 
Traction  Co.,  and  its  occupancy  of  the  streets  as  above  stated  pre- 
cludes the  possibility  of  connecting  the  trackage  of  the  City  Railway 
Co.  and  of  the  Union  Traction  Co.,  now  being  operated  both  north 
and  south  of  the  Chicago  General  Railway  Co.'s  tracks,  for  the  pur- 
pose of  connecting  the  West  and  South  divisions  across  the  south 
branch  of  the  river,  unless  some  arrangement  is  made  to  secure 
the  trackage  of  the  Chicago  General  company,  or  the  right  to 
operate  over  it. 


Underlying  Ideas  of  Report. 
Viewing  the  situation  from  the  stan<l|H>int  of  the  best  interests 
of  the  whole  city  of  Chicago,  these  iileas  should  prevail  at  all  times 
mil  be  guiding  and  determining  factors  in  arriving  at  conclusions, 
viz. :  1  hat  Chicago  is  one  city,  not  three ;  that  there  are  no  divisional 
lines  traversing  the  district  embraced  within  its  boundaries;  that 
the  citizens  have  the  right  to  expect  and  demand  that  they  be  trans- 
ported ill,  through  and  about  the  whole  district  in  one  general 
direction  for  one  fate  and  with  as  little  inconvenience  atlendanl 
upon  the  use  of  transfers  as  practicable.  With  these  ruling  ideas 
held  firmly  in  mind,  this  report  has  been  formulated. 

In  my  opinion,  in  the  adjustment  of  this  transportation  question, 
the  amount  of  cash  compensation  to  be  secured  by  the  treasury 
from  the  street  railways  should  be  of  secondary  consideration  to 
the  attainment  of  one  fare  within  the  city  limits  and  the  very  best 
transportation  facilities  known  at  the  present  time,  with  the  guar- 
anteed assurance  that  the  service  be  kept  up  to  modern  standards 
and  that  the  citizens  would  receive  all  the  benefits  from  all  future 
developments  of  the  art. 

The  report   is  very  voluminous,  comprising   with  the  appendices,  . 
over  300  printed  p.nges.  and  is  accompanied  by  15  plates  and  14  maps. 
We  have   reproduced  in   full   the  summary  of  conclusions   and  the 
general  discussion  constituting  Part  I  of  the  report,  and  abstracted 
the  principal  features  of  the  other  portions  which  arc  as  follows : 
Present  Service. 
Part  II  deals  with  the  present  conditions  which  prevent  the  street 
railways  from  operating  a  sufficient  number  of  cars  during  the  rush 
hours.   The  reasons  assigned  are : 

First. — The  present  terminal  facilities,  as  arranged,  arc  utterly 
inadequate. 

Second. —  The  operation  of  cars  by  cable  power  prohibits  the  use 
to    their    maxinuim    capacity    of    the    terminal    facilities    that    are 
provided. 
Third. — The  lack  of  electric  power  in  the  business  district. 
There  are  now  in  operation  during  the  hours  of  maximum  traflic 
on  the  lines  that  enter  the  business  district,  1,379  cars,  consisting  of: 
772  cable  cars. 
97  electric  motors  trailed  on  c.ible  trains. 
510  electric  cars. 
The  869  cable  cars  and  electric  cars  trailed  on  cable  arc  operated 
around  five  loops. 

The  510  electric  cars  are  operated  around  one  loop  and  on  five 
stub  end  terminals — 34  of  them  being  hauled  by  horses  eight  blocks 
each,  every  round  trip. 

.'\  review  of  the  conditions  under  which  the  cars  are  operated  leads 
10  the  conclusion  that  very  little  improvement  can  be  made  in  sur- 
face transportation  unless  a  radical  change  is  made. 
The  recommended  changes  are : 

First. — All  cable  operations  should  be  abandoned  and  the  cable 
trackage  converted  to  either  overhead  trolley  or  underground  con- 
duit for  electrical  propulsion  of  cars. 

Second. — The  territory  embraced  by  the  river  on  the  north  and 
west,  and  12th  St.  on  the  south  should  be  used  in  common  by  all 
companies  for  the  proper  location  of  loop  tracks  for  terminal  facil- 
ities, all  these  business  center  tracks  to  be  of  the  underground  elec- 
tric conduit  type. 

Third. — Cars  should  be  routed,  so  far  as  practicable,  via  trunk, 
avenue,  and  cross-town  lines  combined,  in  such  manner  as  to  serve 
the  maximum  amount  of  travel  with  the  minimum  use  of  transfers. 
Fourth. — Sufficient  cars  of  the  double  truck  pattern,  equipped  with 
brakes  operated  by  other  than  hand  power,  adequately  heated  dur- 
ing cold  weather,  and  operated  singly,  should  be  provided  for  all 
through  lines,  although  lighter  cars  could  be  used  on  the  cross-town 
line  service. 

Fifth. — On  all  well  paved  streets  all  rails  on  new  track  built  and 
on  all  tracks  when  renewed,  should  be  of  the  grooved  type,  de- 
signed on  such  lines  that  the  groove  will  be  cleaned  by  the  passage 
of  the  wheel  flange  and  presenting  the  least  obstruction  to  crossing 
vehicles,  and  extending  the  least  invitation  to  tracking  vehicles. 
Where  such  rails  are  laid  the  pavement  shoidd  be  kept  clean. 

For  terminal  loops  two  plans  are  suggested.  One  constituting 
"Surface  Plan  No.  2"  is  for  a  rearrangement  of  the  surface  tracks 
in  the  business  district  which  eliminates  grade  crossings  of  one  loop 
with  another  but  on  eight  of  the  eleven  loops  proposed  the  traffic  on 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


35 


each  loop  crosses  itself  at  the  entrain.-i.-  to  the  loop.  These  intersec- 
tions are  preferred  to  the  opposition  to  vehicle  traffic  that  would  re- 
sult from  using  a  left-hand  track  in  streets  where  there  are  portions 
of  two  loops.  According  to  this  scheme  the  south  side  lines  have 
three  loops,  the  west  side  lines  five  loops  and  the  north  side  lines 
three  loops,  all  of  the  loops  being  entirely  within  the  area  now 
liounded  by  the  Union  Loop,  excepting  that  for  the  Wabash  Ave. 
line  of  the  Chicago  City  Ry.  By  the  suggested  arrangement  only 
one  of  the  loops  is  more  than  two  blocks  from  the  Post  Office 
block,  the  exception  being  three  blocks  distant. 

The  second  scheme  constituting  "Surface  Plan  No.  3"  is  a  rear- 
rangement of  surface  tracks  in  the  business  district  recommended 
with  the  idea  of  providing  for  through  service  also,  and  several  of 
the  tracks  being  used  jointly  by  the  different  companies.  In  this 
arrangement  it  was  assumed  that  grade  crossings  would  be  permit- 
ted. The  plan  is  presented  as  serving  the  largest  street  mileage  by 
all  lines  of  cars  that  could  be  devised,  and  making  possible  the  de- 
livery of  almost  all  passengers  to  State  St..  and  of  all  to  Dearborn 
St.    The  plan  leaves  Michigan  Ave.  and  La  Salle  St.  free  of  tracks. 

"Surface  Plan  No.  l"  is  a  suggested  arrangement  of  surface  loops 
for  the  West  Side  lines  in  connection  with  "Subway  Plan  No.  i." 
Seven  loops  are  provided,  each  encircling  a  single  block  and  occu- 
pying seven  of  the  eight  blocks  between  Madison  and  Adams  Sts., 
Michigan  Ave.  and  Clark  St. 

.\n  estimate  based  on  the  business  of  igoi  and  1902  places  the 
rush  hour  traffic  to  be  carried  into  and  out  of  the  business  district  per 
hour  for  90  minutes,  morning  and  evening,  at  48,135  for  the  south 
division,  23.346  for  the  north  division  and  40.821  for  the  west 
division.  Assuming  double  truck  cars  carrying  60  passengers  each 
would  require  headways  as  follows :  Three  south  side  loops,  a 
little  closer  than  15  seconds.  Five  west  side  loops,  25  seconds. 
Three  north  side  loops,  about  25  seconds. 

A  plan  of  routing  cars  under  a  unified  system  of  roads  is  worked 
out  and  shown  by  maps  and  schedules,  the  idea  in  which  is  to  elim- 
inate transfers  so  far  as  possible. 

Large  double  truck  cars  arc  recommended  for  trunk  lines,  the 
smaller  single  truck  cars  being  retained  on  the  cross-town  lines 
and  for  local  distribution  in  the  business  center. 

Attention   is  called   to  the   necessity  of  adopting  and   stringently 
enforcing  ordinances  for  the  better  regulation  of  team  traffic  in  the 
streets.   The  average  schedule  of  all  electric  cars  operated  in  the  city 
is  given  as  8.22  miles  per  hour,  as  compared  with  an  average  sched 
ule  of  6  miles  per  hour  for  the  old  horse-car  lines. 

Part  II  of  the  report  concludes  with  a  recommendation  as  to  ad- 
ditional tracks  that  should  be  laid  in  the  near  future. 

Compensation. 

Part  III  comprises  an  extended  discussion  of  population  and 
traffic  statistics  leading  to  the  following  deductions  and  conclusions : 

"First. — That  the  normal  increase  in  population  up  to  and  includ- 
ing 1892  was  at  the  rate  of  about  11.2  per  cent  per  annum  com- 
p<junded,  and  that  since  and  up  to  1901  the  increase  has  dropped  to 
less  than  5  per  cent  per  annum,  although  the  figures  for  1901  and  es- 
timated figures  for  1902,  bring  the  average  for  this  last  year  up  to 
7.7  per  cent. 

"Second. — That  the  elevated  competition,  labor  disturbances  and 
depressions  in  the  industrial  world  at  the  several  periods  during  the 
past  ten  years,  and  the  earnings  of  the  mileage  built  by  the  Chicago 
Consolidated  Traction  Co.,  have  practically  ofTsel  any  benefits  which 
might  have  accrued  to  the  surface  lines  of  the  Union  Traction  com- 
pany in  the  north  and  west  divisions  from  the  increase  in  populat- 
tion, — its  gross  receipts  during  the  past  year  being  approximately 
e<|iial  to  what  they  were  in  1892. 

"Third. — That  the  Oiicago  City  Railway  Co.  in  the  south  divis- 
ion has  met  all  competition  and  depression  and  shows  an  increase 
of  passengers  carried  during  the  year  of  1901  of  thirty  million  pas- 
^engcr5  over  the  number  carried  during  the  year  of  1892,  or  about 
34  per  cent  increase  in  nine  years. 

"Fourth.— That  in  a  city  the  size  of  Chicago  the  increase  in  popn 
lalion  per  year,  as   recorded   since   1892  does   not   seem   to  have  as 
much  influence  in  increasing  the  earnings  of  the  transportation  busi- 
ness as  do  the  depressed  times  in  decreasing  them,  or  prosperous 
limn  in  augmenting  them." 

"For  these  reasons  I  caimot  see  my  way  clear  to  recommend  any 
fixed  percentage  of  increase  for  any  great  length  of  time,  but  have 


endeavored  to  give  as  complete  an  analysis  of  this  subject  and  set 
forth  the  information  derived  form  this  analysis  in  as  clear  and 
scientific  a  manner  as  practicable,  hoping  thereby  to  form  the  basis 
for  intelligent  discussion  of  this  subject,  and  that  an  equitable  ad- 
justment of  the  matter  can  be  reached,  which  adjustment  must  be 
based  upon  the  judgment  of  past  and  future  business  and  industrial 
conditions,  rather  than  upon  any  scientific  law  which  can  safely  be 
deduced  from  the  figures  of  the  past,  for,  as  has  been  previously 
pointed  out,  a  financial  depression  of  the  country  has  a  greater  ten 
dency  to  decrease  the  gross  receipts  of  street  railways  than  :iii  in- 
crease in  population  has  to  raise  them. 

"It  is,  however,  clear  to  me  that  if  money  compensation  is  to  lie 
required  by  the  city  for  franchifc  rights  the  only  equitable  and 
just  basis  of  compensation  to  the  city  should  he  based  upon  a  per- 
centage of  the  gross  receipts,  whatever  they  may  be,  of  each  of  the 
companies,  payable  annually,  owing  to  the  fact  that  any  general  law, 
even  though  it  might  be  correct,  which  was  deduced  from  the  past 
records  of  the  combined  receipts  of  the  surface  and  elevated  rail- 
ways of  the  city,  could  not  equitably  be  applied  to  any  individual 
road  for  the  reason  that  industrial  conditions,  due  to  the  loss  of 
population  from  the  territory  of  one  road  to  another,  or  to  com- 
petitive roads  entering  the  territory  of  any  given  road,  the  gross  re- 
ceipts of  the  road  so  affected  might  be  greatly  decreased,  thereby 
preventing  it  from  paying  a  fixed  amount  into  the  city  treasury, 
which  amout  had  been  previously  fixed  and  based  upon  a  fixed  per- 
centage of  the  past  records  during  prosperous  times. 

"In  case  the  city  should  see  fit  to  require  a  fixed  amount  per  an- 
num, this  amount  being  a  certain  percentage  of  some  future  prede- 
termined gross  earnings  based  upon  past  earnings,  it  is  clear  to  me 
that  any  such  arrangement  should  be  only  for  short  intervals  of  time, 
and  that  readjustments  should  be  made  between  the  city  and  rail- 
roads in  periods  not  over  five  years  apart." 
'I'ransfers. 

Part  IV  discusses  routes  and  transfer  systems  with  a  view  o)  se- 
curing one  "fare  within  the  limits  of  the  territory  served  liy 
companies  at  present  affected  by  llie  fraiu'hise  renewal  iiucslioii.  In 
conclusion  Mr.  Arnold  says ; 

"It  is  my  opinion,  after  a  careful  canvas  of  ihc  mailer,  thai  a 
unified  company  could  afford  to  furnish  transportation  facilities  to 
the  entire  territory  embraced  by  the  lines  of  the  Chicago  City  Rail- 
way Co.,  the  Chicago  Union  Traction  Co.  and  the  Chicago  Consoli- 
dated Traction  Co.  within  the  city  limits  for  a  single  fare,  and  I  am 
also  of  the  opinion  that  companies  operating  under  divisional  owner- 
ship or  management  could,  if  properly  protected  against  the  fraudu- 
lent use  oi  transfers,  grant  the  same  privilege,  but  at  a  slightly  in- 
creased expense  to  themselves  over  what  it  would  be  to  a  uiiitied 
company.  Furthermore,  I  believe  that  no  one  thing  that  could  be 
done  for  Chicago  would  tend  more  to  enhance  its  growth  and  pres- 
tige than  the  securing  of  such  concession  in  the  seltleiiuiit  of  ilie 
transportation  question." 

A   I'liified   System. 

Part  V  deals  vvilh  a  unified  system  of  street  railways  for  Chicago 
which  is  considered  a  condition  lliat  must  be  precedent  to  any  really 
satisfactory  and  permanent  solution  of  the  traiisporlalion  problem. 

The  plan  submitted  to  meet  the  rctpiest  of  ihe  comniiltee  for  a 
means  to  eliminate  grade  crossing>  ;iiid  provide  for  lliioiigli  lines  is 
as  follows : 

"The  north  ami  south  tracks  of  the  three  divisions,  at  preseul 
built,  including  those  west  of  the  river,  should  be  connected,  and 
through  north  and  south  lines  of  cars  be  operated  on  each  sireel. 
these  lines  to  be  designated  as  the  'Trunk  System." 

"Upon  the  east  and  west  tracks  of  the  three  divisions,  at  preseul 
built,  through  east  an<l  west  lines  of  cars  should  be  operated  on  each 
street,  these  lines  to  be  designated  the  'Cross-Town  System.' 

"I'pon  the  diagonal  avenues  radiating  from  Ihe  business  center 
and  paralleling  llie  north  and  south  branches  of  llie  Chicago  River, 
there  should  be  operated  lines  of  cars  between  the  northeast  and 
southwest,  an<l  between  the  southeast  and  northwest  sections  of  the 
cily,  through  the  business  center, — designated  the  'Avenue  System.'" 

Conforming  to  the  fundamental  principle  that  through  traflic 
should  be  given  the  right  of  way  and  recognizing  Ihat  the  grealer 
portion  of  throngli  traflic  will  be  between  Ihe  north  and  soiilh 
divisions,  "Subway  Plan  No.  i"  is  snluiiitted.  This  is  described  as 
follows: 


3(. 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  i. 


■' riiroiiKli  llic  liusincss  center,  the  subway  system  of  Chicago 
should  consist  of  suliways  lietwcen  I4lh  St.  and  Indiana  St. — under 
the  north  and  south  streets  best  adapted  to  serve  the  north  and  south 
through  irafl'ic,  with  east  aiul  west  connections  from  the  most  west- 
erly subway,  to  the  t»i>  tunnels  leading  to  the  west  division,  for  the 
accommodation  of  the  avenue  through  tratlic.  The  avenue  through 
traffic  from  the  north  and  south  division  should  he  routcci — outside 
of  the  subway  district— to  the  tracks  leading  into  the  most  westerly 
subway.  As  quite  a  proportion  of  the  traffic  from  the  westerly  por- 
tion of  the  south  division  and  from  the  west  division  designed  to 
terminate  in  the  business  center  will  naturally  be  brought  in  over 
Ihe  avenue  lines,  and  from  lines  leading  into  the  avcnties,  two 
subway  loops  for  the  joint  use  of  this  traffic  terminating  in  the  busi- 
ness center,  should  be  constructed,  using  the  most  westerly  north  and 
south  subway  for  the  ea.st  side  of  each  loop.  All  other  cars  from  the 
west  division  and  from  the  westerly  portions  of  the  south  division, 
should  be  brought  into  the  business  districts  over  the  bridges,  and 
returned  via  surface  loops.  To  provide  terminal  facilities  for  the 
divisional  traffic  of  the  north  division  and  that  pt)rlion  of  the  south 
division  lying  east  of  llalsled  street,  terminating  in  the  business  cen- 
ter, a  cross  subway  should  be  constructed  in  the  center  of  the  busi- 
ness district, — with  reference  to  the  north  and  south, — connecting  all 
the  north  and  south  subways.  This  lateral  subway,  in  connection 
with  the  north  and  south  subways,  would  provide  six  loops,  three 
for  the  north  division  and  three  for  the  south  division  traffic.  To 
carry  out  this  general  plan  it  will  be  necessary  to  construct  two 
more  tunnels  to  the  north  division  to  supply  an  outlet  to  the  north 
for  each  transport,atioii  highway,  entering  from  the  south.  By  this 
plan  the  following  results  will  be  obtained : 

"First. — The  greatest  possible  capacity  of  the  limited  area  in  the 
business  district  would  be  utilized  for  terminal  facilities. 

"Second. — .Ml  through  traffic  via  the  business  center  would  be 
taken  through  the  congested  district,  undergroud,  saving  time  to  the 
passenger,  and  relieving  the  congestion  in  this  district. 

"Third. — All  subways  would  be  on  the  high  level  without  grade 
crossings,  thus  cheapening  the  construction  and  not  interfering  with 
existing   low-level    improvements. 

"Fourth. — All  river  tunnel  approaches  within  the  business  center 
would  be  closed. 

"Fifth.^.As  all  traffic  from  the  north  and  south  divisions  would 
he  undcrgraund,  if  'Surface  Plan  No.  i'  were  used,  grade  crossings 
of  surface  loops  would  be  eliminated,  except  those  incident  to  the 
operation  of  the  local  distributing  system." 

In  connection  with  the  subway  an  independent  business  center 
system  would  be  needed,  for  which  are  recommended  double  tracks 
in  three  north  and  south  streets,  State  St.,  Clark  St.  and  Fifth  Ave., 
with  cast  and  west  lines  in  the  I2th  St,  viaduct  and  in  a  street  north 
of  the  river. 

The  estimate  of  the  cost  to  provide  a  system  of  street  railways  as 
dcscibed  in  this  part,  involving  746  miles  of  single  track,  alternating- 
current  power  plant  and  sub-stations,  2,000  double  truck  cars 
seating  52  persons  each,  necessary  shops,  car  houses  and  real  estate. 
is  $69,800,000. 

Estimated  gross  earnings  are  $14,763,000  per  year,  and  net  earn- 
ings Irased  on  past  performance  of  existing  companies,  are  $5,124,000. 
No  fixed  charges  arc  deducted  in  estimating  net  earnings,  but  a  de- 
duction of  $943,000  is  made  for  taxes. 

In  addition  the  subways  in  "Subway  Plan  No.  i"  are  estimated  to 
cost  $16,000,000  exclusive  of  land  damages. 

Subways. 

Part  VI  is  devoted  to  discussion  of  technical  problems,  valuations 
and  estimates. 

The  "Subway  Plan  No.  l"  which  is  entirely  a  high  level  system 
located  as  shown  in  the  upper  part  of  Plate  No.  9  is  presented  as  the 
best  to  fulfill  the  conditions  necessary  for  the  successful  operation  of 
a  combined  surface  and  subway  railway  system  which  is  practicable 
without  interfering  with  existing  low  level  improvements. 

Objections  to  the  plan  are:  To  eliminate  grade  crossings  as  in 
"Surface  Plan  No.  i,"  all  north  and  south  traffic  would  be  under- 
ground and  almost  all  cars  from  the  West  Side  would  be  on  the  sur- 
f.ice  in  the  business  district.  If  either  of  the  other  surface  plans  were 
adopted  passengers  arriving  on  West  Side  subway  cars  would  have 
to  transfer  to  surface  cars  if  they  desired  to  ride  east  of  Clark  St. 


This  system  creates  conditions  most  favorable  to  the  misuse  of 
transfers. 

lo  overcome  these  objections  "Subway  Plan  No.  2"  is  submitted 
as  an  ideal  solution  of  the  problem.  In  this  plan  the  high-level  sub- 
ways of  "Subway  Plan  No.  i"  are  retained,  and  three  or  more  low- 
level  east  and  west  loops  added,  the  typical  section  of  a  station  at  an 
intersection  being  shown  in  Plate  No.  9. 

The  chief  objections  to  this  plan  are: 

First. — Its  cost  of  $20,000,000  as  compared  with  $16,000,000  for 
Plan  No.  I. 

Second. — The  passengers  in  the  low  level  subways  would  l>e  aliout 
40  ft.  below  the  surface  of  the  street,  thus  necessitating  the  use  of 
elevators  between  low  level  and  high  level  subways  at  station  points, 
a  distance  of  about  20  ft. 

Third. — The  engineering  difficulties  and  risks  that  would  be  en- 
countered in  its  construction. 

Fourth. — The  fact  that  it  would  interfere,  and  to  a  large  extent 
destroy,  existing  and  contemplated  low  level  improvements.  This 
last  is  considered  difficult  to  overcome,  but  it  is  believed  tliat  an 
arrangement  with  the  Illinois  Telephone  &  Telegraph  Co.  to  use  its 
subways  as  the  low-level  street  car  subways  or  to  construct  the  two 
systems  jointly  and  at  the  same  time  would  to  a  large  extent  relieve 
these  difficulties. 

The  recommendations  on  the  terminal  problem  in  their  order  of 
merit  from  an  engineering  and  transportation  standpoint  are: 

"First. — Subway  Plan  No.  2  in  connection  with 

(a)  Surface  Plan  No.  3;  or, 

(b)  Surface  Plan  No.  2;  or, 

(c)  Surface  Plan  No.  i,  with  suitable  connections  for  ac- 

commodating through  cars. 
"Second. — In  case  it  is  found  for  business  reasons  impracticable 
to  construct  Subway  Plan  No.  2,  I  reconmiend 
Subway  Plan  No.  I  in  connection  with 

(a)  Surface  Plan  No.  3;  or, 

(b)  Surface  Plan  No.  2;  or, 

(c)  Surface   Plan   No.   I,  with  suitable  connections   for  ac- 

commodating through  cars. 

"Third. — If  for  any  reason  it  is  found  inadvisable  to  at  present 
construct  the  entire  subway  system  as  outlined  in  Subway  Plan  No. 
2,  or  Subway  Plan  No.  i,  one  north  and  south  subway,  and  one 
low  level  east  and  west  loop  could  be  constructed  at  present,  which,, 
if  used  in  connection  with  any  one  of  the  surface  plans,  would  largely 
relieve  the  present  congestion,  and  leave  the  future  subways  to  be 
constructed  when  needed,  it  being  understood  that  whatever  subway 
work  is  done  should  be  done  in  such  a  manner  that  it  follows  one  or 
the  other  of  the  general  plans  recommended. 

"Considering  the  surface  terminal  problciTi  by  itself,  I  recommend 
the  adoption  of  Plan  No.  3  and  the  immediate  lowering  of  the  tops 
of  the  tunnels  to  such  an  extent  that  marine  traffic  will  no  longer  iie 
impaired,  and  the  preserving  of  portions  of  the  tunnels  for  use  in 
connection  with  future  subways." 

Electric  Conduit  Lines. 

Plans  for  an  underground  electric  conduit  system  for  the  down- 
town district  are  included.  The  cost  of  building  the  conduit  lines 
inclusive  of  feeder  wire  and  exclusive  of  paving  is  estimated  at 
$81,300  per  mile  of  single  track.  It  is  consi<lered  there  would  be  little 
saving  possible  by  trying  to  utilize  existing  cable  construction. 

The  Union  Elevated  Loop  is  briefly  discussed  and  the  following 
recommendations  made  for  possible  improvements  to  accommodate 
increased  traffic  on  the  Union  Loop  arc  as  follows:  .      , 

First. — The  extension  of  the  present  platforms. 

Second. — The  provision  of  stub  end  terminals  for  each  indepen- 
dent company. 

Third. — That  if  further  loop  capacity  is  demanded  after  the  above 
reconunendations  have  been  put  into  execution,  it  could  be  secured  by 
the  extension  of  the  Union  Loop  south  on  Fifth  Ave.  to  Polk  St.. 
thence  cast  on  Polk  St.  to  Wabash  .\\e.,  and  north  on  W'abash  .Ave. 
to  a  connection  with  the  present  structure  at  Harrison  St.,  and  divid- 
ing it  into  four  parts  by  means  of  a  north  and  south  line  on  Clark  St. 

Fourth. — The  ultimate  utilization  of  the  entire  Union  Loop,  either 
as  it  is  now  constructed,  or  as  it  may  hereafter  be  extended,  as  a 
part  of  a  through  line  system  for  the  combined  operation  ot  through 
cars  over  all  the  elevated  structures  between  all  divisions  of  the  city. 

The  first  and  second  methods  are  considered  practicable  and  desir- 


Jan.  X.  1903.] 


STREET  RAILWAY  REVIEW, 


37 


able  under  the  present  diversit}-  of  ownership,  and  the  fourth  is  rec- 
ommended sliould  it  become  possible  bj'  means  of  joint  ownership  or 
traffic  agreement  between  the  elevated  companies. 

A  9-in.,  I20-Ib.  girder  rail  the  head  being  as  shown  in  the  line 
drawing  is  recommended  for  streets  paved  with  asphalt,  brick  or 
granite,  and  kept  clean ;  the  cost  of  this  construction  laid  on  con- 
crete beams  is  estimated  at  $24,000  per  mile  of  single  track. 


O-IN.  IJO-LH.  (ilRIlER  RAIL  FOR   I'.VVED  STREETS. 

For  unpaved  or  poorly  maintained  streets  the  present  girder  tram 
rail  section  is  recommended. 

Valuations. 

Estimates  of  cost  arc  made  on  two  bases,  concerning  which  it  is 
said: 

"A. — The  cost  to  reproduce  the  properties  today. 

"The  figures  are  based  upon  what  it  would  cost  lo  furnish  and 
install  the  materials  entering  into  the  construction  of  the  properties 
today,  and  in  considering  these  prices  it  should  be  borne  in  mind 
that  the  state  of  the  art  is  now  such  that  a  large  amount  of  the 
physical  part  of  the  properties,  as  they  exist,  could  be  built  now 
much  cheaper  than  was  possible  at  the  time  they  were  built." 

"B. — Present  value  of  the  physical  property  for  electrical  railway 
purposes. 

"This  gives  the  present  values  of  the  physical  properties  for  elec- 
trical railway  purposes  so  far  as  I  am  able  to  estimate  them.  In  de- 
ducing this  it  has  been  necessary  to  take  into  consideration  the  fact 
that  the  cable  systems  complete,  exclusive  of  track,  real  estate  and 
buildings,  must  be  considered  as  practically  obsolete,  and  that,  there- 
fore, the  only  amounts  that  they  can  be  credited  with  is  what  salvage 
can  be  obtained  from  their  disposition.  I  have,  however,  considered 
that  some  portions  of  the  cable  tracks,  outside  of  the  business  center, 
where  underground  conduit  construction  would  not  be  required, 
could  be  used  to  operate  electric  cars  over,  provided  the  tracks  were 
surfaced  up  and  brought  into  good  physical  condition.  For  these 
reasons  I  have  credited  the  cable  systems,  in  each  case,  with  the  es- 
timated value  that  it  would  cost  to  reproduce  these  cable  tracks  as 
new  electric  car  tracks,  taking  into  consideration  the  weight  of  the 
rail  in  each  case,  and  allowing  a  suitable  depreciation  from  the  figure 
thus  obtained,  depending  upon  the  condition  in  which  the  track  and 
paving  have  been  maintained  by  the  respective  companies,  I  have 
endeavored  lo  estimate  this  depreciation  as  fairly  as  possible,  and 
while  it  may  seem  difficult  to  understand  how  it  can  have  been  so 
grc-al,  it  should  be  accepted  as  one  of  the  conditions  due  to  the  ad- 
vancement of  the  art  in  street  railways,  and  is  illustrative  of  the  con- 
ditions which  must  be  faced  by  any  corporation  or  municipality 
which  engages  in  the  transpfjrtalion  business.  The  same  statements 
arc  largely  true  regarding  a  large  part  of  the  electrical  equipment  of 
some  of  the  present  companies,  for  the  reason  that  the  electrical  art 
has  so  far  advanced  since  some  of  the  present  properties  were  built 
that  a  part  of  their  electrical  and  steam  equipment  is,  from  the  stand- 
point of  economical  operation,  obsolete  today.  In  considering  this 
valuation  it  must  be  understood  that  it  does  not  in  any  sense  purport 
to  lie  the  actual  value,  from  a  business  standpoint,  of  the  properties 
estimated,  for  the  reason  that  ordinarily  from  a  business  and  finan- 


R. 

$ii,-47,8i(j 
14,937,088 


cial  standpoint  the  value  of  all  properties  having  franchise  rights 
would  be  based  largely  upon  their  earning  capacity,  and  not  upon  the 
mere  physical  value  of  the  tangible  property." 

The  valuations  for  the  two  companies  are : 

A. 

Chicago  City   Ry $17,172,425 

Chicago  Union    Traction  Co.* 22,214,635 

*  Not  including  Van  Buren  St.  tunnel. 

Valuation  Under  Expiring  Grants. 
.'\n  attempt  is  made  to  value  existing  tracks  subject  to  the  contcn- 
lion  of  the  city  that  franchises  for  certain  lines  expire  on  or  before 
July  10,  1903,  The  dates  of  expiration  are  taken  from  the  report  of 
the  Special  Council  Committee  dated  March  28,  i8q8.  The  estimated 
value  of  the  tracks  for  which  grants  are  claimed  to  expire  subtracted 
from  the  estimated  value  of  all  tracks  gives  the  following: 

Chicago  City  Ry $4,045,443, 

Chicago  Union  Traction  Co S,306,SS9- 

Appendices. 
The  appendices  to  the  report  include  a  list  of  the  present  routes, 
giving  length  of  roimd  trip,  time  of  round  trip  and  maximum  num- 
ber of  cars  operated  by  both  of  the  companies ;  the  routes  recom- 
mended by  Mr.  Arnold  for  operation  with  the  unified  .system ;  the 
routes  recommended  for  the  business  district  under  divisional  own- 
ership with  joint  use  of  tracks ;  schedules  of  the  transfer  points 
under  the  present  operation;  lists  of  streets  in  which  tracks  are  now 
laid,  and  a  list  of  the  tracks  necessary  for  the  system  as  recom- 
mended by  Mr.  Arnold, 


REGULATIONS  WITH  REGARD  TO  VESTI- 
BULES. 


In  view  of  the  agitation  for  vestibnled  cars  now  being  carried  on 
in  certain  localities  it  is  instructive  to  note  that  the  Boston  Elevated 
Railway  Co,  has  found  it  necessary  to  issue  general  orders  instruct- 
ing motormen  that  they  must  lower  the  glass  in  the  vestibule  suffi- 
ciently to  secure  a  clear  vision  whenever  the  glass  Ijeconics  clouded 
by  fog,  rain  or  snow.  This  evidence  on  the  vestibule  question  is 
valuable  as  showing  that  much  as  the  railway  companies  may  desire 
10  cater  lo  the  comfort  of  its  employes,  its  duty  to  provide  first  for 
the  safety  of  the  public,  and  in  fact  for  the  safety  of  its  employes 
lliemselves,  will  not  permit  it  to  operate  cars  with  the  vestibules 
entirely  enclosed  except  in  absolutely  clear  weather  when  there  is 
no  possibility  of  obscure  glass  obslrucling  llio  vision  of  the  motor- 
men. 

The  new  order  regarding  vestibules  reads  as  follows: 

"Motormen  are  instructed  that  at  all  times  when  owing  to  fog, 
rain  or  snow,  the  glass  in  the  front  vestibule  obstructs  the  vision, 
Ihey  must  lower  the  glass  sufficiently  to  secure  a  clear  vision.  No 
ixcuse  will  be  accepted  for  accidents  occurring  inuler  such  circum- 
stances when  this  precaution  has  not  been  taken. 

"Under  these  conditions  the  front  door  may  be  closed,  except  al 
important  stations  and  in  the  subway. 

"At  all  times  after  dark  or  during  the  uIkIiI  inclnrMuii  iiinsl  kecii 
bolli  doors  of  the  vestibule  of  the  front  end  of  the  car  closed,  ex- 
cept while  cars  are  in  the  subway,  at  either  level  of  the  Dudley 
.Street  or  Sullivan  S(|uare  Terminal  .Stations,  or  at  times  when  con- 
siderable numbers  of  i)ersons  wish  lo  enter  or  leave  the  car  at  once, 

"The  general  practice  in  Ihe  evening  and  at  night  must  be  for 
[jassengers  lo  make  use  of  the  rear  door  for  entrance  and  exit." 


DINNER  OF  THE  MICHIGAN  ELECTRIC  CO. 

A  year  ago  ihe   Michigan   Electric  Co.  of   Delmit    innauguraled 
the  practice  of  giving  a  dinner  lo  its  employes,  and  Ihe  secfind  enter 
taintnent  of  Ibis  company  was  given  at  the  Cadillac  Hotel  on  Janu 
ary  3d,    Afler  the  diinier,  which  was  allemled  by  50  ein|)loyes  of  llu- 
company,  the  parly  attended  the  theater. 


'Ihe  Schuylkill  Valley  Traction  Company's  Enii)loye's  Relief  As- 
sociation recently  engaged  the  Washburn  Minstrel  coni|iniiy  lo  give 
a  performance  in  Ihe  opera  house  at  Norrislown,  I'.i,.  fnr  llu-  benefit 
of  the  association. 


38 


STREET  RAII.WAY  REVIEW. 


[Vol.  XIII,  N...  r. 


•TROUBLE"  AT  STREATOR.  ILL. 

Mr.  (i.  J.  A.  I'aiil,  in.iiKiKcr  of  the  People's  I.iglil  &  Railway  Co., 
of  Strcator,  III.,  recently  had  an  experience  with  the  employes  of 
the  company  which  is  descrihcd  in  the  Strcator  Daily  Free  Press 
as  follows : 

"For  a  time  last  night  things  around  the  street  car  power  Imiisi- 
had  a  deep  bhic  tinge  streaked  with  red,  hut  the  trouble  was  finally 
fixed  up  in  a  satisfactory  manner. 

"When  the  molormen  and  conductors  had  finished  their  day  s 
work  they  called  a  meeting  in  the  office  of  Manager  Paul.  He  was 
not  present  at  the  time,  hut  soon  appeared  after  being  notified  of 
the  meeting. 

"Then  the  men  made  a  demand  for  a  raise  of  wages,  shorter 
hours  of  labor,  no  cars  to  start  running  before  7  o'clock  in  the 
morning,  soapslones  for  the  use  of  the  motormcn,  and  a  few  other 
small  concessions. 

"As  each  new  proposition  was  presented  Manager  Paul's  wrath 
arose,  and  after  he  had  expressed  himself  in  no  uncertain  terms 
and  was  near  exploding  with  anger.  Conductor  Pool  stepped  to  the 
front  and  said  there  was  one  more  demand  the  men  had  to  make, 
and  that  was  that  Mr.  Paul  would  accept  the  handsome  office  chair 
which  the  men  had  purchased  for  him,  and  which  was  then 
brought  in. 

"Then  Mr.  Paul  caught  on  to  what  the  'demands'  meant,  and 
when  he  had  composed  himself  he  made  an  appropriate  reply,  and 
then  there  was  'something  doing'  for  the  next  half  hour.  All  of 
which  shows  that  the  utmost  good  feeling  prevails  between  the 
manager  and  the  employes  of  the  company,  which  is  as  it  should  be 
with  all  corporations." 


PITTSBURG  &  ALLEGHENY  VALLEY   RAIL- 
WAY CO. 


This  company  was  recently  incorporated  under  the  laws  of  Penn- 
sylvania and  its  charter  covers  practically  every  street  and  high- 
way in  the  Kiskiminctas  Valley  from  .\polIo  to  Leechburg.  It  also 
owns  all  of  the  capital  stock  of  the  .Apollo  Electric  Light,  Heat  & 
Power  Co.,  the  Leechburg  Electric  Light  &  Power  Co.,  the  New 
Kensington  Electric  Light,  Heat  &  Power  Co..  and  the  Parnassus 
Electric  Light  &  Power  Co.,  and  has  retired  all  the  indebtedness, 
both  bonded  and  floating,  of  these  corporations.  The  company  also 
owns  all  of  the  capital  stock  of  the  Kiskiniinetas  Bridge  Co.,  a  com- 
bined highway  and  railway  bridge  connecting  Lechburg  with  Hyde 
Park.  The  company's  railway  line,  except  in  towns,  is  located  en- 
tirely upon  private  rights  of  way  owned  by  the  company,  and  the 
local  franchises  in  the  towns  through  which  it  passes  are  extremely 
liberal. 

The  present  population  in  the  territory  served  by  this  coniiiaiiy  1- 
approximatcly  40,000  and  is  rapidly  increasing.  Al  New  Kensing- 
ton the  line  will  meet  the  Tarcnluni  Traction  Passenger  Railway 
Co.,  and  the  construction  of  six  miles  additional  would  connect  New 
Kensington  with  the  Pittsburg  Railways  Co.,  at  Oakmont,  giving 
a  continuous  trolley  service  to  Pittsburg.  The  capital  stock  of  the 
company  is  $1,500,000  and  its  authorized  bonded  mdebtedness  is 
$1,100,000.  Its  stock  has  been  deposited  with  the  Public  Trust  Co., 
of  Pittsburg,  Pa.,  trustee,  as  security  for  the  bonds,  of  which  $250,- 
000  worth  arc  offered  for  sale.  The  bonds  now  offered  constitute 
a  portion  of  the  $1,100,000  authorized  and  are  secured  by  a  first 
mortgage  on  all  the  property  now  owned  or  that  may  hereafter 
be  acquired  by  the  company,  and  the  bonds  can  only  be  redeemed  at 
maturity. 

Messrs.  Sanderson  &  Porter,  after  examining  the  conditions,  re- 
ported that  the  estimated  gross  earnings  and  net  earnings  under 
good  management  would  be  $214,000  and  $100,000  respectively. 


PROPOSED    TUNNELS    FOR  NEW  YORK  CITY. 


During  the  past  month  three  of  the  important  tuimel  projects  for 
New  York  City,  which  were  outlined  in  the  "Review"  for  Feb.  15, 
!902,  have  received  the  necessary  final  sanction  of  the  Board  of 
.Aldermen,  and  there  is  stated  to  be  now  no  legal  obstacle  to  pre- 
vent their  rapid  completion. 

First  in  importance  is  the  franchise  granted  to  the  Pennsylvania 


K.  R.  providing  fur  at  least  five  iS','-  fl.  tubes,  three  under  the 
North  River  for  bringing  the  Pennsylvania  lines  into  the  heart  of 
New  York  City,  and  two  under  the  East  River  for  giving  direct 
New  York  connections  with  the  Long  Island  R.  R.,  which  is  owned 
by  Pennsylvania  interests.  The  five  tunnels  will  converge  at  a 
central  station  in  J2d  St.,  between  Seventh  and  Ninth  Avcs.,  Man- 
hattan. 

Next  is  the  ordinance  passed  early  last  month  giving  the  New 
York  &  Jersey  Railroad  Co.  permission  to  construct  a  tunnel  under 
the  North  River,  nnnting  from  the  Jersey  City  Terminal  station 
to  a  station  at  Greenwich  and  Christopher  Sis.,  Manhattan.  Tlie 
object  of  this  project  is  to  give  physical  connection  between  the 
electric  lines  converging  in  Jersey  City  and  the  surface  electric  lines 
if  Manhattan. 

I  he  third  tunnel  will  run  under  ICa^t  River  from  Fourth  St., 
Lung  Island  City,  to  42d  St.,  Manhattan,  and  will  connect  the  lines 
iif  the  New  York  &  Queens  County  Electric  Ry.  in  Long  Island 
City,  with  the  Rapid  Transit  subway.  Manhattan. 

We  are  assured  by  a  high  official  of  the  Rapid  Transit  Subway 
Construction  Co.  that  unless  the  entirely  unexpected  happens  elec- 
tric trains  will  run  through  the  rapid  transit  subway  on  Jan.  i, 
1904. 

•-*♦ 

OHIO  NOTES. 


Residents  of  towns  near  the  Cincinnati.  Georgetown  &  Portsmouth 
Railway,  recently  converted  for  operation  by  electricity,  have  asked 
the  management  to  make  an  extension  to  Felicity. 

The  lower  court  has  pronounced  invalid  an  ordinance  passed  by 
the  City  of  Dayton,  O.,  to  prevent  the  traction  companies  from  load- 
ing and  unloading  freight  in  certain  streets.  It  is  believed  that  this 
decision  will  result  in  the  eight  electric  railway  companies  securing  a 
larger  share  of  freight  traffic. 

The  Columbus  Street  Railway  Co.  and  several  of  the  intcrurban 
companies  entering  Columbus,  on  Christmas  presented  each  of  the 
married  men  in  their  employ  with  turkeys,  and  each  of  the  single 
men  with  $1  in  lieu  of  the  dinner. 

The  Scioto  Valley  Traction  Co.  has  been  granted  until  July  I, 
1903,  for  the  completion  of  its  lines.  The  difficulty  in  getting  steel  is 
the  principal  reason  assigned  for  the  delay. 

It  is  generally  believed  that  the  plans  of  the  Cincinnati  &  Columbus 
Traction  Co.  which  has  a  franchise  from  Washington  Court  House 
to  Norwood  will  be  carried  out.  The  .Appleyard  interests  will  ar- 
range for  the  connection  from  Washington  to  Columbus  and  arrange- 
ments have  been  made  with  the  Cincinnati  Traction  Co.  for  entrance 
into  Cincinnati. 


IMPROVEMENTS  ON  THE  ST.   LOUIS  &  SUB- 
URBAN. 


The  St.  Louis  &  Suburban  Railway  Co.  has  reconstructed  its 
main  line  along  its  private  right  of  way  with  80-lb.  T-rails  and  in 
the  city  with  94-lb.  girder  rails,  and  has  purchased  a  large  number 
of  new  cars  which  are  equipped  with  four  Westinghouse  No.  49 
motors,  Westinghouse  standard  traction  air  brakes,  Hunter  signs 
and  fenders.  The  cars  are  46  ft.  in  length  with  inside  mahogany 
finish  and  are  mounted  on  St.  Louis  Car  Co's.  No.  7  trucks;  all 
other  cars  on  the  system  are  iK'ing  reconstructed  to  meet  the  stand- 
ard of  the  new  equipment.  Some  of  these  have  been  completed 
and  are  now  in  operation  and  all  will  be  in  operation  by  early 
spring.  Extensive  improvements  are  being  made  in  the  power  sta- 
tions and  car  houses. 


A  CORRECTION. 


In  dcscribmg  the  new  shops  of  the  Chicago  City  Ry.  on  page  885 
of  the  "Review"  for  December,  1902,  reference  was  made  to  the 
tools  furnished  by  Bement-Milcs,  and  by  an  oversight  Bement  was 
made  to  read  Bennett. 


United  States  mail  service  was  established  on  January  1st  on  the 
Cleveland.  Elyria  &  Western  Electric  Ry.,  between  Oberlin,  Flor- 
ence, Berlin  Heights,  Berlinville,  East  Norwalk  and  Norwalk.  Two 
trips  are  made  daily  in  each  direction. 


Jan.  20,  1903] 


STREET  RAILWAY  REVIEW. 


39 


New  Car  House  and  Repair  Shops  of  the  Birmingham  Railway,  Light 

&  Power  Co,,  Birmingham,  Ala, 


The  present  system  of  the  Birmingham  Railway,  Light  &  Power 
Co.  is  composed  of  several  different  lines,  which  from  time  to  time 
have  been  absorbed  by  the  present  company,  which  now  controls 
and  owns  all  street  car  lines  in  Jefferson  county.  Each  line  before 
it  was  acquired,  of  course,  had  its  respective  car  barn  and  repair 
shop,  thus  making  five  different  places  where  cars  were  housed 
and  repaired.  This  being  the  case,  it  is  naturally  a  little  incon- 
venient to  have  car  repairs  going  on  in  so  many  different  places 
and  where  all  cannot  receive  the  attention  of  the  master  mechanic. 


the  edge  of  the  street.  There  will  be  nine  tracks  running  entirely 
through  the  building  and  one  track  half  through,  and  there  will  be 
space  enough  to  accommodate  one  hundred  of  the  largest  cars.  The 
walls  of  the  building  are  to  be  red  pressed  brick,  with  red  mortar, 
and  the  roof,  which  is  to  be  composition,  is  to  be  supported  by  steel 
roof  trusses.  The  floor  is  to  be  rolled  cinders,  which,  after  the 
Irealnient  it  receives,  makes  it  practically  the  same  as  concrete. 
The  pit  floor  will  be  concrete.  The  pit  space  is  eight  tracks  wide 
and  160  ft.  long,  and  the  track  over  this  is  built  on  pipe  track  sup- 


CROSS  SECTION  OF  OF  CAR  HOIISK. 


so  it  was  decided  by  the  mangement  to  erect  a  large  car  house  and 
repair  shop  at  one  central  point,  to  take  care  of  all  the  cars  and  do 
all  the  repair  work  in  one  place.  With  this  idea  in  view,  work  has 
been  commenced  on  a  mammoth  car  house  and  repair  shop  in  the 
western  extremity  of  the  city.  Some  of  the  other  barns  will  be 
kept  up  10  store  summer  cars  in  winter  and  to  leave  a  few  cars  in 
over  night  at  the  end  of  the  long  suburban  lines,  in  order  that  they 
may  start  on  the  first  trip  in  the  morning  without  having  to  run  a 
great  many  miles  empty  before  reaching  their  scheduled  starting 
point. 

Accordingly  the  engineering  firm  of  Ford,  Bacon  &  Davis,  of 
New  York,  who  have  charge  of  the  extensive  improvements  being 
made  here,  and  of  which  Mr.  J.  A.  Emery  is  the  chief  engineer  of 
the  local  office,  has  prepared  plans  and   is   superintending  the  con- 


ports.  The  two  tracks  running  half  through  the  building  and  situ- 
ated on  the  side  next  the  alley  are  designed  especially  for  wash- 
ing cars,  and  the  necessary  appurtenances  for  same  will  be  ar- 
ranged on  this  side,  so  that  cars  may  be  thoroughly  and  rapidly 
cleaned.  The  whole  building  will  be  well  lighted  by  numerous  win- 
dows on  both  the  4th  Ave.  and  the  alley  side. 

A  very  desirable  and  altraclivc  feature  of  the  car  house  will  be  a 
set  of  fire  doors  situated  in  the  center  of  the  building,  so  that  in  the 
event  of  the  cars  in  one  end  of  the  house  getting  on  fire,  by  lowering 
these  doors  the  cars  in  the  other  half  would  be  as  safe  as  if  they 
were  in  some  other  place.  In  the  corner  of  the  barn  on  iilh  St. 
and  the  alley  will  be  located  the  office  of  the  barn  foreman.  Just 
back  of  his  office  will  be  a  very  comfortable  reporting  room  for 
the  motormen  and  conductors.     This  room  will  be  well  heated  and 


- ———-'-  -  -  »'-"-ii»l 


CROSS  SECTION  OF  KKI'AIK  SIIOI'. 


struction  of  the  new  car  house  and  shops.  To  Mr.  D.  O.  Whildin, 
of  this  firm,  wc  arc  indebted  for  the  very  complete  drawings  which 
arc  shown  herewith. 

The  car  house  is  situated  on  4lh  Ave.  between  loth  and  nth  Sts,, 
and  occupies  the  whole  space  back  to  the  alley,  half-way  of  the 
block.  The  dimensions  are  140  ft.  wide  by  .392  ft.  10  in.  long,  and 
il  is  to  have  entrance  on  both  lOth  and  iilh  Sis.  Height  to  be  18 
ft.  from  head  of  rail  to  under  side  of  roof  trusses. 

The  length  of  the  block  is  400  ft.,  to  insure  a  straight  track  en- 
tering the  liouse  and  to  acommodale  the  special  work  leading  from 
the  main  line,  it  was  necessary  to  set  the  front  back  seven  feet  from 


lighted  and  thoroughly  up-to-date  toilet  arrangenients  will  be  pro- 
vided with  complete  and  approved  sanitary  fixtures.  'Hie  newest 
and  most  convenient  transfer  racks,  boards  showing  runs,  build  in 
order  boards  and  such  other  arrangements  pertaining  lo  lliis  ili- 
IKirlment  as  may  be  needed  will  be  placed  here. 

Just  back  of  the  men's  reporting  room  will  be  situated  the  saml 
drier.  A  car  loaded  with  wet  sand  may  be  brought  into  the  barn, 
'hoveleil  into  a  bin,  and  from  this  bin  lit  down  iiUo  the  drier  and 
turned  out  into  the  dry  sand  bin  on  the  other  side  in  a  short  lime. 
This  arrangement  is  designed  lo  provide  for  five  days'  supply  al  a 
time. 


40 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  I. 


A  llioroiiRlily  reliable  fire  system  has  been  arranged  for  (he  build- 
ing independent  of  the  city  fire  department.  This  consists  of  a 
lo.ooo-gallon  tank  placed  out  to  one  side  of  the  building,  and  dis- 


cu^O  iwg 


FLOOR  PLAN  OF  CAR  BARN. 


tributed  at  frequent  intervals  throughout  the  building  will  be  coils 
of  ho.se  with  nozzles  attached,  so  that  in  the  event  of  a  fire  breaking 
out  the  fire  doors  may  be  lowered,  the  water  turned  on,  and  the  car 
house  employee  can  start  fighting  the  fire  immediately. 

The  house  is  not  to  have  any  doors  at  present,  but  should  it  be 
desired  in  future  to  have  them,  ample  provisions  have  been  made 
for  ihein.  It  is  the  belief  at  present  (hat  the  barn  will  be  ready 
for  occupancy  by  the  last  of  this  month,  at  which  time  the  cars  of 
all  divisions  will  go  here  when  they  finish  their  runs  at  night,  ex- 
cept the  few  early-morning  cars,  which  will  be  disposed  of  as  alx)vc 
staled. 

Immediately  across  4th  Ave.  from  the  car  house  and  occupying 
a  space  114  x  400  ft.  will  be  the  repair  shops.  This  building  is  prac- 
tically completed,  and  was  expected  to  be  ready  for  work  by  Jan. 
I,  1903.  Like  the  car  house,  this  building  is  to  have  a  steel  frame, 
composition  roof  and  the  walls  arc  to  be  red  brick  with  red  mortar. 
There  is  to  be  a  second  story  20  ft.  wide  and  extending  the  full 
length  of  the  building.  This  is  reached  by  two  outside  staircases, 
which  are  provided  with  fire  doors,  so  that  in  case  the  upper  story 
should  catch  on  fire  and  one  stairway  be  cut  off,  the  occupants  of 
the  second  story  could  get  down  the  other  stairway.  It  has  not 
been  decided  as  yet  just  what  will  be  done  with  this  second  story. 
Il  is  contemplated  turning  it  into  a  club  room  for  the  motormen  and 
conductors,  but  this  will  be  decided  on  later. 

Near  the  loth  St.  end  of  the  building  will  be  located  the  office  of 
the  master  mechanic,  and  all  entrance  to  and  from  the  shop  will 
be  made  through  a  passageway  by  his  office.  Before  closing  time 
in  the  evening  all  doors  leading  to  the  streets  will  be  closed  and  all 
shop  employes  will  be  obliged  to  ring  out  on  a  clock  in  the  passage- 
way above  named,  and  on  going  to  work  in  the  morning  they  will 
ring  in  in  the  same  manner.  The  door  leading  from  the  passage- 
way to  the  main  shop  will  be  controlled  by  an  automatic  lock  oper- 
ated by  a  push  button  from  the  office  inside.  To  the  left  of  the 
entrance  to  the  shop  will  be  located  a  window,  where  the  men  will 
report  for  their  orders  and  for  material.  Just  back  of  the  master 
mechanic's  office  and  extending  all  the  way  back  to  the  lOth  St.  end 
will  be  the  store-room,  and  il  is  the  intention  of  the  management  to 
carry  a  12-months  supply  of  repair  parts  at  all  times.  On  the  other 
side  of  the  passage-way  above  mentioned  is  to  be  situated  the  arina- 
ture  room,  where  all  work  necessary  for  the  rewinding  of  armatures 
will  be  carried  on.  The  armature  baking  will  be  a  special  feature 
and  will  be  accomplished  by  electricity.  This  company  has  always 
had  very  great  success  with  the  repairing  and  rewinding  of  its  arma- 
tures and  is  very  proud  of  its  success  in  this  connection,  which  is 
largely  due  to  the  very  careful  attention  and  management  of  the 
same  by  Mr.  George  H.  Harris,  superintendent  of  equipment,  and 
with  all  other  facilities  requisite  for  good  work,  flattering  results 
are  looked  for.  Adjoining  the  armature  room  arc  the  lavatories 
and  lockers.  This  room  is  to  be  supplied  with  stationary  marble 
washstands  and  the  necessary  sanitary  closets.  Next  to  this  is  the 
cleaning  room,  which  is  to  be  built  with  a  sloping  floor  and  con- 
necting with  this  is  the  drying  room,  which  is  practically  dust  proof 
and  in  which  blinds  and  small  parts  will  be  placed,  after  being 
painted  and  varnished,  to  dry.  Adjacent  to  the  drying  room  is  the 
paint  room,  which  is  made  of  brick  with  iron  fire-proof  doors.  This 
was  done  so  that  if  a  fire  should  start  in  this  room  the  door  could 
be  shut  and  the  fire  confined  to  this  room  alone. 

There  will  be  three  tracks  running  entirely  through  the  building 
and  four  tracks  running  half  through.  The  blacksmith  shop  is 
located  at  the  loth  St.  end  of  the  building  and  is  to  be  supplied  with 
down-draft  forges  and  all  the  latest  appliances  identified  with  this 
department. 

The  machine  shop  is  located  next  to  the  blacksmith  shop  and  is 
to  be  furnished  with  all  the  necessary  tools  requisite  to  carry  on 
the  work  of  this  shop.  Underneath  the  floor  is  a  place  in  which 
wheels  on  axles  will  be  kept.  A  jack  for  lifting  car  bodies  clear  of 
the  trucks  is  also  to  be  supplied.  An  areaway  from  the  street  to 
this  shop  has  also  been  provided.  Next  to  this  shop  is  the  carpen- 
ter shop,  where  all  wood  working  machinery  that  is  desired  will  be 
found,  and  this  shop  is  designed  to  be  one  of  the  most  complete 
in  the  United  States,  as  no  expense  will  be  spared  to  put  in  the 
most  modern  machinery  available.  There  will  be  plank  floors  in 
these  shops,  with  rolled  cinder  floors  in  the  cellars,  and  underneath 
the  mill  and  carpenter  shop  will  be  placed  all  shafting  for  the  ma- 
chines both  in  this  shop  and  the  machine  shop,  thus  saving  the 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


41 


space  above  the   floor   usually  occupied   by   shafting   for   something 
else. 

Extending  from  the   llth   St.  end  back  to  the  carpenter  shop  is 
the  paint  shop.     This  shop  was  located  in  this  manner  so  that  in 


one  shop  to  the  other,  finally  emerge  from  the  10th  St.  end  practi- 
cally a  new  car.  A  traveling  crane  is  to  be  erected,  running  from 
the  carpenter  shop  to  the  blacksmith  shop  and  capable  of  carrying 
the  heaviest  car. 

Half  of  the  space  over  the  tracks  running  by  tlic  mill  and  carpen- 
ter shop,  the  machine  shop  and  the  blacksmith  shop  will  be  plat- 
formed  and  half  without.  This  is  to  permit  work  being  done  on 
any  part  of  a  car  without  the  inconvenience  of  step  ladders  and 
temporary  scaffolds. 

.•\11  the  machinery  in  the  building  is  to  be  operated  by  electric 
motors.  Heavy  wooden  doors  are  to  be  provided  for  each  end  of 
the  building. 

Heavy  galvanized  iron  fire  doors  extending  from  the  ceiling  are 
to  be  put  in,  and  should  a  fire  break  out  in  any  one  shop  these 
doors  may  be  lowered  and  the  fire  confined  to  the  shop  in  which  it 
originated.  These  doors  will  also  be  provided  to  shut  off  the  office 
and  store-room  from  the  other  part  of  the  shop. 

For  heating  the  building  a  boiler  will  be  placed  in  the  boiler 
room  just  back  of  the  building,  and  is  to  be  18  ft.  4  in.  x  37  ft.  It 
is  to  be  built  of  brick,  with  concrete  floor  and  roof,  which  will  be 
supported  on  steel  latticed  columns  with  eye  beams. 

The  building  will  be  lighted  with  numerous  windows  and  .sky- 
lights and  well  ventilated.  The  same  perfect  fire  system  prevailing 
in  the  car  house  will  be  found  here,  which  consists  of  coils  of  hose 
distributed  throughout  the  shop  and  water  supplied  from  a  10,000- 
gallon  tank  situated  independent  of  the  building.  The  shop  force 
will  be  drilled  so  that  should  a  fire  break  out  each  man  will  know 
just  what  he  is  expected  to  do;  one  man  will  lower  the  fire  doors, 
another  turn  the  water  on,  and  others  will  get  out  the  hose  line,  and 
it  is  believed  that  much  of  the  confusion  incident  to  fires  will  be 
avoided. 

The  idea  of  rendering  fire  proof  as  nearly  as  possible  both  the 
car  house  and  the  shops  has  been  faithfully  carried  out,  and  with 
all  the  fire-proof  doors  separating  one  department  from  another 
and  with  a  fire  protection  system  as  complete  as  can  be,  it  is  be- 
lieved that  a  fire,  if  not  extinguished  very  soon  after  its  discovery, 
can  be  confined  to  one  room.  Messrs.  Ford,  Bacon  &  Davis  deserve 
special  credit  for  the  very  carefully  thought-out  plans  to  further 
this  end  and  for  the  very  convenient  arrangement  of  the  ri|iair 
shops  and  car  house. 

When  these  two  buildings  have  been  completed,  the  14-milc  elec- 
tric line  to  Bessemer  finished  and  the  other  suburban  and  cross- 
town  lines  laid  with  heavy  rails,  the  system  of  the  Birmingham 
Railway,  Light  &  Power  Co.  will  be  second  to  none  in  the  United 
.Stales,  and  with  the  rapidly  increasing  population  and  the  many 
new  industries  growing  up  in  this  district,  this  properly  should  be 
one  of  the  best  paying  roads  found  anywhere. 

THE  CONESTOGA  TRACTION  CO. 


FLOOK  I'l.AS  or  KEI'AIR  HHOP. 

case  a  car  only  needed  painliiix  il  could  be  run  in  from  the  nth 
St.  cnil,  painted  and  run  out  without  having  lo  pass  through  the 
other  part  of  the  -ihop.  Under  the  preseiil  arraiiKement  a  car  may 
be  run  in  the  lotli  St.  end  in  very  Ijad  shape,  and  after  passing  from 


The  Conestoga  Traction  Co.  and  its  subsidiary  companies  includ- 
ing both  railway  and  lighting  interests  on  January  ist  paid  in  inter- 
ests and  dividends  the  sum  of  $74,840.  Mr.  Wm.  B.  Given,  president 
of  the  company,  slates  that  the  allilialed  companies  have  had  a  most 
prosperous  year  notwithstanding  the  many  disappointments  and 
delays  of  the  various  contractors  in  delivering  machinery  and  e(|uip- 
ment  for  the  company's  new  |)ower  plant.  Considerable  trouble  and 
ilelays  have  been  experienced  both  in  the  electric  railway  and  electric 
lighting  departments  caused  by  the  inadequate  amount  of  power,  but 
these  difficulties  arc  expected  to  be  over  within  60  days  after  the 
completion  of  the  new  station  which  the  company  is  building.  Not- 
withstanding the  unfavorable  conditions  the  company  carried  for  the 
year  ending  Dec.  i,  1902,  4,967,501  passengers,  an  increase  over  the 
12  months  previous  of  1,266,176,  and  the  company  is  to  be  congrat- 
ulated upon  the  fact  that  notwithstanding  this  large  passenger  trafllc, 
not  a  single  accident  has  occurreil  throughout  the  year. 
♦-•-♦ 

The  board  of  railway  commissioners  of  Massachusetts  has  not 
been  active  in  the  matter  of  granting  hearings  and  deciding  cases 
before  il,  having  been  working  on  the  annual  report  of  the  legis- 
lature. It  is  generally  believed  that  the  board  will  ask  for  legis- 
lation requiring  .street  railway  companies  to  imnudialely  report  lo 
it  all  arciilenis  thai  occur,  and  will  also  ask  for  authority  lo  regu- 
late the  speed  of  electric  cars. 


42 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  i. 


Roads  Under  Construction, 


The  Latest  Information  Concerning  the  Roads  Listed  as  Being  Under  Construction  in   igo2. 


Indian  Territory  Traction  Co.  proposes  lo  build  M  miles  in  the 
course  of  the  next  year  connecting  South  McAlester,  Krebs,  Alder- 
son,  Bache,  Uow,  llaileyville  and  llartslioriie.  The  grading  has 
just  been  commenced.  President,  Lawrence  P.  Boyle,  Chicago; 
secretary,  M.  M.  Linley,  South  McAlester,  I.  T. ;  treasurer,  A.  I'. 
Thomas,  South  McAlester,  I.  T. ;  general  manager,  Samuel  Grant, 
Kairbault,  Minn. ;  civil  engineer,  M.  J.  Smith ;  general  contractors, 
1).  Grant  &  Co.;  consulting  engineers,  'Thomas  flail  &  Co. 

Zanesville,  Adanisville  &  Coshocton  Electric  Railway  Co.,  of 
Zanesville,  O.,  has  made  no  progress  in  construction  but  is  engaged 
in  securing  franchises. 

Florence  Electric  Street  Railway  Co.,  Florence,  Col.  President 
and  general  manager.  Thomas  Robinson,  Florence,  Col. ;  secre- 
tary, Harry  Robinson.  Florence;  vice-president  and  treasurer,  Har- 
ley  A.  Cook,  Florence;  chief  engineer,  R.  L.  Kelly,  Florence;  elec- 
trical engineer,  T.  B.  Wliitted,  Denver.  Twenty-seven  miles  of 
track  are  to  be  built  and  Mr.  Robinson  advises  that  construction 
work  will  commence  in  four  months. 

Doylestown  (Pa.)  &  Easton  Street  Railway  Co.  President,  Isaac 
R.  Rosenbergcr;  secretary  and  treasurer,  Harry  J.  Shoemaker;  gen- 
eral manager,  Lewis  P.  Mutliart ;  electrical  engineer,  A.  J.  Weaver; 
general  contractors,  fl.  M.  Herbert  &  Co.  Ten  miles  of  this  road 
was  opened  for  traffic  in  June,  1902,  and  during  the  coming  season 
the  remaining  portion,  22  miles,  is  to  be  built. 

The  Toledo  &  Indiana  Railway  Co.,  Toledo,  O.,  reports  having 
30  miles  open  for  operation  Jan.  15.  1903.  .'\  total  of  55  miles  is  pro- 
posed, the  rest  of  which  is  to  be  built  during  1903.  The  officers  are; 
Vice-president  and  treasurer.  George  G.  Metzger;  secretary,  C.  11. 
Masters;  general  manager,  H.  C.  Warren;  chief  engineer,  Riggs  & 
Sherman;  electrical  engineer,  T.  B.  Perkins;  general  contractor, 
Toledo  &  Indiana  Construction  Co. 

Urbana,  Mcchanicsburg  &  Columbus  Electric  Railway,  Columbus, 
O.  Officers:  President  and  general  manager,  H.  A.  Axline;  sec- 
retary, Colin  McDonald;  chief  engineer,  W.  A.  Ginn.  The  com- 
pany had  one  mile  of  double  track  in  Columbus  completed  Jan.  i, 
1903,  and  about  six  miles  outside  of  Columbus  graded.  It  is  pro- 
posed to  build  46  miles  and  expected  to  have  the  remainder  in  oper- 
ation by  Oct.  I,  1903. 

Columbus,  London  &  Springfield  Railway  Co.,  Columbus,  O. 
President  J.  A.  Harshman;  secretary,  W.  F.  Merrick;  treasurer, 
Arthur  E.  Appleyard ;  general  manager,  Richard  Emery ;  superin- 
tendent, William  W.  Aires;  chief  engineer,  C.  A.  Aldeman;  elec- 
trical engineer,  W.  P.  Hazen ;  general  contractor,  Great  Northern 
Construction  Co. ;  consulting  engineers,  Stene  &  Webster.  Total 
mileage  operated,  64.25.  Completed  and  opened  for  tratlic  Oct. 
22,  1902. 

People's  Traction  Co.,  Galcsbnrg,  III.  President,  Lake  W. 
born ;  vice-president,  E.  B.  Hardy ;  secretary,  M.  A.  Peterson ; 
eral  manager,  F.  W.  Latimer;  chief  engineer,  George  W.  Knox, 
cago.  This  road  was  completed  and  opened  for  traffic  Dec.  i. 
12  miles  of  track  being  operated.  The  road  is  single  track  through- 
out, of  which  one-third  is  within  the  city. 

Wilkcsbarre  &  Hazleton  Railway  Co.,  Hazlcton,  Pa. 
John  B.  Price;  secretary,  D.  T.  Evans;  treasurer,  N.  C. 
eral  manager,  A.  Markle ;  superintendent,  George  W. 
chief  engineer,  F.  M.  Smith;  electrical  engineer,  C.  A. 
consulting  engineer,  L.  B.  Stillvvcll,  of  that  city.  The  general  con- 
tractor of  this  road  is  the  Keystone  Improvement  Co.  The  road  is 
25  miles  long  and  operated  on  the  third-rail  system.  The  company 
expected  to  open  the  road  for  traffic  about  Jan.  15,  1903.  It  is  also 
proposed  to  build  about  two  miles  additional,  making  a  total  of  27 
miles. 

Columbus,  Delaware  &  Marion  Electric  Railroad  Co.  'This  com- 
pany is  a  consolidation  of  the  Delaware  Electric  Street  Railway  Co., 
the  Columbus,  Delaware  &  Northern,  the  Worthington.  Clintonville 
&  Columbus  and  the  Columbus.  Delaware  &  Marion  railways.  Presi- 
dent, T.  A.  Simons;  secretary,  O.  W.  Aldrich ;  treasurer  and 
general  manager,  H.  A.  Fisher;  electrical  engineer,  Lee  D.  Fisher. 
The  general  contractor  for  the  road  is  John  G.  Webb  and  the  total 


San- 
gen- 
Chi- 
1902, 


President, 
Yost ;  gen- 
Thompson  ; 
B.  Houck; 


mileage  now  operated  is  jy  miles,  from  Delaware  City  and  Delaware 
to  Columbus.  For  two-thirds  of  the  distance  from  Delaware  to 
Marion  the  road  is  completed  and  it  is  expected  to  be  in  operation 
to  Marion  by  April  I,  1903.  'There  are  seven  miles  of  city  track 
operated  in  Delaware;  the  total  proposed  length  of  this  road  is  61 
miles. 

Newark  &  Marion  Electric  Railway  Co.,  Newark,  N.  Y.  Presi- 
dent, W.  11.  Stansfield;  secretary,  F.  D.  Burgess;  treasurer,  E.  V. 
Pierson;  chief  engineer,  T.  H.  Mather;  electrical  engineer,  J.  E. 
Kelley;  attorney,  E.  I.  Edgcoinb.  The  Syracuse  Railway  Construc- 
tion Co,  is  the  general  contractor  for  this  road  and  its  total  length 
will  be  10  miles.  'The  company  expects  to  open  the  road  for  opera- 
tion by  June,  1903. 

GreenficUl  &  Dcerfield  Street  Railway  Co.  and  Greenfield,  Deer- 
lield  &  Northampton  Street  Railway  Co.,  Greenfield,  Mass.  The  of- 
ficers of  both  companies  are:  President,  F.  E.  Pierce;  secretary 
and  treasurer,  D.  B.  Abcrcrombie,  jr.;  superintendent,  J.  A.  Tag- 
gart ;  chief  engineer,  C.  W.  Clapp.  'The  Bay  State  Construction  Co. 
is  the  general  contractor  for  these  roads,  which  have  a  total  length 
of  23  miles.  It  was  expected  that  both  roads  would  open  for  traffic 
about  Jan.  10,  1903. 

Scioto  Valley  Traction  Co.,  Columbus,  O.  President,  W.  F.  Bur- 
dell  ;  secretary  and  treasurer,  E.  R.  Sharp ;  general  manager  and 
chief  engineer,  A.  W.  Jones;  consulting  engineers,  W.  E.  Baker  & 
Co.,  of  New  York  City.  The  total  proposed  mileage  of  this  road  is 
78,  of  which  57  miles  is  to  be  completed  by  August,  1903.  The  com- 
pany has  already  55  miles  graded  and  all  the  masonry  has  been  built. 
The  New  Orleans  &  Southwestern  Railway  Co.,  of  'Thibodaux, 
La.,  is  not  yet  under  construction,  but  all  rights  of  way  have  been 
secured  and  profile  maps,  the  prospectus,  specifications  and  draw- 
ings have  been  completed  and  the  company  expects  to  begin  actual 
construction  work  in  the  early  part  of  this  year.  Mr,  C.  P.  Young, 
general  manager  of  the  company,  states  that  the  organization  is  at 
present  being  perfected. 

The  Interurban  Railway  &  Terminal  Co.,  of  Cincinnati,  O.,  is 
a  new  company  which  effected  a  consolidation  of  the  following 
properties  on  Nov.  I,  1902:  Cincinnati  &  Eastern  Electric  Ry.,  the 
Suburban  Construction  Co.,  the  Rapid  Railway,  and  the  Interur- 
ban 'Terminal  Co.  The  officers  of  the  consolidated  company  are: 
President  and  general  manager,  G.  R.  Scrugham ;  first  vice-presi- 
dent, Lee  H.  Brooks;  second  vice-president  and  general  counsel, 
Ellis  G.  Kinkead;  secretary,  B.  E.  Merwin,  and  electrical  engineer, 
F.  H.  Talbot.  The  company  now  operates  96  miles  of  track  opened 
for  traffic  Nov.  19,  1902.  Of  this  16  miles  is  double  track  and  12 
miles  is  city  track.  The  company  proposes  to  build  8  miles  more 
of  road,  all  of  which  will  be  completed  by  February,  1903. 

The  Springfield  &  Xenia  Traction  Co.,  Springfield,  O.,  operates  20 
miles  of  track,  of  which  3'j  miles  is  located  in  the  city.  'The  road 
was  opened  for  traffic  June  17,  1902,  and  its  construction  work  is 
entirely  completed.  'The  officers  of  the  company  are:  President, 
J.  R.  Nntt ;  secretary,  R.  E.  Inskeep;  treasurer.  Will  Christy;  gen- 
eral manager,  William  Null;  superintendent,  J.  M.  Cotton;  attor- 
neys. Martin  &  Martin,   Springfield,  O. 

Fond  du  Lac  &  Oshkosh  Electric  Railway  Co..  Fond  du  Lac,  Wis. 
This  road  is  still  under  construction  and  is  being  built  by  the  Co- 
lumbia Construction  Co.,  general  contractor.  The  officers  of  the 
company  are:  President,  George  Lines;  secretary,  Carl  Gcilfuss, 
and  the  road  is  under  the  management  of  the  Fond  du  Lac  Street 
Railway  &  Light  Co. 

La  Fayette  &  Indianapolis  Rapid  Railway,  Li  Fayette,  Ind.  This 
road  is  not  yet  under  construction,  but  the  rights  of  way  are  being 
secured.  President,  William  C.  Mitchell;  secretary,  A.  Orth  Behm ; 
treasurer,  Henry  Taylor;  superintendent,  Robert  A.  Clark;  chief 
engineer.  J.  R.  Brown ;  consulting  engineer,  B.  J.  Arnold,  Chicago. 
'The  Marlborough  &  Wcstborough  Street  Railway  Co.,  Marlbor- 
ough, Mass.  This  road  is  consolidated  with  the  Worcester  &  West- 
borough  Street  Railway  Co.  and  operates  13.2  miles  of  track,  which 
was  built  and  opened  for  traffic  May  I,  1901.  President,  William 
N.  Davenport;  secretary  and  treasurer,  W.  R.  Dame;  superinten- 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


43 


dent,  H.  C.  Garfield;  chief  engineer,  J.  B.  Miller;  electrical  engi- 
neer, George  Bannister:  consulting  engineer,  C.  R.  Stearns,  Boston. 
The  general  contractor  for  the  road  is  M.  A.  Coolidge,  Fitchhurg, 
Mass. 

Columbus,  Buckeye  Lake  &  Newark  Traction  Co.,  Newark,  O. 
This  company  now  operates  41  miles  of  track,  which  was  opened 
for  traffic  June  i,  1902.  The  road  is  completed  between  Columbus 
and  Newark,  and  a  branch  has  been  built  to  Buckeye  Lake.  It  has 
five  miles  of  city  track,  which  was  completed  Jan.  i,  1902,  and  it 
will  build  25  miles  of  road  during  the  coming  season,  from  New- 
ark to  Zanesville.  President.  Reed  .Anthony  ;  secretary  and  treas- 
urer, Chauncy  Eldridge;  general  manager,  J.  R.  Harrigan;  chief 
engineer,  Walter  Casler;  electrical  engineer,  .-\.  C.  Ralph.  The  gen- 
eral contractor  for  the  road  is  the  Great  Northern  Construction  Co. 

Rochester  &  Eastern  Rapid  Railway  Co..  Canandaigua,  N.  Y. 
This  road  is  still  under  construction.  There  are  25  miles  of  the  line 
graded,  with  the  necessary  bridge  abutments  in  place,  between  Can- 
andaigua and  Rochester,  N.  Y.  The  material  for  the  construction 
is  all  on  hand  or  under  contract  to  be  delivered  during  early  spring, 
and  it  is  the  intention  of  the  company  to  push  the  road  to  com- 
pletion at  once.  The  power  house  building  is  completed  and  the 
shipments  of  machinery  will  start  on  March  1st.  The  company 
expects  to  be  in  operation  between  Rochester  and  Canandaigua  by 
Aug.  I,  1903.  From  Canandaigua  to  Geneva  the  line  will  be  com- 
pleted and  in  operation  by  December,  1903.  The  officers  of  the 
company  are:  President.  W.  B.  Comstock ;  secretary,  W.  A.  Com- 
stock ;  treasurer,  Henry  A.  Haigh;  chief  engineer,  F.  W.  Walker. 
The  total  length  of  the  line  between  Rochester  and  Geneva,  N.  Y., 
is  42  miles,  and  the  general  contractor  for  the  road  is  the  Comstock- 
Haigh-Walker  Co. 

Monroe  County  Electric  Belt  Line  Railway.  Rochester,  N.  Y. 
President,  ."Kudrew  H.  Brown;  secretary,  M.  E.  Lewis;  treasurer,  P. 
R.  McPhail ;  engineer,  A.  J.  Grant.  The  company  proposes  to  build 
about  10  miles  of  road,  for  which  the  location  and  surveys  have 
been  completed  and  the  right  of  way  is  being  purchased.  No  actual 
construction  work  has  yet  been  done.  It  is  expected  the  line  will 
be  completed  in  1903  and  the  work  will  be  done  by  the  Syracuse 
Railway  Construction  Co.,  general  contractor. 

Cumberland  &  Wcstport  Electric  Railway  Co.,  Cumberland,  Md. 
President,  R.  H.  Kock ;  secretary,  L.  P.  Bane;  treasurer,  Walter  II. 
Bryant ;  superintendent,  I.  D.  B.  Spatz ;  attorney,  D.  J.  Blackeston, 
Cumberland,  Md.  This  road  was  opened  for  traffic  Apr.  24,  1902, 
with  16  miles  in  operation.  The  total  proposed  milcige  of  the  road 
is  24  miles,  and  the  remaining  8  miles  will  be  built  this  season. 

The  .Alton  &  East  Alton  Railway  &  Power  Co.,  Alton,  HI.  This 
road  is  operated  by  the  Alton  Railway,  Gas  &  Electric  Co.,  and  has, 
at  the  present  time,  one  mile  of  track  completed.  The  rest  of  the 
proposed  four  miles  is  now  under  construction.  The  section  com- 
pleted was  opened  for  traffic  Jan.  i,  1903.  The  president  of  the 
company  is  James  Duncan,  and  secretary,  J.  F.  Porter. 

Rockville,  Broad  Brook  &  East  Windsor  Railway  Co.,  Broad 
Brook,  Conn.  This  company,  which  has  been  organized  to  build  12 
miles  of  road  between  the  places  named  in  the  title,  is  not  yet  under 
construction  and  contracts  have  not  been  let  nor  officers  chosen. 

Joliel,  Plainfield  &  Aurora  Ry.,  Joliel,  111.  This  company  has 
not  done  anything  in  the  way  of  grading,  but  expects  to  begin  con- 
struction work  early  in  the  spring.  Il  has  completed  all  of  the  pre- 
liminary engineering  work  and  secured  franchises  and  private  right 
of  way  where  required.  The  arratigements  for  financing  the  road 
liavc  also  been  completed  and  a  basis  agreed  upon  f'lr  terminal 
tracks  at  Aurora  and  Joliet.  The  line  when  completed  will  be  22 
miles  from  Joliet  to  Aurora  and  will  pass  through  the  town  of 
I'lainficid,  located  about  half-way  between  these  cities.  From  Joliet 
to  Plainfield  the  line  will  be  constructed  on  one  side  of  an  8o-ft. 
highway,  and  from  Plainfield  to  Aurora  on  private  right  of  way 
paralleling  the  Elgin,  Joliet  &  Eastern  Ry,  The  construction  is  to 
be  first  class  in  every  respect  and  the  road  will  be  cf|uiped  for  high 
speed.  If  is  cxpecled  that  the  line  will  be  completed  and  in  opera- 
tion by  Sept.  I,  1903.  The  president  and  general  manager  of  the 
company  is  F.  E.  Fisher;  vice-president  and  general  counsel,  K. 
Mcers;  secretary  and  treasurer,  F,  E.  Stoddard;  chief  engineer,  J. 
W.  Rickey. 

Inter  Urban  Railway  Co.,  Davenport,  la.  The  company  com- 
menced operation  on  Sept.   11,   1902,  to  Altoona,  and  on   Nov.  8, 


u)02,  to  Mitchellvillo,  iS  miles  from  Des  Moines.  The  line  is  also 
comiileted  to  Colfax  and  was  expected  to  be  in  operation  during 
this  month.  The  officers  of  the  company  are:  President  and  gen- 
eral manager.  H.  II.  Polk;  secretary,  W.  I.  llaskit;  treasurer,  G.  B. 
Ilippee;  chief  engineer,  James  Carss;  electrical  engineer,  Edward 
Cunningluun  ;  consiilling  engineers,  Sargent  &  Limdy;  attorney,  N. 
T.  Guernsey. 

Topeka  &  Vinewood  I'.iik  Railroad  Co.,  Topeka,  Kan.  The 
company  has  under  construction  7  miles  of  inlcrurban  track  and  ij'j 
miles  of  city  track,  which  will  be  completed  within  30  days  and  put 
in  operation  .Apr.  i,  1903.  It  has  also  secured  a  new  franchise  for  9 
miles  of  additional  track  in  the  city,  which  will  be  buill  in  1903. 
President,  E.  W.  Wilson ;  secretary  and  general  manager,  F.  G. 
Kellcy;  treasurer,  John  Wilson;  superintendent  and  electrical  en- 
gineer, A.  L.  Ward ;  chief  engineer,  V.  R.  Parkhurst.  The  general 
contractor  for  the  company  is  the  L.  F..  Meyers  Construction  Co., 
of  Chicago. 

Kansas  City,  Lawrence  &  Topeka  Railway  Co.,  Kansas  City,  Mo. 
This  road  is  a  consolidation  of  the  Lawrence  &  Emporia  Railway 
Co.,  the  Lawrence  Street  Railway  Co.,  the  Kansas  City,  Bonner 
Springs  &  Topeka  Railway  and  the  East  Side  Circle  Ry.  The  total 
mileage  to  be  operated  is  65  miles,  which  is  now  under  construc- 
tion. The  officers  of  the  company  are :  President,  Henry  G.  Pert ; 
secretary,  C.  H.  Chapin ;  treasurer,  W.  A.  Baker;  general  manager 
and  purchasing  agent,  Willard  E.  Winner;  chief  engineer,  J.  G. 
Hughes.  The  general  cimlractor  for  llie  cnmpany  is  Ihc  Leaven- 
worth Construction  Co. 

Moline,  East  Moline  &  Walertown  Ry.,  Moline,  111.  President, 
C.  H.  Deere;  secretary,  W.  11.  Rank;  treasurer,  Joshua  Hale;  gen- 
eral manager  and  chief  engineer.  Blake  A.  Mapledoram ;  electrical 
engineer,  J.  C.  Hoffman ;  attorneys.  Wood  &  Peck.  The  general 
contractors  of  the  road  are  Blood  &  Hale,  of  Boston.  The  com- 
pany opened  5  miles  for  operation  Nov.  15,  1902,  of  which  two  miles 
is  city  track.  The  total  propcsed  length  of  the  road  is  25  miles,  but 
the  amount  to  bo  built  during  the  coming  season  has  not  yet  been 
determined. 

The  Washington,  Baltimore  &  .Annapolis  Electric  Railway  Co. 
reports  that  its  line  is  still  under  construction  and  that  the  work  of 
grading  was  commenced  about  October  ist.  The  company  expects 
to  have  the  line  complete  and  in  operation  by  November,  1903.  The 
officers  of  the  company  are:  President,  H.  W.  Lamprecht ;  vice- 
president  and  general  manager,  James  Christy,  jr.;  assistant  gen- 
eral manager,  C.  S.  Gladfelter;  secretary  and  Ireasurcr,  Olio  Mil- 
ler.     Ihe  general  offices  are  in  Cleveland,  O. 

The  Omaha  &  Council  Bluffs  Railway  &  Bridge  Co.,  Council 
Bluffs,  la.,  which  controls  the  Lake  Manawa  Park  &  Manhattan 
Beach  Railway  Co.,  advises  us  that  the  latter  road  has  not  been  con- 
structed. The  company  purchased  the  right  of  way,  but  before 
construction  of  the  road  was  commenced  negotiations  were  closed 
whereby  the  Omaha  &  Council  Bluffs  Railway  &  Bridge  Co.  se- 
cured control  of  the  Omaha,  Council  Bluffs  &  Suburban  Railway 
Co.  running  to  Lake  Manawa.  The  Lake  Manawa  &  Manhattan 
Beach  Ry.  was  to  have  been  a  parallel  ro;id  in  opposition  to  the 
latter. 

Southern  Indi;iiia  liUcmrban  Railway  Co.,  New  .Albany,  Ind. 
The  line  of  this  company,  which  is  still  under  construction,  extends 
from  New  Albany  to  Jeffersonville,  a  distance  of  about  five  luifes; 
the  road  is  all  graded  and  the  contracts  partially  let.  Most  of  the 
pole  line  is  also  erected.  The  company  will  secure  ils  power  from 
the  I'niled  Gas  &  Electric  Co.,  of  New  Albany,  and  ex|]ecls  to  be 
in  operation  abont  Apr.  i,  t903.  I'residenI,  .Samuel  Insull,  Chicago; 
secretary,  treasurer  and  general  manager,  R.  W.  Waile ;  superin- 
tendent, C.  Wuslenfeld ;  consulting  engineers,  SargenI  &  Lundy. 
Chicago.  The  Tennis  Constrnction  Co.  is  gencr.il  conlraclor  for 
the  road, 

Indianapolis  &  Plainfield  Electric  Railway  Co.,  Indianapolis.  Iiid. 
The  company  operates  14  miles  of  track,  of  which  u  miles  is  cily 
track.  The  road  was  completed  .Sept.  12  and  opened  for  traflic 
.Sept.  16,  1902.  The  officers  of  the  company  are:  Presidenl,  Allien 
I.icvcr;  secretary  and  treasurer,  Henry  L.  Sinilli;  snperiiiUiideiil. 
M.  Bonner;  chief  engineer,  H.  A.  Mansfield. 

'I'lic  Internrban  Railway  &  Power  Co,  n<  llnl  Springs.  Ark, 
expeclcfl  to  have  begun  operation  in  October  I.'isl,  bill  work  has  been 
unavoidably  delayed  and  no  further  progress  has  been  made  up  to 


44 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No   i 


llif  present  time.  I'lie  officers  of  the  company  are:  President,  C. 
H.  ICames;  vice-president,  II.  Williams;  secretary,  F.  D.  Ward; 
treasurer,  C.  N.  Rix. 

Jersey  Shore  Street  Railway  Co.,  Jersey  Shore,  Pa.,  reports  that 
ahont  two  miles  of  track  are  hiiill  and  that  the  last  proposed  i>4 
miles  will  be  completed  during  the  coming  season.  J.  H.  Cochran 
is  president  of  the  company  and  Krncst  II.  Davis  general  manager. 

The  Wallham  (Mass.)  Street  Railway  Co.,  under  date  of  Jan. 
7,  11)03.  reports  that  its  line  is  still  under  construction.  The  officers 
arc:  President.  Fred  C.  Hinds;  secretary,  Henry  S.  Milton;  treas- 
urer. Charles  E.  Dresser,  and  superintendent  and  general  manager, 
II.  G.  Lowe.  The  general  contractors  for  the  coniirany  are  James 
I".  Shaw  &  C". 

The  Metropolitan  Railw.iy  Co.,  of  Oklahoma  City,  Okla.,  reports 
that  it  will  have  eight  miles  of  city  track  Iniilt  and  in  operation 
Jan.  20,  l<X>3.  The  officers  of  the  company  are:  President,  .\nton 
H.  Classen;  secretary,  John  W.  Shartel;  treasurer,  George  H. 
Ilrauer;  superintendent  and  electrical  engineer.  Charles  \V.  Ford. 
The  Knox  Engineering  Co.,  Chicago,  is  the  consulting  engineer. 

RAILWAY  SYSTEM  AT  PUEBLO,  COL. 


THE  DETROIT,   MONROE  &   TOLEDO  SHORT 
LINE. 


The  Puchio  &  Suburban  Traction  &  Lighting  Co.  on  December 
I,  1902,  took  over  the  property  of  the  Pueblo  Traction  &  Lighting 
Co.,  a  corporation  organized  Jan.  i.  1901,  to  consolidate  the  street 
railway,  light  and  power  systems  of  Pueblo,  which  had  been  op- 
erated by  the  Pueblo  Traction  &  Electric  Co.,  the  Pueblo  Electric 
Street  Railway  Co.,  and  the  Pueblo  Light  &  Power  Co.  During 
the  last  two  years  the  greater  part  of  the  property  of  the  consoli- 
dated company  has  been  rebuilt  and  the  whole  is  now  in  first-class 
physical  condition. 

Current  is  furnished  from  a  central  power  house  which  has  five 
engines  of  a  rated  capacity  in  the  aggregate  of  1,700  kw.  There 
are  26  miles  of  railw.iy  track,  and  26  new  double  truck  cars  built 
by  the  American  Car  Co.  of  St.  Louis,  and  the  Woeber  Carriage 
Co.,  of  Denver,  all  mounted  on  Brill  trucks  and  equipped  with  Gen- 
eral Electric  No.  58  and  No.  60  motors,  have  been  put  in  service. 
For  extra  service  and  summer  travel  to  the  parks  and  other  resorts 
the  older  equipment  consisting  of  9  and  lO-bcnch  open  cars  is  used. 

The  company  owns  patented  lands  on  and  along  Beaver,  West 
and  East  Beaver  Creeks,  which  drain  an  area  of  70  square  miles 
and  on  these  several  streams  have  located  three  power  stations 
known  as  ".*\,"  "B,"  and  "C,"  which,  when  completed,  will  furnish 
10.300  h.  p.  Station  ".\"  is  now  in  operation  and  transmitting  cur- 
rent for  light  and  power  to  the  Cripple  Creek  mining  district.  The 
dam  and  reservoir  are  located  s'A  miles  east  of  Victor.  Water  is 
conveyed  from  the  dam  to  station  "A"  through  a  30-in.  redwood 
pipe,  23.200  ft.  long,  a  portion  of  which,  1,535  f'-.  is  'aiJ  through  a 
bore  in  the  rock  known  as  Skaguay  tunnel.  The  Pelton  water 
wheels  in  the  station  are  operated  under  an  effective  head  of  :,l6o 
ft.,  the  output  of  the  station  being  2,700  h.  p.  The  capacity  of  sta- 
tion "B"  is  to  be  5,500  h.  p.  and  of  station  "C"  2,100  h.  p. 

Two  high-tension  transmission  lines  connecting  station  "A"  with 
the  steam  plant  in  Pueblo  via  the  sites  of  stations  "B"  and  "C"  are 
under   construction. 

The  officers  of  the  company  arc:  President,  M  D.  Thatcher. 
Pueblo,  Col. ;  vice-president,  Warren  Woods,  Colorado  Springs. 
Col.;  secretary,  F.  M.  Woods,  Victor,  Col.;  treasurer.  H.  E.  Woods, 
Pueblo;  general  manager,  John   F.  Vail,   Pueblo. 


FRANCHISE  DECLARED  VOID. 


The  Supreme  Court  of  Wisconsin  on  December  30lh  rendered 
its  decision  declaring  void  the  franchise  granted  by  the  Milwaukee 
Council  to  the  Milwaukee.  Burlington  &  Lake  Geneva  Railway  Co.. 
which  was  incorporated  in  February,  1901,  to  build  an  elevated  line 
in  Milwaukee.  The  point  involved  in  this  case  was  that  the  road 
to  be  built  was  a  commercial  railroad  and  not  a  street  railway.  It 
is  believed  that  the  incorporators  of  the  company  will  endeavor  to 
secure  a  new  franchise  from  the  city  which  shall  avoid  this  ob- 
jection. 


The  Detroit,  Monroe  &  Toledo  Short  Line  Railway  Co.  was  or- 
ganized Nov.  19,  U)02,  with  a  capitalization  of  |6,ooo,ooo,  une-half 
stock  and  one-half  bonds.  This  company  is  to  take  over  the  Toledo 
&  Monroe  Railw.iy,  the  Michigan  &  Ohio  Railway  and  the  Monroe 
Traction  Co.  and  will  extend  the  line  from  Monroe  to  Detroit ; 
$l,ixx),ooo  of  bonds  and  stock  is  to  be  retained  in  the  treasury  of 
the  company  for  future  extensions  and  improvements,  such  as  dou- 
ble tracking.  It  is  the  intention  of  the  company  to  have  a  private 
tijjht-of-way  66  ft.  wide  for  the  entire  distance  from  Detroit  to 
Toledo.  There  yet  remains  some  30  miles  of  the  line  to  be  con- 
structed. Work  has  been  started  and  rights-of-way  procured;  stone 
work  for  the  piers  and  abutments  for  bridges  is  under  way  and  grad- 
ing will  be  started  as  soon  as  the  frost  is  out  of  the  ground.  Con- 
tracts for  rails,  poles,  wire  and  overhead  material  have  been  let. 
The  directors  of  the  company  are  Eldredge  M.  Fowler,  Pasadena, 
Cal. ;  Arthur  Hill.  Saginaw.  Mich.;  Chas.  R.  Ilannan,  Council 
Bluffs,  la.;  S.  J.  Murphy,  C.  A.  Black,  J.  M.  Mulkey,  A.  E.  F. 
White,  E.  A.  Flinn,  C.  J.  Really,  Detroit,  and  Matthew  Slush,  Mt. 
Clemens,  Mich.  Matthew  Slush  is  president,  and  Chas.  R.  Hannan, 
treasurer;  Elisha  A.  Flinn,  secretary. 


CONSOLIDATION  AT  MONTEREY,   MEX. 


The  Monterey  Electric  Railway  Co.  of  Monterey,  Mcx.,  has  ac- 
quired the  Compania  Urbanos  Fcrrocarriles  de  Monterey  which 
operates  about  13  miles  by  mule  power,  having  33  cars  and  164  mules, 
and  a  franchise  that  runs  for  66  years  with  a  6-cent  fare  authorized; 
the  Monterey  &  Santa  Calalina  Railroad,  commonly  known  as  the 
Slaydcn  lines  which  operates  15  miles  having  29  cars  and  130  mules, 
and  has  a  franchise  with  80  years  to  run  and  permitting  a  6-cent  fare, 
and  the  Mackin  and  Dillon  concession  for  all  the  other  streets  of 
Monterey  which  is  a  99-year  franchise,  permitting  10  cent  first-class 
and  five  cent  second-class  fares  within  the  city  limits  and  double  on 
outside  lines. 

This  last  franchise  exempts  the  company  from  taxation  for  20 
years.  After  that  period  there  is  a  tax  of  r  per  cent  on  the  gross 
receipts  for  10  years  and   2  per  cent  thereafter  for  the  next  20  years. 

It  is  the  intention  to  electrically  equip  30  miles  of  the  best  lines. 
The  company  also  has  a  20-year  lease  on  the  baths  and  park  prop- 
erty at  Topo  Chico.  Hot  Springs,  a  famous  health  resort  about  three 
miles  from  Monterey.  The  company  is  also  planning  to  give  a 
freight  service,  which,  it  is  estimated,  will  bring  gross  receipts  of 
$79,000,  as  against  $438,000  passenger  receipts.  The  Monterey  Elec- 
tric Railway  Co.  is  represented  in  this  country  by  Sperry.  Jones  & 
Co.,  bankers,  of  Baltiinore. 


A  PUBLIC  UTILITIES  CORPORATION. 


The  public  utilities  of  Ft.  Scott,  Kan.,  arc  all  operated  by  the 
Ft.  Scott  Consolidated  Supply  Co..  which  was  organized  Jan.  I, 
1901,  as  a  successor  to  the  Ft.  Scott  Electric  Light  &  Power  Co., 
the  Citizens'  Electric  Street  Railway  Co.,  the  Ft.  Scott  Gas  Co. 
and  the  Ft.  Scott  Steam  Heating  Co.  The  steam  heating  service  is 
on  the  Holly  system,  installed  by  the  American  District  Steam  Co., 
of  Lockport,  N.  Y.,  and  about  nine-tenths  of  the  business  houses 
along  the  lines  installed  use  the  heat.  The  street  railway  comprises 
nine  miles  of  track.  The  gas  plant  furnishes  an  output  of  about 
20.000,000  cu.  ft.  per  year,  the  company  having  18  miles  of  mains. 
The  officers  of  the  company  are:  President,  Grant  Hornaday;  vice- 
president,  C.  F.  Martin;  secretary,  F.  A.  Hornaday;  treasurer  and 
superintendent,  F.  D.  Martin. 


The  snowstorm  on  December  29lh  canscd  a  good  deal  of  trouble 
to  the  Montreal  Street  Railway  Co.,  and  300  extra  men  were  put  at 
work  to  keep  the  tracks  clean. 


The  Tri  City  Railway  Co..  operating  in  Davenport,  la.,  and  Rock 
Island  and  Moline,  III.,  has  adopted  the  merit  system  of  discipline. 


It  is  announced  that  the  United  States  minister  ,at  Seoul,  .^sia, 
has  dciTiandcd  the  prompt  payment  of  the  $1,500,000  due  the  Amer- 
ican firm  Colbrau  &  Bostwick  for  the  construction  of  the  Seoul 
Electric  Co's.  line. 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


45 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


HOLDER  OF  PRIOR  MORTG.\GE  FROM  LESSOR  H.\S  NO 
LIEN  ON  FEED  WIRE  PURCHASED  BY  LESSEE. 


Kansas  Loan  &  Trust  Co.  v.  Electric  Railway,  Light  &  Power  Co. 

of  Sedalia,  Mo.  (U.  S.  C.  C,  Mo.),  116  Fed.  Rep.  907.    July  14, 

1902. 

A  feed  wire  furnished  by  a  lessee  of  an  electric  railway  may  be 
removed  by  the  latter  where  its  only  obligation  is  to  take,  maintain, 
and  restore  the  leased  property  in  the  condition  in  which  it  found 
it,  and  a  holder  of  a  prior  mortgage  from  the  lessor,  with  a  subse- 
quently acquired  property  provision,  the  L'nitcd  States  circuit  court 
holds,  does  not  acquire  any  lien  thereon. 


CONDUCTOR'S   DUTY   TO   MAKE   PASSENGERS   STAND- 
ING ON  STEPS  GET  OFF  OR  RETURN  INTO  CAR. 


Brace  v.  St.  Paul  City  Railway  Co.   (Minn.),  91  N.  W.  Rep.  1099. 

Oct.  31,  1902. 

There  was  evidence  in  this  case  tending  to  show  that  the  plaintiff 
was  standing  upon  the  steps,  refusing  to  get  off  or  go  back  into  the 
car,  and  the  supreme  court  of  Minnesota  says  that  it  was  proper  for 
the  court  to  instruct  the  jury  that  it  was  the  conductor's  duty  to 
use  such  reasonable  force  as  might  be  necessary  to  make  him  get 
off  or  return  into  the  car.  The  conductor  was  charged  with  the 
duty  of  conserving  the  interests  of  the  other  passengers.  It  would 
be  unreasonable  for  a  person  to  take  possession  of  the  steps,  thus 
preventing  the  closing  of  the  gates,  and  hold  the  car  in  waiting,  and 
the  duty  devolved  upon  the  conductor  in  charge  of  the  car  to  use 
reasonable  means  to  prevent  undue  delays  and  interruptions. 


INJURY  TO  BOY  RUNNING  INTO  CAR  WHEN  LET  LOOSE 
AFTER  BEING  HELD  AND  LECTURED. 


Palmisano  v.  New  Orleans  City  Railroad  Co.  (La.),  32  So.  Rep.  364. 

March   17,   1902.     Rehearing  denied  June  30.   1902. 

Where  urchins  have  been  stealing  rides  by  hanging  onto  the  rear 
end  of  a  gravel  train  or  gravel  car  drawn  by  an  electric  street  car 
on  the  street  of  a  city,  the  supreme  court  of  Louisana  holds  that  the 
employe  in  charge  of  the  train,  as,  for  example,  the  motorman,  who 
has  in  vain  tried  to  make  them  desist  by  warnings  and  threats,  is 
entirely  justified  in  catching  hold  of  one  of  them  and  lecturing  him. 
If  the  employe's  lecture  has  l>een  temperate,  and  he  has  not  rough- 
used  the  boy,  but  has  merely  held  him,  and  no  longer  than  was  nec- 
essary for  the  purpose  of  the  lecture,  he  or  his  employer  is  not  re- 
sponsible if  the  l)oy  (a  child  eight  years,  lacking  three  month,  old), 
on  being  turned  loose,  runs  blindly  in  a  direction  converging  with 
that  of  a  coming  car,  and  collides  with  the  car  and  is  injured. 


STRIKING  OF  PERSON  NEAR  TRACK  BY  BODY  OF  CON- 
DUCTOR  PASSING   ALONG   FOOTBOARD 
OF  MOVING  CAR. 


United  Railway  &  Electric  Co.  of  Baltimore  City  v.  Fletcher  (Md.), 

52  Atl.  Rep.  608.    June  19,  1902. 

A  city  employe  standing  on  the  side  of  a  ditch  which  was  three 
feet  from  the  railway  track  was  injured  by  coming  in  contact  with 
the  body  of  a  conductor  who  was  parsing  along  the  footboard  at  the 
^idc  of  a  moving  open  summer  car.  The  court  of  appeals  of  Mary- 
land holds  that  it  was  improper  to  let  the  case  go  to  the  jury  to  be 
determined  l)y  surmise  and  conjecture,  in  the  absence  of  reasonable 
evidence  of  any  act  of  negligence  or  failure  of  duty  on  the  part  of 
the  conductor.  It  says  that  the  evidence  went  only  so  far  as  to 
«how  that  the  l»dy  of  the  conductor,  while  passing  along  the  foot- 
lioard  of  the  moving  car,  struck  and  injured  the  man.  The  conduc- 
tor not  only  had  the  right  to  pass  along  the  footlx)ard  of  the  car 
when  it  was  in  motion,  but  the  discharge  of  his  duty  required  him  to 
do  so  very  frequently.  It  is  a  well-known  f.ict  that  the  footlioard  is 
a  narrow  onf,  and  a  conductor,  in  order  to  pass  along  it  in  safely, 
especially  if  he  has  to  lean  in  iK'twecn  the  .successive  scats  lo  col- 
lect fares,  must,  in  passing  by  the  upright  standards  of  the  car. 


give  to  his  body  a  swaying  or  swinging  motion.  There  was  no  evi- 
dence that  the  conductor  in  this  case  acted  in  a  negligent  or  unlaw- 
ful manner  when  passing  along  the  footboard.  The  entire  space  be- 
tween the  railway  track  and  the  ditch  was  but  three  feet,  a  consid- 
erable part  of  which  must  have  been  occupied  by  the  overhanging 
part  of  the  car  and  the  footboard.  Under  these  circumstances  the 
mere  fact  that  the  man,  while  standing  in  the  narrow  space  between 
the  car  and  the  ditch,  came  in  contact  with  the  body  of  the  conduc- 
tor, was  not  per  se  or  in  and  of  itself  even  prima  facie  evidence  of 
negligence  on  the  part  of  the  latter. 


DUTY  OF  MOTORMAN  ON  CAR  DESCENDING  GRADE  IN 
CITY  TO  LOOK  OUT  FOR  YOUNG  CHILDREN— CHILD 
RUNNING  INTO   PASSING  CAR— ORDINANCE  RE- 
QUIRING CAR  TO  BE  STOPPED  IN  SHORTEST 
TIME  POSSIBLE  ON  APPEARANCE  OF 
OBSTRUCTION. 


Gray  v.  St.  Paul  City  Railway  Co.   (Minn.),  91   N.  W.  Rep.   1106. 

Oct.  31,  1902. 

Where  street  railway  tracks  occupy  a  street  at  the  foot  of  an 
incline  which,  in  conjunction  with  other  streets,  forms  a  system  of 
crossings  in  a  populous  part  of  the  city,  the  supreme  court  of  Min- 
nesota holds  that  it  is  the  duty  of  the  motorman  in  charge  of  a 
car  coming  down  the  grade  to  keep  a  lookout  for  young  children 
approaching  the  crossings  or  standing  near  the  tracks,  and  to  take 
reasonable  precaution  to  prevent  injury  to  them,  by  sounding  the 
gong,  checking  the  speed  of  the  train,  and  holding  it  under  con- 
trol. Moreover,  it  says  that  it  could  make  no  difference  in  this  case 
that  the  front  part  of  the  car  had  passed  the  children,  and  that  the 
boy,  who  was  s  years  and  9  months  of  age,  came  in  contact  with 
the  second  part  or  rear  of  the  train,  for  the  evidence  tended  to 
show  that  they  were  either  standing  in  close  pro.ximity  to  the  cars 
at  the  time  the  motorman  passed  them,  or  that  they  were  approach- 
ing it  with  the  intent  of  crossing  the  track,  either  upon  a  walk  or 
running.  It  was  for  the  jury  to  say  whether  it  was  reasonably  to  be 
apprehended  that  such  young  children  might  run  into  or  come  in 
collision  with  the  car  as  it  was  passing. 

An  ordinance  providing  that  "No  person  having  the  control  of  the 
speed  of  a  street  railway  car  passing  in  a  street  shall,  on  the  appear- 
ance of  any  obstruction  to  his  car,  fail  to  stop  the  car  in  the  shortest 
time  and  space  possible,''  the  court  holds  is  not  unreasonable,  in 
that  it  requires  the  stopping  of  the  car  without  regard  to  the  safely 
of  the  train  and  persons  therein.  It  is  no  more  than  a  declaration 
of  the  law,  and  only  requires  the  person  in  cliarge  of  the  car,  upon 
the  appearance  of  an  obstruction,  to  slop  the  car  as  .soon  as  possible 
under  the  circumstances,  with  due  regard  for  the  safely  of  the  pas- 
sengeis. 


NOT  AN  ATTEMPT  TO  CONDICMN  AND  APPROPRIATE  A 

PUBLIC  STREET  OR  TO  BUILD  AN  ELEVATED 

RAILROAD  THEREIN. 


State  v.  Superior  Court  of  King  County  (Wash.),  7  Pac.  Rep.  484. 

Oct.  IS,  1902. 

Where  a  dedicated  and  iii-'illi-r!  street  had  never  l)een  improved 
and  could  not  be  used  for  the  purposes  of  :i  public  street  by  reason 
of  the  fact  that  it  was  merely  a  vacant  strip  of  tide  land,  66  ft. 
in  width,  over  which  the  tide  regularly  and  freely  ebbed  and  flowed, 
and  it  was  sought  to  ascertain  the  amount  of  compensation  which 
should  he  paid  lo  an  abutting  properly  owner  on  accounl  of  building 
a  railway  line  and  roadway  along  said  sircel.  luuler  a  statute  grant- 
ing the  power  of  eminent  domain  lo  electric  railway  corporalions, 
but  providing  that  said  right  of  eminent  doman  should  not  be  ex- 
ercised with  respect  to  any  residence  or  business  struclure  or  struc- 
tures, public  road  or  street,  it  was  argued  that  the  company  was 
endeavoring  to  appropriate  m  public  street  fur  the  purposes  of  its 
railway,  in  coiUravenlion  of  the  slatiUc.  or  Ihal  it  was  at  least 
unrlertaking  I'j  bnilil  an  elevated  railway  in  a  public  street  of  the 
city,  which  it  had  no  right  to  do,  in  the  absence  of  direct  legislative 
sanction.    But  the  supreme  court  of  Washington  does  not  tliijik  that 


46 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  i. 


the  company  was  cillicr  atlcmptiiig  lo  condemn  and  appropriate 
to  its  own  use  a  street,  or  to  construct  an  "elevated  railroad"  on  a 
street,  within  the  meaning  of  that  phrase,  as  understood  in  localities 
where  such  r.iilwa>s  are  in  common  use.  An  elevated  railroad, 
properly  S|>cakiiig,  it  says,  is  one  which  is  placed  above  the  surface 
of  the  street  which  is  used  hy  the  general  public ;  but  such  was 
not  the  character  of  the  structure  which  the  company  was  required 
by  the  city  to  erect  in  this  case,  where  the  city,  by  ordinance,  granted 
to  the  company  the  privilege  of  laying  its  tracks  in  this  platted  and 
dedicated  street — as  it  was  clearly  empowered  to  do  by  law — and 
required  the  company,  as  compensation  for  such  privileges,  to  con- 
struct a  plank  roadway  or  bridge  (designated  in  the  record  as  a 
"trestle  and  bridge")  not  less  than  22  feet  in  width,  and  upon  a 
grade  at  a  height  specified  in  the  ordinance,  and  to  maintain  the 
same  for  the  use  of  the  public  as  a  street  as  well  as  for  its  railroad 
tracks.  It  would  seem,  the  court  says,  that  what  the  company  was 
really  seeking  to  do,  and  what  the  city  required  it  to  do,  under  its 
franchise,  was,  not  lo  condemn  and  appropriate  a  street,  but  virtu- 
ally to  make  a  street  where  none  had  theretofore  existed. 


CARE  REQUIRED  OF  PERSONS  CROSSING  TRACKS— OR- 
DINARY CARE  DEFINED— WHAT   PHRASE 
"LOOK  AND  LISTEN"  MEANS. 


Beerman  v.  Union  Railroad  Co.  (R.  I.),  52  Atl.  Rep.  1090.    July  2, 

1902. 

A  railroad  track,  whether  steam  or  electric,  the  supreme  court 
of  Rhode  Island  holds,  is  a  place  of  danger,  and  a  person  crossing 
it,  whether  on  foot  or  in  a  vehicle,  must  exercise  ordinary  care  for 
his  own  safety  to  exonerate  him  from  the  charge  of  contributory 
negligence,  and  what  is  ordinary  care  under  one  set  of  circumstances 
might  amount  to  negligence  under  a  different  set  of  circumstances. 
Ordinary  care  is  such  care  as  a  person  of  ordinary  prudence  exer- 
cises under  the  circumstances  of  the  danger  to  be  apprehended.  The 
greater  the  danger  the  higher  the  degree  of  care  required  to  consti- 
tute ordinary  care,  the  absence  of  which  is  negligence.  It  is  a  ques- 
tion of  degree  only. 

In  this  case,  a  one-horse  carriage,  going  at  a  slow  pace,  so  slow 
that  it  could  be  stopped  within  a  distance  of  a  very  few  feet,  and  a 
heavy  electric  street  car,  authorized  to  go  at  a  speed  not  faster  than 
nine  miles  an  hour,  collided  when  approaching  one  another  through 
intersecting  streets.  The  carriage  reached  the  crossing  first,  and 
the  court  holds  that  it  had  the  right  of  way  if,  proceeding  at  a  rate 
of  speed  which,  under  the  circumstances  of  the  time  and  locality, 
was  reasonable,  it  could  safely  go  upon  the  tracks  in  advance  of  the 
approaching  car,  the  latter  being  sufficiently  distant  to  be  checked, 
and,  if  need  be,  stopped,  before  it  should  reach  the  carriage.  When 
the  driver  of  the  carriage  approached  the  intersection  of  the  streets, 
he  was  required  to  do  for  his  own  safely  and  protection  what  or- 
dinarily careful  persons  arc  accustomed  to  do  under  like  circum- 
stances. The  exercise  of  ordinary  care  and  prudence  required  him 
to  look  and  listen  for  the  approaching  car  before  attempting  to 
cross  the  track,  and  his  failure  to  do  so  would  be  the  result  of  his 
own  thoughtless  inattention,  and  must  be  regarded  as  negligence  on 
his  part.  Whatever  the  fault  of  the  molornian,  it  was  the  duty  of 
the  driver  of  the  carriage  to  have  looked  both  ways  and  to  have  lis- 
tened before  attempting  to  cross  the  track,  and  to  have  done  so 
immediately  before  crossing  the  track.  One  using  a  vehicle  must 
use  due  care  no  less  than  a  pedestrian,  and  the  same  is  true  of  the 
motorman  of  an  electric  car,  if  each  would  be  free  from  negligence. 

The  phrase  "look  and  listen,"  used  in  the  books,  is  simply  synony- 
mous with  using  one's  senses  to  inform  the  mind  of  danger  that, 
being  liable  to  threaten,  must  be  guarded  against. 


INJURY    TO    NEWSBOY    REMAINING    ON    CAR    AFTER 

BEING  ORDERED  OFF  WHEN   HE  COULD  HAVE 

GOT  OFF  WITH    SAFETY— INJURY   TO 

TRESPASSER. 


Indianapolis  Street  Railway  Co.  v.  Hockett   (Ind.  App.),  64  N.  E. 

Rep.  633.    June  24,  1902. 

A  newsboy  over  12  years  old  got  on  the  running  board  of  an  open 
car  while  it  was  standing  still.  Me  did  this  for  the  purpose  of  sell- 
ing a  newspaper  in  accordance  with  what  he  claimed  was  the  cus- 
tom of  the  company  to  allow  passengers  lo  be  supplied  with  news- 
papers by  boys  vending  same  upon  the  streets.    The  conductor  was 


on  the  back  platform,  and  ordered  the  boy  to  get  off  before  the  car 
started.  He  also  ordered  him  lo  get  off  just  after  the  car  started, 
when  it  had  gone  25  or  30  ft.,  and  was  moving  at  the  rate  of  2  or 
3  miles  an  hour.  Then  the  conductor  in  going  toward  the  front 
end  of  the  car,  as  it  was  necessary  and  as  it  was  his  duty  lo  do  lo 
rolled  the  fares  of  passengers,  went  in  the  direction  of  the  boy, 
and  ordered  him  off.  The  boy  fell  and  was  injured  so  that  his  foot 
and  ankle  had  lo  be  amputated.  The  appellate  court  of  Indiana, 
division  No.  2,  reverses  a  judgment  rendered  in  his  favor,  and  orders 
that  the  company's  motion  fur  judgment  on  the  answers  lo  interro- 
gatories notwithstanding  the  general  verdict  be  sustained.  It  says 
that  if  it  be  conceded  that  the  boy  was  on  the  car  by  permission 
of  the  company,  that  permission  was  withdrawn  when  he  was 
ordered  to  gel  off,  when  he  coulil  have  done  so  with  safety,  and 
thereafter  remaining  on  the  car  he  became  a  trespasser.  The  law 
protects  a  trespasser  from  willful  injury  only,  and  willful  injury 
was  not  claimed  or  shown  in  this  case.  The  special  findings  affirm- 
atively showed  thai  going  in  ihe  direction  of  the  boy  to  collect  fares, 
as  above  stated,  was  all  that  the  conductor  did  that  could  have  influ- 
enced his  actions.  It  could  not  be  said  as  a  matter  of  law  to  be 
negligence  to  order  one  who  was  sui  juris  or  legally  capable  of 
acting  in  a  matter  in  his  own  right  and  not  a  passenger  to  get  off  a 
car  when  that  order  might  have  been  complied  with  with  safety. 
Admitting  that  it  was  possible  that  it  might  have  shown  by  a  per- 
tinent question  that  the  l)oy  did  not  hear  he  order  of  the  conductor, 
such  finding  would  only  go  lo  the  question  of  his  contributory  neg- 
ligence, and  the  question  lemained,  did  the  facts  show  that  the  com- 
pany was  guilty  of  negligence?  The  judgment,  in  view  of  the  spe- 
cial findings,  could  only  have  been  affirmed  upon  the  ground  that 
the  company  was  guilty  of  negligence  in  ordering  one  who  was  in 
no  sense  a  passenger,  who  remained  upon  the  car  in  violation  of  an 
order,  to  get  off,  when  such  person  might  have  obeyed  the  order 
with  safely,  or  to  hold  that  the  conductor  owed  it  as  a  duty  to  the 
boy  to  ignore  his  presence,  or  in  silence  to  allow  him  to  remain 
upon  the  car  until  he  should  choose  to  leave  it. 


LIABILITY  OF  TRUSTEE  FOR  NEGLIGENCE  OF  MOTOR- 
MAN. 


O'Toole  v.  Faulkner  (Wash.),  70  Pac.  Rep.  58.     Sept.  2.  1902. 

This  was  an  action  for  damages  for  personal  injuries  alleged  to 
have  been  sustained  through  the  negligent  and  careless  handling 
of  a  street  car  by  a  motorman  in  charge  of  the  same  employed  by 
the  party  sued,  the  alleged  trustee  and  operator  of  the  street  car 
line.  The  latter  contended  that  he  was  simply  an  agent  and  was 
therefore  not  responsible  for  the  negligent  acts  of  the  motorman. 
Whatever  connection  he  had  with  the  operation  of  the  street  car 
line  was  under  and  by  virtue  of  an  agreement  in  writing  whereby 
he  acknowledged  and  declared  that  he  bid  for  the  purchase  of  the 
properly,  plant  and  franchise  and  assets  of  a  light  and  power  com- 
pany at  a  sale  thereof  in  pursuance  of  a  decree  of  court  as  the  agent 
of  and  in  trust  of  a  certain-named  committee  of  Ixandholders  of  said 
company ;  that  the  money  and  bonds  paid  for  said  property  were  the 
proper  money  and  bonds  of  said  committee ;  and  that  in  considera- 
tion of  the  terms  and  one  dollar  to  him  paid  by  the  chairman  of  the 
commitee,  he  covenanted,  promised  and  agreed  lo  hold  said  prop- 
erty as  the  agent  of  and  in  trust  for  said  connnillec  to  manage,  and 
administer  the  same  and  operate  the  plant  exactly  according  to  the 
orders  and  instructions  of  said  committee,  and  without  further  or 
additional  compensation  than  his  salary  as  bookkeeper,  and  to  deed, 
convey,  transfer  and  relinquish  the  possession  of  all  and  singidar 
said  property,  plant,  franchise  and  assets  of  every  name  and  nature 
to  such  persons,  firms  or  corporations  as  might  be  designated  by  said 
committee,  immediately  upon  its  written  request,  signed  by  its  chair- 
man or  a  majority  of  the  members,  without  any  delay  or  evasion. 

From  this  agreement  the  supreme  court  of  Washington  thinks 
that  he  was  in  control  of  the  operation  of  the  street  car  line.  It 
says  that  it  was  true  that  he  was  in  no  sense  the  real  owner,  as 
shown  by  the  agreement.  The  committee  was  the  owner ;  but  his 
purchase  was  in  trust  for  the  committee,  and  his  agreement  was  to 
hold  the  property  in  trust  for  the  committee,  and  to  manage  and 
administer  the  same.  He  was  the  legal  owner  of  the  property  in 
possession,  and  was  operating  it  for  the  benefit  of  the  cestui  que 
trust,  or  beneficiary.  It  seems  to  the  court  that  this  constitutes  ex- 
actly under  the  law,  a  trustee.  He  was  operating  a  public  franchise 
as  the  legal  owner.     Street  car  companies  must  be  operated  by  some 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


47 


one  who  is  responsible.  The  committee  was  not  responsible,  and 
the  responsibility  must  rest  upon  the  operator,  who  is  the  legal 
owner  of  the  property.  Neither  public  policy  nor  the  plainest  prin- 
ciples of  right  will  permit  this  responsibility  to  be  evaded.  Being 
the  legal  owner,  and  operating  the  road,  he  stood  in  relation  of  mas- 
ter to  the  niotorman.  .-Knd  it  is  well  settled  that  a  trustee  is  re- 
sponsible for  tortious  or  wrongful  acts  of  a  servant,  while  the  bene- 
ficiary of  the  trust  is  not. 


L1.\BILITV     FOR     EJECTION     OF     PASSENGER     GIVEN 
WRONG  TR.\NSFER  BY  MIST.AKE. 


Lawshe  v.  Tacoma  Railway  &  Power  Co.   (Wash.),  70  Pac.  Rep. 

n8.    Sept.  IS,  1902. 

.\  passenger  who  requested  a  transfer  to  one  line  was  by  mistake 
of  the  conductor  given  instead  a  transfer  to  another  line.  Not  no- 
ticing the  mistake,  he  presented  this  transfer  to  the  conductor  of  a 
car  on  the  line  to  which  he  asked  for  the  transfer,  but  the  latter 
refused  to  accept  it  and  demanded  fare.  He  declined  to  pay  fare,  and 
was  put  off  the  car.  Thereafter  he  brought  this  action  for  damages 
on  account  of  the  ejection.  The  supreme  court  of  Washington  says 
that  an  examination  of  the  authorities  satisfies  it  that  not  only  is 
there  an  irreconcilable  conflict  in  the  authorities,  but  that  the  weight 
of  authority  and  the  better  reason  sustain  the  passenger's  right  to 
recover.  It  is  true  that  the  company  has  right  10  make  regulations 
governing  its  traffic ;  but  those  regulations  are  for  the  benefit  of  the 
company,  they  are  to  a  certain  extent  technical,  and  are  understood 
only  by  the  officers  of  the  company  and  by  travelers  who  are  exceed- 
ingly familiar  with  them. 

But  outside  of  all  authority,  the  court  says  it  seems  to  it  that  in 
accordance  with  the  general  principles  of  law  the  party  should  re- 
cover. It  is  too  plain  for  argument  that  only  the  right  to  sue  for 
the  recovery  of  the  fare  or  portion  of  the  fare  received  by  the  com- 
pany will  be  totally  inadequate,  and,  through  the  plain,  everyday 
law  governing  agency,  the  company  is  responsible  for  the  acts  of  its 
agent  and  for  his  mistakes.  This  mistake  it  was  the  duty  of  the 
company  to  correct.  It  must  necessarily  correct  it  through  its 
agents.  It  makes  no  difference,  in  reason,  that  the  agent  who  was 
called  upon  to  correct  the  mistake  was  another  and  different  agent 
from  the  one  who  made  the  mistake.  They  were  both  agents  of 
the  company,  and  the  act  of  the  first  conductor  was  in  effect  the 
act  of  the  second  conductor,  because  the  acts  of  both  were  the  acts 
of  the  company ;  the  company  having,  for  its  own  convenience,  in- 
trusted its  business  to  two  agents  instead  of  one.  The  contract  was 
made  when  the  passenger  paid  the  fare,  and  it  was  a  contract  not 
with  any  particular  agent  of  the  company,  but  with  the  company 
through  its  agents.  The  first  conductor,  who  made  the  mistake, 
was  not  the  agent  of  the  passenger,  but  was  the  agent  of  the  com- 
pany, and  his  mistake  was,  therefore,  the  mistake  of  the  company. 
If  any  other  rule  prevailed,  the  result  would  be  that  the  company 
would  be  allowed  to  deprive  the  passenger  of  part  of  the  benefit  of 
his  contract  on  account  of  the  mistake  made  by  the  company,  and 
for  which  he  was  in  no  wise  to  blame,  for  he  had  a  right  to  assume 
that  the  conductor  furnished  him  with  the  transportation  for  which 
he  asked  and  for  which  he  paid ;  it  being  absolutely  impracticable 
for  passengers  to  make  technical  examination  of  the  transfer  slips 
which  they  receive.  And  he  ought  to  have  redress  for  the  company's 
violation  of  the  obligation  which  it  assumed. 


STATUTE    DEFINING    LIABILITY   OF   RAILROAD    COM- 
PANIES  APPLICABLE  TO   STREET   RAILROADS-OR- 
DINARY    AND     REASONBLE     CARE     DEFINED— 
WHAT  MAY  BE  PRESUMED  AS  TO  PEDESTRI- 
AN.S— DUTY    TO    PERSONS     ON     OR     AP- 
PROACHING    CROSSINGS— NO     RIGHT 
TO  RUN  INTO  CROWD. 


Consumers'  Electric  Light  &  Street  Railroad  Co.  v.  Pryor   (Fla.), 

32  So.  Rep.  797.     Feb.  18,  1902. 

The  supreme  court  of  Florida  .says  that  the  act  of  1891  defining 
the  liability  of  railroad  companies  in  certain  cases  (Rev.  St.  Append,, 
p,  1008.  c.  4071)  has  \>ctn  regarded  by  it,  in  unwritten  opinions,  as 
ap[>licahlc  to  street  railroads;  but  it  has  not  been  considered  as 
rhanginK  the  rule  of  alleging  negligence  in  such  cases  to  the  extent 
of  requiring  only  an  allegation  of  injury  or  damage  by  the  rinming 
of  locomotives,  cars  or  other  machinery  of  the  defendant  company. 


The  statute  does  not  undertake  to  fi.x  arbitrarily  liability  for  an 
injury  done,  but  there  is  a  presumption  of  negligence  under  it,  aris- 
nig  from  the  injury  or  damage. 

The  measure  of  duty  under  ihc  act  of  i8yi  is  all  ordinary  and 
reasonable  care  and  diligence,  which  means  care  proportionate  to 
the  dangers  to  be  avoided,  so  that  what  will  constitute  the  amoiuU 
or  kind  of  diligence  required  will  vary  under  different  circum- 
stances, as  the  terms  "ordinary"  and  "reasonable"  are  relative,  and 
what  under  some  conditions  would  be  ordinary  and  reasonable  dili- 
gence might  under  other  conditions  amount  to  even  gross  negligence. 
Street  cars,  regardless  of  the  power  by  which  they  are  impelled, 
have  no  superior  rights  to  other  vehicles  or  pedestrians  at  regular 
street  crossings,  in  the  absence  of  a  specific  legislative  grant,  but 
their  rights  are  equal  and  in  common,  and  impose  correlative  duties 
on  the  respective  parties. 

The  employes  of  a  street  car  company  in  operating  cars  have  the 
right  to  presume  that  a  pedestrian  will  exercise  ordinary  and  rea- 
.sonable  care  to  avoid  injury  from  moving  cars,  and  they  are  not 
required  to  stop  a  car  until  it  becomes  evident  to  a  person  of  ordi- 
nary and  reasonable  care  and  prudence  that  the  pedestrian  has 
failed  in  his  duty,  and  has  placed  or  is  about  to  place  himself  in  a 
perilous  situation.  The  duty,  however,  devolves  upon  the  employes 
to  keep  a  vigilant  lookout  for  persons  on  or  approaching  the  track, 
especially  at  street  crossings,  and,  when  they  are  discovered  to  be  in 
danger  or  going  into  danger  on  the  track,  to  use  every  effort  con- 
sistent with  the  safety  of  passengers  to  avoid  injuring  such  per- 
sons. Where  the  employes  could  have  seen  by  the  exercise  of  ordi- 
nary care  a  crowd  of  people  coming  out  of  a  church  and  crossing 
the  track  at  a  regular  crossing,  while  the  car  was  at  least  200  feet 
away,  it  was  their  duty  to  see  the  crowd  of  people  in  a  situation  of 
danger,  by  approaching  and  going  across  the  track  in  front  of  the 
car  at  a  regular  street  crossing,  and  it  then  became  the  duty  of  the 
employes  to  use  every  effort  consistent  with  the  safety  of  passen- 
gers to  avoid  injuring  the  crowd  of  people.  Conceding  that  the  car 
could  have  approached  the  crossing  under  the  assumption  that  the 
crowd  would  leave  the  track,  still  the  presence  of  human  beings 
I  hereon,  and  the  apparent  situation  of  danger  to  them,  imposed  upon 
the  agents  of  the  company  the  duty  to  so  approach  the  crowd  as  to 
avoid  injury,  if  possible — even  to  the  stopping  of  the  car  if  neces- 
sary. The  company  has  no  right,  of  course,  to  run  into  a  crowd  of 
people,  though  they  disregard  their  duty  and  do  not  leave  the  track. 


EXTRA     CARE       REQUIRED      APPROACHING       STREET 
CROSSINGS  IN  CROWDED  CITIES— RATE  OF  SPEED 
—DIM   HEADLIGHT— CIRCUMSTANCES    MAY    EX- 
CUSE   FROM    LOOKING   AND    LISTENING, 


Chicago  City  Railway  Co.  v.  Fennimore  (111,),  64  N.  E.  Rep.  985. 

Oct.  25,  1902. 

A  woman  who  started  at  a  street  corner  in  Chicago  to  cross  the 
street  diagonally  to  take  a  car  looked  twice  for  coming  cars  and 
after  waiting  for  a  cable  train  to  pass  on  the  nearer  track  started 
to  cross  behind  it  and  was  struck  by  the  grip  car  of  a  train  on  the 
farther  track.  The  evidence  tended  very  strongly  to  show  that  what- 
ever headlight  there  was  on  this  grip  car  was  very  dim  in  its  char- 
acter, and  insuflicient  to  enable  a  person  at  even  a  short  distance 
ahead  of  the  train  to  sec  its  approach  upon  a  dark  night.  The  su- 
preme court  of  Illinois  affirms  a  judgment  in  the  woman's  favor. 

It  is  the  doctrine  of  this  court,  it  says,  that  drivers,  gripmen, 
and  motormen  of  street  cars  are  obliged  to  exercise  a  more  exact- 
ing attention  when  they  approach  street  crossings  in  a  crowded  city, 
where  vehicles  and  i)edestrians  may  always  be  expected  in  front 
of  them.  Although  no  ordinance  limiting  the  speed  at  which  cable 
cars  were  allowed  to  run  in  the  streets  of  Chicago  was  introduced, 
yet  in  each  case  it  must  be  a  question  for  the  jury  to  decide 
whether  or  not,  under  the  facts  and  circumstances  of  that  particu- 
lar case,  the  speed  is  or  is  not  a  dangerous  or  unrea.sonable  rate  of 
speed.  A  railroad  company  in  the  running  of  its  trains  is  always 
required  to  use  ordinary  care  and  prudence  to  guard  against  injury 
10  the  persons  or  property  of  those  who  may  be  rightfully  traveling 
upon  the  public  streets,  and  this  is  true  whether  there  is  a  statutory 
regulation  upon  the  subject  or  not. 

Where  a  cable  train  is  running  along  the  street  in  a  city  like 
Chicago  on  a  dark  and  somewhat  foggy  night,  with  a  headlight  so 
small  and  dim  as  scarcely  to  be  noticeable,  or,  if  noticeable,  likely 
to  be  mistaken   for  some  other  light,  Ihc  court   is  not   prepared  to 


48 


STREET  RAILWAY  REVIEW. 


[Vou  XIII,  No.  I. 


say  that  it  is  error  to  submit  to  ilic  jury  the  question  whether  the 
company  propt-lliiig  such  train  under  such  circumstances  is  or  is 
not  guilty  of  negligence.  The  question  did  not  arise  here  whether 
the  speed  of  the  car  might  have  been  justilialile  if  the  headlight  had 
lieen  in  giwd  condition,  but  uilh  such  a  headlight  as  the  evidence 
showed,  it  would  seem  to  have  Iwen  the  duly  of  the  persons  pro- 
pelling the  car  lo  run  it  at  a  rctluced  rate  of  speed. 

Ihe  question  whether  or  nut  it  was  negligence  nut  to  look  a 
third  time,  after  Ihe  train  on  the  nearer  track  had  passed,  was  one 
for  the  jury  to  determine  under  the  inslruclioiis  of  the  court.  An- 
ticipation of  negligence  in  others  is  not  a  duty  which  the  law  im- 
poses. In  this  case  the  company  owed  il,  as  a  duty  to  this  woman 
and  lo  the  public  generally,  to  equip  its  trains  with  proper  head- 
lights. When  she  started  across  the  street  she  had  the  right  to 
assume  that  it  would  perform  this  duty,  and  had  a  right  to  rely 
upon  the  belief  that  no  train  would  approach  without  a  proper 
headlight.  If  she  saw  no  headlight,  she  had  a  right  to  assume  that 
no  train  was  approaching.  It  has  twen  held  that  the  traveler  is  not 
at  fault  in  failing  to  look  and  listen,  if  he  is  misled  without  his  fault. 
There  may  be  various  circumstances  which  excuse  him  from  stop- 
ping to  look  and  listen,  and,  if  the  evidence  tends  to  show  that 
there  was  such  an  excuse,  the  existence  of  it  is  a  matter  for  the 
determination  of  the  jury,  and  to  be  submitted  to  them. 


CITY  CANNOT  COMPEL  REMOVAL  OF  HEAVIER  RAILS 
LAID  WITHOUT  PERMISSION    ON    TRACK    HAVING 
LIGHTER  ONES  THAN  THOSE  ON  THE  OTHER- 
CONDITIONS   AS   TO    PAVING   AND   REPAIRS 
ABROGATED    BY    MASSACHUSETTS    ACT 
OF   1898— NATURE  OF  LOCATION. 


City  of  Springfield  v.  Springfield  Street   Railway  Co.   (Mass.),  64 

N.  E.  Rep.  577.     July  15,  1902. 

A  grant  of  a  location  for  the  extension  of  tracks  was  conditioned, 
among  other  things,  that  all  materials  used  and  all  the  details  of 
Ihe  construction  of  the  tracks,  should  be  to  the  acceptance  of  the 
supervisors  of  highways  and  bridges,  who,  under  the  city  ordi- 
nances, had  general  supervision  of  all  public  highways,  streets,  ave- 
nues, and  bridges  of  the  city.  The  tracks  were  constructed  in 
accordance  with  the  terms  of  the  grant,  T-rails  being  used,  which 
were  approved  by  the  board  of  supervisors.  Subsequently,  on  ac- 
count of  the  rails  used  on  one  track  being  of  somewhat  greater 
depth  and  weight  than  those  used  on  the  other  track,  the  company 
took  up  the  lighter  rails,  and  laid  some  of  the  same  type,  size  and 
weight  as  the  others,  these  being  rendered  necessary  to  provide 
for  the  safety  and  comfort  of  the  public,  in  consequence  of  in- 
creased travel.  In  making  the  change  it  expended  a  large  sum  of 
money  and  dug  up  a  portion  of  the  surface  of  the  street,  but  re- 
stored it  to  the  same  condition  in  which  it  was  before  the  change. 
It  did  not  apply  for  or  obtain  permission  from  the  board  of  super- 
vistors  to  dig  up  the  surface  of  the  street  or  substitute  the  new 
rails,  but  the  omission  to  do  so  was  accidental  and  without  any 
purpose  to  evade  or  violate  the  law,  and,  for  aught  that  appeared, 
the  city  authorities  stood  by  and  saw  the  work  go  on  without  objec- 
tion. Under  these  circumstances,  the  supreme  judicial  court  of 
Massachusetts  holds  that  the  city  was  not  entitled  to  have  the  rails 
removed.  It  says  that  the  only  reason  urged  why  the  company 
should  be  compelled  to  take  up  the  rails  because  it  did  not  obtain 
the  permission  of  the  supervisors  was  that,  for  the  purpose  of  im- 
proving the  avenue,  the  supervisors  intended  to  harden  its  surface, 
and  to  require  a  grooved  rail  to  be  laid  when  the  old  rails  were 
removed.  But  this  does  not  seem  to  it  to  be  an  adequate  reason. 
It  says  that  if  it  assumes  that  the  supervisors  could  have  required 
a  grooved  rail  to  be  laid,  it  is  nevertheless  of  the  opinion  that, 
under  the  circumstances  shown,  the  city  was  not  entitled  to  an  in- 
junction compelling  the  removal  of  the  rails  that  were  laid. 

Chapter  578  of  the  Statutes  of  1898,  which  was  intended  to  com- 
mute into  money  payments  to  cities  and  towns  the  burdens  imposed 
upon  street  railways  in  regard  to  the  care  of  streets,  the  court  holds 
abrogates  conditions  in  other  than  grants  of  original  or  first  location 
with  regard  to  paving  and  keeping  in  repair  the  surface  material  of 
streets.  It  holds  this  constitutional,  because,  for  one  thing,  it  seems 
to  it  that  the  locations  given  to  street  railway  companies  in  public 
streets  by  cities  and  towns  in  Massachusetts  do  not  constitute  con- 
tracts, or,  ff  they  do,  that  they  are  of  such  a  nature  that  the  legisla- 


ture can  modify  or  annul  them  without  tl'ereby  violating  the  con- 
stitutional provosions.  Except  over  private  premises,  they  are,  it 
seems  to  it,  in  the  nature  of  a  privilege  or  permit  lo  use  the  public 
ways  given  by  cities  and  towns  by  virtue  of  authority  from  the 
legislature  for  the  purpose  of  facilitating  public  travel  and  accom- 
modation. They  arc  analogous  to  licenses  given  to  run  omnibuses 
along  certain  routes,  though,  of  course,  to  make  the  analogy  com- 
plete, Ihe  omnibuses  would  have  to  be  built  so  as  to  run  on  rails 
laid  in  the  streets.  They  convey  no  exclusive  rights  in  the  high- 
ways or  streets  in  which  they  are  granted,  but  are  lo  be  used  in 
common  with  others  having  occasion  to  use  the  public  ways.  The 
public  authorities  retain,  in  the  main,  full  control  over  the  streets 
or  ways  in  which  they  exist,  and  may  revoke  the  location,  or  alter 
or  discontinue  the  ways,  without  liability  to  damages  therefor,  and 
subject  only  to  such  limitations,  if  any,  as  the  legislature  may  see  fit 
10  impose. 


LIABILITY  OF  RAILROAD  FOR  INJURY  TO  CONDUCTOR 

GETTING  ON  CAR  WITHOUT  LOOKING  AGAIN  AFTER 

SIGNALING  IT  TO  ADVANCE  AT  CROSSING. 


Doud  v.  Delaware,  Susquehanna  &  Schuylkill  Railroad  Co.  (Pa.),  52 
All.  Rep.  249.  June  4,  1902. 
This  action  was  brought  to  recover  damages  for  injuries  which  a 
conductor  on  a  street  car  sustained  by  a  locomotive  running  into 
same  just  as  he  had  got  upon  the  car,  after  he  had,  according  to  his 
testimony,  gone  over  to  the  railroad  track,  looked  and  listened,  and 
neither  hearing  or  seeing  an  engine,  it  being  a  wet,  foggy,  dark  night, 
signaled  the  car  to  come  forward.  The  supreme  court  of  Pennsyl- 
vania affirms  a  judgment  in  his  favor,  against  Ihe  railroad  company, 
on  the  opinion  of  the  court  below,  which  held  that  the  evidence  did 
not  present  a  case  of  contributory  negligence  on  his  part  in  attempt- 
ing to  cross  the  railroad  company's  tracks,  so  clear  and  unmistakable 
that,  notwithstanding  the  verdict  of  the  jury  in  his  favor,  the  court 
must  so  pronounce  it  as  a  matter  of  law,  and  enter  judgment  for  the 
company.  The  court  below  said  that,  after  a  thorough  review  of  the 
testimony,  it  was  satisfied  that  whether  the  conductor  was  negligent 
in  attempting  the  crossing,  under  all  the  circumstances,  was  a  ques- 
tion of  fact  for  the  jury.  He  had  a  right  to  assume  that  due  notice 
would  be  given  of  the  approach  of  the  engine  by  whistle  and  bell, 
and,  if  necessity  required  the  engine  lo  run  backwards,  that  a  suffi- 
cient light  would  be  displayed  lo  warn  him  of  its  coming.  While 
great  responsibility  rested  upon  him,  as  upon  his  care  and  vigilance 
depended  the  lives  of  forty  or  more  passengers,  still  the  court 
thought  he  was  not  so  plainly  chargeable  with  negligence  as  he 
would  have  been  had  he  been  a  pedestrian,  with  his  own  safety 
alone  to  look  out  for,  and  no  car  to  engage  his  attention.  There 
could  be  no  doubt  that  he  would  have  saved  himself  had  he  turned 
and  looked  just  before  taking  hold  of  his  car  and  mounting  the 
step.  Was  he  bound  to  do  this,  or  be  charged  with  negligence? 
The  court  did  not  think  so.  He  had  a  right  to  assume  that  the 
railroad  company  would  do  its  duty,  and  give  him  notice  of  the  ap- 
proach of  a  train  in  time  for  him  10  make  the  crossing  in  safety 
with  his  car,  if  he  had  before  the  warning  signaled  his  motorman 
to  come  ahead,  which  signal  was  being  promptly  obeyed,  and  the  car 
on  its  way  across  the  tracks.  If,  therefore,  he  had  the  right  to 
assume  that  his  car  loaded  with  passengers  would  get  across  in 
safety,  he  could  not  be  charged  with  negligence  in  attempting  to 
cross  upon  it  without  again  looking  up  the  track  for  an  approaching 
engine.  At  the  same  time,  the  court  said  that  it  was  not  unmindful 
of  the  fact  that  the  highest  degree  of  care  devolved  upon  the  con- 
ductor when  he  approached  the  crossing,  as  upon  his  watchfulness 
depended  the  lives  of  a  car  full  of  passengers,  and  it  intimated  that, 
under  the  testimony,  the  jury  would  have  been  justified  in  finding 
hiin  negligent,  though  it  did  not  think  the  case  was  so  clear  that 
the  doctrine  of  legal  presumption  be  invoked  to  prevent  his  recov- 
ery. 


An  electric  railway  is  to  he  built  at  an  early  date  connecting 
Jonesboro  and  Johnson  City,  Tenn.  The  line  will  be  eight  miles 
in  length  and  will  be  used  for  both  passenger  and  freight  traffic. 


In  order  to  do  away  with  annoyances  resulting  from  car  lights 
going  out  at  street  crossings,  the  Aurora,  Elgin  &  Chicago  Rail- 
way Co.  is  installing  overhead  troli.ey  wires  for  use  in  Wheaton. 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


49 


SANTA  CLAUS  IN   1902. 


The  Wheeling  Traction  Co.,  of  Wheeling.  W.  Va.,  presented  each 
of  its  employes  on  New  Year's  with  a  $5  gold  piece.  This  inchided 
the  trackmen  and  other  employes  as  well  as  the  inotonncn  and  con- 
ductors, so  that  about  400  men  were  recipients  of  the  company's 
gifts. 

The  Pittsburg  Railways  Co.,  of  Pittsburg,  Pa.,  distributed  nearly 
$30,000  to  2.400  men  on  Christmas.  This  was  the  premium  money 
promised  si.\  months  ago  by  the  company  to  motormen  and  conduc- 
tors as  rewards  for  care  in  avoiding  accidents  during  the  si.\  months 
ending  November  30th.  About  80  per  cent  of  the  motormen  and 
conductors  employed  by  the  company  participated  in  the  premium 
distribution.  About  300  of  the  2,400  men  had  small  accident  charges 
which  aggregated  less  than  the  amount  of  their  premiums  and  these 
men  were  presented  with  this  difference.  There  has  been  a  remark- 
able freedom  from  serious  accidents  on  the  company's  line  during 
this  period,  and  the  result  is  considered  highly  creditable  both  to  the 
management  and  to  the  employes. 

The  St.  Joseph  Railway,  Light,  Heat  &  Power  Co.,  of  St.  Joseph, 
Mo.,  gave  a  Christmas  dinner  to  its  employes  and  their  families  at 
the  employes'  club  rooms  at  which  400  people  were  served.  The 
dinner  was  served  from  II  till  3  o'clock,  and  again  from  5  to  8 
o'clock,  the  time  being  arranged  so  that  every  one  of  the  employes 
might  be  able  to  participate.  Open  house  was  kept  at  the  employes' 
club  rooms  all  through  the  day,  and  many  friends  of  the  company 
participated  in  the  festivities. 

The  Connecticut  Railway  &  Lighting  Co.,  of  Norwalk,  Conn.,  had 
a  unique  Christmas  celebration  for  its  employes.  A  Christmas  tree 
was  fitted  up  at  the  company's  barn  in  Meadow  St.,  and  a  present 
approrpiate  for  each  one  was  hung  upon  the  tree. 

The  conductors  on  the  railways  operating  in  Jersey  City  were 
generously  remembered  by  the  traveling  public  at  Christmas  time. 
A  suggestion  was  made  in  one  of  the  daily  papers  to  remember  the 
conductors  and  motormen  on  that  day,  and  thousands  of  passengers 
paid  double  fares,  while  many  persons  who  could  afford  to  do  so 
gave  the  conductors  bills  and  took  back  no  change.  One  of  the  con- 
ductors received  as  much  as  $14  from  passengers,  while,  so  far  as 
known,  %4  was  the  smallest  amount  received  by  any  of  the  men. 

The  Chester  Traction  Co.,  of  Chester,  Pa.,  gave  a  turkey  dinner  to 
nearly  200  of  its  employes  on  Christmas.  The  dinner  took  place 
from  10  in  the  morning  till  4  in  the  afternoon  and  was  held  in  the 
large  rooms  over  the  company's  office. 

The  employes  of  the  Macon  Railway  &  Light  Co.,  of  Macon,  Ga., 
were  presented,  by  order  of  the  president  of  the  company,  with  two 
days'  extra  wages  as  a  Christmas  gift.  The  gift  was  tendered  to  all 
of  the  company's  employes,  the  average  being  about  $3  to  each  man. 

The  Dayton,  Springfield  &  Urbana  Electric  Railway  Co.,  and  the 
Columbus,  London  &  Springfield  Electric  Railway  Co.  remembered 
their  employes  at  Christmas  time  in  a  substantial  way.  Married  men 
each  received  a  turkey  and  the  single  men  $1  each.  The  employes 
of  both  companies  numbered  about  225  men. 

On  the  evening  of  January  6th  the  Lancaster  County  (Pa.)  Rail- 
way &  Light  Co.  gave  its  annual  dinner  to  the  employes  of  its  vari- 
ous subsidiary  companies.  At  8:30  all  traffic  on  the  various  lines 
of  the  company  was  suspended  and  all  employes  from  President 
Given  down  were  present  at  the  dinner.  After  the  serious  work  of 
the  evening  a  number  of  speeches  were  made  by  officers  of  the 
company  and  invited  guests.  A  report  was  made  on  the  employes' 
relief  association  which  now  has  a  total  membership  of  190.  Presi- 
dent Given  announced  that  the  company  would  donate  $200  to  the 
association  and  that  he  personally  would  pay  the  initiation  fee  of  100 
members,  if  that  number  could  be  secured  by  the  association. 


INDIANAPOLIS  &  NORTHWESTERN. 


'I  he  Indianapolis  &  Northwestern  Traction  Co.  has  incorporated 
with  a  capital  stock  of  $2,500,000.  It  was  incorporated  last  Febru- 
ary under  the  name  of  the  Indianapolis,  Lebanon  &  Frankfort  Trac- 
tion Co.  with  $25,000  capital  sKxk,  but  on  December  I7tli  the  name 
was  changed  to  the  Indiana|>olis  &  Northwestern  and  the  capital 
stock  increased  to  $2,500,000,  with  the  privilege  of  increasing  this 
to  %3fiOOjooo  by  additional  common  or  preferred  stock.    It  has  issued 


$3,000,000  of  bonds,  which  entire  issue  was  t.iken  by  Tucker, 
Anthony  &  Co. 

Ihe  road  is  now  under  construction  bftweiii  Indian.ipolis  and 
Frankfort  and  is  e-xpected  to  be  in  operation  to  the  latter  place  by 
July  1st.  The  Crawfordsville  branch  is  to  be  put  in  operation  by 
September  ist.  and  by  the  following  month  it  is  expected  to  be 
oi)encd  through  from  Indianapolis  to  La  Fayette.  Failure  to  estab- 
Isih  service  on  the  days  named  involves  a  heavy  penalty. 

This  line  was  promoted  by  Townsend,  Reed  &  Co.,  and  is  financed 
by  Tucker,  Anthony  &  Co.,  of  Boston.  The  officers  of  the  company 
are:  President,  George  Townsend,  Indianapolis;  vice-president, 
Phillip  L.  Saltonstall,  Boston;  secretatry,  Winthrop  Smith,  Rostim ; 
treasurer,  Chauncey  Eldridge,  Boston.  Thomas  Pettigrew,  Bosinn, 
will  be  resident  engineer  of  the  system. 


TO  PREVENT  FLAT  COMMUTATORS. 


The  accompanying  illustration  shows  the  method  of  treating  flat 
commutators  which  has  been  used  by  Mr.  R.  M.  Howard,  manager 
of  the  State  Electric  Co.,  of  Clinton,  la.,  which  he  states  is  par- 
ticularly effective  for  armatures  of  more  than  one  coil  per  slot  in 
case  of  any  trouble  from  flattening  or  blackening.  These  difficulties 
are  rectified  by  taking  a  common  three-cornered  file  and  filing  out 
the  mica  between  the  bars  until  the  file  touches  on  both  bars.  Mr. 
Howard  states  that  he  has  treated  over  200  commutators  in  this  way 
in  a  number  of  different  shops  and  localities  and  the  result  has  been 


METHOD  Ol'  TREATINC  FLAT  COMMUTATORS. 

extremely  satisfactory  in  every  instance.  The  mica  should  be  filed 
out  as  far  as  a  three-cornered  file  will  reach  until  it  touches  the  seg- 
ments on  each  side. 

The  commutator  treated  in  this  way  will  wear  true  and  bright 
and  will  give  less  trouble  from  short  circuiting  than  one  in  which 
the  mica  is  in  the  usual  condition.  The  dust  does  not  stay  in  the 
slot  and  as  the  surface  of  the  mica  will  measure  about  twice  as 
much  as  in  the  usual  way  the  insulation  is  higher  between  bars.  An 
explanation  of  this  may  be  that  many  commutators  are  assembled 
with  too  hard  a  grade  of  mica  and  the  copper  will  wear  faster  than 
the  mica,  making  the  surface  uneven  and  causing  flashing  and  buck- 
ing which  will  ultimately  flat  the  commutator.  This  method  of 
treating  comniulaors  is  especially  recommended  in  cases  where 
motors  or  generators  have  more  than  one  coil  per  slot  in  the  arma- 
ture. 


STANDARD  GAGE  FOR  NASHVILLE. 


Mr.  Percy  Warner,  president  of  the  Nashville  (  Icnn.)  Railway 
Co.,  has  announced  that  the  company  has  decided  to  change  from 
the  present  gage  of  4  ft.  11^  in.  to  standard.  This  change  will 
involve  an  expenditure  of  about  $50,000  more  than  was  contem- 
plated for  the  improvements  intended,  and  is  made  with  a  view  to 
permitting  proposed  inlerurban  lines  to  enter  the  City  of  Nashville 
over  the  local  company's  tracks. 

Ground  was  broken  January  71I1  for  llie  Tennessee  Inlerurban 
Electric  Railway  Co.,  the  occasion  being  celebrated  in  an  appro- 
priate manner. 


FRANCHISES  TO  CORPORATIONS  ONLY. 


In   the   case  of   Goddard   against   the   Chicago,   Milwaukee   &   St. 
Paul   Railroad  Ihe  appellate  court  of   Illinois  has  deiided   that  cily 
councils  or  boards   of   supervisors   may   grant   street    railway    fran 
chises  to  corporations  only  and  not   to  indiviiluals.     This  ruling,  if 
affirmed  by  the  supreme  court,  may  invalidate  many  franchises. 


The  first   car  over  the   Wheeling  &   l'!lin   Grove   line  was  started 
over  the  road  at  noon  December  31st. 


50 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  i. 


STEEL  TRACKS  FOR  HIGHWAYS. 


The  idea  of  laying  broad  slccl  tr.icks  on  rails  in  public  streets  and 
highways  for  the  nsc  of  all  horse-drawn  wagons  and  vehicles  and 
automobiles  has  received  a  new  impetus  from  experiments  with  steel 
roadways  now  iK-ing  carried  on  in  one  of  the  busy  down  town 
streets  of  New  York  City.  The  subject  is  one  of  importance  and 
quite  as  much  so  to  the  electric  railway  fraternity  as  to  any  other 
interests,  inasmuch  as  the  scheme  is  proposed  as  an  efTcctive  means 
of  drawing  all  heavy  trucking  from  the  car  tracks  and  thus  remov- 
ing the  pincipal  obstacle  to  street  car  traOic, 

The  idea  of  Unying  steel  trackways  for  expediting  the  movement 


rods  placed  ij  ft.  4  in.  apart,  and  which  extend  from  the  outer 
llange  of  one  channel  to  the  outer  flange  of  the  other,  the  holding 
iiuls  being  on  the  outside  of  the  outer  flanges,  'i'hesc  rods  keep  the 
channels  from  spreading,  and  to  keep  them  from  narrowing  from 
gage  a  piece  of  ^  in.  standard  gas  pipe  is  slipped  over  each  rod  so 
the  ends  of  the  pipe  will  bear  against  the  inner  flanges  of  both 
channels. 

1'he  paving  is  laid  flush  with  the  top  of  the  channels.  In  future 
work  it  is  the  intention  to  roll  the  plates  with  certain  depressions 
ni  the  top  face  of  the  channels  and  also  along  the  ridges  to  catch 
the  toe-corks  of  horses  and  give  them  better  footing.  General 
Stone  is  authority  for  the  statement  that  the  steel  trackway  can  be 


/2'Sf£f//>L.  CHflfVNEL . 


J-  ail  s  reCL.  /^o 


S'6- 


,^"jr/ir^a')ffoaAS  pips 


/£'SP'^C//>L  C/y/?A/A/£L 


■  /i'MOLES  //VBOr/^/=^/>/V0CA^ 


rfflf 


SECTION  OF  STEEL  HIGHWAY  TRACK. 


of  general  vehicular  traftic  in  public  streets  is  not  altogether  a  new 
one,  as  experimental  sections  of  track  have  been  laid  in  various 
places  in  this  country  and  abroad,  notably  at  Valencia,  Spain,  in 
1892;  at  Pittsburg  in  1897.  and  at  Jolict,  111.,  in  1896. 

The  present  experiment  in  New  York  probably  has  a  better  back- 
ing than  any  similar  attempt  to  determine  all  the  advantages  and 
disadvantages  of  the  scheme.  Gen.  Roy  Stone,  U.  S.  A.,  first  be- 
came interested  and  brought  the  matter  to  the  attention  of  the 
Automobile  Club  of  America,  an  organization  of  prominent  automo- 
bile owners.  The  Automobile  Club  at  once  voted  an  appropriation 
to  further  experimental  work  in  this  direction,  and  General  Stone 
and  Mr.  Selignian,  the  New  Y'ork  banker,  were  designated  a  sub- 
committee to  procure  the  steel  for  the  trial  road  and  also  to  inter- 
view the  city  authorities  in  reference  to  locations.  The  sub-com- 
mittee found  President  Cantor  of  the  Borough  of  Manhattan,  and 
also  City  Engineer  Olney  favorably  disposed  toward  the  scheme, 
and  it  was  arranged  to  lay  three  experimental  sections  of  track : 
one  section  on  Murray  St.  between  Broadway  and  Church  St., 
which  is  a  heavy  trucking  thoroughfare;  one  section  in  the  neigh- 
borhood of  Central  Park,  where  automobiles  and  light  carriages 
would  use  it ;  and  a  third  section  on  one  of  the  earth  roads  farther 
uptown,  the  idea  being  to  test  the  scheme  under  varying  conditions 
of  pavement  and  traffic. 

Messrs.  Stone  and  Selignian  also  called  upon  Charles  M.  Schwab, 
president  of  the  United  States  Steel  Corporation,  who  entered 
heartily  into  the  project  and  not  only  agreed  to  have  special  rolls 
prepared  for  making  the  tracks,  but  volunteered  to  furnish  one  mile 
of  material  free  of  cost. 

After  some  delay  a  resolution  was  passed  by  the  New  York  Board 
of  Aldermen  permitting  the  laying  of  the  tracks  in  the  Murray  St. 
section.  The  work  was  commenced  in  last  November  and  was  fin- 
ished the  following  month.  As  laid  in  Murray  St.,  New  York,  the 
track  comprises  two  special  shaped  steel  channels  laid  5  ft.  6  in. 
centers.  Each  channel  is  12  in.  across  the  top,  '4  '"■  i"  thickness, 
and  has  two  flanges  3  in.  deep.  The  channels  arc  flat  on  top,  except 
at  either  edge  there  is  a  ridge  about  l^  in.  high  lo  act  as. a  slight 
wheel  guide.  The  channels  arc  rolled  in  40-ft.  sections  and  the 
sections  arc  joined  by  two  lo^sX3X*^-in.  fish  plates  at  each  joint. 
These  plates  fit  on  the  outside  of  each  flange  and  are  riveted  in  place. 
At  each  joint  there  is  a  third  plate,  pJ^XSX^-'i-.  which  fits  against 
the  under  side  of  the  broad  face  of  the  channels  and  is  also  riveted 
in  place. 

In  laying  the  steel  trackway  it  is  usual  to  dig  a  trench  17  in. 
wide  by  17  in.  deep  along  the  line  of  each  rail.  In  the  bottom  of 
each  trench  is  laid  a  layer  of  cobble  stones.  The  trench  is  then 
partly  filled  with  broken  stone,  screening  I'/i  in.,  and  the  remainder 
is  filled  up  to  the  top  with  gravel.  The  channels  are  laid  in  the 
jiravel  and  by  means  of  tamping  blocks  are  driven  down  flush  with 
the  street  level.     The  channels  arc  held  to  gage  by  ^-\n.  steel  tie 


built  for  about  $4,000  per  mile  of  single  track.  From  recent  tests 
fl.  is  evident  that  vehicles  of  all  descriptions  can  be  hauled  over 
these  trackways  with  from  40  to  60  per  cent  less  pulling  force  than 
on  regulation  stone  paving  or  ordinary  dirt  roads. 

From  consular  reports  it  appears  that  the  steel  trackways  at 
Valencia,  Spain,  have  been  a  great  success.  The  road  between 
Valencia  and  Grao  is  2  miles  in  length  and  the  cost  was  as  fol- 
lows:    Steel  construction,  $6,890;    transportation  and  laying  steel 


ARRANGEMENT  OF  JOINTS. 

construction,  $507 ;  binding  stone  construction  between  rails  and 
lateral  zones,  $2,109;  total,  $9,506.  The  municipality  of  Valencia 
is  of  the  opinion  that  the  saving  in  cost  of  repairs  for  a  road  of 
this  description,  as  compared  with  an  ordinary  flint  stone  road, 
pays  for  its  construction  in  a  short  time,  and  other  similar  road- 
ways are  in  contemplation. 

Concerning  the  steel  roadway  at  Joliet,  Mr.  Abel  Bliss  writes  as 
follows:  "The  track  was  put  down  April  2,  1896,  on  a  dirt  road 
of  typical  Illinois  soil,  and  consisted  of  <,teel  rails,  !4  in.  thick,  8 
in.  wide,  with  a  flange  3  in.  deep  turned  down  on  either  side  and 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


51 


a  }i  in.  flange  turned  up  on  the  outer  edges  to  keep  the  wheels  on 
the  rails.  These  rails  were  let  into  the  ground  so  the  flat  part 
rested  on  the  earth  and  were  fastened  together  at  the  ends  by  fish 
plates  which  are  so  constructed  as  to  run  the  wheels  on  to  the 
rails  after  passing  a  team.  The  earth  between  the  rails  was  re- 
moved to  a  depth  of  4  in.  and  the  space  filled  with  gravel  for  a 
tread  for  the  horses.  These  roads  have  been  tested  with  all  kinds 
of  loads,  including  traction  engines,  and  have  retained  their  posi- 
tion well.  While  the  mud  formerly  made  the  road  almost  im- 
passable during  the  winter  a  team  could  have  trotted  on  this  road- 
way any  day  with  a  2-ton  load.  About  50  tons  of  steel  per  mile 
is  required,  having  the  rails  '/4  in.  thick,  which  I  think  is  ample." 

The  accompanying  drawings  showing  details  of  the  steel  roadway 
as  laid  in  Murray  St.,  New  York,  were  furnished  us  through  the 
courtesy  of  Gen.  Roy  Stone,  860  Broadway,  New  York. 


LARGE  CRANE  FOR  KANSAS  CITY  POWER 
HOUSE. 


AMERICAN  CAR  CO.,  ST.   LOUIS. 


On  Sept.  12,  1902,  the  plant  of  the  American  Car  Co.,  at  St. 
Louis,  was  sold  by  the  trustees,  the  purchasers  incorporating 
as  the  American  Car  &  Truck  Co.  The  old  American  Car  Co.  hav- 
ing been  legally  dissolved,  its  successor  took  the  old  name  and  is 
now  operating  the  plant  under  the  name  of  the  American  Car  Co. 
The  entire  plant,  assets  and  patterns  are  now  owned  by  the  new 
company,  which  has  remodeled  the  plant  with  new  machinery  and 
greater  facilities  and  a  large  stock  of  seasoned  lumber.  This  com- 
pany has  made  an  arrangement  with  the  J.  G.  Brill  Co.,  of  Phila- 
delphia, for  the  use  of  its  patents,  drawings  and  patterns  of  all  the 
different  types  of  cars,  both  of  the  regular  pattern  and  of  the  Brill 
patented  convertible,  semi-convertible  and  "Narragansett"  types; 
also  of  the  various  Brill  supplies,  such  as  patented  angle  iron  bump- 
ers, patented  "Dedenda"  gongs,  patented  ratchet  brake  handles,  con- 
ductor gongs,  gates,  Littell  &  Brill  track  scrapers,  and  others.  The 
company  has  also  ascquired  the  Brownell  car  works  at  executor's 
sale,  which  puts  it  in  possession  of  all  the  records,  patterns  and 
patents  of  the  Brownell  Car  Co.  The  American  Car  Co.  is  now 
in  a  position  to  furnish  cars  of  the  Brill,  Brownell  or  American  Car 
Co's.  types  and  also  all  supplies  pertaining  to  any  of  these  com- 
panies, and  to  bid  on  specification  work  of  any  kind  of  cars  for 
street  and  interurban  railways. 

The  officers  of  the  American  Car  Co.  are:  President,  John  A. 
Brill ;  vice-president,  Samuel  A.  Curwen ;  treasurer,  James  Rawle. 


NEW   ELECTRIC  TROLLEY  SIGNAL. 


\Vc  learn  that  a  new  corporation  is  about  to  be  formed  under  the 
laws  of  Maine,  to  put  on  the  market  an  automatic  electric  trolley 
signal.  The  officers  and  stockholders  of  this  company  are  members 
of  the  firm  of  L.  C.  Chase  &  Co.,  of  Boston,  and  of  Sanford  Mills, 
Sanford,  Me.,  also  several  prominent  railroad  men,  and  some  of 
the  original  promoters  of  the  United  States  Electric  Signal  Co.  The 
new  signal  is  a  single-wire  system  and  is  presented  as  cheaper  to 
install  than  other  systems  now  in  use.  The  system  involves  the 
use  of  lights  and  semaphores  working  independently  and  thus  dou- 
bling the  security  of  the  system.  The  company  has  taken  out  sev- 
eral broad  patents  covering  the  single-wire  system,  and  has  applied 
for  numerous  other  patents  covering  details. 


EASTERN   CHRISTENSEN   AGENCY. 


Mr.  N.  A.  Christenscn,  of  Milwaukee,  has  arranged  for  opening 
a  branch  in  Philadelphia  to  handle  his  eastern  business  in  air  com- 
pressors. This  office  will  be  in  charge  of  Mr.  H.  A.  Pike,  who  will 
have  headquarters  at  No.  906  Real  Estate  Trust  BIdg.,  Phila- 
delphia. The  increase  in  business  which  has  made  this  arrange- 
ment necessary  must  be  very  gratifying  to  Mr.  Christensen,  and  we 
congratulate  him  upon  the  expansion. 


Tlic  Danville  (III.)  Street  Railway  and  Light  Co,  will  introduce 
express  can  on  its  line  at  an  early  dale.  The  company  has  secured 
a  franchise  (or  a  loop  in  the  city  and  has  purchased  a  lot  for  the 
erection  of  an  express  depot. 


The  Metropolitan  Street  Railway  Co.,  Kansas  City,  Mo.,  lately 
placed  an  order  with  Pawling  &  Harnischfeger,  Milwaukee,  Wis., 
for  an  electric  traveling  crane  which  has  quite  a  number  of  unusual 
features. 

This  machine  will  have  a  main  hosting  capacity  of  60  tons,  though 
to  withstand  a  75-ton  test.  In  connection  with  the  main  trolley  will 
be  an  auxiliary  hoist  of  10  tons'  capacity,  and  the  main  trolley  will 
have  a  lift  of  58  ft.  and  the  auxiliary  hoist  of  66  ft.  The  total  span 
of  bridge  will  be  70  ft.  s  in. 

From  this  it  will  be  seen  that- this  crane  is  very  large,  indeed,  for 
power-house  purposes,  yet  in  fact  is  strictly  modern  practice  in  giv- 
ing due  consideration  to  future  contingencies.  The  bridge  will  be  of 
riveted  bo.x  section,  with  the  cage  attached  to  the  left-hand  side. 
The  length  of  the  runway  will  be  248  ft.,  and  the  weight  of  rails 
100  lb.  per  yard. 

The  speeds  per  minute  that  will  be  supplied  are  as  follows:  Main 
hoist,  full  load,  10  ft. ;  light,  25  ft.  Auxiliary  hoist,  full  load,  20  ft. ; 
light,  60  ft.  Bridge  travel,  full  load,  200  ft.;  light,  250  ft.  Trolley 
travel,  full  load,  100  ft.;  light,  150  ft.  The  motors  are:  Main 
hoist,  60  h.  p.;  auxiliary  hoist,  20  h.  p.;  bridge,  30  h.  p.;  trolley,  15 
h.  p.  The  voltage  to  be  used  is  that  of  the  standard  railway  prac- 
tice, namely  500  volts.  This  crane  is  to  be  installed  in  the  Missouri 
River  power  house  of  the  Metropolitan  Street  Railway  Co.  and  is 
to  be  used  for  the  erection  of  machinery  and  repairs  thereto.  The 
approximate  shipping  weight  of  the  crane  complete  in  all  respects 
will  be  155,000  lb. 


BRITISH  WESTINGHOUSE  COMPANY. 


The  Third  Annual  Reports  of  the  British  Westinghouse  Electric 
&  Manufacturing  Co.,  Ltd.,  London,  Eng.,  shows  a  material  increase 
in  the  company's  business.  Hereafter  orders  received  by  this  com- 
pany will  be  executed  at  the  Trafford  Park  plant,  Manchester,  Eng. 
A  construction  department  has  been  organized  to  carry  on  building 
and  general  construction  work.  This  will  be  under  the  manage- 
ment of  Mr.  James  C.  Stewart,  of  the  firm  of  James  C.  Stewart  & 
Co.,  whose  record  for  quick  and  excellent  work  is  well  known. 
.^mong  the  important  orders  received  by  the  British  Westinghouse 
Co.  during  1902  were  those  for  the  Metropolitan  District  Railway 
Co.,  the  Metropolitan  Railway  Co.,  the  Clyde  Valley  Electric  Power 
Co.,  the  London  United  Tramways  Co.,  the  Bath  Tramways  Co., 
the  Exeter  Corporation,  the  New  Castle  Corporation,  and  the  Swan- 
sea Corporation. 

The  preferred  capital  stock  of  the  company  is  to  be  increased 
by  $15,000,000,  the  bulk  of  the  original  capital  having  been  absorbed 
in  building  and  equipping  the  manufacturing  works. 


LARGE  ORDERS  FOR  VAN  DORN  COUPLERS. 


W.  T.  Van  Dorn,  of  Chicago,  reports  that  tlic  coupler  business 
was  never  before  in  better  shape,  and  states  that  all  of  the  largest 
elevated,  underground  and  surface  electric  roads  of  the  world  have 
now  adopted  or  are  on  the  point  of  adopting  the  Van  Dorn  system  of 
coupling  as  standard.  This  is  certainly  a  recommendation  that  has 
seldom,  if  ever,  been  equaled  in  any  line  of  manufacturing  activity. 
The  latest  of  the  larger  transportation  companies  to  adopt  the  Van 
Dorn  coupling  is  the  Intcrborough  Rapid  Transit  Co.,  which  com- 
pany will  operate  the  Rapid  Transit  Suliway  road  of  New  York  City. 
The  order  given  by  this  company  is  for  1,000  of  the  latest  improved 
Van  Dorn  couplings. 

Among  other  large  orders  received  just  at  the  close  of  1902  or  Ihe 
beginning  of  1903  are  the  following:  An  order  for  2(Jo  draw-bars 
from  the  Brooklyn  Rapid  Transit  Co.,  and  240  draw-bars  from  the 
John  Stephenson  Co.,  also  for  use  in  Brooklyn  ;  an  order  for  492 
additional  equipments  from  the  Manhattan  Railway  Co.  of  New 
York  City;  an  order  for  20  car  equipments  from  the  John  Stephen- 
son Co.  for  the  Aurora,  Elgin  &  Chicago  Electric  Ry.  Mr.  Van 
Dorn  begins  the  New  Year  with  orders  on  hand,  or  tenders  for, 
something  over  2,700  couplings  for  elevated  roads  alone  in  addition 
lij  the  matiy  orders  from  interurban  and  city  electric  railway  .systems. 


52 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  i. 


DURABILITY  IN  CAR  PAINTING. 


While  the  beauty  of  perfect  finish  is  one  of  the  pleasing  features 
of  a  newly  painted  street  car  and  one  which  is  likely  to  axcite  ad- 
miration, it  should  be  borne  in  mind  that  under  this  extreme  sur- 
facing there  lurks  a  danger,  which  is  the  absence  of  durability.  Per- 
fect finish  cannot  be  accepted  as  an  excuse  for  ignoring  well-known 
rules  in  regard  to  the  application  ol  paint,  or  its  action  in  conjunc- 
tion with  that  to  which  it  is  joined.  Nor  should  it  act  as  a  mantle  to 
conceal  from  view  the  improper  assembling  of  oils  and  spirits  eni- 
br.iccd  in  the  paint.  The  uniting  of  successive  coats  of  paint  vir- 
tually into  one  body  should  be  done  with  one  paramount  idea,  name- 
ly, durability.  In  the  matter  of  selecting  the  ingredients  which  con- 
stitute these  coats  it  would  certainly  be  folly  to  incorporate  into  any 
material  used  an  element  for  the  sole  purpose  of  subsequently  pro- 
ducing a  hard,  brittle  surface  which  is  positively  necessary  in  cases 
where  an  absolutely  level  surface  is  demanded.  This  practice  in 
no  way  warrants  the  cost  of  labor  required  to  accomplish  it,  for 
owing  to  the  comparatively  brief  life  of  the  paint  as  a  whole,  re- 
sulting from  this  method  of  painting,  the  ultimate  expense  of  re- 
painting would  be  excessive.  The  waste  of  time  and  material  in 
repeatedly  applying  coats  of  varnish  and  then  laboriously  rubbing 
it  partly  off  with  pumice  in  the  attempt  to  imitate  the  finish  of  a 
private  carriage  is  not  compensate<l  for  by  the  appreciation  of  the 
public.  Admitting,  as  experience  has  taught,  that  to  obtain  the  best 
results  when  applying  one  coat  of  varnish  over  another  it  is  essen- 
tial that  the  gloss  on  the  first  coat  should  be  removed,  it  does  not 
follow  that  it  is  a  wise  policy  to  remove  50  per  cent  of  the  most  val- 
uable protective  portion  of  the  painting  material  on  the  car  in  order 
to  procure  a  mirror-like  surface.  This  is  indeed  a  most  unwise  pro- 
ceeding as  the  life  of  the  varnish  on  the  car  when  in  service  is  there- 
by diminished  in  a  corresponding  degree. 

It  is  not  the  purpose  of  this  article  to  speak  disparagingly  of  perfect 
finish,  for  painters  who  have  been  long  associated  with  car  work 
delight  in  its  attractive  appearance  and  it  should  be  the  aim  to  se- 
cure this  quality,  as  far  as  is  possible  consistent  with  its  ultimate 
durability.  In  securing  a  perfect  finish  it  must  not  be  expected  that 
it  can  be  produced  jointly  with  elasticity  which  is  the  well-known 
requisite  for  great  permanence.  One  of  these  qualities  must  be  sub- 
ordinated to  the  other  as  the  case  may  be.  The  more  brittle  surface 
cannot  be  expected  to  compete  with  an  clastic  one  in  the  matter  of 
long  life,  nor  can  a  tough  rubber-like  surface  be  leveled  evenly, 
which  perfect  finish  demands. 

Wood  is  constituted  so  that  the  least  change  in  atmospheric  con- 
ditions causes  it  to  shrink  or  expand  and  it  must  therefore  be  appar- 
ent that  where  the  car  is  exposed  to  zero  temperature  for  three  or 
four  hours  and  is  suddenly  run  into  the  pit  room  with  the  ther- 
mometer recording  70  deg.,  where  it  will  often  remain  a  number  of 
days  before  it  is  sent  out,  perhaps  during  a  spell  of  stormy  weather, 
the  wood  must,  in  the  meantime,  have  contracted  and  expanded  con- 
siderably under  the  influence  of  these  differnt  conditions. 

And  what  about  the  paint  during  a  disturbing  period  of  this 
nature?  It  certainly  cannot  remain  quiet  during  the  time  that  its 
foundation,  to  which  it  is  firmly  fixed,  is  undergoing  so  many 
changes.  If  there  has  not  been  incorporated  into  the  paint  when  pre- 
pared some  vehicle  which,  when  applied,  would  allow  it  to  remain  in 
an  elastic  state  it  cannot  withstand  the  stretching  to  which  it  will 
be  subjected  under  these  circumstances.  It  has  no  alternative  but 
to  part  in  sections,  thereby  producing  the  small  fissures  which  arc 
the  precursors  of  an  early  decay  of  the  paint  in  general.  This  crack- 
ing of  the  surface  marks  the  time  when  the  value  of  the  paint  as  a 
protection  begins  to  decrease. 

Much  better  results  in  painting  might  be  gained  if  the  study  of  the 
action  of  the  surfaces  to  be  treated  were  given  more  attention.  Dif- 
ferent coats  of  paint  applied  successively,  form  as  they  dry,  strata 
which  arc  closely  united  to  each  other,  although  not  absolutely  so. 
In  view  of  this  fact,  for  example,  the  result  when  a  car  is  required 
to  be  quickly  painted.  Two  coats  of  keg  lead  in  oil  are  mixed  with 
turpentine  and  applied.  Over  this,  with  the  evident  object  of  ac- 
celerating the  work,  two  coals  of  Japan  color  are  placed  in  quick 
succession.  The  whole  is  then  finally  finished  with  two  coats  of  var- 
nish, presumably  finishing  varnish.  The  dry  priming  which 
forms  an  elastic  film  on  the  wood  readily  responds  to  every  motion 
of  the  latter,  but  the  middle  coats  being  of  a  brittle  nature  cannot 


withstand  the  expansion  they  arc  bound  to  receive  sooner  or  later 
and  break  apart,  disclosing  through  a  multitude  of  minute  fissures 
the  color  of  the  priming  below.  In  this  case  the  varnish  and  prim- 
ing will  remain  intact,  and  so  would  the  color  coat  if  in  the  begin- 
ning it  had  been  mixed  to  produce  a  corresjwndingly  elastic  film. 
It  would  then  have  retained  its  original  smooth  appearance  instead 
of  being  defaced  by  innumerable  cracks  the  effect  of  which  is  to 
change  its  color  in  a  marked  degree  due  to  the  disclosure  of  the 
priming  underneath. 

These  conditions,  which  are  quite  prevalent,  result  undoubtedly  in 
most  cases  from  failure  to  study  thoroughly  the  theory  of  the  subject 
and  forcibly  illustrate  the  danger  of  applying  any  painting  material 
which,  when  subsequently  changed  into  a  solid  will  become  a  fixed 
film  adhering  to  an  elastic  body.  The  result  of  such  a  combination 
must  be  apparent. 

Practitioners  of  the  old  school  of  car  painting  who  consumed  a 
great  amount  of  time  in  the  completion  of  their  work  do  not  de- 
serve perhaps  all  the  praise  with  which  they  are  accredited  for  pro- 
ducing durable  results.  They  failed  to  observe  the  conditions  just 
explained  by  applying  three  and  sometimes  four  coats  of  hard  dry- 
ing varnish  on  panels  for  the  specific  purpose  of  developing  an  abso- 
lutely level  surface.  This  is  suflicient  proof  that  they  failed  to  grasp 
the  possibilities  in  regard  to  extreme  durability  probably  owing  to 
the  unlimited  time  which  enabled  them  to  make  use  of  a  maximum 
amount  of  oil  in  the  preparation  of  their  formulas.  If  they  had  used 
finishing  varnish  in  connection  with  this  work  instead  of  extra  time, 
and  had  been  content  with  a  reasonable  amount  of  varnish  on  the 
work  the  possibilities  of  permanent  results  would  have  been  as  un- 
limited as  the  time  they  used  so  freely. 

It  is  not  the  object  of  a  modern  street  railway  company  to  main- 
tain at  considerable  expense  a  painting  department  for  the  exclusive 
purpose  of  embellishing  its  equipment  to  the  highest  degree.  It  is 
not  the  intent  that  all  the  energy  of  the  painting  department  should 
be  concentrated  in  the  development  of  extreme  display,  but  it  is  ex- 
pected that  the  company  should  receive  adequate  returns  for  the 
money  it  invests  by  giving  to  all  of  its  rolling  stock  all  the  protec- 
tion that  is  possible  under  existing  conditions. 

Very  quick  drying  paint  and  hard  drying  varnish  should  have  no 
place  in  the  painting  department  of  a  street  railway  repair  shop 
which  is  supposed  to  work  upon  a  paying  basis.  Consequently  there 
will  be  no  material  on  hand  necessary  for  the  successful  operation 
of  producing  perfect  finish.  With  the  best  of  finishing  varnish  that 
money  can  buy,  together  with  choice  pigments  and  pure  vehicles  as- 
sembled and  ground  under  the  supervision  of  the  head  of  the  depart- 
ment in  a  judicious  manner,  it  is  safe  to  say  that  after  a  lapse  of  a 
dozen  years  or  more  the  results  would  more  than  justify  the  original 
expense  of  application  and  the  cars  would  present  during  this  time 
a  continuously  neat  and  dignified  appearance  which  would  be  com- 
mended by  all  who  criticize  from  the  standpoint  of  a  reasonable  basis. 

No  doubt  the  failure  to  produce  better  results  in  painting  lies  in 
the  fact  that  cause  and  effect  arc  seldom  taken  into  consideration, 
and  it  is  a  deplorable  truth  that  unscrupulous  people  are  selling  dis- 
honest material  under  the  name  of  pure  paint.  Still,  we  have  not  ab- 
solutely lost  confidence  in  the  paint  producers  to  the  extent  that  we 
believe  this  to  be  the  rule.  The  ignorant  use  of  the  very  best  material 
to  be  had  is  often  the  cause  of  trouble  subsequently  appearing  in 
some  form  which  a  practical  analysis  of  the  case  would  easily  ex- 
plain, and  this  sometimes  leads  to  unjust  condemnation  of  the  mate- 
rials used  when  in  reality  the  fault  is  with  the  user.  In  seeking  a 
remedy  by  using  other  material  the  painter  will  probably  meet  with 
still  more  discouraging  results  if  he  still  persists  in  trusting  to  luck 
instead  of  probing  for  the  cause.  When  the  latter  idea  is  more  gen- 
erally considered  it  will  obviate  in  a  marked  degree  the  many  mys- 
terious conditions  which  frequently  arise  which  are  conveniently 
t'lmed  "deviltries"  and  work  will  proceed  on  more  rational  lines, 
so  as  to  insure  the  greatest  durability  and  least  possible  cost. 

F.  H. 


December  13th  a  collision  occurred  between  a  passenger  car  and 
an  inspector's  car  on  the  Lake  Shore  Electric  Ry.,  about  six  miles 
cast  of  Lorain,  O.  Both  cars  caught  fire  and  were  almost  totally 
ilcslroyed.  The  loss  is  reported  to  be  about  $20,000.  The  motorman 
received  cuts  and  burns  which  proved  fatal.  The  wreck  was  caused 
by  slippery  rails. 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


53 


NEW  CARS  FOR  READING,  PA. 


Within  the  last  few  weeks  the  United  Traction  Co.,  of  Reading, 
Pa.,  has  put  in  service  ten  semi-convertible  cars  built  by  the  J.  G. 
Brill  Co.,  of  Philadelphia.  The  cars  are  the  regular  Brill  patented 
semi-convertible  type  with  roof  window  pockets.  The  general  di- 
mensions are:  Length  over  end  panels,  30  ft.  8  in.;  length  over  ves- 


ing  the  sides  but  2  in.  thick.  The  seats  are  brought  close  to  the 
sides,  leaving  the  aisle  24  in.  wide.  In  summer,  when  all  the  win- 
dows are  raised  into  the  roof  pockets,  the  car  has  a  remarkably  open 
appearance.  This  is  easily  imagined  when  it  is  known  that  the  top 
of  the  window  rail  is  but  2  ft.  3?s  i".  from  the  floor,  and  the  win- 
dow openings  are  2S^i  x  40  in.  The  interior  finish  is  natural  cherry, 
with  ceiling  of  decor:iled  liirch. 


PHSBHHHMMM 


BRILL  SEMI-CONVERTU.l.l.  i    \K  FOR  READINC,  PA. 


tibules,  40  ft.  8  in.;  width  over  sills,  8  ft.  2^-  in.;  width  over  posts 
at  belt,  8  ft.  6  in. 

As  these  cars  are  for  all-year  use  they  are  made  stronger  than 
ordinary,  for  instance,  the  side  sills  are  of  carefully  selected  yellow- 
pine  4  X  7J4  in.,  with  yi  x  12  in.  steel  plates  on  the  inner  side.  The 
comer  posts  arc  3H  x  5'A  in.  and  the  side  posts  314  in.  The  side 
posts  are  secured  to  the  sill  plate,  thus  the  sill  plate  is  made  to  do 
double  duty,  giving  vertical  stiffness  as  well  as  longitudinal.  The 
steel  carlines  arc  nine  in  number,  ^  x  l'4  in.,  and  are  bolted  to  the 
top  plate.    The  form  of  the  side  posts  adds  much  to  the  firm  sup- 


The  Brill  No.  27-G  trucks,  on  which  the  cars  are  mounted,  carry 
the  cars  considerably  lower  than  usual  with  trucks  having  33-in. 
wheels,  as  will  be  seen  by  the  height  of  the  steps :  from  rail-head  to 
step,  17  in. ;  step  to  platform,  14  in. ;  platform  to  car  floor,  9  in.  The 
vestibules  are  furnished  with  folding  doors  and  Brill  folding  gates. 
The  platforms  arc  protected  with  Brill  angle-iron  bumpers,  and  the 
platform  timbers  are  reinforced  with  angle-iron.  Among  the  fit- 
tings of  the  cars  are  Brill  "continuous-flow"  sand  boxes,  "Dedenda" 
gongs,  ratchet  brake  handles  and  radial  draw  bars.  The  cars 
weigh  27,200  lb.  without  the  motors. 


J 


DDDD 

DDnn 


'.   1;  'I  ■!    .11  ii  U  i,  ii  :,  :  :  II  :,  ;■..■■].. II  ).  I!  ii  ,.1..-.. 


:'tn  )■ ' 


r^ 


aEi 


as 


i^R 


m 


ELEVATION  ANM)  PLAN  OK  KEAniNC.  CAR. 


I>rjrl  of  Ihc  r'K>f.  ,\l  the  \k>sI  heads  there  is  an  inward  sweep,  to 
allow  space  for  the  roof  pockets.  The  lining  of  the  side  roof  follows 
Ihc  sweep  of  the  |K)sl»,  giving  a  very  graceful  appearance  and  en- 
tirely concealing  the  fact  that  llicru  is  a  ilceper  cross-section  than 
iiiiial.  I  he  r<K>(  window  pix-ketn  do  not  lessen  the  width  of  llie 
monitor  deck,  the  clear  ^pacc  being  4  ft.  7in,,  full  standard  width. 

The  seating  ca|iacily  of  the  cars  i^  44.  The  scats  are  of  spring 
cane  with  rcversil)le  lia.lts  and  arc  37  in.  long.  As  llicro  arc  no 
wall  window  pockets,  the  side  linings  arc  set  within  the  posts,  mak- 


WHEELING  COMPANY  PAYS  DIVIDEND. 

Ihc  Wheeling  Traclinn  Co.,  of  Wheeling,  \V.  Va.,  has  just  de- 
clared a  one  per  cent  dividend  on  its  capital  slock  of  $J,ooo,(X)0. 
which  is  the  first  dividend  declared  since  the  reorganizalioii  of  llic 
company.  The  iminoved  physical  condition  of  Ihc  company's  lines, 
Ihc  rapidly  increasing  travel  resulling  from  extensions,  bcUer 
accommod.-ilions  and  lower  fare,  il  is  expecled,  will  l>lace  the  slock 
perinanenlly  on  a  rliviileiirl-paying  basis.  There  has  rcccnily  been 
considerable  activity  in  the  stock  on  the  local  market. 


54 


STREET  RAILWAY  REVIEW. 


[Vol.  XIll,  No.  1. 


PERSONAL. 


E.  I.'.  NmK, 


MK.  Iv  M.  ZIMMERMAN  on  January  i>t  riMnmii  as  giniial 
nianaBiT  o(  ilic  Elgin,  Aurora.  &  Southern   Traction  Co. 

MK.  I.VMA.N'  WATERMAN  lias  nsigiifil  as  general  manager  of 
llie  Creslon  (la.)  Electric  Railway,  l-iglit.  Ilcat  &  I'ower  Co. 

MU.  A.  C.  FROST,  vice-presiilcnt  o(  the  Chicago  &  Milwaukee 
Electric  Railroad  Co.,  left  Chicago  January  islh  for  a  ihrec-inonths 
trip  in  Europe. 

MR.  J.  H.  TUTTWEILLER,  siiperirtterident  of  const ruclibn  for 
Ford,  Bacon  &  Davis,  has  licen  transferred  from  Kansas  City  to 
Nashville,  Tenn. 

MR.  EI-ZER  C.  NOE.  who  has  been  connected  with  the  General 
Electric  Co.  since  its  organization,  was  appointed  to  succeed  Mr. 
Frank  Medley  as  general  s\iperintendent  of  the  Lake  Street  Elevated 

and  the  Northwestern  Elevated 
Railroads  of  Chicago,  and  as- 
sumed charge  Jan.  il,  1003,  Mr. 
Noe  was  born  at  Western  Star. 
Summit  County,  O.,  in  1862.  lie 
crinnneiiced  his  business  life  with 
the  Western  Edison  Light  Co.,  of 
Chicago,  in  1882,  and  was  with 
this  company  and  its  successor, 
the  United  Edison  Manufacturing 
Co.,  later  reorganized  as  the  Edi- 
son General  Electric  Co.,  for  nine 
years,  and  with  the  Thoir\fon- 
1  louston  Co.  for  one  year  prior  to 
'10  consolidation  of  that  company 
with  the  Edison  General  Electric 
Co.  When  the  present  General 
Electric  Co.  was  formed  Mr.  Noe 
was  appointed  engineer  for  the  district  controlled  by  the  Chicago 
office.  Mr.  Noe  has  had  a  particularly  wide  experience  which  has 
made  him  thoroughly  conversant  with  all  branches  of  electrical 
work,  and  in  his  business  career  has  made  a  wide  circle  of  friends 
and  acquaintances  in  Chicago. 

J.  H.  GRONEM.*\N  has  been  appointed  general  passenger  and 
express  agent  of  the  Rockford  &  Interurban  Railway  Co.  with  head- 
quarters at  Rockford,  III. 

MR.  CHAS.  M.  FLECK,  of  Franklin,  Pa.,  has  been  appointed 
superintendent  of  transportation,  electric  maintenance  and  equip- 
ment of  the  Citizens  Traction  Co.,  Oil  City,  Pa. 

MR.  T.  L  LYM.\N,  manager  of  the  asbestos  department  01  11. 
W.  Johns-Manville  Co.,  New  York,  sailed  for  Havana  December 
20th,  where  he  remained  several  weeks  for  the  benefit  of  his  health. 
MR.  C.  WUSTENFELD,  of  Elgin,  III.,  has  been  appointed 
superintendent  of  the  New  Albany  Street  Ry  and  of  the  Southern 
Indiana  Interurban  Railway  Co.,  operating  between  New  Albany 
and  Jeflfersonville. 

MR.  E.  P.  THOMAS,  who  for  12  years  served  as  secretary  or 
treasurer  of  the  Terre  Haute  Electric  Co.,  left  Terre  Haute  on  Jan- 
uary 1st  for  Dallas,  Tex.,  where  he  will  assist  Mr.  J.  P.  Clark  in 
representing  the  Stone  &  Webster  interests. 

THE  CRESTON  (lA.)  ELECTRIC  RAILWAY,  LIGHT, 
HEAT  &  POWER  CO.  on  January  7th  elected  officers  for  1903  as 
follows :  President,  E.  G.  Barker ;  vice-president,  E.  D.  Arnold ; 
secretary,  W.  J.  Dobbs;  treasurer,  W.  C.  Elliott. 

MR.  JAMES  H.  Bl'DD  was  chosen  president  of  the  Stockton 
(Cal.)  Electric  Street  Railway  Co.  at  a  stockholders'  meeting  held 
January  3d.  The  other  officers  elected  were:  Vice-President,  H. 
E.  Huntington;  secretary.  W.  R.  Clark,  who  will  also  act  as  man- 
ager. 

MR.  A.  B.  GILBERT  has  resigned  as  assistant  business  manager 
of  the  Engineering  News  Publishing  Co.  after  a  connection  of  it 
years  with  that  company  and  will  hereafter  be  business  manager  of 
the  Good  Roads  Magazine,  The  Teller,  Central  Station  Directory, 
Street  Railway  Directory  and  other  publications  of  the  E.  L. 
Powers  Co. 

MR.  R.  N.  BROWN,  who  was  formerly  connected  with  the  Co- 
hmibus,  -Buckeye  Lake  &  Newark  Electric  Railway  Co.,  has  been 


appointeil  to  succeed  Mr.  II. 'E.  Sawyer,  as  superintendent  of  the 
Dayton,  Springfield  &  Urbana  Electric .  Railway  Co.  Mr.  Brown 
assumed  his  iluties  January  7lh.  , 

MR.  JOHN  W.  GIVNEY  has  been  appc^inted  superintendent  of 
the  freight  and  express  deiiartment  of  the  United  'Traction  Co.,  New 
•Mliany,  N.  Y.,  to  succeed  Mr.  Charles  W.  Armatagc,  resigned.  Mr. 
Givney  lias  been  in  llic  employ  of  the  company  for  10  years  and  he 
has  served  as  conductor,  i;ispector  and  assistant  chief  engineer. 

MR.  WILLIAM  W.  SROWN,  formerly  master  mechanic  of  the 
Twin  City  Railway  Co,,  who  designed  the  large  cars  used  by  this 
company,  has  resigned  that  position  to  accept  a  position  with  a  large 
lumber  concern  in  Los  .'\ngeles,  Cal.  Mr.  Brown  was  employed  for 
to  years  with  the  Twin  City  company,  four  years  of  which  he  was 
master  mechanic. 

MR.  J.  PEY  TON  CLARK,  general  manager  of  the  Terre  Haute 
(Ind. )  Electric  Co.,  has  been  appointed  manager  of  the  Metropolitan 
Street  Railway  Co.,  of  Dallas,  Tex.  Both  companies  are  controlled 
by  Stone  &  Webster,  of  Boston.  Mr.  Clark  is  a  Virginian  by  birth 
and  has  had  13  years'  experience  in  street  railway  and  electric  lines 
in  Kansas  City,  Tacoma,  Seattle  and  'Terre  Haute. 

MR.  FREDERICK  IIALLER.  who  as  assistant  district  attor- 
ney was  identified  with  the  prosecution  of  the  street  railway  con- 
spiracy case  at  Buflfalo,  <>(  which  an  account  was  given  in  our  last 
issue,  has  formed  a  partnership  with  Mr.  Jfihn  F.  Patterson,  and 
under  the  style  of  Haller  &  Patterson,  for  the  practice  of  law.  The 
offices  of  the  firm  are  705  Mutual  Life  Bldg.,  Buffalo. 

MR.  H.  C.  SCHWITZGEBEL,  who  for  the  last  five  j-ears  has 
been  purchasing  agent  for  the  Metropolitan  Street  Railway  Co.,  of 
Kansas  City,  resigned  on  January  15th  to  become  treasurer  of  the 
Kansas  City  Trust  Co.,  which  is  a  new  company  controlled  by 
Messrs.  W.  II.  and  C.  F.  Holmes.  'Ilie  duties  of  purchasing  agent 
will  be  assumed  by  Mr.  E.  Kirkpatrick,  treasurer  of  the  company. 

MR.  W.  S.  DIMMOCK,  general  manager  of  the  Tacoma  Railway 
&  Power  Co..  has  been  appointed  to  succeed  Mr.  G.  W.  Dickinson 
as  general  manager  of  the  Scattlc-Tacoma  Interurban  Railway  Co. 
Since  taking  charge  of  the  'Tacoma  lines  Mr.  Dimmock  has  been 
extremely  successful  in  every  way  and  is  making  a  most  enviable 
record,  quite  in  keeping  with  his  former  work  at  Council  Bluffs,  la., 
and  Richmond,  Va. 

MR.  CHARLES  H.  BIGELOW  has  been  promoted  to  the  posi- 
tion of  chief  mechanical  draughtsman  of  the  department  of  motive 
power  and  machinery  of  the  Boston  Elevated  Railway  Co.  Mr. 
Bigelow  has  been  connected  with  the  Boston  system  since  1891, 
commencing  with  the  old  West  End  Street  Railway  Co.  as  inspec- 
tor of  power  stations  and  inspecting  engineer.  He  was  engaged  on 
work  at  the  old  East  Boston  power  station,  which  was  the  first 
power  house  to  have  direct  connected  units.  He  has  had  more  or 
less  to  do  with  each  of  the  four  stations  of  the  company  built  since 
that  time  and  also  with  two  other  stations  and  several  car 
houses.  He  is  a  graduate  of  the  Masachusetts  Institute  of  Tech- 
nology, class  of  '92,  and  spent  about  18  months  with  Stone  .&  Web- 
ster  installing  electric   plants. 

MR.  FR.\NK  IIEDLEY  recently  tendered  his  resignation  as  gen- 
eral superintendent  of  the  Lake  Street  and  Northwestern  Elevated 
Railway  companies,  of  Chicago,  to  become  general  superintendent 
of  the  Interborough  Rapid  Transit  Co.,  of  New  York  City.  Mr. 
Iledley  is  a  son  of  James  Hcdiey,  and  is  from  an  old  English  fam- 
ily that  was  one  of  the  very  first  to  be  connected  with  steam  railroad 
engineering.  His  grand-uncle  was  William  Hedley,  who  designed 
and  built  the  first  locomotive  engine  ever  constructed.  ,\  model  of 
this  engine  was  exhibited  in  Chicago  at  the  World's  Fair.  Mr.  Hed- 
ley studied  the  profession  of  mechanical  engineering,  but  came  to 
this  country  in  1882,  when  he  engaged  with  the  Erie  Railroad,  at  its 
Jersey  shops,  as  a  machinist.  He  was  next  employed  with  the  Man- 
hattan Elevated  Ry.  as  machinist  engine  inspector  for  the  Third 
Ave.  division  and  was  later  promoted  to  the  position  of  assistant 
general  foreman  in  the  locomotive  department.  He  remained  with 
this  company  for  over  five  years,  after  which  he  was  appointed  mas- 
ter mechanic  for  the  Kings  County  Elevated  Ry.,  in  Brooklyn,  N. 
Y.,  where  he  was  located  for  three  and  a  half  years.  He  then  took  a 
position  with  the  Lake  Street  Elevated,  of  Chicago,  as  superinten- 
dent of  motive  power  and  transportation  in  June,  1893.  Here  he 
had  full  charge  of  the  construction  of  the  cars  and  locomotives,  and 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


55 


of  the  operation  of  the  road.  In  1894  the  construction  of  the  North- 
western Elevated  and  the  Union  Loop  was  commenced,  and  during 
all  the  period  of  construction  Mr.  Hedley  was  on  the  consulting 
engineering  staff.  In  November,  1897,  he  had  charge  of  equipping 
and  starting  the  trains  around  the  Union  Loop,  and  he  also  organ- 
ized and  started  the  Northwestern  Elevated.  Mr.  Hedley  has  been 
awarded  a  number  of  United  States  patents;  in  1897  he  patented 
a  railway  track  that  is  especially  adapted  for  electrically  operated 
railroads.  This  truck  has  been  used  exclusively  on  all  the  cars  of 
the  Northwestern  Elevated,  and  has  been  adopted  on  all  the  new 
equipment  of  the  Lake  Street  Elevated.  He  also  patented  a  device 
for  cleaning  the  third  rail  from  snow  and  sleet,  which  is  in  use  on 
the  Lake  Stret  and  Northwestern  roads  also.  In  his  new  position 
as  general  superintendent  of  the  Interborough  Rapid  Transit  Co. 
Mr.  Hedley  will  have  full  supervision  of  the  operation  of  the  sys- 
tem. During  his  connection  with  the  elevated  railways  of  Chicago 
Mr.  Hedley  has  made  many  business  and  personal  friends  who  will 
regret  his  departure. 

MR.  HO\V.\RD  F.  GR.-\NT,  .■secretary  to  the  vice-president  of 
the  Boston  Elevated  Railway  Co.,  resigned  his  position  on  January 
loth  to  become  general  manager  of  the  Seattle  Electric  Co.,  of 
Seattle,  Wash.  His  service  with  the  Boston  Elevated  and  its  prede- 
cessor, the  West  End  Street  Railway  Co.,  covers  a  period  of  10 
years,  during  which  time  his  duties  have  been  such  as  are  usually 
assigned  to  an  assistant  general  manager.  The  property  which  he 
is  to  manage  at  Seattle  consists  of  upwards  of  a  hundred  miles  of 
trolley  and  cable  railway,  an  electric  lighting  and  power  plant  and 
a  coal  mine.  He  goes  to  his  new  post  of  duty  well  grounded  in 
the  principles  of  operation,  organization  and  discipline  acquired  in 
the  service  of  the  Boston  company  that  has  trained  and  developed 
so  many  successful  railway  operators.  The  Boston  Elevated  offi- 
cials were  very  loth  to  part  with  him,  as  he  is  recognized  as  one 
of  the  most  capable  men  connected  with  that  company.  Mr.  Grant 
began  railroading  as  a  watchman  at  Portsmouth,  N.  11.,  for  the 
Eastern  R.  R.  His  first  promotion  came  in  three  years,  when  he 
was  placed  in  charge  of  the  company's  kyanizing  plant  at  that 
point.  A  year  later  he  was  appointed  to  a  clerkship  in  the  main- 
lenance-of-way  department,  and  a  little  later  rose  to  the  position  of 
chief  clerk  of  the  department.  When  the  Eastern  and  the  Boston 
&  Maine  roads  were  consolidated  he  was  made  chief  clerk  of  the 
department  of  engineering  and  maintenance  of  way  of  the  com- 
bined system,  in  which  capacity  he  served  for  10  years,  when  he 
left  the  Boston  &  Maine  to  become  secretary  to  the  general  man- 
ager of  the  West  End  Street  Railway  Co.  It  was  not  long  before 
the  clerical  duties  of  secretary  gave  way  to  the  executive  function 
of  an  assistant,  although  there  was  no  change  in  title,  and  he  was 
given  a  large  amount  of  administrative  responsibility  and  was  act- 
ing vice-president  in  the  absence  of  that  official.  In  the  afternoon 
of  the  day  upon  which  his  resignation  took  eflfect  (Jan.  10)  he  was 
ushered  into  the  president's  office,  where  he  found  some  40  officials 
of  the  company  assembled  to  say  farewell  to  him.  The  vice-presi- 
dent, with  whom  he  has  served  fi>r  10  years,  acted  as  spokesman  for 
the  assembly  and  expressed  the  regret  of  the  management  and  the 
members  of  the  various  dcparlmenls  th;it  he  was  alxjut  to  sever 
relations  that  had  been  so  agreeable  and  satisfactory  to  those  con- 
C£rncd  in  the  welfare  of  the  company,  lie  dwelt  particularly  upon 
the  loyally  and  ability  .Mr.  Grant  had  shown  while  serving  as  his 
head  assistant  in  operating  the  syslem,  and  of  the  strong  friend"- 
ships  that  had  been  created.  -At  the  conclusion  of  his  remarks  he 
presented  Mr.  Grant  with  a  letter  signed  by  the  president  and  about 
SO  other  officers,  congralnlating  him  upon  hi^  well-merited  success 
and  expressing  regret  that  he  was  about  to  leave  them.  A  purse 
of  gold  was  presented  to  him  with  the  suggestion  that  it  be  used  to 
supply  in  his  new  home  some  reminder  of  the  friendship  and  good 
will  that  extended  across  the  continent  to  him. 


ADVANCES  IN  WAGES. 


THE  HAYCOX  ELECTRIC  CAR  SIGNAL. 


Our  readers  will  be  interested  in  learning  lliai  ihc  Ohio  Brass  Co. 
has  secured  exclusive  righLs  for  the  manufaclurc  and  sale  of  the 
electric  car  signal  invented  by  Mr.  A,  J.  Ilaycox,  superintendent  of 
the  Citizens'  Electric  Railway  Light  &  F'owcr  Co.,  Mansfield,  O.,  and 
which  was  illuslralcd  in  the  "Review"  for  November,  1902,  page  852. 
This  device  is  for  use  in  signaling  inlcrurlian  cars  at  night  by  those 
wishing  to  take  passage. 


The  Cincinnati,  Dayton  &  Toledo  Traction  Co.,  which  lias  been 
paying  its  men  from  16  to  18  cents  an  hour,  has  put  into  effect  a  new 
schedule  as  follows:  New  men  will  begin  on  the  Hamilton  &  Lin- 
denwald  line  at  16  cents  an  hour  for  the  first  year  and  receive  an 
additional  cent  an  hour  for  each  of  the  two  succeeding  years,  after 
which  they  will  be  transferred  to  the  Cincinnati,  Dayton  &  Toledo 
line  at  19  cents  an  hour,  with  an  additional  cent  an  hour  each 
year  until  a  maximum  of  23  cents  is  reached.  Thus  it  requires 
seven  years'  service  to  begin  to  receive  the  maximum  wages.  The 
aimouncement  was  received  with  enthusiasm,  as  many  of  the  men 
now  in  service  received  only  13)^  cents  an  hour  several  years  ago. 

The  Pennsylvania  &  Ohio  Railway  Co.,  Ashtabula,  O.,  has  raised 
the  wages  of  its  conductors  and  motormen  from  15  to  17  cents  an 
linur  with  the  promise  of  another  increase  in  the  spring. 

The  Savannah  (Ga.)  Electric  Co.  increased  the  wages  of  its  con- 
ductors an<I  motormen  one  cent  an  hour  January  ist. 

The  Lynchburg  (Va.)  Light  &  Traction  Co.  advanced  the  wages 
of  all  employes  5  per  cent  January  ist. 

The  Metropolitan  .Street  Railway  Co.,  of  Kansas  City,  Mo.,  has 
increased  the  wages  of  its  motormen  one  cent  an  hour,  which  places 
them  on  an  equal  footing  with  gripmen,  who  receive  from  17  to  20 
cents  an  hour  according  to  length  of  service. 

The  Omaha  &  Council  Bluffs  Street  Railway  Co.,  which  is  a  con- 
solidation of  all  the  street  car  lines  in  Council  Bluffs,  Omaha  and 
South  Oitiaha,  has  increased  the  wages  of  its  motormen  and  con- 
ductors from  a  scale  of  17,  18,  19  and  20  cents  to  one  of  20,  21  and 
22  cents  an  hour. 

The  arbitration  board  to  which  has  been  referred  the  question  of 
wages  for  barns,  shops  and  general  employes  of  the  Chicago  Union 
Traction  Co.,  reported  on  January  ist  in  favor  of  an  increase  of 
10  per  cent  to  date  froin  Sept.  15,  1902. 

I'he  Northern  Texas  Traction  Co.,  of  Ft.  Worth,  Tex.,  has  put 
in  effect  a  new  wage  scale,  the  rate  being  17  cents  for  the  first  year 
and  an  increase  of  one  cent  each  year  until  the  fourth  year,  when 
the  amount  is  20  cents. 

The  Lake  Street  Elevated  Railroad  Co.,  of  Chicago,  on  January 
1st  increased  the  wages  of  motormen  10  per  cent. 

Wilmington  &  New  Castle  Electric  Railway  Co.  on  January  1st 
increased  the  wages  of  employes  from  15  cents  to  16  2-3  cents  per 
hour. 

The  Wichita  (Kan.)  Railroad  &  Light  Co.  last  year  adopted  the 
plan  of  paying  employes  a  percentage  of  wages  earned  by  them 
analogous  to  the  dividends  drawn  by  the  stockholders.  The  sec- 
ond semi-annual  payment  was  made  Jan.  i,  1903,  and  was  $  per  cent 
on  the  wages  for  the  preceeding  six  months. 

The  Rockford  &  Interurban  Railway  Co..  Rockford,  III.,  put  a 
new  wage  scale  in  effect  January  1st  which  is  as  follows :  For  the 
first  year,  14  cents  per  hour;  second  year,  15  cents  per  hour;  third 
year,  16  cents  per  hour;  fourth  and  fifth  years,  17  cents;  after  the 
fifth  year,  18  cents.  On  New  Year's  Day  awards  of  $25,  $20  and  $15 
were  made  to  conductors  as  prizes  for  good  service,  and  awards  of 
$10  each  were  made  to  seven  motormen  who  had  had  no  accidents 
resulting  in  damage  to  property  or  injury  to  persons. 

January  1st  the  Middletovvn  (Conn.)  Street  Railway  Co.  increased 
the  wages  of  trainmen  who  had  been  in  the  service  for  from  three 
to  five  years  one  cent  per  hour;  those  who  had  served  more  than 
five  years  were  given  an  increase  of  two  cents  per  hour. 

The  Haverhill  (Mass.)  &  .Southern  New  Hampshire  Street  Rail- 
way Co.  has  increased  the  wages  of  the  employes  to  18  cents  per 
hour  for  the  first  year,  and  20  cents  per  hour  thereafter. 


CHANGE  OF  NAME. 


The  name  of  the  .Standard  Traction  Brake  Co.,  of  26  Cortland  .St., 
New  York  City,  has  been  changed  to  the  Wcstinghouse  Traction 
Brake  Co.  This  company  sells  all  power  brakes  for  street  rail- 
way service  manufactured  by  the  Wcstinghouse  Air  Brake  Co.,  in- 
eluding  straight  or  automatic  air-operated  brakes  with  axlc-drivcn 
or  motor-driven  compressors,  the  storage  .system  of  air  brakes,  and 
Ihc  Weslinghousc  combined  magnetic  brake  and  electric  rar-heating 
apparatus. 


56 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  i. 


FOSTER  STEAM   VALVES. 


The  Kiisur  Knginecring  Co.,  of  Newark,  N.  J.,  is  one  of  the 
largest  lnake^^  of  ^teani  engineering  specialties  in  the  ICast,  and  has 
a  complete  line  of  pressure  regiil.itors  and  valves,  and  various  kin- 
dred devices  essential  to  the  safe  and  ecuiioniical  piping  of  steam, 
water,  gas  or  air.  The  Foster  valves  arc  installed  in  many  of  the 
largest  manufacturing  plants  as  well  as  light,  power  and  traction 
power  houses  of  this  country,  the  list  of  prominent  users  including 
the  Carnegie  works,  the  Krupp  works  in  Germany,  the  Edison  Elec- 
tric Lighting  Co.,  of  New  York  City;  the  North  Jersey  Railway  Co., 
the  Cleveland  Electric  Railway  Co.,  the  Cleveland  Electric  Illnmin- 
ating  Co.,  Cleveland  water  works,  the  General  Electric  Co.,  Metro- 
politan Street  Railway  Co.,  New  York;  Cambria  Siccl  Co.,  Penn- 
sylvania Iron  Works  Co.,  the  Colorado  Fuel  &  Iron  Co.,  Denver; 
the  Atlanta  water  works.  These  valves  are  also  used  in  a  number 
of  large  '.team  pl.inls  on  the  Pacific  Coast,  and  it  is  believed  that  90 
per  cent  of  naval  vessels  built  wilbiu  the  last  five  years  are  equipped 


fh;.  1-fkstek  non-rettirn      i'k 
stop  valve. 


iTEK  lOMItlN.^TION 
VAI.VE. 


with  the  Foster  goods.  The  demand  for  the  company's  specialties 
during  iy02  taxed  the  capacity  of  the  new  plant,  and  it  is  probable 
that  a  further  enlargement  will  be  necessary  this  year. 

Special  attention  is  being  directed  at  this  time  to  the  Foster  non- 
return stop  valve,  and  the  Foster  combination  valve,  which  combines 
with  the  non-return  feature  certain  automatic  emergency  and  hand- 
stop  functions.  The  Foster  valves  of  these  types  arc  particularly 
designed  for  use  in  electric  railway  power  stations.  The  non-return 
stop-valve  is  designed  to  absolutely  prevent  the  flow  of  steam  into 
the  boiler  from  the  header,  as  might  occur  when  a  boiler  had  been 
out  of  use  temporarily  and  is  cut  into  the  line  before  the  proper  pres- 
sure had  been  reached. 

Reference  to  Fig.  i  will  make  clear  the  method  of  operation. 
When  the  pressure  in  the  boiler  at  A  is  equal  to  i  lb.  greater  than 
the  pressure  at  B,  the  valve  opens  and  is  held  open  by  the  flow  of 
steam  through  it.  If  from  any  cause  the  pressure  at  A  should  fall 
below  that  of  B,  the  valve  will  close. 

The  Foster  combination  valve  shown  in  Fig.  2  combines  with  the 
non-return  feature,  the  functions  of  an  automatic  emergency  stop 
valve.  It  is  designed  to  prevent  pecuniary  loss,  or  injury  or  death 
to  power  station  attendants,  through  accidents  caused  by  the  rup- 
ture of  a  pipe  or  fitting,  or  other  mishap  which  would  make  possi- 
ble the  escape  of  steam  into  the  boiler  rooin,  inasmuch  as  it  provides 
a  means  for  shutting  the  main  steam  valve  from  several  diflfcrent 
points  about  the  plant.  This  device  includes  a  pilot  valve  which 
may  be  placed  near  the  main  valve  or  located  at  some  distant  or 
more  accessible  point.  This  pilot  valve  is  connected  by  suitable 
small  pipes  to  the  boiler  and  to  the  chamber  D  of  the  large  valve 
(Fig.  2),  and  there  is  also  a  pipe  connection  from  the  diaphragm 
chamber  of  the  pilot  valve  to  the  outlet  side  of  the  main  valve  (as  at 
7,  Fig.  2),  or  to  some  more  distant  point  on  the  main  pipe  line.    The 


diaphragm  of  the  pilot  valve  is  normally  held  in  place  by  a  helical 
.spring,  which  may  be  adjusted  to  resist  any  desired  pressure,  say 
100  lb.  Whenever  from  rupture  or  other  cause  the  pressure  in  the 
main  pipe  line  falls  below  too  lb.,  the  spring  will  operate  the  valve, 
allowing  full  pressure  to  flow  from  the  boiler  through  the  pilot 
valve  into  chamber  I)  of  the  main  valve  against  piston  11.  which 
being  of  greater  area  than  valve  2,  instantly  closes  the  latter  against 
its  seat  and  prevents  the  flow  of  steam  in  either  direction.  Stop 
valve  2  having  been  closed,  automatically  or  manually,  will  remain 
closed  until  the  pressure  in  chamber  IJ  is  relieved.  A  number  of 
small  pipes  with  plug  cocks  or  quick-opening  valves  placed  at  ac- 
cessible points  may  be  branched  from  the  pipe  leading  to  the  dia- 
phragm chamber  of  the  pilot  valve  and  led  to  distant  points  in  the 
plant,  thereby  providing  means  whereby  the  main  steam  valve  may 
be  instantly  closed  in  case  of  accident  or  emergency  from  any  part 
nf  the  station  by  the  turning  of  a  plug  cock.  As  will  be  seen  from 
Figs.  I  and  2,  the  Foster  valves  arc  provided  with  dash-pot  to  pre- 
vent chattering  or  hammering. 

The  Bureau  of  Steam  Engineering  at  Washington,  D.  C,  recog- 
nizing the  value  of  a  device  of  this  character,  recommended  its  use 
in  the  United  States  Navy.  Many  of  the  recent  additions  to  the 
navy  and  all  of  the  torpedo  boats  and  destroyers  (with  possibly 
one  exception)  are  equipped  with  the  Foster  combination  valve. 
The  New  York  Edison  Co.  is  now  installing  sixteen  lo-in.  valves  of 
this  construction,  in  addition  to  a  number  of  8-in.  valves  installed 
in  1901  and  1902. 

The  Foster  Engineering  Co.  claims  that  many  necent  disastrous 
boiler  explosions  as  well  as  scalding  of  attendants  resulting  from 
the  blowing  out  of  main  headers  and  defective  fittings  could  have 
been  prevented  had  this  device  been  installed. 


THE  RAMION  AUTOMATIC  ELECTRIC  SELF- 
CLEANING  SWITCH. 


The  electric  switch  illustrated  herewith  is  the  invention  of  P.  J. 
Ramion,  Syracuse,  N.  Y.,  and  was  recently  given  a  test  on  the 
track  of  the  Syracuse  Rapid  Transit  Railway  Co.  The  switch  and 
a  signal  may  be  operated  by  the  motorman  while  the  car  is  in 
motion,  or  from  a  tower  as  desired.  It  will  be  observed  that  the 
switch  consists  of  rails  suitably  curved,  between  which  the  point 
operates,  and  which  are  joined  by  a  series  of  ribs.  Beneath  the 
switch  is  a  sewer  designed  to  catch  the  dirt,  snow,  ice  or  water 
vvbicli   might  otherwise  interfere   with   tli'  movement  of  the  point. 


KAMinx  SKI,F-l.I,EANIN('.  SWITCH. 

There  is  a  small  watertight  compartment  on  the  outside  of  the 
rail  containing  electric  beaters  for  the  purpose  of  melting  snow  or 
ice  which,  if  allowed  to  .iccnmulate,  would  interfere  with  the  action 
of  the  switch.  A  signal  system  connected  with  the  device  is  con- 
trolled by  the  switch  point  and  is  designed  to  inform  the  motor- 
man  of  the  position  of  the  point  before  he  reaches  it,  thus  insuring 
safety.  The  principal  features  claimed  by  the  inventor  are:  Econ- 
I  niy  of  installation,  independence  of  weather  conditions,  simplicity 
of  construction  and  absolute  certainty  of  the  position  of  the  switch 
point.  A  company  has  been  organized  to  place  the  switch  on  the 
market. 


December  20th  there  was  a  grade  crossing  accident  in  Weehaw- 
kcn,  N.  J.,  where  three  cars,  breaking  loose  from  a  freight  train, 
collided  with  a  trolley  car.    Three  passengers  were  fatally  injured. 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


57 


ELECTROSE  INSULATION. 


CONSOLIDATION  OF  NEW  YORK  ROADS. 


The  increasing  use  of  high  potential  currents  in  electric  railway 
work  has  brought  out  a  number  of  new  forms  of  insulation  to  sup- 
ply the  demand  for  this  class  of  work.  One  of  the  newer  materials 
is  known  as  "Electrose,"  and  is  made  by  the  Electrose  Manufactur- 
ing Co.,  127  North  loth  St.,  Brooklyn,  N.  Y.  Electrose  is  a  com- 
pound especially  prepared  to  meet  the  requirements  of  electric  rail- 
way light  and  power  installations.  It  is  a  very  hard,  dense,  tough 
and  strong  material  of  a  uniform  oak  shade,  and  takes  an  ornamental 
polish  and  finish.  The  compound  is  easily  molded  into  various 
forms  in  which  it  may  be  required,  and  requires  no  drilling  or  ma- 
chine work  for  special  shapes.  The  company  is  now  prepared  to 
furnish  "Electrose"  in  all  forms  of  overhead  line  fi.xtures,  high  po- 
tential insulators,  sheets  of  various  thicknesses  and  special  forms 
and  shapes.  Its  moisture  and  water  proof  qualities  arc  claimed  to  be 
of  the  best,  rendering  it  especially  adaptable  to  all  outside  uses,  es- 
pecially where  climate  conditions  are  severe.  Samples  that  have 
been  under  test  by  the  resident  engineer  of  the  Niagara  Falls  Power 


£] 


'  y>mief  I 


ELECTROSE  INSULATORS. 

Co.  at  Niagara  Falls,  N.  Y..  have  shown  remarkable  insulating 
qualities,  as  set  forth  in  the  sketches  reproduced  herewith.  These 
samples  are  regular  stock,  and  the  accuracy  of  the  tests  is  vouched 
for  by  the  engineering  department  of  the  Niagara  Falls  Power  Co. 
In  addition  to  the  forms  shown  a  sheet  of  "Electrose,"  12  .\  12  x  i!4 
in.  arced  around  at  80,000  volts  and  was  not  punctured.  An  8-in. 
round  column  V/i  in.  in  diameter  arced  around  at  100,000  without 
puncture. 

In  addition  to  the  tests  made  by  the  Niagara  Falls  Power  Co., 
tests  have  been  made  by  Prof.  Samuel  Sheldon,  consulting  electrical 
engineer,  Polytechnic  Institute,  Brooklyn.  In  his  report  Professor 
Sheldon  says:  "On  test  on  a  2-in.  globe  strain  "Electrose"  in- 
sulator, the  insulation  cracked  under  tensile  stress  of  4,850  lb. ;  eye 
of  bolt  broke  under  tensile  stress  of  5,630  lb.  On  25^-in.  globe 
strain  insulator,  eye  broke  out  at  6,890  lb.  The  tensile  strength  was 
determined  by  pulling  the  samples  apart  by  means  of  a  standar<l 
Richie  30,000-lb.  testing  machine.  The  insulation  was  not  fractured 
in  any  case.  On  voltage  tests,  a  6-in.  turn-buckle  made  of  "Elec- 
trose" insulation,  arced  between  metals  at  30,000  volts.  A  terminal 
strain  insulator  made  of  electrose  insulation,  with  tensile  stress  limit 
of  8,240  lb.,  on  voltage  lest  arced  between  metals  at  2,500  volts." 
Sample  material  of  "Electrose"  will  be  furnished  on  application. 

■»« » 

At  a  meeting  of  the  directors  of  the  Lake  Shore  Electric  Railway 
Co.,  of  Cleveland,  plans  for  the  reorganization  were  arranged,  A 
meeting  of  the  stockholders  has  been  called  for  February  I2th  to 
pass  upon  this. 


December  ^/h  the  stockholders  of  the  Indianaixilis  Street  Rail- 
way Co.  ratified  the  lease  of  the  property  of  that  company  to  the 
Indianapolis  Traction  &  Terminal  Co.,  the  terms  of  which  were 
given  in  the  "Review"  for  December  last. 


The  Fonda,  Johnstown  &  Gloversville  Railroad  Co.,  the  Amster- 
dam Street  Railroad  Co.  and  the  Cayadutta  Electric  Railroad  Co. 
have  been  consolidated  under  the  name  of  the  Fonda,  Johnstown  & 
Gloversville  Railroad  Co.  The  capital  is  $1,950,000,  and  the  officers 
and  directors  are :  J.  L.  Hees,  of  Fonda,  president ;  Gustav  Levor, 
of  Gloversville,  first  vice-president;  J.  G.  Ferris,  of  Johnstown,  sec- 
ond vice-president;  G.  M.  Place,  of  Gloversville,  secretary  and 
treasurer;  S.  H.  Shotwell,  Erastus  Darling,  Z.  B.  Whitney  and  A.  J. 
Zimmcr,  of  Gloversville;  G.  F.  Moore,  of  Fonda;  J.  G.  Younglove 
ami  Janics  Stewart,  of  Johnstown;  R.  T.  McKeever,  of  Houghton, 
Mich.,  and  J.  S.  Friedman,  of  Albany;  Chauncey  M.  Depew,  of  New 
York,  and  William  Harris,  of  Northville. 


NEW  PLANT  FOR  THE  ST.  JOSEPH  RAILWAY, 
LIGHT,   HEAT  &  POWER  CO. 


Owing  to  the  trouble  which  has  been  experienced  this  winter  by 
the  St.  Joseph  (Mo.)  Railway,  Light,  Heat  &  Power  Co.  in  procuring 
coal  the  company  has  decided  hereafter  to  own  its  own  coal  cars  and 
about  $25,000  will  be  expended  in  providing  them.  The  plans  of  the 
company's  new  power  house  have  been  altered  so  that  they  now 
provide  for  the  elevation  of  the  tracks  entering  the  house  and  lead- 
ing to  the  boiler  room,  where  a  dumping  platform  will  be  located, 
from  which  the  hopper  cars  are  to  be  unloaded  and  the  coal  dropped 
into  the  fires  directly  in  front  of  the  boilers.  The  cars  are  to  be  of 
steel,  36  ft.  long,  91^  ft.  wide  and  4  ft.  deep.  They  will  have  a 
capacity  of  80,000  lb.  each  and  will  cost  about  $1,000. 


A   NEW   BUILDING   MATERIAL. 


The  il.  W.  Johns-Manville  Co.  has  just  issued  a  booklet  descrip- 
tive of  a  new  preparation  that  is  being  put  on  the  market  to  meet 
the  needs  of  present-day  architecture  and  building  for  non-inflam- 
mable material  suitable  for  decorating  the  interior  of  buildings, 
serving  as  a  substitute  for  wood  in  such  work.  This  material  is 
known  as  "Salamanderite,"  and  is  said  to  permit  of  all  the  decorative 
features  which  are  possible  with  wood  or  tiling,  and  to  be  abso- 
lutely fire  proof.  It  comprises  fire  and  waterproof  sheets  or  panels 
in  various  thicknesses  from  y^  in.  to  }/2  in.  finished  on  one  side  in 
fac  simile  wood  as  may  be  desired,  and  may  be  stamped  in  various 
forms,  reproducing  pictorial  subjects  or  other  designs.  Moldings 
and  trimmings  of  the  .same  material  are  also  furnished. 


■CECO"  MACHINERY  IN    CHICAGO. 


The  Christenscn  Engineering  Co.  has  opened  an  office  in  the  Mer- 
chants Loan  &  Trust  Building,  Chicago,  for  the  sale  of  its  "Ceco" 
eleclricaJ  machinery.  The  manager  of  this  office  will  be  Mr.  Chas. 
G.  Burton  who  is  well  and  favorably  known  in  the  electrical  field 
thruugh  his  previous  coiniection  for  several  years  with  the  Central 
Electric  Co.,  and  later  for  three  years  with  the  Westinghouse  Electric 
&  Manufacturing  Co.  He  left  the  latter  company  in  the  early  part  of 
i'/)2,  to  install  a  power  and  transmission  system,  resigning  recently 
to  acce|it  liis  ]iresenl  position  with  the  Christenscn  company. 


PITTSBURG  STREET  RAILWAY  SUPPLY 
HOUSE. 


Gellatly  &  Co.,  with  headquarters  in  the  Times  BIdg.,  Pittsburg, 
I'a.,  have  for  .some  time  represented  the  Ohio  Brass  Co.  in  Pitts- 
burg territory  along  with  other  niannfaclurers  of  electric  railway 
and  mining  supplies.  One  of  llie  agencies  recently  taken  by  this 
firm  is  that  for  the  electrical  clip.irliiuni  of  liu-  Cliristensen  En- 
gineering Co.,  of  Milwaukee. 


The  Somh  Side  Rapid  Transit  Co.,  of  Chicago,  has  announced  the 
following  schedule  of  wages  eflfeclive  January  isl:  Conductors,  zo 
cents;  guards,  18  cents;  station  agents  an<l  platform  men,  l6Vv  cents 
per  hour.    This  is  an  increase  of  from  5  in  to  iht  ceiii 


58 


STREKT  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  i. 


GOLD  S  INPROVED  FOLDING  GATE. 

Kdw.ird  E.  Gold,  of  New  York,  has  recently  placed  upon  the  mar- 
ket a  combination  of  gate  or  door  with  locking  device  which  is  re- 
|w,ri.,l  to  li.ivi-  hcen  most  successful  in  operation,  fully  meeting  the 


requirements  of  railway  service.  This  type  of  gate  is  in  use  on  the 
elevated  roads  in  Brooklyn,  where  traffic  is  very  heavy,  and  the  ad- 
vantage of  the  gates  requiring  a   very  small   space   for  (heir  opera- 


forms  for  the  purpose  of  operating  folding  gates,  which  obviously 
may  be  of  diflercnt  designs. 

The  double  gate  illustrated  in  Figs.  I  and  2  consists  of  two  leaves 
hinged  together,  the  primary  leaf  being  hinged  to  a  support  on  the 
car  platform.  Ihe  primary  hinge  is  swung  back  by  means  of  an 
arrangement  of  levers  which  is  the  same  as  has  been  for  years  ap- 
plied to  the  solid  type  of  gate.  The  secondary  leaf  in  the  design 
illustrated  is  operated  by  an  additional  link.  Fig.  I  shows  the  gate 
open,  and  Fig.  2  the  gate  closed. 

Other  arrangements  for  manipulating  the  secondary  leaf  of  the 
gate  are  lazy  tongs  placed  either  at  the  top  or  at  the  bottom. 

Fig.  3  shows  Ihe  arrangement  of  Ihe  lazy  tongs  at  the  bottom. 

This  new  device  is  covered  by  very  broad  patents. 
«»» 

THE  NOARK  BRANCH  BLOCK. 

To  meet  the  demand  for  inclosed-fnse  branch  blocks,  the  H.  W. 
Johns-Manvillc  Co.,  too  William  St.,  New  York  City,  has  introduced 
the  "Noark"  line,  which  presents  features  of  merit  appealing  to 
constructing  engineers  and  other  users  of  such  devices.  The  en- 
graving herewith  shows  a  30-amperc  220-volt  two-pole  single  branch 
block  of  this  type,  from  which  it  will  be  seen  that  the  makers  have 
departed  from  the  usual  arrangement  for  branch  block  devices,  in 
which  Ihe  fuses  for  the  branch  circuits  abut  at  right  angles  to  the 
outside  of  the  two  or  three  parallel  main  wires.  This  construction 
requires  a  block  of  some  size,  owing  to  the  fact  that  it  is  necessary 
to  give  space  for  the  main  wires  and  branch  fuses  separately.  In  the 
"Noark"  branch  blocks  the  object  has  been  to  economize  space  and 


NOARK  TWO-POLE  SIN(;LK    llR.XXlH  ISLOI- K. 


tion,  IS  apiiriiiaied.  Mr.  Gold  is  the  owner  of  the  well-known  Gold 
gale  lock,  extensively  used  on  tlevated,  suburban  and  underground 
cars,  where  a  solid  gate  has  been  adopted.      The  locking  device  on 


the  improved  gates,  which  are  illustrated  in  the  accompanying  en- 
gravings, is  the  same  as  on  the  old  types  with  the  exception  that 
the  connecting  rod  between  the  slide  and  gate  is  made  in  several 


at  the  same  time  cITect  an  arrangement  of  the  wires  and  fuses  which 
must  be  absolutely  safe,  both  in  the  operation  and  manipulation  of 
the  device.  To  obtain  this  result,  llic  branch  fuses  are  so  arranged 
that  each  of  the  terminals  in  which  tliey  are  received  and  to  which 
the  branch  wires  are  connected  are  separated  from  the  adjoining 
terminals  by  heavy  partition  walls,  high  enough  above  the  contacts 
to  prevent  anything  being  laid  across  from  contact  to  contact  and 
causing  short  circuiting.  The  main  wires  to  which  the  branch  block 
is  connected,  instead  of  passing  across  the  block  at  the  end  of  the 
branch  fuses,  arc  arranged  to  traverse  it  in  suitable  grooves  placed 
in  the  porcelain  block  between  the  terminals  of  the  branch  fuses. 
In  this  way  a  great  economy  of  space  is  effected,  while  at  the  same 
time  the  block  can  be  easily  and  readily  installed  and  the  manipula- 
tion of  the  fuse  devices  for  a  removal  or  insertion  is  entirely  safe. 


Mr.  C.  J.  Franklin,  formerly  of  Brooklyn,  N.  Y.,  has  been  ap- 
pointed superintendent  of  the  Tacoma  Railway  &  Power  Co.,  Ta- 
coma.  Wash. 


There  was  such  a  demand  for  funeral  cars  in  St.  Louis  last 
month,  owing  to  the  cab  drivers'  strike,  that  the  street  car  com- 
panies were  unable  to  supply  the  requisite  number  of  cars. 


An  eflfort  is  being  made  at  St.  Paul,  Minn.,  to  have  an  ordinance 
passed  requiring  the  street  car  companies  to  establish  an  "owl-car" 
service  by  running  at  least  one  car  an  hour  between  midnight  and 
5  a.  ni.    At  present  the  last  car  leaves  the  center  of  the  city  at  i  a.  m. 


Jan.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


59 


KANSAS  CITY  NOTES. 


HUDSON   RIVER  TROLLEY  TUNNEL. 


On  the  morning  of  December  22nd  .1  car  in  the  barns  of  the  ele- 
vated road,  Kansas  City.  Kan.,  was  discovered  to  be  on  fire.  Serious 
damage  was  prevented  by  the  night  foreman  in  cliarge  who  coupled 
onto  the  burning  car  with  a  motor  car  and  removed  it  from  the 
building. 

On  January  ist  the  gripmen  and  motormen  of  the  Metropolitan 
Street  Railway  Co.  were  put  on  tlw  same  basis  as  regards  wages,  the 
rates  for  both  classes  now  being  17,  18.  19  and  20  cents  for  the  first, 
second,  third  and  fifth  years  respectively. 

Some  time  ago  thermometers  were  placed  in  all  Kansas  City  street 
cars.  These  have  been  removed,  it  being  claimed  that  they  by  reason 
of  the  jarring  of  the  cars,  or  some  other  cause,  all  registered  from 
10  to  20  degress  below  the  actual  temperature. 

On  Christmas  Day  most  of  the  conductors  of  the  Kansas  City 
lines  were  the  recipients  of  from  $1  to  $2  from  passengers  who  told 
them  to  "keep  the  change." 

. ♦  «  » 

ELECTRO-MAGNETIC  CONTROL  FOR  THE 
BROOKLYN  ELEVATED. 


The  Brooklyn  Elevated  Railway  Co.  has  recently  ordered  210 
Weslinghousc  multiple  train  control  equipments  which  will  be  used 
to  operate  the  electrically  propelled  trains  on  its  lines.  When  the 
company,  a  few  years  ago,  decided  to  discard  steam  locomotives  and 
operate  its  trains  electrically,  an  exhaustive  test  of  the  different 
methods  of  controlling  electric  trains  was  inaugurated.  The  com 
pany,  therefore,  had  a  number  of  trains  equipped 
with  the  systems  of  the  leading  electrical  manufac- 
turers, and  these  trains  were  placed  in  regular  oper- 
ation on  the  road  in  its  daily  traffic.  Careful  rec- 
ords were  kept  of  the  number  of  miles  run  by  each 
train,  the  number  of  accidents  met  with,  cost  and 
time  required  for  repairs,  the  comparative  conven- 
ience in  operation  and  all  other  matters  which  might 
influence  a  decision  between  the  different  systems. 
These  tests  resulted  in  the  placing  of  the  present 
order  and  all  steam  locomotives  now  in  use  will  be 
shortly  replaced  by  the  Westinghouse  electro-mag- 
netic system  of  train  control.  This  system  involves 
the  use  of  compressed  air  for  moving  the  controlling 
apparatus,  electro-magnetic  valves  governing  the  ad- 
mission of  air  to  the  controlling  cylinders,  and  low 
voltage  electric  circuits  running  from  car  to  car  for 
controlling  the  action  of  the  magnetic  valves. 

The  special  requirement  for  each  motor  car  con- 
sists of  two  or  four  electric  motors,  a  controller 
very  similar  to  those  used  on  ordinary  street  cars 
and  one  or  two  motormen's  controlling  switches 
from  cither  of  which  all  the  car  controllers  on  the 
train  may  be  operated.  One  of  the  special  features 
of  this  system  is  that  the  trolley  circuit  is  isolated 
from  the  main  power  circuit  and  is  therefore  not  affected  by  any 
momentary  interruption  of  current  due  to  ice  or  sleet  on  the  third 
rail,  or  other  causes. 

The  motor  circuits  on  any  car  are  automatically  opened  in  case 
of  excess  current  and  they  may  all  be  simultaneously  closed  at  the 
will  of  the  molorman.  All  controllers  are  automatically  turned  off 
by  the  application  of  the  automatic  air  brakes  which  greatly  reduces 
the  possibility  of  accidents.  With  this  system  the  trains  may  be 
cut  up  into  two  or  more  .smaller  units,  according  to  the  fluctuations 
of  the  service. 

The  Brooklyn  Klcvatcd  will  equip  all  of  its  new  cars  with  four 
motors  each.  The  trains  arc  made  up  of  S  or  6  cars,  2  or  3  of 
which  arc  usually  motor  cars.  When  these  trains  reach  the  suburbs 
Ihcy  arc  broken  up  into  smaller  units  of  one  or  two  cars  and  the 
smaller  trains  branch  o(T  on  difTercnt  divisions.  Any  proportion  of 
motor  cars  desired  can  be  used  in  a  train  making  it  possible  to 
obtain  any  desired  amount  of  power  for  starting  the  trains  quickly. 


riie  trolley  tunnel  which  is  being  built  by  the  New  York  &  Jersey 
Railroad  Co.  under  the  Hudson  River  between  Jersey  City  and  New 
York  City  had  reached  its  lowest  point  on  January  ist.  This  is  102 
ft.  below  the  mean  water  level  and  only  12  ft.  of  mud  separates  the 
tiiiiiiel  from  the  river  bottom.  Since  the  present  company  started 
operations,  240  ft.  of  the  tunnel  has  been  constructed.  The  company 
took  up  the  work  on  the  north  tunnel  only,  and  is  building  that  one 
first  and  is  working  at  present  only  from  the  Jersey  side.  Work  on 
tlic  second  or  south  tunnel  will  be  taken  up  after  the  coinpletion  of 
the  present  one.  It  is  expected  that  the  trolley  cars  will  be  crossing 
under  the  river  between  Jersey  City  and  New  York  some  time  in 
1904. 


RAPID  SKETCHING  DEVICE. 


The  rapid  sketching  device  illustrated  herewith  has  been 
designed  to  obviate  much  of  the  annoyance  and  drudgery  necessi- 
tated by  the  almo.st  constant  placing  and  replacing  of  the  scale,  T- 
square  and  triangles,  in  making  sketches  and  small  drawings.  The 
device  consists  of  a  scale  joined  to  a  protractor  which  is  anchored 
to  the  upper  left-hand  corner  of  the  board  by  means  of  an  arm  made 
up  of  two  pivoted  parallelograms.  The  scale  has  a  free  motion  of 
90°  between  two  stops,  and  it  comes  against  either  one  or  the  other, 
depending  upon  whether  a  horizontal  line  or  a  vertical  line  is 
desired.  These  two  stops  are  fastened  to  a  protractor  and  may  he 
turned  to  any  angle  with  the  horizontal  or  vertical,  thus  permitting 


December  z'llh  an  express  train  on  the  line  of  the  Union  Tr.action 
Co.  of  Indiana  collided  with  the  president's  private  car,  one  of  the 
motormen  being  fatally  injured. 


KAPID  SKKTllIINC   DKYICI'.. 

the  scale  to  come  against  a  stop  at  the  desired  angle  and  also  at 
right  angles  to  it.  The  lower  part  of  the  protractor  always  lies  in 
the  same  direction  no  matter  where  it  is  moved  about  the  board, 
and  hence  when  the  protractor  is  once  set  at  any  desired  angle  the 
scale  will  give  parallel  lines  anywhere  on  the  drawing.  This  is 
accomplished  by  the  two  iiaralleliigrams  which  act  similarly  to  a 
parallel   ruler. 

The  protractor  may  be  clamped  at  any  angle  by  means  of  a  thumb 
screw.  A  spring  slop  is  provided  for  the  o,  30,  45,  fio  and  (.K)" 
angles,  and  is  operated  by  merely  raising  it  and  allowing  it  to  drop 
into  the  hole  for  the  angle  desired.  A  screw  is  provided  for  adjust- 
ing the  right-angle  stops.  The  general  use  of  this  device  is  exactly 
the  same  as  one  would  use  a  scale  without  any  attachment.  Either  a 
triangular  or  flat  scale  may  be  used.  The  scales  chuck  into  place 
and  may  be  turned  so  that  any  edge  may  be  used.  The  triangular 
scale  has  the  advantage  of  giving  a  larger  variety  of  graduations  on 
one  piece,  while  the  flat  scale  has  the  adv.intagc  of  giving  .i  better 
ruling  edge. 

It  is  claimed  that  there  is  a  great  saving  in  lime  by  the  use  of  the 
rievice,  which  is  made  by  the  llniversal  Drafting  Machine  Co., 
lilackstone   Muilding,  Cleveland,  O. 


60 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  I. 


LARGE  ORDER  FOR  AIR  BRAKES. 


Iht  Bruoklvn  llciKlits  Railroad  Co.  lias  just  closed  a  contract 
with  the  ChrisIiMiscii  Engineering  Co.  for  200  Cliristenscn  No.  2  air 
compressors  and  other  parts  of  air  hrake  e<inipineiits  for  the  ele- 
vated division  of  the  company's  road.  The  llrooklyti  Heights  com- 
pany placed  its  first  order  for  Christenscn  air  brakes  in  the  early 
part  of  189S,  when  12  eqnipnienls  were  ordered,  the  company  at 
this  time  having  been  experimenting  with  various  types  of  air 
brakes.  .\\  the  time  of  giving  this  last  order  the  Rrooklyn  Heights 
company  had  in  service  130  Christenscn  equipments,  the  contract 
just  awarded  bringing  the  total  up  to  370.  This  order  is  particu, 
larly  gratifying  to  the  Christenscn  company,  as  it  is  considered  sub- 
stantial proof  of  the  efficiency  of  its  apparatus  after  actual  service 
for  nearly  five  years. 

♦•♦■ 

NEW  CARS  FOR  GALVESTON. 

The  accompanying  illustration  shows  one  of  the  20  closed  cars 
which  were  recently  built  for  the  Galveston  City  Railway  Co.  by  the 
St.  Louis  Car  Co.  The  length  of  these  cars  over  corner  posts  is 
20  ft.  9  in.,  the  length  over  all  30  ft.  6  in.  and  the  width  7  ft.  10  in. 
1  he  cars  were  built  for  city  service  exclusively  and  were  provided 


DETROIT  CAR  BARNS  BURNED. 

llecember  30th  the  two-story  car  barn  of  the  Detroit  United  Ry. 
on  Jefferson  Ave.  was  entirely  rieslroyed  by  fire  caused  by  an  explo- 
sion of  gasoline.  The  fire  started  in  the  paint  shop  on  the  second 
floor  and  spread  rapidly.  An  alarm  was  at  once  sent  in  and  several 
engines  responded,  but  considerable  delay  was  occasioned  on  account 
of  the  ice  and  snow.  The  fire  spread  with  great  rapidity  and  the 
building,  together  with  alioul  24  open  cars,  was  completely  de- 
stroyed. There  are  three  car  barns  located  close  together  at  this 
point  and  the  firemen  succeeded  in  confining  the  fire  to  the  central 
barn  in  which  it  broke  out.  The  loss  is  estimated  at  about  $60,000. 
During  the  fire  traffic  on  the  Jefferson  Ave.  line  was  completely  at 
a  standstill  and  it  was  several  hours  before  the  burned-down  wires 
could  be  replaced  and  traffic  resumed.  Mr.  Jere  C.  Hutchins,  presi- 
dent, Mr.  Brooks,  general  manager  and  Mr.  Stanley,  superintendent 
of  the  company  were  at  the  scene  of  the  fire  and  succeeded  in  saving 
considerable  of  the  rolling  stock  which  was  removed  from  the  barn. 


PROPOSED   PENNSYLVANIA   LEGISLATION. 


CALVESTON  CAR     ST.  LOUIS  CAR  CO. 

with  longitudinal  rattan  seats.  The  interiors  are  finished  in  cherry, 
and  all  the  trimmings  are  nickle  plate.  The  window  sash  arc  in  two 
sections,  the  upper  one  being  stationary,  and  the  lower  one  drops  in 
sockets.  Pantasote  curtains  are  used.  The  cars  arc  vcstibuled  at 
both  ends,  the  vestibule  being  provided  with  folding  gates  and  they 
are  mounted  on  St.  Louis  Car  Co's.  du  Pont  trucks,  having  a  7  ft. 
6  in.  wheel  base. 


The  Pennsylvania  legislature  will  be  asked  to  amend  the  act  giv- 
ing elevated  or  underground  railways  the  right  of  eminent  domain 
and  fixing  the  method  of  securing  compensation  for 
damages  to  property  owners  along  their  lines  and 
put  it  on  a  more  substantial  legal  footing.  On  ac- 
count of  the  contemplated  elevated  railway  in  Pitts- 
burg the  piatter  is  considerably  discussed  in  that 
city.  The  question  at  issue  is  whether  any  property 
owner  whose  property  is  not  actually  taken  nor  oc- 
cupied can  collect  damages,  no  matter  to  what  extent 
he  is  injured,  inconvenienced  or  annoyed  by  the 
proximity  of  elevated  lines.  Lawyers  fail  to  agree, 
some  claiming  the  act  is  unconstitutional  because 
compensation  is  not  adequately  secured  to  persons 
who  may  be  damaged.  The  supreme  court  has  de- 
cided cases  against  property  owners  where  danger- 
ous telegraph  or  telephone  poles  were  planted  on 
their  sidewalks.  A  Philadelphian  lost  his  case 
against  the  Pennsylvania  Railroad  Co.,  which  com- 
pany had  practically  barricaded  his  house  to  the  third  story  in  build- 
ing the  approach  to  the  Broad  St.  station. 


ORDER  FOR  PECKHAM  TRUCKS. 


HOPE  WEBBING  COS.  ADDITION. 


The  Hope  Webbing  Co.,  of  Providence,  K.  1.,  reports  such  an 
unprecedented  era  of  activity  that,  in  order  to  increase  its  facilities, 
it  has  had  to  erect  a  large  addition  to  its  mills  at  Woodlawn.  The 
addition  is  of  brick,  mill  construction,  223  x  84  ft.,  three  stories 
and  two  basements.  The  basements  .an  hardly  be  called  such. 
however,  as,  viewed  from  the  street  at  the  rear,  the  addition  is  five 
stories  high,  owing  to  the  grade  of  the  land.  The  addition  is  con- 
nected with  the  two  original  mill  buildings,  each  of  which  is  500 
feet  long,  by  arched  passageways.  By  removing  part  of  the  ap- 
paratus into  the  addition  room  is  made  in  the  mills  for  100  or  more 
looms,  bringing  the  total  up  to  about  600.  Two  additional  genera- 
tors have  been  installed  by  the  General  Electric  Co.  and  extra  help 
is  required  in  addition  to  the  650  hands  previously  employed.  The 
Hope  Webbing  Co's.  tapes  and  webbings  have  a  world-wide  re- 
nown. Just  now  the  looms  are  turning  nut  large  quantities  of  elec- 
tric tape,  while  the  output  of  elastic  webbings  is  a  large  factor,  48 
looms  being  employed  on  this  work  alone. 


The  Peckham  Manufacturing  Co.,  of  New  York  and  Kingston, 
has  received  an  order  from  the  Brooklyn  Rapid  Transit  Co.  for  480 
motor  trucks  of  special  M.  C.  B.  construction.  These  will  be  used 
in  elevated  service  in  Brooklyn  under  cars  fitted  with  the  Westing- 
house  system  of  multiple  unit  control.  The  Peckham  company  on 
January  1st  had  orders  in  hand  for  750  M.  C.  B.  trucks  in  addition 
to  its  other  work.  The  company  reports  an  unusually  large  busi- 
ness in  snow  plows,  having  sold  during  the  season  18  large  Ruggles 
rotary  plows. 


FIRE   HAZARD  OF   ELECTRICAL  APPARATUS. 


The  Danville  (111.)  Street  Railway  &  Light  Co.  and  the  Danvillu 
Northern  &  Paxton  Railroad  Co.  on  the  first  of  the  year  issued  a 
i6-pagc  pamphlet  giving  the  routes  and  schedules  of  the  railways 
and  matter  descriptive  of  the  electric  light  and  power  and  steam 
heating  departments  of  the  business. 


A  fire  occurred  in  the  power  house  of  the  Helena  Light  &  Trac- 
tion Co.,  Helena.  Montana,  October  20th,  which  completely  demol- 
ished the  building  and  nearly  all  the  machinery.  The  building  con- 
tained an  abandoned  steam  plant,  power  being  purchased  from  the 
Missouri  River  Power  Co.,  which  transmits  an  ll,000-volt  current 
over  a  double  wire  from  Canyon  Ferry,  18  miles  distant.  In  the 
building  were  six  n,ooo-volt,  150-kw.,  oil  insulated  Wcstinghouse 
transformers,  two  of  which  were  practically  uninjured;  the  other 
four  were  upset  by  the  burning  away  of  the  floor  and  poured  out 
their  oil.  Two  loo-h.  p.  induction  motors  were  damaged  only  50 
per  cent  while  six  direct-current  arc-light  machines  were  totally  de- 
stroyed. Three  oil  insulated  Wcstinghouse  potential  regulators  were 
practically  uninjured  while  the  switchboard  was  completely  de- 
stroyed. The  result  of  the  fire  denionslrates  the  practical  immunity 
from  injury  by  fire  of  oil-insulated  transformers  in  cases. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


FEBRUARY  20,  1903 


No.  2 


Columbia  Electric  Street  Railway,  Light  &  Power  Co,,  of  Columbia,  S,  C, 


Roadbed  and  Overhead  Construction  —  3, 300- Volt  Power  Distribution  —  Sub-Station  Equipment - 

ment — Car  Barn — Parks — Operating  Features — Personnel. 


■  Car  Equip- 


It  has  been  said  appropriately  that  within  the  past  decade  a  new 
monarchy  has  sprung  up  within  the  confines  of  the  little  state  of 
South  Carolina,  and  of  this  monarchy  Cotton  is  King;  and  it  is  in 
the  bustling  little  city  of  Columbia  that  King  Cotton  holds  his  court. 
It  is  hard  for  the  average  northerner,  and  especially  for  a  son  of 
New  England,  to  realize  that  this  is  anything  more  than  fairy-land 
talk,  told  to  children  to  lull  them  to  sleep.  If  he  gives  the  state- 
ment any  credit  at  all,  he  dismisses  the  whole  subject  by  concluding 


it  were,  and  King  Cotton  is  supreme.  At  the  present  time,  power 
for  operating  the  electric  railway  system  of  the  city  and  current  for 
the  lighting  system  as  well  as  current  for  power  motors,  is  taken 
from  the  power  plant  of  the  Olympia  Cotton  Mill  and  from  the  plant 
of  the  Columbia  Water  Power  Co. 

Geographically,  Columbia  stands  approximately  in  the  center  of 
the  state  of  South  Carolina,  whose  boundary  lines  form  an  irregular 
triangle  with  one  of  the  angles  pointing  directly  south.     Within  the 


IXTEKIOK  III'  srii  STATION  KH.UMMIA    ELKCTKIl    STUICKT  KAIt.WAV,  I,IC,1IT  .V   I'OWKK  1(1 


that  the  state  of  South  Carolina  raises  considerable  cotton,  and  that 
Columbia  is  merely  a  proniincnl  shipping  port  for  the  raw  material 
on  its  way  to  (he  mills  of  New  England  to  be  made  up  into  finished 
products.  It  will  lake  an  actiial  personal  tour  of  inspection  into  this 
locality  lo  convince  the  doubling  one  thai  in  and  about  ihc  city  of 
Columl>ia,  S.  C,  have  been  established  within  seven  years  a  grouji 
of  collon  mills  and  villages,  exceeding  in  point  of  output,  engineer- 
ing design  and  economical  operation  any  group  of  mills  in  New 
England,  or  in  old  England  for  that  matter,  and  that  included  in 
this  system  of  southern  mills  is  the  finest  and  largest  collon  mills 
under  one  roof  in  all  the  world. 

Though  this  is  not  an  article  on  the  cotton  industry  of  the  South, 
in  order  lo  know  and  imdersland  the  street  railway  situation  in  the 
city  of  Columbia,  it  must  be  borne  in  mind  thai  Columbia  lives  by 
cotton — the  commercial   atmosphere   is   surcharged   with   colton   as 


city  limits  proper  and  including  mill  villages  which  have  grown  up 
contiguous  to  Columbia,  but  in  all  ies|iects  should  be  identified 
with  the  city  itself,  the  population  serve<l  by  the  electric  railway 
system  of  Columbia  will  apprnxiniale  close  lo  40,000.  For  instance, 
in  the  villages  of  the  Olympia,  Granby  and  Richland  mills,  all  op- 
erateil  by  one  company,  there  are  fully  io,oo(3  inhabitants.  And 
Ibis  little  city  has  all  come  into  being  within  the  past  seven  years. 
1  lie  mill  towns  as  well  as  the  mill  properties  are  owned  by  the  W. 
It.  Sniilli-Whaley  syndicate,  which  also  controls  Ihe  Columbia  Elec- 
tric Street  Railway,  Light  &  Power  Co.  'lliese  mill  towns  are  equal 
to  anything  of  like  nature  lo  be  found  in  Ihc  country,  and  in  their 
<vay  arc  models  of  philanlhropic  ideas.  The  cottages  for  employes 
are  well  built  detached  dwellings,  each  with  its  individual  architec- 
tural design,  and  each  town  has  its  electric  ligluiiig  system,  complete 
sewerage,    water   works,    fire    rli-parlnunt,    school    houses,    churches 


62 


STREET  RAILWAY  REVIEW. 


[Vol..  XIII,  No.  2- 


niul  liDspit.iN,  for  all  of  wliicli  priMk-Kc^  llic  null  liaiuls  pay  llic 
niodcsi  stipend  of  $1  per  room  per  inonlli  rein,  a  »ix-ro()m  lionse 
for  instance  renting  for  $6  a  month.  Tlu're  are  no  other  taxes  or 
a.sscssmcnts. 

There  are  of  conrsc  other  activities  anil  lines  of  industry  in  and 
alK)Ht  CoUimliia  liesidc  the  mannfactnring  of  cotton  goods,  ami 
these  arc  all  on  the  increase.  Incident  to  the  pro-perity  of  Columbia, 
and  one  potent  cause  of  it,  is  the  reniarkahle  supply  of  water  power 
available,  and  under  the  plans  now  beinf;  carried  oiu.  the  utilization 


SlMi-ST.\T10N  .\NI)  <;ENKKAL  OFI'MCES. 

of  available  water  heads  will  give  the  city  abundance  of  electric 
power  at  rates  sufficiently  low  to  assure  unprecedented  growth  and 
development. 

The  Columbia  Klectric  Street  Kaihvay.  Light  &  Power  Co.  was 
organize<l  Jan.  6,  1892,  by  the  consolidation  of  the  Columbia  Electric 
&  Suburban  Railway  Co.  and  the  Congaree  Gas  &  Electric  Co., 
under  an  act  of  the  South  Carolina  Legislature  approved  Dec.  16, 
1891.  By  the  consolidation,  the  company  obtained  the  very  valuable 
franchises  of  the  two  companies  mentioned.     On   Sept.   i,   1890.  the 


Waverly  and  on  to  Shandon.  Both  of  these  suburbs  arc  rapidly 
growing,  and  the  company  now  enjoys  a  good  travel  over  all  of  these 
lines. 

RO.\UHi:U   AND   OVERHEAD   CONSTRUCIION. 

The  company  owns  lo^i  miles  of  .single  track,  if/j  miles  of  double 
track  and  about  '/•  mile  of  turnouts,  making  a  total  of  about  14 
miles  of  single  track,  covering  the  entire  city.  All  of  the  road  has 
been  completely  rebuilt  during  the  past  three  years,  new  material 
being  used  throughout  with  the  exception  of  six  miles  of  rail  which 
was  found  to  be  in  first  class  condition.  The  track  is  built  of  48-lb. 
T-rail,  with  Welier  rail  joints  and  'Columbia"  Ixinds.  The  lies 
used  arc  heart  pine,  7  x  9  in.  x  7^3  ft.  The  overhead  construction 
is  entirely  new  and  has  lieen  built  in  the  most  thorough  manner. 
The  railway  poles  are  octagon  in  section,  14  in.  at  the  butt  and 
9  in.  at  the  top,  30  ft.  long,  thoroughly  creosoted  at  the  base  and 
painted  alxjve  ground.  The  overhead  work  on  single  track  is  Ohio 
Brass  bracket  construction  and  on  double  track  is  span  construc- 
tion. In  setting  poles  each  pole  was  braced  laterally  by  two  4x4- 
in.  timbers,  2  ft.  long,  one  placed  on  one  side  of  the  pole  at  the  bull, 
and  the  other  placed  below  the  surface  on  the  opposite  side.  All 
of  the  special  work,  consisting  of  curves,  cross-overs,  switches  and 
turn-outs,  is  new  and  conveniently  arranged.  The  roadbed,  track 
and  overhead  lines  are  new  and  in  excellent  condition. 

POWER. 

The  company  controls  by  lease  from  the  state  of  South  Carolina 
for  a  period  of  30  years  from  Dec.  6,  1892,  500  h.  p.  of  water  power 
on  the  banks  of  the  Columbia  Canal.  This  property  is  within  the 
corporate  limits  of  the  city  of  Columbia,  and  within  one  mile  of 
the  business  center  of  the  city.  This  plant  at  present  is  not  in  use. 
It  contains,  however,  granite  foundations  for  the  water  wheels  built 
in  the  most  .substantial  manner. 

In  the  spring  of  1900  it  was  decided  to  rebuild  entirely  all  of  the 
street  railway  track  and  overhead  lines,  and  also  all  of  the  lighting 
lines  both  arc  and  incandescent.  It  was  further  decided  to  accept 
a  proposition  made  by  the  Olympia  Cotton  Mills  for  furnishing 
current.  On  account  of  this  decision  the  water  power  plant  on  the 
Canal   was   not   improved   willi   the   rc<t   of  the   properly,  as  it   was 


CAR  BARN     COH'MHIA  ELECTRIC  STREET  RAILWAY,  LIGHT  4  POWER  CO. 


stock  of  the  Columbia  Electric  Street  Railway,  Light  &  Power  Co. 
was  purchased  by  Mr.  \V.  B.  Smilh-Whaley  and  his  associates,  and 
reorganized,  acquiring  the  property  and  franchises  of  the  Columbia 
&  Eau  Claire  Electric  Railway  Co. 

The  railway  now  occupies  all  the  principal  streets  of  the  city, 
and  reaches  every  railroad  depot,  l)oth  freight  and  passenger.  It 
extends  two  miles  in  a  northerly  direction  to  Hyatt  park.  The  coun- 
try along  this  line  during  the  past  two  years  has  been  rapidly  built 
up,  and  Ihc  growth  in  this  direction  continues  to  such  an  extent  that 
it  is  probable  the  line  will  have  to  be  extended  within  the  next  year. 
In   an   easterly   direction   the   railway   runs   through   the   suburb   of 


thought  to  be  to  the  company's  interest  to  accept  the  proposition  of 
the  Olympia  Cotton  Mills. 

The  power  plant  at  the  Olympia  Mills  consists  of  three  Mcintosh 
&  Seymour  engines,  each  of  a  normal  rating  of  l,6cx)  h.  p.,  capable 
of  developing  a  maximum  of  2,000  h.  p.  These  engines  are  of  the 
vertical  cross  compound  condensing  type  with  cylinders  20.\  48  in. 
in  diameter  and  a  stroke  of  42  in.  The  cylinders  are  steam  jacketed 
and  a  reheating  receiver  is  placed  between  them.  Each  of  these 
engines  is  direct  connnected  to  a  General  Electric  alternating  current 
generator  rated  at  1,300  kw.,  with  36  poles  operated  at  133  r.  p.  m., 
and  delivering  40  cycle  alternating  current  at  600  volts.     The  switch- 


Fee.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


63 


board  for  controlling  the  various  separate  circuits  to  llie  Columbia 
Electric  Street  Railway,  Light  &  Power  Co.  and  to  the  Granby, 
Richland  and  other  mills,  is  57  ft.  4  in.  long,  divided  into  21  panels. 
Current  for  the  Columbia  company  is  first  stepped  up  to  3.300  volts 
for  transmission  to  the  single  sul>-.station  two  miles  distant,  in  which 
station  this  current  is  transformed  and  converted  for  the  various 
lighting,  motor  and  electric  railway  circuits,  all  of  which  center  on 
a  single  switch-board  located  in  the  main  room  of  the 
sub-station.  The  transmission  line  from  the  Olympia 
mills  to  the  sub-station  is  two  miles  long,  and  consists 
of  six  No.  2  wires,  the  line  being  equipped  with  all  mod- 
ern safety  devices  and  accessories.  The  sub-station 
building,  which  also  includes  the  general  office  of  the 
company,  is  located  at  the  corner  of  Washington  and 
Assembly  Sts.,  very  near  the  center  of  the  city  of  Co- 
lumbia and  incidentally  very  near  the  geographical  cen- 
ter of  the  state  of  South  Carolina.  The  building  is  two 
stories  in  height  and  is  built  of  brick  with  terra  cotta 
trimmings.  The  upper  floor  contains  the  general  offices 
and  sub-station  apparatus ;  the  lower  lloor  the  store 
rooms  and  testing  rooms.  The  building  is  thoroughly 
fire-proofed  with  iron  framing  and  floors  of  concrete 
with  mosaic  filling.  .•Ml  wires  and  connections  to  and 
from  the  switch-board  are  carried  under  the  floor. 

From  the  sub-station  four  distinct  lines  of  current  are 
sent  out,  all  of  these  being  conversions  or  transforma- 
tions of  the  3,300- volt,  three-phase,  40-cycle  alternating 
current  which  is  delivered  at  the  sub-station  from  the 
transmission  line. 

The  four  circuits  are  as  follows : 

For  street  railway  purposes  the  current  of  reception 
is  first  stepped  down  by  static  transformers  to  340  volts ; 
thence  the  current  passes  through  rotary  converters 
which  change  the  340-volt,  three-phase  alternating,  to 
550-volt  direct  current  for  use  in  all  street  railway 
motors. 

For  incandescent,  multiple  arc  lighting  and  motors  up 
to  I  h.  p.,  the  current  of  reception  is  "split"  into  two 
single-phase  currents  of  the  same  initial  voltage,  and 
carried  direct  to  customers'  premises  and  there  trans- 
formed in  static  transformers.  In  sections  where  load 
is  not  scattered  these  transformers  arc  interconnected  on 
a  .secondary  three-wire  net  work  at  230-115  volts.  In  sparsely  settled 
districts  house  to  house  transformers  are  used  with  115-volt  sec- 
ondaries. 

For  the  motor  circuit  for  motors  over  i  h.  p.  the  current  of  re- 
ception is  not  changed  but  is  run  direct  to  customers'  premises  where 
arc  placed  static  transformers  dflta  connected  for  550-volt,  three- 
phase  secondary  to  the  motor. 

For  scries  arc  lighting  the  current  of  reception  is  used  without 
transformation  in  synchronous  motors  direct  connected  to  Brush 
mulii-circuit  arc  machines  located  at  the  suli-stalion  and  giving  5- 
ampcre,  10,000-volt  direct  current. 


Si.x  "S-lav.  airblast  transformers  which  receive  the  3,300-volt  al- 
ternating current  at  the  primary  terminals  and  deliver  at  the  sec- 
ondary terminals  340-volt  alternating  curreiU. 

For  electric  railway  work  there  are  two  200-kw.  rotary  converters 
which  take  the  340-volt  alternating  current  from  the  transformers 
and  deliver  550-volt  direct  or  continuous  current  to  the  electric  rail- 
wav  circuit. 


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STANDARD  DOUItLK  TKIXK  CAR. 

With  the  exception  of  the  railway  apparatus,  which  is  standard 
design,  the  sub-station  equipment  was  developed  by  Mr.  W.  U. 
Smith  Whaley,  president  of  the  company,  assisted  by  Mr.  E.  V. 
Lilly,  electrician,  and  the  engineers  of  the  General  Klectric  Co.,  and 
the  installation  was  made  up  especially  for  this  company  by  the 
General  Electric  Co. 

The  substation  apparatus  for  supplying  the  various  circuits  com- 
prises the  following : 


MAP  OF  COLIIMIilA.  S.  C,  STREET  RAILWAYS. 

For  the  series  arc  lighting  there  are  four  motor-driven  Brush 
generators  with  a  capacity  for  each  generator  of  about  118  series 
arc  lamps.  These  machines  are  arranged  in  two  sets,  each  being 
driven  by  a  200-h.  p.  three-phase  synchronous  motor  using  the 
3,30o-v()lt  current.  Each  pair  of  machines  is  mounted  with  the 
driving  motor  between  the  two  generators  with  flexible  coupling, 
permitting  either  machine  or  both  to  be  operated  as  desired.  The 
machines  are  excited  by  two  exciter  sets,  each  comprising  a  2K'-kw. 
125-voIt  generator,  driven  by  a  7.S-h.  p.  3SO-volt  induction  motor. 

The  lighting  .system  extends  to  all  parts  of  the  city.  The  company 
has  a  five-year  contract  with  the  city  of  Columbia  to  furnish  200  arc 
lights ;  also  contracts  with  the  various  railroads  enter- 
ing the  city  for  about  .30  series  arc  lights.  These  arc 
lamps  are  of  the  enclosed  pattern.  'J'lie  incandesceiU 
lines  cover  both  the  city  and  the  suburbs  thoroughly, 
and  contain  36.2  miles  of  single  wire,  Nos.  6  and  8.  At 
Iiresenl,  the  company  has  about  11,000  incandescent 
IIkIus  cut  in  for  service.  All  of  these  lamps  are  on  the 
iiKler  .system.  The  number  of  incandescent  lamps  is 
steadily  increasing.  Both  the  incandescent  and  arc  light- 
ing systems  have  been  constructed  with  the  utmost  care 
.ind  in  the  most  thorough  and  approved  manner. 

'J'he  motor  circuit,  for  driving  small  motors,  consists 
of  6.7  miles  of  single  wire.  No.  8.  This  circuit  is  being 
used  more  and  more  in  the  various  industries  of  llie 
city  for  driving  motors  in  cslablishmenls  like  i]riiil 
ing  plants,  small  manufacturing  pl.Mils,  |)laiiiiig 
mills,  in  groceries  for  running  coffee  mills,  in  meal  markets  for 
chopping  meat,  in  drug  stores,  in  confectionery  stores  for  freezing 
ice  cream,  in  jewelry  stores  for  running  small  tools,  etc.  This  busi- 
ness, which  is  one  that  affords  a  good  profit,  has  been  worked  up 
liy  llie  nianagemenl,  and  is  now  a  considerable  source  of  revemielo 
the  company. 

The  switchboard  comprises  the  following:  Main  output  meter 
panel;   two   main   street    railway   panels   for   current   going  to   each 


64 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  2- 


converter;   two  main  street   railway  generator  panels;   (our   feeder 
panels;   one  panel   (or  incandescent    lighting   circuit;   one  panel   (or 


tHMUmff 


■k"^ 


RY. 


STANIIARl)  CLOSED  CAR. 

motor  circuit,  and   dmr  panels  for  arc  lighting  circuit,  or  two   for 

each  set 

CAR  EQUIPMENT. 

The  car  equipment  o(  the  company  consists  o(  (our  double  truck 
15-bench  open  cars  built  by  the  I.acnnia  Car  Co.,  mounted  on  I.a- 


I'cckham  trucks,  with  two  G.  E.  1,000  motors  to  each  car.  The 
company  has  three  construction  or  working  cars,  and  one  plat(orm 
car  around  which  a  railing  is  built,  and  which  is  used  (or  trolley 
parties.  All  cars  arc  equipped  with  Christenscn  air  brakes;  Syra- 
cuse headlights;  Wood  folding  gates;  Wilson  trolley  catchers,  and 
Kidlon  fenders.  The  equipment,  machines  and  material  used  on  the 
entire  system  have  been  standardized  and  are  of  the  best  quality  ob- 
tainable. 

CAR  BARN. 

The  car  barn  is  situated  at  the  corner  of  Main  and  Rice  Sts., 
Columbia.  It  is  a  two-story  brick  building  of  mill  construction, 
and  has  a  storage  capacity  of  alwut  45  cars.  The  lower  story  con- 
tains storage  tracks,  store  room,  carpenter  and  paint  shops.  The 
upper  floor  is  used  entirely  (or  the  storage  of  cars.  The  barn  is  of 
the  most  improved  construction  and  is  very  complete  in  all  of  its 
equipments. 

PARKS. 

Hyatt  Park,  owned  by  the  company,  is  located  about  two  miles 
from  the  city  limits.  It  contains  about  15  acres  of  land  upon  which 
have  been  built  an  auditorium  and  theater,  and  also  a  rustic  or  open- 
air  theater.  The  grounds  of  the  park  have  all  been  carefully  laid 
out  with  terraces  and  flower  beds.  It  is  attratclively  lighted  with 
electric  lights.  During  the  sumtncr  months  vaudeville  entertain- 
ments are  carried  on  at  the  park,  and  (luring  the  last  two  summers 
the  park  has  been  a  very  popular  resort. 

The  park  contains  one  of  the  finest  collections  of  animals  to  be 
found  in  the  South,  many  rare  specimens  having  been  secured 
Ihruogh  the  efforts  of  Mr.  Clark  and  other  officers  of  the  company. 


VIKWS  IN   I1Y.\TT  I'.\KK,  LOLI'Mlil.V 


conia  trucks  and  fitted  with  G.  E.  1,000  motors;  12  single  truck 
lo-bench  open  cars  built  by  the  Laconia  Car  Co.,  mounted  on  Peck- 
ham  trucks,  with  two  G.  E.  1,000  motors  to  each  car;  ten  30-ft.  single 
truck  closed  cars  built  by  the   Laconia   Car   Co.  and   mounted   on 


A  charge  of  5  cents  is  made  to  all  visitors  who  enter  the  special 
enclosure  devoted  to  the  menagerie.  A  portion  of  the  park  is  given 
over  to  the  horticultural  gardens,  and  the  company  employs  an  ex- 
pert gardener  to  take  care  of  this  feature  of  the  park.     Many  rare 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


65 


and  beautiful  plants  are  to  be  found  here,  the  display  of  roses  being 
exceptionally  fine  and  including  over  160  distinct  varieties  of  the 
rose  family. 

Another  unique  feature  of  Hyatt  Park  is  the  elevated  tank  for 
supplying  water  to  all  parts  of  the  grounds.  This  tank  is  a  neces- 
sity, and  ordinarily  would  be  apt  to  mar  the  beauty  of  the  place. 
But  instead  of  permitting  this  elevated  tank  to  become  an  eyesore, 
the  management  has  changed  it  into  one  of  the  most  attractive 
features  of  the  place  by  arranging  around  the  sides  of  the  tank  and 
the  tower  which  supports  it  about  1,500  incandescent  bulbs  of  vari- 
ous colors  and  tints,  and  when  these  are  all  lighted  at  night,  they 
make  a  display  at  once  unique  and  striking.  The  reflection  from 
the  tower  can  be  seen  from  a  long  distance,  and  thus  serves  as  some- 
thing in  the  nature  of  an  advertisement  for  the  park.  This  arrange- 
ment is  also  useful  as  well  as  ornatnenlal,  inasmuch  as  the  lights  at 
this  elevation  flood  the  whole  park  with  a  soft  illumination  which 
adds  to  the  charm  of  the  place. 

The  tank  is  supplied  with  water  from  a  nearby  spring  by  means 
of  a  small  pump  operated  by  a  direct  current  motor,  taking  current 
from  the  trolley  circuit.  In  addition  to  the  water  taken  from  the 
tank  for  drinking,  washing  and  irrigation  purposes,  a  pipe  is  led 
from  the  tank  and  feeds  a  small  fountain  located  near  the  entrance 
of  the  park,  thus  gaining  another  attraction  that  is  especially  appre- 
ciated by  the  children. 

The  company  also  owns  one  acre  at  Shandon,  on  which  is  built 
a  dancing  pavilion.  During  the  summer  months  this  is  also  a  popu- 
lar place  in  the  evenings. 

OPERATING  FE.\TURES. 

In  the  running  of  cars  there  is  one  fundamental  rule  on  which 
special  emphasis  is  laid  and  to  which  the  attention  of  every  employe 
on  the  system  is  continually  directed,  this  rule  being  that  the  pre- 
scribed schedules  must  be  adhered  to,  and  it  is  the  pride  of  the 
management  that  the  citizens  of  the  city  are  practically  always  safe 
in  regulating  their  watches  by  the  passing  of  cars,  and  if  a  car  is 
scheduled  to  be  at  a  certain  corner  at  a  certain  moment,  the  chances 
are  all  in  favor  of  that  car  being  at  the  designated  point  at  the  time 
specified.  Care  is  used  in  arranging  the  schedules,  so  that  nothing 
unreasonable  is  asked  of  the  men,  but  if  a  car  fails  to  keep  up  to  its 
schedule  to  the  very  minute,  a  satisfactory  reason  must  be  given  for 
the  delay.  All  molormen  and  conductors  are  required  to  carry  re- 
liable watches  which  must  be  inspected  and  regulated  by  a  desig- 
nated local  watchmaker  every  month.  To  this  end  the  company 
has  made  arrangements  with  the  watchmaker  for  supplying  the 
men  with  good  watches  at  a  reasonable  price,  and  also  for  inspecting 
and  regulating  the  timepieces. 

For  announcing  the  schedules  to  the  public,  a  large  display  board 
is  mounted  at  the  central  depot  somewhat  similar  to  the  board  de- 
scribed in  the  "Review"  for  last  month,  page  10.  The  board  has 
in  the  center  a  large  clock  which  is  regulated  by  the  Western  Union 
Telegraph  Co.  .Ground  the  edges  of  the  board  are  advertising 
spaces  which  are  sold  to  the  local  merchants. 

The  conductors  and  motormcn  work  10  hours  a  day,  their  work 
Ijeing  arranged  so  that  the  day's  work  is  performed  witliin  12  con- 
secutive hours.  The  schedules  are  shifted  each  day,  so  that  one  set 
of  men  have  the  early  runs  one  day  and  the  late  runs  the  following 
day,  and  vice  versa.  It  is  worthy  of  mention  that  the  men  are  not 
paid  on  the  hour  basis  but  strictly  on  the  car  mileage  basis,  and  in 
connection  with  this  it  should  be  stated  that  all  the  accounts  of  the 
company  are  kept  on  a  car  mileage  basis  throughout,  so  that  it  is 
possible  to  keep  very  close  comparative  records  of  passengers  car- 
ried, car  receipts,  cost  of  operation,  cost  of  management,  cost  of 
repairs,  cost  of  fuel,  etc.,  as  every  separate  item,  including  as  just 
mentioned  cost  of  labor,  is  reduced  to  a  per  car  mile  basis. 

The  company's  instruction  book  was  compiled  by  Mr.  Clark,  gen- 
eral manager,  and  contains  a  number  of  features  that  are  entirely 
original.  The  Ijook  is  intended  not  only  as  a  book  of  rules  and 
regulations,  the  idea  being  10  make  it  a  Iwok  of  instructions  as  well. 
After  every  subject  in  which  the  conductors  and  molormen  arc  in- 
terested, are  given  first  the  rules  and  regulations  which  the  employes 
arc  required  to  observe,  and  then  follows  a  set  of  special  instruc- 
tions which  explain  the  subject  fully  and  give  the  reason  for  the 
preceding  rules.  This  principle  of  instructing  or  educating  the  em- 
ployes has  l^cn  found  very  satisfactory  and  is  worthy  of  emulation. 

A  few  extracts  from  the  book  are  here  given  as  being  especially 
good,  and  illustrating  the  way  in  which  care  is  laken  not  only  to 


E.  I!.  CLARK. 


others  must  wait   for  a  min- 


tell  the  employes  what  to  do  and  what  not  lo  do,  but  also  telling 
them  the  reason  for  the  rule. 

Rule  15.  Ordinarily  in  stopping  the  car,  always  release  the  brake 
somewhat,  just  before  the  car  comes  to  a  dead  stop.  Do  not  let 
the  brake  fly,  or  kick  the  brake-dog  off,  for  if  you  do  the  armature 
will  take  up  the  lost  motion  in  the  gears,  and  when  starting  again 
it  will  be  with  a  jerk.  This  is  unpleasant  to  passengers  and  hard 
on  both  motors  and  gears. 

Rule  22.  If  car  won't  start  on  dry  or  dirty  rail,  put  controller 
arm  on  first  or  second  notch  and  rock  the  car.  If  this  fails  to  ac- 
complish the  purpose,  have  conductor  take  a  piece  of  wire  or  switch 
slick  and  rub  one  end  of  it  against  the  rear  tread  of  the  wheel, 
while  the  other  end  is  pressed  against  the  rail.  In  case  an  insulated 
wire  is  used,  break  contact  at  the  wheel  first,  keeping  the  other  end 
against  the  track,  else  a  shock  will  be  received. 

Rule  25.  In  case  current  is  shut  off  at  station  for  any  reason 
while  car  is  running,  bring  con- 
troller to  "off"  position  immedi- 
ately. Then  turn  on  light  current 
and  wait  tnitil  lamps  light  up; 
when  llicy  have  reached  their 
usual  brilliancy,  but  not  before, 
start  the  car.  The  reason  for  this 
precaution  is  that,  should  you  turn 
the  controller  far  enough  to  start 
the  car  before  the  full  current  was 
on,  there  would  be  a  little  or  no 
counter-electromotive  force  gen- 
crated  to  keep  back  the  rush  of 
current  when  it  did  come,  and 
your  armature  might  be  injured 
either  by  heat  or  by  the  sudden 
jerk  that  would  result.  In  starting 
after  interruption  of  current,  all 
with  even  numbers  start  immediately ; 
ute  or  two. 

Rule  36.  The  proper  handling  of  a  car  on  a  curve  is  perhaps  the 
most  difficult  task  that  the  new  motorman  has  to  learn.  A  good 
rule  is  the  following :  In  approaching  a  curve,  cut  off  your  con- 
troller and  bring  the  car  down  to  a  slow  speed  before  entering,  and 
have  your  brake  in  hand,  but  free,  unless  it  be  down  grade.  This 
will  let  the  car  run  info  the  curve  easily  and  without  shock.  As 
soon  as  you  feel  that  the  car  is  fairly  on  the  curve,  apply  sufficient 
current  to  carry  the  car  around  the  curve  at  about  the  same  rate  of 
speed,  cutting  it  off  again  just  before  leaving  the  curve.  This  will 
allow  the  car  to  swing  out  with  the  least  possible  shock.  Always 
hear  in  mind  that  anything  that  causes  the  car  to  jerk  is  wrong. 

PERSONNEL. 

The  officers  and  operating  staff  of  the  Columbia  Electric  Street 
Railway,  Eight  &  Power  Co.  are  as  follows;  President,  W.  B. 
.Smiih-Whaley ;  vice-president,  W.  A.  Clark;  treasurer  and  general 
manager,  E.  B.  Clark;  secretary,  W.  H.  Lyles;  superintendent  of 
transportation,  A.  Wallace;  electrician.  K.  F.  Lilly;  master  mechanic. 
C.  D.  Boling. 

Both  Mr.  Smith-Whaley  and  Mr.  W.  A.  Clark  are  South  Carolina 
men.  Mr.  Smith-Whaley  is  a  Charlestonian,  and  Mr.  Clark  was 
born  on  James  Island,  near  Charleston,  where  his  family  for  gen- 
erations were  engaged  in  growing  the  famous  Sea  Island  cotton. 
Mr.  .Smith-Whaley  early  in  life  went  to  Columbia  with  the  firm 
belief  that  that  city  had  a  great  future  as  a  center  of  cotton  mami- 
facluring.  He  formed  a  partnership  with  Mr.  Gasden  E.  Shand 
under  the  firm  name  of  W.  B.  .Smilh-Wlialey  &  Co.,  and  at  once 
opened  offices  as  designing  cotton  mill  engineers.  Mr.  Smith- 
Whaley  soon  took  up  a  ))roader  field  of  activity  and  in  1894-5  suc- 
ceeded in  organizing  the  Richland  Mills  Co.  This  mill  was  followed 
by  the  Granby  Mills  and  numerous  others,  the  largest  of  which  is 
the  Olympia  Cotton  Mills,  said  to  be  the  largest  establishment  for 
the  manufacture  of  finished  cotton  products   in   the  United   States. 

Mr.  E.  B.  Clark  is  also  a  commanding  figure  in  the  group  of  men 
whose  energy  and  keen  business  foresight  has  resulted  in  the  re- 
markable development  of  the  territory  in  and  about  the  city  of 
Columbia.  He  is  interested  in  several  important  financial  and  com- 
mercial interests,  and  the  <levelopment  of  the  various  activities  of 
the  Columbia  Electric  Street  Railway,  Light  &  Power  Co.  has  been 
very  largely  due  to  his  energetic  and  efficient  management. 


66 


STREET  RAILWAY  REVIEW. 


I  Vol.  XIII,  No.  2- 


Feb.  20,  1903] 


STREET  RAILWAY  REVIEW. 


67 


THE  RIGHT  OF  WAY  MAP. 


BY  JOHN  B.  WARREN,  C.  E. 


In  view  of  the  renewed  activity  in  the  railroad  world,  especially 
in  the  projection  and  construction  of  new  lines,  a  few  words  in 
regard  to  the  scope  and  character  of  the  right  of  way  map  will  be 
of  interest. 

Every  engineer  has  his  own  ideas  as  to  the  proper  construction 
and  form  of  the  map,  but  in  the  main  these  are  matters  of  detail 
only.  The  map  is  the  record  of  months  of  hard  and  painstaking 
labor  on  the  part  of  every  one  connected  with  the  construction  en- 
gineer's office,  from  the  chief  to  the  chainmen.  Weeks  and  some- 
times months  are  spent  before  the  map  is  actually  begun  in  its  final 
shape,  but  it  is  first  outlined,  perhaps,  in  some  real  estate  office. 

When  a  few  men  sit  down  with  a  map  and  say  "We  will  build  a 
road  from  A  to  B,"  the  foundation  is  laid  for  a  map  that  may  be 
years  in  the  making.  It  is  an  interesting  thing  to  watch  the  growth 
of  a  railroad,  from  its  conception,  as  illustrated,  to  its  completion 
and  operation.  The  process  is  the  same  in  all  cases.  Beginning  with 
a  small  map  and  a  pencil  line  connecting  a  few  towns,  it  grows  by 
degrees  from  a  small  and  easily  lost  or  mislaid  piece  of  paper, 
hardly  worth  the  trouble  of  looking  after,  to  a  voluminous  record 
that  represents  thousands  of  dollars  and  many  a  weary  day's  work 
and  the  needing  of  expensive  cases  and  inde.x  systems  for  its  preser- 
vation. 

The  map  starts  with  a  pencil  line  drawn  on,  we  will  say,  a  pocket 
map,  through  a  few  towns  that  are  without  railroad  facilities,  or 
are  considered  large  enough  to  support  another  road,  then  a  larger 
map  is  obtained,  and  possibly  a  trip  taken  over  the  proposed  route, 
and  the  route  is  moved  slightly,  as  other  vantage  points  are  dis- 
covered. Then  comes  the  investigation  of  terminal  and  other  facili- 
ties, and  maps  on  a  larger  scale  are  called  for,  and  possibly  county 
records  and  maps  are  consulted.  Finally  a  route  is  decided  upon 
and  the  first  party  is  put  in  the  field  and  a  preliminary  line  is  run 
and  platted.  Now  something  tangible  can  be  seen,  or  in  other  words, 
"something  is  doing,"  but  our  map  even  now  shows  only  a  line 
across  sections  and  townships.  More  discussion  in  the  office  and 
examination  of  the  accompanying  profile.  "We  must  hit  that  hill, 
so  as  to  get  material  to  fill  that  low  place."  "We  must  clear  that 
piece  of  property,  as  it  costs  too  much."  More  line  running  and 
platting  of  notes,  and  more  discussion.  Finally  the  preliminaries 
are  all  disposed  of  and  the  location  decided  upon,  and  the  locating 
parties  put  in  the  field.  Now  the  w-ork  on  the  right  of  way  map 
begins  in  earnest,  and  soon  the  skeleton  furnished  by  the  first  line, 
roughly  drawn  on  the  pocket  map,  is  being  filled  in  and  the  map 
begins  to  take  form. 

The  chief  engineer  follows  the  work  of  the  locating  parties  and 
studies  the  ground  carefully.  The  builders  of  the  road  have  deter- 
mined roughly  the  width  of  right  of  way  necessary.  The  chief 
engineer  must  keep  to  this  as  closely  as  may  be,  and  he  studies  the 
problems  of  cuts  and  filLs,  not  only  as  concerning  construction,  but 
with  due  regard  to  operation.  Grade  and  curve  limits  must  be 
respected  and  deep  cuts  taken  out  wide  to  minimize  the  elTccts  of 
snow.  All  these  help  to  determine  the  width  of  right  of  way 
needed. 

As  fast  as  the  information  is  recorded  the  right  of  way  is  laid  on 
the  map  and  the  right  of  way  man  is  put  to  work.  His  is  no  easy 
task,  and  he  earns  his  money.  With  the  patience  of  Job  he  labors 
with  an  old  farmer  of  the  old  school,  who  can  see  nothing  but  the 
ruin  of  his  farm  and  the  destruction  of  his  stock  by  the  road.  He  is 
"agin"  all  corporations  that  apparently  give  him  no  adequate  return. 
He  sees  some  favorite  animal  ruthlessly  slaughtered,  or,  in  imagina- 
tion is  kept  awake  by  Ihc  rumble  and  roar  of  the  trains,  and  can- 
not see  why,  for  the  life  of  him,  the  road  had  to  choose  that  par- 
ticular route  and  seems  to  consider  it  a  piece  of  spite  work  on  the 
part  of  the  originators  of  the  project. 

The  work  of  the  right  of  way  men  causes  some  changes  on  the 
map.  John  .Smith  leases  a  strip  across  the  corner  of  his  farm,  ami 
is  cut  ofT  from  an  acre  or  two.  Question,  is  it  cheaper  to  buy  the 
corner  or  furnish  friend  .Smith  with  a  crossing?  The  land  is  not 
cheaper,  perhaps,  but  Ihc  crossing  may  prove  costly  to  the  opera- 
tion of  the  road,  so  the  triangle  is  purchased,  and  the  fact  noted 


on  the  map.  In  another  place  a  heavy  bank  must  be  built  and  there 
is  no  available  hill  to  furnish  the  material.  It  is  then  necessary  to 
buy  a  slice  of  Jones'  farm  and  set  it  up  on  edge.  All  this  goes  on 
the  map,  which  is  beginning  to  grow  and  demand  attention,  but  as 
yet  it  is  still  in  its  infancy  and  must  undergo  many  changes  before 
it  shows  what  has  been  accomplished. 

Finally  all  the  right  of  way  is  secured,  ami  the  map,  as  it  now 
stands,  might  be  considered  finished.  It  shows,  however,  but  a  part 
of  the  information  that  should  be  recorded.  It  now  has  but  the  width 
of  right  of  way  shown  in  addition  to  '.he  location.  The  names  of 
the  owners  of  the  land  appear  on  it,  and  the  intersection  with  prop- 
erty and  section  lines  are  noted. 

So  far  we  have  shown  simply  the  real  estate  acquired,  together 
with  the  various  corporation  lines.  From  the  map  as  it  now  stands, 
a  smaller  map  may  be  constructed  for  record  at  the  county  seat, 
giving  only  such  information  as  may  be  necessary  to  enable  a  sur- 
veyor to  accurately  locate  the  line  on  the  ground.  More  than  this 
is  unnecessary,  and  is  a  useless  expenditure  of  money,  as  the  cost 
of  recording  depends  upon  the  time  spent  transferring  the  map  to 
the  recorder's  plat  book. 

During  construction,  the  right  of  way  map  may  be  used  to  show 
progress  of  track  laying  as  the  profile  shows  the  progress  of  the 
earthwork. 

Beginning  at  points  convenient  to  railroads  already  in  operation, 
and  from  which  the  work  may  be  pushed  advantageously,  yards  are 
established  for  receiving  and  storing  material.  These  are  shown, 
together  with  the  sidings  and  connections  with  other  railroads  and 
as  track  work  is  done  it  may  be  noted  from  day  to  day,  or  at  other 
stated  times,  as  may  be  decided  upon,  and  the  progress  of  tlie  work 
may  thus  be  seen  at  a  glance. 

As  usually  laid  out  a  railroad  is  ilividcd  into  sections  of  appro.xi- 
mately  a  mile  in  length,  and  from  si.x  to  ten  miles  are  assigned  to 
a  resident  engineer.  For  convenience,  the  map  may  be  made  in 
sections  corresponding  to  such  residencies.  In  this  shape  the  map 
is  easier  to  handle  and  time  is  saved  when  a  certain  section  is  con- 
sulted. 

For  office  use  in  general,  it  is  nicst  convenient  to  have  a  copy  of 
the  map  in  short  sections,  from  two  to  Ihree  feet  in  length,  and 
bound  at  one  end.  The  map  then  lies  Hat  and  any  particular  sec- 
tion may  be  turned  to  easily.  This  is  easily  done  when  the  map  is 
blue  printed  and  will  be  found  preferable  to  the  long  roll,  especially 
when  deskroom  is  limited. 

The  utility  of  the  right  of  way  map  to  the  engineer  is  generally 
understood ;  it  is  the  property  of  the  engineering  department  and 
the  preservation  of  the  original  falls  upon  that  department  also. 
Copies  of  it,  either  tracings  or  blue  prints  are  used  in  other  depart- 
ments, and  information  useful  to  them  may  willi  propriety  be  record- 
ed on  the  original.  In  connection  with  the  right  of  way,  as  noted 
above,  the  names  of  the  different  owner-s,  together  \\iili  llu-  loiiKtli 
and  width  of  right  of  way,  and  acreage  should  be  rmted  un  the 
respective  properties  and  also  the  dimensions  and  acreage  of  land 
acquired  outside  of  the  right  of  way.  Also,  the  location  of  farm 
crossings,  cattle  passes,  culverts,  bridges,  etc.,  should  be  nnted.  and 
information  in  regard  to  waterways  that  may  not  be  clearly  shown 
on  the  profile  might  also  be  put  on  the  map. 

All  departments  have  occasion  to  consult  the  map  at  various 
limes.  Next  to  the  engineering  dcparlment  conies  what  may  be 
termed  the  real  estate  or  land  deparlment.  The  map  is  in  constant 
use  by  the  various  employes  of  this  deparlment,  and  a  little  of  the 
draftsman's  time  spent  on  the  map  wdiile  the  notes  arc  "warm"  will 
save  hours  and  perhaps  days  in  this  department.  Even  in  a  com- 
paratively small  .system,  where  there  arc  no  outlying  lands  to  mar- 
ket, information  that  is  of  no  apparrent  value  to  llu-  engineers  save 
as  statistics  will  .save  many  a  weary  hom-  r,f  reseanh,  ICspecially 
is  this  true  when  it  becomes  necessary  to  make  relurns  to  the  asses- 
sors of  the  various  counties.  The  law  requires  not  only  a  list  of  the 
various  parcels  of  land  held  by  the  compiny  or  its  trustees,  Init  also 
a  detailed  list  of  the  tracks  and  sidings,  station  buildings,  i)!alforms, 
yarils,  shops,  etc.,  and  information  of  this  characler  may  be  shown 
on  ihe  map,  making  it  available  at  a  glance.  These  lists  have  to  be 
turned  in  at  a  specified  linre,  and  the  lists  can  be  checked  and 
changes  noted  in  a  comparatively  short  lime,  when  the  data  arc  pre- 
sented to  the  eye  graphically. 


68 


STRliET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  2- 


Another  item  that  may  appear  on  the  map  is  the  location  of  the 
road  in  the  various  school  districts,  and  the  length  and  width  or 
widths  o(  the  right  of  way,  length  of  douhle  and  single  track,  sid- 
ings, etc. ;  all  that  is  essentially  railroad  property,  and  nsed  for 
strictly  railroad  purposes,  should  be  noted. 

For  example,  referring  to  the  map  shown,  we  will  consider  that 
portion  lying  between  the  two  highways  as  entirely  within  one  school 
district.  For  the  convenience  of  those  checking  the  school  ta.\-list$ 
wc  would  make  the  following  note : 

School  District  No.  lo. 
Right  of  way 
across  parts  of  sees. 

4.  8,  and  9,  Twp.  38-N  — S'QS'x  'oo —     i'-92  acs. 

R.  9  K.  3d  P.  M. 

Yards  2.12  acs. 


14.04  acs. 
Title  in  A.  B.  C.  R.  R. 

1  )i)nlilc   track    5,090  ft. 

Side   track    2.35°" 

Yard  tracks    i.SOO  " 

Were  there  any  parcels  of  land  owned  hy  the  company,  but  not 
used  for  railroad  purposes,  we  would  note  them  under  the  above  as 
follows: 

Lands — 

1 4.32  acs. 

1 1.07  acs. 

5-39  acs. 

Title  in  B.  Blank, 
Trustee. 

I'his  gives  at  a  glance,  in  addition  to  the  information  shown  on 
the  specimen,  data  that  would  require  considerable  time  for  one  not 
familiar  with  scales  and  note  books,  to  secure. 

Now,  for  all  practical  purposes,  our  map  is  complete.  I  he  ne.\t 
thing  in  order  is  to  preserve  it  in  such  form  that  we  may  readily 
find  the  portion  we  wish  to  consult.  We  will  all  admit  that  draw- 
ings filed  flat,  are  much  handier  to  use,  and  require  less  space  than 
those  in  rolls.  In  the  case  of  right  of  way  maps,  however,  this  is 
impracticable.  I  have  suggested  making  right  of  way  maps  in  sec- 
tions for  convenience  in  handling.  This  is  also  an  advantage  when 
it  comes  to  filing  them,  as  each  section  can  be  indexed  separately 
and  its  number  used  as  a  guide  to  all  drawings  of  structures  or 
track  details  within  its  limits.  I  will  not  attempt  to  give  a  com- 
plete system  of  indexing  for  I  have  not  worked  one  out  to  my  satis- 
faction. I  believe  that  something  of  the  kind  will  be  worked  out 
finally,  that  will  give  satisfaction.  The  card  index,  in  one  of  its 
various  forms,  is  without  doubt  the  most  satisfactory  and  elastic 
that  has  been  devised.  As  for  filing  the  maps  themselves,  I  am  in 
favor  of  using  cardboard  tubes  and  a  system  of  pigeon  holes  with 
the  number  of  the  drawing  and  its  title,  condensed,  on  the  cover. 
This  protects  the  drawings  and  at  the  same  time  makes  it  easy  to 
find,  as  it  is  not  necessary  to  handle  a  number  of  drawings  to  find 
the  one  wanted.  Time  in  the  modern  office  is  money,  and  the  sim- 
plest method,  easy  of  access  and  of  comprehension,  is  always  the 
best. 


EXTENSION  OF  FUNERAL  CAR  SERVICE  AT 
DETROIT. 


For  several  years  the  Detroit  United  Ry.  has  been  giving  a  funeral 
car  service  to  cemeteries  located  on  its  city  and  suburban  lines.  In- 
asmuch as  the  car  assigned  to  this  service  was  a  short,  single  truck 
car,  some  difficulty  was  experienced  in  operating  it  over  the  subur- 
ban and  inlerurban  tracks,  and  as  the  number  of  calls  for  the  car  to 
go  out  to  the  suburban  cemeteries  has  constantly  increased,  the  com- 
pany recently  built  a  new  double  truck  car  intended  exclusively  for 
funeral  purposes  and  suitable  for  city,  suburban  or  interurbau  serv- 
ice. The  car  went  into  service  Nov.  12,  1902,  and  Mr.  John  H.  Fry, 
assistant  general  passenger  agent  for  the  Detroit  companies,  writes 
us  that  it  is  in  use  on  an  average  of  four  days  a  week.  Frequently 
applications  for  the  use  of  the  car  arc  received  from  two  different 
parties  for  the  same  day. 


The  funeral  car  is  50  ft.  in  length  over  all.  The  interior  is  divided 
into  tv\'0  parts,  the  forward  com|>arlmcnt  being  for  the  reception  of 
the  casket ;  the  rear  compartment  is  for  the  accommodation  of  the 
funeral  party. 

The  forward  or  casket  compartment  has  a  door  on  each  side 
which  drops  down  from  the  outside  of  the  car  to  receive  the  casket 
which  is  put  in  sidcwise,  there  being  small  steel  rollers  sunk  in  the 
floor  to  facilitate  the  movement.  The  other  portion  of  the  car  is 
fitted  up  with  cross  seals  and  center  aisle.     This  arrangement   is 


,-rr5»?*fyw«r 


EXTERIIIK  VIKW  iiK  H  NKKAl,  lAK  AT  OKTKnlT,  SHOWING  OPEN 
INC  FOR  RECEIVING   CASKET, 

somewhat  similar  to  the  funeral  car  used  at  Baltimore  and  described 
in  the  "Review"  for  Dec.  15,  1900,  page  703. 

The  seats  are  upholstered  in  green  plush  and  will  accommodate 
comfortably  34  persons.  The  interior  is  finished  in  cherry.  The  ceil- 
ing and  panels  are  pale  green  with  gold  borders  and  stenciling  and 
the  windows  arc  plate  glass.  There  arc  three  clusters  of  incandes- 
cent lamps  in  the  ceiling.  Push  buttons  are  provided  at  each  seat 
and  at  all  other  parts  of  the  car  where  necessary.  The  exterior  is 
painted  a  deep  black,  ornamented  with  gold  stripes.  The  car  is 
equipped  with  four  50-h.  p.  steel  motors. 

The  rate  charged  for  the  funeral  c.ir  for  round  trip  service  to 
cemeteries  reached  by  the  city  lines  is  $15.    For  round  trip  service 


INTERUiK  OF  CAR.  SHOWIXl.  SEATINi;  COMl'AKT.ME.NT  I.N  FORE- 
C.ROUND  AND  CASKET  ROOM   IN  BACKGROUNII. 

to  cemeteries  in  the  immediate  suburbs  of  Detroit,  the  charge  is  $20. 
For  round  trips  to  points  on  the  interurban  lines  the  charge  varies 
from  $25  to  $60,  according  to  distance. 

When  the  car  was  placed  in  service  the  company  issued  a  cir- 
cular giving  a  full  description  of  it,  and  quoting  the  rates  for  city 
and  interurban  service.  This  circular  was  sent  to  all  undertakers  in 
the  city  and  also  to  towns  located  on  the  interurban  lines.  The  sys- 
tem meets  with  the  hearty  approbation  of  the  undertakers  and  is 
popular  with  the  public.  The  car  was  designed  and  built  under  the 
supervision  of  Mr.  Thomas  Farmer,  master  mechanic. 


Americans  have  secured  a  franchise  which  calls  for  the  construc- 
tion of  275  miles  of  electric  road  connecting  Lille  with  Roubaix  and 
Tourcoring,  in  the  French  coal  region.  The  estimated  cost  of  con- 
struction is  $7,000,000.  The  power  plant  will  be  built  in  the  vicinity 
of  the  coal  mines.  John  Hayes  Hammond  and  Henry  A.  Euttent,  of 
San  Francisco,  arc  prominently  interested. 


Feb.  20,  1903  1 


STREET  RAILWAY  REVIEW. 


69 


SELECTING  CAR  BODY  COLORS. 


U  is  grautyiiig  to  note  ot  late  tile  (Jisappearaiice  of  vi\i<l.  gaiuly 
colors  wliich  have  been  idcnlificcl  with  street  cars  for  so  many 
years.  This  indicates  the  prevailing,  sensible  preference  for  quiet 
and  effective  colors  and  is  in  notable  contrast  to  the  vulgar  gaiidi- 
ness  and  display  which  arc  distasteful  to  the  educated  mind.  It 
also  shows  that  the  subject  of  body  colors  has  been  recognized  as 
worthy  of  consideration,  a  fact  that  has  doubtless  largely  contrib- 
uted to  the  present  improvements  which  have  been  inaugurated  in 
many  places.  The  relief  aflforded  by  this  change  is  very  welcome, 
and  it  is  safe  to  prophesy  that  the  prevailing  colors  of  car  bodies 
in  the  future  will  never  again  present  the  vivid  spectacle  that  would 
cause  them  to  be  mistaken  for  circus  wagons. 

It  is  astonishing  to  what  extent  a  grotesque  style  of  painting  will 
unwittingly  increase  in  popularity  as  degenerate  ideas  arc  allowed 
to  gradually  supplement  those  of  good  taste.  Memory  recalls  the 
days  when  it  was  the  height  of  the  painter's  ambition  to  produce 
the  most  startling  effects  on  car  bodies  that  could  be  designed.  .At 
that  time  cars  were  gilded  and  then  plaided  with  transparent  green 
and  carmine;  some  were  colored  w-ith  fugitive  lakes  and  cadmium, 
while  others  were  lavishly  decorated  with  designs  including  colors 
so  nnmerous  that  it  was  difficult  for  one  to  determine  the  one  in- 
tended for  the  body  color.  Considering  the  excessive  cost  of  the 
methods  employed  to  produce  these  effects  when  compared  with  the 
present  manner  of  painting  it  is  exceedingly  strange  that  they  re- 
mained in  vogue  as  long  as  they  did.  In  selecting  color  for  car 
lx)dies  fancy  should  be  subordinate  to  reason.  A  preference  for  any 
particular  color  should  not  be  shown  until  three  important  points 
have  been  considered  upon  which  satisfactory  results  depend,  namely. 
permanency,  harmony  of  color  and  shape,  and  taste  regarding  hue. 
It  is  generally  understood  that  color  coats  in  car  painting  are  not 
intended  for  protection,  the  prime  object  in  selecting  a  pigment  for 
this  purpose  being  to  secure  one  which  will  retain  a  maximum  color 
fixedness,  and  in  this  connection  it  is  well  to  remember  that  the  re- 
lation existing  between  pigment  and  color  is  pertinently  stated  in 
the  simile.  "Pigment  is  the  body,  color  is  the  soul."  If  the  pigment 
is  incapable  of  withstanding  the  attacks  of  the  elements  early  disso- 
lution must  be  expected.  The  pigment  in  this  case  remains,  but  the 
fugitive  color  departs.  To  avoid  the  possibility  of  painting  a  num- 
ber of  cars  svith  pigment  of  this  nature  it  is  wise  to  use  only  those 
pigments  which  are  known  to  be  lasting  and  to  accept  none  without 
licing  personally  assured  of  the  honesty  of  the  goods. 

This  may  seem  a  lack  of  confidence,  to  regard  all  strange  paint 
with  suspicion,  but  it  is  justifiable  considering  the  opportunities 
offered  the  unscrupulous  makers  to  incorporate  into  paint  spurious 
material  which  will  reduce  the  color  life  of  the  pigment  in  propor- 
tion to  the  quantity  of  the  adulterant  used.  For  example,  barytes 
can  be  compounded  with  chemically  pure  pigments  in  eciual  parts 
without  making  any  prcccptible  change  in  the  color,  and  in  view  of 
the  fact  that  it  would  require  the  use  of  laboratory  apparatus  to  de- 
termine the  purity  of  the  pigment  it  is  manifestly  proper  that  a 
painter,  in  order  to  protect  himself,  should  be  somewhat  conserva- 
tive in  his  ideas  when  selecting  color  material  for  car  work. 

The  average  life  of  color  on  street  cars  when  properly  prepared, 
applied  and  protected  should  be  10  or  12  years.  This,  however,  only 
applies  to  a  limited  number  of  colors  whose  permanency  has  been 
tested  and  proved  in  actual  service  to  be  reasonably  durable,  while 
those  whose  extreme  durability  may  be  depended  upon  when  sub- 
jected to  extreme  exposure  are  still  limited  to  a  very  few,  among 
which  is  one  that  may  be  mentioned  wliich  stands  pre-eminent  in 
its  class.  I  allude  to  medium  chrome  green.  From  this  pigment, 
or  rather  compound  of  pigments,  may  be  produced  hundreds  of  dif- 
ferent shades  of  green  which  are  more  or  less  permanent  in  propor- 
tion as  the  admixture  of  color  recedes  from  the  color  which  is  gen- 
erally accepted  as  the  standard.  This  offers  an  assortment  from 
which  may  \>c  selected  many  desirable  body  paints  which  will  give 
perfect  satisfaction  as  to  the  permanency  of  color.  The  Pullman 
car  color  is  another  desirable  color  which  might  be  included  in  tin- 
extremely  permanent  list  and  out  of  which  may  be  produced,  by  the 
aildition  of  green  and  golden  ochre,  many  rich  and  soft  shades  that 
will  still  retain  the  lasting  quality.  The  other  colors  that  deserve 
notice  are  golden  ochre,  if  a  light  color  is  desired,  ultra-marine  blue, 
and  luscan  red.      These  pigments   will  produce  many  hundreds  of 


different  shailcs  of  attractive  body  paints  if  judiciously  assembled 
and  properly  mixed,  and  under  normal  conditions  will  successfully 
resist  the  moisture  of  the  elements  for  a  long  period. 

riic  rapidity  with  which  the  hue  will  depart  from  all  lakes,  ver- 
mlllioii,  carmine  or  bright  yellow  pigments  when  exposed  to  the 
sun's  rays  should  cause  them  to  be  avoided  as  far  as  possible  for 
all  car  work.  No  practical  and  experienced  painter  would  consider 
these  for  body  coats  unless  forced  to  do  so  by  the  orders  of  his 
superiors. 

One  very  important  point  in  the  coloring  of  car  bodies  is  the  har- 
monizing of  color  and  shape.  Tlie  consideration  of  this  question  is 
apparently  often  omitted,  the  mistake  proceeding  generally  rather 
from  inadvertence  than  ignorance.  The  consideration  of  this  sub- 
ject, however,  opens  a  broad  field  for  improvement  along  these  lines 
which  would  be  productive  of  much  improvement  in  the  appearance 
of  the  promiscuous  variety  of  models  and  types  of  cars  that  are 
generally  included  in  the  inventory  of  a  modern  street  railway.  A 
straight  side.  50- ft.  vestibule  car  painted  in  bright  green  would,  in 
all  ])robabilily.  be  an  oliject  of  much  criticism.  Couip.irc  Ibis  willi 
one  of  the  same  type  |iaiiilcd  a  quiet  olive  green,  or  rulhn.iii  oar 
color  and  nole  the  great  iiupro\-emcnl  which  the  laller  prescnls, 
t)n  the  other  hand,  it  a  20-ft.  open  face  car  with  coiive.\  and  con- 
cave lower  panels  be  painted  Pullman  color,  it  certainly  would  mark 
the  absence  of  the  fine  appreciation  of  the  harmony  of  color  with 
the  figure  it  was  supposed  to  embellish. 

.-\s  there  is  no  fi.xed  law  that  can  be  applied  to  determine  what 
color  is  required  for  a  specific  shape,  it  remains  for  the  painter  to 
judiciously  use  the  knowledge  of  this  matter  which  he  has  derived 
from  experience. 

To  some  fortunate  people  the  gift  of  instantly  conipreheudiiig 
this  matter  of  harmony  seems  to  be  instinctive;  this  shows  in  their 
clever  arrangement  of  color  without  apparent  deliberation.  lo 
others  who  are  less  favored  the  necessity  of  thorough  study  of  color 
and  form  harmony  is  apparent. 

Certain  unwritten  laws  of  propriety  and  taste  which  regulate  the 
appropriate  use  of  color  are  without  doubt  recognized  more  fully 
by  people  of  education  and  refinement  than  by  those  who  have  not 
had  the  chances  of  developing  these  qualities.  The  inherent  inclina- 
tion of  man  in  the  savage  state  to  be  unduly  attracted  by  exceed- 
ingly bright  and  vivid  coloring  is  known,  and  these  mysterious 
tastes  can  be  traced  across  the  void  which  divides  the  higher  from 
the  lower  animals,  exerting  some  mysterious  influence  over  the  lat- 
ter. Deer,  for  instance,  have  been  known  to  lose  their  lives  in  order 
to  gain  a  nearer  view  of  the  hunter's  red  blanket  used  for  a  decoy, 
while  other  cases  can  be  cited  where  animals  have  been  unnaturally 
excited  at  the  appearance  of  unusually  bright  colors.  Beginning  at 
the  lowest  point  of  intelligence  in  the  human  family,  there  exists 
an  uncontrollable  eagerness  for  vivid  colors  which  greatly  dimin- 
ishes with  advancing  stages  of  civilization  until  it  largely  disap- 
pears when  civilization  reaches  its  highest  development.  This  fact 
should  be  accepted  as  an  indication  at  least  that  there  is  a  natural 
law  in  regard  to  the  proper  use  of  color,  and  reason  prompts  that 
its  precepts  should  be  regarded. 

This  natural  law  can  nowhere  bo  bollor  fultillod  than  in  Us  .ippli- 
calion  lo  the  subject  in  hand.  Nowhere  is  there  more  need  ot  its 
subtle  or  forceful  iiiHuence  than  in  the  arrangement  ot  colors  on 
the  most  conspicuous  objects  in  our  city  streets.  The  indication' 
lliat  these  principles  are  being  followed  marks  the  intelligence  of 
the  designer,  while  the  failure  to  meet  the  precepts  of  this  law  pro- 
duces an  object  of  deservedly  adverse  criticism.  V.   II. 


It  i^  ropoited  from  Springfield,  Mass.,  that  scarcity  of  coal  has 
conipollod  the  ourlaihneiit  of  street  car  service.  Similar  reports 
coiiu-  from  .\^hl,ibu!.i,  ( )..  am!  .Mtoona,  Pa. 


riie  .■\ul)urn  (N.  Y.)  City  Railway  Co.  notified  all  its  i-oiiduclors 
and  molormen  lo  report  lo  the  company's  ofiice  at  12  o'clock,  on  the 
night  of  January  19th.  They  were  met  there  by  Pres.  C.  D.  Heche, 
who  invited  them  across  the  way  to  a  baiii|uol,  wliioli  had  been  pre- 
pared.    After  the  banquet   Mr.   Heche  announced  that  the  company 

had  decided  to  give  the  men  an  increase  in  pay,  ranging  froi lo 

20  per  cent.  The  increase  is  to  dale  from  January  isl.  Ilio  nun 
extended  a  vole  of  thanks  to  Prosidout  Hoelio  ami  tlio  oIIut  ofll 
cers  of  the  company. 


70 


STREET  RAILWAY  REVIEW. 


IVoL.  XIll.  No.  2- 


THEAMERICAN  RAILWAY  MECHANICAL  AND 
ELECTRICAL    ASSOCIATION. 


'\\\v  street  aiul  iiitcriirlKin  railway  interests  of  the  country  are  to 
be  heartily  congratulated  upon  the  work  accomplished  at  the  meet- 
ing held  in  Cleveland,  l-'cbruary  l6th,  which  resulted  in  the  organ- 
ization of  the  American  Railway  Mechanical  and  Electrical  Associ- 
ation. This  association  to  a  large  extent  owes  its  heing  to  the 
energy  of  Mr.  Thomas  Farmer,  of  the  Detroit  United  Ry.,  who 
l*H>k  the  preliminary  steps  to  effect  such  an  organization  at  the 
A.  S.  R.  A.  convention  in  Detroit  last  October,  and  the  new  asso- 
ciation has  fittingly  honored  Mr.  Farmer  in  making  him  the  first 
president. 

The  dispatch  with  which  the  association  effected  its  permanent 
organization,  fornudated  constitution  and  by-laws  and  elected  offi- 
cers, augurs  well  for  its  success,  and  the  wide  extent  of  territory 
represented  by  the  master  mechanics,  chief  engineers  and  electrical 
engineers  who  answered  the  call  for  the  organization  meeting  gives 
assurance  that  the  need  for  such  association  is  recognized  in  all 
l>arts  of  the  country.  It  is  certain  to  receive  the  hearty  support  of 
the  street  railway  companies  and  of  the  parent  association — the 
A.  S.  R.  A.,  for  the  new  association  will  develop  a  special  field  of 
its  own  just  as  the  Accountants'  Association  has  done,  and  permit 
discussion  of  engineering  subjects  to  be  transferred  from  the  floor 
of  the  more  general  association  to  a  forum  where  all  instead  of 
only  a  few  are  deeply  interested  in  the  subjects  to  be  considered. 

Questions  of  slandardivcation.  interchange  of  cars  between  steam 
and  electric  railroads,  and  between  city  and  interurban  electric  lines, 
and  similar  matters  peculiarly  within  the  knowledge  of  the  mechani- 
cal and  electrical  engineering  departments,  which  were  suggested  by 
various  speakers  at  the  meeting,  need  only  be  mentioned  to  render 
evident  the  field  that  is  open  for  such  an  association. 

The  meeting  was  called  to  order  at  the  Hotel  Ilollenden,  Cleve- 
land, February  i6th,  at  lo  a.  m.,  Mr.  Farmer  being  chosen  chairman 
of  the  meeting  and  Mr.  Mower,  secretary. 

The  companies  represented  at  the  organization  meeting  were : 

Detroit  United  Ry.,  by  Thomas  Farmer,  superintendent  of  motive 
power,  and  S.  W.  Mower. 

Boston  Elevated  Ry..  by  C.  F.  Baker,  superintendent  of  motive 
|K>wer  and  machinery. 

Rochester  (N.  Y.)  Railway  Co.,  by  Alfred  Green,  master  me- 
chanic, and  R.  E.  Danforth,  superintendent. 

Cleveland  Electric  Ry..  by  D.  F.  Carver,  chief  engineer. 

Northern  Ohio  Traction  &  Light  Co.,  Akron,  O.,  by  W.  Roberts, 
master  mechanic. 

Grand  Rapids  (Mich.)  Railway  Co.,  by  W.  W.  Annablo.  master 
mechanic. 

United  Railways  &  Electric  Co.,  Baltimore.  Md..  by  11.  H.  .\dams. 
superintendent  of  shops. 

Toledo  Railway  &  Light  Co.,  by  C.  A.  Brown,  master  mechanic. 

Milwaukee  Electric  Railway  &  Light  Co.,  by  E.  W.  Olds,  superin- 
tendent of  rolling  stock. 

International  Railway  Co.,  Buffalo,  N.  Y.,  by  J.  Millar,  superin- 
tendent of  rolling  stock. 

St.  Louis  Transit  Co.,  by  W.  O.  Mundy.  master  mechanic. 

Scranton  (Pa.)  Railway  Co.,  by  T.  J.  Mullen,  master  mechanic. 

Lake  Shore  Electric  Railway  Co..  Toledo,  by  F.  Heckler,  master 
mechanic. 

Afessrs.  Adams.  Carver.  Green  and  Olds,  with  the  chair  as  chair- 
man, were  constituted  a  committe  to  draft  a  constitution  and  by- 
laws for  the  association,  and  the  meeting  then  adjourned. 

The  afternoon  session  was  called  to  order  at  2:30  p.  m.  and  the 
committee  on  constitution  and  by-laws  made  its  report,  submitting 
a  draft  which  was  thoroughly  discussed  by  the  meeting. 

The  constitution  and  by-laws  as  finally  adopted  arc  as  follows: 

CONSTITUTION. 
I.     NAME. 
Till'  name  of  lltLs  asHuriation  .shall  be  "The  American  Railway  Mc- 
chanlral    and    KleclrWal    .\}«so<-ia)lon.    an<l    Its    office    shall    be    at    the 
place  where  the  Secrt'lary  rt*si<l*i*. 

II.     OBJECT. 
The   object    of   this    AHSociatUm    will    be    the    acquisition    of   experi- 
mental, statistical,  sclentinc  and  practical  knowledge  relating   to  the 
construction,   equipment  and  operation  of  street  and   Interurban   rail- 
wa  ys. 

III.    MEMBERS. 
1,    The  active  Members  of  this   .\ssoclatlon  shall   consist   c)f   Ameri- 
can railway  companies,   or  lessees,   or  Individual  owners  of  railways, 
and  each  member  shall  be  entitled  to  one  vole  by  delegates  present- 
ing proper  credentials. 


Ill  di-piirlment  of  a  nill< 
McmlMT  of   thiH  Boclely 
p'f  voting. 

*■■  rs    may    l»eronie 

I  tlun    of    ill    least 

ii|>loyt-d,    and    orif 

,^  lUges  excfpt   that 


::.  Thr  head  «>f  any  mtrhaiihal  *>r  il)!  iii< 
way  i-ompuny  may  !«•  i-l«t  i<-d  an  Assoelali 
anil   will   tie  enlltlid    !•>   all    iMKIh-ges.    •xcopt    fh: 

:i.    other  rmployi's   lutt   cllglltle  an  Ass"  " 
•*IIk1I<1<-   tn   Junlur   mi-mherHhlp    n|Min    IIh*    i 
lino   nflhlat   of    the    company    by    wblih    1 1 
AHHiH'laU-   Menitier:   and  shall   be   entitled    i<> 
nf   voting. 

4.    Tfi-hnleal    iterlndlcals   shall    be   eligible    lo    honorary    memberohlp 
upon   recommendation  of  the   Execullve   Committee. 
IV.     AMENOMENT. 

This  constitution  may  l>c  umended  by   (wu-thlrds  vote  of  the  mem- 
Ihth   present  ut   a  regular  meeting   after   thirty   days*    notice   thereof 
has  l>een  given  to  each  member  In  writing  by   the  Secretary. 
BV-I.A\V8. 
I.     AIM'MCATIONS 

Every  applicant  for  membership  shall  signify  the  same  In  writing 
to  the  Secretary,  enclosing  the  reipilstte  fee.  and  shall  sign  the  Con- 
stitution and  By-I<aws. 

2.    OKEKMCRS    AND    EXECUTIVE    COMMITTEE. 

The  ortlcers  shiill  consist  of  n  Pn'sldenl.  three  Vice-Presidents,  a 
Secretar>'  ami  Treasurer,  and  fmir  others,  who  shall  constitute  the 
Executive  Committee.  The  Executive  Committee  shall  have  ihc  en- 
tire charge  and  management  of  the  affairs  of  the  As.soclatlon.  The 
officers  and  Exeiull\c  <_'ommlttee  shall  be  elected  by  ballot  at  each 
regular  meellng  of  the  Association,  and  shall  hold  office  until  their 
successors  shall  be  elected.  The  duties  of  Secretary  and  Treasurer 
shall  be  i)erformed  by  the  same  i>erson. 

3.     DUTIES  OF  OFFKTCRS. 

The  officers  of  the  Association  shall  assume  their  duties  immedi- 
ately after  the  close  of  the  meeting  at  which  they  are  elected.  They 
shall  hold  meetings  at  the  call  of  the  President  or.  In  his  absence,  at 
the  call  of  the  Vice-Presidents.  In  their  order,  and  make  arrange- 
ments for  carrying  out  the  objects  of  the  Association. 
4.     PRESIDENT. 

The  President.   If  present,  or  In  his  absence  one  of  the  Vice-Presi- 
dents.  In   their  order.  If  present,  shall  preside  at  all  meetings  of  the 
Association   and  of   the  Executive   Committee. 
5.    TREASURER. 

The  duties  of  the  Treasurer  shall  be  to  receive  and  safely  keep  all 
moneys  of  the  Association:  keep  correct  account  of  the  same,  aod 
pay  all  bills  approved  by  the  President,  and  he  shall  make  an  annual 
report  to  be  submitted  to  the  Association.  He  shall  give  a  bond  lo 
the  President  in  such  sum  and  with  such  sureties  as  shall  be  ap- 
proved  by   the   Executive  Committee. 

G.     SECRETARY. 

The  duties  of  the  Secretary  shall  be  to  take  minutes  of  all  proceed- 
ings of  the  Association  and  of  the  Executive  Committee  and  enter 
them  In  proper  books  for  the  puri>ose.  He  sliall  conduct  the  corre- 
spondence of  the  Association,  read  minutes  and  notices  of  all  meet- 
ings, and  also  papers  and  communications.  If  the  authors  wish  it. 
and  perform  whatever  duties  may  be  required  in  the  Constitution  and 
Ry-I-aws  appertaining  to  his  department.  He  shall  I>e  paid  a  salary 
to  be  fixed  by  the  Executive  Committee. 

7.    MEETINGS. 

The  regular  meetings  of  this  Association  shall  convene  at  the  same 
place  as  the  American  Street  Railway  Association,  and  one  day  In 
advance  of  the  meeting  of  that  ,\.ssoclation.  Notice  of  every  meeting 
shall  be  given  by  the  Secretary  In  a  circular  addressed  to  each  mem- 
ber at  least  thirty  days  before  the  time  of  meeting.  Ten  members 
shall  constitute  a  quorum  of  anv  meeting. 

8.    ORDER  OF  BUSINESS. 

At  the  regular  meeting  of  the  Association  the  order  of  business 
shall  he: 

1.  The  reading  of  the  minutes  of  the  last   meeting. 

2.  The  address  of  the  President. 

Z.    The  report  of   the  Executive  Committee   on    the   management  of 
the  Association  during  the  previous  year. 
•1.    The  report  of  the  Treasurer. 
.V    Report  of  special  committees, 
fi.    The  election  of  officers. 

7.  The  reading  and  discussion  of  papers  of  wliich  notice  has  been 
given  to  the  Secretary  at  least  thirty  days  prior  to  the  meeting. 

8.  General  business. 

9.    ORDER  OF  BUSINESS-SPECIAL,. 

At  other  general  meetings  of  the  Association  the  order  of  business 
shall  be  the  same,  except  as  to  the  third,  fourth  and  sixth  clauses. 
lA.    NOTICES. 

The  Secretary  shall  send  notices  to  all  members  of  the  Association 
at  least  sixty  days  before  each  meeting,  mentioning  the  papers  to  be 
read  and  any  special  business  to  ho  brought  before  the  meeting. 
11.     EXECUTIVE   COMMITTEE. 

The  Executive  Committee  shall  meet  one  day  in  advance  of  each 
annual  meeting  of  the  Association,  and  on  other  occasions  when  the 
President  shall  deem  it  necessary  tipon  svich  reasonat>le  notice  speci- 
fying the  business  to  lie  attended  to.  as  the  committee  shall  by  vot« 
determine.  A  vote  of  the  Executive  Committee  may  be  taken  by  mall 
when  deemed  advisable. 

12.    VOTING. 

All  votes  except  as  herein  otherwise  provided  shall  he  by  the  up- 
lifted hand  unless  a  ballot  Is  called  for.  and  in  case  of  a  tie  a  presid- 
ing officer  mav  vote. 

1.^     READING   OF   PAPERS. 

All  papers  read  at  the  meetings  of  the  Association  must  relate  to 
matters  connected  witli  the  objects  of  the  Association  and  must 
have  the  approval  of  the  Executive  Committee  before  tielng  read. 
Persons  to  whom  subjects  are  assigned  must  signify  in  writing  their 
intention  to  prepare  the  paper  and  forward  it  to  the  Secretary  at 
least  sixty  days  previous  to  the  date  of  tiie  meeting  so  that  advance 
copies  of  the  paper  mav  be  jirinted  and  forw.Trded  to  the  members. 
14.    PAPERS.   DRAWINGS   AND    MODELS. 

All  papers,  drawings  and  models  submitted  to  the  meeting  of  the 
Association  shall  remain  the  property  of  the  Association  at  the 
option  of  the  Executive  Committee. 

ir,.    FEES. 

Active  members  shall  pay  annual  dues  of  $20.00.  payable  In  advance. 
The  Executive  Committee  shall  have  no  power  to  expend  for  any 
purpose  whatever,  an  amount  exceeding  that  received  as  hereinbe- 
fore provided  for.  It  shall  be  the  duty  of  the  members  to  pay  such 
returns  to  the  Secretary  as  shall  be  required  by  the  Execullve  Com- 
mittee. 

Associate  Members  will  pay  annual  dues  of  $i».00. 

Junior  Members  will  pav  annual  dues  of  $S.OO. 
16.     ARREARS. 

No  member  whose  annual  dues  shall  he  In  arrears  sliall  be  entitled 
to    vote. 

17.     WITHDRAWAT-. 

Any  member  may  retire  from  membership  by  giving  written  notice 
to  that  effect  to  the  Secretary,  and  the  payment  of  all  annual  dues, 
but  shall  remain  a  member  and  liable  to  the  payment  of  annual  dues 
until  such  payments  are  made  except  as  hereinafter  provided. 


Feb.  20,  looj] 


STREET  RAILWAY  REVIEW. 


71 


IS.    EXPULSION. 
A  member  may  be  expelled  from  the  Association  by  ballot  of  two- 
thirds  of  the  members  voting  at  any  regular  meeting  of  the  Associa- 
tion upon  the  written  recommendation  of  the  Executive  Committee. 
19.     RULES  OF  ORDER. 
All  rules  not  provided  for  in  these   By-Laws  shall  be   those  found 
in  Roberts"  Rules  of  Order. 

20.    ASIE.VDMENT. 
Notice   of  all   propositions   for   adding    to    or   altering   an>-    of    these 
By-l^aws  shall  be  given  to  the  members  of  the  Association  at   least 
thirty  days  before  the  meeting  at  which  they  are  to  be  acted  upon. 
21.     COPY   OF  CONSTITUTION   AND   BY-LAWS. 
Each   member  of   the   Association  shall   be   furnished   by    the   Secre- 
tary with  u  copy  of  the  Constitution  and  By-Laws  of  the  Association 
and  also  a  list  of  the  members. 

The  association  then  proceeded  to  the  election  of  otiicei's,  who 
were  chosen  as  follows : 

President,  Thomas  Farmer,  superimciident  of  motive  power,  De- 
troit United  Ry.,  Detroit,  Mich. 

First  Vice-President,  E.  W.  Olds,  superintendent  rolling  stock, 
Milwaukee  Electric  Ry.  &  Light  Co.,  Milwaukee,  Wis. 

Second  Vice-President,  Alfred  Green,  master  mechanic,  Rochester 
&  Sodus  Bay  Railway  Co.,  Rochester,  N.  Y. 

Third  Vice-President,  C.  F.  Baker,  superintendent  motive  power 
and  machinery,  Boston  Elevated  Railway  Co.,  Boston,  Mass. 

Secretary  and  Treasurer,  Walter  Mower,  Detroit  United  Ry.,  De- 
troit, Mich. 

Executive  Committee :     The  officers  and — 

W.  O.  Mundy,  master  mechanic,  St.  Louis  Transit  Co.,  St.  Louis, 
Mo. 

T.  J.  Mullen,  master  mechanic,  ScraiUon  Railway  Co.,  Scrantoii, 
Pa. 

H.  H.  Adams,  master  mechanic,  United  Railways  &  Electric  Co., 
Baltimore,  Md. 

D.  F.  Carver,  chief  electrician,  Cleveland  Electric  Railway  Co., 
Cleveland,  O. 

The  secretary  then  read  applications  for  membership  from  the  fol- 
lowing companies  which  were  not  represented  at  the  meeting: 

Worcester  Consolidated  Street  Railway  Co.,  Worcester,  Mass. 

Chicago  City  Railway  Co. 

Santa  Barbara   (Cal.)   Consolidated  Street  Railway  Co. 

Mobile  (Ala.)  Light  &  Railway  Co. 

After  receiving  applications  for  associate  membership  from  the 
delegates  of  companies  represented,  the  association  adjourned  to 
meet  at  the  time  of  the  next  A.  S.  R.  A.  conventioil  as  specified  in 
the  by-laws. 

At  a  meeting  of  the  executive  committee  immediately  following 
the  "Street  Railway  Review,"  the  Street  Railway  Journal,  and  the 
Western  Electrician  were  chosen  honorary  members  of  the  .Ameri- 
can Railway  Mchanical  and  Electrical  Association. 

Extremely  pleasant  and  heartily  appreciated  features  of  the  meet- 
ing were  the  entertainments  extended  to  the  association  by  the  sup- 
plymen.  Lunch  was  served  at  the  Century  Club  at  i  -.30  p.  m.,  plates 
being  laid  for  32.  At  this  the  following  gentlemen  were  hosts: 
II.  N.  Ransom,  Christenscn  Engineering  Co.,  Cleveland ;  W.  R. 
Kerschner,  Columbia  Machine  Works,  Brooklyn;  W.  D.  Ray,  West- 
inghouse  Traction  Brake  Co.,  Detroit ;  J.  E.  Eldred,  Jr.,  Christensen 
Engineering  Co. ;  M.  S.  F.  Yates,  New  Haven  Car  Register  Co. ;  C. 
T.  Smith,  Chicago  Pneumatic  Tool  Co. ;  George  S.  Hastings,  Cleve- 
land; F.  E.  Green,  Westinghousc  Traction  Brake  Co.;  D.  B.  Dean, 
J.  G.  Brill  Co. ;  F.  A.  Elmquist,  Sherwin-Williams  Co. ;  E.  F.  Wick- 
wire,  Sterling-Mcaker  Co.,  New  York;  F.  C.  Randall,  Christensen 
Engineering  Co.,  New  York ;  C.  N.  Lcet,  Christensen  Engineering 
Co.;  II.  E.  Ackerly,  American  Car  Seat  Co.;  J.  W.  Paterson,  Amer- 
ican Car  &  Ship  Hardware  Manufacturing  Co.,  New  Castle,  Pa.; 
C.  P.  Tolman. 

In  the  evening  the  supplymen  were  hosts  at  a  theater  parly. 

The  Cleveland  Electric  Railway  Co.  placed  a  special  car  at  the 
disposal  of  delegates  who  wished  to  "sec  Cleveland,"  a  courtesy  that 
was  much  appreciated. 


of  an  official  coupon  passbook  and  which  was  designed  by  Miss  L. 
M.  Taft,  chairman  of  the  entertainment  committee.  The  pro- 
gramme included  an  address  of  welcome  by  Mr.  T.  J.  NichoU  and 
musical  selections,  both  vocal  and  instrumental,  after  which  a  din- 
ner was  served,  followed  by  appropriate  toasts. 


ROCHESTER  RAILWAY  REUNION. 


The  sixth  annual  reunion  of  the  olficcrs  and  clerks  of  the  Roches- 
ter Railway  Co.  was  held  Jan.  30,  IQ03.  The  occasion  was  in  honor 
of  the  completion  of  Mr.  T.  J.  Nicholl's  seventh  year  as  vice-presi- 
dent and  general  manager  of  the  company,  and  a  similar  affair  has 
Ijccn  arranged  each  year  by  the  employes.  A  unique  feature  of  the 
occasion  was  the  printing  of  the  programme  and  menu  in  the  form 


THE  ELECTRICAL  EQUIPMENT  OF  THE  NEW 
YORK  CENTRAL. 


The  New  York  Central  &  Hudson  River  Railroad  Co.  officially 
announces  the  electrical  conversion  of  its  lines  in  New  York  City  and 
vicinity  to  electricity  and  the  company  has  established  an  electrical 
commission  which  will  be  in  charge  of  the  electrical  work  to  be 
undertaken.  This  commission  consists  of  W.  J.  Wilgus,  fifth  vice- 
president  of  the  company;  Bion  J.  Arnold,  Chicago,  electrical  en- 
gineer; Frank  J.  Sprague,  New  York,  electrical  engineer;  George 
Gibbs,  New  York,  electrical  engineer,  and  A.  M.  Waitt,  superin- 
tendent of  motive  power  of  the  company.  The  force  of  electrical 
and  mechanical  engineers  for  carrying  on  the  work  will  be  in 
charge  of  Mr.  Edward  B.  Catte.  The  company's  plans  provide  for 
the  electrical  operation  of  trains  from  the  Grand  Central  Station, 
35  miles  out  on  the  Hudson  division  to  Crolon  Landing,  and  29 
miles  out  on  the  Harlem  Division  to  North  White  Plains.  On  the 
Harlem  division  the  electrical  system  will  be  installed  from  issth 
St.  to  Yonkers.  These  improvements  are  to  be  undertaken  largely 
on  the  advice  of  Mr.  B.  J.  Arnold,  whose  report  on  the  feasibility 
of  operating  trains  from  the  Grand  Central  Station  to  Mott  Haven 
Junction  was  read  last  summer  before  the  American  Institute  of 
Electrical  Engineers,  and  published  in  the  "Review"  for  July  20th, 
1902.  It  is  estimated  that  over  $20,000,000  will  be  expended  on  the 
new  work,  and  an  agreement  between  the  city  and  the  company  has 
been  made  conditioned  upon  the  railroad  company  procuring  and 
aiding  the  city  to  procure  necessary  legislation  to  permit  a  change 
of  motive  power  from  steam  to  electricity  in  the  Park  Ave.  tunnel. 
It  also  contains  the  provision  that  in  case  of  emergency,  or  break- 
downs through  trains  only  may  be  operated  by  steam  and  the 
emergency  in  each  case  to  be  determined  by  the  Mayor  of  the  city 
of  New  York.  In  case  of  break-downs  steam  may  be  used  for 
three  days,  after  which  the  railroad  company  must  pay  the  city  $500 
a  day  penalty,  unless  a  certificate  is  obtained  from  the  Mayor  that 
the  further  use  of  steam  is  justified.  The  power  house  cannot  be 
situated  on  Manhattan  Island  farther  than  two  blocks  from  the 
water  front  except  by  the  consent  of  the  Board  of  Estimate. 


INTERURBAN    LINES  AND  FARM  VALUES. 


iKKOM  THK  ROCKFOKD.'ILL.,  C.AZIiTTE.) 
1  have  been  asked  many  times  "how  I  liked  the  electric  cars  run- 
ning along  the  side  of  my  farm,"  and  did  I  consider  them  a  benefit 
or  a  damage.  I  wish  to  say  that  no  man  who  owns  a  farm  and  lives 
on  it  can  realize  the  great  advantage  it  is  to  have  an  interurban  elec- 
tric road  running  along  his  farm  every  hour.  It  is  without  a  doubt 
the  greatest  benefit  he  has  ever  known  and  practically  places  the 
farmer  right  in  town.  So  well  satisfied  was  I  when  the  matter  was 
first  talked  of  regarding  the  Rockford,  Beloit  &  Janesville  inter- 
urban road,  that  when  I  was  approached  for  the  right  of  way  along 
my  farm,  which  would  take  a  strip  of  land  off  the  farm  33  ft.  wide 
the  length  of  the  farm,  that  I  said  at  once  they  could  have  the 
land  for  nothing  and  I  would  then  be  well  paid.  Yet  I  never  real- 
ized till  the  road  was  built  and  cars  running  what  a  benefit  it  would 
be  to  me  as  a  farmer.  With  my  telephone  and  morning  delivery  of 
mail  I  am  belter  situated  than  if  t  lived  in  town,  having  al)out  all 
llic  benefits  of  the  city  and  none  of  its  disadvanl.ages.  If  one  wishes 
to  attend  a  lecture-in  Rockford  or  Beloit,  or  go  to  the  opera  house 
or  to  church,  he  is  but  20  to  30  minutes  from  the  city.  If  one 
has  sickness,  a  telephone  message  to  Rockford  brings  a  physician 
on  the  next  car.  Or  a  need  from  the  shop,  or  store  and  a  telephone 
message  and  the  next  car  brings  yon  what  you  order.  Yes,  sir,  the 
eleclric  road  is  with  us  a  necessity,  and  a  check  for  $2,000  would  be 
no  temptation  to  have  it  taken  away.  To  my  farms  it  is  worth  $20 
per  acre  benefit,  and  one  farm  on  this  line  has  sold  for  $20  per  acre 
iiieirr  ih.in  ilie  man  asked  for  it  before  llic  mail  w;i'.  buill.  This  is 
my  i)|iiiiion  of  the  interurban  railway. 
Koscoe,  111.  A.  J.  Lovcjoy. 


STREET  RAILWAY  REVIEW. 


(Vol.  XI 11.  No.  2 


INTERURBAN    RAILWAY  &  TERMINAL  STA- 
TION  AT  CINCINNATI. 


dm-  of  ihc  |{rtali~i  .iilv;iiU.igcs  of  llic  ckclric  railway  in  com- 
pi'liiiK  with  tlu'  'ilt'ani  railroa<ls  for  passi'ti^vr  iralVic  lii'«  in  tin-  ability 
of  till'  I'liTtric  railway  to  use  for  its  passenger  lerniinals  the  street 
railu.iy  traeks  of  llie  various  cities  and  towns  which  it  connects. 
Those  inlereslecl  in  interurhan  electric  railway  properties  have  al- 
w.iys  fully  appreciated  the  advantage,  or  even  the  necessity,  of  hav- 
ing working  agreeinenls  with  the  urhan  coni)Kinies,  and  in  niovt 
instances  there  has  heen  little  diHiculty  in  making  ainicahle  arrange 
fucnts  for  the  joint  use  of  tracks  in  the  terminal  city. 

With  the  extension  of  interurhan  electric  systems  the  need  foi 
terminal  huildings  has  hccome  greater,  especially  so  since  the  inter- 
urhan lines  have  very  generally  un<lerlaken  to  handle  light  freight 
and  express  matter.  Such  a  business  demands  freight  houses  and 
transfer  stations,  and  in  a  ninnher  of  cities  recognized  as  electric 
inlernrlian  railway  centers  special  terniinals,  usually  in  the  way  of 
iniion  stations  for  the  use  of  all  interurhan  lines  entering  the  city, 
have  heen  huill  or  planned.  W'c  have  in  mind,  Detroit,  Toledo,  and 
Cleveland  as  being  among  the  first  to  arrange  for  such  terminals. 

In  the  "Review"  for  January  aMuonncemenl  was  made  concerning 
the  plans  of  the  Indianapolis  Traction  &  Terminal  Co.  for  a  union 
electric  railway  station,  and  in  this  article  is  described  the  terminal 
and  freight  handling  system  for  the  interurhan  electric  railways  en- 
tering Cincinnati.  This  building  is  the  idea  of  Mr.  G.  R.  Scrugham. 
who  is  president  and  general  manager  of  the  Interurhan  Railway  & 
Terminal  Co.,  of  Cincinnati,  which  comprises  the  Cincinnati  &  East- 
ern Electric  Ry.,  the  Suburban  Traction  Co.,  the  Rapid  Railway  Co.. 
and  the  Interurhan    Terminal  Co. 

Of  the  three  railway  properties  consolidated  to  form  the  Inter- 
urhan Railway  &  Terminal  Co..  the  Cinciimati  &  Eastern  connected 
Cincinnati  and  New  Richiuond,  O.,  22  miles  southeast;  the  Sub 
urban  Traction  coiuiected  with  Bethel  and  Balavia,  28  miles  iioiih 
east,  and  the  Rapid  Railway  with  Lebanon.  ,^2  miles  north.  Tlu 
total  length  of  Hack  outside  of  Cinciiniali  is  Sj  miles,  14  miles  being 
double   track. 

The  three  railways  which  the  interests  of  the  Interurhan  Rail- 
way &  Terminal  Co,  are  constructing  (outside  of  the  city  and  vil- 
lages) for  the  most  part  own  their  rights  of  way,  which  consist  of 
turnpike  and  toll-roads,  that  have  been  purchased.  In  such  cases 
a  wagon  road  is  left  parallel  with  the_ tracks.  The  remaining  por- 
tion of  the  right  of  way  was  purchased  or  condemned  through  town 
lots,  farms,  etc. 

The  Cincinnati  &  Eastern  division  operates  southeast  from  Cincin- 
nati, through  the  new  Water  Works  grounds  (on  which  the  city  of 
Cincinnati  is  expending  about  nine  million  dollars),  through  the 
town  of  California,  to  Coney  Island,  the  largest  pleasure  resort  in 
the  west  :  thence  throngli   a  number  of  villages,  to  New   Richmond. 


The  Rapid  Railway  division  operates  north  from  Cincinnati, 
through  a  contimious  line  of  suburban  villages,  a  large  majority  uf 
the  population  uf  which  are  commuters,  who  have  had  to  depend 
upon  the  steam  railroa<l  operated  in  this  territory. 

Experience  has   been   that   an   electric   railway   operating   in   such 


INTERl'RB.W  TICRMIN.VL  STATION.  CINCIXNATr 

territory  as  this  will  not  oidy  carry  the  existing  traffic,  hut  will  also 
largely  develop  ami  increase  the  traffic  between  suburban  towns  and 
the  city,  and  belween  the  towns  themselves. 

'The  street    railwav   tracks  of  the  Cinciimati   'Traction   Co.   have  a 


PLAN  OF  FII*ST  FLOOR  OF  TERMINAL  STATION. 


This  road  follows  very  closely  the  line  of  the  Ohio  River,  m.nking 
a  very  popular  and  picturesque  pleasure  ride. 

The  Suburban  Traction  division  operates  northeast  of  Cincinnati. 
and  serves  a  district  largely  cultivated  as  market  gardens,  the  pro- 
duce of  which  has  heretofore  been  hauled  to  the  city  by  wagons, 
as  there  are  no  convenient  railway  facilities. 


gauge  of  s  ft.  2^<  in.,  and  the  interurhan  roads  mentioned,  as  well 
as  the  Mill  Creek  Valley  Street  Ry.,  which  operates  northwest  to 
Hamilton,  a  distance  of  18  miles,  are  constructed  with  the  same 
gage.  Other  roads  will  use  the  same  terminal  later.  The  basis  for 
payment  for  the  use  of  the  terminal  station  will  be  according  to  the 
number  of  cars  operated  and  the  amount  of  freight  handled. 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


73 


The  terminal  station,  which  was  opened  for  use  the  second  week 
in  February,  but  will  not  be  entirely  completed  before  .-Vpril  ne.Nt, 
is  without  doubt  the  most  elaborate  structure  of  tins  kind  yet  erected 
exclusively  for  electric  railways. 

The  station  is  situated  on  Sycamore  Si.  lietween  Foiirtli  and  Fifth, 
being  within  one  block  of  Government  Square,  which  is  practically 
the  center  of  Cincinnati.  The  depot  is  a  six-story  building,  60  ft. 
front  X  160  ft.  deep,  with  a  freight  shed  in  the  rear  60  x  60  ft.,  ex- 
tending to  an  alley.  The  first  floor  is  for  the  cars,  passenger  waiting 
room,  freight  receiving  room.  etc.  A  single  track  will  enter  the 
building,  but  inside  there  will  be  a  storage  track  connected  by  a 
cross-over  for  the  handling  of  freight. 

Reference  to  the  plans  herewith  will  make  plain  the  arrangcnuiU 
The  general  waiting  room  on  the  ground  floor  is  30  -x  60  ft.;  in  the 
rear  is  a  ladies"  waiting  room,  a4  x  40  ft.  These  waiting  rooms  are 
finished  with  tiled  floors,  marble  wainscoting  and  all  modern  con- 
veniences. The  upper  floors  are  all  arranged  similarly  to  the  second 
floor  and  arc  intended  to  accommodate  special  offices  of  the  railways 
using  the  station.  Partitions  can  be  changed,  however,  to  suit  the 
convenience  of  different  companies.  These  offices  are  served  by  a 
passenger  elevator  at  the  front  of  ihe  Imilding  and  a  large  freight 
elevator  in  the  rear. 

The  building  is  a  brick  and  steel  structure,  with  Bedford  stone 
front  abc:i\o  the  first   fli:tiir.  and  a  granite  front  on  the  ground   floor. 


MASSACHUSETTS  NOTES. 


There  are  all  .sorts  i)f  liills  before  the  present  legislature  in  regard 
lo  the  operations  of  street  railways,  so  many  in  fact  and  all  coming 
in  at  lino  lime,  ihal  it  is  impossible  to  enumerate  Iheni  all.  .'\t  the 
present  time  the  one  that  seems  the  most  likely  to  receive  favorable 
consideration  is  one  lo  give  the  necessary  authority  to  the  railroad 
commissioners  to  regulate  the  speed  of  trolley  cars.  This  has  back 
of  it  the  endorsement  of  the  governor  and  the  commissioners  them- 
selves, and  back  of  all  this,  the  accident  lo  the  iiresidential  party  in 
Piltsfield  last  fall. 

rile  law  of  last  year  liy  \\liicii  ihc  railroad  commissioners  have 
lo  aiiprovc  all  grams  nt  local  Ijoards  is  attacked  by  a  petition  and 
hill  to  have  this  law  repealed.  There  has  been  no  hearing  as  yet 
on  this  matter  and  it  is  impossible  to  state  how  much  force  there 
is  back  of  it.  Its  success  is  doubtful,  however,  for  llie  present  ten- 
dency of  Massachusetts  legislation  is  towards  cenlralization  of  mat- 
ter in  the  hands  of  state  authorities. 

There  are  one  or  two  cases  where  companies  are  seeking  to  get 
from  the  legislature  grants  in  the  way  of  location,  etc.,  that  the 
railroad  commissioners  have  refused  them.  Some  of  the  suburban 
towns  in  the  metropolitan  section  have  majority  votes  in  favor  of 
keeping  their  roads  for  their  own  pleasure  driving  rather  than  giving 
them  to  public  use  for  trolley  cars. 


I'l.AN  OK  UPPER  FLOORS,  INTKRUKIiAN  TERMINAL  STATION,  CINCINNATI. 


and  is  to  be  equipped  with  an  independent   steam   heating,  eleclric 
light  and  elevator  plant. 

This  building  was  designed  by  Mr.  Scrugham.  The  architects 
were  Warner  &  .^dkins.  The  general  contractors  were  L.  P.  Hazen 
&  Co.,  of  Cincinnati,  and  the  sub-contractors  as  follows:  Steam 
heating  plant,  John  H.  McGowan  Co.,  Cincinnati;  elevators,  Werner 
Elevator  Co.,  Cincinnati ;  engines,  Buckeye  Engine  Co.,  Salem,  O. ; 
electric  plant,  Wcstinghouse  Co.,  steel  work,  L.  Schreiber  Sons  Co. ; 
plumbing,  Wm.  Hillenbrand  &  Co. 

It  is  the  intention  of  the  Railway  &  Terminal  Co.  to  establish 
stations  in  many  of  the  towns,  with  a  man  in  charge  to  act  as  agent 
who  will  operate  wagons  to  distribute  and  collect  goods.  The  sys- 
tem of  transporting  these  goods  on  the  cars  will  be  very  similar 
to  that  now  in  use  by  express  companies,  way  bills  being  used,  and 
a  regular  tariff  being  established. 

To  facilitate  small  shipments,  the  company  will  sell  hooks  (if 
tickets  lo  paste  on  the  packages  for  prc-|>ayment.  Small  platforms 
arc  being  built  along  the  land  side  of  the  tracks  in  front  of  the  farm 
houses,  so  that  packages,  crates  of  vegetables,  milk  cans,  etc.,  can 
be  handled  directly  from  each  farm.  For  collecting  and  distribut- 
ing freight  to  and  from  the  terminal  station  in  Ciucinnali  Ihe  com 
pany  will  operate  a  number  of  express  wagons. 

It  is  proposed  to  operate  regular  passenger  cars  on  a  schedule 
varying  from  15  minutes  to  one  hour,  through  combination  cars 
which  will  liandle  light  freight  every  hour,  and  large  double  truck 
baggage  cars  to  be  run  at  night  for  the  handling  of  heavy  freight 
and  large  shipments  to  Ih;  distributed  from  the  depots  in  the  towns 
through  which  the  roads  operate. 

<»» 

The  I'ilchburg  &  Leominster  Street  Railway  C".,  of  Filchbnrg, 
Mass.,  is  seeking  permission  to  carry  freight  on  its  lines. 


I'here  are  one  or  two  companies  seeking  charters  with  more  privi- 
leges than  the  commissioners  can  give  under  the  general  law.  These 
are  lines  in  the  hill  towns  of  the  western  part  of  the  stale  and  "down 
on  Cape  Cod."  In  these  cases  the  claim  is  that  the  territory  is  so 
.sparsely  settled  that  a  road  cannot  live  unless  it  can  sell  electricity 
for  light  and  power,  make  physical  connections  with  ihe  railroads 
at  each  end  of  the  line  and  handle  freighl  iiji  and  down,  do  an  ex- 
press business,  etc.  The  street  railway  commiltee  has  already  given 
a  hearing  on  one  petition  of  this  kind,  and  heard  many  earnest 
pleas  from  leading  men  of  the  hill  towns  communities  lo  "give  them 
somelhing  in  the  way  of  connection  with  the  DUlside  world  and  not 
make  them  travel  12  nr  14  miles  in  a  .stage  coach  the  way  their 
grandfathers  did." 

In  fact  the  cominillee  has  taken  a  .^0  mile  drive  through  a  minilKT 
iif  these  communilie.s,  has  given  a  hearing  in  a  central  borough  and 
has  come  hack  with  a  prelly  clear  conviction  that  something  ought 
lo  be  done  to  help  llmse  people  who  are  .so  eanieslly  tryi"S  '"  l'<-''P 
themselves. 

Another  impiirtaiil  inalUr  is  a  petilion  ivmu  nnc  iif  the  impiirlani 
railroad  lines  of  the  slate  that  it  be  allowed  to  buy  stock  in  street 
railw.'iy  companies.     This  is  supposed  lo  mean  a  consolidation. 

Rob. 


The  Maiili.Lllaii  Railway  Co.,  of  New  York,  h.is  paid  Ihe  cily 
$2,I4rt,.SOO  in  liii.il  siltlement  of  claims  fcir  taxes  amounling  In 
$.^,000,000,  thus  ending  a  litigation  which  beg.an  in  1894. 


The  Winnebagn  Traclion  Co.  of  Oshkosh,  Wis.,  has  experienced 
considerable  difficnlly  in  keeping  ils  inlerurban  lines  open,  on  ac- 
count of  drifting  snow.  Storm  fences  may  be  creeled  al  Ihe  worst 
points  next  winter. 


74 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  2- 


PUBLI3HCO    OM    TME    20rH   OP    BACH    MONTH. 

WINDSOR  &  KENhlELD  PUBUSHING  CO., 

45-47  PLYMOUTH  PLACE.  CHICAGO,  ILL. 

ftOOniaSi  "WINPIILD.*'  LONQ   OISTANOI  TILBPHONI.  HAnmSON  7B4. 


BRANCH  OFFICES: 

New  York     3g  Cortlaodt  Street.  Cleveland     302  Electric  BuildinK 

Philadelphia    The  Bourse. 

SUBSCRIPTION  AGENCIES: 
Austria.  Vieona     Lehmann  &  Wentzel.  Karntnerstrasse. 
France.  Parts     Boyveau&  Chevillet,  Librairie  Etrangere,  Rue  dela  Banque. 
Italy.  Milan  -Ulrico  Hoepli,  Librairie  Delia  Real  Casa. 

New  South  Walea.  Sydney    Turner  &  Henderson.  16  and  18  Hunter  Street. 
Queensland  (South).  Brisbane    Gordon  A  Cotch. 
Victoria.  Melt>ourne -Gordon  &  Cotch.  Limited.  Queen  Street. 


The  publihher  u(  the  Strkrt  Railway  Krvikw  issues  each  >-ear  on  the 
iKTcaHitMi  of  Ihtr  nti>ulini;  of  the  Anit-rican  Street  Railway  Associaiion  fouror  more 
nuniNTH  of  the  J*at/r  Str/,t  /lat/vny  /it;  irz';  which  (•*  published  in  the  ctinvention 
city  and  contains  the  convention  'reiK>riM.  The  /tai'/y  Strett  iiailivny  Hcvicvt  is 
Hcparate  from  ihe  Stkkkt  Railway  Rkvikw,  but  is'in  its  nature  supplementary 
thereto. 


SUBSCRIPTION  RATES: 

In  the  I'niteU  States.  C.inaila  nr  Moxioc 

Stkkkt  Raii.wav  Rkvikw  (12  monthly  issues) $2.75 

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Address  alt  CommHrntcations  and  Remittances  to  Windsor  dc  Keufield  Publishing  Co. 
Chicago,  III. 


CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
enpaired  in  any  branch  of  street  railway  work,  and  will  K^ratefuUy  appreciate 
any  marked  copies  of  papers  ur  news  items  our  street  railway  friends  may  send 
us,  pertaining  either  to  compaaies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  (he  imrchiiseof  anv  sunplies  or  material,  wo  can  save 
you  much  time  and  trouble.  Drop  a  line  to  Tut  Kkview,  stating  xvhat  you  are 
in  the  market  for,  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
t>est  dealers  in  that  line.  We  make  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  XIII. 


FEBRUARY  20,  1903. 


NO. 


SUMMARY  OF  CONTENTS. 

Culumbla  Kliciric  Street  Railway.   Light  &  Power  Co.,  of  Colum- 
bia.    S.     <;.       lllu.slrated 61 

The  Right  of  Way  Map.    By  John   B.   Warren,  C.   E.     Illustrated..  67 

Kxtension  of  Funeral  Car  Service  In  Detroit.     Illustrated 68 

SiIeclliiK    Car    Body    Colors b» 

The    .American    Railway    Mechanical   and    Electrical   Association...  70 

The   Klectrical    Kqulpment  of   the    New    York   Central 71 

Inlerurban    Railway    &    Terminal    Station   at   Cincinnati 72 

l':«lltorlal    74 

Inlerurban   Klectric   Railroads  and  Their  Relation    to   Steam   Rail- 
roads       76 

Steam  Turbines  of  the  Massachusetts  Electric  Companies 77 

Kqulpment   of   Railways   with    Converter  Sub-stations.     By   Alton 

1).    Adams    80 

I.nulsvllle    Railway    Relief    Association    82 

.\ttempl    til    Defraud    the    Metropolitan    82 

Slreil    Rallwav    Park   Development- 1 1 1.      Illustrated 83 

Park    Advertising.      By    C.    W.    Waddell 83 

.\quatic    Attractions    for    Parks.      Illustrated 84 

.\ri-hHecturaI     Acoustics     85 

Recent    Street    Railway    Decisions    91 

( '(nu-rete  Culverts  on  the  Utica  &  Mohawk  Valley  Ry.    Illustrated.  95 

The   Manchester-Liverpool    Monorail.     Illustrated    9G 

Proposed    Iowa    Inlerurban 97 

I>ccatur    Traction    &    Electric    Co 97 

ProKress  of  Electric   Traction  In  Great  Britain 9R 

Connecticut    Street     Railways     99 

Ventilation    of    Street    Cars    101 

Increa.-^e   of    Pay    for   Boston    Elevated    Employes 103 

(German    Construction    Ladder 104 

New  Works  of  the  Allls-Chalmers  Co.    Illustrated 105 

Accident  at  Niagara  Power  Plant.     By  O.   E.   Dunlap 107 


NARROW  CAGE  LINES. 

I  here  M'ciii^i  to  lie  ilib|Kjsilion  ill  some  quarters  to  lament  the  fact 
that  in  developing  inlerurban  railways  in  this  country  the  so-called 
light  railway  has  received  scant  altenlion.  The  term  light  railway 
must  be  understood  as  meaning  narrow  gage,  since  our  engineers 
have  had  too  much  experience  with  rails  of  small  section  and  the 
other  features  going  to  make  up  light  construction,  to  seriously 
advocate  a  return  to  a  practice  which  saves  on  the  original  cost  but 
loses  in  mainlennnce  and  operation. 

We  believe  it  would  be  a  great  mistake  to  introduce  the  narrow- 
gage  in  electric  railway  work  except  in  district  where  the  existing 
street  railways  laid  to  gages  narrower  than  standard  as  is  the  case 
on  the  Pacific  Coast  and  in  some  cities  in  Texas.  Even  in  such 
cases  varying  from  the  standard  practice  appears  of  doubtful  wis- 
dom, for  it  is  impossible  to  predict  either  the  time  or  direction  of 
future  developments  which  may  render  the  interchange  of  cars  with 
standard  gage  roads  necessary  or  desirable.  Soinc  two  years  ago, 
in  commenting  on  the  existing  variety  in  street  railway  gages,  the 
opinion  was  expressed  that  sooner  or  later  the  companies  must  face 
the  question  of  changing  to  standard  gage.  While  Columbus,  Cin- 
cinnati and  Pittsburg  are  probably  the  cities  where  the  greatest  in- 
convenience because  of  non-standard  gages  has  been  felt,  the  Nash- 
ville (Tenn.)  Railway  Co.  is  the  first  to  decide  upon  changing  the 
old  gage  to  standard,  a  work  that  will  be  undertaken  this  year. 


JIM  CROW  LAWS. 

Notwithstanding  the  practical  difficulties  that  have  been  met  in 
attempting  to  enforce  so-called  Jim  Crow  laws  in  the  states  where 
they  have  been  adopted,  and  the  fact  that  in  every  instance  the  re- 
quirements for  the  segregation  of  white  and  colored  passengers  in 
street  cars  have  resulted  in  greater  inconvenience  to  the  race  it  was 
altcmptcd  to  favor  than  to  the  one  discriminated  against,  the  state 
iif  Tennessee  has  passed  a  law  requiring  the  separation  of  the  two 
races  in  the  street  cars  operated  in  counties  having  more  than  150,- 
000  inhabitants  at  the  last  federal  census.  This  was  aimed  at  Mem- 
phis, which  is  the  only  city  affected  by  the  act.  The  impossibility 
of  so  placing  partitions  in  cars  that  the  two  classes  of  passengers 
shall  at  all  times  be  suitably  accommodated  is  apparent  to  any  street 
railway  man  and  it  is  needless  to  say  that  the  passage  of  the  Ten- 
nessee law  was  strenuously  opposed  by  the  company  concerned. 


PENSIONS  FOR  EMPLOYES. 

In  coiiimcMtiiig.  in  the  "Review"  for  December,  upon  some  recent 
expressions  by  street  railway  managers  on  the  subject  of  discipline, 
we  called  attention  to  the  growing  favor  with  which  the  idea  of, 
pensions  for  superannuated  employes  is  regarded.  We  believe  that 
np  to  the  present  year  but  two  street  railway  companies  in  this 
country  had  definitely  adopted  the  policy  of  providing  pensions  for 
their  employes,  these  being  the  United  Traction  &  Electric  Co.,  of 
Providence,  R.  I.,  now  succeeded  by  the  Rhode  Island  Co.,  which 
put  its  pension  order  in  effect  in  November,  1901,  and  the  Metro- 
politan Street  Railway  Co.,  of  New  York,  which  inaugurated  a 
similar  plan  in  March.  1902.  The  Boston  Elevated  Railway  Co.  is 
the  third  company  to  find  itself  in  a  position  to  institute  old  age 
pensions,  an  order  to  that  effect  having  been  published  in  January 
last.  The  Boston  Elevated  plan  is  to  contribute  to  the  support  of 
superannuated  "blue-uniformed"  employes  who  have  been  contin- 
uously employed  by  the  company  for  25  years  and  who  have  reached 
the  age  of  60  years,  to  the  extent  of  not  more  than  $25  per  month ; 
this  differs  from  the  scheme  adopted  by  the  two  other  companies 
mentioned,  both  of  which  fixed  the  pension  at  a  percentage  of  the 
average  wages  received  for  the  ten  years  next  preceding  retirement, 
.  Ihe  rate  varying  with  the  term  of  service. 

In  the  order  issued  by  the  Boston  Elevated  company,  which  is 
published  in  full  on  another  page,  another  departure  is  made  in 
that  "extra"  men  are  guaranteed  a  minimum  wage  for  each  day 
during  which  they  have  reported  and  are  on  hand  awaiting  work, 
regardless  of  whether  work  falls  to  them.  The  principle  here  in- 
volved is  one  which  we  know  has  engaged  the  attention  of  a  num- 
ber of  managers  who  have  carefully  studied  discipline,  and  com- 
mended itself  as  being  equitable  and  effective  in  removing  a  fre- 
quent cause  of  friction  between  the  men  and  the  management. 
There   may  well  be  a  difference  of  opinion  as  to  whether  a   man 


Feb.  20,  1903.) 


STREET  RAILWAY  REVIEW. 


75 


should  receive  compensation  while  learning  his  work,  but  when 
he  has  become  competent  to  take  a  run,  and  has  entered  the  service, 
the  uncertainty  incident  to  being  on  the  "extra  list"  is  generally  a 
hardship.  When  transposition  to  the  bottom  of  the  e.xtra  list  is  a 
recognized  penalty  for  infraction  of  rules  the  case  is  of  course  dif- 
ferent, but  the  present  tendency  is  towards  the  substitution  of 
demerit  marks  on  a  record  of  conduct  in  lieu  of  suspension,  and 
where  such  systems  have  been  adopted  a  position  on  the  e.xtra  list 
without  guarantee  of  a  minimum  wage  places  on  the  employe  a 
burden  for  which  he  is  not  responsible,  and  as  a  rule  is  not  in  a 
lx5sition  to  bear. 


STEAM  TURBINES. 

On  another  page  wc  give  the  plans  and  a  general  description  of 
the  new  steam  turbine  power  plant  which  is  being  installed  by  the 
Massachusetts  Electric  Companies.  The  first  station  to  be  installed 
will  contain  three  l.ooo-h.  p.  turbines,  although  the  three  other  sta- 
tions to  be  built  later  by  this  company  will  contain  three  3.000-h.  p. 
turbines.  The  station  containing  the  smaller  units  is  being  installed 
first  so  that  the  company  will  have  an  opportunity  of  experimenting 
and  deciding  upon  the  minor  engineering  details  of  this  type  of  sta- 
tion before  going  ahead  with  the  installation  of  the  3,000  h.  p.  units. 

While  the  steam  turbine  is  the  oldest  type  of  steam  engine  known, 
its  commercial  development  so  far  as  large  units  are  concerned,  has 
taken  place  only  during  the  last  few  years,  and  in  America  this 
type  of  engine  is  practically  new ;  for  w  bile  turbines  have  been  in- 
stalled in  a  few  power  plants  largely  as  a  matter  of  experiment,  the 
station  under  consideration  is  the  first  one  using  steam  turbines 
exclusively.  As  has  been  previously  pointed  out  in  the  "Review" 
the  introduction  of  steam  turbines  to  drive  altertiating  current  ma- 
chinery will  have  a  tendency  to  cause  the  design  of  the  latter  to 
revert  in  some  particulars  to  types  manufactured  during  the  earlier 
period  of  electrical  manufacturing.  The  high  speed  of  the  turbine 
seems  particularly  adapted  for  direct  connected  units  as  it  will  ma- 
terially reduce  the  weight  and  dimensions  of  these  machines,  which 
of  late  years  have  been  vastly  increased  to  meet  the  conditions  im- 
posed by  the  general  use  of  low  speed  engines  of  the  corliss  type. 
One  difficulty  in  the  introduction  of  turbines  has  probably  been  due 
to  the  rapid  increase  in  the  prevalent  jizes  of  generators,  which  in 
point  of  capacity  have  kept  ahead  of  the  turbines. 

The  various  types  of  steam  turbines  on  the  market  are  designed 
upon  one  of  two  general  principles.  One  of  these  types,  of  which 
the  DeLaval  turbine  is  an  embodiment,  is  known  as  the  impulse 
type,  and  the  other,  represented  by  the  Parsons  turbine,  is  the  mul- 
tiple-expansion or  parallel-flow  type.  The  Rateau  and  Curtis  tur- 
bines are  both  of  the  first  type  above  mentioned.  While  at  the 
present  time  there  is  a  great  paucity  of  data  in  regard  to  the  economy 
of  operation  of  steam  turbines  the  few  tests  which  have  been  pub- 
lished give  promise  of  excellent  results  in  this  direction,  and  if  the 
high  efficiency  claimed  for  the  smaller  units  of  this  type  of  machine 
can  be  attained  in  the  size  common  in  the  modern  central  station, 
turbines  will  undoubtedly  become  a  standard  feature  of  future 
generating  plants. 


STEAM  AND  TROLLEY  COMPETITION. 

It  is  pretty  generally  recognized  that  the  development  of  electric 
inlcrurban  lines  has  resulted  in  the  diminution  of  the  local  passen- 
ger traffic  on  the  steam  railroads  with  which  the  former  are  in 
competition,  this  being  due  largely  to  the  more  frequent  trips  and 
more  convenient  terminals  of  the  "electrics."  Some  interesting 
figures  as  to  the  extent  of  this  loss  of  local  passenger  traffic  by 
steam  roads  to  electric  intcrurban  lines  have  been  published  re- 
cently. On  the  I^kc  Shore  &  Michigan  Southern,  the  number  of 
passengers  carried  between  Cleveland  and  Paincsville,  O.,  and  in- 
termediate points,  fell  from  an  average  of  16,600  per  month  in  180s 
10  an  average  of  2400  per  month  in  1902.  Between  Cleveland  and 
Olicrlin,  O.,  and  intermediate  points,  from  an  average  of  16,000  per 
month  in  1895  to  an  average  of  7,650  per  month  in  igo2. 

The  steam  railroads  have  regarded  the  loss  of  the  traffic  thus 
taken  from  them  with  equanimity  since  it  was  a  traffic  that  did  not 
pay  them,  but  it  is  doubtful  whether  the  additional  long  haul  pas- 
senger traffic  due  to  the  stimulating  efTcct  on  the  public  of  trolley 
facilities  has  been  heretofore  properly  appreciated.  So  far  as  pas- 
senger traffic  is  concerned  the  two  classes  of  roads  are  not  at  all 


antagonistic,  except  as  the  promoters  of  electric  railway  enterprise 
have  had  to  meet  the  opposition  of  steam  roads  that  preferred  to 
control  the  paralleling  trolley  lines  if  any  were  to  be  built.  Where 
electric  railways  have  undertaken  to  handle  express  and  freight  as 
well  as  passengers  there  has  been  a  more  direct  conflict  of  inter- 
est and  by  refusing  to  grant  through  rates  express  companies  and 
railroads  have  in  some  instances  succeeded  in  preventing  substan- 
tial expansion  in  trolley  freight  traffic.  The  logical  counter  move 
is  for  the  electric  roads  to  establish  a  wagon  collection  and  delivery 
service  where  such  is  necessary  to  meet  similar  facilities  afforded 
by  express  companies,  and  the  establishment  of  union  stations  or 
clearing  houses  for  freight  as  for  example  has  just  been  done  by 
the  Interurban  Railway  &  Terminal  Co.,  of  Cincinnati.  As  electric 
interurban  lines  grow  in  number  and  length  the  competition  for 
freight  is  certain  to  become  stronger,  and  it  is  equally  certain  that 
the  steam  railroads  will  not  regard  the  invasion  with  indifference. 


CHICAGO  FRANCHISE  SITUATION. 

.•\ftcr  a  series  of  public  conferences,  beginning  February  4th,  be- 
tween the  Chicago  Council  committee  on  local  transportation  and 
representatives  of  the  street  railway  companies,  formal  statements 
were  on  February  nth  submitted  as  a  basis  for  future  negotiations. 
These  statements  were  as  follows: 

POSITION  OF  THE  COMMITTEE-It  is  the  sense  ol  the  commit- 
tee that  the  grant  be  for  a  period  of  twenty  years;  that  the  city  shall 
have  the  right  to  take  over  the  properties  after  ten  years,  making 
allowance  for  the  then  values  of  the  unexpired  part  of  the  grants  as 
well  as  for  the  then  value  of  the  tangible  properties.  The  committee 
will  consider  at  this  time  the  value  of  all  unexpired  franchises,  in- 
cluding the  value  of  the  unexpired  portion  of  the  ninety-nine  year 
act  (it  any)  m  eonneetion  with  the  question  of  compensation  In 
line  with  the  foregoing,  the  city  council  will  proceed  with  its  endeav- 
ors to  secure  enabling  legislation   permitting  municipal  ownership. 

POSITION  OF  THE  COMPANIES-The  city  to  grant  the  right  to 
operate  the  street  railways  for  a  period  of  twenty  years,  and  lit  the 
expiration  of  this  period  the  city  to  have  the  o'pti'on  to  take  them 
over  upon  paying  the  then  value  of  the  tangible  or  physical  properties 
for  street  railway  purposes  and  existing  rights  (it  any)  in  the  streets 
and  alleys  of  the  city  under  laws  and  ordinanres  now  in  force-  this 
without  prejudice  to  the  city's  privilege  of  maintaining  that  no'sueh 
rights  exist.  The  value  of  the  properties  and  rights  (if  any)  are  to 
be  determined  by  appraisement,  in  manner  speeilifall,\-  provided  for 
in  the  ordinance.  It  the  city  does  not  exercise  its  oiition  to  take  over 
the  properties  and  rights  at  the  expiration  of  twenty  years  it  shall 
have  the  right  to  do  so  at  any  time  thereafter  and  i'n  the  meantime 
the  property  shall  be  operated  upon  the  same  terms  as  during  the 
twenty  years. 

While  there  had  been  tentative  agreements  relative  to  a  number 
of  provisions  that  should  be  included  in  a  proposed  ordinance,  noth- 
ing definite  had  been  reached  even  on  these  points,  and  no  agree- 
ment can  be  expected  till  the  more  important  considerations  as  to  the 
term  of  the  grant,  the  present  value  of  the  companies'  rights  under 
the  99-year  act,  and  the  ownership  of  any  subway  that  may  be 
built,  shall  be  determined.  The  "town  meeting"  method  of  discus- 
sion has  not  resulted  in  marked  progress,  and  it  is  believed  that  to 
have  the  attorneys  for  the  committee  draft  an  ordinance,  which  will 
then  be  discussed,  will  greatly  facilitate  the  negotiations  by  elimin- 
ating academic  questions. 


COMING  STREET  RAILWAY  LEGISLATION. 

This  year  the  legislatures  of  a  majority  of  the  states  hold  their 
biennial  sessions  and  it  is  safe  to  predict  that  there  will  be  many 
new  laws  relative  to  street  and  electric  railways  placed  on  the  stat- 
ute books.  An  important  question  which  is  of  especial  interest  to 
the  promoters  of  interurban  lines  is  under  consideration  in  several 
slates.  This  relates  to  the  condemnation  of  rights  of  way,  and  it 
is  extremely  gratifying  that  the  tendency  of  public  sentiment  is 
towards  liberal  provisions  for  roads  of  this  character.  It  is  be- 
ginning to  be  recognized  that  to  permit  individual  properly  owners 
loo  much  latitude  in  saying  on  which  side  of  the  road  shall  be 
located  railways  which  arc  built  in  the  public  highways  is  a  posi- 
tive injury  to  the  public  as  well  as  to  the  company.  When  the  con- 
ditions arc  such  as  to  make  a  railway  in  any  community  desirable, 
there  is  nothing  to  be  gained  and  much  lo  be  lost,  by  permitting 
the  prejudice  of  a  few  individuals  to  stand  in  the  way  of  good  en- 
gineering on  the  part  of  the  railway.  There  arc  some  stales  in 
which  under  present  laws  the  owners  of  abutting  property  may 
dictate  whether  a  railway  shall  he  built  on  one  side  or  the  other, 
or  in  the  middle  of  the  highway,  and  in  consequence  we  find  elec- 
tric lines  weaving  back  and  forth  over  the  road,  needlessly  multi- 
plying grade  crossings  and  increasing  the  danger  to  the  public 
using  the  highway. 


76 


STREirr  RAILWAY  REVIEW. 


ivui..  xm,  No.  2- 


INTERURBAN      ELECTRIC      RAILROADS      AND 
THEIR   RELATION   TO  STEAM    RAILROADS. 

Sii  ri-iiiil  ;iri'  llic  l;«lcr  (tovi'lopiiimts  in  I'Irctric  tniiisporlation 
facilities  tlial  llii'  |>nl>lic  has  liarilly  ycl  roali/oil  llio  (act  that  the 
i-lcctric  railroad  is  not  still  the  light  trnllcy  line,  with  its  sliiliby 
cars,  fiillowiiiK  the  ontlim-  of  the  lanilscapc.  with  hillowy  motion 
and  reaching  ni  nnccrtain  time  an  nnccrlain  di-siinalion.  In  cer- 
tain portions  of  llic  country,  where  a  condensed  population  and 
heavy  traffic  have  demanded  lietter  things,  may  he  seen  examples 
of  the  new  tyiH-  of  modem  electric  interurhau  transportation,  which 
has  adopted  the  most  efTective  methods  of  steam  railroad  service  in 
addition  to  the  |K'cnliar  advantages  of  the  smokeless,  noiseless  and 
more  easily  controlled  electric  power. 

These  electric  lines,  moreover,  wheti.er  of  the  later  or  earlier  type, 
have  nmlouhtedly  educated  the  puMic  to  travel.  With  lower  fares  and 
more  frequent  service  and  the  ability  to  slop  at  a  customer's  door, 
they  are  distinctly  the  "people's  railroad."  and  have  hecn  so  adopted. 
They  have  thus  performed  an  important  part  in  bringing  about  the 
prosperity  which  is  observed  on  all  sides.  In  accomplishing  this  it 
is  not  loo  much  to  say,  although  not  generally  admitted,  that  they 
have  lieen  of  material  benefit  to  the  steam  lines.  It  is  true  that 
with  lower  cost  of  working,  and  lower  fares,  they  have  taken  from 
the  steam  railroads  most  of  their  suburban  traffic,  resulting  in  the 
withdrawal,  in  many  cases,  of  suburban  service  by  the  steam  lines. 
This,  however,  has  not  proved  an  unmixed  evil.  The  usual  subur- 
ban service  by  steam  trains  is  ill-adapted  nowadays  to  public  con- 
venience and  wilh  its  frequent  stops,  wear  and  tear  of  equipment 
and  damage  claims,  is  not  missed  in  the  final  sum  of  net  revenues 
of  the  steam  lines  and  its  loss  or  curtailment,  carrying  with  it  the 
long  list  of  commuters'  woes,  is  not  nnfrequeiitly  a  source  of  relief 
to  the  railroail  manager. 

On  the  other  hand,  the  suburban  .-(ml  internrban  roads  have  un- 
doubtedly stimulated  travel— they  have  not  only  created  for  them- 
selves by  reason  of  their  frequent  service,  lower  fares  and  more 
popular  accommodations,  a  traffic  not  previously  developed  liy  steam 
service,  but  have  in  addition,  originated  for  the  steam  roads  im- 
portant traffic  on  which  they  receive  their  long  haul  without  the 
necessity  of  providing  special  accommodations,  thereby  creating 
the  apparent  parado.x  of  a  demonstrable  amount  of  business  lost, 
with  an  equally  certain,  if  less  demonstrable,  amount  of  revenue 
gained.  In  view  of  this,  some  systems  have  already  acquired  auxil- 
iary lines  which  they  are  developing  in  their  own  interest ;  others 
are  seriously  considering  the  substitution  of  electricity  as  the  motive 
power  for  suburban  and  branch  roads  in  order  to  realize  the  incre- 
ment of  profit  arising  from  the  new  methods  of  transportation, 
while  they  arc  relying  upon  the  increased  activity  among  business 
interests,  especially  among  the  suburban  and  rural  population, 
brought  about  by  electric  traction,  to  add  materially  to  the  volume 
of  iheir  traffic. 

It  is  yet  too  soon  to  expect  a  complete  understanding  on  the  part 
of  all  railroad  officers  of  the  true  relations  of  electric  and  steam 
transportation,  and  a  similar  lack  of  comprehension  undoubtedly 
exists  among  the  operators  of  electric  lines.  Time  and  the  logic  of 
events  must  Ik*  relietl  uixjii  to  work  out  this  problem,  as  has  been 
the  case  with  others  which  have  preceded  it. 

In  the  meantime,  the  managements  of  the  best  types  of  electric 
roads  have  before  them  the  work  of  so  affiliating  themselves  with  the 
steam  lines  as  well  as  the  public,  as  to  produce  the  largest  amount 
of  lasting  good  to  all  concerned,  a  result  which  in  the  opinion  of 
the  writer,  is  the  only  permanent  good  to  the  electric  roads  and  can 
only  be  secured  by  co-operative  and  friendly  interchange  of  both 
traffic  and  ideas.— B.  F.  Wyly,  Jr.,  Traffic  Manager,  Lackawanna  & 
Wyoming  Valley  Railway  Co.,  in  the  Railroad  Gazette. 


NASHVILLE,  TENN, 


CHICAGO  TO  BUFFALO. 


.At  the  annual  nieeling  of  the  Western  Railway  Co.,  it  developed 
that  plans  are  under  consiilcration  for  a  liuffalo-Chicago  electric 
line.  To  make  a  through  line  from  Toledo  to  Chicago,  there  would 
be  included  the  Toledo  &  Western,  now-  operating  between  Toledo 
and  Pioneer;  the  Garrett  &  Northern,  projected  between  Pioneer 
and  Goshen,  and  the  Chicago  &  Indiana  projected  between  Goshen 
and  Chicago. 


There  is  great  aciiviiy  in  ilie  inlerurban  railway  field  in  the  vicinity 
of  Nashville,  Tenii.,  and  there  are  four  companies  proposing  to  biiiUI 
lines  in  the  near  future.     These  are: 

The  Tennessee  Inlerurban  Electric  Ky..  which  is  a  consolidation 
of  the  .Nashville  &  (iailatin  Klectric  Railway  Co.  and  the  Nashville 
&  Columbia  Railway  Co  .  and  projKises  to  build  from  Gallatin  south 
to  Nashville,  and  thence  ihrough  l-'ranklin,  Columbia  and  smaller 
towns  to  Ml.  Pleasinl,  Tciin.  It  is  expected  to  use  Nashville  Rail- 
way company's  tracks  in  that  city  and  the  internrban  line  to  be  built 
compri.ses  j8  miles  north  of  Nashville,  and  63  miles  south  of  that 
city.  The  ground  was  broken  a  few  weeks  ago  for  the  first  con- 
struction work.  The  officers  arc:  President,  Frank  Hassell,  of 
Pittsburg;  vice-president  and  treasurer,  C  W.  Ruth,  Piltsburg;  sec- 
retary, Frank  T.  Bond,  Nashville;  general  manager,  J.  II.  Connor, 
Nashville. 

The  Nashville  &  Clarksville  Ry.  in  which  Mr.  T.  N.  Watson,  of 
Clarksville,  is  principally  interested,  proposes  to  build  an  electric 
line  between  the  towns  mentioned  in  the  title  and  passing  through 
Rudolphtown,  F'leasant  View,  Sycamore  Mills  and  Crocker  Springs. 
.\  right  of  way  has  been  secured  from  the  Davidson  County  Court 
for  the  turnpikes  in  that  county. 

The  Nashville  &  Lewisburg  Klectric  Ry.,  in  which  Messrs.  Edgar 
Jones  and  E.  R.  Richardson,  of  Nashville,  are  interested,  proposes 
to  build  a  55-milc  line  ihrough  Nolensville,  Wrencoe,  'Triune,  Kirk- 
land,  Eagleville,  Chapel  Hill,  Farmington  and  other  smaller  towns 
and  villages  that  are  at  present  without  transportation  facilities 
other  than  are  given  by  the  stage  coach.  'The  present  route  lies 
about  midway  between  the  lines  of  the  Nashville,  Chattanooga  & 
St.  Louis  and  the  Louisville  &  Nashville  Railroad.  It  is  expected 
that  the  work  of  construction  will  commence  in  the  early  spring. 

The  McMinnville.  Woodbury  &  Nashville  Electric  Ry.  has  com- 
pleted a  survey  Ihrough  the  counties  of  Warren.  Canon  and  Ruther- 
ford and  is  now  at  work  in  Davidson  County.  C.  M.  Henley,  and 
others,  of  Columbus.  O.,  have  presented  applications  for  a  franchise 
in  Davidson  County.  It  is  the  intention  of  the  company  to  arrange 
for  an  interchange  of  freight  and  passengers  with  the  Nashville 
Railway  Co.  and  not  seek  separate  entrances  to  the  city.  The  Nash- 
ville representative  of  the  company  is  Mr.  J.  M.  Grant. 


TO  JAMES  M.  JOHNSON. 


We  are  publishing  the  following  pathetic  appeal  at  the  request  of 
Mr.  Peter  Valier,  superintendent  of  La  Crosse  City  Railway  Co..  of 
La  Crosse,  Wis.,  and  beg  that  anyone  having  knowledge  of  the  pres- 
ent location  of  Mr.  Johnson,  who  was  formerly  employed  by  the 
La  Crosse  railway,  will  bring  this  letter  to  his  attention  and  also 
communicate  with  Mr.  Valier: 

"Dearest  Papa : — O  write  to  my  mainiiia  lor  she  is  dying  day  by 
day.  Nothing  can  rouse  her  but  hearing  from  you.  She  cries  for 
you  night  and  day ;  she  don't  sleep  or  eat  any  more  to  do  any  good. 
O  papa,  don't  let  our  inamnia  die.  Von  don't  know  how  well  she 
loves  you ;  she  don't  care  what  you  have  done — she  forgives  you 
everything  and  never  will  reproach  you  again  for  anything  you  have 
done.  She  says  that  she  can't  live  without  you.  Nobody  will  ever 
love  you  as  our  mamma  does.  You  can  have  all  your  money,  but 
love  mamma  a  little.  O  papa,  don't  rob  us  of  onr  mamma :  let  us 
come  and  live  with  you  and  we  will  be  three  of  the  best  little  girls 
a  papa  ever  had.  Save  our  mamma  and  make  us  all  happy.  Why 
didn't  you  come  home  Christmas.  We  had  such  a  sad  Christinas 
this  year;  we  didn't  have  a  Christmas  tree  or  anything  and  mamma 
cried  all  day.  Now,  papa,  your  three  little  girls  are  going  to  pray 
to  God  every  night  that  He  may  cause  you  l<i  read  this  and  write 
to  mamma. 

"From  your  own  little  girl.  Hazel  Johnson." 


Mr.  George  Ti.  Harrison,  cashier  of  the  Glasgow  Savings  Hank. 
Glasgow,  Mo.,  advises  us  that  the  proposed  Missouri  Central  Elec- 
tric Railroad  has  not  yet  been  organized  and  that  no  persons  arc 
authorized  to  make  any  conlracts  on  behalf  of  the  company.  A 
survey  has  been  conipleled  and  a  charter  for  the  company  will  be 
secured  as  soon  as  the  necessary  stock  has  been  subscribed. 


Fep.  20,  1903]  STREET  RAILWAY  REVIEW. 

Steam  Turbines  of  the  Massachusetts  Electric  Companies, 


77 


Announcement  is  made  that  the  street  railway  systems  controlled 
by  the  Massachusetts  Electric  Companies,  approximating  900  miles 
of  electric  railway  track  covering  a  strip  of  territory  comprising 
the  extreme  eastern  portion  of  Massachusetts  for  a  distance  of  about 
50  miles  from  the  Atlantic  coast  and  extending  north  from  the  city 
of  Boston  to  and  into  the  state  of  New  Hampshire  and  south  from 
the  city  of  Boston  to  and  into  the  state  of  Rhode  Island,  have  en- 
tered into  contracts  with  the  General  Electric  Co.  for  33,000  h.  p.  of 
steam  turbines,  direct  connected  to  electric  generators.  Through  the 
courtesy  of  the  officials  of  the  Massachusetts  Electric  Companies  \vc 
are  permitted  to  publish  plans  and  descriptions  of  the  Newport  station 
which  will  be  the  first  plant  to  receive  the  turbine  equipment. 

.•\t  this  writing,  the  situation  as  regards  turbines  is  defined  by  Mr. 
C.  F.  Bancroft,  chief  engineer  of  the  Massachusetts  Electric  Com- 
panies, as  follows:  The  companies  have  contracted  for  ten  3,000-h. 
p.  and  three  l.ooo-h.  p.  steam  turbines.  The  ten  3,000-h.  p.  turbines 
will  be  installed  in  three  stations  superseding  13  of  the  engine-driven 
stations  now  operated  by  the  companies.  .\t  present  the  lines  south 
of  Boston,  comprising  about  380  miles  of  track  and  designated  as 


25  cycles,  and  will  pass  at  that  voltage  to  the  three-phase  transmis- 
sion line.  Sub-stations  will  be  established  at  or  near  the  sites  of  the 
present  engine-driven  power  houses,  where  current  will  be  stepped 
down  to  360  volts,  and  converted  to  600  volts  direct  current  for  the 
railway  circuits.  The  sub-station  apparatus  will  be  of  standard 
design  with  the  exception  that  in  place  of  three  separate  transform- 
ers, single  three-phase  transformers  are  to  be  used.  There  will  be 
three  rotary  converter  units  in  each  sub-station,  varying  in  size  from 
jco  kw.  to  -50  k\v.,  depending  on  the  work  to  be  performed. 

The  makers  have  not  yet  made  public  the  details  of  the  lurbiue 
design,  but  each  turbine  will  be  12  ft.  in  diameter  at  the  base,  19 
ft.  in  height  and  weigh  approximately  190,000  lb.  All  apparatus 
is  guaranteed  to  stand  a  momentary  overload  of  100  per  ceni,  and 
50  per  cent  overload  for  two  hours. 

Newport  Station. 

The  small  combined  electric  lighting  and  railway  station  at  New- 
port, R.  I.„  is  to  be  used  to  some  extent  as  an  experimental  staticjn 
for   the   purpose  of   determining   the   best   design   for   many   of   the 


3^ — ,s--o- — r^* 


-/6-/0 


CKOSS-SECTION  OF  NEWl'ORT  ST.\TI(>N,  MASSACUtlSETTS  KI.KCTRIC  COMl-ANIES. 


the  Old  Colony  Division,  are  operated  from  It  separate  stations, 
distributed  irregularly  over  the  territory  served.  Nine  of  these  will 
be  displaced  by  two  steam  turbine  central  stations,  one  aggregating 
9,000  h.  p.  located  at  Fall  River,  and  one  of  12,000  h.  p.  capacity  at 
Quincy  Point.  The  lines  north  of  Boston,  known  as  the  Boston  & 
Northern  Division,  comprise  about  455  miles  of  electric  railway  track 
and  are  now  operated  from  10  separate  power  stations.  Five  of 
these  power  houses  will  be  displaced  by  one  steam  turbine  station, 
aggregating  9,000  h.  p.,  located  at  Danvers,  Mass.  The  three  i,ooo- 
h.  p.  steam  turbines  mentioned  arc  intended  for  a  small  combined 
lighting  and  electric  railway  power  house  at  Newport,  R.  I.,  which 
is  also  under  the  control  of  the  Massachusetts  Electric  Companies. 

For  the  most  part  the  power  houses  put  out  of  service  by  the  new 
arrangement  contain  engine-driven  direct-current  generating  appa- 
ratus of  accepted  makes  and  design  for  ordinary  electric  railway 
work.  Some  of  the  apparatus  is  somewhat  aniiqualed  and  part  is 
comparatively  new. 

The  design  for  each  of  the  three  new  steam  turbine  central  sta- 
tions includes,  as  staled,  turbine  units  of  3,000  h.  p.  each.  The  tur- 
bines arc  of  the  Curtis  vertical  type  and  run  at  the  exceedingly  low 
speed  of  750  r,  p.  m.,  taking  steam  at  175  lb.  pressure  at  the  turbine 
nozzle.  In  each  unit  the  generator  is  mounted  directly  on  the  upper 
end  of  the  turbine  shaft  without  gears  or  reducing  mechanism.  The 
generators  specified  are  rated  at  z,ooo  kw.  and  arc  very  similar  in 
form  and  design  to  the  water-turbine  driven  generators  built  by  the 
ficneral  Electric  Co. 

Alternating  current  will  be  generated  at  13,000  volts,  three-phase, 


minor  details  coimcctcd  with  the  plaiU,  and  the  experience  gained 
here  will  be  brought  to  bear  in  the  work  of  designing  the  larger 
stations. 

The  old  power  house  at  this  place  contained  a  somewhat  varied 
assortment  of  small  belted  Edison  and  Thompson-Houston  units  for 
supplying  power  to  the  Newport  &  Fall  River  Street  Ry.,  and  cm- 
niit  for  arc  and  incandescent  lighting  in  Newport  and  vicinity. 

This  entire  plant  and  its  boiler,  engine  and  generating  equipment 
wil  be  superseded  by  the  new  station  which  is  built  closely  adjoin- 
ing the  site  of  the  old  house,  llic  plans  provide  for  four  1,000  h. 
p.  steam  turbine  units,  of  which  three  are  now  in  course  of  installa- 
tion. The  arrangement  of  boilers,  headers,  turbines,  condensers,  and 
other  apiiaratus  for  the  new  house  is  well  set  forth  in  the  drawings 
accompanying  this  article.  The  boiler  room  is  to  be  fitted  with 
equipment  for  supplying  superheated  steam  on  the  Schmidt  .system. 
and  the  action  of  the  steam  turbines  can  therefore  be  watched  and 
the  results  noted  when  using  either  superheated  or  saturated  steam. 

The  new  building  itself  is  a  two-story  brick  structure  about  101 
ft,  square,  divided  by  a  single  brick  wall  partition  into  a  boiler  room 
which  is  57  ft.  2  in.  wide,  and  a  turbine  room,  about  44  fl.  wide, 
both  of  these  rooms  extending   the    full  lenglli  of  (he  slructurc. 

The  boiler  equipment  comprises  four  350  h.  p.  AuUnian  &  Taylur 
water-tube  boilers,  arranged  in  two  batteries  of  two  each.  Provision 
has  been  made  for  an  additional  battery  if  it  is  ever  retiuired,  llie 
boilers  arc  equipped  with  fireen  fuel  economizers. 

The  separately  fired  superheater  stands  at  one  end  of  the  line  of 
Iwilcrs  and  the  arraiigenieiU  of  steam  headers  pcrniils  steam  to  be 


78 


STREET  RAILWAY  REVIEW. 


[Vol..  XIII.  No.  2 


l:ikcii  cillicr  ihroiiKh  ilic  supiTlicilcr  i>r  frnm  ilii-  ImMits  to  the  cii- 
KJiii'S  direct.  Steam  rises  (roni  the  Iniilers  throUKh  8-in.  lieiids  .iml 
p.isscs  tu  .1  iJ-iii.  hriider  line  c.irricd  near  the  end  wall  at  the  rcir 
of  the  boilers.  These  headers  lead  in  one  direction  to  the  superheater 
and  in  the  other  to  a  second  i2-in.  header  line  carried  along  the 
front  of  the  boiler  room  near  the  partition  wall.  Ky  the  adjustment 
of  valves,  therefore,  steam  is  taken  either  one  way  through  the  super- 
heater, or  the  other  way  in  saturated  form.  From  the  second  header 
mentioned  the  8-in.  turbine  connections  drop,  then  turn  and  pass 
through  the  partition  wall  direct  to  the  turbines. 

The  arrangement  of  feeder  and  condenser  pump  and  connections, 
economizer  cnnnections  and  by-passes,  auxiliary  header,  etc.,  is  well 
conceived  to  give  the  fullest  measure  of  econnmy  and  llexibility  in 
(he  running  of  the  plant,  and  follows  Ataiulard  approved  engineering 


unit  is  7  ft.  8  in.  in  diameter  at  the  base,  and  12  ft.  6V*  in.  from 
the  bottom  of  the  bed  plate  to  the  top  of  the  governor  cap  on  top 
of  the  generator.  i  he  remarkable  saving  in  tluor  sp,icc  and  in 
height  over  either  a  vertical  or  horizontal  steam  engine  of  the  same 
horse  power  capacity  is  at  once  evident.  Each  turbine  unit  rest-, 
upon  a  brick  foundation  which  is  g  ft.  at  the  top,  ii  ft.  at  the  l>ot- 
limi  and  S'/a  ft.  high,  the  brick  foundation  resting  in  turn  on  an 
l8-in.  bed  of  concrete.  In  this  particular  station,  the  basement  door 
line  is  below  tide  level,  and  it  was  therefore  necessary  to  build  a 
waterproof  wall  around  the  engine  room.  This  wall  consists  of  a 
concrete  retaining  wall  about  6  ft.  thick  at  the  base  with  a  water- 
proof lining  of  tar  paper. 

Steam  enters  the  turbines  near  the  top  and  leaves  at  the  bottom. 
Each  turbine  is  provided  with  a   i2-in.  free  exhaust  pipe,  but  uiidtr 


PLAN  OF  NKWPORT  STATION,  LOCATtNC.  HOII.ERS  AND  C.tCNER ATING  UNITS. 


practice  of  the  day.  The  details  can  be  traced  from  the  drawings. 
Teed  water  may  be  taken  either  from  a  hot  well  or  from  the  city 
water  main,  or  both.  All  piping  is  covered  with  the  II.  W.  Johns 
magnesia  steam  pipe  covering.  All  valves  arc  Chapman  make.  The 
feed  water  heaters  arc  of  the  Wainwright  type. 

The  coal  and  ash  handling  track,  serving  the  line  of  boilers  with 
all  cars  and  apparatus,  were  furnished  by  the  C.  W.  Hunt  Co.  The 
boiler  room  pumps  arc  of  the  Smith- Vaile  type  and  condensers  are 
the  Wheeler  make. 

The  engine  room  contains  three  turbine  generator  units  with  room 
for  a  fourth  unit.  As  stated,  the  turbines  are  i,ooo-h.  p.  units  and 
arc  of  the  vertical  type.  The  generator  in  each  case  is  mounted  on 
top  of  the  turbine  and  is  direct  connected  to  the  turbine  shaft.  The 
generators  are  500-kw.  three-phase,  2,500-voIt  General  Electric  ma- 
chines, and  run  at  the  turbine  speed,   1,800  r.  p.  m.     Each  turbine 


ordinary  conditions  the  steam  after  passing  through  the  turbine 
ciitcrs  immediately  a  surface  condenser,  which  in  this  case  is  of  the 
Wheeler  "Admiralty"  type.  Salt  water  for  these  condensers  is  taken 
from  the  river  through  a  brick  sewer  which  leads  from  the  river  to 
a  point  beneath  the  engine  room  floor.  Water  is  lifted  from  this 
sewer  by  a  inotor-driven  centrifugal  pump,  the  lo-in.  suction  intake 
pipe  of  course  going  near  to  the  bottom  of  the  sewer  in  order  to 
establish  a  perfect  syphon.  The  condensers  are  so  arranged  as  to 
permit  condensing  water  to  be  run  either  way  through  the  con- 
denser so  that  they  can  be  freed  from  any  seaweed  that  may  be 
drawn  up  through  the  sewer.  After  passing  through  the  condenser, 
the  water  is  returned  to  a  second  sewer  similar  in  all  respects  to  the 
first.  The  hot  water  from  the  condenser  is  passed  to  a  hot  water 
lank  located  in  one  corner  of  the  engine  room  by  means  of  a  10. \  10 
in.    Edwards   triplex    motor-driven   air   pump.     The   details   of   this 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


79 


.irrangemcnt  .iiid  the  rclalion  between  the  several  pieces  of  apparaHi> 
are  clearly  indicated  on  one  of  the  accompanying  drawings. 

The  arrangement  of  intake  and  discharge  sewers  is  somewhat 
unique.  Each  sewer  is  oval  in  shape  with  brick  walls  9  in.  thick 
The  river  end  of  the  intake  sewer  is  protected  by  a  screen  composed 
of  %-in.  iron  rods,  going  down  to  about  7  ft.  below  mean  low  tide. 


from  the  condenser  being  drawn  into  the  intake  sewer.  The  dis- 
charge sewer  empties  into  an  open  crib  which  insures  protection 
from  ice  and  other  obstructions. 

The  engine  room  floor  line  is  12  ft.  10  in.  above  the  basement  floor 
line  so  that  no  part  of  the  generating  iniit  except  the  generator  itself 
appears  above  the  true  floor  line  of  the  engine  room.     There  is  no 


I'l.AN  AND  KI.KVATION  OV  TIKIid-l.K.NKKA'lOK  UNIT  AND  ACCESSOR  IKS. 


I  here  arc  two  sluice  gates,  cither  one  of  which  can  be  closed  in 
order  to  clean  the  screens,  Hack  of  the  sluice  gales  is  a  copper 
wreen  of  about  '/j-in.  mesh.  Ilie  river  end  of  the  discharge  sewer 
is  located  some  distance  away  frotn  the  intake  sewer  on  the  opposite 
side  of  a  long  stone  wharf,  so  there  is  no  danger  of  the  hot  water 


woodwork  whatever  in  the  conslrnction  of  the  building,  the  engine 
room  flooring  being  supported  on  8-in,  I-beams  with  "Columbian" 
fireproof  flooring,  covered  with  1  in.  of  granolithic  material. 

For  supplying  current  for  electric  railway  purposes  ihere  are  lliree 
250-kw.  nuitor  generatftrs  which  t.'ikc  cnrrcnl   froni  (he  Iniltinc  gen- 


80 


STREET  RAILWAY  REVIEW. 


(Vor.  XIII,  N'li 


trators  at  2,500  volts  allcrnntiiig  current  and  deliver  600-volt  direct 
current  for  the  electric  railway  feeders.  l'"or  liKliting  purposes  the 
initial  current  will  he  sent  out  at  2,500  volts  aUcrnating  and  will 
then  l>c  transformed  and  sent  to  customers  at  125  volts  alternating 
current  in  the  usual  way.  I-'or  exciting  the  turbine  generator  there 
arc  two  exciter  sets,  one  of  which  is  motor  driven  and  one  engine 
driven,  either  one  of  which  may  he  used  for  exciting  four  units. 


arr.\nc.i:mf.nt  ok  ste.\m  pipinc. 


The  niotor-driven  exciter  unit  comprises  a  35-kw.  60-cycle  2,200- 
volf,  induction  motor,  driving  a  30-kw.  125-volt  generator.  The 
engine-driven  exciter  set  comprises  a  marine  type  engine,  driving  a 
30-kw.  i2S-volt  General  Electric  generator. 

The  plant  is  equipped  with  a  20-ton  traveling  crane  and  has  a 
brick  chimney  175  ft.  high  with  an  8-ft.  straight  flue.  For  the  con- 
venience of  employes  there  is  a  toilet  and  wash  room  with  shower 
hath,  lavatory,  etc. 


EQUIPMENT    OF    RAIL\A^AYS  WITH    CONVER- 
TER SUB-STATIONS. 


nV  ALTON  I>.  ADAMS, 


Cn|>yri|,'lil,  l'>03,  by  Alton  1).  Atl.iniv. 

Alternating  current  may  be  generated  on  one  of  four  plans  for  a 
railway  that  extends  beyond  the  limits  of  economical  distribution 
with  direct  current  from  a  single  power  station.  On  one  plan  gen- 
erators yielding  direct  current  may  be  entirely  discarded  and  alter- 
nators employed  for  the  entire  output,  as  was  done  in  the  40,000-kw. 
station  of  the  Manhattan  Elevated  railway.  .'\n  obvious  advantage 
of  this  plan  is  the  fact  that  all  generators  may  be  operated  in  multi- 
ple and  that  each  generator  may  supply  energy  to  any  part  of  the 
railway  line.  On  the  other  hand  this  uniform  equipment  of  alter- 
nators carries  with  it  a  large  investment  in  transformers  and  rotarj- 
converters.  Thus  the  distribution  system  of  the  Manhattan  Elevated 
includes  78  transformers  with  a  total  capacity  of  42,900  kw.,  and  26 
rotary  converters  with  a  combined  capacity  of  39,000  kw.  In  other 
words,  the  alternating  generators  with  their  sub-station  equipments 
represent  three  times  the  capacity  of  direct  current  generators  neces- 
sary to  deliver  energy  at  an  equal  rate.  The  showing  as  to  capacity 
of  generating  and  sub-station  equipments  just  stated  is  by  no  means 
peculiar  to  the  Manhattan  system.  Lines  of  the  New  Hampshire 
Traction  system  have  extremes  75  miles  apart  and  are  operated  by 


a  main  station  of  2,000  kw.  capacity.  1  his  system  has  nine  sub-sta- 
tions containing  45  transformers  with  a  condiincd  capacity  of  5,010 
kw.,  and  15  rotary  converters  with  a  combined  capacity  of  4,350  kw. 
rile  total  capacity  of  e<|uipnient  at  the  main  and  sub-stations  of  this 
system  is  thus  11,360  kw.,  or  5.5  times  the  capacity  of  the  main  gen- 
erators. It  is  the  intention  to  add  a  2,000-kw.  generator  to  this  equip- 
ment, but  if  this  is  required  to  feed  present  sub-stations  the  total 
capacity  of  13.360  kw.  will  still  he  3.34 
times  that  of  the  main  generators. 

Where  the  generating  station  is  a  long 
distance  from  any  part  of  the  electric  rail- 
way line,  the  saving  in  the  cost  of  conduc- 
tors efTectcd  by  a  high  voltage  of  transmis- 
sion may  well  warrant  the  exclusive  use  of 
alternating  generators  and  a  large  invest- 
ment in  transformers  and  rotary  convert- 
ers. In  the  more  common  case  the  gener- 
ating station  can  be  liKatcd  close  to  some 
portion  of  the  railway  and  often  near  a 
point  midway  of  its  length,  and  then  the 
exclusive  use  of  alternating  generators  is 
of  questionable  expediency  unless  the  road 
is  very  long. 

One  solution  of  the  problem  where  the 
generating  station  is  near  the  railway  line 
lies  in  the  use  of  both  direct  current  gen- 
erators and  alternators,  the  former  to  sup- 
ply that  part  of  the  railway  nearer  to  the 
main  station,  and  the  latter  that  part  which 
is  more  distant.  This  plan  was  followed  in 
the  generating  station  of  the  Brockton  & 
Plymouth  railway  which  contains  an  alter- 
nator of  300  kw.  and  direct  current  gener- 
ators of  500  kw.  capacity.  In  length  this 
railway  is  22  miles,  with  the  generating  sta- 
tion close  to  the  tracks  and  three  miles 
from  one  end  of  the  line.  A  single  sub- 
station is  located  on  the  railway  line  and 
11.83  miles  from  the  gemrating  plant.  This 
sub-station  has  a  capacity  of  400  kw.  in  transformers  and  400  kw. 
in  rotary  converters,  sa  that  the  sub-station  equipment  has  a  capacity 
only  as  great  as  that  of  the  main  generators.  A  disadvantage  in- 
cident to  the  plan  of  equipment  just  considered  is  the  fact  that  the 
direct  current  generators  cannot  under  ordinary  conditions  supply 
the  more  distant  parts  of  the  road,  while  the  alternators  cannot  sup- 
ply that  portion  nearer  the  main  sation.  In  a  particular  case,  how- 
ever, this  disadvantage  may  be  a  very  small  one. 

.'\nother  plan  for  the  equipment  of  a  railway  a  part  of  which  is 
quite  distant  from  the  generating  plant  includes  the  use  of  double 
current  machines  for  a  part  or  all  of  the  generator  capacit)'.  If  a 
part  of  the  generators  are  of  the  double  current  type,  delivering 
direct  current  at  about  600  volts  for  that  portion  of  the  railway  near 
the  main  station,  a  saving  is  made  as  to  transformers  and  rotary 
converters  in  sub-stations,  but  these  transformers  are  simply  trans- 
ferred to  the  main  station  if  the  double  current  generators  are  to 
work  at  any  time  on  the  more  distant  parts  of  the  railway.  If,  how- 
ever, the  alternators  and  double  current  generators  correspond  in 
voltage  phase  and  frequency,  then  the  double  current  generators 
when  used  to  supply  distant  parts  of  the  line  may  operate  through 
transformers  used  at  other  times  to  step  up  the  voltage  of  the  sim- 
ple alternators.  In  the  same  way,  if  the  entire  equipment  of  gen- 
erators is  of  the  double  current  type,  the  transformer  equipment  at 
the  main  station  need  correspond  in  capacity  to  only  that  part  of  the 
generators  which  will  be  required  to  supply  distant  portions  of  the 
railway  at  any  one  time.  The  new  power  station  of  the  Detroit, 
Ypsilanti,  Ann  .'Xrbor  &  Jackson  Railway,  which  supplies  100  miles 
of  line,  contains  simple  alternators  of  1,250  kw.  combined  capacity, 
and  double  current  generators  with  a  total  capacity  of  750  kw.  All 
of  these  generators  operate  at  an  alternating  voltage  of  390  three- 
phase,  and  the  transmission  line  is  supplied  by  a  bank  of  transform- 
ers rated  at  1,200  kw.,  which  raise  the  pressure  from  390  to  21,000 
volts.  Either  the  simple  alternators  or  the  double  current  machines 
may  thus  supply  the  transmission  line  and  sub-stations  through  these 
transformers.     Ordinarily  the  simple  alternators  work  through  the 


Feb.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


81 


transformers,  and  the  double  current  machines  operate  that  portion 
of  the  railway  nearest  the  power  station.  The  sub-stations  of  this 
system  contain  6  transformers  rated  at  1,200  kw.,  and  4  rotary  con- 
verters rated  at  1,000  kw.,  so  that  the  sub-station  capacity  in  both 
transformers  and  rotaries  is  l.l  times  that  of  the  main  generators. 
If  the  step-up  transformers  have  their  capacity  added  to  that  of  the 
sub-station  equipment  tlie  total  is  3,400  kw.,  or  l~  times  that  of  the 
generators.  It  is  to  be  observed  that  the  1,250  kw.  of  simple  alter- 
nator capacity  in  this  case  cannot  be  applied  to  the  operation  of 
that  portion  of  the  railway  nearer  the  power  plant,  as  might  be  done 
if  the  simple  alternators  were  changed  into  double  current  machines 
by  the  addition  of  commutators. 

In  the  power  station  of  the  Worcester  &  Souihbridge  railway 
both  generators  are  of  the  double  current  type  and  have  a  com- 
bined capacity  of  800  kw.  at  the  three-phase  pressure  of  about  355 
or  550  volts  on  the  commutators.  Si.K  transformers  of  450  kw. 
capacity  step  up  the  generator  voltage  to  11,000  for  transmission  to 
the  sub-stations  which  contain  transformers  of  450  kw.  and  rotary 
converters  of  400  kw.  total  capacity.  The  total  capacity  of  trans- 
formers and  converters  at  the  main  and  sub-stations  is  thus  2.300 
kw.,  or  2.87  times  the  generator  capacity.  This  railway  is  about  20 
miles  long  with  its  generating  station  near  the  center  and  a  sub- 
station near  each  end,  so  that  a  greater  portion  of  the  line  can  be 
operated  with  direct  current  from  the  main  station  than  could  be  so 
operated  on  the  Brockton  &  Plymouth  railway.  Nevertheless  the 
latter  system  shows  a  lower  ratio  of  transformer  and  converter 
capacity  to  that  of  generators.  The  Detroit,  Ypsilanti.  Ann  .'Vrbor 
&  Jackson  road  is  so  long  that  its  ratio  of  combined  transformer 
and  rotary  capacity  to  that  of  generators  n>ust  be  large  if  only  a 
single  power  station  is  operated. 

Still  another  type  of  equipment  for  long  railways  includes  gene- 
rators all  of  the  direct  current  type,  plus  rotary  converters  and  trans- 
formers at  both  the  main  and  the  sub-stations.  Such  equipment  has 
been  used  in  some  cases  to  extend  previously  existing  railway  sys- 
tems, but  involves  a  large  relative  capacity  in  transformers  and 
rotary  converters.  Take  for  example  the  Oley  Valley  railway,  for 
which  two  rotaries  of  800  kw.  combined  capacity  are  operated  in  the 
power  station  at  Reading  to  supply  iS^  miles  of  line  running  to 
Philadelphia.  These  rotaries  take  direct  current  at  550  volts  from 
the  main  generators  and  change  it  to  three-phase  alternating  for 
three  transformers  of  840  kw.  total  capacity  where  the  voltage  is 
raised  to  16,000.  Current  at  this  voltage  goes  to  two  sub-stations 
which  contain  transformers  of  600  kw.,  and  rotaries  of  600  kw. 
capacity,  so  that  the  entire  rotary  and  transformer  capacity  for 
this  line  amounts  to  2,840  kw.  Taking  the  capacity  of  direct  current 
generators  required  to  operate  the  system  at  800  kw.,  it  appears 
that  the  transformers  and  converters  employed  represent  3.55  times 
this  capacity.  The  use  of  an  8oo-kw.  high  voltage  alternator  in  this 
case  would  have  displaced  800  kw.  in  direct  current  generators,  800 
kw.  in  converters  and  840  kw.  in  transformers. 

When  direct  current  generators  are  abandoned  for  alternators 
the  general  practice  is  to  pass  at  once  to  a  line  of  voltage  of  ir,ooo  to 
13,000,  because  alternators  arc  now  regularly  built  for  these  pres- 
sures. If  the  voltage  of  alternators  equals  that  required  for  the 
transmission  line  the  expense  of  step-up  transformers  is  avoided,  and 
this  is  an  advantage  if  the  first  cost  and  subsequent  maintenance 
charges  of  the  high  voltage  alternator  arc  not  greater  than  the  like 
cost  and  charges  for  a  low  voltage  alternator  and  its  step-up  trans- 
formers. The  tendency  is  to  hold  to  a  voltage  of  about  ;3,ooo  even 
on  very  long  lines  of  railway,  because  this  volbige  represents  the 
highest  pressure  for  which  alternators  are  regularly  built,  so  that  a 
higher  line  voltage  would  be  apt  to  imply  step-up  transformers.  This 
tendency  may  be  noted  on  the  New  Hampshire  Traction  system, 
where  one  end  of  the  railway  is  50  miles  from  the  power  station 
and  the  transmission  voltage  is  13,200;  also  on  the  Albany  &  Hud- 
son line  where  one  end  of  the  tracks  is  27  miles  from  the  generating 
plant  and  the  voltage  of  transmission  is  12,000.  In  both  the  cases 
just  named  the  line  voltage  is  developed  in  the  generator  armature 
coils.  There  is  a  tendency  to  push  the  voltage  of  alternators  to  still 
higher  figures,  one  instance  being  seen  in  the  Washington,  Dalli- 
morc  &  Anna|>oIis  Electric  Railway  now  under  construction  where 
the  generators  will  develop  a  voltage  of  I5,(xx)  in  their  armature 
coils. 


In  the  relatively  small  number  of  cases  where  transformers  are 
employed  to  give  a  voltage  above  that  of  standard  generators,  for 
transmission  along  railway  lines,  some  rather  high  figures  have  been 
selected.  Thus  the  transmission  on  the  Detroit,  Ypsilanti,  .'\iiii 
.\rbor  &  Jackson  Railway  is  carried  out  at  21,000  volts,  on  llic 
.Aurora,  Elgin  &  Chicago  Railway  at  26,000  volts,  and  on  a  line 
under  construction  in  Indiana  the  voltage  of  transmission  along  the 
railway  is  said  to  be  32,000. 

.'\s  a  voltage  of  50,000  is  regularly  employed  on  the  power  trans- 
mission lines  between  Canon  Ferry  and  Butte,  Montana,  and  a  volt- 
age of  40,000  has  been  in  use  several  years  on  other  transmissions, 
it  seems  that  the  present  voltages  of  railway  lines  may  be  materially 
increased  where  the  length  of  the  road  makes  it  desirable.  The  neces- 
sity for  using  step-up  transformers  for  a  part  of  the  output  is  per- 
haps the  greatest  objection  to  the  exclusive  employment  of  double 
current  generators  for  a  long  railway.  Where  the  greater  part  of  the 
generating  equipment  consists  of  simple  alternators  without  cor.iuiu- 
tators,  as  on  the  Detroit-Jackson  road,  there  seems  to  be  a  disad- 
vantage in  holding  the  voltage  of  the  alternators  down  to  thni  of 
the  double  current  machines.  Thus  in  the  system  just  named  the 
1,200  kw.  of  transformers  at  the  main  station  might  have  been 
avoided  if  the  1,250  kw.  of  alternators  had  been  given  a  voltage  of 
13,000.  On  the  other  hand  it  may  be  said  that  the  voltage  of  21,00c 
acutally  employed  made  a  saving  in  line  conductors  over  their  cost 
at  13,000  volts,  and  that  it  is  an  advantage  to  be  able  to  work  the 
750  kw.  of  double  current  generators  on  distant  parts  of  the  railway. 

With  very  slight  exceptions  three-phase  rather  than  two-phase 
transmission  and  equipment  has  been  adopted  on  electric  railways. 
One  instance  of  the  use  of  two-phase  generators  for  railway  pur- 
poses is  that  of  the  Youngstown  &  Sharon  system  where  their 
capacity  is  2,000  kw.,  but  these  generators  also  furnish  current  for 
lighting.  A  frequency  of  25  cycles  per  second  is  much  the  most 
common  in  railway  generators,  but  there  arc  some  variations  on  each 
side  of  this  figure.  Probably  the  lowest  frequency  applied  in  rail- 
way work  is  that  of  162-3  cycles  per  second,  which  is  to  be  used  in 
the  operation  of  the  Washington  and  Baltimore  line,  where  the  cur- 
rent will  be  single  phase.  On  the  Detroit  &  Port  Huron  road  the 
frequency  is  28,  and  on  the  Detroit  &  Jackson  29  cycles  per  second. 
Where  the  same  power  plant  operates  an  electric  lighting  as  well  as 
a  railway  system  there  is  some  inducement  to  adopt  a  frequency 
much  higher  than  25  cycles.  Thirty  cycles  per  second  give  fair  results 
as  to  the  absence  of  flicker  in  incandescent  lamps,  but  for  satisfac- 
tory arc  lighting  between  40  and  50  cycles  are  necessary.  Gene- 
rators in  the  main  stations  of  the  Albany  &  Hudson,  and  also  the 
Youngstown  &  Sharon  railways  work  at  60  cycles,  but  so  high  a  fig- 
ure increases  the  numbers  of  poles,  armature  slots  and  commutator 
segments  in  rotary  converters  to  an  undesirable  extent.  If  as  much 
as  60  cycles  is  desired  on  lighting  circuits,  it  seems  better  to  operate 
motor-generators  with  25  cycle  current  from  the  main  generators, 
and  let  these  motor  generators  carry  the  lighting  load.  This  is  the 
practice  at  the  generating  station  of  tlie  New  Hampshire  Traction 
system.  If  there  is  a  large  load  of  incandescent  lamps  as  well  as 
a  railway  to  be  operated  it  is  a  good  plan  to  use  main  generators 
of  30  cycles  per  second  and  then  it  is  only  necessary  to  have  motor 
generators  for  the  arc  lighting. 

Where  step-up  transformers  at  the  main  station  are  employed  to 
raise  the  generator  voltage,  the  number  of  these  transformers  is 
often  only  three  and  seldom  more  than  six.  In  illustration  of  this 
difference  in  practice  it  may  be  noted  that  in  the  main  station  of  the 
Houghton  County  railway  the  600  kw.  capacity  of  step-up  trans- 
formers is  divided  into  six  units,  while  three  Iransforiners  furnish 
the  1,200  kw.  capacity  in  the  generating  plant  of  the  Detroit  &  Jack- 
son road. 

In  view  of  present  methods  of  transformer  construction  it  may 
be  doubled  whether  any  greater  reliability  of  two  sets  of  transform- 
ers makes  up  for  the  lower  cost  and  higher  efiiciency  of  a  single  set, 
where  moderate  sizes  arc  under  consideration.  Transformers  in  sub- 
stations are  limited  in  capacity  to  a  certain  extent  by  the  sizes  of 
rotary  converters  which  they  serve  Three  transformers  mu.st 
usually  be  connected  in  a  bank  and  the  general  practice  is  to  provide 
a  separate  bank  of  transformers  for  each  rotary  converter.  With 
this  practice  the  size  of  converters  must  be  comparatively  large  if 
the  capacity  of  individual  transformers  is  to  be  other  than  small. 


s> 


STREET  RAILWAY  REVIEW. 


iv.ii..  xm,  No.  2 


It  is  usually  thoiiglit  dcsiruhlc  to  have  at  least  two  rutary  converters 
at  each  sub-station,  but  if  the  eapacily  of  individual  nucbines  is  to 
be  kept  up  to  a  high  point  tliis  number  can  seldom  be  exceeded.  It 
is  seldom  desirable  to  install  converters  of  less  than  250  kw.  each, 
even  if  only  one  is  placed  in  each  sub-station.  On  the  New  Hamp- 
shire Traction  system  there  are  nine  sub-stations  including  one  in 
a  box  car.  and  the  number  of  rotary  converters  is  15,  three  sub-sta- 
tions having  one  each  and  the  remaining  six  sub-stations  two  ro- 
taries  each.  The  smallest  of  these  converters  has  a  capacity  of  25a 
kw.  The  total  number  of  transformers  in  the  nine  sub-slalions  is 
45,  three  being  connected  to  each  rolan,',  and  the  transformers  range 
from  KW  lo  IJO  kw.  each  in  capacity.  Sub-slalions  on  the  .Manhat- 
tan Elevatod  number  eight  and  contain  26  converters  of  1,500  kw. 
each,  or  30,000  kw.  so  that  the  average  capacity  is  nearly  5,000  kw. 
per  sub-station,  which  is  much  greater  than  that  on  any  other  sys- 
tem. Three  transformers  of  500  kw.  each  are  connected  to  each  of 
these  rotaries. 

It  is  not  desirable  to  operate  transformers  at  overloads  to  any 
great  extent,  and  for  this  reason  it  is  a  common  practice  to  give  a 
bank  of  transformers  a  greater  capacity  than  the  rotary  to  which 
lliey  are  connecled.  Thus  at  the  snb-stations  of  the  Worcester  & 
Soutlibridge  railway  the  total  converter  capacity  is  800  kw.  and  the 


LOUISVILLE 


RAILWAY 
TION. 


RELIEF  ASSOCIA- 


The  annual  report  of  the  Louisville  Railw.iy  Kelief  Association 
shows  the  association  to  be  in  a  prosperous  condition  and  to  have 
accomplishe<i  much  good  during  the  year. 

The  report  of  the  financial  secretary  shows  that,  during  the  year 
the  receipts  from  all  sources  amoimted  to  14,902.22.  The  amount 
IKiid  in  dues  was  $2,839.  The  Association  received  a  handsome 
Christmas  donation  of  $2,000  from  the  Louisville  Railway  Co. 
through  the  president,  Mr.  T.  J.  Minary.  Prof.  B.  B.  llnntoon,  of 
the  Kentucky  Inslilute  for  the  Blind,  sent  a  check  for  $10  in  appre- 
ciation of  the  kindness  shown  by  the  men  on  the  Market-street  line 
to  the  children  of  the  school.  Interest,  etc.,  of  $53.22  made  the  total 
receipts  $4,902.22.  The  disburscmeiUs  were  $2,930.93.  One  hundred 
and  twenly-lhree  members  drew  sick  benefits  amounting  to  $1,807.40; 
death  benefits  paid  were  $750.  The  general  expenses  for  the  year 
were  $373.53.    The  cash  on  hand  Jan.  i,  1903,  amoimted  to  $4,395.04. 

The  association  adopted  a  resolution  thanking  Mr.  Minary  and 
(he  directors  of  the  company  for  the  donation  of  $2,000  and  for  the 
many  other  indications  of  good  will  shown  the  employes  during 
the  year. 


ELECTKIC    KAII.W.WS. 


Manhattan  Elevated 

New  H,imp^hire  Traction. 


Auriira.  EI»rin  A  Cbicaffo. 

Allianv  ,lt:  Uadson 

Detroil  &  Jackson 


Boston  &  Worcester.. 


Brockton  &  Plymouth 

Worcester  Jc  Soulhbritl^e. 

Oley  Valle.v 

Detroit  A  Port   Huron 

Washington  A  Baltimore. 


I  1 
I  1 


M 


1,500 
750 
KO 

750 

1,000  1 

.'00  ( 

300 


500 
1,500 


a  0  t 


I  I 

1  1 

2 


200 
250 


2001 
300  i 
400 


oS 


11,000 

13,»0 

2300 

12,000 

890 

13,300 

13,200 

380 

355 


390 
15,000 


CO 

29 

25 

25 

25 

25 


28 
lOri 


B  O 


3 
single 


11,000 

13,200 

26,000 
12,000 
21,000 

13,300 

13.200 

13,000 

11,000 

16,000 

16.000 
15,000 


Eg 

•if. 


36 

■■3" 


^tc 


90 
200 
280 


ki 


fra 


J3  ac 

u  a 
n  d 


78        550 

16  ;    100 1 
12        120. 

27  '    110 1 


6 
18 


200 
100 


90 
75 
100 


as 

2 


I    3 
112 


18        250 


I    1 
'1    2 

4 
1  2 
"1    2 


^° 


1500 

2Wl 
300  f 


250 
3>0I 

250  r 


2501 
200  1 
200 
40(11 
3001 


2.47 
4.68 


1.70 
2.26 


2  16 

2.87 
355 


total  transformer  capacity  goo  kw.  .Again,  on  the  Detroit  &  Jack- 
son road  the  sub-stations  contain  transformers  of  1200  kw.  and  con- 
verters of  1000  kw.  capacity. 

In  a  sub-station  on  the  new  Manchester  &  Concord  railway  an 
arrangement  of  transformers  and  rotaries  has  been  made  whicli 
seems  to  offer  some  advantages  as  to  the  first  cost  of  transformers 
and  their  ability  to  give  good  residts  under  overload.  At  this  sub- ' 
station  there  are  two  rotaries  each  rated  at  300  kw.  Under  the 
ordinary  practice  these  rotaries  would  require  six  transformers  of, 
say,  120  kw.  e.ich.  Only  three  transformers  have  been  installed  at 
this  sub-station,  however,  and  each  transformer  is  rated  at  200  kw., 
or  600  kw.  for  the  group.  On  each  transformer  the  secondary  wind- 
ing is  in  two  electrically  separate  parts.  One  part  of  the  secondary 
winding  on  each  of  the  three  transformers  is  connected  with  like 
parts  on  the  other  two  transformers,  and  the  group  of  windings 
thus  formed  is  connecled  to  one  of  the  rotary  converters.  Another 
like  group  of  secondary  windings  is  connected  to  the  other  con- 
verter. The  fir.st  cost  of  these  three  transformers  of  600  kw.  was 
no  doubt  less  than  of  six  transformers  of  s.iy  120  X  6  :=  720  kw. 
would  have  been,  and  when  only  one  rotary  is  working  there  is  a 
large  reserve  of  transformer  capacity  behind  it. 

Considering  all  the  factors  that  effect  the  c.ipacity  of  transformer 
and  converter  equipments  on  electric  railways,  it  seems  that  this 
capacity  may  be  made  the  lowest  by  using  alternators  of  the  line 
voltage,  direct  current  generators  for  those  parts  of  a  railw.iy  close 
to  the  power  station,  and  transformers  with  double  secondary  wind- 
ings at  snb-slations. 

♦-•-♦ 

The  Norfolk  Railway  &  Light  Co.,  of  Norfolk.  Va.,  has  opened  its 
extension  in  Munlalant  for  tralVic.  The  cars  run  from  Montalant  to 
the  stockyards. 


ATTEMPT  TO  DEFRAUD  THE  METROPOLI- 
TAN. 


Luke  D.  Stapleton,  attorney  for  the  Metropolitan  Street  Railway 
Co.,  of  New  York,  recently  revealed  what  is  believed  to  be  a  plot  to 
exact  from  the  railway  company  $50,000  on  a  fraudulent  claim 
brought  by  Win.  Kelley  against  the  railw.ty  company. 

The  plaintiff  was  injured  in  a  railroad  freight  yard  some  fifteen 
years  ago.  As  a  result  he  became  afflicted  with  double  vision,  hys- 
terical tremors,  and  paralysis.  His  lower  limbs  arc  crippled.  Since 
that  time  he  has  been  used  as  a  clinic  exhibit  by  physicians  through- 
out the  city. 

On  .Apr.  8,  1901,  Kelley  was  knocked  down  by  one  of  the  Metro- 
politan company's  cars.  He  was  taken  to  a  hospital  but  was  dis- 
charged the  same  day ;  later  he  sued  the  company.  In  the  trial 
several  physicians  testified  as  to  Kellcy's  condition  previous  to  his 
alleged  injury,  and  a  policeman  testified  that  he  had  been  offered 
$25  to  give  evidence  favorable  to  the  plaintiff.  .At  this  point  the 
plaintiff's  attorney  withdrew  from  the  case  and  the  trial  was  con- 
tinued. 


ll  is  announced  that  the  Manhattan  Railway  Co.,  of  New  York,  is 
to  install  escalators,  or  moving  stairways,  at  its  33rd  St.  and  42d  St. 
stations;  for  both  the  uptown  and  downtown  platforms. 


I  lie  inlerurban  line  between  Seattle  and  Tacoma  recently  sus- 
lained  considerable  damage  from  high  wialer,  several  large  washouts 
occurring.  Temporary  repairs  were  soon  made  so  that  partial  serv- 
ice is  being  maintained  until  such  time  as  permanent  repairs  are 
completed. 


Feb.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


83 


Street  Railway  Park  Development,     IIL 


Park  Advertising — Acoustics  of  Park  Buildings — Aquatic  Attractions  for  Parks — What  a  Street  Railway  Park 
Should  Be — Descriptions  ot  Street  Railway  Parks— Opinons  from  Park  Managers. 


PARK  ADVERTISING. 


BY  C.  W.  WADUELL 


Judicious  advertising  pays. 

L'suall.v  a  good  business  propiition  is  a  good  advertising  proposi- 
tion. If  we  have  an  article  or  conunodity  which  we  desire  to  sell, 
others  must  know  it  before  we  can  sell  it.  If  our  commodity  is  mer- 
•  itorious  and  is  capable  of  supplying  the  want  or  of  performing  the 
service  for  which  it  was  intended,  others  may  buy  it  if  we  can  con- 
vey the  facts  concerning  it  in  such  a  manner  as  to  inspire  confidence 
in  our  statements. 

If  we  were  obliagted  to  use  our  lips  in  publishing  information,  our 
business  would,  from  necessity,  be  quite  small.  To  extend  our  busi- 
ness, we  would,  therefore,  seek  some  belter  medium  for  the  transmis- 
sion of  our  statements  or  desires.  If  for  this  purpose  we  should  use 
a  newspaper,  print  hand-bills,  or  placard  the  fences,  we  would  call 
it  advertising. 

.\n  advertisement  is  a  common  carrier  of  business  ideas.  In  trans- 
porting these  ideas  to  the  public  it  performs  a  function  that  is  of 
primary  importance  to  the  commercial  world.  A  majority  of  busi- 
ness men  admit  the  value  of  advertising,  and  in  some  way  advertise, 
but  few  of  them  advertise  judiciously.  To  many  it  means  a  lavish 
outlay  of  money  without  much  thought  as  to  the  manner  of  spend- 
ing it. 

The  limitations  of  this  article  will  not  permit  of  a  comprehensive 
discussion  of  the  principles  of  advertising,  in  general,  or  of  their 
application  to  parks  in  particular,  but  we  shall  endeavor  to  frame 
an  outline  of  our  views  which  we  trust  may  he  of  some  assistance 
to  owners  and  managers  of  "Traction  Parks."  If  our  views  cannot 
be  accepted,  we  hope  they  may  he  useful  in  stimulating  a  more  care- 
ful consideration  of  the  subject  we  have  in  hand. 

It  is  essential  that  we  should  determine,  as  nearly  as  possible. 
the  amount  of  money  we  intend  to  spend  for  advertising  before  the 
park  season  opens.  In  estimating  this  expenditure  we  should  not 
overlook  our  mathematical  limitations.  The  capacity  of  the  car  lines 
and  the  number  of  seats  at  the  park  will  always  limit  our  patronage. 
We  cannot  expect  to  entertain  more  persons  than  our  maximum 
capacity  will  admit,  and  should  not  make  an  expense  not  justified 
by  our  possible  maximum  revenue.  Inside  these  fixed  boundaries, 
our  policies  should  be  as  liberal  as  prudent  economy  will  permit. 

However  good  our  attractions  may  be,  we  will  have  to  rely  upon 
our  advertising  to  bring  out  the  people.  Good  attractions  justify 
good  advertising,  and  both  are  necessary  to  the  production  of  good 
business.  We  think  that  a  false  idea  of  economy  in  expenditures 
often  prevents  the  successful  operation  of  a  park  enterprise.  Economy 
is  the  wise  expenditure  of  money.  In  the  opinion  of  many,  blind 
retrenchment  is  economy.  This  kind  may  reduce  the  expense  ac- 
count, but  if  steadily  pursued,  is  sure  to  result  in  a  large  reduction 
of  income.  There  can  be  no  exact  rule  for  determining  the  precise 
sum  that  should  be  spent  for  park  advertising,  but  we  think  we  have 
suggested  a  basis  on  which  good  judgment  may  found  an  opinion. 

The  patronage  of  parks  and  summer  resorts  is  from  tlic  masses, 
and  embraces  persons  in  every  condition  of  life.  It  includes  the 
banker,  the  merchant,  the  professional  man,  the  artisan,  the  laborer, 
and  their  wives,  sisters,  mothers  and  children.  We  must  reach  all 
of  them  when  we  advertise. 

If  we  were  selling  grain,  live  stock,  agricultural  implements,  or 
steam  engines,  we  should  address  a  limited  number  of  patrons  and 
should  select  the  medium  best  suited  to  convey  advertising  matter 
to  each  class.  In  advcrtisitig  articles  of  large  value,  such  as  pianos 
or  street  cars,  we  might  employ  a  medium  that  would  reach  a  small 
number  of  persons,  on  the  ground  that  one  sale  would  justify  a  large 
exjiense  in  procuring  it.  In  our  park  business  it  is  quite  different, 
we  arc  selling  cnlcrtainnicnl  to  everybody  at  a  small  price,  and  each 
dollar  expcndeil  nuist  bring  to  us  many  rnslomcrs. 

It   is   obvious   that  our  conditions   require   the   employment   of   a 


medium  that  will  reach  every  man.  woman  and  child.  The  daily 
newspapers,  street  car  banners  and  bill  hoards  furnish  the  best  op- 
portunity for  widespread  advertising,  and  we  think  they  arc  the  best 
for  our  use. 

The  newspapers  not  only  reach  the  masses,  but  do  it  daily,  thus 
affording  the  opportunity  to  keep  live  matter  before  the  public  all 
the  time.  This  is  the  most  expensive  kind  of  advertising,  but  it  is 
the  best  if  properly  handled.  The  methods  of  many  of  our  laigvi 
daily  papers,  are  often  times  new  and  startling  to  the  uninitiated. 
Even  the  old  advertiser  is  sometimes  a  little  shocked.  They  charge 
a  larger  rate  per  agate  line  for  amusement  advertisements  than  for 
any  other  class.  This  charge  is  made  on  the  theory  that  they  will 
publish  an  indefinite  amount  of  press  comment  or  criticism.  These 
so-called  criticisms  are  really  half-breed  advertisements  made  to  re- 
semble news.  They  are  usually  written  by  an  employe  of  the  ad- 
vertiser, and  may  be  trimmed  down,  or  cut  out,  according  10  the 
managing  editor's  views  or  policy.  If  the  editor  thinks  that  your 
company  is  not  spending  or  does  not  intend  to  spend  enough  money 
for  display  space,  or  that  you  are  otherwise  delinquent  in  your  duty, 
he  mildly  reminds  you  of  your  delinquency  by  an  abridgment  of  your 
press  notices.  If  he  thinks  you  need  shaking  up,  he  may  publish  a 
real  criticism  not  intended  to  benefit  your  business.  You  may  be 
entitled  to  your  opinion  in  this  instance,  but  it  's  not  always  wise 
to  express  them.  This  conduct  on  the  part  ol  a  newspaper  may 
seem  high-handed,  arbitrary,  and  unju.st,  as  it  sometimes  is,  but  it 
is  often  occasioned  by  the  attitude  of  the  advertiser.  Many  mana- 
gers think  that  they  have  an  arduous  task  in  handling  the  papers, 
and  that  to  procure  good  notices  they  must  continually  strive,  beg 
and  fight  for  special  favors.  If  they  adopt  the  doctrine  that  press 
notices  are  like  kisses  and  go  only  by  favor,  they  need  not  be  sur- 
prised if  the  managing  editor  does  not  agree  with  them.  There  are 
good  papers  and  bad  ones.  Some  of  the  bad  ones  misuse  their  power, 
and  maliciously  injure  those  whom  they  dislike  or  desire  to  control. 
The  public  has  no  adequate  protection  from  these.  They  need  no 
further  comment  here. 

The  average  newspaper  man  is  a  good  fellow.  He  loves  his  friends 
and  hates  his  enemies,  and  seldom  neglects  either  of  them.  His 
friendship  often  finds  expression  in  substantial  favors.  He  gives 
without  grudging,  but  like  other  men,  he  expects  reciprocal  treat- 
ment. Managers  too  frequently  misunderstand  and  fail  to  appreciate 
him.  If  they  always  insist  upon  being  paid  the  full  cash  value  of  his 
friendship  in  good  advertising,  they  will  sometimes  find  him  sullen 
and  exacting,  and  that  their  "pull"  has  been  exhausted.  It  is  impos- 
sible for  a  newspaper  to  agree  to  deliver  a  specific  amount  of  space 
in  its  reading  columns,  chiefly  for  the  reason  that  the  public  reads 
the  amusement  notes  for  information  as  it  docs  other  portions  of 
the  paper.  For  that  reason  the  statements  made  must  not  only  ap- 
proximate the  truth,  but  must  also  contain  an  element  of  novelty 
or  fact  presented  in  an  .interesting  manner.  It  is  therefore  quite 
proper  that  the  material  presented  for  this  department  should  not 
only  be  edited  but  controlled  and  restricted  lest  it  should  degenerate 
into  bald  advertising.  Having  lost  its  news  features  it  would  ]r\\\ 
no  value  as  a  part  of  the  paper,  and  be  of  little  benefit  to  amusement 
managers. 

The  advantage  of  having  a  capable  press  agent,  one  who  can  write 
readable  and  attractive  stories,  is  obvious.  The  right  kind  of  a 
man  in  this  capacity  will  fill  twice  as  much  reading  space  as  a  poor 
one  and  save  nearly  all  the  Irnuble  in  prcpcurinn  the  inserlion  of  liiv 
material. 

Aninsenient  advertisers  could  save  much  trouble  and  some  money 
by  a  frank  statement  to  the  press  as  to  the  number  of  lines  of  dis- 
play they  expect  to  use  during  the  sea.son.  They  might  even  makv  an 
agreement  to  this  effect  based  upon  assurances  from  the  newspapers 
as  to  their  general  policy  relative  to  press  notices  This  understand- 
ing or  agreement  woidd  disarm  the  susj)icicins  of  both  [laities,  and 
thus  remove  a  large  cause  of  trouble. 

Street   car   baimers   are   next    in   value   to   iiewspaiier   adverlising. 


84 


STREET  RAILWAY  REVIEW. 


[Vol..  XIM.  No.  2- 


Tlicy  arc  the  least  expensive  fonii  of  advertising  employed  by  park 
managers.  Banners  on  the  sides  of  the  cars  one  yard  wide  and  fonr 
yards  long  are  the  most  effective.  In  wet  weatlier  Ihcy  sometimes 
damage  the  varnish.  This  is  the  only  objection  to  their  nse.  We 
think  they  will  pay  for  a  good  deal  of  varnish.  They  niiglit  be  re- 
moved in  stormy  weather  and  save  both  banners  and  varnish.  The 
banner  and  the  billboard  cover  almost  the  same  field.  Billboards  arc 
stationary  and  can  only  be  seen  by  the  persons  who  pass  them,  while 
each  banner  may  be  seen  many  times  during  the  day  throughout  the 
entire  length  of  the  line  over  which  the  car  parses.  The  board  has 
one  superior  advantage  in  that  it  permits  the  use  of  pictorial  matter. 
Good  pictures  are  very  useful  in  attracting  attention  and  in  convey- 
ing impressions.  In  cities  where  it  is  possible  to  put  billing  matter 
on  the  cars  we  think  that  the  boards  can  be  dispensed  with  for  ihe 
reason  that  they  perform  a  similar  service  and  on  account  of  the 
great  expense  that  must  be  incurred  in  a  thorough  billiry  on  the 
Iwards.  In  case  street  cars  cannot  be  used,  the  l>oards  arc  almost 
indispensable  to  supplement  newspaper  advertising. 

Advertisements  in  small  local  publications,  score  cards,  hills  of  fare, 
etc.,  cost  too  much,  circulation  considered,  for  park  purposes.  The 
only  justification  for  their  use  is  that  they  sometimes  ■'urnish  an 
opportunity  for  a  street  railway  corporation  to  express  its  friendship 
and  good-will. 

Having  discussed  the  various  means  of  advertising  we  will  con- 
sider the  advertisemcntj  The  wording  of  an  advertisement  is  very 
important.  Common  sense  may  suggest  the  best  vehicle  to  convey  our 


advertisements  press  notices  have  not  been  included,  being  in  appear- 
ance and,  to  some  extent  in  fact,  news  items,  they  requite  diflferent 
treatment  and  difTerent  talent  for  their  creation.  A  good  man  with 
some  newspaper  training  is  best  qualified  to  write  them,  'ihe  mai: 
ager  can  perform  a  valuable  service  if  he  is  able  to  furnish  good 
material  and  suggestions  from  which  the  press  agent  can  construct 
interesting  statements  and  stories.  This  duly  is  too  important  to  be 
overlooked  or  underestimated. 

While  it  may  be  permissible  to  allow  the  imagination  sonic  latitude 
in  writing  press  notices,  or  to  use  strong  adjectives  in  display  ad- 
vertisements, there  should  be  no  outrage  to  the  truth.  A  lie  in  cold 
print  admits  of  no  excuse  or  explanation.  A  successful  business  must 
be  founded  upon  public  confidence. 


AQUATIC  ATTRACTIONS  FOR  PARKS. 


Fortunate  is  that  park  manager  whose  park  properly  includes 
within  its  area  some  sort  of  body  of  water,  be  it  lake,  river  or  only 
a  frog  pond  in  which  water  lilies  can  be  grown.  The  summer  the- 
ater, merry-go-round  and  the  hundred  and  one  other  artificial  park 
attractions  have  come  to  be  indispensable  adjuncts  to  the  successful 
up-to-date  "trolley  park,"  but  a  lake  or  sheet  of  good  clear  water 
is  one  feature  that  attracts  young  and  old  alike,  day  in  and  day  out. 
Given  a  suitable  body  of  water  there  is  scarcely  a  better  investment 
that  can  be  made  than  a  small  expenditure  for  row  boats,  launches, 
tiiboggan  slide  and  bathing  houses,  for  these  not  only  draw  patrons 


\V.\I)INC,   I'OOI.  .\T  .\UUUBON  PAKK.  NEW  (IKLKANS. 


ideas,  but  the  expression  of  these  ideas  requires  tact,  skill,  inventive 
genius  and  a  knowledge  of  huniaii  nature.  A  good  idea  poorly  ex- 
pressed may  lose  its  force  and  importance.  A  poor  idea,  skillfully 
expressed  may  pass  for  more  than  its  worth.  The  truth  of  these 
statements  applied  to  advertisements  will  be  apparent  to  any  one  who 
will  recall  at  random  any  advertisement  he  may  chance  tn  think  of. 
He  will  usually  find  that  the  ideas  of  this  particular  advcrtiscinent 
arc  clearly  and  tersely  expressed  and  stand  out  so  prominv.ntl/  ns  to 
burn  themselves  into  the  memory,  and  that  they  have  intruded  upon 
his  mind  without  his  volition.  There  are  few  persons  who  can  not 
remember  instances  when  they  have  been  influenced  by  these  unbid- 
den guests. 

One  idea  or  one  dominant  idea  is  enough  for  a  car  baiintr  or  a 
display  advertisement.  It  is  a  happy  circumstance  that  it  is  so,  for 
it  enables  us  to  make  more  out  of  our  material. 

An  advertisement  should  be  set  up  riglil.  H  left  entirely  to  a 
printer  or  a  sign  writer  its  value  may  be  lost  by  poor  judgment  as 
to  display  or  arrangement.  There  is  also  danger  that  the  style  may 
be  so  nearly  the  same  each  day  that  notwithstanding  the  matter  has 
been  constantly  changed,  it  appears  the  same  to  a  casual  observer. 
The  individual  soldier  loses  much  of  his  individuality  and  identity  in 
the  uniform  of  the  army,  and  so  it  will  be  with  our  advertisements,  if 
all  of  them  appear  clothed  in  the  same  type. 

Specially  designed  letters  and  words  both  for  display  matter  and 
banners  can  be  made  very  eflfective.  The  slight  addilionnl  expense 
amounts  to  but  little. 

In  this  brief  view  of  the  construction  and  wording  of  amusement 


to  the  park,  but  in  themselves  return  sufficient  revenue  over  the 
cost  of  operation  to  go  a  long  way  toward  defraying  the  general 
park  expenses. 

So  effective  is  a  body  of  water  as  a  drawing  card,  that  in  nine 
cases  out  of  ten  it  will  be  a  good  financial  investment  to  create  a 
lake  by  artificial  means  in  a  park  where  nature  has  not  provided  one, 
and  it  is  surprising  how  much  can  be  accomplished  in  this  direction 
by  the  exercise  of  a  little  ingenuity.  A  small  stream  properly 
dammed  or  turned  from  its  natural  bed  if  need  be,  a  natural  spring, 
an  artesian  well  or  even  connection  with  the  city  water  mains,  can 
be  utilized  for  this  purpose,  and  by  leading  the  waters  into  a  natural 
depression  in  the  ground  or  if  the  case  requires,  into  an  artificial 
reservoir,  the  nuich-dcsired  "lake"  can  be  produced  at  insignificant 
cost.  Perhaps  it  is  not  always  expedient  to  create  a  large  body  of 
water,  but  even  a  pond  is  better  than  no  water  at  all. 

I  he  reproductions  from  photographs  herewith  show  good  exam- 
ples of  what  can  be  accomplished  in  this  direction.  .■\t  Audubon 
Park,  formerly  owned  by  the  New  Orleans  &  Carrollion  Railroad, 
Light  &  Power  Co.,  a  small  amount  of  money  was  spent  in  produc- 
ing the  children's  wading  pool,  the  popularity  of  which  is  attested 
on  almost  any  pleasant  afternoon  in  the  year  by  scores  of  youngsters 
with  skirts  or  trousers  turned  high  out  of  harm's  way,  splashing 
water  over  each  other,  sailing  miniature  fleets  of  sail  boats,  and 
getting  about  all  the  fun  out  of  life  that  a  warm  sun-shiny  after- 
noon can  bring  forth.  The  children  are  usually  attended  by  nurses 
or  guardians,  all  of  which,  be  it  noted,  means  increased  riding.  It 
is  reasonably  safe  to  say  that  a  wading  pool  of  this  nature  can  be 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


85 


created  in  any  locality  at  a  cost  not  to  exceed  $25  and  certainly  not 
over  $50,  for  it  merely  means  the  leading  of  a  small  supply  of  water 
to  some  slight  depression  in  the  ground.  A  few  wagon  loads  of 
sand  or  small  gravel  dumped  around  the  edges  of  the  pond  will  add 
greatly  to  the  charm  of  the  pond,  viewed  from  the  children's  stand- 
point. 

At  Raleigh,  N.  C,  the  patronage  at  the  suburban  park  has  been 
very  perceptibly  increased  by  building  a  wooden  bathing  tank  and 
suitable  bathing  houses.  This  tank  is  about  90  ft.  square  and  was 
formed  by  making  a  suitable  excavation  and  laying  in  the  bottom 
a  wooden  flooring  which  was  rendered  sufficiently  water-tight  by 
laying  the  timbers  close  together  on  a  bed  of  clay.  The  floor  is  laid 
sloping  to  give  a  graduated  depth  varying  from  2  ft.  near  one  side 
to  9  ft.  at  the  other,  so  as  to  accommodate  those  who  enjoy  a  good 
swim  and  also  those  who  do  not  like  to  venture  beyond  their  depth. 
The  bathing  houses  are  arranged  along  one  side.  Water  for  the 
tank  is  obtained  from  a  nearby  stream,  and  by  regulating  the  flow, 
the  water  in  the  tank  is  kept  fresh  and  clean.  The  charge  for  a  bath 
house  is  10  cents.    It  cost  just  about  $700  to  build  the  tank  and  bath- 


BATHINi,    TANK   ,\  T   K  .\  t.lKi  .11.  X.  C. 

ing  houses,  and  the  financial  returns  on  the  investment  can  be 
judged  when  it  is  stated  that  on  a  single  warm  day,  the  receipts  for 
rent  of  bathing  houses  has  been  as  high  as  $300,  to  say  nothing  of 
the  extra  fares  collected  on  the  cars.  This  idea  of  the  bathing  tank 
is  also  applicable  to  practically  any  locality.  By  placing  two  or 
three  arc  lights  about  the  tank,  the  place  can  be  patronized  in  the 
evening  as  well  as  during  the  day. 


ARCHITECTURAL  ACOUSTICS. 


The  subject  of  architectural  acoustics,  or  the  science  of  sound  as 
applied  to  buildings,  is  a  topic  frequently  arising  for  consideration 
in  electric  railway  offices,  in  connection  with  the  designing  or  re- 
modeling of  employees'  mutual  benefit  association  rooms,  casinos, 
pavilions,  or  theaters  and  other  buildings  for  park  or  pleasure  re- 
sort purposes. 

Although  it  is  not  feasible  in  this  class  of  work  to  give  the  same 
attention  to  the  details  of  acoustics  as  is  demanded  in  more  expen- 
sive buildings,  there  are  a  few  general  principles  which  if  followed 
will  give  any  room  increased  hearing  and  seeing  properties  with 
but  slight  additional  cost.  In  designing  a  summer  theater,  for  in- 
stance, the  very  idea  to  1«;  carried  out  precludes  the  building  of 
side  walls,  for  the  circulation  of  air  and  outdoor  effect  comprise 
the  chief  charms  of  the  structure.  Necessarily,  a  building  without 
side  walls  does  not  possess  the  acoustic  properties  of  an  enclosed 
room,  but  even  in  these  cases  better  results  can  be  secured  by  fol- 
lowing a  few  well-designed  and  easily  imdcrslood  principles  that 
enter  into  the  transmission  of  sound. 

Conceiving  the  simplest  possible  auditorium,  we  would  have  a 
level  and  open  plain  with  the  ground  bare  and  hard,  and  a  single 
person  for  an  audience.  It  is  clear  that  the  srnmd  spreads  in  a 
hemispherical  wave,  diminishing  in  intensity  as  it  increases  in  size. 
If,  instead  of  Ix-ing  bare,  ihe  ground  is  occupied  by  a  large  audience, 
llic  sound  diminishes  in  intensity  even  more  r;ipidly,  being  now 
absorlicd.  'ihe  upper  part  of  the  sound  wave  escapes  unaffected, 
but  the  lower  edge— the  only  part  that  is  of  service  to  the  audience, 


is  rapidly  lost.  It  will  be  observed  that  the  audibility  of  a  speaker's 
voice  will  be  greatly  increased,  first,  if  the  speaker  be  raised  above 
the  level  of  the  audience;  second,  if  the  seats  at  the  rear  be 
slightly  raised;  third,  if  a  wall  be  placed  behind  the  speaker;  fourth, 
if  walls  be  built  around  the  audience ;  and,  fifth,  if  a  roof  be  added 
to  prevent  the  sound  from  rising  and  being  lost. 

Theoretically,  the  ideal  shape  for  an  auditorium  or  assembly  hall 
of  any  kind  is  a  perfect  egg  oval  with  the  seating  occupying  the 
lower  half  of  the  room  and  the  curved  ceiling  the  top  half.  This 
ideal  form  is  possible  in  but  very  rare  cases,  and  practically  never 
wlien  commercial  considerations  enter  into  the  case. 

The  best  of  the  practical  forms  for  a  meeting  room  is  a  rectangu- 
lar shape,  but  expert  opinion  differs  as  to  the  proper  relations  that 
should  exist  between  the  length  and  breadth,  and  between  these 
two  dimensions  and  the  height.  An  e.xcellent  authority  states  that 
Ihe  dimensions  should  be  in  a  proportion  of  one  in  height  between 
the  floor  and  ceiling,  to  one  from  rostrum  to  the  rear  walls  to  each 
two  in  width  of  room  across  the  front  of  the  stage,  c.  g.,  50  ft. 
from  front  to  rear ;  50  ft.  between  floor  and  ceiling  by  ico  ft.  wide. 
Other  authorities  assert,  however,  that  the  length  and  breadth 
should  be  the  same  or  nearly  so,  and  the  height  should  be  twice 
the  length.  As  a  matter  of  fact,  it  is  probable  that  the  size  of  a 
room  is  a  very  small  factor  in  the  problem  of  securing  good  acous- 
tics, granted  of  course  that  the  room  is  a  perfect  rectangle  with  no 
irregularities  or  recesses.  Inasmuch  as  the  shape  of  the  room  in  the 
class  of  work  under  discussion  is  usually  influenced  by  other  con- 
siderations, the  actual  ratio  of  the  dimensions  can  probably  be  dis- 
regarded, bearing  in  mind  however  that  a  very  low  ceiling  is  always 
iibjectionable.  Irregular  shaped  rooms  with  groined  or  arched  ceil- 
ings are  bad. 

Of  much  greater  importance  than  the  ratio  of  the  general  dimen- 
sions are  certain  phenomena  observed  in  connection  with  the  trans- 
mission of  sound.  The  acoustics  of  a  room  will  be  influenced  by 
any  feature  that  tends  to  distort  sound.  This  distortion  may  bo 
caused  either  by  interference  or  resonance.  These  two  phenomena 
are  closely  alike,  and  both  occasion  the  same  evil,  the  distortion 
of  that  nice  adjustment  of  the  relative  intensities  of  the  components 
of  the  complex  sounds  that  constitute  speech  and  music.  The  phe- 
nomenon of  interference  merely  alters  the  distribution  of  sound  in 
a  room,  causing  the  intensity  of  any  one  pure  sustained  note  to  be 
above  or  below  the  average  intensity  at  near  points.  Resonance,  on 
the  other  hand,  alters  the  total  amount  of  sound  in  a  whole  room 
and  always  increases  it.  This  phenomenon  is  noticeable  at  times  in 
using  the  voice  in  a  small  room  or  even  in  particular  locations  in 
a  large  room. 

These  phenomena  arc  closely  analogous  to  the  action  of  water  in 
a  large  basin  or  tank  when  the  surface  is  ruffled  by  some  disturb- 
ance, such  as  the  introduction  of  the  hand  at  certain  regidar  inter- 
vals at  the  center.  It  will  be  readily  conceived  that  the  intensity 
of  the  waves  will  depend  largely  on  the  time  intervals  at  which  the 
hand  is  introduced.  If  the  disturbance  is  timed  so  that  each  out- 
going wave  reinforces  a  wave  returning  from  the  sides  of  the  tank, 
the  waves  will  soon  become  very  pronounced.  If,  however,  the  mo- 
tions of  the  hand  be  not  so  timed,  it  is  obvious  that  the  reinforce- 
ment will  not  be  perfect,  and,  in  fact,  it  is  possible  to  so  tiine  it 
as  exactly  to  oppose  the  returning  waves.  Conversely,  it  will  be 
deduced  that  any  interfering  obstruction  on  the  surface  of  the 
water,  and  also  the  shape  of  the  basin,  will  influence  the  coincidence 
of  elevations  and  depressions,  the  time  interval  of  the  disturbing  in- 
fluence remaining  constant.  (The  deduction  is  therefore  plain  that 
obstructions  in  a  room,  as  posts,  etc.,  and  the  presence  of  irregular 
recesses  in  the  walls,  tend  to  reduce  the  acoustic  values  in  any 
room.  Round  posts  present  less  interference  than  .square  posts, 
posts  placed  at  regular  intervals  less  (ban  posts  placed  irregularly, 
and  one  large  recess  than  several  smaller  ones  irregularly  located.) 

These  phenomena  should  not  be  confused  with  the  more  impor- 
lant  phenomenon  of  reverberation.  Reverberation  is  defined  by 
Prof.  Wallace  C.  Sabine,  of  Harvard  University,  as  follows: 

"Reverbrralion  may  be  regarded  as  a  process  of  multiple  reflec- 
lion  from  walls,  from  ceiling  and  from  floor,  first  from  one  and 
then  another,  losing  a  little  at  each  reflection  until  the  soimd  is 
ultimately  inaudible.  Sound  being  energy,  (jnce  produced  will  con- 
tinue inilil  it  is  either  transmitted  by  the  boundary  walls  or  is 
Iransfornied  into  some  other  kind  of  energy,  generally  luat.  This 
process  of  decay  is  called  absorption." 

In  nine  cases  out  of  ten  rooms  are  bad  acoustically,  because  the 


8() 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  2 


niati-rials  usc<l  in  ihc  interior  finish,  including  seals  and  furnisliings, 
do  not  absorb  the  sound  waves  to  a  sufficient  <leKrcc.  Kacli  smooth 
hard  surface  throws  back  the  sound  waves,  and  the  sound  vibra- 
tions thus  tossed  from  surface  to  surface  become  confused,  lose 
their  integrity,  and  the  result  is  a  mass  of  sound,  filling  the  whole 
room  and  incapable  of  analysis  into  its  distinct  reflections.  If  one 
chooses  he  can  readily  observe  this  in  almost  any  medium  size 
meeting  room  where  the  walls  and  ceiling  are  bare,  and  the  seating 
composed  of  uncovered  wood  or  metal  seats.  ICach  syllable  of  the 
speaker  or  each  note  of  music  will  be  audible  for  a  definite  period 
of  lime  after  the  original  sound  has  been  uttered,  and  thus  syllabic 
following  syllable,  or  note  following  note  before  the  previous  sound 
has  died  away  leads  to  confusion  or  indistinctness.  Reverberation 
includes  as  a  special  case  ibc  echo,  which  may  be  defined  as  a 
short,  sharp  sound,  distinctly  repeated  by  reflection,  either  once 
from  a  single  surf.ice  or  several  times  from  two  or  more  surfaces. 

A  room  in  which  the  reverberation  is  excessive  usually  can  be 
ipiickly  and  definitely  improved,  and  sometimes  rendered  perfect 
acoustically,  by  covering  the  seats  and  walls  with  sonic  soft,  dead 
or  non-rcflecliiig  material,  corresponding  in  finish  to  velvet  or  car- 
pets. Only  the  walls  that  return  the  sound  waves  need  be  so  treated. 
This  added  material  can  be  supplied  in  the  form  of  heavy  curtains, 
draperies,  cushions  on  the  seats,  and  mats  or  carpets  on  the  floor, 
Ihc  general  law  being  that  the  greater  the  amount  of  sound-absorb- 
ing material  brought  into  the  room  the  better  will  be  the  acoustics. 
Large,  exposed  surfaces  of  glass  arc  bad,  and  windows  and  heavy 
plate  mirrors  should  be  draped  with  curtain  material. 

By  experiments  carried  out  by  Professor  Sabine  it  has  been  de- 
termined that  sevcr.nl  of  the  more  common  materials  have  the  fol- 
lowing relative  absorbing  power,  all  of  them  being  referred  to  an 
arbitrary  standard  rated  as  i.oo: 

Wood  sheathing   (hard   pine)    061 

Plaster  on  wood  lath 034 

Plaster  on  wire  lath 033 

Glass   027 

Plaster  on  tile   025 

Brick  set   in   portland  cement    025 

Oil   paintings    28 

House   plants    II 

Carpet    rugs    20 

Extra  heavy  oriental  rugs  29 

Cheese    cloth    019 

Cretonne   cloth    15 

Shclia  curtains    23 

Hair   felt    -8 

Linoleum  (loose  on  floor)    12 

Plain  ash  settees  (per  single  seat)   ,.  .077 

Plain  ash  chairs   (bent  wood)    0082 

Upholstered  settees  (per  single  seat)   28 

Upholstered    chairs    30 

Hair  cushions    (per  seat)    21 

Elastic  felt  cushions   20 

In  addition  to  the  materials  in  a  room  the  audience  itself  is  a 
sound-absorbing  factor,  and  greatly  improves  the  acoustics  of  a 
room.  Professor  Sabine  has  even  gone  so  far  after  making  several 
thousand  tests  as  to  prove  that  an  audience  composed  entirely  of 
women  is  a  better  absorbing  medium  than  one  entirely  of  men,  and 
referring  to  the  same  standard  he  has  determined  that  the  absorbing 
power  of  an  isolated  woman  is  .54,  and  of  an  isolated  man  is  .48. 

Common  sawdust,  sifted  on  the  floor  to  a  depth  of  Y2  in.  will 
greatly  improve  the  hearing  properties  of  any  room  that  abounds 
in  echoes  and  reverberations,  and  this  is  an  easy  method  of  proving 
how  greatly  a  room  can  be  bettered  acoustically  by  introducing 
absorbing  non-reflecting  materials. 

It  is  bad  practice  to  plaster  solid  onto  terra  cotta,  brick  or  stone 
walls,  as  this  increases  reverberation.  In  rooms  where  the  wains- 
coting, paneled  ceiling  and  doors  and  window  finish  have  been 
covered  with  paint  and  varnish  until  the  surface  of  the  woodwork 
is  covered  with  a  thick  glazed  enamel  coating  that  affords  good 
sound  reflection  the  room  may  be  improved  by  first  sandpapering 
the  painted  work  until  all  the  glos5  is  removed  and  then  repainting 
with  flat  colors  or  paint  without  gloss. 

Wires  stretched  across  the  ceiling  arc  generally  conceded  to  be  of 
no  avail  in  preventing  reverberation  or  echo,  as  the  individual  wires 
offer  but  little  obstruction  to  the  reflected  sound  waves.    Wire  gauze 


with  the  meshes  not  over  ;4  in.  square  stretched  a  little  distance 
below  the  ceiling  will  usually  prove  eflicacious. 

Sound  waves  are  subject  to  various  interruptions  other  than 
from  actual  material  obstacles  in  a  room;  for  instance,  if  Ihc  air 
be  overcharged  with  humidity  it  will  impede  the  progress  of  IIk 
sound  waves,  the  breath  and  heat  and  air  occasioned  by  and  ascend- 
ing from  a  crowd,  carrying  a  much  larger  portion  of  sound  upwards 
than  apprciches  horizontally.  Sound  follows  and  is  carried  by  cur- 
cnts  of  air,  hence  an  open  hot-air  register  in  the  floor  immediately 
in  front  of  the  stage  or  platform  upon  which  the  speaker  or  singer 
is  standing  will  materially  interfere  with  the  audibility  of  the  words 
or  music.  It  is  desirable  that  th<;  beating,  ventilating  and  lighting 
room  to  be  devoid  of  all  draughts  or  currents.  Acoustics  will  be 
better  if  the  lighting  is  not  all  done  from  cue  large  chandelier  in  the 
center  of  the  room,  or  if  the  hot  air  is  not  supplied  at  one  central 
point.  It  is  belter  to  distribute  the  lights  and  heating  registers 
around  the  sides  of  the  room. 

Sounding  boards  are  as  a  rule  worse  than  useless,  as  they  merely 
augment  the  reverberation.  They  are  intended  to  be  used  only  in 
rooms  that  are  loo  large  for  the  voice,  or  where  extraneous  sounds, 
as  nearby  steam  railroads,  street  cars,  etc.,  require  artificial  rein- 
forcement of  the  sound  waves  at  their  point  of  origin. 

We  are  indebted  to  works  published  by  Prof.  Wallace  C.  Sabine, 
Eugene  Henri  Kelly,  of  Buffalo,  and  others  for  part  of  the  data 
contained  in  this  article. 


WHAT  A  STREET  RAIL\A^AY   PARK  SHOULD 

BE. 


UY  SETH   i;.\Kll.\M.  SUPT.  Sl'RlNt;KIELl>  TK.\(."nON  CO.,  SPRING- 
FIELD. MO. 


The  Springfield  (Mo.)  Traction  Co.  has  on  its  lines  two  parks, 
Doling's  Park  of  which  Mr.  R.  L.  Doling  is  manager,  and  Zoo 
Park,  neither  of  which  is  owned  by  the  Traction  company.  At 
Doling's  Park  is  a  theater  capable  of  seating  about  1,500  persons. 

Our  experience  with  parks  operated  for  the  purpose  of  increasing 
street  railway  revenues,  has  been  in  a  small  city,  and  what  would 
hold  good  in  a  city  of  this  class  might  not  be  suitable  in  a  larger 
place.  Therefore,  I  limit  what  follows  to  cities  of  between  25,000 
and  50.000  inhabilants. 

The  first  thing,  in  order  to  make  a  street  railway  park  a  success, 
is  to  get  the  park  before  the  people.  You  must  have  something,  or 
do  something  to  attract  the  first  notice.  If  you  have  a  nice,  well- 
kept  park,  plenty  of  grass,  shade  trees,  and  natural  water,  with  some 
natural  or  manufactured  scenery  effects  thrown  in,  you  will  get  the 
first  visit,  and  the  occasional  visit  of  the  pleasure  seeker.  This  occa- 
sional trip  to  the  park  must  be  made  a  habit. 

The  park  must  be  made  an  attractive  place  in  day-time,  a  place 
where  anybody  can  rest  and  get  recreation,  a  place  where  ladies  can 
lake  the  children  for  an  outing,  and  the  first  attractions  should  be 
for  the  children.  What  pleases  the  child  pleases  the  mother.  All 
children  take  interest  in  swings,  hobby-horse-merry-go-rounds, 
ponies,  donkeys  and  monkeys.  Amusements  of  this  kind  are  inex- 
pensive; get  them  first. 

Next,  cater  to  all  good  people's  picnics,  lodge  picnics,  church  pic- 
nics, private  picnics  and  excursions.  Give  them  rates  on  everything; 
please  them. 

.After  you  have  in  this  way  got  people  in  the  way  of  going  to  the 
park,  some  daily  and  some  "once  in  a  while,"  give  them  evening 
attractions — make  the  park  habit  nightly. 

At  night  the  park  must  always  be  kept  well  lighted  and  well 
policed.  The  moral  tone  must  be  kept  high.  Have  some  kind  of 
attraction  every  night,  so  the  habit  will  not  be  broken.  One  of  the 
best  drawing  cards  for  this  purpose  is  a  slock  company,  dramatic  or 
operatic  show  with  vaudeville  specialties  between  the  acts.  A  theater 
show  of  this  kind  is  better  than  straight  vaudeville  because  it  cre- 
ates a  more  fixed  interest.  To  prove  this,  ask  the  average  patron, 
leaving  a  good  vaudeville  show  how  he  liked  it.  He  will  say  "good." 
Ask  him  if  he  will  come  again  tomorrow,  his  answer  will  be  "I 
don't  know."  Ask  the  same  patron  when  he  has  seen  a  good  play 
of  the  other  kind  and  his  answer  will  be  "yes"  or  "no."  The  idea 
is,  the  vaudeville  creates  uncertain  results,  either  good  or  bad ;  while 
with  the  "stock"  show  as  the  main  feature  the  result  is  certain,  cither 
success  or  failure,  according  to  merit. 


FEa  20,  1903.] 


STREET  RAILWAY  REVIEW. 


87 


The  charges  for  all  amusements  should  be  as  fixed  as  the  street 
car  fare,  and  as  near  the  same  basis  (5  cents  each)  as  possible.  Let 
the  people  know  what  they  have  to  pay — make  it  fixed,  and  when 
traveling  attractions  are  booked  for  special  performances  always 
make  the  charges  conform  to  a  usual  custom.  If  the  attraction  can 
not  be  secured  on  that  basis,  do  not  take  it.  Nothing  raises  com- 
plaint so  quickly  as  changing  prices.  All  street  car  passengers 
should  have  a  transfer  ticket  from  the  car  to  admit  them  to  the  park 
grounds.    After  they  are  inside  treat  everybody  alike. 

On  these  theories  this  company  has  worked  in  connection  with  a 
park  not  owned  by  the  company  during  the  summer  of  1902.  The 
results  to  the  company  were  satisfactory,  and  the  owners  of  the  park 
made  net  above  all  expenses  15  per  cent  on  the  valuation. 


DESCRIPTIONS  OF  PARKS. 


PITTSBURG,  K.\N. 

I'orcst  Park,  about  three-fourths  of  a  mile  from  Pittsburg,  Kan., 
is  leased  by  W.  \V.  Bell,  who  has  improved  the  park  by  erecting  a 
theater  of  l.oco  seating  capacity,  and  other  necessary  buildings.     Mr. 


located  in  a  natural  grove  of  large  coltonwood  and  other  varieties 
of  trees  where  rambling  walks  are  laid  out  and  shady  spots  abound. 
In  the  center  of  these  grounds  is  a  large  body  of  water  upon  which 
a  well-equipped  boat  livery  is  maintained,  including  power  launches, 
row  boats,  etc.  Near  the  lake  is  a  large  building  containing  swim- 
ming pools  which  are  among  the  largest  in  the  country.  These  are 
filled  with  the  constantly  flowing  hot  sulphur  water  coming  from 
llie  earth  at  a  depth  of  about  600  ft.  and  at  a  temperature  of  about 
110°  F.  .As  this  is  running  water,  it  always  remains  clean  and  re- 
freshing. This  park  is  also  used  as  a  health  resort,  and  in  the  same 
building  with  the  swimming  pools  arc  a  number  of  private  bath 
rooms  equipped  with  porcelain  tubs,  reclining  cots,  etc.,  where  hot 
sulphur  tub  baths  arc  provided.  The  accompanying  illustrations 
show  several  views  in  Urbita  licit   Springs  Park. 


PHIL.\DELPHI.\,  FA. 

One  of  the  most  widely-known  attractions  of  Philadelphia  is  Wil- 
low Grove  Park  which  is  operated  by  the  Philadelphia  Rapid  Transit 
Co.,  but  as  an  enterprise  separate  and  distinct  from  any  of  the  com- 
pany's   railway    properties.      The    park    is    located    in    Montgomery 


VIEWS  IN  IIKIUTA    lliiT  Sl'KlN(;s  I'.VKK,  S.\N   liKR.N  AKDl.Nn,  lAL. 


Bell  states  that  the  park  has  been  operated  for  three  sunnners  and 
has  been  very  successful,  with  excellent  prospects  for  1903.  The 
remunerative  attractions  have  been  theatrical  entertainments  by 
slock  companies  with  vaudeville  teams  bclwccn  acts.  The  park 
comprises  40  acres  and  includes  a  half-mile  training  track. 


SAN  BERNARDINO,  CAL. 

i  he  San  Bernardino  Valley  Traction  Co.,  of  .San  Bernardino, 
al.,  owns  a  mile  race  track  located  three  miles  from  the  center  of 
.San  Bernardino  and  seven  miles  from  Rcdiands,  upon  the  com- 
pany's Rcdiands  extension.  This  tr.ick  is  used  for  winter  meets  and 
training  of  horse.t,  and  a  base  ball  and  foot  ball  field  is  containe<l 
within  the  race  course.  This  has  proved  to  be  a  good  feeder  for 
the  company's  lints  and  a  great  attraction  (o  winter  tourists.  In 
addition  to  the  race  track  a  park  called  Urbita  Hot  Springs  Park  is 
imncd  liy  some  of  the  rlircclors  of  the  traction  company,  but  is 
operated  by  a  separate  company  caller!  the  Urbita  Hot  .Springs  Co. 
This  park  is  located  iV4  miles  from  San  Bernardino  and  is  under 
the  management  of  Mr.  A.  C.  Denman,  Jr.     The  hot  springs  arc 


County  about  13  miles  from  the  cily  am!  is  nndur  tlie  management 
of  Mr.  C  P.  Weaver,  special  agent,  with  headquarters  at  No.  810 
Dauphin  St.,  Philadelphia.  Mr.  Weaver  is  assisted  by  Mr.  F.  W. 
Ilarrold. 

In  regard  to  the  allraclions  and  niellinds  of  operation  Mr.  Weaver 
has  written  us  as  follows : 

"We  have  a  building  known  as  the  tlicaler  in  which  we  have 
moving  pictures  and  also  have  had  the  Merry  Manikins  for  the  past 
two  or  three  years  as  a  side  issue.  In  another  building  known  as 
the  Fairy  Theater,  in  which  thirty  people  arc  employed,  difTcrent 
plays  for  children  arc  given,  the  only  way  to  view  the  performance 
being  through  lenses;  this  is  a  novelty  in  the  theatrical  line,  and  was 
first  introduced  last  summer.  We  also  have  'Ye  Oldc  Mill,'  which 
consists  of  a  waterway  running  through  a  building  with  many  curves 
and  corners,  the  length  of  which  is  about  1,000  feet.  At  busy  times 
we  operate  as  many  as  twenty  boats,  each  boat  being  able  to  seat 
eight  people.  This  has  proved  one  of  oiu'  best  attractions  at  the 
park.  Last  year  wc  carried  .-500,000  people,  the  charge  for  each  jier- 
son  riding  being  ten  cents.  Wc  also  have  a  scenic  railway,  wliicli 
is  in  fact  a  scenic  railway,  inasmuch  as  it  runs  through  tree  tops. 


88 


STREET  RAILWAY  REVIEW. 


[Vol.  XI II,  No.  2 


l)n  this  aiiiU'iciiH'nt  uv  carried  in  (he  iieigliborhood  of  550,000  people 
diiriiig  mir  season  of  95  days.  We  liavc  two  carrousels  both  of  which 
arc  very  popular  and  profitable.  We  have  also  a  new  mirror  majie, 
which  is  considered  the  best  of  its  kind  in  the  country,  and  has 
proved  a  very  gix>d  investment.  The  tolnggan  chutes  comprise  a 
scenic  railw.iy  combined  with  a  chute  the  chutes.  This  has  done 
a  very  good  business  since  it  has  been  built.  However,  it  Is  our 
intention  this  year  to  substitute  another  scenic  railway  in  its  pLicc. 
We  also  have  a  large  'Candyland'  building,  photograph  building, 
news  stand,  orangeade  building,  cigar  .stand,  soda  water  fountain, 
phonograph  building,  which  do  good  business. 

"Our  main  attraction  at  Willow  Grove  is  the  music.  No  charge 
is  made  to  hear  the  concerts,  seats  being  free.  Last  year  we  had 
five  difTerent  bands  during  the  season,  the  first  being  Sousa  and  his 
land;  second,  Victor  Herbert  and  his  orchestra;  third,  the  Kilties,  a 
Canadian  organization;  fourth,  Clarke's  .American  Band  of  Provi- 
dence, and  fifth,  the  Royal  Marine  Band  of  Italy.  Tliis  year  it  is 
more  than  likely  that  we  will  have  seven  or  eight  different  organ- 
izations. 

"The  park  itself  operates  a  large  casino  and  two  smaller  cafes. 
The  trolley  railway  encircles  the  park  and  on  busy  days  as  many 
as  160  cars  have  been  operated  on  that  branch  alone,  making  the 
headway  of  each  car  about  a  minute.  In  the  park  proper  there  arc 
no  acres,  included  in  which  are  three  large  picnic  groves  capable  of 
accommodating  about  40,000  picnickers.  Swings,  kitchens,  etc.,  have 
been  arranged  in  each  grove. 

"The  seating  capacity  of  our  music  shell  under  the  pavilion  is 
about  4.500,  and  with  the  seats  in  and  around  the  pavilion  it  will  hold 
about  12,000.  It  is  no  very  uncommon  thing  for  us  to  have  an  audi- 
ence seated  and  standing  in  and  around  the  music  pavilion  of  twenty- 
live  thousand  people.  Our  largest  day  was  July  4,  1902,  at  which 
time  it  was  estimated  that  the  attendance  at  the  park  was  over 
100,000. 

"One  of  the  most  important  features  at  the  park  is  an  electrical 
fountain,  which  stands  in  the  middle  of  a  large  lake  and  which  is 
operated  at  night  with  colors.  It  is  said  to  be  the  finest  one  in  the 
United  States." 


MANSFIELD,  O. 

The  Citizens  Electric  Railway,  Light  &  Power  Co.,  of  Mansfield, 
O.,  operates  Lake  Park  Casino,  situated  about  one  mile  from  the 
center  of  Mansfield,  which  is  under  the  management  of  E.  R.  End- 
ley.  There  is  a  theater  large  enough  to  seat  1,000  persons.  Mr. 
Arthur  J.  Haycox,  superintendent  of  the  railway  department  of  the 
company,  writes  as  follows  concerning  entertainments  and  park 
attractions: 

"In  speaking  of  sunimcr  parks  and  casinos,  after  six  years  experi- 
ence, I  must  say  that  I  am  not  very  much  taken  with  the  c%sino 
as  a  money  maker  for  street  railway  companies,  largely  on  account 
of  the  kind  of  entertainments  that  we  have  to  put  up  with.  Vaude- 
ville people  get  about  double  the  money  they  earn.  Only  about  one 
act  in  every  ten  is  new  to  the  audience  and  worth  the  money  paid 
by  the  railway  company.  Tlie  park  that  pays  is  the  park  that  draws 
picnic  parties.  .\  place  out  in  the  woods,  where  the  fare  is  15  cents 
one  way,  and  25  cents  round  trip.  Let  there  be  swings,  and  boating, 
golf  and  ball  grounds,  buildings  where  speaking  can  take  place  and 
where  the  people  can  be  sheltered  from  a  thunder  shower.  Let  there 
be  beautiful  flowers,  a  few  animals,  etc.,  free  telephone  service  to 
town,  free  lights,  plenty  of  tables  under  the  trees,  in  fact  a  place 
where  tired  people  can  go  and  get  away  from  business  two  or  three 
times  a  week  in  summer.  It  is  not  necessary  to  provide  many  extra 
men  and  cars  and  power  for  this  kind  of  a  park,  but  with  a  theater 
it  is  required  to  carry  all  the  people  out  in  alx)ut  30  minutes,  with 
the  same  rush  to  get  them  home.  The  other  kind  of  park  may  not 
have  such  large  crowds,  but  it  will  draw  some  every  day,  and  the 
'regulars'  will  take  care  of  the  business  and  the  company  not  have 
to  pay  out  several  hundred  dollars  extra  every  Saturd.iy  night," 


CANTON,  O. 

The  Canton-Akron  Railway  Co.  operates  a  resort  called  Meyers 
Lake,  which  is  aliout  iVi  miles  from  Canton,  O..  and  has  recently 
leased  a  property  at  Springfield  Lake,  which  is  some  15  miles  north 
of  Canton.  At  Meyers  Lake  a  stage  has  been  erected,  also  a  I'"ig.-8 
toboggan,  a  merry-go-round  and  a  Ferris  wheel.    The  company  owns 


here  about  225  acres,  90  acres  Iwing  comprised  in  the  lake,  and  is 
well  e(|uipped  for  summer  business.  On  the  lake  are  a  naphtha 
launch  carrying  100  persons,  and  50  row  boats.  There  arc  also  two 
large  hotels  where  excellent  meals  are  served  and  dances  may  be 
held.  At  Springfield  Lake  a  pavilion  has  been  built  and  boats  will 
be  put  on  the  lake  with  the  expectation  uf  doing  considerable  busi- 
ness at  the  resort  during  the  coming  year.  The  manager  of  the  rail- 
way company  is  Mr.  George  W.  Rounds. 


CORTLAND,  N.  Y. 

The  Cortland  County  Traction  Co.  owns  and  operates  Cortland 
Park  which  is  located  about  2'/i  miles  east  of  the  city  on  the  Tiough- 
nioga  River.  The  most  successful  attractions  arc  moving  pictures, 
band  concerts  and  fireworks.  Dances  are  held  twice  each  week  and 
animals  and  a  merry-go-round  furnish  amusement  for  children. 

The  company  sends  us  a  copy  of  a  circular  letter  that  is  sent  to 
all  parts  of  the  state,  which  we  reproduce  here,  believing  that  the 
form  may  be  found  useful  to  other  companies  desiring  to  secure 
picnic  parties  for  their  parks: 

"The  management  of  the  Cortland  County  Traction  Co.  desires 
to  call  your  attention  to  the  desirability  of  Cortland  Park  as  an  ideal 
place  for  excursions  and  picnics  during  the  summer  months. 

"The  park  is  located  on  the  banks  of  the  Tioughnioga  River,  about 
2'/4  miles  cast  of  the  city  of  Cortland  on  a  hill  commanding  a  view 
of  the  city.  The  view  is  perfect ;  standing  on  the  hillside  one  sees 
the  city  resting  in  a  valley  with  its  churches,  schools  and  factories 
the  whole  forming  a  beautiful  picture  not  surpassed  by  the  villages 
the  traveler  views  as  he  climbs  the  lofty  heights  of  the  Alps. 

"The  park  itself  consists  of  two  large  groves  of  elm,  maple  and 
hemlock  excellently  kept  and  bountifully  supplied  with  tables, 
benches,  etc.,  for  picnics.  This  year  the  management  has  made  a 
great  effort  to  have  the  park  attractive.  It  has  secured  and  placed 
in  the  park  a  menagerie  which  includes  monkeys,  bears,  deer,  rab- 
bits, etc.,  and  which  will  be  especially  attractive  to  the  children  as 
well  as  to  the  older  people.  A  merry-go-round  operated  by  elec- 
tricity has  been  placed  in  the  park,  also  a  large  croquet  ground, 
which  is  attracting  no  little  attention ;  numerous  large  sw  ings  have 
been  added  and  nothing  has  been  left  undone  to  make  the  naturally 
beautiful  place  bright  and  attractive. 

"Surrounding  the  groves  are  beautiful  woods  with  weH-kept  walks 
running  through  them,  and  plentifully  supplied  with  rustic  seats  for 
the  weary,  or  those  who  desire  to  sit  and  drink  in  the  delightfully 
cool  air  and  enjoy  the  shade  listening  to  the  birds,  or  watching  the 
antics  of  the  squirrels  and  chipmunks. 

"In  the  lower  grove  is  a  large  spacious  pavilion  in  which  refresh- 
ments arc  served  at  a  nominal  cost.  The  pavilion  will  shelter  a  very 
large  number  of  people  in  inclement  weather,  and  can  be  utilized 
for  dining  for  picnic  parties  whenever  the  weather  will  not  permit  of 
Ihe  outside  tables  being  used. 

"The  park  is  supplied  with  plenty  of  good  cold  spring  water.  The 
privilege  of  the  kitchen  will  be  given  free  to  picnic  parties  to  make 
coffee,  etc.  Electric  oars  run  frequently  between  the  park  and  the 
city.  The  management  desires  particularly  to  solicit  picnic  parties 
and  excursions  bringing  along  their  own  eatables  and  picnic  in  the 
park.  No  admission  or  charge  for  the  grounds.  No  intoxicating 
drinks  sold.     Write  for  further  information  and  particulars." 


ALTON,  ILL. 

The  .Minn  Railway,  Gas  &  Electric  Co.  owns  a  tract  of  22  acres 
located  llirco  miles  from  .Mton,  III.,  which  has  been  very  extensively 
]ialn>iiized  by  picnic  and  other  outing  parties.  The  resort  is  known  as 
Rock  Spring  Park  and  has  been  improved  with  a  lagoon,  green 
houses  and  pavilion. 


READING,  PA. 

The  .Mlentown  and  Kutztown  Traction  Co.  at  Reading,  Pa.,  owns 
and  operates  two  pleasure  resorts  known  as  Dorney  Park  which  is 
about  four  miles  from  the  center  of  Reading  and  about  four  miles 
west  of  AUentown.  Also  Fairview  Grove,  about  five  miles  west. 
The  park  manager  is  Mr.  F.  S.  Kinsey,  Reading. 

.\\.  Dorney  Park  there  is  a  theater  of  3.000  capacity,  a  lake  suitable 
for  boating,  and  swimming  pool,  basket  ball  court,  pavilion,  merry- 
go-round,  water  toboggan,  dancing  pavilion,  base  ball  grounds  and  a 
first  class  hotel  and  restaurant.    Ponies  are  also  kept  for  hire. 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


89 


Fairview  Grove  is  used  mainly  liy  private  picnic  parties  and  for 
camp  meeting  purposes. 

Mr.  Kinsey  writes  ns  as  follows  in  regard  to  plans  for  1903  and 
results  in  1902 : 

"Our  season  this  year  will  very  probably  begin  a  week  or  two 
earlier  than  last  year,  when  we  opened  on  May  24th.  .^t  Dorney 
Park  we  handled  during  the  past  season  from  12,000  to  15,000  people 
on  each  of  our  big  days,  and  the  attendance  throughout  the  entire 
season  was  very  good,  but  during  the  month  of  June  particularly 
the  weather  was  e.xceptionally  bad,  which  interfered  greatly  with 
what  would  have  been  otherwise  an  equally  successful  month. 

■'.•\t  the  theater' we  find  that  high  class  entertainments  pay  the 
best,  .\mong  other  attractions  we  had  the  Kilties  Band  for  three 
days,  Ricobono  Brothers'  .Animal  Show,  the  latter  coming  to  Dorney 
Park  as  the  second  stopping  place  in  this  country,  we  having  en- 
gaged them  while  still  in  Europe. 

"The  trout  ponds  at  Dorney  Park  have  made  the  park  a  famous 
picnicking  place  for  the  past  30  years,  and  we  now  have  more  than  a 
dozen  ponds   stocked  with  exceptionally  fine  trout.     In  addition  to 


pool  room,  bar  room  and  restaurant.  This  park  is  located  on  the 
southeastern  shore  of  Onondaga  Lake,  the  properly  being  surround- 
ed by  a  i6-ft.  board  fence.  To  accommodate  spectators  of  out-door 
games  "bleachers"  sealing  2.500  persons  have  been  erected.  On  the 
lake  shore  is  a  large  dock  or  harbor  for  steamboats  and  launches. 


VIEW  OF  RIVEK  .NE.\K  S.\XS  SOUCI,  WATERLOO,  lA. 

this,  we  built,  during  the  past  fall,  a  liatchery,  and  e.xpect  lo  raise 
millions  of  trout  this  season. 

"Before  the  coming  season  opens  we  intend  to  enlarge  our  danc- 
ing pavilion  and  build  an  annex  lo  our  theater  so  that  at  the  latter 
place  we  can  scat  comfortably  3,000  people. 

"We  have  not  only  endeavored  to  secure  absolutely  first  class  com- 
panies (or  our  theater,  but  the  musical  portion  of  llie  program,  both 
as  to  orchestra  and  players  themselves,  has  been  given  careful  at- 
tention, and  a  special  effort  will  be  made  during  ihe  coming  season 
to  improve  this  part  of  the  entertainment  still  more.  We  find  that 
absolutely  high  grade  music  is  appreciated  throughout  the  entire  sea- 
son, whether  from  singers  or  instrumentalists.  In  short  we  shall  en- 
deavor to  secure  the  very  best  that  can  be  had,  preferring  to  have 
an  entertainment  marked  by  its  good  quality  rather  than  its  quantity." 


SYRACUSE,  N.  Y. 

The  .Syracuse  Rapid  Transit  Co.  owns  two  pleasure  resorts.  Valley 
Theater,  four  miles  from  the  center  of  Syracuse,  and  Lake  Park 
(formerly  Iron  Pier),  two  miles  from  the  city.  Valley  Theater  is 
operated  by  the  railway  company,  while  Lake  Park  is  leased.  There 
is  also  a  new  summer  park  not  owned  by  the  railway,  known  as 
Rockwell  .Springs,  which  is  on  the  company's  line;  this  resort  is 
most  used  for  dancing  and  picnics.  Valley  Theater  was  illustrated 
in  the  "Review"  for  August,  1900,  page  478;  at  this  park  light  opera 
has  iK'en  a  most  p^jpular  and  remunerative  attraction.  At  Lake 
Park  vaudeville  has  l>een  the  principal  entertainment ;  the  building 
here  is  580  ft.  long  and  contains  besides  the  stage,  a  b<'jwling  alley, 


HOOSICK  FALLS,  N.  V. 

The  Bennington  &  Hoosick  Falls  Railway  Co.,  of  Hoosick  Falls, 
N.  Y.,  operates  Battlefield  Park,  which  is  located  about  nine  miles 
from  Hoosick  Falls  and  seven  miles  from  Bennington.  Mr.  George 
E.  Greene,  president  of  the  company,  writes  as  follows  concerning 
this  resort : 

"We  have  quite  a  beautiful  park;  the  place  is  naturally  attractive 
and  we  have  not  spent  a  very  great  amount  of  money  on  it.  The 
park  is  part  of  the  main  battlefield  of  the  battle  of  Bennington.  The 
Hoosick  River  runs  close  to  a  heavily  wooded  forest  which  is 
reached  by  a  bridge  across  the  river  from  two  or  three  acres  of  nice 
lawn  upon  which  we  have  trees,  flower  beds  and  a  fountain,  with 
swings,  seats  and  a  platform  for  band  concerts.  We  have 
some  boats  on  the  river.  The  park  is  well  patronized  by 
picnic  parties  and  small  parties  during  the  summer  and  in 
the  afternoons  there  are  a  greater  or  less  number  of  people 
there  all  the  while.  We  also  have  croquet  and  other 
games.  Two  years  ago  we  gave  six  weeks  vaudeville  but 
found  it  did  not  pay.  A  year  ago  last  summer  we  gave 
two  weeks.  Last  summer  we  did  not  give  any.  We  had 
hand  concert*  Sunday  afternoons,  which  was  about  the 
only  attraction  for  which  we  expended  any  money.  We 
found  that  there  was  more  in  it  for  us  to  simply  keep  a 
clean,  attractive  place,  free  to  our  patrons,  where  they 
could  go  into  tlie  country  and  into  the  woods  and  on  the 
river  without  expense  and  without  trespassing  on  private 
land,  than  to  give  vaudeville  entertainments  or  to  pay  for 
attractions,  because  the  revenue  was  not  sufficient  to  make 
it  an  object  for  all  the  extra  work  and  running  the  extra 
equipment  and  the  extra  chances  of  accident." 


NATCHEZ,   MISS. 
The   Natchez    (Miss.)    Electric  Street  Railway  &  Power 
Co.   operates   Concord    Park   which   is   under  the  manage- 
ment of  Mr.  W.  B.   Moorman,  secretary  and  treasurer  of 
the  railway  company.     The  park  is  attractively  situated  at 
Ihe   end   of   the    street    railway     line    and     is     about     I'/z 
miles    from   the   center   of    the    city.      At    the    park    are 
a      half-mile      race      track,      first-class      baseball      and 
football      grounds,      large      stable      room      for      stock, 
and       ample       grand       stand      and       bleacher       seating 
capacity   with   an   exposition   hall,   theater    Iniildiiig   and   other  con- 
veniences. 

Mr.  Moorman  writes  as  follows: 

"We  had  several  theatrical  companies  playing  here  last  summer 
and  the  greater  number  of  the  games  played  in  the  Cotton  States 
League  are  played  at  this  park.  We  are  gaining  for  the  park  quite 
a  reputation  as  a  pleasure  resort  and  last  year,  the  first  season,  was 
well  patronized.  The  entire  park  and  buildings  are  under  improve- 
ment and  by  spring  we  expect  lo  open  in  strictly  modern  shape  with 
a  number  of  additional  attractions.  We  are  adding  several  miles  of 
track  lo  our  line  Ibis  winter,  all  of  which  will  be  in  full  operation  by 
spring  anil  will  draw  greater  patronage  than  ever  for  the  park." 


MOBILE,  ALA. 

The  Mobile  Light  &  Railroad  Co.,  of  Mobile,  Ala.,  which  now  in- 
cludes the  Mobile  Street  Railroad  Co.,  operates  Monroe  Park  lo- 
cated about  three  miles  from  the  city.  The  park  comprises  alxxil 
40  acres  and  is  reached  by  two  street  railway  lines.  The  locaticm 
is  particularly  favorable,  the  constant  breezes  from  the  Gulf  mak- 
ing the  park  a  most  desirable  resort  during  the  liealcd  term,  and 
citizens  freely  utilize  it  for  picnics,  horse  shows,  (lower  parades, 
tournaments  and  summer  outings  generally.  What  is  generally  ad- 
ntitled  to  be  the  finest  baseball  grounds  in  the  South  are  within 
Ihe  park  enclosure.  A  theater  with  ample  stage  room  and  sealing 
750  persons,  is  one  of  Ihe  park  attractiuns,  and  crowds  arc  nightly 
entertaine<l  during  the  snnnner  with  light  opera  and  high-class 
vaudeville  performances.     A  small  zoo  annises  tlu'  little  ones,  and  a 


90 


STREliT  RAILWAY  Rli\  lEW. 


[V..1    \III    V, 


c.i$iiin  priiMilfS  r<  Ircsliiiiiiils.  l)iiriii(;  tlu'  ci'iiiiiig  srason  (h«  bay 
froiil  will  litf  lK-:iulilicil  and  .-itlditiDiia!  iniprovciiiciits  lie  made  to  llic 
|).\rk. 


KANSAS  CITY,  MO. 

The  nifclric  Park  &  Anni^iMiiciit  Co.,  of  which  M.  G.  llcini,  of 
the  Ileiiii  Brewing  Co.,  is  president,  operates  Klectric  Park,  which 
was  described  in  the  "Keview"  for  October,  igoo,  page  578.  The  at- 
tractions include  vaudeville  entertainments,  a  German  village,  small 
I'Vrris  wheel,  electric  fotmlain,  bowling  alley,  shooting  gallery,  "loop 
llie  loop,"  etc.     The  manager  of  the  park  is  Mr.  Samuel  Benjamin. 


cottages  are  always  occn|iie>l,  11  licing  :llnlll^t  imiwisMliic  ti  run  nnc 
after  the  first  of  May. 

.■\cro5s  the  river  from  Cedar  River  Park  is  Sans  Soiici,  owned  by 
the  Waterloo  &  Cedar  Falls  Kapid  Transit  Co.,  where  has  been  built 
a  snmnier  hotel  which  will  accomnuMlatc  130  guests.  The  company 
has  15  acres  in  this  park,  and  the  hotel  season  is  from  June  ist  to 
.September  1st.  .\  great  many  transient  guests  arc  accommodateil 
here,  and  the  Chautauqua  .\sseinbly,  across  the  river,  has  found  it  a 
great  convenience  for  their  entertainments  to  stop  close  to  the  Chau- 
lau(|ua  auditorium.  Near  the  hotel  has  been  erected  a  band  stand, 
and  a  shelter  with  seating  capacity  for  1,200  people.  Two  band  con- 
certs a  week  are  given  during  the  summer  season;  also  moving  pic- 


SANS  SOl'Cl  HiiTl',1,  -\N1>   l'.\KK.  \V.\TERLO(l.  lA. 


Take  a  Delightful 
Steamboat  Ride! 


LtiJii*  lh«  "U.v>,  di.tt   jod    confution  tnr  «  iho't  tim*  and 

■njoy  A  rest  on  lh«  boat  whil«  you  vlavv  lh« 

boAutiful  »c*n«ry  of  C*dar  Rivar. 


WATERLOO,  lA. 

The  Waterloo  &  Cedar  Falls  Rapid  Transit  Co.,  of  Waterloo,  Ta., 
has  on  its  line  two  pleasure  resorts,  Cedar  River  Park  and  Sans 
Souci  which  arc  on  opposite  sides  of  the  Cedar  River,  and  situated' 

two  miles  from  Water- 
loo and  four  miles  from 
Cedar    Falls. 

Cedar  River  Park  is 
owned  by  a  stock  com- 
pany, and  contains 
about  200  acres  of  land 
on  which  are  built  some 
150  summer  homes; 
there  is  also  at  Cedar 
River  Park  an  auditori- 
um with  a  seating  capa- 
city of  2,500  people. 
This  is  used  every  sea- 
son for  two  weeks  by 
the  Chautauqua  Assem- 
bly, and  during  the  rest 
of  the  time  is  in  great 
demand  for  the  use  of 
large  conventions  and 
church  entertainments. 
The  Germans  of  North- 
eastern Iowa  hold  an 
annual  German  camp 
meeting  at  this  park 
which  draws  about  1,200 
people,  and  lasts  two 
weeks.     All  the  summer 


The  STtAiWtR  JUANITA 

Will  Ic...-  Wjtclo..  A\   -2.  3.  -4.   ^    ;  -n,i   7  otlotk   P    M    for 

Sans  Souci  and 
Cedar  River  Parks 

Fare,  5  Cents  Each  Way 

Doal  loAvrf  from  I'ont  of  I.  C    pJ%«'.gDf  tlAt-on  on  Ca^t  S<d* 
and  from  r«4lr  ot  8*<)i.  Nauman  &  Watlt  Co   OT\  Wm  Sid*. 


Pau«n««ra  can  (Clurn  from  i>Brk«  by  alactric  cars  tl  d««irad. 

or  can  lah*  car*  lo  park  and  raiurn  by  boat. 

th«  far*  baing  all  lb«  tame. 


tures  are  given,  the  bill  being  changed  as  often  as  found  profitable. 

Within  a  short  distance  from  Sans  Souci  is  located  the  Waterloo 
Country  Club  grounds  and  club  house,  and  this  organization  with  a 
membership  of  200  or  more  has  found  it  very  convenient  to  make 
Sans  Souci  summer  hotel  its  headquarters.  Tlie  Rapid  Transit 
company  has  a  steam  boat  which  plies  between  Waterloo  and  these 
parks,  which  is  shown  by  the  accompanying  reproduction  of  an  ad- 
vertising bill,  and  it  is  found  that  it  pleases  the  public  to  be  able  to 
take  either  route  going  to  and  from  the  parks. 

The  park  manager  is  Mr.  C.  D.  Cass,  general  passenger  agent  for 
the  Rapid  Transit  Co. 


The  Cincinnati,  Georgetown  &  Portsmouth  Railw.ay  Co.  has  se- 
cured land  at  Highland  Park,  O.,  and  will  develop  a  summer  resort 
there. 


Tlic  Penobscot  Central  Railway  Co.  of  Bangor.  Me.,  will  this  year 
establish  a  pleasure  resort  to  be  known  as  Pushow  Lake  Park ;  it 
will  be  located  about  7Vs  miles  from  Bangor. 


«  «  > 


The  Blue  Grass  Traction  Co.  recently  received  20  car  lo«ds  of 
rails  for  its  new  interurban  line  from  Lexington  to  Paris,  Ky. 
.'\bout  nine  miles  of  the  proposed  seventeen  of  roadbed  is  graded. 
Work  is  being  pushed  as  rapidly  as  the  weather  will  permit. 


Don'l  Miss  Sedng  IIk  Nck  Summer  Hold,  Sans  Souci. 

E.XtT'RSION   POSTKK 


Judge  A.  N.  Waterman,  in  delivering  an  opinion  in  the  .'\ppcllatc 
Court  on  January  i6th.  dismissed  an  appeal  taken  by  the  city  of 
Chicago  from  the  judgment  of  the  Circuit  Court,  in  refusing  to 
issue  a  writ  of  mandamus  directing  the  West  Chicago  Street  Rail- 
way Co.  to  lower  its  tunnel  at  Van  Buren  St.  The  reviewing  court 
declares  that  a  freehold  is  involved  and  that  the  case  should  have 
been  taken  to  the  Supreme  Court. 


Fer  20,   I90,vT 


STREET  RAILWAY  REVIEW. 


91 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBEKGEH,  ATTORNEY  AT  LAW,  CHICAGO. 


C.-\KXOT  TAKE  PART  OF  LOCATION  CONSENTED 
AND  REJECT  BALANCE. 


10 


Collins  V.  Amsterdam  Street  Railro,-nl  Co.  (N.  Y.  Sup.).  78  N.  Y. 
Supp.  470.  Nov.  12,  1902. 
Where  the  consent  of  the  local  authorities  and  of  the  property 
owners  was  secured  to  the  building  of  a  street  railroad  over  about 
five  miles  of  highw'ay,  the  third  appellate  division  of  the  supreme 
court  of  New  York  holds  that  the  company  could  not  take  part,  as 
for  example  3,100  feet,  and  reject  the  balance,  building  the  balance 
of  its  line  for  such  entire  distance  through  private  lands. 


ABUTTER  WITH  NO  TITLE  TO  LAND  UNDER  HIGHWAY 

CANNOT    ENJOIN    CONSTRUCTION    OF    STREET 

RAILWAY  THEREIN  OR  RECOVER  DAMAGES 

THEREFOR. 


Kennedy  v.  Mineola,  Hempstead  &  Freeport  Traction  Co.  (N.  Y. 
Sup.),  78  N.  Y.  Supp.  937.  Dec.  2,  ig02. 
An  owner  of  land  fronting  upon  a  highway,  but  who  docs  not  ow  11 
any  of  the  fee  of  the  highway,  that  is,  does  not  have  any  title  to  land 
under  the  highway,  the  second  appellate  division  of  the  supreme 
court  of  New  York  holds,  is  not  entitled  to  ati  injunction  restrain- 
ing the  construction  therein  of  a  street  surface  railroad  authorized 
by  the  state,  or  to  recover  damages  therefor. 


INJURY    TO 


PEDESTRIAN     ATTEMPTING    TO     ESCAPE 
FROM    AUTOMOBILE. 


Chattanooga  Electric  Railway  Co.  v.  Cooper  (Tcnn.),  70  S.  W.  Rep. 
72.  Oct.  23,  ig02. 
A  very  old  man,  in  crossing  a  street,  suddenly  found  himself  in 
a  position  of  apparent  peril  from  a  rapidly  approaching  automobile, 
and,  in  attempting  to  escape,  in  a  moment  of  alarm  and  excitement, 
inadvertently  ran  upon  a  street  railway  track,  and  was  killed  by  a 
passing  electric  car.  It  was  contended  that  it  was  error  to  apply 
the  rule  that  a  person  put  in  a  place  of  sudden  peril  by  the  negligent 
act  of  another,  who,  losing  self-possession,  takes  the  wrong  step,  and 
is  injured,  will  not  have  such  step  imputed  to  him  as  contributory 
negligence.  But  the  supreme  court  of  Tennessee  holds  that  it  is  a 
mistake  to  assume  that  the  application  of  this  rule  is  restricted  to 
cases  where  the  peril  producing  the  confusion  of  judgment,  and  the 
consequent  false  effort  to  escape,  is  the  negligent  act  of  the  party 
creating  the  peril.  However,  to  get  the  benefit  of  this  extension  of 
the  rule,  the  party  injured  must  be  without  fault  in  putting  himself 
in  the  place  of  peril  or  danger;  that  is,  he  must  not  recklessly  or 
improvidcntly  have  incurred  it. 


ASSAULT   BY   MOTORMAN   OFF  CAR   AFTICR   TERMINA- 
TION OF   PASSAGE— PROVOCATION   TO   ASSAULT 
MITIGATES    DAMAGES. 


Palmer  v.  VVinslon-Salem  Railway  &  Electric  Co.   (N.  C),  42  S.  E. 

Rep.  604.    Nov.  II,  1902. 

Arrived  at  his  destination,  a  somewhat  intoxicated  passenger, 
who  had  used  grossly  insulting  words  to  the  motorman,  got  out, 
deposited  his  bundles  on  the  sidewalk,  returned  to  the  car,  again  got 
into  an  altercation  with  the  motorman,  then  turned,  and  left  the  car, 
whereupon  the  motorman  followed  him  up,  and,  two  or  three  steps 
from  the  car,  struck  him  on  the  back  of  the  head  with  the  lever 
which  controlled  the  car,  knocking  him  down.  'The  fact  that  the 
party  invited  the  assault  by  insulting  language  or  provoking 
conduct,  the  supreme  court  of  North  Carolina  holds,  would  not  bar 
recovery  in  a  civil  action,  the  provocation  being  a  mitigation,  not  a 
defense.  If  he  had  been  a  passenger  or  his  passage  had  not  been 
fully  terminated,  or  if,  when  he  left  the  car  at  his  destinalion,  the 
employe  had  immediately  followed  him  and  assaulted  him,  the  com- 
pany, the  court  says,  conceded  that  there  would  be  no  rjucslion  as 
to  its  liability.     But  to  render  it  liable,  the  court  holds,  (l)  he  must 


have  been  a  passenger  al  the  lime  he  was  stricken,  or  still  within 
the  sphere  of  its  protection;  or  (2)  the  employe  must  have  been  act- 
ing at  the  time  within  the  scope  of  his  employment  on  its  car.  A 
judgment  against  the  company.     New  trial. 


VIOLATION    OF    STATUTE    OR   ORDINANCE    REGULAT- 
ING  SPEED  EVIDENCE  OF  NEGLIGENCE— EXPERT 
EVIDENCE  ADMISSIBLE  TO  SHOW  SPACE 
IN  WHICH  CAR  MAY  BE  STOPPED. 


Norfolk  Railway  &  Light  Co.  v.  Coiletto  (,Va.),  41  S.  E.  Rep.  740. 
June  12,  1902. 

Statutes  regulating  the  speed  of  railroad  trains  at  certain  places 
being  regulations  clearly  intended  for  the  protection  of  travelers, 
it  is  well  settled,  the  supmere  court  of  appeals  of  Virginia  says, 
thaL  any  violation  of  them  is  competent  evidence  of  negligence 
in  an  action  brought  by  a  traveler  on  the  highway,  even  though 
the  statute  simply  imposes  a  penalty  for  its  violation.  Statutes 
and  valid  municipal  ordinances  regulating  the  speed  of  trains  or 
street  cars  stand  upon  the  same  footing.  The  fact  that  the  ordi- 
nance here  in  question  was  passed  after  the  company  was  given 
the  right  to  operate  its  cars  upon  the  streets  of  the  city  did  not 
render  it  any  less  binding  upon  the  company.  Even  direct  legis- 
lative authority  to  a  street  railway  company  to  use  the  streets  of 
a  city  does  not  exempt  it  from  reasonable  municipal  or  police 
control,  and  it  is  subject  to  such  ordinances  to  the  same  extent  as 
natural   persons. 

'The  court  also  says  that  it  is  clearly  of  the  opinion  that  expert 
evidence  is  admissible  to  show  witliin  what  space  a  street  car 
running  under  given  conditions  may  be  stopped.  This  is  a  sub- 
ject not  within  the  range  of  common  experience  and  observation, 
but  involves  technical  and  peculiar  knowledge,  as  to  which  expert 
evidence  is  admissible. 


ACT  AUTHORIZING  TAKING  OF  PART  OF  ROAD  BY  AN- 
OTHER COMPANY   UNCONSTITUTIONAL. 


Petition  of  Philadelphia,  Morion  &  Swarthmorc  Street  Railway  Co. 
(Pa.),  S3  Atl.  Rep.  191.  Oct.  13,  1902. 
The  supreme  court  of  Pcmisylvania  says  that  it  is  in  no  doubt  as  to 
just  what  power  the  legislature  intended  to  confer  by  section  14  of 
the  act  of  1889,  with  its  amendment  in  the  act  of  1895.  It  was  a  clear 
grant  of  a  right  to  a  younger  to  enter  upon  the  easement  of  an  older 
company,  and  take  possession  of  2,500  feet  of  its  tracks,  poles,  and 
wires,  thereafter  to  use  them  for  its  corporate  purposes.  It  was  not 
material  that  this  possession  was  not  to  be  exclusive.  In  whatever 
light  it  was  viewed,  it  was  an  authority  to  appropriate  to  a  certain 
extent  the  franchi"se  and  properly  of  the  older  company.  The  efTect, 
the  only  effect,  of  this  fourteenth  section  and  the  amendment  was 
to  transfer  the  property  of  one  private  corporation  to  a  new  one 
for  the  same  public  use,  both  being  transporters  of  passengers  for 
profit.  'This  was  unconstitutional.  'That  a  company  owed  its  cor- 
porate existence  to  the  act  of  i88g  did  not  prevent  it  denying  I  he 
constitutionality  of  section  14  with  its  amendment,  the  section,  holli 
in  its  purpose  and  eflfect,  being  a  distinct  legislative  enactment,  so 
that  if  it  be  completely  eliminated,  all  the  other  provisions  stand  in 
full  force. 


FAILURE 


TO   CALL    PASSENGERS   OR   OTHERS   AS 
WITNESSES. 


Sup.'), 


Vula  V.  New  York  &  Queens  County  Railroad  Co.  (N,  Y. 
N.  Y,  Su|)p.  770.  Oct.,  igo2. 
'Mil'  innduclor  testified  that  he  took  the  names  of  passengers  on 
I  Ik-  I'.ir  ;it  llie  time  of  the  accident  for  witnesses;  but  none  of  llieni 
was  called  as  a  witness.  Counsel  for  the  |ilaintilT  arKiicil  to  the  jury 
that  it  was  the  duly  of  the  comjiany  lo  rail  llieru.  and  that  llie  |)rc- 
sumjilion  of  law  was  that  if  called  their  (eslimony  would  be  against 
the  company.  'The  court  cliarned  Ihc  jury  that  the  company  was 
luuler  no  duly   lo  rail   Ibnn  ;    llial    ihrre  was   no  such  presumption. 


')2 


STREET  RAILWAY  REVIF.W. 


[Vol..  XIII,  No.  2- 


aiul  lint  ilic  case  had  lo  he  ilccidi'il  on  the  cviilence  produced,  and 
vilhoiil  ir^nrd  to  the  fnihire  ti(  the  coni|>niiy  lo  call  such  passenger-  ; 
and  this  was  excepted  to.  A  motion  for  a  new  trial  is  denied  hy 
the  snprenie  court  of  New  York,  trial  terni.  Queens  County.  It  says 
that  it  is  aware  of  no  rule  creating  such  a  presumption  against  a 
party,  or  even  permitting  the  testimony  he  presents  to  be  looked 
upon  less  favorably,  for  his  failure  to  call  other  persons  as  witnesses, 
except  in  the  case  of  witnesses  in  the  employ  of  the  party,  or  in 
some  other  way  so  related  to  or  associated  with  him  that  the  law 
presumes  that  they  woidd  be  favorably  disposed  lo  him  if  called; 
aixl  in  such  case  it  must  be  made  to  appear  that  such  persons  were 
witnesses  of  the  occurrence  in  order  that  the  presumption  may  arise 
at  all.  Passengers  on  a  car  do  not  come  in  such  category  in  respect 
of  either  party  in  cases  like  this.  Prudence  dictates  to  e.ich  parly 
to  get  their  names,  if  possible,  but  failure  lo  call  them  as  svilncsses 
amounts  to  nothing. 


CARE  REQUIRED  WITH  REFERENCE  TO  LEDGE  OR  EM- 
BANKMENT IN  HIGHWAY  OR  ON  OWN  LAND— 
WITH  REFERENCE  TO  THE  EQUIPMENT 
AND  MANAGEMENT  OE  CARS  AND 
THE  CONSTRUCITON  OE 
TRACKS. 


Galligan  v.  Old  Colony  Street  Railway  Co.  (Mass.),  6s  N.  E.  Rep. 
48.  Oct.  30,  1902. 
Where  tracks  were  within  the  bounds  of  a  highway,  though  not 
in  that  part  used  for  common  travel,  but  in  a  cut  or  depression  ex- 
cavated for  them  through  a  ledge,  the  supreme  judicial  court  of 
Massachusetts  says  that,  in  one  sense,  the  ledge,  being  a  part  of  the 
highway  not  within  the  tracks,  and  more  than  18  inches  distant  from 
that  part  of  the  highway  which  they  occupied,  was  not  within  the 
company's  care.  Still,  its  right  under  its  location  included  that  of 
maintaining  and  operating  its  road,  and  carried  with  it  the  right 
so  to  deal  with  the  ledge  or  bank  that  the  fall  of  material  from  it 
should  not  obstruct  or  endanger  the  running  of  cars  upon  the  track. 
The  court  sees  no  reason  why  the  company  was  not  bound,  as  to 
its  passengers,  to  exercise  the  same  degree  of  care  to  prevent  injury 
to  them  in  consequence  of  the  rolling  of  stones  from  the  embank- 
ment upon  the  track  that  it  would  have  been  bound  to  use  if  the 
place  had  not  been  part  of  the  highway,  and  had  been  part  of  a 
location  upon  the  company's  own  land,  or  of  one  taken  from  private 
owners  by  the  exercise  of  the  right  of  eminent  domain  under  a 
grant  of  power  from  the  legislature.  This  degree  of  care  is  the 
same  as  that  required  with  reference  to  the  equipment  and  manage- 
ment of  the  cars  or  the  construction  of  its  tracks.  It  is  the  highest 
degree  of  care  consistent  with  the  nature  of  the  undertaking,  which 
is  the  management  or  operation  of  the  road  as  a  common  carrier  of 
passengers;  or,  in  other  words,  the  requirement  is  reasonable  care 
according  to  the  nature  of  the  contract. 


WHAT  THE  LAW  MEANS  BY  EQUAL  RIGHTS  AT  STREET 
INTERSECTIONS   AND   HAVING   CARS   UNDER 
CONTROL— $10,885.62  FOR  INJURIES. 


Sessclniann  v.  Metropolitan  Street  Railway  Co.  (N.  Y.  Sup.),  7S 
N.  Y.  Supp.  482.  Nov.  14,  1902. 
In  this  case,  where  it  affirms  a  judgment  for  $10,885.62  for  dam- 
ages for  personal  injuries  sustained  by  a  mason  45  years  of  age. 
who  had  one  of  his  hands  practically  ruined  for  the  purposes  of  his 
trade  and  had  suffered  much  pain,  the  second  appellate  division  of 
the  supreme  court  of  New  York  says  that  the  accident  occurred  at 
a  street  intersection  where  the  rights  of  the  plaintiff  and  defendant 
were  equal ;  at  a  point  where  he  had  the  right  to  assume  thai  it 
would  have  its  car  under  control,  and  would,  as  the  operator  of  a 
powerful  engine  of  destruction,  be  vigilant  m  protecting  or  preserv- 
ing the  equality  of  rights  on  the  part  of  pedestrians  and  others  law- 
fully using  the  highway.  When  the  law  declares  that  the  rights  of 
parties  are  equal  at  a  given  point,  it  docs  not  mean  that  the  more 
powerful  of  the  two  may  disregard  the  approach  of  the  weaker,  and 
gain  and  pass  the  point  without  any  regard  for  the  latter.  It  means 
that  each,  having  regard  for  the  rights  of  the  other,  considering  the 
dangers  to  be  anticipated  from  a  disregard  of  the  mutual  rights  of 


the  parties,  may  make  use  of  the  highway  in  a  lawful  manner ;  and 
this  necessarily  devolves  upon  the  ilefendanl,  in  the  operation  of 
its  cars  at  street  intersections,  the  duty  of  having  them  under  con- 
trol. It  is  not  enough  that  the  speed  shall  be  reduced,  if  that  re- 
duction of  speed  does  not  operate  to  give  the  motornian  that  con- 
trol of  his  car  which  is  necessary  to  the  equal  rights  of  pedestrians 
and  others  at  street  intersections,  and  it  is  always  a  question  for 
the  jury  whether  the  car  is  in  such  control. 


injury  to  person  running  to  take  car  and 

from  stumbling  falling  upon  track— no 

absolutf:  duty  to  stop  c.\r  on  sk;n.\i. 

of  intended  passenger. 


WinclKll  V.  St.  Paul  City  Railway  Co.  (Minn.),  90  N.  W.  Rep. 
1050.    June  20,  1902. 

Plaintiff  signaled  the  motornian  in  charge  of  one  of  defendant's 
street  cars  of  his  wish  to  take  passage  thereon,  then  started  on  a 
moderate  run  towards  the  track  and  the  point  where  the  ca,-  would 
come  to  a  stop.  When  within  al>out  six  feet  of  the  same,  he 
stumbled  by  reason  of  some  obstacle  in  the  street,  and  fell  upon 
the  track,  and  was  struck  by  the  car  and  injured.  The  supreme 
court  of  Minnesota  holds  that  the  evidence  was  insufficient  to  sup- 
port a  finding  of  actionable  negligence  on  the  part  of  the  company, — 
that  the  motornian  was  not  bound  lo  anticipate  the  possibility  that 
the  party  might  fall  upon  the  track,  and  was  not  guilty  of  neg- 
ligence in  not  having  his  car  under  such  control  that  he  could  stop 
the  same  in  time  to  avoid  such  an  accident.  Conceding  that  the  car 
was  being  operated  at  an  excessive  rate  of  speed,  the  court  says 
that  it  is  clear  to  it  that  the  proximate  cause  of  the  accident  was 
the  party's  own  involuntary  act  in  stumbling  and  falling  upon  the 
track;  that  his  injuries  were  the  result  of  an  accident,  for  which 
neither  party  was  in  any  way  responsible ;  and  lo  sustain  a  recov- 
ery would  be  to  establish  a  precedent  which  could  not  possibly  be 
followed  in  the  future. 

The  court  is  not  aware  of  any  rule,  it  says,  making  it  the  absolute 
duty  of  a  street  car  company  to  stop  its  cars  upon  the  signal  of  a 
person  wishing  to  take  passage  thereon.  It  is  usual  and  customary, 
no  doubt,  to  do  so,  but  it  cannot  be  said  to  be  an  absolute  duty.  It 
is  a  matter  of  common  knowledge  that  frequently,  where  cars  are 
already  overloaded  with  passengers,  the  inotorman  takes  no  notice 
of  persons  signaling  an  intention  or  desire  to  take  passage,  and 
passes  them  without  any  effort  to  come  to  a  stop.  The  plaintiff 
had  no  right,  so  far  as  the  record  disclosed,  to  rely  upon  the  motor- 
man  to  bring  his  car  to  a  stop  upon  this  occasion.  The  motornian 
knew  from  the  signal  that  he  did  not  intend  to  cross  the  track. 
There  was  no  occasion  for  him  to  do  so.  Nor  could  it  be  said  that 
the  niotonnan  was  bound  to  guard  agait.st  the  possibility  of  an 
accident  of  this  kind,  if  it  be  conceded  that  it  was  his  duty  to  stop 
the  car  at  the  party's  signal.  He  was  not  required,  in  the  operation 
of  his  car,  to  anticipate  that  possibly  the  party  might  stumble  and 
fall  upon  the  track,  and  to  Itave  his  car  so  under  conirol  as  to 
avoid  a  collision  in  such  event. 


RIGHT  OF  CONDUCTOR  TO  REFUSE  TO  RECEIVE  MORE 
PASSENGERS— DUTY  TO  WARN  THOSE  WANTING 
TO  BOARD  CAR  WHEN  IT  STOPS— WHAT  ONT: 
SIGNALING  BY  STANDING  BY  TR.\CK  MAY 
ASSUME  WHEN  CAR  STOPS— SUFFICIEN- 
CY OF  WARNING— STARTING  CAR. 


Maxey  v.  Metropolitan  Street  Railway  Co.  (Mo.  App.).  68  S.  W. 
Rep.  1063.  June  9.  1902. 
A  street  car  company,  the  court  of  appeals  at  Kansas  City,  Mo., 
says,  may  become  liable  to  a  party  seeking  to  become  a  passenger, 
even  though  it  did  not  slop  to  take  on  passengers.  The  court  con- 
cedes that  the  car  may  stop  to  let  off  a  passenger,  and  be  justified 
in  refusing  to  take  on  others,  for  some  sufficient  reason, — such  as 
being  already  sufficiently  filled,  or,  perhaps,  being  behind  regular 
lime,  and  another  car  closely  following,  and  the  like.  Yet  while 
the  company  has  this  right,  a  person  desiring  to  get  on,  who  goes 
out  into  the  street  and  signals  (as  by  standing  by  the  track)  at  a 
place  where  the  car  stops  for  passengers,  is  justified  in  assuming 
that  the  slop  then  and  there  made  is  in  response  to  his  signal,  or 
for   the   double   purpose   of   letting   passengers  off  and   taking   him 


Fer  20,  igo3.] 


STREET  RAILWAY  REVIEW. 


93 


on,  and  the  company's  servants,  being  presumed  to  have  ordinary 
sense,  will  be  charged  with  a  knowledge  of  such  assumption  of  the 
person  desiring  to  get  on;  and  if,  for  any  reason,  it  is  not  desired 
to  receive  such  person  as  a  passenger,  it  is  the  duty  of  the  proper 
servant  to  warn  him  if  he  attempts  to  get  on  the  car.  So,  there- 
fore, it  can  make  no  diflference,  up  to  the  time  when  the  person  is 
made  aware  that  more  passengers  are  not  desired,  whether  the  car, 
in  point  of  fact,  stopped  for  the  sole  purpose  of  letting  a  pas- 
senger off. 

We  have  already  seen,  the  court  says  further  on,  that  in  certain 
situations — such  as  a  car  fully  loaded — the  conductor  has  a  right 
to  refuse  to  receive  more  passengers,  and  therefore  to  warn  those 
seeking  passage  to  keep  off.  It  is  therefore  clear  that,  if  the  con- 
ductor warned  plaintiff  in  a  tone  of  voice  loud  enough  for  her  to 
hear,  he  was  not  guilty  of  negligence,  even  though  she  did  not  hear, 
unless  he  saw  that  she  did  not  heed  him,  and  was  in  such  position 
as  that  his  starting  up  was  reasonably  certain  to  injure  her.  It 
was  error  to  make  the  conduct  of  the  conductor,  as  to  care  or  neg- 
ligence, depend  upon  whether  plaintiff  heard  him.  His  act  should 
not  be  characterized  by  the  degree  of  plaintiff's  hearing  or  attention. 
If  he  gave  the  warning  in  a  voice  sufficiently  loud  to  arrest  the 
attention  of  an  ordinary  person,  he.  in  that  particular  respect,  was 
not  guilty  of  negligence.  And  if  he  signaled  for  starting  the  car 
without  discovering  that  she  had  disregarded  his  warning  and  had 
put  herself  in  a  hazardous  position,  he  should  not  be  held  to  have 
been  negligent. 


CROSSIXG  OF  STE.\M  R.\ILRO.\D  TR.VCKS  IN  STREET— 
WHO  TO  BE.\R  EXPENSE  OF  CONSTRUCTING  AND 
MAINTAINING      CROSSING— STREET       RAILWAY 
NO    ADDITIONAL    BURDEN— AUTHORITY    OF 
engineer'  OF    STEAM    ROAD   WITH    RE- 
GARD     TO      REPAIRS— STEAM      ROAD 
MUST   SUPPLY   SAFETY  GATES. 


Central  Passenger  Railway  Co.  v.  Philadelphia,  Wilmington  &  Bal- 
timore Railroad  Co.  (Md.),  52  .^tl.  Rep.  752.  June  19,  1902. 
The  adjudged  cases,  the  court  of  appeals  of  Maryland  says,  are 
quite  in  accord  in  holding  that,  when  a  new  road  or  way  is  con- 
structed across  an  old  road  or  way,  the  owner  of  the  new  way 
must  not  only  bear  the  expense  of  making  and  keeping  in  repair 
the  new  way,  including  the  cost  of  such  structural  changes  in  the 
old  way  as  are  rendered  necessary  by  the  construction  of  the  cross- 
ing, but  he  must,  in  addition,  make  compensation  to  the  owner,  of 
the  old  way  for  the  property  or  casement  appropriated  for  the 
occupancy  of  the  new  way.  And  this  doctrine,  as  below  explained, 
the  court  holds,  is  applicable  where  one  railway  track  crosses  an- 
other railway  track  on  the  bed  of  a  city  street,  to  which  street 
neither  railway  company  has  any  other  right  than  the  permission 
given  by  the  municipality  to  lay  tracks  thereon. 

It  is  indisputably  true,  the  court  says,  that  a  railway  or  a  railroad 
company  which,  under  authority  obtained  from  the  city,  lays  its 
tracks  along  or  across  an  opened  and  subsisting  city  street,  acquires 
(hereby  no  exclusive  right  to  the  use  of  the  street ;  but  it  does  not 
thence  follow  that  it  secures  no  rights  of  any  kind  which  another 
company  subsequently  seeking  to  use  the  same  track,  or  a  part  of 
the  same  track,  is  Iwund  to  recognize.  There  may  well  be  no  ex- 
clusive right  in  the  company  to  the  use  of  the  street  as  against  the 
public  generally,  or  as  against  a  parallel  or  competing  road,  and  yet 
there  may  be,  and  certainly  is,  a  right  in  the  company  to  use  its  own 
tracks  upon  the  street,  and  to  use  them  to  the  exclusion  of  any  other 
company,  unless  the  other  company  procures  the  right  to  use  those 
tracks  upon  making  due  compensation.  This  is  true  not  only  with 
reference  to  a  longitudinal  use  of  the  tracks,  but  also  concerning 
the  bisecting  of  a  track  at  right  angles,  and  its  use  in  that  way. 

There  arc  two  elements  of  damage  in  the  ordinary  crossing  of  an 
established  way  by  a  new  way,  and  these  are:  First,  the  cost  of  the 
construction  and  of  the  maintenance  of  the  new  way,  including 
structural  changes  in  the  old  way  made  necessary  by  the  building 
of  the  new  way;  and,  secondly,  the  value  of  the  easement  or  prop- 
erty Iwlonging  to  the  owner  of  the  old  way,  and  which  may  be  im- 
paired or  appropriated  by  the  new  way.  Both  of  these  must  be 
paid  by  the  person  who  constructs  the  new  way.  In  cases  such  a« 
(his  one,  where  a  railway  crosses  a  railroad  in  the  bed  of  a  city 
street,  the  second  of  these  two  elements  of  damage  does  not  exist, 


because  when  a  steam  railroad  is  located  on  a  street  tlie  company 
takes  its  rights  subject  to  the  rights  of  the  public  to  use  the  street 
in  a  reasonable  and  lawful  manner,  and  since  the  street  railway  is 
not  an  additional  burden  to  the  street,  but  simply  such  a  use  as 
the  public  are  entitled  to  have  made  of  the  street,  the  steam  rail- 
road takes  its  right  in  the  street  subject  to  the  right  of  the  street 
railway  company  to  lay  its  tracks  across  the  former's  tracks,  and  the 
steam  railroad  is  not  entitled  to  recover  any  compensation  for  such 
crossing  as  for  an  additional  burden. 

The  common-law  doctrine  that  whatever  structures  arc  neces- 
sary for  the  crossing  of  an  old  way  by  a  new  way  must  be  erected 
and  maintained  at  the  expense  of  the  party  imder  whose  authority 
and  direction  the  crossing  is  made  is  applicable  to  railways  and  rail- 
roads which  intersect  each  other  upon  the  public  streets  of  a  city, 
unless  that  doctrine  be  modified  by  statute.  Outside  of  statutory 
provisions  there  is  neither  precedent  nor  authority  for  requiring 
the  owner  of  the  subsisting  way  to  contribute  any  part  of  the  ex- 
pense rendered  necessary  to  enable  the  owner  of  the  new  way  to 
cross  the  old  way.  The  crossing  of  the  old  way  is  made  for  the 
benefit  of  the  second  comer,  and  not  for  the  benefit  of  the  owner  of 
the  old  way ;  and,  even,  though  both  occupants  claim  under  licenses 
from  the  same  municipality,  common  justice  dictates  that  the  one 
for  whose  exclusive  benefit  the  crossing  is  made  should  defray  the 
expense  of  constructing  it.  And  as  the  continuance  of  the  crossing 
is  as  much  for  his  benefit  as  was  the  construction  of  it  in  the  first 
instance,  it  is  equally  obvious  that  he  should  maintain  it  wholly 
at  his  own  cost. 

Moreover,  the  court  holds  that  there  is  included  in  the  proposi- 
tion just  stated  the  following  corollary,  viz.:  That  the  engineer 
of  the  railroad  company  shall  have  the  right  to  say  when  and  in 
what  manner  and  to  what  extent  repairs  or  renewals  shall  be  made, 
and,  that  if  they  are  not  made  by  the  street  railway  company,  they 
may  be  constructed  at  its  expense  by  the  steam  railroad  company. 
As  it  is  the  duty  of  the  street  railway  company  to  keep  the  cross- 
ing in  repair,  so  that  it  may  be  used  not  only  by  itself,  but  by  the 
steam  road,  whose  tracks  the  crossing  in  some  measure  interrupts, 
and  as  the  steam  road  requires  more  durable  and  substantial  con- 
struction than  a  street  railway  needs,  it  is  altogether  reasonable  and 
proper  that  the  decision  of  the  questions  as  to  when,  in  what  man- 
ner, and  to  what  extent  the  repairs  ought  to  be  made  should  be 
,  left  to  the  engineer  of  the  steam  railroad  company. 

Nothing  said  in  this  judgment  is  to  be  understood,  however,  as 
justifying  the  demand  made  by  the  steam  railroad  company  that  the 
street  railway  company  must  pay  one-half  of  the  cost  of  safety  gales 
or  other  sitnilar  appliances  required  under  an  exercise  of  the  police 
power  for  the  protection  of  the  public  at  the  crossing.  Such  appli- 
ances it  is  the  duty  of  the  steam  railroad  company  to  supply. 


INJURY   TO  PASSENGER  AFTER  ALIGHTING  BY  CATCH- 
ING  FOOT  IN   ROPE  ATTACHED  TO  CAR  BY 
SOME  BOY. 


l.a  Fond  v.  Detroit  Citizens'  Street  Railway  Co.  (Mich.),  92  N.  W. 
Rep.  99.  Nov.  II,  1902. 
As  a  passenger  alighted  (luni  a  car  and  passed  aruuml  it  her 
foot  caught  in  a  rope  that  was  dragging,  and  she  was  seriously  in- 
jured. The  testimciny  abundantly  proved  that  some  boy  who  was  in 
the  habit  of  hitching  sleds  or  cans  or  something  of  the  sort — at 
least,  that  was  the  natural  and  necessary  inference  from  the  testi- 
mony— had  left  that  rope  there.  Bear  in  mind,  too,  the  supreme 
court  of  Michigan  says,  to  what  part  of  the  car  the  rope  was  at- 
tached. It  was  not  attached  above,  but  below,  the  projection, 
which  was  practically  level  with  the  platform.  Moreover,  it  was 
some  time  after  dark.  Of  course,  the  only  way  a  rope  of  this  sort 
could  be  discovered  would  be  by  clo.se  examination.  None  of  the 
men  on  the  back  of  the  car  saw  it  until  some  one  was  struck  by  it, 
except  the  one  who  passed  around  it  when  he  alighted.  From  the 
testimony  of  one  witness,  who  alighted  about  y'/j  minutes  before  the 
accident  occurred,  one  would  be  ju.stified  in  inferring  that  the  rope 
had  been  on  from  (hat  time.  But  that  it  was  the  custom  not  to  per- 
mit boys  III  hilili  on  cars,  was  the  only  inference  that  could  be 
drawn  from  the  testimony  with  regard  thereto.  The  circuit  judge 
was  of  the  opinion  that  no  arlifinablo  negligence  was  shown,  and 
directed  a  verdict  for  the  company.  And  in  this  opinion  the  su- 
preme court  concurs.     That  on  one  occasion  a  rope  had  been  found 


94 


STRRFT  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  2 


nttachcd  to  aii«tlicr  rar  of  llir  company's,  and  was  cut  off,  tlic  court 
says  was  a  circumstance  so  unusual  that  it  could  not  be  licid  that 
its  occurrence  entailed  upon  tlic  company  the  duty  of  providing  for 
a  special  and  continuous  inspection  to  prevent  a  repetition  of  such 
a  trespass.  The  conductor  of  this  car  was  not  shown  to  have  had 
any  knowledge  of  it,  nor  to  have  had  any  reason  to  expect  that  such 
a  rope  had  been  left  dangling  in  the  rear  of  this  car. 


HEMANDING  SECOND  FARE  OF  PERSON  ASKING  FOR  A 
CERTAIN     CAR     ANU     BOARDING     IT     HEI-ORE    IT 
REACHES    ITS   TERMINUS— SIGN    ON    CAR    NOT 
TO  HE  TAKEN  AS  SHOWING  WHICH  WAY  If 
IS   GOING— SHOW    OF   RESISTANCE   AU- 
THORIZING  USE  OF   FORCE   IN 
EJECTION. 


McGarry  v.  Holyokc  Street  Railway  Co.  (Mass.),  65  N.  E.  Rep.  45. 
Oct.  29,  1902. 

The  story  of  the  party  suing  was  that  he  hailed  a  car,  in  the  city 
of  Holyokc,  near  the  city  hall,  when  it  was  going  in  the  direction 
of  the  postoffice,  and  asked  the  conductor  whether  it  was  a  Moun- 
tain Park  car.  On  being  told  that  it  was,  he  got  on  the  car,  paid 
the  fare  demanded,  and  rode  to  the  terminus  of  the  road  ac  the 
postoltice,  where  the  car  stopped.  After  it  had  gone  about  as  far 
as  the  city  hall  on  the  return  trip,  another  fare  was  demanded.  The 
supreme  judicial  court  of  Massachusetts  is  of  the  opinion  that  the 
party  was  wrong  in  refusing  to  pay  the  second  fare.  It  says  that  the 
conductor  might  have  thought  that  he  took  the  car  on  its  trip  from 
the  park  to  the  city  to  make  sure  of  a  seat  on  its  return  trip  to  the 
park,  or  that  he  asked  the  question  to  identify  the  route  on  which 
the  car  was  then  proceeding.  But  it  was  not  for  the  conductor  to 
speculate  as  to  his  purpose  in  taking  the  car.  He  asked  a  plain 
question,  and  the  conductor  gave  a  correct  answer.  He  did  not  ask 
whether  the  car  was  going  to  Mountain  Park.  Nor  was  there  any- 
thing in  his  contention  that  he  was  justified  in  thinking  that  the  car 
was  on  its  way  to  the  park,  and  refusing  to  pay  his  fare,  because  it 
had  on  it  the  sign  "Mountain  Park, "  and  he  had  noticed  that  on 
other  cars  run  by  the  company  the  sign  was  changed  when  the  cars 
were  running  in  different  directions,  and  always  had  a  sign  exposed 
to  indicate  the  terminus  they  were  lx)und  for.  The  company  was. 
not  bound  to  adopt  the  same  system  on  all  its  cars. 

If  the  plaintiff  made  the  conductor  understand  that  he  would  re- 
sist being  put  olT,  that  the  conductor  was  justified  in  using  force 
in  putting  him  olT,  especially  after  again  telling  him,  and  for  the 
third  time,  that  he  must  pay  his  fare  or  get  off.  If  the  conductor  had 
to  use  force  to  put  him  off,  and  he  resisted,  the  mere  fact  that  he 
landed  on  his  head  was  not  sufficient  to  warrant  a  finding  that  undue 
force  was  used.  Furthermore,  the  court  says  that  it  would  have 
been  better  if  the  car  had  actually  stopped  before  the  conductor  put 
his  hands  on  him ;  but  it  apparently  deems  sufficient  the  man's  ad- 
missions that  it  had  then  "almost  stopped,"  and  "by  the  time  he  had 
me  off  the  car,  I  guess  the  car  was  stopped." 


ORDINANCE  AUTHORIZING  A  ROADBED  AHOVE  GRADE 
SUBJECT   TO   REPEAL— TRACKS   T.'KKEN   IN   BY    EX- 
TENSION OF  CITY  LIMITS  MAY  BE  ORDERED  RE- 
MOVED TO  CENTER  OF  STREET  AND  PL.\CED 
AT  GRADE— GROUND  OCCUPIED  MAY   BE 
REQUIRED  TO  BE  PAVED— CONS  TRUC- 
TION   PRESUMED  TO  BE 
INTENDED. 


Snouffer  v.  Cedar  Rapids  &  Marion  City  Railway  Co.  (la.),  92  N. 
W.  Rep.  79.  Oct.  28,  ig02. 
If  it  be  assumed  for  the  purposes  of  argument  that  a  city  ordi- 
nance was  a  reasonable  and  valid  exercise  of  municipal  authority, 
and  constituted  a  contract  between  the  city  and  the  railway  com- 
pany, which  ordinance  provided  for  two  parallel  paved  roadways  of 
25  feet  each,  separated  by  a  20- foot  strip  carrying  the  railway  tracks 
and  ballasted  with  stone  to  a  height  which  would  render  crossing 
the  same  with  carriages  impracticable  except  at  street  intersections. 
the  supreme  court  of  Iowa  says  that  it  was  still  competent  for  the 
city  to  repeal  or  modify  the  privilege  granted,  whenever,  in  the  ex- 


ercise of  a  reasonable  discretion,  it  should  fmil  that  the  convenience 
and  safety  of  the  public  or  the  proper  iniprovemeni  of  the  street 
required  it. 

With  reference  to  a  legislative  grant  of  authority  to  construct  and 
maintain  a  street  railway,  the  court  says  that,  while  authorizing  the 
use  of  the  highway  for  this  purpose,  it  thinks  it  must  be  held  that 
such  use  was  subject  to  the  reserved  power  of  the  stale  by  itself  or 
by  its  local  mimicipality  to  enact  all  reasonable  measures  to  protect 
the  general  public  in  the  use  of  the  street  for  the  primary  purposes 
for  which  streets  and  highways  are  established.  When,  therefore, 
by  the  extension  of  the  city  limits,  a  portion  of  the  street  railway 
was  brought  within  the  jurisdiction  of  municipal  authority,  it  was 
neither  more  nor  less  than  a  street  railway  occupying  a  city  street, 
and  amenable  to  municipal  regulation,  like  all  other  instrumentalities 
»f  its  kind. 

.•\gain.  the  court  says  that  it  needs  no  argument  to  demonstrate 
that  the  side  or  margin  of  the  highway  may  be  the  most  natural 
and  convenient  location  of  a  street  railway  in  a  rural  neighborhood, 
but  it  is  even  a  plainer  proposition  that  when,  by  increase  of  popu- 
lation, the  city  expands,  and  the  rural  highway  becomes  a  city 
street,  lined  on  either  hand  with  residences  or  places  of  business,  a 
track  so  located  and  used  for  the  frequent  passage  of  swiftly  mov- 
ing cars  may  become  an  intolerable  inconvenience  and  source  of 
peril,  especially  to  those  upon  the  immediate  front  of  whose  prop- 
.crty  it  operates.  And  the  court  declares  that  it  has  no  hesitancy  in 
holding  that  the  remedying  of  such  condition  by  requiring  the  track 
to  be  removed  to  the  middle  of  the  street  is  a  reasonable  regulation, 
which  the  city  may  enforce. 

There  is  nothing  unreasonable,  the  court  further  says,  in  requiring 
the  company  to  put  its  tracks  at  grade,  and  to  pave  the  ground  that 
it  occupies  in  the  street  wherever  such  paving  is  duly  ordered.  The 
statute  contemplates  it.  Code,  sections  834,  835.  Such  construction 
gives  the  general  public  unrestricted  access  to  and  use  of  the  entire 
street  from  curb  to  curb,  subject  to  the  right  of  the  company  to  the 
proper  use  of  its  track.  With  rare  exceptions,  it  is  the  universal 
plan  adopted  wherever  street  railway  systems  exist.  In  the  absence 
of  express  qualification,  it  is  the  kind  of  construction  which  the  law 
presumes  to  be  intended. 


X'ALIDIIV    OF    CITY    ORDINANCE    REQUIRING    COMPA- 
NIES   TO  REMOVE  ALL  DIRT  AND  SNOW  FROM 
BETWEEN  THE  TWO  OUTERMOST 
RAILS  OF  THEIR  TRACKS. 


City  of  Chicago  v.  Chicago  Union  Traction  Co.  (III.),  65  N.  E. 
Rep.  243.  Oct  25.  1902.  Rehearing  denied  Dec.  3,  1902. 
Section  1716  of  the  Revised  Code  of  Ordinances  of  the  City  of 
Chicago  provides :  "The  several  street  railway  companies  at  any 
time  operating  railroad  tracks  on  and  along  the  surface  of  any  of  the 
streets,  avenues  or  alleys  of  the  city  of  Chicago  are  hereby,  respect- 
ively, required  to  remove  all  dirt,  snow  and  other  accumulations 
from  so  much  of  the  surface  of  each  street,  avenue  or  alley  now  or 
hereafter  containing  any  of  their  railway  tracks,  as  lies  between 
the  two  outermost  rails  of  such  tracks,  and  also  from  such  addi- 
tional surface,  in  width,  as  may  be  prescribed  in  any  ordinance  relat- 
ing to  or  affecting  any  such  street,  avenue  or  alley,  and  shall, 
respectively,  clean  such  portions  of  said  street,  avenue  or  alley  and 
remove  entirely  from  and  out  of  such  street,  avenue  or  alley  all  such 
dirt,  snow  and  accumulations  at  least  once  in  each  week,  and  as 
much  oftcner  as  the  commissioner  of  public  works  shall,  in  writing, 
direct ;  such  dirt,  snow  and  accumulations  to  be  removed  and  dis- 
posed of  in  accordance  with  the  ordinances  of  the  city  relative  to 
the  removal  of  street  cleanings,  and  subject  to  the  rules  and  regula- 
tions of  the  department  of  public  works  in  that  behalf."  Section 
1717  reads:  "Any  street  railway  company  operating  a  street  rail- 
way upon  or  along  the  surface  of  any  street,  avenue  or  alley  in  the 
city  of  Chicago  which  shall  refuse  or  neglect  to  clean  any  part  of 
a  street,  avenue  or  alley,  as  required  by  the  last  preceding  section 
hereof,  shall,  upon  conviction  thereof,  be  fined  in  a  sum  not  less 
than  $50  nor  more  than  $200  for  each  and  every  case  of  such  refusal 
or  neglect." 

This  ordinance,  the  supreme  court  of  Illinois  holds,  is  a  reason- 
.ible  and  valid  exercise  of  the  police  power,  and  that  it  should  be 


FeR   20,    1903.] 


STREET  RAILWAY  REVIEW. 


9S 


obeyed  and  enforced  accordingly.  It  says,  among  other  things,  that 
the  permission  or  license  given  the  company  to  use  the  street  did 
not  operate  to  deprive  the  city  of  the  general  power  or  control  over 
the  street  delegated  to  the  municipality  by  the  general  assembly  of 
the  state.  The  city,  as  the  representative  of  the  state,  is  invested 
witji  power  to  enact  and  enforce  all  ordinances  necessary  to  pre- 
scribe regulations  and  restrictions  needful  for  the  preservation  of 
the  health,  safety,  and  comfort  of  the  people.  The  e.xercise  of  this 
power  aflfects  the  public,  and  becomes  a  duty,  the  performance 
whereof  is  obligatory  on  the  city.  The  city  could  not,  by  the  terms 
and  conditions  of  the  ordinance  granting  the  license  to  lay  the 
tracks  and  operate  the  street  railway  in  the  street,  deprive  itself  of 
this  power  or  relieve  itself  of  this  duty;  nor  could  the  company,  by 
any  contractual  terms  of  an  ordinance,  exempt  itself  from  the  proper 
and  reasonable  control  of  the  municipal  authorities  in  matters  affect- 
ing the  health,  safety,  or  comfort  of  the  people. 


CONCRETE  CULVERTS  ON  THE  UTICA  (  N.  Y.) 
&  MOHAWK  VALLEY  RY. 


In  building  the  Little  Falls  extension  of  the  Utica  &  Mohawk 
Valley  Ry.  exceptional  care  was  taken  in  the  formation  of  the  road- 
bed and  particularly  in  the  matter  of  providing  adequate  drainage. 
To  the  end  that  track  surface  and  alignment  would    be    preserved 


SECTION  AT  END  WALLS,  SINGLE  AND  DOUHLE  BARREL 
CULVERTS. 

against  disturbance  in  times  of  excessive  water  falls,  streams  were 
frequently  diverted  from  their  natural  courses  to  other  locations, 
and  when  necessary  to  cross  a  spring  or  stream,  or  to  build  tlirough 
low  or  marshy  land,  concrete  culverts  were  put  in  of  ample  propor- 
tions to  prevent  any  excessive  accumulation  of  water  along  tlie  line 
of  track. 

At  several  points  where  the  conditions  demanded  it  the  tracks  were 
carried  over  streams  on  small  bridges  made  up  of  concrete  abut- 
ments and  short  steel  spans,  each  bridge  being  designed  separately 
to  suit  the  conditions. 

VVc  arc  indebted  to  Mr.  Frederick  Phillips,  division  engineer  for 
the  Utica  &  Mohawk  Valley  Railway  Co.,  for  the  following  data 
and  accompanying  illustrations  selling  forth  the  method  employed  in 
Iniilding  the  concrete  culverts  on  this  line. 

I  he  general  form  of  culvert  adopted  as  standard  comprised  a 
length  of  vitrified  pipe  of  double  strength,  24  in.  in  diameter,  bedded 
on  a  foundation  of  concrete  throughout  its  entire  length,  and  having 
its  ends  set  in  concrete  end-walls. 

The  form  and  approximate  dimensions  of  both  single  and  dou- 
ble barrel  culverts  will  be  understood  from  the  sketches. 

In  building,  the  |iipe  was  laid  on  concrete  foundation,  having  a 
thickness  of  6  to  9  in.  Where  the  soil  was  boggy  with  little  support- 
ing power,  18  to  24  in.  of  sand  and  gravel,  rammed  in  layers,  was 
put  in  under  the  concrete.     The  concrete  was  carried  half  way  up 


the  sides  of  the  pipe  throughout  the  entire  length,  as  the  engravings 
show,  and  dirt  filling  was  put  in  over  the  whole  to  grade.  In  the 
ind-walls,  the  concrete  was  carried  down  appro.ximately  2  ft.  below 
the  bottom  of  the  pipe,  depending  on  circumstances.  In  some  cases 
a  greater  depth  was  required  in  order  to  get  below  the  frost  line. 

The  materials  utilized  were  as   follows:     .411  masonry  concrete; 
gravel    Uikcn    from   vicinity   of   work ;    ami    portland   cciiiciil.      Tlie 


SIXllLK  BAKKEL  CULVERT  IJEI^OKE  I'lLI.lNi;  IN. 

proportions  for  concrete  in  the  smaller  structures  in  most  cases 
were;  i  part  packed  cement;  3  parts  loose  sand;  7  parts  clean  grav- 
el. In  the  early  part  of  the  work  the  proportions  1:2:5  and  1:3:5 
were  used  in  some  of  the  culverts,  hut  with  the  materials  at  the 
company's  disposal,  using  the  sand  and  gravel  of  tlie  vicinity,  it 
was  found  that  the  best  proportions,  as  determined  by  experiments 
and  tests,  were  as  previously  stated:  1:3:7.  In  the  foundations, 
however,  i  -.4 :8  has  been  found  very  acceptable. 

In  placing  the  materials  in  culvert  work  it  was  found  economical 
to  have  one   form   made   up  and   this  was  used   for  all   of  the  end 


IKilIlil,!';  MAKKKI,  roNlKETK  I'lII.VI'.K'l'  Siri)WlN(;   lONll  WAI.I.. 

walls.  The  one  form  served  for  nearly  all  llic  single  culverts  on 
the  line,  as  it  was  used  over  and  over  again.  Of  course  a  different 
form  was  needed   f(ir  !lic  dnnliir  fiiiverls. 

«  »» 


rile  Islmira  (N.  Y.)  &  .Seneca  Lake  Railway  Co.  had  to  suspend 
service  for  several  days  alx)Ut  the  miildlc-  nf  J.inuary,  owinn  in  its 
inability  to  secure  a  snow  plow. 


Tlie  N'urfolk  ( Va. )  Railway  &  Light  Co.  has  .innounced  llial 
hereafter  fares  will  be  5  cents  straight.  The  company  had  been 
selling  six  tickets  for  25  cents.  The  increased  cost  of  operating, 
due  to  the  high  price  of  coal,  is  the  cause  of  the  cliange. 


96 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  2 


THE   MANCHESTER-LIVERPOOL   MONORAIL. 


The  Manclicstcr  &  Liverpool  Electric  Express  Ry.  with  which  the 
name  of  Mr.  V.  II.  Hclir  has  hceii  associated  for  several  years  has  at 
last  ohtaiiied  the  sanction  of  Parliament  to  construct  a  monorail  l>e- 
Iween  Manchester  and  Liverpool  and  the  work  of  constrnction  has 
recently  lieen  commenced.  This  project  has  licen  1>efore  the  puhlic 
lor  a  lonn  lime  and  a  paper  by  .Mr.  Hehr  in  regard  to  this  road  was 
pnbiishcd  in  the  "Review"  in  -Augnsl,  lyoi,  page  504,  in  which  the 
general  plans  of  the  road  were  outlined.  A  more  complete  descrip- 
tion of  the  details  of  this  road  was  pnbiishcd  in  the  Tramway  & 
Railway  World  for  November,  iijoj.  from  which  the  following  state- 
ments are  taken.  The  total  length  of  the  new  line  will  be  34'/l-  miles 
and  it  will  have  a  double  track  throughout.     Both  the  termini  in 


will  he  3  in.  wide  and  the  base  s  in.  wide.  The  rail  is  5'/j  in.  deep. 
The  head  is  2  in.  thick  from  the  face  to  the  webb.  The  four  guide 
rails  will  be  laid  longitudinally,  two  on  each  side  of  the  (resile. 
These  rails  will  weigh  30'.i  lb.  per  yard  and  will  be  of  a  two-headed 
pattern,  the  outer  or  contact  face  being  l}i  in.  wide  and  the  inner 
face  being  i^  in.  These  rails  will  be  3',i  >"•  deep  from  face  to  face 
and  will  be  laid  so  tliat  the  center  line  of  lower  set  will  l)C  l  ft.  iVi 
in.  above  the  surface  of  the  ties,  and  the  upper  ones  2  ft.  9  11-16  in. 
above  the  ties.  They  will  be  held  in  position  by  angle  steel  plates 
boiled  across  the  trestle.  The  guide  rails  will  not  actually  bear 
.-igainst  the  sides  of  the  trestles  but  will  be  sup|>orlcd  by  the  bolts  by 
which  they  are  held  and  the  angle  plates  which  are  riveted  across 
the  trestles  from  side  to  side. 

It  is  intended  to  run  single  cars  as  trains,  Mr.  Behr  being  of  the 


1>LAN  ANIl  SECTION  or  MONORAIL  CAR. 


Manchester  and  Liverpool  arc  located  centrally  in  these  cities.  The 
greater  part  of  the  road  is  straight  and  the  few  curves  which  it 
conlains  are  of  comparatively  long  radii. 

There  is  a  great  diversity  of  grades  along  the  route  varying  from 
I  in  25  to  I  in  1,168.  .\  feature  of  the  grades  is  the  steep  ascent  i  in 
30  for  nearly  1,200  yards  from  the  station  at  Manchester,  and  I  in 
25  for  a  similar  distance  from  the  station  at  Liverpool.  These  grades 
arc  for  the  purpose  of  acceleration  of  speed  on  starting  from  either 
end  of  the  railway  and  of  retarding  the  cars  on  approaching  the  ter- 
mini. It  is  intended  to  establish  a  ten-minnte  headway  of  trains  be- 
tween the  two  stations  and  the  trains  will  perform  the  journey  in 
JO  minutes  which  will  require  a  speed  of  no  miles  an  hour. 

The  main  track  rail,  or  monorail,  will  be  supported  on  a  continu- 
ous trestle-like  structure  which  will  rest  on  ordinary  wooden  tics  9 


opinion  that,  at  the  rate  of  speed  at  which  they  propose  to  run,  it 
will  be  unsafe  to  couple  the  cars  into  trains.  The  use  of  couplings, 
he  considers,  would  introduce  a  source  of  danger  which  should  not 
lie  attempted  where  such  high  speed  is  to  be  attained. 

Three  clas.ses  of  cars  have  been  designed  and  approved  for  the 
line  which  will  accommodate  respectively  72,  50  and  38  passengers. 
For  the  initial  service  the  smaller  cars,  which  are  shown  in  the  ac- 
companying illustrations,  will  be  employed.  These  will  be  41  ft. 
10  in.  long  over  all,  II  ft.  wide,  and  II  ft.  9  in.  high  from  the  sur- 
face of  the  ties.  From  the  floor  of  ihe  car  to  the  top  of  the  roof  will 
be  6  ft.  8!4  in.  They  will  be  formed  with  pointed  ends  to  reduce  the 
resistance  of  the  wind  and  when  fully  equipped  each  car  will  weigh 
39  tons. 

The  principal   feature  of  the  car  construction  is  the  main  central 


DUOTOpDD 


DCGD 


ELKVATION  AND  SECTION. 


ft.  long,  ID  in.  wide  and  5  in.  thick.  These  lies  will  be  spaced  3  ft. 
center  to  center  except  where  joints  in  Ihe  rails  occur  where  they 
will  be  2  ft.  J^  in.  between  centers.  The  triangular  frames  which 
support  the  monorail  will  stand  3  ft.  ii'/i  in.  above  the  surface  of  the 
ties  and  will  be  2  ft.  8  in.  wide  at  the  base,  narrowing  to  12  in.  wide 
.It  the  top.  The  side  limbs  of  the  trestle  will  consist  of  y/i  x  3  x  J4- 
in.  angle  steel.  At  the  top  of  each  trestle  the  side  pieces  will  be  held 
together  by  a  cross  angle  plate  of  J^-in.  steel  6  in.  deep  with  a  3-in. 
angle  piece.  Each  trestle  will  have  a  steel  sole  plate  which  will  be 
bolted  to  the  tie,  and  the  side  piece  of  the  trestle  will  be  formed  with 
a  flange  at  the  bottom  which  will  be  riveted  to  the  sole  plate. 

Five  rails  will  be  used  in  connection  with  the  system ;  the  monorail 
and  four  guide  rails.  The  main  track  rail,  or  monorail,  will  be  in  35- 
ft.  lengths  anil  will  weigh  103;^  lb.  per  yard.    The  face  of  the  rail 


frame  of  steel  forming  the  lower  part  of  the  car  which  is  placed 
like  a  saddle  upon  Ihe  trestle.  The  sides  of  the  frame  extend  down 
to  within  6  in.  of  the  sole  plates.  Each  car  will  be  provided  with 
four  continuous  current  motors  having  a  normal  capacity  of  160  h. 
p.  at  full  speed,  of  720  r.  p.  m.,  but  which  w'ill  be  able  to  work  up  to 
320  h.  p.  each  for  short  periods  during  acceleration.  The  motors  arc 
arranged  in  pairs  which  are  placed  near  each  end  of  the  car,  one 
motor  of  each  pair  being  on  opposite  sides  of  the  trestle  and  each 
pair  forming  a  distinct  driving  set.  The  motors  will  be  placed  low 
in  the  car  in  order  to  keep  the  center  of  gravity  of  the  car  below 
Ihe  monorail.    Each  of  the  motors  weighs  about  2%  tons. 

There  are  four  guide  wheels  at  each  side  of  the  car  which  bear 
against  the  faces  of  the  guide  rails.  These  wheels  are  2  ft.  in  diame- 
ter and  have  a  bearing  face  of  4^  in.,  and  on  one  edge  a  flange  of 


Feb.  20,  igo.vl 


STREET  RAILWAY  REVIEW. 


97 


I  in.  They  revolve  horizontally  witli  the  flange  downward.  The 
guide  wheels  are  considered  the  most  important  factors  in  the  oper- 
ation of  the  car  as  they  comprise  the  special  provision  for  safety. 
The  flange  for  each  wheel  will  be  below  the  edge  of  one  of  the  guide 
rails  which  will  make  it  impossible  for  the  driving  or  trailing  whecU 
on  the  car  to  leave  the  track  rail.  A  certain  amount  of  lateral  play  is 
admitted  through  the  use  of  springs  but  this  is  limited  to  the  point 
where  the  guide  wheel  flanges  bear  against  the  under  side  of  the 
guide  rails. 

There  are  four  vertical  wheels  for  each  car  which  constitute  the 
main  track  wheels.  Two  of  these  are  drivers  and  two  are  trailers. 
The  former  are  4  ft.  4  in.  in  diameter  and  the  trailers  3  ft.  5  in.  in 
diameter.  The  wheels  are  s  '"■  wide  and  have  a  central  groove  on 
their  faces  2  in.  deep  and  3  in.  wide  in  which  the  track  rail  bears. 
These  wheels  are  located  at  considerable  height  above  the  motors 
and  are  boxed  in  the  interior  of  the  cars.  The  distance  between  the 
center  lines  of  the  motor  shaft  and  driving  wheels  is  4  ft.  O'/i  in.  and 
connections  will  be  made  by  means  of  sprocket  chains.  The  velocity 
of  the  chains  will  be  from  1,800  to  i.goo  ft.  per  minute.  The  two 
motors  at  each  end  of  the  car  will  be  connected  to  tlie  same  driving 
wheel. 

The  current  for  operating  the  road  will  be  generated  at  a  station 
to  be  erected  at  Warrington  which  is  exactly  midway  between  Man- 
chester and  Liverpool.  It  will  be  a  tri-phase  alternating  current  of 
15,000  volts,  and  five  sub-stations  will  be  located  along  the  line 
where  the  current  will  be  transformed  into  continuous  current  at 
650  volts.  The  motors  are  to  be  wound  for  600  volts.  The  current 
will  be  collected  on  the  cars  from  two  conducting  rails,  one  being  at 
each  side  of  the  trestle  near  the  ends  of  the  ties.  The  conductors  will 
be  5  in.  wide  on  the  surface  and  9  in.  high  from  the  surface  of  the 
ties.  Circular  brushes  i  ft.  9  in.  in  diameter  will  be  placed  at  the 
sides  of  the  car  to  collect  the  current  from  the  side  rails.  There  will 
be  four  of  these  brushes  on  each  side  of  the  car. 

It  has  been  calculated  that  the  power  reiiuired  during  acceleration 
will  be  1,114  li-  P-  and  throughout  the  run  after  speed  is  attained  it 
will  require  515  h.  p.  per  car  or  129  h.  p.  per  motor.  It  is  intended  to 
equip  the  cars  with  high  speed  Westinghouse  brakes  which  will  be 
able  to  retard  the  car  at  the  rate  of  3  ft.  per  sec.  per  sec,  which  will 
bring  the  car  to  a  stop  in  about  1,380  yards.  In  addition  to  this 
method  of  braking  a  resistance  will  be  used  through  which  the  mo- 
tors will  be  short  circuited  so  that  the  remaining  adhesion  on  the 
driving  wheels  will  be  utilized  for  braking.  With  the  motors  short 
circuited  and  the  Westinghouse  brakes  applied  the  two  combined 
will  stop  the  car  within  a  distance  of  768  yards. 

.\  method  of  electric  semaphore  signalling  is  to  be  employed  which 
is  largely  automatic.  When  the  car  starts  from  a  terminal  it  puts  the 
first  semaphore  to  the  danger  point  and  an  indicator  in  the  signal 
cabin  shows  the  words  "line  blocked."  A  similar  operation  is  re- 
peated when  the  car  passes  the  second  semaphore  signal.  On  coming 
to  the  third  semaphore  the  operation  is  repeated  and  in  addition  the 
circuit  is  established  through  the  first  semaphore  causing  it  to  drop 
and  the  indicator  corresponding  to  it  in  the  cabin  to  change  to  the 
words  "line  clear."  It  will  thus  be  seen  that  there  is  always  one 
complete  section  blocked  immediately  behind  each  car.  The  line 
from  Manchester  to  Liverpool  is  divided  into  5  sections  of  nearly 
7  miles  between  each  signal  post.  If  the  car  passes  the  signal 
when  it  is  at  danger  a  circuit  is  closed  which  causes  an  electric 
gong  to  ring  continuously  and  the  motorman  of  the  car  is  thus 
warned  that  the  car  ahead  has,  for  some  cause,  been  stopped  at  a 
minimum  distance  of  seven  miles  in  front  of  his  own  car.  The  same 
circuit  which  rings  the  gong  also  operates  a  circuit  breaker,  in  doing 
which  it  cuts  oflF  the  current  from  the  car  motors  and  it  also  automat- 
ically puts  on  the  Westinghouse  brakes.  If  the  semaphore  is  low- 
ered the  gong  circuit  is  not  complete  and  the  gong  does  not  ring. 
If  for  any  cause  the  car  should  run  backwards  past  a  signal  it  would 
immediately  put  the  signal  two  stations  behind  it  back  again  to  dan- 
ger. Signal  cabins  will  be  placed  along  the  line  each  of  which  will 
be  in  charge  of  one  man.  The  cabin  will  be  furnished  with  two  sets 
of  electrical  apparatus,  one  for  the  up  and  one  for  the  down  line. 
The  indicators  in  the  signal  cabins  show  the  words  "up  line  clear," 
or  "up  line  blocked,  "down  line  clear,"  or  "down  line  blocked." 

The  cabins  will  be  connected  with  each  other  and  with  the  trans- 
former stations  and  the  generating  station  by  telephone. 


It  is  believed  that  this  line  offers  almost  absolute  safety  from  col- 
lisions as  there  are  no  grade  crossings  or  switches,  and  there  will 
never  be  more  than  two  cars  on  one  track  from  end  to  end  what- 
ever the  number  of  passengers  carried.  A  high  fence  will  enclose 
(he  line  from  end  to  end.  The  terminal  stations  at  Manchester  and 
Liverpool  are  practically  similar  buildings.  The  level  of  the  rails 
will  be  about  60  ft.  above  the  street  level  which  will  necessitate  the 
use  of  elevators  for  the  passengers,  The  cars  will  be  transferred 
from  one  track  to  the  other  by  means  of  turn  tables  operated  by 
hydraulic  power.  The  station  buildings  will  be  of  brick  and  steel 
construction  and  will  contain  the  store  rooms  and  executive  offices  of 
the  company. 


PROPOSED  IOWA  INTERURBAN. 


The  Commercial  Club  of  Omaha,  Neb.,  has  been  asked  tu  give  its 
indorsement  and  moral  support  to  the  Des  Moines  &  Omaha  Electric 
Railway.  This  is  a  proposed  line  from  Des  Moines,  la.,  to  Omaha, 
Neb. 

Mr.  Lyman  Waterman  of  Omaha  is  the  chief  promoter  of  the 
enterprise.  Mr.  Waterman  is  manager  of  the  Creston  (la.)  Electric 
Light,  Heat  &  Power  Co.  That  company  has  under  construction  a 
road  from  Winston,  la.,  to  Creston,  la.,  a  distance  of  40  miles.  In 
addition  to  this  section  the  proposed  road  would  cover  the  84  miles 
from  Omaha  to  Spaulding,  near  Creston,  and  the  section  from  Win- 
lerset  to  Des  Moines. 

Mr.  Waterman  is  at  present  working  on  that  part  of  the  road  from 
Omaha  to  Spaulding.  The  cost  of  this  section  is  placed  at  $250,000. 
It  is  expected  that  free  right  of  way  will  be  obtained  and  that,  pos- 
sibly, township  bonds  may  be  voted  by  some  of  the  towns  along  the 
route. 

The  road  would  run  midway  between  the  Burlington  and  Rock 
Island,  roads  and  would  traverse  a  fertile  farming  country  not 
closely  touched  by  any  railroad.  It  is  proposed  to  run  a  branch  into 
the  coal  fields  north  of  Corning,  la. 

With  the  entire  road  completed  Omaha  and  Des  Moines  would  bo 
within  150  miles  of  each  other  by  rail,  which  is  at  least  10  miles 
less  than  any  present  route. 

The  road  will  be  of  standard  gage  and  will  do  a  regular  freight 
and  passenger  business. 


DECATUR  TRACTION  &  ELECTRIC   CO. 


The  directors  of  the  Decatur  Traction  &  Electric  Co.  met  on 
January  12th  and  declared  a  dividend  of  ij'^  per  cent.  This  is  the 
first  cash  dividend  in  the  history  of  the  company.  Ten  years  ago  a 
dividend  of  Ij4  per  cent  was  paid  in  stock.  The  capital  slock  of 
the  company  is  $250,000. 

During  the  past  year  the  company  carried  2.100,000  passengers,  an 
increase  over  the  preceding  year  of  350,000.  The  largest  single  day's 
business  was  $900  or  18,000  cash  fares.  Two  new  cars  were  added 
to  the  equipment  during  the  year.  About  a  mile  of  track  was 
relaid  with  new  62-lb.  steel  rails  which,  with  street  improvements, 
cost  about  $30,000. 

During  the  present  year  the  company  expects  to  make  some  ex- 
tensions and  to  relay  more  of  the  old  track  with  new  steel  rails. 
It  is  intended  to  add  four  new  double  truck  cars  to  the  equipment 
very  soon.  It  was  suggested,  at  the  directors  meeting,  that  the  con- 
ductors and  motormen  be  given  an  increase  of  one  cent  per  hour  in 
their  wages.  The  suggestion  was  approved  but  no  definite  action  was 
taken.  There  was  no  change  made  in  the  ilirectorate  or  man- 
agement. 

RAILWAY  COMPANY  BUYS  ELECTRIC  PLANT. 


.Announcement  has  been  made  of  the  sale  of  the  Scotldale  (Pa.) 
Electric  Light,  Heat  &  Power  Go's,  plant  to  the  Pittsburg,  McKees- 
port  &  Connellsvillc  Railway  Co.  of  Pittsburg.  The  latter  company 
now  controls  light  and  power  plants  at  Scoftdalc,  Uniontown,  Con- 
nellsville,  Dawson,  and  Mt.  Pleasant.  The  terms  of  the  Iransactinn 
have  not  been  made  public. 

The  purchase  dales  back  to  Jaiuiary  1st.  Charles  H.  Loucks, 
cashier  of  the  Scottdale  First  National  Rank,  has  been  appointed 
trustee  to  complete  the  business  of  the  old  company. 


98 


STREET  RAILWAY  REVIEW. 


[Vol.  XIM,  No.  2- 


THE  PROGRESS   OF    ELECTRIC  TRACTION    IN 
GREAT  BRITAIN. 


The  electric  Irainway  fever  in  Great  Itrilaiii  shows  no  signs  of 
abating.  No  week  passes  but  what  we  hear  of  new  enterprises  in 
thi,s  field,  while  of  those  lines  already  in  operation  the  financial  suc- 
cess varies  ({really.  Among  the  chief  conditions  likely  to  aflfect  the 
prosperity  of  tramway  undertakings,  we  may  mention  the  c.instruc- 
lion  and  equipment;  the  nian.igement ;  the  supply  of  power;  the 
steady  growth  of  traffic;  competition;  initial  outlay  and  a  due  pro- 
vi>ion  for  depreciation.  The  construction  of  electric  tramways,  as 
of  electric  railw,iys,  still  remains  an  open  question. 

In  Great  Britain  the  electric  tramway  is  still  in  its  inlancy,  the 
great  growth  is  yet  In  come,  and  it  promises  to  assume  vast  pro- 
portions. 

In  189S  the  track  mileage 'was  365  and  the  number  of  cars  2,117:  >n 
1900  the  unmbers  were  576  and  3,033  respectively,  while  in  1901  they 
had  risen  to  777  and  3.821,  showing  an  increase  of  112  per  cent  over 
1898  in  track  mileage  and  of  73  per  cent  in  cars.  The  figures  for 
capital  invested  were,  in  189S:  Companies,  £9,800,000;  igoo,  com- 
panies ^14.5(10,000,  and  nuuiicipalitics,  /2,750,ooo,  and  in  1901:  Com- 
panies, £19,750,000,  municipalities,  £10,520,000.  Thus  1901  shows  an 
increase  of  210  per  cent  over  1898,  and  the  capital  invested  in  this 
country  in  electric  tramways  compares  very  favorably  with  that  of 
the  I'nitcd  States,  which  can  claim  a  seniority  of  at  least  10  years 
in  this  kind  of  electric  traction,  and  where  the  mileage  is  more  than 
30  times  greater  than  in  Great  Britain. 

A  great  number  of  new  schemes  have  been  prepared  for  the  ne.xt 
session  of  Parliament;  by  far  the  greater  nundier  of  projects  are 
for  linking  together  small  towns  in  agricultural  or  industrial  dis- 
tricts rather  than  for  purely  urban  service.  One  proposal  is  ti  com- 
ncct  the  County  of  London  from  the  termini  of  the  London  County 
Council  boundaries  with  many  outlying  towns.  The  London  United 
Tramway  Co.  (in  which  Mr.  Ycrkes  has  an  interest)  has  already 
done  nuicli  in  this  direction  in  the  west  and  southwest  of  the  metrop- 
olis, and  is  seeking  power  for  road  widening  at  certain  points.  The 
British  Electric  Traction  Co.  has  annexed  south  and  southeastern 
suburbs  and  with  Croyden  as  the  center,  proposes  extensions  to  Car- 
shalton.  Mitcliam,  Beddington,  Wellington,  Penje,  etc. — thus  pene- 
trating the  beautiful  rural  districts  of  Surrey  and  eastwards  to 
Beckenham,  Bromley,  Farnboro,  Ghelsfield,  Halstead  and  Lewisham, 
about  12  to  14  miles  in  all.  There  are  new  schemes  for  Kent  to 
radiate  from  the  existing  lines  at  Greenwich.  Several  promoters  are 
busy  providing  rival  enterprises  for  Stroud.  Rochester  and  Chatham 
and  thertcc  to  Rainham,  Gravesend  and  Maidstone.  The  most  nota- 
ble of  the  new  provincial  schemes  is  that  of  the  Nottingham  & 
Derby  Tramways  Co.  for  a  large  network  between  the  Coi'nty  Bor- 
oughs of  Notts  and  Derby;  the  lines  varying  in  length  from  10  to 
17  miles  and  radiating  in  all  directions;  this,  it  will  be  seen,  is  an 
important  enterprise.  Birkenhead  and  Chester  (15  miles)  are  to 
be  linked;  Gosport,  Farcham,  Porcheslcr  and  Cosham  are  to  en- 
circle Portsmouth  Harbor.  These  are  some  of  the  principal  schemes 
but  there  arc  many  others.  We  may  look  forward  to  the  time  when 
it  will  be  possible  to  travel  from  south  to  north  throughout  Great 
Britain  by  the  trolley  line  as  in  the  United  States. 

But  meanwhile  local  authorities  and  nninicipal  bodies  raise  in- 
numerable difficulties  and  prevent  through  services,  as,  for  instance, 
in  the  Potteries  district,  and  more  recently  at  Birmingham  and 
Bournemouth.  Middleton  is  now  connected  with  Manchester  by  the 
electric  tramway  line  inaugurated  at  the  end  of  December;  the  road 
is  6  miles  in  length,  and  the  journey  from  end  to  end  is  covered  in 
40  minutes ;  the  fare  is  354d,  whereas  on  the  Lancashire  S:  Yorkshire 
Ry.  the  third-class  return  fare  for  the  same  journey  is  8d. ;  the  new 
competitor  is  likely  to  prove  a  formidable  rival  with  its  continuous 
15-minute  service.  The  average  weekly  receipts  for  Manchester 
Tramways  total  no  less  than  £8,000,  the  passengers  carried  being 
well  over  Ij4  millions.  The  11  miles  of  track  laid  down  at  Wol- 
verhampton on  the  Lorain  surface  contact  system  have  so  far  proved 
entirely  satisfactory,  but  the  crucial  test  will  come  with  snow  and 
ice ;  23  cars  are  in  daily  use. 

In  considering  the  question  of  urban  electric  tramway  manage- 
ment, experience  and  reason  are  in  favor  of  promotion  by  com- 
panies rather  than  by  municipalities,  and  for  the  following  reasons : 


The  cnlerprise,  which  is  a  commercial  one,  is  founded  on  capital 
borrowed  on  the  security  of  the  rates,  and  electric  tramways  cannot 
be  considered  a  suitable  investment  for  public  funds.  They  are 
a  purely  speculative  venture;  the  prosperity  they  enjoy  is  absolutely 
dependent  on  their  having  and  retaining  a  heavy  traffic— one  might 
say  in  most  cases  a  monopoly — which  might  at  any  moment — so  en- 
gineers tell  us — be  destroyed  by  the  long  looked  for  improvement 
in  motor  omnibuses,  or  the  invention  in  this  field  promised  us  luf-ire 
long  by  Mr.  Edison  which  is  to  render  all  present  electric  tramway 
systems  obsolete.  In  London  and  other  large  cities  ihe  risk  to  the 
ratepayers  is  increased  besides  by  the  prospect  of  numerous  com- 
peting tube  lines  and  by  the  imminent  electrification  of  suburban 
lines  by  the  great  railway  companies.  Furthermore,  every  sign  of 
the  times  points  to  imlustrial  redistribution  in  the  near  future.  The 
use  of  electric  power  and  the  facilities  for  transmission  to  a  great 
distance  make  it  advisable  and  possible  for  large  factories  to  be 
established  in  outlying  districts,  where  land  and  rates  are  cheap  in- 
stead of  in  cities  where  rents  and  taxes  liecome  every  year  more 
prohibitive;  the  example  of  the  British  Westinghouse  Co.,  in  estab- 
lishing its  works  at  TrafFord  Park  well  outside  Manchester,  and  of 
having  a  small  township  for  the  employes  around  the  works,  cannot 
fail  to  be  followed,  more  especially  in  those  districts  conccted  by  in- 
tcrurban  electric  tramway  lines  with  facilities  for  establishing  a 
practical  freight  traffic  obviating  re-lading.  Thus  will  a  substantial 
portion  of  the  passenger  traffic  in  cities  be  diverted  into  rural  dis- 
tricts and  where  will  then  be  the  prosperity  of  the  numicipal  tram- 
way lines?  The  burden  will  fall  on  the  diminished  number  of  rate 
payers. 

The  treatise  of  Mr.  McDonald  McColl,  the  late  chief  bookkeeper 
to  the  Glasgow  corporation,  draws  attention  to  the  principle  that  in 
tramway  and  railway  undertakings  revenue  should  be  charged  not 
only  with  the  cost  of  maintenance,  but  also  with  the  depreciated 
value  of  buildings,  plant  and  equipment,  altogether  apart  from  the 
repayment  of  loans  constituting  the  capital  outlay.  The  permanent 
way  is  the  most  rapid  item  of  depreciation  in  the  equipment  of  a 
tramway,  and  in  Glasgow  we  find  that  the  revenue  is  charged  with 
£450  per  mile  annually  to  meet  the  cost  of  renewals,  the  a-cragc  life 
of  the  permanent  way  being  reckoned  at  10  years. 

Now  that  there  is  so  much  in  the  air  concerning  the  electrification 
of  suburban  lines,  it  is  interesting  to  hear  of  a  new  development  in 
steam  traction  which  is  expected  to  serve  better  than  electricity  for 
heavy  local  traffic.  The  Great  Eastern  Ry.  has  been  seriously  en- 
gaged for  some  time  trying  to  solve  the  problem  of  carrying  no  less 
than  6,410  passengers  to  town  by  one  branch  alone  during  one  cer- 
tain half  hour  of  the  morning  (7:30  to  8;oo  a.  m.)  without  over- 
crowding. During  that  half  hour  eight  trains  from  the  Wood  street 
district  disgorge  their  crowds  at  Liverpool  street  station.  Taking 
the  aggregate  number  of  seats  for  those  eight  tiains,  there  should 
be  plenty  of  room  for  all,  and  yet  the  overcrowding  seems  inevitable 
because  the  public  does  not  spread  itself  evenly  over  all  the  trains. 
The  length  of  platforms  at  the  terminus  prevents  the  use  of  more  than 
15  coaches,  which  carry  together  852  passengers.  An  electric  motor 
car  or  locomotive  running  at  the  briefest  intervals  would,  the  rail- 
road company  points  out,  fail  to  cope  with  such  congestion  of  traf- 
fic. The  Great  Eastern,  which  has  been  using  petroleum  locomotives 
whenever  the  price  of  oil  is  less  than  that  of  coal,  is  building  at  the 
Stratford  works  a  locomotive  for  burning  coal,  which  is  to  revolu- 
tionize steam  traction  and  put  off  the  day  of  electrification. 

D.  N.  D. 


SEEING  WASHINGTON    OBSERVATION   CARS. 


The  Washington  Railway  &  Electric  Co.,  of  Washington,  D.  C, 
is  running  special  observation  cars  for  visitors  to  the  capital,  known 
as  "Seeing  Washington  Observation  Cars."  The  cars  used  in  win- 
ter are  elegantly  upholstered  and  electrically  heated  while  in  the 
summer  commodious  open  coaches  are  used,  insuring  under  all  con- 
ditions the  comfort  of  the  passengers,  .\bout  25  miles  of  road  are 
covered  and  over  one  thousand  points  of  interest  are  passed.  An 
expert  guide  is  on  each  car.  The  trip  is  made  twice  daily  including 
Sund.\vs.  It  occupies  about  two  hours  and  the  round  trip  fare  is 
50  cents. 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


99 


CONNECTICUT  STREET   RAILWAYS. 


The  report  of  the  railro.nd  commissioners  of  the  state  of  Connec- 
ticut for  1902  has  jiist  been  issued,  a  large  portion  of  which  is 
devoted  to  the  street  railways  of  the  state.  The  street  railway  com- 
panies were  first  required  to  make  annual  reports  to  the  railroad  corn- 


increase  of  63  per  cent.  The  capital  stock  in  1895  was  $8,604,240,  and 
during  the  last  year  was  $23,571,248,  showing  an  increase  of  174  per 
cent.  The  earnings  have  increased  from  $2,232,051  to  $3,937,771,  or 
80  per  cent.  The  passengers  carried  in  1895  numbered  38,037,474, 
and  for  the  last  year  the  number  reported  was  91,554.028,  an  increase 
of  140  per  cent.     The  report  for  this  year  shows  an  increase  of  5 


TABLE  No.   1. 


STRBBT  RAILWAYS. 


1 1  Braoford  Lightine  it  Water  Co. .    Eaat  Haven 
2iBristol  A  Plalnrille  Tramw'y  Co.,  Brislol 
8  Conn.  Railway  £  Lighting  Co.,  .    Bridgeport 


4  Danbnry  4  Bethel  Street  R'y  Co.,|Danbury  . 

5  Oanieleon  A  Norwich  St.  R'y  Co., 
6 .-.-_-. 

7 


To- 


K.  Hfd.  &  QIas'b'ySt.  R'yCo.,"    East  Hartford 
PairUaven  A  Weetville  R.R.Co..    New  Haven      . 


8  F«rmington  Street  R'y  Co.. 

9 Greenwich  Tramway  Co.,    . 
10  HM.,  Man  *  RockVe  Tram.  Co  . 
1)  Hartford  A  Spngfi'd  St.  Ky.  Co., 
12  Hartford  Street  Railway  Co., 


I  West  Hartford 
K.  Portcheater 
iBumside  . 
East  Windsor  . 
Ilarttord 


13  Manofactorers' Railrond  Co.;2    .    Sew  Haven     . 

14  Meriden  Eleciric  Railroad  Co..  .  iMeriden  . 

15  .Mer. ,  SouthiD2t"n  A  Com  T.  Co.. IMeriden  . 
lti|Middlelown  Street  Kailway  Co.,      Middletown     . 
n,Momville  Street  R'y  Co.,  .  |Norwich  . 

18|Newin*rton  Tramway  Co.,'  .  

19  New  London  Street  Railway  Co  .  .New  London  . 
20;Norwjch  Street  Railway  Co.,        .  'Norwich  . 
21iPeopIe'B 'Tramway  Co..  .  jDanielson 

23  So.  Man.  L't,  Power  &  Tram  Co..*  So.  Manchester 
23]Somers  A  Enfield  Eleciric  R'y  Co., I   

24  Stamford  Street  Railroad  Co.,     .    Stamford 
25|SuffleId  Street  Railway  Co..         .  |Siiffield  Center 
StiTor'plon  &  Winche.'^IerSt.  Ry.Co..!Torrineton 
27, The  West  Shore  Railway  Co.,'     .    Savin  Rock 
28,  Wincheeler  Avenoe  R.  R.  Co.,'  .    New  Haven 
29  Worcester  A  Conn.  East'D  R'y  Co 


Branford.  

Plalnville,  Forestville.     . 

New  Britain,  Waterbury,  Derby, 
Milford.  Sbelton.  SaugalticU, 
Norwalk,  and  South  Norwalk,   . 

Bethel 

Road  under  constrnction. 

Glastonbury 

Westv.,  M'towe.,  K.  Hav.,  P.  Hav., 
Mt.  Carmel, 

Dnionville, 

Mianus, 

Manchester,  Rockville,    . 

Mass.  State  Line 

WethersCd,  W.  Hfd.,  Rainb.,  Elm- 
wood,  E.  Windsor  Hill,  E.  Hfd., 
Newington,    .        .        .        .       '. 


Wallingford, 
Compoonce, 
Portland,  . 
New  London, 


Baltic.  Yantic,  T'eville,  Laurel  Hill, 
North  GroBvenordale. 

Manchester. 

Road  under  construction. 


Mass.  State  Line.     . 

Winsted 

Woodmont 

West  Haven,     .... 
Road  under  construction. 


Length  of 
main  tracks. 


5.151 
7.337 


151.750 
10.637 


9.765 

68.475 
9.700 
5.668 
16.897 
13.000 


75.081 
1.864 

18.100 

11.64-i 
9.060 

10.463 


7.681 

17.004 

15.939 

.7J5 


12  490 
4.706 

12.5.59 
4.370 

18.070 


Length  of 

sidings  and 

turnouts. 


Total  com- 

|)uted  as 

single  tracks. 


1.856 
.587 


7.600 
1.096 


.447 

2.7')3 

1.100 

.189 

.440 

.473 


2.385 


1.400- 
.693 
.875 
.504 


.493 

.650 
.600 


.200 
.208 
.471 
.120 
1.880 


6.507 
7.924 


159.280 
11  713 


10.202 

71.228 
10.800 
5.757 
17.337 
13.473 


77.466 
1.304 

19.500 

12.335 
9.925 

10.667 


8.073 

17  664 

16.439 

.795 


12.690 
4.914 

13.030 
4.490 

19.950 


Motive 
power. 


Eloct'y. 


Capital 
aathorized 
by  charter. 


$600,000.00 
1,000,000.00 


16,000.000.00 
333.000.00 
50.000.00 


6.000.000,00 
189.000  00 
600.000  00 
500,000.00 
600.000.00 


2,000,000.00 
20.000.00 

1,000.000  00 
5011,000.011 
300,000.00 
300,000.00 


.500.000.00 
600.000.00 
400.000,00 
100,000  00 
200.000  00 
200.000.00 
300.000  00 

1,000,01  0.00 
200,000,00 

1,000.000,00 
50.000.00 


Stock 
issued. 


t20P.000.00 
100,000  00 


15,000,000.00 
.3'30,00O.(» 


Bonds 
issQcd. 


|30O,'000.0O 
136,000.00 


9,360.000.00 
200,000.00 


932,232,00000 


3,000,000.00 
189,000.00 
135,000.00 
300.000.00 
400,000,00 


1,000,000.00 

20.000.00 

1,000,000.00 

2(10,000.00 

135,000.00 

250,000.00 

8  00 

250.000  00 

250.000.00 

400,000  00 

10,000  00 

60,000,00 

92,340.00 

60.000.00 

200.000.00 

80,000,00 

800,000.00 

50,000.00 


{23,571,248.00 


200,000.00 
1,133,000.00 


160,000  00 
200.000.00 
400,000.00 


2,600,000.00 

6oo.oob',6b 

175,0O0.0» 
150.000.00 
250,000:00 


140,000  CO 
350.000,00 
600.000.00 


75.000.00 

'  i.w.oob'.oo 
30.0110.00 

600,000.00 


$17,488,000.00 


1  Operated  by  Hartford  Street  Railway  Co.  2  Buatness  of  this  company  consists  of  moving  frei|rht  cars  of  steam  railroads  iu  New  Haven  to  and  from  manufac- 

toria^  coDcerns.  .«  Operated  by  Hartford  Street  Railway  Co.  and  Conoecticut  Railway  A  Ligbtinip  Co. 

4  Operated  by  Hartford,  Manchester  &  Kockville  Tramway  Co.  5  Operated  bv  Fair  Haven  A  Westville  Railroad  Co. 

6  Operated  by  Fair  Haven  &  Westville  Railroad  Co. 

TABLE    No.  2. 


1 

B 

STREET  RAILWAYS. 

Floating 
indebted- 
ness. 

Capital 
stock, 
bonds, 
and  float- 
ing debt 
per  mile 
of  road 
operated, 
including 
sidings. 

Cost 
construction. 

Cost 
equipment. 

Cost  of 
construc- 
tion and 
equipment 
per  mile  of 
road 
owred. 

Cost  of 
construc- 
linn  per 
mile  of 
road 
operated. 

Gross 
earnijigs. 

Gross- 
earnings 
per  mile 
operated. 

Gross 
earn- 
ings   per 
mile 
run. 

Operating 
expenses. 

Operating 
expenses 
per  mile 
operated. 

Operat- 
ing ex- 
penses 

per  mile 
run. 

Net 
earnings. 

1 

2 
8 

Branford  Ltg.  A  Wat.  Co.. 
Brist.  A  Plain.  Tram.  Co., 
Conn.  Ry.  A  Ltg.  Co. ,     . 
Dan.  ABelhelSI.  Ry.  Co.. 
nan'U'n  AN"hSt.Rv.Co.. 

"■  Jl'.5()b!o6 
260.000  00 
21.500.00 

63.788.20 

•i!l,84(1.41 

'154  607.78 

46.151.8; 

Road 

66,02V.93 
17,600.00 
67.416  58 
29.24.3.81 
60.862  46 
37.267.:J4 
24.193,55 
85,200.00 
30.7.56.98 
20,298.73 
46,873  53 

!352,IW0.65 

2.19.214.96 

'24.523.339,38 

423,084.56 

under  constru 

200.000.00 

3,744,233.75 

107,041.83 

333,776  1 1 

390,749.6< 

6.52.488.57 

2,738,581.05 

28,2.58  00 

1.636,790  96 

'  37«,9;2.9S 

'  275,679,89 

433,160  13 

No  rqpmt. 
$34,461.23 

$68,601.38 

37.:)06.43 

'  161,0:16,50 

51,746,05 

J68.601.38 
32,609,34 

■  39,7ll5!2I 

t32.833.20 

41.316.91 

1,100.868.35 

77,780.18 

J6,37414 

6.631,54 
7.296,4f 
7,312.22 

t.l83 
.195 
.2147 
.2235 

111,645.88 
31,850.56 

668.454.34 
66,548.13 

J2,260.89 
4,341.13 
4,405,84 
5,316.17 

80.065 
.15 
.129 
.168 

t21.187.S2 

9,466.36 

488.414.01 

21,232.00 

4 
S 

1-37,3.38.17 
clion 

«  E.  H  A  Olaat.  St.  Rt  .'   . 

"840,bbb't.6 
7.00000 

20,000.00 

""ixm.w 

161.400  00 
4,375  00 
5,800.00 

"367.775!  68 
49,510  37 
66.698.65 
176.678.53 
263.0:».5(' 
872  517  15 
8.810.31 
62.182.00 

""'78,944.26 

20  602  .30 

7  Fair  Hav.  A  Weslv.  R.R., 
8;F«rminglon  St.  Rv.  Co., 
9'0re«nwirh  Tram,  Co.,     . 

10  H  ,  M   A  R  Tmra.  Co... 

llinan.ASpr'gfd  St.  Ry., 

12  Hartford  St  Ry.  Co..      . 

]3Man'rclarerB'K.R  Co..' 

60.051.23 
16.140.43 
71,934  16 
.33.532.41 
62,732.23 
48.096,03 
27.176,18 
93,.')I3.42 
.32„552.22 
80.4.50.81 
48,847.78 

54,6ao.'39 
11.0;l5.2l 
69,945  24 
23,125.38 
41.007  09 
30.232  50 
20.717.01 
90.430.44 

"41,30269 

080,171  18 
36,004,86 
23,'369  76 

130  993.01 
44,709.42 

780,558  37 
8,75'3.63 

138,.563  88 
50.286  32 
40.11381 
89,760.88 

10.201.93 
3,711.8! 
4,177.19 
7.404.08 
3,189  18 
8,616  95 
6,416  88 
7,651,86 
8,704.87 
4.432,1c 
e,57e,B(' 

.1908 
.1721 
.1736 
.2772 
.1636 
.182 

627.786.73 
:!4.997  83 
16.142  29 

104,987.67 
30,983  :» 

536.880,51 
3.^014:1 
89,2.57.17 
35.443.40 
27.T87.77 
47.809.38 

6.534  20 
3.608,02 
2.719.52 
r.9.'i4  IH 
2.844  79 
5.926.88 
3.83.3.16 
4.931,3.1 
2,611  31 
3,07047 
4,669  36 

.122 

.1676 
.1130 
.222 
.1271 
.125 

"!i'395 
.1096 
.1479 
.'3089 

352.384.45 
1.007.03 
8.117.46 
26,005,44 
7.727.07 

248.077.86 
4.888.20 

14 
15 
IS 
17 
18 
19 
20 
21 
22 
23 

Meriden  Elec.  R.  R.  Co., 
M..  fl.  A  Comp.  Tram.,  . 
MIddlclown  St.  Rt.  Co., 
Montvllle  St.  R7.  Co.,    . 
Newjozion  Tram.  Co.,'. 

.26ii 

.1653 
.2135 
.3933 

49.296.71 
14,842.02 
12,326.04 
41.951  00 

Sew  London  St.  Ry.,     . 
Norwich  St.  Ry.  Co.,      . 
I'eople'fl  Tram.  Co , 
8.  .\f«n.  Lt  .  P.  A  Tram," 

38.obo.66 

26,61690 

48,3bi).i6 
36,139.13 
62,444  00 

I2,5;8.6a 

'  2.),44i*.9i 
14.039.88 
29.608.06 
24.498.66 
61,243.21 
Road 

•340.9)4  86 
.561.687.27 
'  1. 036.000.00 
11.821.69 
60.000.00 
3'33.724  28 
61.908.93 
a.53.13347 
102.651.86 
778.1H9.41 
under  constru 

39,881,101.71 

168,259.29 
121,461.76 

No  e4iprnt. 

63,977.59 
39,758.41 
64.;)07.67 
14.870  06 
Hood 
28.873.05 
15,388,08 
.31,730.76 
35.341.16 
60,947.81 

31,782  73 
32,615  11 

70.167  99 
109,814  99 
60.0.32  00 

9.823  32 
6.45820 
3.766.3f 

.2886 
.27.36 
.  1560 

40.730,70 
60.661.19 
41.618.29 

6,702  18 
3.920.33 
2,801  20 

.1673 
.1661 
.0110 

29,437.29 
4.3.153,80 
16,.383.71 

Som  AEnf  E|.e  Ry.  Co.. 

143,016!  ■78 
•2)414  16 
34.490.00 

under  ron 
25,922.86 
13,156.31 
28,117.96 
23,490  00 
84.465,86 

Btruction. 
03.983,66 
4,696,10 
47,216.03 

•  '"!!!!!!!!! 

24  Slamforil  St.  R.  R.  Co., . 

25  Saflleld  Street  Ry.  C...    . 
2«  Porr  A  Winch.  St.  Rr., 

27  Tlie  Wc.t  Shore  Ry.  Co..' 

28  Wlnche«ter  Ave.  R.  R." 
»  Wore  *  f:i.  F.»ln  Ry  Co.. 

36.900  17 

10,511  65 

46,323.M 

8,001.47 

436,567.66 

5,122.79 

976  65 

3,769.41' 

,1606 
.0880 
.2020 

40.210  68 
3,468.08 
25.07964 

3,2'r9,42 

736,91 

1,99696 

.1046 

.0660 
.1070 

23.773.07 
1.128.04 
22,135.39 

Tottl,      .       .       .  t 

l,«M,gM.34 

7  ,21S.98 

2,1)24,064.60 

82.670.45 

70,419.46 

8,937,771.40 

6,957.77 

.9032 

3,960,2S6.eS 

4,606,0» 

.1816 

1,887,B8*.77 

«  InciodlDg n* and  electric  propertlce,  „ ...    , ._ ,_ „, ..^ 

"^  BoeincM  of  tbfa  road  C00i*llU  of  moving  freight  cam  of  steam  railroads  In  New  Haven  to  and  from  manufaetnrlDg  i-oncem«. 


3  tncladlof;  gas  and  elcetric  plants  and  equipment. 


a  OiK-rated  by  Hartford  Street  Railway,  Compaoy. 


•  Ini;lode«  equipment.  «  Operated  by  HartTord  St.  Ky.  Co.  and  Conn.  Hallway  4  Lighting  Co  '  Amount  paid  10  contractors;  rood  under  connlrncllou. 

•  Owrated  by  Hertford.  Manrbwler  A  Kockville  Tram.  Co.  »  Operated  liy  I'nlr  Haven  A  Weslvllle  Railroad  Co.  "o  Opernled  by  Fair  Haven  A  WeBlvllle  Rollrcmd  Co. 
■  The  Wliicl..-«u  r  Ave.  K.  I(.  was  oi«rnUd  during  the  year  under  a  IralBc  agreement  with  the  Fair  Haven  A  Westville  R.  R.  Co.  under  which  the  former  road  received  $97,346.57, 

bclog  37.15  per  cent,  of  the  groM  lucoml!,  viz.-  $358,547.93. 


missloncrs  in  1895  and  a  comparison  with  sonic  of  the  items  of  tlu- 
first  report  with  similar  items  in  the  present  report  shows  the 
growth  of  street  railway  traffic  in  the  state  to  have  been  large.  There 
were  then  317  miles  of  street  railways  and  there  are  now  517,  an 


pir  cent  in  iiiikaKe,  9  per  cent  in  earnings,  17  per  cent  in  the  nuiii- 
licr  of  passengers  carried,  over  the  same  items  for  the  previous 
year.  The  present  miinhcr  of  street  railways  reported  is  29.  There 
were  32  companies  last  year,  9  of  which  were  merged  into  the  Con- 


100 


STREET  RAILWAY  REVIEW, 


(Vol.  XIII.  No.  2- 


nrcticitt  Railways  &  I.igliliiig  Co.,  and  six  new  companies  have  since 
K'cn  added  to  the  list.  The  six  new  companies  are  The  Branford 
Lighling  &  Water  Co.,  the  Danielson  &  Norwich  Street  Ry.,  the 
Greenwich  Tramway  Co.,  the  Somers  &  Knfield  Electric  Railway 
Co.,  the  Sudield  Street  Railway  Co.  and  llie  Worcester  &  Connec- 
ticut Eastern  Railway  Co.  There  are  several  other  street  railway 
lines  in  the  process  of  construction  in  different  parts  of  this  state. 
The  Danlniry  &■  Harlem  Traction  Co.  has  a  partially  completed  line 
cxiendinR  from  l>inbury  to  a  junction  to  the  llarlem  R.  R.  at  Gold- 


All  of  the  railways  of  the  slate  have  been  inspected  by  the  railroad 
commissioners  as  required  liy  law.  and  found  to  he  in  a  satisfactory 
condition.  The  mileage  of  all  of  the  street  railways  of  the  state  in 
operation  on  June  .30,  1902,  was  517.454  miles  of  main  track  exclusive 
of  sidings  and  turnouts,  and  54.?, 5.5.3  miles  of  single  track  including 
sidings  and  turnouts,  showing  an  increase  for  the  year  of  25,227 
miles.  The  Ixtndcd  debt  of  all  the  companies  is  $17,488,000,  paying 
$.1.?.796  per  mile  of  road.  The  Hoating  indebtedness  of  all  the  com- 
panies is  $1,929,914,  paying  $3,729  a  mile  of  road.    The  cost  of  con- 


TABLE  3. 


i 

STRBET  RAILWATS. 

Hi 

•0 
c 

> 

a 

i 

a 

-a 
1 

mi 

So| 

E 

b 

it 

ACCIDINT*. 

I 

Killed. 

iDjD'ed. 

1 

BnoTord  Linhtlng  *  Watar  Co.  . 
Briatol  A  Plamvillt  Tramway  Co  . 
Conoecllcnt  K^ilwav  A  Lt^litlDK  Co  ,  . 
Danljury  *  Bellicl  Si.  Hy.  Co  ,      , 
UanieUon  A  Nornich  SI   Ry.  Co., 

t4.1l3.M 
I,290.« 

i.awAJ 

S.IH 
.0150 
.0850 
.061 

te'.bbb'.oo 
"9,60006 

Koad 

t6.87S.00 

6.9J0.00 

429,360  59 

10.255.86 
under  con 

%\  711.45  e;W.897.41 

JS9,120..'i6"  1 

«6S,7II9 

845.M0 

26.455.490 

1,895,165 

m,4n 

lt4.M7 
144387 
134,6m 

t 

y 

1,6.37  00 
88.337  98 

2.085.00 
rttmcUon. 

13.0.)0  10 

1  08.860  31 

30,0!i3,67 

18,40061 

1  01.026  68 

18.802.29 

812.836 

5.161,997 

317,880 

s.s 

4.26! 
4.116 

85 

46 

3 
4 

5 

a 

B7 
18 

« 
7 

SO,5UJ30 
16,51619 

t-air  Haven  A  We»l»lIlo  R.  K.  Co.,      . 

3,067.73 
103  8S 
1,457  80 
1,469  89 
S73.52 
2.090  07 
3,5-H.72 
2,723  bi 
1.093.M 
1.1101.99 
4,009.51 

.0686 
.0018 
.0606 
.055 
.0265 
.057 

"loiis 

.0158 

.owe 
.18S) 

137,500.00 

57,737.47 

48,758  19 
701.33 

Cm35 
2,525.00 
40,187  68 
411.05 
6,607.45 
2,3:15.98 
1.584  02 
4,600.00 

43.811.61 
19,481.53 
2i.4»9.71 
17.751  6:1 
30.769.23 
13.318  91 
14.062.75 
65.24.S.02 
17.179.17 
14.917.12 
2.)  ,893. 73 

5.137.357 
JJ(I,832 
l:ia.96l 
472,431 
21I0,9«6 

4,291,176 

■■()»,6i2 

323,654 
187.860 
328,760 

26.010.J59 

291,049 

465.195 

1,298,960 

883,722 

19,160,210 

'3,2M',.38i 

061.820 

949,787 

1,521,901 

ai2,006 
30.876 
83,548 
62,603 
«4.766 

174.1-1 

i4s',07i 

70.802 
87,514 
113,819 

8752 

1.41 

8.47 

2.51 

2.89 

8.68 

8'757 

S.97I 
4.220 
6.682 

880 

20 
75 
45 
6S1 
4 
*0 
43 

ao 

6 

62 

9   rtrwiiwlch  Tramway  Co., 
ID   lifil  ,  MancVluT  A  Kockv'le  Tram.  Co., 
11     lliririinl  .fe  .SDrini^tlolil  St    Rv    Co  . 



3.750.00 
10,258  30 
7,58.'»  00 
100,a«8.17 
6:».52 
29.139  44 
8.757. 2'J 
".458.07 
12.500.00 

20,939.65 
11,836.42 
30.76923 
33,297.37 

27.ii2V.3i 
15.0:11.78 
16.574  59 
23,893.73 

....... 

2 
3 

...... 

a 

12 
tl 

Rartronl  Su  Ky.  Co 

11  iiiufaclurcru  R.  R.  Co  ,«      . 

Mcr.den  Blec.  R  R. 

HCer  .  Soiiurton  It  Comp.  Tram.  Co  ,  . 

miilliiowii  St  Ry.  Co 

Moalville  St.  Ry.  Co.,     .... 

Newin;;lon  Fram.  Co..» 

\',>iv  Lniidon  St    Rv.  Co 

60,000.00 

•2 

14 

so 

It 

Iff 

6,000  00 

V5,bbb'.66 

" 

17 
18 

4 

19 

4.121.14 

S,Mr.S8 

965  16 

.i';i2 
.1075 

.04 

12,500.00 
11,250.00 

6.999.711 
18,6'J517 
15,000.00 

4.200  00 
6,200.00 
5,058.00 

32.977.18 
14.70239 
25.095.67 

18.407.22 
20,583.  :i8 
37,6«:).51 

243.209 
401,:)23 
382.582 

1,475,063 
2,528,198 
1,180,918 

151.914 
128,607 
78,964 

4.828 
6.410 
3.086 

40 
55 
46 

JO    Nonvicb  Si  Ry.  Co 

21    People's  Tram.  Co.,         .... 

....... 

4 

11 

7^ 

3omcra  A  EoOeld  BIco.  liy.  Co.,  . 

SUmrord  SL  R.  R.  Co 

SaBeld  St.  Ry.  Co 

ToMD(toD  A  WInchealer  SI.  Ry.  Co., . 
The  West  Shore  Ry.  Co..' 
Winchester  Ave.  R.  a  Co.,' 
WorcMter  A  Conn.  Kaalern  Ry.  Co.,  . 

Road 

under  con 

S,067.45 

.30521 

«,390.00 

struclion. 
2,125.17 

M 

1,903  3(1 

2:)9.71 

1,762.61 

.0619 

.0220 

.0»50 

7.386  10 

6,004.80 
■  11,91363 

384,254 

51,858 
238,283 

1,642,683 
91,922 
956,972 

106,294 
19,533 
76,198 

S.4S5 
1.772 
4.000 

45 
IS 

1 

W 

1,934  951    l.'^Q'Uft.l 

t1 

18,.30«.64 
44,272.27 

40.000.00 
Road 

3;i,704O'J 
under  con 

16.937.52 
■•Iruction. 

27,670.17 

It 

ToUl, 

a.451.68 

.0716 

297,850.00 

782,740i33 

244,768.88 

•  45,652.35 

•  45,262.47 

33,798  24 

19,375,730 

91,564,028 

161,769 

4.725 

2,908 

15 

■jm 

»  IiKludlnE  gas  and  electric  properties.  »  Included  in  report  of  Fair  Daven  &  Wealville  R  R.  Co.  >  Operated  by  IlwLford.  SI.  Ry.  Co.  *  Business  of  tbis  company 

consists  of  movintf  freight  care  of  steam  railroads  in  New  Ilnven  to  ami  f  rotu  umnafacturing  concerns.  '  Operated  by  Hartford  St.  Ry.  Co.  and  Conn.  Ily.  &  Lighting  Co. 

*  Operated  by  Hartford,  Manches:cr  ,t  Rocltvillc  Tramway  Co.  '  Operated  by  Fair  Haven  &  Wcslvillc  tt.  R.  Co.  '  Compntcd  on  $43..)71.218  00  capll'al  slock  issued  as 

appears  in  Table  1.  •  Computed  on  S23.1-1,218.00,  having  tlednrted  SlSO.fXXI  00  from  amount  shown  in  Table  1.        For  the  reason  that,  while  the  Danielson  A  Norwich  St. 

Ry.  Co.,  the  Somers  A  Enfield  Electric  Ry.  Co.,  and  the  Worcester  &  Conn.  Eastern  Ry.  Co.  each  show  an  Issue  of  $50,000  capital  slock,  ihe  roads  are  under  construction  and 
report  do  mileage. 


en's  bridge.  Owing  lo  financial  complications,  work  upon  this  line 
has  been  temporarily  suspended.  .^  line  from  New  Haven  to  Derby  is 
in  process  of  erection;  also  one  from  Mt.  Carmel,  through  Cheshire 
and  Mtlldale  to  Sonthington  where  it  connects  with  the  Meriden, 
Southington  &  Compounce  tramway.  The  Willimantic  Traction  Co. 
has   several   projected   lines   under   construction   and   the    Stamford 


1901 

1908 

Increase. 

Capital  stock  issued. 

Bonds  Issued 

Floating  indebtedness 

Cost  of  construction  and  equipment,     . 

Gross  earnings 

Operating  expenses,          .... 

Net  earnings 

Dividends,                  

Interest  paid 

Tales  paid  State 

$8,137.948  00 

0.908.600.00 

S22.593,-4 

15.N16.28K.52 

3.62'.).78:l  6L' 

2.2<J,S.l)63  Sx 

l,i"f.i.97li.75 

283.300.00 

645,100  74 

188,094  78 

Hllea. 

123,571.248.00 

17.488.000.00 

I,!i29.914.3l 

42.778.I56.31 

3.937.771.46 

■-'.550  23li  09 

1,387,53177 

297.850.00 

782.740.3;) 

244,768.88 

815,433.300.00 

10.580,000.00 

1.107,320.60 

20,961.807.79 

3irr,987  84 

252.172  81 

64.6.58.02 

^..'iSO.OO 

137,639  59 

68,674.10 

Miles. 

Increase. 

Length  of  road  ciclusivc  of  sidings,      . 

..„ including  sidings,  . 

Miles  run 

rasscngers  carried,  ..'..! 
Numt>er  of  employees 

492  227 

615.8)5 

18,138,124 

78,222,462 

8,190 

16 

240 

5174M 

643.633 

19,375,730 

91,554.028 

2,903 

14 

877 

25  227 
27  6U8 
1.237,606 
13,331.566 

Number  of  persoi,a  Injored  ftUlly, 

•'       -       "            ••     notfaully. 

»7 

FINANCIAL  AND  STATISTICAI,  STATF.MENTS  OF  CONNECTICUT 
STREET  RAILWAYS. 

Street  Railway  Co.  has  extended  its  lines  to  Sound  Beach  and  from 
thence  in  a  northerly  direction  to  connect  with  an  extension  of  the 
Greenwich  Tramway  Co.  The  Meriden  Street  Railway  Co.  is  also 
completing  an  extension  of  its  line  through  the  borough  of  Walling- 
ford,  and  the  Hartford  &  Springfield  Street  Railway  completed  an 
extension  connecting  with  the  Hartford  Street  Railway  Co.  in  South 
Windsor  early  last  year. 


struction  and  equipment  of  the  roads  is  reported  at  $42,778,156, 
which  is  $82,670  per  mile  of  road.  The  gross  earnings  of  the  com- 
panies for  the  year  ending  June  30,  1902,  were  $3,937,771,  the  oper- 
ating expenses  were  $2,550,236,  and  the  net  earnings  $1,387,534. 
Dividends  have  been  paid  by  nine  companies  upon  $6,170,000  of 
capital  stock  amounting  to  $297,850.  No  dividends  have  been  re- 
ported paid  on  $17,401,248  of  capital  stock.  The  total  car  mileage 
for  the  year  has  been  19,375.730.  The  gross  earnings  per  mile  run 
were  20.32  cents,  the  operating  expenses  per  mile  run  were  13.16 
cents  and  net  earnings  per  car  mile  run  were  7.16  cents.  The  num- 
ber of  employes  in  the  operation  of  the  street  railways  is  2,903.  Tlic 
number  of  passengers  injured  in  the  operation  of  the  street  railways 
was  292  as  against  255  for  the  previous  year  of  whom  15  were  killed. 
The  number  of  passengers  injured  was  174,  of  w^hom  I  was  killed; 
the  number  of  employes  injured  was  9  of  whom  3  were  killed;  the 
number  of  other  persons  injured  49,  of  whom  11  were  killed.  The 
details  of  operation  of  the  various  roads  of  this  state  are  shown  in 
the  accompanying  tables. 


ENGINEERING  EXPOSITION  AT  LONDON. 


An  international  engineering,  machinery,  hardware  and  allied 
trades  exposition  is  to  be  held  at  the  Crystal  Palace,  London,  from 
March  2.  to  May  31,  1903,  in  which  Australia,  New  Zealand  and 
the  South  .\frican  Colonies  of  Great  Britain  will  be  especially  repre- 
sented, and  it  is  believed  that  the  exposition  offers  a  particularly 
good  opportunity  to  American  manufacturers  who  desire  to  extend 
their  trade  with  Great  Britain  and  her  colonies  in  the  Southern 
Hemisphere.  Mr.  Alfred  Chasseaud,  St.  James  Bldg.,  1133  Broad- 
way, New  York  City,  has  been  appointed  United  States  Commis- 
sioner for  this  exposition  and  will  be  glad  to  furnish  information 
concerning  floor  space,  diagrams,  and  other  information  that  may 
be  desired. 


Feb.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


101 


VENTILATION  OF  STREET  CARS. 


The  ventilation  ot  street  cars  in  some  localities  is  one  of  the 
most  troublesome  of  the  smaller  annoyances  with  which  the  gen 
eral  manager  has  to  contend.  In  some  degree  the  matter  of  venti- 
lation is  of  comparatively  less  importance  in  warm  climates  than 
it  is  in  colder  sections  of  the  country,  and  while  little,  if  any,  com- 
plaint is  heard  from  street  car  pas.^eugcrs  in  southern  cities  the 
managers  of  most  of  the  roads  in  places  where  extremes  of  tem- 
perature are  wide,  are  more  or  less  constantly  in  receipt  of  com- 
plaints in  regard  to  the  ventilation  of  cars.  The  views  of  indi- 
viduals on  this  subject,  however,  are  so  varied  that  with  the  best 
of  intentions  it  is  almost  impossible  for  the  general  manager  to 
frame  rules  in  regard  to  regulating  the  ventilation  which  will  be 
;-.cceptable  to  all.  While  fresh  air  is  considered  desirable  by  per- 
haps the  majority  of  street  car  passengers,  there  is  always  a  cer- 
tain proportion  of  them  who  object  very  vigorously  to  the  cold  air 
and  who  prefer  foul  air  to  taking  any  chances  of  catcliing  cold  by 
sitting  in  a  draft.  On  the  other  hand  we  frequently  see  passengers 
who  go  to  the  other  extreme,  preferring  to  stand  on  the  outside  of  a 
closed  car,  even  in  the  severest  weather.  Some  attempts  at  munic- 
ipal regulation  in  regard  to  ventilation  have  been  tried  in  a  few 
localities,  but  the  result  of  this  has  amounted  to  but  little.  Owing 
to  the  diversity  of  opinions  and  habits  of  the  various  passengers 
it  would  seem  that  the  duty  of  maintaining  the  proper  ventilation 
must  largely  devolve  upon  the  conductor.  There  can  be  no  hard 
and  fast  rules  laid  down  as  to  the  number  of  ventilators  to  be  left 
open  in  the  car  or  the  temperature  at  which  it  inust  be  maintained 
owing  to  the  fact  that  the  windows  and  ventilators  are  liable  to 
be  manipulated  by  any  of  the  passengers  according  to  their  tastes, 
;'nd  the  conductor  can  hardly  refuse  to  open  or  close  a  ventilator 
at  the  request  of  a  passenger,  even  if  the  action  be  contrary  to  the 
wishes  of  other  passengers.  It  therefore  devolves  upon  the  con- 
ductor to  maintain  as  even  a  temperature  and  as  good  ventilation 
as  possible,  and  if  obliged  to  close  the  ventilators  for  the  passenger 
who  objects  to  the  draft  he  can  watch  his  opportunity  to  open  it 
again  when  the  passenger  leaves  the  car.  It  is  only  by  constant 
vigilance  that  crowded  cars  can  be  maintained  in  proper  condi- 
tion as  regards  ventilation,  especially  in  severe  weather. 

Inquiry  among  the  builders  of  electric  cars  elicits  the  fact  that 
there  is  very  little  call  from  the  railroad  companies  for  any  special 
styles  of  ventilators  other  than  the  usual  deck  sash. 

The  J.  G.  Brill  Co.  writes  that  with  but  one  exception  it  has 
never  been  called  upon  to  install  any  special  ventilating  device. 
This  was  for  a  lot  of  cars  furnished  the  Pennsylvania  Railroad 
for  operation  at  Atlantic  City,  N.  J.  In  these  cars  special  hoods 
of  galvanized  iron  were  provided  at  each  end  which  led  into  the 
ducts  surrounding  the  electric  heaters.  Owing  to  the  motion  of 
the  cars  these  ducts  lead  the  cold  air  directly  to  the  heaters  and 
the  roofs  of  the  cars  were  equipped  with  globe  ventilators  to  carry 
off  the  impure  air.  It  was  claimed  at  the  time  that  this  was  a 
highly  satisfactory  method  of  ventliation,  but  on  subsequent  orders 
for  cars  for  the  same  company  this  feature  was  omitted. 

The  Barney  &  Smith  Car  Co.  states  that  the  only  means  of  ven- 
tilating employed  in  its  cars  is  the  pivoted  ventilator  sash  in  the 
deck,  and  the  ventilators  hinged  at  one  end,  which  are  controlled 
by  an  operating  lever  at  one  end  of  the  car. 

The  California  Car  Works,  of  San  Francisco,  reports  that  the 
subject  of  ventilation  has  never  received  much  attention  in  that 
part  of  the  country,  chiefly  owing  lo  the  mildness  of  the  climate 
and  the  fact  that  no  heating  apparatus  is  required  in  the  cars  dur- 
ing the  winter  months.  Besides  this,  the  California  type  of  car 
is  almost  universally  used  in  this  section  of  the  country  and  the 
Heather  is  rarely  so  severe  as  to  cause  much  inconvenience  to  a 
fiasscnger  riding  in  the  open  section  of  the  car. 

'I  he  John  Stephenson  Co.  always  provides  for  the  ventilation 
of  its  cars  in  the  construction  of  the  deck  sashes.  Its  short  side- 
scat  cars  are  usually  12  in.  lower  than  the  long  cross  seat  cars  and 
on  the  former  type  all  deck  sashes  are  pivoted  and  arc  opened  or 
closed  by  the  conductor,  as  they  are  within  reach  of  his  hand. 
On  the  cross-seat  cars  the  deck  sashes  arc  operated  by  bronze 
handles.  The  most  usual  method  is  to  connect  three  deck  sashes 
together  with  bronze  strips,  which  may  be  opened  or  closed  with  a 


,  handle  connected  with  the  center  window.  In  this  case,  three 
deck  sashes  are  operated  simultaneously.  Another  method  is  to 
open  and  close  every  alternate  deck  sash  by  the  movement  of  a 
lever  at  the  end  of  the  car  The  latter  method  is  in  vogue  on  the 
elevated  roads  in  New  York. 

The  Niles  Car  &  Manufacturing  Co.  also  provides  for  ventila- 
tion only  by  means  of  deck  sash. 

The  variations  in  atmospheric  conditions  in  different  parts  of 
the  country  is  sufficient  to  explain  the  fact  that  there  is  no  great 
uniformity  as  to  the  rules  promulgated  by  the  different  street  rail- 
way companies  in  regard  to  maintaining  ventilation  upon  their 
cars.  In  general  the  roads  may  be  divided  into  two  classes,  name- 
ly, those  which  issue  positive  instructions  as  to  how  the  ventilators 
are  to  be  manipulated,  and  those  which  leave  the  entire  subject 
to  the  judgment  of  the  conductor.  Under  the  former  class  is  the 
St.  Louis  &  Suburban  system  whose  book  of  instructions  to  the 
conductors  and  motornien  contains  the  following  rule: 

"Conductors  will  regulate  the  heat  and  ventilation  of  their  cars 
for  the  best  comfort  of  patrons,  giving  preference  to  those  re- 
quiring the  most  protection. 

"Heaters  should  not  be  turned  on  when  tlie  temperature  is  above 
40°  F.  and  should  be  handled  in  the  same  manner  as  veiitilators 
when  the  cars  are  crowded.  By  this  is  meant  that  if  the  car  is 
crowded  ventilators  should  be  opened,  at  least  one  or  two  on  each 
side,  and  the  healers  turned  off.  As  the  load  thins  out  close  the 
ventilators  and  turn  on  the  heat  again.  Keep  both  your  car  doors 
closed." 

Mr.  T.  M.  Jenkins,  general  manager  of  this  system,  states  that 
in  addition  to  the  foregoing  rules  bulletins  are  issued  from  time  lo 
time  calling  conductors'  attention  to  the  subject  of  ventilation  and 
giving  other  instructions  in  this  line.  During  the  cold  weather 
the  company  uses  a  signal  system  at  various  stations  along  its  lines 
•.vhich  indicates  the  amount  of  heat,  if  any,  that  should  be  turned 
on.  In  passing  one  of  these  stations  the  conductor  on  the  car 
looks  at  the  signal  displayed  and  regulates  the  heat  accordingly. 
A  notice  is  framed  and  posted  in  a  prominent  position  in  all  of 
the  cars  of  this  system  which  reads: 

"Conductors  will  regulate  the  heat  and  ventilation  of  their 
cars  to  the  best  comfort  of  patrons,  giving  preference  to  those  re- 
quiring the  most  protection." 

Mr.  D.  A.  Ilegarly,  of  tlie  Railways  Company  General,  writes 
that  all  conductors  employed  by  this  company  are  given  thorough 
instructions  in  the  matter  of  ventilating  the  cars  under  their  charge, 
as  the  company  considers  it  a  vital  question  to  keep  the  cars  clean 
and  odorless.  During  the  season  when  closed  cars  are  in  service 
the  company  uses  two  kinds  of  heaters,  electric  heaters  and  steam 
coils,  the  latter  being  for  the  large  interurban  cars.  The  company 
employs  a  mechanic  whose  business  is  to  look  after  the  regulation 
of  the  heal  in  the  cars,  and  has  found  such  a  man  necessary,  as 
many  of  the  conductors  do  not  use  good  judgment  in  relation  to 
the  atmospheric  conditions  prevailing.  This  man  also  looks  after 
the  ventilation  of  the  cars  when  he  is  on  duty,  regulating  their  heat. 
During  mild  weather,  when  no  heat  is  used  on  the  cars,  the  division 
foremen  see  that  the  conductors  keep  the  cars  ventilated  and 
cleaned.  At  all  of  the  company's  car  barns,  when  the  cars  are 
through  with  their  daily  run  they  are  thoroughly  cleaned  and  all 
the  windows  opened  to  ventilate  them  so  that  on  going  out  in  the 
morning  they  are  clean  and  odorless.  Keeping  them  in  this  con- 
dition is  a  somewhat  difficult  matter  in  the  winter  time,  as  the 
slush  and  mud  carried  in  the  cars  during  inclement  weather  keep 
the  floors  damp  during  the  day,  and  owing  lo  the  street  dirt  which 
is  tracked  in  it  is  almost  impossible  to  keep  the  cars  well  venti- 
lated. 

The  Taconia  Railway  &  Tower  Co.,  Tacoma,  Wash.,  is  favored 
by  climatic  conditions  which  makes  the  matter  of  ventilation  of 
little  consequence.  Mr.  W.  S.  Oinnnock,  manager  of  the  company, 
writes  that  no  heaters  are  used  in  llic  cars  and  that  on  short  lines 
the  doors  arc  opened  so  frequently  that  the  cars  can  be  kept  well 
ventilated.  On  long  interurban  lines  where  the  doors  arc  not  so 
frequently  opened  the  conductors  arc  instructed  lo  keep  the  cars 
well  ventilated  through  the  transoms  in  the  the  upper  <leck.  When 
Mr.  Dimmock  was  manager  of  the  Omaha  &  Council  Bluffs  system 
he  had  thermometers  placed  both  inside  and  outside  of  the  car  and 
the  conductors  were  loltl  to  keep  the  thermometers  on  the  inside  of 


102 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  2 


llic  cars  at  55°  !•'.  (luring  the  winter  season.  Tliis  was  accom- 
plished 1))-  means  of  watching  the  electric  heaters  anil  the  venti- 
lators in  the  npper  deck.  This  was  consiilereil  a  good  check  on  the 
Hse  of  power  and  was  a  means  of  saving  current  that  had  previously 
l>een  wasted,  from  the  fact  that  inspectors  were  liable  to  lioard  the 
car  at  any  time,  and  if  the  thermometers  were  found  to  be  more 
than  three  or  four  degrees  either  way  from  the  temperature  pre- 
scribed the  conductors  were  laid  ofT  for  to  days  for  the  ofTencc. 
This  made  them  watch  the  conditions  of  the  heaters  and  ventilators 
very  carefully.  No  trouble  was  experienced  on  the  cars  of  the 
short  lines,  but  on  the  large  intcrurban  cars  unless  the  transoms 
were  watched  very  carefully  a  great  many  complaints  were  re- 
ceived in  regard  to  the  atmosphere. 

The  York  Street  Railway  Co.  issues  orders  to  its  conductors  to 
ventilate  the  cars  by  opening  the  top  ventilators  when  necessary, 
but  no  fixed  rules  have  been  established.  Hiis  company  has  a 
few  cars  equipped  with  what  is  known  as  Pullman  ventilators,  which 
Mr.  J.  P.  Diisman,  general  manager  of  the  company,  states  may 
be  very  good  things,  but  which  he  has  frequently  observed  are 
seldom  used  by  the  passengers.  Some  of  these  ventilators  arc  in- 
serted in  the  overhead  windows,  which  the  conductor  generally 
keeps  open  and  the  others  are  used  upon  the  large  window  sash, 
and  are  under  the  control  of  the  passenger.  These  were  almost 
always  found  closed  and  for  this  reason  the  company  believes  that 
special  ventilators  count  for  but  little. 

in  regard  to  the  ventilation  of  the  Ci'rs  of  the  Los  .\ngeles- 
Pacitic  Railroad  Co.,  Mr.  E.  P.  Clark,  president  of  the  company, 
writes  us  as  follows :  "The  question  of  ventilation  of  street  cars 
is  one  that  can  hardly  be  di.sposed  of  by  any  general  rules  for  the 
reason  that  there  are  as  many  different  notions  in  regard  to  that 
subject  as  there  arc  people  who  ride  in  the  street  cars.  Their 
notions  are  generally  controlled  by  their  physical  comfort  and 
their  physical  comfort  is  largely  the  result  of  personal  habits. 
Some  people  will  not  sit  inside  the  car  even  in  the  coldest  weather, 
while  others  will  sit  inside  and  be  constantly  disturbed  by  the  imag- 
inary closeness  of  the  car  when,  as  a  matter  of  fact,  the  door  is 
being  opened  and  closed  at  every  street  crossing.  Others  will 
shiver  and  complain  if  the  door  is  opened  and  lets  in  a  gust  of  fresh 
air.  Some  will  insist  on  having  the  ventilators  all  open  at  the  top 
of  the  car,  while  others  will  suffer  from  fear  of  taking  cold  by 
having  the  cold  air  blowing  down  over  their  heads  and  backs.  Our 
custom  in  this  regard  is  to  instruct  our  conductors  to  watch  the 
peculiar  temperaments  of  passengers  as  closely  as  possible,  and  if 
there  are  some  particularly  nervous  and  very  sensitive  passengers 
who,  by  their  actions,  indicate  that  they  are  being  disturbed  by  the 
windows  or  ventilators  being  open  or  by  the  same  not  being  open, 
to  use  as  much  discretion  as  possible  and  try  to  please  them. 
Then  when  this  has  been  done  to  find  out  if  it  has  not  displeased 
some  other  of  their  fellow  passengers.  There  is  practically  no 
royal  rule  for  pleasing  everybody  in  the  matter  of  ventilation; 
what  is  comfort  for  one  person  is  positive  discomfort  for  another, 
and  this  is  particularly  true  of  the  patrons  of  street  cars." 

Tlic  Columbus  Railway  Co.,  of  Columbus,  O.,  disposes  of  tlie 
subject  of  the  ventilation  of  its  cars  by  issuing  to  its  motornien 
and  conductors  from  time  to  time  notices  concerning  heating  and 
ventilation.  Several  of  these  notices  are  quoted  herewith  and  a 
number  of  them  are. in  the  nature  of  suggestions  merely  indicating 
to  the  conductor  the  best  method  of  securing  the  desired  ventila- 
tion and  leaving  considerable  to  his  personal  judgment. 

"When  cars  are  crowded,  heaters  should  be  shut  off  and  one 
or  two  of  the  forward  ventilators  opened,  unless  the  weather  is 
stormy  or  severely  cold.  When  car  is  marly  empty  and  car  has 
cooled  down,  turn  on  the  heat. 

"During  rainy  or  snowy  weather,  when  clothing  and  car  tloor 
arc  damp,  it  is  especially  necessary  to  give  attention  to  ventilation 
of  car. 

"You  cannot  please  all  in  the  mailer  of  heat  or  ventilation.  Use 
your  best  judgment  in  keeping  your  car  at  a  moderate  tempera- 
ture and  free  from  foul  air.  Open  or  close  ventilators  or  doors 
at  the  request  of  passengers.  It  is  not  necessary  to  leave  them 
long  in  either  position,  and  by  complying  with  the  request  you 
make  friends. 

"When  car  is  running,  the  air  can  be  changed  in  a  few  seconds 
by  opening  forward  deck  windows. 

"When  within   200  ft.  of  end  of  line,  open  both  doors  and   the 


foul  air  will  be  swept  out.  Don't  leave  them  open  long  enough  to 
chill  the  Moor  and  seats. 

"Never  use  the  heater  when  it  is  warm  enough  to  have  door  open. 
.Most  people  prefer  a  car  that  is  too  cool  to  one  that  is  too  hot. 
I  hey  prefer  clean,  cool  air  to  warm,  foul  air. 

".•\Uv,iys  remember  that  no  fixed  rules  can  lake  the  place  of  in- 
telligent attention  on  your  part." 

The  lx)S  Angeles  Railway  Co.  informs  us  that  its  conductors  arc 
instructed  always  to  have  some  of  the  transoms  open  no  matter 
what  the  conditions  of  the  weather  may  be.  The  company  also 
makes  a  special  effort  to  keep  its  cars  scrupulously  clean  and  it 
is  very  rare  that  any  complaints  in  regard  to  unpleasant  odors  on 
the  cars  arc  received. 

The  Interurban  Street  Railway  Co.,  of  New  York  City,  instructs 
its  conductors  that  when  the  temperature  is  above  40°  P.  they  are 
to  keep  at  least  four  of  the  ventilators  open  and  when  it  is  below 
40°  there  is  to  be  only  one  ventilator  open,  and  that  at  the  front 
of  the  car,  unless  some  passenger  shall  request  that  this  ventilator 
be  closed  or  that  more  may  be  opened.  In  such  case,  the  conductor 
as  far  as  possible  pleases  the  passenger.  When  the  temperature 
IS  below  40°  F.  the  heat  is  turned  on  and  consequeiuly,  unless  a 
passenger  desires  otherwise,  when  the  cars  are  heated,  there  is 
at  least  one  ventilator  open  and  that  one  in  the  front  of  the  car. 

The  Ilarrisburg  Traction  Co.,  of  llarrisburg.  Pa.,  heats  its  cars 
sufficiently  to  make  riding  comfortable  in  the  cold  weather  and  the 
ventilators  are  generally  kept  closed,  but  the  conductors  arc  re- 
quested to  throw  open  the  doors  at  the  end  of  the  trip  to  thor- 
c^ughly  ventilate  the  cars  without  having  the  deck  sash  open  while 
the  cars  are  running. 

The  Calumet  Electric  Street  Railway  Co.,  of  Chicago,  insists 
upon  its  conductors  using  their  best  discretion  in  ventilating  cars, 
and  even  in  cold  weather  requires  the  rear  deck  lights  on  either  side 
lo  be  open.  Upon  some  of  its  new  cars,  in  which  there  is  a  smoking 
compartment,  the  deck  lights  are  always  kept  open. 

The  Capital  Traction  Co.,  of  Washington,  D.  C,  issues  the  fol- 
lowing rule  bearing  on  the  subject  of  ventilation,  which  explains 
the  idea  of  the  company  in  this  respect:  "Cars  must  be  kept  well 
vcnlilatcd  and  curtains  lowered  on  sunny  side.  .\t  least  two  ven- 
tilators will  be  kept  partially  open  at  all  times.  If  any  'cranky' 
passenger  gets  on  and  closes  these  ventilators  conductor  will  not 
say  anything  to  him  or  interfere,  but  as  soon  as  such  passenger 
leaves  the  car,  will  immediately  open  the  ventilators.  Beyond  the 
above  instructions  conductors  will  use  their  best  judgment  as  to 
how  many  ventilators  and  windows  should  be  opened  and  how 
wide,  according  to  the  weather  and  the  number  of  people  on  the 
car.  Ill  cold  weather  doors  should  be  kept  closed  as  much  as 
possible." 

Mr.  T.  E.  Mitten,  general  manager  of  the  International  Railway 
Co.,  of  Buffalo,  N.  Y.,  writes  us  that  the  only  apparent  way  to 
"keep  peace  in  the  family"  is  to  instruct  the  conductors  to  keep 
open  one  ventilator  in  the  front  and  one  at  the  rear  of  the  car. 
This  insures  a  circulation  of  air  through  the  car  and  the  conductor 
is  furtlier  to  be  governed  by  the  last  request  made  by  any  passenger. 

The  Fairhaven  (Conn.)  &  Westville  Railroad  Co.  tries  to  enforce, 
as  far  as  possible,  the  rule  to  keep  the  ventilator  windows  open, 
but  finds  that  this  causes  considerable  complaint  from  one  class 
of  passengers  that  too  much  cold  air  is  coming  into  the  car,  and 
from  others  that  there  is  not  enough. 

The  Birmingham  (.Ma.)  Railway,  Light  &  Power  Co.  issues  the 
following  rule  in  regard  to  the  ventilation  of  cars:  "Conductors 
will  use  their  best  judgment  in  keeping  cars  in  such  condition  as  to 
please  the  greatest  number  of  passengers.  At  all  seasons  of  the 
year  two  or  more  transom  windows  arc  to  be  opened  each  trip  on 
all  lines  of  the  company.  Immediately  after  turning  the  register 
conductor  will  see  that  the  transoms  are  opened." 

In  the  Denver  City  Tramway  Cos.  cars  all  ventilators  are  kept 
wide  open  in  warm  weather  and  during  rush  hours,  and  inspectors 
arc  instructed  to  give  this  matter  special  attention  and  to  enforce 
the  rules.  Mr.  John  A.  Beeler,  vice-president  and  general  man- 
ager of  the  company,  writes  that  he  finds  that  this  is  one  of  the 
most  important  questions  with  which  he  has  to  deal,  as  many  peo- 
ple prefer  to  walk  rather  than  ride  in  a  crowded,  ill-ventilated  car. 
The  company's  standard  car  is  the  combination  car,  one-half  licing 
open  and  half  closed.  It  has  been  found  that  a  great  majority  of 
the  passengers  carried  prefer  to  ride  in  the  open  portion  of  the  car 


FEa  20,  1903.] 


STREET  RAILWAY  REVIEW. 


103 


all  the  year  around,  which  shows  that  the  traveling  public  in  this 
locality  not  only  appreciates  but  demands  fresh  air. 

The  Cincinnati  Traction  Co.  requires  its  conductors  to  keep  open 
the  front  ventilator  on  one  side  of  the  car  and  the  rear  ventilator 
on  the  opposite  side. 

Mr.  T.  J.  Nicholl,  vice-president  and  general  manager  of  the 
Rochester  Railway  Co.,  writes  as  follows  on  the  subject  of  ven- 
tilation: "riic  question  of  ventilation  is  one  that  probably  causes 
us  more  trouble  than  any  other  connected  with  the  operation  of  our 
system,  but  so  far  the  municipality  has  not  undertaken  to  regulate 
it.  and  I  really  do  not  see  very  well  how  it  could.  We  have  in- 
structed our  conductors  to  keep  open  a  .'sufficient  number  of  ven- 
tilators at  the  back  end  of  the  cars  at  all  times,  no  matter  how  cold 
the  weather  may  be,  but  it  must  necessarily  be  left  to  their  judg- 
ment as  to  how  long  they  shall  be  open,  according  to  the  outside 
temperature.  They  are  not  always  permitted  to  carry  this  order 
into  effect,  however,  as  some  of  our  patrons  will  not  submit,  and 
often,  as  soon  as  the  conductor  opens  the  ventilators,  a  passenger 
will  get  up  and  close  them ;  it  is,  therefore,  a  very  difficult  matter 
to  regulate.  In  the  center  of  the  city  we  require  passengers  to 
alight  from  the  cars  at  the  front  end  and  board  them  at  the  back 
end.  This  allows  both  doors  to  be  opened  and  permits  a  draft 
through  the  car  which  insures  a  change  of  air  at  frequent  intervals 
for  some  moments  on  each  trip.  Some  of  our  patrons  complain 
of  this,  but  nearly  all  are  satisfied,  as  they  have  every  evidence  of 
the  desirability  of  fresh  air  from  a  sanitary  point,  and  of  the  effect 
of  the  rule  in  e.xpediting  the  movements  of  the  car." 

In  a  large  number  of  cities,  however,  from  which  we  have  heard, 
no  special  directions  as  to  ventilation  are  issued  to  the  conductors, 
leaving  them  to  use  their  good  judgment  in  keeping  the  cars  as 
well  ventilated  as  possible.  General  rules  of  this  kind  are  issued 
in  Portland,  Ore. ;  San  Francisco,  Cal. :  Davenport,  la. ;  Memphis, 
Tenn. ;  Augusta,  Ga. ;  Council  BlulTs,  la. ;  Seattle,  Wash. ;  Syra- 
cuse, N.  Y. ;  Oakland,  Cal.;  San  Antonio,  Tex.;  Austin,  Tex.;  Bing- 
hampton,  N.  Y. ;  Anderson,  Iiid. ;  Jersey  City,  N.  J.,  and  Spokane, 
Wash. 

From  the  fact  that  in  so  many  cities  no  definite  rules  are  laid 
down  in  regard  to  ventilation  and  the  matter  is  left  almost  entirely 
10  the  judgment  of  the  conductor,  and.  further,  as  it  is  found  even 
where  special  and  definite  rules  are  laid  down  that  these  canncil 
be  enforced  should  a  passenger  make  objection  to  them,  in  the 
absence  of  special  automatic  ventilating  devices  the  question  of 
ventilation  rests  practically  with  the  judgment  of  the  conductor 
when  not  modified  by  the  specific  demands  of  the  passengers. 


INCREASE  IN   PAY  FOR  BOSTON   ELEVATED 
EMPLOYES. 


The  Boston  Elevated  Railway  Co.  issued  an  order  on  January  lytli 
that  will  result  in  an  increase  of  wages  or  otherwise  materially  ben- 
efit more  than  5,000  employes.  It  is  said  to  be  the  most  liberal 
scheme  of  wages  ever  oflFered  by  any  railway  company.  The  action 
is  all  the  more  notable  for  the  reason  that  it  was  entirely  voluntary 
upon  the  part  of  the  management.  Every  man  in  the  car  service 
will  profit  to  some  extent  as  a  result  of  the  order.  In  an  interview. 
General  Wm.  A.  Bancroft,  the  president  of  the  company,  said : 

"The  company  has  determined  to  make  a  large  addition  to  the 
compensation  of  its  car  service  men.  It  will  amount  to  nearly  a 
quarter  of  a  million  dollars  annually.  We  believe  in  maintaining 
the  very  best  service  and  feel  satisfieil  that  our  employes  are  unex- 
celled anywhere  in  a  like  service.  Positive  merit  will  be  recognized 
by  .special  compensation  at  the  end  of  each  year  for  every  man 
whose  record  is  of  sufiicicnt  excellence.  Veterans  in  the  service  will 
receive  a  higher  rate  of  wages  than  is  now  paid,  the  amount  de- 
pending uiHjn  the  length  of  service.  Men  who  wear  themselves  out 
in  the  service  and  become  incapacitated  as  a  result  of  age  will  receive 
a  substantial  contribution  to  their  support." 

The  general  order  increasing  wages,  which  was  made  effective 
Jan.  24,  l'/>3,  is  as  follows : 

I.  LEARNERS.  learners  while  breaking  in  as  conductors  or 
motormcn,  will  be  allowed  one  dollar  per  day  for  each  tlay  of  not 
less  than  ten  hours. 

This  is  also  applicable  to  men  learning  lo  be  brakcnicn  or  motor- 
men  of  the  Elevated  Division. 


2.  MINIMUM  PAY.  E.xtra  conductors  and  motormen  of  surface 
lines  will  be  guaranteed  a  minimum  amount  of  $1.50  per  day  for  each 
lo-liour  day  during  which  they  have  reported  and  are  on  hand  await- 
ing work  for  tlic  required  full  day,  whether  work  falls  to  them  or 
not. 

Extra  brakemen,  guards  and  motormen  of  Elevated  Lines  will 
be  guaranteed  a  minimum  amount  of  pay  for  each  full  lO-hour  day 
during  which  (hey  have  reported  and  are  on  hand  awaiting  work  for 
the  required  full  day,  whether  work  falls  to  them  or  not,  as  follows: 
Motormen,  15  cents  per  hour  for  lo-hour  day ;  guards,  13.7  cents 
per  hour  for  10-hour  day;  brakemen,  12  cents  per  hour  for  lo-hour 
clay. 

3.  THREE  CLASSES  OF  STARTERS.  Starters  will  be  divided 
into  three  classes,  lo  be  paid  respectively  $2.25,  $2.35  and  $2.50 
per  day. 

4.  REGUL.AR  RATE  OF  FAY  OF  GUARDS  AND  BRAKE- 
MEN  OF  ELEVATED  LINES.  The  regular  rate  of  pay  of  guards 
is  fixed  at  21  cents  an  hour,  in  place  of  20  cents. 

The  regular  rate  of  pay  of  brakemen  is  fixed  at  18}^  cents  an 
hour,  in  place  of  lyyi  cents. 

5.  EXTRA  COMPENSATION  TO  BLUE-UNIFORMED 
MEN  WEARING  SERVICE  STRIPES.  One  service  stripe  will 
hereafter  be  awarded  to  blue-uniformed  men  only  for  each  five  years 
of  continuous  service  in  the  surface  or  elevated  service  of  this  com- 
pany. 

Blue-uniformed  uku  now  wearing,  or  hereafter  becoming  entitled 
to  wear  service  stripes,  will  be  paid  an  increase  of  wages  as  follows : 
For  one  stripe,  5  cents  per  lO-hour  day,  or  '/i  cent  per  hour;  for 
two  stripes,  10  cents  per  10-hour  day,  or  1  cent  per  hour;  for  three 
or  more  stripes,  15  cents  per  lo-hour  day,  or  1}^  cents  per  hour. 

This  will  be  added  to  the  regular  rates  of  pay  governing  employ- 
ment in  the  car  service,  which  includes  inspectors,  starters,  station 
masters,  collectors,  and  all  other  blue-uniformed  men  in  both  sur- 
face and  elevated  service. 

6.  REW.'\RD.  .'\t  the  end  of  the  calendar  year  a  payment  of 
$15  will  be  made  to  each  blue-uniformed  employe  of  either  surface 
or  elevated  lines,  including  station  masters,  who  has  rendered  con- 
tinuous and  satisfactory  service  throughout  such  calendar  year.  This 
will  apply  to  first  year  men  who  have  been  six  months  or  more  in 
such  continuous  employment  prior  to  the  end  of  the  calendar  year. 
It  is  intended  as  a  reward  for  meritorious  service  only. 

7.  SUPPORT  OF  AGED  BLUE-UNIFORMED  EMPLOYES. 
It  is  also  the  intention  of  the  company,  in  the  case  of  a  blue  uni- 
formed employe  who  in  the  judgment  of  the  management  is  unfit  to 
perform  any  duty  in  the  service  of  the  company,  and  who  has  been 
continuously  employed  by  the  company  for  a  period  of  25  years,  or 
who  has  reached  the  age  of  60  years  and  has  been  continuously  em- 
ployed by  the  company  for  a  period  of  15  years,  to  contribute  to  the 
support  of  such  employe  a  sum  not  exceeding  $25  per  uioiuh  ihiriiig 
the  rest  of  his  lifetime. 

It  has  also  been  announced  that  until  further  notice  the  Boston 
Elevated  Railway  Co.  will  sell  to  its  employes  the  best  Scotch  house- 
hold coal  for  $5.50  a  ton  at  the  wharf.  This  is  a  reduction  of  $1  a 
ton  from  the  price  heretofore  charged,  and  is  made  possible  by  the 
lower  cost  at  which  the  company  has  been  able  to  obtain  coal  abroad. 
Employes  who  have  already  paid  for  coal  that  has  not  yet  been  de- 
livered will  be  allowed  a  rebate  of  $1  a  ton. 


METROPOLITAN  LEASE  RATIFIED. 


The  holders  of  the  stock  trust  certificates  of  (he  Inlerborough 
Rapid  Transit  Co.,  of  New  York,  have  ratified  the  arrangement  lo 
lease  the  property  anrl  franchises  of  the  Manhattan  Railway  Co. 
Under  this  arrangement  the  Inlerborough  company  guarantees  6 
per  cent  on  the  slock  of  the  Manhatlan  up  lo  Jan  i,  1906,  and  i  per 
cent  additional  if  earne<l.  More  than  90  per  cent  of  the  stock  trust 
certificates  of  the  Inlerborough  Rapid  Transit  Co.  voted  for  the 
lease. 

A  small  minority  of  Ihe  stockholders  of  the  Manhatlan  is  said  to 
have  objected  to  certain  terms  of  the  lease  on  the  ground  that  the 
Inlerborough  company  has  practical  liberty  lo  p>it  all  earnings  into 
the  property,  outside  of  the  6  per  cenl  guaranteed. 


104 


STRliET  RAILWAY  REVIEW. 


|\i.i..  XIII.  N'd 


GERMAN   CONSTRUCTION    LADDER. 

The  acconipaiiymg  illiisl ration  shows  a  light  repair  truck  for  line 
repairing  which  was  recently  described  in  the  Zeitschrift  fur  Klcin- 
bahnen.  This  is  used  by  the  street  railway  companies  of  Aix-le- 
Chapelle,  Germany,  and  weighs  oidy  from  800  to  1,000  lbs.  It  is 
built  by  an  electrical  works  of  that  city  and  costs  about  $95.  The 
ladder  is  provided  with  two  sets  of  wheels  as  shown.  When  it  is 
<lrawn  by  hand  the  large  wheels  arc  in  service  and  the  small  wheels 
arc  raised  from  the  ground.    The  ladder  can  also  be  lowed  behind 


hnc  from  Danville  to  Champaign,  li  the  right  oi  way  is  made  avail- 
able by  property  owners  along  these  routes  it  is  probable  that  these 
extensions  will  be  built  by  the  coining  fall.  The  extension  of  the 
Danville  Street  Ky.  to  the  Western  Hrick  Co.  plant  will  be  com- 
menced as  soon  as  the  weather  will  permit  and  the  line  is  to  \x  in 
operation  by  the  first  of  June  or  possibly  sooner.  An  extension  of 
the  systems  into  Germantown  is  also  contemplated  but  there  arc  a 
number  of  obstacles  in  the  way  of  railroad  crossings,  and  negotia- 
tions arc  now  on  foot  which,  if  favorable,  will  permit  the  construc- 
tion of  this  Iin<-      Ihi-  company  has  imrcliascd  a  number  of  new  cars 


A  C.ERMANlLADDERlWAl'.ON. 


a  car  to  the  point  where  repairs  are  rcqtiircd  and  in  this  case  the 
small  wheels  come  into  service,  being  flanged  iron  wheels  and  are 
set  at  the  proper  gage  to  run  on  the  railway  tracks.  The  ladder  is 
capable  of  being  mounted  at  various  angles  and  it  may  be  adjusted 
so  as  to  clear  a  passing  car  while  the  men  are  at  work  on  the  over- 
head system.  The  accompanying  illustrations  show  two  positions 
in  which  the  ladder  can  be  adjusted. 

NEW  LINE  FOR  DELAWARE,  O. 


which  will  be  delivered  within  the  next  .^o  days  and  all  of  its  pres- 
ent cquiiinuiU  is  to  be  thoroughly  overhauled  and  repainted  in  the 
near  future.  During  the  past  year  some  of  the  overhead  lines  were 
rcplaceil  .tmiI  impioviil  ami  part  of  the  line  was  double  tracked.  With 


0/i/(n/ooo 


The  Delaware  &  Magnetic  Springs  Railway  Co.  has  now  in  course 
of  construction  a  single  track  railway  between  Delaware,  O.,  and 
Magnetic  Springs,  a  health  and  pleasure  resort  12  miles  out  of  the 
city.  The  Magnetic  Springs  and  Park  Hotel  which  was  originally 
operated  by  diflfercnt  interests  has  been  purchased  by  the  company 
and  will  be  opened  to  guests  March  15th.  The  new  road  was  pro- 
jected by  Mr.  T.  N.  Kerr  who  is  the  promoter  and  manager  of  the 
company  and  who  is  supervising  the  construction  work. 

The  culverts  along  the  line  have  all  been  built  and  the  grading  is 
more  than  half  completed.  The  ties  and  poles  have  been  distributed 
along  the  line  for  7  miles  out  from  Delaware.  The  company  intends 
to  build  a  new  400-room  hotel  at  the  Springs  and  to  extend  the 
present  line  to  Richwood.  6  miles  north,  to  Marysville,  12  miles 
south,  and  eventually  into  Columbus,  O.  Traffic  arrangemenls  have 
been  practically  completed  whereby  the  new  company  will  have 
terminal  facilities  at  Delaware  and  it  will  make  direct  connections 
with  the  cars  of  the  Columbus,  Delaware  &  Marion  Electric  Ry.  to 
Columbus.  Mr.  John  B.  Taggart,  of  Delaware,  O.,  is  chief  engineer 
of  the  company. 

ELECTRIC  RAILWAYS  OF  DANVILLE,  ILL. 


The  accompanying  map  shows  the  inlerurban  lines  in  the  vicinity 
of  Danville,  III.,  which  are  either  in  operation  or  proposed.  The 
line  from  the  Western  Brick  Co.  plant  to  Danville  is  to  be  built  by 
the  Danville  Street  Railway  &  Light  Co.  which  operates  the  system 
in  the  city  of  Danville.  The  other  lines  shown  arc  owned  by  the 
Danville,  Paxton  &  Northern  Railroad  Co.  An  extension  of  the 
Georgetown  line  to  Ridgefarm  is  under  consideration  as  well  as  a 


.MA1>  OI-  KLlXTRIt.   RAILWAYS  IN  DANVILLE,  ILL.,  AND  VICINITY. 


the  completion  of  the  track  renewals  which  arc  to  be  made  during 
the  year  the  company  will  have  its  entire  road  and  equipment  in 
first-class  condition. 


The  annual  banquet  and  smoker  of  the  Employes'  Aid  Association 
of  the  Binghamton  (N.  Y.)  Railway  Co.,  was  held  in  the  association 
rooms  on  January  14th.  Card  playing,  music  and  refreshments  were 
the  attractions. 


Feb.  20.  1903.1 


STREET  RAILWAY  REVIEW. 


105 


NEW  \\^ORKS    OF  THE  ALLIS-CHALMERS  CO. 


The  Allis-Chalmers  Co.  has  now  in  operation  its  new  works  at 
West  Allis,  near  Milwaukee,  and,  although  the  equipment  of  the 
plant  is  not  yet  complete,  a  large  volume  of  work  is  already  being 
(lone.  The  old  Edward  P.  Allis  plant  is  relieved  of  the  over- 
crowded conditions  which  have  long  prevailed,  and  the  engine- 
building  capacity  of  the  West  Allis  works  is  already  such  that,  al- 
though much  new  business  has  been  accepted  beyond  what  would 
have  been  possible  without  the  new  facilities,  the  old  plant  is  in 
shape  to  more  easily  care  for  the  extensive  milling  machinery  busi- 
ness, and  other  branches  of  the  company's  work.  Pumping  engines, 
blowing  engines,  and  engines  for  electric  generator  driving  and 
other  lines  of  service  will  constitute  the  principal  prudnct  of  llie 
West  .Mlis  plant. 


plant,  electric  traveling  cranes  are  everywhere  in  use  for  carrying 
material,  not  only  within  the  shops,  but  also  in  the  intervening  yard 
spaces.  More  than  75  electric  cranes  of  various  types  arc  installed, 
most  of  them  made  by  Pawhng  &  Harnischfeger,  of  Milwaukee, 
while  the  Shaw  Electric  Crane  Co.,  of  Muskegon,  Mich.,  and  the 
Northern  Engineering  Works,  of  Detroit,  are  also  represented. 

The  essential  and  distinctive  features  of  the  plant  as  a  whole  arc- 
its  great  size  when  ultimately  completed  and  the  provisions  for  ex- 
tension from  time  to  time  up  to  ultimate  completion  without  alter- 
ation of  previous  construction,  hindrance  of  production  or  loss  of 
balance  between  department  capacities.  In  general,  it  may  be  said 
Ihat  the  design  of  the  works  is  an  adaptation  of  the  "unit  system" 
upon  a  large  scale.  The  complete  plan  contemplates  12  such  units 
within  the  ground  space  available,  and  of  these  12,  three  are  now 
in   operation.     It    is   estimated   thai    the   productive   capacity   of   the 


MAIN   HAY   I.N  NO.  1   MA(  MINI'.  SIlol',  NKW  AI,T,IS-CII  A  I^MKRS  WORKS. 


As  stated  on  page  i88  of  the  "Review"  for  March,  lyoi,  the  new 
works  were  designed  personally  by  Mr.  Edwin  Reynolds,  now  con- 
sulting engineer  of  the  Allis-Chalmers  interests,  as  an  addition  lo 
the  Milwaukee  plant  of  what  was  then  simply  the  Edward  P.  Allis 
Co.  The  ground  plan  of  the  projected  works,  as  published  at  that 
time,  has  been  followed  with  but  minor  changes  in  the  actual  con- 
struction. Such  l)cing  the  case  it  is  unnecessary  at  this  time  to 
repeat  the  details  of  the  arrangement  of  the  buildings  and  grounds. 
It  will  be  remembered  that  the  location  is  a  few  miles  west  of  Mil- 
waukee, in  direct  connection  with  the  Chicago,  Milwaukee  &  St. 
Paul  and  the  Chicago  &  Northwestern  railways,  from  and  to  which 
roads  cars  of  materials  and  finished  product  may  be  transferred  by 
an  clalK>ratc  system  of  trackage  throughout  the  groimds  and  build- 
ings, served  by  locomotives  belonging  to  the  Allis-Chalmers  Co. 
Building  capacities,  floor  areas  and  yard  spaces  are  proporlioned 
for  correct  manufacturing  balance  among  all  departments,  the  ex- 
perience of  25  years  at  the  old  works  having  been  drawn  upon  for 
data  upon  which  lo  base  Ihc  adjustment  of  the  new.  In  addition 
lo  Ihc  railroad  transfer  facilities  among  the  various  portions  of  the 


ihrcc-unil  plant  will  be,  when  fully  c(iinppt(l,  alioul  equivalent  to 
that  of  the  Milwaukee  works,  but  with  a  materially  smaller  working 
force  than  the  latter,  due  lo  the  more  advantageous  arrangement  of 
the  new  plant.  When  the  growth  of  the  company's  business  shall 
have  required  the  completion  of  the  whole  I2  units,  the  new  works 
will  be  four  times  as  large  as  now  and,  together  with  the  old  works, 
will  constitute  a  capacity  five  times  as  great  as  the  latter.  When 
the  vast  business  of  llu'  old  works  for  the  past  few  years  is  con- 
sidered, some  realization  may  be  had  of  the  magnitude  of  the  new 
plant  when  its  four-fold  capacity  is  developed. 

The  accompanying  engraving  showing  a  bird's  eye  view  of  the 
West  Allis  works  gives  a  good  idea  of  the  way  they  will  appear 
when  the  office  building  and  live  shop  units  have  been  erected.  The 
office  structure  is  shown  in  the  extreme  foreground,  and  to  the  left 
from  it  extends  the  pattern  department,  consisting  of  a  four-story 
storage  building  with  a  one-story  pattern  shop  in  connection  with  it. 
The  storage  building  is  of  strictly  fireproof  construction ;  all  steel 
work  is  encased  in  concrete,  floors  are  of  arched  concrete,  windows 
are  of  wired  glass  in  iron  frames,  etc.      The  building  is  divided  at 


106 


STREET  RAILWAY  REVIEW. 


[Vol..  XIII,  No.  2 


inlrrvals  by  fire  walls,  and  cacli  section  is  served  by  an  elevator.  A 
system  ol  electric  trolley  hoists  on  overhead  I-bcani  tracks  is  used 
in  handling  heavy  patterns  to  and  from  cars  by  which  ihey  are 
carried  between  the  storage  and  foundry  buildings. 

The  foundry  is  parallel  to  the  pattern  shop  and  storage  building, 
separated  by  a  .stDrage  yard  QS  ft.  wide.  This  yard  is  served  by  a 
lo-ton  high-speed  traveling  crane  used  in  carrying  charges  of  iron 
and  coke  to  the  pillar  cranes  which  are  located  at  the  inclines  lead- 
ing up  to  the  cupola  charging  tloors.  .-Xttachcd  to  the  hook  of  this 
traveling  crane  is  a  scale  by  which  loads  are  weighed  directly,  avoid- 
ing delay  and  rehandling  of  material  at  platform  scales.  This  crane 
is  also  used  in  breaking  castings,  carrying  a  drop-weight  to  any 
point  of  the  yard. 

The  foundry  building  is  220  ft.  wide  and  565  ft.  long,  consisting  of 
a  main  bay  and  two  side  bays.  An  80-ton  Shaw  crane  and  two 
cranes  of  less  cap.icily  serve  the  main  bay,  the  side  bays  being  also 
suitably  e<iuipped.  l'"or  lighter  work,  as  in  core  setting,  there  arc 
installed  at  each  side  of  the  main  bay  and  in  one  side  bay  S-ton 
traveling  wall  cranes,  or  cantilevers,  running  upon  specially  arranged 
tracks  below  the  main  bridge  cranes.  These  are  novel  an<l  very 
convenient  machines,  relieving  the  large  cranes  of  much  small  work. 
Three  large  cupolas  are  in  use.  blast  being  supplied  by  motor-driven 


The  erecting  shop  is  76  ft.  wide,  and  in  connection  with  it  is  the 
shipping  room,  39  ft.  wide.  The  former  is  very  high,  the  tracks  for 
the  75-ton  traveling  crane  being  60  ft.  above  the  floor,  thus  allow- 
ing ample  height  for  the  erection  of  large  vertical  engines.  Ex- 
tensions of  this  shop  will  not  be  continued  at  this  height,  as  the 
present  length  ol  565  ft.  is  expected  to  be  sufficient  for  that  por- 
tion of  the  product  of  the  complete  works  rc(|uiring  this  special 
elevation. 

Between  the  shop  units  and  extending  across  the  124-ft.  flask 
storage  space  between  the  foundry  and  the  shops  are  runways  for 
40-ton  traveling  cranes  for  use  in  handling  materials,  rough  cast- 
ings, etc. 

The  |X)wer  plant,  situated  at  one  end  of  the  third  shop  unit,  is 
thus  centrally  located  with  respect  to  the  five  or  six  units  to  which 
it  is  designed  finally  to  furnish  power,  light,  etc.  Here  arc  placed 
at  present  five  300-h.  p.  Reynolds  vertical  tubular  boilers,  with  room 
for  seven  more.  Outside  the  boiler  room  arc  cisterns  from  which 
the  boiler  feed  water  is  drawn.  These  cisterns  are  fed  from  artesian 
wells  located  at  various  points  about  the  grounds  and  operated  by 
air  lifts.  The  chinnicy  is  175  ft.  high,  with  an  8-fl.  straight  Hue, 
and.  is  constructed  of  .MphonS  Cuslodis  hollow  radial  tile. 

Steam  is  generated  at  125  lb.  pressure  an<l  the  bolicrs  are  con- 
nected in  pairs  to  the  steam  header  in  the  engine  room.     Here  arc 


ISIKll'S  EYE  s  II    .■.    "1 

Green  rotary  blowers.  Core  rooms,  a  chemical  laboratory  and 
ample  storage  facilities  for  foundry  sand  and  otiier  supplies  are 
properly  provided. 

Placed  transversely  to  the  foundry,  their  ends  separated  from  it 
by  a  space  of  124  ft.,  are  the  shop  units,  each  166  ft.  wide,  575  ft. 
long.  66  ft.  apart  and  all  termin.itiiig  at  the  erecting  shop  which 
parallels  the  foundry.  Extensions  to  the  pattern  building,  the 
foundry  and  the  erecting  shop  are  to  be  made  by  increase  of  their 
length;  the  shop  units,  however,  are  individually  complete  and  ex- 
tensions of  these  departments  must  be  by  erection  of  additional 
units.  Of  the  three  now  in  operation,  the  first,  at  the  right  of  the 
bird's  eye  view-,  is  machine  shop  No.  i,  the  second  is  machine  shop 
No.  2,  and  the  third  is  the  blacksmith  shop  and  power  plant.  The 
interior  of  the  first  unit  is  shown  in  the  engraving  herewith,  this 
shop  being  the  one  designed  to  handle  the  heavier  work,  and 
equipped  with  the  more  massive  and  heavy  tools.  Here  is  a  floor 
plate  24  X  200  ft.,  in  connection  with  which  a  number  of  portable 
tools  of  various  types  are  in  use.  In  both  machine  shops  the  heavier 
tools  arc  within  the  main  bays,  the  tighter  machines  being  placed  in 
the  side  bays  and  galleries. 

The  blacksmith  shop  is  a  structure  entirely  similar  to  the  machine 
shops,  but  shorter  by  the  amount  devoted  to  the  power  plant.  .\ 
6-ton  steam  hammer  is  here  installed,  in  addition  to  smaller  ones 
and  a  full  equipment  of  other  machinery,  forges  and  furnaces  for 
handling  all  but  the  most  exceptional  forgings  required. 


i  ■~  L  11   ,  I.MERS  l'L.\NT. 

located  three  generating  units  driven  by  Reynolds-Corliss  non-con- 
densing vertical  engines,  and  space  is  allotted  for  three  additional 
units  of  a  similar  type.  The  initial  installation  of  three  units  com- 
prise a  550-kw.  General  Electric  generator  and  Crocker-Wheeler 
machines  of  300  kw.  and  loo-kw.  capacity.  The  two  future  units 
will  be  of  550  kw.  each.  Direct  current  at  250  volts  is  generated 
and  distributed  about  the  works  for  driving  tools,  elevators,  cranes, 
etc.,  as  well  as  for  lighting.  A  very  complete  switchboard  stands 
at  one  side  of  the  engine  room. 

A  two-stage  cross-compound  air  compressor  supplies  air  at  lOO 
lb.  per  sq.  in.  for  pncimiatic  tools  and  hoists,  as  well  as  for  the  air 
lifts  in  the  artesian  wells.  Presscott  fire  pumps,  triplex  electric 
boiler  fcc<l  pumps,  and  other  essential  equipment  are  included. 

The  heating  apparatus  consists  of  exhaust  and  live  ste.ani  heaters 
for  water,  which  is  circulated  through  the  various  buildings  by 
engine-driven  centrifugal  pumps.  This  installation  of  direct  hot- 
water  heating  was  made  by  Evans,  Almiral  &  Co.,  New  York  City. 


The  Chicago  &  Northwestern  and  the  Chicago  Great  Western 
railroads  have  found  it  necessary  to  post  a  notice  to  the  cfTect  that 
engineers  must  not  race  with  the  electric  cars.  These  roads  parallel 
the  line  of  the  Aurora.  Elgin  &  Chicago  Railway  Co.  for  several 
miles,  and  it  is  said  that  there  have  been  some  exciting  contests  be- 
tween the  engineers  and  the  motormen. 


Fsa  20,  1903.] 


STREET  RAILWAY  REVIEW. 


107 


ACCIDENT  AT  NIAGARA  POWER  PLANT. 


ANNUAL  DINNER  OF  NEW  ENGLAND  STREET 
RAILWAY  CLUB. 


BY  O.  E.  DUNL.\P. 


A  fire  that  occurred  in  the  transformer  station  and  on  the  bridge 
connecting  the  transformer  station  with  power  house  No.  i  of  the 
Niagara  Falls  Power  Co.  on  the  night  of  Thursday,  Jamiary  29th. 
crippled  350  miles  of  electric  railways  in  the  Niagara  vicinity,  shut 
off  the  municipal  and  domestic  lighting  of  Buffalo,  Niagara  Falls, 
Lockport  and  the  Tonawandas,  and  forced  fully  150  industrial  es- 
tablishments to  shut  down  until  repairs  were  made.  Since  elec- 
tricity was  first  applied  for  light,  heat  and  power  purposes  there 
has  never  been  such  a  disaster  in  connection  with  a  generating  and 
transmission  plant  as  this  one  at  Niagara  Falls. 

The  accident  was  due  to  lightning  that  entered  the  transformer 
station  and  started  a  fire  in  the  basement.  After  burning  a  short 
time  undiscovered  it  caused  a  short  circuit  and  this  opened  the  cir- 
cuit breakers  in  power  house  No.  i.  It  is  believed  that  the  short 
circuit  set  fire  to  the  insulation  of  the  other  cables,  which,  spreading, 
developed  a  general  short  circuit.  This  made  necessary  the  using 
of  the  emergency  switch  to  open  the  fields  of  the  generators.  The 
fire  was  first  discovered  at  10:45  p.  m.,  and  it  was  after  midnight 
before  it  had  been  put  out.  In  that  time  the  transformer  station  had 
suffered  severely,  both  from  fire  and  water,  and  the  bridge  across 
the  inlet  canal  was  badly  burned  on  its  interior,  while  tlie  52  cables 
that  had  run  through  it  from  the  power  house  to  the  transformer 
station  were  entirely  destroyed.  Under  these  conditions  it  was  im- 
possible to  deliver  any  current  over  the  bridge  and  through  the  trans- 
former installation  until  repairs  had  been  made.  The  service  of  50,- 
000  electrical  horse  power  was  cut  off  by  the  cable  destruction. 
None  of  the  generators  was  injured,  and  power  house  No.  I  was  not 
damaged. 

Before  the  fire  was  out  the  engineers  were  starting  the  work  of 
temporary  repairs.  Laborers  were  hired  from  the  crowed  that  had 
gathered.  Headlights  were  brought  into  service  to  replace  the  elec- 
tric lights.  The  fire  also  left  the  power  house  without  telephone 
connections  which  was  hard  on  the  company  as  well  as  its  patrons. 

In  the  absence  of  a  telephone  service  the  Niagara  Falls  Power 
Company  engaged  several  carriages  for  the  use  of  messengers.  These 
messengers  hurried  in  all  directions  informing  the  employes  of  the 
company  they  were  wanted  immediately  at  the  power  house,  while 
they  also  secured  things  necessary  for  the  work  of  the  night.  Within 
one  hour  after  the  fire  was  out  over  200  men,  including  carpenters, 
were  at  work  making  repairs.  Six  hours  after  this  the  cables  of  the 
2,200  volt  connections  between  the  power  house  and  transformer 
station  had  been  replaced  and  were  ready  for  a  resumption  of  the 
long  distance  service.  It  was  found  that  the  air  blast  transformers 
had  been  wet,  and  some  of  the  1,875-kw.  transformers  were  suhsli- 
tuted.  This  required  important  changes  of  connections.  Wjter  had 
also  reached  the  22,000-volt  bus-bars  and  wiring,  and  so  an  entirely 
new  installation  of  these  had  to  be  designed  and  installed.  This 
occupied  until  early  afternoon  Friday,  and  then  when  the  current 
was  turned  on  there  svcre  short  circuits  in  three  of  the  transformers. 
caused  by  water,  and  this  delayed  the  renewal  of  the  service  until 
shortly  after  5  o'clock  Friday  afternoon.  This,  however,  was  in  time 
to  light  up  the  darkened  cities,  and  to  aid  the  electric  railways  In 
transport  the  evening  crowds.  This  work  was  carried  out  under 
the  direction  of  Supt.  P.  P.  Barton. 

As  a  result  of  the  fire  the  service  of  the  International  Railway  Co  , 
of  Buffalo,  was  embarrassed  to  some  extent. 

In  Buffalo  Ihc  company  threw  in  its  storage  battery  and  started  its 
steam  plant,  but  was  forced  to  reduce  the  number  of  cars  in  operation 
thoughoul  Friday.  In  Lockport  a  portion  of  the  electric  plant  was 
idle.  Cars  between  Buffalo  and  Lockport  and  Buffalo  anrl  Niagara 
Falls  were  infrequent.  In  Buffalo  it  was  obsered  that  throughoiil 
Friday  people  congested  Ihc  starting  points  on  all  car  lines  in  order 
10  get  abroad,  having  been  early  to  find  that  with  the  lessened  service 
there  was  lilllc  hope  of  getting  on  cars  except  at  principal  points. 
Niagara  Falls  fared  better  than  the  adjoining  cities.  There  was  but 
a  short  interruption  to  the  light  and  trolley  service,  because  the  local 
electric  line  is  fed  current  through  Ihc  rolaries  located  in  the  norlb- 
cast  corner  of  the  power  house,  the  cables  not  passing  near  Ihc  fire 
scene.  Current  from  the  same  source  is  also  supplied  to  the  station 
of  the  Buffalo  &  Niagara  Falls  Kleclric  Light  &  Power  Co.  a  short 
distance  from  the  power  house. 


The  third  annual  meeting  and  dinner  of  the  New  England  Street 
Railway  Club  was  held  at  Hotel  Somerset,  Boston,  Mass.,  on 
Ihursday  evening,  January  22d.  About  400  members  and  guests 
were  present,  and  the  occasion  was  one  of  the  most  enjoyable  ever 
held  in  the  history  of  the  club.  The  secretary  and  treasurer's  report 
showed  the  club  to  be  in  most  satisfactory  condition,  both  as  regards 
membership  and  finances. 

.\fter  the  reception  the  company  gathered  in  the  new  banquet 
room  of  the  Hotel  Somerset  and  enjoyed  an  unusually  fine  menu. 

Mr.  Frank  Ridlon,  president  of  the  Frank  Ridlon  Co.,  of  Boston, 
was  made  toastmaster.  and  succeeded  in  keeping  the  diners  in  a 
continual  state  of  merriment.  Toasts  were  responded  to  by  E.  P. 
Shaw;  F.  Clay  Chadbourne,  railroad  commissioner  of  Maine;  Fuller 
C.  Smith,  railroad  coinmissioner  of  Vermont;  H.  M.  Putney,  rail- 
road commissioner  of  New  Hampshire;  John  Graham,  of  Bangor, 
Me.,  and  Secretary  Neal. 

The  election  of  officers  resulted  as  follows:  President,  11.  E. 
Farrington,  master  mechanic  Boston  &  Northern  Street  Ry.,  Chelsea, 
Mass. ;  first  vice-president,  E.  E.  Potter,  general  manager  Union 
Street  Railway  Co.,  New  Bedford,  Mass.;  secretary  and  treasurer, 
J.  H.  Neal,  of  Boston,  Mass.  Vice-presidents  for  states:  Maine, 
W.  G.  Meloon,  of  Portsmouth ;  New  Hampshire,  H.  A.  Albin,  of 
Concord ;  Vermont,  A.  J.  Crosby,  of  Springfield ;  Rhode  Island,  H. 
W.  Young,  of  Woonsocket;  Connecticut,  J.  S.  Thornton,  of  Putnam. 


OLEAN,  N.  Y.,  POWER  HOUSE. 


The  new  power  house.  No.  2,  of  Olean  (N.  Y.)  Street  Railway 
Co.  is  one  of  the  chief  points  of  interest  of  the  company's  recent 
extension.  The  power  house  is  located  about  one  mile  east  of 
Ceres,  N.  Y.,  convenient  to  a  600-acre  gas  territory  owned  by  the 
company. 

The  building  is  a  fire-proof  brick  and  steel  structure  68x72  ft., 
having  a  height  of  20  ft.  at  the  eaves.  The  equipment  consists  of 
two  Franklin  water-tube  boilers  and  two  300  h.  p.  Hamilton-Corliss 
engines  each  connected  to  a  200-kw.  General  Electric  generator. 

The  fuel  used  is  gas  piped  from  wells  on  the  company's  own  ter- 
ritory, the  supply  being  automatically  regulated. 

'Ihc  switchboard  connections  are  made  witli  lead  covered  cable 
laid  in  conduits,  all  steam  pipes  are  lagged  with  asbestos,  and  the 
workmanship  throughout  is  of  the  highest  grade.  The  power 
house  is  to  be  surrounded  by  about  an  acre  of  ornamental  grounds 
which,  when  completed,  is  expected  to  make  the  plant  very  allr.TCt- 
ive  in  appearance. 


SPRINGFIELD  ROAD  CHANGES  HANDS. 


It  is  announced  that  the  negotiations  for  the  acquisition  of  the 
property  of  the  Springfield  (111.)  Consolidated  Railway  Co.,  by 
Louisville,  Ky.,  capitalists,  have  been  brought  to  a  successful  close. 
The  new  concern  will  be  known  as  the  Springfield  &  Central  Illi- 
nois Railway  Co.  The  stock  and  bonds  of  the  old  company,  aniomit- 
ing  to  $750,000,  will  be  taken  over  at  75  per  cent  of  their  face  value. 
The  new  company,  it  is  .said,  will  issue  stock  and  bonds  to  Ihc 
ainfi\uit  of  $3,750,000.  A  large  part  of  the  proceeds  of  this  sale  will 
be  expended  on  the  inlerurban  extensions  to  the  neigliboring  towns, 
Girard  and  Riverlon.  It  is  expected  that  the  ultimale  result  will  be 
a  complete  interurban  system  with  .Springfield  as  its  eenler. 

The  finances  of  Ihc  company  are  being  handled  by  the  Columbia 
I'inancc  &  Trust  Co.  of  Louisville. 

'ihc  new  corporation  is  supported  by  nearly  the  .same  inter- 
ests that  control  the  Springfield  &  St.  Louis  Railway  Co.  The  lat- 
ter comiKiny  was  organized  lo  construct  a  road  from  Springfield  to 
East  St.  Louis,  111. 


It  is  announced  Ihal  the  Philadelphia  &  West  Clieslcr  Traction  Co. 
of  Philailelphia,  Pa.,  is  lo  issue  a  $600,000  4-per  ciiit  morlgagc  to 
retire  the  present  $400,000  of  S-per  ceni  bonrls,  fund  Ihe  (loaling  delil 
and  provide  for  improvements. 


108 


STREET  RAILWAY  REVIEW. 


(Vol.  XIU.  No   2 


ELECTRICALLY  OPERATED  OIL  CIRCUIT 
BREAKER. 

Tilt  rapid  increase  during  recent  jcars  ni  the  si/c  of  central  sta- 
tions and  of  tlic  currents  and  voltages  liandleil  therein  has  neces- 
sitated great  development  in  the  methods  and  apparatus  for  con- 
trolling electric  currents.  It  has  been  found  necessary  where  high 
tension  alternating  current  is  handled  to  discard  the  old  hand-oper- 
ated knife  blade  switches  for  some  means  of  auxiliary  control.  This 
jierniits  the  actual  switching  devices  to  be  located  with  regard  to  the 
general  design  of  the  station  and  satisfactory  lay-out  of  the  circuits, 
and  concentrates  the  controlling  and  indicating  apparatus  within  a 
small  space. 

One  apparatus  of  this  kind  is  the  Westinghousc  type  C  high 
tension  power  operated  oil-break  circuit  breaker.  This  circuit 
breiiker,  which  is  operated  by  electro-magnets,  is  erected  in  a  ma- 
sonry structure,  with  each  pole  and  its  oil  tank  in  a  separate  fire- 
proof compartment.  There  are  two  stationary  contacts  to  each  pole, 
one  connected  to  the  incoming  lead  and  one  to  the  outgoing  lead, 
liach  contact  is  mounted  in  a  large  porcelain  insulator  fastened  to 
a  cast  iron  frame.  This  frame,  which  also  supports  the  oil  tanks,  is 
sup|>orted  by  a  soapstone  slab  at  the  top  of  the  masonry  structure. 

The  movable  contact  for  each  pole  consists  of  a  U-shaped  copper 
bar  secured  to  the  lower  end  of  a  vertical  wooden  rod.  In  the 
closed  position  one  of  the  U-shaped  parts  connects  the  two  sta- 
tionary contacts  of  each  pole.  The  wooden  rods  extend  up  through 
the  top  of  the  structure  and  down  between  the  two  stationary  con- 
tacts and  arc  connected  above  the  structure  by  a  common  cross  bar. 
This  cross  bar  is  supported  by  a  system  of  levers  giving  a  vertical 
straight-line  motion.  It  is  raised  by  enclosing  magnets,  assisted  at 
the  beginning  of  motion  by  a  pair  of  balancing  springs.  A  toggle 
joint  automatically  locks  this  system  of  levers  when  the  circuit- 
breaker  is  in  the  closed  position. 

The  toggle  joint  is  released  by  a  blow  from  the  tripping  magnet, 
whereupon  the  cross  bar  drops  and  opens  the  circuit.  The  break 
takes  place  first  at  the  main  contacts  then  at  a  removable  plug  at- 
tached to  the  stationary  contacts.  This  plug,  which  receives  all 
the  cflfccts  of  any  sparking  that  may  occur,  may  be  easily  replaced. 

The  heavy  sheet-metal  oil  tanks  are  lined  with  insulating  cement 
molded  to  fit  closely  about  the  terminals  and  moving  contacts,  leav- 
ing just  room  enough  for  the  free  movement  of  the  parts  in  oil. 
After  the  entire  breaker  is  erected  and  adjusted,  the  tanks  arc  put 
in  place  and  filled.  The  level  of  the  oil  is  shown  by  a  small  sight 
gage.  Suitable  levers  arc  provided  for  handling  the  tanks  which 
m.ty  be  lowered  away  from  the  contacts  and  removed  without  dis- 
turbing the  rest  of  the  circuit-breaker. 

A  small  double-pole,  double-throw  knife  switch  is  mounted  on 
each  circuit-breaker.  This  switch  is  used  with  the  indicating  and 
tripping  circuits  and  is  operated  by  the  motion  of  the  circuit-breaker 
levers.  The  controlling  and  indicating  devices,  which  arc  suitably 
mounted  at  the  operating  platform,  consist  of  a  controlling  switch, 
an  electro-mechanical  tell-tale  indicator,  and  a  lamp.  The  con- 
trolling switch  is  of  the  drum  type  and  has  three  positions,  "closed," 
"off"  and  "open."  If  the  switch  be  thrown  to  the  "open"  position' 
it  will  remain  in  that  position  when  the  hand  is  removed,  but  if  it 
be  thrown  to  the  "closed"  position  it  will  automatically  turn  to  the 
"off"  position,  when  the  hand  is  removed.  In  the  "off"  position 
the  switch  connects  the  control  circuit  so  that  if  the  circuit  breaker 
opens  through  the  operation  of  any  of  the  automatic  devices  the 
lamp  will  be  lighted.  If  the  circuit  be  opened  by  the  operator's 
throwing  the  switch  to  the  "open"  position  the  lamp  will  not  be 
lighted.  The  electro-mechanical  indicator  shows  the  operator 
whether  the  circuit  breaker  is  opened  or  closed. 

The  circuit-breaker  is  automatically  opened  by  a  polyphase  over- 
load relay,  connected  to  series  translormers  in  the  main  circuits. 
This  relay  is  mounted  on  lop  of  the  masonry  structure.  It  operates 
on  the  principle  of  the  single-phase  induction  motor.  It  consists  of 
counter-weighted  sectors  swinging  between  the  poles  of  an  alter- 
nating-current electro-magnet.  Part  of  each  pole  is  surrounded 
by  a  short  circuited  strip  of  copper,  which  acts  to  retard  the  mag- 
netic llux  and  thus  produces  a  shifting  field.  This  temls  to  move 
the  sectors,  which  carry  a  contact  closing  the  tripping  circuit  of 
the  circuit-breakers. 

The  current  for  the  closing  and  tripping  magnets  may  be  derived 
from  any  source  of  low-voltage  direct  current  supply. 


RAILWAY  PROJECT  FOR  PORTO  RICO. 

A  concession  has  been  granted  to  the  Vandergrift  Construction 
Co.,  of  Philadelphia,  to  build  an  electric  railway  between  Ponce  ami 
San  Juan  in  the  island  of  Porto  Rico.  This  concession  also  carries 
with  it  the  exclusive  right  to  the  use  of  a  number  of  water  falls  on 
the  island.  The  Vandergrift  Construction  Co.  intends  to  develop 
the  power  of  these  water  falls  and  to  build  an  electric  railway  for 
the  transportation  of  freight  and  passengers  between  Ponce  and 
San  Juan.  The  power  developeil  at  the  water  falls  will  be  used  for 
operating  this  road  and  in  addition,  will  provide  lightning  and  power 
in  the  various  towns  through  which  the  road  passes  and  also  on 
mnnerous  plantations  along  the  route.  The  company's  engineers 
are  now  going  over  the  territory  in  order  to  select  the  best  route 
and  are  securing  data  for  preparing  the  plans  and  specifications. 
The  road  will  be  equipped  in  a  first-class  manner  with  large  double 
track  interurban  cars  which  will  operate  at  high  speeds  for  passen- 
ger service,  and  with  freight  locomotives  and  the  necessary  cars  for 
the  transportation  of  merchandise  and  car-load  freight.  The  com- 
pany will  be  known  as  the  Porto  Rican  Railway  &  Power  Co. 

YORK  COUNTY  TRACTION  CO. 


The  annual  nueting  of  the  York  County  Traction  Co.,  York,  Pa., 
was  held  last  month,  as  also  the  meetings  of  the  various  subsidiary 
companies.  The  directors  elected  for  the  York  Street  Railway  Co., 
the  York  &  Dallastown  Electric  Railway  Co..  the  York  &  Dover 
Rlectric  Railway  Co.,  the  York  &  Manchester  Electric  Railway  Co., 
the  Red  Lion  &  Windsor  Street  Railway  Co.,  the  York  Haven  Street 
Railway  Co.,  the  Wrightsville  &  York  Street  Railway  Co.,  the  York 
&  Hanover  Street  Railway  Co.,  the  Penn  Park  Street  Railway  Co., 
the  Colonial  Street  Railway  Company  and  the  Wellsvillle  Street 
Railway  Co.  were:  \V.  H.  Lanius,  president;  W.  E.  Bay  Stewart, 
George  S.  Billmeyer,  Gricr  Hersh,  John  W.  Stacey,  George  P.  Smy- 
ser  and  W.  .\.  Himes. 

The  annual  report  of  President  Lanius  gave  a  brief  history  of 
llic  work  done  in  1902  and  the  treasurer's  report  showed  a  very 
gratifying  increase  in  passenger  receipts.  During  the  year  the  total 
receipts  were  $90,268;    the  number  of  car  miles  run  was  446,480. 


ROANOKE  ELECTRIC   RAILWAY  SOLD. 


The  property  of  the  Roanoke  CVa.)  Railway  &  Electric  Co.  was 
purchased  on  January  17  by  the  owners  of  the  Lynchburg  (Va.) 
Traction  &  Light  Co.  The  property  comprises  iS'/j  miles  of  track 
in  and  about  Roanoke,  all  the  slock,  bonds  and  equipment  of  the 
Roanoke  Conipany. 

The  following  were  elected  officers  of  the  company:  R.  D.  .\pper- 
son  of  Lynchburg,  president ;  Charles  R.  Miller  of  Philadelphia, 
vice  president ;  F.  H.  Shelton  of  Philadelphia,  secretary  and  treas- 
urer. In  addition  to  the  named,  the  board  of  directors  includes: 
John  D.  Horsley,  R.  Colston  Blackford,  and  A.  T.  Powell,  all  of 
Lynchburg.  J.  W.  Hancock  of  Roanoke,  formerly  manager  of  the 
old  company,  was  elected  manager. 

The  old  company's  plans  for  improvements  will  all  be  carried 
out  by  the  present  management. 

HYDROCARBON  MOTOR  CARS. 


The  Oclwein  &  Northwestern  Iowa  Interurban  &  Street  Railway 
Co.  has  been  incorporated  for  the  purpose  of  constructing  and  oper- 
ating interurban  roads  between  Oclwein  and  the  surrounding  towns. 
The  following  officers  have  been  chosen:  John  Jamison,  presi- 
dent ;  Dr.  Geo.  Given,  vice-president ;  Wm.  A.  Reed,  secretary ;  John 
Hanson,  treasurer.  The  authorized  capitalization  is  $200,000.  It  is 
said  that  the  road  will  be  equipped  with  hydrocarbon  motor  cars. 


An  act  recently  passed  the  lower  house  of  the  New  Hamp- 
shire legislature,  authorizing  the  Concord  (N.  H.)  &  Montreal  R.  R. 
to  acquire  the  Concord  Street  Ry.  and  other  property,  and  authoriz- 
ing physical  connection  of  the  Manchester  (N.  11.)  Street  Ry.  with 
the  electric  branches  of  the  Concord  &  Montreal  R.  R. 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


109 


PERSONAL. 


MR.  J.  \V.  }I.\NCOCK  was  rccenlly  n-clccted  general  manager 
of  Roanoke   iVa.)    Railway  &  Electric  Co. 

-MR.  H.  S.  McKEE.  of  Pittsburg,  Pa.,  was  elected  a  director  of 
tile  Rochester   (X.  V.)   Railway  Co.  at  its  annual  meeting. 

MR.  W.  I.  \VY.\TT.  of  Glens  Falls,  N.  V.,  lias  been  appoinled 
master  of  transportation  of  the  Hudson  \'alley  Railway  Co.,  of 
Waterford.  \.  Y. 

MR.  F.  \.  ROOT,  president  of  the  Root  track  Scraper  Co.,  of 
Kalamazoo,  Mich.,  was  a  caller  at  the  "Review"  office  in  the  early 
part  of  the  month. 

MR.  P.  S.  BER TR.-\ND.  formerly  assistant  superintendent  of  the 
Peoria  (III.)  Gas  &  Electric  Co's.  works,  has  been  made  general 
manager  of  the  company's  plant  at  Springfield,  Mo. 

MR.  E.  J.  W.  DIETZ.  was  on  January  15th.  appointed  traffic 
manager  of  the  Aurora,  Elgin  &  Chicago  Railway  Co.,  with  head- 
(juarters  at  room  1409  No.  100  Washington  St.,  Chicago. 

MR.  H.  A.  ALBIN,  superintendent  of  the  Concord  (N.  H.) 
Street  Ry.,  was  elected  one  of  the  vice-presidents  of  the  New  Eng- 
land Street  Railway  Club,  at  a  meeting  held  in  Boston  on  January 
22d. 

MR.  HIRAM  EDWARD  MANVILLE,  of  Milwaukee,  Wis.,  sec- 
retary of  the  H.  W.  Johns-Manville  Co.,  was  married  on  January 
28th,  to  Miss  Henrietta  Estelle  Romaine,  daughter  of  Frank  Hall 
Romaine.  at  the  Church  of  Heavenly  Rest,  New  York. 

MR.  FR.ANK  S.  GIVEN,  of  Columbia,  Pa.,  recently  received  a 
solid  silver  loving  cup  frotu  the  men  working  under  him  as  a  token 
of  their  esteem.  Mr.  Given  is  general  manager  of  the  Lancaster 
County  Railway  &  Light  Co..  which  controls  several  roads  operating 
in  Lancaster  County,  Pa. 

MR.  F.  W.  L.^TIMER  recently  resigned  as  general  manager  of 
the  People's  Traction  Co.,  of  Galesburg,  III.  Mr.  Latimer's  con- 
nection with  the  company  has  been  of  great  value  in  building  and 
operating  the  road,  and  his  resignation  is  regretted  by  the  company. 
His  successor  has  not  been  appointed. 

MR.  GEORGE  H.  GIBSON  has  resigned  his  position  with  the 
Weslinghousc  Company's  Publishing  Department  to  go  with  the  B. 
F.  Sturtevant  Co.,  Boston,  Mass.  Mr.  Gibson  was  formerly  on  the 
editorial  staff  of  the  Engineering  News  and  is  a  graduate  of  the 
Engineering  School  of  the  University  of  Michigan. 

MR.  JOHN  E.  H.^RVELL  has  been  appointed  superintendent 
of  the  Southside  Railway  &  Development  Co.  of  Petersburg,  Va., 
ami  also  of  the  Richmond  &  Petersburg  Electric  Railway  Co.  Mr. 
Harvcll  has  been  with  the  Southside  Railway  &  Development  Co. 
and  the  Virginia  Passenger  &  Power  Co.  for  the  past  eighteen  years. 

MR.  GEO.  W.  BRINE,  vice-president  and  treasurer  of  the  Geor- 
gia Railway  &  Electric  Co.,  of  .Atlanta,  has  been  appoinled  genera! 
manager  of  that  company.  Mr.  Brine  is  one  of  the  best  known 
and  most  capable  officers  of  the  company.  He  was  manager  of  the 
electrical  department  of  the  Georgia  Electric  Light  Co.  for  10  years 
before  it  was  merged  with  the  Georgia  Railway  &  Electric  Co. 

MR.  E.  W.  WINTER  has  been  elected  president  of  the  Brook- 
lyn Rapid  Transit  Co.  to  succeed  Mr.  J.  L.  Great  singer.  Mr.  Win- 
ter is  a  steam  railroad  man  of  long  experience,  having  been  presi- 
dent of  the  Northern  Pacific  Railroad  and  having  held  a  nuiuber 
of  other  important  positions.  He  has  been  closely  identified  with 
the  management  of  the  Brooklyn  Rapirl  Transit  Co.  for  several 
years. 

.  MR.  CHARLES  O.  KKL'GER,  of  Philadelphia.  Pa.,  has  been 
a|i{iointed  general  manager  of  the  Philadelphia  Rapid  Transit  Co. 
Mr.  Kruger  lias  advanced  steadily  to  his  present  position.  He  was 
first  identified  with  the  People's  'Traction  Co,  When  the  Union 
Traction  Co.  was  formed  he  was  made  treasurer.  Recently  he  has 
been  a  vice-president  and  assistant  general  manager  of  that  com- 
pany. Mr.  Kruger  is  a  young,  able  and  energetic  man,  anil  his 
scries  of  promotions  has  been  based  on  merit. 

MR.  GU'V  M.  WALKER,  who  is  well  known  to  many  of  our 
readers  by  reason  of  his  connection  with  the  Evcrctt-Moorc  syndi- 
cate as  counsel,  is  the  subject  of  a  very  complimentary  sketch  in 
ihc  Financier  of  New  York  for  Jan.  5,  190.V  Mr.  Walker  is  a 
native  of  Indiana,  having  been  born  at  Ft.  Wayne.  He  is  a  graduate 
of  l)e  Pauw  University  and  also  a  graduate  of  the  Law  School.  He 
has  traveled  extensively  in  China,  Japan  and  Europe  and  a  residence 
of  ten  years  in  China  has  made  him  an  authority  on  'lucstions  relat- 


ing to  that  empire.  lie  may  be  classed  as  one  of  the  Indiana 
authors,  of  whom  there  are  so  many  in  the  present  generation, 
though  Mr.  Walker's  writings  have  been  on  the  more  serious  sub- 
jects of  finance  and  transportation.  The  pamphlets  he  has  written 
on  these  subjects  have  had  a  large  circulation;  that  on  "Municipal 
Bonds,"  35,000  copies;  "What  Shall  We  Buy?"  50,000;  "Interurbau 
Railways."   100,000  copies  and  "Railroads  and  Wages,"  200,000. 

MR.  FRED  W.  KINMOUTH  has  been  appointed  trainmaster 
of  the  Glens  Falls,  N.  Y.,  division  of  the  Hudson  Valley  Railway, 
with  headquarters  at  Glens  Falls.  Mr.  Kiiimouth  has  been  asso- 
ciated with  the  road  for  several  years.  He  was  formerly  superin- 
tendent of  the  Glens  Falls,  Sandy  Hill  &  Fort  Edward  Street  Rail- 
road Co.  and  upon  the  organization  of  the  Hudson  Valley  Railway 
Co.  became  superintendent  of  the  Glens  Falls  division  of  the  road. 
Subsequently  he  became  associated  with  Niagara  Falls.  St.  Cath- 
arines &  Toronto  Railway  Co. 

MR.  FR.\NK  J.  BRAMHALL  has  resigned  as  chief  of  the  ad- 
vertising department  of  the  Michigan  Central  Railroad  to  accept  a 
similar  position  with  the  Southern  Pacific  at  San  Francisco.  The 
resignation  became  effective  February  1st.  Mr.  Branihall  has  been 
with  the  Michigan  Central  for  20  years  and  organized  the  depart- 
ment of  which  he  was  chief.  He  is  one  of  the  pioneers  of  the  pres- 
ent vigorous  and  effective  methods  in  railroad  advertising.  Besides 
his  advertising  work  Mr.  Bramhall  has  devoted  considerable  tiiue 
lo  writing  in  the  fields  of  history,  biography  and  economics. 

MR.  EDWIN  C.  F.ABER  has  been  appointed  general  manager  of 
the  Eligin.  .•\urora  &  Southern  'Traction  Co.,  with  headquarters  at 
.Aurora,  HI.  Mr.  Falior  will  be  remembered  as  general  superin- 
tendent of  the  Cleveland  Electric 
Railway  Co.,  to  which  position 
lie  was  appointed  April  i,  1901, 
.iftcr  .some  nine  years  of  service 
with  that  company  in  subordinate 
pcisitions.  He  resigned  as  gen- 
i  ral  superintendent  of  the  Cleve- 
land Electric  Railway  May  15, 
\')02,  at  the  time  of  the  sale  of 
I  hat  property  to  its  present  own- 
irs.  and  entered  upon  duties  un- 
■  kr  Mr.  1.  .\.  McCormack,  for- 
mer manager,  who  had  recently 
.iccei)te<l  a  position  with  the  New 
^"clrk  Central  &  Hudson  River 
railroad.  .'\ugust  I,  1902,  Mr. 
Faber  went  with  the  General 
IClcctric  Co.  in  the  department 
devoted  to  the  operation  of  the  company's  light  and  traction  prop- 
erties, it  being  interested  in  quite  a  number  located  in  different 
parts  of  the  country,  and  filled  this  position  with  marked  success 
until  his  resignation  to  become  manager  of  the  Elgin-.\urora  line. 
On  the  occasion  of  Mr.  Fabcr's  resignation  at  Cleveland  he  was 
the  object  of  the  most  flattering  demonstration  on  the  part  of  the 
employes  of  that  company  and  was  presented  with  a  silver  loving 
cup  as  a  testimonial  of  the  good  wishes  of  the  men  who  served 
under  him. 

COL.  HENRY  (iOSLEK  PROUT  who  has  been  the  editor  of 
ihc  Railroad  Gazette  since  1887.  has  resigned  that  position  to  ac- 
cept the  office  of  first  vice-president  and  general  manager  of  the 
Union  Switch  &  Signal  Co.  In  186.^  Col.  Front  enlisted  in  a  Massa- 
chusetts regiment  and  went  with  the  .Xrniy  of  the  Potomac  through 
the  Wilderness  campaign.  In  18(15  he  was  mustered  out  and  two 
years  later  entered  the  University  of  Michigan,  where  he  gradnateil 
with  the  degree  of  civil  engineer.  .After  a  few  years'  work  on  rail- 
road surveys  and  construction  he  entered  the  service  of  the  Khedive 
of  Egypt  as  a  Major  of  Engineers,  in  which  service  he  remained 
aliout  four  years.  .After  the  first  year  he  went  to  Sedan  in  com- 
mand of  an  expedition  lo  Konlofan  and  Darfour,  and  was  after- 
wards sent  to  the  head  of  the  Nile  as  Governor-General  of  the 
Provinces  of  the  Equator,  .\fler  his  return  lo  America  he  was  for 
more  than  a  year  signal  engineer  lo  the  coiupany  out  of  which  the 
Union  Switch  &  Signal  Co.  grew.  In  March,  1887,  he  became  edi- 
lor  of  the  Railroail  (ia/.elte,  in  which  position  he  altaified  an  envi- 
able rcpnialion  founded  upon  his  high  professional  skill  and  his 
character  as  a  man.  Ill  recognition  of  Col.  Protil's  splendid  work 
as  editor  and  journalist     lie  was  given  a  degree  of  Master  of  Arts 


v.. 


KAUEK. 


no 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  a 


by  Vale  University  List  year,  lii  addition  In  liis  I'ditorial  work  Col. 
Front  is  a  distinguished  speaker  and  lectnrer.  lie  lias  also  dune  a 
great  deal  of  consulting  and  expert  work  for  engineers  and  officials 
of  many  important  railroads,  and  he  is  the  editor  of  the  Railroad 
IJivision  of  the  Kncyclopedia  Hrittanica  and  is  a  member  of  nnmer- 
oiis  societies,  clubs  and  associations,  all  of  which  he  has  served  in 
some  ofTicial  capacity. 

MR.  JII-SO.\  J.  COLEMAN  has  severed  his  connection  with  the 
Johnson  electric  railway  properties  of  Eastern  Pennsylvania  and 
New  Jersey  to  open  an  office  in  New  York  City  as  financial  council 
and  expert  in  all  matters  pertaining  to  electric  railway  finance,  con- 
struction, operation  and  maintenance.  Mr.  Coleman's  thorough 
training  in  electric  railway  work  peculiarly  fits  him  for  this  new 
nnderlaking.  Me  commenced  his  railway  life  in  1876  as  office  boy 
with  the  Louisville  (Ky.)  Ry  .  and  during  his  26  years  of  experience 
since  then  he  has  filled  practically  every  position  from  clerk  to  presi- 
dent and  his  various  connections  have  placed  him  at  different  times 
in  charge  as  inan.iger  of  every  class  of  electric  railway  enterprise, 
including  city  and  suburban  roails  and  lines  operated  by  horse,  cable, 
trolley  and  conduit  systems.  Trom  Louisville  Mr.  Coleman  went  to 
Cleveland  at  the  request  of  Mr.  Tom  Johnson  and  his  brother,  the 
late  Mr.  A.  L.  Johnson,  and  for  four  years  he  was  identified  with 
the  Johnson  enterprises  in  Cleveland.  .Mlentown,  Pa.,  Yonkcrs,  N. 
Y.,  and  Brooklyn.  Mr.  Coleman  held  the  office  of  general  manager 
of  the  Nassau  system  in  Brooklyn  until  it  was  sold  to  the  Brooklyn 
Rapid  Transit  Co.,  when  he  formed  connection  with  the  St.  Louis 
Car  Co.  as  eastern  representative.  Two  years  afterward  he  was 
called  to  St.  Louis  to  make  an  expert  report  on  the  proposed  con- 
solidation of  the  St.  Louis  properties,  and  after  the  merger  he  re- 
mained in  charge  of  the  consolidated  company.  After  some  months 
he  resigned  that  position  and  went  to  Washington,  D.  C,  as  general 
manager  of  the  Washington  Traction  &  Electric  Co.  He  remained 
there  until  a  change  occurred  in  the  controlling  management  when 
he  resigned  to  take  charge  of  the  electric  railway  enterprises  pro- 
jected by  the  late  Mr.  A.  L.  Johnson  in  Eastern  Pennsylvania  and 
New  Jersey  which  position  he  has  held  until  his  recent  resignation 
for  the  purpose  of  going  into  business  for  himself.  In  addition  to 
his  consulting  work.  Mr.  Coleman  will  act  as  eastern  representative 
for  a  few  Western  manufacturers  of  electric  railway  apparatus. 


OBITUARY. 


MR.  SAMUEL  DE  COURSEY,  president  of  the  American  Rail- 
ways Co.,  Philadelphia,  died  at  his  home  in  that  city  on  January 
27th,  from  the  eflfects  of  an  attack  of  grip.  Mr.  DeCoursey  was 
born  at  Queenstown,  Md.,  Dec.  28,  1839;  he  was  educated  at  St. 
James'  College  and  went  to  Philadelphia  in  1854.  Mr.  DeCoursey 
was  engaged  in  the  dry  goods  business  as  a  young  man  but  later 
became  largely  interested  in  railroads.  In  1888  he  was  elected  vice- 
president  of  the  Western  New  York  &  Pennsylvania  R.  R.  and  in 
1892  was  made  president,  serving  until  1900,  when  this  road  was 
absorbed  by  the  Pennsylvania.  He  was  also  a  director  of  the  Fair- 
mount  Park  Transportation  Co.  Mr.  DeCoursey  is  survived  by  his 
widow,  a  son  and  two  daughters. 

MR.  ABRAM  STEVENS  HEWETT,  whose  death  occurred 
on  January  l8th,  was  a  nian  of  commanding  intluence  in  industrial 
affairs,  having  been  connected  during  his  whole  business  life  with 
the  iron  works  which  he  founded  soon  after  he  graduated  from 
college  and  which  grew  into  the  present  Trenton  Iron  Co.  which 
is  now  one  of  the  prominent  concerns  of  the  country.  Mr.  Ilewelt 
was  born  near  Haverstraw,  N.  Y..  July  31,  1822,  and  attended  the 
district  school  where  he  was  prepared  for  college.  He  obtained  his 
college  course  by  winning  a  prize  established  for  the  student  passing 
the  best  entrance  examination,  this  prize  paying  his  tuition  fees 
through  Columbia  College.  He  was  graduated  in  1842  after  which 
he  studied  law  while  serving  as  a  tutor  in  college  and  as  acting  pro- 
fessor of  mathematics  for  a  time.  He  was  admitted  to  the  bar  in 
1845.  As  an  iron  manufacturer  Mr.  Hewett  came  in  close  contact 
with  many  street  railway  companies  especially  those  in  New  York 
City  for  which  his  concern  furnished  rails.  In  a  letter  to  the  "Daily 
Street  Railway  Review"  at  the  time  of  the  American  Street  Railway 
Association  Convention  in  New  York,  1901,  Mr.  Hewett  stated  that 
the  grants  originally  made  for  the  Second,  Third,  Sixth  and  Eighth 
Ave.  lines  were  offered  without  cost  to  Cooper,  Hewett  &  Co.  who 
had  been   making   special   rails   for   many  years.     The  late   Peter 


Cooper,  who  was  the  controlling  power  in  the  firm  although  not  the 
head  of  it  had  all  his  life  refrained  from  having  any  interest  in 
grants  made  by  the  city  of  New  York  for  public  improvements  and 
was  iniwilling  that  any  member  of  his  family  should  in  future  be 
placed  in  the  false  position  of  being  charged  with  having  profited 
by  public  grants.  The  original  grooved  rail  used  by  the  railways 
in  New  York  was  designed  by  Mr.  Hewett  as  well  as  the  center 
bearing  rail  subsequently  used,  which  was  designed  to  prevent 
vehicle  traffic  on  the  tracks.  Mr.  Hewett  first  entered  public  service 
in  1867  when  he  was  one  of  the  United  States  Commissioners  to  the 
Paris  Exposition  of  that  year.  His  report  at  this  time  upon  the 
iron  and  steel  industries  of  the  world  was  published  by  Congress 
and  translated  into  a  number  of  languages.  He  was  elected  to  Con- 
gress in  1874  where  he  served  continuously  until  1886,  in  which  year 
he  was  elected  mayor  of  New  York  over  Theodore  Roosevelt  and 
Henry  George,  respectively  the  Republican  and  People's  candidates. 
He  was  an  active  promoter  of  the  New  York  Rapid  Transit  Ry.  and 
in  1901  was  presented  with  a  gold  medal  by  the  Chamber  of  Com- 
merce in  recognition  of  his  service  in  securing  rapid  transit.  Mr. 
Hewett  was  a  director  of  a  number  of  large  concerns  including  the 
United  States  Steel  Corporation,  the  American  Bridge  Co.,  the 
Morton  Trust  Co.  and  a  number  of  railroads.  In  1885  he  married 
Sarah  A.  Cooper,  only  daughter  of  Peter  Cooper.  His  eldest  son, 
Peter  Cooper  Hewett  has  made  a  special  study  of  electric  lighting 
and  has  recently  produced  a  ncsv  type  of  electric  lamp  and  a  static 
converter  for  changing  alternating  to  direct  current,  both  of  which 
promise  great  economy. 


HIGH  TENSION   RAILWAY  SYSTEM. 


The  Stanley  Electric  Manufacturing  Co.  of  Pittsfield,  Mass.,  has 
made  the  following  official  announcement  concerning  the  high-poten- 
tial electric  railway  which  it  is  perfecting: 

"The  work  wv  arc  prepared  to  do  is  the  running  of  long  distance 
heavy,  high  speed  trains  with  the  .stations  from  50  to  75  miles  apart; 
there  are  no  sub-stations  and  the  high  potential  current  is  applied 
direct  to  the  locomotive.  The  control  wires  will  be  carried  along  the 
track  so  that  steam  locomotives  can  be  used  on  the  same  tmcks  with- 
out interference  with  the  electric  system;  there  will  be  neither  third 
rail  nor  static  transformers  along  the  line,  simply  a  power  house 
located  at  from  50  to  75  miles  apart  and  control  wires  connecting 
them.  The  locomotives  will  be  more  expensive  than  any  locomo- 
tives built  on  any  of  the  present  schemes  but  the  amount  of  copper 
used  will  more  than  compensate  for  the  increased  cost  of  the  loco- 
motive, since  the  locomotives,  control  wires,  etc..  will  cost  about  $75 
per  h.  p.  against  costs  from  $100  to  $200  per  h.  p.  for  wires  on  pres- 
ent low  potential  systems.  The  cost  for  sub-stations  and  copper 
combined,  for  a  low  potential  system,  is  placed  at  something  over 
$250  per  h.  p.  The  new  system  will  cost  less  than  $75  per  h.  p.  and 
will  do  work  which  the  present  low  potential  systems  will  not  do, 
viz. :  that  of  hauling  a  long  train  at  a  considerable  distance  from  the 
station.  The  best  thing  that  is  being  done  now  is  at  Baltimore 
where  the  feeder  cost  runs  up  to  over  $200  per  h.  p.  and  the  distance 
from  the  station  is  only  three  miles.  At  ten  miles  from  the  station 
the  system  which  has  been  installed  in  Baltimore  would  be  absolutely 
prohibitive  on  account  of  the  feeder  cost. 

"The  system  is  not  that  of  the  Ganz  Co.  but  is  the  result  of  the 
work  of  our  engineers  on  patents  under  which  we  have  secured 
rights  from  engineers  in  this  country  and  abroad,  our  plan  only  be- 
ing made  possible  by  the  combination  and  to  an  entirely  new  form 
of  dynamo  with  a  new  form  of  motor  control  which  permits  the  use' 
of  high  voltages  directly  on  the  car  and  absorbs  no  energy  in  resist- 
ance or  other  such  wasteful  methods  as  are  now  used  in  the  scries 
parallel  method  of  motor  control." 


.\  fire  occurred  at  Slcubcnvillc,  O..  on  Janu.nry  13th,  which  de- 
stroyed the  plant  and  machinery  of  the  Steubenville  Traction  & 
Light  Co.,  with  all  the  machinery.  The  city  was  supplied  with  light 
by  this  company.    The  loss  is  placed  at  $20,000. 


On  January  i.Slh  a  fire  occurred  at  Nesvark,  N.  J.,  which  de- 
stroyed one  of  the  North  Jersey  Street  Railway  Co's.  barns.  The 
barn  was  on  the  Bergen  and  South  loth  St.  line.  It  was  a  one- 
story  frame  structure  60  x  500  ft.  Twenty-five  passenger  cars,  two 
sweepers  and  one  snow  plow  were  burned. 


Fee.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


Ill 


HEAVY  SNOW    PLOWS    FOR    PHILADELPHIA. 


The  J.  G.  Brill  Co.,  of  Philadelphia,  rccoiuly  completed  an  order 
of  30  snow  plows  for  the  Philadelphia  Rapid  Transit  Co.  The 
order  called  for  17  shear-board  plows  for  double  track  work  and 
13  of  the  nose  type  for  the  single  track  lines  in  the  heart  of  the 
city,  both  of  which  are  illustrated  herewith.  The  curved  form  of 
the  upper  plates  of  the  plows  has  proved  effective  in  rapid  work  and 
the  snow  is  rolled  over  and  deposited  at  a  fair  distance  outside  the 


BRILL  SHE.\R-I!0.\KI>  PLOW. 

rails.  The  plows  are  adjustable ;  the  nose  plow  may  be  raised  9 
in.  from  track  and  the  lower  plate  of  the  shear  plow  6  in.  Ordi- 
narily, in  service,  the  bottom  of  the  plow  is  kept  about  2  in.  from 
the  rails.  Straight  link  chains  passing  over  chain  wheels  resting  on 
the  end  sills,  are  wound  on  other  chain  wheels  located  in  the  cab 
and  the  raising  and  lowering  is  easily  and  quickly  accomplished 
by  means  of  a  24-in.  horizontal  wheel  which  operates  a  worm  gear. 

The  steel  plates  of  both  types  of  plows  are  J^  in.  thick  and  4  ft. 
from  top  to  bottom.  The  shear  boards  are  12  ft.  4  in.  long  and 
the  plates  on  either  side  of  the  nose  plow  6  ft.  9  in.  The  bottom 
of  the  plows  is  horizontal  for  the  full  width  of  the  track  and  then 
sheared  on  an  incline,  giving  an  elevation  of  2  in.  at  the  ends,  for 
the  purpose  of  avoiding  cobble  stones  and  high  places  in  the  pave- 
ment near  the  track.  The  plates  of  the  shear  plows  are  backed 
up  with  oak;  a  vertical  blocking  for  the  upper  plate  3^  in.  thick, 
and  a  horizontal  blocking  back  of  the  lower  one,  6^  in.  deep.  The 
plow  posts  are  composed  of  sections  of  60-lb.  T-rails,  secured  to 
the  ends  of  the  car  body  and  having  top  and  bottom  steel  guides 
secured  to  the  plows.  The  plates  of  the  nose  plows  are  held  by 
heavy  castings.  The  guides  and  T-rail  posts  are  the  same  as  in  the 
shear  plows,  except  that  the  lower  ends  of  the  posts  arc  secured  to 
the  3  X  3!^-in.  bars  which  are  on  either  side  of  the  truck,  and  are 
brought  around  the  ends  for  that  purpose.  The  pull  irons  are 
located  at  the  center  of  the  plow  plates  about  20  in.  from  the  rail- 
heads. 

The  cab  of  the  shear  plows  is  18  ft.  9  in.  long,  over  sheathing, 
and   6   ft.    10!^^    in.    wide,   its   total    length   over   diagonal    end    sills 


BRILL  NOSE  PLOW. 

iH-ing  28  ft.  9  in.  Truss  rods,  which  arc  anchored  at  the  ends  of  the 
sills  are  brought  up  to  the  letter  board  and  supported  by  Y^  x  2J-2  in, 
iron  straps  extending  down  to  the  sill,  with  a  toe  at  bottom  in- 
serted in  sill.  These  straps  are  securely  boiled  to  the  side  posts. 
'Hie  side  sills  are  5^  x  12  in.,  and  the  diagonal  end  sills  ^Vf,  x  12 
in.  There  are  six  cross  joists,  four  of  which  arc  s^  x  12  in.  and 
two  are  5  x  10  in. 

The  cab  of  the  nose  plows  is   18  ft.  (>%  in.  long,  and  6  ft.   \oVi 
in.  widi.    The  side  sills  arc  S^  x  12  in.,  two  cross  joists  arc  %%  x 


I J  in.  anil  two  S  x  IJ  in.  The  cabs  of  both  plows  have  36-in.  sliding 
doors,  and  the  central  sash  of  the  hexagonal  ends  is  .Trranged  to 
drop.  The  roofs  are  substantially  built  with  JgxiK'-in.  rafters  and 
six  i'4x^8-in.  steel  rafters.  Ice  scrapers,  or  diggers,  are  a  part 
of  the  equipment  of  the  cars.  They  are  stayed  to  the  body  with  a 
■H-in.  rod,  which  passes  through  a  spring,  allowing  sufficient  play 
to  prevent  injury  by  catching  on  obstructions  other  than  ice  and 
packed  snow.  The  scrapers  are  operated  by  a  foot  pedal  in  the 
cab,  and  when  lowered  retain  a  position  about  J4  of  an  inch  from 
the  crown  and  inside  of  the  rail. 

The  3x3!.'j-in.  side  bars  which  extend  along  the  sides  of  the 
trucks  from  plow-post  to  plow-post,  give  enormous  resisting  power 
to  the  plows,  especially  at  the  lower  edge,  where  the  largest  resist- 
ance is  required.  The  trucks  have  toggle-jointed  brakes,  carried 
between  the  wheels,  and  are  operated  by  means  of  a  horizontal 
brake  wheel  on  a  vertical  shaft,  which  is  connected  to  a  horizontal 
shaft  extending  across  the  car.    The  wheel  base  is  7  ft. 


*  I  » 


WAGONNER  WATCHMAN'S  CLOCK. 


The  Waggoner  Watchman's  Clock  Co.,  of  Grand  Rapids,  Mich., 
has  placed  upon  the  market  a  reliable  and  efficient  watchman's 
clock,  the  interior  of  which  is  illustrated  herewith.  It  is  so  con- 
structed that  it  will  give  an  alarm  when  registering  and  will  sound 


INTIiRlnk   VIKW  OK  CLOCK. 

an  alarm  when  short  circuited  by  accident  or  otherwise,  at  the  same 
lime  registering  the  exact  time  the  circuit  was  closed.  It  is  im- 
possible to  destroy  the  dial  or  record  by  closing  the  circuit  as  is 
possible  with  some  clocks,  for  the  registering  armature  or  hammer 
works  with  a  vibrating  motion  and  with  such  rapidity  that  it  is 
impossible  to  tear  the  dial.  This  defect  has  often  done  injustice 
to  the  honest  watchman  as  it  is  impossible  to  tell  whether  the  clock 
has  torn  the  dial  itself  or  whether  it  has  been  manipulated  by  the 
watchman.  In  case  the  watchman  fails  to  register  for  any  reason, 
such  as  sickness  or  being  accidentally  hurl,  an  alarm  rings  at  the 
central  station  until  the  clock  is  registered. 

It  can  be  made  to  serve  as  an  automatic  fire  alarm  as  it  will 
register  and  ring  an  alarm,  and  at  the  same  time,  by  an  annunciator 
alongside  the  clock,  indicate  on  what  floor  or  station  the  fire  may 
be  located.  If  a  fire  should  break  out  it  rings  the  alarm  in  as  many 
places  as  desired,  continually.  It  is  thrown  in  circuit  by  thermostat 
connections  which  are  operated  by  the  heat  of  the  buihiing  when  it 
reaches  from  160  to  200  degrees. 

The  clock  is  so  constructed,  that  if  desired  it  will  register  its 
number.  Each  clock  has  a  number,  and  if  several  be  placed  in  a 
series  of  factories,  each  will  register  its  number  at  the  central  sta- 
tion on  a  strip  of  paper  if  the  watchman  fails  to  register  the  clock 
within  10  minutes  over  the  regular  time.  This  clock  is  made  to 
register  either  with  a  magnetic  generator  or  with  a  battery  system. 


112 


STREET  RAILWAY  REVIEW. 


[Vol.  XlII,  Na  2 


It  is  simple  in  construction,  easily  maintained  and  installed  and  is 
sold  direct  to  users.  The  makers  arc  willing  to  supply  any  respon- 
silde  firm  witli  a  clock  for  a  30-(lay  trial,  liclicving  that  its  merits 
will  readily  recommend  it  to  any  intending  purchaser. 


SOLIDIFIED   OIL. 


HY  J.  N.  IIRI'CK,  VIcE-l'RESIUENT  ANDOENEKAI,  .MANAI.KK  IlKICK 
S01,iniKIED  OIL  CO.,  BOSTON,  MASS. 


The  prohlem  of  perfect  lubrication  for  electric  car  motors  and 
journals  has  been  made  a  special  study  by  the  writer  and  after 
years  of  investigation  and  experiment  he  claims  to  have  produced  a 
solidified  oil  that  lubricates  perfectly  and  it  is  now  presented  to  the 
public  in  a  thoroughly  tested  and  reliable  form. 

For  years  compounds  or  greases  of  various  kinds  have  been 
manufactured  and  placed  on  the  market  as  substitutes  for  heavy 
liquid  oils  with  indifferent  results,  as  all  saponified  greases  must 
necessarily  contain  water,  alkalies  and  acids,  to  harden  or  saponify 
them  into  a  grease,  and  which  the  writer  claims  renders  it  unfit 
for  lubricating  purposes,  as  it  will  not  stand  cold  weather,  it  be- 
coming so  hard  at  a  low  temperature  that  the  grease  will  not  lubri- 


AUTOMOBILE  TOWER   WAGON  IN   FRANCE. 

U.  S.  Consul  llaynes  rejKjrls  from  Rouen,  h" ranee,  that  1-t  Com- 
pagnie  de  I'Kst  I'arisien  lias  recently  had  constructed  a  [lOwer- 
driven  tower  wagon,  capable  of  carrying  six  workmen  and  1,100 
lb.  of  material.  The  wagon  is  being  used  in  repairing  overhead 
trolley  wires.  The  platform  can  be  elevated  to  a  height  of  20  ft. 
and  priijecled  from  cither  side  of  the  wagon.  It  will  support  two 
workmen  and  will  not  interfere  with  passing  cars.  The  tower  is 
in  two  sections,  the  top  section  sliding  inside  of  the  lower  one. 
When  the  wagon  is  not  in  use  or  is  in  transit  the  top  section  may 
be  lowered  and  the  railing  folded  down. 

I'he  vehicle  is  driven  by  a  two-cylinder  horizontal  12-h.  p.  engine. 
It  is  said  that  this  method  is  found  to  be  50  i)er  cent  chcnper  than 
.Miimal  traction. 


NEW  CARS  FOR  ST.  LOUIS  &  SUBURBAN. 


Ihe  St.  Louis  Car  Co.  is  furnishing  20  cars  to  the  St.  Louis  & 
Suburban  Railway  Co.,  the  general  plans  of  which  are  shown  in 
the  accompanying  illustrations.     These  are  large  cars  of  the  senii- 


ST.  LOUIS  CAR  roR  ST.  LOUIS  &  SUBURHAN  RAILWAY  CO. 


catc  the  bearing;  and  then  in  siunmcr  weather  grease  becomes  so 
soft  that  it  runs  through  and  the  motors  require  frequent  replenish- 
ing to  prevent  the  bearings  running  hot  and  causing  trouble,  loss 
of  time  and  the  expenditure  of  many  thousands  in  the  course  of 
the  year  in  repairs. 

The  importance  of  perfect  lubrication  for  electric  car  journals 
and  motors  has  become  a  very  serious  question  and  one  that  every 
railroad  man  is  interested  in.  It  is  claimed  the  new  process  is  per- 
fect. The  solidified  oil  is  made  from  23°  gravity  oil  of  over  450° 
fire  test,  and  350  viscosity,  and  110  acid,  alkali  or  water  is  used, 
the  absence  of  these  latter  ingredients  accounting  in  part  for  the 
fact  that  solidified  oil  is  not  affected  by  the  heat  or  cold. 

Solidified  oil  is  fast  supplanting  saponified  greases  and  liquid 
oils  whereever  the  former  have  been  tested,  the  unvarying  result 
of  every  test  showing  in  favor  of  the  solidified  oil  greater  efficiency, 
and  a  great  reduction  of  friction  over  any  grease  in  use  on  railroads 
today.  Solidified  oil  is  now  in  use  on  car  journals  and  has  been 
running  from  three  to  si.x  months  without  replenishing,  and  car 
motors  have  been  run  30  and  90  days  without  replenishing. 

The  writer  also  claims  that  he  is  making  a  solidified  oil  that 
feeds  through  felt  wicking  in  winter  weather  as  well  as  summer, 
which  is  a  very  important  item  and  one  that  should  be  of  very 
great  interest  to  every  electric  railway  man  in  the  world.  The 
writer  claims  to  be  the  only  person  who  has  discovered  a  sure,  re- 
liable and  economical  method  of  lubricating  car  journals  in  all  tem- 
peratures, climates  and  under  all  conditions  of  traffic  and  espe- 
cially for  high  speeds.  Solidified  oil  is  made  by  the  Hrnck  Solidi- 
fied Oil  Co.,  of  256  Dover  St..  lioston,  Mass. 


The  first  car  was  run  between  Charlevoi,   Pa.,  and  Monongahela, 
Pa.,  on  the  Pittsburg  Railway  Co's.  new  line,  on  January  i6th. 


convertible  type,  llic  length  over  all  being  45  ft.  The  length  over 
the  corner  posts  is  34  ft.  and  the  over-all  width  measures  9  ft.  2  in.; 
ihey  have  a  seating  capacity  of  52  passengers.  The  cars,  as  will  be 
seen  in  one  of  the  illustrations,  arc  vestibnled  at  each  end  and  the 


It  is  said  that  the  Circleville,  O.,  authorities  oppose  the  entry  into 
that  town  of  the  Scioto  Valley  Traction  Co.  The  company  may  go 
around  the  town  on  its  way  to  Chillicothc. 


HALF-PLAN  ANI>  ELEVATION  OF  CAR. 

bottoms  of  the  cars  are  formed  of  channel  steel.  The  windows  are 
of  plate  glass  throughout  nad  arc  provided  with  Pantasote  curtains. 
The  inside  finish  of  the  car  is  mahogany,  as  arc  also  the  ceilings. 


Feb.  20,  1903.1 


STREET  RAILWAY  REVIEW. 


113 


and  all  the  trimmings  arc  of  nickel  plated  hronzc.  The  cars  are 
provided  with  St.  Louis  Car  Co's.  patent  walk-over  seats,  covered 
with  canvas  lined  rattan,  there  being  26  seats  in  each  car.  The 
cars  are  mounted  on  St.  Ix>nis  Car  Co's.  No.  47  short  wheel  base 
trucks  having  solid  steel  side  frames  and  each  car  is  provided  with 
St.  Louis  Car  Co's.  arc  head  lights.     The  general  arrangements  of 


are  provided  with  iletachahlc  steel  friction  plates  wliirh  an-  heavy 
file-cut  and  tempered  to  secure  friction  on  the  rails  without  llie  use 
of  sand,  and  these  can  be  recut  until  worn  out  at  a  small  cost.  The 
shoes  arc  14  in.  long  on  the  track  bearing  surface  and  have  n  rise 
of  9  in. 

Tt  is  intended  that  these  brakes  sbnnld  lie  applied  under  llic  rear 


UIACR.^M  (IF  FLOOR  FRAMINC,  ST.  LOUIS  CAR. 


the   car,    showing   design   of   framing   and   general    dimensions,   are 
shown  in  the  accompanying  drawings. 


FRESH  EMERGENCY   BRAKE. 


A  new  type  of  emergency  brake  has  recently  been  invented  by 
Mr.  Henry  Fresh,  of  Cumberland,  Md.,  which  is  illustrated  in  the 
accompanying  engraving.  The  principal  feature  of  this  brake 
mechanism  is  what  is  known  as  a  "chock-block"  which  bears  equally 
upon  the  wheel  and  upon  the  track.  In  the  accompanying  illus- 
tration this  block  G  is  shown  in  position  supported  by  two  bars, 
one  of  which,  called  the  hanger  bar  H,  is  pivoted  to  the  side  frame 
of  the  truck  by  a  stud  which  projects  through  a  slotted  hole.  The 
other  bar  F,  which  supports  the  block  is  fastened  to  a  lug  E,  pro- 
jecting from  the  shaft  C,  on  which  is  a  second  lug  B,  placed  at  an 
angle  to  lug  E  which  serves  to  regulate  the  position  of  the  "chock- 
block."  The  slot  on  the  bar  H  permits  this  block  to  move  in  a  for- 
ward and  upward  direction  for  releasing  the  brake,  and  this  opera- 
tion is  controlled  by  a  lever  on  the  car  platform  connecting  with 
the  lug  B.      The  brake  may  also  he  supplied  with  a  scraper  or  steel 


FRESH  E.MERdKNCV  C.\R   liRAKK. 

bit,  P,  which  rests  close  to  the  rail  and  is  used  to  remove  ice  or 
sicct  from  the  surface  of  the  rail.  It  is  claimed  that  this  brake 
is  especially  adapted  to  street  railway  service  on  heavy  grades  and 
that  it  combines  safety  and  cfTiciency  in  a  high  degree.  It  is  inde- 
pendent of  the  motive  power  of  the  car  and  is  always  ready  for  an 
emergency.  The  brake  is  under  easy  control  of  the  molornian  at 
all  times  by  the  application  of  the  lever  and  the  weight  of  the  car 
upon  the  wheels  gives  the  necessary  pressure  on  Ihc  rail  without 
straining  the  car  iKMly.  The  brake  shoes  are  provided  with  a  (lange 
near  the  wheel  bearing  on  the  rail  which  allows  it  to  pass  through 
curves  without  binding,  or  liability  to  derailment.     The  brake  shoes 


wheels,  or  upon  the  rear  truck  of  a  car  so  as  to  leave  the  front 
wheels  free  in  passing  over  curves.  Upon  double  truck  cars  there 
is  provided  a  circle  draw-bar  which  leaves  the  truck  free  to  adjust 
itself  to  curves.  The  brake  is  exceedingly  simple  in  design  and  is 
easily  applied  and  there  are  no  wheels,  latches  or  springs  to  get 
out  of  order.  It  requires  no  expensive  repairs  and  is  easily  attached 
to  any  type  of  cars.  The  lirakc  is  manufactured  by  Fresh  & 
Speicher,  of  Cumberland,  Md. 


THE  KEYSTONE  TRAVELER. 


The  Mayer  &  Englund  Co.,  of  Philadelphia,  has  commenced  the 
publication  of  a  small  monthly  periodical  that  has  for  its  mission 
the  avowed  purpose  "of  bettering  the  business  of  the  Mayer  &  Eng- 
lund Co.  and  its  customers."  The  monthly  has  been  appropriately 
named  the  "Keystone  Traveler,"  and  the  publishers  announce  that 
it  will  cost  nothing  but  the  time  it  takes  10  read  it.  The  January 
number,  which  is  Volume  I,  No.  i,  contains  24  pages  of  reading 
matter  cleverly  prepared  and  displayed.  Descriptions  and  illustra- 
tions of  Mayer  &  Englund  specialties  are  interspersed  with  very 
readable  fables  and  witticism,  the  whole  making  a  combination  that 
ought  to  go  a  long  way  toward  accomplishing  the  end  in  view. 
When  one  has  perused  llie  first  issue  of  the  Keystone  Traveler 
there  can  be  little  doubt  left  in  his  mind  that  the  particular  business 
of  the  Mayer  &  Englund  Co.  is  the  making  and  selling  of  liigh-class 
supplies  for  electric  railways.  The  periodical  will  be  sent  regularly, 
free  of  cost,  to  any  manager,  engineer  or  purchasing  agent  interested 
in  street  railway  matters. 


AIR  COMPRESSORS  FOR  NEW  YORK  SUBWAY. 


M.  F.  C  Randall,  general  sales  agent  fcir  llie  Christensen  I'Ji- 
gineering  Co.,  last  month  closed,  among  other  orders,  contracts  for 
350  No.  2  air  compressors,  governors  and  oiliir  p.irts  of  an  r.ir 
brake  apparatus  for  the  stibvvay  cars  of  the  Interbormigli  Rajiid  Tran- 
sit Co.  of  New  York  City.  He  also  look  orders  Ironi  the  Rhnde 
Island  Co.,  of  Providence,  for  23,3  No,  i  straight  air  brake  e(|uip- 
ments,  and  it  is  of  interest  to  note  that  when  these  have  been  in- 
stalled every  double  truck  electric  railway  car  in  the  stite  oT  Khinlc 
Island  will  have  linn  equipped  with  Chrisleii'ir  n  air  braK-rj 


•  t  » 


Coal  and  cattle  interests  in  ihc  vicinity  rif  lilmira.  111.,  arc  advo- 
cating the  building  of  an  electric  road  lo  connect  that  town  with  the 
tnaiii  line  of  the  Chicago,  lUirlingtim  &  tjuincy  H.  R.,  at  Kewanee, 
so  constructed  that  freight  ears  may  be  intcrrlianged  with  Ihc  Diir- 
linglon. 


114 


STRI'.irr  RAILWAY  RIiVIKW. 


(Vol,  XIII.  No.  2 


NEW  TROLLEY  RETRACTOR. 

Tlic  ai-i-DiniMiiyinn  ciiKraviiiK  illuslralrs  a  Irollry  riiraclor  wliicli 
has  lucn  patcnti-d  recently  ami  is  known  as  llic  HufTinan-l'uwers 
trolley  protector,  which  will  be  of  interest  lo  our  readers.  The 
device  is  contained  in  a  small  wooden  box  placed  at  the  rear  of  the 
car.  within  which  is  a  drnni  on  which  the  trolley  rope  is  wound. 
Within  this  drum  is  a  motor  spring  of  sufficient  strength  lo  just 
keep  all  the  slack  out  of  the  rope,  in  order  that  the  retractive  effort 
of  the  protector  may  be  quickly  applied  in  case  the  trolley  leaves 
the  wire.  On  the  same  spindle,  but  independent  of  the  drum,  is  a 
spring  barrel,  containing  a  spring  of  sulTicicnt  strength  to  draw 
down  the  trolley  pole.  This  barrel  carries  a  pawl  which  engages  a 
ratchet  on  the  drum :  under  ordinary  running  conditions  the  paw  I 
is  iliscngaged,  being  held  by  a  hook  on  a  lever,  on  the  opposite  end 


HOFFMAN-POWERS  TKOLLEY  I'KOTICCTOR. 

of  which  is  the  armature  of  an  electromagnet.  This  hook  not  only 
prevents  the  engagement  of  the  pawl  with  the  drum,  but  it  prevents 
the  spring  barrel  from  rotating. 

From  each  side  of  the  trolley  head  lle.xibly  poised  wire  connectors 
project  laterally ;  these  are  insulated  from  the  trolley  pole,  but  arc 
connected  to  the  ground  through  the  electromagnet  in  the  protector 
box  and  a  switch.  These  projecting  wires  are  located  so  that  they 
can  not  touch  the  trolley  wire  while  the  wheel  is  in  place,  but  they 
make  contact  as  soon  as  the  wheel  leaves  the  wire.  The  electro- 
magnet attracts  the  armature,  which  in  turn  raises  the  releasing 
hook,  allowing  the  pawl  to  drop  and  the  spring  barrel  to  come  into 
action.  The  latter  now  engages  with  the  drum  and  both  springs 
unite  in  drawing  the  pole  downward,  where  it  is  held  out  of  reach 
of  the  cross  wires  and  overhead  work. 

Tests  extending  over  a  considerable  period  show  that  the  trolley 
wheel  does  not  get  even  a  few  inches  above  the  wire,  and  that  it  is 
drawn  down  four  feet  in  an  instant.     A  projecting  lug  on  the  spring 
barrel  opens  the  switch,  so  that  the  operator 
can    reset    the    trolley    with    no    danger   of   a 
ground,  allowing  him  to  strike  the  projecting 
wires  against  the  trolley  in  so  doing. 

To  reset  the  trolley  and  the  protector,  it  is 
only  necessary  10  exert  a  slight  pull  upward 
on  the  rope,  in  which  the  trolley  assists,  this 
rewinds  the  barrel  spring  and  the  retaining 
hook  catches  hold  of  the  pawl  automatically. 
The  switch  is  then  closed,  and  the  apparatus 
is  ready  to  proceed.     In  order  to  assure  the 

motorman  that  the  device  is  set,  or  to  warn  him  when  the  trolley  has 
left  the  wire,  the  opening  of  the  switch  also  closes  a  circuit  through 
a  battery  and  signal  bell,  which  will  continue  ringing  until  the 
trolley  is  re-set. 

It  is  claimed  for  this  device  that  it  will  not  be  tripped  by  jarring 
of  the  car;  that  it  operates  whether  the  motors  are  taking  current 
or  not;  that  it  is  impossible  for  a  circuit  to  be  made  unless  th; 
trolley  wheel  leaves  the  wire,  and  that  it  requires  the  minimum  of 
elTort  to  reset  it.  The  device  has  been  tested  for  some  time  on  the 
lines  of  the  LaFayette  Street  railway  and  has  worked  satisfactorily. 

The  maker  is  the  Hoffman-Powers  Co.,  LaFayette,  Ind. 


STRIKES  OF  THE  MONTH. 

January  uih  a  strike  of  the  motormcn  and  cimductors  nn  the 
Walerbury  division  of  the  Connecticut  Railway  &  Lighting  Co.  was 
declared.  About  100  men  were  involved  and  the  strike  was  caused 
on  account  of  the  discharge  of  a  motorman  who  was  president  of 
the  motorman's  union.  The  man  was  discharged  for  repeatedly 
leaving  his  car  at  the  suburlun  terminal  and  entering  a  saloon.  For 
several  weeks  the  service  was  badly  crippled  and  no  attempts  were 
made  to  run  cars  at  night.  Later,  men  were  secured  to  take  the 
strikers'  places  and  it  was  endeavored  to  resume  the  regular  sched- 
ules. This  increased  the  activity  of  the  strikers  and  their  sympa- 
thizers, and  on  the  night  of  January  Jist  serious  rioting  occurred. 
Cars  were  stoned  and  nonunion  crews  were  severely  handled; 
about  20  men  were  injured.  February  ist  14  companies  of  militia 
were  ordered  to  Walerbury  after  which  the  cars  were  run  for  some 
time  with  military  protection.  The  company  is  now  operating  its 
cars  on  regular  schedules  by  non-union  men  and  the  luilitia  has 
gradually  been  withdrawn.  Farly  in  the  strike  the  union  started 
omnibus  lines  in  opposition  to  some  of  the  car  lines. 

On  January  25th  the  conductors  and  molormen  of  the  Indiana 
Railway  Co.  inaugurated  a  strike  which  left  the  cities  of  South 
Bend,  Mishawaka,  Flkhart  and  Goshen  without  street  car  service. 
The  strike  was  brought  about  by  the  discharge  of  10  men  who  were 
officers  of  the  local  street  car  men's  union.  The  strikers  demanded 
a  nine-hour  schedule,  the  adjustment  of  grievances  by  arbitration, 
reinstatement  of  10  discharged  conductors  and  motormcn,  recogni- 
tion of  the  luiion  by  the  company,  and  an  increase  in  wages.  On 
February  3d  a  committee  of  the  prominent  citizens  of  the  cities 
affected  endeavored  lo  adjust  the  conditions  between  the  company 
and  the  men  but  no  settlement  of  the  trouble  could  be  made. 

A  strike  of  the  conductors  and  molormen  of  the  Montreal  Street 
Railway  Co.  was  commenced  on  February  ist  for  the  recognition 
of  the  molormen  and  conductor's  union,  an  increase  of  salary  and 
the  reinstatement  of  a  number  of  employes.  Within  two  hours 
after  the  strike  was  declared  a  car  was  wrecked  by  a  mob  and  the 
motorman  roughly  handled.  .Vnother  man  was  assaulted  and  prob- 
ably fatally  injured.  1  he  strike  was  terminated  on  the  night  of  the 
same  day,  the  company  conceding  most  of  the  demands  made  by  the 
employes  including  10  per  cent  advance  in  wages,  recognition  of 
the  union,  and  reinstatement  of  recently  discharged  men. 


PORTABLE  LAMP  GUARD  AND  HOLDER. 


The  portable  lamp  guard  and  holder  shown  in  the  accompanying 
illustration  is  manufactured  and  marketed  by  Porter  &  Berg,  dealers 
in  electric  railway  supplies,  Chicago.  It  is  made  after  their  own  de- 
sign and  is  something  that  can  be  used  to  great  advantage  by  electric 
railway  companies.  It  is  made  in  two  sizes,  suitable  to  take  either 
16  or  32  candle  power  lamps.  The  guard  is  very  strong  and  com- 
pact, yet  not  too  heavy  to  be  bandied  conveniently.  There  are  a 
good  many  places  in  and  around  car  barns,  pits,  store  rooms,  shops. 


PORT.Mil^K    L.\.Sli'   Hi.l.HtK, 

etc,  where  a  portable  light  would  be  very  convenient  and  for  tlu:> 
purpose  the  portable  holder  is  especially  adapted.  The  hook  at  the 
upper  end  of  the  guard  is  made  of  a  size  suitable  lo  be  attached  to 
aliTiost  any  foriu  of  support  and  by  this  means  a  man  using  it  can 
readily  find  a  temporary  place  for  it.  This  device  is  particularly 
recommended  for  soo^volt  work  for  the  reason  that  the  socket  is 
thoroughly  insulated  from  the  guard,  thus  obviating  any  trouble 
from  "grounds"  on  railway  circuits;  The  outfit  is  furnished  com- 
plete with  the  exception  of  the  incandescent  lamp  and  in  addition 
a  soft  rubber  socket  protector  is  supplied,  the  latter  serving  as  a 
protection  to  the  socket  when  used  in  exceptionally  moist  places. 


Fer  20,  1903.] 


STREET  RAILWAY  REVIEW. 


115 


ACCIDENTS. 


CLIMAX  FENCE  POSTS. 


A  head-on  collision  occurred  between  two  cars  of  the  Wilkes 
Barre  &  Wyoming  Traction  Co.  on  the  niglit  of  February  ist,  which 
is  attributed  to  a  dense  fog  which  prevailed.  The  collision  occurred 
near  Pittston  Junction  and  10  persons  were  more  or  less  seriously 
injured. 

Two  head-on  collisions  between  electric  cars  occurred  within  70 
minutes,  on  January  28th,  on  the  Clayton  division  of  the  St.  Louis 
Transit  Cos.  line.  The  first  wrecked  a  car  near  the  bridge  over 
the  River  des  Peres  on  the  single  track  line  and  three  men  were 
injured,  one  seriously.  The  other  collision  was  between  a  mail 
car  and  a  passenger  car  which  came  together  with  such  force  that 
the  front  ends  of  both  cars  were  demolished. 

A  car  of  the  Philadelphia  Rapid  Transit  Co.  was  wrecked  by  a 
locomotive  on  Jan.  31st  and  six  persons  wer  injured,  but  none 
seriously.  .\  locomotive  of  the  Reading  railroad  ran  out  of  the 
station  at  Third  and  Burke  Sts.  with  no  one  aboard,  but  with  its 
throttle  wide  open,  and  ran  at  high  speed  along  a  single  track  which 
was  but  seldom  used  and  where  no  watchman  was  stationed.  When 
the  motorman  saw  the  locomotive  he  had  no  time  to  act,  or  even 
to  jump.  The  car  was  struck  near  one  end,  turned  at  right  angles 
to  its  former  direction  and  was  thrown  over  on  its  side.  It  is 
thought  that  the  engine  was  started  by  some  mischievous  boy  who 
had  become  frightened  and  jumped  from  the  cab. 

A  collision  occurred  on  January  21st  between  an  Archer  Ave. 
car  of  the  Union  Traction  Co.  of  Chicago,  and  a  train  on  the  Chi- 
cago &  Western  Indiana  Ry.  The  accident  was  due  to  the  break- 
ing in  two  of  a  freight  train  north  of  Archer  Ave.  When  the  en- 
gine and  several  cars  had  passed  the  crew  of  the  electric  car  be- 
lieved the  track  to  be  clear  and  the  car  was  started  forward.  When 
it  reached  the  center  of  the  tracks  the  rear  part  of  the  broken  train 
came  into  collision  with  the  car.  The  motorman  was  fatally  in- 
jured and  several  of  the  passengers  w'ere  hurt,  but  none  seriously. 

On  January  19th  a  collision  occurred  in  Columbus,  O.,  between 
a  train  on  the  Toledo  &  Ohio  Central  Ry.  and  a  Leonard  Ave.  trol- 
ley car.  Just  as  the  motorman  started  to  make  the  crossing  it  is 
claimed  the  gateman  started  to  lower  the  gates  and  to  ring  the 
danger  signal.  The  gates  struck  on  top  of  the  car  near  the  rear 
vestibule,  and  as  the  car  approached  the  tracks  an  engine  backed 
down  and  struck  the  car,  forcing  it  off  the  tracks  and  breaking 
both  of  the  sills.  It  was  claimed  that  the  watchman  did  not  attempt 
to  lower  the  gates  until  after  the  car  had  passed  onto  the  tracks  and 
the  marks  of  the  gate  on  the  roof  of  the  car  about  3  ft.  from  the 
rear  end  substantiate  this  claim.  It  is  also  said  that  the  engine  car- 
ried no  lights  and  the  conductor  of  the  car  was  unable  to  sec  it 
approaching. 

A  motorman  on  a  car  of  the  F.ddy  &  Fulton  St.  line,  of  San 
Francisco,  Cal.,  lost  control  of  his  car  while  descending  a  steep 
grade  and  as  the  car  entered  a  curve 
it  jumped  the  tracks  and  threw  sev- 
eral passengers  to  the  street,  seven  of 
whom  were  painfully  but  not  seri- 
ously hurt  The  conductor  of  the 
derailed  car  claims  that  the  motor- 
man  ran  his  car  down  the  grade  at 
an  unnecessarily  high  rate  of  speed. 
The  brakes  of  the  car  were  found  to 
be  in  perfect  order. 

♦  ■  » 

The  Congo  State  Railway  author- 
ities, whose  headquarters  are  in  Brus- 
sels, are  alx)ut  to  invite  estimates  for 
supplying  30  electric  locomotives  and 
a  large  electrical  installation. 


1  ho   u.se  of   wire   fences   for  enclosing  private  rights  of   way   for 
suburban  electric  lines  and  other  railways  is  now  very  general  and 

the      accompanying      illustrations 

show   some   new   styles   of    fence 

posts  which  have  been  put  on  the 
market  by  the  Climax  Fence  Post 
Co.  These  posts  are  particularly 
suited  for  railroad  right  of  way 
fences,  farm  land  fences,  railroad 
signal  posts,  city  sign  posts,  etc., 
and  are  made  in  several  styles  for 
corner,  end,  line  and  ornamental 
posts.  They  are  made  in  any 
height  required,  of  steel  angles 
which  are  cemented  in  the  base. 
The  base  is  made  of  vitrified  shale 
clay.  The  angles  above  the  base 
are  punched  for  any  kind  of  fence 
wire  desired.  Fences  of  this  con- 
struction present  an  extremely 
neat  and  attractive  appearance  and 
are  rapidly  coming  into  general 
use  for  interurban  and  suburban 
electric  railways  operating  upon 
private  rights  of  way. 


In    view    of    the    fact    that    the 
power  house  of  the  new  Muncie 
(Ind.),    Hartford    City    &    Fort 
Wayne  Railway  Co.  is  located  at 
Eaton,  it  is  now  proposed  to  run 
a  branch  line  from  tlie  latter  town 
to  Albany,  Selma,  Parker  City  and 
Winchester.     A  part  of  the  riglit- 
of-way  to  Albany  has  already  been 
secured.      Work    on   the    Muncie- 
Hartford  City  company's  line,  con- 
necting Muncie,  Hartford  City  and  Montpelier,  was  well  under  way 
the  latter  part  of  January,  and  it  was  expected  that  the  road  would 
he  put  in  operation  .some  time  during  the  present  month. 


CLIMAX- 


GORE  TRACK  DRILL. 


'I'he  Ludlow  Supply  Co.,  of  Cleveland,  O.,  wliich  has  for  some 
lime  been  handling  the  Gore  track  drill  mounted  upon  a  carriage 
of  its  own  manufacture,  has  now  made  arrangcmcnis  whereby  it 
will   in   future  manufacture  these  drills.     The  company  has   made 


The  Berkshire  Street  Railway  Co., 
of  Pittsficid,   Mass.,   recently  started  ■-_.. 

a  through  car  schedule  from  Great 
Barrington  and  Pittsficid  to  North 
Adams.  It  is  reported  that  the  road 
is  to  be  extended  to  Canaan,  Conn. 

The  company  recently  received  several  new  combination  passenger 
and  baggage  cars. 


I'OKI-;  TRACK   IlKII.I,  ON  (  AKKIA(;K. 

several   iniprovenienls  in  them   ncrrilly   which   will   \ir  seen   by   icf- 
ercnce  to  the  accompanying  illustralion.     The   driving   wheels  have: 


IK) 


STREET  RAILWAY  REVIEW. 


I  Vol.  XI II,  No.  2 


ln.-1'ii  raiM.'<l  4'j  in.,  briiiijiiiK  llicm  to  a  iiiorv  natural  puMtiun  for 
liirniiif!  and  llic  small  crank  on  tliv  raising  and  lowering  shaft  lias 
l>crn  replaced  with  a  tj-iu.  whvt'l,  making  it  ninch  easier  lo  raise 
and  lower.  .\  ratchet  wheel  and  clamps  for  holding  the  rail  while 
drilling  have  also  lieen  added.  In  recent  tests,  nsing  a  new  bit,  a 
hole  was  drilled  in  Jb  seconds  and  each  of  the  first  lO  holes  in  less 
than  one  niinnle,  with  two  men  turning  and  ime  man  feeding.  By 
inserting  a  new  hit  fre(|nently  this  average  can  be  maintained.  The 
carriage  rides  on  the  rails,  allowing  the  drill  to  be  moved  rapidly. 
The  company  recently  eqnipped  one  of  its  drills  with  a  Vt-h.  p. 
electric  motor  connected  hy  bell  to  one  of  the  driving  wheels.  This 
arrangement  gave  entire  .satisfaction,  the  motor  maintaining  a  speed 
equal  to  that  when  operated  by  two  men,  and  but  one  man  is  re- 
quired to  operate  the  drill. 

♦»» 

THE  MARTIN  ROCKING  GRATE. 


Ihc  accompanyiiin  lllll^t^ations  show  the  tire  grate  nianufactureil 
by  the  Martin  Grate  Co..  No.  j8  Plymouth  Court,  Chicago.  Fig.  i 
is  one  of  the  bars  in  detail  and  I'ig.  2  shows  the  appearance  of  the 
assembled  grate.  It  will  be  noted  that  the  bar  extends  lengthwise 
of  the  firelw.N.  an  arrangement  which,  in  connection  with  the  design 
of  the  bar  itself,  is  intended  to  facilitate  the  use  of  slice  bar  and  hoe. 
The  bar  is  I'j  in.  in  width  and  s'/2  in  depth.    There  are  interlocking 


Slime  iif  the  claims  made  by  the  manufacturers  for  this  grate  are: 
very  reasonable  first  cost,  remarkable  durability,  fuel  economy,  and 
great  ease  of  installation,  o|H-rali(in  and  repair.  And  these  claims 
are  substantiated  by  testimony  from  a  great  many  of  the  largest 
steam  plants  in  the  west. 

BARRETT  JACKS  AT  PITTSBURG. 


The  Pittsburg  Kailways  Co.  controlling  all  the  street  railway 
lines  in  Pittsburg,  .MIegheny  and  the  adjacent  towns  has  placed  an 
order  with  the  Duff  Mantifacluring  Co.,  of  Pittsburg,  Pa.,  to  equip 
each  of  its  cars  with  a  No.  2  Barrett  jack.  Almut  a  year  ago  the 
company  tried  the  experiment  of  equipping  every  third  or  fourth 
car  with  a  jack  and  the  result  has  been  so  satisfactory  that  the  cars 
are  all  lo  be  so  equipped.  Several  prominent  street  railway  com- 
panies in  this  country  are  considering  the  .idoption  of  this  plan  as 
there  seems  to  he  many  advantages  in  providing  each  car  with  a 
jack  to  be  used  in  case  of  emergency.  They  are  freepiently  of  serv- 
ice in  removing  wagons  that  are  broken  down  on  the  tracks,  thereby 
avoiding  much  annoyance  and  delay.  In  some  places  the  law  re- 
quires that  a  jack  should  tie  carried  on  each  car.  Such  a  law  is  in 
force  in  Cape  Town,  South  .\frica,  and  the  equipment  for  this  road 
was  furnished  by  the  DufT  Manufacturing  Co.  about  a  year  and  a 
half  ago. 


CffilLDUl 

Fit;.  I.    DET.MI.  Ill'  (;k.\TK  b.\k. 

fingers  im  the  bars,  the  spaces  between  llutn  arc  small  and  llic  bars 
all  rock  in  the  same  direction  at  the  same  time.  With  these  condi- 
tions, the  act  of  shaking  does  not  allow  clinker  lo  drop  down  and 
clog  the  grate. 

This  grate  bar  may  be  classed  among  the  heaviest  on  Uic  market. 
though  the  heavy  part  is  a  considerable  distance  below  the  fire  line, 
with  a  free  circulation  of  air  between;  thus  providing  against  over- 
heating. It  will  be  noticed  that  the  top  of  the  bar  is  slotted  near 
each  end  to  allow  for  expansion  and  conlmction.  To  this  slot,  is 
said  lo  be  due,  the  long  life  of  the  bar. 

The  bars  rest  with  a  wedge-shaped  bearing  on  the  supporting 
bars,  making  the  operation  of  the  grate  extremely  easy.     It  is  said 


PITTSBURG,  McKEESPORT  &  CONNELLSVILLE 
RAILWAY  CO. 


The  Pittsburg.  McKeesport  &  Connellsville  Railway  Co.  an- 
nounces that  its  main  offices,  and  the  offices  of  all  its  affiliated  light- 
ing companies,  will  be  located  in  the  Title  &  Trust  lildg.,  Connells- 
ville, Pa.  The  new  plant  of  the  railway  company,  which  cost  in 
llic  ncighborhod  of  $1,000,000,  will  be  put  into  operation  within  the 
next  io  days,  and  power  from  this  plant  will  be  delivered  to  all 
parts  of  the  system  as  soon  as  the  high  tension  lines  are  com- 
pleted. The  remaining  links  in  the  railway  system  arc  being  rapidly 
closed  up  and  the  last  of  the  bridges  are  Iwing  erected  so  that  the 
entire  road,  with  the  exception  of  the  extensions  which  are  to  be 
built  this  summer,  will  be  in  operation  in  the  near  future.  The 
company  has  recently  completed  a  new  system  of  shops  at  Connells- 
ville and  is  in  the  market  for  the  equipment  of  machinery  for  these 

shops. 

♦  •  » 

NOTICE  OF  REMOVAL. 


PH..  2.     .\SSEMliLEl)  (IKATK. 

ihat  very  little  effort  is  required  lo  shake  a  grate  of  60  sq.  ft.  in  area. 

Ordinarily  the  air  space  for  draft  is  about  fifty  per  cent  of  the 
grate  area,  but  it  can  be  changed  in  a  few  minutes  by  changing  the 
position  of  the  bars. 

While  the  grate  would  seem  lo  be  very  satisfactory  with  any  kind 
of  fuel,  it  is  especially  adapted  lo  use  where  screenings  or  slack  is 
burned. 


I  Ik  Slanilard  Pole  &    1  ie  Co.  has  removed  its  offices  to  the  Vene- 
zuela Building,  numbers  133-5-"  Front  St.,  New  York  City,  a  change 

rendered  necessary  by  the  increased 
business  of  the  company  and  the 
consequent  enlargement  of  its  office 
force.  The  company  is  doing  a  large 
pole  and  tie  business,  and  with  its  en- 
larged Southern  yards,  and  its  in- 
creased facilities  in  all  departments,  is 
covering  a  wide  field  Ihrougboul  the 
Middle  West. 

.•\t   Brooksville,   Fla.,  the  company 
owns    extensive     tracts     of    Florida 
heart   pine  limber   land  on   which   it 
has  erected   and  is  now  operating  a 
sawmill  and  two  large  crossarm  mills. 
The    crossarms    turned    out    at    this 
point  are  of  the  best  quality  of  long 
leaf  yellow  pine,  and  it  is  the  com- 
pany's policy  lo  subject  them  to  se- 
vere   tests   before    shipment,   so   the 
arms   will   stand   the  most  rigid  ex- 
amination and  give  entire  satisfaction.     The  aim  of  the  company  is 
lo  please  its  customers  at  all  limes,  and  all  orders  sent  to  the  New 
York  office  will  receive  attention  and  be  satisfactorily  filled. 


The  Urbana  (Ohio)  Bellefonlainc  &  Northern  Traclion  Co.  re- 
cently received  the  first  consignment  of  rails  for  the  road  in  Cham- 
paign  County,   O. 


Fee.  20,  1903,] 


STREET  RAILWAY  REVIEW. 


117 


A  NEW  STREET  CAR  FENDER. 


FOND  DU  LAC-OSHKOSH  ROAD  OPENED. 


For  several  weeks  the  Cleveland  City  Railway  Co.  has  been  mak- 
ing a  practical  test  of  the  "Eclipse"  fender  which  is  the  invention  of 
Mr.  Benjamin  Lev,  of  Cleveland.  It  is  claimed  for  the  "Eclipse" 
that  it  will  pick  up  a  person  absohitcly  without  injury  even  when  the 
car  is  moving  rapidly,  and  the  confidence  of  the  inventor  in  the  per- 
fection of  the  device  has  resulted  in  a  number  of  tests  that  to  the 
onlookers  must  have  been  extremely  startling.  One  such  object 
lesson  is  thus  described  by  an  eye-witness :  "Mr.  Lev  stepped  out 
on  the  track  as  the  car  came  down  grade  at  a  speed  of  about  12 
miles  per  hour,  and  was  struck  by  the  fender  which  operates  per- 


ECLIPSE  CAR  FENDER. 

fcclly.  The  hollow  rubber  cylinder  which  extends  across  the  front 
of  the  fender  struck  him  about  the  ankles,  the  force  of  the  impact 
causing  him  to  fall  backwards  into  the  fender  whicli  held  him  se- 
curely. The  car  was  stopped  as  quickly  as  possible  and  Mr.  Lev 
released  from  the  fender  and  was  found  to  be  entirely  uninjured 
and  none  the  worse  for  the  experience.  He  had  taken  no  precautions 
whatever  in  way  of  protecting  his  person  by  padding  or  otherwise, 
but  was  dressed  in  ordinary  street  clothes.  The  street  railway 
people  present  were  apparently  well  pleased  with  the  result  of  the 
test." 

The  fender  is  made  by  the  Eclipse  Car  Fender  Co.  of  Cleveland. 
The  construction  is  very  simple;  a  platform  or  fender  of  band  iron 
latticed  together  stands  at  an  angle  of  about  45  degrees,  and  is 
pivoted  near  the  front.  At  the  lower  end  of  the  fender  is  a  hollow 
rubber  cylinder,  which  strikes  about  the  ankles  of  any  person  stand- 
ing on  the  track,  taking  the  force  of  the  blow ;  the  force  of  the  fall 
is  taken  up  by  the  body  striking  the  inclined  fender,  which  at  once 
tips  back  with  the  weight  and  holds  the  person  as  if  cau^it  in  a 
basket.  A  flexible  screen  at  the  back  prevents  any  injury  from  strik- 
ing the  front  of  the  car. 


AIR  BRAKES  FOR  NEW  YORK  SUBWAY. 


'I  he  Intcrborough  Rapid  Transit  Co.,  of  New  York,  has  recently 
awarded  contracts  to  the  Westinghouse  Air  Brake  Co.,  of  Pitts- 
burg, for  the  air  brake  apparatus  proper,  such  as  engine  valves, 
triple  valves,  brake  cylinders,  piping,  etc.,  for  all  the  500  cars  con- 
stituting the  first  installment  of  rolling  stock  for  use  in  the  sub- 
way. The  Christcnscn  Engineering  Co.,  of  Milwaukee,  will  supply 
the  compressors,  governors,  etc..  for  the  equipments. 

WESTERN  PENNSYLVANIA  INTERURBAN. 


Plans  arc  under  consideration  for  an  inlcruriian  electric  railway 
nystcm  which  shall  serve  the  coke  region  between  the  Allegheny  and 
Monongahcia  Rivers,  the  territory  being  tributary  to  Pittsburg.  The 
Pitlsburg,  .McKccsport  &  Conncllsvillc  and  Grccnburg,  Jeancttc  & 
Pittsburg,  together  with  the  line  now  building  from  Conncllsvillc  to 
fjreeiiburg  will  form  the  main  part  of  the  system,  branches  being 
bnilt  to  other  towns  as  the  conditions  may  require. 


I'hc  Fond  du  Lac  &  Oshkosh  Electric  Ry.  was  formally  opened 
on  January  28th,  the  ceremonies  being  participated  in  by  the  officials 
of  the  railway  and  of  the  Columbia  Construction  Co.,  and.  a  num- 
ber of  invited  guests  from  the  cities  along  the  line.  The  guests 
were  taken  to  Fond  du  Lac  on  the  interurban  car  "Oshkosh"  where 
a  luncheon  was  served.  Alter  the  luncheon  the  guests  again  em- 
barked on  the  two  interurban  cars,  "Oshkosh"  and  "Fond  du  Lac," 
which  reached  Oshkosh  about  six  o'clock.  After  making  a  tour 
of  the  city  and  inspecting  the  public  buildings  the  party  was  taken 
to  Athern  Hotel  where  a  dinner  was  served.  Congratulatory 
speeches  were  made  by  the  mayors  of  Fond  du  Lac  and  of  Osh- 
kosh and  other  prominent  visitors. 

The  new  road  is  I9,'4  miles  long  and  runs  through  a  private 
right  of  way  50  ft.  wide.  The  track  is  laid  with  70-lb.  T-rails 
in  60-ft.  lengths  and  is  to  be  ballasted  with  18  in.  of  gravel.  The 
overhead  work  is  of  span  construction  and  there  are  two  figures-8 
trolley  wires.  The  rolling  stock  comprises  four  passenger  cars  and 
one  McGuire  rotary  snow  plow.  The  cars  are  double  truck,  with 
vcslilniles.  and  contain  modern  facilities  such  as  lavatories  with 
hut  ami  ciilil  water,  smoking  compartments,  etc.  The  power  for 
the  road  is  suiiplicd  liy  the  Fond  du  Lac  Street  Railway  &  Light  Co. 

HOW  TO  CLEAN  TRACK. 


One   of   Ihc   Manchester    fN.    II.)    .Street    Railway   Go's,    waiting 
Mai.'ons  wa»  destroyed  by  fire  on  January  Z3d. 


The  importance  of  maintaining  clean  track  and  clean  streets  in 
which  street  railways  operate  has  now  become  very  generally 
understood  by  street  railway  managers,  not  only  on  account  of  the 
saving  in  current  which  is  accomplished  by  keeping  dirt  and  sand 
from  the  rails,  but  also  on  account  of  the  additional  comfort  to 
passengers  and  the  consequent  increase  in  the  traffic  which  fol- 
lows. For  cleaning  streets  and  tracks  both  pneumatic  sprinklers 
and  snow  sweepers  have  been  found  very  effective,  and  the  Mc- 
Guire Manufacturing  Co.,  of  Chicago,  states  that  the  inquiries  for 
pneumatic  sprinklers  which  have  been  received  during  the  winter 
months  is  significant  of  the  preparations  which  are  being  made  by 
street  railway  companies  to  clean  the  streets. 

The  company  manufactures  pneumatic  sprinklers  mounted  on 
both  single  and  double  truck  cars,  the  former  being  made  in  three 
sizes,  25,000,  30,000  and  35,000  gallons,  and  the  double  truck  sprink- 
ler being  made  in  capacities  of  40,000  and  50,000  gallons.  The 
greatest  demand  now  is  for  sprinklers  which  will  cover  the  entire 
width  of  the  street,  and  these  machines  are  made  to  spread  over  a 
maximum  width  of  50  ft.  on  each  side,  or  100  ft.  over  all. 

These  pneumatic  sprinklers  arc  made  with  a  heavy  steel  tank 
which  contains  a  partition,  on  one  side  of  which  is  the  water  stor- 
age and  on  the  other  side  the  compressed  air  storage  for  maintain- 
ing the  pressure  on  the  water.  The  air  reservoir  is  maintained  at 
the  proper  pressure  by  means  of  an  independent  motor-driven  air 
compressor,  and,  if  desired,  motor  driven  centrifugal  pumps  are 
installed  on  the  sprinkler  for  filling  the  tanks  where  there  is  no  city 
water  supply.  In  addition  to  the  regular  sprinkling  head  this  com- 
pany provides  an  auxiliary  nozzle  called  a  track  flusher,  which 
throws  a  separate  stream  of  water  directly  upon  the  track  rails  .so 
as  to  thoroughly  clean  them.  The  amount  of  water  to  be  used  is 
regulated  by  a  lever  controlled  by  the  motorman,  and  in  order  to 
avoid  wetting  passing  vehicles  and  pedestrians  a  device  is  provided 
for  cutting  off  the  water  instantly  by  means  of  a  spring  actuated 
switch  operated  by  the  motoman's  foot. 

The  company  has  received  a  number  of  orders  for  this  machine 
from  the  Richmond  Railway  &  Electric  Co.,  of  Staten  Island;  the 
Norfolk  Railway  &  Light  Co.,  of  Norfolk,  Va.;  the  Cleveland  City 
liailway  Co.,  Cleveland,  O.,  and  other  companies.  The  sales  of 
snow  sweepers  in  localities  where  there  is  little  or  no  snow  have 
also  been  numerous  recently  and  point  to  the  increasing  use  of 
sweepers  for  cleaning  tracks  of  dirt  and  sand. 

The  litigation  between  the  city  of  Monlrcal  and  the  Montreal 
Street  Railway  Co.,  in  regard  to  whether  the  ronip.iny  shall  pay 
lo  the  cily  a  percentage  of  Ihc  earnings  of  that  portion  of  its  track 
nol  inchiiUd  in  (he  cily  limits,  has  been  decided  in  favor  of  the 
company  by  the  Court  of  Appeal,  this  coiul  affiiiiiiiig  llic  judgment 
of  the  Superior  Court. 


118 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  2- 


FINANCIAL. 


SOL- 1  II   SIDK  ELEVATED,  CHICAGO. 

riic  linaiuial  Matriiunt  >tiliniitted  at  tlif  aiimial  im-cliiiK  iif  llic 
SmilM  Siili-  I-llivntfil  Kailriia<l  ^llo^v^■ll  a  coiuiiuialioii  of  llic  steady 
heavy  Rrowlli  which  the  road  has  enjoyed  for  several  years.  The 
siirphis  for  the  year  ig02  was  $i78.f>.ii  aKainst  a  siirpUis  of  $IJ5.- 
5(16  ill  iqoi.  There  was  an  increase  of  S.i)5  per  cent  in  the  niiniher 
of  passenuers  carried  over  tliat  of  tlie  previous  year  and  the  cost  of 
condiictinf;  transportation  anionnted  to  nearly  1.J7  cents  per  passen- 
ger carried,  against  i.37  cents  for  the  year  licfore.  The  figures  for 
last  year,  vsith  comparison  with  those  of  1901.  are  as  follows: 

Kaniing.s—  iqo2.  1901. 

Passenger     $i.4.1.1.8j8        $i,.ii6.009 

Other  earnings   4><.4"t>  4.i.fo'> 

Miscellaneous    I.5.?"  .i7'' 

Gross  earnings    .  ?i.4K,v84.^        $  1  ..?().>.2,?  1 

E.\petises — 

Maintenance  of  way  aiul  structure $      57.44-         $      "4.4y'* 

Maintenance  of  e<|uipinent    107.145  105.279 

Conducting  transixirtation  .VM.".!''  3<>l,6tQ 

General  expenses   MO.O.s''  141,201 

Loop  rental  and  expenses 1S3.057  162,360 

Total  expenses   $    862,.?.i8        $   844.060 

Net  earnings   621,505  5'7.27i 

Deduct  interest  on  bonds 33.750  3.1.750 

Deduct  dividends  on  capital  stock 409.'-4  357.955 

Surplus    ?    178.631         $    125,566 


L.\KE   STREET  ELEVATED.  CHICAGO. 

The  financial  report  of  the  Lake  Street  Elevated  for  the  year  11)02 
showed  a  deficit  of  $26,915  for  the  year  as  again.st  a  surplus  of 
$6,204  ill  '901.  This  was  dire  to  the  increase  in  the  items  of  labor, 
costs  and  taxes,  and  an  increase  of  $.13,943  in  labor  alone  more  than 
equalled  the  deficit.  The  comparative  statement  of  the  earnings, 
operating  expenses  and  net  earnings  for  the  past  two  years  arc  as 
follows: 

1902.  1901. 

Total  earnings $815,284        $786,462 

Operating  expenses    4.10.291  388.799 

Net  earnings  $384,992        $397,662 

Oprating   ratio    52.78  49.43 

Total  passengers  carried 15,849,411     I5.394,0.l8 

Daily  average  43-423  42>>75 

The  following  are  the  profit  and  loss  .iccounts  of  the  last  two  years 
compared : 

1902.  liX>I- 

'To  cost  of  operation   . .   $430,291  '      $3,S8.7()9 

To  taxes  reserved  24.235  1 4,856 

To  interest  on  floating  debt  and  trust  notes 64,793  56,248 

To   interest    on    first-mortgage   Ixinds   outstand- 
ing (including  interest  accruing  Jan.  i,  1903)   236,726  17.261 

To  interest  on  debenture  Ixjnds  outstanding 218.355 

To  rental  of  leased  roads 84,384  82,970 

To  mileage  tax,  reserved 1.767  1.767 

To  surplus  for  year 6,204 

Totals    $842,uw        $78<),46j 

By  passenger  earnings  $796,621         $767,795 

By  miscellaneous  income : 
.Advertising  and  news  privileges,  etc.  18.662  18,666 

Deficit   26.91;  

Totals   $842,199        $786,462 

At  the  annual  meeting  an  organization  committee  was  appointed 
consisting  of  David  R.  Forgan,  II.  N.  Iliginbolham,  H,  .\.  Ilaugan. 
Cory  E.  Robinson  and  Thomas  Tcmpleton,  which  is  to  devise  a  plan 
of  reorganization  and  report  to  the  stockholders  on  March  2d. 


84.676 

'58.793 

$1,100,863 

$    310,135 

/'    26.748 

31.315 

28.993 

22,268 

267,578 

,38.565 

52,821 

.■      3.887 

$  376.140 

•  $     88,261 

72*723 

221,874 

101. (>35 

I.5.I.W 

78,580 

7.729 

NORTHWESTERN  ELEV.ATED.  CHICAGO, 
The  report  of  the  Northwestern  Elevated  Railroad  for  the  year 
1902  showed  3.H  per  cent  earned  on  the  preferred  stock  after  $36,- 
000  in  cash  had  been  set  aside  out  of  earnings  for  the  maintenance 
reserve,  after  heavy  charges  had  been  made  against  earnings  for 
maintenance  of  equipment  and  after  the  cost  of  important  improve- 
ments for  the  loop  division  had  been  deducted   from  the  year's  in- 


come. These  extraordinary  items  amounted  to  over  I  per  cent  on 
the  preferred  slock.  The  gross  earnings  of  the  Northwestern  Ele- 
vateil  proper,  for  the  year  increased  15  per  cent  and  the  earnings  of 
the  Union  Elevated,  now  owned  by  the  Northwestern,  increased 
nearly  12  per  cent.  The  Northwestern  now  has  $51,000  in  a  cash 
reserve  fund  for  maintenance  of  way  and  structures.  The  figures 
for  the  year  with  a  cmnparison  for  those  of  iqoi  arc  as  follows: 

learnings —  1902  1901.  Increase. 

Trom   passengers  $i.ifi7.52>)        $1,016,187        $    151.342 

Other,  including  Loop  ml 243.46<> 

Total    $1,410,1)98 

l''xpenses — 
.Maintenance  way  a      58,063 

.Mainlenance  e(iuipmeiit 51,261 

Conducting   Iran'pnrlaliuM  .      306,143 

tieiieral    48,934 

Total    .  5   4f>4,40i 

Net  earning-  946.597 

Charges — 
Loop  rent   .  1 16.774 

Taxes 86..i09 

Hond   interest    554.09'  385,220    •        168,871 

Total    $    757.'74         $    565.435        $    I9'.739 

Surplus    '89.423  159.287  30.'.?6 

II Includes  $36,coo  set  aside  in  monthly  installments  in  cash  for 
mainlenance  reserve. 

/'Includes  $15,000  set  aside  in  monthly  installments  in  cash  for 
mainlenance  reserve. 

("Decrease.  

BROOKLYN   RAPID   TRANSIT  CO. 
The  comparative  statement  for  the  months  of  December.  1902,  and 
1901,  for  all  the  underlying  companies  of  the  Brooklyn  Rapid  Transit 
system  was  as  follows : 

1902.  1901.  Increase. 

♦Miles  operated  (single  track).  488.1  489.3 

Gross  earnings   $1,076,192        $1,038,158        $     38,034 

Operating  expenses  655.896  686,622  •*30,726 

Net  earnings  from  operation...      420,296  35',535  68,760 

While  this  showing  is  not  equal  to  that  of  the  previous  months, 
il  shows  substantial  gains  in  both  the  gross  and  net  earnings. and  a 
fair  reduction  in  operating  expenses.  The  figures  for  the  last  six 
months  of  1902  are  as  follows: 

Gross  earnings    $6,832,369        $6,513,239        $   323,130 

Operating  expenses   3.785. '75  4.083.729         **298,SS3 

Net  earnings  from  operation...   3,051,194  2.429.510  621,684 

*  Includes  leased  railroad  of  New  York  &  Brooklyn  Bridge  2.6 
miles  and  trackage  rights  over  Coney  Island  &  Brooklyn  Bridge 
Railroad  2.4  miles. 

*•  Decrease.  

INTERNATIONAL  RAILWAY  CO.,  BUFFALO.  N.  Y. 
The   income   account    for   the   International    Railway   Co.    for   the 
month  of  December,    1902,  with  a  comparison   for   December,    1901, 
is  as  follows:  1901.  1902.  Increase. 

Gross  earnings    $732,376.73        $904.'7i-3'         $'71.79458 

Operating  expcn.ses  (exclud- 
ing taxes)    378,044.40  492.990.62  1 14,946.22 

Net   earnings 354.3.P.33  411.180.69  56,848.36 

I'ixed  charges   386,489.25  390.134.40  3.64515 

Net  income  32.156.92  21.046.2f)  53.203.21 

.\et  income,  July  l«t  to  date.     (19.839.35  149.480  19  70.640.84 

Operating    ratio     (exclusive 

of    taxes)    st.6  54.5 

'The  figures  for  the  quarter  ending  Deceml)er  31st,  with  compari- 
son of  previous  ye.ir  are  as  follows: 

1901.  1902.  Incrca.-c. 

Gross  earnings    $270,650.97        $309.8/1.35        $39.229..38 

Operating   expenses    (exclud- 
ing  taxes)    174,823.91  169.957.32  4.8r)6.59 

Net  earnings  95,827.06  139.914.03  44.0S6.97 

I'ixed  charges  128,241.23  132,822.26  4..S81.01J 

Net   income    ,v,4'4.'7  7,09'-77  .19..505.5 

Xel  incumc,  July   l.st  to  dale.     74.729.93  l49.48o.I9  74-7.=' 

Ol>erating  ratio   (exclusive  of 
taxes)     .  . .  64.6  54.8 


FeR   20.    1903.] 


STREET  RAILWAY  REVIEW 


119 


THE  TWIN  CITY  RAPID  TRANSIT  CO. 

The  financial  statement  of  tlie  Twin  City  Rapid  Transit  Co.  fur 
Decenilwr  and   for  tlie  year   1902   sliows  a   remarkable   increase   in 

the  operating  e.xpenses  for  December  which  was  over  32  per  cent, 

as  against  an  increase  In  the  company's  traffic  of  about  I2'/S  per  cent. 
The  figures  are  as  follows : 

For  December,  1902 — 

iy02.             1901.  Increase. 

Gross   earnings    ...            $3.?  1331         $294,341  $36,990 

Operating  expenses   151.456          n4.io(>  37,350 

Net  earnings   179.^75           180,235  '.^fio 

Interest,  dividends  and  taxes 78,018            64.450  I3.6()8 

Surplus    101.857           115.885  "14.028 

Fur  the  year  1902 — 

1902.                  1901.  Increase. 

Gross  earnings   $3.612,21 1        $3,1/3.976  $438,235 

Operating   expenses    1.630,170          1.415.452  214,718 

Net   earnings    1.982,041           1.758.524  223,517 

Interest,  didivends  and  taxes....      921,718             876,638  45,o8o 

Surplus     1,060,323             881,886  178,477 

*  Decrease. 


TORONTO  RAILWAY  CO. 

The  financial  report  of  the  Toronto  Railway  Co.  for  the  year  end- 
ing Dec.  31,  1902,  with  comparisons  with  the  previous  year  has  been 
issued  as  follows : 

igo2.  1901. 

Gross  earnings    $1,834,908.37        $1,661,017.50 

Operating    expenses    1.015.361.32  857.612.10 

Net   earnings    819.547.05  803.405.40 

Passengers   carried    44,437.678  39.848,087 

Operating  ratio    55,3  51.6 

That  the  statement  does  not  show  a  higher  net  reveinie  is  ex- 
plained by  the  higher  prices  paid  for  materials  for  maintenance  and 
repairs,  by  the  abnormally  high  price  of  coal,  a  large  increase  in 
employes'  wages  and  a  large  expense  in  detecting  and  punishing 
systematic  thieving  which  was  depriving  the  company  of  a  portion 
of  its  revenue.  The  directors  have  set  aside  $75,000  from  the  sur- 
plus to  the  credit  of  a  contingent  account  to  provide  against  heavy 
or  special  renewals,  etc. 


MONTREAL  STREET  RY. 

The  earnings  for  the  month  of  December,  1902,  and  for  the  last 
three  months  of  the  year  1902  with  the  increase  over  the  .same 
periods  for  the  previous  year  are  shown  in  the  following  tables : 

Dec.  1902.  Increase. 

Passenger  earnings  $173,041.83  $i6.,3.30.78 

Miscellaneous  earnings                                          4,325.47  2,840.78 

Total   earnings    I77,.l67..^0  19,171.56 

Operating   expenses    113.917.48  8.310.63 

Net  earnings 63,449.82  10,860.93 

Fixed  charges   17,405.56  2.220.43 

Surplus    4,044.26  8,640.50 

Operating  ratio   65.83 

For  the  quarter  ending  December,  1902 — 

1902.  Increase. 

Passenger  earnings    $523,.3o8..?2  $48,855.06 

Miscellaneous  earnings    8,.336.95  3.621.05 

Total   earnings    _ .531,645.27  52,476.11 

OjK-rating  expenses   313.964.85  26.657.74 

Net   earnings   „  .  217,680.42  25,818.37 

Fixed   charges 49.473-77  4.9.37  71 

Surplus    168,206.65  20,880.66 

Opfrating   ratio    60.00        


CINCINNATI,  DAYTON  &  TOLEDO  TRACTION  CO. 

The  statement  of  earnings  of  the  Cincinnati,  Dayton  &  Toledo 
Traction  Co.  for  the  month  of  December,  1902,  compared  with  De- 
remljcr,  igoi,  and  for  the  seven  months  ending  December  31,  1902, 
arc  shown  in  the  following  tables.  The  operating  expenses  inclu<lc 
an  accident  appropriation  equal  to  2  per  cent  of  the  gross  receipts 
aiirl  all  charges  for  taxes  ami  interest : 


For  month  eiuling  Dec.  31.   1902 — 

1902.  I 

Total   gross  earnings    $36,452.32  $31, 

Operating  expenses    21.376.93  17, 

Net  earnings   15.075-39  U. 

Deductions  from  income   15,952.24  16, 

Deficit    876.85  3. 

For  the  seven  months  ending  December  31,  igo2. 

Total   gross   earnings    $302, 

Operating  expenses    155. 

Net  earnings   146, 

Deductions  from   income    113, 

Net   income    32, 


cjoi- 
1 17.1 1 
925-79 
191-32 

.455-46 
.264.14 

,668.46 
.951-18 
,717-28 
,859.85 
.857-43 


I'UHl'.LO  &  .SUl'.URBAN  TRACTION  &  LIGIITING  CO. 
The  comparative  statement  of  earnings  of  the  Pueblo  &  Suburban 
Traction  &  Lighting   Co.   for   the  months   of   December,    1902,  and 
1901,  is  as  follows; 

1902.  1901. 

Gross   earnings    $40,583        $26,780 

Operating   expenses 20,249  13.501 

Interest,  etc 1 1.249  4,05^* 

Net  earnings   9,085  9,229 


PHILADELPHIA  CO.,  PITTSBURG,  PA. 
The  Philadelphia  Traction  Co.  has  completed  its  first  calendar 
year  since  the  Consolidated  Traction  Co.  was  taken  over  and  the  re- 
sults are  entirely  satisfactory.  The  gross  earnings  of  the  property 
increased  $1,605,929,  or  nearly  14  per  cent.  There  is  $28,953,000 
common  slock  outstanding  so  that  the  $2,450,564  earned  over  the 
previous  dividend  is  equal  to  nearly  &'/2  per  cent  on  its  stock.  The 
figures  for  the  months  ending  Dec.  31,  1901,  and  1902,  are  as  fol- 
lows: 1902.  1901. 

(iross  earnings  from  operations $i,375.i32        $1,206,282 

Operating  expenses  and  ta.xes 710,967  646,483 

Net  earnings  from  operations 664,165  559,7'^ 

Total  earnings  and  other  income 781,743  577,942 

Deductions  from  income   120,121  36,028 

Total  incoine   661,622  541,913 

Fixed  charges   327,014  265,721 

Net  income  3.^,607  276,192 

Less  proportion  of  same  to  credit  of  owners 
of   capital    stock    of   affiliated    corporations 

other  than  the  Philadelphia  Co 427  28,537 

Balance,    represents     Philadelphia    Go's,     in- 
terest in  the  total  net  income ,^34.180  247,654 

The  statement  for  the  12  months  of  the  calendar  years  1901  and 
1902  is  as  follows:  1902.  1901. 

Gross  earnings  from  operations $13,795,053        $12,189,124 

Operating  expenses  and  taxes 7,759,029  6,655,849 

Net  earnings  from  operations 6,036,024  5,533,275 

Total  earnings  and  other  income. 7.643,673  6.005.095 

Deductions  from  income 6,477,160  5.560,521 

Fixed  charges   4,020,632  3,180,094 

Net   income    ^  .  .     2,456,528  2,380,426 

Less  proportion  of  same  to  credit  of  own- 
ers  of   capital    stock   of   affiliated    corpo- 
rations other  than  the   Philadelpliia  Co..  5.963  4')5.<'^l'i5 
Balance,    represents    Philadelphia    Go's,    iii- 
leresl   in  the  total   net  income 2.450.5(14              1.884,5(10 

The  nnancial  statenienl  of  the  Chicago  S:  Milwaukee  I'^lectric  Ry. 
for  the  year  ending  Dec.  31,  1902,  shows  gross  receipts  $190,110, 
operating  expenses  $79,,346  and  a  net  income  of  $110,746. 


NEW    PUBLICATIONS. 

THE  rf.quirt;mknts  of  machini.:  tool  opkra'tion 
Willi  special  rkferenck  to  Tiib:  MOTOR  drivt;,  by 

Charles  Day.     This  is  a  reprint  of  the  paper  presented   before  llie 
New  York  Electrical  Society,  Dec.  17,   1902. 


EIGHTH    ANNUAL   REPORT   of   the    Boston    Unpid     Tiaiisil 
Commission,  covering   the  period   from   Aug.    15,   1901,   in  June  30, 


120 


STREET  RAILWAY   REVIEW. 


(Vol..  XIII,  No.  2 


19Q2,  lias  just  IxrcM  piibli>lif(I  and  contains  an  interesting  descrip- 
tion of  llic  progress  of  the  work  on  the  Kast  Uoston  tunnel. 


nuilliple  train  control  .system  for  electric  railways;  this  has  particular 
nferincc  to  nninher  131  controller. 


PROCEEDINGS  of  the  international  congress  of  the  Tramway 
&  I.iglit  Railway  I'nion,  held  in  London,  July  1-4,  1902,  has  been 
published  in  book  form  by  the  Union.  The  volume  contains  270 
(lages,  8x13  in.,  and  includes  complete  reports  of  the  papers  and 
discussions  read  before  the  congress. 


■THE  STE.\M  TURBINE,  ITS  COMMERCI.AL  ASPECT" 
which  was  read  by  Mr.  E.  H.  Sniflfen  at  the  meeting  of  the  American 
Sireet  Railway  Association  held  at  Detroit  in  October  last  has  been 
ri-prinled  by  the  VVcslingliousc  Company  in  pamphlet  form.  This 
p.Tper  was  printed  in  the  "Daily  Street  Railway  Review"  for  Oct. 
12,  igoj,  but  the  present  publication  is  in  very  convenient  form  for 
reference  and  may  be  had  by  addressing  the  nearest  office  of  West- 
inghousc,  Church,  Kerr  &  Co. 


STEAM  POWER  PLANTS.:  THEIR  DESIGN  AND  CON- 
STRUCTION. By  Henry  C.  Meyer,  Jr.,  M.  E.  160  pages.  Cloth. 
Illu.strated.     McGraw  Publishing  Co.,  New  York  City.    Price  $2.00. 

This  book  constitutes  a  number  of  "The  Engineering  Record 
Series"  and  much  of  the  te.xt  has  originally  appeared  in  that  paper. 
The  book  was  written  to  give  information  to  owners  or  managers 
of  manufacturing  plants  or  buildings  requiring  power  installations 
who  make  no  claims  to  expert  knowledge  in  power  plant  engineer- 
ing. The  contents  are  divided  into  11  chapters'treating  of  all  the 
various  machinery  contained  in  the  power  plant,  and  the  illustra- 
tions give  general  and  detailed  information  concerning  a  large  num- 
ber of  modern  plants.  The  latter  feature  alone  makes  the  book  a 
valuable  treatise  upon  the  subject  of  steam  power  plant  engineering 
and  the  information  given  is  both  suggestive  and  valuable. 


ELECTRICAL  PROBLEMS.  By  William  L.  Hooper  and  Roy 
T.  Wells.  8vo.  Cloth.  170  pages  with  diagrams.  Ginn  &  Co., 
publishers.  List  price  $1.25,  mailing  price  $1.35.  This  book  con- 
tains several  sets  of  electrical  problems  typical  of  Ihosc'.met  with 
in  electrical  engineering  practice  and  in  laboratory  work,  and  a 
brief  treatment  of  the  method  of  solution  is  given.  The  problems 
are  all  of  a  numerical  character  and  most  of  them  have  already  been 
presented  by  Professor  Hooper  to  the  electrical  engineering  classes 
at  Tufts  College.  The  problems  include  calculation  on  combination 
of  electromotive  forces  and  resistances  in  different  groups,  distribu- 
tion and  fall  of  potential  in  various  circuits,  inductance  of  coils, 
capacities  of  condensers  and  various  problems  in  electro-chemistry 
and  calculations  of  the  output  and  efficiency  of  generators,  motors, 
batteries,  etc.  The  book  also  contains  solutions  of  various  problems 
in  alternating  electromotive  forces  and  others  on  the  calculation  of 
armatures,  field  windings,  and  on  the  winding  of  transformers,  rotary 
converters  and  other  classes  of  electrical  machinery.  The  answers 
to  all  the  problems  are  given  in  the  appendix,  some  of  which  are  in 
the  form  of  graphical  reproductions.  The  problems  included  are  all 
of  a  practical  character  many  of  which  are  constantly  met  with  in 
the  work  of  the  electrical  engineer  and  will  be  useful  to  the  student 
in  showing  the  practical  application  of  mathematical  formulae. 


ADVERTISING   LITERATURE. 


THE  FALKENAU-SINCLAIR  MACHINE  CO.,  Philadelphia, 
has  issued  an  attractive  booklet  executed  in  six  colors  telling  in  a 
terse  way  about  the  "Combination  of  Two  Old  Concerns  Pulling 
Together." 


MARIS  BROTHERS,  Philadelphia,  Pa.,  have  published  a  very 
unique  and  artistically  designed  illustrated  piece  of  advertising  liter- 
ature in  a  book  entitled,  "Cranes  of  Different  Kinds."  The  book 
describes  the  Maris  hand  and  electric  traveling  cranes,  and  will  be 
sent  to  those  interested  upon  application. 


THE  WESTINGHOUSE  ELECTRO-PNEUMATIC  SYSTEM 
FOR  CONTROLLING  RAILWAY  AND  OTHER  MOTORS. 
This  is  a  20-page  pamphlet  fully  describing  and  illustrating  this 
system  of  train  control.  The  Westinghouse  company  has  also  issued 
a  separate  publication  "Instruction  Book  W.  A.  B.  5,000."  giving  in- 
structions   for   the   operation   and    inspection   of   the   Westinghouse 


THE  FOUR  TRACK  NEWS  published  by  the  New  York  Central 
&  I  Unison  River  R.  R.  has  appeared  for  January  and  contains  sev- 
eral interesting  descriptive  sketches  by  well  known  writers.  It  is 
well  edited,  and  illustrated  wilh  a  great  many  excellent  half-tones. 
It  is,  in  fact,  a  good  type  of  what  its  title  page  claims  it  to  be: 
".\n  illustrated  magazine  of  travel  and  education." 


I'lIRDL'E  UNIVERSITY  has  recently  issued  its  twenty-eighth 
annual  report,  it  being  for  the  year  ending  June  30,  ig02.  It  contains 
reports  of  the  president  and  other  ofticers,  a  list  of  oflicers  and 
instructors,  and  a  short  history  and  description  of  the  institution. 
The  year's  work  is  reviewed  and  improvements  and  gifts  noted. 
There  is  a  short  discussion  on  the  agricultural  department  and,  fin- 
ally, some  of  the  needs  of  the  university  arc  noted. 


IHE  CROCKER-WHEELER  CO.,  of  Ampere,  N.  J.,  has  recently 
issued  the  following  flyers:  No.  31,  on  type  "D"  machines  rated  at 
from  to  to  240  h.  p.;  No.  32,  on  motor  driven  linotype  machines; 
No.  33,  motors  for  elevator  duty ;  No.  34,  motor  driven  rotary 
planer;  No.  50,  on  increased  cutting  speeds  of  machine  tools;  No. 
51,  motor  driven  priming  presses;  No.  52,  motor  driven  grinders; 
No,  S3,  motor  driven  compressors;  No.  54.  countershaft  motors. 


"HIE  KEYSTONE  TRAVELER"  is  the  title  of  an  artistically 
printed  pamphlet  of  26  pages  which  bears  date  January,  1903,  Vol. 
I,  No.  I.  This  is  issued  by  the  Mayer  &  Englund  Co.,  1020  to  1024 
Filbert  St.,  Philadelphia,  and  it  is  announced  that  about  once  a 
month  copies  of  this  paper  will  break  into  the  offices  of  street  rail- 
way men.  The  contents  include  illustrated  descriptions  of  the  spe- 
cialties handled  by  the  company  together  with  interesting  notes  on 
things  of  interest  to  the  trade. 


THE  GENERAL  ELECTRIC  CO.  has  issued  three  pamphlets 
concerning  transformers  which  cannot  fail  to  prove  of  value  to  those 
interested  in  this  apparatus.  No.  91 14  supersedes  No.  9106  and  is 
entitled  "Some  Facts  Regarding  Type  H.  Transformers."  It  com- 
prises a  description  wilh  illustrations  clearly  showing  the  different 
parts  of  the  apparatus  and  includes  tables  and  other  data  concern- 
ing the  apparatus.  No.  9115  is  entitled  "Transformer  Economy" 
and  presents  tables  and  curves  exhibiting  core  losses,  copper  losses 
and  regulation.  No.  91 16  is  a  short  treatise  on  sheet  steel  for  trans- 
formers illustrated  with  half  lone  engravings  of  microscopic  views 
of  different  metals. 


THE  WEIR  FROG  CO.,  of  Cincinnati,  O.,  has  published  a  new 
catalog,  No.  6,  illustrating  its  well-known  frogs,  switches,  crossings 
and  other  special  track  work.  The  catalog  is  5  x  S'/i  in.  in  size  and 
contains  335  pages.  It  is  substantially  bound  in  red  cloth  covers 
and  presents  a  very  handsome  typographical  appearance.  This  com- 
pany makes  a  very  complete  line  of  special  work  for  steam  and 
electric  roads  and  several  lumdred  designs  are  described  and  illus- 
trated in  its  new  catalog,  the  number  of  these  being  far  loo  great 
to  mention  in  detail.  In  addition  to  these,  however,  the  company 
is  prepared  to  submit  plans  for  any  style  of  special  work  not  listed. 
The  catalog  contains  a  very  complete  table  of  contents  and  in  addi- 
lion  there  are  21  tables  in  the  back  of  the  book  which  relate  to  the 
design  of  special  work  and  which  will  be  found  very  useful  for  rail- 
road men.  Many  of  these  tables  arc  original  with  this  company 
and  all  of  them  will  be  found  thoroughly  up-to-date.  The  company 
carries  40  different  sections  of  T-rail  in  stock  from  which  track 
work  is  made  and  any  other  sections  can  be  ohlaine<l  by  giving  the 
mill  and  section  nnmlicr  of  the  rail. 


TRADE  NOTES. 


THE  OHMER  CAR  REGISTER  CO.  has  appointed  Clyde  H. 
I'unk  to  represent  it  in  the  southern  territory  with  iKadquarters  at 
Richmond,  Va. 

.\T  A  MEETING  of  the  board  of  directors  of  the  AUis-Cli.nlmc- 
Co.  held  Jan.   15.  1903.  the  regular  quarterly  dividend  on  pr<  I 
stock  was  declared. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


MARCH  20,  1903 


No.  3 


Electric  Haulage  on  the  Miami  &  Erie  Canal, 


Equipment  of  the  Miami  &  Erie  Canal  Transportation  Co.  —  First  Three-Phase  Traction   System   in    the 

United   States 


A  system  of  electric  haulage  for  canal  boats  is  being  installed  on 
the  Miami  &  Erie  Canal  which  is  not  only  unique  in  the  history  of 
transportation  but  involves  the  use  of  a  three-phase  system  of  elec- 
tric traction,  being  the  first  electrical  installation  of  its  kind  in  this 
country  and  the  most  extensive  application  of  mechanical  canal 
boat  haulage  in  the  world. 

The  Miami  &  Erie  Canal  runs  from  the  Ohio  River  at  Cincinnati 
in  a  general  northerly   direction  and  connects  with  Lake  Erie  at 


railroad  systems  of  the  state  existed,  it  constituted  one  of  the  busiest 
arteries  of  trade  in  the  state  of  Ohio.  The  territory  through  which 
it  passes  and  that  immediately  contiguous  to  it  contains  about  5,315,- 
000  people,  or  nearly  one-third  of  the  entire  population  of  the  state 
and  it  passes  through  18  cities  and  towns  whose  population  aggre- 
gates 656,500,  and  penetrates  the  richest  and  most  fertile  sections  of 
the  state.  For  thirty  years  practically  no  attention  has  been  paid 
to  the  canal  and  its  business,  which  had  paid  large  receipts  to  the 


VIEW  ALON<;  LINE  OF  MIAMI  &  KKIK  CANAl^. 


Toledo.  The  route  of  the  canal  and  the  principal  cities  through 
which  it  passes  arc  shown  on  the  accompanying  map.  The  electric 
system  which  is  being  installed,  and  which  is  now  practically  com- 
pleted between  Cincinnati  and  Dayton,  a  distance  of  68  miles,  com- 
prises a  standard  gage  single  track  road  built  along  the  tow  path 
of  the  canal  on  which  electric  locomotives  are  used  to  tow  fleets  of 
from  five  to  seven  canal  boats. 

The   construction  of   ihc   Miami   &   Erie  Canal   was  commenced 
about   1825  and  in  its  early   years,  before   the  competition  of  the 


slate,  has  been  gradually  diverted  to  the  railroads,  so  that  for  the 
last  20  years  the  appropriations  for  the  maintenance  of  the  canal 
not  only  included  all  of  its  receipts  but  often  considerable  amounts 
in  excess  taken  direct  from  the  slate  treasury.  The  receipts  for  the 
20  years  previous  to  1900  amoiuUed  to  $i,6(;4,4o8,  and  the  expendi- 
tures for  maintenance  and  operation  for  the  .same  period  were 
$l,792,.lK4,  leaving  the  canal  a  debtor  to  the  state  treasury  for  this 
period  in  the  sum  of  $y7,i;76.  Eor  many  years,  however,  after  the 
canal   was  built   it   earned   very   large  receipts,  and   the  gross  earn- 


122 


STREET  RAILWAY  REVIEW. 


[Vol   XIII,  No.  3. 


ings  of  the  canal  system  of  tlio  state  of  Ohio  from  18^7  to  1900  in- 
clusive, exceeded  the  total  expenditures  in  that  time  hy  the  sum  of 
$5.2-M,678. 

The  large  husiness  done  by  the  canal  in  former  years  which  the 
present  company   will   undoubtedly  reclaim   was   largely  due  to  the 


plants  along  the  canal  will  he  more  than  sufticieni  to  tax  the  total 
capacity  of  the  new  installation,  which  will  be  too  boats  per  day 
between  Cincinnati  and  Dayton. 

The  profile  of  the  canal  is  very  irregular,  the  highest  point  in  its 
course  being  at  the  I^iramie  Summit,  which  is   100  miles  from  the 


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CONVEKi  i:k   A.Nl'  sL  li-STATION,  SPKlNi;  C.ROVE. 

OIlio  River,  its  height  above  the  river  at  this  point  being  512  ft. 
From  the  north  end  of  the  Laramie  Summit  to  Lake  Erie  the  dis- 
tance is  153  miles  and  the  fall  to  Lake  Eric  is  395  ft.  There  are 
43  locks  between  Cincinnati  and  the  Summit,  and  52  locks  between 
the  Summit  and  Lake  Erie. 

The  canal  is  fed  by  the  Grand  reservoir  in  Mercer  County,  con- 
taining about  17,000  acres ;  the  Lewiston  reservoir  in  Logan  County, 
containing  about  7,200  acres,  and  the  Laramie  reservoir  in  Shelby 
County,  containing  about  1,800  acres.  The  total  cost  of  construc- 
tion of  the  Miami  &  Erie  Canal,  including  its  reservoirs,  was  $8,062,- 
680.  The  minimum  breadth  of  the  canal  at  water  line  from  Cin- 
cinnati to  Dayton  is  40  ft.,  at  the  bottom  26  ft.,  and  the  depth  is 
4  ft.  From  Dayton  to  Junction  the  breadth  at  water  line  is  50  ft., 
at  the  bottom  36  ft.,  and  the  depth  is  5  ft.  From  Junction  to  To- 
Icilii  llic   width  at  water  line  is  60  ft.,  the  bottom  46  ft.,  and   tine 


ROUTE  OF  MIAMI  .V   KKIE  CANAL. 


KIALTO  SLIISTATION. 


establishment  of  numerous  manufacturing  concerns  which  were 
built  directly  upon  the  canal  banks  with  a  view  to  utilizing  this 
system  of  freight  transportation,  and  while  the  business  of  these 
concerns  has  necessarily  been  diverted  to  the  railroads  of  late  years, 
on  account  of  the  lack  of  facilities  offered  by  the  canal,  there  seems 
to  be  little  doubt  that  the  business  in  sight  from  the  old  established 


depth  is  6  ft.     These  figures  give  the  official  dimensions  which,  how- 
ever, have  been  considerably  impaired  by  time  and  neglect. 

The  inception  and  promotion  of  the  present  scheme  of  electrical 
haulage  on  the  canal  is  due  to  Mr.  Thomas  N.  Fordyce,  who  was 
engaged  for  several  years  in  making  experiments  in  this  direction 
on  both  the  Erie  Canal,  New  York,  and  the  Miami  &  Erie  Canal  in 


MaK.    20,    1903.] 


STREET  RAILWAY  REVIEW. 


123 


Ohio.  In  4900  Mr.  Fordjce  entered  into  an  agreement  with  the 
State  Board  of  Public  Works  of  Ohio  to  undertake  a  series  of  ex- 
periments whose  success  proved  the  feasibiUty  of  this  system,  and  a 
contract  was  entered  into  between  the  state  of  Ohio  and  Mr. 
Fordyce  in  March.  1901,  granting  him  the  riglit  to  construct  and 
operate  along  the  Miami  &  Erie  Canal  and  upon  the  land  adjacent 
belonging  to  the  state  all  necessary  facilities  for  propelling  boats 
by  means  of  an  overhead  trolley  system  built  upon  the  tow  path. 
The  franchise  is  for  a  period  of  30  years  from  the  time  the  system 
is  put  in  operation,  and  it  specifies  among  other  provisions 
that  the  construction  of  that  portion  of  the  route  between  Cincinnati 
and  Dayton  shall  be  completed  within  2^2  years  from  the  date  of  the 
contract  and  that  the  entire  length  of  the  canal  must  be  completed 
within  four  years  thereafter.  Failure  to  comply  with  these  pro- 
visions forfeits  the  franchise. 

To  the  Miami  &  Erie  Canal  Transportation  Co.  was  assigned  the 


the  roadbed  shall  be  filled  over  the  top  of  the  ties  so  as  to  give 
a  smooth  surface  for  the  present  method  of  towing  by  mules  and 
horses ;  that  the  dimensions  of  the  banks  built  by  the  company  shall 
not  be  of  a  smaller  cross  section  than  as  originally  built.  The  com- 
pany is  authorized  to  build  and  operate  as  many  swing  bridges  as 
will  he  necessary  for  the  operation  of  the  road,  subject,  however, 
to  the  use  of  the  state  of  Ohio  for  canal  purposes,  and  which  shall 
be  free  of  charge  to  the  state  for  such  purposes. 

.According  to  the  terms  of  the  franchise  the  entire  track  between 
Cincinnati  and  Toledo,  a  distance  of  244  miles,  is  to  be  finished  and 
in  operation  by  the  year  1907.  The  part  of  the  work  between  Cin- 
cinnati and  Dayton  and  through  the  latter  city,  a  distance  of  68 
miles,  which  was  to  be  completed  in  2V>  years  from  March,  1901, 
is  already  practically  finished.  The  roadbed  which  is  laid  with  70-lb. 
rails  on  oak  ties  follows  the  bank  of  the  canal.  It  is  very 
substantially    constructed    and   where    the    locks    occur    trestles    are 


VlliW   in-    CANAL  AT    KAII.KDAI)  I.  KdS.SI.Nl.,  MlllWI.M,  CONL  K  KT  !■;    ]%■  I'.T  A  I  N  1  Nl ,   \V.\I,I^. 


contract  between  the  state  of  Ohio  and  Mr.  Fordyce.  According 
to  this  franchise,  the  company,  if  obliged  to  abandon  its  project  for 
any  reason,  shall  have  the  right  to  remove  all  of  its  poles,  wires, 
tracks  and  buildings  from  along  the  canal;  the  state  of  Ohio,  out  of 
its  appropriations,  maintains  the  canal. 

The  company  is  prohibited  from  interfering  with  the  ordinary  use. 
control  and  management  of  the  canal  and  the  franchise  docs  nol 
limit  the  p<jwers  of  the  Board  of  Public  Works  as  fixed  by  law. 
The  company  is  compelled  to  transport  all  boats  along  the  can:il 
when  the  owners  of  them  shall  so  desire,  and  in  case  of  disagreenuni 
as  to  the  price  for  propelling  boats  the  company  shall  be  subject  in 
such  regulations  in  regard  to  charges  as  may  be  prescribed  from 
time  to  time  by  the  Board.  The  speed  of  all  boats  iransiiorled  by 
ibe  company  is  limilcfl  to  four  miles  per  hour. 

The  specifications  of  the  State  Board  of  Public  Works  under 
which  the  construction  of  the  electric  plant  was  carried  out  provide, 
among  other  things,  thai  all  roadbed  construction  shall,  wherever 
practicable,  be  2  ft.  above  the  standard  level  of  the  canal  in  each 
of  its  levels,  and  that  the  company  shall  build  retaining  walls  or 
pile  construction  where  necessary  to  receive  the  inner  rail  of  tht 
track  for  the  purpose  of  minimizing  space,  and  that  the  ballast  of 


built  from  the  high  level  down  to  the  low  level  so  that  the  grades 
have  been  maintained  within  a  maximum  of  i'/^  per  cent. 

Turnouts  are  provided  at  suitable  points  for  passing  locomotives, 
the  switches  and  frogs  being  furnished  by  the  American  Switch  & 
Frog  Co.  The  rails  are  bonded  with  United  States  Steel  &  Wire 
Co's.  bonds,  one  to  each  joint,  and  there  are  no  cross  bonds.  In  a 
number  of  places  where  the  road  passes  under  bridges  I  he  roadbed 
ilips  down  below  the  surface  of  the  water  in  the  canal  and  at  these 
places  concrete  retaining  walls  have  been  built  of  the  style  shown 
in  one  of  the  accompanying  illustrations.  There  have  been  5.010 
ft.  of  these  concrete  walls  built  up  to  the  present  time.  In  places 
where  the  banks  are  narrow  and  the  track  approaches  close  to  the 
water  it  was  necessary  to  build  retaining  walls  to  support  the  weight 
of  the  locomotives  on  the  banks.  These  walls  were  built  of  piling 
driven  close  together,  along  which  ,3-in.  oak  planks  were  boiled. 
There  have  been  11,488  ft.  of  piling  built  up  to  the  present  lime. 

.■\  general  view  of  the  pole  line  and  overhead  construction  will  be 
seen  in  one  of  the  illustrations  giving  a  general  view  along  the  line 
of  the  canal.  'The  high  tension  feeders  are  run  in  the  form  of  a 
triangle,  two  phases  being  carried  upon  the  lower  cross  anu  and 
one  on  the  upper  cross  arm  centrally  above  the  other  two.    These 


124 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  .?. 


»rc  carried  on  Locke  pucclaiii  insulators  of  the  Victor  type  without 
gutters.  The  feeders  arc  stranded  aluminum  wire  equivalent  to  No. 
o  copper. '  The  three-phase  circuit  for  the  locomotives  is  carried  on 
two  overhead  trolley  wires  and  the  track.  On  account  of  the  nu- 
merous bridges  under  which  the  trolley  wires  have  to  pass  the 
height  of  these  wires  above  the  track  is  very  variable,  being  22  fl. 
high  in  some  places  and  as  low  as  7  ft.  under  some  of  the  bridges 
m  the  city  of  Cincinnati.  The  minimum  height  of  the  trolley  wires 
outside  of  the  city  is  9  fl. 

The  trolley  wires  consist  of  two  No.  0000  G.  E.  groove  wires 
carried  for  the  principal  part  of  the  way  on  Christy  llcxiblc  brack- 
ets, with  special  double  insulated  fittings  made  by  the  Ohio  Brass 
Co.  At  swing  bridges  and  places  where  it  has  been  necessary  to  rim 
the  high  tension  feeders  on  the  side  of  the  canal  opposite  to  the 
tracks,  to  avoid  buildings  and  other  obstructions,  span  wire  con- 
struction has  been  used.  The  part  of  the  work  already  completed 
has  been  by  far  the  most  difficult  owing  10  the  number  of  buildings 
and  other  obstructions  which  have  been  put  up  close  upon  the 
banks  of  the  canal  for  the  past  few  years  when  the  operation  of  the 
canal  was  practically  suspended.  The  remaining  portion  of  the 
roadbed  and  overhead  construction  through  to  Toledo  offers  com- 
paratively few  difficulties  and  it  is  expected  to  push  this  part  of  the 
work  to  completion  very  rapidly. 


uf  these  sub-stations  will  l>c  provided  with  Westinghousc  low 
equivalent  lightning  arresters  and  static  interrupters.  The  trans- 
former buildings  are  all  of  the  same  design  and  are  23  x  60  ft.,  inside 
dimensions,  the  main  story  being  18  ft.  high  with  a  basement  7  ft. 
high.  I'he  walls  are  of  brick  laid  on  concrete  foundations  and  the 
floors  and  roofs  are  built  of  concrete  and  expanded  metal,  making 
the  buildings  absolutely  lire  proof. 

The  Spring  Grove  station  consists  of  a  standard  sub-station 
building  with  an  addition  30  x  34  ft.  in  which  the  motor  generator 
•.et  i>  ciinlained. 

The  company  has  at  the  present  time  seven  locomotives  con- 
tracted for,  four  of  which  have  been  already  delivered.  These  are 
each  20-ton  locomotives,  the  frames  of  which  were  built  by  the 
Baldwin  Locomotive  Works  and  the  equipment  was  furnished  by 
the  Westinghousc  Electric  &  Manufacturing  Co.  The  cabs  of  six 
of  the  locomotives  are  built  so  as  to  clear  the  trolley  wires  at  a 
height  of  9  ft.,  and  one  locomotive,  which  is  to  be  used  entirely  for 
switching  purposes  in  the  city  of  Cincinnati,  is  built  to  pass  under 
trolley  wires  7  ft.  high.  The  frames,  which  are  14  ft.  in  length,  are 
mounted  on  Baldwin  trucks  having  30-in.  wheels  and  a  7-ft.  wheel 
base.  The  weight  complete  is  about  24  tons  each  and  the  motors 
are  connected  to  the  axles  through  double  reduction  gearing.  The 
draw-bar    pull    with    three-phase   current    at    .1.000   alternations   and 


CINCINNATI  W.'kRKHOUSK  Ol"  TIIK  MIAMI  .v   KRIK  CANAL  TRANSPORTATION  CO. 


The  company  has  no  generating  station  of  its  own,  but  takes  cur- 
rent from  the  Cincinnati  Gas  &  Electric  Co.,  which  has  a  plant  on 
the  bank  of  the  canal  near  the  Cincinnati  terminus.  This  company 
furnishes  three-phase  current  of  60  cycles  at  4,000  volts  pressure  to 
the  Spring  Grove  converter  station  shown  in  the  accompanying 
illustration.  This  current  is  stepped  down  to  400  volts  at  the  Spring 
Grove  station  and  is  two-phased  by  the  Scott  method  of  connec- 
tion of  transformers.  This  two-phase  current  is  led  to  a  450-h.  p 
two-phase  synchronous  motor,  which  is  direct  connected  to  a  three- 
phase.  25-cycle.  300-kw.  generator,  giving  a  pressure  of  390  volts. 
Thence  the  current  is  led  to  2S0-kw.  transformers  and  stepped  up 
to  33,000  volts  for  the  transmission  line. 

At  points  about  12  miles  apart  there  are  static  transformer  sub- 
stations, each  of  which  is  to  be  equipped  with  three  150-kw.  trans- 
formers permanently  connnected  in  delta.  These  transformers  will 
step  the  three-phase  current  down  from  33,000  to  1,090  volts,  which 
is  the  voltage  of  the  trolley  circuit. 

The  Rialto  sub-station,  shown  in  an  accompanying  illustration, 
is  situated  about  12  miles  from  the  Spring  Grove  station  and  is  the 
first   of  these   sub-stations   to  be   equipped   with  transformers.     All 


1, 100  volts  and  with  an  efficiency  of  95  per  cent   for  each   pair  of 
gears  is  as  follows  : 

Coefficient  of  Adhesion.  Draw  Bar  Pull. 

25  per  cent  9,6oo  lb.  starting. 

20  per  cent  7,600  lb.  starting. 

16  per  cent  6.350  lb.  starting. 

The  equipment  of  each  locomotive  includes  two  induction  motors 
connected  in  concatenation  and  provided  with  rheostalic  control. 
The  variable  resistance  is  in  the  rotors  or  in  the  rotor  of  either 
motor.  The  motors  are  rated  at  80  h.  p.  each  and  are  wound  for 
200  volts.  This  voltage  is  secured  by  means  of  transformers  on  the 
locomotives  which  step  the  trolley  current  down  from  1,090  to  200 
volts.  The  maximum  speed  of  the  locomotives  using  one  motor  is 
six  miles  per  hour,  and  the  operating  speed  with  two  motors  in 
tandem  is  between  three  and  four  miles  per  hour.  The  motors  arc 
guaranteed  to  run  for  10  hours  at  full  load  with  a  maximum  rise  of 
temperature  of  75°  C. 

That  part  of  the  trolley  circuit  inside  the  city  of  Cincinnati  will 
be  operated  at  a   pressure  of  390  volts,  as  a  precaution  of  safety, 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


125 


instead  of  1,090  volts,  and  the  locomotive  transformers  are  pro- 
vided with  auxiliary  connections  to  utilize  this  voltage  inside  the 
city.  Changes  in  the  transformer  connections  will  be  made  by 
means  of  switches  in  crossing  the  city  line. 

The  electrical  apparatus  of  the  entire  equipment  is  of  the  West- 
inghouse  type  and  the  engineering  and  construction  work  has  been 
done  by  the  Cleveland  Construction  Co.,  of  Akron,  O. 

In  the  practical  operation  of  the  system  a  string  or  fleet  of  canal 
boats  from  five  to  seven  in  number  will  be  towed  by  a  single  loco- 
motive. Owing  to  the  narrowness  of  the  channel  and  the  surging 
or  piling  up  of  the  water  in  front  of  the  boats,  it  has  been  found 
necessary  to  use  tow  lines  of  about  200  ft.  in  length  between  each 
of  the  boats  and  between  the  forward  boat  and  the  locomotive. 
This  length  of  tow  line  behind  the  locomotive  is  also  required  in 
order  that  the  boats  may  be  steered,  so  as  to  avoid  being  dragged 
against  the  banks.  The  tow  line  is  fastened  to  the  locomotive  by 
means  of  a  swivel  draw  bar. 

At  the  points  where  the  road  crosses  from  one  side  of  the  canal 
to  the  other  swing  bridges  have  been  constructed  over  which  the 
locomotives  pass.  After  the  locomotives  have  passed,  the  bridge 
will  be  opened,  permitting  the  boats  to  pass  through.  Three  of 
these  swing  bridges  have  been  built  on  that  part  of  the  road  already 
constructed,  one  being  at  12th  St.  in  Cincinnati,  one  at  Hartwcll, 
10  miles  from  Cincinnati,  and  one  at  Flockton,  five  miles  south  of 
Hamilton.  It  may  be  stated  also  that  the  question  of 
bridges  has  proved  a  troublesome  one  on  this  part  of  the 
line,  as  135  highway  bridges  have  had  to  be  redesigned 
or  reconstructed  to  provide  sufficient  clearance  for  the 
overhead  system. 

When  two  fleets  of  boats  pass  on  level  parts  of  the  ca- 
nal switches  are  provided  so  that  onelocomotive may  take 
the  switch  and  drop  its  tow  line  while  the  other  one 
passes  over  on  the  straight  track.  The  schedules  arc 
arranged,  however,  so  far  as  possible,  that  the  crossing 
of  the  boats  will  take  place  at  the  locks.  The  locks  are 
90  ft.  in  length,  providing  room  for  only  one  boat  to 
pass  at  a  time.  In  running  into  a  lock  and  floating  a 
boat  up  or  down  to  the  ne.xt  level  about  eight  minutes 
per  boat  is  allowed,  although  under  favorable  conditions 
a  boat  may  be  put  through  the  lock  in  about  four  min- 
utes. When  two  lines  of  boats  are  passing  at  the  locks 
considerable  time  is  saved,  as  instead  of  allowing  the 
lock  to  fill  up  when  emptied  after  the  down-stream  boat 
has  passed,  one  of  the  boats  in  the  opposite  direction  is 
put  into  the  lock  and  floated  up  to  the  nc.\t  level,  thus 
requiring  no  more  time  for  the  passage  of  two  boats  in 
opposite  directions  than  for  a  single  boat  in  one  direction. 
While  the  operation  of  putting  the  boats  through  the  locks  is  at 
best  a  slow  one  it  must  be  remembered  that  the  question  of  high 
speed  does  not  enter  as  a  feature  of  this  method  of  transportation. 
and  the  company  both  by  the  terms  of  its  charter  and  from  the 
nature  of  its  service,  is  precluded  from  undertaking  passenger  or 
other  high  speed  service.  It  has  been  found  from  experiment  that 
freight  may  be  hauled  in  canal  boats  by  this  system  at  a  cheaper 
rate  than  it  can  be  towed  by  mules,  the  power  required  being  only 
aliout  10  h.  p.  per  boat  when  towed  at  a  speed  of  four  miles  per 
hour. 

The  boats  used  in  this  service  are  70  ft.  long,  10  ft.  wide  and  have 
a  capacity  of  almut  70  tons  each,  which  is  equal  to  three  average 
car-loads.  The  company  is  building  its  own  boats  at  Lockland,  O., 
where  it  is  turning  out  about  two  boats  per  month.  The  company 
expects  to  be  able  to  operate  its  boats  during  the  entire  season,  in 
order  to  do  which  provisions  have  been  made  for  breaking  the  ice 
during  the  winter.  Within  the  city  limits  of  Cincinati  no  ice  is 
found  in  the  canal  at  any  .season  for  the  reason  that  the  Cincinnati 
Gas  &  Electric  Co.  and  a  number  of  other  manufacturing  plants  in 
which  steam  power  is  used  make  use  of  the  canal  for  condensing 
purposes  and  the  water  is  comparatively  warm  at  all  times  of  the 
year.  Outside  of  the  city,  ice  breakers  arc  used  which  consist  of 
flat  boats  with  steel  protection,  which  arc  heavily  loaded.  These 
are  pulled  up  on  top  of  the  ice,  which  is  constantly  broken  through 
by  the  weight  of  the  boats.  In  addition  to  this  a  protection  from 
ice  is  applied  on  the  front  of  each  boat  which  consists  of  strips  of 
beading  flexibly  connected  which  are  wrapped  around  the  prows  of 
the  boats. 


The  operating  expenses  of  the  system  are  extremely  small  as  in 
addition  to  the  small  amount  of  power  required  per  boat  only  one 
man.  called  a  pilot,  is  required  on  each  boat  for  steering,  and  one 
man  on  the  locomotive.  The  company  is  establishing  large  ware- 
houses and  depots  at  various  points  along  the  route.  One  of  these 
is  located  on  the  canal  at  Cincinnati,  between  Walnut  and  Main 
Sis.,  extending  the  entire  length  of  tlio  block.  This  is  shown  in  an 
accompanying  illustration. 

The  traffic  department  of  the  Miami  &  Erie  Canal  Transportation 
Co.  is  thoroughly  organized  on  a  system  practically  similar  to  that 
of  the  railroads,  and  is  in  charge  of  a  traffic  manager.  Local  agents 
are  stationed  at  all  of  the  principal  shipping  points  along  the  canal 
and  the  company  has  installed  a  private  telephone,  called  the  busi- 
ness telephone,  which  connects  all  of  the  agencies  with  the  office  of 
the  traffic  manager  so  as  to  enable  the  latter  to  keep  in  constant 
touch  with  the  business  being  carried  on  at  all  points  along  the 
canal.  The  traffic  department  also  has  a  set  of  uniform  bills  of 
lading,  way  bills,  way  bill  corrections,  "over,"  "short"  and  "dam- 
aged" reports  and  vouchers  used  in  cases  of  loss  or  damage.  The 
uniform  bill  of  lading  contains  the  agent's  receipt  for  the  good^ 
shipped,  name  of  consignee,  destination  of  goods,  route  over  which 
they  are  to  be  shipped  and  description  of  the  articles  with  the 
weight.  Beneath  these  are  two  blank  spaces,  one  of  which  is  filled 
in  by  the  agent,  giving  the  rate   for  each   class  of  freight   shipped. 


THREE-PHASE  ELECTRIC  LOCOMOTIVE. 

and  the  other  is  a  form  for  the  receipt  for  any  prepayment  which 
has  been  made.  On  the  back  of  the  bill  are  given  the  conditions  of 
shipment,  which  are  the  same  as  usually  found  on  bills  of  lading. 
The  way  bill  of  freight  contains  blanks  to  be  filled  in  showing  the 
gross  and  net  weight  of  shipme-t,  where  weighed,  the  route,  giving 
jimclion  with  connecting  railways  if  any,  boat  number,  pilot,  date 
and  time  of  shipment,  with  space  for  the  description  of  the  articles, 
the  weight,  rate,  freight,  advances,  amount  prepaid  and  total  charges, 
to  be  filled  in  wherever  trans-shipments  arc  made.  It  also  contains 
a  space  for  the  receiving  agents'  receipt.  The  other  forms  used  are 
same  as  are  used  by  all  transportaticjii  companies  and  need  no 
special  description. 

During  the  past  winter  the  company  has  carried  on  considerable 
shipping  business  which  came  to  it  entirely  unsolicited  and  for 
which  special  provision  had  to  be  made.  As  its  regular  locomo- 
tives and  the  three-phase  distributing  plant  were  not  sufficiently 
near  completion  to  be  put  into  operation  the  company  constructed 
a  number  of  flat  cars  equipped  with  ordinary  street  railway  motors 
and  rented  current  for  this  temporary  work  from  the  Cincinnati 
Traction  Co.  By  means  of  this  temporary  equipment  a  considerable 
amount  of  business  was  done  on  the  canal. 

The  largest  individual  industry  among  the  numerous  factories 
located  along  the  canal  is  the  manufacture  of  paper.  In  the  towns 
of  Carrollton,  Miamisburg,  Franklin,  Middletown  and  Amanda  are 
established  17  paper  mills,  some  of  which  arc  among  the  largest 
in  the  world,  and  in  addition  to  the  shipment  of  the  finished 
product  of  these  factories  the  transportation  of  the  incoming  raw 
materials  of  manufacture  constitutes  a  very  large  item  of  the  canal 
company's  business. 


126 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  3 


I  Ik'  mthcc  wtiicli  was  inniiKtiralcd  last  wiiilcr  was  opcratc<l  on 
a  rcKtilar  silii'iliilc  lu'twccii  Cincinnati  and  Lockland  and  Cincinnati 
and  Hamilton  as  shown  licrcwilh. 


DANVILLE,     URBANA    &    CHAMPAIGN     RAIL- 
ROAD CO. 


t  l.\ 

1  ,\.>  \  i  1    >••    L-'t  K  i..VNl>. 

CINCINNATI  to  HAMILTON. 

I.ravr 

Cinchiiiail.                 12:00  tiiKin 

L»-avf 

Cincinnati.          5:00  p.  ni. 

Arrivp  St.  Itrritard.                 i:l5  p.  m.       | 

ArriTi 

Litckland,            H:30  p.  m. 

'* 

K<lirrniiiiit.               J            ' 

" 

CrrMCcntvilli*.    1  J:00  p.  m 

•» 

Elniwo««I  Place,     -  3:15  p.m. 

" 

Ki.iltn,                  1:30  a.  m. 

•• 

Carthaift*,                 ) 

Port  ITnioii,         2:30a.  m. 

•' 

MapIrw...Kl,             t    3.»p.ni. 

" 

Mosl<-r.                 4:30  a.  m. 

" 

•• 

HantiliMii,            5:00  a.  m. 

U.KkKiiKl,                 f 

" 

Kradiiiir.                   ■  4:(>0  p.  ni. 

'■ 

Wvomiinr.                 1 

LOlKI.ANI)  1..  CIN'CINNATI. 

HAMILTON  In  CINCINNATI.          | 

Li-avo 

L<K-k1.uui,                J 

LlMVC 

Hamilton,           5:00  p.  m. 

*• 

R>-.i<linif,                 [-12:00  nooo 

Arrivi 

M.whT.                5:3tl  p.  ni. 

'• 

Wv.iniinir.               \ 

Port  Tnion,        7:3()  p.  m. 

Arrivi 

Maplrwoo.1.             .    1.30  p.m. 

*» 

Rialin.                 8:30  p.  m.      | 

*' 

•• 

l."ri"*«:»'iH%"in»',  10:fOp.  III. 

»' 

Carili.itfi",                1 

»» 

Itockland,           1:3<)  p.  m. 

Klmw.Hxl  Placr,    -  1:4.1  p.m. 

Cincinnati.         5:00  p.  m. 

44 

l-;(l|,'t'ninnt               \ 
St.  HiTnard,               2:45  p.  ni. 
Clifton  Sprinirti,        3:30  p.  m. 
Cincinnati,                5:00  p,  m. 

The  various  trains  of  boats  arc  operated  under  the  direction  of  a 
dispatcher  located  at  the  superintendent's  office  in  Cincinnati,  and  a 
separate  telephone  system  has  been  installed  which  is  used  exclu- 
sively for  dispatching.  Both  the  business  telephone  and  the  dis- 
patching telephone  instruments  were  made  by  the  Kellog  Switch- 
board &  Supply  Co.,  of  Chicago.  A  portable  telephone  is  carried  on 
each  locomotive  and  stationary  telephones  are  installed  at  each 
switch.  The  locomotives  are  supplied  with  a  sort  of  extension  fish 
pole  by  means  of  which  the  motorman  can  attach  his  telephone  sys- 
tem, every  train  of  boats  can  establish  communication  with  the  dis- 
patcher's office  at  any  point  whatever  along  the  route. 

The  traffic  department  publishes  regular  freight  rates  for  all 
classes  of  freight  to  all  points  reached  by  the  Miami  &  Erie  Canal 
Transportation  Co.  and  its  rail  connections.  Being  a  water  route 
the  company  can  quote  lower  rates  on  freight  than  the  rail  routes. 
and  where  the  shipments  are  by  water  and  rail  routes  a  lower 
through  rate  can  be  quoted  than  for  all  rail  routes. 

During  the  work  of  construction  the  company  found  it  impos- 
sible to  secure  boarding  places  for  the  large  gangs  of  laborers  at 
work  along  the  canal,  as  during  much  of  the  time  work  was  carried 
on  at  points  in  the  country  where  but  few  houses  were  to  be  found 
and  where  there  was  no  means  of  transportation  from  the  canal 
to  the  nearest  town.  To  obviate  this  difficulty  eleven  boats  were 
fitted  up  for  boarding  houses  and  a  regular  commissary  department 
was  established,  and  these  boarding  boats  and  commissary  boats 
were  moved  along  the  canal  from  point  to  point  to  accommodate  the 
laborers  wherever  engaged. 

At  the  Cincinnati  end  of  the  canal  there  is  no  navigable  outlet 
to  the  Ohio  River  but  merely  a  channel  through  which  the  water 
of  the  canal  escapes  to  the  river.  This  condition  has  been  caused 
by  the  gradual  encroachment  of  the  city  upon  the  canal  property 
and  it  prevents  the  carrying  of  freight  by  boats  through  from  the 
canal  to  the  Ohio  River.  In  order  to  accommodate  traffic  between 
the  river  and  the  canal  a  company  called  the  Miami  &  Erie  Termi- 
nal Railway  Co.  has  been  organized  to  connect  the  freight  line  of 
the  Miami  &  Erie  Canal  Transportation  Co.  with  the  Ohio  River 
boats.  There  is  a  large  coal  trade  which  is  now  carried  on  by 
barges  from  Pittsburg  from  which  the  coal  is  transferred  by  an 
elevator  company  to  the  different  railroads  at  this  point.  The  new 
terminal  company  will  erect  freight  elevators  by  means  of  which 
the  coal  will  be  taken  from  the  barges,  loaded  into  dump  cars  and 
carried  to  the  canal  where  it  will  be  dumped  into  the  canal  boats. 
By  this  method  the  coal  can  be  distributed  to  factories  and  towns 
along  the  route  of  the  canal  at  a  considerably  lower  rate  than  it 
can  be  handled  by  the  railroads. 

The  officers  and  operating  staff  of  the  Miami  &  Erie  Canal  Trans- 
portation Co.  are:  W.  H.  Lamprecht,  Cleveland,  president;  Otto 
Miller,  Cleveland,  secretary  and  treasurer;  E.  R.  Gilbert,  Cincin- 
nati, general  man.iger;  Stuart  A.  Allen,  Cincinnati,  traffic  manager; 
L.  G.  Rice,  Cincinnati,  auditor;  John  De  Loury,  superintendent; 
F.  A.  Little,  chief  engineer;    A.  J.  Wells,  assistant  engineer. 


This  company  was  recently  incorporated  to  build  an  inlcrurban 
railway  coiuucting  the  cities  of  Danville,  Urbana,  Qianipaign,  De- 
catur and  Springfield,  III.,  its  first  object,  however,  being  to  build 
that  part  of  the  line  between  Danville  and  Champaign.  Mr.  W.  B. 
McKinley,  who  is  at  the  head  of  the  syndicate  which  is  promoting 
the  road,  was  a  guest  of  the  Decatur  Club  March  14th,  where  in  the 
course  of  an  address  he  stated  that  the  syndicate  which  he  repre- 
sented would  push  the  line  to  completion  between  Champaign  and 
Springfield  through  Decatur  if  the  later  city  would  grant  the  fran- 
chise requested  by  the  company. 

The  city  has  already  offered  the  company  the  right  to  operate 
over  the  tracks  of  the  local  company,  hut  Mr.  McKinley  slated  that 
this  would  affect  the  financing  of  the  road,  as  it  would  be  impossible 
to  dispose  of  the  bonds  if  a  gap  in  the  road  existed  and  the  com- 
pany had  not  a  throug  right  of  way.  .Another  objection  to  this  plan 
was  that  the  interurban  cars  would  be  delayed  by  the  city  cars  mak- 
ing stops  at  every  street  crossing.  If  the  city  grants  a  franchise  to 
the  company  for  a  separate  line  through  the  city  the  survey  of  the 
line  will  be  made  at  once  and  construction  will  be  started  during  the 
coming  year. 


BINGHAMPTON  COMPANY  PAYS  DIVIDENDS. 


On  March  3<1  the  stockholders  of  the  Bingliamton  (N.  Y.)  Rail- 
way Co.  received  cash  dividends  of  2  per  cent,  which  is  the  third 
cash  dividend  declared  by  the  company.  In  the  notice  to  the  stock- 
holders issued  by  the  company,  Mr.  G.  Tracy  Rogers,  president, 
stated  that  it  was  desired  to  call  in  all  fractional  shares  of  stock  of 
the  Binghamton  Central  and  the  Binghamton  Street  Railw.iy  Co., 
also  all  script  stock  issued  by  the  Binghamton  Railroad  Co..  these 
companies  being  subsidiary  companies  of  the  Binghamton  Railway 
Co.  For  this  purpose  the  company  offered  to  pay  par  for  the  frac- 
tional and  script  stock  or,  if  preferred,  holders  of  the  other  could 
make  up  fractional  shares  or  script  to  full  shares  of  the  Bingham- 
ton Railway  Co's.  stock.  The  company  is  now  fairly  upon  a  divi- 
dend-paying basis  and  its  officers  are  to  be  congratulated  upon  the 
excellent  service  offered  by  the  railway  which  has  been  brought  to 
its  present  high  standard  in  the  face  of  many  difficulties.  In  the 
development  of  its  business  the  company  has  extended  its  lines  at 
both  ends  of  the  city,  bringing  a  number  of  towns  into  railway  con- 
nection with  Binghamton,  and  it  is  stated  that  the  company  has 
planned  for  a  considerable  extension  in  the  future  which  its  pres- 
ent satisfactory  financial  condition  will  make  a  certainty. 


WESTERN  SOCIETY  OF  ENGINEERS. 


.■\t  the  regular  meeting  of  the  Western  Society  of  Engineers,  held 
on  March  i8th,  a  paper  on  "The  Third  Rail  for  High-Speed  Electric 
Service,"  was  presented  by  Mr.  Ernest  Gonzenbach,  who  it  will  be 
remembered  was  electrical  engineer  for  the  -Aurora,  Elgin  &  Chicago 
Ry.  during  the  period  of  construction. 

On  March  24th  a  public  meeting  of  this  society  will  be  held  in 
Fullerton  Hall,  -Art  Institute,  Chicago,  in  connection  with  the  Chi- 
cago branch  of  the  .American  Institute  of  Electrical  Engineers,  at 
which  Mr.  B.  J.  Arnold  will  give  a  resume  of  his  report  on  "The 
Chicago  Transportation  Problem." 


The  Metropolitan  Street  Railway  Co.,  Kansas  City,  Mo.,  has 
granted  an  increase  in  pay  of  one  cent  per  hour  to  all  trainmen  who 
have  been  in  its  employ  six  months  or  longer,  the  new  schedule  tak- 
ing effect  March  ist. 


Instead  of  the  estimated  $45,000.  the  Brooklyn  Rapid  Transit  Co. 
will  havi  to  pay  nearly  $90,000  for  the  construction  of  four  addi- 
tional loops  at  the  Manhattan  terminal  of  the  Brooklyn  bridge. 
Upon  calling  for  bids  it  was  found  that  at  the  earliest  the  material 
could  not  be  delivered  until  about  the  middle  of  March,  owing  to 
strikes  and  other  troubles  for  which  the  contractors  are  not  respon- 
sible, hence  the  increased  price.  By  waiting  a  few  months  deliveries 
could  have  been  obtained  at  approximately  the  cost  estimated. 


Mar.  20.  1903.1 


STREET  RAILWAY  REVIEW. 


127 


CONVENTION   ANNOUNCEMENTS. 


It  has  been  decided  to  hold  the  22d  annual  meeting  of  the  Amer- 
ican Street  Railway  Association  at  the  Grand  Union  Hotel,  Sara- 
toga, N.  Y.,  on  Wednesday,  Thursday  and  Friday,  Sept.  2.  3  and 
4,  1903.  The  executive  committee  of  the  association  met  at  the 
Worden  Hotel.  Saratoga,  February  23d,  those  present  being  J.  C. 
Hutchins,  of  Detroit,  president;  \V.  Caryl  Ely,  of  Buffalo;  Richard 
T.  Laffin,  of  Worcester,  Mass. ;  .A.ndre\v  Radel,  of  Bridgeport. 
Conn. ;  Walter  P.  Read,  of  Salt  Lake  City ;  T.  C.  Penington,  of 
Chicago,  sccretarj',  and  T.  J.  Nicholl,  of  Rochester.  Mr.  Nicholl 
was  chosen  by  the  committee  to  fill  the  vacancy  caused  by  the  res- 
ignation of  W.  J.  Hield,  of  Minneapolis,  who  found  that  the  de- 
mands on  his  time  would  not  permit  him  to  give  the  association 
business  the  attention  it  deserved,  and  rathei  than  slight  these  lat- 
ter duties  prefered  to  withdraw  from  the  committee. 

The  subjects  chosen  for  convention  papers  have  been  assigned 
and  are  as  follows : 

"Steam  Turbines." 

"Electric  Welded  Joints." 

"The  evils  of  Maintenance  and  Champerty  in  Personal  Injury 
Cases." 


Btoe,  oL  u/a  L 


CRfU'M)  i'l.AS.  c.K.\NIi  INIO.N  IIOTICI.,  S.\KAT0(;A,  .N.  V. 

"The  Manufacture  and  Distribution  of  Alternating  Current  for 
City  Systems." 

"Comparative  Merits  of  Single  and  Double  Truck  Cars  for  City 
Service." 

"The  Right  of  Way." 

"Train  Orders  and  Train  Signals  on  Interurban  Road>." 

"Freight  and  Express  on  Electric  Railways." 

As  soon  as  the  committee  was  called  to  order  Mr.  A.  P.  Knapp, 
president  of  the  Village  of  Saratoga,  and  Mr.  C.  B.  Thomas,  presi- 
dent of  the  Business  Men's  Association,  invited  the  Street  Railway 
Association  to  hold  the  1903  convention  at  Saratoga.  Mr.  C.  A. 
Douglass,  representing  the  Grand  Union  Hotel,  Saratoga,  explained 
what  it  could  offer  in  the  way  of  hotel  accommodations,  meeting 
rooms  and  exhibit  space. 

An  invitation  was  also  received  from  th(  street  railway  manu- 
facturers and  supplymcn  of  Chicago  and  the  West,  who  offered 
to  rent  the  Coliseum  Building,  and  furnish  it  to  the  association  free 
of  cost  and  without  conditions. 

The  secretary  announced  that  a  letter  had  been  received  from 
a  private  party  in  New  York  proposing  to  hold  the  convention  ex- 


hibit at  the  Grand  Central   Palace,  under  certain  conditions  in   re- 
gard to  charges  for  space. 

In  the  afternoon  the  committee  inspected  the  Grand  Union  Hotel 
and  a  number  of  buildings  which  had  been  suggested  as  being  suit- 
able for  exhibit  halls,  and  on  again  meeting  decided  to  have  the 
convention   at    the   Grand    Union    Hotel    on    the   dates   already   an- 


VIEW  ON  PIAZZAS, 

nounced.  The  hotel  building  is  around  three  sides  of  a  court,  and 
on  two  sides  and  part  of  the  third  facing  the  court  are  14-ft.  piazzas 
where  the  smaller  exhibits  could  be  located,  there  being  perhaps 
8,000  sq.  ft.  of  piazza  space  available  for  this  purpose.  Larger  ex- 
hibits can  be  placed  in  the  court,  it  being  the  intention  of  the  hotel 
to  provide  a  suitable  protection  for  the  exhibits  in  the  court. 

The  ballroom  of  the  hotel  which  is  large  enough  to  seat  600  per- 
sons will  serve  for  the  meetings  of  the  A.  S.  R.  A.,  and  two  smaller 
halls  seating  60  to  go  people  are  available  for  the  Accountants'  As- 
sociation and  the  Mechanical  and  Electrical  Association. 

A  local  connnittce  on  exhibits  has  been  appointed  and  applications 
for  exhibit  space  should  be  addressed  to  Mr,  Frank  M.  Cozzens, 
Saratoga  Springs,  N.  Y.  The  charge  for  exhibit  space  will  be  10 
cents  per  st],  ft.  as  heretofore.  Secretary  Penington  will  make  fur- 
ther announcements  as  to  the  details  as  arrangements  are  prctccted. 
No  rooms  will  be  assigned  at  the  hotel  prior  to  April  15th,  but  as- 
signments will  be  made  in  the  order  that  applications  are  received. 

The  other  principal  hotels  in  Saratoga  are  the  United  States,  the 
Americanadelphia,  Congress  Hall,  the  Worden  and  the  Kensington. 


COURT  VAKI)  or  <'.KA,NM)  UNION. 

The  entertainments  will  be  arranged  by  Mr.  A.  H.  Colvin,  i)rcsi- 
d«nt  of  the  Hudson  Valley  Railway  Co.,  and  Mr.  C  B.  J'homas, 
of  the  local  committee,  and  it  is  understood  that  the  program  will 
include  a  trip  to  the  plant  of  the  General  Electric  Co.  at  Schenec- 
tady, to  the  water  power  plant  at  Mcchanicsvillc  and  an  excursion 
over  the  Hudson  Valley  road.      The  bancimt  will  be  held  the  even- 


128 


STREET  RAILWAY  REVIEW. 


IVoL.  XIII,  No.  3 


ing  of  Friday.  September  41I1.  The  associatiuii  will  probably  hold 
only  one  business  session  each  clay,  the  afternoons  being  set  apart 
for  excursions  and  the  inspection  of  exhibits. 

.\  very  pleasant  feature  of  the  committee's  visit  to  Saratoga  was 
the  dinner  given  on  the  evening  of  February  23d  by  representatives 
of  Saratoga.  The  party  was  taken  in  sleighs  to  the  Arrowhead 
Hotel  on  Lake  Saratoga,  which  is  al)Oul  four  miles  from  the  cen- 
ter of  the  village.  Hcsides  the  executive  conuuiltec  there  were 
present:  A.  I'.  Knapp,  C.  B.  Thomas,  C  A.  Douglass,  II.  L.  Water- 
bury,  Dr.  B.  M.  N'arney  and  Capl.  J.  K.  Walbridge,  of  Saratoga;  II. 
W.  Blake,  of  New  York,  and  Daniel  Royse,  of  the  "Street  Railway 
Review,"  Chicago. 

The  Street  Railway  Accountants'  Association  will  hold  its  sev- 
enth annual  meeting  on  the  same  dates  as  the  A.  S.  R.  A.,  and 
it  is  provided  in  the  by-laws  of  the  recently  organized  .American 
Railway  Mechanical  and  Electrical  Association  that  it  shall  con- 
vene the  d.iy  before  the  A.  S.  R.  A.  meeting.  Announcements  re- 
garding the  details  i>f  the.se  meetings  have  not  been  made  as  yet. 


THE  MULTIPLE  SYSTEM  OF  STREET  CAR 
WIRING. 


Without  referring  particularly  to  trolley  cars,  the  fathers  of  our 
country  dispensed  good  sound  doctrine  when  they  declared  that 
"mankind  are  disposed  to  suffer,  while  evils  are  sufferable.  rather 
than  to  right  themselves  by  abolishing  the  forms  to  which  they  are 
accustomed." 

This  fact  still  hi  Ids  good,  and  is  applicable  to  series  street  car 
ligl-.lingas  well  as  to  matters  of  government. 

When  500  volts  was  a<lopled  for  street  car  work,  it  was  taken  for 
granted  that  operating  five  100  volt  lamps  in  series  was  the  proper 
method  of  lighting  the  car.  and  this  was  correct  so  long  as  five  i6-c. 
p.  lamps  and  an  oil  headlight  provided  ample  illumination  for  the 
car;   but  as  time  ran  on.  the  conditions  changed. 

Single  trucks  gave  way  to  double  trucks;  i6-ft.  car  bodies  were 
increased  to  over  40  ft.;  oil  headlights  were  superseded  by  electric 
arc  or  incandescent  lights,  and  several  circuits  of  five  lamps  each 
were  found  necessary  to  properly  light  the  interior  of  the  car. 

It  was  still  stoutly  maintained  that  cars  must  be  wired  in  multiples 
of  five,  viz.,  in  several  circuits  of  five  lights  in  each  circuit. 

The  disadvantages  of  series  lighting  have  long  been  apparent,  and 
It  is  to  be  hoped,  for  the  convenience  of  the  operating  department, 
that  steps  will  soon  be  taken  to  adopt  a  better  and  more  up-to-date 
system  of  wiring,  especially  when  the  process  is  so  simple. 

Below  is  given  a  diagram  of  the  wiring  adopted  by  the  Los  An- 


ance  shown  on  the  diagram  is  to  take  the  place  of  the  headlight,  so 
that  the  hea<llight  can  be  cut  out  at  the  end  of  the  trip  and  have  the 
lights  inside  the  car  continue  to  burn. 

In  order  to  give  a  better  distribution  of  light,  3-l'gl't  clusters  arc 
used  in  preference  to  6-light,  and  ordinarily  twenty-two  16-c.  p. 
lights  are  burned  (with  one  extra  l6-c.  p.  light  available  on  the  front 
platform)  and  four  8-c.  p.  lights  in  the  illuminated  signs,  making  the 
equivalent  of  twenty-four  16-c.  p.  lights  in  series  with  an  arc  head- 
light of  3.5  ampere  capacity. 

Under  the  old  system  of  series  lighting,  including  a  headlight  re- 


KIG.  J-SIMPLIKIED  DIAI'.RAM  OK  CAK  WIRING. 

sistancc,  6.5  amperes  would  be  required   for  the  same  illumination 
obtained  under  this  system  with  3.5  amperes. 

The  advantage  of  cutting  the  cost  of  car  lighting  in  half  is  a  mat- 
ter worth  considering ;  besides  this  system  is  more  flexible  and  the 
extinguishment  of  one  light  has  no  effect  on  the  others.  The  faulty 
globe  can  be  readily  located  and  replaced,  or  if  not  renewed  at  once 
it  does  not  matter,  as  only  one  light  is  out  instead  of  five. 

.Another  innovation  adopted  on  the  cars  of  this  company  is  the 
method  of  running  the  lighting  wires  in  conduits,  so  they  can  be 
readily  removed  and  others  drawn  in,  without  disturbing  the  head- 
lighting  or  other  woodwork  of  the  car. 

L.  B.  PEMBERTON. 
Electrical  Engineer  Los  Angeles  &  Rcdondo  Ry. 


INCREASE  IN   NEW  YORK  "L"  TRAFFIC. 


The  Manhattan  Railway  Co.,  of  New  York  City,  carried  2.500,000 
more  passengers  in  January  of  this  year  than  in  January,  1902,  an 
increase  of  over  90,000  each  business  day,  or  of  1,300  car  loads  a 
day.  To  meet  this  immense  increase  the  carrjing  capacity  of  the 
road  was  augmented  by  2.500  cars  a  day  and  the  total  number  of 
round  trips  made  during  the  month,  taking  the  single  car  as  the 
unit,  was  increased  68.01.S  in  January,  1903.  over  January,  1902.  To 
operate  the  additional  cars  461  extra  guards  were  employed,  and  at 


roT/VLL^. 


f 


•'ifii 


^^ 


/ 


<> 


<> 


<> 


i} 


y^M^:  _' 


G 
FIG.  1- DIAGRAM  OK  CAR  WIRING,  LOS  ANGELES  &  REDONIIO  RY. 


I 

1 


geles  &  Redondo  Railway  Co.  on  its  interurban  cars.  These  cars 
are  40  ft.  long,  vestibuled  and  built  in  three  styles,  viz.,  open  at 
both  ends;  open  at  one  end,  and  entirely  closed.  To  meet  these 
varied  conditions  the  following  lighting  equipment  was  selected: 

Seven  3-light  clusters  with  i6-in.  porcelain  reflectors;  one  key 
socket  in  each  vestibule;  two  revolvable  illuminated  signs  with  two 
8  c.  p.  lamps  in  each  sign,  and  an  arc  headlight. 

By  means  of  the  key  sockets,  the  motorman  can  have  the  front 
vestibule  light  or  dark,  to  suit  his  convenience  and  without  affect- 
ing the  other  lights  in  the  car. 

Fig.  2  shows  the  general  plan  of  the  wiring  in  a  simpler  form. 
Four  groups,  of  six  lights  each  connected  in  multiple,  are  run  in 
series  with  the  headlight,  thus  dispensing  with  the  wasteful  resist- 
ance commonly  used  in  comiection  with  the  headlight.     The  resist- 


least  300  more  will  be  required  when  the  new  cars  that  have  been 
ordered  are  placed  in  operation.  Twenty  of  the  first  hundred  cars 
ordered  have  been  delivered. 


Judge  Cochran,  of  the  United  States  Circuit  Court,  sitting  at  De- 
troit, has  dismissed  the  bill  of  complaint  of  Benson  Bidwcll  against 
the  Consolidated  Street  Railway  Co.,  of  Grand  Rapids,  of  which  the 
Grand  Rapids  Railway  Co.  is  the  successor.  This  was  one  of  a 
large  number  of  suits  commenced  by  Mr.  Bidwell  against  street 
railway  and  electrical  construction  companies  all  over  the  country. 
Mr.  Bidwcll  claims  to  have  the  original  patents  for  the  transmis- 
sion of  electrical  energy  by  trolley  and  for  lighting  street  cars  from 
the  same  current.  The  case  passed  upon  was  pending  more  than 
a  year. 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


129 


Track  Construction  of  the  International  Railway  Co*  in  Buffalo,  N,  Y, — L 


BY  T.  W.  WILSON.» 


The  International  Railway  Co.  to-day  has  perhaps  as  large  a  per- 
centage of  good  track  as  any  system  in  America,  comprising  as  it 
does,  105' i  miles  of  electrically  welded  track  ont  of  a  total  of  200 
miles  within  the  city  limits  of  Buflfalo.  A  stndy  of  the  following 
rail  table  is  interesting  in  this  connection : 

Track  owned  and  controlled  by  International  Ry : 
9-in.  Girder 120  miles  single  track 

7-'"-      "      37 

654-in.      "      45 

6-in.      "      34 

4'/2-in.      "      8     ■■ 

53-16-in.  A.  S.  C.  E.  T 36     " 

6-in.    Shanghai    T 0.34     " 

4M-in.    T 53."8 

il'i-'in.    T ig.         

"Richards"  rail    1.81       "  "        " 

Total,  354.95  miles  of  single  track. 

Geographically,  the  g-in.,  6!4-in.  and  6-in.  girder  is  confined  al- 
most entirely  to  Buffalo,  the  "-in.  girder  to  the  Niagara  Falls  suh- 


electrically  welded  during  the  last  three  years,  and  all  of  the  Buf- 
falo &  Lockport  and  Lockport  &  Olcott  main  line  have  been  relaid 
with  85-lb.  T-rails  of  the  A.  S.  C.  E.  standard  section  in  (5o-ft. 
lengths.  Of  the  72  miles  of  concrete  track,  45  miles  were  built  from 
1899  to  1903,  inclusive,  under  the  direct  supervision  of  the  writer, 
17  miles  in  1897  by  the  Traction  company  (then  under  a  different 
management),  and  12  miles  previous  to  1898.  The  16  miles  of 
654-in.  concrete  track  were  also  built  during  the  period  from  1899 
to  1903  and  under  the  same  supervision. 

The  city  of  Buflfalo  is  unique  in  the  fact  that  it  has  more  asphalt 
paving  than  any  other  city  in  the  world,  not  excepting  Washington, 
London  or  Paris.  It  is  this  fact  that  rendered  the  use  of  a  perma- 
nent roadbed  of  concrete  advisable  and  introduced  such  an  element 
of  uncertainty  into  the  life  of  an  old  track  which  is  tamped  with 
sand  and  paved  with  asphalt  up  to  the  rail  as  made  it  difficult  in 
the  past  to  foresee  reconstruction  and  provide  for  it.  We  have 
been  obliged  to  relay  a  number  of  streets  in  which  the  rails  and 
joints  were  in  a  very  good  shape,  simply  because  the  asphalt  paving 
had  broken  away  from  the  rail  and  rutted  out  badly,  caused  by  the 


VIC.  1     WKI,IllN(.   KntJIl'.MKNT  l>V   I,i  IK  Al  .N  ISTICKI,  CO. 


urban  and  Lockport,  the  4'A-in.  girder  to  the  city  of  Niagara  Falls 
and  the  different  sizes  of  T-rail  to  the  suburban  lines. 

About  72  miles  of  the  9-in.  girder  and  16  miles  of  the  6-in.  girder 
arc  laid  on  concrete  both  of  the  "beam"  and  "solid  type"  (sec  Figs. 
2   to   S).    About    tafi'A    miles    of   track    (.^0,216   joints)    have   been 

*Chtrf  caifloiurr  IntcrnaUonal  Kailway  ('o.,aHiwKiau*  mpnil>rr  American  So<:ii>f>- 
(if  ClTtl  Kaiflniv!rK,  mvmlMTr  Anirrlcan  Railway  Kntfinrrrliiif  and  .Malnlirnancc 
of  Way  AMoclallon,  memlxT  Koirlncrrlnir  Hoclety  of  Wolcrn  Nrw  Vurk. 


resiliency  of  the  roadbed.  Nearly  all  tr.ick  of  this  character  has 
been  relaid,  however,  in  the  last  three  years,  eliminating  a  great 
source  of  expense  in  the  niai"ieuance  of  track  and  roadway. 

Of  late  years  a  pavement  01  No.  i  Medina  sandstone,  with  the 
joinl.s  filled  with  porlland  cement  grout,  has  been  gradually  sub- 
slitutcd  for  asphalt,  and  in  this  wc  have  been  greatly  assisted  by  the 
ap|)roval  of  the  city  authorities,  who  have  come  to  know  by  heart 
the  street  railway  axiom  that  .isphnll  will  not  slaud  against  a  steel 


130 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  3- 


rail  siilijcct  lo  excessive  vil>ralion.     With  these  conditions  of  pav- 
ing  to   contend    with,    the    company    has   adopted   the    following 

standards:  _  ., 

Rad. 

The  rail  used  is  a  r)-in.  girder  semi-grooved  type,  rolled  by  the 
Lorain  Steel  Co.,  and  known  as  its  section  94-.?!,!  (see  I'ig.  6).  Ob- 
serve that  till-  base  is  6  in.  wide,  making  a  magnificent  support  when 
superimposed  upon  beam  concrete  and  lessening  the  tendency  of 
wide  gage  due  lo  tipping.  Too  little  attention  is  paid  to  this  point 
by  street  railway  engineers.  When  a  track  is  new  and  all  its  fittings 
in  first-class  shape  the  width  of  base  docs  not  matter  so  nuicli,  but 


measurement  showed  that  this  rail  liad  worn  down  %  in.  in  four 
years  or  1-32  in.  in  one  year  (Fig.  6).  As  the  deepest  flange 
operating  over  this  track  is  }i  in.,  this  would  indicate  the  life  to  be 
about  16  years.  It  is  prob-iblc  that  this  rale  of  wear  will  not  be 
maintained,  however,  and  the  life  of  the  track  will  be  somewhat 
longer  than  16  years,  the  Pan-American  travel  being  heavier  than 
anything  we  are  liable  to  have  for  some  years.  Of  course  the  track 
of  similar  construction  in  the  outlying  parts  of  the  city  not  sub- 
jected to  such  frequent  service  (2  minutes  regular)  will  have  a 
much  longer  life.  In  this  connection  it  will  appear  strange  to  the 
old  trackman  to  speak  of  the  life  of  a  lr,ick  being  dependent  upon 


—  ^^'fig^^er/r  7~nrcA<s 


Fill.  2-CROSS  SECTION  OF  '>-I.N.  TK.\CK  IN  ASl'HALT  STREET,  liI,OCK  PAVINC,  IN  TRACK  ANIl  DEVII-  STRII'. 


fk;.  3 -LoNorruniNAL  section  hefore  tavlm; 


^^^■:^i^^^:^%>^!;i(i^f  ;-ii^:/^.'iiJ4^..'^"^4 


FU;.  4-CROSS  SECTION  OF  l-IN    TRACK,  BEAM  CONSTRUCTION,  STONE  PAVINC. 


CncwV  A«V«>i/ 


SECTION  THROUGH  A  B.-FI(i.  5-SECTION  THROIKIH  C  D. 


COnct«f»  fomflta 


J/o.Tff  fOmfig^ 


after  8  or  10  years  of  continuous  service,  when  the  tics  arc  rotting 
and  the  pavement  has  become  loose,  the  6-in.  base,  assisted  by  a 
tie  plate  which  fits  snug  under  the  head,  does  its  work  well. 

The  depth  of  throat,  iVi  in.,  is  another  and  the  greatest  point  in 
favor  of  this  rail  section.  With  a  concrete  base  the  wear  upon  the 
head  of  the  rail  is  no  doubt  greater  than  with  a  flexible  roadbed, 
so  that  every  1-32  of  an  inch  gained  in  depth  means  a  year,  more 
or  less,  in  the  life  of  the  rail,  depending  of  course  upon  conditions 
of  operations  and  depth  of  wheel  flange.  Within  a  month  a  section 
of  rail  has  been  taken  from  a  concrete  track  in  Main  St.,  Buffalo, 
which  was  laid  in  1899,  over  which  there  was  an  average  of  one-half 
minute   service   during   the   Pan-American   E.\position.     A   careful 


the  wear  of  the  head  instead  of  upon  the  joint,  as  the  life  of  the 
greater  portion  of  track  in  the  past  has  been  deterrmined  by  poor 
joints  rather  than  by  wear  upon  the  head. 

This  is  one  of  the  wonderful  results  which  the  electrically  welded 
joint  has  achieved.  To  be  paradoxical,  after  the  joint  is  welded, 
it  ceases  to  be  a  joint,  and  we  forget  it  is  there. 

Finally,  the  semi-grooved  portion  of  the  section  lends  itself  very 
nicely  to  the  vehicular  travel  and  besides  is  self-cleaning,  the  flange 
of  the  wheel  crowding  out  the  dirt  over  the  lip  of  rail.  The  groove 
may  be  termed  a  compromise  between  the  narrow  i-in.  wide  full 
grooved  section  used  in  Washington  and  the  Crimmons  or  Trilby 
type  used  in  New  York  city.     The  Washington  rail  is  the  least  de- 


Feb.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


131 


sirable  which   could  be   installed   from  a  car   operation  standpoint. 

while  on  the  other  hand,  it  is  the  best  for  vehicles.    The  Trilby  rail 

is  good  from  both  the  railroad  and  city  standpoint,  but  is  heavy  and 

expensive.     Probably  the  best  rail  rolled  to-day  is  Lorain  Co.  Sec. 

137-371-  _. 

Ties. 

During  the  large  amount  of  construction  carried  on  in  iSgg 
very  careful  inspection  was  made  of  the  old  ties  taken  out.  These 
were  of  all  kinds  of  wood  from  hemlock  to  yellow  pine  and  oak. 
It  was  found  that  the  yellow  pine  tics,  in  nearly  all  cases,  were  in 


have  been  published,  so  all  that  is  necessary  here  is  to  give  a  state- 
ment of  results  obtained  and  the  number  and  cause  of  breakages. 
In  this  connection   the   question   is   still   asked  as   to  "what  we   do 


FIG.  6^JOHNSON  RAIL,  SECTION  <)t— 313. 


very  good  condition,  even  better  than  the  white  cedar.  ,\  long  kaf 
southern  pine  5  x  7  in.  7  ft.  long  has  therefore  been  adopted  for  use 
Iwtween  the  steel  ties  which  are  spaced  at  lo  ft.  The  latter  are  of 
a  channel  section  6  ft.  long,  and  are  secured  to  the  rail  by  brackets 
which  come  well  up  under  the  head  of  the  rail. 

Joints. 
The  electrically  welded  joint  was  adopted  as  a  standard  in   iSy9 
and    since    that    time,    .30,216   joints    (representing    lod'/i    miles    of 
track)   have  Inin  wehled.     Numerous  descriptions  of  the  process 


FIG.  7— TOOTHED  ASPHALT  LAID   IN  1X99. 

with  expansion."     Probably  the  best  answer  is  that  we  "forget  it" 
the  same  as  we  do  the  joint  after  it  is  welded. 

Scientifically  it  may  be  said  that  the  rail  is  held  in  every  infinites- 
imal part  of  its  length  by  the  concrete  base,  which  covers  about  one 
inch  of  the  base  of  the  rail,  and  by  the  paving,  and  the  track  cannot 


VIC.  8-NO.  I   HLOCK  stone  laid  in  1«<i9. 

expand  or  contract.     The  force  is  taken  up  in  internal  strain  in  the 
nielal  of  the  rail.     When  this  strain  becomes  greater  than  llie  iilti- 
malc  tensile  strength,  the  rail  breaks. 
A  tabulated  statement  follows  which  explains  itself: 


First  Year, 

Skcond  Ykab. 

Third  Ykah. 

Kind  oi-  Kail. 

Joint.s  welded  in 

No. 
Broken. 

Joints  welded  in 

No. 
Onikcn. 

127 

7 

2,S 

6 

2 

lb 

Joints  welded  in 

No. 

1899 

1900 

1899  1900 

1901 

1899  1900 
-1901 

Broken. 

Old,  6  in 

4787 
8 

26SS 

74 

1) 

3822 

18 

1) 

49 

3 

(1 

4S 

11973 

.=ifih 

IH'M 

Uf, 

6 1 'J 

2234 

17432 

16760 

574 

4.i52 

22(1 

619 

6056 

482 
0 

351. 
(1 
0 

597 

17242 

57-1 

4'NIM 
220 
619 

66.S3 

H 

Old,  7  in 

1 

Old,  J.  Co.,  9  in 

7 

f )ld,  P.  S.  Co.,  9  in 

1 

New,  6  in 

New,  9  in 

0 

Totals..    

11349 

115 

28781 

183 

1435 

30216 

20 

132 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  3- 


Of  llii:  iSj  liriiktn  juiiils,  winter  of  igoo-oi,  23  were  on  welding 
done  in  l8m)  and  1(10  were  on  welding  done  in  1900  (17432  joints 
were  welded  in  1900). 

The  joints  which  broke  have  all  been  carefully  inspected  and  in 
no  case  did  the  break  tKcnr  thrnngh  the  weld,  nor  did  the  weld  pnll 
ofT.  The  break  almost  invariably  occurred  at  the  end  of  a  welding 
bar,  the  rail  breaking  usually  through  old  bolt  or  bond  holes  be- 
yond the  bar. 

By  welding  with  bars  long  enough  to  cover  and  reach  over  all 
such  holes,  this  source  of  breakage  has  been  eliminated  since  igoo. 
The  49  breaks  in  1899  and  the  25  in  1900  in  old  Johnson  Co.  9-in. 
as  shown  above,  were  directly  due  to  this  cause.  The  large  number 
of  breaks  in  igoo  in  Old  6-in.  (127)  we  could  only  account  for  by 


FIG.  9-6-IN.  TRACK  REL.\II),  CONCRETE  BEAM  CONSTRUCTION. 

attributing  them  to  some  quality  in  the  chemical  composition  of  the 
rail  which  did  not  lend  itself  readily  to  the  weld.  They  nearly  all 
occurred  in  the  same  street,  viz ;  East  Ferry  St.,  and  this  would 
seem  to  help  that  hypothesis. 

Referring  again  to  the  table,  wc  note  183  broken  joints  at  the 
end  of  1901  winter.  These  were  all  reweldcd  in  the  summer  of 
1901,  so  that  to-day  the  number  of  broken  joints  is  20.  These  have 
been  cut  out  and  a  piece  of  rail  to  ft.  long  inserted,  full  bolted  and 
bonded.  Next  summer  these  plates  will  be  taken  off  and  the  rails 
rewelded. 

(To  be  continued. 1 
■*--¥■ 

PENNSYLVANIA  STATE  REPORT. 


The  anual  report  of  the  Pennsylvania  Bureau  of  Railways,  for  tlie 
year  ending  June  30,  1902,  covers  the  reports  of  operation  and  finan- 
cial condition  of  97  street  railway  corporations  operating  street  rail- 
ways, and  96  street  railway  corporations  whose  lines  are  operated 
by  other  street  railw.iy  corporations;  also  reports' from  445  street 
railway  corporations  whose  lines  have  not  yet  been  constructed. 

The  cost  of  road  for  the  operating  street  railway  companies  is 
given  as  $61,647,864;  the  cost  of  equipment,  $12,015,828;  stocks 
owned,  $21,932440;  bonds  owned,  $433,932;  cash  and  current  assets, 
$13,160,552;  other  as.sets,  $7,013,805,  or  a  total  cost  of  road  and 
equipment  amounting  to  $116,204,481. 

The  gross  earnings  from  operations  for  the  year  covered  by  the 
report  were  $29,001,741.  The  companies  having  over  a  million  dol- 
lars income  from  operation  were  the  Consolidated  Traction  Co., 
Pittsburg,  $1,614,102;  Pittsburg  Railways  Co.,  $3,711,003;  United 
Traction  Co.,  of  Philadelphia,  $14,006,915,  and  the  United  Traction 
Co.,  of  Pittsburg,  $1,065,122.  Since  the  first  of  January,  1902,  the 
Consolidated  Traction  Co.  has  been  operated  by  the  Pittsburg  Rail- 
ways Co.,  and,  therefore,  the  receipts  attributed  to  it  are  for  a  frac- 
tion of  the  year  only,  and  the  receipts  of  the  Pittsburg  Railways  Co. 
are  for  the  si.x  months  ending  June  30,  1902;  also,  the  amount  cred- 
ited to  the  United  Traction  Co.,  of  Pittsburg,  represents  the  re- 
ceipts prior  to  the  operation  of  this  road  by  the  Pittsburg  Railways 
Co.     In  adidtion  to  the  income  from  operation,  the  receipts  from 


other  sources  amounted  to  $1,105,693,  making  a  grand  total  of  $30,- 

'  07434- 

The  entire  length  of  street  railways  in  the  slate,  as  disclosed  by 
the  report,  is  2,175.47  miles;  the  total  length  of  all  tracks  operated, 
incluiling  sidings,  etc.,  2,464.60  miles.  The  companies  operating  the 
larger  .systems  were:  Cone-Stoga- Traction  Co.,  83.66  miles;  Lehigh 
Valley  Traction  Co.,  130.26  miles;  Pittsburg  Railways  Co.,  318.18 
miles ;  Scranton  Railway  Co.,  76.69  miles ;  United  Traction  Co.,  of 
Philadelphia,  334.77  miles;  United  Traction  Co.,  of  Reading,  58.21 
miles;  Wilkes  Barre  &  Wyoming  Valley  Traction  Co.,  51.21  miles; 
Ilarrisburg    Traction  Co.,  43  miles. 

The  total  number  of  cars  in  use  was  7.017.  of  which  the  Pitts- 
burg Railways  Co.  had  1.541  and  the  United  Traction  Co.,  of  Phila- 
delphia, 3,205. 

The  number  of  employes  of  operating  companies  was  17,788,  and 
the  compensation  paid  them  amounted  to  $10,394,401,  or  $584  per 
capita.  The  United  Traction  Co.,  of  Philadelphia,  alone  paid  $4,- 
466.848  in  wages.  The  number  of  employes  the  year  previous  was 
15.828,  and  the  total  compensation  paid,  $8,745,024. 

The  number  of  passengers  carried  during  the  year  covered  by  the 
report  was  640,076,370,  as  against  580,654,629  the  preceding  year. 
The  number  of  passengers  killed  by  accident  was  34;  the  year  be- 
fore, 33.  The  number  of  passengers  injured,  1466;  the  year  before, 
1,050. 

Among  street  railway  employes  11  were  killed  during  the  year 
covered  by  the  report  and  234  injured;  the  year  before  14  were 
killed  and  129  injured. 

From  the  reports  of  the  96  street  railway  corporations  whose  lines 
are  leased  and  controlled  by  other  corporations  it  appears  that  they 
Iiavc  an  aggregate  capital  stock  outstanding  of  $119,801,319,  and 
funded  and  unfunded  indebtedness  amounting  to  $62,921,719.  The 
cost  of  road  and  equipment,  which  is  reported  exclusive  of  the 
amount  reported  as  cost  of  road  and  equipment  of  lessee  company 
and  other  assets,  amounts  to  $189,306,806.  The  income  of  these 
subsidiary  companies  consists  mainly  of  rentals  from  the  lessee 
companies  and  is  reported  at  $7,555,102.  The  amount  of  dividends 
paid  by  these  companies  is  reported  as  $4,893,020.  Other  disburse- 
ments than  dividends  amount  to  $2,611,066.  The  amount  paid  as 
dividends  by  the  operating  companies  was  $1,086,440. 


AN  OHIO  CONSOLIDATION. 

Feb.  14,  1903,  the  Cleveland,  Elyria  &  Western  Railway  Co.,  which 
operates  90  miles  of  road,  and  the  Cleveland  &  Southern  Railroad 
Co.  with  40  miles  of  track,  were  consolidated  under  the  name  of 
the  Cleveland  &  Southwestern  Traction  Co.  These  lines  comprise 
a  road  connecting  Cleveland  with  Elyria,  Oberlin  and  Norwalk 
with  extensions  north  from  Elyria  to  Lorain  and  North  Amherst,, 
and  south  from  Elyria  to  Grafton  and  from  Oberlin  to  Wellington. 
.Mso  a  line  from  Cleveland  to  Berea,  Medina  and  Wooster.  The 
officers  of  the  Cleveland  &  Southwestern  Traction  Co.  are:  Presi- 
dent, A.  E.  Akins;  first-vice-president,  A.  H.  Pomeroy;  second 
vice-president.  S.  C.  Smith;  secretary,  E.  F.  Schneider;  treasurer 
and  general  manager,  F.  T.  Pomeroy;  general  passenger  agent,  J. 
O.  Wilson;  general  superintendent.  W.  J.  Hillier;  assistant  superin 
tcndent,  E.  W.  Coe;  consulting  engineer,  W.  II.  .Vbbott ;  chief  elec- 
trical engineer,  A.  G.  Hindert ;  chief  mechanical  engineer,  A.  Mc- 
Manerry;  master  mechanic,  M.  D.  Patingale. 

Other  Mandlcbaum-Pomcroy  interests  comprise  the  Ohio  Central 
Traction  Co.  with  a  line  between  Mansfield  and  Bucyrus  via  Galion 
and  Crestline;  the  Western  Ohio  now  operating  between  Lima  and 
St.  Mary's  and  building  from  Lima  to  Findlay  and  south  to  Piqua ; 
and  the  Cincinnati,  Dayton  &  Tolido,  in  operation  between  Cincin- 
nati and  Daylon.  The  Widener-Elkins  syndicate  is  financially  in- 
terested in  the  Cincinnati,  Dayton  &  Toledo  company. 

There  are  various  rumors  in  circulation  as  to  the  plans  for  clos- 
ing the  gaps  between  Findlay  and  Toledo  and  between  Dayton  and 
Piqua. 


The  Toledo  (O.)  Railway  &  Light  Co.  recently  contracted  with 
the  G.  C.  Kuhlman  Co.  of  Cleveland,  for  .?o  new  double-truck  cars, 
and  with  the  J.  G.  Brill  Co.,  of  Philadelphia,  for  10  double-truck 
cars  and  40  sets  of  trucks.  The  General  Electric  Co.  will  supply  the 
motors. 


Mar.  20.   1903] 


STREET  RAILWAY  REVIEW. 


133 


INTERURBAN   EXTENSIONS  IN 
INDIANA. 


NORTHERN 


One  of  the  most  important  electric  interurban  projects  now  under 
construction  is  that  of  the  Indianapolis  Northern  Traction  Co.,  whose 
route  is  shown  on  the  accompanying  map.  The  new  line  starts 
from  the  northern  boundary  of  Indianapolis,  where  it  forms  a 
junction  with  the  Union  Traction  Co.  of  Indiana,  and  runs  in  a 
general  northerly  direction,  passing  through  Carniel.  Noblesville, 
Tipton,  Kokomo  and  a  number  of  intermediate  towns.  At  Kokomo 
the  line  branches,  one  line  running  nearly  due  north  to  Peru  and 
the  other  branch  running  northwest  to  Logansport.  A  short  branch 
also  runs  from  Tipton  to  Eiwood.  making  connection  with  the  lines 
of  the  Union  Traction  Co.  of  Indiana  at  the  latter  city. 

The  new  system  is  nearly  all  graded  and  the  rails,  poles  and  ties 
have  been  delivered  for  the  section  between  Indianapolis  and  Tip- 
ton. The  rest  of  the  construction  material  is  being  delivered  over 
the  remainder  of  the  route  and  all  machinery  and  other  supplies 
have  been  ordered  for  early  spring  delivery. 

The  Indianapolis  Northern  Traction  Co.  is  being  built  by  the 
same  interests  which  own  the  Union  Traction  Co.  of  Indiana,  and 


SYSTEMS  OF    THF.    UNIO.N    TRACTION   CO.   OK    INDIANA    AND    THK 
INDIA.NAI'OLIS  NORTHERN  TRACTION  CO. 

tTnioti  Traction  Co.  of  Indiana    

L'nion  Traction  Co.  at  Indiana  ExtenHluns 


Indianapolis  Northern  Traction  Co.     — •  •  - 


the  new  road  will  be  leased  and  operated  by  the  latter  company. 
Its  power  house  will  be  located  at  Anderson,  and  will  comprise 
practically  an  extension  of  the  present  plant  of  the  Union  Traction 
Co.  The  construction  of  the  addition  to  this  plant  is  now  under 
way,  and  the  new  road  will  be  operated  by  means  of  a  30,000-volt 
current,  which  is  the  highest  voltage  thus  far  attempted  for  electric 
railway  transmission.  The  roadbed  of  the  Indianapolis  Northern 
is  being  constructed  in  the  most  substantial  manner  and  all  sharp 
curves  and  grades  of  over  ij^  per  cent  have  been  avoided,  this 
construction  being  adopted  with  a  view  to  high  speed  service. 

The  Union  Traction  Co.  of  Indiana  is  also  building  several  addi- 
tions to  this  net  work  of  tracks  which  practically  covers  the  north- 
ern section  of  the  state  of  Indiana.  One  of  these  extensions  is 
from  Alexandria  to  Muncie,  another  is  from  Eiwood,  passing 
through  Fullerton  to  Anderson,  and  the  third  extends  from  Ches- 
terfields to  Middletown.  All  of  these  extensions  are  expected  to 
be  in  operation  during  the  coming  summer.     The  company  is  also 


building  extensive  new  repair  shops  adjacent  to  the  power  house  at 
.Anderson  in  which  all  repairs  of  the  interurban  systems  as  well 
as  those  of  the  local  systems  owned  by  the  Union  Traction  Co. 
will  be  made.    Work  on  the  new  shops  was  recently  commenced. 

In  addition  to  its  regular  schedule  this  company  has  recently 
added  four  limited  trains  to  its  service  on  which  an  extra  rate  of 
fare  is  charged.  These  trains  start  from  Muncie  at  8:00  and 
11:00  a.  m.  and  at  2:00  and  5:00  p.  m.,  running  through  to  Indian- 
apolis in  two  hours  and  making  but  one  stop,  which  is  at  Ander- 
son. Limited  trains  also  leave  Indianapolis  at  the  same  hours, 
stopping  only  at  Anderson  and  Muncie.  The  cars  used  on  the 
limited  service  are  handsomely  decorated  and  upholstered  and  are 
provided  with  smoking  compartments  furnished  with  easy  chairs. 
The  limited  cars  have  proved  very  popular  and  have  been  well 
patronized  notwithstanding  the  increased  rate  of  fare  charged. 


EXTENSION   OF  NEW   YORK  TRANSIT  FACIL- 
ITIES. 


The  plans  submitted  to  the  Rapid  Transit  Commission  by  its  chief 
engineer,  Mr.  William  Barclay  Parsons,  for  increased  transpiDrta- 
tion  facilities  in  New  York  City  call  for  an  additional  outlay  of 
about  $50,000,000.  His  proposed  changes  are  in  brief  as  follows: 
A  new  subway  from  the  Battery  to  42d  St.  by  way  of  Church  and 
Wooster  Sts.,  University  Place  and  Broadway ;  an  east-side  sub- 
way from  40th  St.  and  Park  Ave.  to  Mott  Haven,  by  way  of  Lex- 
ington Ave.,  parallel  to  the  New  York  Central  &  Hudson  River  R. 
R. ;  a  branch  line  from  Lexington  Ave.  to  Lenox  Ave.,  under  lioth 
St. ;  an  elevated  extension  on  the  Southern  Boulevard  in  the  Bronx, 
running  toward  Westchester;  a  triangular  branch  of  the  Manhattan 
Railway  Co.  from  Ninth  Ave.  through  S3d  St.,  loth  and  Amsterdam 
Aves.  to  72d  St. ;  two  additional  tracks  on  the  Second  Ave. 
elevated  to  be  carried  over  the  Chatham  Square  junction 
and  over  the  Park  Row  line  to  City  Hall ;  connections  be- 
tween the  elevated  and  subway  at  149th  St.  and  Third  Ave.  and 
at  various  other  points;  a  third  track  for  express  trains  on  the  Sixlli 
Ave.  elevated  line ;  a  third  track  on  the  Eighth  Ave.  elevated  road 
from  Il6th  St.  to  i2Sth  St.;  a  branch  elevated  road  from  Second 
Ave.  to  the  new  Blackwell's  Island  bridge;  periodic  junctions  be- 
tween the  tracks  of  the  New  York  Central  and  the  subway  and  e'le- 
vated  systems,  and  removal  of  the  New  York  Central's  surface 
tracks  on  the  west  side  below  sgth  St.  to  an  elevated  strucHire. 

THROUGH  SYSTEM  FROM  CINCINNATI  TO 
TOLEDO. 


Mr.  H.  C.  Lang,  of  Cleveland,  O.,  secretary  of  the  Cincinnati, 
Dayton  &  Toledo  Traction  Co.,  and  a  leading  factor  in  the  Man- 
delbaum-Pomeroy  Traction  Syndicate,  states  that  it  is  not  improb- 
able that  the  plans  for  a  continuous  electric  system  from  Cincinnati 
to  Toledo  will  be  consummated  by  Jan.  I,  1904.  The  Cincinnati, 
Dayton  &  Toledo  line  now  extends  from  Cincinnati  to  Dayton.  Be- 
tween Dayton  and  Piqua,  O.,  are  two  separate  through  lines.  With 
both  of  these  lines  the  syndicate  is  on  friendly  terms  and  either  will 
probably  be  willing  to  co-operate  with  it.  Between  Piqua  and  Lima 
the  Western  Ohio  Traction  Co.,  one  of  the  syndicate's  properties, 
has  completed  a  line  from  Piqua  to  Sidney  and  by  May  1st  will  be 
in  operation  to  Lima,  thus  completing  a  continuous  system  to  within 
70  miles  from  Toledo.  The  Western  Ohio  Traction  Co.  has  pni- 
jected  a  road  from  Lima  to  Findlay  and  some  work  has  been  done 
upon  it.  The  Lima-Findlay  branch  can  be  completed  by  this  year. 
.•\t  Findlay  (he  road  would  be  met  by  the  Toledo,  Bowling  Green  & 
SoiUhcrn  Traction  Co.,  now  operating,  or.  if  it  seems  preferable,  it 
will  be  possible  to  reach  Toledo  from  Findlay  by  way  of  the  To- 
ledo, Fostoria  &  Findlay  Traction  Co.,  which  has  a  line  in  opera- 
tion between  Findlay  and  Fostoria  and  proposes  to  push  construc- 
tion on  its  line  from  Fostoria  (o  Toledo  this  season.  No  overtures 
have  been  made  by  the  syndicate  in  this  connection  as  yet. 


Till-  Louisville,  Anchorage  &  Pewee  Valley  Electric  Railroad  Co.. 
Louisville,  Ky.,  is  building  some  very  attractive  stations  along  its 
interurban  line.  One  at  Beard  was  opened  on  March  4th.  Con- 
struction of  another  at  Pewee  Valley  will  be  begun  shnrlly. 


134 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  3. 


rUSLISHaO    ON    TMI    aOTM    OP    EACH    MONTH. 

WINDSOR  &   KENFIELD  PUBLISHINO  CO.. 

45-47  PLYMOUTH  PLACE,  CHICAGO,  ILL. 

0*«La  AOOMISai  "wIMUBIO."         10M«  OICTANOa  T»lBmONl.  H«Nnis« 


BRANCH  OFFICES: 

New  York— M  Cortl«ndt  Street.  Cleveland    301  Electric  Building. 

Philadelphia    The  Bourse. 

SUBSCRIPTION  AGENCIES; 
Austria,  Vienna     Lehmann  &  Wentxel,  Karntnerstrasse. 
France,  Paris     Boyveau  a  Chevillet.  Librairie  EtranEere,  Rue  dela  Banque. 
Italy,  Milan     Ulrico  Hocpli.  Librairie  Delia  Real  Casa. 

New  South  Wales,  Sydney    Turner  a  Henderson,  i6and  iS  Hunter  Street. 
Queensland  .South).  Brisbane -Gordon  &  Cotch. 
Victoria,  Melbourne  -Gordon  &  Cotch.  Limited.  Queen  Street. 


The  publisher  of  the  Stkekt  Railway  Rhvibvv  issues  each  year  on  the 
occasion  of  the  nu'ctliuf  of  the  American  Street  Railway  Association  four  or  more 
numb«'rs  of  tlu-  /tu//y  strrtl  Itnilwtn-  litrirzc^  which  is  published  in  the  convention 
citv  and  contains  the  convnuion  rviKirts.  Th,-  Jhtilv  Strttt  tiuihmy  Ixfvuzv  is 
sc|i.trau-  from  the  Stkket  Railwav  Revikw.  but  is  In  its  nature  supplementary 
thereto. 

SUBSCRIPTION  RATES: 

In  the  I'niteii  StJitcs,  Canail.i  »r  Mexico: 

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In  .\11  Other  Countries: 

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CORRESPONDENCE. 

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any  marked  copies  of  pa|>ers  or  news  items  our  street  railway  friends  may  send 
us,  pertaining  either  lo  companies  or  officers. 


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VOL.  XIII. 


MARCH  20,  1903. 


SUMMARY  OF  CONTENTS. 

Klectric   Haulage  oil   the    Miami  &   Krie   Canal.     Illustrated 121 

Convention    Announcements.     Illustrated 127 

Multiple  System  of  Street   Car   Wiring.    Illustrated 128 

Track  Construction   of  the   International   Railway  Co.   in   Buffalo, 

N.  Y.— I.     By  T.   W.   Wilson.    Illustrated 129 

Pennsylvania    State     Report 132 

Interurban   Extensions  In   Northern   Indiana.     Illustrated 133 

Editorial     134 

Comparative  Statements.  By  Henry  VV.  Brooks.  Jr.  Illustrated —  137 
Systematic    Increase    In     Wages    of     the    Massachusetts    Electric 

Companies     139 

Street   Railway   Park   Development— IV.     Illustrated Ill 

Park  Attractions.    By  C.  W.   Waddell HI 

Recent    Street    Railway    Decisions 149 

Providence   &    Danielson    Ry.    Illustrated 163 

Chicago    City    Railway     Report 157 

Indianapolis  Traction  &  Terminal  Co,     Illustrated laS 

Increase   in    Wages   (m   the    North   Jersey 160 

Reporting    Power    House    Data IGO 

St.   I>ouis  &   Suburban    Power  House  Burned 16" 

Plans   of   Electric    Railways   for   1903 161 

New    Publications    172 

I*ersonaI     173 

Obituary     174 

,\cclden  ts     174 

Strikes  of  the  Month 174 


CHICAGO  FRANCHISES. 

I'hc  Chicago  franchise  question  is  in  the  state  that  was,  all  nego- 
iiations  having  been  suspended  on  February  16,  with  no  prospect  of 
resuming  conferences  between  the  council  committee  and  the  street 
railway  companies  until  after  ihc  municipal  election  which  is  to  be 
held  .Spril  7.  The  indications  are  that  the  traction  question  will 
lie  made  the  principal  issue  in  the  coming  campaign,  a  thing  much 
10  be  deplored  since  any  agreement  with  ihe  street  railways  must  be 
on  a  business  and  not  a  political  basis. 

In  cflfcct  the  suggestion  of  the  street  railways  oflfcred  at  the  last 
conference  was  lo  make  an  arrangement  similar  to  that  agreed  upon 
in  iHi<j.  that  is,  fix  the  terms  for  a  10  or  20-ycar  extension  without 
prejudice  lo  existing  rights  under  the  99-year  act.  The  companies 
ilesirc  that  the  valuation  of  their  rights  under  the  99-year  act  should 
be  deferred  until  the  validity  of  that  law,  which  is  questioned  by 
the  city,  shall  be  determined  in  court.  After  such  an  adjudication 
the  companies  would  be  willing  to  dispose  of  all  their  rights  to  the 
city  at  the  end  of  such  extended  term  as  might  be  agreed  upon. 

The  position  of  the  council  committee  on  transportation  has  been 
that  a  waiver  of  the  companies'  as  yet  undetermined  rights  should 
be  made  as  part  of  the  compensation  to  be  given  for  a  short  exten- 
sion of  all  franchises.  It  is  obviously  not  practicable  for  the  rail- 
ways to  consider  such  a  proposition. 


REPORTING  POWER  HOUSE  DATA. 

Intelligent  comparison  of  two  or  more  matters,  however 
similar  in  general  nature,  yet  involving  numerous  varying 
factors,  can  be  made  only  by  reduction  to  a  common 
basis  or  by  reference  to  an  accepted  unit  of  measure- 
ment, and  the  universality  of  this  fact  has  resulted  in  the 
establishment  of  many  standards,  more  or  less  properly  suited  to  the 
purposes  for  which  they  have  been  devised  and  adopted.  When 
such  bases  of  reference  are  once  established  by  competent  authority, 
recognized  by  good  practice  and  understood  by  all  concerned,  it 
would  seem  unnecessary  to  urge  their  use  in  all  measurements  where 
exactness  and,  more  especially,  general  availability  are  concerned. 
While  a  notched  rod  or  a  knotted  cord  may  serve  with  ample  cer- 
tainty in  the  purchase  of  a  pane  of  window  glass,  these  methods  of 
measurement  could  hardly  be  regarded  as  of  material  value  in  direct 
computations  of  relative  sizes  or  of  total  extents  for  two  or  more 
transactions.  The  dollar  and  the  ton  are  recognized  standard  units 
of  value  and  weight  for  the  measurement  of  fuel,  yet  costs  of  power 
generation,  so  readily  expressed  in  terms  of  fuel -consumption  per 
unit  of  time  or  output,  and  so  definite  in  meaning  to  the  operator  of 
an  individual  plant  under  given  conditions,  are  frequently,  if  not 
usually,  of  little  value  for  purposes  of  general  comparison  of  the 
performances  of  plants  using  different  fuels,  varying  each  from  the 
other  in  cost  per  Ion  and  in  effective  value  for  steam  production. 
On  the  contrary,  the  evaporation  of  a  pound  of  water  into  steam 
under  given  conditions  of  temperature  and  pressure  involves  the 
effective  expendilure  of  a  definite  amount  of  heat,  and  naturally  con- 
.stitutes  a  proper  basis  of  reference  for  computations.  The  produc- 
tion of  steam  is  the  specific  duty  of  the  boiler  plant,  and  its  cost 
should  be  found  and  used  in  all  investigations  of  the  expense  and 
efficiency  of  steam  power  installations,  regardless  of  the  use  to  which 
the  steam  is  put  after  leaving  the  boilers. 

In  this  connection  we  would  direct  attention  to  the  letter,  else- 
where in  this  number,  from  Mr.  Jos.  E.  Lockwood,  of  Detroit.  Mich. 
Mr.  Lockwood  refers  to  Ihe  inconvenience  experienced  in  recent 
endeavors  to  arrive  at  intelligible  results  by  comparison  of  data 
derived  from  tests  conducted  at  various  power  generating  stations,' 
and  deploring  the  fact  that  the  cost  of  evaporalion  had  not  been  de- 
rived and  stated  independently  of  the  ultimate  station  output.  From 
the  information  available  when  such  tests  are  worked  up,  the  cost 
of  evaporation  is  readily  obtainable  and  may  be  stated  in  any  of 
three  different  ways,  equal  in  accuracy  and  varying  only  in  con- 
venience of  subsequent  use:  (a)  cost  per  pound  of  water  evap- 
orated under  the  conditions  of  feed  water  temperature  and  steam 
pressure  (and  temperature  also,  where  superheating  is  used)  under 
which  the  boilers  arc  operated;  (b)  cost  per  pound  of  equivalent 
evaporation  from  and  at  212°  F. ;  and  (c)  cost  per  standard  boiler 
horse  power,  the  evaporation  of  JO  lbs.  of  water  per  hour  from  feed 
water  at  100°  F.  into  steam  at  70-lb.  gage  pressure,  or  the  equivalent 
evaporation  of  34'/j  lbs.  of  water  per  hour  from  and  at  212°  F. 
The  use  of  either  of  these  three  in  .statements  of  power-plant  op- 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


135 


erating  expenses  will  afford  an  entirely  definite  basis  for  compari- 
son of  results  and  economy  attained,  not  only  at  a  given  station 
under  various  conditions,  but  also  at  different  plants  among  which 
costs  and  qualities  of  fuel  may  vary  widely  and  where  tests  are 
made  and  reported  by  different  men.  Having  this  convenient  and 
definite  standard  of  reference  for  boiler  practice,  its  use  in  all  cases 
should  require  no  recommendation  at  our  hands.  Since,  however, 
power  costs  are,  in  many  reports  of  tests,  stated  in  terms  of  the 
consumption  of  fuel  of  a  stated  quality  and  price,  making  them 
utterly  unavailable  for  purposes  of  general  comparative  usefulness, 
we  would  urge  that,  in  addition  to  these  statements,  the  rate  and 
cost  of  evaporation  be  calculated  and  included  in  the  reported  data. 


THE  1903  CONVENTION. 

It  has  been  determined  that  the  conventions  of  the  American 
Street  Railway  Association  and  the  two  allied  organizations — the 
Street  Railway  .Accountants'  Association  and  the  American  Rail- 
way Mechanical  and  Electrical  .\ssociation — shall  be  held  this  year 
at  Saratoga,  N.  Y.  Although  Saratoga  has  for  years  been  a  popular 
convention  city,  its  choice  for  the  meeting  place  of  the  street  rail- 
way associations  is  a  radical  departure  from  established  precedent. 
our  conventions  heretofore  having  been  held  only  in  the  larger 
cities,  the  pro.ximity  of  Niagara  Falls  to  Buffalo  making  the  1897 
convention  scarcely  an  exception. 

The  meeting  place  of  the  A.  S.  R.  A.  has  heretofore  been  deter- 
mined largely  by  the  fact  that  certain  of  the  members  of  the  asso- 
ciation wished  to  act  as  host.  The  growing  need  for  hotel  accom- 
modations and  a  larger  exhibit  hall,  as  well  as  the  cost  to  the  local 
street  railways  for  entertainment  (which  in  recent  years  has 
amounted  to  between  $10,000  and  $15,000),  have  resulted  however 
in  very  much  limiting  the  choice  of  cities.  It  was  apparent  at 
Detroit  in  1902  that  future  meetings  would  have  to  be  arranged  on  a 
slightly  different  basis  and  the  action  of  the  A.  S.  R.  A.  executive 
committee  in  selecting  Saratoga  was  taken  after  giving  considera- 
tion to  the  various  points  involved.  There  is  no  question  as  to  the 
sufficiency  of  the  hotel  accommodations,  which  are  no  doubt  greater 
than  in  any  of  the  larger  cities,  and  the  matter  of  arranging  at- 
tractive excursions  and  other  entertainments  is  in  capable  hands. 
The  one  question  considered  doubtful  by  the  committee  was  whether 
a  suitable  exhibit  hall  was  available;  and  after  careful  inspection 
of  the  headquarters  hotel  and  the  undertaking  of  the  management 
to  erect  over  a  portion  of  the  court  a  roof  covering  the  area  needed 
for  the  more  bulky  e.xhibits,  this  was  decided  in  the  affirmative. 
The  advantage  of  having  the  exhibits  at  the  hotel  itself  is  apparent 
and  is  doubtless  the  reason  for  not  setting  apart  a  day  for  the  in- 
spection of  exhibits  as  has  been  done  for  several  years  past. 

The  date  chosen,  which  is  about  five  weeks  earlier  than  usual,  was 
arranged  with  the  view  of  securing  the  best  hotel  accommodations, 
and  with  the  idea  that  the  weather  is  more  likely  to  be  pleasant  in 
September  than  in  October.  The  "season,"  including  the  races, 
is  over  at  Saratoga  on  August  31st,  but  all  the  hotels  postpone 
closing  until  after  the  annual  flower  festival,  which  is  held  the 
week  of  Labor  Day.  Labor  Day  this  year  is  September  7th,  and  tin- 
choice  of  the  convention  date  for  the  week  intervening  between  the 
racing  season  and  the  flower  festival  is  a  happy  one — the  hotels  will 
not  be  crowded,  neither  will  any  of  them  have  closed. 


THE  NEW  ASSOCIATION. 

The  organization  at  Cleveland  last  month  of  the  American  Rail- 
way Mechanical  and  Electrical  Association  is  the  second  step  by 
electric  railway  men  towards  the  development  of  a  family  of  elec- 
tric railway  .associations,  and  will  result,  we  believe,  in  a  marked 
change  in  the  scope  and  character  of  the  work  of  the  American 
Street  Railway  Association.  We  predict  for  the  A.  R.  M.  &  E.  A. 
a  growth  fully  as  rapid  and  a  success  quite  as  marked  as  have  at- 
tended the  Accountants'  Association.  The  development  of  the  new 
organization  will  result  in  the  relegation  to  it  of  all  questions  per- 
taining to  power  plants,  shops  and  rolling  stock,  just  as  accounting 
subjects  arc  now  considered  entirely  by  the  Accountants'  Associa- 
tion instead  of  by  the  A.  .S.  R.  A. 

There  is  a  wide  field  that  can  be  properly  covered  by  the  mechan- 
ics and  engineers,  among  the  most  important  being,  track  and  roll- 
ing slock  standards,  shop  design  and  methods,  interchange  rules  fur 
adoption  where  cars  are  operated  over  the  tracks  of  different  com- 


panies, and  the  investigation  of  the  merits  of  various  types  of  power 
house  equipment  and  of  systems  of  current  distribution.  But  in 
connection  with  this  work  there  is  also  opportunity  for  co-opera- 
tion on  the  part  of  the  A.  S.  R.  A.  which  could  as  an  association 
exert  its  influence  for  the  adoption  by  its  members  of  the  recom- 
mendations of  the  "specialists,"  so  to  speak.  The  point  we  wish 
to  make  is  that  the  association  as  a  body  could  properly  act  to  pro- 
mote the  general  use  of  standards  adopted  by  the  Accountants'  and 
the  Mechanical  and  Electrical  associations,  where  now  such  recog- 
nition by  companies  is  secured  through  the  personal  arguments  pre- 
sented by  the  individual  accountant,  master  mechanic,  or  engineer, 
to  the  general  manager  of  his  company. 

If  development  proceeds  along  Ihese  lines,  the  A.  S.  R.  A.  will 
become  more  strictly  a  managers'  association  for  the  discussion 
of  the  broader  problems  of  operation,  and  simultaneously  we  should 
have  organizations  of  tlie  men  in  other  departments  of  the  roads 
as  for  instance  the  claim  department,  the  maintenance  of  way  de- 
partment, etc. 

If  the  A.  R.  M.  &  E.  A.  were  in  need  of  encouragement,  which 
we  do  not  for  an  instant  intimate,  it  need  only  refer  to  the  work 
of  the  Accountants'  Association,  which  has  had  its  work  ofticially 
approved  by  the  association  of  state  railroad  commissioners,  adopted 
as  standard  by  several  state  commissions,  and  used  by  the  United 
States  Census  Bureau  in  collecting  and  recording  street  railway 
statistics. 


ELECTRIC  RAILWAY  CONSTRUCTION  IN  1^03. 

At  this  season  active  preparations  for  carrying  out  the  railway 
construction  to  be  done  duritig  the  year  are  well  under  way.  The 
operating  companies  have  made  their  decisions  in  regard  to  exten- 
sions of  lines  and  the  purchase  of  new  equipment,  and  those  engaged 
in  new  enterprises  have  completed  their  plans  for  the  summer  and 
fall  work  in  the  field.  For  this  issue  we  have  collected  authentic  re- 
ports covering  the  new  construction,  track  rebuilding,  proposed 
additions  to  power  plants,  shops  and  car  houses,  and  new  machinery 
and  rolling  stock,  the  information  being  furnished  by  railway  offi- 
cials during  the  current  month.  It  is  very  gratifying  to  find  that  so 
many  railways  now  in  operation  have  decided  to  carry  out  exten- 
sions of  their  lines  and  other  improvements  of  various  kinds,  and 
when  the  work  already  under  contract  for  completing  lines  begun  in 
1902,  and  the  newly  organized  enterprises  that  have  made  arrange- 
ments for  construction,  are  taken  into  consideration  there  is  appar- 
ently no  doubt  but  1903  will  be  the  banner  year  for  electric  rail- 
ways. 

In  the  "Review"  for  January  last,  page  42,  was  published  a  sum- 
mary of  the  progress  made  in  completing  those  roads  that  last  year 
were  reported  as  under  construction,  and  in  this  number,  besides 
the  confirmed  reports  already  mentioned,  we  have  added  a  list  of 
the  corporations  organized  within  the  last  eight  or  nine  months 
for  the  purpose  of  building  electric  railways.  It  can  not  be  hoped 
that  all  of  these  latter  will  progress  as  far  as  track  building  this 
year,  but  the  surprising  number  of  new  companies  is  an  excellent 
index  of  the  activity  in  the  electric  railway  field,  and  taken  in  con- 
nection with  the  work  in  sight,  indicates  that  no  backward  ti-u- 
dency  is  to  be  apprehended  in  the  immediate  future. 


ELECTRIC  CANAL  PROPULSION. 

A  number  of  attempts  have  been  made  upon  various  canals  to  sub- 
stitute mechanical  for  animal  power  for  the  propulsion  of  boats,  but 
the  most  ambitious  attempt  in  this  direction  is  that  of  the  Miami  & 
Erie  Canal  Transportation  Co.,  whose  project  is  described  on  an- 
other page.  At  first  sight  the  plan  of  building  a  complete  and 
substantial  roadway  and  overhead  system  as  an  auxiliary  to  a  water- 
way seems  somewhat  anomalous,  as  the  question  naturally  arises  why 
the  roadbed  itself  should  not  be  used  for  transporlalinn  iiislerid  of 
using  boats.  The  whole  subject,  however,  resolves  itself  into  a  ques- 
tion of  the  cost  of  transportation  and  it  is  believed  from  somcwlial 
extensive  experiments  which  have  been  undertaken  in  several  places 
that  a  large  volume  of  bulky  freight  can  be  carried  on  canal  boats, 
lowed  by  electric  locomotives,  not  only  cheaper  than  upon  freight 
cars  but  even  considerably  cheaper  than  upon  bnals  pnipelled  by 
animal  power. 

f)nc  reason  for  the  economy  of  the  present  system  of  haulage  is 
the  low  speed  at  which  the  boats  arc  operated  and  the  entire  absence 


136 


STREET  RAILWAY  REVIEW. 


[Vol..   XIII.   No.  ,v 


oi  gr;i(li-.,  in.ikiiiK  an  alisoluli-ly  iiniforin  load  on  the  locomotives 
u'liicli,  thoiigli  ruiiniiii;  al  a  speed  of  alxiut  four  miles  an  hour, 
nevertheless  operate  about  three  times  as  fast  as  boats  propelled  by 
horses  or  mules.  In  any  rase  the  existing  conditions  on  this  canal 
entirely  preclude  the  use  of  the  track  for  freight  cars,  as  aside  from 
the  question  of  the  hanks  being  able  to  stand  the  weight  of  heavily 
loaded  trains  the  curves  and  irregular  profile  of  the  tracks  and  the 
overhead  clearance  at  bridges,  which  in  some  places  is  as  small  as 
7  ft.,  is  sufTicieni  lo  prevent  the  use  of  the  track  for  any  other  than 
the  purpose  of  caiwl  boat  towing. 

For  a  number  of  years  the  trolley  has  been  considered  a  feasible 
method  of  furnishing  |)o\ver  for  canal  boat  propulsion  and  the  first 
canal  Imat  ever  propelled  by  electricity  was  the  Frank  W.  Hawley, 
which  was  operated  experimentally  on  the  Erie  Canal  at  I'iltsford, 
N.  Y.,  in  November,  1893.  The  experiment  was  carried  on  over  a 
stretch  of  two  miles  where  an  overhead  trolley  was  suspended  from 
span  wires  between  pole  lines  on  either  bank  of  the  canal.  Upon  ihc 
trolley  wire  was  a  traveler  which  conccted  with  the  motor  on  board 
the  canal  boat  by  a  flexible  cable  and  the  motor  on  the  boat  was 
attached  to  a  propeller  which  provided  the  motive  power.  Consid- 
erable difficulty  was  experienced  with  this  system  however,  and  no 
further  extension  of  it  was  made. 

Oct.  j6,  1895,  a  cable-way  system  of  electrical  canal  boat  propulsion 
was  tested  experimentally  upon  the  same  canal,  which,  however  was 
abandoned  on  account  of  the  very  large  cost  of  construction  which 
it  involved.  This  system  comprised  a  motor  suspended  over  the  tow 
path  from  a  cable  which  furnished  current  to  the  motor.  The  pro- 
pelling power  was  furnished  by  a  second  cable  which  was  wound 
three  times  around  a  driving  wheel  operated  by  the  motor.  The 
test  of  this  system  proved  it  to  be  an  economical  method  of  propul- 
sion, bnt  as  stated  its  initial  cost  prevented  its  adoption.  Ex-Gov- 
ernor Flower,  of  New  York,  who  was  present  on  the  occasion  of  the 
tests  of  both  of  these  systems,  quoted  in  an  address  some  figures 
furnished  by  the  state  electrician  showing  that  it  cost  $43.24  to 
propel  a  240  ton  l)oat  from  BufTalo  to  .Mbany  by  bore  power,  $17.80 
by  steam  power  and  $7.97  by  electricity. 

On  Apr.  26,  1900,  a  trial  was  made  on  the  Delaware  &  Rarilan 
Canal  of  a  traction  engine  consisting  of  an  automobile  mounted  upon 
four  steel  wheels  traveling  upon  the  tow  path.  This  traction  engine 
was  furnislK  I  with  storage  batteries  and  was  operated  during  a 
large  part  ol  '.he  season  of  1900.  The  engineers  in  charge  of  the 
work  reported  that  freight  could  be  moved  by  this  means  at  a  cost 
somewhat  less  than  one  mill  per  ton  mile,  which  is  about  one-fourth 
of  the  cost  of  the  movement  of  the  same  traffic  by  the  Pennsylvania 
Railroad,  which  owns  and  operates  the  Raritan  canal.  The  success- 
ful operation  of  this  machine  has  led  to  the  construction  of  an 
improved  traction  engine  mounted  upon  three  wheels,  two  of  which 
operate  upon  ■>  single  line  of  track  and  the  tTiird  one  rests  upon  the 
tow  path,  its  function  being  merely  to  balance  the  engine. 

In  all  of  these  experiments,  however,  the  application  of  electricity 
was  made  in  a  very  crude  manner  for  the  reason  that  the  canal  banks 
were  not  in  suitable  condition  to  permit  of  electrical  haulage  under 
the  most  effective  conditions. 

The  application  of  mechanical  haulage  to  canals  has  been  far  more 
extensively  carried  out  in  Europe  than  in  this  country.  In  Germany 
a  system  controlled  by  Siemens  &  llalske  is  in  operation  on  the 
Finow  Canal,  which  makes  use  of  a  narrow  gage  railway  upon  the 
canal  bank.  Another  system  has  been  installed  experimentally  upon 
the  Dortmund-Ems  Canal,  but  the  most  complete  system  of  this  kind 
is  that  on  the  Charleroi  Canal  at  Brussels,  Belgium.  This  canal  is 
very  narrow  and  about  50  miles  long,  and  connects  the  Charleroi 
coal  district  with  the  port  of  Antwerp,  passing  through  Brussels. 
The  system  comprises  a  number  of  small  electric  automobiles  rated 
at  about  5  h.  p.  capacity  which  take  the  place  of  the  horses  previously 
used.  These  automobiles  are  connected  with  an  overhead  system 
which  consists  of  feeder  wires  carrying  current  at  6.000  volts,  and 
trolley  wires  carrying  the  operating  current  at  600  volts.  The  main 
current  is  supplied  by  two  power  stations  which  are  29  miles  apart, 
and  this  current  is  reduced  to  600  volts  at  sub-stations  located  three 
miles  apart  along  the  entire  distance  of  50  miles.  The  automobiles 
operate  over  sections  of  varying  lengths,  each  motor  towing  one 
boat  until  it  meets  another  one  in  the  oposite  direction,  when  the  two 
change  tow  lines  and  retrace  their  routes.  The  banks  of  the  canal 
arc  so  narrow  that  the  two  motors  cannot  pass  at  any  point  and  they 
are  in  such  poor  condition  that  occasionally  electrically  driven  tug 


boats  have  to  be  employed  instead  of  the  motors.  The  tug  boats  are 
operated  from  the  overhead  lines  by  means  of  a  flexible  cable  con- 
nected to  a  trolley  carriage. 

From  these  descriptions  it  will  be  apparent  that  the  system  installed 
on  the  Miami  &  Erie  Canal  is  mechanically  far  in  advance  of  any- 
thing which  has  yet  been  undertaken  in  this  direction,  and  it  is 
confidently  expected  that  this  substantial  construction,  which  will 
enable  large  fleets  of  boats  to  be  operated  by  one  locomotive,  will 
decrease  the  exjicnse  of  irans|K>rtation  per  ton-mile  considerably  be- 
low any  figures  which  have  heretofore  been  attained. 

SEEKING  POWER  TO    CONDEMN    PROPERTY. 


A  bill  is  before  the  Wisconsin  legislature  by  which,  if  passed, 
the  electric  railway  companies  will  have  the  same  right  of  eminent 
domain  now  enjoyed  by  the  steam  railway  companies.  It  provides 
that  they  can  not  only  exercise  this  right  in  the  condemnation  of 
rights  of  way  for  interurban  roads,  but  also  in  cities  to  secure  tracts 
on  which  to  build  terminal  stations  and  power  plants.  The  only 
limitation  is  that  wherever  public  property  is  involved  the  consent 
of  the  legislative  body  of  the  municipality  in  question  must  be  ob- 
tained. The  managers  of  the  electric  power  companies  have  en- 
dorsed the  bill  without  exception,  as  an  absolute  necessity  if  inter- 
urban lines  are  to  be  continued  around  the  state  on  lines  now 
planned.  There  is  considerable  opposition.  This  is  the  third  at- 
tempt to  have  such  a  law  passed. 

4  I  » 

INTERURBAN   CARS    ENTER    CINCINNATI. 


The  Interurban  Railway  &  Terminal  Co.,  of  Cincinnati,  which 
owns  and  operates  the  interurban  terminal,  the  Rapid  Ry.,  the 
Suburban  Traction  Co.  and  the  Cincinnati  &  Eastern  Electric  Rail- 
way Co.  placed  his  first  interurban  car  in  operation  within  the  city 
of  Cincinnati  February  24lh.  A  car  of  the  Cincinnati  &  Eastern 
line,  which  runs  to  New  Richmond,  was  run  into  the  new  interur- 
l.'an  terminal  station,  which  is  now  ntaring  completion.  The  cars 
used  on  this  line  are  45  ft.  in  length,  which  is  7  ft.  longer  than  the 
largest  cars  used  by  the  Cincinnati  Traction  Co.  The  length  of  these 
cars  necessitated  some  slight  changes  in  one  or  two  of  the  curves 
in  the  city.  Mr.  G.  R.  Scrugham,  president  of  the  Interurban  com- 
pany, states  ih.'it  the  cars  on  this  line  have  be^n  pt;t  into  regular 
operation  within  the  city  and  that  the  cats  of  the  other  imerurbap 
lines  will  be  operating  to  the  terminal  depot  on  or  before  April  I>1 


MUNICIPAL    OWNERSHIP    AND    PUBLIC 
FRANCHISES. 


The  national  convention  of  Municipal  Ownership  and  Public 
Franchises  was  held  under  the  auspices  of  the  New  York  Reform 
Club,  February  25,  26,  27,  1903,  at  the  assembly  room  of  the  club,  in 
New  York  City.  The  sessions  were  opened  by  an  address  of  wel- 
come by  Mayor  Low.  of  New  York,  and  by  John  G.  .'\gar,  chair- 
man of  the  association.  A  number  of  papers  and  discussions  of 
unusual  interest  were  presented  at  the  meeting,  the  full  proceedings 
of  which  will  be  published  in  the  winter  number  of  "Municipal  .Af- 
fairs," which  will  probably  be  issued  during  this  niontli. 


The  Milwaukee  Electric  Railway  &  Light  Co.  will  insure  itself 
against  loss  by  fire  and  has  set  aside  $300,000  for  a  fire  reserve  fund. 
The  company's  property  is  insured  for  $2,000,000,  calling  for  about 
$30,000  per  annum  in  premiums.  In  lieu  of  this  the  reserve  fund 
will  be  invested  in  5  per  cent  bonds,  netting  $15,000  annually,  to 
which  will  be  added  I  per  cent  of  the  year's  gross  receipts,  by  which 
means  the  reserve  fund  will  increase  at  the  rate  of  $45,000  an- 
nually, provided  there  are  no  losses.  High  insurance  rates  caused 
the  innovation. 


For  a  few  days  in  the  middle  of  February  snowdrifts  crippled 
the  interurban  service  of  the  New  Castle  (Pa.)  Traction  Co.,  espe- 
cially the  New  Castle-Sharon  line.  Some  of  the  drifts  were  five 
feet  deep.  The  electric  lines  suffered  no  more  than,  if  as  much  as, 
the  steam  roads,  however,  and  the  cais  on  the  local  traction  lines, 
as  well  as  on  the  Mahoning  Valley  road,  made  schedule  time  as 
a  rule. 


Mar.  20.   1903.] 


STREET  RAILWAY  REVIEW. 


13^ 


COMPARATIVE  STATEMENTS. 


BY  HENRY  W.  BROOKS,  JR. 


One  of  the  most  marked  features  of  rccciu  years  is  the  deter- 
mined effort  in  every  line — commerce,  industry  and  transportation — 
to  reduce  the  cost  of  production.  During  the  lean  years  of  railroad- 
ing, managers  were  forced  to  resort  to  every  possihle  means  of 
economy  to  reduce  operating  expenses.  'Pile  question  was.  how  tn 
make  both  ends  meet  without  a   further  outlay   of  capital?     When 


FOR.M  I. 
Comrarative  Statetueat  of  Gross  Earnings  for  Period  of  Three  Y'ears 


Cash  fares     

Sale  of  tickets 

Mail  and  express.. 
Electric  lighting.. 
Sale  of    power 


Total  gross  earnings. 


iS.OOO 

260 


25,2011 


28.000 

3,1100 

325 

800 


32,125 


3,3,000 

8.000 

400 

1.£1I0 

1,200 


FORM  II. 
Cotuparative  Statement  of  Gross  Earnings,  Expenses  and  Net  Earnings,  by  Totals  and  Operating  U 


Total. 

P.r  Mile  "f  Track 
Operated. 

Per  Car   Mile 
Run. 

Per  Passenger 
Carried. 

1<XI0 

1901 

1"02 

1900 

1901 

1902 

1900 

I90I 

1902 

1900 

1901 

1902 

Gross,  Earning". 
0[>erating    Ex- 
penses  

Net  Earnings... 

1,197,200 

1,832,100 
365,1110 

1,212,700 

835,000 
376,SU0 

1.10?,70(i 

827.400 
335,300 

11,072 

8,321 
3,1.51 

12,127 

8,359 
3,768 

11,(.27 

8,27t 
3,353 

Cents. 

30  2 

21.0 
9  2 

ClMltS. 

30  3 

20  9 
'1.4 

Cents 
27  6 
19.7 

Cents 
5  04 

3  .50 
1.54 

Cents. 

5  07 

3.50 
1..57 

Cents. 

5,08 

3  1.1 
1,47 

Total  passi-ngrrs  carried 

Average  per  mile  of  track  operated. 
Average  per  car  mile 


more  pro.sperous  times  came  the  good  work  was  still  kept  up  and 
abundant  funds  were  then  at  the  disposal  of  railway  managers  for 
extensive  improvements,  particularly  for  hettering  the  roadway  and 
for  heavier  equipment.  The  result  of  this  intelligent  and  determined 
policy  as  shown  in  reports  of  net  earnings  of  railways,  has  been 
extremely  gratifying  to  manager  and  capitalist. 

It  is  self-evident  that  the  results  of  any  policy  should  lie  accurately 
and  clearly  known  and  this  can  only  be  acconiplislud  by  inlclligcni 
accounting.  No  important  departure 
should  be  inaugurated  without  starting 
simultaneously  an  accurate,  compre- 
hensive record,  so  that  at  any  time  we 
can  know  definitely  the  results  of  our 
action.  If  we  have  spent  money  for  im- 
provements or  extensions  to  the  line,  wc 
want  to  know  that  our  policy  has  been 
justified  by  reduced  operating  expenses 
or  increased  earnings. 

For  this  statistical  information  the 
manager  must  rely  on  the  accountant, 
who  should  be  a  man  practically  in- 
formed on  street  railway  operation.  The 
nice  work  of  the  statistician  requires 
an  ability  to  discriminate,  to  separate 
the  elements  of  causes,  and  to  measure 
the  effects  of  certain  causes. 

Perhaps  one  of  the  principal  ways  in 
which  the  accountant  can  ihua  assist  the 
manager  is  by  providing  comparative 
Malements.  Comparative  statements  are 
a    convenient,    readily    understod    form 

of  showing  the  trend  of  the  business,  the  results  of  any  policy  of 
management,  or  the  abandonment  tjf  a  predece-isor's  methods,  and 
are  a  valuable  test  of  the  efficiency  of  the  management. 

Let  us  look  more  closely  into  this  mailer  of  comparalivc  state- 
ments, omitting  more  particularly  those  relating  to  capitalization 
and  fixed  investment  and  paying  more  allenlion  to  those  relating  to 
traffic  antl  operating  expenses.     A   point   lo  be  emphasized   is  thai 


i."iMiiparali\  c  ^laU-inoiU-s,  lo  be  \'aluablc,  must  lie  tor  similar  periods 
and  that  great  care  must  be  e-xercised  when  comparing  ore  .si,!  of 
figures  witli  another  to  know  the  exact  conditions  at  each  periiul. 

In  respect  to  periods,  these  figures  may  be  tabulated  In-  a  scries 
of  days,  week.s,  months  or  years,  as  occasion  demands,  but  the  longer 
the  period  the  better,  as  daily  or  weekly  fluctuations  have  little  real 
value,  as  a  rule.  Statements  may  also  be  made  irrespective  of  cal- 
endar periods  InU  from  the  commeiiceimnt  of  a  certain  cause,  or 
policy. 

Beginning  fir^t  with  more  general  statements  we  have  in  Form  i 
the  comparison  for  a  series  of  years  of 
the  gross  earnings  from  various  sources 
of  a  small  suburban  road,  also  doing  a 
lighting  and  power  business.  The  first 
year  the  company  did  a  cash  fare  busi- 
ness; the  second  year  earnings  were 
considerably  increased  by  the  sale  of  ex- 
cursion tickets  to  a  picnic  ground  and  by 
the  installation  (at  comparatively  small 
additional  fixed  investment  or  operating 
expense)  of  a  lighting  plant;  the  third 
year  the  policy  was  continued  by  fur- 
nishing power  to  near-hy  factories.  The 
table  is  very  simple,  quite  elementary, 
but  it  speaks  for  itself  and  tells  the 
story  plainly. 

•  Some  statistics  that  will  prove  useful 
are  set  forth  in  Form  2.  It  is  a  com- 
parative statement  for  a  period  of  years 
of  gross  earnings,  operating  expenses 
and  net  earnings,  by  totals  and  by  the 
following  operating  units;  per  mile  of 
track,  per  car  mile  run  and  per  passen- 
ger carried.  .Mready  having  the  gross 
earnings,  operating  expenses,  car  mile- 
age and  other  data,  it  requires  but  little 
labor  to  tabulate  this  statement. 
From  this  (able  we  can  see  our  traffic  conditions  in  general,  the 
earnings  per  mile  in  comparison  with  the  investment,  efficiency  of 
car  service,  whether  we  are  getting  more  profit  out  of  each  five  cent 
fare  collected;  and  the  more  we  study  this  table  the  more  food  for 
thought  we  find. 

Looking  more  closely  into  traffic  conditions  we  liiid  llic  necessity 
for  comparative  statements  which  will  show  the  decline  or  increase, 
whether    a    temporary    matter    or   a    permanent    tendency,    whether 


KOK.M  III. 
Comparative   Statenieiu    Sliowiiig   Volume  and    Densit.v  of    Trafiic. 


2,503,000 

46,580 

5. 45 


,700,500 

6    500 

.80 


1902 


3,Oi)0,ino 

305,700 

5.81 


FORM  IV. 
Comparative  Stateme nt-Rallway  Mileage  aa  Related  to  Volume  of  Traffic  and  Earnings. 


K.  R. 

Per 

Passen- 

Per 

C.isl 

Per 

G  ross 

Per 

PitClmH. 

Year. 

Mile- 

Cent 

gi-rs 

Increase. 

Cent 

of 

Cent 

Earn- 

ClmU. 

Karniiik's  to 

age. 

Increase. 

Carried. 

Increase. 

Road. 

Increase. 

ings. 

IncriMwt*. 

CoKt  of  Koad. 

I»95 

1896 

l-'>7 

18*W 

18911 

I'lOO 

I'lOl 

I'xn 

t 

growing  proportionately  wilh  llie  incre.iM  in  iinpnl.-ilinii  ami  general 
conditions,  whether  we  are  getting  all  (he  irallic  we  iniKhl.  classifica 
lion  as  to  competitive,  excursion,  regular;  llie  results  of  improveil 
service,  better  schedules,  coiislrui-linii  of  new  lines,  eslahlishinent  of 
a  railway  park,  ;nid  scores  of  dlur  pnini'.  llie  nianageinenl  wishes 
lo  know. 

In    regard    lo    sireel    railway    iiasseiiger    Irallic    eonlrary    lo    steam 


138 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  3- 


roads,  wc  liavc  got  the  idea  loo  firmly  fixed  that  a  certain  volume 
of  traffic  is  there,  no  more,  no  less  and  wc  have  to  take  wliat  comes. 
Possibly  we  pay  more  attention  proportionately  to  decreasing  ex- 
penses than  to  increasing  traffic.  Our  statistics  should  point  out  how 
far  the  decline  or  increase  has  been  caused  by  general  conditions 
and  how  far  within  the  power  of  the  management  to  regulate,  that 
we  may  know  the  conditions  and  determine  what  course  to  pursue. 
Onr  track  and  equipment  are  not  worked  to  full  capacity.     Each 

FORM  V. 
ComparBtlTe  Stmlenut  ol  OperitUg  ExpcaMt  In  Detail  for 


Two  Yean. 


lOO.OOO 
72,000 
13.000 
.<,000 

lo.mx) 


Per 
Cent. 


12  -V) 
•)  00 
1.1.2 


OlalnltDiiiiri'  of   Itatlnaf  and  llalldlnc. 

Koa<n>oil  and  track   

OviTlii-ad  coastructioii 

Repair  ami  renewal  «>(  buildinffH 

Removal  of  snow  and  ice 

-Malntenanre  of  Eiiulpment 

Repair's  ol  cars  and  vehicles 

Ke|>airH  of  electrical  etiuipnicnt  of  cars 
Repairs  uf  steam  plant 


1402 


120,000 
90,000 
1<>,000 
3,000 
l<,000 


Per 
Cent. 


13.33 
lO.OO 

2.11 
.33 

1.89 


Per 
Cent. 
Chanife 


additional  fare  is  so  much  profit.  How  shall  wc  increase  the  volume 
of  traffic  by  better  car  service,  or  is  that  already  too  frequent  consid- 
ering the  traffic;  by  the  establishment  of  anuiscment  resorts;  by  the 
construction  of  feeders  from  populous  districts  or  to  secure  com- 
petitive traffic? 

Comparative  statements,  based  upon  these  traffic  conditions  will 
l>e  invaluable  to  the  management.  Among  such  tables,  we  may  men- 
tion (i)  showing  number  of  passengers  carried  for  corresponding 
periods  for  several  years;  (2)  number  of  passengers  carried  on  dif- 
ferent lines;  (3)  direction  and  volume  of  traffic  (so  that  car  service 
can  be  regulated  accordingly)  ;  (4)  traffic  secured  by  the  manage- 
ment (such  as  competitive,  amusement,  etc.). 


tion  between  the  property  investment  and  the  returns  on  that  invest- 
ment.    The  table  is  self  explanatory. 

Turning  now  from  comparative  statements  of  traffic  conditions  to 
those  of  operating  expenses  we  enter  a  most  interesting  and  prolific 
field  for  careful  and  minute  statistical  work  and  research,     liegin- 
ning  with  the  more  general   view,  wc  must  first  l>ear  in  mind  the 
general  finances  of  the  company  and  know  what  funds  we  will  have 
at  our  disposal  for  the  operation  and  maintenance  of  the  property, 
then  disburse  them  in  those   directions 
where  they  will  do  the  most  good.     We 
can   set   aside  a   more  or  less   variable 
amount  for  maintenance  of  roadway  and 
equipment,  but  a  certain  amount,  of  the 
nature  of  a  fixed  expense,  must  be  set 
aside     for     conducting     transportation. 
The  power  houses  with   their  demands 
for  fuel,  labor  and  supplies  must  be  pro- 
vided   for,    and    a    certain    car    service 
maintained,  together  with  light,  car  and 
roadway    repairs.      General    statements 
for  a  period  of  years  may  be  gotten  up 
to   show   operating   expenses   from   this 
viewpoint   of   distribution   or   allotment 
of  operating  funds,  between  maintenance 
of      roadway      and      buildings,      main- 
tenance  of   equipment,   conducting    transportation    and    general    ex- 
pense. 

A  more  detailed  statement  of  operating  expenses  is  shown  in  Form 
V,  which  gives  a  comparison  for  two  years,  both  in  dollars  and 
percentage  of  total  operating  expenses,  of  each  classification  of  ex- 
penditure. The  columns  for  increase  or  decrease,  add  clearness 
and  conciseness. 

To  show  the  detailed  operating  expenses  for  a  period  of  years  the 
same  arrangement  as  that  of  Form  VI  may  be  used.  The  columns 
headed  "Divisions"  in  this  form  (which  will  be  considered  later) 
may  be  substituted  for  monthly  or  yearly  periods.  In  taking  up  this 
comparison  we  first  consider  the  subject  of  maintenance  of  roadway 


20.000 
18,000 

6,000 


2,000 
2.000 


.m 

i.ou 

.49 

.29 
.36 


FORM  VI. 
Comparative  Statement  of  Operatinir  Expenses  by   Divisions. 


EXPENSE. 

2nd  Ave. 
DiT. 

Lenoa  Ave. 

DlY. 

lOtU  St. 
Div. 

3O1I1  St. 
Diy. 

Fnlton  St. 
DIv. 

Total. 

.n.llNTE.MXO:  IIF  WAT  III'  III  II.III.M^S: 

HAINTKXAXCK  <IK   KqlHr-nKNT: 

TUANSPOKTATION   KXI'KNSES: 

liKNEHAL  KXl'KNSES: 

TOTAL  OPKKATIMI   EXPENSE 

• 

Two  tables  regarding  the  volume  of  traffic  are  herewith  given. 
The  first  (Form  3)  gives  concisely  for  a  period  of  years  the  total 
passengers  carried,  average  number  per  mile  of  track  operated  and 
number  per  car  mile,  from  which  we  get  a  clear  idea  of  the  densily 
of  traffic  and  efficiency  of  the  service. 

Form  4,  a  comparative  .statement  of  the  increase  of  railway  mile- 
age and  traffic,  is  of  value  as  a  measure  of  the  sagacity  or  judgment 
in  extending  the  mileage  to  secure  traffic.    It  shows  plainly  the  rela- 


and  buildings.  It  is  the  theory  of  maintenance  to  keep  the  property 
up  to  a  certain  standard — a  standard  equal  to  the  original  condition 
and  investment.  The  actual  condition  will  rise  above  or  fall  below 
this  standard  from  time  to  time,  but  it  is  the  aim  to  keep  the  prop- 
erty up  to  this  original  condition.  Reducing  maintenance  charges 
i<  but  borrowing  from  the  future,  simply  deferring  payments.  It 
has  got  to  be  met  some  time. 
Comparison  of  this  item  from  month  to  month  is  of  little  value. 


M. 


AR.    20,    1903.] 


STREET  RAILWAY  REVIEW. 


139 


as  it  varies  with  the  seasons;  nor  is  it  to  be  compared  with  the 
month  to  month  volume  of  traffic. 

In  making  a  comparison  of  this  item  of  expense  from  year  to 
year,  we  can  conclude,  if  the  e.xpenditure  is  heavy  (based  on  the 
operating  unit  of  amount  per  mile  of  track)  that  the  property  is  be- 
ing improved,  the  standard  raised,  unless  we  know  this  increase  is 
caused  by  inefficient  management,  unusually  severe  weather,  effects 
of  accidents  or  washouts,  or  the  increased  cost  of  labor  and  ma- 
terials (steel  rails  for  instance).  The  demands  of  the  service — 
speed,  frequency  of  car  service,  type  of  car,  together  with  the  type 
of  roadway  construction,  will  regulate  the  maintenance  of  way  ex- 
penses. For  high  service  heavy  traffic,  the  prevention  of  accidents. 
the  roadway  must  be  kept  in  better  condition.  All  these  facts  and 
many  others  must  be  kept  in  mind  when  making  comparisons  of 
roadway   expenses. 

The  item  of  line  repairs  and  renewals  is  liable  to  erratic  fluctua- 
tions, owing  to  extraordinary  expenses  due  to  storms.  It  bears  little 
relation  to  other  accounts. 

Repair  and  renewal  of  buildings  is  a  difficult  item  to  compare,  as 
the  repairs  are  of  such  a  miscellaneous  character,  are  so  infrequently 
made,  and  it  being  unnecessary  to  keep  up  a  fixed  standard. 

In  making  comparison  of  car  repairs  and  renewals,  we  find  this 
item  will  fluctuate  violently  according  to  the  policy  of  the  company, 
as  the  standard  is  raised  or  lowered,  as  the  company  has  funds  to 


FORM  VII. 
<J/?M        F/TB.        /^CM      /if/^/?.     /V^K     L/^/JV£■ 


6S00 
6000 
S500 
SOOO 
4S00 
4000 
3500 
3000 
£500 
2000 
/SOO 

/OOO 
500 


devote  to  this  department,  shop  economy  and  speed,  age  and  type  of 
equipment.  Our  comparison  should  be  based  on  the  number  of  cars 
repaired  and  the  cost  per  car  mile  run.  In  these  statements  the 
renewals  should  be  separated  from  the  repairs  for  certain  purposes 
of  comparison.  There  is  no  doubt,  it  is  a  difficult  account  to  judge. 

The  same  remarks  to  a  certain  extent  apply  in  considering  the  ex- 
penditures for  repairs  of  electric  equipment,  although  this  is  a  more 
fixed  account,  as  such  equipment  must  of  necessity  be  maintained  to 
get  proper  car  service.  The  introduction  of  improved  motors,  neces- 
sitating less  repairs,  tends  to  lessen  the  account. 

The  comparison  of  repairs  to  steam  plant  and  repairs  to  electric 
plant  must  rest  on  longer  periods  of  time,  as  the  charges  for  acci- 
dents, and  repair  parts  are  infrequent,  but  heavy  when  they  do  occur. 

There  is  a  certain  regularity  of  expense  for  maintenance  of  shop 
tools  and  machinery,  although  it  depends  on  age  and  type  used,  but 
is  often  allowed  to  run  much  less  than  it  should,  until  new  tools 
are  introduced. 

Car  service  expenditures  to  be  compared  from  year  to  year  must 
at  the  same  time  be  compared  with  the  volume  of  traffic  during 
these  periods.    The  rale  of  wages  must  be  borne  in  mind. 

The  expenses  of  power  house  operation  will  also  reflect  the  vol- 
ume of  business,  but  this  item  becomes  complex  with  the  introduc- 
tion of  the  item  of  fuel  cost.  To  determine  the  economy  of  power 
house  operation,  we  must  also  base  our  deductions  on  the  amount  of 
power  produced. 

The  transportation  expenses  per  car  mile  for  a  series  of  years  will 
give  a  good  idea  of  the  economy  of  the  car  service  managcmcnl. 

Among  the  general  expenses,  there  is  but  one  item  I  would  call 
the  manager's  attention  to,  at  this  time,  that  being  the  comparison 
of  the  injuries  and  damages  account  It  is  one  very  easily  reflected 
l>y  the  management.  Compare  your  record  with  your  predecessor — 
your  own  record  from  year  to  year.  Has  it  increased?  Trace  it 
down  to  it*  (ourcc,  whether  in  deficient  discipline,  careless  employes, 


defective  equipment,  or  faulty  construction.  Later  records  are  not 
always  just  to  the  manager,  owing  to  the  growing  disposition  of 
juries  to  make  large  awards  in  all  street  railway  accident  cases. 

Form  VI  is  a  comparative  statement  of  detailed  operating  expenses 
by  divisions,  as  used  on  a  large  railway  system.  In  many  of  our 
large  cities  the  various  car  lines  have  come  under  the  control  of  one 
company,  either  by  purchase  or  lease  and  thus  form  one  unified  sys- 
tem. Aside  from  statistical  value,  it  is  often  necessary  that  the 
operating  accounts  should  be  kept  separate,  therefore  it  is  an  easy 
matter  to  put  them  in  such  shape  that  they  will  be  valuable  com- 
parative records  of  the  efficiency  and  economy  of  the  several  divi- 
sion superintendents  and  of  the  cost  of  operating  under  different 
traffic  conditions,  under  different  systems  of  traction,  and  under 
the  different  standards  of  maintenance.  In  one  instance  a  company 
operated  horse,  cable,  trolley  and  conduit  electric  lines.  The  ex- 
pediency of  changing  from  one  form  of  traction  to  another  was  bet- 
ter calculated  upon  having  the  above  statement  of  operating  costs. 

In  these  division  comparisons,  due  consideration  must  be  made 
in  judging  the  superintendent's  efficiency  for  the  different  conditions 
under  which  each  operates — the  traffic  may  be  heavier  or  more 
severe  on  one  line;  another  may  be  better  built  and  of  recent  con- 
struction ;  while  another  may  have  been  poorly  built  and  run  down. 

Referring  again  to  Form  II  we  here  have  an  excellent  comparison 
for  a  period  of  three  years  of  total  operating  expenses,  and  a  com- 
parison of  operating  units.  From  year  to  year  can  be  noted  the 
changes,  and  conclusions  drawn  therefrom  of  the  expenditure  per 
mile  of  track  owned  and  operated,  per  car  mile  run  and  per  pas- 
senger carried. 

Another  form  of  arranging  these  statistics,  which  attracts  the  eye 
and  impresses  the  memory  as  to  the  trend  of  the  business,  is  by 
charts,  as  per  Form  VII.  I  think  it  will  be  understood  and  appre- 
ciated, without  further  explanation. 

It  will  be  seen  that  the  books  of  the  company  already  contain  the 
material  from  which  these  various  groups  of  comparative  statistics 
can  be  worked  up,  requiring  the  expenditure  of  but  very  little  addi- 
tional time.  The  trained  railway  accountant  can  set  forth  graphically 
the  undercurrent  of  the  railway  operations  in  such  a  way  as  to  be 
of  practical  value  and  appreciated  by  the  practical,  self-made  man- 
ager, who  might  object  to  a  waste  of  time  in  the  compilation  of 
voluminous,  useless  statistics  that  will  be  glanced  at  for  a  moment 
and  then  forgotten. 

While  the  tables  and  suggestions  set  forth  herewith  will  be  of 
practical  value  as  they  are,  they  will  also  be  highly  suggestive  of 
other  groups  and  comparisons  to  the  alert  accountant  and  manager. 

In  the  foregoing  I  have  tried  to  point  out  how  comparative  state- 
ments can  be  of  practical  value  in  giving  the  manager  a  clear,  defin- 
ite knowledge  of  the  exact  condition  and  trend  of  the  street  railway 
liroperty  intrusted  to  his  care  and  direction.  Before  leaving  the 
subject,  I  wish  to  impress  the  importance  of  absolute  statistical 
accuracy,  of  understanding  all  related  conditions,  of  following  up 
these  comparisons  periodically  and  thus  keeping  in  close  touch  and 
absolute  knowledge  of  llie  trend  of  your  business.  Make  effective 
Ihe  findings  of  the  figures. 


SYSTEMATIC    INCREASE    IN    WAGES    BY  THE 

MASSACHUSETTS  ELECTRIC 

COMPANIES. 


An  entire  rearrangenicnl  in  classification  of  molormen  and  con- 
ductors and  in  wages  paid  has  been  placed  in  effect  on  all  divisions 
ijf  the  Massachusetts  Electric  Companies,  comprising  900  miles  of 
electric  railway  tracks  in  eastern  Massachusetts.  Mr.  H.  C.  Foster, 
vice-president  and  general  man.-igcr  of  the  companies,  states  the 
new  classification  and  increase  arc  made  as  a  result  of  long  and 
careful  study,  and  the  plan  is  believed  to  give  one  of  the  most  sci- 
entific and  most  substantial  advances  in  wages  ever  inauguriiled  in 
the  history  of  electric  railways.  The  total  increase  based  upon  pay 
rolls  of  conductors  and  motormen  for  Ihe  last  fiscal  year  amounts 
lo  $154,677.87.  or  12.18  per  cent.  The  actual  increase  for  the  pres- 
ent fiscal  year,  however,  will  be  greater  than  this  amount. 

The  classification  and  increase,  which  went  iiUo  effect  Mar.  I, 
•po.'i.  will  affect  2,522  conductors  and  molormen.  lly  tlic  plan  the 
men  arc  divided  into  six  classes  as  follows : 

Class  No.   I  contains  the  employes  who  have  been  in  the  service 


140 


STREF.T  RAILWAY  REVIEW. 


[Vm.  XITl.  No.  X 


of  ihc  comp.iiiy  less  than  one  year.  This  elass  will  inclndc  a6.8s  per 
cent  of  all  the  car  men  employed  on  the  systen).  Employes  in  Class 
No.  I  will  hereafter  receive  JO  cents  an  hour,  an  increase  of  18  per 
cent  over  the  lowest  wages  paid  to  men  of  this  class  under  the 
old  schedule.  Of  this  class  Mr.  I'oster  says;  "Men  in  Class  No.  i 
at  present  receive  rates  ranging  from  17  to  20  cents  per  hour. 
Of  the  total  numlK-r  in  this  class  2J  per  cent  receive  an  increase 
varying  from  11  to  18  per  cent  and  50  per  cent  of  them  will  within 
two  months  be  advanced  to  Class  2.  Class  No,  I  contains  the  new 
men  who  cause  mo.st  anxiety  to  street  railway  managers.  Cost  of 
.iccidonts,  increase  in  cost  of  repairs  due  to  new  motormen  and 
maltenlion  to  passengers  and  missing  of  fares  by  new  conductors  are 
greater  than  by  Ihc  older  and  more  experienced  men." 

Class  No.  2  comprises  the  men  who  have  been  in  the  service  of  the 
company  one  year  and  less  than  two  years.  This  class  will  include 
15.4J  per  cent  of  the  men,  and  Class  2  men  hereafter  will  be  paid  21 
cents  per  hour,  an  increase  of  5  per  cent. 

Class  No,  3  compri.ses  the  men  who  have  been  in  the  service  two 
years  and  less  than  four  years.  This  class  includes  18.36  per  cent  of 
the  men  and  they  will  receive  22  cents  per  hour,  an  increase  of  10 
per  cent. 

Class  Xo.  4  contains  the  men  who  have  been  in  the  service  four 
years  and  less  than  .seven  years.  This  class  includes  18.52  per  cent  of 
the  men  and  they  will  receive  23  cents  per  hour,  an  increase  of  15 
per  cent. 

Class  No.  5  contains  the  men  who  have  been  in  the  service  seven 
years  and  less  than  ten  years.  This  class  includes  1 1,  to  per  cent  of 
the  men,  and  they  will  receive  24  cents  per  hour,  an  increase  of  20 
per  cent. 

Class  No.  4  contains  the  men  who  have  been  in  the  service  ten 
years  and  over.  This  class  includes  9.75  per  cent  of  the  men  and 
will  receive  25  cents  per  hour,  an  increase  of  25  per  cent. 

Ihe  basic  principle  in  the  new  arrangement  is  recognition  of 
faithful  service  and  placing  before  each  and  every  man  an  oppor- 
tunity to  improve  his  condition  from  year  to  year.  The  companies 
have  many  true  and  tried  men— men  who  look  upon  the  success  of 
ihe  companies  as  their  own,  who  as  a  rule  are  married,  have  fami- 
lies and  arc  settled  permanently  in  their  respective  communities— 
and  experience  shows  that  such  men  take  greater  interest  in  the 
welfare  of  patrons  of  the  coinpanies,  have  fewer  accidents  and  that 
repairs  to  their  cars  and  machinery  are  the  least. 

The  properties  of  the  Massachusetts  Electric  Companies  are  op- 
erated in  two  main  divisions,  the  Boston  &  Northern,  north  of  Bos- 
ton, and  the  Old  Colony,  south  of  Boston.  The  new  schedule  and 
classification  applies  to  both  divisions  alike. 

In  this  connection  the  views  of  Mr.  H.  C.  Page,  general  superin- 
tendent of  the  Boston  &  Northern  division,  are  of  value.  Mr.  Page 
in  his  announcement  to  employes  says:  "In  making  this  classifica- 
tion and  increase  of  wages  the  company  recognizes  and  establishes 
as  a  principle  that  skill,  experience  and  faithful  service  should  be 
appreciated,  ami  in  justice  and  fairness  it  must  be  admitted  that  the 
skill  and  experience  which  naturally  follow  length  of  service  make 
men  more  valuable. 

"Classilicalion  and  increase  of  wages  have  been  under  considera- 
tion for  some  time  and  would  have  been  established  sooner  were  it 
not  for  the  fact  that  the  abnormal  fuel  conditions,  which  greatly  in- 
creased cost  of  operation,  were  the  most  serious  in  the  history  of 
electric  street  railways;  and  while  the  iminediate  future  of  fuel  is 
not  perfectly  clear,  reduction  in  price  from  that  of  the  preceding 
four  months  is  substantial. 

"If  the  situation  were  studied  solely  from  the  view  point  of 
whether  the  company  can  afford  the  increase  in  wages,  no  increase 
were  possible  at  the  present  time,  but  we  hope  that  with  your 
earnest  co-operation  accident  expenses  will  be  reduced  and  by 
greater  attention  to  the  traveling  jiublic  patronage  will  he  increased. 
We  expect  this  co-operation  from  you  for  it  is  only  by  such  action 
on  your  part,  and  the  beneficial  results  which  we  hope  to  obtain 
therefrom,  that  those  who  have  taken  all  the  financial  risks  involved 
may  expect  security  and  a  fair  return  for  their  risk  and  investment. 
"Each  and  every  man  can  see  that  the  increase  is  substantial  and 
generous,  amounting  to  an  average  increase  of  12.18  per  cent  of  the 
wages  paid  for  the  same  classes  of  work  for  the  last  fiscal  year.  It 
will  prove  still  greater  when  compared  with  increases  made  by  em- 
ployers other  than  street  railway  companies.    While  the  percentage 


of  increase  is  as  great,  if  not  greater,  than  that  made  by  merchants, 
manufacturers  ancj  railroads,  and  while  the  two  former  can  and 
do  increase  the  price  of  their  wares  and  the  railroads  increase  the 
rates  of  freight  to  compensate  them  for  increase  of  wages,  our  com- 
pany cannot  increase  its  rates  of  fare — its  only  s<iurce  of  income — 
wilhoul   legislative  authority." 


PROTECTION  OF  TRADE   NAMES. 


The  protection  which  has  be.-n  atlorded  in  the  use  of  trade  names 
by  meichants  and  manufacturers  is  afforded  on  one  or  both  of  two 
grounds,  first,  that  the  misuse  of  a  trade  name  is  a  wrong  done  the 
public  in  leading  purchasers  to  buy  one  article  when  they  in  fact 
asked  for  and  wished  to  get  another,  and  second,  that  it  is  an  injury 
to  the  owner  of  the  trade  name  that  is  infringed.  Of  recent  years 
the  courts  have  become  nuicb  broader  and  more  liberal  in  mtcrpret- 
ing  the  law  regarding  infringements  of  trade  naines,  and  in  a  late 
English  case  (Worcester  Royal  Porcelain  Co.  vs.  Locke  &  Co.)  the 
court  held  that  the  Worcester  company  was  entitled  to  a  monopoly 
of  the  use  of  the  word  "Worcester"  in  connection  with  china,  al- 
though geographical  names  as  a  matter  of  principle  cannot  be  appro- 
priated as  trade  marks. 

One  of  the  late  decisions  in  this  country  on  trade  names  was  ren- 
dered Dec.  23,  1902,  in  the  United  States.  Circut  Court,  in  the  case  of 
Babcock  &  Wilcox  Co.  against  the  Aultman  &  Taylor  Machinery  Co. 
and  Thayer  &  Co.  The  perpetual  injunction  issued  in  pursuance 
of  the  decree  directs  that  the  defendants  "absolutely  and  entirely 
desist  and  refrain  from  using  the  name  'Babcock  &  Wilcox'  or 
the  initials  'B.  &  W.,'  or  any  substantial  part  or  imitation  of  the 
same,  or  either  of  them,  either  alone  or  combined  with  other  word 
or  words  upon,  or  in  connection  w ith  the  sale  or  offering  for  sale  or 
advertisement  for  sale,  of  any  boiler  or  other  steam  apparatus  not 
manufactured  by  the  complainant,  and  from  employing  any  phrase 
hereinbefore  set  forth,  containing  said  name  or  initials,  except  in 
connection  with  or  reference  to  boilers  or  steam  apparatus  manufac- 
tured by  the  complainant  (the  Babcock  &  Wilcox  Co.)  and  from 
stating  or  representing  any  boiler  01  other  steam  apparatus  manu- 
factured, sold  or  dealt  in  by  them,  or  either  of  them,  and  not  manu- 
ftciuicd  by  ihe  complainant,  as  a  'Babcock  &  Wilcox'  or  'B.  &  W.' 
boiler,  and  from  selling  01  offering  for  sale,  or  passing  off,  any 
!,uch  boiler  or  other  steam  apparatus  as  and  for  a  boiler  or  steam 
apparatus  manufactured  or  sold  by  the  complainant  and 
from  using  said  name  or  initials  or  any  substantial  part  or 
imitation  thereof,  for  the  description  or  designation  of  the  type. 
design,  or  construction,  of  any  steam  apparatus  manufactured  or  sold 
In-  the  defendants,  or  either  of  them,  or  similar  thereto." 


TO  PREVENT  VIBRATION  FROM  MACHINERY. 


The  Architects'  and  Builders'  Magazine  for  February  quotes  a 
speaker  at  a  recent  .■\merican  Insttute  meeting,  who  gives  a  success- 
fid  expedient  adopted  in  insulating  dynamos  on  sand.  Beds  of  dry 
sand  about  6  in.  thick,  placed  under  and  in  corresponding  upright 
enclosures  on  all  sides,  were  found  to  be  nearly  complete  safeguards 
against  the  building  partaking  of  any  tremulous  motion  from  the 
rapidly  whirling  machinery. 

The  San  Bernardino  Valley  Traction  Co.  recently  received  the 
rails  for  its  new  line  between  San  Bernardino  and  Redlands,  Cal. 
The  company  expects  to  have  this  line  in  operation  before  .\pril  1st. 


The  St.  Joseph  &  Elkhart  Power  Co..  of  Mishawaka,  Ind.,  is  in- 
stalling a  large  hydraulic  plant  on  the  St.  Joseph  River  for  the 
generation  of  electric  power  for  transmission  to  South  Bend  and 
Mishawaka  and  the  adjacent  territory.  Messrs.  Sanderson  &  Porter. 
of  New  York  City,  are  the  consulting  engineers  and  contractors  for 
the  company  and  the  equipment  will  consist  of  four  Westinghouse 
i,ooo-kw.  revolving  field  alternators  and  two  direct  current  exciters, 
all  of  which  will  be  direct  coupled  to  horizontal  shaft  water  wheels. 
.\  complete  high  tension  Westinghouse  switchboard  with  electrically 
operated  oil  switches  for  use  on  the  13.200-volt  circuit  will  also  be 
installed. 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


141 


Street  Railway  Park  Development, — IV, 


The  Most  Profitable  Attractions  for  Parks — Descriptions  of  Street  Railway  Parks  at  Various  Places 

trations  of  Attractive  Park  Scenery  and  Amusement  Resorts. 


Ulus- 


PARK  ATTRACTIONS. 


BY  C.  \V.  WADUELL. 


The  love  of  anuiscnient  is  inliereiit.  It  is  firmly  imijlaiitcd  in 
every  race  and  people,  and  has  been  in  all  ages.  A  history  of  the 
diversions  of  mankind  would  he  a  history  of  man.  The  earliest 
imfoldings  of  human  intelligence  display  this  trait.  Before  wc 
understood  or  uttered  a  syllable,  wc  were  amused,  diverted  and  en- 
tertained. Even  some  of  the  lower  animals  manifest  a  love  for 
entertainment.  We  recognize  tliis  when  we  say  "As  playful  as  a 
kitten."  A  trait  so  deeply  implanted  in  our  nature  must  be  impor- 
tant and  necessary  to  our  well-being.  These  facts  are  too  plain  to 
need  the  support  of  an  argument. 

The  demand  for  public  entertainment  is  founded  on  this  inherent 
love  for  amusement  and  a  business  created  to  supply  the  demand 
has  a  sure  foundation.  If  it  fails,  the  creator  or  his  materials  arc 
at  fault. 

Every  business  or  calling  is  based  upon  the  necessities  of  the 
mind  or  of  the  body.  Those  of  the  body  are  primary  and  demand 
first  consideration.  Consequently  a  large  part  of  the  world's  wealth 
is  employed,  directly  or  indirectly,  in  supplying  our  physical  wants, 
.\lmost  the  entire  science  of  business,  as  commonly  taught  or  under- 
stood, relates  to  the  production  and  sale  of  the  necessities  of  life. 
That  there  could  be  circumstances  requiring  the  application  of  dif- 
ferent ideas  in  the  production  and  sale  of  entertainment,  is,  perhaps 
overlooked  by  some  who  are  engaged  in  the  amusement  business. 
In  this  case  we  do  not  deal  so  much  with  men's  necessities  as  with 
their  inclinations.  We  do  not  supply  a  material  want.  We  appeal 
to  the  mental  man.  We  stimulate  his  imagination,  c.Ncite  his  curi- 
osity, tickle  his  sense  of  the  ludicrous,  please  his  ear  with  melody, 
astound  him  with  the  marvelous  and  in  numerous  other  ways  divert 
and  entertain  him. 

Having  briefly  considered  the  origin,  importance  and  nature  of  the 
propensity,  on  which  the  amusement  business  is  founded,  wc  will 
now  undertake  to  discuss  in  limited  detail  the  production  of  amuse- 
ments for  the  public. 

Generally  speaking  this  business  requires  as  much  knowledge  and 
experience  as  any  other.  One  must  study  it  if  he  would  compre- 
hend it.  He  must  understand  the  peculiarities  of  the  public  in  the 
locality  in  which  he  proposes  to  do  business  and  take  into  accoiml 
the  size  of  his  field,  otherwise  he  will  not  know  what  kind  of  ma- 
terial to  buy,  or  how  much  of  it  he  needs.  The  average  outsider  is 
not  impressed  with  an  amusement  proposition.  He  calls  it  a  show, 
and  shows,  in  his  mind,  arc  only  associated  with  pleasure.  He 
thinks  of  it  as  something  too  trivial  to  involve  serious  business 
problems.  If  chance  makes  him  the  proprietor  or  manager  of  sucli 
an  enterprise  he  is  puzzled  and  annoyed  by  its  pecidiarities  and 
uncertainties,  but  he  is  slow  to  rcliiiqui^b  ihe  idea  (bat  it  is  just  a 
show. 

Some  men  surround  the  show-business  with  a  glamour  of  romance 
It  seems  to  give  them  a  near  view  of  another  world.  It  will  never 
do  for  a  manager  to  entertain  such  impressions,  lie  is  engaged  in  a 
serious  calling,  one  that  demands  a  large  amount  of  common  sense, 
careful  thought  and  close  attention.  The  romance  is  for  the  public. 
The  man  who  thinks  he  can  handle  tin's  business  on  the  lines  that 
arc  required  for  nuTchandizing  or  the  operation  of  a  railroad. 
should  never  un<lertake  it. 

If  we  are  asked  what  kin<l  of  allractions  are  best  fur  "Traction 
Harks,"  it  is  hard  to  make  a  satisfactory  reply,  because  an  answer 
can  only  Ik;  founded  upon  a  knowledge  of  local  conditions  and  the 
previous  history  of  each  park.  Take  a  new  park  for  example,  lo- 
cated in  a  city  that  never  had  a  park  before,  in  this  case,  almost 
anything  might  do  the  first  year.  The  novelty  of  the  park  alone  is 
an  attraction.  We  remember  an  instance  of  this  kiiul,  which  will 
«rvc  lo  illustrate;  the  first  park  openeil  in  a  city  of  considerable 
«izc,  drew  immense  crowds  the  first  year.  Driving  horses  were  em- 
ployed as  an  attraction.     Wc  know  of  another  instance  where  driv 


ing  horses  were  employed  at  an  established  park  in  a  cily  of  similar 
size,  though  extensively  advertised,  they  were  a  failure.  There  is 
nothing  strange  about  this.  In  the  first  place  the  people  were  not 
used  to  either  parks  or  outdoor  attractions,  in  the  second  place  they 
were  familiar  with  both.  A  few  cities  have  parks  located  adjacent 
to  large  lakes,  as  at  Council  Bluffs,  Iowa ;  St.  Joseph.  Mo.,  and 
Toledo,  Ohio.  These  parks  have  a  great  natural  attraction  in  their 
lakes,  one  that  lasts  from  year  to  year  without  diminution  of  value. 
At  such  places  attractions  of  all  kinds  can  I)e  handled  to  better  ad- 
vant,age. 

The  size  of  a  city  in  which  a  park  is  located,  also  makes  a  dif- 
ference as  to  the  kind  of  attractions  that  may  be  employed.  It  also 
makes  some  difference  if  a  small  cily  is  located  near  a  large  one. 

For  some  years  vaudeville  shows  have  been  extensively  employed 
for  park  purposes,  but  generally  speaking  they  do  not  now  produce 
as  good  results  as  formerly.  Most  cities  have  good  shows  of  this 
kind  all  winter.  This  affects  the  summer  business.  It  grows 
harder  all  the  time  to  procure  material  for  new  acts.  A  large  per- 
centage of  the  acts  now  on  the  road  are  old  ones  revamped.  Seven 
or  eight  years  ago  one  good  aerial  act  was  sufficient  to  draw  a  good 
crowd,  but  since  the  novelty  has  worn  off,  a  bill  of  six  good  turns 
will  seldom  do  as  much.  In  resorts  where  beer  is  sold  and  at  some 
of  the  lake  parks  vaudeville  can  yet  be  used  to  good  advantage,  but 
in  other  places  it  cannot  be  depended  iq)on  to  produce  enough  travel 
to  warrant  its  presentation  as  a  free  show.  If  an  admission  is 
charged  the  reduced  car  revenue  equalizes  the  door  receipts. 

Spectacular  attractions,  such  as  high  diving,  balloon  ascensions, 
etc.,  have  lost  most  of  their  value  as  independent  crowd  producers, 
and  are  good  only  in  localities  where  they  have  not  been  seen. 

Park  theaters  are  also  a  frequent  cause  of  disappointment.  They 
m,ay  be  all  right  when  used  in  conjunction  with  other  inducements, 
but  they  are  not  suitable  for  the  chief  attraction  of  a  park.  With 
capacity  to  entertain  hundreds  they  should  not  be  expected  to  draw 
llnjusands. 

High  grade  bands  when  properly  handled  usually  produce  good 
results.  The  love  of  music  is  almost  universal.  No  form  of  enter- 
tainment permits  of  greater  variety.  A  good  band  makes  a  good 
advertising  proposition.  The  intrinsic  merit  of  a  band,  the  history 
of  its  achievements,  its  leader,  and  distinguished  members,  and  its 
daily  programs  make  legitimate  material  for  interesting  press  stories. 
Ten  thousand  per.sons  can  hear  and  enjoy  a  band  concert  as  per- 
fectly as  five  hundred,  in  fact  there  is  scarcely  a  limit  to  the  number 
of  persons  who  may  be  enlerlained  if  an  adeiiuale  number  of  good 
seats  are  provided. 

Good  band  music  gives  standing  and  credit  to  a  park  and  permits 
the  establishment  of  a  reputation  that  can  be  built  upon.  This  form 
(jf  enlerlainment  not  only  jilcascs  but  educates  the  public.  By  an 
intelligent  handling  of  programs  one  may  witness  the  growing  ap- 
preciation of  his  ])a(rons  for  good  music.  The  writer  has  observed 
this  growth  with  great  satisfaction.  Beginning  three  or  four  years 
ago  with  a  mixture  of  an  occasional  classic  muuber  with  popular 
ones,  the  demand  for  high  grade  music  has  increaseil  until  "Classic 
Night"  can  be  <lepen(led  upon  to  bring  (nit  eight  or  ten  thousand 
appreciative  visitors.  The  hardest  thing  to  accompli.sh  is  lo  gel  the 
ban<l  one  wants  when  be  wauls  il.  Transportation  is  a  large  item 
in  the  expense  of  a  big  bau'l. 

Long  engagemenis  or  shnri  jumps  mvc  llu'  only  .■illeni.ilivi-s  fur  a 
band  on  the  road.  Touring  a  band  i^  ,1  ri^^ky  proposition,  h'or 
that  reason  there  are  only  a  limilerl  niimlur  of  desirable  organiza- 
li(jns  lo  be  had. 

Bands  combining  novelly  and  merit  are  llie  best.  Uniforms  are 
very  imporlanl.  Ilie  men  musl  look  and  act  a  dislinguished  part. 
The  leader  should  be  magnelic  and  resourceful.  A  local  band, 
however  gooil,  will  not  compare,  so  far  as  resulls  are  concerned, 
with  one  thai  comes  from  a  remole  pl.ace,  Ihe  farllier  away  Ihe  bel- 
ter, provifled  il  m;ikes  a  gfiod  apj)earance  and  does  creditable  work. 

While  speaking  of  allraclloiis  it  may  not  be  oiil  of  place  lo  com- 
ineiil  upon  sheet  railway  amusemcnls  in  llieir  nl.ilinn  [•<  llic  .muise- 


142 


STREET  RAILWAY  REVIEW. 


IVoL.  XIII,  No.  3 


iiiciil  worlil.  Bcfurc  the  street  cars  became  an  important  factor  in 
urban  life  there  were  few  summer  entertainments  of  consequence, 
ridiiiK,  driving,  fishing  and  kindred  sports  were  the  only  diversions 
possible  during  the  summer  months  (drinking  places  excepted). 
The  majority  of  persons  living  in  cities  were  not  able  to  enjoy 
these  pleasures.  When  the  era  of  rapid  transit  came  and  it  was 
ni.idc  possible  for  people  to  go  where  they  pleased  at  small  cost, 
the  great  bar  to  summer  amusement  was  removed,  and  all  were 
able  to  find  a  cool  place  for  out-door  enjoyment  without  physical 
exertion.  .\  desire  to  increase  their  earnings  prompted  the  street- 
car companies  to  provide  shady  resorts  to  induce  the  public  to  ride 
on  their  cars.  They  afterward  added  various  attr,ictions  to  increase 
llic  inducement.  This,  as  everyone  knows,  was  the  origin  of  street 
railway  parks,  and  the  beginning  of  a  new  business.  The  new  field 
is  a  great  one — full  of  possibilities.  Many  experiments  have  been 
made,  and  there  have  been  some  failures.  The  task  of  the  pioneer 
was  ever  arduous  ami  full  of  trouble,  but  the  lessons  of  his  experi- 
ence arc  invalu,iblc  to  those  who  follow.  There  arc  now  two  amuse- 
ment seasons — winter  and  summer.  The  summer  should  excel  the 
winter  season,  because  it  is  naturally  the  best.  It  is  the  time  of  the 
year  when  every  one  wants  to  relax  and  recreate.  It  is  also  the  sea- 
son of  least  expensive  living  when  the  common  people  have  the 
most  money. 

On  account  of  the  peculiar  relation  of  the  street  railways  to  the 
parks,  outsiders  have  not  been  able  to  do  much  in  this  field,  and 
consequently  have  not  given  it  much  thought  or  study,  and  it  would 
not  be  far  from  the  truth  to  say  that  the  conipanics  have  not  given 
it  the  kind  of  attention  it  should  have. 


copy  the  plans  of  some  acquaintance,  or  he  may  accept  the  scheme 
of  some  amusement  promoter. 

Whatever  he  does,  he  wishes  lie  had  not  done  it.  .'\fler  he  has 
settled  upon  a  policy  to  be  pursued  and  the  expense  to  be  incurred, 
he  leaves  the  details  of  execution  to  a  subordinate  and  drifts  along 
until  his  duly  challenges  him  again. 

It  is  quite  probable  that  a  majority  of  street  railway  managers 
would  admit  that  they  Ire.it  the  park  question  somewhat  as  we  have 
described,  but  there  are  some  who  devote  much  time  and  effort  to 
the  solution  of  the  problems  of  street  railway  amusements,  to  ihcm 
all  credit  is  <h\e  for  the  progress  already  made,  and  upon  them  rests 
the  burden  of  our  hope  for  the  future. 


NORUMBl!;(J.\  PARK,  NEWTON,  MASS. 

Norumbega  Park  in  its  present  form  is  one  of  the  recently  estab- 
lished railway  parks  in  New  England.  It  was  started  as  a  private 
cnlcri)rise  of  several  of  the  directors  in  the  Commonwealth  Avenue 
Electric  Ry..  and  after  the  merger  of  the  Commonwealth  with  the 
Boston  &  Suburban  Electric  Companies,  the  Norumbega  Park  Co., 
which  is  the  park  owning  company,  passed  into  the  control  of  the 
Boston  &  Suburban.  The  park  properly  is  still  run  as  a  distinct 
enterprise  apart  from  the  railway  company,  although  the  owners 
are  practically  all  financially  interested  in  both  properties. 

The  park  includes  a  fine  tract  of  wooded  land  on  the  banks  of  the 
Charles  River  in  .\uburndale,  which  is  a  part  of  the  city  of  Newton, 
Mass.  Tfie  park  is  laid  out  in  broad  walks,  flower  beds,  decorative 
shrubbery  and  grass  plots.      There  are  no  "keep  off  the  grass"  signs 


STf/tncn  I  /wo/Av 


/>     SO    ">"    'f>    "y 


I'l.AN  OI'  NORUMBEGA   PARK,  XKWTON,  MASS. 


Frequently  the  directors,  the  president,  or  some  other  ofTlccr  have 
entire  control  of  park  affairs.  In  most  cases  they  are  in  the  hands 
of  a  busy  man,  who  thinks  of  the  park  only  when  duty  compels 
him.  The  press  of  other  matters  often  causes  him  to  procrastinate 
until  the  time  arrives  when  he  must  decide  upon  a  season's  pro- 
gram, then  he  gets  in  a  hurry  and  does  the  best  he  can.  He  may 
think  that  the  short  way  out  is  to  do  what  he  did  last  year  or  to 


in  any  part  of  the  grounds,  and  the  lawns  and  terraces  arc  free  and 
open  to  all.  The  walks  and  paths  are  swept  and  cleaned  every  day. 
A  force  of  special  uniformed  policemen  are  on  duty  in  the  park 
during  the  day  and  night,  and  the  management  pride  themselves  on 
the  good  order  maintained.  No  intoxicating  liquors  are  sold  or 
permitted  on  the  grounds.  The  total  number  of  park  attaches  on 
the  pay  roll  during  the  summer  season,  including  police,  zoo  attend- 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


143 


ants,  sweepers,  and  other  employes,  aniounls  to  about  forty  persons. 
The  attractions  include  a  rare  and  costly  collection  of  animals,  an 
open  air  theatre  with  rustic  stage,  electric  fountain,  excellent  res- 
taurant. Chalet  or  Palace  of  Electricity,  swings,  merry-go-rounds, 
boating,  etc.  The  entire  park  property  with  the  zoo  and  other 
attractions  represents  a  large  investment,  on  which  the  receipts  from 


pany  encourages  pedestrians,  bicyclers  and  carriage  riders  to  visit 
the  park  as  this  all  means  increased  receipts  from  the  various  con- 
cessions within  the  grounds.  An  idea  of  the  number  of  bicyclers 
who  visit  the  park  can  be  obtained  from  one  of  the  accompanying 
views  taken  from  a  photograph  showing  the  wheels  checked  on  a 
pleasant  afternonn.     On  this  occasion   1.050  wheels  were  checked  in 


RESTAURANT  AND  CAR  HOUSE  AT  NORI'MHECA  PARK  ENTRANCE. 


the  park  itself  pay  a  good  return  aside  from  the  increase  in  fare 
collected  on  the  cars  during  the  park  season. 

The  park  is  about  ten  miles  from  Boston,  and  a  thorough  service 
is  given  over  the  Boston  &  Suburban  lines  from  Norumbega  into 
the  Boston  subway.  A  charge  of  10  cents  is  made  for  admission  to 
the  park  to  all  who  do  not  obtain  park  tickets  on  the  cars.  From 
points  where  fare  on  the  electric  lines  is  10  cents  for  a  single  ride  a 
round  trip  coupon  ticket  is  sold  for  25  cents,  one  of  the  coupons  ad- 
mitting the  bearer  to  the  park,  thus  making  the  charge  of  admission 


a  single  day.  A  charge  of  5  cents  is  nuule  for  checking  wheels.  The 
ordinary  duplicate  strap  check  is  used  and  never  since  the  park 
opened  has  a  wheel  been  lost  while  in  the  company's  care,  and  the 
total  claims  for  damage  to  wheels  amount  to  just  $1. 

The  Women's  Cottage  is  a  somewhat  new  feature.  Tliis  build- 
ing is  exclusively  for  women,  no  man  being  allowed  to  enter  under 
any  pretext.  The  front  pari  is  an  octagon  pavilion  provided  with 
plenty  of  comfortable  rocking  chairs.  The  rear  part  is  a  large 
room  fitted  with  the  most  approved  toilet  accommodations,  as  marble 


liOAT  HOt;SK,  N0RIIMI1K(;A   I'AKK. 


5  cents  to  patrons  of  the  cars.  Where  the  single  fare  is  5  cents  a 
round  trip  ticket  with  park  coupon  attached  is  sold  for  15  cents. 
The  tola!  attendance  at  the  park  last  year  was  frequently  3.500  a  day 
or  about  400,000  for  the  entire  year,  of  which  number  from 
iio/xx}  to  120,000  paid  admission  at  the  entrance  gate.  There  has 
never  been  a  serious  accident  due  to  this  increased  Iraflic.    The  corn- 


wash  basins  with  open  plumbing,  looking  glasses  and  rocking  chairs 
and  tables.  There  arc  also  small  iron  cots  or  beds  made  up  with 
mattress,  sheets,  pillows,  etc.,  and  any  mother  is  at  liberty  to  bring 
babies  and  small  children  here  and  put  them  to  sleep.  A  woman 
attendant  is  in  charge  at  all  times  and  if  the  mother  chooses  she  can 
leave  her  baby  in  charge  of  the  matron,  while  she  enjoys  the  ihcat- 


144 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  x 


rical  IT  olhiT  :iltrnclii<ns  of  tin:  park.  TliiTt  is  also  kf|>t  at  the 
collage  a  portalili-  cot  for  iisv  in  case  of  accident,  stKldeii  sickness 
or  oilier  eniergeiic)  on  llie  grounds.  This  evidence  of  concern  on 
tlie  pari   of  the  company   for  llic  comfort  and  convenience  of  its 


>M.\LL  CASINO  AN1>  LUNCH   KOO.M. 

patrons  is  fnlly  appreciated  by  Ihc  public  and  has  been  the  mean* 
cif  greatly  increasing  Ibc  popularity  of  the  place. 

The  imi>ic  court  is  a  level  circular  piece  of  ground,  150  ft.  in 
diameter.  In  the  center  is  a  well  designed  band  stand  of  rustic 
work  with  accoinmodations  for  25  musicians.  .Ground  the  circle  is 
a  row  of  oak-slat  settees  that  will  accommodate  400  persons  seated. 

A  number  of  free  swings  arc  provided  and  these  are  all  gathered 
in  one  place  known  as  the  swing  court  and  one  man  is  detailed  to 
look  after  them.  It  is  believed  a  belter  plan  to  group  all  the  swings 
in  one  place  rather  than  scatter  them  through  the  park  as  this 
arrangement  affords  better  protection  to  the  women  and  children 
and  enables  the  attendant  to  preserve  order  and  decorum. 

The  casino  is  a  small  rustic  building  where  soda  in  various  forms 
is  dispensed  together  with  all  kinds  of  soft  drinks,  cigars,  confec- 
tionery, etc.  M  the  front  of  the  building  is  a  broad  semi-circular 
rustic  veranda  from  which  an  excellent  view  is  obtained  of  the 
Charles  River  and  its  canoes,  steamers  and  other  craft.  The  soda 
and  other  selling  privileges  at  the  casino  are  let  to  outside  parties 
on  a  percentage  basis. 

The  company  keeps  several  hundred  Cannes  on  the  Charles  River 


steamers  which  run  regularly  between  the  park  and  Wallham,  Mass. 

The  electric  fountain  is  built  at  the  bottom  of  a  natural  ravine 
whose  sloping  sides  present  an  cxccllcnl  vantage  iH)inl  from  which 
large  crowds  can  view  the  display.  The  fountain  is  supplied  by 
two  small  rotary  engines  and  gives  about  200  or  more  different  com- 
binations of  geysers,  cascades,  single  streams,  fans,  sprays,  gold  and 
silver  rain,  etc.,  illuminated  by  almost  every  possible  combination 
of  colors  and  tints  thrown  np  from  beneath  by  powerful  electric 
lights  directed  through  colored  screens. 

The  park  would  not  be  complete  without  the  ever  popular  merry- 
go-round.  In  this  case  ihe  machine  is  one  of  the  largest  made,  of 
the  Denlzel  type,  and  it  is  alw.iys  the  scene  of  the  greatest  activity. 

The  "Chalet"  is  a  feature  nol  often  found  in  parks  of  this  char- 
acter. This  building  which  is  a  one-story  frame  structnre  about 
.(8  X  75  fl.,  was  formerly  given  over  to  various  electrical  illusions 
but  during  the  coming  season  the  iriea  is  10  fill  it  full  of  various 
penny  and   nickel-in-lhe-slot   machines,  thus  establishing  a  place  of 


SWING  COURT.  norumhf.(;a  park. 

novel  entertainnKiit  which  it  is  believed  will  be  well  patronized  and 
should  be  a  source  of  considerable  revenue. 

The  Zoological  Garden  is  a  feature  that  appeals  to  everylwdy  but 
largely  to  the  children  and  the  student.  The  object  lessons  taught 
by   this    doparlnicnl    are    invahi.iblc   and    the   thousands   of  children 


^m 


!i?.:v 


--^^ 


RUSTIC  TUKATER,  NOKU.MHEllA  I'ARK, 


for  hire  by  Ihc  hour  or  day,  and  there  arc  also  nnv  boals  and  steam 
launches,  besides  a  number  of  private  craft  which  pay  a  yearly 
rental.  The  boathouse  is  one  of  the  largest  and  best  equipped  on 
the    river.      The    landing    here    provides    acconmiodation    for    two 


that  have  embraced  the  opportunity  of  visiting  the  park  for  this 
purpo.se  attest  their  appreciation  of  the  efforts  of  the  management 
in  Ibis  direction.  It  is  proposed  to  keep  strictly  Aiuerican  animals 
and  under  conditions  that  will  make  them  seem  as  natural  as  possi- 


Mar.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


145 


ble.  To  this  end.  enclosures,  not  cages,  have  been  built  so  the  ani- 
mal can  have  the  earth  to  walk  on  and  live  among  the  trees  with 
plenty  of  shelter  and  shade,  .\niong  the  collection  which  is  con- 
stantly increasing  may  be  found  mountain  lions,  timber  wolves,  lynx, 


E.XTKA.Ni  i:    IMU.niNl 


^HOWINi;  C.\R  TRACKS  AND  KKSTA  UK  ANT 
AUOVE. 


foxes,  prairie  dogs,  porcupine,  fishes,  sable,  raccoons,  baby  bears, 
full  grown  bears,  badgers,  squirrels,  monkeys,  eagles,  owls,  moose, 
elk.  deer  and  one  of  the  finest  .■\merican  bison  in  existence.  This 
department  is  kepi  open  10  months  in  the  year,  so  great  is  the  de- 
mand of  visitors  to  see  the  animals. 

By  special  arrangement  a  full  blooded  Indian  brings  his  squaw 
and  children  to  the  park  every  year  and  sets  up  a  genuine  birch 
bark  tepee  where  Indian  curiosities  are  made  and  sold. 

Near  the  park  entrance  is  an  elevated  water  tank  of  10,000  gal. 
capacity.  Water  from  this  lower  is  carried  by  a  system  of  piping 
over  the  park  to  several  points  where,  with  the  aid  of  lines  of  hose, 
nearly  every  square  foot  of  the  properly  is  reached  and  can  be 
watered.  Part  of  the  water  is  used  for  the  fire  sprinkler  system  in 
the  restaurant  and  car  house  at  the  park  entrance. 

The  rustic  open  air  theatre  is  regarded  by  the  liKuiagenient  as 
superior  in  drawing  power  to  any  other  feature.  I  he  rustic  stage 
is  set  in  the  center  of  a  natural  auditorium  and  the  seats  are  ar- 
ranged in  semi-circular  rows  on  the  side  of  the  declivity.  The  the- 
atre has  .1.000  seats,  200  of  which  sell  for  25  cents;  400  sell  for  to 
cents,  and  the  remaining  seals  are  unreserved  and  free.    Clean  and 


!(».'.  WIIKKI-S  IHKl  KKI>  IN  ONE  DAY. 


of  extra  large  homeward  bound  crowds  after  special  occasions.  The 
second  story  is  utilized  as  a  restaurant  which  has  come  to  be  one 
of  the  leading  inducements  to  park  visitors.  The  building  stands 
in  the  center  of  the  terminal  loop  and  the  loading  and  unloading 
platforms  are  located  in  a  covered  addition  adjoining  one  side  of  the 
main  building.  The  roof  of  this  addition  forms  a  veranda  for  the 
second  story  and  is  used  as  an  annex  to  the  restaurant.  Over  500 
people  can  be  accommodated  at  one  time  in  the  main  dining  hall  and 
veranda  service.  The  fittings  (if  ilic  kilchcn.  larder,  bakery  and 
dining  hall  are  arranged  with  an  eye  to  convenience  and  dispatch  as 
well  as  ab.solute  cleanliness  and  neatness  in  preparing  and  serving 
meals.  The  reput.ition  gained  for  Ijoth  menu  and  cuisine  has  ex- 
leiuled  til  the  most  distant  points  of  Boston  and  icinity,  and  during 
the  park  season  the  capacity  of  the  restaurant  is  taxed  to  the  ut- 
most  during  the  afternoons  and  evenings. 

i'lie  arrangement  of  the  terminal  loop  gives  facilities  lor  dis- 
charging and  receiving  the  largest  crowds  without  confusion.  The 
arriving  cars  circle  the  building  and  unload  their  passengers  at  the 
unloading  platform,  the  passengers  entering  the  park  through  turn- 
stiles. The  cars  after  unloading  pioceed  to  the  loading  platform 
which  is  virtually  an  extension  of  the  olher  platform,  the  two  being 
separated  by  a  heavy  division  fence.  To  keep  the  people  from  go- 
ing out  onto  the  trn.cks  and  so  around  this  partition  from  one  plat- 
forin  to  the  other,  a  ditch  or  shallow  canal  about  8  or  10  ft.  wide 
has  been  built  across  the  tracks  at  the  dividing  line  and  this  is 
kept  full  of  water.     This  has  proved  an  effectual  barrier. 

From  the  loop  track  several  spur  tracks  branch  off  and  run  into 
the  car  storage  house  on  the  ground  floor  of  the  main  building. 
Here  the  extra  cars  are  accunuilated  and  as  they  are  mider  cover 
they  are  kept  dry  and  clean  until  needed. 

Tlie  manager  of  Norumbega  Park  is  Mr.  Carl  .Alberte.  who  is 
one  of  the  best  known  park  managers  in  New  England. 


.STR.VTFORU.    t). 

The  Columlius.  Delaware  &  Marion  Electric  Railroad  Co.  operates 
two  parks,  one  of  which  is  called  Stratford  Park  and  is  located  17 
miles  from  Columbus  and  three  miles  from  Delaware.  O.  This 
park  is  situated  on  both  sides  of  the  Olentangy  River,  and  Olentaiigy 
Falls,  wdiich  arc  within  the  park,  add  greatly  to  the  beauty  of  the 
place  and  guarantee  plenty  of  clear,  running  water,  making  admir- 
able facilities  for  boating,  fishing  and  other  aquatic  amusements.  In 
connection  with  the  park  is  a  picnic  grove  furnished  with  benches, 
tables,  swings,  etc..  and  a  calile  ferry  boat  plies  between  the  banks 
of  the  river,  offering  ample   facilities   for  transporting  park  visitors 


■^l    .MM  1,1;     Wli    WI.\IJ',  1;    lv\Vll,|ii\. 


wholesome  vamlevillr  ii  given  here  Iwice  daily,  except    .Sunday,  at 
.i:.10  and  K:i5  j).  m.,  ihroiighoiit  the  entire  season 

The  cnlrancc  building  at   Norumhcgn   I'ark  embodies  several  new 
features.     The  ground  floor  is  used  for  storing  cars  in  anticipation 


between  the  picinc  grove  and  llic  p.irk,  .\  ■■uinnier  .iiiil  wiiUer 
pavilion  has  been  erected  on  tin-  bank  of  the  river,  a  general  view 
of  which  is  shown  herewith.  ilu-  Imilding  is  yoxijo  ft.  in  area 
and  is  e(|uippe<l  with  a  stage  and  Miilable  dressing  rooms  and  con- 


146 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  3 


tains  an  auditorium  scaling  1,000  people,  a  fine  dancing  floor  and 
an  excellent  restaurant.  It  is  comfortably  licated  and  well  lighted, 
and  designed  to  meet  all  requirements  of  organi;!atiuns  and  special 
parlies.    It  is  for  use  exclusively  by  those  patronizing  the  Columbus 


located  2',2  miles  north  of  Worlhington  and  covers  54  acres  of 
grove  and  woodland,  forming  an  ideal  spot  for  Sunday-school  and 
family  picnics.  The  park  is  provided  with  shelter  houses,  platforms 
for  games  or  dancing,  swings,  tables,  croquet  grounds  and  other 


!•« 


4l..^  i 


1 


WINTER   VIKW  or  ()LENT.\N«;Y  falls  and  pavilion  .\T  STRATFORD,  f). 


Delaware  &  Marion  Electric  railroad  and  ordinarily  no  charge  is 
made  for  its  use.  The  general  arrangement  of  the  interior  of  the 
liuilding  is  shown  in  the  floor  plan  ilUistralcd  herewith.  A  special 
track  leads  to  a  covered  entrance  to  the  pavilion,  so  that  guests  are 
not  exposed  at  all  in  inclement  weather. 

The  restaurant  is  in  charge  of  a  competent  caterer  and  arrange- 
ments can  be  made  for  serving  any  sort  of  meal  fruni  a  simple 
luncheon  to  an  elaborate  course  dinner. 


attractions  accessory  to  a  day's  outing  in  the  woods.  For  excursion 
parties  special  low  rales  per  car  are  made,  including  admission  to 
the  park  and  the  use  of  the  pavilion. 


Oaril— «  Odd-   I     r)«,.,#.L  <..».» 


D 


St  A.cr 

XONA& 


DAMcmaruioa 
00  X  bS. 


Auditorium 

70x(00 


e 


LAFAYETTE,  IND. 

The  LaFayette  Street  Railway  Co.  owns  a  beautiful  tract  of  land 
along  the  banks  of  the  Wabash,  4l4  miles  from  LaFayette  and  2^4 
miles  from  Battle  Ground,  where  was  fought  the  battle  of  Tippe- 
canoe, between  the  forces  of  General  Harrison  and  of  Tecumseh 
and  his  brother  the  Prophet.  The  name  of  the  park,  "Tecumseh 
Trail,"  is  due  to  the  fact  that  the  old  Indian  trail  along  the  river 
crosses  this  tract  and  is  still  plainly  visible.  On  the  higher  bluflfs 
back  of  the  Trail  is  the  Indiana  Soldiers'  Home,  itself  an  attraction 
productive  of  much  pleasure  riding.  At  the  Trail  a  band-stand,  a 
shooting  gallery  and  a  dance  hall  and  restaurant  building  have 
been  erected.  The  park  is  under  the  management  of  Mr.  George 
Malchus. 


PORTLAND,    ME. 


The 


TIM 


-Uf 


e 


Portland  Railroad  Co.  operates  three  pleasure  resorts  called 
Riverton,   Underwood  and  Cape  Cottage.     Riverton  is  lo- 
cated 5.>4  miles  from  Portland,  Me.,  Underwood  is  6!4  miles 
from  Falmouth  and  Cape  Cottage  is  s'A  miles  from  Cape 
F.lizabclh.     The  resorts  are  all  operated  by   the  company 
and    Riverton    is    under    the    management    of    Mr.  D.    B. 
Smith.     .\t  Riverton  a   rustic  theater  with   a  capacity   for 
2,500  people  is  operated  during  the  summer.  an;I  at   Cape 
Cottage  there  is  an  enclosed  theater  seating   i.ooo  people. 
Vaudeville  performances  are  given  at  the  rustic  theater,  and  drama 
at  Cape  Cottage.     Both  of  these  enterlainnienis  have  proved   very 
successful. 


I'AIN    f  1.00n  I'L  AN 

Pavilion  at  ^THATrono 

During  the  coming  season  the  company  expects  to  provide  high 
class  theatrical  cnlcrlainments  in  the  pavilion  as  well  as  other  out- 
door attractions  in  the  park,  and  it  has  provided  a  large  number  of 
steel  row  boats  which  arc  rented  at  very  low  rates. 

Glenmary   Park,   the  other   resort  operated  by  this  company,   is 


KEY   WEST,    FLA. 

Xhe  Key  West  Electric  Co.  has  purchased  a  site  for  a  summer 
resort  which  is  being  improved  and  equipped  for  a  pleasure  park. 
The  improvement  of  the  park  is  still  under  way,  and  it  is  expected 
that  it  will  be  completed  at  an  early  date. 


KNOXVILLE.  TENN. 

The   Knoxvillc    Traction   Co.   operates    Chilhowee    Park,   located 
four  miles   from  the  center  of  Knoxville.     The  park  is  managed 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


147 


by  Mr.  E.  R.  Roberts  and  contains  a  theater  with  a  seating  capacity 
for  1.200  people.  Repertoire  plays  and  specialty  acts  have  been 
found  the  most  remunerative  entertainment,  and  in  addition  to  the 
theater  the  park  contains  merry-go-rounds  and  a  gravity  railway, 
billiard  hall,  bowling  alleys,  shooting  galleries,  donkeys  and  a  "zoo." 


COLOR.'VDO  SPRINGS,  COL. 

The  Colorado  Springs  &  Interurban  Railway  Co.  operates  a 
pleasure  resort  called  Cheyenne  Park  which  is  located  4V4  miles 
from  the  end  of  the  Cheyenne  Canyon  line.  This  park  was  built 
on  personal  property  by  Mr.  \V.  S.  Stratton,  the  president  and  gen- 
eral manager  of  the  company,  for  the  use  of  the  road  and  was 
operated  last  summer  and  will  continue  to  be  operated  during  the 
coming  season.  The  park  comprises  about  10  acres  of  land  at  one 
end  of  which  the  company  has  constructed  a  loop  for  the  Cheyenne 
Canyon  line.  .Xt  this  end  of  the  park  there  are  waiting  rooms,  con- 
structed of  steel,  which  contain  refreshment  counters  for  the  accom- 
modation of  the  public.  The  accompanying  illustrations  show  sev- 
eral views  in  this  park.     Tt  contains  numerous  small   lakes  stocked 


feature.      The   company    contemplates    making    some    improvements 
to  the  park  in  the  near  future. 


HOT   SPRINGS,   .ARK. 

The  Hot  Springs  Street  Railway  Co.  owns  Whiltiiiglun  Park, 
located  one  mile  from  the  city,  which  is  operated  by  Messrs.  H.  O. 
and  R.  E.  Price,  lessees.  The  park  contains  a  theater  of  1,500  seat- 
ing capacity,  as  well  as  ball  grounds,  electric  merry-go-rounds  and 
dancing  pavilion.  Base  ball,  a  horse  show  and  live  and  clay  pigeon 
shooting  have  been  found  to  be  the  most  remunerative  entertain- 
ments. 


H.\MILTON,    O. 

The  Cincinnati,  Dayton  &  Toledo  Traction  Co.  owns  a  resort 
called  Lindenwald  Park,  situated  in  the  suburbs  of  Hamilton  2}^ 
miles  from  the  court  house.  The  park  is  leased  to  Mr.  John  W. 
Foster,  manager.  It  contains  a  theater  in  which  comic  opera  has 
been  given   with   great   success,  and   its  other  attractions   include  a 


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VIEWS  OF  STRATTON  PARK.  COLORADO  SPRINC.S,  COL. 


with  native  trout  and  gold  fish,  a  refreshment  pavilion,  also  a  band 
stand  where,  during  the  summer  and  in  fact  for  the  greater  part 
of  the  year,  the  company  has  been  giving  band  concerts  Sunday 
evenings,  and  three  evenings  during  each  week.  Moving  pictures 
arc  shown  every  evening  during  the  summer  and  this  style  of  enter- 
tainment, together  with  the  band  concerts,  have  been  found  very 
profitable  as  the  company  has  frequently  had  to  handle  from  4,000  to 
6,000  people  at  one  of  these  entertainments.  Some  other  attractions 
arc  to-  be  added  to  the  park  this  summer,  the  character  of  which 
has  not  yet  been  determined.  The  park  contains  no  theater  and  is 
oper.iicd  by  the  street  railway  company. 


dancing  floor,  picnic  grounds,  swings,  merry-go-rounds  and  refresh- 
ment stands. 


SAN    DIEGO,  CAL. 

The  San  Diego  Electric  Railway  Co.  operates  Mission  Cliff  Park, 
located  3ji  miles  from  the  center  of  the  city.  The  park  contains 
a  ^rnall  theater  with  a  capacity  for  about  .300  people,  in  which  the 
company  has  given  free  concerts  Sunday  afternoons,  including  both 
vocal  and  instrumental  music.  The  management  of  the  park  con- 
«idcr>  the  local  population  to  be  too  small  to  support  more  than 
occaiionai  attractions.  The  park  has  a  mountain  view  of  about  y> 
miles  and  moit  visitors  to  the  city  visit  the  park  because  of  this 


PORTL.\ND,   ORE. 

The  Oregon  Water  Power  &  Railway  Co.  owns  a  park  called 
Cancmah  Park,  situated  15  miles  out  of  the  city.  The  park  is  oper- 
ated by  the  company  and  is  under  the  management  of  Mr.  G.  C. 
Kields,  superintendent.  The  park  does  not  contain  a  theater,  and 
the  most  allraclive  features  have  been  found  lo  be  a  pavilion  ami  li:ill 
grounds. 


KINGSTON,   ONT. 

The  Kingston,  Portsmouth  &  Cataraqui  Electric  Railway  Co. 
operates  Lake  Ontario  Park,  which  is  owned  by  the  company  and 
is  situated  at  the  mouth  of  the  St.  Lawrence  River  2'/^  miles  from 
the  city  of  Kingston.  The  park  is  under  the  managenient  of  Mr. 
H.  C.  Nickle  and  contains  a  theater  capable  of  seating  500  people. 
High-class  vaudeville  has  been  found  the  most  remunerative  attrac- 
tion and  the  park  is  also  used  for  various  sports  such  as  baseball, 
football,  etc.    The  baseball  grounds  arc  considered  among  the  finest 


148 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  3. 


in  Canada  and  tlivy  arc  provided  with  a  grand  .stand  liavinK  a  seat- 
ing capacity  fur  joo  people. 


TERRE   H.M'TE,    INI). 

The  Terre  Vlautc  Electric  Co.  owns  Caaiiio  Park,  located  ."j 
miles  cast  of  the  city,  which  it  leases  to  Messrs.  Itrcinig  &  Miller. 
Mr.  M.  1..  Ilrcinig  is  the  manager  of  the  |>ark.  It  contains  a  casino 
with  a  seating  capacity  of  .f.ooo,  in  which  vanndevillc  and  light 
operas  have  been  given  wilii  success.  The  company  also  gives  free 
hand  concerts  at   the  public   park  owned  by  the  city. 


MUSC.\TINE.  I.^. 

The  Citizens  Railway  &  Light  Co.  owns  and  operates  what  is 
known  as  the  City  Railway  Park,  located  I '4  miles  from  the  city 
on  the  company's  railway  line.  The  park  is  managed  by  Mr.  H.  T. 
Fiske  and  contains  a  theater  of  J.ooo  seating  capacity,  in  which 
vaudeville  and  light  opera  arc  given  during  the  summer.  The  other 
atlnictions  are  band  concerts  and  fireworks.  This  park  was  opened 
for  its  first  season  last  summer. 


.\MSI  ERDAM,  N.  Y. 

The  .Amsterdam  Street  Railway  Co.  operates  .-Xkin  Park  which  is 
a  three-acre  tract  situated  four  miles  west  of  the  center  of  the  city. 
During  the  summer  the  company  draws  pretty  good  crowds  to  pic- 
nics and  sacred  concerts  011  Sunday  afternoons.  It  contains  a 
pavilion  which  is  open  for  dancing,  bnt  on  account  of  the  small 
size  of  the  park  the  company  has  iToi  made  a  special  feature  of  park 
entertainments. 


EirCHBURG.  MASS. 

The  Kilchbnrg  &  Leominster  Street  Railway  Co.  operates  Wha- 
lom  Park,  located  .Vi  miles  from  the  city  The  park  is  under  the 
management  of  Mr.  W.  \V.  Sargent,  and  it  contains  a  theater  with  a 
seating  capacity  for  3.000  people  in  which  comic  opera  and  vaudeville 
are  given.  A  detailed  description  of  Whalom  Park  was  published 
in  the  "Review"  for  March,  igoi.  page  165.  and  October  1901, 
page  760. 


MARQUETTE,  MICH. 

The  Marc|uetle  City  &  Presqne  Isle  Railway  Co.  does  not  own 
any  pleasure  resort  but  its  lines  connect  with  the  Presque  Isle  Park 
which  is  located  three  miles  from  the  city  and  which  is  owned  and 
operated  by  the  city.  The  |)ark  is  in  charge  of  Mr.  Robert  Hume 
and  boating  and  dancing  are  the  principal  amusements  during  the 
summer.     Xo  entertainments  are  given  in  the  winter. 


GREENSBURG,  PA. 

The  Pittsburg,  McKeesport  &  Greensburg  Railway  (.  o  ,  owns  and 
operates  Oakford  Park,  i'/^  miles  fnmi  Greensburg.  The  park  con- 
tains a  theater  with  a  capacity  for  f)oo  people  in  which  refined  vaude- 
ville has  proved  the  most  attractive  entertainment. 


SAX'ANXAll,      G.\. 

The  Savanah  Electric  Co.  operates  Casino  Park  located  live  miles 
from  Savannah  which  is  under  the  management  of  Mr.  L.  W.  Nel- 
son. The  park  contains  a  theatjcr  of  Tioo  sealing  capacity  in  which 
vaudeville  performances  arc  given.  This,  and  balloon  ascensions 
have  proved  the  most  attractive  class  of  entertainment,  and  other 
attractions  such  as  yacht  races,  high  wire  performances,  etc.,  are 
ftccasionally  gi\'en.  , 


ELMIRA,   N.  Y. 

The  Elmira  Water.  Light  &  Railroad  Co.  owns  ami  operates 
Rorickc  Glen  Park  located  on  the  CbemuMg  River  2'/.  miles  from  El- 
mira. The  park  is  managed  by  Mr.  Charles  VV.  Smith  and  contains 
a  theater  with  a  sealing  capacity  of  1,500.  Light  opera  has  proved 
the  most  remunerative  entertainment  and  in  addition  to  this,  vaude- 
ville, horse  and  animal  shows  have  also  been  given. 


CORRESPONDENCE. 

Editor  "Street  Railw.iy  Review": 

Taking  it  for  granted  that  all  engineers  of  street  t'ailway  jHiwcr 
houses  are  more  or  less  troubled  with  "racing"  engines,  I  will  give 
my  experience  in  remedying  the  defect,  hoping  it  will  he  of  some  use 
lo  others  confronted  with  the  iiroblem. 

Upon  taking  charge  of  this  slalion,  which  contains  two  cross  com- 
pound engines,  si/e  14  and  jK  x  ,\f>  in.,  I  found  they  were  regulating 


O  « 


COUNTKRWKIi.lITKK  <i<)VKKN()K  ROt). 

very  badly,  and  after  thoroughly  overhauling  all  working  parts  and 
finding  no  serious  <lefect,  I  started  to  exiieriment  up<in  lines  of  my 
own.  There  is  a  1^4-in.  rod  running  between  the  high  and  low  pres- 
sure guide  frames,  one  end  of  which  is  connected  to  the  governor 
mechanism  and  the  other  to  the  low  pressure  cut-ofT,  as  is  custo- 
mary in  cross  compound  engines.  Upon  this  I  iilaeed  a  counter  bal- 
ance in  such  a  way  that  the  governor  should  be  assisted  in  its  ascent 


HAI.I,  HK.\RINi;S  FOR  C.OVERNOR  ROD. 

and  also  to  steady  it,  which  proved  to  be  a  great  advantage.  A 
short  time  after,  I  removed  the  bearings  at  each  end  of  the  rod,  and 
turned  a  groove  in  them,  introducing  steel  balls  such  as  are  used 
in  bicycle  ball  bearings,  practically  making  hall  bearings  of  them, 
this  completing  the  job.  I  have  now  two  very  satisfactorily  work- 
ing engines  at  least  30  per  cent  better  than  formerly. 
Bytield,  Mass.  J.  VV.  Small.  Chief  Engineer, 

Georgetown,  Rowley  &■  Ipswich  Street  Ry. 


IDEA   FOR  SMALL  ROADS. 


There  is  a  suggestion  to  the  manager  of  the  small  road  in  the 
practice  of  the  Chattanooga  ('Tcnn.')  Electric  Railway  Co.  which 
trains  all  its  motormen  and  conductors  for  work  on  either  end  of 
the  car.  .\fter  an  applicant  for  the  position  of  either  motorman  or 
conductor  has  been  accepted  he  is  first  required  to  spend  some  time 
in  the  shops  familiarizing  himself  with  all  the  details  of  repair  work; 
next  he  is  sent  out  on  the  front  platform  of  a  car  and  is  thoroughly 
instructed  as  to  the  duties  of  motorman ;  and  he  is  then  given  a  cer- 
tain period  of  instruction  as  conductor.  Each  employe  is  therefore 
competent  to  do  general  repair  work,  to  run  a  car  as  motorman  or 
to  perform  the  duties  of  conductor.  This  general  utility  of  the  men 
has  been  found  of  great  service  in  times  of  emergency,  as  when,  for 
instance,  a  motorman  is  needed  when  onlv  conductors  are  available. 


At  the  last  meeting  of  the  South  Australian  Parliament  an  act 
was  passed  to  provide  for  the  construction  of  a  line  of  railway 
from  Oodnadatta  to  Pine  Creek  which  will  require  some  i.o6j  miles 
of  single  track  which  is  to  be  built  lo  3  ft.  6  in.  gage  and  laid  with 
60-lb.  steel  rails. 


Mar.  jo,  1903. 1 


STREET  RAILWAY  REVIEW. 


149 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER, ATTORNEY  AT  LAW,  CHICAGO. 


RIGHT  TO   ERECT  .\Nn   M.MXTAIN"    Pt)Li:S   .\.\1)   W  IRF.S 
NOT  TR.\NSFEK.\BLE  FROM  KO.\D. 


City  of  Carthage  v.  Carthage  Light  Co.  (Mo.  .\pp  ).  70  .S.  W.  Rci). 
936.  Dec.  I,  1902. 
The  right,  conferred  hy  a  franchise  ordinance,  to  erect  and  main- 
tain poleii  and  wires  in  the  streets  and  alleys  of  a  city  incidental  to 
and  in  connection  with  the  operation  of  an  electric  street  railway,  the 
conrt  of  appeals  at  Kansas  City,  Mo.,  holds,  cannot  he  disconnected 
with  the  operation  of  said  street  railway  and  transferred  to  one  who 
does  not  own  the  said  street  railway  franchise  nor  operate  the  same 
nnder  it. 


ORDIX.WCE  IMPOSING  DUTIES  ON   MOTORMEN   BIND- 
ING ON  COMP.\NV. 


Gulf,  Colorado  &   Santa  Fe  Railway   Co.   and   Rapid   Transit   Rail- 
way Co.  V.  Holt   (Tex.  Civ.   .\pp.),  70  S.  W.   Rep.   591.     Nov. 
8,  1902.     Rehearing  denied  Nov.  29,  1902. 
A  city  ordinance  prescribing  a  course  of  conduct   to  be  pursued 
by   motormen   in  the  operation   of  cars,   as   for   example   rccpiiring 
them  to  stop  their  cars  and  ring  their  gongs  at  a  distance  of  five 
feet   from  the  intersection  of  any   strett   railway  or   steam   railway 
track,  the  civil  court  of  appeals  of  Te.xas  holds,  is  as  binding  on  the 
company   as    though   the   ordinance   specially   named     the   company 
therein. 


FOREIGN  CORPOR.\TION  NOT  COMPLYING  WITH  STATE 
LAW  CANNOT  MAINTAIN  ACTION  FOR  CON- 
STRUCTION OF  ROAD. 


Delaware  River  Quarry  &  Construction  Co.  v.  Bethlehem  &  Naz- 
areth Passenger  Railway  Co.  (Pa.),  53  Atl.  Rep.  533.  Oct.  13. 
1902. 
The  supreme  court  of  Pennsylvania  says  that  the  effect  given  by 
its  decisions  to  the  act  of  .April  22,  1874,  which  provides  that  no 
foreign  corporation  shall  do  any  business  in  that  commonwealth 
until  it  has  complied  with  certain  requirements,  is  to  prohibit  a  re- 
covery by  a  foreign  corporation  on  a  contract  made  in  violation  of 
the  provisions  of  the  statute.  And,  while  it  says  that  isolated  trans- 
actions between  a  foreign  corporation  and  citizens  of  Pennsyl- 
vania have  been  held  not  to  come  within  the  prohibition  of  the  act, 
it  holds  that  a  fgreign  corporation  was  within  the  prohibition  when 
it  came  into  the  state  with  its  agents  and  workmen,  and  fur  the 
period  of  six  months  was  engaged  in  the  continuous  prosecution 
of  its  ordinary  business,  constructing  10  miles  of  electric  railway, 
employing  a  large  amount,  if  not  all,  of  its  capital,  and  creating  new 
obligations  day  by  day.  Nor  was  registration  two  months  after  the 
work  was  completed  sufficient  to  ciuitle  it  to  maintain  an  action 
for  labor  and  materials  furnished  by  it  in  the  construction  of  such 
railway. 


FRANCHISE  ACQUIRED  PRIOR  TO  VESTING  OF  RIGHT 
OF  ACTUAL  CONSTRUCTION   UNDER  STAIT'IF. 


Commrmwealth  v.  Uwcbland  Street  Railway  Co.  (Pa.),  53  All.  Uc  p 
S13.  Oct.  13,  1902. 
The  Pennsylvania  railway  act  of  June  7,  1901,  gives  to  any  com- 
inny  incorporated  under  it  authority  to  adopt  extensions,  and,  as 
requisite  to  ibe  establishment  of  an  extension,  exacts  no  more  of 
^uch  company  than  that  its  resolution  to  extend  over  a  route  de- 
scribed shall  be  recorded  in  the  appropriate  recorder's  ofTice,  and 
that  an  exemplification  of  this  record  sb.dl  be  filed  in  the  office  of 
Ihc  secretary  of  the  comonweallh.  though  "no  right  to  actually  con- 
struct the  same  [the  extension |  shall  vest  until  after  thirty  days 
from  Ihc  filing  of  said  exemplification."  A  charier  was  issued  to  a 
company  June  10,  1901.  On  June  26,  1901,  an  exemplification  for 
an  extension  was  filed  in  the  office  of  the  secretary  of  the  cunimoii' 


wealth.  On  July  10,  tyoi,  another  company  took  out  a  charter  to 
construct  its  railway  on  a  route  including  two  of  the  same  streets 
already  taken  by  the  first-mentioned  company.  The  supreme  court 
of  Pennsylvania  holds  that  the  charter  of  the  second  company  was 
invalid,  the  act  further  providing  that  whenever  a  charter  should 
be  granted  to  build  a  road,  no  other  charter  to  build  a  road  on  the 
same  streets,  highways,  bridges  or  property,  should  lie  granted  to 
any  other  company.  The  view  apparently  taken  is  that  it  is  only 
the  "right  to  actually  construct"  the  extension  which  is  deferred  for 
thirty  days  after  the  date  of  filing  the  exemplification,  the  company 
having  done  everything  required  of  it  to  establish  an  extension  be- 
ing immediately  invested  with  a  franchise,  with  an  exclusive  priv- 
ilege in  the  streets  covered  by  the  extension. 


LIABILITY    FOR   INJURY   TO   PASSHNtiER  JUMPING   OR 

PULLED  OFF  CAR  OR  JUMPED  UPON,  A  COLLISION 

OF  CARS  APPEARING  IMMINENT. 


Birmingham  Railway  &  Electric  Co.  v.  Butler  (.Ma.),  33  So.  Rep. 
3,:^.    Nov.  25,   ig02. 

One  of  the  averments  in  this  case  being  that  the  company's  agent 
negligently  caused  or  allowed  another  car  "to  appear  to  be  in  im- 
minent danger  of  colliding  with"  the  car  on  which  the  plaintiff  was 
a  passenger,  it  was  contended  that  in  order  to  constitute  a  good 
cause  of  action  thereunder  it  should  appear  from  the  allegations — 
First,  that  the  appearance  of  imminent  danger  was  such  as  to  con- 
vince a  reasonable  person  of  the  imminence  of  such  danger;  and, 
second,  that,  as  the  result  of  such  appearance,  the  plaintiff,  in  order 
to  save  herself,  jumped  from  said  car,  as  any  rea,sonable  person 
might  have  done  under  such  circumstances,  and  thereby  she  was 
injured.    The  supreme  court  of  Alabama  holds  the  contention  sound. 

There  was  evidence  tending  to  show  that  the  plaintiff  was  pulled 
off  of  the  car  by  the  gentleman  accompanying  her,  and  also  evidence 
tending  to  show  that  another  passenger,  after  she  had  fallen  or  been 
pulled  off,  jumped  or  fell  upon  her.  In  either  event,  the  supreme 
court  says,  if  imminent  danger  and  peril  from  collision  of  cars  ex- 
isted in  fact,  or  if  the  appearance  of  such  imminent  danger  was 
such  as  to  reasonably  impress  an  ordinarily  prudent  person  of  its 
presence,  and  the  acts  above  stated  followed  in  efforts  of  escape  or 
safety,  the  question  of  the  company's  liability  in  law  would  be  the 
same.  In  either  case  the  negligent  act  of  the  company  would  be  the 
proximate  cause. 


DUTY    AS    TO    KEEPING   TRACKS   IN    REPAIR-I'AVINC, 

AND    RKPAVING— ORDINANCE    REQUIRING    REPAIR 

OF  PAVEMENT  CONFERS  NO  RIGHT  OK  ACTION 

ON    INJURED    TRAVELER— ORDINANCE    NOT 

SUPPORTED  UNDER   POLICE  POWERS. 


Fielders  v.  North  Jersey  Street  Railway  Co.  (N.  J.),  53  Atl.  Rep. 
404.    Nov.   17,   1902. 

It  is  familiar  law,  the  court  of  errors  and  appeals  of  New  Jersey 
says,  that  a  railway  company,  having  the  right  to  lay  tracks  in  a 
public  street,  is  bound,  by  the  general  principles  of  the  common  law, 
,nid  without  a  specific  statute  or  ordinance  or  a  contractual  obliga- 
li'in,  to  lay  its  tracks  in  a  proper  manner,  and  to  kec])  them  in  a 
pruper  state  of  repair  Bui  ibe  (|ueslion  of  the  li.ilpility  nf  such  a 
company  for  failing  to  keep  the  surface  of  the  street  in  repair  is 
quite  a  different  (|uestion.  Such  a  liability  does  not  result  from 
the  mere  fact  that  the  corporation  has  been  vested  with  a  franchise 
or  license  of  using  the  public  street.  The  liability  to  maintain  the 
pavement  as  such,  if  it  exists,  must  eilher  be  rested  upon  some 
valid  statute  or  ordinance  imposing  such  a  duty,  or  must  arise  out 
(if  the  obligations  of  a  contract. 

Where  a  city  ordinance  in  terms  rei|uires  all  slreel  railway  com- 
panies to  pave,  repave,  and  keep  in  repair,  under  llie  direction  and  to 
the  satisfaction  of  the  prnper  municipal  ,-nilh(irilies.  the  space  be- 
tween Ihc  rails  of  lluir  Ir.icks,  .iml  luMweeii  the  tracks,  and  Ihe  space 


ISO 


STREET  RAILWAY  REVIEW. 


(Vol.  Xlll,  No.  3 


(or  one  (oot  outside  of  each  oiiler  track,  at  the  same  time  providing 
that,  if  any  company  fail  so  to  pave  or  repavc  or  to  keep  the  pavc- 
nu'iit  in  repair,  the  city  authorities  may  cause  the  work  to  be  done, 
and  the  company  shall,  on  demand,  pay  the  cost  thereof,  the  court 
holds,  as  a  matter  of  construction,  that  the  ordinance  does  not  con- 
fer a  right  of  action  upon  any  mcniher  of  the  traveling  public  who 
may  sustain  damage  through  the  non-repair  of  the  street. 

Such  an  ordinance  as  that  just  described,  the  court  further  holds, 
is  an  assumption  of  the  power  of  taxation,  and  cannot  he  supported 
under  the  police  powers  conferred  upon  the  municipality  by  the 
legislature. 


INJURY  TO  TASSENGER  ON  RUNNING  BOARD  BY  BEING 
STRUCK  BY  GIRDER  OF  BRIDGE— DUTY  TO  PASS- 
ENGERS—DUTY TO  PASSENGER  AND  EMPLOYES 
IN  CONSTRUCTION  OF  TRACKS— INSPECTION 
NOT     REQUIRED     OF     PASSENGERS     OR 
EMPLOYES. 


San  Antonio  Traction  Co.  v.  Bryant  (Tc.\.  Civ.  App.),  70  S.  W. 
Rep.  1015.    Nov.  19,  1902.     Rehearing  denied  Dec.  17,  1902. 

A  man  60  years  of  age  was  received  as  a  passenger  on  a  crowded 
car  near  a  bridge.  The  car  was  put  in  motion  before  he  could  find 
and  secure  a  seat.  He  was  on  the  west  side  when  he  paid  his  fare  by 
depositing  in  a  box  in  front,  and  the  only  vacant  seat  was  on  that 
side,  in  the  rear.  Not  wanting  to  disturb  the  lady  passengers,  whose 
dress  skirts  fell  across  the  aisle,  he  stepped  down  on  the  running 
board,  went  along  it  until  he  reached  the  scat,  and  in  his  endeavor 
to  reach  it  he  was  struck  by  an  upright  girder;  the  car  having  in 
the  meantime  attained  a  speed  of  from  five  to  six  miles  an  hour.  He 
had  for  six  months  previously  daily  crossed  the  bridge  on  the  com- 
pany's cars  and  testified  that  he  did  not  know,  nor  had  he  observed, 
the  dangerous  proximity  of  the  track  to  the  bridge.  The  court  of 
civil  appeals  of  Texas  holds  that  it  could  not  be  said  that  he  was 
guilty  of  contributory  negligence  as  a  matter  of  law. 

Nothing  is  more  firmly  settled,  the  court  says,  than  the  proposi- 
tion that  railway  companies  are  bound  to  exercise  extraordinary  dil- 
igence in  protecting  their  passengers  from  injury.  The  track  is  just 
as  essential  a  thing  in  the  transportation  of  passengers  by  rail  as 
is  the  car  in  which  they  ride.  A  railway  car  cannot  he  successfully 
or  safely  run  except  upon  a  track,  and  a  railway  company 
cannot  lawfully,  either  as  to  car  or  track,  be  wanting  in 
extraordinary  diligence  towards  passengers  without  becoming  re- 
sponsible in  law  for  the  consequences.  This  duty  of  so 
constructing  and  maintaining  its  track  as  to  not  expose  its 
passengers  on  its  cars  to  danger  the  passenger  above  men- 
tioned had  the  right  to  presume  had  been  performed  by  the 
company  in  laying  its  track  along  said  bridge,  and,  unless  he 
knew  that  it  had  failed  in  such  duty,  he  had  the  right  to  act  upon 
such  presumption.  The  degree  of  care  that  a  common  carrier  by 
rail  owes  to  its  passengers  in  protecting  them  from  defective  con- 
struction of  its  railroad  is  higher  than  it  owes  to  its  servants.  To 
the  former  it  owes  the  utmost  care,  to  the  other  ordinary  care. 
Neither  are  required  by  law  to  inspect  or  ascertain  whether  this 
duty  has  been  performed.  Each  may  rest  upon  the  assumption  that 
it  has  been. 


JUDGMENT  IN  ACTION  AGAINST  LESSOR  FOR  INJURIES 

BAR      TO  ACTION     AGAINST     LESSEE— LESSOR 

LIABLE   FOR    NEGLIGENCE   OF   LESSEE. 


Anderson  v.  West  Chicago  Street  Railroad  Co.  (111.),  65  N.  E.  Rep. 
717.  Dec.  16,  1902. 
The  only  question  argued  by  counsel  before  the  supreme  court 
of  Illinois  was  the  effect  of  a  judgment  in  a  suit  by  the  plaintiff 
against  the  Cicero  &  Proviso  Street  Railway  Company  as  an  estop- 
pel in  this  case.  The  facts,  as  found  by  the  appellate  court,  were 
that  the  Cicero  &  Proviso  Street  Railway  Company  was  the  lessor, 
and  the  West  Chicago  Street  Railroad  Company,  was  the  lessee,  of 
the  street  railway  on  which  the  accident  occurred,  and  that  the 
injury  and  negligence  charged  were  the  same  in  both  suits.  The 
conclusion  of  the  appellate  court  from  these  facts  was  that  the  lessor 


and  lessee  sustained  the  relation  of  principal  and  agent  to  each  other, 
and  that  the  determination  of  the  suit  against  the  principal  was  ic-: 
judicata  in  the  suit  against  the  agent,  and  a  bar  to  its  further  prosc- 
cntion,  and  that  hence  an  instruction  asked  by  the  West  Chicago 
Street  Railroad  Company  to  find  (or  it  should  have  been  given.  The 
judgment  of  the  appellate  court  is  alTirmed  by  the  supreme  court. 

It  is  the  settled  law  of  this  state,  the  supreme  court  of  Illinois 
says,  that  when  injury  results  from  the  negligent  or  unlawful  opera- 
tion of  a  railroad,  whether  by  the  corporation  to  which  the  fran- 
chise is  granted  or  by  another  corporation  or  other  corporations 
which  the  proprietary  company  authorizes  or  permits  to  use  its 
tracks,  the  company  owning  the  railway  tracks,  and  franchise  will 
also  be  liable,  and  for  this  purpose  the  company  whom  it  permits  to 
use  its  tracks,  and  its  servants  and  employes,  will  be  regarded  as  the 
servants  and  agents  of  the  owner  company,  and  no  other  negligence 
than  that  of  the  lessee  need  be  alleged  or  proved  to  fix  the  liability 
of  the  owner.  In  other  words,  in  the  case  of  a  leasing  of  a  railroad 
by  one  company  to  another  company,  the  negligence  or  tort  of  the 
lessee  company  in  operating  its  road  is  by  the  law  of  this  state  im- 
puted to  the  lessor  company,  because  it  cannot  absolve  itself  from 
the  responsibility  imposed  by  law  upon  it  to  operate  its  road  so  as 
to  do  no  unnecessary  damage  to  the  person  or  property  of  others. 
The  relation  between  them,  so  far  as  it  has  reference  to  such  dam- 
age, is  not  that  of  landlord  and  tenant,  but  that  of  principal  and 
agent,  or  master  and  servant.  Both  being  liable  to  the  party  injured, 
such  party  could  sue  them  both  in  the  same  action,  or  sue  each 
one  separately,  but  if  one  was  not  guilty  of  the  tort  the  other  one 
could  not  be. 


RISK  ASSUMED  BY  PASSENGER  PASSING  ALONG  RUN- 
NING BO.\RD  ON   SIDE  NEXT  TO   PASSING   CARS- 
DUTY   OF   PASSENGER   TO    PLACE   HIMSELF   IN 
POSITION   OF   SAFETY— EVIDENCE  OF   ACTS 
ON    PREVIOUS   OCCASIONS,    WIDTH    OF 
CARS  AND  USE  OF  RAIL  ON  INSIDE 
OF   NEW   ONES    EXCLUDED. 


Moody  V.  Springfield  Street  Railway  Co.  (Mass.),  65  N.  E.  Rep.  29. 
Oct.  ^o,  1902. 

The  party  suing  boarded  a  car,  with  some  friends,  he  walking 
towards  the  rear  end  and  getting  onto  the  running  board,  paying  his 
and  their  fares,  and  moving  along  the  running  board  to  take  a 
seat  with  them,  in  doing  which  he  was  struck  by  a  car  on  the  other 
track,  of  the  approach  of  which  he  testified  that  no  warning  was 
given  him.  Without  undertaking  to  say  that  in  no  case  would  a 
passenger  upon  an  electric  car,  who  was  injured  by  being  struck  by 
a  passing  car  while  attempting  to  pass  along  the  running  board, 
while  the  car  on  which  he  was  was  in  motion,  from  one  part  of  the 
car  to  another,  on  the  side  on  which  cars  were  liable  to  pass,  be 
entitled  to  recover,  the  supreme  judicial  court  of  Massachusetts 
thinks  that  in  this  case  there  was  nothing  to  justify  the  party,  as 
matter  of  law,  in  so  doing,  and  that  he  must  be  held  to  have  as- 
sumed the  risk,  if  not  to  have  been  wanting  in  due  care.  Generally 
speaking,  the  court  says,  it  is  the  duly  of  a  passenger  who  boards  an 
electric  car  to  place  himself  in  a  position  of  safety.  It  is  not  neces- 
sarily negligent  for  him  to  stand  on  the  platform,  and  there  may  be 
circumstances^such  as  the  crowded  condition  of  the  car — which 
justify  him  in  standing  or  being  upon  the  running  board.  But  mani- 
festly a  position  on  the  running  board  of  a  car  in  motion,  on  the 
side  on  which  other  cars  are  liable  to  pass,  is  one  of  danger;  and 
the  court  thinks  that  a  passenger  who  boards  an  electric  car  in 
which  there  arc  plenty  of  vacant  seats  at  the  place  where  he  boards 
it,  and  who  chooses,  for  his  own  accommodation  and  pleasure,  to 
pass  along  the  running  board,  while  the  car  is  in  motion,  to  another 
part  of  the  car,  on  the  side  on  which  other  cars  are  liable  to  pass, 
must  be  held  to  have  assumed  the  risk  of  contact  with  and  injury 
from  cars  passing  on  the  neighboring  track. 

Evidence  olTered  by  the  party  that  he  had  been  on  previous  occa- 
sions on  the  running  board  on  the  side  next  to  passing  cars,  and  had 
not  been  injured,  the  court  holds,  was  rightly  excluded.  It  had  no 
tendency  to  show  that  he  did  not  assume  the  risk,  or  that  he  was  in 
the  exercise  of  due  care.  Whether  he  was  in  the  exercise  of  due 
care  depended  not  on  what  he  had  himself  done  on  previous  occa- 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


151 


sions,  but  on  what  persons  of  ordinary  prudence  would  do  under 
ihe  same  circumstances.  The  court  also  holds  that  the  exclusion  of 
testimony  offered  as  to  the  width  of  the  cars  did  the  party  suing 
no  harm.  It  would  have  had  no  tendency  to  show  that  he  did  not 
assume  the  risk,  or  that  he  was  in  the  exercise  of  due  care.  Like- 
wise, it  holds  that  testimony  in  regard  to  a  rail  being  used  upon 
the  inside  of  some  new  cars  was  also  rightly  excluded.  The  obvious 
purpose  of  it  was  to  prevent  passengers  from  getting  onto  or  off 
from  the  car  on  that  side.  The  fact  that  it  was  on  the  new  cars,  and 
not  on  the  old  ones,  was  no  proof  of  negligence  on  the  part  of  the 
company. 


POWER  OF  CITY   TO   PRESCRIBE   MAXIMUM   RAIE  OF 
FARE— OCCUPATION     CLASSED     WITH     THAT     OF 
HACKMEN,   OMNIBUS   DRIVERS   AND   CABMEN- 
VALIDITY     OF     ORDINANCE     REGULATING 
FARES  AND  PROVIDING  FOR  TRANSFERS 
—POWER  TO  PROVIDE  FOR  TRANSFER 
TICKETS— WAIVER    BY    LESSORS- 
COMPANY        ORGANIZED        TO 
LEASE    ROADS    MUST    COM- 
PLY     WITH      OWN 
CHARTER. 


Chicago  Union  Traction  Co.  v.  City  of  Chicago  (.I"-).  65  N.  E. 
Rep.  451.  Oct.  25,  1902.  Rehearing  denied  Dec.  16,  1902. 
Has  the  common  council  of  the  city  of  Chicago  the  power  to 
prescribe  a  reasonable  maximum  rate  of  fare  to  be  charged  for  car- 
rying a  person  from  one  point  to  another  within  the  limits  of  the 
city  of  Chicago  by  a  person,  firm,  or  corporation  engaged  in  the 
business  of  carrying  passengers  for  hire  on  street  railways?  That  is 
the  first  question  taken  up  by  the  supreme  court  of  Illinois  in  this 
case.  It  says  that  under  its  charter  the  common  council  of  the 
city  has  power  to  regulate  hackmen,  omnibus  drivers,  cabmen,  "and 
all  others  pursuing  like  occupations,  and  to  prescribe  their  compen- 
sation." Street  railway  companies  come  within  the  purview  and 
meaning  of  the  words  "all  others  pursuing  like  occupations,"  as 
used  in  connection  with  hackmen,  omnibus  drivers,  and  cabmen. 
The  occupation  of  hackmen,  omnibus  drivers,  and  cabmen  is  the 
carrying  of  passengers  for  hire.  All  of  the  last-named  vehicles  arc 
drawn  by  horses.  The  acts  of  1859  and  1861,  under  which  the  com- 
pany claimed  its  rights  herein,  were  acts  to  promote  the  construc- 
tion of  horse  railways,  and  to  authorize  the  extension  of  horse  rail- 
ways in  the  city  of  Chicago.  The  ordinances  of  1858  and  1859.  under 
which,  also,  it  claimed  its  rights,  were  ordinances  authorizing  the 
construction,  extension,  and  operation  of  horse  railways  in  the 
streets  of  Chicago.  The  railways  referred  to  in  these  acts  and 
ordinances  were  nothing  more  than  carriages  drawn  by  horses,  with 
the  exception  that  such  carriages  moved  upon  fixed  iron  rails,  in  a 
regular  track,  with  wheels,  while  the  other  vehicles  mentioned  go 
with  wheels  upon  the  ordinary  street  way.  The  occupation  of  the 
traction  company  is  the  carrying  of  passengers  for  hire,  and  there- 
fore its  occupation  is  like  the  occupation  of  hackmen,  omnibus  driv- 
ers, and  cabmen.  By  the  application  of  the  maxim  cjusdem  generis 
(of  the  same  kind  or  nature),  which  is  only  an  illustration  or  spe- 
cific application  of  the  broader  maxim  noscitur  a  sociis  (it  is  known 
from  its  associates),  the  rule  is  deduced  that,  "when  general  words 
follow  an  enumeration  in  particular  cases,  such  words  apply  only 
to  cases  of  the  same  kind  as  those,  expressly  mentioned,  or,  stated 
in  different  language,  the  word  'other,'  following  an  enumeration  of 
particulars,  embraces  enumerated  particulars  of  like  nature  only, 
unless  a  broader  sense  is  obviously  intended."  Here  the  general 
words,  to  wit,  "all  others  pursuing  like  occupations,"  follow  an 
enumeration  of  particular  cases,  to  wit,  hackmen,  omnibus  drivers, 
and  cabmen,  and  consequently  such  general  words  apply  to  cases  of 
the  same  kind  as  those  expressly  mentioned.  Again,  the  court  says 
that  it  necessarily  follows  (from  the  purport  of  decisions  upon  the 
subject)  that  those  whose  business  it  is  to  propel  street  railway 
cars  along  the  iron  tracks  laid  in  the  public  streets  of  a  city  are 
engaged  in  the  business  of  carrying  passengers  for  hire,  and  that 
their  occupation  is  of  a  like  nature  wilh  the  occupation  of  hack- 
men,  omnibus  drivers,  and  cabmen,  whose  business,  also,  is  the  car- 


riage of  passengers  for  hire.  The  general  doctrine  is  that  the  legis- 
lature has  power  to  regulate  the  charges  of  common  carriers.  The 
legislature,  having  such  power  can  confer  it  upon  the  common 
council  of  the  city.  In  other  words,  the  municipality  may  exercise 
the  power  by  delegation  from  the  state. 

Therefore,  when  the  legislature  gave  to  the  city  of  Chicago,  under 
its  charters,  the  power  to  regulate,  and  prescribe  the  compensation 
of  street  railway  companies  as  carriers  of  passengers,  it  gave  the 
city  power  to  pass  sections  1723  and  1725  of  the  Revised  Code  of 
Chicago,  reading:  (Section  1723)  :  "The  rate  of  fare  to  be  charged 
by  any  person,  firm,  company  or  corporation  owning,  leasing,  run- 
ning or  operating  street  cars  or  other  vehicles  for  the  conveyance 
of  passengers  on  any  street  railway  within  the  limits  of  the  city  of 
Chicago  for  any  distance  within  the  city  limits,  shall  not  exceed 
five  cents  for  each  passenger  over  twelve  years  of  age,  and  half 
fare  for  each  passenger  over  seven  and  under  twelve  years  of  age, 
for  one  continuous  trip,  except  when  such  street  cars  or  other 
vehicles  shall  be  chartered  for  a  specific  purpose.  And,  at  any  point 
where  any  line  of  any  street  railway  owned,  leased  or  operated  by 
any  person,  firm  or  corporation  does  now  or  shall  hereafter,  within 
the  limits  of  the  city  of  Chicago,  join,  connect  with,  cross,  intersect 
or  come  within  a  distance  of  two  hundred  feet  of  any  other  line  of 
street  railway  owned,  leased  or  operated  by  the  same  person,  firm, 
company  or  corporation,  any  passenger  who  shall  have  paid  his 
fare  on  any  street  car  or  other  vehicles  run  or  operated  on  such  first 
mentioned  line  shall,  on  his  request,  be  entitled  to  demand  and  re- 
ceive from  the  person  or  persons  in  charge  of  such  street  car  or 
other  vehicle  upon  which  he  has  so  paid  his  fare,  a  transfer  ticket, 
which  transfer  ticket  shall  entitle  such  passenger,  without  further 
charge,  to  be  carried  on  any  other  line  adjoining,  connecting,  cross- 
ing and  intersecting,  as  aforesaid,  and  owned,  leased  or  operated 
by  such  person,  firm  or  corporation,  for  a  continuous  trip  of  any 
distance  within  the  limits  of  the  city  of  Chicago,  if  used  within  one 
hour  after  the  same  is  issued  at  the  point  or  place  for  which  such 
transfer  ticket  was  issued."  (Section  1725)  :  "For  each  and  every 
violation  of  the  provisions  of  the  two  last  preceding  sections,  the 
person,  firm,  company  or  corporation  owning,  leasing  or  operating 
said  street  cars  or  other  vehicles  within  said  city  shall  be  subject 
to  a  penally  of  not  less  than  $50.00,  nor  more  than  $200.00." 

The  grant  of  the  power  to  regulate  the  occupation,  and  prescribe 
the  compensation  of  those  pursuing  it,  is  accompanied  by  a  grant 
of  power  to  p^ss  all  such  "ordinances,  rules,  and  regulations  as  may 
be  proper  or  necessary  to  carry  into  effect  the  power  so  granted. 
If  the  common  council  had  the  power  to  fix  the  maximum  rate  of 
fare  for  any  distance  at  five  cents,  as  was  done  by  said  section  1723, 
it  also  had  the  power  to  provide  for  transfer  tickets  in  the  manner 
and  at  the  places  and  within  the  time  named  in  said  section  1723. 
The  requirement  as  to  transfer  tickets,  transferring  the  passengers 
from  one  line  to  another  of  the  same  company,  is  a  mere  incident  to 
Ihe  power  to  fix  the  maxinuiiii  rale  of  fare.  The  charter  of  the  city 
gave  its  common  council  power  to  prescribe  the  compensation  of 
persons  pursuing  the  occupation  of  operating  street  railways.  The 
compensation  referred  to  can  be  none  other  than  the  fare  to  be 
charged  for  carrying  passengers.  The  power  to  fix  the  rate  of  fare 
must  necesarily  include  the  power  to  fix  the  rate  for  carrying  a 
passenger  over  two  lines  operated  by  one  company,  as  well  as  the 
power  to  fix  the  rate  for  carrying  a  passenger  over  one  line  operated 
by  such  company ;  the  question  being  not  as  to  the  reasonableness 
of  the  charge,  but  as  to  the  power  to  regulate  or  fix  the  charge. 

The  traction  company  insisted  that  if  section  1723  was  enforced 
against  it  that  it  would  impair  its  alleged  contract  rights,  and  that 
therefore  the  section  was  in  violation  of  the  guaranties  of  the  con- 
stitutions of  the  United  States  and  of  the  state  of  Illinois.  Its 
contention  was  that  contracts  were  made  in  1859  and  1861  wilh  the 
North  Chicago  City  Railway  Company  and  the  Chicago  West  Divi- 
sion Railway  Company,  and  (hat  those  contracts  had  passed  by  as- 
signment to  it,  the  Chicago  Union  Traction  Company.  But  the 
court  is  of  the  opinion  that,  if  there  were  any  such  contracts  as 
were  claimed  by  the  traction  company,  through  assignment  to  it, 
the  enforcement  of  section  1723  was  not  a  violation  of  those  con 
tracts.  The  lessor  companies  must  be  held  to  have  waived  the  terms 
of  the  contracts  when  they  executed  the  leases  to  the  traction  com- 
I>aiiy ;  and  the  traction  company  was  estopped   from   insisting  uiiou 


152 


STREET  RAILWAY  REVIEW. 


(V.il.     XIII.    Nn    X 


the  operation  of  llii-  r<>aij!>  in  strict  accordance  with  the  terms  of 
sucli  contracts,  because  it  would  thereby  lie  violating  the  express 
requirements  of  its  own  charter.  The  court  says,  among  other 
things,  that  the  lessor  com|anies  by  sulmiilting  their  roads  to  the 
o|)eration  of  the  traction  company,  impliedly  agreed  that  the  latter 
should  operate  them  under  its  own  charter,  and  in  accordance  with 
ihe  provisions  of  its  own  charier.  It  is  true,  as  a  general  rule,  that, 
where  one  railroad  company  leases  its  property  to  another,  Ihe 
lessee  must  conform  to  the  requirements  of  Ihe  charter  of  the 
lessor,  and  he  governed  by  such  charier,  in  operating  the  road.  But 
this  can  only  he  true'  where  the  lessee  company,  in  operating  the 
road  in  accordance  with  the  charter  of  the  lessor,  is  not  violating 
ils  own  charier.  The  cases  announcing  this  rule  are  cases  where 
the  lessee  road  had  full  power  under  its  charter  to  operate  the  road 
of  Ihe  lessor  in  accordance  with  the  terms  of  Ihe  latter's  charter, 
and  without  conflict  with  the  lessee's  charter.  There  are  some  cases 
which  hold  that  a  railroad  already  constructed,  and  reciuired  by  law 
lo  charge  a  certain  rate  of  fare,  may  lease  and  operate  another  road. 
and  charge  the  rate  of  fare  prescribed  by  the  charter  of  Ihe  lessor 
company,  rather  than  that  prescribed  by  ils  own  charier.  But  these 
cases  proceed  upon  the  theory  that  the  lessee  road  obeys  its  own 
charter  in  operating  the  part  of  the  road  constructed  by  itself,  and 
operates  Ihe  road  leased  by  it  in  connection  with  ils  own  road  in 
accordance  with  the  charier  of  the  lessor  road.  In  this  case,  how- 
ever, the  traction  company,  so  far  as  the  record  showed,  never  con- 
structed or  owned  any  railroad.  Its  president  testified  that  it  was 
organized  for  the  express  purpose  of  buying  out  the  North  and 
West  Side  railroads.  It  was  a  corporation  whose  business  was  the 
leasing  of  railroads,  and  not  the  operation  of  a  road  leased  in  con- 
nection with  another  road  constructed  by  it.  In  its  business  of 
leasing  and  operating  leased  railroads,  it  must  comply  with  its  own 
charter;  that  is  to  say,  it  must  submit  lo  reason.ible  regulations  by 
the  common  council  as  In  ils  rale  of  fare. 


CAN   BE  COMPKLLEL)    lO   EXTEND  TR.\NSFER   SYSTEM 
TO  SLBORDIN.VTE  LINES  USED  .\S  FEEDERS— DUTY 
OF    RE.M.    OR     BENEFICI.VL    OWNER     TO    GIVE 
TR.-\NSFERS— PRESUMPTION    .VS    TO    COMP.\- 
NY  ORG.\NIZED  TO  BUILD  .\NI)  OPER.VIK 
EXTENSION— PRESUMPTION    OF    RE.\- 
SON.\BLENESS      OF       PRESCRIBED 
F.\RE  —  PROFir        .XLLOWED  — 
WHAT  MUST  BE  SHOWN  TO 
PROVE     RATE     UN- 
REASONABLE. 


Chicago  Union  Traction  Co.  v.  City  of  Chicago  (111.),  fij  N.  K. 
Rep.  470.  Oct.  25,  ig02.  Rehearing  denied  Dec.  16,  ig02. 
The  principal  question  considered  in  this  case  was  whether  the 
Chicago  Consolidated  Traction  Company  bore  such  a  relation  to  the 
Chicago  Union  Traction  Company  as  to  make  the  two  companies 
come  within  the  purview  and  meaning  of  section  172,?  of  Ihe  Re- 
vised Code  of  Chicago,  so  far  as  transfer  tickets  were  concerned. 
The  Chicago  Union  Traction  Company  was  organized  under  the 
general  law  of  the  stale  on  May  24,  1899.  It  was  nothing  more  than 
a  consolidation  and  union  of  the  West  Chicago  Street  Railroad 
Company  and  the  North  Chicago  Street  Railroad  Comjiany.  The 
Chicago  Consolidated  Traction  Company  was  organized  under  the 
general  incorporation  act  of  the  slate  on  January  28,  1899.  It  was 
nothing  more  than  a  union  or  consolidation  of  seven  or  eight  sub- 
urban or  outlying  companies,  which  were  organized  as  feeders  to, 
or  extensions  of,  the  North  Chicago  Street  Railroad  Company  and 
the  West  Chicago  Street  Railroad  Company.  .\s  the  original  com- 
panies sidistantially  and  in  efTect  owned  and  operated  the  outlying 
companies  before  the  merger  of  the  original  companies  into  the 
Chicago  Union  Traction  Company,  and  before  the  merger  of  the 
outlying  companies  into  the  Chicago  Consolidated  Traction  Com- 
pany, so  after  such  mergers  the  same  relation  of  subordination  and 
control  existed  on  the  part  of  the  Chicago  Union  Traction  Company 
over  Ihe  Chicago  Consolidated  Traction  Company.  Or,  as  the  su- 
preme court  of  Illinois  further  says,  the  history  of  the  development 
of  the  railway  system  here  involved  showed  that  the  lines  of  the  Chi- 
cago Consolidated  Traction  Coinpany  were  built  by  the  lessors  of  the 


Chicago  Union  Traction  Company,  the  North  Chicago  Street  Rail- 
road Company,  and  West  Chicago  Street  Railroad  Company,  and, 
if  not  built  directly  by  such  lessor  companies,  they  were  built  under 
the  supcrinlendencr  of  the  latter,  and  with  money  raised  upon  tionds 
guaranteed  by  Ihe  latter,  and  as  extensions  of  and  feeders  to  the 
lines  of  Ihe  latter,  and  were  being  operated  for  that  purpose.  Un- 
der these  circumstances,  the  court  holds  that  the  Chicago  Consol- 
idated Traction  Com|iany  Imre  such  a  relation  to  the  Chicago 
I'liion  Traciion  Company  as  to  make  the  two  companies  come  with- 
in Ihe  meaning  of  section  1723  (set  out  in  full  in  report  of  another 
case  bearing  same  title,  and  decided  same  date,  credited  to  fij  N.  E 
Rep.  451),  so  far  as  transfer  tickets  were  concerned. 

The  requirement,  embodied  in  section  172.1,  the  ouirl  says,  is 
impose<l  upon  the  street  railroad  companies  therein  specified  by 
reason  of  their  pubKc  character,  and  by  reason  of  the  fact  that  they 
arc  engaged  in  a  public  occupation,  which  permits  them  to  use  the 
streets  and  highways  of  the  people.  The  duty  to  give  the  transfer 
tickets  therein  required  is  a  duty  which  arises  out  of  the  public 
character  of  their  business.  This  duty  rests  not  merely  upon  the 
technical  owner,  but  upon  the  real,  beneficial  owner,  and  in  this 
case  it  could  not  be  doubled  thai  the  Chicago  Union  Traction  Com- 
pany was  the  beneficial  owner.  It  was  well  .said  by  one  of  the  coun- 
sel for  the  city  in  this  case:  "A  corporation  could  not  avoid  its 
duties  to  give  transfers  from  one  line  to  a  connecting  line  by  con- 
veying to  another  corporation  a  dry  legal  title  to  one  of  the  lines, 
and  it  is  submitted  that  it  is  equally  impossible  lo  do  so  by  leaving 
a  dry  legal  title  in  the  hands  of  the  corporation  from  which  it  pur- 
chased a  connecting  line."  Where  the  duly  of  a  public  service  cor- 
poration lo  llie  public  is  lo  be  determined,  the  substance  of  things 
will  be  looked  to.  and  consideration  should  not  be  given  to  mere 
corporate  fictions. 

Where  a  company  is  organized  to  build  and  operate  an  extension 
of  a  railroad  system,  such  company  will  be  regarded  as  but  the  in- 
strument of  such  system  to  carry  on  its  business,  where  the  stock  is 
all  placed  in  the  names  of  employes  of  the  old  corjioralion.  the  prin- 
cipal offices  of  the  new  corporation  are  rilled  by  officers  of  the  old 
one,  the  old  corporation  purchases  bonds  of  the  new  one  to  construct 
its  road,  and  furnishes  the  rolling  stock,  a  traffic  agreement  is  made. 
by  which  the  new  corporation  is  to  wjrk  for  Ihe  old  one  for  a  long 
period  of  lime,  the  benefit  of  which  is  lo  pass  with  the  sale  or  mort- 
gage of  the  property  of  the  old  one.  and  the  operating  divisions  of 
the  road  show  a  single  systein  of  management. 

Furthermore,  Ihe  court  is  of  the  opiilion  that  the  enforcement  of 
the  ordinance  under  consideralion,  over  the  lines  of  the  Chicago 
Union  Traction  Company  as  one  system  of  railway,  wouUl  not  so 
reduce  its  earnings  or  profits  as  to  constitute  a  taking  of  its  prop- 
erty without  due  process  of  law.  It  says,  among  other  things,  that 
Ihe  rate  of  fare  prescribed  in  section  1723  would  be  presumed  to  be 
reasonable  until  its  unreasonableness  was  shown,  and  the  burden  of 
showing  the  rale  to  be  unreasonable  rested  upon  the  Chicago  Union 
Traction  Company.  A  railroad  company  is  not  entitled  to  exact 
such  charges  for  transportation  as  will  enable  it  at  all  times  not 
only  to  pay  operating  expenses,  but  to  meet  the  interest  regularly 
accruing  upon  all  ils  outstanding  obligations,  and  justify  a  dividend 
upon  all  its  stock.  A  public  service  corporation  is  entitled,  at  the 
very  most,  only  to  a  profit  on  the  actual  investment.  If  the  original 
cost  of  the  roads  of  the  suburban  companies  be  compared  with  their 
present  value,  the  Consolidated  Company,  if  it  was  to  be  considered 
as  a  separate  company,  had  made  a  large  profit,  instead  of  a  loss. 
But  if,  as  this  opinion  holds,  the  Chicago  Consolidated  Traciion 
Company  was  merely  a  part  of  the  Chicago  Union  Traction  Com- 
pany, and  owned  and  operated  by  the  latter  company,  then  it  was 
necessary  to  show  the  profits  and  earnings  of  the  whole  system  of 
railways  embraced  within  the  Chicago  Union  Traction  Company, 
and  the  eflfed  of  the  enforcemenl  of  the  ordinance  upon  all  the  lines 
embraced  within  the  whole  system.  Evidence  of  the  earnings  or 
expenses  of  a  single  mile  or  division  of  a  system  of  railways  is  in- 
admissible to  prove  ihal  a  rale  fixed  by  legislation  is  unreasonable. 
The  Chicago  Union  Traction  Company  should  have  introduced 
proof  as  lo  ihe  earnings  of  its  entire  line,  including  ils  original 
lessor  companies  as  well  as  the  Consolidated  Company,  so  that  such 
earnings  of  the  entire  line  might  be  estimated  as  against  all  the 
legitimate  expenses  of  such  entire  line. 


^^AR.  20,  1903' 


STREET  RAILWAY  REVIEW. 

The  Providence  &  Danielson  Ry, 


153 


The  completion  of  the  Providence  &  Danielson  Ry.  from  Provi- 
dence, R.  I.,  to  Danielson,  Conn.,  marks  an  important  era  in  elec- 
tric railway  development  in  New  England,  for  the  line  not  only 
opens  up  a  new  means  of  easy  communication  between  the  western 
part  of  Rhode  Island  and  the  eastern  part  of  Connecticut,  but  it 
also  forms  the  completing  link  in  an  unbroken  system  of  electric 
lines  from  Worcester,  Mass.,  to  Providence,  R.  I.  When  certain 
short  physical  connections  now  in  process  of  building  are  finished 


special  charter,  granted  in  perpetuity  by  the  General  Assembly  of 
tlie  state  of  Rhode  Island,  Apr.  29,  1898,  and  has  a  capital  stock 
authorized  and  issued  of  $800,000  and  a  funded  debt  of  $600,000. 
This  is  a  single  line  of  electric  railway  for  passengers  and  freight 
of  about  30  miles  in  length,  consisting  of  main  line,  sidings,  turnouts 
and  mill  connections,  mostly  complete,  with  cars  running  from  and 
through  the  city  of  Providence,  by  virtue  of  and  under  the  terms  of 
a  g9-year  contract  with  the  Union  Railroad  Co.,  duly  approved  and 


it  is  not  unreasonable  to  suppose  that  the  widely  diverging  electric 
systems  centering  at  Worcester  will  be  connected  by  through  high- 
speed electric  railway  service  with  the  ramifying  electric  systems  of 
Rhode  Island  centering  at  Providence.  The  population  affected  by 
this  through  service,  including  the  cities  of  Worcester  and  Provi- 
dence and  the  tributary  territory,  will  exceed  400,000.  The  line  from 
Worcester  to  a  point  near  Danielson,  Conn.,  is  maintained  by  the 
Worcester  &  Connecticut  Eastern  Railway  Co.  and  from  that  point 
to  the  city  of  Providence  by  the  Providence  &  Danielson  Ry.  The 
Worcester  &  Connecticut  Eastern  Railway  Co.  is  owned  and  is 
operated  in  harmony  with  the  New  York,  New  Haven  &  Hartford 
R.  R.,  which  has  seen  fit  to  adopt  the  policy  of  paralleling  itself 


confirmed  by  an  act  of  the  Rhode  Island  Legislature ;  thence  running 
westerly  through  the  towns  of  Johnstown,  Scituate,  Saundersville, 
Ashland,  South  Scituate,  Richmond,  Rockland,  Clayville  and  Foster 
Center  to  a  point  in  Connecticut  at  or  near  East  Killingly  and 
thence  running  its  passenger  cars  via  the  Worcester  &  Connecticut 
Eastern  Railway  Co.  tracks  to  and  into  Danielson  and  other  points 
in  Connecticut,  and  at  Dayville  to  a  freight  connection  with  the  New 
York,  New  Haven  &  Hartford  railroad.  The  villages  the  line  passes 
tlirough  are  mostly  manufacturing  points,  and  the  enterprises  there 
consist  of  woolen,  cotton,  netting,  shoe  lace,  and  lumber  mills,  etc., 
llie  raw  materials  and  supplies  for  which,  and  the  manufactured 
product,  must   be   transported   from  and  to   the   markets  of   Provi- 


VIKW  ALON(;  I.INEC  or   I'ROVIDKNCK  a  DANIELSON  KV. 


Iiy  establishing  electric  railway  lines  and  thus  cutting  off  competi- 
tion from  rival  companies.  The  Rhode  Island  Co.,  controlling  prac- 
tically the  entire  electric  railway  system  of  the  state  of  Rhode 
Ulami,  is  a  competitor  for  business  in  part  of  the  territory  covered, 
and  so  the  Providence  &  Danielson  road  occupies  the  unique  posi- 
tion of  holding  at  arm's  length  the  two  great  rivals  for  electric  rail- 
way business  in  this  section  of  New  England.  The  situation  gives 
rise  to  interesting  speculation,  and  future  development  will  be 
watched  with  keen  interest. 
The  Providence  &  Danielson  Railway  Co.  was  organized  under 


dencc,  New  York,  Boston  and  other  points  via  Providence  or  Dan- 
ielson, and  the  company  has  been  given  by  mill  owners  all  along  the 
line  contracts  or  pledges  for  a  large  amount  of  freight  trallie.  In 
each  of  the  several  villages  there  are  one  or  more  country  stores 
where  merchandise  in  and  out  will  be  handled  by  the  railway  instead 
of  by  teams  as  heretofore.  The  country  produces  much  milk,  dairy 
and  other  farm  products  to  be  taken  to  Providence  or  the  cities  of 
Connecticut.  This  traffic  is  in  existence  now  and  will  lake  the  elec- 
tric railway  route  as  against  the  present  roundabout  way  and  save 
a  great  deal  of  time  in  transit  at  a  cost  of  less  than  is  paid  at  present. 


154 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  x 


This  is  in  addition  to  freight  to  and  from  local  points  on  the  line. 
The  company  is  provided  with  platform,  lio.x  and  compartment  cars 
designed  for  handling  freight,  e.xpress  and  mail  of  all  kinds,  includ- 
ing coal,  milk,  ties,  wood,  etc.,  and  under  the  contract  with  the  Con- 
necticut company  it  will  he  provided  that  slandanl  freight  cars  oper- 


ing  to  ride,  and  the  applications  for  special  cars  were  accepted  only 
to  a  very  limited  extent.  Moswansicut  Pond  in  Scituatc  is  a  de- 
lightful sheet  of  water,  affording  fishing,  boating  and  outing  facili- 
ties, but  the  company  has  not  yet  liad  an  opportunity  to  do  anything 
toward   developing  these   features   there  or   at   other  points  on   the 


I'KICKIUT  I'LAXrOK.M  .\T  TERMINAL  BlJILDINl 


ated  by  the  Xcw  York,  New  Haven  &  Hartford  Railroad  Co.  will 
be  furnished  for  foreign  bound  business  and  the  express  business 
will  be  operated  by  Adams  Express  Co.  The  company  carries  the 
United  States  mails  to  and  from  Providence  and  the  several  post- 
offices  along  the  line.  The  wood  carrying  business  is  especially  im- 
portant and  is  given  particular  attention. 

The  company  has  acquired  the  sole  right  for  taking  ice  from 
Moswansicut  Pond,  in  the  town  of  Scituale.  on  the  line  of  the 
road,  the  capacity  of  which  is  practically  unlimited  and  a  sale  of 


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VOLTAGE  (IN  LINE  WITH  BATTERIES  CONNECTED. 


100 


line.  The  line  runs  through  some  of  the  most  picturesque  parts  of 
the  state,  and  the  excursion  business  .vill  prove  an  important  fea- 
ture. With  the  line  operating  through  to  Connecticut,  the  travel  now 
established  on  other  but  circuitous  routes,  will  go  that  way  and 
the  beautiful  trolley  resort  now  established  by  the  Worcester  &  Con- 
necticut Eastern  Railway  Co.  near  Danielson  will  attract  many  from 
Providence  and  interior  points  on  the  line.  The  roadbed  for  a  little 
less  than  half  the  distance  is  on  the  highway  and  the  remaining 
mileage  is  on  private  right  of  way.  The  construction  is  6o-lb.  T- 
rails  with  chestnut  and  oak  ties  on  gravel  and  broken  stone  ballast. 
The  feature  about  the  road  of  chief  interest  from  an  engineering 
point  of  view  is  the  adaptation  of  storage  batteries.  When  the  road 
was  first  laid  out  it  was  designed  for  high-tension  alternating  cur- 
rent transmission  with  a  central  power  house  at  a  point  approxi- 
mately midway  between  the  two  terminals,  and  two  sub-stations 


S0 


CHAR(;E  and  DISCHARGE  OK  BATTERIES 


4      S     £■      7     <3      9     /O     //      /Z     /3     H    /S    ye 
VOLTAIIE  ON  LINE  WITHOUT  BATTERIES. 


this  ice  for  the  next  three  years,  payable  anually  in  advance,  has 
already  been  made  to  the  Providence  Ice  Co.  at  a  very  advanta- 
geous figure. 

."\t  times  during  the  sunnner  when  travel  is  always  found  heaviest 
on  all  roads,  the  cars  were  unable  to  take  on  board  all  those  desir- 


located  ten  miles  either  w.iy  from  the  main  power  house.  Owing, 
however,  to  the  in.ibility  of  the  management  to  secure  quick  deliv- 
ery of  alternating  apparatus,  it  was  decided  to  use  direct  current 
with  the  main  power  house  containing  direct  current  generating  ma- 
chinery at   the  central  point  selected,  and  storage  battery  installa- 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


155 


tions  at  the  two  sub-stations,  the  batteries  to  be  supplied  either  from 
boosters  or  from  the  main  feeders  as  conditions  should  develop. 

Concerning  these  batteries  the  Electric  Storage  Battery  Co.  gives 
us  the  following  information  : 

The  accompanying  curves  are  from  readings  taken  at  the  Johnson 
battery  house,  which  is  the  one  near  the  Providence  end  of  the  line. 
These  readings  were  taken  at  the  battery  house  during  two  periods 
of  15  minutes  each  at  the  same  relative  time  in  the  schedule,  that  is 
when  a  car  had  left  the  end  of  the  line  and  was  approaching  the 
battery.  During  the  first  period  the  battery  was  on  the  line  in  its 
regular  service  and  the  readings  show  the  voltage  at  the  battery 
house  under  these  conditions,  and  also  the  amperes  discharged 
by  the  battery.  The  third  curve,  taken  an  hour  later,  shows  the 
voltage  at  the  battery  house  with  the  battery  out  of  circuit.  As  will 
be  seen  the  voltage  rises  higher  and  falls  lower  without  the  battery 
than  with  it,  the  battery  acting  as  an  equalizer  at  this  point.  The 
length  of  track  supplied  with  power  frcm  the  central  station,  which 
is  about  midway  of  the  line,  is  about  26  miles.  The  profile  of  the 
road  rises  continually  from  the  Providence  end  outward,  the  high- 
est elevation  being  578  ft.  above  the  sea  level.  The  country  is  roll- 
ing and  quite  hilly.  A  glance  at  the  profile  gives  something  the 
idea  of  a  bowl,  the  power  station  being  at  the  bottom  of  the  bowl. 
Between  three  and  four  miles  from  each  end  of  the  road  the  ground 
rises  rapidly  and  then  falls  away  again,  giving  the  profile  the  appear- 
ance of  having  two  humps  near  the  ends.  On  this  account  there  is  a 
long,  heavy  climb  at  each  end  of  the  road,  followed  by  a  descent 
towards  the  power  station. 

It  would  be  difficult  to  operate  the  road  by  direct  current  with 
the  small  amount  of  copper  that  is  now  used  without  the  storage 
batteries,  which  are  located  near  the  tops  of  the  two  humps  alluded 
to,  being  near  the  ends  of  the  line.  The  copper  at  present  on  the 
road  consists  of  a  No.  00  trolley  re-enforced  by  a  No.  0000  feeder 
throughout  and  a  second  No.  0000  feeder  running  glA  miles  from  the 
power  station  towards  the  Providence  end  and  eight  miles  from  the 
power  station  towards  the  Danielson  end.  The  ordinary  service  is 
taken  care  of  by  an  hourly  headway  from  Olneyville,  a  suburb  of 
Providence,  which  brings  from  two  to  three  cars  on  that  side  of 
the  power  station  continually.  On  heavy  days  this  service  is  practi- 
cally doubled,  and  considerable  freight  is  hauled,  in  addition  to  the 
regular  service,  at  irregular  intervals.  Many  cords  of  wood  have 
been  brought  into  the  city  this  year  owing  to  the  scarcity  of  coal ; 

the  company  hauls  all  its  own  coal  to  the  power  station  and  there  is 


the  road,  has  216  cells  of  type  F-13  in  glass  jars,  rated  at  240  am- 
peres for  one  hour.  Both  batteries  are  housed  in  wooden  buildings 
with  monitors  and  are  erected  on  wooden  supports  resting  on  a  con- 
crete floor  finished  with  cement,  the  wooden  support  being  insulated 
therefrom  with  glass  insulators.     At  the  end  of  the  house  a  room 


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BOILER  ROO.Vl. 


is  partitioned  off  for  the  switchboard,  which  consists  of  blue  Ver- 
mont marble  and  carries  a  Weston  ammeter  and  voltmeter,  a  cir- 
cuit breaker,  a  Bristol  recording  voltmeter  and  a  single-pole  single- 
ihrow  knife  switch.  The  number  of  cells  in  each  case  is  calculated 
for  the  average  voltage  at  that  point  and  the  battery  is  found  to  float 
readily  on  the  line;  that  is,  in  the  course  of  a  twenty-four  hour  run 
the  pressure  at  the  battery  houses  is  such  that  the  batteries  maintain 
about  the  same  state  of  charge.  Should  the  service  increase  a  little 
on  certain  days,  the  batteries  getting  low  at  the  end  of  the  day,  an 
extra  run  of  an  hour  or  so  suffices  to  bring  them  up. 

In  the  power  station  a  150-kw.  reserve  unit  has  been  connected 
so  that  it  may  be  thrown  into  service  as  a  booster  with  a  booster 
feeder  consisting  of  three  No.  4  wires  which  can  be  separated  from 


INTERIOR  OF  ENGINE  ROOM. 


a  regular  service  for  bringing  milk  into  the  city  from  the  country. 
Mail  and  express  are  also  carried.  The  Johnson  battery,  the  one  at 
the  Providence  end  of  the  road,  consists  of  210  cells,  "Chloride  Ac- 
cumulator," type  F-15,  in  glass  jars  rated  at  280  amperes  for  one 
hour.    The  Nort,h  Foster  lattery,  the  one  at  the  Danielson  end  of 


the  ordinary  copper  an<l  will  then  carry  current  starling  at  800  to 
1,000  volts  pressure  at  the  power  station  direct  lo  the  battery  houses. 
This  booster  is  intended  lo  be  run  when  llic  load  is  heavy  in  order 
lo  maintain  the  voltage  at  the  batteries,  and  can  be  used  at  any 
time   when   the  batteries  arc  discharged   for   forcing  a   more   rapid 


156 


STREET  RAILWAY  REVIEW. 


[Vol.  XlII,  No.  3. 


rliargc.  This  macliinc  is  run  infrcquciilly  and  the  connections  for 
making  it  a  booster  do  not  interfere  in  any  way  with  using  it  as  an 
ordinary  generator  in  case  of  need,  it  being  a  qneslion  simply  of 
throwing  certain  switches  to  obtain  proper  connections. 

When  the  traffic  grows  to  sufficient  proportions  there  will  be  in- 
stalled  in   the  power  station  an  alternator,   cither  motor  driven  or 


and  two   18  x  42-in.  Harris-Corliss  condensing  engines,  each  belted 
direct  to  a  iso-kw.  Spraguc-Lundell  4irccl  current  generator. 

Last  spring  additions  were  made  to  the  plant  and  a  20  and  36  in. 
X  42  in.  Harris-Corliss  cross-compound  condensing  engine  was  in- 
stalled, belted  direct  to  a  400-kw.  Sprague-Lundell  direct  current 
generator.     The  engine  is  supplied  with  steam   from  a  newly   in- 


IKilNT  (IF  TERMINAL  Bl'lLDING. 


>.T.VN'1)ARI)  CAH. 


Steam  driven,  which  will  supply  alternating  current  over  the  three 
feeder  wires  now  used  as  a  direct  current  booster  feeder,  this  alter- 
nating current  being  transformed  at  the  battery  houses  by  means  of 
rotaries  arranged  to  operate  in  connection  with  the  storage  bat- 
teries. Sufficient  room  has  been  left  in  the  battery  houses  fo'  the 
reception  of  the  rotaries  and  their  switchboards  and  for  the  addi- 
tional number  of  cells  required  U,  bring  up  the  pressure  to  full 
station  voltage. 


stalled  264-h.  p.  Babcock  &  Wilcox  boiler,  fitted  with  a  superheater 
for  giving  about  125  degrees  of  superheat.  For  this  boiler  there  is 
a  steel  stack  66  in.  in  diameter  and  no  ft.  high.  The  condensing  ap- 
paratus for  two  of  the  engines  is  of  the  independent  type,  each  en- 
gine being  connected  to  a  Deanc  vacuum  pump  with  condensing 
chamber.  The  third  engine  has  its  condenser  driven  by  a  connect- 
ing rod  from  the  crank  of  the  engine. 
The  feed  and  condensing  water  are  taken  from  a  well  near  the 


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PLAN  AND  SECTIONS  OF  CAR  PIT. 


The  power  station  is  situated  about  17  miles  from  Market  Square, 
Providence,  at  Rockland,  R.  I.,  on  the  bank  of  the  Pawtuxet  River. 
It  originally  consisted  of  a  wooden  building,  a  portion  of  which  is 
used  as  a  car  house  and  repair  shop,  the  power  portion  containing 
three  loo-h.  p.  horizontal,  internally  fired,  locomotive  type  boilers; 


station,  which  is  fed  by  an  inlakt  pipe  from  the  river     The  over- 
flow from  condensers  discharges  into  the  river,  below  the  intake. 

The  usual  system  of  main  and  auxiliary  feed  water  healers  is  in- 
stalled, a  main  heater  being  attached  to  the  exhaust  pipe  of  each 
engine;  the  auxiliary  heater  taking  the  exhaust  steam   from   feed 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


157 


pumps  and  condenser  pumps.  The  feed  water  is  first  pumped 
through  the  main  heater,  where  it  is  heated  to,  as  near  as  possible, 
the  temperature  of  the  vacuum,  thence  the  water  is  forced  througli 
the  au.xiliary  heater  to  the  boiler,  it  being  raised  to  nearly  212  de- 
grees in  the  latter  heater.  All  the  feed  piping,  from  heaters  to 
boilers,  is  of  brass.  The  heaters  are  the  "American"  type,  made  by 
the  Whitlock  Coil  Pipe  Co. 

The  steam  piping  for  the  extension  is  of  wrought  iron,  with  extra 
heavy  long  radius,  cast  iron  fittings  and  the  valves  are  Crosby 
spring  seat.  The  piping  was  tested  to  a  pressure  of  140  lb.  The 
steam,  exhaust  and  feed  water  piping  was  covered  by  the  II.  W. 
Johns-Manville  Co. 

The  rolling  stock  comprises  the  following:  Eight  38-ft.  vestibule 
passenger   cars   built   by   the   American   Car  &   Foundry   Co.   and 


left  without  flooring  so  that  men  can  work  un  the  liiwcr  side  of  the 
cars  to  better  advantage. 

The  building  and  piping  plan  for  the  extension  to  the  power 
house  were  prepared  by  Richard  P.  Jenks,  engineer,  of  Providence. 
The  designs  for  the  car  house  were  made  by  James  Shaw,  jr.,  archi- 
tect. 

.\t  a  meeting  of  the  company  held  Jan.  15,  1903,  the  following  offi- 
cers were  elected :  President,  James  H.  Morris,  of  the  banking 
house  of  Morris  Brothers  &  Christensen,  Philadelphia ;  vice-presi- 
dent and  general  manager,  D.  F.  Sherman ;  treasurer,  George  W. 
Prentice;  secretary,  Franklin  A.  Smith,  jr.  The  general  offices  of 
the  company  arc  in  the  Banigan  Building,  Providence,  R.  I. 


CHICAGO  CITY  RAILWAY  REPORT. 


PLAN  OK  COMBINKI)  CAK   IJAHS  A.NI)  I'KKUillT   HOUSE. 

equipped  with  Peckham  double  trucks  with  four  Wcstinghousc 
49  motors  to  each  car;  two  42-ft.  combination  cars  built  by  Jackson 
&  Sharp  Co.,  mounted  on  Peckham  trucks  with  two  Wcstinghousc 
49  motors  to  each  car.  The  cars  have  Gold  heaters.  Hale  &  Kilburn 
<cats,  and  arc  fitted  with  the  Wilson  trolley  catcher.  The  company 
owns  ten  34-ft.  flat  cars  which  are  run  as  trailers  anil  are  used  in 
the  freight  service;  also  one  heavy  electric  locomotive  for  hauling 
the  freight  cars.  In  addition  there  arc  two  38-ft.  express  cars  built 
by  the  Laconia  Car  Co.;  six  open  trail  cars  for  passenger  service 
and  one  Taunton  snow  plow.  Ten  new  cars  arc  soon  to  be  added 
to  the  equipment,  and  among  them  will  he  one  especially  designed 
for  carrying  milk  with  a  capacity  of  1,000  cans. 

The  terminal  building  near  the  city  limits  of  Providence  is  a 
combined  car  storage  and  repair  shop  and  freight  and  express  depot. 
The  arrangement  of  entrance  tracks  and  loading  and  unloading 
tracks  and  platforms  is  indicated  on  one  of  the  accompanying  dia- 
gramt.  1  he  repair  pill  at  this  house  are  built  with  brick  piers  of 
hard  brick  laid  in  Portland  cement,  and  the  space  between  pits  is 


The  annual  meeting  of  the  stockholders  of  the  Chicago  City  Rail- 
way Co.  was  held  Feb.  16,  1903.  The  report  of  Pres.  D.  G.  Hamil- 
ton which  accompanied  a  statement  of  financial  and  operating  sta- 
tistics was  as  follows: 

"Notwithstanding  the  trying  conditions  under  which  this  com- 
pany has  been  compelled  to  operate,  the  business,  for  the  year  1902, 
has  shown  flattering  results.  Still  further  pursuing  the  policy  of  the 
management  to  best  subserve  the  wants  of  the  public,  large  sums 
have  been  expended  in  thoroughly  maintaining  the  road  and  equip- 
ment, which  are  in  good  condition,  as  well  as  increasing  the  tem- 
porary power  capacity  in  order  to  meet  the  traffic  demands.  The 
great  increase  in  car  mileage  (2,028,684  miles),  to  facilitate  the 
frequency  of  service,  while  it  has  furnished  more  accommodations  to 
the  public,  has  been  the  prolific  source  of  increased  expense.  The 
operating  expenses  have  been  further  increased  by  the  replacement 
and  renewal  of  worn-out  pavement;  by  the  rebuilding  of  over  one 
mile  of  discarded  double  track,  one  track  with  grooved  rail  and  one 
with  T  rail,  and  by  repaving  of  that  part  of  the  street  reserved  to  the 
company  with  new  granite  blocks,  according  to  city  specification ; 
and  by  the  reconstruction  of  eight  miles  of  track  on  several  streets. 

"In  addition  to  these  items  of  maintainance,  a  large  expenditure 
has  been  made  for  betterments  and  additions,  as  well  as  to  prepare 
for  the  installation  of  the  proposed  new  railway,  the  construction  of 
which  a  franchise  may  warrant.  The  new  car-house  has  been  com- 
pleted. Large  repair  and  machine  shops  have  been  erected,  the  con- 
struction of  an  additional  77  miles  of  underground  electric  duct  con- 
duits, for  feed  wire  has  been  finished;  additional  land  bought  for  the 
site  of  the  new  proposed  power  station,  all  of  which  additions 
and  betterments  are  needed  in  anticipation  of  the  construction  of  an 
ideal  railway  system.  Since  the  last  report,  the  125  large  electric 
cars  have  been  placed  in  service,  and  within  a  few  days  80  will  be 
added  to  the  present  equipment  on  the  Halsted  St.  line,  and  5.81 
miles  of  track,  on  new  extensions,  has  been  built.  Two  years  ago 
a  large  storage  battery  was  installed  and  additions  thereto  have  been 
made  during  the  year;  also  additional  boilers  have  been  installed  at 
the  S2nd  St.  station  in  order  to  utilize  the  engines  at  their  maximum 
load.  A  complete  power  plant,  boiler,  engines  and  electrical  apparatus 
of  2,000  h.  p.  capacity,  has  been  installed  at  the  corner  of  21st  and 
Dearborn  Sts.,  and  during  this  month  has  been  put  into  operation,  to 
assist  in  handling  the  increased  traffic  of  the  electric  lines;  and  yet,  if 
the  traffic  increase  still  continues,  there  must  lie  still  further  addi- 
tions along  that  line. 

"The  proposed  new  power  jilant  will  contain  the  most  modern  ap- 
paratus for  the  economic  and  reliable  production  of  power,  and  for 
wiiich  none  of  that  in  use  now,  except  the  new  boilers,  will  be  serv- 
iceable. Owing  to  the  inunensc  demand  throughout  the  country  for 
Ibis  modern  apparatus,  the  time  of  its  delivery  will  be  remote,  and  it 
is  believed  thai  at  least  three  years  will  be  required  to  complete  the 
new  installation.  In  the  meantime,  the  present  traffic,  as  well  as  the 
increase  thereof,  must  be  provided  for,  although  it  involve  the  ex- 
penditure of  large  sums  in  which  there  will  be  small  salvage.  The 
management  has  used  every  endeavor  to  settle  the  franchise  question 
during  the  year.  It  did  not  feel  warranted,  pending  its  settlement, 
lo  contract  for  apparatus  and  construction  costing  millions  of  dol- 
lars, but  has  exerted  itself  to  render  the  best  and  most  efficient  serv- 
ice possible  under  present  conditions.  To  carry  out  the  policy  of  the 
company,  to  best  subserve  the  wants  of  the  public,  there  will  be 
needed  a  large  outlay  for  additional  equiiunenl  and  change  of  motive 
power,   which   is   warranted   oidy   by   reasonable  grants,   freed    from 


158 


STREET  RAILWAY  REVIEW. 


[Vou.  XUI,  No.  3. 


conditions,  which  might  rcniliT  the  large  oxpciidilurc  iniwurrantcd, 
iiiul  the  invcsttncnt  unsafe." 


INDIANAPOLIS  TRACTION  &  TERMINAL  CO. 


Earning-i 
Passenger 
Other    ... 


INCOME  ACCOUNT  lUK  lllE  Vli.AR  1902. 

1901      ig02    Increase 
.'...$5,856,386   $6,367^58   $5  ■0.9/2 

1,939 


43,88s 


4S.8-M 


Gross    $5,900,271 

Expenses : 
Operating  including  taxes,  reserves 

for    replacements    and    damages.  3,869,173 

Depreciation     180,000 

Bond    interest    103.939 


Total     $4,153,112 

Not  income   1.747.. i.S9 

Dividends    1.620,000 


$6413,182      $512,911 

4336,504        467,33' 
180,000         


$4,516,504  $363,392 
1,896,678  149,518 
1,620,000         


Snrplu.i  for  the  year $    127,159      $   276,678      $149,518 

The  ratio  of  net  income  to  capital   slock   for  the  year    1902  was 
.1054,  an  increase  of  .0083;  the  ratio  of  operating  expenses  to  gross 


Dec.  29,  1902,  the  Indianapolis  Street  Railway  Co.  passed  into  the 
control  of  the  Indianapolis  Traction  &  Terminal  Co.  by  which  it  was 
leased  for  the  term  of  30  years.  The  officers  of  the  new  company 
arc  Hugh  J.  McGowan,  president  and  general  manager;  II.  P.  Was- 
son,  first  vice-president ;  James  M.  Jones,  second  vice-president  and 
assistant  general  manager;  W.  F.  Milholland,  secretary  and  treas- 
urer, and  Miller  Elliot,  superintendent.  The  new  company  contem- 
plates a  large  number  of  improvements  many  of  which  arc  now  un- 
der way.  while  others  to  be  made  arc  not  yet  fully  decided  upon. 
One  of  the  principal  of  these  will  be  the  building  of  a  union  station 
in  Indianapolis  which  will  be  used  as  a  general  terminal  for  the 
city  lines  and  all  of  the  interurban  railways  entering  the  city.  There 
are  six  of  the  latter  now  running  into  Indianapolis  and  two  others 
which  are  in  course  of  construction,  besides  several  others  for  which 
franchises  have  been  obtained  but  upon  which  w'ork  has  not  yet  been 
started. 

The  six  interurbans  which  will  make  use  of  this  system  are  as 
follows:  The  Union  Traction  Co.  of  Indiana;  the  Indianapolis  & 
Eastern;  the  Indianapolis,  Columbus  &  Southern;  the  Indianapolis 
&  Martinsville  Railway  Co.;  the  Indianapolis,  Shclbyvillc  &  South- 


NEW  2,000-H.  P    liUCKKYE  ENC.ISE,  INDI AN.\POLIS  TKACTION  &  TERMINAI,  CO. 


earnings  was  .6762,  an  increase  of  .0204;  and  the  ratio  of  operating 
expenses  to  passenger  receipts  was  .6811,  an  increase  of  .0204  as 
compared  with  1901. 

The  passenger  receipts  during  1902  averaged  $17,444.82  per  day, 
an  increase  of  $1,399.93  as  compared  with  1901. 

The  company  now  has  183.96  miles  of  electric  track  (5.81  built  in 
1902)  and  34.75  miles  of  cable  track ;  total.  218.71  miles. 

During  1902  the  car-miles  run  were:  Electric,  18,333.862,  being 
56.11  per  cent  of  the  total  and  an  increase  of  1,606,322  over  1901. 
Cable,  14.244.190,  being  43.60  per  cent  of  the  total  and  an  increase  of 
434.570  over  1901.  Horse,  93,882,  being  .29  per  cent  of  the  total  and 
a  decrease  of  12.208,  compared  with  1901.  Total.  32.671,934  car-miles, 
an  increase  of  2.028.684. 

Passenger  Statistics. 


1901 

Fare  passengers   117,863,990 

Transfer    passengers    49.4>5,733 

Total    167,279,723 

♦  «  » ■ 


1902 
128,097.799 
55.793.562 
183,891.361 


Increase 
10,233.809 

6.377,829 
16,611,638 


The  street  railway  companies  of  Dallas,  Tex.,  have  given  the  em- 
ployes an  increase  in  wages  amounting  to  two  cents  per  hour. 


eastern  Traction  Co.  and  the  Indianapolis  &  Plainficld  Railway  Co. 
The  two  interurban  lines  now  building  and  expected  to  be  in  opera- 
tion during  the  coming  summer,  which  will  make  use  of  this  termi- 
nal station  arc  the  Indianapolis  Northern  Traction  Co.  and  the  In- 
dianapolis, Lebanon  &  Frankfort  Traction  Co. 

The  terminal  station  is  to  be  situated  on  the  block  bounded  by 
Ohio,  Market  and  Illinois  Sts.  and  Capitol  Ave.  There  will  be  tracks 
running  transversly  through  this  building,  each  of  the  separate  com- 
panies making  use  of  a  separate  track.  The  cars  will  enter  the  build- 
ing from  one  side  and  by  means  of  the  arrangement  of  the  tracks 
each  company's  cars  can  lie  over  in  the  terminal  building  as  long  as 
desired  without  interfering  with  the  operation  of  the  cars  of  any 
other  of  the  lines.  In  leaving  the  terminal  station  the  cars  will  pass 
out  on  the  opposite  side  of  the  building  from  that  which  they  en- 
tered. The  plans  of  this  building,  which  includes  waiting  rooms 
and  a  restaurant  on  the  ground  floor,  and  several  stories  devoted  to 
business  offices,  are  being  prepared  by  the  company's  architect,  and  it 
is  expected  that  work  on  the  building  will  be  commenced  this  spring. 

All  of  the  city  lines  in  Indianapolis,  as  well  as  the  Indianapolis  & 
Plainficld  Railw.ay  Co.,  arc  operated  from  a  single  power  station 
located  on  West  Washington  St.  and  the  company  is  making  a  num- 
ber of  additions  and  improvements  to  this  plant. 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


159 


There  are  ten  boilers  now  in  use,  eight  of  tlie  Babcock  &  Wilco.x 
make  and  two  built  by  Campbell  &  Zell ;  the  latter  are  of  400  h.  p. 
each.  Two  of  the  Babcock  &  Wilcox  boilers  arc  also  of  400  h.  p. 
capacity  each  and  six  of  the  same  make  are  of  300  h.  p.  each.  The 
company  is  now  installing  two  additional  Babco.x  &  Wilcox  boilers 
each  of  400-h.  p.  capacity  and  the  furnaces  of  all  the  boilers  are  to  be 
equipped  with  Roney  automatic  stokers.  The  boilers  are  fed  by 
Deane  pumps,  the  feed  water  passing  through  Hoppcs  heaters  before 
entering  the  boilers.  The  draft  is  supplied  by  two  steel  self-sup- 
porting stacks  one  of  which  is  7  ft.  in  diameter  and  160  ft.  high  and 
the  other  10  ft.  in  diameter  and  175  ft.  in  height.  A  Hunt  conveyor 
is  also  to  be  installed  for  supplying  coal  to  the  boilers. 

The  engine  room  which  is  contained  in  the  same  building  with 
the  boiler  room  and  is  separated  from  it  by  a  brick  partition  wall 
contains  three  Allis  engines  and  two  Buckeye  engines,  and  another 
engine  of  the  latter  type  is  under  contract  to  be  installed  and  in  op- 
eration by  June  ist.  Engine  No.  i  is  a  7SO-h.  p.  compound  condens- 
ing Allis  engine  to  which  a  350-kw.  and  a  150-kw.  Westinghouse 
direct  current  generator  arc  belted.  Engine  No.  2  is  a  750-h.  p. 
compound  condensing  .-Mlis  engine  direct  connected  to  a  Westing- 
house  490-kw.  generator.  Engine  No.  3  is  a  l,ooo-h.  p.  cross  com- 
pound  Allis   engine  direct   connected   to   a   Westinghouse   250-kw. 


the  engine  room  which  is  to  make  room  for  the  new  unit.  When  tiiis 
addition  is  completed  the  engine  room  will  be  210  x  66  ft. 
These  engines  are  very  massive  and  are  specially  designed  for  the 
severe  duty  of  street  railway  work.  The  governor  is  large  and  pow- 
erful and  controls  the  speed  of  the  engine  very  exactly  under  all 
conditions  of  change  of  load. 

.•\11  of  the  engines  are  equipped  with  independent  jet  cundcnsers. 

A  booster  set  of  120-kw.  capacity  is  installed  in  the  engine  room 
which  supplies  current  for  the  operation  of  the  Indianapolis  &  Plain- 
lield   Railway   Co. 

The  switchboard,  which  is  of  marble,  contains  six  generator  pan- 
els, three  main  feed  panels,  three  line  panels  and  one  main  panel, 
the  latter  containing  a  Thompson  recording  watt  meter  and  a  total 
Weston  ammeter.  The  switchboard  is  equipped  with  Weston  instru- 
ments and  General  Incandescent  Arc  Co.  switches.  The  generators 
are  all  of  the  direct  current  type  the  pressure  at  the  switchboard 
being  575  volts.  There  are  22  500,000-c.  m.  cables  entering  the 
power  house  of  which  20  are  positive  and  2  are  negative. 

Immediately  adjoining  the  power  house  is  a  series  of  shops  where 
not  only  all  repairs  are  made,  but  where  a  large  number  of  new 
cars  are  being  built.  During  the  last  two  years  the  company  has 
built  150  large  open  cars.  35  double  truck  closed  cars,  41  single  truck 


KK.\K   VIKW  OK  liUCKKYE  ENdlNE. 


generator.  Engine  No.  4  is  a  Buckeye  cross  compound  engine  of 
2.000-h,  p.  capacity  direct  connected  to  a  Siemens  &  Halske  1,200-kw. 
generator. 

Engine  No.  5.  two  views  of  which  are  shown  herewith  was  the  last 
unit  to  be  installed  and  has  been  in  operation  but  a  short  time.  It  is 
rated  at  2,000  h.  p.  and  is  direct  connected  to  a  Westinghouse  gener- 
ator of  1,050  kw.  capacity.  The  cylinders  of  this  engine  arc  32K 
and  60  in.  in  diameter  by  60-in.  stroke  and  it  runs  at  a  speed  of  80 
r.  p.  m.  While  the  nominal  capacity  of  this  engine  is  2,000  h.  p. 
it  is  capable  of  developing  up  to  about  2,700  h.  p.  if  required. 

The  high  pressure  side  of  this  engine  is  provided  with  round  slide 
valves  of  the  well-known  Buckeye  construction  and  it  has  a  riding 
cut-off,  one  round  valve  riding  within  another,  the  two  valves  being 
driven  by  independent  eccentrics,  and  the  internal  valve  controlled 
by  the  shaft  governor.  The  low  pressure  side  is  equipped  with  in- 
dependent steam  and  exhaust  gridiron  valves  which  is  a  construction 
recently  adopted  by  the  Buckeye  Engine  Co.  for  all  low  pressure 
cylinders  of  compound  engines. 

The  steam  valves  on  the  low-pressure  cylinder  carry  riding  cut-ofT 
valves  which  may  be  connected  to  the  same  governor  as  the  riding 
cut-off  valve  of  the  high  pressure  side  although  in  this  case  only  the 
high  pressure  cut-off  is  connected  to  the  governor.  A  third  engine  of 
this  type,  as  already  slated,  has  been  ordered  and  will  be  installe<l 
thii  summer.    The  excavation  has  been  made  for  the  extension  of 


closed  cars  and  75  old  cars  have  been  rebuilt  with  accelerator  plat- 
forms in  both  front  and  rear.  All  of  the  cars  built  at  these  shops 
have  steel  side  panels  which  are  made  with  No.  10  sheet  steel  for 
both  the  straight  side  cars  and  the  convex  and  concave  panel  cars. 

The  platforms  will)  which  all  the  company's  cars  are  supplied  are 
unique  and  are  specially  designed  to  facilitate  rapid  loading  and 
unloading  of  ihc  cars.  All  the  cars  run  with  the  same  end  constantly 
forward  and  the  front  platforms,  which  are  vestibuled,  contain  a 
niotorman's  compartment  which  is  entirely  enclosed  by  an  inside 
partition  and  which  is  cut  off  from  the  front  entrance  of  the  car. 
The  arrangement  is  such  that  the  passengers  may  enter  or  leave 
llie  front  end  of  the  car  by  passing  through  two  doors,  one  in  the 
end  of  the  body  proper,  and  one  in  the  side  of  the  vestibule  willioul 
passing  Ihrijugh  the  niotorman's  compartment.  The  rear  platform 
is  about  double  the  length  of  the  platforms  in  ordinary  use  and  is 
supplied  with  a  pipe  railing  which  forms  a  passage-way  to  the  rear 
entrance  in  which  no  passengers  arc  allowed  to  stand.  There  is 
however,  standing  room  equal  to  about  the  size  of  an  ordinary  car 
platform  behind  this  railing  where  those  who  desire  may  ride  out- 
side. All  the  cars  of  the  company  are  painted  a  standard  orange 
color  and  the  routes  are  designated  by  signs  having  deeply  indenleil 
while  letters  upon  a  black  background. 

The  woodworking  shop  of  the  company  is  60  ft.  wide  by  300  ft. 
On  one  side  of  this  shop   is  a  paint  shop  which   is  a   large   square 


160 


STREET  RAILWAY  REVIEW. 


(Vol.  Xlll,  No.  3. 


room  having  .1  capacity  for  16  cars,  well  liglilcd  from  side  and  over- 
head windows.  A  blacksmith  shop,  winding  room  and  general  ma- 
chine shop  arc  also  inchulcd  in  this  group. 

The  company  has  just  completed  a  brick  car  barn  284  x  270  ft.  in 
area.  The  barn  is  covered  by  a  concrete  roof  supported  on  iron 
trusses  and  contains  24  tracks,  each  pair  of  which  is  enclosed  with 
Kinncar  rolling  doors.  The  cars  enter  this  barn  from  one  end  and 
i()  tracks,  which  arc  used  merely  for  storage,  are  connected  outside 
and  at  the  rear  of  the  building  by  a  long  transfer  table  which  op- 
erates over  two-thirds  of  the  width  of  the  building.  The  barn  is  used 
for  both  storage  and  operating  purposes  its  capacity  being  128  cars 
for  storage  and  40  operating  cars.  Each  of  the  eight  operating  tracks 
is  supplied  with  a  pit  for  the  purpose  of  general  inspection.  The 
power  house,  shops  and  all  of  the  work  in  this  group  of  buildings  is 
in  charge  of  Mr.  Charles  Remelius,  master  mechanic  of  the  company. 


REPORTING  POWER  HOUSE  DATA. 


INCREASE  IN   WAGES   ON  THE  NORTH 
JERSEY. 


The  North  Jersey  Street  Railway  Co.  has  announced  a  general 
increase  in  wages  paid  to  starters,  inspectors,  conductors  and  mo- 
tormcn,  the  new  schedule  taking  eflfcct  from  Mar.  8,  1903.  The 
order  issued  by  the  management  notifying  employes  of  the  change, 
reads  as  follows : 

The  managcnicMi  takes  pleasure  in  announcing  the  following 
changes  in  the  schedule  of  wages  paid  to  starters,  inspectors,  con- 
ductors and  motormen,  and  desires  to  take  this  opportunity  to  ex- 
press appreciation  of  the  loyalty  and  good  service  rendered  by  the 
employees  generally. 

Commencing  12:01  a.  m.  Sunday,  Mar.  8,  igoj.  the  rates  of  wages 
will  be  as  follows : 

Conductors  and  motormen  who  have  been  in  the  service  of  the 
company  less  than  two  years  and  six  months  will  receive  $2.00  per 
day  for  eleven  hours'  work,  or  18  cents  per  hour  for  each  hour 
actually  employed. 

Conductors  and  motormen  who  have  been  continuously  in  the 
service  over  two  years  and  six  months,  and  less  than  five  years,  will 
receive  $2.05  per  day  for  eleven  hours'  work,  or  iS'A  cents  per  hour 
for  each  hour  actually  employed. 

Conductors  and  motormen  who  have  been  continuously  in  the 
service  over  five  years,  and  less  than  ten  years,  will  receive  $2.10 
per  day  for  eleven  hours'  work,  or  19  cents  per  hour  for  each  hour 
actually  employed. 

Conductors  and  motormen  who  have  been  continuously  in  the 
service  ten  years  and  over,  will  receive  $2.20  per  day  for  eleven 
hours'  work,  or  20  cents  per  hour  for  each  hour  actually  employed. 

Eleven  hours  of  actual  work  will  be  held  to  constitute  a  day's 
work.  Extra  work,  in  excess  of  eleven  hours  actually  worked,  in 
all  cases  will  be  paid  for  at  the  rate  of  20  cents  per  hour. 

Inspectors  will  be  paid  $2.25  per  day.  Starters  now  receiving  $2.15 
will  receive  $2.25  per  day ;  and  starters  receiving  $2.25  per  day,  at 
present,  will  receive  $2.30  per  day. 

All  uniformed  employes  will  hereafter  wear  service  stripes  to 
indicate  length  of  time  employed  in  the  service  of  the  company,  as 
follows : 

After  the  expiration  of  one  year's  service,  one  blue  stripe; 

After  the  expiration  of  two  years'  service,  two  blue  stripes; 

.\fter  the  expiration  of  three  years'  service,  three  blue  stripes ; 

,\ftcr  the  expiration  of  four  years'  service,  four  blue  stripes; 

After  the  expiration  of  five  years'  service,  one  gold  stripe;  and 
one  additional  gold  stripe  for  each  five  years  of  service  thereafter. 

These  stripes  will  be  worn  on  the  lower  outside  of  the  right 
sleeve  of  the  uniform  coat,  and  the  blue  stripe  must  be  of  lighter 
color  than  the  cloth  of  which  the  uniform  is  made. 

Officers  and  heads  of  departments  will  govern  themselves  in  ac- 
cordance with  the  terms  of  this  notice. 

(Signed)  David  Young,  Vice-President. 


The  Berkshire  Street  Railway  Co.,  of  Piltsficld,  Mass.,  recently 
erected  a  new  plate  girder  bridge  at  Cranevillc,  Mass. 


Editor  "Review": — I  wish  to  recommend  strongly  that  you  advo- 
cate in  your  journal  that  all  central  station  data  as  to  fuel  con- 
sumption, kilowatt-hour  output,  etc.,  hereafter  include  the  "pounds 
of  water  evaporated,"  slating  the  pressure  (or  temperature)  to  which 
same  is  raised  and,  if  it  is  desired  to  be  very  exact,  also  stating 
the  temperature  of  the  water  before  it  enters  the  heater  or  the 
boiler. 

In  considering  recently  the  rcsidts  obtained  in  various  stations 
and  power  houses,  I  found  extreme  difficulty  in  comparing  them 
with  each  other  with  a  view  to  ascertaining  the  economy  of  opera- 
tion, due  largely  to  the  difference  in  quality  and  price  of  cual,  and  in 
some  instances,  to  the  boilers,  firing,  heaters,  etc.  As  all  of  these 
variable  items  are  eliminated  by  using  as  a  basis  the  pounds  of 
water  evaporated  from  a  given  temperature  to  another  given  tem- 
perature and  the  station  showing  is  thus  divided  into  two  parts — 
one  the  economy  and  cost  of  evaporation ;  the  other  the  economy 
and  cost  of  generation— we  think  the  evaporation  should  hereafter 
always  be  included  as  data  absolutely  necessary,  if  a  comparison  is 
to  be  made  with  other  stations. 

On  this  basis,  the  pounds  of  water  evaporated  per  kilowatt-hour 
output  of  the  station  is  a  factor  permitting  the  direct  comparison 
of  stations  using  the  cheapest  and  best  fuel  obatinabic  with  stations 
using  the  poorest  and  dearest  fuel,  and  by  taking  into  considcrati<in 
the  load  curve  and  class  of  machinery  equipment,  it  can  quickly  be 
determined  whether  or  not  a  station  is  operating  economically,  and 
the  total  economy  of  systems  employing  diflFerent  methods  of 
distribution,  AC.  and  D.C.,  rotary  converters  and  motor-generators, 
also  with  and  without  storage  batteries,  can  be  determined,  and  a 
comparison  made  on  a  reliable  basis. 

Trusting  this  suggestion  will  meet  with  your  approval,  and  that 
your  influence  will  be  used  towards  securing  this  data  as  a  part  of 
all  station  data  hereafter  obtained.        Yours  very  truly, 

JOS.  E.  LOCKWOOD,  Prcs., 
Michigan  Electric  Co. 


ST.  LOUIS  &  SUBURBAN  CAR  HOUSE  BURNED. 


I'ire  destroyed  the  car  house  of  the  St.  Louis  &  Suburban  Rail- 
way Co.,  at  DeHodiamont  and  Maple  Aves.,  St.  Loius,  Mo.,  on  the 
morning  of  February  24th,  together  with  63  cars,  15  of  which  were 
new,  costing  $5,000  each,  and  had  just  been  put  into  service.  The 
fire  was  discovered  at  5  :o6  a.  m..  and  within  20  minutes  the  structure 
was  destroyed.  The  cause  of  the  fire  is  unknown.  Several  feeder 
wires  within  reach  of  the  fire  fell,  but  were  quickly  replaced  and, 
scraping  together  all  the  cars  it  could  command,  the  company  began 
operation  with  a  few  less  cars  than  usual  at  7 :30  a.  m.  On  the  fol- 
lowing morning  the  road  was  running  on  schedule  time  again. 

Offers  of  assistance  from  other  loads  were  general.  Mr.  J.  D. 
Houseman,  general  manager  of  the  St.  Louis,  St.  Charles  &  Western 
Railroad  Co.,  very  kindly  lent  a  few  cars,  and  Capt.  Robert  Mc- 
CiiUoch,  general  manager  of  the  Chicago  City  Ry.,  tendered  over 
the  long-distance  telephone  20  cars  which  his  company  had  building 
at  the  St.  Louis  Car  Co.,  and  which  were  about  completed.  Be- 
sides the  20  cars  which  Captain  McCulloch  loaned  the  company 
began  to  receive  last  week  a  shipment  of  10  cars  which  were  being 
rebuilt  at  the  St.  Louis  Car  Co's.  works  and  an  order  was  imme- 
diately placed  with  that  company  for  50  new  cars,  exact  duplicates 
of  those  burned.  With  what  it  will  have  on  hand,  however,  when 
the  10  cars  just  received  are  put  in  operation,  the  St.  Louis  &  Sub- 
urban will  be  in  as  good,  if  not  better  shape,  as  far  as  car  equip- 
ment is  concerned,  than  before  the  fire.  The  loss  sustained  is  large, 
however,  being  estimated  at  $200,000. 

An  encouraging  sign,  in  face  of  the  disaster,  is  renccted  in  the 
remarkable  receipts  since  the  fire. 

Mr.  T.  M.  Jenkins,  general  manager  of  the  company,  advises  ns 
that  there  was  a  decrease  of  only  $300  the  first  day  following  the 
fire  compared  with  the  corresponding  day  of  the  previous  year;  the 
next  day  a  decrease  of  only  $13;  the  next,  $2,  and  since  then  re- 
ceipts have  shown  gains  over  the  same  days  of  the  preceding  year. 


The  Tanton  Locomotive  Manufacturing  Co.,  of  Tanton,  Mass., 
recently  furnished  two  2s-ton  snow  plows  to  the  Fairhaven  &  West- 
ville  Railroad  Co.  of  New  Haven,  Conn.  . 


The  Delaware  County  &  Philadelphia  Trolley  Co.  is  erecting  a 
new  bridge  over  the  railroad  at  Glen  Riddle,  Pa.  The  company  re- 
cently opened  a  new  waiting  room  at  Chester,  Pa. 


Mar.  20,  190J. 


STREET  RAILWAY  REVIEW. 

Plans  of  Electric  Railways  for  1903, 


161 


Authentic  Reports  of  New  Construction  and  Track  Rebuilding,  Proposed  Additions  to  Power  Plant,  Shop  and 
Car  House  Buildings,  and    New    Machinery  and    Rolling   Stock   for  Street  and  Interurban  Railway  Com- 
panies as  Reported  by  Railway  Officials,  March,   1903— Reports  of  Manufacturers  Concerning  Orders 
and   Contracts    Recently  Placed    for   Electric    Railway  Work  —  Summary  of  the   Principal  Urban 
and  Interurban  Electric  Railway  Companies   Incorporated  Within  the  Last  Eight  Months. 


REPORTS  OF  NEW  WORK  FROM  RAILWAY  OFFICIALS. 


AL.VBAM.A.. 

People's  Street  Railway  &  Improvement  Co..  New  Decatur,  Ala. 
Is  preparing  to  change  from  horse  cars  to  electricity,  but  has  not 
completed  arrangements.     L.  R.  Nelson,  president. 

Montgomery  Traction  Co.,  Montgomery,  Ala.  Line  from  Mont- 
gomery to  Pickett  Springs  opened  for  traffic  November  I5lh.  ll 
is  proposed  to  extend  the  line  for  15  miles.  W.  H.  Ragland, 
president  and  general  manager. 

Opelika  &  .Auburn  Electric  Ry.,  Opclika,  .\la.  Work  was  begun 
last  fall.     Henry  D.  Capers,  secretary. 

ARIZONA. 

Tucson  Street  Railway  Co.,  Tucson,  Ariz.  E.xpects  to  change  to 
electricity  this  season  and  will  rebuild  Ij-j  miles  of  track  with 
heavier  rail.  Will  also  build  two  miles  of  new  track  and  will 
buy  five  or  si.\  cars.  Charles  F.  Hoflf,  secretary  and  general  man- 
ager. 

ARKANSAS. 

Fort  Smith  &  Van  Buren  Light  &  Transit  Co.,  Fort  Smith,  Ark. 
Will  build  2%  miles  of  new  track,  as  well  as  a  new  barn,  50x120  fl. 
New  purchases  will  include  four  cars,  eight  motor  equipments,  one 
300-h.  p.  engine  and  one  200-kw.  generator.  R.  G.  Hunt,  secretary 
and  treasurer. 

lutcrurban  Railway  &  Power  Co.,  Hot  Springs,  Ark.  Will  build 
a  new  power  station  with  5,000  h.  p.  water  power  equipment.  There 
arc  12  miles  of  new  track  to  be  built  and  the  company  will  obtain 
twenty  cars,  with  complete  new  motor  equipments.  New  generators 
for  5,000  h.  p.  (five  circuits)  will  be  installed,  also.  D.  S.  Ryan, 
president. 

CALIFORNIA. 

Fresno  City  Railway  Co.,  Fresno,  Col.  Will  build  four  miles 
of  new  track  and  purchase  from  three  to  five  cars  this  spring.  W. 
11.  McKenzie,  general  manager. 

J.  H.  Hardebeck,  manager  of  Claravalc  Improvement  Co.,  Los 
Angeles,  Cal.  Is  securing  rights  of  way  for  a  proposed  electric  line 
from  Claravale  to  Hucneme. 

San  Jose,  Saratoga  &  Los  Gatos  Railway  Co.,  San  Jose,  Cal. 
Contract  let  January  ist  for  construction.  Road  expected  to  be 
opened  for  traffic  about  May  i,  1903.  F.  S.  Granger,  general  man- 
ager. 

COLORADO. 

Colorado  Springs  &  Interurban  Co.,  Colorado  Springs,  Col.  Will 
build  a  new  barn,  i8oxf?o  ft.,  and  rebuild  two  miles  of  track.  The 
material  for  these  improvements  is  on  hand.  The  company  will 
buy  four  double  motor  equipments.  D.  L.  MacafTrce,  general 
manager. 

The  Denver  City  Tramway  Co.,  Denver,  Col.  Expects  to  build 
about  four  miles  of  new  track  and  rebuild  about  eight  miles  of  old. 
.MI  track  building  is  done  by  employes  and  is  not  sub-let.  At  the 
new  central  power  plant  a  large  addition  is  being  erected,  to  con- 
tain two  1600-kw.  and  one  1500-kw.  direct  connected  units.  Mr.  I,. 
L.  Summers  of  Chicago,  consulting  engineer,  will  answer  inquiries. 
The  company  has  contracted  for  25  forty-foot  combination  cars  of 
the  standard  Denver  pattern,  which  are  being  built  by  the  Wocber 
Bros.  Co.,  of  Denver.  These  cars  will  be  equipped  with  four  G.  E, 
motors,  geared  for  29  miles  per  hour,  Brill  G  27  trucks  and  Chris- 
tenien  air  brakes.  John  A.  Beclcr,  vice-president  and  general  man- 
ager. 

CONNECTICUT. 

Rockvillc,  liroad  Brook  &  East  Windsor  Railway  Co,,  Broad 
Brook,  Conn.     Plans  to  build  12  miles  of  track  this  year  and  pos- 


sibly erect  a  new  barn.     It  will  also  buy  four  cars.     E.  W.  Burd, 
chairman  of  the  executive  committee. 

Worcester  &  Eastern  Connecticut  Railway  Co.  (controlled  by 
N.  Y.,  N.  H.  &  H.  R.  R.  Co.),  Norwich,  Conn.  Will  construct  a 
trolley  line  between  Norwich  and  Jewett  City,  Conn.,  this  summer, 
In  be  subsequently  extended  to  Central  Village,  forming  a  con- 
tinuous line  from  Norwich  to  Worcester.  The  company  will  also 
eliminate  various  sharp  curves  and  heavy  grades  between  Danielson 
and  Putnam. 

DISTRICT  OF  COLUMBIA. 

Washington,  Arlington  &  Falls  Church  Railway  Co.,  Washing- 
ton, D.  C.  Expects  to  build  about  5V2  miles  of  new  track  and  re- 
build Yi  mile  of  old.  It  has  been  practically  decided  to  purchase 
four  cars  and  four  new  motor  equipinents.  F.  B.  Hubbell,  vice- 
president  and  luanagcr. 

Washington,  Lconardstown  &  Point  Lookout  Electric  Railroad 
of  Maryland.  New  survey  made  last  fall  and  work  of  construc- 
tion expected  to  begin  during  the  winter.  C.  R.  Jones,  general 
manager. 

Washington,  Baltimore  &  Annapolis  Electric  Railway  Co.,  Wash- 
ington, D.  C.  Bids  were  received  last  month  for  a  new  power  sta- 
tion, 8o,xi6o  ft.,  two  stories,  brick,  iron  and  stone.  It  will  be  built 
early  this  season.  Grading  was  begun  in  October  and  completion 
of  line  is  looked  for  by  November,  1903.  C.  F.  Gladfelter,  assist- 
ant general  manager. 

FLORIDA. 

Jacksonville  Street  Railroad  Co.,  Jacksonville,  Fla.  Has  just 
rebuilt  tracks  in  Bay,  Julia  and  Main  Sts.,  using  heavier  rail. 

GEORGIA. 

.\ugusta  Railway  &  Electric  Co.,  Augusta,  Ga.  Contemplates 
purchasing  new  cars  and  motors,  engine  and  generator  this  year, 
but  the  plans  arc  not  formulated.  W.  E.  Moore,  general  super- 
inlendent. 

ILLINOLS. 

Decatur  Traction  &  Electric  Co.,  Decatur,  111.  Will  build  three 
miles  of  new  track  and  rebuild  I'/z  miles  of  old.  It  will  also  pur- 
chase four  cars  and  four  new  motor  equipments.  W.  L.  Shella- 
barger,  secretary. 

Quincy  Horse  Railw.iy  &  Carrying  Co,,  Quiiicy,  111.  Contemplates 
building  a  new  barn  and  will  rebuild  about  two  miles  of  track  this 
sea.son.  New  cars  and  motor  cquipmenls  have  been  contracted  for. 
W.  A.   Martin,  superintendent. 

North  Kankakee  Electric  Light  &  Railway  Co.,  Kankakee,  III. 
Will  build  one-fifth  mile  of  new  track  this  season  and  purchase 
one  car  and  one  new  motor  equipment.  Elias  Powell,  general  man- 
ager. 

Chicago  Electric  Traction  Co.,  Chicago,  111.  Conleuiplalcs  the 
I)urchase  of  15  cars  this  year  and  also  intends  to  build  two  miles 
of  new  track.     A.   E.  Davics,  general   manager. 

Bloomington  &  Normal  Railway,  Electric  &  Heating  Co.,  Bloom- 
inglon,  111.  Will  buy  five  cars,  two  engines,  each  1,000  h.  p.,  and 
one  700-kw.  generator  this  season.  Two  miles  of  track  will  be 
rebuilt  and  one  mile  of  new  track  will  be  laid.  A.  E.  De  Mange, 
president. 

Illinois  Valley  Traction  Co,,  La  Salle,  111.  Bond  issue  of  $.300,- 
000  arranged  for  to  provide  funds  for  construction  of  an  electric 
line   from  La   Salle   to   Ollawa.     George  F.   Duncan,  vice-president. 

Danville,  Urbana  &  Champaign  Interurban  Co.,  Danville,  111.  Is 
ballasting  tracks  between  Urbana  and  St.  Joseph.  The  work  was 
begun  last  fall. 


162 


STREET  RAILWAY  REVIEW. 


[Vol.  XUI,  No.  3- 


Mulinc,  East  Molinc  &  VValcrtowii  Ky.,  Mulinc,  III.  Proposes 
tu  build  a  power  liousc  near  the  new  car  bam  in  Molinc.  Two 
250-h.  p.  engines  will  l>c  installed.  Plans  bavc  been  completed  and 
work  will  begin  at  an  early  date. 

Central  Railway  Co..  Peoria,  III.  lias  kl  contract  for  a  brick 
car  barn,  "5!<I72  ft.,  to  Jacob  Jobst.  The  barn  will  house  40  car.s, 
and  a  number  of  new  cars  will  be  purcliased. 

Sterling,  Di.\on  &  Eastern  Electric  Ry.,  Sterling,  111.  Has  com- 
pleted ils  power  bouse  and  is  installing  the  boilers.  The  work  of 
laying  tracks  in  Sterling  will  be  rushed  this  spring. 

Chicago  Junction  Railroad  Co.,  Chicago,  III.  Construction  of 
proposed  extension  of  South  Side  Elevated  Railroad  to  begin  as 
soon  as  material  can  be  secured. 

Joliet,  Plainficid  &  Aurora  Ry.,  Joliet,  III.  E.ipects  to  begin 
construction  early  in  the  spring.  The  necessary  engineering  work 
has  been  completed,  franchises  secured  and  right  of  way  obtained. 
.\rrangements  for  financing  bavc  been  completed ;  also  basis  for 
terminal  contracts  at  Aurora  and  Joliet  secured.  E.  E.  Fisher, 
president  and  general  manager. 

INDIANA. 

Indianapolis  &  Northwestern  Traction  Co.,  Indianapolis,  Ind.  Is 
building  an  electric  railway  from  Indianapolis  to  Lafayette,  Ind., 
and  will  soon  begin  an  extension  from  Lebanon  to  Crawfordsville. 
Townsend,  Reed  &  Co.,  the  builders,  slate  that  the  main  line  will 
be  in  operation  from  Indianapolis  to  Frankfort  by  .Aug.  1,  I<J03,  and 
to  Lafayette  by  Dec.  1,  1903.  The  power  house  has  been  completed 
and  machinery  installed.  The  Monon  railroad  and  the  Big  Four 
built  special  switches  at  Frankfort  and  Lebanon,  respectively,  to 
facilitate  handling  the  material  and  machinery. 

Indianapolis,  Columbus  &  Southern  Traction  Co.,  Columbus,  Ind. 
Is  building  21  miles  of  track,  together  with  a  new  power  station 
at  Edinburg  and  a  new  barn  in  Columbus.  Eight  new  cars,  13 
motor  equipments,  new  engines  and  generators,  and,  in  fact,  practi- 
cally everything  have  been  bought.  William  G.  Irwin,  general 
manager. 

Southern  Indiana  Interurban  Railway  Co.,  New  Albany,  Ind.  Has 
ordered  all  the  material  for  its  new  road,  which  it  is  expected  to 
begin  to  operate  April  1st.     R.  VV.  Waite,  secretary, 

Indianapolis,  Shelbyville  &  Southeastern  Traction  Co.,  Shelby- 
ville,  Ind.  Expects  to  build  about  30  miles  of  new  track,  rebuild 
two  miles  of  old,  possibly  buy  10  cars  and  10  motors,  and  probably 
purchase  new  engines  and  generators,  the  sizes  of  which  are  not 
determined  upon.  All  these  innovations,  except  the  track  work, 
will  probably  be  postponed  until  fall.  W.  H.  Gray,  general  man- 
ager and  purchasing  agent. 

Indianapolis  Street  Railway  Co.,  Indianapolis,  Ind.  Is  preparing 
to  build  a  belt  line  and  two  cross  town  lines.  II.  J.  McGowan, 
president  and  general  manager. 

Fort  Wayne  &  Southwestern  Traction  Co.,  Fort  Wayne,  Ind. 
Is  constructing  a  line  from  Huntington  to  Van  Buren  and  Marion, 
to  parallel  the  Clover  Leaf  railroad  most  of  the  distance.  It  ex- 
pects to  have  cars  running  between  Van  Burcn  and  Marion  by 
July  4,  1903,  and  to  Huntington  by  late  this  fall. 

Indiana  Railway  Co.,  South  Bend,  Ind.  Has  let  contract  for  a 
bridge  under  Michigan  Central  Ry.  to  C.  H.  Defrecs.  Contract  for 
80-ft.  span,  overhead  steel  plate  girder  bridge  to  cross  Big  Four 
and  Michigan  Central  tracks  let  to  American  Bridge  Co.,  Toledo,  O. 
Most  of  the  grading  for  the  road  is  completed  and  poles  and 
brackets  are  up.  The  steel  rails  have  arrived  and  company  hopes 
to  have  cars  running  before  June. 

New  Albany,  Paoli  &  French  Lick  Valley  Traction  Co.,  French 
Lick,  Ind.  First  survey  completed  and  within  a  few  weeks  work 
will  be  well  under  way.  Road  expected  to  be  in  operation  by  July, 
1904.    Thomas  B.  Buskirk,  Paoli,  Ind. 

Indiana  Central  Electric  Railway  Co.,  Columbus.  Ind.  Line  to 
Browntown  and  French  Lick  now  building.  John  G.  Burrill,  pres- 
ident. 

The  Lafayette  &  Indianapolis  Rapid  Ry.,  Lafayette,  Ind.  Up  to 
the  first  of  the  year  nothing  had  been  done,  except  to  secure  right 
of  way.     Robert  A.  Clarke,  superintendent. 

Indianapolis,  Morristown  &  Rushville  Electric  R.  R.,  Indianapolis, 
Ind.  Expects  to  begin  work  this  spring  and  complete  line  to  Rush- 
ville by  July,  1904.  The  route  to  Cincinnati  is  yet  to  be  deter- 
mined.    Charles  L.  Henry,  Anderson,  Ind.,  sponsor. 


INDIAN  TERRITORY. 
Indian  Territory  Traction  Co.,  South  McAllester,  I.  T.    Grading 
was  commenced   in  January,   1903,  and  it  is  expected  to   liavc  the 
road  in  operation  by  Jan.  i,  1904.     Samuel  Grant,  general  manager. 

IOWA. 

Crcston  Electric  Railway,  Light,  Heat  &  Power  Co.,  Creston,  la. 
Is  to  build  40  miles  of  new  track,  two  new  power  stations,  to  be 
known  as  No.  i  and  No.  2,  and  a  car  barn.  It  will  buy  four  pas- 
senger and  one  freight  cars,  four  so-h.  p.  and  sixteen  35-h.  p.  mo- 
tors, two  2S0-h.  p.  engines  and  two  200-kw.  generators.  William 
J.  Dobbs,  secretary. 

Waterloo  &  Cedar  Falls  Rapid  Transit  Railway,  Waterloo,  la. 
Anticipates  building  10  miles  of  track  this  season  and  will  buy  three 
interurban  cars  and  12  motor  outfits.  It  also  expects  to  purchase 
three  generators  of  150  kw.  each.    L.  S.  Cass,  president, 

Keokuk  Electric  Railway  &  Power  Co.,  Keokuk,  la.  It  is  planned 
with  the  co-operation  of  the  citizens,  to  extend  the  road  to  Hamil- 
ton and  Warsaw,  III.,  to  build  a  city  line  to  the  golf  grounds  and 
to  construct  a  new  fire  proof  power  house.  It  is  also  intended  to 
deliver  freight,  express  and  mail  by  trolley.    A.  D.  Ayres,  president. 

KANSAS. 

The  Topeka  &  Vinewood  Park  Railway  Co.,  Topeka,  Kan.  Is  not 
prepared  to  divulge  plans  for  the  coming  season,  but  contemplates 
doing  more  or  less  construction  work.     F.  G.  Keeley,  secretary. 

Kansas  City  &  Bonner  Springs  Railway  Co.,  Kansas  City,  Kan. 
I'ranchise  granted  through  W'yandotte  County  for  17-mile  electric 
railway  between  points  named.  Ultimately  the  line  will  be  extended 
to  Topeka.    C.  F.  Hutchings,  Kansas  City,  Kan. 

KENTUCKY. 

Blue  Grass  Consolidated  Traction  Co..  Lexington.  Ky.  Is  build- 
ing its  interurban  line  to  connect  Lexington,  Versailles,  Frankfort 
and  other  Kentucky  cities.  George  B.  Davis,  Detroit,  Mich.,  presi- 
dent.   M.  C.  Alford  and  Fred  H.  Bean,  of  Lexington,  also  interested. 

Louisville  Interurban  Railroad  Co.,  Louisville,  Ky.  To  build  16 
miles  to  Mt.  Washington.  The  road  will  use  the  Louisville  Rail- 
way Co.  tracks  for  six  miles  in  the  city.  The  capital  stock  was  re- 
cently increased  from  $100,000  to  $600,000.  Charles  Doherty,  presi- 
dent ;  John  Russell,  vice  president. 

Louisville  Railway  Co.,  Louisville.  Ky.  Will  build  an  addition 
to   its  power  house  this  spring, 

Georgetown  &  Lexington  Traction  Co.,  Lexington,  Ky.  Has  or- 
dered six  new  cars  built  by  the  Laconia  Car  Co.,  to  be  delivered 
in  July  or  August.  The  specifications  were  furnished  by  John 
Blair  McAfee,  of  Philadelphia. 

The  River  Road  Co.,  Louisville,  Ky.  Capital  fully  subscribed 
last  fall  and  work  of  converting  the  Louisville  &  Nashville  Rail- 
road Co.  from  steam  to  electricity,  and  extending  line  to  Prospect. 
practically  completed,     Lafon  Allen,  president. 

LOUISIANA. 
New  Orleans  &  Southwestern  Railroad  Co.,  Thibodaux,  La.    Ex- 
pects to  begin  actual  work  early  this  year.     Surveys,  specifications 
and  drawings  completed.     C.  P.  Young,  general  manager. 

MAINE. 

Public  Works  Co..  Bangor,  Mc.  (Owns  Bangor  Street  Ry.). 
Has  ordered  five  box  cars  of  the  J.  G.  Brill  Co.  pattern.  F.  D. 
Oliver,  auditor. 

Penobscot  Central  Railway.  Bangor.  Me  Has  under  considera- 
tion I'lc  matter  of  extending  its  line,  but  it  is  not  entirely  settled. 
F.  O.  Bcal,  president. 

.'\ugusta.  Me.  It  is  expected  that  the  proposed  electric  railw.ay 
connecting  the  Augusta,  Winlhrop  &  Gardiner  Ry..  at  Togus,  with 
the  Rockland,  ■I'lioniaston  &  Camden  road,  at  W.nrrcn,  will  be  built 
this  year. 

MASSACHUSETTS. 

Holyokc  Street  Railway  Co.,  Ilolyoke,  Mass.  Is  to  rebuild  2'/i 
miles  of  old  track  for  which  the  rails,  etc.,  have  been  bought.  Two 
new  cars  will  be  purchased  and  a  new  barn  is  within  the  possibili- 
ties, although  the  matter  is  not  fully  decided.  William  S.  Loomis, 
president. 

Boston  &  Worcester  Street  Railway  Co.,  Boston,  Mass,  Antici- 
pates the  completion  of  its  main  line,  so  as  to  be  in  operation  not 
later  than  June.     It   is   intended   to  build  a  branch   into   Natick, 


Mar.  20,  1903] 


STREET  RAILWAY  REVIEW. 


163 


Mass.,  which  is  the  only  branch  contemplated,  although  consolida- ' 
tion  with  other  connecting  lines  will  probably  be   effected  at   an 
early  date.    James  F.  Shaw,  purchasing  agent. 

Hampshire  &  Worcester  Street  Railway  Co.,  Ware,  Mass.  Will 
in  all  probability  build  10  or  12  miles  of  new  road  this  summer,  sj-; 
miles  of  which  will  rim  from  Lakeside  Park  to  Warren.  The  rest 
will  be  an  extension  from  West  Brookfield  to  North  Brookfield, 
thence  to  Spencer,  connecting  with  the  Worcester  Consolidated 
Street  Railway  Co.  This  last  will  shorten  the  route  from  Ware  to 
Worcester  about  three  miles  and  will,  if  carried  out,  call  for  the 
addition  of  another  unit  of  about  300  k\v.,  a  new  car  barn  and 
booster  and  the  addition  of  several  cars  to  the  present  equipment. 
D.  E.  Pepin,  superintendent. 

Concord,  Maynard  &  Hudson  Street  Railway  Co.,  Maynard, 
Mass.  Will  build  about  40  miles  of  track  and  enlarge  its  present 
power  house  and  car  barn.  A  number  of  additional  cars,  open  and 
closed,  will  be  purchased,  together  with  15  or  20  four-motor  equip- 
ments. It  is  also  planned  to  purchase  new  engines,  700  to  loco  h.  p., 
and  new  400-kw.  or  6oo-kw.  generators.  John  W.  Ogden,  super- 
intendent. 

Pittsfield  Electric  Street  Railroad  Co.,  Pittsficld,  Mass.  Will 
extend  its  lines  from  Dalton  to  Hinsdale  and  from  Pittsfield  to  the 
Hancock  line;  will  also  build  additions  to  car  barn  and  office  build- 
ings, erect  a  new  power  station  and  add  to  its  equipment  gener- 
ally. The  company  has  asked  the  railroad  commissioners  for  per- 
mission to  issue  $200,000  mortgage  bonds  to  cover  the  cost  of  con- 
templated improvements. 

The  Norwell  and  Scituate  Street  Railway  Co..  Norwell,  Mass. 
Survey  completed  and  right  of  way  secured.  Construction  work 
expected  to  begin  soon.  E.  C.  Webb,  155  N.  Congress  St.,  Boston. 
Mass. 

The  Western  Massachusets  Street  Railway  Co.,  Springfield,  Mass. 
Is  making  surveys  for  the  proposed  line  to  connect  Westfield  with 
Lee. 

Waltham  Street  Railway  Co.,  Waltham,  Mass.  Is  constructing 
O'A  miles  of  city  track.     Charles  E.  Dresser,  treasurer. 

MARYLAND. 

Cumberland  Electric  Railway  Co.,  Cumberland,  Md.  Will  re- 
build 21/2  miles  of  track  this  season. 

Wcstcrnport  &  Lonaconing  Railway  Co.,  Cumberland,  Md.  Will 
build  eight  miles  of  track,  using  Cambria  steel  rails.  A  new  power 
station  and  a  new  barn  are  being  built  by  the  Pennsylvania  State 
Construction  Co.  The  company  has  bought  four  Brill  double 
truck  cars,  eight  G.  E.  38-h.  p.  motors,  two  350-h.  p.,  Clark  Bros, 
engines  and  two  250-kw.  G.  E.  generators.  All  of  the  material 
has  been  contracted  for.    Joseph  McCarroIl,  president. 

Princess  Anne  &  Deal's  Island  Light,  Power  &  Railway  Co., 
Princess  Anne,  Md.  Will  be  constructed  as  soon  as  capital  stock 
is  all  subcribcd.  Perpetual  charter  granted.  Hampden  P.  Dash- 
field,  president. 

MICHIGAN. 

Negaunec  &  Ishpeniing  Street  Railway  &  Electric  Co.,  Ishpcming, 
Mich.  Contemplates  building  2]/^  miles  of  new  track  this  spn'ng. 
H.  F.  Pcarcc,  superintendent. 

Adrian  Street  Railway  Co.,  Adrian,  Mich.  Will  rclniild,  '/•  mile 
of  track  this  spring,  using  6o-lb.  T-rail,  and  will  probably  erect  a 
new  barn.  Two  i8-ft.  cars  will  be  purchased,  also.  F.  M.  Drake, 
superintendent. 

Michigan  Traction  Co.,  Kalamazoo,  Mich.  (Owned  and  operated 
by  Railways  Company  General,  Philadelphia.)  Will  build  five  miles 
of  new  track  in  Battle  Creek  and  six  miles  in  Kalamazoo.  Will 
rebuild  two  miles  of  old  track  in  Battle  Creek  and  two  miles  in 
Kalamazoo.  Will  also  build  a  new  barn  at  Battle  Creek  and  pur- 
chase 14  cars  and  14  motor  equipments.  D.  A.  Hcgarty,  general 
superintendent  Railways  Co.  General,  Philadelphia,  Pa. 

Trans-St.  Mary's  Traction  Co.,  Saultc  Sic.  Marie,  Mich,  Will 
build  two  miles  of  new  track  this  season.  Will  also  purchase  seven 
42-ft.  closed  cars.  Three  new  motor  equipments  will  also  be  pur- 
chased.    G.  W.  Chance,  manager. 

Menominee  Electric  Light,  Railway  &  Power  Co.,  Menominee, 
Mich.  Expects  to  extend  its  lines  to  Daley's  mill  on  the  slate  road 
this  spring.  Will  possibly  open  Poplar  Point  as  a  summer  resort. 
E/lward  Danlcll,  manager. 

Menominee  &  Marinette  Street   Railway  Co.,  Menominee,   Mich. 


Is  planiinig  to  dam  the  Menominee  River  al  ClKippec  Rapids  lo  ob- 
tain power,  not  only  for  its  own  use,  but  to  sell  to  mainifacluring 
plants.  The  rapids  will  develop  about  3,000  h.  p.,  while  the  railway 
needs  only  about  1,000  h.  p.  It  is  expected  to  make  the  change 
within  the  next  year  or  two. 

Jackson  &  Battle  Creek  Traction  Co.,  Battle  Creek,  Mich.  Will 
erect  a  depot  and  freight  office  in  Marshall,  work  upon  which  has 
begun.  Rails  are  laid  from  Jackson  to  Battle  Creek  and  all  but 
six  miles  of  roadbed  ballasted.  The  laying  of  the  third  rail  from 
Jackson  westward  is  in  progress.  The  third  rail  between  Buttle 
Creek  and  Albion  has  been  laid. 

Grand  Rapids,  Holland  &  Lake  Michigan  Rapid  Ry.,  Dotroil, 
Mich.  It  is  probable  that  this  company  will  construct  some  addi- 
tional track  between  Holland  and  Macatawa  this  season.  S.  Hen- 
drie,  general  manager. 

MINNESOTA. 

Benton  Power  &  Traction  Co.,  St.  Cloud,  Minn.  Contemplates 
no  extensions  but  will  ballast  over  eight  miles  of  roadbed  this 
spring. 

Twin  City  Rapid  Transit  Co.,  Minneapolis  and  St.  Paul,  Minn. 
Contemplates  the  expenditure  of  at  least  $250,000  in  improving  its 
property  in  St.  Paul  this  year.  This  will  include  street  paving,  re- 
building old  tracks  with  heavier  rails,  new  terminals  at  Como  park 
and  an  extension  of  the  Lafayette  line  to  Phalen  Park. 

Minnesota  &  Iowa  Electric  Railway  Co.,  Preston,  Minn.  Surveys 
made  and  rights  of  way  secured  last  fall  and  winter.  Judge  IT.  R. 
Wells,  Preston,  Minn. 

MISSISSIPPI. 

The  Biloxi  Electric  Railway  &  Power  Co.,  of  Biloxi,  Miss.  Is 
expecting  to  build  six  or  eight  miles  of  track  this  season,  a  new 
power  house  and  a  new  barn.  It  will  also  buy  six  new  cars.  Only 
the  contracts  for  the  engineering  work  have  been  let  as  yet.  This 
company  has  no  connectiou'with  the  Pass  Christian  Ry.  The  offi- 
cers of  the  Biloxi  company  are :  President,  James  M.  Bell ;  secre- 
tary, William  F.  Gorenflo.  Knox  &  George  are  the  consulting 
engineers,  and  Ford  &  White,  of  Biloxi,  are  attorneys  for  the 
company. 

Pascagoula-Moss  Point  Ry.,  Pascagoula,  Miss.,  is  Iniilding  its  line 
bt'twcen  the  places  named  in  the  title,  the  injunction  tliat  held  up  the 
work  hitherto  having  been  withdrawn. 

MISSOURI. 

The  Kansas  City  &  St.  Joseph  Electric  Railroad  Co.,  of  Kansas 
City,  Mo.,  advises  us  under  date  of  January  26th  that  it  has  com- 
pleted the  grading  of  some  12  miles  of  roadbed  and  that  work  will 
again  be  commenced  as  soon  as  spring  opens.  There  has  recently 
been  a  change  in  the  officers  of  the  company,  the  new  officials  being : 
President,  Charles  II.  Holmes,  Chicago;  vice-president,  P.  A.  Gib- 
son, Eric,  Pa. ;  treasurer  James  Lynn,  Wabash.  Ind. ;  secretary  T. 
C.  Alexander,  Kansas  City,  Mo. 

St.  Francois  County  Electric  Railroad  Co.,  Farniington,  Mo.  Will 
build  two  miles  of  new  track  this  season  and  buy  three  more  cars. 
J.  W.  Buck,  secretary. 

NEBRASKA. 

Omaha  &  Council  Bluffs  Railway  Co.,  Omaha,  Neb.  Is  building 
a  new  line  to  Florence,  six  miles  north,  and  will  erect  a  $500,000 
power  plant  this  spring.  Two  lines  will  be  extended  in  South 
Omaha,  requiring  the  construction  of  three  miles  of  doulile  I  rack. 
Next  year  all  light  rails  will  be  replaced  by  heavy  rails. 

NEW  HAMPSHIRE. 

Berlin  .Street  Railway,  Berlin,  N.  H.  Has  bought  two  13-bench, 
S-whcel,  open  cars,  Laconia  Car  Works  Co.  make,  and  will  buy 
four  new  motor  equipments.     W.  J.  Jones,  treasurer. 

NEW  MEXICO. 

Las  Vegas  &  Hot  Springs  Electric  Railway  Light  &  Power  Co., 
East  Las  Vegas,  N.  M.  Will  build  a  new  power  station,  a  new 
barn  and  eight  miles  of  new  track.  The  new  equipment  will  include 
eight  cars,  one  .'jcxi-h.  p.  electric  locomotive,  one  200-I1.  p.  steam  loco- 
motive, two  generators  anil  several  motors.  E.  1..  Epperson,  super 
inlcndcnl  and  general  manager. 


164 


STREET  RAILWAY  REVIEW. 


[Vol.  XlII,  No.  3 


NICW  YORK. 

Monroe  Comity  Electric  Belt  Line,  Roclicstcr,  N.  V.  Reports 
lliroiigh  Cliief  Engineer  A.  J.  Grant  that  grading  will  be  liegnn  this 
spring  and  carried  on  actively  throngh  the  snnimer. 

Jamestown  Street  Railway  Co.,  Jamestown,  N.  Y.  Will  build 
three  miles  of  track  inside  the  city  limits  and  17  miles  outside,  be- 
side making  general  repairs  upon  22  miles  of  old  track.  A  new 
power  station  is  to  be  built,  likewise  a  new  barn,  and  the  company 
will  purchase  10  cars  and  to  double  motors,  two  engines  of  900  h.  p. 
each,  and  two  500  kw.  generators,  alternating  and  direct  current, 
(.ieorgc  E.  Maltby,  superintendent. 

Ehnira  Water,  Light  &  Railroad  Co.,  Elinira,  K.  Y.  Is  contem- 
plating a  complete  reconstruction  of  its  power  station,  but  details 
are  not  complete.  W'illiam  W.  Cole,  vice-president  and  general 
manager. 

Lyons,  N.  Y.  Rights  of  way  have  been  secured  fur  a  projected 
electric  railway  from  Sodus  Point  to  Lyons.  Ira  Ludinglon,  of 
Rochester,  and  James  U.  liashford  and  Calvin  Hotchkiss,  of  Lyons. 

Schenectady  Railway  Co.,  Schenectady,  N.  Y.  Will  build  a  new 
power  station,  ()<).\48  ft.,  at  a  cost  of  $30,000.  It  will  have  a  capac- 
ity of  3,000  h.  p.,  the  same  as  the  old  station,  making  a  total  of 
6,000  h.  p. 

L'nion  Traction  Co.,  Medina,  X.  Y.  It  was  understood  that  work 
would  be  begun  as  soon  as  franchises  were  perfected.  Incorporated 
last  fall.     Fred  L.  Downs,  Medina',  N.  \'. 

Dunkirk  &  Point  Gratiot  Traction  Co.,  Dunkirk,  X.  \.  It  was 
riporlcd  last  fall  that  surveys  had  been  made  and  the  work  of  com- 
pleting the  line  through  to  Buffalo  would  be  begun  at  once.  When 
completed,  to  be  known  as  the  Buffalo,  Dunkirk  &  Western  R.  R. 

Westchester  Traction  Co.,  White  Plains,  N,  V.  Surveys  for 
proposed  extensions  completed  and  it  was  expected  that  construc- 
tion would  be  begun  last  fall.    John  M.  Farley. 

Ithaca,  N.  V.  Edward  G.  Wyckoff,  president  of  the  Ithaca  Street 
RaiUvay  Co.,  states  that  work  on  the  proposed  electric  railway 
between  Ithaca  and  .►\uburn  will  be  begun  this  .season. 

Syracuse  &  Ontario  Railway  Co.,  Syracuse,  N.  Y.  Construction 
of  34  miles  of  road  will  be  begun  this  spring.  The  survey  has  been 
made  and  rights  of  way  secured. 

The  Watcrtown  &  Carthage  Street  Railway  Co.,  Waterlown,  N. 
Y.  Contemplates  work  on  its  line  early  in  the  spring.  The  con- 
struction will  be  of  steel  and  concrete.     M.  P.  McGrath.  Easton,  Pa. 

Newark  &  Marion  Ry..  Newark,  N.  Y.  Expects  to  be  completed 
by  June,  1903.     Now  under  construction.     F.  D.  Burgess,  secretary. 

NORTH  CAROLIN.\. 

Consolidated  Railways  Light  &  Power  Co..  Wilnmigton,  N.  C. 
lias  just  built  a  new  power  station  and  installed  a  400-kw.  turbine 
engine.  Has  also  bought  si.x  cars,  six  Westinghousc,  12a  double 
motor  equipments,  six  Westinghousc  No.  56  motor  equipments  and 
one  Westinghousc  No.  56  four-motor  equipment.  One  mile  of  old 
track  has  been  rebuilt.    A.  B.  Skelding,  general  manager. 

Raleigh  Electric  Co.,  Raleigh,  N.  C.  Contemplates  extensive  im- 
provements, the  nature  of  which  cannot  be  given  out  yet.  William 
J.  .\ndrews,  president. 

High  Point  Electric  Railway  Co.,  High  Point,  N.  C.  Expects  to 
begin  work  this  season.    A  60-year  franchise  was  obtained. 

NORTH  DAKOTA. 
I'"argo  &  Moorhead  Street  Railway  Co.,  Fargo,  N.  D.     Work  will 
be  begun  as  early  in  the  spring  as  possible.    The  franchises  stipulate 
that  the  road  shall  be  completed  and  in  operation  by  November, 
1903.    George  E.  MoflFat,  engineer. 

OHIO. 

The  Dayton  &  Kenton  Railway  Co.  of  Dayton,  O.  Reports  that 
its  line  is  under  construction.  It  is  contemplated  that  105  miles  of 
track  will  be  built  during  the  coming  year.  The  officers  arc :  Presi- 
dent, E.  W.  Hopkins;  secretary,  H.  S.  Forgy;  treasurer,  C.  H. 
Pomcroy. 

Cleveland  City  Railway  Co.,  Cleveland,  O.  Has  let  contracts  for 
building  I'A  miles  of  new  double  track  and  rebuilding  three  miles  of 
old  double  track.  The  company  will  buy  20  cars  and  20  new  motor 
equipments,  which  have  been  contracted  for.  John  Ehrhardt,  sec- 
retary and  treasurer. 

Chillicothe  Electric  Railroad,  Light  &  Power  Co.,  Chillicothe,  O. 
Is  just  completing  its  new  plant,  for  which  engines  and  generators 


were  purchased  recently.  This  summer  a  new  barn  will  be  erected 
and  some  old  track  will  come  in  for  repair.  Joseph  P.  Myers, 
manager. 

Urbana,  Mechanicsburg  &  Columbus  Electric  Railw<iy  Co.,  Co- 
lumbus, O.  A  new  road;  will  build  50  miles  of  track  and  creel 
new  power  station  and  barn  buildings.  From  10  to  20  cars  will  be 
purchased,  likewise.     H.  A.  Axline,  president. 

The  Dayton  &  Western  Traction  Co.,  Dayton,  O.  Is  to  build  two 
bridges  on  its  line,  one  174  ft.  span  and  the  other  50  ft.  Ten  flat,  or 
center-dump  cars  will  be  purchased,  as  well  as  one  75-h.  p.  engine 
and  two  generators  of  110  and  60  kw.  Howard  Fravcl,  super- 
intendent. 

Oakwood  Street  Railway  Co.,  Dayton,  O.  Will  rebuild  '/i  mile 
of  track  this  spring  and  build  two  miles  of  new  track ;  also  a  new 
power  station  and  a  new  barn  are  under  way.  Four  new  cars  and 
four  motors  will  be  purchased,  together  with  a  350  to  400  h.  p. 
engine  and  a  300  kw.  generator.    Morris  McGrath,  secretary. 

Ohio  &  Indiana  .Mr  Line  Railway  Co.,  Toledo,  O.  Will  build  95 
miles  of  track,  connecting  with  Fort  Wayne,  Ind.  Two  new  power 
stations  will  be  commenced  and  three  barns,  at  Bryon,  Fort  Wayne 
and  Toledo,  will  be  built.  Eighteen  cars  will  be  purchased  and 
from  50  to  120  new  motor  equipments  will  be  required.  B.  Herbert, 
general  superintendent. 

Toledo  &  Western  Railway  Co.,  Sylvania,  O.  Is  building  14 
miles  of  track,  for  which  all  the  material  has  been  ordered  and 
most  of  it  delivered. 

Toledo,  Columbus,  Springfield  &  Cincinnati  Railway  Co.,  Toledo, 
O.  Will  build  95  miles  of  track  and  erect  a  power  station  at  Round 
Head,  O.  Will  also  build  car  barns  at  Round  Head  and  other 
points  to  be  determined.  A  number  of  new  cars  and  motor  equip- 
ments will  be  purchased.  The  specifications  arc  not  out  in  detail 
yet.     I.  N.  Covault,  secretary. 

Dayton  &  Kenton  Railway  Co.,  Dayton,  O.  Will  build  and 
equip  60  miles  of  rail  this  season.  The  plans  proposed  also  include 
a  new  power  house  and  new  car  barn.    E.  M.  Hopkins,  president. 

Mansfield,  Mount  Gilcad  &  Delaware  Electric  Railway  Co.,  Mans- 
field, O.  Incorporated  in  February,  1902.  Capital,  $10,000.  Rights 
of  way  and  franchises  for  a  50-mile  electric  intcrurban  line  have 
been  secured  and  work  recently  begun.  W.  W.  Stark,  Mansfield, 
president.  Others  interested  are  C.  E.  Fritzinger,  C.  W.  Fritz,  of 
Mansfield,  W.  J.  Burkett,  of  Findlay,  and  C.  D.  Smiley,  of  Mt. 
Gilead. 

Cleveland,  Paincsvillc  &  .•\shtabiila  Electric  Railway  Co.,  Cleve- 
land, O.  Is  building  rapidly  toward  Madison.  The  ties  arc  laid 
and  the  rails  arc  on  the  ground  for  that  part  of  the  road  from  Grand 
river  to  the  corporation  line.  East  of  Madison  the  same  kind  of 
work  is  being  done.  The  poles  are  set  an<l  the  subway  under  the 
Nickel  Plate  road  is  being  completed. 

Toledo,  Columbus,  Springfield  &  Cincinnati  Railway  Co.,  Toledo, 
O.  Has  let  contract  for  roadbed  from  Marysville  to  Columbus  to 
W.  II.  Lutchenberg.  It  is  expected  the  line  will  be  completed  by 
Sept.  15,  1903. 

Dayton,  Springfield  &  Urbana  Electric  Railway  Co.,  Springfield, 
O.  Is  to  build  a  depot  at  South  Main  and  West  Market  Sts.,  Spring- 
field.   Much  of  the  material  is  on  hand. 

Canton-Akron  Railway  Co.,  Canton,  O.  To  build  new  car  barns 
in  Canton;  contract  let  to  Caslcel  &  Co.,  Canton  Bridge  Co.  to 
build  the  roofs.  Will  probably  double  track  Market  street  and 
build  two  or  three  extensions  this  summer,  for  which  capital  stock 
will  be  increased.  Power  contract  for  new  Canton  &  New  Phila- 
delphia line  also  signed,  line  to  be  in  operation  by  Apr.  i.  1903.  A 
new  feeder  line  has  been  built  from  Canton  to  Navarre.  Grading 
will  soon  be  completed  and  bridges  are  in  place,  excepting  at  Beach 
City  and  Canal  Dover.  Two  sub-stations  are  being  equipped,  at 
Beach  City  and  Canal  Dover.  W.  II.  Hoover.  C.  M.  Russell,  Philip 
L.  Saltonstall,  Chauncey  Eldridge,  John  C.  Welty,  Dr.  E.  C.  Lewis, 
representing  Canton-Akron  and  Canton-New  Philadelphia  lines. 

Buckeye  Traction  Co.,  Bucyrus,  O.  Is  to  build  the  first  section 
of  its  new  line,  between  Norwalk  and  Plymouth,  at  once.  Westing- 
housc, Church,  Kerr  &  Co.  received  the  contract  for  electrical 
equipment.    Later  an  extension  to  Bucyrus  will  be  built. 

Toledo,  Port  Clinton  &  Lakeside  Electric  Railway  Co.,  Toledo, 
O.  Has  let  the  contracts  for  rails  and  tics  and  will  push  the  con- 
struction of  the  line.  The  Intcrurban  Construction  Co.  is  doing 
the  work  and  has  placed  an  order  for  enough  70-ton  rails  to  con- 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


165 


struct  nearly  50  of  the  60  miles  proposed.     Material  is  to  be  deliv- 
ered before  June  i,  1903. 

Youngstown  &  Ohio  Valley  Electric  Railway  &  Power  Co., 
Youngstown,  O.  Will  begin  to  build  line  between  Salcni  and  East 
Liverpool  as  soon  as  franchise  is  secured  in  Salem. 

The  Dayton  &  Northern  Traction  Co.,  Dayton,  O.  Contracts  let 
last  fall  for  a  46-mile  extension  from  Greenville  to  Muncie,  Ind. 
Power  house  located  at  Winchester,  Ind.  J.  E.  Feight,  secretary 
and  superintendent. 

Urbana,  Mechanicsburg  &  Columbus  Electric  Railway  Co.,  Co- 
lumbus, O.  Expects  to  operate  the  entire  line  by  Oct.  i,  1903.  Gen- 
eral H.  A.  Axline,  president  and  manager. 

Youngstown  &  Southern  Electric  Railway  Co.,  Youngstown,  O. 
Surveys  practically  complete  and  rights  of  way  generally  obtained. 
Expects  to  begin  construction  this  spring.  Gen.  .\sa  W.  Jones, 
president. 

The  Mansfield  &  Eastern  Traction  Co.,  Mansfield,  O.  To  operate 
the  Mansfield,  Mifflin  &  Ashland  Street  Ry.,  and  The  Mansfield, 
Hayesvillc  &  Wooster  Street  Ry.  To  push  construction  rapidly  and 
expects  to  be  completed  this  summer.  Charles  Meily,  vice-presi- 
dent and  general  inanager. 

The  Toledo,  Fostoria  &  Findlay  Electric  Railway  Co.,  Toledo,  O. 
Contract  let  to  a  New  York  firm  and  work  will  be  pushed  to  com- 
pletion this  year.  A  new  power  house  will  be  erected  at  some  point 
between  Toledo  and  Fostoria. 

Bellaire,  Zanesville  &  Cincinnati  R.  R.,  Zanesville.  O.  Will  he 
changed  to  standard  gage  this  spring  and  equipped  for  electricity. 

The  Columbus,  Newark  &  Eastern  Electric  Railway  Co.,  Colum- 
bus, O.  Contracts  let  for  material  and  construction  work  will  be- 
gin about  April  1st.    H.  R.  Young. 

The  Cincinnati,  Georgetown  &  Portsmouth  Electric  Ry.,  Cincin- 
nati, O.  Has  just  begun  work  on  an  extension  from  Georgetown 
to  West  Union. 

Xenia  &  Wilmington  Traction  Co.,  Cleveland,  O.  Right  of  way 
secured  and  contracts  have  been  let  for  a  new  power  house  at 
Xenia.  The  work  will  be  pushed  to  rapid  completion.  Charles  Orr, 
secretary. 

OREGON. 

City  &  Suburban  Railway  Co.,  Portland,  Ore.  Will  bnild  a  new- 
barn  this  season,  lay  three  miles  of  new  track  and  rebuild  five  miles 
of  old.    C.  F.  Swigert,  general  manager. 

PENNSYLVANIA. 

Allentown  &  Reading  Traction  Co.,  Allentown,  Pa.  Is  to  build  a 
double  track,  3J/2  miles,  from  Allentown  to  Dorney  Park  and  will 
buy  five  cars  and  10  new  motor  equipments.  Two  new  engines  have 
been  purchased,  one  800  to  900  h.  p.,  from  Frank  Tooniey,  Philadel- 
phia, and  one  500  h.  p.,  from  Charles  E.  Dustin  &  Co.,  New  York. 
Next  year  the  company  will  build  a  new  power  station  at  Griesem- 
ersville.     I.  S.  Ruth,  superintendent. 

York  County  Traction  Co.,  York,  Pa.  Has  ordered  built  35  nnles 
of  new  track  and  has  bought  the  required  number  of  cars  and  motor 
equipments.  A  soo-kw.  generating  unit  will  probably  be  purchased 
this  season.    J.  F.  Dusman,  general  manager. 

Conestoga  Traction  Co.,  Lancaster,  Pa.  Is  now  building  a  new 
power  station,  in  which  two  1,500  kw.  units  will  be  installed,  and  it 
expects  to  begin  on  a  new  storage  barn  right  away.  The  company 
recently  bought  six  cars,  together  with  new  motor  equipments,  en- 
gines and  generators.     Frank  S.  Given,  general  manager. 

Lancaster  &  Rocky  Springs  Railway  Co.,  Lancaster  Pa.  Is  a 
new  road,  taking  power  from  the  Conestoga  Traction  Co.,  which 
will  lease  and  operate  this  line.  Four  and  seven-tenths  miles  of 
track  is  to  be  built  and  the  cars  and  motor  equipments  have  already 
been  secured.     Frank  S.  Given,  general  manager. 

Harrisburg  Traction  Co..  Harrisburg,  Pa.  Is  building  s'/z  miles 
of  new  track  and  will  rebuild  three  miles  of  old  track.  All  material 
has  been  purchased.     F.  K.  Musser,  superintendent. 

Philadelphia  Rapid  Transit  Co.,  Philadelphia,  Pa.  Proposes  to 
build  a  large  operating  and  storage  barn  at  Frankford  avenue  and 
Bridge  street,  Philadelphia.  It  is  also  contemplated  to  lay  from  60 
to  70  miles  of  additional  surface  track,  principally  on  58th  and  Goth 
Sts.,  Elmwood,  Allegheny  and  Torrcsdalc  .Avcs.  The  plan  to  build 
a  barn  at  Broad  and  Hoyt  Sts.  is  in  abeyance.  Charles  O.  Krugcr, 
manager. 

West  Chester  .Street  Railway  Co.,  West  Chester,  Pa,  Is  pushing 
ihc  work  on  its  line  in  Downinglown.    A  large  force  is  at  work  on 


the  piers  of  the  new  bridge  and  another  is  ballasting  the  tracks  on 
the  street  west  of  the  Brandywine. 

Doylestown  &  Easton  Street  Railway  Co.,  Doylestown,  Pa.  Is 
preparing  the  road  by  blasting  and  filling-in  for  the  new  line  along 
Rock  Falls. 

Pittsburg  Railway  Co.,  Pittsburg,  Pa.  Is  building  new  extension 
to  the  Perrysville  Ave.  line  over  Perrysville  hill  to  connect  with 
the  BcUevue  line,  a  distance  of  about  6^<  miles.  Extension  to  be 
completed  by  July  ist.     T-rail  is  used. 

Patterson  Heights  Street  Railway  Co.,  Beaver  Falls,  Pa.  Is  re- 
moving tracks  from  Penn  St.  to  Bridge  St.  The  Penn  Bridge  Co. 
has  the  contract. 

Allentown  &  Reading  Traction  Co.,  Reading,  Pa.  Is  to  install  a 
new  engine  and  generator  in  the  power  house  at  Kutztown,  to  in- 
crease the  storage  battery  facilities  at  the  Blandon  station,  to  erect 
new  feed  wires,  to  purchase  new  cars  both  for  the  Allentown- 
Kutztown  and  Reading-Kutztown  division,',  and  to  double  track  the 
line  from  Dorney 's  Park  to  Allentown.  .\n  automatic  switch  signal 
system  may  be  added,  also. 

Jersey  Shore  Electric  Street  Railway  Co.,  Jersey  Shore,  Pa.  Has 
been  completed  to  the  "Junction"  and  will  be  extended  to  Oak 
Grove  this  year. 

Washington  &  Canonsburg  Street  Railway  Co.,  Washington,  Pa. 
Has  begun  to  vigorously  push  construction  of  new  car  barn.  Grad- 
ing and  ballasting  are  going  forward.  A  bridge  will  be  built  over 
Chartiers  creek,  as  well  as  a  viaduct  over  the  Chartiers  railroad 
track. 

Wilkes  Barre  &  Hazleton  Railway  Co.,  Hazleton,  Pa.  Third  rail 
system,  27  miles.  Opened  for  traffic  about  Jan.  15,  1903.  A.  Markee, 
general  manager. 

RHODE  ISLAND. 

The  Newport  &  Bristol  Ferry  Railroad  Co.,  Newport,  R.  I.  Ex- 
pects that  line  will  be  completed  by  May  i,  of  this  year.  The  fran- 
chise was  obtained  some  time  ago. 

TENNESSEE. 

Knoxville  Traction  Co.,  Knoxville,  Tenn.  Expects  to  purchase 
five  or  si.x  cars  during  the  coming  summer.  One  of  the  two  exten- 
sions contemplated  last  year  has  been  completed  and  work  on  the 
other  was  begun  in  February  of  this  year.  C.  H.  Harvey,  general 
manager. 

Nashville  Ry.,  Nashville,  Tenn.  Will  build  a  branch  line  to  its 
new  storage  yard  on  the  east  side  of  the  Cumberland  River.  The 
company  recently  ordered  600  tons  of  steel  rails.  Work  on  chang- 
iTig  track  to  standard  gage  has  begun. 

Memphis  Street  Railway  Co.,  Memphis,  Tenn.  Contemplates 
extensive  improvements  this  year.  All  city  lines,  north,  east,  south 
and  west,  will  be  extended,  an  independent  line  will  be  constructed 
to  Overton  park  and  the  Main  street  line  will  probably  be  extended 
to  South  Memphis.  Orders  have  been  placed  in  New  York  for 
$75,000  worth  of  cars  and  equipment,  to  be  delivered  as  early  as 
possible,  and  $150,000  is  to  be  expended  in  paving  streets  used. 

Chattanooga  Electric  Railway  Co.,  Chattanooga,  Tenn.  Expects 
to  build  a  branch  to  the  permanent  army  post  at  Chickaniauga  Park, 
the  survey  for  which  is  completed.  Will  extend  the  East  Lake 
line  to  Rossville,  a  distance  of  I'/z  miles.  Will  open  Olympia  Park 
to  the  public  in  April.  Will  order  a  number  of  large  cars  of  the 
latest  pattern. 

Uecatur  Street  Railway  Co.,  Decatur,  Tenn.  Will  change  to  an 
electric  railway  and  ask  for  franchises  to  construct  electric  lines  in 
New  Decatur  and  Decatur.  W.  R.  Hall,  of  Selma,  Ala.,  is  to  super- 
intend the  construction  work. 

Rapid  Transit  Co.  of  Chattanooga,  Chattanooga,  Tenn.  Will 
double  track  the  Belt  road  section  in  Knoxville  and  double  the 
service.  It  will  also  repair  the  Incline  &  Lula  Lake  Railway,  pur- 
chase two  large  steel  cars  for  the  incline,  build  a  vaudeville  theater 
on  Lookout  Mountain  and  belter  schedule  on  all  lines.  It  is  pro- 
posed to  handle  freight  over  the  incline,  also. 

Tennessee  Interurban  Electric  Ry.,  Nashville,  Teim.  .Surveys  com- 
pleted and  franchises  secured.  Work  is  now  well  under  way.  This 
is  a  consolidation  of  the  Nashville  &  Columbia  and  Nashville  fi 
Gallatin  Electric  Railways.  The  line  will  he  lig  miles  in  length.  J. 
II.  Connor,  general  manager. 

Nashville  h'lectric  Light  Hi  Street  Railway  Co,,  Nashville,  Temi. 
F.itimaled  thai  $3.rxx),ooo  will  be  spent  .ipmi  iniprovemenis  (his  year. 
Percy  Warner,  general  manager. 


166 


STREET  RAILWAY  REVIEW. 


(Vol.  XIH,  No.  3 


TEXAS. 

The  Beaumont  Street  Railway  Co.,  of  lU'aunionl,  Tex.,  completed 
5  miles  of  track  Sept.  26,  1902,  which  is  operated  as  a  belt  line.  The 
company  proposes  to  build  8  miles  additional  this  season.  The  ofli- 
ccrs  arc;  President,  Marry  K.  Johnson;  secretary,  A.  L.  Williams; 
general  manager,  Uen  Johnson ;  superintendent,  Thomas  Mallcry. 

Austin  Electric  Railway  Co.,  Austin,  Tex.  Has  just  built  a  new 
power  house  and  a  new  barn  and  has  purchased  eight  cars  and  1 1 
new  motor  equipments.  It  has  material  on  hand,  and  the  work  is 
under  way,  for  one  mile  of  new  track  and  2)  j  of  old,  which  is  to  be 
rebuilt.  The  Alamo  Iron  Works  of  San  Antonio,  Tex.,  has  re- 
ceived the  contract  for  a  new  self-'upporling  steel  slack,  120  ft.  x 
tti  in.    Frank   E.   Scovill,   superintendent. 

Galveston  City  Railway  Co.,  Galveston,  Tex.  Will  rebuild  about 
eight  miles  of  track  this  year.  R.  B.  Baer,  president  and  general 
manager. 

The  Texas  Traction  Co.,  Leonard,  Tex.  Is  making  preliminary 
surveys  for  an  electric  line  to  extend  60  miles.     V.  II.  Farnham. 

UTAH. 
Consolidated  Railway  &  Power  Co.,  Salt  Lake  City,  Utah.     Ex- 
pects to  complete  a  scries  of  short  extensions  early  this  year.   Walter 
P.  Read,  general  superintendent. 

VERMONT. 

Bcimington  &  Hoosic  Valley  Railway  Co.,  Bennington,  Vt.  Has 
completed  surveys  for  a  72-milc  system.  George  E.  Greene,  presi- 
dent. 

VIRGINIA. 

Charlottesville  City  &  Suburban  Railway  Co.,  Charlottesville,  \'a. 
Contemplates  extending  its  line  this  spring,  but  nothing  has  been 
definitely  decided.    R.  R.  Case,  general  superintendent. 

Roanoke  Railway  &  Electric  Co.,  Roanoke,  Va.  Will  buy  eight 
cars,  eight  new  motor  equipments  and  two  engines.  R.  D.  Apperson, 
president.  Lynchburg,  Va. 

Virginia  Anthracite  Coal  &  Railway  Co.,  Blacksburg,  Va.  Con- 
tract has  been  let  for  five  of  the  10  miles  to  be  built  and  the  work  is 
well  under  way.    W.  J.  Kerr,  general  manager. 

WASHINGTON. 

Spokane  &  Montrose  Motor  Railroad  Co.,  Spokane,  Wash.  Will 
be  made  standard  gage  as  soon  as  new  company  of  local  people  is 
organized.  An  extension  of,  perhaps,  two  miles  will  be  built.  The 
cars  and  material  have  been  ordered.    Charles  G.  Rcedcr,  president. 

Tacoma  Railway  &  Power  Co.,  Tacoma,  Wash.  Will  buy  15  cars 
and  one  i,ooo-kw.  generator.  Will  also  build  six  miles  of  new  track 
and  rebuild  five  miles  of  old.    Benjamin  J.  Weeks,  superintendent. 

Lynden,  Wash.  E.  E.  Beard,  of  Blaine,  has  surveyed  for  an  elec- 
tric line  from  Whatcom  to  Lynden,  to  be  completed  early  in  1904. 
Franchise  secured  by  Charles  A.  Wyatt,  C.  E.  Lykcns  and  George 
Butters. 

WEST  VIRGINIA. 

Kanawha  Valley  Traction  Co.,  Charleston,  W.  Va.  Will  build  26 
miles  of  new  track  and  rebuild  one  mile  of  old.  It  also  contem- 
plates the  purchase  of  three  cars  and  two  motor  equipments.  T.  J. 
Cannack,  manager. 


Wheeling  Traction  Co.,  Wheeling,  W.  Va.  Has  not  decided  fully 
upon  the  matter  of  extensions,  but  will  do  considerable  repair  work 
this  spring,  for  which  will  be  required  8,000  ties,  either  white  oak 
or  white  chestnut,  6x8-in.  x  8-ft.  sawed  square  on  four  sides  and 
both  ends.     C.  E.  Flynn,  general  manager. 

The  Citizens  Railway  Co.,  Moimdsville,  W.  Va.  Is  still  at  work 
upon  the  original  line  construction.  The  matter  of  power  plant, 
cars  and  electrical  machinery  yet  to  be  considereil.  A.  J.  Jones, 
secretary. 

Parkersburg  &  Ohio  Valley  Railway  Co.,  Parkcrsburg,  W.  Va. 
Expects  to  build  a  road  from  Parkersburg  to  Pittsburg.  Pre- 
liminary survey  was  begun  last  month. 

Martinsville,  Sislersvillc  &  Middlebournc  Electric  Ry.,  Sistcrs- 
ville,  W.  Va.  Construction  work  will  be  started  this  spring.  The 
financing  of  this  line  has  been  completed. 

WISCONSIN. 

Chicago,  Harvard  &  Geneva  Lake  Railway  Co.,  Walworth,  Wis. 
Will  extend  its  line  one  mile  this  spring. 

Chippewa  Valley  Electric  Railroad  Co.,  Eau  Claire,  Wis.  Will 
build  2'/^  miles  of  new  track  and  rebuild  '/i  mile  of  old.  Will  buy 
two  summer  cars  and  eight  motors.  H,  G.  Lawrence,  super- 
intendent. 

La  Crosse  City  Railway  Co.,  La  Crosse,  Wis.  Contemplates  ex- 
tending its  lines  to  Galesville,  about  16  miles  from  Detroit,  and 
building  a  summer  resort  at  that  point. 

Sheboygan  Light,  Power  &  Railway  Co.,  Sheboygan,  Wis.  Will 
extend  line  from  Sheboygan  Falls  to  Plymouth. 

Milwaukee  Electric  Railway  &  Light  Co.,  Milwaukee,  Wis.  Has 
the  Hales  Corners  extension  well  along  and  will  build  the  line  to 
East  Ttlj,  embracing  Muskego,  Mukwonago  and  Lake  Beulah. 

MEXICO. 

Monterey  Electric  Railway  Co.,  Monterey,  Mex.  Contracts  were 
placed  during  the  winter  and  it  is  expected  to  have  road  in  opera- 
tion by  June,  1904.  " 

ONTARIO. 

The  Toronto  Railway  Co.,  Toronto,  Ont.  Is  building  30  double 
truck,  closed  motor  cars  and  10  single  truck,  open  cars.  In  addi- 
tion, the  company  recently  experimented  by  joining  two  i8-ft.  body 
cars,  making  one  double  truck  car,  which  proved  so  satisfactory 
that  preparations  are  being  made  to  couple  more  cars  in  the  same 
way.     E.  H.  Keating,  manager. 

London,  Aylnicr  &  Xorih  Shore  Electric  Ry.,  London,  Ont.  Speci- 
fications prepared  last  December  and  work  being  rushed  to  com- 
pletion by  The  Aylnicr  Construction  Co.,  Ltd.,  of  Detroit.  F.  H. 
Hitchcock,  assistant  secretary  and  pun  basing  agent  of  The  Aylmer 
Construction  Co.,  Ltd. ;  R.  M.  Luton,  president  of  London,  Aylmer 
&  North  Shore  Electric  Ry. 

PHILIPPINE  ISLANDS. 
Manila,  P.  I.    The  Philippine  commission  has  passed  a  bill  pro- 
viding for  the  construction  of  a  standard  gage  electric  railroad  and 
for   a   power   plant.      Maps   and   specifications   exhibited    in   Manila 
and  Washington.     Bids  opened  Mar.  5,  1903,  at  Manila. 


ORDERS  AND  CONTRACTS  RECENTLY  PLACED. 


The  Green  Fuel  Economizer  Co.,  Mattcawan,  N.  Y.,  recently  re- 
ceived orders  for  street  railway  equipment  from  the  following: 
North  Jersey  Street  Railway  Co.,  Newark,  N.  J. ;  Jersey  City,  Ho- 
boken  &  Paterson  Street  Railway  Co.,  Hoboken,  N.  J. ;  Washington. 
Baltimore  &  Annapolis  Railway  Co.,  Annapolis;  Rochester  &  East- 
ern Rapid  Railway  Co.,  Canandaigua,  N.  Y. ;  Rhode  Island  Co., 
Providence,  R.  I. ;  Georgia  Railway  &  Electric  Co.,  Atlanta,  Ga. ; 
Columbus  Railway  Co.,  Columbus,  O. ;  Chicago  &  Milwaukee  Rail- 
way Co.,  Highwood,  III.;  St.  Joseph  Railway,  Light,  Heat  &  Power 
Co.,  St.  Joseph,  Mo. 


contracts  closed  during  1902  and  the  early  part  of  the  ensuing  year 
are  the  following:  Worcester  Consolidated  Street  Ry.,  Worcester. 
Mass.,  2400  h.  p. ;  Twin  City  Rapid  Transit  Co.,  Minneapolis,  Minn., 
3,000  h.  p. ;  Winona  Street  Railway  &  Light  Co.,  Winona,  Minn.. 
450  h.  p. ;  Eastern  Ohio  Traction  Co.,  Cleveland 
Muncie,  Hartford  &  Fort  Wayne  Electric  R.  R.. 
h.  p. ;  Chicago  &  Milwaukee  Electric  Railway  Co. 
land  Street  Railway  Co.,  Portland,  Me.,  1,750  h.  p.;  National  Pin 
Co.  and  Hotel  Cadillac,  Detroit,  Mich.;  Lafayette  Homing  Mills, 
Lafayette,  Ind. ;  Standard  Welding  Co.,  Cleveland,  O. 


O.,  1,500  h.  p.; 
Eaton,  Ind.,  <)00 
520  h.  p. ;  Port- 


The  Under-Feed  Stoker  Co.  of  America.  Chicago,  III.,  has  re- 
ceived orders  to  equip  the  Milwaukee  Electric  Railway  &  Light 
Co's.  Edge  Moor  water  tube  boilers  with  the  Jones  under-feed 
stokers.  This  stoker  was  adopted  as  standard  by  the  Milwaukee 
company  in  its  various  plants,  which  aggregate  10,000  h.  p.,  after 
competitive   tests   of   over    four  months'   duration.     Among   other 


The  Sterling-Meaker  Co.,  Newark,  N.  J.,  began  the  season  with 
an  order  for  175  pairs  each  of  Sterling  safety  brakes.  Sterling 
fenders  and  Sterling  sand-bo.xes  for  the  Metropolitan  Street  Rail- 
way Co.,  of  New  York.  Since  then  orders  have  been  coming  in 
rapidly,  particularly  for  brakes  and  the  Sterling  No.  5  register. 
This  register  has  been  demonstrating  its  merits  for  nearly  a  year 


Mar.  20,  1903.1 


STREET  RAILWAY  REVIEW. 


167 


and  its  makers  lake  pleasure  in  submitting  No.  5  for  trial.  The 
company  has  two  new  mechanisms  now  under  test,  but  will  not 
offer  them  for  sale  until  their  merits  are  assured.  They  are  both 
said  to  be  of  considerable  importance  and  destined  to  fill  a  large 
place  in  the  trade  if  they  prove  to  be  "as  good  as  they  look." 


reports  that  several  large  contracts  are  pending.  Some  new  ma- 
chinery has  just  been  added  to  its  factory  at  Dayton  which  is  being 
run  to  its  fullest  capacity. 


C.  H.  Worcester  Co.,  Marinette,  Wis.,  has  closed  several  large 
contracts  for  ties  and  poles.  Inquiries  are  coming  in  early  and  the 
company  considers  the  outlook  exceedingly  bright.  It  makes  a 
specialty  of  white  cedar  poles  for  trolley  construction.  Its  new 
Chicago  office  will  be  located  in  the  Tribune  Building  and  will  be 
opened  on  or  about  .\pu\  ist.  The  present  Chicago  office  is  in  the 
Lakeside  building.    The  main  office  will  continue  to  be  in  Marinette. 


The  Buckeye  Engine  Co.,  Salem,  O.,  is  installing,  or  building, 
street  railway  engines  as  follows:  Union  City,  Winchester  &  Mun- 
cie  Traction  Co.,  two  units,  1,500  h.  p.,  and  two  exciter  units;  Peoria 
&  Eastern  Railway  Co.,  300  h.  p. ;  Indianapolis  Street  Railway  Co., 
one  unit,  1,500  h.  p.;  Rapid  Transit  Co.,  Cincinnati,  1,400  h.  p.,  and 
two  e.xcitcr  units ;  Suburban  Traction  Co.,  1,400  h.  p.,  and  one 
exciter  unit. 


C.  J.  Harrington,  15  Cortlandt  St.,  New  York,  has  closed  con- 
tracts for  construction  material  with  the  Atlantic  City  &  Suburban 
Traction  Co.,  Five  Mile  Beach  Electric  Railway  Co.,  Battle  Creek 
Traction  Co.,  and  Westchester  &  Doylestown  Electric  Railway  Co. 
All  these  roads  will  begin  construction  immediately.  Mr.  Harring- 
ton has  also  secured  orders  for  two  large  export  shipments. 


The  New  York  Switch  &  Crossing  Co.,  Hoboken,  N.  J.,  has  re- 
ceived an  order  for  four  sets  of  steam  road  crossings  for  the  Bruns- 
wick &  Birmingham  Railroad  Co.,  now  building.  The  company  also 
has  many  orders  on  hand  for  repairs  and  alterations. 


The  Morris-Ireland  Safe  Co.,  Boston,  Mass.,  is  in  receipt  of  in- 
quiries from  all  over  the  country  anent  its  conductors'  safes.  Re- 
cent sales  reported  by  this  company  include  the  following:  Brook- 
lyn Heights  Railway  Co.,  Brooklyn,  N.  Y. ;  Oneida  Construction 
Co.,  Oneida,  N.  Y. ;  Citizens  Railway  &  Light  Co.,  Muscatine,  Iowa ; 
Wheeling  Traction  Co.,  Wheeling,  W.  Va. ;  City  &  Suburban  Rail- 
Way  Co.,  Portland,  Oregon;  Fries  Mfg.  &  Power  Co.,  Winston- 
Salem,  N.  C;  Metropolitan  Railway  Co.,  Oklahoma  City,  Okla. ;  Chi- 
cago &  Southern  Shore  Railway  Co.,  LaPorte,  Ind. ;  Exeter,  Hamp- 
ton &  Amesbury  Street  Railway  Co.,  Haverhill,  Mass. ;  Interurban 
Street  Railway  Co.,  New  York  City;  Utica  &  Mohawk  Valley  Rail- 
way Co.,  Utica,  N.  Y. ;  Springfield  Construction  Railway  Co., 
Springfield,  III.  ;The  Dayton  &  Troy  Electric  Railway  Co., 
Piqua,  Ohio;  Berkshire  Street  Railway  Co.,  Pittsfield,  Mass.;  Day- 
ton, Covington  &  Piqua  Traction  Co.,  West  Milton,  O. ;  Newton  & 
Boston  Street  Railway  Co.,  Newton,  Mass. ;  Harrisburg  Traction 
Co.,  Harrisburg,  Pa. 


The  Ohmer  Fare  Register  Co.,  Rochester,  N.  Y.,  and  Dayton,  O., 
since  the  beginning  of  the  year,  has  furnished  registers  to  the  Hud- 
son Valley  Railway  Co.,  of  New  York;  Citizens  Light  &  Transit 
Co.,  of  Pine  BlufT,  Ark.;  Natchez  Electric  Street  Railway  &  Power 
Co.,  Natchez,  Miss.;  Fresno  City  Railway  Co.,  Fresno,  Cal.;  Scran- 
ton  Railway  Co.,  of  Scranton,  Pa.;  Peoples  Railway  Co.,  of  Day- 
ton, Ohio;  Electric  Railway,  Light  &  Ice  Co.,  Junction  City,  Kan.; 
Carrollton  Electric  Railway  Co.,  Carrollton,  Mo. ;  Danville  Street 
Railway  &  Light  Co.,  Danville.  111.;  Seattle  &  Renton  Railway  Co., 
Seattle,  Wash. ;  Canton-Akron  Railway  Co.,  Canton,  Ohio;  Oregon 
Water  Power  &  Railway  Co.,  Portland  Railway  Co.,  an<l  City  & 
Suburban  Railway  Co.,  of  Portland,  Ore.;  and  Pacific  Electric  Rail- 
way Co.,  of  I^s  Angeles,  Cal.  The  Ohmer  company  has  also  jnsl 
received  a  contract  to  complete  the  equipment  of  the  entire  Mexican 
Electric  Railway  Co.,  of  Mexico  City,  Mcx.,  which  has  three  hun- 
dred cars.  The  company  has  received  an  order  for  41  additional 
registers  for  the  Pacific  Electric  Railway  Co.,  of  I^s  Angeles,  a  like 
additional  number  for  the  City  &  Suburban  Co.,  of  Portland,  Ore., 
an  order  for  77  registers  for  the  Los  Angeles- Pacific  Railway  Co., 
of  Loj  Angeles,  Cal.,  eight  registers  for  (he  Maumcc  Valley  Rail- 
ways &  Light  Co.,  of  Toledo,  and  from  several  roads  for  a  similar 
number  of  additional  registers  on  city  and  interurban  lines,  which 
have  been  equipped  for  a  year  or  more.     The  Ohmer  company  also 


The  Climax  Stock  Guard  Co.,  Chicago,  111,  recently  received  an 
order  from  the  Aurora,  Elgin  &  Chicago  Railway  Co.,  for  guards 
for  45  single  track  crossings  and  five  double  track  crossings.  Only 
40  single  track  crossings  require  guards,  but  the  company  ordered 
the  extra  quantity  for  contingencies.  The  Climax  company's  cus- 
tomers during  1902  included  the  following,  the  combined  sales 
amounting  to  more  than  3,000  guards :  Mobile  Light  &  Railroad 
Co.,  Mobile,  Ala. ;  Westinghouse,  Church,  Kerr  &  Co.,  Chicago, 
Milwaukee  &  St.  Paul  Railroad  (5  orders)  ;  Aurora,  Elgin  &  Chi- 
cago Railway  Co.,  Chicago  &  Milwaukee  Electric  Railway  Co.,  In- 
dianapolis &  Plainfield  Electric  Railway  Co.,  Utica  &  Mohawk  Val- 
ley Railway,  Massachusetts  Construction  Co.,  Chicago  &  South 
Shore  Railway,  Syracuse  &  Auburn  (N.  Y.)  Inter  Urban  Railroad, 
Columbus,  Delaware  &  Marion  Electric  Railway,  Illinois  Valley 
Traction  Co.,  Sargent  &  Lundy,  Engineers  for  Southern  Indiana 
Inter  Urban  Railway  Co.,  Olean  (N.  Y.)   Street  Railway  Co. 


The  Curtain  Supply  Co.,  Chicago,  III.,  is  in  receipt  of  a  number  of 
large  orders  for  curtains,  among  the  more  recent  being  those  for 
500  cars  for  the  new  Intcrborough  road.  New  Vork  city;  120  new 
open  cars  for  the  Brooklyn  Rapid  Transit  Co.,  and  120  rebuilt  closed 
elevated  cars  for  the  same  system. 


The  Jewett  Car  Co.,  Newark,  O.,  has  new  orders  on  hand  sufficient 
to  keep  its  facilities  taxed  for  several  months,  and  it  is  stated  that 
its  force  of  350  men  will  be  increased  to  between  500  and  600  by 
July  I.  At  present  orders  have  been  received  from  the  following 
roads :  Rochester  &  Eastern  Rapid  Railway  Co.,  Wheeling  &  Elm 
Grove  Railway,  Auburn  Interurban  Electric  Co.,  Central  Market 
-Street  Railway,  Newark  &  Granville  Street  Railway,  Wheeling 
Traction  Co.,  Columbus,  Buckeye  Lake  &  Newark  Traction  Co., 
Indianapolis,  Greenwood  &  Franklin  Railway,  Michigan  Traction 
Co.,  Cleveland,  Painesville  &  Ashtabula  Railway  Co.,  Waterloo  & 
Cedar  Falls  Rapid  Transit  Co.,  Chicago  &  Jolict  Railway,  Indianap- 
olis, Lebanon  &  Frankfort  Railway,  Zanesville  Railway  Light  & 
Power  Co.,  Columbus,  Delaware  &  Marion  Railway,  Columbus, 
Newark  &  Zanesville  Electric  Railway,  Canton  &  New  Philadelphia 
Railway,  Interborough  Rapid  Transit  Co.  The  Jewett  company,  in 
addition  to  other  styles,  is  building  subway  cars,  having  received 
an  order  for  100  cars  for  the  Interborough  Rapid  Transit  Co.,  New 
York.  The  company  is  putting  up  additions  to  its  shops  and  in- 
stalling a  new  power  plant  complete,  thereby  doubling  the  capacity. 
There  will  be  new  wood  and  iron  machinery  and  a  new  electric 
transfer  table. 


The  G.  C.  Kulilman  Car  Co.,  Collinwood,  O.,  has  on  the  floor  in 
process  of  construction,  30  cars  for  the  Toledo  Railway  &  Light  Co., 
each  car  having  a  28-ft.  body,  Detroit  platform,  and  interior  finished 
in  cherry,  the  ceiling  being  green,  with  gold  trimming.  The  Kulil- 
man company  is  also  building  some  handsome  50-ft.  passenger 
coaches  for  the  Auburn  Interurban  Railway  Co.,  of  Auburn,  N. 
Y..  and  the  Jackson  &  Battle  Creek  Suburban  Railway.  The  Cleve- 
land City  Railway  Co.  has  contracted  with  the  Kuhlman  people  for 
10  closed  car  bodies,  after  the  Cleveland  standard,  while  for  the  In- 
dianapolis &  Eastern  Railway  Co.  the  Kuhlman  shops  have  re- 
cently turned  out  six  large  suburban  coaches,  52  ft.  over  all,  finished 
in  solid  mahogany,  with  marquetry  work,  high  plush  seats,  plain 
ceiling,  and  altogether  an  up-to-date  interurban  coach. 


The  Taunton  Locomotive  Mfg.  Co.,  Taunton,  Mass.,  has  jusl  com- 
pleted for  the  Aurora,  Elgin  &  Chicago  Railway  Co.  an  eight-wheel 
plow,  which  has  some  features  of  special  interest.  As  the  road  is 
operated  by  third  rail,  this  plow  was  designed  with  special  reference 
to  this  form  of  construction.  It  is  completely  equipped,  electrically, 
before  leaving  the  shop.  It  is  mounted  on  heavy  Peckham  trucks, 
will  be  sent  from  Taunton  to  Chicago  on  its  own  wheels,  and  is 
equipped  with  M.  C.  H,  couplers  at  each  end,  the  noses  being  re- 
moved so  it  may  be  used  in  snnmier  as  a  locomotive.  The  Taunlon 
company  has  also  made  for  the  Fair  Haven  &  Westville  Railni;ul 
Co.,  New  Haven,  Conn.,  an  eight- wheel  share  plow,  which  is  car- 
ried on  Taunlon  trucks  and  is  fully  equipped  with  air  for  operating 


168 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  3- 


the  noses,  as  well  as  the  brakes.     During  llic  current  year  tlic  com- 
jiany  sold  35  plows,  one-half  of  the  eight-wheel  variety. 


The  Maltby  Lumber  Co.,  Bay  City,  Mich.,  reports  having  its  usnal 
trade  for  this  lime  of  year  in  all  lines,  but  it  is  seemingly  a  little 
more  pronounced  in  the  telephone  industry  than  the  electric  rail- 
way. 


for  street  railway  equipment.  The  "P.  &  S."  turnover  back  style 
has  also  been  well  called  for.  It  is  interesting  to  note  that  the 
Pennsylvania  Railroad  Co.,  and  the  Philadtlphia  &  Reading,  have 
adopted  these  seals  as  standard.  The  Hcywood  Brothers  &  Wake- 
field Co.  finds  that  American-made  seats  are  being  used  extensively 
in  Canada,  South  America  and  Europe,  and  its  export  business 
has  perceptibly  increased  in  consequence.  The  demand  for  seats 
covered  with  woven  rattan  webbing  is  very  large,  likewise. 


The  Dorncr  Truck  &  Foundry  Co.,  Logansport,  Ind.,  reports  or- 
ders for  its  high-speed  interurban  truck,  for  the  following  roads, 
all  of  Indiana:  I'nion  Traction  Co.,  Indianapolis  &  Eastern  Rail- 
way Co.,  Lafayette  Street  Railway  Co.,  Kokonio  Railway  &  Light 
Co.,  Wabash  River  Traction  Co.,  and  Logansport  Railway  Co.  The 
Dorncr  company  now  makes  only  two  types  of  double  and  one  of 
single  trucks,  all  high  grade. 


Hey  wood  Brothers  &  Wakefield  Co,  Wakefield,  Mass..  reports 
that  its  car  seat  business  has  largely  increased  during  the  year 
past,  its  "Wheeler"  slideover  back   scat  being  especially  in  demand 


E.  E.  Naugle  Tie  Co.,  Chicago,  III.,  is  shipping  both  cedar  ties 
and  poles  in  large  quantities  as  far  east  as  Schenectady,  N.  Y.,  and 
as  far  south  as  Mexico.  Beside  a  number  of  street  railway  and 
other  roads,  this  company  furnishes  the  New  York  Central  &  Hud- 
son River,  Michigan  Central,  C,  B.  &  Q.,  C.  &  N.  W..  C,  M.  &  St. 
P.,  Union  Pacific,  Mexican  Central  and  Great  Northern  railroads. 
It  is  stated  that  the  demand  for  poles  and  ties  is  very  great  espe- 
cially trolley  pole  lengths.  The  demand  is,  in  fact,  greater  than  the 
supply,  and  a  great  many  roads  are  having  trouble  to  get  delivery  of 
ties  as  wanted. 


COMPANIES  ORGANIZED  WITHIN  THE  LAST  EIGHT  MONTHS. 


ALABAMA. 

Montgomerv  Traction  Co..  MonlK'>mfi-y.  Ala.  Capital,  H.OOO.COO.  To 
liiilWI  an  >'l«lrle  line  from  MoiitKiimiry  to  Plekntt  Springs.  K.  A. 
(irahiim.   Hurry   Holt  and  \V.  II.   Kaelaml. 

ARKANSAS. 

Arkansas  Traction  Co..  I.lttif  Rock.  .\rk.  Capital.  »00.000.  To  con- 
striRt  an  Intirurban  elevtrlc  railway  Ijetwien  Harrison.  Keener  and 
Dodd  City.  Thomas  lli-lm.  pfLsldint :  R.  M.  Kellows.  secretary  and 
trt-asurer;  C.   IrvhiK  Page,  vk-e-presliK-nt. 

Ozark  and  Sulplior  .Mountain  Traction  Co..  Harrison,  .^rk.  Capital. 
JiMJ.lW.  To  Ijulld  an  Interurban  electric-  road  between  Harrison  and 
Keener:  also  to  Dellefonte  .end  Sulphur  Mountain.  \V.  G.  Gardiner, 
Allen  Smaller.  John  J.  Geghan,  .Veal  Dodd.  Harold  A.  Oerllng.  James 
A.  Fllnn.  C.  M.  Greene.  John  A.  Bunch,  \V.  I>.  Casaady,  W.  S.  Allen. 
William  S.  McK.  Oerllng. 

Kort  Smith  Suburban  Railway  Co..  Fort  Smith.  Ark.  Capital.  $100.- 
0<iO.  To  build  a  slx-mllc  eleetrle  line  In  and  around  Fort  Smith. 
George  Sengel.  president;  Frank  Park,  vice-president:  S.  A.  Williams, 
aeeretary:  E.  Sengel.  treasurer. 

CALIFORNIA. 

Bakersfleld  &  Ventura  Railway  Co.,  Los  Angeles.  Cal.  Capital, 
t.i.Otm.tlOO.  To  build  a  line  from  Sunset  to  Hueneme,  with  two  branches. 
F.ben  Smith.  J.  W.  Burson,  Gervalse  Purcell,  A.  N.  Sanford.  J.  W. 
Sunwlek.  „ 

San  Bernardino  ct  Highlands  Electric  Railway  Co..  San  Bernardino. 
Cal.  Capital.  JloO.Ooo.  Henry  P'lsher,  John  H.  Fisher.  A.  C.  Denman. 
Jr..  George  M.  Cooiev.   H.  H.  Sinclair.  George  B.  Ellis. 

San  Bernardino  Power  Co..  San  Bernardino.  Cal.  Capital,  $300,000. 
To  construct  an  electric  railway  north  of  E  St.  from  Third,  thence 
east  to  Highlands.     W.  A.   Harris.  S.   F.   Kelley  and  others. 

Oakland  &  San  Jose  Railroad  Co..  Oakland.  Cal.  Capital.  $2.5OO,00«. 
To  operate  a  system  of  electric  railways  between  Oakland  and  San 
Jose,  with  three  branches  extending  from  San  Jose  to  Santa  Clara. 
Saratoga  and  Los  Gatos.  a  total  distance  of  S4  miles.  Bonds  to  the 
extent  of  ».f.(XIH.ii0O  have  been  placed.  E.  -V.  Heron,  president,  and 
W.  F.  Kelly,  general  manager,  both  of  the  Oakland  Transit  Co..  and 
Frank  M.  Smith.  F.  C.  Havens  and  W.  H.  Martin,  of  Oakland. 

Indian  Valley  Railway  Co..  Grldley  Cal.  Capital.  $1.(XIO.OOO.  To  build 
a  2o-mlle  electric  line  along  the  Indian  Creek  and  the  north  fork  of 
Feather  River.  H.  M.  Yard,  Samuel  Glllen.  Adolph  Eckman  and 
(_'harleton    Gray. 

Los  Angeles.  Hermosa  Beach  .I  Redondo  Railway  Co..  Los  Angeles. 
C'al.  Capital.  $1.0«0.0(»i.  To  liulld  an  electric  line  over  the  route  Indi- 
cated by  the  title.     M.   H.  Sherman.  E.    P.  Clark  and  J.  D.   Pope. 

Fresno  Intermountaln  Railway  Co..  Fresno.  Cal.  Capital.  $500,000. 
To  build  a  25-mlle  line  from  the  eastern  terminus  of  the  Fresno  City 
R.  R.  to  Clovla  and   Leacher.     S.   N.   Grilllth. 

COLOPLADO. 

Rapid  Transit  Co..  Pueblo.  Col.  Capital.  $100,000.  To  build  an  elec- 
tric railway  system  to  connect  with  proposed  lines  to  Beulah.  H.  R. 
Holbrook.   W.    A.   Betty   and   J.   J.    Burns. 

Leadvllle  District  Railway  &  Power  Co..  Leadville.  Col.  Capital. 
$Ht0.ciOO.  To  construct  a  street  railway  system  In  L,eadvllle  and  fur- 
nish electricity  ff)r  lighting  and  industrial  purposes.  Theodore  W. 
Kloman.  of  Brooklyn.  N.   Y.,   and  G.   E.  Grlswold.  of  Bayonne,   N.  J. 

Pueblo  &  Suburban  Traction  &•  Lighting  Co..  Pueblo.  Col.  Capital. 
$3,500,000.  To  transmit  electric  power  from  Beaver  Creek  Falls  to 
Pueblo,  a  distance  of  .V)  miles,  for  purposes  of  operating  electric  cars 
and  lighting.  M.  D.  Thatcher.  John  F.  Vail.  Ward  Rice,  T.  H.  Devlne 
and  H.   F.   Woods,   all  of  Pueblo. 

Colorado  Springs  <fe  Interurban  Ry.,  Colorado  Springs.  Col.  To  com- 
bine the  electric  lines  In  and  around  Colorado  Springs,  Manltou, 
Cripple   Creek.    Victor   and    Colorado  City. 

DELAWARE. 

Keystone  Electric   Railway  Co..   Wilmington.   Del.     Capital.   $2,000. 

West  Chester,  Kennett  &  Wilmington  Electric  &  Railway  Co.,  Wil- 
mington.  Del.     Capital  $150,000. 

Delaware  Suburban  R-iilway  Co..  Wilmington.  Del.  Capital.  $100.- 
(100.  To  construct  an  electric  railway  system  from  the  Stanton  termi- 
nus of  the  Wilmington  City  Ry.  to  Newark.  Elktcm  and  Chesapeake 
City;  George  F.  Schlegermllch.  vice-president  German-.^merican 
Trust   Co..    principal    promoter. 

Jackiionville  Traction  Co..  Jacksonville.  Fla.  Capital.  $400,000.  To 
construct,  operate  and  maintain  street  railways,  electric,  cable  or 
olher  motive  power.  G.  W.  Shook.  P.  A.  Dlgnan.  J.  F.  Cannon. 
.\rthur  F.    Perry. 

.North  Jacksonville  Street  Rallwav.  Town  &  Improvement  Co., 
Jacksonville.  Fla.  Capital.  $150,000.  To  build  an  electric  railway  In 
the  northern  suburbs  of  Jacksonville  aiul  to  establish  a  summer  re- 
sort en  route.  R.  R.  Robinson,  president,  and  George  E.  Ross,  sec- 
retary, of  Jacksonville;    John  D.  McDuffy.   treasurer.  Ocala,  Fla. 


GEORGIA. 

Chattahoochle  Terminal  Co.,  Atlanta.  Ga.  Capital.  $250,000  (may 
Increase  to  $2,000,000).  To  build  a  20-mlle  line  from  Atlanta  to  .Marietta. 
Newton  A.  Morris.  T.  W.  Glover.  John  Awtry.  H.  L.  Colllnaworth. 
W.  F.  Spauldlng.  .\\c\  C.  King.  Jack  C.  Spauldlng.  (Jharles  U.  Toiler. 

B.  M.    Fowler. 

Atlanta  Terminal  Co..  Atlanta.  Ga.  Capital.  $800,000.  To  build  a 
line  In  Augusta.  J.  S.  B.  Thompson,  L.  L.  McCloskey  and  William 
A.   Stokes.  „      ,     . 

Augusta-Alken  Railway  &  Electric  Co.,  Augusta.  Ga.  Capital, 
$2,300,000.  To  promote  and  construct  urban  and  Interurban  railways 
and  the  construction  and  equipment  of  gas,  water  and  electric  light 
and  power  plants. 

ILLINOIS. 

The  Chicago  &  Illinois  Western  Electric  R.  R..  Chicago.  III.  Cap- 
ital. $25,000.  To  build  an  electric  line  through  Cook,  Will  and  Kan- 
kakee counties.  John  T.  Evans.  Herbert  S.  Dunscombo.  Dave  Plum- 
mer,  A.   V.   Kosberg.   W.   E.  Phillips. 

The  Southwestern  Elevated  Railroad  Co..  Chicago.  III.  Capital. 
$100,000.  To  build  an  overhead  line  to  the  Union  Stock  Yards  and  Into 
the  suburb  of  Engiewood.  John  A.  Spoor.  Frederick  S.  Winston, 
S.  R.  Flvnn.  James  Miles.  John  D.  Black,  William  Raymond. 

Englew-ood  Elevated  Railroad  Co..  Chicago.  III.  Capital.  $50,000. 
Incorporators.  Leslie  Carter.  Noble  B.  Judah.  Henry  G.  Miller,  I-Yank- 
lln  B.  Vaughn.  Donald  S.  Trumbull.  Directors.  Mr.  Carter,  Byron 
L.  Smith.  Charles  H.   Wacker.   Marcellus  Hopkins  and   Mr.  Judah. 

St.  Louis.  Vandalla  &  Eastern  Electric  R.  R..  Vandalia,  III.  Cap- 
ital, $50,000.  To  construct  an  electric  line  from  East  St.  Louis  to 
Marshall.  William  Fogler,  C.  G.  Sonnemann.  G.  D.  Stelnhauer,  H.  C. 
Dovle.  T.  N.   Lakln. 

St.  Louis  &  Eastern  Electric  Railroad  Co..  St.  Elmo.  III.  Capital, 
$50,000.  To  build  an  electric  road  from  East  St.  Louis  through  St. 
Clair,  Madison.  Bond  and  Fayette  counties  to  St.  Elmo.  B.  F. 
Johnston,  P.  M.  Johnston,  G.  W.  Bledsoe,  G.  W.  Harlan,  G.  T. 
Turner. 

The  Southern  Illinois  Electric  Railway  Co.,  Mt.  Vernon.  111.  Capi- 
tal. $50,000.  Incorporators.  John  P.  Puercy,  Norman  H.  Moss  and 
Louis  G.   Pavey. 

Galesburg  &  Alodo  Interurban  Railway  Co..  Galesburg.  111.  Capital, 
$10,000.  To  build  an  electric  line  between  the  cities  named  in  the 
title.  J.  T.  McKnight.  Lake  W.  Sanborn.  J.  J.  Welsh,  C.  L.  Gerouid, 
G.   B.  Churchill.  A.  L.   Rlchey,  Charles  E.  Johnson,  W.  E.  Stevenson, 

C.  W.    Postlewalte.    George    A.    (\)oke. 

Quincy  &  Western  Illinois  Railway  Co..  (Juiney,  HI.  Capital,  $500.- 
000.  To  construct  an  electric  railway  from  (Julncy  to  Beardstown; 
also  from  Rushvllle  to  Havana,  and  from  Quincy  to  NIota.  Smith  H. 
Bracev,  John  Tralse,  Frank  E.  Lonas,  Alvred  B.  Nettleton.  L.  J. 
Highland. 

Rockford  &  Frpeport  Electric  Railway  Co..  Rockford.  III.  Organ- 
ized to  build  a  2S-mile  line  between  these  cities,  to  be  completed 
during  1903.  T.  M.  Ellis,  president  and  general  manager:  J.  H. 
Camlin.  secretary;  G.  H.  Knox,  electrical  engineer:  Weston  Bros., 
consulting  engineers. 

Western  Illinois  Railway  Co.,  Rock  Island,  III.  Capital,  $15,000. 
To  build  an  electric  rallwav  to  connect  Aledo  and  Rock  Island.  F. 
H.  Caldwell.  R.  E.  Little.  E.  E.  Reynolds,  G.  B.-  Morgan.  W.  H. 
Holmes.     OlUces  at   Milan.    111. 

Rochelle  &.  Southern  Railway  Co..  Rochelle.  111.  Capital.  $100,000. 
To  build  an  electric  line  from  Davis  Junction  to  McNabb  by  way 
of  Rochelle.  Leslie  Carter,  W.  H.  Morrison,  A.  Uhrlaub,  C.  S.  Jef- 
ferson and   Andrew   Craig,   all   of  Chicago. 

Bloomington.  Puntlac  &  Jollet  Electric  Ry..  Pontiac.  III.  Capital, 
$100.(XHi.  To  build  from  Jollet  through  Jackson  to  Bloomington.  J.  S. 
Murphv  and  J.  A.  Cariithers.  of  Pontiac:  J.  McWIlllams,  jr.,  of 
Odell:     B.   F.   Harber.    Bloomington;    A.    M.    I>?gg.    Pontiac. 

Danville,  Paxton  *  Wilmington  Electric  Railway  Co..  Paxton,  III. 
Incorporated  to  build  a  line  between  cities  named  In  the  title.  Di- 
rectors. John  A.  Montellus.  Piper  City;  J.  K.  Butz,  Potomac;  J.  W. 
Dale.  Danville;  T.  M.  King.  W.  O.  Johnson.  J.  P.  Mlddlecoft  (presi- 
dent). Paxton. 

Paris  &  Terre  Haute  Traction  Co..  Paris,  III.  Capital.  $5,000.  To 
build  an  electric  rallwav  between  Paris.  111.,  and  Terre  Haute.  Ind. 
George  W.  Hughes,  of  Humes.  III.,  and  J.  D.  Hunter,  A.  J.  Hunter 
and  J.  E.  Pariah,  of  Paris. 

Galesburg  &  Kewanee  Electric  Railway  Co.,  Galesburg.  111.  Cap- 
ital, $000,000.  To  build  42  miles  of  road  between  Galesburg  and  Ke- 
wanee, coiuiectlng  Galvn.  Altona.  Oneida  and  Wataga.  H.  W.  Crane, 
president:  H.  C.  Lucas,  secretary  and  treasurer:  F.  W.  Emery, 
general  manager:  C.  D.  Llndsey.  superintendent:  I.  K.  Plerson, 
chief  engineer;  W.  D.  Godfrey,  attorney:  P.  K.  Hart  &  Sons,  con- 
tractors. 

Jollet  &  Northwestern  Railroad  Co..  Jollet,  111.  Capital,  $500,000. 
E.    H.    Young.    Bristol.    111. 

Quincy  &  Western  Illinois  Railway  Co..  Quincy,  111.  Capital, 
$3,000,000.  Has  purchased  franchise  of  Quincy  &  Southeastern  Electric 
Ry.  and  will  build  two  lines,  one  north  to  Nlota,  55  miles,   and  one 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


169 


east  to  Beardstown.  70  miles.  It  is  expected  that  the  eastern  line 
will  be  ready  for  operation  by  Aug.  1903.  Bracey-Howard  Construc- 
tion Co..   Chicago,   general  contractor. 

Central  Illinois  Traction  Co..  Mattoon.  111.  Capital,  $250,000.  To 
build  a   trolley   line   between   Mattoon   and   Charleston. 

Kewanee.  Cambridge  ^:  Geneseo  Railroad  Co.,  Kewanee,  III.  Cap- 
ital. $100,000.  To  build  an  electric  line  between  cities  named  in  the 
title.    G.  .\.  Ajithony,  Theodore  Boltenberg  and  R.  W.  Olmstead. 

Sterling.  Dixon  it  Eastern  Electric  Railway  Co..  Sterling,  111.  Cap- 
ital. JSOO.OOO.  H.  C.  Higgins,  of  Neenah,  Wis.;  Harry  O'Neal,  of 
Omaha,  N'eb. ;  T.  F.  Springtield.  of  Rochester.  N.  H. ;  Ward  S. 
Arnold,  of  Chicago:     Frank   E.    .\ndrews.   of  Sterling. 

Suburban  Belt  &  Terminal  Railway  Co..  East  St.  Louis,  111.  To 
build  a  line  through  Madison,  Monroe  and  St.  Clair  counties,  con- 
necting  East  St.   Louis.   Alton  £Mid   Crystal   City,    Mo. 

Northern  Illinois  Traction  Co..  Chicago.  111.  To  build  a  line  from 
Cicero  to  the  northern  boundary  of  Lake  County.  William  D.  Ball. 
Evanston;  Frederick  B.  MacKinnon.  Oak  Park;  W.  1.  Block,  C.  H. 
Lenhart  and   Edwin   B.   Smith,   Chicago. 

Chicago.  Elgin  &  Waukegan  Electric  Railway  Co.,  Chicago,  III.  To 
build  a  system  of  electric  railways  through  Lake,  Cook,  Kane.  Du- 
Page,  Will.  Kendall.  Grundy  and  DeKalb  counties,  with  an  important 
line  to  be  known  as  the  Joliet  &  Northwestern  Ry.,  which  will  run 
from  Aurora  to  Sandwich,  Piano.  Morris,  Platteville,  Newark  and 
Joliet.    John  J.  Reagan.  S.  S.  Overhiser,  W.  R.  Newton,  E.  H.  Young, 

E.  G.  Young  and  E.  W.  Stees.  Henry  L.  Triener  &  Co.,  Bankers, 
Chicago,   are  the  backers  of  the  road. 

Chicago  Junction  Railroad  Co.,  Chicago.  111.  Capital,  $50,000.  To 
extend  the  South  Side  Elevated  Railroad  to  the  Stock  Yards  and 
along  the  Lake  Shore  boulevard  route  to  a  connection  with  the 
Illinois  Central  Railroad.  Frederick  W.  Babcock.  James  Miles,  Ed- 
ward   W.    Everett.    William   Raymond   and   John  D.    Black. 

Chicago,  Milwaukee  Avenue  <t  Inland  Lakes  Traction  Co.  Capital, 
$50,otio.  To  build  an  electric  railway  system  and  furnish  electric 
power  for    lighting   and    industrial    purposes.     S.    A.    Walther,    Gideon 

F.  Lanaghen  and  John  A.    Walther. 

Danville,  Urbana  ^:  Champaign  Ry.,  Danville.  111.  Capital.  $250,000. 
To  construct  a  24-mile,  single  track  lino.  W.  B.  McKinley,  president 
and  general  manager;  George  F.  Duncan,  vice-president;  Edward 
Woodman,  secretary  and  treasurer;  H.  J.  Pepper,  superintendent, 
and  R.  D.   Smith,   chief  engineer. 

INDIANA. 

Indianapolis,  Danville  &  Rockville  Traction  Co..  Indianapolis,  Ind. 
Capital,  $100,000.  W.  B.  Blair,  W.  C.  Osborne,  John  W.  Ader,  Everett 
Wagner,  John  W.  Trotter,  Charles  P.  Hornaday,  George  F.  Pat- 
terson. 

Knox,  Chicago  &  Northern  Traction  Co.,  LaPorte,  Ind.  To  build 
a  road  140  miles  long,  in  two  sections,  one  from  Logansport  to  Win- 
nemac,  Bass  Lake,  Knox  and  La  Porte,  and  the  other  connecting 
Rochester  with  Culver  City,  Bass  Lake,  Knox,  Wanatah,  Valparaiso 
and  Hammond. 

The  Indiana  Northern  Traction  Co.,  Marion,  Ind.  Capital,  $25,000. 
To  build  an  interurban  line  from  Marion  to  Lafontaine.  Wabash, 
North  Manchester  and  Warsaw.  R.  E.  Breed,  G.  A.  H.  Shidcler.  F.  F. 
Burke.   E.    H.   Neal,   George  &   Breed. 

Huntington,  Columbia  City  &  Northern  Traction  Co.,  Huntington, 
Ind.  Capital,  $5o,ouo.  To  build  an  interurban  line  from  Huntington 
to  Columbia  City.  John  A.  Kintz,  president;  F.  J.  Heller,  vice- 
president;    W.    A.   Jones,   secretary:    B.   E.   Gates,    treasurer. 

Winchester,  Union  City  &  Muncie  Traction  Co.,  Winchester,  Ind. 
Capital.  $275,000.  Joseph  E.  Lowes,  John  E.  Feight  and  R.  E.  De 
We.sae.   Dayton.   O.,   directors. 

Southern  Indiana  Traction  Co..  Vincennes,  Ind.  Capital,  $100,000. 
To  build  an  electric  line  from  Vincennes  to  Jasper,  via  Petersburg 
and  Otwell.     Smiley  N.  Chambers,  president;    Robert  M.   Gray.   Fred 

E.  Chappell. 

Western  Indiana  Traction  Co..  Vincennes,  Ind.  Capital,  $100,000. 
To  build  interurban  railways  in  Vanderburg,  Posey,  Gibson,  Knox, 
Sullivan  and  Vigo  counties.  Edgar  H.  DeWolf,  Fred  J.  S.  Robinson, 
Charles   W.   Benhara,    Samuel   W.   Williams   and   John   D.   LaCroix. 

New  Castle  &  Muncie  Traction  Co.,  New  Castle,  Ind.  Capital, 
$10,000.  To  construct  and  operate  street  railway  systems,  electric 
light  and  power  and  steam  heating  systems  in  New  Castle,  Mt. 
Summit.  Springport.  Oakvillo.  Cowan,  Muncie,  Alexandria,  Marion, 
Hartford  City,  Portland,  Bluttton,  Fort  Wayne,  Cambridge  City, 
Knightstown,  Dunrelth  and  Connersville,  and  to  connect  these  places 
by  interurban   lines.     E.   T.   Ice  and  F.   W.   Nixon. 

Southern  Indiana  Interurban  Railway  Co.,  of  New  Albany,  Ind. 
Capital,  $3f.'0,<xi0.  To  build  an  electric  railway  system  connecting  New 
.\lbany   and   Jeffersonville.     All    contracts    awarded. 

»luncle  &  I'ortland  Traction  Co..  Muncie,  Ind.  Capital,  $100,000. 
To  build  an  electric  line  28  miles  long.  G.  O.  Driscoll,  of  Muncie, 
president;  Harvey  Letfler.  of  Muncie,  vice-president:  Truman  O. 
Boyd,  of  Portland,  secretary,  and  Nathan  B.  Hawkins,  of  Portland, 
treasurer. 

Fort  Wayne,  Van  Wert  &  Lima  Traction  Co.,  Fort  Wavne,  Ind. 
Capital,  $2,'Xj0.00<i.  Building  Ci  miles  of  Interurban  lines  between 
Fort  Wayne  and  Lima.  (Jhio  &  Indiana  Construction  Co..  Fort 
Wayne,  contractors.  James  Murdock,  of  Lafayette,  ind..  president 
of  new  company;  D.  J.  Cable,  of  Lima,  O.,  vice-president  and  gen- 
eral counsel;  J.  D.  8.  Necly,  of  Lima,  secretary  and  treasurer. 
Directors,  the  officers  and  Henry  C.  Paul,  of  Fort  Wayne;  John  B. 
Chapman.  Pittsburg.  Pa.;  W.  H.  Dufflcld,  Lima,  O.,  and  C.  M.  Mur- 
dock. Lafayette,   Ind. 

•  .'onsoildated  Traction  Co.,  Indianapolis,  Ind.  Capital.  $300,000.  To 
build  and  operate  electric  lines  northwest  of  Indianapolis.  Main 
object  said  to  be  the  absorption  of  lines  now  in   the  territory  named. 

Indiana  Co..  Indianapolis,  Ind.  ('apital,  $l,(X)O,00O.  Will  build  a  belt- 
line  In  lndlanarx>llH.  R.andall  .Morgan,  Thomas  Dolan.  F.  N.  Mac- 
Morrla.  C.   G.    Lalorette.   G.   S.    Martin. 

OH  Belt  Traction  Line.  Hartford  City,  Ind.  To  build  an  Interurban 
line  between  Hartford  f.'lty  and  Falrmount,  line  to  be  operated  by 
Dec.  1.  1!I04.  John  P.  McGeath.  Hartford  City,  W.  M.  Amsden  and 
W.   J.    Hoiiek     of   .Marlon. 

In'1' "     .':■   Cincinnati  Traction  Co..    Indianapolis,   Ind,     Capital, 

ll.!>''  'Tn,   '.'harles    L.    Henry,    William    L.   Taylor,   Theodore 

F.  1:  iim  Marsh,  William  F.  Razee,  Eudoras  M.  Johnson, 
Jam< .....     ,  •  -,.  r . 

MuntlriK'on  *  Winona  Traction  Co.,  Iluntlngton,  Ind.  To  build 
a  ry»-mlli-  il.clrlc  line  from  Hunllngton  to  Sooth  Whitley,  Plerceton, 
Wlnoi,,!  :,  (,ri  Vc.rlh  Webster,  cmncctlnK  at  Winona  and  North  Web- 
»ter  ■■  -'.posi'd  titmht'ji  an<l   l''orl    Wayne  line,  also  connectltig 

at    II  Allh    llie   Fort    Wayne   &    HoulhweHtern   Traction    Co.. 

and   t'  ..I   Huntington  &  Marlon   line-.     'leorge   1.^'e,   president; 

K<lward  1;.  Lower,  vl' i-pre8ldint;  Charles  R.  Banks,  secretary; 
M.    W.    Webster,    Ire.iHiirer;     Ell    L,    Kberhard,    superintendent. 

lri'll;ir,:i  Houtht-rn  Railroad,  Aurora,  Ind.  To  hulld  a  line  from 
[i  to  Aurora,  Versailles  and  OsKood  and  connect  with  the 
ii.  Hhelbyvllle  &  Bouthcrn  Traction  Co.'s  line  at  Grecns- 
' .  ileHvllle. 

J-ift  \\  .lyne,  l.r«KanHport  &  l.aKayette  Traction  Co..  Fort  Wayne. 
Ind.  Capital.  ll.'Wl.WlO.  To  operate  street  and  interurban  railways 
between  Fort  Wayne,  HuntluKton,  Wabash,  Peru,  Logansport,  Delphi 


and  LaFayette.  Horace  C.  Stillwell,  president,  Muncie;  C.  W.  Mc- 
Guire,  vice-president:  Horace  C.  Guthrie,  secretary;  William  C. 
Sampson,    treasurer. 

Elkhart,  South  Bend  &  Chicago  Railway  Co.,  Elkhart,  Ind.  Cap- 
ital, $15,000.  To  build  a  30-milo  electric  line  from  Warsaw  to  Elkhart 
via  Nappanee. 

New    Albany.    Paoli    &    French    Lick   Valley    Traction    Co.,    French 


Winona,  Warsaw.  Elkhart  &  South  Bend  Traction  Co.,  Elkhart, 
Ind.  Capital,  $4oo,000.  To  build  an  electric  line  between  the  cities 
named  in  the  title.  S.  F.  George,  president:  George  W.  Scott,  vice- 
president;  Charles  W.  Gethart,  treasurer;  S.  A.  Collins,  secretary 
and   manager. 

INDIAN   TERRITORY. 

Lehigh  Traction  Co.,  Colgate,  I.  T.  Capital,  $300,000.  To  construct 
electric  line  from  Atoka  to  Coalgate  by  way  of  Lehigh  and  several 
other  mining  towns.  Charles  Copeland,  of  McAlester,  and  David  J. 
Y'oung,   of  Fort  Smith. 

IOWA. 

Marshalltown  Electric  Street  &  Interurban  Railway  Co.,  Marshall- 
town,  la.  Capital,  $25,000  W.  E.  Sloan,  B.  L.  Weil,  A.  G.  Glick,  H. 
P.   Densel,   Charles  Glick.  George  R.   Estabrook  and  P.   E.   Glick. 

John  U.  May  Electric  Railway  Co.,  Clinton,  la.  To  build  an  electric 
line  from  Clinton  to  Davenport.  John  U.  May,  president;  Miss  Mary 
Harrah,   vice-president  and  treasurer;     J.  J.    Melchert,  secretary. 

Cedar  Falls  &  New  Hartford  Electric  Railway  Co.,  Cedar  Falls, 
la.  Capital,  $300,000.  To  build  an  electric  i-ailway  between  the  towns 
named  in  the  title.  W.  G.  Bruen,  A.  P.  Humburg,  John  C.  Welling, 
Blewett  Lee  and  Frank  L.   DeLay. 

Chariton,  Knoxville  &  Southern  Railway  Co.,  Chariton,  la.  Capital, 
$100,000.  To  build  an  electric  railway  from  Chariton  to  Knoxville  and 
later  extend  to  Corydon.  S.  H.  Mallory,  president:  J.  S.  Bellamy, 
Knoxville,  vice-president;  Eli  Manning,  secretary;  F,  R.  Crocker, 
treasurer. 

Atlantic,  Villisca  &  Grant  Railway  Co.,  Atlantic,  la.  Capital, 
$26,000.  To  build  a  36-mile  line  between  the  cities  named.  E  C 
Pinkney,  president. 

Clarinda,  College  Springs  &  Southern  Railway  Co.,  Clarinda,  la. 
Capital,  $100,000.  To  build  a  130-mile  line  from  Blanchard  to  Des 
Moines  via  College  Springs,  Clarinda  and  Winterset.  E.  B.  Dunham 
Louis  A.   Coburn,   Chadron,   Neb.;     D.   J.   Alwater,   Chicago,    111. 

Des  Moines,  Mt.  Ayr  &  Southern  Electric  Railway  Co.,  Des  Moines 
la.  Capital,  $600,000.  To  build  an  interurban  from  Creston  to  Mt.  Ayr 
F.  E.  Sheldon,  president;  J.  F.  Wall,  vice-president;  II.  c.  Beard, 
secretary;     Clyde   Dunning,    treasurer. 

Davenport  &  Western  Electric  Railway  Co.,  Davenport,  la.  Cap- 
ital, $150,000.  U.  P.  Hord,-  president  and  general  manager,  Aurora, 
111.;  F.  Y.  Keator,  vice-president  and .  treasurer:  W.  B.  Snyder, 
secretary. 

KANSAS. 

Kansas  City,  Olathe  &  Southwestern  Suburban  Electric  Railroad 
&  Power  Co.,  Kansas  City,  Kan.  Capital,  $10,000.  To  build  an  electric 
line  between  Kansas  City  and  Olathe. 

Union  Electric  Railway  &  Construction  Co.,  McPherson,  Kan.  To 
build  an  electric  line  connecting  McPherson,  Newton,  Arkansas  City 
and  intermediate  points  with  Wichita.  The  traffic  will  be  both  pas- 
senger and   freight. 

KENTUCKY. 

Louisville  &  Interurban  Railway  Co.,  Louisville,  Ky.  Capital, 
$500,000.  To  operate  several  electric  lines,  which  will  revert  to  the 
Louisville  Railway  Co.  T.  J.  Minary.  J.  B.  Speed.  Atllla  Cox,  John 
Stiles,    Harry  Bishop,   Clarence  Dallam   and  J.    M.   Julbcrt. 

Brownsboro  Railway  Co.,  Louisville,  Ky.  Capital,  $25,000.  To 
build  an  electric  line  on  the  Brownsboro  pike  from  Louisville  through 
the  counties  of  Jefferson,  Oldham,  Henry,  Trimble,  Shelby,  Spencer 
Nelson  and  Bullitt.     Clayton  W.   Blakely. 

LOUISIANA. 

Shreveport  &  Suburban  Traction  Co.,  Shrcveport,  La.  Capital 
$100,000.  To  build  a  trolley  road  in  Shreveport.  John  R.  MUler  Wil- 
liam  S.    Lambert,  Herman  Hedberg,   Austin  Miller,  C.   L.    Bland. 

New  Orleans  &  Southwestern  Railroad  Co.,  New  Orleans,  La.  Cap- 
ital, $2.(11X1.000.  To  construct  an  100-mlle  interurban  line  to  connect 
New  Orleans.  Thibodaux,  Lockport.  Raceland,  llanna  and  Shrelner. 
The  road  will  handle  the  heaviest  class  of  freight.  C.  I'.  Shever, 
president:    C.   P.  Young,  general  manager. 

MAINE. 

Maine  &  New  ll.-iini>shlre  Railroad  Co.,  Uiddeford,  Me.  Capital, 
$400,000.  To  build  a  UO-nille  electric  line  from  Iliram  tliruugh  Standish, 
Cornish,  Leaminglun  and  Dayton  to  BIddel'ord,  with  branches 
through  Limerick,  Waterboro,  Newlield,  Shopleigh  and  Acton.  George 
B.  James.  Boston;  A.  C.  Kennelt,  Conwav,  N.  11.;  E.  10  Hastings 
and  Henry  Andrews,  Fryeburg,  Me.;    Leslie  C.  Cornish,  Augusta,  Me. 

Auburn,  Mechanics  Falls  &  Norway  -Street  Railway  Co.,  Auburn 
Me.  Capital,  $100,000.  To  build  a  24-mlle  railway  to  be  operated  by 
electricity  or  compressed  air.  Frederick  li.  Wilson,  Brunswick; 
Frank  E.  Southard,  Bath. 

MARYLAND. 

Princess  Anne  &  Deals  Island  Light.  Power  &  Railway  Co.,  Prin- 
cess Anne,  Md.  Capital,  $200,000.  To  construct  a  2n-mllo  electric  rail- 
way from  Princess  Anne  through  Somerset  county  to  Deal's  Island. 
Hampden  P.  Dashllcld.  president;  VVIIIIam  F.  Lankford,  secretary: 
II.  P.  JJaslilleld,  Oliver  T.  Benucamp,  Roger  Woolford  and  S.  Frank 
iJashlleld,    executive  ctunmlttee. 

Cumberland  Narrows  Electric  Railway  Co..  Cimiherlanil.  Md.  Cap- 
ital, $20,000.  To  construct  an  electric  line  lp<-lween  Narrows  Park  and 
the  Baltimore  &  Ohio  depot  at  Cumberlaiul.  H.  II.  Koch,  lieiijanilu 
A.  Richmond,  Harry  10.  Weber,  1).  J.   Blackslnne  arul  Rl(-h,-ird  S.   Bell. 

Baltimore  &  Bel  Air  Electric  Railway  Co.,  Halllniore,  Md.  Capital, 
$500,00(1.  To  build  an  electric  railway,  for  both  passc-ngi-r  anil  freight 
service,  to  connect  with  the  ITnltcd  Railways  &  Electric  Co.  .S.  A. 
WllllamB,  George  L.  Van  Bibber,  John  D.  Worthlllglon,  Harold  Walsh 
and   J.    A.    Shrlver. 

Baltimore  &  Chestertown  Railroad  Co.,  Baltimore,  Md.  Capital, 
$7.5,0(Xl.  To  build  an  elr-(-trli-  rullwuy  friun  ClicHlr-rton  to  Rock  Hall 
and  T(ilr-hc-sler  Bc-ai-h.  II.  R.  Kollierglll.  Wllnilugliin.  Del.;  IL.rcourl 
N.  Trimble,  Pblliiilelphla,  and  Thomas  k.  ihibbard.  Ki-iit  <  uiiiity, 
Del. 

MASSACHUSETTS. 

Sandwhdj,  llyannls  &  Chatham  Street  Hallway  Co.,  Mldilleboro. 
Mass.  To  build  a  line  from  Sandwich  Stullon  (<i  Jt  point  neal*  ("hat- 
ham  Light,  a  distance  (»f  45  mllcH.  The  lino  will  practh-ally  b(!  an 
extension  of  the  MIddleboro,  Wareham  4i  Buzzard's  Hay  Street  Rail- 
way   line. 

Ilav<!rhlll  &  Andover  Street  Railway  Co..  Haverhill,  Mass.  Capital, 
$K0,00o,    To  build  un  electric  lino  between  the  points  named. 


17(1 


STREET  RAILWAY  REVIEW. 


'Vol.   Xlir,  No.  3- 


M-.i.l.  M.....I  .V    ManviTS   SIroct    Railway  Co..   MiilJfn.   Mas*,     (•uiilliil, 
Jl»'w«'     T..   bull. I  an  .I.M  trie  lliu-  through   Maiden.   Saiiguii,    I,.vnnlli-ld, 

'"}t^'x.:^^n!^l:^::u^'^^^^'^^^-y  ^-o-  «-at  I.a,rl„B..n.  M««. 
CupIIhI  iuv.iw.  To  l.ull.l  an  i-lictrlc  llni-  from  Lopakf.  N.  >•■  '"  "V 
.•omu"  Irut    riv.-r.    na-HlnK    Ihrongh    .Mount     W  aBhUiKlon.     hKr.mont. 

^/■•eat     Harrl„Kto.>,    Mont.r.v.    ..tl».     .N.  w     Marll.oro     S.,,....«...u 

.\Kuwani.     K    <••   Tart.   .South    KKr.monl.   .Ma»a,.   lii;»lili-nl 
wfll.   Cinat    llurrluKtun.    ».irilur.\  ;     \\ .    •' 
irfasurir:     II.    K.    K.lili.   .M.iuiii   W  a»liiiiKi 

Ml.lill.ton  &   L>aliv.-r»  Stn.l   Hallway   fo 
tX.uUK.     T.I  liullil  irn  Ll.-itrlc  railway   lutw. 

Worc.Bt.'r  .4   ll.il.liMi  Sli.tl  Hallway  (_... 


ittiwk-k     anti 
,    ().   C.    Uld- 

DaU.II.    8.iutli    Ktsriinont. 

1.    .-.MiHultliiK    .-nnln.'.-r. 

Ml.l.ll.'ton.   .Maoii.    Cupltal. 

n   th."  point*,   luimod. 

Wori.Kt.r.    .Ma.sM.    Capital. 


Jlou.uuu.     To  ImlUl  an  .iKlit-inllf  .l.ii'rlc  railway   In    Wor.eiil.-r.     K.  J. 
Duiiicluiis  and  t).    K.    I'utnain.  ,     „  ,. 

l-omord    .4    l  hilmi.f..rd    Stri.l    Railway    Co..    Concord.    Muss.     Cap- 
ital   tarotxw     To  build  un  i-l.'ctrlc  road  through  Concord,  chulinsford 
and   •.•urilalp.      Fred.Tlik    Wlnsor   and    oth.rs. 
MICIIIC.AN. 

International  Transit  C...  Sault  Stc.  Mark-  Ml.h  Ciranlod  a  char- 
ter to  construct  electric  railways  al  Sault  Ste.  .Marc,  both  on  he 
American  an.l  Canadian  sides.  In  the  Interest  or  the  iVinsolldated 
Like  SuperL.r  Co.  Honds  to  the  amount  of  iW.im  have  been  sold. 
A  ferry  lln.'  across  the  St.  Mary  river  will  be  operated  In  connection 
with  the  railway.  „        ,         ,,         ,     ,  .,,  . 

Jackson    «i     ll.illle    Creek    Tracll.iij    Co..    Jackson.     Mich 
Jl,.Viu.t«x..     To   construct    a    lliie   between    the   cltlesiiamed 


Capital. 

.Ines    In 

n   turned  over  to  new  company. 


operation   between  the  cities  have   been   turned  over  to  new  company 

C     M     Spltzer.    president,    and    A.    I..    Spltzer.    vice-president,    both    of 

Toledo,   i..:     N.   S,  l-o.ter.    treasurer,   and   ^■J^-y-yCr^-:;^'':}';!!:"' 


Jackson.  The  olHccrs  nam.'.l  and  \V,  A.  Boland.  William  Robinson 
and   Horton  C.    Rorlck.   of  Toledo,  ale  directors.  „      ,,    ,      ,0,1.,  ,««i 

Mlohlsan  Central  Traction  Co..  I.anslnK.  .MIcll.  Capital  iM.im. 
To  build  an  electric  line  betw.cn  I.anslnK  and  Baltic  treek.  t.  !• . 
I'angburn   and   A.   J.    White,   of   Uattle   Cre.k.    Mich.  

Lirand  Rai.ids.  Lan.slng  .V:  Rattle  Creek  KIcctrIc  Railway  Cn  Giand 
Rapids.  .Mich.  Capital.  K.'M>.mt.  To  build  an  .;lcctrlc  lin.'  '"^^iween 
Cran.l    Kiiplds.    Charlotte.    UinslnB    and    Battle    Creek.      W .    A.    bmltn 

"  Detn'l't"''Monn.JTa^ie.lo  Short  I.lne  Co..  Detroit.  Mich.  Capital 
KiKjouw  Kor  the  purpose  or  aciuirlng  the  Toledo  &  Monroe  Ry.  and 
exteiidlng  It  to  Detroit.  E.  M.  lA.wler.  Matthew  Slush  .Mt.Cleinens; 
Charles  R.  Hannah.  Council  HlulTs.  la.;  Slm..ti  J  Murphy,  C  J. 
Relllv.  Arthur  lllll.  Saginaw:  Clarence  A.  Black.  A.  1-.  !• .  White. 
J.    M".    Muikcy    and    Kllsha    11.    KUnn.  ~      ,     ,,, 

Adrian  &  Northwestern  Railway  Co..  Adrian.  Mich.  To  build  an 
electric  railway  from  Adrian  to  Jackson.  O.  B.  Bowcn.  11.  bmltn. 
1..  S.  Darling  and  J.  F.  Lewis.  Addison.  Mich. 
MIN.VESOTA. 
Mankalo.  Minn.  A  franchise  for  a  street  railway  to  St  Peter  vii 
Kasota.  a  distance  of  12  mil.s.  was  granted  in  November.  19«2.  U.  P. 
Hord  and  K.  Y.  Keal.ir.  of  Aurora.  111.  Later  the  line  will  be  ex- 
tended   toward    Minneapolis. 

Minnesota  &  Iowa  Electric  Railway  Co..  Preston,  Minll.  liicoi- 
porated  in  January,  1W2.  Capital.  »,illO.0C0.  To  build  loO  miles  ol  iii- 
terurbun  electric  lines  this  season  from  Decorah,  la.,  to  St.  Paul  via 
Preston.  Judge  H.  R.  Wells,  president;  R.  E.  Thompson,  vice- 
president;  H.  Nupson,  treasurer:  S.  A.  Langum,  secretary. 
MISSISSIPPI. 
Jackson  Belt  Line  Railway  Co.,  Jackson,  Miss.  Capital.  $200,000. 
J.   B.   Harris,  president;    J.   S.  Hamilton,  general  manager. 

MISSOURL 
Kansas    City.    Parkvllle   &    St.    Joseph    Railway    Co.,    Kansas    City, 
Mo      To   build   an   electric   interurban    line   to   connect  cities   named, 
and   to    build   a   t5«>.i)00   bridge   over    the    Missouri    river.     N.    B.    Has- 
hrouck.   of   Cleveland,    secretary. 

Kansas  City  Outer  Melt  &  Electric  Railroad.  Kansas  City.  Applied 
for  incorporation.  To  build  lu-mlle  electric  line  in  Clay  and  Jackson 
counties  A.  J.  Stillwell.  Kansas  City.  Kan.;  B.  X.  Simpson,  Kansas 
City.   .Mo.,  and  D.    W.   Mulvanc.   Topeka.   Kan. 

Kansas  Citv,  Dallas  &  olathe  Railway  Co..  Kansas  City,  Mo. 
Capital  JoOO.WKi.  To  build  an  electric  line  between  the  cities  named. 
Wlllard   E.    Winner.    H.    C.    Pest  and   A.   A.    Potter.  o      ..    1 

St.  Louis  County  Street  Railway  Co..  St.  Louis.  Mo.  Capital. 
JoOOUO  To  build  a  double  track  electric  railway  system  from  the  city 
limits  on  the  Olive  Street  road  to  Crcve  Coeur  Lake.  Directors, 
Judge  Henry  W.  Bond,  P.  E.  I-'lannagan,  A.  W.  Fleming  and  William 
Schneider,  of  St.  Louis;  Jacob  G.  Hawken.  of  Klrkwood,  and  George 
P.    .\utenrleth,   of  Clayton.  _,„„      ,„      i.    .,. 

Missouri  Central  R.  R.  Glasgow.  Mo.  Capital,  $1,000,000.  To  build 
an  194-mlle  electric  road  between  Brooklield  and  Cuivrc  Springs,  and 
ultimately  connect  with  Kansas  City  and  St.  Louis.  Survey,  maps. 
proHle  and  engineers  estimates  completed.  George  B.  Harrison, 
president:  Edwin  M.  Price,  vice-president  and  treasurer:  W.  H. 
Chase,  general  manager:  Charles  A.  Loomls.  general  counsel;  How- 
ard Ellis,   secretary.  ^      „ 

West  Olive  Street  Railway  Co.,  Clayton.  Mo.  Capital,  J2o,000.  To 
build  an  electric  line  from  the  city  limits  of  Clayton  to  Crcve  Coeur 
Lake  W  Carl  Feld,  C.  O.  Glers  and  W.  J.  Jones,  Central.  Mo. 
Carrollton    Water,    Light   &    Railway    Co.,    Carrollton. 


Mo. 


.„„    .  .  Capital, 

$l«)l)iji>7  To  aciuirc  the  street  railway,  electric  lighting  and  water- 
works system  of  Carrollton.  Herndon  Ely.  presl.lcnt;  T.  L.  West, 
vice-president;     P.    L.  Trotter,  secretary;    J.   T.    Mar-shall.    treasurer. 

MONTANA. 
Helena    Light   &   Traction    Co..    Helena.    Mont.     Capital,    $2,'.0.000.     To 
build    and   operate   street    railways   In    Helena,    and    t.i    furni.sh    power 
for  lighting  and  Industrial  purposes.     A.  Marlowe  and  H.   M.   Parthon. 

NEBRASKA. 

Omaha  &  Council  Bluff.s  Street  Railway  Co..  formerly  Omaha  & 
Florence  Street  Railway  Co.,  Omaha,  Neb.  Capital  Increased  to 
$15  000.000.  To  take  over  Omaha  Street  Railway  and  the  Omaha  & 
Council  Bluffs  Hallway  &  Krhlge  Co..  and  to  build  extensions  to 
Blair,  Fremont,  Plattsmouth.  Wahoo.  Lincoln  and  Grlswold,  la. 
J.   &  W.  Seligman,   New   York,   backers.  „      ,     , 

Omaha.  Decatur  &  Northern  Railway  Co..  Omaha.  Neb.  Capital, 
$1000000  To  build  an  electric  railway  through  the  counties  of  Doug- 
las Washington.  Hurt.  Thurston  and  Dakota.  C.  E.  Burlow,  A.  M. 
Anderson.    E.    11.    Martin,    H.    D.    Bryan.    P.    P.   Gordon.    W.    H.    Lewis 

and   others.  

NEW    HAMPSHIRE. 

Pelham  &  Derry  Electric  RaHway  Co..  Pelham.  N.  H.  Incor- 
porated to  build  an  electric  line  from  Lowell  to  Manchester,  through 
Windham  and  Derry.  with  a  branch  to  Derry  Depot.  F.  M.  Wood- 
liurv.  of  Pelham.  __,      , 

KtHngham,   Brentwood  &   Kingston  Street  Railway  Co..   Effingham, 

Nashua  &  Ilollls  Electric  Railway  Co..  Nashua,  N.  H.    To  build  an 
electric  railway   between   tlie   places  named. 


Lii.liH.l.I    &    Hudson    .<<ir.rt    Railway   Co..    Oolti   Kalta.    N,    H.     To 


.  t    railway 

I  Mirh.irn   Si 

I  .     Candia 

Iniild  un  el.M 


plucea  named  In  the  title. 

Co.,    D.iver,    N.    H. 
1     Street     Railway     Co.,     Deerneld, 
>    betwe.'ii  the  places  named. 


NEW    JERSEY. 
.New  Jersey   Southern  Gas  &    Electric  Co. 


I'llman,   N.   J.     Capitol. 

lawoiio.  T.p 'build  an  eleitiic  road  rr.un  Mantua  to  Pitman  to  be 
.onncct.'.l  by  the  roa.l  fr.iin  Vlneland  through  Clayt..n  and  l.,laiuiboro. 
Alfred    M.    Mosslall.    J.    II.    .McNeal.    R.    .M      An.l.rMon. 

Ellaaibethport.  Amboy  *  Long  Branch  Hallway  Cc.  Lllzabethport. 
n"  J  Cabltal.  $.'ii)O.0(«i.  To  1.1.1  f..r  fr.mchlse  across  the  proJe.te.l 
l.rl.lgc  at  Perth  Ainl)oy.     Andi.w   KIrkpatrl.k,   Edwin   iMirman,   W.   J. 

EasVon  &  Washington  rraetlon  Co.,  Washington, ..N.  J.  Cui.ltal, 
»l,iPW,(W.      To    build    a    system    of    eliMlrlc    lines    connecting    t,aHtun, 


porat.irs.     J' 


>hn  A.   Rlgg  and   W. 
To  build   12-mile  exten- 


Eldel  ami  George   H.   .Martin, 
Light    also    Inler.-sl.d. 

J.rsey  Central  Tra.tlon  C....   Keyport.  N.  J. 

.«ion    from    Keyport    t..    Heil    Hank.     Th..ma»    B.    Hall,    Keyport 

.\tlantic  City  .'i  Suliurlan  Traction  C.i..  Atlantic  I  Ity,  N.  J.  lup- 
ilal  $iliO.l.0<l.  To  bidl.l  an  IS-mlle  electric  railway  from  Atlant  c  (ity 
to  Pieasantvllle.  with  hriinch  al..ng  bay  shore  to  connect  suburban 
l..wns.  E.  R.  Sponsler,  Harrlsburg,  Pa.:  C.  Taylor  Leland,  Phlla- 
d.'l'.hia    and   A.    M.   Jordan,    Atlantic   City.  ^    ., , 

People  s  Traction  Co..  Camden.  N.  J.  Capital,  $175,000.  To  build 
electric  railways  In  New  Jersey.  1.  A.  Swelgaril.  Atlantic  City;  W. 
c    Parry    Halncsport,  .N.  J.;    J.   K.  Tougher.  Philadelphia,  Pa. 

Camden.  Atlantic  (^  ity  &  Chelsea  Passenger  Hallway  Co.,  (.^amden, 
N  J.  Capital,  $2SO,oi«i.  To  build  an  elect  rli-  line  to  connect  Atlantic 
il'ty,'  Chelsea    and    other    towns.  ,,.,    ,«nnn 

Delaware  Valley  Traction  Co.,  Atlantic  City,  N.  J.  Capital,  $25,000 
To    build    an    electric    line    from    Atlantic    City    to    Pieasantvllle    and 

'"iJlwark"  Elkton  &  Eastern  Shore  Electric  Railway  Co.,  Newark. 
.X  J  Organlz.d  to  build  an  electric  line  from  Newark  to  Elkton. 
Chesapeake  CItv  and  along  the  eastern  shore  of  Maryland.  Direc- 
tors John  G.  Williams,  Albert  Constable,  Jr.,  Joshua  Clayton,  Joseph 
H.   Steel   and    Charles   S.    Elliason. 

NEW    YORK. 
Union  Traction  Co.,  Medina.  N.  Y.    To  build  a  30-mlle  electric  road 
from    Batavla    to    Oakrteld.    Smithvllle,    Wheatvllle,    Alabama    Center, 
Shelby    Center,    Medina.    Ridgeway.    Lyndonvllle,    Yates,   County    Line, 
Somerset  and   Olcott.     Fred    L.    Downs,    M.dlna     N.    Y.  „„  „„, 

Canlsteo,  Jasper  &  Woodhull  Railway  Co..  Jasper.  N.  Y.  Capital, 
$250,000.  To  build  a  12-mlle  electric  railway  from  Canlsteo  to  Jasper. 
G.   M.  Stuart,  of  Canlsteo;    C.   E.   Brown,  of  Jasper,  and  M.   W.  Com- 

**  Mine  °la.  Rostvn  &  Port  Washington  Traction  Co.,  Port  Washington. 
N  Y  Capital  $150.1*0.  To  build  a  10-mlle  surface  ele.trlc  line  from 
Mineola  "to  Port  Washington.  Directors,  1.  11.  Odell,  Freilerlck  H. 
.arker.  Jacob   Besant  and  G.   P.   Harrington,  of  New   York  l-lty. 

Bulls  Head  &  Annadale  Beach  Railroad  Co.,  New  York.  N.  Y. 
Capital  $2."iO,000.  To  build  an  eight-mile  electric  railway  from  Bull  s 
Head,    in   Richmond    Borough,    to   Annadale    B.>ach. 

Suburban  Railway  Co.,  New  Y.>rk  City.  Capital,  $100  000.  Directors. 
J.  C.  Simon,  William  Ballin  and  Max  Cohen,  all  of  >;>■'"„  \"^^-^ 
Syracuse  &  Ontario  Railroad  Co..  Syracuse.  N.  \.  Capital.  $100,000. 
To  build  an  electric  railway  through  Baldwlnsvllle.  West  Phoenix, 
Fulton  Minetto  and  Oswego.  Charles  M.  Warner,  president;  A.  K. 
Peck,    tre.-isurer;     W.    B.    Rockwell,   general   manager.  ,.,.-„  rym 

The  Cross  Country  Railroad  Co.,  Flushing,  N.  Y.  Capital.  $i)0,000. 
Has  filed  an  amended  certirtcate  of  incorporation,  including  a  ma- 
terial enlargement  of  its  plans.  It  is  proposed  to  build  lo  miles  of 
road  through  Flushing,  Whltestone.  Willets  Point,  College  Point  and 
Jamaica.  Joseph  F.  McClean,  Andrew  A.  Halsey,  Theodore  Bernard. 
Charles  H.  Kellev,  George  F.  Keller,  James  Crowley,  Francis  Bacon, 
James   Irwin   and    Charles    Brandon,    of    Brooklyn. 

Burney  Traction  Co..  Salamanca.  N.  Y.  Capital.  $a0.000.  To  operate 
an  electric  railwav   in  Salamanca.     Andrew  J.   Edgett.   president. 

Forest  Park  Railway  Co..  Troy,  N.  Y.  Capital.  $20,000.  To  build 
a  two-mile  electric  line  from  Ford  street  to  Forest  Park  _C emetery. 
Directors.  Joseph  A.  Loggett.  Jacob  V.  Jacobs,  Arthur  G.  Sherry, 
E.  W.  Marvin.  T.  D.  Ilustcd.  G.  D.  Baltimore.  Charles  E.  Gardner. 
John  W.  Cravcr  and  Northrop  R.   Holmes  ,     ,,      »,      .^       r.„„i.„i 

Vermont  &  Whitehall  Railway  Co..  W  hiteliall.  N.  T.  Capital. 
$500,000.  To  build  an  electric  railway  from  Whitehall  to  the  \ermont 
state  tine.  Daniel  A.  Slatter,  J.  Osgood  Nichols,  K.  C.  Mourhous  and 
L.  W.  Baldwin,  of  New  York  City,  and  Ezra  A.  Tuttle,  of  Brooklyn. 
The  Chautaurpia  Traction  Co.,  Lakewood.  N.  Y.  Captal.  $500,000. 
To  build  a  17-mile  trollev  line  from  Lakewood  to  Mayvllie,  passing 
through  the  Chautauqua  AssemW.v  grounds.  „   ,     „  nnn  nn<i      t« 

South  Shore  Traction  Co..  Patchogne.  N.  Y.  Capital,  $2,000,000.  To 
build  a  road  from  Jamaica  lo  Brook  Haven.  R.  Lee  Shntuft.  Arthur 
C  Hume  James  A.  H..wes.  S.  B.  Thompson.  C.  G.  Perot,  Samuel 
W'orthington.    Edward    Phillips,    Charles    H.    Davis  .    xi    -ir 

Brockport.  Niagara  &  Rochester  Railway  Co.,  of  Brockport.  N.  Y. 
Capital  $SiXi«iO.  To  build  an  electric  railway  14  miles  long  between 
Rochester  and  Medina.  Frederick  Beck.  Brockport:  William  Shleld.s. 
Watervillc-  S  J  Spencer,  J.  L.  Boch  and  Steven  J.  O  Gorman,  Buf- 
falo; John  Helling,  Rochester;  Samuel  VV.  Smith,  Holly,  and  G.  L. 
Smith.   Glade    Run.    Pa. 

NORTH   CAROLINA. 
Peoples  Transportation   &   Power  Co..   High   Point,   N.  C.     Capital. 
$500  000.     To  build  a   local  system  of  electric  railways.     D.  A.  Waters 
and  C.  E.  Elder,  of  Philadelphia,  and  E.  D.  Steele,  of  High  Point. 

OHIO. 


rn'tcrurban  t^onstrucllon  Co..  Toledo.  O.  Capital.  $10.000000.  To 
promote  and  construct  electric  railways,  build  brldg.>s.  telephone  and 
telegraph    lines,   etc.  ,    „        „       ,,         .-.  r^      rv^ 

Portland  Peninsula  Electric  Railroad  Co.,  Bowling  Green,  O.  To 
build  an  electric  railway  from  Port  Clinton  to  Marblehead  ami  Lake- 
side via  Oak  Harbor  and  Elsmore.  Charles  I.  York.  Dr.  W.  M.  ful- 
ler   Dr    F    N    Rogers,  R.  A.   Realty  and  Charles  M.  Draper. 

Zane.wUle  Railway,  Light  &  Power  Co.,  Zanesville,  p.  Capital. 
$1000  000.  To  build  an  extensive  local  system  of  electric  railways. 
George  H.  Warrington.  John  Ross,  E.  F.  Gunthcr  and  Thomas  D. 
Braxton,    jr.,   all   of   Cincinnati.  «„.,,.  1 

Youngslown  &  Southern  Railroad  Co.,  Y  oungstown,  O.  To  build 
an  electric  line  from  Y-oungstown  to  Slruthers  and  Polan.!.  H.  G. 
Hamilton,  E.  H.  Moore,  J.  Gordon  Cook,  James  McNally  and  Thomas 
Connell. 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


171 


Sandusky  Southwestern  Railway  Co.,  Wapakoneta,  O.  Capital, 
$1.0(XU»00.  To  construct  an  electric  railway  from  Wapakoneta  to 
Sandusky.  Telegraph  and  telephone  lines  will  also  be  constructed. 
S.  \V.  McFarland.  Frederick  O.  Ulseu,  Samuel  P.  Douglas,  William 
H.  Wyke  and  lihamer  E.  Yariieli.  of  Toledo. 

Fort  Wayne,  Bluffton  t*c  Richmond  Traction  Co.,  Versailles,  O. 
Incorporated  to  build  an  t-leciric  line  between  Fort  Wayne  and  Rich- 
mond, Ind.  F.  X.  Schaffer,  president;  Charles  Durst,  secretary; 
K.   C.   Manier.   treasurer. 

Cincinnati.  Dayton  &  Fort  Wayne  Railway  Co..  Dayton,  O.  Cap- 
ital. tLiXiMiiii'.  To  build  an  electric  line  from  Cincinnati  to  a  point 
at  Van  Wert  county  on  the  Indiana  line,  where  a  connection  will  be 
made  with  another  road   to   Fort   \Va>ne,   Ind. 

People  s  Rapid  Transit  Co.,  Toledo.  O.  Capital,  $100,000.  To  build 
an  electric  railway  from  Toledo  to  Cincinnati  with  spurs  to  Columbus 
and  Fort  Wayne.  -  J.  W.  Morgan,  president  and  general  manager; 
A.  Merkley.  tirst  vice-president ;  I-.  J.  Weadock,  secretary ;  Adam 
Bu  rger.    treasurer. 

Toledo.  Fayette  &  Western  Railway  Co..  Toledo.  O.  Capital.  $10,000. 
To  build  an  electric  line  from  Fayette.  Fulton  county,  through  Ful- 
ton anti  Williams  counties  to  the  state  line.  Luther  AUen,  Francis 
McMillan  and  Carlos  M.  Stone,  of  Cleveland,  and  Frank  E.  and 
Janies  K.  Seagrave.  Charles  E.  French  and  Charles  F.  Franklin,  of 
Toledo. 

Youngstown  &  Ohio  River  Railroad  Co..  Salem.  O.  Capital.  $10,000. 
To  construct  dnd  operate  an  electric  road  from  Youngstown  to  East 
l-iverpool.  S.  Fishel.  Ernest  Mueller.  Max  P.  Goodman,  Charles 
Zucker.   H.   Schmidt   and   L.   A.   Stuut. 

Mansfield  &  Eastern  Traction  Co..  Mansfield.  O.  Capital.  $300,000. 
To  build  40  miles  of  single  track.  The  road  will  consist  of  two 
branches  and  be  operated  under  the  names  of  the  Mansfield.  Mifflin 
and  Ashland  Electric  Railway  and  the  Manslield.  Hayesville  &.  Woos- 
ter  Railway.  The  line  from  Mansfield  to  Ashland  will  be  open  for 
tralflc  about  June  1.  1903.  The  Petersburg  Lake  Farm,  halfway 
between  the  cities,  will  be  improved  for  a  pleasure  resort.  W.  J. 
Pent 2.  Cleveland,  president;  J.  W.  Galbraith.  secret arv ;  James  J. 
McGulre.   treasurer;     Charles   Miley,   general   manager.   Mansfield,  O. 

Greenville.  Bradford  t\:  Covington  Traction  Co..  Greenville,  O.  To 
build  an  electric   railwa.\'    from   Greenville   to   Co\ington. 

Cleveland.  Akron  &  Southern  Fast  Line.  Cleveland.  O.  Capital, 
llu.U'O.  To  build  an  electric  railway  from  Clevehind  to  Akron,  and 
also  tij  extend  to  Canton  and  Massillon. 

Mansfield.  Wooster  At  Canton  Traction  Co..  Mansfield,  O.  Capital, 
Jl".'""».  To  build  an  electric  line  from  Mansfield  to  Canton.  George 
M.   Billman.  J.   M.   Downey  and  George  H.  Taylor. 

I'incinnali.  Hamilton  A:  Indiana  Traction  Co.,  Hamilton,  O.  To 
build  an  electric  railway  frfim  Hamilton  to  Oxford  and  College  Cor- 
ner, where  connections  will  lie  made  with  otlier  roads,  offering  a 
direct  route  from  Cincinnati  to  Indianapolis.  John  C.  Hooven,  of 
Hamilton. 

Delaware  &  Magnetic  Springs  Railway  Co.,  Magnetic  Springs.  O. 
Capital.  $J00.O0O.  To  construct  railways  to  be  operated  by  electricity 
or  other  motive  power,  except  steam.  F.  W.  Stonecipher,  M.  H.  Mc- 
Farland and  J.   A.   Odell.   all  of   Pittsburg. 

Toledo.  Port  Clinton  &  Lakeside  Electric  Railwav  Co..  Toledo.  O. 
<"ai.ital.  $liMMt.  To  build  an  elt-ctric  line  from  Toledo  to  Milbury, 
Klnuirt*.  Oak  Harboi'.  Port  Clin  ion  and  Lakeside.  H.  R.  Klauser,  P. 
Mc4'rary.   L.    E.   Flory.  H.  S.    Landis  and   I).    H.  James. 

Kenton  He  Southern  Railway  Co..  Kenton.  O.  Capital.  $600,000.  To 
operate   an  electric  railwa>'   between   Kenton   and    Bellefontalne. 

Middlerteld  &  Sharon  (Pa.)  Electric  Railway  Co..  Middlefield.  O. 
A  franchise  has  been  granted  for  an  electric  railway  through  Bloom- 
Held.  Greene.  Gustavus,  Farmdale  and  Five  Points,  the  line  to  be  in 
operation   by  Jan.   1.   ItKM. 

('anion  &  New  Philadelphia  Railway  Co.,  Canton.  O.  To  build  a 
23-nille  line  from  Massillon  to  New  Philadelphia,  via  Navarre.  Beach 
City,  Strasburg  and  Canal  Dover,  Phillip  L.  Saltonstall,  president; 
t'hauncey  Eldridge,  secretary  and  treasurer.  W  State  St.,  Boston, 
Mass. 

Cincinnati.  Dayton  &  Fort  Wayne  Railway  Co..  Dayton.  O.  Capital. 
tl.iKW.Ow.  To  construct  an  electric  line  between  the  cities  named. 
Samuel  F.  George.  Charles  W.  Gebhart,  James  E.  Welliver,  Benjamin 
H.   I>evy   and  Gustave   F.   GiehU*. 

CarrolUon,  I^julsvllle  &  Cincinnati  Traction  Co.,  Cincinnati,  O.  Cap- 
ital.  r/JO.OOO.     Col.    Albert   S.    Berry,    Newport.    Ky. 

Norwood.  Oakley.  Madisonville  &  Red  Bank  Traction  Co.,  Cincin- 
nati. O.  Capital.  $liXf.*JOO.  To  build  a  system  of  electric  lines  in  the 
suburbs  of  Cincinnati.  David  Davis.  Captain  Peter  Eichels,  Red 
Hank;     L.   M.   Strafer,   E.    W.    Harrison  and  A.    E.    Carr,   Cincinnati. 

Western  Reser\'e  Traction  Co..  Cleveland.  O.  Capital,  $10,000.  To 
build  an  electric  line  at  Warren,  o.  Thomas  E.  Willard.  E.  J.  Fin- 
ney. A.   H,  Gebert,  Conway   W.   Noble  and   M.   A.   Lander. 

Greenville  Union  City  Traclinn  Co..  Dayton.  O.  Capital.  $10,000.  To 
build  an  electric  railway  from  Greenville  to  Union  City.  J.  E.  Lowes, 
John   Felght  and  W.   H.  Gebhart. 

Cincinnati.  Mllford  &  I^oveland  Traction  Co..  Cincinnati,  O.  Cap- 
ital, ITW.fM*.  To  build  an  electric  railway  between  the  cities  named 
In  the  title.  H.  B.  Krueger,  H.  Nevln  Roberta,  J.  M.  Wilson,  C. 
Aithbrook   and    H.    L.   Gordon. 

Ohio  &  Pennsylvania  Traction  Co..  Cleveland.  O.  Capital.  $10,000. 
To  build  an  electric  railway  from  Cleveland  via  Warren  to  Sharon,  Pa. 
F.  B.  Kraufle.  F.  L.  Krnuse,  Charles  C.  Gilbert.  C.  C.  Daughertv  and 
L.   A.   Calklnit. 

OKLAHOMA. 

South  Oklahoma  City  Street  Railway  Co..  Oklahoma  City,  Okla. 
Capital.  tJ^.tUfd.     S.   Hooker.  T.   N.  Thompson  and   H.   C.   Schillings. 

Mountain  Park  Electric  Hallway  Co..  Mountain  Park.  Okla.  Capi- 
tal. tS»MX*>.  To  build  an  eledrlo  line  between  Wiklman  and  Mountain 
Park,  a  dlHtance  of  If.  mites.  R.  D.  Simpson,  G.  J.  Galena.  Mark 
RoberlMon  and  J.  C.  Brown. 

ONTARIO. 

I»ndon.  Aylmar  &  North  Shore  Electric  Railroad  Co..  London.  Ont. 
cai.iial.  to'W.W*.  To  coriHlruet  electric  lincH  through  Middlesex  and 
Khm<'X  countleii.  Ontario,  with  K-rmlrl  al  Port  Btirwell  and  London. 
.1  K  Howird  and  J.  H.  Hitchcock,  of  New  York;  Frank  HasHler  ami 
Fr.'Ierlek  Httrheock.  or  Detroit.  Mlelr.;  W.  A.  D<irland.  of  rjranri 
iiitt.UiM.    MIeh  .   and   N.    K.    l.yim.   of   Aylmar.    Onl  .    dlreciors. 

MabiKa  Suburban  Railway  Co.,  Toronto.  Ont.  '.'apital.  $2,r/i0.000. 
To  build  an  eleeirle  railway  Hyxlem  In  the  Huburlm  of  Toronto.  Sir 
K(<  hard  Carlwrlghl  Peter  Ryan.  Enoch  ThompHon  and   E.   L.  Sawyer. 

OHEGO.V. 
Rowrhunc  Blreet  &  Suburban  Railway  Co..   RoHeburg.  Ore.     Capital, 
nw.W),    To  build  a  J5-mlle  electric  line.     8.  C.   Flint  and  F.  F.  Alley. 

PENNSYLVANIA. 

Th*i  Philadelphia  St  Tn-nton  Rapid  TrauHlt  Railway  (Uk.  Philadel- 
phia, Pa.  Capital.  H2.WJ.  To  bulb)  iiii  ejeeirb-  line  In  Philadelphia 
lo   connect    wllh   the  Trenton   &    BriMtol    tln<'  at    TorrcMdale. 

York  Ar  GettydburK  Street  Railway  Co..  York.  Pa.  To  build  a  trol- 
b-y  line  from  York  to  GettyHbnrg  via  Kaat  B«rlln.  C.  J.  BaHehore. 
K  J.  Wllkfcii.  C.  N.  LlKgeKH,  E.  M.  Blddle.  Jr.,  J.  L.  Zuk  and  J  H. 
Hhap«*ly. 


Wellsville  Street  Railway  Co..  York,  Pa.  Capital,  $25,000.  To  build 
a  trolley  line  from  Dover  to  Wellsville,  being  an  extension  of  the 
York   Traction  Co.'s   system. 

Sharon  &  West  Middlesex  Street  Railway  Co.,  West  Middlesex,  Pa. 
Capital.  $50,000.  To  build  an  electric  railway  from  Wheatland  to 
West  Middlesex.  R.  Montgomery,  president;  W.  Perkins,  William  J. 
Mclntyre.  R.   Hastings  and  N.  A.   Norris.   directors. 

Warren  &  Jamestown  Electric  Railroad  Co..  Warren,  Pa.  Capital, 
noo.iW.  To  build  a  10-mile  line  between  the  cities  named  in  the  title. 
D.   H.  Siggins,  J.   M.   Siegfried  and  H.  M.   Preston,  directors. 

Blue  Ridge  Traction  Co.,  Slatington,  Pa.  Capital,  $50,000.  To  build 
an  eight-mile  electric  line  from  Slatington  lo  Danielsville.  J.  S. 
Mayer,  of  Bethlehem. 

Jefferson  Street  Railway  Co..  Reynoldsville,  Pa.  Capital,  $G5,000. 
To  build  an  eight-mile  electric  railway  from  Reynoldsville  through 
Wishaw  to  Big  Run.  Directors.  J.  A.  Whitman,  G.  G.  Johnson  and 
L.  J.   Macdonald.  of  Punxsutawney.  and  B.  M.  Clark,  of  Brookville. 

Hazleton.  Weatherly  &  Mauch  Chunk  Traction  Co..  Mauch  Chunk. 
Pa.  Capital,  $100,000.  To  construct  an  electric  railway  between  points 
named,  a  total  distance  of  15  miles.  Weatherly  and  Wilkesbarre  cap- 
italists are  interested. 

Lancaster  .fe  York  Furnace  Electric  Railway  Co..  Lancaster,  Pa. 
Capital,  $225,000.  To  build  an  electric  line  from  MiUerville  to  York 
Furnace,  the  line  to  form  a  link  in  the  proposed  chain  of  street 
railways   between    York   and    Lancaster. 

Eiibrata  <&  Lebanon  Traction  Co.,  Lancaster.  Pa.  Capital.  $125, OUO. 
To  build  an  electric  line  from  Ephrata  to  Lebanon,  Pa.  R.  R.  Bard, 
S.  S.  Hauenstein.  S.  D.  Erb.  A.  E.  Lane.  Henrv  Westerhoff,  Martin 
Kinports.  T.  A.  Wilson  and  S.  S.  Wissler.  Messrs.  Hauenstein  and 
Lane  and  Daniel  Munshower.  of  Ephrata,  comprise  the  commission 
lo  solicit  stock  subscriptions. 

Johnstown  &  Geistown  Passenger  Railway  Co.,  Johnstown,  Pa. 
Capital.  $42,000.  Has  applied  for  charter.  To  construct  an  electric 
railway  through  to  the  South  Fork  and  build  a  pleasure  park.  Joseph 
Ruth,  president;  Jacob  Grosch.  secretary;  Charles  J.  Hoffman,  treas- 
urer. 

Fairhaven  &.  Georgetown  Railway  Co.,  Georgetown,  Pa.  To  con- 
struct a  45-mile  electric  line  from  Six  Mile  Ferry  via  Allegheny  to 
Georgetown.  Estimated  cost.  $3,000,000.  Final  surveys  made  under 
supervision  of  L.  D.  Barnes,  of  Pittsburg.  Walter  S.  Reed,  secretary 
of   the   Moreland   Trust  Co.,    Pittsburg,   is   president. 

West  Chester.  Kennett  &  Wilmington  and  Kennett  &  Oxford  Rail- 
ways, Kennett  Square.  Pa.  To  build  28  miles  of  new  lines.  G.  W. 
Taft.  president;  D.  D.  Phillips,  secretary  and  treasurer.  B.  F.  Wick- 
trsham.  contractor. 

PORTO   RICO. 

Porto  Rican  Railway  &  Power  Co.,  San  Juan,  P.  R.  Has  been  or- 
ganized by  the  Vandergrif  Construcfion  Co..  of  Philadelphia,  and  has 
been  granted  a  concession  to  build  an  electric  railroad  between  Ponce 
and  San  Juan,  and  to  use  exclusively  several  waterfalls  along  the 
line   to  develop   power. 

SOUTH    CAROLINA. 

Augusta  &  Columbia  Railway  Co..  Columbia,  S.  C.  To  build  an 
electric  line  from  Columbia  to  Augusta,  passing  through  Aiken. 
James  U.  Jackson.  W.  B.  Smith  Whaley,  W.  H.  Lyies,  Henrv  Buisl, 
Walter  M.   Jackson.   E.    B.   Clark. 

Winnsboro  &.  Rock  City  Electric  Railway  Co.,  Winnsboro,  S.  C. 
Capital,  $r)0.000.  To  build  an  electric  line  from  Winnsboro  to  the 
granite  (piarries  in  Fairfield  county. 

SOUTH    DAKOTA. 
Electric    Railroad    Securities    Co.,    Huron,    S.    D.      Capit,il,    $5,000,000. 
S.   M.  McDonald,  Thomas  M.   Kenyon,  Philip  Lawrence. 

TENNESSEE. 
Tennessee  Interurban  Electric  Railwav,  Nashville,  Tenn.  Capital. 
$3,000,000.  This  is  a  consolidation  of  the  Nashville  &.  Columbia  and 
Nashville  &  Gallatin  electric  railways,  for  the  purposes  of  extending 
the  lines  to  a  total  length  of  }VJ  miles.  C.  W.  Ruth  aiul  Frank  Has- 
kell. Pittsburg;  J.  H.  Connor.  J.  P.  Fulcher  and  John  H.  McMlllin, 
Nashville;  Van  Leer  Polk.  Paris.  France;  D.  I).  Spillers.  Gallatin; 
J.  M.  Dedman  and  Major  W.  J.  Whitthorne,  Cohimhia,  Tenn.  Frank 
P.    Bond  Is  secretary. 

TEXAS. 

Tcxarkana  Traction  Co..  Texarkana.  Tex.  Capital,  $100,000.  E.  J. 
Spencer,   R.   W.   Rogers.   W.  C.    Wade  and  others, 

Palestine  Traction  Co.,  Palestine.  Tex.  Capital.  $150,000.  To  build 
a  system  of  suburban  railways.  E.  J.  Spencer,  of  St.  Louis;  J.  S. 
TrItle,  M.   C.   Wade  and    \V.  R.   Rogers,  of  Texarkana. 

Sherman,  Tex.  A  company  is  to  be  Incorporated  with  a  capital  of 
$3.0<)0,iH)0  to  build  a  double-track  electric  road  from  Sherman  to  Waco, 
a  distance  of  about   bin  miles. 

Metnniolitan  Street  Railway  Co.,  Dallas.  Tex.  Capital,  $4,500,000. 
To  construct  and  maintain  electric  railways  in  Texas.  C.  E.  Tripp, 
A.  K.  Bonta,   Henry  C.  Coke,   C.  F.   Byrne,  John  Frost. 

El  Paso  &  Southwestern  Railway  t'o.,  El  I*aso,  Tex.  Capital, 
$2,000,000.  To  build  a  slx-mlle  electric  railway  to  connect  El  Paso  with 
the  Mexican  border. 

Beaumont  Traction  Co.,  Beaumont.  Tex.  Capital,  $600,000.  To  build 
electric  railways  In  and  about  Beaumont  and  to  build  a  union  depot. 
Ben  Johnson.  Natclie/,.  Miss.;  Morris  liloek,  W.  P.  Ellison  and  C.  F. 
Chester.  lieaiimont  ;  G.  J,  B;ilrlwin,  Savannah,  Ga.;  H.  L.  Rogers. 
Boston. 

UTAH. 

Salt  Lake  &  Suburban  Kallway  Co.,  Salt  Lake  City,  Utah.  Capital. 
$.'.i)0.iKji!.  To  build  40  miles  of  eh-ctrlcr  railways,  to  cost  $20,000,  connect- 
ing with  I'Very  smeller  In  the  county.  J.  H.  Powers,  president,  and 
A.    V.   Taylor,    treasurer  anri   attorney. 

VERMONT. 

Franklin  Counly  Tracllon  Co..  St.  Albans.  Vt.  Capital.  $200,000. 
To  operate  an  electric  line  Ihrougb  St.  Albans,  Georgia,  Fairfax. 
Westford.  Mllt(»n.  CoN-heHler  and  Essex.  J.  J.  Flyini,  E.  E.  Carpenter 
anil    A.    A.    Hall,    Monlpeller. 

A  compiiny  has  been  iueorporjiled  lo  build  an  electric  line  between 
Benidnglon.  Vt..  iind  North  Adams.  Mass..  a  distance  of  19  miles, 
t.'apllal.  $]50.WKi.  Arthur  J.  Dewey,  VV.  H.  Ilradford,  Fred  S.  Pratt, 
of   Bennington,   and    Gardner   T.    Parker.    Pown.il,    Vt. 


Seattle 


WASHINGTON. 

Wash.      ArlleleH    of    Incorjioratlon    have    br-en    filed    U<: 


an 


II.  ;\  11  leieM  01  iiicfjrporaiion  uji ve  01 -en  uifii  lor  at 
Interurban  line  from  Heallle  to  Everett,  a  distance  of  33  mllcH.  Cap- 
ital. $l.r.(Hi.O(ni.  M.  D.  llayncH,  James  E.  McMurray,  Fred  E.  Sander 
and  <'harlen   K.   Hhepard. 

Puget  Hound  lOlectrlc  Railway  Ctt..  Pugel  Hound.  Wash.  Cnpllal 
InerenHf-d  (o  $l.ri<Mi,000.  Tr»  operatr-  eb-etrlc  rnllways.  pow<*r  and  llghf- 
Ing  plants.  Prenton  Player.  Nathan  H.  DanlelH,  Jr.,  Howard  L.  Itog- 
ers.    Henry    R.    I  layH.  George  (!.    Kiiglatnl   and   olliers. 

Kverett  At  HnohonilHb  Rafild  TniiiHlt  Co..  Everett,  Wash.  Cnpllal. 
$:t.OiKl.o<Xi.  To  build  between  Hh*  towns  named  In  the  title.  Charles  K, 
Green,  Seattle, 


172 


STREET  RAILWAY  REVIEW. 


IVou  xni.  No.  3- 


WEST    VIUOINIA. 
South    I'arki'raburii    Kloctrlc    Riiilwny    Co..    rarkcraburg,     W.    Va. 
Cnpltul.   IIOU.UOO.     Jou    Fuicy.    WenCon.    W.    Vll. ;     O.    L.    Frits,    W.    U. 
I'eterkin,  John  Moamnun  unci  J,  P.  CamiU'ii.  rurkvrHliurK 

WISCONSIN. 

Southorn  WlHconwtn  IntiTurbuii  Railway  Co.,  Jant'H\  llh*.  Wis.  Cni>- 
llul,  tS.«i«,    To  liullil  uii  uUlIiIc  IIiiv  from  Juiu'svlllf  lo  .MuiJIsoii. 

MaillHoii  &  NorllieaaU'rn  Kallroail  Co.,  Maillsoii.  Wla.  Capital, 
r-5.<M'.  To  project  an  InttTorttan  t-k'ctrlc  lino  out  of  Madlrton.  which 
will  nltlniatcly  be  extended  to  Herlln.  a  dlatanee  of  IWi  nillesi,  K. 
Halley,  of  Waupaca;  A.  1.,.  JIutchlnHon.  of  Weyonwege,  and  W.  K. 
Keider.  of  Sun   I'ralrle. 

Knox  Construction  Co.,  Green  Bay,  Wis.  Capital,  $12,000.  To  build 
and  operate  an  electric  railway  from  Green  Hay  lo  Kaukauna  by 
way  of  iJe  Tere,  and  to  furnish  power,  IlKhl  and  heat  for  commercial 
purposes.      It.    11.  Stebblns,   U.    1...   I'arker,  Jerome  H.   North. 

I.,a  Crosse  &  Northern  Hallway  Co.,  l,a  Crosse,  Wis.  To  construct 
an  electric  line  from  1-a  Crosse  to  Winona,  for  passenRers  and  live 
stock.  B.  K.  Kilwards,  W.  S.  Carglll.  I'eter  Valler,  G.  Van  Stcenwyk, 
M.   Kunk, 

l.a  Crosse  &  Southwestern  Railroad  Co.,  La  Crosse,  Wis.  Caj.ltal, 
$!*w.uwt.  To  construct  and  operate  a  road  by  electricity,  steam  or 
other   motive    power..     PasseiiKer,    freight,    express    and    mall    service 


are  provided  for.  Joseph  Borchort.  D.  11.  Palmer,  John  P.  Reeve, 
John  IJ.  Taylor.  K.  C.  lllKbee.  all  of  La  Crosse,  and  F.  A.  Cummlngs 
and  James  Turnerk,  of  t.'hleago. 

Kast  Wisconsin  Traction  Co.,  Green  Hay,  Wis.  Capital,  150.000.  To 
operate  In  (.irecn  Hay,  De  Pere,  Two  Rivers  and  Manitowoc.  William 
K.  Paul  and  i'hcster  U.  Cleveland,  Jr.,  of  Oshkosh,  and  Daniel  M, 
Maxey,  of  \Vashburnc. 

CUBA. 

Havana  &  Jalmanltas  Railway  Co.,  Havana.  Cuba.  Franohlsea 
have  been  granted  to  Park  &  Hamilton,  of  Voungstown,  u.,  for  a  mod- 
ern electric  railway  system  In  Havana  and  suburbs.  Associated  with 
Park  &  Hamilton  are:  Devllt,  Tremble  &  Co.  and  11.  W.  McDonald 
&  Co.,  Chicago;  O.  K  Penhalc  &  Co.  and  II.  W.  Whipple,  New  York; 
W.  J.   llayncs  He  Sons,  Cleveland, 

Cuba  Securities  Co.,  Santiago,  Cuba.  Capital.  tMI,0OO,00O.  To  build 
an<l  o|>erate  railroads  and  electric  railroads  111  Cuba.  William  C 
Whitney,  Samuel  Thomas,  p.  A.  C  WIdener,  Thomas  F.  Ryan,  E.  J, 
Llerwlnd   and   Sir   William  C.    Van    Home. 

QUEBEC. 

Valleylleld  Electric  Railway  Co.,  Valleylleld,  Quebec,  Can.     To  build 

an  electric  line  In  the  counties  of  Ulanharnols.  Huntington  and  Cha- 

teauguay.     S.  A.   Bradner.  Daniel  Dion,  J.  M.   Deschenes  and  George 

H.  Thibautt. 


NEW  PUBLICATIONS. 


TESTS  OF  REINFORCED  CONCRETE  BEAMS,  \V.  Kcndrick 
Halt.  This  is  an  authorized  reprint  from  the  copyrighted  Proceed- 
ings of  the  American  Society' for  Testing  Materials.  Vol.  II,  1902. 
It  is  in  pamphlet  form  and  contains  20  pages. 


PRELIMINARY  REPORT  on  the  Income  Account  of  Railways 
in  the  United  States  for  the  year  ending  June  30,  1902,  prepared  by 
the  statistician  to  the  Interstate  Commerce  Commission.  Paper 
cover,  72  pages.     Washington  Government   Printing  Office. 


THE  PENNSYLVANIA  RAILROAD  has  issued  a  pamphlet 
containing  a  list  of  the  transportation  lines  owned  and  operated  by 
it  during  the  year  1902.  This  is  a  book  of  40  pages  and  lists  a  total 
of  19,720  miles  of  track,  of  which  10,556  are  main  track  and  5,916  sid- 
ings. 


BULLETIN  NO.  32.— REPORT  OF  COMMITTEE  ON 
RO.\D\VAV.  Issued  by  the  American  Railway  Engineering  and 
Maintenance  of  Way  association.  This  report,  which  was  issued 
in  advance  of  the  fourth  annual  convention  of  the  association  held 
at  Chicago,  March  17-18,  1903,  comprises  27  printed  pages,  and  is 
divided  into  two  sections :  i.  Historical  data  relative  to  roadway 
construction  for  railroads.  2.  A  modern  specification  for  the  con- 
struction of  roadway. 


THE  JOURNAL  OF  ELECTRICITY,  POWER  &  GAS,  of  San 
Francisco,  Cal.,  celebrated  the  new  year  by  the  publication  of  a 
special  annual  number  which  contains  124  pages  of  reading  matter. 
The  principal  articles  in  ihis  number  are  "The  Laying  of  the  Ameri- 
can Trans-Pacific  Cable,"  "The  Generating  Transmission  and  Dis- 
tribution Systems  of  the  Edison  Electric  Co.,  of  Los  Angeles, I'he 

Gas  and  Electric  Systems  of  South  Yuba"  and  the  "Systems  of  the 
United  Electric,  Gas  &  Power  Co.,  of  Santa  Barbara." 


STONE  &  WEBSTER  RAILWAY  AND  LIGHTING  PROP- 
ERTIES, 1903.  A  pamphlet  of  50  pages  bound  in  flexible  leather. 
Published  by  Stone  &  Webster,  Boston,  Jan.  i,  1903.  This  book 
contains  maps  and  data  covering  the  questions  most  commonly  asked 
regarding  the  various  railway  and  lighting  properties  which  are 
under  the  management  of  Stone  &  Webster.  The  information  given 
includes  fifteen  properties  in  operation  and  seven  that  are  not  yet 
in  full  operation.  A  valuable  appendi.\  consists  of  a  number  of  sug- 
ecstions  for  the  guidance  of  those  desiring  to  transfer  stock. 


SCIENCE  ABSTRACTS.  This  interesting  digest  of  engineering 
publications  will  in  future  be  published  in  two  sections.  Section  A, 
embracing  light,  heat,  sound,  electricity,  chemical  physics,  electro- 
chemistry, physics  and  astronomy,  and  Section  B,  embracing  steam. 
gas,  oil  engines,  automobiles,  balloons,  air  ships;  electrical  engineer- 
ing including  traction,  lighting,  telephony  and  telegraphy.  The  Amer- 
ican Physical  Society  is  now  joined  with  the  Institution  of  Elec- 
trical Engineers  and  the  Physical  Society  of  London  in  the  direc- 
tion of  this  publication  and  has  chosen  Prof.  E.  H.  Hall,  of  Harvard 
University,  as  its  representative  on  the  publishing  committee.  The 
subscription  price  will  be  18  shillings,  or  $4.50  for  each  section  sep- 
arately, including  the  index,  and  for  the  two  sections,  30  shillings. 


or  $7.50.  Members  of  the  American  Institute  of  Electrical  En- 
gineers will  in  future  be  able  to  secure  a  reduced  subscription  price 
through  the  secretary  of  the  Institution.  Science  Abstracts  is  pub- 
lished at  82  Victoria  St.,  Grosvenor  Mansions,  London,  Eng, 


THE  GENERAL  ELECTRIC  CO.  has  recently  issued  the  fol- 
lowing publications:  Index  to  Bulletins,  Jan.  i,  1903.  Bulletin  No. 
4289,  superseding  No.  4248,  "Small  Alternating  Current  Motors." 
Bulletin  No.  4304,  superseding  No.  4243,  "Induction  Motors."  Bul- 
letin No.  4305,  superseding  No.  4254,  "A  Series  Alternating  Sys- 
tem." Bulletin  No.  4306,  "Rotary  Converters  for  60  Cycles  per  Sec- 
ond." Bulletin  No.  4307,  "Alternating  Current  Generator  Panels  for 
Circuits  of  1150  and  2500  Volts."  Bulletin  No.  4309,  "Small  Plant 
Switchboards."  Bulletin  No.  4310,  'Incandescent  Lamps  for  Street 
Car  Headlights."  Catalog  and  price  list  Nos.  7569,  7570,  7571,  on 
"Fuse  Boxes,  Blocks  and  Cut-Ouls,"  "Repair  Parts  of  G.  E. — S2-A, 
Railway  Motors"  and  "Parts  of  Carbon  Feed  Enclosed  Arc  Lamps 
Form  3,  for  Alternating  Current  Multiple  Circuits."  Flyer  No. 
2106,  "A  Street  Lamp  Bracket  for  Series  Incandescent  Systems." 
Flyer  No.  2108,  "Attaching  Plugs."  Flyer  No.  2109,  "Combined 
Socket  and  Attaching  Plug."  Flyer  No.  2110,  "Porcelain  Junction 
Boxes  with  Fuses."  Also,  "The  Test  by  Fire,"  a  16-page  pamphlet, 
425/2  X  7  in.,  describing  the  effect  on  transformers  of  a  recent  fire  at 
.'\tlaniic  City,  "Series  Enclosed  Arc  Lamp  Street  Lighting  Systems," 
a  40-pagc  pamphlet,  5x8  in.,  and  "Transformers  at  the  Pan- Ameri- 
can and  Other  Expositions,"  a  32-pagc  pamphlet,  5x8  in. 


THE  CINCINNATI  CAR  CO. 


Tlie  Cincinnati  Car.  Co.,  organized  Dec.  31,  1902,  for  the  sole  pur- 
pose of  manufacturing  cars,  has  acquired  the  commodious  plant 
built  for  the  Cincinnati  Street  Railway  Co.,  at  what  was  the  once 
famous  "Chester  Park  Race  Track,"  at  Winton  Place,  O.,  just  out- 
side the  Cincinnati  corporation  line.  The  plant  was  comprehensively 
described  in  the  "Review"  in  March,  1897,  page  181.  The  company 
is  equipped  to  build  surface  and  intcrurban  cars,  complete  with 
trucks  and  motors,  and  has  already  booked  orders  for  66  cars,  40 
of  which  are  of  the  double  truck,  open  pattern,  13  and  15  benches; 
16  closed  intcrurban  cars,  8  enclosed  city  cars  and  six  9-bench  open 
cars. 

The  company  ctn  set  up  in  its  erecting  shop  forty-eight  40-ft.  cars 
at  one  time,  and  the  paint  shop  has  capacity  for  sixty  40-ft.  cars. 
Other  departments  arc  equally  spacious  and  include  a  machine  shop, 
blacksmith  shop,  foundry  and  mill  room.  The  mill  room  has  been 
recently  entirely  equipped  with  up-to-date  machinery. 

The  officers  of  the  Cincinnati  Car  Co.  are:  President,  George  H. 
Warrington;  vice-president  and  general  manager,  Robert  Dunning; 
secretary,  S.  C- Cooper;  treasurer,  W.  H.  Mac.Mister. 


On  March  15th  the  Chicago  General  Railway  Co.  issued  to  passen- 
gers transfers  purporting  to  be  good  on  certain  lines  of  the  Chicago 
City  Ry.  and  of  the  Chicago  Union  Traction  Co.  The  Chicago  Gen- 
eral Ry.  leases  certain  tracks  from  the  other  two  companies  and 
claims  that  under  the  city  ordinances  the  latter  are  compelled  to 
honor  transfers  given  to  passengers  paying  full  fare  on  these  leased 
lines.  These  transfers  were  not  recognized  by  the  City  Railway  and 
the  Union  Traction  companies. 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


173 


PERSONAL. 


MR.  E.  J.  ZIMMER  has  been  appointed  received  for  the  Chicago 
General  Railway  Co.  to  succeed  Mr.  Frank  H.  Sellers,  resigned. 

MR.  T.  K.  GLENN,  vice-president  and  secretary  of  the  Geogia 
Railway  &  Electric  Co.,  has  also  been  appointed  general  manager  to 
succeed  Mr.  D.  A.  Bclden. 

MR.  ALEXANDER  HOLLEY  RUDD  was  on  March  ist,  ap- 
pointed assistant  signal  engineer  in  the  department  of  maintenance 
of  way  of  the  Pennsylvania  Railroad. 

MR.  A.  L.  DRUM,  assistant  manager  of  the  Union  Traction  Co.. 
of  Anderson,  Ind.,  has  removed  to  Indianapolis  to  give  his  personal 
attention  to  new  work  of  the  Indianapolis  Northern  Traction  Co. 

MR.  B.  S.  JOSSELYN,  general  manager  of  the  Hudson  Valley 
Railway  Co.,  of  W'aterford,  N.  Y.,  has  resigned  to  become  genera! 
manager  of  the  Union  Terminal  Railway  Co.,  with  headquarters  at 
Siou.x  City,  la. 

MR.  ALONZO  F.  WALTER,  general  superintendent  of  the 
Michigan  Traction  Co.,  of  Kalamazoo,  Mich.,  has  resigned  because 
of  poor  health.  His  successor  is  Mr.  F.  E.  Tobe,  of  Battle  Creek, 
who  acted  as  superintendent  during  Mr.  Walter's  illness. 

MR.  GEORGE  B.  SHEPLEY,  who  has  been  in  charge  of  line 
and  track  work  for  the  Worcester  (Mass.)  Consolidated  Street 
Railway  Co.  for  two  years,  severed  his  connection  with  that  com- 
pany March  I  to  enter  a  partnership  with  Mr.  Edward  Smith,  con- 
tractor. 

MR.  C.  O.  FITCH,  chief  electrician  of  the  Hudson  Valley  Railway 
Co.,  of  Watcrford.  N.  Y.,  has  resigned  to  go  to  Omaha,  Neb.,  to  re- 
sume his  old  position  as  chief  electrician  of  the  Cudaby  Packing 
Co's.  plants.  Mr.  Robert  L.  Fryer,  of  England,  succeeds  Mr.  Fitch  at 
Waterford. 

MR.  GUY  W.  BUXTON,  who  has  been  for  some  time  connected 
with  the  New  York  office  of  the  H.  W.  Johns-Manville  Co.,  has 
been  recently  appointed  auditor  of  that  company,  the  branches  of 
which  are  located  in  Mihvaukee,  Chicago,  St.  Louis,  Pittsburg. 
Cleveland,  New  Orleans,  Boston  and  Philadelphia. 

MR.  W.  J.  BARNES,  for  two  years  electrician  of  the  Toronto 
Suburban  Street  Railway  Co.,  Ltd.,  of  Toronto  Junction,  Can.,  has 
resigned  to  accept  a  position  with  the  Aurora,  Elgin  &  Chicago 
Railway  Co.,  of  Aurora,  111.  His  associates  at  Toronto  Junction 
presented  him  an  address  and  a  gold  watch. 

MR.  M.  J.  KENNEDY,  general  superintendent  of  the  Montreal 
Street  Railway  Co.,  of  Montreal,  Que.,  has  resigned  and  will  estab- 
lish a  business  of  his  own.  With  the  exception  of  five  years,  1886 
to  1S9T,  when  he  was  with  the  Twin  City  Rapid  Transit  Co..  of 
Minneapolis,  Minn.,  Mr.  Kennedy  has  been  employed  by  the  Mon- 
treal Street  Railway  Co.  since  1877. 

MR.  CHESTER  P.  WILSON,  who  is  well  known  to  many  of 
our  readers  from  his  former  connection  with  the  Sioux  City  and 
Milwaukee  street  railway  companies,  and  who  has  more  recently 
been  in  South  Africa  as  general  manager  in  charge  of  the  construc- 
tion of  electric  railways  for  an  English  syndicate,  has  been  ap- 
pointed superintendent  of  the  Lackawanna  &  Wyoming  Valley  Rail- 
way Co.,  of  Scranton,  Pa. 

MR.  E.  H.  KE.ATING.  manager  of  the  Toronto  Railway  Co..  of 
Toronto,  Can.,  has  been  appointed  to  the  commission  to  inquire 
into  and  report  upon  the  proposed  drydock  at  Montreal.  Mr.  Keat- 
ing superintended  the  construction  of  the  Admiralty  dock  at  Hali- 
fax, N.  S.,  and  has  been  consulted  about  many  other  docks  and  har- 
bor works  on  this  continent.  His  new  duties  will  in  nowise  inter- 
fere with  his  railway  work. 

MR.  J,  J.  SULLIVAN  was  elected  president  of  the  American 
Railways  Co.,  of  Philadelphia,  on  February  2Slh,  to  succeed  Mr. 
Samuel  G.  Dc  Coursey,  deceased.  The  vacancy  in  the  board  from 
the  same  cause  was  filled  by  the  choic<  of  Mr.  C.  L.  .S.  Tingley,  who 
was  also  made  second  vice-president.  Mr.  Waller  W.  Perkins  was 
elected  secretary  and  treasurer,  vice  Mr.  Tingley,  and  Mr.  Frank 
J.  Pryor,  jr.,  was  chosen  comptroller  and  assistant   treasurer. 

MR.  WILLIAM  JENNINGS  was  on  March  2d  appointed  me- 
chanical superintendent  of  the  Pacific  Electric  Railway  Co.,  Los 
Angclej,  in  general  charge  of  the  three  departments  heretofore 
known  as  the  mechanical,  power  and  electrical,  which  arc  now  com- 
bined as  the  mechanical  department.  Mr.  Jennings  has  been  con- 
nected with  the  Mexican   International   Railway  Co.    for   19  years 


and  was  superintendent  of  the  mccluuiical  department  for  that  com- 
pany. 

MR.  CHARLES  S.  POWELL,  who  has  been  associated  with  the 
Wostinghousc  electric  interests  since  1893,  and  who,  for  the  past 
six  years,  has  been  manager  of  the  Cleveland  office  of  the  Westing- 
house  Electric  &  Manufacturing  Co.,  has  been  appointed  assistant 
manager  of  the  British  Westinghouse  Electric  &  Manufacturing  Co., 
Ltd.,  and  has  entered  upon  the  duties  of  his  new  position.  His 
headquarters  are  in  the  Westinghouse  Building,  Norfolk  St.,  Strand, 
London,  W.  C. 

MR.  HOWARD  E.  HUNTINGTON  was  on  March  ist  ap- 
pointed assistant  to  the  general  manager  of  the  Pacific  Electric 
Railway  Co.,  of  Los  Anegeles,  Cal.,  and  will  in  the  absence  of  Mr. 
Epes  Randolph  perform  the  duties  and  assume  the  responsibilities  of 
general  manager.  Mr.  Huntington  is  a  son  of  Mr.  H.  E.  Huntington, 
president  of  the  company,  and  has  already  had  five  years'  experience 
in  railway  engineering  work,  being  for  two  years  in  the  engineering 
department  of  the  Southern  Pacific  Ry. ;  he  has  just  spent  a  year 
at  Harvard  engaged  in  special  work. 

MR.  HENRY  C.  PAGE,  who,  for  the  past  two  years,  has  been 
general  superintendent  of  the  Boston  &  Northern  division  of  the 
Massachusetts  Electric  Companies,  has  resigned  to  become  general 
manager  of  the  Berkshire  Street  Railroad  Co.  with  headquarters  at 
Pittsfield,  Mass.  The  Berkshire 
Street  R.  R.  comprises  about  40 
miles  of  track  running  from  Pitts- 
field  to  North  Adams,  and  from 
Pittsfield  to  Lenox.  The  road  has 
been  fully  described  in  recent  is- 
sues of  the  "Street  Railway  Re- 
view." Mr.  Page  began  his  ca- 
reer as  conductor  on  the  old  Lynn 
&  Boston  R.  R.  He  at  once  at- 
tracted the  attention  of  the  man- 
agement, and  was  advanced  from 
position  to  position  until  he  was 
soon  performing  duties  of  consid- 
erable importance  and  responsi- 
bility. He  became  general  man- 
ager    of     the     Newberryport     & 

U.  C   1' A(,  IC 

Amesbury     road    and    was    next 

called  to  take  the  position  of  superintendent  of  the  Salem  division 
of  the  Lynn  &  Boston  road.  During  the  consolidations  of  late 
years  in  eastern  Massachusetts,  he  has  been  given  charge  of  the 
enlarged  systems,  and  as  the  general  superintendent  of  the  Boston 
S:  Northern  division,  he  has  had  charge  of  virtually  455  inilcs  of 
electric  railway  track,  all  located  north  of  the  city  of  Boston.  Mr. 
Page  will  take  with  him  the  best  wishes  of  a  host  of  friends  an<l 
acquaintances,  and  especially  of  the  employees  as  well  as  the  tnan- 
agcmcnt  with  whom  he  has  been  associated  on  the  Boston  &  North- 
ern. Mr.  Page  was  born  in  Brownville,  Me.,  June  19,  1863.  On  his 
retirement  Mr.  Page  was  tendered  a  banquet  at  the  Essex  House, 
Salem,  Mass.,  March  7th.  Mr.  Alexander  H.  Libby,  president  of 
the  Salem  Electric  Light  Co.,  presided  and  Hon.  Joseph  N.  Peter- 
son, mayor  of  Salem,  was  among  the  guests  of  honor. 

MR.  CLOYD  MARSHALL  has  been  appointed  superintendent  of 
electrical  machinery  in  the  Department  of  Electricity  of  the  Loui- 
siana Purchase  Exposition,  and  has  entered,  upon  his  new  duties. 
The  electrical  and  engineering  training  which  Mr.  Marshall  has 
received  has  well  fitted  him  for  the  work  he  has  now  undcrlaken. 
After  graduating  from  the  school  of  electrical  engineering  of  Purdue 
University  in  189s  he  was  retained  as  assistant  in  the'  electrical 
laboratory.  Later  he  resigned  to  become  electrical  editor  of  the 
"Street  Railway  Review,"  of  Chicago,  and,  during  the  period  of 
this  connection,  from  l8<)6  to  1898,  he  served  as  secretary  of  the 
Chicago  Electrical  Association.  Mr.  Marshall  for  two  years  held 
the  position  of  designing  and  testing  engineer  for  the  Jenney  Elec- 
tric Mainifacluring  Co.,  and  then  took  up  experimental  work  for 
the  Railway  Materials  Co.,  of  Chicago.  In  1901  he  accepted  the 
position  of  plant  engineer,  and,  later,  of  engineer  of  the  sales  de- 
partment of  the  C.  W.  Hunt  Co.,  of  New  York.  The  latter  position 
he  has  just  resigned  in  accepting  the  appointment  of  the  World's 
Fair  Directors.  The  record  Mr.  Marshall  has  made  as  a  progressive 
engineer  and  business  man  argue  well  for  the  success  of  the  depart- 
ment of  the  great  exposition  with   which  he  is  connected.     As  has 


174 


STREET  RAILWAY  REVIEW. 


IVoL.  XIII,  No.  3 


already  l)ccii  rtiMtrlcil  in  llii-sc  coliiniiis,  a  fine  electrical  display  at 
the  ex|K)siti<>n  is  already  assured,  llioiigli  tlic  electrical  industry  can 
not  too  carefully  .safeguard  the  opportunity  it  now  lias  of  making 
the  electrical  features  of  the  exposition  overwhelmingly  successful. 
The  directors  of  the  exposition  are  to  be  congratulated  upon  se- 
curing the  services  of  Mr.  Marshall  in  a  capticity  for  which  he  is 
especially  qualified. 

MR.  D  .\.  rtF.l.DI-lN  ha>  lueii  apiiuinteil  Hciieral  manager  nf  llic 
nirmingham  Railway,  Light  and  Power  Company,  to  succeed  Mr. 
George  II.  Pavis,  resigned.  Mr.  Davis  is  of  the  well  known  firm  of 
I'ord,  Bacon  &  Uavis,  Engineers,  New  York,  and  enjoy.'  a  wide 
reputation  as  a  thoroughly  practical  street  railroad  man,  being 
familiar  with  every  detail  of  the  business.  For  the  past  few  months 
Mr.  Davis  has  been  at  Hot  Springs,  Ark.,  seeking  to  regain  his 
health,  which  was  impaired  by  excessive  work.  He  was  advisc<l  by 
his  physicians  to  take  a  long  rest  and  acting  on  this  advice  he  re- 
signed his  position  as  General  Manager  and  as  soon  as  he  is  able 
to  do  so  he  will  go  for  an  extended  tour  in  Europe.  Mr.  Beldcn 
comes  to  Birmingham  from  .Atlanta,  where  he  was  general  manager 
of  the  Georgia  Railw.iy  &  Electric  Company  for  two  years.  Mr. 
Bclden  was  for  a  long  while  manager  at  Aurora,  III.,  and  while  still 
a  very  young  man,  is  thoroughly  familiar  with  street  railroad  work 
from  every  point  of  view  and  will  no  doubt  manage  the  affairs 
of  the  extensive  properties  in  a  highly  creditable  manner.  The 
Birmingham  Company  is  fortunate  in  securing  the  services  of  such 
an  able  successor  for  Mr.  Davis. 

OBITUARY. 


MR.  SIMOND  D.  CASSEL,  electrician  for  the  llarrisburg  (Pa.) 
fraction  Co.,  was  killed  on  February  27th,  by  the  bursting  of  a 
i6-in.  emery  wheel  at  the  Third  St.  repair  shop  of  the  company.  Mr. 
Cassel  has  been  connected  with  this  company  for  14  years. 

MR.  EVERTON  BURRTl  T  ARNOLD,  prominently  identified 
with  the  .\rnold  Electric  Power  Station  Co.,  of  Chicago,  died  March 
glh  at  Lock  Haven,  Pa.,  of  typhoid  pneumonia.  He  was  born  in 
Ashland,  Neb.,  31  years  ago  and  was  educated  in  the  public  schools 
of  his  native  place  and  at  Hillsdale  (Mich.)  College.  From  1893 
to  1895  he  had  charge  of  the  Pumperly-Sarlcy  Storage  Battery  Co. 
factory,  Chicago.  In  1895  he  became  associated  with  the  Arnold 
company  in -a  confidential  capacity.  He  directed  the  financial  part 
of  the  company's  installations,  including  the  Chicago  &  Englevvood 
storage  battery  road,  the  Baring  Cross  shops  of  the  St.  Louis,  Iron 
Mountain  &  Southern  R.  R.,  the  Lansing,  St.  Johns  &  St.  Louis 
Railway  Co.,  and  the  New  York  Central  railroad  shops  at  Oak 
Grove,  Pa.,  where  he  was  stricken  with  illness  10  days  before  his 
demise.  Beside  his  mother,  Mr.  Arnold  is  survived  by  five  adult 
brothers— Bion  J.,  Wayland  L.  and  Ralph  G.,  of  the  Arnold  Elec- 
tric Power  Station  Co.;  Ward  S.,  of  the  Chicago  office  of  the 
Stanley  Electric  Manufacturing  Co.,  and  Harold  W.,  of  the  West- 
ern Electric  Co.— and  one  sister,  Mrs.  Gould,  wife  of  Mr.  D.  C. 
Gould,  of  the  Stromherg-Carlson  Telephone  Manufacturing  Co. 


ACCIDENTS. 


mi 
on 


In  a  collision  of  three  electric  cars  on  the  Peoria  &  Pckin  Ter- 

nal  Railway,  Peoria,  III.,  which  occurred  near  South  Bartonville 
the  morning  of  March  4th,  eight  persons  were  seriously  injured, 
three  of  them  presumably  fatally.  One,  Daniel  White,  a  motorman, 
died.     Misinlcrpreted  orders  and  a  dense  fog  were  held  responsible. 

In  a  grade  crossing  accident  at  Indianapolis,  Ind.,  at  11:30  p.  m., 
March  2d,  14  persons  were  injured.  A  street  car  containing  25  pas- 
sengers was  struck  by  a  string  of  freight  cars  at  the  Indiana,  Deca- 
tur &  Western  railroad  crossing. 

An  interurban  car  collided  with  a  Lake  Shore  fast  mail  train  at  a 
grade  crossing  in  Sandusky,  O.,  February  15th,  resulting  in  the 
wrecking  of  the  car  and  injury  of  four  persons  on  it,  none  fatally. 
.\  slippery  track  was  said  to  be  the  cause. 

Slippery  rails  caused  a  collision  between  an  electric  car  and  a 
stock  train  at  the  Center  Ave.  crossing  of  the  Grand  Trunk  railroad 
in  Chicago,  111.,  on  February  19th.  Four  persons  were  injured.  On 
the  same  morning  a  Halsted  St.  electric  car  and  a  Lincoln  Ave. 
cable  train  came  together  at  the  intersection  of  two  streets  and  10 
persons  were  injured. 


As  a  result  of  a  grade  crossing  accident  in  Newark,  N.  J.,  on  the 
morning  of  February  19th,  nine  school  children  and  the  engineer 
of  the  train  that  crashed  into  their  car  lost  their  lives.  Twenty-five 
others  of  the  passengers  were  injured,  some  of  them  seriously,  as 
was  the  motorman  of  the  car.  The  trolley  car  was  a  special  of  the 
North  Jersey  Street  Railway  Co.,  run  for  the  accommodation  of 
high  school  pupils.  The  train  that  struck  it  was  the  Delaware  and 
Passaic  express  of  the  Delaware,  Lackawanna  &  Western  Railroad 
Co.  The  accident  occurred  at  the  foot  of  Clifton  Ave.  hill,  which 
has  not  a  very  heavy  grade.  The  rails  were  slippery  and  the  motor- 
man  was  unable  to  control  the  car.  It  crashed  through  the  railroad 
safety  gates  and  out  on  the  tracks  in  front  of  the  train.  An  inquest 
by  a  coroner's  jury  was  held  and  there  was  also  an  investigation  by 
Newark  officials  and  leading  biisiness  men.  The  finding  of  the  jury 
charged  the  street  railway  company  with  negligence,  although  it  was 
also  found  that  the  express  train  was  going  too  fast. 

Mr.  Charles  M.  Shipman,  superintendent  of  the  North  Jersey 
Street  Railway  Co.,  staled  that  the  sandbox  on  the  rear  end  of  the 
car  was  two-thirds  full  of  sand  when  be  examined  it  after  the  acci- 
dent and  he  had  no  doubt  the  box  at  the  front  end  contained  sand, 
likewise.  The  sand  is  all  heat  dried  and  runs  freely.  He  also 
stated  that  the  car  was  equipped  with  an  electric  brake  of  the  latest 
pattern  and  there  was  not  the  slightest  doubt  but  that  the  wheels 
were  locked  and  slid  along  as  would  a  sled.  No  brake  could  stop 
it.  Furthermore  a  man  was  stationed  on  the  hill  on  the  morning  in 
question  to  sand  the  tracks,  "and,"  said  Mr.  Shipman,  "there  was 
sand  on  the  tracks."  Mr.  David  Young,  vice-president  of  the  street 
railway  company,  said  that  overcrowding  did  not  cause  the  acci- 
dent. The  car  weighed  30,000  lb.  and  if  it  were  full  the  added 
weight  of  the  passengers  would  have  had  no  cfTcct  except,  perhaps, 
on  a  very  heavy  grade. 


STRIKES  OF  THE  MONTH. 


The  strike  of  the  motormen  and  conductors  on  the  Waterbury 
division  of  the  Connecticut  Railway  &  Lighting  Co.,  reference  to 
which  was  made  in  the  "Review"  for  Feb.  20,  1903,  is  still  on.  On 
the  night  of  March  8lh  a  policeman  was  murdered  on  the  car  he  was 
guarding,  a  non-union  motorman  was  brutally  beaten  and  a  con- 
ductor was  pounded  almost  into  insensibility  by  masked  men,  who 
boarded  the  car  and  fired  revolvers  at  the  occupants.  On  March  2d 
Mr.  Durant,  the  prosecuting  attorney,  who  has  been  directing  the 
arrests  of  the  lawless,  was  attacked  by  two  men  with  clubs  and 
knocked  down.  He  fired  four  shots  at  bis  assailants,  who  escaped. 
On  March  3d  a  night  car  on  the  South  Main  St.  line  was  wrecked 
by  stones  hurled  at  it  and  it  had  to  be  taken  out  of  service.  On 
February  23d  a  motorman  was  knocked  senseless  by  a  stone  thrown 
by  an  occupant  of  a  labor  union  bus.  On  February  20th  six  men 
who  had  participated  in  disturbances  w-ere  fined  from  $15  to  $50  each 
and  another  was  sent   to  jail   for  eight  months. 

March  I4tb  the  Connecticut  Railway  &  Lighting  Co.  secured  a 
temporary  injunction  restraining  the  street  car  union  and  other 
unions  from  in  any  way  interfering  with  the  business  of  the  railway 
company  in  Waterbury.  The  petition  on  which  this  order  was 
granted  asked  for  damages  in  the  sum  of  $20,000.  A  writ  of  at- 
tachment for  funds  of  the  union,  amounting  to  $25,000,  deposited 
in  the  various  banks,  was  granted  pending  a  hearing  on  the  merits 
of  the  complaint. 

The  strike  at  South  Bend,  Ind.,  which  was  noted  in  the  "Review" 
for  February  20th,  is  reported  to  be  practically  over.  Cars  are  run- 
ning regularly  with  new  crews  and  many  of  the  strikers  have  sur- 
rendered their  badges  and  gone  elsewhere  to  seek  employment. 
Public  sentiment  was  aroused  by  the  rioting  of  February  22d,  when 
a  nK.b  of  150  men  tried  to  wreck  the  power  house  of  the  Indiana 
Raih", ay  Co.,  and  injured  four  of  the  seven  men  at  work  there.  The 
police  arrested  30  of  the  rioters,  two  of  them  being  ex-employes  of 
I  be  company. 


A  freshet  at  Rensselaer,  N.  Y.,  early  this  month  crippled  the 
street  railway  service  for  a  time,  although  the  damage  resulting  was 
slight  compared  with  former  floods.  The  Albany  &  Hudson  cars 
could  not  get  into  Rensselaer  and  had  to  land  passengers  in  East 
Grccnbush.  The  United  Traction  Co.,  of  Albany,  experienced  the 
most  difficulty. 


Mar.  20,  1903] 


STREET  RAILWAY  REVIEW. 


175 


THE  WESTINGHOUSE  HORIZONTAL  GAS 
ENGINE. 


The  Westinglioiise  Machine  Co.,  whose  vertical  single-acting  gas 
engine  is  well  known  and  has  been  installed  and  operated  in  various 
classes  of  service  for  several  years  past,  now  enters  the  field  with  a 
horizontal  double-acting  type  of  gas  engine,  built  cither  single  or 
double,  and  resembling  in  form  the  single  or  double  (cross-com- 
pound) steam  engine.  In  Fig.  1  is  shown  a  general  view  of  the 
single-crank  engine,  while  Fig.  2  represents  the  double  machine, 
both  directly  connected  to  electric  generators  mounted  upon  the 
crank  shafts. 

From  the  illustrations  the  resemblance  to  the  modern  high-speed 
tandem-compound  steam  engine  is  quite  noticeable,  and  it  is  stated 


Kll..  1     SINiil.r.   Hh>TlNi.HOl'SK  UdKl/.ONTAL  i;.\S  EN(.1NK 


that  this  resemblance  is  further  carried  out  in  the  matter  of  crank 
effort.  Every  revolution  is  accompanied  by  two  impulses,  one  oc- 
curring at  each  successive  in-stroke  and  out-stroke;  the  engine  oper- 
ates, therefore,  upon  the  four-stroke  cycle,  involving  distinct  periods 
of  admission,  compression,  explosion,  expansion  and  exhaust — a 
cycle  yielding  the  highest  practical  as  well  as  theoretical  thermal 
efficiency  and  economy  of  fuel. 

The  employment  of  the  four-stroke  cycle  involves  a  feature  of 
the  greatest  importance;  that  of  positive  scavenging.  A  com- 
parison of  the  thermal  values  of  natural  and  blast  furnace  gases 
emphasizes  the  necessity  for  pure  working  mixtures.  The  former 
yields  approximately  l.oco  B.  t.  u.  per  cu,  ft.  and  the  latter  only 
100.  Although  the  comparative  weakness  of  the  latter  is  partly 
due  to  the  absence  of  the  highly  calorific 
CH,  (methane  or  marsh  gas),  it  is 
mainly  attributed  to  the  presence  of  CO 
and  N,  l>oth  inert  gases  resulting  from 
previous  combustion. 

The  construction  of  the  engine  under 
description  is  in  many  respects  unique 
in  that  it  departs  materially  from  the 
accepted  European  design  and  embodio 
many  established  features  of  modern 
steam  engine  practice ;  from  crank  to 
cylinders,  the  construction  is  that  of  a 
horizontal  steam  engine  suitably 
strengthened  in  proportion  to  the  in- 
creased maximum  pressure  resulting 
from  the  rapid  combustion  of  the  highly 
compressed  gases.  The  design  of  cylin- 
ders, pistons  ami  valves,  of  course,  de- 
parts materially  from  steam  engine  prac- 
timc.     The  cylinders  arc  double-walled, 

with  the  outer  walls  split  peripherally  to  permit  independent  expan- 
sion and  contraction  without  placing  the  cylinder  castings  under 
itrcss.  The  two  cylinders  are  united  at  the  lop  by  heavy  tic  rods, 
engaging  peripheral  bosses,  and  at  the  bfitlom  by  a  stout  cast-iron 
distance  piece.  The  rear  section  of  the  bed  plate  which  supports 
the  two  cylinders  is  cored  hollow,  with  a  central  dividing  wall,  and 
scrvc»  as  a  reservoir  for  incoming  and  outgoing  circulating  water.  .Ml 
connections  are  piped  directly  to  these  reservoirs,  thus  avoiding  a 
large  amount  of  piping  about  the  engine.  Through  the  bed  plate 
extend  the  four  vertical  exhaust  pipes,  which  connect  itnmc'liatcly 
below  with  an  exhaust  main.     'I'lic  exhaust  passages  leading  from 


the  valve  chambers  arc  cast  integral  with  the  cylinders,  upon  tlicir 
under  sides,  and  are  water  cooled. 

At  the  ends  of  each  cylinder  occur  hori/outal  side  ports  resem- 
bling straight  steam  ports,  which  communicate  with  removable 
combustion  chambers.  The  cylinders  are  closed  by  water-jacketed 
heads,  those  located  between  the  two  cylinders  being  split  dia- 
metrically for  facility  in  inspection  of  the  interior,  and  the  two 
halves  are  united  with  a  ground  fit,  no  packing  being  found  neces- 
sary. This  feature  obviates  the  necessity  for  completely  dismantling 
the  engine  for   inspection. 

The  combustion  chambers  are  independent  castings,  with  plain 
machined  faces,  circular  valve  liner  seats,  and  cored-out  passages 
for  circulating  water.  Both  admission  and  exhaust  valves,  which 
are  of  the  standard  poppet  type,  operate  vertically  and  with  oppo- 
site tlirow.  They  open  by  cam  niove- 
niciit  anil  arc  held  to  their  scats  by 
spring  pressure.  The  central  .space, 
closed  by  the  admission  valve  above,  and 
tlie  exhaust  valve  below,  communicates 
directly  with  the  cylinder  port,  the  ex- 
liaust  space  with  the  exhaust  passages 
on  the  under  sides  of  the  cylinders,  and 
the  admission  space  with  the  supply 
pipe.  This  supply  pipe  is  a  rectangular 
cast-iron  main  extending  along  the  en- 
tire front  and  provided  with  openings 
opposite  each  admission  valve.  It  re- 
ceives its  supply  from  the  governor 
chamber  located  midway  between  the 
two  ends,  this  in  turn  communicating 
with  a  mixing  chamber  supplied  with  gas 
and  with  aii;  through  separate  valves.  These  two  valves  arc  shown 
in  Fig.  I  and  are  provided  with  graduated  indexes,  so  that  the 
exact  proportions  of  gas  and  air  may  at  all  times  be  visible  and 
under  the  control  of  the  attendant.  Eacli  valve,  together  with  its 
spindle  and  seating  spring,  is  independently  mounted,  and  by  sim- 
ply removing  the  bolls  from  the  bonnet  the  entire  valve,  scat  and 
liner  may  be  drawn  out  for  inspection  or  replacement  by  a  spare. 

.Similarly,  the  igniters,  which  are  of  tlie  make-and-break  elec- 
trical-contact type,  are  mounted  in  a  rcmovalde  plug  extending  into 
the  combustion  chamber  through  the  side  walls.  The  valve  gear 
is  of  the  standard  cam  and  roller  pattern  and  is  driven  by  a  helical 
gear  engaging  a  similar  split  gear  bolted  around  the  main  shaft. 
The  cooling  water  for  the  pistons  enters  a  cavity   on  the  cross- 


kk;.  2-noiiiii,K  wi;sTiN(;iii>i'sK  hhki/.ciniai,  i.as  kncink. 


head  by  means  of  a  llexilile  pipe  coneclion  provided  with  special 
swinging  joints.  It  then  Hows  through  the  hollow  piston  rod  to 
.the  front  and  rear  piston,  through  which  it  circulates,  finally  emerg- 
ing through  a  bronze  tail-rod  extending  Ihrougli  the  rear  head, 
there  emplying  into  a  cast-iron  jacket  comnumicaling  with  the  hot 
water  return  pipe.  Similarly,  C(jld  water  is  conducted  through  suit- 
able pipes  to  the  cylinder  jackets,  thence  to  the  jackets  surrounding 
the  exhaust  valves  and  ports,  and  finally  to  the  return  pipe,  emerg- 
ing at  a  sufficiently  high  temperature  for  use  in  healing  and  drying 
coils,  radiators,  etc.  By  Ihis  method  ihc  proper  temperature  rela- 
tions  between   pistons  and   cylinders   is  at   all   times   secured,   thus 


17f> 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  3- 


allowing  close  piston  fits  to  he  niailc  without  danger  of  excessive 
friction  or  mpturc.  This  point  may  be  more  readily  appreciated 
from  the  fact  that  a  cold  piston  clearance  of  approximately  1-16  in- 
is  necessary  in  moderate- sized  engines  not  fitted  with  water-cooled 
pistons.  The  pistons  are  constructed  in  two  parts,  with  packing 
rings  and  bahbitted  bearing  surfaces.  They  are  secured  in  position 
on  the  rods  by  internal  nuts  and  present  plain  convex  surfaces  to 
the  burning  gases.  Piston  rods  are  of  forged  steel,  with  bored 
water  ducts.  The  pacing  for  both  piston  rod  and  tail  rod  is  of  the 
metallic  ring  type. 

The  engine  is  started  by  compressed  air  pumped  into  a  steel  res- 
ervoir during  a  previous  run  before  shutting  dovs'n.  For  this  pur- 
pose a  special  disengaging  gear  is  provided,  which  isolates  the  rear 
cylinder  and,  on  admitting  the  compressed  air,  allows  this  cylinder 
to  operate  as  an  air  motor  until  the  regular  combustion  cycle  is 
taken  up  in  the  forward  cylinder.  The  rear  cylinder  may  then  be 
thrown  into  normal  action. 

Oiling  is  accomplished  by  steam  engine  appliances,  such  as  sight- 
feed  cups,  cylinder  pumps,  and  oil  rings  for  crank  pins.  The  engine 
is  governed  by  a  sensitive  fly-ball  governor  of  standard  design, 
protected  by  a  circular  housing.  It  operates  a  vertical  piston  valve 
supplying  a  fuel  mixture  of  constant  quality,  but  in  quantities  pro- 
portionate to  the  load.  The  single-crank  engine  is  at  present  man- 
ufactured in  sizes  ranging  from  250  to  750  h.  p.  and  the  double- 
crank  from  750  to  1.500  h.  p.  In  the  latter  cranks  arc  placed  at  90° 
angularity,  giving  four  impulses  per  revolution,  and  a  crank  eflFort 
corresponding  to  that  of  a  cross-compound  double-acting  steam 
engine. 


CARS  FOR  AURORA-ELGIN-CHICAGO. 


The  many  unusual  and  interesting  features  connected  with  tlic 
installation  of  the  Aurora,  Elgin  &  Chicago  Ry.  have  brought  this 
road  into  considerable  prominence,  and  the  decisions  reached  as 
regards  details  of  construction  and  operation  have  been  watched 
with  interest.  This  road  was  fully  described  in  the  "Review"  for 
.^ugust,  igo2,  but  the  accompanying  engraving  will  be  of  interest. 
The  view  shows  a  train  of  ten  cars  all  of  which  were  built  for  the 
Aurora.  Elgin  &  Chicago  road  by  the  John  Stephenson  Co.,  of 
Elizabeth,  N.  J. 

The  rolling  stock  for  the  Aurora  road  has  been  designed  espe- 
cially to  meet  the  conditions  of  the  exceptionally  high  speeds  to 
which  the  cars  will  be  subjected.  The  bodies  arc  47  ft.  3  in.  long 
over  the  end  plates  and  8  ft.  6  in.  in  extreme  width  over  side  sills. 
Both  ends  are  vestibuled,  the  vestibules  having  the  usual  side  doors 
for  exit  and  entrance,  and  also  end  doors  to  allow  passage  from 
one  car  to  another  when  cars  are  operated  in  trains  of  two  or  more. 

Double  sashes  for  winter  service  are  provided  and  all  outside 
doors  have  wedge  locks  to  prevent  rattling  and  ingress  of  wind 
while  runing  at  high  speed. 


The  seats  are  of  the  Hale  &  Kilburn  walkover  pattern,  made  of 
rattan  and  furnished  with  high  back  and  roll  top  head  rests.  Con- 
solidated electric  healers  are  distributed  along  the  sides  and  the 
other  special  equipments  include  Nichols-Lintern  pneumatic  sandcrs; 
Van  Dorn  draw  bars  and  couplers;  Stanwood  double  steel  steps;  foot 
gongs;  push  buttons;  two  trolley  poles;  rear  and  front  signal  lights; 
rear  flags;  fire  extinguishers;  and  a  full  line  of  tools  in  tool  boxes 
to  be  used  in  case  of  accident. 

The  cars  are  mounted  on  Peckham  M.  C.  B.  No.  30  trucks,  with 
6^i-in.  axles  and  36-in.  M.  C.  B.  standard  double  plate  cast  iron 
wheels.  The  trucks  combine  a  number  of  special  features,  and 
are  built  on  lines  to  insure  the  maximum  safety  as  well  as  strength 
and  wear.  The  rolling  stock  is  to  be  operated  with  the  General 
Electric  multiple  control  system,  known  as  type  M.  The  cars  are 
supplied  with  Christensen  air  brakes,  equipped  with  independent 
motor-driven  compressors  and  automatic  governors. 


INTERURBAN  ROADBED  CONSTRUCTION. 


In  building  intcrurban  roadbeds  the  construction  of  light  embank- 
ments is  frequently  necessary  and  a  machine  has  been  especially 
designed  for  work  of  this  nature  by  the  Western  Wheeled  Scraper 


F.LEV.VTING  GRADEK. 

Co.,  of  Aurora,  III.  It  is  called  an  elevating  grader  and  consists 
essentially  of  a  frame  and  truck  which  support  a  plow  and  end- 
less carrier.  The  plow  takes  up  the  earth  and  deposits  it  on  the 
carrier,  which  elevates  it  to  the  opposite  side  of  the  machine  and 
throws  it  into  the  embankment.  From  12  to  16  horses  are  used  on 
the  machine,  according  to  the  quality  of  the  soil,  and  beside  two 
drivers  only  one  operator  is  required.  The  company  guarantees 
that  the  machine  will  move  at  least  1,000  cu.  yd.  per  day  of  10  hours 
with  the  power  named. 

An  illustration  of  the  elevating  grader  is  shown  herewith.  The 
main  frame  is  constructed  of  steel  channel  bars  and  the  other 
parts  of  steel  angle  bars,  insuring  strength  and  durability.     There 


iiififiiifiiiit  •  iiiirifinnn   iinnnnnn 


nnnnnnii  Unmm. 


TK.M.N   or    11. N   M  l.l'llL.NM'N   L.\K: 

The  design  of  the  car  follows  closely  what  is  known  as  the  Pull- 
man style  of  sleeping  car  with  compound  gothic  windows.  The 
under  framing  is  entirely  of  9-in.  and  6-in,  steel  I-beams,  riveted  to- 
gether with  special  channels  and  plates.  The  construction  through- 
out is  considered  to  give  the  greatest  strength  and  durability  and 
to  afford  the  fullest  possible  protection  to  passengers  in  the  event 
of  collision  or  derailment.  The  interior  finish,  including  trimmings 
and  decorative  accessories,  gives  an  especially  rich  and  pleasing 
effect,  fully  equalling  the  finest  coaches  built  for  fast  steam  service. 


K  .-a  w  iK.\.  i.i.i.i.N  .V  '.  i;.'-  1-  : 

are  four  adjustments  of  plow,  longitudinal,  transverse,  vertical  and 
tilting,  the  last  two  of  which  can  be  made  by  the  operator  from 
his  position  without  the  use  of  wrench  or  removal  of  bolts.  The 
plow  beam  is  made  of  two  steel  channel  bars,  backed  up  to  each 
other  and  securely  fastened.  The  elevator  is  of  an  improved  pat- 
tern and  the  device  for  adjusting  the  tension  of  the  belt  is  new. 
It  can  be  adjusted  while  the  machine  is  in  operation  and  does  not 
change  the  distance  between  the  foot  of  the  elevator  and  plow. 
The  drums  or  rollers  at  each  end  of  the  elevator  have  adjusting 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


177 


devices  by  which  the  belt  can  always  be  made  to  run  true  to  center. 
The  elevator  is  put  in  and  out  of  gear  by  throwing  the  gears  in 
and  out  of  mesh,  so  that  the  gears  are  never  run  except  when 
the  elevator  is  in  use.  There  is  a  caster  gage  wheel  on  the  front 
end  of  the  plow  beam  to  regulate  the  depth  of  plowing  and  which 
permits  the  machine  to  be  turned  to  the  right  or  left  without 
raising  the  front  end  of  the  beam  from  the  ground.  The  machine 
is  made  in  two  sizes,  one  being  two  feet  narrower  and  one  foot 
shorter  than  the  other. 

The  Western  Wheeled  Scraper  Co.  has  issued  a  14-pagc  catalog 
descriptive  of  its  earth  and  stone  handling  machinery  especially 
adapted  to  interurban  roadbed  construction,  including  ballast,  side 
dump,  flat  and  rail  cars. 

<  ■  » 

WESTON  ELECTRICAL  INSTRUMENT  CO. 


For  the  greater  convenience  of  its  numerous  cuslomers  and  to 
better  care  for  the  continued  increase  of  business  in  New  York  and 
vicinity  the  Weston  Electrical  Instrument  Co..  Waverly  Park,  New- 
ark, N.  J.,  has  opened  a  New  York  Office  at  No.  74  Cortlandt  St. 
This  office  will  be  under  the  management  of  Mr.  Caxton  Brown, 
who  has  a  theoretical  as  well  as  a  practical  knowledge  of  the  differ- 
ent instruments  manufactured  by  the  Weston  company  and  their 
particular  adaptabilities.  This  will  enable  the  purchaser  or  any 
person  visiting  or  doing  business  in  New  York  who  may  wish  to 
make  inquiries  relative  to  electrical  measuring  instruments,  to  come 
in  direct  contact  with  a  man  who  is  properly  qualified  to  answer 
such  inquiries. 

There  will  be  a  show  room  in  connection  with  the  New  York 
office  in  which  will  be  exhibited  the  different  types  of  Weston  in- 
struments and  their  special  advantages,  also  the  individual  parts 
which  make  up  the  instruments.  Besides  being  a  great  convenience 
to  customers  the  new  office  will  eliminate  much  correspondence  in 
the  nature  of  inquiries,  thus  reducing  time  of  delivery  of  orders. 

A  general  impression  has  prevailed  that  the  Weston  Electrical 
Instrument  Co.,  only  made  voltmeters  and  ammeters  which  is  not 
the  case.  Having  what  are  credited  with  being  the  largest  and  best 
equipped  works  in  the  world  for  the  production  of  electrical  meas- 
uring instruments  of  all  kinds,  the  company  is  particularly  fitted  to 
turn  out  work  of  any  special  character  in  which  the  highest  excel- 
lence of  mechanical  and  electrical  work  and  design  are  the  important 
features,  and  has  in  fact  been  turning  out  a  large  amount  of  special 
laboratory  apparatus  for  several  years  past  anxl  is  now  prepared  to 
make  standard  cells,  standard  resistances,  galvanometers  and  the 
highest  grade  of  special  bridge  work,  speed  indicators,  etc. 


CONVERTIBLE  CARS  FOR  MACON,  GA. 


The  Electric  Railways  and  Light  Company  of  America,  operating 
largely  in  the  southern  states  and  having  offices  in  Richmond,  Va., 
has  recently  equipped  its  lines  in  Macon,  Ga.,  with  convertible  cars 


BRILL  CONVERTIHLK  CAR  CLOSED. 

built  by  the  J.  G.  Brill  Company,  of  Philadelphia.  It  is  slated  that 
this  form  of  car  was  decided  upon  after  an  exceedingly  careful  study 
of  the  local  conditions  and  thorough  observation  of  the  perform- 
ance, durability  and  popularity  of  (he  car  in  other  cities  of  similar 
requlremenu. 
Macon  is  a  city  of  about  25,000  population,  one  of  the  most  im- 


portant railroad  centers  of  the  south,  and  situated  in  the  heart  of 
the  Georgia  cotton  belt.  The  street  railway  operated  by  this  com- 
pany is  distinctly  a  city  system  running  between  principal  points 
and  having  short  lines  into  the  suburbs.  One  of  the  hues  extends  to 
a  popular  point  on  the  Ocmulgee  River,  where  the  company  has  laid 
out  a  park. 

This  type  of  car  is  too  well  known  to  require  a  detailed  descrip- 
tion, one  of  its  chief  features  being  the  roof  storage  system  of  win- 


BRILL  CONVERTIBLE  CAR  OPEN. 

dows  and  panels,  and  it  is  a  type  which  has  grown  in  favor  during 
the  last  few  years  in  various  parts  of  the  country.  As  shown  in  the 
illustrations  the  car  embodies  the  features  of  both  open  and  closed 
cars  and  has  the  advantage  over  either  in  that  weather  changes 
are  always  provided  for  and  at  but  few  minutes  notice.  These  cars, 
of  which  10  were  ordered,  arc  18  ft.  4  in.  long  over  the  end  panels, 
have  4-ft.  6-in.  platforms  and  are  27  ft.  4  in.  over  the  crown  pieces. 
The  width  over  sills  and  sill  plates'  is  7  ft.  $14  '"■  and  over  the 
posts  at  belt  8  ft.  The  sweep  of  the  posts  is  3]/^  in.  From  center 
to  center  of  the  posts  2  ft.  7  in.  Side  sills  of  long  leaf  yellow  pine 
are  5%  xy  in.  plated  with  %  x  7-in.  steel.  The  end  sills  ars  of 
white  oak  4%  x  6  in.  The  corner  posts  are  3}4  i"-  thick  and  the 
side  posts  3}i  in.  The  interiors  are  finished  in  natural  cherry  willi 
decorated  birch  ceilings,  and  the  trimmings  throughout  are  solid 
bronze. 

The  cars  are  furnished  with  Brill  portable  vestibules,  a  feature 
peculiarly  suited  to  this  type.  Folding  gates  arc  provided  at  the 
platform  entrances,  and  other  specialties  of  the  builder's  make  with 
which  the  cars  are  equipped  are  angle-iron  bumpers,  alarm  gongs, 
draw  bars,  brake-handles,  and  conductor's  gongs.  The  trucks  are 
Brill  No.  21-E,  with  3.vin.  wheels  and  7-ft.  wheel-base. 


RODGER  BALLAST  CARS. 


In  the  "Review"  for  September,  1902,  we  illuslralcd  several  types 
of  Rodger  ballast  cars  which  have  been  developed  to  meet  the 
various  requirements  of  railways  for  convertible  side  and  center 
dump  cars.  The  latest  improvement  made  by  the  Rodger  Ballast 
Car  Co.  in  its  cars  is  the  application  of  steel  undcrframes.  The 
construction  of  the  Rodger  car  makes  it  available  for  three  distinct 
classes  of  service,  as  besides  the  automatic  center  and  side  diunping 
.irrangcment  it  may  he  readily  converted  into  a  standard  gondola 
car  suitable  for  use  with  a  top  plow.  When  thus  used  the  ends  of 
the  car  fold  down  and  form  a  platform  between  the  cars  for  the 
plow  to  pass  over.  As  a  gondola  the  car  is  also  available  for  gen- 
eral freight  service. 

With  reference  lo  the  manner  in  which  the  cars  fill  the  needs  of 
contractors  engaged  in  building  interurban  railways,  the  Rodger 
Ballast  Car  Co.  cites  a  letter  from  a  prominent  contractor,  who 
says:  "I  have  had  considerable  experience  in  using  the  Rodger 
cars  in  the  construction  of  electric  roads,  having  tised  them  on 
two  or  three  different  lines.  I  can  cheerfully  recommend  Ihcm  as 
being  very  economical  and  practical  in  every  respect,  and  my  expe- 
rience has  been  that  there  is  a  saving  of  over  50  per  cent  in  favor 
of  llic  Rodger  over  any  other  car  I  have  ever  used." 


«  »  » 


The   Decatur    Mil  )    Traction   &   Electric   Co.   has   increased   the 
wages  of  its  employes  10  cents  per  day. 


17S 


STUEliT  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  3 


A   NEW  THIRD  RAIL  INSULATOR. 

:\  siiiiiili-,  rili;il)lL'  ami  .•iaiisfactory  insiiliiling  Mipport  fur  llic  con- 
tact rail  on  "lliird  rail"  roads  is  one  of  the  details  in  construction 
work  that  has  attracted  the  attention  of  ensinecrs  engaged  in  that 
line  of  railw.iy  construction.  The  accompanying  ilhistralions  shuw 
the  third  rail  support  designed  l>y  Mr.  Ernest  Gon7"nl)ach  for  the 
.\urora,  ICIgin  &  Chicago  Railway  Co..  which  enit)odies  several  new 
features.  It  consists  of  hut  three  pieces,  whi'S  arc  lot  lastcneil 
together  in  any  manner,  hut  they  are  kept  in  their  relative  position 


PARTS  Ol"  TlllKl)  K.MI-  INSfLATOK. 

Iiy  the  weight  of  the  contact  rail.  Instead  of  using  heavy  insulating 
hlocks  of  comparatively  low  current  resisting  ch=iracter,  standard 
high  insulating  compound  is  used,  which  compound  is  practically 
the  same  as  that  used  on  regular  overhead  trolley  fixtures. 

The  principal  difTercnce  in  this  compound  is,  that  it  is  much 
tougher  and  of  greater  icnsile  strength,  due  to  the  introduction  of 
a  specially  prepared  fihrous  material.  This  insulation,  which  is  in 
the  form  of  a  ring  or  inverted  cup,  is  so  placed  that  it  is  out  of 
reach  of  all  mechanical  injury,  shocks  or  strains.  The  shape  of 
this  insulating  ring  is  such  that  there  can  he  no  shearing  stress 
on  any  of  the  insulation,  and  the  only  force  to  which  it  is  suh- 
iccted  heing  that  due  to  the  weight  of  the  rail,  which  docs  not 
exceed  50  Ih.  per  sq.  in.,  even  with  the  heaviest  rails.  In  view  of 
the  fact  that  compound  insulations  of  this  character  are  used  in 
overhead  work  under  constant  stresses  of  i,coo  lb.  per  sq.  in.  and 
over,  the  margin  of  safely  is  very  large  in  this  third  rail  support. 

The  base  casting  and  the  insulat- 
ing ring,  being  both  of  consider- 
able diameter  and  extending  over 
almost  the  entire  surface  of  the 
rail  base,  it  will  be  seen  that 
movement  of  the  rail  over  this 
support,  due  to  expansion  and 
contraction,  cannot  exert  any  lev- 
erage or  strain  tending  to  break 
the  insulation.  The  three  parts  of 
the  device  being  entirely  separate 
and  not  held  together  by  anything 
but  the  weight  of  the  rail,  the 
slight  sinking  of  the  ties  as  the  car  passes  and  which  depression 
the  contact  rail  does  not  follow,  does  not  strain  the  insu- 
lating support,  as  the  metallic  rail  cap  holds  fast  to  the  rail  and 
the  under  portion  of  the  support  follows  the  sinking  motion  of  the 
tie.  Provision  is  made  in  the  insulator  for  a  movement  of  14  in. 
of  this  character,  and  this  can  be  made  even  greater  if  desirable. 
The  top  cap  has  the  usual  lugs,  which  are  bent  over  the  heel  of  the 
rail  with  sufficient  clearance  to  allow  the  rail  to  move  without  strain- 
ing the  cap  longitudinally.  The  base  shell  and  the  rail  cap  are 
made  of  malleable  iron. 

The  arrangement  of  skirts  or  petticoats  on  the  insulating  portion, 
as  well  as  the  rail  cap,  is  one  of  the  most  important  features  of  this 
device,  producing  as  it  docs  a  third  rail  support  that  is  absolutely 
impervious  to  salt  or  brine  conunonly  used  to  cut  sleet  and  ice  from 
the  contact  rail  during  the  winter  season.  That  the  insulator  is  not 
aflfccted  by  this  was  shown  during  the  winter  just  past  on  the 
.\urnra,  Elgin  &  Chicago  Ry.,  where  these  insulators  are  now  in  use 
in  large  numbers,  there  being  no  trouble  whatever  on  this  road  on 
account  of  salt  or  brine  applied  to  the  rail. 

This  insulator  is  manufactured  and  sold  by  the  M.iyer  &  Enghnid 
Co.,  Philadelphia,  and  will  be  known  as  the  "Keystone"  third  rail 


ASSI-:MI!LEI)  l.\SlIL,ATOR. 


insulator.  It  is  claimed  for  the  "Keystone"  that  the  serious  leakage 
of  current  such  as  has  been  experienced  with  some  other  types  is 
entirely  eliminated,  and  that  there  i."^  no  deterioration  of  the  insula- 
tion such  as  in  other  types  results  from  corrosion  or  erosion  of  the 
insulating  blocks  or  from  the  accumulation  of  dirt  on  their  surfaces. 

BITUMINIZED  FIBER   CONDUIT. 


A  very  handsomely  printed  pamphlet  recently  issued  by  the  Amer- 
ican Conduit  Co.,  of  Philadelphia,  comprehensively  describes  its 
bituminized  fiber  conduit  for  underground  electrical  work.  By  way 
(if  introduction  the  origin  of  underground  electrical  work,  the  de- 
velopment of  underground  construction  and  the  essentials  for  an 
underground  system  of  ducts  are  succinctly  related. 

In  a  chapter  on  special  features  of  the  American  Conduit  Co's. 
product  it  is  pointed  out  that  it  is  electrolysis  proof  and  that  the 
material  from  which  it  is  made,  being  of  a  bituminous  nature,  is 
absolutely  non-corrosive.  The  liber  entering  into  its  construction 
is  thoroughly  saturated  and  coated  with  the  bituminous  compound 
and  thus  practically  loses  its  identity,  except  for  the  stifTening  and 
strengthening  qualities  for  which  it  is  used.  This  coaling  protects 
against  moisture  or  any  elements  which  might  cause  decay. 

Bituminized  liber  conduit  has  a  male  and  female  slip  joint  turned 
true  on  a  lathe,  making  a  self-aligning  joint,  and  also  making  it  pos- 
sible to  rapidly  slip  unit  after  unit  together  in  the  irench,  all  ready 
for  the  grouting.  No  wrapping  with  burlap  or  other  material  is 
required  and  no  trowel  work  is  necessary.  A  pot  of  liquid  com 
pound  is  kept  conveniently  at  hand  and  into  this  the  workman 
lightly  dips  the  end  of  each  unit  as  he  passes  it  into  the  trench.  The 
non-abrasive  feature  of  this  conduit  is  likewise  emphasized,  it  being 
shown  that  cables  with  lighter  lead  covering  may  be  used. 

An  idea  of  the  lightness  of  the  conduit  and  the  case  with  which 
it  can  be  handled  may  be  obtained  from  the  statement  that  20,000 
ft.  of  the  3-in.  size  can  be  loaded  in  a  standard  box  car  and  almost 
twice  this  amount  in  a  furniture  or  vehicle  car.  A  light  two- 
horse  wagon  will  haul  1,000  ft.  of  the  3-in.  conduit  and  two  men 
will  handle  a  crate  containing  140  ft.  of  this  size.  The  conduit  is 
made  in  four  sizes,  all  in  7-ft.  lengths,  and  other  sizes  are  made  to 
order.  It  can  easily  be  cut  with  an  ordinary  handsaw.  Being  non- 
lirittlc.  as  well  as  impervious  to  the  action  of  the  elements,  it  can 
be  laid  without  concrete  and  with  simply  a  heavy  board  protection 
at  the  top.  The  machinery  with  which  the  conduit  is  made,  and 
the  product  itself,  are  protected  by  patents. 

The  pamphlet  mentioned  is  illustrated,  showing  how  the  conduit 
is  handled  and  laid  and  there  are  included  letters  from  a  few  users 
of  the  conduit  attesting  its.  efficacy. 


BALL  BEARINGS  FOR  RAILWAY  CARS. 


Tlic  Ralliniorc  Railway  Specialty  Co..  which  was  recently  cliar- 
lered  under  the  laws  of  Delaware,  will  manufacUire  and  introduce 
an  important  device  for  railroads.  It  owns  the  patents  for  the  Nor- 
wood ball-bearing  center  and  side  plates,  which  are  devised  to  sup- 
ply frictionless  bearings  for  railroad  cars.  These  plates  carry  the 
load  and  are  placed  between  the  car  bolster  and  the  trucks.  Flat 
plates  are  used  at  present  for  this  purpose,  and  railroad  men  have 
long  looked  for  some  device  which  would  displace  them  and  elim- 
inate the  expensive  friction  their  use  entails.  , 

Mr.  J.  E.  Norwood,  the  inventor,  organized  the  Baltimore  Ball 
Bearing  Co.  to  manufacture  his  invention.  This  company  has  been 
absorbed  by  the  Baltimore  Railway  Specialty  Co.  which  has  much 
larger  resources.  Thomas  H.  Symington  is  president  of  the  new 
company ;  J.  W.  Middendorf.  vice-president ;  W.  Eason  Williams, 
secretary  and  treasurer,  and  Mr.  Norwood,  mechanical  engineer. 

The  company  is  preparing  to  manuf.icturc  center  and  side  bearings 
in  large  quantities  by  special  machinery  which  will  insure  perfect 
working  and  intcrchangeabilily  of  parts. 

*  »» 

Owing  to  a  reported  opposition  on  the  pari  of  the  Big  Four  rail- 
way to  allowing  the  proposed  Central  Illinois  interurban  road  to 
cross  the  railroad  tracks  between  Cleveland  and  Maltoon.  a  change 
of  route  between  those  cities  may  bo  necessary,  but  at  all  events  it 
is  believed  that  the  new  electric  line  will  be  running  from  Cleve- 
land to  Charleston  by  August  next. 


Mar.  20,  1903] 


STREET  RAILWAY  REVIEW. 


179 


SALE  OF  McGUIRE   RHEOSTAT  BUSINESS. 


On  February  20th  the  McGuire  Mfg.  Co.,  of  Chicago,  announced 
the  sale  of  the  rheostat  branch  of  its  business  to  the  Magneto 
Electric  Co.,  of  .Amsterdam,  N.  Y.,  and  that  it  would  be  unable  to 
accept  any  orders  for  delivery  inside  of  40  days.  It  was  further 
stated  that  on  and  after  March  20th  the  Magneto  Electric  Co.  will 
be  prepared,  with  greatly  increased  facilities,  to  fill  all  orders 
promptly. 

«  ■» ■• 

BOND  AND  MOTOR  TESTING. 

.•\t  the  December  meeting  of  the  New  England  Street  Railway 
Club  the  subject  for  discussion  was  "Labor  Saving  Devices  for  Car 
Houses  and  Shops,"  and  in  this  connection  the  Conant  bond  and 
motor  testing  instruments  were  highly  endorsed  by  officials  of  the 
Boston  Elevated  Railway  Co.  and  of  the  Union  Railway  Co.,  of 
New  Bedford. 

The  bond  tester  is  being  generally  adopted  by  bond  manufactur- 
ers and  contractors  as  well  as  by  railway  companies.  It  is  so  con- 
structed that  it  can  be  placed  in  the  hands  of  the  ordinary  track 
man  and  used  by  him  without  any  fear  of  its  being  damaged  by 
rough  handling  and  therefore  is  especially  suited  for  use  in  re- 
bonding  work.  Only  those  particular  bonds  that  are  found  defect- 
ive need  be  replaced.     One  man  is  all  that  is  necessary  to  operate 


compressors,  cranes,  etc.  Extensive  innirDvcmouls  in  ihc  manufac- 
turing plant  have  already  been  made,  and  an  additional  building 
will  be  erected  for  a  store  and  engine  house,  early  in  the  spring.  A 
portion  of  the  new  machinery  is  already  in  operation,  but  there  is 
yet  to  be  purchased,  screw  machines,  turret  lathes,  shapers,  universal 
grinder,  gear  cutter,  milling  machine,  and  engine  lathes. 

The  tools  made  by  this  comiany  have  received  a  very  gratifying 
recognition  and  orders  for  compression  riveting  machines,  pneu- 
matic hammers,  and  pneumatic  motor  hoists  covering  its  capacity 
for  several  months  are  now  booked.  Several  new  types  of  com- 
pression riveting  machines  have  recently  been  brought  out,  in  addi- 
tion to  those  which  have  been  on  sale  for  several  years,  anil  the 
company  will  have  one  of  the  most  complete  lines  of  pneumatic 
machinery  handled  by  any  corcern  in  the  business. 


NEW  INTERURBAN   CAR. 


The  accompanying  engraving  is  a  view  nf  a  car  representing  a 
shipment  of  about  50  cars  built  for  the  New  Hampshire  Traction 
Co.,  by  the  Laconia  Car  Co.,  of  Boston.  Tliis  car  is  30  ft.  2  in.  long 
over  the  body;  39  ft.  6  in.  over  vcstilniles;  8  ft.  2  in.  wide  over 
posts;  has  straight  sides,  sheathed;  steam  car  type  of  roof;  finished 
in  cherry;  ceilings  of  quartered  oak;  curtains  of  "Crown"  pattern 
mounted  on  Hartshorn  rollers  with  fixtures  supplied  by  the  Cm-tain 
Supply  Co.     There  are  11  double  sash  windows  on  a  side,  arranged 


I..\L<)NIA  CAR  KOR  NEW  II AMI'SHIKK  TRACTION  CO. 


it  and  it  is  stated  joints  can  be  tested  at  the  rate  of  one  hundred 
per  hour. 

The  Boston  Elevated  Railway  Co.  is  using  the  instrument  in  test- 
ing the  bonding  on  the  third  rail,  while  current  is  on,  as  well  as 
on  the  track  rail  joints. 

The  motor  testing  instrument  locates  the  defective  motor  coils 
without  the  necessity  of  opening  the  motor  or  disconnecting  its 
wiring  and  thus  enables  a  defect  to  be  repaired  or  a  bad  field  coil 
to  be  replaced  before  the  trouble  spreads  to  the  rest  of  the  winding. 
When  a  motor  with  a  baked  or  weak  field  spool  is  operating  with 
another  motor  whose  field  is  perfect  and  therefore  stronger,  the 
weak  motor  docs  the  most  of  the  work  and  necessarily  deteriorates 
its  perfect  coils  much  more  quickly  on  account  of  the  overloaded 
condition  of  its  windings.  As  this  deterioration  covers  a  period  of 
some  months,  a  test  at  any  convenient  time  will  locale  the  exact 
spool  that  may  be  defective  and  it  may  then  be  removed  at  once  or 
at  some  later  time  when  the  motor  is  opened  for  cleaning  or  other 
reason. 

Mr.  Conant  also  contracts  to  keep  the  bonds  and  motors  of  a  road 
thoroughly  tested,  making  periodical  tests,  locating  and  marking  all 
defects. 


PNEUMATIC  TOOLS. 

The  General  Pneumatic  Tool  Co.  recently  incorporated,  is  a  re- 
organi;:ation  of  the  business  of  Ihc  machinery  department  of  the 
Havana  Bridge  Works,  Montour  Falls,  N.  Y.,  which  has  been  en- 
gaged for  some  years  in  the  production  and  sale  of  improved  pneu- 
matic tools.  The  new  corporation  will  manufacture  pneumatic 
tools,  compression   riveting  machines,  pneumatic  motor  hoists,  air 


to  drop  Hush  witli  the  window  stocjl.  making  a  cunit'iirtable  sunniier 
car.  Wheeler  No.  42  reveisihic  cross  seats  are  placed  in  center  of 
car  with  longitudinal  seals  at  each  end,  which  arrangement  has  been 
found  very  satisfactory  on  cars  that  cater  to  city  and  inlcrurban 
service.  The  car  is  mounted  on  Laconia  latest  improved  No.  9-B-2 
double  tracks  with  5-ft.  wheel  base,  and  fitted  with  Laconia  33-in. 
double  plate  wheels.  These  cars  are  equipped  with  Westinghouse 
traction  air  brakes,  General  Electric  motors,  Ciiusuiiclali<l  htatcrs. 
International  registers  and  Clark  scrapers. 


HEATERS  FOR  MANHATTAN. 


The  Consolidated  Car  Heating  Co.  has  received  an  nrilcr  frnni 
the  Manhattan  Elevated  Railway  Co.,  of  New  York,  for  electric 
heater  equipments  for  110  cars.  The  Manhattan  company  has  ilc 
cidcd  to  use  panel  heaters  of  the  same  type  as  installed  in  the  cars 
of  the  Metropolitan  Street  Ry.  by  the  Consolidated  Car  Heating 
Co.  There  will  be  22  heaters  in  each  car,  and  they  will  be  controlled 
by  three  quick  break  knife  switches  as  made  by  the  Consolidated 
company.  This  order  was  secured  through  the  New  York  branch, 
which  is  in  charge  of  C.  S.  Hawlcy  who  makes  his  headquarters  in 
the  Park  Row  Huilding. 

The  Consolidated  Car  Healing  Co.  has  also  received  orders  for 
healing  and  lighting  couplers  for  240  cars  of  the  Brooklyn  Rapid 
Transit  Co.;  art  order  from  Ford,  Bacon  &  Davis  for  electric  heat- 
ing equipments  for  2.5  cars  now  being  built  at  the  Brill  sliops  for 
the  Nashville  Street  Ry. ;  and  an  order  for  20  electric  healing  equip- 
menls  for  the  Washington  Railway  &  ICIeclrie  Co.,  Washington, 
D,  C. 


180 


STREET  RAILWAY  REVIEW. 


(Vol   XIII,  No.  3- 


CROCKER-WHEELER  RAILWAY  GENERA- 
TORS. 


CLEVELAND  TRACK   DRILL. 


I  he  dcvcliipniciit  and  extension  of  electric  railways  has  called  for 
a  special  type  of  generator  to  meet  the  rcqiiirenicnts  of  this  service. 
The  ni.nchinc  operates  at  fairly  high  voltage,  and  must  give  a  steady 
reliable  supply  of  current  inider  sudden  and  varying  fluctuations  in 
load.  It  is  of  importance  therefore,  that  the  machine  be  so  designed 
as  to  accommodate  the  rapid  changes  in  current  output  without  alter- 
ing the  field  to  such  an  extent  as  to  change  the  point  of  conunuta- 
lion.  It  is  by  this  means  that  sparking  is  prevented  and  the  machine 
will  operate  quietly  without  requiring  shifting  of  the  brushes  with 
change  of  load. 

Even  on  the  best  designed  systems  the  generator  will  be  called 
upon  at  times  for  heavy  overloads,  and  all  the  parts  of  the  machine 
carrying  current  must  be  <lesigned  generously  large  in  order  to  pre- 
vent overheating.  A  relatively  large  voltage  between  adjacent  com- 
mutator bars  calls  for  strong  insulation  between  them.  Added  to 
these  particular  points  of  design,  the  machine  must  be  constructed 
throughout  of  the  veiy  best  materials  and  given  the  most  careful 
workmanship,  for  the  best  machine  on  the  market  is  the  most  eco- 
nomical in  the  end. 

The  Crocker  Wheeler  Co.  has  for  many  years  maiiitaineil  a  repu- 
tation for  building  only  the  best  in  electrical  apparatus,  and  has  re- 
cently gone  into  the  railway  field,  confident  that  its  generators  would 
prove  themselves  efficient  and  reliable  machines  for  this  kind  of 
service.     That  the  company  has  done  so  is  shown  by  the  installa- 


The  Ludlow  Supply  Co.,  Cleveland,  O,  advises  us  that  it  has 
decided  to  change  the  name  of  the  track  drill,  which  was  fully 
described  in  the  February  "Review,"  from  the  "Improved  Gore 
Track  Drilling  Machine"  to  the  "Cleveland  Track  Drilling  Ma- 
chine." Although  the  improved  drill  has  been  on  the  market  but 
one  month,  the  company  has  sold  them  to  five  different  roads  and 
has  a  great  many  inquiries  which  will  undoubtedly  result  in  orders 
later  in  the  season,  wh^n  construction  work  begins.  It  has  also 
had  a  number  of  applications  for  agencies,  but  up  to  date  has  given 
but  two.  Porter  &  Berg.  Chicago,  northwestern  agents  and  the 
Western  Electrical  Supply  Co.,  St.  Louis,  southwestern  agent. 


ST.  LOUIS  CARS  FOR  CINCINNATI. 


The  accompanying  illustration  shows  a  type  of  car  recently  built 
by  the  St.  Louis  Car  Co.  on  the  order  of  the  Tennis  Railway  Equip- 
ment Co.,  of  Cincinnati,  for  the  Cincinnati,  Georgetown  &  Ports- 
mouth Railway  Co.  The  length  of  the  car  body  over  vestibules  is 
50  ft.,  width  over  all  8  ft.  to  in.  and  height  from  sill  to  roof  9  ft. 
4  in.  These  cars  are  intended  for  high-speed  service  and  the  bottom 
framing  is  reinforced  with  steel  channels  in  side  sills  and  steel  I- 
beams  in  the  center  or  intermediate  sills.  The  sides  arc  double 
sheathed  with  windows  arranged  in  pairs,  similar  to  the  Pullman 
construction,  the  lower  sash  being  arranged  to  raise.     The  interior 


ST.  LOUIS  INTERURBAN  LAH. 


tions  which  arc  already  in  operation,  and  by  the  orders  which  are 
being  received  for  additional  railway  power  plants.  During  the 
past  few  months  the  following  railway  generators  have  been  ordered: 
Washington  &  Cannonsburg  R.  R.  Co.,  Washington  Co.,  Pa.,  two 
400-kw. ;  Lake  Construction  Co.,  Thornton,  Pa.,  two  400-kw. ; 
Steubcnville  Traction  &  Light  Co.,  Steubenvillc,  O.,  one  2S0-kw.  and 
one  400-kw.;  Tennis  Construction  Co.,  Kenneth  Sq.,  Pa.,  two 
400-kw.;  Vandergrift  Construction  Co.,  Philadelphia,  Pa.,  three  300- 
kw.  and  one  200-kw. ;  Eric  Rapid  Transit  R.  R.,  Harbor  Creek,  Pa., 
one  200-kw. ;  Philadelphia  &  Lehigh  Valley  Traction  Co.,  Quaker- 
town,  Pa.,  one  200-kw. 


EUREKA  FLEXIBLE  CONDUIT. 


In  placing  the  "Eureka"  flexible  conduit  upon  the  market,  the  man- 
ufacturer, the  Rittcnhousc-Miller  Co.,  of  Philadelphia,  points  out 
that  its  three  salient  points  of  merit  are  economy,  range  of  applica- 
tion and  durability.  Among  the  claims  made  for  the  "Eureka"  are 
that  it  is  an  unusually  flexible  conduit,  that  it  is  not  affected  by 
moisture  or  high  temperature,  that  it  cannot  be  broken,  that  it  is 
not  affected  by  the  action  of  lime  or  building  cement,  that  it  will  not 
stretch,  that  its  interior  cannot  be  ripped  out,  that  its  insulating 
qualities  are  of  the  highest,  that  it  will  withstand  abrasion,  and  that 
its  edges  will  not  fray  out.  The  maker  announces  that  to  meet  the 
increasing  demand  for  flexible  conduit  in  colors,  to  match  the 
finishes  and  decorations  of  offices  and  houses,  it  now  manufactures 
the  "Eureka"  in  colors,  as  well  as  in  black. 


finish  is  of  white  oak  with  ceiling  of  the  same.  These  cars  are  pro- 
vided with  a  smoking  compartment  and  toilet  room  and  are  heated 
by  Peter  Smith  hot-water  heaters.  Among  the  appliances  of  these 
cars  may  be  mentioned  Pantasotc  curtains,  St.  Louis  Car  Co'S;  walk- 
over seats  covered  with  canvas-lined  rattan,  St.  Louis  23-B  high- 
speed motor  trucks,  M.  C.  B.  type,  and  Christensen  air  brakes.  The 
cars  are  vestibulcd  at  both  ends,  each  platform  being  provided  with 
double  steps  with  folding  trap  doors.  The  cars  are  equipped  with 
four  Westinghouse  No.  56  motors  each. 

BROWN   CORLISS  ENGINE  CO.   INCREASES 
CAPITAL. 


It  is  reported  that  the  Camden  &  Trenton  Railway  Co.  will  erect 
a  large  power  house  at  Bordcntown,  N.  J. 


The  Brown  Corliss  Engine  Co.,  of  Corliss,  Wis.,  on  Feb.  26, 
1903,  increased  its  capital  slock  from  $1,000,000  to  $1,200,000  in 
order  to  make  available  the  larger  working  capital  which  is  needed 
because  of  the  long  time  required  to  complete  the  class  of  engines 
which  the  company  is  building.  The  work  offered  to  the  company 
runs  into  the  largest  type  of  engines  requiring  from  three  to  eight 
months  to  build  and  as  this  is  the  kind  of  work  the  company  most 
desires  the  need  of  new  capital  is  a  sign  of  success  upon  which  it  is 
deserving  of  congratulations.  From  Dec.  2,  X902,  to  Feb.  16,  1903, 
the  Brown  Corliss  Company  bid  on  $1,295,464  of  new  work,  which 
may  be  taken  as  an  indication  of  a  prosperous  year.  The  company 
reports  the  following  recent  orders  for  engines:  Two  26x54  simple 
engines  for  Montello  Brick  Co.,  Reading,  Pa.;  a  14  and  26x42-in. 
and  a  16  and  30  x  42-in.  tandem  compounds  for  the  Sheflield  Co., 
Sheffield,  Tenn. ;  an  18  and  36  x  42-in.  vertical  cross  compound  for 
the  Louisville  Gas  Co.,  Louisville,  Ky. 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


181 


PORTER  &  BERG,  INCORPORATED. 


MODERN  OVERHEAD  MATERIAL. 


Among  the  houses  in  tlio  West  making  a  specially  of  electric  rail- 
way supplies  exclusively,  one  of  the  most  progressive  and  successful 
is  Porter  &  Berg,  of  Chicago.  This  concern  has  grown  to  large 
proportions  and  to  better  handle  the  business  a  corporation  was  re- 
cently formed  under  the  old  firm  name.  The  officers  are:  Presi- 
dent and  treasurer,  J.  W.  Porter;  vice-president,  Edward  R.  Ma- 
son; secretary.  Max.  A.  Berg.  The  company  now  occupies  two 
stores,  one  at  No.  309  Dearborn  St.,  in  which  the  offices  and  sales- 
rooms are  located,  and  the  other  at  No.  47  Plymouth  Place,  in  the 
Windsor  &  Keniield  Building.  A  large  and  complete  stock  is  always 
carried  on  hand,  especially  selected  with  a  view  of  meeting  promptly 
the  requirements  of  electric  railway  customers.  The  gentlemen  in- 
terested in  the  corporation  all  have  i.  wide  acquaintance  among  street 
railway  men,  having  for  years  been  the  representatives  of  some 
of  the  largest  and  best  known  houses  in  the  country. 

Mr.  Porter  became  a  partner  in  this  business  in  May,  1899,  but 
has  been  active  in  the  electrical  field  since  1890,  when  he  was  in  the 
erecting  department  of  the  Edison  General  Electric  Co.  Later  he 
was  in  the  sales  department  of  the  Electrical  Supply  Co.,  of  Chi- 
cago, and  in  1893,  became  manager  of  a  central  lighting  station  in 
Chicago. 

Mr.  Berg  was  formerly  manager  of  the  railway  department  of 
the  Electrical  Supply  Co.,  Chicago,  and  in  1896  became  associated 
with  the  Ohio  Brass  Co.,  of  Mansfield,  O.,  of  which  he  was  assist- 
ant secretary  when  he  resigned  some  years  later  to  enter  the  supply 
business  as  a  member  of  the  firm  of  McGill,  Porter  &  Berg,  organ- 
ized in  1900,  and  which  was  soon  succeeded  by  Porter  &  Berg. 

Mr.  Mason  is  the  company's  representative  on  the  road  and  has 
been  associated  with  Porter  &  Berg  ever  since  the  firm  was  organ- 
ized. Mr.  Mason  is  well  known  to  street  railway  operators  in  the 
middle  West  and  has  achieved  an  enviable  reputation  which  is  a 
deserved  tribute  to  his  integrity  and  high  character.  Before  going 
with  Porter  &  Berg,  he  had  already  had  several  years  experience  in 
the  railway  supply  business,  having  been  associated  with  his  father, 
W.  R.  Mason.  Mr.  Mason  has  taken  an  active  interest  in  state 
military  aflfairs  and  now  holds  a  commission  as  lieutenant  in  the 
Illinois  Naval  Militia.  He  is  a  graduate  of  the  Nautical  School 
and  on  the  declaration  of  war  with  Spain  he  enlisted  with  the 
Naval  Militia  and  was  in  active  service  for  nine  months  on  board 
the  U.  S.  S.  Cincinnati. 

■ ♦<-• 

LARGE  CAR  ORDERS. 


The  Niles  Car  &  Manufacturing  Co.,  of  Niles,  O.,  has  shipped 
during  the  past  30  days  10  vestibuled  28-ft.  cars  to  the  Toledo  Rail- 
ways &  Light  Co. ;  ten  20-ft.  car  bodies  to  the  Havana  Electric 
Railway  Co.,  Havana,  Cuba;  two  double  truck  baggage  and  work 
cars  to  the  Western  Ohio  Railway  Co.,  Lima,  O.,  and  ten  62-ft. 
passenger  coaches,  full  vestibuled,  six  wheel  trucks,  to  the  Seaboard 
Air  Line  Railway  Co.,  Richmond,  Va.  These  coaches  are  finished 
in  quartered  oak,  inlaid,  with  full  empire  decks,  and  are  for  the 
run  between  Jersey  and  Florida.  Within  a  few  weeks  ten  28-ft. 
vestibuled  cars  will  be  shipped  to  the  Des  Moines  City  Railway 
Co.;  six  28-ft.  car  bodies  to  the  Pennsylvania  &  Mahoning  Valley 
Railway  Co.;  four  28-ft.  vestibule  car  bodies  to  the  United  Power 
Co.,  East  Liverpool,  O.,  and  25  electric  car  bodies  to  the  Havana 
Electric  Railway  Co.  The  Niles  company  is  also  constructing  10 
additional  coaches  for  the  Western  Ohio  Railway  Co.,  and  eleven 
70-ft.  passenger  coaches  and  five  combination  coaches  for  the 
Tcrre  Haute  &  Indianapolis  Vandalia  .system  of  the  Pennsylvania 
R.  R.  These  cars  will  be  about  78  ft.  over  all  and  are  the  first  of 
this  type  the  Pennsylvania  company  has  had  built.  They  will  be 
mounted  on  six  wheel  standard  trucks.  The  seats  in  the  passenger 
coaches  will  l>c  of  the  Hale  &  Kilburn  walkover,  high  back  pattern, 
upholstered  in  plush ;  the  seats  in  the  combination  cars  will  be 
upholstered  in  horse  hide.  These  coaches  will  run  on  through 
trains  between  Jersey  City  and  St.  L^uis.  The  Niles  company  is 
making  extensive  additions  to  its  works,  a  large  blacksmith  and 
machine  shop,  containing  the  most  modern  machinery,  being  the 
chief  feature. 

»-»♦ 

The  Union  Traction  Co.  of  Indiana,  will  expend  $40,000  on  addi 
lions  to  its  power  house  and  car  shops  in  Anderson. 


The  accompanying  illustrations  show  a  number  of  overhead  elec- 
tric railway  devices,  manufactured  by  the  Billings  &  Spencer  Co., 
which  have  been  tested  for  about  eight  years  in  practical  use  and 
which  are  reported  to  be  giving  universal  satisfaction.  The  B.  &  S. 
type  of  trolley  wire  hanger  equipped  with  this  company's  special 
conical  insulated  stud  has  been  very  widely  used  and  the  company 
filled  one  order  for  12,000,  which  was  only  obtained  after  submit- 
ting samples,  taken  at  random  from  stock,  to  a  severe  test  by  the 
purchaser's  electrical  engineer.  The  company  does  not  furnish 
cheap  material,  but  claims  for  the  B.  &  S.  material  thai  actual  serv- 


DOUBLE  CURVE  HANC.ER. 


I'Ti;.  8  I'MiEDER  CI.ll'. 


Klli.  8  fl.ll'. 


STRAK.UT   MNE  HANGER. 


CONICAL  STlll). 


LINK  HALL  STRAIN   INSULATOR 


SINI'.LE  CURVE  IIANliER. 


ice  will  prove  its  value  and  ultimate  economy.  ■  The  design  of  this 
hanger  and  stud  is  distinctive  and  one  of  the  hangers  and  studs 
assembled  was  submitted  by  the  company  to  a  stress  of  12,000  lb. 
without  injuring  eilher  the  stud  or  hanger.  It  required  17,830  lb. 
stress  to  break  the  stud  in  the  thread  and  then  the  insulating  mate- 
rial remained  intact.  The  B.  &  S.  link  ball  strain  insulator  has  also 
stood  the  lest  of  time  and  has  proved  equal  to  all  requirements.  The 
metal  parts  of  this  insulator  are  drop  forged  sleel  and  galvanized, 
'i'he  mechanical  construction  of  the  device  is  of  a  practical  nature 
and  its  insulation  meets  all  requirements.  The  mechanical  clips  or 
ears  produced  by  this  company  arc  easily  applied  and  thousands 
have  been  sold  from  which  not  a  complaint  has  been  received.  The 
company  also  makes  drop  forged  galvanized  iron  bolls,  frog  pull-off 
attachments,  long  and  short  clevis  bolls  and  drop  forKid  iniiiiniil;i- 
tor  bars  for  street  railway  work. 


182 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  3. 


THE   MOTORMANS   MIRROR. 


'i'lic  molnrinaii's  inirrur  is  designed  to  enable  llie  nioinrman  lo 
sfc  rxaclly  wlial  is  occurring  on  llic  riKlit  side  of  llie  car  witlioni 
moving  from  liis  ordinary  position  .'\  very  large  proportion  of 
■  lie  damage  stiiis  against  electric  railway  cnnipanies  are  lironght  for 


To  cushion  this  blow,  a  plate  of  cork  composition  is  placed  be- 
hind the  mirror  and  covered  with  a  viscous  compound  lo  prevent 
llic  pieces  of  glass  flying  and  injuring  passengers  should  the  glass 
lie  broken.  Strips  of  the  same  composition  arc  placed  over  the 
front  edges  of  mirror  so  as  to  cushion  it.  'lo  guard  against 
breakage  the  metal  parts  of  the  mirror  are  made  of  bronze  so  that 


injuries  received  by  passengers  getting  on  or  off  the  car  who  arc 
thrown  down  by  its  unexpeclcd  starting. 

This  mirror  is  placed  on  the  right  of  the  car  front  and  projects 
about  3  in.  beyond  the  edge  of  the  car  at  an  angle  of  45  degrees. 
This  is  shown  clearly  in  Fig.  i.  Fig.  2  shows  a  view  of  the  mirror 
from  the  point  occupied  by  the  molorman's  eye  and  the  man  getting 
on   the    rear   plrilfi)nn   is   distinctly    seen.      From  a   point    inside   the 

car  the  conductor  may  also  see 
the  rear  platform  when  collecting 
lares  near  the  front  of  the  car, 
provided  no  one  is  standing  on 
the  front  platform.  ,Mso  only  a 
slight  turn  of  the  inotorman's 
head  is  necessary  to  enable  him 
10  command  a  view  of  the  entire 
right  side  of  the  car.  Fig.  3  is 
a  view  of  the  mirror  from  the 
rear  end,  showing  how  slight  a 
projection  beyond  the  outer  line 
of  the  car  is  necessary. 

However,  with  even  this  slight 
projection  it  is  liable  to  be  struck 
by  passing  wagons  in  crowded 
streets  or  at  crossings.  Therefore 
the  mirror  is  hinged  so  as  to 
1  II'    ■'■  move  either  way   and   the   frame 

cannot  be  broken  if  the  car  strikes 
a  wagon  in  overtaking  it  or  if  a  wagon  strikes  the  mirror  when 
passing  the  car  in  the  same  direction.  The  blow  which  the  mir- 
ror might  receive  is  merely  the  amount  necessary  to  compress  the 
springs  of  the  hinge. 


in  case  of  a  severe  blow  they  will  bend  rather  than  break.  Even 
malleable  iron  or  cast  steel  might  be  broken  by  a  blow,  especially 
in  cold  weather,  and  fragments  be  thrown  through  the  front  window 
of  the  car,  possibly  injuring  a  passenger.    Bronze  is  therefore  used. 

Railroads  using  this  mirror  report  a  large  saving  in  running  time 
as  well  as  prevention  of  accidents  due  to  starting  cars  while  passen- 
gers are  getting  on  or  off.  The  mirror  relieves  the  conductor  from 
fear  of  accidents  on  the  rear  platform  when  he  is  taking  fares  and 
thus  increases  his  efficiency  as  a  collector. 

The  device  is  covered  by  very  broad  patents  and  is  nianufaclured 
by  Harold  P.  Brown,  of  120  Liberty  St.,  New  York. 


INTERNATIONAL  RAILWAY  CO  ,   BUFFALO. 


In  the  "Review"  for  February,  page  118,  we  gave  comparative 
statements  for  the  operations  of  the  International  Railway  Co.  for 
the  months  of  December,  1901  and  1902,  and  for  the  quarters  end- 
ing Dec.  31,  1901  and  1902.  The  figures  as  published  were  inad- 
vertently transposed,  those  for  the  quarterly  statements  being  placed 
under  the  monthly  heading  and  vice  versa. 


At  the  annual  meeting  of  the  New  York  &  New  Jersey  Railroad 
Co.,  Jersey  City,  N.  J,,  held  on  February  nth,  David  Young,  G. 
Tracy  Rogers  and  Charles  \V.  King  were  chosen  directors. 


The  first  "flat  wheel"  case  to  come  up  in  Atlanta,  Ga.,  where  an 
ordinance  was  recently  passed  prohibiting  fiat  wheels  on  street 
cars,  came  on  March  2d,  when  Vice-President  T.  K.  Glen,  of  the 
Georgia  Railway  &  Electric  Co.,  was  summoned  to  answer  a  com- 
plaint made  by  a  palrohnan.     A  fine  of  $10  was  assessed. 


Mar.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


183 


COMMUTATOR  CARBON   BRUSHES. 


The  science  of  producing  direct  currciU  electricity  has  now 
reached  so  high  a  stale  of  advancement  that  it  is  more  than  proba- 
ble no  revolutionary  method  of  generation  or  production  will  be  dis- 
covered for  some  time  to  come,  and  any  marked  economies  or  im- 
provements will  be  brought  about  by  improvement  in  details  that 
have  heretofore  been  more  or  less  neglected.  This  careful  attention 
that  is  now  being  bestowed  on  the  minute  details  is  strikingly  illus- 
trated in  the  matter  of  commutator  brushes  for  both  generators  and 
motors.  It  is  now  universally  recognized  that  by  the  use  of  inferior 
or  unsuitable  brushes  all  the  advancement  in  generator  and  motor 
construction  can  at  once  be  neutralized  and  put  to  naught.  It  is  also 
important  that  the  proper  grade  of  brush  be  used  to  suit  the  condi- 
tions. For  instance,  a  generator  that  is  overloaded  requires  a  difter- 
cnt  grade  of  brush  than  a  machine  which  is  carrying  its  rated  load. 
Then,  loo,  in  the  case  of  motor  brushes,  climatic  conditions,  the 
presence  of  heavy  grades  on  the  line,  the  use  of  trailers  and  other 
elements  ought  to  be  carefully  considered  in  selecting  the  proper 
grade  of  car  motor  brush. 

The  Le  Valley-Vitae  Carbon  Brush  Co.,  of  119  to  125  East  42d  St., 
New  York  City,  claims  to  have  been  the  first  company  to  put  upon 
the  market  a  high  grade,  permanent  and  perfectly  self-lubricating 
brush.  Mr.  John  \'.  Clarke,  president  of  the  company,  who  is  an 
expert  on  the  subject  of  commutator  brushes,  states  that  not  only 
has  the  company  aifned  to  keep  up  the  same  high  standard  of  the 
Lc  Valley-Vitae  brush  since  it  was  first  put  upon  the  market  10 
years  ago,  but  it  has  brought  out  many  improved  forms  and  grades 
10  fill  the  various  different  conditions  that  are  constantly  arising 
in  electric  railway  and  lighting  work.  The  company  now  makes 
brushes  in  every  conceivable  size  and  grade  for  car  motor  and  gen- 
erator purposes.  The  Le  Valley-Vitae  company  sells  its  goods  under 
a  guarantee  that  its  brushes  will  stand  up  under  the  heaviest  loads, 
will  not  spark,  will  run  absolutely  noiselessly,  will  not  heat,  and  at 
the  same  time  will  not  cut  the  commutator  or  wear  it  perceptibly. 

The  company  has  letters  from  some  of  the  largest  consumers  and 
best  firms  in  the  electrical  business,  commending  Le  Vallcy-Vilac 
brushes,  and  confirming  its  claims  Sample  brushes  will  be  sent  on 
application  to  the  company,  provided  information  be  sent  as  to  tlie 
conditions  under  which  they  arc  to  be  used. 


SAND  BOXES  FOR  BOSTON  ELEVATED. 


"Ridlon's  Representative,"  the  house  organ  of  the  Frank  Ridlon  Co., 
of  Boston,  in  the  February  issue  contains  a  facsimile  reproduction 
of  a  letter  received  recently  from  the  Boston  Elevated  Railway  Co., 
ordering  the  Killxiurn  track  sanding  device  for  1355  cars  of  the 
Boston  Elevated  system.  In  the  same  issue  apepars  a  copy  of  the 
original  order  for  1,400  Wilson  trolley  catchers.  These  orders  are 
positive  proof  that  the  Ridlon  company's  specialties  have  unusual 
merit,  inasmuch  as  the  Boston  Elevated  company's  reputation  for 
buying  only  the  best  is  widely  known. 


ELECTRIC  CRANE  DEMAND. 


Pawling  &  Ilarnischfcgcr,  Milwaukee,  Wis.,  advise  us  that  the 
crane  demand  continues  extremely  satisfactory.  The  booking  of 
orders  still  continues  on  an  average  of  one  crane  each  day,  which 
is  nearly  the  capacity  of  the  works.  The  best  crane  demand  still 
comes  from  the  iron  and  steel  districts  of  Pennsylvania  and  Ohio, 
though  the  Central  States  are  well  represented.  The  outlook  for 
sales  to  steam  railroads  and  electric  railroads  is  improving,  with 
many  more  intiuiries  from  electric  plants  than  prevailed  last  year. 

The  company  reports  sales  from  January  I,  1903,  to  March  i,  of 
58  cranes,  partly  represented  by  the  follow  ing  list : 

Chicago  &  I'Zastcrn  Illinois  Railroad  Co.,  Danville,  111.,  3  cranes; 
Western  Tube  Co.,  Kewanec,  III.;  WeMinghousc  Machine  Co.,  East 
Pittsburg;  South  Pcnn.  Oil  Co.,  Folsoin,  W.  Va. ;  Pittsburg  Plate 
Glass  Co.,  Ford  City,  Pa.;  Ansonia  Brass  &  Copper  Co.,  Torrington, 
Conn. ;  Fairbanks,  Morse  &  Co..  Bcloit,  Wis. ;  St.  Paul 
Foundry  Co.,  St.  Paul ;  Ingersoll-Sergeanl  Drill  Co.,  Philips- 
liurg,  N.  J„  14  cranes;  American  Bridge  Co.,  Ambridge  Works, 
Ivconomy,     Pa.,    s    cranes;     Standard     Steel     Works,     Burnham, 


Pa.;  CHy  of  Boston,  Water  Dcpt,.  P.oston ;  Bcloit  Iron  Works, 
Beloit,  Wis. ;  International  Steam  Pump  Co.,  Laidlaw-Dunn- 
Gorclon  Works.  Elmwood  Place,  C;  Wheeling  Steel  &  Iron 
Co.,  Benwood,  W,  Va. ;  Coe  Brass  Mfg.  Co.,  Torrington,  Conn,; 
McConway  &  Torley  Co.,  Pittsburg;  fronton  Engine  Co.,  Ironton, 
O.,  2  cranes ;  Joseph  T.  Ryerson  &  Son,  Chicago ;  1  lannnond  Iron 
Works,  Strnthers,  Pa. ;  Cambria  Steel  Co.,  Johnstown,  Pa. ;  Amer- 
ican Bridge  Co.,  Pcncoyd  Plant,  Pencoyd,  Pa. ;  C.  A.  Lawton  &  Co., 
He  Pere,  Wis.;  Perry-Mathews-Buskirk  Stone  Co.,  Bedford,  Ind.. 
2  cranes;  Toledo  Machine  &  Tool  Co.,  Toledo;  .American  Sheet 
Steel  Co.,  Wellsville  Works,  Wellsville,  O. ;  Landis  Tool  Co., 
Waynesboro,  Pa.,  3  cranes;  Goodman  Mfg.  Co.,  Chicago;  Southern 
Creosoting  Co.,  Slidell,  Ui. ;  National  Malleable  Castings  Co.,  In- 
dianapolis, Ind.;  C.  TrimlKirn,  Milwaukee;  Lotnsvillc  Railway  Co.. 
Lrniisvillc,  Kv. 


ORDERS  FOR  GOULD  STORAGE  BATTERIES. 


I  he  CiuuUl  Storage  Batleiy  Co.,  25  west  in\  .si..  New  Viirk  City, 
reports  among  recent  contracts  for  storage  batteries  closed  by  the 
company,  the  following:  Philadelphia  &  Lehigh  Valley  Trac'.inn 
Co.;  battery  to  be  located  near  Qnakertown,  I'a. ;  md  cells  0-511  in 
glass  jars,  and  switchboard ;  discharge  capacity  2C0  amperes. 

Warren  Electric  Street  Railway  Co.;  battery  located  al  Warren, 
Pa.;  240  cells  0-509  in  glass  jars,  switchboard  and  Gould  C.  E.  M. 
F.   regulating  booster;   discharge  capacity   iCo  amperes. 

Dayton  &  Muncie  Traction  Co.;  four  plants,  located  respectively 
at  Winchester,  Ind..  Seluia,  Ind.,  L'nton  City,  O.,  and  Greenville,  C, 
each  battery  consisting  of  305  cells.  Type  S-6og,  in  lead-lined  tanks, 
Type  S-6!i;  plate  capacity,  320  amperes;  tatik  capacity,  400  am- 
peres; switchboard  and  44-kw.  regulating  Goukl  C.  E.  M.  F. 
Ijooster. 

Odell  Illuminating  Co.;  battery  located  at  Odell,  III;  124  cells,  N- 
411,  in  N-413  jars;  capacity.  240  ampere-hours,  al  240  ndIis  for  three- 
wire  lighting  system. 

Manhattan  Heat,  Light  &  Power  Co.;  bat'.ery  located  al  St.  I'aiil, 
Minn,;  56  cells,  S-627,  in  lead-lined  tanks;  capacity,  2,nSo  ampere- 
liours;  switchboard  ami  aulcimalic  Gould  C.  E.  M.  V.  booster  for 
block  lighting  and  regulation. 


ADVERTISING  LITERATURE. 


THE  AMERICAN  BRAKE  SHOE  &  FOUNDRY  CO.,  New 
York,  N.  Y.,  has  issued  a  natty  booklet,  replete  with  half-tone  en 
gravings,  setting  forth  the  merits  of  the  "Tropcnas"  process  steel 
castings.  Accompanying  the  pamphlet  are  a  price  list  of  cast  steel 
wrenches  and  a  folder  illustrating  the  "Tropenas  Diamond  S"  oil 
cups. 


THE  OHIO  BRASS  CO.,  of  Mansfield,  O.,  is  scmling  out  a  little 
treatise  on  motor  bearings  in  which  the  good  qualities,  genuine 
bell  metal  and  babitted  products  of  the  company  are  especially  em- 
phasized. Stress  is  also  laid  upon  the  company's  increased  facilities 
since  new  milling  machines,  lathes  and  other  apparatus  have  been 
installed. 


THE  DIH.UTH  SIDKl'R  CO.,  of  Dululh,  Minn.,  has  issued  an 
interesting  little  p.vni|ililc  I  on  "smokeless  conihuslion,"  eonlaininy 
a  description  of  ilu-  Hulnlh  stoker,  illustrated  in  detail,  together 
with  testimonials  from  users  of  the  device.  In  I'.ie  same  eonneclion 
it  is  announced  that  the  company  is  e(iuipping  10  sleaiii'-liiii--  uiili 
ihe  a|p|iaralus  and  is  also  building  several  large  stationary  stokers. 


THE  MECHANICAL  BOILER  CLEANER  CO.,  Chicago,  111., 
issues  a  .10-page,  6  x  9-in.  parni)hlet  devoted  to  the  Garrigus  mechan- 
ical boiler  cleaner,  in  which  the  claims  for  this  well-known  device 
arc  concisely  and  interestingly  set  forth  and  illustrated.  It  also 
contains  fac  simile  letters  of  testimonials  from  several  of  the  largest 
power  [ilanl  proprietors,  including  a  number  of  street  railway  com- 
panies. 


illl'.  CUOL'Sh;  HINDS  ICLECTRIC  CO.,  of  Syracuse,  N.  Y., 
has  issued  a  52-p.ige  booklet  descriptive  of  the  "Norbitt  Specialties," 
or   porcelain  eleclrical  appliances  from   which   exposed  contacts  are 


184 


STREET  RAILWAY  REVIEW. 


[Vol.  Xm,  No.  3- 


entirely  eliminated.  The  iiunuroiis  illustrations  that  accotnpany  the 
work  arc  actual  size  and  consequently  very  explicit..  For  quality  of 
composition,  typography  and  illustration  the  booklet  is  the  acme  of 
the  printer's  art. 


THE  DUFF  MANUFACTURING  CO.,  Pittsburg,  Pa.,  is  send- 
ing OHt  its  "Barrett  Jacks"  catalog  U,  for  February,  11903,  illustrating 
track  jacks,  automatic  lowering  jacks,  car  and  car  box  jacks,  difTcr- 
cnlia!  screw  jacks,  oil  well  jacks,  pipe  forcing  jacks,  automobile 
jacks,  motor  armature  lifts  and  traversing  jack  bases.  It  is  a  50- 
pagc  catalog,  6x9  in.,  replete  with  detailed  information,  and  well 
worth  placing  on  file. 


STEEL  ROLLING  DOORS,  SHUTTERS  AND  PARTI- 
TIONS. This  is  a  20-pagc  pamphlet  describing  the  product  of  the 
Columbus  Steel  Rolling  Shutter  Co.,  of  Columbus,  O.  Illustra- 
tions arc  included  showing  the  adaptability  of  the  company's  steel 
rolling  doors  for  various  purposes;  freight  and  warehouse  build- 
ings, shops,  factories,  car  barns  and  power  houses.  The  construc- 
tion is  illustrated  in  detail. 


THE  AJAX  METAL  CO.,  Philadelphia,  Pa.,  issues  a  70-page 
catalog  of  its  well-known  products  that  contains  a  fund  of  valuable 
reading  matter,  including  a  paper  on  "The  Microstructurc  of  Bear- 
ing Mclals,"  read  before  the  mining  and  metallurgical  section  of 
the  Franklin  Institute.  The  catalog  is  handsomely  and  ingeniously 
illustrated,  copper  bronze  ink  being  used  for  the  cuts  on  the  covers 
and  the  figures  illustrating  the  white  metal  products  being  in  silver 
bronze. 


THE  INDUSTRIAL  WATER  CO.,  126  Liberty  St.,  New  York, 
has  published  a  22-page  pamphlet,  6  xtj-in.,  entitled  "Hard  Water 
Made  Soft,"  illustrating  and  describing  several  of  the  recent  in- 
stallations made  by  this  company,  including  those  for  the  Laidlaw- 
Dunn-Gordon  Co.,  Cincinnati.  O.,  2,000  gallons  per  hour;  Amer- 
ican Beet  Sugar  Co.,  Oxnard,  Cal.,  42,000  gallons  per  hour;  J.  B. 
King  &  Co.,  New  Brighton,  N.  Y.,  10,000  gallons  per  hour;  Plain- 
field  Gas  &  Electric  Light  Co.,  Plainfield,  N.  J.,  3,000  gallons  per 
hour,  and  others. 


THE  STANDARD  VITRIFIED  CONDUIT  CO.,  of  New  York 
City,  sends  out  a  most  attractive  "advance  circular"  presenting  the 
meritorious  features  of  its  vitrified  clay,  salt-glazed,  under-ground 
conduits  and  third  rail  insulators  very  effectively.  In  addition,  the 
results  of  recent  tests  of  insulators  made  by  this  company  are  given, 
as  well  as  an  invitation  to  send  for  one  of  its  illustrated  catalogs, 
just  issued,  which  arc  among  the  most  complete  ever  offered  to  the 
electrical  trade.  The  "advance  circular"  is  handsomely  printed  on 
highly-embossed  paper,  generously  illustrated  with  tinted  half- 
tones, and  bound  in  red,  the  front  cover  being  higlily  illumined  by  an 
unique  design. 

.^-t-^ 

TRADE   NOTES. 


C.  C.  MURRAY  will  be  connected  with  the  Railway  Appli- 
ances Co.  with  headquarters  at  Pitsburg,  giving  his  time  more  par- 
ticularly to  the  sale  of  the  Q.  &  C.  pneumatic  tools. 

BINGHAM  &  CO.,  of  Camden,  N.  J.,  manufacturers  of  sheet 
metal  specialties  for  steam  and  electric  plants,  has  removed  to  the 
old  Camden  Machine  Works  plant  in  Camden,  where  there  arc 
more  room  and  better  facilities. 

THE  STAR  BRASS  WORKS.  Kalamazoo,  Mich.,  has  several 
large  orders  booked  for  its  trolley  wheels  and  harps,  and  advises  us 
that  many  construction  companies  now  specify  the  Kalamazoo  pro- 
ducts in  the  contracts  for  new  work. 

THE  BURT  MANUFACTURING  CO.,  Akron,  O.,  has  just 
made  a  shipment  of  11  exhaust  heads  to  one  firm  in  Philadelphia. 
It  has  also  received  the  fifth  order  from  the  American  Locomotive 
Co.  for  oil  filters  to  be  used  in  its  works  in  Schenectady,  N.  Y. 

THE  H.  W.  JOHNS-MANVILLE  CO.,  100  William  St.,  New 
York  City,  has  had  to  practically  duplicate  its  factory  to  take  care 
of  the  increased  demand  for  its  "Noark"  enclosed  fuse  protective 
device,  which  enters  into  railway  work  as  well  as  all  other  electrical 
work  requiring  protective  devices.  In  all  other  lines  of  street  rail- 
way material,  the  company's  business  during  the  past  year  has  been 


far  in  excess  of  any  preceding  year.  The  outlook  for  the  coming 
year  is  reported  to  be  fully  as  gratifying. 

THE  JOHN  DAVIS  CO.,  Chicago.  HI.,  has  just  completed  and 
furnished  the  entire  steam  connection  for  the  plant  of  the  Illinois 
Valley  'traction  Co.,  at  La  Salle,  Ind.  It  is  stated  that  negotiations 
arc  pending  for  the  equipment  of  several  other  large  plants  by  this 
tirm. 

THE  UNDERFEED  STOKER  CO.  of  America,  has  recently 
received  contracts  for  stokers  from  the  National  Pin  Co.,  Detroit, 
Mich.;  Hotel  Cadillac,  Detroit,  Mich.;  La  Fayette  Hominy  Mills, 
La  Fayette,  Ind. ;  Standard  Welding  Co.,  Cleveland,  O. ;  Portland 
Street  Railway  Co.,  Portland,  Me. 

C.  J.  HARRINGTON,  New  York  City,  is  calling  attention  to  a 
"never  break"  electric  light  guard,  known  as  the  "II.  &  R."  It  is 
made  of  steel  wire  with  silver  luster  finish,  the  wires  being  cor- 
rugated near  the  top  to  avoid  danger  of  breaking.  It  has  an  ad- 
justable clamp  socket  and  holds  all  si^es  of  incandescent  lamps  se- 
curely. 

THE  STANDARD  UNDERGROUND  CABLE  CO.,  Pittsburg, 
Pa.,  started  its  new  copper  rod  and  wire  mill  about  two  months  ago, 
since  which  time  it  has  received  exceptionally  large  orders  for  cop- 
per rods,  trolley  wire,  waterproof  cable  and  feeder  cables.  In  the 
direction  of  street  railway  construction,  especially,  the  orders  have 
far  exceeded  the  most  sanguine  anticipations. 

BROWN  CORLISS  ENGINE  CO.,  Corliss,  Wis.,  has  recently 
received  orders  for  the  following  engines:  Monlicello  Brick  Co., 
Reading,  Pa.,  two  26  x  S4-in.  simple  engines ;  The  Sheffield  Co., 
.Sheffield,  Tenn.,  one  14  and  26  x  42-in.  tandem  compound,  and  one 
16  and  30  x  42-in.  tandem  compound;  Louisville  Gas  Co.,  Louisville, 
Ky.,  one  18  and  36  x  42-in.  vertical  cross  compound. 

F.  E.  HOOK,  Hudson,  Mich.,  manufacturer  of  coating  and  paint- 
ing machines,  and  paint,  has  recently  made  sales  to  the  following 
railway  companies:  British  Columbia  Railway  Co.,  Vancouver,  B. 
C. ;  Union  Terminal  Railway  Co.,  Sioux  City;  Boston  Elevated  Rail- 
way Co.,  Boston,  Mass.;  St.  Louis,  Iron  Mountain  &  Southern  Rail- 
way, St.  Louis,  Mo. ;  New  York  &  Ohio  Co.,  Warren,  O. 

THE  GREEN  ENGINEERING  CO.,  Chicago,  III.,  found  its 
sales  very  heavy  in  the  street  railway  field  during  the  past  year, 
its  recent  customers  including  the  East  St.  Louis,  Belleville  &  Sub- 
urban Railway  Co.,  St.  Joseph  Railway,  Light,  Heat  &  Power  Co., 
Cleveland  City  Railway  Co.,  and  Danville  Street  Railway  Co.,  ag- 
gregating 25,000  h.  p.  The  outlook  for  the  coming  year  is  still  more 
flattering. 

THE  AMERICAN  BRAKE  SHOE  FOUNDRY  CO.,  170  Broad- 
way, New  York  City,  reports  that  business  is  constantly  increasing 
in  brake  shoes  for  street  railway  service,  thanks  to  judicious  ad- 
vertising, coupled  with  the  efTorts  of  its  large  staff  of  salesmen. 
Among  the  well-known  shoes  manufactured  by  this  company  are 
the  Sargent,  "Diamond  S",  Lappin,  Corning,  Streeter,  Herron  and 
Cardwell. 

THE  PETTIBONE  BROTHERS  MANUFACTURING  CO., 
Cincinnati,  O.,  has  furnished  uniforms  to  railway  men  in  all  parts 
of  the  country  during  the  past  31  years,  and  it  reports  that  1902  was 
the  banner  year  in  its  history.  Notwithstanding,  indications  point 
10  1903  surpassing  1902,  and  alreadj  orders  are  coming  in  for  the 
spring  bargains  advertised  by  this  house.  A  special  run  is  being 
made  on  straw  caps.  The  1903  catalog,  in  colors,  will  be  sent  upon 
application. 

ENGINEERS  AND  MAN.VGERS  who  are  planning  to  overhaul 
their  boiler  plants  this  spring  will  do  well  to  remember  that  the 
McLeod  &  Henry  Co.,  of  Troy,  N.  Y.,  makes  a  specialty  of  sup- 
plying boiler  door  arches  and  jambs.  This  house  has  been  estab- 
lished since  1825.  Its  engineers  and  experts  know  all  about  the 
furnace  and  the  fire  box  and  the  company  is  glad  to  learn  of  par- 
ticularly troublesome  cases.  Its  business  is  to  remedy  furnace  and 
fire  box  troubles. 

THE  FITCHBURG  ENGINE  CO.,  of  Fitchburg,  Mass.,  reports 
among  other  important  recent  contracts  the  following,  all  of  which 
were  taken  through  Edwin  H.  Ludeman,  39  Cortlandt  St.,  New 
York,  manager  of  the  New  York  branch :  Three  300-h.  p.  medium- 
speed  tandem  compound,  four-valve  engines,  and  one  25-h.  p.  en- 
gine, to  be  installed  in  the  new  Hotel  Belmont,  now  under  con- 
struction on  42d  St.,  New  York  City;  these  engines  will  be  direct 
converted  in  each  case  to  Western  Electric  generators.  A  contract 
has  also  been  closed  for  a  47S-h.  p.  Fitchburg  engine  to  be  installed 


STREET  RAILWAY  REVIEW. 


71 


in  the  shops  of  the  John  Stephenson  Car  Co.,  of  Elizabeth,  N.  J. ; 
this  engine  will  be  direct  connected  lo  a  300-kw.  General  Electric 
generator.  The  list  also  includes  two  300-I1.  p.  Fitcliburg  com- 
pound engines  for  an  important  bat  factory  at  Orange  Valley,  N.  J.  • 

THE  IRONSIDES  CO.,  Columbus.  O.,  manufacturer  of  special 
lubricants  and  preservatives  for  a  variety  of  operating  departments, 
recently  held  a  convention  at  the  Hartman  Hotel  of  that  city,  at 
which  the  greater  portion  of  its  sales  agents  were  present.  The 
several  days'  sessions,  which  were  given  to  matters  pertaining  to 
the  various  fields,  culminated  in  a  banquet.  All  attendants  were 
greatly  benefitted  through  the  interchange  of  ideas  and  further  en- 
joyed all  the  social   features. 

EUGENE  MUNSELL  &  CO.,  218  Water  St.,  Chicago,  and  332 
Wellington  St.,  Ottawa,  has  recently  added  to  its  business  the  man- 
ufacture of  mica  specialties,  including  lamp  chimneys,  canopies, 
candle-shaped  protectors,  etc.  In  its  1903  catalog  and  price  list, 
just  issued,  is  shown  a  line  of  reflectors  for  incandescent  lamps, 
which  is  absolutely  new.  These  reflectors  are  made  of  the  best  clear 
mica,  casting  no  shadow,  and  it  is  claimed  that  they  intensify  the 
light  four-fold.  Some  of  the  shapes  form  a  flower-like  effect  and 
arc  to  be  used  with  colored  lamps  for  decorative  purposes.  Appli- 
cation has  been  made  for  a  patent,  and  all  of  Messrs.  Munsell  & 
Co's.  specialties  will  be  distinguislicd  by  the  copyrighted  name, 
"Micalite." 

THE  WASHINGTON  CO.  with  offices  at  39  Cortlandt 
St.,  New  York  City,  has  recently  made  arrangements  with  the  Phoe- 
nix Iron  Works  Co.  of  Mcadville.  Pa.,  to  handle  the  Phoenix  en- 
gines and  horizontal  return  tubular  boilers  in  the  Eastern  States.  The 
Phoenix  Iron  Works  Co.'s  New  York  office  at  15  Cortlandt  St.,  has 
l)ecn  in  charge  of  C.  A.  White  for  a  number  of  years,  and  through 
his  efforts  a  large  number  of  Phoenix  engines  have  been  in.stalled  in 
the  vicinity  of  New  York.  Some  of  the  important  buildings  where 
these  engines  arc  giving  uniform  satisfaction  are,  the  Park  Row 
Building,  Maritime  Building,  Rroad  Exchange,  Lying-in  Hospital, 
R.  H.  Macy  &  Co.  new  store,  Hallenbcck  Building.  Corn  Exchange 
'Bank,  etc.  Mr.  While  has  associated  himself  with  the  Washington 
Co.  to  take  charge  of  the  Phoenix  engine  and  horizontal  return 
tubular  boiler  department,  and  the  Washington  Co.  thereby  increases 
its  importance  in  the  steam  plant  field  where  it  is  already  well  and 
favorably  known  as  agent  of  the  Franklin  water  tube  boiler  and  as 
contractor  for  complete  steam  plants. 

THE  UNDER-FEED  STOKER  CO.  OF  AMERICA  recently 
closed  contracts  for  installing  the  Jones  underfeed  stokers  with  the 
following:  John  J.  Bagley  Co.,  Detroit,  Mich.;  New  Prague  Mill- 
ing Co.,  New  Prague,  Minn.;  Eagle  Roller  Mills,  New  Uhn,  Minn.; 
Jefferson  &  Clearfield  Coal  &  Iron  Co.,  Punxsulawney,  Pa.;  Kel- 
ley  Milling  Co.,  Kansas  City,  Mo.;  Michigan  Salt  Manufacturing 
Co.  (2d  order).  Marine  City,  Mich.;  Bureau  of  Public  I.igbling 
(4lh  order),  Allegheny,  Pa.;  Buhl  Stamping  Co.,  Detroit,  Mich.; 
Gray,  Toynton  &  Fox  Factory;  National  Candy  Co..  Detroit,  Mich.; 
The  Rathbun  Company  (4th  order),  Deseronto,  Out.;  The  E.  B. 
Eddy  Co.  (3d  order),  Hull,  Ont. ;  The  Ontario  Portland  Cement 
Co.,  Brantford,  Ont.;  The  Truro  Condensed  Milk  &  Canning  Co. 
(2d  order),  Truro,  N.  S. ;  The  T.  F^aton  Co.  (2d  order),  Toronto, 
Onl. ;  J.  A.  Paquet  (2d  order).  Quebec  City,  Que.  The  company's 
business  in  Japan  has  grown  lo  such  an  extent  as  lo  re(|uiic  the 
presence  of  one  of  its  erecting  engineers  to  supervise  the  installa- 
tion of  its  apparatus  in  plants  located  in  Yokohama  and  Osaka 
Its  Mr.  Louis  J.  Boyd  .sailcil  for  Yokohama  .\l.ir<li  iilli,  iiiu!  will 
remain  in  Japan  four  months. 

THE  LUDLOW  SUPPLY  CO.,  Cleveland,  O.,  reports  many  or- 
ders for  lies,  poles,  cross  arms  and  pins  this  spring,  in  addition  lo 
railway  supplies  in  general.  During  the  past  three  months  it  has 
established  several  new  agencies.     It  represents  the  following  manu- 


faclurers:  Chisholm  &  Moore  Manufacturing  Co.,  Cleveland.  O., 
rail  joints  and  braces  and  chain  hoists;  Garry  Iron  &  Steel  Co., 
Cleveland,  O.,  pneumatic  jacks  and  cranes ;  Johnson  Wrecking  Frog 
Co.,  Cleveland,  O.,  car  rcplacers ;  Federal  Manufacturing  Co.,  Cleve- 
land, O.,  Johnson  trolley  retractors;  Shelby  Steel  Tube  Co.,  Shelby, 
O.,  trolley  poles ;  Nichols-Lintern  Co.,  Cleveland,  O.,  pneumatic 
Irack  Sanders;  Wilson  Trolley  Catcher  Co.,  Boston,  trolley  catchers; 
Garton-Danicls  Co.,  Keokuk,  la.,  lightning  arresters,  trolley  pick-ups 
and  automotoneers  ;  Duff  Manufacturing  Co.,  Allegheny.  Pa.,  Bar- 
rett jacks;  Dorncr  Truck  &  Foundry  Co.,  Logansport,  Ind.,  track 
scrapers;  Le  Vallcy-Vitae  Carbon  Brush  Co.,  New  York,  carbon 
brushes;  Wheel  Truing  Brake  Shoe  Co.,  Detroit,  Mich.,  brake 
shoes;  Kisinger-Ison  Co.,  Cincinnati,  O.,  trolley  splicers;  Crouse- 
Hinds  Electric  Co.,  Syracuse,  N.  Y.,  head  lights;  R.  Bliss  Manufac- 
turing Co.,  Pawtucket,  R.  I.,  car  gates;  Parrish  Signal  Co.,  Jackson, 
Mich.,  crossing  signals;  Lumen  Bearing  Co.,  Buffalo,  N.  Y.,  journal 
bearings. 


STREET  RAILWAY  PATENTS. 


This  list  of  patents  furnished  by  T.  Reed  Clift,  Patent  Attorney, 
from  whom  all  desired  information  can  be  obtained. 

No.  717.542-  Jan.  6,  1903.  F.  J.  Caswell,  Woodville,  Mass.  Trol- 
ley harp. 

No.  717,561.  Jan.  6,  1903.  Michael  Ferguson,  Munising.  Mich, 
Snow  plow  and  road  icer. 

No.  717,620.  Jan.  6,  1903.  Donald  Raestrom,  Cliicago,  III.  Brake 
shoe. 

No.  717,689.  Jan.  5,  1903.  James  R.  Klippelt  ct  al.,  Pittsburg, 
Pa.    Automatic  street  railway  switch. 

No.  717,728.  Jan.  6,  1903.  A.  C.  Wells,  Whittier,  Cal.  Street 
railway  curve. 

No.  717,758.  Jan.  6,  1903.  John  H.  McMullin,  Worcester,  Mass. 
Sign  illuminator. 

No.  717,811.  Jan.  6,  1903.  Geo.  F.  Chapman,  Marlboro,  Mass. 
Adjustable  headlight  for  street  cars. 

No.  717,821.  Jan.  6,  1903.  Wm.  A.  Daggett,  Vincland,  N.  J.  Trol- 
ley for  electric  cars. 

No.  717,862.  Jan.  6,  1903.  O.  W.  Johnson,  Oakharbor,  O.  Car 
replaccr. 

No.  718,024.    Jan.  6,  1903.    J.  T.  Rice,  Hot  Springs,  Ark.    Trolley. 

No.  718,025.  Jan,  6,  1903.  J.  B.  Robidon,  St.  Louis,  Mo.  Car 
fender. 

No.  718,237.  Jan.  13,  1903.  Casper  Zicnicrman,  Vienna,  S.  D. 
Elevated  railway  struclure. 

No.  718,292.  Jan.  13,  1903.  J.  F.  Verner,  New  York,  N.  Y.  Car 
fender. 

No.  718,448.  Jan.  13,  I9f.i3.  Henry  Fri'sli,  Cumlicrland,  Md, 
Emergency  car  brake. 

No.  718,456.  Jan.  13,  1903.  F.  L.  Hawkins,  Gardner,  Mass.  Lu- 
bricating device. 

No.  718,520.  Jan.  13,  1903,  (ico.  T.  Osborn.  .\llanta,  Ga.  Street 
railway  switch. 

No.  718,551.  Jan.  13,  1903.  Julni  W.  WainwriKbl,  Hale.  England. 
Brake  for  tram  cars  or  other  ridling  stock. 

No.  718,674.  Jan.  20,  1903.  John  IC.  Swanson,  Dcs  Moines,  Iowa. 
Car  switching. 

No.^  718,678.     Jan.   20,    i()03.     (ien.    K.    rciiiili,   I.(ir;iiM,   ( ),     Trolley. 

No.  718,799.  Jan.  20,  1903.  Wni,  II.  .Savage.  Denver.  C'olo.  Slack 
adjuster. 

No.  718,888.  Jan.  20.  um-  Cbas  A.  Taylor,  Winclicsler,  III.  Car 
fender. 

No.  718,993.  Jan.  27,  1903.  Thomas  A.  Funis,  Albread,  Ark.  Car 
switching  mechanism 


LORD'S 

Water  Purifying 
Chemical 


Each  shipment  of  Lord's  water  purifyinj^  chemicalR  are  compounded 
CBpccially  to    remove  the  particular  scale  in  each   individual  case. 

Send  a  Hample  of  your  boiler  scale  for  analy.sis  cost  you  absohitely 
nothing'  and  we  will  return  yoii  a  crrti  fic;ite  showing  result. 

GEO.     \A/.     LORD     CO., 

.3238-90    IN.  9th   Street,  Plilladelphla. 

Foreign   Agent,   FRED.    BROWN,    15    Whithall    Place,    Bradford.  England. 


72 


STREET  RAILWAY  REVIEW. 


ARMATURE 

AND 

FIELD   COIL 

VARNISH 


,^R0  FOR  /5 


^CK 


:^<yi^ 


#  f'^"^ 


^^ 


WATER-PROOF  ACID-PROOF 

WILL  NOT  MELT  OR  PEEL. 
A  PERFECT  INSULATOR. 

The    Highest    Grade    Varnish    on 
the  IMarlcet 


STANDARD  PAINT  COMPANY 

NEW  YORK  CHICAGO 

lOO  William  Street  188-00  Madison  Street 

HAMBURG  PARIS  LONDON 

Oovenhof  03  20  Rue  St.  Georses  50  City  Road,  E.  C. 


No.  7I0.OIO.  Jan.  27,  igoj.  John  Jones.  Denver,  Colo.  Rail  joint 
for  street  car  tracks. 

No.  719,029.    Jan.  27,  1903.    John  McGuirc,  St.  Louis,  Mo.   Fender. 

No.  719,148.  Jan.  27,  1903.  John  Shelton,  Denver,  Colo.  Car 
hrake  mechanism. 

No.  719.256.  Jan.  27,  1903.  John  Quern,  Brooklyn,  N.  Y.  Car 
fender. 

No.  719452.  Kel).  3,  1903.  James  S.  Tox,  Jackson,  Mich.  Trol- 
ley system  for  electric  railways. 

No.  719.453.  I''eb.  3,  1903.  James  S.  Fox,  Jackson,  Mich.  Kail- 
way  rail. 

No.  717,492.  Fcl).  3,  Iip3.  Ira  A.  McCormack,  Cleveland,  O. 
Street  switching  device  for  altachnieiU  to  cars. 

No.  719.512.  Keh.  3.  1903.  John  Scanlaii,  Chicago,  111.  Street 
railway  track. 

No.  719.557.  Felt.  3,  1903.  Walter  Blanchard,  Boston,  Mass. 
Railway  switch. 

No.  719,566.  Feb.  3,  1903.  Frank  E.  Case,  Schenectady,  N.  Y. 
Electric  brake. 

No.  719,699.  Feb.  3,  1903.  W.  T.  Sears,  Boston,  Mass.  Safety 
emergency  brake. 

No.  719.813.  Feb.  3,  1903.  Jdliii  Kenny,  Dclruil,  Mich.  Brake 
mechanism. 

No.  719.940.  Feb.  3,  1903.  11.  S.  Haiglit  and  James  Taylor,  Man- 
chester, Eng.     Tram  scat. 

No.  720,001.  Feb.  10,  1903.  .'\.  J.  Cooper,  Osborn,  O.  Adjustable 
car  step. 

No.  720.006.  Feb.  10,  1903.  Leroy  Devcrs,  Dayton,  O.  Auto- 
malic  street  car  switch. 

No.  720.208.  Feb.  10,  1903.  F.  V.  Winters,  New  York,  N.  Y. 
Mechanism  for  removing  ice  and  snow  from  conducting  or  third 
rail  electric  raihv.iys. 

No.  720,325.  Feb.  10,  1903.  L.  C.  Cary,  St.  Louis,  Mo.  Com- 
bined street  car  and  air  brake  coupling. 

No.  720,359.  Feb.  10,  1903.  Robert  E.  Kimball,  .^kron,  O.  Car 
brake. 

No.  720.377.  Feb.  10,  1903.  .Mgie  Perry,  St.  Louis,  Slo.  Emer- 
gency car  brake. 

No.  720,502  Feb.  10,  1903.  Thomas  P.  Thom,  New  Orleans,  La. 
Car  Fender. 

No.  720,633.     Feb.  17.  1903.    Jos.  Spena,  Lilley,  Pa.     Trolley. 

No.  720.777.     Feb.  17.  1903.     J.  E.  Berry,  Carterville,  Mo.     Brake. 

No.  720,951.  Feb.  17,  1903.  Frank  .\.  Newell.  Williamsburg,  Pa. 
Eleclric  brake. 

No.  720.978.  l"eb,  17,  1903.  Chas.  J.  Specht,  New  York.  N.  Y. 
Electric  vehicle  brake. 

No.  721,000.  Feb.  17.  1903.  W.  J.  Bell,  Los  Angeles,  Cal.  Street 
railway  switch. 

No.  721,163.  Feb.  24,  1903.  Leroy  Devcrs,  Dayton,  O  Car 
fender. 

No.  721279.  Feb.  24,  1903.  R.  .\.  Brock,  Springfield,  O.  Street 
car  switch  opening  mechanism. 

Nu.  72i„vso.  Feb.  24,  1903.  Geo.  E.  Wright,  East  F'airfield,  Vt. 
Car  fender. 


J.  G.  White  &  Company, 

INCORPORATED. 

ENGINEERS,  CONTRACTORS. 

29   BROADWAY, 
NEW  YORK,  N.V. 

LONDON    CORRESPONDENTS 

J.  Q.  WHITE  &  COMPANY,  Limctio. 

22A  COLLEGE   HILL,    CANNON  ST. 


STREET  RAILWAY  REVIEW. 


73 


No.  721.416.  Fell.  24,  1903.  \V.  J.  Bell.  Los  .\iigi-les,  Cal.  Street 
railway  switch. 

No.  721484.  Feb  24.  1903-  P-  F-  Werner.  Williamisett,  Mass. 
Switch  for  overhead  trolley  tracks. 

No.  721,607.  Fell.  24,  1903,  John  Rocliandt.  New  York,  N.  Y. 
Car  fender. 


THE  FOUR  TRACK  NEWS. 


When  the  different  members  of  the  editor's  family  ask,  "Why 
don't  The  Four-Track  News  come?"  it  is  getting  to  be  like  Castoria, 
even  "the  children  cry  for  it,"  and  this  tells  the  story.  It  is  the 
most  interesting  publication  that  comes  in  our  exchanges,  and  the 
reason  is  easily  told.  Mr.  Geo.  H.  Daniels,  the  General  Passenger 
Agent,  who  has  charge  of  it,  has  the  "Carnegie  faculty"  of  getting 
good  men  around  him,  who  know  their  business,  and  the  result  is 
that  in  everything  the  publication  department  of  the  New  York 
Central  distributes,  it  is  "all  right." — Brooklyn,  N.  Y.,  Journal. 

The  subscription  price  of  "The  Four-Track  News "  is  50  cents 
per  year.  A  sample  copy  will  be  sent  free,  for  5  cents,  by  Geo.  H. 
Daniels,  General  Passenger  Agent  New  York  Central  &  Hudson 
River  Railroad,  Grand  Central  Station,  New  York. 


The  Omaha  &  Council  Bluffs  Railway  Co.  on  March  1st  revised 
its  method  of  time  keeping  so  that  employes  will  now  be  paid  for 
the  number  of  hours  and  minutes  worked  each  day  instead  of  count- 
ing to  the  nearest  quarter  hour,  only. 


A  bill  has  been  introduced  in  the'  Minnesota  Legislature  which 
has  as  its  object  a  partial  revocation  of  the  exclusive  franchises 
held  by  the  street  railway  companies  and  providing  that  such  roads 
shall  permit  interurban  lines  to  use  their  tracks  when  authorized 
by  the  municipality,  for  compensation  to  be  determined  by  the 
courts  where  mutual  agreement  is  not  possible. 


ALBANY  GREASE; 

Never  Failed  to  Rednos  J 
Hot  Joarnal    Where  Used. 
&*    The  Albany  Electric  Motor  j 
Grease  Is  the  only   greaae  ( 
used  from  Maine  loCalifor-  i 
nla  that  gives  universal  eat-  i 
lafacilon.    Why?   Because  ll  ) 
does  the  work  required,  baa  , 
proven  Itself  cheaper  than 
any  of  the  motor  greases  on 
the  market  today,  and  Is  al- 
ways  uniform    In    quality. 


Will  send  a  keg  (100  lbs.) 
of  our  Grease  for  trial  on 
approval  at  our  regular 
barrel  price. 


If  It  does  not  prove  eatie- 
factory   after   an    Impartial  ' 
test,  will  make  no  charge  for  J 
keg.      We  know  the  result; 
you  will  want  more. 


THE  ARBUCKLE-RYAN  CO. 

GENERAL  CONTRACTORS  FOR 

5TEAM    POWER     PLANTS 


RUSSELL  ENGINES      JTIRUNG  BOILERS 

A  KKW  FLA.NTM  KKCK.NTLV   KyUII"rKI»: 

■  OBIKLL    EKOIHK*.  »Tim.IN.i    P101..RKS. 

3IJ0O  II. P.     E<lw.  Ford  Pl»te  Clam  Works.  Toledo^  Ohio           -  <oc«  H   J', 

moo     •'        Toledo*  Wfslcrn  Blectrfc  Hallway,  Tol»d. I,  Ohio  MUX)  " 

1500     "         ClfTcland  4  Ka«t.-rn  Hailvraj.  Cle»«land,  Ohio          ■  IJOO  " 

UOO      "         Bar  CillnO.nnolidaUrd  Si.  Ky..  Il.ir  Cllj.  Mich.      •  '"^  " 

UW     •'        8andu«W7  Inlerurl.an  Kt.  Ky,  Banduiky.Ohlo         -  I2«)  " 

UOO     "         iDdlaaauolm  A  l.rei^nrield,  lndiana|j"liii,  Ind.            -  IMKI  " 

900     ••        Mi.«i«.ii.pi  Vall.y  Tran«ll  Co..  SI.  I,oul»,  Mo.          -           550  " 

500     "        WIchlla  Kailroad  &  Mifhl  to.,  Wichita,  Kaa.            -  1000  •' 

SOO     "        Kokomo  Railroad  4  Liljhl  Co.,  Kokomo.  I»d.                       600  " 

mo     "        Tol«d..,  Koit..rla<lc  Kiiidlay  ky.,  Koalorla,  Ohio         -         WK)  " 

I'M©     '•        Slark  Kirclric  Co..  Allianic,  Ohio           -           •           •  l**!  " 

12rj»     *»        lietfoll  I'ortl.Tnd  Cefiifiil  Co  ,  Kri-nlon,  ,Mlch.              -  lOOll  " 

TOLEDO,  OHIO 


Creaghead 
Flexible 


Brackets 


74 


STREET  RAILWAY  REVIEW. 


Civil.  Mechanical  and  Electrical 
ENGINEERS 

GENERAL  CONTRACTORS 

For  the  complete  dexlirD,  constrnctloo 

and  ei|ui(»meat  of 

Electric  Railways 

S|M>L'tal  .ittention  ffivvn  to 

INTERURBAN   RAILWAY  PROJECTS 

8««Drltl«*  AtT<t|it«>il  hihI  N»f;ntlat«««l,  KiHnilntttloiiR,   Keportn,  Estl- 
ui»t«N,  IMmiih,  N|>«Tltlcatluoa  And  8up«rvlsluo. 

Electrical  Installation   Co. 

Incorportalcil  18<IJ.  MONADNOCK   BUILOINO,  CHICAGO. 


NEWS  NOTES. 


Edward  h\.  K'tfield, 

.  .  .  flDccbanical  lEnflinecr  .  .  . 

53  State  Street,  -  -  BOSTON. 

ELECTRIC  LIGHTING  AND  STREET  RAILWAY  POWER 
STATIONS  AND  BUILDINGS. 


PEPPER  &  REGISTER, 

general  contractors. 

Complete  Construction  and  Equipment  ot  Electric  Railways. 

1414  S.  PENN  SQUARE.     PHILADELPHIA,  PA. 


ESTABLISHED  1893. 

FRED  T.  LEY  &  CO. 

OONTRAOTORS 


Electric  Railways  Built  and  Financed  Franchises  Purcliased. 

Phoenix  BIdg.,  SPRINGFIELD,  MASS. 


SHEARF  <&  JAASTAD. 

ENGINEERS, 

85  Water  Street,    BOSTON,  MASS. 


JOHN  BLAIR  MacAFEE 


THE  BUILDING  AND  EQUIPMENT  OF  STEAM 
AND  ELECTRIC  RAILWAYS,  POWER    PLANTS 
AND  LIGHTING  SYSTEMS. 
PRELIMINARY  ENGINEERING  WITH  ESTIMATES. 
REPORTS  ON  PROPERTIES  IN  OPERATION. 


Harrison   Building.    Philadelphia. 


KnANCIIISKS    A8KKD    (lU    onTAINED. 


<'IJNT(>N.    lA.— The    iimposof]    caul    and    wi'nt   electric    Iln*»   l>otwcen 

SltTlInK  inxl  <*)lii(<tn  will  Hooti  iiHk  for  ti  fraiu-hJHr  iiiid  will  coiinoct 
itt  ClliitMii  wlih  the  Imwu  &  lllliiolN  Iiilt-rnrliiin  Hiillway  Cu..  whlth 
\r.\H  \n-fu  Kranl4'<l  a   rniiichlKi-  tM-(w«-i-ii   IhJM  tiiy  uiiU   l>:tvcn|M>rt. 


I>AVKNr'OHT.  lA.-Thc  lowu  &  IlllnnlH  lnt<*rurlmn  Railway  Co.  h&B 
lM-t>ri  Kranlrtl  a  frant'hJHt'  frum  !>av«-ti)Mtrt  u*  Clinton,  on  I  hi*  Iowa 
liiiiik  of  the  rlvor.  The  n«'W  <nnipany  hiiM  ati  arr:inK<'nivtil  wllh  the 
Trl-Cjiy  Hallway  Co.  b;  whlih  It  may  use  ihc  luttcrit  trackH  from 
Iti'ltrndorf  to  iht'  corniT  of  Thlnl  and  Brudy  Hlrct-tH.  I>av<-ii|,<trt.  It  la 
ii-il  unllk«>ly  that  ihf  nt-'W  comimny  may  fxti-nd  llH  lliu*  Into  lllinolft. 
hs  i»ItUer»  arc  (icoiKr  U.  McUald,  i»rt.'Hld**nt;  (Ji-ofKe  W.  Ilawdi*n.  \\vv- 
pn-Hldi-nt ;  Krank  KIIIh.  Ht'cretary;  (Jarrrlt  K.  1,riiml>.  treaHurtfr.  TIu-hc, 
with  R.  U.  McCoy.  Thomaa  J.  Wllcux  and  K.  A.  Kerrln,  are  the  dl- 
ifclorn. 


CHICAGO.    n,I,.-Thc    ChlcaRo    &    Illinois    Western    Electric    R.    R.. 

rapllal  MiiK-k  t:S.(HN>,  has  hei-n  Kranied  a  franchlHe  tu  construct  an  elec- 
tric linr  from  the  mtrth  lliu-  of  Cook  coiiiily  In  a  soiillKTly  ilin-cllon 
throiif;)!  tin-  I'oiiiitii's  of  *'ook.  Will  and  Kankakci-  to  tin-  south  Imjum- 
ilary  lint-  of  Kankiik«>i'  county.  The  lnc<»ri>oratorH  and  llrHl  board  uf 
ilircclors  are  John  T.  Kvans.  Herbert  S.  DuiiHcombe,  Dave  I'liimmer, 
A.    V.    KosberK  "nd    W.    K.   I'hillli.H.   of  ChlcaKo. 


CI.KVEI.AND.  O.-Charles  II.  Ilubbell  and  A.  E.  Williams  have 
apjitled  for  a  franchise  for  a  new  electric  suburban  railroad  from 
Cleveland  to  IK*rea.  beKlnnlnf?  at  the  southerly  boundary  line  of  the 
village  of  South  Brooklyn,  thence  ahmg  the  Wooster  pike  and  Bag- 
Icy  road  to  the  northeast  limits  of  Berea.  The  proposed  route  will 
shorten   the  distance  about  three  miles. 


MORRISTOWN.  IND.— The  Indianapolis.  Morrlstown  &  Rushvllle 
Klectrfe  Railway  Co.  mentioned  In  the  "Bulletin*  for  Jan.  1.  1903.  Is 
securing  options  aloiiK  the  line  uf  the  Cincinnati,  Hamilton  &  Dayton 
lailwaj-  for  a  r.ii-ft.  strip  on  the  north  side  of  that  road.  The  options 
i^ive  until  July  1.  jyi>5.  for  the  completion  of  the  work. 


CINCINNATI,  O.— The  Mllford  city  council  has  granted  a  franchise 
to  the  Cincinnati.  Mllford,  Loveland  &  Goshen  Traction  Co.  men- 
tioned in  the  "Bulletin"  for  Jan.  1.  lyiW.  This  completes  the  company's 
riyht  of  way  with  the  excepti<m  of  one  or  two  small  private  claims. 
Contracts  are  being  let  for  the  3ii  miles  of  road. 


BLOOMINGTON.  ILL.— The  Bloomlngton,  Pontlac  &  Jollet  Inter- 
urban  Railway  Co.  mentioned  in  the  "Bulletin"  for  Jan.  15,  1903.  has 
been  granted  franchises  In  Lexington.  Odell  and  Godley  similar  to 
that  obtained  in  Pontlac.  Gardner's  city  council  has  refused  a  fran- 
chise and  It  has  been  decided  to  go  around  that  town.  Construction 
will  be  pushed  aggressively   this  season. 


Columbia  Construction  Company 

INCORPORATED 

Engineers  and  General  Contractors 
Electric   Railways 

REPORTS    ON    PROPERTIES 


PniNOirAi  Office  I  COLBY  and  ABBOTT  BLDS. 

MILWAUKEE.  WIS. 

CLEMINT  O.   SMITH,   PUBS.   AND  QlN.  MHaR. 


CONSULTING   AND   CONTRACTINC 


EMGINEERS 


Ste«m,  Elertric  •nd  Eltvated      Examinations  and  R«portj 
Railways.  Surveys,  Estimatts  on  Railways  and 

Plans  and  Specifications other  Properties. 

QEO.  WEarON.  CHAS.V.  WESTON 

MBM.  A.  see.  C.  E. 

Weston  Brothers 

MancMiNTS-  LOAN  e^   Trust  Biog.     ...CHICAGO 


I 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


APRIL  20.  1903 


No.  4 


The  Street  Railway  System  of  Pittsburg,  Pa, 


As  an  introduction  to  an  article  on  tlic  street  railways  of  Pitts- 
burg something  sliould  be  said  concerning  the  real  owner  of  the 
property — the  Philadelphia  Co.  This  company  was  chartered  by 
special  act  of  the  Pennsylvania  Legislature  Mar.  22,  1871,  as  the 
Empire  Contract  Co. ;  the  name  was  changed  to  Mexican  National 
Railway  Co..  June  i~.  1873;  to  Commonwealth  Contract  Co.,  Nov.  5. 
18-5;  Philadelphia  Co..  June  11,  1884. 

i  he  Philadelphia  Co.  is  both  an  operating  company  and  a  stock- 
holding company,  being  the  latter  as  regards  the  street  railway 
properties  of  Pittsburg  and  Allegheny  County.  As  an  operating 
company  it  controls  approximately  So  per   cent  of  the  natural   gas 


Co.,  and  owns  all  of  the  stock  of  the  Braddock  Gas  &  Light  Co. 
These  companies  have  exclusive  rights  under  a  perpetual  franchise 
to  manufacture  illuminating  gas  in  Pittsburg  and  Allegheny. 

Electric  Lighting  and  Power.  The  Philadelphia  Co.  owns  all 
of  the  capital  stock  of  the  Allegheny  County  Light  Co.,  which  leases 
the  property  of  the  Monongahela  Light  &  Power  Co. ;  and  owns 
all  of  the  stock  of  the  Southern  Heat,  Light  &  Power  Co.,  which 
controls  the  Ohio  Valley  Electric  Co.  These  are  the  only  public 
organizations  furnishing  electric  current  for  light  and  power  in  Pitts- 
burg, Allegheny  and  surrounding  territory. 

Street  Railways.     The  Philadelphia  Co.  owns  all  of  the  stock  of 


SCENE  IN  DUQL'ESNE  UARPEN  IX  WIN  1  l.k 


business  in  Pittblnirg  and  contiguoll^  territory;  it  (vvns  all  of  the 
slock  of  the  L'nion  Gas  Co.,  of  McKeesporl,  and  of  the  Charliers 
Valley  Gas  Co..  and  owns  a  controlling  interest  in  the  Equitable 
Gai  Co.,  the  Allegheny  Heating  Co.  and  the  Pennsylvania  Natural 
Ga»  Co.,  which  five  constitute  all  of  the  subsidiary  natural  gas  cor- 
porations. 

The  Philadelphia  Co.,  as  a  stockholding  corporation,  controls  three 
other  classes  of  business — illuminating  gas,  electric  lighting,  and 
tlrert  railway : 

Illuminating  Gas.  ITie  Philadelphia  Co.  owns  all  of  the  stock  of 
the  Consolidated  Gas  Co.,  which  in  turn  owns  all  of  the  stock  of 
the  Allegheny  Illuminating  Co.  (this  company  has  exclusive  right", 
in  Allegheny)  ;  owns  a  controlling  interest  in   the  South   Sirle  Gas 


liu-  Pittsburg  l<aiUvay>  Cn..  which  operates  all  the  electric  railways 
in  .Mleghcny  County.  The  relations  of  the  Pittsburg  Railways  Co. 
to  its  subsidiary  companies  are  exhibited  in  the  tabulated  statement 
on  page  189.     The  franchises  for  all  the  railway  lines  arc  perpetual. 

FINANCIAL. 

.\n  enumeration  of  the  authorized  capital  st(xks  and  bonded  debts 
of  the  many  companies  underlying  the  Philadelphia  and  the  Pitts- 
burg Railways  companies  would  give  no  idea  of  the  actual  capital 
liabilities  of  the  principal  companies  because  many  of  the  underlying 
stock  and  bond  issues  are  owned,  wholly  or  partly,  by  lessee  com- 
panies and  are  held  in  the  treasuries  of  the  latter  or  have  been 
retired. 


STKKKT  RAILWAY  RFAIKW 


(Vol.  XIII.  No  4- 


Tile  pliutoi;rapli  fri.tn 


I'ANOKAMIC  VltW  OK  THE  CITY  OK  I'lTTMUKl..  r»i       PUOTOLRAHH 
vhicli  this  enirraTtnir  nra>  madi'  i^  t|Dite  unii|ue  Nrcaust-  of  thi- rart*  uccasiuos  when  Ihe 


The  Philadelphia  Co.  has  oiUslandiiig : 

Common  stock  $28,953,029.16 

Preferred    stock    5.744,812.50 

5  per  cem  first  mortgage  honds 5.500.000.00 

5  per  cent  consolidated  mortgage  bonds 12.312.850.00 

The  Pittshurg  Railways  Co.  has  $5,000,000  of  capital  stock  O'ali 
common  and  half  preferred)  all  of  which  is  owned  by  the  Phila- 
delphia Co.  .\sidc  from  this  the  liabilities  of  the  Pittshurg  Railways 
Co.  are : 

5  per  ceivt  bonds $  3.100.000 

Bond  issues  of  underlying  companies  of  Southern  Trac- 
tion Co.  guaranteed i .479.000 

Common  stock  of  Cnited  Traction  Co.  (owned  by  Phila- 
delphia Co.)  on  which  i  per  cent  is  guaranteed 17.000.000 

Preferred  stock  of  United  Traction  Co. on  which  5  per  cent 

is  guaranteed  3.000.000 

L'nited   Traction  bonds  4.750.000 

United  Traction  guarantees  of  underlying  bond  issues. . . .     5.250,000 
Pleasant  Valley  company's  stock  not  owned  by  Pittsburg 

Rys.,  5  per  cent  guarantee 647,350 

Common  stock  of  Consolidated  Traction  Co.   ($14,212,450 
owned  by  the  Philadelphia  Co.)  on  which  2  per  cent  is 

guaranteed 15,000.000 

Preferred  stock  of  Consolidated  Traction  Co.  ($11,637,850 
owned  by  Philadelphia  Co.)    on  which  6  per  cent  is 

guaranteed    1 2.000.000 

Duquesne    Traction  Co.  stock  not  owned  by  Consolidated. 

on  which  4  per  cent  is  guaranteed 373. -50 

Central    Traction  Co.   stock  not  owned   by   Consolidated, 

on  which  3  per  cent  is  guarantee<l 43-350 

Pittsburg  Traction  Co.  slock  on  which  7  per  cent  is  guar- 
anteed      25.000 

East  McKeesport  St.  Ry.  5  per  cent  bonds 250.000 

Pittsburg  &  Rirniinghani  Traction  Co.  stock  on  which  5 

pcr-ccnt   is  guaranteed 3.000.000 

Pittsburg  &  Birmingham  Traction  5  per  cent  iKinds 1.500,000 

Underlying  bonds   for  Pittsburg  &   Birmingham 1,504.500 

Bonds  guaranteed  by  Monongahela  Traction  Co 3.135.OOO 

There  are  also  annual  charges  as  follows  on  properties  not  listed 
in  the  foregoing : 

Rental  of  Citizens    Traction  property $180,000 

Rental  of  .Allegheny   Traction  property 25.000 

Rental  of  Suburl>an  Rapid  Transit  property 56.OCO 

Rental  of  Monongahela  Traction  properly  (to  be  increased 
$18,750  per  annum  till  the  amount  paid  is  $315,000  per 
year   183.750 

In  the  statement  of  capital  liabilities  of  the  Railways  company 
it  should  be  noted  that  of  four  of  the  largest  items,  the  stocks  of 
the    Consolidated    and    United    companies,    an    amount    aggregating 


$42,850,300.  is  owned  by  the  Philadelphia  Co..  and  the  payment  of 
dividends  guaranteed  thereon  is  merely  a  matter  of  bookkeeping. 
To  avoid  misapprehension  the  form  of  the  Philadelphia  Co.'s  state- 
ment has  been  changed  recently  so  that  only  the  net  charges  for 
rentals  of  leased  companies  appear. 

Under  the  old  form  of  report  the  statement  for  the  year  1902  for 
the  Philadelphia  Co.  and  affiliated  corporations  was  as  follows: 

Gross  earnings   from   operation.  $'3,795,054 

Operating  e.Npenses  and  taxes    7,759.029 

Net   earnings    from   operation $  6,036,024 

Other   income    (including   $1,338,588    from    dividends   on 

stocks  owned ) 1 .607.649 

Total    $  7.643.673 

Deductions   from   income    (including  $1,039,398   rental   of 

leased    companies)     1.166.513 

Total    income    $  6.477.161 

Interest  and  dividend  on  preferred  stock 4.020,632 

Net  income    2,456.529 

Less  proportion   credited   to   owners   of  capital    stock   of 

affiliated  corporations  other  than  Philadelphia  Co....  5.964 

Interest  of  Philadelphia  Co.  in  net  income $2,450,565 

The  statement  in  its  new  form   for  the  first  two  months  of  1903 
shows : 

Philadelphia  Co. : 

Gross  earnings  from  operation .....$    992.410 

Operating  expenses  and  taxes 335.242 

Net  earnings  from  operation $   657.178 

Other  income 157,839 

Total  earnings $   815.017 

Deductions  from  income 14.518 

Net $    800.499 

.Affiliated  Companies : 

Gross  earnings  from  operation $1,725,319 

Operating  expenses  and  taxes $i.o.U.35'2 

Net  earnings  from  operation   $   691.967 

Other  income -4.-54 

Total  earnings $    7i6.j«i 

Deductions  from  income 498.794 

Net  from  affiliated  companies $    217.427 


Apr    20.  1903] 


STREET  RAILWAY  RR\  1!A\' 


187 


FURNISHED  BV  COURTESY  OF  WILLIAM  CAMPBELL.  PITTSBuRC. 

conditions  are  suitable  for  such  successful  photOirraphy,  tlie  city  beiatr  usua  ly  nverliunir  uilh  siiKike  ami  clouds. 


Total  available  income   $i.0i7,gj() 

Interest  and  dividend  on  preferred  stock  of   Philadel- 
phia Co 210.439 

Xet  available  income — surplus $   807.487 

Compared  with  the  first  two  months  of  1902  the  net  earnings  from 
operation  for  the  Philadelphia  Co.  show  an  increase  of  $66,160,  and 
the  net  earnings  from  opcratinn  for  the  affiliated  companies  an  in- 
crease of  $24,166. 

R.\1L\VAV  LINES. 

The  system  now  operated  by  the  Pittsburg  Railways  Co.  is  the 
result  of  successive  consolidations  and  many  of  the  underlying 
companies  were  organized  with  the  avowed  purpose  of  competing 
with  then  e.xisting  lines,  yet  there  is  not  today  a  foot  of  superfluous 
street  railway  track  in  the  territory  served.  This  condition,  so 
much  in  contrast  to  that  obtaining  in  other  cities  where  consolida- 
tions have  been  similarly  effected,  is  due  very  largely  to  the  unfa- 
vorable topography.  The  urlrati  territory  is  divided  on  a  line 
from  southeast  to  northeast  by  the  Monongahela  River  and  the 
Ohio  River;  and  the  Allegheny  River  joining  the  Monongahela 
at  an  angle  of  about  60  degrees  divides  the  district  north  of  the 
rivers  into  two  positions.  Pittsburg  is  on  the  narrow  peninsula 
thus  formed,  .Allegheny  lies  in  the  obtuse  angle  and  south  of  the 
Ohio  and  Monongahela  are  a  series  of  manufacturing  towns,  all 
properly  included  in  Greater  Pittsburg. 

The  commercial  heart  of  this  population  of  about  700,000  persons 
is  located  at  the  point  of  the  Pittsburg  peninsula,  in  a  district  that 
is  very  nearly  an  equilateral  triangle,  with  each  side  a  half-mile  in 
length.  For  access  to  this  limited  district  there  are  three  bridges 
across  the  Allegheny  and  two  across  the  Monongahela  to  accom- 
modate trans-river  traffic,  while  for  cars  serving  the  city  of  Pitts- 
burg and  its  eastern  suburb*  there  are  five  streets  entering  the 
point  that  are  available.  In  the  center  of  the  peninsula  are  sleep 
hills  covering  a  diamond-shaped  area  somelhing  over  two  miles 
long,  over  which  it  is  not  practicable  U>  operate  more  cars  than 
are  absolutely  needed  to  serve  the  residents  of  this  territory.  To 
the  north  of  the  hills  lie  two.  and  to  the  south  three  streets  on 
which  are  operated  trunk  lines.  'J  he  topography  is  such  that  east 
of  the  "diamond  back",  and  alwut  four  miles  from  the  center  of  the 
business  district,  these  lines  all  converge  and  from  this  point  sub- 
urban roads  radiate  to  the  north,  east  and  south. 

The  business  district  itself  is  divided  by  a  track  of  the  Pennsyl- 
vania R.  R.  on  Liberty  St..  coimecling  the  L'nion  Passenger  Sta- 
tion with  the  Pennsylvania  freight  station  which  is  located  at  the 
point  of  the  peninsula.  Liberty  St.  was  crossed  once  or  twice  by 
practically  every  street  car  line  entering  the  business  district,  and 
when  the  Pittsburg  Railways  Co.  assumed  charge  of  the  coii- 
tolidated  system  Jan.  i.  IQO.^,  one  of  the  first  undertakings  was 
to  design  a  rearrangement  of  down-town  track:i  that  would  avoid 
the  almost   unsuppf>rtablc   delays  caused   by  the   passage  of   freight 


trains  through  Liberty  St.  during  the  rush  hours  night  and  morn- 
ing, when  street  railway  traffic  was  heaviest.  The  changes  made 
were  to  locate  the  terminal  loops  for  the  Allegheny  and  north  side 
routes  entirely  north  of  the  center  of  Liberty  St.  and  those  for  the 
Birmingham  and  .south  side  lines  south  of  the  Pennsylvania  track; 
this  leaves  but  two  lines  of  cars  crossing  the  steam  railroad,  these 
being  two  loop  routes  that  encircle  the  "diamond  back"  in  Pittsburg. 

The  congestion  in  the  business  district  is  now  so  great  that  a 
plan  for  building  elevated  lines  in  some  of  the  downtown  streets 
for  use  as  terminals  is  being  given  serious  consideration  by  the 
company.  The  topography  of  the  city  makes  the  use  of  subways 
practically  out  of  the  question. 

For  operating  purposes  the  system  is  divided  into  eleven  divisions 
which  may  be  briefly  described  as  follows   (see  map)  : 

No.  I,  .Mlegheny  Division.  These  lines  serve  the  territory  north 
of  the  Ohio  and  .-Mlegheny  Rivers  and  the  cars  all  enter  Pittsburg 
over  two  trunk  lines  which  cross  the  6th  St.  and  9th  St.  bridges 
and  terminate  in  two  loops  lying  north  of  Liberty  St.  in  the  business 
district.  This  division  includes  18  routes,  which  vary  in  length 
from  1.24  to  14.16  miles.  Route  distances  given  are  all  for  round 
trips. 

No.  2.  West  End  Division.  These  lines  are  the  ones  formerly 
operated  by  the  Southern  Traction  Co.  and  serve  the  territory 
to  the  southwest  and  west  of  Pittsburg,  including  the  towns  of 
Carnegie,  Crafton,  McKees  Rocks  and  Coraopolis.  Entrance  to 
the  business  district  is  by  a  bridge  over  the  Ohio  River  at  the 
Point.     The  division  has  11  routes,  of  from  1.64  to  24.66  miles. 

No.  .V  Birmingham  Division.  This  includes  the  lines  of  the  old 
Pittsburg  &  Birmingham  Traction  Co.  and  serves  the  territory  south 
of  the  Monongahela  River,  but  lying  west  of  Homestead.  This  divis- 
ion has  13  routes  of  from  3.01  to  22.28  miles,  except  the  Pittsburg 
incline  which  is  one  mile.  Entrance  to  Pittsburg  is  over  the  Monon- 
gahela River  bridge. 

No.  4.  Second  Avenue  Division.  This  division  comprises  prin- 
cipally the  lines  of  the  old  Second  Avenue  system,  later  the  United 
Traction,  and  serves  the  north  bank  of  the  Monongahela  River  as 
far  as  Wihnerding.  with  some  routes  crossing  the  river  to  Home- 
stead, Dravosburg  and  McKccsporl.  In  ibis  divisi(jn  there  are  11 
routes  of  from   1.74  to  ,i4.W)  niiie*. 

No,  5.  Monriiigahela  Division,  This  division  includes  what  was 
formerly  ihe  Monongahela  Street  Railway  Co.  and  comprises  lines 
to  Duquesne,  l^last  Pittsburg,  Braddock  and  McKeesport,  and  the 
other  towns  in  that  territory.  'The  division  has  18  routes  of  from 
.96  to  34.W>  miles. 

No,  6.     Oakland  Division,     2  mules,  7.40  and  8.15  miles. 

No,  7.     Iltinicwood  Division.     9  routes,  2,34  to  18.50  miles. 

No.  8.     Highland  Division,     7  routes,  11,75  to  14,15  miles. 

No.  9,     Herrrin  Hill  Division,     3  routes,  3.29  to  11,08  miles. 

No.  10.     Sharpsburg  Division.     3  routes,  9.70  to  14.70  miles. 

Divisions  6,  7,  8,  9  and  10  comprise  the  greater  part  of  what  wa« 
operated  by  the  Consolidateil  Traction  Co.,  and  serve  the  ri-si.|eiiii:il 


188 


STREET  RAILWAY  REVIEW. 


(Vol.  XlII,  No  4 


MAT    OF    THE 

PITTSBURGH  RAILWAYS  CO. 
SYSTEM 

CONTROLLED  BY 

THE  PHrLADELPHIA  COMPANY 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


189 


PITTSBL'RC;    R.-VILWAYS    CO. 


Incorporated  by  special  act  of  Penns.vh'ania  I-egislature  May  25, 
1S71.  as  Suretv  Contract  Co.;  name  changed  to  Philadelphia  Rapid 
Transit  Co.  Dec.  il.  1ST9:  to  Surety  Contract  Co.  July  14,  1893;  to 
Union  Surety  Co.  Dec.  14,  1S97;  to  Southern  Traction  Co.  Oct.  12, 
19W:  to  Pittsburg  Railways  Co.  Dec.  31,  Utcl.  The  subordinate  com- 
panies are:  v 

I.    Properties  operated    by   the   company    when   it   was    the   Southern 
Traction  Co.,  which  were: 

1.  West  End  Traction  Co.  Organized  Nov.  15,  1897.  Capital  stock 
purchased  bv  Southern  Traction  Co.  August,  1900.  Began  oper- 
ating Jan.   1,  1.V9S: 

A.  Pittsburg  &  West  End  Passenger  Ry.  Co.    Chartered  March 
26.  1S79.     Stock  bought   by   West  End  Traction  Co. 

B.  Pittsburg.  Crafton  &  MansHeld  St.   Rv.  Co.     Chartered  Oct. 
311,    1S94. 

C.  Pittsburg.    Neville   Island   &   Coraopolis  Rv.    Co.     Chartered 
April  4.  1S93. 

D.  Carnegie.    Heidelberg  &    Bridgeville   St.    Ry.    Co.    Charleied 
May  20,    1S97. 

E.  West      End.    Mt.   Washington  &    Banksville  Rv.   Co.     Char- 
tered May  30.  1897. 

P.    Coraopolis  &  Neville  Bridge  Co.    Chartered  Jan.  15,  1892. 

2.  Virginia  Avenue  St.  Ry.   Co.    Chartered  Apr.  IS,   1S9S. 

3.  McKees  Rocks  &  Ingram  St.  Ry  Co.    Chartered  Feb.  21,  1900. 

4.  McKees  Rocks  &  Neville  Island  St.  Ry.  Co.  Chartered  Jan.  28, 
1S3S. 

5.  Crafton  &  Chartiers  Valley  Traction  Co.  Chartered  Sept.  6, 
1S9S. 

6.  Pittsburg.  Banksville  &  Mt.  Lebanon  St.  Rv.  Co.  Chartered 
Apr.  12.  1900. 

7.  Carnegie  Bridge  Co.    Chartered  June  15,   1900. 

II.  East  McKeesport  Street  Railway  Co.  Chartered  June  2G.  1899. 
Entire  capital  stock  owned  by  Philadelphia  Co.  Leased  to  Pittsburg 
Railways   Co.    in   1902. 

III.  Consolidated  Traction  Co.  Chartered  July  2.i.  1S95.  The  purchase 
of  the  stock  of  this  company  b,v  the  Philadelphia  Co.  was  agreed 
upon  Dec.  4,  19i'I.  and  the  latter  now  owns  2:J2.757  of  the  240.000  pre- 
ferred and  284.249  of  the  300,0liO  common  shares  of  the  Consolidated 
company.  By  an  operating  agreement  the  system  of  the  Consoli- 
dated Traction  Co.  has  been  operated  by  the  Pittsburg  Railways 
Co.  since  Jan.  1,  1902.    The  underlying  companies  are; 

1.     Central  Traction  Co.     Incorporated  Dee.  31,  ISSS;  opened  cable 
road    March,    1890;    opened   electric    line    March   3,    1892.     April   2, 
1890.  leased  to  Consolidated  Traction  Co.  for  950  years. 
A.    Central  Passenger  Ry.  Co.     Control  of  stock  owned  by  Cen- 
tral  Traction   Co. 
3.     Pittsburg  Traction  Co.    Chartered  Anril  30,   1887.    April  2,  1896, 
leased  property  to  Consolidated  Traction  Co.  for  950  years.     Con- 
trol  of    stock    owned    by    Consolidated. 

A.  Central  Transit  Co.     Consolidated  with   (2)  June  17,   1887 

B.  Bloomlield  Street  Railway  Co.  Chartered  Mav  9.  1892.  Road 
opened  April  15,  1894.  Aug.  1.  189:i,  leased  to  Pittsburg  Trac- 
tion Co.  for  999  years.  Entire  capital  stock  owned  by  Pitts- 
burg Traction  Co. 

C.  Pittsburg.  Oakland  &  East  Liberty  Passenger  Ry.  Char- 
tered April  8,  1859.  June  17,  1887,  leased  to  Pittsburg  Traction 
Co.   tor  999  years. 

3.  Duiiuesne  Traction  Co.  Leased  to  Consolidated  Traction  Co. 
Aug.  1,  18^;.  Chartered  Jan.  25,  1890.  Dec.  17,  1891,  an  operating 
cfmtract  effective  Jan.  1.  1S92.  was  made  for  the  operation  of 
this  system  by  the  Pittsburg  Traction  Co.  The  Dutiuesne  Trac- 
tion  Co.   operated: 

A.  DuMuesne   Street   Railway   Co. 

B.  Bellcfield  Street  Ry.   Co.     Chartered  Sept.  C,   1S92. 

C.  Bti.vd  Street  Railway  Co. 

D.  Craig   Street    Passenger   Railway    Co. 

E.  East    End    Street   Railway    Co. 

F.  Grant   Street    Railway   Co. 

G.  Highland  Street   Railway  Co. 
H.  Howe   Street    Railway   Co. 

I.    I^arlmer  Street   Railway  Co. 
J.    Market    Street    Railway    Co. 

K.     Peoples  Street  Railway  Co. 
L.     Wilklnahurg   &    East    Liberty    Railway   Co. 
M.   Wllklnsburg   Street   Railway   Co. 
N.  Larimer  &  Lincoln  Street  Railway  Co. 

4.  Ft.  Pitt  Traction  Co.  Chartered  189i).  Entire  capital  stock 
owned  by  Consolidated  company.  Leased  to  Consolidated  Trac- 
tion Co.  April  2,  1896,   for  %0  years. 

A.  Citizens'  Traction  Co.  Chartered  July  G.  18S7.  Nov.  1,  1895, 
leased  to  Ft.  Pitt  Traction  Co.  for  950  years;  lease  assumed 
by  Consolidated  Traction  Co. 

a.  Citizens'  Passenger  Ry.  Co.  Incorporated  March  22,  18.59. 
Sept.  1.  1887,  entire  capital  stock  purcha.sed  bv  Citizens' 
Traction  Co..  which  Icimed  the  properly  for  98  years  and 
chanKe<l    the   motive    power   to    electricity. 

b.  Transverse  Passenger  Ry.  Co.  Entire  capital  stock 
owned  by  Citizens'  Traction  Co.  (Part  of  road  leased  to 
Allegheny  Traction   Co.) 

c.  Asplnwall  St.  Ky.  Co.  Chartered  Aug.  20,  1892.  Road 
opened  Dec  12,  1894.  Stock  owned  and  properly  leased  to 
CltlzefiH'  Traction  t'o. 

d.  I'erin  Street  I'asHenRcr  Ry.  Co.  Chartered  May  19,  1892. 
<,'apllal  stock  owned  by  Citizens'  Traction  Co.,  which  has 
operated   the  road  since   March  31.   1893. 

B.  Allegheny  Traction  Co.  Incorporated  July  23.  IS90.  Aprfl 
2,  l«*i.  leased  to  Ft.  Pllt  Traction  Co.  for  950  years.  I.,ca»e 
umumed  by  Consolldnled  Traction  f!o. 

a.  Mlllvalc.  Etna  &  Sharpsburg  St.  Ry.  Chartered  March 
H,  1KJ2.  Road  opened  (Jet.  4,  1894.  Leased  April  19,  1894,  to 
Allegheny  Traction  Co. 

b.  Part  of  llneH  of  Transverse  Passenger  Ry.  Co.  leased 
from  CIllzenH'  Traction  Co. 

C.  Negley  Street  Railway  Co.  Stock  bought  by  (4)  and  com- 
pany   merged,    IWW. 

V.  Fort  Pllt  Blreit  Passenger  Ry.  Co.  Slock  bought  by  (4) 
and   company   merged,   1896. 

E.  OroHii  Point  HIreet  Ry.  Co.  Slock  bought  by  (4)  and  com- 
pany  merged,    IWt(j, 

F.  illKhland  Park  PaHsenger  Ry.  Co.  Chartered  Nov.  21!,  1891. 
Slock  Ixiught  by  (4)  and  comriany  merged,  1896, 

5.    Monongahela    Street    Hallway    Co.      Chartered    April    13,     1898. 
lx-a««d  to  Connolldated  Traction  Co.    December,   1901, 


A.  Homestead  &  Highlands  Street  Ry.  Co.    Chartered  Sept    6 
1S92.     Consolidated   with    (5). 

B.  Braddock    &    Duquesne    Street    Railway    Co.     Consolidated 
with  (5)  May,  1898. 

C.  Braddock  &  Homestead  Street  Railway  Co.    Chartered  Jan. 
17,   1S94.     Consolidated  with   (5)   May,  1898. 

D.  Schenley   Park   &   Highlands    Ry.    Co. 

B.    Wilkinsburg  &  East  Pittsburg  St.  Ry.  Co.     Chartered  Sept. 
27,  1S9S.    Merged  with   (5)   December,   1901,    Was  successor  to— 
a.     Braddock  Electric    Passenger  Rv.    Co.,    the   property   of 
which   was  sold   under   foreclosure  June  20,   1888. 

F.  Wilkinsburg   &    Verona  Street    Ry.   Co.     Chartered  Apr.   9, 
1901.    Merged  with  it')   December,  1901. 

G.  Pitcairn   &   Wilmerding   Street    Ry.   Co.     Chartered  June  14, 
1901.     Merged  with   (5)   December,   1901. 

H.  Pitcairn,   Wilmerding  &  Braddock  St.  R.   R.  Co.    Chartered 
July,  1894. 
C.    Suburban    Rapid    Transit    Street    Railway    Co.     Organized    Sep- 
tember. 1886.     Road  opened  in  1887.     Leased  Jan.  1,  1902.  to  Con- 
solidated Traction  Co.  for  900  years. 

A.  Suburban  Rapid  Transit  Street  Ry.  Consolidated  Aug.  11, 
1899,   with— 

B.  South  Twenty-."ieeond   Street   Ry.   Co. 

IV.    United  Traction  Co.     Chartered  July  27.  1S96.     Capital  stock  pur- 
chased by  Philadelphia  Co.   in  1899.     Property  operated  by  Pittsburg 
Railways  Co.   under  an  agreement  effective  Jan.  1,  19U2. 
1.    The   Second  Avenue   Traction   Co.     Chartered   Nov.    14.   1894. 

A.  "Second  Avenue  Traction  Co."  Chartered  April  27.  1893,  and 
leased  the — 

a.    Second   Avenue   Passenger  Railway   Co.    (chartered  July, 
ISSl),  with  which  were  consolidated  in  1S94,  the— 
i.    Braddock  &  Turtle  Creek  Electric  Ry.  Co. 
ii.    Hazlewood,   Homestead  &   Braddock  Passenger  Rail- 
way Co.   and 
iii.    Greenfield    Avenue   Passenger   Railway    Co. 

B.  Glenwood  &  Dravosburg  Electric  Street  Ry.  Co.,  with  which 
were  consolidated  in  1894— 

a.  Dravosburg  Passenger  Ry.   Co.,  and 

b.  Pittsburg  &   Homestead  Passenger  Ry.  Co. 

c.  McKeesport  &  Reynoldton  Passenger  Ry.   Co.     Leased  to 
Glenwood    &    Dravosburg    company. 

i.    McKeesport    Passenger   R>',    Co. 

ii.    Dravosburg,     Reynoldton    &    McKeesport     Passenger 
Ry.    Co. 

C.  North  Side  Traction  Co.  Chartered  June  29,  1896.  Property 
of  this  company  and  subordinate  companies  leased  to  The 
Second  Avenue   Traction   Co.,    February,   1897. 

a.    Federal    Street    &    Pleasant    Valley    Passenger    Ry.    Co. 

Chartered  Feb.  20,  1868.     Leased  to  North  Side  Traction  Co. 

for  950  years  from  July  20.  1896.     Majority  of  stock  owned 

by    (IV.) 

i.    Observatory   Hill   Railway  Co.,   merged  with   (a)   July 

12,    1889. 
ii.     I'eople's  Park   Passenger  Railway   Co.,   merged   with 

(a)  July  12,  1889. 
iii.    Allegheny    &    Bellevue    Street    Railway    Co.,    consoli- 
dated with  (a)  April  19,  1892. 
iv.    Allegheny   Street   Railway   Co.,   consolidated   with   (a) 

April   19,    1892. 
V.    Perry  Street  Railway  Co.,  conso'lidated  with  (a)  April 

19,   1892, 
vi.    Troy    Hill    Railway    Co.,    consolidated   with    (a)    April 

19.   1892. 
vii.     North    End   Passenger   Ry.    Co.     Chartered   Sept.    15. 
1S91.    Only  partly  built,  no  equipment;    operated  by  (a), 

D.  i'ittsburg,  Glenwood  tt  Homestead  Passenger  street  Ry. 
Co.     Chartered  Dec.  15,  1.S90.     Property  bought  by   (1)   in  1894. 

E.  The  Homestead  Street  Ry.  Co.    Chartered  Nov.  29.  1893. 

F.  Turtle  Creek  Valley  Electric  St.  Ry.  Co.  Chartered  Jan,  10, 
1891, 

2.  Pittsburg,  Allegheny  &  Manchester  'iVaction  Co.  Chartered 
Dec.  14,  1889.  Capital  slock  owned  by  United  Traction  Co.,  to 
which   leases  of  subordinate  properties  were  assigned  July  9,   1897. 

A.  Pittsburg,  Allegheny  t*i  Mancliester  I'assenger  Railway  Co. 
Chartered  April  12,  1.S5'J.  Leased  to  (2)  for  999  years  from 
July  2,5,   1.S90. 

B.  Pittsburg  Union  Passengei-  Railway  Co.  Chartered  Nov.  2, 
1878.     Leased   to  (2)   tor  985  years   from  July  25,   1S9II. 

a.    Union    Passenger    Railway    (_'o.      Chartered    Atlg.    30,    1879. 
Consolidated   with   (I!)    Aug.   26.   ISSl. 

3.  Pittsburg  &  Hirmlngham  Traction  Co.  Chartered  Aug.  15.  1889. 
Owns   or  leases: 

A.  Pittsburg  &  Hirmlngham  Passenger  Uallwav  Co.  Char- 
tered  July  5.   IS.W.     Leased    to    (.'i). 

B.  South  Side    Passenger   Railway   t^o.     Charteretl  June.   1874. 

C.  Pittsburg  Incline  Plane  Co.  Chartered  Dec.  1,  1891.  Leased 
to    (3)    for  999   years. 

D.  Birmingham  Street  Ry.  Co.,  which  leases— 

a.    Mt.  Oliver  Inc-llne   Plane  Co. 

E.  lirownsvllle  Avenue  Street  Uy.  Co.  Chartered  April  IS, 
1896.      Stock   owned    by    (3). 

1-'.     Pittsburg   ."^r    Arllngtini    Avenue   St.    Ry.    Co. 

(i.     Hlrigham   SIrei-l    Uallw:iy  Co. 

ir.     lilrmingbani.    Ktioxvllle   iSt    Allenlown   'IVacthui   Co.     t.'har- 

teri-d  July  6.   IS9I. 
I.     Hraclfonl  .■;•   Hciolb    Ninth   Hhe.4   Hy.   Co. 
J.     lllll-To|i    ItallWiiy   r.i. 
K.     .lane  Street    l{;illway   Co. 

L.     Knoxvllle    Sli I     Railway    Co. 

M.     Lower  SI.   Clair  Street   Ry.  Co. 

N.     MeKc-an   SIrei.l   Ky.    Co. 

O.  Pittsburg.  Illll-Top  &  Castle  Shannon  SI.  Ry.  Co.    Charlired 

June  6,    1899. 
P.     Pittsburg  /i    Illll-Top   St.    Ry.   Co. 
y.     PltlHliurg.    Ilomesti-ad   *    Munhall  St.    Hy.   Co. 
H.     Pittsburg  &-    KiDXvllli-   SI.    Hy.   Co. 
S.     Plllsburg,   Knoxvllle  *  St.  Clair  St.   Hy.  Co. 
T.    I'ittsburg  &   Ormsby    Passenger  R.    H,   Co. 
K.     HurnI   Street    Hy.    Co. 
V.    West  Liberty  Street  Rjillway  Co.    Chartered  Ocl.  19,  1899. 

4.  TuBtIn  Street  Hallway  Co.,  Chartered  May  20,  1899,  Short  lino 
connecting  Consolldaled  and   United  syslems. 

5.  Plllsburg  &  rjhnrlerol  Street  Hallway  Co.  Entire  cupltnl  stock 
owned  by  Philadelphia  Co.  and  road  Is  leased  to  United  Trac- 
tion Co. 


190 


STREET  RAILWAY  REVIEW. 


[Vou  xni,  No.  4- 


and  suburban  districts  of  llic  peninsula  on  uliicli  I'ittsburg  propc-r 
is  located.  Two  of  the  routes  arc  belt  lines,  Highland  Ave.  and 
Shady  Ave.  cars  being  operated  in  both  directions  on  each. 

No.  II.  Charlcroi  &  West  Side  Division.  This  is  the  Pittsburg 
&  Charlcroi  Ry.  and  is  now  under  construction  though  practically 
completed.  The  line  extends  south  from  Pittsburg  to  Monongahela 
City  and  Allcnport.  To  Monongahela  City  is  28  miles  and  to 
Charlcroi  is  35  miles. 

A  statement  of  the  car  miles  run  and  revenue  passengers  carried 
in  I90J  is  given  in  the  accompanying  table. 

CAR-MILEAGE  AND  PASSENGERS  REGISTERED-nioj. 

(Transfer  passengers  are  not  registered.) 

Month.                                                       Car-Miles.  Passengers. 

January     2,668,142.64  11,812499 

February    2,417,399.16  10,407,270 

.March     2,632,735.65  12,044,178 

.•\pril     2,673,748.22  12,265,738 

May     2,847.296.25  14.198,066 

June    2,754,818.46  13.893.630 

July    2,919.740.93  i5.>33.'52 

.•\ugust    2,931,166.21  14.284.018 

September    2.759.343.62  14.002,248 

October     2,862.00458  14,271,524 

.November     2,758.307.57  13,600,321 

December    2.841,051.60  13,859,296 


Total    33.065.754-89  159,772.540 

The  rates  of  fare  arc  5  cents  on  the  oUI  Consolidated  lines,  two 
transfers  being  allowed,  and  5  cents  in  Allegheny,  with  one  trans- 


it was  found  desirable  to  build  additional  tracks,  and  during  1902, 
new  tracks  .nggregating  2^'/j  miles  were  put  in.  In  igo2  new  special 
work  furnished  by  the  Lorain  Steel  Co.  was  installed  by  contract 
to  the  extent  of  11,882  ft.,  and  the  maintenance  of  way  department 
also  installed  656  ft.  of  special  work.  In  the  maintenance  of  old 
work  36  "guaranteed"  steel  plates  were  renewed  at  intersections 
and  12  in  frogs  and  mates. 

TRACK  AND  OVERHEAD  CONSTRUCTION. 

The  standard  track  construction  is  shown  in  section  in  one  of 
the  drawings.     Girder  tram  rails  are  laid  on  6  x  8  in.  x  8  ft.  tics. 

The  present  standard  trolley  wire  is  No.  00,  and  this  size  is 
used  for  all  renewals,  but  considerable  of  the  old  No.  o  wire  is  still 
in  place.  Iron  poles  are  used,  and  are  set  125  ft.  apart  with  a  rake 
of  about  7  in, ;  these  are  made  of  three  sections  5,  6  and  7-in.  or  4, 
5  and  6-in.  with  swedged  joints  18  in.  long,  and  capped  on  top. 
The  poles  carrying  feeder  lines  are  31  ft.  long  set  5  ft.  deep,  and 
are  provided  with  cast  iron  brackets  for  the  feeders.  The  other 
poles  are  28  ft.  6  in.  long.  Span  construction  with  Ohio  Brass 
overhead  material  is  the  standard.  In  1902  new  trolley  wires  aggre- 
gating 20  miles  of  No.  o  and  43  miles  of  No.  00  were  erected. 

The  feeder  system  comprises  both  copper  and  aluminum.  Of 
copper  there  arc  6,700  ft.  i,ooo,ooo-c.  m. ;  16,000  fi.  8oo,ooo-c.m. ; 
7.000  ft.  750,000-c.m. ;  4,650  ft.  650,000-c.m. ;  41.800  ft.  600,000-c.m. ; 
1,126,827  ft.  500,000-c.m. ;  18,000  ft.  250,000-c.m. ;  204,390  ft.  No. 
00000000;  452,855  ft.  No.  0000;  42,500  ft.  No.  000;  98,180  ft.  No.  00. 
Of  aluminum:  2.000  ft.  342,000-c.m. ;  27.700  ft.  8oo,ooo-c.ni, ;  23,000 
ft.  1.500.000-c.m. 

The  feeder  lines  are  practically  all  overhead,  excepting  that  from 
the  20th  St.  power  plant  a  tunnel   is  extended  under  the   Pennsyl- 


itlU'^. 


SECTION   or  TR.\CK. 


I'cr.  1 1)  Coraopolis,  Carnegie,  Kennywood,  Castle  Shannon,  Du- 
(|uesne  or  Uraddock  the  rate  is  10  cents;  and  to  McKeesport  15 
cents. 

The  number  of  cars  operated  is  given  in  the  following  schedule; 


Division. 

1    


/ 
8 

9 
10 

II 


Regular. 
...113 
...52 
■   59 


.13 
76 
I" 
85 

SI 
>7 
25 

2 


Trippers. 

Trailers. 

Night. 

9 

'4 

10 

2 

0 

3 

5 

0 

4 

2 

13 

2 

0 

0 

5 

17 

0 

0 

10 

0 

6 

9 

16 

2 

5 

0 

2 

3 

18 

3 

1 

0 

0 

63 


61 


37 


Total    552 

The  company  has  403.36  miles  of  track  (measured  as  single) 
which  was  distributed  among  the  various  old  companies  and  sys- 
tems as  follows : 

Consolidated    126.10  miles. 

United    •. 126.07     " 

Monongahela    75  60     " 

-Southern 48.51     " 

Suburban     ll.oS     " 

Verona   Extension    8.00     " 

Castle   Shannon   Extension 2.00     " 

Pitcairn    Extension     6.00      " 


40336     " 
As  already  mentioned  ihcrc  are  no  duplications  of  tracks,  but  on 
the  contrary  when   the  present  operating  company  assumed  charge 


vania  R.   R.  tracks  to  Liberty   St.   and   iIkmicc   to    Penn   .\ve.     The 
feeders  are  in  conduits. 

The  most  important  improvement  in  connection  with  the  track 
system  now  contemplated  is  the  cast-welding  of  the  rails.  A  con- 
tract has  been  let  to  the  Hcil  Railjoim  Welding  Co.,  of  Milwaukee; 
work  has  already  been  commenceil  and  will  probably  continue  dur- 
ing the  entire  season. 

POWER  PLAN  IS. 

Current  for  the  railways  is  at  present  furnished  from  the  power 
plants  in  use  before  the  consolidation ;  a  number  of  these  are  not 
well  located  for  economical  operation  and  the  comiany  is  now- 
building  a  new  power  station  on  Brunot  Island  which  is  in  the 
Ohio  River,  two  miles  below  the  Point,  and  upon  the  completion 
of  this  station  the  more  wasteful  of  the  old  ones  can  be  abandoned. 

Hie  stations  now  operated  are  indicated  on  the  map  by  single 
circles  and  are  eight  in  number: 

Manchester  Station  located  at  Juniata  St.  and  the  Ohio  River 
and  supplying  the  .'\llegheny  Division.  The  equipment  comprises 
eight  water-tube  boilers  with  Murphy  automatic  stokers,  four  500- 
kw.  railway  generators  driven  by  Greene  tandem  compound  en- 
gines, and  one  300-kw.  railway  generator  driven  by  a  Buckeye 
tandem  compound  engine. 

West  End  Station  is  at  the  southern  terminus  of  Point  Bridge. 
Its  equipment  includes  two  500-kw.  generators  direct  connected  to 
Greene  tandem  compound  engines,  three  150-kw.  generators  belted 
to  Russell  engines,  and  two  150-kw.  boosters  belt-driven  from  the 
main  engines,  and  one  175-kw.  motor-driven  booster.  This 
station  supplies  current  to  the  West  End  Division. 

The  Birmingham  Station  is  located  at  Carson  and  30th  Sts.  in 
Birmingham.  It  has  one  8oo-kw.  railway  generator  direct  con- 
nected to  an  Allis  cross-compound  engine,  and  three  500-kw.  belted 
units  driven  by  single  cylinder  corliss  engines. 

Suburban  station  is  at  Brownvillc  Road,  Knoxvillc.     It  has  one 


Apr.  20,  1903.] 


STREET  RAILWAY  REMEW. 


191 


325-kw.  generator  direct  connected  to  a  tandem  compound  engine 
and  one  225-k\v.  machine  belted  to  an  engine  of  tlie  same  type.' 

The  Birmingham  and  Suburban  Station  supply  the  Birmingham 
Division. 

Glenwood  Station,  located  at  Glcnwood  on  the  north  bank  of  the 
Monongahela  River,  supplies  the  Second  Ave.  Division.  The  equip- 
ment at  this  station  comprises  two  soo-kw.  railway  generators 
direct  connected  to  Rice  &  Sargent  cross-compound  engines,  two 
500-kw.  railway  generators  belted  to  Russell  cross-compound  en- 
gines, two  300-kw.  engine  driven  boosters,  and  two  900-kw.  2200- 
volt  three-phase  lighting  units  driven  by  Rice  &  Sargent  cross-com- 
pound engines. 

Rankin  Station,  at  Rankin  on  the  Monongahela  River,  seven  miles 


Roney  stokers,  and  eight  Soo-kw.  railway  units  direct  connected 
to  30  and  54  by  48-in.  horizontal  cross-compound  engines  built  by 
tlie  Pennsylvania  Iron  Works.  Coal  is  handled  by  a  Mead  con- 
veyor and  the  engine  room  is  served  by  a  40-ton  Pawling  &  Har- 
nischfeger  crane. 

Power  plants  drawing  their  water  supply  from  the  rivers  at 
Pittsburg  have  to  contend  with  difficulties  which  are  not  appre  '  ' 
by  those  who  do  not  have  to  operate  under  similar  conditions.  The 
I'nited  States  Government  requires  that  all  intake  pipes  entering 
the  river  shall  be  placed  about  8  ft.  below  the  pool  level;  that  is, 
8  ft.  below  surface  of  the.  river  at  its  lowest  stage  when  the 
heights  of  the  various  dams  determine  the  level  in  the  pools  above 
them.     -\t  Pittsburg  floods  often  cause  a  rise  in  the  Ohio  River  of 


CENTK.\1.  I'OKTIliN  OF  FOIINr>AT|llX   l'I,.\N.  l:KI'N()T  ISLAND  ST.\T1(>N 


from  the  business  district  is  the  property  of  the  Allegheny  County 
Light  Co.  and  supplies  the  Monongahela  Division.  At  this  station 
arc  four  500-volt  railway  generators  direct  connected  to  cross- 
compound  engines  built  by  the  Penn.sylvania  Iron  Works,  and  five 
7SO-kw.  Iioo-volt  two-phase  alternators  driven  by  engines  of  the 
same  type  and  make.  The  boilers  at  the  station  arc  Stirling,  with 
Roncy  stokers. 

Divisions  6,  7,  8,  9  and  10,  comprising  the  greater  part  of  the 
old  Consolidated  lines  are  served  by  two  power  plants,  20tli  St.  and 
Hen  Venue. 

Twentieth  St.  Station  is  on  the  Allegheny  River,  at  the  foot  of 
aoih  St.,  Pittsburg.  This  plant  was  described  at  length  in  the 
"Review"  for  February,  iSgy.'page  135.  There  arc  at  this  station 
16  UalKOck  &   Wilcox  boilers   rated   at   375  h.  p.   each,   fitted   with 


.•?o  ft.  within  so  short  a  lime  as  lliree  days.  When  the  water  thus 
rises  there  is  so  much  foreign  mailer  carried  in  suspension  that 
water  at  the  level  of  the  intakes  located  in  accordance  wilh  llie 
government  requirements  is  not  suitable  for  power  plant  use. 

At  the  20lh  St.  Station  this  difficulty  was  overcome  by  providing 
a  wet  well  with  two  apertures  for  admitting  from  the  river,  the 
lower  one  for  use  under  normal  conditions  and  ihe  upper  one  for 
use  at  times  of  high  water.  This  well  is  built  of  brick  wilh  walls 
Tfi  in.  thick  at  the  bottom,  stepped  ofT  to  18  in.  thick  at  the  lop. 
The  interior,  circular  in  form,  is  24  ft.  in  diameter.  The  bottom 
is  of  concrete  .■;6  in.  thick  and  is  about  4J^  ft.  below  the  river 
bottom  at  this  point.  The  well  is  located  at  the  river's  edge  and 
the  flanks  of  the  side  exposed  to  the  water  are  protected  by  piling 
and  oak  sheathing.     Tor  a  distance  of  23'/^  fl.  fruiii  llic  Imlioni  llic 


192 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  4. 


well  is  divided  lr.insvcrscly  by  :i  21-iii.  wall,  a  floor  of  3-in.  oak 
planks  on  lo-in.  I-licanis  licing  placed  across  llic  well  at  this 
lieiglil.  Tlic  total  height  of  Ihc  well  walls  is  46  ft.  6  in.  In  each 
of  two  chanilKTs  thus  formed  in  the  lower  pari  of  the  well  are 
screens.  In  each  conipartnieni  is  a  42x42  in.  opening,  with  the 
center  7  ft.  9  in.  below  the  pool  level.  Sluice  gates  arc  provided 
for  IxJth  openings  so  that  cither  conii>artnient  may  be  pumped  out 
for  cleaning.  The  water  thus  entering  the  well  passes  through  the 
screens  10  ihe  station  intakes  which  arc  42  in,  in  diameter  and  pro- 
vided with  gale  valves.     The  two  intake  pi|K's,  one   for  each  coni- 


SIM.M.XKV  Ol"  SI  ATION  EQUIPMENT. 


Slaliun. 


I).  C 
kw. 


Manchester    :i.30o 

West    End    1,000 

Birmingham     800 

.Suburban     .(25 

(;ieiiw(K>il     1,000 

Kankin    2,000 


Belted, 
kw. 


450 

l.5<» 

225 

1,000 


Booster, 
kw. 


475 


600 


Lighting, 

kw. 


i,Roo 
3.750 


Toul. 
kw, 

2,300 

>,92S 
2,300 
550 
4400 
5.7.SO 


TRANSVERSE  SECTION  OF  FOUNDATIONS.  BRUNOT  ISLAND  STATION, 


partment,  lead  out  and  connect  with  a  6o-iu.  pipe  running  into  the 
station.  To  admit  water  when  the  river  is  at  the  higli  stages 
similar  42  x  42-in,  openings  suitably  protected  by  iron  gratings, 
arc  provided  in  the  river  wall  of  the  well  at  a  height  of  8  ft,  9  in, 
above  the  pool  level  or  16  ft,  above  the  openings  normally  used. 
In  time  of  high  water  the  lower  openings  to  the  river  are  closed 
and  the  water  then  flows  into  the  well  above  the  transverse  floor 
in  which  are  openings  covered  with  gratings,  through  wliicli  the 
water  readily  enters  the  screen  chambers, 

Ben  Venue  Station  is  lliree  miles  from  the  Point  and  about 
midway  between  the  two  rivers,  being  at  the  cast  end  of  the  "dia- 
mond back".  Here  there  are  three  375-kw.  belted  railway  units, 
Tliis  and  the  Suburban  Station  are  the  only  ones  not  operated 
condensing. 

The   power   station   of   the    .Allegheny    County    Light    Co.,    which 


^ili   St 6,400  

Ben  Venue    1,125 

.Allegheny  L.  &  P 

Total     13,825  4,300 

The  cost  of  power  at  the  various 
1901  was  as  follows : 


7.500 


6.400 
1,125 
7.500 


1.075  13,050  32.250 

talions  based  on  data  taken  in 


Cost 

Annual  output,  per  kw.  h. 

Station,                                                                  Kw.  h.  in  cents, 

Manchester     10,120,840  .496 

Birmingham    ami    Suburban ii,87-,366  .680 

Glenwood     8,190,230  ,656 

20th   St 33.183.4.V  .676 

,\llegheny  and   Glenwood    (lighting) 17,138.437  .882 


COST  OF  POWER  FOR  THE  PITTSBURG  RAILWAYS  CO.— 1102. 


Month 

Watros 

Supplies 
HoDEht 

Fuel  and 
Water 

Repairs 

Total  Cost 

Output.  Kw.  ti. 

Cost  p.T 

Kw,  h,. 
Cents 

Kw.h,  per 
Car-Mil.. 

Cost  per 
Car-Mile 

Jan        

$<».5')1  38 
1.245.27 
1,'I70.74 
9,837% 
•1,554.33 
■)J42.14 
9J08,75 
8,777.05 
8,253  58 
8,452.47 
K,2<)6.40 
'(,144.55 

52,005  35 
2,326.55 
4,218.71 
2,871.21 
3,000.18 
2,694.11 
2,918.07 
2.602.84 
1.764  44 
3.644.% 
1.S84.12 
2.721.11 

$24,177  61 
1'1.074.'W 
27.327.75 
23.4.83  60 
16.760  80 
20.852.08 
l'i.7.S').14 
20,006.11 
20.211  5J 
23.152  34 
20,435,65 
21.315.14 

$  8,307. K. 
1.877.45 

12J71.74 
,5.128,99 
5.431.62 
8.035.21 
1.631.34 
l.»S3.25 
7,520  80 
6,881.03 

11,375.27 
8,405  44 

$44,082.30 
40.,524.25 
53,881  02 
41,321.84 
34,747.73 
40,924,42 
41,647.30 
39,240,05 
37,830.35 
42,138  80 
41,112  24 
41,6l>7.12 

6,.s.=4,150 
6,4.M.i.01 
6,644.015 
6,533,525 
6,.592,338 
6,200,573 
6,651,331 
6,670,013 
6.(>40,373 
6.'i87.20'i 
6.'M4.8(kS 
6.i.52.0'il 

.643 
.627 
,811 
,623 
.527 
.660 
.626 
.588 
.5*9 
.604 
,604 

,62<. 

2.% 
3,  ('6 
2  m 
2.80 
2. 23 
2.62 
2  64 
2.5.8 
2.57 
2,71 
2.80 
2,72 

01  8 

Fib 

Mar 

Apr 

Miv 

1  4 

1  c 

Oct 

Nov 

Deo 

1.7 

Total 

J10l,r74.62 

532.654.37 

J256.748.33 

J100,828.10 

».500.0<\5.42 

7'I,825,015 

,626 

2.72 

1.7 

Notr:— The  Mononf;ahcla  Li^lu  &  Power  Co,  billed  the  Pittshnrp  Railway..i  Co.  tor  power  from  Rankin  plant $85,571,  for  8,556,000  kilowatt-hours. 


in  1902  furnished  8.556,000-kw.h,  to  the  Railways  company,  is  at 
13th  and  Etna  Sts.,  Pittsburg,  and  is  not  indicated  on  the  map, 
.\l  this  plant  there  are  five  1,500-kw,  direct  connected  units;  the 
generators  are  2,200  volt  two-phase  machines  and  arc  driven  by 
cross-compound  engines,  four  Westinghouse  vertical  and  one  Rice 
&  Sargent  horizontal. 

All  of  the  generators  in  the  various  plants   of  the  company  are 
of  the  Westinghouse  make. 


The  cost  of  power  for  the  Railways  company  in  1902  is  shown 
in  the  large  table. 

Besides  the  generating  stations  there  are  nine  storage  batteries 
which  on  the  map  of  the  system  have  been  indicated  by  double 
circles.  These  batteries  were  supplied  by  the  Electric  Storage  Bat- 
tery Co..  of  Philadelphia.  The  stations  arc  of  three  sizes  indi- 
cated by  the  letters  a.  1>,  and  c,  in  the  table  which  also  shows  the 
number  and  capacity  of  rotary  converters  in  each  station.     Hie  "a" 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW 


193 


batteries  have  288  cells  and  are  of  3S0  ampere-liours  capacity ;  "b" 
have  264  cells  of  2.000  ampere-hours ;   "c"  batteries  have'  264  cells 
(ultimately  to  be  288)  and  are  of  i.ooo  ampere-hours  capacity. 
Storage   Battery  Stations. 
Name.  Class.  Converters. 

Oakland     c  Line  battery 

East   Liberty    b  Line  battery 

Coraopolis     a  2  200-kw. 

Carnegie    a  2  200-k\v. 


either  side  of  the  river.  The  design  for  the  new  power  station  is 
in  charge  of  the  company's  engineer,  Mr.  F.  Uhlenhaut,  jr.,  and 
the  main  features  have  been  decided  upon  though  many  of  tlic 
details  have  not  been  determined. 

The  building  will  be  on  the  upper  end  of  the  island  and  is  to  be 
ol  brick  with  stone  trimmings  with  the  roof  of  expanded  metal  and 
concrete.  The  foundations,  which  are  shown  in  plan  and  section 
by  the  line  drawings,  are  of  cement  concrete  and  are  carried  down 
to  a  gravel  boltuni;  the  concrete  is   in  the  proportion   of  one  part 


^>|r- 


jT-i?  -*— jr-^ 


s-o'^  s'-c"  '^  s-a"  4--' s\^-- - . 


^3'-6' 


i 


3t££'^.  Poi/.///eooo^ 


c/oa/- 


.1^ 


2a''6 


I 


grrac;!.,,! .,i,j..i,irf;.i...i  i.i.nr.j,,,!....!..! 


/B--3f. 


-' 

■•ii 


r30g- 


1—./-^'  -A        V^S-4  '-A 


/a 


\ 


■J'^ 


r-^'S^Z/j 


i 


% 


\- 


'ia/A'vf>7>7/>'Ar 


fSc^/.: 


CAK  HOUSE  AT   IIKIINOT  ISI.ANl). 


McKecsport     c  4  200-kw. 

Kivcrview    a  2  200-kw. 

Charlcroi    a  2  20t)-kw. 

IJravosbnrg    a  Line  battery 

Sandy   Creek    a  2  200-kw. 

Soon  after  the  present  company  began  operating  the  entire  system 
the  need  of  larger  power  stations  became  apparent  and  llrunol 
Island  in  the  Ohio  Kiver  two  miles  south  of  the  I'oinl  was  pur- 
chased. 'ITils  islanil  is  al>out  5.000  ft.  long  by  1.800  ft.  wide  and  is 
connected   with  both   shores  by  a  bridge  making  access  easy    from 


cement,  2>^  parts  sand,  5  parts  broken  ^toiie.  Tin-  building  will  In- 
4W>  ft.  4  in.  long  betweeit  the  centers  of  end  colunnis  and  141  ft. 
wide  between  centers  of  columns ;  the  boiler  and  engine  rooms  are 
each  70  ft.  (1  in.  wide. 

The  station  is  designed  for  nine  unils  of  l.^ix)  kw.  c;ip.-icity  each. 
Contracts  have  been  let  to  the  rrovideiice  Kngineering  Works  fur 
six  horizontal  cross-compound  engines  with  cylinders  .v  and  62  l)y 
54  in.;  to  the  Habcock  &  Wilcox  Co.  for  twenty  500-h.  p.  water 
tube  boilers,  and  to  the  Westinghouse  company  for  four  direct 
current   i,.S<X)  kw.,  sjo-voh  generators  and  two   r,500-kw.,  2,200  volt 


194 


STREET  RAILWAY  REVIEW. 


[Vou  XIII,  No.  4. 


Iwo-pliasc   alternators.     The  coal  conveyor  and   tlic  minor   Cfiuii>- 
nicnt  have  not  lieen  orilcreil  as  yet. 

The  station  is  dcsiKHcd  on  the  unit  .system,  there  being  two 
batteries  o(  two  boilers  for  each  engine  and  each  group  of  four 
boilers  being  served  by  a  separate  stack  130  ft.  high.  Beginning 
at  the  bridge  end  of  the  building  (the  left  hand  in  the  drawing) 
there  are  10  be  four  direct-current  units,  then  the  auxiliary  steam 
apparatus  occupying  the'  same  space  as  an  engine  and  il^  generator, 
and  then  two  alternating  current  units  with  room  beyond  these  for 
three  more  alternating  current  units.  The  plan  view  shows  the 
foundations  for  a  section  of  the  building  near  the  center,  including 
one  direct-current  and  one  altcrnaliug-current  unit.  This  gives  the 
relative  position  of  the  Iwilers,  stack,  engine  and  condenser  for 
each  unit.  Reference  to  the  sectional  view  shows  the  different 
floor  levels  and  the  location  of  the  intake  and  discharge  tunnels 
for  condensing  water.  It  will  be  noted  that  at  each  unit  a  tunnel 
is  provided  for  communication  between  the  boiler  and  engine  base- 
ment. 

MECHANICAL  DEPARTMENT. 

Mr.  II.  P.  Clarke,  formerly  master  mechanic  for  the  Capital 
Traction  Co.,  Washington,  D.  C,  has  been  superintendent  of  the 
mechanical  department  of  the  Pittsburg  company  since  Jan.  i,  1902. 
I  lis  headquarters  are  at  the  Homewood  (otherwise  called  Franks- 
town  .Ave.)  shops,  located  in  the  eastern  part  of  Pittsburg.  These 
arc  the  main  shops  of  the  company  and  were  built  by  the  Con- 
solidated Traction  Co.  in  1898.  A  very  complete  description  of 
these   shops   appeared    in   the   "Review"    for   July,    1899,    page   445. 


.■\t  Rankin  is  located  a  shop  built  in  1901  ;  this  is  not  large  but 
is  well  e(|uippecl.  There  arc  a  s6-in.  lathe,  three  smaller  lathes, 
a  24-in.  drill  press,  smaller  drills,  a  bolt  cutler,  a  power  hammer, 
a  car  wheel  boring  machine,  a  hydraulic  wheel  press,  and  two 
car  dismainlers  in  the  machine  shop.  There  is  also  a  carpenter 
shop  with  woodworking  tools. 

Hie  Manchester  shops  arc  in  Allegheny  near  the  Pittsburg 
Locomotive  Works.  This  plant  is  fitted  for  making  necessary 
repairs  on  the  cars  of  the  Allegheny  division  and  some  of  those 
on  the  south  side,  and  also  for  the  power  house  on  the  north  side  of 
the  river.  Last  year  the  plant  was  remodeled  and  the  capacity 
doubled,  a  car  wheel  borer,  straightening  machine,  lathes,  wood 
working  tools  and  smaller  tools  being  installed. 

At  Taggart  and  Charles  Sts.,  .MIcghcny,  there  is  also  a  small 
shop  with  capacity  to  make  the  repairs  for  the  electrical  equipment 
of  60  or  70  cars.  There  arc  two  other  small  shops  at  the  car  houses 
which  it  is  expected  will  be  abandoned  and  the  equipment  removed 
to  the  larger  plants. 

The  company  has  16  car  houses,  the  largest  being  that  at  Home- 
wood  in  conjunction  with  the  Homewood  shops,  where  the  oper- 
ating building  has  a  capacity  for  50  cars  (30-ft.  cars)  and  the 
storage  building  for  120  cars,  with  yard  tracks  for  125  cars  addi- 
tional. 

Tlicre  is  now  under  construction  at  McKecs  Rocks  a  car  house 
to  be  used  for  storage  purposes  the  essential  features  of  which  are 
shown  in  the  accompanying  line  drawings.  The  building  is  451  ft. 
long!  by  61  ft.  6  in.  wide;  the  side  walls  and  rear  end  walls  are  of 


.T.    I.orisi.Ah'    KOK    I'lTTSIifKC'.. 


including  the  details  of  a  number  of  special  machines  and  devices 
which  had  been  designed  by  the  general  foreman,  Mr.  John  Rogan. 
During  the  last  year  some  new  tools  have  been  added  at  this  plant 
including  a  power  hammer,  punch  and  shears,  five  lathes,  a  10-ft. 
planer,  an  axle  stt'aightening  machine,  and  an  air  compressing  plant 
furnished  by  the  Chicago  Pneumatic  Tool  Co.,  drill  presses,  two 
Bryan  car  dismantlers,  eight  coil  winding  machines,  and  small 
tools.  The  air  compressor  was  installed  to  supply  air  to  a  number 
of  hoists  which  handle  lighter  pieces  such  as  armatures.  For 
heavy  lifting  the  shop  has  a  10-ton  Pawling  &  Harnischfeger  crane. 

A  new  building  125x48  ft.  was  built  this  winter  for  the  coil 
making  and  armature  winding  department.  At  one  end  of  this 
room  is  a  space  12x48  ft.  for  the  dipping  room  and  armature  oven. 
This  oven  differs  from  the  usual  construction  in  having  the  heat- 
ing coils  placed  on  the  floor  and  covered  by  an  iron  grating;  the 
doors  arc  6  ft.  wide  and  6  ft.  6  in.  high  so  that  buggies  can  be  run 
into  the  oven  and  allowed  to  stand  with  armatures  in  place  on 
them.  It  is  the  practice  to  bake  the  armatures  for  12  hours  at  a 
temperature  between  160  and  170°  F. 

The  Birmingham  shops  of  the  company  which  last  year  had 
been  remodeled  and  fitted  with  new  tools  for  making  repairs  for 
too  cars  were  destroyed  by  fire  Feb.  2,  1903,  seriously  crippling 
the  company  in  caring  for  the  cars  on  the  south  side  division. 
While  this  fire  was  burning  Mr.  Clarke  made  arrangements  for 
converting  an  adjoining  building  for  shop  purposes  and  ordered 
the  necessary  equipment  from  the  stock  of  local  tool  dealers ;  the 
new  shop  was  in  operation  by  March  ist  and  only  the  severe 
weather  prevented  an  earlier  opening.  The  equipment  here  comprises 
two  lathes,  two  drill  presses,  one  bolt  cutter,  one  24-in.  shaper,  one 
car  wheel  boring  machine  and  one  hydraulic  press. 


brick  ly/i  in.  thick  and  22  ft.  S  in.  high  above  the  lloor  line,  and 
the  building  is  divided  longitudinally  by  an  iS-in.  brick  fire  wall 
into  two  sections  each  containing  three  tracks.  The  roof  is  of 
expanded  metal  and  concrete  laid  on  rafters  spaced  3  ft.  between 
centers.  These  rafters  are  old  7-in.  girder  rails;  these  rails  are 
30  ft.  long  and  the  corresponding  rafters  on  opposite  sides  of  the 
roof  barn  are  joined  by  standard  splice  bars  bent  to  allow  for  the 
slope  of  the  rafters.  On  top  of  the  side  and  center  walls  are  spiking 
timbers  9x12  in.  in  15  ft.  lengths  which  are  lap  jointed  and 
secured  by  a  J^-i"-  bolt  21  in,  long  at  each  joint.  Every  third 
rafter  has  a  Jg-in.  hole  drilled  in  the  flange  at  each  end  through 
which  a  Sx9-i6-in.  spike  is  driven  into  the  spiking  timber. 

The  exterior  surface  of  the  barn  is  broken  into  20-ft.  bays  by 
pilasters.  Each  bay  contains  two  windows  5  ft.  4  in.  by  II  ft.  7  in., 
the  glass  being  protected  by  screens  made  of  No.  11  wire  woven 
to  i-in.  mesh.  The  window  sills  and  other  trimmings  are  of 
Beaver  sand  stone.  The  front  end  of  the  barn  is  closed  by  two 
rolling  steel  doors,  one  to  each  section,  which  are  28  ft.  6  in.  wide. 

The  six  tracks,  three  in  each  section,  are  of  9-in.  girder  rails 
laid  to  s  ft.  2J-J  in.  gage  and  9  ft.  3  in.  between  centers.  They 
arc  placed  on  6x8  in.  8  ft.  ties  covered  with  sand  and  the  entire 
space  paved  with  fire  brick  set  on  edge.  Six  pairs  of  sheet  iron 
ventilators  arc  placed  in  the  roof  at  intervals  of  75  ft. 

ROLLING  STOCK. 

When  the  Pittsburg  Railways  Co.  took  over  the  Consolidated. 
Birmingham,  Suburban  and  Monongahcla  systems  it  was  found 
that  a  considerable  portion  of  the  rolling  stock  and  equipment  was 
in  need  of  repairs,  and  there  was  also  a  shortage  of  motors,  con- 
trollers, and  other  car  equipment.     A  standing  order  for  1,000  car 


Apr.  20,  1903] 


STREET  RAILWAY  REVIEW. 


195 


wheels  per  month  was  placed,  and  five  wheel  grinding_  machines 
put  at  work  dressing  old  wheels,  and  as  fast  as  practicable,  anti- 
quated rolling  stock  was  replaced  with  new  cars.  On  lines  where 
heavy  grades  predominated  the  light  motors  formerly  used  were 
replaced  by  others  of  greater  capacity.  The  cars  of  the  smaller 
systems  have  all  been  repainted  to  conform  to  the  company's 
standard,  a  dark  tuscan  red  color  with  gold  stripe  and  lettering, 
as  rapidly  as  circumstances  and  the  other  work  in  hand  would 
permit. 

In  1902,  60  new  open  cars  and  100  new  closed  cars  were  ordered, 
the  last  of  the  latter  being  delivered  in  February,  1903,  and  this 
year  an  order  for  100  more  has  been  placed. 

The  older  cars  are  mounted  on  single,  the  standard  on  the  Con- 
solidated lines  having  been  McGuire  and  Pcckham  trucks;  on  the 
Second  .\venue  system,  the  Lord  Baltimore  and  on  the  Monongahela, 
the  McGuire  trucks.  The  motor  equipments  were  Westinghouse 
No.  62  and  General  Electric  No.  57  on  the  Consolidated;  West- 
inghouse No.  38  on  the  United,  and  Westinghouse  No.  62  on  the 
Monongahela  system. 

The  older  cars  excepting  those  operated  by  the  Southern  Trac- 
tion Co.  which  were  38  ft.  8  in.  over  all,  are  for  the  most  part 
about  30  ft.  over  all,  the  closed  cars  having  bodies  19  ft.  6  in. 
long  inside.  The  cars  ordered  last  year  arc  all  larger  than  tlie 
older  type. 

The  60  open  cars,  which  were  Iniill  by  the  St.  Louis  Car  Co.,  arc 


lv:z:i^Jr'-^^- 


MM.V  FI..\N  .^NI)  CROSS  SECTION  OF  ST.  I,OtnS  CAR. 

34  ft.  2J4  in.  long  over  all,  7  ft.  10  in.  wide  and  8  ft.  yVz  in.  from 
the  under  side  of  the  sills  to  the  top  of  the  roof.  A  bulkhead  is  at 
each  end  with  a  stationary  bench  on  cither  side  and  in  the  central 
portion  are  seven  reversible  seats,  making  11  benches  for  the  cars. 
The  posts  of  these  cars  are  of  white  ash,  the  interior  finish  and 
the  floor  of  white  maple.  Malleable  iron  seat-panels  are  used  and 
pantasotc  curtains  which  extend  to  the  floor.  The  cars  are  mounted 
on  "Lord  Baltimore  Special"  trucks  with  a  wheel  base  of  7  ft.  6  in. 
and  an  extra  long  spring  base. 

The  new  closed  cars  of  which  too  were  ordered  of  the  LaCledc 
Car  Co.  in  1902,  arc  42  ft.  8  in.  over  all,  30  ft.  body  with  platforms 
S  ft.  6  in.  long,  7  ft.  wVi  in.  wide.  The  interior  finish  is  mahogany 
excepting  the  ceiling  which  is  maple.  The  cars  are  mounted  on 
Bemis  double  trucks  with  4-ft.  wheel  base,  the  distance  between 
truck  centers  being  18  ft.  6  in.  All  of  these  cars  are  equipped 
with  the  Westinghouse  Traction  Brake  Go's,  magnetic  track  brake; 
(here  arc  four  Westinghouse  No.  38  motors  per  car.  The  Pitts- 
burg Railways  Co.  is  well  satisfied  as  to  the  efficiency  and  economy 
of  the  magnetic  track  brakes  and  now  has  610  sets  in  service,  500 
>eU  having  been  purchased  in  1902. 

The  company  now  has  690  clo.sed  motor  cars,  773  open  motor 
cars,  178  trail  cars,  68  miscellaneous  cars,  1378  single  trucks,  120 
double  trucks,  1849  motors  and  2357  controllers. 

Where  so  many  different  routes  use  the  same  down-town  tracks 
a  ready  means  of  marking  the  cars  Is  extremely  desirable  and  the 


company  has  provided  a  sign  indicating  the  route  by  colors  as 
well  as  lettering.  The  route  sign  is  carried  on  both  dashes  and  on 
both  sides,  the  sign  being  of  enameled  iron  and  slipped  in  brass 
frames  secured  to  the  sides  of  the  car  body  and  the  dashes,  thus 
being  readily  changed.  There  are  21  colors  or  combinations  of 
simple  colors  used  for  car  markers  and  at  night  the  same  combina- 
tions of  colored  glass  in  hood  lamps  serve  to  distinguish  cars  when 
at  a  distance. 

An  important  addition  recently  made  to  the  car  equipment  of  this 
road  was  the  placing  of  a  jack  on  every  car  for  use  in  emergencies, 
enabling  the  car  crew  to  avoid  many  delays,  and  in  event  of  accident 
10  extricate  bodies  from  under  the  wheels  without  awaiting  the 
arrival  of  an  emergency  wagon.  The  jack  adopted  is  the  Barrett 
No.  2  made  by  the  Duflf  Manufacturing  Co.  of  Pittsburg. 

PARKS  AND  ADVERTISING  DEPARTMENT. 

The  company  fully  realizes,  as  have  several  of  its  predecessors, 
the  potency  of  first-class  resorts  for  public  amusements  and  recre- 
ation as  a  stimulant  for  traffic,  and  as  will  be  noted  from  the 
organization  chart  this  department  is  in  charge  of  a  superintendent 
of  parks,  Mr.  A.  S.  McSwigan. 

Kennywood  Park  is  a  tract  of  too  acres  situated  on  tlic  banks 
of  the  Monongahela  River  opposite  Braddock  and  is  the  social 
center  for  the  great  manufacturing  district  in  which  it  is  located, 
lieing  particularly  popular  for  picnics.  The  park  was  opened  by 
the  Monongahela  Street  Railway  Co,  in  1899  and 
about  $100,000  has  been  expended  in  the  purchase  and 
improvement,  which  include  a  band  stand  in  front 
of  which  are  arranged  seats  for  10,000  persons,  a 
dancing  pavilion,  toboggan  slide,  roller  coasters, 
merry-go-round  and  other  attractions.  A  first  class 
restaurant  is  maintained  at  the  Casino,  a  building 
115x175  ft.  Heretofore  there  has  been  no  theater 
at  this  park  but  vaudeville  entertainments  were 
given  at  the  band  stand.  The  park  has  been  leased 
for  the  season  of  1903  to  the  Pittsburg  Steeplechase 
&  .Amusement  Co.,  which  will  build  a  theater  on  the 
grounds.  Admission  to  this  park  is  free  at  all  times. 
Calhoun  Park  is  located  9  miles  southeast  of  Pitts- 
burg about  half-way  to  McKeesport.  This  park 
comprises  66  acres  and  was  the  first  resort  opened 
by  the  United  Traction  Co.  Band  concerts  and  vaude- 
ville have  been  the  principal  attractions  aside  from 
the  merry-go-round,  roller  coaster,  bowling  alley, 
shooting  gallery,  dancing  pavilion  and  ball  fields. 
This  park  is  rented  to  societies  which  wish  to  give 
picnics  and  charge  admission  fees,  the  lessee  being 
privileged  to  charge  admission  during  the  entire  term 
if  so  desired. 

Oakwood  Park,  a  35-acre  tract,  is  at  Crafton,  and 
one  of  its  principal  attractions  is  a  lake  with  a  fleet  of 
boats.  The  buildings  at  this  resort  comprise  a  music  pavilion,  refresh- 
ment casino,  bowling  alley  and  enclosed  caroussel.  The  park,  which 
is  four  miles  from  the  city  hall,  was  opened  in  1896  by  the  Pittsburg 
&  West  End  Passenger  Railway  Co.  During  1902  vaudeville  shows 
and  band  concerts  were  given  at  the  park.  When  rented  by  societies, 
the  lessees  are  privileged  to  charge  an  admission  fee  up  until  7  :.V) 
p.  m.,  after  which  lime  entrance  is  free  to  all  comers. 

'Hie  oldest  street  railway  resort  is  Southern  Avenue  Park,  which 
is  five  miles  south  of  the  city,  about  32  minutes'  ride  on  the  cars. 
This  park,  35  acres  in  extent,  was  opened  in  1893  and  leased  by 
the  Suburban  Rapid  Transit  Railway  Co.  in  1894.  Like  Oakwood 
the  park  is  in  all  cases  free  after  7:30  p.  m. 

The  company's  most  unicjue  resort,  however,  is  Duqucsne  Gai-den 
at  Craig  an<l  Ellsworth  Sts.  in  Pittsburg  which  is  one  of  the  city's 
leading  amusement  houses  both  summer  and  winter.  The  "Gar- 
den" was  built  in  1890  as  a  car  house  by  the  Consolidated  Traction 
Co.,  and  used  for  this  purpose  for  five  years.  In  1896  Sclienlcy 
Park  Casino,  owned  by  the  traction  company,  was  burned  and  the 
Craig  St.  car  house  was  then  remodeled  for  a  skating  rink  and 
opem-.l  early  in  1897.  In  iSfjS  further  changes  were  made  so  that 
Ihe  building  became  available  as  a  theater.  Ifp  until  November, 
ir/)2,  Duqucsne  Garden  was  leased  to  the  Duqucsne  Garden  Co., 
but  the  past  season  it  has  been  operalcd  by  the  Railways  company 
under  the  management  of  Mr.  McSwigan,  who  has  made  it  a  very 
successful  enterprise  from  a  finar  -lal  standpoint. 


-da 


196 


STREKT  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  4- 


Tlii:  liiiililiiig  is  nf  hrick  with  saiKl.stoiii.'  Irininiiiigs  anil  is 
l6o  X  4ito  ft. ;  llic  nrcna  which  is  in  wintvr  covvrvd  with  icv  is 
90  .\  J7J  ft.  The  garden  represents  an  investment  of  over  $400,000; 
the  refrigerating  plant  cost  ahont  $40,000.  .\t  the  front  of  the 
linihling  are  check  riMinis  (or  skates,  cloak  rooms,  smoking  rooms, 
iilTices,  etc.,  and  at  the  rear  a.  stage  with   16  dressing  riwms. 

Dnring  the  winter  and  nnli!  .\pril  isl,  the  Garden  is  open  for 
ice  skating.  Following  this  a  week  of  grand  opera  is  given  by 
the  Clran  Metropolitan  OiK'ra  Co.,  of  New  York;  this  is  the  largest 
andiloriinn  in  the  city  and  scats  2,500  people,  and  in  190J  the  gross 
receipts  for  four  d.iys  of  o|)cra  were  $,15,000.  .\ftcr  the  grand 
opera  season  vaudeville  and  comic  opera  will  be  put  on  for  the 
summer. 

'Mr.  McSwigan  states  that  the  best  attractions  for  the  winter 
seasons  have  l»cn  hockey  games  and  exhibitions  of  fast  and  fancy 
skating  by  professionals.  Last  winter  there  were  three  private 
skating  classes  which  had  the  garden  on  Tuesday,  Thursd.iy  and 
Fricl.iy  mornings.  Saturday  mornings  the  admission  was  put  at 
10  cents  and  there  were  always  1,200  to  1,500  school  children  taking 
advantage  of  the  holiday  and  the  low  rate.  The  admission  for 
skating  at  other  times  is  15  cents  for  children  and  25  cents  for 
adults  during  the  d.iy,  and  35  cents  in  the  evening.  At  hockey 
games  the  general  admission  is  50  cents,  reserved  seats  "5  cents; 
for  special  games  these  rates  arc  increased  25  cents.  The  hours 
for  skating  are  10  to  12  a.  m.,  2  to  5  p.  m.,  and  8  to  10:30  p.  m. 
The  total  admissions  dnring  the  four  months  of  the  last  skating 
season  were  almost  200,000.  As  90  per  cent  of  these  were  riders 
on  the  company's  cars  the  traction  receipts  were  increased  $18,000. 


indicated  on  the  accompanying  diagram,  though  it  should  be  need- 
less to  say  that  the  conventional  positions  are  not  held  after  the 
game  is  once  started ;  the  result  is  then  more  like  a  football  scrim- 
mage. One  of  the  engravings  shows  the  interior  of  the  garden 
with    the   yueens   College   and    the    Pittsburg   hockey    teams   on    the 


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POSITIONS  OF  HOCKEY  TEAMS. 

ice.  .'\<lvertisemenls  for  park  and  Duquesne  Garden  enterlainmenls 
arc  placed  in  the  local  newspapers,  and  placards  with  appropriate 
announcements  carried  on  the  cars  and  posted  on  walls  and  in 
show-windows. 

As  part  of  his  duties  as  superinleiuknt  of  parks  Mr.  McSwigan 
has  charge  of  the  advertising  literature  issued  by  the  company,  and 
he  also  acts   for   the   company   in   giving   information   to   the   local 


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OKUAN'IZATKIN   l>IAi;K.\M  Ol.'  THIC  IMTTSIU'Ri;   RAILWAYS  CO. 


The  game  of  hockey  is  played  on  ice  skates,  seven  men  to  a  side ; 
the  "ball"  is  a  rubber  disk  about  the  size  of  a  small  blacking  box. 
and  the  club  has  a  wooden  head  shaped  something  like  a  golf 
putter  but  about  8  in.  long  by  2'A  in.  high  and  ;/■  in-  thick.  The 
goals  are  wickets  .ibout  6  ft.  wide  by  4  ft.  high,  protected  at  the 
sides  and  Irack  by  netting,  into  which  the  disk  must  be  driven.  Tlic 
disk  may  be  struck  by  the  stick  or  picked  up  on  the  flat  side  of  the 
head  and  "lifted".     The   names   and   positions   of   the   players  arc 


press.  Hy  thus  arranging  for  the  issue  of  authentic  statements  the 
company  escapes  much  of  the  annoyance  which  street  railways  often 
suflfer  when  representatives  of  the  local  press  cannot  see  the  proper 
official  of  the  company,  and  evolve  their  "stories"  by  the  subjective 
method. 

EMt'LOVMEN  r  DEl'AR  T.MKX T. 
On   taking  over  the  consolidated  properties  Jan.    i,   if»2,  an   em- 
ployment department  was  established,  the  head  of  this  department 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


197 


being  also  given  supervision  of  tlio  luuniiformed  inspectors  or 
secret  service  men.  Two  days  are  set  aside  each  week  for  receiv- 
ing applications  for  employment ;  on  one  of  these  days  applications 
are  received  at  what  is  known  as  Oakland  Station  and  on  the  other 
at  the  .Allegheny  Station. 

During  1902  the  company  employed  2,047  men  of  whom  1,212 
were  conductors.  Our  readers  will  doubtless  remember  that  on 
June  I,  1902,  the  company  announced  its  adoption  of  a  premium 
system  for  trainmen  under  which  a  sum  equal  to  one  cent  per  plat- 
form hour  would  be  paid  Dec.  I,  1902,  to  those  whose  records  for 
accidents,  tidiness  of  their  cars,  etc.,  was  good.  "  This  system  was 
not  productive  of  the  most  satisfactory  results  as  a  number  of  the 
oldest  and  best  employes  of  the  company  became  dissatisfied  be- 
cause of  the  loss  of  expected  premiums  or  of  the  inability  of  the 
company  to  determine  the  premium  due,  owing  to  accident  claims 
not  being  adjusted.  Feb.  10,  1903,  announcement  was  made  of  a 
new  schedule  effective  Dec.  i,  1902,  under  which  each  trainman  was 
given  an  advance  of  one  cent  per  hour. 

In  passing  upon  applications  for  employment  it  is  the  aim  to 
accept  only  men  who  are  physically  sound,  who  are  of  good  habits 
and  who  are  reconmiended  by  two  respectable  citizens,  satisfactory 
to  the  company.  Special  tests  are  made  of  the  applicants'  vision 
and  hearing. 

The  company's  employes  arc  now  as  follows : 
Operating  department,   including  conductors  and   motormen. .  .3.330 

Power  house    I75 

Maintenance  of  way  department 490 

Division   officers    79 

Duquesne  Garden 80 

General   offices    85 


4.239 

The  total  of  wages  for  1902  fur  the  transportation  department 
was  $1,675484.92,  and  for  all  departments,  $2,592,136.02. 

.■\CCIDENTS  AND  DAMAGE  CLAIMS. 

In  connection  with  the  company's  policy  as  to  premiums  on 
accidents  it  is   interesting  to  give   the   statistics  as  to   the  number 

of  accidents   in    1902   and    the   cost    per   car-mile.  The   figures   by 
months  are: 

.\mount  paid 

Number  of  for  accidents  per 

Month.                                    Accidents.  car-mile. 

January    709  $.0107 

I'cbruary     799  .0071 

March    877  .0120 

.April    807  .0060 

May    883  .0069 

June    891  .0129 

July    953  0057 

August     992  .0040 

Septcmltcr    1,066  -0059 

October    1,031  .0084 

November    i  ,022  .0062 

December    1,154  .0062 

Total    1 1. 184  $.0075 

■     NEW  OFFICE  BUILDING. 

The  Philadelphia  Co.  has  just  recently  completed  an  office  build- 
ing at  the  corner  of  Sixth  Ave.  and  Garland  .Mley,  which  is  a 
model  structure.  The  building  has  a  frontage  of  35  ft.  on  Sixth 
.■\vc.  This  width  extending  back  for  100  ft. ;  for  the  next  20  fl.  it 
i»  60  ft.  wide  and  for  the  last  60  ft.,  50  fl.  wide,  the  total  depth 
licing  i>to  ft.  The  inability  to  secure  all  of  the  building  lot  desired 
is  re<>ponsililr  for  the  irregular  shape. 

The  building  is  eight  stories  high,  of  fire  proof  construction  and 
is  served  by  two  high  speed  passenger  elevators.  The  various 
dcpanmcnts  are  located  as  follows:  Ground  floor,  treasurer's  office 
and  gas  and  electric  lighting  contracting  department;  sccon<l  floor, 
money  counters;  Obese  two  floors  arc  connected  by  a  spiral  stairway 
which  is  separate  from  the  main  stairways  near  the  elevators)  ; 
third  flofjr,  miscellaneous  and  partly  unoccupied;  fourth  flrior,  secre- 
tary's office  and  direciurs'  room  fihe  directors'  r(K<in,  which  is  at 
the  front  of  the  building,  is  very  handsomely   finished,  being  pan- 


eled througliout  with  solid  mahogany)  ;  fifth  lloor,  offices  of  the 
Pittsburg  Railways  Co. ;  sixth  floor,  offices  of  the  Philadelphia  Co. ; 
seventh  floor,  office  of  engineer  and  drafting  room;  eighth  floor, 
auditor's  office. 

One  of  the  most  interesting  rooms  at  the  new  quarters  of  the 
company  is  the  telephone  exchange  which  is  under  the  charge  of 
Mr.  J.  W.  Boden,  superintendent  of  telephones.  The  company  has 
16  trunk  lines  to  the  exchange  of  the  local  Bell  company,  the  Cen- 
tral District  &  Printing  Telegraph  Co.,  thus  insuring  good  service 
for  outside  parties.  In  Pittsburg  it  has  105  instruments  on  its  own 
lines,  75  in  the  office  building,  15  at  car  houses,  7  at  power  stations 
and  7  known  as  "emergencies"  which  are  mounted  on  poles  along 
the  railway  lines.  On  its  long  distance  lines,  which  cover  the  oil 
and  gas  territory  of  the  Philadelphia  Co.,  are  over  300  other  tele- 
phones, the  total  for  the  exchange  being  about  425. 

All  fire  alarms  are  reported  to  the  telephone  operator  who  at 
once  orders  the  nearest  emergency  crews  to  report  at  the  proper 
points  if  it  appears  that  the  company's  property  can  be  affected  in 
any  way  by  the  fire.  The  city  telephone  exchange  has  instructions 
that  when  the  Philadelphia  Co.  exchange  (3200  Grant)  is  called 
and  the  word  "emergency"  added,  all  interfering  connections  are 
to  be  broken  instantly  and  thus  the  company  can  promptly  act  in 
case  of  fires  or  accidents. 

The  company's  telephone  system  has  been  extremely  successful 
in  operation,  and  although  telephone  lines  are  carried  on  the  railway 
poles  no  trouble  from  noise  has  been  experienced. 

PERSONAL. 

The  active  executive  officers  of  the  Pittsburg  Railways  Co.  are : 
James  D.  Callery,  president ;  James  H.  Reed,  vice  president  (presi- 
dent Phila.  Co.)  ;  S.  La  Rue  Tone,  second  vice  president ;  John 
Murphy,  general  superintendent;  W.  B.  Carson,  secretary;  C.  J. 
Braun,  jr.,  treasurer;  C.  S.  Mitchell,  auditor. 

Mr.  James  Dawson  Callery  has  the  distinction  of  having  been  the 
president  of  llic  |iiniiecr  electric  line  in  Pittsliurg.     His  first  cxpcri- 


J.  11.  C.M.I.ICKV. 


S.  I,,\   KUK  TUNIC. 


cnce  in  street  railway  work  was  in  connection  with  the  .Socnnd 
Avenue  Traction  Co.,  operating  a  local  horse  car  line,  lie  so  well 
demonstrated  his  ability  in  a  subordinate  capacity  in  this  company 
that  he  was  elected  president.  Dir'.xtly  after  this,  in  1889,  .Mr. 
Callery  converted  the  road  for  electric  operation,  the  first  in  Pitts- 
burg to  be  put  on  a  paying  basis  and  established  perm.,pently. 
Extensions  were  inadc  in  all  directions;  theretofore  inaccessible 
tracts  of  land  were  connected  with  the  city  and  developed  as  resi- 
dential suburbs.  By  connecting  many  towns  along  the  Monongahela 
River  between  Pittsburg  and  McKccsport,  Mr.  Callery  soon  made 
the  Second  Avenue  system  one  of  the  largest  in  the  country  at  that 
time.  In  1897  he  effected  the  organization  of  the  United  Traction 
Co.,  which  brought  about  the  consolidation  of  the  Pleasant  Valley 
and  Manchester  systems  in  .Mleghetiy  City  with  the  Second  Avenue 
lines  in  Pittsburg. 

Mr.  Callery  was  made  president  of  ilic  United  conip:uiy.  Two 
years  later  the  West  End  system  in  I'itlsbin-g,  in  which  Mr.  Callery 
was  also  interested,  was  piu'chased  by  the  Southern  Traction 
Co.,  and  he  was  elected  president.  Mr.  Callery  was  born  in  ,MIe- 
glieny  City  about  41  years  ago.  lie  is  son  of  the  late  James  Cal- 
lery, a  prominent  business  ni;m  of  Pittsburg,  who  was  best  known 
as  organizer  of  the   Pittsburg  and  Western   R.   R.,   running   from 


198 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  4- 


Alligliiiiy  to  .Akron  and  now  opcr.ilcd  as  an  important  divi>ion 
of  llif  Italliniorc  &  Ohio  system.  Mr.  Callcry  is  also  vici'-prcsidcnl 
of  the  I'hilnilrlphia  Co.  and  is  an  ofKccr  or  stockholder  in  a  score 
of  Pittsburg's  leading  business  institutions. 

Mr.  S.  I.aKuc  Tone  was  born  in  Cincinnati  in  18*14.  lie  was 
graduated  from  the  Rensselaer  Polytechnic  Institute  in  civil  engi- 
neering and  entered  the  service  of  the  Pennsylvania  R.  R.  He 
resigned  to  accept  a  better  position  with  the  Philadelphia  Traction 
Co.,  controlled  by  the  Widener-Klkins  syndicate,  and  when  the 
latter  bought  the  old  Pittsburg,  Oakland  &  ICast  Liberty  Passenger 
Ry.,  in  1887,  Mr.  Tone  was  employed  to  elTect  its  conversion  into  a 
cnblc  system,  a  work  which  was  successfully  accomplished,  in  the 
winter  of  1888.  The  name  of  the  company  was  changed  to  the 
Pittsburg  Traction  Co.,  and  Mr.  Tone  remained  with  it  for  two 
years.  Later  he  became  identiHed  with  the  Duquesnc  Traction  Co., 
and  in  1892  entered  the  service  of  the  West  End  Traction  Co.,  as  a 
chief  engineer.  Mr.  Tone  has  acted  as  chief  engineer  in  charge  of 
.  the  construction  lines  in  Connellsvillc,  Kittaning,  and  Rochester, 
Pa.,  and  Steubenville,  O.  When  the  L'niteil  Traction  Co.  was 
organized  he  was  made  chief  engineer  of  all  the  lines  it  controlled, 
a  position  which  he  retained  until  the  merger. 

-Mr.   John   Murphy   is  a  native  of   Ireland  and   41   years   of   age. 
He  came  to  .America  in  his  early  youth  and  devoted  himself  dili- 
gently to  obtaining  a  tliDnnigli  cduc.ilion.     I  lis  home  was  in  Central 

Pennsylvania.  .After  leaving  school 
he  obtained  employment  as  an  en- 
gineer on  a  steam  railroad,  and  in 
this  connection  improved  his  op- 
portunity to  study  the  mechanical 
construction  of  the  road  and  loco- 
motive, all  of  which  prepared  him 
for  his  subsequent  success  in  the 
economical  construction  and  man- 
agement of  electric  lines.  When 
the  Second  Avenue  horse  car  line 
in  Pittsburg  was  converted  into  an 
electric  system  he  was  chosen  su- 
perintendent. In  1898  he  was  made 
general  superintendent  of  the 
United  Traction  Co.  Since  his 
appointment  as  general  superin- 
tendent of  the  Pittsburg  Railways 
Co.  he  has  been  actively  eng.iged  in  effecting  practical  improve- 
ments of  the  system.  He  is,  as  well,  an  inventor  of  ability,  being 
the  inventor  and  patentee  of  the  Murphy  carwheel  truing  machine 


J.  MUKl'HV. 


CONVENTION   ANNOUNCEMENTS. 


The  American  Street  Railway  Association  has  issued  the  follow- 
ing circular : 

The  American  Street  Railway  Association  will  hold  its  Twenty- 
second  Annual  Convention  at  the  Grand  Union  Hotel,  Saratoga 
Springs,  New  York,  on  Wednesday,  Thursday  and  Friday,  Sept.  2, 
.1.  and  4,  1903. 

Wc  have  held  an  executive  session  at  Saratoga,  and  give  you  in 
this  circular  the  substance  of  the  arrangements  we  have  made  in 
your  interests. 

The  Exposition  will  be  held  at  the  Grand  Union  Hotel,  with  all 
the  light  and  power  required. 

The  Convention  will  be  held  in  the  hotel,  thus  insuring  the  atten- 
tion of  all  delegates  and  visitors  to  the  exhibits. 

The  income  from  the  sale  of  space  will  go  to  the  American  Street 
Railway  .Association.  Tlie  executive  committee  of  the  association 
has  fixed  the  price  at  10  cents  per  sq.  ft.,  and  ruled  that  no  space 
of  less  than  100  sq.  ft.  he  assigned,  but  applicants  may  have  as 
many  multiples  of  this  quantity  as  they  wish,  all  in  one  body.  Pay- 
ment for  space  should  l)c  made  to  Mr.  T.  C.  Pcnington,  secretary 
and  treasurer  of  the  American  Street  Railway  Association,  No. 
2020  State  St.,  Chicago,  111. 

Applications  for  space  should  be  made  to  Mr.  Frank  M.  Coz- 
zens,  Saratoga  Springs,  New  York,  chairman  committee  on  exhib- 
its. Please  state  in  your  application  for  space,  the  shape  desired, 
number  of  feet  wide  and  long,  and  the  committee  on  exhibits  will 
comply  with  your  request  if  possible. 

It  is  earnestly  requested  that  all  exhibits  shall  be  in  place  and  all 


work  Tinishcd  by  Tuesday  evening,  September  ist,  which  is  the  even- 
ing prior  to  the  opening  of  the  convention.  Watchmen  will  be  in 
charge  of  the  building  and  grounds,  so  that  the  exhibits  will  be 
safe. 

.All  articles  intended  for  exhibition  shall  be  delivered  at  the  Grand 
Union  Hotel,  Saratoga,  New  York,  by  the  agent  or  owner,  and  at 
his  expense;  but  the  local  committee  has  made  arrangements  with 
the  Tooley  Brothers  Co.  to  haul  and  deliver  all  shipments  to  and 
from  the  building,  if  desired,  at  low  rates.  .Mark  goods  to  your- 
selves care  of  the  Tooley  Brothers  Co.,  Saratoga  Springs,  N.  Y., 
send  the  company  bill  of  lading  or  advice  of  shipment  and  prepay 
charges. 

Ship  all  goods  early  to  insure  delivery  in  time.  W<  hope  to  have 
you  with  us  with  an  extensive  display. 

Articles  will  be  placed  on  your  space  if  you  mark  the  number  on 
your  boxes,  which  will  be  mailed  to  you  in  ample  time  for  shipment. 

All  electrical  connections  for  power  and  extra  lights  must  be 
made  at  the  expense  of  the  exhibitor. 

We  expect  a  large  exhibit  and  perhaps  it  would  be  in  the  in- 
terest of  the  exhibitors  to  m.ikc  arrangements  to  have  the  exhibits 
open  in  the  evening,  as  it  is  well  lighted,  and  the  electrical  companies 
expect  to  make  a  large  display. 

Space  should  he  applied  for  by  July  I.  Assignments  will  be  made 
as  promptly  as  possible  and  exhibitors  notified  of  their  location. 
Exhibits  of  like  character  will  Ix;  grouped  together  and  space  will 
l)c  assigned  in  the  order  of  application. 

The  committee  on  exhibits  will  make  contracts  with  carpenters, 
electrical  workers  and  laborers,  at  regular  prices,  so  the  exhibitors 
will  not  be  overcharged  for  lumber,  labor,  etc. 

Each  afternoon  and  evening  of  the  convention  has  been  set  apart 
fur  the  examination  of  the  exhibits,  they  being  at  the  hotel  which 
will  take  care  of  most  if  not  all  delegates,  they  are  sure  to  be  ex- 
amined by  all.  Light  exhibits  will  be  displ.tyed  on  the  veranda  of 
the  hotel,  heavy  ones  in  the  court.  'Those  in  the  court  will  be 
covered  to  protect  them  from  storms,  and  front  of  verandas  will 
be  covered.  Cars  and  sweepers  can  be  left  on  side  track  within  a 
block  of  the  hotel. 

The  headquarters  of  the  association  will  be  at  the  Grand  Union 
Hotel.  Other  first-class  hotels  cfte:  United  States,  American- 
Adelphi,  Congress  Hall,  Worden,  Kensington  and  a  number  of 
others. 

The  executive  coinmittcc  found  our  Saratoga  friends  so  enthusi- 
a.stic  as  to  the  coming  meeting,  and  sp  hospitable  in  their  greeting 
that  success  is  assured,  the  location  being  central  and  accessible,  and 
the  inquiries  and  information  already  received  being  so  encouraging, 
an  unusually  large  attendance  seems  guaranteed. 

The  annual  dinner  will  be  held  Friday,  September  4th.  Tickets 
will  be  sold  at  the  actual  cost  to  the  association. 

The  railroads  will  sell  tickets  on  the  certificate  plan.  Be  sure 
and  leave  your  certificate  with  the  clerk  the  first  day  of  the  conven- 
tion, when  you  register.  It  will  be  signed,  vised  and  ready  for  you 
on  Thursday,  Sept.  3,  1903. 

Please  make  your  arrangements  and  applications  as  above  noted 
as  promptly  as  possible. 

With  kindly  greeting  and  wishes  for  the  health  and  prosperity 
(.1  all,  and  with  confidence  of  meeting  you  in  September,  we  arc, 

T.  C.  PENINGTON,  Secretary. 

JERE  C.  HUTCIIINS,  President. 


Maj.  Edwin  W.  Halliday,  president  of  the  Cairo  (III.)  Electric 
Railway  Co.,  which  leases  the  Sycamore  Street  Ry.,and  a  stockholder 
in  the  Egypt  Electric  Co.,  the  Cairo  City  Gas  Co.,  and  the  Cairo 
Electric  Light  &  Power  Co.,  has  sold  his  interests  in  the  combination 
to  the  W.  P.  Halliday  estate  for  about  $135,000.  The  general  offices 
have  been  removed  to  rooms  over  the  Cairo  City  Gas  Co's.  office. 
Major  Halliday  has  numerous  other  interests  and  thought  it  wise 
to  give  up  the  more  arduous  duties. 


VIEWS  OF  PITTSBURG. 


Half-tone  engravings  (11  x  40  in.  in  size)  of  the  view  of  Pitts- 
burg, shown  on  pages  186  and  187  of  this  issue,  may  be  obtained 
from  William  Campbell,  327  Fifth  Ave.,  Pittsburg,  at  25  cents  each. 


Apr.  20,  1903] 


STREET  RAILWAY  REVIEW. 


199 


r-'VV^ 


CORRESPONDENCE, 


THE   NAME  OF  THE  A.  S.  R.  A. 


Editor  Review :  In  this  period  of  advancement  and  improvement 
It  is  essential  to  keep  abreast  with  the  times,  to  change  with  them. 
Within  the  past  ten  jears  the  names  apphed  to  companies  and  hncs 
in  the  so-called  traction  field,  have  varied  as  much,  if  not  more, 
than  those  in  the  marine  and  railroad  fields. 

nic  e.Npressions  tramway,  rapid  transit,  horse,  cable,  rapid,  city. 
street,  electric,  union,  united,  consolidated,  suburban  or  interurban 
in  connection  with  railway  or  railroad,  and  railway  or  railroad 
suffixed  to  a  specific  city  street  or  avenue,  town  or  compass  point, 
have  all  had  their  share  of  usage.  Companies  engaged  in  auxiliary 
businesses,  as  heating,  lighting,  furnishing  power,  carrying  baggage 
and  hauling  light  freight,  usually  adopted  names  indicative  of  such. 

At  the  time  of  the  organization  of  the  American  Street  Railway 
Association  the  term  "Street  Railway"  was  used  commonly.  Since 
the  consolidation  of  numerous  city  corporations,  and  the  construc- 
tion and  completion  of  many  inter-town  lines,  "Traction"  has  be- 
come the  vogue.  As  many  members  of  the  association  are  con- 
nected with,  or  managing  the  latter  class  of  road,  the  present  name 
is  no  more  appropriate  for  the  organization  than  "Medical  Society" 
would  be  for  an  assemblage  of  dentists,  though  the  molar-bicuspid 
c.xpcrt  is  addressed  doctor. 

"Electric"  in  lieu  of  "Street"  would  not  be  general,  as  electricity 
is  not  the  only  motive  power  presently  employed,  although  it  is  the 
nearly  universal  one.  The  horse  car  is  as  yet  not  entirely  e.xtinct, 
a  few  cables  are  still  lending  their  hum  to  the  din  of  cities,  while  a 
"way-back"  dummy  is  "tooting"  over  the  midget  "T"-rail  in  another 
locality.  Compressed  air  and  gasoline  are  used  both  experimentally 
and  practically. 

"Railway"  or  "Railroad"  instead  of  "Street  Railway",  though 
embracing  every  kind  of  motive  power,  is  too  easily  confused  with 
the  steam  railroad  organiz.^.tions. 

"Traction"  would  cover  all  classes  of  locomotion,  and  would  be 
distinguishable  from  the  railway  associations.  This  name  in  place 
of  "Street  Railway"  would  cause  the  elevated,  subterranean  and 
rural  electric  railroader  to  feel  as  much  at  home  as  his  city  rela- 
tive, who  is  at  present  in  closest  identity  with  the  association  from 
a  nominal  standpoint. 

The  writer  suggests  that  the  present  name  of  the  American  Street 
Railway  Association  be  changed  to  "American  Traction  Associ- 
ation." Yours  truly, 

D.  C.  HIKSTORFF. 

Chicago,  Apr.  q,  1803. 


LOCATION  OF  BOILER  FEED. 


Editor  "Review":  A  great  many  engineers  have  expressed  their 
opinions  as  to  the  proper  place  to  introduce  the  feed  into  Ixjilcrs, 
especially  those  of  the  return  tubular  type,  and  perhaps  it  will  be 
impossible  to  say  anything  new  along  this  line.  Rut  a  bit  of  the 
writer's  experience  may  help  some  one  to  better  the  conditions  of 
his  boiler  or  boilers. 

.Some  time  ago  the  writer  took  charge  of  an  electric  railway  power 
house  where  return  tubular  boilers  were  used  to  generate  the  steam. 
Duplex  feed  pumps  were  used,  the  water  being  forced  through  an 
exhaust  feed-water  healer  into  the  Iwilcrs  through  the  blow-off. 
On  examination  the  boilers  were  found  to  be  Iradly  scaled,  particu- 
larly the  back  heads  about  half  way  up  the  sides,  and  the  three 
lower  rows  of  tulxrs  for  three-fourths  their  length. 

Inquiry  as  to  how  the  boilers  had  Iwen  treated  for  the  scale  re- 
vealed the  fact  that  they  had  been  treated  regularly  each  day  with 
kerosene  and  each  boiler  cleaned  once  a  mrjnth.  I  readily  concluded 
that  oil  was  not  the  proper  thing  for  this  case  and  decided  to  try 
something  else  as  soon  as  possible.  We  first  changed  the  feed  by 
allowing  the  pipe  to  enlor  the  Ijoiler  at  the  top  al>f>iit  2'/i  ft.  from 
Ihc  front  end  down  lo  within  alxuit  6  in.  of  the  lop  row  of  tubes, 
IhcfKe  toward  the  lack  to  within  2  ft.  of  Ihc  back  head;  capped 
the  pipe  and  had  enough  3-16  in.  holes  drilled  in  each  side  of  the 


pipe  to  equal  the  area  of  the  pipe.  While  this  arrangement  works 
well  I  have  found  by  later  trial  a  cross  pipe  placed  at  the  end  of 
the  long  pipe,  and  holes  drilled  in  it  instead  of  the  long  piece, 
admits  of  water  being  heated  much  hotter  before  leaving  the  pipe 
than  in  the  former  case. 

.'\fter  this  arrangement  was  completed  I  sent  some  of  the  scale 
to  a  well-known  finn,  had  it  analyzed,  some  compound  made  to  suit 
the  case,  and  as  soon  as  it  was  received  I  commenced  to  use  it 
according  to  directions.  The  boilers  were  cleaned  each  month  as 
usual  and  before  long  the  scale  had  disappeared  from  the  back 
head,  sheet  and  tubes,  and  we  had  clean  boilers.  Of  course  some 
scale  would  continue  to  form  in  the  boiler,  but  it  is  mostly  on  the 
top  of  the  top  row  of  tubes  where  it  is  readily  removed. 

Many  engineers  recommend  feeding  in  the  blow-ofif,  but  I  have 
failed  to  find  as  yet  that  place  which  can  be  recommended  in  prefer- 
ence to  the  top.  Some  one  says  passing  the  feed  water  through  Ihe 
blow-off  keeps  the  latter  free  from  scale;  true,  so  will  opening  the 
blow  cock  once  each  day  or  more  if  the  water  is  very  bad.  Another 
says  the  blow-oflf  pipes  will  not  burn  out  so  soon  if  the  blow-ofif 
feed  is  used;  granted,  but  the  damage  to  the  bottom  of  the  boiler 
and  tube  ends  caused  by  contraction  and  expansion  when  the  feed 
is  intermittent,  is  of  much  more  consequence  than  burning  off  the 
blow-ofT  pipe. 

A  boiler  came  to  my  notice  at  one  time  with  which  there  had 
always  been  trouble  because  of  the  girth  seams  leaking,  also  the 
tube  ends  of  the  lower  rows  of  tubes  at  the  back.  Any  amount  of 
calking  was  of  no  avail,  until  one  day  some  one  recommended  the 
feed  be  changed  from  the  blow-off  to  the  top;  this  was  done  and 
there  has  since  been  no  more  trouble  with  leaky  seams  or  tube  ends. 

It  does  seem  that  a  great  many  engineers  and  some  manufacturers 
of  boilers  have  the  idea  that  if  you  stick  the  feed  pipe  in  any  old 
place  in  a  return  tubular  boiler  it  is  all  right  so  long  as  the  water 
gets  there.  It  is  my  belief  that  if  the  same  care  were  exercised  in 
the  manufacture  and  management  of  return  tubular  boilers  and  those 
of  similar  design,  as  with  the  water  tube  boiler,  there  would  be 
fewer  accidents  laid  at  their  door.  A.  K.  VANDERRURG. 

Loyd,  N.  Y. 

♦<-• 

NEW   MEMBERS  OF  THE  ACCOUNTANTS' 
ASSOCIATION. 


.\mong  the  members  of  the  Street  Railway  Accountants'  .Associa- 
tion which  have  joined  since  the  Detroit  meeting  are : 

.\tlanlic  Coast  Electric  Ry.,  Asbury  Park,  N.  J, 

Northwestern  Elevated  R.  R.,  Chicago. 

Lynchburg  Traction  &  Light  Co.,  Lynchburg,  Va. 

Rockford  &  Interurban  Ry.,  Rockford,  III. 

Nashville  Ry.,  Nashville,  Tcnn. 

Santa  Barbara  Consolidated  Ry.,  Los  Angeles,  Cal. 

Cleveland  &  Southwestern  Traction  Co.,  Cleveland. 

Geneva  Electric  Ry.,  Geneva,  Switzerland. 

Evansville  Electric  Ry.,  Evansville,  Ind. 

Hoosac  Valley  Street  Ry.,  North  Adams,  Mass. 

The  association  has  published  in  pamphlet  form  the  report  of 
Messrs.  Ham,  White  and  Uuflfy  on  "A  Standard  Form  of  Reports 
for  Electric  Railways,"  which  was  presented  and  approved  at  the 
Detroit  convention.  The  United  Stales  Census  Bureau  in  pre- 
paring the  statistics  of  electric  railways  has  followed  the  standard 
system  recommended  by  the  Accountants'  Association. 


The  Central  Railway  Co., '  Peoria,  III.,  has  fitted  up  thc' second 
and  third  doors  of  its  W.'ashington  St.  car  barns  as  club  rooms  for  its 
400  employes.     The   rooms   were  opened   April    ist  by   Mr.   Walter 


A  Toronto  (Can.)  alderman  introduced  a  motion  :it  a  reeeiu  city 
council  meeting  providing  that  the  city's  net  revenue  from  the 
Toronto  Street  Railway  Co.,  after  paying  the  charges  on  track 
allowance  payments,  l)c  put  into  a  special  fund  for  the  purchase  of 
the  street  railway  plant  at  the  termination-  of  the  franchise.  The 
net  revenue  from  Ihc  railway  this  year  will  he  $150,000  mihI  after 
next  year  it  is  expected  lo  be  over  $200,000,  At  thai  r;ilc-  llu- 
accunuilated  fund  iS  years  hence  will  be  $.i,()()o,no()  without  interest. 
It  is  argued  tli.-il  no  inatter  how  many  extensirjiis  the  company  may 
build,  the  p\ireli:i'.e  of  the-  ]iI:miI  will  be  a  siin|)le  mailer  with  such  a 
fund  at  hand. 


200 


STREET  RAILWAY  REVIEW. 


IV0L.XIII,  No.  4- 


PUBLISHID    ON    TMI    aOrM    Of*    BAOH    MONTH. 

WINDSOR  &  KENFIELD  PUBLISHINO  CO.. 

45.47  PLYMOUTH  PLACE,  CHICAGO.  ILL. 

0««LB  AOOniaSl  "wINPIBLO.**  LONO  OlSTANOa  TaLSPHONI.  HAAniS 


BRANCH  OFFICES: 

New  York -39  CortUadt  Street.  Cleveland    303  Electric  Building. 

Philadelphia    The  Bourae. 

SUBSCRIPTION  AGENCIES: 
Austria,  Vienna  -  Lehmano  &  Wentzel.  KarntncratrasBc. 
France,  Paris     Boyveau  &  Chevillet,  Librairie  Etrangere,  Rue  de  la  Banque. 
Italy,  Milan—Ulrico  Hoepli,  Librairia  Delia  Real  Caaa. 

New  South  Wales,  Sydney     Turner  &  Henderson,  i6and  18  Hunter  Street. 
Queensland  ;South^  Brisbane     Gordon  ft  Cotch. 
Victoria.  Melbourne— Oordoo  &  Cotch.  Limited,  Queen  Street. 

The  publisher  of  the  Stkkrt  Railway   Kkvikw  issuck  each  year  on  the 

ikccaition  of  the  mectintr  of  tin*  American  Strit't  Railway  Association  fournr  more 
numbers  of  the  Paily  Street  Kaihvav  Htvi€:i\  which  is  published  in  the  convention 
city  and  cuntaiilK  the  convention  Vepons.  The  DaUy  Strat  Ruih.vnv  Htvicw  is 
separate  from  the  Strrbt  Railway  Rbvikw.  bat  is'in  its  nature  supplementary 
thereto. 

SUBSCRIPTION  RATES: 

In  the  tTnited  States.  Canaiia  or  Mexico: 

Sthkkt  R.\ii,\v.\v  Kkvikw  (12  monthly  issues) $2.75 

Daily  Street  Railway  Reincw  (four  or  more  issues) 50 

Combined  Subscription  (Kkvikw  and  Daily  Review) 3.00 

In  All  Other  Countries: 

Sthkk T  Railw.w  Kkvikw  (12  monthly  issues) 3.75 

Daily  Street  Railway  Reviezc  (four  or  more  issues) 50 

Combined  Subscription  (Kkvikw  and  Daily  Review). ...  4.00 

Address  all  Communications  and  Remittances  to  Windsor  S:  Ktnfitld  PublishingCo 
Chicago^  III. 


CORRESPONDENCE. 

We  cordially  invite  corresptindencc  on  all  subjects  of  interest  to  those 
enf^ag^ed  in  any  branch  of  street  railway  work,  and  will  gratefully  appreciate 
any  marked  coi>ies  of  papers  or  news  items  our  street  railway  friends  may  send 
us,  pcrtatain^  either  to  companies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  yon  contemplate  the  purchase  <if  any  supulies  or  material,  we  can  save 
Tou  much  time  and  trouble.  Drop  a  line  to  Thk  Revikw,  stating  what  you  are 
in  the  market  for,  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
best  dealers  in  that  line.  We  make  no  charge  f«>r  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  seat  to  all  manufacturers. 

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


VOL.  XIII. 


APRIL  20,  1903. 


NO.  i 


SUMMARY  OF  CONTENTS. 

The  Street  Railway  System  of  Pittsburg,  Pa.    Illustrated 186 

A.  S.   R.  A.  Convention  Announcement 198 

Correspondence     199 

Editorial    200 

New  Track  Construction  at  Hartford.  Conn.     Illustrated 203 

Street    Railway    Park    Development.— V 206 

Amu.s.ment  Park  Theaters.     By  W.  E.  Partridge.     Illustrated 205 

How  to  Advertise  Stn-et  Railway   Parks 208 

Descriptions   of    Park.t.      IlUistratcd 209 

Bmerpency  Station  at  RlrminKham.  Ala 211 

Cost  of  OperallnB  Municipal   Plants 212 

Track  Construction   nf   the   International   Railway  Co.  in  Buffalo, 

N.    y.— II.     By    T.    \V.    Wilson.      Illustrated 213 

The   Value   of    Krequent    Ser\ice 215 

I'ndertakers    Kndorse   the    Funeral    Car 21(1 

Notes   on    Raleigh.    .V.    c.      Illustrated 216 

Maintenance  of   Way   Convention 217 

Trade  Mark  for  Detroit  United   Ry.     Illustrated 220 

Kensington     Shops     of     the     Union      Traction     Co..     Philadelphia 

Illustrate<l    221 

Recent    Street    Railway    Decisions 225 

Fond  du  Lac  &  Oshkoah  Electric  Railways.     Illustrated 229 

Personal    232 

Obltuar>'     234 

Strikes  of   the  Month 234 

Now   Ptiblicntions    235 

The  Curtis  Steam  Turbine.    By  W.  C.  R.  Emmet    Illustrated 236 

New    Construction    239 

I^ake  Shore   Klectric  Reorganization 240 

Cincinnati,  Georgetown  &  Portsmouth  Railroad.    Illustrated 241 


MUNICIPAL  OWNERSHIP. 

Interest  in  Oiicago  is  still  centered  in  the  settlement  of  the  trac- 
tion franchise  question,  in  connection  with  which  the  siihject  of  iiiu- 
nicipal  ownerthip  and  o|>eration  of  the  railways  is  heing  widely  agi- 
tated. Several  hills  have  been  recently  discussed  in  the  Illinois  Legis- 
lature, all  of  which  authorize  any  city  of  the  slate,  if  it  so  desires,  to 
own,  lease  and  oiicr.itc  street  railways.  While  these  bills  .ind  their 
^uggeslctl  anicndmenis  vary  somewhat  in  their  specific  terms  they 
all  have  as  their  nitiinate  object  municipal  ownership  of  street  rail- 
ways, and  whichever  of  these  measures  ni.iy  lie  adopted  it  is  ex- 
pected it  will  have  an  important  hc-nring  on  the  settlement  of  the 
franchise  ijiiestion  in  Chicago.  In  general,  these  bills  provide  that 
any  city  may  own  an<l  operate  street  railways  or  lease  the  same  for 
certain  perio<ls;  for  the  purpose  of  acquiring  the  street  railways  cities 
are  permitted  to  issue  either  negotiable  bonds  or  street  railway  cer- 
tificates, the  latter  not  to  be  a  liability  of  the  city  but  to  be  payable 
solely  out  of  the  revenues  of  the  street  railway  properties  for  which 
they  were  issued.  These  bills  further  provide  tliat  cities  shall  keep 
ihe  accounts  for  the  street  railways  distinct  from  other  cily  accounts 
and  also  that  the  proposed  taw  shall  not  be  in  force  in  any  city  until 
submitted  at  an  election  and  approved  by  a  majority  of  those  voting 
thereon.  We  consider  it  extremely  doubtful  whether  a  majority  of 
the  voters  of  Qiicago  wish  to  try  an  experiment  in  munici|>al  owner- 
ship, but  the  bills  under  discussion  are  so  framed  that  an  insignificant 
minority  could  determine  Ihe  city's  policy,  and  if  the  returns  of  the 
last  city  election  may  be  taken  as  a  criterion  such  a  minority  would 
in  fact  do  so.  It  has  yet  to  be  demonstrated  that  municipal  owner- 
ship has  been  a  success  where  adopted,  notwithstanding  the  extrava- 
gant claims  made  for  it. 

The  principal  reason  for  questioning  the  results  of  municipal  opera- 
lions  in  places  where  considerable  profit  has  been  reported  is  the 
method  of  accoimting  employed.  As  our  contemporary  "Engineer- 
ing" of  London  has  stated,  in  reference  to  the  Glasgow  Corporation 
Iramways.  "With  a  company  the  proof  of  profit  is  the  dividend  war- 
rant ;  no  amount  of  artifice  can  compensate  the  share-holder  for  its 
absence,  but  with  a  (municipal)  corporation  it  is  all  a  matter  of 
accounting.  A  large  net  profit  can  be  recorded  even  if  it  is  after- 
wards dissipated  for  such  purposes  as  renewals,  reserve  and  deprecia- 
tion, all  of  which  arc  as  chargeable  to  an  undertaking  soundly 
financed  as  wages  or  coal."  Thus  in  tHc  accounts  of  the  Glasgow 
Tramways  for  a  year  ago  £100,495  is  shown  as  net  balance  added  to 
general  reserve  fund.  This  is  apparently  a  fine  profit  and  might  be 
supposed  to  represent  the  amoimt  available  for  dividends,  but  by 
examining  the  accounts  more  closely  it  will  lie  seen  that  all  of  this 
reserve  and  more,  carried  from  the  previous  year,  was  transferred 
to  the  permanent  way-rcucwal  fund  and  was  spent  on  renewals 
during  the  year,  .\gain.  practically  all  that  was  left  of  the  general 
reserve  fund  up  to  the  lime  of  this  report  was  used  for  writing  off 
the  capital  account  in  order  that  the  horse  traction  plant  and  other 
items  might  disappear  from  this  account.  In  the  Liverpool  municipal 
accounts  the  .same  system  is  used  and  a  net  profit  of  £147,056  is 
recorded  before  deductions  have  been  made  for  depreciation,  reserve 
and  renewal ;  after  crediting  these  items  the  net  profit  shown  amounts 
lo  Inil  £17.(107. 

.\n  analogous  case  of  municipal  accounting  is  shown  in  another 
column,  in  which  the  light  committee  of  St.  Joseph,  Mich.,  esti- 
mates the  cost  per  year  for  each  arc  light  at  $38.85  and  the  cost  of 
the  equipment  is  figured  at  $19.10,3.93.  .'\nalysis  of  this  report  shows 
the  cost  of  equipment  to  be  below  the  actual  figures,  and  the  cost  per 
lamp,  if  proper  allowance  for  depreciation  be  made,  amounts  to 
$62.72.  From  these  examples  it  is  very  evident  that  so-called  net 
profits  shown  on  municipal  balance  sheets  are  by  no  means  net  and 
at  this  time  may  be  generally  considered  merely  conventional. 

The  condition  in  Qiicago  at  present  apparently  prohibits  the  ac- 
quisition of  the  street  railways  through  a  bond  issue,  as  the  city  has 
already  reached  the  limit  of  its  bonded  indebtedness  under  its  present 
charter.  The  alternative  provided  in  the  proposed  law  of  purchasing 
the  roads  by  means  of  issuing  street  railway  certificates  presents  a 
rather  anomalous  condition.  The  railway  companies  are  asked  to 
sell  their  properties  to  the  city  and  take  in  payment  street  railway 
certificates  payable  out  of  the  profits  earned  by  these  properties.  In 
other  words  the  companies  are  asked  to  relinquish  the  control  of 
their  properties  and  investment  without  obtaining  any  additional 
security  in  return,  and  from  the  point  of  view  of  the  present  own- 
ers it  might  be  asked  why  the  companies  are  not  entitled  to  the  same 
profit  on  their  investment  and  still  retain  their  ownership  after  the 


Apr.  20,  1903-] 


STREET  RAILWAY  REVIEW. 


201 


expiration  01  the  franchise  term.  Further  than  this,  however,  imi- 
nicipal  operation  would  undoubteiily  develop  conditions  in  the  course 
of  a  few  years  equally  as  objectionable  as  those  which  now  prevail. 
The  improvements  in  all  departments  of  electric  traction  which  have 
been  going  on  for  the  past  few  years  can  by  no  means  be  said  to 
have  reached  their  clinia.x  and  improved  apparatus  and  systems  will 
undoubtedly  be  forthcoming  during  succeeding  years.  In  the  case  of 
private  ownership  under  suitable  franchise  conditions  the  city  is  in 
a  position  to  demand  the  latest  and  best  obtainable,  and  for  this  rea- 
son a  private  corporation  must  necessarily  set  aside  large  sums  for 
depreciation.  Under  municipal  ownership  such  improvements  can 
not  be  expected,  as  the  city  would  hardly  be  justified  in  venturing 
public  money  in  improvements  which  might  be  speculative.  The 
present  cable  systems  in  Chicago  may  be  taken  as  an  illustration  of 
this  point.  These  were  installed  but  a  comparatively  few  years  ago 
at  which  time  the  cable  was  considered  the  most  approved  form  of 
street  railway  traction.  While  the  present  companies  are  asked  and 
are  willing  to  discard  these  systems  as  scrap  and  to  substitute  in 
their  place  an  underground  conduit  system  at  a  cost  of  $70,000  or 
580,000  per  mile,  it  is  very  doubtful  if  such  an  expense  would  be  con- 
sidered at  all  were  the  present  systems  owned  by  the  city. 

The  waste  due  to  inefficient  administration  under  public  ownership 
is  greater  than  the  profit  which  the  private  company  needs  to  make 
the  investment  attractive  to  capitalists,  and  this  should  determine 
the  question  of  expediency. 


TRACK  CONSTRUCTION. 

We  describe  on  another  page  an  unusually  interesting  piece  of  track 
construction  which  has  recently  been  built  in  Hartford,  Conn.  The 
principal  points  of  interest  in  connection  w  ith  this  experimental  track 
are  the  heavy  rails,  the  solidity  of  the  sub-construction  and  the  pro- 
visions for  drainage.  Ever  since  the  introduction  of  electric  railways 
the  necessity  for  a  constant  increase  in  weight  of  rails  correspond- 
ing with  the  gradual  increase  of  weight  of  rolling  stock  has  been 
found  necessary,  and  in  the  case  under  consideration  the  rails  used 
are  heavier  than  those  used  by  by  the  largest  steam  roads.  The  same 
tendency  has  been  noticed  in  regard  to  the  sub-structure  of  road- 
beds, and  apparently  the  practice  in  electric  railway  work  today  is  in 
the  direction  of  providing  a  foundation  for  the  rails  which  shall  be 
as  nearly  rigid  as  possible.  While  the  desirability  of  such  a  rigid 
roadbed  is  questioned  by  many  engineers,  for  the  reason  that  an 
inelastic  roadbed  would  be  expected  to  cause  increased  wear  of  the 
rails  the  life  of  the  iiavements  adjoining  rails  in  city  streets  is  un- 
doubtedly prolonged  by  using  the  rigid  construction.  The  elastic 
roadbed  favors  the  life  of  the  rail  and  the  desirability  of  either  con- 
struction will  be  eventually  determined  by  the  comparative  cost  of 
renewing  the  rails  more  frequently,  the  pavement  remaining  in  good 
condition,  or  paving  oftener  during  a  longer  life  of  the  rails. 

The  question  of  drainage  has  also  been  very  thoroughly  consid- 
ered in  the  case  of  the  experimental  track  at  Hartford  and  the  ample 
facilities  provided  for  drainage  should  not  only  go  far  towards  ex- 
tending the  life  of  the  roadbed,  but  the  absence  of  surface  water  on 
the  tracks  will  prevent  much  trouble  in  the  shape  of  burn-onts  of  the 
equipment  under  the  car.  It  appc-ars  in  this  case  that  everything  pos- 
sible has  t>ecn  done  to  produce  a  track  as  nearly  perfect  as  possible 
and  the  results  of  this  experiment  should  prove  several  heretofore 
disputed  points,  among  which  the  advisability  of  solid  concrete  con- 
struction, and  whether  asphalt  can  be  successfully  maintained  when 
laid  close  to  the  rail  are  important  ones. 


THE  CURTIS  STEAM  TURBINE. 

The  first  announcement  concerning  the  design  and  performance  of 
the  Curtis  steam  turbine  was  made  public  in  a  paper  read  before  the 
American  Philoso]>hical  Society,  Philadelphia,  April  2d,  by  Mr.  W. 
L.  R.  Emmet,  which  is  reproduced  in  this  number  of  the  "Review." 
The  Curtis  turbine  involves  principles  found  in  lx)th  of  the  turbines 
licst  known  to  sicam  engineers,  the  DeLaval  and  Parsons.  There  is 
a  resemblance  to  the  Oel^ival  in  that  the  steam  is  permitted  to 
aa|uirc  a  high  velocity  by  passing  through  specially  designed  noz- 
zles, iK-forc  impinging  upon  the  vanes;  on  the  other  hand  ihc  use  of 
more  than  one  set  of  moving  vanes,  which  alternate  with  sets  of  sta- 
tionary vanes  is  the  same  principle  found  in  the  Parsons  turbine.  A 
set  of  cxfianding  nr«zles  and  two  or  more  sets  of  moving  and  sta- 
llotury  vanes  which  arc  needed  to  absorb  the  kinetic  energy  due  to 


ihe  velocity  acquired  in  the  nozzles,  constitute  a  "stage."  Compound- 
ing effect  is  secured  by  using  two  or  more  "stages."  In  the  Curtis 
turbine  there  are  a  series  of  expanding  nozzles  placed  close  together 
so  that  steam  is  admitted  to  the  vanes  as  a  broad  band  or  belt  when 
all  the  nozzles  are  open,  and  governing  is  effected  by  opening  or  clos- 
ing the  necessary  number  of  nozzles,  and  thus  regulating  the  amount 
of  steam  admitted.  In  the  Parsons  turbine  steam  is  admitted  inter- 
mittently through  an  annular  opening  to  the  entire  circumference  of 
the  first  set  of  vanes,  and  the  regulation  is  by  varying  the  length  of 
time  the  admission  valve  is  open. 

In  the  Curtis  design  the  object  in  admitting  steam  through  a 
portion  only  of  the  circumference  is  to  permit  the  use  of  larger  vane 
wheels  and  get  a  lower  speed  of  rotation  with  a  given  velocity  of  the 
periphery.  Also  by  arranging  for  the  expansion  of  the  steam  in 
nozzles  the  pressure  throughout  the  vanes  of  one  stage  is  nearly  uni- 
form and   leakage  between  vanes  is  avoided. 

It  is  to  be  regretted  that  more  information  is  not  given  as  to  the 
details  of  the  turbines  now  building,  and  also  that  the  results  of 
tests  on  the  large  size  units  are  not  available.  The  figures  on  per- 
formance given  by  Mr.  Emmet  are  from  tests  of  a  6oo-kw.  unit  and 
the  curves  presented  show  steam  consumption  per  kilowatt-hour,  with 
steam  at  140  lb.  per  gage  and  a  vacuum  of  28.5  in.,  as  follows:  At 
750  kw.,  19. 1  lb. ;  at  500  kw.,  19.3  lb. ;  at  250  kw.,  21  lb. ;  at  100  kw.,  24.4 
lb.  Reduced  to  a  horse-power-hour  basis  the  water  rates  are:  750 
kw.,  14.2  lb. ;  500  kw-.,  14.8  lb. :  250  kw.,  15.7  lb. ;  100  kw.,  18.2  lb. 
Results  obtained  with  other  turbines  indicate  that  with  200-lb.  steam 
superheated  150°  F.  the  machine  tested  may  be  expected  to  give  a 
horse-powcr-hour  with  less  than  12  lli.  of  steam  when  operating  at 
full  load. 

These  figures  on  water  consumption  are  remarkably  good,  and 
the  results  that  are  obtained  with  the  larger  units  of  the  same  type 
will  be  awaited  with  interest  by  all  steam  engineers. 


CO'OPERATION  OF  EMPLOYES. 

The  value  to  the  niunagemciit  of  suggestions  from  the  operating 
department  of  a  street  railway  or  a  manufacturing  company  is  often- 
times very  great  and  such  suggestions  deserve  to  be  encouraged.  In 
several  cases  which  have  come  to  our  notice  the  managers  of  roads 
have  offered  rewards  for  meritorious  suggestions  of  a  practical  nature 
which  may  be  adopted  either  with  a  view  to  economy  or  to  improv- 
ing the  service.  The  same  plan  could  well  be  adopted  in  many  rail- 
way repair  shops  and  especially  in  those  which  really  constitute  com- 
plete car  manufacturing  establishments.  It  should  also  be  borne  in 
mind  that  aside  from  the  question  of  cheapening  the  work  or  improv- 
ing the  service  the  fad  that  every  employe  is  on  the  alert  to  make  sug- 
gestions of  value  gives  the  employes  an  added  interest  in  their  work 
and  lends  to  a  mutual  iiUerest  and  cordiality  between  the  company 
and  its  employes  which  goes  far  towards  increasing  the  efficiency 
of  the  entire  force.  Two  cases  of  this  character  have  recently  been 
mentioned  in  the  "Review,"  in  one  case  a  suitable  reward  being 
offered  for  any  suggestions  for  the  improvement  of  the  service  and 
in  the  other  case  a  series  of  prizes  were  offered  for  the  best  papers 
on  railway  subjects  presented  by  any  of  the  motormen  and  conduc- 
tors of  the  road.  A  prominent  manufacturing  company  in  Ohio, 
during  the  last  six  months,  has  received  2,800  suggestions  from  its 
employes,  of  which  1,100  were  adopted,  and  the  plan  a|>pears  to  be 
the  most  connnendable  one,  both  from  the  standpoint  nf  the  em- 
ployer and  employe. 


A  STEP  TO  PROTECT  CORPORATIONS, 

Every  street  railway  company  ha.s  fell  the  effect  cif  lax  enforcement 
of  the  connnon  law  rules  against  champerty  and  maintenance  and  ol 
the  statutes  permitting  attorneys  to  take  contingent  fees  which  have 
been  enacted  in  many  of  our  stales.  In  Missouri  the  prohibition  against 
attorneys  taking  contingent  fees  was  removed  in  iQOi,  and  it  has 
develojK'd  that  those  members  of  the  profession  who  most  harass 
corporations  by  prosecining  personaj  injury  cases  of  doubtful 
merit,  are  not  above  imiKisIng  upon  the  stale  also,  in  asking  that  their 
clients  be  allowed  to  sue  as  "poor  persons"  without  giving  security 
for  costs.  One  of  the  circuit  court  judges  in  .St.  Louis  has  held  re- 
cently that  when  an  allorncy  lakes  a  case  on  a  contingent  fee  he  has 
such  an  interest  in  it  as  to  make  himself  liable  for  costs.  This  is  a 
step  in  the  right  direction  and  it  is  Icp  In-  1io|hiI  thai  ihe  ruling  will 
be  sustained  by  the  supreme  court. 


202 


STRF.KT   kAII.WAV  REVIRVV. 


[Vol.  XIII,  No.  4- 


New  Track  Construction  at  Hartford,  Conn, 

Description  of  One  of  the   Heaviest  If  Not  the   Heaviest  Types  of  Electric  Railway  Track  in  This  Country 

Concrete  Cement  Beams — Drainage — Cost. 


During  porlinns  of  the  year  1901  and  1902,  the  city  atillioritics 
of  llarlfonl.  Conn.,  carried  on  a  more  than  usually  tliorough  inves- 
tigation into  the  l)csl  form  of  track  constrnction,  inchiding  forni.s  of 
IKiving  for  cily  streets.  A  joint  standing  committee  visited  Boston 
and  New  York  and  personally  inspected  representative  streets  in 
lioth  cities,  paying  especial  attention  to  the  rcsnlts  obtained  with 
the  "Metropolitan"  and  "Hoston"  sections  of  grooved  rail  when 
laid  with  asphalt  and  wooden  block  paving.  .At  the  same  time  Mr. 
Norman  McD.  Crawford,  general  manager  of  the  Hartford  Street 
Railway  Co.,  prepared  an  exhaustive  report,  containing  notes  on  the 


ford  R.  R.  on  any  part  of  its  system.  It  will  bc'obsersed  the  new 
"Hartford"  rail  is  a  modification  of  the  "Boston"  threc-qnarler 
grooved  rail  and  the  "Metropolitan"  section  as  used  in  New  York. 
It  closely  resembles  the  "Metropolitan"  section,  but  the  groove  is  'A 
in.  wider  at  the  top.  This  increased  width,  together  with  the  more 
moderate  slope  on  the  lip,  will  undoubtedly  give  the  rail  a  self- 
cleaning  property  that  will  prevent  to  a  large  extent  the  packing  of 
dirt  in  the  groove.  This  quality  is  enhanced,  by  dropping  the  lip 
3-16  in.  below  the  level  of  the  head  of  rail. 

Having  decided  upon  an  acceptable  section  of  rail,  every  effort  was 


l'.Kf..\KI.\<.    II'  OI.l)  l.().\CRIiTfc;   KIlK    li.M.I.Asr. 
COMPLETKD  liK.V.M  OX  ONE  SIDE,  TRENCHES  ON  THE  OTHEK  SIDE. 


l'l,.\H.N(.   1)K.\1.\  TILE  KETWEEN  TR.\CKS. 
BEAMS  WITH  EOR.MS  REMOVED. 


life  of  various  improved  pavements  and  suggesting  a  form  of  rail 
and  track  construction  which  it  was  believed  would  l)est  meet  the 
conditions  from  the  standpoints  both  of  the  railway  company  and 
of  the  general  public  as  represented  by  the  city  authorities.  As 
the  result  of  numerous  conferences,  a  compromise  was  fir.ally  adopted 
and  it  was  determined  .to  build  a  section  of  track  on  Main  St.,  Hart- 
ford, embodying  what  were  believed  to  be  all  the  essential  character- 
istics of  a  perfect  track  for  city  conditions. 

This  track  has  now  been  in  constant  use  for  several  months  and 
through  the  courtesy  of  the  Hartford  Street  Railway  officials  and 
of  the  city  engineer  of  Hartford  we  are  able  to  give  the  details  of 
construction,  including  the  cost  of  the  work. 

The  type  of  construction  adopted  is  one  of  the  heaviest  ever  tried 
in  this  country  for  electric  railway  work.  TTie  section  of  rail,  as 
will  be  seen  from  one  of  the  engravings,  is  a  9-in.  grooved  girder 
and  weighs  102.9  'b-  pcr  yard,  heavier,  it  may  be  stated,  by  2.9  lb. 
than  the  heaviest  rail  used  by  the  New  York,  New  Haven  &  Hart- 


,nade  to  obtain  a  roadbed  that  would  be  absolutely  solid  and  so 
free  from  any  motion  as  to  permit  of  laying  asphalt  paving  hard 
against  the  rail.  It  is  not  at  all  evident  that  even  with  the  heavy 
type  of  construction  adopted  the  sheet  asphalt  will  stand  up  against 
the  rail  without  deterioration,  but  one  thing  is  settled,  and  that  is, 
if  sheet  asphalt  pavement  will  not  stand  up  against  this  improved 
track  it  certainly  will  not  against  any  track  construction. 

From  the  line  and  half  tone  engravings  it  will  be  observed  that 
each  rail  is  embedded  in  a  concrete  cement  beam  21  in.  wide  and 
practically  18  in.  deep,  giving  9  in.  of  concrete  cement  under  the  base 
of  the  rail.  The  method  of  preparing  the  roadbed  was  about  as 
follows:  The  trench  was  first  opened  to  the  end  of  the  ties  and 
about  I'A  ft.  deep.  A  sub-base  was  then  formed  of  broken  stone 
which  in  this  case  was  obtained  by  breaking  up  the  old  concrete 
which  had  been  used  in  the  previous  track  work,  the  men  breaking 
this  up  with  sledges  just  as  it  lay  and  throwing  it  in  behind  them 
as  they  progressed.    Sawed  ties,  6  by  8  in.  by  7  ft.  were  next  placed 


Apr.  20,  1903] 


STREET  RAILWAY  REVIEW. 


203 


on  the  sub-base  of  broken  stone  and  spaced  6  ft.  between  centers. 
To  the  ties  were  spiked  the  (j-in.  grooved  rails  and  the  whole  track 
brought  to  surface  and  alignment.  It  was  usual  at  this  stage  and 
before  the  concrete  cement  was  poured  in  to  let  cars  pass  over  the 
track  for  a  day  in  order  to  secure  good  settlement  of  ties  and  insure 


tlie  sub-grade  under  each  track,  the  bottom  of  the  ditch  was  given 
a  cross  slope  of  I  in.  to  the  foot,  the  slope  in  each  case  being  toward 
the  center  line  between  the  two  tracks.  Along  this  center  line  was 
laid  a  line  of  4-in.  tile  drain  pipe,  laid  with  open  joints  and  con- 
nected  at   frequent   intervals  to  the  street   sewers.     In   addition  to 


HARTFORD  STANDARD  C.ROOVKD  R.ML. 

Weik'ht  102.9  lb.  per  sq.  yd.     Laid  on  Main  St.  in  1'XI2.     Smaller  section  show  s  the 

old  rail  reniovetl. 

belter  surface  and  line.  When  the  track  had  liecn  brought  to  perfect 
position  the  side  forms  for  the  concrete  beams  were  placed  and  the 
concrete  cement  shoveled  into  place. 

Tht  concrete  cement  is  a  I:  3:  6  mixture  of  clean  sand  and  best 
Portland  cement.  For  convenience,  the  woo<len  forms  were  built 
in  6-ft.  sections  of  i^^-in.  stuflf,  18  in.  deep.  Each  section  was 
notched  at  both  ends  to  permit  the  forms  to  set  down  over  the  ties. 
In  preparing  the  work  for  the  concrete  cement,  the  forms  were 
set  up  along  each  rail  and  held  in  place  by  tie  rods  as  shown  in 
the  reproductions  from  photographs.  After  the  concrete  beams  had 
l)een    formed  they   were   allowed   to   set   for   from   36  to  60  hours. 


LIllHT  CONCRETE  CONSTRUCTION. 

this  provision  for  sub-surface  drainage,  the  two  inner  rails  were 
frcquemly  set  somewhat  higher  than  the  two  outer  rails,  thus  pre- 
serving the  crown  lino  of  tlie  street  and  thereby  giving  better  surface 
drainage. 

As  is  well  known,  one  objection  to  the  use  of  the  grooved  rail  is 
found  in  the  fact  that  the  groove  in  rainy  or  slushy  weather  fills 
with  water  and  becomes  a  runway  for  a  large  amount  of  the  sur- 
face drainage,  the  water  being  thrown  up  by  the  wheels,  causing  con- 
siderable damage  to  armatures  and  fields.  To  prevent  this  in  the 
Hartford  construction,  catch  boxes  locally  called  "scuppers,"  were 
placed  in  the  rails  at  intervals  varying  from  300  to  500  ft.     At  low 


gmp 

WKk 

I^h^^^^^^^^^Hk^^  > 

^ 

% 

^SBHF  •  "^ 

SCUPPERS  IN  PLACE. 

points  in  grade,  two  sets  of  these  bo.\es  were  used  in  each  rail  about 
5  fl.  apart,  as  shown,  in  one  of  the  half-tones. 

I'his  scupper  is  a  casting  set  on  the  inside  of  the  rail  and  having 
openings  into  the  groove  of  the  rail.  The  bo.\cs  were  connected 
by  drain  pipes  to  manholes  which  were  always  put  in  on  the  uphill 
side  of  intersecting  streets  so  as  to  keep  the  street  crossings  dry. 
The  details  of  the  scupper  and  the  methods  of  draining  are  sel 
forth    in   the    drawings.      Some    difficulty    was   encountered    at    first 


CROSS  SECTION  OF  NEW  TRACK  ON   MAIN  STKl' 


when  ihc  forms  were  removed.  The  space  between  rails  was  then 
filled  with  broken  stone  with  a  top  dressing  of  6  in.  of  cement  con- 
crete. The  sheet  asphalt  wa;  then  laid  over  the  cement  concrete  and 
brought  up  close  to  the  rail  on  JKjth  sides.  It  will  be  evident,  the 
w<joden  tics  fill  no  other  purpose  than  to  hold  the  rails  in  alignment 
imlil  ihc  concrete  iK'ams  have  iK'cn  poured  and  are  thoroughly  set. 

In  order  lo  get  the  highest   degree  of  permanency,   the  question 
of  proper  drainage  was  given  considerable  attention.     In  preparing 


when  allcnipling  to  drill  through  the  groove  of  the  rail  in  making 
ihe  openings  into  these  calch  boxes,  inasmuch  as  the  drill  would 
slew  off  On  tlic  slope  of  the  lip.  This  was  overcome  by  casting  a 
babbitt  mold  which  exactly  fitted  the  groove  of  the  rail.  When 
drilling  tlic  groove,  the  mold  was  fn-st  set  in  the  groove  and  the 
ilrill  started  in  the  babbitt.  I!y  the  lime  Ihe  drill  had  passed  through 
I  he  babbitt  and  reached  the  slope  of  Ihe  lip  there  was  no  longer 
any  tendency  for  the  drill  to  slew  off,  as  the  babbitt  held  it  sulli- 


204 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  4- 


cicnily  firm  to  guide  it  straight  down.   Five  l,'/j-in.  holes  were  drilled 
at  each  scupper  niul  llic  metal  Iwtwcen  holes  ciit  out  with  a  saw. 


l^lmr  and  cartage  on  track  construction 

Rails  


.$i2,.>o8.8j 
.   11,980.37 


SECTION  THROUGH  CATCH  BASIN  AND  SCliPi'ERS. 


In  reference  to  this  new  type  of  track  construction,  Mr.  Frederick 
L.  Ford,  city  engineer  of  Hartford,  nuikes  the  following  statement 
as  regards  the  cost  of  labor  and  material : 


Special  work  and  track  materials  other  than  rails. .  3,786.10 

Concrete  materials  and  sundries ' 13,246.40 

Ijbor  and  cartage  on  concrete 8,824.64 

Asphalt  wearing  surface 18,521.13 

Engineering  and   inspection 587- 50 

Total  cost   .' $69,155-97 

The  cost  of  rails  was  $37.20  per  ton  or  $1.22  per  foot  of  single 
track.  The  cost  of  asphalt  wearing  surface  2'/i  in.  thick  was  $1.79 
per  sq.  yd.  The  average  rate  of  construction  was  as  follows :  Lay- 
ing of  single  track,  180  lineal  feet  per  day;  laying  of  concrete  beams, 
500  lineal  feel  per  day  of  single  track.  Entire  construction  158  lineal 
feet  of  single  track  per  day.  This  work  was  commenced  on  August 
8th,  and  completed  on  November  nth,  1902. 

It  is  interesting  to  note  that  the  cost  of  former  track  construction 
with  the  9-in.  girder  rail  and  sheet  asphalt  wearing  surface,  as  laid 
on  Kannington  .Vvenuc,  was  alxiut  $4.12  per  lineal  foiit  as  compared 
with  $6.95  [M-r  foot  on  Main  Street. 

The  track  is  laid  with  ordinary  fish  plate  joints  and  is  bonded 
with  .American  Steel  &  Wire  Co.'s  "Worcester"  bonds. 

As  before  stated,  the  track  on  Main  St.  is  designed  for  principal 
streets  where  the  traffic  is  heavy.  On  less  important  streets  the 
9-in.  grooved  rail  will  be  laid  on  ties  resting  on  broken  stone  with  a 
6-in.  layer  of  concrete  cement  alxjve  the  ties,  but  no  concrete  beam 
beneath  the  ties.  The  same  careful  provision  for  drainage  will  be 
made  as  in  the  case  of  the  heavier  construction.  A  cross  section  of 
this  standard  lighter  construction  is  shown  herewith. 
*  ■  » 

MASSACHUSETTS  STREET  RAILWAY  ASSO- 
CIATION. 


At  the  April  meeting  of  the  Massachusetts  Street  Railway  Asso- 
ciation in  Boston  41  members  listened  to  a  paper  on  "Transfer  Tick- 
ets, Their  Use  and  Abuse."  by  Mr.  J.  Harry  Stedman,  of  Rochester, 
N.  Y.  'An  animated  discussion  followed.  Mr.  Karl  A.  Andren,  pur- 
chasing agent  for  the  Cape  Breton,  Ponce,  El  Paso  and  Seattle 
Electric  Companies,  also  contributed  to  the  evening's  enjoyment. 


FIFTY  DOLLARS  FOR  AN  IDEA. 


1  lie  total  length  of  double  track  and  pavement  laid  was  4.878  ft. 
and  cost  $69,155.97,  approximately  $13.90  per  lineal  foot  of  double 
or  $6.95  of  single  track.    This  cost  is  divided  as  follows : 


In  order  to  arouse  interest  in  interurban  travel  in  that  section  of 
Michigan  of  which  Detroit  is  the  center,  the  Detroit  United  Railway 
recently  offered  $50  for  an  idea,  either  drawings,  verses  or  sugges- 
tions, which  will  be  displayed  in  the  cars  upon  a  card  11x21  in. 
The  idea  must  be  broad  and  capable  of  elaboration  and  continua- 
tion. All  ideas  must  reach  Mr.  John  H.  Fry,  12  Woodward  Ave., 
Detroit,  by  6  p.  m.  April  30th. 


Apr.  20,  1903] 


STREET  RAILWAY  REVIEW. 


205 


Street  Railway  Park  Development, — V, 


Design  of  Amusement  Park  Theaters—  Methods  of  Advertising  Employed  by  Street   Railway  Park  Managers 

— Descriptions  of  Railway  Parks. 


AMUSEMENT  PARK  THEATERS. 


Seating,  Site  and  Roof. 


BY  W.  E.  PARTRIUCE,  MECHANICAL  AND  SANITARY   ENIUNEEK. 


In  sclecling  a  pl.in  for  an  amusement  park  aiulitorium  llie  seating 
arrangement  very  properly  is  considered  first  because  upon  it  to  a 
great  extent  depends  not  only  the  selection  of  the  site  but  the  roof 
and  the  form  of  the  building  itself.  Existing  theater  plans  can  be 
profitably  studied  in  this  connection.  But  in  looking  them  over  one  is 
at  once  struck  with  the  great  and  radical  difference  between  building 
a  city  theater  and  building  one  in  a  park.  The  manager  of  the  amuse- 
ment park  wishes  for  the  moderate  seating  capacity  of  2,000  but  he 
is  perhaps  surprised  to  learn  that  many  of  the  largest  theaters  of  the 
world  cannot  accommodate  half  that  number  on  the  ground  floor. 
The  writer  knows  of  but  two  theaters  in  Europe  that  seat  3,600;  one 
holds  3.700  and  the  famous  Paris  Opera  House  a  few  less  than 
2,200.  But  in  order  to  secure  these  capacities  there  are  tiers  of 
bo.xcs  and  galleries  one  above  another.  The  auditorium  accommodat- 
ing 2,000  persons  on  a  single  floor  may  be  accounted  a  very  large  one. 
Its  design  is  correspondingly  difficult. 

The  first  point  to  decide  is  whether  the  floor  shall  be  level,  a 
straight  incline  or  rise  with  a  curve.  The  level  floor  requires  an 
excessively  high  stage.  As  it  is  not  pleasant  to  look  upward  for  any 
length  of  time,  this  is  one  undesirable  construction.  In  addition  to 
this  the  stage  has  to  be  inclined  forward  considerably.  These  rea- 
sons ought  to  put  the  level  floor  out  of  consideration. 

For  the  best  hearing  and  seeing,  the  seats  must  be  elevated  as  they 
recede.    There  are  several  ways  of  effecting  this.     They  may  be  ar- 


VUi.  I    INTERFERENCE  OF  I'OMTS. 
All  HcalH  within  the  flhadcd  area  will  have  a  p«Ht  between  tln-ni  ;inil  (lie  sl.'ic*-. 

ranged  in  a  straight  line  rising  toward  the  rear,  or  they  may  follow 
a  cur\ed  line.  In  the  great  casino  at  Mount  Holyoke  (Sec  Street 
Railway  Review,  Feb.  15,  1902,  page  79)  the  floor  is  made  on  a 
Mraight  line,  with  a  rise  (hat  is  shown  in  the  drawing  to  be  I  in  10, 
'ITiis  gives  each  scat  a  rise  of  a  fraction  more  than  y/2  in.  aliove  the 
scat  in  front.  With  a  straight  floor  this  is  aljout  as  much  as  can  Ik- 
given  with  safely.  It  is  not,  however,  nearly  enough  lo  nrakc  good 
"Mghling"  and  hearing. 

'1  he  ideal  auditorium  slioiilil  have  a  stepped  floor  rising  in  con- 
formity to  a  very  peculiar  curve  which  gives  the  litic  of  sight  from 
each  scat  to  the  stage  a  fixed  amriiMit  of  elevation,  namely,  9  in  , 
aljovc  that  of  the  seal  in  front.  This  elevation  is  assumed  to  l)c  suf- 
ficient lo  clear  Ihc  head  of  the  person  silting  in  front.    Contrary  lo 


what  might  be  expected,  this  does  not  result  in  a  straight  line  for 
the  seats.  It  produces  a  peculiar  curve.  This  is  shown  in  Fig.  4, 
which  also  shows  the  method  of  laying  out.  In  this  case  the  eye  is 
supposed  to  be  four  feet  from  the  floor  at  the  lowest  point  and  the 
line  of  sight  carried  to  a  point  oil  the  drop  curtain  15  feet  from  the 
front  seat  and  twelve  feet  above  the  level  of  the  floor.  Seats  are 
spaced  three  feet  from  back  to  back.  In  constructing  the  curve  the 
lowest  line  of  sight  is  drawn.  Through  a  point  9  in.  above  this  the 
line  of  sight  for  the  next  seat  in  the  rear  is  drawn  and  so  on. 

Bv  this  construction  the  rear  seals  have  a  somewhat  better  view 


FIC.  2  -SUMMER  THEATER  IN  CREECE. 

Seatiin.'  capacity,  both  .sides  1.2tX).  aisU-s  24H.  t<ital  144t.>.  {American  sealinir, 
17311.) 

Inclitdin^r  side  aisles  240  seats  will  be  added.  Adding' cvtension  in  rear  44H,  and 
aisles  2M\  total  seatinjr  capacity  1,S««.     (American  seatinj,',  2,250.) 

liy  extetldini;  plan  at  back  y  rows,  or  24  ft.,  440  seats  will  be  added,  i.'iviiiir  a 
total  seatiii^r  capacity  of  l,(i4«.     (American  scatin(f,  1,'»S0.) 

of  the  stage,  which  to  .some  cxleiU  compensates  for  the  greater  dis- 
tance.   It  lends  lo  equalize  the  value  of  the  seats. 

The  stepped  floor  rising  on  a  curve  toward  the  rear  has  llie  advaiv- 
lage  of  conforming  readily  to  the  liowl  or  saucer  shape.  This  is  the 
best  for  seeing  and  hearing.  Holh  (irccks  and  Romans  adopted  this 
form  for  their  iheaters  which  were  in  the  open  air.  They  always  chose 
a  hillside  when  practicable,  excavating  to  secure  the  oval  basin  shape, 
or  the  semi-circular  form.  We  can  well  lake  a  lesson  from  them  and 
choose  a  hillside  for  our  park  theater.  A  small  amount  of  excava- 
tion will  usually  give  ihe  desired  form  even  when  the  hill  is  convex. 

For  spectacular  performances  the  amphilhcatcr  may  be  of  al- 
tnost  any  desired  dimensions.  It  may  be  a  half,  two-thirds  or  even  a 
whole  circle  or  ellipse.  The  size  of  an  amphitheater  can  be  very 
large.  Those  of  the  Greeks  and  Romans  sometimes  exceeded  500 
feet  in  diameter  with  a  central  stage  or  arena  of  150  or  200  ft.  A 
sealing  capacity  of  70,000  or  80,000  was  not  unusual.  In  our  own 
day,  by  using  the  amphilheater  form,  seats  have  been  provided  for 
25.000  persons. 

l'"or  theatrical  performances  of  the  niodirn  character,  as  well  as 
for  Ihe  opera,  the  atidiloriiim  can  not  be  spread  around  even  half  of  a 
circle.  The  seals  as  ihey  spread  from  Ihe  stage  should  nol  iiccti|iy 
an  angular  space  much  exceeding  ijo  ilegrecs.  Seals  oulside  this 
angle  are  li;iclly  silti.ilcil  for  hearing  and  give  a  very  limited  view  ol 
llie  stage. 

Wc  may  astime  Ihal  llie  form  of  the  audiloritim  will  be  lliat  of 
ihe   ainphilhealer,   the  outside   scats    from   the    froiil    nearly   lo   ihc 


206 


STREET  KAII.WAV   RKX'IKW, 


[Vol.  XIII,  No.  4- 


riiir  iiiakciiK  :iii  iiiikIc  i>f  aUnil  <;«  (KKri'c>  frniii  a  iHiini  in  tin-  cciiUr 
of  till-  .slatfc  ami  well  Uick  of  the  ilmp  ciirlain  line.  Tlic  m-xt 
(|llc^tioll  is  that  of  >izc.  'I'lic  followiiig  taljlc  will  throw  light  ii|)on 
that  [loiiit : 

From  Curtain  to 
Karlhcst  Seal. 

Name  of  'ITieater.  I"t. 

Moiile   Carlo    78.75 

Dpera    Coini<|iie.    Paris    7375 

Her  Majesty's  Theater.  London. 79 

Lyric   'ITieater.   London 75 

National  Opera  House,  Paris.  .101.75 

I--ssen   76.7s 

Shakespeare's    Stratford    47 

Smnmcr   Theater,   Piraeus 80 

This  gives  the  dimensions  of  the  audience  rooms  of  some  of  the 
largest  and  Iwsl-knowii  theaters  in  the  world.     It  should  he  rcmeni- 


Stage 

Opening 

at  Curtain  Line 

Width. 

Width 

Height 

Kt. 

|-|. 

Ft. 

101 

3775 

3775 

30 

28 

'73    . 

5-2 

45 

55-75 

245 

23 

5275 

27 

28 

88 

21.5 

1 

I 


r 


I 
i 


*i— 3^'— I 


MODIFIED  PL.\N  OI'  AISLES  FOR  FIG.  2. 
Dotled  liitcH  inilicatc  rtxtf  Irussrs. 

iK-red  that  for  regular  theatres  the  stage  is  by  far  llie  largest  pari 
of  the  house.  'Hie  theatres  selected  are  remarkable  for  their  size 
or  for  good  hearing  qualities. 

The  measurements  show  the  distance  from  the  drop  curtain  to 
the  farthest  seat.  The  width  on  the  ground  floor  and  the  width 
and  height  of  the  stage  opening  at  the  curtain  line.  If  we  except 
the  National  Opera  House  in  Paris  the  average  distance  from  cur- 


lliau  1.000  persons  on  the  lower  lloor.  The  park  theater  designer,  on 
the  other  Imnil.  would  wish  for  J.ooo  reals  at  least  on  the  ground 
floor. 

Following  the  idea  that  all  seals  shoidd  l>e  as  nearly  as  possible 
of  e<|ual  value,  differing  in  "sighting"  and  hearing  only  by  the  dis- 
tance of  their  different  ranks— having  all  seats  of  the  same  rank 
ei|ual-»-we  have  selected  two  seal  plans  10  illustrate  these  points.* 

Fig.    i   shows   the   siating   plan   of   a    summer  theater    in   (irccce. 


/yj'-a 


sz-a- 

FIG.  3    FLOOR  PLAN,  NATIONAL  OI'ERA   HOl'SK.  I'AKIS. 
Scaling  capacity,  2,000.     [Amf-rican  Beating,  not  including'  aif^trs.  2,400;  with 
seven  rows  added  in  rear,  S,*^.) 

The  slage  is  .small,  having  an  opening  of  but  21  ft.  'llie  seats  all 
face  a  point  in  the  center  of  the  stage  12  ft.  inside  the  curtain  line. 
.\  novel  but  correct  feature  is  the  widening  of  the  aisles  from  the 
front  outward.  The  center  aisle  only  comes  a  little  more  thaii  half 
way  to  the  front,  saving  more  than  30  valuable  .seats.  ITie  side 
aisles  or  platforms  widen  from  8  ft.  at  the  front  to  more  than  i.?  ft. 
ill  the  rear.  The  block  occupied  by  the  seats  is  80  ft.  front  front 
to  rear  and  88  ft.  wide.  This  gives  a  seating  capacity  of  1.200  (1.45° 
.Vnierican  seating).  By  extending  the  seats  into  the  side  aisles  240 
additional  seats  could  be  gained,  and  by  carrying  the  seats  back  24 
ft.  there  would  be  an  addition  of  450 — a  total  of  about  1.950  as  seated 
in  this  country.  The  design  is  compact  and  economical.  As  a  seat- 
ing proposition  it  is  not  easily  inipr-:>ved  upon. 

.Mthough  this  theater  has  but   a   single  aisle,  the  blocks  of  seats 


'^^/srof^i.  oo/^  esews  Ms/ff 


Fit,.  4-ARRA.\GE.MENT  OF  SEATS  ON  .\  STEPPED  CURVE. 
Lajit  seat  111  ft.  fr»»ni  the  curtaiti  line.     Floor  at  this  point  27  ft.  alMive  the  lowest  point.     If  the  curve  is  followed  close  to  the  sta^e  it  will  l>e  seen  that  some  of  the 
nearer  scats  may  be  hifcher  than  those  just  in  their  rear.    The  carve  as  drawn  is  4  ft.  alwve  the  floor,  the  lines  of  vision  being  draw-n  from  the  averapc  height  of  the  eye 
when  persons  are  seated.    All  scats  arc  supposed  to  be  of  same  size,  spaced  3  ft.  from  l>ack  to  back. 


tain  to  farthest  seat  is  but  72  ft.  The  greatest  distance  is  less  than 
102  ft.,  which  seems  to  be  the  greatest  practicable  for  fair  hearing. 
Ill  withhs  there  is  a  great  variation.  Some  architects  prefer  getting 
the  audience  in  front  of  the  stage  at  the  expense  of  a  greater  dis- 
tance for  the  rear  seats.  The  larger  theaters  have  the  fan  shape. 
To  these  we  must  look  for  examples  of  seating  arrangetnenls  because 
it  is  only  the  largest  theaters  where  the  lower  floors  have  any 
approach  to  the  capacity  of  an  ordinary  park  casino.  One  of  the 
largest  European  houses  seats  iKarly  3,000,  but  has  space  for  less 


are  so  proixjrtioned  that  they  arc  (juite  as  well  served  as  though 
more  aisles  had  been  introduced.  No  seat  in  the  whole  house  is 
more  than  20  ft.  or  13  seats  from  an  aisle.  This  is  somewhat  more 
than  the  usual  rule,  but  it  may  perhaps  be  tolerated  in  view  of  the 
great    additional    number    of    valuable    seats    which    it    gives.      The 


*lt  mav  be  noted  that  the  seating  tfiven  in  these  plans  assumes  4ii  sq.  ft.  of 
floor  space  (3  x  \\i  ft.;  for  each  individual.  This  seems  to  be  much  larger  than 
the  space  allowed  by  American  architects.  In  each  case  we  have  (riven  the  num- 
ber which  would  be  seated  by  the  American  plan  in  addition  to  the  European. 


Apr.  20,  1903] 


STREET  RA1I.\\'AY  REVIEW 


207 


small    diagram    shows    how    aisles   may    be    introduced    giving    the 
usual  distances.     In  any  event  do  not  put  in  a  center  aisle,  as  this 
aisle  will  occupy  the  most  desirable  tkxir  space  in  the  room  to  the 
exclusion  of  valuable  seatings. 
The  seat  plan  shown  in  Fig.  3   is  that  of  the   National   Opera 


FIG.  S-THE.\TER  OF  SYR.\Cl'SF.  RAPID  TRANSIT  CO. 

House  in  Paris.  Its  features  are  peculiar  and  well  worth  study. 
It  is  about  as  large  a  space  as  is  practical  for  speaking  parts.  The 
bounding  lines  of  the  seats  form  an  angle  of  little  more  than  90 
degrees.    The  block  plan  has  space  for  2,000  seats  even  when  space 


of  the  stage  within  the  dotted  triangle,  the  point  of  which  is  27  ft. 
behind  the  footlights.  Within  this  space  practically  all  the  action 
of  a  drama  or  ballet  takes  place. 

The  seating  space  is  bounded  on  all  sides  by  broad  aisles.  In 
adopting  this  plan  for  a  ca.sino  these  aisles  would  be  made  wide 
enough  to  accommodate  tables.  There  would  be,  according  to  the 
usual  American  practice,  six  aisles  starting  from  the  rear,  but  only 
two  of  these  should  reach  the  front.  So  many  aisles,  however, 
sacrifice  an  unnecessary  ainount  of  seating  room. 

The  position  of  the  side  aisles  prevents  those  staraling  from 
crowding  too  far  forward.    The  view  is  cut  off  by  the  wings. 

The  seating  plans  of  Figs.  2  and  3  for  open-air  theaters,  if  car- 
ried out  with  a  curved  floor  line  rising  to  the  rear,  can  hardly  be 
surpassed.  They  are  easily  fitted  to  natural  or  artificial  hollows  in 
a  hillside.  In  Fig.  3  every  foot  of  space  where  good  hearing  is 
possible  is  utilized.  Every  seat  commands  a  complete  view  of  the 
stage.  By  adding  7  rows  at  the  rear,  making  the  depth  123  ft.,  the 
seating  capacity  would  be  2,800  (3,400  on  the  American  seating 
plans). 

Several  of  our  American  casinos  have  a  larger  number  of 
seats.  But  the  result  is  not  obtained  in  a  very  satisfactory  way. 
.\t  Syracuse  (see  Fig.  5)  the  seats  extend  for  165  ft.  from  the 
curtain,  the  floor  is  level  and  the  seat  lines  are  .straight.  The  width 
is  120  ft.  The  stage  has  a  52-ft.  opening,  but  is  only  19  ft.  deep. 
.\t  Holyoke,  Fig.  6,  the  disposition  of  the  seats  is  better;  the  rows 
are  curved,  but  the  great  width  at  the  front,  about  100  ft.,  is  bad, 
the  side  seats  having  a  scanty  view  of  the  stage  and  too  great  a 
view  into  the  wings.  The  distance  to  the  farthest  seat  is  about  no 
ft.  This  auditorium  would  accommodate  more  people  with  the  same 
seating  plan  as  that  used  for  Figs.  2  and  3. 


.^   .^.-^r^y-;,^.^ 


••I,f>OK   1>I,AN  OF  MT.  IIOI,V0KF  CASINO,  IIOLVOKK,  MASS. 


i»  rcstrved  for  the  aisles.  Yet  in  spite  of  this  large  capacity  the 
most  distant  seat  is  but  102  feet  frf)in  the  curtain  line.  'Hie  width 
i»  no  less  than  173  ft.  With  a  stage  opening  52  ft.  wide  every  seat 
in  Jh;  whole  auditorium  commands  a  full  view  of  all  that  portion 


American  managers  by  jiidicinus  s(|nee/ing  .iiUI  20  prr  cciit  to  llie 
figures  we  have  given  for  seating  capacily  willimil  didiuling  any 
space  for  aisles, 

The  real  difficnhirs  begin  when   we  Mpprn.uli  the  l.isk   nf  prulect- 


208 


STREET  RAILWAY  REVIEW. 


[Vol..  XIII.  No,  4- 


iiiK  tlic  amlimcc  from  tlic  wcallicr,  wlicn  wc  liavc  to  inclose  oiir 
niiditoriutn.  In  st'lctting  a  site  (or  an  i>|h-ii  air  tlicaler  the  slope, 
of  course,  slioiiM  \k  Io  the  eastward  away  from  the  afterncwn  sun. 

In  using  an  awning  or  lent  there  are  many  advantages.  The  seal.s 
of  l-'ig.  J  can  Ik-  protected  hy  a  tent  which  has  one  stoul  pole  only, 
pl.iced  at  .\  in  the  aisle.  The  renciining  (Mirtions  of  the  canvas  can 
he  carried  \ty  wire  ropes  from  |K>les  at  the  sides  of  the  scat  s|)ace. 
This  one  pole  cuts  off  nothing  of  the  stage  from  the  scats.  The  wire 
cables  may  be  arranged  so  that  it  is  not  necessary  to  place  other  poles 
among  the  seats.  One  point  needs  attention.  Have  poles  and  cables 
^o  high  that  there  arc  no  bags  in  the  canvas,  otherwise  there  will 
lie  trouble  when  a  shower  comes  up  during  a  performance. 

.\  permanent  roof  for  a  casino  is  a  simple  matter.  Any  builder 
will  design  one.  It  will  he  cheap  ajid  strong  and  tight.  He  will 
give  a  6o-ft.  span,  put  lines  of  posts  through  the  auditorium  spaced 
jj  ft.  on  centers  regardless  of  the  seats  and  the  audience  which  is 
to  occupy  them.  lie  looks  at  the  proposition  as  he  would  at  rooting 
a  foundry. 

Ill  some  of  our  large  casinos  nearly  half  of  the  seals  arc  undesir- 
.ible  on  account  of  the  bad  management  of  posts.  By  reason  of  the 
level  Hoor  those  at  the  rear  in  the  center  bay  are  of  small  value. 

It  is  an  aNiom  that  for  the  greatest  profit  one  scat  should  be  just 
as  good  as  another.  Then  as  long  as  there  are  seals  to  be  had  the 
public    will    come. 

.^  glance  at  Fig.  i  shows  what  an  annoyance  posts  may  become. 
It  is  a  kite-shaped  Iheater.  The  central  bay  is  60  ft.  wide  and  there 
are  three  posts  on  a  side.  That  at  Syracuse  has  five  and  is  165  fl. 
deep  instead  of  125. 

While  a  post  does  not  seem  to  occupy  a  large  area  yet  it  does 
cut  off  a  large  portion  of  the  stage  from  many  seats.  The  nearer 
it  is  to  the  front  the  greater  obstruction  it  Incomes.  It  is  also  a 
great  impediment  to  hearing.  Fig.  i  shows  how  large  a  portion  of 
an  audience  room  may  l>c  injured  by  so  few  as  six  posts.  Here  the 
roof  trusses  and  posts  arc  spaced  30  ft.  The  shaded  portions  show 
the  area  in  which  the  whole  stage  cannot  be  seen.  Or  more  accu- 
rately, it  is  the  space  where  the  whole  of  a  12  ft.  circle  in  the  center 
of  the  stage  cannot  Ixr  .sem  on  account  of  the  jiosls.  Only  a  few  of 
the  seats  in  the  side  bays  arc  able  to  see  the  whole  of  the  stage. 

This  arrangement  is  rather  belter  than  the  average.  Yet  it  is  a 
question  whether  the  spaces  outside  the  posts  are  worth  the  cost 
of  enclosing.  As  the  posts  are  set  closer  or  nearer  the  front  the 
case  becomes  worse.  A  smaller  auditorium  with  all  the  seats  good; 
i.  e.,  without  obstructions,  is  probably  a  Iwlter  business  scheme. 

Fortunately  roofs  can  be  supported  without  placing  posts  in  the 
seating  spaces.  This  can  be  done  without  using  unusual  spans.  But 
the  roofs  will  be  somewhat  irregular  and  will  require  more  plan- 
ning on  the  part  of  the  builder. 

In  Fig.  2  by  connecting  A  and  1!  by  a  6o-ft.  girder  the  whole  of 
the  remaining  space  may  be  covered  by  48-ft.  girders.  This  leaves 
the  whole  sealing  space  without  a  post  or  other  obstruction  in  the 
way  of  a  clear  view  of  the  stage. 

The  60-ft.  girder  will  have  to  Ik  of  ample,  but  not  excessive 
strength.  Its  load  will  Ix  a  little  more  than  half  the  weight  of  a 
roof  section  60  by  48  feet.  As  the  height  of  the  truss  or  girder  is 
not  limited  it  may  have  great  strength  for  its  weight. 

In  the  case  of  the  casino  seating  in  Fig.  3  the  girders  or  roof 
trusses  must  have  a  longer  span  and  must  be  proportionately 
stronger.  By  placing  pins  or  posts  just  outside  the  seat  lines  the 
whole  space  may  be  covered  with  86-ft.  girders.  Only  one  of 
these — that  in  front — need  \k  of  umisnal  weight,  strength  or  depth. 
They  would  be  distributed  as  in  Fig.  2. 

The  advantage  of  being  able  to  advertise  that  every  seat  in  the 
house  has  a  clear  view  of  the  stage  and  of  the  whole  house  as  well 
will  go  a  long  way  toward  making  up  for  the  iriMiMe  and  cost  of 
producing  an  unincumbered  auditorium. 


HOW   TO  ADVERTISE  STREET   RAILWAY 
PARKS. 


The  methods  used  in  advertising  street  railway  parks  are  of  the 
greatest  importance  to  the  management  of  the  roads  as  well  as  the 
success  of  the  undertakings.  The  greater  the  number  of  attrac- 
tions offered  by  street  railway  parks  the  greater  is  the  necessity  for 
keeping  the  public  informed  as  to  what  is  offered.  There  are  in- 
numerable  ways   of  presenting  this   information   to   the  public  and 


we  mention  here  a  num)>cr  of  successful  plans  for  advertis- 
ing that  have  been  adopted  by  various  street  railway  park  man- 
agers throughout  the  country.  One  of  the  most  generally  adopted 
plans  is  the  distribution  of  pamphlets  or  folders  describing  ihe  park 
and  its  attractions,  giving  rates  of  fare,  directions  for  reaching  the 
park,  etc. 

The  Dartmouth  and  Wcstport  Street  Railway  Co.,  of  New  Bedford, 
Mass.,  which  operates  Lincoln  Park,  published  a  folder  S'/j  x  ii  in. 
in  size  containing  an  engraving  of  the  pine  wiwds  at  Lincoln  Park 
and  a  brief  statement  in  regard  to  the  opening  of  the  park  season, 
ihe  special  holiday  atlraclions,  the  rate  of  fare,  a  statement  of  dif- 
ferent attractions,  including  dancing  in  '.he  Casino  and  clam  lakes 
at  the  rustic  cottage,  descriptions  of  the  different  park  buildings  and 
the  special  service  offered  to  clubs,  lodges  and  private  parties. 

The  Delaware  &  Magnetic  Springs  Railway  Co.,  of  Magnetic 
Springs,  O.,  has  recently  purchased  and  will  operate  a  health  and 
pleasure  resort  called  "Magnetic  Springs  and  Park,"  and  will  build 
a  handsome  new  400-room  hotel  to  be  used  as  a  health  resort.  The 
company  which  has  heretofore  operated  ihis  resort  has  published  a 
pamphlet  3^^x6  in.  in  size,  showing  illustrations  of  the  park  and 
containing  condensed  information  in  regard  to  it.  The  park  con- 
tains the  Ohio  Magnetic  Springs,  a  hotel  and  sanitarium,  a  number 
of  cottages,  and  comprises  about  11  acres  of  ground.  All  of  these 
features  are  briefly  descril>ed  in  the  pamphlet  as  well  as  the  out- 
door amusements,  the  rates  of  board  and  the  connecting  railroads. 

The  Waupaca  Electric  Light  &  Railway  Co.,  of  Waupaca,  Wis., 
owns  Grand  View  Hotel  and  cottages  on  Chain  o'  Lakes,  4'/^  miles 
from  Waupaca.  This  resort  is  leased  to  the  Grand  View  Hotel  Co. 
and  is  under  the  management  of  Mr.  John  B.  Caughill.  It  con- 
tains a  theater  with  a  seating  capacity  for  500  people.  The  resort 
is  advertised  by  means  of  an  eight-page  folder  3'/2x6  in.  in  size, 
which  illustrates  a  numl>er  of  the  buildings  and  cottages,  giving  a 
brief  description  of  the  resort,  hotel  accommodations,  rates,  and 
other  information. 

Kingston  Consolidated  Railroad  Co.,  Kingston,  N.  Y.,  owns  and 
operates  Kingston  Point  Park,  2  miles  from  the  center  of  Kingston, 
projecting  into  the  Hudson  River.  The  park  is  managed  by  Mr. 
C.  Gordan  Reel,  manager  of  the  company,  and  contains  a  conven- 
tion hall  seating  500  people,  boats  and  merry-go-round,  refreshment 
pavilion,  summer  houses  and  picnic  grounds.  The  company  adver- 
tises this  park  by  means  of  a  most  attractive  pamphlet  SVSxS  in. 
in  size,  which  is  replete  with  artistic  illustrations.  The  booklet 
states  that  the  resort  is  88  miles  from  New  York  and  54  miles  tie- 
low  Albany,  and  is  located  on  a  point  of  land  jutting  out  from  the 
west  bank  into  the  Hudson  River.  It  is  essentially  a  resort  for 
Sunday  schools,  church  associations,  social  societies  and  organiza- 
tions, and  with  this  end  in  view  no  liquors  are  allowed  within  the 
park  and  no  boat  on  which  liquors  are  sold  is  allowed  to  land  excur- 
sionists at  the  park.  The  park  is  advertised  as  an  ideal  place  for 
holding  conventions  of  a  literary  and  religious  nature  and  is  largely 
used  by  such  associations. 

The  International  Railway  Co.,  of  Buffalo,  N.  Y.,  which  operates 
Olcott  Beach  Park,  advertises  this  resort  in  a  number  of  ways 
The  park  is  situated  ,38  miles  from  Buffalo  and  13  miles  from  Lock- 
port,  and  contains  an  open  air  rustic  theater,  seating  1,500  people. 
I'  also  contains  a  hotel  known  as  Olcott  Beach  Hotel  and  various 
other  amusement  features  for  the  entertainment  of  children,  etc.. 
usually  found  at  street  railway  parks.  Vaudeville  and  band  con- 
certs have  been  given  at  the  theater,  the  former  being  apparently 
more  popular.  No  fee  is  charged  to  the  entertainment.  The  com- 
pany advertises  in  the  local  papers  the  different  attractions  and 
theatrical  entertainments  for  each  week,  including  bands  or  other 
features.  It  also  advertises  through  the  medium  of  half-sheet 
posters  in  car  windows  and  has  found  this  method  very  effective. 
Its  other  advertising  is  done  by  illustrated  folders  and  leaflets.  One 
of  the  folders  used  contains  a  complete  panoramic  view  in  colors  of 
the  territory  served  by  the  different  lines  of  the  International  Rail- 
way Co.,  the  illustration  being  30  in.  long  by  8  in.  wide.  The  re- 
verse of  this  folder  contains  a  general  description  of  the  various 
points  reached  by  the  company's  lines,  including  considerable  his- 
torical data,  as  well  as  the  rates  of  fare  Ijetween  the  different  points. 
The  company  also  publishes  an  illustrated  folder  descriptive  of 
Olcott  Beach  Hotel  and  Park. 

The  Milford  &  Uxbridge  Street  Railway  Co..  of  Milford,  Mass., 
operates  Lake  Nipmuc  Park,  situated  in  Mendon,  about  -  miles  from 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


209 


Milford.  It  contains  a  theater  scatiTig  i.ooo  people,  in  which  vaudg- 
villc  and  Mght  opera  have  proved  the  most  remunerative  per- 
formances. The  park  also  affords  facilities  for  boating  and  con- 
tains a  dancing  pavilion.  The  company  advertises  its  parks  largely 
hy  means  of  time  tables,  which  contain  some  illustrations  and  de- 
scriptions of  the  park. 

The  Omaha  &  Council  Bluffs  Street  Railway  Co.,  which  operates 
Lake  Manawa  Park,  advertises  this  resort  by  means  of  a  descrip- 
tive booklet  and  a  half-sheet  poster  giving  a  view  of  the  Kursaal 
and  the  bathing  beach  and  boating.  These  cards  are  11x14  •"■ 
in  size  convenient  to  be  hung  in  car,  store  or  hotel  windows.  The 
company  also  uses  an  eight-sheet  poster,  which  is  a  facsimile  of  the 
card  just  mentioned,  to  advertise  on  the  billboards  in  the  cities  of 
Omaha,  South  Omaha  and  Council  Bluffs  and  in  the  surrounding 
country.  The  booklet  is  distributed  within  the  radius  of  100  to  150 
miles  of  Council  Bluffs.  This  is  a  highly  artistic  publication  de- 
voted almost  exclusively  to  handsome  half-tone  illustrations,  with 
but  a  small  amount  of  explanatory  reading  matter.  It  is  11x7  in. 
in  size  and  contains  24  pages.  'Hve  company  also  runs  a  large  ad- 
vertisement in  the  Sunday  papers,  giving  the  Sunday  program  and 
list  of  attractions  for  that  day. 

The  -Atlantic  Coast  Electric  Railway  Co.,  of  .\sbury  Park,  N.  J., 
owns  Pleasure  Bay  Park,  located  ijj  miles  north  of  Long  Branch. 
The  park  is  leased  to  Capt.  .\.  B.  Stoney,  and  is  managed  by  Mr. 
George  S.  Starling.  It  contains  a  theater  with  a  seating  capacity  of 
3,500.  Opera  and  vaudeville  have  been  the  most  remunerative  en- 
tertainments, in  addition  to  which  the  park  has  a  large  hotel,  elec- 
tric launches,  merry-go-rounds  and  all  of  the  usual  attractions 
obtainable.  The  company  makes  use  of  all  kinds  of  advertising, 
using  pamphlets,  folders,  three-sheet  billboards,  in  the  surrounding 
(owns,  newspaper  notices  and  banners  attached  to  the  sides  of  the 
cars,  and  in  fact,  every  means  of  getting  the  resort  before  the  public. 
One  of  the  banners  used  along  the  sides  of  the  cars  bears  the  in- 
scription in  large  letters,  "Let's  go  to  Pleasure  Bay."  The  booklet 
is  entitled  "Pleasure  Bay  Views"  and  is  devoted  entirely  to  illus- 
trations of  the  park  and  its  buildings.  One  of  the  novelties  of  the 
stage  at  the  Park  theater  is  that  it  is  built  out  in  the  water  and  is 
entirely  separate  from  the  grand  .stand  proper. 

Olentangy  &  Minerva  Parks,  on  the  lines  of  the  Columbus  Rail- 
way Co.,  were  well  advertised  in  former  seasons  in  a  souvenir 
pamphlet  describing  "Ohio's  Greatest  Summer  Resorts."  The  sou- 
venir, which  is  a  large  pamphlet  10^-2  x  8  in.  in  size,  contains  over 
40  pages,  a  large  numtwr  of  which  are  devoted  to  illustrations  and 
views  of  these  two  parks.  The  souvenir  comprises  an  artistic  ad- 
vertisement and  one  that  would  attract  general  atlcution  and  would 
not  be  apt  to  be  destroyed. 


DESCRIPTIONS  OF  PARKS. 


YORK,  PA. 

Highland  Park  is  operated  by  the  York  Street  Railway  Co.  of 
York,  Pa.,  and  is  located  on  Codorus  Creek,  two  miles  from  the  cen- 
ter of  the  city.  The  park  is  operated  hy  the  company  and  is  under 
the  management  of  Mr.  W.  H.  Lanius,  president  of  the  company. 
I^  is  provided  with  a  theater  which  seats  1,000  persons  and  the  com- 
pany has  found  comic  opera  and  vaudeville  performances  to  be  the 
most  remunerative  class  of  attractions  offered.  Band  concerts  arc 
also  given  in  the  park  and  it  contains  a  small  zoo  in  which  there  are 
squirrels,  monkeys,  deer  and  prairie  dogs. 


TOLA,   KAN. 

The  Tola  Electric  Railway  Co.  has  a  park  known  as  Crouch's 
Electric  Park  located  a  mile  and  a  half  west  of  the  city.  The  com- 
pany operates  the  park  itself  under  the  management  of  Mr.  Charles 
M.  Crouch,  president  and  general  manager  of  the  company.  The 
company  intends  to  build  a  theater  and  to  make  other  improvements 
as  soon  as  possible  the  present  l)cing  its  first  season  of  operation. 
The  park  is  located  on  a  river  which  provides  good  boating  facili- 
ties, it  also  contains  a  base  trail  field  and  alxiunds  in  fine  forest 
trees. 


contains  a  theater  of  1200  seating  capacity  in  addition  to  a  bowling 
alley,  shooting  galleries  and  other  attractions.  The  casino  is  leased 
to  Mr.  J.  Wells,  of  Richmond,  Va.,  and  all  of  the  other  attractions 
are  operated  by  the  company.  The  most  remunerative  class  of  en- 
tertainment lias  been  comic  opera,  and  dancing  has  also  formed  a 
popular  entertainment  every  afternoon  and  evening  during  the  sea- 
son. A  concert  is  given  by  a  fine  orchestra  from  3  -.30  to  11:00  p. 
m.  to  which  no  admission  is  charged. 


LANCASTER,  PA. 

The  Conestoga  Traction  Co.  has  three  pleasure  resorts  upon  its 
lines  called  Rocky  Springs,  Chickies  Park  and  Lititz  Springs. 
These  resorts  are  respectively  3  miles,  14  miles  and  8  miles  from  the 
city  of  Lancaster,  and  Rocky  Springs  and  Chickies  Parks  are  opera- 
ted by  the  company  while  Lititz  Springs  is  managed  by  a  church. 
The  two  parks  operated  by  the  company  are  under  the  manage- 
ment of  Mr.  Frank  S.  Given,  general  manager  of  the  company.  The 
company  has  not  yet  completed  its  arrangements  for  1903  but  has 
arranged  to  build  a  theater  at  Rocky  Springs  with  a  seating  capacity 
for  2,000  in  which  light  opera  will  be  given.  The  other  attractions 
offered  are  dancing,  merry-go-rounds,  animal  shows,  base  ball, 
tennis,  etc  The  company's  pavilion  and  other  buildings  were  burnt 
down  last  July  but  extensive  improvements  will  be  made  during  the 
coming  season.  The  company  is  also  preparing  to  build  a  new  double 
track  road  into  the  park  instead  of  making  the  trip  to  the  park  partly 
hy  rail  and  partly  by  boat  as  at  present. 


EUREKA  SPRINGS,  ARK. 

The  Citizens  Electric  Railway  Co.  has  established  an  all-the-year 
resort  called  Auditorium  Park  which  was  opened  for  the  first  time 
late  in  the  season  last  year  when  the  company  purchased  a  large 
auditorium  surrounded  by  several  acres  of  land  to  which  it  expects 
to  add  a  number  of  park  attractions.  The  resort  is  situated  one 
mile  from  the  city  and  is  under  the  management  of  Mr.  M.  D.  Jor- 
dan. The  pavilion  has  a  seating  capacity  of  3,500  people  and  has 
been   used   for  vaudeville   and   musical   entertainments. 


ATCHISON,  KAS. 

Forest  Park  is  a  resort  owned  and  operated  by  the  Atchison 
Railway,  Light  &  Power  Co.  and  is  under  the  manageuicut  of  Mr. 
C.  M.  Marshall,  superintendent  of  the  company.  The  park  contains 
a  pavilion  scaling  alx>ut  1,000  persons  in  which  light  vaudeville 
and  moving  pictures  have  proved  the  most  remunerative  entertain- 
ments.   Otiier  attractions  offered  are  band  concerts  and  base  ball. 


ISPHEMING,  MICH. 

The  Negaunee  &  Ispheming  Street  Railway  &  Electric  Co.  owns 
and  operates  two  pleasure  resorts,  one  of  which  is  called  Union 
Park,  situated  one  mile  from  Ispheming  and  ilA  miles  from  Negau- 
nee, and  the  other,  Cleveland  Grove,  situated  I'A  miles  from  Isphe- 
ming and  I  mile  from  Negaunee.  These  parks  are  managed  by 
Mr.  H.  F.  Pearce,  superintendent  of  the  company.  The  entertain- 
ments offered  arc  band  concerts,  base  ball,  foot  ball  and  racing. 
The  company  states  that  dances  and  large  picnics  have  proved  the 
most  remunerative  attraction.  It  rents  cither  the  park  or  the  grove 
tor  any  special  entertainment  such  as  circuses,  etc.  We  are  informed 
hy  Mr.  Pearce  that  special  attractions  have  been  offered  at  both  the 
park  and  the  grove  but  these  did  not  prove  successful.  The  company 
has  found  that  large  Sunday  picnics  in  connection  with  a  beer  garden 
at  the  park  has  proved  most  renunierative.  The  resort  is  divided 
into  two  parts,  one  containing  a  club  house  and  the  other  a  pavilion. 
Each  of  these  places  attracts  its  own  class  of  patronage  neither  of 
which  interferes  with  the  other  and  the  company  has  never  had 
jny  trouble  on  this  account. 


LYNCHBURG,  VA. 

The  Lynchburg  Traction  &  Light   Co.  owns  and  operates  River- 
mont  Park,  situated  2!/2  miles  northwest  of  Lynchburg.     The  park 


GREENFIELD,   IND. 

.Spring  Lake  Park,  situated  S  miles  west  of  Greenfield  is  owned 
and  operated  by  the  Indianapolis  &  ICastern  I^ilway  Co.  The  park 
contains  a  small  theater  with  a  seating  capacity  of  2rto  in  which 
vaudeville  has  proved  the  most  reiinnier.Uive  cuterlaiinneul.  Tin- 
ofluT    attractions    at    the    park    are    base    b;ili,    liigli    diving,    lrai)eze, 


210 


STRF.KT  RAILWAY  RFVIF.W. 


(V..I    XIII.  No.  4. 


tumblers,  trick  bicyclr  riding,  etc.  The  roinp.iiiy  lias  ,1  Inll  park  and 
aniphithcaler  from  ttliicli  it  has  secured  the  most  salisfactt>ry  re- 
ceipts. The  company  runs  extra  cars  fri'ni  its  main  line  to  the  park 
when  necessary  and  extra  cars  on  the  main  line  on  Sundays  and 
Holidays. 


OSMKOSll,   WIS. 

The  Winncbiigo  Traction  Co.  o|)erates  a  resort  known  as  Electric 
Park,   situated  al)ont    four  miles   from   the  city  of  O.shkosh  on  the 


CHUTES  AT  ELECTRIC  I'AKK    osllKii.sH. 

west  shore  of  Lake  Winiulmgo,  which  is  one  of  ilic  most  beautiful 
and  the  largest  inland  lake  lying  within  any  one  slate  of  the  United 
Slates.  The  park  is  owned  and  operated  liy  the  \\'innel«go  Trac- 
tion Co.  and  contains  a  theater  having  a  seating  capacity  for  1,000 
persons.  The  tract  consists  of  18  acres  of  wooded  land  comprising 
many  pretty  groves  and  contains  several  streams  of  pure  water 
winding  in  and  out  among  the  woods.  It  is  one  of  the  coolest  and 
most  attractive  places  on  the  lake  and  is  visited  by  thousands  of 
people  during  the  summer  season,  although-  uncomfortably  hot 
weather   is   something   unknown    in    OshkosK. 

Aside  from  the  natural  attractions  offered  by  the  lake  and  llic 
park  the  company  has  provided  a  water  tolxiggan  slide  or  chute  the 
chutes,  bath  houses,  and  attractive  Irathing  suits,  steel  clinker-built 
row  boats,  ice  cream  booths  and  a  large  refreshment  pavilion  where 
all  kinds  of  refreshments  arc  served.  The  pavilion  is  shown  in 
one  of  the  accompanying  illustrations,  also  views  of  the  bathing 
beach  and  the  band  stand.  There  are  also  numerous  other  forms  of 
entertainment  such  as  the  theater,  electric  carousal,  electric  fountain 
and  shooting  galleries.  The  electric  fountain  was  made  in  the  shops 
of  the  Winnebago  Traction  Co.  The  main  feature  of  the  enter- 
tainmeuls  however  has  licen  band  concerts  which  the  company  finds 
to  be  the  most  protilable  and  best-appreciated  attractions  which  can 
l)e  introduced,  and  which  never  fail  to  draw  large  crowds  when 
the  weather  is  pleasant.  Mr.  E.  E.  Downs,  vice-president  and  gen- 
eral manager  of  the  company  states  that  he  considers  this  kind  of 
entertainment  the  most  satisfactory  of  anything  that  can  be  secured, 
especially  so  when  it  is  possible  to  obtain  good  music.  The  company 
i;  exceptionally  fortunale  in  this  respect  having  in  Oshkosh  the 
"Famous  Arions"  which  is  considered  the  finest  band  in  the  state 
of  Wisconsin  and  which  has  a  national  reputation. 

The  city  of  Oshkosh  is  a  very  attractive  summer  resort  and  an- 
nually attracts  a  large  number  of  strangers  which  add  largely  to  the 
patronage  of  the  park.  The  rapid  growth  of  the  interurban  roads  in 
this  section  of  Wisconsin  also  helps  to  draw  a  large  atted<ince  to  the 
park  from  a  large  area  of  the  country  contiguous  to  these  lines. 

The  location  of  Electric  Park  on  Lake  Winnebago  makes  yachting 
a  feature  of  special  interest  and  Oshkosh  is  the  headquarters  of  a 
number  of  yacht  clubs  which  hold  annual  regattas  each  summer. 
The  largest  of  these  clubs  is  the  Inland  Lake  Yachting  .Association, 
whose  annual  regatta  has  lieen  made  a  fixture  at  Oshkosh.  The  Osh- 
kosh Yacht  Club  has  also  constructed  a  very  line  harbor  with  the 
aid  of  the  city,  and  is  now  erecting  a  club  house  on  the  shore  of 
Lake  Winnebago. 


COLUMBUS,  O. 

The  Olenlangy  1'ark  Co.  owns  and  0|H'rales  a  pleasure  ;e~ri 
s<mie  four  miles  from  iIk-  center  of  the  cily  which  is  known  as 
Olenlangy  Park  and  Theater  and  Zixilogical  Garden  and  also 
Minerva  Park  and  Casino,  located  some  g'/j  miles  luirtheast  of  the 
cily.  At  Olentangy  is  a  theater  having  a  capitcity  of  J.ooo  persons. 
Theatrical  performances  by  a  stock  company,  vaudeville,  minstrels, 
nnisical  conoerls  have  all  prove<l  reimmeralive.  'The  other  attrac- 
tions at  Ibe  park  include  tolKiggan  slide,  merry-go-round^  pavilions 
fur  dancing  an<l  balbing.  row  l)oats,  steam  launches,  swings  and  other 


BEALU  AT  ELElTKlC   PARK,  <>SHK<».H. 

similar  amusements.  The  park  is  located  on  the  main  line  of  the 
Columbus  Electric  Ry. ;  also  on  the  roads  of  the  Market  Street  Ry., 
the  Columbus  &  Worthington  Street  Ry.,  and  the  Columbus,  Dela- 
ware &  Marion  Ry.  The  officers  of  the  Olentangy  Park  Co.  are: 
President,  J.  W.  Onsonbury;  secretary  and  treasurer,  Will  J.  Duseii- 
bnry. 


PADUCAM,  KV. 

La  IJelle  Park,  located  2'/.'  miles  from  the  center  of  the  lity.  is 
owned  by  the  Paducab  City  Ry.  and  il  is  ojieraled  by  a  lessee.  The 
arrangements  for  next  season  have  not  yet  been  closed.  The  park 
contains  a  theater  of  800  seating  capacity  in  which  dramatic  enter 
tainmcnt  interspersed  with  vaudeville  have  proved  the  most  rennm- 
crativc.  In  addition  to  the  theatrical  performances  lake  bathing 
and  dancing  have  proved  attractive  entertainments  and  the  park  also 


PAVILION.  EI.ECTRK    lv\KK.  OSHKOSH. 

contains  a  pavilion  and  cafe.    Special  cars  are  provided  in  summer  as 
required. 


ITHACA,  N.   Y. 

The  Ithaca  Street  Railway  Co.  operates  Renwick  Beach  located 
two  miles  from  the  center  of  the  city.  'The  l)cach  contains  a 
tlieater  of  1,000  seating  capacity  and  the  company  have  found  high 


Apr.  20,  1903.] 


STREET  RAILWAY  RE\aEW. 


211 


grade  vaudeville  the  most  remunerative  attraction.  The  other  at^ 
tractions  are  merry-go-rounds,  shooting  galleries,  bathing  houses, 
small  menagerie,  boating,  band  concerts  and  refreshments. 


NEW  BRIT.-MX,  CONN. 

The  Connecticut  Railway  &  Lighting  Co.  owns  and  operates  White 
Oak  Park  located  2'i  miles  from  New  Britain.  The  park  is  under 
the  management  of  Mr.  E.  L.  Terry,  and  contains  a  theater,  lx)vvling 
alleys,  boats,  dancing  pavilion,  mcrry-go-rounds,  etc.  The  theater 
has  a  seating  capacity  of  about  1,000  and  the  company  has  found 
vaudeville  performances  to  be  the  most  remunerative  class  of  enter- 
tainment. 


BRUNSWICK.  ME. 

The  Lewiston.  Brunswick  &  Bath  Street  Ry.  operates  two  pleasure 
resorts  called  Merrymeeting  Park  and  Lake  Grove.  The  foruKr  is 
located  2  miles  from  Bath  and  the  latter  is  6  miles  from  Bath  and  3 
miles  from  Lewiston  and  Auburn.  The  park  is  under  the  man- 
agement of  Mr.  M.  II.  Black  well.  Each  of  tlie  parks  contain  a 
theater  of  2,000  capacity  in  which  vaudeville  is  the  only  entertain- 
ment which  has  been  offered.  Band  concerts  and  balloon  ascen- 
sions, etc.  have  been  given  at  various  times. 


ROANOKE,  VA. 

The  Roanoke  Railway  &  Electric  Co.  is  preparing  to  operate 
Mountain  Park  which  is  located  3  miles  south  of  the  city  of  Roan- 
oke at  the  end  of  Mill  Mountain.  The  site  has  been  recently 
purchased  by  the  company  and  is  now  being  improved.  The  manage- 
ment will  be  in  the  charge  of  Mr.  J.  W.  Hancock  of  the  street  rail- 
way company.  .\  theater  is  to  be  erected  this  season  with  a  capacity 
of  about  1,000  seats  and  the  company  espects  to  be  connected  with 
the  Wells  Vaudeville  Circuit.  Other  attractions  will  be  added  during 
the  season.  The  park  lies  upon  one  of  the  company's  most  import- 
ant suburban  lines  which  provides  ample  transportation   facilities. 


NEWARK,   O. 

The  Newark  &  Granville  Electric  Railway  Co.  has  leased  Idle- 
wilde  Park  at  Newark,  for  the  term  of  five  years,  and  has  engaged 
W.  D.  Harris  as  manager.  Some  extensive  improvements  have  been 
made  at  this  park  in  the  way  of  buildings  and  it  is  to  be  opened  about 
June  7th.  The  entertainments  contemplated  include  high-class 
vaudeville  shows  each  night  in  the  week.  Both  this  company  and 
the  Columbus,  Buckeye  I^ke  &  Newark  Traction  Co.  are  open  for 


IJATHI.M.  AT   KLKCTKR:  I'AKK,  O.SUKOSU. 

pro|msiti<iiis  concerning  amuscmriil^i  to  be  put  on  on  a  percentage 
Ija.ii5  at  Idlewildc  am)  at  Buckeye  Uikc  Park.  J.  R.  llarrigan, 
Newark,  is  manager  of  Ixjth  companies. 


WARREN,  PA. 

The  Warren  Street   Railway  Co.  operates   Irvrndale  Park  located 
i'A  milei  from  Warren,    The  park  is  under  the  nianageuient  of  Mr. 


H.  A.  Siggins  and  it  contains  a  theater  having  a  seating  capacity  of 
700.  'I  be  attractions  offered  have  been  minstrels,  moving  pictures 
and  \aude\ille,  the  latter  having  proved  the  most  remunerative. 


MANISTEE,  MICH. 

The  Manistee,  Filer  City  &  Eastlake  Railway  Co.  maintains  a 
pleasure  resort  known  as  Orchard  Beach  Park,  located  some  2^^ 
miles  from  Manistee.  This  is  under  the  management  of  Mr.  Archie 
Thurlby.  .\i  the  park  is  a  theater  with  seating  capacity  for  600. 
The  most  remunerative  class  of  entertainment  has  been  vaudeville 
and  plays  which  included  good  specialties.  When  there  is  nothing 
else  at  the  theater,  band  concerts  are  usually  given.  1  lie  bathing 
facilities  (Lake  Michigan)  are  excellent  and  the  company  has 
erected  a  bath  house  40x100  ft. 


BURRVILLE,  CONN. 

The  Torrington  &  Winchester  Street  Ry.  owns  and  operates  High- 
land Lake  Park  which  is  about  S  miles  fromi  Win.stead  and  8  miles 
from  Torrington.  It  is  under  the  management  of  Mr.  W.  M.  Harris. 
.\t  this  park  is  a  theater  seating  600  persons.  The  most  remunera- 
tive entertainments  have  been  vaude\-ille  shows  although  band  con- 
certs and  boat  carnivals  have  both  been  popular. 


ST.  CATHERINES,  ONT. 

The  Niagara,  St.  Catherines  &  Toronto  Railway  Co.,  of  St.  Cather- 
ines. Out.,  maintains  a  pleasure  resort  known  as  Lakeside  Park  some 
five  miles  from  St.  Catherines.  It  is  under  the  management  of  E. 
F.  Seixas,  general  manager  of  the  company.  The  attractions  which 
have  proved  most  remunerative  are  band  concerts.  There  is  no 
theater  at  the  park.  The  other  attractions  include  swimming,  boat- 
ing, fishing,  base  ball  and  Lacrosse. 


ALBANY,  N.  Y. 

The  .■\lbany  &  Hudson  Railway  &  Power  Co.  operating  between 
Albany  and  Hudson,  N.  Y.,  owns  a  pleasure  resort  known  as  Elec- 
tric Park.  It  is  located  at  Kindcrhook  Lake,  about  18  miles  from 
.\lbany  and  the  same  distance  from  Hudson.  Tliis  resort  is  operated 
by  the  company  and  is  under  the  management  of  Mr.  Robinson. 
There  is  a  theater  of  2,000  capacity  at  the  park  and  while  high  class 
vaudeville  has  proved  the  most  remunerative  attraction,  the  man- 
agement reix)rts  that  comic  opera  has  also  been   fairly  successful. 


The  Canton-Akron  Railway  Co.  is  to  spend  $10,000  in  improving 
a  summer  resort  at  Meyers'  Lake,  a  short  distance  west  of  Canton. 


It  is  announced  that  Col.  J.  D.  Hopkins,  manager  of  the  Forest 
Park  Highland  of  St.  Louis,  has  organized  a  company  of  which  he 
is  president  to  build  an  amusement  resort  near  the  terminus  of  the 
lnde|iondcnce  line  of  llie  Metropolitan  .Street  Railway  Co,,  of  Kan- 
sas Citv, 


EMERGENCY  STATION  AT  BIRMINGHAM, 
ALA. 


The  emergency  deparluKut  of  a  large  electric  railway  systeu)  is  in  a 
great  many  respects  like  a  well-organized  fire  department  of  a  great 
city.  With  several  new  lines  put  in  I'peration  and  the  general  over- 
h.Hiling  and  standardizing  of  the  old  hues,  the  Birmingham  Railway. 
I.iglu  &  Power  Co,  found  thai  it  would  have  to  enlarge  and  add 
many  new  features  to  its  cmergenc)  department.  With  this  idea  in 
view  the  engineering  firm  of  Ford.  Bacon  &  Davis,  which  has  charge 
of  the  vast  improvements  iK-ing  made,  cast  about  for  a  suitable  loca- 
tion for  the  emergency  station  an<l  finally  purchased  a  lot  140  x  110 
ft,  just  five  blocks  from  llu-  ^ll^i^■sl  |)art  of  llie  city.  On  this  lot 
were  an  old  machine  shop  and  foundry  and  two  brick  stores,  two 
stories  in  height.  These  latter  were  remodeled  for  the  emergency 
station,  the  partition  between  the  two  stores  was  rcitiovcd  and  a 
row  of  columns  put  in  its  place.  A  corrugated  iron  roof  was  put 
on  the  building  and  places  for  two  wagons  and  stalls  for  six  horses 
were  put  in. 

The  second   llor)r  has  been   diviiled   into   sleeping  aparlmeiils   for 
the   emergency   men.   feed  and  storerooms,  a   workshop   for   the   re- 


212 


STREET  RAILWAY  REVIEW. 


[Vou  XIII,  No.  4. 


pairing  of  the  equipment  of  this  department,  hath  rooms  and  a  read- 
ing room.  Access  to  the  second  floor  is  obtained  by  a  staircase 
from  the  wagon  room  and  there  is  also  a  brass  sHding  pole  from  the 
hallway  above  to  the  wagon  room,  down  which  the  men  slide  when 
(here  is  a  call  to  turn  out. 

When  there  is  a  breakdown  in  the  wire  at  any  point  comnuinica- 
lion  with  this  station  is  had  by  means  of  telephones,  at  the  difTtrcnl 
stations  along  the  line. 

When  an  alarm  comes  in  the  pressure  of  a  button  rings  the  gong 
in  the  horses'  stalls,  throws  the  gates  open  and  unchains  the  horses. 
I'hc  horses  are  thoroughly  trained  and  at  the  sound  of  the  gong 
rush  out  of  their  stalls  and  into  their  pKices  at  the  wagon.  The 
harness  for  the  wagon  is  of  the  latest  improved  fire  department  type 
and  hangs  ready  to  fall  on  the  hor.ses'  backs,  and  with  one  snap  of 
the  collar  and  another  of  the  reins  they  arc  all  ready  to  start.  When 
an  alarm  comes  in  at  night  the  watchman  on  duty  presses  the  but- 
ton which  releases  the  horses  and  opens  the  front  door,  and  also 
rings  a  gong  over  the  heads  of  the  beds  in  which  the  men  are  sleep- 
ing. 

The  wagon  is  one  of  the  newest  extension  ladder  tower  wagons 
and  carries  the  usual  set  of  tools  and  repair  parts  necessary  for  the 
repairing  of  overhead  work,  and  in  addition  two  large  track  hose 
bridges  which  weigh  600  11).  each.  In  order  to  be  on  hand  promptly  at 
fires  a  signal  bo.x,  similar  to  those  in  the  fire  stations,  has  been  in- 
stalled at  the  emergency  station,  and  when  an  alarm  is  turned  in  of  a 
lire,  it  is  registered  on  this  indicator  just  as  it  is  in  the  fire  department, 
and  if  the  liose  bridges  may  be  needed  the  wagon  turns  out  at  once 
and  not  infrequently  gets  to  the  fire  ahead  of  the  department.  The 
rivalry  is  keen  between  the  emergency  wagon  and  the  fire  department 
and  the  races  they  have  to  some  of  the  fires  are  much  talked  of  in 
the  respective  departments. 

Besides  this  wagon,  which  is  drawn  by  two  large  horses,  there  is  a 
stationary  tower  wagon  drawn  by  one  horse,  which  is  used  for  gen- 
eral repair  work  and  in  cases  of  large  breaks  to  assist  the  large 
wagon. 

There  has  also  been  placed  on  the  first  floor  of  the  station  in  the 
wagon  room  a  track  for  the  placing  of  an  emergency  car,  which  was 
designed  and  is  being  built  by  the  master  mechanic  of  the  company 
in  its  own  shops.  This  car  will  be  equipped  with  four  motors, 
Christensen  air  brakes,  an  arc  headlight  and  a  folding  ladder  on  the 
lop  for  getting  up  to  the  wire.  The  inside  of  the  car  will  be  ar- 
ranged to  carry  the  necessary  ropes,  blocks  and  all  necessary  tools 
for  repairing  and  erecting  overhead  construction.  This  car  is 
I)aintcd  the  company's  standard  color,  chrome  yellow  lemon,  and 
when  finished  will  be  the  most  complete  thing  of  its  kind  to  be 
found.  When  this  car  is  put  into  service  it  will  take  a  great  many 
of  the  hard,  long  runs  off  the  horses,  as  they  have  to  be  kept  quite 
busy  answering  fire  alarms  and  looking  after  wires  along  the  100 
miles  of  track  owned  by  the  Birmingham  Railway,  Light  &  Power 
Co.  and  the  life  of  the  lineman,  while  in  many  ways  fascinating,  is  by 
no  means  a  rosy  one. 

In  the  rear  of  the  emergency  station  is  a  building  30  x  60  ft., 
which  is  the  general  stable  and  has  stalls  for  20  horses  and  a  larg-- 
feed  room.  There  is  a  large  space  between  the  back  of  the  sta- 
tion and  this  stable,  which  is  roofed  and  paved,  and  is  provided 
with  a  watering  trough  and  all  the  necessary  appurtenances  for  the 
washing  of  the  horses  and  wagons. 

At  the  station  and  stable  there  are  chemical  fire  extinguishers  and 
water  plugs  with  lines  of  hose  conveniently  placed  to  guard  against 
fire. 

L'ndcr  the  same  roof  and  directly  adjacent  to  the  emergency  ita- 
lion  is  the  office  of  the  very  complete  freight  department  operated 
by  the  company.  In  the  front  of  the  building  next  the  sidewalk  is 
the  office  and  to  the  rear  is  a  large  and  roomy  warcroom.  Con- 
necting with  this  wareroom  by  large  fire  doors  is  the  freight  shed, 
into  which  the  cars  are  run  to  be  loaded  and  unloaded.  Three 
tracks  are  under  this  shed,  two  running  entirely  through  the  lot  and 
the  other  only  .ibout  half  w.iy,  being  a  spur  track.  Between  these 
tracks  are  platforms,  one  running  the  entire  length  of  the  yard  and 
the  other  only  about  half  way.  This  shed  is  supported  by  "reavy 
wooden  trusses  and  has  a  corrugated  iron  roof.  All  the  woolwork 
about  the  shed  and  the  platforms  between  the  tracks  have  been 
treated  with  the  "Carbolineum"  procers  and  arc  practically  water 
proof.    The  spaces  between  the  tracks  are  made  of  chert  and  slag, 


rolled  and  packed  until  it  is  almost  as  solid  as  concrete.  The  shed 
yard  is  surrounded  by  a  high  lioard  fence  painted  a  deep  brown,  ant- 
the  entrance  is  provided  with  banging  gates  to  admit  access  of  ihc 
cars. 

Four  freight  trains  daily  are  run  to  Ensley,  Pratt  City  and 
Thomas,  suburban  towns  six  and  seven  miles  out  from  Birmingham. 

This  freight  (rain  often  comprises  six  and  eight  cars  and  is  drawn 
by  a  powerful  four-motor  car  ".Mfred".  Other  towns  have  one  and 
two  freight  trains  each  way  daily  and  a  special  steam  freight  train 
is  run  to  Bessemer,  \3'/j  miles  from  Birmingham.  This  means  of 
shipping  freight  is  growing  daily  in  favor  with  the  shippers,  as  they 
arc  enabled  by  means  of  it  to  lay  goods  down  at  the  doors  of  their 
customers  within  a  few  hours  after  receiving  the  orders. 

Freight  business  on  this  line  has  been  developed  by  Mr.  J.  B.  Mc- 
Clary,  manager  of  the  railway  department,  and  his  brother,  Mr.  A. 
B.  McClary,  general  freight  agent. 


COST  OF  OPERATING  MUNICIPAL  PLANTS. 


One  of  the  most  serious  charges  which  can  be  made  against  those 
operating  any  enterprise  is  that  they  fail  to  correctly  keep  their 
accounts  and  this  charge  is  one  which  has,  with  good  reason,  been 
brought  against  many  of  the  boards  operating  municipal  undertak- 
ings of  various  kinds.  A  tendency  to  juggle  accounts  and  bring 
about  a  desired  result  by  kiting  charges  among  different  depart- 
ments of  the  municipal  government,  and  omitting  from  statements 
sundry  items  which  should  be  included  is  very  marked  in  Great 
Britain,  if  we  may  judge  from  the  technical  papers  devoted  to  these 
fields,  and  numerous  examples  of  the  same  kind  of  accounting  may 
be  cited  in  this  country. 

One  of  the  latest  municipal  reports  to  come  under  the  search 
light  is  that  for  the  electric  lighting  plant  of  St.  Joseph,  Mich.  The 
report  for  the  Light  Committee  of  St.  Joseph  for  the  year  1902  gives: 

Cost  of  equipment  $19,103.93 

Cost  of  maintenance,  including  4  per  cent  on  cost  of  plant. .  4,495.52 
Cost  per  year  for  each  arc  light 38.85 

Under  date  of  March  14th  Mr.  W.  Worth  Bean,  president  and 
general  manager  of  the  St.  Joseph  &  Benton  Harbor  Electric  Rail- 
way &  Light  Co.,  in  order  to  show  the  incorrectness  of  the  conclu- 
sions which  had  been  drawn  from  the  report  of  the  St.  Joseph 
municipal  plant  presented  by  the  Light  Committee,  published  side 
by  side  with  that  statement,  itemized  construction  and  operating 
accounts  compiled  from  the  public  records  in  which  the  various 
accounts  are  itemized  instead  of  being  lumped  under  the  convenient 
words  "supplies"  or  "sundries"  as  is  done  in  the  committee  report. 

Mr.  Bean  found  that  the  committee  had  made  no  report  covering 
the  period  of  27  days  before  the  commencement  of  the  calendar 
year  1902,  that  various  items  properly  chargeable  to  the  light  account 
had  been  charged  elsewhere,  and  that  there  were  numerous  errors 
in  tlie  distribution  of  the  expenses  between  mainlenancc  and  con- 
struction accouiUs,  and  in  the  basis  on  which  the  cost  per  lamp  per 
year  was  computed. 

The  figures  which  Mr.  Bean  reached  after  his  analysis  show  an 
investment  in  the  plant  of  $19,997.95,  which  is  $852  in  excess  of  the 
cost  reported  by  the  board  and  nearly  50  per  cent  in  excess  of  the 
estimate  made  before  the  plant  was  installed.  His  analysis  of  the 
operating  account  shows  the  cost  per  lamp  per  year  including  cost 
of  operation  and  interest  on  the  investment,  without  depreciation, 
to  be  $46.83;  if  depreciation  at  7  per  cent  be  included  the  cost  is 
$57.96  per  lamp;  if  the  depreciation  be  placed  at  10  per  cent  the 
cost  is  $62.72. 

The  council  of  Benton  Harbor  refused  to  call  a  vote  for  a  munici- 
pal plant  and  proposed  to  contract  with  Mr.  Bean's  company. 


The  Danville  (111.)  Street  Railway  &  Light  Co.  has  inaugurated 
an  express  scr\ice  on  its  .suburban  lines.  A  special  car  makes  three 
or  four  trips  daily.  A  material  increase  in  the  business  has  been 
noted  during  the  past  few  weeks. 


Tlie  Seattle  Electric  Co.,  Seattle,  Wash.,  recently  laid  a  now  steel 
cable,  19,000  ft.  long,  on  its  Madison  St.  line,  to  replace  the  town 
end  of  the  cable  running  between  the  power  house  and  the  water 
front.  The  work  was  done  between  t  a.  m.  and  daylight,  avoiding 
interruption  of  the  operation  of  the  road. 


Apr.  20.  1003.]  STREET  RAILWAY  RFA'IEW.  213 

Track  Construction  of  the  International  Railway  Co.  in  Buffalo,  N,  Y. — 11 


BY  T.  W.  WILSON. 


It  has  been  found  that  it  is  not  always  necessary  to  cut  in  a  piece 
of  rail  in  place  of  a  broken  joint,  as  a  very  neat  patch  can  be  wclilod 
in  a  great  many  cases  which  gives  very  satisfactory  results. 

As  an  average  therefore  on  all  welding  done  in  Buffalo,  the 
breakage  has  been  about  I  per  cent. 

The  welding  done  in  1901  and  1902  in  Rochester  and  other  cities 
shows  even  better  results,  and  of  5,308  joints  welded  in  Rochester 
in  igoi,  there  were  but  6  broken  rails  in  the  spring  of  1902.     When 


Rochester,    N.    Y tgoi  18 

Rochester,   N.  Y 1902  8.5 

Columbus,    0 1902  18 

Worcester,    Mass 1902  22 

Lowell,    Mass 1902  6.8 

Xawrence,    Mass 1902  4.2 

Total    miles    welded 134 


KXCAV.ATIX<; 


it  is  considered  that  the  quality  of  each  weld  depends  entirely  upon 
the  personal  equation  of  the  welder  (since  it  is  by  a  cherry  red 
color  alone  that  the  proper  point  of  fusion  is  known),  it  seems 
wonderful  that  such  remarkable  results  are  achieved. 


LINING  TRACK,  SHOWINC.  TIES   SUSPENDED. 

Roadbed. 
There  are  two  types  of  roadbed  used  by  tlie   International   Rail- 
way Co.,  viz:  the  beam  type  and  the  solid  type. 

Ill   the  streets  in   which   toodicd  asphalt   is   required  Iiy  the  city  a 


l>ISTRIBUTIN<;  TIES  AND  KAILS. 

The   following   tabic   show.s    the   mileage   of   electrically    welded 
track  in  thin  country  to-day: 

Place.                                                                      Year.  Miles. 

Johnstown,    Pa 1897  i 

Hrry.klyn,    N.    Y l8g8  9 

llufTalo.  N.  Y 1899  39 

I'.uffalo,   N.   Y 1900  rto.s 

I>-K:kport,    N.    Y igoo  I 

Huffalo,  N.  Y 1901  6 


SURFACINi;  TKAfK. 

concrete  beam  about  18  in.  wide  and  H  in.  ckip  under  <'.ich  rail  is 
used.  Concrete  consists  of  I  part  porlland  cement,  3  parts  sand 
and  5  parts  stone.  Ties  arc  spaced  s  ft.  apart  and  the  odd  lies 
arc  tainpcd  with  old  concrete  stone  and  the  even  ones  with  con- 
crete. After  the  beam  sets  the  toothing  is  laid  in  a  mixture  of  i 
part  cement  to  8  parts  gravel.  The  back  concrete  is  then  filled  in 
and  finally  the  space  between  the  toothing  is  asphalted.  The  solid 
type  is  used  in  streets  in  which  we  pave  with  stone,  which,  as 
slated,   the  city   has  consented   to   have   us  substitute   for  asphalt. 


214 


STRF.F.T  RAILWAY  RF.VIEW. 


[Vol.  XIU,  No.  4. 


Methods  of  Construction. 

Wry  rart}'  in  l&jq  it  was  realized  that  in  onlcr  to  keep  the  weld- 
ing machine  going  (which  the  Lorain  Steel  Co.  always  demands 
niulir  heavy  penalty)  day  anil  nighl,  it  was  necessary  to  devise  a 
nuiliod  of  ccin'ilructinn  which  could  lie  carried  along   without  any 


STEEL  TIE  CONSTRUCTION. 

going  back  over  the  work,  such  as  tamping  the  ends  of  ties  with 
sand  in  order  to  surface  and  line,  then  concreting  centers  of  lies 
and  finally  going  back  and  replacing  the  sand  under  the  end  with 
concrete. 

The  welder  makes  about  four  juinls  per  hour,  or  willi  60-ft. 
lengths,  about  J,88o  ft.  per  day. 

The  following  was  determined  upon  • 

One  track  was  laid  at  a  time,  regular  traffic  being  maintained 
upon  the  other  track  by  means  of  portable  crossovers  at  proper 
intervals.  A  trench  was  first  excavated  8  ft.  wide  and  16  in.  deep. 
Steel  ties  were  then  distributed,  spaced  at  10  ft.  A  wooden  tie 
was  placed  between  each  two  steel  tics,  which  made  a  tie  at  every 
5  ft.  The  rail,  which  was  drilled  with  only  one  hole  in  each  end, 
was   then    placed   on   the   wooden   lies   and   spiked   to  gage,   plated 


■J-INCH  TR.\CK  SOLID  I'ONCRETE  CONSTRLICTIOX,  SHOWING 
(IROUTING  GAN<;. 

and  bolted  with  two  bolls  and  the  steel  ties  were  raised  and  fast- 
ened to  rail  with  brackets.  This  completed  the  track  laying.  The 
track  was  then  surfaced  and  lined  on  the  wood  tie.s,  the  steel  ones 
remaining  suspended  in  the  air  above  the  bottom  of  the  trench.  In 
some  cases  the  steel  ties  were  replaced  by  wooden  ties,  and  a  pocket 
was  excavated  every   10  ft.  in  which  the  wooden  tie  was  placed. 


After  spiking,  the  tie  remained   suspended   alxivc  the  pocket  and 
was  ready  for  concrete. 

N'e.xt  the  concrete  gangs  appeared  dragging  the  mixing  boards 
(6  ft.  X  6  ft.  X  1 4  in.  steel)  on  Idji  of  the  rail,  and  fdled  in  ti\c 
whole  trench  to  about  I  in.  above  the  base  of  the  rail,  tamping  well 
under  lies  and  rail.  After  72  hours  the  welder  was  allowecl  on 
the  track,  the  temporary  plates  and  IkjIis  were  removed,  a  bar  1 
in.  X  3!^  in.  x  18  in.  wilh  one  Iioss  at  each  end  (to  form  the  con- 
tact points  between  the  bar  anil  the  rail)  placed,  an<l  the  rail  welded, 
first  in  the  center,  then  at  each  end.  The  track  was  then  paved 
with  Medina  sandstone  on  gravel  cushion  and  poured  wilh  a  grout 
of  I  pari  Portland  cement  to  2  parts  of  sand.  After  72  hours  more 
the  utility  equipmenl  removed  the  surplus  dirt  and  cleaned  the 
street,  and  regular  traffic  was  turned  back  on  new  track  and  the 
other  track  relaid  in  the  same  manner.  This  melhod  proved 
eminently  satisfactory,  a  maximum  of  2.1/x)  fl.  of  Irack  per  day  of 
10  hours  was  reached  and  the  organization  moved  from  street  to 
street  like  a  small  army.  In  1900,  two  welders  were  kept  busy  night 
and  day  all  summer  and  a  record  ni.ide  of  (3o'A  miles  of  welded 
track.  Having  successfully  solved  the  welding  of  old  and  new 
track,  it  remained  to  tackle  the  proposition  of  relaying  track 
which  had  already  been  welded.  This  was  successfully  done,  first 
a  short  stretch  in  igoo,  and  lastly,  a  long  stretch  of  about  4  miles 


TRACK  ox  IlKAM  CONSTRCCTION.  SHOWIXC.   METHOD  OF  LAYISC. 
TOOTHING. 

in  William  St.,  Buffalo,  in  1902.  The  melhod  of  procedure  in 
William   St.  was  as   follows : 

The  asphalt  was  removed  by  barring  and  sledging,  the  old  con- 
crete removed  down  to  bottom  of  ties,  all  ties  removed,  except  those 
at  joints  and  centers,  (these  were  left  to  stop  expansion)  new  ties 
were  quickly  slipped  in  and  spiked,  the  old  joint  and  center  ties 
removed,  tie  pockets  dug  under  every  alternate  tic  and  the  work 
proceeded  as  before,  except  that  there  was  no  welding  to  be  done. 
Some  doubts  had  existed  before  this  last  trial  as  to  the  practicability 
of  relaying  long  stretches  of  track  without  having  it  curl  up  like 
a  loop-de-loop  in  hot  weather,  or  snap  like  a  pipe  stem  in  cold.  In 
the  William  St.  job  we  exercised  the  precautions  mentioned  and  by 
keeping  ihe  concrete  gang  on  the  heels  of  the  track  layers,  not  the 
slightest  difficulty  was  experienced. 

In  the  first  old  track  which  was  relaid  and  then  welded  Ihe  joints 
were  staggered.  This  was  found  to  be  a  mistake  for  the  reason  that 
the  rail  was  more  or  less  surface  bent  and  the  cars,  which  were  of 
Ihe  long  double  truck  design,  oscillalid  from  side  to  side.  By  lay- 
ing the  rest  of  the  relayers  wilh  joints  opposite  a  pitching  motion 
resulted  which  was  not  nearly  so  perceptible  or  dangerous. 

In  addition  to  welding  our  joints,  the  ground  return  around  spe- 
cial work  has  been  taken  care  of  by  welding  or  electrically  brazing 
copper  ground  cables  to  the  rails.  For  this  purpose  a  copper  block 
lyi-'m.  thick  with  a  suitable  groove  across  one  face  to  pass  over 
the  cable  is  provided.  The  cable  is  placed  against  the  rail  web  and 
the  copper  block  over  the  cable.  The  welder  is  then  brought  into 
position,  a  bessemer  steel  plate,  about  J^-in.  thick  is  interposed  be- 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


215 


tween  the  copper  block  and  the  contact  of  the  welder.  This  acts  as 
a  heat  insulation  and  enables  the  copper  block  to  be  brought  up  to 
proper  heat  for  brazing.  Hard  spelter  is  used.  By  this  means  a 
500,000-0.  ni.  cable  can  be  attached  to  a  rail  so  that  the  full  carrying 
capacity  of  the  cable  is  realized,  the  area  of  union  between  the  cop- 


CLE.^NINi;  VI'. 

per  and  the  steel  being  ample  to  allow  for  the  diflference  in  carrying 
capacity  of  the  two  metals. 

Paving. 

Mention  has  already  been  made  of  the  Medina  sandstone  paving, 
laid  on  a  cushion  of  gravel  and  grouted  with  a  mi.xture  of  one  part 


nf  Portland  cement  and  two  parts  of  sand.  The  quality  of  the 
sandstone  is  e.xcellent  and  the  gritty  surface  is  particularly  valuable 
(luring  the  icy  months,  as  a  horse's  hoof  has  a  much  better  chance 
of  catching  and  holding  than  on  smooth  granite  block.  Even  in 
simimer  it  presents  a  clean  sandy  surface  while  the  granite  block 
is  apt  to  be  greasy  and  slippery  and  liable  to  chip.  The  wearing 
quality  is  excellent  and  some  engineers  claim  that  it  will  outwear 
granite,  notwithstanding  the  fact  that  it  is  the  softer  of  the  two. 
This  is  doubtful.  The  cost  of  granite  in  this  section  of  the  country 
of  course  makes  it  prohibitive.  From  present  indications,  the  sand- 
stone paving  will  outlast  the  rail. 

It  is  always  well  to  have  an  ideal  in  everything,  and  one  may 
therefore  be  permitted  to  think  of  an  ideal  track  for  paved  streets. 
-Such  a  track  should  be  capable  of  receiving  both  the  small  street 
car  wheels  and  the  standard  M.  C.  B.  steam  treads  and  flanges  but 
with  a  groove  not  too  deep  to  interfere  with  team  travel,  and  so 
designed  to  be  self  cleaning.  The  tram  or  lip  should  be  heavy 
enough  to  stand  up  under  heavy  trucking  and  the  web  thick  enough 
to  carry  heavy  steam  cars  if  necessary.  A  rail  of  the  same  general 
type  as  Lorain  Section  137-371,  9  in.  high,  eVa-in.  base,  but  having 
a  head  yA  in.  wide  tapering  at  outer  edge,  a  throat  of  iji  in.  deep 
with  wide,  flaring  groove,  a  Trilby  lip  and  a  web  9-16  in.  thick, 
would  seem  to  be  an  improvement.  Then  perhaps  we  may  hope  to 
see  the  time  when  the  electric  weld  will  be  applied  by  a  mechanism 
which  will  not  occupy  the  track  and  interfere  with  the  regular 
service,  for  after  all  this  is  the  greatest  objection  to  this  style  of 
welding.  With  these  improvements,  and  perhaps  a  little  better 
quality  of  steel  rail,  we  will  have  at  least  materially  bettered  pres- 
ent conditions. 


THE  VALUE  OF  FREQUENT  SERVICE. 


The  Detroit  United  Weekly  in  a  recent  issue  publishes  the  fol- 
lowing forcible  editorial  on  the  "Value  of  Frequent  Service" : 

"The  desire  to  reach  a  given  destination  in  the  shortest  possible 
lime  and  the  mechanical  means  that  have  accomplished  the  realiza- 
tion of  that  desire  have  appeared  so  nearly  simultaneously  in  the 
growth  of  society  that  it  is  well  nigh  impossible  to  tell  which  of 
these  is  cause  and  which  effect.  What  would  happen  to  the 
theaters,  the  schools,  the  stores,  the  ofifices,  the  courts,  and  the 
churches  if  the  old  stage  coach  were  once  again  installed  as  our 
sole  means  of  communication  of  town  with  town?  What  would 
liccome  of  our  amusement,  our  business,  our  education,  and  our 
religion?  That  makes  complex  and  gloomy  contemplation.  The 
speed  of  transit,  the  annihilation  of  space  in  our  city  and  suburban 
cars  have  been  a  stride  of  the  'seven  league  boots.' 

"But  as  a  great  stimulus  of  solid  growth  it  is  not  as  valuable,  as 
indispensable  now,  as  Frequent  Service.  It  is  the  car  following 
car;  your  ability  to  get  to  any  place  at  any  time,  to  go  and  come 
when  you  please,  the  chance  to  adjust  your  business  and  pursue 
your  diversion  without  making  all  hours  and  minutes  dependent 
upon  a  time  table.  You  don't  have  to  make  up  your  mind  in  the 
morning  where  you  can  go  at  night.  Frequent  Service  meets  the 
impulse  and  the  emergency  of  the  moment.  This  is  the  greatest 
economic  ally  of  time  and  exertion." 


WATCHMAN  ATTACKED  BY  ROBBERS. 


Three  would-be  robbers  entered  the  Steul)enville  ollicc  of  llie 
Wheeling  (W.  V.a.)  Traction  Co.,  March  -'3d,  and  attacked  the 
watchman  who  was  eating  his  midnight  lunch.  They  commanded 
him  to  hold  up  his  hands.  Instead  he  drew  a  revolver  and  fired. 
The  men  answered  his  lire  and  rushed  outside.  The  Saturday  aiid 
Simday  receipts,  amounting  to  $700,  were  in  the  ollice. 
♦-•-• 

The  Moline  (III.)  Fast  Moline  &  Watertown  Railway  Co.  will  in- 
stall loops  in  each  of  the  three  cities  to  facilitate  the  handling  ol 
large  cars. 


PROPDSBD  RAIL  KOK    PAVED   STHKKTS  TO  ACCOMMODATK    IIOTII 
STEAM   ANII  STREET  HAII.WAV  CARS. 


r.eginning  M.ircli  ist  the  Houghton  County  Street  Railway  Co., 
Houghton,  Mich.,  increased  the  wages  of  all  motornien  and  con- 
ductors. For  the  first  three  monllis  the  scale  will  be  i2'/j  cents  an 
hour,  (he  next  12  months  20  cents,  the  next  year  21  cents,  next  two 
years  22  cents  and  thereafter  23  cents  an  hour. 


216 


STRKI'.I    KAII.W.W    ki:\ll".\V. 


(Vol.  XIII,  No.  4. 


UNDERTAKERS  ENDORSE  THE 
CAR. 


FUNERAL 


NOTES  FROM   RALEIGH,   N.   C. 


WHivti  tlic  funeral  car  as  an  adjunct  (o  the  service  furnished  by 
electric  railway  companies  was  first  proposed  the  idea  met  with 
more  or  less  opposition  from  the  undertakers,  as  they,  presumahly, 
feared  a  loss  of  their  commissions  on  carriage  hire  if  the  public 
generally  approved  of  the  funeral  car  as  a  substitute  for  horse- 
drawn  coaches.  It  is  a  matter  of  record,  however,  that  as  a  class 
the  undertakers  have  aUindoned  their  opposition  to  the  "trolley 
funeral"  and  in  all  the  cities  where  a  funeral  car  service  has  been 
established  the  undertakers  recommend  the  car  in  place  of  coaches 
owing  to  the  greater  comfort,  convenience  and  cheapness  thus  se- 
cured. 

As  outlined  in  the  I-'ehruary  issue  of  the  "Review"  the  funeral 
car  service  at  Detroit  has  been  popular  and  successful  and  is  now- 
endorsed  by  physicians,  the  clergy,  the  public  and  the  undertakers. 
A  leading  undertaker  of  the  city  recently  wrote  the  company  as  fol- 
lows: "I  am  nuich  pleaseil  with  the  new  funeral  car  and  its  ap- 
()earance ;  also  with  the  courteous  ways  of  the  men  in  charge.  I 
hope  that  the  general  public  will  soon  adopt  this  method  of  removal 
exclusively  as  it  is  less  confusing,  entirtly  practical  and  cheap." 


K.-ileigh,  till  capital  uf  North  Carolina,  is  a  quaiul,  peaceful,  little 
city  which  has  not  yet  fell  the  full  tide  of  commercial  activity  that 
is  rapidly  creating  the  much  talked  of  "New  South."  However,  the 
I>opnlation  has  practically  doubled  within  the  past  twenty  years, 
the  railroad  connections  are  good,  the  surrounding  territory  is  being 
rapidly  developed,  and  if  present  indications  prove  true,  Raleigh 
will  soon  be  a  commercial  center  of  no  insignificant  importance.  The 
present  population,  including  suburbs,  is  alxnit  25,000. 

The  street  railwuy  and  electric  lighting  business  of  the  city  is 
controlled  by  one  company,  the  Raleigh  Electric  Co.,  which  is  di- 
rected by  progressive  business  men  of  the  city,  who  have  in  contem- 
plation important  extensions  to  the  company's  activities.  The  elec- 
tric railw.iy  system  comprises  4'/j  miles  of  track,  which  is  arranged 
in  three  single  track  lines  that  radiate  to  three  distinct  districts  of 
the  city,  and  meet  at  a  common  triangle  in  front  of  the  State  Capitol 
buildings.  It  requires  three  cars  to  fill  the  regular  schedule,  each  car 
running  over  each  of  the  three  lines  in  turn,  and  meeting  the  other 
Iwo  cars  at  the  triangle  every  .^o  minutes. 

The  power  house  and  the  car  barns  of  the  company  were  destroyed 
by  fire  on  Dec.  31,  1896,  anil  the  plant  is  now  housed  in  a  wondi-n 


TRI.\Nr,I,E  AT   ST.\TK  C.MMTDL,  R.\Li;u;H,  N.  C. 


MOTORMAN'S  HEROISM   REWARDED. 


rile  bravery  and  presence  of  mind  displayed  by  Clarence  C.  Carey, 
a  motorman  of  the  Cincinnati  (O.)  Traction  Co.,  in  risking  his  life 
to  save  others  in  an  accident  which  took  place  on  the  night  of  Feb- 
ruary isth,  were  substantially  rewarded  by  the  president  of  the 
company,  Mr.  \V.  Keslcy  Schoepf,  at  a  meeting  of  the  Street  Rail- 
way Employes'  Mutual  Protective  Association,  of  Cincinnati.  Mr. 
Schoepf,  despite  the  fact  that  he  was  laid  up  at  home  with  an 
attack  of  grip,  went  to  the  men's  meeting  and  presented  to  Mr. 
Carey  a  handsome  gold  watch  and  chain. 

The  accident  was  peculiar.  Carey's  car  was  bound  up  the  Clifton 
Ave.  hill,  when  he  saw  that  the  car  ahead  had  become  unmanage- 
able and  was  running  away  down  hill  toward  him.  Instead  of 
jumping,  or  ruiniing  his  car  back  down  the  hill,  Mr.  Carey  put  on 
his  current  and  met  the  other  car  before  it  had  time  to  gain  much 
headway. 


Mr.  Luke  Robinson,  former  assistant  superintendent  of  the  Mon- 
treal Street  Ry.,  and  the  Montreal  Park  &  Island  Ry.,  has  been  ap- 
pointed superintendent,  vice  Mr.  M.  J.  Kennedy,  resigned.  liy  gen- 
eral orders  the  inspectors  of  the  two  systems  will  hereafter  report 
direct  to  Mr.  Robinson,  instead  of  to  the  division  superintendents 
as  formerly. 


building,  located  not  far  fnnii  ilu-  triangle  in  the  center  of  the  city. 

The  power  house  contains  one  1.25-I1.  p.  b'itchburg  engine;  two  120- 
li.  p.  Ball  engines,  and  one  140-h.  p.  .\rminglon  &  Sims  engine.  These 
are  belted  to  five  General  Electric  direct-current  generators,  and  No. 
9  Brush  arc  machines  which  generate  alternating  current  at  IQ40 
volts  for  the  lighting  system.  Steam  is  supplied  at  150  lb.  pressure 
from  three  200-h.  p.  Stirling  boilers.  The  equipment  includes  Wain- 
wriglu  feed  water  heaters;  Pratt  &  Cady  valves,  and  Smith- Vale  & 
StilKvell-Bicrce  pumps. 

One  of  the  engravings  shows  the  method  which  was  employe<l 
for  raising  the  90-ft.  steel  stack  at  the  power  plant.  The  stack  was 
finished  complete  before  raising.  The  two  wooden  towers  were 
then  erected  as  shown,  these  towers  being  about  50  ft.  high.  By 
means  of  rope  tackle,  one  end  of  the  stack  was  first  raised  as 
far  as  possible;  the  rope  was  then  shifted  to  the  center  of  the  st.ick, 
and  the  chimney  was  then  swung  into  the  erect  position. 

The  car  house  is  about  50x105  ft.,  with  capacity  for  11  cars. 
The  building  is  of  wood  with  pressed  steel  sides  laid  on  in  square 
plates,  and  has  a  gravel  roof.  The  building  is  protected  against  fire 
by  the  usual  hose  stands  and  fire  buckets. 

The  company  owns  five  open  motor  cars  and  five  closed  motor 
cars,  built  by  the  Brill,  the  Jackson  &  Sharp,  and  the  Jones  Com- 
panies. Some  of  the  Brill  cars  have  been  rebuilt  at  the  company's 
shops.     In  this  work  the  outside  car  panels  were  formed  of  nar- 


Apr.  20,  1903] 


STREET  RAILWAY  REMEW. 


217 


row  pine  strips  laid  lengthwise  tongue  and  groove  fashioned,  a  con- 
struction found  to  be  inexpensive  and  that  has  held  up  well  in  ser- 
vice. Part  of  the  cars  are  mounted  on  Peckhani  trucks  and  part  on 
Brill  double  trucks,  and  the  electrical  equipment  includes  G.  E. 
800  and  G.  E.  67  motors.     The  closed  cars  are  equipped  with  elcc- 


MAINTENANCE  OF  WAY  CONVENTION. 


K.\ISIN'G  90-Kl.  >1KKL  M.MJK. 

trie  heaters,  part  of  the  Consolidated  Car  Healing  type  and  part 
of  the  H.  \V.  Johns  type.  The  company  employs  eight  conductors, 
seven  motormen,  and  two  car  house  men. 

The   track    was    laid    with   30-lb.    T    rails    which    are    now    being 
gradually  replaced  with  73-lb.  girder  rail.     The  sub-construction   is 


KKl:l   I1,T   liKII.L  I  AK. 

partly  clay  and  partly  gravel,  the  Ixinding  being  copper  wire  bond.'^ 
with  bonding  lugs. 

The  officers  of  the  company  are:  I'resiileni,  W.  G.  Andrews; 
vice-president,  A.  A.  Thompson ;  secretary  and  superintendent, 
Charles  C.  Johnson;  treasurer,  P.  II.  Briggs;  chief  engineer,  George 
L.  Womblc.  The  company  has  capital  stock  authorized  $150,000, 
issue  $58,800,  and  funded  debt  authorized  $150,000,  issued  $58,500. 


The  Hannibal  (Mo.)  Ftailway  &  Electric  Co.  has  increased  the 
wages  of  its  conductors  and  motormen  one  cent  per  hour  and  gives 
them,  in  addition,  2  per  cent  of  the  amount  of  the  fares  collected. 


The  intcrurtnn  trolley  line  between  Omaha  and  Colfax,  Neb.,  was 
opened  for  traffic  Friday,  February  1.1II1.  The  line  has  been  com- 
pleted for  some  time,  but  its  operation  was  delayed  owing  to  a 
disagreement  with  Colfax  citizens  regarding  the  terminal. 


The  fourth  annual  nieeling  of  the  American  Railway,  Engineer- 
ing and  Maintenance  of  Way  Association  was  held  in  Chicago, 
March  17th,  to  19th.  There  were  many  interesting  reports  read, 
most  of  which  were  applicable  only  to  steam  railroad  work.  The 
reports  and  discussions  on  Track,  Ballasting  and  Ties,  however, 
will  be  found  of  interest  to  electric  railway  engineers,  and  we  give 
herewith   abstracts   of  these   papers. 


TRACK. 


The  report  on  Track  was  divided  into  four  sections,  namely : 
Definitions,  Maintenance  of  Line,  Maintenance  of  Surface,  Mainte- 
nance of  Gage.  Part  l  of  the  report  included  definitions  of  align- 
ment, curves,  curve  easement,  curve  simple,  curve  vertical,  eleva- 
tion, gage,  level,  line,  surface,  tangent  aid  track. 

Part  2  considered  the  maintenance  of  line.  In  regard  to  the  ad- 
justment of  tangents  the  committee  recommended  that  tangents  shall 
be  adjusted  by  throwing  the  tangents  between  summits,  between 
curves,  or  by  throwing  the  curves  to  meet  the  tangents,  or  by  i)ar- 
tially  throwing  curves  and  partially  throwing  tangents,  as  may  pro- 
duce the  least  work.  Centers  shall  be  set  with  the  transit  to  insure 
accurate  line.  The  conimitlce  recommended  easement  curves  to  be 
used  as  follows : 

For  speed  not  exceeding  30  miles  per  hour  on  all  curves  exceed- 
ing 2°.  For  speed  not  exceeding  60  miles  per  hour  on  all  curves 
exceeding  l".  Wlhcre  higher  speed  is  attained,  on  all  curves  exceed- 
ing 30'.  Easement  curves  shall  be  used  between  curves  of  dififerent 
degree  in  the  same  way  that  they  are  used  between  curves  and  tan- 
gents. The  length  of  easement  curves  shall  be  the  same  as  the  dis- 
tance in  which  the  curve  elevation  is  run  out;  therefore,  as  the 
super-elevation  of  the  curves  depends  not  alone  on  the  degree  but 
also  on  the  speed  of  trains  the  length  of  the  easement  curves  should 
vary  in  the  same  manner. 

For  ordinary  practice  a  chord  length  equivalent  to  100  ft.  for 
each  degree  of  variation  in  curvature  is  recommended,  but  where 
the  conditions  will  not  allow  this  a  chord  length  of  25  to  30  ft. 
may  be  used.  For  very  high  speed  roads  a  chord  length  equivalent 
to  150  ft.  or  more  per  degree  of  variation  is  recommended,  the  essen- 
tial point  being  that  the  length  of  the  easement  curve  shall  be  the 
same  as  the  distance  in  which  the  elevation  of  the  outer  rail  is 
raised  from  zero  to  full  elevation. 

The  method  recommended  for  securing  and  maintaining  perfect 
line  is  to  place  permanent  witnesses  at  points  of  tangents,  points  of 
spiral,  points  of  change  of  curvature,  summits,  and  at  sucli  oilur 
points  along  curves  or  tangents  as  will  enable  the  alignmcnl  to  be 
identically   reproduced   with  a  transit. 

Part  3  of  the  report  treats  of  maintenance  of  surface.  I  lie  cnni- 
mitlee  advises  that  the  following  approximate  fornuila  be  used  for 
determining  the  elevation  of  curves  with  special  consideration  as  to 
the  amount  and  beginning  and  end  of  elevation  as  niodifu'd  by  loca- 
tion of  curves  and  conditions  of  traffic. 

Gv' 


^  —  32. 16  R 
ill  which  e  =  elevation  in  feet,  G  =  gage  of  track  in  feet,  v  — ve- 
locity in  feel  per  second,  R  -^  radius  of  curve  in  feet.  This  fornuila 
will  give  practically  correct  theoretical  elevation  for  the  outer  rail  of 
curves  and  is  recommended  for  ordinary  practice,  but  must  be  modi- 
fied to  suit  special  conditions.  In  general  as  a  mailer  of  safety  pref- 
erence should  be  given  to  fast  passenger  traffic.  The  slower  freight 
IralTic  must  alsr)  be  considered,  as  it  often  happens  that  on  freight 
lines  the  correct  elevation  for  passenger  service  would  be  so  exces- 
sive for  freight  service  that  the  increased  train  resistance  would 
materially  reduce  the  tonnage  hauled.  In  this  case  a  compromise 
must  be  made  between  the  two  rales  of  speed  and  the  curve  eleva- 
tion used  will  be  theoretically  too  small  for  passenger  service  biit 
practicable  for  freight  service.  The  practice  of  running  over  curves 
at  a  speed  greatly  in  excess  of  the  speed  for  which  they  arc  ele- 
vated should  be  avoided,  as  it  results  in  increased  flange  and  rail 
wear  and  cost  of  maintenance.  The  curves  cannot  ride  perfectly 
and  the  danger  of  accident  is  increased.  The  maximum  allowable 
elevation  of  curves  depends  on  local  conditions.  On  fast  passenger 
roads  where  crushed  stone  or  oilier  stiff  ballast  is  used  a  didfcrcnce 


218 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  4. 


in  elcvaiioii  of  8  in.  is  successfully  maintained  ami  the  committee 
recommends  that  this  figure  be  adopted  as  a  maximum,  and  when 
greater  elevation  is  required  speed  shall  be  reduced  until  the  8-in. 
elevation  gives  satisfactory  results.  The  inner  rail  shall  be  main- 
tained at  grade. 

The  use  of  vertical  curves  wherever  changes  occur  in  the  rate 
of  grade  is  .10  universal  that  it  does  not  seem  necessary  to  enter 
into  a  discussion  of  it.  Krom  reports  from  various  roads  received 
by  the  committee  the  Imlance  of  opinion  favors  a  vertical  curve  be- 
tween the  limits  of  200  and  900  ft.  in  length ;  the  Italance  of  opinion 
is  also  in  favor  of  a  rate  in  change  of  grade  varying  Iwlwcen  d.  1  on 
summits  and  0.05  on  sags,  and  that  a  paralxila  or  some  modified  form 
of  this  curve  Ik  used  in  the  majority  of  cases,  riicrc  is  no  satis- 
factory  theoretical  basis   on   which   this  question   can  1)C   discussed. 

Concerning  the  proper  methods  of  tamping  the  committee  recom- 
mends for  earth  or  clay  liallast  the  following  tools:  Shovel 
equipped  with  iron  cuflf  or  handle  for  lamping,  and  broad  pointed 
lamping  bars.  Tamp  each  lie  from  18  in.  inside  of  the  rail  to  end 
of  lie  with  handle  of  shovel  or  tamping  bar.  If  possible,  tamp  the 
end  of  the  tic  outside  of  rail  first  and  let  trains  pass  over  before 
tamping  inside  of  rail ;  give  special  attention  to  lamping  under  the 
rail;  tamp  center  of  ties  loosely  with  the  blade  of  the  shovel;  the 
dirt  or  clay  between  the  ties  must  \k  pLiced  in  layers  and  firmly 
packed  with  feet  or  otherwise,  so  that  it  will  quickly  shed  the  water; 
the  earth  must  not  be  Iwnked  above  the  bottom  of  the  ends  of  the 
ties;  the  filling  between  the  ties  must  not  touch  the  rail  and  should 
Ix-  as  high  as,  or  higher  than,  the  top  of  the  ties  in  the  middle  of  the 
track. 

For  cinder  ballast  the  tools  recommended  are  a  shovel,  tamping 
bar,  or  tamping  pick.     The  work  is  the  same  as  for  gravel. 

For  burnt  clay  ballast  the  tools  should  be  a  shovel  only,  for  soft 
material ;  when  burnt  very  hard  tamping  pick  or  bar  should  be 
used.  The  ties  should  be  tamped  15  in.  inside  of  rail  to  end  of  the 
tie,  tamping  the  end  first  and  letting  train  pass  before  tamping  inside 
of  rail;  lamp  center  loosely;  lamp  well  between  the  ties;  dress  bal- 
last same  as  for  earth  or  cinders. 

For  broken  stone  or  furnace  slag  the  tools  should  be  a  shovel, 
lamping  pick  and  stone  fork.  Tamp  15  in.  inside  of  rail  to  end 
of  tie  and  if  possible  tamp  the  end  of  the  tie  outside  of  rail  first  and 
allow  train  to  pass  over  before  tamping  inside.  Tamp  well  under 
the  rail;  tamp  well  under  the  tie  from  end  of  same;  do  not  tamp 
center  of  tie;  fill  in  between  ties  to  top  of  tic  and  bank  ballast  into 
shoulder  about  the  end  of  the  ties  level  with  the  top  of  tie. 

For  chat,  gravel  or  chert  ballast  the  tools  should  be  a  shovel,  tamp- 
ing pick,  or  tamping  bar.  For  light  traffic  shovel  tamping  is  suffi- 
cient. For  heavy  traffic  the  tamping  pick  or  tamping  bar  should  be 
used.  The  tamping  bar  is  recommended  instead  of  the  pick  for 
ordinary  work.  Tamp  solid  from  a  point  15  in.  inside  of  rail  to  the 
end  of  the  tie,  if  possible,  tamp  the  end  of  the  tic  outside  of  the  rail 
first  and  allow  train  to  pass  over  before  tamping  inside  of  rail ;  care 
must  be  taken  not  to  disturb  the  old  bed.  The  tie  must  be  tamped 
solidly  from  the  end  using  pick  or  lamping  bar.  After  train  has 
passed  the  center  of  the  tie  shall  be  loosely  tamped  with  the  blade 
of  the  shovel.  Whether  the  material  shall  be  banked  around  the 
ends  of  the  ties  or  not  will  depend  upon  how  well  the  ballast  will 
drain. 

Part  4  of  the  report  relates  to  maintenance  of  gage.  The  report 
gives  some  historical  data  in  regard  to  gages  of  some  of  the  early 
railways.  The  earliest  roads  of  which  a  record  can  be  found  used  a 
4  ft.  8'/-in.  gage  to  fit  the  wagons  then  in  use.  After  many  changes 
of  gage  the  first  one  used  finally  Iwcanie  standard  in  Great  Britain 
and  is  now  standard  for  more  than  200,000  miles  of  railroad  in  this 
country.  In  spiking,  the  standard  gage  tool  shall  be  used  and  the 
rail  held  against  the  gage  with  a  bar  while  the  spike  is  being  driven. 
Within  proper  limits  a  slight  variation  of  the  gage  from  standard 
is  not  seriously  objectionable  provided  the  variation  is  uniform  and 
constant  over  long  distances.  Under  ordinary  conditions  it  is  not 
necessary  to  regage  such  track  when  the  increase  in  gage  has  not 
amounted  to  more  than  J-i  in.  All  spikes  shall  be  started  straight 
and  so  driven  that  the  face  of  the  spike  shall  come  in  contact  with 
the  base  of  the  rail ;  the  spike  should  never  have  to  be  straightened 
while  being  driven.  Outside  spikes  of  both  rails  shall  be  on  the  same 
side  of  the  tie  and  inside  spikes  on  the  opposite  side  of  the  tie.  The 
inside  and  outside  spikes  shall  be  separated  as  far  as  the  tie  will 
permit.     The  ordinary  practice  shall  be  to  drive  the  spike  21/2  in. 


from  the  outer  edge  of  the  tie.  The  allowance,  if  any,  in  gage  of 
curves  varies  widely  in  different  parts  of  the  country  and  the  com- 
mittee did  not  feel  justified  in  making  any  recommendations  on  this 
subject  at  the  present  time. 

To  prevent  spreading  of  track  and  canting  of  rails  on  curves  the 
committee  recommends  for  heavy  traffic  the  use  of  tie  plates  on  all 
ties  on  curves;  for  medium  traffic  tie  plates  on  all  curves  over  3°; 
for  light  traffic  double  spike  the  outside  of  rails.  Tie  plates  are  rec- 
ommended in  preference  to  rail  braces,  except  for  guard  rails  and 
.stop  rails  at  switches,  where  the  latter  should  be  used 

The  report  was  signed  by  W.  P.  Poland,  F.  R.  Coates,  John  Doyle, 
Garrett  Davis,  C.  B.  Hoyt,  II.  C.  Landon,  G.  A.  Mountain,  D.  Mac 
Pherson,  J.  C.  Scsser. 


BALLASTING. 


In  the  early  construction  of  railroads  we  find  cases  where  short 
rails  were  piimcd  to  the  top  of  stone  posts  set  in  the  ground  and 
even  stone  tics  or  sleepers  were  sometimes  used  to  which  to  fasten 
the  rails.  This  construction  was  followed  by  strap  iron  on  wooden 
stringers  supported  on  tranversc  wooden  mud-sills.  With  these 
primitive  forms  of  construction  there  was  no  necessity  for  Inllast 
but  with  their  abandonment  and  the  adoption  of  the  usual  form 
of  rails  and  cross  ties  the  necessity  of  tamping  to  maintain  line 
and  surface  came  in  and  with  it  the  necessity  of  l>allasling. 

Gravel  was  the  most  available  material  obtainable  and  was  used  in 
places  where  the  natural  material  was  of  a  soft  or  clayey  nature. 
If  no  good  gravel  was  obtainable  stone,  usually  hand  broken,  and 
refuse  from  mills  and  mines  that  was  hard  enough  to  resist  crushing 
were  used.  This  brought  cinder,  slag  and  tailings  into  use.  Event- 
ually the  demand  for  ballast  where  none  of  the  above-mentioned 
materials  were  obtainable  led  to  the  use  of  burnt  clay,  probably  sug- 
gested by  the  manufacture  of  brick.  Of  all  the  railroad  mileage  in 
the  country  less  than  half  has  any  ballast  at  all  and  of  that  ballasted 
more  than  half  is  gravel.  Nc.\t  in  amount  of  use  is  cinders  and 
slag,  then  broken  stone,  then  mine  tailings  and  finally  burnt  clay. 

After  defining  the  various  kinds  of  ballast  the  committee  pre- 
sented specifications  for  the  various  kinds  in  use. 

Engine  Cinders.  There  seem  to  be  no  specifications  possible  for 
cinder  ballast  but  if  cinders  are  wet  down  immediately  after  being 
drawn  they  will  make  better  ballast  than  if  allowed  to  continue  to 
burn.  Cinders  make  good  ballast  for  sidings,  yards  and  lines  of 
light  traffic;  they  make  a  good  Ixdlast  on  new  work  where  dumps 
are  settling ;  they  are  good  in  wet  places ;  they  are  good  on  temporary 
work;  they  are  easily  handled.  Anthracite  cinders  are  better  than 
those  from  soft  coal  and  there  is  considerable  difference  in  those 
obtained  from  different  kinds  of  soft  coal.  The  chemical  action 
tending  to  destroy  rails  and  ties  varies  greatly  but  the  effect  on  both 
is  injurious  to  a  greater  or  less  extent.  They  should  not  be  used 
on  main  lines  subject  to  heavy  traffic. 

Stone  Ballast.  This  should  be  durable  enough  to  resist  the  disin- 
tegrating influences  of  the  climate  where  it  is  used;  it  should  be 
hard  enough  to  prevent  pulverizing  under  the  traffic  to  which  it  is 
subjected;  it  should  break  in  angular  pieces  when  crushed.  It  is 
recommended  that  the  maximum  size  of  ballast  shall  not  exceed 
pieces  which  will  pass  through  a  l-)4-in.  ring,  but  a  ring  of  I'/j  in. 
diameter  is  preferred  as  the  maximum  measure  of  size.  It  is  recom- 
mended that  the  minimum  size  will  not  pass  through  a  screen  with 
!4-in.  holes.  A  minimum  thickness  of  6  in.  under  the  tie  is  to  be 
considered  as  ballasted  track,  but  a  minimum  of  8  in.  under  the  tie 
is  preferred ;  the  extreme  maximum  thickness  of  18  in.  under  the 
tie  is  recommended  with  an  ordinary  maximum  of  12  in.  The  upper 
surface  of  the  ballast  should  be  level  with  the  top  of  the  tic  and 
should  extend  9  in.  beyond  the  ends  of  the  ties;  the  slope  should  not 
Ix;  deeper  than  i^  to  i. 

Burnt  Clay.  This  is  of  quite  recent  use  and  practically  confined 
to  the  territory  in  the  central  basin  of  the  country  where  sufficient 
quantities  of  stone  or  gravel  cannot  be  obtained  without  excessive 
cost.  It  should  be  made  from  clay  free  from  sand  or  soil  and 
should  be  thoroughly  tested  in  small  test  kilns  before  establishing 
a  ballast  kiln.  Clay  must  be  thoroughly  burnt  and  coal  must  be 
fresh  and  clean  enough  to  burn  with  a  clean  fire;  quantity  of  fuel 
and  time  of  burning  will  vary  with  the  nature  of  the  clay  and 
weather  conditions;  burning  should  be  done  under  supervision  of 
a  competent  burner  and  fuel  should  always  be  on  hand  when  re- 


Apr.  20,  1903.] 


STREET  RAILWAY  RE\'IE\V. 


219 


quired:  ballast  should  not  be  loaded  out  of  the  pit  hot;  absorption 
of  water  should  not  exceed  15  per  cent.  Where  fuel  is  cheap  and 
suitable  material  can  be  obtained  clay  ballast  can  be  made  at  about 
the  same  cost  as  crushed  rock.  The  cost  for  putting  it  under  the 
track  is  much  less  than  for  stone. 

Gravel  Ballast.  This  being  a  natural  product  no  specifications 
can  be  made  upon  which  a  given  deposit  could  be  accepted  or  re- 
jected. Whether  a  given  deposit  of  gravel  is  of  any  value  as  bal- 
last will  depend  on  the  results  of  tests.  To  make  good  ballast  it 
must  be  composed  of  firm  particles  that  will  not  readily  decay  and 
varying  in  size  from  coarse  sand  to  iVi  in.  in  diameter.  It  must  be 
sufficiently  free  from  clay  and  soil  to  allow  drainage.  Gravel  ballast 
of  irregular  boulders  containing  considerable  clay  can  be  made  into 
first-class  gravel  usually  by  passing  it  through  a  washer  and 
crusher,  the  larger  boulders  being  crushed  into  small,  irregular 
masses,  giving  a  superior  holding  quality  on  the  tie.  The  washing 
will  make  the  ballast  drain  so  it  will  not  churn  in  wet  weather. 
The  report  defines  ballasted  track  as  track  which  is  held  in  line  and 
surface  by  selected  material  placed  alxjve  the  roadbed  in  which 
the  ties  are  imbedded. 

In  conclusion  it  is  stated  that  very  little  of  the  railroad  mileage 
of  the  country  can  be  maintained  satisfactorily  with  the  material 
which  forms  the  roadbed,  .\lmost  always  selected  material  is  de- 
manded that  must  be  transported  and  put  into  the  track.  There  is 
a  great  variety  of  natural  or  artificial  material  obtainable  in  vari- 
ous localities  that  meets  the  demands  more  or  less  perfectly  and 
which  it  is  good  policy  to  use.  With  the  increase  of  speed  and 
weight  of  engines  and  cars  the  duty  called  for  on  ballast  has  grown 
more  exacting,  and  materials  that  gave  satisfactory  results  under 
30,000-lb.  axle  loads  fail  in  a  short  time  under  45.000  and  scooo-lh. 
axle  loads  now  coming  into  use.  Except  where  an  exceptionally 
good  quality  of  gravel  is  obtainable  it  is  the  opinion  of  the  com- 
mittee that  only  stone  ballast  of  proper  size  and  having  a  depth 
of  12  in.  under  the  lie.  resting  on  a  well-drained  roadbed,  will  meet 
the  requirements  of  roads  with  heavy  traffic,  largest  engines  and 
fast  service. 

'ITiere  are  several  causes  for  the  failure  of  ballast.  It  may  not 
stand  the  action  of  the  weather.  This  is  true  of  certain  kinds  of 
stone  and  most  artificial  ballast.  It  may  not  have  sufficient  strength 
to  resist  pressure  or  it  may  wear  out  and  Income  pulverized  by  the 
grinding  of  the  pieces  against  each  other  and  from  frequent  tamp- 
ing. This  is  more  or  less  true  of  all  ballast  but  is  less  marked 
in  good  stone  and  gravel  than  with  other  varieties.  It  may  fail 
for  want  of  weight  or  cohesion  and  be  blown  or  washed  away,  and 
fail  to  hold  the  ties  in  position.  It  may  fail  on  account  of  a  large 
part  of  the  pieces  being  of  a  globular  shape  with  smooth  surfaces 
which  allow  the  pieces  to  move  as  well  as  the  tie,  or  the  failure 
may  be  from  want  of  support  from  below,  especially  if  the  roadbed 
becomes  concave  and  has  defective  drainage. 

The  report  was  signed  by  E.  Ilolbrook,  F.  .'\.  Molitor,  S.  B. 
Fisher,  J.  V.  Ilanna,  C.  A.  Paqueltc,  N.  P.  Parct,  W.  15.  Storey, 
Jr.,  G.  M.  Walker,  Jr.,  H.  U.  Wallace. 


TIES. 


The  report  of  the  committee  on  ties  staled  that  there  was  a  wide 
difference  in  the  terms  applicable  lo  the  various  kinds  of  ties  an<l 
their  conditions  and  gave  the  following  definitions  which  represent 
what  the  comniillec  believes  lo  be  the  best  and  most  general  usage: 

Tapped  Tie. — A  tie  made  from  a  tree  from  which  the  resin  or 
tur[H-nlinc  has  licen   extracted   before   felling. 

Pole  Tic. — A  lie  made  from  a  tree  of  such  size  that  only  one  tie 
can  be  made  from  a  section.  Such  a  tie  generally  shows  sap  woorl 
on  two  sides. 

Split  Tie. — A  lie  maile  from  a  tree  of  such  size  that  only  Iwo  ties 
can  Ik  made  from  a  section. 

Quartered  Tic. — A  tic  made  from  a  tree  of  such  size  lliat  only 
four  ties  can  \>c  made  from  a  section. 

Slab  Tic. — A  lie  hewn  or  sawn  on  top  and  lx)ttom  only. 

Sap  Tic. — A  tic  which  shows  more  than  Ihe  prescribed  nmouiil 
of  sap  wood  in  cross  section. 

Heart  Tie. — A  tie  which  shows  sap  wood  only  on  Ihc  corners 
and  which  sap  wood  docs  not  measure  more  than  i  in.  on  lines 
drawn  diagonally  across  end  of  tie. 


Strict  Heart  Tic. — .\  lie  which  shows  no  sap  wood  in  cross  sec- 
tion. 

Wave  Tic. — A  tic  which  has  a  bend  or  crook  in  its  length. 

Wind  Shake. — A  defect  in  limber  caused  by  action  of  wind  on  the 
growing  tree  resulting  in  the  distortion  or  separation  of  ihc  fibers. 

Doty  Tie. — A  tie  which  contains  dote  or  dry  rol. 

Pecky  Tic. — A  tie  made  from  the  cypress  tree  which  is  affected 
with  a  fungus  disease  known  locally  as  "peck,"  This  does  not 
necessarily  affect  the  usefulness  of  the  lie. 

Score  Marks. — Marks  made  by  the  ax  as  a  guide  for  howiiig. 

Tie  Plate. — Something  interposed  between  the  rail  and  the  tie  to 
prevent  the  wear  of  the  tie. 

Much  of  the  data  received  by  the  comniillec  in  regard  lo  the 
specifications  of  untreated  lies  and  ihe  inspection  and  classific.il imi 
of  the  same  was  received  .so  late  that  time  did  not  permit  il  in  be 
fcirmuhilcd  into  typical  spccificaliims,  hence  this  subject  was  coii- 
liiuK-d  for  a  succeeding  report.  A  large  number  of  responses  were 
received  ill  reply  lo  requests  for  statistics  on  lie  renewals  and 
associated  points,  which  will  be  published  in  tabular  form  in  the 
Proceedings  of  the  Association. 

In  regard  to  preservative  processes,  the  daUi  gathered  for  this 
year's  report  confirm  the  statements  heretofore  given  as  lo'the 
average  life  of  treated  lies  in  this  country.  The  records  of  treated 
lies  for  several  roads  were  given  as  follows :  On  the  Atcliisoii. 
Topcka  &  Santa  Fe  Ry.  the  treated  lies  removed  between  1897  and 
1901  showed  an  average  life  of  from  10.18  lo  10.78  years.  On  the 
Chicago,  Rock  Island  &  Pacific  Ry.  the  treated  ties  renewed  in 
1901  show  an  average  life  on  that  road  east  of  the  Missouri  River 
of  10.66  years  and  il  is  estimated  at  one  year  more  west  of  the  Mis- 
souri River.  On  the  Southern  Pacific  (Atlantic  System)  all  the 
treated  lies  laid  from  1887  lo  1889  had  been  removed;  17  per  cent 
of  the  1890,  64  per  cent  of  the  1891,  83  per  cent  of  the  1892,  and 
90  per  cent  of  the  1893  ties  are  reported  to  be  still  in  the  track.  On 
the  Southern  Pacific  (Pacific  Syslcni)  85  per  cent  of  the  lies  laid 
in  1894,  75  per  cent  of  the  1895,  85  per  cent  of  the  1896,  94  per 
cent  of  the  1897  and  98  per  cent  of  the  1898  are  still  in  the  track. 
On  ihe  Penn.sylvania  lines  west  of  Pittsburg  the  ties  removed  on 
account  of  decay  have  had  an  average  life  from  8.8  lo  9.2  years. 

While  il  is  not  improbable  that  some  new  methods  of  preserving 
lies  may  prove  of  value  il  is  assumed  that  the  railroads  will  chiefly 
hold  to  the  processes  which  have  stood  the  test  of  time;  these  arc 
creosoting,  zinc-creosoling,  Burnellizing  and  the  zinc-tannin  or 
Wellhouse  process.  It  is  desirable  to  emphasize  the  necessity  for 
careful  and  conscientious  supervision  of  the  operation  of  a  timber- 
treating  plant.  T\ic  value  of  treated  limber  when  exposed  lo  the 
elements  depends  upon  a  number  of  conditions  such  as  the  kind  of 
wood,  its  treatment  and  its  subsequent  exposure,  as  well  as  the 
process  which  may  have  been  adopted.  Most  important  of  all  is  the 
thoroughness  with  which  the  work  is  done.  Although  the  pro- 
cesses are  apparently  simple  experience  has  shown  that  there  arc 
quite  a  number  of  precautions  necessary  to  produce  good  wofk. 

In  Europe  lies  are  universally  seasoned  until  fit  for  trealmcni. 
In  the  United  States  there  is  divergence  of  opinions.  The  Southern 
Pacific  company  claims  that  lies  of  Oregon  fir  are  best  impregnalcd 
flesh  cut.  This  may  be  the  result  of  resin  and  slimy  .sap  in  the 
wood  which  does  not  resist  the  cnlrance  of  the  chemicals  when 
limpid,  but  dries  in  the  pores  and  gums  Ihc  outer  surfaces.  In 
Germany  Ihe  difficulty  is  met  by  sawing  off  thin  slabs  from  each 
end  of  telegraph  poles  which  have  been  seasoned  before  Irealing 
lliem,  as  the  impregnaling  fluid  chiefly  enters  at  the  en<ls  aiul  not 
from  the  side  surfaces.  The  besl  way  of  governing  Ihe  seasoning 
.equired  for  American  woods  will  be  lo  cslablLsh  by  experiment 
their  weight  per  cubic  foot  when  in  condition  lo  be  impregnated 
iliroughoiil.  This  may  be  ascertained  Iiy  chemical  analysis  of  bor- 
ings from  the  center,  quarters  and  ends  of  Ircaled  tics  allowed  to 
sca.son  for  varying  limes  before  Irealmenl.  Room  must  be  made 
in  the  wood  for  Ihe  solulion  either  by  the  nalural  seasoning  or  by 
extracting  Ihc  sap. 

Tics  of  different  seasonings  should  not  be  mixed.  This  is  rjbvious 
enough  and  yet  is  frequently  disregarded.  When  ties  of  different 
degrees  of  seasoning  arc  treated  in  one  retort  .some  will  absorb  more 
than  others  and  Ihc  Irealmenl  will  nol  he  uniform. 

It  is  assumed  thai  for  Ihe  present  Ihc  chief  processes  used  in  the 
United  .Stales  will  involve  the  injection  of  chloride  of  zinc.  Tlio 
present  German  practice  is  lo  inject  Ihe  equivalent  of  half  a  pound 


!20 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  4. 


ii(  iIk-  dry  sail  of  cliloriilc  »i  zinc  ptr  cubic  foot  of  wood.  This 
was  arrived  at  after  some  disappoimiiig  experiences  with  lesser 
ainoiiiits  and  it  seems  well  to  follow  this  practice. 

Ties  being  generally  cnt  in  winter  become  Iwtler  seasoned  in  the 
late  summer  and  antumn.  'Hie  strength  of  the  solution  should 
then  be  reduced  so  as  to  inject  the  same  equivalent  of  dry  chloride 
as  before.  If  the  amount  determined  on  is  injected  the  weaker  the 
solution  the  Iwller,  for  it  is  more  thoroughly  distributed  in  the 
wood.  The  universal  practice  in  Germany  is  to  weigh  each  bnggy- 
load  of  32  lies  t>efore  running  it  into  the  retort  and  to  weigh  it 
again  afterwards,  thus  ascertaining  just  how  nuich  solution  has 
been  injected  into  each  log.  If  the  lot  has  not  absorbed  enough 
i-.  is  put  lack  into  the  retort  and  treated  the  second  time.  The 
committee  especially  recommends  the  use  of  dating  nails  or  some 
other  method  for  identifying  lies  so  that  an  accurate  record  of  ilic 
life  of  the  ties  can  lie  kept. 

The  report  was  signed  by  E.  R.  Gushing,  RoIktI  Bell,  W.  ArclK-r, 
J.  B.  Berry,  O.  Chanute,  W.  W.  Curtis,  R.  R.  Hammond,  E.  E. 
Hart,  W.  VV.  llayden,  C.  C.  Mallard,  J.  C.  Nelson,  S.  M.  Rowc. 


PRIVILEGES  FOR  ELECTRICAL  STUDENTS. 


TRADE  MARK  FOR  DETROIT   UNITED  RY. 


^ilRO// 


^4lvH^ 


In  January  last  the  Detroit  United  Ry.,  realizing  the  desirability 
of  having  some  distinctive  emblem  to  mark  the  property,  stationery 
and  general  literature  of  the  company,  decided  to  adopt  an  appro- 
priate trade  mark  and  invited  the  public  to  assist  in  the  selection 
of  a  suitable  trade  mark  design.  It  advertised  for  suggestive 
■sketches  and  offered  to  pay  the  sum  of  $25  for  the  design  accepted. 
I^rticular  emphasis    was    laid    upon   the   necessity   of   simplicity   in 

the     design,     and     complex 

^ ^  groups,   lengthy  mottoes   or 

inscriptions    were    not    con- 
sidered. 

In  response  to  lliis  invi- 
tation, the  company  re- 
ceived about  500  different 
designs,  and  has  finally  se- 
lected a  simple  arrangement 
of  t  li  c  words  "Detroit 
United  Railway"  as  being 
the  most  suitable  for  all  the 
uses  desired.  The  three 
words  appear  in  white 
against  a  solid  backgrniind, 
this  arrangement  giving  an 
attractive  appearance  and  further  being  capable  of  adjustment 
to  all  the  color  effects  desired.  At  the  same  time  is  so  clearly 
individual  in  its  application  as  to  leave  no  doubt  as  to  its  purpose 
or  ownership.  For  the  printer,  engraver  and  painter,  it  is  easy  of  re- 
production, and  whether  upon  a  letter  head,  check,  panel  or  any 
other  place  to  which  it  is  adapted,  its  significance  cannot  be  mis- 
taken. It  is  to  be  accepted  as  the  official  trade  mark  of  the  coni- 
jiany,  and  will  appear  on  all  its  properly  and  stationery,  and  wher- 
ever a  distinguishing  mark  is  desired.  Ihc  design  is  original  with 
Mr.  William  J.  Ryan,  nf  Detroit,  who  has  been  awarded  the  $25 
prize  money. 

This  idea  of  a  distinctive  trade  mark  for  electric  railway  com- 
panies appears  to  be  a  capital  idea,  as  emblems  and  designs  for  this 
purpose  have  liccn  used  by  railroad  companies,  steamboat  companies 
and  other  large  corporations,  and  it  would  afipear  highly  desirable 
that  the  individual  electric  railway  companies  adopt  a  monogram 
or  trade  mark  that  will  distinguish  their  properly,  stationery  and 
advertisements  from  other  corporations  in  the  same  locality. 


The  Jersey  Shore  (Pa.)  Electric  Street  Railway  Co.  recently  re- 
ceived the  engine  for  its  new  power  house. 


A  bill  was  recently  introduced  in  the  Alabama  slate  senate  author- 
izing street  and  intcrurban  railways  to  extend  their  lines  into  Ala- 
bama from  other  states,  and  to  sell  current  for  power  and  heating. 
Its  special  purpose  is  lo  enable  the  Cohnnbus  (Ga.)  Railroad  Co. 
to  enter  Phoenix,  Ala. 


1  he  .American  Inslllute  of  Electrical  Engineers,  New  York  City, 
has  arranged  to  extend  certain  privileges  to  all  those  who  arc  regu- 
larly pursuing  studies  in  electrical  engineering,  such  individuals  to 
Ia!  designated  as  "Students  of  the  American  Institute  of  Electrical 
Engineers."  Local  or  branch  meetings  of  the  Institute  have  been 
established  in  connection  with  the  following  institutions ;  Massa- 
chusetts Institute  of  Technology,  Union,  Lehigh,  Corttcll,  Colum- 
bian, Ohio  State  and  Purdue  Universities,  Pennsylvania  State  Col- 
lege, Western  University  of  Pennsylvania  and  the  Universities  of 
Cincinnati,  Illinois,  Wisconsin,  Missouri  and  Minnesota.  The 
papers  presented  at  the  New  York  meetings,  together  with  the  dis- 
cussions, are  furnished  to  the  branch  meetings. 

Privileges  extended  to  students  include  those  of  being  present  at 
all  but  the  business  meetings  of  the  Institute,  of  receiving  the  reg- 
ular announcements  and  printed  copies  of  monthly  transactions,  and 
of  purchasing  the  semi-annual  liound  volumes  of  the  Institute  trans- 
actions at  a  moderate  cost.  The  conditions  imposed  require  proper 
endorsement  and  the  payment  of  an  annual  sum  of  three  dollars  for 
the  privileges.  No  student  shall  have  the  privileges  for  more  than 
three  years. 

THROUGH  LINE  FROM  CHICAGO  TO  TOLEDO. 


rile  I'uledu  &  Inierurban  Railway  Co.,  of  Toledo,  U.,  recently 
incorporated,  intends  to  build  a  line  from  Pioneer,  O.,  to  Goshen, 
Ind..  connecting  at  Goshen  with  the  Indiana  Railway  Co.  At  South 
Bend  this  latter  road  connects  with  the  projected  Chicago  &  In- 
diana .'\ir  Line  Co.  At  Pioneer  the  new  line  is  to  connect  with  the 
Toledo  &  Western  Railway  Co.  'ITic  Garrett,  Auburn  &  Northern 
Railway  Co.  runs  from  Fort  Wajnic  to  a  point  between  Pioneer 
and  Goshen  on  the  new  intcrurban  line  and  will  be  eventually  con- 
solidated with  the  latter.  The  Garrett,  Auburn  &  Northern  con- 
nects at  Fort  Wayne  with  the  lines  running  to  Indianapolis.  This 
chain  of  roads  will  not  only  give  a  through  line  from  Toledo  to 
Qiicago,  but  gives  a  line  from  Chicago  to  Indianapolis  and  from 
Toledo  to  Indianapolis.  The  material  has  been  ordered  for  the 
Toledo  and  Chicago  intcrurban  and  for  the  Garrett,  Auburn  & 
Northern.     The  two  roads  will  cost  $1,800,000. 


NEW  CARS  FOR  THE  TOLEDO  RAILWAYS 
LIGHT   CO. 


& 


The  Toledo  Railways  &  Light  Co.  has  recently  ordered  40  new 
cars  of  which  the  G.  C.  Kuhlman  Car  Co.  is  building  30  and  the 
J.  G.  Brill  Co.  is  building  10.  The  Kuhlman  cars  arc  of  the  closed 
type,  having  cross  seals  with  center  aisle.  The  front  platform  is 
vestibnled  and  is  enclosed  on  cither  side  by  folding  doors.  The 
rear  platforms  arc  unusually  long  and  of  the  style  known  as  the 
"Detroit"  platform.  This  is  divided  into  two  sections,  by  means  of  a 
pipe  railing.  The  part  of  the  platform  in  front  of  the  railing  is 
used  exclusively  for  egress  and  ingress  to  the  car,  while  that  part 
to  the  rear  of  the  railing  provides  standing  r<K>m  equal  to  about 
the  size  of  an  ordinary  car  platform  for  those  wishing  to  ride  out- 
side. The  cars  are  designed  to  run  with  the  vestibule  end  alw.iys 
forward  and  steps  are  provided  on  only  one  side  of  the  platform. 
The  dasher  extends  around  the  opposite  side  of  the  platform  and 
sufficient  space  is  left  between  the  end  of  the  cross  railing  and  the 
inside  of  Ihe  platform  lo  allow  a  passenger  to  pass  around  the  rail- 
ing. 'Hie  cars  are  handsomely  finished  and  decorated.  The  Brill 
cars  arc  similar  in  general  design  to  the  Kuhlman  cars,  the  length 
of  the  bodies  Ix-ing  32  ft.  4M>  in.  and  the  width  over  all  8  ft.  The 
front  platform  is  vestibnled  and  entrance  to  the  front  door  of  the 
car,  which  is  on  one  side  of  the  center,  is  made  without  passing 
through  the  motorman's  compartment.  The  rear  platforms  are 
of  the  "Detroit"  t)-pe.  In  the  rear  of  the  car  are  two  longitudinal 
scats  extending  about  one-third  of  the  length  of  the  l)ody  and  there 
are  eight  transverse  scats  on  each  side  of  the  center  aisle  in  the 
remaining  portion  of  this  car.  The  car  is  heated  with  Peter  Smith 
hot  water  heaters  and  the  windows  arc  built  with  upper  and  lower 
sash. 


By  a  close  vote  the  Missouri   legislature  has  decided  llial  there 
shall  be  no  "Jim  Crow"  cars  in  that  state. 


Apr.  20.  1903] 


STREET  RAILWAY  REVIEW. 


221 


Kensington  Shops  of  the  Union  Traction  Co,,  Philadelphia, 


All  tlic  car  repair  work  for  the  Union  Traction  Co.,  of  Philadel- 
phia is  at  present  carried  on  at  two  main  repair  shop.s,  one  at  8th 


ing  the  entire  block  at  the  j miction  of  Kensington  and  Cnmborland, 
The   company  has  adopted   the  policy  of  making  many  of  its  own 


JACKIN(;  III'  DEPARTMENT. 


and  Danphin  Streets,  under  the  charge  of  Mr.  R.  G.  Oliver,  master 
mechanic,  and  one  at  Kensington  and  Cumberland  Avenues  in 
charge  of  Mr.  Frank  H.  Wampler,  master  mechanic.  Mr.  Oliver 
takes  care  of  most  of  the  car  painting,  repairs  to  car  bodies,  car- 


snpplies,  and   these   shops    form   practically   a   large   mannfaclnring 
establishment. 

The  Union  Traction  Co.  has  abandoned  the  use  of  repair  pits,  ex- 
cept in  the  department  devoted  exclusively  to  the  overhauling  and 


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iwiitcr   work,   etc.,   and    Mr.    Waniplcr   has   charge   of   iiiosl   of   the 
electrical  repairs  and  repairs  of  trucks. 
The  Kensington  shops  occupy  a  three- story  brick  building,  cover- 


repairs  of  trucks.  When  cars  are  brought  in  fnr  rcp.iirs  they  go 
first  to  the  "jack-up"  room.  Here  the  bodies  are  lifted  from  the 
trucks  by  means  of  a  traveling  electric  hoist  and  crane,  and  are 


■>->•> 


STREET  RAILWAY  REVIEW. 


(Vol  XIII.  No  4- 


tht 

TOO! 
I 


ks  arc  then  drawn  from  under 
:^r  tabic  are  taken  to  the  truck 

.   tnxks  about   the  shops   Mr.   Wamplcr  has  recently 


liy  means  of  a  long  heavy  h'"k.  rai^^rd  and  lowered  by  a  Ic^er  in 
the  cab.  he  can  hook  on  to  a  Miigic  .jr  J._.ub!c  truck  and  shift  it  to 
any  part  01  a. 

A  special  ad  to  be  devised  to  give  pfx>per  control  over 


BEAKING  DEPAKTXIEST. 
WOODWORKING  SHOP. 


Wl.\£>lNt,  8<X»i. 
BLACKSMITH  SHOP. 


devised  a  novel  electric  transfer  truck.  This  is  shown  in  the  accom- 
panying views.  It  was  made  from  a  Bemis  single  truck  from  which 
the  side  bars  were  removed,  and  the  pedestal  yokes  brought  close 
together  giving  a  very  short  wheel  base.    On  the  trade  is  motmted 


the  trtKk.  The  controller  is  placed  in  a  horizontal  positioa,  and  the 
handle  is  thro»Ti  by  a  lever  located  in  the  cab.  There  are  three 
positions  of  the  controller  handle,  off,  on,  and  reverse,  and  for  the 
purpose  of  starting  slowly  when  necessary  a  rheostat  box  and  a  set 


TKAN^FEK  TRL'l.K  WITH  >IETAL  CAB  KEMOVEU. 


TRANaFEK  TUVCS..  SHOWING  RESISTANCE  COiLs. 


one  G.  EL  Soo  motor,  and  at  one  end  is  a  low  enclosed  cap  made  of 
sheet  metal  in  which  the  boy  sits  who  operates  the  transfer  track. 
With  this  contri\'ancc  the  operator  can  run  the  transfer  triKk  under- 
neath a  line  of  car  bodies,  as  they  rest  on  the  wooden  horses,  and 


of  W  resistance  coils  are  provided.     The  construction 

of  the  l^  set  forth  in  one  of  the  accompaiiying  diagrams. 

The   transfer   track  takes  550-voIt   direct  current  through  a   shoe 
ruiming  on  a  third  rail  set  into  the  concrete  flooring  at  the  side  of 


Apr.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


223 


each  track.    The  top  of  the  third  rail  is  about  2  in.  below  the  floor 
level  and  there  is  no  chance  of  mishap  through  accidental  contact. 


tools.     This  room  is  also  fully  equipped  with  overhead  compressed 
air  hoists,  arranged  to  travel  from  one  end  of  the  room  to  the  other. 


TRANSFER  TRUCK  IN  OPERATION. 


The  room  in  which  the  truck  repairs  are  made  is  provided  with 
various  kinds  of  lathes,  and  a  great  variety  of  labor-saving  machine 


and  also  across  the   shop    from   track   to   track.     These   hoists  arc 
used  for  lifting  and  carrying  motors  and  wheels  and  truck  parts. 


GAC.E  FOR  MICA  SEGMENTS. 


tl.AMI'  yi'H   Iiril,I>IN(.   II'  COM.MCTATORS 


The  company  pours  all  its  babbitt  bearings  for  the  various  styles 
of  equipments  used  on  the  system.  The  Ix)xes  are  poured  in  a  special 
frame  which  was  fully  described  in  the  "Review"  for  June  15,  1901. 
The  frame  comprises  a  hexagonal  iron  frame  having  rigidly  fastened 
on  each  face  a  one-half  cylindrical  mandrel  or  core  around  which 
is  placed  the  bearing  shell  to  be  poured.  The  shell  is  held  in  place 
by  an  iron  piece  conforming  closely  to  the  outer  contour  of  the  shell, 
and  fastened  to  the  frame  by  two  taper  pins,  which  when  driven 
home,  hold  the  shell  at  a  distance  from  the  core  mould  corresponding 
wilh  the  thickness  of  the  babbitt  lining  desired.  To  facilitate  pour- 
ing, the  frame  is  placed  on  a  revolving  table,  enabling  the  founder 
to  pour  each  bearing  in  rotation  without  moving  his  position.  With 
this  style  of  pouring  table  one  man  pours  all  the  bearings  for  3,000 
equipments.  The  table  is  shown  in  the  illustrations  of  the  bearing 
department.  The  company  does  not  bore  the  babbitt  bearings  after 
pouring. 

All  the  motors  on  the  system  arc  wound  and  repaired  at  these 
shops.  The  company  makes  the  coils  having  its  own  forms,  wind- 
ing machines,  etc.  Repaired  armatures  are  not  baked,  but  care  is 
taken  in  the  manufacture  of  the  coils  to  thoroughly  dry  them  after 


224 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  4. 


each  >li|i|iiiig.  I'or  ilryiiig  piir|>o.si-!>  llic  sliup  is  pruvidcd  with  a 
hakiiii!  ovi'ii,  made  of  sheds  of  expanded  metal  with  layers  of 
asliestos  hetwceii. 

Worn  otit  commutators  are  refilled  and  assembled  at  these  shops. 
In  this  work  the  regular  methods  of  commnlator  ninnnfnctiire  arc 
followed.  A  working  drawing  of  the  clamping  rings  for  repairing 
G.  v..  800  commntalors  and  the  Westinghouse  No.  3  comnuitators 
are  reproduced  herewith. 

To  facilitate  the  work  of  gaging  mica  sheets  for  commutator  re- 
pair work,  the  master  mechanic  has  devised  a  gaging  machine,  work- 


is  insulated  liy  molded  mica.  This  metal  case  or  shell  is  securely 
bolted  to  the  frame  of  the  machine.  The  armature  is  30  in.  in 
diameter  and  is  of  the  slotted  drum  type,  the  core  being  assembled 
on  the  spider  on  which  the  commulalor  is  also  carried.  It  has  53 
slots  and  159  coils,  each  of  which  consists  of  a  single  turn  of  cop- 
per strap.  Coils  are  held  in  the  slots  by  wedges  of  s|>ccial  un- 
shrink.-ible  material.  The  armature  insulation  consists  essentially 
of  mica,  which  extends  between  the  turns  at  all  points.  The  com- 
mutator bars  are  of  hard-drawn  coii|>er  and  have  solid  necks  raised 
above  the  surface  of  the  connnntalor  with  milled  slots  into  which 


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CONTROLLER  FOR  TRANSFER  TRUCK. 


ing  drawings  for  which  are  also  reproduced  herewith.  The  indicator 
finger  is  first  set  to  give  the  desired  thickness  of  mica,  and  a  boy 
then  makes  up  the  sheets  of  mica  to  the  desired  thickness  by  plac- 
ing segments  together  in  the  machine,  and  adding  pieces  until  the 
finger  points  at  the  prearranged  mark. 


WESTINGHOUSE  MOTORS  FOR  NEW  YORK 
SUBWAY. 


rile  Inlerlinrmigli  Kapiil  I'ransil  Co..  wliicli  lias  divided  its  order 
for  car  motors  between  the  Westinghouse  and  the  General  Electric 
comi)anics,  will  operate  trains  of  two  classes,  five-car  local  trains 
and  cighl-car  express  trains.  The  former  will  make  an  average 
speed  of  16  miles  per  hour  and  the  latter  25  miles  or  more  per  hour. 
Each  motor  car  will  be  e<iiiipped  with  two  motors.  The  Westing- 
house  motors  for  this  service  are  known  as  No.  86  motors  and  are 
unusually  small  in  size  for  their  output.  The  nominal  capacity  of 
each  motor  is  300  aiuperes  at  570  volts,  or  about  XO  h.  p.  The 
motors  are  <lesigned  to  operate  with  voltages  up  to  625  and  to  carry 
up  to  500  amperes  without  injurious  sparking. 

The  field  frame  is  of  cast  steel  divided  on  the  line  of  centers  of 
armature  and  axle  and  completely  surrounding  the  axle,  thus  doing 
away  with  separate  axle  bearing  caps.  The  two  halves  arc  held 
together  by  eight  bolts  and  by  removing  these  the  top  half  of  the 
field  can  be  readily  lifted  oflf.  The  lower  half  is  suspended  from 
the  axle  by  stirrups  permanently  attached  to  axle  bearings.  The 
pole  pieces  are  laminated  steel  riveted  between  heavy  end  plates 
and  secured  to  the  frame  by  three  bolls,  which  terminate  in  a  long 
nut  inside  the  pole  pieces.  'Hie  field  coils  arc  of  copper  strap 
wound  on  edge  and  insulated  between  turns  by  asbestos  and  mica. 
The  completed  coil  is  sealed  in  a  curved  metal  case  from  which  it 


the  annalure  bars  arc  lightly  soldered.  The  mica  segments  and 
the  ring  which  separates  the  bars  from  the  spider  are  1-16  in. 
thick  and  the  wearing  surface  of  the  commutator  is  16%  in.  in 
diameter  and  gjg  in.  long.  They  are  of  a  depth  which  allows  a 
reduction  in  diameter  of  2  in. 

The  brush  holders,  which  carry  three  carbon  brushes  each,  are 
cast  brass  arms  independently  bolted  to  the  frame  by  special  "V'ul- 
cabeslon"  headed  bolts.  Copper  clips  arc  bolted  to  the  carbon  and 
these  clips  are  connected  by  flexible  shunts  to  the  body  of  the  brush 
holder,  thus  relieving  the  springs  from  carrying  the  current.  Each 
brush  holder  can  easily  be  removed  throtigh  the  opening  above 
the  commnlator  I)y  loosening  one  bolt.  The  completed  motor  will 
stand  an  insulatiim  test  between  winding  and  frame  of  4,500  volts 
alternating  current  monienlarily,  or  of  3.000  volts  for  one  minute. 

The  armature  hearings  are  contained  in  housings  which  are 
securely  held  between  the  halves  of  the  field  and  fr.imc.  These 
bearings  are  provided  with  drip  grooves  into  which  oil  is  thrown 
by  wiper  rings  on  the  shaft.  The  boxes  arc  of  phosphor  bronze 
lined  with  babbitt,  well  grooved  for  oil.  The  gears  arc  solid,  of 
cast  steel,  with  cut  teeth,  and  the  pinions  are  forged  steel.  The 
gear  case  is  made  of  malleable  iron  planed  to  a  tight  joint  with  an 
opening  at  the  top  having  a  hinged  cover.  The  design  is  such  that 
the  motor  can  be  easily  dismantled  without  the  use  of  special  tools, 
and  the  total  weight  of  the  motor,  gear,  gear  case,  etc.,  is  about 
6,600  lb. 


'Hie  Greenwich  (Conn.)  Tramway  Co's.  line  from  Mianus  to 
Sound  Beach  was  opened  to  traffic  last  month.  At  Sound  Reach 
connection  is  made  with  the  Stamford  Street  Railroad  Co.,  and 
there  is  now  only  one  break  in  continuous  trolley  service  between 
New  York  and  Doston.  That  is  the  other  side  of  New  Haven.  The 
fare  from  New  York  to  Stamford  is  38  cents. 


Apr.  20,  190J.] 


STREET  RAILWAY  REVIEW. 


225 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


LI.^BILITY  FOR  INJURY  TO  FEELINGS  AND  SENSIBILI 
TIES  OF  PASSENGER  BY  WRONGFUL  EX- 
PULSION FROM  CAR. 


Mabry  v.  City  Electric  Railway  Co.  (Ga.),  42  S.  E.  Rep.  1025.  Dec. 
10,  1902. 
.\  .street  railway  company,  the  supreme  court  of  Georgn  liolds, 
is  liable  in  damages  for  an  injury  to  the  feelings  and  sensilulities 
of  a  passenger,  caused  by  his  wrongful  expulsion  from  one  of  its 
cars,  though  such  passenger  may  not  have  received  any  p'.iysica'i 
injury   thereby. 


JURISDICTION  TO  DETERMINE  SUBMITTED  QUESTION 
OF  MODE  OF  CROSSING  .\T  GRADE. 


Jersey  City,  Hoboken  &  Paterson  Street  Railway  Co.  v.  New  York, 
Susquehanna   &    Western   Railway   Co.    (N.    J.    Ch.),    53   All. 
Rep.  709.     Dec.  21,  1902. 
The  court  of  chancery  of  New  Jersey  holds  that  when  two  rail- 
ways, as  for  c.xainple  a  street  railway  and  a  steam  railway,  cross 
each  other  at  grade,  and,  being  unable  to  agree  upon  proper  pro- 
visions  for  protection  against  collision,  submit   that  question  to   it.; 
determination,  it  has  jurisdiction  to  determine  it.  Furthermore,  the 
court   refers  to  it  as  a  familiar  principle  that,   where  two  carriers 
nave  a  right  of  common  easement  in  a  place,  the  mode  of  its  use  may 
be  determined  by  it. 


DUTY  TO  CONSTRUCT  LINES  NOTWlTllSTANDINc;  PRO- 
VISO AS    TO  PRIOR  GRADING  OF  STREETS  AND 
AFTER  NINE  YEARS. 


State  V.  Duluth  Street  Railway  Co.  (Minn.),  y2  N.  W.  Rep.  516.  Dec. 
26,  1902. 
A  village  ordinance  required  a  street  railway  company,  in  con- 
sideration of  the  franchise  thereby  granted,  to  build  lines  of  railway 
upon  certain  streets  on  or  before  a  day  certain.  "Provided  that  the 
streets  on  which  the  same  passes  shall  have  been  graded  60  days 
prior  thereto."  The  supreme  court  of  Minnesota  holds  that  the  pro- 
viso was  inserted  for  the  benefit  of  the  railway  company,  and  it  was 
not  released  from  its  obligation  by  the  mere  fact  that  such  streets 
were  not  graded  within  the  time  stated.  It  holds  further,  that  the 
village,  or  its  successor,  was  not  guilty  of  laches  (or  inexcusable 
delay  in  asserting  a  right)  in  not  requiring  the  construction  of  the 
lines  until  nine  years  after  the  passage  of  the  ordinance. 


CARE   REQUIRED   FOR   SAFETY   OF   PASSENGERS    AND 
DUTY  TO  GIVE  THEM  AN  OPPORTUNITY  TO  ALIGHT 
Ah'TER    CAR    STOPS— NOT     BOUND     TO     KNOW 
WDTIIOUT  NOTICE  THAT  ANY  ONE  WILL  AT- 
TEMPT OR   IS  IN  ACT    OF    GETTING    OFF 
WHILE  CAR  IS  IN  MOTION. 


Abhiabnia  Rapid  Transit  Co.  v.  llolntes  COhio),  65  N.  E.  Rep.  877. 
Nov.  18,  1902. 

The  law  exacts  of  carriers  of  passengers,  the  supreme  court  of 
Ohio  holds,  a  high  degree  of  care  for  the  safety  of  passengers,  ac- 
cording to  the  circumstances,  and  this  duty  ordinarily  continues  until 
the  passenger  is  discharged;  but  it  is  not  required  that  the  carrier 
shall  keep  a  lookout  to  prevent  passengers  from  jumping  olT  from 
running  trains,  nor  that  it  shall,  at  its  peril,  "sec  and  ascertain"  that 
a  passenger  is  alxnit  to  leave  a  moving  car,  without  having  given 
any  notice,  express  or  implied,  of  an  intention  to  do  so. 

If  a  street  car  comes  to  a  full  slop  for  any  purpose,  and  a  pas- 
senger is  in  the  act  of  alighting,  it  is  negligence  for  the  conductor  to 
Mart  the  car  iK-fore  such  passenger  has  had  a  reasonable  opportunity 
to  get  ofT  safely.  But  if  the  car  df>e8  not  slop,  merely  slacking  speed 
Mifficienlly  to  permit  a  passenger  to  get  on,  the  conductor,  in  the  ab- 
sence of  notice  of  a  passenger's  intention  to  alight,  is  not  lK)und  to 
knr>w  that  any  passenger  will  allrmpt  lo  get  off,  or  is  in  the  act  of 
getting  off.  while  the  car  is  in  motion. 


DUTY  WHERE  ROAD  IS  BUILT    THROUGH    ANOTHER'S 
LAND  AND  IN  PRIVATE  STREET. 


Bolster  v.  Ithaca  Street  Railway  Co.  (N.  Y.  Sup.),  79  N.  Y.  Supp. 
597-  Jan.  M,  1903- 
Where  a  street  railway  company  constructed  its  tracks  upon 
the  grounds  of  the  campus  of  a  university,  in  or  crossing  a  street 
which  was  under  the  exclusive  care  and  control  of  the  university,  and 
the  company  was,  by  contract  with  the  university,  so  in  occupancy  of 
such  street,  with  at  least  a  joint  duty  with  the  university  to  keep  the 
same  In  good  repair,  the  third  appellate  division  of  the  supreme  court 
of  New  York  holds  that  from  this  occupancy  sprang  a  duty  of  rea- 
sonable care  to  those  lawfully  upon  the  premises  upon  the  implied 
invitation  of  the  university,  the  duty  being  imposed  by  the  mere  fact 
of  occupancy. 


LESSEE  Ob"  ROAD  SUBJECT  TO  DEBTS  NOT  LIABLE  I-QR 
ACCRUED  LICENSE  FEES. 


City  of  New  York  v.  Third  .\venue  Railroad  Co.  (  N.  Y.  Sup.l,  70 
N.  Y.  Supp.  431.  Dec.  ig,  1902. 
Where  one  street  railway  company  leases  its  property  lo  aimllKT 
"subject  to  all  debts  and  liabilities,"  and  the  lessee  company  agrees 
that  "it  shall  and  will  pay,  satisfy,  and  discharge  all  nninicipal, 
county,  state,  or  government  ta.xcs  and  assessments,  license  fees,  or 
other  charges  of  any  description  whatever,  which,  during  the  term 
Iiereby  granted,  may  be  imposed  upon  the  properly  hereby  demised, 
or  any  part  thereof,"  and  the  lessor  company  is  not  dissolved  or 
mergeil  with  the  lessee  company,  but  is  an  existing  corporation, 
liable  for  its  debts  and  obligations,  the  first  appellate  division  of  the 
supreme  court  of  New  York  holds  that,  while  there  can  be  no  doubt 
but  that  the  lessee  company  will  be  liable  for  all  license  fees  accru- 
ing to  the  city  after  the  execution  and  delivery  of  the  lease,  it  is  not 
liable  for  license  fees  accruing  prior  lo  its  execution,  so  that  an  ac- 
tion can  be  maintained  against  it  therefor. 


STEPPING  OFF  FROM  MOVING  CAR- 
ASSUMED. 


-RISK    OF    INJURY 


Jones  v.  Canal  &  Claiborne  Railroad  Co.  (La.),  33  So.  Rep.  200. 
Dec.  IS,  1902. 
It  is  a  matter  of  common  observation,  the  supreme  coinM  of  Louisi- 
ana says,  that  persons  do  every  day  get  on  and  oflf  from  street  cars 
while  they  are  in  motion  under  circumstances  that  would  not,  in  the 
estimation  of  a  reasonable  man,  be  considered  negligence.  When, 
therefore,  a  person  attempts  lo  step  ofT  from  a  car  that  is  barely 
moving,  his  attempt  will  not,  of  itself,  conslitute  such  negligence  as 
will  prevent  his  recovery  for  an  injury  caused  by  a  sudden  jerk  of 
the  car  which  throws  him  to  the  ground.  But,  while  it  may  now 
be  considered  settled  that  it  is  not  negligence,  as  a  matter  of  law,  (o 
step  off  from  a  moving  street  car,  a  person  stepping  off  from  such 
car  takes  upon  himself,  in  the  absence  of  negligence  or  fault  on  part 
of  the  carrier,  the  risk  of  injury.  And  if  there  be  no  negligence  on 
part  of  the  carrier,  there  can  be  no  recovery,  although  Ihe  act  of 
the  plainlifT  may  mil  have  been  negligent. 


IMPLIIil)   AUTHORITY  'TO    ACQUIRE    ELECTRTCITY    TO 

OPERATE    .STREET    RAILWAYS    AND   VALIDITY    Ol' 

SUBCONTRACT  BY  CITY  TO  FURNISH   SAME. 


Riverside  &  Arlington  Railway  Co.  v.  Cily  of  Riverside  (U.  S.  C.  C, 
Cal.),  ij8  Fed.  Rep.  736.  Nov.  I,  1902. 
A  grant  of  power  to  construct  and  operate  "si reel  railways,"  the 
United  .States  circuit  court,  in  Caliform'a,  holds,  implies  authorily, 
as  on  the  part  of  a  cily,  to  acquire  eleclricily  Iherefor.  Nor  is  own- 
ership of  a  roadbed,  cars  and  oilier  appliances,  of  a  street  railway  a 
condition  precedent  to  the  exercise  of  the  implied  anihority,  but  a  con- 
tract, engaging  eleclricily  for  ihal  purpose,  is  good  upon  ils  face. 
And  where  the  acquisilion,  conslruclion,  maintenance,  and  operalion 
of  street  railways  arc  among  the  declared  purposes  of  a  city's  organ- 


226 


STREET  RAILWAY  REVIEW. 


|Voi..  XIII,  No.  4. 


ization,  a  siilicontract  by  tin-  city  lo  fiirnisli  a  street  railway  company 
a  certain  amount  of  electrical  power,  with  which  to  operate  its  street 
railway,  the  power  fnrnished  being  at  the  date  of  the  contract  stir- 
plus  power  not  required  by  users  of  light  or  [xiwer  other  than  the 
street  railway  company,  the  court  holds  to  be  within  the  scope  of 
the  city's  powers,  and  that  its  obligations  cannot  Iw  terminated  or 
changed  by  any  sulwcqucnl  increase  in  the  ilemand  for  electrical 
lighting. 


DKKAII.MKNT  TROM   COLLISION   Willi   OBS T.\CLF.-NO 

fONTRIIUIORY  NEGLIGENCK  ON  P.\RT  OK  IWSSIiN- 

GKR  SK.\rED  IN  C.\R, 


Ranison  v.  Metropolitan  Street  Rail\v.ny  Co.  (N.  Y.  Sup.),  79  N.  V. 
Supp.  588.  Jan,  9,  190.V 
Ihe  defendant's  negligence  was  predicated  upon  the  fact  that  the 
open  horse  car  in  which  the  plaintilT  was  riding  suddenly  and  vio- 
lently left  the  track  and  lilteil  to  one  side,  throwing  her  to  the  floor, 
and  causing  her  injuries.  This  fact,  together  with  evidence  that  the 
track  at  the  pKice  was  being  changed  to  electric  service,  that  cobble 
stones  were  removed,  that  sand  was  piled  along  the  track,  a  trench 
dug,  and  barrels  of  gravel  were  present,  and  that  a  barrel  of  gravel 
was  the  olwtacle  encountered  by  the  car,  causing  it  to  be  thrown 
from  the  track,  the  first  appellate  division  of  the  supreme  court  of 
New  York  holds,  justified  the  inference  that  the  driver  was  negligent 
in  his  failure  to  observe  due  care  in  the  operation  of  the  car.  The 
•  mere  fact  of  derailment  was  not  suflicient ;  but  this,  together  with 
evidence  as  to  cause,  from  which  the  inference  might  be  drawn  that 
the  defendant's  act  or  negligence  produced  it,  was  sufficient  to  pre- 
sent a  question  for  the  jury  upon  the  subject  of  the  defendant's  lia- 
bility. 

The  question  of  the  plaintiff's  contributory  negligence  did  not 
arise,  the  court  holds,  it  being  conceded  that  she  was  seated  as  a  pas- 
senger in  the  car  when  the  accident  happened. 


PROHIBITED    SOUNDING   OF   GONG 
JURY. 


IN     HEARING    OF 


Supp. 


Bronk  v.  Binghamton  Railroad  Co.  (N.  Y.  Sup.),  79  N.  Y. 
577.  Jan.  14,  1903. 
One  of  the  questions  litigated  on  the  trial  of  this  case  was  as  to 
the  ringing  of  the  gong  on  the  car  as  it  approached  the  plaintiff  from 
the  rear,  and  as  to  whether  or  not  the  ringing  was  loud  enough  to  be 
a  sufficient  warning  to  him  as  he  was  driving  along  in  a  noisy 
wagon  with  a  coal  chute  and  two  shovels  rattling  in  the  bottom  of 
the  wagon  box.  During  the  trial  the  defendant  had  brought  into 
the  courtroom  a  gong  or  bell  attached  to  a  box  so  constructed  that 
from  one  touch  the  bell  would  be  rung  by  continued  vibrations  of  the 
clapper  for  a  considerable  time.  It  was  brought  there  for  the  pur- 
pose of  offering  it  in  evidence,  but  the  defendant's  witness  could  not 
identify  it  as  the  one  which  was  on  the  car  at  the  time  of  the  acci- 
dent, and  it  was  not  received.  While  being  examined  about  the 
bell,  the  court  prohibited  the  witness  from  sounding  the  gong.  Not- 
withstanding this,  at  a  recess  of  the  court  it  was  rung  by  an  officer 
of  the  defendant  and  by  one  of  its  counsel  in  the  presence  of  most, 
if  not  all,  of  the  jurors.  The  bell  looked  like  a  new  bell,  and  dif- 
fered from  those  in  ordinary  use  in  Binghamton  on  electric  street 
cars.  Its  construction  and  location  in  the  courtroom  were  such 
as  to  make  a  sort  of-  sounding  board  of  the  platform  where  it  stood 
and  of  the  walls  of  the  courtroom,  so  when  it  \\as  rung  there  on  this 
occasion  it  made  a  very  loud  and  sonorous  sound.  The  third  appel- 
late division  of  the  supreme  court  of  New  York  holds  that,  on  ac- 
count of  this  ringing  of  the  bell,  a  verdict  in  favor  of  the  defend- 
ant was  properly  set  aside  and  a  new  trial  granted,  even  though  the 
jury  were  instructed  to  entirely  disregard  the  sounding  of  the  bell, 
and  affidavits  were  made  by  seven  of  them  that  they  obeyed  the  in- 
struction of  the  court  in  this  respect. 


INSULTING   AND    THREATENING    OF    PASSENGER    BY 

EMPLOYE— PERSON   CARRIED   BY   STREET   STILL  A 

PASSENGER— $100  DAMAGES. 


the  party  by  whom  this  action  was  brought  was  a  passenger  on  the 
street  car,  and  was  carried  past  her  destination  against  her  will,  and 
afterwards  she  was  not  only  addressed  in  an  insulting  manner,  but 
had  an  iron  bar  or  key  shaken  in  her  face  by  an  employe  of  the  com- 
pany. The  proposition  could  not  be  entertained  for  a  moment  that 
an  employe  of  a  common  carrier  could  thus  insult  and  threaten 
a  passenger,  and  that  the  law  would  give  no  redress  for  such  con- 
duct. It  would  be  a  perversion  of  law  and  justice  to  hold  that  an 
employe  of  a  conunon  carrier  could  shake  his  linger  and  a  piece  of 
iron  in  a  woman's  face,  because  she  wished  to  be  put  down  on  the 
street  to  which  her  contract  entitled  her  to  be  carried,  and  that,  Iw- 
cause  she  was  not  actually  struck  in  the  face,  she  could  not  recover 
damages.  Nor  was  there,  the  court  holds,  any  merit  in  the  conten- 
tion that,  the  moment  the  car  had  carried  her  past  her  street,  she 
I0.SI  her  character  of  passenger.  The  implied  contract  with  the 
street  car  company  was  lo  carry  her  to  that  street  and  permit  her  to 
leave  the  car,  and  she  was  a  passenger  on  the  car  until  that  duly 
was  fulfilled.  The  amount  assessed  by  the  jury,  $100,  was  not  too 
nuich  lo  pay  for  such  an  utter  disregard  of  private   rights. 


INJURY   TO   WOMAN     FROM     FALLING    INTO    TRENCH 

AFTER    ALIGHTING     FROM     CAR— ONE    HAVING 

ALIGHTED  NO  LONGER  A   PASSENGER. 


Lee  V.  Boston  Elevated  Railway  Co.  (Mass.),  65  N.  E.  Rep.  822. 
Jan.  8,  1903. 
A  woman  stepped  from  a  car  upon  a  pile  of  earth  al)Out  the  height 
of  the  step  of  the  car,  extending  from  the  step  of  the  car  some  dis- 
tance towards  the  sidewalk,  on  the  right-hand  side  of  the  street.  She 
noticed  the  pile  before  she  got  off,  and  she  thought  it  was  solid.  If 
she  had  gone  to  the  sidewalk  upon  the  right-hand  side  of  the  street, 
she  would  have  met  with  no  injury.  Instead  of  taking  that  course, 
she  took  a  step  towards  the  trench  between  the  pile  and  the  left- 
hand  side  of  the  street,  and,  the  earth  giving  way,  she  fell  into  the 
trench.  It  was  agreed  that  the  work  of  digging  the  trench  was  being 
done  by  the  authority  and  consent  and  under  the  general  supervision 
of  the  commissioner  of  highways  of  the  city,  and  the  excavation  was 
made  for  the  purpose  of  laying  down  a  new  track,  and  that  in  order 
lo  lay  the  track  it  was  necessary  to  cast  upon  the  surface  the  earth 
taken  from  the  excavation.  Such  a  method  of  working  upon  the 
street,"  the  supreme  judicial  court  of  Massachusetts  says,  is  very 
common.  It  could  not  be  said  either  that  it  was  negligent  so  far  as 
respected  the  woman,  under  the  circumstances,  for  the  company  to 
permit  the  pile  of  earth  to  remain  upon  the  street,  or  that  there  was 
any  duty  resting  upon  the  company  to  direct  her  to  take  the  safe 
course  plainly  indicated  to  her  by  the  situation,  and  to  cross  to  the 
right  side  of  the  street.  The  company  had  no  reason  to  expect  that 
a  person  of  mature  age  would  be  in  any  danger  in  alighting  from  the 
car  at  that  place  in  the  daytime.  Having  alighted  from  the  car  she 
was  no  longer  a  passenger. 


DAM.\GES   FOR  BREACH   OF    WARRANTY    OF    ENGINE 
BOUGHT  TO  DRIVE  tLECl'RIC  GENERATOR. 


San  Antonio  Traction  Co.  v.  Crawford  (Tex.  Civ.  App.),  71  S.  W. 
Rep.  306.     Dec.   10,   1902.     Rehearing  denied. Jan.  7,   1903. 
The  evidence  showed,  the  court  of  civil  appeals  of  Texas  says,  that 


People's  Savings  Bank  v.  Waterloo  &  Cedar  Falls  Rapid  Transit  Co. 
(la.),  92  N.  W.  Rep.  6gr.  Dec.  19,  1902. 
An  engine  was  bought  for  the  purpose  of  driving  an  electric  gen- 
erator which  supplied  the  power  for  the  operation  of  an  urban  and 
interurban  line  of  railway,  and  this  purpose  was  known  to  the  seller. 
Tliere  was  also  a  full  warranty  of  the  engine  as  to  power,  control, 
regularity  of  work,  steam  economy  and  general  efficiency.  But  the 
evidence  conclusively  demonstrated  that  the  engine  wholly  failed 
to  work  as  warranted.  The  company  asked  a  recovery,  among  other 
things,  for  loss  sustained  by  reason  of  its  inability  to  transport  pas- 
sengers over  its  line,  occasioned  by  Ihe  failure  of  the  engine  to  do 
the  work  for  which  it  was  purchased  and  installed.  The  evidence 
offered  in  support  of  this  claim  was  based  largely  upon  the  earnings 
of  the  company  in  transporting  passengers  to  a  summer  resort  or 
park  in  previous  years.  'Hie  supreme  court  of  Iowa  holds  that  such 
estimated  loss  of  profits  could  not  be  recovered.  It  says  that  the  pub- 
lic is  at  times  capricious.  Sometimes  it  travels,  and  sometimes  it 
does  not,  depending  upon  too  many  conditions  to  make  it  at  all  cer- 
tain that  it  will  continue  to  follow  the  same  line  of  pleasure  year 
•ifter  year;  and  the  profits  to  be  derived  from  transporting  it  are 
too  speculative  and  uncertain  to  furnish  a  safe  rule  for  compensation 


Apr.  20,  1903] 


STREET  RAILWAY  REVIEW. 


227 


in  damages.  There  was  evidence  proving  that  passengers  who  had 
boarded  cars  for  transportation  were  compelled  to  leave  thcni  before 
they  had  reached  their  destination  on  account  of  failure  of  power 
to  run  the  cars,  and,  had  the  loss  ensuing  from  such  conditions  been 
shown,  the  court  thinks  it  would  be  just  to  allow  it.  Furthermore, 
the  court  concludes  that  there  should  be  a  recovery  for  excessive 
use  of  coal,  extra  labor,  and  injury  to  the  generator. 


NEGLIGENCE    IX    JERKING    OR    MOVING     C-\R 
P.\SSENGERS   ARE  ALIGHTING. 


WJIILl^ 


Skelton  v.  St.  Paul  City  Railway  Co.  (Minn.),  92  N.  \V.  Rep.  g(5o. 
Jan.  9,  190J. 
Where  a  street  car  stops  for  passengers  to  alight,  and  the  serv- 
ants in  charge  invite  them  to  leave,  such  servants,  the  supreme 
court  of  Minnesota  holds,  have  no  right  to  jerk  or  move  the  c.ir 
while  such  invitation  is  l)eing  acted  upon,  and  it  is  negligence  to 
do  so. 


STRICT   COMPLIANCE   \VH11    STA  I'UTE    REQUIRED     IN 
DISPOSING    OK    FRANCHISE— EFFECT    OF    FRAUDU- 
LENT BID. 


Pacific  Electric  Co.  v.  City  of  Los  Angeles  (U.  S.  C.  C,  Cal.),  118 
Fed.  Rep.  746.  Nov.  i,  1902. 
In  determining  whether  or  not  a  city  council,  in  its  proceedings  for 
the  disposition  of  a  street  railway  franchise,  lawfully  complied  with 
the  requirements  of  the  statute,  the  United  States  circuit  court,  in 
California,  holds  that  the  rule  that  mode  is  the  measure  of  power 
and  aside  from  the  designated  mode  there  is  no  power  should  be 
carefully  observed.  The  statute  providing  that  "Every  franchise 
*  *  *  to  construct  or  operate  street  railroads  *  *  *  shall  be 
granted  upon  the  conditions  in  this  act  provided,  and  not  otherwise," 
the  court  says  that  it  should  also  be  borne  that  negative  words  in  a 
statute  show  an  intent  to  make  its  provisions  imperative,  and  re- 
quire strict  performance,  Ixjth  as  to  time  and  manner.  And  where 
the  statute  provided  for  the  opening  of  sealed  bids;  an  opportunity 
for  further  competition  by  new  bids  of  not  less  than  ten  per  cent 
above  the  highest  before  each ;  striking  off  of  the  franchise  to  the 
highest  bidder ;  allowance  of  24  hours  to  the  successful  bidder  to 
deposit  the  amount  of  his  bid ;  and,  in  case  of  such  bidder  failing 
to  make  the  deposit,  grant  of  the  franchi.se  to  the  next  highest  bid- 
der therefor,  the  court  holds  that  when  the  highest  bidder  failed 
to  deposit  the  amount  of  his  bid  as  required,  it  was  the  duly  of  the 
council  to  grant  the  franchise  to  the  next  highest  bidder,  unless  there 
was  some  sufficient  reason  for  a  refusal.  Assuming  that  the  next 
highest  bid  was  fraudulent,  the  council  ought  not  to  have  granted 
the  franchise  to  said  bidder.  When  it  refused  to  do  so,  however; 
its  power  in  the  premises  was  exhausted,  the  statute  making  no  pro- 
vision for  any  subsequent  proceeding.  The  only  way  the  franchise 
could  be  lawfully  granted,  after  its  refusal  to  the  next  highest  bid- 
der, would  be  under  and  pursuant  to  a  new  advertisement. 


OBLIGATIONS    OF    MERGED    COMPANY— LESSEE    ONLY 
LIABLE  FOR  LICENSE  FEE  FOR  CARS  USED. 


City  of  New  York  v.  Sixth  Avenue  Railroad  Co.  (N.  Y.  Sup.),  79. 
N.  Y.  Supp.  319.    Dec.  19,  1902. 

Where  there  was  a  merger  of  one  street  railroad  company  with 
another  the  first  appellate  division  of  the  supreme  court  of  New 
York  says  that,  while  the  corporate  existence  of  the  former  was 
retained  so  far  as  it  affected  existing  creditors  at  the  time  of  the 
merger,  as  to  all  future  transactions  it  became  extinct  by  the  mer- 
ger, and  all  its  obligations  were  assumed  by  and  imposed  upon  the 
corporation  that  took  its  place,  and  it  could  after  its  merger  create 
no  new  obligations,  or  be  liable  for  acts  of  the  corporation  into 
which  it  had  been  merged;  and  the  fact  that  there  were  obligations 
incurred  after  the  merger  could  not  craate  an  obligation  of  the  com- 
pany that  had  lost  its  corporate  identity  in  consequence  of  the  mer- 
ger. 

By  an  agreement  contained  in  a  grant  to  a  company  "each  pas- 
senger car  to  1)C  used  on  said  road"  was  to  be  licensed,  and  for  such 
license  there  was  to  be  paid  annually  such  sum  as  the  common  coun- 
cil (hould  thereafter  determine.  It  was  therefore,  the  court  says, 
the  cars  to  Ijc  used  in  operating  the  road  for  which  a  license  was  to 


be  obtained.  There  was  imposed  upon  the  incorporators  no  obliga- 
tion, except  for  each  car  tliat  was  used  in  the  operation  of  the  rail- 
road, and  the  only  liability  that  the  railroad  incurred  was  a  license 
fee  for  the  cars  so  used.  If  the  railroad  company  used  no  cars,  it 
was  under  no  obligation  to  obtain  a  license,  and  was  not  liable  for 
the  fees  required  therefor.  When,  therefore,  the  railroad  company 
ceased  to  operate  its  road,  leasing  its  road  and  franchise  to  another 
company,  it  ceased  to  operate  its  road,  ana  ceased  to  use  cars  for  that 
purpose.  The  obligation  upon  it  to  obtain  a  license  for  the  cars  used 
by  its  lessee,  or  to  pay  a  license  fee  therefor,  was  no  longer  applicable 
to  it.  The  lessee  company,  having  assumed  the  obligations  imposed 
upon  the  lessor  by  its  charier,  was  bound  to  perform  sucli  obliga- 
tions. 


CONDEMNATION   BY   NATURAL   PERSON   IN    INTKKESI" 

OF  C0RPOR.A.TION— NO  TWO  DIFFERENT  RULES  AS 

TO  ALLOWANCES   FOR  BENEFITS. 


Bevcridge  v.  Lewis  (Cal.),  70  Pac.  Rep.  1083.    Nov.  18,  1902. 

The  plaintiff,  a  natural  person,  commenced  this  action  to  con-  , 
dcmn  a  strip  of  land  through  premises  owned  by  the  defendant  for 
a  right  of  way  for  a  railroad.  It  was  averred  in  the  complaint  that 
the  board  of  supervisors  of  the  county  had  granted  to  the  plaintiff 
a  franchise  to  construct  and  maintain  an  electric  railway  therein.  The 
defendant  offered  evidence  to  show  that  the  plaintiff  was  seeking 
to  condemn  the  right  of  way  solely  for  the  purpose  of  transferring 
the  same  at  once  to  a  company  which  was  engaged  in  building  the 
railway,  and  which  would  own  and  operate  it.  The  supreme  court 
of  California  holds  that  the  evidence  was  relevant,  material,  and 
competent. 

The  court  says  that  this  evidence  was  offered  for  the  purpose  of 
showing  that  the  real  party  in  interest  was  a  corporation,  with  a 
view  of  enhancing  the  damage,  as  it  was  claimed  that,  if  the  cor- 
poration was  the  real  party  in  interest,  benefits  could  not  be  set  off 
against  the  damage  to  the  land  not  taken,  while  perhaps,  if  a  natural 
per.son  was  in  charge  of  the  use,  and  was  seeking  to  acquire  such 
right  of  way,  such  benefits  might  be  allowed  as  a  credit.  I'nt  llio 
point  cut  much  deeper  than  that.  If  the  court  were  convinced  that 
the  facts  were  as  contended,  the  plaintiff  should  not  be  allowed  lo 
maintain  the  proceeding  at  all.  It  is  admitted  on  all  sides,  and 
necessarily,  that  the  proceeding  can  be  maintain.cd  only  by  one  -who 
is  in  charge  of  a  public  use,  and  who  intends  to  perform  the  public 
service ;  and,  further,  if  the  proceedings  may  be  in  the  name  of  an 
agent,  or  other  representative,  such  agency  should  be  stated.  One 
who  seeks  a  right  of  way  to  sell,  merely,  is  not  in  charge  of  a  public 
use. 

Bearing  on  the  suggested  disadvantage  of  a  private  corporation 
as  plaintiff,  the  court  says  suppose  two  cases:  Land  belonging  to 
one  person  is  being  taken  by  a  natural  person,  and  other  land  be- 
longing to  him  by  a  corporation,  the  uses  and  burdens  being  in  all 
respects  similar.  Can  the  law  provide  that  in  one  case  an  allow- 
ance shall  be  made  for  supposed  benefits  and  not  in  the  other?  The 
court  thinks  it  must  be  answered  that  the  legislature  cannot  provide 
for  the  one  case  a  less  favorable  rule  than  the  constitution  has  pro- 
vided for  the  other.  They  are  entitled  to  the  equal  proleclion  of  the 
law,  or  "the  protection  of  equal  laws." 


LIABILITY   FOR  INJURY  TO  PASSENGER  ON   SLIPPERY 
STEP   OF  SHORT-RUN   CAR. 


Foster  v.  Old  Colony  Street  Railway  Co.  (Mass.),  65  N.  E.  Rep. 
795,  Jan.  6,  1903. 
The  plaintiff  took  a  car  which  ran  from  a  depot  to  the  business 
center  of  the  city.  She  put  in  evidence  that  when  about  to  alight 
from  the  car  she  look  hold  of  the  handle  of  the  dasher  with  her 
right  hand,  and  stepped  onto  the  step  with  her  left  foot ;  as  she 
raised  her  right  foot  and  threw  her  weight  on  her  left  foot,  that  foot 
went  out  from  under  her,  by  reason  of  the  slippery  condition  of 
the  step,  caused  by  snow  and  ice  which  had  accumulated  upon  il. 
The  company  contended  that  it  was  not  practicable  for  a  street  rail- 
way company  to  prevent  the  open  steps  of  its  cars  from  becoming 
slippery  during  the  contiiuiance  of  such  a  storm  as  there  was  at  that 
time,  either  by  shoveling  off  the  snow,  sleet,  or  ice  which  must  ac- 
cumulate on  the  steps,  or  by  spreading  sand  or  sawdust  on  them. 
But  under  the  special  circumstances  of  this  case,  the  supreme  judicial 


22ri 


STRI£KT  RAILWAY  REVIEW. 


[Vol  Xlll,  No.  4. 


cuiirl  of  Ma»snclui!>ctls  dors  iiol  think  that  this  question  arose.  It 
appeared  that  tlic  roCitc  over  which  this  car  ran  was  a  short  one,  ap- 
parcnlly  aiNiiit  five  minutes  each  way ;  at  the  time  of  the  accident  in 
i|ucsliun,  to  wil,  a  ipiarlcr  hcforc  10  in  the  murning,  or  therealiouls, 
the  car  was  on  its  fifth  trip.  It  further  appeared  that  the  car  had 
waited  at  the  railroad  station  15  minutes,  if  not  more.  In  addition 
to  this,  the  niotornian  testified  that  by  the  rules  it  was  the  duty  of 
■  he  conductor,  in  case  of  storm,  to  sprinkle  sand  on  (he  platform 
and  -Step  of  the  car,  and  that  this  could  he  ilone  every  two  or  three 
minutes,  if  necessary;  and  the  conductor  testifiiil  that  he  had  sprin- 
kled sand  on  the  step  where  the  plaintifif  fell  three  times  on  the 
morning  in  question,  and  before  the  accident ;  and,  lastly,  that  there 
was  a  sand  pail  at  each  end  of  the  car.  On  this  evidence,  the  court 
holds,  the  jury  were  warranted  in  finding  that  under  the  circum- 
stances of  this  case  the  company  could  have  prevented,  and  had 
undertaken  to  prevent,  the  open  steps  of  this  car  from  being  slippery 
when  the  plaintiff  alighted  from  it.  For  these  reasons,  the  presid- 
ing judge  was  right  in  not  directing  a  verdict  for  the  company. 
l-"urtiiermore,  the  court  thinks  that  the  foregoing  evidence,  coupled 
with  the  testimony  of  the  conductor  that  he  put  "about  a  quart"  of 
sand  on  the  step  at  about  half  past  9  o'clock,  while  the  car  was 
waiting  at  the  railroad  station,  and  the  testimony  of  the  plaintiff's 
witnesses  that  there  was  no  .sand  im  the  step  when  the  accident  hap- 
pened, and  that  there  was  no  .sand  pail  on  the  platform,  was  evidence 
on  which  the  jury  were  warranted  in  finding  that  the  company  was 
negligent.  In  answer  to  the  question,  "So  you  got  off  without  look- 
ing at  the  steps?"  the  woman  testified,  "I  knew  I  had  to  look  out  for 
myself,  because  it  was  slippery,  and  I  had  hold  of  this  handle" — 
meaning  the  handle  of  the  dasher  of  the  car.  The  court  holds  that 
the  jury  were  warranted  in  finding  that  she  knew  that  the  step  was 
slippery,  and  did  all  that  due  care  demanded  with  that  knowledge. 


eiice  he  acted  also  as  foreman  of  the  small  gang  to  which  he  lic- 
liinged,  and  gave  such  directions  as  the  nature  of  the  work  re- 
c|uired.  This,  the  court  holds,  was  far  from  making  his  sole  or 
principal  duty  that  of  superintendence. 

Wherefore,  the  court  holds  that  the  evidence  did  not   warrant  a 
verdict  for  the  injured  lineman. 


INJURY  TO  LINEMAN  IN  REMOVING  SPINDLE  USED  TO 
PULL  OUT    TROLLEY    WIRE— GIVING    OE    ORDERS 
NOT     ,\LONE     ENOUGH     TO     M.\KE     SUPERIN- 
TENDENT. 


Mulligan  v.  McCaffrey  (Mass.),  65  N.  E.  Rep.  831.    Jan.  8,  1903. 

An  experienced  lineman  was  injured  in  connection  with  the  opera- 
tion of  pulling  out  a  trolley  wire  to  its  proper  position  alxive  the 
track.  A  spindle  of  iron  had  been  inserted  by  the  lineman  by  an 
alleged  superintendent's  direction  in  the  outer  end  of  the  horizontal 
arm  of  the  bracket,  so  as  to  get  the  necessary  purchase  for  pulling 
out  the  wire.  The  lineman  was  on  a  ladder  which  leaned  against 
and  was  supported  by  the  wire.  But,  instead  of  placing  the  ladder 
against  the  wire  as  nearly  upright  as  could  be  safely  done,  in  order 
to  relieve  the  strain  on  the  wire  and  bracket  as  much  as  possible, 
when  the  spindle  was  to  \k  removed,  he  permitted  the  ladder  to  re- 
main at  the  inclination  at  which  it  was  left  by  the  pulling  out  of  the 
wire,  and  then  mounted  to  the  top.  which  projected  above  the  wire, 
and  towards  the  end  of  the  arm,  and  leaned  over  to  take  hold  of 
the  spindle  and  pull  it  out  by  pulling  it  away  from  him;  thus  sub- 
jecting the  bracket  to  a  strain  which  there  was  no  reason  to  sup- 
pose it  was  constructed  to  withstand,  and  making,  as  one  of  the 
witnesses  testified,  a  calculation  as  to  what  the  strain  "on  the  whole 
thing"  was,  impossible.  The  result  was  that  the  bracket  broke,  and 
the  linciuan  was  thrown  to  the  ground.  The  supreme  judicial  court 
of  Massachusetts  .sa>;s  that  it  would  seem  that  hardly  any  method 
could  have  Ix-cn  adopted  of  pulling  out  the  spindle  which  would  have 
subjected  the  bracket  at  the  points  where  it  was  attached  to  the 
pole  to  greater  strain,  and  it  holds  that  the  lineman  was  not  in  the 
exercise  of  due  care  in  doing  what  he  did. 

ITie  alleged  superintendent  almvc  referred  to  was  one  of  a  gang  of 
four  engaged  in  the  common  work  of  digging  holes,  setting  poles, 
putting  on  brackets,  and  stringing  wires.  He  received  the  same 
wages  as  the  other  linemen,  and  on  the  day  of  the  accident  and  im- 
mediately before  had  been  doing  the  same  work  that  the  lineman  who 
was  injured  was  doing,  and  at  the  place  of  the  accident  assisted  in 
pulling  out  the  wire  and  fastening  it  to  the  arm.  He  gave  direc- 
tions and  orders  both  when  their  employer  was  there  and  when  he 
was  not.  But  in  giving  such  orders  and  diicctions  he  acted,  it 
.seems  to  the  court,  as  a  workman  whose  experience  qualified  him  to 
give  them,  and  not  as  one  whose  sole  or  principal  duty  was  that  of 
superintendence.  It  was  manifest,  the  court  thinks,  that  he  was 
there  principally  as  a  workman,  but  by  virtue  of  his  greater  experi- 


NEGLIGENT  STARl  ING  OE  CAR  BY  CONDUCIOR  ATIER 

HIS    CHARGE    THEREOK    HAS    BEEN     TERMINAIED 

BY  CHANCJE  OE  CREWS— TEST  OE  LIABILITY  FOR 

NEGLIGENT  ACT  OF  EMPLOYE. 


Lima  Railway  Co.  v.  Little  (Ohio),  65  N.  E.  Rep.  861.  Nov.  18, 
190.'. 

While  a  woman  was  attempting  to  board  a  street  car  at  a  transfer 
station,  having  placed  one  foot  on  the  lower  step,  the  bell  of  the  car 
was  rung,  and  the  car  was  suddeidy  started,  throwing  her  to  the 
street.  The  car  was  No.  36,  and  had  come  to  the  station  only  a 
minute  or  two  before,  in  charge  of  one  Cordrey  as  conductor  and 
one  O'Malley  as  motorman.  It  was  Cordrey  who  rang  the  Ih-II, 
though  the  evidence  tended  to  show  that  it  was  the  rule  and  cus- 
tom of  the  street  railway  company,  at  that  time  and  place,  to  change 
conductors  and  motornien  on  that  car,  and  further  tended  to  show 
that  at  the  time  the  accident  occurred  such  change  of  crew  had  actu- 
ally taken  place,  and  that  Cordrey  had  then  l>ecn  relieved  and  gone 
off  duty  as  conductor,  although  he  had  not  yet  left  the  car;  that  he 
had  gone  inside  of  the  car,  having  left  bis  place  on  the  platform, 
which  was  taken  by  one  McGuff,  ivhile  one  Smalley  was  the  motor- 
man.  It  was  suggested  that  the  jury  be  instructed:  "*  *  *  If, 
at  the  time  plaintiff  undertook  to  get  on  the  car,  McGuff.  as  con- 
ductor, and  Smalley,  as  motorman.  had  absolute  charge  of  the  car 
No.  36,  and  so  continued  up  and  until  the  accident  occurred,  the 
company  would  not  be  responsible  for  the  act  of  Cordrey,  former 
conductor,  if  his  trip  and  duties  had  ended  upon  the  stoppage  of  the 
car  No.  36  at  its  arrival  at  the  transfer  station  in  the  center  of  the 
square  at  a  time  prior  to  the  injury."  The  supreme  court  of  Ohio 
holds  that  this  was  a  proper  instruction,  and  shoidd  have  Iieen 
given. 

While  the  rule  is  well  established  that  the  master  will  not  be 
exempt  from  liability  merely  because  the  act  of  a  servant  was  in 
disregard  of  a  rule  laid  down  by  the  master,  or  was  in  disobedience 
of  his  express  connnand,  yet,  on  the  other  hand  it  is  equally  well 
settled,  the  court  s.iys,  that,  to  make  the  master  responsible  for  the 
act  of  a  servant  or  employe,  such  act  must  be  done  by  such  servant 
or  employe  while  engaged  in  the  service  and  duties  of  his  employ- 
ment, and  in  the  prosecution  of  his  master's  business.  The  fact 
that  Cordrey  worked  daily  for  the  company,  and  was,  in  a  popular 
sense,  its  employe,  could  not  operate  to  make  the  railway  company 
liable  at  all  times  and  under  all  circumstances  for  his  negligent  con- 
duct. If,  as  assumed  by  the  instruction  requested,  at  the  time  the 
accident  occurred,  McGuff  was  then  the  conductor  in  absolute  charge 
and  control  of  said  car,  and  Cordrey's  trip  and  duties  as  conductor 
thereon  had  ended,  then  and  in  that  event  Cordrey.  having  no  U)ngcr 
any  duly  to  perfonn  in  or  about  that  car,  and  it  being  no  longer  any 
part  of  his  duty  under  his  employment  to  be  or  remain  on 
said  car,  his  act  (the  ringing  of  the  bell  as  a  signal  to  start)  was  an 
unauthorized  assumption  of  authority,  not  within  the  line  of  his 
duty  or  the  scope  of  his  employment,  and  the  railway  company 
would  not  l>e  responsible  therefor. 

Whether  the  person  (Cordrey)  whose  immediate  negligence  or 
misconduct  caused  the  particular  injury  complained  of  was,  at  the 
time,  the  servant  of  and  was  then  acting  for  the  railway  company 
sought  to  be  charged,  the  court  hold.s,  was  a  question  of  fact  to  be 
submitted  to  the  jury  under  proper  instructions  from  the  court.  The 
test  of  a  master's  liability  is  not  whether  a  given  act  was  done  during 
the  existence  of  the  servant's  employment,  but  whether  such  act  was 
done  by  the  servant  while  engaged  in  the  service  of  and  while  acting 
for  the  master  in  the  prosecution  of  the  master's  business.  A  master 
is  not  liable  for  the  negligent  act  of  a  servant  or  employe  if,  at  the 
lime  of  the  doing  of  such  act,  the  servant  or  employe  is  not  then  en- 
gaged in  the  service  or  duties  of  his  employment,  although  the  act 
be  one  which,  if  done  by  such  servant  or  employe  while  on  duty 
and  at  a  time  when  actually  engaged  in  his  master's  service,  would 
he  clearly  within  the  course  and  scope  of  the  usual  and  ordinary 
duties  of  such  servant  or  employe. 


Apr.  20,  1903. 


STREET  RAILWAY  REVIEW. 


229 


Fond  du  Lac^Oshkosh  Interurban, 


The  Fond  du  Lac  &  Oslikosh  Electric  Ry.,  which  was  opened  for 
business  Jan.  38,  1903.  operates  from  Si.xth  and  Main  Sis.  in  Fond 
jdu  Lac  to  High  and  Main  Sts.  in  Oshkosh,  a  distance  of  19.2  miles, 
these  points  being  the  business  centers  of  the  two  cities.  .\t  Osh- 
kosh the  new  line  connects  with  the  Winnebago  Traction  Co's.  in- 
terurban hnes,  running  north  to  Ncenah.  14  miles,  and  west  to  Omro, 


is  a  beautiful  and  thriving  city,  having  a  population  of  a  little  over 
30,000,  supported  by  numerous  manufacturing  industries,  and  by 
trade  from  the  neighboring  cities  and  villages,  and  from  the  sur- 
rounding country.  It  has  many  handsome  buildings,  both  public 
and  private,  and  its  principal  streets  are  paved  with  asphalt  and 
brick.     Oshkosh  has  a  street  railway   systcnt  of  22  miles,  operating 


TRESTLE  .AND  E.M1'..\N  K.M  KNTS  ON  THE  EdND  lUI  L.\C  A-  ilsHKOsn  I'.I.KCTRIC  RY. 


I0|4  miles.  The  cars  of  the  new  line  run  through  the  city  of  Fond 
du  Lac  and  the  village  of  North  Fond  du  Lac,  over  the  tracks  of  the 
Fond  du  Lac  Street  Railway  and  Light  Co.  for  a  distance  of  about  4'  j 
miles,  of  which  2.3  miles  is  c.cr  private  right  of  way  50  ft.  wide. 
The  interurban  section  proper  is  10.72  miles,  connecting  at  Electric 
Park  with  the  system  of  the  Winneuago  Traction  Co.  and  running 
north  into  Oshkosh  3.75  miles.  The  line  parallels  the  main  line  of 
the  Chicago  &  Northwestern  Ry.  for  9  miles,  and  is  built  at  an 
average  distance  of  about  2  miles  west  from  Lake  Winnebago,  which 
is  a  beautiful  sheet  of  water  about  28  miles  long  and  10  miles  wide. 
The  west  shore  of  this  lake  forms  a  part  of  the  famous  Fox  River 
Valley,  so  called  from  the  Fox  River,  which  enters  the  lake  at  Osh- 
kosh, and  leaves  it  at  Neenah-Menasha,  flowing  northeasterly  40 
miles  to  Green  Bay,  an  estuary  of  LaKc  Michigan.  The  Fox  River 
furnishes  fine  water  power  at  Neenah-Menasha,  Appleton,  Kau- 
kauna.  and  other  cities  which  have  sprung  up  on  its  banks.  I'he 
chain  of  electric  lines  is  now  complete  from  Fond  du  Lac  to  Kau- 
kauna,  a  distance  of  49  miles,  and  the  completion  of  the  line  from 
Kaiikauna  to  Depere,  16  miles,  now  being  built,  will  connect  Fond 
du  Lac  with  Green  Bay,  giving  an  electric  system  72  miles  long, 
running  through  nine  cities  and  villages  having  an  aggregate  popula- 
tion of  113,800,  which  are  supported  by  numerous  manufaclurinK  i;i- 
duslries,  and  a  fine  farming  country,  rich  in  dairy  interests. 

The  city  of  Fond  du  Lac  lies  at  the  south  end  of  Lake  Winne- 
bago, 63  miles  northwest  of  Milwaukee,  and  with  the  village  of 
North  Fond  du  Lac,  which  joins  it  on  the  north,  has  a  population 
of  22floo.  North  Fond  du  Lac,  with  a  population  of  over  2,000,  has 
sprung  into  existence  within  the  last  two  years,  and  its  inhabitants 
arc  largely  employed  by  the  Wisconsin  Central  Ry.,  whose  general 
»lK)ps  were  located  at  this  point  two  years  ago,  and  the  Chicago  & 
Northwestern  Ry.,  whose  roundhouses  and  division  headquarters 
arc  also  located  here.  Its  residences  and  public  buildings  are  un- 
usually well  built,  and  the  mechanics  available  have  not  been  able  to 
build  houses  fast  enough  to  keep  up  with  the  demands  for  homes 
The  growth  of  North  Fond  du  Lac  has  also  given  a  new  life  to 
Fond  du  Lac  itself,  and  the  city  has  rapidly  gone  forward  in  enter- 
prises of  every  nature. 

The  city  of  Oshkosh  lies  on  the  west  shore  of  f.ake  Winnebago, 
and  i»  divided  into  two  parts,  north  and  south,  by  the  I'"ox  River, 
which  flows  from  the  we.st  into  Lake  Winnebago  at  this  point.     It 


twenty  cars  in  addition  In  llmsc  nf  ilu-  interurban  lines  entering 
the  city. 

Fond  du  Lac  has  a  local  street  railway  system  of  about  X  miles. 
which  is  to  be  extended  several  miles  this  season. 

The  Fond  du  Lac  &  Oshkosh  Electric  Ry.  is  built  entirely  upon 
private  right  of  way.  which  is  50  ft.  wide,  measured  from  the  line  of 


VIEW  ALONt;  THE  I.l.M.   lll.lcjKI,   1I.\  l.I.ASTINC. 

right  of  way  of  the  steam  railroads.  Leaving  the  tracks  of  the  city 
system  at  l-'ond  du  I^ac,  it  rims  northward  for  about  6,000  ft.,  par- 
alleling the  Wisconsin  Central  Ry.  at  a  distance  of  about  .300  fl., 
when  by  making  two  slight  curves,  it  closely  parallels  the  right  of 
way  to  the  beginning  of  the  under-crossing.  The  electric  line  crosses 
the  Wisconsin  Central  Ry.  and  the  Chicago  &  Northwestern  Ry.  at 
a  point  which  is  about  fi,,30o  fl.  north  of  the  terminus  of  the  city 
lines.  The  two  steam  railroails  are  side  by  side  at  this  point,  and 
continue  northward  |iaralleling  each  oilier.  The  right  nf  way  of  the 
Wisconsin  Central  Ky.  is  66  ft.  wide,  and  that  of  the  Northwestern 


230 


STREET  RAILWAY  REVIEW. 


(Vou  XIII.  No.  4- 


Ry.  loo  fl.  wide.  Ilic  Wisconsin  Central  lias  Init  (inc  track  at  this 
point,  lull  the  Nortliwesterii  has  three  tracks,  one  of  which  loa<ls 
into  its  main  yards.  The  under-crossing  or  snhway  is  made  at  right 
angles  to  the  line  of  these  two  railroads,  and  is  built  so  that  it  has 
14   ft,  0  in.  clearance  hetween  the  top  of  the  electric   rail  and  the 


ROUTE  OF  THE  FOND  DU  LAC  4  OSHKOSH  ELECTRIC  RY. 

bottom  of  the  steam  railroad  bridges.  This  clearance  is  preserved 
for  the  entire  distance  across  the  right  of  way.  and  in  order  to 
make  the  crossing  square  the  electric  tracks  leave  the  line  of  right 
of  way  on  a  reverse  curve  of  160  ft.  center  radius.  The  grade  to  the 
subway  is  4  per  cent  on  each  side.  The  abutments  on  the  North- 
western are  to  be  built  of  Duck  Creek  stone,  and  those  on  the  Wis- 


consin Central  of  concrete.  The  distance  between  the  two  abut- 
ments will  be  2i  ft.,  which  will  give  clearance  enough  for  a  double 
track,  .^t  present  the  railway  tracks  are  carried  by  temporary  pile 
bridges,  which  are  iKing  now  replaced  by  the  |icriuanent  structures. 
The  permanent  bridges  for  carrying  the  tracks  will  be  of  the  steel 
girder  type  known  as  the  deck  bridge,  which  will  be  covered  with 
sheathing  and  gravel.  The  soil  encountered  is  clay  for  the  entire 
depth  of  the  subway,  and  the  slopes  are  finished  one  foot  horizontal 
in  width  for  each  foot  in  height.  Outside  of  the  bridge  abutments 
the  subway  is  graded  out  to  a  width  of  30  ft.  at  the  liottom,  which 
permits  nf  a  dou))lc  track  laid  12  ft.  center  to  center,  in  order  to 
provide  clearance  for  the  cars  passing  on  the  curves,  and  allowing 
for  ditches  outside  of  the  roadbed.  As  the  country  about  the  sub- 
way is  almost  absolutely  flat,  it  has  been  necessary  to  provide  a 
protection  emlrankmcnt  along  the  top  of  the  subway,  and  outside  of 
this  a  ditch  for  draining  ofT  the  surface  water  into  a  neighboring 
creek. 

This  ditch  intercepts  all  of  the  surface  drainage,  and  the  only 
water  that  can  enter  the  subway  is  frc  m  rain  or  snow  falling  inside 
of  the  embankment.  The  water  so  falling  is  at  present  being  pumped 
out  by  an  electric  pump,  which  easily  takes  care  of  it,  but  a  drain- 
age sewer  is  under  construction,  which  will  carry  the  water  from 
the  bottom  of  the  subway  about  4,000  ft.  into  a  creek  leading  to 
Lake  Winnebago.  In  making  the  plans  for  the  construction  of  this 
subway  it  was  thought  best  to  have  a  double  track,  so  that  there 
might  be  no  possibility  of  a  headend  collision  between  cars,  which 
might  meet  at  this  point,  and  also  to  provide  for  a  possible  double 
tracking  of  the  entire  system,  which  may  be  necessary  within  the 
next  few  years. 

The  entire  line  of  right  of  way  is  almost  level,  the  steepest  grade 
being  I.J  per  cent  and  the  grades  but  few  in  number.  There  are  no 
cuts  of  any  kind  on  the  entire  roadbed,  the  greater  part  being  built 
up  as  embankment,  and  to  a  height  closely  following  that  of  the 
steam  railroads,  which  it  parallels  at  a  distance  of  65  ft.  center  to 
center.  The  track  is  laid  with  70-lb.  rails  of  A.  S.  C.  E.  section  in 
62- ft.  lengths,  using  six-bolt  angle  bar  jcints.  The  rails  arc  bonded 
with  No.  0000  "Crown"  bonds,  of  which  there  are  three  per  joint 
on  the  south  end,  decreasing  to  one  per  joint  on  the  north  end,  as 
the  distance  from  the  power  house  increases.  The  tics  are  Michi- 
gan cedar.  6x8  in.  x  8  ft.  and  the  track  is  ballasted  with  gravel  one 
foot  deep  from  the  top  of  the  ties.     In  constructing  the  roadbed 


PLAN  OF  RAILROAl)  CROSSINCi. 

especial  care  has  been  taken  to  make  the  grades  so  that  while  they 
are  extremely  light.the  roadbed  is  elevated  enough  to  keep  it  up  above 
snow  and  water  at  all  points.  The  ei.tire  construction  approximates, 
as  nearly  as  possible,  to  the  best  railroad  standards,  and  the  only 
right  angle  curves  on  the  system  are  at  the  point  where  the  electric 
railroad  leaves  the  steam  railroad  right  of  way  to  join  the  system 
of  the  Winnebago  Traction  Co.  at  Electric  Park  and  at  the  subway. 
From  the  subway  north  for  nine  miles  the  line  is  almost  absolutely 
straight,  except  for  an  offset  of  50  ft.  at  Van  Dyne,  to  avoid  the 
station  grounds  at  that  point.  The  right  of  way  passes  through  sev- 
eral tracts  of  timber,  which  have  been  cleared  the  full  width  of  50 
ft.  in  order  that  trainmen  may  see  the  approaching  cars  at  a  long  dis- 
tance, and  so  as  to  lessen  the  danger  of  accidents  at  highway  cross- 
ings. The  right  of  way  is  fenced  in  with  a  substanlial  woven  wire 
fence. 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


231 


The  overhead  constructien  is  built  with  side  poles,  using  Michi- 
gan cedar  poles  7  in.  at  the  top  and  30  ft.  long,  set  iio  ft.  center  to 
center.  There  are  two  figure  8  trolley  wires  the  entire  length  of  the 
line.  Three  500.000-c.  m.  cables  run  north  from  the  power  house 
in  Fond  dii  lac  to  the  end  of  the  city  section,  about  four  miles,  and 
from  this  point  two  500.000-c,  m.  feeders  run  to  Van  Dyne,  where 
one  is  dropped  and  the  other  extended  three  miles  further  north. 
Current  is  furnished  from  the  power  house  of  the  Fond  du  Lac 
Street   Railway  &  Light   Co.,  which  was  equipped  for  this  purpose 


The  opening  of  the  electric  line,  which  was  noted  in  the  "Rei  lew' 
for  February',  1903,  and  which  was  marked  by  a  banquet  gi\"cn  in 
each  of  the  cities  to  the  city  officials  of  the  other,  has  brought  al.'Out 
a  greater  feehng  of  friendship  between  Fond  du  Lac  and  OshUosh 
than  has  ever  before  existed,  .•\lthough  there  has  been  for  >ears 
an  exceptionatly  fine  steam  railroad  service,  which  being  on  the  main 
lines  of  two  great  railroads,  furnish  handsome  trains  about  ivery 
two  hours,  there  was  comparatively  little  acquaintance  among  the 
people,  and  very  little  visiting. 


■o(^f/.  tKC^r  S/yM3' 


•j^Mft-^  r/ei^-  fos  6 


Aa^laa^  ^^e^^ja^s^r^^^^f-^ 


^0-0 — 

CROSS  SECTION  OF  CROSSINC.  UNDER  RAILROAD  TRACKS. 


with  a  500-kw.  Westinghouse  direct-comiected  generator,  and  a 
Reynolds-Corliss  cross-compound  engine,  together  with  additional 
boilers  and  other  small  machinery.  This  unit  operates  all  of  the 
cars  in  the  city  of  Fond  du  Lac  as  well  as  the  interurban  line,  aud 
the  total  distance  of  transmission  from  the  power  house  to  the  north 
end  of  the  interurban  is  15  miles.  The  voltage  is  raised  on  the 
interurban  section  by  means  of  a  30-kw.  booster,  and  it  has  been 
found  that  the  power  furnished  at  the  north  end  of  the  line  is  equal 
to  all  demands  upon  it,  and  quite  satisfactory  in  every  respect.  .'Al- 
though the  tracks  have  not  yet  been  ballasted,  and  the  bonding  is 
still  incomplete,  it  has  been  found  that  the  current  consumption  is 
but  about  ^Yi  kw.-h.  per  car-mile. 

The  cars  were  built  by  the  St.  Louis  Car  Co.  and  are  exceptionally 
handsome  and  convenient.  The  total  length  is  46  ft.  4  in.  over  all, 
of  which  the  bodies  are  34  ft.  and  the  platforms  5  ft.  6  in.  The 
width  of  the  car  from  out  to  out  is  8  ft.  8  in.,  and  the  height  from 
the  bottom  of  the  sill  to  the  top  of  the  roof  is  9  ft.  3  in.  The  cars 
are  divided  into  two  compartments,  one  for  smokers  and  express, 
and  the  other  for  passengers.  The  smoking  compartment  is  fur- 
nished with  seats  along  the  sides,  which  are  made  so  that  the  seats 
on  one  side  can  drop  down,  thus  giving  room  for  baggage  or  ex- 
press, if  necessary.  The  vestibules  are  unusually  wide,  and  the  ves- 
tibule doors  and  the  doors  of  the  cars  are  also  wide,  so  that  in 
case  it  is  desirable  to  handle  baggage,  trunks  can  be  carried  in  with- 
out damaging  the  car.  'ITie  passenger  compartment  is  furnished  with 
St.  Louis  Car  Co's.  seats,  which  are  covered  with  maroon  plush  and 
furnished  with  extra  high  backs.  The  plush  seats  were  provided  so 
that  the  passengers  might  sit  more  comfortably  than  with  the  rat 
tan  scats,  as  there  is  less  tendency  to  slide  forward,  which  some- 
times makes  a  long  ride  tedious  for  persons  who  are  not  tall  enough 
to  reach  the  foot  rest  comfortably.  The  cars  are  built  with  Robin- 
son's steel  channel  sill  construction.  The  windows  are  of  the  St. 
Lrmis  Car  Co's.  semi-convertible  type.  They  are  unusually  large, 
and  the  sills  are  cut  4  in.  longer  than  the  ordinary  car  win- 
dow, so  that  when  dropped  down  in  summer  the  efTect  is  nearly  as 
good  as  an  ojwn  car,  without  the  exposure  to  loo  much  wind,  llie 
trucks  arc  of  the  St.  Louis  Car  Co's.  M.  C.  B.  type,  similar  to  those 
built  for  the  Milwaukee  street  railway,  and  the  axles  are  5  in.  in 
diameter.  Cars  are  equipped  with  Peter  Smith  heaters,  Christensrn 
air  brakes,  and  arc  headlights.  The  electrical  equipment  consists  of 
four  Westinghouse  No.  56  motors  to  each  car,  geared  to  run  42 
miles  per  hour.  Each  car  is  equipped  with  two  trolleys,  and  the 
Wilson  trolley  catcher  is  used.  No  expense  nor  care  was  spared  to 
make  these  cars  the  most  complete  and  handsome  exam|iles  ;if  the 
car  builder's  art  yet  produced. 

The  running  time  between  terminii  is  at  present  one  hour  and  i.s 
minutes.  It  is  expected,  however,  to  build  some  additional  doirlilc 
track  in  liolh  Fond  du  Lac  and  Oshkosh,  and  as  soon  as  this  is 
done  and  the  interurban  section  completely  ballasted,  it  is  expccled 
10  make  ihe  run  in  50  minutes  each  way,  making  two  cars  give  hourly 
•ervice. 


Since  the  opening  of  the  electric  line  each  city  has  benefitci!  by 
trade  from  the  other,  and  there  have  been  numerous  excursions  to 
theaters,  society  meetings  and  other  matters  of  enlcrtainmen',  iicu 
omitting  several  pugilistic  encounters  for  the  sportsmen. 

The  sentiment  expressed  by  the  mayor  of  Fond  du  Lac  at  iho 
l'an(|uet  in  that  city,  "that  all  rivalry  and  jealou.sy  should  be  for- 
giitten,  and  that  the  cities  of  the  Fox  River  Valley,  now  united  by  a 
means  of  cheap  and  rapid  transportation,  should  work  together  as  a 
unit  for  the  benefit  of  the  entile  community,"  has  been  acted  upon 
by  the  citizens  of  both  cities. 

The  officers  of  the  Fond  dii  Lac  &  Oshkosh  Electric  Railway  Co. 
are:  George  Lines,  Milwaukee,  president;  T.  Iv  (Irovcr,  general 
manager.  Mr.  Grover,  who  is  president  of  the  l-'oiul  du  Lac  Street 
Railway  &  Light  Co.,  has  entire  charge  of  tlie  operation  and  other 
business  of  the  interurban  line.  The  entire  work  of  building  the  road 
was  done  by  the  Columbia  Construction  Co.,  of  which  Clement  C. 
Smith  is  president.  This  company  made  the  preliminary  estimate 
of  the  cost  of  operation  and  probable  receipts,  and  also  secured  all 
the  right  of  way,  closed  the  contracts  for  the  steam  railroad  cross- 
ings, for  trackage  rights  and  for  obtaining  power  from  the  terminal 
companies.  It  also  handled  all  the  engineering  work  on  the  line  and 
put  the  road  in  operation  complete.  'J'hc  changes  in  the  cquii)ment 
of  the  power  house  at  Fond  du  Lac  were  designed  by  Sargent  & 
Lundy,  Chicago. 

«  ■  » • 

NEW  THIRD  RAIL  SYSTEM  IN  NEW   YORK. 


The  third  appellate  division  of  the  supreme  court  of  New  York 
unanimously  sustained  the  State  Board  of  Railroad  Commissioners 
in  authorizing  the  New  York  &  Port  Chester  Railroad  Co.  to  con- 
struct an  electric  railroad  line  from  Harlem  (o  Port  Chester,  through 
Mount  Vernon  and  New  Rochelle.  The  company  was  incoi"porate<l 
April  3,  1901,  with  a  capital  of  $250,000.  It  proposes  to  build  a  third 
rail  system,  under  its  charter  received  .'\pr.  9,  1902,  from  Willis  .\ve. 
and  I32d  .St.,  Bronx  Borough,  New  York,  northeasterly  through 
Fordham,  Williamsbridge,  Mount  Vernon,  New  Rochelle,  Mamaro- 
ncck,  aud  Port  Chester  to  a  point  on  the  boundary  line  between 
New  York  and  Connecticut,  a  distance  of  about  23  miles.  There 
will  also  be  a  branch  to  Clason  Point.  Long  Island  .Sound,  two  miles 
long.     Work  will  iK-gin  in  May. 

The  road  is  expected  to  cost  between  $12,500,000  and  $i3,ooo,CKX). 
It  will  carry  freight  and  passengers  and  will  establish  an  express 
system  that  will  convey  passengers  from  Port  Chester  to  City  Hall, 
New  York,  via  the  subway  system,  in  54  minutes.  The  fare  for 
the  trip  will  be  about  .IS  cents.  The  road  will  be  operated  on  pri- 
vate right  of  way  without  grade  crossings  and  will  connect  with  the 
Rapid  Transit  system  at  I32d  St.  an<l  Willis  Ave.  The  New  York, 
New  Haven  &  Hartford  Railroad  Co.  opposed  the  granting  of  the 
charier  on  the  ground  that  the  road  is  not  a  public  necessity  and 
will  establish  a  ruinous  compi'tilion.  The  oflici  rs  arc;  W.  C. 
(iolshall,  president;  Messinorc  Kiiid.ill,  vice  iiresiileiil  ;  K.  II.  Ilili. 
secretary  and  treasurer. 


232 


STREET  RAILWAY  REVIEW. 


[Vou  XIII.  No.  4- 


J.  W.  CARTER. 


PERSONAL. 

MR.  S.WIUEI.  I1.\RRIS,  giiicral  manager  of  llic  Lchigli  Valliy 
'Iractioii  Co.,  of  .Mlcnlowii,   I'a.,  has   resigned. 

MR.  CHARLES  T.  YERKES  lias  been  elected  president  of  tlic 
London  (Eng.)  United  Tramways  to  succeed  Mr.  George  White,  re- 
signed. 

MR.  PHILIP  ».\R\H.\RO,  of  Cynthiana,  Ky.,  lias  been  ap- 
|H>intcd  secretary  and  siiperinlendeiU  of  the  Georgetown  &  Lexington 
Traction  Co.,  vice  Mr.  Robert  Pryor,  resigned. 

MR.  JOHN  \V.  CARTER  was  promoted  .\pril  ist  from  assistant 
superintendent  to  general  superintendent  of  the  Metropolitan  Street 
Railway  Co..  of  Kansas  City,  Mo.     Mr.  Carter's  first  experience  in 

street  railway  work  was  in  1885 
when  he  was  employed  on  the 
construction  of  the  plh  St.  cable 
railway,  and  when  this  was  com- 
pleted lie  was  made  head  rope 
splicer.  In  1895  he  was  appointed 
line  superintendent  which  position 
lie  held  until  November,  iSgg, 
when  he  was  made  assistant  to 
the  general  superintendent.  Mr. 
Carter  was  born  in  Chicago  in 
i8(),v  He  has  made  for  himself 
ail  enviable  record.  His  great 
consideration  for  the  men  uiuler 
his  charge  has  made  him  very 
popular  with  the  employes.  .'\s  an 
example  of  his  intliience.  when  the 
train  men  went  out  on  strike  in 
May,  1900,  Mr.  Carter  visited  the  various  barns  and  through  pcr- 
,<onal  friendship  induced  over  three-quarters  of  the  men  to  return 
to  their  work,  thus  completely   breaking  the  strike. 

MR.  CHAUNCEY  B.  FORWARD,  representing  the  Eclipse  Car 
Fender  Co.,  of  Cleveland,  O.,  was  a  caller  at  the  "Review  "  office 
the  latter  part  of  last  month. 

MR.  ALBERT  K.  ALLIS,  of  .Vppleton,  Wis.,  has  been  appointed 
sujierintendent  of  the  Fox  River  \alley  Electric  Railway  Co.,  vice 
Mr.  W.  H.  Holcomb,  resigned. 

MR.  BION  J.  ARNOLD,  of  Chicago,  has  been  nominated  fur 
president  of  the  .\merican  Institute  of  Electrical  Engineers.  The 
annual  election  will  be  held  in  May. 

MR.  T.  E.  FEL  T  succeeds  Mr.  E.  A.  Spellman,  resigned,  as  super- 
intendent of  the  Ohio  Central  Traction  Co.,  of  Gallon,  O.  Mr.  Felt 
was  with  the  Cleveland  City  Railway  Co. 

MR.  H.ARRY  G.  GR.\MPP  has  been  appointed  manager  of  River- 
view  Park,  one  of  the  summer  resorts  controlled  by  the  Elgin,  .Vu- 
rora  &  Southern  Traction  Co.,  of  .\urora.  111. 

MR.  W.  H.  HOLCOMB  has  resigned  the  superiiitendency  of  tlie 
Fox  River  Valley  Electric  Railway  Co..  of  ,'\ppleton.  Wis.,  and  will 
engage  in  the  sporting  goods  business  in  .■Vppleton. 

.\1R.  F.  E.  FIT(iER.'\LD,  division  superintendent  of  the  Norfolk, 
Portsmouth  &  Newport  News  Railway  Co..  succeeds  Mr.  R.  K  lliiiit 
as  general  manager  of  the  Lexington   (Ky.)    Railway  Co. 

MR.  OREN  ROOT,  JR.,  until  recently  assistant  general  manager 
of  the  Metropolitan  Street  Railway  Co.,  of  New  York,  lias  been 
appointed  general  manager.  Mr.  Root  has  served  this  company  for 
nine  years. 

MR.  W.  L.  FULLER,  of  the  Philadelphia  Rapid  Transit  Co.,  was 
last  month  appointed  general  manager  of  the  New  York  &  Queens 
County  Railway  Co.,  of  Long  Island  City,  N.  V..  vice  Mr.  Jacob 
R.  Beeten,  resigned. 

MR.  JOHN  I.  BEGGS,  president  of  the  Milwaukee  Electric  Rail- 
way &  Light  Co.,  addressed  the  Racine  (Wis.)  Business  Men's  As- 
sociation on  the  relations  of  the  city  to  corporations,  at  its  second 
annual  banquet  held  on  March  25th. 

MR.  A.  D.  CAMPBELL  has  gone  to  Seattle,  Wash.,  to  assume 
the  position  of  master  mechanic  of  the  Seattle  Electric  Co.  He  was 
connected  with  the  Boston  (Mass.)  Elevated  Railway  Co.,  as  mulli- 
ple-unit-control  and  equipment  expert. 

MR.  C.  R.  BELLAMY,  general  manager  of  the  Liverpool  (Eng.) 
Corporation  Tramways,  has  sailed  for  home  after  a  short  visit  to 
this  side.  His  report  to  the  Tramway  Committee  is  expected  to 
result  in  the  placing  of  substantial  contracts  for  equipment  to  be 
utilized  for  the  extensions  to  the  Liverpool  system.    While  in  New 


York  Mr.  Bellamy  addressed  the  national  convention  on  municipal 
ownership,  held  under  the  auspices  of  the  Reform  Club,  of  that 
city. 

.MR.  VV.  MILTON  BROWN,  of  Johnstown,  Pa.,  is  in  England 
in  connection  with  the  Lorain  Steel  Co.'s  contracts  with  the 
Wolverhampton  Corporation  for  the  installing  of  the  Brown  system 
of   surface  contact    for  electric   lines. 

.MR.  J.  N.  VANDERGRirr,  vice-president  of  the  Vandcrgrift 
Construction  Co.,  of  Philadelphia,  has  gone  to  Porto  Rico  to  super- 
intend the  construction  of  the  Porto  Rico  Railway  &  Power  Co.'s 
system  between  Ponce  and  San  Juan. 

.MR.  D.  SI' I'HERL.W'D,  chief  engineer  at  the  power  house  of 
the  Toronto  .Street  Railway  Co.,  of  Toronto,  Can.,  has  been  aji- 
IKiinted  chief  engineer  at  the  Batavia  power  house  of  the  Aurora 
ICIgin  &  Chicago  Railway  Co.,  Aurora,  111. 

MR.  W.  E.  MOORE  has  resigned  as  general  superintendent  and 
engineer  of  the  Augusta  Railway  &  Electric  Co.,  and  the  Gas  Light 
Co.  of  Augusta,  and  is  taking  up  similar  work  with  the  West 
Pennsylvania  Railway  &  Lighting  Co.,  of  Pittsburg. 

MR.  E.  W.  ALEXANDER,  of  Montours  Falls,  N.  Y.,  has  re- 
signed as  superintendent  and  puichasing  agent  of  the  Elmira  & 
Seneca  Lake  Railway  Co.  His  successor  is  Mr.  Charles  Murray,  of 
Buffalo,  formerly  an  official  of  the  Buffalo  &  Depcw  Railway  Co. 

MR.  W.  K.  MORLEY,  of  Louisville,  Ky.,  has  been  elected  vice- 
president  and  general  manager  of  the  Grand  Rapids,  Grand  Haven 
&  Muskegon  Railway  Co.,  Grand  Rapids,  Mich.  Mr.  Morley  was 
superintendent  of  the  St.  Louis-Louisville  division  of  the  Southern 
Ky. 

.\IR.  EDWARD  BL.MK  has  been  appointed  assistant  superin- 
lendeiit  of  the  Montreal  (Que.)  Street  Railway  Co.,  of  which  Mr. 
Luke  Robinson  is  superintendent.  Mr.  Blair  was  assistant  to  the 
general  manager  of  the  Quebec  Railway,  Light  &  Power  Co.,  of 
Quebec. 

MR.  F.  G.  WTHPPLE,  who  was  until  recently  chief  draftsman 
for  the  American  Steel  Foundry  Co.,  of  St.  Louis,  is  now  connected 
with  the  sales  department  of  the  Crocker-Wheeler  Co.,  with  head- 
quarters at  the  Chicago  office,  which  is  under  the  management  of  Mr. 
Julian  Roc. 

MR.  GEORGE  S.  SCHMIDT,  secretary  of  the  York  Street  Rail- 
way Co.,  the  York  &  Dallastown  Street  Railway  Co.,  the  Dallastown, 
Windsorville  &  Red  Lion  Street  Railway  Co.,  the  York  &  Dover 
Street  Railway  Co.,  the  York  Haven  Street  Railway  Co.,  and  sev- 
eral minor  companies  combined  under  the  York  Traction  Co.,  trans- 
acts a  large  amount  of  important  business  for  the  corporations 
named,  in  addition  to  devoting 
time  to  a  large  and  lucrative  law 
practice.  Mr.  Schmidt  was  born 
at  Carlisle,  Pa.,  February,  1861. 
His  parents  removed  to  St.  Paul, 
Minn.,  where  he  attended  the  pub- 
lic schools  until  1873,  when  he 
came  to  York  and  entered  the 
York  Collegiate  Institute.  The 
years  1875-76  he  spent  abroad  as 
a  student  in  Germany.  He  re- 
turned to  Y'ork,  re-entered  the  Col- 
legiate Institute,  graduating  i  n 
1879,  and  was  the  valedictorian 
of  his  class.  Shortly  after  his 
graduation  he  entered  Princeton 
College,  from  which  he  graduated 
in  1881.  He  then  went  to  Phila- 
delphia where  he  read  law  in  the  office  of  Benjamin  Harris  Brewster, 
then  attorney  general  of  the  L'nited  States.  While  a  student  in  the 
law  office  he  attended  the  law  school  of  the  University  of  Pennsyl- 
vania and  graduated  with  honors  in  the  class  of  1884.  Shortly  after 
he  engaged  in  the  practice  of  law  in  York  and  is  today  among  the 
leading  attorneys  of  the  Y'ork  Bar.  In  1885  when  the  York  Street 
Railway  Co.  was  organized,  Mr.  Schmidt  was  made  one  of  its  direc- 
tors, and  later  was  chosen  as  its  secretary.  Mr.  Schmidt  also  looks 
after  the  securing  of  charters,  rights  of  way,  and  is  the  counsel 
of  the  several  companies  he  represents. 

MR.  THOMAS  G.  H.MJSEN,  formerly  associated  with  the 
Northern  Ohio  Traction  Co.,  and  the  Cleveland  Electric  Co..  together 
with   Mr.   P.   W.  Davies,  recently  secretary  of  the  British   Electric 


G.  S.  SCHMIDT. 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


233 


Traction  Co.,  Limited,  of  London,  have  formed  a  company  styled 
the  Railways  &  Tramways  Inspection  Co.,  for  the  purpose  of  acting 
in  an  advisory  capacity  to  British  electric  roads. 

MR.  CHARLES  11.  HACKETT  has  been  appointed  superin- 
tendent of  the  Jacksonville  (Fla.)  Street  Railroad  Co.,  vice  Mr. 
E.  B.  Kirk,  resigned.  Mr.  Hackett  first  became  connected  with 
the  company  when  it  adopted  electricity.  Afterward  he  was  em- 
ployed by  the  Los  Angeles  (Cal.)  Traction  Co. 

MR.  -A.  L.  SCOTT  will  remain  general  manager  of  the  Ft. 
Wayne  Traction  Co.,  recently  acquired  by  the  Union  Traction  Co. 
of  Indiana,  and  his  staff  will  be  augmented  by  the  addition  of  Mr. 
C.  D,  Emmons,  formerly  superintendent,  purchasing  agent  and  chief 
electrician  of  the  Lafayette  (Ind.)   Street  Railway  Co. 

MR.  E.  P.  BRV.'KN,  vice-president  and  manager  of  the  Inter- 
borough  Rapid  Transit  Co.,  of  New  York,  assimied  entire  charge  of 
the  Manhattan  Railway  Co.  on  .April  1st.  Mr.  Bryan  has  had  38 
years'  continuous  service  in  the  railroad  business.  He  has  advanced 
step  by  step  from  the  position  of  operator  at  Lebanon,  Ky. 

MR.  H.  A.  EVERETT,  of  the  Everett-Moore  syndicate,  will  be 
associated  with  Mr.  Charles  W.  Wason,  of  Cleveland,  O.,  in  pro- 
moting traction  properties  in  the  future.  Mr.  E.  W.  Moore  will 
operate  alone.  Messrs.  Everett  and  Moore  will  work  together,  how- 
ever, so  far  as  operations  already  begun  by  them  are  concerned. 

MR.  M.  W.  BORDERS,  general  attorney  for  the  East  St.  Louis 
&  Suburban  Railway  Co.,  has  resigned  to  accept  the  position  of  gen- 
eral counsel  for  Morris  &  Co.,  Chicago.  The  management  of  the 
street  railway  company  gave  a  banquet  in  honor  of  Mr.  Borders, 
March  20th,  which  was  attended  by  prominent  East  St.  Louis  citi- 
zens. 

MR.  C.  V.  WESTOX,  M.  A.  S.  C.  E.  .ind  W.  S.  E.,  of  Weston 
Brothers,  Chicago,  has  been  chosen  chief  engineer  of  the  contem- 
plated extensions  of  the  South  Side  Elevated  Railroad  Co.,  in  that 
city.  Mr.  Weston  directed  the  construction  of  the  L'nion  Elevated 
Railroad  Co.'s  loop  and  the  Northwestern  Elevated  Railroad  Co.'s 
system  in  Chicago,  also. 

MR.  W.  A.  S-ATTERLEE  has  been  appointed  assistant  general 
manager  of  the  Metropolitan  Street  Railway  Co.,  of  Kansas  City, 
Mo.,  and  entered  upon  his  new  duties  on  April  ist.  Mr.  Satterlee 
entered  the  employ  of  the  company  in  1891  as  a  clerk  and  during 
the  same  year  was  made  purchasing  agent.  In  the  following  year 
he  assumed  the  duties  of  assistant  general  superintendent  of  the 
company  and  in  November,  1899,  was  appointed  general  superinten- 
dent, which  position  he  held  until   his   present  promotion. 

MR.  CHARLES  H.  TENNEV,  of  Hartford,  Conn.,  has  been 
elected  president  of  the  New  Hampshire  Traction  Co.,  Exeter,  N.  H., 
vice  Mr.  Howard  .Xbell,  resigned.  Mr.  Tenney  was  vice-president. 
Mr.  Charles  R.  Fredericks,  general  superintendent,  and  Mr.  Frank 
v.  Dunham,  director  of  the  anuisem<nt  resorts,  both  of  Chicago, 
have  also  resigned.  The  management  of  the  system  devolves  upon 
Mr.  Franklin  Woodward,  general  manager,  who  states  that  succes- 
.sors  to  Messrs.  Fredericks  and  Dunham  will  probably  not  be  chosen. 

MR.  R.  E.  HUNT,  general  manager  of  the  Lexington  (Ky.) 
Railway  Co.,  has  resigned  to  assume  the  management  of  the  Au- 
gusta &  Aiken  Railway  Co.,  of  Augusta,  Ga.  Both  companies  are 
owned  by  the  Railways  &  Light  Co.  of  America,  of  Baltimore,  and 
the  transfer  is  really  a  promotion.  Mr.  Hunt  was  with  the  Lexing- 
ton company  a  number  of  years  and  is  intimately  acquainted  with 
every  side  of  the  street  railway  business.  'Hie  employes  of  the 
Lexington  Railway  Co.  presented  Mr.  Hunt  a  token  of  esteem  in 
the  form  of  a  suitably-inscribed  Elk  charm,  and  chain. 

MR.  GEORGE  B.  LARRABEE,  superintendent  of  the  Hart- 
ford &  Springfield  Railway  Co.,  Hartford,  Conn.,  has  gone  to 
Peoria,  III.,  to  take  charge  of  the  Peoria  &  I'ekin  Terminal  Ry., 
which  is  under  the  same  management.  Mr.  Larrabcc  became  iden- 
tified with  the  Hartford  &  .Springfiehl  Company  when  it  absorbed 
the  Enfield  &  I-ongmeadow  Electric  Ky.,  and  under  his  supervis- 
ion that  line  was  extended  and  the  Soniers  &  Enfield  road  con- 
structed. Mr.  Henry  .S.  Newton,  of  the  Beaver  Falls  'Traction  Co., 
I'cavcr  Falls,  Pa.,  succeeds  Mr.  Larrabec  at  Hartford. 

MR.  JOHN  HARRIS,  superintendent  of  the  Cincinnati  Traction 
Co.,  retired  from  (hat  office  April  lOlh,  On  April  14th  he  would 
have  completed  the  sCrth  year  of  service  with  the  street  railways 
of  Cincinnati.  Mr.  Harris  was  born  in  Lancaster,  O.,  in  1841,  ami 
went  to  Cincinnati,  taking  horses  for  the  market  there.  He  com- 
menced butiness,  caring  for  horses,  on  the  i>itc  of  the  present  fed- 


eral building  and  within  200  feet  of  the  office  occupied  by  him 
until  his  retirement.  For  more  than  40  years  Mr.  Harris  had  been 
kept  away  from  his  office  but  a  single  day  by  sickness.  He  is  the 
last  official  of  the  old  Cincinnati  Street  Railway  Co.,  which  was 
leased  by  the  traction  company,  to  retire  from  active  duties. 

MR.  W1LLL\M  LINTERN  was  appointed  master  mechanic  of 
the  Cleveland  &  Southwestern  Traction  Co.,  Cleveland,  C,  and  en- 
tered upon  his  new  duties  April  ist.  Mr.  Lintern  has  been  identi- 
fied" with  street  railway  work  for  15  years,  beginning  with  the  East 
Cleveland  Railway  Co.  He  was  afterward  connected  with  the  Short 
Electric  Co.,  going  thence  to  the  Citizens'  Street  Railway  Co.,  Bat- 
tle Creek,  Mich.  Later  he  was  associated  with  the  Cleveland  City 
Railway  Co.,  and  resigned  to  join  forces  with  the  Cleveland,  Elyria 
&  Western  Railway  Co.,  where  he  remained  nearly  three  years.  He 
rosigned  that  position  to  take  up  the  duties  of  general  manager  of 
the  Nichols-Lentern  Co.,  manufacturer  of  pneumatic  Sanders,  which 
business  was  recently  taken  over  by  a  large  engineering  company. 

MR.  GEORGE  E.  FISHER,  of  Detroit,  Mich.,  recently  arranged 
with  an  eastern  .syndicate  to  finance  electric  railway,  lighting  and 
gas  properties  which  he  will  undertake  to  organize,  construct  and 
operate.  Mr.  Fisher  had  a  great  deal  of  experience  in  this  line 
when  president  of  the  Chase  Construction  Co.,  which  built  four 
interurban  roads  running  out  of  Dayton,  two  of  the  Cleveland,  O., 
lines,  and  several  electric  roads  in  Indiana  and  Pennsylvania.  It 
also  built  and  equipped  60  central  station  lighting  plants  in  Michi- 
gan, Ohio  and  Indiana.  Mr.  Fisher  secured  the  contract  for  the 
Grand  Rapids  municipal  lighting  plant,  and  he  is  president  and 
two-thirds  owner  of  the  Pontiac  Standard  Lighting  Co.  It  is 
understood  that  the  syndicate  formed  by  Mr.  James  T.  Lynn,  who 
recently  removed  to  New  York,  will  handle  the  new  properties  for 
Mr.  Fisher.  This  syndicate  controls  gas  and  lighting  plants  in  26 
cities. 

MR.  RICHARD  H.  PIERCE,  president  of  Pierce,  Richardson  & 
Neiler,  Incorporated,  and  one  of  the  best-known  electrical  engineers 
in  Chicago,  will  remove  to  Boston,  Mass.,  about  May  Ist,  to  assume 
charge  of  a  branch  office  of  the  company  in  that  city,  and  to  give 
his  attention  to  important  private  interests.  Mr.  S.  G.  Neiler,  vice- 
president  and  treasurer,  and  Mr.  H.  A.  Robinson,  secretary,  will  re- 
main in  the  Chicago  office.  Messrs.  Pierce  and  Neiler  recently 
purchased  Mr.  R.  E.  Richardson's  interest  in  the  corporation.  That 
gentleman  has  been  appointed  general  manager  of  the  Kansas  City 
lilectric  Light  Co.  The  partnership  of  Pierce  &  Richardson  was 
founded  Mar.  i,  1894.  It  was  incorp')rated  in  1897  and  became 
Pierce,  Richardson  &  Neiler  in  1900.  Mr.  Pierce  was  born  in  Woon- 
socket,  R.  I.,  Nov.  20,  i860.  He  graduated  from  Yale  with  the  de- 
gree of  A.  B.,  in  1882,  and  from  the  Massachusetts  Institute  of 
Technology  with  the  degree  of  B.  S.,  in  1885,  being  a  member  of  the 
first  class  in  electrical  engineering  graduated  from  that  institution. 
He  came  to  Chicago  shortly  afterward  and  became  associated  with 
the  Western  Edison  Electric  Light  Co.  During  the  World's  Colum- 
bian Exposition  Mr.  Pierce  was  at  first  electrical  engineer,  under 
Mr.  Frederick  Sargent,  and  afterward  electrical  engineer  in  charge 
of  the  undertaking.  Mr.  Pierce  is  a  member  of  the  American 
Institute  of  Electrical  Engineers  and  of  the  American  Society  of 
Mechanical  Engineers,  as  well  as  a  foreign  member  of  the  Insti- 
tution of  Electrical  Engineers  of  Great  Britain.  For  several  years 
he  served  as  local  honorary  secretary  of  the  Institute  in  Cliicagu, 
which  position  he  recently  resigned. 

MR.  CHES'TlvR  P.  WILSON,  who  was  reccnlly  appointed  super- 
inlendenl  of  the  I-,ickawanna  &  Wyoming  Valley  Railroad  Co.,  of 
Scranton,  Pa.,  was  graduated  from  Cornell  University  with  the 
degree  of  mechanical  engineer  in  1892.  'The  following  year  he 
entered  the  employ  of  the  Philadelphia  'Traction  Co.,  as  draughts- 
man, and  was  soon  promoted  to  superintendent  of  the  33d  and  Mar- 
ket Sts.  power  station  during  construction  and  operation,  for  three 
years.  'The  Weslinghouse  company  installed  its  first  large  size 
direct  connected,  slow  speed  generators  in  this  plant.  Making  their 
construction  and  operation  the  subject  of  an  exhaustive  investiga- 
tion, Mr.  Wilson  pursued  in  this  connection  a  course  of  study  which 
en.ibled  him  to  take  his  master's  degree  in  mechanical  engineering 
at  Cornell  University  in  ift/i.  For  six  months  in  i8y6  Mr.  Wilson 
was  chief  engineer  at  .Swift  &  Co.'s  East  St.  Louis  plant,  having 
charge  of  the  refrigeration,  power  and  lighting  work  at  the  lime  of 
the  .St,  I^uis  cyclone,  and  the  period  of  repairs  and  increase  of 
pl.ini  ininicdialcly  following.     Abattoir  work  proving  less  altriiclive 


234 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  4- 


than  the  street  railway  field,  he  resigned  and  was  appointed  general 
nian,iKcr  of  the  Siuux  City  'IVaction  Co.  for  18^7-98.  The  suc- 
ceeding two  years  he  was  chief  engineer  for  the  Milwaukee  Klectric 
Railway  &  Light  Co.,  having  charge  of  its  nine  power  stations,  ag- 
gregating 15.000  h.  p.  lie  also  had  supervision,  under  direction  of 
Sargent  &•  Lundy,  consulting  engineers,  of  the  machinery  installa- 
tion in  the  new  power  station,  the  civil  engineering  work,  the  secur- 
ing of  right  of  w.iy,  and  as  considtant  in  the  determination  of  the 
standard  car  e(|uipment  adopted  hy  the  road,  making  for  this  latter 
puriK>se  extensive  tests  on  tliflerent  types  and  cond>inations  of 
e<|uipnient.  The  design  of  all  the  special  track  work  was  made 
under  his  direction,  also,  Krom  !(/»  to  igoj  Mr.  Wilson  was  gen- 
eral manager  and  chief  engineer  of  the  Camps  Hay  Tramway  Co., 
I.imiteil,  engaged  in  constructing  a  scenic  suhurban  Iraniw.iy  at  Cape 
Town,  South  Africa.  At  various  times  he  has  undertaken  expert 
work  for  Mr.  F.  \V.  Darlinglim.  consulting  engineer,  of  Philadelphia, 
in  connection  with  coal  aii<l  gold  mining  properties  in  West  Vir- 
ginia anil  Montana,  and  large  illuminating  fountains  in   England. 

MR.  W.  H.  TARKlNt;  TON,  for  three  years  general  superintend- 
ent of  the  Omaha  &  Council  HlufTs  Railway  &  Rridge  Co.,  has  hccu 
appointed  general  manager  of  the  IVlroit,  Monrix'  &  Toledo  Short 
Line  Co.     lie  was  connected  with  the  Dinaha  company   i.?  years. 


OBITUARY. 


STRIKES  OF  THE  MONTH. 


MR.  JAMES  A.  STEWART,  superintendent  of  the  Liica  «:  Mo- 
hawk \'alley  (N.  Y.)  Railway  Co.,  died  Tucsd-iy,  March  31st.  at 
the  home  of  his  father-in-law  in  Fonda,  N.  V.,  on  the  40th  anni- 
versary of  his  birth.  Mr.  Stewart's  health  began  to  fail  early  last 
fall,  but  he  kept  at  his  work,  which  was  unusually  arduous,  until 
shortly  before  Christmas,  when  he  went  to  Atlantic  City.  For  a 
while  the  sea  air  and  rest  were  beneficial,  but  a  relapse  occurred  and 
he  failed  rapidly.  Kidney  trouble  was  primarily  the  cause  of  his 
sickness.  Deceased  was  born  in  Montgomery  County  and  his  earliest 
c.Nperience  in  street  railway  work  was  at  Herkimer,  N.  Y.  When 
the  old  car  line  there  was  discarded  for  the  electric  system  Mr. 
Stewart  was  appointed  superintendent,  which  position  he  filled  most 
creditably  for  nearly  five  years.  Last  spring  the  Utica  &  Mohawk 
Valley  company  absorbed  the  Herkimer,  Mohawk,  llion  &  Frankfort 
Electric  Ry.,  and  Mr.  Stewart  was  chosen  to  succeed  Mr.  George 
L.  RadclifTe  as  general  superintendent  of  the  entire  system. 

MR.  W.  W.  CARD,  president  of  the  Pittsburg  Screw  &  Bolt  Co., 
and  first  vice-president  of  the  Westinghouse  Electric  &  Manufac- 
turing Co.,  was  struck  by  a  trolley  car  in  front  of  his  home  in  Wilk- 
insburg.  Pa.,  April  5th,  and  fatally  injured.  He  had  stepped  from 
one  car  and  was  struck  by  another  going  in  the  opposite  direction. 


\A^AGES  INCREASED. 


Beginning  June  1st  the  motormen  and  conductors  employed  by 
the  'Tri-City  Railway  Co.,  of  Davenport,  la.,  will  receive  a  14-per- 
cent increase  in  wages.  The  new  schedule  will  be  18  cents  an  hour 
for  the  first  >-ear  and  19  for  the  second,  instead  of  16  and  17K'. 
respectively,  and  after  two  years  the  pay  will  be  20  cents  an  hour. 
Hie  aggregate  increase  the  company  has  voluntarily  given  its  men 
since  1900,  based  upon  the  pay  they  were  getting  then,  is  36  per  cent. 

.•\  general  raise  of  i  cent  per  hour  in  the  wages  of  all  the  conductors 
and  motormen  employed  by  the  Sioux  City  (la.)  Traction  Co.  went 
into  eflfect  .^pril  ist.  Following  is  the  new  scale:  Extra  list.  16 
cents  per  hour;  first  year  regulars,  17;  second  year  regulars,  17  1-3; 
third,  fourth  and  fifth  )-cars,  18;  after  five  years,  19  cents  per  hour. 

The  Ottawa  (Out.)  Electric  Railway  Co.  has  announced  a  volun- 
tary increase  of  10  per  cent  in  wages  to  its  employes. 

The  Winnebago  Traction  Co.,  of  Oshkosh,  Wis.,  has  increased 
its  employes'  wages  from  April  1st.  City  motormen  and  conductors 
receive  16  cents  an  hour,  instead  of  15,  and  interurhan  motormen 
and  conductors  receive  18  cents  an  hour,  instead  of  17. 

The  Manchester  (N.  H.)  Street  Ry.  has  increased  the  wages  of 
125  motornuMi  and  conductors  to  $[4  per  week  each  from  .Vpril  ist. 
This  is  an  increase  of  15  per  cent. 

The  employes  of  the  .Augusta.  Winthrop  &  Gardiner  Railway  Co., 
of  .\ugusta.  Me.,  who  have  been  in  the  service  of  the  company  more 
thin  one  year,  have  been  granted  an  increase  of  wages. 


On  .March  22d  too  motormen  and  conductors  of  the  Tacoina 
(Wash.)  Railway  &  Power  Co.  struck  for  an  advance  of  two  to 
five  cents  an  hour,  for  a  lo-hour  day.  and  for  recognition  of  the 
union.  The  company  sent  to  Seattle  and  <ibtained  men  from  the 
street  railway  company  there.  This  precipitated  a  strike  by  700  em- 
ployes of  Ihe  Seattle  Electric  Co.,  who  went  out  at  midnight, 
March  j<ith.  The  Tacoma  .strike  was  officially  declared  off  .Xpril 
Ist.  The  company  operated  15  or  20  cars  during  most  of  the  inter- 
val. 

The  Seattle  strike  was  much  more  serious.  The  service  was  prac- 
tically at  a  standstill,  there  was  considerable  lawlessness,  employes 
were  made  special  policemen  and  armed,  and  power  houses  were 
guarded  hy  deputy  sheriffs.  To  add  to  the  company's  burdens,  a 
counterbalance  on  Quetn  .Vnne's  Hill  broke  away  from  its  cable 
and  damaged  the  track  considerably.  On  March  29tli  a  confer- 
ence was  held  at  the  rejjuest  of  the  business  men,  and  on  .March 
31st  the  strikers  voted  to  go  back  to  work.  Mr.  James  B.  Meikle, 
secretary  of  the  Chamber  of  Commerce,  was  mainly  instrumental 
in  getting  the  strikers  to  submit  their  grievances  to  arbitration. 

The  strike  in  Waterbury,  Conn.,  which  was  mentioned  in  the 
"Revie\»"  for  March  20,  1903,  is  still  on,  but  the  Connecticut  Rail- 
way &  Lighting  Co.'s  entire  system  is  in  operation.  Service  on  the 
main  city  line  was  resumed  regularly  March  nth.  Lawlessness  pre- 
vails to  some  extent.  A  citizens'  alliance  was  formed  for  self-protec- 
tion. On  March  30th  18  men,  seven  of  them  strikers,  were  arrested, 
charged  with  complicity  in  an  assault  apoii  a  motornian  and  con- 
ductor. Bail  xyas  fixed  at  $2,000  in  each  case.  Rewards  offered  for 
the  arrest  of  the  party  or  parties  who  shot  and  killed  a  policeman 
on  March  8th  aggregate  $13450. 


NORTH  JERSEY  RAILWAY  OFFICIALS 
INDICTED. 


Ihe  grand  jury  of  Essex  County,  New  Jersey,  has  indicted  the 
principal  ofticcrs  of  the  North  Jersey  Street  Railway  Co.,  of  Jersey 
City,  including  the  executive  committee  of  the  l)oard  of  directors, 
cliarging  each  with  manslaughter  in  being  responsible  for  the  Clin- 
ton .\vc.  grade  crossing  disaster  in  Newark,  February  I9tb,  when 
nine  pupils  of  the  Newark  High  School  were  killed.  This  acci- 
dent was  described  in  the  "Review"  for  Mar.  20,  1903. 


INTERNATIONAL  REGISTER  CO.  BUYS  NEW 
HAVEN. 


.\nnouncement  was  made  last  month  of  the  purchase  by  the  Inter- 
national Register  Co.,  of  Chicago,  of  the  business  of  the  New  Haven 
Car  Register  Co.,  of  New  Haven,  Conn.  The  International  takes 
over  all  the  property,  good  will,  patents,  samples  and  registers  shipped 
on  approval  by  the  New  Haven  company.  All  outstanding  sales 
accounts  due  the  New  Haven  company  will  be  collected  by  John  S. 
Bradley,  trustee  for  the  stockholders,  who  will  pay  all  debts.  The 
factory  at  New  Haven  has  been  closed  and  the  stock  and  equipment 
shipped  to  Chicago,  where  the  business  will  be  henceforth  conducted. 

The  International  Register  Co.  will  enlarge  the  plant  to  accommo- 
date the  additional  equipment  and  will  have  about  double  the  former 
output.  The  company  also  acquired  the  specialty  business  of  the 
New  Haven  company,  including  badges,  punches  and  cord. 


HEIL  COMPANY  BUSY. 


The  Heil  Railjoinl  Welding  Co..  of  MiKvaukee,  is  very  actively 
engaged  this  season.  In  .\pril  a  Meil  welding  outfit  was  put  at 
work  on  the  lines  of  the  Pittsburg  Railways  Co.  and  it  is  probable 
that  tlie  work  there  will  not  l>e  finished  before  the  end  of  the 
season.  Other  contracts  for  rail  welding  have  been  received  from 
nailways  in  Illinois,  on  the  Pacific  Coast  and  one  for  over  100  miles 
of  track  in  one  o(  the  southern  states.  The  company  is  also  doing 
a  great  deal  of  work  in  building  large  tanks  and  .sclf-sup|X)rting 
steel  stacks.  Four  7'/j-ft.  stacks  too  ft.  high,  of  'A-'m.  .and  3-16-in., 
steel  arc  now  l)eing  put  up  for  the  Milwaukee  Electric  Railway  & 
Light   Co. 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


235 


NEW  PUBLICATIONS. 


BULLETIN  NO.  34  01  the  American  Railway.  Engineering  and 
Maintenance  of  Way  .\ssociation  has  been  pubhshed  for  March, 
•  1903.  It  contains  the  report  of  the  committee  on  track;  of  the 
committee  on  records,  reports  and  accounts,  and  of  the  committee 
on  signs,  fences,  crossings  and  cattle  guards.  The  bulletin  is  is- 
sued under  the  direction  of  Mr.  C.  L.  Fritch,  secretary  of  the  asso- 
ciation, and  is  edited  by  Prof.  \V.  B.  Pence,  of  Purdue  University. 

ELECTRICAL  INVESTMENTS,  A  WEEKLY  REVIEW  OF 
THE  ELECTRICAL  INDUSTRY,  a  12-page  newspaper,  u  x  15!^ 
in.,  published  in  London,  Eng.  'ITiis  is  just  what  its  titlt  implies 
and  contains,  among  other  pertinent  data,  a  share  list  of  electrical 
undertakings  at  home  and  abroad,  as  well  as  the  English  weekly 
market  report.  Comnnmications  may  be  addressed  to  "Electrical 
Investments,"  Mowbray  House,  Norfolk  St.,  Lniulon,  W.  C.  Sub- 
scription price  6s.  6d.  per  annuni. 

GENERAL  SPECIFICATIONS  FOR  ELECTRIC  RAILWAY 
BRIDGE  SUPERSTRUCrURES.  Issued  by  the  Ostorn  Engi- 
neering Co.,  Osborn  Building.  Cleveland,  O.  This  company  also 
issues  "General  Specifications  for  Bridge  Substructures,"  "General 
Specifications  for  Railway  Bridge  Superstructures,"  "General  Speci- 
fications for  Highway  Bridge  Superstructures."  newly  revised  and 
brought  up  to  date,  and  "Tables  of  Moments  of  Inertia,  and  Con- 
stants for  the  Calculation  of  Stresses  in  Swing  Bridges." 

HOW  TO  BECOME  A  COMPETENT  MOTORMAN.  a  prac- 
tical treatise  on  the  proper  method  of  operating  a  street  railway 
motor  car;  also  giving  details  how  to  overcome  certain  defects. 
By  Virgil  B.  Livcrmore.  chief  instructor,  and  James  William.s,  shop 
foreman,  of  the  Brooklyn  Rapid  Transit  Co.  Published  by  the  D. 
Van  Nostrand  Co.,  New  York  City,  in  a  convenient  form  so  as  to 
be  carried  in  the  pocket.  It  contains  232  pages,  is  comprehensively 
illustrated  and  is  written  in  as  plain  and  simple  a  manner  as  pos- 
sible, so  that  any  one  can  readily  understand  every  woril.  Price 
$1.00. 

OUR  C0NTEMPOR.\RY.  Le  Mois  Scientifique  el  Industriel. 
8,  Rue  Nouvelle,  Paris.  France,  advises  us  of  its  intention  to  pub- 
lish under  the  title  of  "Supplement"  four  monographs  on  divers 
subjects.  Each  of  these  Supplements  will  contain  a  bibliographical 
index  which  cannot  fail  to  lie  of  much  value  to  any  one  l(x>king 
into  the  subject  on  which  the  pamphlet  treats.  The  first  Sup- 
plement appeared  March  25th  and  is  devoted  to  a  study  of  Electro- 
Mctallurgy  of  Iron  ( F,ibrication  des  Fontes.  Aciers  et  Fers  par  la 
Haut  Fourneau  Electrique),  with  many  illustrations  and  critical 
analysis  by  competent  engineers.  The  second  Supplement  will  ap- 
pear June  25th  and  be  devoted  to  Industrial  .\pplication  of  Cold 
Producing  Machinery. 

COMMUNICATION  FROM  EMPLOYES  OF  THE  NEW  OR- 
LEANS RAILWAYS  CO.,  AND  THE  ANSWER  OF  THE 
COMP.W'Y,  with  Findings  of  the  Anthracite  Coal  Strike  Commis- 
sion on  the  Question  of  the  Recognition  of  the  Union,  Exclusive 
Employment  of  Members  of  the  Union,  and  Discrimination,  Law- 
lessness, Boycotting  and  Blacklisting.  This  is  a  16-page,  6  x  9  in. 
pamphlet  published  by  the  New  Orleans  Railways  Co.,  the  occasion 
therefor  being  the  submission  by  the  employes,  under  date  of  Mar. 
31,  1903,  of  a  proposed  agreement  conveying  the  conditions  and 
stipulations  of  their  employment  for  the  coming  year.  The  com- 
pany's answer  embodies  some  clear  reasons  why  it  cannot  enter 
into  the  agreement  submitted. 

THE  INDUC'IION  MOTOR.  By  Boy  dc  la  Tour.  Translated 
from  the  French  by  C.  O.  Mailloux.  Cloth,  250  pages,  75  diagrams. 
Published  by  McGraw  Publishing  Co.,  New  York.  Price  $2.50. 
This  work  is  intended  to  explain  the  theory  and  design  of  the 
induction  motor  by  a  practical  method  of  calculation  which  is 
simple  and  efTcctive.  Tlie  author  states  that  the  Ijook  is  written 
expressly  for  the  assistance  of  those  who  have  not  taken  special 
course*  and  are  not  able  to  profit  from  all  that  has  appeared  in  the 
scientific  pa|)ers.  The  original  work  consisted  of  eight  chapters 
covering  the  following  subjects:  The  revolving  field;  the  electro- 
motive forces  induced  by  the  revolving  field;  the  electro-magnetic 
couple;  the  magnetizing  effects  of  windings;  the  resistance  of  the 
short  circuiting  rings  of  squirrel-cage  motors;  recapitulation  of 
preceding  chapters;  performance  diagrams  of  induction  motors  and 
practical  applicalirms.  The  translation  contains  an  additional  chap- 
ter fIX)  on  the  Heylanil  m</tor  which  was  written  especially  for 
the  American  edition.     All  of  these  subjects  arc  treated  within  the 


bounds  of  elementary  niatheiuatics.  The  translator  has  been  care- 
ful to  retain,  as  perfectly  as  possible,  the  individual  style  of  the 
author  as  far  as  is  consistent,  and  with  this  end  in  view  has  added 
an  intrcKiuction  oiv  nomenclature  which  defines  exactly  the  .sense 
in  which  various  technical  terms  are  used.  The  work  will  be  es- 
pecially valuable  to  the  designer  who  is  looking  for  simple  rules  and 
methods  whereby  the  modifications  in  design  and  in  details  neces- 
sary to  meet  particular  requirements  may  be  predetermined. 

TRAMWAY  BOOKKEEPING  AND  ACCOUNTS,  with  Forms 
of  Revenue  Account.  Capital  Account  and  Balance  Sheet ;  com- 
plete list  of  General  Ledger  and  Subsidiary  .Accounts,  and  Items 
chargeable  thereto.  By  Donald  McColl  (.Glasgow  Corporation 
Tramways).  226  pages.  Cloth.  Gee  &  Co.,  Printers  and  Publish- 
ers, 34  Moorgatc  St.,  E.  C,  London,  Eng.  Price  lOs.  6d.  ($2.50) 
net.  This  work  is  the  15th  in  a  series  of  handbooks  published  under 
the  style  of  "The  Accountants'  Library."  It  contains  a  full  descrip- 
tion of  each  section  of  tramway  accountitig  work  and  specimens  of 
forms  and  books ;  also  notes  on  amiual  balance,  with  examples, 
stock-taking,  audit,  sinking  fund,  depreciation,  renewal  and  reserve 
funds,  insurances,  valuation  for  local  assessiuents,  friendly  society 
and  superannuation  fund.  It  presents  a  complete  working  system, 
fully  and  sectionally  described,  to  suit  the  requirements  of  junior 
as  well  as  principal  officials. 

CONDUCTORS  FOR  ELECTRICAL  DISTRIBUTION,  Their 
Materials  and  Manufacture,  the  Calculation  of  Circuits,  Pole-line 
Construction,  Underground  Working,  and  Other  Uses.  By  F.  A.  C. 
Perrine,  A,  M.,  D.  Sc,  formerly  professor  of  electrical  engineering 
at  Leland  Stanford,  jr..  University,  and  a  member  of  the  .American 
Institute  of  Electrical  Engineers.  8  vo.  Cloth.  280  pages,  exclu- 
sive of  index.  Price  $3.50.  D.  Van  Nostrand  Co.,  New  York,  and 
Crosby,  Lockwood  &  Son,  London,  publisher.s.  This  book  represents 
the  results  of  more  than  10  years  of  work  as  manufacturer,  engi- 
neer and  teacher,  and  more  than  eight  years  was  consumed  in  ac- 
tually writing  and  revising.  There  is  a  chapter  on  wire  manu- 
facture, data  for  which  were  obtained  from  the  leading  manufac- 
turing companies,  and  also  one  on  alternating  current  distribution, 
which  is  timely.  T\\e  work  will  be  found  extremely  valuable  by 
all  who  have  to  consider  the  questions  of  which  it  treats. 

RAILROAD  CONSTRUCTION.  By  Walter  Loring  Webb, 
C.  E.  Second  edition,  675  pages,  232  figures,  half  tones  and  fold- 
ing plates.  Published  by  John  Wiley  &  Sons,  New  York.  Mo- 
rocco, $s.  The  author's  aim  has  been  to  produce  a  text  book  for 
students  and  the  contents  have  been  cut  down  to  that  which  may 
properly  be  required  of  students  in  the  time  allotted  to  a  civil  engi- 
neering course.  The  present  edition  has  been  published  in  pocket- 
lK)ok  size  for  the  reason  that  the  octave  edition  first  published  liiu- 
ited  the  use  of  the  book  in  field  work.  The  original  text  has  now 
been  nearly  doubled  by  the  addition  of  chapters  on  structures,  train 
resistance,  rolling  stock,  etc.,  and  several  chapters  concerning  the 
economics  of  railroad  location.  The  Ixxik  covers  the  field  of  rail- 
road engineeriivg  very  thoroughly,  inchuling  surveys,  alignment, 
earthwork,  trestles,  tunnels,  ballast,  rails  and  rail  fastenings,  switches 
and  crossings,  block  signaling,  rolling  stock,  train  resistance,  cost 
of  con.struction,  etc.  It  also  contains  tables  of  logarithms  and 
logarithamic  functions,  and  trigonometrical  formulae  which  will 
be  found  valuable  in  practical  railroad  work.  The  book  also  con- 
tains a  complete   topical   index. 


UNITED  RAILWAYS  AND  ST.  LOUIS  TRANSIT 
REPORTS. 


The  repiirl  ni  i]tv  I'uitiil  Railways  Co.  of  St.  I.onis  for  llie  yi.'ir 
ending  Dec.  3r.  i()02,  shows  its  income  to  have  been  $1,000,111.25, 
including  rental  receipts  from  the  St.  Louis  Transit  Co.  amounting 
to  $810,737.50.  Dividends  on  the  preferred  capital  stock  paid  to 
Oct.  10.  igo2.  amounted  to  $7yo,W)K,75.  Accrued  rental  due  from 
St.  Louis  'Transit  Co..  payable  Jan.  10,  i(jo3,  amounted  to  $209,442.50, 
'There  has  been  expended  since  the  organization  of  the  company,  on 
the  properties  now  leased  to  the  St.  Louis  'Transit  Co..  $(j,9.v;.866.52. 
'The  electric  mileage  owned  by  the  company  is  360.09  miles. 

The  report  of  the  St.  Louis  Transit  Co.  for  the  ysar  ending  Dec. 
31.  1902.  shows  a  deficit  in  operation  of  $268,083.49.  against  $525,6,^0 
in  1901.  The  gross  earnings  in  1902  were  $6,452,218.90;  in  i(/)i,  $5,- 
783,912.72.  Oijeraling  expenses  and  taxes  in  1902  amounted  to 
$.1,967,721.32;  in  nx)i,  $3,692,400.58. 


:36 


STREET  KAIIAVAY  REVIEW. 


[Vol.  XIII,  No.  4 


THE  CURTIS    STEAM   TURBINE.' 


IIY   W.  h.  H.  EMMET. 


lilt'  ilcvclopiiiciil  wliicli  llii!^  paper  describes  is  hascd  iipon  lli<: 
tirigiiKil  ihctirli's  ami  iiivi-nliinis  of  Mr.  C.  Ci.  Curtis,  of  New  York, 
wliiisc  ideas  were  first  made  llie  siihjcct  of  patent  applieation  about 
|H«)5.  Since  that  time  tliesc  inventions  have  been  the  subject  of 
experimental  investigation  at  Schenectady  under  the  direction  of  Mr. 
Curtis  and  i>f  Ihc  (jeiicral  Klectric  Co's.  engineers,  the  object  of 
these  experiincnis  being  to  establish  data  and  laws  which  would 
form  a  basis  for  the  correct  design  of  commercial  apparatus.  The 
ditticultics  of  such  an  investigation  aic  very  great.  .Ml  new  facts 
must  be  established  by  the  test  of  difTerent  machines  or  parts  which 
are  difficult  and  expensive  to  produce.  About  two  years  ago  the 
results  of  these  experiments  gave  us  data  which  showed  great  com- 
mercial possibilities,  and  since  that  time  work  has  gone  on  on  a 
large  scale  in  the  production  of  conimercia!  machines.  The  con- 
tracts for  these  machines  now  aggregate  230,000  h.  p.  in  turbine- 
driven  electric  generating  units,  the  largest  si/e  .so  far  built  being 
7,500  h.  p.  Thus  a  great  industry  has  been  brought  into  existence 
in  a  very  short  time,  and  since  the  work  has  all  been  done  in  one 
place  and  by  a  few  jiersons  very  little  information  concerning  it  has 
reached  the  public.  This  paper  is  the  first  printed  nialtcr  which  has 
appeared  on  the  subject. 

'I'hc  reason  for  this  immense  deinaii<l  and  production  without  pub- 
licity and  in  so  short  a  time,  is  that  the  improvements  etTccted  are 
radical  in  economy,  simplicity,  and  efficiency  of  action. 

.'Ml  improvements  in  prime  movers  are  of  great  importance  to  the 
engineering  world.  The  steam  turbine  is  destined  to  effect  the  first 
really  great  improvement  since  the  days  of  Watt,  and  the  forms  of 
Curtis  turbine  here  described  make  llic  first  great  stride  in  advance 
of  other  steam  engines. 

Every  efficient  steam  engine  must  provide  means  by  which  a  fair 
proportion  of  the  expansive  force  of  steam  can  be  converted  into  use- 
ful work.  In  the  engines  of  James  Watt  and  his  successors  this 
result  is  accomplished  in  various  degrees  by  the  application  of  pres- 
sure from  the  steam  to  moving  pistons.  In  steam  turbines  the  ex- 
IKinsive  force  imparts  motion  to  the  steam  itself,  and  this  motion  is 
given  up  to  a  revolving  part  by  impacts  of  the  moving  steam 
upon  it. 

The  idea  of  the  steam  turbine  is  quite  simple,  and  is  similar  to 
that  of  the  water  turbine  or  impulse  wheel.  The  practical  difficulty 
which  has  heretofore  prevented  the  development  of  good  steam  tur- 
bines lies  in  the  very  high  velocity  which  stc.im  can  impart  to  itself 
(n  expansion,  and  the  difficulty  in  efficiently  transferring  this  motion 
to  wheels  at  speeds  practicable  for  construction  or  practical  use. 
Steam  expanding  from  150  lb.  gage  pressure  per  sq.  in.  into  tltc 
atmosphere  is  capable  of  imparting  to  itself  a  speed  of  2,950  ft.  per 
second,  and  if  it  is  expanded  from  150  lb.  gage  pressure  into  a  28-in. 
vacuum  it  can  attain  a  velocity  of  4,010  ft.  per  second.  The  spouting 
velocity  of  water  discharged  from  a  nozzle  with  100  ft.  head,  is  80  ft. 
per  second,  i  hese  figures  illustrate  the  very  radical  difference  of 
condition  between  water  turbines  and  steam  turbines.  In  both  water 
and  steam  turbines  the  theoretical  condition  of  maximum  economy 
exists  when  the  jet  of  fluid  moves  with  a  velocity  equal  to  about 
twice  that  of  the  vane  against  which  it  acts.  In  water  wheels  this 
relation  is  easily  established  under  all  conditions,  while  with  steam 
the  total  power  produces  a  velocity  so  high  that  the  materials  avail- 
able for  simple  wheels  and  vanes  arc  not  capable  of  sustaining  a 
proper  speed  relation  to  it  under  practicable  conditions. 

Before  the  appearance  of  the  Curtis  turbine  two  practical  methods 
of  accomplishing  fair  economy  had  been  devised,  namely,  the  tur- 
bines of  Carl  De  Laval,  of  Sweden,  and  of  Hon.  Charles  Algernon 
Parsons,  of  England,  both  of  which  were  brought  out  more  than 
fifteen  years  ago. 

In  the  De  Laval  turbine,  the  total  power  of  the  steam  is  devoted 
to  the  production  of  velocity  in  an  expanding  nozzle  which  produces 
velocity  very  efficiently.  The  jet  so  produced  is  delivered  against  a 
set  of  vanes  on  a  single  wheel  which,  by  an  ingenious  construction 
and  method  of  suspension  is  adapted  to  operation  at  a  very  high  per- 
ipheral velocity.  The  very  high  rotative  speed  which  this  construc- 
tion entails  is  made  available  for  dynamo  driving  by  very  perfectly 
made  spiral-cut  gears  which  effect  a   to  to  I   speed  reduction.     The 


peripheral  velocity  of  the  wheel  in  the  largest  De  Laval  turbines  is 
about  1,200  ft.  per  second,  while  the  velocity  which  energy  can  impart 
to  steam  is  over  4,000  ft.  per  second.  Thus  the  wheel  falls  far  short 
of  the  theoretically  economical  speed. 

Ill  the  Parsons  turbine  the  steam  is  carried  in  an  axial  direction 
through  the  space  provided  between  a  succession  of  internal  revolv- 
ing cylinders  and  external  stationary  cylinders  which  enclose  ihcin. 
Both  the  internal  and  the  external  cylindrical  surfaces  are  covered 
by  many  successive  circles  of  vanes  so  arranged  that  the  steam  has 
to  pass  alternately  through  rows  of  moving  and  stationary  vanes. 
In  jiassing  through  this  turbine  the  steam  never  acquires  a  speed 
which  approaches  the  velocity  which  it  attains  in  the  De  Laval  noz- 
zle; but  instead,  moves  along  alternately,  .-icquiring  velocity  by 
expansion,  and  partially  giving  it  up  by  impact  with  the  moving 
vanes. 

Both  of  these  turbines  have  attained  some  success,  luit  neilher, 
as  thus  far  developed,  affords  sufficient  advantage  over  the  steam 
engine  to  cause  any  very  rapid  or  radical  change  in  engineering  con- 
ditions. 

The  important  disadvantages  of  the  De  1-aval  type  are,  that  it  is 
limited  by  the  imperfections  of  high-speed  gearing,  that  its  cfticieiicy 
is  not  particularly  high,  and  that  the  design  is  not  conveniently  ap- 
plicable to  large  sizes.     The  Parsons  type  is  principally   limited  by 

STEAM   CHEST 


NOZ-ZLC: 
MOVING   BLADES 
STATIONAJTY  BLADES 
HOVING      BLADES 
STAriONAKy  BLADES 
MOVING    BLADES 

fXZLE  DIAPHRMitA 


mmmmmwmmM 

mp3M 


STATIONAK' 
BLADES 


wm^^smm 


MOi^ING  BLAPCS  \  Jj) 


STATIONAR'^  Wf 


•Read  before  Itle  American  Fllilu^iphical  Socii'ty.  .\]>r.  2.  I'HX.';  l»  funii  jwrt  ut 
tbe  Proceedings  of  tbe  Society,  Vol.  Xt,II. 


HCMNGBLAPESl 


VIC.  1     DI.VCR.VM  OK   NOZZI.KS  .\Nn  BUCKETS   IX  Cl'RTIS  .STEAM 
TURBINE. 

the  multiplicity  and  weight  of  its  parts,  and  the  high  cost  of  con- 
struction. 

The  Curtis  turbine  retains  some  of  the  features  of  its  predecessors, 
but  introduces  new  ideas  which  make  possible  a  much  lower  speed. 
less  weight,  fewer  and  simpler  parts,  higher  economy,  less  cost,  and 
other  important  advantages. 

The  general  arrangement  of  a  turbine  generating  unit  of  this  type 
is  shown  by  the  drawings  which  accompany  this  paper.  Its  functions 
may  be  brielly  described  as  follows,  and  arc  illustrated  by  Fig.  i. 

Velocity  is  imparted  to  the  steam  in  an  expanding  nozzle  so  de- 
signed as  to  efficiently  convert  nearly  all  the  expansive  force,  be- 
tween the  pressure  limits  used,  into  velocity  in  the  steam  itself. 
.After  leaving  the  nozzle,  the  steam  passes  successively  through  two 
or  more  lines  of  vanes  on  the  moving  element,  which  are  placed 
alternately  with  reversed  vanes  on  the  stationary  element.  In  passing 
successively  through  these  moving  and  stationary  elements,  the  ve- 
locity acquired  in  the  nozzle  is  fractionally  abstracted,  and  largely 
given  up  to  the  moving  element.  Thus  the  steam  is  first  thrown 
against  the  first  set  of  vanes  of  the  moving  element,  and  then  re- 
bounds alternately  from  moving  to  stationary  vanes  until  it  is 
brought  nearly  to  rest.  By  this  means  a  high  steam  velocity  is  made 
to  cfticicntly  impart  motion  to  a  comparatively  slowly  moving  ele- 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


237 


ment.  The  nozzle  is  generally  made  up  of  many  sections  adjacent  to 
each  other,  so  that  the  steam  passes  to  the  wheels  in  a  broad  belt 
when  all  nozzle  sections  are  in  flow. 

This  process  of  expansion  in  nozzle  and  subsequent  abstraction  of 
velocity  by  successive  impacts  with  wheel  vanes  is  generally  repeated 
two  or  more  times,  the  devices  for  each  repetition  being  generally 
designated  as  a  stage.  There  may  be  various  numbers  of  stages  and 
various  numbers  of  lines  of  moving  vanes  in  each  stage.  The  number 
of  stages  and  the  number  of  lines  of  vanes  in  a  stage  are  governed 
by  the  degree  of  expansion,  the  peripheral  velocity  which  is  de- 
sirable or  practicable,  and  by  various  conditions  of  mechanical  expe- 
diency. 

Generally  speaking,  lower  peripheral  speeds  entail  more  stages, 
more  lines  of  vanes  per  stage,  or  both.  Our  general  practice  is 
to  so  divide  up  the  steam  expansion  that  all  stages  handle  about 
equal  parts  of  the  total  power  of  the  steam. 

The  losses  and  leakages  of  the  earlier  stages  take  the  form  of 
more  heat  or  more  steam  for  the  later  stages,  and  arc  thus  in  part 
regained.  Much  water  of  expansion,  which  might  occasion  loss  by 
re-evaporation,  is  drained  out  of  each  stage  into  that  which  suc- 
ceeds it. 

The  governing  is  effected  by  successive  closing  of  nozzles  and 
consequent  narrowing  of  the  active  steam  belt.  The  cut  shows 
part  of  the  nozzle  open  and  part  closed;  the  arrows  showing  space 
tilled  by  live  steam.  In  the  process  of  governing,  the  nozzles  of  the 
later  stages  may  or  may  not  be  oi)ened  and  closed  so  as  to  maintain 
an  adjustment  proportional  to  that  of  the  first  stage,  which  is  always 


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ric;.  2. 

Wat.T  coil.'^uniinion  in  pmimls  pi-r  kw.  li.  .if  600-Uw.  Curtis  slp;ini  lurliiiu-  run 
nint'  at  1500  r.  p.  in..  140  lb.  pressure,  vacuum   is.5  in.     (1)   witlmul  superlieal 
with  \Hf  supirhtat. 


li) 


the  primary  source  of  governing.  Sonic  iinprovenunt  of  light  load 
economy  may  be  effected  by  maintaining  a  relative  adjustment  of 
all  nozzles;  but  in  many  cases  the  practical  difference  in  economy 
is  not  great,  and  automatic  adjustment  of  nozzle  opening  in  later 
stages  is  dispensed  with  in  the  interest  of  simplicity.  In  some  ma- 
chines an  approximate  adjustment  is  maintained  by  valves  in  later 
stages,  which  open  additional  nozzles  in  response  to  increase  of 
pressure  behind  them.  These  are  used  as  much  for  limiting  the 
pressures  in  stage  chambers  as  for  maintaining  the  light  load 
economy. 

The  principle  of  the  Curtis  steam  turbine  is  susceptible  of  ap- 
plication to  a  variety  of  purposes.  Within  the  scope  of  this  paper 
I  intend  to  give  only  a  general  idea  concerning  existing  designs  for 
Its  application  to  electric  generators.  Its  development,  even  for 
this  purjjose,  is  very  recent,  and  will  doubtless  be  subject  to  im- 
portant future  improvements.  In  its  present  state,  however,  it  cin- 
liodics  many  important  advantages,  as  has  already  been  slated.  I  he 
most  important  of  these  advantages  is  the  high  steam  economy  which 
it  affords  under  average  conditions  of  service.  This  economy  is 
jhown  by  the  accompanying  curves,  which  arc  derived  from  actual 
tests  of  the  first  commercial  machine  of  this  type  which  was  com- 
pleted. This  machine  drives  a  dynamo  of  6oo-kw.  capacity.  The 
curves  give  its  performance  at  a  speed  of  1,500  r.  p.  in.,  which  is  a 
safe  and  practical  speed  for  crjmmercial  operation,  and  which  cor- 


responds to  a  peripheral  velocity  of  about  420  ft.  per  second.  The 
results,  with  superheat,  given  in  these  curves  are  not  derived  actually 
from  tests  of  this  turbine,  but  are  plotted  from  data  obtained  on 
smaller  turbines.  They  correspond  to  the  results  obtained  on  tur- 
bines of  other  types,  and  arc  undoubtedly  reliable. 


ZZ 


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ZOO  300  'too 

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rn;.  3. 

Water  consumption  in  pounds  per  liw.  h.  of  600-kw.  Curtis  steam  lurbinu  run- 
nini.'  at  1500  r.  p.  m  ,  vacuum  28  5  in.,  pressure  2iX)  lb.  superlieal  ISO"  F. 

Fig.  2  shows  the  steam  consumption  of  this  machine  in  pounds 
per  kilowatt-hour  output  at  various  loads  and  under  the  conditions 
staled,  the  lower  curve  giving  the  steam  consumption  at  various 
loads  with  150°  superheat. 

Fig.  3  shows  the  results  whicli  could  be  obtained  from  this  tur- 
bine if  it  were  operated  with  high  pressure  and  a  high  degree  of 
superheat,  these  conditions  of  operation  being  perfectly  practical  with 
the  machine,  while  with  steam  engines  the  use  of  such  high  temper- 
atures would  with  ordinary  construction  be  prohibitive. 

The  results  shown  by  these  curves  are  better  than  any  heretofore 
produced  by  steam  turbines  of  any  make  or  size,  and  are  very  much 
better  than  those  obtainable  from  the  types  of  steam  engines  gen- 
erally applied  to  the  production  of  electricity. 

It  should  be  noted  that  these  curves  show  a  very  high  efficiency 
at  light  loads,  as  compared  with  results  obtainable  from  steam  en- 
gines, and  that  the  efficiency  does  not  fall  off  at  overload  as  it  must 
necessarily  do  with  all  engines  which  operate  economically  under 
normal  full-load  conditions.  This  light-load  and  overload  economy 
is  an  important  feature  of  the  Curtis  turbine,  and  arises  from  the 
fact  that  the  functioning  of  its  working  parts  is  virtually  the  same 
under  all  conditions  of  load. 

Figs  4,  5  and  6  show  the  effect  upon  steam  consumption  of 
changes  in  the  steam  pressure,  the  degrees  of  superheat  and  in  the 
vacuum.  It  will  be  observed  that  the  superheat  and  vacuum  curves 
are  straight  lines  so  inclined  as  to  indicate  a  great  advantage  by  the 
use  of  all  degrees  of  superheat  and  also  an  immense  advantage  in  the 
use  of  very  high  vacuum.  The  most  important  reason  why  the  Cur- 
tis turbine  so  greatly  surpasses  the  sleani  engine  in  ccononiy  is  that 
it   is  adapted  to  use  effeclivcly  the  highest   possible  degrees  of  ex- 


^    joo  110    izo  I30  /to  ISO   '60  no  100  i90  zoo 
rid.  4. 

Water  consumpliun  In  pounds  per  kvv.  Ii.  "(  oOO-kw.  Curtis  steam  turbine  al 
different  initial  pressures  ruiininif  at  l.soo  r.  p.  m.,  vacuum  28.5  In.  and  deliverini,' 
MM)  kw. 

pansion,  while  in  the  steam  engine  it  is  practically  impossible  to 
provide  for  high  degrees  of  expansion.  As  the  exhaust  pressure  ap- 
proaches a  perfect  vacuum,  the  volume  naturally  increases  at  a  rapid 
rate— the  volume  of  steam  with  a  29-in.  vacuum  being  double  that 
with   a   28-in.   vacuum.     To   handle   high    degrees   of   expansion,    it 


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238 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  4 


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wntiUI,  duTcfnrc,  lie  necessary  to  make  cyliiulcrs  of  steam  engines 
very  large,  and  this  increase  of  size  anil  weight  of  parts  fixes  a 
practical  limit  which  cannot  he  passed  willionl  excessive  cost  anj 
complication.  In  the  lnrl)ine,  the  highest  degrees  of  steam  expansion 
are  easily  provided  for,  and  consequently  a  nuich  larger  proportion 
of  the  total  work  in  steam  can  lie  ntilized  liy  tnrhines  than  liy  steam 
engines. 

There  are  other  conditions  in  the  Curtis  tnrliine  which  make  high 
degrees  of  vactinm  more  easily  attainalile  than  they  are  under  ordi- 
nary conditions.  The  machine  is  so  constructed  that  leakage  of 
air  into  the  vacuum  chamlier  is  easily   rendcreil  impossible.      The 


^       O      iO     AO     60     eo     100    /20    140    160 

Fit;.  5. 

Water  toinamplion  in  poauils  per  Vvs.  li.  iif  blKVlcw.  Curtis  slraui  tarbincal 
dllTcrrnt  di-iftees  of  snpiTliratinir.  riiniiiiii.'  at  ISw  r.  p.  ni..  prcssnri-  140  lb.  and 
dcll%'t*rinir  wm  t<w. 

leakage  of  air  into  condensing  engines  is  considerable,  and  is  gen- 
erally not  checked  owing  to  the  small  value  of  improved  vacuum  to 
an  engine. 

With  turtiines  of  the  type  here  descrihcd,  no  oil  comes  into  con- 
tact with  the  steam,  and,  consequently,  condensed  water  can  be  taken 
from  surface  condensers  and  returned  to  boilers.  The  use  of  surface 
condensers  under  such  conditions  renders  unnecessary  the  introduc- 
tion of  air  either  in  feed  or  circulating  water,  and  consequently 
makes  possible  a  very  high  vacuum  with  small  air-pumping  ap- 
paratus. 

The  results  shown  by  these  curves  are  obtained  from  a  machine  of 
6oo-kw.  cap.icity,  and  are  naturally  inferior  to  results  which  are 
expected  from  the  very  large  units  which  are  now  being  built.  It 
is  hoped  that  very  soon  after  the  reading  of  this  paper  a  5,000-kw. 
unit,  which  is  now  complete,  will  be  put  into  operation  in  Chicago. 
This  machine  is  expected  to  give  considerably  better  steam  economics 
than  are  shown  by  the  accompanying  curves,  and  will  be  superior 
particularly  in  the  matter  of  light-load  performance.      I  be  variation 


27 


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21      22      23    24     25     26     27    2& 


23 


WaliT  ct>iliiuniptioti  in  ixiunds  prr  kw.  li.  of  64JO-kw.  Curtis  steam  turbine  (or 
ditTcrcnl  vacua,  rannint;  at  150ii  r.  p.  m.,  pressure  HO  lb.  and  di'lirerini.'  WM  kw. 

of  efiiciency  in  this  machine  from  half  load  to  50  per  cent  overload, 
will  not  exceed  3  per  cent. 

The  external  appearance  and  dimensions  of  this  5.000-kw.  unit  are 
shown  by  one  of  the  drawings  which  accompany  this  paper,  and 
another  drawing  shows  this  unit  compared  with  an  engine-driven 
generating  unit  of  similar  capacity.  Kach  unit  is  shown  as  complete 
with  prime  mover  and  generator,  one  being  the  machine  for  Chicago, 
above  mentioned;  the  other,  one  of  the  units  which  are  operating 
in  the  Manhattan  Railway  Go's,  power  station  at   New  York.    The 


comparison  sufticiently  illustrates  the  improvement  which  the  turbine 
has  intro<luced.  The  respective  weights  of  these  complete  imits, 
exclusive  of  foun<lalion,  are  in  the  ratio  of  1  .8,  and  the  saving  in 
foundations  alone  is  a  very  imjiortanl  ilem.  Other  drawings  which 
accompany  this  paper  show  a  soo-kw.  unit  recently  installed  at  New- 
port, and  also  a  comparison  drawn  to  the  same  scale  between  this 
500-kw.  unit  and  a  cross-compound  engine  unit  of  equal  capacity 
designed  to  operate  at  too  r.  p.  m.  The  contrast  here  is  even  more 
striking. 

If  the  extreme  simplicity  of  the  Curtis  turbine  is  considered  in 
combination  with  these  figures  and  coin|iarisons,  it  is  easy  to  appre- 
ciate that  a  very  great  engineering  advance  has  been  accomplished. 
Jt  has  lieen  conservatively  estimated  that  engine  units,  like  those 
in  the  Manhattan  company's  station,  can  be  replaced  by  turbines  like 
that  in  Chicago,  and  that  the  cost  of  such  replacement  can  be  paid 
for  by  saving  in  operating  expenses  in  three  years. 

Whenever  an  improvejnent  has  been  effected  in  prime  movers,  the 
intUience  upon  engineering  and  business  conditions  has  been  very 
marked.  When  the  release  cut-ofT  principle  was  introduced  by  Cor- 
liss, a  certain  improvement  in  engine  economy  was  effected,  and 
although  this  improvement  was  accompanied  by  no  diminution  in 
cost,  the  change  resulted  in  a  very  great  activity  in  engine  building, 
and  the  renewal  of  most  of  the  large  mill  engines  in  the  country. 
It  is.  therefore,  safe  to  predict  that  the  influence  of  the  steam  turbine 
will  be  of  radii-al  importance.  The  steam  turbine  is,  on  account  of  its 
high  speed,  particularly  adapted  to  the  driving  of  electric  generators, 
and  its  introduction  will  consequently  stimulate  the  use  of  electricity 
rather  than  other  power  transmitters. 

In  the  past  the  most  economical  use  of  steam  has  been  confined 
to  the  most  expensive  and  elaborate  plants,  while  in  the  future  it 
will  be  within  the  reach  of  all  where  condensing  water  is  available. 

[The  drawings  showing  the  external  appearance  and  general  di- 
mensions of  Curtis  turbines  are  not  reproduced  here,  and  our  read- 
ers are  referred  to  the  "Review"  for  Feb.  20,  1903,  page  77,  where 
a  Curtis  steam  turbine  plant  for  the  Massachu.setts  Electric  Com- 
panies is  illustrated. 

The  drawings  comparing  a  5,000-kw.  Curtis  turbine  unit  with  the 
Manhattan  engines  show  the  rectangles  circumscribing  the  machines 
in  end  elevation  to  be  about  as  I  to  6  in  area. 

Comparisons  between  a  500-kw.  Curtis  turbine  luiit  and  a  500-kw. 
cross-compound  engine  unit  show  ratios  for  corresponding  circum- 
scribing rectangles  as  follows :  End  elevation,  i  to  ii ;  plan,  i  to 
9.5.-Ed.] 


The  Lincoln  (Neb.)  Traction  Co.  has  settled  the  judgment  which 
the  city  held  against  the  old  Lincoln  Street  Railway  Co.  for  $54,- 
868.72.     The  city  at  one  time  secured  judgment  for  $108,000. 


The  Carlisle  &  Mt.  Holly  Railway  Co.,  of  Carlisle,  Pa.,  will  in- 
stall electric  lights  at  all  cross  roads,  railroad  crossings  and  other 
stopping  points  and  will  allow  the  lights  to  burn  all  night  for  the 
benefit  of  the  residents.  The  company  reports  a  very  prosperous 
season. 


The  conductors  and  motormen  of  the  Portland  &  Hrunswick  Street 
Ry.  gave  their  first  concert  and  ball  in  the  Town  llall  at  Frecport, 
Me..  Tuesday  evening,  March  loth.  Special  cars  acconmiodated 
guests  from  out  of  town,  and  altogether  it  was  voted  a  genuine 
success. 


The  Tyrone  Electric  Railway  Co.,  of  Tyrone,  Pa.,  has  been  sold 
to  the  American  Railways  Co..  of  Philadelphia,  owiicr  of  the  Al- 
toona  &  Logan  Valley  Electric  Railway  Co..  and  the  City  Passenger 
Railway  Co.,  of  Altoona,  Pa.  Extensive  improvements  will  Ix;  made. 
Mr.  D.  S.  Closs,  president  of  the  Tyrone  company,  will  be  retained 
at  its  head.    The  road  was  built  by  Tyrone  capital. 


The  Rochester  &  Eastern  Rapid  Railway  Co.,  of  Rochester,  N.  Y., 
is  being  rapidly  constructed  Ix'twecn  Rochester  and  Geneva  via 
Canandaigua.  At  Geneva  it  will  connect  with  the  Geneva,  Water- 
loo, Seneca  Falls  &  Cayuga  Lake  Traction  Co.  Work  is  also  pro- 
gressing on  the  .\uburn  Interurlan  Electric  Railroad  Co.  extensions, 
so  that  .Auburn  and  Syracuse  will  soon  be  connected,  and  work  has 
commenced  on  a  line  to  cxteiKl  from  Auburn  toward  Cayuga, 
to  cross  Cayuga  Lake  and  connect  with  the  present  line  operated 
there. 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


239 


NEW   CONSTRUCTION. 


ARKANSAS. 
Citizens  Electric  Railwa.v  Co.,  Eureka  Springs.  .\rk.  I  lie  cmn- 
paiiv  has  enlarged  its  power  house  adding  1,500  sq.  ft.  of  lloor  space 
and  placed  contracts  for  a  i20-k\v.  Wcstiiighouse  alternator  with  a 
600-h.  p.  feed  water  heater  and  separator  to  be  supplied  by  the  St. 
Louis  Machine  &  Supply  Co.,  and  the  St.  Louis  Car  Co.  is  build- 
ing two  8-bench  summer  cars,  each  of  which  will  be  equipped  with 
two  G.  E.  67  motors  and  K  controllers.     .\L  D.  Gordon,  manager. 

CALIFORNIA. 
L'niled  Railroads  of  San  Francisco,  San  Francisco,  Cal.     Is  build- 
ing 50  new  cars  designed  after  the  big  cars  in  the  service  of  the 
Huntington  system  in  Los  .-Vngeles. 

COLORADO. 

Denver  &  Northwestern  Railway  Co.,  Denver.  Col.  Will  extend 
its  lines  to  Houlder  and  Golden  at  a  cost  of  $750,000. 

Pueblo  &  Suburban  Traction  &  Lighting  Co.,  Pueblo,  Col.  Is 
extending  its  Mountain  Division  transmission  line  a  distance  of  34 
miles,  to  be  completed  in  June.  Reservoir  No.  I  on  Beaver  Creek. 
40  miles  from  Pueblo,  is  being  raised,  doubling  the  present  storage 
capacity.  The  General  Electric  Co.  is  building  two  300-kw.  rotary 
converters  and  two  300-motor  generator  sets  for  transmitting  current 
into  Pueblo  from  Station  A  on  the  west  slope  of  Pike's  Peak.  In 
Pueblo  six  miles  of  extensions  of  70-lb.  rail  have  been  comjileted  and 
the  lighting  department  has  added  21  miles  of  additional  lines. 

CONNECTICUT. 

Connecticiu  Railway  &  Lighting  Co.,  Bridgeport,  Conn.  Has 
awarded  contract  for  new  power  house  to  the  H.  Wales  Line  Co., 
Meriden,  Conn. 

ILLINOIS. 

Cassidy  Commission  Co.  has  in  charge  the  organization  of  a 
light  and  power  company  for  Quincy.  111.  C.  E.  Mead  is  mana- 
ger of  tlie  new  company  and  advises  us  that  it  is  expected  to  begin 
work  at  once. 

INDIANA. 

Evansville  &  Princeton  Traclion  Co.,  Princeton,  Ind.  Will  com- 
plete its  line  at  once,  the  material  being  on  hand  and  the  grading 
done.  The  electrical  equipment  has  been  ordered  from  the  West- 
inghouse  company  and  five  interurban  cars  have  been  ordered. 

Indianapolis  Traction  &  Terminal  Co.,  Indianapolis,  Ind.  Is  build- 
ing a  new  passenger  station  and  contemplates  building  several  freiglit 
stations  along  the  Kentucky  .\vc.  extension,  which  will  be  completed 
this  summer. 

Union  Traction  Co.  of  Indiana,  .\nderson.  hid.  Will  build  a 
wailing  station  in  Marion  this  spring. 

Madison  Light  &  Railway  Co.,  Madison,  Ind.  This  company  will 
probably  rebuild  about  three  miles  of  its  main  track  but  this  de- 
pends upon  whether  the  city  decides  to  pave  the  street  on  which 
it  is  laid.  In  event  of  the  track  being  built  the  company  will  be 
in  the  market  for  four  switches,  frogs,  new  ties  and  rail  bonds.  C. 
R.  Johnson,  jr.,  general  manager. 

IOWA. 

Cedar  Rapids,  Iowa  City  &  Southern  Railway  Co.,  Cedar  Rapids. 
la.  Will  build  its  line  this  season.  Contracts  for  construction  and 
e(|uipment  have  been  awarded. 

Union  Electric  Co.,  Dubuque,  la.  Will  install  two  2.300-volt  3- 
phasc  alternators,  each  of  500  kw.  capacity,  and  two  direct  current 
500-kw.  railway  units.  A  new  station  building  and  a  new  car  house 
will  be  buill.    F.  L.  Dane,  general  manager. 

KENTUCKY. 
Louisville  Railway  Co.,  Louisville,  Ky.    Will  exteml  it-.  Second  St. 
line  to  the  Central  Stock  Yards  and  build  a  loop  al  ili.il  point. 

LOULSIANA. 
Shrcvc|K(rl    Traclion    Co.,    Shrevcporl,    La.       The    company    now 
has  tjcfore   the  city  council   applications   for    franchises   which    will 
enable  it  to  extend  some  of  its  Miburban  lines,  but  no  definite  state- 
ment can  he  made  concerning  the  work  thai  will  be  done. 

MANITOBA. 
Winnipeg   Electric   .Street   Railway   Co..   Winnipeg,   Manitoba.     Is 
developing  power  on   Lac  du   Honnel  and  I  he  Winnipeg  River  and 


building  a  power  house.    Will  construct  a  double  track  line  io  River 
Park. 

MASSACHUSETTS. 
Hoosac    N'allcy    Street    Railway   Co.,    North    .Vdanis.    .Mass.      Will 
extend  its  line  in  North  Adams,  using  fio-ft.  'T-rails,   1,400  lb.  each. 
F".  S.  Richardson,  president. 

MICHIGAN. 

Detroit  United  Ry.,  Detroit,  Mich.  Will  build  a  brick  car  house  to 
slielter  200  cars.  Will  rebuild  more  Ihan  two  miles  of  track  within 
the  city  liniils  and  is  installing  a  number  of  new  double  truck  ears. 

Jack.son  &  Suburban  Traclion  Co.,  Jackson,  Mich.  Contemplates 
costly  improvements  to  its  Michigan  Center  line  and  inay  extend 
it  to  Duryea's  Point,  yi  mile  beyond  the  present  terminus. 

Grand  Rapids,  Grand  Haven  &  Muskegon  Railway  Co.,  Grand 
Rapids,  Mich.  Will  build  a  branch  from  Coopersville  to  Ravenna, 
a  distance  of  I2yi  miles. 

Grand  Rapids  Railway  Co.,  Grand  Rapids,  Mich.  Will  extend 
its  lines  to  Valley  City  and  Oak  Hill  Cemeteries  and  double  track 
its  line  to  Ball  Park. 

Houghton  County  Street  Railway  Co.,  Hancock,  Mich.  Has  or- 
dered a  number  of  new  cars  for  summer  traffic. 

Jackson  &  Battle  Creek  Traction  Co.,  Jackson,  Mich.  Will  build 
a  depot  at  Parma,  20  x  89  ft.,  to  be  used  for  passenger  waiting  room, 
sub-station  and  freight  warehouse. 

MINNESOTA. 
'Twin  City  Rapid  Transit  Co.,   Minneapolis,  Minn.     Contemplates 
laying  14  miles  of  conduit  in  Minneapolis  for  feed  wires.     Will  ex- 
tend tracks  to  Lake  Minnctonka  and  eslalilish   a  popular  resort. 

MISSOURI, 
^letropolitan  Street  Railway  Co.,  Kansas  City,  Mo.     Is  construct- 
ing a  double  track  line  on  Jackson  Ave.,  and  is  building  a  line  to  the 
Jockey   Club   race   track. 

NEW  JERSEY. 

Cannlen  &  Suburban  Railway  Co.,  Camden.  N.  J.  Has  awarded 
contracts  for  the  extension  from  Palmyra  to  Rivcrton  to  the  Latia 
&  Terry  Co.,  Philadelphia,  and  for  a  line  in  Pensauken  to  T.  S. 
Drake  &  Co.,  of  Philadelphia. 

NEW  YORK. 

Rochester  Railway  Co.,  Rochester,  N.  Y.  Will  build  a  13-mile 
branch  through  Lincoln,  West  Walworth,  Macedon  Center  to  Mace- 
don  N'illagc. 

Rochester  &  Eastern  Rapid  Railroad  Co.,  Caiiandaigua,  N.  Y.  Is 
building  its  line  between  Canandaigua  and  Rochester  and  a  power 
house  at  Victor.  Is  grading  at  Victor  and  Pittsford.  Bridge  build- 
ing at  BushnelTs  Basin  is  being  pushed.  J.  E.  Holmes,  roadmaster 
of  the  Lake  Shore  Electric  Railway  Co.,  Cleveland,  has  charge  of 
track   work. 

Albany  &  Hudson  Railroad  Co.,  Albany,  N.  Y.  Will  equip  its 
lines  with  a  block  signal  systetn. 

United  Traction  Co.,  Albany,  N.  Y.  Will  remodel  one  of  its  old 
horse  car  barns  for  use  as  an  electric  car  house.  An  extension 
will  I)e  added  increasing  the  capacity  from  70  to  QO  cars. 

Binghamton  Railway  Co.,  Binghamton,  N.  Y.  'The  company 
has  declared  its  intention,  as  required  by  the  state  law,  to  build 
four  extensions  to  its  properly.  It  cannot  be  stated  definitely  how 
much  of  Ibis  work  will  be  done  through  the  coming  season,  but  the 
company  will  do  all  the  construction  work  for  which  satisfactory 
financial  arrangements  can  be  made.  It  is  inlcnded  to  build  a  chain 
of  suburban  lines  connecting  all  ncar-hy  villages  of  any  si/e  with 
Binghamton.     J.  P.   E.  Clark,  general  manager. 

International  Railway  Co.,  Buffalo,  N.  Y.  Will  build  two  miles 
of  new  track  and  rebuild  5  or  10  miles.  An  addition  will  he  made 
to  the  steam  power  plant  of  the  company  increasing  the  capacity 
3,000  kw. ;  2,000  h.  p.  h.  will  be  added  to  the  capacity  of  Ihe  storage 
battery  plant  making  a  total  of  6,500  h.  p.  h.  A  new  car  hoii.sc  to 
accommodate  250  cars  will  be  built,  50  new  cars  purchased  and  60 
trailers  rebuilt.  Of  the  new  cars  ;^2  will  be  filled  with  G.  E.  74 
motors  and   Ihe  General    h^leclric   inulliple   control    system. 

Hudson  Valley  Railway  Co.,  Walcrford,  N.  Y.     Has  awarded  con- 
tracts for  new  power  house  at  Willon  to  Charles  Bremer,  of  Ballslon. 
OHIO. 

People's  Railway  Co.,  Daylon,  O.  Will  rebuild  lis  tr;u-k  on  I'irsl 
St.,    and    relay   ils    raiK   on   Jefferson    St..   nsiug    T-rail. 


240 


STREET  RAILWAY  REVIEW. 


[Vol.  XIIl,  No.  4- 


Springfield  Railway  Co..  Spriniiliclit,  O.  Is  making  cxivnsivc  im- 
provements at  Spring  Grove  Park  and  lias  ordered  four  donl>le 
Irnck  open  cars. 

Ohio  Valley  Traclion  Co.,  Cincinnati,  O.  Will  conslrncl  an  ex- 
tension to  Ironton  early  in  the  season. 

Toledo  &  Monroe  Ry.,  Toledo,  O.  lias  begun  its  northern  exten- 
sion to  Detroit,  work  being  done  by  Detroit  &  Toledo  Construc- 
tion Co.,  for  which  VV.  C.  Sterling  &  Son,  of  Monroe,  furnished 
100,000  poles.  Overhead  eipiipment  and  electrical  appliances  arc  on 
hand  and  the  rails  have  been  ordered. 

Northern  Ohio  Traction  &  Light  Co.,  .Akron,  O.  Will  doulik- 
track  its  lines  l>elween  Silver  Like  and  the  power  house  at  Cuya- 
hipga  Falls  and  add  two  miles  of  double  track  to  the  .\kn>n,  Bedford 
&  Cleveland  division. 

Zanesville  Railway,  Light  &  Power  Co.,  Zancsville,  O.  Will  erect 
a  brick  power  house,  75  .\  150  ft.,  to  be  completed  by  July  15th.  F. 
L.   Gribbon.  of  Cleveland,  contractor. 

Dayton,  Springfield  &  I'rlKina  Electric  Railway  Co.,  Springfield, 
O.  Is  to  double  track  its  line  from  Dayton  to  Springfield,  a  distance 
of  27  miles. 

Hamilton,  Eaton  &  Richmond  Traction  Co.,  llainilton.  O.  Con- 
templates building  48  miles  of  track  to  Richmond,  Ind.,  together 
with  a  new  power  station  and  3  new  car  barn.  It  is  not  definitely 
decided  upon.     W.  D.  Riddel),  Xenia,  C,  engineer. 

Eastern  Ohio  Traction  Co.,  Cleveland.  Will  build  a  c.ir  barn  150 
X  80  ft.  and  a  combined  car  barn  and  shop  90  x  40  ft.,  to  replace  the 
barn  bunied  in  February.  Ten  doubli  truck  cars  were  ordered 
in  February  lo  replace  those  lost  in  fire.  The  company  has  under 
consideration  the  adoption  of  alternating  current  distribution  and 
also  the  building  of  a  14-mile  extension  to  Lcavittsburg  to  make  a 
connection  with  the  Sharon-Youngstown  system.  R.  L.  .Andrews, 
general  manager. 

Cleveland  &  Southwestern  Traction  Co.,  Cleveland,  O.  will  com- 
plete the  road  between  Woostcr  and  Cleveland,  it  being  contemplated 
to  build  25  miles  of  track  this  season. 

Cleveland  Electric  Railway  Co.,  Cleveland,  0.,  will  rebuild  six 
miles  of  track,  A  recent  addition  has  been  made  to  the  storage  bat- 
teries on  this  system  the  new  battery  having  a  capacity  of  1,000 
amperes   for  two  hours. 

Columbus,  Buckeye  Lake  &  Newark  Traction  Co..  Columbus.  O 
Rails  are  on  the  ground  for  the  extension  from  Newark  to  Zanes- 
ville and  work  will  be  begun  as  soon  as  the  weather  permits.  A 
new  car  house  and  shops  and  a  rotary  converter  station  will  be 
erected  at  Newark  and  two  other  sub-stations  between  Newark  and 
Zancsville.  More  extensions  to  the  city  line  in  Newark  will  also  be 
inadc.  Two  60-ft.  excursion  cars  and  two  fio-ft.  closed  passenger 
cars  have  been  ordered  of  the  Jcwett  Car  Co.  J.  R.  Ilarrigan,  New- 
ark, general  m.inager. 

Cleveland,  Painesville  &•  .Ashtabula  Electric  Railway  Co.,  Cleve- 
land, O.  Has  awarded  the  contract  for  its  power  house  near  Paines- 
ville to  Speaker  &  Co.,  of  Toledo. 

Rapid  Railway  Co.,  Cincinnati,  O.  Is  completing  its.22-niile  line 
between  South  Lebanon  and  Mason.  Has  just  completed  its  power 
bouse  at  South  Lebanon. 

PENNSYLV.ANIA. 

Pittsburg,  McKeesport  &  Conncllsville  Railway  Co.,  Pittsbnrg. 
Pa.  Has  ordered  15  cars  ,15-bench,  four  55-h.  p.  motors,  of  the  J.  G. 
Brill  Co.  The  new  power  house  miar  Connellsville  will  be  com- 
pleted about  June  ist,  at  which  time  the  entire  road,  or  54  miles  of 
track,  will  be  in  operation. 

Lock  Haven-Oak  Grove  Street  Railway  Co.,  Lock  Haven,  Pa. 
Mas  asked  the  Westingbousc  Electric  &  Manufacturing  Co.  to  pre- 
pare estimates  for  electrical  equipment. 

Stroudsburg  Passenger  Railway  Co.,  Stroudsburg.  Pa.  Will  build 
a  new  car  barn  and  a  bridge  160  ft.  long.  Will  also  build  '/j  mile 
of  new  track  and  rebuild  '4  mile  of  old.    F.  II.  Smith,  president. 

Pennsylvania  &  Mahoning  Valley  Railway  Co.,  New  Castle,  Pa. 
.\  number  of  extensions  have  been  authorized  by  the  board  of  di- 
rectors but  it  is  doubtful  whether  the  lines  will  be  built  this  year. 

TENNESSEE. 

Nashville  Ry.,  Nashville,  Tenn.  Has  purchased  Ian<l  in  West 
Nashville  lo  erect  a  $10,000  stone  crusher  upon.  Will  re-ballast  all 
its  lines  and  lay  heavier  rails  on  two  lines. 

Rapid  Transit  Co.  of  Chattanooga,  Chattanooga,  Tenn.    Will  build 


an  extension  from  .Alton  Park  to  Rossville.  Has  received  authority 
from  the  War  Department  to  build  across  the  Hooker  Road  in 
Oiickamauga  Park. 

Morganlown  F^lectric  Railway  Co.,  Morgantown,  VV.  Va.  Has 
begun  construction  work  on  line  thai  will  extend  from  Huckhannon 
to  Pittsburg,  upwards  of  200  miles. 


LAKE  SHORE  ELECTRIC  REORGANIZATION. 


The  Like  Shore  Electric  Railway  Co.,  Cleveland,  O.,  was  for- 
mally taken  out  of  ihc  receiver's  hands  March  31st.  Mr.  A.  E. 
Lang  was  the  receiver.  On  March  30lh  the  stockholders'  met  and 
the  following  directors  resigned:  J.  B.  Hoge,  J.  B.  Hanna,  C.  W. 
Wason,  W.  J.  Gawne,  of  Cleveland;  W.  H.  Price,  of  Norwalk,  and 
J.  H.  Harding,  of  Philadelphia.  The  following  new  directors,  rep- 
resenting the  bondholders,  were  elected :  Horace  E.  .Andrews,  presi- 
dent of  the  Cleveland  Electric  Railway  Co. ;  H.  P.  Mcintosh,  presi- 
dent of  the  Guardian  Trust  Co. ;  E.  G.  Tillotson,  executive  officer  of 
Ihc  Cleveland  Trust  Co. ;  E.  V.  Hale,  secretary  and  treasurer  of  the 
American  'Trust  Co.;  S.  F.  Haserot,  president  of  the  Prudential 
'Trust  Co. ;  J.  R.  Nutt,  secretary  of  the  Citizens'  Savings  &  'Trust 
Co.  H.  A.  Everett,  E.  W.  Moore  and  B.  Mahler,  of  the  Evcretl- 
Moore  syndicate,  were  re-elected  directors.  The  recent  issue  of 
$150,000  preferred  stock  has  been  taken  up  and  paid  for  at  $60  a 
share.     Messrs.  Moore,  Mahler  and  Everett  each  took  3,000  shares. 

The  new  directors  voted  to  raise  the  pay  of  all  motormen  and 
conductors  one  cent  per  hour,  lo  take  effect  immediately.  It  was 
also  decided  to  handle  freight  at  night  only.  'Ten  new,  large-size 
passenger  cars  will  be  put  in  service,  making  43  in  all.  Passenger 
earnings  reported  for  March  were  approximately  $40,000,  a  gain  of 
30  per  cent  over  March,  1902. 

The  Lake  Shore  Electric  Railway  Co.  was  financed,  after  more 
than  15  months  of  receivership,  by  a  syndicate  beaded  by  the  Ameri- 
can Trust  Co.  taking  $1,750,000  of  the  4  per  cent  consolidated  bonds 
at  85.  The  sale  of  these  bonds  and  the  money  received  from  the 
sale  of  the  preferred  stock  has  satisfied  all  the  debts  and  leaves  over 
$400,000  in  the  treasury  for  improvements.  One  of  these  improve- 
ments will  be  the  double  tracking  of  the  road  from  Cleveland  to 
Lorain  and  possibly  as  far  as  Ceylon  Junction.  .An  effort  will  also 
be  made  to  build  a  line  from  Elmore  on  the  'Toledo  branch  to  Port 
Clinton  and  Cedar  Point.  The  funded  debt  of  the  road  is  $4,892,000. 
The  capital  stock  consists  of  $3,000,000  5  per  cent  cumulative  pre- 
ferred and  $4,500,000  common  stock.  None  of  the  stock  has  voting 
power  during  the  next  five  years.  The  gross  earnings  of  the  prop- 
erty for  1902.  compared  with  1901.  showed  a  gain  of  $97,171.39;  net, 
$33,679. 

The  company  was  incorporated  Sept.  25,  1901.  'The  complete 
system  consists  of  160  miles  of  single  track,  of  which  about  130 
miles  is  built  on  private  right  of  waj-.  The  company  is  a  consolida- 
tion of  the  Lorain  &  Cleveland  Railway  Co.,  the  Sandusky  &  Inter- 
urban  Railway  Co.,  the  Sandusky,  Norwalk  &  Southern  Railway 
Co.,  and  the  Toledo,  Fremont  &  Norwalk  R.  R.  By  the  addition 
of  about  20  miles  of  line  to  these  properties  the  company  has  com- 
pleted an  electric  line  connecting  Cleveland  and  Toledo.  One  of  the 
first  things  to  be  inaugurated  by  the  new  management  will  be 
through  service  between  these  cities  without  change  of  cars  at  Nor- 
walk. as  at  present.  'The  general  offices  have  been  removed  to 
Cleveland  from  'Toledo,  the  headquarters  being  in  the  Electric 
Building. 


NEW  FACTORY  FOR  PAWLING  &  HARNISCH- 
FEGER. 


Pawling  &  Harnischfeger,  crane  and  hoist  builders,  Milwaukee. 
Wis.,  have  bought  a  new  site  comprising  19%  acres,  on  National 
and  38tli  Sts.,  Milwaukee.  Tlic  nroperty  has  a  north  and  south 
frontage  of  2,800  ft.,  and  is  contiguous  to  the  Chicago,  Milwaukee 
&  St.  Paul  and  the  Chicago  &  Northwestern  railways.  A  modern 
plant  is  to  be  built  upon  it,  to  be  used  for  the  time  being  in  con- 
junction with  their  old  plant  on  Clinton,  Oregon,  Barclay  and  South 
Water  Sts.  ICventiially  their  entire  works  will  be  transferred  to  the 
new  location.  A  fire  occurred  in  the  company's  shops  .April  15th, 
which  was  fortunately  confined  to  one  building,  the  remaining  build- 
ings offering  ample  facilities  for  building  cranes. 


Apr.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


241 


CONSOLIDATING  INDIANA  LINES. 


The  stockholders  of  the  Union  Traction  Co.  of  Indiana  voted  to 
merge  with  that  company  the  IndianapoHs  Northern  Traction  Co., 
the  capital  of  the  combined  companies  being  $9,600,000.  The  dis- 
tribution of  stock  took  place  April  4th  aiid  all  of  the  Union  Trac- 
tion Co.  stock  participated  proportionately.  The  two  roads  have 
450  miles  of  interurban  track.  George  F.  McCulloch  is  president. 
Mr.  McCulloch  has  also  been  elected  president  of  the  reorganized 
Fort  Wayne  Traction  Co.,  recently  sold  for  $2,000,000  to  the  interests 
that  control  the  Union  Traction  Co..  referred  to  locally  as  the  Mc- 
Culloch-Murdock  syndicate.  It  has  practically  bought  all  the  lines 
along  the  route  of  the  old  Wabash  &  Eric  Canal,  near  Fort  Wayne. 
It  obtained  an  option  on  the  Fort  Wayne  &  Southwestern  Traction 
Co.,  with  franchise  rights  to  Marion,  Ind.,  where  it  will  connect 
with  the  Union  Traction  Co.  It  also  has  options  on  the  Boyd  syn- 
dicate lines  between  Wabash.  Peru  and  Logausport.  is  building  the 
Fort  Wayne  and  Lima  route,  and  proptises  to  build  between  La- 
fayette and  Logansport. 


THE  CINCINNATI,  GEORGETOWN  &  PORTS- 
MOUTH RAILROAD. 


The  line  of  the  Cincinnati,  Georgetown  &  Portsmouth  Railroad 
Co.,  organized  in  1872,  was  built  as  a  narrow  gage  railroad  between 
Cincinnati  and  Georgetown.  October,  lyoi,  the  road  was  purcliased 
by  A.  W.  Comstock,  of  Detroit,  Mich.,  and  W.  R.  Todd  &  Co.,.  of 
Cincinnati,  O.,  and  plans  .were  immediately  made  for  changing  the 
road  to  standard  gage  and  equipping  it  for  electrical  operation.  The 
change  of  equipment  has  been  going  on  during  the  past  year  and 
several  extensions  have  been  added.  One  of  these  is  a  branch  from 
the  main  line  to  Coney  Island,  and  another  branch  has  been  built 
to  Batavia,  O.,  connecting  the  main  line  with  the  Norfolk  &  West- 
ern Ry.  The  road  now  comprises  50  miles  of  standard  gage  track 
about  half  of  which  is  laid  with  70-lb.  steel  rails  and  the  rest  with 
60-lb.  New  ties  have  been  put  in  throughout  and  the  roadbed  is 
ballasted  with  an  excellent  quality  of  washed  gravel.  There  were 
a  number  of  heavy  cuts  and  deep  fills  along  the  road  and  37  wood 


INTERIOR  or  I'OVVKK   IKIUSK  ol-'  THI-;  CINCINNATI,  CKORCKTOWN  &   I'dRTSMdllTH   H.   R. 


METROPOLITAN   ELEVATED   EARNINGS. 


The  statement  of  the  Metropolitan  West  Side  Elevated  Railway 
Co.,  Chicago,  for  the  fiscal  year  ending  Feb.  28,  1903,  shows  gross 
earnings  of  $2,040,000;  total  operating  expenses,  $952,707;  net  earn- 
ings, $1,087,298.  The  rejtort  shows  a  surplus  of  $9,785  exclusive 
of  the  three  per  cent  paid  on  the  preferred  stock  and  all  expenses 
and  charges  of  the  year.  The  gross  earnings  for  the  previous  year 
were  $1,753,313,  and  the  operating  expenses  $737,209.  Passenger  re- 
ceipts last  year  showed  an  increase  of  $281,083,  or  16.6  per  cent,  but 
the  cost  of  conducting  transportation  increased  over  27  per  cent, 
bringing  the  ratio  of  operating  expenses  up  to  46.7  against  42  the 
year  before.  The  company  in  three  years  has  paid  g'/i  per  cent  in 
dividends  on  its  preferred  stock. 


Recently  officials  of  the  Illinois  Valley  Traction  Co.,  of  La  Salle, 
III.,  entertained  seven  aldermen  from  Ottawa  (III.)  and  four  from 
Marseilles  at  dinner,  afterward  taking  them  on  a  tour  of  inspection 
of  the  recently  completed  line  U-tween  I^  Salle  and  L-idd.  It  is 
intended  to  make  Ottawa  an  imiKirtaiil  station  on  a  trunk  line  1)C- 
twccn  La  Salle  and  Utica. 


and  steel  trestles.  Nearly  all  of  the  wooden  struclur^'^  Ikim-  l>ir:i 
filled  up  with  earth,  400,000  cu.  yd.  of  material  having  been  used 

The  right  of  way  is  60  fl.  wi<!c  with  ample  sidings  and  facilities  for 
handling  freight  in  all  of  the  towns  en  route.  The  company  owns 
valuable  terminals  in  the  city  of  Cincinnati,  where  it  Irjis  coiuiec- 
tions  with  the  Peiuisylvania  Railroad,  and  it  also  has  terminal  fa- 
cilities in  the  new  Cincimiati  Water  WVjrks.  .Amelia.  Balavia, 
Bethel  and  (ieorgetown.  The  road  is  to  be  extended  to  West  Union, 
O.,  a  distance  of  23  miles  from  its  present  terminus,  for  which  the 
right  of  way  has  been  secured.  The  average  grade  of  the  main  line 
is  less  than  l  per  cent  and  the  road  runs  thrcugh  a  productive  coun- 
try which  will  furnish  a  large  freight  Iraftic.  It  is  expected  that  an 
average  speed  of  about  40  miles  an  hour  will  be  easily  maiiUained. 
At  Olive  Branch,  where  the  power  house  is  located,  the  company 
owns  about  50  acres  of  ground  which  will  be  laid  out  as  a  pleasure 
park.  A  lake  covering  10  or  12  acres  has  been  constructed  and  a 
large  summer  hotel   will   be  built  at   litis  place. 

The  power  house  is  built  of  brick  and  concrete  and  is  thoroughly 
modern  in  its  equipment.  The  boiler  house  is  arranged  for  foin" 
batteries  of  boilers  of  500  h.  p.  each,  there  being  two  2SO-h.  p.  water- 
tube  boilers  in  each  battery,  'nirec  of  these  batteries  are  already 
installed,  with  a  separate  stack  for  each  battery.    The  engine  room 


242 


STREET  RAILWAY  REVIEW. 


(Vol.  XIIl.  No.  4- 


contains  two  cross-rumpotiiul  conilrnsiing  Iloovrn,  Owms  &  Rrtit- 
»chlrr  Co's.  Il.imilloii  cnrlins  rnninc^,  24  and  44  x  4J  in.  in  cylinder 
dimensions,  operating  at  a  speed  of  go  r.  p.  m.  These  are  direct 
connected  to  Weslinghouse  f«o-kw.  tliree  piiase  alternators  giving 
3,000  alternations  at  ,160  volts.  Tiiere  is  also  one  Harrislinrg  exciter 
engine  direct  connected  to  a  50-kw.  VVeslinglunise  generator  and  a 
niiMor-driven  exciter  set,  and  two  i.io-kw.  rolar)'  converters,  together 
with  a  cumplelc  switchluard.  In  addition  to  the  converting  appa- 
ratus in  the  main  power  house  there  are  lhree  siib-stations  located 
at  Mt.  Washington.  Bethel  and  Snnshine.  These  snh-stations  feed 
the  line  for  a  distance  of  5  miles  each  way  and  are  also  designed  to 
Iw  used  as  freight  and  passenger  stations. 

The  long  distance  transmission  lines  are  siipiK>rlcd  on  J.S-ft.  p<jlcs 
witli  special  heavy  cross  arms,  pins  and  insulators,  all  of  the  over- 
head work  being  of  the  most  substantial  character. 

The   rolling   stock   consists   of   ten    so-ft.   closed   passenger   cars 


ice  is  very  noticeable.  On  Dec.  3,  1901,  the  stockholders  author- 
ized an  issue  of  $1,500,000  new  stock  and  $1,000,000  iHinds,  all  of  the 
olil  bonds  and  stock  being  caticelled  on  the  same  dale. 

The  officers  of  the  Cincinnati,  Cieorgclown  &  I'ortsuioulh  Railroa<l 
Co.  arc:  President,  A.  VV.  Conistock ;  vice-president,  W.  R.  Tixlil ; 
secretary  and  treasurer,  R.  Iv  Fichl;  general  manager,  li.  W.  While; 
superintendent.  [',    T.  Dinin;  chief  engineer,  W.  J.  Hryan. 

learnings  of  the  C,  (i  &  I'.  R  R  'or  years  ending  June  30,  from 
i8q7  to  igoj: 

Year.  Freight,  f'assenger.  Mail.  ICxpress. 
l«97  ..  .$15,592.46  $34.195.7.2  $4,001.66  $5,8i9.jf. 
1H98  ...  19.170.02  33.76879  .1.96382  6,164.55 
i«99  ...  21,842.55  37,010.83  4,004.95  6,645.32 
igoo    ...   25.784.02    42,856.02    4,127.40    7..?oo.84 

1901  ...  26.027.80    46,149.73     4,158.80    8,244.57 

1902  ...  41.541.74     52,866.32    4,091.00    9,107.88 


Misc 

Total. 

$623-0 

$60,232.80 

249.96 

63.3 '  7  M 

588.90 

70,002.55 

l..?65.(x) 

8 1.43.1-97 

752.80 

85.33370 

2470.11 

1 10,076.7s 

I    SUn-STATIOX. 


equipped  with  four  60-h.  p.  Westingbouse  motors;  these  cars  arc  of 
the  Pullman  type,  and  were  built  by  the  St.  Louis  Car  Co.  There 
arc  six  40-ft.  open  cars  equipped  with  four  No.  68  Westingbouse 
motors  and  six  40-fl.  closed  cars  built  by  the  Cincinnati  Car  Co. 
In  addition  to  these  passenger  cars  there  arc  two  express,  mail  and 
baggage  cars,  equipped  with  four  60-h.  p.  Westingbouse  motors, 
one  combination  baggage  and  passenger  car,  10  standard  flat  cars, 
10  standard  coal  cars,  10  standard  box  cars  and  10  standard  stock 
cars. 

By  means  of  an  arrangement  with  the  Cincinnati  Tr.iction  Co.  the 
cars  of  the  Cincinnati.  Georgetown  &  Portsmouth  Railroad  are  per- 
mitted to  run  into  the  heart  of  Cincinanti.  All  the  freight  handled 
by  the  company  is  received  by  the  P.,  C,  C.  &  St.  L.  R.  R.  for  de- 
livery in  Cincinnati.  There  is  an  enormous  amount  of  freight  han- 
dled daily  by  the  road  for  this  city  for  use  in  the  construction  of 
the  new  waterworks  and  the  volume  of  this  freight  is  constantly  in- 
creasing. The  company  has  entered  into  a  contract  with  the  city 
of  Cincinnati,  which  run.s  for  35  years,  under  which  its  branch  run- 
ning into  the  grounds  of  the  waterworks  is  being  operated. 

Electric  cars  were  first  run  on  a  regular  schedule  Dec.  I,  1902,  and 
the  receipts  to  date  have  been  25  per  cent  more  than  during  the  cor- 
responding period  a  year  ago,  although  the  fare  has  been  reduced  I 
cent  per  mile.  The  present  rate  is  2  cents  per  mile  with  a  slight 
reduction  for  mileage,  trip  tickets,  etc. 

The  operating  expenses  and  taxes  during  igoi  were  $69,508,  or 
about  81  Vj  per  cent  of  the  gross  earnings.  The  net  earnings  were 
$17,826,  of  which  $10,080  were  used  in  p.iyment  on  bonds  and  $7,778 
in  meeting  other  charges.  The  common  slock  paid  in  is  $400,000 
and  the  preferred  stock  and  the  funded  debt,  $252,000  at  4  per  cent. 

The  business  of  the  company  in  freight,  express  and  passenger 
traffic  has  shown  a  steady  increase  which  has  been  marked  within 
the  last  year.  The  accompanying  table  shows  the  revenue  of  the 
road  for  the  past  6  years  and  the  increase  under  the  improved  scrv- 


TRADE  MARK  FOR  THE  INDIANAPOLIS  & 
NORTHWESTERN. 


The  Indianapolis  &  XorlhHestern  Traction  Co..  which  is  now 
building  an  electric  railway  between  Indianapolis  and  Laf.iyette. 
Ind:.  with  a  branch  frt>ni  Lebanon,  has  issued  a  pocket  folder  con- 
taining a  diagrammatic  map  of  the  road  which  is  to  be  known  as 


the  "Lebanon  Route."  The  company  has  adopted  as  its  trade  mark 
ihe  device  illustrated  herewith.  The  officers  of  this  company  arc: 
President,  George  Townscnd ;  vice-president,  Philip  L.  Saltonstall ; 
secretary,  Winthrop  Smith ;  treasurer,  Chauncey  Eldridgc.  The 
headquarters  of  the  company  are  in  the  Stevenson  BIdg.,  Indian- 
apolis, Ind. 


Apr.  20,  1903.] 


STREET  RAILW^W  REVIEW. 


243 


STERLING  EXHAUST  PIPE  HEAD. 


STORAGE  BATTERIES  FOR  LOS  ANGELES. 


.\voidance  of  back  pressure  while  effecling  complete  separation 
of  entrained  water  and  oil  from  exhaust  steam  is  aimed  at  in  the 
design  of  the  Sterling  e.xhaust  pipe  head,  whose  construction  is 
illustrated  in  the  accompanying  engraving.  The  designers  main- 
tain that  the  most  effective  principle  upon  which  to  separate  from 

a    light    vaporous    or    gaseous    body. 
B  like  steam,  the  heavier  liquids,  such 

as  water  and  oil.  entrained  hy  it  in 
its  rapid  tlow,  is  that  of  centrifugal 
force.  Accordingly  the  exhaust  en- 
tering at  A  is  divided  into  the  two 
pipes  C,  whose  upper  ends  are  bent 
in  opposite  directions  so  as  to  give 
the  exhaust  a  motion  of  rotation 
about  the  interior  of  the  head,  the 
entrained  water  and  oil  being  thrown 
outward  hy  centrifugal  force,  caught 
upon  the  surface  of  the  head  body, 
flowing  downward  and  out  at  the 
drain  D.  while  the  steam,  freed  of 
its  entrainments,  passes  to  the  at- 
mosphere through  E  B.  The  ab- 
sence of  baffles,  partitions,  or  other 
obstructions  is  held  to  avoid  all  possibility  of  back  pressure. 

Dural)ility  is  a  feature  of  the  construction,  the  heads  being  en 
tirtly  of  galvanized  sheet  steel,  except  the  bottom  connection,  which 
is  of  cast-iron  and  tapped  to  fit  the  top  of  the  exhaust  pipe,  and 
also  for  the  attachment  of  the  drain  pipe  at  D.  All  joints  are  riveted 
and  soldered.  The  maker  is  the  -Sterling  Blower  &  Pipe  Manu- 
facturing Co..  5go  Huyshop  .\ve.,  Hartford,  Conn. 


STERLIXi;  EXH.\UST  HEAD. 


FOR  CLEANING  INCANDESCENT  LAMP 
GLOBES. 


The  McCreary  Electric  Co.,  136  Lil)erty  St.,  New  York  City, 
maker  of  electric  specialties,  is  putting  on  the  market  an  ingenious 
device  for  cleaning  incandescent  lamp  globes,  especially  in  cars  and 
in  and  alxjut  electric  railway  car  houses,  power  stations,  etc.  It  con- 
sists of  four  resilient  wire  fingers  covered  with  mittens  for  cleaning 
the  lamps,  and  is  also  furnished  with  rubl)er  fingers  for  removing 
and  replacing  globes.  The  fingers  are  mounted  on  the  end  of  a  3-ft. 
rod  to  which  may  l)e  added  extensions  as  in  a  jointed  fi.shing  rod. 
With  the  rod,  lamps  at  any  height  can  be  reached  and  cleaned  or 
removed.     One  man  with  the  cleaner  can  pass  through  all  the  cars 


Mccreary  incandescent  i.ami"  ci.f.ankr. 

at  a  l>arn,  cleaning  the  lamps  as  he  goes,  and  inasmuch  as  one 
day's  accumulation  of  dust  on  a  lan»p  gloliu  freqtiently  means  a 
loss  of  5  per  cent  in  light,  the  device  should  prove  an  economical 
t')>>\  as  well  as  a  convenient  lalx>r  saving  device, 


The  lloosac  Valley  Street  Railway  Co.,  of  North  Adams,  Mass., 
i»  establishing  a  cotnplete  telephone  system  on  its  three  branches, 
covering  the  entire  road  from  liriggsvillc  to  Williamstown  and  as 
far  south  as  Cheshire. 


The  Electric  Storage  Battery  Co.,  of  Philadelphia,  manufacturer 
of  the  "Chloride"  accumulator,  has  closed  a  contract  with  the  Los 
.\ngeles  Railway  Co.  for  three  .storage  batteries,  two  consisting  of 
J64  cells  of  1,000  ampere-hours  capacity  each  and  one  of  264  cells 
with  a  capacity  of  2,000  amiicre-hours,  to  be  operated  in  connection 
with  differential  boosters  for  regulation  and  for  emergency  use. 
The  Pacific  Electric  Railway  Co.  has  also  contracted  for  a  battery 
of  "Chloride"  accumulators,  consisting  of  264  elements  of  1,000 
ampere-hours  capacity,  to  be  operated  with  a  differential  Ixxjster  for 
regulation,  peak  work  and  for  emergencies.  Batteries  are  being 
installed  for  the  Oakland  Transit  Co.,  the  Los  Angeles  Pacific  Rail- 
road Co..  and  the  North  Shore  R.  R. 

THE  KNUTSON  TROLLEY  RETRIEVER. 


The  Knutson  trolley  relrie\"er  slmwn  in  the  accompanying  illus- 
tration is  small  in  .size,  but  is  claimed  to  be  very  effective  in  opera- 
tion. The  case  is  Syi  in.  in  diameter  by  6  in.  deep  over  all.  It  is 
placed  on  the  dash  of  a  car  and  should  be  located  as  low  as  pos- 
sible to  enable  the  operator  to  lock  the  machine  with  ease.  Tlie 
device  has  a  heavy  and  a  weak  spring,  an  actuating  disk  and  reel, 
and  is  adjustable  to  different  trolley  pole  tensions.     It  is  controlled 


CAR   Eonil'l>Ell  WITH   KNUTSd.N  TKOI.I.I'.V   RICTklliVICR. 

by  an  automatic  itjcking  and  rele.'ising  mechanism.  .'\t  whatever 
height  the  trolley  pole  may  be  when  tine  trolley  jumps  the  wire  a 
sudden  upward  pull  of  three  to  four  inches  will  throw  the  gov- 
ernors out,  this  action  tripping  the  heavy  retriever  spring,  which 
will  at  once  bring  the  trolley  pole  down  six  to  eight  feet  below  the 
inilley  wire.  To  reset  the  trolley  and  wind  up  the  retriever  spring 
the  rope  is  pulled  out  slowly  until  it  is  stopped  by  the  automatic 
action  (if  a  locking  bolt,  when,  by  releasing  the  rope,  the  heavy 
spring  is  locked,  leaving  the  weaker  spring  only  in  action  to  keep 
the  slack  out  of  the  rope.  As  .soon  as  the  locking  device  is  tripped 
I  he  reel  will  rotate  in  the  opposite  direction  and  bring  down  the 
trolley.  The  lensicm  of  the  weak  .spring  is  adjustable  and  should 
be  set  just  strong  enough  to  keep  the  slack  out  of  the  rope.  It  is 
claimed  that  this  retriever  will  positively  prevent  any  damage  to 
the  overhead  system,  trolley  poles,  wheels,  harps,  etc.,  and  wet  or 
frozen  rope,  rail,  sleet  or  snow  do  not  affect  the  action  of  the  ma- 
chine. The  machine  can  be  furnished  with  retriever  springs  of 
either  40-Ib.,  55-lb.  or  70-Ib.  tensions  to  take  care  of  cfUTesponding 
trolley  tensions. 

.^n  important  feature  of  llir  niacliine  is  tli.il  lis  ,[ili(in  is  inlirely 
aiUomalic  both  in  locking  and  tripping.  It  has  been  in  use  on  sev- 
eral railway  lines  in  Northern  Obit)  for  two  to  three  iiKinths  past 
;nul  is  highly  endorsed  by  those  who  have  given  it  a  trial.  This 
device  is  made  by  the    Trolley  Supply  Co.,  Caiilun,  Ohio. 


In  New  York  a  claim  for  $.30,000  damages  against  the  Metropoli- 
tan Street  Railway  Co.  was  successfidly  defended,  the  com|)any  al- 
leging that  it  had  never  received  .iny  repcirl  of  llie  accideni,  and  lli,[t 
therefore  it  could  not  have  hapiiened. 


244 


STREET  RAILWAY  REVIEW. 


[Vou  XIII,  No.  4- 


COMBINATION   FEED   WATER   HEATER  AND 
WATER   ARCH. 


of  llic  Rapid  Transit  company  is  to  a  consijcralilc  extent  the  »mc 
as  for  the  Manhattan,  the  order  recently  pl.iccd  speaks  well  for 
the  results  on  the  elevated  lines. 


The  device  illustrated  in  the  accompany  engraving  is  designed 
to  improve  the  l>oiler  economy  hy  heating  the  feed  with  heal  that 
wmdd  otherwise  Iw  taken  np  hy  the  front  wall  of  the  holler  setting. 


:  T 


1  (^  (^  (»  '-S)  fD  ®  G) 

3'  9  (»  <»  9  9  4  <» 
^  G  #  <9  (»  ®  # 


TO  HANDLE  RAILWAY  EQUIPMENT. 

A  railway  eiiuipnunt  department  has  lieen  organized  hy  the  l"e<l- 
eral  Manufacturing  Co.,  of  Cleveland,  (J.,  with  Mr.  (Jeorgc  I. 
lilack,  man<-iger  of  the  Cleveland   factory,  at  its  head.     The  com- 


mm 


IKinv  lia>  a'.~o  cijmiaclc<l  will)  ll;f  Sluiliy  Slid  I'lihc  Co.  to  har.ille 
the  lattcr's  trolley  ixile  product  and  trolley  retracting  device  in  this 
country  and  Canada.  The  eastern  and  Canadian  territory  is  in 
charge  of  Mr.  E.  S.  Ludlow,  the  central  territory  is  looked  after  hy 
-Mr.  William  Culver  and  the  western  territory  hy  Mr.  Frank  Ger- 
nianc.  The  retracting  device  referred  to  .serves  to  withdraw  the 
Iiolc  alKuil   i;  inclios  in  case  it  leaves  the  trolley  wire. 


TRACK  GAGE  INDICATOR. 


COMBINATION  HE.;aTKR  AND  WATICR   ARCH. 

and  at  the  same  time  to  reduce  the  cost  of  maintenance,  and  avoid 
delays  that  often  come  from  the  failure  of  the  brick  arch  work  in 
the  iKjiler  front.    The  comliinalion  arch  may  he  applied  to  any  boiler 
requiring   a   brick   arch   or    front.      The 
arch  is  constructed  of  steel  plates  riveted 
and  braced  to  comply  with  the  require- 
ments of  flat  surfaces,  and  it  is  guaran- 
teed  to   stand   the   working   pressure  of 
the  boiler  to  which  it  is  applied. 

One  of  the  strongest  claims  made  for 
this  arch  is  that  the  addition  to  the  ca- 
pacity of  the  boiler  is  gained  without  the 
loss  of  space  and  without  disturbing  any 
of  the  fixtures  or  parts  of  the  original 
installation.  Besides  the  gain  in  efli- 
cieiicy  due  to  the  high  temperature  of  the 
feed  (which  in  some  cases  is  equal  to 
that  of  the  steam,  in  cases  where  heaters 
of  the  ordinary  type  are  used  and  the 
water  supplied  to  the  arch  at  from  i8o° 
to  200°  F. ),  the  eflFect  upon  the  Ixjiler  is 
beneficial  in  that  strains  due  to  the 
changing  temperature  are  less  when  the 
feed  is  introduced  at  a  high  tempera- 
ture. 

This  device  is  known  as  the  Xeil  \V. 
Macintosh    "Combination"    feed    water 

heater  and  water  arch  and  is  controlled  by  Neil  \V    Macintosh  &  Co., 
No.  56  John  St..  New  York  City. 


The  accompanying  illustration  shows  a  new  device  manufactured 
by  the  United  States  Track  Gage  Co.  of  St.  Paul,  Minn.,  which  is 
designed  for  the  examination  of  track  in  regard  to  the  spreading 
or  closing  of  the  rails.  These  defects  which  arc  caused  by  heav7' 
trains,  rolled  lies,  bad  weather  conditions,  etc..  are  of  constant  occur- 
rence and  are  frequently  undetected  until  made  known  by  an  acci- 
dent.    The  indicator  is  intended  for  the  use  of  section  foremen  and 


RAIL  BONDS  FOR   NEW   YORK  SUBWAY. 


The  Interborough  Rapid  Transit  Co.,  of  New  York,  has  awarded 
the  contract  for  rail  bonds  to  the  Mayer  &  F.nglnnd  Co.,  of  Phila- 
delphia, for  its  well-known  "Protected"  bonds.  The  "Protected" 
bonds  are  used  on  the  Manhattan  elevated,  over  150,000  of  them 
having  been  installed  on  that  system,  and  as  the  engineering  stall 


TRACK   I.AIU-:    INDKATOR- 

is  designed  to  be  secured  to  the  front  of  a  hand  car  to  which  it  is 
attached  by  adjustable  brackets.  The  gage  is  supplied  with  two 
arms  on  the  lower  ends  of  which  rollers  are  carried.  'Hiese  rollers 
run  along  the  inner  edge  of  the  rail  heads  and  are  held  continually 
against  the  rails  by  means  of  a  spring.  The  upper  ends  of  the  arm 
are  connected  10  an  indicating  dial  so  that  as  the  car  moves  along 
the  track  the  dial  finger  indicates  con.stanlly  the  slightest  variation 
in  the  gage.     It  indicates  a  variation  as  small  as  1-16  in. 

The  gage  costs  nothing  to  operate  it  and  it  does  not  interfere  with 
any  other  use  of  the  hand  car.  It  runs  readily  through  switches 
and  frogs  and  operates  as  well  on  curves  as  on  the  tangents. 


Apr.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


245 


INCANDESCENT  LAMPS  FOR  HEADLIGHTS. 


There  is  110  question  as  10  the  necessily  for  effective  heiidlights 
on  electric  cars,  and  it  is  well  recognized  that  to  be  called  effective 
a  headlight  must  throw  a  brilliant  light  for  a  distance  of  at  least 
100  feet. 


G.  E.  HEADLIi;HT  LAMP. 

A  paral)olic  reflector  is  the  type  desired  for  projecting  the  light, 
and  for  good  service  with  such  a  reflector  the  filament  of  the  incan- 
descent lamp  should  be  compactly  formed  so  as  to  concentrate  the 
light  as  far  as  possible  at  a  point. 

The  General  Electric  Co.  is  producing  a  lamp  with  a  special  fila- 


l6-c.  p.  lamps,  the  wiring  connections  for  which  arrangement  are 
illustrated  in  the  diagram.  For  conditions  which  do  not  pemiit 
using  a  32-c.  p.  lamp  the  General  Electric  Co.  makes  a  i6-c.  p. 
lamp  with  conical  spiral  filament.  It  is  recommended,  however, 
that  every  endeavor  should  be  made  to  use  the  32-c.  p.  lamp,  as  any- 
tliing  less  does  not  give  a  sufficient  volume  of  light  for  a  good 
headlight  service.  To  give  the  best  results,  the  lamp  should  be 
properly  focused  in  the  reflector.  The  filament  can  be  located  at 
the  proper  height  to  place  it  in  the  focus  line  if  the  dimensions  of 
headlight  are   stated. 

A  plan,  adopted  by  several  companies  with  excellent  results,  is 
to  make  the  socket  in  the  headlight  adjustable  both  vertically  and 
laterally.  By  the  movement  of  a  pair  of  thumbscrews,  this  enables 
the  motorman  to  focus  the  lamp  positively  and  accurately. 

These  headlight  lamps  have  \ieen  in  use  on  a  number  of  street 
railways  for  the  past  two  or  three  years,  during  which  time  they 
are  reported  to  have  given  thoroughly  satisfactory  service,  and 
are  regarded  with  much  favor  because  of  their  low  cost  and  sim- 
plicity of  application  and  operation. 


WESTERN  ELECTRICAL  SUPPLY  CO." 
CATALOG. 


The  Western  Electrical  Supply  Co.,  of  St.  Louis,  Mo.,  has  just 
issueJ  its  general  supply  catalog  No.  50,  illustrating  a  complete 
line  of  general  supplies  and  construction  material.  It  contains  702 
pages  and  is  bound  in  maroon  cloth  boards;  the  subjects  treated 
comprise  practically  everything  in  the  electrical  line,  and  it  Ts'  pro- 
fusely illustrated.  It  also  contains  wiring  tables,  tables  of  dimen- 
sions and  resistances  of  copper  wire  and  other  valuable  information 
along  this  line;  also  a  list  of  electrical  books.  Regarding  street 
railway  supplies,  it  is  announced  that  the  company  is  prepared  to 
furnish  everything  fromi  rails  to  generators,  aivd  that  this  depart- 
ment is  conducted  under  expert  management.  Those  interested  in 
street  railway  work  should  also  apply  for  the  company's  special 
catalog  upon  the  subject.  The  No.  50  is  one  of  the  most  complete 
and  elaborate  catalogs  ever  issued  and  will  prove  of  lasting  value 
as  a  reference  work. 


COMBINATION    SWEEPER  AND  WATER  CAR. 


issacm 


C^g    Wlgl/»<1    Dl.>agA/-l    A>IOWr/.Q     /^Ot.T  Ifl  1- 
CI-    .^^   CP   HCADl-IOMTA  A/tD    *T«.AII 


mem,  wound  in  the  form  of  a  close  conical  spiral,  which  has  been 
'Icnigncd  for  lhi>  special  purpo.'se.  This  filament  is  supplied  in  several 
lyp«-«  of  Inilljs  made  to  fit  the  various  types  of  hcadliglils. 

The  company's  standard  type  of  headlight  lamp  is  the  round  bull) 
.12-c.  p.  size  here  ilhistralrd.  This  rc(|uircs  the  headlights  to  be 
wired  in  multiple  scries  connection  with  two  circuits  each  of  four 


In  the  course  of  a  description  of  the  municipal  tramways  of  Ilford, 
England,  the  Electrical  Engineer,  of  London,  describes  an  interest- 
ing accessory  to  the  systeni  which  consists  of  a  combined  sweeper 
ami  water  car  built  by  the  British  Electric  Car  Co.,  of  London. 
The  tody  of  the  car  is  carried  on  two  maximum  traction  trucks 
which  are  equipped  with  British  Thomson- Houston  motors  and 
controllers.  In  addition  to, the  two  car  motors  there  is  a  third. one 
of  the  G.  E.-S4  type  used  for  driving  the  sweeping  brushes.  This 
motor  is  arranged  to  drive  a  diagonal  cross-shaft  which  is  parallel 
to  the  brushes  and  on  which  clutch  gear 
is  arranged  so  that  either  the  fore  or 
rear  brush  can  be  driven  as  desired.  The 
direction  and  speed  of  rotation  of  the 
motor  and  cross  shaft  is  regulated  by 
means  of  a  controller.  The  brushes  are 
driven  by  chain  gearing  from  the  diag- 
onal cross  shafts  through  a  single  re- 
duction gear,  and  the  brushes  can  be 
raised  and  lowered  by  means  of  a  lever. 
The  gearing  is  enclosed  but  can  be  in- 
spected through  doors  at  the  side  or  end 
of  the  gear  case. 

In  addition  to  llie  sweeping  gear  the 
car  contains  an  i,8oo-ga!loii  tank  which 
is  used  for  .supplying  water  to  the  track. 
The  tank  is  built  of  'A-'"-  iron  plate  and 
is  thoroughly  cross-braced.  Inside  of  the 
tanks  arc  ranged  baffle  plates  to  preveru 
the  surging  of  the  water  due  to  sudden  changes  in  speed.  The  car 
can  be  operated  by  two  men. 


HrAr:>HGMT 
azCPLA^p 


A  resolution  has  been  adopted  by  the  Columbus  (O.)  City  Council 
ordering  every  street  car  of  the  city  thoroughly  fumigated  every  24 

hours. 


246 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  4. 


KANSAS  CITY   NOTES. 


The  work  of  cliaiiRing  the  isth  St.  cable  line  into  an  electric  line 
is  progrcssinK  rapidly  anil  it  is  intendeil  to  have  the  cliange  com- 
pleted liy  Jnnc  isl.  The  wages  of  all  the  niolornien  and  conduc- 
tors will  he  increased  one  cent  per  hour  beginning  .\pril  1st.  This 
will  make  the  rate  from  16  to  21  cents  per  hour,  and  the  first  raise 
friiin  16  to  17  cents  will  he  given  after  the  men  have  worked  six 
niiinilis  instead  of  one  year,  as  heretofore.     On  the  same  day  all  the 


IKMl      I       I  II    -  I  I.I-;  .\.Mi  TK.\l-K   IH'KI.M.   liknu.K  KKl'.MKS 

trackmen  and  other  day  laborers  will  receive  an  increase  from  15 
cents  to  i/Ji  cents  per  hour.  These  increases  are  entirely  voluntary 
on  the  part  of  the  company  and  form  a  part  of  the  very  liberal  policy 
which  the  company  has  adopted. 

A  switch  is  being  built  into  a  slonc  quarry  to  enable  the  company 
to  haul  rock  after  midnight  from  the  quarry  to  the  new  power  house 
for  use  in  the  concrete  foundation  walls.  This  large  structure  is 
being  pushed  to  completion  day  and  night. 

The  accoiTipanying  illustration  shows  the  plan  adopted  by  the 
engineers  for  the  reconstruction  of  one  of  the  company's  bridges. 
This  bridge  is  shown  on  the  right  of  the  illustration,  and  the  tem- 
porary trestle  was  built  as  shown  on  the  left-hand  side,  the  cars 
being  diverted  to  the  temporary  trestle  while  the  new  bridge  is 
being  built.  This  will  be  a  double  track  steel  structure  set  on  con- 
crete abutments.  The  trestle  is  350  ft.  long  and  25  ft.  high  and  it 
was  estimated  that  it  would  be  cheaper  to  build  this  than  to  attempt 
to  rebuild  the  bridge  while  the  cars  were  being  operated  over  it. 
■  Considerable  controversy  has  taken  place  in  regard  to  setting 
poles  in  Independence  Boulevard,  but  this  has  been  settled  by  per- 
mitting the  company  to  use  center  poles.  Some  of  the  residents 
along  the  Imulevard  demanded  that  the  company  use  either  storage 
battery  or  underground  conduit  cars  in  this  street,  but  the  company 
decided  to  remove  the  line  froin  the  street  altogether  rather  than 
submit  to  either  of  these  plans.  The  present  line  in  this  street  is 
operated  by  cable. 

The  standard  color  of  all  of  the  company's  cars  is  being  changed 
from  yellow  to  green  and  the  newly-painted  cars  prescfit  a  very 
attractive  appearance. 


A  NEW   LUBRICANT  FOR  RAILWAY  BEAR- 
INGS. 


journals  and  all  kinds  of  heavy  bearings  and  high  s|iccd  machinery. 
It  is  endorsed  by  many  street  railway  and  other  users.  One  car  that 
was  packeil  with  it  ran  54,000  miles  with  one  greasing.  It  is  a  hard 
oil,  but  contains  neither  alkali  nor  rosin.  It  is  made  in  various 
grades.  In  packing  journals  ordinary  wool  waste  is  used  and  it  is 
not  necessary  to  renew  the  packing  on  the  longest  run. 


NEW   COMBINATION   CAR. 


The  accompanying  engraving  shows  the  combination  car  "Mar- 
imacook"  built  by  the  Laconia  Car  Co.  for  the  Augusta,  Winlhrop 
&  (iardner  Street  Ry.,  of  .\ugusta.  Me.  This  car  is  35  ft.  over 
Ixxly.  with  passenger  compartment  about  23  ft.  long  and  baggage 
compartment  alviut  u  ft.  long  having  sliding  d(M)r  on  each  side,  and 
also  slatted  seals  arranged  to  fold,  which  can  1>e  used  by  smokers. 
It  has  seating  capacity  for  32  passengers. 

The  car  is  finished  in  cherry  with  oak  ceilings,  polished  plate 
glass  and   "Crown"  curtains.     The  seals  ar<;  Wheeler   No.  42  type 


LACONIA  I  AK  FOR  AUUUSTA,  .ME. 

with  offset  backs,  having  bronze  grab  handles  on  back  and  uphol- 
stered in  rattan.  There  are  eight  double  sash  windows  on  side, 
both  sash  arranged  to  drop  Hush  with  window  stool.  This  car  js 
nuinnted  on  the  Laconia  No.  g-H-2  double  truck  with  patented  swing 
lM)lster,  and  fitted  with  Laconia  double  plate  wheels,  and  is  equipped 
with  Christensen  air  brakes,  Westinghousc  motors  and  Consoli- 
dated heaters. 


TRADE  NOTES. 


The  Hanna  solid  oil,  a  comparatively  new  product  of  the  Hanna 
Oil  Co..   14  S.   Water  St..  Chicago,  is  especially  fitted   for  railroad 


THE  NERNST  LAMP  CO..  of  Pittsburg,  Pa.,  opened  an  office 
in  the  National  Life  Building,  Chicago,  on  April  1st. 

SANDERSON  &  PORTER,  engineers  and  contractors,  of  New 
York,  will  remove  their  offices  on  May  1st  from  31  Nassau  St.  to 
52  William  St.,  corner  of  Pine  St.,  that  city. 

THE  WHITNEY  CAR  WHEEL  CO.,  successor  to  A.  Whitney 
&  Sons,  will  soon  erect  a  large  plant  in  South  Camden  for  the  pur- 
pose of  manufacturing  car  wheels  for  both  steam  and  electric  roads. 

THE  NEW  PROCESS  RAW  HIDE  CO.,  of  Syracuse,  N.  Y., 
has  just  purchased  a  site  for  a  new  factory  in  that  city,  and  this  will 
be  built  within  a  year.  The  increased  business  made  it  necessary  that 
the  company  have  more  room  and  better  facilities. 

jMR.  C.  J.  H.-KRRINGTON,  15  Cortlandt  St.,  New  York,  advises 
us  that  he  has  closed  a  contract  for  several  thousand  Chase-Shawmut 
tie.vible  rail  bonds  and  also  for  all  of  the  overhead  material  for  the 
Waynesboro  (Pa.)  Ry.    'Hie  fciture  of  the  Chase-Shawmut  bond  is 


LORDS 

Boiler 


LORD'S      \A//\TER      PURIF^YIING     CHE/WIC  AL.S 

ARE  NOT  A  FIXED  COMPOt'Nn   HUT    PREPARED  AS    REOUIREl) 
TO  REMOVE  THE  PARTICI'LAR  SCAI.K  FORMATinV  .\  NA  T.Y /EH. 

WE  MAY  BE  ABLE  TO  TELL  YOU  HOW  TO  KEEP  YOUR  BOILERS  FREE  FROM  SCALE 
SENO  US  A  SAMPLE    WE'LL  ANALYZE  IT  FREE  OF  COST, 


GEO.  \A/.   LORD  CO., 


.2.2  33.-50  IN.  9th  Street. 


philmde:lf»hi/i. 


STREET  RAILWAY  REVIEW. 


73 


that  it  makes  a  solid  contact  with  the  rail,  being  soldered  to  tlic 
latter.  Mr.  Harrington  lias  arranged  to  represent  the  Chase- Shaw- 
mut  Co.  on  rail  bonds  thronghoiit  the  Middle  States.  He  will  be 
pleased  to  forward  catalog  and  further  information  upon  request. 

THE  BROWXLEE  LUMBER  CO..  of  Meridian,  Miss.,  has  the 
largest  cross  arm  factory  in  the  South  and  also  owns  and  operates 
four  saw  mills.  It  makes  a  specialty  of  cross  arms  and  bridge 
timber  for  electric  railway  work.  Geiniine  long  leaf  yellow  pine  is 
used  for  cross  arms,  which  are  made  any  size,  length  or  boring, 
and  prompt  shipments  are  guaranteed. 

J.  B.  D'HOMERGCE,  manager  of  the  "Keystone"  hair  insulator 
department  of  the  H.  W.  Johns-Manville  Co.,  loo  William  St.,  New 
York  City,  sailed  on  March  30  for  England,  where  he  will  make  a 
comprehensive  investigation  of  the  trade  for  asbestos  and  sound- 
deadening  materials  in  that  country.  Upon  his  return  in  May  he 
will  be  permanently  located  in  New  York. 

THE  HUNTER  .\UTOM.-\TIC  FENDER  CO.,  of  Cincinnati. 
has  been  awarded  the  contract  to  equip  with  its  fenders  450  of  the 
cars  of  the  St.  Louis  Transit  Co.,  now  under  construction  by  the 
St.  Louis  Car  Co.  Some  recent  accidents  in  St.  Louis  have  demon- 
strated the  reliability  of  these  fenders,  in  one  case  a  young  child 
being  picked  up  without  injury  by  a  car  running  at  full  speed. 

THE  BROWN  CORLISS  ENGINE  CO.,  of  Corliss,  Wis.,  has 
received  an  order  from  the  Middlesex  &  Somerset  Traction  Co.,  of 
Brunswick,  N.  J.,  for  one  16  and  30  by  42-in.  horizontal  cross- 
compound  engine  and  one  18  and  32  by  36-in.  vertical  cross-com- 
pound. Among  other  orders  is  one  from  the  American  Locomotive 
Works,  Dunkirk,  N.  Y.,  for  a  26  and  42  by  42-in.  tandem  compound. 

LUMEN  BEARING  CO.,  BufTalo,  N.  Y.,  issues  a  very  pretty 
monthly  calendar  suitable  for  home  or  office.  That  for  .April  shows 
a  reproduction  of  Rosati's  "Camel  Traders,"  a  typical  desert  scene. 
the  picture  being  3x4  in.,  surrounded  by  a  deep  olive  mat.  Sur- 
mounting the  picture,  in  silver  letters  that  do  not  detract  from  its 
attractiveness,  is  the  company's  address ;  under  it  the  calendar  for 
the  month. 

THE  ALLIS-CHALMERS  CO.  reports  the  following  partial  list 
of  engine  sales  for  railroad  purposes  for  March,  ig03 :  South  Side 
Elevated  Railway  Co.,  Chicago,  one  34  and  70  by  54  1890  horizontal 
cross-compound  Reynolds  Corliss;  International  Traction  Co.  of  New 
Jersey,  Jersey  City,  two  34  and  68  by  48  1890  cross-compoiitid  con- 
densing Reynolds  corliss ;  Pennsylvania  R.  R.,  Philadelphia,  one 
cross-compound  Riedler  air  compressor,  15  and  24  by  30. 

WILLIAM  B.  SCAIFE  &  SONS  CO.,  Pittsburg,  Pa.,  manufac- 
turer of  the  Scaife  and  We-Eu-Go  systems  of  water  softening  and 
purification,  has  appointed  Mr.  H.  Clay  Moore  sole  agent  for  the 
southeastern  part  of  the  United  .States,  with  oftices  at  No.  816  Em- 
pire Building,  Atlanta,  Ga.  Mr.  Moore  is  well-equipped,  having  not 
only  given  the  subject  in  hand  considerable  attention,  but  also  having' 
had  several  years'  experience  in  practical  engineering  in  the  South. 

0.  M.  GEST,  the  conduit  and  sub-way  contractor,  has  been 
awarded  a  large  contract  for  the  underground  conduit  work  in  and 
around  the  L  St.  central  station  of  the  Edison  Electric  Illuminating 
Co.,  of  Boston,  which  will  involve  very  heavy  construction,  havmg 
186  ducts  in  one  trench.  He  has  also  been  awarded  additional  con- 
tracts by  the  Brooklyn  Heights  R.  R.  for  underground  conduit  work 
along  Flatbush  .Ave.,  Brooklyn,  which  will  be  a  large  piece  of  work 
anri  will  amount  to  many  thousands  of  dollars. 

THE  ENGINEERING  AGENCY.  Monadnock  BIk.,  Chicago, 
which  has  made  a  business  of  finding  positions  for  technical  men 
during  the  last  ten  years,  reports  that  it  has  secured  positions  for 
over  5,000  technical  men  in  this  time,  and  although  the  registrations 
for  the  past  two  years  have  exceeded  3,000  the  agency  has  difficulty 
in  securing  enough  competent  men  to  supply  all  of  the  demands  made 
upon  it.  The  agency  is  under  the  management  of  F.  A.  Peckhan., 
president.  A.  B.  (iilbert.  treasurer,  and  .'\.  G.  Frost,  secretary. 

THE  M.\YER  &  ENGLUND  CO.,  of  Philadelphia,  general  sales 
agent  for  the  Protected  Rail  Bond  Co.,  has  recently  closed  a  number 
of  very  large  and  most  important  contracts  for  the  well-known 
"Protected"  rail  bonds.  During  the  past  month  orders  aggregating 
over  300/)00  bonds  have  been  secured  for  early  spring  delivery. 
Some  of  the  principal  contracts  are  with  the  following  companies; 
Inlcrlmrough  Rapid  Transit  Co.  (New  York  Subway);  Scioto  Val- 
ley Traction  Co.,  Columbus,  O. ;  Massachusclls  Electric  Compa- 
nies, Boston;  Brooklyn  Heights  Railroad  Co.;  International  Kail- 
way  Co.,  Buffalo;  Union  Traction  Co.,  Anderson,  Ind. ;  United  Gas 
Improvement  Co.,  Philadelphia;  Rochester  He  Ejistcrn  Rapid  Rail- 
way Co.;    Vandcgrift  Construction  Co.,  Philadelphia;    York  County 


Creaghead 
Flexible 


Brackets 


74 


STREET  RAILWAY  REVIEW. 


ARMATURE 

AND 

FIELD   COIL 

VARNISH 


^N^V)N^^ 


FOR/5 


WATER-PROOF  ACID-PROOF 

WILL  NOT  MELT  OR  PEEL. 
A  PERFECT  INSULATOR,  j 

The    Highest   Grade    Varnish    on 
the  Market 


STANDARD  PAINT  COMPANY 

NEW  YORK  CHICAQO 

100  William  •treat  I88-0O  Madlaon  atraat 

HAMBURG  PARIS  LONDON 

Oovanhof  93         30  Rue  8t.  Gaorcea  99  Clt>  Road,  E.  c. 


Traction  Co.,  York,  Pa.  Notwithstanding  these  many  large  orders 
on  hand.  Mayer  &  linglnnd  Co.  slates  that  it  can  fill  any  additional 
order  of  ordinary  si/c  within  to  days  or  two  weeks,  as  the  manti- 
facliiring   facilities  are  extensive  and  complete. 

I  IIK  UIRI  MA.N'L'F.ACTL'KING  CO.,  .\kron.  O..  recently  scm 
iwo  large  Cross  oil  filters  to  the  United  States  Steel  Cor|>oralioii, 
making  114  now  in  its  mills.  The  .American  i'lnplate  Co.  forwarded 
lis  jXih  order  for  filters,  the  .American  Sheet  Steel  Co.  its  i8th ;  the 
lialduin  Locomotive  Works  its  16th  order  for  exhanst  heads  and  tlic 
Kdison  I'honograph  Works  its  third.  Orders  for  filters  have  hccn 
received  from  the  H.  F.  Goodrich  Co.,  I'ittsbiirg  Steamship  Co..  East- 
ern Shipliuilding  Co..  International  Harvester  Co.,  and  a  large  elec- 
tric ligliliiig  plant  in  Mexico  City.  Mex.  The  Cross  filter  will  be 
used  ai  the  World's  Fair.  St.  Louis,  also. 

.Ar).\M  COOKS  SONS,  31.1  West  St.,  New  York  City,  sole 
maker  of  ".Mhany  tirease,"  recently  received  a  request  from  the 
Iowa  City  Electric  Light  Co.,  Iowa  City,  la.,  to  express  at  once  an 
.Mhany  grease  cup  to  replace  one  that  ha<l  got  broken.  Geo.  S. 
Carson,  general  manager,  writes:  "We  are  using  them  on  a  nine- 
inch  shaft  with  yoiir  .Mhany  grease  to  replace  one  of  the  best  makes 
of  self-oiling  bearings  which,  on  .tccount  of  the  shaft  being  driven 
by  gear,  woidd  throw  out  the  oil  as  fast  as  it  could  be  put  in  and 
gave  trouble.  Your  cups  and  grease  run  the  bearings  as  slick  as 
grea.se,  and  keep  them  cool.  It  was  a  very  agreeable  surprise  to 
us.  we  can  assure  you." 

IHE  DCFF  M.AN-UF.ACTL'RING  CO.  advises  us  that  a  great 
many  of  the  leading  street  railway  companies  in  this  country  have 
adopted  the  Barrett  jack  as  their  standard,  and  are  using  it  both 
for  car  work  and  in  track  construction.  Hie  announcement  which 
was  made  recently  in  the  "Review"  to  the  elTcct  that  the  Pittsburg 
Railways  Co.  had  placed  an  order  for  sufficient  No.  2.  Barrett  jacks 
to  equip  all  of  the  company's  cars  serves  to  remind  us  that  similar  ac- 
tion was  taken  by  the  Cape  Town  Tramways  Co.,  Cape  Town.  S.  .\. 
1  he  Barrett  motor  armature  hft  made  by  the  Dufi'  Manufacturing 
Co.  is  meeting  with  a  very  large  sale  among  street  railways  and 
is  pronounced  adapted  in  every  w.iy  to  the  requirements  of  the  work 
for  which  it  is  intended. 

I  HE  C.  &  G.  COOPER  CO,  Ml  Vernon,  O.,  closed  contracts 
lor  Corliss  engines  during  the  past  few  weeks  as  follows :  The  In- 
gersoll-Sergoant  Drill  Co.,  New  York,  four  cross-compound  en- 
gines for  its  new  shops  at  Phillipsburg.  X.  J.;  National  Cash  Regis- 
ter Co..  Dayton,  O.,  one  1,250-h.  p.  cross-compound,  direct-connected 
engine  duplicating  the  one  in  operation ;  .■\merican  Cement  Co., 
ligypt.  Pa.,  28x48  mill  engine:  Merrimack  Manufacturing  Co., 
Hiintsville,  .*\la.,  one  2,000-h.  p.  cross-compound  condensing  engine: 
N'aumkeag  Steam  Cotton  Co.,  Salem,  Mass..  one  28  and  36  by  60 
crnss-compound  condensing  engine;  Indianola  Healing  &  Lighting 
Co..  CoUimbus,  O..  one  20  and  ,?6  by  42  cross-compound  engine  direct 
connected  to  400-kw.  alternating  current  generator;  Brandon  Mills, 
Greenville.  S.  C.  one  52  x  48  low  pressure  side  of  a  cross-compound 
engine:  .•\ctna  Paper  Co..  Dayton,  O.,  one  16  and  32  by  42  cross- 
compound  condensing  engine,  and  one  simple  girder  engine;  Quaker 
Portland  Cement  Co..  Easton,  Pa.,  two  18  and  40  by  42  cross-com- 
pound engines  direct  connected  to  400-kw.  generators,  two  22  and 
44  by  42  cross-compound  mill  engines  and  two  t8  and  36  by  42 
ditto;    Old  Colony  Street   Railw.iy  Co.,  Boston,  Mass.,  one  32  and 


J. 

G.  White  a.  Company 

INCORPORATED. 

CNGINECRS    CONTRACTORS                      | 

29    BROAOWA^, 

NEW  YORK,  N.  Y. 

LONDON    CORRESPONDENTS 

J 

S.    WHITE  &  COMPANY,   Limitid. 

22A    COLLEGE    HILL,    CANNON   8T, 

STREET  RAILWAY  REVIEW. 


75 


64  by  4S  cross-compound  condensing  engine  direct  connected  to  ^in 
i.8oo-kw.  generator;  Xew  York  &  Long  Island  Traction  Co..  Hemp- 
stead, K.  Y.,  two  20  and  40  by  42  tandem  compound  condensing  en- 
gines direct  connected  to  500-kw.  alternating  current  gener.itors ; 
Terre  Haute  Electric  Co..  Terre  Haute,  Ind..  one  24  and  44  by  48 
cross-compound  engine  direct  connected  to  a  6oo-kw.  generator; 
Anstad  &  Burk  Co..  Springfield.  O..  one  14  and  26  by  42  cross-com- 
pound condensing  girder  engine ;  Cincinnati  &  Columbus  Traction 
Co.,  Cincinnati,  O..  two  26  and  50  by  48  cross-compound  condens- 
ing engines  direct  connected  to  800-kw.  alternating  current  gene- 
rators. 

THE  BROWN  &  SHARPE  MANUFACTURING  CO..  of  Prov- 
idence. R.  I.,  has  issued  a  complete  catalog  of  the  well  known 
Brown  &  Sharpe  machinery  and  tools.  The  catalog  is  of  the  famil- 
iar pocket  size,  contains  458  pages  and  is  devoted  to  descriptions, 
illustrations  and  price  lists  of  the  wide  variety  of  machines  and 
tools  which  this  house  makes.  'The  list  includes  milling  machines, 
grinding  machines,  automatic  gear  cutters,  screw  machines,  cutters 
of  various  kinds,  test  tools  and  machinists'  tools  of  every  descrip- 
tion. A  copy  will  be  forwarded  on  request.  The  business  now  con- 
ducted by  the  Brown  &  Sharpe  Manufacturing  Co.  was  founded  in 
1833  by  David  Brown  and  his  son  Joseph  R.  Brown.  David  Brown 
retired  in  1841.  and  the  business  was  continued  by  Joseph  R.  Brown 
until  1853.  when  Lucian  Sharpe  became  his  partner,  and  the  firm  of 
J.  R.  Brown  &  Sharpe  was  formed.  The  Brown  &  Sharpe  Manu- 
facturing Co.  was  incorporated  in  1868.  The  works  of  the  company 
are  situated  one-half  mile  from  the  business  center  of  Providence. 
the  total  floor  area  of  the  buildings  comprising  the  plant  being  367,- 
760  sq.  ft.,  or  about  8^  acres. 

THE  VILTER  MANUFACTURING  CO..  builder  of  refrigera- 
ting and  ice-making  machinery,  corliss  engines,  brewers'  machinery 
and  bottling  outfits.  Milwaukee.  Wis.,  has  recently  closed  the  follow- 
ing contracts:  .fXrhogast  &  Bastian  Co..  Allentown.  Pa.,  50-ton  re- 
frigerating machine;  Schmulbach  Brewing  Co.,  Wheeling,  W.  Va.. 
70-ton  plate  ice  plant ;  Goesen  &  Leonards.  Rayne.  La..  8-ton  ice 
plant;  Bridgeman  &  Russell,  Duluth.  Minn..  20-lon  refrigerating 
machine;  Clarinda  State  .^sylum.  Clarinda,  Iowa,  4-ton  ice  and  18- 
ton  refrigerating  plant ;  Kalispell  Malting  &  Brewing  Co.,  Kalispcll, 
Mont.,  25-ton  refrigerating  machine;  Home  Brewing  Co.,  Brad- 
dock,  Pa.,  75-ton  refrigerating  machine;  Uobt.  Palestine,  New  Or- 
leans, La.,  for  export,  6-lon  refrigerating  machine  with  3-ton  ice 
tank;  Goenner  &  Co.,  Johnstown,  Pa.,  ice-making  tank;  Star  Brew- 
ing Co.,  St.  Joseph,  Mo.,  lO-ton  refrigerating  machine;  Ward-Corby 
Co.,  Prov\flence,  R.  I.,  10-ton  refrigerating  machine;  Ward-Corby 
Co.,  Chicago,  III.,  lo-ton  refrigerating  machine;  Du  Bois  Brewing 
Co.,  Du  Bois,  Pa..  100-ton  refrigerating  and  30-ton  plate  ice  plant ; 
John  Heberling,  Warrensburg,  Mo..  20-lon  refrigerating  machine; 
Saltzman  Brewing  Co..  Oil  City,  Pa.,  50-ton  refrigerating  and  5-ton 
ice  plant;  Chapin-Sacks  Manufacturing  Co.,  Washington,  D.  C,  50- 
ton  plate  ice  plant ;  Reno  Brewing  Co.,  Reno,  Ncv.,  lo-ton  refriger- 
ating machine;  Ingersoll  Packing  Co.,  Ingersoll,  Ont.,  75-tnn  re- 
frigerating machine;  Port  .Xrthur  Ice  &  Cold  Storage  Co.,  Port 
Arthur,  Tc.x.,  40-ton  ice  plant ;  Hygeia  Ice  &  Coal  Co..  Port  Ches- 
ter, N.  Y.,  20-ton  plate  and  lO-lon  can  ice  plant ;  J.  P.  Baden  Prod- 
uce Co.,  Winfield,  Kan.,  piping  for  ice  tank;  Pittsburg  Brewing 
Co.    (Bauerlein    Branch),    Beimett.    Pa.,    direct    ex()ansinn    .umuonia 


THE  ARBUCKLE-RYAN  CO. 

GENERAL  CONTRACTORS  FOR 

STEAM     POWER     PLANTS 


RUSSELL  ENGINES         STIRLING  BOILERS 


A  FKW  I'LANTH  KKCF-.-HTLV  KyLiri'KU  : 

K"*aP.LI,    KHOllVKg. 

>«»  U.P.     Edw,  Ford  PUte  r,la»«  Works.  Toledo,  Ohio 

IIKPO     ••  Toledo  &  Weitcrn  Elrctrlc  Railway.  Toli-dn,  Ohio 

ISOO     "  CIcTrland  &  Kam-rn  H.iilwa)f.Cl<!veland,  Oliio 

liOO     '•  Bay  CilirHO.iiHoliilalrd  SI.  Ry.  Hay  Cily.  Mich. 

UDO     "  8aodu»ky  Inlerurl.an  St.  »<?.,Sandu«l<y,  Ohio 

UOO     "  Indianapolis  A  {.rernflel'l,  lndiana|x.|iii,  Ind. 

WO     "  .Miaaiaaippi  Vallry  Tr.iii«ll  Co.,  Si.  Louia,  Mo. 

500     "  Wichila  Railroad  A  I.iifht  Co.,  Wichita,  Ka«. 

M>     "  Kokomo  Railroad  4l  I.iirht  Co.,  Kokomo,  Ind. 

ftO     "  Toledo,  Fo..lori.i  4  Fiodlay  Ry.,  Tmloria,  Ohio 

IWO     '•  Slarv  Klvclric  (  o.  Allianre,  Ohio 

!»»)     "  Detroit  i'orll.ind  <.>m<-ot  Co  ,  I'ri'iilon,  .Miih. 


STIRLING   Iinll.RHS. 

40(KJ  HP. 

10«0  " 

IWO  '• 

1050  " 

1200  " 

1000  " 

550  " 

1000  " 

(.00  " 

KIHP  *' 

I4I«]  " 

loijo  " 


TOLEDO,  OHIO 


Edward  H-  Kitfield, 

.  .  .  flDecbanical  Eno«"cer 


53  State  Street, 


BOSTON. 


ELECTRIC  LIGHTING  AND  STREET  RAILWAY  POWER 
STATIONS  AND  BUILDIDGS. 


PEPPER  &  REGISTER, 

GENERAL  CONTRACTORS. 

Complete  Construction  and  Equipment  of  Electric  Railways. 

1414.  S.  PENN  SQUARE,     PHILADELPHIA.  PA. 


ESTABLIbHED   lay3. 


FRED  T.  LEY  &  CO. 

CONTRACTORS 


Electric  Railways  Built  and  Financed  Franchises  Purchased, 

Phoenix  BIdg.,  SPRINGFIELD,  MASS. 


SHE  AFT  &  JAASTAD. 

ENGINEERS, 

85  Water  Street,    fiOSTON,  MASS. 


Civil*  Mechanical  and  Electrical 
ENGINEERS 


A.ND 


GENERAL  CONTRACTORS 

For  the  complele  desigu,  construction 
and  equipment  of 

Electric  Railways 

special  alteution  given  t»i 

INTERURBAN  RAILWAY  PROJECTS 

Seourttles  Accepted  anil  NejE^otlated,  Examinations,  Kepurtn,  Estl- 
niateH,  Plann,  SpecllicatioDft  and  Super'vlHloii. 

Electrical  Installation   Co. 


Incorportated  18'*3. 


MONADNOCK    BUtLDING.    CHICAGO. 


JOHN  BLAIR  MacAFEE 


nil-.  HUII.DING  AND  Kf.HllPMENT  OF  STEAM 
AND  ELECTRIC  RAILWAYS,  I'OWHR  PLANTS 
AND  LIGHTING  SYSTEMS. 

PRELIMINARY  ENGINEERING  WITH  ESTIMATES. 
REPORTS  ON    PROPERTIES  IN    OPERATION, 


Harrison    Building.    Philadelphia. 


76 


STREET  RAILWAY  REVIEW. 


Archbold-Brady   Company. 

ENGINEERS   AND  CONTRACTORS. 

■  LaOTRIC    RAILWAYS.  ELECTRIC  LIGHT  PLANTS. 

HIGH    TINSION    POWIR    TRANSMISSION. 

I>r>ltrn  anil  Inn^trurllun  of   tlrl<lir*-i  Mini   '^Irurluml  Shrl    Wurh. 

918  and  920  University  BulldInK,       SYRACUSE.   N.  Y. 


jforb.  36acon  c^  IDavis, 


tiKimccrs 


149  BROADWAY.   NEW   YORK. 
BRANCH  OFFICES: 
l.l%'rr|iool  A  l.oiiilon  &  <;loh«  lliilhlliiK.  New  OrleMiiM.  I.K.. 
2104  Final  All  .,  HlrinlMKhitni.  Alalmiiia. 

ISOIMiniiiil    V%o..  KiiiiHiiii  City.   Mti 


GEO.  TOWNSEND. 


WU.  S.  REED. 


Townsend  Reed  &  Co., 

RailvA/ay     Builders 


1208  Stsvimbom  Bkoa.. 


INDIANAPOLIS.  IND 


CUAS.  C.  TENNIS,  E.  C.  KIETMAN.  C.  H.  IIATTIX, 

Pkbsiobnt.  Sbcv.  and  Trias.  Vicb  Phbsidbnt. 

The  Tennis  Company, 

Electric    Railroad  Construction. 

22-23  SWIFT  BUILDING,  CINCINNATI,  0. 

Long  Distance  Telephone. 


K.    H.    riKKCK  S.    1..     M  iLI  H  H.    A.     K<miNS<»N 

T»l0phon9  Ham'jon   592 

Pierce,  Richardson  &  Neiler 

Electrical  and  Mechanical  Engineers 

14051413  MANHATTAN  BI.DC,  315  DEARBORN  STREET 

CHICAGO 


SANDERSON    <&    PORTER 

ENGINEERS    AND 
CONTRACTORS 

ELECTRIO    RMIL.YIAY,     LIGHTINQ    AND     POWER    PLANTS 
HYDRAULIC     DEVELOPMENT 


31    NASSAU    ST. 


NEW   YORK 


EDWARD  P.  BUROH. 

Member  American  Tnstitaie  Electrical  En^ineen. 


■ Consulting  Engineer. 

Eattmatea.  Plana  aed  Speclflcationa  GUARANTY  BUILDINO. 

n«aTy    EUclrIc    Railway..  MINNEAPOLIS. 


FREDERICK  SARGENT. 


A.  D.  IjUNDY 


SARGENT  &  LUNDY, 
ENGINEERS. 

1000-46  E.  Van  Buren  St.  CHICAGO,  ILL. 


Iiiping;  Thco,  ll.imni  llrcwiiig  Co..  St.  Paul,  Minn..  amnioni,i  con- 
denser; Triif  \V.  Jones  BrcwinK  C<>..  Manclieslcr,  N.  H..  ammonia 
condenser  anil  piping ;  Geo.  J.  Kenner,  Jr.,  Youngstown,  O.,  direct 
expansion  ainnionia  piping;  Union  Ilrcwiiig  Co.,  Sharon,  Pa.,  pip- 
ing; Plankinlon  Packing  Co.,  Milwankce,  Wis.,  12-coil  countcr- 
curreiil  ammonia  condenser;  Riienimeli-Dauley  Manufacturing  Co., 
St.  I.oiiis,  Mo.,  for  customers,  one  (lO-ton,  one  J5-ton,  one  .1S-ton, 
one  40-ton,  two  50-lon,  two  75-ton,  two  10-ton,  one  is-ton  and  one 
150-ton  refrigerating  nMcliine;  also  one  i2X36-in.  compressor  to  be 
filled  to  existing  Piclet  refrigerating  macliinc.  Corliss  engines  have 
l>ecn  ordered  by  the  following:  Sliawmut-Clay  Manufacturing  Co., 
Shawmut,  Pa.;  Garland  &  Williams,  Dcvcrs,  Tex.;  W.  Tocpfer 
&  Sons,  Milwaukee,  Wis. ;  W,  W.  Cargill  Co.,  Green  Hay,  Wis. ; 
R,iciiic  'I'runk  Co.,  Racine,  Wis. ;  Great  Northern  Moulding  Co.. 
Chicago.  111.;  Harlman  Trunk  Co..  Racine,  Wis.;  Winnebago  Paper 
Mills,  Necnah,  Wis. ;  B.  D.  Eisendralh  Tanning  Co..  Racine.  Wis. ; 
Wisconsin  Bridge  &  Iron  Co.,  North  Milwaukee,  Wis.;  P.  Becker 
&  Co.,  Chicago,  III.;  Skandia  Furniture  Co.,  Rockford,  III.;  Mil- 
waukee Rubber  Works  Co.,  Cudahy,  Wis. 

I-ORl).  B.'VCON  &  n.WIS  will  on  May  1st  remove  their  New 
York  oftices  to  ihe  Blair  &  Co.  Building.  24  liroad  St.,  New  York. 

JOHN  A.  ME.\I)  &  CO.,  of  New  York  City,  have  received  the 
order  for  the  coal  and  ash  handliitg  machinery  in  the  new  power 
house  to  be  erected  by  the  General  Klectric  Co..  at  Schenectady. 
Ibis  machinery  lo  inclnde  two  lines  of  coal  and  ash  conveyors  and 
coal  crushers.  .Among  other  large  orders  secured  recently  for  Mc- 
Caslin  conveyor  machinery  is  a  second  order  from  the  Denver 
Tramways,  and  a  second  and  third  order  from  the  Commonweallh 
Electric  Co.,  of  Chicago. 


ADVERTISING  LITERATURE. 


THE  SPRAGUE  ELECTRIC  CO.  has  issued  recently  Bulletin 
Xo.  loi,  on  "Direct-Current  Generators  of  the  Single  Field  Coil 
Type,"  and  Bulletin  No.  102,  on  "Direct-Current  Generators  of  the 
Split- Pole  Type." 

THE  H.  W.  JOHNS-MANVILLE  CO..  New  York.  N.  Y.,  is 
sending  out  a  leaflet  describing  the  long  service  of  its  asbestos  high 
pressure  packing  rings,  being  "a  life  story"  of  packing  that  remains 
in  excellent  condition  after  six  years  of  perfect  service. 

THE  MAYER  &  HXGLUND  CO..  Philadelphia,  Pa.,  says  some 
things  in  "The  Keystone  Traveller"  for  March  which  should  interest 
every  purchasing  agent  of  every  electric  street  railway.  In  this  crisp, 
breezy  booklet  attention  is  called  to  two  l)Ooks  aliont  two  important 
pans  of  ibe  company's  business — protected  rail  tx>nds.  and  the  gen- 


Will  Carry  100  Per  Cent  More  Load 

than  any  other  Carbon  Brush 

THE  ONLY  BRUSH  perfectly  and  permanently 
Self-Lubricating    Non-Sparking 
Non-Cutting    Noiseless. 

AM  others  so-called  are  poor  Imitations.  Com- 
mutators are  not  worn  down  by  Le  Valley- 
Brushes  and  last  indefinitely.  Le  Valley 
Brushes  last  from  4  to  10  times  longer  than  any 
others.     All  sizes  on  hand  for  prompt  shipment. 

LE  VALLEY  YITJE  CARBON  BRUSH  CO. 

Officei  and  Storerooms:    119-125  E.  42d  St.,  N.  Y. 

T.  Irphone  jiis-jSth  St.  Cable  Addr«>:    "Vltaebrush-New  York." 


STREET  RAILWAY  REMFAV, 


77 


eral  line  ol  street  railway  supplies.  It  is  suggested  that  "the  maTi 
at  the  heart  of  a  street  railway  business  who  has  not  seen  these 
books  had  better  ask  for  them." 

THE  PEERLESS  ELECTRIC  CO.,  of  Warren,  O.,  has  issued 
bulletins  A.,  B.  and  C.  e.xpioiting  direct  curient  desk  fans,  direct 
current  ceiling  fans  and  alternating  current  desk  fans,  respectively. 
The  western  distributor  of  this  company  is  the  Western  Electrical 
Supply  Co.,  of  St.  Louis,  Mo. 

THE  BALDWIN  LOCOMOTIVE  WORKS  of  Philadelphia  has 
issued  a  handsomely  printed  pamphlet  of  40  pages  entitled  "Some 
Notable  Trains"  in  which  are  illustrated  a  number  of  the  wel'i- 
knoHii  fast  trains  on  railroads  in  all  parts  of  the  country  that  are 
drawn   by   Baldwin   locomotives. 

THE  SPR.\GUE  ELECTRIC  CO.  has  issued  Bulletin  No.  411. 
"Iron-.\rniored  Conduit,  Junction  Boxes,  Fittings,  Tools,  etc.,"  and 
Bulletin  No.  412.  "Flexible  Conduit  Conductors  and  Cords,  with 
Junction  Bo.xes,  Fittings,  Tools,  etc."  Both  of  these  are  7x9  in. 
in  size  and  each  contains  48  pages. 

THE  WESTINGHOUSE  ELECTRIC  &  MANUF.ACTURING 
CO.  has  issued  recently  three  supplements  to  its  Detail  Catalog  No 
.?oo.  Supplement  No.  i  is  on  "Westinghouse  Type  D  Knife  Switches 
Rear  Connections  6co  Volts"  ;  No.  2,  on  "Westinghouse  Oil  Switches 
and  Circuit  Breakers";  No.  3,  (superseding  pages  298  and  299),  on 
"Divertcrs:  Ventilated  Cell  and  Grid  lypes  for  Street  Railway 
Equipment." 

THE  KIRKPATRICK  &  BINDER  CO.,  Philadelphia.  Pa.,  has 
just  issued  its  1903  catalog  of  mouldings,  cross-arms,  insulator  pins 
and  brackets,  and  ceiling  blocks.  The  information  contained  therein 
is  clear,  concise  and  comprehensive.  Several  entirely  new  tables 
are  incorporated,  giving  the  outside  dimensions  of  all  the  prominent 
makes  of  wire.  Also,  there  are  given  the  sizes  of  wire  each  size  of 
molding  is  adapted  for. 

THE  JOSEPH  DIXON  CRUCIBLE  CO.,  of  Jersey  City.  N.  J., 
has  something  interesting  to  say  in  the  .\pril  number  of  Graphite, 
issued  in  the  interests  of  Dixon's  graphite  productions.  Appropriate 
to  the  season,  space  is  devoted  to  spring  roof  painting,  and  an  edi- 
torial on  ".\dulterated  Linseed  Oil"  is  reprinted  from  a  New  York 
technical  paper.  Steel  construction  is  also  discussed  and  graphite 
prfMlucts  proiniiiently   featured. 

THE  CROCKER- WHEELER  CO..  Ampere,  N.  J.,  has  issued  a 
28-page  circular  giving  the  names  and  addresses,  alphabetically  ar- 
ranged, of  375  Chicago  users  of  Crocker-Wheeler  motors  on  Jan. 
I.  1903,  together  with  the  number  and  horse-power  capacity  of  motors 
installed.  Armour  &  Co.,  .'\nglo-.'\mcrican  Provision  Co.,  Chicago 
University,  R.  R.  Donnelley  &  Sons  Co.,  John  Alexander  Dovvie, 
Marshall   Field  &  Co.,  are  some  of  the  largest  users  noted.    -riH- 


L.  HoltingstAforth,  Jr. 

"Dejigning  and  Constructing  Engineer. 

(  ii.Ml'I.KIE  ELECTIilC  LICIIIINO 
AM'    RAII.W.W   I'OU'K/I    l-LANTS. 


412  Cirard  ■Building.    THI LATiELTHIA..  TA. 

■  l!r<m.lviy.  Xr-.'i  lort.  .V.  /.  ,,    Kllhy  Sli,,l.  llo<l,.ll,  .M„ 


Columbia  Construction  Company 

INCORPORATED 

Engineers  and  General  Contractors 
Electric   Railways 

REPORTS    ON    PROPERTIKS 


PMIMCIFIL  Opfick   OOI.BY   AND  ABBOTT   BLOO. 

MILWAUKEE.  WIS. 

OLIMINT  O,   BMITH.   PUIS,   ttna  Qax.   Mna*. 


JOHN  J.  LIGHTER. 

WM. 

JENS. 

LIGHTER 

&  JENS, 

Consulting,   Civil, 

riechanical   and 

Electrical  Engineers 

1303-1304     CHEMI 

CAL     BUILDING. 

ST.    LOUIS. 

MO. 

CHA8.  G.   ARMSTttONG 


WILLIAM  L.   FinCUS 


Chas.  G.  Armstrong  &  Co. 

CONSULTING  ENGINEERS 
1510  Fisher  Bidg.  CHICAGO 


ARNOLD 
ELECTRIC  POWER  STATION  CO. 


ENGINEERS,  CONTRACTORS. 

Designers    and  Builders  of  Complete   Electric    Railway, 
Lighting  and  Power  Installations.    ^    ■f    ■^f    ■f    ■f    ■^ 


Transit  Building, 
NKW  YORK. 


Marquette  Hiiildin^, 
CHICAGO. 


Qeo.  W.   KNOX,  Pres. 


R.  M.  HASKETT.  Sfc  y 


KNOX  ENGINEERING  CO., 

ENGINEERS   AND    BUILDERS. 

ELECTRIC  RAILWAYS,  ^  ^ 
LIGHT  AND  POWER  WORK. 

Fisher  Building,  Chicago. 

Tf  lephone  Harrison  50. 


OOtVISULTING   AND   CONTRACTING 


EMGINEERS 


Steam.  Electric  and  Elevated      Examinationj  and  Reportj 
Railways.  Surveys.  Estimates  on  Railways  and 

Plans  and  Specifications other  Properlies. 


QBO.  WESTON. 


CHAS.  V.  WESTON 
MIM.  A.  see.  C.  ■. 


Weston  Brothers 


= 


M»HCMANT«-  LOAN  &  TKUtT  BLOO. 


.CHICAGO 


STREET  RAILWAY  REVIEW. 


■Painted  with 
Superior  :  Graphite 

•f     •!•     Taint     •f     •>> 

f 

T)i«-  fttri'Hi  <i(  •siai.kx  »>bi>u  ii  iii  thit 

1   , 

1 

tul    itltiHtrat**-    Ht.mr    .if    ihf    Sln-.-i 

1   1 

1 

K.iilu.iv     wurk    wlnTf     Superior 

1   1 

1 

(•raphito    P.11111    lia»    tM'fii    M-Irciril 

1   ' 

iiU'v*'  alt   «il)ii-r<4    (or    it-.    uomliTful 

|»rf*»«r%;ilivi*  piMVi-r-*  a-  a   prutfCliMii 

atfatiwi  w«*ailicr.  waliT.  liro  .iiid  runt. 

It    N*v«r    P**l«. 

1   1 

l'»n*tl    !tv    principal     railuavs   mul 

.^11 

1 

xliMiimhtp     litirs,      oin-fl     railwavw. 

TTIT     LJ 

A 

■ 

tfnvrrnnit'iil  coiiirailiirH  ami    on    lh<' 

i^^^^Li    M      1    1    11^^^^^ 

1 

lartfi-hi  tiridk'rn  anil  public  bullillnir- 

^^^^^^^^l^^^^^^^^^H 

I 

III  lllr  t'nili-il  Slatrs. 

^^^^^^^HH 

1 

Detroit    Graphite 
Mfg.    Co. 

E^^^^W^W 

1 

NEW     YORK                       DETROIT 

Siii-'Kf   Sl.uk-. 

CHICAGO 

Otis.  W/iIson  &  Co., 

■Bj\J>/KE-RS 
182  La  Salle  St..  Chicago. 

s  T'jrchdse  entire  issues  of  bonds  on     t 
deiirxhle  electric  ra'liviy  properties. 


GRANGER  FARWELL  &  COMP'Y 

Bankers  and  Brokers 

336  La  Salle  Street, 

CHICAQO. 


71  Broadway,  N«w  York. 

39  5.  Pennsylvania  5t..  Indianapolis 


llENKY    A.    EvfRETT  ) 
Er>w*pi.  W.  MooPE  ( 


Clevelanil 


GFdRGF  D.  Bakfk. 


Moore,  BaK^r  &  Con)pany, 

B/\  INKERS 

BOSTON,  /vinss. 

Make  a  special  bnsinessof  Electric  Railruad  Bonds.    Correspondence  invited 
relative  to  total  issues. 


Union  Traction  Co.,  Somli  Side  Elevated  Railway  Co.,  Metropolitan 
Elevated  Kailuay  Co.,  and  Calumet  Electric  Street  Railway  Co.  are 
il^ri  iKUiied. 

HIE  CROCKER-WIIEEI.ER  CO.,  Ampere,  N.  J.,  lias  issued 
bulletins  Nos.  3.1  and  .14.  for  February  and  March.  No.  33  is 
'!( voted  to  "Electricity  as  a  Motive  Power  for  MacliiiK-  .Shops,"  with 
-pecial  reference  to  the  electrical  equipment  of  The  William  R. 
I  riRK  Co.,  Richmond,  Va.  No.  34  is  entitled  "Cement  Making  with 
l.leciric  Power,"  In-ing  an  abstr.icl  from  an  article  in  a  technical 
|Ki|HT  descriptive  of  the  .Mson's  American  Portland  Cement  W^rks. 

THE  WESTINGIIOUSE  ELECIRIC  &  MANUEACIURING 
CO..  Pittslnirg,  Pa.,  has  issued  special  publication  No.  7,006  and 
(cijder  No.  4,011,  illustrating  a  few  of  the  many  adaptations  of 
VVestinghouse  fan  motors  for  alternating  and  direct  current  circuits. 
Ihey  are  replete  with  useful  informalimi  appropriate  to  the  proximity 
of  the  suminer  season.  The  company  has  placed  upon  the  market 
an  improved  series  of  fan  motors  and  it  would  be  well  to  send  for 
one  iir  both  of  these  publications  at  once. 

THE  ST.ANDARL)  \TTRIEIEU  CONDUIT  CO..  of  Now  York 
rny.  has  issued  a  handsome  65  [wge  catalog  with  unique,  patented 
ccivef.  ihal  represent  sections  of  the  conduit  for  which  the  company 
1^  favorably  knosvn.  The  contents  include  carefully  prepared  data 
,1-  lo  the  manufacture,  use  and  care  of  the  conduit,  half-tone  illustra- 
llnns  of  the  salient  features,  much  useful  general  information,  and 
a  section  devoted  to  third  rail  insiilator.s.  .\  list  of  references  com- 
liletes  the  work,  which  it  would  pay  those  interested  to  send  for. 

P.\\\T-ING  &  HARNISCIIFEGER.  Milwaukee,  Wis.,  issued 
hir  .\pril  an  unique  folder  containing  a  list  of  users  of  cranes  and 
h. lists  made  by  them.  The  list  not  only  contains  a  very  large  num- 
ber of  represenlative  concerns  of  this  country,  but  likewise  presents 
a  crcdilabic  showing  on  foreign  Inisiness.  The  customers  are  quoted 
alplialx'tically  to  permit  easy  reference,  the  types  of  the  machines 
arc  classified  and  the  exact  service  and  the  capacity  of  each  arc 
given.  Pawling  &  llarni.schfegcr  cranes  and  hoists  in  service  num- 
ber nearly  1.000. 

THE  GENERAL  ELECTRIC  CO.  has  issued  the  following  pub- 
lications :  bulletin  No.  4308.  "Generators  for  Electroplating.  Elec- 
trnlypiiiR  am!  ..ib.r   T"l.>c-ir.,lv  ti.-  W.,rk  "     HtiH.-n,!   \..     (jn    1 -mimt- 


Makes  the 
Joint 
as  strong 
as  the 
Rail 


60NZAN0 


Prevents 

the  Rail 

from 

Spreading 

or  Joint 

from 

Sinking 


NEARLY  ONE  MIlllON  OF  THESE  JOINTS  ARE  NOW  IN  USE. 
STRONGEST  AND   BEST 

i;reat  savings  in  trai  k  labor  bv  its  use. 

'Railtofay  A.pptiancej  Company 


GENCRAL    OFFICES: 

OLD  COLONY  SLOG. 
CHICAGO. 


NEW  YORK  OFFICE: 

114   LIBinTV  ST. 


THE  AUDIT  COMPANY 

OF  NEW  YORK 


Queen  Building 
New  York 


New  York  Life  BIdg. 
Chicago 


AUGUST  BELMONT.  Acting  President. 
WILLIAM  A.  NASH,  Vice  President. 
JOHN  J    MITCHELL,  Vice  President. 
THOMAS  L.  GREENE,  Vice  President. 

Examinations  of  financial  conditions,  audits  of  ac- 
counts, appraisals  of  land,  buildings  and  machin- 
ery. Certificates  of  values  issued  which  are  ac- 
cepted by  financiers  in  large  or  small  underwrite 
ings.  Appraisals  in  connection  with  audits  enabl- 
the  shozfiiig  of  complete  values. 


ifSU'-lo^D^vMr-J.^  ALBANY  GREASE 

lias   Nev«T   l-slled    t<»    Kvilnrs 
a   llui  Joarnal     Where   I'scd. 

The  AlbanvKIecuic  Motor  j 
Oreaae  le  the  only  ^tcibc  ( 
uaed  f  rom  Maine  to  Califor- 
nia that  fives  uolvereat  sal- 
Isfactloa.    Why7   Because  It  j 
does  the  work  required,  has  ] 
proven  itself  cheaper  than 
any  of  the  motor  greaseB  on  ' 
the  market  today,  and  la  al- 
ways   uniform    In    quality. 


Win  send  a  ke?  (100  lbs.) 
of  our  Grease  for  trial  on 
approval  at  our  regular 
barrel  price. 


STREET  RAILWAY  REVIEW. 


79 


scdes  Bulletin  Xo,  4J3J),  "Rotarj-  Converters  for  Railway  Systems. " 
Bulletin  Xo.  4312,  supersedes  Bulletin  Xo.  4257.  "Fuse  Plug  Cabinet 
Panels."  Bulletin  Xo.  4J14,  "Meridian  Lamp."  "Fan  Motors,"  a 
pamphlet  of  60  pages  illustrating  various  types  of  fan  motors  and 
fans  made  by  the  company.  Catalog  and  price  list  Xo.  7572,  "Parts 
of  L-4  Controller."  "Index  to  Flyers,"  to  Feb.  20,  1903.  Flyer  Xo. 
211 1,  "Commutator  Brushes  for  Brush  .Vrc  Generators."  "Index 
of  Price  Lists."  to  Feb.  23.   1903. 

THE  F.\RR  &  FOSTER  CO.,  1S6  East  Jackson  Boulevard,  Chi- 
cago, III,  has  just  issued  a  60-page  illustrated  catalog  of  railway 
ticket  cases,  tarilT  cabinets  and  pigeonholes,  punches,  employes'  cap 
and  coat  badges,  baggage  checks,  daters,  ticket  perforators,  map 
cases  and  numerous  other  railway  office  and  station  supplies  made 
and  dealt  in  by  this  company.  Attention  is  also  called  to  ticket- 
printing,  of  which  the  company  makes  a  specialty  of  every  kind  of 
ticket,  coupon  or  transfer  used  by  street  railways. 

"HOW  TO  PACK  G.\S  EXGIXE  CYLIXDER  HEADS"  is  an 
interesting  leaflet,  giving  full  directions  for  cutting  gaskets,  pre- 
paring the  flange  and  applying  the  gasket,  so  tliat  the  most  efficient 
service  may  be  obtained.  The  difficulty  of  packing  cylinder  heads 
of  gas  engines  for  stationary,  launch,  and  motor  service,  has  been 
one  of  the  discouraging  features  in  the  use  of  these  engines.  The 
methods  described  in  the  leaflet  have  been  proved  by  years  of  ex- 
periment to  be  successful  in  avoiding  the  difficulties  and  secure  the 
best  results.  .-Knyone  interested  can  secure  this  leaflet  from  the  H. 
VV.  Johns-Manville  Co..  100  William  St.,  Xew  York,  or  its  branch 
offices  in  Milwaukee,  Chicago,  St.  Louis,  Xew  Orleans,  Pittsburg. 
Cleveland,  Boston,  Philadelphia  and  London. 


The   Lake   Shore   Electric   Railway  Co.,    Cleveland,   O.,   has   been 
discharged  from  receivership. 


T.  REED  CLIFT, 
soijcito.  Patents,  Trade  Marks,  Etc. 

WASHINQTO.N,  D.  C. 


THE  CLIMAX  FENCE  POST  GO. 


THE  BEST  THING  l^  FENCE  POSTS 


'  CLIHAX" 

farm  Line  fence  Posts 

R.  R.  Right  of  Way 
fence  Posts 

Railroad  Signal   Posts 

City  Sign  Posts 

Corner,  fnd  and 
Ornamental  Posts 

ISiSK  iiiiide  or  Vitrlllcil  Slinlc  tlaj 

POST,  any  liciglit,   made  of  steel 
angle,  renienteil  in  tlie  liiisc 

PUNCHED  FOR  ANV  KIND  OF  FENCE 

715  Marquette  Building 
CHICAGO. 

n.  E.  OVEHSTREET,    Oen.  Mgr. 


ICad  Post  Line  Post 

Steel  Post,  Clay  Base  (Patented) 


E.   SAXTOIN, 

Contraotor, 

Cable   Railways,    Conduit=Electric    Railways, 

Trolley     Lines,    City   and   Suburban, 

Conduit  Systems,  Etc. 

Office  I  123  G  Street  Northeast,  WASHINGTON,  D,  C, 

Long  IXsfance  Telephone,  East  640- 


.  A  DIGEST  OF 


Street  Railway  Laws  of  the  United  States 

Comprising  all  cases  affecting  PERSONAL  INJURY  and   RIGHTS  AND  DUTIES 
of   a  Street  Railway  Corporation. 


■Per 
3 

Prict   iVrtpaidt. 

Volume: 

Huc^rom. 
.^2.00 
..      5.00 

Sheep. 
^3.00 

a.oo 
10.00 

Volumej : , . . . 

.     7  00 

Clarified  and  Indexed  ' 

VOLl  MI'S  I.  II  &  III  KEADV.     VOI.UMH  IV  KliADY  IN  MAY. 

Wo  will  send  you  ono  or  more  volumes  on  Ion  days'  approval,  express  prepaid. 

Windsor  &  Kenfield  Publishing  Company Chicago. 


80 


STREET  RAILWAY  REVIEW. 


WE  PURCHASE   ENTIRE  ISSUES  OF  ELECTRIC 
RAILWAY   BONDS. 

Cameron  ^  Co. 

31  state  Street    =    JBoston. 


THE  BEST  WAY  TO  TEACH   HISTORY. 


STREET  RAILWAY  BONDS. 

Wc  purchase  total  issues  of  Street  Railway  Bonds  on 
Properties  in  the  larger  cities. 

N.  W.  HARRIS  &  CO..  Bankers, 

U04  Dearliorn  St.  (Marquette  Bldg.),  OHIOAGO, 

AUn  NEW  VOKK  AND  BOSTON. 


The  Audit  Company  of  Illinois 

NEW   YORK    LIFE   BUILDING 

CHICAGO 

PUBLIC    ACCOUNTANTS    AND    AUDITORS 

OFFICERS: 

L.    A.    WALTON.    PR«»(OeNT  F.   W.    LITTLE.   VlO«- PR»SiDlHT 

C.    O,    ORGAN.   SECRITARV  and  TmilSURIR 

C.    W.    KNISELY.    MANIGER 


DIREOTORS: 

A     Q.    BECKSn.   A.   G.    a«OK«N  A  Co..  CHtGAOO 

F.    W.    Little.  Vtoi-PHsar.   Pbori*  G*a  A  ELiornio  Co..  Pconia 

Q.     A.     RYTHER,    CABHItR     NATIONAL     LlV«     StOON     B*NK,    ChiOAOO 

J.    R.   WALSH:    PniaiDENT  Chioaqo   National   Bank.  Cmioaoo 

L.   A.   Walton.  v<cc>PNEaT.  Thk   eouitabli  Tnuar  Co..  Cmioaoo 

TELEPHONB  CENTRAL    3S44. 


The  idea  of  object  teachings,  the  foundation  of  the  Frocbel  system 
of  inslruclion,  has  in  recent  years  met  with  general  acceptance  aiul 
adoption  in  ahnost  every  branch  of  education,  liigli  and  low,  with 
resultant  Ix'iicfils  which  arc  beyond  c|ueslion.  Even  such  subjects 
as  grammar  and  arithmetic  arc  ni>w  taught  in  this  way  so  far  as 
practicable,  and  with  marked  advantage  over  the  old  <lry  and  abstract 
methods.  The  practice  of  teaching  history  by  making  pilgrimages 
lo  the  very  scenes  where  great  historical  events  have  occurred  is 
an  application  of  the  same  prmciple  and  much  more  valuable  in  the 
way  of  impressing  the  reality  of  history  upon  the  minds  of  the 
vnung  than  any  amount  of  mere  text  lKX>k  instruction  could  Ix;.  A 
recent  issue  of  the  "Four-Track  Scries,"  published  by  the  New 
Vork  Central  management,  gives  a  description  of  the  historical  sites 
m  the  immediate  vicinity  of  New  Vork,  which  will  be  of  exceeding 
value  for  the  guidance  of  teachers  and  others  who  desire  lo  adopt 
this  method  of  historical  study.  One  of  the  best  ways  to  develop 
civic  pride  and  promote  good  citizenship  lies  in  this  very  direction, 
an  increase  of  knowledge  of  local  history  being  accompanied  with 
an  increase  of  interest  in  matters  of  local  government  and  a  higher 
concern  for  what  affects  the  welfare  and  good  name  of  the  com- 
imiiiity. — From  Leslie's  Weekly. 


To  avoid  loss  by  reason  of  its  employes  being  held  up,  the  Metro- 
politan Street  Railway  Co.,  Kansas  City,  Mo.,  has  arranged  to  have 
conductors  turn  in  their  receipts  frequently,  so  the  bulk  of  the 
money  will  be  in  the  company'5  safes  before  9  p.  m. 


POGSOIN,     PELOUBET     <fe     CO.. 

Public  Accountants. 

NEW  YORK,  JO  Broad  Street. 

CHICAaO,  narquetle  Building. 

ST.  LOLII5,  Chemical  Building. 

BL'TTE.  Hennessy  Building. 


M5S 


DALLASTCiU^S 

BDTTDM  AND   SIDE    DUMP 
FOR  STREET  a  INTERURBAN 
RAILWAY    LINES. 


CENTER    DUMP 


.\iloptcil  by  many  Klwtric  Lines  as  Stanilanl. 
Low  construction,  only  4  feet  to  top  of  siiics 
of  ,s-yard  gravel  car,  consequently  easy  to 
load.  Two  styles— two  sizes— S  and  6  yard, 
any  gaujfe. 

The  celebrated  Western  Side  Dump  Cars  are 
cheaper  to  operate  than  any  others  .and  have 
no  tendency  to  get  oflf  the  track. 

Our  New  Paraplilet.   "Interurban  Roadbeds"  eives  full 
description. 

WESTERN  WHEELED  SCRAPER  CO. 

AURORA.,     II^l,. 


05^ 


M 


Ask  The  Engineer 

ln)W  much  :i  month  yi.111  .n'c  p.iyinj^  f^irnil. 
Divide  that  sum  by  two.  and  remember 
tliat  we  positively  K-uarantoc  that  our 


CROSS  OIL 
FILTER 


^ 


will  save  you  that   much   money. 

This  is  a  ffenuine,  bona-fide 
L^u.'ir.'intee,  and  we  want  3*011  to  be 
tlie  judjje  in  the  matter. 

Try  the  Filter  todays.  It  will 
remove  all  the  impurities  from 
the  oil  you  ordinarily  have  to  throw  away,  and 
if  the  siavinff  doesn't  amount  to  at  least  50  per 
cent  of  your  oil  bills  send  back  the  F'ilter  to  us. 
.it  our  expen.se. 

This  is  a  proposition  you  cannot  lose  on:  why 
not  take  advantage  of  it? 

At  any  rate  you   want  our  booklet,    and   can 
h.ive  it  by  asking. 

"The  Cross  Oil  Filter  has  been  a  good  ioTeslnieot.     li 
P.TVS  for  itself  everv  four  months." 

i/i././,',. ;,..,.  K\.   n:,/,,:  ,..(.. 


Burt     Manufacturing     Co. 

AKRON,    OHIO,    U.    S.    A. 

I..iiL'i-si  M,iriiif^\.  iin.t~  01  nil  I'Mli-rs  hi  tin-  Worl.l 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


MAY  20,  1903 


No.  5 


The   Los   Angeles   and   the   Pacific   Electric    Railway   System,   Los 

Angeles,  Cal,* — L 

Organization  of  the  Pacific  Eledtric  Railway  Co.  and  the  Los  Angeles  Railway  Co. — List  of  the  Companies 

Consolidated — Territory  Covered — Power  Plants — Sub-Stations. 


The  city  of  Los  Angeles  .iiid  ils  siilnirlis  to  llie  north,  east  and 
south  are  served  by  two  large  street  railway  systems  which  are 
operated  in  harmony  inider  practically  one  management.  Botli  com- 
panies are  owned  by  the  same  interests  and  the  entire  system  has  a 
trackage  of  somewhat  over  300  miles  measured  as  single  track.  The 
territory  covered  by  the  intcriirban  divisions  is  shown  on  the  ac- 
companying map. 

The  Los  Angeles  Railway  Co.  was  organized  Mar.  20,  1895,  by 


quired  all  the  street  railways  in  the  city  operated  by  animal  power. 
The  control  of  the  Los  Angeles  Railway  Co.  was  acquired  by  the 
present  owners  Oct.  I,  l8g8.  The  system  now  includes  about  175' 
miles  of  track,  nearly  all  of  which  is  double  track,  all  located 
within  the  city  limits  of  Los  Angeles. 

In  1898  the  Pacific  Electric  Railway  Co.,  operating  in  Los  An- 
geles, purchased  the  Los  Angeles  &  Pasadena  Electric  Ry.,  the 
Pasadena  &   Mt.  Lowe  Electric  Ry.,  the  Temple   Street  Cable  Ry.. 


POWKU    HOUSE    AND     '    U:      i:m: 

the  purchase  and  consolidation  of  the  Los  Angeles  Railway  Co.,  the 
Main  Street  &  Agricultural  Park  Railway  Co.,  and  the  San  Pedro 
St.  line.  The  corporations  had  acquired  by  consolidation  and  pur- 
chase at  various  times,  the  Los  Angeles  Cable  Railway  Co.,  the 
Los  Angeles  Consolidated  Electric  Railway  Co.,  the  Mateo  Street 
&  .Santa  Fc  Avenue  Street  Car  Co.,  the  Los  Angeles  &  VernoU 
Street  Car  Co.,  and  the  Depot  Railway  Co.  These  various  cor- 
porations, particularly  the  Los  Angeles  Cable  Railway  Co.,  had  ac- 

•  Benldefl  the  Parlflc  Kloctric  Railway  and  the  Ix)b  AngeleH  Rail- 
way eompanlfrfi  there  are  In  Ijon  AnKeloH  four  other  companloH:  1. 
The  I>o#i  Anfcelefi  Traction  Co.,  opcrallnf?  three  lines,  ajfKrcKatlnK 
26  mile*  In  I.,oii  Angf-leii.  2.  The  f'allfornta-Paclflc,  the  Traction 
compfiny'H  Inttmrhfin  road  between  I»h  AnfcIeR  and  San  reclrri. 
I.  \xi»  AnK'Nn  I'aeinc  II.  K.,  operntInK  ileverni  llneM  («2  mllcH  In 
alO  frrim  I.*m  AnKelf-H  to  the  oeean  hejicheB,  4.  I.c>h  AnKeleH  and 
R*<londo  Railway  Co.  opernllnK  an  eleclrle  line  from  I.0H  Anicelex 
to  Redondo  via  Bclvldcre  and  a  Hieum  roa<l  via  Oardcna. 


'I    .  I  i;a  I,     \  \  1:  ,     I,'  IS    A  \'  ii';r,ES. 

the  Santa  Ana  &  Orange  Motor  Co.,  of  Orange;  ihe  lirookline 
Ave.  and  the  East  Ninth  .St.  lines  of  the  Los  Angeles  Ry.,  and  the 
Fifth  St.  line  of  the  Pacific  Electric  Railway  Co.,  of  Arizona.  It 
has  a  total  of  20  miles  of  track  within  the  city  of  Los  Angeles,  not 
including  the  interurban  lines.  The  company  was  reorganized  in 
1901  with  a  capital  stock  of  $1,000,000  by  the  Ilunlinglon-llellman 
syndicate. 

The  officers  of  bolh  the  Los  .AiiKiles  Railway  Co.  and  the  Pacific 
Electric  Railway  Co.,  as  well  as  the  relations  of  the  companies  and 
the  division  of  aulhorily  of  the  operating  departments  are  shown  in 
Ihe  organization  diagram  herewith. 

Tracks. 
The  track  of  the  Los  Angeles  Railway  Co.,  which  as  previously 
stated,  lies  entirely  within  llic  city  limits,  is  laid  with  60  and  62-lb. 
Trail,  all  of  which   has  cast   welded  joints.   The  company  owns  a 


248 


STREET  RAILWAY  REVIEW. 


IVoL.  XIII,  No.  s- 


cast  welding  equipment  made  by  llic  ]'°alk  Co.  and  does  its  own 
welding.  During  llic  la.st  six  months  the  company  has  rebuilt  20 
miles  of  track,  moAl  of  which  was  old  cal>le  track.  The  rails  are 
laid  on  hewed  redwooil  ties  spaced  J  fl.  between  centers.  When 
the  ri>ad  was  acquired  by  the  present  com- 
pany nearly  all  of  the  track  was  single,  bnt 
all  lines  luivc  Iwen  donbic  tracked  nnder 
the  present  nianagenienl.  The  company  also 
makes  its  own  special  work.  During  the 
coming  summer  it  contemplates  building  23 
miles  of  new  road  within  the  city. 

The  Pacific  Electric  Kailway  Co.  is  put- 
ting its  suburban  lines  in  lirst-class  piiys- 
ical  conditicn.  The  Mt.  Lowe  line  between 
Altad..-na  and  Rubio  has  been  relaid  with 
new  60-lb.  T-rails  and  the  road  has  been 
considerably  straightened.  This  line  has 
a  rise  of  600  ft.  in  two  miles.  From  Echo 
Mountain  to  Alpine  Tavern  a  new  survey  is 
being  made  and  new  track  is  to  be  laid 
with  heavy  rail  to  be  used  with  double 
truck  cars.  On  this  line  there  is  a  rise  of 
1,500  ft.  in  four  miles. 

Nearly  all  the  track  of  the  i'acific  Electric 
Co.  outside  of  Pasadena  and  Los  Angeles 
is  built  upon  private  right  of  way  owned  by 
the  company.  During  the  past  year  65 
miles  of  new  track  have  been  laid  and  8 
miles  of  old  track  have  been  relaid  with  60- 
lb.  T-rail.  Of  this  track  about  27  miles  have 
cast  welded  joints.  The  ties  used  through- 
out are  of  redwood  and  are  spaced  2  ft.  be- 
tween centers.  The  overhead  line  is  sub- 
stantially built,  the  poles  being  of  cedar  and 
the  trolley  wire  of  No.  000  double  groove 
copper.  The  overhead  material  was  made 
by  the  General  Electric  Co.  and  insulated 
crossings  made  by  Albert  &  J.  M.  .'\nder- 
son  are  used. 

The  total  mileage  of  the  company  includ- 
ing sidings,  turnouts,  etc.,  measured  as  sin- 
gle track  is  147.72  miles,  as  shown  by  the 
accompanying  table.  All  the  interurban 
lines  of  the  Pacific  Electric  Railway  Co.  are 

double  track  standard  gage  lines  with  the  exception  of  the  old  Pasa- 
dena Line,  which  will  shortly  be  changed  from  narrow  gage  (3  ft. 
6  in.)  to  standard. 

PACIFIC  ELECTRIC  RAILWAY  CO. 

May  I,  1903. 

Equivalent 

Length 

Single 

Track 
Miles. 

19.31 
6.22 
4.10 
0.58 
2.57 
1.67 
2.50 


Temple  St.  Line  (Spring  St.  to  Hoover  St.)..  2.98 
Hell    Line    (1st   and    Broadway   to    Echo    Park 
Road     and     Temple.       Including     b'dgewere 
RiKid)     2.48 


4<5 


Length  in 
Miles. 
Los  Angeles  &  Pasadena  Ry.   (Main  &  Macy 

Sts.    to    Chestnut    St.) 10.56 

Alladena  Line    (Chestnut   St.  to  Rubio) 5.62 

Mt.  Lowe  Ry.   (Rubio  to  .Mpine  Tavern) 4.08 

West   Colorado   St.    (Pasadena) 0.58 

East  Colorado  St.    (Pasadena) 1.65 

North    Loop    (Pasadena) 1.67 

South    Loop    ( Pasadena ) 2 .  20 

Short    Line    (First    &   Los    Angeles    Sts.    to 

Raymond)    8.67 

Alhambra     Line     (Junction     to     San     Gabriel 

Mission)     3.54 

Monrovia  Line  (Junction,  Eastward) 9.80 

Long  Beach  Line  (oth  and  Tennessee,  South).  19. 40 

I-ong  Beach  Line    (.-Mamitos  Extension) S./O 

Long   Beach    Line     (i4lh    St.    and    Magnolia 

Ave.)    1.63 

Santa  Ana  and  Orange  (Motor  Road) 4.47 


INTERURBAN    SYSTEMS   CENTERING    .\T    LOS    ANGELES. 


Brooklyn    .'\ve 1.68  2.25 

Fifth  St.  (ist  and  ^Iain  St.  to  .Arcade  Depot. 

Sole   Owner)    0.175  0.35 

Fifth  St.   (ist  and  Main  St.  to  .A.rcade  Depot. 

Joint  owner  with  Los  Angeles  Ry.) 0.915  1.83 

Ninth  St.  (Main  St.  to  Santa  Fe  Ave.) 1.86  320 

First    St.    (Los   Angeles   to   Broadway.     Joint 

owner  with  Los  .Angeles  Ry.) 0.23  0.46 

Pacific   Electric  Railway   Co.'s  yards 4.71 

Total   Length   in  Miles    89.89  

'Total  Miles  Single  Track  (Including  Cross- 
overs, Turnouts,   Sidings,  etc.) 147-72 

Rolling  Stock. 

The  Los  Angeles  Railway  Co.  operates  normally  about  150  cars. 
It  has  a  total  of  217,  of  which  176  arc  mounted  on  double  trucks. 
The  single  truck  cars  are  from  25  to  30  ft.  long,  and  the  others 
from  30  to  40  ft.  There  arc  59  cars  used  on  the  lines  between  Los 
.\ngcles,  Pasadena,  San  Gabriel  and  Monrovia,  and  8  cars  on  the 
Long  Beach  line.  These  are  double  truck  cars  from  36  to  48  ft. 
loiig.  In  the  Los  Angeles  local  service  are  8  double-truck  and  7 
single-truck  cars,  and  on  the  Mt.  Lowe  division  9  car.s.  The  cars 
arc  all  equipped  with  No.  38-B  Westinghouse  motors  and  Westing- 
house  clcctro-niagnctic  brakes  arc  being  placed  on  the  cars  which 
i>pcrate  over  heavy  grades,  some  of  which  reach   13  per  cent. 

The  Los  Angeles  company  has  just  purchased  35  new  cars  from 
the  St.  Louis  Car  Co.,  and  ordered  30  more  for  .August  delivery. 
These  arc  39  ft.  long  mounted  on  double  trucks  and  equipped  with 
Westinghouse  No.  38-B  motors.  The  headlights  and  interior  lights 
arc  arc  lamps,  a  new  type  invented  by  Mr.  S.  M.  Anderson,  chief 


17.42 


6.60 

12. oR 

•TO. 41 

7.50 

1.63 

4-47 

May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


249 


electrician  of  the  Pacific  Electric  Ry.  The  cars  are  to  be  eciuipped 
with  Westinghouse  motor  driven  air  brakes ;  all  cars  of  this  com- 
pany are  now  equipped  or  are  to  be  equipped  with  air  brakes. 

The  company  has  recently  installed  tyo  Ohmer  fare  registers  to  be 
used  on  the  lines  east  of  Los  Angeles.  In  addition  to  these  pas- 
senger cars,  the  company  operates  a  42- ft.  combination  baggage 
and  mail  car,  and  5  motor  cars  have  been  fitted  up  for  the  use  of 


each  other  and  are  electrically  connected  so  that  either  company  can 
obtain  power  from  the  other.  The  Los  Angeles  Railway  Go's, 
power  plant  was  built  in  i8gi  and  is  a  brick  structure  of  ornamental 
design  with  steel  roof  trusses  and  a  corrugated  iron  roof.  The 
engine  and  dynamo  room  is  94  -x  137  ft.  and  it  is  divided  into  four 
bays,  each  of  which  is  spanned  by  a  lO-ton  traveling  crane.  This 
room  contains  two  Allis-Chahners  horizontal  cross-compound  con- 


^SS-3' — ^  - —  s^-o —  ^ 

n.A.N      SHOWING      GENERAI,      ARRANGEMENTS      OP      POWER     HOUSES     IN     LOS    ANGEI.ES. 


the  construction  department.  These  are  double  truck  cars,  4  of 
which  arc  equipped  with  fiiur  50-h.  p.  moicirs  and  the  others  with 
four   75-h.   p.   motors. 

The  company  is  now  preparing  plans  for  some  new  36-beuch  open 
cars,  60  ft.  long  which  will  be  qi'ite  a  novelty. 

All  of  the  suburban  cars  of  the  Pacific  Electric  Railway  Co.  are  be- 
ing equipped  with  the  Grecnameyer  trolley  base.  This  is  a  pneu- 
matic device  which  has  been  severely  tested  on  the  Long  Beach 
division  under  the  direction  of  the  consulting  engineer  and  the  heads 
of  the  mechanical  and  electrical  departments.  It  has  been  recom- 
mended as  practically  perfect.  In  20  days'  continued  service  with- 
out a  moment's  attention  on  a  car  running  at  50  miles  an  hour 
requiring  a  current  of  from  200  to  30c  amperes  while  running,  and 
as  much  as  800  amperes  on  starting  the  engineer  reported  that  the' 
trolley  did  not  leave  the  wire  but  once  and  that  was  due  to  a  loose. 
inverted  bell  hanger.  After  traveling  over  5000  miles  the  trolley 
wheel  was  not  scored  or  burned  and  no  sparking  was  ever  visible  at 
the  contact  of  the  wheel  and  wire.  This  trolley  has  also  repeatedly 
carried  350  amperes  during  a  run  of  seven  miles  at  69  miles  per 
hour  and  with  27  lb.  pressure  at  the  trolley  wheel  a  volt  meter 
showed  less  than  five  volts  drop  across  the  contact  of  the  wire  and 
wheel.  In  his  report  on  this  trolley  the  consulting  engineer  states 
that  the  trolley  never  runs  off  the  wire  at  any  speed  up  to  60  miles 
an  hour  on  standard  overhead  construction  work  unless  there  is 
decided  defect  in  the  overhead  work,  and  if  it  <loes  come  off  it  in- 
^tantly  lowers  itself  automatically  below  any  span.  When  released 
it  goes  up  to  the  wire  with  very  light  pressure  and  assumes  its 
normal  pressure  on  throwing  back  the  molorman's  valve.  It  works 
at  any  pressure  above  60  lb.  and  the  air  is  taken  from  the  regular 
brake  system,  a  hardly  perceptible  amount  of  air  being  required 
fur  Ihe  trolley. 

Power  Mouses. 

The  systems  of  the  Los  Angeles  Electric  Railway  Go.  and  Ihe 
Pacific  Electric  Railway  Co.  are  operated  at  present  from  three 
(owcr  houses,  two  of  which  are  in  I.<js  Angeles  and  the  third  in 
i'asadcna.  An  extensive  water  power  plant  is  also  being  installed 
on  Ihe  Kern  River.     The  two  power  houses  in  Los  Angeles  adjoin 


densing  engines,  each  of  which  is  direct  connected  to  an  cSoo-kw. 
Walker  generator;  one  soo-h.  p.  I.  F.  Thompson  slide  valve  corliss 
condensing  engine  connected  through  a  rope  drive  to  one  200-kw. 
Kdison  generator  and  one  300-kw.  Westinghouse  generator;  one  750- 
h.  p.  Corliss  condensing  engine  built  by  the  Risdou  Iron  Works  of 
San  Francisco,  connected  by  rope  drives  to  two  Thomson-Houston 
generators  of  270  kw.  each  ;  one  2S0-h.  p.  Ball  condensing  engine  of 
the  vertical  cross-compound  type,  belted  to  a  200-kw.  Edison  gen- 
erator. One  of  the  Allis  engines  is  connected  to  a  surface  condenser 
and  all  the  other  engines  are  operated  with  jet  condensers.  The 
condensers,  punips,  and  au.\iliary  steam  apparatus  are  located  in  the 


VIIOW    (IK    I'ENUMATIC    'I'UiiI.I.KY    UASIO. 

b.'isenient  bel  ween  the  engines  and  the  lioikr  rnoin,  and  ihe  swileli- 
hoard  is  located  in  front  of  the  row  of  engines  willi  wire  l\nniels 
running  from  it  to  each  of  the  machines. 

In  addition  to  the  generating,  power  and  lighllug  panels  ihc 
switchboard  contains  32  feeder  panels  of  the  (Jeneral  Electric  Co. 
type.  The  feeders  are  run  from  the  wire  tunnels  up  the  front  wall 
of  the  engine  room  and  carried  out  to  a  sleel  pole  from  which  Ihey 
are  distributed  to  three  main  lines.  A  ligblning  arrester  is  tapped  into 
each   feeder  just  as   it   leaves   the  building.      In   one  corner  of   iho 


250 


STREET  RAILWAY  REVIEW. 


[Vol.  XIH,  No.  5- 


engine  room  is  a  6oo-kw.  Stanley  motor-gencratur  set  with  swilcli- 
I'uanl  and  Iransfurmers  constituting  a  sub-station  set.  This  ii 
kmnvn  as  sub-station  No.   i. 

I  lie  boiler  ruoni  is  located  in  tbc  rear  of  the  engines  and  is 
divided  from  the  engine  room  by  a  brick  partition  wall.  It  is 
78  X  107  ft.  and  is  equipped  with  10  Stirling  boilers  of  250  b.  p.  each, 
arranged  in  batteries  of  two. 

The  power  bouse  of  the  Pacific  Electric  Railway  Co.  immediately 
adjoins  the  one  just  described,  the  south  wall  of  one  boiler  room 
funning  the  north  wall  of  the  other.  The  boiler  room  floors  of  both 
buildings  are  on  the  street  level  and  the  engine  room  floors  of  both 
buildings  are  about  7  ft.  above  grade,  both  being  on  the  same  level.  A 
pit  about  8  ft.  deep  is  excavated  under  the  floor  of  the  latter  engine 
room  giving  a  basement  15  ft.  in  height  which  contains  the  con- 
densers, pumps,  piping  and  transformers.  The  foundations  and  walls 
up  to  grade  arc  of  concrete  and  above  this  arc  of  brick.  The  boiler 
and  engine  rooms  are  under  separate  roofs  and  are  divided  by  a 
brick  wall.  'I'he  roof  trusses  are  of  wood  and  steel  and  the  roof  is  of 
2-in.  plank  tongucd  and  grooved,  covered  with  tar  paper.  Both 
roofs  have  large  ventilators  running  nearly  their  entire  length,  pro- 
vided with  adjustable  sash.  The  construction  of  this  power  house 
was  begun  in  the  spring  of  1902  and  the  machinery  is  not  all  in- 
stalled at  the  present  time.  'Ihe  engine  room  is  76  ft.  6  in.  by  285 
ft.  and  the  boiler  room  is  50  x  52  ft.  .At  one  end  of  the  building  32 
ft.  are  cut  off  from  Ihe  boiler  room  to  form  a  passageway  of  the  en- 
gine rooms  of  the  two  houses.  The  engine  room  floor  beams  are  of 
.steel,  supported  on  cast  iron  colunms;  the  permanent  floor  is  to  be 
of  concrete.     A  30-ton  traveling  crane  having  a  60  ft.  span  runs  the 


compound  condensing  engine  of  1,700  h.  p.  capacity,  direct  connected 
to  a  Wcstinghouse,  1,050-kw.  generator;  one  engine  of  the  same  type 
of  2.500  h.  p.  capacity  direct  connectij  to  a  Stanley  three-phase,  50- 
cycle  alternating  current  generator  of  1,500  kw.  capacity.    A  dtipli- 


I)l.\(;itAMMATII'  CRO.SS  SEOTION   OK   I'OVVUR   HOUSE,    PACIFIC 
EI.KCTRIC    RAILWAY    CO. 

cate  of  the  latter  unit  is  now  installed.  These  three  engines  run  at 
a  speed  of  12O  r.  p.  m.  Beyond  these  units  is  an  engine-driven  ex- 
citer of  60  kw.  capacity  generating  current   at    no  volts.     This   is 


f\£i^fiyA^^A1xS. 


.JJMI  ■)■■'  'JW/ff'.W.W.'f 


^  • 


>}t'>i.' '  iiiiii    '»r/ 


PIPING     Pl.AX     OF     LOS     ANGELES     RAILWAY     AND     P.\CIFIC    ELECTRIC  RAILWAY  POWER  HOUSES. 


entire  length  of  the  engine  room  and  is  supported  on  columns,  15 
ft.  of  the  width  of  the  room  being  reserved  for  the  high-tension  wire 
gallery. 
The  machinery  thus  far  installed  consists  of  one  horizontal  cross 


driven  by  a  tandem  compound  engine.  There  is  also  a  motor- 
driven  exciter  of  the  same  capacity,  the  motor  being  a  soo-volt  ma- 
chine built  by  the  Northern  Electric  Co.,  of  Madison,  Wis.  The 
generators  and  both  exciters  are  also  of  .the  same  make.    This  com- 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


251 


prises  all  of  the  general iiig  apparatus  which  is  now  installed.    These 
engines  are  arranged  in  a  row  along  the  center  of  the  engine  room 
and  spaces  of  14  ft.  6  in.  are  left  between  the  concrete  foundations.  ■ 
In  these  spaces  are  located  the  condensers,  air  pumps  and  condenser 
pumps. 

The  pumps  are  driven  by  Westinghouse  electric  motors  some  of 
which  are  2,200-volt  induction  motors  and  the  others  500-volt  direct 
current  motors.  The  condensers  are  the  Wheeler  "Admiralty"  type. 
The  receivers  are  located  between  the  high  and  low  pressure  cylinders 
of  the  engine  and  all  of  the  space  in  tne  condenser  pit  on  one  side 
of  the  row  of  foundations  is  given  to  piping  and  all  on  the  other 
side,  exclusively  to  transformers  and  wiring. 

Provision  has  been  made  in  the  engine  room  for  another  engine- 
driven  exciter  and  three  more  engine-driven  alternators  each  of 
1.500  kw.  capacity.  Specifications  are  out  for  this  apparatus  and  the 
contract  for  the  generators  has  been  let  to  the  Bullock  Electric  Man- 
ufacturing Co.  The  Westinghouse  Electric  &  Manufacturing  Co. 
is  to  furnish  the  transformers  and  also  ten  400-kw.  motor-generator 


rlllMNKV 


<_i,NS'i'r;r<"i'ii  iN. 


25--0' 

EI.EVATION   AND  8BCTIONB  OF   STACK. 


sets  for  the  sub-stations.  Contracts  for  Edwards  triplex  suction 
valveless  air  pumps,  Wheeler  "Admiralty"  condensers,  etc.,  have 
been  let;  also  for  the  engines,  one  of  which  will  be  a  Nordbcrg- 

Corliss. 

The  boilers  of  this  plant  are  arranged  in  a  single  row  along  the 
engine  room  partition  wall,  and  on  account  of  the  traveling  crane  the 
steam  headers  arc  run  under  the  engine  room  fioor  and  a  tee  left 
at  each  engine.  Eight  Babcock  &  Wilcox  boilers  of  400  h.  p.  each 
arc  now  installed  in  batteries  of  two  boilers  each  and  there  is  space 
for  six  more  boilers  in  this  row.  An  additional  boiler  room  has 
been  planned  and  the  contract  for  10  more  boilers  of  400  h.  p.  ha.? 
been  awarded  to  the  Edge  Moor  Iron  Works.  The  steam  headers 
of  the  two  plants  arc  arranged  so  that  they  can  be  connected  to 
gcthcr  or  cut  up  into  sections,  so  as  to  give  ample  opportunity  for 
repairs  to  boilers  and  piping. 

The  slack  is  located  about  midway  of  the  row  of  boilers  and  the 
space  around  it  is  used  as  a  heater  pit.  Tt  contains  three  hc.iters 
l)uilt  by  the  Llewellyn  Iron  Works,  of  Los  Angeles;  two  circulating 
pumps  each  direct  connected  to  a  7S-li-  P-  Westinghouse  500-volt 
motor,  and  a  steam  driven  slump  pump. 

Plans  for  the  electrical  details  of  this  station  arc  not  yet  com- 
pleted but  the  general  arran(/;eincnt  will  probably  be  to  have  each 
engine  operate  as  an  independent  unit,  (hat  is,  it  will  feed  a  certain 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  5. 


set  of  lines  lliroiiKli  ils  own  Iraiisfoniiors.  Coniivotinns  will  lie 
provided  for  cliaiiKiiiR  one  nuicliine  to  :iiiy  oilier  set  of  feeders  .ind 
for  running  in  |i.irallel.  .^^i<le  from  the  e.xeitcr.s  there  is  bnt  one 
direct  current  generator  in  this  iKiwer  house.  This  is  the  i.oso-kw. 
Weslinghonsc  railway  generator.  All  the  other  machines  arc  to  he 
three-phase  alternators  gener.iting  at  about  2,250  volts.  In  the 
space  under  the  engine  room  floor  previously  mentioned  as  reserved 
for  electrical  equipment  arc  the  transformers  and  2,200-volt  oil 
switches  for  cutting  machines  in  or  out.  The  transformers  are  of 
the  Stanley  soo-kw.  oil-cooled  type  provided  with  coils  for  circulat- 


3-6 

6-6' 


-^ 


1 


3       ,A-lE 


R.Ml.S     Sri'l'OHTINC     .MSCllKS    I.\     .ST.M'K. 

ing  cooling  water.  Jhe  ratio  of  transformation  is  2,250  volts  to 
15,000  volts,  and  in  the  proposed  unit  system  the  transformers  and 
m.ichine  switches  will  be  located  near  each  machine. 

The  switchboards  arc  to  be  located  on  the  main  floor  and  a  sys- 
tem of  bell  crank  levers  will  connect  the  operating  handles  on  the 
board  to  the  oil  switches  below  so  that  the  operators  will  not  be  in 
proximity  to  high  voltages.  The  machine  switches  will  be  arranged 
in  tiers  of  three  each. 

\  high  tension  gallery  15  ft.  wide  is  erected  on  the  south  side 
of  the  engine  room  and  extends  the  entire  length  of  the  room.  This 
gallery  has  a  cement  floor  supported  on  steel  I-beams  which  are 
bolted  to  the  columns  supporting  the  traveling  crane  on  one  side 
and  by  the  brick  walls  of  the  building  on  the  other.  Along  the 
center  of  this  gallery  is  a  concrete  partition  about  4  in.  thick  built 
up  by  plastering  the  concrete  onto  expanded  metal.  This  partition 
is  about  8  ft.  high  and  is  supported  at  the  top  of  the  lower  chord 
of  the  roof  trusses.     It  constitutes  a  high  tension  switchboard  and 


high  tension  oil  switches  are  sup|Kirted  on  I'j-in.  angle  iron  frames 
and  the  box  which  hohls  the  oil  is  fastered  to  a  slate  or  marble 
slab  24x30  in.   in  size  through   wliiih   ilii-  terminals  are  run.     A 


EXPANSION     JOINT. 

vertical  piece  of  angle  iron  26  in.  long  is  fastened  to  the  floor  26  in. 
from  the  board,  and  at  the  top  a  horizontal  piece  is  run  to  the  board 
and  cemented  into  it.    Two  of  these  frames  form  the  support  for  one 


/5000  L/0/.TBass£S 


■Ssz.£-cr//\^ 

D 


To  /^07-0/?  G£^Af£-/?yV  T-O/? 


WIRINO     OF     llKill     TENSION     G.M.LEHIES. 


will  be  used  for  controlling  the  is.ooo-volt  feeders.  It  is  planned. 
as  far  as  possible,  to  have  everything  in  duplicate  and  sets  of  higli 
tension  bus  bars  and  oil  switches  arc  run  on  each  side  of  the  board. 
The  busses  are  three  bare  copper  rods  Y^  in.  in  diameter  and  they 
are  divided  into  sections  .so  that  the  unit  system,  or  multiple  .system 
may  be  used  as  desired.  The  sections  arc  connected  by  switches.  The 


oil  switch,  the  marble  slab  overhanging  the  oil  box  by  several  inches 
and  resting  on  the  angle  iron  supports  in  a  horizontal  position. 
The  high  tension  wires  arc  run  up  from  the  transformers  in  the 
pit  along  the  wall  of  the  building  on  insulators  and  are  connected 
to  the  busses  on  the  high  tension  board.  From  here  the  feeders 
are  tapped  off  and  arc  controlled  by  the  oil  switches  just  described. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


253 


The  present  equipment  of  the  switchboard,  switches,  and  trans- 
formers, was  furnished  by  the  Stanley  Electric  Manufacturing  Co.. 
of  Pittsficld,  Mass.  A  series  of  bell-crank  levers  and  rods  connects 
the  high  tension  switches  with  operating  handles  below,  so  that  all 
switches  are  controlled  from  the  main   floor.     In  addition  to  these 


been  made  by  the  California  Portland  Cement  Co.,  of  Colton,  Cal. 
It  is  designed  to  provide  draft  for  6,000  h.  p.  of  boilers  and  to 
withstand  a  wind  pressure  of  50  lb.  per  sq.  ft.  There  were  3,000 
sacks  of  cement  used  in  its  construction  and  its  estimated  weight  is 
2,000,000  lb.    It  is  159  ft.  high  above  the  boiler  room  floor  and  175 


SECTION    OF    0RN.4MENTAL,    CHIMNEY    TGI'. 

hand  switches  it  is  planned  to  have  the  switches  capable  of  being 
operated  by  a  single  operator  by  means  of  electric  or  hydraulic 
power.  A  new  operating  board  is  being  planned  at  which  a  single 
operator  will  be  able  to  control  the  plant  and  can  keep  in  touch 
with  the  sub-stations. 


V[R\V     OF     COOLING     TOWKR. 

ft.  6  in.  high  above  the  base.  As  previously  stated  it  is  located  at  the 
center  of  the  row  of  boilers  and  the  flues  enter  from  opposite  sides. 
The  Los  Angeles  Railway  Co.  has  a  brick  stack  which  is  a  little 
smaller  than  this  one  and  there  is  a  connecting  flue  between  them  so 
that  either  stack  can  be  cut  out  of  service. 

To  support  this  weight  of  concrete  a  foundation  35  ft.  in  diameter 
at  the  base  was  constructed  which  rises  perpendicularly  2  ft.  6  in. 
In  this  base  are  two  layers  of  old  rails  laid  at  right  angles  to  each 
other.  For  the  next  3  ft.  6  in.  the  foundation  tapers  to  18  ft.  in 
diameter  and  continues  10  ft.  6  in.  higher  in  this  diameter,  old  rails 
being  imbedded  in  a  vertical  position  and  bent  at  the  bottom.  From 
this  point,  which  is  at  the  level  of  the  boiler  room  floor,  and  at  a 
height  of  16  ft.  6  in.  above  the  base  the  stack  is  hollow.     A  g-in. 


GENERAL    ARRANGEMENT    OF    WATER    COOLING    PLANT. 


The  electrical  work  is  in  charge  of  Mr.  R.  S.  Masson,  consulting 
engineer  for  both  companies. 

The  cement  stack  recently  erected  at  this  power  house  is  one 
of  the  distinctive  features  of  the  plant.  It  is  z  distinctly  southern 
California  product,   the   cement  ol   wliiih   it  is  composed,   having 


fire  brick  partition  is  carried  up  alrave  the  flue  openings  and  as  wiK 
be  seen  by  reference  to  one  of  the  accompanying  illustrations  the 
stack  and  its  lining  come  in  contact  in  13  places.  To  add  to  its 
strength  and  prevent  cracking  a  scries  of  twisted  steel  rods  are  set 
vertically  in  both  the  stack  and  the  lining.     The  number,  size  and 


254 


STREliT  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  5. 


location  o(  these  rods,  varying  according  lo  the  height  above  ground, 
arc  shown  in  the  ilhistration.  The  (1«c  openings  arc  17  ft.  9  in.  above 
the  lK>iler  room  flixir  and  arc  5  ft.  8  in.  by  13  ft.  8  in.  in  size.  Old 
rails  were  also  used  to  strengthen  the  arches  at  these  openings. 
The  rails  in  these  arches  arc  lied  to  the  rails  in  the  foundation  by 
means  of  l!4->>i.  rods  bent  like  hairpins  with  threaded  ends. 


tion  to  permit  free  circulation  of  the  water.  The  cooling  tower  is 
built  in  sections  too  ft.  long  by  15  ft.  wide,  and  the  sections  arc 
sp:tced  4  ft.  apart.  'I'hc  cooling  surface  consists  of  strips  of  wood 
I  in.  by  2  in.  laid  25  strips  to  every  5  ft.,  leaving  spaces  of  from  H  in. 
to  'jin.  between  them.  Each  section  consists  of  14  layers  or  floors 
of  cooling  strips  18  in.  one  aliove  the  other  with  the  strips  in  one 


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PLAN     .AND     EI^EVATION     OP     COOLING     TOWER. 


At  a  height  of  52  ft.  6  in.  above  the  base  the  stack  contracts 
slightly  to  15  ft.  2  in.  in  diameter.  The  inside  diameter  of  the  stack 
is  II  ft.  throughout  its  whole  height  and  the  outside  diameter 
remains  at  15  ft.  2  in.  from  the  point  mentioned  up  to  the  orna- 
mental top,  but  as  the  height  increases  the  weight  is  diminished  by 
making  the  air  space  larger.  The  width  of  the  air  space  is  increased 
at  four  successive  sections.  Below  the  flue  openings  the  air  space 
is  9  ft.  thick,  the  outside  shell  being  28  in.  thick  and  the  lining  5  in. 
thick.  Above  this  for  a  distance  of  40  ft.  the  air  space  is  again 
9  in.,  the  thickness  of  the  stack  and  lining  being  respectively  11  in. 
and  9  in.  For  the  ne.xt  38  ft.  the  ai--  rpace  is  i^'A  in.  thick  with 
the  stack  and  lining  6  in.  and  4J4  in.  thick  respectively.  From  the 
latter  point  to  the  top  of  the  stack  the  air  space  is  16  in.  thick  and 
the  stack  is  S  in.  and  the  lining  4  in.  .'\dditional  strength  was 
given  to  the  stack  by  imbedding  horizontal  rings  of  J^-in.  twisted 
steel  every  18  in.  in  height.  The  ornamental  top  is  made  in  32  sec- 
tions which  are  hollow  to  reduce  their  weight.  The  sections  were 
made  in  a  wooden  mold  with  H-in.  twisted  steel  rods  imbedded  in 
the  concrete.  They  arc  held  together  on  the  stack  by  horizontal 
rings  or  twisted  steel  and  there  are  also  steel  connections  between 
the  top  of  the  stack.  The  concrete  was  held  in  place  during  con- 
struction by  means  of  concentric  wooden  fraines  into  which  the  ma- 
terial was  rammed  and  the  rods  and  rings  were  inserted  as  the 
work  progressed. 

Crib  work  was  built  inside  the  stack  as  fast  as  the  walls  were 
built  and  ladders  were  secured  to  this.  The  concrete  was  raised 
through  the  inside  of  the  stack  by  an  electric  hoist  after  being 
mixed  in  motor-driven  concrete  mixers.  The  stack  was  kept  in 
line  by  means  of  a  large  plumb  bob  immersed  in  a  tub  of  water  at  th<! 
bottom.  The  forms  were  centered  by  the  plumb  line  and  adjusted 
by  long  screws  held  above  them  by  posts  supported  by  the  inside 
cribbing.  By  means  of  these  screws  the  forms  were  first  adjusted 
to  the  line  of  the  stack  and  gradually  raised  as  the  concrete  was  put 
in.  This  method  of  building  the  stack  was  originally  proposed  by 
Mr.  J.  K.  Atchison,  superintendent  of  the  power  department  of  the 
company.  It  was  designed  by  Mr.  Charles  Harter,  also  of  the  power 
department  and  was  erected  by  Mr.  C.  Leonardt,  contractor. 

Each  of  the  companies  has  a  reservoir  back  of  its  power  house 
for  storing  a  supply  of  condensing  water  and  above  these  reservoirs 
arc  built  large  cooling  towers.  The  reservoir  of  the  Pacific  Electric 
Railway  Co.  is  107  ft.  wide  and  198  ft.  long  on  one  side,  and  117  ft. 
long  on  the  other.  It  is  12  ft.  deep  except  at  one  end  where  the 
settling  basin  is  located,  and  is  built  entirely  of  concrete.  Its  capac- 
ity is  about  1.500,000  gallons.  The  cooling  tower  covers  the  whole 
of  the  reservoir  except  the  settling  basin.  The  tower  is  supported 
by  12  in.  concrete  walls  running  entirely  across  the  reservoir  and 
dividing  it  into  compartments,  large  arches  being  left  in  the  parti- 


layer  laid  at  right  angles  to  those  of  ihe  layer  below.  The  bottom 
floor  is  laid  with  2  in.  tongued  and  grooved  plank.  It  has  sides  4 
in.  high  and  is  water  tight  so  the  water  can  be  run  off  into  troughs 
at  the  side  when  cleaning  the  reservoir,  or  for  any  other  purpose. 
The  area  of  one  horizontal  section  of  the  cooler  deducting  the  air 
spaces  between  sections  is  about  9,500  sq.  ft.,  making  the  area  of 
the  14  sections  about  133,000  sq.  ft. 

The  Los  Angeles  Railway  Co.  has  a  reservoir  and  cooler  somc- 


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PIPING     AND     U1;TAII,S     OF     HAMMEL     OIL     BURNER. 

what  smaller  than  the  one  described  but  it  is  similar  in  construction 
and  adjoins  it.  Computed  on  the  same  basis  as  before  the  cooling 
surface  of  this  tower  is  36,000  sq.  ft.,  making  a  total  surface  for  the 
two  cooling  towers  of  169,000  sq.  ft.  The  two  cooling  towers  are 
connected  and  it  is  estimated  that  their  combined  capacity  is  suf- 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


255 


ficient  to  take  care  of  20,000  horse  power  for  short  periods  of  two 
or  three  hours. 

Water  is  taken  from  the  condensers  and  pumped  into  the  distrib- 
uting troughs  whi.-h  run  to  the  top  of  the  coolers.  From  these 
main  troughs  a  numher  of  smaller  ones  are  run  to  various  parts  of 
the  upper  layer  of  the  cooling  towers.     The  ends  of  these  troughs 


SUB-STATIOX    AT    WATTS. 

are  closed  and  the  water  escapes  by  overflowing  and  trickles  down 
through  the  14  layers  of  cooling  surface  into  the  reservoir  below 
from  which  it  is  again  drawn  for  use  in  the  condensers.  In  the 
plant  of  the  Pacific  Electric  Railway  Co.  the  depression  between 
the  engine  and  the  boiler  room  roofs  is  utilized  as  a  main  trough, 
and  the  pipes  from  the  condenser  pumps  discharge  into  it.  From 
the  end  of  the  roof  the  water  is  led  away  in  a  flume  10  ft.  wide 
by  2  ft. 

The  third  power  house  of  the  companies  is  located  at  Pasadena 
and  was  built  in  1894  to  operate  the  I  os  Angeles  &  Pasadena  Elec- 
tric Ry.  This  house  is  constructed  of  brick  with  wooden  roof 
trusses  supporting  a  corrugated  iron  roof.  It  is  divided  into  an 
engine  room  and  a  boiler  room,  the  former  being  no  ft.  by  100  fi. 
in  size  and  the  latter  60  ft.  by  40  ft.  A  space  of  50  ft.  on  the  south 
side  of  the  engine  room  is  at  present  unused,  but  is  intended  for  a 
su1>-station. 

The  equipment  of  the  engine  room  includes  three  Ball  &  Wood 
horizontal  cross  compound  condensing  engines  belted  to  five  gen- 
erators. The  first  of  these  engines  has  a  capacity  of  250  h.  p.  and 
drives  a  225-kw.  Westinghouse  generator.  The  second  engine  is  of 
450  h.  p.  belted  to  an  Edi.son  200-kw.  generator  and  to  a  Westing- 
house  loo-kw.  generator.  The  third  engine  has  a  capacity  of  600 
h.  p.  and  drives  two  Westinghouse  generators,  one  of  200  kw.  and 
the  other  of  225  kw.  capacity.  There  is  a  booster  set  composed  of 
a  500-volt  Westinghouse  motor  with  two  small  dynamos  on  the 
ends  of  the  motor  shaft  which  is  used  to  maintain  the  voltage  on 
long  feeders,  particularly  the  one  running  to  Alladena.  There  is 
also  installed  a  400-kw.  two-phase  Westinghouse  rotary  converter 
supplied  with  current  through  two  Westinghouse  transformers  of 
the  Scott  phase-changing  type.  Standard  General  Electric  switch- 
board panels  are  used  (or  machine  and  feeder  panels. 

The  Itoilcr  room  contains  four  Stirling  boilers  and  the  steam 
piping  and  auxiliary  apparatus  arc  of  conventional  design  and  pre- 
sent no  special  features  to  be  described.  This  plant  also  contains 
a  cooling  lower  25  x  125  ft.  in  area,  and  on  the  north  of  the  power 
house  is  a  car  barn  140  ft.  long  by  100  ft.  wide  containing  eight 
tracks.  In  the  rear  of  this  is  a  storenmm,  'Ihere  is  also  a  machine 
shop  adjoining  the  Ijoiler  room  which  are  respectively  24  x  80  ft. 
and  20x24  ft.  in  size.  Uvfore  this  conijiany  was  acquired  by  the 
Pacific  Electric  Railway  Co.  it  maintained  its  own  shops  and  did 
iu  own  repairing,  but  these  are  but  liltic  used  now  as  the  com- 
panies' shops  in  Ijii  Angeles  arc  better  equipped  for  this  work.  A 
conductors'  and  motormcn's  room  is  located  in  one  corner  of  the 
IK>wcr  house  and  the  dispatcher's  room  is  situated  in  a  small  tower 
directly  above  this  room. 

Fuel. 

(Jil  only  is  used  for  fuel  in  all  of  these  power  houses,  the  daily 
consumption  at  Los  Angeles  being  between  450  and  500  barrels  for 


the  two  plants  and  at  Pasadena  about  no  barrels.  Fuel  oil  is 
found  in  abundance  within  the  city  of  Los  Angeles  and  the  railway 
companies  own  several  oil  wells,  lease  others,  and  have  contracts 
with  other  producers  for  supplying  them  with  oil.  For  conveying  oil 
from  the  companies'  wells  to  the  Los  Angeles  power  houses  special 
tank  cars  are  used.  These  cars  are  of  the  same  general  appearance 
as  the  passenger  cars,  being  of  the  same  finish  and  color,  except 
that  the  windows  are  painted  black  on  the  inside.  Inside  the  cars 
is  a  tank  of  a  capacity  of  from  40  to  50  barrels  and  tracks  of  both 
standard  and  narrow  gage  enter  the  power  house  yards  where 
there  is  a  special  track  for  unloading  oil  cars.  The  oil  furnished  by 
the  local  producers  is  hauled  in  tank  wagons  and  unloaded  at  the 
same  place  as  are  the  cars.  From  the  unloading  track  a  pipe  line 
runs  to  the  oil  house  which  is  situated  immediately  behind  the 
power  houses.  This  house  has  a  cement  floor  which  is  on  about 
the  same  level  as  the  condenser  pit  in  the  power  house.  The  lower 
walls  of  the  building  are  of  concrete  for  a  height  of  about  eight  feet, 
above  which  they  are  of  brick.  This  building  is  provided  with  oil 
pits  divided  into  several  compartments  and  the  oil  from  the  unload- 
ing track  is  allowed  to  settle  in  the  first  one  of  these.  The  top  oil 
is  then  run  off  into  the  next  compartment  and  this  operation  is  re- 
peated three  times.  From  the  last  compartment  the  oil  is  pumped 
into  the  storage  tanks.  There  are  iwo  of  these  storage  tanks  out- 
side of  the  oil  house  each  of  which  is  40  ft.  in  diameter  and  35  ft. 
high.  They  are  constructed  of  iron  plates  ranging  in  thickness  from 
7-16  in.  to  14  if-  and  each  tank  has  a  capacity  of  7,800  barrels. 

Inside  of  the  oil  house  are  three  "burning  tanks"  each  having 
a  capacity  of  675  barrels,  which  is  an  ample  supply  for  one  day's 
run.  The  oil  from  the  storage  tanks  flows  by  gravity  into  the  burn- 
ing tanks.     Each  time  that  the  oil  is  allowed  to  settle  and  the  top 


INTEItKiK     111'     Si:ii  KT.VTION. 

drawn  oflf,  a  cleaner  and  lighter  oil  is  obtained  and  it  is  burned 
with  better  economy  if  it  is  supplied  to  the  burners  hoi.  To  cfTcct 
this  each  burning  lank  is  fitted  with  a  steam  coil  which  maintains 
Ihe  temperalurc  of  the  oil  bclween  130°  and  140"  F.  These  tanks 
also  have  deflecting  plates  riveted  to  their  sides  to  secure  a  circula- 
tion of  the  oil.    There  arc  also  steam  coils  in  the  settling  compart- 


25f) 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  5. 


mcnls  10  licit  llic  oil  .mil  ri'iuli-r  il  less  viscous,  for  llic  purpose  of 
making  il  more  easily  liaiiilled  anil  allowiiiK  tlu-  dirt  to  settle. 

l-'roni  the  burning  tank  the  oil  is  ptmi|ic<l  into  a  supply  main 
which  is  run  in  front  of  the  lH>ilers  ami  which  is  provideil  with  an 
outlet  at  each  luiler.  There  is  also  a  return  line  and  the  nil  is  kept 
in  constant  circulation  ami  luider  a  pressure  of  about  30  lb.  per  sq. 
in.  at  which  pressure  it  is  supplied  to  the  bunicrs. 

The  ci>mpanies  have  experimented  with  several  types  of  burners 
the  general  principles  of  wliicli  arc  all  about  the  same,  the  object 
of  all  being  to  atomize  and  distribute  the  oil  as  widely  as  possible. 

In  order  to  burn  oil  economically  it  must  be  thoroughly  atomized 


i 

Mlljl!    TKNSIil.V    S\\  1T<HH1 '.Mill 

by  means  of  steam,  air,  water,  or  otherwise.  The  most  usual  means 
is  with  steam,  which  is  the  method  employed  in  these  plants.  The 
burners  may  be  divided  into  two  general  classes,  namely,  those  in 
which  the  oil  and  steam  arc  mixed  inside  the  burners  and  those  in 
which  the  mixing  takes  place  outside  of  the  burners.  Burners  of  the 
first  class  generally  have  two  pipes,  one  inside  of  the  other,  the  outer 
pipe  having  only  a  small  opening  at  the  end  through  which  the  jet 
issues.  The  inner  pipe  does  not  reach  quite  to  the  end  of  the  outer 
pipe  and  is  generally  fluted  on  the  outside  to  give  the  steam  a  whirl- 
ing motion.  Oil  is  admitted  to  the  inner  pipe  and  steam  to  the 
outer,  and  the  oil  coming  in  contact  with  the  whirling  steam  is  thor- 
oughly atomized,  the  mixture  leaving  the  burner  in  a  whirling 
spray.  The  oil  thus  finely  divided  is 
completely  burned,  provided  the  supply 
of  air  is  properly  adjusted. 

In  the  second  class  of  burners  the 
steam  and  oil  pipes  enter  the  fire  box 
separately  and  terminate  in  one  casting, 
the  steam  issuing  in  a  thin  sheet  from  a 
slot  in  the  casting.  Just  above  this  slot 
is  a  row  of  holes  from  which  the  oil 
flows,  and  on  coming  in  contact  with  the 
sheet  of  steam  the  oil  is  atomized  and 
distributed  in  the  fire  box.  The  proper  quantities  of  oil,  steam  and 
air  are  adjusted  by  valves  until  the  desired  fire  is  attained.  Too 
much  oil  causes  smoky  fires  and  the  unburned  oil  runs  down  into 
the  ash  pit.  Too  much  steam  causes  the  fire  to  jump,  that  is,  to  go 
out  and  light  up  again,  or  it  may  put  it  out  entirely.  It  will  be  read- 
ily seen  that  the  fire  may  be  adjusted  through  a  wide  range  by  sim- 
ply adjusting  the  supply  valves. 

The  construction  of  the  furnaces  for  burning  oil  differs  but  little 
from  that  where  coal  is  used.  When  the  change  is  made  from  coal 
to  oil  all  that  is  done,  generally,  is  to  put  a  layer  of  fire  bricks  over 
the  grates,  allowing  a  slight  air  space  between  the  bricks  and  insert 
the  burner  into  the  fire  box.  The  accompanying  illustration  shows 
the  details  of  the  Hammel  burner  which  is  used  at  the  plants  of  these 
companies.  The  supply  of  steam  and  oil  is  controlled  by  valves  lo 
cated  just  outside  of  the  fire  box.  The  burner  with  its  pipes  is  so 
arranged  that  it  can  be  readily  taken  out  of  the  furnace  and  an- 
other one  substituted  in  case  it  is  found  necessary.  While  these 
burners  are  often  used  in  a  horizontal  position  they  are  arranged 
in  these  plants  to  stand  vertically  as  shown  in  the  accompanying 
sketch.  The  supply  pipes  leading  to  the  burner  are  turned  down- 
ward soon  after  entering  the  fire  box  so  that  the  flames  from  the 


POSITION    OF    BURNER. 


burner  impinge  upon  the  fire  brick  and  are  deflected  upward,  giv- 
ing .1  mor"  uniform  distribution  of°  heat  than  where  the  burner  is 
used  horizontally.  This  |)osition  of  the  burner  is  also  to  be  recom- 
mended from  the  fact  that  no  unburned  oil  gets  on  the  tubes  to 
cause  blisters.  The  supply  of  air  is  regulated  liy  adjusting  the  ash 
pit  and  fire  jaws,  no  special  devices  for  this  being  necessary. 

Sub-Stations. 

There  are  II  sub-stations  on  the  companies'  lines.  9  of  w'nch 
are  in  operation  while  those  at  West  Lake  Park  and  I'asadena, 
previously  mentioned,  have  not  yet  been  equippe<l.  With  the  ex- 
ception of  the  sub-stations  at  the  Los  Angeles  railway  power  house, 
at  the  Pasadena  power  house  and  at  Echo  Mountain,  all  of  ine 
sub-station  buildings  are  of  the  same  general  design,  and  a  de- 
scription of  one  will  suffice.  The  building  is  a  brick  structure 
36x66  ft.  outside  dimensions  and  30  x  60  ft.  in  the  clear  inside.  Ihc 
walls  are  set  on  concrete  footings  and  wooden  trusses  support  a 
roof  of  2  in.  tongued  and  grooved  plank  covered  with  tarred  paper 
and  a  water  tank  for  supplying  cooling  water  to  the  tran}form-rj 
The  floor  and  the  foundations  for  the  machines  are  built  of  c.:i.- 
crctc.  A  small  reservoir  is  built  under  the  floor  and  the  water,  after 
circulating  through  the  transformers,  is  collected  here  and  pumped 
back  into  the  tank  on  the  roof. 

The  substations  are  all  fed  from  three-phase  15,000  volt  transmis- 
sion lines  which  are  installed  in  duplicate  to  insure  the  continuous 
operation  of  the  system,  and  wire  outlets  are  built  into  the  roof 
on  each  side  of  the  building,  permitting  the  main  lines  to  pass 
tlirougb  the  station  instead  of  having  taps  run  from  the  sub-station 
111  the  pole  line.  On  entering  the  building  the  current  first  passes 
through  the  high  tension  air  switches  having  a  32-in.  break,  by  means 
of  which  the  station  can  be  entirely  cut  oflf  from  the  line,  or  if  a 
portion  of  the  line  is  down,  the  connections  may  be  changed  from 
one  line  to  another.  From  the  high  tension  switches  the  current  is 
led  to  the  high  tension  gallery  which  is  very  similar  to  that  described 
in  the  main  generating  station.  In  some  of  the  buildings  the  galler- 
ies are  supported  on  columns  and  in  others  they  are  suspended  by 
rods  from  the  roof  trusses.  The  floor  of  the  gallery  is  inade  by 
plastering  concrete  on  expanded  metal  stretched  over  the  floor 
beams,  and  through  the  center  of  the  gallery  is  a  fire  proof  parti- 


ROTARIES     I.N     LONG     BE.\CH     SUB-STATION. 

tion  similar  to  that  described  in  the  power  house.  The  plan  of  hav- 
ing everything  in  duplicate  is  carried  out  in  the  sub-stations  and  this 
gallery  partition  separates  duplicate  sets  of  wiring  and  switches. 

The  busses  arc  of  solid  copper  wire  having  3-16-in.  rubber  insula- 
tion with  braided  covering.  They  are  supported  on  porcelain  in- 
sulators mounted  on  locust  pins  which  were  cemented  into  the  wall 
during  the  construction.  From  the  busses  wires  are  run  through 
Stanley  oil  switches  to  the  transformers,  which  are  on  the  main 
floor.  These  switches  are  supported  on  angle  iron  frames  the  same 
as  described  in  the  power  house  and  the  switches  are  of  the  same 
type  but  of  smaller  capacities.  The  transformers  are  located  di- 
directly  under  the  switches  and  the  wires  from  the  switches  run 
through  porcelain  floor  bushings.  Emergency  stations  are  located 
between  the  oil  switches  and  transformers.  'Hiese  are  small  cop- 
per switches  operating  in  air  with  a  break  of  about  10  in.  or  less. 
They  have  four  blades  opening  radially  from  the  center,  the  blades 
standing  at  an  angle  of  90°  to  each  other.     Both  of  the  busses  are 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


257 


under  these  switches  and  by  means  of  thciu  a  transtonner  is  cut 
in  on  either  bns,  or  the  two  busses  may  be  run  in  parallel.  These 
switches  arc  called  selective  switches  as  they  detcriuinc  which  bus 
is  connected  to  the  transformer.  When  these  switches  and  the  oil 
switches  are  open  the  latter  may  be  worked  upon  without  fear  of  the 
generators  running  as  motors  and  sending  current  back.  The 
transformers  may  also  be  worked  upon  without  fear  of  the  high 
tension  switches  being  closed.  These  switches  are  fastened  to  the 
under  side  of  the  gallery  and  are  operated  from  below-  by  poles 
with  hooked  ends,  but  are  never  operated  under  load. 

The  transformers  are  of  the  Stanley  type  similar  to  those  in  the 
power  house  and  the  transformation  is  from  15.000  volts  to  22,200 
volts  and  from  the  transformers  leads  are  run  to  the  machine  panels, 
thence  to  the  motor  generator  sets.     The  machine  switches  are  all 


Park  a  600-kvv.  motor  generator  set  is  in  operation.  In  Lds  .\ngeles 
there  are  two  stations,  one  at  Agricultural  Park  and  one  at  West 
Lake  Park.  They  are  not  entirely  completed  but  will  be  in  opera- 
tion within  a  few  weeks.  On  the  Monrovia  division  a  200-kw.  unit 
is  in  operation  in  a  temporary  wooden  sub-station  building.  A  per- 
manent building  is  soon  to  be  erected  there.  It  is  planned  to  have 
another  sub-station  at  Pasadena  but  at  present  the  400-kw.  Westing- 
house  rotary  converter  previously  mentioned  is  the  only  generator 
installed. 

'Hie  sub-station  at  Echo  Mountain  is  different  in  design  from 
those  described.  It  furnishes  power  for  operating  the  road  from 
."Mtadena  to  .\lpinc  Tavern,  also  for  lighting  at  Echo  Mountain,  for 
the  cable  incline  railway  lights  and  for  a  search  light.  From  Alta- 
dena  to  Kuhio   Canyon   the  ordinary  trolley   cars   arc   used.     From 


DIAdltAM     01''     STANDARD     SUB-STATION. 


of  the  oil  break  type  and  arc  mounted  on  the  rear  of  the  swilch- 
lx>ard. 

Three  sizes  of  motor-generator  sets  are  to  be  adopted  as  standard, 
namely,  20O-kw.,  400-kw.,  and  600-kw.  'I'he  alternating  ends  of  all 
of  these  sets  will  he  Stanley  synchronous  motors  and  the  direct 
current  ends  Northern  generators.  These  are  connected  by  flanged 
link  couplings.  They  are  usually  started  from  the  direct  current 
•iidc,  a  special  panel  made  in  the  companies'  shops  being  used  first 
as  a  starting  panel  and  afterwards,  when  the  machine  is  in  opera- 
tion, as  a  generator  panel.  The  feeder  panels  arc  of  the  General 
Klectric  type  and  the  alternating  current  panels  arc  of  the  .Stanley 
lyiK-. 

There  are  three  snb-stations  now  in  operation  on  the  Long  Beach 
line,  two  of  which  are  equipped  with  one  200-kw.  set  each  and  one 
with  two  200-kw.  units.  Larger  units  have  been  ordered  for  these 
itations  which  will  be  installed  as  soon  as  received.    Al  East  Lake 


Kuliiu  to  F.cho  Mountain  the  road  is  operated  by  calile,  driven  by 
an  electric  motor  at  the  top.  From  Echo  Mountain  to  Alpine  Tav- 
ern trolley  cars  are  again  used.  The  equipment  at  Echo  Mountain 
consists  of  a  7S-h.  p.  General  Electric  50-cycle  induction  motor  di- 
rect connected  to  a  G.  E.  soo-volt  generator.  This  machine  feeds 
both  sections  of  the  trolley  and  supplies  current  to  the  motor  which 
drives  the  cable.  This  unit  has  a  pulley  from  wliioli  is  I]dti'd  an 
Edison  l2S-voll  gv-ncralor  used  for  lighting. 

Batteries. 

The  companies  have  for  some  tiiue  been  considering  the  use  of 
storage  ballcrics  and  have  recently  coulracled  for  four  batteries  for 
use  upon  the  system.  One  at  these  batteries  of  r,ooo  ampere-hours 
capacity  will  be  located  at  the  East  Lake  Park  sub-station;  one  of 
2,000  ampere-hours  capacity  will  be  located  at  Agricultural  Park  sub- 
station; one  of  1,000  ampcrc-Iiours  capacity  will  be  located  at  West 


258 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  5. 


Lake  Park  sub-station  and  another  battery  of  1,000  ampere-hours 
capacity  will  be  located  at  the  Plaza  where  an  additional  sub-station 
will  be  built.  These  batteries  will  be  of  the  "Chloride"  accumulator 
type  made  by  the  Electric  Storage  Battery  Co.,  of  Philadelphia. 
Hallery  houses  arc  being  erected  at  each  of  the  three  sub-stations 
mentioned.  The  buildings  are  40  ft.  wide  by  too  ft.  long  and  are  of 
brick  with  concrete  foundations  and  footings.  The  electrical  de- 
tails of  these  battery  installations  have  not  yet  been  arranged. 
(To  l»c  continued.) 


ANNUAL  REPORT  OF  GENERAL  ELECTRIC  CO. 


THE  LONDON   ,ENG.)  SUBWAY    SYSTEM. 


The  Underground  Electric  Railw.iys  Co.,  Limited,  which  is  to 
build  and  operate  intramural  railways  in  London,  Eng.,  and  will 
absorb  and  manage  the  five  underground  roads  that  were  acquired 
by  Charles  T.  Ycrkcs  and  Spcyer  &  Co.,  is  capitalized  at  fs.000,000, 
of  which  50  per  cent  has  been  paid  in,  the  remainder  being  subject 
to  call.  Mr.  Yerkcs  has  been  elected  chairman  and  the  other  direc- 
tors arc  J.tmes  Spcyer.  T.  Jefferson  Coolidge,  jr.,  James  A.  Blair, 
James  11.  Hyde,  L.  F.  Lorec,  Robert  H.  McCurdy,  Charles  A.  Spof- 
ford.  Right  Honorable  Lord  Farrer,  Ernest  St.  Clair  Pcmberton, 
Walter  .Abbott,  Frank  Dawes,  Charles  James  Carter  Scott,  Edgar 
Spcyer  and  Henry  Teircira  de  Mattos. 

The  parent  company  now  controls  the  Metropolitan  District  Ry., 
owning  its  right  of  way  in  fee,  and  is  building  three  deep  level  and 
tube  roads,  the  Baker  St.  &  Waterloo,  the  Great  Northern,  Picca- 
dilly &  Brompton,  and  the  Charing  Cross.  The  Metropolitan  Dis- 
trict is  a  shallow  subway  and  surface  road.  The  Underground 
company  also  controls  the  United  Tramways  Co.,  with  many  miles 
of  surface  ro.ids.  The  Metropolitan  District  Ry.  is  being  electrically 
equipped.  The  construction  work  on  all  lines  is  well  advanced. 
The  power  house  will  have  a  capacity  of  100,000  h.  p. 

Several  large  banks  and  trust  companies  in  the  United  States  have 
joined  a  .syndicate  to  underwrite  an  issue  of  $15,000,000  5  per  cent 
lo-year  bonds  of  the  Underground  company.  The  entire  loan  will 
!•(   $30,000,000. 


SOUTHWESTERN    GAS,  ELECTRIC    &  STREET 
RAILWAY    ASS'N    MEETING. 


The  annual  convention  of  the  Southwestern  Gas,  Electric  &  Street 
Railw.iy  Association,  which  was  to  have  been  held  at  Dallas,  Tex., 
this  year,  has  been  postponed  to  1904,  owing,  chiefly,  to  the  death 
of  the  president,  Mr.  E.  H.  Jenkins,  of  San  .^Xntonio,  which  occurred 
soon  after  last  year's  meeting,  and  the  removal  from  the  state  of 
the  secretary,  Mr.  H.  A.  Evans.  At  a  meeting  of  the  executive  com- 
mittee, Feb.  gth,  Mr.  Yaeger,  of  Laredo,  was  chosen  president  and 
Mr.  Frank  E.  Scovill,  of  Austin,  secretary.  Since  then  Mr.  Yaeger's 
business  interests  compelled  him  to  resign  the  presidency  and  Mr. 
A.  E.  Judge,  third  vice-president,  has  been  acting  president.  In 
addition,  most  of  the  men  who  extended  the  invitation  to  meet  in 
Dallas  have  removed  elsewhere,  owing  to  the  changes  cfTected  by 
the  consolidation  of  the  interests  in  that  city,  and  it  was  deemed 
better  to  go  to  Dallas  in  1904.  .\nother  meeting  place  could  not 
well  be  arranged  in  season.  • 
♦-•-•^ 

NEW    ELEVATED    ROAD    FOR   CHICAGO. 


The  Englcwood  Elevated  Railroad  Co.,  of  Chicago,  the  South 
Side  Elevated  Railroad  Co.,  and  the  Chicago  Junction  Ry.,  the 
last  named  being  a  stcim  railroad,  have  accepted  ordinances  pro- 
viding for  elevated  service  in  Englewood  and  the  Stock  Yards 
district,  and  express  trains  between  43d  and  12th  Sts.,  Chicago,  to 
cost  approximately  $5,000,000,  divided  as  follows:  Elevating  Chi- 
cago Junction  Ry.  tracks  in  40th  St.,  $1,000,000;  elevated  road  from 
Lake  Ave.  to  the  Stock  Yards  district,  $1,250,000;  third  track  on 
South  Side  Elevated,  and  asphalt  street  beneath,  $1,000,000;  Engle- 
wood elevated  railroad,  $1,750,000. 

The  plans  provide  for  a  third  track  on  the  South  Side  Elevated 
road  between  43d  and  12th  Sts. ;  Mr.  C.  V.  Weston,  of  Chicago, 
has  been  appointed  chief  engineer  and  will  have  charge  of  the 
work ;  construction  will  begin  by  August.  In  40th  St.  the  tracks 
of  the  Qiicago  Junction  Ry.  and  the  Union  Stock  Yards  &  Transit 
Co.  arc  to  be  themselves  raised,  and  the  elevated  structure  placed 
over  the  steam  tracks.  The  tracks  will  be  extended  eastward  to 
the  packing  house  district. 


In  the  report  of  the  General  Electric  Co.,  for  the  year  ending  Jan. 
31,  1903,  the  president,  Mr.  C.  A.  Coffin,  states  that  the  profits  of 
the  company  for  the  year  were  $10,277,169.15.  Interest  on  deben- 
tures and  deductions  from  patent  accounts  leave  a  net  profit  of 
$8,618,958.17.  The  amount  of  surplus  at  the  end  of  the  preceding 
fiscal  year  was  $15,287,140.65,  making  a  total  of  $23,906,098.82,  from 
which  was  paid  $2,677,263  50  in  dividends  and  $16,746,133.33  in  stock 
issued  in  restoring  the  percent.ige  of  reduction  made  in  1898,  leaving 
a  surplus  on  Jan.  31,  1903,  of  $4,482,701.99.  The  amount  written 
oflf  from  factory  plants  and  machinery  during  the  year  was  $1,908,- 
324.11,  and  from  patent  account,  $2,000,755.75,  of  which  latter  $1,613,- 
879.82  was  for  expenditures  incurred  chiefly  in  acquiring  the  patents 
of  the  Sprague  Electric  Co.  These  amounts  exceed  the  amounts 
written  off  the  same  accounts  the  year  before  by  about  $2,500,000. 
Hie  present  condition  of  the  company  is  satisfactory  and  indicates 
a  considerable  increase  in  volume. 

Mr.  Eugene  Griffin,  first  vice-president,  reported  that  the  total 
sales  (amount  billed  to  customers)  during  the  year  were  $36,685,598, 
as  against  $32,338,036  for  the  previous  year.  The  increase  of  orders 
received  was  16.4  per  cent.  The  total  number  of  roads  that  have 
been  equipped  by  the  multiple  unit  control  system  is  31;  total  num- 
ber of  cars,  2,081.  The  grand  total  of  railway  motor  sales  in  the 
past  II  years  is  85,256  motors,  having  a  total  capacity  of  3,100,106 
h.  p.  The  growth  of  water  power  enterprises  is  shown  by  the  fact 
that  221  plants  have  been  equipped  with  428,269  h.  p.  in  G.  R  motors. 
There  are  also  J4  plants  equipped  with  41,820  h.  p.  in  G.  E.  gener- 
ators, operated  partly  by  steam  and  partly  by  water  power.  During 
the  year  about  162,000  separate  orders,  not  including  contracts,  were 
received,  or  an  average  of  541  per  day. 

The  report  of  Mr.  E.  W.  Rice,  jr.,  third  vice-president,  states  that 
expenditures  of  about  $2,500,000,  exclusive  of  the  cost  of  patterns, 
small  tools,  etc.,  were  made  for  real  estate,  new  buildings,  extensions 
and  machinery.  In  1899  the  company  occupied  1,800,000  sq.  ft.  of 
floor  space  and  employed  8,000  factory  hands;  in  1903  it  has  3,000,000 
sq.  ft.  floor  space  and  18,000  factory  employes.  There  has  been  a 
large  increase  in  the  equipment  of  industrial  establishments  with 
electric  motors.  The  distance  to  which  electricity  has  been  delivered 
has  been  largely  increased  and  many  new  long  distance  plants  have 
been  installed,  using  pressures  of  from  60,000  to  80,000  volts  and 
delivering  power  at  from  50  to  I5<'>  miles.  The  demand  for  direct 
current  generators  of  2,000  kw.,  and  over,  has  fallen  off,  owing  to 
the  increasing  use  of  alternating  current. 

The  financial  report  rendered  by  the  treasurer,  Mr.  Henry  W. 
Darling,  and  the  general  auditor,  Mr.  Edward  Clark,  shows  the 
total  capital  stock  authorized  Jan.  31,  1903,  to  be  $42,031,600.  The 
value  of  patents,  franchises,  good  will,  etc.,  is  returned  as  $2,000,000. 
The  total  cost  of  factory  plants  is  $14,726,205.22,  of  which  $9,726,- 
205.22  has  been  written  off  during  the  past  10  years,  leaving  a  book 
value  of  $5,000,000.  Tlie  total  book  value  of  all  stocks  and  bonds 
is  placed  at  $12,682,214.63.  During  the  year  various  stocks  and 
bonds  carried  on  the  books  at  $2,707,339,  were  sold  for  cash  at  a 
profit  of  $973,649.74.  Their  par  value  was  $3,960,278.33.  The  face 
value  of  notes  and  accounts  receivable  is  $13,491,184.38.  Of  some 
14,500  regular  customers  there  were  debit  balances  against  5,800  at 
the  close  of  the  fiscal  year.  The  total  accounts  payable  amounted  to 
$1.3-8,960.42.  ^__»^ 

RECEIVERS  FOR    LEHIGH  VALLEY  TRAC- 
TION  CO. 


A  few  creditors  of  the  Lehigh  Valley  Traction  Co.,  including 
Tom  L.  Johnson,  executor  of  the  estate  of  Albert  L.  Johnson, 
asked  for  the  appointment  of  a  receiver,  much  to  the  surprise  of 
the  oflicers  of  the  company,  who  believe  that  such  proceeding  was 
unnecessary.  The  court  appointed  Robert  E.  Wright,  C.  M.  Bates 
and  George  W.  Norris  receivers.  Mr.  Wright  is  president  of  the 
company,  Mr.  Bales,  secretary,  and  Mr.  Norris  a  creditor. 

In  the  case  of  William  L.  Johnson,  of  Michigan,  and  the  Lorain 
Steel  Co.,  .against  the  Philadelphia  &  Lehigh  Valley  Co.,  the  court 
appointed  the  same  receivers,  with  the  exception  of  George  W. 
Norris,  in  whose  stead  Robert  W.  Lesley  was  named. 


Two   Pasadena    (Cal.)   car   robbers  were   sentenced  to  the  state 
prison  for  life  April  2gth  by  Judge  Smith,  of  Los  Angeles. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


259 


NEW   EMERGENCY   LINE   CAR. 


BY  J.XXTES  H.   CREEDON. 


.\  new  emergency  line  car  lias  been  constructed  at  the  Campello 
(Mass.)  car  barn  of  the  Old  Colony  Street  Railway  Co.,  under  the 
direction  of  George  F.  Seibel,  superintendent,  and  Frank  S.  Randlett, 
master  mechanic,  which  embraces  many  of  the  requirements  of  a 
car  of  this  description  and  in  its  general  design,  systematic  arrange- 


LINE    CAR,     PLATFORM     LOWERED. 

mcnt  of  details  and  general  practical  utility  is  believed  to  embody 
several  new  ideas. 

The  car  is  31  ft.  6  in.  over  all;  7  ft.  10  in.  wide;  and  measures 
12  ft.  3  in.  from  the  top  of  the  car  to  the  rail.  The  car  is  vestibuled 
at  each  end  with  sheathing  partition  dividing  the  vestibule  from  the 
body  of  the  car.  Leading  from  each  vestibule  to  the  body  of  the 
car  is  a  door  22  in.  in  width,  and  this  swings  either  in  or  out,  as  is 
desired,  so  that  a  man  with  an  armful  of  material  does  not  have  to 
expend  any  time  either  in  unlocking  or  closing  the  door.  There  are 
also  side  rolling  doors,  each  4  ft.  6  in.  wide  on  either  side  of  the  car. 

The  interior  of  the  car  is  fitted  with  a  variety  of  tools  and  the 
usual  appliances  for  emergency  and  repair  work,  emphasis  being 
laid  on  the  rule  that  each  article  must  have  one  place  somewhere  in 
the  car  and  must  always  be  returned  to  its  place  after  use.  The 
heavier  pieces  are  arranged  on  the  floor  while  the  lighter  materials 
so  essential  to  this  work  are  carried  on  strong,  well-constructed 
shelves  placed  at  intervals  along  the  sides.  Brackets  of  strap  iron 
arc  bolted  along  each  side  for  carrying  extra  trolley  poles. 

.For  stringing  trolley  wire  a  reel  stand  is  placed  on  the  inside 
near  the  end  opposite  the  tower,  the  wire  being  fed  out  through  a 
small  trap  door  cut  in  the  roof.  The  trap  door  has  a  roller  placed  at 
the  edge  over  which  the  wire  is  conducted  with  minimum  friction, 
The  stand  will  carry  a  reel  containing  about  a  mile  of  wire. 

A  particularly  handy  feature  is  a  portable  crane  which  can  be 
adjusted  on  either  side  of  the  car  to  hoist  heavy  material  and  sup- 
plies. The  crane  is  operated  by  compressed  air  supplied  from  the 
air  brake  cylinder. 

The  tower  is  placed  near  one  end  of  the  car.  It  is  raised  and 
lowered  by  windlass  with  two  3-shicve  pulley  blocks,  thus  making 
it  easy  to  handle.  The  tower  platform  can  be  lifted  6  ft,  above 
the  car  roof  to  reach  the  high  trolley  wire  over  railroad  tracks  or 
crossings.  When  standing  on  the  tower  the  operator  has  the 
trolley  wire  at  cither  side  he  may  choose.  The  tower  platform  is 
fitted  at  the  side  edges  with  collapsilJc  railings  which  can  be  folded 
down  onto  the  platform  when  the  tower  is  not  in  use.  The  tower 
ii  held  at  an  elevation  by  a  V/z-'tn.  iron  rod,  run  through  two 
•taunchions  placed  on  the  interior.  The  adjustment  is  such  that  the 
tower  can  be  raised  by  one  man,  with  two  others  standing  on  the 
platform. 

The  car  is  mounted  on  I'eckham  improved  trucks  with  33-in. 
wheels  and  4-in.  axles.    The  electrical  equipment  includes  four  G.  E. 


67  high  speed  motors  and  the  car  is  equipped  with  Christensen  air 
brakes.  This  equipment  permits  the  car  to  be  run  at  high  speed, 
rendering  it  suitable  for  both  city  and  interurban  service.  The 
heavy  equipment  was  selected  with  the  end  in  view  of  avoiding 
any  possibility  of  the  line  car  interfering  with  regular  traffic  through 
breakdown  or  inability  to  run  at  high  speed. 

The  whole  construction  is  particularly  strong  and  substantial,  so 
that  the  car  can  be  used  in  winter  as  a  double  truck  snow  plow, 
simply  by  placing  a  nose  or  shear  in  front.  The  side  sills  are  6  -x  8 
hard  pine,  and  the  cross  sills  are  of  seasoned  oak,  so  framed  that 
the  nose  or  shear  can  be  attached  with  very  little  trouble,  the  re- 
moval of  the  fender  being  the  only  alteration  necessary. 

.\  second,  or  "brother"  car  has  been  equipped,  under  the  direction 
of  the  same  two  officials,  which  for  its  practicability  is  a  model  in 
its  way,  since  it  can  be  utilized  by  the  company  in  various  ways. 
For  the  present  it  is  used  as  a  supply  car,  in  taking  freight  and 
supplies  to  the  different  divisions  of  the  Old  Colony  Street  Ry. 
Every  inch  of  space  in  the  car  is  available,  as  it  is  open  from  vesti- 
bule to  vestibule.  The  doors,  at  cither  side  are  7  ft.  in  width.  This 
car  is  supplied  with  bo.x  skids,  barrel  skids,  and  air  hoists,  making  it 
possible  to  handle  heavy  material  with  convenience  and  dispatch. 
It  is  also  equipped  with  screw  jacks,  pump  jacks,  picks,  crowbars, 
chains  and  ropes  and  can  be  utilized  as  a  wrecker.  The  car  is 
mounted  on  St.  Louis  improved  trucks,  with  33-in.  wheels,  4-in.  axle 
and  is  equipped  with  G.  E.  67  motors,  and  Christensen  air  brakes. 


LINIO     CAR,     PLATKORM     RAISED. 

The  car  like  the  first  is  constructed  so  that  a  nose  or  shear  can  be 
attached,  thus  making  it  a  double-truck  plow. 

In  designing  both  cars  particular  emphasis  was  laid  on  securing 
high  speed  possibilities  in  order  to  avoid  interference  with  the 
passenger  service. 


«  «» 


A  resolution  providing  for  an  amendment  to  the  constilntioii 
enabling  the  Detroit  Common  Council  to  arrange  for  the  purchase 
and  operation  of  street  railways  in  that  city  was  defeated  in  the 
Michigan  House  of  Representatives  by  a  vole  of  64  to  24. 


The  York  County  Traction  Co.,  York,  Pa.,  will  open  a  new  park 
a  few  miles  from  Dover  the  first  week  in  June.  It  comprises  20 
acres  and  is  naturally  attractive.  A  pavilion,  37  x  100  ft.,  is  being 
built,  wells  will  be  dug,  a  dam  and  bridges  constructed  and  the 
grounds  beautified.  The  company  will  cifTcr  a  prize  for  a  name 
for  the  resort. 


260 


STREET  RAILWAY  REVIEW. 


IVoL.  xm,  No.  s- 


PERSONAL. 


T.  K.  (;l,KNN, 


SCIl.AKI'  HROIIIKRS,  of  New  York  City,  ekclrical  engineers 
and  ciiiilractors,  li.ivc  removed  to  No.  474  Cohimliiis  ,\ve. 

.\IK.  T.  K.  (il.KNN,  wliose  apiHiintnient  as  general  manager  of 
llie  tieorgia  Kailnay  &  Klectric  Co.  was  mentioned  in  the  "Review" 
fur   March,   Kio.t.   «ns  lM>rn  in   Vernon,   Miss.,  aliont  34  years  ago, 

the  son  of  Rev.  W.  V.  Glenn,  a 
prominent  Methodist  minister. 
The  family  removed  to  Cave 
Spring,  Cia.,  while  he  was  quite 
young,  (hence  lo  Marietta,  then  In 
.N'ewiian,  hack  to  Marietta,  and 
finally  to  Atlanta,  where  he  has 
^ince  resided,  lie  was  educated 
ill  public  and  private  schools  in 
Marietta  and  Atlanta.  His  first 
enipli)ynicnl  was  with  the  Mad- 
dii.x-Rucker  Banking  Co.,  where 
he  remained  three  years  as  a  col- 
lector. When  the  street  car  com- 
panies were  merged  into  the  At- 
lanta Consolidated  Street  Railway 
Co.,  Mr.  Glenn  was  given  a  posi- 
tion as  stenographer.  In  a  short 
lime  he  was  made  claim  agent  and  was  soon  after  advanced  to  sec- 
retary and  treasurer.  In  iSgS  he  was  elected  vice-president,  which 
position  he  retained  when  the  company  was  changed  to  the  .Atlanta 
Railway  &  Power  Co.  In  1901  the  company  was  absorbed  by  the 
Atlanta  Rapid  Transit  Co.,  and  reorganized  as  the  Georgia  Rail- 
way &  Electric  Co.  Mr.  Glenn  was  made  vice-president  and  sec- 
retary, and  was  also  placed  at  the  head  of  the  claim  department. 
When  Mr.  D.  A.  Belden  resigned  the  position  of  general  manager, 
Mr.  Glenn  was  chosen  his  successor. 

MR.  H.  F.  LINCOLN  has  resigned  the  supcrintendency  of  the  St. 
Albans  (Vt.)  Street  Railway  Co.,  having  been  elected  city  engineer. 
MR.  H.  E.  SMiril.  formerly  private  secretary  to  the  president  of 
the   Hudson   Valley    Railway   Co.,   has  .been  appointed   general   pas- 
senger agent. 

MR.  L.  G.  WHITE  has  been  appointed  assistant  general  man- 
ager of  the  Columbus  (O.)  Railway  Co.  He  was  forinerly  with  the 
Columbus  Edison  Co. 

DR.  E.  A.  BRYANT  has  been  appointed  chief  surgeon  of  the  Los 
.Vngeles  Railway  Co.,  vice  Dr.  F.  K.  Ainsworth,  resigned.  The  ap- 
pointment will  become  effective  June  isl. 

MR.  EDWARD  C.  WHITE,  of  New  York  City,  has  been  elected 
president  of  the  Oneonta,  Cooperstovvn  &  Richfield  Springs  Rail- 
way Co.,  vice  Dr.  Norman  Getman,  deceased. 

MR.  W.  W.  MILLER,  first  vice-president  of  the  New  Orleans 
Railway  Co.,  has  resigned  and  will  devote  his  time  to  his  duties  as 
attorney  for  the  New  York  Securities  &  Trust  Co. 

MR.  W.  H.  MOORE  has  been  formally  appointed  assistant  to  the 
president  of  the  I'oronlo  (Can.)  Railway  Co.  Mr.  Moore  has  for  a 
limg  lime  been  confidential  secretary  to  President  MacKcnzie. 

MR.  B.  F.  O'.MARE,  of  Terre  Haute,  Ind.,  succeeds  Mr.  J.  W. 
Renfro  as  superintendent  of  the  Northern  Texas  Traction  Co.  Mr. 
Renfro  was  recently  elected  street  commissioner  in  Fort  Worth. 

MR.  .ALL.-XN  F.  EDW.VRDS,  manager  and  purchasing  agent  of 
the  Toledo  it  Monroe  Ry.,  resigned  and  will  devote  his  time  lo  the 
Detroit,  Toledo  &  Shore  Line  Railway  Co.,  of  which  he  is  receiver. 
MR.  JOHN  J.  MAGILTON  has  been  appointed  a  member  of  the 
executive  comniitlee  of  the  Street  Railway  Accountants'  .Association 
of  America.  He  is  assistant  treasurer  of  the  Schneclady  Railway 
Co. 

MR.  GEORGE  S.  PATTON  has  been  appointed  land  agent  of  the 
Pacific  Electric  Railway  Co.,  and  general  manager  of  the  Los  An- 
geles Land  Co.,  and  the  Huntington  Land  Co.,  all  of  Los  Angeles, 
Cal. 

MR.  JOHN  DOLPH,  general  sales  a<?cnl  for  ilu:  Electric  Insulat- 
ing Department  of  ibe  Standard  Varnish  Co.,  on  May  12th  sailed 
for  Europe  where  he  will  spend  two  months  visiting  the  principal 
electrical  firms. 

MA  J.  E.  E.  WINTERS,  of  Macon,  Ga.,  has  been  appointed  gen- 
eral manager  and  treasurer  of  the  Montgomery  (Ala.)  Traction  Co., 
a  new  road  recently  equipped  by  a  New  York  syndicate.     Major 


Winters  was  previously  su|icrinleiident  of  the  Macon  Consolidated 
Street  Railroad  Co.  Major  E.  A.  (iraham  is  attorney  for  the  new 
company. 

.MR.  ]•..  C.  MVER.S  has  been  appointed  purchasing  agent  for  the 
Pacific  Electric  Railway  Co.,  of  Los  Angeles,  Cal.  The  department 
is  a  new  une  ami  the  appointee  will  have  headquarters  at  Seventh 
and  .-Mameda  Sts. 

.MR.  .\.  G.  H.MH/WVAY  has  dispo.se<l  of  his  interests  in  the 
\'ulcanus  Forging  Co.,  and  is  devolnig  his  attention  lo  imn  anil 
steel  and  railway  supplies,  with  headquarters  at  807  Cuyahoga  Build- 
ing, Cleveland,  O. 

.MR.  JOSEPH  W.  MAUCK  has  resigned  as  treasurer  i.f  the  Chi- 
cago &  Milwaukee  Electric  Railroad  Co.,  to  become  president  of 
Hillsdale  College,  Michigan.  He  has  been  an  official  of  the  road 
since  its  inception. 

MR.  F.  IRVING  DOW  is  in  charge  of  the  Cleveland  offices  of 
Messrs.  A.  E.  Appleyard  &  Co.,  recently  opened  in  the  Citizens" 
Building.  I'he  company  now  has  offices  in  Cleveland,  Boston,  Phila- 
delphia and  Cincinnati. 

MR.  JOHN  DONOVAN  succeeds  Mr.  W.  T.  Van  Brunt  as  presi- 
dent of  the  St.  Joseph  (Mo.)  Railway,  Light,  Heat  &  Power  Co. 
Mr.  Van  Brunt  resigned  lo  accept  the  presidency  of  the  St.  Joseph 
&  Grand  Island  Railway  Co. 

MR.  WILLL\M  E.  MOORE,  whose  resignation  as  superintendent 
of  the  .Augusta  Railway  &  Electric  Co.  was  mentioned  in  the  "Re- 
view" for  .April  20,  igoj,  was  the  recipient  of  a  gold  watch  and  fob, 
gifts  of  his  former  employes. 

MR.  FRANK  C.  FISCHER  has  been  appointed  master  mechanic 
and  electrician  of  the  Fairmont  &  Clarksburg  Electric  Railroad  Co., 
Fairmont,  W.  Va.  He  was  formerly  in  the  service  of  the  Camden 
Interstate  Railway  Co.  at  .Ashland,  Ky. 

MR.  F.  M.  ZIMMERM.AN,  formerly  general  manager  of  the 
Elgin,  Aurora  &  Southern  Traction  Co.,  will  have  charge  of  the 
construction  department  of  the  Widener-Whitney  street  railway 
syndicate,  with  headquarters  at  Warsaw,  Ind. 

MR.  DAVID  YOUNG,  vice-president  and  general  manager  of  the 
North  Jersey  Street  Railway  Co.,  Jersey  City,  will  discontinue  his 
services  with  that  company  June  ist,  which  date  will  mark  the  lOth 
anniversary  of  his  connection  with  the  system. 

MR.  THOMAS  L.  HISGEN  has  been  chosen  first  vice-president 
and  general  sales  agent  of  the  Railway  .Appliance  Co.,  of  Albany, 
X.  V.  Mr.  Willis  G.  Nash  has  been  elected  second  vice-president. 
The  company  was  incorporated  about  a  year  ago. 

MR.  J.  B.  INGERSOLL  has  resigned  as  a  construction  engineer 
for  the  Weslinghouse  Electric  &  Manufacturing  Co.,  to  accept  the 
position  of  superiiUenilenl  of  power  and  lines  for  the  Hudson  Val- 
ley Railway  Co.,  with  headquar- 
ters at  Glens  Falls,  N.  Y.  He 
has  been  identified  with  the  Wesl- 
inghouse company  for  several 
years  and  is  only  leaving  it  tem- 
jiorarily.  Mr.  IngersolTs  chief 
undertaking  will  be  the  installa- 
tion of  high  tension  lines,  rotary 
converters  and  about  700  kw.  in 
generators.  Mr.  Ingersoll  was 
with  the  Brush  company  for  a 
number  of  years  before  going  to 
the  W'eslinghouse  company,  and 
was  also  superintendent  of  rolling 
stock  for  the  Montreal  Street 
Railway  Co.,  where  he  not  only 
brought  the  rolling  stock  to  a 
high  efliciency.  but  otherwise  con- 
tributed to  the  prosperity  of  the  company.  He  was  also  popular 
with  the  employes  and  when  about  to  leave  Montreal  the  men  pre- 
sented him  a  costly  chain  and  charm,  and  a  suit.tbly-framed  ad- 
dress. Mr.  Ingersoll  has  been  very  successful  in  railway  work  and 
has  materially  helped  in  many  ways  to  build  up  several  large  sys- 
tems; his  record  with  the  Weslinghouse  company  has  been  an  envi- 
able one. 

MR.  J.  W.  P.-VRKER  has  entered  upon  his  duties  as  superin- 
tendent of  the  Springfield  &  Xenia  Traction  Co.,  which  was  recently 
purchased  by  the  Bushnell  syndicate.  He  succeeds  Mr.  C.  S.  Bid- 
well,  who  has  entered  the  employ  of  the  Qeveland  Construction  Co. 


J.  B.  INGEKSOLL. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


261 


W.  B.  TARKINCTOX. 


Mr.  Parker  was  formerly  connected  with  the  Dayton,  Springfield  & 
Urbana  Electric  Railway  Co. 

MR.  C.  O.  SIMPSON,  treasurer  and  auditor  of  the  Birmingham 
(Ala.)  Railway,  Light  &  Power  Co.,  was  severely  injured  .\pril  22d 
by  falling  from  a  chair  oil  which  he  stood  to  place  some  decorations. 
Three  ribs  were  fractured  and  he  was  bruised  considerably. 

MR.  W.  B.  'IWRKINGTON,  recently  appointed  general  super- 
intendent of  the  Detroit,  Monroe  &  Toledo  Short  Line  Co.,  began 
bis  railroad  career  in  the  mechanical  department  of  the  Chicago  & 

Northwestern   Railway   Co.,   as   a 

e  machinist's  apprentice.  He  was 
promoted  to  division  master  me- 
chanic on  the  Iowa  division,  being 
at  that  time  the  youngest  official 
in  the  mechanical  department  of 
the  road.  In  1888  the  Omaha  & 
Council  Bluflfs  Railway  &  Bridge 
Co.  was  formed  to  build  an  elec- 
tric line  between  Omaha  and 
Council  Bluffs,  and  a  high  steel 
bridge  over  the  Missouri  River, 
this  being  the  first  electric  rail- 
way built  by  the  Thomson-Hous- 
ton Co.  Shortly  after,  Mr.  Tark- 
ington  entered  the  service  of  this 
company  as  chief  engineer.  In 
a  short  time  he  was  promoted  to 
master  mechanic,  having  entire  charge  of  power  plants  and  shops. 
About  three  years  ago  he  was  appointed  general  superintendent  of 
the  system.  While  he  was  master  mechanic  a  modern  power  sta- 
tion was  erected  and  the  rolling  stock  was  entirely  rebuilt  and 
equipped  with  the  most  improved  machinery.  Mr.  Tarkington  is 
38  years  old. 

MR.  .■\.  L.  NEERE.\M1CR  has  been  appointed  general  passenger 
and  freight  agent  of  the  Columbus,  Delaware  &  Marion  Railway  Co. 
He  was  formerly  chief  clerk  in  the  office  of  the  general  passenger 
agent  of  the  Columbus,  Sandusky  &  Hocking  Valley  R.  R. 

MR.  J.  W.  HOLMAN,  formerly  with  "The  Engineering  and  Min- 
ing Journal,"  and  Mr.  G.  W.  Scott,  recently  of  the  "Mining  and 
Scientific  Press,"  have  purchased  the  "Western  Mining  World,"  of 
Chicago,  which  is  to  be  hereafter  known  as  the  "Mining  World". 

MR.  E.  E.  DOWNS  has  been  elected  president  of  the  Winne- 
bago Traction  Co.,  of  Oshkosh,  Wis.,  vice  Mr.  Emerson  McMillcn. 
of  New  York,  who  resigned  the  office,  but  retains  his  place  in  the 
directorate.     Mr.  Downs  was  vice-president  and  general  manager. 

MR.  JOHN'  C.  WE.W'ER  has  resigned  as  division  superintendent 
of  the  Cincinnati  Traction  Co.,  on  account  of  his  advancing  years. 
He  was  connected  with  the  company  more  than  30  years  and  is  the 
third  of  its  old-time  officials  to  retire  within  the  past  few  months. 

MR.  W.  J.  HILLIER  has  resigned  the  superintendency  of  the 
Cleveland  &  Southwestern  Traction  Co.,  which  position  he  held  from 
the  lime  the  first  line  was  built,  to  manage  the  -Xndwur  Hotel, 
Elyria,  O.  Mr.  E.  W.  Coe,  assistant  superintendent,  will  succeed 
him  temporarily. 

MR.  C.  C.  REYNOLDS  has  been  appointed  general  manager  of 
the  Indianapolis  &  Northwestern  Traction  Co.  He  has  lately  been 
identified  with  the  McKinley  traction  system,  but  before  then  was 
connected  with  the  Chicago  &  Eric  R.  R.,  at  Huntington,  Ind.,  and 
later  at  Chicago. 

MR.  GEORGE  K.  EDWARDS  has  been  appointed  superintendent 
of  the  San  Jose  &  Santa  Clara  Railroad  Co.,  San  Jose,  Cal.  For  the 
past  two  years  he  has  been  with  the  Oakland,  San  Leandro  &  Hay- 
wards  Electric  Ry.  Previous  to  that  he  occupied  the  position  he 
has  just  resumed. 

MR.  C.  D.  EMMON.S,  for  two  years  superintendent  of  the  La 
Fayette  (Ind.)  Street  Railway  Co.,  has  been  appointed  Kcncr;il 
!iu|>erintendent  of  the  reorganized  Fort  Wayne  Traction  Co.,  and  is 
in  iinmcdiale  charge  of  the  construction  of  a  line  between  Fort 
Wayne  and  L'igansport. 

THE  BO.STON  &  NORTHERN  STREET  RAILWAY  CO.  has 
divided  its  system  into  two  divisions.  Mr.  Frank  C.  Wilkinson  has 
l>ccn  apiMjinlcd  superintendent  of  Division  No.  I,  and  Mr.  Thomas 
Lots  of  l.)ivision  No.  2.  Other  changes  are  announced  as  follows : 
Mr.  John  Murphy,  appointed  superintendent  of  the  Lynn  division ; 
Mr.  Thomas  J.  Saycrs,  appointed  superintendent  of  the  Lowell  di- 


vision; Mr.  David  Bruce,  appointed  superintendent  of  the  Lawrence 
division;  Mr.  W.  H.  McKay,  appointed  superintendent  of  the  Haver- 
hill division. 

MR.  F.  H.  CHAMBERLAIN,  formerly  with  the  General  Electric 
Co.,  and  until  recently  on  the  construction  staflf  of  the  Sydney  City 
&  Suburban  Tramways,  New  South  Wales,  has  been  retained  to  pre- 
pare plans  for  the  conversion  of  the  horse  tramways  in  Christchurch, 
New  Zealand,  for  electric  power. 

MR.  HORACE  S.  REARDEN  has  been  elected  prcsidcni  of  ihc 
Springfield  (III.)  &  St.  Louis  Railroad  Co.,  vice  Mr.  H.  H.  Lillcll, 
resigned.  Mr.  Rearden  was  formerly  superintendent  of  the  Chicago, 
Peoria  &  St.  Louis  Railway  Co.  of  Illinois,  and  later  general  man- 
ager of  the  Litchfield,  Carrollton  &  Western  road. 

MR.  JOHN  A.  CALDWELL,  formerly  with  the  American  Stoker 
Co.,  is  now  general  sales  luanager  for  the  Wilkinson  Manufacturing 
Co.,  of  Bridgeport,  Montgomery  County,  Pa.,  a  manufacturer  of 
automatic  stokers,  steam  engines,  condensers  and  pumps.  Mr.  Cald- 
well has  charge  of  the  New  York  office,  45  Broadway. 

MR.  CHARLES  W.  WASON,  of  Cleveland,  and  Mrs.  Wason 
were  guests  of  honor  at  a  dinner  given  by  the  Japan  Electrical  ."Vs- 
sociation  at  Shiba,  Japan,  March  12th.  Mr.  Wason  spoke  on  elec- 
trical undertakings  in  Japan.  On  March  17th  he  addressed  the  Elec- 
tricians' Association  on  "American  Street  Railway  Business." 

MR.  OLIVER  D.  HENRY'  has  been  appointed  superintendent  of 
the  Westchester  (Pa.),  Kennett  &  Wilmington  Ry.  He  was  born 
in  Joliet,  III.,  has  been  superintendent  of  the  Kansas  City-Leaven- 
worth  Railway  Co.,  superintendent  of  motive  power  of  the  Detroit 
&  Pontiac  Ry.,  and  eastern  representative  of  the  Lorain  (O.)  Steel 
Co. 

A  CORRECTION. — We  regret  that  the  announcement  in  the 
"Review"  for  April,  that  Mr.  George  B.  Larrabee  had  gone  to 
Peoria  to  take  charge  of  the  Peoria  &  Pekin  Terminal  Ry.,  was 
an  error,  due  to  our  having  been  misinformed ;  and  we  gladly  make 
this  correction,  trusting  that  neither  party  has  been  seriously  em- 
barrassed by  the  mistake. 

MR.  JAMES  U.  JACKSON  resigned  the  presidency  of  the  Au- 
gusta (Ga.)  Railway  &  Electric  Co.,  and  Mr.  R.  Lancaster  Williams, 
the  vice-president,  was  elected  to  succeed  him.  Hon.  Boykin  Wright 
was  chosen  vice-president.  Mr.  Williams,  who  was  also  vice-presi- 
dent of  the  Augusta  &  Aiken  Railway  Co.,  resigned  that  position,  his 
successor  being  Mr.  John  Blair  MacAfee. 

MR.  ALBERT  EASTMAN,  superintendent  of  the  express  service 
of  the  Utica  &  Mohawk  Valley  Railway  Co.,  has  resigned  to  return 
to  Detroit,  where  he  will  re-enter  the  service  of  the  Detroit  United 
Ry.  as  superintendent  of  the  Wyandotte  and  Trenton  branch.  Mr. 
Eastman  went  to  Utica  to  inaugurate  the  new  e.\i)ress  service  and 
manage  it  until  it  attained  a  paying  basis. 

MR.  FRANK  J.  GERDON,  assistant  superintendent  of  the  Utica 
&  Mohawk  Valley  Railway  Co.,  has  been  appointed  snperinlendenl 
of  transportation  for  the  system.  The  office  of  superintendent,  held 
by  the  late  James  A.  Stewart,  has  been  abolished,  but  Mr.  Gerdon's 
denies  will  \x  practically  the  same.  Mr.  Gerdon  has  been  in  the 
street  railway  business  15  years,  going  to  Utica  from  Cleveland. 

MR.  F.  A.  TUCKER,  superintendent  of  the  Omaha  Street  Rail- 
way Co.,  will  direct  the  management  also  of  the  Omaha  &  Council 
Bluffs  Railway  &  Bridge  Co.,  instead  of  appointing  a  successor  to 
Mr.  W.  B.  Tarkington,  until  recently  general  superintendent  of  the 
latter  road.  Mr.  Tucker  will  have  for  assistants  at  Council  Bluffs 
Mr.  F.  B.  Hudson,  a  former  conductor,  and  Mr.  11.  B.  Noyes,  mas- 
ter mechanic. 

MR.  AUGUSTUS  WOLFF,  formerly  with  the  Brooklyn  Rapid 
Transit  Co,,  has  been  made  chief  engineer  of  the  United  Railroads 
of  San  Francisco,  vice  Mr.  C,  J,  Kaigin,  resigned.  Mr.  Richard 
iiick,  formerly  with  the  North  Jersey  Street  Railway  Co.,  succeeds 
Mr.  M.  D.  Stein  as  superintendent  of  all  lines  running  from  the 
Turk  an<l  Fillmore,  and  (Jak  and  Broderick  St.  car  houses  of  the 
United  Railroads. 

MR.  IC.  G.  CONNETTIC,  vice-president  and  gener.U  niana){er  of 
the  Syracuse  Rapid  Transit  Co.,  was  the  subject  of  a  most  appreci- 
ative biographical  article  in  the  Syracuse  Siniday  Herald  for  May 
lotli.  Mr.  Coinulle  entered  the  street  railway  field  in  i88(j  when  he 
became  manager  of  the  consolidated  roads  of  Nashville.  In  njoo  he 
left  Nashville  and  went  to  Syracuse.  Mr.  Connetle  admits  Ih.it  per- 
haps his  greatest  weakness  is  a  love  tor  pulilics,  .-md  congratnlales 
himself  iipcjn  having  so  far  succeeded  in  keeping  clear  of  politics  in 


26: 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  S- 


Syracuse,  as  he  was  not  so  fortunate  in  Nashville,  where  he  was 
elected  to  the  Tennessee  Legislature,  atid  also  served  upon  the  Nash- 
ville Uoard  of  Education. 

MR.  \VILL1.\M  H.  SNOW,  for  the  past  year  superintendent  of 
operation  of  the  I'nhlic  Works  Co.,  iJangor,  Mc.,  has  assumed  the 
duties  of  superintendent  of  construction  and  will  manage  both  de- 
partments in  the  future.  He  was  superintendent  of  the  Bangor 
Street  Ry.  several  years  before  the  Public  Works  Co.  was  formed. 
Mr.  James  II.  Green,  formerly  superintendent  of  construction,  has 
taken  up  general  railway  construction  work. 

.MR.  JOHN  F.  CALDKRWOOD  has  been  elected  third  vice- 
president,  a  newly-created  otlice,  of  the  Brooklyn  Rapid  Transit  Co., 
and  appointed  general  manager  of  the  systen).  During  the  past  year 
he  has  been  assistant  to  the  president.  Mr.  Calderwood  is  well- 
known  to  our  readers  as  the  former  comptroller  of  the  Twin  City 
Rapid  Transit  Co.,  and  one  of  the  organizers  of  the  Street  Railway 
.Vccounlants"  Association.  He  is  also  a  member  of  the  Institute  of 
Secretaries,  of  London. 

MR.  THOMAS  N.  McCARTER  has  resigned  as  attorney  general 
of  New  Jersey  to  accept  the  presidency  ol  the  Public  Service  Cor- 
poration of  New  Jersey  formed  by  the  Kidclity  Trust  Co.,  of  New- 
ark, to  take  over  the  control  of  the  trolley  and  electric  light  com- 
panies in  the  northern  part  of  the  state.  Mr.  McCarter  is  also  sec- 
ond vice-president  and  general  counsel  of  the  Fidelity  Trust  Co. 
The  main  office  of  the  new  corporation  will  be  at  Broad  and  Canal 
Sts.,  Newark,  on  a  site  now  unoccupied. 

MR.  H.  WARD  LEONARD,  of  New  York,  furnished  the  esti- 
mates upon  which  are  based  plans  for  the  adoption  of  electricity  as 
the  motive  power  on  the  state  railroads  of  Sweden.  Mr.  Leonard 
is  a  graduate  of  the  Massachusetts  Institute  of  Technology.  He 
was  born  in  Cincinnati,  O.,  and  at  24  he  was  general  manager  of  the 
Edison  General  Electric  Co.  A  feature  of  his  plans  for  the  Swedish 
railroads  is  that  water  powers  arc  to  be  used  in  a  chain  of  stations 
not  more  than  too  miles  separated,  so  that  neighboring  stations  can 
help  each  other  in  emergency. 

MR.  GEORGE  A.  D.AMON,  managing  engineer  for  the  Arnold 
Electric  Power  Station  Co.,  Chicago,  presented  a  very  interesting 
paper  on  "Railroad  Repair  Shop  Design  and  Equipment"  at  the 
regular  meeting  of  the  Western  Railway  Club  on  Tuesday,  April 
2ist.  Mr.  Damon  holds  that  most  shop  descriptions  have  been  writ- 
ten with  a  favorable  pen,  and  that  what  is  needed  is  a  series  of 
articles  on  "how  not  to  do  it";  that  some  sort  of  a  general  clearing 
house  for  actual  experience  would  be  a  good  thing.  With  this  idea 
in  view  his  paper  contained  specifications  for  a  complete  repair  shop 
which  might  be  considered  both  hypothetical  and  actual. 

MR.  J.  S.  B.-\DGER,  manager  of  the  Brisbane  (.Australia)  Tram- 
ways Co.,  will  sail  for  the  United  States  on  a  six  months'  vacation, 
May  25th,  after  an  absence  of  seven  years.  Mr.  Badger  was  an 
old  General  Electric  man  and  when  that  company  secured  the  con- 
tract to  change  the  Brisbane  horse  railroad  for  electrical  operation 
he  was  sent  to  superintend  the  construction.  After  completing  the 
contract  he  was  engaged  by  the  London  directors  as  manager  of 
the  company,  in  which  position  he  has  been  very  successful.  Dur- 
ing his  vacation  he  will  visit  London,  and  also  attend  tlie  meeting 
of  the  American  Street  Railway  Association  at  Saratoga.  Mr. 
Badger's  family  have  spent  the  past  year  in  Elgin  to  permit  his  sons 
to  attend  school. 

MR.  R.  E.  LEE  has  been  appointed  general  superintendent  of  the 
Cincinnati  Traction  Co.,  and  assumed  his  new  duties  May  1st.  Mr. 
Lee  entered  street  railroad  work  in  1886  as  a  horse-car  conductor  for 
the  Baltimore  City  Passenger  Railway  Co.  He  was  promoted  to 
dispatcher  and  later  to  a  position  in  the  auditor's  department.  In 
1894  he  resigned  to  enter  mercantile  life,  but  after  one  month  re- 
entered railway  work  as  superintendent  of  the  South  Baltimore 
Division  of  the  Baltimore  City  Passenger  Railway  Co.  In  1899  he 
was  made  superintendent  of  the  Washington  Railway  &  Electric  Co., 
and  in  1900  general  superintendent.  From  there  he  went  to  Cincin- 
nati. The  vice-president  of  the  Washington  company  recently  gave 
a  banquet  in  Mr.  Lee's  honor  and  the  officers  presented  him  a 
diamond-studded  watch  charm.  The  employes  gave  him  a  silver 
service.  When  Mr.  Lee  left  the  Baltimore  company  he  was  the  re- 
cipient of  a  diamond  ring.    He  is  38  years  old. 

MR.  BLAKE  A.  MAPLEDORAM,  general  manager  of  the  Mo- 
line,  East  Moline  &  Watertown  Railway  Co.,  Moline,  III.,  has  re- 
signed and  will  take  up  intcrurban  work  elsewhere.    His  resignation 


was  intended  to  take  efTect  May  1st  but  he  has  remained  a  few  weeks 
to  complete  the  construction  of  the  system  to  Watertown.  Mr.  J.  C. 
Hoffman,  chief  electrician,  has  also  resigned  and  will  return  to  his 
home  in  Pittsburg.  Mr.  Mapledoram  has  licen  manager  since  con- 
struction began,  about  a  year  ago.  Part  of  the  system  has  been  in 
operation  six  months  and  Mr.  Mapledoram  points  with  satisfaction 
to  the  record  of  its  two  interurban  cars  that  ran  50,000  miles  with- 
out one  cent  having  been  expended  for  repairs.  Mr.  Stuart  S. 
Wise,  of  Boston,  of  the  office  of  Blood  &  Hale,  the  owners,  succeeds 
Mr.  Mapledoram. 

MR.  GEO.  M.  COLE  has  resigned  as  manager  of  the  Plattsburg 
(N.  Y.)  Traction  Co.  His  successor  is  Mr.  Albert  E.  Reynolds, 
formerly  superintendent  and  treasurer  of  the  company. 

MR.  W.  J.  O'CONNOR  was  on  May  4th  appointed  general  store- 
keeper for  the  Interborough  Rapid  Transit  Co.,  including  the  Man- 
hattan Ry.  division.  Mr.  O'Connor  was,  until  a  few  weeks  ago,  the 
general  storekeeper  for  the  Brooklyn  Rapid  Transit  Co.,  in  which 
position  he  had  established  a  standard  system  of  accounting  for  sup- 
plies, which  was  most  highly  commended  by  the  expert  accountants 
who  examined  its  workings.  With  the  Interborough  company  Mr. 
O'Connor  will  have  charge  of  all  the  storehouses  of  the  system  and 
will  reorganize  the  supply  accounting  system  of  the  Manhattan  line 
now  known  as  the  Elevated  Division. 

.MR.  WILLIA.M  C.  ANDREWS,  for  the  past  two  years  asso- 
ciate editor  of  the  Street  Railway  Journal,  last  month  resigned  that 
position  to  become  the  eastern  representative  of  E.  P.  Roberts  & 
Co.,  consulting  engineers,  with  headquarters  in  New  York.  Mr.  An- 
drews was  graduated  from  Columbia  University,  School  of  Mines, 
in  189s,  receiving  the  degree  of  electrical  engineer.  He  traveled  a 
year  in  Europe  and  then  entered  the  employ  of  the  Royal  Electric 
Co.,  of  Montreal,  where  he  remained  a  year.  In  1897  he  began 
a  post-graduate  course  at  Cornell  University  and  in  the  spring  of 
1898  he  became  assistant  in  physics  at  Columbia  University,  where 
he  remained  until  1900. 

MR.  WALTER  B.  SPELLMIRE  has  been  appointed  district 
manager  of  the  Atlanta  ofiice  of  the  Bullock  Electric  Manufacturing 
Co.  and  will  assume  his  duties  at  once  with  headquarters  in  the 
Empire  Building,  .Atlanta.  Mr.  Spellmire  has  been  with  the  Bullock 
company  seven  or  eight  years,  during  which  time  he  has  served  as 
chief  of  the  testing  department,  represented  the  company  in  London 
and  Paris  in  connection  with  some  important  installations  at  those 
places.  After  being  abroad  for  a  year  he  returned  to  the  United 
States  to  act  as  sales  engineer  in  the  New  York  office,  from  which 
position  he  has  just  been  appointed  district  manager.  Mr.  Spell- 
mire's  work  with  the  Bullock  company  gives  assurance  that  he  will 
attain  success  in  his  present  position  in  which  he  will  have  a  very 
much  broader  field  of  operation. 


OBITUARY. 


MR.  SAMUEL  B.  KEPPEL,  president  of  the  Reading  (Pa.)  & 
Womelsdorf  Electric  Ry.,  died  last  month  at  his  home  in  Sinking 
Spring,  Pa.     He  was  55  years  old. 

MR.  E.  P.  WILLIAMS,  vice-president  of  the  Sherwin-Williams 
Co.,  died  Sund.iy,  May  3d,  at  his  home  in  Glenville,  O.  He  was 
61  years  old  and  prominent  in  Cleveland  business  circles. 

MR.  JEREMIAH  A.  FARRINGTON,  general  purchasing  agent 
of  the  Boston  &  Maine  Railroad,  died  May  nth  at  his  home  in 
Portsmouth,  N.  H.,  after  a  long  illness.  Mr.  Farrington  was  born 
in  Conway,  N.  H.,  June  19,  1843.  He  was  a  civil  engineer  by  pro- 
fession, and  early  engaged  in  railroad  work;  as  purchasing  agent 
for  the  Boston  &  Maine  he  had  charge  of  the  same  department  for 
the  electric  railways  controlled  by  this  company.  A  widow,  two 
sons  and  two  daughters  survive  him. 

MR.  JAMES  R.  M'CARDELL,  of  Trenton,  N.  J.,  died  April  22d, 
at  the  age  of  44  years.  He  was  well  known  to  electric  railway 
managers  from  his  connection  with  the  "Trenton"  trolley  wagon, 
which  was  invented  and  developed  by  the  firm  of  which  he  was 
the  head.  Mr.  McCardell  was  born  in  Trenton.  He  was  a  wood- 
worker and  in  1885  formed  a  partnership  with  Mr.  C.  H.  West, 
a  carriage  blacksmith,  to  build  carri.iges  and  wagons.  In  1886 
they  purchased  the  extensive  manufactory  of  Mr.  Richard  Sutphin, 
with  whom  they  learned  their  trades.  In  1891  Mr.  M.  J.  McDonald 
was  admitted  to  partnership  and  the  firm  name  changed  to  Mc- 


-Mav  X),  1903.] 


STREET  RAILWAY  REVIEW. 


263 


Cardell,  West  &  Co.  In  1S9S  Mr.  West  retired  and  the  firm  name 
was  clianged  to  J.  R.  McCardell  &  Co.  Mr.  McCardell  was  con- 
fined to  his  room  nine  months  by  his  last  sickness. 

SIR.  .\.  O.  KITTREDGE,  president  of  the  .Vccovmt,  .\udit  & 
Assurance  Co.,  of  New  York,  died  suddenly  in  Boston  March  23d. 
He  was  born  in  Dayton,  O.,  in  1S4S.  In  his  earlier  years  he  was 
bookkeeper  in  a  stove  foundry,  and  later  in  a  sheet  metal  house  at 
Salem,  O.,  where  he  published  a  "Manual  of  Sheet  Metal  Archi- 
tectural Work".  From  1874  to  1878  he  published  "The  Sheet  Metal 
Builder."  In  1886  he  published  "The  Office,"  a  monthly  periodical 
devoted  to  business  accounting.  In  i8go  the  paper  was  sold  and 
the  name  changed  to  "Business,  the  Office  Paper,"  Mr.  Kittredge 
being  retained  as  editor.  In  i8g8  Mr.  Kittredge  formed  the  Ac- 
count, .-\udit  &  .\ssurance  Co.  In  1900  Mr.  Kittredge  was  appointed 
Professor  of  the  Theory  and  Practice  of  Accounts,  in  the  School 
of  Commerce,  Accounts  and  Finance,  of  New  York  University. 
He  was  also  editor  of  the  institute's  semi-monthly  Bulletin.  He 
was  a  frequent  contributor  to  technical  periodicals  upon  accounting 
subjects  and  was  widely  known  among  street  railway  accountants. 

MRS.  T.  C.  PENIXGTON,  wife  of  Mr.  T.  C.  Penington,  treas- 
urer of  the  Chicago  City  Ry.  and  secretary  of  the  American  Street 
Railway  Association,  died  on  April  i6th  after  a  lingering  iUness. 
The  interment  was  at  Princeton,  111.,  the  former  home  of  Mrs. 
Penington,  on  .\pril   iqth. 


NEW  ^VAGE  SCHEDULES  FOR  STREET  RAIL- 
WAY   EMPLOYES. 


CONVENTION  ANNOUNCEMENTS. 


The  .\merican  Railway  Mechanical  &  Electrical  -Association, 
which  begins  its  convention  one  day  earlier  than  the  other  associa- 
tions, will  hold  business  sessions  on  each  of  the  four  days,  Sep- 
tember I,  2,  3  and  4.  Secretary  Mower  advises  us  that  the  papers  to 
be  presented  at  the  meeting  include  the  following: 

"Care  and  Maintenance  of  Car  Bodies '-^By  C.  F.  Baker,  super- 
intendent of  motive  power  and  machinery,  Boston  Elevated  Rail- 
way Co. 

"Improvements  in  Street  Car  Motors  ' — By  E.  W.  Olds,  superin- 
tendent of  rolling  stock,  Milwaukee  Electric  Railway  &  Light  Co. 

"The  M  Control" — By  \\'.  O.  Mimdy,  master  mechanic,  St.  Louis 
Transit  Co. 

"Use  and  .\buse  of  Controlling  Mechanism" — iiy  1).  F.  Carver, 
chief  engineer,  Cleveland  Electric  Railway  Co. 

"Shop  Kinks  ' — By  H.  H.  .'Vdams,  superintendent  of  shops,  United 
Railways  &  Electric  Co.,  Baltimore,  Md. 

"Car  Shop  Practices" — By  Alfred  Green,  master  mechanic,  Roch- 
ester Railway  Co. 

"Brakes" — By  C.  F.  Uebelccker. 

The  opening  address  will  be  made  by  the  president,  Mr.  Thomas 
Farmer,  superintendent  of  motive  power,  Detroit  United  Ry. 

NEW  LINES  OPENED  TO  TRAFFIC. 


The  first  car  was  sent  part  way  over  the  Danville  (lll.>,  Urbana 
&  Champaign  Railway  Co's.  new  line  from  the  Danville  end  May 
lOth.  Cars  have  been  running  east  from  Champaign  to  St.  Joe 
s<jme  time.    The  entire  system  will  be  in  operation  in  July. 

The  last  link  in  the  through  line  of  the  Utica  &  Mohawk  Valley 
Railway  Co.  between  Rome  and  Little  Falls,  N.  Y.,  37  miles,  was 
opened  -April  29th.  This  gives  a  double  track  route  over  private 
right  of  way  parallel  to  the  New  York  Central  railroad.  The  com- 
pany will  extend  the  line  15  miles  to  Oneida  this  summer. 

The  Baltimore,  Sparrows  Point  &  Chesapeake  Railway  Co.'s  sys- 
Icm  was  opened  to  traffic  as  far  east  as  Sparrows  Point  May  2d. 
This  is  a  new  property  of.  the  United  Railways  &  Electric  Co.,  of 
Baltimore. 

I  he  Camden  &  Suburban  Railway  Cos.  new  line  connecting 
Mo<jrestown  with  Stanwick,  N.  J.,  has  been  opened  to  traffic.  At 
Stanwick  connection  is  made  with  the  Burlington  County  Traction 
Co'«.  Mount  Holly  line. 

• *  «» 

At  the  dedication  of  Ihc  new  engineering  hall  of  the  Iowa  State 
College  of  Agriculture  and  Mechanic  Arts,  lo  take  place  at  Ames, 
la.,  May  22d  at  3  p.  m.,  addresses  will  be  delivered  by  Dr.  R.  H. 
Thur%tf<n,  of  Cornell  University,  Mr.  W.  Clyde,  of  Chicago,  and  Mr. 
M.  J.  Kiggs,  of  Toledo.    There  will  be  a  reception  at  H  p.  m. 


An  agreement  between  the  Interborough  Rapid  Transit  Co.  and 
its  Manhattan  elevated  railway  employes,  which  became  effective 
April  19th,  provides  the  following  wage  schedules: 

Conductors,  first  year,  $2.10  per  day;  second  year,  $2.25;  third 
year,  $2.40.  Guards,  first  year,  $1.55;  second  year,  $1.70;  third 
year,  $1.80;  fourth  year,  $1.95.  -Agents,  first  year,  $1.75;  second 
year,  $2.00.  Agents  who  are  operators,  first  six  months,  $1.75  per 
day;  second  si.x  months,  $2.00;  after  first  year,  $2.25.  Gatemen, 
first  year,  $1.40;  second  year,  $1.55.  Platform  men,  $1.75  a  day. 
Car  couplers,  $1.55.  Tower  switchmen,  first  year,  $2.31;  second 
year,  $2.47,  Hand  switchmen,  first  year,  $2.00;  second  year  and 
thereafter,  $2.20.     Car  cleaners,  $1.55.     Lamp  men,  $1.75. 

The  schedule  advances  the  wages  of  the  conductors  10  cents  per 
day  after  the  first  year,  guards  and  gatemen  15  cents,  platform 
men  10  cents,  couplers,  hand  switchmen  10  cents,  car  cleaners  S 
cents  and  lamp  men  15  cents.  The  others  get  no  increase.  Agents, 
platform  men,  gatemen,  ticket  choppers,  tower  switchmen  and 
couplers  may  have  one  day  oflf  each  month  without  loss  of  pay. 

'Hie  new  agreement,  which  has  no  time  limit,  provides  for  a 
work-day  not  exceeding  9}4  hours,  that  schedules  shall  be  made 
as  straight  as  possible,  that  a  permanent  grievance  committee  shall 
represent  the  men  on  all  future  negotiations  in  case  of  disputes  or 
difficulties,  and  there  arc  regulations  as  to  payment  of  men  for 
short  days  and  e.xtra  work  and  swings  between  runs. 

Beginning  May  ist  the  motormen  and  conductors  employed  by 
the  Augusta  (Ga.)  Railway  &  Electric  Co.,  and  the  Augusta  & 
Aiken  Railway  Co.,  receive  from  12  to  16  cents  per  hour,  instead 
of  from  8  to  14  cents,  length  of  service  prior  to  May  ist  to  govern 
the  amount. 

The  Youngstown-Sharon  (O.)  Railway  &  Light  Co.  has  in- 
creased the  wages  of  motormen  and  conductors  on  all  its  lines, 
including  the  New  Castle  &  Lowell  Electric  Ry.,  and  the  New 
Castle  Traction  Co.,  three  cents  an  hour.  The  original  demand  was 
for  an  advance  of  five  cents. 

The  Knoxville  Traction  Co.  has  advanced  the  wages  of  its  con- 
ductors and  motormen  two  cents  an  hour  to  14  cents.  After  five 
years'  service  the  rate  will  be  15  cents.  The  company  will  also 
furnish  two  uniforms  yearly  to  employes  who  have  no  accidents. 

The  motormen  and  conductors  of  the  Mobile  (..Ala.)  Light  & 
Railroad  Co.  have  been  granted  an  increase  in  pay  ranging  from  6 
to  15  per  cent. 

Motormen  and  conductors  of  the  -St.  Louis  &  East  St.  Louis 
Electric  Railway  have  received  an  increase  of  22^  cents  per  day; 
the  carmen  of  the  East  St.  Louis  &  Suburban  Railway  Co.  get  an 
increase  of  20  cents  per  day,  the  shopmen  15  cems,  and  the  line- 
men a  slight  increase. 

The  Oneonta,  Cooperstovvn  &  Richfield  Springs  Railway  Co.,  of 
Oneonla,  N.  Y.,  has  granted  its  conductors  and  motormen  an  18 
per  cent  increase  in  pay. 

J'he  employes  of  the  McKinley  syndicate  traction  lines  in  Illinois 
received  May  Day  gratuities  amounting  to  5  per  cent  of  tlicir  wages 
for  the  year  ending  Apr.  30,  1903. 

1  he  Chattanooga  Electric  Railway  Co.  has  increased  the  wages 
of  its  motormen  and  conductors  who  have  been  in  the  service  from 
two  to  five  years  one  cent  an  hour;  those  who  have  been  in  the 
service  more  than  five  years  are  -increased  two  cents  an  hour. 
Motormen  now  get  finm  i.|  to  18  cents  an  hour  and  conductors 
from  13  to  16  cents. 


CONDUCTOR  KILLED  IN  ST.  JOSEPH  COL- 
LISION. 


A  head-on  collision  between  two  cars  of  the  .St.  Joseph  (Mo.) 
Railway,  Light,  Heat  &  Power  Co.,  April  26lh,  due  to  the  failure 
of  the  crew  of  one  car  lo  wait  on  the  double  track  where  the  line 
merges  into  single  track  until  the  other  car  |)assed,  resulted  in  the 
death  of  a  conductor  and  probably  fatal  injuries  to  a  motorman. 
It  was  very  foggy  and  the  men  at  fault  thought  the  other  car  had 
passed.  '1  here  were  no  passengers,  lioth  c.■^•^  were  ha<lly  d.im- 
agcd. 


2<>i 


STREET  RAILWAY  REVIEW. 


[Vol.  Xm.  No.  5 


PUBLISHIO   ON   THE   20th  OP   lACH   MONTH. 

WINDSOR  &   KENFIELD  PUBLISHING  CO.. 

45-47  PLYMOUTH  PLACE,  CHICAGO,  ILL. 


OML*  *OOKI*Si      WINPISLD.' 


LONS   OISTANCI  T»l.»PHON».  H«WWI30N  75*. 

Th.-  imlilUhcr  of  tin-  Strkrt  Raiuwav  Rrvikw  cssm-s  eacli  yt-ar  on  llic 
mc.i^iiiii  «(  the-  mi'CtliU'ol  111.-  Aiiurkan  Strc-l  Railway  Assiicialioii  fuur  or  more 
nuiiilMr»  o(  111.-  /iui/>  \lrr,l  Hailu.i,  Ut;ir:t.  which  iHijulilishi-il  in  tlu-timvi-ntion 
tilv  an.l  coiilaiiis  ifu-  c.>iiv.-iui..n  r.-in.rl-*.  Tli.-  /).i//i'  Slr/rl  /laihfitr  Rtvirtu  i« 
si-|<;iratc  from  Ibc  Stkkkt  Railway  Rb\  ikw,  liul  is  in  its  naluri-  suppli-nientary 
tlK-rctu.  . 


SUBSCRIPTION  RATES: 

In  the  I'niteil  St.ttes,  Canada  or  Me.xico: 

Stkkkt  R.mi.w.w  Rkvikw  (12  monthly  issues) $2.75 

Daily  Street  Railway  Revieiv  (four  or  more  issues) 50 

Combined  Sub.scripti'on  (KiiViKW  ami  Daily  Review) 3.00 

In  All  Other  Countries: 

Stkkkt  Railway  Rkvikw  (12  monthly  issues) 3.  /5 

i)aily  Street  Railway  Reviezv  (four  or  more  issues) 50 

Combined  Subscription  (Rkvikw  and  Daily  Review).  .^._IV0 

Addrtss  all  Commmucalioms  and  Rtmillttncts  to  Windsor  i  Ktnftid  Pnblisking  Co. 
Chicago,  III.  


CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
entrained  in  any  branch  of  street  railway  work,  and  will  ffratefully  appreciate 
any  marked  copies  of  pajiers  or  news  items  our  street  railway  friends  may  send 
us.  pertaining;  .-ilher  to  companies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 
If  Tou  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
you  much  time  and  trouble.  Drop  a  line  to  The  Review,  statinp  what  you  are 
in  the  market  for,  and  yon  will  promptly  receive  bids  and  estimates  from  all  the 
best  dealers  in  that  line.  We  make  no  charge  for  publishing  such  notices  iu  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  XIII. 


H&Y  20,  1903. 


NO.  5 


SUMMARY  OF  CONTENTS. 

I...S    .VriK.le.s    &    P^cilit-    Klectric    Railway    System.    I.os    Angeles. 

I'al.— I.       Illiislrateil 249 

Ixinaon  (Eng.)  Subway  System 25S! 

Southwestern  Gaa.  Electric  &  Street  Railway  Association  Meeting..  25,S 

Annual    Report  o(   the  General   Electric   Co 25S 

New  Emergency  Line  Car.    By  James  H.  Creedon.     Illustrated 269 

Per.-<onal  - -260 

Obituary   262 

Convention  Announcements   263 

New  Lin-.^s  Opened  to  Traffic 263 

New  Wage  Schedules  for  Street  Railway  Employes 263 

Editorial  2M 

Receivers  for  Chicago  L'nion  Traction  Co 26ii 

Strikes  of  the  Month 266 

CTilcaeo  General  Transfers  Held  Good 266 

Design  of  the  New  Power  Plant  of  the  Everett  Railway  &  Electric 

Co.     By   p:dward  V.   Burch.     Illustrated 267 

Liverpool  Corporation  Tramways  272 

Philadelphia  to  New  York  by  Trolley.     Illustrated 272 

Street  Railway  Park   Development— VI.     Illustrated 273 

Designing  T.'rminai  Facilities.     Illustrated 273 

How  to  .\dvertlse  Street  Railway  Parks 277 

Descriptions  of  Parks.     Illustrated   279 

Paint   281 

A  Convenient  Pit  Table.     By  Joseph  H.  Smith.     liliistraled 282 

New  Transfer  Station  at  Nashville.  Tenn.    Illustrated 283 

Announctment  for  .\ccoiintants"  Convtntlon 284 

Strc-et  Railways  and  the  Y.  M.  C.   A.     By  T.  J.  Nicholl 284 

Through  Line  from  Cleveland  to  Columbus 285 

Starling  and  Stopping  Condensing  Engines  2S6 

Buffalo.  Dunkirk  .%  Western  R.ailroad  Co 286 

Pavements  .\dJoinlng  Rails.    By  Daniel  B.  Luten.    Illustrated 287 

Power  Transmission  and  Distribution  In  Utah.     By  O.  A.   Honnold. 

Illustrated   288 

Econ.imy.     By  G.  J.  A.  P 289 

Growth  of  Klectric  Railways  299 

Worcester  &   (Connecticut  Eastern  Railway  Co.     Illustrated 290 

Heating  and  Ventii  iti.in  of  Railroad  Shops.    J.  I.  I.ylc,  M.  E.    Illus- 
trated    291 

Ma-ssaehusetts  Notes  292 

Third  Rail  for  High  Speed  Electric  Service 293 

Recent  Street  Railway  Decisions 295 

Financial 299 


CONVENTION  SOUVENIR. 

The  .street  railway  convenlioiis  this  year  arc  to  be  held  more  than 
a  month  earlier  than  is  usual,  and  in  consequence  our  regular 
August  number  will  be  made  the  Saratoga  Convention  Souvenir. 
This  issue  will  bear  date  August  xith,  but  will  be  mailed  some 
days  earlier  in  order  that  copies  may  reach  all  subscribers  before 
delegates  leave  for  the  conventions.  No  pains  will  be  spartd  to 
make  the  13th  Annual  Convention  Souvenir  the  most  elaborate  and 
attractive  number  that  the  "Review"  has  ever  published. 


DAILY  STREET  RAILWAY  REVIEW. 

rile  "Daily  Street  Railway  Review",  the  publication  of  which 
was  coinnienccd  in  1899,  on  the  occasion  of  the  street  railway  con- 
ventions that  year  held  in  Chicago,  will  be  an  important  feature 
of  the  coining  meetings.  There  will  be  four  issues  of  the  "Daily" 
published  at  Saratoga,  appearing  on  the  mornings  of  Wednesday, 
Thursday,  Friday  and  Saturday,  September  2d,  3d,  4th  and  Sth. 
Copies  will  be  mailed  daily  lo  our  subscribers  and  reach  every 
street  railway  in  the  world;  at  Saratoga  the  paper  will  be  dislrib- 
ulcd  at  the  hotels  and  convention  halls. 

The  "Daily  Review"  is  greatly  appreciated  by  officials  present  at 
the  conventions  and  perhaps  even  more  so  by  those  who  are  unable 
10  attend ;  the  "Daily"  brings  to  these  latter  the  first  complete 
account  of  the  proceedings.  There  is  no  better  index  of  the  suc- 
cess which  has  been  achieved  by  the  "Review"  in  the  publication 
of  special  convention  reports  than  the  growth  of  the  "Daily"  during 
the  last  four  years  in  the  number  of  its  reading  pages  and  the 
volume  of  patronage  extended  by  advertisers  in  the  street  railway 
field.  In  1899  each  issue  of  the  "Daily  Review"  contained  an  aver- 
.igc  of  42  pages  of  which  20  were  reading  matter;  in  1902  the 
"Daily"  published  at  Detroit  had  in  e<ich  number  an  average  of 
75  pages,  of  which  33  were  reading  matter.  The  "Daily"  is  in  its 
nature  supplementary  to  the  monthly  "Street  Railway  Review" 
and  for  convenience  should  be  bound  with  the  latter;  to  facilitate 
this  arrangement  the  folio  numbers  of  the  Saratogo  "Daily"  will 
be  consecutive  with  ihose  of  the  monthly  following  next  after 
.•\ugust. 

By  reason  of  there  now  being  three  street  railway  convenlioiis, 
instead  of  but  two  as  for  the  past  six  years,  the  field  for  the  "Daily 
Review"  is  broader  ilian  heretofore  and  the  need  greater. 


MECHANICAL  AND  ELECTRICAL  ASSOCIATION. 

I  lie  ijrclimiiKiry  aiiiiounccinciits  uf  the  .\nKrican  Railway  Me- 
chanical and  Electrical  Association  regarding  its  coming  convention 
have  been  issued  and  a  list  of  the  papers  to  be  presented  will  be 
found  on  another  page.  The  program  includes  the  subjects  of  car 
bodies,  car  motors,  car  brakes,  methods  of  car  control,  and  shop 
practice.  The  fact  that  the  other  portion  of  the  field  covered  by 
this  association — the  power  station — has  not  been  represented  to 
an  equal  extent  is  doubtless  due  to  the  choice  previously  made  by 
the  American  Street  Railway  Association  for  its  program  of  two 
power  house  subjects — "Steam  Turbines"  and  "The  Manuf.icuire 
and  Distribution  of  Alternating  Current  for  City  Systems." 

The  mechanical  and  Electrical  .Association  now  has  a  total  mem- 
bership, in  all  classes,  of  72,  which  is  a  most  satisfactory  growth 
and  indicative  of  need  that  is  felt  for  an  association  of  this  character. 


THE  CHICAGO  SITUATION. 

During  llic  past  month  but  little  progress  has  been  made  towards 
a  settlement  of  the  Chicago  franchise  question.  The  Illinois  Legis- 
lature finally  passed  an  enabling  .tct  under  which  any  city  in  the 
state  may  acquire  and  operate  the  street  railways  within  its  limits, 
provided  that  the  proposition  to  do  so  be  first  submitted  to  the 
electors  and  approved  by  three-fifths  of  those  voting  thereon.  It 
is  provided  that  either  bonds  of  the  city  or  certificates  which  shall 
be  a  lien  only  on  the  street  railway  property  purchased  may  be  issued 
in  payment.  Further,  in  event  of  default  in  the  payment  of  the 
certificates  or  the  interest  thereon,  foreclosure  proceedings  may 
be  taken ;  hut  in  such  case  the  right  to  operate  the  properties  is 
limited  to  20  years.  .Assuming  that  this  bill  receives  the  approval 
hy  the  governor  (which  as  we  go  to  press  is  still  a  matter  of  doubt) 
we  have  but  little  faith  in  its  efficacy.  The  street  railway  companies 
still  have  claims  under  the  99-year-act  which  must  be  adjudicated 
or  compromised  before  a  settlement  can  be  efTected. 

The  most  important  event  of  the  past  month  was  the  appointment 


Mav  20,  igoj] 


STREET  RAILWAY  REVIEW. 


265 


of  receivers  for  the  Chicago  Union  Traction  Co.  by  the  United 
States  court.  Such  a  step  was  considered  necessary  largely  because 
of  the  city's  attitude  regarding  the  99-year  act  in  the  negotiations 
with  the  company  earlier  in  the  year. 


STREET  RA1L\P AY  MEN  AND  THE  Y.  M.  C.  A. 

On  another  page  we  print  extracts  from  an  address  delivered  by 
Mr.  T.  J.  Xicholl,  vice-president  and  general  manager  of  the  Roch- 
ester Railway  Co.,  before  the  conference  of  the  International  Y.  M. 
C.  A.,  at  Topeka,  Kan.  Mr.  Xicholl  describes  the  manner  in 
which  a  Y.  M.  C.  A.  branch  was  established  by  his  company  but 
a  short  time  ago,  and  the  general  improvement  noticeable  in  the 
demeanor  of  the  employes  due  to  its  establishment.  It  is  the  desire 
of  every  street  railway  manager  to  employ  honest,  sober  and  trust- 
worthy men  and  we  belie\e  that  the  street  railways  present  an 
important  lield  for  Y.  M.  C.  A.  work,  not  because  street  railway 
men  as  a  rule  do  not  compare  favorably  with  other  classes  of  em- 
ployes, but  largely  for  the  reason,  as  pointed  out  by  Mr.  Nicholl, 
that  many  of  these  men  are  employed  intermittently  and  having 
much  spare  time  on  their  hands  require  some  such  influence  as  is 
extended  by  the  Y.  M.  C.  A.  to  neutralize  the  evil  influences 
which  always  beset  idle  men  in  large  communities.  While  it  may 
not  be  best  to  press  religious  subjects  upon  employes  to  any  great 
e.\tent  the  general  moral  tone  of  the  men  cannot  but  be  improved  by 
the  surrounding  influences  of  such  an  organization,  and  this  work  is 
worthy  of  the  consideration  of  every  street  railway  manager. 


THE  LOS  ANGELES  RAILWAY  SYSTEMS. 

In  ihij  number  l^  commenced  a  description  of  the  urban  and 
inlerurban  street  railway  systems  of  Los  Angeles  which  have 
recently  been  acquired  by  the  Huntington-Hellman  syndicate  and 
which,  at  the  present  time,  aggregate  over  300  miles  of  track. 
From  the  description  which  we  give  it  will  be  apparent  that  the 
management  of  these  properties  is  adopting  a  policy  of  putting 
their  roads  in  a  first-class  physical  condition,  and  the  engineering 
details  of  the  power  plants  have  been  carefully  considered.  Like 
most  of  the  larger  systems  of  the  eastern  and  middle  states  this 
southern  California  system  has  grown  to  its  present  proportions 
through  the  merging  of  several  smaller  companies.  It  compares 
very  favorably  in  size  at  this  time  with  many  of  the  most  important 
systems  in  the  older  settled  parts  of  the  country  and  as  constant 
additions  arc  being  made  it  will  undoubtedly,  in  the  near  future, 
rank  among  the  largest  of  our  interurban  systems.  The  plants  of 
the  system,  which  arc  described  in  considerable  detail,  do  not 
present  any  unusual  engineering  features,  but  what  will  appeal 
most  strongly  to  the  street  railway  engineers  is  the  thorough  and 
substantial  construction  which  characterizes  all  the  work  of  the 
company.  In  addition  to  the  power  plants  described  the  companies 
maintain  a  very  complete  set  of  machines  and  repair  shops  which 
constitute  a  complete  car  building  establishment.  These  shops 
present  an  excellent  illustration  of  individual  motor-driven  plants, 
and    will    \>c   described    and    illustrated    in    the    June    issue    of    the 

••K._-Vicv.'.  • 

SOMETHING  FOR  NOTHING. 

The  receipt  of  an  inquiry  from  a  street  railway  company  for  in- 
formation as  to  the  business  of  a  company  that  claims  to  "ride  you 
on  any  street  car  or  elevated  railroad  in  the  United  States  for  one 
cent,"  prompts  a  short  discussion  on  the  methods  by  which  this  is 
attempted.  The  subject  is  not  a  new  one,  as  about  three  years  ago 
considerable  attention  was  attracted  to  various  "endless  chain" 
schemes  for  selling  street  railway  tickets,  which  were  operated  in 
different  cities,  among  them  .Atlanta,  Baltimore,  Chicago,  Kansas 
City,  Pittsburg  and  Washington.  In  several  of  these  places  the  pro- 
moters of  the  system  were  arrested  and  forced  to  leave  town.  After 
the  full  exposure  of  the  principles  of  the  endless  chain  made  at  thai 
lime  it  is  rather  surprising  that  such  a  company  should  be  able  to 
continue  in  business,  yet  at  this  time  a  concern  slyled  the  American 
Street  Car  Transportation  Co.,  and  purporting  to  be  incorporated 
in  New  York  with  a  capital  of  $100,000,  is  again  undertaking  to  pro- 
vide a  gullible  public  with  something  for  nothing,  with  a  profit  for 
the  promoter. 

Briefly  stated  the  scheme  is  as  follows:  A  person  (whom  we  will 
call  B)  desiring  to  secure  street  railway  tickets  at  the  advertised 
rate  of  one  cent  each  first  buys  an  "introduction"  from  some  former 
invrtlor  (whom  we  will  call   A)   or  an  agent  of  the  company  pay- 


ing tlicrefor  J5  cents;  this  intruductiuii  with  75  cents  additional  is 
forwarded  to  the  company,  which  returns  three  coupons;  the  pur- 
chaser sells  the  coupons  to  three  of  his  friends  (who  may  be  desig- 
nated as  C)  for  25  cents  each,  retaining  the  money  so  received,  and 
after  the  said  three  friends  have  each  sent  their  respective  coupons 
and  75  cents  to  the  company,  the  latter  sends  B  25  street  railway 
tickets. 

B  has  expended  $1.00  and  received  75  cents  tfrom  the  three 
friends,  C)  and  tickets  to  the  value  of  $1.25,  showing  a  protit  of 
$1.00  on  the  transaction. 

The  company  has  received  $2.25  (75  cents  each  from  the  three 
friends,  C)  and  has  given  B  tickets  worth  $1.25,  showing  a  profit  to 
the  company  of  $1.00. 

If  each  of  the  three  persons  whom  we  have  designated  as  C  are 
to  fare  as  well  as  B  did,  nine  others  in  class  D  must  in  the  aggre- 
gate give  the  company  $6.75,  of  which  the  latter  retains  $3.00  as 
profit.  It  is  apparent  that  if  we  consider  as  a  whole  the  public 
which  pays  for  and  uses  the  tickets  it  is  expending  $2.25  for  every 
25  tickets  received  in  return,  or  a  premium  of  80  per  cent  on  their 
face  value.  Taking  Chicago  with  a  population  of  approximately  two 
millions,  for  instance,  and  assuming  that  tickets  for  the  200  rides 
per  annum  that  each  person  takes  are  all  secured  on  the  endless 
chain  system,  the  solution  of  some  simple  problems  in  geometrical 
progression  shows  that  after  the  year's  supply  of  tickets  had  been 
secured,  assuming  the  sales  of  endless  chain  coupons  to  have  been 
made  to  Chicago  people  only,  the  situation  would  be  as  follows : 
The  street  railway  companies  would  have  gross  receipts  of  $20,000,- 
000.  The  endless  chain  concern  would  have  its  profit  of  one  dollar 
on  each  25  tickets,  amounting  to  $16,000,000.  Each  and  every  one 
of  the  2,000,000  inhabitants  of  the  city  would  have  on  the  average 
48  coupons  and  be  looking  for  a  inarket  among  the  others  who  were 
similarly  situated. 

Of  course  such  a  scheme  could  never  be  carried  so  far,  although 
to  reach  the  results  stated  only  17  links  in  the  chain  would  be 
needed,  starting  with  a  single  purchaser.  Long  before  the  end  the 
difficulty  in  finding  purchasers  for  coupons  would  appear  and  under 
the  most  favorable  circumstances  aliout  the  time  that  the  people 
composing  class  K  (to  return  to  the  A,  B  and  C  series  begun  in  our 
second  paragraph)  some  15,000  in  number  had  disposed  of  their 
tickets  to  the  three  times  more  numerous  class  L,  the  coupon  com- 
pany's profit  on  the  tickets  supplied  to  class  J  would  be  carried  as 
a  loss  among  classes  K  and  L,  at  25  centi  pur  head,  and  the  K 
people  would  have  no  tickets. 

.-Xny  enterprise  which  inevitably  leads  to  such  a  result  as  this  is 
beyond  question  against  public  policy,  and  the  efforts  of  street  rail- 
way companies  whose  tickets  are  made  the  commodity  to  be  han- 
dled, should  be  directed  toward  suppressing  the  scheme,  which  is 
essentially  a  confidence  game.  The  appeal  is  made  to  avarice  and 
credulity,  under  the  guise  of  presenting  a  business  proposition,  the 
jiromoter  well  knowing  that  success  depends  upon  contiimous  opera- 
tion, and  that  after  a  brief  period  continuous  operatidii  is  an  im- 
possibility.  

ECONOMY  OF  COMBINED  SERVICE. 

Un  auuther  page  will  be  fuuntl  an  interesting  tlescripliuii  uf  the 
power  plant  and  system  of  the  Everett  Railway  &  Electric  Co.,  by 
Edward  P.  Burch,  which  is  deserving  of  attention  not  only  because 
of  the  somewhat  unusual  features  of  the  design  but  on  account 
of  the  economy  in  operation  which  is  attained  by  the  combination 
of  an  electric  railway,  an  electric  lighting  and  a  city  water  pumping 
station  in  one  plant.  The  combination  of  these  three  loads  is  found 
profitable  for  the  reason  that  as  their  peaks  do  not  overlap,  the 
total  load  on  the  boilers  and  engines  is  much  more  nearly  uniform 
than  it  would  be  with  either  of  the  separate  loads  carried  independ- 
ently, and  at  the  same  time  it  enables  the  station  units  to  work  at 
an  average  load  which  approaches  their  maximum  capacity.  The 
idea  of  the  designer  throughout  has  been  to  enable  the  units  to 
work  as  near  their  maxinuun  loads  as  possible  at  all  times,  and 
this  is  one  of  the  most  important  considerations  in  the  economical 
running  of  a  plant ;  with  this  end  in  view  the  rotary  converter  is 
used  for  converting  from  550-volt  direct  current  to  380-volt,  two- 
phase  alternating  current,  the  latter  being  raised  by  static  trans- 
formers to  2.200  volts,  and  vice  versa.  This  allows  one  of  the  units 
til  be  shut  down  in  times  of  light  load  permitting  the  inaxinnim 
and  therefore  the  mo'-l  eciiniimical  ln.-uling  nf  the  engines  at  all 
times. 


266 


STKI-:h:i'    KAILWAV    ki:\  I  l".\V. 


(Vol.  XllI,  No.  5. 


RECEIVERS  FOR  CHICAGO   UNION   TRACTION 
COMPANY. 


Since  ihc  publication  of  the  report  of  the  Chicago  Union  Trac- 
tion Co.  for  the  year  ending  June  30,  19OJ,  it  has  hecn  considered 
probable  that  a  reorganization  of  the  company  might  be  neces- 
sary, but  it  was  not  cx|)cctcd  that  steps  in  this  direction  would  be 
taken  until  after  the  company  had  concluded  negotiations  with  the 
city  for  the  extension  of  the  fraiicliises  under  which  it  operates.  ■The 
failure  of  the  conferences  held  during  the  early  part  of  the  present 
year  between  representatives  of  the  city  council  and  the  traction 
companies,  and  particularly  the  demand  of  the  city  that  claims  under 
the  99-ycar  act  be  waived  as  a  preliminary  to  further  negotiations, 
however,  hastened  a  crisis,  and  on  April  zjd  application  was  made 
to  the  United  States  Circuit  Court,  by  the  GuaraiUy  Trust  Co.  of 
New  York,  for  the  appointment  of  receivers  for  the  Chicago  Union 
Traction  Co.,  and  its  two  lessor  companies,  the  North  Chicago 
Street  Railroad  Co,  and  the  West  Chicago  Street  Railroad  Co. 

The  three  companies  confessed  judgment  on  notes  held  by  the 
Trust  company,  the  amounts  being  $ji8.7J7.2j,  against  the  Union 
Traction,  $565,089.29  against  the  North  Chicago,  and  $270,476.50 
against  the  West  Chicago.  On  the  return  of  executions  unsatisfied 
Judge  Grosscup  named  R.  R.  Covin,  of  li.  B.  Hollins  &  Co.,  New 
York;  James  11.  Eckles,  president  Commercial  National  Bank.  Chi- 
cago, and  treasurer  of  the  Union  Traction  company,  and  M.  E. 
Sainpscll,  clerk  of  the  United  States  Circuit  Court  for  the  Northern 
Di.strict  of  Illinois,  as  joint  receivers  for  the  three  companies. 

Following  the  appointment  of  receivers  there  were  numerous 
meetings  of  difTerent  factions  of  the  stockholders  affected,  but  as 
yet  no  definite  plans  for  action  have  been  determined  by  the  various 
protective  committees  appointed  to  represent  stockholders. 

May  14th  the  receivers  presented  to  the  court  a  petition  for  in- 
structions in  which  is  given  a  full  history  of  the  companies  affected. 
and  the  causes  which  made  a  receivership  necessary  explained. 
Among  these  arc  the  loss  of  traffic  amounting  to  $700,000  per  annum 
to  the  Northwestern  Elevated  R.  R.,  an  increase  of  $353,000  per 
year  in  wages  paid  employes,  and  an  increase  of  $292,000  in  the 
taxes  assessed  for  1903  as  compared  with  1900. 

The  most  startling  statement  in  this  document  is  an  allegation 
that  the  earning  capacities  of  the  North  and  West  Chicago  compa- 
nies had  been  misrepresented  to  the  Chicago  Union  Iraction  Co. 
The  petition  says : 

"Your  petitioners  further  show  that  tlicy  arc  informed  and  be- 
lieve that  for  the  three  fiscal  years  ending  July  i,  1897,  1898  and 
1899,  the  North  Chicago  Street  Railroad  Co.  declared  and  paid  divi- 
dends of  12  per  cent  per  annum  upon  its  entire  outstanding  capital 
slock  and  the  West  Chicago  Street  Railroad  Co.  for  the  same  pe- 
riod declared  and  paid  in  each  year  a  dividend  of  6  per  cent  upon 
its  entire  outstanding  capital  stock. 

"Your  petitioners  show,  however,  as  they  arc  informed  and  be- 
lieve, that  the  North  Chicago  Street  Railroad  Co.,  during  said  fiscal 
years  ending  July  i,  1897,  1898  and  1899,  did  not  earn  a  dividend 
upon  its  capital  stock  exceeding  8J4  per  cent  per  annum  and  the 
West  Chicago  Street  Railroad  Co.  did  not  earn  a  dividend  exceeding 
3.85  per  cent  per  annum." 

Instructions  were  asked  concerning  the  payment  of  rentals  to  the 
North  and  W'est  Chicago  companies  and  the  court  authorized  the 
receivers  to  borrow  the  money  needed  to  pay  the  West  Chicago  rent- 
als due  May  15th,  $149,835,  and  to  pay  accrued  interest  on  the  ex- 
isting floating  debts.  The  matter  of  North  Chicago  rentals  due  July 
15th  was  not  covered  in  the  order. 

With  the  object,  it  is  believed,  of  bringing  the  Union  Traction 
properties  under  the  control  of  the  state  courts  application  for  the 
appointment  of  a  receiver  for  the  fraction  company  was  made  in 
the  Cook  County  Superior  Court,  May  8th.  The  petitioners  were 
two  holders  of  bonds  of  underlying  companies.  Max  Kollinger  and 
Adolph  Nathan,  and  two  others,  Ernest  Hanks  and  Peter  Scher- 
man,  who  are  plaintiffs  in  personal  injury  actions  now  pending.  .'\ 
hearing  on  this  petition  was  postponed  until  May  15th,  and  then  put 
over  till  May  26th.  . ^  ,  ^ 

CHICAGO  GENERAL  TRANSFERS  HELD  GOOD. 


Judge  Haker  of  the  Cook  Circuit  Court  on  May  8ih  overruled  the 
ileniurrcrs  entered  by  the  defendant  companies  and  held  that  pas- 
sengers leaving  (he  cars  of  the  General  railway  on  East  22d  St.  arc 
entitled  to  transfers  to  the  lines  of  the  City  railway.  An  appeal  will 
be  taken  to  get  an  early  ruling  from  the  upper  courts. 

The  decision  was  based  on  city  ordinances  which  provide:  I. 
That  passengers  on  the  22d  St.  line  of  the  Chicago  City  Ry.  shall  be 
transferred,  either  way  to  or  from  the  north  and  south  lines  of  said 
company  which  they  cross,  without  additional  fare.  3.  That  at  any 
point  where  any  line  of  any  street  railwuy  owned,  leased  or  oper- 
ated by  any  corporation  within  the  limits  of  the  City  of  Chicago 
crosses  or  intersects  any  other  line  of  street  railway  owned,  leased 
or  operated  by  the  same  cor|>oration,  passengers  on  the  first  men- 
tioned line  shall  be  given  free  transfers,  etc. 

The  East  22d  St.  line  is  owned  by  the  Chicago  City  Ry.  and  in 
1897  was  leased  to  the  Oiicago  General  Ry.,  by  which  it  is  operated. 


Mention  was  made  last  month  of  mandamus  proceedings  institute<l 
by  one  W.  A.  Hall  to  compel  the  interchange  of  transfers  between 
t!ie  Chicago  City  Railway  Co.  and  the  Chicago  General  Railway  Co. 


STRIKES    OF   THE    MONTH. 

The  motormcn  and  conductors  of  the  Union  Electric  Co.,  of 
Dubuque,  la.,  struck  at  8  p.  m..  May  6th,  for  recognition  of  the 
union  and  to  secure  the  reinstatement  ot  the  local  union's  presi- 
dent and  secretary,  who  were  discharged  for  violation  of  the  rules. 
The  entire  system  was  tied  up.  May  9th  the  company  started  its 
cars,  but  was  compelled  to  abandon  the  attempt  after  two  cars  had 
been  wrecked  and  several  motormcn  assaulted.  Arbitration  was 
proposed  May  12th,  Archbishop  Kcan  and  Judges  Shires  and  O'Don- 
nell  being  the  company's  selections.  It  was  thought  the  union  would 
name  arbitrators  also. 

The  subway  strike  in  New  Y'ork,  which  began  in  a  small  way 
among  laborers  in  one  section,  assumed  serious  proportions  May 
1st,  when  laborers  and  teamsters  to  the  number  of  several  thousand 
struck  throughout  the  subway.  The  Rapid  Transit  Contractors' 
Association  claimed  that  the  Central  Federated  Union  violated  a 
two-years'  agreement  made  June  4,  1901,  by  endorsing  the  strike. 
The  union  replied  that  it  was  not  responsible  for  the  acts  of  the 
excavators'  and  rockmen's  unions,  which  were  formed  after  the 
agreement  was  signed,  nor  for  the  teamsters'  union.  During  the 
first  half  of  this  month  riots  and  bloodshed,  calling  for  extra  police 
vigilance,  were  prevalent,  especially  in  Brooklyn  and  the  Bronx. 
May  nth  John  B.  McDonald,  contractor,  sent  an  ultimatum  to  the 
Central  Federated  Union  that  it  must  order  the  strikers  back  to 
work  without  delay,  or  their  places  would  be  filled  by  others  as 
rapidly  as  possible.  It  was  staled  that  if  the  excavators'  and  rock- 
men's  unions  could  get  their  members  to  consent,  the  central  union 
would  order  the  men  back  pending  arbitration.  Work  on  the  sub- 
way has  been  considerably  delayed. 

All  the  state  owned  railroads  of  Victoria,  .-Xustralia,  including  the 
Melbourne  lines,  are  tied  up  by  a  strike  which  began  May  8th.  The 
government  is  willing  to  allow  the  men  to  have  their  own  organiza- 
tion, but  objects  to  their  affiliating  with  the  general  organization 
known  as  Victoria  Trades  Hall.  The  government  guaranteed  dou- 
ble wages  to  non-strikers  for  two  months  and  notified  the  men  that 
ihey  would  lose  their  pensions  if  they  struck.  They  were  given 
until  May  12th  to  withdraw  from  Trades  Hall,  .\bout  11,000  men 
are  involved  in  the  dispute.  A  limited  passenger  service  has  been 
maintained,  but  freight  traffic  is  suspended.  A  special  session  of 
Parliament  was  called  to  act  in  the  matter. 

The  Connecticut  Railway  &  Lighting  Co.,  which  successfully  com- 
bated the  Waterbury  strike,  referred  to  in  the  "Review"  for  March 
and  .\pril,  1903,  has  another  strike  on  its  hands  at  Bridgeport, 
Conn.,  where  the  company's  headquarters  are  located.  Sunday,  May 
17th,  the  company  started  six  cars  on  the  Barnum  and  State  St. 
lines  with  nonunion  men  in  charge.  A  mob  of  4.000  persons  stoned 
the  cars  and  drove  them  back  to  the  barns.  The  12  nonunion  motor- 
men  and  conductors,  a  dozen  passengers  and  14  deputy  sheriffs  were 
injured  by  missiles  and  the  mayor,  who  was  elected  on  a  labor 
ticket,  was  struck  on  the  head  with  a  stone  while  he  was  attempting, 
it  is  alleged,  to  effect  the  release  of  a  rioter  whom  a  deputy  sheriff 
had  arrested.  It  required  the  combined  efforts  of  the  police,  deputy 
sheriffs,  firemen  and  100  or  more  nonunion  men  to  disperse  the  mob, 
which  gathered  in  front  of  the  car  barn  and  destroyed  as  much  of 
the  company's  property  it  could  reach.  Streams  of  water  from  the 
fire  hose  were  most  effective  in  dispersing  the  crowd.  No  more  cars 
were  sent  out  Sundav. 


May  jo.  mio.i  1 


STREET  RAILWAY  REVIEW. 


267 


Design  of  the  New  Power  Plant  and  System  of  tlie  Everett  Railway  & 

Electric  Co.* 


BY   EDWARD  P.    BURCH. 


(A  combination  found  profitable  of  an  electric  railway,  electric 
lighting  anil  city  water  pumping:  system  in  a  smalt  city.  An  original 
and  peculiar  adaptation  of  a  rotary  converter  to  improve  the  economy 
of  the  engines.  Tile  advance  in  central  station  development  during 
the  past  decade.    The  operation  of  the  services.— Editor.) 

Everett.  Wash.,  is  located  on  Puget  Sound  where  the  Great  North- 
ern Railway  line  from  St.  Paul  to  Seattle  first  touches  salt  or  tide 
water.  The  city  was  platted  in  1892.  The  population  in  19OJ  is 
20,000.  The  city  is  growing  very  rapidly,  as  are  all  the  new  north- 
west coast  lumber  and  shipping  towns. 

The  first  electric  railway  and  electric  lighting  plant  in  Everett 
was  installed  in  1893  by  Mr.  Leo  Daft.     It  had  the  following  char- 


The  scrxice  was  not  rcliahle.  The  elcclric  light  meters  were  ahan- 
dcMied.  The  40-II).  girder  rail  on  si.x  miles  of  track  began  to  warp 
and  the  joints  to  flatten  as  the  fir  ties  rotted  and  sank  in  the  clay. 
The  service  on  one  long  grade  which  ran  from  10  per  cent  to  13 
per  cent  was  abandoned.  The  trolley  line  became  the  talk  of  the 
newspapers  which  advocated  new  franchises  for  other  interests.  A 
deficit  from  the  operation  of  the  system  was  the  natural  result. 
The  depreciation  on  the  property  had  been  rapid. 

In  1901,  the  railway  and  lighting  property  was  purchased  by  in- 
terests represented  in  the  Everett  Improvement  Co.,  which  com- 
pany owned   the  town   site,   the   city  water   system,   the   docks,   etc. 


INTERKjR   Ol''    I'OWKH    llOTSK.    KVIOHETT    HAlt.WAY    *    ICl.lOl    T  U  Ic '  CO. 


actcristics:  Low  pressure  return  tubular  boilers,  burning  slabs  for 
fuel;  a  high  speed  engine  belted  to  a  long  countershaft  which  in 
turn  was  Incited  to  several  "Standard"  40-liglit  arc  machines,  to 
three  45-kw.,  13.^  cycle  alternators  and  to  a  7S-kw.  500-volt  railway 
generator.  As  the  system  grew  two  belted  engines  were  added, 
also  several  small  belled  generators;  and  later  a  simple  non-condens- 
ing belled  Corliss  engine.  Kinally,  the  railway  plant  was  transferred 
to  another  building,  a  half  mile  distant,  allowing  room  for  temporary 
additions  in  the  original  plant. 

In  Ihe.  course  of  time  the  electric  lighting  lines  assumed  a  ragged 
appearance.     The   regulation  of  the  overloaded   lines  became  bad. 


*Krom  a  ri'ccnt  addri-HM  lM.>roro  (he  flludcntii  In  power  plant  design 
at  MlnncwiU  Hlatc  Univcraity. 


The  purchase  was  made  vei'y  largely  because  the  old  railway  and 
lighting  system  was  not  being  imiiroved  or  e.xlendctl  or  properly 
managed  and  thus  it  was  hindering  the  grovvlli  of  the  cily  and  the 
Improvement   company's  land  and  other  valuable  interests. 

The  new  president  of  the  company,  John  T.  McChcsncy,  employcil 
I  be  writer  as  consulting  engineer  to  design  a  new  plant,  suitable 
fcir  the  ra|iidly  growing  city;  also  to  supervise  the  reconstruction  of 
and  the  extensions  to  the  old  system.  The  designs  and  the  equip- 
ments selected  by  the  consulting  engineer  and  placed  in  operation 
in  April,  1902,  arc  given  below: 

The   Power  .Silc. 
This  was  chosen  near  salt  water  (where  the  tiile  variation  is  16 
feet).     The  site  is  convenient  for  ftiel  and  for  fresh  water  supply. 


268 


STREET  RAILWAY  REVIEW. 


[Vol.  XI 11,  No.  5. 


It  is  1)11  tlie  Ini^iiK'Mi  !>iilc  of  llii'  cilv  ;in>I  ncir  (lie  licavii'st  railway 
Rrndcs. 

riiv  HtiililiiiR. 
VWn  is  well  shown  by  the  accoiiipniiyiii);  |ili()(iiyrapli>,  plans  nnil 
crr>.ss-.scctinn,  lt.s  size  is  103  x  88  ft.  and  it  is  built  with  24-in.  brick 
iiiilsiile  walls.  The  cross-section  shows  two  symmetrical  halves 
separatcii  by  a  17-in.  partition  wall.  The  building  may  be  ex- 
tended in  one  direction  for  additional  machinery  without  in  any  way 
destroying  the  symmetry  or  the  economy  of  ihc  original  installation. 


lillM.lIK   HOd.M.    EVERETT   HAIl.WAV   .V:    El.ECTHlC   CO. 

The  elevation  of  the  boiler  room  ll<ior  was  ciiuscn  largely  with  ref- 
erence to  the  elevation  of  the  railway  tracks  and  ihc  harbor  water. 
One  of  the  acconipjinying  photographs  shows  llio  iksigii  of  llic  i.x- 
terior  of  the  building. 

The  Foundations. 

Ihc  buililliig  and  machinery  required  that  10,57  tir  i)ilcjs,  _>()  ft.  lung 
and  20  in.  in  <liameter,  be  driven  through  the  drift  to  firm  footings. 
These  piles  were  capped  with  ,5  ft.  of  concrete,  made  with  llaccourt 
Portland  cement.  Beach  gravel  was  used  in  place  of  crushed  stone, 
as  is  common  in  Government  fortifications.  The  boiler  foundations 
are  of  concrete-  .The  engine  foundations  are  of  granite  (which  is 
abundant),  laid  in  large  blocks. 

The  principal  features  carried  out  in  the  design  of  the  Everett 
power  plant  arc  those  which  afTect  the  economy  of  operation,  i.  c., 
the  cost  of  fuel  and  labor  per  kilowatt  hour  output.     These  are: 

Coal  Handling. 
Coal,  a  semi-lignite  delivered  for  $1.75  per  ton,  conies  in  hop- 
per bottom  cars.  It  is  weighed  on  track  scales  and  is  then  dumptil 
into  a  storage  bin  which  has  400  tons  capacity.  The  upper  fourth,  or 
the  daily  supply,  runs  through  the  chutes  lo  tlie  boiler  furnaces. 
Thus  the  coal  is  not  shoveled. 

Boilers. 
These  consist  of  three  Babcock  &  Wilcox  vertical  header  type 
boilers.  A  fourth  boiler  will  be  installed  this  year.  The  steam 
pressure  is  iGo  lb. ;  the  heating  surface  .2640  sq.  ft.  These  boilers 
are  too  well  known  to  require  description.  'The  boiler  and  the 
piping  arrangement  shown,  delivers  dry  steam,  probably  slightly 
sui>erheale(l,  under  all  conditions  of  operation. 

The  Furnace. 

The  ISabcock  &  Wilcox  chain  grate  stoker  was  selected.  The  arch 
over  the  front  of  the  furnace  roasts  or  cokes  the  fresh  fuel,  as  it 
enters  gradually  on  the  grate  under  the  arch,  releasing  the  volatile 
gases  which  are  burned  in  the  combustion  chamber  above  the  be<l  of 
incandescent  coke  on  the  grates.  There  is  complete  combustion  of 
the  fuel  before  it  is  thrown  as  ash  to  the  pit  below.  No  smoke 
issues  from  the  stack.  The  economy  of  steam  production  is  remark- 
ably high,  due  to  the  non-admission  of  cold  air  and  to  the  entire 
combustion  of  the  volatile  matter.  The  temperature  of  the  gases 
from  the  boilers  is  approximately  465°  or  100°  F.  above  the  tempera- 
ture of  the  steam. 

The  boiler  room  is  a  comfortable  place  in  which  to  work.     Note 


the  height  to  the  roof,  as  shown  111  the  becliunal  view.  The  furn.ice 
attendant  has  really  a  very  clean  and  scientific  job.  Ktlicient  help 
is  thus  obtainable.  Two  Ixiilers  are  used,  one  being  held  in  reserve. 
The  two  boilers  are  well  loaded. 

The  Draft. 

Mechanical  ilraft  is  used.  Two  New  Vork  Blower  Co's.  imluced 
draft  fans  of  the  three  quarter  housing  type  arc  used  to  furnish  the 
draft.  The  fans  arc  140  in.  in  diameter.  The  blast  wheels  arc  Kj 
in.  in  diameter  and  from  44  to  37  in.  in  width.  One  fan  is  engine 
driven,  and  one  is  motor  driven,  the  latter  held  in  reserve.  About  15 
h.  p.  is  the  maximum  |Hiwer  reipiired  by  the  fans  when  furnishing  a. 
draft  of  i',i  in.  (of  water)  at  the  fan,  which,  owing  to  the  mechanical 
resistance  imposed  by  the  economizer  to  the  passage  of  the  gases, 
is  '/j  in.  at  the  furnace,  during  the  maximum  rate  of  combustion. 
The  top  of  a  72-in.  indejiendently  supported  steel  stack  is  40  ft. 
above  the  grates.  'The  speed  of  the  fans  is  proportional  lo  the 
load.  It  is  governed  by  an  automatic  valve  connected  directly  in  the 
steam  header.  This  pressure  regulator  acts  immediately  when  the 
steam  pressure  drops,  speeding  up  the  fan  and  increasing  the  draft, 
and  vice  versa. 

Induced  draft  is  found  to  be  tlexiblc,  always  ample,  easily  con- 
trolled and  independent  of  the  wet  weather  prevailing  on  the  Pacific 
coast.  Thus  lignite  coal  of  cheapest  volatile  grades  may  be  burned. 
This  system  provides  for  a  rapid  growth  of  the  plant.  The  power 
required  is  small  and  the  exhaust  from  the  engine  is  used  to  heat 
the  feed  water. 

The  arrangement  shown  of  the  smoke  connections,  the  econo- 
mizers, by-pass  for  economizers  and  for  fans  to  use  natural  draft, 
and  the  arrangement  of  the  fans  themselves  have  been  carefully 
stiiiliid  out.     The  fan  equipment  requires  little  attention. 

Feed  Water  Heaters. 
The  condenser  uses  ocean  water.  Therefore  the  feed  water  does 
not  come  from  a  hot  well.  Fresh  water  for  the  boilers  is  first  sent 
to  a  Wainwriglu  closed  feed  water  heater  where  its  temperature  is 
raised  from  40  to  140  degrees  by  the  exhaust  from  the  boiler  feed 
pump,  a  dry  vacuum  pump,  and  a  15-h.  p.  induced  draft  fan  engine. 
From  the  heater  it  is  forced  through  a  Green  fuel  economizer  which 
raises  the  temperature  to  an  average  of  240°  F.  This  economizer 
plant  is  found  .specially  valuable  for  the  storage  of  heat.  It  increases 
the  capacity  of  the  boiler  plant,  the  work  in  the  boiler  being  de- 
creased.    The  .saving  in  fuel  liy  the  economizer  is  appreciable.     The 


milLKIi    HOOM    IMIM.VO,    EVEItETT   RAILWAY   \        !  il:U'  CO. 

economizer  healing   surface  is  2,688  sq.   ft.      ll    holds    10.700  lb.   nf 
water. 

The  Generating  Units. 

These  are  simply  two  500-kw.  Westinghouse  electric  generators, 
one  for  550-volt  direct  current  railway  work  and  one  for  2,200-volt 
two-phase  lighting  service,  no  reserve  unit  being  installed.  A  sec- 
ond soo-kw.  lighting  unit  will  be  installed  in   1904. 

Each  generator  is  direct  connected  to  an  18  and  38  by  42  in.  Allis- 
Chalniers  cross-compound  engine.  The  speed  is  100  revolutions 
per  minute,  making  the  piston  speed  700  ft.  per  minute.    Two  cccen- 


.Xr.W  JO.   IQO,?.] 


STREET  RAILWAY  REVIEW. 


269 


tries  are  ii.<ed  lor  the  steam  and  exhaust  valves  of  each  cyhnder.  A 
reheating  receiver  is  placed  between  tiic  c.vlindcrs.  The  fly-wheel  is 
if!  feet  in  diameter  and  weighs  45,000  pounds. 


.'\pril.  Kjoi,  small  steam  turhines  were  not  a  conuuercial  success. 
The  new  Curtis  turhine  of  April,  1903,  it  is  said,  will  produce  a 
kilowatt-hour  on  ig.3  lb.  of  water,  under  the  same  conditions.    The 


CRciSS  SKCTION  OF  PoWKH   lIlir.SK.   KVIOHIC'I'T  H.MI.WAY  .t    KI.  ICc 'TKIC   CO. 


I, 


,0 


9  CpizWA'fi-^ 


M 


U     -'J         I  -^-  -^4      .-^^gisagC 


.•3  ' 


•l,AN  OP"  I'fJWKR  STATION,   KVK.UKTT   HAII.WAV  K-   l';i,i:i  "ruir  1  •(). 


'Mii-w  cnKinc^  on  (lonr  mill  work  in  Minneapolis  develop  a  horse 
|x>wiT  hour  on  12.77  ">■  of  water.  This  al  92  per  cent  eflicicncy  for 
the  engine  and  <j^  per  cent  for  the  Rcnrrator  would  he  ci|tiivalcnl 
lo  20  punniN  >>{  water  per  kilowntt-h'jiir.    Al  the  lime  of  purchase, 


steam  turbine  has  however  great   ailvantafies  in   Imtki'  niiils  due  In 
the  use  of  liiKh   pressures  and   superhealed   sie.ini. 

[11   combined   electric   ligbliiiK   and   electric   railway   service   vary- 
iuR   from   50  lo   150  per  cent   of   rated   capacity    (one-fifth   cul-ofT), 


270 


STREET  RAILWAY  REVIEW. 


(Veil.    XIII.  \<.   >; 


lliiTf  is  rcqiiirc<l  at  the  Everett  power  plant,  from  36  to  38  lb.  of 
water  jier  kilowatt  hour — ai>  cxcrptionall}'  g<K>iI  record.  Hetter  re- 
sults will  be  secured  as  the  load  factor  of  the  engines  improves. 

The  generators  have  a  50  per  cent  safe  overload  capacity  for  one 
hour — following  a  full  toad  run  of  10  hours.  The  revolving  field  of 
the  two  phase  alternator  is  12  ft.  in  diameter  and  wtighs  .m.oio 
III.      The  armature  of  the  raiKv.iy  generator  weighs  29.000  Ih. 

Converter. 

A  ,loo-kw.  rotary  converter  is  used  iii  a  most  interesting  way. 
It  simply  converts  from  550-volt  direct  current  to  .ifto-voli  two  phase 


MECHANICAL,   DRAFT.    EVERKTT    H.MI-WAY    &    KI.IOf'TKrC   CO. 

alternating  current,  which  latter  voltage  is  raised  by  two  150-kw. 
static  transformers  to  j.joo  volts.  The  reverse  operation  is  as  easy 
and  simple.  By  the  use  of  this  converter  eitlur  engine  when  under- 
loaded may  be  shut  down  regularly  for  economy,  and  both  the 
railway  and  the  lighting  service  supplied  by  the  other  engine.  The 
regulation  of  the  converter  is  very  satisfactory.  There  is  an  induc- 
tion motor  at  one  end  of  the  shaft  for  starting  from  the  alter- 
nating current  side.  On  the  other  end  of  ihe  extended  shaft  there 
is  a  small  direct  connected  exciter  which  is  used  when  converting 
from  direct  to  alternating  to  prevent  any  possible  racing. 

The  use  of  this  converter  thus  helps  to  furnish  an  electric  gen- 
erating system  of  minimum  first  cost.  It  allows  maximum  engine 
economy,  since  on  the  lighter  loads  one  engine  may  be  economically 
loaded,  which  is  a  most  desirable  feature  in  the  design  of  a  small 
power  plant.  The  flexibility  of  the  scheme  in  time  of  accident  is 
also  apparent. 

In  common  operation  one  (either)  engine  runs  from  midnight  to 
6  p.  ni.,  and  carries  both  the  railway  and  Ihe  lighting  service;  after 
which  both  engines  run  during  the  remaining  6  hours  of  the  day. 
The  engines  may  be  run  in  parallel  if  desired. 

Switchboard. 

In  the  design  of  the  switchboard  the  manufacturing  company's 
standards  were  used  in  large  measure.  The  panels  are  shown  in 
one  of  the  photographs.  A  Lincoln  synchronizer  is  mounted  over 
the  board  in  plain  sight  of  the  engineman  at  the  throttle.  Indicat- 
ing and  integrating  wattmeters  arc  provided.  The  wiring  is  of  lead- 
covered  cables.  Ample  space  back  of  the  board,  good  mechanical 
work  and  permanent  construction  are  features. 


The  Condenser. 
.\  Worthington  20-in.  elevated  injector  condenser  is  used.  Salt 
sea  water  is  used,  being  supplied  by  a  motor  ilriven  triplex  pump 
12  by  15  in.  located  1,500  feet  from  Ihe  jKJwer  plant  out  on  the  com- 
pany's docks.  The  speed  of  the  pump,  or  the  amount  of  injection 
water,  is  controlled  in  the  power  bouse  by  a  Cntler-Ilammer  com- 
bination regidalor  which  varies  the  resistance  in  the  armature  and 
lielil  circuits.  The  power  used  by  the  motor  when  delivering  27,000 
lb.  of  salt  water  per  hour  is  but  4.77  kilowatts. 

Pumping. 

City  water  pumping  is  provided  for  by  a  small  triple  expansion 
conilensing  Worthington  pumping  engine  with  a  capacity  of  two 
million  gallons  per  day.  An  old  compound  Worthington  pump  is 
held  in  reserve.  Water  is  pumped  up  to  a  reservoir  during  the  first 
18  hours  of  the  day,  or  when  the  lighting  load  is  small.  Thus  extra 
men  and  additional  Ixiilers  arc  not  required.  The  economy  of  the 
whole  plant,  in  pounds  of  coal  per  unit  output,  was  increased  8 
per  cent  by  the  addition  of  the  pumping  load.  The  water  horse 
power  of  work  by  the  pumps  is  reduced  to  kilowatt  hours.  At  140 
11).  pumping  pressure,  1,000,000  gallons  pumped  per  day  arc  exactly 
i(|uivalent  to  I.QOO  kw.  h.  output.  The  efliciency  of  the  pumping 
engines  on  steady  load  is  approximately  equal  to  that  of  the  railway 
and   lighting  service. 

Auxiliaries. 

In  importance,  there  is  first  a  20-ton  Whiting  traveling  crane  to 
reduce  the  labor  item  and  to  decrease  the  time  required  for  inspec- 
tion and  repairs.  There  arc  several  small  motor  driven  accessories 
for  the  economizer,  ash  conveyor,  etc.,  a  Holly  gravity  return  system 
of  drainage  to  save  all  condensation,  a  Sweet  receiver,  Finn  traps, 
an  automatic  oiling  system,  etc. 

The    steam    auxiliaries    were    recently    tested    by    R.    P.    Stevens, 


EXTERIOR   OF    I'OWER    IIOISE.    EVERETT    RAII-WAY  &    ELEC- 
TRIC CO. 

superintendent,  and  D.  f?.  Young,  engineer.  The  steam  was  weighed, 
using  a  small  special  temporary  condenser.  It  was  found  that  the 
auxiliaries  require  the  following  pounds  of  steam  per  24  hours: 
Holly  system  2,300;  boiler  feed  pump  2,360;  stoker  engine  975;  dry 
vacuum  or  air  pump  6,250;  induced  draft  fan  engine  2.050;  toUil, 
1.1.935  lb.  or  from  6  to  7  per  cent  of  the  steam  usc<l  by  the  engines. 
The  heat  units  in  the  exhaust  steam  are  entirely  used  to  heat  the 
feed  water  as  stated. 


May  20,  190,?.] 


STREET  RAILWAY  REVIEW. 


271 


Labor. 
The  men  work  on  eight  hour  shifts.     Two  men  operate  the  plant 
on  each  shift,  one  in  the  engine  room,  one  in  the  boiler  room.    There 
is  one  chief  engineer  over  these  six  operators.     The  design  of  ilie 
plant  permits  a  minimum  of  labor. 

Metering. 
All"  water  evaporated  by  the  boilers  is  metered  by  cold  water 
meters  before  it  goes  to  the  heater.  Coal  is  weighed  in  cars  only, 
except  during  tests.  Recording  wattmeters  measure  the  total  out- 
put. The  engineer's  daily  reports  show  particularly  the  number  of 
pounds  of  steam  required  per  kilowatt-hour  output ;  also  the  pounds 
of  water  evaporated  per  pound  of  coal  burned.  The  results  have 
been  most  satisfactory.  The  temperatures  of  feed  water  and  of 
gases  are  recorded  and  studied. 

Load  Diagrams. 
These  are  plotted   from  hourly   readings.     The   railway   and   the 
lighting  load  peaks  overlap   during  December  and  January.     The 
pumping  load  is  on  from  midnight  to  5  or  6  p.  m.,  and  does  not 


'2    I   Z  3  ■*  S  6   7  S  9  /O  »  /Z  /    2.  3  4-  S  e   7  3   9  /O  "  /£. 

LOAD   CURVE    FOR   DEC.    ?S\.   19fl2. 
Engine  No.  1  started  at  5:30  p.  m.  and  ran  until  11:50  p.  m. 
Engine   No.   2   running   continuously. 
W-iter  evaporated,  2tC,'lC0  lb. ;  temperature  23G^. 
Fuel  burned,  SC.ISO  lb.;  cost  of  fuel  $1.75  per  ton. 
Total  output,  7,030  kw.  h.;  coal  (lignite)  per  kw.  h.  1.73  11). 
Water  per  kw.  h.,  27.06',  water  per  II).  lignite,  .5.71  11). 
<'lty  water  pumped.  858,500  lb.;  pressure  140  lb. 
City  lighting,  173  arc  lamps;  off  7.20  a,  m. ;  on,  3:20  i).  m. 

overlap  the  peak  of  the  lighting  load.  These  records  of  the  plant  are 
'mailed  to  the  consulting  engineer  daily.  A  common  load  diagram, 
of  Dec.  30,  1902,  is  reproduced  herein.  In  summer,  the  water  pump- 
ing and  electric  railway  loads  increase  while  ihe  lighting  loads  de- 
crease. 

Economy. 

The  economy  of  the  power  plant  is  best  expressed  by  the  number 
of  pounds  of  water  used  per  unit  output.  The  results  have  shown 
the  use  of  26  lb.  of  steam  per  kw.  h.  output  during  the  past  months. 
The  steam  pressure  was  150  to  160  lb.;  the  temperature  of  the  feed 
water  240°  F. 

The  economy  of  production  in  power  plants  depends  more  on  the 
load  factor,  i.  e.,  the  ratio  of  the  average  to  the  maximum  load 
on  Ihe  boilers  and  engines,  than  it  does  on  any  other  variable  item. 
'Iliis  mailer  has  received  the  greatest  consideration  in  the  design  of 
Ihe  plant.  The  boilers  have  a  fair  load  factor,  as  shown ;  the  use 
of  the  rotary  converter  to  improve  the  engine  load  factor  was  an 
important  step. 

Railway  System. 

The  electric  railway  system  at  Everett  consists  at  present  of  1.I 
mile*  of  road.  Extensions  are  now  being  planned  to  nearby  cities 
and  towns.  The  track  is  gravel  ballasted.  A  60-lb.  Trail  of  A.  S. 
C.  E.  section  is  used.  The  rail  joints  have  a  standard  8.4-ll>.  angle 
bar.     The  Hrown  plastic  iKinds  are  used. 

A  Vftiit\  palron.'if^e  has  been  influred  by  new  and  morlern   Itrill  cir 


equipments,  good  service,  long  runs  for  5  cents  and  a  rapid  sched- 
ule, which  also  saves  in  trainmen's  wages.  The  gross  earnings  ex- 
ceed $3.00  per  capita  per  annum,  which  is  high  for  a  small  city. 

Lighting  System. 

The  electric  lighting  system  for  the  city  as  remodeled  consists  of 
modern  equipment.  Single  phase  feeders  are  used.  The  product  of 
tlie  length  of  feeders  by  tlieir  amperes  was  made  a  constant.  The 
regulation  of  lines  is  excellent.  Eight  commercial  circuits  of  No.  2 
wire  are  used.  'Transformers  are  located  in  the  middle  of  each 
business  block,  the  distribution  being  radial  therefrom.  Many  Nernst 
lamps  which  have  a  high  power  factor  were  used  in  place  of  multiple 
alternating  current  arc  lamps,  by  which  the  regulation  of  the  trans- 
formers was  greatly  improved.  The  Hartford  enclosed  arc  lighting 
svstcm  is  used  for  municipal  lighting.  The  gross  earnings  from 
electric  lighting  are  over  $3.00  per  capita  per  annum. 

'The  meter  rates  established  for  commercial  lighting  are,  16  cents 
per  kilowatt-hour  for  one  hour's  use  of  the  maximum  current  on 
an  average  per  day,  14  cents  for  two'  hours'  average  use  of  the  maxi- 
mum current  per  day,  12,  11,  10,  9.5,  9.0  8.5,  8.0,  etc.,  to  5.0  cents  for 
3.  4.  5.  6.  7.  8,  9,  etc.,  to  24  hours'  average  use  of  the  maximum  cur- 
rent per  day.  These  rates  are  proportional  to  the  total  cost  of  the 
electric  current,  i.  e.,  operating  expense,  interest  and  a  sinking  fund. 
In  order  to  determine  just  how  many  hours  per  day  a  consumer 
uses  current  on  an  average,  one  first  divides  the  kilowatt-hours  used 
during  the  month  by  30.  This  gives  the  average  kilowatt-hours  used 
per  day.  Dividing  this  quotient  by  the  maximum  demand  of  the 
consumer  in  kilowatts  and  we  have  the  average  hours'  use  of  the 
maximum  current  per  day.  The  maximum  demand  is  measured,  in 
large  establishments,  by  reading  the  kilowatts  from  tJic  consumer's 
recording  wattmeter  for  one  hour  during  the  heaviest  use  of  light. 
'The  maximum  demand  is  seldom  measured  in  residences,  but  is  or- 
dinarily assumed  to  be  one-half  of  the  installed  capacity. 

Electric  power  is  furnished  from  the  5SO-voIt  grounded  circuits 
without  exception.  A  separate  positive  feeder  was  run  for  this  serv- 
ice. It  was  considered  a  bad  plan  to  install  power  service  on  light- 
ing feeders.  The  matter  of  protection  against  fire  and  lightning 
was  carefully  considered  in  all  power  installations.  Meter  rates 
for  electric  power  arc  approximately  one-half  of  the  meter  rales  for 
electric  light. 

General  Design. 

The  plant  and  system  as  designed,  for  the  entire  city  water,  incan- 
descent and  arc  lighting,  electric  railway  and  power  service,  .show 
low  first  cost  and  high  economy.  "Specially"  designed  apparatus 
was  not  chosen.  Sizes  were  thoroughly  studied  before  purchase  by 
first  obtaining  reliable  data,  using  the  knowledge  of  others  freely, 
and  getting  correct  technical  facts  as  a  basis.  The  commercial  fac- 
tors were  recognized  and  engineering  economy  was  not  pushed  to 
its  full  face  value.  The  complication  of  many  recent  designs  is 
avoided.  Coal  is  not  shoveled  at  any  time  and  the  stokers  promote 
furnace  efficiency.  One  man  easily  handles  the  battery  of  boilers. 
The  piping  is  especially  free  from  complications.  The  minimum 
amount  of  generating  equipment  u.sed  saves  on  investment,  labor 
and  complication.  Reliable  service  and  maximum  economy  of  the 
engines  are  guaranteed  by  the  use  of  a  rotary  converter.  (A  mag- 
netic clutch  has  been  used  by  others  to  accomplish  similar  excellent 
results.)  Future  needs  will  be  supplied  by  the  addition  of  simibir 
units  of  the  largest  possible  size  consistent  with  economy. 

'The  plant  is  considered  reliable,  economical  and  commercially  con- 
sistent as  a  whole.  'The  system  is  satisfactory  to  the  stockholders 
because  it  is  successful  financially. 

♦-»-♦ 

ELEVATED    TRAFFIC    IN    CHICAGO. 


'The  traffic  of  the  Metropolitan  West  Side  Elevated  Co.,  Chicago, 
for  April  was  the  largest  ever  reported  by  that  road.  'The  daily  aver- 
age of  fares  collected  was  117,597,  an  increase  over  April,  1902,  of 
7.64  per  cent.  The  South  Side  Elevated  Railroad  Co.  carried  an 
average  of  87,500  passengers  daily,  a  gain  of  8  per  cent.  The  North- 
western Elevated  Railroad  Co's.  daily  average  was  71,300,  an  in- 
crease of  9  per  cent.  The  Lake  Street  Elevated  Railroad  Co.  car- 
ried a  daily  average  of  44,865  fare  passengers,  a  gain  of  8.01  per  cent. 


riic  I^iuisville  (Ky.)  Railway  Co,  has  leased  for  25  years  properly 
on  Seventh  and  Market  Sts.,  Louisville,  for  storage  purposes,  and 
nllimately  for  a  transfer  station. 


STKIiliT  RAILWAY  RIIVIF.W 


[Vol.  XIII.  No    5. 


LIVERPOOL  CORPORATION  TRAMWAYS. 

Tlic  riiK)rt  of  C  U.  Uillaiiiv,  general  manager  ul  the  Liverpool 
(Eiig.)  Cor|M)ratioii  Tramways  for  llic  year  ending  Dec.  31,  190^. 
shows  thai  more  than  u  miles  of  new  rcmtes  were  opeiieil,  four  olil 
lines  were  <lonl>lr  trackeil  and  lliruiigli  cunmmniealion  wa.s  eslali- 
lislieil  lielwien  St.  Helens  and  Soulliport,  making  21  roiiles  operateil, 
willi  101  miles  of  track.  .A  new  form  of  cover  was  adopted  for  tile 
ujiper  decks  of  cars,  wliicli  can  be  placed  in  or  oul  of  use  williin 
one  mimile  and  liy  i>ermitliiiK  the  npper  scats  to  be  nsed  in  inclement 
weather  increases  the  covered  scaling  accommodation  to  58  insteail 
of  22  passenger.s.  'I'hi.s  cover  consists  of  a  framework  and  closed  end 
screens  with  doors,  with  curtains  for  the  roof  and  sides. 

The  company  decided  to  ecpiip  all  its  cars  with  the  plow  life  guard, 
it  having  been  denionstrateil  that  although  since  its  introduction  Ji 
persons  had  been  actually  muler  cars  titled  with  this  guard,  all  were 
pushed  oul  of  danger  without  being  seriously  injured,  medical  assist- 
ance not  being  required  in  any  case.  The  mimber  of  personal  acci- 
dents in  IQOJ,  as  compared  with  igoi,  decreased  2.05  per  cent,  and 
collisions  nearly  4  per  cent,  although  the  mileage  was  appreciably 
increased.  The  ratio  of  fatalities  to  passengers  carried  in  ig02  was 
I  to  13,667,000;  the  ratio  to  passengers  carried  by  all  the  railways  in 
the  L'niteil  Kingdom  was  1  in  895,878.  In  Massachusetts,  in  igoi, 
the  ratio  of  fatalities  to  passengers  carried  by  the  street  railways  was 
I  to  S.7O4..30O. 

'Ihc  Tramways  Act  of  1870  empowers  tramway  companies  to  carry 
merchandise  over  any  of  the  lines.  'The  Liverpool  company  is  for- 
mulating a  complete  scheme  to  include  all  its  lines.  The  Lambeth 
Road  works  were  extended  during  igo2  at  a  cost  of  £24,129.  The 
company  owns  four  electric  car  sheds.  During  Ihc  year  3,595  cars 
were  sent  to  the  works  for  alterations  or  repairs;  each  car  ran  3.306 
miles  before  requiring  atlenlion.  There  were  1,015  emergency  calls, 
or  a  decrease  of  56  per  cent  from  1901,  and  the  cost  of  maintaining 
and  renewing  the  overhead  electrical  equipment  decreased  3047  per 
cent,  Ihe  sum  expended  being  £6,224.  '  I'c  lu'a'  electrical  energy  used, 
in  units,  was  16,855.113,  an  increase  of  17  per  cent. 

The  total  number  of  passengers  carried  in  1902  was  109.335.585 : 
total  mileage,  11.790,815;  total  receipts,  £506,728.  The  increase  over 
1901  was  as  follows:  Passengers.  8.1  per  cent;  mileage,  7.5;  receipts. 
8.2.  During  coronation  week  255.674  passengers  were  carried;  total 
receipts  for  the  week.  £15.032.  A  total  of  7.352  cars  ran  in  and  out 
of  the  city  daily.  Nineteen  persons  were  prosecuted  for  spitting  on 
the  cars  in  1902  and  substantial  fines  were  inflicted.  'The  wages  of 
inspectors,  motormen  and  conductors  were  increased.  Inspectors  re- 
ceive from  6s.  to  7s.  6d.  per  day ;  motormen  from  6d.  to  O'/id.  per 
hour,  and  conductors  from  5d.  to  6d.  Several  employes  received  grat- 
uities for  services  out  of  the  ordinary,  such  as  slopping  runaway 
horses  and  assisting  the  police. 

The  report  shows  that  there  were  1.717  members  of  the  ICniploycs' 
Benefit  Society,  that  sick  allowances  were  paid  749  members,  and  23 
death  claims  were  paid  during  the  year.  The  society  had  £2,189  5s.  4d. 
on  hand  December  31  si.  The  company  is  considering  the  creation  of  a 
superannuation  fund.  There  is  an  employes'  band  of  35  pieces 
which  the  company  equipped  and  maintains,  and  the  Tramway  Em 
ployes'  Social,  Athletic  and  Thrift  Society  has  a  membership  of  1,241. 
In  March,  1902,  ambulance  classes  were  formed  to  instruct  employes 
in  first  aid  to  injured. 

Following  is  a  summary  of  the  principal  figures  applicable  to  the 
Liverpool  Tramways  system:  Capital  expenditure,  £1,832.977;  total 
revenue.  1902.  £517,935;  operating  costs.  £3.39.810;  gross  profits.  £178.- 
124;  interest  and  sinking  fund,  £102,627;  balance,  £75.497,  divided  as 
follows:  Reserve,  renewal  and  depreciation  fund,  £50,331;  trans- 
ferred to  general  rate  account.  £25.166.  The  total  operating  expenses 
per  car  mile  were  6.884d. ;  car  mile  earning  to.34d.  The  average 
fare  per  passenger  was  i.lild. 

.\cconq)anying  the  report  are  tables  showing  routes,  stages,  fares 
and  .service,  fares  running  from  id.  to  5(1.;  also  diagrains  indicating 
the  licensed  capacity  of  cars  on  the  Cabbage  Hall  routes  as  1.300. 
while  1.000  was  the  greatest  number  carried;  also  the  number  of 
persons  carried  per  month  for  six  years  past,  1902  being  the  highest, 
the  heaviest  traffic  being  in  June  and  the  lightest  in  February;  also 
showing  passenger  traffic  over  a  typical  route  during  each  hour  be- 
tween 5  a.  m.  and  12  p.  in.  over  an  average  of  one  week,  the  heaviest 
traffic  being  between  6  and  7  p.  m.  The  statement  of  the  comptroller 
shows  the  total  expenditure  for  1902  to  have  been  £.3.V).8io;  total  in- 
come, £513.424;    balance  to  net  revenue  account,  £173.613. 


PHILADELPHIA  TO  NEW  YORK   BY  TROLLEY. 


It  is  now  possible  to  make  the  journey  from  I'lnladelphia  to  New 
York  entirely  by  electric  railway  in  approximately  13  hours  with 
little  wailing  at  connections  and  no  walking.  The  cost  in  fares  is 
about  $1..10.      The  total  distance  traveled  is  about  120  miles. 

The  route  is  as  follows: 

From  sth  and  Chestnut  St..  Philndclpbia,  to  Frankford ;  time 
52  minutes;  fare  five  cents. 

From  Frankford  to    Torresdale;  time  28  minutes,  fare  five  cents. 

I'rom  'Torresdale  to  Croydcn;  time  25  minutes;  fare  five  cents. 

From  Croyden  to  Rrislol  (including  short  transfer  in  'bus);  time 
10  minutes;  fare  five  cents. 

b'rom  Ilrislol  to  Morrisville;  lime  45  minutes;  fare  15  cents. 


TRUI.I.IOY   ROfTK   K«OM  rHII..\DEI,rHI A  TO  XICW   YOKK. 

From  Morrisville  to  Trenton,  N.  J.;  time  7  minutes;  fare  five 
cents. 

From  Trenton  to  Interstate  Fair  Grounds;  time  19  minutes;  fare 
five  cents. 

From  Interstate  Fair  Grounds  to  New  Brunswick;  time  90  min- 
utes ;  fare  35  cents. 

From  New  Brunswick  tn  Bound  Tirook  ;  time  y>  minutes;  fare  10 
cents. 

From  Bound  Brook  to  PlainficId ;  lime  45  minutes;  fare  10  cents. 

From  Plainfield  to  Elizabeth;  time  75  minutes;  fare  five  cents. 

From   Elizabeth  to  Newark;  time  35  minutes;   fare  five  cents. 

From  Newark  to  Jersey  City;  time  50  miiuiles;  fare  20  cents. 

Jersey  City  to  New  York  by  ferry. 


'The  Atlantic  City  &  SuburKin  Traction  Co..  .Vtlantic  City.  N.  J., 
is  constructing  an  electric  line  from  the  Hoard  Walk  to  Pleasant- 
ville.  with  branches  to  .Xhsecon  and  Somer's  Point,  in  all  al>out  18 
miles.  The  road  will  operate  12  cars,  each  equipped  with  four 
Westingbouse  12'.\  motors,  and  five  trailers.  In  the  Pleasantviile 
power  house  will  be  installed  two  400-kw.  direct-current  Westing- 
house  geiK-rators.  running  at  550  volts  and  125  r.  p.  m,,  and  a 
Westingbouse  switchlMiard  of  two  generator  panels,  one  load  p:inel 
and  four  double  feeder  panels. 


Mav  jo,  lyoj] 


STREET  RAILWAY  REVIEW. 


273 


Street  Railway  Park  Development, — VL 

Design  of  Terminal  Track  Facilities  for  Parks — Successful  Methods  of  Advertising  Parks — Descriptions 

of  Parks. 


DESIGNING  TERMINAL  FACILITIES. 


In  any  instance,  the  financial  success  of  catering  to  what  is  cuni- 
moiily  termed  pleasure  resort  traffic,  will  be  determined  very  largely 
by  the  facilities  provided  for  handling  it.  Travel  to  parks  and  pleas- 
ure resorts  is  largely  a  created  or  artificial  traffic,  and  as  every  elec- 
tric railway  manager  knows,  is  so  easily  influenced  one  way  or  the 
other  as  to  make  success  or  failure  sometimes  turn  on  seemingly  '.riv- 


FIG.    1-PLAX   OF  TERMINAL  AT  OI.COTT   HK.VCII. 

iai  details.  For  this  reason  money  invested  in  high-class  attractions  at 
a  pleasure  park  may  very  easily  be  rendered  a  useless  cxpenditini'  if 
adequate  facilities  for  transporting  the  increased  crowds  with  reason- 
able dispatch  and  comfort  arc  not  furnished.  The  degree  of  dis 
patch  and  comfort  that  can  be  oflfered  by  the  company  will  depend 
very  largely  on  the  facilities  for  loading  and  unloading  passengers 
at  the  park,  and  the  speed  with  which  cars  can  be  moved  into  and  out 
of  the  teniinal.  .^gain,  the  handling  of  large  crowds  always 
brings  increased  risk  of  accidents,  and  more  than  the  usual  degree 


facilities  must  be  ample  to  acconuniidalc  tlie  traffic  of  the  one 
heaviest  day  of  the  year  as  well  as  the  ordinary  run  of  travel,  other- 
wise the  management  will  have  the  chagrin  of  seeing  a  considerable 


^y^^Z^^G/?y^O£- 


T/t'^-yvr/p^ 


5ry9r/c  A/ 


C^/-£- 


V\C,.    l—AItiiANClCMKN'l'    IN    Wlllrll    .\    JKJWN    l;RAIi10    I«    UTIL- 
IZED  FOR    STARTJNO   UKAVIIA"    LOAUEU   CAHS. 

possible   rcvemie  lost   tliiougli   lack   of   facilities    for   iiiuviug   the   in- 
creased traffic. 

It  is  hoped  thai   managers  or  engineers  coiifnmled  with  the  prob- 


To/^rr/^oo^- 


T/z/roiyeH  rc//p/^sT/c£' 


£vr/f/!/vc£-ro/^^^*(),  a^i-o^owe 


o/ro/AfG 


OfOVA'£l  /^^OO^  (/3£Oy9ii  3TOX'£'MX'5£ 


^/ MJf  O^  ^-^-^^ 


S7-/r'£-S7- 


-TKft.MI.NAI^  I.AYOIT   AT  A    IMK  l.VH.S'KNT    I'AKK    IN   NlOW    lO.Nt!  l.ANI ). 


of  care  is  required  to  prevent  all  the  profits  from  the  pleasure  traffic 
for  the  entire  season  from  licing  absorU-d  in  one  or  two  personal 
injury  claims.  It  is  very  important  that  the  park  terminal  1)e  de- 
signed to  K've  the  maximum  degree  of  safety  in  the  handling  of  the 
incoming   and   outKoini;   crowds.      In   addition   to   this   the   terminal 


lem  of  designing  or  rearranging  UriiiiMal  l.iyoiMs  will  Hud  useful  sug- 
gestions in  the  accomjianying  sketches  of  a  few  of  the  principal  types 
of  terminals  that  have  proved  satisfactory  at  successful  parks  and 
pleasure  resorts  in  this  coimtry. 

In  l"ig.  I  is  given  a  layout  suitable  for  a  suljinbaii  i>ark  located  at 


STREET  RAILWAY  REVIEW. 


[Vni.   XIII.  No.  s. 


Ilic  Icrniinal  ■>(  .1  >iiiKlv  tr.-irk  lini-.  This  is  ihc  pl.iii  as  built  at  Ol- 
colt  nr.-icli  at  till'  ti-rnilnal  of  the  BiilTalo  &  Li>rkport  Ky.  The 
tracks  in  the  cciilcr  of  the  liHip  Rive  convenient  slor.iKe  arrungenieiits 
anil,  for  loailinc,  cars  can  either  lie  rnn  ont  on  lo  the  loop  or  passen- 
gers can  cross  the  loop  track  and  board  the  cars  on  Ihc  spnr  (racks. 
I'his  arrangement  works  very  well  where  the  interval  between  regii- 


slantially  built,  there  should  lie  no  noticeable  distuiljance  on  the 
second  Hour  from  the  moving  cars  iindcrneiilh.  An  annex  at  the 
side  of  the  buihiing  proviiles  r(M>m  for  loading  and  unlonding  plit- 
fonns,  and  the  roof  of  this  annex  can  lie  made  lo  serve  as  a  veranda 
or  pia/za  lo  the  second  story.  The  arrangement  requires  that  cars 
held  in  the  car  house  have  to  be  switched  twice  to  reach  Ihc  loading 


Py9/?/< 


/^/7ce 


-^zayy-  ifhj- ^STisr^f^ 


y-A^z/ff/f  yy^/rA^ 


Carj  are  /oJt>e 


:i-ll.\.VIil,INC.    r.\UK   Tll.MKlC  UN   IllO.^H-E.NII  Sl'UR 


lar  cars  is  10  or  15  minutes  or  more,  as  ihc  regular  cars  can  come 
in,  make  the  loop,  and  after  stopping  at  the  platform  long  enough 
to  lake  on  such  passengers  as  may  Ijc  waiting,  can  leave  on  schedule 
time,  thus  leaving  the  cars  stored  in  the  center  to  be  run  in  as 
specials  whenever  the  size  of  the  crowd  waiting  to  leave  the  park 
warrants  it.  If  this  design  is  followed,  care  should  be  observed  to 
make  Ihc  loading  platform  long  enough  to  accomodate  more  than 
one  car  so  that  cars  may  be  run  as  double  or  triple  headers  if  it  be- 
comes desirable  to  so  run  them. 
The  idea  set  forth  in  Fig.  2  is  particularly  applicable  for  parks  sit- 


FIG.    O-AltHANtJIOMIiNT     VK)H.    CAKKVl.N'G     I'ASSE.NGEKS    INTO 
THIS  HEART  OF  THE  PARK. 

iiated  near  comparatively  large  cities  where  several  thousand  people 
are  to  be  handled  on  heavy  days  and  where  it  is  desirable  10  have  a 
covered  car  house  for  storing  cars  in  anticipation  of  heavy  move- 
ments of  traffic  toward  the  city  after  theater  performances,  in  case 
of  sudden  showers  or  on  other  occasions.  It  will  be  obscived  the 
park  cars  pass  from  the  main  line  to  the  large-radius  loop,  so  there 
is  no  interference  with  the  regular  service  on  the  through  main  line. 
Within  the  confines  of  the  loop  is  a  two-story  building,  the  ground 
floor  of  which  serves  as  a  car  house  for  car  storage.  The  second 
floor  can  be  utilized  as  a  restaurant,  dancing  pavilion,  music  hall  or 
for  other  purjKiscs,  and  if  the  building  is  properly  designed  and  sub- 


platform,  but  ibis  has  not  been  found  a  serious  objection  at  a  large 
park  in  New  England  where  this  terminal  arrangement  has  been 
tried.  The  ground  around  the  building  within  the  loop  can  Ix;  iaid 
out  in  grass  plots,  flower  beds  and  shrubbery,  thus  making  the  first 
glimpse  of  the  park  a  pleasing  one  to  passengers  on  incoming  cars. 


■'IC.  G-l)OUI3l.E  I.IIOP- 


-HITIIKR  SET  OF  TRACKS  MAY  BE  USED 
FOU   STORAGE. 


.Although  dead-end  terminals  arc  always  more  ur  less  unsatisfac- 
tory, especially  on  park  lines,  the  amount  of  ground  available  and 
other  considerations  sometimes  make  a  dead-end  unavoidable.  In 
Fig.  3  is  given  a  plan  that  may  be  suggestive  under  these  conditions. 
In  this  case  the  track  used  by  the  park  cars  is  a  spur  from  the  main 


/S  C/r/?s  -^  Tts  C/  T-y 

1  lU.    7-TERJIlN.\L    LOOP    AT    VAI^LEY    THEATER,    STRACl'SE, 

N.   V. 

through  tracks  so  the  park  travel  will  nut  iiilerfere  with  the  regular 
travel.  Wherever  a  dead-end  terminal  is  .ibsolntcly  necessary,  the 
loading  and  unloading  platform  should  never  be  placed  directly  at 
the  dead-end,  but  there  should  be  an  ample  length  -of  track  beyond 


May  20.  igo.v] 


STREET  RAILWAY  RF.VIEW. 


275 


FIG.    9— TEKMINAI..    I.OOP    AT    CHARLESTON    EXPOSITION. 


KK;.   |i>-I'I,AN   of   main    TKUMINAL,    I-ANAMKUICAN   MXillUlTIUN. 


276 


STREET  RAILWAY  REVIEW. 


(Vol    XIII.  No.  5. 


Ilic  c<lgc  of  the  plalforni  to  kivc  siifTu-iciit  ruum  for  storage  and  lor 
sliifting  and  turning  cars  In-forc  llicy  arc  brought  to  the  plalforni 
for  loading.  If  the  aclnat  shifting  is  dune  innnediately  in  front  of 
the  platforms  where  crowds  are  waiting  to  board  the  cars  there  will 


KIO.    S- LARGE    TKKMINAI.    STATION    FOR    SEVERAL   DIVERG- 
ING   LINES. 

always  be  an  undue  anionnt  of  confusion,  and  tlic  opportunities  for 
accidents  will  be  largely  increased. 

Fig.  4  illustrates  a  simple  loop  arrangement  that  will  In;  found  to 
till  the  needs  of  the  average  small  suburban  park.  This  diagram 
draws  attention  to  a  suggestion  that  will  be  found  valuable.  From 
the  entrance  to  the  loop  to  a  point  beyond  the  station  plalforni,  the 
track  is  laid  on  a  2  per  cent  up-grade  and  from  this  point  for  the  rest 
of  the  distance  around  the  loop  the  track  is  down-grade.  The  idea 
is,  of  course,  to  utilize  the  down-grade  for   starling  heavily  loaded 


the  tracks  directly  into  the  heart  of  the  park  in  order  to  bring  the 
crowds  closer  to  the  various  park  attractions.  This  is  especially 
necessary  where  the  park  pro|K'rty  covers  a  large  .-<inoMnt  of  griMuni. 
In  Fig.  5  is  given  an  arrangemcMt  whereby  one  side  of  the  terminal 
loop  passes  directly  through  the  park.  This  idea  is  feasible  where 
several  lines  come  to  the  park  from  differ-nl  iliiictions,  as  all  c.ir.'- 
can  enter  Ihe  terminal  loop  and  pass  the  loading  and  unloading  plat- 
forms without  confusion.  If  it  is  desired  lo  store  cars  for  the 
I'omeward  rush,  a  spur  can  be  built  from  any  convenient  jKiint  on 
the  terminal  loop. 

Figs.  6  and  7  show  dilTerent  forms  of  terminal  loops  that  are  inter- 
esting and  may  be  useful  where  it  is  necessary  to  meet  special  con- 
ditions. I'ig.  6  in  particular  gives  considerable  flexibility  in  the  way 
cars  may  be  bankeil  and  handled. 

Fig.  8  illustrates  the  terminal  station  f(<r  a  park  in  or  near  a  large 
city  where  the  diHerent  city  and  subnr)>an  lines  converge.  If  each 
line  is  assigned  its  own  special  track  and  the  tracks  ar-  properly 
designated,  this  arrangement  will  avoid  a  great  deal  of  confusion 
and  will  relieve  intending  passengers  of  considerable  annoyance  in 
finding  the  particular  car  wanted. 

The  terminal  loop  plan  (Fig.  9)  adopted  for  the  Char!e..lon  Ex- 
position combined  one  large  radius  loop  with  long  straight  approach 
and  exit  tracks.  Passengers  were  discharged  at  one  side  of  the  loop 
and  Ixiarded  cars  at  the  other  side.  No  spur  tracks  were  provided 
for  storage  purposes  but  as  the  exposition  line  was  a  double-track 
line  built  for  the  exclusive  purpose  of  handling  the  exposition 
traffic  it  was  possible  to  use  the  terminal  loop  itself  for  storage  in 
aiUicipation  of  heavy  homeward  movements.  That  is,  cars  could  be 
banked  on  the  loop  and  brought  up  to  the  loading  phi  form  ns  the 
traffic  demanded.  This  idea  is  applicable  to  park  tcrminaU  where 
the  park  is  on  a  separate  line  devoted  exclusively  to  park  traffic 
and  where  there  is  plenty  of  ground  room  available  for  terminal 
facilities.  It  is  hardly  applicable  if  the  terminal  is  to  be  used  also 
by  cars  intended  to  serve  the  regular  street  traffic,  as  the  congestion 
of  cars  on  the  loop  will  prevent  regular  cars  from  getting  away  on 


Fill.  11-AMHERST  TERMINAL,  PAN  ALETICAN  EXPOSITION. 


cars,  and  thus  relieving  the  hard  pull  on  the  power  house  when  the 
park  travel  is  the  heaviest.  The  suggestion  is  a  particularly  good 
one  inasmuch  as  visitors  to  a  park  usually  come  in  comparatively 
small  lots  but  they  frequently  all  want  to  leave  at  the  same  time, 
so  that  the  arriving  cars  which  have  to  mount  the  up-grade  are  not 
usually  so  heavily  loaded  as  the  departing  cars. 
Under  certain  conditions  it  may   be  considered  advisable   to  run 


schedule  time  and  it  would  necessitate  sending  cars  away  from  Ihc 
park  only  partially  filled  in  order  to  gel  the  regular  cars  out. 

In  Figs.  10  and  it  are  shown  the  two  general  forms  of  terminals 
at  the  Pan-.American  Exposition  in  Buflfalo  two  years  ago.  'Jhesc 
are  reproduced  here  for  the  benefit  of  those  who  may  be  called  upon 
10  design  terminals  for  handling  excessively  large  crowds  as  for 
expositions,  fairs,  or  similar  enterprises.  As  will  be  seoii.  Ihc  main 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


277 


Pan-American  terminals  comprised  two  independent  but  closely 
adjacent  loops  with  a  set  of  storage  tracks  within  each  loop.  To 
facilitate  the  movement  of  cars,  the  main  tracks  at  llie  north  end  of 
the  loops  were  divided  into  four  loading  or  unloading  tracks,  llie 
cars  of  the  different  loops  always  switching  onto  the  same  track. 
Passengers  bound  away  from  the  exposition  entered  the  terminal 
depot  through  turnstiles.  They  purchased  tickets  at  the  ticket  booths 
immediately  before  passing  through  the  turnstiles.  The  loading  tracks 
were  separated  from  each  other  by  high  fences  of  wire  netting  To 
permit  the  crowds  to  pass  from  the  depot  to  any  of  the  four  loading 
platforms,  a  wide  plank  walk-way  was  built  at  right  angles  co  tiie 
tracks  as  shown.  The  tracks  within  the  loops  wxre  utilized  for 
storing  cars  ready  for  heavy  homeward  rushes,  and  the  well- 
arranged  system  of  crossovers  permitted  the  cars  to  be  moved  from 
the  storage  tracks  to  any  part  of  the  loops  or  vice  versa,  or  into  the 
temporary  car  house  erected  in  one  of  the  loops  as  shown. 

The  smaller  Pan-.'\nierican  terminal  which  was  known  as  the 
".•\njlierst"  terminal  included  an  ingenious  arrangement  of  loops, 
storage  and  loading  and  unloading  tracks  as  shown. 


HOW  TO  ADVERTISE  STREET  RAILWAY 
PARKS. 


In  continuation  of  this  subject,  which  was  begun  in  the  .^pril 
number  of  the  "Review,"  lielow  will  be  found  additional  informa- 
tion concerning  the  advertising  methods  employed  by  various  street 
railway  companies  to  advertise  their  parks  or  other  places  of  inter- 
est and  attraction. 

Last  August  the  Cleveland  (O.)  Electric  Railway  Co.  adopted  a 
novel  method  of  advertising  (iartield  Park,  located  al)i)ut  si.x  miles 
from  Forest  City  Sq.,  in  what  is  called  the  South  End,  and  which  it 
desired  to  popularize.  "Return  ticket"  coupons  were  printed  in  all 
the  daily  newspapers  for  three  consecutive  days  and  it  was  an- 
nounced that  the  coupons  would  be  honored  by  the  conductors  for 
a  return  trip  from  the  park,  thereby  making  the  cost  of  the  round 
trip  five  cents.  Special  attractions  were  announced,  including  con- 
certs by  a  popular  military  band.  The  result  of  the  first  Sunday 
was  far  beyond  expectations  and  the  cars  could  scarcely  accom- 
moderate  the  patrons.  Fully  25,000  persons  visited  the  park,  which 
is  a  very  pretty  one  containing  162  acres.  Mr.  J.  W.  Butler,  mana- 
ger of  the  company's  outing  department,  devLsed  the  idea.  There  arc 
many  public  parks,  boulevards,  pleasure  resorts  and  points  of  in- 
terest reached  by  the  company's  lines,  and  in  the  fall  when  Nature 
is  at  her  best  "nickel  outing  excursions"  are  arranged  by  Mr.  Hut- 
Icr's  department.  One  of  the  most  effective  means  of  advertising  is 
the  use  of  posters  and  circulars,  printed  in  coloj-s.  The  circulars 
announce  that  for  special  trolley  car  service  or  picnic  bookings 
arrangements  can  be  made  by  calling  upon  Mr.  Butler  at  the  outing 
department  oflTices.  The  large  posters  for  use  on  hill  boards  and 
dead  walls  contain  but  little  reading  matter,  "nickel  outings"  and 
"autumn  leaves"  iK-ing  the  seductive  suggestions  most  prominently 
displayed.  The  company  also  issued  a  56-page  pamphlet  artistically 
designed  and  printed,  entitled  "Hasten  at  Leisure."  It  is  replete  with 
half-tone  illustrations  and  sets  forth  ihc  fine  buildings,  resorts  and 
other  places  of  iiuercst  in  and  around  Cleveland  in  a  most  attractive 
fashion.  General  information  and  routes  of  all  lines,  alphabulically 
arranged,  arc  also  given,  and  a  chapter  is  devote<l  to  the  funeral  car. 

By  means  of  an  unique  folder,  handsomely  illustrated,  and  en- 
tilled,  "Grand  Kapitis  Big  ,1,"  the  Grand  Rapids  Railway  Co.  adver- 
tises its  leading  summer  resorts — Nr>rth  Park,  Reed's  L;ikc  and  John 
Piall  Park,  descrilwd  in  the  "Review"  for  January,  igo.v  The  reader 
is  taken  to  and  through  the  resorts  in  company  with  "Puck  and  his 
friends,"  the  "friends"  iK-ing  "Woof,"  a  dog,  and  "I  loo,"  an  owl. 
Just  what  cars  lo  take  arc  indicated  and  also  a  map  gives  a  clear 
idea  of  the  railway  lines  and  location  of  Ihc  points  of  interest.  The 
company  maintains  a  free  information  bureau  and  extends  an  invi- 
tation to  cverylKxly  to  call  and  ask  questions  concerning  the  city, 
ai  well  as  the  railway  system. 

"PitUlrtirg"*  Popular  Parks  on  lines  of  Pittsburg  Railways  Co." 
i«  the  title  of  a  24-pagc  illustrated  treatise  on  Kennywoorl,  Calhoun, 
Oakwood  and  Southern  Avenue  Parks,  descril)ed  in  the  "Review" 
for  July  20,  11)02.  Another  artistic  publication  of  the  Pillsburg 
Railway*  Co.  is  a  MMivenir  of  the  Dur|uesne  (iarden,  "the  home  of 
refined    amusement,"   mentioned    in   the   "Review"    for    April,    irjo.3. 


The  story  is  told  almost  wholly  liy  illustrations,  the  frontispiece 
being  a  likeness  of  Hon.  Christopher  L.  Magee,  the  founder  of  the 
institution.  Interior  views  show  the  palm  garden,  the  theater  audi- 
torium, both  empty  and  filled,  and  the  rink  wherein  are  held  the 
leading  hockey  contests  in  tliis  country.  There  are  also  photographs 
of  the  principals  of  the  Duquesne  Garden  Stock  Co. 

The  Mani.stee,  Filer  City  &  Eastlakc  Railway  Co.,  of  Manistee, 
Mich.,  uses  as  one  form  of  advertisement  a  20-page  booklet  giving  a 
glimpse  of  Orchard  Beach  Park,  described  in  the  "Review"  for 
.\pril,  1903,  and  setting  forth  some  of  the  advantages  of  Manistee 
and  its  surroundings  as  a  place  of  rest  and  recreation.  Bear  Creek, 
a  famous  trout  stream;  Bar  L;ike,  where  bass  and  pickerel  abound; 
Red  Park  and  Onekama,  two  pretty  resorts  on  Portage  Lake ;  an 
electric  car  ride  around  Manistee  Lake,  and  a  visit  lo  a  salt-block, 
of  which  Manistee  has  the  largest  in  the  world,  are  featured.  The 
illustrations   are   numerous  and  attractive. 

One  of  the  means  adopted  by  the  Torrington  &  Winchester  Street 
Railway  Co.,  of  Burrville,  Conn.,  to  advertise  its  Highland  Lake 
Park,  descrilK-d  in  the  "Review"  for  April,  1903,  is  a  four-page 
circular,  folio  8  .\  10  in.,  printed  on  heavily  embossed  paper  and  il- 
Itmiined  by  tinted  illustrations.  The  park  is  alluded  to  as  "the 
people's  picnic  resort."  On  the  fourth  page  is  a  list  of  attractions, 
the  inside  pages  being  given  over  to  a  general  description  of  the 
park. 

The  Voungstown  (O.)  Park  &  Falls  Street  Railway  Co,  issue  a 
novel,  as  well  as  attractive  20-page  booklet  pertaining  to  Idora  and 
Mill  Creek  Parks,  which  were  described  ni  the  "Review"  for  July 
ig02.  Full  page  half-lone  illustrations  tell  the  story,  while  opposite 
each  picture  is  an  appropriate  poetical  reference  to  the  scene  de- 
picted, the  selections  being  chosen  from  the  writings  of  Longfellow, 
Whittier,  Scolt  and  others  prominent  in  the  world  of  letters,  .\lto- 
gcther,  the  souvenir  is  one  to  be  valued  as  a  keepsake. 

The  Anniston  (Ala.)  Electric  &  Gas  Co.  has  kept  up  with  the 
march  of  progress  and  has  a  completely  equipped  high-class  recrea- 
tion resort  known  as  Oxford  Lake  Park,  reached  by  electric  car  ser- 
vice every  half  hour  the  year  round  to  and  from  Anniston  and  Ox- 
ford. The  company  has  set  forth  the  meritorious  features  of  the 
park  in  a  12-pagc  pamphlet,  which  contains,  in  addition  to  half- 
tone views  of  the  park,  illustrations  of  the  more  striking  features 
of  recent  agricultural  fairs,  usually  held  each  year  at  the  lake.  The 
company  provides  free  to  its  patrons  swings,  seals,  lunch  tables,  a 
tennis  court,  croquet  ground,  ball  ground  and  large  dance  pavil- 
ions, and  it  charges  a  small  fee  for  boats,  bathing,  bowling,  merry- 
go-rounds,  mystic  swing,  refreshments  and  vaudeville  entertain- 
ments. 

The  Syracuse  Rapid  Transit  Railway  Co.  employs  a  variety  of 
handbills,  flyers,  program  and  placard  advertising  for  Fellows  Park. 
Lake  Park  and  Rockwell  Springs,  which  were  described  in  the 
"Review"  for  February,  1903.  At  Fellows  Park  the  Valley  Theater, 
where  light  and  comic  operas  are  performed  by  a  slock  company, 
IS  located.  Mr.  II.  S.  D.iniels  is  the  manager.  Souvenir  programs 
are  frequently  used  to  advertise  Ihc  Valley  Theater,  while  announce- 
menis  of  both  parks  are  always  to  be  found  in  the  Syracuse  Week- 
ly Amusement  Guide.  On  the  large  placards  used  for  outdoor  bill- 
ing of  the  theater  attractions  it  is  aimounced  that  round-trip  tickets, 
including  admission,  may  be  obtained  of  the  conductors  for  25  cents. 
Sometimes  a  placard  amiounces,  simply,  "Fireworks,  Valley,  To- 
night." 

Winficld,  Kan.,  Ixiasts  some  very  attractive  parks,  the  chiefest  be 
ing  Island  Park,  the  home  of  the  Winfield  Chalau(|nan  Assembly. 
Pastime  Park,  five  miles  above  Winfield  on  the  Walnut  River,  is 
very  popular,  while  the  I'air  Grounds  and  the  Astronomical  Ob- 
servatory property  are  visited  by  large  niunbers,  all  of  which  creates 
traffic  for  the  Union  Street  Railway  &  Transfer  Co.  The  souvenir 
edition  of  the  Winfield  Courier,  published  in  March,  1901,  de- 
scribed and  illustrated  the  parks  intereslingly.  A  favorite  mode  of 
reaching  Pastime  Park  is  by  sleamer,  and  circulars  are  employed 
lo  advertise  the  excin'sious  to  this  resorl,  the  round  trip  being  2$ 
cents.  The  facilities  of  the  park  are  free  to  passengers.  Theraare 
swings,  merrygo-roinids,  croquet  groun<ls  and  oilier  iliversions 
there. 

The  Pollslown  (Pa.)  Passenger  Railway  Co.  owns  and  operates 
.Saratoga  Park,  y/i  miles  from  Ihe  cenler  of  Ihe  cily.  Il  covers  40 
acres  and   inehiiled   within   Ihe  park   limils  is  a  large   lake   with  an 


278 


STREET  RAILWAY  REVIEW. 


[Vol..  XIII,  No.  5. 


i>laii(l  in  il.  .'\(  iukIo  the  Inkt-  and  inland  an-  illuminatcil  by  vlrctric 
lights.  I  licrt'  l^  an  auililoriiim  wild  a  seating  capacity  of  1,000. 
wliiTc  refined  vandevillc,  exclusive  of  numologues,  is  free  after- 
niKHi  and  evening.  There  arc  two  waxed  floors  for  dancing.  Other 
attractions  are  naphtha  lannches,  row  boats,  toboggan,  nicrry-go- 
ronnd,  shcNtting  gallery,  etc.  Adjacent  to  the  park  is  a  camp  field, 
where  inililary  and  similar  organizations  nuister.  No  liquor  is  sold 
on  the  grounds.  The  park  is  managed  by  Mr.  Samuel  II.  Fridy.  One 
of  the  preferred  methods  of  advertising  the  park  is  by  illnstralcd 
iHHiklels,  handsomely  got  up.  with  the  main  features  alluringly  de- 
scribed. S|>ecial  inducements  are  offered  to  excursionists  and  picnic 
parties,  chietly  in  the  form  of  connnissions  allowed  upon  the  tickets 
purchased  for  transportation  and  also  upon  the  receipts  of  the 
t<ilM>ggan,  nuTry-go-round  and  ImkiIs. 

The  Jamestown  ^is.  Y.)  Street  Kailw.iy  Co.  finds  Celeron  Park 
on  1-ike  Cliatau(|ua  a  valuable  resource,  it  often  requiring  15  to  20 
extra  cars  to  acconunodale  the  traffic.  Hie  park  is  2'A  miles  from 
Jamestown  and  is  operated  by  the  Celeron  .•\nuisenicnt  Co.,  lessee, 
Mr.  (jei>rge  K.  Maltby,  superintendent  of  the  Jamestown  Street 
f{ailw.iy  Co.,  being  general  manager.  lUielly,  the  outdoor  attrac- 
tions arc  l)<»ting,  fishing,  swinuning,  balloon  ascensions,  live  wire 
acts,  phoenix  wheel,  fireworks,  Uise  ball,  dog  and  cat  shows,  electric 
fountain  and  pole,  searchlight  and  band  concerts  afternoon  and 
evening.  Dancing  is  popular.  There  is  an  exhibit  of  manufactured 
articles  in  the  auditorium,  and  there  are  a  pretty  theater  that  seats 
2.000,  at  which  vaudeville  reigns  viilh  a  change  of  bill  each  week, 
a  convention  hall  seating  8,500  persons  and  a  zoological  garden. 
Chatauqua  Lake  and  its  attractions  arc  advertised  by  the  Lake  Shore 
&  Michigan  Southern  Ry.,  the  Eric  and  other  railroads.  The  park 
itself  is  advertised  by  the  Chatauqua  Steamboat  Co.,  in  connection 
with  the  street  railw.iy  company,  usually  by  means  of  circulars  il- 
lustrated by  large  half-tone  cuts,  sonK'  of  the  illustrations  being 
S'/i  X  19  in.  A  16-page  newpaper  called  Sinnmer  Tide  is  published 
to  illustrate  Chatau(|iia  i-ike  and  in  it  the  railway  company  has  an 
advertisement  exteiuling  across  the  top  halves  of  the  two  inside 
folios.  The  Lake  Shore  &  Michigan  Southern  Ky.  also  issues  a 
50-page  booklet,  handsomely  illustrated,  in  which  Celeron  Park  is 
given  generous  space. 

The  Pomona  Pavilion  and  picnic  grounds  at  Kruitport.  Mich.,  con- 
stitute a  iHipular  resort  owneil  and  operated  by  the  Grand  Rapids, 
(irand  Haven  &  Muskegon  Railway  Co.,  under  the  supervision  of 
Mr.  Thomas.  L.  Mackett,  soliciting  freight  and  passenger  agent  for 
the  company.  The  pavilion  is  located  at  the  head  of  Spring  Lake, 
a  very  pretty  body  of  water  about  seven  miles  long,  emptying  into 
the  Grand  River.  It  is  an  attractive  place  for  picnics  and  is  well 
patronized,  In-ing  26  miles  from  Grand  Rapids,  8  miles  from  Grand 
Haven  and  7  miles  from  Muskegon.  The  picnic  and  base  ball 
grounds  and  pavilion  arc  free.  There  are  music  afternoon  and 
evening,  dancing  every  evening,  except  Sunday,  and  restaurant, 
and  Ixjating  facilities.  This  season  several  additional  attr.ictions  are 
contemplated,  such  as  a  merry-go-round,  electric  fountain,  etc.  Va- 
rious methods  of  advertising  the  park  arc  resorted  to.  For  instance, 
when  a  picnic  of  any  size  is  planned  a  folder  is  issued  giving  full 
particulars  concerning  the  interurban  service,  time  table  of  the  com- 
panys  steamboat  "Ottawa,"  regulations  of  the  resort  and  other  gen- 
eral information.  The  company  ilso  issues  time  table  folders  or 
leaflets,  for  both  the  third  rail  and  int"rurban  systems  between 
Grand  Rapids,  Fruitport,  Grand  Haven,  Muskegon.  Spring  Lake, 
Muskegon  Lake  and  Lake  Michigan,  each  time  table  containing  a 
map  of  the  line,  together  with  half-lone  illustrations  of  the  Pomona 
Pavilion  and  the  base  ball  grounds.  The  Grand  Rapids  Herald 
issues  artistic  advertising  matter  frequently,  in  which  space  is  al- 
ways taken  by  the  railway  company  for  an  illustrated  writeup  of  its 
outing  resorts.  Incidentally,  the  advertising  department  issues  a 
neat  little  folder  devoted  to  its  freight  and  express  service,  which 
has  attained  large  proportions. 

In  an  exceptionally  artistic  publication  entitled,  "Seattle  Street 
Railways;  How  to  Use  Them,"  the  Seattle  Electric  Co.  embodies 
descriptions  of  Madison,  Leschi  and  Madrona  Parks,  all  owned 
and  operated  by  the  company.  These  parks  arc  located  ,^.62  miles, 
2.22  miles  and  ,?.I9  miles,  respectively,  from  the  center  of  the  city 
and  arc  all  on  the  shore  of  l^ike  Washington.  The  class  of  enter- 
tainment that  has  proved  most  remunerative  are  afternoon  and  even- 
ing band   concerts.     A   small   zoo  at    Leschi    Park   is   popular,  also. 


Small  lake  sicanurs  run  lietween  the  parks.  Madison  Park  has  a 
pavilion  where  concerts  are  given  by  one  of  Seattle's  best  orches- 
tras summer  evenings.  Madrona  Park  is  a  favorite  picnic  and 
outing  s|H>t  for  private  parlies  and  children.  Il  is  a  small  natural 
park  and  includes  such  attractions  as  swings,  l>r>aling  and  Uithing 
f.icilities,  rustic  seals  and  summer  houses,  on  the  lilufT.  The  illus- 
trations used  in  the  advertising  mailer  are  tinted,  and  red,  green 
and  black  ink  are  used  for  the  printed  mailer,  the  liody  ty|K-  be- 
ing red. 

'The  Geneva,  Waterloo,  Seneca  Falls  &  Cayuga  Lake  Traction  Co., 
of  Seneca  I'alls,  N.  Y.,  owns  and  operates  Cayuga  Lake  Park, 
three  miles  from  the  center  of  ihe  city.  It  is  superintended  by  .Mr. 
W.  C.  Gray.  It  has  an  open-air  theater  at  which  high-class  vaude- 
ville is  given,  admission  Ining  free  to  patrons  of  the  cars.  DalliKm 
ascensions,  fireworks  and  illumination  of  the  grounds  serve  to  draw 
large  crowds.  'There  are  UKTry-go-rounds  and  other  atlractiims 
found  at  outdoor  resorts.  The  company  advertises  extensively,  one 
of  the  most  profitable  methods  iK'ing  the  issuance  of  handsome  liook- 
lets  and  folders  replete  with  half-tone  illustrations  calculated  to 
show  that  this  is  the  finest  excursion  resort  in  central  New  York. 
It  also  resorts  to  striking  circulars,  printed  in  blue,  to  aimounce  the 
vaudeville  program.  Conductors  '.ssue  tickets  for  the  perfcirmance 
after  6  p.  m. 

The  Marlboro  &  Wcslboro  (Mass.)  Street  Railway  Co.  has  a  very 
pretty  resort  known  as  Lake  Chauncey  Park,  which  is  sought  by 
churches  and  societies  as  a  picnic  resort,  and  attracts  large  crowds 
of  individuals  as  well.  Il  is  two  miles  from  WestI)oro.  'The  direc- 
tors of  the  company  manage  the  park,  leasing  privileges  to  Mr.  U.  B. 
Long.  Vaudeville  entertainments  are  given  in  a  theater  that  has  a 
seating  capacity  of  2,000  and  there  is  a  well-patronized  dance  hall. 
Boating  and  fishing  are  favorite  pastimes,  too,  and  on  Sundays  band 
concerts  are  very  popular.  The  company  issues  a  souvenir  book  de- 
picting by  means  of  half-tones  the  beauties  of  the  park.  Il  is  very 
■attractively  arranged  and  printed,  and  is  well  filled  with  advertising. 
The  name  "Chauncey"  was  given  to  :he  lake  and  park  in  honor  of 
Dr.  Charles  Chauncey.  Ihe  second  president  of  Harvard  College. 

Willoughbeacli  Park,  a  strictly  temperance  resort  at  Willoughby, 
C)..  17  miles  from  Cleveland,  is  owned  and  operated  by  the  Cleveland, 
Painesville  &  Eastern  Railroad  Co.,  with  Mr.  G.  E.  Bender  as  man- 
ager. The  company  publishes  a  l)Ooklet  in  which  the  features  of  the 
resort  are  attractively,  yet  briefly,  described,  tinted  illustrations  con- 
veying the  ideas  better  than  words.  'The  park  is  especially  designed 
for  outings  of  Sunday  schools,  lodges  and  societies.  It  covers  25 
acres  of  land  and  its  natural  beauties  are  enhanced  by  rustic  bridges, 
arbors  and  tables.  There  are  swings  and  seats,  a  new  pavilion  and 
dance  hall  with  dining  hall  connected,  a  fine  beach,  good  boating  and 
bathing,  merry-go-round,  baseball  field  and  other  innocent  amuse- 
ment features.  Sunday  and  holiday  band  concerts  are  also  a  feature. 
The  Pacific  Electric  Railway  Co.,  of  Los  Angeles,  Cal.,  issues  an 
attractive  pamphlet  descriptive  of  a  trip  from  Los  .Vngeles  over  its 
various  lines  to  the  points  of  interest  and  attraction  touched  by  the 
system.  These  include  Ihe  San  Gabriel  V'alley.  Pasadena.  Rubio 
Canyon,  Echo  Mountain,  the  Mt.  Lowe  observatory,  the  .Mpine 
Tavern,  sununit  of  Mt.  Lowe.-  San  Gabriel  Mission,  Long  Beach, 
Dominguez  Rancho,  and  other  places  dear  to  lovers  of  the  pic- 
turesque and  sentimental.  The  little  book  is  artistically  arranged 
and  ornamented  by  numerous  original  sketches  of  the  subjects 
treated. 

Two  effective  advertising  publications  are  issued  by  the  Boston 
Suburban  Electric  Companies  and  the  Lexington  &  Boston  Street 
Railway  Co.,  the  latter  road  being  controlled  by  the  former.  "'The 
Route  of  the  Minute  Men  April  19.  1775,"  is  the  title  of  the  booklet 
issued  by  the  Lexington  &  Boston  Company.  Il  descrilics  Lexing- 
ton, Concord,  Bedford  and  Lowell,  as  seen  from  electric  cars,  and 
is  replete  with  half-tone  illustrations  of  parks,  monuments  and  me- 
mentoes of  Revolutionary  fame.  "Trolley  Exploring  'Trips"  is  an 
illustrated  booklet  describing  25  routes  on  the  consolidated  Newton 
lines,  part  of  the  Boston  Suburban  Electric  Companies  system,  cover- 
ing 83  miles  of  the  most  picturesque  scenery  in  Massachu-setts.  Nor- 
unibega  Park,  described  in  the  "Review"  for  March,  igo.l,  is  one  of 
the  resorts  prominently  mentioned. 

The  Mt.  Vernon  (O.)  Electric  Railway  Co.  uses  posters  and 
souvenir  books  to  advertise  its  Lake  Hiawatha  Park,  descrilwd  else-' 
where  in  this  number  of  the  "Review."  The  style  of  poster  pre- 
ferred is  a  large  colored  lithograph  showing  a  bird's  eye  view  of  the 


May  20,  1903.) 


STREET  RAILWAY  REVIEW. 


279 


central  portion  of  the  park,  including  tlic  lake,  ■iunnner  cottages. 
pavilions,  iKwt  and  bath  houses,  etc.  Ihe  .souvenir  issued  by  the 
company  leaves  the  description  for  the  most  part  to  the  half-tone 
illiisl rations,  "which  speak  more  praise  than  the  pen  can  describe." 


DESCRIPTIONS  OF  PARKS. 


Ml'.  VERNON,  O. 

The  Mt.  X'crnon  Electric  Railway  Co.  owns  and  operates  Lake 
Hiawatha  Park,  an  exceptionally  attractive  resort  covering  50  acres. 
in  the  center  of  which  is  the  lake,  eight  acres  in  area,  which  gives  it 
its  name.  Mr.  E.  T.  Sclig  is  the  manager.  The  park  is  about  three 
miles  from  the  center  of  the  city  and  is  the  mecca  not  only  of  nuilti- 
tiides  of  transients,  hut  is  also  the  siminier  home  of  a  large  colony 


species.  An  auditorium  with  a  seating  capacity  of  1,500  people  is 
popular.  It  is  a  brown  stone  structure  and  is  lighted  by  electricity, 
as  are  the  grounds  and  other  buildin-s.  .\t  the  dance  hall  an  orches- 
tra is  in  attendance  at  all  hours.  There  are  baseball  and  croquet 
grounds,  tennis  courts,  a  half-mile  track  for  autos,  bicycles  and 
horses,  and  numerous  other  amusement  devices,  not  forgetting  a 
merry-go-round  and  a  pony  livery  stable  for  the  children. 

Many  important  conventions  and  public  gatherings  are  held  at  the 
park,  notably,  the  Ohio  Slate  Baptist  .-Vssembly,  which  lasts  10  days, 
and  which  brings  .together  1,000  or  more  campers,  or  "tenters"  each 
year;  the  Cleveland  City  Guards,  who  aiuuially  muster  there  for  10 
days;  the  State  Sunday  School  Union,  1,000  members,  who  also  camp 
there  for  10  days  each  summer;  the  County  Fair,  wdiich  was  started 
in  1901,  is  likewise  held  there  annually. 

The  park  has  telephone  and  telegraphic  connection  with  the  outside 


IIIKIJ.S   KVK   \IKW  (>!•'   I.AKK  1 1 1.\  W.VTI  l.\    I'.MiK.    MT.   VIOIINUN. 


for  whose  use  the  company  has  erected  35  cottages  in  the  finest  loca- 
tion in  the  park.  Many  school  teachers  spend  their  vacation  there. 
The  Hiawatha  cottages,  as  they  are  called,  are  furnished  ready  for 
occupancy,  excepting  the  Ited  linen.  Each  bears  a  charming  Inilian 
name.  The  terms  of  rental  are  moderate.  The  tenants  may  cook 
Iheir  own  meals,  if  desired,  but  there  are  two  public  eating  places  in 
the  park,  the  regular  dining  hall  presided  over  by  a  chef,  where 
l<oarfiers  may  .secure  special  rates  on  the  American  plan,  and  the 
<lairy  kitchen,  or  lunch  rfX)m,  which  is  on  the  ICuropean  plan.  The 
■Irinking  fountains  on  the  grounds  arc  supplied  from  large  mineral 
springs.     No  intoxicants  arc  sold. 

Lake  Hiawatha  is  fed  by  springs  and  inexhaustible  wells,  from 
which  the  water  is  pumped  by  electricity.  The  lake  abounds  in  bl;ick 
liass  and  sun  fish.  I  here  is  a  handsome  boat  house  and  near  by  a 
hath  house  containing  20  apartments.  Expert  swimming  allendanis 
of  l>oth  sexes  are  at  all  times  present.  A  water  toboggan  is  one  of 
Ihe  adjuncts.  There  is  also  a  Ixiwling  alley  conducted  by  an  expert. 
Ihe  zo<i  is  a  wiurce  of  pleasure;  it  contains  wiM  animals  of  many 


world  and  there  arc  two  free  mail  deliveries  daily.  Outdoor  enter- 
tainments arc  one  of  the  features  of  the  park,  one  of  the  most  popu- 
lar fr)rms  being  concerts  by  Innis'  Band,  or  other  orgaiii/ations  of 
note.  The  park  is  an  ideal  spot  for  picnics  and  lodge  outings  and  is 
much  in  demand  for  that  purpose. 


OTTUMWA,  lA. 

I  lu-  (Kliunwa  Traction  &  Light  Co.  expects  to  operate  a  new  puli 
lie  park  this  season,  for  which  certain  improvemems  were  made  la^l 
year,  it  being  the  company's  first  venture  in  the  i)ark  line.  It  has 
not  bi-en  ilreidcil  In  il.ili-  uliiilur  regidar  nllnieiiciiis  will  be  ium  nr 
not. 


UTICA,  N,   Y, 

'The  Utica  &  Mohawk  Valley  Railway  Co,  owns  and  oper.iles  (wo 
parks.  Sunnnil  I'ark,  7  miles  out.  and  Utica  I'ark.  j  miles  from  the 
center  of  the  city.      Mr.  /\.  L.  Linn,  Jr.,  is  manager  of  brjlli  parks  and 


280 


STREET  RAILWAY  REVIEW. 


1V..L.  XIII.  No. 


at  Summit  Park  lias  the  assistance  of  Mr.  S.  N.  Rakrr,  supcrintciul- 
cnt.  At  this  park  which  contains  4J  acres,  there  is  a  theater  with 
a  seating  capacity  of  i.JOO,  antl  dancing,  boating,  swings,  merry-go- 
ronml  and  other  park  features  are  provided.  Utica  Park  embraces 
8L2  acres,  including  a  tine  grove.  Dancing  is  the  most  popular  atniisc- 
nuMil.     There  are  swings,  etc.,  for  those  who  prefer. 


MONTGOMKUV,  ALA. 

The  Montgomery  Traction  Co.  has  planned  some  excellent  .itlrac- 
lions  for  this  summer  at  Pickett  Springs,  where  two  very  fine  theaters 


mm 

^^^^     ,n  -"1 

rj-SA":::.  l^SS*?^  a*=(^ 

.1 

^m^uMmm^t^^ 

VIEW    OK    I..\KK    SHOWING    HO.\T    HOUSW.    H.XTII    HOUSK    AND 

TOBOGGAN    SI. IDE.    LAKE    HIAWATHA    PARK.    MT. 

VERNON,   O. 

have  been  erected,  one  for  white  people  and  one  for  negroes.  Mr.  J. 
H.  Curtis,  an  old  showman,  has  been  retained  to  get  together  a  first 
class  stock  company  to  present  popular  plays  with  vaudeville  between 
the  acts.     A  cafe  is  another  of  the  ntlr.u°lions  proposed. 


NORTH  ADAMS,  MASS. 

The  Hoos,ic  Valley  Street  Railway  Co.  recently  purchased  Hoosac 
Valley  Park,  located  between  .^dains  and  North  .•\danis,  together  wi.h 
the  big  Moody  farm.  The  land  is  easily  accessible.  It  was  formerly 
a  wild  woody  stretch  of  side  hill,  but  by  the  expenditure  of  quite  a 
sum  it  has  been  made  very  desirable  for  an  outing  place.     The  coin- 


I'ONV    STABLE,    LAKE    MIAW.VTHA    I'ARK.    MT.    VERNON.    O. 

pany  will  operate  it  this  summer  under  llie  direction  of  a  compelent 
manager. 


WINONA,  MINN. 

The  Winona  Railway  &  Light  Co,  owns  and  operates  Bluff  Sidi- 
Park,  two  miles  from  the  center  of  the  city.  It  has  no  theater,  but 
moving  pictures,  band  concerts  and  the  like  serve  admirably  as  attrac- 
tions, all  being  under  the  direction  of  Mr.  S.  IV  Livermore. 


PARKERSBLIRG,  W.  VA. 

Terrapin    Park    is   the   mecca   of  many    thousand    patrons   of   the 
Parkersburg-Marielta  &   Interurban   Railway   Co.     It   is  three  miles 


out  of  the  city  and  is  operated  by  the  company.  Besides  a  theater 
with  a  seating  capacity  of  1,000,  in  which  drama  and  vaudeville 
combined  arc  presented,  there  are  scenic  railway  and  pavilions  for 
dancing,  refreshtncnts,  etc. 


WABASH,   IND. 

niie  Wabash  River  Traction  Co.  owns  ami  operates  Boyd  Park, 
located  6.yci  miles  from  the  center  of  the  city,  and  8  miles  from  Peru, 
Ind.,  and  the  attendance  is  large  at  all  times  during  the  season.  One 
of  the  leading  attractions  is  a  theater  which  seals  1,000  people.  Vaude- 
ville is  the  prevailing  form  of  entertainment. 


SALT  LAKE  CITY,  UTAH. 

The  Consolidated  Railway  &  Power  Co.  has  a  valuable  property 
in  Calder  Park,  situate  six  miles  from  the  center  of  the  city,  which 
embodies  a  r<ice  track  ami  excellent  facilities  for  boating,  dancing  and 
other  forms  of  outdoor  amusement,  together  with  a  theater  with  a 
sealing  capacity  of  200  in  which  vaudeville  enlerlainmenis  are  given. 
The  park  was  li'ased  last  season  to  Morris  Levy  and  the  company 
expects  to  lease  it  again  this  season. 


FREDERICK,  MD. 

In  Rradilock  lleigbis  the  Frederick  &  Middle-town  Railway  Co.  has 
a  resort  *»f  unusual  interest  and  one  that  has  proven  a  very  valuable 


.MIllTnltH  M     AT    LAKK    lllAW.VTll.V    I'AUK.    MT.    VKKNON.    O. 

adjunct.  It  is  famed  for  its  height  and  is  an  excellent  viewpoint, 
being  1,200  ft.  above  tidewater,  and  from  the  observatory  can  be  seen 
four  states  and  more  battlefields  than  from  any  other  point  in  the 
I'liileil  SLitcs,  according  to  Mr.  George  W.  Smith,  president,  and 
manager  both  of  the  road  and  park.  It  is  five  miles  from  the  center 
of  the  city  and  is  resorted  to  by  picnic  parties  a  great  deal.  Dances 
are  held  there  twice  a  week  regularly  and  vaudeville,  burlesque  and 
moving  picture  exhibitions  are  given  frequently. 


PUTNAM,  CONN. 

The  Worcester  &  Connecticut  Eastern  Railway  Co.  has  a  delight fnl 
resort  in  Wildwood  Park,  4' j  miles  out,  just  half  way  to  Danielson. 
I'here  are  row  boats,  launches,  merry-go-rounds,  photograph  galleries 
a  dance  hall  and  a  refreshment  pavilion,  and  on  special  occasions  bal- 
loon ascensions  and  band  concerts  are  added.  No  intoxicants  are  sold 
There  is  a  theater  that  seats  1.250  persons,  and  the  form  of  attrac- 
tion preferred  is  either  vaudeville  or  abridged  light  opera.  The  park 
is  owned  and  operated  by  the  company  and  last  year  was  managed 
by  Mr.  L.  R.  Brown. 


DURANGO,   COL. 

The  chief  pleasure  resort  on  the  lines  of  the  Durango  Railway  & 
Realty  Co.  is  known  as  The  Fair  Grounds,  situated  I  mile  from  the 
postoffice,  operated  by  the  Colorado-New  Mexico  Fair  Association. 


May  jo,  kWj] 


STREET  RAILWAY  REVIEW. 


281 


lessee,     llic  sircci  railway  company  lias  piircliasoil  a  tract  abimt  two 
miles  out  and  contemplates  establishing  a  pleasure  park  there. 


SIOUX  ClTV,  l.\. 
The  Siou-x  City  Traction  Co.  has  a  verj'  popular  resort  called  Ki\- 
crside  Park,  about  four  miles  from  the  center  of  the  city,  at  wliicli 
the  principal  forms  of  entertainment  are  embodied  in  base  ball,  band 
concerts  and  a  theater  that  seals  Soo  persons.  The  park  is  operated 
by  the  company  in  the  name  of  the  Riverside  Park  Improvement 
Co.,  and  its  management  devolves  upon  Mr.  E.  L.  Kirk. 


OTTA\V.\.  C.W. 
Britania-on-the-I>ay  is  the  attractive  name  of  the  principal  outing 
resort  owned  by  the  Ottawa  Electric  Railway  Co.,  seven  miles  from 
the  city.  It  is  managed  by  the  company  and  among  its  chief  features 
are  a  bathing  beach  and  a  pier  that  extends  1,050  ft.  into  the  bay,  with 
dressing  rooms  attached  and  a  swimming  instructor  in  attendance. 
There  is  a  pavilion  for  ladies  containing  dressing  rooms  and  all  con- 
veniences, with  a  maid  in  attendance.  There  is  also  a  good  refectory. 
Band  concerts  are  given  in  the  evening.  The  company  also  owns  and 
operates  Rockliffe  Park,  2V2  miles  from  the  center  of  the  city,  noted 
mainly  for  its  beautiful  drives  and  its  boating  and  swimming  facil- 
ities. 


REDLANDS,  CAL. 
The  Rcdlands  Street  Railway  Co.  owns  40  acres  of  land  which  it 
will  eventually  improve  and  lay  out  as  a  park,  according  to  Mr.  C. 
W.  A.  Cartlidge,  the  vice-president,  but  as  yet  there  has  been  noth- 
ing done  e.xcept  the  planting  of  a  few  hundred  trees. 


PAINT. 

An  interesting  paper  on  the  composition  and  use  of  various  kinds 
of  paint  was  read  by  Mr.  Houston  Lowe  at  the  March  meeting  of 
the  Western  Railway  Club.  The  author  stated  that  oil  paint,  as 
made  and  used  today,  was  based  upon  the  theory  that  the  solids 
are  coefficient  with  the  liquids  in.  producing  best  materials  and  the 
secret,  if  there  be  any,  lies  in  the  determination  of  the  amount  and 
kind  of  each  needed  in  the  mixture  to  secure  the  best  results.  All 
paints  are  defined  as  a  close  union  of  solids  or  pigment  and  liquids 
or  binder.  The  inorganic,  or  solid  matter  in  a  finely  divided  .state 
is  mi.xed  with  the  organic  or  liquid  matter  and  they  are  linked  to- 
gether chemically  or  mechanically.  Ordinary  mechanical  mi.xtures 
in  which  the  pigments  and  liquids  have  little  afliiiily  for  each 
other  or  in  which  the  powders  are  feebly  suspended  in  the  litiuids 
scarcely  deserve  the  name  of  paint. 

The  essentials  of  a  good  structural  oil  paint  are  given  as  fol- 
lows: It  must  work  properly;  it  must  dry  fast  enough;  it  must 
wear  well;  it  must  produce  a  satisfactory  appearance  and  it  must 
exclude  moisture  from  the  material  it  covers.  In  addition  to  these 
essentials  the  cost  must  also  be  considered.  Wood  usually  con- 
tains wafer,  extractives,  ligno-cellulosc  an<l  mineral  matter,  the  first 
two  being  enemies  of  paint.  An  oil  paint  to  preserve  or  protect 
must  be  rcpellant  of  water,  for  water  and  sap  cause  the  decom- 
position of  wood.  If  the  paint  is  composed  of  liydrofuge  material 
one  cannot  expect  it  to  stick  to  a  damp  surface.  Most  of  the  com- 
plaints of  paint  spotting,  cracking,  crawling,  wrinkling  anil  blister- 
ing on  wood  may  be  attributed  to  water,  sap,  soot  or  greane  under 
if.  Some  parts  of  a  board  will  suck  or  pull  the  liipiid  out  of  an 
oil  paint  leaving  more  or  less  of  the  dry  pigment  on  the  surface, 
while  other  parts  less  absorlwnt  will  support  the  paint  so  that  it 
will  give  the  desired  appearance.  The  painter,  therefore,  must 
study  the  things  to  which  paint  is  ai>plied  and  the  inetho<I  of  ap- 
plying if. 

In  regard  to  the  influence  of  various  pigments  and  adidterations 
on  the  durability  of  paint  the  author  staled  Ihat  pigments  used  in 
tfructural  oil  paints  arc  of  two  general  classes,  namely:  those  that 
react  more  or  lesi  with  the  oil  and  those  that  have  no  chemical 
action  with  the  oil.  The  former  class  pro<lucc9  the  quicker  drying 
and  the  less  durable  paint  and  the  latter  the  slower  drying  and 
more  durable  coatings.     Pigmenis  arc  probably  used  in  oil  paints 


lor  the  following  purpose:  To  cilor  ur  better  the  appearance  of 
surfaces;  to  permit  the  application  of  more  oil  than  can  be  accom- 
plis.ied  by  the  use  of  oil  alone;  to  protect  the  oil  mechanically;  to 
hasten  the  hardening  of  the  oil  and  to  increase  the  thickness  of 
the  covering  layer.  Oil  applied  to  a  smooth,  non-absorbent,  ver- 
tical surface  runs  off  until  it  reaches  a  certain  thickness.  After 
the  layer  has  dried  it  forms  a  film  so  thin  that  il  is  difficult  to 
measure  it  with  a  micrometer  gage.  If  the  pigment  is  added  to 
the  oil  the  result  is  a  thicker  layer.  Moreover,  with  any  given  pig- 
.nent  the  more  finely  it  is  divided  the  thicker  will  be  a  layer  formed 
with  a  given  proportion  by  weight  to  the  oil.  Presupposing  the 
use  of  good  paint,  one  bottoming  coat  and  three  subsequent  coat- 
ings laid  on  at  suitable  intervals  will  be  required  to  produce  a 
.•ayer  of  oil  paint  of  sufficient  thickness  on  iron  to  keep  moisture 
away  from  the  metal  and  to  protect  the  latter  from  rust.  The 
problem  of  wear  seems  to  be  to  determine  what  materials  should 
be  taken  as  pigments  and  in  what  state  of  division  they  must  be, 
so  that  by  their  power  of  adhesion  to  the  oil  they  will  secure  coats 
of  the  greatest  thickness.  In  a  layer  of  paint  that  has  just  dried 
and  hardened  each  little  particle  must  be  veneered  with  a  film  of 
dried  oil.  When  this  veneer  on  the  outer  surface  of  the  layer  has 
worn  away  through  atmospheric  influences  the  particles  of  pigment 
exposed  to  these  influences  will  shield  and  protect  the  oil  or  binder, 
covering  the  particles  of  pigment  underneath.  It  may  therefore  be 
concluded  that  any  pigment  that  would  unite  with  the  binder  and 
that  is  unaffected  by  the  agencies  that  affect  dried  oil  will  prolong 
the  life  of  the  paint  by  reason  of  the  mechanical  protection  that  it 
gives  to  it.  Pigments  that  have  no  chemical  action  upon  the  binder 
produce  the  most  desirable  paints  as  far  as  durability  is  concerned, 
but  if  quick  drying  is  wranted  and  it  is  desired  to  avoid  the  use  of 
volatile  substances  then  it  is  apparent  why  pigments  are  used  to 
assist  in  the  hardening  of  the  oil.  Pigments  like  white  lead  and 
red  lead  react  with  oil.  The  former  contains  quite  an  amount  of 
constituent  water  and  saponifies  the  oil  and  therefore  a  while  lead 
paint  works  well,  dries  well  and  decomposes  somewhat  rapidly.  The 
action  of  red  lead  is  different,  as  this  is  anhydrous  and  produces  a 
more  insoluble  soap  from  oil  than  white  lead ;  its  characteristics 
are  rather  those  of  plaster  than  of  soap.  A  little  red  lead  or 
white  lead  added  to  pigments  like  graphite,  lamp  black,  oxide  of 
iron,  etc..  always  makes  them  not  only  dry  better  but  work  bcller 
and  under  ordinary  methods  of  painting,  wear  better. 

The  author  considers  that  an  adulteration  of  the  pigment  is  any- 
thing that  lessens  its  ability  to  perform  the  essential  requirements 
as  a  pigment.  For  example,  suppose  black  paint  is  used  with  lamp 
black  as  coloring  matter.  If  all  lamp  black  were  used  as  the  pig- 
ment, we  would  have  a  paint  Ihat  would  di-y  very  slowly,  ami 
further,  such  a  paint  would  be  apt  to  secure  a  film  on  the  surface 
to  which  it  was  applied  .so  thin  that  it  would  have  but  little  value 
as  a  protective  covering.  If.  when  a  black  paint  is  wanted  wc 
take  from  15  to  20  per  cent  of  lamp  black,  a  small  percentage  of 
red  lead  for  drying  purposes  and  a  large  percentage  of  some  inert 
powder  such  as  gypsum,  silica,  etc.,  for  mechanical  protection,  we 
secure  with  linseed  oil  a  paint  of  much  higher  efficiency.  The  ques- 
tion naturally  arises,  are  the  red  lead  and  inert  substances  that  arc 
added  to  the  lamp  black  adulterations  or  unl  ?  The  same  principle 
holds  with  oxide  of  iron.  There  is  no  use  in  making  a  paint  from 
this  alone:  such  a  paint  would  prove  less  efficient  than  one  in 
which  the  pigment  has  been  largely  combined  with  some  inert 
powder. 

There  are  three  constants  which  accompany  every  cnlor:  line. 
luminosity  and  purity.  Many  pigmenis  arc  claimed  In  be  anifir- 
phous;  the  author,  however,  is  of  the  opinion  lli;il  all  pigmrnls 
good  for  use  in  paint  making  have  a  defined  cryslalline  <lniclurr. 
The  influence  of  grinding  upon  any  given  pigment  can  be  deter- 
mined by  rubbing  a  small  portion  of  it  in  an  agnle  mortar  with 
a  pestle.  The  Influence  nf  grinding  on  many  pigments  is  In  lighlen 
Iheir  color  and.  as  a  rule,  all  hard  stable  rompniitids  are  lunde 
lighter  by  grinding. 

Linseed  oil,  after  centuries  of  use.  slill  holds  its  own  as  the  best 
oil  for  painters'  use  where  durability  is  the  main  consideration.     A 


2k: 


STREET  RAILWAY   REVIEW. 


(VuL.  xm,  N...  5. 


layer  of  linseed  oil  iii-oii  a  non-alisorbent  surface  while  fresh  ami 
soft  changes  rapidly.  The  most  common  cause  of  difliciilly  in  dry- 
ing paint  is  change  of  tenipcralure  or  change  in  the  anioinu  of 
moisture  held  in  the  air.  The  drying  oil  changes  from  a  liquid, 
first  into  a  sort  of  jelly,  then  to  a  solid  rulilier-like  suhsiance 
which  not  only  holds  itself  together,  but  also  clings  to  any  substance 
on  which  it  has  formed.  It  takes  oxygen  from  the  air  and  gives 
ofT  carbon  dioxide  and  water.  This  process  has  been  called  the 
breathing  of  the  drying  oils.  The  rubber-like  substance  is  called 
linoxyn.  This  is  a  solid  which  is  insoluble  in  many  li(|uids  and 
is  much  less  soluble  in  any  solvent  lliaii  linseed  oil.  The  author 
has  had  specimens  of  it  in  dilute  acid  and  weak  alkaline  solutions 
for  months,  also  in  alcohol,  chloroform,  acetone,  etc.,  in  which  it 
shows  hut  slight  decomposition  or  solution.  These  experiments  in- 
dicate its  power  of  resistance  to  atmospheric  influences. 

Modern  railway  conditions  demand  rapidly  drying  paints.  Lin- 
oxyn is  not  quickly  formed  without  light,  good  ventilation,  anil 
moderate  artificial  heal.  Bridge  painters,  house  painters,  and  freight 
car  painters  still  suflfer  from  having  to  do  their  work  under  variable 
conditions  out  of  doors,  and  these  conditions  have  created  in  late 
years  an  enormous  demand  for  quick  drying  thinners  to  take  the 
place  of  linseed  oil.  These  thinners,  or  adulterations,  if  they  may 
be  so  considered,  consist  largely  of  volatile  matter.  They  dry  al- 
most wholly  by  evaporation,  not  like  oil  by  oxidation.  Some  of 
them,  if  used  in  reasonable  proportions,  insure  much  better  results 
for  the  painter  than  he  can  gel  from  the  use  of  linseed  oil  and 
the  class  of  Japans  usually  furnished.  These  thinning  Japans,  etc., 
cannot  be  condcnnied  as  long  as  painters  must  apply  their  material 
to  surfaces  that  are  nut  in  fit  condition  to  receive  a  good  oil  paint, 
and  under  almospheric  conditions  that  will  not  permit  an  oil  paint 
to  dry  fast  enough. 

None  of  the  linseed  oil  is  perfectly  pure.  Impurities  like  water 
and  albumen  are  readily  detected,  but  impurities  like  the  oil  ex- 
tracted from  the  seed  of  weeds  generally  associated  with  the  flax 
plant  can  hardly  be  detected.  Mineral  or  resin  oils  added  to  lin- 
seed arc  readily  detected  by  the  "sense  impressions"  they  make  upon 
one  familiar  with  good  oil.  Further,  they  may  be  determined  by 
chemical  tests,  and  such  adulterations  are  not  common.  Other 
.idullcrations  sometimes  added  when  oil  is  high  in  price  that  arc 
difficult  to  detect  are  corn  oil,  cotton  seed  oil  and  fish  oil.  When 
linseed  oil  is  cheap  the  small  gain  arising  from  the  use  of  these 
adulterants  docs  not  compensate  for  the  risk  the  seller  runs  in 
introducing  them  into  his  oil.  The  author  also  considered  the  in- 
tluencc  of  gums  on  varnish.  Resins  are  the  ingredients  which  im- 
part hardness  and  brilliance  to  varnishes.  The  harder  they  are  the 
longer  will  the  varnishes  made  from  them  hold  their  luster  under 
any  conditions  of  exposure.  "Long-oil"  varnishes  arc  products  in 
which  it  is  attempted  to  make  linseed  oil  that  has  been  more  or  less 
resinified  by  heat  and  other  treatment  take  the  place  of  fossil  gum. 
The  "long-oil"  varnishes,  while  they  wear  fairly  and  work  well, 
lack  bearing-up  qualities  and  .soon  lose  their  luster.  The  principle 
upon  which  resins  arc  used  in  varnish  is  somewhat  analogous  to 
the  principle  on  which  pigments  are  used  in  paints.  Oil  gives 
elasticity,  or  toughness  to  either  paint  or  varnish  and  pigments 
or  resin  in  a  similar  way  give  hardness  or  firmness.  It  may  there- 
fore be  concluded  that  if  the  resin  used  in  making  a  varnish  has 
greater  power  to  resist  atmospheric  influences  and  the  action  of  the 
«un's  rays  than  linoxyn  it  will  prolong  the  life  of  the  varnish ; 
otherwise  it  will  shorten  it. 

In  regard  to  the  desirability  of  specifications  for  paint  the  author 
believes  that  in  general  it  is  easier  to  secure  satisfactory  material 
by  purchasing  from  sample  than  by  purchasing  under  specifications, 
and  it  may  be  safely  presumed  that  professional  paint  makers  hav- 
ing a  reputation  to  sustain  know  more  a1>out  determining  the  prop- 
erties of  paint  than  the  chemists  employed  by  railroads  and  other 
purchasers.  The  quality  of  paint  is  fully  as  dependent  upon  its 
physics  as  it  is  upon  its  chemistry,  and  the  author  does  not  helicvc 
that  it  will  ever  be  possible  to  design  satisfactory  specifications 
for  painters'  material  until  chemists  arc  willing  to  co-operate  with 
competent  painters. 


In  order  to  foretell  the  probable  result  to  be  obtained  from  the 
use  of  any  |iaint  one  should  know  the  following  things  alHivit  it: 
Its  history  and  mode  of  preparation,  its  physical  properties  and  its 
chemical  properties.  Pieces  of  dry,  iwlished  glass  afford  the  most 
accurate  means  of  observing  the  properties  of  paint.  A  test  of  paint 
should  include  its  working  properties,  its  drying  properties  and  its 
durability,  as  well  as  its  spreading  and  hiding  power  precipitation 
and  adherence. 

-♦■»♦- 

A  CONVENIENT  PIT  TABLE. 


BY   JOSEPH   H.    SMITH. 


The  accompanying  illustration  shows  a  serviceable  pit  table  which 
can  be  easily  and  cheaply  constructed.  It  consists  of  a  No.  2  Barrett 
jack  and  a  small  hand  car  designed  to  run  on  the  bottom  of  the  pit. 
To  make  this  table  a  new  rack,  5-ft.  long  can  be  secured  of  the 
builders  of  the  jack,  this  rack  being  without  head  or  foot.  This  is 
used  in  place  of  the  short  rack  with  which  the  jack  is  ordinarily 
supplied. 

Two  pairs  of  small  wide  tre,id  wheels  and  axles  are  used  upon 
which  a  wooden  platform  is  built.     The  bottom  of  the  pit  is  bolted 


A    SERVICEABLE   PIT   TABLE. 

to  this  platform,  a  hole  being  made  in  the  center  through  which 
the  rack  can  work.  A  cast-iron  plate.  0-in.  square  and  i^i-in.  thick, 
will  answer  for  the  head.  A  hole  one  inch  deep  should  be  bored 
in  the  center  of  this  head  to  fit  the  end  of  the  rack.  Upon  this  head 
is  bolted  an  oak  block  12-in.  square  by  2-in.  thick,  which  can  be 
used  for  carrying  armatures  or  motors.  Bolts  should  be  run  side- 
ways through  this  block  to  prevent  it  from  splitting.  For  remov- 
ing wheels  a  similar  table  may  be  used,  except  that  it  should  be 
20-in.  long  and  6-in.  wide,  and  on  the  ends  of  this  piece  should  be 
bolted  a  V-shaped  block  to  take  the  axle.  It  is  necessary  to  cut  a 
hole  in  the  floor  of  the  pits  for  the  rack  to  run  into  when  the 
jack  is  lowered  down  so  as  to  clear  the  bottom  of  the  truck.  It 
is  advisable  to  select  a  place  in  the  pit  where  most  of  the  motor  and 
wheel  work  is  done  to  locate  this  jack,  as  it  cannot  be  moved  very 
far  on  account  of  the  hole  required  in  the  floor.  The  device,  how- 
ever, will  be  found  very  serviceable  as  one  man  can  raise  or  lower 
the  heaviest  motor  with  ease  in  a  very  short  space  of  time. 


BROOKLYN   RAPID  TRANSIT  TO  HANDLE 
FREIGHT. 


The  lirooklyii  Rapid  Transit  Co.  has  placed  orders  fur  equip- 
ment for  the  handling  of  not  only  express  matter  but  heavy  freight, 
and  has  entered  into  tentative  contracts  with  manufacturing  plants 
and  business  houses  to  take  advantage  of  this  freight  service  when 
inaugurated.     This  traffic  will  be  conducted  largely  at  night. 


May  X,  igos] 


STREET  RAILWAY  REVIEW. 


283 


NEW  TRANSFER  STATION   AT   NASHVILLE, 
TENN. 


A  new  transfer  station  has  recently  been  completed  in  "Nash- 
ville, Tenn.,  which  forms  a  terminal  for  all  the  city  lines  as  well 
as  all  the  snburhan  lines  entering  the  city,  and  in  which  transfers 
from  one  division  to  any  other  division  of  the  company's  lines  are 
made,  thereby  doing  away  with  transfer  tickets  and  their  attendant 
troubles.  There  are  bnt  comparatively  few  transfer  stations  of 
this  character  in  this  country  probably  for  the  reason  that  to  effect 
transfers  in  this  way  it  is  necessary  that  all  lines  in  a  city  have 
some  common  meeting  point,  a  condition  not  usually  existing.  One 
of  these  transfer  stations  is  in  Denver  and  others  are  at  present 
building  in  Cincinnati,  and  Los  .\ngeles.  The  first  transfer  station 
in  Nashville  was  established  about  12  years  ago  and  was  a  small 
building  accommodating  only  three  cars  at  once.  This  was  abolished 
when  the  Hatubleton  syndicate,  of  Baltimore,  consolidated  the  dif- 
ferent street  car  companies  of  Nashville,  and  the  usual  method  of 
transferring  at  street  corners  was  inaugurated. 

Owing  to  a  strong  public  demand  the  new  transfer  station 
illustrated  herewith  was  recently  Iniili  and  the  former  system  of 
transferring  was  again  inaugurated.  The  new  station  is  situated 
opposite  the  public  .square  and  runs  through  to  Cherry  St.,  between 
Dcaderick  and  Cedar  Sts.  It  is  365  ft.  long  by  32  ft.  in  width,  the 
entrance  being  on  the  public  square.  One  of  the  incidental  benefits 
of  the  new  station  is  the  shortening  of  the  schedules  on  17  out  of 
the  20  divisions  of  the  company's  lines. 

The  station  is  one  block  in  length  and  passengers  are  permitted 
to  change  cars  anywhere  within  this  block.  The  waiting  room 
is  situated  in  an  oflf.set  52  .\  90  ft.  and  all  cars  stop  at  the  waiting 
room  to  discharge  and  take  on  passengers  e-xcept  during  the  rush 
hours,  when  the  entire  length  of  the  station  is  u.sed  for  this  pur- 
pose. Cars  frequently  pass  through  the  station  with  a  delay  of  only 
10  or  12  seconds. 

The  waiting  room  is  provided  with  scats,  and  a  row  of  benches 
also  extends  along  the  walls  the  entire  length  of  the  station.  .\ 
public  telephone  is  also  provided  and  there  is  a  fruit,  candy,  soda  wa- 


piue.  The  ceiling  is  paneled,  each  panel  containing  an  arc  light  and 
an  electric  fan.  The  wall  opposite  the  waiting  room  is  divided  by 
brick  colimins  into  panels  which  are  utilized  for  advertising  pur- 
poses, the  income  from  advertising  alone  being  about  $3,000  per 
anmim  and  the  other  concessions  amounting  to  about  $2,000.  The 
roof  is  supported  by  iron  trusses  and  has  three  large  skylights,  .^d- 


(_;fh)ini>  pr...\N.  NAsn\-ii.i,K  tr.\nsfkr  st.vtion. 


joining  the  waiting  room  is  a  checking  room  where  the  conductors 
deposit  their  records  after  each  trip.  Next  to  this  is  the  waiting 
room  for  the  conductors  reached  by  an  outside  entrance  from 
Cherry  St.  as  shown  by  the  accompanying  diagram.  The  employes' 
room  has  been  provided  with  individual  lockers  for  the  men  and 
is  substantially,  although  plainly  furnished.  The  station  also  con- 
tains ofiices  for  the  transportation  department  and  on  the  second 
rtoor   arc   the   local   offices   of   Ford.   Bacon   &    Davis,   engineers    in 


I.VTl;UIOIl     IlK     .N'AHUVII.I.I';     'I'ltANSKKH     .S'I'.VTION. 


ter  ami  cigar  !itaml  and  a  shoe  shining  parli>r  within  llic  stalinn.  A 
«in({lc  track  runs  through  the  station  built  of  fx)-ft.  rail  slightly 
deiirc^wd,  and  this  is  of  sufficient  length  lo  permit  11  cars  to 
lie  loaded  at  one  time.  It  ii  provided  wilh  a  sileam  heating  plant 
I'Kaled  in  a  concrete  cellar  l«:ncalh  the  station  flour. 

The  wailing  mum  i*  well  lighted  by  skylighli  and  by  large  win- 
dow* in  the  northern  wall.  The  ceiling  anri  walls  arc  linleil  a  light 
thadc  and  the  Toum  h  surrounded  by  a  deep  wainscoting  of  natural 


charge  of  the  Nashville  railway  system.  The  average  number  of 
people  passing  through  the  slaliou  daily  is  iS.ooo  except  .Sniulays 
and  holidays,  when  it  sometimes  runs  as  high  as  .10,00c,  and  on  the 
l''ourlh  of  July,  last,  4^1,471. 

The  street  corner  system  of  transfers  has  also  been  retained  lo 
a  certain  extent,  so  that  these  figmes  do  not,  by  any  means,  repre- 
sent the  total  transfers  daily.  The  company  rjperales  70  cars  on 
its   regular   schedule  on   the  20  divisions  and  each   car  makes  an 


284 


STREF.T  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  s- 


average  of  15  trips  per  day,  making  the  average  number  of  cars 
passing  tliroiigli  the  station  daily,  exclusive  of  specials,  1,050,  or 
about  two  cars  per  niinntc.  Three  transfer  agents  arc  employed 
during  the  day  and  two  at  night  to  ring  up  the  fares  of  the  passen- 
gers transferring  at  the  station.  The  transfer  agents  ring  up  the 
total  number  of  passengers  Imarding  each  car  on  the  register, 
and  give  the  conductor  a  record  of  the  number  on  a  slip,  retaining 
a  duplicate.  The  conductor  uses  these  slips  in  making  up  his  re- 
turns. Before  entering  the  station  each  car  register  is  set  at  zero. 
The  ground  on  which  this  station  is  built  cost  $52,000  and  the 


TRANSFEK    STATION    EXIT. 

-  1  -  1     !  -    • 

^  4^ 

building  cost  $22,000.     The  building  is   located  on  historic  ground 

once  owned  by  James  Robertson,  the  founder  of  Nashville.  He 
purchased  the  entire  square  July  30,  1784,  for  I4  and  118  years  later 
the  Nashville  Ry.  paid  $52,000  for  about  one-fifth  of  it,  showing 
the  ground  value  to  have  inert  ased  about  13,000  per  cent  in  1 18 
years,  or  at  the  rate  of  1 10  per  cent  per  annum. 

An  iron  plate  on  the  south  wall  of  the  station  bears  the  following 
inscription: 


P'rom  1784  to  1807 

The    site    of    this    Building 

Was  Owned  by 

JAMES   ROBERTSON, 

Founder  of  Naslivillc. 


ANNOUNCEMENT    FOR  ACCOUNTANTS' 
VENTION. 


CON- 


Under  date  of  April  25th,  H.  J.  Davies,  president,  and  W.  B. 
Brockway,  secretary,  of  the  Street  Railway  .'\ccountants'  Association 
of  America,  issued  the  formal  announcement  for  the  seventh  annual 
convention  of  the  association,  which  is  to  be  held  at  Saratoga 
Springs,  N.  Y.,  Sept.  2,  3  and  4,  1903,  headquarters  being  at  the 
Grand  Union  Hotel.    The  circular  continues  as  follows : 

"Following  our  usual  plan,  the  program  is  not  announced  in  full 
at  this  time,  but  the  completion  of  present  purposes  will  make  a 
program  containing  papers  to  be  read  which  will  be  strong  and 
interesting.  Provision  has  been  made  for  the  intcrurban  railways, 
and  they  will  be  as  fully  interested  as  those  strictly  urban. 

"There  will  be  three  half-day  sessions,  the  afternoons  being  as- 
signed to  the  exhibits  and  entertainment.  This  change  will  be  very 
acceptable,  as  it  serves  to  break  the  'all  work — no  play'  features  of 
the  last  two  or  three  years. 

".Arrangements  for  railroad  rates  and  the  full  program  will  be 
announced  in  another  circular  to  he  issued  about  a  month  before  the 
convention. 

"While  any  time  is  a  good  time  to  join  with  us.  as  there  is  no  best 
time  for  good  work,  now  is  a  particularly  fortunate  time,  for  the 


reason  that  it  gives  the  benefils  of  participation  in  the  coming  con- 
vention. 'I'herc  is  something  tangible  in  the  discussions  of  sub- 
jects by  and  with  men  in  your  own  frame  of  mind,  and  the  per- 
sonal contact  with  them  and  they  with  you  brings  results  always. 
The  accountant  of  an  electric  railway  occupies  a  peculiar  position, 
in  that  there  is  rarely  more  than  one  of  him  in  a  town,  and  he 
always  has  to  get  his  exchange  of  personality  by  visiting  or  being 
visited.  This  convention  gathers  together  accountant^  from  all 
parts  of  North  America,  more  than  you  have  lime  to  visit  in  a  year, 
and  then  it  depends  upon  yourself  how  much  you  absorb. 

".\n  application  blank  is  enclosed  for  your  use.  If  your  company 
is  a  member  now,  get  sonic  other  company  to  join.  If  your  com- 
pany is  not  a  member  now,  it  is  a  paying  investment  to  fill  it  out 
and  send  it  to  the  secretary. 

"New  companies  will  receive  sets  of  the  back  reports  as  long  as 
they  last,  which  of  itself  is  a  good  investment." 


STREET  RAILWAYS  AND  THE  Y.   M.   C.  A." 


BY  T.  J.  NiCHOLL.t 


Street  railroads  are  most  prosperous,  and  consequently  employ 
more  men,  where  population  is  most  dense,  and  where  population  is 
most  dense  there  we  find  vice  and  crime  most  rampant.  I  have 
often  said  that  the  street  railroads  of  the  country  were  doing  more 
towards  the  uplifting  of  humanity,  morally  and  socially,  than  any 
other  force  in  existence,  because  in  the  use  of  the  street  railroad 
people  are  enabled  to  become  more  widely  separated.  The  rapidity 
with  which  he  can  be  carried  from  the  outskirts  of  a  city  to  the 
center,  enables  the  poor  man  to  enjoy  more  of  God's  free,  pure  air, 
and  he  is  not  compelled,  as  in  olden  times,  to  live  close  to  his  work, 
breathing  foul  air,  with  his  offspring  being  brought  up  and  nurtured 
amidst  all  manner  of  sinfulness.  I  believe  that  facts  will  bear  me 
out  when  I  say  that  not  less  than  75  per  cent  of  the  sinfulness 
of  the  world  is  due  proportionately  to  density  and  to  communities 
such  as  Five  Points  in  New  York  City  and  similar  localities  in 
other  cities.  I  am  given  to  understand  that  in  those  places  the 
religion  of  Jesus  Christ  has  very  little  foothold,  and  that  there  are 
thousands  of  people  who  have  seldom  beard  His  name,  except  in 
the  way  of  blasphemy. 

Now  it  is  amidst  these  people  that  the  street  railroad  man  is  com- 
pelled to  live  and  work,  and  therefore  it  does  not  require  much 
stretch  of  imagination  to  understand  why  the  field  is  hard  and  that 
it  is  going  to  require  more  and  harder  labor  to  deevlop  than  has 
been  the  case  with  the  steam  railroad  branch.  We  all  know  that  the 
steam  railroad  man  is  beset  by  many  temptations  and  hardships, 
being  away  from  home  and  friends,  but  it  must  not  be  forgotten  that 
a  great  portion  of  his  time  is  spent  alone,  and  furthermore  that  he 
has  many  hours  and  days  of  rest  that  give  him  an  opportunity  to 
attend  divine  service  and  renew  his  moral  and  spiritual  strength. 

Street  railroads  are  compelled  to  operate  always — nights,  days  and 
Sundays.  Sunday,  the  day  that  others  rest,  is  the  day  upon  which 
the  street  railroad  man  has  to  work  the  hardest,  and  this  he  does  for 
his  fellow  men,  enabling  those  who  are  so  inclined  to  attend  to  their 
religious  duties,  and  others  to  reach  places  of  pleasure  and  recrea- 
tion. I  take  it  that  were  it  not  for  the  supposedly  corrupt  and 
sinful  street  railroad  man,  but  few  of  our  churches  in  the  cities 
would  flourish  to  any  great  extent.  Even  the  pastors  of  many  of 
them  are  compelled  to  use  the  street  railways  on  Sunday,  and  doubt- 
less but  few  of  them  ever  think  of  the  fact  that  it  is  at  the  sacrifice 
to  some  extent  of  human  souls  that  they  are  enabled  so  to  do. 

In  view  of  what  1  have  already  said  and  the  actual  experience  of 
many  of  you,  I  beg  of  you  to  think  kindly  of  the  poor  street  railroad 
man.  Think  of  the  example  that  is  set  him  by  the  public,  in  his 
evcry-day  conimuiiication  with  them.  Think  of  the  many  outrages 
that  he  has  to  bear  with  patience.  Think  of  how  he  must  stand  and 
allow  himself  to  be  called  a  thief,  without  an  opportunity  of  resent- 
ing it  except  at  the  risk  of  being  called  a  blackguard  and  placed 
under  arrest.  Think  of  how  he  is  daily  expected  to  receive  the  slap 
on  one  cheek  and  turn  the  other.  Think  of  how  many  duties  he  is 
required  to  perform  under  the  most  trying  circumstances,  and  yet 


*Froni  an  address  (U-Iivcred  .11  tlie  cunftTeiiceof  tin-  Iiitt-riiational  Youii^'  Men's 
Christian  Association,  Topoka,  Kan.,  May  1.  IICO. 

tVlci'-prcsiilcnt  and  (lenoral  Mana^rer  Rochester  Kailwav  C<)..  Rochester, 
N.  Y. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


285 


be  pleasant  and  affable.  Think  of  how  he  is  to  be  all  things  to  all 
people,  and  never  lose  his  temper.  Think  of  how  he  is  obliged  to 
accept  the  severe  and  harsh  utterances  of  an  arbitrary  public,  aimed, 
whether  rightfully  or  not,  against  the  company  for  which  he  is  work- 
ing, and  notwithstanding  all  this  to  be  always  gentlemanly,  attentive 
and  polite  to  all,  and  to  keep  it  up  every  day  in  the  year  with  hardly 
.tn  opportunity  of  receiving  a  kind  w-ord  or  thought  for  his  good. 
When  you  think  of  all  these  things  seriously,  I  believe  that  you  will 
agree  with  me  that  there  is  a  great  field  open  for  the  street  railway 
branch  of  the  V.  M.  C.  A.,  and  I  know  that  you  will  give  it  the 
l)cnefit  of  your  best  thought,  your  best  work  and  prayers,  that  it 
may  be  put  into  the  hearts  of  those  in  charge  of  street  railways  to 
:.ce  that  a  branch  is  organized  in  their  midst,  and  the  larger  the 
city,  let  me  say,  the  more  necessary  is  the  work. 

lo  such  people  as  myself  and  those  I  represent  the  Y.  M.  C.  A. 
is  pre-eminently  qualitied  and  organized  for  our  benetit.  Through  its 
officers  and  active  members  it  has  an  opportunity  of  entering  into 
the  lives  of  all  classes  and  conditions  of  men, — college  students, 
colored  men,  Indians,  soldiers,  sailors,  railroad  men,  and  in  fact 
men  of  every  color  and  vocation  of  life,  with  all  of  whom  it  has  so 
far  had  an  uninterrupted  success,  and  why  not  the  same  success 
attend  the  work  amongst  our  street  railroad  men? 

In  the  second  place  let  me  say  that  the  Y.  M.  C.  A.,  with  its  com- 
plete, thoroughly  tried  and  efficient  methods  of  work,  with  its  inter- 
national and  state  committees  and  its  local  associations, — all  of  which 
add  to  the  strength  of  any  point  where  this  or  similar  work  may  be 
instituted. — is  particularly  qualified  for  work  amongst  our  class  uf 
people. 

Again,  this  wonderful  institution,  whose  organization  I  believe  is 
second  to  none  in  the  world,  save  perhaps  the  church  catholic,  is 
constantly  making  a  specialty  of  hunting  up  men  for  its  sccretary- 
-ships,  training  and  equipping  them  for  the  noble  work  by  teaching 
them  to  approach  the  veriest  sinner  in  somewhat  his  own  language, 
and  still  doing  effective  work  with  and  for  him  in  the  direction  of 
increasing  his  moral  responsibility  if  not  his  religion.  It  must  al- 
so not  be  forgotten  that  the  history  of  this  association  has  thor- 
oughly demonstrated  the  fact  that  while  it  is  distinctively  a  religious 
organization  it  is  not,  as  I  have  said  before,  sectarian,  having  within 
within  its  membership  men  of  widely  divergent  thought  and  creed, 
and  in  this  connection  it  may  be  well  to  state  that  I  am  informed 
that  more  than  half  the  men  belonging  to  the  Y.  M.  C.  A.  are  not 
members  of  any  church,  either  protestant  or  catholic,  and  that 
amongst  those  who  have  church  aftihation  more  members  are  con- 
nected with  the  catholic  church  than  any  two  protestant  denomina- 
tions. 

Now,  as  to  our  work  in  Rochester.  Early  in  the  spring  of  1902 
the  street  railway  company  which  I  represent  decided,  through 
its  board  of  directors,  that  we  should  make  an  attempt  to  attract 
our  motormen  and  conductors,  when  not  at  work,  from  idleness, 
liquor,  gambling,  etc.  Let  me  explain,  for  the  benefit  of  many  of 
my  hearers  who  probably  will  not  understand  why  such  conditions 
should  exist,  that  in  addition  to  our  regular  tnen,  who  operate  our 
regular  cars,  we  are  obliged  to  keep  on  hand  at  our  car  stations 
enough  men  to  man  cars  for  any  occasion  and  at  any  time.  Men  are 
often  taken  sick  or  are  called  away  on  account  of  sickness,  which 
also  makes  this  extra  force  necessary,  but  probably  the  greatest 
reason  is  the  changcablencss  of  the  weather,  wliich  can  be  depended 
upon  for  but  a  few  hours,  so  that  we  arc  often  obliged  on  account 
of  rain  or  storm  to  put  into  operation  fifty  per  cent  more  cars 
within  the  space  of  20  or  30  minutes,  and  if  we  do  not  have  the  men 
on  hand  to  take  charge  of  these  cars,  very  bad  service  would  result. 
Thus  it  is  absolutely  necessary  in  the  street  railway  business  to  have, 
during  the  hours  of  service,  enough  men  in  waiting  to  meet  almost 
any  emergency,  and  it  is  these  men  that  our  company  sought  to  at- 
tract and  amuse.  Al  a  very  large  cost  they  fitted  up  handsomely  a 
billiard  room,  reading  room,  bath  room,  lx)V'ling  alley,  etc.,  our  in- 
tention being  to  run  the  rooms  ourselves  in  an  orderly  manner 
but  without  regard  to  religion,  ethics  or  high  moral  instruction. 

The  city  secretary  of  our  Young  Men's  Christian  Association  heard 
of  what  we  were  doing  and  called  upon  me,  setting  forth  the  nature 
of  the  mcthorls  of  his  association,  and  indicating  what  they  were 
doing  amongst  fstcam  railroad  men,  which  enabled  me  to  at  once 
grasp  the  idea  of  the  necessity  and  probable  success  of  such  a  work 
among  our  own  men,  but  the  question  was  as  to  how  it  could  be 
applied,   from  the   fact   that   street   railway  men  arc  of  somewhat 


different  temperament  and  knowledge  of  human  nature  to  steam  rail- 
road men,  their  duties  being  vastly  more  confining,  etc.  Alter  giving 
the  question  due  consideration  I  decided  to  at  least  make  the  at- 
tempt, and  with  the  aid  of  Mr.  Starritt,  the  city  secretary,  we  se- 
cured the  services  of  Mr.  Montignani,  our  present  secretary  (who 
is  here  today),  and  under  his  administration,  with  what  aid  I  could 
give  him,  we  have  succeeded  in  establishing  a  live,  up-to-date  and 
growing  branch,  with  a  membership  of  over  125  men,  who  have  come 
into  the  association  of  their  own  free  will  and  accord.  Religion  is 
not  pressed  upon  them,  at  the  same  time  they  are  far  enough  ad- 
vanced so  that  many  religious  meetings  arc  held.  A  generally  good 
influence  prevails  in  the  rooms,  and  where  at  one  time  could  be 
heard  scarcely  anything  but  vile  words  and  blasphemy,  now  it  is 
very  much  out  of  place  for  the  men  to  say  anything  of  the  kind.  In 
fact  the  whole  moral  tone  of  our  men  has  been  raised  in  this  way. 
Furthermore,  I  am  very  much  pleased  to  report  that  out  of  five  or 
six  saloons  and  loafing  places  in  the  neighborhood  of  our  rooms,  one 
has  already  been  compelled  to  abandon  its  business  as  our  men  were 
not  patronizing  it  so  much.  I  notice  that  those  remaining  are 
very  much  milder  in  their  form  than  they  were,  and  I  think  it  is  only 
a  question  of  time  when  more  of  them  will  go  out  of  business. 

I  cannot  close  my  remarks  without  most  heartily  endorsing  the 
work  of  the  Y.  M.  C.  A.  in  general,  and  recommending  most  earn- 
estly to  the  attention  of  managers  of  street  railways  the  necessity 
of  their  joining  in  this  work.  From  a  financial  standpoint  I  am 
quite  sure  that  it  will  pay  them.  We  all  want  sober,  moral  and 
religious  men,  and  I  know  of  no  better  instrumentality  to  bring  this 
about  than  this  grand  association,  which  is  so  well  equipped  for  the 
work,  providing  the  managers  of  the  companies  with  which  it  is 
connected  will  give  it  the  proper  support.  I  think  that  we  have  in 
Rochester  demonstrated  the  practicability  of  an  institution  of  this 
kind,  from  the  fact  that  we  liave  increased  from  nothing  to  125 
members  in  nine  months,  and  that  today  we  are  receiving  proportion- 
ately inore  applications  for  membership  than  ever  before,  and  the 
moral  standing  ot  our  men  is  at  least,  conservatively  speaking,  50 
per  cent  better  than  it  was  nine  months  ago. 


THROUGH   LINE  FROM  CLEVELAND  TO 
COLUMBUS. 


The  entire  property  of  the  Tuscarawas  Traction  Co.,  New  Phila- 
delphia, O.,  was  sold  May  2d  to  the  Tucker-Anthony  Co.,  of  Boston, 
of  which  P.  L.  Saltonstall  is  president.  The  road  is  12  miles  long 
and  runs  from  Canal  Dover  through  New  Philadelphia  to  Uhrichs- 
villc.  It  was  constructed  in  1896  by  the  Mandelbaum-Pomeroy  in- 
terests and  has  since  been  under  their  management,  F.  T.  Pomeroy 
being  president.  The  control  of  the  line  passed  to  the  Tucker- 
.\nthony  Co.  May  15th.  The  purcha.ser  assumed  the  bonded  indebt- 
edness amounting  to  $250,000  of  5  per  cent,  20-year  bonds  due  in 
1921,  and  purchased  outright  the  stock  issue  of  2,500  shares  of  a  par 
value  of  $100  a  share. 

The  acquisition  of  the  Tuscarawas  lines  by  the  Boston  syndicate 
is  regarded  as  another  step  toward  the  cross-state  line  from  Cleve- 
land to  Columbus.  The  Tucker-Anthony  Co,  owns  the  Canton- 
Akron  line  and  also  has  a  traffic  agreement  with  the  Northern  Ohio 
Traction  Co.  from  Cleveland  to  Akron.  From  Canton  it  has  a  line 
to  Massillon  and  from  that  point  to  Navarre  and  New  Philadelphia. 
It  has  already  built  out  of  Columbus  as  far  as  Newark  and  this 
leaves  a  constantly  diminishing  stretch  to  be  constructed  between 
Newark  and  l^hrichsville. 


The  Philadelphia  &  Gray's  Ferry  Passenger  Railway  Co.  and  the 
Schuylkill  River  Passenger  Railway  Co.  will  be  merged  into  a  new 
company  with  the  same  title  and  officers  as  the  former.  There  will 
be  20,000  shares,  par  $50,  and  one  share  of  the  new  stock  will  be 
issued  for  one  of  the  old  Gray's  Ferry  lino,  and  one  for  five  of  the 
.Schuylkill  River. 


The  Wason  Co.,  of  Brightwood,  Mass.,  is  building  a  $15,000  pri- 
vate trolley  car  for  Mr.  VVni.  H.  Plunkett,  of  Adams,  Mass.,  president 
of  the  Berkshire  Cotton  Co.  It  will  lie  the  first  private  ear  owned 
in  the  western  part  of  the  slate  and  will  have  handsome  appoint- 
ments. The  Iloosac  Valley  Street  Railway  Co.  will  have  charge  of 
it  and  the  niotorman  and  conductor  will   wear  distinctive  uniforms. 


28f> 


STRKKT  RAILWAY   KliVlKVV. 


(Vol,  Xm,  No.  S- 


CORRESPONDENCE. 


STARTING  AND  STOPPING  CONDENSING 
ENGINES. 

It  lias  Ih-cm  Ilic  praclicc.  still  In  vogue  in  a  great  many  cases,  to 
start  the  condenser  or  vacuum  pump  and  allow  a  vacuum  to  form 
in  the  low  pressure  cylinder,  and  alter  warming  up  the  engine,  to 
proceed  to  start  upon  the  vacuum  so  formed,  and  in  a  great,  num- 
ber of  cases  jet  condensers  are  operated  liy  siiigle-.icting  punip^  It 
is  my  belief  tliat  no  single-acting  pump  should  be  used  for  this 
purpose,  as  there  is  no  pump  of  this  description  on  the  market  to- 
day that  can  be  depended  upon  to  run  a  jet  condenser  with 
safety.  The  best  single-acting  pumps  will  slop,  apparently  with- 
out reason,  and  sometimes  very  frequently,  and  a  pump  that  will 
stop  in  the  event  of  a  vacuum  breaker  refusing  to  work,  with  the 
engine  either  slopping  or  starling,  is  certain  to  cause  trouble. 

.•\  compound  engine  in  starting  is  a  pump  of  itself  until  such  lime 
as  the  amnvuil  of  steam  discharged  from  the  low  pressure  cylinder 
is  sufficient  to  destroy  the  vacuum,  which  is  not  the  case  at  start- 
ing, or  still  worse,  slopping.  When  installing  a  plant  insist  upon 
a  duplex  pump  as  a  condenser  pump,  as  a  duplex  is  fairly  reliable. 
Or  else  have  an  engine  with  a  balance  wheel  (if  it  has  two  cylin- 
ders the  cranks  should  be  at  an  ai\glc  of  45°)  and  the  pump  piston 
or  pistons  on  continuations  of  the  rods  carrying  the  steam  pistons. 
With  such  an  appliance  the  danger  is  reduced  to  a  minimum. 

Now  as  to  vacuum  breakers.  The  best  ui  them  are  not  lo  be  re- 
lied upon  implicitly.  Walch  them  carefully,  overhaul  Ihem  regu- 
larly and  cause  them  to  operate  daily  if  possible,  after  shutting 
down  the  engine ;  eternal  vigilance  is  the  price  of  safety.  A  belted 
engine  will,  in  case  of  steam  being  shut  off,  immediately  decrease 
its  speed  to  a  very  noticeable  extent,  whereas,  a  direct  connected 
machine  which  has  been  cut  out  from  the  switchboard,  and  is  con- 
sequently taking  only  such  steam  into  its  high  pressure  cylinder  as 
is  retpiired  to  maintain  the  speed  is,  upon  closing  the  throttle,  a 
pump  of  enormous  capacity  as  compared  to  the  condenser  pump. 
Further,  after  closing  the  throttle  of  such  an  engine,  especially  if 
now  cut  out  from  the  condenser,  it  will  run  a  long  time;  from  two  to 
five  minutes.  At  such  a  time,  if  the  condenser  pump  which  we  will 
assume  is  a  single-acting  one  should  slop,  and  I  have  seen  it  hap- 
pen time  and  again,  there  is  only  the  vacuum  breaker  to  depend  on 
and  a  float  is  hardly  to  be  relied  upon,  even  with  the  utmost  care 
and  attention.  On  installing  a  condenser,  insist  upon  two  floats  or 
sacuum  breakers.  I  have  seen  a  float  in  a  vacmim  breaker,  which 
was  examined  at  night  and  found  to  be  tight,  but  upon  the  following 
night  found  to  be  nearly  full  of  water  from  some  leak  developed 
iluring  the  day.  and  of  course  in  an  unsafe  condition.  This  has  oc- 
curred not  once,  but  several  times. 

In  installing  a  comiiound  direct  connected  engine  aKv,iys  have  the 
valve  that  controls  the  atmospheric  exhaust,  the  valve  that  shuts 
the  exhaust  from  the  low  pressure  cylinder,  injection  valve,  steam 
valve  10  condenser  pump,  and  drip  to  receiver  so  located  that  they 
may  be  at  all  times  conveniently  reached  by  the  operating  engineer. 

Now  to  start  the  engine:  First,  with  the  low  pressure  free  ex- 
haust valve  (so-called),  open,  and  the  valve  that  controls  the  low- 
pressure  exhaust  to  condenser  shut,  start  the  vacuum  pump;  after  it 
has  made  a  few  strokes,  open  the  injection  valve  the  recpiired  num- 
ber of  turns,  and  allow  the  pump  to  run  slowly  while  warming  and 
oiling  your  engine.  Second,  open  the  throttle  slightly  more  than  is 
rc<|uircd  to  warm  up,  and  with  the  low  pressure  steam  valve  shut 
allow  steam  to  blow  through  the  high  pressure  cylinder,  the  valve 
controlling  the  drip  to  receiver  being  open,  until  5  lb.  pressure  shows 
upon  the  receiver  gage  so  as  to  blow  all  water  or  other  substance 
from  the  receiver;  then  close  the  throttle  and  observe  if  the  pressure 
immediately  falls;  if  so,  the  drip  is  clean.  Third,  start  the  engine, 
gradually  increasing  the  speed  until  it  begins  cutting  off  or  is  up  to 
speed,  as  they  say.  and  is  exhausting  through  the  free  exhaust  pro- 
vided for  the  purpose.  In  the  meantime  the  condenser  is  operating 
and  perhaps  20  in.  of  vacuum  is  showing  upon  the  gage.  Fourth,  look 
at  the  pump  and  see  that  it  is  running  properly;  if  all  is  right,  shut 
the  atmospheric  valve,  which  will  drop  of  its  own  accord  generally 


as  soon  as  the  prop  sustaining  it  is  removed.  Fifth,  open  the  valve 
controlling  the  exhaust  to  the  condenser  and  after  closing  the  drip 
from  the  receiver  and  just  cracking  it  from  its  seat  (in  which  posi- 
tion it  must  be  run)  and  adjusting  the  .steam  to  the  pump  and  in- 
jection water,  the  engine  is  ready  to  connect  to  the  circuit.  If  there 
is  a  steam  trap  upon  the  receiver,  have  also  a  by-pass  with  drip  valve 
located  therein,  so  as  10  be  able  at  all  times  to  ascertain  if  the  re- 
ceiver is  free  from  accumulations  of  water;  it  is  a  serious  matter 
if  the  receiver  fills  with  water,  and  a  steam  trap  is  not  always  to  be 
depended  upon 

As  to  shutting  the  engine  down,  after  disconnecting  it  from  the 
switchboard  shut  the  valve  controlling  the  exhaust  to  condenser,  and 
when  the  free  exhaust  valve  opens  by  reason  of  the  vacuum  being 
destroyed  fasten  it  open  somehow,  shut  steam  off  from  the  engine  and 
you  can  attend  to  your  condenser  shutting  it  down  at  your  leisure. 
The  danger  point  is  passed  as  soon  as  the  free  exhaust  is  open  and 
fastened  there. 

I  am  well  aware  that  a  great  deal  has  been  written  on  this  subject, 
and  1  have  been  somewhat  amused  at  some  nielhods  employed  as 
the  greatest  and  most  noticeable  thing  concerning  most  of  them  has 
been  the  lack  of  details.  Details  go  to  make  up  the  whole  and  the 
whole  is  far  from  complete  if  any  of  the  details  have  been  over- 
looked. They  are  a  most  necessary  part  of  any  operation  and  I  hope 
that  these  few  lines,  written  in  a  very  crude  manner,  but  not  lacking 
in  details,  may  be  of  use  to  some  one  who  may  be  willing  to  accept 
another's  experience. 

J.  W.  SMALL, 
Chief  Engineer,  Georgetown,  Rowley  &  Ipswich  St.  Ry. 


BUFFALO,  DUNKIRK  &  WESTERN   RAILROAD 

CO. 


The  Buffalo.  Dunkirk  &  Western  Railroad  Co.,  of  Buffalo,  N.  Y., 
recently  formed  by  the  consolidation  of  the  Dunkirk  &  Point  Gratiot 
Traction  Co.,  of  Dunkirk,  and  the  Lake  Shore  Traction  Co.,  of 
Westfield,  N.  Y.,  will  ultimately  have  Cleveland.  O.,  for  its  western 
terminus.  At  present  it  is  building  from  Westfield  through  Clian- 
tauqua  County  to  Buffalo.  Some  of  the  towns  which  it  will  touch 
between  Buffalo  and  Westfield  arc:  West  Seneca.  Blasdell,  Wood- 
lawn.  Bay  View,  Athol  Springs.  Hamburg.  Wanaka.  Lake  View, 
North  Evans.  Derby.  Angola.  Farnliam,  Irving,  Silver  Creek,  Sheri- 
dan, Dunkirk,  Van  Kuren.  Brocton.  Portland.  From  a  careful  esti- 
mate of  the  population  and  the  present  steam  traffic  in  the  section 
'lamed,  it  is  believed  that  not  less  than  3.000  passengers  will  b>' 
carried  into  Buffalo  by  trolley  every  day.  The  roadbed  will  be 
built  so  as  to  permit  high  speed ;  for  a  considerable  distance  it  will 
parallel  the  Lake  Shore  railroad.  The  power  arrangements  of  the 
road  are  completed.  No  coal  will  be  used  in  generating  clecliicity, 
as  the  company  bought  farms  in  the  gas  belt,  which  is  practically 
on  its  line,  and  will  sink  gas  wells.  The  power  house  will  have  a 
capacity  of  from  8,000  to   10,000  h.  p.  to  begin  with. 

One  of  the  features  of  the  new  road  will  be  its  freight  bu;iness. 
It  will  carry  milk,  dairy  and  farm  products  to  Buffalo  at  a  low  rate. 
The  plan  is  to  give  the  farmer-shipper  a  key  to  the  sheds  to  be  placed 
at  convenient  distances  along  the  road.  In  the  sheds  he  will  deposit 
his  goods  billed  to  commission  houses.  The  products  will  be  car- 
ried to  Buffalo,  the  commission  houses  having  been  notified  in  the 
meantime.  The  road  will  run  through  the  heart  of  the  Chatauqua 
grape-belt,  where  every  year  an  ordinary  crop  yields  a  shipment  of 
upward  of  14.000  cars.  In  order  to  ccmpetc  as  effectively  as  possible 
with  the  steam  railroads  it  has  been  decided  to  have  an  average  run- 
:iing  time  of  35  miles  an  hour,  including  stops. 

Grading  has  begun  between  Fredonia  and  Brocton  and  a  private 
right  of  way  has  been  secured  from.  Silver  Creek  to  Buffalo.  Sum- 
'iiei  resorts  will  be  established  at  different  ooints  on  the  lake  shore. 
The  fare  will  be  about  half  that  of  the  steam  railroads.  Branch  lines 
will  be  built  later  to  important  nearby  paces. 

The  capital  of  the  new  company  has  been  placed  at  $3,500,000. 
Luther  .Mien,  the  president,  is  president  of  four  other  electric  roads 
in  Ohio,  the  chief  one  being  the  Toledo  &  Western  Railway  Co.,  and 
is  also  president  of  the  Bakers'  National  Bank,  of  Cleveland.  The 
directors  of  the  Buffalo.  Dunkirk  &  Western  arc:  Luther  Allen. 
J.  W.  Holcomb.  J.  E.  Lattimer,  E.  Bingham  .•Mien.  Cleveland;  Tru- 
man G.  .Vvery.  .Mbert  J.  Meyer.  William  J.  Conners,  Clarence  M. 
Riislinell,  Buffalo;  Frederick  Greene,  Fredonia. 


May  20.  190,?.] 


STREET  RAILWAY  REVIEW. 


-:87 


PAVEMENTS  ADJOINING   RAILS. 


BY     DANIEL    B.     I.UTEN,     INDIANAPOLIS.     IND. 


One  of  the  severest  tests  that  can  be  imposed  upon  a  pavement 
in  actual  service,  is  to  subject  it  to  the  traffic  immediately  adjacent 
to  the  rails  of  street  railways.  The  wheels  of  vehicles  crossing 
the  rails  diagonally  are  slewed  sidewise  by  the  projecting  edge  of 
the  rail,  producing  severe  abrasion  of  the  pavement  by  the  tires. 
Ordinarily  a  wheel  rolling  upon  a  pavement  does  not  abrade  the 
surface  except  when  brakes  are  applied ;  its  action  upon  the  pave- 
ment is  rather  a  series  of  impacts  or  blows,  more  or  less  severe, 
depending  upon  the  roughness  of  the  pavement ;  it  is  only  imme- 
diately adjacent  to  the  rails  that  the  wheels  of  traffic  have  any 
abrasive  action  on  the  material  of  the  pavement.  Along  side-bear- 
ing rails  this  action  will  of  course  be  most  pronounced  on  the  outer 
edge  of  the  rail.  .And  on  account  of  abnormal  length  of  axles  of 
certain  types  of  wagons,  traffic  will  usually  be  most  concentrated 
along  this  same  outer  edge. 

That  the  wear  of  the  pavement  is  measureably  increased  at  such 
points  is  plainly  shown  by  the  photograph  reproduced  in  Fig.  4,  of 


/^f-  z 


the  pavement  of  sheet  asphalt  on  North  Pcimsylvania  St.,  in 
Indianapolis,  Ind.  At  numerous  points  along  the  outer  edges  of  the 
rails,  the  pavement  has  been  worn  away  and  cut  through  for  a 
width  of  four  or  five  inches.  The  design  of  this  pavement  was 
evidently  defective  in  that  it  did  not  provide  for  a  harder  or  more 
durable  material  adjacent  to  the  rails  to  resist  the  unusual  traffic 
at  those  points.  The  fact  is  coming  to  be  generally  accepted  that 
the  use  of  sheet  asphalt  in  close  proximity  to  the  rails  is  to  be 
condemned;  if  sheet  asphalt  is  to  be  employed  for  pavements  on 
such  streets,  it  should  be  reinforced  at  the  rails  by  a  more  durable 
material ;  and  the  material  that  has  come  to  be  commonly  accepted 
as  best  suited  to  that  purpose  is  brick. 

Stone  block  has  to  some  extent  been  employed  for  the  purpose, 
but  on  account  of  its  roughness  and  the  impossibility  of  making 
a  satisfactory  junction  between  stone  and  asphalt,  the  wear  upon 
the  asphalt  adjacent  to  the  stone  is  almost  as  severe  as  upon  asphalt 
adjacent  to  the  rails,  and  the  only  efTect  of  lining  the  rails  with 
stone  block  is  to  transfer  the  line  of  wear  from  the  edge  of  the 
rails  to  the  edge  of  the  stone  block.  This  is  well  illustrated  by  the 
photograph  of  Fig.  5,  of  Slate  St.,  in  Grand  Rapids.  Mich.  The 
stone  block  in  this  case  was  unusually  rough,  and  the  destruction 
of  the  adjacent  pavement  is  complete.  The  straight  edge  shows  by 
in  shadow  how  rough  and  uneven  the  surface  of  the  pavement  has 
become.  Asphalt  block  also  has  been  used  next  to  the  rails,  notably 
in  Fort  Wayne.  Ind.,  Init  lacked  the  rcquisile  durability. 


The  use  of  brick  to  reinforce  the  asphalt  al  tlii:  rails  has  passed 
through  experimciUal  stages  to  determine  the  best  manner  of 
arranging  the  brick.  It  was  naturally  at  first  supposed  that  the 
most  satisfactory  arrangement  would  be  to  "tooth"  the  brick  into 
the  asphalt  as  shown  in  Fig.  i,  that  is,  with  whole  brick  and  half 
brick   alternating,    with    ends   against   the   rail.      But   it   was    found 


that  the  portions  of  asplialt  lying  between  the  projecting  whole 
brick  was  soon  pounded  into  depressions  and  disintegration  was 
commenced  that  spread  rapidly  to  the  adjacent  pavement,  besides 
exposing  the  brick  to  the  blows  of  the  wheels  bumping  from  alter- 
nate brick  to  brick. 

In  the  light  of  experience,  it  is  not  difficult  to  see  why  this 
arrangement  of  the  brick  should  have  proved  a  failure,  and  the 
cause  in  this  case  emphasizes  the  necessity  for  certain  qualities  of 
paving  material,  and  of  brick  especially.  The  failure  of  the  pave- 
ment along  this  serrated  line  of  brick  is  due  to  lack  of  uniformnity 
of  the  material.  Asphalt  alternates  with  brick  in  two  inch  spaces; 
the  asphalt  is  softer  than  the  brick,  and  the  latter  acts  as  an 
obstacle  to  the  wheels,  permitting  them  to  drop  and  pound  upon 
the  asphalt,  the  severity  of  the  blows  increasing  with  the  wear; 
the  failure  of  tlie  softer  aspliall  in  turn  reacts  upon  the  harder 
brick  by  leaving  it  exposed  to  the  blows.  The  line  of  half  brick 
adjacent  to  the  rails  will  not  lie  materially  injured,  but  the  serrated 
row  of  brick  and  asphalt  for  the  width  of  a  half  brick  will  be  worn 
away.  In  a  similar  manner  if  a  hard  paving  brick  were  to  be 
imbedduil  ••cparately  and  alone  in  a  sheet  of  asphalt,  say  trans- 
versely  to   the   direction   of   Iraflic.   and    subjected   lo   lr;iffic    in    l)olh 


directions,  depressions  woulil  soon  be  pc>inide<l  in  llic  asphall  iMi 
each  side  of  the  brick  by  the  wheels  dropping  from  ils  edge,  and  in 
turn  the  exposed  edges  of  the  brick  would  be  worn  away  by  the 
impact  of  the  wheels,  so  that  in  short  order  a  hole  would  result  in 
the  pavement  while  yet  the  remaining  surface  of  the  pavement 
would  be  in  its  prime. 
So  in  the  same  w;iy,  if  a  few  hard  brick  are  mixed  in  a  shipment 


288 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  5. 


of  otherwise  iiiiifomi  brick,  ilify  will  shorten  the  life  of  the  result- 
ing pavement,  and  the  same  risiilt  will  follow  the  use  of  a  large 
number  nf  softer  brick   in  an  otherwise  uniform  pavement. 

If  the  entire  pavement  of  the  street  were  laid  with  brick  instead 
of  asphalt,  the  brick  adjoining  the  rails  would  then  be  placed  with 
ends  against  the  rails  and  wholes  and  halves  alternating,  as  shown 
in  Fig.  I,  exactly  the  arrangement  that  results  in  failure  when 
asphalt  composes  the  body  of  the  pavement ;  here  then  might  be 
deemed  a  favorable  opportunity  for  comparison.  If  the  edge  of 
the  asphalt  pavement  gives  way,  while  that  of  the  brick  remains 
secure,  under  exactly  the  same  conditions,  and  such  has  been 
demonstrated  to  be  the  case,  then  surely  the  brick  pavement  is  the 
more  durable.  But  such  a  conclusion  might  be  hasty.  The  asphalt 
fails  because  it  alternates  with  a  harder  material.  If  the  pavement 
consisted  only  of  asphalt  of  reasonably  uniform  composition,  and 
without  the  brick  and  rails,  it  might  prove  as  durable  as  the  brick. 
But  the  fact  that  brick  does  produce  a  satisfactory  reinforcement 
for  asphalt,  next  the  rails,  and  resists  the  traffic  there  that  asphalt 
is  unable  to  withstand,  is  sufficient  evidence  of  its  greater  durability, 
provided  it  can  be  made  of  as  uniform  qualities  as  asphalt.  And 
there  is  no  reason  to  doubt  that  it  can,  if  manufacturers  will 
endeavor  to  secure  the  greatest  uniformity  of  material  for  any  one 
shipment. 

The  arrangement  of  the  brick  along  the  rails,  that  has  received 
approval  through  the  best  practice,  is  that  of  Fig.  2,  all  whole  brick 
arranged  side  by  side  with  ends  against  the  rail,  or  that  of  Fig.  3, 
consisting  of  two  rows  of  brick  placed  parallel  with  the  rail,  and 
breaking  joints.  In  cither  case  wheels  slipping  along  the  junction 
line  of  the  brick  and  asphalt  arc  easily  led  up  on  the  brick  by  the 
frequent  joints,  and  no  serious  abrasion  results;  and  the  paving 
material  in  the  line  of  greatest  traffic  is  uniform.  The  arrangement 
of  Fig.  2  requires  the  greater  number  of  brick,  but  that  of  Fig.  3 
gives  the  better  appearance  in  the  street,  presenting  a  more  satis- 
factory and  finished  surface. 


POWER   TRANSMISSION  AND    DISTRIBUTION 
IN  UTAH. 

BY    O.    A.    IIONNOI.D.    DIVISION    KNGINEER,    UTAH    LIGHT    & 
POWER   CO. 


b'or  about  three  years  the  Utah  Light  &  Power  Co.  has  been 
running  three  water  power  stations  and  two  steam  stations  all  in 
parallel,  on  its  general  distribution  .system.  This  has  been  done 
without  any  particular  complications,  and,  as  has  been  proved,  with 
very  great  advantage  in  tin-  eo(in<iini/iiie  nf  the  water  available  in 


apparatus,  geiu-rates  two-phase  and  transmits  14  miles,  three-phase 
current  at  14,000  volts. 

The  Pioneer  Station,  situated  37  miles  north,  in  Ogdcn  Canyon, 
has  General  Electric  machinery  and  transmits  three-phase  current 
at  16,000  volts. 

The  two  steam  plants  generate  at  2,.^oo  volts  and  fceil  into  the 
general  distribution  system  in  Salt  Liike. 


^^a  LosyM  fioirr/f 


Moi/se 


/  /        /  / 


B/f/S»/9f1 


DIAGR.\M    OF    TRANSMISSION     I.INJCS. 

On  Dec.  30,  190J,  to  this  already  large  system,  with  its  six  step- 
down  transformer  stations  in  the  valley,  and  in  Salt  Lake,  connec- 
tion was  made  from  the  Telluridc  Power  Go's.  40,000-volt  system. 
This  company  has  a  duplicate  pole  line  connecting  Logan  Power 
Station  (85  miles),  north  of  Salt  Lake,  with  Provo  Station,  45 
miles  south.    Taps  are  taken  off  each  of  these  lines  at   Salt  Lake 


TEMPORARY    W.OOO-VOLT    TRANSFORMER    STATION. 

the  mountain  streams.  The  arrangement  is  especially  interesting, 
considering  that  the  three  water  power  stations  generate  and  trans- 
mit at  different  voltages. 

The  Upper  Cottonwood  Station  is  equipped  with  General  Electric 
apparatus,  which  generates  and  transmits  16  miles,  three-phase  cur 
rent  at  12,000  volts. 

The   Lower    Cottonwood    Station,    equipped    with    Westinghouse 


ROT.\HY 


u.NVEKTER    SUB-STATION    SWITCIIBOARI 1 


and  the  paralleling  was  done  on  the  low  tension  side.  From  Ihc 
first  time  this  latter  system  was  synchronized  with  other  stations 
and  the  switches  thrown  in,  no  trouble  has  arisen;  the  regulation 
Ts  very  materially  improved  for  all. 

On  this  combined  system  there  are  operated  rotary  converters, 
supplying  the  street  railway  system,  large  induction  and  synchronous 
motors  operating  550-volt  railway  generators,  Portland  cement  mills. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


289 


brick  works,  ore  sampling  works  and  various  other  plants  scattered 
throughout  the  valley  and  in  Salt  Lake.  On  the  Telluride  com- 
pany's system  are  large  induction-motor  mine  hoists,  mills,  etc.,  in 
a  half-dozen  of  the  largest  mining  camps  in  the  state. 

Since  the  general  lighting  systems  for  Salt  Lake  and  Ogden, 
besides  several  smaller  towns,  are  fed  off  of  this  same  large  net- 
work, it  speaks  well  for  the  regulation  obtained,  when  the  class  of 
variable  motor  service  and  railway  loads  carried  is  considered.  The 
voltage  chart  shown  herewith  is  taken  from  the  general  lighting 
system  in  Salt  Lake. 

The  chief  advantage  in  thus  running  all  in  multiple  is  the  "mo- 
mentum" that  is  back  of  all  the  severe  changeable  loads,  motors 
starting,  etc.  so  that  no  effect  on  the  general  system  is  noticeable. 

There  has  been  started  recently  an  additional  steam  three-phase 
unit  of  750-kw,  capacity,  and  by  October  next,  another  three-phase 
direct  connected  unit  of  i.ooo-kw.  capacity  will  be  added. 

To  the  present  rotary  station,  for  carrying  the  railway  load,  will 
be  added  in  September  a  750-kw.  synchronous  motor-generator 
set. 

By  June  next,  a  sixth  water  power  station,  located  on  Bear  River, 
80  miles  north  of  Salt  Lake,  will  be  completed  and  will  be  run  in 


VOLTAGE    CHART. 

parallel  with  these  systems.  In  this  station,  two  "50-kw.  Wustiug- 
housc  units  are  being  installed,  and  the  transmission  will  be  at 
28,000  volts.  By  that  time  it  is  expected  that  the  Cottonwood 
stations  and  the  Pioneer  station  in  Ogden  Canyon,  will  be  changed 
to  transmit  also  at  28,000  volts,  thus  simplifying  greatly  the  connec- 
tions at  the  distribution  end,  for  working  in  parallel. 

The  combined  capacity  of  all  of  alxjve  stations,  lx)th  steam  and 
water,  will  reach  17,000  h.  p. 

The  accom{>anying  sketch  shows  the  various  transmission  lines 
mentioned  and  also  location  of  power  stations. 


ECONOMY. 


BY  O.  J.  A.  p. 


In  the  operation  of  an  electric  railway,  especially  if  it  be  a 
«mall  road,  economy  is  as  essential  as  it  is  in  any  other  line  of 
business.  It  may  be  questioned,  however,  if  there  arc  not  many 
lines  operated  on  a  so-called  economical  basis  which  arc  in  reality 
managed  cxiravaganlly  instead  of  economically.  The  writer  has 
had  con-.idcrable  experience  in  the  construction  of  electric  railwa>s 
and  has  found  that  in  a  numlxrr  of  cases  roads  have  been  operated 
in  a  supposedly  economical  niannir  when,  in  fact,  they  were  ex- 
(ravaganlly  operated,  not  inltnlionally,  but  throURh  a  lack  of 
forctighl  and  sometimes  through  lack  of  funds.     While  it  sounds 


paradoxical  to  speak  of  operating  a  road  extravagantly  by  reason 
of  lack  of  funds,  such  cases  do  exist.  In  the  first  class  of  extrava- 
gantly operated  roads  mentioned  should  be  placed  those  in  which 
present  conditions  only  are  considered  and  the  question  of  pro- 
viding for  the  future  is  not  taken  into  account.  In  this  class  of 
roads  repairs  of  special  work,  overhead  construction,  replacing 
ties,  etc.,  are  done  as  cheaply  as  it  is  possible  to  do  them,  and  the 
policy  is  to  patch  the  work  in  some  way  so  that  it  can  be  u.<;ed  for 
the  time  being.  This  policy  is  penny  wise  and  pound  foolish,  be- 
cause when  a  poor  grade  of  material  is  used  or  work  is  done  in  a 
temporary  manner  it  means  a  certain  amount  of  money  wasted 
as  it  will  be  only  a  question  of  a  very  short  time  before  the  work 
would  have  to  be  done  over  again.  If  boiler  walls  or  grate  are  in 
poor  condition,  or  the  boilers  are  not  kept  clean,  more  money  will 
be  paid  out  for  fuel  wasted  than  will  be  saved  by  delaying  the  nec- 
essary repairs,  and  by  allowing  the  conditions  to  grow  worse  every 
day.  It  may  be  argued  that  the  company  cannot  afford  to  do  the 
repair  work  or  to  hire  extra  help  to  keep  the  boilers  perfectly  clean 
and  perhaps  it  cannot,  but  will  it  not  pay  to  the  coal  dealer  more 
money  in  a  year  or  even  less  time  than  it  would  cost  to  repair  and 
clean  the  boilers,  walls  and  grates?  This  work  must  be  done 
sometime,  so  why  not  do  it  before  it  involves  additional  expense? 
In  one  instance  the  writer  insisted  on  shutting  down  a  line  for  a 
week  in  order  to  repair  the  steam  plant.  Although  there  were  two 
boilers  in  tlie  plant  of  the  same  rated  horse  power  as  the  engine 
plant,  the  engineer  could  not  maintain  sufficient  steam  with  either 
boiler  to  keep  the  road  in  operation.  Aiter  rebuilding  the  boiler 
walls  and  giving  each  boiler  a  thorough  cleaning  one  boiler  easily 
handled  the  ordinary  load  on  the  line  and  in  less  than  eight  months 
the  saving  in  the  coal  alone  paid  the  expense  incurred  for  making 
I  lie  repairs  besides  giving  a  much  better  service  and  enabling  the 
company  to  have  both  boilers  cleaned  regularly. 

In  regard  to  the  engine  room,  if  the  engines  leak  or  the  bearings 
arc  worn,  money  is  being  lost  through  wa.ste  of  steam  and  oil  and 
llie  danger  is  ever  present  of  a  break-down  just  at  the  busiest  time. 
Ill  the  case  of  the  rolling  stock  the  motors,  trucks,  and  especially 
llic  grates,  should  be  kept  constantly  in  the  best  condition  possible. 
If  the  motors  or  controllers  are  allowed  to  get  in  bad  condition 
a  car  is  liable  to  be  pulled  into  the  barn  disabled  when  it  is  most 
needed  (in   the  road. 

In  the  writer's  experience  it  pays  best  to  iniinediately  repair  any 
defect  in  motors  or  controllers  as  soon  as  such  defect  appears. 
To  allow  them  to  go  on  until  the  car  is  di.sabled  is  not  only  waste- 
ful but  has  a  tendency  to  injure  the  company's  patronage  as  it  inter- 
rupts the  service,  and  it  takes  but  few  such  interruptions  to  make 
the  falling-off  of  patronage  noticeable.  It  is  also  poor  economy  to 
continue  the  use  of  motors  which  are  out  of  date  and  for  which 
repair  parts  can  only  be  secured  on  special  orders.  Such,  for  ex- 
ample, are  double  reduction  motors,  or  those  using  all  brass  bear- 
ings, and  those  requiring  oil  for  lubrication.  The  extra  expense 
for  gears,  pinions  and  brasses  and  the  difference  of  cost  between  oil 
and  grease  will,  in  a  very  short  time,  pay  for  modern  motors, 
which  however,  need  not  necessarily  be  new.  Many  of  the  large 
roads  are  discarding  good  motors  of  modern  design  for  new  ones 
of  larger  size,  so  it  is  an  easy  matter  to  equip  a  small  road  with 
good  and  reliable  second-hand  motors  which  are  practically  equal 
to   new  ones. 

There  are  also  roads  which  still  cling  to  the  single  motor  with 
rheo.static  control.  At  a  recent  test  the  writer  sent  out  a  car  with  a 
single  .30-h.  p.  motor  equipment  with  rheostat  controller  over  a  line 
lyi  miles  in  length  and  having  two  grades,  one  of  3  per  cent  for 
900  feet  and  one  of  3'A  per  cent  of  500  ft.  The  car  made  the  round 
trip  in  scheduled  time,  20  minutes,  and  it  required  28,000  watt 
hours  for  the  trip.  Afterwards  a  c;ir  with  a  double  ,10-h.  p.  motor 
equipment  and  with  scries  parallel  controllers  was  sent  over  the 
same  route.  The  motors  of  the  second  car  were  of  the  same  size 
and  kind  as  that  of  the  first  car  and  the  car  Imdies  and  trucks  were 
the  same  weight  in  both  cases.  The  second  car  made  the  round 
trip  in  fifteen  minutes  and  required  hut  20,000  watt  hours,  showing 
a  saving  of  8,000  watt  hours.  As  these  tests  were  made  on  the 
same  night  and  within  .15  minutes,  all  the  conditions  were  prac- 
tically equal.  Would  it  not  be  economy,  therefore,  to  use  double 
motor  equipments  and  prii()er  controllers  if  only  for  the  saving  in 
power? 


290 


STREET  RAILWAY  REVIEW. 


[Vnl    XIII,  >!o.  5. 


Ill  till-  ciM'  of  brakes  it  is  liiglily  iiii|ioriam  lliat  ilicy  Ik-  i-xaiii- 
iiicil  fre»|iUMitly  and  kept  in  tlinri.iigti  wnrkiiiK  order.  •The  failure 
of  a  lirake  to  work  will  often  cosl  a  company  more  money  for  one 
accident  lliaii  the  saviiiR  in  not  making  repairs  will  anioniit  to  in 
years.  lleadliKlils  slioiild  also  lie  of  siicli  character  that  a  motor- 
iinn  can  sec  far  enongli  ahead  to  make  sure  of  avoiding  collisions 
and  accidents.  The  necessity  of  keeping  tracks,  special  work  and 
overhead  construction  in  as  perfect  comlition  as  the  class  of  con- 
siruclion  will  permit  is  too  generally  .-ni|ireciated  lo  rcipiire  particu- 
lar mention. 

it  is  not  economy  lo  allow  a  road  to  get  iiilo  such  physical  con- 
dilion  that  in  order  to  hring  it  up  to  the  normal  condi- 
tion will  require  expenditure  of  the  sum  equaling  sev- 
eral years"  receipts,  yet  there  are  roads  now  in  operation 
where  the  power  plant,  rolling  stock,  tracks,  etc.,  are 
scarcely  tit  for  service.  Some  of  these  roads  perhaps 
are  declaring  regular  dividends  hut  their  detcrioratii>ii 
will  s<K>ncr  or  later  re(|nire  a  large  sum  to  place  them  in 
condition  to  even  earn  their  ex|)enses.  not  to  spe.ik  <■( 
p.iyiiig  dividends.  If  the  earnings  of  a  road  are  siuli 
that  it  cannot  afford  to  pay  the  cost  of  keeping  it  in 
proper  condition  is  it  economy  to  continue  the  opera 
tion  of  such  a  line?  Where  a  road  cannot  earn  its 
operating  expenses  (and  in  this  is  included  the  kee|)iiig 
of  everything  in  good  condition),  and  unless  the  fran- 
chise lias  considerable  value,  it  would  lie  economy  to 
close  it  up  before  it  becomes  merely  scrap  iron  and 
can  only  l>c  sold  as  such.  There  have  been  roads  in 
operation  for  years  on  the  verge  of  bankruptcy,  which 
have  been  .sold  at  a  handsome  figure,  but  such  cases 
are  rare  and  the  franchises  alone  constituted  the  real 
value  owing  to  their  connection  with  interurbau 
projects.  Other  roads  may  also  he  found  which  do  nni 
properly  cover  as  much  territory  as  they  shouUl  and 
consequently  lose  traffic  which  properly  belongs  lo  the 
line. 


THE  WORCESTER  &  CONNECTICUT  EASTERN 
RAILWAY  CO. 


The  Worcester  &  Connecticul  luistern  Kailw.iy  Co.  now  owns  or 
controls  in  addition  to  its  own  lines,  the  following  electric  railw.iy 
Iiroperlies:  The  Worcester  &  Webster  Street  Railway  Co.;  the 
Wvbster  &  Dudley  Street  Railway  Co.;  the  People's  Tramway  Co., 
and  the  Danielson  &  Norwich  .Street  Railw.-iy  Co.  'The  system  as  .••. 
whole  aggregates  55  miles  of  single  tr,ick,  extending  from  the  city 
of  Worcester,  Mass.,  southward  lo  the  village  of  Moosup,  Conn., 
str\  iiiR    Mtnie   .15    towns   and    villages.    Kear    I  »:iiiii-U,.n     ri.iin      i-..ii- 


GROWTH    OF  ELECTRIC    RAILWAYS. 


The  census  preliminary  report  on  street  and  electric 
railways  in  the  United  States  for  the  year  ending  June 
30,  1902,  shows  a  total  of  987  operating  companies,  with 
the  net  income  aggregating  $30,955,23,3;  dividends,  $15,- 
958,216;  surplus,  $15,047,017.  The  gross  earnings  were 
$241,584,697:  operating  expenses.  $1.39.012.004;  net  earn- 
ings. $102,597,693;  income  from  other  sources,  $2,907,156. 
During  12  years  the  length  of  line  (fir.st  main  track) 
increased  from  5783  miles  to  16,647  miles,  or  187.85  i>er 
cent ;  number  of  cars  from  32,505  to  60,290,  or  85.48  per 
cent ;  number  of  fare  passengers  carried  from  2,023,010.- 
202  to  4,813,466,001  or  137.94  per  cent.  'There  were 
1,216  persons  killed  and  47,428  injured  during  the  year. 

The  average  number  of  salaried  officials  shown  by 
the  rcpirt  was  2,749,  salaries  $4,625,015;  clerks  4.301. 
.salaries  $2,573,936;  all  other  employes  131,133,  wages 
$77.437.3.24- 

The  balance  sheet  for  all  the  companies  shows  the 
following  total  assets  and  liabilities:  Assets — Cost 
of  construction  $2,088,863,677;  other  permanent  invest- 
ments, $128458,625;  cash  on  hand,  $27,342,313;  hills  receivable. 
$22,247,704;  supplies,  $io,.340,448;  sundries.  $I50.9()4.350:  total.  $2,428.- 
317,117.  I  iabiTlies — Cnpilal  slccV,  $1,216,277,989;  funded  debts, 
$929,328,656;  bills  and  accounts  payable,  $94,858,371;  interest  due. 
$13,748,010;  dividends  due,  $2,342,827;  sundries.  $130,580,472;  profit 
and  loss,  $41,171,792;  total,  $2,428,317,117. 

'The  financial  statistics  do  not  include  19  companies  with  7,39  miles 
of  track  which  failed  to  answer  inquiries. 


With  a  view  to  developing  and  increasing  the  earning  hours  of 
its  system,  the  Lake  Shore  Klcctric  Railway  Co.,  of  Toledo,  O., 
contemplates  conducting  its  electric  package  business  during  the  day 
and  the  electric  freight  business  ;it  night.  Heretofore  the  freight 
was  carried  during  the  day. 


HOITK   OF  THK    WORCESTER  &   CONNECTICUT   E.ASTERN    RY. 


ncction  is  made  with  ihe  Providence  &  Danielson  Electric  Ry.,  run- 
ning to  Providence,  R.  I.,  and  thus  connecting  the  prosperous 
Quinebaug  Valley  with  the  cities  of  Worcester,  Mass.,  and  Provi- 
dence,  R.  I. 

The  populaliuii  of  Worcester  is  118,000:  the  populaliim  tributary 
exclusive  of  Worcester  is  in  excess  of  60,000;  the  iKipulation  along 
the  connecting  line  of  the  Providence  &  Daniel.son  F.lectric  Ry.  is 
estimated  at  15,000:  and  the  population  of  Providence  and  Paw- 
liickel  is  about  215.000;  making  a  trilnitary  population  in  excess  of 
408,000.  The  company  has  the  right  to  carry  freight  in  bulk  over 
its  lines  in  the  slate  of  Connecticul.  'These  railways  have  all  been 
constructed  within  the  past  fonr  years  and  are  well  Iniilt  and 
equipped.  'The  plans  contemplate  the  several  properties  will  be 
merged  into  one  operating  company. 


May  jo,  1903] 


STREET  RAILWAY  REVIEW. 


291 


The  company  owns  a  water  power  on  tlic  Quinelang  River  l>eltnv 
Danielson  the  p<iwer  house  being  equipped  with  hydrauhc  machinery 
to  develop  2.000  h.  p.  and  an  auxiliary  steam  plant  of  1,000  h.  p. 
While  it  is  expected  that  the  entire  system  will  be  operated  from 
this  station  the  company  has  in  addition  a  modern  steam  plant  of 
1.200  h.  p.  capacity  located  at  O.xford  which  is  available  as  a  re- 
serve station. 

There  are  two  pleasure  resorts  along  the  line.  W'ildwood  Park. 
located  midway  between  Putnam  and  Danielson  on  .'Mexander's 
Lake,  a  beautiful  sheet  of  water,  at  which  point  the  company  has 
provided  attractive  park  buildings,  consisting  of  theater,  dancing 
pavilion,  restaurant,  launches,  lx)ats,  and  the  usual  accessories,  and 
Beacon  Park,  located  at  Webster  Lake,  a  favorite  resort  for  Wor- 
cester and  Webster  people,  but  which  in  the  past  has  not  been  readily 
accessible. 

The  New  York,  New  Haven  &  Hartford  Railroad  Co.  controls 
the  Worcester  &  Connecticut  Eastern  Railway  Co.  through  Us  own- 
ership of  the  majority  of  the  capital  stock  and  the  electric  railway 
properties  will  be  operated  in  harmony  with  the  steam  railroad. 

The  directors  of  the  Worcester  &  Connecticut  Ea.stern  Railway 
Co.  are :  Chas.  F.  Brooker,  Geo.  J.  Brush,  Edwin  Milner,  F,  S. 
Curtis  and  H.  M.  Kochersperger.  who  are  all  officers  or  directors  of 
the  New  York,  New  Haven  &  Hartford  R.  R. ;  Fred  A.  Jacobs, 
treasurer  E.  A.  Jacobs  Manufacturing  Co. ;  E.  D.  Robbins,  vice- 
president  New  England  R.  R. ;  H.  Hobart  Porter,  Jr.,  and  E.  N. 
Sanderson,  of  Messrs.  Sanderson  &  Porter,  New  York  City. 


HEATING  AND  VENTILATION    OF  RAILROAD 
SHOPS.* 


BY  J.    I.    LYI.E.   M.   E. 


.■\s  time  progresses  our  standards  for  comparison  are  being  con- 
stantly changed,  being  ever  carried  higher  and  higher  and  nearer 
the  ideal.  Today  we  demand  the  best,  knowing  that  in  all  likeli- 
hood it  will  be  surpassed  by  something  better  within  a  short  time. 
I  remember  while  serving  my  apprenticeship  in  a  railroad  shop  the 
temperature  of  the  shop  often  dropped  below  40°  and  frequently  to 
freezing  point.  It  was  considered  by  those  in  charge  as  being 
amply  heated  with  an  overhead  steam  system,  but  I  do  not  believe 
the  amount  of  work  produced  on  such  cold  days  amounted  to  more 
than  75  or  80  per  cent  of  the  normal  output.  There  were  about  159 
employes  earning  approximately  $250  per  day,  and  considering  the 
output  to  be  85  per  cent  the  loss  on  cold  days  amoinited  to  some- 
thing like  $37.50.  An  efficient  healing  plant  for  this  shop  would 
cost  about  $3,750  complete.  Without  considering  the  cost  of  steam, 
of  which  there  was  plenty  of  exhaust  going  lo  waste,  allowing  6 
per  cent  interest  on  the  cost,  5  per  cent  for  depreciation,  and  I  per 
cent  for  repairs  and  painting,  making  a  total  of  12  per  cent,  or 
$450  per  year,  is  the  amount  that  the  cost  of  the  heating  plant 
should  earn.  With  the  85  per  cent  output  in  cold  weather  it  would 
take  only  12  days  lo  make  the  expenditure  a  paying  investment. 
Practically  all  railroad  shops  have  exhaust  steam  which  is  avail- 
able for  heating,  so  any  system  not  adapted  to  the  economical  use 
of  exhaust  steam  should  not  receive  serious  consideration.  In  con- 
sidering the  advisability  of  utilizing  exhaust  steam  and  returning 
the  water  of  condensation  to  boilers  the  question  of  back  pressure 
and  cylinder  oil  carried  in  the  steam  should  be  considered.  By 
means  of  separators  and  filters  a  sufficient  amount  of  oil  can  be 
removed  without  any  question,  to  mske  the  use  of  exhaust  steam 
desirable.  In  regard  to  back  pressure  and  the  mininlum  required 
for  diflfcrent  systems  of  healing  it  will  be  found  that  ordinarily  5 
lb.  i.s  carried  on  most  installations,  and  while  this  could  be  reduced 
in  moderate  weather,  the  general  practice  is  to  establish  this  as  the 
minimum  and  increase  the  pressure  in  extremely  cold  weather. 
With  a  carefully  designed  jilant,  however,  this  is  higher  than  should 
be  necessary  in  general.  Ihc  minimum  i)ressure  rerjuired  for  circu- 
lation dc|icnds  more  u|H)n  a  proper  proportioning  of  the  su|)ply 
main  and  the  distributing  branches  than  upon  the  return  main.  A 
great  many  plants  toilay  require  a  higher  pressure  lo  secure  circu- 
lation than  woul'l  otherwise  be  necessary  had  proper  consideration 
been  given  lo  Ihc  dripping  of  the  main  and  its  branches. 


'AbMncI  ol  a  paper  prcwnU!d  al  a  nicMlnif  <>r  ihi;  Niw  V"rk  Kailnuil  C1ut>, 
March  Jn,  lioi. 


Wherever  possible  the  use  of  traps  in  relvirn  lines  should  be 
avoided,  as  a  pump  and  receiver  or  the  boiler  feed  pump  controlled 
by  a  pump  governor  make  the  best  kind  of  trap.  By  the  use  of 
one  of  the  so-called  vacuum  systems,  however,  e.xliaust  steam  can 
be  circulated  without  back  pressure  on  the  engines,  thereby  pro- 
curing increased  efficiency  of  the  engines  and  maximum  results 
from  the  heating  surface  owing  to  the  removal  of  all  air  trapped 
in  the  system.  The  Webster  system  which  maintains  a  vacuum 
upon  the  return  line  by  means  of  a  steam  pump  uses  thermostatic 
traps  and  valves  on  the  drips  and  returns  of  all  the  various  units  to 
prevent  the  steam  passing  to  the  return  line  and  to  allow  air  and 
w-ater  to  pass  freely.  The  Paul  system  is  an  auxiliary  attachment 
for  the  separate  removal  of  the  air  from  the  various  units  by 
means  of  a  vacuum  maintained  on  a  system  of  air  piping  by  the 
use  of  a  steam  ejector.  To  procure  good  results  from  cither  of 
these  systems  the  workmanship  should  be  of  the  best,  as  leaks  are 
very  detrimental.  The  three  systems  adapted  to  the  use  of  exhaust 
steam  are : 

First.  Direct  steam  heat  consisting  of  pipe  coils  placed  on  the 
•r.alls  or  overhead  through  the  building. 

Second.  Direct  hot  water  where  the  exhaust  steam  is  used  in 
some  form  of  feed  water  heater  to  heat  the  water  circulating 
through  the  building. 

Third.  The  fan  .system  where  steam  coils  consisting  of  wrought 
iron  pipe  are  placed  in  groups,  and  the  air  drawn  over  these  coils 
by  a  fan  and  forced  into  the  building. 

The  sole  advantage  of  direct  steam  for  shops  is  its  extreme  sim- 
plicity, but  this  is  offset  by  the  disadvantages  of  having  the  heat- 
ing surfaces  distributed  where  they  are  subject  to  damage  from 
many  sources.  It  is  often  difficult  to  locate  the  coil  surface  to  pro- 
cure proper  drainage.  With  the  installation  of  overhead  cranes 
covering  considerable  area  it  is  difficult  lo  install  a  direct  system  of 
either  steam  or  hot  water  and  an  installation  of  this  type  frequently, 
requires  changes  in  location  of  shafting  and  machinery  to  make 
room  for  the  required  amount  of  heating  surface.  Often  to  secure 
a  good  circulation  system  it  is  necessary  to  install  considerable 
trenching,  which  should  be  eliminated  from  shops  as  much  as  pos- 
sible, as  it  becomes  a  pocket  for  the  collection  of  dust,  waste,  etc., 
and  frequently  becomes  full  of  water  from  leaks. 

Direct  hot  water  has  the  advantage  in  comparative  simplicity 
and  in  the  control  of  the  temperature,  which  can  be  eflfccted  l)y 
controlling  the  temperature  of  the  water  or  the  rapidity  of  its  cir- 
culation. The  hot  water  heater  can  be  located  between  the  low 
pressure  cylinder  and  the  condenser  where  the  plant  is  operating 
condensing,  thus  utilizing  exhaust  steam  that  would  otlierwi.se  not 
be  available.  It  has  the  disadvantage  of  having  a  heating  surface 
spread  throughout  the  shop  and  the  heating  surface  requires  very 
careful  allenlion  lo  prevent  leaks.  It  cannot  lie  shut  down  for  any 
length  of  time  in  winter  without  complete  draining  in  order  to 
avoid  freezing.  The  cost  of  installation  is  greater  in  most  cases 
than  either  a  direct  or  blower  installation.  It  usually  requires 
circulating  [jumps  and  has  the  attendant  disadvantage  of  moving 
machinery  to  he  cared  for. 

The  fan  system  has  the  advantages  of  having  all  the  liealing 
surface  in  one  place,  nearly  all  of  which  can  be  set  vertically,  thus 
procuring  perfect  drainage.  The  warm  air  being  forced  into  the 
building  a  constant  circulation  of  the  air  is  maintained,  thus  heal- 
ing the  building  more  evenly  than  with  any  other  .system.  I  he 
forced  circulation  gives  less  difference  of  lemperalurc  belwcen  the 
floor  and  the  roof  than  when  natural  circulalifin  is  used,  and  viii- 
lilation  of  such  buildings  as  blacksmith  shops  and  foundries  can  be 
effected.  Control  of  the  temperature  can  be  effected  either  by  vary- 
ing the  spee<l  of  the  fan  or  sluitling  off  sections  of  the  heater.  The 
disadvantages  of  this  system  are  in  having  a  fan  and  engine  or 
motor  to  be  cared  for  and  in  having  large  hot  air  pipes  placed  over 
head,  which  are  sometimes  hard  to  place  on  accoiuU  of  the  height 
of  Ihe  building.  Two  types  of  fans  are  u.sed  for  heating:  the 
disk  or  propeller  type,  and  the  centrifugal  or  sicil  pl.ih-  type.  'Ilu 
latter  is  used  almost  exclusively,  as  tl.e  former  li.is  iioi  been  sui- 
cessful  except  for  very  small  installations,  owing  lo  their  inability  to 
produce  the  necessary  pressure  for  distributing  the  air  through  long 
ducts.  With  Ihe  cenlrifugal  type  of  fan  Ihe  most  economical  rc- 
sidls  for  heating  are  nblained  when  running  the  fan  in  the  coldest 
weather,  so  that  the  peri|iliery  of  the  wheel  will  travel  at  from 
4,500   lo  5,200   ft.   per   minule.      These   velocilies   correspond    lo   .)4 


292 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  5. 


and  I  ounce  pressure  per  sq.  in.,  which  is  sufficient  to  give  a  posi- 
tive control  of  the  air  to  cflfect  the  proper  distribution  through  the 
ducts.  Practice  differs  greatly  in  the  construction  and  location 
of  the  ducts,  the  most  common  scheme  being  to  make  the  ducts  of 
galvanized  iron  and  to  carry  the  horizontal  runs  overhead  through 
the  truss  work  with  warm  air  outlets  15  to  40  ft.  apart  and  from 
8  to  30  ft.  above  the  floor.  The  best  practice  for  large  shops  is  to 
use  large  volumes  of  air  at  rather  low  temperatures  than  small 
volumes  at  a  high  temperature.  The  outlets  are  usually  from  10 
ft.  to  20  ft.  above  the  floor  and  -n  this  design  advantage  is  taken 
of  the  fact  that  warm  air  discharged  high  up  travels  toward  the 
walls  where  it  is  cooled  and  becoming  heavier,  falls  to  the  floor,  thus 
ihe  walls  assist  the  circulation.  The  coldest  wall  will  cool  the 
greatest  amount  of  air,  consequently  more  air  will  be  drawn  in  that 
direction.  With  high  outlets  no  air  currents  are  felt  by  the  occu- 
pants on  the  door.  These  plants  are  in  successful  operation  where 
air  is  discharged  from  100  to  17s  ft.  from  the  ends  of  Ihe  building, 
and  in  foundriis  it  is  blown  as  far  as  250  ft. 

Masonry  or  concrete  ducts  laid  under  the  floor  with  stand  pipes 
from  8  to  12  ft.  high  at  intervals  are  often  used.  Another  method 
used  is  one  in  which  no  distributing  pipes  are  employed,  but  the 
hot  air  is  discharged  from  the  fan  into  the  building  overhead  and 
the  air  returned  to  the  apparatus  through  underground  ducts  with 
openings  located  at  the  floor  line  distributed  through  the  shop. 

The  velocity  of  the  hot  air  in  the  main  ducts  leading  from  the 
fan  should  never  be  greater  than  2.500  ft.  per  minute  and  this  ve- 


Cve/c  ^ser  c^  A/)9  Acjp^f/Mt/r^- 


j»cm  juft  Mm'.vjo 


locity  should  be  reduced  gradually  in  the  different  branches  so  that 
ihc  air  is  discharged  from  the  outlet  at  from  800  to  1,200  ft.  per 
minute.  Where  the  outlets  are  high  1.200  ft.  per  minute  can  be 
used  without  object ionabl.-  results,  but  where  a  thorough  distribu- 
tion is  desired  and  the  outlets  are  within  6  to  8  fl.  from  the  floor 
the  velocity  of  the  air  should  not  be  greater  than  800  ft.  per  min- 
ute. Provision  should  be  made  for  re-circulating  the  air,  also  for 
the  use  of  cold  fresh  air  from  out  doors.  It  is  occasionally  found 
that  a  building  can  be  heated  easier  by  using  part  outside  air  and 
part  return  air  than  to  use  all  return  air.  This  is  accounted  for 
from  the  fact  that  where  the  fan  is  exhausting  from  the  building 
as  in  re-circulating  the  pressure  maintained  in  the  building  is  not 
greater  than  that  of  the  outside  air,  so  that  the  leakage  of  air 
around  windows,  doors  and  crevices  may  be  very  great,  while  by 
Ihe  use  of  part  fresh  outside  air  a  slight  pressure  can  be  maintained 
which  will  largely  prevent  this  inward  leakage.  Cold  air  will  of 
course  be  entering  the  building  in  either  case,  but  in  the  latter  case 
the  outside  air  will  pass  through  the  heater  where  it  can  be  heated 
more  economically  than  by  mi.\ing  it  with  Ihe  heated  air  in  the 
building  as  it  leaks  in.  If  this  point  were  more  generally  under- 
stood many  healing  plants  that  are  today  not  giving  entire  success 
would  be  made  to  give  very  satisfactory  results  by  simply  using  a 
portion  of  outside  air  through  the  heaters. 

It  has  been  attempted  from  lime  to  time  to  develop  a  formula 
for  determining  the  capacities  of  fans  under  all  conditions.  The 
majority  of  those  formulae,  however,  have  been  loo  complicated 
to  use  in  every-day  practice.  Ncan'y  all  of  the  fan  manufacturers 
use  empirical   formulae  for  faijs  under  different  conditions.     The 


capacity  of  the  .steel  plate  centrifugal  exhaust  fan  (inlet  on  one 
side  only)  when  running  under  free  delivery  will  be  given  approxi- 
mately by  the  formula 

C=I.S7  U'WR 

In  which  C  =  capacity  in  cubic  feet  per  minute,  D  =  diameter  of 
ihe  blast  wheel  in  feel,  W  —  width  of  the  blast  wheel  at  the  periph- 
ery in  feet,  R  —  revolutions  per  minute. 

By  free  delivery  is  meant  to  set  the  fan  in  the  room  and  simply 
draw  Ihe  air  into  Ihe  inlet  and  discharge  mto  the  same  room  with- 
out any  piping.  In  factory  buildings  where  short  pipes  of  rather 
large  diameter  are  used,  thus  reducing  the  friction,  the  formula 
C  =  1.2s  U'H'li  will  be  found  to  be  approximately  correct.  With 
long  ducts  terminating  in  many  small  outlets  the  capacity  will  re- 
duce from  10  to  20  per  cent  as  given  by  the  last  formula.  The 
capacity  of  the  fan  within  the  limits  used  in  heating  varies  directly 
as  the  speed  of  Ihe  fan.  The  pressure  produced  by  the  fan  depends 
lirst  upon  the  peripheral  velocity  of  the  blast  wheel  and  varies  as 
the  square  of  the  velocity ;  second,  upon  the  delivery ;  third,  the  tem- 
perature of  the  air.  It  is  not  good  practice  to  use  high  velocities  or 
long  runs  of  piping  where  they  can  be  avoided. 

Whether  a  steam  engine  or  an  electric  motor  is  better  for  driving 
the  fans  depends  upon  local  condition.  If  there  is  not  sufficient 
exhaust  steam  to  do  the  heating  an  engine  driven  fan  is  the  more 
economical,  as  its  exhaust  can  be  used.  An  engine-driven  fan  also 
has  the  additional  advantage  of  being  independent  of  the  electric 
plant,  so  that  Ihe  healing  plant  can  be  operated  at  times  when  the 
electric  plant  is  shut  down.  Where  electric  current  is  constantly 
available  together  with  sufficient  exhaust  steam  an  electric  motor  is 
the  most  convenient  and  economical.  Where  engines  are  used  it 
is  preferable  to  have  them  direct  connected,  but  belted  electric  mo- 
tors are  preferable  because  of  Ihe  large  size  of  motor  necessary  for 
dirct  connection  on  account  of  the  slow  speed  of  the  fan. 

The  accompanying  curves  give  the  horse  power  required  to  move 
a  given  volume  of  air  at  different  velocities  or  pressures. 

■*  «  » 

MASSACHUSETTS  NOTES. 


The  bill  enabling  street  railways  to  carry  merchandise  and  bag- 
gage on  approval  of  the  local  authorities  and  the  railroad  commis- 
sioners has  become  a  law  in  Massachusetts  and  several  of  the  roads 
have  already  asked  Ihe  privilege  of  boards  of  aldermen  and  selectmen. 
This  is  the  first  stage  and  after  that  they  will  have  to  go  before  Ihe 
railroad  commissioners.  \\.  Ihe  last  moment  the  matter  was  held 
up  for  a  day  or  two  while  an  amendment  similar  to  the  "missing 
link"  law  was  contcniplaled  to  allow  the  commissioners  to  give  a 
road  authority  to  carry  express  in  case  one  town  along  a  line  should 
refuse  this  privilege  and  in  so  doing  hold  up  the  whole  thing.  It 
was  finally  passed  without  this  amendment  and  in  this  form  it  was 
signed  by  the  governor. 

An  opinion  by  the  attorney  general  has  thrown  some  light  on 
street  railway  and  railroad  competition  in  Ihe  state.  The  Boston  & 
Maine  company  is  before  the  legislature  with  a  petition  to  allow  it. 
a  steam  road,  to  purchase  the  stock  of  street  railway  companies  and 
the  attorney  general  sustains  the  contention  that  the  road  cannot  do 
this  now,  wfiile  the  New  York,  New  Haven  &.  Hartford  and  the 
New  York  Central,  holding  charters  in  other  states  and  leasing 
roads  in  Massachusetts  can.  As  the  result  of  this  opinion  the  peti- 
tion of  Ihe  Boston  &  Maine  will  undoubtedly  be  approved. 

Appearances  indicate  that  the  railroad  commissioners  are  about  to 
issue  an  order  regulating  Ihe  crossing  of  steam  and  trolley  roads 
in  the  state.  The  board  finds  that  while  it  is  the  custom  to  slop  a 
trolley  car  at  a  railroad  crossing  and  have  the  conductor  go  ahead 
and  look  up  and  down  the  track  before  the  car  proceeds  there  is  a 
difference  in  his  course  of  action  afler  making  this  investigation.  In 
some  cases  he  signals  for  the  car  to  come  ahead  and  wails  on  the 
crossing  for  it  to  come  up  to  him  while  in  other  places  he  goes  way 
back  to  the  rear  platform  before  starling  the  car  up.  The  commis- 
sioners do  not  like  this  last  arrangement  and  are  expected  to  issue 
an  order  forbidding  it. 


We  believe  that  the  city  of  Denver  is  the  only  municipality  who 
has  exerted  itself  to  especially  favor  a  particular  class  of  persons 
using  its  streets.  The  franchises  under  which  the  Denver  City 
Tramway  Co.  operates  provide  that  each  car  shall  carry  racks  to  ac- 
commodate three  bicycles. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW, 


293 


THE   THIRD   RAIL  FOR  HIGH  SPEED  ELEC- 
TRIC  SERVICE. 


An  interesting  paper  on  the  "third  rail"  system  was  read  by  Mr. 
Ernest  Gonzenbach,  at  a  meeting  of  the  Western  Society  of  En- 
gineers held  Mar.  18,  1903.  The  class  of  interurban  roads  discussed 
by  Mr.  Gonzenbach  are  those  having  a  schedule  speed  of  20  miles 
an  hour  and  over.  The  term  high  speed  as  applied  to  interurban 
railways  is  not  determined  so  much  by  the  ma.ximum  speed  of  the 
cars  in  miles  per  hour  as  it  is  by  the  number  of  stops  these  cars 
make. 

These  interurban  railways  at  first  were  built  along  highways,  but 
have  gradually  commenced  to  be  built  on  private  right  of  way,  and 
is  is  only  within  recent  years  that  any  marked  movement  has  oc- 
curred toward  their  closer  identification  with  standard  railroad 
practice.  The  majority  of  interurbans  continue  to  use  the  trolley 
and  overhead  system  of  feeders  to  supply  power  to  cars,  but  new 
conditions  are  presented  when  the  trolley  is  used  to  supply  power 
to  cars  or  trains  requiring  from  500  to  1,000  amperes  for  operating 
at  speeds  of  from  40  to  60  miles  per  hour.  The  contact  area  of  a 
single  trolley,  while  sufficient  for  the  demands  of  ordinary  street 
cars,  is  entirely  inadequate  for  interurban  cars  running  at  their 
maximum  speed.  Trolley  wheels  in  this  service  are  worn  out  at 
the  rate  of  one  every  three  to  five  days  and  even  the  best  do  not 
last  over  a  week.  The  trolley  wire  is  rapidly  worn  due  to  con- 
stant arcing  and  soon  breaks  at  the  weak  spots.  Experience 
shows  that  trolley  wire  wears  most  on  grades  and  curves  where 
the  cars  take  the  largest  amount  of  current.  There  is  also  serious 
chance  for  trouble  when  the  trolley  leaves  the  wire  at  high  speed, 
in  which  case  not  only  the  trolley  pole  becomes  useless,  but  more 
often  the  pipe  brackets  carrying  the  wires  are  ripped  off  the  poles 
for  a  considerable  distance  and  sometimes  the  car  roof  is  damaged. 

These  troubles  are  not  encountered  when  cars  are  operated  at 
comparatively  low  speed.  The  third  rail  is  particularly  suited  to 
meet  these  objections  and  provides  a  satisfactory  method  of  run- 
ning at  high  speed  although  it  was  not  originally  designed  for  this 
work.  Its  first  use  was  on  the  intramural  railway  at  the  World's 
Fair  in  1893,  and  it  was  soon  afterwards  adopted  by  the  Chicago 
elevated  railways.  These  roads  adopted  the  third  rail  with  a  view 
of  avoiding  overhead  wires  rather  than  on  account  of.  any  special 
advantages  in  the  supply  circuit.  Its  first  application  on  a  surface 
railroad  was  on  the  Nantasket  Beach  branch  of  the  New  York, 
New  Haven  &  Hartford  Ry.  Afterwards  the  same  road  equipped 
several  of  its  branch  lines  in  Connecticut  with  this  system.  The 
first  strictly  electric  railway  to  use  a  third  rail  surface  system  was 
the  Albany  &  Hudson  Ry.,  next  came  the  Grand  Rapids,  Grand 
Haven  &  Muskegon,  and  the  last  and  most  prominent  is  the  Aurora, 
Elgin  &  Chicago.  .At  the  present  time  there  are  a  large  number  of 
projects  planned  and  building  using  the  third  rail  system. 

(Since  this  was  written  the  Wilkesbarre  (Pa.)  &  Ilazclton  Rail- 
road Co.  has  completed  its  protected  thinl-rail  system  which  is  now 
in  operation. — Ed.] 

The  third  rail  is  by  no  means  a  sine  qua  non  for  interurban  rail- 
ways and  for  a  certain  class  of  railways  the  trolley  will  always  be 
the  most  suitable.  If  the  road  is  largely  on  streets  and  highways 
or  its  right  of  way  is  located  adjacent  to  and  parallel  with  a  high- 
way then  the  trolley  is  the  most  suitable  l>ecausc  in  such  cases  high 
speed  as  we  arc  here  considering  it,  cannot  be  maintained.  When 
a  considerable  portion  of  the  roadbed  is  private  right  of  way  not 
loo  close  to  the  highway  the  third  rail  Iwcomcs  advisable  from  the 
dollar  and  cents  standpoint,  as  well  as  for  engineering  reasons,  and 
it  i»  the  only  really  satisfactory  method  for  cars  taking  a  consid- 
erable amount  of  current  at  high  speed. 

The  present  practice  is  to  locate  the  third  rail  at  one  side  of  the 
tracks  and  this  practice  is  to  be  commended  on  account  of  the 
facilities  with  which  it  enables  the  ordinary  track  work  to  be  done, 
and  the  ability  to  install  the  third  rail  at  higher  elevation  from  the 
lies  than  if  it  were  placed  in  the  center  of  the  track,  also  the  con- 
venience of  current  collecting  shoes  on  the  car  which  may  lie  located 
at  one  side  of  and  suspended  from  the  journal  boxes.  There  is  also 
IfSJ  liability  of  short  circuits.  This  location  of  the  live  rail  has 
now  become  practically  standardized  so  that  arguments  in  its  favor 
are  unnecessary. 

The  distance  from  the  gage  line  of  track  rail  to  center  line  of  third 
rail  i>  aliout  20  in.  in  elevated  practice  and  about  2y  in.  in  surface 


work.  The  elevated  standard  is  one  to  be  commended  for  surface 
work,  as  it  permits  the  interchange  with  the  elevated  cars,  it  gives 
an  extreme  width  over  the  third  rail  shoes  no  greater  than  that  of 
the  car  itself  and  thus  avoids  lifting  mechanisms,  etc.,  to  protect 
the  shoe  when  the  car  is  in  the  city  streets  using  the  trolley.  The 
distance  from  the  top  of  the  track  rail  to  the  top  of  the  third  rail 
is  generally  about  6  in.,  which  is  a  convenient  height  for  allowing 
ample  space  for  the  insulators  under  the  third  rail.  This  con- 
.struction  necessitates  ties  for  the  third  rail  which  must  be  longer 
than  the  standard  track  tie.  In  elevated  service  the  insulators  are 
usually  placed  5  to  6  ft.  apart  and  in  surface  work  10  ft.  has  become 
standard.     This  means   that   every   fifth  tie  must  be   approximately 

9  ft.  long  in  order  to  accommodate  the  insulator.  Where  all  hard- 
v/ood  ties  are  used  these  extra  long  tics  may  be  of  the  same  ma- 
terial as  the  others,  but  where  cedar  ties  are  used  it  is  better  prac- 
tice to  make  the  third  rail  tie  of  hard  wood  like  oak  or  chestnut. 

The  early  third  rail  systems  all  used  wooden  blocks  to  insulate 
the  third  rail  and  they  are  still  used  on  some  roads  now  building. 
For  elevated  service  these  blocks  will  serve  fairly  well,  especially 
when  they  have  been  dipped  in  some  insulating  compound.  There 
is  perfect  drainage  of  the  structure  and  water  cannot  possibly  ac- 
cumulate on  elevated  track.  It  is  nevertheless  noticeable  that  the 
new  elevated  railways  of  Boston  and  New  York  have  not  used 
wood  at  all.  Tlie  objections  to  wood  are  that  it  absorbs  water 
and  allows  a  heavy  leakage  which  often  destroys  the  insulator.  It 
forms  a  very  excellent  insulator  when  new,  but  as  a  surface  road 
cannot  have  perfect  drainage,  water  will  accumulate  and  be  ab- 
sorbed. As  an  example,  the  insulation  resistance  of  the  third  rail 
of  the  Albany  &  Hudson  Ry.  for  a  few  months  after  its  installa- 
tion was  very  high.  Trouble  with  the  wooden  insulators  did  not 
appear  until  the  following  spring  when  the  snow,  which  had  been 
packed  around  them,  without  the  least  interference  to  service,  began 

10  gradually  melt,  and  this  caused  the  ties  and  insulators  to  become 
permeated  with  moisture  and  introduced  serious  leakage.  In  sev- 
eral instances  insulators  were  found  burning  and  it  was  noticeable 
that  they  were  invariably  burned  in  the  center  while  the  outside 
remained  intact,  clearly  indicating  that  the  water  had  been  absorbed 
by  capillary  attraction  from  the  tie.  It  was  impossible  to  deter- 
mine the  total  leakage  current  because  at  the  same  time  there  was 
a  great  deal  of  trouble  from  crossing  cables,  and  the  two  sources 
of  leakage  could  not  readily  be  determined  separately.  After  the 
spring  thaws  were  over  and  the  sun  and  leakage  current  had  dried 
out  the  insulators  the  resistance  became  higher.  Readings  taken 
at  various  points  along  the  lines,  not  including  the  cables,  showed 
a  large  variation  between  sections,  and  the  same  section  with  no 
change  in  weather  would  hardly  give  two  readings  alike  from  one 
day  to  another.  The  highest  insulation  reading  was  about  12,000 
ohms  per  mile  and  the  average  was  about  6,000  to  7,000  ohms,  while 
the  readings  would  often  go  as  low  as  2,000  ohms  under  ordinary 
weather  conditions.  It  was  found  that  a  single  charred  wood 
insulator  would  permit  a  leakage  of  about  2  amperes,  l)ut  this  value 
will  depend  greatly  upon  local  circumstances.  The  tics  which  sup- 
ported the  burning  insulators  did  not  appear  to  have  been  dam- 
aged. The  wood  insulators  on  the  Aurora,  Elgin  &  Chicago  Ry. 
have  not  been  in  use  long  enough  to  permit  conclusions  to  be  drawn, 
but  the  indications  are  that  they  will  be  found  to  have  a  very  low 
insulation  resistance  and  already  a  number  of  burned  ones  have 
been  found  and  replaced.  There  is  no  reason  why  the  same  stand- 
ard of  insulation  demanded  for  overhead  couslruclion  slicmlil  not 
be  reached  in  third  rail  work. 

The  conductor  rail  is  usually  «f  a  standard  T-rail  cross  section, 
but  is  rolled  from  a  grade  of  steel  containing  a  very  small  amount 
of  carbon  and  manganese.  For  a  resistance  of  the  conductor  rail 
of  7.5  limes  that  of  copper  of  equal  cross  section  the  makers  supply 
a  rail  containing  almut  .12  of  i  per  cent  of  carbon,  and  .14  lo  .15 
of  I  per  cent  of  manganese.  The  standard  mixtures  used  in  roll- 
ing service  rails  have  a  conductivity  of  aljout  I-IJ  I  hat  of  copper  of 
equal  cross  .section.  It  is  therefore  apparent  that  the  value  of 
steel  rails  for  use  as  electrical  conductors  depen<ls  not  so  nnich  on 
the  price  per  ton  as  on  the  conductivity,  and  as  a  general  rule ,  old 
rails  sold  as  re-layers  will  usually  net  enough  cash  to  buy  I  lie  low 
carlxjn  rails  of  eipial  conductivity  and  leave  a  cash  bal.ince  l)esides. 

One  of  the  small  details  which  has  proved  iui|)orlant  on  high 
speed  third  rail  roads  is  that  of  joint  plates.  The  early  roads  and 
the  elevated  roads  bolli  used  a  plain  strap  lo  cuniiecl  rail  ends.    The 


294 


STRKHT  RAILWAY  RKVIIiW. 


[Vol.  Xlll.  No.  S- 


nligiiiiiK  is  ronipnralivcly  tiiiin)|Hirtaiu  at  low  spi-cd,  litii  at  a  high 
speed  a  shghl  iiiievi'iincss  will  cause  the  shoe  to  iunip  ami  cause 
a  disiigrveahli'  flash.  To  avoid  this  the  rail  ends  must  Iw  carefully 
aligned  and  the  burr  taken  ofT  the  two  adjacent  edges  with  a  file. 
The  Manhattan  tyi)c  of  joint  plate  was  adopted  on  the  Aurora, 
Elgin  &  Chicago  Ry.  and  is  giving  very  satisfactory  service.  It 
re<|uires  several  months  of  operation  to  wear  down  the  third  rail 
to  a  smooth  surface  so  that  no  sparking  will  occur.  While  cast 
welded  joints  might  have  some  advantage  for  third  rail  work  they 
could  not  l>e  expected  to  exceed  the  convenience  and  etViciency  of 
the  foot  IkmuIs  hydraulically  pressed  in  place  which  are  almost  uni- 
versally used  in  this  work. 

Kxpansion  and  contraction  of  the  third  rail  is  not  as  serious  a 
matter  as  in  the  service  rail.  While  joint  spacing  is  usually  used, 
the  writer's  experience  leads  him  to  recommend  a  close  hinting  of 
the  joints,  leaving  no  space  whatever  and  drawing  the  joint  plate 
tight.  The  rail  may  then  \k  rigidly  anchored  midway  hctween  two 
highway  crossings,  and  while  the  movements  of  the  rail  end  may 
\k  as  much  as  u  to  IS  in,  it  occurs  at  crossings  where  the  rail  is 
naturally  terminated  and  is  of  no  consequence. 

The  highw,-iy  crossings  are  an  important  part  of  the  third  rail 
installation.  The  ideal  method  would  \k  to  provide  standard  under- 
ground single  ducts  and  draw  in  cables,  but  this  is  expensive.  The 
cable  used  should  have  the  same  conductivity  as  the  rail,  which  in 
most  cases  would  be  about  1,000,000  c.  m.  size.  This  cable  costs 
over  $1  per  lineal  foot  when  installed  and  is  exceedingly  expensive 
to  replace  should  it  fail.  These  cables  terminate  out  of  doors  close 
to  the  ground  and  are  exposed  to  water  and  mechanical  shocks,  and 
they  nuist  tie  capable  of  withstanding  the  excessive  overloads  liable 
to  occur  in  railway  work.  They  should  therefore  have  a  paper  in- 
sulation in  preference  to  rubber  as  the  latter  is  liable  to  melt  from 
overheating.  It  is  very  easy  to  purcha.se  ordinary  weather  proof 
cable  and  install  it  in  a  trough  filled  with  pitch  and  lar ;  this  method 
is  cheap,  but  its  durability  and  insulating  quality  are  as  yet  un- 
certain. Lead  covered  paper  cables  would  seem  to  be  the  tnost  ad- 
visable and  if  properly  installed  should  not  give  much  trouble, 
although  they  should  receive  the  same  care  and  attciuion  which 
the  large  operating  companies  give  their  underground  cables.  Peri- 
odical tests  should  he  made  and  as  soon  as  any  cable  shows  signs  of 
weak  insulation  the  cause  must  l>e  ascertained  and  remedied.  The 
terminals  must  be  arranged  so  that  there  is  no  possibility  of  cur- 
rent leaking  to  the  lead  sheath  even  in  the  wettest  weather.  In 
order  to  guard  against  this  possibility  a  small  copper  wire  should 
be  soldered  to  the  lead  sheath  and  connected  to  one  of  the  track 
rails.  It  is  very  important  to  be  able  to  disconnect  each  cable  from 
the  rail  for  the  purpose  of  testing,  and  in  order  to  prevent  the  con- 
traction and  expansion  of  the  rail  from  doing  mechanical  injury 
to  the  cable  it  is  good  practice  to  make  the  connection  between  the 
two  by  three  or  four  extra  flexible  pieces  of  cable  bonded  to  the 
rail  on  one  end  and  the  other  end  sweated  into  a  lug  attached  to  the 
cable  terminal  by  a  screw. 

The  third  rail  .shoes  carrieil  on  the  car  weigh  from  14  to  18  lb. 
each  and  arc  supported  by  two  cast  links  which  allow  some  free- 
dom of  movement  to  the  shoes.  The  shoe  is  held  on  the  rail  merely 
by  gravity  and  is  usually  supplied  with  a  perfectly  flat  and  chilled 
wearing  surface.  In  renewing  shoes  the  author  has  had  this  sur- 
face cast  concave  with  a  radius  of  12  in.,  which  is  the  radius  given 
to  the  top  of  steel  rails.  In  this  way  much  larger  contact  area  is 
secured  and  sparking  is  reduced  to  a  minimum.  A  mild  steel  shoe 
has  been  found  very  much  superior  to  the  chilled  cast  iron.  The 
life  of  .shoes  is  as  yet  uncertain,  but  the  writer's  observations  lead 
him  to  iK-lieve  the  average  life  of  a  shoe  lies  somewhere  between 
15,000  and  25.000  car-miles.  As  the  cost  per  shoe  and  pair  of  links 
is  alx>ut  $i.,?5,  the  cost  of  renewal  is  exceedingly  low  and  not  to  be 
compared  with  trolley  wheel   renewals. 

At  present  all  roads  are  equipped  with  shoes  depending  on  grav- 
ity for  contact,  although  the  Boston  elevated  supplements  this  by 
a  long  coil  single  turn  spring  giving  alxiut  15  lb.  additional  pres- 
sure. Lately  Mr.  W.  B.  Potter,  of  the  General  Electric  Co.,  has 
designed  a  shoe  which  is  worked  by  springs  and  which  is  designed 
to  extend  out  horizontally  and  make  contact  with  a  rail  under  a 
covering  also  designed  by  him.  Whatever  the  merits  of  this  pro- 
tected third  rail  may  be  it  is  certain  that  the  shoe  designed  for  it, 
or  a  modification  of  it,  would  meet  all  the  objectionable  features  of 
the  gravity  shoe. 


Sleet  is  probably  the  most  serious  of  all  objections  to  third  rail 
operation  and  it  is  well  known  that  in  the  early  days  on  many  new 
roads  operations  have  Ixren  suspended  for  hours  on  account  of  sleet. 
Sleet  cutting  devices  in  numerous  forms  have  lieen  tried,  but  few 
of  them  have  been  very  successful.  'ITie  steel  scrapers  in  use  on 
most  of  the  Chicago  elevated  roads  seem  to  lie  the  most  successful 
so  far.  The  New  York  elevated  uses  steel  brushes  worked  by  air 
pressure,  while  the  Boston  elevated  has  l»een  very  successful  in  the 
use  of  a  steel  brush  held  against  the  rail  by  a  spring,  giving  a  total 
pressure  of  alwut  .15  lb.,  which  is  just  enough  to  press  the  brush 
against  the  rail  without  iK'Uding  the  wires  of  which  it  is  composed. 
The  Altwny  &  Hudson  uses  a  nuHlification  of  the  Chicago  scraper 
held  against  the  rail  with  a  very  heavy  pressure,  and  the  Aurora, 
Elgin  &  Chicago  has  lieen  using  salt,  supplemented  by  steel  brushes, 
with  success. 

Choosing  the  size  of  the  third  niil  for  an  internrban  high  speed 
railway  corresponds  to  designing  the  distributing  systciii  of  an  ordi- 
nary electric  railway.  When  there  are  auxiliary  feeders  the  size 
of  the  working  conductor  is  unimportant,  but  when  the  latter  forms 
the  sole  feeder  then  it  must  be  carefully  chosen.  On  roads  of 
ordinary  size  the  current  is  delivered  to  the  rails  through  rotary 
converter  sub-stations  and  the  number  and  location  of  these  sub- 
stations will  aflfect  the  size  of  the  third  rail.  .At  present  the  tend- 
ency is  to  use  fewer  sul>-stations  and  heavier  rail,  but  in  the  writer's 
opinion  this  practice  is  erroneous,  although  when  sub-station  at- 
tendance is  high  it  may  apparently  be  the  least  expensive.  Unfor- 
tunately a  practice  has  grown  up  of  making  sul>-stations  miniature 
power  stations  and  providing  in  them  all  sorts  of  apparatus.  Such 
a  station  requires  skilled  attendanis  and  wages  form  the  largest 
item  of  sulj-station  expense.  Sul>-stations  are  often  located  by  the 
manufacturer  of  the  electrical  apparatus,  who  places  them  so  as' to 
get  the  most  ideal  power  distribution  regardless  of  any  other  pur- 
pose they  might  conveniently  serve.  If  they  were  located  more 
numerously  and  judiciously  and  more  simply  designed  they  might 
serve  as  passenger,  express  and  freight  depots  an<l  as  distributing 
centers  for  power  and  lighting  supply  and  other  by-products  of  an 
electric  plant,  and  their  attendance  would  be  but  a  small  part  of  the 
expense  chargeable  to  motive  power.  Practically  they  should  \x 
situated  as  near  the  heart  of  towns  and  villages  as  possible  and  the 
size  of  the  third  rail  determined  afterwards. 


AN  INTERESTING  LETTER. 


Occasionally  llie  mail  of  the  electric  railway  general  manager  is 
enlivened  by  a  complaint  that  is  couched  in  language  snfliciently 
original  to  make  it  prominent  among  the  ordinary  run  of  "kicks." 
We  are  indebted  to  Mr.  A.  T.  Potter,  general  manager  of  the  roads 
at  Providence,  R.  I.,  for  this  good  specimen : 

*  '  '  * 

I       Mr   Potter   Plesc  to  lake  notic  of  this  letter  to  Stop  | 

I  yours  Cars  Runing  So  fast  down  th  Scholl  house  hill  in  | 

I  from  .'\pponag  and   Estwiguich   for  you  doni   isiopit  we  | 

I  shall  aresl  the  motnien  and  oblige  from  | 

I  Erends  and  Nabors  | 

I  we   dont   wont   get   kiled  | 

I  not  this  winter  I 


HOW  TO  SEE   LYNCHBURG,  VA. 


The  Lynchburg  (Va.)  fraction  &  Light  Co.  tells  how  to  see 
Lynchburg  in  a  very  attr.ictive  folder,  recently  issued,  in  which 
half-tone  illustrations  and  a  map  of  its  line  are  depended  upon  to 
instruct  the  reader  where  and  how  to  go,  rather  than  a  volume  of 
reading  matter.  One  ride  of  18  miles  that  costs  15  cents  is  de- 
scribed, among  the  attractions  of  which  are  excellent  views  of  the 
historic  James  River  and  the  Blue  Ridge  Mountains.  The  folder 
announces  also,  that  during  the  summer  season  there  will  be  free 
music  and  dancing  at  Rivermont  Park,  afternoon  and  evening,  and 
free  vaudeville  performances  every  night  in  the  Casino. 
♦-•-♦ 

At  the  animal   meeting  of  the   stockholders   of   the    Philadelphia 
Co.,  May  4th,  the  old  directors  were  re-elected. 


May  20,  190,?.] 


STREET  RAILWAY  REVIEW. 


295 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


CARE  REQUIRED  IX  LOOKIXG  AXD  LIS  lEXlXG  FOR  CAR 

—RIGHT  TO  RELY  OX  USUAL  SIGXALS  BEIXG 

GIVEX  IX  OPERA  IT  XG  CAR. 


Stanley  vs.  Cedar  Rapids  &  Marinn  City  Railway  Co.   (la.X  93  N. 

\V.  Rep.  489.     Feb.  7,  1903. 

While  attempting  to  cross  a  street  at  an  intersection  of  streets 
in  a  buggy  in  which  he  was  riding,  the  plaintiff  was  struck  by  a 
street  car.  The  supreme  court  of  Iowa  holds  that  ordinary  care 
to  discover  the  car  by  looking  and  listening  was  all  that  was  required 
of  him  under  the  law.  He  had  the  right  to  rely  on  the  usual  and 
ordinary  signals  being  given  by  the  defendant's  employes  in  operat- 
ing the  car;  and,  while  he  was  bound  to  use  his  senses  of  sight  and 
hearing,  he  was  not  bound  as  a  matter  of  law  to  know  all  that 
could  have  l)een  discovered  by  the  highest  degree  of  prudence  and 
caution. 


nUTV    TO   PEDESTRIAXS— FAILURE  TO  GIVE  CUSTOM- 
ARY SIGXALS  AXn  TO  HAVE  CAR  IX  CONTROL— 
EVIDENCE  NOT  LOCATING  COLLISION 
JUST  AT  THE  POINT  ALLEGED. 


Louisville  Railway  Co.  vs.  French  (Ky.),  71  S.  W.  Rep.  4H6.  Jan. 
8,  1903.  "Xot  to  be  officially  reported." 
The  defendant  (railway  company),  in  operating  dangerous  ma- 
chinery (trolley  cars),  at  a  high  rate  of  speed,  over  the  streets  of 
a  great  city,  the  court  of  appeals  of  Kentucky  holds,  is  bound  to 
know  that  men,  women,  and  children  have  an  equal  right  to  its  use, 
and  will  be  upon  it ;  and  it  is  defendant's  duty  to  be  constantly  on 
the  lookout,  and  to  take  all  reasonable  precautions  to  avoid  injuring 
them,  and  this  duty  obtains  not  only  at  the  footway  crossings,  but 
at  every  other  point  of  a  public  street,  and  one  of  these  precautions  is 
to  give  notice  of  their  approach  by  the  customary  signals,  and,  when 
necessary  to  avoid  injury  to  other  persons,  to  slow  up,  and,  if  neces- 
sary, stop  their  car.  This  duty,  under  the  circumstances,  is  no  more 
than  ordinary  care.  If  it  be  true  that  the  defendant  failed  to  give 
notice  of  their  approach  to  the  footway  crossing  by  the  customary 
signals,  and  put  it  out  of  their  power  to  .stop  the  car  by  the  high 
rate  of  speed  at  which  they  were  going,  after  they  saw,  or  could  by 
the  exercise  of  ordinary  care  have  seen,  the  danger  of  the  plaintiff. 
they  were  guilty  of  negligence.  The  petition  in  this  case  proceeded 
upon  the  theory  that  the  collision  occurred  upon  the  footway  cross- 
ing, and.  whilst  there  was  testimony  conducing  to  show  that  the 
actual  collision  was  a  short  distance  from  the  footway  crossing,  it 
was  the  intersection  of  the  two  streets,  and  this  slight  divergence 
between  the  averments  of  the  petition  and  the  testimony  as  to  the 
actual  point  of  collision  was,  in  the  court's  opininii.  wholly  innna- 
teriai. 


DUTY  OF  TRAVELER  ON   STREET  TO  TURX  ASIDE 
LET  CAR  PASS— ERROXEOUS  INSTRUCTION  AS 
TO  INSUFFICIENT  HEADLIGHT  AND  CON- 
TRIBUTORY NEGLIGENCE. 


TO 


Metropolitan  Street  Railway  Co.  vs.  Rouch  (Kan.),  71  Pac.  Rep. 
257.    Jan.  10,  1903. 

In  an  action  for  damages  for  an  injury  occasioned  by  a  collision 
between  a  street  car  and  plaintiff's  buggy  while  he  was  driving  on 
or  dangerously  near  the  street  car  (rack,  the  supreme  court  of  Kan- 
sas holds  that  an  instruction  to  the  jury  to  the  effect  that  the  rights 
of  the  plaintiff  as  a  traveler  upon  that  portion  of  the  street  occupied 
by  the  railway  track  and  the  rights  of  the  street  car  company  were 
equal,  should  have  been  rpialificrl  so  as  to  include  the  duty  of  the 
traveler  to  turn  aside  to  iiermil  an  approaching  car  to  pass. 

In  such  an  action,  an  instruction  that,  even  if  the  jury  should 
find  from  the  evidence  that  the  plaintiff  was  negligent  in  having  his 
buggy  on  or  near  the  track  of  the  defendant,  so  that  it  was  struck 
by  a  car,  still  plainlifT  would  be  entitled  to  recover  if  they  should 
further  find  that  the  injury  was  caused  entirely  by  the  negligence  of 
the  defendant  in  failing  to  provide  a  hcadlighl  sufficient  to  enable 
the  molorman  to  distcovcr  an  obstruction  in  time  to  stop  the  car 


and  prevent  injury,  and  that  the  injury  to  the  plaintiff  would  not 
have  happened,  notwithstanding  the  negligence  of  plaintiff,  if  such 
headlight  had  been  on  the  car,  is  self-contradictory,  and  therefore 
erroneous,  in  that  it  postulates  negligence  in  the  plaintiff  pro.simately 
causative  of  and  directly  contributive  to  the  collision  and  injury, 
in  the  presence  of  which  no  negligent  act  of  the  defendant  could  be  a 
sole  or  entire  cause. 

The  instruction  mentioned  in  paragraph  2.  above,  was  further  er- 
roneous in  that  it  permitted  the  jury  to  disregard  negligence  on  the 
part  of  the  plaintiff  proximately  causative  of  and  directly  contribu- 
tive to  his  injury.     Such  negligence  is  sufficient  to  defeat  recovery. 


CARE  REQUIRED  FOR  PROTECTION  OF  PASSENGERS- 
INJURY  TO  ONE  BY  STONE  THROWN  BY 
STRIKE  SYMPATHIZER. 


Fewings  vs.  Mendcnhall  (Minn.),  93  N.  W.  Rep.  127.    Jan.  23,  1903. 

A  carrier  of  passengers,  the  supreme  court  of  Minnesota  holds,  is 
charged  with  the  highest  degree  of  care  and  foresight  consistent 
with  the  orderly  conduct  of  its  business,  in  respect  to  the  protection 
of  its  passengers  from  injuries  resulting  from  its  acts  or  omissions, 
from  the  acts  or  omissions  of  its  servants,  and  from  the  acts  of 
strangers  who  are  under  its  control  or  direction ;  but  it  is  charged 
with  ordinary  care  and  prudence  only  to  guard  against  the  lawless 
acts  of  third  persons  not  under  its  direction  or  control. 

Defendant  was  engaged  in  operating  a  street  car  system,  atid  his 
employes  had  inaugurated  a  general  strike,  which  was  bitterly  con- 
tested, and  resulted  in  much  violence  on  the  part  of  the  lawless  ele- 
ment among  the  .strikers  and  their  sympathizers.  Defendant  con- 
tinued to  operate  his  cars,  and  plaintiff  was  injured,  when  a  passen- 
ger on  one  of  them,  by  being  struck  upon  the  head  by  a  stone  thrown 
from  the  street  into  the  car  by  a  strike  sympathizer,  a  person  in 
no  way  under  the  control  or  direction  of  defendant.  In  this  action 
to  recover  damages  for  such  injury,  it  is  held  :  ( 1 )  That  defendant 
was  not  guilty  of  negligence  in  attempting  to  operate  his  cars  during 
the  strike;  and  (2)  that  the  evidence  was  insufficient  to  justify  a 
finding  of  actionable  negligence  against  defendant  as  respected  llie 
act  resulting  in  plaintiff's  injury. 

The  rule  of  ordinary  care  and  prudence  is  not  so  exacting,  the 
court  holds,  as  to  require  the  person  charged  with  its  exercise  to 
take  unrea.sonable  or  extremely  doubtful  precautions  to  guard 
against  the  willful  and  lawless  acts  of  strangers.  The  failure  of  de- 
fendant to  i)ull  down  the  blinds  of  the  car  in  which  plaintiff  was 
riding,  or  stretch  a  heavy  canvas  over  the  windows  outside  the  car, 
was  not  negligence  justifying  a  recovery  against   him. 


SPECIAL  FRANClllSh:  TAX  ACT  UNCONSTITUTIONAL. 


People  ex  rcl.  Metropolitan  Street  Railway  Co.  vs.  State  Hoard  of 
Tax  Commissioners  ( N.  Y.  Sup.),  So  N.  Y.  Supp.  S5.  Jan. 
23,  1903. 
Chapter  712  of  the  New  York  Laws  of  1899  amends  subdivision  3 
of  .section  2  of  the  tax  law  by  adding  to  the  subjects  of  taxation 
(herein  sjjecified,  the  right  or  franchise  to  construct,  maintain,  or 
opera(e  upon,  over,  or  inider  the  streets  or  public  places  of  any  (own 
or  niunicipali(y  in  the  state,  the  tangible  property  thereon,  which 
was  already  specified  in  the  section  as  being  real  estate,  and  there- 
fore assessable.  The  value  of  such  tangible  properly,  plus  the  value 
of  the  right  (o  maintain  and  operate  (he  same,  arc  (hereaf(er  (o  be 
assessed  and  (axed  together,  and  is  denominated  in  the  act  as  a 
"special  franchise."  The  act  further  provides  (hat  the  assessment 
of  such  special  franchise  shall  be  made  by  (he  board  of  tax  com- 
missioners. That  board  is  required  to  fix  (he  valuadons  of  all  such 
special  franchises,  wherever  found  in  (he  s(a(e,  and  (o  report  such 
assessment  or  valuation  to  (he  proper  local  assessor;  and  such  local 
officer  is  re(|iiired  (o  place  such  special  franchise  upon  his  roll  of  (he 
(axable  prf)i)er(y  in  his  dis(ric(,  ;i(  (he  valuadon  so  received,  .and 
(he  lax  is  (hereiqion  levied  and  collec(e<l  aKains(  (he  same  in  (he 
same  manner  and  for  (he  same  purposes  as  agalns(  (he  odier  prop 
erty  on  such  roll.  This  provision,  i(  was  claimed,  viola(es  (he  "lionii 
rule"  provision  of  the  stair  rcinslidilion,    for  the  re;ison   (li;il    il    dc 


2M(> 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  s- 


prives  the  local  assessors  of  a  poriioii  of  their  duties  as  such  as- 
sessors, arul  directs  ihc  |Krforiiiancc  of  the  same  duties  by  officers 
who  are  not  chosen  by  the  electors  or  any  authorities  of  such  lo- 
cality; and  Ihc  third  appellate  division  of  the  supreme  court  of  New 
York  holds  that  so  much  of  the  act  as  provides  for  the  assessment 
of  a  special  franchise  by  the  state  board  of  lax  commissioners  is 
unconstitutional  and  void. 


C.\KK  KKUUIKEU  OF  ONE  CROSSING  TRACKS— DUTY  OF 

LOOKING  AND  LISTliNING  AND  SOMETIMES 

TAKING  OTHER  PRECAUTIONS-RULE 

AS  TO  CROSSING  S  I  EAM  RAILWAY 

TRACKS  APPLIED. 


Hums  vs.  Metropolitan  Street  Railway  Co.  (Kan.),  "i  Pac.  Rep.  244. 
Jan.  10,  1903. 
.\  traveler  on  a  city  street,  who  is  about  to  cross  the  tracks  of 
an  electric  street  car  company,  the  supreme  court  of  Kansas  holds, 
must  exercise  his  faculties  of  sight  and  hearing,  and  under  special 
circumstances  must  use  other  careful  and  prudent  means  to  ascer- 
tain whether  a  car  is  approaching.  In  Thompson's  Commentaries 
on  the  Law  of  Negligence  (volume  2,  section  1438),  the  court  says, 
the  learned  author  states  that  it  is  the  general  disposition  of  courts 
in  their  later  expressions  to  apply  the  rule  prevailing  in  respect  to 
steam  railways,  and  to  hold  that  a  failure  of  a  traveler  to  use  his 
faculties  of  sight  and  hearitig  before  he  attempts  to  cross  a  street 
railway  is  negligence  per  sc  (in  and  of  itself).  Street  cars  run 
many  times  more  frequently  than  trains  on  steam  railways,  and  are 
more  silent  in  their  movements.  The  shorter  the  intervals  between 
street  cars,  the  better  the  public  is  served.  The  chances  of  escaping 
injury  taken  by  the  traveler  who  crosses  the  tracks  of  a  steam 
railway  without  looking  or  listening  arc  greater  by  far  than  those 
of  a  person  who  in  the  same  negligent  way  goes  over  street  railway 
tracks  in  a  populous  city.  Certainly  no  less  vigilance  ought  to  be 
exercised  in  the  latter  case  than  in  the  former.  Concerning  the 
direction  to  the  jury  that  the  plaintiff  ought  not  to  recover  if,  in  ad- 
dition to  looking  and  listening,  he  could,  by  the  exercise  of  "other 
careful  and  prudent  acts,"  have  avoided  injury,  no  error  is  found 
in  this  requirement.  It  was  asserted  that  the  view  of  the  plaintiff 
(who  was  riding  in  an  express  wagon  and  was  injured  in  a  collision 
while  attempting  to  cross  electric  car  tracks)  was  obstructed  by  two 
hacks  standing  between  him  and  the  approaching  car.  This  fact,  con- 
sidering his  familiarity  with  the  operation  of  the  cars,  made  it  a 
proper  matter  for  the  jury  to  determine  whether  he  ought  not  to  have 
stopped  and  waited  with  his  wagon,  or  even  made  inquiry  of  by- 
standers who  had  an  unobstructed  view  of  the  approaching  car. 


WHEN  CONTRIBUTORY   NEGLIGENCE  NO  DEFENSE  TO 
ACTION  FOR  INJURY— DUTY  TO  PERSON  IN  DAN- 
GER—IMPLIED  KNOWLEDGE   OF  DANGER— 
MOTORMAN  SPELLBOUND  WITH  FRIGHT. 


Barry  vs.  Burlington  Railway  &  Light  Co.  (la),  93  N.  W.  Rep.  68. 
Jan.  21,  1903. 

In  view  of  the  duty  which  rested  on  the  motorman  of  the  defend- 
ants' car  to  be  on  the  lookout  to  avoid  injury  to  persons  using  the 
public  street,  the  supreme  court  of  Iowa  holds  that  in  determining 
whether  he  did  see  the  deceased  in  front  of  his  car  long  enough 
before  the  fatal  injury  was  inflicted  to  have  avoided  it  by  the  exer- 
cise of  reasonable  care,  which,  under  the  circumstances,  would  be  the 
great  care  and  foresight  which  a  reasonable  and  competent  motor- 
man  should  use  to  avoid  such  an  injury  when  the  danger  thereof 
was  apparent  to  him,  the  jurors  might  take  into  account  what 
would  have  been  necessarily  apparent  to  the  motorman  in  the  exer- 
cise of  such  care.  And  if,  under  all  the  circumstances,  including  the 
fact,  which  the  evidence  tended  to  establish,  that  the  deceased  was 
carried  some  20  feet,  while  clinging  to  the  dashboard  of  the  car, 
after  it  came  in  contact  with  him,  before  he  was  run  over,  they 
found  that  the  motorman  did  see  the  deceased  in  danger  in  time  to 
have  avoided  the  fatal  injury  to  him,  they  would  have  been  justi- 
fied in  returning  a  verdict  for  the  plaintiff,  notwithstanding  the  con- 
ceded negligence  of  the  deceased  in  placing  himself  in  danger. 

Even  in  railway  cases  the  court  says  that  it  has  held  that  it  was  not 
necessary  to  show  by  the  testimony  of  the  employes  in  charge  of  the 
train  that  they  actually  saw  the  danger  of  one  who  was  imperiled 
by  reason  of  his  contributory  negligence,  but  that  their  knowledge  of 


such  danger  could  be  found  from  circumstances  indicating  that  they 
nmst  have  been  aware  of  such  danger.  And  in  this  case  the  tiuding 
uf  the  jury  that  the  motorman,  who  was  shown  to  have  been  on  the 
from  platform  of  the  car,  from  which  he  could  easily  see  the  sur- 
face of  the  street  immediately  in  front,  as  he  was  advancing — and  the 
fact  that  it  was  his  duty,  not  only  under  the  rules  of  the  company, 
which  were  admitted  in  evidence,  but  also  under  the  general  require- 
ment of  the  exercise  of  care  in  operating  the  car — did  see  the  de- 
ceased in  lime  to  have  avoided  the  fatal  injury  to  him,  would  have 
had  support  in  the  evidence. 

The  court  says  that  it  is  not  to  be  understood  as  making  any  de- 
parture from  tl>e  well-settled  rule,  recognized  in  the  state  of  Iowa 
and  by  a  majority  of  the  authorities  in  other  states,  that  contrib- 
utory negligence  will  defeat  recovery  notwitiistanding  the  concur- 
rent negligence  of  the  defendant.  The  effect  of  its  holding  is  sim- 
ply to  say  that,  under  the  circumstances,  the  jury  could  have  found 
that  the  motorman  had  knowledge  of  the  danger  of  the  deceased, 
due  to  his  contributory  negligence,  in  time  to  have  avoided  the  fatal 
injury  to  him.  If,  instead  of  using  the  means  within  his  control  to 
stop  the  car  after  the  danger  to  the  deceased  became  apparent,  he 
negligently  failed  to  do  so,  or,  as  indicated  by  the  testimony  of 
one  witness,  became  spellbound  with  fright,  and  allowed  the  car 
to  run  on,  after  seeing  the  danger  of  the  deceased,  without  shut- 
ting off  the  power  or  reversing  it.  and  thus  an  injury  was  inflicted 
which  might  have  been  avoided,  then  the  liability  of  the  defendant 
would  be  sufficiently  shown.  The  controlling  consideration  for  the 
court,  when  asked  to  direct  a  verdict  for  the  defendant,  was  whether 
it  appeared  from  the  evidence  that  the  motorman,  in  the  exercise  of 
the  care  required  under  the  circumstances,  was  not  aware  of  the 
danger  in  time  to  have  avoided  the   fatal  injury. 


INJURY    TO    CONDUCTOR    BY    ANOTHER    CAR    WHILE 
IRYING  TO  OPEN  G.Vl  E  AFTER  CHANGING  TROL- 
LEY AT  CROSS-OVER— SUFFICIENT  LOOKING 
FOR  CAR— MOTORMAN  SEEING  PERSON 
NEAR  TRACK  OR  IN  PLACE  OF  DAN- 
GER—STREET RAILWAYS  IN- 
CLUDED  IN    "RAILROAD" 
FELLOW-SERVANTS 
ACT. 


Stocks  vs.  St.  Louis  Transit  Co.  (Mu.  -Vpp.),  71  S.  W.  Rep.  730. 
Jan.  20,  1903. 

When  the  conductor  on  a  new,  inclosed  vestibule  car  which  had 
become  disabled  had  changed  the  trolley  and  given  the  signal  to 
the  motorman  to  go  ahead,  at  a  cross-over,  to  take  the  car  into  the 
sheds,  he  undertook  to  board  the  car,  but  found  difficulty  in  open- 
ing the  gate,  and,  while  trying  to  do  it,  was  struck  by  an  east-bound 
car  that  came  up  on  the  inside  track.  The  jury  were  instructed,  in 
effect,  that  if,  after  the  conductor  had  changed  the  trolley,  he  looked 
west,  and  saw  no  approaching  car,  and  immediately  gave  the  signal 
to  the  motorman  to  go  ahead,  and  attempted  to  get  on  the  car 
through  the  gate  to  the  vestibule,  he  was  not  guilty  of  negligence 
in  failing  to  continue  to  look  and  listen  for  an  approaching  car;  and 
the  court  of  appeals  at  St.  Louis,  Mo.,  thinks  this  was  so.  It  says 
that  the  situation  of  the  conductor  was  like  that  of  a  footman  about 
to  pass  over  a  crossing  of  a  street  on  which  there  are  street  railway 
tracks,  who,  having  the  opportunity  to  see,  looks,  and  sees  no  car. 
He  would  then  have  a  right  to  assume  that  he  might  cross  in 
safety,  and  if,  in  attempting  to  cross,  by  the  negligence  of  a  motor- 
man  in  charge  of  a  car,  he  should  be  struck  and  injured,  it  could 
not  be  asserted  successfully  that  he  was  guilty  of  contributory  neg- 
ligence. The  conductor  was  in  the  performance  of  the  duties  inci- 
dent to  his  employment.  He  had  changed  his  trolley,  and  was 
trying  to  board  the  car  through  the  only  means  of  ingress  to  the 
rear  platform.  According  to  his  uncontradicted  testimony,  before 
attempting  to  board  the  car  he  had  looked  in  the  direction  from 
which  the  car  came  that  struck  him,  and  saw  no  car  approaching, 
and  immediately,  while  his  attention  was  absorbed  in  directing  the 
movement  of  his  own  car  and  in  his  effort  to  board  it,  he  was  struck 
and  injured.     Negligence  could  not  be  inferred  from  such  conduct. 

Then,  the  court  holds  that,  if  one  is  seen  near  by  and  approaching 
a  railway  track  by  the  engineer  or  motorman  in  charge  of  a  train 
or  car,  but  not  in  a  place  of  danger,  and  a  warning  signal  is  given, 
the  engineer  or  motorman  has  a  right  to  assume  (unless  it  appears 
that  the  warning  is  unheeded)   that  the  person  will  not,  in  disre- 


May  20.  1903.] 


STREET  RAILWAY  REVIEW. 


297 


gard  of  ilie  instincts  of  self-preservation,  deliberately  place  himself 
on  the  track,  or  in  a  place  of  danger,  and  is  not  required  to  stop  or 
check  his  train  or  car  for  fear  the  man  may  act  extraordinarily,  and 
contrary  to  sanity,  by  putting  himself  in  a  place  of  known  danger. 
But  no  such  assumption  can  be  indulged  where  the  plaintiff,  when 
discovered  by  the  niotorman  or  engineer,  is  standing  in  a  place 
of  peril,  and  when  it  is  apparent,  if  he  does  not  move  out  of  it,  he 
will  be  struck  and  injured  unless  the  car  or  train  is  checked  or 
stopped.  In  such  circumstances  the  engineer  or  motorman  has  no 
right  to  assume  that  the  person  will  move  out  of  the  place  of  dan- 
ger in  time  to  avoid  injury.  His  duty  is  to  assume,  if  he  does  not 
move  when  the  signal  is  given,  that  he  may  not  do  so,  and  to  use 
his  best  endeavor  to  stop  or  check  his  car  in  time  to  avoid  injury. 

When  the  word  "railroad"  is  used  in  a  statute,  there  is  no  definite 
rule  of  construction,  the  court  holds,  as  to  whether  it  includes 
street  railways.  It  may  or  it  may  not  include  them.  The  meaning 
of  a  word  must  depend  on  the  context  and  the  general  intent  of 
the  statute  in  which  it  is  used.  And  the  court  holds  that  corpora- 
tions owning  and  operating  street  railways  are  included  in  section 
2873  of  the  Revised  Statutes  of  Missouri,  which  provides :  "That 
every  railroad  corporation,  owning  or  operating  a  railroad  in  this 
state,  shall  be  liable  for  all  damages  sustained  by  any  agent  or  serv- 
ant thereof  while  engaged  in  the  work  of  operating  such  railroad, 
by  reason  of  the  negligence  of  any  other  agent  or  servant  thereof; 
provided,  that  it  may  be  shown  in  defense  that  the  person  injured 
was  guilty  of  negligence  contributing  as  a  proximate  cause  to  pro- 
duce the  injury."  

CARE   REQUIRED   IN    OPERATING    STREET    RAILWAY- 
DUTY  OF  MOTORMAN  TO  BE  ON  LOOKOUT—  DUTY 
TO    INFANT    SEEN    ON    OR    APPROACHING 
TRACK— SOUNDING    OF    GONG    NO    DE- 
FENSE—DUTY TO  SEE  THAT  TRACK 
IS  CLEAR— PRESUMPTION  AS   10 
ADULT  APPRO.'VCHING 
TRACK. 


San  .Antonio  Traction  Co.  vs.  Court  (Tex.  Civ.  App.),  -i  S.  W. 
R<;p-  777-  Jan-  7.  1903-  Motion  for  rehearing  overruled  Feb. 
4,  1903. 

Among  the  appliances  of  modern  civilization,  the  court  of  civil 
appeals  of  Texas  says,  there  is  none  perhaps  that  is  attended  with 
more  constant  danger  to  life  and  limb  than  the  operation  of  street 
surface  railroads  in  cities  and  towns  by  means  of  electricity.  Op- 
erating, as  they  do,  in  the  busiest  and  most  frequented  localities, 
propelled  by  a  subtle  and  powerful  agency,  at  a  higher  rate  of  speed 
than  other  vehicles  allowed  upon  streets  and  thoroughfares,  it  has 
been  found  necessary  to  require  of  their  operators  a  high  degree 
of  care  and  caution  in  their  conduct  towards  pedestrians  and  those 
using  other  and  different  kinds  of  vehicles.  Having  in  view  the 
danger  to  human  life  in  the  operation  of  such  cars,  it  is  uniformly 
held  that  it  is  the  duty  of  the  niotorman  in  crowded  city  streets  to 
be  on  the  lookout,  and  to  employ  all  reasonable  means  to  avoid 
accidents,  and  to  recognize  and  respect  the  equal  rights  of  others  in 
the  use  of  the  streets. 

The  requirement  of  care,  as  above  stated,  applies  to  all  adults 
or  infants;  but  in  the  case  of  the  latter  of  tender  years,  who  have 
not  reached  the  years  of  discretion,  a  higher  degree  of  care  is  de- 
manded when  discovered  in  a  position  of  probable  danger.  The 
same  degree  of  care  towards  such  an  infant  as  would  be  required 
towards  an  adult  would  not  be  a  defense  to  a  charge  of  negligence, 
but  would,  as  has  been  said,  amount  to  what  is  termed  "gross  neg- 
ligence." The  employe  of  the  carrier  can,  when  he  sees  an  adult 
approaching  its  track,  usually  indulge  in  the  presumption  that  he 
is  sane  and  will  not  place  himself  in  a  position  of  danger;  but  not 
so  in  the  case  of  a  child,  who  has  not  reached  the  years  of  dis- 
cretion. No  presumption  can  be  indulged  in  in  regard  to  such  a 
child,  but  the  carrier  must  govern  its  actions  with  a  view  to  the 
unreasoning  conduct  usually  evinced  by  that  class  of  persons. 

Wheri  a  young  child  is  discovered  approaching  the  tracks  with  the 
apparent  intention  of  crossing  it  in  front  of  a  moving  car,  or  if  it 
be  discovered  upon  the  track,  the  sounding  of  gongs  or  ringing 
of  bells  would  be  no  ground  of  defense,  because  to  the  child  with- 
out discretion  they  would  be  meaningless,  and  nothing  short  of  the 
greatest  effort  to  stop  the  car  and  avert  the  danger  would  free  the 
itrcct  car  company  from  negligence. 

It  i>  the  duty  of  street  surface  railway  companies  in  cities  and 


towns  to  keep  a  careful  lookout  for  persons  or  vehicles,  not  only 
on  the  track,  but  those  appearing  likely  to  enter  upon  the  track  in 
proximity  to  the  cars.  Street  railways  have  the  same  right  on 
the  streets  as  the  general  public  has,  and  no  greater,  and  they  must 
act  with  a  view  to  the  riglit  of  the  public,  and  the  duty  rests  upon 
them  to  see  that  their  tracks  are  clear. 

In  this  case,  a  child  walked  from  the  direction  the  car  was  com- 
ing, obliquely  on  the  track,  about  12  feet  ahead  of  the  car.  The 
court  says  that  if  the  child  was  seen,  or  could  have  been  seen  by 
the  exercise  of  care,  approaching  the  track  with  the  apparent  inten- 
tion of  getting  on  the  track,  or  if  it  was  seen  or  should  have  been 
seen  on  the  track  and  every  care  was  not  used  to  prevent  the  in- 
jury, the  company  was  liable.  If  the  child  was  seen  before  or  after 
getting  on  the  track  the  street  railway  company  would  be  held  to  ;i 
higher  degree  of  care  than  in  the  case  of  an  adult;  for,  while 
there  was  no  proof  as  to  the  discretion  of  the  child,  it  will  be  held, 
as  a  matter  of  law,  that  an  infant  of  four  years  of  age  is  lacking  in 
that  discretion  which  would  warn  it  of  the  dangerous  position  oc- 
cupied by  it. 

Under  the  facts  in  this  case,  the  motorman  must  have  seen  the 
child  approaching  the  track,  and  when  it  got  on  the  track,  with  the 
car  running  at  the  slow  speed  it  was,  it  was  clear  that  by  the  use 
of  ordinary  care  the  car  could  have  been  stopped  and  the  injury 
averted.  If  the  motorman  was  engaged  in  conversation,  or  was 
looking  to  the  sidewalks  and  away  from  the  car  track,  and  did  not 
see  the  child  approaching  or  on  the  track,  he  was  derelict  in  his 
duty,  and  guilty  of  negligence  which  would  be  imputed  to  his 
ma.ster,  and  render  it  liable  for  the  injuries  inflicted  upon  the  child. 


REFUSAL  TO  STOP  TO  TAKE  ON  PASSENGER— NO  DUTY 
TO  PREVENT  PEOPLE  BOARDING  CAR  CROSSING 
RAILROAD  TRACKS— BOARDING  MOVING  CAR 
—SIGNAL  UNNECESSARY  WHEN  INTEN- 
TION KNOWN— INTOXICATION  OF 
PERSON  INJURED  ATTEMPTING 
TO    BOARD    CAR. 


South  Chicago  City  Railway  Co.  vs.  Dufresne  (.III.),  65  N.  E.  Rep. 
1075.     Dec.  16,  1902.     Rehearing  denied  Feb.  4,   I(j03. 

.'\n  allegation  that  the  defendant  (railway  company)  did  not  stop 
the  car  after  the  plaintiff  had  given  notice  of  his  intention  to  take 
passage,  in  consequence  of  which,  while  he  was  attempting  to  take 
passage,  he  was  thrown  to  the  ground,  the  supreme  court  of  Illi- 
nois holds,  did  not  state  a  cause  of  action  for  the  plaintiff's  injury. 
If  a  refusal  to  stop  cars  on  notice  would  give  rise  to  a  cause  of 
action,  it  would  necessarily  be  for  damages  resulting  from  the  re- 
fusal to  stop,  which  might  consist  of  delay  or  loss  of  time,  but  the 
refusal  to  stop  and  accept  him  as  a  passenger  would  not  be  the 
proximate  cause  of  the  injury  alleged. 

The  place  where  the  accident  occurred  was  where  three  sets  of 
steam  railroad  tracks  had  to  be  crossed.  The  street  cars  were  com- 
pelled to  stop,  and  the  conductor  to  go  forward  and  see  if  the  way 
was  clear,  in  the  case  of  each  set  of  railway  tracks,  and  upon  sig- 
nals the  cars  would  pass  over  such  tracks.  In  this  process  they 
ran  so  slowly  that  persons  could  get  on  them  if  they  saw  fit,  so 
far  as  the  speed  of  the  cars  was  concerned.  The  court  says  that 
it  was  not  the  business  of  the  motorman  to  keep  them  off,  nor  the 
duty  of  the  conductor.  To  hold  that  the  defendant  must  prevent 
people  from  committing  acts  of  negligence  by  getting  on  cars  in 
motion  at  other  than  the  slopping  places  would  he  to  make  it  a 
guardian  and  protector  of  the  public,  and  responsible  for  a  failure 
to  prevent  acts  of  negligence.  The  mere  fact  that  the  negligent, 
heedless,  or  reckless  should  choose  to  get  on  the  cars  without  due 
regard  for  their  own  safety  would  not  change  the  responsibility  of 
the  defendant.  It  could  only  be  held  responsible  for  its  own  act 
of  negligence,  and  to  hold  that  it  nuist  prevent  negligent  ads  in 
others,  or  assume  the  same  responsibility  as  it  would  at  a  regular 
stopping  place,  would  be  equivalent  to  abolishing  conlributory  neg- 
ligence altogether.  It  was  different  from  a  case  where  a  company, 
by  the  action  of  its  conductors,  encouraged  the  practice  of  boarding 
moving  trains  at  a  certain  place,  and  it  was  held  that  it  became  its 
duly  to  run  the  trains  in  reference  to  the  practice  which  it  recog- 
nized and  aided.  The  defendant  being  compelled  to  pass  over  these 
systems  of  tracks  in  the  manner  it  did,  there  could  be  no  inference 
that  the  speed  was  reduced  to  enable  passengers  to  get  on.  If  get- 
ting on  the  cars  while  crossing  the  tracks  of  the  steam  railroads 


2')8 


STREET  RAILWAY  REVIEW. 


(Vol..  XIII,  No  5. 


»;!''  negligence,  il  would,  o(  c<iiir>c,  make  no  difTcreiicc  how  many 
persons  were  gnilty  of  sncli  acis  of  negligence. 

It  is  not  negligence,  ns  a  matter  of  law,  for  a  |Kissengcr  to  get 
on  a  street  car  when  it  is  in  motion ;  hut  the  question  is  one  of 
fact,  depending  upon  the  rate  of  speed  of  the  car  and  all  the  cir- 
cumstances. 

Evidence  that  a  large  uun)l>er  of  people  approached  the  cars  anil 
got  on,  with  the  knowledge  of  the  motorman  and  conductor,  was 
nncimtradicted.  I'laiiititT  was  the  last  one  to  get  on,  and  the  motor- 
man  and  comluctor  h.id  notice  of  his  intention  to  board  the  car. 
L'nder  thcM  circumstances,  the  court  holds,  it  was  not  necessary 
for  him  to  signal  the  motorman  or  conductor  to  manifest  his  desire, 
and  it  was  not  error  to  give  an  instruction  to  the  effect  that  if 
the  plaintifT  did  not  signal  the  inoiormaii  or  conductor,  and  the 
inotornian  did  not  sl.ickeii  the  speed  of  the  cars  or  bring  them  to  a 
stop  for  the  purpose  of  inviting  the  plaintifT  to  get  on,  the  verdict 
nnist  l>c  for  the  defendant. 

If  the  plaintifT,  by  into.xication,  exposed  himself  to  danger,  and 
received  his  injuries  for  the  want  of  such  care  as  a  reasonably  pru- 
dent person  would  have  exercised  if  sober,  he  would  be  guilty  of 
contributory  negligence.  Mere  intoxication  will  not  relieve  a  per- 
son from  the  responsibility  of  avoiding  danger  in  attempting  to 
get  on  a  street  car,  to  the  same  extent  as  if  he  had  been  sober.  The 
rule  is  that  voluntary  intoxication  will  not  excuse  a  person  from 
such  care  as  may  reasonably  be  expected  from  one  who  is  sober. 


element  is  intrtMluced  to  show  tluit,  notwithstanding  contributory 
negligence,  by  the  exercise  of  reasonable  care  and  prudence  of  a 
ilefendant  or  its  servants  the  accident  could  have  been  avoided. 


SIARIING  OF  C.\R  ON   SIG.\.\L  OF  SrR.WGF.K  WHILF. 

P.\SSENGFR  IS  .'VLIGHTING— .ABSENCE  OF  C.\RE 

AND  FORESIGHT  NECESSARY  TO  LIABILITY 

—NO  LIABILITY  FOR  ACl  S  OF  S  (RANGERS. 


Knine  vs.  Southwest  Missouri  Electric  Railway  Co.  (Mo.  .-Vpp.), 
71  S.  W.  Rep.  712.  Jan.  5,  1903.  Rehearing  denied  Feb.  2,  1903. 
It  was  requested  that  the  jury  be  instructed  that  if  they  believed 
from  the  evidence  that  the  conductor  stopped  the  car  at  a  certain 
street  to  let  the  plaintiff  and  another  woman  get  off,  and  that  the 
other  woman  got  off,  and,  before  the  plaintiff  could  get  off,  some 
one,  not  an  employe  of  the  defendant,  without  the  knowledge  or 
authority  of  the  conductor,  rung  the  bell,  and  gave  the  motorman 
the  signal  to  start,  and  in  pursuance  of  said  signal  the  motorman 
started  the  car,  and  the  plaintiff  fell  off,  then  there  was  no  negli- 
genee  on  the  part  of  the  defendant,  and  the  plaintiff  could  not  re- 
cover in  this  case,  and  their  finding  would  be  for  the  defendant. 
The  court  of  appeals  at  Kansas  City,  Mo.,  says  it  cannot  see  upon 
what  theory  this  instruction  was  refused,  for  if  it  was  true  that 
some  person  other  than  the  conductor,  and  not  in  the  defendant's  em- 
ploy, gave  the  signal  which  started  the  car  while  the  plaintiff  was 
attempting  to  get  off.  causing  her  fall  and  injury,  it  Avas  not  the  re- 
sult of  any  negligence  on  the  part  of  the  defendant,  but  that  of  a 
careless  or  mischievous  stranger,  over  whom  the  defendant  had  no 
control.  There  must  be  absence  of  care  and  foresight  in  order  to 
make  the  carrier  liable  for  an  injury  to  a  passenger.  Railroads  are 
not  to  be  held  liable  for  injuries  caused  solely  by  the  acts  of  persons 
who  do  not  hold  to  them  any  relation  of  express  or  implied  agency. 


CONTRIBUTORY  NEGLIGENCE  A  DEFENSE  WHERE  IN- 
JURY  IS  CAUSED  BY   ONE  CONTINUOUS  ACT  OF 
NEGLIGENCE  AS  BY  DRIVER  NOT  LOOK- 
ING FORWARD  AT  ALL. 


Bortz  vs.  Dry  Dock,  East  Broadway  &  Battery  Railroad  Co.  (N.  Y. 

Sup.),  79  N.  \'.     Supp.  1046.    Jan.  23,  1903. 

The  proximate  cause  of  an  injury  being  one  continuous  act  of 
negligence  in  careless  driving  by  the  driver  of  a  horse  car  who 
had  his  head  averted  and  evidently  was  not  aware  of  any  one  being 
on  or  near  the  track  until  the  accident  occurred,  the  first  appellate 
division  of  the  supreme  court  of  New  Y'ork  holds  that  it  was  error 
to  modify  a  requested  instruction  on  contributory  negligence  by 
clwrging  the  jury,  in  eiTect,  that,  if  they  found  the  facts  to  be  as 
slated  in  the  request,  the  contributory  negligence  thereby  estab- 
lished would  not  prevent  a  recovery,  if  by  the  exercise  of  reasonable 
car  and  prudence  the  accident  could  have  Iwen  avoided,  thus  elim- 
inating from  the  ca.se  the- whole  subject  of  contributory  negligence, 
fi>r  the  reason  that  the  jury  would  be  entitled  to  find  that  the  car 
was  not  operated  by  the  driver  with  reasonable  care  and  prudence. 
The  court  considers  the  case  entirely  unlike  those  in  which  a  new 


LEGISLAIIVE  AUIHORn  Y  REQUIRED-ELECTRIC  ROAD 

NOT  AN   ADDinONAL   SERVMUDE— CHANGING 

SY.STEM   WHEN   FIRST  AUTHORIZED  BY 

PRIVATE  CONTRACT  ONLY. 


Humphreys  vs.  Ft.  Smith  Traction,  Light  &  Power  Co.  (Ark.),  71 
S.  W.  Rep.  662.    Jan.  10,  1903. 

The  supreme  court  of  Arkansas  holds  that,  while  the  county 
court  has  general  jurisdiction  of  all  matters  pertaining  to  the  public 
roads  of  the  county,  yet  the  public  roads  referred  to  are  the  com- 
mon highways  of  the  county,  constructed  ff)r  the  convenience  of  the 
public  as  a  way  for  the  passage  of  pedestrians,  horsemen,  animals, 
and  private  vehicles,  etc.,  and  that,  without  legislative  grant,  the 
county  court  cannot  add  to  or  enlarge  the  servitude  on  public  high- 
ways, to  the  extent  of  granting  permission  to  private  persons  or  cor- 
porations to  construct  and  operate  street  railways  over  the  public 
highways  of  the  county. 

.'\gain.  the  court  hold  that  if.  in  this  case,  the  grant  of  the  right 
of  way  to  the  horse-car  system  had  been  by  one  having  authority, 
and  not  a  mere  permission  and  waiver  of  claim  for  damages  by 
abutting  owners,  the  change  from  a  horse  car  to  an  electric  system, 
with  the  necessary  changes  of  appliances,  would  not  amount  to  an 
additional  servitude,  but  only  to  an  improvement,  which  is  allowable, 
and  without  further  express  grant.  But  in  this  case  the  plaintiff 
was  bound  only  by  her  contract,  and  any  change  in  the  location  of 
the  track  which  was  essentially  different  from  that  in  view  of  which 
they  contracted,  and  which  worked  an  injury  to  her  projK'rty  or  busi- 
ness, created  a  liability  in  her  favor  and  against  the  company.  Like- 
wise the  erection  of  poles  and  wires. 


DU  IV  OF  TEAMSTER    TO  LOOK  AND  LISTEN  FOR  CAR 

UNTIL  PAST  FURTHER  TRACK— INSTRUCTION 

OF  JURY. 


Sanitary  Dairy  Co.  vs.  St.  Louis  Transit  Co.   (Mo.  .'Vpp.),  71  S.  W. 

Rep.  726.    Jan.  20,  1903, 

It  is  the  law  here  and  elsewhere,  says  the  court  of  appeals  at  St. 
Louis,  Mo.,  that  it  was  the  duty  of  the  plaintiff's  driver,  before  he 
attempted  to  drive  across  the  street,  to  look  and  listen,  according 
to  his  opportunity,  for  an  approaching  car  on  the  south  track,  and 
that  his  duty  was  continuing  until  he  passed  the  track.  And  if  the 
car  on  the  northwest  corner  obstructed  his  view  when  he  first  got 
on  the  street,  after  passing  that  obstruction  it  was  his  duty  then  to 
look  for  an  approaching  car  before  driving  on  the  south  track.  The 
law  has  established  specifically  what  is  "ordinary  care"  in  a  trav- 
eler approaching  a  railway  crossing  before  attempting  to  pass  over 
it,  and  it  is  the  duty  of  trial  courts,  whenever  the  question  is  to  be 
submitted  to  a  jury,  to  define  in  the  terms  the  law  has  laid  down 
what  constitutes  ordinary  care,  and  not  leave  it  to  the  jury  to  draw 
their  own  conclusions  as  to  what  ordinary  care  is  in  such  circum- 
stances. 


NATURE    OF 


CONSENTS    OF    ABUTTERS 
RIGHTS  TO  SELL  SAME. 


AND    THEIR 


Hamilton,  Glendale  &  Cincinnati  Traction  Co.  vs.  Parish  (Ohio),  65 
N.  E.  Rep.  loii.  Nov.  18.  1902. 
The  consents  of  owners  of  lots  abutting  on  a  street  to  the  con- 
struction and  operation  of  a  street  railroad  on  such  street,  the  su- 
preme court  of  Ohio  holds,  are  not  property  rights  that  can  be 
appropriated  under  the  power  of  eminent  domain.  Such  consents 
arc  not  property  rights,  but  rights  in  their  nature  personal  to  each 
owner  of  an  abutting  lot.  Such  personal  rights  were  bestowed  by 
the  general  assembly  on  owners  of  abutting  lots  as  a  check  upon  the 
power  of  municipal  authorities  to  authorize  street  railroads  to  be 
constructed  and  operated  against  the  wishes  of  the  owners  of  lots 
on  such  street.  The  owners  of  abutting  lots  are  free  to  give  or 
withhold  such  consent,  upon  such  terms  as  to  them  severally  may 
seem  proper,  and  there  is  no  public  policy  in  the  state  of  Ohio 
against  giving  such  consent  for  a  valuable  consideration  moving 
from  the  street  railroad  company  to  such  lot  owner. 


May  20,  1903.] 


STREET    RAILWAY    REVIEW. 


299 


MUELLER   BILL  APPROVED. 


The  Mueller  enabling^  act,  permitting  municipal  ownership  of 
street  railways,  was  approved  by  the  governor  of  Illinois  late  on 
the  evening  of  May  18th. 


CHICAGO  ENGINEERING  &  CONSTRUCTING  CO. 


The  Chicago  Engineering  &  Constructing  Co.,  of  Chicago,  has 
been  organized  with  a  capital  of  $250,000,  and  has  acquired  the 
engineering  and  contracting  business  of  Weston  Brothers, [Til  Mer- 
chants Loan  and  Trust  Bldg. ,  Chicago.  The  officers  of  the  com- 
pany are:  President,  Charles  V.  Weston;  Vice-president,  George 
Weston;  Secretary  and  General  Manager,  George  A.  Yuille; 
Counsel,  Hervey  B.  Hicks.  These  officers  and  Addison  E.  Wells, 
Fred  A.  Wells  and  Edward  B.  Burling,  all  of  Chicago,  constitute 
the  directors. 


FINANCIAL. 


DETROIT  UNITED   RY. 

The   statement  of  the   Detroit   United   Ry.    fur   March, 
properties),  is  as  follows: 

iyo2.  1903 

Gross   earnings    $303,140  $327,626 

Expenses  and  taxes  1/4,6/3  195,325 

March  net  128,467  132,301 

Other  income  2,281  3,041 

Total  income  130,748  135,342 

Charges    76,627  82,533 

March  surplus  54,121  52,809 

Three  months'  gross  848,634  923,644 

Expenses  and  taxes   498,354  568,369 

Three  months'  net  350,280  355,275 

Other  income  7,376  12,366 

Total  income   357,656  367,641 

Charges    227,103  243,253 

Three  months'  surplus  130.553  124.388 

'Decrease. 

The  earnings  for  .\pu\  were  $319,256.64,  compared  with 
for  April,   1902. 


1903    (all 

Increase. 

$24,480 

20,652 

3,834 
760 

4,594 
S.906 

*l,3"-' 

75,010 

70,015 

4.995 

4.990 

9,985 

16,150 

*6,i65 

$280,750.65 


INTERNATIONAL  TRACTION  CO. 

Following  is  the  statement  of  income  account  of  the  Itueniatioiial 
Traction  Co.,  Buffalo,  for  March.  1903: 

1902.           1903.  Increase. 

Gross  earnings    $260,729      $295,916  $35,186 

Operating  expenses  (excluding  taxes)     152,983        170,294  17,310 

Net   Earnings    107,745        125,621  17,876 

Fixed  charges    124,586        130,861  6,274 

Net   income    16,840           5,239  '''*il,6oi 

Net  income,  July  ist  to  date *636,365        135,742  **500,622 

Operating  ratio  (exclusive  of  taxes) . .        .596             .584  **.oi2 
'Includes  earnings  of  Pan-.'Xmerican  Exposilion  period. 
'•Decrease. 


The  comparative   statements   for   the   quarters   ending   March   31, 
1902-03,  follow : 

1902.           1903.  Increase. 

Gross  earnings    $748,068      $859,473  $1 1 1,404 

Operating  expenses  (excluding  taxes^.  438,463        494,907  56,443 

Net  earnings   309,604        364.565  S4.96i 

Fixed  charges   373,630        378,303  4,672 

Net   income    64,026          '3.737  •*50,283 

Net  income.  July  isl  to  dale '636,365         135,742  ♦•500,622 

Operating  ratio  (exclusive  of  taxes) . .         .599              .585  ♦♦.014 
•Includes  earnings  of  Pan-.Amcriqaii  Exposition  period. 
••Decrease. 


The  Metropolitan  West  Side  Elevated  Railway  Co.,  of  Chicago, 
earned  $10,000  over  and  ahovc  3  per  cent  on  the  preferred  stock  last 
year,  and  this  in  the  face  of  extraordinary  expenses,  including  an 
unusual  expense  of  $45,000  for  coal.     It  also  had  use  of  only  part 


of  the  extensions  for  the  year.  The  writing  off  of  $20,000  on  old 
accounts  cut  down  the  surplus.  This  year's  trafSc  is  estimated  at 
over  125,000  passengers  daily,  wliicli  will  more  than  pay  for  the 
preferred  dividend. 


TOLEDO  RAILW.WS  &  LIGHT  CO. 

The   statement  of  the  Toledo   Railways  &   Light   Co.   for   March 
compares  as  follows : 

1902.          1903.  Increase. 

Gross   earnings    $iii,i74      $127,012  $15,838 

Operating  expenses    53,151          65,452  12,301 

Net   earnings    58,023          61,559  3.536 

Deductions    37,833          40,715  2,882 

Surplus    20,189          20,844  654 

Operating    ratio    47.81            51.53  3.72 


CINCINNATI,  NEWPORT  &  COV 

Following  is  the  condensed  statement  of  the 
&  Covington  Light  &  Traction  Co.  for  March  : 

1902. 

Gross   receipts    $  86,237 

Operating   expenses    36,188 

Damages,  taxes,  rents  and  tolls 13.728 

Total   expenses    49,916 

Net  earnings    36,320 

Fi.xed  charges   21,140 

Net  profit   15,180 

Operating  ratio   41.96 

Same,  including   damages,   taxes,   rents 

and  tolls    57.88 

Following  is  the  company's  statement  for  the 

1902. 

Gross  receipts  $250,446 

Operating  expenses   108,119 

Damages,  taxes,  rents  and  lolls 40,691 

Total   expenses    148,810 

Net  earnings    101,635 

Fixed  charges  62,820 

Net   profit    38,815 

Operating    ratio    43-17 

Same,  including  damages,  taxes,  rents 
and  tolls   59-41 


INGTON- 

Cincinnati, 

Newport 

1903. 

Increase. 

$94,829 

$    8,592 

39.456 

3,267 

16,839 

3,111 

56,295 

6,378 

38,533 

2,213 

22,608 

1,467 

15,925 

745 

4I-60 

59-36 

quarter : 

1903- 

Increase. 

$275,304 

$24,857 

115.45 1 

7,331 

50.025 

9,334 

165.476 

16,665 

109,828 

8,192 

66,848 

4,028 

42,980 

4,164 

41-93 

60.10 

PHILADELPHIA  CO.,   PITTSBURG. 

The  annual  report  of  the  Philadelphia  Co.  for  the  year  ending 
Mar.  31,  1903,  shows  the  gross  earnings  to  have  been  $3,930,318.38; 
operating  expenses  and  taxes,  $1,758,172.04;  net  carnhigs,  $1,599,- 
918.71;  total  income,  $3,147,603.15;  net  income,  $3,028,980.60;  sur- 
plus, per  balance  sheet,  $1,991,664.71.  The  first  annual  report  of  the 
Pittsburg  Railways  Co.  for  the  year  ending  Mar.  31,  1903,  shows 
gross  earnings  of  $8,276,565.08 ;  operating  expenses,  $4,802,623.44 ; 
net  earnings,  $3,473,941.64;  total  income,  $3,592,390.50;  net  income, 
$2,532,84306;  surplus,  $206,961.79.  The  gross  earnings  increased 
$1,006,729.81  over  the  preceding  year;  passengers  carried,  164,407,- 
446;  car  mileage,  33,577,214  miles;  net  earnings  per  car  mile,  10.32 
cents.  The  company  built  27  miles  of  new  tracks,  making  the  tot:il 
411  miles, 


LOUISVILLE  RAILWAY  CO. 

The  earnings  of  the  Louisville  Railway  Co.  for  the  first  quarter 
of  1903  showed  a  substantial  increase  over  the  corresponding  quar- 
ter in  1902,  arid  it  is  predicted  that  at  the  present  ratio  of  increase 
the  gross  earnings  for  the  present  year  will  not  fall  short  of 
$2,000,000.  The  gross  earnings  for  1902  were  $1,772,000,  or  an  in 
crease  of  alxjut  $155,000.  On  a  basis  of  55  per  cent  last  year  opcrat 
ing  expenses  amounted  to  $974,600,  leaving  net  earnings  of  $797,400. 
On  the  same  basis,  if  the  gross  earnings  reach  $2,000,000  this  yi-.ir 
the  net  should  be  $900,000. 


Authoritative  announcement  has  been  made  that  a  holding  com- 
pany is  to  be  formed  to  take  over  the  Columbus  (O.)  Railway  Co. 
and  the  Columbus  Edison  Co.,  the  common  stockholders  of  both 
companies    to    be    guaranteed    dividends    beginning    July    1st    at    the 


300 


STREET  RAILWAY  REVIEW. 


[Vol  XIM.  No.  s 


rate  of  3  iht  cent  for  two  years,  4  per  cent  the  third  year  and  5  per 
cent   lliercaftcr. 


riic  gross  passenger  receipts  of  the  Lake  Shore  Electric  Rail- 
way Co,  for  April  were  $41414!^;  increase,  $10,748.90,  or  35  per 
cent. 


MINIATURE    RAILWAYS. 

With  the  advent  of  the  park  season  a  large  nnnibcr  of  miniature 
railways  will  he  in  evidence  in  many  pleasure  resorts,  and  it  is 
notable  that  after  several  years  of  successful  operation  these  amuse- 
ment devices  exhdiit  an  increasing  popularity,  and  their  patronage 
is  drawn  not  only  from  the  younger  element,  Init  to  a  considerable 
extent  from  those  of  mature  years. 

These  small  roads  and  trains  are  built  by  the  Miniature  Railway 
Co.,  of  New  York,  and  are  in  fact  complete  steam  railroads  on  a 
small  scale,  the  roadbed  being  laid  with  small  T-rails  on  miniature 
tics  and  rolling  stock  comprising  locomotives  operating  with  their 
own  steam,  tenders  and  passenger  cars.  The  locomotives  are  exact 
reproductions  of  standard  8-wheel  locomotives,  but  arc  only  about 
6  ft.  in  length,  and  they  have  been  successfully  used  in  industrial 
work  where  space  is  limited,  as  well  as  for  anuisement  purposes. 

Miniature  railways  have  been  a  prominent  feature  of  a  number  of 
expositions,  including  those  at  Charleston,  the  Pan-.\nierican, 
(.)inaha.  and  Glasgow,  Scotland,  and  have  proved  paying  amuse- 
ment features  wherever  they  have  been  introduced  in  street  railway 
parks. 

<  »  » — 

BAKER  HEATER  PATENTS. 


William  C.  Uaker.  successor  to  the  Baker  Heater  Co.,  advises 
us  tnat  tnc  United  States  Circuit  Court  of  Appeals  (the  court  of 
last  resort  in  this  litigatio.i)  has  affirmed  the  decision  of  the  United 
States  Circuit  Court  enjoining  the  Crane  Co.  from  infringing  upon 
the  Baker  combination  cock  and  filling  apparatus  for  car  heaters. 
In  its  opinion  the  court  said  in  part:  "  Ihc  claim  and  so  much  of 
the  specification  as  relates  thereto  are  as  follows:  'In  car-heating 
apparatus  it  has  heretofore  been  usual  to  provide  an  expansion- 
vessel  above  the  body  of  the  car,  into  which  the  pipes  from  the 
heating  apparatus  ascend,  so  that  the  water  circulates  through  the 
expansion-vessel  in  heating  the  car.  There  is  more  or  less  leakage 
in  the  apparatus,  involving  a  loss  of  water  that  has  to  be  made  up 
from  time  to  time  by  filling  water  into,  such  expansion-vessel  to 
keep  the  same  at  the  proper  height ;  and  a  supply-cock  has  been 
used  with  a  funnel  connected  by  a  screw  coupling;  but  when  the 
supply-funnel  is  left  in  its  position  for  use  it  is  liable  to  become 
charged  with  cinders  and  dust.  In  my  present  improvements  the 
supply-funnel  and  the  screw  connecting  it  to  the  cock  are  con- 
structed in  such  a  manner  that  when  the  funnel  is  turned  up  into 
position  for  use  the  screw  is  tightened.  The  cock  is  screw-threaded  at 
one  end  and  screwed  into  the  expansion-vessel  at  or  near  the  water- 
line,  and  at  the  outer  end  of  the  cock  is  a  screw-socket,  receiving 
the  screw-threaded  end  of  the  funnel,  and  the  parts  are  constructed 
in  such  a  manner  that  when  the  collar  is  screwed  up  firmly  against 
the  end  of  the  socket  the  funnel  will  be  vertical  and  in  position  for 
the  reception  of  water  for  the  expansion-vessel,  and  when  the  water 
has  been  filled  in  through  this  funnel  the  attendant  simply  gives 
the  funnel  a  half  rotation,  partially  unscrewing  it,  and  the  funnel 
hangs  downward  and  is  not  liable  to  become  detached  and  caimot 
become  obstructed  by  cinders  or  dust.  •  •  *  I  claim  as  my 
invention :  i.  The  combination,  with  the  expansion-vessel  and  the 
cock  having  a  horizontal  screw-threaded  socket,  of  the  funnel  hav- 
ing a  bend  and  a  horizontal  screw-threaded  connection  to  the  cock. 
whereby  the  funnel  is  allowed  to  hang  down  when  partially  un- 
screwed and  held  firmly  by  the  friction  when  turned  up  for  use. 
substantially  as  specified.' 

"*  •  *  We  think  that  the  described  screw-threaded  connection 
in  this  combination  is  not  the  mere  equivalent  of  a  union  nut ;  that 
in  effect  another  element,  the  shoulder,  has  been  introduced,  making 
a  different  combination ;  and  that  the  new  combination  produces  a 
result  wanting  in  the  old,  namely,  the  automatic  action  of  the  shoul- 
der of  the  funnel  upon  the  end  of  the  cock  in  making  a  sufficiently 
tight  joint  and  frictionally  holding  the  funnel  at  the  right  point  and 
at  no  other." 


CONVENTION   ACCOMMODATIONS. 

Those  who  arc  in  the  habit  of  attending  the  annual  street  rail- 
way conventions  are  well  aware  of  the  fact  that  three  months  in 
advance  is  none  too  early  to  make  arrangements  for  hotel  accom- 
niiidalions  during  the  convention,  and  all  those  who  contemplate 
attending  the  Saratoga  tneetings  in  September,  next,  will  be  inter- 
ested in  the  announcement  that  Congress  Hall  will  make  special 
rales  for  this  occasion,  a  concession  which  we  believe  is  not  being 
made  by  the  other  houses  there. 

Congress  Hall  is  one  of  the  largest  and  best  of  the  Saratoga 
hotels,  having  accommodations  for  i,coo  guests.  It  is  situated 
directly  opposite  the  headquarters  and  exhibits  of  the  convention, 
and  its  long  street  frontage  and  iKautiful  piazzas  make  it  very 
attractive.  This  house  is  well  and  favorably  known  and  has  alreaii^ 
on  hajid  a  very  considerable  number  of  applications  for  rooms  for 
the  first  week  in  September,  when  our  conventions  will  he  held. 
♦« » 

NEW  ENGINEERING  BUILDING  FOR  U.  OF  P. 


The  plans  for  the  new  engineering  building  for  the  University  of 
Pennsylvania  have  been  completed.  It  will  be  300  x  160  ft.,  with 
a  wing  40  X  50  ft.,  3  stories  and  basement,  with  a  total  available 
lloor  space  of  128,000  sq.  ft.  The  construction  will  be  fireproof. 
The  exterior  will  be  of  dark  brick,  with  sandstone  trimmings,  and 
the  architectural  treatment  will  l>e  of  a  high  order.  Beside  labora- 
tories, reference  library,  reading  room,  etc.,  there  will  be  rooms  for 
the  use  of  engineering  societies,  engineering  museums,  class  and 
instructors'  rooms.  The  building  will  be  ready  for  occupancy  by 
the  fall  of  1904. 

«  I  » 

CANADIAN  WESTINGHOUSE  COMPANY. 


It  was  announced  May  loth,  that  a  Canadian  Westinghouse  com- 
pany would  be  organized  to  manufacture  in  Canada,  the  apparatus 
needed  to  supply  that  market.  The  plant  will  be  located  at  Hamil- 
ton, Out.,  and  the  Westinghouse  Air  Brake  Co.  included,  thus 
enabling  the  latter's  real  estate  and  plant  at  Hamilton  to  be  utilized 
to  advantage.  The  capital  of  the  new  company  is  to  be  $2,500,000, 
of  which  the  Air  Brake  company  will  take  $850,000,  and  the  Electric 
company  $950,000,  the  remaining  portion  being  subscribed  for  by 
Canadians.  Messrs.  Abeam  &  Soper,  who  have  heretofore  repre- 
sented the  Westinghouse  interests  in  Canada,  have  been  largely 
instrumental  in  arranging  for  the  new  Canadian  company  and  both 
will  be  on  the  board  of  directors. 

»«  » 

A  NEW  TROLLEY  CATCHER. 


.•\  trolley  catcher  recently  invented  by  Seth  J.  Buckland,  of  Spring- 
field, Mass.,  originator  of  the  Buckland  device  for  reclaiming  tram- 
girder  rails,  is  being  tried  on  the  cars  of  the  Springfield  Street 
Railway  Co.,  and  is  said  to  be  working  admirably.  The  device  is 
very  simple  and  consists  of  five  parts;  a  spool,  take-up  spring,  and 
a  pivot  lever,  with  a  wire  to  operate  it,  enclosed  in  an  iron  case. 
It  is  claimed  for  it  that  it  is  but  half  the  size  and  weight  of  other 
trolley  catchers;  also  that  it  never  skips  and  will  not  allow  the 
pole  to  fly  up  over  four  inches,  and  many  times  only  two,  in  case 
it  leaves  the  trolley  wire. 

4  ■  » 

CHICAGO  OFFICE  OF  CHRISTENSEN  CO. 


The  Christcnsen  Engineering  Co.  announces  that  its  constantly 
growing  business  has  made  it  necessary  to  provide  increased  office 
facilities  in  Chicago;  consequently  a  large  office,  fully  equipped 
with  every  convenience,  has  just  been  opened  in  the  Old  Colony 
Building,  where  representatives  of  both  the  air  brake  and  the  elec- 
trical sales  departments  will  be  pleased  to  welcome  the  customers 
and  friends  of  the  company. 

Mr.  Charles  G.  Burton,  manager  of  the  Chicago  agency  for  the 
sale  of  the  company's  "Ceco"  electrical  mechinery,  has  removed 
from  the  Merchants'  Loan  &  Trust  Building  into  the  new  office. 

The  air  brake  department  is  in  charge  of  Mr.  J.  E.  Eldrcd,  jr., 
who  is  well  known  in  the  electric  railway  field,  having  for  a  con- 
siderable time  represented  the  Christensen  company  in  the  sale  of 
air  brake  equipments. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


301 


STANDARD  PAINT  CO.  HOUSE-WARMING. 


To  celebrate  the  completion  of  its  new  factory  building  in  South 
Bound  Brook,  N.  J.,  the  Standard  Paint  Co.  gave  its  employes  a 
house-warming  Wednesday  evening,  .April  22d,  to  which  were  also 
invited  numerous  persons  prominent  in  the  business  world.  Not 
only  was  the  occasion  felicitous,  but  it  served  to  introduce  the  em- 
ployes to  their  new  home  under  most  favorable  auspices.  The  vis- 
itors were  unstinted  in  their  praise  of  the  new  plant  and  its  ap- 
pointments. 

The  Standard  Paint  Co.  was  organized  in  18S6  with  Ralph  L. 
Shainwald  as  president,  Silas  S.  Packard,  since  deceased,  vice-presi- 
dent, and  Feli.x  Jellinik,  secretary  and  treasurer.  Mr.  Shainwald 
and  Mr.  Jellinik  have  continuously  held  their  offices;  Mr.  Ma.\ 
Drey  is  the  present  vice-president.  The  first  factory  was  erected  at 
Bound  Brook  on  a  part  of  the  present  site.  A  portion  of  the  fac- 
tory at  the  beginning  consisted  of  a  frame  building  formerly  used 
as  a  planing  mill.  This  building  has  long  since  disappeared,  and 
the  site  is  now  occupied  by  a  brick  and  iron  structure  foniiing  a 
part  of  the  present  mills.  The  Standard  company  was  the  first  to 
place  upon  the  market  an  odorless,  water-proof  insulating  paper, 
and  the  first  to  make  a  liquid  insulating  compound  which  could 
be  applied  without  heat ;  it  was  also  the  first  manufacturer  of  a 
ready  roofing  (Ruberoid)  which  was  odorless,  weather-proof  and 
elastic.  The  demand  for  these  so  increased  beyond  the  capacity 
that  e.xtensions  of  the  plant  and  purchases  of  additional  land  have 
been  continuously  necessary.  There  has  not  been  a  time  during 
the  past  five  years  when  the  company  has  not  been  behind  its 
orders.  Within  the  last  two  years  the  pressure  became  so  great 
the  company  was  obliged  to  consider  doubling  its  capacity.  The 
result  was  the  purchase  of  an  additional  large  tract  of  land  con- 
tiguous to  the  Bound  Brook  property,  with  the  buildings  thereon, 
and  the  erection  of  the  largest  new  building  which  the  company 
has  yet  added  to  its  plant.  It  is  three  stories,  brick  and  iron,  350 
to  375  ft.  long.  .\s  the  factory  now  stands  a  building  about  500  ft. 
long  will  be  devoted  entirely  to  the  manufacture  of  "Ruberoid" 
roofing. 

It  is  estimated  that  in  Bound  Brook  the  company  and  its  em- 
ployes disseminate  $75,000  per  year.  .Among  the  employes  there  is 
a  mutual  benefit  insurance  association  for  the  sick  and  disabled,  to 
which  the  company  contributes  annually  an  amount  equal  to  the 
total  contributed  by  the  men.  Another  unique  feature  is  that  quite 
a  number  of  the  employes  are  shareholders  in  the  company.  This 
policy  of  mutual  interest  has  been  encouraged  by  the  company 
among  its  men. 


STERLING  ROLLER  BEARING  TROLLEY 
BASE. 


The  accompanying  cuts  show   the   Sterling  roller  bearing  trolley 
base   No.    I,  made  by   the  Sterling-Mcaker   Co.,   of   Newark,   N.   J. 


HTERLINQ  TKOL.LEY,  RAISED. 


It  is  pomlcd  out  that  this  base  differs  broadly  in  construction  from 
any  other,  and  comprises  only  a  few,  and  very  strong,  parts.  The 
base  proper,  cap,  fork,  clamp  and  bar  are  of  malleable  iron,  the 


shaft  and  rollers   of  cold   rolled  steel,  the  hooks  of   wrought   iron, 
and  the  springs  of  excellent  quality. 

Using  four  springs,  instead  of  two,  or  one,  is  designed  to  equalize 
the  tension,  rendering  it  nearly  uniform  at  all  angles,  and  enables 
it  to  be  graduated  to  the  needs  of  the  service.  It  is  claimed  that 
the   ordinary   tension   of  the   springs   is   fully   equal   to  all   but   tliic 


STERLING  TROLLEY,   LOWKRED. 


extraordinary   requirements   of   high    speed    roads,   and   that   higher 
pressure  can  be  easily  created. 

The  bearings  of  this  base  are  on  steel  rollers,  instead  of  balls, 
and  are  claimed  to  insure  perfect  ease  of  revolution,  thereby  perniit- 
liug  the  trolley  wheel  to  run  on  its  center  around  corners.  The 
total  height  of  the  base  with  the  pole  down  is  6^  in.,  making  it 
especially  desirable  for  use  on  cars  running  under  low  bridges. 


ELECTRICAL  APPARATUS  FOR  NORTHWEST. 


What  is  perhaps  the  largest  contract  for  electrical  generators  ever 
placed  for  use  west  of  the  Rocky  Mountains  has  been  awarded  by 
Stone  &  Webster,  of  Boston,  managers  of  electric  power,  traction, 
and  lighting  plants  along  Puget  Sound,  to  the  General  Electric  Com- 
pany. The  order  is  for  six  machines,  two  to  be  furnished  to  the 
Tacoma  Industrial  Co.  for  use  in  its  development  of  the  White  River 
and  four  to  the  Pierce  County  Improvement  Co.  for  the  work  of 
developing  the  Puyallup  River,  including  the  flow  from  the  Mount 
Rainier  glaciers.  The  generators  will  be  three-phase,  60-cycle,  of 
3500  kilowatt  capacity  each,  at  2300  volts  and  225  revolutions.  De- 
liveries will  commence  next  September. 

Both  of  these  developments  are  now  being  carried  forward  and  it 
is  announced  that  every  effort  will  be  made  to  complete  them  at  the 
earliest  possible  date  to  meet  the  growing  demands  for  power  in 
the  Puget  Sound  district  and  to  supply  the  electric  Interurban  road 
between  Seattle  and  Tacoma  as  well  as  the  railway  and  power  dis- 
tributing systems  in  those  cities  which  are  now  controlled  by  Stone 
&  Webster. 


ELECTRIC  HEATERS  FOR  NEW  YORK  SUB- 
WAY. 


The  Consolidated  Car-Heating  Co.  has  closed  a  contract  with  the 
Interborough  Rapid  Transit  Co.  of  New  York,  for  furnishing 
12,680  electric  heaters;  12,000  of  the  heaters  are  of  the  panel  type, 
and  680  of  the  cross-seat  type  for  cabs.  There  will  be  24  panel 
heaters  in  each  car,  20  of  them  being  placed  under  the  longitudinal 
seats  and  4  under  stationary  cross-seats,  which  are  to  be  paneled. 
The  panel  heaters  are  of  Consolidated  standard  construction  with 
cast  iron  front  and  back,  but  somewhat  smaller  than  those  shown 
in  the  company's  catalog. 

In  a  car  equipment  of  24  panel  heaters  and  2  cab  heaters  there 
is  required  one  mile  of  wire  for  the  heater  coils.  The  heater  fronts 
are  to  be  finished  in  black  japan.  Heaters  are  to  be  arranged  for 
three  gradations  of  heat. 

This  order  was  awarded  to  the  Consolidated  company  after  careful 
consideration  and  tests,  ajid  is  we  believe  the  largest  order  ever 
placed  for  electric  heaters,  with  the  exception  of  the  Manhattan 
Railway  order  for  2l,f)00  heaters  given  the  Consolidated  company  in 
July,  igoi. 

The  Consolidated  company  has  received  the  following  large  orders 
recently:  Manhattan  (Elevated)  Railway,  of  New  York,  2,300 
panel  heaters  and  125  cab  heaters;  St.  Louis  &  Suburban  .Street  Ry. 
equipments  for  100  cars,  16  heaters  per  car;  Ford,  Bacon  &  Davis, 
equipments  for  30  cars  for  Kansas  City,  12  heaters  per  car,  and  25 
equipments  for  Nashville;  Washington  Ry.  &  Electric  Co.,  equip- 
ments for  20  cars.  Orders  for  the  St.  Louis  &  Suburban  and  for  the 
Kansas  City  cars  were  taken  by  Chicago  office;  all  others  by  the 
New  York  office. 


30; 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  s- 


NEW  FORM  OF  TROLLEY  WHEEL  AND 
HARP. 


.\  new  trolley  whct-l,  in  which  the  central  or  wearing  i>orlion  of 
the  wheel  is  removable,  has  been  placed  on  the  market  by  the  Rail- 
way .Appliance  Co.,  12  Plain  St.,  Albany,  N.  Y.  The  wheel  itself 
consists  of  a  grooved  central  conductor  upon  which  the  wheel 
travels  when  pressed  against  the  trolley  wire,  this  central  conductor 
being  formed  of  a  special  alloy  or  mixture  of  metals  designed  to  give 
best  service,  conductivity  and  endurance.  The  flanges  of  the  wheel 
are  malleable  iron  clamping  plates,  held  tightly  against  the  central 
piece  or  conductor  by  means  of  screws  or  rivets  so  that  a  perfect 
electric  connection  is  preserved  between  all  sections  of  the  wheel. 
.Ml  seating  surfaces  between  the  central  piece  and  the  side  flanges 
are  finished  to  insure  accurate  fitting.  The  outwardly  projecting 
flange  portions  of  the  side  or  clamping  plates  have  their  inner  sur- 
faces flat  and  straight  and  are  vertical  instead  of  flaring  to  prevent 
the  wheel  from  jumping  laterally  from  the  line  wire.  The  wheel 
is  mounted  on  an  a.\le  of  hardened  steel  3  in.  in  length,  ^  in.  in 
diameter  with  a  fixed  key  for  holding  with  the  wheel  so  that  the 
wheel  and  axle  rotate  as  one  piece.  The  bearings  of  the  journals  of 
the  axle  arc  steel,  cylindrical  in  form  and  arc  held  in  place  from 
turning  in  the  sleeves  of  the  harp  by  means  of  cotter  pins.  It  will 
be  observed  the  various  parts  of  the  wheel  arc  readily  removable 
for  renewing  all  worn  parts.  A  chamber  is  provided  within  the 
axle  for  holding  a  charge  of  suitable  lubricating  compound,  which 
lubricant,  when  the  wheel  is  in  action  feeds  from  the  center  toward 


SELKIRK   STANDARD   TROLLEY. 

each   end  of  the  axle  and   escapes   to   the   surface   of  the   journals 
through  suitable  ports. 

The  harp  is  of  malleable  iron  and  is  provided  with  inclined 
upper  edge  guards  which  extend  from  the  forward  end  rearward,  and 
also  with  inclined  vertical  side  guards,  which  guards  operate  to 
guard  the  wheel  from  entanglement  with  span  wires,  suspended 
switch  plates,  crossing  plates  and  with  other  portions  of  the  overhead 
construction.  It  is  believed  this  design  offers  the  least  possible  ob- 
struction to  the  free  passage  of  the  wheel  along  the  line  wire  and 
also  guards  against  damage  to  the  overhead  work  or  to  the  \vhee\ 
in  the  e.vcnt  of  the  trolley  leaving  the  wire. 

The  appliance  is  sold  under  the  name  of  the  "Selkirk  Standard 
Trolley"  and  is  made  in  sizes  suitable  for  both  city  and  interurban 
service.  Service  trials  with  these  types  of  wheel  indicate  that  when 
lubricated  with  the  "Selkirk"  standard  lubricant  the  central  con- 
ductor will  run  over  6,000  miles  in  city  service  and  from  20,000  to 
25,000  miles  and  over  for  the  interurban  wheel  before  the  central 
portion  will  require  to  be  renewed. 

4  I  » 

SUCCESSOR  TO  ALLSTON  FOUNDRY  CO. 


The  National  Brake  Shoe  Co.  has  succeeded  to  the  business  and 
to  all  patent  rights,  including  the  foundry  and  manufacturing  plant, 
of  the  Allston  Foundry  Co.,  of  Boston,  Mass.  The  president  of  the 
new  company  is  William  W.  Whitcomb;  treasurer,  Emuel  L.  Gif- 
ford.  With  increased  facilities  for  m.'>nufacturing,  the  business  will 
be  conducted  on  a  larger  scale  than  heretofore.  The  general  offices 
will  remain  at  No.  620  .Atlantic  Ave.,  Boston. 


THE  WIGHTMAN   RAIL    BOND   PATENT  DE- 
CLARED  VOID. 

The  Mayer  &  Englund  Co.,  of  I'hiladelphia,  advises  us  that  the 
patent  suit  filed  against  it  by  the  Morris  Electric  Co.,  of  New 
York,  Dec.  18,  1900,  in  the  Circuit  Court  of  the  United  States, 
Southern  District  of  New  York,  claiming  infringement  of  patent 
No.  460,615,  of  Merle  J.  Wightman,  dated  Oct.  6,  1891,  and  owne  I 
by  the  Morris  Electric  Co.,  on  account  of  the  Mayer  &  Englund 
Co.  manufacturing  and  selling  its  "Protected"  rail  bond,  was  de- 
cided April  7th.  Judge  James  P.  Piatt  in  his  opinion  said:  "The 
device  of  the  patent  in  suit  consists  of  a  flexible  conductor  provided 
at  its  ends  with  attached  solid  blocks  headed  in  holes  in  the  rails. 
The  purpose  of  this  device  is  the  connection  of  the  adjoining  ad- 
jacent ends  of  rails  of  a  railway  track  electrically  in  order  that  the 
current  may  pass  through  said  conductor  from  one  rail  to  another. 

"The  claims  on  controversy  in  this  suit  arc  8  and  9,  which  read 
as  follows: 

"  '8.  An  electric  union  for  railway  rails,  consisting  of  a  flexible 
conductor  provided  at  its  ends  with  attached  solid  blocks  headed 
in  holes  in  said  rails,  as  and  for  the  purpose  described.' 

"  '9.  -An  electric  bond  or  union  for  the  end  of  railway  rails, 
consisting  of  a  flexible  conductor  provided  with  solid  heads 
crimped  around  the  end  of  the  conductor,  and  provided  with  a  lug 
or  projection,  as  and  for  the  purpose  described.' 
"In  view  of  the  prior  art  disclosed  in  the  patents  relied  upon  by 
defendant,  as  well  as  of  the  electrical  conducting  devices  including 
electrical  unions  for  railway  rails  and  for  other  purposes  shown  to 
have  been  in  public  use  prior  to  the  patent  in  suit,  I  am  led  to  the 
conclusion  that  claims  8  and  9  of  said  patent  are  not  for  subject 
matter  patentable  novel  at  the  date  of  the  said  patent  and  that  they 
are   void." 


NEW  YORK  OFFICE  FOR  E. 
&  CO. 


P.  ROBERTS 


The  engineering  firm  of  E.  P.  Roberts  &  Co.,  Cleveland,  has 
found  its  eastern  business  increasing  so  rapidly  that  it  has  opened 
an  office  in  the  Broad  Exchange  Building,  New  York,  where  east- 
ern clients  can  receive  the  personal  attention  of  its  representative. 
The  office  has  been  placed  in  charge  of  Mr.  William  C.  Andrews, 
until  recently  associate  editor  of  the  Street  Railway  Journal.  Mr. 
.Andrews  is  a  graduate  of  the  School  of  Mines,  Columbia  University, 
receiving  the  degree  of  electrical  engineer  in  1895,  and  is  well  known 
in  the  electric  railway  field.  Beside  his  intimate  association  with 
railway  construction  and  operation  in  his  editorial  work  he  has  had 
considerable  practical  engineering  experience  in  the  manufacture  of 
both  direct  and  alternating  current  apparatus.  E.  P.  Roberts  &  Co. 
do  a  general  consulting  engineering  business  in  electric  railway  and 
lighting  work,  some  of  the  roads  upon  which  they  are  now  engaged 
being  the  Northern  Texas  Traction  Co.,  the  Muncie,  Hartford  & 
Fort  Wayne,  and  the  Dayton  &  Muncie  Traction  Co.  Mr.  Andrews 
will  take  with  him  into  his  new  work  the  best  wishes  of  a  host  of 
friends,   including  those  associated  with  the   staff  of  the  "Review." 


NEW  PLANT  FOR  CONTINUOUS  RAIL  JOINT 

CO. 


Messrs.  Geo.  G.  Frelinghuysen  and  Frederick  T.  Fearey,  repre- 
senting the  Continuous  Rail  Joint  Company  of  .'\mcrica,  have  con- 
cluded the  purchase  of  about  twenty  acres  of  land  at  Troy,  N.  Y., 
with  the  rolling  mills,  machine  shops  and  numerous  other  buildings 
formerly  owned  by  the  Troy  Steel  Co.,  part  of  which  they  have  been 
operating  under  lease  for  the  past  three  years.  The  property  has  a 
dock  frontage  on  the  Hudson  River  and  the  New  York  Central  Rail- 
road runs  through  it.  The  new  switch  has  just  been  completed  from 
the  New  York  Central  company's  tracks  around  the  rolling  mill. 
The  Wynantskill  Brook  runs  across  the  entire  plot,  giving  an  excel- 
lent and  constant  supply  of  fresh  water.  The  plant  will  hereafter  be 
known  as  the  Albany  Iron  &  Steel  Works  Department,  of  the  Con- 
tinuous Rail  Joint  Company  of  America.  The  output  of  the  prod- 
ucts of  the  company  will  be  greatly  increased.  It  is  well  known 
in  railroad  circles  that  the  "Continuous"  rail  joints  have  been  ap- 
plied to  over  15,000  miles  of  railroad  track.  The  general  ofl^ces  have 
always  been  and  will  remain  in  Newark,  New  Jersey. 


Mav  20,  1903  ] 


STREET  RAILWAY  REVIEW. 


303 


NEW  QUARTERS  FOR  CAMERON  COMPANY. 


The  H.  P.  Cameron  Electrical  Manufacturing  Co.,  of  .-\.nsonia, 
Conn.,  is  now  located  in  its  new  factory  at  Ansonia,  which  is 
equipped  with  new  and  additional  machinery  placing  the  company 
in  a  position  to  handle  promptly  its  rapidly  growing  business  in 
commutators  and  bars.  The  company  makes  a  specialty  of  com- 
mutators and  commutator  bars  and  removed  from  its  former  loca- 
tion at  Syracuse,  X.  Y.,  in  order  to  be  in  the  center  of  the  copper 
manufacturing  district  where  it  could  secure  better  prices  and  quicker 
delivery  for  the  copper  used.     The  commutator  segments  made  by 


COMMUTATOR  FOR  1 ;     E    s-i")  .M.\CHINB. 

this  company  are  from  hard  drawn  pure  copper  put  through  the 
dies  to  finished  sizes,  and  it  is  claimed  that  in  uniformity  of  density, 
temper  and  texture  they  are  superior  to  those  made  by  other 
processes.  The  accompanying  illustration  shows  an  assembled  com- 
mutator for  a  G.  E,  800  machine.  The  company  has  been  engaged 
in  this  line  for  the  past  15  years  and  has  made  a  point  of  catering 
to  the  demands  of  street  railway  companies  for  the  output,  although 
a  very  considerable  portion  goes  to  the  manufacturers  of  dynamos 
and  electrical  machinery. 


ALLIS-CHALMERS  TO  MAKE  GAS  ENGINES. 


The  .'Mlis-Chalmcrs  Co.  has  just  closed  a  contract  under  which  it 
secures  the  exclusive  right  to  manufacture  and  sell  the  Nurnbcrg 
gas  engine  in  the  United  Stales,  and  the  selling  rights  for  several 
foreign  countries.  I  he  arrangement  was  concluded  through  Mr.  A. 
Rieppel,  of  Nurnbcrg,  Germany,  managing  director  of  the  Augs- 
burg-NuFnbcrg  Manufacturing  Co.  who  visited  America  for  the  pur- 
pose of  making  arrangements  by  which  his  concern  and  the  Allis- 
Chalmcrs  Co.  could  get  into  closer  touch  with  the  trade  throughout 
the  world. 

The  .\ugsl>crg-\urnbcrg  company  has  been  well  known  for  many 
years  as  one  of  the  largest  and  most  successful  builders  of  struc- 
tural iron  work,  engines,  cars,  bridges,  etc.,  in  Europe.  The  works 
employ  about  16,000  men  and  now  have  over  2,000  at  work  on  the 
bridges,  etc.,  of  the  new  railroads  being  built  by  Germany  in  China. 

The  company's  latest  success  has  been  with  gas  engines,  both 
for  gaseous  and  liquid  fuel.  It  has  long  built  these  engines  111 
smaller  units  up  to  400  h.  p.  and  operated  with  petroleum,  but  for 
the  use  of  waste  gas  as  well  as  producer  gases  and  in  larger  units 
it  has  recently  developed  an  entirely  new  design,  the  result  of  many 
years  of  experience.  This  engine,  which  is  of  the  double-acling 
four-cycle  type,  generally  in  tandem  arrangement,  is  best  adapted  for 
the  various  purposes  of  modern  power  development  up  to  the  largest 
units  recjuired  by  municipal  central  stations  and  iron  and  steel 
works. 

Mr,  Ricppel's  company  is  very  proud  of  the  record  made  with  this 
engine,  it  having  received  within  a  few  months  orders  for  some 
50,000  h.  p.  of  engines  for  installation  in  Germany  and  Spain, 
chiefly  for  generating  electric  energy  and  for  blast  furnace  and  spin- 
ning mill  work.  One  of  these  engines  now  being  built  is   for  an 


important   spinning    mill   in    northern   Germany,    where   the    engine 
will  be  operated  by  producer  gas. 

Mr.  Rieppel  is  now  on  a  tour  of  inspection  throughout  this  coun- 
try, after  which  he  will  visit  the  new  and  extensive  works  of  the 
Allis-Chalmers  Co.  at  West  .Mlis,  where  these  engines  will  be  built. 


ANNOUNCEMENT. 


Messrs.  Wilkinson,  Reckitt,  Williams  &  Co.,  public  accountants 
and  auditors,  have  recently  opened  new  and  larger  offices  at  the  fol- 
lowing locations:  New  York  City.  701-702,  52  Broadway;  Phila- 
delphia, 516  Stephen-Girard  Bldg. ;  Chicago,  801-805  Marquette  Bldg. 

Mr.  George  Wilkinson  will  reside  in  the  East,  and  conduct  the 
New  York,  Philadelphia  and  eastern  business,  while  Mr.  Ernest 
Reckitt  and  Mr.  John  J.  Williams  will  remain  as  heretofore  in  Chi- 
cago, and  look  after  the  interests  of  the  firm  in  Chicago  and  llio 
West. 

The  professional  standing  of  these  gentlemen  and  their  long  ex- 
perience in  matters  pertaining  to  accounts,  gives  a  value  to  their 
certificates  which  is  well  recognized  and  accepted  by  bankers  and 
business  men.  In  the  accounts  of  transportation  companies  they 
have  had  considerable  experience,  as  is  evidenced  by  the  fact  that 
they  are  the  auditors  of  the  White  Pass  &  Yukon  Route  in  Alaska, 
and  of  the  Goodrich  Transportation  Co.,  of  Chicago,  while  some 
years  ago  Mr.  John  J.  Williams  was  the  auditor  of  the  Calumet 
Electric  Street  Railway  Co.,  of  Chicago,  and  developed  that  com- 
pany's accounting  methods,  many  features  of  which  were  later  in- 
corporated in  the  standard  system  of  accounts  adopted  by  the  Street 
Railway  Accountants'  Association.  On  several  occasions  their 
services  have  been  called  into  requisition  by  the  courts  to  investigate 
the  books  of  account  of  the  parties  to  the  suit  and  report  direct  to 
the  court  the  result  of  such  examination. 

They  are  in  a  position  to  act  as  receivers  or  trustees  in  bank- 
ruptcy cases.  Recently  one  of  the  members  of  the  firm  was  ap- 
pointed receiver  by  the  court  in  the  case  of  a  failure  involving  total 
liabilities  of  almost  one  million  dollars,  and  no  difficulty  was  ex- 
perienced in  obtaining  a  bond  of  half  a  million  dollars  from  the 
.■\merican  Surety  Co.  to  secure  all  parties  interested. 

The  London  agents  of  the  firm  are  Messrs.  Woodthorpe  Bevan  & 
Co.,  an  old  established  firm  of  chartered  accountants  of  high  stand- 
ing, which  enables  Messrs.  Wilkinson.  Reckitt,  Williams  &  Co.  to 
take  care  of  their  clients'  interest  both  in  this  country  and  in  Eu- 
rope. 

WEATHERPROOF  TELEPHONE. 


The  Connecticut  Telephone  &  Electric  Co.,  of  Mcriden,  Conn.,  is 
introducing  widely  a  new  style  of  weatherproof  telephone  especially 
designed  to  meet  the  needs  of  street  railways.  The  instrument  is  a 
complete  telephone  in  itself.  The  iron  box  is  divided  into  two 
compartments,  the  left  hand  one  con- 
taining a  hand  microphone  and  a  light- 
ning arrester,  and  the  right  hand  one 
the  batteries,  a  50,000-ohm  magneto  gen 
erator  of  ll;e  latest  type.  The  generator 
is  covered  to  prevent  injury,  the  crank 
projecting  through  the  door  convenienl 
for  use  when  the  box  is  opened.  On 
the  under  side  of  this  instrument  is 
mounted  a  gong  box,  containing  two 
3-in.  gongs,  which  are  thus  placed  so 
as  to  be  audible  for  a  long  distance 
The  whole  apparatus  is  so  designed  thai 
it  may  be  removed  from  the  iinn  box 
by  taking  out  two  screws. 

The   cases    are   finished    in   ,1    ni.cnnci 
similar  to  U.  S.  mail  boxes.      The  inslruinent 
Ihc  conditions  under  which  it  us  used. 

*—* 

The  Union  Ciiy.  Winchester  &  Muneie  Traction  Co.  nreiilly 
purchased  from  the  Weslinghouse  I'^lectric  &  Manufacturing  Co. 
two  alternating  current  generators  which  will  be  used  in  connection 
wilh  an  extension  to  the  Dayton  &  Northern  division.  When  the 
extension  is  completed  through  electric  cars  will  be  operated  from 
Dayton,  0.,  to  Muncic,  Ind. 


! 


sWEcrain^ 


can  be  wired  to  suit 


304 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  $■ 


HUNT  SIMPLEX  SWITCH. 


The  ,iccomp.-in.vin(!  drawings  illtislralc  a  sirrcl  railw.->y  switch  and 
operating  nirchanisni  which  wc  helicvc  will  be  found  interesting 
liy  those  connected  with  the  track  and  operating  department  of 
street  railways.  This  is  the  invention  of  Mr.  O.  I),  lliint  and  is 
known  as  the  Hunt  "Simplex"  street  railw.iy  switch.  The  switch 
point  is  o|>eraled  hy  a  shaft  abont  JO  ft.  long,  and  levers  which  arc 
arranged  as  shown  diagraminatically  in  Kig.  i.  The  shaft  is  located 
in  a  conduit  placed  in  the  center  of  the  track.     This  conduit  is  most 


E 


V  -IT  Tir  -^  h  -  -  -<K  -  :-'HV 


simply  formed  of  two  channel  bars  of  the  same  height  as  the  rails 
which  are  fastened  to  the  tics  by  spikes  driven  through  holes  in  the 
lower  llange.  These  two  channels  constitute  the  sides  of  the 
conduit.  Suit.ible  holes  are  drilled  in  the  upper  flanges  of  llic 
channel  to  receive  corresponding  projections  in  the  bottom  of  the 
steel  cover  plate  so  that  the  latter  is  held  firmly  in  its  proper  position. 
A  slot  about  %  in.  wide  is  cut  in  the  center  of  the  cover  plate,  ex- 
tending to  within  a  short  distance  of  each  end.  The  rock  shaft  is 
provided  with  two  upwardly  and  latterly  extending  steel  arms  which 
leave  the  shaft  at  slightly  different  angles,  one  arm  passing  diagon- 
ally just  across  the  slot  opening  to  one  side  of  the  slot  when  the 
switdi  point  is  in  one  position  and  the  other  arm  passing  diagonally 
just  across  the  slot  opening  to  the  other  side  of  the  slot  when  the 
switch  point  is  in  the  other  position.  A  detachable  foot  lever  in  the 
vestibule  of  the  car  is  connected  with  a  rod  under  the  car  which 
extends  back  to  the  simple  tripping  device  attached  to  the  truck 
or  bottom  of  the  car.  When  the  lever  is  depressed  as  shown  in  Fig. 
3  the  point  or  toe  of  the  tripping  device  is  moved  downward  to  the 
slot  in  the  steel  plate.  This  plate  is  provided  with  several  pairs  of 
fins  so  that  if  the  tripper  should  happen  to  be  three  or  four  inches 


FIC.  2. 


"out  of  adjustment,  which  is  considered  an  almost  impossible  situa- 
tion, the  fins  will  move  it  over  until  it  enters  the  slot  and  engages  the 
only  arm  which  is  then  across  the  slot  line.  The  ami  extends  diag- 
onally and  at  such  an  angle  that  when  the  tripper  pushes  the  arm 
out  of  the  way  and  to  the  side  of  the  slot,  the  arm  has  only  moved 
I'A  in.,  which  is  sufficient  to  move  the  switch  point.  The  other  arm  is 
6  ft.  in  front  of  the  first  arm,  one  turning  the  switch  one  way  and  the 
other  arm  turning  the  switch  the  other  way.  The  distance  is  de- 
signed to  be  ample  to  enable  the  motorman  to  remove  his  foot  before 
engaging  the  second  arm,  or  if  he  desires  to  operate  the  second  arm 
the  distance  between  arms  enables  the  motorman  to  apply  the  trip- 
per after  he  has  passed  the  first,  or  if  he  inadvertently  depressed 


the  lever  and  tripper  as  soon  as  he  reaches  the  slot  the  switch  will 
be  operated  both  ways,  the  second  arm  giving  the  desired  direction. 

The  head  of  the  rock  shaft  connects  with  a  rock  arm  which  leads 
by  a  rod  to  the  switch  point.  In  this  connecting  rod  is  inserted  a 
double  compressing  spring  so  arranged  that  if  a  stone  or  ice  should 
clog  the  switch  point  on  either  side,  the  tripper  will  do  no  harm  in 
engaging  either  or  both  the  arms ;  the  rock  shaft  responds  to  the  op- 
eration, the  motion  being  cushioned  by  the  compression  spring,  which 
operates  cither  way. 

Another  safeguard  is  the  adjustment  of  the  toe  of  the  tripper. 
This  is  on  a  hinge,  but  held  sufficiently  rigid  to  engage  and  operate 
the  arm  by  a  torsion  spring.  By  this  precaution,  if  the  toe  of  the 
tripper  should  be  depressed  into  the  slot  and  not  withdrawn  when 
the  end  of  the  slot  is  reached,  or  if  it  should  be  by  inadvertence 
depressed  over  any  part  of  the  track,  the  toe  upon  meeting  fixed  re- 
sistance folds  back  like  the  blade  of  a  jack  knife  as  shown  by  the 
dotted   lines   in   Fig.  3. 

The  excavated  bed  in  which  the  rock  shaft  operates  should  be 
drained  by  .wme  simple  method  to  prevent  the  formation  of  ice, 
but  should  this  be  neglected  the  conduit  is  so  constructed  that  a 
considerable  quantity  of  water  and  ice  can  collect  below  the  work- 
ing parts  of  the  switch  without  interfering  .vith  its  free  working; 
if  the  switch  point  is  kept  in  a  condition  to  work  with  a  pinch  bar 
the  "Simplex"  device  will  operate  it ;  also  the  mechanism  will  not 
interfere  with  the  free  operation  of  the  switch  point  with  a  pinch 
bar. 

The  steel  slot  plate  is  maile  removable.  The  -J^-in.  slot  opening 
will  admit  some  mud,  and  occasionally  this  mud  should  be  removed 


from  the  rock  shaft  bed,  but  mud  will  not  interrupt  the  free  work- 
ing of  the  switch.  The  motion  of  the  rock  shaft  is  so  slight  and 
so  frequent  and  the  operating  force  so  positive  that  the  switch  will 
work  freely  even  if  the  conduit  is  full  of  mud. 

Fig.  2  gives  a  diagrammatic  view  of  the  tripping  lever  which  is 
attached  to  the  car.  The  tripping  lever  may  be  varied  in  its  details 
so  that  it  can  be  applied  to  either  a  single  or  double  track.  Fig.  3 
shows  the  tripping  device  as  depressed,  the  dotted  lines  showing 
the  position  taken  by  the  toe  when  abnormal  obstruction  is  encoun- 
tered. 

The  device  is  being  practically  demonstrated  by  the  Columbus 
Railway  Co.,  Columbus,  O..  and  will  be  exhibited  by  model  at  the 
.\.  S.  R.  A.  convention  at  Saratoga  in  September.  It  is  made  by 
George  B.  Uonavin  &  Co..  616  N.  High  St.,  Columbus,  O. 


J.  G.  WHITE  &  CO. 


The  New  York  &  Jersey  Railroad  Co..  which  is  to  build  a  tunnel 
between  New  York  and  Jersey  City,  has  retained  J.  G.  White  &  Co., 
of  New  York,  as  consulting  electrical  engineers.  Their  work  will 
cover  the  electrical  equipment  of  the  company's  tunnels  and  ter- 
minals, rolling  stock  and  equipment,  system  of  electrical  conductors, 
signal  and  interlocking  apparatus,  lighting  of  tunnels  and  terminals, 
conduits  and  cables  for  carrying  electric  current,  and  other  details, 
which  will  also  include  the  elevators,  ventilation  and  heating  of  the 
terminals.  The  chief  engineer  for  the  railroad  company  is  Charles 
M.  Jacobs,  who  is  also  chief  engineer  for  the  proposed  tunnels  of 
the  Pennsylvania  R.  R.  under  the  Hudson  River,  and  who  supervised 
the  construction  of  the  East  River  gas  tuimel. 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


305 


NEW  PUBLICATIONS. 


NATURAL  WOODS  AND  HOW  TO  FINISH  THEM.  Pub- 
lished by  Bcrrj-  Brothers,  Limited,  Detroit,  Mich.  Second  edition, 
cloth,  77  pages.  This  is  a  condensed,  practical  treatise  of  methods 
of  wood  finishing,  based  upon  actual  e.xperience,  and  is  intended 
to  serve  as  a  useful  reference  for  architects,  as  well  as  a  help  to 
decorators  and  wood  finishers.  It  will  be  sent  free  to  any  such 
who  ask  for  it. 


THE  WIRELESS,  a  daily  newspaper  publishing  dispatches  trans- 
mitted by  wireless  telegraph,  is  published  by  the  Los  Angeles  Times 
at  Avalon,  Santa  Catalini  Island,  3i  miles  from  San  Pedro.  Cal. 
The  first  issue  was  on  March  25th  and  from  the  start  the  trans- 
mission of  news  across  the  channel  has  been  uninterrupted  and 
without  error.  The  system  is  that  of  the  Pacific  Wireless  Telegraph 
Co. ;  it  has  no  connection  with  the  Marconi  system.  The  unique 
paper  has  four  pages,  each  13  .\  10^-2  in.,  four  columns  to  a  page. 
It  began  with  a  three-column  folio,  but  was  enlarged  at  the  sixth 
issue  and  the  price  per  copy  raised  from  3  to  5  cents. 


THE  INVESTORS  MANUAL  for  1903.  Published  by  The 
Economist  Publishing  Co.,  189  La  Salle  St.,  Chicago.  Quarto,  116 
pages.  The  Investors  Manual,  which  is  issued  as  a  supplement  to 
the  Economist,  is  intended  to  present  in  convenient  form  all  impor- 
tant facts  and  statistics  relating  to  the  operation  and  financial  con- 
dition of  the  leading  Chicago  corporations,  the  securities  of  which 
arc  listed  on  the  stock  exchange  or  for  other  reasons  command 
public  attention,  and  the  Manual  has  become  recognized  as  an  au- 
thority in  the  fiel.d  which  it  covers.  In  1896  the  Economist  company 
issued  a  supplement  on  the  Chicago  street  railway  corporations. 
This  was  followed  the  next  year  by  the  first  issue  of  the  Investors 
Manual,  which  has  since  appeared  annually,  the  present  number 
being  the  seventh  issued  under  that  name.  Now,  as  heretofore,  an 
important  feature  is  the  statistics  on  Chicago  street  railways,  in- 
cluding maps  of  the  systems.  From  time  to  time  the  scope  of  the 
book  has  been  increased  by  adding  data  concerning  other  corpora- 
tions until  the  index  of  the  present  issue  shows  that  over  650  rail- 
road, railway  and  industrial  corporations  arc  covered. 


ANNOUNCEMENT. 


On  .\pril  2ist  Judge  Piatt,  of  the  United  States  Circuit  Court 
at  Hartford,  issued  an  injunction  against  the  defendants  in  a  bill 
of  complaint  brought  by  the  International  Register  Co.,  of  Chicago, 
111.,  against  the  Recording  Fare  Register  Co.,  Nelson  William  Wait, 
M.  DeForest  Yates,  Jerry  M.  Hayes,  Charles  F.  Littlejohn,  Frank 
B.  Kennedy  and  William  H.  Honiss.  The  injunction  "restrains 
the  defendants  from  using  or  attempting  to  use  any  of  the  patterns, 
drawings,  sketches  or  other  property  of  the  New  Haven  Car  Reg- 
ister Co.  or  the  International  Register  Co.,  complainant,  or  making 
or  causing  to  be  made,  any  representations  to  customers,  agents, 
or  any  person  or  persons  whomsoever  that  they  arc  able  to  fill 
orders,  making  use  of  said  sketches,  drawings,  patterns  or  otlur 
property  of  this  complainant,  from  filling  or  attempting  to  fill  any  c.f 
the  orders  or  contracts  of  the  New  Haven  Car  Register  Co.,  or  the 
complainant;  from  selling  or  causing,  procunng  or  offering  to  Iji- 
sold  any  of  the  drawings,  patterns,  sketches  or  other  property  of  the 
complainant ;  from  using  the  name  of  the  New  Haven  Car  Register 
Co.  in  the  advertisements  or  aimouncements;  from  advertising  that 
the  individual  officers  or  employes,  or  any  of  them,  of  the  Recording 
Fare  Register  Co.,  Incorporated,  were  formerly  in  the  employ  of  the 
New  ilaven  Car  Register  Co.  in  such  manner  as  to  in  any  way  de 
ccive  customers  into  the  belief  that  they  are  dealing  with  the  sue- 
ccsiors  to  the  New  Haven  Car  Register  Co.;  from  using  any  and  all 
information  in  reference  to  the  business  of  the  New  Ilaven  Car 
Register  Co.  obtained  while  in  its  employ,  and  which  information 
could  only  have  been  obtained  by  the  confidential  relationship  ex- 
isting by  such  employment ;  from  using  any  list  or  copy  of  a  list  of 
customers  of  the  New  Haven  Car  Register  Co.;  or  from  doing  any 
other  act  or  acts,  either  individually  or  in  concert,  which  shall  be  in 
any  manner  a  misrepresentation  or  misappropriation  of  the  good  will 
and  proiwrty  of  the  said  New  Haven  Car  Register  Co.  or  the  com- 
plainant until  the  further  order  of  the  court,  under  a  penally  of  $10,- 
000  in  case  the   injunction   should  not  be  complied   with." 


The  defendants  moved  to  dissolve  this  injunction  and  in  addition 
to  filing  numerous  affidavits,  called  as  witnesses  the  defendants 
Yates,  Hayes  and  Kennedy.  After  a  two  days'  hearing  the  court 
rendered  its  decision  May  nth  denying  the  motion  to  dissolve,  sus- 
taining the   injunction  in  every   particular. 

THE  INTERNAITONAL  REGISTER  CO., 
By  .\rthur  H.  Woodward,  Pres. 


ST.  LOUIS  FAIR  DEDICATION. 


The  occasion  of  the  dedication  ceremonies  in  connection  willi  llie 
Louisiana  Purdiase  Exposition  held  in  St.  Louis  on  .'\pril  30th  and 
May  1st  and  2d  was  welcomed  by  the  street  railway  companies  of 
.St.  Louis  as  affording  an  opportunity  to  demonstrate  their  ability  to 
properly  care  for  the  exposition  traffic  in  1904.  The  St.  Louis  Tran- 
sit Co.  had  in  operation  ."Kpril  30th,  1,075  cars,  the  greater  num- 
ber of  which  were  operated  over  nine  routes  having  as  termini  six 
loops,  three  on  the  east  and  three  on  the  west  of  the  Exposition 
Grounds.     The  number  of  passengers  carried  was  1,880,000. 

The  St.  Louis  &  Suburban  Ry.  also  had  admirable  arrangements 
for  handling  the  heavy  traffic.  This  company  has  its  World's  Fair 
terminal  quite   near  the   Adininistration   Building. 

The  East  St.  Louis  &  Suburban  Ry.  operating  in  the  territory  cast 
of  the  Mississippi  River  and  across  the  Eads  Bridge,  on  April  30th 
had  65  cars  in  service;  of  these  40  crossed  tlic  bridge,  the  regular 
bridge  service  requiring  only  12  to  15  cars. 

•-•-• 


GROWTH  OF  A  NEW  ENGLAND  SUPPLY 
HOUSE. 


It  is  always  a  pleasure  to  record  the  success  of  a  business  enter- 
prise such  as  that  of  the  Stuart-Howland  Co.,  of  Boston,  which  has 
in  three  years  grown  from  a  small  beginning  to  be  one  of  the  largest 
of  its  kind  in  the  world,  having  branches  in  New  York,  Cleveland, 
London  and  Paris.  The  company's  spacious  store  and  warerooms  at 
Boston  serve  to  exemplify  the  remarkable  growth  in  the  use  of  elec- 
trical appliances;  practically  everything  electrical  is  represented  and 
standard  street  railway,  lighting  and  telephone  supplies  are  carried 
in  large  quantities. 

A  little  more  than  three  years  ago  this  company  was  organized 
and  started  in  business  with  a  comparatively  small  but  well  selected 
slock  of  lighting  supplies.  Within  a  few  weeks  the  agency  for  the 
well-known  Russell-Tomlinson  telephones  was  secured  and  a  tele- 
phone department  added ;  then  the  urgent  demand  for  street  rail- 
way supplies  caused  the  company  to  secure  several  agencies  of  well- 
known  manufacturers,  purchase  a  stock  and  open  a  street  railway 
department.  New  salesmen  were  added  frequently,  it  being  the 
policy  to  engage  all  especially  able  salesmen  who  applied  for  posi- 
tions and  make  places  for  them.  Work  along  these  lines  brought 
orders,  especially  in  the  street  railway  department.  Finding  that 
tlie  manufacturers  it  represented  had  difficulty  in  filling  orders 
promptly,  the  Stuart-Howland  Co.  secured  the  services  of  competent 
engineers  and  undertook  the  design  and  manufacture  of  a  complete 
line  of  overhead  and  pole  e(|uipment.  Having  the  benefit  of  ex- 
tended experience  the  designers  were  able  to  avoid  weakness  in 
construction  and  yet  not  increase  the  aggregate  weight.  The  result 
of  their  work  is  shown  in  6  dilTerent  types  of  overhead  insulation, 
12  tyi)es  of  bracket  arms,  15  or  20  of  ears,  and  as  many  more  of 
trolley  wheels,  as  well  as  a  great  variety  of  other  appliances  used 
in  the  construction  ajid  maintenance  of  street  railways.  The  aim 
was  to  make  the  entire  line  symmetrical,  substantial  anil  carefully 
finished,  and  in  proof  of  how  completely  this  object  was  attained 
the  company  claims  that  although  last  year  it  sold  and  delivered  the 
complete  overhead  and  pole  e(|iiiiiment  (excepting  wire)  of  its 
own  manufacture,  for  over  i,o(X)  miles  of  line,  all  of  which  was  fully 
guaranteed,  not  one  complaint  was  received,  nor  was  one  piece  re 
turned  as  defective. 

Having  been  unable  to  lake  care  of  all  its  orders  last  year  atifi 
wishing  to  avoid  a  rejielition  this  year,  the  company  has  been  mak- 
ing up  stock  during  the  winter,  and  reports  that  it  has  now  on  hand 
ready  for  shipment  18,000  bracket  arms  and  hangers,  gloDe  strains, 
ears,  trolley  wheels,  signal  strand,  cross  arms,  cross-arm  braces,  etc., 
in  similar  proporliim. 


306 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  s- 


NATIONAL  ELECTRIC  CO. 


The  growlli  nl  the  Ihimiicss  of  the  Clirlstrn^cii  Engineering  Co., 
of  Milwaukee,  in  Clirislcnsen  air  brakes  and  "Ccco"  electrical  ma- 
chinery having  made  a  change  in  the  organiz.ntion  of  the  company 
necessary,  the  stockholders  organized  the  National  Electric  Co., 
and  on  May  l6,  igoj,  the  assets,  good  will,  etc.,  of  the  Christensen 
company  were  transferred  to  the  new  one.  The  purposes,  ownership, 
management  and  control  of  the  National  Electric  Co.  are  identical 
with  those  of  the  old  company. 

NEW  CAR  WORKS. 


.•\  company  has  been  organized  in  Peoria,  111.,  by  Cleveland  and 
local  capitalists,  including  Alex.  Hoyt,  Senator  V.  II.  Burke  and 
A.  L.  Jacobs,  which  will  be  known  as  the  Peoria  Car  Co.  It  is  cap- 
italized at  $1,000,000  and  will  engage  in  the  building  of  railway  cars 
and  equipment.  Work  on  the  construction  of  the  company's  plant 
will   commence  within  60  days. 


ADVERTISING  LITERATURE. 


THE  C.  W.  HUNT  CO.,  Staten  Island,  N.  Y.,  issues  an  illus- 
trated folder  on  coal  handling  machinery,  industrial  railways,  elec- 
tric locomotives,  conveyors,  hoisting  engines  and  manila  rope. 

THE  AMERICAN  LINSEED  CO.,  100  William  St.,  New  York, 
in  a  15-page  pamphlet,  5x7  in.,  tells  about  soap,  and  especially 
about  "pure  linseed  oil  soap,"  which  is  stated  to  be  just  the  thing 
for  cleaning  cars.  "Lubrix,"  a  machine  compound,  is  also  a  feature 
of  the  booklet. 

WESTINGHOUSE  ELECTRIC  &  MANUFACTURING  CO., 
Pittsburg,  Pa.,  has  issued  Special  Publications  Nos.  5  and  7,  the 
former  being  a  reprint  of  a  paper  read  by  Mr.  H.  P.  Davis  before 
the  Ohio  Electric  Light  Association,  entitled,  "Some  Pertinent 
Features  of  the  Modern  Meter,"  and  the  latter  an  illustrated  cata- 
log of  Westinghouse  Transformers. 

PAWLING  &  HARNISCHFEGER,  Milwaukee,  Wis.,  have  issued 
Bulletin  No.  13.  on  "Traveling  Electric  Hoists".  It  is  in  catalog 
style,  36  pages,  illustrated,  and  shows  examples  of  different  types 
of  machines  installed  since  the  previous  bulletin  was  issued.  The 
utility  of  these*  hoists  is  shown  and  the  service  described.  Appli- 
cations to  which  they  are  already  applied  are  given,  as  well  as  a 
partial  list  of  companies  using  the  apparatus. 

THE  AMERICAN  AIR  COMPRESSOR  WORKS,  26  Cortlandt 
St.,  New  Y'ork,  has  just  issued  catalog  "A,"  6x9  in.,  52  pages,  with 
14  pages  of  advertisements.  It  illustrates  and  describes  the  differ- 
ent types  of  "American"  air  compressors,  air  receivers,  vacuum 
pumps,  carbonic  acid  gas  and  high  pressure  compressors,  and  the 
"American"  air  lift  pumping  system.  There  is  also  information 
relative  to  pneumatic  tools,  and  a  table  showing  the  flow  of  air 
through  various  size  orifices. 

THE  PITTSBURG  BLUE  PRINT  CO.,  of  Pittsburg,  Pa.,  has 
issued  a  4-page  circular,  6x9  in.,  containing  half-tone  illustrations 
of  its  self-contained  copying  machine  and  its  automatic  lamp  con- 
troller for  cylindrical  electrical  copiers.  The  latter  is  a  new  device, 
simple  in  construction  and  operation,  that  combines  all  the  auto- 
matic features  obtainable  in  the  cylindrical  electrical  copier.  The 
self-contained  copier  is  designed  for  use  where  it  is  not  convenient 
to  fasten  the  bracket,  lowering  device,  etc.,  to  the  wall. 

THE  UNDERFEED  STOKER  CO.  OF  AMERICA  has  pub- 
lished recently  two  pamphlets  which  will  be  found  very  interesting 
by  steam  users.  One  is  entitled  "The  Evolution  of  the  Jones  Under- 
feed Stoker,"  and  comprises  a  history  of  the  stoker's  development 
from  its  earliest  forms  to  the  present  design.  This  is  a  paper  by 
George  C.  Tewksbury  read  before  the  New  England  Cotton  Manu- 
facturers' Association.  This  pamphlet  is  copiously  illustrated  with 
views  showing  the  constructon  and  operation  of  the  stoker.  The 
second  pamphlet  describes  the  installation  of  the  Jones  Underfeed 
stokers  in  the  plant  of  the  Municipal  Heating  Co.,  Syracuse,  N.  Y. 
Copies  may  be  had  by  addressing  the  company  at  No.  837  Marquette 
Bldg..  Chicago. 

THE  SHERWOOD  MANUFACTURING  CO.,  of  Buffalo,  N. 
Y..  has  just  issued  catalog  No.  11,  80  pages,  6x9  in.;  it  supersedes 
all   previous   editions,   except   injector  and   ejector  catalog   No.   7. 


Its  contents  are  classified  in  the  following  order;  Injectors,  eject- 
ors, oil  cups,  multiple  oilers,  oiling  devices,  lubricators,  boiler  oil 
injectors,  oil  pumps,  grease  cups,  flue  scrapers  and  blowers,  gage 
cocks,  three  way  cocks,  water  gages,  pressure  gages,  pop  valve-., 
hose  connections,  and  steam  carriage  and  automobile  spcciallie>. 
In  addition  to  the  engine  and  boiler  supplies  enumerated  the  com- 
pany makes  a  specially  of  fine  brass  work  for  engine  rooms,  nickel 
plating  and  special  brass  work  to  order.  The  new  catalog  is  well 
illustrated  and  conveniently  indexed.  It  contains  also  Klein's  dis- 
count tables,  printed  by  permission  of  the  owner  of  the  copyright. 

THE  WILKINSON  MANUFACTURING  CO.,  Bridgeport,  Pa., 
recently  issued  a  new  catalog  which  treats  of  "The  Wilkinson 
Stoker"  comprehensively  and  convincingly.  The  first  page  shows 
a  likeness  of  Mr.  A.  Wilkinson,  M.  E.,  president  and  founder  of 
the  company,  together  with  a  bird's  eye  view  of  the  new  works 
erected  in  1900.  A  description  of  the  plant  follows,  and  then  "the 
story  of  the  stoker  briefly  told".  The  catalog  concludes  with  40 
or  more  testimonials  from  large  manufacturers  in  whose  plants 
these  stokers  are  used.  It  is  (Kjinted  out  tltat  the  value  of  these 
recommendations  lies  in  the  fact  that  they  were  not  given  first-hand 
to  the  Wilkinson  Manufacturing  Co.,  but  to  a  prospective  customer, 
who  in  turn  handed  them  to  the  company  with  his  order.  They 
are  very  strong  testimonials.  The  catalog  is  illustrated  throughout 
and  bound  in  such  a  way  as  to  be  convenient  to  read,  as  well  as  to 
fold  for  the  pocket. 

THE  GENERAL  ELECTRIC  CO.  has  issued  the  following  pub- 
lications: Bulletin  No.  4,315  (supersedes  No.  4,198),  "Thomson 
.\static  Instruments  for  Continuous  Current  Switchboards".  Bul- 
letin No.  4.317,  "Horizontal  Cylinder  ."Vir  Compressors".  Catalog 
and  Price  List  No.  7,573  (supersedes  No.  7,556),  "Parts  of  Form 
2  Carbon  Feed  Enclosed  .^rc  Lamps  for  Alternating  Current  Multi- 
ple Circuits".  Catalog  and  Price  List  No.  7,574,  "Parts  of  C-6 
Controller".  Catalog  and  Price  List  No.  7,575,  "Parts  of  Type  B 
Series  Parallel  Controllers".  Catalog  and  Price  List  No.  7,576 
(supersedes  No.  7,530),  "Railway  Line  Material".  Pamphlet  No. 
9,121,  "Permanency  of  Transformer  Insulation".  Supply  Catalog 
No.  7,577,  "Parts  of  R-43,  R-45  and  R-47  Controllers".  Index  to 
Supply  Catalogs,  dated  Mar.  3,  1903.  Price  List  No.  5,107,  "Prin- 
cipal Parts  for  Forms  10  and  11  Direct  Current  Series  Enclosed  Arc 
Lamps'".  Price  List  No.  5,108  (supersedes  No.  5,099),  "Fan 
Motors".  Flyer  No.  2,112,  "Marking  of  Motor  Gears  and  Pinions". 
Flyer  No.  2,113,  "Advice  to  Customers  Regarding  the  Placing  of 
Orders'". 

•-•-* 

TRADE  NOTES. 


THE  BROWN  CORLISS  ENGINE  CO.  is  looking  for  a  number 
of  good  agencies  to  handle  its  work  in  different  parts  of  the  country. 

J.  HOLT  GATES  &  CO.,  1436  Monadnock  Building,  Chicago, 
have  taken  the  agency  of  the  Skinner  Engine  Co.,  of  Erie,  .Pa.  They 
are  also  representatives  of  the  Quincy  Engine  Co.,  of  Quincy,  Hi., 
for  large  Williams  vertical  cross-compound  engines.  This  firm  is 
now  in  a  position  to  erect  complete  steam  and  electric  plants. 

THE  BRITISH  WESTINGHOUSE  ELECTRIC  &  MANU- 
F.\CTURING  CO.,  LIMITED,  has  received  (he  contract  for  12  new 
cars  to  be  used  on  the  lines  of  the  Suburban  Tramways  Co.,  Aber- 
deen, Scotland.  The  specifications  include  the  British  Electric 
Company"s  car  bodies,  Westinghouse  equipment  and  Brill  trucks. 

THE  W"HEELIXG  TRACTION  CO.,  of  Wheeling,  W.  \'a.,  is  in 
the  market  for  mechanical  track  brakes  to  be  applied  to  cars  oper- 
ated on  heavy  grades.  Also,  from  500  to  1,000  white  chestnut  poles 
30  ft.  long  and  71/2  to  10  in.  in  diameter  at  the  top;  and  steel  coal 
dump  cars  of  from  3.000  to  6,ooo-lb.  capacity.  C.  E.  Flynn,  general 
manager. 

THE  WASHINGTON  CO.,  39  Cortlandt  St.,  New  York,  general 
sales  agent  for  the  Franklin  water  tube  boiler,  reports  an  order 
from  the  American  Locomotive  Co.  for  2,400  h.  p.  of  Franklin 
boilers  to  be  installed  ,it  the  Schenectady  Locomotive  Works.  This 
will  make  a  total  of  4,200  h.  p.  of  this  type  of  boilers  in  the  Schen- 
ectady works. 

PAWLING  &  HARNISCHFEGER,  Milwaukee.  Wis.,  were  but 
slightly  inconvenienced  by  the  lire  that  destroyed  one  of  their  build- 
ings April  15th.  They  leased  the  shops  recently  vacated  by  the 
Nordberg  Manufacturing  Co.,  purchased  new  machinery  and  started 


May  20,  1903.] 


STREET  RAILWAY  REVIEW. 


71 


up  about  May  ist.  The  new  shops,  with  their  other  buildings, 
afford  better  faciUties  for  building  cranes  and  hoists  than  before  the 
fire. 

G.  M.  GEST,  conduit  contractor,  of  New  York  and  Cincinnati. 
reports  having  closed  a  contract  with  the  Edison  Illuminating  Co. 
to  install  two  miles  of  conduit,  the  section  comprising  six  and  eight 
ducts,  in  Ro.xbury  District,  Boston,  Mass.  Mr.  Gest  has  just  com- 
pleted an  installation  for  the  same  company  in  South  Boston,  some 
of  the  sections  containing  196  ducts. 

THE  BROWN  CORLISSS  ENGINE  CO.,  Corliss,  Wis.,  reports 
receipt  of  orders  for  engines  as  follows :  Sa.xony  Worsted  Mills. 
Newton,  Mass.,  one  16  and  26  by  42-in.  cross-compound;  Berlin 
Mills  Co.,  Gorham,  N.  H.,  four  24  x  42-in.  simple  engines ;  Pfister  & 
Vogel  Leather  Co.,  Milwaukee,  Wis.,  one  28  x  48-in.  heavy  duty 
Corliss;  F.  R.  Payne,  Williams,  la.,  one  12  x  30-in.  girder  frame 
Corliss. 

THE  AMERICAN  CAR  SE.\T  CO..  of  Brooklyn,  N.  Y.,  an- 
nounces that  after  .\pril  28th  the  Western  Electrical  Supply  Co.,  of 
St.  Louis,  Mo.,  acting  agent,  will  no  longer  represent  its  interests, 
and  that  the  western  territory  will  be  attended  to  by  Mr.  H.  E.  Ack- 
erly,  direct  representative.  Therefore,  it  is  requested  by  the  Ameri- 
can Car  Seat  Co.  that  all  communications,  etc.,  be  sent  direct  to  its 
main  office,  18  Guernsey  St.,  Brooklyn,  N.  Y. 

THE  SLATER  ENGINE  CO.,  Warren,  Mass.,  reports  the  re- 
ceipt of  several  new  orders  during  the  past  four  weeks,  including 
the  following:  Whiting  Paper  Co.,  North  Wilbraham,  Mass.,  one 
800-h.  p.  cross-compound  engine;  Liberty  Brewing  Co.,  Springfield, 
Mass.,  one  iso-h.  p.  engine;  Thomaston  Face  &  Ornamental  Brick 
Co.,  Thomaston,  Me.,  one  200-h.  p.  engine.  The  company  is  also 
building  a  SO-h.  p.  engine,  which  will  be  finished  quite  handsomely. 
for  the  Durfee  Textile  School,  Fall  River,  Mass. 

THE  ALLIS-CHALMERS  CO.  directors  declared  the  regular 
quarterly  dividend  of  ij^  per  cent  on  preferred  stock  April  15th. 
The  company  reports  that  the  volume  of  business  upon  its  books 
far  exceeds  that  of  any  time  since  organization,  notwithstanding 
that  the  output  has  been  increased  to  a  large  extent.  There  seems 
to  be  an  unlimited  demand  for  all  kinds  of  high-grade  machinery. 
The  general  offices  have  been  removed  to  the  fourteenth  floor  of  the 
New  York  Life  Building,  corner  of  La  Salle  and  Monroe  Sts., 
Chicago. 

THE  PITTSBURG  &  LAKE  SUPERIOR  CO.,  of  Escanaba. 
Mich.,  which  is  one  of  the  largest  concerns  engaged  in  the  white 
cedar  business,  and  is  now  one  of  the  largest  producers  and  whole- 
sale dealers  in  poles,  has  recently  established  a  concentrating  yard 
at  Escanaba.  This  yard  is  considered  to  be  a  model  in  arrangemenl 
and  will  enable  the  company  to  give  patrons  even  better  service  than 
heretofore.  Herbert  W.  Rcadc,  secretary  and  treasurer  of  the  com- 
pany, took  a  trip  recently  through  Ohio  and  Indiana,  in  the  course 
of  which  he  booked  a  number  of  large  orders. 

JOHN  A.  MEAD  &  CO.,  13  Broadway,  New  York,  have  been 
awarded  the  contract  for  furnishing  a  complete  coal  and  ash  con- 
veying system  for  the  new  power  plant  of  the  Omaha  &  Council 
Bluffs  Railway  Co.,  which  has  been  designed  and  is  now  being 
erected  under  the  direction  of  Lichter  &  Jens,  of  St.  Louis.  The 
Mead  company  has  also  received  contracts  for  doubling  the  coal  and 
ash  conveyor  equipment  of  the  Union  Traction  Co.  of  Indiana,  at 
Anderson,  and  for  a  complete  conveying  plant  for  the  Ingersoll- 
Scrgcant  Drill  Co.  at  its  plant  in  western  Pennsylvania. 

THE.DEMING  CO.,  Salem,  O.,  recently  completed  an  addition 
to  its  plant  that  will  double  its  power  pump  output.  The  new 
building  is  224  x  84  ft. ;  height  to  crane  runway,  28  ft. ;  middle  por- 
tion .v<  ft.  wide;  bays  25  ft.  wide.  It  is  equipped  with  a  lo-ton 
Northern  Engineering  Co.  electric  crane,  150-h.  p.  Buckeye  engine, 
80-kw.  Crocker-Wheeler  power  arc  light  generator,  and  a  25-kw. 
Spraguc  incandescent  lighting  generator.      The  Dcming  Co.  niaini- 


factured  the  9  x  lo-in.  double-acting,  triplex  pvmip  used  in  feeding 
the  boilers  at  the  Metropolitan  West  Side  Elevated  Railway  Co's. 
plant  in  Chicago. 

GEORGE  WELSBY  SCOTT,  consulting  engineer,  of  Chicago, 
announces  his  removal  from  Room  No.  758  "The  Rookery"  to  larger 
offices  at  Nos.  1301-02  Security  Building,  where  the  increased  facili- 
ties will  enable  him  to  more  fittingly  care  for  the  interests  of  clients. 
Mr.  Scott  is  prepared  to  furnish  plans,  specifications  and  estimates 
for  the  construction  and  equipment  of  industrial  properties,  power 
plants  and  mechanical  undertakings  generally ;  to  improve  and  ex- 
tend existing  properties; 'to  investigate  and  develop  mechanical  proj- 
ects, and  to  make  expert  examinations,  reports,  valuations,  opin- 
ions, recommendations  and  collect  testimony. 

THE  JONES  UNDER-FEED  STOKER  CO.  OF  AMERICA 
has  consolidated  its  New  Y'ork  and  Boston  offices  as  its  "Eastern 
Office,"  located  at  429-430  Board  of  Trade  Building,  Boston,  Mass. 
It  announces  that  this  move  was  largely  dictated  by  the  rapid 
growth  of  its  business  in  New  England,  where  bituminous  coal  is 
u.sed  almost  exclusively  for  steam-making  purposes,  as  contrasted 
with  the  territory  around  New  Y'otk,  where  anthracite,  a  fuel  not 
adapted  to  the  under-feed  system,  is  usually  employed.  The  new 
eastern  office  is  in  charge  of  Mr.  Elwood  E.  Taylor  and  Mr.  George 
C.  Tewksbury.  The  company  issues  an  illustrated  booklet  describ- 
ing its  new  quarters   fully. 

.\DAM  COOK'S  SONS,  New  York  and  Chicago,  recently  re- 
ceived a  letter  from  the  J.  C.  Blair  Co.,  Huntingdon,  Pa.,  in  which 
it  was  stated  that  the  bearings  of  an  embossing  machine  equipped 
with  the  Cook  compression  cups  and  heavy  "Albany  Grease"  were 
running  cold,  while  the  bearings  of  another  machine  on  which  regu- 
lar oil  was  used  were  very  hot.  The  Blair  company  had  tried  all 
kinds  of  heavy  oils  and  automatic  oilers,  as  well  as  the  various 
styles  of  journals  made,  for  the  past  10  years,  the  letter  states,  but 
nothing  gave  satisfaction  until  the  Adam  Cook's  Sons'  compression 
cups  and  "Albany  Grease"  were  used.  The  letter  concludes  with  an 
order  for  additional  compression  cups. 

THE  COLUMBUS  STEEL  ROLLING  SHUTTER  CO., 
Columbus,  O.,  has  appointed  the  F.  P.  Smith  Wire  &  Iron  Works, 
100-102  Lake  St.,  Chicago,  sole  agent  in  Chicago  and  adjacent  ter- 
ritory. Similar  agencies  are  being  established  in  all  the  large  cen- 
ters. The  cotnpany  manufactures  steel  rolling  doors,  shutters  and 
partitions,  which  involve  special  features  of  construction,  including 
a  weather  surface  presenting  no  pockets  or  recesses  for  the  accumu- 
lation of  water,  snow  or  dirt,  a  perfectly  balanced  spring  within 
the  roller,  a  slatting  construction  which  offers  the  minimum  of 
friction  and  the  maximum  of  strength,  and  a  device  that  makes  the 
unlocking  of  the  slats  impossible.  Among  recent  contracts  closed  is 
nne  with  the  Nashville,  Chattanooga  &  St.  Louis  Ry. 

THE  GREEN  ENGINEERING  CO.,  Chicago,  manufacturer  of 
the  Green  traveling  link  grate,  reports  the  following  contracts  closed 
recently:  St.  Joseph  Railway,  Light,  Heat  &  Power  Co.,  St.  Joseph, 
Mo.,  four  stokers  for  soo-h.  p.  boilers  ;  Omaha  &  Council  Bluffs  Rail- 
way &  Bridge  Co.,  Council  Bluffs,  la.,  six  stokers  for  500-h.  p. 
boilers;  Chicago,  Rock  Island  &  Pacific  Ry.  shops.  East  Moline,  11!., 
six  stokers  for  300-h.  p.  boilers;  Oak  Park  (III.)  Yaryan  Co.,  one 
stoker ;  Edison  Yaryan  Co.,  Chicago,  four  stokers.  The  company 
also  reports  that  the  results  of  the  equipment  of  the  Rock  Island 
depot  in  Chicago  with  five  of  its  stokers,  and  the  new  Schlesingcr  & 
Mayer  building,  also  in  Chicago,  with  two  stokers,  are  eminently 
satisfactory,    and    that    they    are    absolutely    smokeless. 

THE  UNDERFEED  STOKER  CO.  OF  AMERICA  advises  us 
nf  the  following  contracts  received  recently  for  installing  Jones  under- 
feed stokers:  I.  W.  York  &  Co.,  Portage,  Wis.  C2d  order)  ;  Montreal 
Milling  Co.,  Hurley,  Wis.  (3d  order)  ;  Jarvis  Terminal  Cold  Stor- 
age Co.,  Jersey  City,  N.  J.;  Worcester  Consolidated  Street  Railway 
Co,,   Norlhboro   power  statinn,    Nnrthlioro   Mass,    (2d   order)  ;    I'^ast- 


LORDJ^ 
WATER  PURIFYING 
CHEMICALi^ 


ANALYSIS  OF  WATER  OR  SCALE  MADE  FREE  OF  CHARGE 

EACH   SHIPMENT  IS  COMPOUNDED   SPECIALLY. 

Abtolute  guarantee    liihograph    on  every   invoice   rendered. 

SI-.N1>  S,\MI'I,K  <<f  Si:AI,1',  to 

GEO.    \AJ.     LORD    CO., 

2:230-«0    IN.    Oth  street.  I»H  1 1- rt  DELF»H  I  rt  . 


72 


STREET  RAILWAY  REVIEW. 


The  Simplest  is  Always  the  Best 

After  xears  of  devising  and  brain-racKing.  After  the  trying  of  Cog 
'Wheels,  Gearings  and  Trip  Levers.  After  the  Application  of  Electricity 
and  Springs  in  a  thousand  ^vays.  After  millions  of  Dollars  have  been 
trifled    away.     After     failures,     disappointments    and    despair    ^    ■^    ^    ^ 


U/>e 


«  ¥  J  T^  qp  vSimplex   vStreet 


Railway  Switch 


Ha^  been    Perfected.   Practically    "DemoriJtrated  and 
THE     COMPLEX     T'RO'BLEM    IS    SOLVED 


^E 


:^-:u': 


..^.:ML.: 


BB 


BE 


I'l;m  ;iml  Section  of  Conduit  and  Switch. 


Tripping  Device  raised. 


Tripping  Device  depressed  (dotted  lines  show  position  of  toe 
when  obstruction  is  encountered.) 


LOOK  AT  IT  YOURSELFi  ^^as  there  ever  anything  more  simple?  Was  there  ever  anytliing  more 
jiractiiul y  The  iimtorman  does  it  with  his  foot  without  stopping  the  car,  and  does  it  every  time. 
No  misapplication, — No  liacking  up — No  delays.  Kasilv  installed.  Very  cheaply  maintained. 
No  derailing  of  rear  trvicks,  no  burning  of  fuses  or  breaking  of  circuits.  Attaches  to  switch 
now  in  use.     Practically  no  wear  at  all  on  the  operating  parts.     Action  almost  impercei)tilile. 

This  switch  will  be  seen  and  dertionstrated  by  Model  at  the  National  Convention  at  Saratoga  in 
September.  Inquiries  are  solicited  and  invited  from  all  street  railway  companies  and  capitalists. 
This  switch  device  does  not  hamper  the  free  operation  of  the  swilcli  puint  witli  the  ]iinch  bar 
as  comnionlv  used. 


THE  GEO.    S.    T)OJVA.VIJV  rSl   COMTAJ^y^ 

Go-Vernmenl    Contractors,    Manufacturers,    InxJentors,     Promotors 
X3he  H\J J^T Sy STEMS  ST.  "RAILXVAy  SWITCHIJVG  COLUM'BUS,     OHIO. 


A   full  description  of  this   ^i\rill  be  found    on   Page  304   of  this  issue. 


STREET  RAILWAY  REVIEW. 


73 


ern  Hydraulic  Pressed  Brick  Co.,  Winslow,  N.  J. ;  Standard  Scale 
&  Supply  Co..  Beaver  Falls,  Pa. ;  Galesburg  Paving  Brick  Works, 
Galesburg.  111. ;  Massachusetts  Electric  Co.,  Boston,  Mass. ;  Oil  Well 
Supply  Co.,  Pittsburg,  Pa.  (3d  order)  ;  Canton  &  .-Kkron  Railway 
•Co.,  Canton,  O. ;  Kemp  Manufacturing  Co.,  Toronto,  Ont.;  Thomas 
Davidson  Manufacturing  Co.,  Montreal,  Can.;  F.  X.  Drolet,  Quebec 
City,  Can.;  Ingersoll  Packing  Co..  Ingersoll,  Ont.  (2d  order); 
William  March  Co.,  Quebec  City,  Can. ;  Quebec  Asylum,  Quebec 
City,  Can. ;  Dominion  Radiator  Co.,  Toronto,  Ont. ;  Dorchester  Pen- 
itentiary, Dorchester,  N.  B. ;  Canadian  Pacific  Ry.,  Windsor  St. 
station,  Montreal,  Can. 

WESTINGHOUSE,  CHURCH,  KERR  &  CO.  report  recent  or- 
ders for  Roney  mechanical  stokers  as  follows:  Potomac  Electric 
Power  Co.,  Washington,  D.  C,  third  order,  increasing  equipment  to 
2.700  h.  p.;  New  York  Central  &  Hudson  River  Railroad  Co.,  four 
stokers.  2,000  h.  p.,  for  new  elevator  at  Weehawken,  N.  J. ;  Interna- 
tional Railway  Co.,  Buffalo,  N.  Y.,  sixth  order,  increasing  capacity 
to  6,900  h.  p.;  Ingersoll-Sergeant  Drill  Co.,  Phillipsburg,  N.  J.,  12 
stokers;  Boston  Edison  Co.,  Boston,  Mass.,  complete  equipment  for 
new  central  lighting  station;  Pennsylvania  Railroad  Co.,  seventh 
order,  for  Altoona,  Pa.;  American  Bridge  Co..  ninth  order;  Stirling 
Co.,  for  Berwind  White  Coal  Mining  Co.,  Windber,  Pa. ;  Ameri- 
can Locomotive  Co.,  fifth  order.  The  company  also  reports  recent 
export  orders  for  power  apparatus  from  Potosi,  Mex. ;  Tripoli, 
Greece;  Lima,  Peru;  Durango.  Mex.  (2  orders);  Salina  Cruz, 
Mex.,  and  Victoria,  Australia.  Two  i,ooo-kw.  steam  turbine  gen- 
crating  outfits  for  the  De  Beers  mines  at  Kimberly,  South  Africa, 
have  been  shipped,  being  the  largest  yet  exported. 

THE  W.  T.  VAN  DORN  CO.,  Chicago,  manufacturer  of  the 
Van  Dorn  automatic  coupler,  has  removed  to  No.  929  Monadnock 
Block.  Mr.  Van  Dorn  reports  business  exceedingly  good,  couplers 
for  interurban  roads  especially  being  in  great  demand.  The  com- 
pany has  just  shipped  or  delivered  the  following  orders:  Brooklyn 
Rapid  Transit  Co.,  for  elevated  service,  550  complete  drawbar 
couplers ;  John  Stephenson  &  Co.,  additional  order ;  Aurora.  Elgin 
&  Chicago  Ry.,  a  large  order;  Union  Traction  Co.  of  Indiana,  45 
equipments;  New  York,  New  Haven  &  Hartford  R.  R.,  additional 
order  for  electric  division ;  St.  Louis  Car  Co.,  and  John  Stephen- 
son &  Co.,  one  carload  each  for  Interborough  Rapid  Transit  Co., 
New  York;  Chicago  South  Side  Elevated  Railroad  Co.,  20  car 
equipments;  Manhattan  Railway  Co.,  New  York,  a  large  consign- 
ment. Recent  orders  received  were  from  Jackson  &  Battle  Creek 
Traction  Co.,  for  12  drawbar  equipments  same  style  as  Manhat- 
tan "L";  Chicago  &  Milwaukee  Electric  Railway  Co.,  12  equip- 
ments ;  Colorado  Springs  Rapid  Transit  Co.,  Anaconda  Copper  & 
Mining  Co.,  and  a  large  number  of  smaller  orders.  The  Van  Horn 
couplers  are  made  in  17  sizes. 

THE  ELECTRIC  STORAGE  BATTERY  CO.,  of  Philadel- 
phia, among  recent  contracts  for  installations  of  the  "Chloride 
Accumulator"  in  railway  service,  has  closed  two  with  the  Portland 
Railroad  Co.,  to  be  located  at  Yarmouth  and  Underwood  Park,  Me. 
The  battery  at  Yarmouth  consists  of  216  cells,  having  a  capacity  of 
134  kw.  h.,  and  is  placed  midway  from  the  power  house  on  the  same 
branch,  and  consists  of  252  cells  with  a  capacity  of  604  kw.  h.  Con- 
tracts have  also  been  closed  with  the  Seattle  Electric  Co.,  Seattle, 
Wash.,  for  a  battery  of  288  cells,  with  a  capacity  of  628  kw.  h. ;  the 
Watcrville  &  Oakland  Ry  Co.,  Waterville,  Me.,  for  a  battery  of  220 
cells  with  a  capacity  of  205  kw.  h. ;  the  Reading  Power  Co.,  at 
Reading,  Pa.,  for  a  battery  of  264  cells  with  a  capacity  of  740  kw.  li. 
The  Portland  &  Brunswick  Railway  Co.,  Brunswick,  Me.,  has  in- 
creased the  capacity  of  its  battery  by  the  addition  of  plates,  and  the 
Camden  Interstate  Railway  Co.  has  contracted  for  the  third  battery 
of  "Chloride  .Accumulators"  on  its  system,  this  last  one  to  he  lo- 
cated at  Huntington,  W.  Va.,  and  consist  of  288  cells,  with  a  capac- 
ity of  314  kw.  h.  The  company  has  also  recently  installed  two 
I)alleric5  each  of  700  kw.  cajwcity  for  the  United  Traction  Co.,  Al- 
bany, N.  Y.,  and  has  closed  a  contract  with  the  Savannah  (Ga.) 
Electric  Co.  for  a  battery  of  480  ampere  hours  capacity.  About 
June  1st  the  Cleveland,  I'ainesville  &  Eastern  Railway  Co.  will  in- 
stall a  battery  of  chloride  accumulators  with  a  capacity  of  480  kw. 

E.  P.  ROBERTS  &  CO.,  consulting  engineers,  of  Cleveland,  O., 
announce  that  owing  to  the  incrca.sing  demands  of  their  eastern 
business  they  have  opened  a  branch  ofTicc  at  25  Broad  .St.,  New  York 
City,  under  the  management  of  William  C.  Andrews,  E.  E,,  eastern 
representative.     It  is  believed  that  the  increased  financial  and  en- 


Crcaghcad 
Flexible 


Brackets 


74 


STREET  RAILWAY  REVIEW. 


ARMATURE 

AND 

FIELD   COIL 

VARNISH 


fJiO^'^' 


0  FOR  (5 


!oCK 


^'^'V/.W 


^i 


^ffK  R^ 


WATER-PROOF 


ACID-PROOF 


WILL  NOT  MELT  OR  PEEL. 
A  PERFECT  INSULATOR. 


The    Highest   Grade   Varnish    on 
the  Market 


STANDARD  PAINT  COMPANY 


NEW  YORK 


CHICAQO 


lOO  William  Straat  188-eo  Madison  Street 


HAMBURG 


LONDON 


gincrring  advaiUagcvi  afTurilr<l  by  the  New  Yurk  office  will  |>ro%'e 
i>(  value  to  those  coiiteniplaling  llie  construction  or  reurganizaliuii 
of  electric  railway,  power  and  lighting  plants,  or  desiring  advice  on 
electrical,  mechanical  or  civil  engineering  problems.  The  company 
In  prepared  to  take  up  work  in  any  kx-ation  and  its  large  ex- 
perience in  making  preliminary  reports,  plans,  specifications,  in- 
vestigation of  existing  properties,  supervision  of  operating  plants, 
etc.,  enables  it  to  make  unprejudiced  and  conservative  estimates  on 
the  construction  or  reorganization  of  electric  railway  and  lighting 
plants,  power  transmission,  steam  and  hydraulic  plants,  heating  and 
ventilating  plants,  etc.,  and  to  act  as  consulting  and  supervising 
engineers  for  the  entire  undertaking  until  completion  and  during 
operation.  A  partial  list  of  work  with  which  E.  P.  Roberts  &  Co. 
have  been  associated  includes  -3  electric  railways,  64  central  sta- 
tions for  the  distribution  of  electric  light  and  power,  gas,  heat  and 
water,  and  135  isolated  plants,  .\mong  the  electric  railways  referred 
u>  may  be  mentioned  the  Dayton  &  Muncic  Traction  Co.,  Muncie, 
Hartford  &  Ft.  Wayne  Railway  Co.,  Northern  Texas  Traction  Co., 
Southern  Michigan  Traction  Co.,  Davenport  (la.)  &  Clinton  Rail- 
way Co.,  Du  Bois  (Pa.)  Electric  &  Traction  Co.  The  members  of 
ilic  firm  arc  E.  P.  Roberts,  M.  E.,  and  I.  H.  Sherwood,  E.  E.  The 
oliief  assistant  engineers  are  M.  A.  Munn,  C.  E.,  Alwin  Hofmann, 
.\l.  E.,  and  Bret  Ilarter,  E.  E.  The  total  force  employed  is  28.  The 
liusiness  was  established  in   1893. 


WONDERLAND  FOR   1903. 


"Wonderland  fur  Ig03.  issued  by  the  passenger  department  of  the 
Norlhern  Pacific  Railway  Co.,  contains  112  pages  of  matter  written 
by  Olin  D.  Wheeler,  descriptive  of  the  country  contiguous  to  the 
railway  system.  It  is  very  attractively  gotten  up  and  profusely  illus- 
irated.  Some  of  the  special  features  of  this  number  are:  "The 
Travels  of  Father  Hennepin,  the  Franciscan  Friar,  in  the  North- 
west in  the  17th  Century;"  "The  Mandan  Indians  of  the  Upper 
Mississippi    River;"   "Irrigation    in   the   Northwest;"    "Yellowstone 

National  Park; I'he  Columbia  River,  the  So-Called  Oregon." 

The  covers  of  1903  Wonderland  form  a  work  of  art  of  a  very 
high  order,  being  a  reproduction  of  a  painting  by  Alfred  Lenz  de- 
picting a  mountain  fastness  in  the  foreground  of  which  a  North 
.\nierican  Indian  stands  out  in  dignified  relief.  The  book  will,  as 
heretofore,  be  sent  to  any  address  by  sending  six  cents  to  cover 
postage  to  Charles  S.  Fee,  general  passenger  agent,  St.  Paul.  Minn. 
It  is  worth  sending  for. 


FOUR-TRACK  NEWS  FOR  MAY. 


This  month's  Four- Track  News  contains  an  interesting  sketch  of 
<il(l-tinu'  Albany  under  the  caption,  "An  Ancient  .\nierican  City," 
by   L.   K.   Becker.     "Literary  Concord,"  by  Jennie  Campbell   Doug- 


Dovsnhof  93         20  Rue  St.  Georcee  SB  City  Road.  E.  C. 


QdC 

PNBUMnC  TOOLS 


W< 

fpN 

I  I   SDIPLB  STRONG  AND 
I  I  SERVICEABLE 

USE  THEM  AND 
SAVE  TIME  AND  MONEY 

SCrSO  FOR  CATALOG 

RAILWAY  APPLIANfES^. 

OEMERAl    orriCE5  NEW  YORK 

OLD  COIOMY  BID. 


STREET    RAILWAY    REVIEW. 


75 


lass,  affords  glimpses  of  Ralph  Waldo  Emerson's  home;  the  "OKI 
Manse,"  made  memorable  by  Hawthorne,  and  Louisa  M.  Alcott's 
"Orchard  House".  W.  S.  Dunbar  contributes  "The  Development 
of  the  Steamboat."  a  verj-  readable  article  illustrated  by  reproduc- 
tions of  rare  old  prints.  The  foregoing  are  but  a  few  of  the  many 
choice  bits  published  by  George  H.  Daniels.  Grand  Central  Station. 
New  York. 

SUMMER  VACATION  TRIPS. 


Write  the  undersigned  for  a  copy  of  Wabash  Summer  Tour 
Book  outlining  many  attractive  summer  vacation  tours,  with  maps, 
rates,  etc. ;  also  illustrated  folders  telling  all  about  the  N.  E.  A. 
excursions  to  Boston  and  Epworth  League  excursions  to  Detroit 
in  July.  F.  A.  Palmer,  .^ss't  Gen.  Pass.  Agt.. 

311  Marquette  Bldg,  Chicago.  HI. 


WABASH  R.   R.  EXCURSIONS  TO  BOSTON. 


The  Wabash  R.  R.  has  arranged  for  excursions  from  Chicago  to 
Boston  and  return  in  connection  with  the  42d  annual  convention  of 
the  National  Educational  .Association,  to  be  held  in  Boston,  July 
6-10,  1903.  Tickets  will  be  sold  good  to  leave  Chicago  July  2,  3,  4 
and  5  and  will  be  good  without  deposit  for  return  passage  not  earlier 
than  July  8th,  nor  later  than  July  12th.  For  a  slight  additional  cosi 
tickets  may  be  extended   to   September   1st.     The   rate  will  be  one 


-^^ 


^  V. 


The  Man  Who  Pays  the  Bills 

has  a  vital   interest  in  Tnakinjj  them  as 

small  as  possible. 

Your  oil  bill  is  probably  over  twice  as 

large  as  it  ought  to  be. 

Anyhow,  we  are  willing  to  make  you  a 

positive  guarantee  that  we  can  reduce 

it  at  least  SO  per  cent,  bv  the  use  of  a 

CROSS  OIL  FILTER. 

This  m.ichine  reclaims  and 
purifies  the  lubricating  oil  that 
you  are  now  throwing  away  as 
useless.  By  using  this  oil  over 
and  over  again  you  can  very 
quickly  make  the  Filter  pay  for 
itself. 

Our  word  is  good,  but  we 
would  rather  you  would  see  it 
work  for  yourself.  We  will  send 
the  Filter  on  30  days'  trial.  If  it 
doesn't  cut  your  oil  bills  down 
one-half,  there's  no  money  to  pay. 

"Wi-  havr  bf-en  uniiiif  ont*  of  your  Oil  FilterK 
pant  two  HeaMins.  and  it  has  reduced  our  lubricati 
:i  little  tiTcr  5.''  percent." 

I.AKS  <:iiARi,Ks  rLA 


^ 


for  the 
nif  bill 


Kick  Mili-inc 
Can  you  afford  to  tvait  longer?     We  th'nk  r 


Burt      Manufacturing     Co., 

AKRON.     OHIO.     U.    S.     A. 

[..irfeil  .M.iiiuta.  lur.r«  of  li.l  Fill.rs  .n  th.-  W.irl.l 


PEPPER  &  REGISTER, 

GENERAL  CONTRACTORS. 

Complete  Construction  and  Equipment  of  Electric  Railways. 

1414.  S.  PENN  SQUARE,     PHILADELPHIA.  PA. 


ESTABLISHED  18a3. 


FRED  T.  LEY  &  CO. 

CONTRACTORS 


Electric  Railways  Built  and  Financed  Franchises  Purcliased. 

Phoenix  Bldg.,  SPRINGFIELD,  MASS. 


SHEAFF  <&  JAASTAD. 

ENGINEERS, 

85  Water  Street,    BOSTON,  MASS. 


Civil,  Mechanical  and  Electrical 
ENGINEERS 

GENERAL  CONTRACTORS 

For  the  complete  design,  construction 
and  equipment  of 

Electric  Railways 

special  attention  given  to 

INTERURBAN  RAILWAY  PROJECTS 

Securities  Accepted  and  Negotiated,  Examination!,  Reports,  Esti- 
mates, Plans,  SpeclHcatlons  and  Supervision. 

Electrical  Installation   Co. 

Incorportated  1893.  MONADNOCK   BUILDING.  CHICAGO. 


JOHN  BLAIR  MacAFEE 

THE  BUILDING  AND   EQUIPMENT   OF  STEAM 
AND  ELECTRIC  RAILWAYS,  POWER    PLANTS 
AND  LIGHTING  SYSTEMS. 
PRELIMINARY  ENGINEERING  WITH  ESTIMATES. 
REPORTS  ON   PROPERTIES  IN   OPERATION. 

Harrison    Building,    Philadelphia. 


STEEL    BRIDGES,    BUILDINGS   AND   ROOF    TRUSSES. 

PLANS    AND     E.STIMATES     FURNISHCD     ON     APPLICATION. 

The  BRACKETT   BRIDCiE  COMPANY,  Cincinnati,  O. 

Larice   itock   of   materUI   alwAya  cirrleJ   to   faiJIItate   mtkinic   prompt   ilcllvtrle*. 


76 


STREET    RAILWAY   REVIEW. 


Edward  H-  K'tfleld, 

.  .  .  flDccbanical  jetiflinccr  .  .  . 


53  State  Street. 


BOSTON 


ELHCTRIC  LIGHTING  AND  STREHT  RAILWAY  POWER 
STATIONS  AND  BlULDiriGS. 


FORD,  BACON  &  DAVIS 

i:N(iiNi:i:Ks 

24  Broad  Street,        New  York 


211M  First  Avfnue 
I50)  <;rnad  Avuitiii- 
131   N.  Coll.-ife  Si. 


BRANCH  UFFICBS 


Itirttiiiik'liam.  Ala. 
KaiiHas  CUv.  Mu. 
Na-hvill.-,  'riim. 


GEO.  TOWNSEND. 


WM.  S.  REED. 


Townsend  Reed  &  Co., 

RaII\A/ay     Bullciers 


1206  Stivimaon  BtDA., 


INDIANAPOLIS.  IND 


CUAS.  C.  TENNIS.  E.  G.  RIETMAN,  O.  H.  BATTIN, 

Pkhsidbnt.  Sbcv.  and  Trbas.  Vice  Pkbsidbnt. 

THe  Tennis  Company, 

Erlectric    Railroad  Construction. 

22-23  SWIFT  BUILDING,  CINCINNATI,  0. 

Long  Distance  Telephone. 


first-class  fare  one  way,  plus  $j  (representing  the  membership  coupon 
in  the  N.  E.  A.),  for  the  round  trip.  The  Wabash  has  seven  routet 
to  Boston,  but  variable  routes  may  be  selected  at  additional  cost. 

In  connection  with  these  excursions  a  college  extension  European 
(■)ur  of  one  month  is  offered  for  $188  from  any  point  in  Iowa,  Illi- 
nois, Ohio,  Indiana  and  Michigan,  and  from  St.  Louis,  Kansas  City, 
I  iniaha  and  Minneapolis.  Steamers  sail  from  Boston  July  7th.  Full 
particulars  concerning  the  above  offers  nay  be  obtained  from  Mr. 
F.  A.  Palmer,  assistant  general  passenger  agent,  97  .^dams  St., 
Chicago. 

*  I  » 

STREET    RAILWAY  PATENTS. 


This  list  of  patents  furiii>licd  liy  1.  Keed  Clift,  Patent  Allorncy, 
Washington,  D.  C,  from  whom  all  information  concerning  patents, 
etc.,  can  he  obtained. 

No.  7JA068.  March  3,  1903,  P.  J.  Wilson,  Ben  Lomond,  Cal. 
Station  indicator. 

No.  722,097.  March  3,  1903,  George  Gihbs  et  al..  New  York. 
N.  Y.     Car  platform  vestibule. 

No.  722,154.  March  3,  1903,  John  Shellon,  Denver,  Colo.  Car 
brake  mechanism. 

No.  722,187.  March  3,  1903,  Thomas  W.  Russell,  Boston,  Mass. 
Snow  removing  flange. 

No.  722,789.  March  3,  1903,  Adolf  Sclz,  Flemingsburg,  Ky. 
'I'rolley  wheel  for  electric  Irani  cars. 

No.  722,280.  March  10,  1903.  John  A.  Brill  et  al.,  Philadelphia, 
I'a.     Convertible  car. 

No.  722,579.  March  10,  1903,  Carl  E.  L.  Helbig,  Dresden,  Ger- 
many.    Fender. 

No.  722,608.  March  10,  1903,  Robert  L.  McCartney,  Ottiimwa. 
Iowa.    Trolley  for  electric  railways. 

No.  722,691.  March  17,  1903,  Gottlieb  Geigcr,  Cleveland,  O.  Life 
guard  for  tram  cars. 

No.  722,772.  March  17,  1903.  Chas.  A.  Terry,  New  York  City, 
N.  Y.     Current  colleciiiig  device  for  electric  railways. 

No.  722,795.  March  17,  1903.  Carl  .\nsorge,  Chicago,  111.  Rail- 
way coach. 


K.    H. 

I'IKHCl-: 

.s.  0.  nkili;k 

11.    .\.    KOKINSdN 

TetepJ>one  Harrijon  592 

Pierce, 

Richardson 

& 

Neiler 

Electrical  and  Mechanical 

Eng 

ineers 

1405-14 

II  MANHATTAN  BLDG., 

315  DEARBORN  STREET  | 

CHICAGO 

1 

Archbold-Brady   Company. 

ENGINEERS  AND  CONTRACTORS. 

ELeCTRIC  RAILWAYS.  E  LEOTRIC  LIGHT  PLANTS. 

HIGH   TENSION   POWIR  TRANSMISSION. 

Dftien  iind  t'tiiisitrurtloii  of  Kridtrt-s  and  Strarlaral  Stepl   Work. 

918  and  920  University  Building,       SYRACUSE,   N.  Y. 


SANDERSON    &    PORTER 

ENGINEERS   AND 
CONTRACTORS 

ELECTRtO    RAILWAY,    LIBHTINQ    AND     POWER    PLANTS 
HYDRAULIC     DEVELOPMENT 


31    NASSAU    ST. 


NEW   YORK 


EDWARD  P.   BURCH, 

Member   American   Instilote 
of  Electrical  Engineers. 

Consulting     Engineer 

Estimates.  Plans  and  Specifications 
for  Heavy  Electric  Railways. 

Guaranty  Building,  Minneapolis,  Minn. 


FREDERICK  SARGENT. 

A.  D.  LUNIIV. 

SARGENT 

& 

LUNDY, 

EISGIIS  EERS. 

-♦«5 

--♦S  Van     Buren     St 

• 

CHICnGO,    IL-L.. 

J.  HOLT  GATES  &   CO. 

ELECTRIC  AND  STEAM  PLANTS 

COMPLETE      ALTERNATING    AND 

DIRECT    CURRENT    POWER    PLANTS 
Representatives, 

SKINNER  ENGINE  CO.,    QUINCY  ENGINE  WORKS. 

1436    MONADNOCK   BLK.  CHICAGO 


ALBANY  GREASE 


Never    Failed    to    Kednc*  1 
ot   Joaroal     Where    L'led.  J 

The  Albany  Electric  Holor  \ 
Qreaee  Is  the  only   rreaAe  ( 
used  from  Maine  toCallfor-  | 
nla  that  fires  universal  aat- 
lafactlon.    Why?   Because  It  ] 
does  the  work  required,  haa  ) 
proven  Itself  cheaper  than  ; 
any  of  the  motor  (reases  on 
the  market  today,  and  Is  al- 
ways  uniform    In    quality. 


Win  send  a  ker  (100  lbs.) 
of  our  Grease  for  trial  on 
approval  at  our  regular 
barrel  price. 


STREET    RAILWAY    REVIEW. 


77 


No.  722,980.  March  17.  1903,  .\(lolph  Hepola.  Hibbing,  Minn. 
Safety  operating  niedianism. 

No.  723.182.  March  17,  190J,  James  .-V.  Reader.  .Ann  ,\rbor.  Mich. 
.\utomatic  street  indicator  and  advertiser. 

No.  723,297.  March  24,  1903,  Wm.  H.  Nightingale,  Philadelphia, 
Pa.     Duplex  air  brake  system. 

No.  723,300.  March  24,  1903.  David  E.  Pepin,  Ware,  Mass.  In- 
terchangeable tuniout  for  railways. 

No.  723.360.  March  24,  1903,  F.  H.  Burnham,  Essex,  Mass.  Con- 
troller reverscr. 

No.  723,690.  March  24,  1903,  Geo.  W.  Linder.  Baltimore,  Md. 
Switch  for  electric  railways. 

No.  723,739.  March  24.  1903,  E.  G.  Schwarz,  New  York,  N.  Y. 
Station  indicator. 

No.  723,867.  March  31,  1903,  T.  W.  Heatley,  Cleveland,  O. 
Switch  turner  for  electric  railways. 

No.  723.916.  March  31,  1903,  Daniel  P.  Powell.  Denver,  Colo. 
Safety  device  for  car  fender. 

No.  723,927.  March  31,  1903,  B.  F.  Schnioldt  et  al,  Cleveland  O. 
Wheel  fender. 

No.  724,009.  March  31,  1903,  C.  Hengen,  North  .\mhcrst,  O. 
Trolley  wheel. 

No.  724,169.  March  31.  1903,  F.  W.  DresscI,  New  York,  N.  Y. 
Signal  lamp  for  railway  cars. 

No.  724.180.  March  31,  1903,  Lawrence  Griffith,  Yonkers,  N.  Y. 
Pneumatic  switch  apparatus. 


L.  Hotling'St£forth^  Jr. 

He-signing  and  Con-ttructing  Engineer. 

COMPLErE  ELECTIHC  LIGHTING 
A.VIl    RAILWAr  POUElt   PLANTS. 


♦  /2  Cirard  -Btiitding.    THI LAVELTHIA..  TA.. 

220  IiroaJ-."ii\\  .W:-  I'ori-.  .V.  }'.  ,-j  k'ilhy  S/ii'i'/.  I'o.sioft,  Mass. 


J,  G.  White  &  Company, 

INCORPORATED. 

ENGINEERS,  CONTRACTORS. 

29   BROADWAY, 
NEW  YORK,  N.Y. 

LONDON    COHRE8PON0BNTS 

J.  a.  WHITE  &  COMPANY.   Limjtio. 

22A  COLLEGE  HILL.   CANNON  8T. 


Columbia  Construction  Company 

INCORPORATED 

Engineers  and  Ganiral  Contractirs 
Electric   Railways 

REPORTS    ON    PROPERTIBft 


PHINCI'tl  OPPloa  I  COLBY  axo  ABSOTT  BLOa. 

MILWAUKEE.   WIS. 

CLBMBNT  O.   SMITH.   Priis.  *«D  Qan.  MNan. 


JOHN  J.  LIGHTER. 

WM. 

JENS. 

LIGHTER 

&  JENS. 

Consulting,   Civil, 

Hechanical  and 

Electrical  Engineers 

1303-1304     CHEMICAL     BUILDINQ, 

ST.  LOUIS, 

MO. 

CHA*.  C.  ARMSTRONG 


WILLIAM  L.  FIRGUS 


Chas.  G.  Armstrong  &  Co. 

CONSULTING  ENGINEERS 
1510  Fisher  BIdg.  CHICAGO 


ARNOLD 
ELECTRIC  POWER  STATION  CO. 


ENGINEERS,  CONTRACTORS. 

Designers   and  Builders  of  Complete  Electric    Railway, 
Lighting  and  Power  Installations,    v*    4*    ^f    V    ^f    V 


Transit  Building, 
NEW  YORK. 


Marquette  Building, 
CHICAGO. 


Qco.  W.  KNOX,  Pres. 


R.  M.  MASKETT.  Sec'y 


KNOX  ENGINEERING  CO., 

ENGINEERS  AND  BUILDERS. 

ELECTRIC  RAILWAYS,  ^  ^ 
LIGHT  AND  POWER  WORK. 

Fisher  Building-,  Chicago. 

Telephone  Harrison  50. 


CONSULTING   and   CONTRACTING 


ENGINEERS 


Slc«m,  Elertric  and  Ekvaled      Examinations  and  Reports 
Railways.  Surveys.  Estimates  on  Railways  and 

Plans  and  Specifications other  Properties. 


QEO.  WESTON. 


CHAS.  V.  WK9TON 
MIM.  A.  80C.  O.  ■. 


Weston  Brothers 

MlRCMANTS-  LOAN    A,    THU»TBL00.  ..,CHICAG0 


IT 


78 


STREET    RAILWAY    REVIEW. 


m 


DallastGars 

BDTTDM  AND   SIDE    DUMP 
FOR  STREET  &  INTERURBAN 
RAILWAY    LINES. 


I  v^ir 


WESTERN  BOrrOtI  WIMP »R 


CENTER    DUMP 


Adopted  by  m.iny  Electric  Lines  as  Standard. 
Low  construction,  only  4  feet  to  top  of  sides 
of  S-yard  gravel  car,  consequently  easy  to 
load.  Two  styles— two  sizes-  5  and  6  yard, 
any  gauge, 

The  celebrated  Western  Side  Dump  Cars  are 
cheaper  to  operate  than  any  others  and  have 
no  tendency  to  get  off  the  track. 

Our  Hew  Pamphlet.   "Intenirban  Roadbeils"  Eives  full 
description . 

WESTERN  WHEELED  SCRAPER  CO. 

AUROliA,     ILL. 


0!?^ 


'llMunmnnraninnHnMiuai 


fi8^ 


THE  ARBUCKLE-RYAN  CO. 

GENERAL  CONTRACTORS  FOR 

STEAM    POWER    PLANTS 


RUSSELL  ENGINES         STIRLING  BOILERS 


A  FEW  PLANTS  RECEXT1.Y  EQUIPPED  : 


KCSSKLL 

3000  H.P. 

1900 

ISOO 

1500 

1200 

IM) 

900 

500 

SOO 

800 
1900 
1300 


ENGIHES.  STIRLING 

Edw.  Ford  Plate  GUst  Works.  Toledo,  Ohio 
Toledo  it  Weitcro  Electric  Railwaj,  Toledo,  Ohio 
ClcTeland  tjb  t^astern  Railway,  CleTeland,  Ohio 
Bay  Cities  Coasolidated  St.  Ry..  Bay  City,  Mich. 
Saodusky  Interurbaa  St.  Ry.,  Sandusky,  Ohio 
IndianapoliB  &  Greenfield,  lndianapt>liB,  lad. 
Mississippi  Valley  Transit  Co.,  St.  Louis,  Mo. 
Wichita  Railroad  4  Light  Co.,  Wichita,  Kas. 
Kokomo  Railroad  A  Liffht  Co.,  Kokomo,  lad. 
Toledo,  Fostoria&  Findlay  Ry.,  Fostoria,  Ohio 
Stark  Electric  Co.,  Alliance,  Ohio 
Detroit  Portland  Cement  Co  ,  Frcnton,  Mich. 

TOLEDO,  OHIO 


BOILERS. 
4000  HP. 
1000 
IJOO 
1050 
1200 
lOOO 

550 
1000 

600 

800 
1400 
1000 


No.  724.194.  March  31,  1903,  Thomas  Maroiicy,  Buffalo,  N.  Y. 
Car  replaccr. 

.\o.  724,277.  March  31,  1903,  John  H.  Fowler,  Somerset.  Ky. 
Car  replaccr. 

No.  724,271.  March  31,  1903,  R.  L.  Ellery,  Portsmoulh,  N.  II. 
Radial  car  truck. 

No.  724,358.  March  31,  1903,  John  M.  Wilbur,  Colorado  Springs, 
Colo.    Switch  operating  apparatus. 

No.  724,479,  April  7,  1903,  Chas.  H.  Jerrard,  East  Ham,  England. 
.\pparalus  for  cleansing  tram  rails. 

.\o.  724,493,  .\pril  7,  1903,  George  J.  Peacock,  Pittsburg,  Pa.  Oiler. 

-No.  724,508,  April  7,  1903,  Chas.  V.  Rote,  Lancaster,  Pa.  Com- 
bined rail  and  wheel  car  brake. 

No.  724,766,  April  7,  1903,  Chas.  \.  Willard,  St.  Louis,  Mo.  Street 
car  safety  guard. 

No.  724,821,  April  7,  1903,  Fred  Davison,  Bath,  N.  Y.  Car  oper- 
ated automatic  tramway  switch  mechanism. 

No.  724,927,  .April  7,  1903,  Chas.  A.  Olsen,  Pittsburg,  Pa.    Trolley, 

No.  724,937,  April  7,  1903,  John  Rawles,  East  Galesburg,  HI.  Street 
car  fender. 

No.  725,079,  April  14,  1903,  G.  C.  Hawkins,  Boston,  Mass.  Electric 
car. 

No.  725,116,  April  14,  1903,  J.  J.  Moore,  St.  Louis,  Mo.  Safety 
gear  and  signal  system  for  railways. 

No.  725,221,  .April  14,  1903,  Troy  Cope,  New  VVaterford,  O.  Elec- 
tric switch. 

No.  725,286,  April  14,  1903,  H.  J.  Powell  and  O.  H.  Schneider, 
Frostburg,  Md.    Car  brake. 

No.  725,300,  April  14,  1903,  Chas.  A.  Tyndall,  Troy,  N.  Y.  Sign 
attached  to  trolleys. 

No.  725.446,  April  14,  1903,  James  H.  Hulings,  Parsons,  VV.  Va. 
Car  fender. 

No.  725,650,  April  21,  1903,  Chas.  E.  Badger,  Minneapolis,  Minn. 
Switch  operating  mechanism. 

No.  725,667,  .April  21,  1903,  Chas.  A.  Bray,  Schenectady,  N.  Y. 
Trolley  pole. 

No.  725,985,  April  21,  1903,  Frank  C.  Newell,  Wilkinsburg,  Pa. 
Electromagnetic  brake. 


The  Audit  Company  of  Illinois 

NEW  YORK   LIFE   BUILDING 

CHICAGO 

PUBLIC    ACCOUNTANTS    AND    AUDITORS 

OFFICERS: 

L,   A,   WALTON,    PMUDBNT  P.   W,    LITTLE,   VlO«-PII»»ID«MT 

C,    D.    ORGAN,   SeCRBTARY  AND  TRRASURRR 

C.   W-   KNISELY.   MANAGER 

DIREOTOH8: 

A.    Q.    BECKKA.   a.  O.   Bsoksn  a  Co.,  Cmio««o 

F.   W.    LITTLR.  Vio».R»««T.   ».o«i»  C«>  A  ILIOTRIO  Co.,  Plo»i< 
Q.    A.    RVTMRR.  CASHtcn   Natiomal   Livt    Stook    Banic,  Ohioa«o 
J.    R.   Walsh:    Rbisioimt  Cmioaoo   Hational   Banic.  Chioaoo 

L.   A.   Walton,  Vioi-Phist.  Thb  EOUITABts  Tsu«t  Co..  Cmioaso 

TELEPHONI  CENTRAL   3544. 


E.   SAXTOIN, 

Contractor, 

Cable   Railways,    Conduit-Electric    Railways, 

Trolley     Lines,    City   and   Suburban, 

Conduit  Systems,  Etc. 

Office.  123  G  Street  Northea.t.  WASHINGTON,  D,  C. 

Long  ^stance  Telephone,  East  640. 


STREET  RAILWAY  REVIEW. 


7^ 


No.  724.949,  April  7,  1903,  H.  B.  Rowland,  Philadelphia.  Pa. 
Ventilator  for  motors  for  cars. 

No.  725,995.  .^pril  21.  1903,  Edward  G.  Shortt.  Carthage,  N.  Y. 
High  speed  brake  mechanism. 

No.  726,061,  April  21,  1903,  \Vm.  A.  Heyes,  Wigan,  England. 
Safety  device  for  preventing  accidents  from  trolley  wires. 

No.  726.129,  April  21,  1903,  .A.  L'.  Willing  et  al.,  Oelwein,  Towa. 
Drop  handle  brake  for  cars. 

No.  726.225,  April  21,  1903.  Henry  Klein,  Hoboken,  N.  J.  Ma- 
chine for  cutting,  cnishing  and  dislodging  ice  or  sleet  on  the  3rd  rail 
of  electric  railways. 

No.  726,269,  .April  28,  1903.  Edward  .X.  Everett.  Detroit,  Mich. 
Electric  track  circuit  and  method  of  insulating  same. 

No.  726,345,  April  28,  1903,  A.  D.  Ray,  Cleveland,  O.  Fastening 
for  car  fenders. 

No.  726,361,  April  28,  1903,  John  .\.  Shea,  Philadelphia,  Pa.  Elec- 
trical switch  lock. 

No.  726.390,  April  28,  1903,  \Vm.  E.  Zachry,  New  York.  Car 
fender. 

No.  726,501,  April  28,  1903,  Ale.x.  Bouvier,  Concord,  Mass.   Switch. 

No.  726,600,  .April  28,  1903,  to  L.  Wheeler,  et  al.,  Wheaton,  111. 
Rail  contact  shoe  and  support  therefor. 

No.  726,612.  April  28,  1903,  John  L.  Abiez,  jr..  Homestead,  Pa. 
Switch. 


T.  REED  CLIFT, 
soircj.or  Patents,  Trade  Marks,  Etc. 

WASHINQTON,  D.  C. 


I  Electric     R.ailwax     Bonds,  i 

We  deal  In  and  have  special  facllitlea  for  hondllcff  total  iBsuea 
Electric     RalliA/ay     Bonds 

BONNER    (Si    CO.,    Banh«r.. 

SPITZER  ARCADE  TOLEDO.  O. 


WE  msj  pMUf  m  WE  $mm 


for   the  protection  of  Car-roofs,    Trucks,    Tanks, 
Bridges,  Trolley-poles.   Corniefatetl-iron,    etc..    is 

Superior  Graphite  Paint. 

Fire,  rust  and  acid  proof,  does  not  crack  or  peel. 

Detroit    Graphite    Mf'g   Co. 

DETROIT  ^ 


WE  PURCHASE    ENTIRE   ISSUES   OF  ELECTRIC 
RAILWAY    BONDS, 

Cameron  &  (to. 
31  state  street    =»    Boston. 


STREET  RAILWAY  BONDS. 

We  purchase  total  issues  of  Street  Railway  Bonds  on 
Properties  in  the  larger  cities. 

N.  W.  HARRIS  &  CO.,  Bankers, 

204  Dearhom  St.  (Marquette  BIdg,),  OHIOAGO, 

AUo  NEW  YORK  AND  BOSTON. 


HkNKY    .\.    EVBKETT  i 


Gkorgk  D.  Hakkr 


Moore,   Baker  &   Company 


B/\  INKERS 


19  CONURESS  STREET,  BOSTON,  MASS. 

Make  a  fit>ecial  basiness  of  Electric  Hailroad  limids.     Correspondence  invited 
relaiive  to  totil  issu^-s. 


F»OGSOIN,     PELOUBET     «fe     CO.. 

Public  Accountants. 

NEW  YORK,  30  Broad  Street. 

CniCAOO.  narquette  BullJIni. 

ST.  LUUIS,  Chemical  BuildlnE. 

BDTTe.  Henneisy  Building. 


WILKINSON,   RECKITT, 
WILLIAMS  &  CO. 

Public  Accountants  and  Auditors 


NEW  YOKK 
52  Broadway 


PHILADKLPHIA  CHICAGO 

.111.  Sl.'iih.'ii  i;irard  llldii.        tOI  5  Mar<|iiclU-  illdtf. 


i>oNiK»N  ai;knts 

Wooil  t  li  o  r  p f    Ilev.iii    &    Co. 

ClIAITKRHIJ  ACCOUMTANTH 


All  Claaaen  of  Fin.'incial  Kx.iininatiunH  and  AtiditH 
undertaken 


Otis,  \A/ilson  Sc  Co., 

•BA.JWK.E'RS' 
182  La  Salle  St..  Chicago. 

<  Tarchase  entire  issues  of  bonds  on     ^ 
desirable  electric  ratlivay  properties. 


GRANGER  FARWELL  &  COMP'Y 

Bankers  and  Brokers 


aa6  La  Salle  Street, 


71  Broadway,  Naw  York. 

39  5.  Pennsylvania  5t.,  Indianapolis. 


CHICAQO. 


THE  AUDIT  COMPANY 

OF  NEW  YORK 


Qucc*  Building 
New  York 


Ntw  York  LIU  BIdg. 
Chicago 


AUGITST  nELMONT,  Actinp  President. 
WILUIAM  A,  NASH,  Vice  President. 
JOHN  J,  MITCHELL,  Vice  President. 
THOMAS  L-  GREBNE,  Vice  President. 

Examinations  of  financial  conditions,  audits  of  ac- 
counts, appraisals  of  land,  building's  and  machin- 
ery. Certificates  of  values  issued  which  are  ac- 
cepted by  financiers  in  large  or  small  underwrite- 
ings.  Appraisals  in  connection  with  audits  enable 
the  showhii^  of  complete  values. 


80 


STREET  RAILWAY  REVIEW. 


DEPARTIMENT 


ADVKRTISEMENTS  fur  Ui-Ipor  l»OBi- 
tloDH  Wantetl  will  be  printc<l  in  tbio 
column,  oDce,  free  for  a  Sut>8crll>er. 
Extra  lasariioD  $1.00  each.  Adviae  ns 
bj  the  5th  of  the  nionih  if  yuu  wish  to 
have  your  ad.  appear  affain. 

Pomition   M^&nted 

Ah  chief  Motornian  or  AssistaDt  Superintendenl. 
or  Snperlntendenl  of  a  Rmall  roail,  by  a  m.in  bar- 
ia|r  bad  I*^  Tear*i' cx)MTieace  in  tb<-  fitreet  railway 
busliie^A.  Strictly  tempsrate  and  able  to  give  flrftt- 
clase  refcrrnccB  at  lo  ability,  etc. 
5>1         Addreia5-9,  care  Street  Railway  Review. 


RELAYING   RAIL 

\Vr  itM  II  .(till  offtT  for    ininiedialf  »Ip1i\>tv 

nnv  p..rl  Inn  of 

2.750     tons  ^^  lb.    Steel 
Relaying  Kails  with  Angles 

V-   <  K    B.  an  V    ) It   i<II  t)l<- 

St.  Louis  Southwestern    Railway 

Cotton   "Bell  R^outr 

Templetoi,  Kenly  &  Co.  Ltd. 

42         The  Rookory,  CHICAGO 


WHAT    IS     SCHAPIR0-0RAPH7 

Th«*  l>Bpll(-ft»or  that  cleanly  multl- 
cupieti  Ally  thiaif  wriltea  with  \>tn  or 
ijrpewriter.aldo  moHic  drawloifK.  etc. 
One  t>ri(inal  tflvei  ISO  copiei.  lil»«k 
ink  in  15  minatea.  Aveida  ateocil, 
waahintf;.  delayn  andrspaaaive  Rn|>- 
plieft.  Price,  completei  cap  alia  ont- 
tit,  $1.00.  Durablr  for  years.  Sent 
on  5  daya'  free  trial  without  depoHlt. 
The  T.  5chap4ro-vrapta  Co.,  »(,$  BroMway.  N.  V 


The  Niles  Car  and 
Manufacturing  Co. 

NILE5,  OHIO.  I'.  S.  A. 

Manufacturers  of 

Steam  and  Electric 


Passenger   Cars 

WORKMANSHIP   AND  MATERIAL   THE 
t  f    BEST.    INQUIRIES  SOLICITED. 


>^ 


For 
vSale 

A  Track  Drill. 
Never  been  used. 
Cheap   for  Cash. 

ADDRESS 

'♦CASH" 

Care  Street  Railway  Review. 


Second-hand 
Equipment. 


If  you  have  for  sale  anything 
in  the  line  of  second-hand 
Electric  Railway  Equipment, 
an  announcement  in  the  Street 
Railway  Review  is  the  best 
means  of  getting  in  touch  with 
possible  buyers. 

Rates  upon  application- 


\J  ^^  *  tH.  P».  CAISME 


AXORS  AND  S£6?I 


MANUFACTURCD    SV 

ERON    EI-EC-rmOAI- 

ANSONIA.     CONN. 


foNTS 


117  A  \TTr*rV      Electric  Traveling  Crane, 
W  A  ^   I    r  1 1      45  1-2  inch  span.  15  to  25 
TT  n.11  1  i^l/,  to„,    for  immediate  de- 
livery.    Send  description  stating  rates. 

GREGORY  ELECTRIC  CO., 

54-62    So.    Clinton    St..      CHICAGO.     ILL. 


POSITION    •WANTE,D. 

I  would  be  pleased  to  correspond  with  an  interur- 
ban  street  railway  company  with  a  view  of  handling 
their  passenger  and  freight  business.  Have  had 
fifteen  years  of  experience  as  a  passenger  man,  and 
am  thoroughly  familiar  with  all  the  details.  Ad- 
dress 5-K  care  of  Street  Railway  Review. 


Illinois  Central  R.R. 

EFFICIENTLY 
SERVES 

A  VAST 
TERRITORY 

by  throii^'l)  service  to  and 
from  the  (oUuwIiik  cities: 

CINCINNATI, OHIO. 
NEW  ORLEANS,  LA. 
MEMPHIS,  TENN. 
HOTSPRINGS.ARK. 
LOUISVILLE,  KY. 
NASHVILLE,  TENN. 
ATLANTA,  GA. 
JACKSONVILLE,  FLA. 

Tlirough  exourslon  sleci.liiK^'ar  service  between 
Chicago  and  bclwccn  Cincinnati 

AND  THE  PACIFIC  COAST. 

Connections  at  abov.^  terminals  for  the 

EAST,  SOUTH,  WEST.  NORTH. 

Tast  and  Handsomely  Equipped  Steam.Heated 
Trains-  Dining  Cars-  Buffet-Library  Cars- 
Sleeping  Cars— Free  Reclining  Chair  Cars. 

Particulars  of  agents  of  the  Illinois  Central  and 
connecting  lines 

A.  H.  IIAXSOX.  C.en'l  Pass'r  Agent.  CHICAGO. 


CHICAGO,  ILL. 
OMAHA,  NEB. 
MINNEAPOLIS,  MINN. 
ST.  PAUL,  MINN. 
KANSAS  CITY,  MO. 
PEORIA,  ILL. 
EVANSVILLE,  IND. 
ST.  LOUIS,  MO. 


Very  Low  One-Way  and  Round 
Trip  Rates  to  the  Northwest 


VIA  THE 


Northern  Pacific  Railway 

One-way  colonist  tickets  on  sale  until 
June  Inth 

Round  trip  Ik imeseokcrs'  tickots  will   be  sold    M.ircli    1 7th    .ind   tlii' 
first  and  third  Tuesdays  of  April,  May  and  June. 

Tor  full  information  write  at  once  to 

CUAS.  S.  FEE,  (i.  V.  &  T.  A., 

St.  Paul.  jMinn. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


JUNE  20,  1903 


No.  <> 


Rockford  &  Interurban  Railway  Co. — 1, 


Growth  and  Development  of  the    System  Which   Includes  the    Rockford  &    Belvidere    Electric   Railway  Co. 

the  Rockford  Railway,  Light  &  Power  Co.,  and  the  Rockford  &  Freeport  Electric  Ry.,   Now 

Building  —  Organization  of  the  Consolidated  Company  —  Operating  Features — 

Electric  Express  Business. 


The  Rockford  &  Interurban  Railway  Co.  comprises  an  urban 
system  in  the  city  of  Rockford  with  a  suburban  branch  extending 
to  Belvidere  on  the  east,  and  the  Rockford  &  Freeport  Electric  Ry.. 
which  is  now  under  construction,  will  be  consolidated  with  the 
present  system,  making  a  through  route  of  43  miles  in  length  of 
which  Rockford  is  the  central  point.  This  system  had  its  begin- 
ning 23  jears  ago  when  the  first  mile  of  city  track  was  built  in 
Rockford    on    which    two    short    horse    cars    were    operated.      The 


the  new  company  extended  its  lines  to  .South  Rockford  and  to  the 
East  side.  This  company  met  with  great  opposition  from  the  old 
company  and  eventually  went  into  the  hands  of  a  receiver.  In  1895 
it  was  sold,  and  passed  into  the  hands  of  the  present  company 
in  1898. 

When  the  Rockford  City  Railway  Co.  and  the  Rockford  Traction 
Co.  were  consolidated  the  name  was  changed  to  the  Rockford 
Railway,  Light  &  Power  Co.     The  latter  name  was  changed  to  the 


CROSSINI.  Tin:  KISIIW.MTKKK  KIVKK   NEAK  CHKKRV   V.\I,1,KV. 


R'Kkford  Street  Railway  Co.  was  organized  in  1880  with  a  capital 
slock  of  $2rj,ooo.  A  state  charter  was  secured  Jan.  1,  18K1,  and 
a  franchise  was  granted  by  the  city  council  June  27,  1881.  In 
September  of  the  same  year  it  was  decided  to  build  an  extension 
of  the  line  to  the  Fair  Grounds  and  the  capital  slock  of  the  com- 
pany was  increased  to  $80,000.  During  the  first  six  years  of  its 
existence  the  company  made  a  little  money,  but  when  it  commenced 
to  extend  the  lines  to  the  more  thinly  populated  parts  of  the  city 
the  properly  ceased  to  l)C  a  paying  one.  In  1889  the  property  of 
the  old  company  was  purchased  by  the  present  owners  and  the 
|K»wer  was  changed  to  electricity.  I'nder  the  new  management  the 
name  of  the  company  was  changed  to  the  Rockford  City  Railway 
Co.  In  1890  a  new  company  was  organised  under  the  name  of  the 
Rrickford  Traction  Co,  which  built  a  road  to  the  West  End  for 
the  purp<^)se  of  developing   this   section   of   tlie  city.     Subsequently 


Rockford  &  Inlerurban  Co.  a  few  months  ago  when  the  Rockford 
Railway,  Light  &  Power  Co.  ami  the  Rockford  &•  Melvidcre  Electric 
Railway  Co.  were  consolidated. 

The  entire  route  serves  a  population  of  about  65,000  exclusive 
of  the  farming  population  along  the  line.  Starling  at  Helvidere 
with  a  population  of  7,000  it  jjasses  through  Cherry  Valley  with  a 
population  of  400,  Rockford  .12,000,  Winnebago,  400,  Pecatonica, 
1.200,  Ridott,  250  and   Freeport  I3,.i<k). 

Rockford,  which  is  the  most  itiipnii.nil  tily  cm  this  sysleni,  is 
situated  on  the  Rock  River.  86  miles  from  C'hieago  and  is  the 
comity  seat  of  Winneb.igo  County.  The  residence  portion  of  the 
city  includes  many  handsome  houses  and  the  avenues  are  lined 
with  handsome  trees  from  which  Rockford  gets  its  name  of  the 
"Forest  City".  It  is  also  an  important  manufacturing  cily,  over 
400   dilTercnt    articles   being    made    in   the   city.      The    luannfacture 


.<U8 


STRKKT    RAILWAY    RKVIF.W. 


[Vol..  XIII.  No.  6 


iif  ftiniiliirt-  prt'iloiiiiniiii's,  nvi-r  i.ooo  \Kr>uns  Unug  ciiipluyrd  in 
tlii>  hraiicli  nf  liiiNiiii-s>,  wliilr  llic  various  plaiils  on  the  wnlcr 
l>o\MT  within  thi-  city  tniploy  alMinl  10,000  pcopU-.  The  most  pmnn- 
ni-nt  industry  in  Ki-lvi<lcri-  i>  the  inannfaclure  iif  si-wing  niachiiu's. 
this  lii'inK  the  home  of  ihr  National  Srwing  Machine  Co.  which 
employs  from  Koo  to  goo  persons.  Cherry  Valley  contains  two  large 
creameries  one  of  which  has  an  average  daily  output  of  alxiut  400 
lb.  of  butter,  the  other  furnishes  cream  to  ice  cream  factories 
exclusively.  Frecport.  which  \\\\.  be  the  western  lerininus  of  the 
system,  contains  a  numlier  of  maiuifacturing  interests  including  a 
carri.igc  factory,  wind  mill  factory,  shoe  factory  and  four  l)reweries. 
riic  various  factories  along  the  route  contribute  very  largely  l» 
the  electric  e.tpress  business  which  the  company  has  Ik'cu  develop- 
ing iluring  the  past  year. 

1  he  accompanying  map  shows  the  distribulinn  i>f  the  company's 
system  within  the  city  of  Kockford,  from  which  it  will  be  seen  that 
the  entire  area  of  the  city  is  unusually  well  covered  by  the  various 
divisions    of    the    company's    lines.       Ilie    road    is    divided    into    Icn 


Division  No.  <>  inchules  the  South  Second  St.  line,  .vKj5  long, 
piiind  trip  ,10  miinites.  headw.-iy  30  minutes. 

Division  No  7  nicludes  the  l-l:ist  .State  and  llighlan<l  line,  which 
is  .vOjO  nnles  long.     Kound  trip  J5  minutes,  he^lway  ,jo  minutes. 

Division  No.  9  includes  the  Charles.  Seventh  St.  and  i8th  .\\v. 
line.  The  total  length  of  this  division  is  4.650  mile.s  and  it  is 
operated  as  two  divisions,  two  cars  running  the  entire  length  of 
the  route  and  one  car  rinmtng  over  part  of  the  route,  a  distance 
of  2.W3  miles,  and  then  returning  to  the  down-town  loop.  The 
short  route  reijuires  jo  minutes  for  the  round  trip  and  the  long 
route  40  minutes,  the  latter  cars  operating  under  a  20-niinute  head- 
way. 

Division  No.  to  includes  the  West  End  line,  which  is  syfjo  miles 
long.     Round  trip  .lo  minutes,  headway  15  minutes. 

In  addition  to  these  city  divisions  the  Belvidere  division  includes 
the  suburban  line,  which  is  15  miles  in  length,  the  round  tri|)  being 
made  in  two  hours,  with  a  headway  of  one  hour.  Practically  all 
of  llie  lines  are  single  track  with  turnouts,  there  biing  J2  miles  of 


M.M'  Ml-   RdCKKiiKll  I  rrv  I.IN'KS. 


divisions  outside  of  the  suburban  division,  and  llic  routes  arc  so 
arranged  that  every  car  pas.ses  around  the  main  loop  which  en- 
closes two  blocks  in  the  business  center  of  the  city.  The  com- 
pany's waiting  room  and  offices  are  located  on  one  side  of  this 
loop  and  the  waiting  room  is  the  uniiicrsal  transfer  point  between 
all  the  different  divisions  of  the  system.  No  transfers  arc  issued 
in  any  other  part  of  the  city  with  the  exception  that  the  suburban 
cars  from  Behiilere  issue  transfers  to  one  intersecting  line  near  the 
city  limits. 

Division  No.  1  includes  the  South  Main.  Kent  &•  Island  .\ve. 
line,  which  is  J.951  miles  in  length.  The  round  Inp  is  made  in  jo 
minutes,  the  cars  running  under  a  ten-minute  headway. 

Division  No.  2  includes  the  Rockton  .\ve.  and  North  Winnebago 
line,  2.570  miles  long.     Round  trip  15  minutes,  headway  jq  minutes. 

Division  No.  4  includes  the  Church  St..  Harlem  .>\ve.  &  North 
F.nd  line,  6.200  miles  long.  Round  trip  36  minutes,  headway  12 
minutes. 

Division  No.  5  includes  the  North  Second  St.  line,  which  is 
407!  miles  long.     Round  trip  .^o  minutes,  licadw.iy  ,?o  minutes. 


track  laid  on  20  miles  of  slreets.  This  mileage,  in  addition  to  the 
inlerurl>an  division,  gives  a  total  of  .^6  miles  of  irack  now  in 
operation.  The  Rockford.  Bcloit  &  Janesville  Railroad  Co.  rents 
trackage  rights  from  the  Rockford  &  Interurban  Railway  Co.  and 
the  cars  of  the  former  cimipany  operate  around  the  down-town 
loop,  leaving  the  transfer  station  at  5:30  and  7:00  a.  m.  and  on 
every  even  hour  thereafter  until  ii;oo  p.  m.  The  office  and  trans- 
fer station  previously  mentioned  is  located  at  the  corner  of  State 
and  Wyman  Sts.  and  922  cars  pass  this  transfer  point  every  18 
hours,  making  an  average  headway  of  the  cars  on  the  loop  a  little 
less  than  i'/4  minutes.  The  track  on  the  paved  streets  is  laid  with 
a  7-in.  Shanghai  rail  and  on  the  macadam  streets  the  company 
uses  a  6o-!b.  T-rail  made  by  the  Carnegie  Steel  Co.  The  company 
has  no  power  house  of  its  own,  but  rents  its  current  from  the 
local  Edison  company  which  supplies  500-voIt  current  to  all  the  city 
lines  and  to  the  suburban  line  from  Rockford  to  Cherry  Valley. 
M  the  latter  place  the  Irolley  circuit  is  broken  and  the  remainder 
of  the  sulnirl)au  line  is  fed  by  a  direct  current  from  the  F.dison 
company  of   Hilvidcrc.      The  accompanying  diagram  shows  a  rough 


June  20,  1903.] 


STREET  RAILWAY  REVIEW 


309 


sketch  of  the  various  divisions  of  the  Rockford  city  lines  and  llic 
arrangement  of  feeders  and  breakers.  It  will  be  seen  that  the 
feeders  and  circuit  breakers  arc  arranged  so  that  in  case  of  trouble 
occurring  on  any  part  of  the  line  this  part  may  be  cut  off  from 
the  sviitem  by  means  of  the  circuit   breakers  without   ilislurbing  the 


INTERURBAS  CAR  AT  TRAXSFKR  STATION. 

operation   of   any   other   divisions   of   the   system.     The   overhead 
work  is  of  span  wire  construction   supported  on  wooden  poles. 

'ITie  operation  of  the  road  is  divided  into  four  departments  each 
of  which  is  in  charge  of  a  department  head  all  of  whom  repori 
directly  to  the  general  manager.  These  departments  include  the 
accounting  department,  the  transportation  department,  passenger 
and  express  department  and  track  and  line  department.  The  ac- 
counting department   is  in  charge  of   Mr.   F.  W.  McAssey,  auditor 


/'      m  SCHOOL  TICKET   Ln       '1>i  lO 

CO 

CO 


ROCKFORD  a  INTERURBAN 
RAILWAY    CO. 


REC.fLAR  TICKET. 


^  ^/f^/U^ 


SCIIOOT.  TICKKT. 


of  the  c<jmpany.  who  has  charge  of  the  ticket  accouiuing,  auditing  and 
general  accounting  of  the  company.  The  universal  cash  fare  for  all 
the  city  lines  is  5  cents  with  the  privilege  of  transferring  to  any  other 
line  at  the  general  transfer  point.  The  company  also  issues  tickets 
of   various   kinds    some   of   which   are   illustrated    herewith.     The 


*-^-  *-- 

^^^*-*^ 

3m.    «c 

;-       .-w««iv. 

e-3 

oc 

9 

J 

111; 

-:  1  = 

iii  >; 

0 

i 

>l 

m 

£55 

=  i 

COMMUTATION    T 

M 

•  .s 

til 

u." 

z 

OS 

.5; 

(f) 

U 

K 
U 

> 

ill! 

C  *  =  s 

i 

I 

OCKFORD 

RAIL 

100  RIDE 
N 

£ 

U 

a 

nil 

mi 

°= 

% 

f  "iCKI  'iKh 


1  ION  HOOK. 


regular  tickets  arc  sold  at  the  rale  of  25  for  $1.00,  12  for  50  cents 
or  6  for  25  cents.  These  tickets  arc  all  consecutively  innnlicrcd. 
'I"he  company  alw)  issues  iKKjks  of  scho<iI  tickets  at  the  rale  of  50 
tickets  for  $1.00.  These  iKjoks  are  also  numbered  consecutively 
and  are  issued   to  the  purchaser  and   arc  not   transferable.     They 


are  good  onh'  fi»r  the  person  U)  whom  issued  on  scbtiol  (la>'s  between 
8:00  a.  m.  and  5:00  p.  m.  and  are  not  good  if  detached.  The  fare 
on  the  suburban  division  from  the  city  limits  of  Rockford  to  Belvi- 
dere  is  20  cents  or  25  cents  from  the  down-town  loop,  including  a 
transfer  to  or  from  any  of  the.  city  lines.  The  company  also  sells 
mileage  books,  one  of  which  is  illustrated  herewith,  containing  too 
tivc-cent  coupons.  These  are  .sold  at  $.V50  each  and  the  number 
on  each  coupon  corresponds  to  ibc  number  of  llic  book.  Each 
coupon  represents  one  5-cent  ride  and  the  conductor  detaches 
enough  coupons  to  cover  the  distance  to  be  traveled.  These  tickets 
are    not    honored    unless    attached    to    the    book    bearing    the    same 


FREniNi;  POINTS  AND  CTRCtTTT  TiRIC.^KRRS  ON  CITV  LINES. 

consecutive  number  and  no  portion  of  the  strip  is  honored  if 
detached  when  presented.  The  following  regulations  are  in  force 
in  regard  to  these  mileage  tickets; 

The  tickets  are  not  good  unless  first  presented  with  the  audit 
check  attached.  Each  coupon  in  the  book  represents  one  5-cent 
ride  on  any  part  of  the  line  between  Station  Five  and  Belvidere 
and  the  coupons  are  void  if  detached  by  any  one  except  the  con- 
ductor. The  book  must  be  surrendered  to  the  conductor  when  the 
last  coupon  is  detached  and  it  is  only  good  for  the  personal  use 
of  the  party  by  whom  it  is  signed. 

Wlieu  dead  head  tickets  or  passes  are  issued  the  form  shown  in 
the  accompanying  illustration  is  used.     These  passes  arc  bound  in 


OHIO   , 

3  »».• 

og'il' 

B>o a  * 

•      **  • 

or  : 


COUPON  BOOK  No.  1()50 


Sold  at 


To. 


_I90_ 


COMMUTATION  TICKKT   WITM    .MMilT  CIIKCK   ATT.\CI1  f.li. 

book  form  and  the  stub  slmwu  in  ibe  illu-halinii  is  lilled  out  and 
preserved  in  the  Iniok.  The  coupons  which  are  torn  from  ibis  stub 
read  in  such  a  way  ihat  they  can  be  detacheil  from  eillier  end  of 
the  strip  for  a  irip  between  Rockforil  and  r.cl\  idrrc  in  either 
direction. 

In  addition  to  the  regular  tickets  described  ihe  company  issues 
a  number  of  special  tickets  for  various  purposes.  One  of  these 
tickets  is  known  as  a  paper  carrier's  ticket  anil  is  illustrated  here- 
with. These  tickets  are  issued  to  ihe  various  newspaper  comiianies 
in  Kockford  and  the  surrounding  (owns  and  arc  used  by  paper 
carriers   for  reaching  dilTerenl   suburban   rr>nU'S.     These  tickets  are 


310 


STREET  RAILWAY  REVIEW. 


I  Vol..  XIII.  No.  0. 


.sold  ill  i|ii.-iiililii'!>  at  a  rale  of  J'4  cents  each.  Special  coupon  excur- 
sion tickets  arc  also  issued  for  tlie  use  of  s|H'cial  parlies,  picnics 
and  Killer  oulings  where  a  sutKciciit  number  of  passengers  are  !•> 
lie  carried  to  warrant  the  use  of  special  cars.  These  round  trip 
tickets  arc  sold  at  40  cents  each  for  45  passengers  per  car  Iwlwcen 
KiK-kford  and  Itclvidcre  when  the  return  trip  is  made  not  later  than 


will  Ik-  giM)d  oidy  for  the  distance  which  they  represent  and  full 
local  fare  will  he  paid  for  the  remainder  of  the  journey. 

"5.  This  ticket  must  be  surrendered  to  llie  conductor  when  the 
last  coupon  is  detached. 

"6.  It  is  expressly  understood  thai  this  book  is  for  the  personal 
use  of  the  party   whose   signature   appears   below   and   conductors 


Rockrord  &   Interurban  Railway  Co. 


ROCKFORD  &  INTERURBAN  RAILWAY  CO 

TRIP    PASS    Noi    TfanarrrAbln. 


;  ROCKFORD  &  INTERURBAN  RAILWAY  CO 

i   I  TRIP    PASS    Noi   Tfanafcrablr. 


Ih'u 


Ms 


V  pirr  nr^  utit  i 

K«plr«a  >0  0*|ia  ffont  Ont*  <r  Bl>o*a  Manii   ■•  not  ni)*<l 
•  USJtOT  TO  OONOITIOMS  ON  aAOH. 


6OI 


r  Drrat  ntit. 


I  a  I  a  =1  ^    •  '•" 

I?     "        "■;    •  susji-. 


TqM\        6rt  ^^^^j"~60|ii!{li    ~6iOf  ^'^.C66c^ 


THll"  I'ASS  WITH  STUB  ATTACHED. 


12:00  midnight.  If  the  car  is  held  until  1:00  a.  m.  the  excursion 
is  45  cents  and  for  2:00  a.  ni.  the  rate  is  50  cents.  Similar  tickets 
arc  used  fur  special  excursions  between  Bclvidere  and  Cherry  Val- 
ley, the  round  trip  rate  lieing  20  cents  and  a  special  car  being  fur- 
nished for  45  passengers  or  more.  All  of  the  special  tickets  as  well 
as  the  regular  tickets  are  consecutively  mimlicrcd  and  the  excur- 
sion tickets  arc  stamped  on  the  back  with  the  date  of  sale  and  are 
good  for  thai  date  only.  Xonc  of  the  coupons  is  good  if  detached. 
.\nothcr  class  of  special  mileage  tickets  is  issued  by  the  company 
to  the  local  newspapers  and  are  used  in  exchange  for  advertising. 
Each  of  these  books  is  numbered  and  the  strips  of  coupons  arc 
similarly  numbered.     One  of  these  coupons  together  with  the  audit 


o 


Rockford  &,  Interurban  Railway  Co 

SPECIAL 

Paper  Carriers  Ticket 

GOOD    FOR     ONE     FARE~ 

Transfers  not  issued  on  this  ticket. 

T.  M.  ELLIS,  Gen'l  Mgr. 

NEWSPAPER  TICKKT. 


check  which  is  attached  to  the  first  ouupon  is  shown  in  the  accom- 
panying illustration.  The  contract  which  is  printed  on  the  inside 
cover  of  the  Iwok  and  which  must  be  signed  by  the  party  to  whom 
issued  stipulates  that  the  value  of  the  ticket,  which  conlains  145 
five-cent  rides,  is  to  be  paid  in  advertising  and  the  company  reserves 
the  right  to  cancel  the  contract  on  account  of  which  the  ticket  is 
issued  and  reclaim  it  at  any  time.  The  conditions  upon  which  the 
book  is  to  be  used  by  the  holder  are  as  follows : 

"l.     It  is  not  good  unless  first  presented  with  audit  check  attaclud. 

"2.     It  is  understood  that   each   coupon   in  this  book   represents 


iCOUPON  BOOK  No.  8.>2 

nil' \ ..    -_ 

!•    


-HU. 


NEWSPAI'KR  MII.KAC.E  TKKKT. 

one  S-ccnt  ride  or  fraction  thereof  in  either  direction  on  any  part 
of  the  line  between  Rockford  and  Belvidcrc  on  any  of  the  regular 
passenger  cars  of  this  company. 

"3.  That  the  coupons  are  void  if  detached  by  any  person  except 
the  conductor. 

"4.  Tliat  if  the  coupons  remaining  attached  hereto  at  any  time 
are  insufiicient  to  carry  the  purchaser  lo  destination  such  coupons 


will    take   up   tiooks   and   collect    regular    fare   if   presented   by    any 
other  person." 

The  transfers  which  are  illustrated  herewith  are  bound  in  pads 
and  require  three  punch  marks,  viz.,  the  date,  hour  and  minutes 
and  the  division.  These  pads  are  all  numbered  differently,  those 
of  a  certain  number  being  issued  lo  a  conductor  carrying  the  same 
badge  number,  and  each  transfer  is  numbered  consecutively  for  each 
conductor.  Whenever  a  conductor  receives  a  (are  cither  in  cash  or 
tickets  it  is  rung  up  on  the  register,  double  registers  being  used  on 


t9 


ROCKFOID  < 

lNTtilUR«AN  RY.  CO. 

TBinriK.   Covd  obIt  fw  U>lt 

...r,.i  HIP  es  Mil  «4i    ■f— 

,I.,src   n   Una    puviWi   Bid. 

lo  pay  Rn  wiJ   to  If't  •h>1^ 

ottaolOiaCvmvDT. 
TUn  TUXtt  w  IffTn 


^^  S^^.Z^ 


CO 

o 


ROCKFORD  INO 

INTUURBINRIILWH 

C^3 

^ 

COMPmr 

T.    »l.    Mils     11. ni,:.. 

CM 

rsT 

RECEIPT    FOR 

y*. 

ac 

CASH    FARE. 

•s 

Thn  lartr*!   iiunbrr    l-»l"- 
telT.     Bmnonl     pui-l     t-.i     « '. 

TO 

s 

' 

yw.  ax. 

VEST  END 

CD 

n 

to 

CD 

o 
0 

T 

Ts 

ao  46 

7 

16 

30  45 

BOCKTON 

8 

16 

30  46 

5ih  AVE. 
il2ihST. 

0 
10 

11 

16 

30  45 
SO'45 

HARLEM 

3C 

146 

CHUfrrM 

■ 

ma 

^ 

MAIN 

i 

i 
8 

i. 

1 

% 

3 

KinBRlEEl 

EAST  SIDE 

BO.  SEC. 

— HUBQEEE 

.^DIBEEEE 

NO. SEC 

HIGKUND 

8EVENT>< 

s 

BIEEIiEE 

I8lh  AVE 

CvtoCv 

n 

IE 

EI 

DIE 

5 
10 
15 
20 
25 


3 

Oniliirloriilll  rrlurn   IhU 

CV) 

*luh  •■<!  anf  t-rmalnlnii  por- 
tion orihU  illp  tillh  bis  dull] 

cvj 

g 

rvptirt  ftnil  rmita  rollcclo^l. 

CVJ 

T.  B.  ELLIS,  Il»k«rr. 

1—1 

s 

Slcdman  Syjicm.  rrricirn. 

TKA.NSrUK  tilki;t. 


CASH  FARE  RECEIPT. 


the  suburban  division  of  the  road.  Transfers  are  the  only  kind  of 
tickets  received  which  are  not  rung  up  on  the  register.  At  the  end 
of  each  trip  when  the  car  passes  the  transfer  station  a  trip  report 
is  turned  in  by  each  conductor  which  is  enclosed  in  an  envelope 
together  with  all  tickets  and  transfers  which  have  been  collected 
during  the  trip.  The  cash  is  not  turned  in  for  each  trip  but  is 
turned  in  once  a  day  with  the  daily  report  covering  all  the  trips 
made  during  the  day. 

Whenever  a  conductor  receives  a  cash  fare  or  a  ticket  representing 
a  cash  fare  he  not  only  rings  it  up  on  the  register  but  hands  the 
passenger  a  cash  fare  receipt  the  form  of  which  is  shown  in  the 
accompanying  illustration  The  large  numbers  from  s  to  25  repre- 
sent the  fare  paid  and  the  conductor  tears  off  this  ticket  at  what- 
ever figure  is  paid  by  the  passenger.  These  receipts  are  bound  in 
pads  and  the  stubs  are  turned  in  by  the  conductor  with  his  receipts. 
The  small  figures  on  one  side  of  the  stub  show  the  amount  of  the 


June  20,  1903. 


STREET  RAILWAY  REVIEW. 


311 


cash  collection  from  each  passenger  and  these  amounts  must  agree 
with  the  reading  of  the  register.  This  method  constitutes  a  double 
check  on  the  fares  collected.  The  trip  reports  are  turned  in  in 
envelopes  printed  as  illustrated  herewith.  The  envelopes  for  the 
city  cars  are  printed  on  one  side  only  and  those  for  the  interurban 
cars  are  printed  on  both   sides,  one   side  being  used   for  the  fares 


receipts  for  the  day.  These  figures  of  course,  must  agree  with 
the  figures  turned  in  for  each  trip  report.  I'he  method  of  numbering 
all  tickets  consecutively  reduces  the  work  of  ticket  accounting  to 
a  minimum.  The  regular  tickets  are  sold  at  the  transfer  station 
only  and  not  by  the  conductors  and  by  simply  taking  the  serial 
number   of   the   tickets    remaining   in   the   drawer  the   amount   sold 


ROCKFORD  AND  INTERURBAN  RAILWAY. 

SUBURBAN  DIVISION. 


Cu-N*. 

R..C»l*r  Owl 
KcCMlvrU 

N*.r>n*       ...     . 

"V 

"^n 

TmlFuM 

?;s^ 

Tltl>«< 

TkEm 

TKkMi 

OH 

lOM 

•).. 

i.. 

t<'M- 

'1.. 

•).. 

\OM 

•1,. 

•1.. 

IO«i 

1 

i.. 

(o»»-i 

'*"H 

tQM_ 

'h. 

|o»»_ 

"lu 

1 

i«»"»-j 

1 

1 

"1,. 

1 

; 

"L""      '    . 

.(»"-, 

").. 

] 

Xmal 

] 

^ 

r 

1^ 

'    ' 

FACE  OK  CONDfCTOR'S  D.\II-Y  KEPOHT. 

ISiEe  of  original,  ~*/ix8K  i».) 

within  the  city  limits  and  the  opposite  side  being  filled  in  for  the 
fares  on  the  interurban  division.  The  trip  report  includes  the  car 
numlwr  and  route  number,  the  time  Ixitli  in  and  out,  the  number  of 
passengers  in  an  out,  register  readings  and  the  number  of  trans- 
fers. Two  columns  are  used  for  register  readings  in  case  double 
registers  arc  used.  The  total  is  given  for  each  of  these  columns 
and  the  envelope  is  dated  and  signed  by  numljcr  by  the  conductor. 
A  number  of  boxes  are  arranged  in  the  transfer  station  into  which 
the  trip  reports  are  dropped.  These  bo.xes  are  opened  froin  the 
opposite  side  in  the  office  where  the  tickets  and  transfers  are 
counted  and  the  number  of  fares  arc  recorded.  Each  conductor 
keeps  his  daily  report  on  a  printed  slip  which  shows  on  one  side 
the  car  number,  the  register  readings  in  and  out  and  the  number 


ROCKFORD  &  INTERURBAN  RAILWAY  GO. 


CAR  NO. 



ROUTE  NO. 

TIME 

NO.  PASS 

REGISTER 

REGISTER 

NO.  TRANS. 

OUT 

IN 

TOTAL 

CONDUCTOR'S  NO.. 


CONDUCTOR'S  %EPORT. 

DaU    - 


Conductor- 
Motomtan- 


-No. 

_M.._ 


CAR  NO. 

NO.  TRII>S. 

Potter  off  EAitChtt..  V^nry.f,^,^                       'm                         Th^I  tim. 

ta                         T^illlmt 

tVhf  «ff  IVt.i  Chfy  VitUy.  ft^         »€.__ __ro/4/»ne 

. 

KO.fAKX 

Atm/nrcouerrED, 

CmA  F^rt, 

1 

Etp^u.  E*t( 

Eipnu.  Wfri  . 

Tolil 

Tttkili.  CommulJlfon 

Arr  Rtctlpit  tua»d 

7VI«/..  fcfu-Kon 

Tiekth.  School 

Ne.Oal 

TkklU.  Pt^He^d 

No-ln 

Toijl 

Jottl 

REVERSE  OF  CONDUCTOR'S  DAILY  REPORT. 

during  the  day  is  known  by  deducting  from  this  number  the  num- 
ber on  the  ticket  when  the  day's  sales  commenced. 

.\  record  of  the  register  readings  for  each  trip  is  kept  by  an 
inspector  stationed  at  the  car  barn.  This  record  is  kept  on  a  slip 
$'/2  in.  wide  and  20  in.  long.  'Hie  head  of  this  slip  showing  the 
column  ruling  is  shown  herewith.  These  records  arc  sent  in  to  the 
office  every  morning  and  are  checked  off  with  the  conductors'  re- 
ports. When  the  cash  and  tickets  are  checked  up  the  result  is 
entered  on  the  cash  and  ticket  report  which  is  a  blank  form  S;/ 
in.  wide  and  28  in.  long.  This  is  divided  into  eleven  columns 
under  the  following  headings:  "Cash  From  Conductors",  "Kogular 
Rockford  Tickets",  "Commutation  Tickets",  "Excursion  Tickets". 
"Rockford  School  Tickets",  "Belvidere  and  Reloit  Dead  Head 
Tickets",  "Total  Fares",  "Transfers  Received",  "Conductor  Num- 
ber", "Transfer  Number".  In  the  last  column  mentioned  it  is  only 
necessary  to  take  the  number  on  the  last  transfer  on  the  pad,  and 
as  the  transfers  are  numbered  consecutively  this  shows  the  numl>cr 
of  transfers  whicli  have  been  issued.  'The  daily  report  of  earnings 
is  made  nut  on  :i  blank  H' '.  in.  wide  by  oV'.-   in,  Innj.;.     One  nf  these 

ROCKFORD   (r   INTEKURBflN    RfllLWflTCO. 

DAILY  REGISTER  REPORT. 
FOR 190 


THIPJ. 

MotormlB 

Coilduclor 
ho. 

c«a  no.  1 

THira       1           HOISTH. 

■  eOlSTBII. 

Oiil 

,       Oul 

In 

;    '" 

Qui 

1    «.. 

In 

1      In 

CONl)i;CTOK'S  TKII"  KKl'OKT   hN  VKJ.OI'E. 
(Size  of  tiriifinal,  5'/3X3%  In.) 


CAR  REGISTER  REPORT. 

(Size  nf  iirlvliial,  Smx2ll  in.) 


of  fares.  There  are  spaces  for  filling  in  iK  trips  in  and  out,  giving 
ihc  lime,  car  nntnlier,  numl)cr  of  pansengcrs,  regular  tickets,  com- 
mutation tickels,  excursion  tickets,  city  school  tickets,  siihurlKin 
nchool  lickctH,  paoies,  dead  head  lickets  and  I'llal  transfers.  f)ii 
Ihc  lack  of  thin  «lip  is  a  blank  form  in  which  the  total  of  iIk- 
items  on  the  opposite  side  arc  (tiled  in  and   which  shows  the  total 


reports  is  shown  herewith  which  is  lilloci  nui  fur  llu-  ilay's  business 
of  June  4,  igoz.  'This  was  the  occasion  of  the  Wipodmcii's  picnic 
at  one  (>(  Ihe  company's  parks  and  the  nporl  shows  the  company's 
earnings  from  all  .sources  for  that  d.iy.  For  the  convenience  of 
Ihc  ofTiccrs  and  directors  of  the  company  who  desire  to  keep  track 
of  the  daily  operations  without  going  into  ilelails  a  condensed  daily 


312 


STREIiT  RAILWAY  REVIEW. 


[Vol..  XIII.  No.  6. 


report  sheet  is  ii.-ed  wliicli  !.•>  mailed  lii  llie  olhcers  daily.  This 
cnmlensed  rcjKirt  i'i  printed  on  a  small  form  6  in.  wide  and  J'4  i" 
long,  which  Rives  ihe  earnings  for  the  day.  the  carninRS  for  the 
corresponding  date  i>f  the  previous  year,  the  earnings  from  the 
first  of  e.ich  month  to  date  inchtsive,  and  for  the  corresponding 
lieriiid  of  the  previous  year;  also  the  earnings  from  the  hr:{inniiig 
of  the  fiscal  year  to  date  inclusive  and  for  the  corroponiling  period 
of  the  previous  year.      This  little  sheet   shows  at  a  glance  the  con- 


vass  of  all  the  shippers  anil  merchains  of  Kocklord  and  the  sur- 
rounding territory  Every  possihie  effort  has  been  mado  to  give 
prompt  service  and  to  ofTer  every  jiossible  accomnitxialion  to  the 
merchants  and  other  shippers  in  the  vicinity  of  the  road,  and  the 
success  of  this  undertaking  is  shown  hy  the  fact  that  whereas  it 
was  at  first  almost  im|Hissilile  to  till  one  express  car  niakirg  two 
rounil  trips  daily  hetween  Rockfor<l  anil  Ilelvidere  this  Inisiness 
has  now  entirely  outgrown  the  capacity  of  one  car  and  two  other 


Rockford  and  Interurban  Railway  Company. 

Daily  Report  of  Elarnings  for  'Wednesday,  June  4.  1902. 


Nu. 
Car*. 


DIVISIONS. 


No. 


Belv 


1  Main  I^in.  ilv  Is.  Ave 

2  Kockton  Ave 

4     Harlem  .•\ve 

S—  N.  Second 

6     S.  Second 

7-  E.  State 

'(-Seventh  &  18th  Ave. 

10-   West  Knd 

.  ,  *  Rockford  Uiv 

"^"^   )  Interurban  Div. . 

Total 


Cauli  from 
CunductorM. 


120  45 

173  60 

507  40 

35  65 

33  25 

60  115 

140  85 

m  21 1 

104  80 

288  50 


Roira'ar 
Riiekforri 
Ticlti'tB. 


1563  75 


l'»o 
196 
812 
100 
101 
197 
290 
333 
69 


2288 


Commut. 
TlelietH. 


BxcutNlun 
Ticl<>'tii. 


Kuelldtnt 

Scliaal 

TIckelH. 


1171 
4720 


5891 


3 
18 

6 
5 

12 
3 
6 

24 


77 


Ili-lviderc 

and 

Belolt 


11 
14 
SO 

3 
IS 

7 
19 
12 
23 
80 


234 


Total  Farwi 


2610 
3685 

11028 
«U. 
787 
1410 
3138 
2332 
3365 

10594 


3976S 


837 
612 
1911 
1<»9 
216 
192 
856 
419 
3 


5245 


NumtMT 

•              Descrlptioa  of  Receipts 

la 

Amount 

3127S 

Cash  Fares, 

5  cents 

1563 

75 

Rockford  Regular  Tickets,                 Nos.     875101 

to  877200 

inc. 

25  for  $1.00 

84 

UU 

Rockfonl  Commutation  Tickets,         Nos. 

to 

inc. 

Bclvldere  Commutation  Tickets,        Nos. 

to 

inc. 

Kxcursion  Tickets,                                Nos. 

to  589  tickets 

inc. 

i«   4Sc 

265 

OS 

Tickets,                               •    Nos. 

to 

inc. 

Rockford  School  Tickets,                    Nos. 

to  2529 

inc. 

SO  for  Sl.OO 

1 

00 

BelvideretoBeloit,  Sin^ile Tickets,     Nos. 

to 

inc. 

50  cents  each 

Round  Trip Tkts.  Nos. 

to 

inc. 

SlOO  each 

Express  Receipts— Rockford, 

? 

2 

20 

Belvidere, 
Miscellaneous,                                       Boat  Tickets. 

S 

18 

OS 

TOT.II.    E.^RNINGS 

1934 

OS 

Pleasant 

Woodman  Picnic. 

DAILY  REPORT  OF  EARNINGS.     (SIZE  OF  ORIGINAL.  HUx")^  IN.) 


dilions  of  the  business  each   day  and   the  comparative   statements 
are  very  useful  in  showing  the  trend  of  the  company's  business. 

The  company's  system  of  accounting  is  practically  the  standard 
system  adopted  by  the  Street  Railway  Accountants'  Association 
and  therefore  needs  no  special  description.  The  vouchers  used  by 
the  company  are  attached  to  each  bill  received  and  must'  be  approved 
both  by  the  president  and  general  manager  of  the  road.  At  Ihe 
bottom  of  the  voucher  is  a  form  of  receipt  which  must  be  signc<l 
by  Ihe  per.soii  or  official  in  whose  favor  the  voucher  is  made.  This 
voucher  is  lO  in.  wide  by  8'4  in.  long  and  on  its  back  is  printed  the 
stanilard  form  of  distribution  and  every  entry  on  the  voucher  is 
entered  in  this  distribution  form  under  its  proper  heading.  In  this 
way  the  backs  of  the  vouchers  show  exact  distribution  of  the 
expenses.  The  monthly  income  account  and  the  expense  account 
are  printed  on  the  opposite  sides  of  a  sheet  RJ'j  in.  wide  by  14  in. 
long.  Both  of  these  forms  follow  the  standard  forms  of  the  Ac- 
countants' -Association.  Both  the  ticket  accounting  and  general 
accounting  have  been  standardized  and  simplified  so  as  to  require 
the  minimum  of  labor  in  the  accounting  deparlnient. 

ELECTRIC   EXPRESS  DEPARTMENT. 

The  express  business  of  the  company,  which  is  in  charge  of  Mr 
J.  11.  Groneman,  general  passenger  and  express  agent,  was  started 
on  June  16,  19OJ,  and  although  but  barely  a  year  old  this  braiicli 
of  the  company's  business  has  alreadv  re.nched  very  creditable  pro- 
jiortions.  While  this  business  has  been  well  advertised  locally  its 
rapid  development  has  been  largely  due  to  the  energetic  manage- 
ment of   Mr.  Groncmau.  who  has  constantly  made  a  personal  can- 


cars  of  considerably  larger  size  are  being  built  as  rapidly  as  possible 
to  take  care  of  this  constantly  increasing  branch  of  the  company's 
business.  One  of  the  methods  employed  to  favor  customers  and  to 
increase  the  express  business  of  the  company  is,  we  believe,  entirely 
novel  and  has  been  found  very  effective.     For  example,  if  a  dealer 


Rockford  and  Belvidere  Electric  Railway  Go. 


Dear  Sirs; 

Please  deliver  to  M  . 


all  express  and  freight  consigned  10  me  at- 
station. 


Date 


190 


EXPRESSMEN'S  ORDER  FOR   RKCKIVING  GOODS. 

in  Belvidere  finds  that  he  is  short  of  any  line  of  goods  for  which 
he  has  a  demand  instead  of  looking  for  the  goods  himself  he 
telephones  an  order  for  what  he  wants  to  the  company's  express 
agent  in  his  town.  This  order  is  telephoned  by  the  local  agent  to 
the  general  agent  in  Rockford  who  purchases  the  goods  and  ships 
them  to  Belvidere  by  the  next  electric  express.  In  this  way  the 
dealer  in  Belvidere  receives  his  goods  in  the  shortest  possible  space 
of  time,  often  not  even  knowing  where  they  have  been  purchased. 


June  20.  1903.] 


STREET  RAILWAY  REVIEW. 


;^i3 


While  the  electric  express  has  no  traffic  arrangements  or  other 
agreements  with  connecting  steam  roads  express  consigned  to  dif- 
ferent points  is  taken  by  the  company  and  is  afterward  rebilled 
over    other    roads    to    its    destination       The    cnmpany    has    adopted 


cash  acconnt.  The  cash  stnh  is  in  reality  a  bill  and  where  niuntldy 
acconins  are  kept  with  shippers  it  is  only  necessary  to  present  this 
cash  stub,  which  mnsi  agree  with  the  delivery  ticket  held  by  the  ship- 
per   a^    both    are   carbon    cojiies.      This    triplicate    form    therefore    is 


EXPKF.SS  CAR  AT  I'R  Kli.IlT  HiHISK  IN   KOCKI'ORl). 


the  Illinois  classification  and  charges  practically  the  same  rates  as 
the  steam  roads,  depending  upon  prompt  and  nbliging  service 
rather  than  cheap  rates  as  indncements  to  shippers. 

W'hcn  freight  is  delivered  to  one  of  the  company's  agents  the 
shipper  signs  the  bill  of  lading  shown  herewith  which  is  made  out 
in  duplicate,  the  agent's  stnb  being  retained  in  the  book  in  which 
it  is  Ixjund  and  the  duplicate  being  held  by  the  shipper.  The  agent 
then  makes  out  the   way-bill   which  is   also   in  duplicate,   a   portion 


very  useful  in  lliat  il  prevents  any  ilispnic  as  In  the  .uiiount  of  the 
bill  rendered.  Express  matter  is  only  deli\ered  1<>  the  company's 
express  stations  in  Rockford  and  Helvidere.  and  fn>ni  llicse  .sta- 
tions it  is  delivered  to  tlic  consignees  by  local  express  men.  .Ml 
regular  shippers  I'y  litis  line  fill  out  blanks  shown  in  the  accom- 
panying ilhislration  authorizing  the  company  to  deliver  all  freight 
consigned  to  them  to  parties  designated.  The  agents  at  Rockford 
and    Beividere   make   a    daily    report    of   all    the    express    matter    re- 


ROCKFORD  AND  INTERURBAN  RAILWAY  COMPANY. 


_DATE 


■WW  1  9nuct>  riU  ii  ua«d  Mnd  Ihc  Uiipmrnl  >i  lo  b«  it-tiij  billed  en  roule,  Ihe  tubdix 

MjUlK*.  CONtUMCC  *N0  DCITINATION 


n  in  roid  wdn,  noting  oppoiitc  cith  propwiion  Ihe  iniliil  of  Ihe  ro«d  to  which  il  icautt. 
citFncBS 


WAV  niLl,.    SIZE  or  oricinai..  14x415  tn.i 


of  one  of  these  way-bills  being  shown  in  the  accompanying  illus- 
Iralion.  One  of  these  waybills  remains  in  the  book  of  the  local 
agent  while  the  other  accompanies  the  goods  shipped.  ,\u  express 
hill  is  also  made  out  in  triplicate  showing  the  articles  and  marks. 
Ihc  weight,  rate,  express  and  advances.  f)nc  of  these  triplicate 
forms  called  the  "Delivery  Ticket"  is  shown  herewith.  The  other 
two  similar  forms  are  called  the  "fCxpress  Hill"  and  the  "Cash 
Stuh".  One  of  these  blanks  is  hebl  by  Ihe  local  agent,  one  is  given 
lo  the  c'^nnignee  when  the  gixids  are  ilclivered  and  the  third  is  helil 
l>y  the  general  express  and  passenger  agent   and   forms  part  of  his 


ceived  and  forwarded,  this  report  being  turned  into  the  general 
office  each  morning  covering  the  business  of  the  picvions  day  Ihe 
form  of  this  report  is  shown  in  oiu'  of  Ihe  illnstralions.  I'^ach 
agent  keeps  his  own  cash  hook  iiml  his  nwn  ri-eords  of  express  re- 
ceived and  forwardeil.  In  addition  lo  the  d.iily  report  of  express 
just  mentioneil  ihe  agents  also  send  in  monlhly  ii"  abslraci  of  Ihc- 
month's  business.  The  growth  of  ihe  express  business  and  the  v.i- 
riely  of  express  mailer  carried  will  be  sluiwn  by  a  few  of  Ihe  prin- 
cipal items  taken  from  Ihe  compiiny's  express  records.  These 
.iinonnls  cover  the  three  months  of  October,  November  and  Deccin- 


314 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  6. 


bcr,  1902.  l'"riiii  including  apples  in  barrels,  71.365  lb.;  sugar,  14,090 
lb.;  groceries,  101,744  ll>- ;  "our.  sg.Wio  lb.;  nicai,  6.1,734  "'• ;  Iw'^'', 
12.1,547  ll>-;  lumber,  51,549  lb.;  sewing  machine  furniture,  9(>.748  lb. 

TRANSrORTATION  DEPARTMENT. 

The  transportation  clcpartnient  takes  charge  of  the  rolling  stcx-k 
and  the  car  barns  and  repair  shops.  The  operating  force,  repair 
men  and  barn  men  are  also  hired,  instructed  and  disciplined  by  the 


AOCNT'S   STUB 


^Station,  . 


.190 


Delivered  lo  the  Rockford  and  Intiiiurban  Railway  Company. 


ku 


at  described  below.  Kxpresa  to  be  forwarded  subject  to  rules  and 
eoHdiiions  contained  In  the  Bills  of  Lading.  Classifications  and 
Tariffs  of  the  Conifmny.  and  upon  the  ejcfiress  condition  that  it 
will  not  carry  and  is  not  liable  for  loss  or  damage  occurring 
beyond  its  own  lines. 


Consignee . 
Dtttination .. 


Via 


CUISMS 

Ia« 

and 

3»-«t 

AtW 

f(t.|-B 

OeHi 

WIIOMTft. 

A. 

B 

C 

E9 

va 

Mo.  mOS. 

OCSCRIPTION  or  ARTICLK* 

w 

riGKTS 



BILL  OF  LADINd. 
(Size  of  original,  5Hx8K  in.) 

superintendent  of  transportation,  Mr.  Charles  C.  Lines.  The  com- 
pany's rolling  stock  includes  18  open  motor  cars  30  ft.  long,  three 
of  which  are  10-bench  and  15  are  9-bench  cars;  18  closed  motor 
cars,  part  of  which  measure  16  ft.  and  the  rest  18  ft.  over  floor 
posts;  these  cars  are  mounted  on  Bemis,  Brill  No.  21  and  duPont 
trucks;  eight  double  truck  cars  four  of  which  are  38  ft.  long,  built 
by  Jackson  &  Sharp  and  mounted  on  Lorain  trucks,  and  four  of 
which  are  45  ft.  long,  built  by  Barney  &  Smith  and  mounted  on 
"Diamond"  trucks.  The  four  latter  cars  are  those  used  on  the 
interurban  division.  There  are  also  15  open  lo-bench  trailers  which 
arc  used  in  emergencies  for  handling  heavy  crowds.  The  company 
also  has  one  nose  snow  plow  built  by  the  Taunton  Locomotive 
Manufacturing  Co.  which  is  equipped  with  two  so-h.  p. 
motors,  one  sweeper  made  by  the  McGuirc  Mfg.  Co.,  equipped 
with  two  50-h.  p.  Lorain  motors,  one  sprinkler  of  1200 
gallons  capacity  by  the  Miller-Knoblock  Co.  and  one  ex- 
press car  23  ft.  in  length.  Two  new  express  cars  are  soon 
to  be  added  to  the  service,  one  of  which  is  now  nearly 
completed.  These  will  measure  42  ft.  over  all.  The  motor 
equipments  of  the  cars  are  of  various  kinds ;  Westinghouse 
No.  3  and  No.  9;  G.  E.  52  and  G.  E.  800  and  also  some  Steel  motors 
are  used.  Tlie  city  cars  are  generally  equipped  with  Sterling 
brakes  and  incandescent  headlights  made  by  the  Crouse-Hinds  com- 
pany. The  suburban  cars,  in  addition  to  the  hand  brakes,  have 
Christenscn  air  brakes,  and  are  fitted  with  arc  headlights. 


The  main  bams  are  situated  at  the  comer  of  Kishwaukee  St.  and 
First  .'Xve.  on  a  site  120  ft.  wide  by  250  ft.  deep.  There  are  two 
liuildings  called  the  north  and  south  liarns  Ix'lwccn  which  are  the 
general  repair  shops.  The  iKirns  and  >hops  are  all  connected 
forming  practically  one  large  building.  The  company  also  has 
another  barn  in  what  is  known  as  the  West  End  Division  of  the 
city  which  is  used  exclusively  for  .storage  purposes.  .\t  the  front 
of  the  repair  shop  on  Kishwaukee  St.  is  located  the  storeroom  in 
which  all  kinds  of  shop  supplies  are  kept.  Beyond  the  storeroom 
is  a  winding  room  in  which  armatures  are  wound  and  fields  re- 
paired. The  company  does  not  form  its  own  armature  coils  but 
these  arc  bought  ready  made  and  are  put  on  the  armatures  in  the 
company's  shops.  Behind  the  armature  room  is  a  machine  shop 
which  contains  the  usual  equipment  of  lathes,  drills,  scrapers  and 
a  hydraulic  wheel  press.  The  company  has  tried  turning  down 
Hat  wheels  but  has  abandoned  it  as  being  unsatisfactory.  At  pres- 
ent when  flat  spots  arc  worn  on  wheels  or  the  flanges  wear  too 
thin  the  old  wheels  are  simply  pressed  off  and  disposed  of  as  scrap 
and  new  wheels  pressed  on  the  axle.  Next  to  the  machine  shop 
comes  the  overhaulnig  department  which  is  located  alongside  of 
the  track  pits  in  the  north  barn.  These  pits  arc  provided  with  a 
narrow  gage  track  on  which  is  mounted  a  car  carrying  a  jack  and 
a  cradle  upon  which  armatures  and  motors  are  lowered  from  the 
trucks.  The  pit  car  is  then  run  out  from  under  the  car  and  the 
armature  or  motor  is  picked  up  by  a  swinging  crane  which  deposits 
it  on  the  floor  of  the  overhauling  department.  Ifere  the  machines 
may  be  readily -taken  apart  and  cleaned,  the  various  parts  carried 
to  the  different  shops  for  such  repairs  as  may  be  found  necessary. 


DAILY  REPORT  OF  EXPRESS. 

ROCKFORD  &  INTERURBAN  RAILWAY  COMPANY. 


STATION       Date 

UNCOLLECTtD  BILLS  AS  PER  LAST  REPORT  $- 


COLLECT.         {         PREPAID. 

TOTAt. 

EXPRESS 
FORWAflOEO 

EXPRESS 
RECEIVED. 

TOTAL  AMOUN 

T  OF  BUSINESS,     • 

BILLS   rOR   COLLECTION   AT  THIS  OFFICE. 
TOTAL  BILLS. 


COLLECTIONS. 


KTICKCT»*T_ 


TOTAL  COLLECTIONS. 


UNCOLLECTED  BILLS  AT  CLOSE  OF  BUSINESS. 


TICKET  SALES. 


TiCKCTS-COMMUTATION     NO.  . 

TicKCTs.  r 


NOTICE   TO  AGENTS 

AGENTS  DAILY   REPORT  OF  EXPRESS. 
(Size  of  orijrinal.  4'ix8  in.) 

Beyond  tlic  overhauling  department  is  a  small  paint  room  in  which 
paints  arc  mixed  and  sash  and  other  small  parts  are  painted  or 
varnished.  The  car  painting  is  done  on  two  tracks  in  the  harn 
adjacent  (n  the  paint  shop  which  are  reserved  for  tiiis  purpose.  All 
the  company's  rolling  stock  is  varnished  every  year  and  it  is  also 
repainted  each  year  if  found  necessary.  At  the  rear  of  the  paint 
room    is    the   woodworking   shop   where   all    repairs   on    car   bodies 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


315 


are  made.  This  shop  is  now  turning  out  two  new  express  cars 
previously  mentioned,  one  of  which  is  already  nearing  completion. 
The  blacksmith  shop  is  located  alongside  of  the  carpenter  shop 
and  contains  i  forge.  The  north  barn  is  largely  devoted  to  paint- 
ing, general  repair  work  and  storage  while  the  south  barn  is  used 
for  the  night  storage  of  the  cars  in  service. 

The  company  is  preparing  to  adopt  the  "Detroit"  style  illuminated 
signs  on  all  of  its  cars,  and  a  large  number  of   these  signs  are 


list    of   questions    which    he   is    required   to    answer   over   his    own 
signature.    The  questions  upon  this  application  blank  are  as  follows : 

What  is  your  full  name? 

Are  you  married? 

Residence  ? 

How  long  have  you  resided  nt  the  aliove  address? 

Previous  residence? 

Trade  or  occupation? 


DELIVERY  TICKET. 

• 

Fo 

m» 

Rockford.  TU IfiO 

Pro  ^ 

foltoWins  shipme 

0,  

"liTJ  Rockford  and  Belvidere  Electric  Railway  Co.             rn,. 

i(  in  good  order 

Coniigner,  Orig.  Point  Shipmenti  Con.  Line  Ref. 

BILLING  STATION 

WAV-BILL 

CAR                          II 

DATE 

NUMBER 

NUMBER 

TIME 

ARTICLES  AND  MARKS 

WEIGHT 

RATE 

EXPRESS 

.     ADVANCES 

■ 

~ 

Total  Express 

and  Advances 
Dray  age 

SECTION  OF  TRIPLICATE  FORM.    (SIZE  OF  ORIGINAL  7x8".^  IN.) 


ixring  made  at  these  shops.  These  signs  are  mounted  on  the  sides 
and  front  of  the  decks  and  are  illuminated  by  means  of  the  interior 
car  lighting  through  the  deck  sash.  The  signs  are  made  of  wood 
painted  bl.ick.  the  lettering  being  sawed  entirely  through  the  wood 
and  the  narrow  outline  around  the  letters  painted  while.  On  the 
back  of  each  open  letter  is  fastened  a  strip  of  white  celluloid  which 
permits  sufficient  passage  of  light  to  thoroughly  illuminate  the  sign 
when  the  interior  lights  of  the  car  arc  burning.      The   combination 


^ 

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i  I 

■  s 

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n 

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0  * 
B   ■' 
«  I 

1  " 

IF  FILLED.  ronwARO  to 

ill 

2 

IF  EMPTY.  utTuHN  TO 

\ 

iiiii    ■«!  rm  OM  «•  ridMi  (■  tm  Mm  fttmti*^. 

ICE  CHKAM  TICKKT. 

of  while  Idler'.  up<in  a  Mark  background  alsfi  makes  a  very  legible 
^ign  during  the  daytime. 

As  previously  stated  all  applications  for  employment  are  made 
to  the  superintendent  of  transporlation  and  every  applicant  for  the 
position  as  motorman  or  conductor  is  given  a  blank  containing  a 


Have  you  a  good  watch? 

Do  you  drink  or  frequent  saloons  ? 

How  long  have  you  been  out  of  employment  ? 

By  whom  were  you  last  employed? 

How  long  were  you  in  their  employ? 

Their  address? 

Why  did  you  leave? 

Who  was  your  previous  employer? 

How  long  were  you  in  their  employ? 

Their  address? 

Who  recommended  you  to  this  company? 

Their  address? 

Other  references. 

Have  you  read  the  rules  and  regulations  of  the  company? 

Were  you  ever  employed  on  any  hor.sc  or  electric  railroad  in  this 
ur  In  any  other  city  as  motorman  or  conductor,  if  so  state  which. 

.State  where  so  employed. 

Slate  how  long  employed. 

Stale  why  you  left. 

If  the  answers  to  these  questions  arc  found  satisfactory  and  the 
applicant  appears  upon  personal  examination  to  Ik?  suflicienlly 
itUclligenl  and  otherwise  qualified  for  the  position  which  he  is  seek- 
ing he  is,  if  a  motorman,  put  to  work  in  the  pit  for  seven  days  in 
order  to  familiari/f  himself  with  the  essential  parts  of  the  car 
equipment.  After  wf)rking  a  week  in  the  pil  he  is  put' on  a  run 
will)  an  old  molorinan  who  iiislrucis  him  as  lo  his  duties  up  to 
such  time  as  he  considers  him  capable  of  operating  a  car.  The 
new  applicant  Is  then  put  on  with  another  man  and  continues  to 
operate  under  instruction  until  passed  by  both  molormen.     During 


316 


STREET  RAILWAY  REVIEW. 


(Vol.  XII 1,  No.  6. 


hj.s  period  of  inslriiclibn  the  superintendent  of  transportation  occa 
^iiHiall)  rides  with  the  new  man  in  urder  to  |>ers«snally  oliserve  lii- 
capabilitics.  I'lie  rcKnlar  rnns  on  the  company's  lines  arc  divided 
into  three  cla>ses  calle<l  day  rnns.  late  rnns  and  swing  rnus.  Ihe 
nnifiirnied  force  includes  alwut  05  men  and  15  men  are  employed  in 
the  shops  and  Utrns. 

Whenever  an  employe  leaves  or  is  discharged  from  the  service  01 
the  company  he  is  given  a  certificate  stating  that  he  has  been  em- 
ployed by  the  company  for  a  certain  time  and  also  giving  the  canse 
iif  his  leaving  the  service.  His  conduct  while  in  the  employ  of  the 
company  is  mentioned  and  in  case  Ik  is  discharged  the  cause  and 
particulars  for  his  discharge  are  given.  This  ccnificatc  is  signed 
by  the  superintendent  of  transportation  and  is  approved  by  the 
general  manager.  A  copy  of  such  certificate  is  kept  in  the  super- 
intendent's office  in  a  lx)ok  used  for  that  purpose. 

The  description  of  the  Rockford  &  Krceport  Division  as  well  as 
the  park  system  of  the  Rockford  &  InterurlKin  Ry.  and  the  financial 
statistics  of  the  company  will  be  given  in  the  July  issue  of  the 
"Review." 

CONVENTION  ANNOUNCEMENTS. 


The  accompanying  diagram  shows  the  arrangonunt  of  e.\liihil 
space  for  the  Jjnd  annual  convention  of  the  .'\nierican  Stree:  Rail- 
way .Vssocialion  to  be  held  at  Saratoga  Seplcniber  .;d  to  4th  ne.xl 
Hie  list  of  exhibitors  to  whom  space  has  been  assigned  is  also  given 
herewith.  The  exhibits  will  be  located  im  the  verandas  and  in  llu- 
court  yard  of  the  headquarters  hotel. 

Mr.  Frank  M.  Cozzens.  chairman  of  the  exhibit  connnittce.  No.  4 
I  homas  St.,  Saratoga,  N.  Y.,  has  made  the  following  announce- 
ment : 

The  allotment  of  sp.nce  shown  is  final  and  cannot  be  revised.  Vhv 
committee  reserves  the  right  to  cancel  applications  for  space  not 
paid  for  by  Sept.  i.  IQO.V  Payment  should  be  made  to  T.  C.  Pen- 
ington.  treasurer  .American  .Street  Railway  .\ssociation,  20M  Sl:ili; 
St.,  Chicago. 

Exhibits  can  be  placed  four  days  before  the  first  day  of  the  con- 
vention, and  shall  be  in  place  on  the  morning  of  September  2.  All 
articles  for  exhibition  shall  be  delivered  on  the  exhibition  grounds 
by  the  agent  or  owner  and  at  his  expense,  but  the  local  committee 
has  made  arrangements  with  Tooley  Brothers,  Saratoga  Springs, 
to  deliver  all  shipments  to  and  from  the  grounds  at  low  rates.  Mark 
your  goods  to  yourself,  care  of  Tooley  Brothers,  Saratoga  Springs. 
New  'York,  sending  them  bill  of  lading  or  advice  and  prepay  charges. 
Under  no  circumstances  will  exhibits  be  received  on  which  there 
are  charges  of  any  kind.  Mark  the  number  of  your  space  on  all 
boxes  and  cases.     Ship  all  goods  early  to  avoid  delay  in  transit. 

The  grounds  will  be  planked  and  exhibitors  desiring  platforni  o' 
railing  should  apply  to  the  chairman  of  exhibits  at  once  who  will 
quote  prices  per  square  foot.  Signs  should  not  exceed  2  ft.  in  height, 
and  cannot  be  placed  so  as  to  obstruct  any  other  exhibit.  Cars  and 
sweepers  will  be  exhibited  on  side  track  within  one-half  block  .if 
grounds.  No  nails,  tacks,  or  screws  shall  be  placed  or  driven  ,n;o 
the  floor,  wall  or  trees  and  all  decorations  must  be  put  up  withou' 
defacing  walls  or  trees.  Exhibitors  will  be  held  responsible  for  any 
damage  to  floor,  walls  or  trees  caused  by  the  act  or  negligence  of 
the  exhibitor  or  his  agents.  The  grounds  will  be  well  lighted,  .spe- 
cial lighting  or  power  will  he  furnished  at  lowest  market  rates. 

Exhibitors  are  requested  to  send  the  following  information  to 
the  chairman  of  exhibits  not  later  than  July  15.  1903 : 

1.  Will  your  exhibit  be  of  light  or  heavy  material? 

2.  What  amount  of  current  will  you  require  for  power? 

3.  State  whether  you  want  direct  or  alternating  current  and  what 
kind. 

4.  What  machinery  will  you  have  in  operation?  Give  full  de- 
scription of  same  and  power  required. 

5.  Will  you  require  extra  lighting?     If  so,  what  amount? 

6.  Will  you  have  electric  signs  for  display?  Give  full  particulars 
as  to  number  of  lights,  etc. 

E.xhibitors  must  provide  and  ship  all  lamps  nceiled  for  electric 
signs. 

Secretary  Peninglon  has  issued  a  circular  giving  the  rules  regard- 
ing tickets  at  reduced  rates  as  follows  : 

The  passenger  associations  have  granted  excursion  fares  from 
all  points,  except  in  the  district  of  the  South  Western  Passengor 
.■\.ssociation.    Fare  and  one-third  for  the  round  trip. 


One  hundred  or  more  persons  must  purchase  tickets  and  get 
properly  executed  certificates  from  the  agent  when  purchasing 
ticket. 

rickets  for  the  return  journey  will  l)e  sold  by  ticket  agent  at  Sara 
toga  for  one-third  the  first-class  limited  fare  to  those  holding  cer- 
tificates signed  by  the  ticket  agent  at  |ioint  where  ticket  is  pur- 
cliased,  countersigned  by  the  secretary  of  the  association,  signeil  anil 
stamped  by  a  special  agent  of  the  passenger  association,  and  n|ioii 
payment  of  25  cents  for  vising  by  passenger  agent. 

Tickets  for  return  journey  must  he  purchased  within  three  da\s 
after  adjournment  of  meeting.  Sunday  not  In-ing  reckoned  as  one  of 
the  three  days. 

No  certificates  will  be  honored  if  issued  in  connection  with  aii> 
ticket  unless  full  fare  shall  have  l>een  paid  to  Saratoga. 

The  certificates  are  not  transferable. 

No  refund  of  fare  can  be  expected  if  you  do  not  get  certificate 
ivhen  ticket  is  purchased. 

Leave  your  certificate  with  clerk  when  you  register. 

-♦-»♦ 

LIST  OF  EXHIBITORS. 

Space  No.  Sq,  ft. 

It)        Adams  &  Westlake  Co.,  Chicago 200 

,?o        .American  .-Xutoinatic   Switch  Co.,  New  York 100 

36  .\merican  Brake  Shoe  &  Foundry  Co..  Mahwah,  N.  J....  200 

OiS         .\inerican  Car  Scat  Co.,  Brooklyn 250 

,i3         .Xnierican  Railway  Supply  Co..  New  York lOj 

52        .\mcrican  Steel  &  Wire  Co.,  Chicago 225 

40        .\tlas   Railway   Supply  Co.,  Chicago 200 

(10        Baldwin  Locomotive  Works,  Philadelphia 250 

54  Bemis  Car    Truck  Co.,  New  York 850 

70         lierry  Brothers,  Detroit 200 

11  Uliss.  E  W.  &  Co..  Brooklyn 150 

77  Brill,  J.  G.  &  Co.,  Philadelphia 300 

(«  Brown.  Harold  P.,  New  York ' 600 

44  Bruck  Solidified  Oil  Co.,  Boston     100 

_7  Brady  Brass  Works,  New  York 100 

74  Chase.  L.  C  &  Co.,  Boston 300 

69  Christensen  Engineering  Co.,  New  York 400 

32  Cook.  .Adams  &  Sons,  New  York too 

3  Conant,  R.  W.,  Cambridge too 

()i  Consolidated  Car  Fender  Co.,  New  York 1000 

66  Consolidated  Car  Heating  Co.,  Albany 300 

73  Continuous  Rail  Joint  Co.,  Chicago 200 

17  Curtain  Supply  Co.,  Chicago 300 

6  Dearborn  Drug  &  Chemical  Works,  Chicago 200 

39  Detroit  Trolley  &  Manufacturing  Co.,  Detroit 200 

4t  Duff  Manufacturing  Co.,  .Allegheny  too 

63  Electric  Storage  Battery  Co..  Philadelphia 400 

52  Electric  Railway  Equipment  Co.   (E.   P.  Morris),  Cincin- 

nati    1000 

9        Field,  C.  J.,  New  Y'ork too 

50        General  Electric  Co.,  Schenectady 500 

14  Globe  Ticket  Co..  Philadelphia too 

57        Gold  Car  Heating  &  Lighting  Co.,  New  Y'ork 500 

18  Hale  &  Kilburn  Manufacturing  Co.,  New  York 250 

12  Harrington,  C.  J..   New  York 200 

42        Heywood  Bros.  &  Wakefield  Co.,  Philadelphia too 

79        I  lowc  Manufacturing  Co.,  Scranlon too 

20        International  Register  Co..  Chicago 200 

f)7        Johns.  H.  W.— Manvillc  Co.,  New  York 600 

47        Kinnear  Manufacturing  Co.,  Columbus too 

55  Kiiowles,  C.  S..  Boston 225 

J5        Le Valley  VitiB  Carbon  Brush  Co.,  New  York 200 

(>4        Lorain  Steel   Co..  Lorain 500 

59        Ludlow  Supply  Co.,  Cleveland 200 

31         Lumen  Bearing  Co.,  Buffalo 100 

/(>        Magann.  G.  P..  -Air  Brake  Co.,  Detroit 1000 

55  National  Carlwn  Co.,  Cleveland 300 

7  National  Ticket  Co.,  Cleveland too 

56  National  Lock  Washer  Co.,  Newark 250 

5  Newcomb,  F.  H.,  Brooklyn 100 

53  Nnttall,  R.  D.  Co.,  Pittsburg 300 

49  Ohio  Brass  Co.,  Mansfield 875 

19  Ohmer  Fare  Register  Co.,  Dayton 500 

15  Pantasote  Co.,  New  York 150 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


317 


78  Peckham  Manufacturing  Co.,  New  York 1000  10 

71  Pennsylvania  Steel  Co.,  Philadelphia 1000  T 

Ji  Pierce,  T.  Raymond.  Boston 200  13 

54  Pittsburg  Reduction  Co.,  Chicago 600  38 

35  Pittsburg  Switch  &  Signal  Co..  Pittsburg too  4iS 

JO  Railway  .Vppliance  Co..  .Mbany too  45 

jS  Railway  .Appliances  Co.,  Chicago joo  i 

51  Root    Track  Scraper  Co.,  Kalamazoo 200  4 

Sj  Rossitcr.  McGovern  &  Co..  New  York 700  80 

J9  Railway  Sander  Co..  Toronto.  Can 100  46 

xi'  ■     Sherwin  Williams  &  Co.,  Cleveland ■ 200  43 

62  Standard  Paint  Co..  New  York 400  8 

24  Standard  \'ilrificd  Conduit  Co.,  New  York 200  22 


Star  Brass  Works,  Kalamazoo too 

Stephenson.  John,  Co.,  Elizabeth 600 

Sterling  Meakcr  Co.,  Newark 250 

Sterling  Varnish  Co.,  Pittsburg 150 

St.  Louis  Car  Co.,  Si.  Louis 200 

Stuart  I  lowland  Co.,  Boston kh) 

Street  Railway  Journal.  New  York 300 

SPREEI-  R.\ILW.\Y  RICVIEW,  Chicago 300 

Taylor  Electric   Truck  Co.,  Troy ..1500 

Traction  Equipment  Co.,  Brooklyn. . , 150 

L'nion  Signal  Co.,  Cambridge 100 

V.  S.  Curtain  Co.,  Newark too 

Van  Dorn  S:  Dutton  Co..  Clcvclan<l 200 


Federai.  SrnEET 


OFFICIAI,  DIAliHAM  OK  K.XIIIlirT  SI'ACK,  A.  S.  R.  A.  CONVKNTION,  SAKATOI.A,  N.  Y.,  SKI'T,  H,  1W.1, 


318 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  6. 


37 
7.1 

r 

.M 


Van  Uorii.  W.  T..  Co.,  Chicago lOO 

Watsiin.  Win.  T.,  .Newark l8o 

Wi-bcr  Railway  Joini  Manufacturing  Co.,  New  York xa 

VV'csU-rn  Kltclrician,  Chicago lOO 

Wcslinghinisc  Electric  &  Manufacturing  Co..  Pittsburg...  6oo 

Wharton,  Win.  Jr.  &  Co,  I'hil.i<lclphia S<» 

Wli.-.l    Ir.iing  Brake  Shoe  Co.,  Detroit too 

41  > 

LABOR  SITUATION   AT   RICHMOND,   VA. 


During  the  past  month  the  relations  between  the  Virginia  Passen- 
ger &  I'liwer  Co.,  of  Richmond,  Va.,  and  its  employes  have  been 
growing  sotnewhat  strained  and  as  we  go  to  press  it  is  not  improb- 
able that  a  strike  may  result.  Early  in  May  the  union  asked  the 
numagement  to  enter  into  a  contract  for  a  9-hour  day  and  grant 
an  increase  in  wages.  Some  other  minor  points  were  included  but 
the  wage  question  was  the  important  point.  May  23d,  the  general 
manager,  S.  W.  lluflf,  replied  to  the  demands  of  the  men  calling 
attention  to  the  fact  that  the  existing  wage  schedule  was  adopted 
.\ugust.  ig02.  after  arbitration  between  the  parties  in  interest  and 
that  inasmuch  as  this  was  practically  the  only  question  at  issue 
the  company  must  decline  to  consider  the  proposal  made.  May  25lh 
a  committee  of  the  union  proposed  that  the  matter  of  agreeing  to 
proposal  previously  made  be  submitted  to  arbitration.  On  the  30th 
the  company  again  replied  that  as  the  question  of  wages  was  the 
only  real  issue,  and  the  scale  now  paid  had  been  fixed  by  arbitration 
only  ten  months  ago  it  declined  to  rearbitratc  the  matter. 

Mr.  Huffs  letter  of  the  23d  was  in  part  as  follows: 

"Shortly  after  the  properties  controlled  by  the  Virginia  Passenger 
&  Power  Co.  were  acquired,  and  before  there  had  been  an  oppor- 
tunity to  know  what  the  earning  capacity  and  the  expenses  of  the 
properties  operated  together  would  be.  a  demand  for  increased 
wages  and  a  nine-hour  day  was  presented. 

"After  some  discussion  the  company  offered  a  nine-hour  day. 
provided  a  majority  of  the  men  on  the  various  lines  desired  it,  and 
agreed  to  arbitrate  the  rate  of  wages.  This  offer  to  arbitrate  wages 
was  first  declined  by  the  committee  representing  the  motormen  and 
conductors,  but,  after  a  strike  of  about  twelve  hours'  duration,  the 
same  committee  offered  to  accept  arbitration. 

"This  arbitration  resulted  in  an  increase  of  wages,  fixing  upon 
the  company  an  additional  expense  of  about  $50,000  per  year;  the 
scale  of  wages  fi.xed  by  this  Arbitration  Committee  taking  effect 
.Vug.  I,  1902. 

"When  the  company  had  been  gotten  into  such  shape  as  to  be 
able  to  determine  the  result  of  the  combined  operation  of  the  com- 
panies, it  was  found  that,  although  the  combined  operation  of  the 
properties  had  effected  a  substantial  saving,  still  the  ratio  of  oper- 
ating expenses  to  receipts  was  abnormally  high,  and  that  the  amount 
which  stood  out  most  prominently  in  proportion  to  other  expenses, 
and  which  vsas  most  out  of  proportion  to  the  same  expense  in  the 
report  of  other  properties  was  the  amount  paid  our  motormen 
and  conductors,  it  being  31  per  cent  of  the  total  receipts  from 
railway  operation  and  44  per  cent  of  the  total  operating  expenses. 
If  the  officers  of  the  company  had  gone  at  the  readjusting  of 
expenses  in  the  most  natural  way.  this  item  of  motorman  and  con- 
ductor wages  would  have  been  the  first  one  that  would  have  come 
in  for  reduction,  but.  as  this  rate  of  wages  had  been  fixed  by  a 
Roard  of  .Arbitration,  the  company  did  not  feel  that  it  could  make 
a  reduction  in  these  wages  and  keep  good  faith  with  its  employes. 

"Under  these  circumstances,  you  can  understand  why,  when  a 
demand  for  an  additional  increase  of  24.6  per  cent  over  the  present 
high  wages  is  asked,  resulting  in  an  added  increase  in  expense  of 
about  $80,000  per  year,  and  this  request  or  demand  is  made  just 
nine  months  from  the  date  upon  which  the  arbitration  went  into 
effect,  we  are  forced  to  decline  to  make  any  further  increase,  it 
already  being  a  very  serious  question  as  to  how  the  company  will 
be  able  to  live  up  to  the  rate  fixed  by  the  Board  of  .Arbitration 
and  at  the  same  time  meet  its  obligations.  In  fact,  if  the  award  of 
the  Board  of  Arbitration,  which  took  effect  the  first  i)f  last  .\ugust. 
is  to  be  thrown  over,  it  becomes  a  question  whether  the  company 
should  not  reduce  these  wages  rather  than  increase  them. 

"It  is  appreciated  that  the  expense  of  living  is  greater  than  it 
has  been  in  periods  past,  hut  this  was  fully  considered  by  the 
Board  of  .Arbitration  last  summer,  as  the  present  high  rate  of  wages 
(high  as  compared  with  other  cities  of  the  same  size  in  the  South) 


was  the  result  of  the  consideration  of  the  Arbitration  Committee  of 
this  increa.sed  cost  of  living. 

"By  your  own  choice,  you  arc  now  working  nine  hours  per  day 
on  the  Richmond  and  Manchester  lines,  rather  than  twelve  hours, 
as  heretofore,  and  it  is  unreasonable  to  expect  that  the  com|>any 
will  be  able  to  pay  you  such  increase  in  wages  per  hour  as  would 
enable  you  to  earn  as  much  per  day  working  only  nine  hours  as 
you  formerly  earned  working  twelve  hours. 

"In  the  matter  of  the  Petersburg  Road.  With  the  present  rate  of 
wages  paid,  the  Petersburg  Road  during  the  past  winter  was  barely 
able  to  pay  operating  expenses  and  must  trust  to  the  summer  travel 
to  pay  the  interest  on  its  bonds.  To  increase  the  wages  25  per  cent, 
as  provided  in  your  proposed  contract,  would  mean  to  bankrupt 
the  property. 

"With  regard  to  submitting  to  a  Board  of  .Arbitration  the  dis- 
missal and  suspension  of  our  employes,  this  would  be  to  virtually 
place  the  discipline  of  the  roads  in  the  hands  of  a  Board  of  Arbi- 
tration. As  railroad  men,  familiar  with  the  difficulties  with  which 
a  superintendent  has  to  contend,  you  must  recognize  that  it  will  be 
impossible  for  a  superintendent  or  any  operating  man  to  control 
and  maintain  the  respect  of  his  men  if  his  actions  in  matters  of 
discipline  are  to  be  continually  reviewed  and  passed  on  by  a  Board 
of  Arbitration;  it  would  simply  mean  to  take  matters  out  of  his 
hands,  and  his  usefulness  would  be  at  an  end.  *  *  •  The  fore- 
going reasons  why  we  could  not  accede  to  your  request  or  demand 
were  explained  to  you  more  in  detail  when  you  called  to  see  me  at 
my  invitation  on  May  11,  when  you  were  shown  the  company's 
balance  sheets,  that  you  might  sec  for  yourselves  the  company's 
inability  to  grant  any  increase  in  wages.  Should  there  be  any 
doubt  in  your  minds  as  to  my  statements  to  you,  or  as  to  the  genu- 
ineness of  the  balance  sheets  shown,  I  will  be  willing  for  you  to 
have  any  accountant  that  might  not  be  objectionable  to  us  examine 
our  books  and  satisfy  you  on  this  point." 

The  men  went  out  on  strike  at  3  a.  m.,  June  17th,  tying  up  all  the 
lines  in  Richmond  and  vicinity. 


DOG  TICKETS  AT  HARTFORD,  CONN. 


The  Hartford  Street  Railway  Co.  derives  considerable  revenue 
from  the  sale  of  tickets  permitting  the  transportation  on  its  cars 
of  dogs  when  accompanied  by  passengers.  The  tickets  are  sold  at 
the  company's  office  in  strips  at  5  cents  each.     Each  ticket  bears  on 


_HARTFORD  STREET_R:YJOi_ 

rys  DOG    PERBflT 

>-*J  GOol> 

•^  '-■•  ^^>  5  Cent  "^" 

OP         without  ChuDKe  of  Car 


HARTFOKli 


rn.KET. 


llic  reverse  side  the  following  conditions  under  which  the  ticket  will 
be  accepted : 

"This  dog  permit  will  be  accepted  for  the  transportation  of  one 
dog  on  the  cars  of  this   company  as   indicated  on  the  face  of  this 
permit,  on  condition  that  if  dog  cannot  be  carried  in  owner's  arms 
it   shall  ride  in  front   vestibule  with  motorman." 
«  •  » 

The  Boston  (Mass.)  .Aldermen  recently  revised  the  ordinance 
regulating  the  speed  of  electric  cars  within  the  city  limits  from 
7,  10  and  12  miles  an  hour  to  10.  12  and  15  miles,  according  to 
locality.     In  turning  corners  speed  must  not  exceed  4  miles  an  hour. 


A  contract  has  been  closed  between  the  city  of  Columbus,  Ga.,  and 
the  Columbus  Street  Railroad  Co .  part  of  the  Stone- Webster  elec- 
trical management  of  Boston,  by  which  the  company  gains  permis- 
sion to  run  its  cars  across  the  new  14th  St.  steel  bridge  into  the 
adjoining  city  of  Girard.  Ala.  The  former  wooden  bridge  was  not 
large  enough  nor  strong  enough  to  admit  of  a  car  line  and  it  was 
this  fact  that  practically  made  separate  systems  of  the  Phoenix- 
Girard  and  the  Columbus  car  lines  which  prevented  the  original 
system  in  the  Alabama  suburbs  from  being  successful.  Now,  how- 
ever, the  situation  is  entirely  different,  for  the  three  cities  are  under 
a  unified  management.  Extensions  arc  being  made  in  Phoenix  City 
and   Girard   wherever  they  are   deemed  necessary. 


JlNE  20.    1903.] 


STREET  RAILWAY  REVIEW. 


319 


ACCIDENTS. 


By  the  derailing  of  a  Berkshire  Street  Railway  Cos.  car  as  il  was 
passing  through  lloiisatonic,  Mass.,  May  29lh,  the  molormaii  was 
ahnost  instantly  killed,  his  child  probabl/  fatally  injured  and  his 
wife  and  five  other  passengers,  together  with  the  conductor,  severely 
hurt.  It  happened  at  a  curve  and  it  is  t  lought  a  stone  was  in  the 
track.  The  car  struck  a  tree,  breaking  it  1  S  short,  and  the  front  end 
of  the  car  was  demolished. 

Charles  Babbitt,  a  conductor  of  the  South  Chicago  City  Railway 
Co.,  stood  on  the  fender  of  his  car  as  il  was  crossing  the  railroad 
tracks  at  looth  and  Union  Sts.,  Chicago  May  22<i,  and  was  struck 
and  instantly  killed  by  a  Pennsylvania  railroad  passenger  train, 
which  also  injured  the  motorman  and  damaged  the  front  portion  of 
the  electric  car.  The  conductor  had  just  crossed  the  network  of 
tracks  to  see  that  the  coast  was  clear  i,nd,  two  Baltimore  &  Ohio 
trains  having  gone  by,  he  told  the  molorman  to  go  ahead,  at  the 
same  time  stepping  on  the  fender  to  watch  out  for  trains. 

One  man  was  killed  outright,  two  persons  fatally  and  several 
others  badly  injured  in  a  runaway  trailer  car  accident  at  San  Jose, 
Cal.,  June  6th,  on  the  Alum  Rock  Electric  Ry.,  owned  by  the  San 
Jose  &  Santa  Clara  Railroad  Co.  The  car  was  standing  on  a  siding 
at  the  top  of  a  hill  and  was  being  loaded  with  returning  picnickers. 

May  23d  a  Kedzie  Ave.  electric  car  and  a  Chicago  &  Grand 
Trunk  freight  train  collided  at  the  grade  crossing  at  4gth  St.  and 
Kedrie  Ave.,  Chicago,  and  five  persons  were  hurt.  The  motorman 
started  to  cross  the  tracks  after  a  passenger  train  passed,  failing  to 
see  the  freight. 

A  north  bound  Halsted  St.  car  collided  with  an  east  bound  35th 
St.  car,  in  Chicago,  May  21st,  at  the  intersection  of  the  two  thor- 
oughfares, and  12  persons  were  injured,  five  seriously.  The  motor- 
man  of  the  Halsted  St.  car  could  not  slop  his  car  on  account  of 
slippery  rails. 

One  man  was  fatally  injured  by  a  collision  in  Chicago  June  5th, 
between  an  i8th  St.  electric  car  and  a  Halsted  St.  cable  train.  The 
windows  of  both  cars  were  broken  and  several  passengers  were  cut 
by  flying  glass. 

Nine  persons  were  badly  injured  by  the  overturning  of  a  trolley 
car  that  ran  wild  down  Eagle  Rock  on  its  way  to  Orange,  N.  J.,  June 
6th.  A  passenger  boarding  the  car  by  the  front  platform  accidentally 
unset  the  brake  and  the  car  gancd  great  momentum  before  the 
motorman  could  reach  the  brake  .At  the  foot  of  the  hill  il  struck 
a  curve. 

Eight  persons  were  hurt  in  a  collision  at  Jonesboro,  Ind..  June 
4th.  A  Gas  City  motor  car  running  between  Jonesboro  and  Marion 
and  a  gravel  car  on  the  Union  Traction  Co's.  line,  lioth  running  at 
high  speed,  collided  on  a  curve. 

In  New  York  City,  June  2d,  a  Columbus  Ave.  electric  car,  going 
through  53d  St.,  struck  the  rear  of  a  north  bound  Eighth  Ave.  car 
and  forced  it  almost  10  the  sidewalk.  Both  were  open  cars  and  both 
were  considerably  damaged.     Nine  persons  were  injured. 

Two  Brooklyn  trolley  cars  collided  on  the  New  York  end  of  the 
Brooklyn  Bridge  May  30th  and  fxith  cars  were  badly  damaged.  One 
passenger  was  injured. 

Ten  persons  were  injured  May  25th  in  a  collision  at  New  Balti- 
more, Mich..  I)ctwecii  a  Rapid  Railway  electric  passenger  car  and 
a  steam  freight  train  that  runs  on  the  company's  tracks  hauling 
freight  during  the  night  and  early  morning.  The  tender  of  the 
freight  engine  was  driven  half  way  through  the  passenger  car.  A 
mistake  in  orders  is  .said  to  have  caused  the  accident. 

A  collision  occurred  June  "th  10  miles  west  of  St.  Louis  between 
two  street  cars  running  between  St.  Louis  and  Crcvc  Cocur  Lake. 
One  passenger  was  seriously  injured.  The  cap  of  a  motorman  blew 
oflf  and  he  backed  his  car  to  get  it.  Another  car  came  around  a 
curve  from  l>chind. 

June  3d  there  was  a  collision  in  St.  I^)ui3  lx.'twcen  Bellefontainc 
and  Cherokee  cars,  in  which  eight  persons  were  hurt. 

A  trolley  car  of  the  New  Jersey  line  and  a  freight  car  of  the 
Jersey  Central  railroad  were  In  collision  at  Elizabeth,  N.  J.,  May 
26th.  The  freight  car  was  licing  shunted  up  the  track  just  as  the 
trolley  crossed  and  struck  the  rear  of  the  latter,  completely  wrecking 
it.    The  conductor  and  a  passenger  were  severely  injured. 

The  rear  end  of  a  Union  Traction  Co.  car  was  struck  by  an 
excursion  train  on  the  Lake  Eric  &  Western  railroad  at  Mimcic, 
Ind.,  May  24lh,  and  demolished.  It  was  a  stormy  evening  and  just 
a»  the  interurban  was  crossing  the  track  the  power  failed,  owing  to 


ihc  motor  being  burned  out  by  lightning.  The  steam  train  was 
flagged  and  its  speed  reduced. 

A  car  of  the  East  Pittsburg  and  Homestead  line,  while  descend- 
ing a  steep  grade  on  Library  St.,  Braddock,  Pa.,  May  23d,  jumped 
the  track,  ran  across  the  street  and  crashed  into  a  building.  Four- 
teen passengers  were  injured  and  Uie  car  wrecked.  A  broken  brake 
beam  was  alleged  to  be  the  cause. 

A  rear-end  collision  occurred  on  the  Detroit,  Ypsilanti,  Ann  Arbor 
&  Jackson  Ry,,  May  30th,  a  short  distance  from  the  power  house 
at  Dearborn,  Mich.  Three  persons  were  injured  and  all  the  win- 
dows in  the  forward  car  were  smashed.  The  cars  were  running 
closely  together  and  when  one  stopped  to  let  off  a  passenger  the 
other  ran  into  it. 

An  accident  which  completely  demolished  one  of  the  cars  of  the 
Omaha  Street  Railway  Co.,  occurred  on  the  Park  Ave.  line,  Omaha, 
Neb..  May  29th.  Seven  people  were  badly  injured,  including  n 
conductor.  It  happened  on  a  stretch  of  single  track  near  a  turnout, 
one  car  starting  from  the  switch  too  soon. 

A  Robinson  Park  trolley  car  at  Fort  Wayne,  Ind.,  and  an  electric 
construction  train  consisting  of  a  bo.\  car  and  two  gondolas  loaded 
with  stone  collided  head  on  at  '"Horseshoe  Bend"  May  20th  and 
si-K  people  were  hurt.  The  collision  took  place  on  a  curve,  and  high 
bushes  obstructed  the  view  from  both  approaches. 

In  San  Francisco  May  30th  a  Fillmore  St.  electric  car  of  the 
L^nited  Railroads  ran  full  upon  a  Haight  St.  cable  car  at  the  junc- 
tion of  Fillmore  and  Haight  Sts.  The  cable  car  was  completely 
wrecked  and  14  persons  were  injured,  none  fatally.  It  is  a  rule  of 
the  company  that  cars  of  both  lines  stop  before  crossing  each  other's 
tracks.  It  is  said  that  the  motorman  of  the  Fillmore  St.  car  was 
unable  to  stop  it. 

A  South  Omaha  (Neb.)  car  was  struck  by  a  whirlwind  May  22d 
with  such  force  the  glass  in  the  vestibule  and  windows  was  blown 
in  and  the  motorman  was  badly  cut  about  the  head  and  face.  An 
Omaha  car  was  struck  by  the  squall  and  the  front  truck  lifted  from 
the  track,  causing  a  blockade. 

The  South  Chicago  City  Railway  Co.  has  offered  a  reward  of 
$1,000  for  the  arrest  of  persons  who  are  believed  to  have  cau.sed 
one  wreck  on  the  company's  lines  and  to  have  attempted  others. 
June  1st  a  car  was  derailed  at  Stony  Island  Ave.  and  67th  St.,  by 
spikes  driven  against  the  rails.  A  woman  passenger  was  severely 
injured.  A  similar  attempt  was  made  the  same  night  at  Hammond. 
Ind. 

Early  in  the  evening  of  June  Sth  a  car  on  the  Wilmcrding  branch 
of  the  Pittsburg  Railways  Co.,  on  a  level  piece  of  track,  jumped 
the  track  and  plunged  14  ft.  downward  over  a  sleep  embankment 
toward  the  Monongahela  River.  The  14  passengers  were  thrown 
first  against  the  roof  and  then  against  the  floor  as  the  car  rolled 
three-quarters  over  and  lay  within  six  feet  of  the  river  bank.  Every- 
l>ody  was  injured,  including  the  motorman  and  conductor,  but  none 
fatally.  It  happened  between  Brown's  Station  and  Glenwood  Bridge. 
The  motorman  thought  a  stone,  or  "clinker"  may  have  caused  the 
derailment. 

In  Alliance,  O..  June  -ih,  a  defect  in  the  track  caused  a  car  to 
leave  the  rails  on  the  South  Arch  Ave.  grade.  The  body  of  the  car 
left  the  truck.  A  woman  60  years  old  was  thrown  through  the  car 
floor  and  rendered  unconscious. 

Two  cars  of  the  East  St.  Louis  &  Suburban  Railway  Co.  met  in 
head-on  collision  on  a  short  curve  at  the  western  city  limits  of 
Collinsville  June  5th  and  three  persons  were  hurt.  The  cars  tele- 
scoped part  way  and  both  were  damaged. 

Two  Rapid  Railway  System  cars  collided  near  Ml.  Clemens, 
Mich.,  in  a  heavy  rain  June  6th  and  several  passengers  were  more 
or  less  injured.    One  of  the  cars  was  a  mail  car. 

A  Montreal  Terminal  Railway  Co's.  car  jumped  ihe  track  on  the 
incline  on  City  Hall  Ave.,  Montreal,  June  6th,  and  plunged  into 
a  shed  in  the  rear  of  the  No.  6  Fire  Station.  The  shed  was  wrecked, 
the  car  .somewhat  damaged  and  several  passengers  slightly  hurt. 
The  motorm.iM  iuinpod  before  the  crash  came.  A  loose  rail  was 
blamed. 

Two  d^iuble-lruck  Park  &  Island  Ry.  cars  collided  near  the  Si, 
Laurent  Bridge,  Montreal,  June  7th,  on  a  curve  which  prevented 
the  molormen  seeing  each  other  until  it  was  too  late.  They  stuck 
to  their  posts  with  the  result  that  nobody  was  seriously  hurt. 
although  Ihe  front  ends  of  ilie  cars  and  the  pl,-ilforms  were  d.-iniagi-d. 

On  Ihe  grade  crossing  at  Niles,  O.,  June  7th,  a  Mahoning  Valley 
electric  car  was  run  down  and  demolished  by  a  Baltimore  &  Ohio 
freight  train.    Fortunately  there  were  no  passengers. 


320 


STREET    RAILWAY    REVIEW. 


[Vol..  XIII,  No.  6 


CONVENTION  EXHIBITS. 

I  lie  circular  annouiicciiiinl  of  tlic  cliairmaii  of  llie  coniniitUT  liav- 
iiiK  ill  charge  the  arrangcnicnl  and  care  of  exhibits  at  the  nu-fting 
of  the  .\iiiericaii  Street  Railway  Association  to  lie  held  at  Saratoga 
in  SeplemlKT  shows  that  spaces  aggregating  alxnit  27.000  s<|.  ft.  have 
iR-en  assigned  to  86  different  concerns. 


PUBLISMBO    ON    THC     20rM    OP    EACH    MONTH. 

WINDSOR  &   KENFIELD  PUBLISHINQ  CO.. 

45-47  PLYMOUTH  PLACE,  CHICAGO,  ILL. 

OABLS  AODMSai  "WINPIILD."  LONG   OtSTAWCB  TBLBPMONB.  HAHWHOW  7»*. 

BRANCH  OFFICES; 

New  York     39  Cortlandt  Street.  Cleveland     301  Electric  Building. 

Philadelphia    The  Bourse. 

SUBSCRIPTION  AGENCIES: 
Austria,  Vienna     Lehmann  «  Wentrel,  Karntnerstraase. 
France,  Paris     Boyvcau  aCheviltet,  Librairie  Etrangere,  Ruedela  Banque. 
Italy,  Milan     Ulrico  Hoepti,  Librairia  Delia  Real  Casa. 

New  South  Wales,  Sydney     Turner  &  Henderson,  16  and  18  Hunter  Street. 
Queensland   South?.  Brisbane  -Gordon  &  Cotch. 
Victoria,  Melbourne- Gordon  4  Cotch,  Limited,  Queen  Street. 

The  iiut>li!,her  o(  tlie  Strbkt  Railway  Rbvikw  Ismh-s  e.-ich  yiMr  nn  Ih.- 
DCcaRioii  of  the  nu'ctintf  of  tho  Anu-rican  Strict  Ra'lway  Association  fnuror  more 
numhrm  of  ihi-  />.ii/i  SIrtil  Hailum  Kf.ir-.'.  which  is  puhlisheil  in  the  convention 
city  and  ct>ntains  tfu-  convention  reports.  Tin-  I\iiti'  Strttt  tttiihviiv  Htview  is 
si'i'iarate  from  the  Stkbet  Railway  Revikw,  but  is  in  its  nature  supplementary 
thereto. ^^^^^^^^^^_^^^^ 

SUBSCRIPTION  RATES : 

In  the  United  States,  Canada  or  Mexico: 

Stkki-:t  Railway  Rkvikw  (12  monthly  issues) $2.75 

/yaily  Street  /Railway  Review  (four  or  more  issues) 50 

Combined  Subscription  (Review  and  Daily  Review) 3.00 

In  All  Other  Countries; 

Stkkk  r  Railway  Rkyh.w  (12  monthly  issues) 3.75 

Daily  Street  Railway  Review  (four  or  mure  issues) SO 

Combined  Subscription  (Ri-viicw  and  Daily  Reviewh^  ._^M0 

AMrtss  all  CommuHicalions  and  Rimiltancis  lo  Windsor  d  Ktnfiild  Publishing  Co, 
Chicago,  III.     

CORRESPONDENCE. 

Wc  cordially  invite  corrcsp«:>ndencc  on  all  subjects  of  interest  to  those 
enffaffed  in  any  branch  of  street  railway  work,  and  will  gratefully  appreciate 
any  marked  copies  of  pajjcrs  or  news  items  our  street  railway  friends  may  send 
ns,  pertainintf  either  to  companies  or  officers. 


DOES    THE    MANAGER   tWANT    ANYTHING  7 

If  vou  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
yon  much  lime  and  trouble.  Drop  a  line  to  The  Review,  statinir  what  you  are 
in  the  market  for,  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
twst  dealers  in  that  line.  We  make  no  charge  for  publishinfr  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

This  paper  is  a  mcralier  of  the  Chicago  Trade  Press  Association, 
Entered  at  the  Post  Office  at  Chicago  as  Second  Class  Matter. 

VOL.  nil.  JUNE  20,  1903.  MO.  6 

SUMMARY  OF  CONTENTS. 

The  Rockfonl  &  Interurban  Railwny  fc    Illustrated 307 

Convention    Announcements.     1 11  ust rated 316 

Ijitior  Situation  at  Richmond.'  Va 318 

Kdltorlal    32n 

Consoliilations   and    ReorBanizallons    322 

I, OS  .\nKclcs  &  Pacific  Klectrlc  Railway  System,  Los  Angeles.  <3al.— 

11.     Illustrated    323 

Test  of  Paint  and  Varnish  Removers 330 

HrlilKf  Collapsics  at   BInghamton,   N.   Y.     Illustmted 331 

.\dvertislnK    Electric    Rallway.s    332 

Convention  of  .\merlcnn   Institute  of   Electrical   Engineers 332 

Recent   Improvementa  in  the  Street  Railway  Plans  of  Niagara  Falls 

Power  House.     Hy  Arthur  B.   Weeks.     Illustrated 333 

Transportation  Exhibits  at  the  World's  Fair 334 

Recent   Street    pallwav   Decisions   335 

Nashville   Railway    Improvements  and  Reorganization   Plans.     Illus- 

trati-d     339 

Pension  System  for  Denver  Cltv  Tramway  Co 341 

Jollet.  Plalnlleld  &  Aurora  R.  R.     Illustrated 342 

The  Tcchnologv  of  .\rtlstic  and  Industrial  Painting.    By  Prof.  A.  H. 

Sahln    M; 

Parcel  Checks   at    BufTalo.     Illustrated 343 

Strikers   Convicted   at    New   Orleans -344 

Instructions   UiT  Passengers.     Illustrated 346 

Electric  Railway   Bridges   345 

Sleeping  <'ars   for   Electric   L.lnes   346 

Two  New   Interurban  Roads  Out  of  Toledo 34( 

New    Transfer  Ticket    348 

Instructions  Regarding  Track   Work.. 349 

Street   Railway    Park   Development— VI I.     Illustrated 3SI 

Private  Car   for  Denver  Cltv  Tramway  Co.   Illustrated 3.^3 

The  Training  of  the  High  Tension   Engineer.    By  T.  M.  IJncoln 354 

Electrical  Installation  for  Suburban  Traffic  on  the  North  Eastern... -354 


PENS:0.\  SYSTEM  IN  DENVER. 

It  ({i*es  u»  pleasure  to  niitif  the  adoption  by  the  Denver  Cily 
I  rainway  Co.  of  comprehensive  plans  for  pensioning  snperaninialed 
employes  and  for  gnuranlceiiiK  the  solvency  of  an  employes"  ninlual 
bciulit  assix'iation.  We  are  satisfied  that  such  provision  for  faith- 
ful einpl<)>es  who  by  reason  of  age  or  accident  cannot  coiilimic  in 
the  service  is  etpiitalile  and  sure  lo  prpniolc  better  relalitnis  between 
ilic  nun  and  the  cimipany.  In  establishing  a  pension  system  the 
Denver  company  has  followed  the  example  set  by  some  of  the 
largest  steam  railroad  corporations  and  also  by  three  of  the  leailing 
street  railways  of  the  country — the  Rhode  Island  Co.,  of  Providence; 
ilie  Metropolitan  Street  Ry..  of  New  York,  and  the  Bostim  Klcvaled 
Ry.  I  he  Denver  Tramway  company  has  not  followed  exactly  any 
of  ilie  plans  adopted  by  other  companies,  its  scheme  involving  points 
t)f  both  the  Providence  and  the  Boston  pension  regulations.  The 
company  has  also  arranged  to  give  substantial  aid  to  an  employes' 
benefit  association  and  has  gone  further  in  this  direction  than 
any  other  street  railway  of  which  we  know. 

.•\s  will  be  seen  from  the  synopsis  published  on  another  page  the 
pension  system  is  entirely  distinct  from  and  independent  of  the 
mutual  aid  association,  the  company  being  the  sole  contributor  to 
to  the  pension  fund,  while  the  employes  are  the  chief  contributors  lo 
the  mutual  aid  assiciation  fund,  the  company  contributing  twenty-five 
dollars  for  every  one  hundred  dollars  paid  in  by  the  employes.  The 
company,  however,  guarantees  the  payment  of  insurance  and  sick 
benefits,  thus  making  it  belter  than  any  form  of  fraternal  insurance. 
Should  all  of  the  7S6  present  employes  of  the  company  avail 
lliemselvcs  of  the  opportunity  to  join  this  association,  it  would  cn- 
lail  upon  the  company  a  total  liability  of  $626,625  on  account  of  life 
insurance.  The  average  expectation  in  life,  based  on  the  .\merican 
ICxperience  tables  of  mortality,  of  all  present  employes  is  30.28 
years.  The  total  payments  made  by  the  employes  during  their 
average  life  period  would  amount  to  $253,785.  the  difference  between 
the  amount  paid  in  by  employes  and  the  total  amount  of  insurance 
liability  being  $372,000.  which  would  be  partially  made  up  by  the 
interest  on  premium  payments,  the  balance  being  paid  by  the  com- 
pany. 

Doubtless  one  reason  why  more  street  railway  companies  have  not 
inslitnled  pensions,  is  the  fear  that  so  large  an  annual  expenditure 
as  would  eventually  be  entailed  would  not  be  justified.  It  is  our 
belief,  however,  that  the  knowledge  of  the  employes  that  their  future 
is  provided  for  would  make  ihcm  more  loyal  to  the  company  and 
more  careful  in  the  performance  of  their  duties,  with  the  result  of 
savings  in  accident  and  maintenance  accounts  that  would  go  far 
towards  paying  the  pension  charge. 


ON  STRIKES. 

■Whether  the  labor  situation  with  which  street  railway  companies 
are  now  confronted  is  better  or  worse  than  it  has  been  in  times 
past  may  Iw  open  to  argument,  and  the  opinion  of  an  individual 
would  probably  be  determined  by  his  own  experience,  but  the  existing 
condition  is  sufficiently  bad.  To  briefly  summarize  the  reports  of  the 
past  month  there  have  been  strikes  at  Dubuque,  la.,  at  Bridgeport, 
Conn.,  at  Montreal,  and  at  Richmond,  Va.;  strikes  have  been  threat- 
ened at  St.  Louis,  at  New  Orleans,  at  Poltsville.  Pa.,  at  Shamokin, 
Pa.,  at  St.  Joseph,  Mo.,  at  Toronto,  Ont..  at  Derby,  Conn.;  arbitra- 
tion has  been  invoked  to  settle  controversies  at  San  Francisco,  Chi- 
cago, Scranton,  Pa.,  and  almost  every  day  we  learn  of  demands  for 
shorter  hours  and  higher  wages.  .\t  Montreal,  Dubuque  and  Bridge- 
port the  strikes  were  followed  by  exhibitions  of  mob  violence. 

The  question  at  issue  when  a  strike  is  called  is  almost  invariably 
"recognition  of  the  union."  although  the  matter  of  wages  is  often 
one  of  the  nominal  causes,  especially  in  the  early  stages  of  the 
negotiation.  There  is  no  dispute  as  to  the  legal  right  of  an  employer 
to  refuse  an  increase  in  wages  or  to  refuse  to  employ  union  labor,  hut 
strikes  are  seldom  settled  with  any  regard  to  legal  rights.  The  trial  is 
before  the  liar   of   public  opinion,  and   fortunate  indeed   is   an   em- 


JlXE  20.    1903.] 


STREET  RAILWAY  REVIEW. 


321 


plover  if  the  press  will  present  his  case  to  the  public  fairly.  The 
employes  generally  ask  that  the  questions  in  dispute  be  submitted  to 
arbitration,  and  a  refusal  to  accede  by  the  employer  is  at  once  de- 
nounced as  a  high-handed  disregard  of  the  rights  of  the  public. 
which  is  perhaps  the  greatest  sufferer  in  event  of  a  street  railway 
strike. 

If  the  scale  of  wages  is  the  real  issue  it  may  be  deemed  expedient 
10  arbitrate  and  avoid  a  conflict,  but  the  results  of  recent  arbitra- 
tions with  street  railway  labor  unions  cannot  be  regarded  as  p.omis- 
ing  much  for  the  future,  riuis  in  Chicago  a  board  of  arbitration 
is  about  to  meet  in  order  to  decide  whether  the  work  of  former  arbi- 
trators has  left  anything  effective  in  the  contract  made  between  the 
street  railway  company  and  its  men;  and  the  street  railway  at  Rich- 
mond, Va.,  has  been  asked  to  arbitrate  the  question  of  whether  tlie 
demand  that  an  e.xisting  contract  (made  as  the  result  of  arbitration 
some  ten  months  ago)  is  a  fair  one.  The  practical  failure  of  arbi- 
tration over  wages  is  apparently  due  to  two  causes,  first,  the  union  of 
the  men  is  not  financially  responsible  for  any  breach  of  contract,  and 
second,  the  tendency  which  has  been  observed  in  boards  of  arbitra- 
tion to  "split  the  difference"  constitutes  a  great  temptation  for  the 
men  to  make  new  demands  at  frequent  intervals,  in  the  practical  cer- 
tainty of  being  given  part  of  what  they  ask. 

The  most  promising  suggestions  for  remedying  these  practical 
defects  of  arbitration  are  that  financial  responsibility  be  attached  to 
labor  union.s.  and  that  arbitration  boards  adopt  the  rule  of  granting 
the  whole  of  any  increase  in  wages  asked  for  or  none  at  all.  Such 
a  rule  as  this  has  been  incorporated  in  some  agreements  between 
employers  and  employes  in  England  and  is  reported  to  have  worked 
admirably,  as  the  men  are  conservative  in  their  demands,  asking  for 
no  more  than  they  arc  sure  they  should  rightfully  have;  in  this 
country  demands  for  25  per  cent  are  often  followed  by  an  award  of 

5  per  cent  which  is  thankfully  received.  While  the  most  obvious 
method  of  securing  equality  between  capital  and  labor  as  regards 
financial  responsibility  would  be  to  require  the  incorporation  of 
labor  unions,  suits  have  been  begun  as  the  result  of  recent  strikes 
that  when  decided  may  show  that  such  responsibility  already  exists. 
.\s  examples  may  be  cited  the  attempt  by  the  Connecticut  Railway 

6  Lighting  Co.  to  hold  the  unions  of  Watcrbury,  Conn.,  to  account 
for  damages  to  railway  property  during  the  strike  there,  and  the 
suits  brought  by  several  Chicago  publishers  against  the  officers  of  the 
International  Bookbinders  Brotherhood  for  violation  of  contract  in 
permitting  a  strike. 

"Recognition  of  the  union"  is  a  very  pretty  phrase  which  gener- 
ally means  much  more  than  appears  on  its  face;  just  what  the  mean- 
ing is  in  any  particular  case  depends  upon  circumstances.  In  the 
case  of  the  controversy  at  Dnbuque,  la.,  one  of  the  most  recent  labor 
troubles,  recognition  of  the  union  means;  "That  in  the.  operation 
of  the  lines  of  the  party  of  the  first  part  (the  railway  company), 
l)Olh  parties  hereto  (the  company  and  the  union)  agree  that  all  busi- 
ness shall  \k  transacted  between  the  properly  accredited  officers  of 
each  party  hereto. '  Besides  this  the  form  of  agreement  submitted  by 
th  men  provided  that  all  suspensions  and  discharges  of  employes  be 
reported  to  the  union  within  48  hours,  that  the  company  suspend 
employes  at  the  request  of  the  union,  that  all  employes  be  required 
to  join  the  union,  and  that  all  difficulties  arising  between  the  parties 
to  the  agreement  be  settled  by  "the  respective  committees  of  the 
parties  thereto." 

It  needs  no  argument  to  demonstrate  tliat  such  a  recognition  is 
equivalent  to  a  surrender  by  the  executive  officers  of  the  company 
of  a  substantial  part  of  their  authority,  such  as  would  badly  impair 
the  discipline  of  the  road.  Moreover  it  would  be  a  surrender  of 
authority  into  irrcsp<jnsible  hands,  while  the  company  remained  itself 
liable  for  the  rcstilts  flowing  from  poor  discipline.  Aside  from  llu- 
matter  of  impaired  discipline  there  is  in  the  agreement  quoted  an 
attempt  to  coerce  men  into  joining  the  union  under  penalty  of  dis- 
charge for  failure  lo  do  so.  The  reply  of  the  company  quoted  the 
finding  of  the  anthracite  strike  commission:  "That  no  person  shall 
l>c  refused  employment,  or  in  any  way  discriminated  against,  on 
account  of  mcmlwrship  or  non-membership  in  any  labor  organiza- 
tiftn,  and  that  there  shall  be  no  discrimination  against,  or  interfer- 
ence with,  any  employe  who  is  not  a  member  of  any  labor  organiza- 
tion by  mcml<ers  of  such  organization." 

Rcs|Kjnsibility  for  such  unreasonable  and  illogical  demands 
does  not  lielong  to  the  rank  and  file  of  the  union,  but  to  the  reckless 
leaders  to  whom  the  conduct  of  affairs  has  been  delegated. 

When  sti  vital  a  question  as  who  shall  a'Iminisler  discipline  on  a 


railway  is  at  issue  duty  to  the  public  requires  that  there  should  be  no 
compromis'-.  and  in  fact  the  serious  strikes  of  the  last  few  years 
iKive  been  over  Ibis  very  point.  The  unfortunate  thing  in  connec- 
inm  with  the  most  of  them  was  that  they  were  in  effect  compro- 
nnsed  after  the  road  had  won,  and  the  moral  effect  of  the  victory 
over  mob  violence  and  demagogism  thus  to  a  great  extent  lost.  The 
blame  for  thus  sacrificing  a  principle  worth  fighting  for  as  a  rule 
should  not  attach  to  the  general  manager  or  other  nominal  head 
who  has  represented  the  company  in  the  fight,  but  to  his  board  of 
directors.  The  manager  seldom  gets  the  sympathy  he  deserves  be- 
cause few  on  the  outside  have  any  appreciation  of  the  pressure 
brought  to  bear  upon  him  to  compromise  a  matter  of  principle,  by 
I  he  very  men  who  should  support  him  in  his  fight. 

The  safety  of  the  public  which  patronizes  a  transportation  com- 
pany depends  upon  the  discipline  maintained  among  the  employps, 
and  no  company  can  permit  the  men  for  whose  actions  it  is  legally 
lesponsible  to  altcmpl  to  serve  two  masters,  the  union  and  the  com- 
panv. 

If  conditions  are  to  be  bettered  there  must  be  a  recognition  of 
right  principles,  and  rigid  conformation  to  them  in  dealing  with  em- 
ployes, instead  of  attempts  at  good  bargaining. 


CHtCAGO  TRACTION  AFFAIRS. 

Notwithstanding  that  the  much  discus.sed  Mueller  act  enabling 
Illinois  municipalities  to  own  and  operate  street  railways  was  ap- 
proved by  the  governor  on  May  i8th,  there  has  been  but  little  prog- 
ress made  towards  agreement  as  to  the  terms  on  which  franchise 
extensions  are  to  be  granted.  The  city  maintains  its  position  that 
the  companies  must  waive  their  rights  under  the  99-year  act.  At- 
torneys representing  the  Chicago  City  Railway  Co.  and  the  council 
sub-committee  on  transportation  have  submitted  a  form  of  waiver 
that  it  is  believed  the  railway  would  accept.  The  conditions  of  the 
waiver  are  that  if  at  the  expiration  of  the  grant,  the  city  does  not 
purchase  the  property,  or  cause  its  licensee  to  do  so,  a  new  grant  of 
twenty  years  shall  be  made  on  terms  to  be  fixed  at  that  time.  On 
receiving  this  report  the  council  committee  adjourned  until  June  19th. 

The  Chicago  United  Traction  Co.  is  in  charge  of  receivers  ap- 
pointed by  the  federal  court,  and  the  action  taken  by  them  will  be 
governed  by  the  view  which  the  court  takes  of  the  contentions  as  to 
the  date  of  expiration  of  existing  grants.  The  receivers  on  May 
14th  asked  for  instructions  as  to  their  attitude  in  negotiations  with 
the  city,  in  answer  to  which  the  court  directed  that  a  petition  be  pre- 
pared bringing  before  the  court  all  the  facts,  and  that  the  receivers 
invite  the  bondholders,  the  railway  companies  and  the  city  to  supply 
any  facts  deemed  material  and  to  be  represented  at  a  hearing  to  be 
given  June  i8lh.  Judge  Grosscup  in  his  letter  of  instructions  to  the 
receivers  expressed  a  willingness  lo  intervene  in  such  a  manner  that 
the  questions  involved  could  be  carried  up  to  the  Supreme  Court  of 
the  United  States  for  a  hearing  this  coining  autumn ;  this  offer  was 
ujioii  the  condition,  however,  thai  all  parties  in  interest  should  freely 
consent  to  such  action,  which  Ihe  city  does  not  appear  willing  lo  do. 
June  I7lh  the  receivers  filed  the  petition  as  directed  and  as  we  go 
to  press  arguments  are  in  progress. 


A  PROSPEROUS  INTERURBAN  ROAD. 

The  system  of  the  Rockford  &  Interurban  Railway  Co.,  which  is 
described  at  length  in  this  issue,  constilules  one  of  the  many  inter- 
urban electric  lines  constructed  in  the  middle  west  during  the  last 
five  years,  and  the  prosperity  of  this  company  is  indicative  of  similar 
success  for  other  conservatively  managed  enlcrprises  in  the  inter- 
urban field.  The  company  is  a  consolidation  of  the  Rockford  & 
I'.elvidere  interurban  with  the  local  Rockford  street  railway  com- 
pany, and  the  present  plafis  contemplate  a  merger  with  the  Kockford- 
Frccport  road,  now  building,  after  the  latter  shall  have  been  in  oper- 
ation long  enough  lo  determine  its  earning  power.  The  interurban 
line  will  be  43  miles  long  when  the  western  portion  is  completed. 

An  important  part  of  ihe  company's  revenue  is  derived  from  pas- 
senger excursions  and  Ihe  Iraiisporl  of  freight  and  express  on  the 
15-inile  interurban  section  between  Rockford  ami  lielviderc,  and  the 
methods  liy  which  this  business  has  been  biiill  up  ;ue  well  worthy  of 
study.  The  general  passenger  and  express  agent  of  the  company  is 
conlinually  on  the  alert  to  inlerest  lodges,  church  societies,  etc.,  of 
one  town  in  the  enlcrlainmenls  given  by  similar  organizations  in  the 
other,  and  arrange  for  nuilual  visits,  joint  picnics,  etc.,  each  excur- 
sion providing  bu>iiu-ss  for  the  railway.      In  the  express  diparlinent 


322 


STRKKT  RAILWAY  REVIEW. 


(Vol..  XIII,  No.  6. 


(his  company  lias  gone  furlhcr  tlian  any  other  we  know  in  the  en- 
deavor to  save  patrons  trouble;  the  company's  agents  receive  orders 
by  telephone,  see  to  the  purchase  o(  the  goods  and  ship  them  by  the 
next  express  car,  or  if  the  consignment  is  a  small  one  by  the  regular 
passenger  car.  The  convenience  of  such  a  service  is  much  appre- 
ciated by  p.itrons. 

CONSOLIDATIONS   AND    RE-ORGANIZATIONS. 


1  he  consolidation  of  the  Union  Traction  Co.  of  Indiana  and  the 
Indianapolis  Northern  Traction  Co.,  referred  to  in  the  "Review" 
for  .^pril,  190J.  was  completed  at  .Xnderson,  Ind.,  May  :J7th.  The 
consolidated  company  will  be  known  as  the  "Union  Traction  Co.  of 
Indiana,"  the  same  as  the  present  company.  The  capital  of  the 
company  will  Im.-  $8,500,000,  representing  the  $5,000,000  capital  of  the 
Union  Traction  Co.  and  the  $3,500,000  capital  of  the  Indianapolis 
Northern.  Under  the  resolution  adopted  the  $3,500,000  of  slock  of 
the  Indianapolis  Northern  will  be  issued  to  the  present  stockhold- 
ers, common  and  preferred,  of  the  Union  Traction  Co.,  making  a 
dividend  of  70  per  cent  on  ihc  present  Union  Traction  Co.  stock ; 
$100  of  present  I'nion  Traction  stocK  will  receive  $170  of  stock 
in  the  consolidated  company.  The  present  preferred  stockholders 
of  the  Union  Traction  Co.  will  receive  preferred  stock  in  the  con- 
solidated company  at  par  for  their  present  preferred  slock  in  the 
Union  company  and  will  receive  the  70  per  cent  dividend  in  common 
stock. 

In  addition  to  this  consolidation,  another  company  known  as  the 
Indiana  Union  Traction  Co.  filed  articles  of  incorporation  June  9th, 
it  being  stated  that  this  is  another  step  toward  combining  all  the 
traction  interests  in  Indiana  and  the  extending  of  inlerurban  lines 
to  Chicago,  Cincinnati,  Louisville,  Columbus  and  southern  Illinois. 
nie  company  is  capitalized  at  $5,000,000  and  80  counties  of  Indiana 
arc  mentioned  in  the  articles  as  those  which  its  lines  will  traverse. 
The  incorporators  and  first  board  of  directors  are  Horace  Stillwcll 
(presi<lcnt),  Ellis  C.  Carpenter,  Charles  W.  McGuire,  Harry  I'. 
Guthrie,  Edgar  A.    Turpin,  Charles  R.  Leas  and  Arthur  W.  Brady. 

At  a  meeting  of  the  Union  Traction  Co.  of  Indiana  directors  June 
9th,  Mr.  Stillwell  submitted  a  proposition  for  a  lease  of  that  sys- 
tem to  the  Indiana  Union  Traction  Co.  It  will  \x  accepted,  it  was 
announced,  but  the  final  transaction  will  not  take  place  until  an- 
other meeting,  to  be  held  at  .Anderson  June  30th.  The  general  offi- 
ces of  the  Indiana  Union    Traction  Co.  will  also  be  at  .'\nderson. 

'ITie  stockholders  of  the  Union  Traction  Co.  of  Indiana  met  June 
Qth,  also,  and  re-elected  for  the  consolidated  company  the  follow- 
ing directors :  George  E.  McCulloch,  Indianapolis ;  Randall  Mor 
gan  and  J.  Levering  Jones.  Philadelphia;  J.  A.  Van  Osdol,  Ander- 
son; W.  C.  Sampson,  Muncic;  \V.  H.  Sclioepf,  Cincinnati.  The 
board  re-elected  Mr.  McCulloch  president,  Mr.  Matter  vice-president, 
Mr.  Van  Osdol  secretary  and  Mr.  Sampson  treasurer. 

.■\  holding  company  is  to  be  organized  under  New  Jersey  laws, 
with  a  total  capitalization  of  $14,500,000,  to  take  over  the  stock  of 
the  Louisville  (Ky. )  Railway  Co.,  according  to  the  reorganization 
plan  adopted  June  6th.  As  announced,  two  shares  of  the  new  com- 
mon stock  will  be  given  for  one  share  of  old  stock,  the  holder  t(> 
have  the  additional  privilege  of  paying  $55  a  share  for  as  many 
more  new  shares  as  he  already  possesses.  A  share  of  the  new 
preferred  stock,  bearing  5  per  cent  cumulative  dividends,  but  non- 
voting, is  to  be  given  for  one  share  of  the  old  preferred  stock,  with 
20  per  cent  bonus  of  common  stock.  The  plan  adopted  was  sug- 
gested by  Maj.  .Alexander  H.  Davis.  The  meeting  was  attended  by 
the  full  directorate,  who  represented  such  a  large  majority  of  the 
stock  that  the  plan  will  not  have  to  be  submitted  to  the  other  stock- 
holders. It  was  stated  that  the  amount  needed  for  improvements 
in  the  next  two  years  is  estimated  at  $3,000,000.  an<l  in  order  to  raise 
the  money  it  is  proposed  to  offer  to  the  common  stockholders  in 
the  new  company  shares  of  the  common  stock  sufficient,  from  time 
to  time,  for  present  and  future  needs.  'The  present  bonded  indebted- 
ness of  the  company  is  $7,000,000,  which  is  practically  already  out, 
which  will  make  the  total  securities  of  the  new  company  about  $22,- 
000,000.  The  capital  of  the  present  company  is  $3,500,000  and  there 
is  now  outstanding  of  the  preferred  stock  $2,500,000. 

It  is  announced  that  Hodenpyl,  Walbridge  &  Co..  of  New  York, 
and  E.  W.  Clark  &  Co.,  of  Philadelphia,  have  formed  a  syndicate 
to  organize  a  holding  company  under  the  laws  of  New  Jersey  to 
take  over  the  Saginaw  Valley  Traction  Co.,  of  Saginaw,  Mich.,  and 
the  Bay  Cities  Consolidated  Railway  Co.,  of  Bay  City.  Mich.,  to- 


gether with  the  Bartlctt  Illuminating  Co.,  of  Saginaw,  and  the  Bay 
City  Gas  Co.  The  capital  of  the  new  company,  which  will  prob 
ably  be  known  as  the  Saginaw- Hay  City  Railway  &  Light  Co.,  will 
be  $3,000,000,  with  an  authorized  bond  issue  of  $7,000,000. 

The  Saginaw  N'alley  Traction  Co.  controls  all  the  electric  lines  in 
Saginaw  and  the  inlerurban  hue  to  Bay  City,  12  miles,  a  total  of  33 
miles  on  a  single  track  basis.  The  Bay  Cities  Consolidated  Railway 
Co.  controls  all  the  electric  lines  in  Bay  City  and  West  Bay  City  and 
the  line  to  Wenuna  Beach,  a  total  of  21  miles.  The  Bay  City  road 
is  in  the  hands  of  a  receiver. 

The  Metropolitan  Street  Railway  Co.,  the  Central  Electric  Rail- 
way Co.,  which  is  controlled  by  the  .Metropolitan,  and  the  Kansas 
City  Electric  Light  Co.,  all  of  Kan.s;is  City,  each  filed  a  mortgage 
May  19th  in  favor  of  the  Continental  Trust  Co.,  of  New  York,  and 
Henry  C.  Flower,  of  Kansas  City,  as  trustees  for  the  Kansas  City 
Railway  &  Light  Co.  The  MeiruiKjIitan  ntortgage  is  for  $8,000,000, 
the  Central  Electric  for  $500,000  and  ■  the  lighting  company  for 
$2,000,000.  'The  filing  of  the  mortgages  is  the  fir.st  step  toward 
the  reorganization  of  the  interests  named.  The  Kansas  City  Railway 
&  Light  Co.  is  a  holding  company  recently  incorporated  in  New 
Jersey.  The  capital  stock  consists  of  $12,500,000  preferred  and 
$12,500,000  common  and  a  small  bond  issue  will  be  authorized.  The 
securities  have  been  underwritten  by  Blair  &  Co.  and  Kuhn,  Loeb 
&  Co.,  of  New  York.  It  is  said  that  considerable  stock  was  taken 
by  the  Armours,  of  Chicago. 

The  Cincinnati,  Dayton  &  Toledo  Traction  Co.,  of  Hamilton,  O., 
will  acquire  the  Dayton  and  Piqua  electric  line,  paying  $800,000 
therefor.  'The  company  will  issue  $1,100,000  of  bonds,  making  a 
total  issue  of  $4,600,000.  Traffic  arrangements  have  been  made,  it 
is  stated,  between  the  Toledo,  Bowling  Green  &  Southern  Traction 
Co.  and  the  Toledo  &  Maumee  Valley  Railway  Co.,  whereby  the 
former  will  enter  'Toledo  over  the  latter's  tracks  and  the  Cincinnati, 
Dayton  &  Toledo  combining  with  these,  will  form  a  trunk  line  from 
the  Ohio  River  to  Lake  Erie,  when  the  necessary  connecting  links 
have  been  acquired. 

The  Sheffield  Co.,  a  holding  company,  has  l)cen  incorporated  un- 
der New  Jersey  laws,  with  a  capital  of  $500,000.  to  take  over  all 
the  stock  of  the  Sheffield  (Ala.)  Railway  Co.,  to  run  between  Shef- 
field, 'Tuscumbia  and  Florence,  the  lighting  company  that  supplies 
the  three  cities  and  the  water  works  company  that  supplies  Shef- 
field and  Tuscumbia.  There  will  be  a  total  of  it  miles  of  track  op- 
erated, of  which  10  miles  is  double  track,  when  the  railway  is 
thrown  open  to  traffic  next  September.  .\  large  power  house  i 
being  erected  on  the  Tennessee  River.  The  officers  of  the  new 
1  ompany  are:  President,  Henry  Parsons,  New  York;  secretary  and 
treasurer,  W.  U.  Parsons,  New  York;  general  manager,  chief  and 
electrical   engineer,   L.  H.   Mclntire,  Sheffield. 

The  Marinette  (Wis.)  Gas,  Electric  Light  &  Street  Railway  Co., 
and  the  Menominee  (Mich.)  Electric  Light,  Railway  &  Power  Co. 
will  l)c  consolidated.  At  a  meeting  June  2d  it  was  voted  that  the 
capital  be  $560,000  and  that  $200,000  of  bonds  be  issued  for  im- 
provements. 'The  power  house  will  be  entirely  rebuilt,  a  brick  car 
barn  will  be  erected  and  the  Menominee  street  railway  will  l)e  ex- 
tended to  Poplar  Point.  .An  extension  to  Peshtigo  wi!l  be  built 
next  jear  and  ultimately  the  road  will  be  extended  to  Escan:iba  an,! 
Green  Bay. 

The  consolidation,  which  will  be  formally  completed  June  25th, 
was  made  possible  by  a  recent  act  of  the  Legislature. 

The  entire  stock  of  the  Indianapolis,  Shelbyville  &  Southeastern 
Traction  Co.  recently  passed  into  the  hands  of  R.  C.  Light  and 
Fletcher  S.  Hines,  of  Indianapolis,  and  a  new  board  of  directors 
has  been  elected.  The  present  officers  are :  President,  R.  C.  Light ; 
secretary,  Fletcher  S.  Hines;  treasurer,  Howard  Cale;  chief  engi- 
neer, Thomas  F.  Buchanan.  It  is  the  intention  to  extend  the  road 
this  season  to  Greensburg,  Ind.,  or  further,  and  ultimately  to  Cin- 
cinnati. The  road  was  opeend  for  traffic  last  September  and  has 
27  miles  of  track  in  operation. 


The  stockholders  of  the  Boston  Elevated  Railway  Co.  have  rati- 
fied the  lease  of  the  property  of  the  Old  Colony  Street  Railway 
Co.  within  the  city  of  Boston.  Seventeen  miles  of  track  will  be 
taken  under  the  lease,  which  provides  that  on  November  ist  and 
May  ist  of  each  year  the  Boston  Elevated  shall  pay  to  the  Old 
Colony  6!'^  per  cent  upon  the  adjustment  replacement  value  of  the 
property  to  date  of  Feb.  6,  1903,  and  4  per  cent  upon  the  adjust- 
ment value  of  betterments  made  from  time  to  time. 


June  20,  1903.) 


STREET  RAILWAY  REVIEW. 


323 


The   Los   Angeles   and   the   Pacific   Electric    Railway   System,    Los 

Angeles,  Cal, — IL 

Car  and  Machine  Shops — Complete  List  of  Machine  Shop  Equipment — Store  Room  Accounts — Car  Houses- 
Union  Depot — Table  of  Organization  of  Departments — Personnel. 


Car   Shops. 

The  Pacific  Electric  Railway  Co.  has  built  extensive  car  shops  in 

Los  Angeles  on  Seventh  St.,  where  it  has  30  acres  of  land.    These 

shops  were  opened  for  operation  in  July,  1902,  and  were  described 

and  illustrated  in  the   "Review"for  Aug.  20,  1902.     The  buildings  com- 


The  location  of  these  buildings,  as  well  as  the  company's  new 
car  house  is  shown  in  one  of  the  accompanying  illustrations.  These 
buildings  are  located  on  a  tract  of  land  30  acres  in  extent. 

The  repair  and  armature  shop  is  360  ft.  long,  100  ft.  wide  and  22 
ft.  high;  of  this  length  80  ft.  is  partitioned  ofif  for  the  armature 


SHOWING  LliCATION  l)F  SHOl'S  .\ND  YARDS. 


prise  a  repair  and  armature  shop,  a  paint  shop,  a  machine  and  black- 
smith shop,  pattern  shop  (over  lumber  room),  a  carpenter  shop 
and  storeroom,  a  boiler  room  and  lumber  storage  and  an  oil  house. 
The  machine  and  blacksmith  shops  and  the  carpenter  shop  ani! 
storeroom  stand  in  a  line  with  one  another  and  together  are  over 
700  ft.  in  length.  Opposite  this  line  of  buildings  are  the  paint  shop 
and  the  repair  and  armature  shop  forming  a  parallel  line  of  building% 
of  alKjut  the  same  length. 

The  transfer  table  shown  diagranunatically  in  tlic  accompanying 
illustration  is  situated  between  the  two  rows  of  shops  and  is  used 
for  taking  cars  from  one  shop  to  another  as  well  as  for  trans- 
ferring material  between  the  shops.  The  platform  is  60  ft.  long,  13 
ft.  wide,  and  is  provided  with  both  standard  and  narrow-gage  tracks. 
The  load  is  supported  by  box  girders  made  up  of  two  is-in.  I  beams 
and  ^i-in.  plate  which  run  the  entire  length  of  the  table.  The 
girders  arc  carried  on  two  is-in.  I  beams  near  each  end  to  which  the 
bearings  for  the  wheels  of  the  transfer  table  are  secured.  The  table 
is  carried  on  four  wheels  4  ft.  in  diameter  with  steel  tires,  and  the 
tracks  on  which  the  table  runs  arc  40  ft.  apart. 

The  table  is  propelled  by  a  Westinghouse  12  A  motor  which  is 
located  under  the  platform  at  the  center.  The  usual  reduction  gear- 
ing is  retained  and  a  still  further  reduction  in  speed  is  made.  The 
shaft  carrying  the  larger  gear  is  extended  on  l)Oth  sides  of  the  motor 
nearly  to  the  track  wheel.  Here  arc  large  gears  mounted  on  the  axle 
which  engage  with  pinions  on  the  extended  shaft,  the  ratio  of 
the  gear  and  pinion  licing  84  to  17.  The  table  was  built  by  the 
Llewellyn  Iron  Works  of  Los  Angeles  and  was  designed  to  carry  a 
load  of  80  tons.  It  is  controlled  from  ;;  small  house  at  one  end 
by  a  regular  street  car  controller,  the  current  being  taken  from  an 
overhead  line  in  the  usual  manner. 


shop.  The  paint  shop  is  300  ft.  long,  lOO  ft.  wide  and  22  ft.  high ; 
the  machine  and  blacksmith  shop  is  276  ft.  long,  100  ft.  wide  and  22 
ft.  high,  of  which  length  the  machine  shop  occupies  200  ft.  The 
carpenter  shop  is  280  ft.  long,  100  ft.  wide  and  22  ft.  high,  of  which 
100  ft.  of  its  length  is  devoted  to  storage  purposes.  Ail  of  these 
shops  are  provided  with  both  standard  and  3  ft.  6  in.  gage  tracks 


1HA(.RAM  OF  TRANSKKK  TAHM;. 

both  of  which  gages  are  in  u.se  by  the  coni|)any.  The  boiler  house 
and  lumber  storage  for  hard  wcx>d  lumber  occupies  a  building  200 
ft.  long  by  60  ft,  wide  and  two  stories  in  height.  The  oil  house  is 
34  ft.  wide,  40  ft.  long,  with  a  basement   10  ft.  in  height. 

'niesc  .shops  have  a   very  large  and  complete  cqiiipincnl    enabling 


324 


STRF.KT  KAII.WAY   RKVIEW. 


(Vuu  XUI,  No.  fi. 


all  kinds  of  work  lo  Ik-  turned  otn  on  short  notice.  'Ilic  coniiKiny  Is 
constantly  rclMiildioK  olil  cars  and  Iniildiiig  new  ones  and  most  of 
its  work  is  done  in  llioc  shops.  Tatlerns  for  almost  all  of  the  parts 
in  general  nse  arc  made  at  the  company's  pattern  shop,  its  castings 
l>eing  made  onlside.     In  the  machine  shop  the  hrass  and  iron  castings 


and  all  scraps  are  saved  lo  be  workeil  over  into  car  avics.  A  scrap 
fnrnace  is  provided  for  this  pur|iosc.  All  of  the  Idacksmith  work 
nn  the  cars  and  in  the  power  houses  is  done  here. 

In  the  pattern  shop  patterns  are  made  not  only  for  car  parts  hut 
for  special  steam  fittings  used  at  the  poviCT  house  and  also  parts  for 


INTERIOR  OF  M.\LHIXE  SHOP. 

arc  finished,  car  wheels  turned  and  bored,  axles  made  and  wheels 
prcsseil  on.  .\ll  of  the  car  repair  work  involving  machine  work  is 
done  here.  The  company  builds  its  own  trucks  and  is  at  present 
making  20  of  the  new  trolley  Uiscs  described  elsewhere.  Nearly 
all  of  the  Ixilts  used  by  the  company  arc  made  in  these  shops  and 


SPECIAL  WORK  VARI). 

engines,  pumps,  etc.  Jn  the  carpenter  shop,  in  addition  to  the  wood- 
work for  car  bodies,  many  articles  arc  made  for  nse  about  the 
works,  such  as  filing  cases,  desks,  bookcases,  tables,  etc.  The  cross- 
arms  used  on  line  construction  are  also  made  here.  The  armature 
and  winding  room  takes  care  of  the  electrical  repairs  of  all  motors, 


STOCK  ROOM  IX  PAINT    SHOP. 
CORNER  IN  PAINT  SHOP. 


INTERIOR  OF  BLACKSMITH  SHOP. 
VIEW  IN  STORE  ROOM 


the  machine  work  on  special  track  work  is  <lone  here.  In  addition  to 
the  equipment  in  the  following  list  this  shop  contains  an  air»  com- 
pressor which  furnishes  air  for  cleaning,  operating  porl.ible  drills  in 
yards,  chipping  ntachincs,  etc. 

The  blacksmith   shop  contains   machines   for  roughing  out  bolls. 


dynamos  and  arc  lamps.     This  dcparlmcnl  is  equipped  for  repairing 
any  of  the  types  of  motors  in  use  and  it  has  also  repaired  several 
generators  which  have  burned  out.     The  arc  lamps  used  on  all  cars 
for  headlights  and  interior  illumination  are  also  repaired  here. 
In  the  repair  shop  the  cars  arc  overhauled  and   taken   apart   for 


JlXE    20,    1903.] 


STREET  RAILWAY  REVIEW. 


325 


MOTOR  AMI  MAlHIXK  TOOI.  Em'U'MENT  OV  THE  SHOPS  OK  THE  I'Afll'lC  ELIXTKIC  CO. 


H.  P. 
7.5 


Type. 
West,  lasiftl  .\.  C. 


Amps. 
9.G 


MACHIXli;    SHOP, 
Speed.       Driving, 


.1.5 

West.  IftfiSS  D.  C. 

G.S 

3.5 

West.  13l«»  D.  C. 

6.8 

3.5 

West.  liSHSl  D.  C. 

6.S 

5. 

G.    B.   711t;7   A.   C. 

12. 

5. 

West.  162427  A.  C. 

U. 

:.5 

Northern  iiilS  D.  C. 

13. 

7.5 

Northern  761M  D.  C. 

13. 

G.    E.    69162    ..V.    C. 

a. 

^ 

Northern   76<    D.    C. 

3.5 

I. 

N\est.  6S59.S  A.  C. 

2.5 

1. 

West.  7517,!  A.  e". 

2.5 

i-». 

West.  6SX£i  A.  C. 

33. 

111. 

West.  IWim  A.  C. 

25. 

>\est.  l?2.N7ii  A.  C. 

6.5 

•_ 

West.  172«i  A.  C. 

6.5 

5. 

West.  172936  A.  C. 

6.5 

1'", 

West.  IS-SUia  A.  C. 

25. 

7.5 

West.  2"9412  A.  C. 

19. 

1.1. 

West.   Gearless   Street 

Car  Motor  U.  r. 

2^1. 

:. 

West.  132427  D.  C. 

4.5 

l.i. 

^\■est.  2(16717  A.  C. 

35. 

5.  Northern  1S18  D.  C. 
i.  Northern  ^7  D.  C. 
5.  Northern  356  D.  C. 
7.5  West.  19S^S  A.  C. 
15.  U.  E.    717SO  A.  C. 

2.  G.  E.     714))4  A.  C. 

10.  West.    1S9338    A.    C. 

1;;.  a.    E.    717»)    A.    C. 

IM.  West.  ISolU  A.  C. 

3'.  West.  I3S7S1  A.  C. 

I    old  motor  for  running 

air  pump. 
1    steam     hammer    3,i)0i) 
lb.        blow,        double 
frame. 
1    steam   hammer  8i"t^'  lb. 

blow,  single  frame. 
11    flres    with    draft    fur- 
nished     by      No.      s 
Sturtevant  Blower. 
1    scrap  furnace. 
1    heating     furnace     for 
springs. 


3.5       West.   1737.''.2  V.   C. 


i. 

G.  E.  7IG25  A.  C. 

12. 

i. 

Wcat.  21*922  A.  C. 

13. 

i. 

W.«t.  i;)>>ii:t4  A.  C. 

13. 

z. 

Wi-«t.  1297S1  A.  C. 

4. 

Il». 

(i.  R.  G'A\it  A.  C. 

23. 

15. 

G.  E.  6S51I  A.  C. 

35. 

7.5 

a    E.  692.-..'  A.  C, 

18. 

1«. 

West.  IXTiIllI  A.  r. 

25. 

5. 

W.-nt.  I!«|(«i  A    r. 

13. 

15. 

G.  E.  ifA":  A.  1'. 

35. 

10. 

(i.  K.  IJH'17  A,  C. 

23. 

31. 

Went.    112476    A.    C. 

15. 

3. 

<i.  K.  ir?jM  A.  (;. 

7.5 

7.5 

<i.  K.  •WIU7  A.  a. 

>8. 

3. 

G.  E,  67916  A.  C. 

7.5 

I«. 

Siirauiie    Motor    D.    C     W. 

J.  O.  E.  33267  !).  r. 

5.  W««l    17'>7T   A    (' 

5.  Went.  ISCStl  A    (• 

2.  Northern  3014  D.   C. 


Made  by. 
1120  06  in.  Lathe.    Fitchburg    Machine    Wks. 
24  in.  Lathe.    C.    W.    Fifield. 
14  ill.  Lathe.     G.   A.    Gray. 
J3  in.  Lathe.    Piilman. 

16  in.  Lathe  tTurrett).     Springliolil  M:u-li.  'i*onI  Co. 
13  in.  Lathe  (Tui-rett).    .\meriean     Tool     Wks. 
Double    B^niery    Grinder. 
1160  24  in.  L;Uhe.     R.     K.     lx>l!lond    Maeh.     Tool    Co. 
11.150  22  in.  Lathe.    New   Haven   Mfg.    Co. 
11.150  Hi  in.  Lathe.    F.    E.    Reed. 
1200  16  in.  Shaper.    Hendey  Mach.    Co. 

1120  No.    3   Millins?   Mach.    Cincinnati    Milling   Mach.   Co. 
91)0  6  ft.  Radial   Drill.     Bickford    Drill   &-    Tool   Co. 
Universal    Radial    Di'ill    Co. 
W.     F.    &    J.    liarnes, 
W.    F.    &    J.    Barnes.'  ' 
H.    &    A.    Effer. 
H.    &    A.    Effer. 
Platen.    Putnian    Mach.    Co, 
Platen. 
Platen. 
Platen. 
Platen 


1700  2;  in, 
1700  16  in 


950  5  ft.  Radial    Drill, 
l.soo  24  in.  Drill  Press. 
1660  22  in.  Drill  Press. 

Drill  Press. 

Drill  Press, 
1120  06  in.  Planer,  IS  ft, 
1120  60  in.  Planer,  IS  ft, 
1120  24  in.  Planer,  6  ft, 
1120  24  in.  Planer,  5  ft, 
1120  24  in.  Planer,    7  ft, 

1120  Cold  Circular  Saw,     Newton   Mach,    Wk; 
1120  Wheel  Grinder.    Springtield   Mach.    Tool   Co 


Wni 
Pond 
New 
New 


Sellers     *:     Co. 
Mach,     Tool     Co, 
Haven     Mfg.     CO. 
Haven    Mfg.    Co. 


cno 

1200 
1120 


G.  E.  68152  A.  C. 

12. 

1200 

G.  E.  71405  A.  C. 

5. 

ISOO 

West.  172961  A.  C. 

6.5 

1120 

4.5 

12. 

19. 

1120 

35. 

1200 

5. 

1800 

23. 

1120 

;5. 

1300 

23, 

1120 

45. 

1120 

42   in.    Wheel    Boring   Machine.     Niles   Tool    Wks. 

Hydraulic    Press,       Niles   Tool    Wks, 

A.\le  Lathe,    Putman    Mach,    Wks, 

,\xle  Centering  and  Turning  Machine,    Pond  Mach, 

Tool  Co. 
.\xle  Lathe.     Putman  Mach.   Tool   Co. 
Grind  Stone. 

IS  in.    Shaper.      Springfield    Mach,    'I'ool    Co, 
Double  Bolt  Tapping  Machine,    Acme  Machine  Co. 
Threading    Machine,      Wiley    tS:    Russell, 
iJ-Spindle    Tajiping    Machine.      Detrick    &    Harvey, 
Single   Tapping   Machine,     Acme   Machinery    Co. 
6  in.    Pipe   Cutting   Machine.     Wiley   &   Russell. 

15  in.  Emery   Grinder. 

16  in.  Lathe.    Graves.  Klusman  &  Co. 
13  in.  Lathe.    F.    E.    Reed. 

Tool   Grinder.      Cincinnati    Milling    Mach.    Co. 

Drill  Grinder. 

No.   8  Shear  and   Punch.     Long  &   Alstattcr. 

4  Emery  Wheels. 

Hoist   on  Crane.     Northern   Engineering  Wks. 

Carriage  on  Crane.     Northern   Kngineei-ing  Wks. 

Crane.     Northern    Engineering  NVks. 

No.   2  Punch.     Hilles  &  Jones. 

No.   3   Shear,     Hilles  &   Jones. 

Eye   Bolt  Machine.     W'illiams.    White  &   Co. 

Bolt   Machine,     Ajax    Mfg.    Co. 

Nut    Machine.     Ajax    Mfg.    Co. 

Bulldozer.      Aja.x    Mfg.    Co. 

No.   8   Blower.     Sturtevant   Co. 


American  Engine  \\'ks. 
Niles    Tool    Wks. 


WINDING    SHOP. 

1050  Line  Shafting. 
2   Lathes. 

1  Drill    Press. 
Grindstone. 
Field    Winder. 

CARPENTER    SHOP. 

1200  1   Tennon   Machine.     J.    .\,    Fay. 
1130  1  Door  Mortlser  and   Rellsher.     J. 
1120  1  Four-Sided    Molder.     J.    .\.    Fay. 
1700  1  Sand    Papering    Machine,     J.    A. 
1200  1  Boring   Machine.     J.   A.    Fn.v. 
1200  1  Mortlser.     J.   A,    Fay. 
1200  1  Four-Slde<l   Molder,     J,    A,    Fay, 
1120  1  Double  Surfacer,     J,  A,    Fay, 
1120  1  Jointer,     J,   A.   Fay. 
1200  1   Rip   Saw.     J.    A.    Fay. 
1200   1  Cut-Otr   Saw.     J.    A.    Fay. 
MO  1  Planer.     J.    A.    Fay. 
IWIO  1  Hand  Saw.     ,1,   A,    Fay. 
1200  I   Rip    Saw.      J.    A.     ~ 
1X00   1  Cut-OIT   Saw,     J. 
1600       Line    Shafting, 

2  Grindstones, 
1  Band    Saw, 

1  Emery    Whet-l. 

2  Saw  Grinders, 
I  Knife   Grinder, 

1  Lathe, 
1200  1  Shapir,     J,   A,  Fay, 

PATTERN   SHOP. 

1120  Line  Hhartlng. 

2  Hip  Saw» 
I  Lalhe. 
I  GrlrnlHtcme. 
I  I'Imery   Wheel. 

1120   Lln<!   Hhartlni; 
1   Lathe. 
I  Hand   Saw, 
1  Planer. 
I  JIk  Haw, 
1   Morlnif    Machine. 

nOILEU    ROGM, 
22f.0  1  nutter  Wheel. 


A,    Fay. 


Fay, 
A.    Fay, 


general  repairs,  tlio  different  parts  being 
sent  to  the  respective  dcparlmciUs  in  which 
they  belong.  The  motors  are  sent  to  the 
winding  room,  other  parts  to  the  machine 
and  blacksmith  shop,  the  trucks  are  taken 
cnit  and  if  ncccs.sary.  sent  to  the  machine 
,sbnii  iir  [lerhaps  to  the  blacksmith  shop. 
If  ihc  woodwork  of  the  car  is  injured  the 
carpenter  is  called  in  and  all  the  needed 
parts  gotten  out  by  him  in  the  carpenter 
shop.  When  the  car  is  reassembled,  it  is 
then  taken  to  the  paint  shop  where  it  is 
finally  completed.  For  every  job  in  the 
shops  a  shop  order  number  is  issued  and  all 
supplies  drawn  from  the  store  room  as 
well  as  all  labor  is  charged  to  it. 

These  shops  present  an  excellent  example 
of  a  large  plant  using  principally  individual 
motor  driving,  and  we  give  in  the  folluw- 
iiig  table  a  complete  list  of  all  of  the  ma- 
chinery used  in  eacli  of  the  shops.  This 
table  includes  the  make  and  the  type  of 
each  motor,  its  ampere  capacity,  etc.  The 
motor  equipment  of  the  shop  comprises 
both  alternating  current  and  direct-current 
motors  and  while  individual  motor  driving 
is  the  rule  there  are  a  few  places  where 
group  driving  is  used.  All  of  the  alternat- 
ing motors  are  supplied  with  a  210-volt  cur- 
rent at  6,000  alternations  and  all  of  the 
direct  current  motors  are  500-voIt  machines. 

Store    .Accounts. 

The  company  handles  its  storehouses  in 
the  following  manner:  Requisitions  for 
general  stock  are  issued  on  the  purchasing 
agent  once  a  month,  calling  for  approxi- 
mately the  month's  supply  of  usual  stock 
material.  In  addition  to  this  emergency 
requisitions  are  'ssued  daily  calling  for 
such  materials  as  are  needed  at  once.  After 
the  purchasing  agent  has  obtained  prices 
and  other  particulars  and  has  placed  an 
order  with  some  firm  a  copy  of  such  order 
is  sent  to  the  store  department  to  be  en- 
tered against  the  requisition,  thus  showing 
what  order  has  been  placed. 

When  goods  are  received  the  receiving 
clerk  makes  out  receipts  in  numerical  or- 
der keeping  separate  the  goods  received 
from  one  and  the  same  firm.  These  re- 
ceipts are  again  checked  up  against  the  re- 
quisitions, the  orders  thus  showing  when 
delivery  has  been  made  or  how  much,  if 
any  part  of  the  goods  have  been  delivered. 
When  invoices  are  received  they  arc  first 
passed  upon  by  the  purchasing  agent  as  to 
correctness  of  price,  discount,  days  of  ship- 
ment, etc.  They  are  then  checked  up  at 
the  storei'oom  against  the  receipts  and  if 
found  correct  arc  approved,  taken  into  ac- 
count and  passed  to  the  accounting  depart- 
ment for  auditing. 

In  drawing  out  supplies  and  malerials 
from  the  storeroom  the  company  uses  a 
small  requisition  blank  staling  Ibc  nature 
of  the  material  rc(|uircd  and  ihe  account 
to  which  it  is  chargeable.  This  is  turned 
into  the  office  where  llie  proper  charges  are 
made.  In  connection  with  issuing  malerial 
the  company  uses  a  card  system,  one  side 
of  Ihe  card  having  a  ledger  ruling  and  the 
other  side  showing  the  requisition  orders 
and  receipts.  This  gives  all  the  informa- 
tion required  in  a  small  compass.  On  the 
ledger  side  of  the  card  arc  entered  the 
invoice    and    disbursements. 


326 


H.  p. 
J 
1 
S.6 

6 

7.6 
10 
IS 


D.    C.    MOTORS. 


STREET  RAILWAY  REVIEW. 


ItKCAPlTUI-ATION    OF    MOTORS. 


Moloni 

T.ilBl  H.  !■. 

Amperca.     IC 

8 

16          1 

5.4    :' 

14 

27.2      S 

10 

M        5 

15 

H        6 

in 

U        7 

15 

23       10 
15 
20 

ac 

U9.e 


Car  Houses. 

riic  companies  have  a  luiinlicr  of  car  houses  sitiialcil  in  dilTereiil 
parts  of  the  system.  One  of  the  car  houses  of  the  Los  Angeles  Ry. 
is  situated  just  north  of  the  company's  power  house  with  a  capacity 
for  32  cars,  another  is  situated  just  behind  the  power  house  and  has 


INTERIOR  Of  CAR  HOUSE,  LOS  ANGELES. 

a  capacity  for  40  cars  while  a  third  is  just  south  of  the  Pacilic  Elec 
trie  Railway  Co's.  power  house,  its  capacity  being  140  cars.  The 
Los  Angeles  Railway  Co.  also  has  a  she4  at  .Agricultural  Park  willi 
four  tracks  with  a  capacity  for  20  cars. 

The  Pacific  Klcclric  Railway  Co.  has  a  car  house  located  on  a  30 
acre  tract  on  7th  St.  This  barn  has  a  capacity  for  100  of  the  com- 
pany's largest  cars.  It  also  has  a  car  house,  previously  mentioned, 
adjoining  the  power-house  in  Pasadena.  This  is  a  brick  building 
containing  9  tracks  and  has  a  capacity  for  35  cars.  A  new  car 
house  with  a  capacity  for  40  car.>  is  being  built  at  Pasadena  and  this 
will  be  used  as  a  terminus  for  all  the  local  lines  and  the  interurban 
lines  entering  the  city.  At  this  barn  will  be  located  the  starters' 
office  and  trainmen's  room,  and  club  rooms   for  the  employes   will 


VIEW  O.N   I.ONi;   BEACH. 

also  be  established  in  this  building.      The  company  also  has  a  small 
car  house  at  Long  Beach  with  a  capacity  for  20  cars. 

The  Pacific  Electric  Railway  Co.  has  just  built  a  baggage  and  ex- 
press depot  in  Pasadena.  It  is  a  brick  building  with  a  track  run- 
ning through  the  center,  platforms  being  located  on  each   side  of 


w. 

IVoi„  XIII. 

No 

6. 

A.    V. 

MOTORS. 

Nil.  Muturn. 

Total  11.  I> 

Ainpervs. 

2 

2 

5 

3 

C 

15 

3 

« 

u 

U 

ao 

122.6 

6 

6.6 

27.S 

82.6 

70 

167 

90 

206 

20 

46 

20 

46 

41  220.6  740.6 

the  tracks.     In  the   rear  are  sLibles  where  the  horses  and  express 
wagons  are  kept. 

There  are  numerous  [Kiints  of  interest  and  pleasure  resorts  reached 
by  the  various  branches  of  this  system  including  seaside  resorts, 
mountain  scenery  and  places  of  historical  note.  One  of  the  principal 
points  of  interest  is  Long  Beach,  situated  on  the  Pacific  Ocean,  20 
miles  southeast  of  Los  Angeles.  In  addition  to  the  surf  bathing  and 
Ashing,  which  this  beach  affords,  there  is  a  large  open-air  pavilion 
in  which  concerts  are  given  every  day  in  the  year  and  where  dances 
are  held  tri-weekly.  A  new  bath  house  has  recently  been  erected 
at  the  be;ich  at  a  cost  of  $QO,ooo,  which  is  elegantly  equipped  and 
apiMiiulcd    in    every   respect.      Its    bathing   pool   of    warm    water    is 


VIEW  (IK  TRESTLE  ON  LONG  BEACH  LINE. 

60  X  120  ft.  in  area  and  is  graded  to  varying  depth.  The  line  to 
Long  Beach  is  a  double  track  road  on  which  a  fare  of  50  cents  for 
a  round  trip  from  Los  .Angeles  is  charged.  Commuters'  tickets  are 
issued  in  10  and  60  ride  tickets,  the  former  costing  $2  and  the  latter 
$7.50.  The  conmuUation  tickets  arc  good  for  30  days  only,  lliis 
line  commenced  operation  in  July,  1902,  over  a  private  right  of  way 
which  is  well  ballasted.  The  running  time  is  35  minutes  and  18 
cars  are  in  service  on  week  days,  giving  a  15  minute  headway.  A 
seven  minute  service  is  given  on  Sundays. 

The  Monrovia  line  Is  17  miles  in  length  and  commenced  operation 
on  March  l,  1903.  This  is  a  double  track  line  passing  through  Bald- 
win's ranch  of  30,000  acres.  The  fare  for  the  round  trip  is  50  cents 
and  the  running  time  is  53  minutes.  Half-hourly  service  is  given 
on  week   days  and   15  minute  service  on  Sundavs.     The  .Mhambra 


Jl.SE    20,    1903.] 


STREET  RAILWAY  REVIEW. 


327 


line  is  a  double  track  line  11  miles  long  running  lo  San  Gabriel  Mis 
sion.  This  Mission,  which  is  a  well-known  historical  land  mark 
was  founded  by  Franciscan  Fathers  in  1771,  for  the  purpose  of  con- 
verting the  Indians  to  Christianity.     The  Mission  structure  is  sub- 


TROLLEY  LINE  WINDINc;  UP  MT.  LOWE. 

stantially  built  of  brick,  the  walls  being  from  four  to  six  feet  thick 
Four  of  the  original  Mission  bells,  which  were  cast  in  Spain,  sent 
lo  Mexico  and  brought  from  there  by  the  Fathers,  are  still  in  use. 
The  .Mhambra  line  commenced  operation  in  June,    1902.     The  fare 


llirough  tlie  most  picturesque  mountain  scenery  on  the  road.  In 
making  this  trip  the  passenger  ascends  from  a  valley  of  tropical 
climate  with  its  characteristic  fruits  and  flowers  and  enters  a  higher 
zone  where  all  traces  of  these  are  lost.  Starting  from  Los  Angeles 
the  cars  of  the  Mt.  Lowe  line  pass  through  the  San  Gabriel  Valley 
before  reaching  Altadena.  Here  the  passengers  transfer  to  the  Mt. 
Lowe  car  which  ascends  the  foot  hills  of  the  mountain  to  Rubiu 
Canyon.  Here  they  are  taken  by  the  incline  cars,  which  climb 
grades  varying  from  48  to  60  per  cent,  and  in  a  distance  of  3.000  ft. 
make  a  rise  of  1.300  ft.  One  of  the  bridges  on  tliis  line  is  200  ft. 
in  length,  the  upper  end  being  120  ft.  higher  than  the  lower  end.  At 
the  end  of  this  line  is  Echo  Mountain,  3.500  ft.  above  the  sea.  From 
Echo  Mountain  to  .'\lpine  Tavern  the  line  is  a  winding  mountain 
railway  rising  to  an  ultimate  height  of  5.000  ft.  above  the  sea  level. 
The  rate  of  fare  for  the  round  trip  from  Los  .\ngcles  to  Alpine 
Tavern  on    Mt.   I.  nvc   is  $2.50.  and   excursion   tickets   are  sold   Sat- 


for  ilic  rounri  trip  is  25  cents  and  lo  San  Gabriel  .^o  cents.     Ilie  run 
I*  made  in  28  miniiles  with  a  y)  niiniKc  service  on  week  days  and  a 
IS  minulc  service  on  Sundays. 
The  Mt.  Lx>wc  line  from  Los  Angeles  to  Alpine  Tavern  passes 


CAllLK  INCIjlNE  K.\II,WAV.  MT.   LOWK. 

iirdays  and   .Sundays    for  $_■.     l''rom   Los   Angeles  lo   Pasadena   the 
distance   is    11.37   niilcs   and   the   fare   is   25   cents.     'I'en   ride   com 
mutation    tickets    are    sold     for    $1.        Helween    Los    .\ngeles     anil 
Pasadena  a   five  minute  service  is  given  dining   the   nisli   hours  ,11 
morning  and  night  and  10  minute  service  dining  the  day. 

The  Wliittier  line,  17  miles  in  length,  is  to  be  built  this  summer. 
'I'his  line  will  eventually  run  to  Santa  Ana,  35  miles  distant,  where 
a  steam  motor  line  is  now  o|]er.ileil  by  the  same  interests. 

Union    Depot. 

Tlie  Pacific  Electric  Railway  Co.  is  biiihhiig  a  new  terminal  sta- 
tion in  Los  Angeles  which  will  be  used  as  a  Union  depot  for  all  the 
intcrurban  lines  of  the  companies,  including  the  Pasadena,  Long 
Beach,  Santa  Ana,  Monrovia,  Alliambra  and  Wliittier  lines.  This 
building  will  be  nine  stories  high,  the  ground  floor  being  used  for 
cars,  wailing  rooms,  ticket  offices,  etc.  'i'hc  second  to  the  sixth 
stories  inclusive  will  be  rented  for  general  office  purposes  and  the 
seventh  floor  will  be  devoted  to  the  odiccs  of  bolli  the  railway  com 
panics  and  the  oilier  light  and  power  inlercsts  with  which  Mr. 
Huntington  is  connected.     The  eighth  and   niiitli   floors   will  be  dc- 


328 


STREET  RAILWAY  REVIEW. 


IV. 


Xlll.  N...  <<■ 


voted  to  club  rooms  and  a  roof  garden  to  l>e  vised  by  tbc  Jonailiaii 
Club  and  the  Los  Angeles  Business  Men's  Club.  It  is  claimed  iliat 
this  building  will  havt  the  largest  floor  area  of  any  west  of  Chi- 
cago. 


in  18K4,  his  uncle,  the  late  Cullis  P.  Ilnnliiigtcm,  apiKjinled  him  su- 
pcrinlendent  of  the  Kentucky  Central  R.  K..  which  was  then 
<i|ieralcd  by  the  Chesapeake  &  Ohio.  In  the  early  part 
i)f    1885    Mr.    Ilunlingtim   was   ap|>oinled     receiver    of    the    Kcn- 


Kl'KS  R.\l>li|,l'll 


J.  A.  MflK. 


11.  K.  HUNTINGTON. 


Personal. 
Mr.  Henry  Edwards  Ihiiitington  was  horn  Fcli.  27,  1850.  at 
Oneonta,  X.  Y.  He  was  educated  in  pulilic  and  private  schools  and 
at  an  early  age  engaged  in  llie  hardware  business  in  his  native  town. 
When  he  was  20  years  old  he  went  to  New  York  City,  where  lie 
remained  several  years  with  one  of  the  large  hardware  firms.     He 


YE  ALPINE  TAVERN,  MT.  LOWE. 

next   went   to  St.   /Mhans,  W.   Va.,  and  engaged   in   lumbering  ami 
lumber  manufacture  for  six  years. 

In  1880  he  was  appointed  superintendent  of  construction  of  the 
Huntington  lines  then  being  built  between  New  Orleans  and  Louis- 
ville, giving  his  especial  attention  10  the  constrnclion  of  the  Chesa- 
peake, Ohio  &  Soulhwcstcrn  Ry.     Upon  the  completion  of  the  roads 


lucky  Central  and  a  year  later,  when  the  road  was  reor- 
ganized, lie  was  made  vice-president  and  general  manager.  In  1890 
the  road  was  .sold  to  the  Louisville  &  Nashville  Railroad  Co.,  and 
Mr.  Huntington  became  vice-president  and  general  manager  of  the 
KlizabetlUciwn,  Lexington  &  Big  Sandy  and  Ohio  Valley  railways. 
He  was  in  charge  of  these  interests  until  they  were  sold  in  1892. 
During  bis  connection  with  tbc  Kentucky  Central  R.  R.  he  was  also 
Milierintendent  of  construction  of  the  Maysvillc  &  Big  Sandy  R.  R., 
and  bad  charge  of  the  construction  company  which  built  the  lines 
through  Covinglon,  Ky.,  anil  Cincinnati.  O.,  including  the  Ohio 
River  Bridge. 

In  .April,  1892,  Mr.  Huntington  went  to  California  as  first  assist- 
ant to  the  president  of  the  Southern  Pacific  Co.,  whom  he  repre- 
sented in  San  Francisco  until  March,  igoo.  when  he  was  elected 
second  vice-president;  in  June  of  that  year  he  was  electe<l  first  vice- 
president  of  the  company.  He  is  also  president  of  the  Southern 
I'acific  Railroads  of  .Arizona  and  New  Mexico,  tbc  Carson  &  Col- 
orado Ry..  the  Los  .Angeles  Railway  Co.,  and  the  Market  Street 
Railway  Co.,  and  the  Geary  Street  Railway  Co.,  of  San  Francisco. 
He  is  vice-president  of  the  Southern  Pacific  Railroad  of  California, 
the  South  Pacific  Coast  Ry.,  and  the  Oakland  Street  Railway  Co. 
In  March.  1901.  he  retired  from  the  active  management  of  the  South- 
ern Pacific  and  disposed  of  bis  financial  interest  in  the  company. 

In  189J  Mr.  Huntington  efTectcd  the  consolidation  of  the  various 
street  railw.iys  now  a  part  of  the  Market  Street  Railway  Co.  sys- 
tem, of  San  Francisco.  In  1898  he  purchased  the  Los  Angeles  rail- 
way lines  that  form  the  Los  Angeles  Railway  Co.  He  also  consoli- 
dated the  intcrurban  lines  of  that  city  and  Pasadena  into  the  Pacific 
I'lectric  Railway  Co.  of  .Arizona.  Then  followed  the  consolidation 
resulting  in  the  Pacific  Electric  Railway  Co.  The  Market  Street 
railway  system  in  San  Francisco  comprises  about  200  miles. 

Beside  being  president  of  the  Market  Street  Railway  Co.,  the  Los 
.Angeles  Railway  Co.,  and  the  Pacific  Electric  Railway  Co.,  Mr. 
Huntington  is  vice-president  and  a  director  of  the  Southern  Pacific 
Co.  He  is  also  a  director  of  the  Central  Pacific  Railroad  Co.,  Wells, 
Fargo  &  Co.,  the  San  F'rancisco  National  Bank,  the  California  Wine 
.Association,  the  Southern  Pacific  Railroad  Co.  of  .Arizona,  the 
Southern  Pacific  Railroad  Co.  of  New  Mexico,  the  Gila  Valley, 
Globe  &  Northern  R.  R..  and  the  National  Surety  Co.,  of  New  York. 


June  20,  1903] 


STREET  RAILWAY  REVIEW. 


329 


Mr.  Epes  Randolph,  previous  to  Mar.  I,  1891,  was  superintendciu 
and  chief  engineer  of  the  Elizahethtown,  Lexington  &  Big  Sandy, 
the  Kentucky  &  South  .\llantic  and  the  Ohio  &  Big  Sandy  railroads. 
'Then  he  became  superintendent  and  chief  engineer  of  the  Newport 
News  &  Mississippi  Valley  Co..  and  the  Ohio  Valley  Ry.,  where  he 
remained  two  years.  From  January,  1893,  to  May,  1894,  he  was 
general  superintendent  and  chief  engineer  of  the  Chesapeake,  Ohio 
&  Southwestern  road,  formerly  operated  hy  the  Newport  News  & 
Mis.sissippi  Valley  Co.  On  May  i,  1895,  Mr.  Randolph  was  ap- 
pointed superintendent  of  the  Yiitna  and  Tucson  divisions  of  the 
Southern  Pacific  Co.,  which  position  he  resigned  to  accept  that  of 
vice-president  and  manager  of  the  Pacific  Electric  Railway  Co. 

Mr.  John  .-Mian  Muir  was  born  at  Truro,  Nova  Scotia,  Sept.  25, 
1S50.  He  was  educated  in  the  Truro  public  schools  and  in  March, 
1866,  entered  the  employ  of  the  Pictou  Extension  Nova  Scotia  R. 
R.,  as  a  telegraph  operator.  In  November,  1870,  having  removed 
to  California,  he  became  night  operator  at  Rocklin  for  the  Central 
Pacific  R.  R.     In  September,  1871.  he  was  made  agent  of  the  road  at 


Rocklin  and  in  1S75  liccamc  trainmaster.  In  July,  i88i,  he  was  ap- 
pointed division  trainmaster  at  Sacramento;  May,  1882,  he  was  pro- 
moted to  assistant  division  superintendent  of  the  Sacramento  and 
Oregon  divisions  of  the  California  Pacific  &  Northern  R.  R. ;  Feb- 
ruary, 1884,  he  was  made  assistant  superintendent  of  the  Southern 
Pacific  Railroads  of  Arizona  and  New  Mexico;  April,  18S6,  he  was 
transferred  to  a  similar  position  on  the  Los  Angeles  division  of  the 
Southern  Pacific  Co.,  and  in  January,  1893,  succeeded  to  the  posi- 
tion of  superintendent  of  that  division.  February,  1902,  he  resigned 
to  accept  his  present  position. 

Beside  being  general  manager  of  the  Los  .\ngelcs  Rail\\:iy  Co., 
Mr.  Muir  is  a  director  of  the  company  and  is  also  a  director  cif  tlie 
Cjila  Valley,  Globe  &  Northern  R.  R.,  and  has  interests  in  a  minilicr 
of  minin.g  companies. 


The  following  table  shows  the  organization  of  the  Los  Angeles 
Railway  Co.  and  the  Pacific  Electric  Railway  Co.  and  the  distribu- 
tion authority  among  the  different  departments. 


OR(;.\XIZ.\TI0N  Ol'-  THE  HUNTINdTON  SYSTEM  Ol''  LOS  ANCELOS. 


I*ri".ideiil. 

Li)s  Ant.'«'Ies  Railuav  C«i. 
and  Pacific  EKctric  Rail- 
way Co. 
H.  E.  Buntiiifrton 


Vice   President  and  (Icm-ral 
Manager  Pacific  Eli-clric 
Railway  Co.. 
Epos  Raiidol  pli 


Vicf-PrL'sidt-nl   L"s    An(,'eli' 
Railwa.v  Co., 
Cli.  de  Ciiijrne. 
Sectiod    Vic.*-Presi(li-iil.    Ln 
Ant'eles  Raihvav  C".. 
C.  W.  Smith. 


Sfcrelurv. 

E.  E.  Bacon. 
Tri'asurer. 

I.  W.  Hclliuan. 
Aodiior, 

S.  C.  llaxU'i . 
Purchasintr  Atrnii, 

C.  F.  Krady. 
Manatrer  Lini-s  East 
Angeles, 

of  I.ns 

Supt-Tintendeni  Passadriia,  M< 
rovia  and   Alhambra    Div 
ioiis, 
F.  H.  Jones. 
Superintendent  Lns  An(reles  D 

J.  B.  Rowray. 
Superintendent  Mt.  Luwf  Piv 
ion  and  Hotels, 
J.  F.Turner. 
Road  master. 
S.  Maclure. 

n 

s 

Assistant  I"  (iiMieral  Manatrt-r. 

Howard  E.  Huntinylon. 
Supl.  Lonir  licacli  DivisHin. 

F.  Van  VranUfn. 
Chief  Enjrineor. 

■•^ 

Passt.'nj.'er  A^rni. 

H.  F.(UMUry. 
Claim  Department. 

W.  H.  Faust. 

Land  Ag-ent. 

Geo.  S.  Palton. 
Mechanical  Supi-rintemleni, 

William  Jetinin^rs.. 

Superintendful  of  BuiUlini^s, 

E.  S.  Cobb. 
ConsuUinfT  Etifjineer, 

R.  S.  Masson. 
ConsultintJ  Engineer, 
Secretarv. 

E.  B  HoUiday. 
Treasurer. 

I.  \V.  Hi-Uman. 
Audil<M- and  Purchasiny  AjriMit, 

C.  A.  Henderson. 


Supcrinteiuieiit    Mechanical    De 
part  men  I, 

C.  E.  Donnaiiii 

Superintendent  Power, 

J.  K.Atchison. 
Chief  Electrician. 

S.  H.Anderson 


I    Master  Car  Builder, 
A.  H.  Lindeniuth. 
!    Master  Mechanic. 
j       A.  E.  Hathaway. 

Master  Painter, 
I        V.  H.  Jones. 

(    Electricians, 
(    Linemen. 


General    Manager  Los  Ange- 
les Kai  Iwav  Co., 

J.  A.  Muir Superintendent, 

J.J.  Aikia.... 


Chief  El1»rineer. 

(;eorjre  J.  Kuris 

Chief  Electrician, 

J.  L.  Clarke. 
Master  Car  Builder, 

E.  L.  Stephens. 


Assistant  Superintendent. 
Claim  DopartnieiU. 
Dispatchers. 
Insjiectors. 
Roatl  master, 
C  SelZeiifand. 


TROLLEY    TRIPS    IN    NEW    ENGLAND. 


"Trolley  Trips  Through  Southern  New  England,"  published  by 
White  &  Warner,  of  Hartford,  Conn.,  has  just  appeared  in  the  1903 
edition,  this  Ijcing  No.  5  of  the  series.  This  little  guide  has  now 
come  to  l>c  the  accepted  authority  on  information  concerning  electric 
railway  routes,  fares,  schedules,  connections  and  <lescriplive  data  in 
general  throughout  southern  New  }£ngland.  The  New  York  to  Bos- 
Ion  trolley  trip  is  given  in  complete  form  this  year  and  a  feature  of 
the  liook  is  the  gathering  together  of  data  concerning  the  trolley 
trips  which  may  Ijc  taken  from  the  principal  points  on  the  line  be- 
tween the  two  termini. 

For  instance,  all  the  suburban  lines  of  Bridgeport,  New  Haven. 
Hartford,  Springfield  and  Worcester  arc  given,  and  in  every  instance 
the  fare  from  point  to  point  is  staled,  and  the  miming  time  of  the 
car»,  in  condensed  form.  It  is  iiUeresling  to  know  that  the  trolley 
ride  frointNcw  York  to  Boston  can  now  be  made  with  but  one  short 
break  of  six  miles  and  a  half  between  Cheshire  and  "Soulhinglon. 
From  Worcester  there  is  a  choice  of  routes,  the  most  direct  route 
l*ing  through  Soiilhlioro,  Framiiighaiii  iid  VVellesley,  while  a  longer 
and  very  interesting  route  is  through  .VlarllKiro,  Concord  and  Le.s- 
ington,  connected  with  many  stirring  events. 
Route?  to  Providence,  and  through  Berkshire  County,  and,  in  fart. 


all  about  the  picturesque  regions  of  the  southern  part  of  New  Eng- 
land, are  described  and  illustrated. 

The  book  this  year  contains  112  pages  with  about  60  half  tone 
engravings  and  ten  maps  of  trolley  routes.  It  is  sold  for  10  cents 
per  copy. 


FORMULA    FOR    BABBITT    METAL, 


rile  manager  iif  a  pnpiiiinent  interurlt.in  mail  i^  usiiiR  iIk'  fcillow- 
ing  formula  for  making  babbitt  metal  for  niolor  bearings  and  stales 
this  has  given  better  results  on  he;ivy  liigh  speed  service  llian  .iiiy 
other  he  has  ever  tried. 

The  composition  consists  of  48  lli,  nf  lin.  (  lb.  of  copiu-r  .iml  r  lli. 
of  antimony.  The  ccpppi-r  and  lin  ari-  nu-lled  fir^l  ;  tluii  llu-  .11111 
mony  is  added. 


1  he  .Suiireme  Court  of  Illinois  has  decided,  in  the  ca-.e  nf  llu- 
owners  of  the  Mona<lnock  liuihling,  Chicago,  againsl  the  Union 
Elevated  Railroad  Co..  that  the  trial  court  erred  in  sustaining  the 
defendant's  demmrer  and  the  case  has  been  remaiideil  for  trial. 
This  is  a  suit  for  alleged  damages  on  account  nf  noise  and  restric- 
tion of  light,  and  will  now  be  heard  on  its  merits.  A  number  of 
other  suits  have  been  brought  since  ibe  decision  became  public. 


330 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No  0. 


A  TEST  OF  PAINT  AND  VARNISH   REMOVERS. 

Under  the  general  name  of  paint  and  varnish  removers  there  is  a 
large  assortment  of  compounds  of  greater  or  less  value  which  arc- 
being  recommended  for  the  use  of  car  painters.  Many  of  the  paint 
and  varnish  makers  are  offering  compounds  or  solvents  for  old  p;iint 
and  varnish  under  various  names  which,  however,  bear  no  relation 
to  the  compounds  they  represent.  The  similarity  in  the  directions 
for  the  use  of  each,  attached  to  the  various  goods,  however,  leads 
one  to  believe  that  the  ingredients  in  every  case  arc  practically  the 
same.  Hut  whether  this  is  true  or  not  it  is  certain  that  their  action 
on  old  paint  and  varnish  varies  considerably.  These  are  conven- 
iently prepared,  sfime  in  the  form  of  a  paste  and  some  in  liquid 
form,  so  that  they  may  be  easily  applied  to  all  kinds  of  surfaces, 
and  they  ofler  to  the  car  painter  what  seems  to  be  a  certain  time- 
saver. 

In  testing  about  a  dozen  different  named  paste  removers  on  the 
outside  surfaces  of  cars  some  very  unsatisfactory  results  followed. 
IIksc  cars,  which  had  been  in  service  from  lo  to  12  years,  were  cov- 
ered with  a  thick  coating  of  paint  and  varnish.  They  were  seldom 
used,  however,  more  than  12  months  without  receiving  a  coat  of 
high  grade  varnish,  so  that  the  old  varnish  still  retained  a  consid- 
erable .imount  of  elasticity  which  would  necessarily  have  a  strong 
neutralising  effect  on  any  alkali  or  acid  used  to  remove  it.  In  con- 
sequence, the  removers  used  in  these  tests  were  subjected  to  severe 
trial,  as  the  results  proved,  for  none  of  them  was  able  to  penetrate 
the  varnish  and  paint  with  one  application,  although  in  some  cases 
they  were  allowed  more  time  to  effect  the  removal  than  the  direc- 
tions demanded.  The  actions  of  some  of  the  best  removers  seemed 
to  gradually  diminish  as  the  remover  penetrated  through  the  var- 
nish to  the  paint  below,  upon  which  they  had  no  effect  whatever. 
Not  until  the  application  was  repeated  would  the  paint  yield  to  the 
knife. 

Subsequent  tests  were  m.ide  with  some  of  the  best  of  these  re- 
movers on  a  car  obtained  from  another  company  whose  varnish  had 
nearly  perished  so  that  it  offered  but  little  resistance  to  the  pene- 
trating quality  of  the  solvents.  In  this  case  the  paint  and  varnish 
were  successfully  removed  with  one  application. 

in  testing  the  liquid  removers  on  work  finished  in  natural  wood 
such  as  the  sash  interiors  of  cars,  they  all  failed  to  penetrate  to  the 
wood,  and  the  attempt  to  use  them  was  a  failure  until  the  direc- 
tions, which  plainly  stated  to  apply  the  liquid  with  a  brush,  were 
ignored.  The  glass  of  the  sash  was  taken  out  and  the  sash  com- 
pletely immersed  in  a  bath  of  what  proved  to  be  the  best  liquid 
remover.  In  about  20  minutes  it  was  taken  out  of  the  bath,  when 
it  was  found  that  the  old  varnish  and  .shellac  were  nearly  dissolved 
and  what  remained  could  easily  be  removed  by  wiping  with  waste. 
Aiter  the  sash  was  completely  dry  it  appeared  to  be  in  as  good 
condition  as  when  it  was  originally  made  with  the  exception  of  a 
slight  discoloration,  and  no  had  results  followed  the  varnishing 
presumably  because  the  liquid  was  absolutely,  or  very  nearly  vola- 
tile, and  no  neutralizing  agent  was  necessary  to  be  employed  in 
this  case  before  the  shellac  was  applied.  Subsequent  tests  of  souk" 
of  the  other  liquids  when  dried  in  the  bath  disclosed  the  fact  that 
a  perceptible  residue  remained  which  was  deposited  in  the  pores  of 
the  wood.  This  proved  to  l>e  a  non-drying  oil  which  prevented 
the  drying  of  the  varnish  after  it  was  applied  so  that  the  latter  had 
to  be  removed  and  the  liquid  remover  remaining  in  the  pores  of  the 
wood  neutralized  before   the   sash  could  be   successfully   varnished. 

During  the  tests  of  these  removers,  which  proved  very  interesting 
and  instructive,  some  fortunate  ideas  were  conceived  which  were 
afterward  worked  out  in  a  practical  way  and  which  proved  to  l)e 
improvements  over  methods  previously  used.  For  example,  it  fre- 
quently happens  that  cars  are  required  for  use  in  routes  other  than 
those  on  which  they  are  usually  used  and  this  requires,  in  some 
cases,  the  changing  of  the  glass  in  the  ventilator  sash  either  on 
account  of  its  color  or  lettering.  For  economical  reasons  it  is  evi- 
dent that  the  glass  should  be  removed  without  breaking,  as  it  can 
be  put  back  into  stock  and  used  for  repairs.  The  operation  of 
removing  this  glass,  owing  to  the  hardness  of  the  putty  used  for  bed- 
ding it  in  the  rabbet  of  the  sash,  is  usually  attended  with  more  or 
less  breakage.  The  putty  on  the  outside  of  the  sash  can  be  taken 
out  with  a  chisel,  but  no  instrument  can  be  safely  applied  in  the 
small  space  occupied  by  the  putty  between  the  glass  and  the  rabbet, 
as  this  putty  generally  refuses  to  yield  to  any  force  that  the  glass 
will  stand.    Tliesc  lights  of  glass  vary  in  price  from  50  cents  to  $2 


according  to  their  color  and  decoration,  so  that  it  is  very  desirable 
10  remove  them  in  perfect  condition.  A  successful  method  for  ac- 
complishing this  was  discovered  with  the  use  of  one  of  the  liquid 
lemovers.  A  sash  having  the  outside  putty  removed  was  laid  i>er- 
tectly  level  on  a  iK-nch  and  the  depression  in  which  the  glass  was 
situated  was  half  tilled  with  the  liquid  remover,  which  was  allowed 
10  stand  for  20  minutes.  The  result  was  highly  sjitisfactory.  On 
account  of  the  large  supply  of  the  remover  coming  iiUo  contact 
with  the  putty  the  oil  failed  to  neutralize  it  l)cfore  it  had  penetratei! 
to  the  deepest  recesses  of  the  rabbet  and  the  solvent  acting  upon  the 
putty  quickly  released  the  glass  which,  when  reversed  uiion  the 
bench,  fell  out  of  the  sash  by  its  own  weight.  While  some  of  the 
liquid  removers  act  more  rapidly  in  this  operation  I  should  not  hesi- 
tate to  state  that  they  all,  at  least  all  that  have  been  submitted  to 
me  for  examination,  will,  in  lime,  accomplish  this  purpose. 

Again,  these  tests  brought  out  the  idea  of  erasing  the  numbers 
on  the  interiors  of  the  cars  by  means  of  the  paste,  which  is  an 
operation  often  desir.able  when  changes  in  the  routing  of  cars  arc 
made.  Previously  this  operation  had  been  a  source  of  considerable 
trouble,  as  the  numbers  arc  often  located  in  the  center  of  a  large 
panel,  and  lo  remove  the  finish  on  the  whole  panel  and  to  subse- 
(lucnlly  refinish  it  involves  a  great  loss  of  time.  Sometimes  the 
varnish  is  taken  off  directly  over  the  number  with  a  steel  scraper 
which  invariably  leaves  imperfect  edges  around  the  perceptible  de- 
pression caused  by  this  removal.  Another  method  is  to  letter  the 
new  numbers  directly  over  the  old  ones,  covering  that  part  of  the 
old  number  which  then  shows  with  paint  lo  match  the  grain  of  the 
wood,  llie  paste  in  the  case  of  this  operation  was  deposited  accu- 
rately on  a  line  with  the  top  and  bottom  of  the  figures  which  con- 
stituted the  whole  number  and  after  the  ends  were  squared  on  each 
side  of  the  number  the  square  thus  formed  was  covered  with  the 
paste.  This  was  allowed  to  act  15  minutes,  when  all  of  the  material 
down  to  the  wood  was  removed,  leaving  the  edge  of  the  depression 
in  a  very  smoothly  beveled  condition,  which,  after  being  stained,  re- 
numbered and  varnished,  left  no  trace  of  the  change  which  had 
been  effected. 

To  sum  up  the  results  of  this  investigation  it  was  plainly  shown 
that  it  is  possible  to  use  these  removers  to  advantage  on  cars 
which  are  allowed  to  remain  in  the  service  until  the  paint  and 
varnish  are  thoroughly  decomposed,  but  to  come  into  competition 
with  such  a  valuable  instrument  as  the  blow-pipe  they  have  not, 
in  their  present  condition,  the  slightest  chance.  They  may  be  ad- 
vantageously utilized  for  some  minor  purposes  such  as  have  been 
proved  beyond  a  doubt  by  the  tests  of  the  baths,  but  a  remover 
should  be  used  which  will  not  interfere  with  the  subsequent  varnish- 
ing. This  is  important  as  the  effect  of  non-drying  matter  left  in 
the  pores  of  the  wood  may  not  be  realized  until  some  months  after- 
ward. 

It  would  obviously  be  premature  to  consider  a  comparison  of 
the  cost  while  investigating  any  new  method  of  painting  before  it 
had  proved  itself  superior  or  at  least  able  to  practically  compete 
with  methods  already  in  use  and  the  consideration  of  expenses  in 
this  instance  were  not  taken  into  account.  It  might  be  added,  how- 
ever, that  if  any  of  these  removers  could  effectually  meet  all  of 
the  requirements  necessary  for  the  removal  of  paint  or  varnish  on 
the  cars  a  most  liberal  discount  would  be  necessary  on  the  prevailing 
prices  listed  in  the  catalogs  of  the  makers  lo  make  them  compare 
favorably  with  the  cost  of  methods  in  general  use.  F    H 


CONDUCTOR  KILLED  BY  CAR  ROBBERS. 


Three  masked  men  boarded  an  East  St.  Louis  &  Suburban  Rail- 
way Co.  car  running  east  from  East  St.  I^uis  on  the  morning  of 
June  3d.  robbed  the  motorman  and  killed  the  conductor.  John  N. 
Keith,  by  .shooting  him  when  he  went  lo  the  motorman's  assist- 
ance.   There  were  a  few  passengers. 

Two  men  held  up  a  car  on  the  Chicago  Union  Traction  Co's. 
Kvanston  line  on  the  night  of  May  25th  and  robbed  the  conductor 
of  $24  and  a  watch  valued  at  $,?5.  and  secured  the  motorman's  watch 
also.     There  were  no  passengers. 

Three  men  boarded  aii  electric  car  on  the  Portland  (Ore.)  Rail- 
way Co's.  line  near  Woodlawn  at  11  p.  m..  May  20th,  and  robbed 
the  conductor  and  passengers  of  $175  and  several  watchis. 

May  26th  a  car  on  the  Oregon  City  (Ore.)  line  was  slopped  at 
Midway  Station  and  the  robbers  secured  $110. 


June  20,  1903.] 


STREET    RAILWAY    REVIEW. 


331 


A  UNIVERSAL  TECHNICAL  DICTIONARY. 


The  Society  of  German  Engineers,  of  Berlin,  is  to  publish  a  tech- 
nical dictionary-  in  three  languages,  English,  German  and  French. 
It  is  entitled  the  "Technolexicon,"  and  its  editor-in-chief,  Dr.  Hubert 
Jansen,  has  forwarded  to  us  a  short  report  upon  the  progress  of  com- 
pilation. The  report  states  that  the  work  was  begun  in  1901,  and 
in  response  to  invitations  to  contribute  there  are  341  societies  co- 
operating, 42  in  English,  272  in  German  and  27  in  French-speaking 
countries.  .Among  .American  associations  participating  are  the  Amer- 
ican Society  of  Mechanical  Engineers  and  .American  Society  of  Civil 
Engineers,  New  York;  .American  Railway  Engineering  and  Main- 
icnance-of-Way  .Association  and  Western  Society  of  Engineers,  Chi- 
cago, and  -American  Chemical  Society,  Brooklyn,  .Assistance  ha^; 
iK-en  promised,  and  partly  rendered,  by  2.185  industrial  establish- 
ments and  individual  collaborators.  .Among  the  industrial  companies 
arc  the  VVestinghouse  Brake  Co.,  Trenton  Iron  Co..  B.  F.  .Stiirtcvani 
Co.,  Manning,  Maxwell  &  Moore,  the  Fairbanks  Co..  ami  the 
Thomas  D.  West  Co.,  of  Sharpsville,  Pa. 

Excerpts  from  standard  technical  dictionaries  and  thousands  of 
catalogs,  price  lists,  handbix)ks,  store  lists,  piece  lists,  customs  tar 
iffs,  etc.,  have  yielded  1,200,000  filled-cut  word  blanks,  to  which  will 
be  added  within  the  ne.xt  two  years  hundreds  of  thousands  of  words 
contributed  by  the  collaborators.  The  contributions  will  be  called 
in  in  1904.  In  the  meantime  the  invitation  to  contribute  is  ex- 
tended to  all  technical  branches  including  the  handicrafts.  It  is 
further  announced  that  delayed  contributions,  if  received  before 
the  end  of  1906.  when  printing  will  begin,  can  still  be  made  use  of. 
For  information  address  Dr.  Hubert  Jansen.  care  nf  Tcclinolexicnn. 
40  Dorotheenstr.,  Berlin. 


BRIDGE  COLLAPSES  AT  BINGHAMTON,   N.   Y. 


On  .May  20th  the  span  of  what  is  known  as  the  Rockbottom 
Bridge  over  the  Susquehanna  River  at  Binghamton,  N.  Y.,  col- 
lapsed, carrying  with  it  an  electric  car  of  the  Binghamton  Railway 
Co.  and  eight  people.  No  one  was  killed,  and  only  two  or  three 
persons  were  seriously  injured.  The  car  was  running  slowly  at  the 
time  and  had  just  passed  a  little  beyond  the  middle  of  the  north 
span  of  the  bridge  when  the  span  gave  way,  the  south  end  slipped 
from  the  pier,  and  the  bridge  and  car  lurched  toward  the  west  and 
settled  into  the  river.  The  bridge  went  down  behind  the  car,  the 
north  end  remaining  on  the  north  abutment,  the  fallen  part  forming 
an  incline  that  reacheil  nearly  to  the  middle  of  the  span.  As  the 
bridge  went  down  behind  it  the  car  slipped  back  a  few  feet,  tipped 


COLLAPSE  OK  ROCKBOTTOM  HRID(;E. 

partly  over  to  the  west  and  remained  on  the  fallen  roadway,  the 
north  end  nearly  out  of  the  water  and  the  south  enil  settling  into 
the  water  sii  that  it  came  nearly  lo  the  windows.  By  (he  prompt 
action  of  the  conductor  and  niolorman,  assisted  by  spectators,  ofTi 
cial*  of  the  street  railway  company  and  cily  olTiccrs,  the  impris'ined 
pa>9«ngcri  were  quickly  rescued  and   assisted  to  places  of  safety. 


where  their  bruises  and   injuries  were  given  prompt  medical   atten- 
tion. 

The  Rockbottom  Bridge  was  erected  in  1874  at  a  cost  of  $35,194. 
When  it  was  built  it  was  the  finest  bridge  in  that  part  of  the  coun- 
try, but  in  its  design  probably  did  not  anticipate  the  heavier  loads 
thai  have  gradually  been  imposed  upon  it  by  the  increase  in  street 


VIEW  KRO.M  OIM'OSITE  SIDE. 

Iralhc  ami  the  addition  uf  electric  railway  tracks.  It  was  a  duuhle 
span  steel  bridge,  resting  upon  masonry  and  concrete  piers,  The 
car  that  fell  with  the  bridge  \vas  a  short  single  truck  car,  weighing 
not  over  six  tons,  and  was  one  of  the  lightest  owned  by  the  com- 
pany. 

The  full  r.sponsibility  for  the  collapse  of  the  bridge  has  not  yet 
Iiccn  fixed,  but  it  is  believed  the  Binghaiuton  Railway  Co.  will  be 
relieved  of  all  blame  or  responsibility  for  the  accident. 


PRIZES  FOR  SUGGESTIONS  FROM  EMPLOYES. 


In  line  with  ;in  editorial  in  the  "Review"  fcir  Apr.  jo.  11)03,  p. 
201,  on  "Co-operalion  of  Employes,"  comes  the  announcement  from 
Lynchburg,  Va.,  that  Mr.  R.  D.  Apperson,  presi<lent  of  the  Lynch- 
burg Traction  &  Light  Co.,  recently  issued  a  circular  in  which  he 
proposes  to  award  prizes  to  employes  for  suggestions  for  the  bet- 
terment of  the  service.  The  awards  are  to  be  made  Sept.  15,  1903, 
as  follows:  To  the  employe  who  makes  the  luost  valuable  sugges- 
tion, $25;  for  the  second  most  valuable  suggestion,  $20;  for  the 
third,  $15;    fourth,  $10;    fifth,  $5. 

The  term  "valuable  suggestion,"  the  circular  states,  means  such 
suggestions  as  the  company  or  a  committee  appiiinled  fnr  the  pur 
pose  shall  recommend.  Boxes  have  been  placed  in  the  simt.-iI  ilt- 
Iiarlments,  wherein  the  suggestions  may  be  deposited.  ICvery  ein- 
plnye  is  urged  to  feel  that  he  is  invited  to  make  any  suggestion  that 
may  occur  to  him,  ami  as  many  as  he  clioo.ses. 


FIRST  PACKAGE  FREIGHT  LINE  IN  CHICAGO. 


Saturday,  May  23d,  the  Chicago,  Riverside  &  La  Grange  Street 
Kailway  Go's,  system  was  formally  opened.  This  road  is  only  six 
Mocks  long,  between  W.  401h  and  W.  4()lh  Sts.,  Chicago.  It  is  a 
i-onnecting  link  between  the  lines  of  the  .Suburban  Railroad  Co.. 
which  serves  Riverside,  La  (irange,  Oak  Park  and  .Austin,  .iml  llu- 
Chicago  (Jencral  Railway  Co.  Light  merchandise  and  passengers  are 
carried.  As  the  Chicago  General  Railway  Co.  reaches  the  stock 
yards  district,  it  is  proposed  to  deliver  light  package  freight  from 
the  stock  yards  to  the  various  suburban  towns  in  Cicero.  The  new 
road  will  also  serve  to  give  the  Suburban  Railroad  Co.  a  down- 
town connection.  The  carrying  of  package  freight  was  begun  June 
|s|.  for  the  first  lime  in  Ihe  cily's  liislory. 

♦-•-♦ — • 

It  is  annoiinceil  Ihal  the  excavating  for  the  New  York  Subway  will 
be  completed  the  latter  part  of  July. 


332 


STREET  RAILWAY  REVIEW. 


|Vur.  XIII,  No  ft 


ADVERTISING  ELECTRIC  RAILWAYS. 

All  iiii|iurlaiU  iiiiil  pnititnlilc  .ntljiiiict  of  iip-to-datr  electric  railu;i> 
iiiaii.nKeiiU'iu  i>  ihc  advertisiiig  (le|i.irliiienl,  wlieiicr  eniaiiati'S  well- 
iliiiMMi  litcraliirc,  <U-»ignt'(l  especially,  where  the  picture>i|ue  feauiro 
iif  tile  line  warrant,  to  foster  the  trolley  excnrsion  fad.  So  popular 
lias  this  form  of  onliiig  become  tlial  iiiaiiaKers  everynliere  have 
planned  to  cater  to  it  more  extensively  this  season  than  ever.  Harlic- 
iilarly  is  this  true  of  the  ICast  St.  Lonis  &  Siihurliaii  Railway  Co.. 
which  maintains  a  Hcll-equipped  press  luirenn  in  charge  of  .Mr.  Frank 
II.  Hiomas,  passenger  and  excursion  agent,  who  is  continually  evolv 
iiig  attractive  advertising  literature  calling  attention  to  the  f.icilities 
which  the  system's  appropriately  termed  "Scenic  Route"  affords  to 
excursionists.  Recently  Mr.  riioinas  issued  a  circular  intended  for 
fratenial  societies,  or  cluhs.  incliuliiig  women's  clulis,  which  exist 
in  and  around  I'.ast  St.  I^uis  to  a  large  extent,  apropos  of  an  illus- 
trated vest  pocket  hooklel,  which  gives  full  information  of  the  vari- 
ous poinl.s  of  interest  along  the  route  of  "the  great  electric  railway 
system  t>f  the  ICast  Side,  with  especial  reference  to  its  particular 
attractiveness  for  excursions  and  the  various  summer  outings  which 
the  out-of-door  season  will  suggest."  The  circular  is  printed  on 
the  company's  letter-head  to  resemble  a  typewritten  letter  and  em- 
phasizes the  fact  that  trolley  excursions  have  become  the  fad  in  many 
eastern  cities  aiul,  the  craze  having  drifted  westward,  seems  to  have 
-ettled  in  the  vicinity  of  Kast  St.  l-ouis :  also  that  trolley  outing> 
not  only  appeal  to  societies  in  general,  but  women's  clubs  are  begin- 
ning to  realize  Ihc  facilities  the  company  possesses  for  giving  thcni 
exceptional  service,  and  the  freedom  which  they  may  enjoy  upon 
its   parlwr  cars  commends   the  "Scenic    Route"  to    their    attention. 

The  booklet  referred  to  is  entitled,  "Vest  Pocket  Guide  to  East 
Side  Trolley  Outings."  It  is  3  x  4'/.  in.  in  size  and  contains  24  pages 
of  information,  illustrated  with  views  taken  along  the  route.  The 
contents  are  classifiecl  under  the  following  heads:  Rates  of  Fare, 
I'rivate  Car  Parties.  Reduced  Excursiim  Party  Rates,  Stop-over 
Privileges,  The  Scenic  Circuit,  Kishing  Resorts,  Belleville,  Priester's 
Park,  Monk's  Mound,  Edwardsville,  Collinsville.  Belleville  Fair 
tirounds,  Cascyville,  French  Village  and  The  Great  World's  Fair. 

.■\nother  publication  by  the  company  is  a  32-page  illustrated  de- 
scriptive pamphlet,  i'/i  x  S'/j  in.,  entitled,  "Charles  Dickens'  Trip  U. 
Belleville  in  1842,  and  How  the  Trip  May  Be  Made  Today."  Ex- 
cerpts from  Uickens'  ".American  Notes,"  in  which  he  tells  of  his 
experience  in  making  a  trip  to  Belleville  under  conditions  prevailing 
in  those  times,  when  they  traveled  in  coaches  and  the  mud  "had  no 
variety  but  in  depth,"  and  when  "Belleville  was  a  small  collection  ot 
wooden  houses  huddled  together  in  the  very  heart  of  the  bush  and 
swamp,"  are  vividly  contrasted  with  the  interurban  service  of  today 
Then  it  was  an  all-d.iy  jaunt  from  St.  Louis:  now,  the  paniplilel 
sl.ites,  if  Dickens  were  here  he  could  cross  the  Mississippi  in  electric 
cars  on  the  magnificent  bridge  of  steel,  board  a  swift  and  easy  riding 
car  at  the  east  end  of  the  bridge  and  be  put  down  at  the  court  bouse 
in  Belleville  in  50  minutes  withimt  ilislurbing  the  regular  running 
.schedule  of  the  line.  If  he  were  in  a  hurry  the  trip  could  be  made  ii- 
30  minutes,  as  was  actually  done  recently.  The  scenic  beauties  of 
the  various  divisions  operated  by  the  East  St.  I-ouis  &  Suburban  are 
enticingly  described  in  the  publication,  enhanced  by  full-page  half- 
tone views  of  many  of  the  more  .attractive  portions.  Time  tables  and 
special  car  rales  arc  also  given. 

Still  another  advertisement  employed  is  a  4-p.age  folder  and  time 
table  of  the  Edwardsville-East  St.  Louis  division.  Three  pages  of 
the  folder  are  devoted  to  a<lverlising  the  vest  pocket  guide  and  pri- 
vate and  excursion  car  parties,  and  calling  attention  to  the  increased 
facilities  for  interurban  .service  along  the  Edwardsville-Collinsville 
division.  The  luist  St.  Louis  &  Suburban  Railway  Co.  operates  the 
following  electric  railw.ays :  St.  Louis  &  East  St.  Louis  Bridge.  F.ast 
St.  Louis  city  lines.  East  St.  Louis  &  Belleville,  East  St.  1-ouis.  Col- 
linsville &  F'dwardsville.  Collinsville.  Cascyville  &  Edgeinonl.  and 
b'asl  Si.  Louis.  O'Fallon  &  Lebanon. 


inenis  of  the  Manhattan  Elevated  alone,  it  will  Ik'  seen  that  the  <>,jyi,- 
.jiy  passengers  carried  in  1878  increased  to  171,529,789  in  1888,  and  to 
'8,1,360,846  in  l8i^  .\ccording  to  the  last  annual  report  the  miinber 
of  passengers  carried  had  increased  to  223,427,28.?. 

The  preliminary  report  on  street  railways  of  the  coimlry  for  the 
year  ending  June  .p,  issued  at  Washington,  and  meiuioned  in  the 
"Review"  for  .Xpril,  I(J03,  indicates  that  the  surface  and  elevated  lines 
of  (Jreatcr  New  York  provide  one-fifth  of  the  total  street  and  elec 
trie  transportation  demands  of  the  I'niled  Slates.  The  |Hipulatioii  of 
iireater  New  York  is  .ilioul  3,.i;oo,ooo,  so  that  at  present  each  inhab 
itaiit  averages  400  trips  on  one  of  the  city  lines  during  12  months. 

-♦♦♦. 

CONVENTION   OF  AMERICAN   INSTITUTE  OF 

ELECTRICAL   ENGINEERS. 


STREET    RAILWAY  TRAFFIC  IN    NEW  YORK. 


It  i.-^  estimated  that  the  number  of  iKissengers  li>  be  carried  by  the 
New  York  City  street  railways  during  the  current  fiscal  year  will 
exceed  1,000.000.000.  anri  that  during  the  next  five  years,  with  the 
r.ipiil  increase  in  poimlation  in  and  around  New  York,  service  for 
1.^67,500,000  passengers  will  be  called  for.     Taking  the  annual  slate- 


Following  is  the  program  for  the  1903  convention  of  the  .Ameri- 
can Institute  of  Electrical  Engineers,  to  be  held  at  Niagara  Falls 
June  29lh  to  July  .5d  : 

Monday;  Institute  and  President's  Day.  Morning:  9:30  to  1:00, 
Pre>ideiit's  address;  "Institute  Branch  Meetings:  'Their  Urganiza 
lion.  Developmeni  and  Inlluence."  by  Calvin  W.  Rice;  "The  Energy 
Transformations  in  the  Synchronous  Converter,"  by  W.  S.  Frank- 
lin ;  "Commercial  .Alternator  Design,"  by  W.  L.  Walters.  After- 
lUKjii :  1:00  to  2:00.  Lunch;  visits  to  local  points  of  interest,  no 
pre-arranged  program.  Evening:  .An  exhibition  of  the  Hewitt 
Converter  and  the  Mercury  Vapor  Lamp,  by  F.  H.  'Thomas. 

I'uesday;  Electrical  Day.  Morning:  <).30  to  1:00,  Railroad  pa- 
pers— "High  Speed  Electric  Railway  Problems,"  by  A.  H.  Arm- 
strong; "Storage  Battery  Industrial  Locomotives,"  by  Frank  L  Ses- 
sions; "Predetermination  in  Railway  Work,"  F.  W.  Carter;  "Car 
Run  Tests,"  by  W.  \i.  Goldslionnigh  and  P.  E.  Fansler;  "Some  Rec- 
ommendations Concerning  Electrical  and  Mechanical  Specifications 
for  'Trolley  Line  Insulators,"  by  Sanuid  Sheldon  and  J.  D.  Keiley ; 
"The  Storage  Battery  in  Substations,"  by  W.  E.  Goldsborough  and 
V.  E.  Fansler.  .Afternoon:  1:00  to  2:00,  Lunch;  2:15,  technical 
tour  of  inspection  of  clcctro-clicmical  and  other  electrical  installa 
tions  operated  by  Niagara  I'alls  power,  and  the  |)ower  houses  of  the 
Niagara  Falls  Power  Co. ;  reception  by  Niagara  Falls  Power  Co. 
on  terrace  of  power  house  No.  2.  Evening:  Dance  under  auspices  of 
local  committee  at  Cataract  House. 

Wednesday;  Niagara  Day.  Morning:  9;,?o  to  1:00,  Power  Trans- 
mission papers — "On  the  Testing  of  Electrical  .Apparatus  for  Dielec- 
tric Strength,"  by  P.  H.  Thomas;  "Choice  Frequency  for  Very  Long 
Lines,"  by  P.  M.  Lincoln;  "Method  of  Entering  Buildings  with  High 
Tension  Wires,"  by  C.  E.  Skinner;  "Y  or  Delta  Connection  of  Trans- 
formers,''by  F.  C.  Blackwell.  Afternoon;  i  :00  to  2  :oo,  lunch  ;  trol- 
ley trips  to  Niagara  Gorge,  Fort  Niagara.  Brock's  Monument,  Chip- 
pewa; technical  visits  to  following  plants:  Ni.igara  Falls  Hydraulic 
Power  and  Manufacturing  Co., Canadian  Niagara  Power  Co.,  Natural 
I'ood  Co.  Evening:  Entertainment  at  Catar.-ict  House,  under  aus- 
pices of  local  and  general  committees. 

Thur.sday;  Excursion  Day.  Morning:  9 :30  to  i  :oo.  Miscellaneous 
papers — "The  Factors  which  .Affect  the  Energy  Losses  in  .Armature 
Cores."  by  J.  Wtiller  Esterlinc  and  Clarence  E.  Reid ;  "Central  Sta- 
tion Economies,"  by  W.  E.  Goldsborough  and  P.  E.  Fansler;  "The 
Electrical  Equipment  of  a  Gold  Dredge,"  by  Ralph  L.  Montagu: 
"The  International  Electrical  Congress  of  1904."  by  Elihu  Thomson: 
"The  I.x:galized  .Standard  of  Electromotive  I"orce,"  by  H.  .S.  Carhart ; 
"Symbols  and  Nomenclature."  by  Carl  Hering;  ".A  Universal  'Tele- 
graphic Code,"  by  G.  O.  Squier;  "The  Magnetic  Units."  by  .A.  E. 
Kennelly.  .Afternoon:  1:00  to  2:00,  lunch;  technical  excursions  to 
Olcotl  Beach,  St,  Catherine's.  Lockix>rt,  Tonowanda  Substation. 
Evening:    Illumination  of  Gorge  Route. 

Friday;  Buflfalo  Day.  Morning:  g:.io  to  i  :oo,  joint  meeting  with 
the  Society  for  the  Promotion  of  Engineering  Education;  papers 
will  be  presented  by  the  following  members  of  the  Institute:  W.  S. 
Franklin,  J.  G,  While.  E.  11.  Mullin,  B.  Gherardi.  Jr..  L.  A.  Osborne 
and  T.  J.  Johnston.  .Afternoon:  i  :.10  to  2:00,  lunch;  technical  trips 
10  Buffalo,  Buflfalo  General  Electric  Co..  Buffalo  terminal  house.  Ad- 
.  jttnrnnuMit, 

»  ■  » 

The  olliccs  of  the  Springfield  (111.)  Consolidated  Railw.iy  Co. 
have  been  removed  to  the  building  of  the  People's  Hot  Water 
Heating  &  Power  Co.,  corner  of  I'mtrlh  and  .\<lams  Sts. 


JixE  ao.  1903.] 


STREET  RAILWAY  REVIEW. 


333 


Recent  Improvements  in  the  Street  Railway  Plant  of  Niagara  Falls  Power 

House, 


BY  ARTHUR  15.  WEEKS. 


Since  its  first  installation  the  street  railway  plant  of  the  Niagara 
Falls  power  house  has  heen  entirely  reconstrucleil.  The  orignial 
switchboard  panels  and  st.irting  devices  have  all  heen  done  away 
with,  making  way  for  a  most  modern  apparatus  superior  in  every 
way  to  the  former  metliods. 

Fig.  I   shows  a  panel  for  the  purpose  of  operating  a  500-h.  p.  G. 


iic  synchronized  either  on  the  low  or  high  tension  side.  Should 
the  switch  on  the  high  tension  side  be  closed  out  of  step  the  auto- 
matic circuit-breaker  ju-^t  mentioned  would  open  and  rupture  llu- 
arc  in  the  oil. 

Tlie  diagram.   Fig.  2,  shows  the  wiring  of  the  a.  c.  side  of  this 
p:inel.    The  two  main  switches  on  the  lower  panel  are  the  secondary 


E.  rotary  converter.  The  round  pallern  Thomson  anmieters,  one  for 
each  phase,  arc  located  in  the  upper  left  hand  side  of  the  panel. 
Iminediately  Wow  them  is  a  new  Lincoln  synchronizer,  which  is 
universally  liked,  being  positive  in  action  and  denoting  slow  or 
fast  as  the  needle  is  to  the  right  or  left  of  the  upper  vertical  line. 
When  on  this  line  the  needle  indicates  synchronism. 


switches.  There  was  no  provision  made  for  these  switches,  and  they 
were  fitted  by  the  master  mechanic  of  the  power  house.  As  shown 
in  the  diagram,  one  leg  of  each  phase  is  broken  by  the.sc  switches. 
The  original  panel  had  high  tension  switches  (2200  volts)  upon  its 
face,  and  all  synchronizing  was  done  by  means  of  them.  It  was  an 
exceedingly  dangerous  performance  as  several  employes  learned  to 
llieir  cost.  The  automatic  nil  switch  is  llurefore  most  valuable 
lure. 

The   secondary   switches   were   below   the   a.   c.   collector   rings  on 

the  rotary,  and  there  was  always  more  or  less  arcing  at  the  collector 

rings   close   to   one's   face   when   closing   these   switches,   hence   the 

new  arrangement  is  greatly  appreciated. 

Retwcen    the    secondary    switches    is    the    .starting    switch    of   the 


.'ii' 

1 

W^l 

U 

^''WI'«J%>V-_  jj 

Below  the  synchronizer  is  an  antomalic  oil  switch  on  the  pri- 
mary circuit,  the  lever  controlling  both  phases.  One  valuable  fea- 
ture of  Ihc  switch  is  that  should  the  lever  be  thrown  in  and  any- 
ihinft  wronK  on  the  line,  the  breaker  wonlil  imineiliately  open  inde- 
pendent of  the  Itvcr  which  is  grasped  by  the  hand.    The  rotary  can 


rotary,  for  it   is  started  only  by  direct  cinreul.      Tlu'   ilunsinl   peil 
estal   stands  to  the  right  of  the  panel   with  the  rheostat   in  a   sub- 
way below  the  floor.      Here  also  are  the  transformers   for  the   ro- 
taries,  one  of  which   is  a  (ieneral   Ivleclric,  and  two   Weslinghouse 
m.achincs.     The  G.  E.  air  blast  transformer  is  used  in  connection 


334 


STREET  RAILWAY  REVIEW. 


(Vol.  xm,  No.  6, 


wilh  the  G.  E.  rotary,  and  tlit-  oil  iiisiilatcU  and  water  cooled  trans- 
formers   for   the    Westinghousc    machines.      An    induction    motor 


Fig.  5. 

drives  the  blower  for  the  air  blast  for  the  G.  E.  traiisfornier.  For- 
merly it  received  air  from  the  subway,  but  as  the  temperature  iu 
summer  was  exceedingly  high  there  au  opening  was  made  instead 
in  the  power  house  floor.  All  the  wiring  has  been  gone  over  thor- 
oughly, and  arrangd  in  up-to-date  style. 


on  this  railway  apparatus,  there  was  no  way  to  cut  it  off  from  the 
main  feeder,  unless  by  opening  the  feeder  switch  itself.  This  was 
never  deemed  arlvisable;  hence  there  were  times  in  the  past  when 
considerable  damage  resulted.  Trnnsfornu-rs  of  S<»-h.  p.  capacity 
burning  out  with  2.100  volts  back  of  them  make  no  little  disturb- 
ance, as  can  be  readily  imagined. 

•Mtcrnating  current  lOO-aniperc  fuses  on  the  2300-volt  circuit  i» 
another  practice  abolished  by  the  present  system,  which  puts  these 
three  soo-volt  rotaries  on  a  circuit  controlled  by  a  niotor-actnated 
oil  switch  whose  relay  is  pl.iced  upon  the  wall  back  of  the  switch. 
The  relay  that  operates  the  d.  c.  General  Electric  motor  is  placed 
uiMin  a  panel  of  No.  i  switchlioard. 

The  diagram,  Kig.  3,  shows  the  circuit  in  part.  A  short  circuit 
iin  either  phase  closes  a  circuit  from  the  d.  c.  bus-lrars  through  the 
>wilchlx)ard  relay  and  starts  the  motor,  upsetting  the  toggle  and 
causing  the  switch  to  open.  The  motor  i-  automatically  cut  out  o( 
circuit  as  soon  as  this  is  accomplished.  When  all  circuits  to  the 
rotaries  are  opened  the  automatic  switch  is  closed  by  the  electrician 
i.n  No.  I  board  when  all  is  in  readiness,  by  throwing  the  relay 
switch  to  the  opposite  side.  This  closes  ihe  circuit  to  the  motor  ami 
ihe  oil  switch  is  immedately  closed. 

h'ig.  4  shows  Ihe  G.  E.  roiary  and  new  panel,  and  Fig.  s  shows 
the  motor  operating  the  oil  switch.  As  shown  in  this  illustration 
ilie  oil  switch  is  closed. 

The  d.  c.  motor  relay  has  the  same  fe:iliire  described  iu  conuec- 
lion  willw  the  a.  c.  automatic  circuit-breaker  and  oil  switch,  viz.; 
that  should  the  switch  he  closed  on  short  circuit  the  relay  will  open 
independently  of  the  operator.  This  is  an  improvement  over  some 
if  the  Ci.  F.  rel.iy  switches  and  is  especially  valuable. 

Fig.  6  shows  the  only  night  view  of  switchboard  No.  i  ever  taken. 

TRANSPORTATION    EXHIBITS  AT  THE 
WORLDS  FAIR. 

kecogni/iug  that  transportation  plays  a  most  important  part  iu 
social  economy  the  Department  of  Social  Economy  of  the  Louisiana 
I'urchase  Exposition  is  intending  to  secure  for  that  department  spe- 
cial exhibits  on  the  development  of  transportation.  This  will  be 
designated  Class  750  and  in  a  recent  announcement  is  thus  dc- 
>cribcd : 

"Class  750 — Development  of  Means  of  Transportation.  In  addi- 
tion to  the  genera!  exhibits  in  class  749  (Physical  Resources  and 
Char.icterislics),  special  exhibits  are  desired  from  state  railway  com- 
missions, railway  and  navigation  companies,  and  others  engaged  or 
loncerned  in  transportation.  These  exhibits  should  be  in  the  form 
of  maps,  charts,  diagrams,  statistical  tables,  models  or  photographs, 
-bowing  the  development,  nature,  and  extent  of  the  transportation 
facilities,  the  business  done,  the  organization  of  the  transportation 
enterprises,  number  of  employees,  etc.  Pamphlets  briefly  describing 
ilie  exhibits  and  containing  reproductions  of  the  charts,  tables,  etc.. 
are  also  desired  from  each  exhibitor." 

Correspondence  on  this  matter  ■should  be  addressed  to  Carrol  D. 
W  riglil.   Washington,   D.   C. 

CONSOLIDATION  IN   CLEVELAND. 


The   rotaries   formerly    received   their  current   directly    from    the 
railway  feeder  on  the  local  service,  and  however  severe  the  trouble 


Liuler  date  of  May  28,  igoj.  a  notice  was  issued  for  a  meeting 
of  the  stockholders  of  the  Cleveland  Klectric  Railway  Co.  on  June 
29.  too,?,  for  the  purpose  of  assenting  to  the  purchase  by  the  Cleve- 
land Electric  Railway  Co.  of  the  railroads  of  Ihe  Cleveland  City 
Railway  Co.  in  and  adjacent  to  the  city  of  Cleveland,  together  with 
all  its  property,  franchises,  rights  and  privileges  respecting  the  use 
.nnd  operation  of  such  railroads:  and  for  the  purpose  of  increasing 
the  capital  stock  of  the  coiupany  from  $13,000,000.  its  present  cap- 
ital stock,  to  $23,400,000.  divided  into  2.14,000  shares  of  $100  each: 
for  the  purpose  of  amending  the  articles  of  incorporation  of  the 
company  so  as  to  change  the  name  thereof,  if  the  stockholders  at 
>ai<l  meeting  deem  it  best  so  to  do:  for  the  purpose  of  increasing 
the  board  of  directors  to  fifteen :  and  for  the  purpose  of  transacting 
such  other  business  as  may  come  before  said  meeting. 

Pooks  for  the  transfer  of  stock  of  the  company  will  he  closed  on 
June  lolh  and  be  reopened  Jidy  ist. 

< »» 

T  he  Buffalo  (N.  Y.)  Bellevue  &  Lancaster  Electric  Railway  Co. 
has  equipped   its   line   wilh   telephones. 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


335 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER, ATTORNEY  AT  LAW,  CHICAGO. 


.\DVERSE   REPORT   OF   COMMITTEE   NO    IMPAIRMENT 

OF  FR.V.\CH1SE  RIGHTS  GI\TNG  FEDER.\L 

COURT  JURISDICTION. 


KIkins  V.  City  of  Chicago  (.U.  S.  C.  C,  111.),  119  Fed.  Rep.  957. 

The  mere  appoinlment  hy  the  comoii  council  of  a  city  of  a  com- 
niitlec  to  investigate  when  the  franchises  of  certain  companies  would 
expire;  the  reporting  by  the  committee  that  they  would  expire  at  a 
certain  time  contrary  to  the  contention  of  the  companies,  with  a 
recommendation  that  measures  be  adopted  to  dispossess  the  compa- 
nies at  the  expiration  of  such  time  if  renewal  was  not  arranged 
meantime;  and  the  further  fact  that  the  report  was  "received,  ap- 
proved, and  printed"  by  the  common  council,  the  United  States  cir- 
cuit court,  in  Illinois,  holds,  assuming  that  the  franchises  did  not 
expire  until  the  time  claimed  by  the  companies,  was  not  such  an 
impainnent  of  contract  as  to  give  a  federal  court  jurisdiction  to 
int  rfcre,  no  other  action  having  been  taken  by  the  common  council. 


HOV   THROWN   OR   KICKED    OFF   CAR   BY   MOTORMAN 

KILLED  GOING  ON  OTHER  TR.\CK— DUTY  OF 

LOOKING  AND  LISTENING. 


Finder  vs.  Brooklyn  Heights  Railroad  Co.  (N.  Y.),  66  N.  \i.  Rep. 
405.    Feb.  17,  1903. 

This  action  was  brought  to  recover  for  the  death  of  a  concededly 
bright  lad  of  14  years  of  age,  with  no  physical  defect,  save  that  of 
being  slightly  tongue-tied.  Adopting  the  most  favorable  view  of  the 
facts  which  the  plaintiff  could  claim,  the  court  of  appeals  of  New 
York  says  that  the  boy,  while  riding  upon  the  front  platform  of  a 
car,  propelled  by  electric  power,  upon  a  part  of  an  avenue  which  was 
unimproved  by  buildings,  was  thrown  or  kicked  from  the  car  by  the 
motorman.  He  picked  himself  up,  and,  walking  slowly,  crossed  the 
track,  upon  which  his  car  had  been  running,  and,  while  in  the  act 
of  crossing  the  second,  or  further,  track,  was  struck  and  run  over 
by  a  car  on  it,  and,  from  the  injuries  received,  subsequently  died. 
Under  these  circumstances,  the  court  holds  that  a  nonsuit  was  proper. 
It  says  that  it  thinks  the  evidence  pointed  as  much  in  the  direction 
of  the  negligence  of  the  deceased  as  to  his  freedom  from  negligence. 
If  he  had  looked  and  listened,  as  he  was  bound  to  do,  there  was 
nothing  to  show  that  he  could  not  have  seen  the  approaching  car, 
and  that  he  was  unable  to  take  those  usual  and  necessary  precau- 
tions was  a  matter  of  pure  guesswork,  and  not  of  a  reasonable  in- 
ference from  proven  facts. 

ilhis  is  a  reversal  of  the  decision  in  the  lower  court  reported  in 
7J  N.   Y.   Supp.    10K2,   St.   Ry.   Rev.   Mar.,   1902] 


XO  REVERSAL   FOR  ERROR   IN    SUBMISSION   Ol'  CASE 

WHERE  PASSENGER  WAS  THROWN  FROM  CAR 

RUNNLN'G  AT  HK;H  SPEFvD  BREAKING  WTRI'.S 

AND  BEING  WRAPPED  IN  THEM. 


Houston  Electric  .Street  Railway  Co.  v.  Elvis  (Tex.  Civ.  .App. ), 
72  S.  \V.  Rep.  216.  Jan.  22,  1903.  Rehearing  denied. 
The  evidence  showed  that  an  open  car  was  being  run  at  a  high 
:ind  dangerous  rate  of  speed,  when  the  trolley  wire  broke  and  fell 
upfin  and  became  wrapped  around  and  involved  with  the  car,  the 
momentum  of  which  gave  such  force  as  to  break  the  guy  wires  and 
break  and  throw  down  five  of  the  poles,  which  fell  toward  and 
threatened  to  strike  the  car,  which  jumped  and  pitched  along  the 
track.  The  plaintiff  testified  that  he  was  sitting  in  the  car,  holding 
on  with  iKjih  hands  to  the  scat  in  front  of  him,  and  the  wires  were 
dropping  down  on  the  left-hand  side  and  also  in  front  and  in  the 
rear,  and  he  pushed  over  to  the  right-hand  side  to  escape  the  wires, 
and  the  Ia»t  recollection  he  had  be  was  sitting  there  holiling  on  with 
liolh  hand<  looking  straight  ahead.  When  he  picked  himself  up  after 
the  accident,  he  was  almnt  three  car  lengths  in  the  rear  of  the  car, 
which  stopiicd  very  sfxjn  after  he  got  pulled  off,  or  thrown  off.  which- 
ever it  wa«.  The  cmirt  of  civil  appeals  of  Texas  holds  that  since  the 
imdiipulcd  facts  showed  that  he  was  entitled  to  recover,  and  that 
no  other  verdict  could  have  been  rendered,  a  judgment  in  his  favor 
would  not  l>c  reversed  for  error  in  the  submission  of  the  case. 


IH)WEK  OF  COURT  TO   ORDER   REDUCTION   OF  SPEED 
NEAR  COURT  HOUSES. 


Ex  p.-ute  Mayiir,  etc.,  of  Birmingham  (Ala.),  33  So.  Rrp.  13.  Nov. 
hS,  1 902. 
If  during  court  lunirs  the  unobstruclcil  travel  011  a  street  wincli 
bad  been  paved  with  vitrified  brick  where  it  ran  by  a  long-cstali- 
lished  court  bouse  obstructed,  interrupted  or  hindered  proceedings 
Ml  court  by  the  noises  from  the  street  filling  the  court  room,  drowning 
all  other  sounds  therein,  and  these  could  not  be  shut  out  even  with 
the  doors  and  windows  closed,  the  supreme  court  of  Alabama  holds 
that  the  court  had  the  power  to  abate  sucn  obstruction,  hindrance  or 
interruption  to  the  administration  of  justice,  the  order  approved 
requiring,  among  other  things,  that  while  the  court  was  in  session 
the  speed  of  street  cars  for  a  block  on  that  street  should  not  exceed 
the  rate  of  two  miles  an  hour. 


EJECTION    NOT    WARRANTED    BY    MERE   HONEST   BE- 
LIEF OF  CONDUCTOR  THAT  COIN  IS  NOT  GOOD. 


Ruth  v.  -St.  Louis  Transit  Co.  (Mo.  App.),  71  S.  W.  Rep.  1055.  Jan. 
20,  1903.  Rehearing  denied  Feb.  3,  1903. 
It  is  not  the  law,  the  court  of  appeals  at  St.  Louis,  Mo.,  holds, 
that,  where  a  passenger  on  a  street  car  tenders  the  exact  amount  of 
his  fare  in  a  legaJ-tender  coin,  the  conductor  has  a  right  to  refuse  to 
accept  the  same  because  he  honestly  believes  it  not  to  be  a  good 
coin,  and  demand  payment  in  other  coin,  and,  if  the  passenger  re- 
fuses to  pay  it  in  any  other  money,  then  to  eject  him  from  the 
car.  On  the  contrary,  the  passenger,  in  such  circumstances,  lias  a 
right  to  remain  on  the  car,  and,  if  he  is  forcibly  ejected,  has  his 
recourse  on  the  company  for  damages.  In  this  case  there  was  evi- 
dence offered  tending  to  show  that  the  nickel  offerq '  to  the  con- 
ductor in  payment  of  fare,  and  which  it  seems  should  have  been 
accepted,  was  worn  smooth  on  one  side,  but  on  the  other  side  the 
stamped  device  was  plain  to  be  seen,  and  that  it  was  a  good  and 
current  nickel. 


RISK  FROM  PROXIMITY  OF  TREES  TO  TRACK  .\SSUMb:i ) 
BY  CONDUCTOR. 


Drake  v.  Auhin-n  City  Railway  Co.  ( N.  V.),  66  N.  E.  Roii.  iji.  Feli. 
10,  1903. 
.•\  street  railway  was  required  by  the  permit  issued  for  it  by  the 
commissioner  of  highways  to  be  constructed  upon  the  westerly  side 
of  the  street  or  highway  so  that  the  easterly  rail  of  the  track  should 
be  within  eight  feet  from  a  line  of  large  trees  on  the  west  side 
thereof.  By  this  mode  of  construction  the  nearest  point  of  the  car 
to  the  trees  was  about  21  inches.  A  conductor  who  as  such  had 
been  over  the  road  about  160  times,  and  about  40  or  50  times  as  a 
motorman,  was  killed  by  coming  in  contact  with  a  tree  while  lie  was 
on  the  running  board  of  an  open  car  adjusting  a  curtain  at  the  re- 
quest of  a  passenger.  The  court  of  appeals  of  New  York  says  that 
the  conductor,  when  passing  over  this  road  fre(|uenlly,  was  fully 
advised  as  to  the  proximity  of  the  trees,  and  if,  in  his  Opinion,  there 
was  peril  in  operating  an  open  car.  it  was  his  duty  to  have  retired 
from  the  employment.  As  he  failed  to  do  this,  it  must  be  held  thai 
he  assumed  whatever  risk  there  was  in  the  silualiim. 

RISK    ASSUMED    BY    ONE    EMERGING    RAn!)L^■    FROM 

SIDE  STREET   AND    ATTEMPTING    lO   CROSS 

DOUBLE  TRACKS  HhTIIND  PASSING  CAR. 


Schult  vs.  Slircvcporl  I'.elt  Railway  Co.  (La.),  ;i,^  So.  Rep,  577.  May 
12,  1902.  Rehearing  I'eb.  2.  IQ03. 
The  danger  resulting  frcni  emerging  r.i|iiilly  from  a  cross-strerl 
and  attempting  to  traverse  a  ilouble-traek  railway  imnieilialely  be 
hind  a  passing  car,  wilhoul  pausing  to  consider  that  it  may  mask  a 
ear  moving  in  the  opposite  direction  upon  the  further  track,  the  su- 
preme court  of  Louisiana  says,  is  understood  by  llmse  who  are  at  all 
accustomed  to  street  car  travel,  and  is  a  danger  from  which,  in  the 
main,   the  individual   wayfarer  mu.st  he  his  own   protector,  since  in 


3.^f) 


STREET  RAILWAY   REVIEW. 


[Vol.  XIII,  No.  6. 


Midi  ca^c  III-  a|i|>cars  mj  biiiidi-iily,  and  alTurUs  so  little  iiuticc  uf  his 
loiiiiiig,  that  till-  I'lTiirts  ol  ilic  imiluriiiaii  t<>  avoltl  llii;  i'cilli>ii>ii  arc 
likely  tu  lie  of  littli'  avail.  In  this  casi-,  an  iiUi'IIiki'iU  Ihi),  in  hi^  tliii- 
tcriith  year,  cniployvil  as  a  nfus|>a|>cr  carrier,  and  inakiiiK  his  nninds 
I'M  liiirsohack,  rode  at  a  lirisk  pace  out  of  a  cross-street  into  an  ave- 
nue npoii  which  there  was  a  iloiihic  track  electric  railway,  and,  with- 
out sloppinK,  traversed  the  near  track,  iinnieiliately  liehiiul  a  inovitiK 
ear,  and  then,  still  withoni  sioppinc  or  looking  around,  attempted  to 
traverse  the  far  tr.ack  a  few  feet  in  front  of  a  car  heavily  loaded  and 
lapidly  moving  in  the  opixtsitc  direction  from  the  first.  It  did  not 
appear  that  the  motornian  was  negligent  in  failing  to  sec  the  l>oy  or 
divine  his  piir|>ose,  or  in  attempting  to  slop  the  car,  and,  the  court 
holds,  no  damages  could  he  recovered  for  injuries  to  the  hoy  result- 
ing from  the  collision  which  followed. 


l-AI.I.  0\-  CAR   KI.KVATOR— l)Kri-X"T   l.V   (.ii:\K 
I.VADKULAIK  INSrHCTIO.V. 


UllKKL- 


Swenson  vs.  .Metropolitan  Street  Railway  Co.  ( N.  ^■.  Snp. ),  80 
X.  V.  Supp.  j.Si.  Jan.  j,?,  190.3. 
.'\ii  elevator  used  for  hoisting  street  cars  to  the  ni)i)er  lloors  of  a 
hnilding  used  for  their  storage  fell  am!  injured  an  employe  assisting 
in  pushing  a  car  from  the  tr.ick  on  the  elevator  to  the  track  on  the 
second  thxir  of  the  huilding.  There  was  evidence  that  the  cause  of 
the  accident  was  the  hreaking  of  a  gear  wheel,  and  the  first  appellate 
<livision  of  the  supreme  conn  of  New  ^'ork  holds  that  if  such  break- 
age was  the  result  of  there  hcing  a  "blowhole"  in  (he  wheel,  a  hid- 
den ilefcct  in  the  metal  of  which  the  wheel  was  composed,  which 
could  not  possibly  be  discovered  by  any  known  process  of  inspection 
or  e-xainination.  the  company  would  not  be  liable.  .-Xnd  it  says  that 
it  must  be  conceded,  as  a  general  proposition,  that  where  an  appliance 
or  machine  obviously  safe  has  been  in  daily  use  for  a  long  time,  and 
has  uniformly  proven  adequate  and  safe,  its  use  may  be  continued 
without  the  imputation  of  imprudence  or  carelessness.  However,  it 
was  also  brought  out  in  the  case  that  there  was  an  old  crack  in  the 
gear  wheel,  and  the  court  holds  that  if  the  crack  was  a  defect  which 
could  have  been  detected  by  inspection,  and  was  the  prcximate  cause 
of  the  accident,  then  the  elevator,  with  its  appurtenances,  was  not  an 
obviously  safe  apparatus;  and  in  that  case  the  duty  of  inspection  was 
cast  upon  the  company.  Kurthermore.  it  appeared  that  the  elevator 
had  been  in  use  for  some  11  years,  required  repairs  from  time  to 
lime,  and  had  fallen  before.  Indeed,  the  company  undertook,  through 
its  servants,  the  work  of  inspection.  One  of  its  witnesses  testified 
that  he  was  in  the  habit  every  week  of  going  around  the  elevator, 
and  looking  at  it.  and  going  up  a  ladder  and  observing  the  wheels 
ami  the  drums  and  oiling  the  machinery:  but  he  did  use  the  hammer 
test  on  this  wheel  more  than  a  year  before  the  accident.  The  ex- 
istence of  the  crack  could  readily  have  been  detected  by  the  use  of  a 
hammer,  and  the  court  holds  that  the  above  was  inadequate  inspec- 
tion. 


I'".\LLIXG  OL'T  OI-'  OPEN  CAR  Oh'  PASSENGER  STANDING 

UP  TO  GKT  KARE  FROM  POCKET— NO  WARNING 

REgCIRKD— SPEED  OE  t6  .MILES  AN  HOUR 

NOT  GROSS  NEGLIGENCE. 


Witheringtoii  vs.  I.ynn  &-  Boston  fiailroad  Co.  (Mass.),  66  N.  1-'. 
Rep.  206.  I-"eb.  25,  190J. 
.•\  passenger  sitting  at  the  extreme  left  end  of  the  first  .scat  in 
front  of  the  rear  partition  of  a  not  crowded,  long,  open  car  running 
at  the  rate  of  perhaps  sixteen  miles  an  hour,  on  being  asked  by  the 
^ronductor  for  his  fare  rose,  and,  standing  near  the  edge  of  the  side 
of  the  car,  put  his  hand  in  his  right-hand  trousers  pocket,  as  if  ro  get 
the  money,  and  while  doing  this  he  leaned  a  little  "to  the  left  and 
backwards,"  and  his  body  left  the  car,  striking  the  ground  with  such 
force  as  to  cause  fatal  injury.  It  was  conceded  that  no  action  could 
be  maintained  for  damages  unless  there  was  a  gross  negligence  on 
the  iiart  of  the  motornian  or  conductor,  hut  it  was  contended  that  the 
gniss  negligence  consisted  in  allowing  the  car  to  go  at  an  unusual 
,oid  dangerous  rate  of  speed,  or  in  not  warning  the  man  of  the  dan- 
ger. The  suiireme  judicial  court  of  Massachusetts,  however,  is  of 
opinion  that  the  evidence  was  not  sufficient  to  warrant  a  finding  of 
gross  negligence  in  either  respect,  and  that  a  verdict  for  the  company 
was  properly  ordered.  It  says  that  this  was  not  a  case  where  the 
speed  was  so  great  as  to  result  in  any  unusual  motion  or  jar  of  the 
car.     The  track,  although  slightlv  curved,  was  very  nearly  straight. 


and  the  car  was  riinnitig  .smoothly.  It  could  not  Ik-  said  that,  if 
there  was  any  negligence  on  the  part  of  the  motornian,  it  was  such 
as  w<->uld  come  tinder  any  reasonable  definition  of  "gross  negligence." 
.'\nd  the  same  might  la-  said  of  the  failure  of  the  conductor  to  tell 
the  man  to  sit  down,  or  to  warn  him  of  the  danger  of  standing  so 
near  to  the  edge  of  a  moving  car.  So  far  as  respected  the  obvious 
danger  to  one  standing  in  that  |K>silion,  the  conductor  might  reason- 
ably have  supposed  that  the  man  needed  no  warning,  but  wtmld  lix)k 
out  for  himself  during  the  brief  time  required  to  get  from  his  pocket 
the  money  for  the  fare. 


nUTV  OF  CONDUCTOR  AT   PLACES  WHERE  IT  IS  CUS- 
TOMARY FOR  PASSENGERS   TO  GET  ON  AND  OFF 
CARS  WITHOUT  ANY  SIGNAL. 


.\llanta  Railway  Co.  vs.  Randall  (Ga.),  4.3  S.  E.  Rep.  41.'.  Feb.  10. 
Kjo.i. 
It  is  the  duty  of  a  street  railway  conqany.  the  supreme  court  of 
tieorgia  holils.  to  exercise  extraordinary  care  for  the  safety  of  its 
passengers.  .Vs  an  incident  to  this  obligation,  where,  in  compliance 
with  a  city  ordinance,  street  cars  arc  brought  to  a  full  stop  just  Iw- 
forc  reaching  a  crossing  of  tracks,  and  it  is  customary  on  such  occa- 
sions to  stop  long  enough  for  passengers  to  get  on  and  off  without 
giving  any  signal  therefor,  it  is  the  luty  of  the  proper  servant  of  the 
company  to  exercise  extraordinary  diligence,  before  signaling  the 
car  ahead,  to  asccrtiin  if  any  passengers  desire  to  alight  from  the 
car,  and,  if  so  to  give  such  passengers  a  reasonable  opportunity  to 
alight  in  safely.  Il  is  true,  the  court  says,  that  the  conductor  cannot 
be  expected  to  wait  indefinitely  when  he  does  not  know  whether  or 
not  there  is  any  one  desirous  of  getting  on  or  ofT  the  car;  but  it  is 
also  undeniably  true  that  the  duty  rests  upon  him  to  take  what  means 
are  in  his  power  to  acquire  that  information  for  himself;  and  where 
the  ascertaining  of  that  fact  involves  the  safety  of  the  passengers  on 
his  car  extraordinary  care  is  required  of  him  under  the  law  to  find 
out  the  wishes  of  his  passengers.  Especially  is  this  so  at  places 
where  passengers  customarily  get  on  and  off  cars  without  any  signal, 
either  from  themselves  to  the  conductor  or  from  the  conductor  to  the 
niotorman. 


DUTY  TO  KEEP  ADOPTED  PLATFORM   IN  SAFE  CONDI- 
TION—CONTACT  WITH   CAR   NOT   NECESSARY 
TO  CONSTITUTE  PASSENGER. 


llasellon  vs.  Portsmouth,  Kittery  &  York  Street  Railway  (N.  II.), 
53  Ax].  Rep.  1016.    Dec.  18,  1902. 

Where  a  iilalform  was  used  by  a  street  railway  company,  which 
regularly  stopped  its  cars  there  to  take  on  and  discharge  passengers, 
ihe  supreme  court  of  New  Hampshire  holds  that  the  jury  were  war- 
ranted in  finding,  upon  the  evidence,  that  the  company  had  adopted 
the  platform  and  invited  the  public  to  use  il  in  getting  on  and  off 
its  cars.  Having  adopted  the  platform,  and  invited  the  public  to 
•.ise  it.  the  company  was  bound  to  maintain  it  in  a  reasonably  safe 
condition,  having  reference  to  the  purposes  for  which  it  had  adopted 
it,  and  the  uses  it  had  invited  the  i)ublic  to  make  of  it.  Wjlicther  il 
was  in  a  reasonably  safe  condition  for  such  purposes  and  uses,  and, 
if  not,  whether  the  plaintiflf  was  injured  in  consequence,  or  as  a  re- 
sult of  his  own  negligence,  he  having  stepped  ofT  the  end  of  the  plat- 
form in  looking  for  a  seat  in  a  car,  were,  upon  the  facts  disclosed, 
questions  for  the  jury. 

Physical  contact  with  the  car  was  not  necessary  to  constitute  the 
lilaintiff  a  passenger,  and  entitle  him  to  the  care  due  to  that  relation. 
.\'or,  having  adopted  and  used,  and  invited  the  public  to  use,  the 
platform,  as  shown,  was  it  important  whether  the  company  actually 
built  it  or  not.  No  more  was  it  material  whether  the  platform  was 
within  or  without  the  limits  of  the  highway. 


IilTY 


TO   PREXENT  COLLISION  OF  REAR   END  OF  CAR 
Wrril  TRUCK. 


.Suse  vs.  Melropoliian  .Street  Railway  Co.  1  .\'.  Y.  .'sup).  80  N  Y. 
Supp.  51,;.  I'"el).  20,  I'jo.V 
In  turning  from  one  street  into  another,  the  rear  end  of  a  car  col- 
lided with  a  truck,  knocking  off  a  trunk,  which,  in  falling,  struck  a 
window  in  the  car,  some  of  the  pieces  of  glass  injuring  a  passenger. 
Just  before  that,  the  car  had  stopped  for  passengers,  and  Mr.  Justice 
Ingraham,  of  the  first  appellate  division  of  the  supreme  court  of  New 


Jl  NF.    20.    1903.] 


STREET  RAILWAY  REVIEW. 


337 


York,  says  that,  when  the  signal  was  given  to  the  niotoinum  to  pm- 
tvcd  with  the  car,  he,  heing  npon  the  from  of  it,  and  uhserving  lli;it 
there  was  room  for  the  car  to  pass  the  truck  in  safety,  had  a  right 
to  assmne  that  the  driver  of  tlic  truck,  in  proceeding  would  keep 
away  from  the  car,  and  thus  prevent  a  collision,  there  being  room  for 
him  to  do  so.  It  could  not  he  said  that  the  moiorman  was  ncgiigeul. 
after  the  front  of  the  car  had  passed  the  truck  in  s:ifely.  because  lie 
did  not  observe  how  near  the  rear  of  the  car,  by  reason  of  the  over- 
hang, was  being  brought  to  the  truck.  The  motorman  was  stationed 
on  the  front  of  the  car.  lie  was  obliged  to  observe  what  was  taking 
place  in  front  of  him,  and  control  the  car  accordingly,  to  the  end 
that  it  might  not  injure  persons  in  the  streets,  or  collide  with  vehicles 
IKissing  thereon.  15ut  the  company  was  just  as  much  obligated  to 
prevent  a  collision  with  the  rear  end  of  the  car  as  it  was  with  the 
front  end.  and,  if  it  was  true  that  the  motorman's  duties  were  such 
that  he  was  required  at  all  times  to  look  in  front  of  the  car,  then  it 
^hould  have  required  the  conductor,  or  some  one  on  the  rear,  to  ob- 
serve th.at,  and,  if  a  collision  were  about  to  occur,  signal  the  motor- 
man  to  stop;  and  whether  the  company  performed  this  duty,  so  far 
as  the  passenger  injured  was  concerned,  was  a  question  for  the  jury 
to  pass  upon. 


DUTY    TO   LOOK   BOTH    WAYS    BEFORE    ST.-\RTING   TO 

CROSS  STREET— \Vn.\T  MOTORM.\N  M.A^Y  .\SSUME 

OE  PERSON  WHO  H.\S  CROSSED  HIS  TR.\CK 

AND  IS  CONFRONTED  BY  CAR  oX 

FIRTHER  ONE. 


Traiiber  vs.  Third  .K venue  Railroad  Co.  (  N.  Y.  Sup.),  80  N.  Y.  .Supp. 
231.  Feb.  6,  1903. 
According  to  the  plaintiff's  testimony,  when  he  left  the  west  curb 
to  cross  the  street  be  saw  a  south-bound  car  approaching  between  a 
half  and  a  block  away.  He  crossed  the  southbound  tracks,  and 
either  had  or  was  about  to  step  upon  the  north-bound  tracks,  when 
he  discovered  a  car  only  a  few  feet  from  him.  approaching  from  the 
>outh,  and  in  order  to  avoid  a  collision  with  that  car  be  stepped  back 
onto  the  south-bound  tracks,  and  was  immediately  struck  by  the  car 
going  south.  1  he  first  appellate  division  of  the  supreme  court  of 
New  York  holds  that  his  failure  to  look  for  the  north-bound  car  an<l 
to  ascertain  the  relative  position  of  both  of  the  cars  before  starting 
to  cross  the  tracks,  and  thus  placing  himself  in  a  position  of  danger 
Iwtween  the  two  cars  approaching  from  opposite  directions  was  a 
negligent  act  upon  his  part,  inasmuch  as  it  was  his  duty  to  look  bcitli 
ways  before  starting  to  cross  the  street.  Nor,  the  court  holds,  could 
ii  l)e  said  that  the  moiorman  on  the  south-bound  car  was  negligeiil 
because  he  did  not  anticipate  that  the  plaintiff,  after  he  had  passed 
over  the  south-bound  tracks,  would  retrace  his  steps  in  order  to  avoid 
a  collision  with  the  nortb-l)Ound  car.  On  the  contrary,  the  motorman 
liad  the  right  to  assume  that  after  the  plaintiff  bad  passed  over  the 
•■outh-bound  tracks  he  would  continue  in  the  same  direction  in  wliicii 
he  was  going,instead  of  stepping  back  upon  those  tracks,  and.  if  there 
were  any  danger  of  his  colliding  with  the  north-bound  car,  he  woul<I 
remain  in  the  space  l>etwcen  the  two  tracks,  which,  according  to  1I10 
i<nconlradicte<l  evidence,  was  about  six  feet. 


I.IAHILITY  FOR  A'l  TORNEY'S  FEES  AFIER  SETTLEMENT 

OF  CLAI.M  Wll  II  CLIENI— now   LIEN  FOR 

SAME  MAY  BE  ENFORCED. 


Fivhcr-llansen  v.  Brooklyn  Heights  Railroad  Co.  ( .\.  ^'.),  (id  S.  E. 
Kcp-  .195.    Feb.  17,  1903. 

S«rtion  66  of  the  New  York  Code  of  Civil  Procedure  provides  thai 
"From  the  commencement  of  an  action  or  special  proceeding,  or  the 
■•ervicc  of  an  answer  containing  a  counterclaim,  the  attorney  who 
.■'Ppcars  for  a  party  has  a  lien  upon  his  client's  cause  of  action,  claim 
or  counlerrlaini,  which  attaches  to  a  verilici,  re|K)rt,  decision,  judg- 
ment or  final  order  in  his  client's  favor,  and  the  proceeds  thereof 
in  whoseux-ver  hands  ihcy  may  come;  and  the  lien  camiol  be  af- 
fecled  by  any  setllemenl  In-lween  the  parties  before  or  after  jiidg- 
mtnl  or  final  order.  The  court  u|ion  the  petition  fif  the  client  or  at- 
torney may  determine  and  enforce  the  lien." 

In  construing  the  alK>ve,  the  court  of  appeals  r.f  .N'ew  York  has 
held  thai  it  created  a  lien  in  favor  of  the  attorney  on  his  client's  cause 
of  action,  in  whatever  form  it  might  assmne  in  the  course  of  the  lili- 
gllion.  and  rnable'l  him  to  follow  the  proceeds  into  the  hands  of 
third  innict,  without  regard  to  any  settlement  before  or  after  juilg- 


uu-nl  ;  llial  all  llic  world  musi  lakt  notice  of  llie  lien;  and  llial  il 
was  unnecessary  for  ibe  attorney  to  gi\e  notice  of  bis  claim  to  the 
other  party.  But  it  thinks  the  lien  is  subject  to  the  right  of  the  client 
to  settle  in  good  faith,  without  regard  to  the  wish  of  the  attorney, 
tlf  course,  it  says.  11  does  not  refer  to  dishonest  settlements  made 
to  cheat  attorneys,  which  the  courts  will  brush  aside  with  a  strong 
band,  but  to  honest  setllemenls,  made  in  good  faith  because  the  cliein 
]ireferre(l  something  certain  in  hand  to  the  uncertainty  of  protracted 
litigatioit.  In  this  case  the  plaintiff  (attorney),  by  standing  on  the 
settlement,  admitted  that  it  was  made  in  good  faith,  and  thus  con- 
lirmed  his  lien  upon  the  proceeds,  which  was  not  defeated  by  pay- 
ment to  his  client,  for  the  defendant  (company)  paid  at  its  peril. 
.■\  lien  upon  a  claim  or  a  cause  of  action  follows  the  fund  created  by 
a  settlement  of  the  claim,  which  thereupon  ceases  to  exist.  U  at- 
taches to  the  amount  agreed  upon  in  settlement  the  instant  that  the 
agreement  is  made,  and,  if  the  defendant  pays  over  to  the  client  with- 
out providing  for  the  lien  of  the  attorney,  be  violates  the  rights  of 
the  latter,  and  nmst  stand  the  consequences. 

The  remedy  provided  by  the  Code  by  means  of  a  petition  is  not 
exclusive,  but  cumulative,  for  a  court  of  equity  has  always  had  power 
to  ascertain  and  enforce  liens. 


APPLICATION  OF  DOCTRINE  OF  RES  IPSA  LOQUITUR 
TO  DERAILMEN'r  OF  CARS  OPERATED  BY  MODERN 
POWER— PARAMOUNT  RIGHT  BETWEEN  CROSSINGS 
— DirPY  IN  FURNISHING  AND  MAINTAINING  TRACK, 
CARS   .\NI>  APPLIANCES- BURDEN  OF  PROOF. 


.\dams  v.  Union  Railway  Company  of  New  ^■ork  City  (  N.  '^'.  .Sup), 
80  N.  Y.  Supp.  264.    Feb.  6,  1903. 

Where  the  doctrine  of  res  ipsa  loquitur  (the  matter  speaks  foi 
itself  ^  applies,  the  first  appellate  division  of  the  supreme  court  of 
New  York  says  that  the  happening  of  the  accident  and  the  attending 
circumstances  raise  a  presumption  of  negligence  sufficient  to  warrant 
a  finding  of  negligence,  in  the  absence  of  any  explanation  on  the 
part  of  the  defendant.  ."Knd  whatever  the  rule  may  he  in  horse  car 
cases,  the  court  is  of  the  opinion  that  the  doctrine  of  res  ipsa  loqui- 
tur should  be  applied  to  cases  of  injuries  to  passengers  caused  by  the 
derailment  of  street  railway  cars  operated  by  mechanical  or  by  me- 
chanical and  electric  power,  or.  in  other  words,  that  imder  such  con- 
ditions the  cases  are  to  be  assiniil.ated  to  those  in  wliicli  the  vehicles 
are  operated  by  steam  power. 

Originally  horse  cars  for  the  iransporlalion  of  passengers,  the  ccnirt 
s.ays,  were  small  and  comparatively  light.  They  were  easily  deralleil. 
It  is  common  knowledge  that  they  could  be,  and  were,  readily  de 
railed  and  pulled  along  the  street  to  pass  an  obstruction,  and  then 
driven  back  upon  the  track.  The  tracks  themselves  were  not  orig- 
inally of  heavy  construction,  and  the  rails  were  thin  atid  light.  Now 
the  construction  of  the  tracks  is  substantial,  and  the  rails  are  as 
heavy  as  those  employed  in  the  construction  of  steam  railroads.  The 
modern  electric,  cable,  and  compres.sed  air  power  cars  are  large  and 
heavy,  and  not  readily  derailed.  Although  the  power  and  speed  of 
these  cars  are  greater  than  of  horse  cars,  yet,  if  properly  ecpiipped 
with  modern  appliances,  they  are  more  readily  controlled,  in  propor- 
tion to  their  speed,  at  least.  It  is  true  that  the  street  railway  com- 
panies have  not  the  exclusive  use  of  their  tracks,  hut  between  cross- 
ings they  have  the  |>aramonnt  right  to  such  use.  .Steam  railways  have 
not  the  right  to  the  exclusive  use  of  their  tracks  at  highway  cross- 
ings, or  where  the  tracks  are  constructed  longitudinally  along  the 
surface  of  the  .street,  as  is  the  case  in  many  instances.  If  the  derail- 
ment of  a  passenger  car  on  a  steam  railroad  operated  along  the  sur- 
face of  a  street  gives  rise  to  the  presumption  of  negligence  (jii  the  pari 
of  the  company,  on  principle  the  court  sees  no  reason  why  the  rule 
should  not  be  applied  to  street  railway  cars  oper.iled  by  modern 
jtower. 

It  is  the  diUy  of  a  streel  r.ailw:iy  comp.-iny  lo  its  p.assengers,  the 
court  says,  lo  furnish  a  reasonably  s,ife  and  suHicient  track,  c.irs,  and 
r'quipmenis,  including  Ihe  appliances  used  for  ulili/ing  Ibe  power, 
and  .to  so  maintain  them,  as  far  as  this  may  be  done  by  Ihe  exercise 
of  Ihe  highest  degree  of  skill,  ililigence,  .inil  foresight.  Ordinarily, 
if  Ibis  duly  is  performed,  and  the  moiorman  is  vigilani  in  Ibe  per 
forniancc  of  his  duties,  a  car  will  not  be  deraile<l.  On  principle. 
therefore,  Ihe  rule  is  applicable,  Il  is  hut  jusl  lo  Ihe  passengers  thai 
(his  rule  shoidd  obtain,  for  ordinarily  ihey  have  no  means  of  knowing 
Ibe  cause  of  the  accident ;  and,  if  properly  guarded  by  ihe  trial  cottrl, 
there  is  little  danger  that  it  will  work  injustice  lo  the  streel  railway 


338 


STREET  RAILWAY  REVIEW. 


(Vol..  XIll,  No.  6. 


cumpanii's.  The  burden  will  alill  rc>l  mioii  llic  |ilaiiiliff  of  sliowiiiK 
negligence  on  (lie  part  of  the  carrier.  A  prima  facie  case  will  lie 
made  by  showing  the  derailment  of  the  car,  resulting  in  injuric*.  to 
the  jiasscngcr,  ami  the  defvnjant  then  may  show  that  the  dcrailnicm 
was  not  occasioned  through  its  negligence.  If  this  evidence  is  clear 
.'iiid  satisfactory,  it  will  overcome  the  prcsiiinptioii,  and  on  the  whole 
case  the  plaimitT  will  fail  to  bear  the  burden  resting  upon  him  of 
proving  mgligciice  liy  a  pre|>onderaiicc  of  the  evidence. 


Ui:.\l.  OWNER  IN  POSSESSION  OK  LAND  VVHIIOL!r 
I.KtiAL  ITILK  MAY  CAVE  CONSKN  I  — SUl-hTCIKN  I 
rUllLIC  llliARlNG— ADJOL'KN.MENT  OK  AUVKRIISKD 
.M KK  11 NG— VALID  RESf-lRVA  I'lON  AND  PROVISION  IN 
ORDINANCE— LESSOR  COMl'ANV  MAY  Al'l'LY  KOR 
PERMISSION  TO  CONSTRUCK  EXTENSION. 


State  (Shepard  et  al..  Prosecutors)  v.  Mayor,  Etc.,  of  East  Orange 
(N.  J.  Sup.),  53  At).  Rep.  104-.    Jan.  16,  1903. 

A  New  Jersey  act  of  1896  provides  that  no  street  railway  shall  lie 
conslriiclcd  e.xcepl  upon  consent  of  the  governing  body  of  the  mu- 
nicipality; that  permission  to  construct,  maintain  and  operate  a  street 
railway  shall  in  no  case  be  granted  until  there  shall  be  tiled  with  the 
clerk  of  such  governing  body  or  other  equivalent  officer  the  conscnl 
in  writing  of  the  owner  or  ownelrs  of  at  least  one-half  in  amount  of 
lineal  feet  of  abutting  property;  that  notice  of  application  for  such 
permission  shall  be  published,  and  that  the  governing  body  may  grant 
permission  by  ordinance,  etc. 

Under  this  act,  the  supreme  court  of  New  Jersey  holds,  the  real 
owner  of  land,  in  possession,  may  effectually  consent  to  the  con- 
struction, maintenance,  and  operation  of  a  street  railway,  although 
the  mere  legal  title  may  be  vested  in  another  person.  The  public 
hearing  by  said  act  directed  to  be  given  by  the  governing  body  of  a 
municipality  applied  to  for  a  grant  of  permission  to  construct,  main- 
tain, and  operate  a  street  railway  may  be  given  before  the  introduc- 
tion of  the  granting  ordinance,  .'\djournment  of  the  advertised  meet- 
ing is  adjournment  of  the  hearing.  If  ample  opportunity  to  be  heard 
has  been  afforded,  such  governing  body  may,  at  a  time  and  place  In 
which  it  has  adjourned  the  advertised  meeting,  proceed,  without 
further  hearing  of  objections,  to  its  consideration  of  the  application, 
aiul  action  thereon. 

.\  reservation,  in  an  ordinance  granting  permission  to  construct, 
maintain,  and  operate  a  street  railway,  of  power  to  change  by  resolu- 
lioii  the  location  of  tracks  and  poles  on  application  of  the  railway 
ciiinpany,  will  not  avoid  the  ordinance.  A  provision  in  such  an  ordi- 
nance to  fi.\  by  arbitration  the  compensation  to  be  paid  for  the  per- 
mission granted,  after  the  expiration  of  a  time  during  which  such 
compensation  has  been  fixed  therein,  will  not  avoid  the  ordinance. 

A  street  railway  company  that  has  leased  its  property  and  fran- 
chises to  another  company  on  terms  that  after-acquired  railroads  shall 
come  under  the  lease  without  increase  of  rent  may  lawfully  be  the 
applicant  to  a  municipality  for  permission  to  construct,  maintain, 
and  operate  an  extension  of  a  street  railway  embraced  in  the  lease. 


VALIDITY    OF    AGREEMENT    TO    PAVE    STREET     KOK 
FRONTAGE  CONSENTS— STIPULATION  OK  LIQUI- 
DATED DAMAGES  FOR  FAILURE. 


Farson  v.  Fogg  (111.  .^pp. ),  105  III.  App.  572.    Jan.  jo,  1903. 

To  secure  the  consents  of  two  abutters  which  were  indispensable 
to  obtaining  a  franchise  to  lay  tracks  in  a  certain  street,  a  firm  inter- 
ested in  the  street  railway  company  which  wanted  them  and  in  se- 
curing the  franchise  agreed  with  such  abutters  that  they  would  be 
damaged  by  the  railway  in  such  street ;  that  in  consideration  for 
and  payment  of  such  damages  the  company  or  this  firm  would  pave 
Ihe  street;  that  if  they  failed  to  do  so  they  would  pay  $1,000  as 
liquidated  damages  caused  by  such  failure,  a  certified  check  for  that 
amount  being  put  up  to  guarantee  the  performance  of  the  agreement. 
Following  the  signatures  to  this  agreement  was  a  statement,  signed 
by  the  company,  per  general  manager,  that  the  company  for  value  re- 
ceived acknowledged  that  it  had  agreed  to  do  such  work  according  to 
ihe  specifications  stated,  and  upon  the  conditions  recited.  The 
branch  appellate  court  of  the  first  district  of  Illinois  holds  that,  noi- 
vithstanding  the  purchase  of  a  frontage  consent  from  the  abutters 
woidd  be  illegal,  this  contract  was  valid.  It  says  that  the  contract  did 
not  purport  to  be  and  evidently  was  not  for  the  exclusive  benefit  o\ 
the  two  abutters,  if  carried  out  according  to  its  terms.     It  was  fol 


ihe  public  bcnelit  that  the  street  should  be  paved,  and  other  properly 
I  wiiers  as  well  as  these  would  be  coni|>cnsated  by  such  paving  to 
that  extent  for  such  damages  as  the  construction  and  operation  of 
the  railw.-iy  might  involve.  I  he  court  is  not  aware  of  any  consider- 
ations of  public  policy  which  forbade  the  railway  company  from  mak- 
ing good  to  the  public  and  the  property  owners  damages  which  were 
iNTcasioncd  by  its  appropriation  of  a  part  of  the  street  for  its  tracks 
and  cars.  Such  provisions  are  frequently  inserted  in  ordinances  by 
which  franchises  are  granted,  with  a  requirement  that  as  a  condition 
■  he  coiii|>aiiy  shall  pave  the  street  u|ion  which  it  is  permitted  to  place 
lis  tracks.  This  is  ordinarily  a  just  and  equitable  provision.  'Hie  fact 
that  a  street  railway  imposes  no  additional  servitude  upon  a  public 
•treet  does  not  by  any  means  compel  the  conclusion  tliat  it  may  not 
III  fact  indict  damages  upon  the  public  as  well  as  upon  the  private 
owners  of  abutting  property,  which  it  is  c<|uitable  to  require  the  rail- 
way company  to  lessen  as  much  as  possible  by  improvement  of  the 
street  in  a  compensatory  way.  The  agreement  settled  the  amount  of 
ilamages,  which  might  otherwise  be  uncertain,  for  failure  to  perform 
at  the  time  sel,  and  there  was  no  reason  for  treating  it  otherwise 
llian  as  one  for  liquidated  damages. 


POW  ICR  TO  BUY  EXISTING  LINES  TO  EXTEND  SYSTEM- 
VALIDITY  OF  MORTGAGE— NEGOTIABILIIY  OF 
BONDS— PRIORITY  OF  LIEN— WHEN  LIEN  FOR  PAV- 
ING TAXES  SUPERIOR— ASSESSMENT  FOR  PAVING 
ONE  FOOT  OUTSIDE  OF  RAILS. 


City  of  Lincoln  v.  Lincoln  Street  Railway  Co.  (Neb.),  93  N.  W. 
Rep.  766.    Feb.  4,  1903. 

A  street  railway  company  authorized  to  construct,  equip,  and  oper- 
ate lines  of  electric  street  railway,  the  supreme  court  of  Nebraska 
iiolds,  may  purchase  lines  already  constructed,  and  fit  and  suitable 
for  the  extension  and  completion  of  its  system,  as  well  as  construct 
the  same;  and  a  recital  contained  in  a  mortgage  executed  by  such 
company  that  it  has  power  to  borrow  any  sum  or  sums  of  money 
which  may  be  necessary  for  the  purchase,  construction,  and  equip- 
ment of  its  electric  street  railway  will  not  render  the  mortgage  void 
upon  its  face. 

The  charters  of  all  street  railway  companies  in  Nebraska  are  cre- 
ated by  general  law.  Cities  have  no  power  to  grant  such  charters  or 
•niposc  limitations  thereon ;  and  the  act  of  1889,  authorizing  street 
railway  companies  to  borrow  money  for  certain  purposes,  and  secure 
the  p.tyment  of  the  same  by  mortgaging  their  property  and  franchises, 
applies  to  all  street  railway  companies  in  Nebraska,  whether  char- 
tered before  or  after  the  passage  of  that  act. 

Where  it  is  claimed  that  a  mortgage  executed  by  a  street  railway 
company  is  for  an  amount  in  excess  of  that  permitted  by  law  and  its 
charter,  such  alleged  fact  must  l)e  proven,  so  that  an  examination 
of  the  record  will  disclose  it.  Otherwise  it  will  be  presumed  that  the 
mortgage  was  not  for  an  excessive  amount.  Where  a  street  railway 
company  mortgaged  its  property  and  franchises  to  secure  the  sum 
of  $600,000  for  the  purpose  of  purchasing,  constructing,  and  equippinc 
its  lines  of  electric  street  railway,  aiid  it  is  shown  that  it  expended 
for  that  purpose  about  $QOO,ooo,  it  cannot  be  said  that  the  mortgage 
was  given  to  create  a  fictitious  indebtedness. 

A  series  of  bonds  secured  by  a  mortgage  or  trust  deed  on  the 
property  of  a  street  railway  company  are  negotiable,  and,  as  be- 
tween bona  fide  purchasers  thereof  for  value,  are  equal  in  priority; 
the  lien  of  each  bond  dating  from  the  recording  of  the  mortgage 
that  secured  it,  and  not  from  the  time  it  was  issued.  Such  a  morl- 
gage  is  a  first  lien  upon  the  property  of  the  street  railway  described 
Iherein,  as  against  all  special  assessments  for  paving  taxes,  except 
such  as  were  assessed  for  paving  already  done,  or  as  were  in  con- 
templation at  the  time  it  was  recorded. 

Section  77  of  chapter  it  of  the  Nebraska  Lnws  of  1887.  which 
creates  a  lien  for  paving  taxes  against  the  lines  of  street  railway 
companies,  does  not  make  such  special  taxes  a  lien  on  their  personal 
properly.  Where  the  trial  court  finds,  on  sufficient  evidence,  that 
certain  assessments  for  paving  taxes  were  in  contemplation  at  the 
lime  of  ihc  execution  of  a  mortgag'^  by  the  street  railway  upon  its 
property,  it  follows,  as  a  m  'tier  of  law.  that  the  lien  of  such  taxes 
is  superior  to  the  lien  of  the  mortgage.  .Assessments  for  paving  one 
foot  outside  of  the  rails  of  street  car  lines  will  not  be  held  void  where 
such  paving  was  done  while  the  statutes  were  in  force  providing 
that  street  railway  companies  should  be  required  to  pave  hclwcen 
their  tracks  and  one  foot  outside  of  the  rails  thereof. 


JrxE  20,  1903] 


STREET  RAILWAY  REVIEW. 


339 


NASHVILLE  RY.  IMPROVEMENTS  AND  REOR- 
GANIZATION PLAN. 


The  Nashville  Ry.,  u£  Nashville,  Tenii.,  recently  changed  the 
gage  of  its  entire  system  from  4  ft.  liji  in.  to  standard  gage,  and 
the  greatest  obstacle  met  in  the  performance  of  the  work  was  the 
removal  of  the  required  portion  of  the  new  bithulitic  composition 
with  which  the  city  paved  the  Public  Square  last  summer  as  an  ex- 
periment. This  pavement  is  a  bituminous,  waterproof  macadanx 
composed  of  broken  rock  and  sand,  heated  to  expel  the  moisture,  and 
bitumen.  The  mixture  is  placed  upon  a  bed  of  macadam  already 
rendered  waterproof  by  a  specially  prepared  bitumen  liquid  and 
rolled.  With  all  the  moisture  expelled  from  the  materials,  a  paving 
waterproof  al)ove  and  below  is  thus  obtained.  In  changing  the  gage 
of  the  track  on  the  Public  Square  the  railway  company  found  it 
necessar)-  to  tear  up  a  portion  of  this  paving.  .A  gang  of  laborers 
was  put  to  work  at  the  Cedar  St.  corner  at  10  a.  m.,  and  at  5  p.  ni., 
when  they  stopped   work   for  the  day.  it   was   found  iliat   they  hail 


paving,  and  that  when  the  railway  company's  permanent  improve- 
ments are  made,  and  the  cross-ties  imbedded  in  this  waterproof 
material,  the  life  of  the  ties  will  be  more  than  doubled.  The  new 
paving  is  made  by  the  Warren  Brothers  Co.,  of  Boston,  Mass. 

One  of  the  accompanying  illustrations  shows  the  new  paving  in 
the  Public  Square  and  two  gangs  at  work  prying  it  up.  Tlic  other 
view  shows  work  of  reconstruction  in  East  Nashville,  on  Bridge 
Ave.,  where  there  is  a  double  track.  One  track  has  been  entirely 
removed  and  is  being  reconstructed  with  70-lb.  rail,  where  formerly 
45-lb.  rail  was  used. 

Messrs.  Ford,  Bacon  &  Da\is.  the  engineers  in  charge  of  the 
Nashville  railway  improvements,  began  the  work  of  laying  8o-lb. 
6o-ft.  rails  in  Broad  Street  about  May  ist.  There  are  two  miles  of 
double  track  to  be  laid  and  as  the  company  is  required  to  put  down 
at  its  own  expense  the  new  bituminous  macadam  between  rails  and 
two  feet  each  side,  while  the  city  paves  the  rest  of  the  street,  it  was 
estimated  that  it  would  require  two  months  to  complete  the  work. 
.\l  the  time  the  Broad  St.  work  was  begun  pernianenl  improvements 


KEMOVIN<;  lilTHULITIC  I'AVK.MENT  IN  IM'RLIC  S(1IT.\RE.  NASHVII.I.K.    I  I.N.N. 


Irarely  been  able  to  make  an  incision  in  the  elastic  bithulitic.  The 
foreman  of  the  gang  had  had  c.sperience  with  all  paving  except 
this  and  at  the  outset  instructed  the  crew  that  it  was  only  necessary 
to  take  up  a  strip  rjne  foot  wide.  The  distance  to  he  torn  up  was 
about  70  ft.,  and  the  men  scattered  and  began  to  swing  their  picks. 
L'nder  each  stroke  the  paving  gave  perceptibly,  but  at  the  end  of 
an  hour  an  incision  sufficiently  large  to  admit  a  crowbar  had  not 
t»cen  made.  Picks  were  then  discarded  and  chisels  and  sledge  ham- 
mers brought  into  use.  Ihis  proved  10  be  almost  as  ineffectual  as 
picks,  so  the  foreman  decided  that  it  would  be  best  to  tear  up  all 
the  paving  l>ctwcen  the  tracks,  and  late  in  the  afternoon,  by  means 
of  chisels,  hammers  and  steel  saws,  holes  were  made  in  which  extra 
strong  and  heavy  crowbars  were  inserted.  Instead  of  raising  the 
bituminous  macadam  the  crowbars  bent  under  the  stress.  Next, 
40-lb.  rails  were  sharpened  and  nscd  as  crowbars,  with  four  or  five 
negroes  to  each  lever.  It  took  25  men  more  than  an  entire  day  to 
complete  the  70  ft.  The  engineers  in  charge  of  the  work  afterward 
obtained  asphalt  chisels,  by  means  of  which  they  were  enabled  to 
remove  a  4-in,  strip  of  the  paving  fairly  rapidly.  It  is  thought  that 
the  new  coni(>r>sition,  which   resembles  asphalt,  will  make  an  ideal 


were  started  on  N.  First  St.,  Hast  Nashville,  but  owing  to  a  strike 
of  100  laborers  on  the  Broad  St.  line  the  force  was  temporarily 
transferred  from  N.  First  St.,  it  being  impDrlaiit  that  the  improve- 
ment on  Broad  St.  keep  pace  with  the  work  done  by  the  city.  The 
laborers  were  receiving  $1.00  per  day  for  10  hours'  work,  that  being 
the  usual  rale  paid  in  Nashville  and  vicinity  for  work  of  iliat 
character.  Thinking  that  the  importance  of  hastening  the  work  on 
Broad  St.  gave  them  an  advantage,  they  struck  for  $1.25  per  day. 
Their  action  inconvenienced  the  engineers  for  a  few  days  only, 
after  which  they  obtained  all  the  men  needed  at  the  old  rate  and 
the  work  has  since  progressed  satisfactorily.  Twelve  miles  of  70-lb. 
rails,  60-ft.  lengths,  were  ordered  recently  and  with  the  eight  miles 
already  ordered  and  delivered  will  make  jo  miles  of  heavy  rail  soon 
to  be  rclaid  in  Nashville. 

'The  Nashville  Ky.,  in  an  effort  to  reduce  the  number  of  accidents, 
has  inaugurated  a  "Koll  of  Honor,"  and  each  monlh  lists  of  motor- 
men  and  conductors  who  have  not  had  an  accident  during  the  pre- 
vious month,  for  which  ihey  were  adjudged  responsible,  are  posted, 
while  those  who  have  hail  accidents  for  which  the  management  con- 
siilers  them  blainable  are  bulletined  in  another  list.      The  men  take 


-UO 


STREET  RAILWAY   RF.VIEW. 


(Vol.  XIII,  No.  6. 


great  inlercst  in  the  iiialltT  and  t'ariic!>tly  strive  lu  krt-p  llieir  nanic» 
on  the  "honor  roll"  l>nllelin  from  month  to  month.  In  posting  the 
hullctln  covrring  the  first  fonr  months  of  this  year,  Mr.  Percy 
Warner,  one  of  the  receivers  of  the  road,  addressed  a  letter  to  ihe 
mi-n,  in  which  lie  pointed  ont  that  of  the  300  accidents  rc|K)rtcd  dnr- 
ing  the  four  months  conductors  were  to  blame  for  30  and  motor- 
men  for  30.  The  letter  slated  that  the  company  realized  that  some 
of  Ihe  names  on  the  "roll  of  honor"  arc  those  of  men  who  have 
been  with  the  company  a  short  time,  and  that  a  iiinnl>er  work  as 
e.\tras  and  so  are  less  liable  to  have  accidents,  coiisc<|uenlly  each 
man  is  to  be  judged  according  to  the  time  made  each  munlh. 
Several  of  the  motormen  have  been  with  the  company  from  10  to 
15  years,  with  not  a  single  accident  charged  to  them,  and  they  have 
had  only  two  or  three  slight  accidents  of  any  kind. 

The  foreclosure  sale  of  the  Nashville  Ky.,  which  has  been  in 
the  hands  of  Messrs.  Percy  Warner  and  E.  C.  Lewis,  receivers, 
since  June  22,  1901,  was  advertised  to  take  place  June  15th  under 
the  direction  of  Charles  C.  Trabue,  special  master,  the  sale  to 
include    all    the    property,    rights,    franchises    and    easements.      The 


stock  issued,  $5,470,000;  bonded  indebtedness  oul>tanding.  $2,384,000; 
underlying  Ininds,  issued  and  outstanding,  $j.o«),ooo;  bonded  in- 
debtedness of  the  Cumlicrland  Electric  Light  &  Power  Co.,  $517,000. 
Ihe  Ujnds  of  the  Nashvdle  Ky.  bear  inlenst  at  the  rate  of  5  per 
cent.  They  were  secured  by  niortg.ige  or  deed  of  trust  to  the  Balti- 
more Trust  &  Guarantee  Co.  The  capital  slock  of  the  Cumberland 
HIectric  Light  &  Power  Co.,  with  the  exception  of  to  shares,  was 
deposited  under  an  agreement  dated  Jan.  JO,  lyoo,  with  the  Balti- 
more Trust  &  (iuarantce  Co.,  trustee,  as  security  for  the  bonds  issued 
by  the  Nashville  Ry. 

It  is  proposed  to  further  secure  the  Ininds  of  the  corporation 
acquiring  the  Nashville  Ky.  properties  by  either  a  pledge  of  the 
stock  of  the  electric  light  company,  or  by  a  mortgage  of  the  prop- 
erty of  such  company,  subject  to  the  prior  lien  of  the  underlying 
bonds,  amounting  to  $517,000.  The  reorganization  plan  provides  for 
the  issuance  of  $6,000,000  5  per  cent  50-ycar  gold  bonds  redeemable 
at  the  company's  option  after  five  years  at  107;^.  Of  this  amount 
$2423,000  will  be  applied  to  purposes  of  the  corporation  and  $3,577.- 
000  to  provide  for  underlying  bonds.    Preferred  stock  to  the  amount 


L.WINd  HOUIiLli  TR.XCK  (IN    l!Kim;l-:  AVE..  KAST  NASH  VILLI-:.  TKNN. 


sale  was  ordered  upon  the  petition  of  the  Baltimore  Trust  &  Guar- 
antee Co.,  trustee.  According  to  the  terms  of  sale  each  bidder  nuisl 
deposit  $100,000  cash,  a  certified  check  for  that  amount,  or  $300,000 
par  value  of  the  Ixinds  secured  by  the  mortgage  of  Jan.  29,  1900. 
Also,  it  was  slated  that  no  bid  would  be  accepted  under  $500,000. 
"in  addition  to  the  obligations  imposed  upon  the  purchaser  .... 
to  pay  and  discharge  the  costs  and  compensations;  to  pay  the  re- 
ceivers' certificates  of  the  Nashville  Ry..  amounting  to  the  sum  of 
$512,000;  and  the  obligation  to  furnish  the  additional  sum  of  $346,- 
000  to  provide  for  Ihe  acquisition  by  the  receivers  of  the  joint  cer- 
tificates of  the  Cuml>erland  Klectric  Light  &  Power  Co.,  and  the 
receivers  of  the  Nashville  Ry."  It  will  thus  be  seen  that  the  upset 
price  is  $1,358,000. 

It  is  understood  that  Mr.  Percy  Warner  will  be  president  of  Ihe 
new  company  and  that  the  Nashville  Ry.  and  the  Cumberland  Elec- 
tric Light  &  Power  Co.  will  be  consolidated  and  operated  as  one 
concern.  Heretofore,  although  the  Nashville  Ry.  owned  or  con- 
trolled all  the  stock  of  the  lighting  company,  they  have  been  man- 
aged separately. 

The  authorized  capital   stock  of  the  Nashville  Ry.  is  $6,500,000; 


of  $2,500,000  and  $4,000,000  common  stock  will  be  issued,  the  pre- 
ferred to  pay  5  per  cent  per  annum,  if  earned,  dividends  to  coin- 
incnce  to  accrue  Jan.  I,  1904.  Of  the  preferred  stock  $1,995,500  will 
be  issued  now,  and  of  the  common  $3,500,000;  the  rest  will  be  re- 
served in  the  treasury  for  future  needs.  Holders  of  stock  of  the 
Nashville  Ry.,  upon  payment  of  the  assessment,  will  be  entitled  to 
$820,500  of  the  preferred  slock  and  $656,400  of  the  common.  The 
rest  will  be  sold,  each  subscriber  receiving  for  every  $1,450  cash  .the 
following  securities:  $1,000  bonds;  500  preferred  stock;  900  com- 
mon stock.  The  securities  to  be  sold  now,  including  the  assessment 
on  present  stock,  will  aggregate  $3,941,800.  Deducting  August,  1901, 
coupons  and  interest  of  Nashville  Ry.  Iwnds,  expenses  of  receivers 
and  settlement  with  the  city,  and  an  approximate  floating  debt  of 
$350,000,  it  is  estimated  that  $1,290,400  will  be  available  for  im- 
provements. Of  this  amount  $1,000,000  will  be  available  for  im- 
provements for  which  no  contracts  have  as  yet  been  made.  It  is 
proposed  to  allow  any  subscriber  to  any  of  the  new  securities  de- 
positing bonds  with  August,  1901,  and  subsequent  coupons  attached, 
a  credit  equal  to  85  per  cent  of  the  par  value,  together  with  interest. 
It   is   also  proposed   to   assess    stockholders   of   the    Nashville    Ry. 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


Ul 


desiring  to  participate  in  the  new  plan  $8.50  per  share  and  to  deUver 
for  each  share  deposited  with  assessment  paid  $15  par  value  of  new 
preferred  stock  and  $12  par  value  of  new  common  stock. 

The  expected  construction  of  the  Nashville,  Gallatin  &  Columbia 
Interurban  Ry.  has  been  delayed  on  account  of  differences  arising 
between  the  capitalists  backing  the  enterprise,  namely,  Messrs.  Ruth 
and  Haskell,  of  Pittsburg,  and  Mr.  J.  11.  Connor,  who  has  been 
manager  at  Nashville.  Nearly  $12,000  has  been  expended  in  pre- 
liminary work  and  the  Pittsburg  people  hope  to  be  able  to  complete 
the  road,  but  it  is  stated  that  the  difficulties  that  have  arisen  are 
quite  serious.  It  was  expected  that  the  greater  part  of  the  sys- 
tem would  be  put  in  operation  by  August,  190J,  and  to  that  end 
negotiations  were  making  with  the  Nashville  Ry.  and  the  Cum- 
berland Electric  Light  &  Power  Co.  for  necessary  power  until  other 
and  permanent  arrangements  could  be  made. 

While  no  actual  work  of  construction  has  begun  on  any  of  the 
proposed  interurban  lines  centering  at  Nashville,  the  Nashville  & 
Lewisburg  Electric  Ry.  people  are  making  surveys  and  estimates 
and  are  negotiating  for  entrance  into  Nashville  over  the  tracks 
of  the  Nashville  Ry. 


PENSION  SYSTEM  FOR  DENVER  CITY  TRAM- 
WAY. 


The  directors  of  the  Denver  City  Tramway  Co.  recently  decided, 
after  careful  investigation  of  the  subject,  to  establish  a  pension  sys- 
tem for  the  benefit  of  the  employes  of  the  Tramway  company  and 
all  companies  operated  by  it  or  in  connection  with  it,  and  also  to 
organize  a  mutual  benefit  association  among  employes. 

The  general  provisions  of  the  two  plans,  which  are,  however, 
independent  and  quite  distinct,  are  as  follows : 

PENSION  DEP.A.RTMENT. 

Retirement  from  the  service  of  the  company  upon  pension  has 
been  divided  into  two  classes,  the  first  compulsory  and  the  second 
in  the  discretion  of  the  Pension  Board,  as  follows:  Employes  at- 
taining the  age  of  70  years,  who  shall  have  been  25  years  or  more 
in  the  company'-s  service,  shall  Ije  retired;  employes  65  years  of 
age  to  69  years  of  age,  who  shall  have  been  25  years  or  more  in 
the  service  may  be  retired,  if,  in  the  opinion  of  the  Board,  they 
shall  have  become  physically  disqualified.  An  exception,  so  far  as 
length  of  service  is  concerned,  is  made  in  favor  of  all  present  em- 
ployes of  the  company  who  shall  be  members  in  regular  standing 
of  the  Tramway  Mutual  Aid  Association.  The  length  of  service  of 
such  employes  is  reduced  to  15  years,  as  a  qualification  for  retire- 
ment and  pension. 

The  service  defined  as  "continuous"  is  that  service  which  has 
continued  from  any  given  date  upon  or  in  connection  with  any  works 
of  the  company,  whether  prior  or  subsequent  to  their  control  or 
acquisition  by  the  Denver  City  Tramway  Co.,  and  in  computing 
the  length  of  service  it  shall  be  reckoned  from  the  date  of  entry  in 
the  service  to  the  date  when  relieved,  deduction  of  the  actual  time 
out  of  the  service  being  then  made  and  eliminating  any  fractional 
part  of  a  month. 

The  following  classification  has  been  made  of  the  employes,  in 
determining  the  amount  of  pensions  to  be  paid : 

To  all  uniformed  employes  in  the  regular  train  service  (he  sum  of 
$25  per  month  pension. 

To  all  employes  who  shall  have  received  average  monthly  wages 
of  $80  or  more,  during  the  10  years  immediately  jirccccl'iig  retire- 
ment, the  sum  of  $25  per  month  pension. 

To  all  employes  whose  average  monthly  wages  during  the  period 
of  time  last  mentioned  shall  have  been  $60  (o  $79,  the  sum  of  $20 
per  month  pension. 

To  all  employes  whose  average  monthly  wages  during  the  period 
atx'jve  mentioned  shall  have  been  less  than  |6o,  the  sum  rif  J15  per 
month  pension. 

The  acceptance  of  a  pension  allowance  shall  not  debar  any  former 
employe  from  engaging  in  other  business,  but  such  person  cannot 
rc-cnlcr  the  .service  of  the  company. 

It  has  been  estimated  that  pensions  upon  the  basis  outlined  may 
l>c  paid  the  employes  of  the  company  and  will  not  exceed  in  the 
aggregate  the  sum  of  $18,000  per  year;  but  the  company  reserves 
the  right  lo  establish  a  new  basi^,  ratably  reducing  the  pension  allow- 
ances, whenever  it  shall  be  found  that  the  present  basis  creates  de- 
mands in  excess  of  $18,000  per  year. 


THE  MUTUAL  AID  ASSOCIATION. 

The  association  shall  have  a  Board  of  Trustees  of  nine  members, 
four  of  whom  shall  be  elected  by  members  of  the  association  and 
five  by  the  directors  of  the  company.  This  association  shall  enter 
into  a  contract  with  the  Denver  City  Tramway  Co.,  whereby  the 
latter  shall  guarantee  to  the  members  of  the  association  the  pay- 
ment of  all  benefits  and  indemnities  provided  for. 

Any  officer  or  employe  of  the  company  may  become  a  member 
of  the  association  upon  complying  with  the  requirements  thereof. 
In  the  case  of  present  employes,  the  requirement  with  reference  to  a 
physical  examination  shall  be  waived  for  the  period  of  thirty  days 
from  the  organization  of  the  association. 

Members  of  the  association  are  divided  into  three  classes,  as 
follows : 

1.  All  members  whose  monthly   earnings  are  $80  or  over. 

2.  All  members  whose  monthly  earnings  are  at  least  $60  and 
less   than  $80. 

3.  All   members  whose  monthly  earnings  are   less   than  $60. 
The  members  are  required  to  contribute  each  month  as  follows : 

Class  I,  one  dollar  each  month ;  class  2,  75  cents  each  month ;  class 
3,  so  cents  each  month.  These  contributions  shall  be  made  each 
month  during  the  receipt  of  benefits  from  the  association  and  also 
each  month  when  the  member  is  in  receipt  of  a  pension,  as  well  as 
each  month  when  the  member  is  engaged  in  his  employment. 

In  case  of  the  decease  of  a  member,  there  shall  be  paid  to  the 
beneficiary  or  beneficiaries  of  the  deceased  member  the  sum  provided 
for  membership  in  his  class,  as  follows;  Class  i,  $1,000;  Class  2, 
$750;  Class  3,  $500.  Provided,  however,  that  members  of  the  asso- 
ciation who  shall  join  between  the  ages  of  41  and  50,  inclusive,  shall 
only  be  allowed  75  per  cent  of  the  full  amount  for  members  of  their 
class  as  an  indemnity  to  their  beneficiaries  in  case  of  death,  and 
members  who  shall  join  over  the  age  of  50  years  shall  only  be 
allowed  50  per  cent  of  the  full  amount  for  members  of  their  class. 
This  is  provided  for  the  purpose  of  protecting  the  funds  of  the 
association  against  loss  and  depletion  on  account  of  the  advanced 
age  of  many  of  the  company's  employes  at  the  present  time. 

Disability  of  a  member,  arising  through  accident  or  sickness, 
shall  entitle  the  member  to  receive  the  following  benefits,  for  a 
period  of  at  least  52  weeks  (.if  the  disability  shall  continue  so  long), 
and  longer  if  the  Trustees  shall  so  elect, — that  is:  Class  i,  $6  per 
week;    Class  2,  $4.50  per  week;    Class  3,  $3.00  per  week. 

In  order  to  safeguard  the  funds  of  the  association,  it  has  been 
deemed  necessary  to  provide  certain  conditions  and  restrictions, 
especially  with  reference  to  the  receipt  of  benefits  in  case  of  disa- 
bility, the  principal  conditions  being: 

a.  No  benefits  shall  be  paid  for  the  first  10  days  of  sickness  not 
produced  by  bodily  injuries  arising  through  external,  violent  and 
accidental  means.  In  the  case  of  what  are  commonly  termed  "acci- 
dents," the  disability  benefits  shall  be  payable  from  the  time  disa- 
bility arises,  provided  notice  thereof  is  given  within  two  days  after 
the  accident  occurs;    otherwise  from  the  lime  of  receipt  of  notice. 

b.  "Disability"  is  defined  to  be  total  incapacity  to  carry  on  any 
occupation  in   the  service  of  The  Denver  City  Tramway  Co. 

c.  Members  are  disqualified  for  receiving  benefits,  and  in- 
demnity shall  not  be  paid  in  case  of  the  death  of  members  where 
the  accident,  sickness  or  death  is  caused,  in  whole  or  in  part,  di- 
rectly or  indirectly,  by  reason  of  certain  prohibited  acts  and  prac- 
liccs,  among  which  arc  the  use  of  alcoholic  liquors  as  a  beverage, 
intoxication,  acts  of  immorality,  fighting,  except  in  self-defense, 
voluntary  and  unnecessary  exposure  lo  danger  of  injury,  contagion 
or  infection,  unless  in  pursuance  of  duly  as  an  employe  of  the  com- 
pany, etc. 

d.  The  Denver  City  Tramway  Co.  oiUcrs  into  a  contract  willi 
the  association  whereby  the  company  guarantees  Ihe  contracts  made 
with  Ihe  members,  agrees  to  pay  for  the  running  and  operating  ex- 
penses of  the  association,  and,  further,  agrees  to  contribute  to  the 
funds  of  the  association  the  sum  of  $25  for  every  $100  contributed 
by  the  members.  In  consideration  of  this  contract,  members  in 
case  of  sickness  or  accident,  and  beneficiaries  in  case  of  Ihe  death 
of  members,  shall  receipt  to  the  company  in  full,  upon  payment  of 
benefits  or  indemnity,  for  all  liability  on  the  part  of  the  company. 

All  employes  joining  the  association  shall  have  Ihe  privilege  of 
exercising  the  option  of  continuing  lo  pay  hospital  dues,  as  at 
present,  and  receive  the  same  benefits  therefor  as  are  now  received, 
or  of  disconlimiiiiK  Ihe  i)aymenl  of  said  hospital  dues  and  thus 
ceasing  to  participate  in  the  benefits  derived  from  the  hospital  fund. 


.U2 


STREET  RAILWAY  REVIEW. 


|V(.i..  XIII,  No  6. 


Mi-ml>iT>  will  til-  iit'riiiittril  In  increase  the  iiiilfiiinlly  to  l>i-  paiil 
111  ihcir  Itcncliciaric^,  in  caM"  of  dcalli,  to  twice  tlie  anioiinl  pro- 
vjiled  fur  tlieir  cln>s  aiitl  nKc  ii|H>n  making  application  for  micIi 
increavcil  indrninily  at  the  time  tliey  shall  lieconie  ineinliers,  ami 
iK-ing  approved  therefor  upon  a  satisfactory  CNaniinntion  hy  tin- 
physician  >eleclcd  hy  the  Trustees  for  that  purpose,  and  iIutc 
after  (layinK  to  the  association  twice  the  contrihntion  reijiiireil  fnini 
nu'inhers  of  their  class. 

We  are  imieliteil  to  .\lr,  John  .\.  Reeler,  vici- preiideiil  and  Rcn- 
tral  manager  of  the  Denver  City  Tramway  Co.  for  the  fnreuiiiiiL! 
details  of  the  comiKiny's  plans. 


THE  JOLIET.  PLAINFIELD  &  AURORA   R.   R. 


Kcceiitly  work  was  hegun  on  the  Joliet,  I'laintiehl  &  .\nrura  K  K  , 
which  is  to  l)e  the  connecting  link  hetween  two  important  Illinois 
internrlian  systems — the  Chicago  &  Joliet  Electric  Railway  Co.  and 
the  .Vnrora,  Rlgin  &  Chicago  Railway  Co.  'The  former  extends  from 
Chicago,    soinliwesterly    to   Joliet,   a    tlistance   of    3$    mile,   and    the 


MAP  OK  JOLIET,  I>LAINKIKI.Il  &  AURORA  R.  R. 

latter  from  Chicago  due  west  to  .\urora.  about  the  same  distance. 
I'rom  Joliet  to  Aurora  is  about  20  miles  and  when  the  new  line  is 
built  it  will  complete  a  triangle  of  90  miles  through  a  picturesque 
and  densely  populated  section.  'The  roads  already  operating  over 
two  sides  of  the  triangle  arc  very  substantially  constructed  and  enjoy 
a  large  business,  which,  it  is  predicted,  will  be  greatly  increased  by 
the  completion  of  the  third  line,  while  the  interchange  thus  made 
possible  will  provide  a  remunerative  traffic  for  the  new  road,  apart 
from  the  local  business,  which,  it  is  anticipated,  will  be  exceedingly 
heavy.  Joliet  has  upward  of  40,000  population,  Aurora  more  than 
.15.000,  and  Inith  cities  arc  growing  rapidly.  Midway  between  them 
is  Plainfield.  with  a  population  of  1.500,  besides  several  smaller 
towns,  making  an  average  population  of  more  than  4.000  per  mile. 

The  Joliet,  I'lainfield  &  .Xurora  Ry.,  which  has  a  capital  of  $400,- 
000,  is  being  built  by  the  Fisher  Construction  Co..  of  Joliet.  recently 
incorporated  with  a  capital  of  $50,000.  'The  standard  specitications 
of  the  .Vnierican  Railway  Co..  which  owns  the  Chicago  &  Joliet  Elec- 
tric Railway  Co..  are  being  followed,  which  is  a  guarantee  that  the 
construction  and  equii)nient  will  be  first  class.  .At  Joliet  the  new 
road  will  connect  and  use  the  terminals  of  the  Chicago  &  Joliet  com- 
pany on  eiputalile  terms  under  a  long-time  contract;   power  will  also 


lie  secured  from  this  company.  .\t  .Aurora  the  mad  will  enter  the 
city  over  the  tracks  of  the  .Aurora.  KIgin  &  Chicago  company  under 
an  ailvantageoiis  agreement.  It  is  expected  that  the  road  will  be 
opened  for  business  between  Joliet  and  I'lainfield  by  .August  1st  next, 
and  completed  to  Aurora  before  the  close  of  the  year.  It  is  estimated 
that  the  cost  of  operation  will  not  exceed  50  per  cent  of  the  gross 
earnings. 

The  officers  of  the  Fisher  Construction  Company  are:  President, 
II,  ,A,  F'isher,  of  Columbus,  O. ;  general  manager,  F.  E,  Fisher,  of 
Joliet;  chief  engineer,  Lee  D,  Fisher.  Columbus.  II.  A.  Fisher  is 
general  manager  and  one  of  the  principal  owners  of  the  Columbus, 
Delaware  &  Marion  Electric  Railroad  Co.,  and  has  been  prominently 
identified  with  the  inierurban  development  in  and  around  Columbus 
during  the  past  three  years,  besides  having  had  15  years'  experience 
in  tinancing  and  building  steam  ro.ads.  F,  E.  Fisher  had  many  years' 
steam  railroad  experience  before  accepting  service  five  years  ago 
with  the  .American  Railway  Co,  as  its  general  manager  at  Joliet, 
which  position  he  still  holds,  Lee  D,  Fisher  was  division  engineer 
during  construction  of  the  Columbus,  London  &  .Springfield  Railway 
Co's.  system  and  the  Columbus,  Buckeye  Lake  &  Newark  Traction 
Co's.  line,  and  as  chief  engineer  of  the  Columbus.  Delaware  & 
Marion  Electric  Railroad  Co.  has  a  thoroughly  established  repiua- 
tion. 


THE  TECHNOLOGY  OF  ARTISTIC  AND  INDUS- 
TRIAL PAINTING.* 


IIV  PROFESSOR  A.  H.  SABIN. 


The  subject  of  paints  and  paintings  is  one  with  which  we  are  all 
more  or  less  familiar,  but  outside  of  a  few  experts  there  are  a  very 
limited  number  who.  from  a  theoretical  and  practical  standpoiin, 
know  any  of  the  details  of  the  materials  used.  This  is  true  not  only 
:is  applied  to  artistic  painliiig.  bin  to  ordinary  painting  and  varnish- 
ing as  well. 

The  subject  can  be  broadly  treated  under  two  heads,  i.  c.,  paints 
aiul  varnishes.  A  paint  can  be  simply  defined  as  a  vehicle,  as  linseed 
oil.  mixed  with  a  pigment,  which  is  the  coloring  matter,  and  which 
i^  in  the  form  of  a  powder,  being  ground  from  a  solid,  and  being 
in  many  cases  of  mineral  origin.  For  commercial  purposes  the  pow- 
der should  be  ground  so  fine  that  it  will  pass  through  a  mesh  01 
250  to  the  inch.  This  is  the  oil  paint  of  the  present  day  and  is  not 
made  with  varnish,  as  were  the  .so-called  oil  paints  used  by  the 
artists  of  the  middle  ages.  'Ihe  oil.  or  vehicle  as  it  is  called,  serves 
as  a  binder  or  cementing  material,  and  when  e.xpo.sed  to  the  air  it 
absorbs  oxygen  and  becomes  hard  and  lough.  It  is  claimed  that 
oil  cannot  be  kejit  for  the  reason  that  it  will  become  thick,  but  this 
can  be  prevented  by  keeping  it  from  contact  with  air.  It  is  inter- 
esting to  note  that  when  not  mi.xed  with  a  pigment,  one  gallon  of 
oil  will  spread  out  and  cover  600  to  800  stjuare  feet  of  surface,  the 
thickness  of  the  film  being  from  .002  to  .003  of  an  inch.  The  liquid, 
after  about  five  days'  exposure  to  the  air.  changes  from  its  greasy 
nature  to  a  rubber-like  solid,  differing  from  rubber,  however,  in  the 
fact  that  it  is  not  one-hundredth  part  as  elastic. 

Ordinary  varnish  is  composed  of  two  fundamental  parts,  linseed 
oil  and  ■-ome  kind  of  resin.  'The  proportion  of  oil  used  depends  on 
the  use  to  which  the  varnish  is  to  be  put.  'The  greater  the  amount 
of  oil  used  the  more  flexible  will  be  the  varnish  when  dry.  In  other 
words.  Ihe  oil  gives  Hexibility  and  elasticity,  while  the  resin  gives 
hardness,  lustre  and  durability. 

Resin  (not  rosin,  which  is  a  manufactured  product)  is  of  vege- 
table origin,  and  to  be  valuable  for  the  making  of  varnish  must  have 
passed  through  a  natural  aging  process  lasting  hundreds  of  years 
It  is  true  that  it  is  found  on  trees  of  the  spruce  variety  at  Ihe  pres- 
ent time,  but  it  is  not  of  value.  The  ordinary  aging  process  of 
nature  is  brought  about  by  the  falling  of  the  tree  and  the  resulting 
burial  of  Ihe  resin  in  sand,  sometimes  to  a  considerable  depth.  The 
best  resin  fonml  to-d.iy  has  probably  been  in  the  ground  for  thou- 
sands of  years,  and  in  proof  of  this  six;cimcns  have  been  found 
containing  the  fossils  of  insects  which  have  been  extinct  for  many 
cmturies.  The  highest  ijrade  on  the  market  at  the  present  day 
comes  from  Zanzibar.  Medium  standard  grade  resin  brings  about 
35c,  a  pound,  'The  prices,  however,  run  anywhere  from  15c.  to  -5c. 
per  poutul. 

Abstract  of  a  papt-r  roaO  tK*f«rr  llu-  .\m<'ric:iu  Socii-t.v  i>(  Mi'Cliatlical  Ent'iil- 
i-.rs.  Ma.v  5.  linj. 


Jl.NE  X.    1903.] 


STREET  RAILWAY  REVIEW. 


343 


Real  rcsin  is  qiiitt-  hard  and  difticvilt  to  nult.  lii  llit  inamifacliuc 
of  varnish  a  copper  kettle  is  used,  ll  is  of  cyhndrical  form  with 
a  Hat  bottom,  and  is  three  feet  in  diameter  and  three  feet  deep. 
Into  this  is  put  100  11>.  of  resin  in  lumps,  and  the  cover  then  put 
in  place.  There  are  two  openings  in  this  cover,  one  for  the  inser- 
tion of  a  small  steel  stirring-rcKl,  hy  means  of  which  the  operator 
is  able  to  feel  when  the  melting  is  complete.  The  other  opening 
is  to  allow  the  vapors  of  organic  substances  to  pass  off,  for  the  resin 
not  only  melts  but  also  <lecomposes,  about  25  per  cent  passing  out 
in  vapor.  This  melting  is  necessary  in  order  to  make  it  soluble  in 
oil.  .After  it  has  been  properly  melted,  the  kettle  is  drawn  away 
from  the  fire  and  hot  lin.seed  oil  is  added,  the  amount  depending 
on  the  desired  quality  of  the  varnish  and  the  use  to  which  it  is  to 
be  put.  For  a  hard  varnish,  which  is  to  be  rubbed  to  a  high  polish, 
ten  gallons  of  linseed  oil  is  added.  This  weighs  75  lb.,  and  there- 
fore in  this  case  we  are  taking  equal  weights,  for  the  rcsin  has  been 
previously  boiled  down  from  100  to  75  lb.  The  resulting  varnish 
is  called  a  ten  gallon  varnish.  Two  parts  of  oil  to  one  of  resin 
makes  a  20-gallon  varnish,  etc.  .\ftcr  the  addition  of  the  oil,  the 
keltic  is  again  run  over  the  fire  and  tlie  heating  continued  for  .some 
liours.  Care  must  be  taken  not  to  allow  the  boiling  point  to  be 
reached  during  any  part  of  the  process.  The  length  of  time  for 
this  cooking  depends  on  the  use  to  which  the  varnish  is  to  be  put. 
and  temperature  curves  have  been  carefully  worked  out  to  insure 
uniform  results  in  manufacture.  The  resulting  mi.xture  is  then  al- 
lowed to  cool  and  in  so  doing  it  becomes  somewhat  thick.  A  thin- 
ner, therefore,  has  to  be  added  and  spirits  of  turpentine  is  generally 
used  for  this  purpose.  Henzine  is  also  used  and  is  much  cheaper; 
it  has,  however,  the  disadvantage  that  it  sets  much  more  rapidly 
and  3ocs  not  give  the  varnish  time  to  run.  Hence  where  benzine 
has  been  used,  the  varnished  surfaces  are  not  as  smooth  and  the 
brush-marks  can  usually  be  distinctly  seen. 

It  may  be  interesting  to  state  that  varnish  has  been  made  and 
used  for  many  years.  We  have  a  fornuda  for  its  production  which 
comes  down  to  us  from  the  tenth  century,  which  is  essentially  the 
same  as  the  mcxlern  method.  It  consisted  in  putting  linseed  oil  in 
a  jar  and  adding  a  gum  called  fornis  (amber)  and  cooking  (not 
allowing  it  to  hoi!)  until  one-third  had  evaporated.  The  details  of 
the  process  were  also  nearly  identical  with  those  at  present.  The 
main  diflfercnce  was  that  turpentine  was  not  added.  It  is  probable 
that  this  recipe  came  down  from  ancient  times,  for  we  know  that 
the  Egyptians  used  it.  as  is  evidenced  by  its  presence  in  a  fine  state 
of  preservation  on  mumriiy  cases.  Turpentine  was  mil  used  until 
the  15th  or  16th  centuries. 

Paints  and  varnishes  are  also  used  to  a  great  exlenl  as  a  pro- 
tective coaling,  and  for  this  use  the  varnish  is  usually  made  with 
r.lKjnt  thirty  gallons  of  oil  to  100  lb.  of  resin.  This  gives  a  highly 
elastic  and  extremely  durable  varnish,  but  not  a  brilliant  one. 

In  Ihc  discussion  which  followed  the  presentation  of  the  paper, 
several  interesting  points  were  brought  out.  Perhaps  the  most  in- 
teresting of  these  was  the  so-called  cold-pressing  process  of  manu- 
facturing linseed  oil.  Ordinarily  it  is  made  by  Ixjiling  the  flax 
seed,  but  in  this  process  the  seeds  are  placed  in  cold  storage,  and 
after  they  have  reached  a  low  enough  temperature  for  the  stearinc 
to  have  crystallized  out  they  are  pressed.  The  oil  obtained  in  this 
way  becomes  almost  colorless  when  luMlerl  ami  is  a  quicker  dryer 
than  the  ordinary  oil. 

Another  point  mentioned  was  the  so-called  blooming  or  whitening 
of  varnishes  when  exposed  to  water.  This  effect  is  in  general  only 
found  where  shellac  (or  spirit  varnishes)  and  varni.shes  itiade  from 
common  rosin  are  used.  First-class  resin  varnish  will  hardly  ever 
whiten,  and  when  it  does  it  is  probably  due  to  undercooking. 

It  was  also  ixiinlcd  out  that  cotton-seed  oil.  which  is  one  of  the 
wini-drying  class,  could  be  made  to  dry  much  more  rapidly  by  load- 
ing it  u|i  with  the  oxides  of  lead  and  manganese,  both  of  which 
absorb  oxygen  from  the  air  and  give  it  u|)  to  the  oil.  the  action 
licing  continuous  and  the  drying  hence  hastened. 


PARCEL  CHECKS  AT  BUFFALO. 


A  "Jim  Crow"  law  known  as  the  (lanlt  bill  went  into  e(Tect  in 
fir^t  class  cities  in  .Arkansas  June  2d.  It  is  similar  to  the  law  in 
Virginia  and  does  not  demand  that  screens  or  partitions  be  used,  but 
that  llie  companies  shall  either  run  separate  cars  for  white  and  col- 
ored pa-scngcrs.  or  designate  separate  seats  for  them.  The  Little 
H<kU  Traclion  &  Kleclric  Co.  has  posled  notices  in  its  cars  request- 
ing Ihc  while  passengers  to  seal  from  llie  front  end  of  the  car  and 
tlic  colored  from  tb'-  r.-.ir 


rile  Inlernalional  Railway  Co.,  which  controls  practically  all  the 
electric  railways  in  lUitTalo  and  the  adjacent  territory,  has  instituted 
a  system  of  parcel  checking  that  is  proving  very  popular  with  the 
public  and  is  the  source  of  no  insignificant  revenue  to  the  company. 
I!y  this  plan,  persons  can  go  to  any  of  the  prominent  dry  goods  stores 
or   uK-rchants   in  the  city   and  do   their    shopping   withnut   liolhcring 


Biilfalo  Oiagaia  Falls  ElecnicRailwaii: 

Merchant's  Parcel  Check  '; 

178  Main  St.,  Corner  of  Terrace.  1 


B.   &  N.  F.  E.  RY. 

DUPLICATE 
COUPON. 


Beceivoa. 


Delivered.. 


Aecelvel. 


Bellveroi. 


N').27995        No.  27995  \     No.  27995 

I'ACE  OI''   PARCEL  LHECK. 

to  carry  various  purchases  around  with  them.  For  each  purchase, 
the  customer  takes  a  claim  tag  and  the  dry  goods  house  or  merchant 
delivers  the  parcels  to  the  central  waiting  room  of  the  electric  rail- 
way company,  from  which  practically  all  the  city  and  interurban  cars 
leave,  delivering  the  parcels  in  time  to  catch  any  designated  car. 
When  ready  to  return  home,  the  customer  goes  to  the  street  railway 
waiting  room  and  claims  his  parcels  just  before  taking  his  or  her 
car  for  home.    The  electric  railway  company  sells  the  merchants  the 


B.  &  N.  F.  E.  RY. 

DUPLICATE  COUPON. 


To  clAim  parcel  present  this  coupon 
at  Parcel  Room 
182  Main  St  .  Corn»r  of  Torraoe. 


The   depositor,   in 

« 

•u_ 

.icceptin;     this     Dupllvate    Coupon, 

;. 

w 

ex.irossly   agrees  that   the  Company 

n 

o 

^hill  not  tw  <iab'e  to  him  or  her  for 

> 

i 

lokS  of  or  damage  lo,  any  p'ece  to  nn 

c 

3- 

amount  excelling  TEN  DOLLARS. 

o 

70 

Ho.27996 

"0 

1 

Ki:vKKSIC 

OK 

P/ 

CO 


3  _ 
c  o 
12      cr 


)K  PAKCEL   CHECK. 

tags  in  quantities  at   .3  cents  each,  but  no  extra  charge  is  made  to 
the  customer  for  the  service. 

The  tag  used  in  this  .service  is  5  in.  long  .n  2;:.  in.  wide  and  is 
divided  into  three  sections  or  coupons.  The  cud  coupon  is  torn  off 
and  given  to  the  customer  at  ihe  time  of  purchase.  The  other  two 
sections  of  the  tag  are  tied  to  the  parcel  and  go  with  it  to  the  wait- 
ing room  of  the  electric  railway  company.  Wluii  ilie  agent  delivers 
the  parcel  lo  the  holder  of  the  duplicate  coupon  lu'  lears  olT  the  sec- 
ond coupon  and  sends  both  this  coupon  and  the  duplicate  to  Ihe 
audilor's  office.    The  sluh  remains  on  the  parcel  after  it  is  delivered. 

The  Detroit  &  Toledo  Shore  Line  Railroad  Co.,  which  was  con- 
structed in  1901  by  the  Kvcrett-Moore  syndicate  ,of  Cleveland,  has 
been  transferred  to  the  Grand  Trunk  and  Clover  Leaf  railroads  and 
the  receiver,  A.  F.  Edwards,  discharged.  The  road  went  into  a  re- 
ceiver's hands  in  January.  iyo2,  at  which  time  a  receiver  was  ap- 
pointed for  the  Fvcrelt-Moore  syiidicalc. 


Conslruclion  wtjrk  on  a  inimber  of  new  electric  railroads  in  iiorlli- 
erii  Illinois  has  been  started  within  the  past  six  weeks,  among  them 
ihe  following:  .Sterling,  Dixon  &  I'^astern,  from  Sterling  lo  Dixon; 
Kewanee  &  (Jaksburg,  from  Kewanee  via  Calva  lo  Galesburg;  Ke- 
wanee,  Cambridge  S:  Geiieseo,  bclween  points  named;  DubiKiuc  & 
h:aslern.  from  Dubuque  via  I'lalleville,  Wis.,  Warren  and  Stockton, 
lo  Freeporl ;  lllinnis  Valley  Traclion  Co.  lines  from  Spring  Valley 
lo  rrincclon;  I  )c  Kalli  Xr  Soulhwesli-ni  from  I  )c-  Kalb  via  Seward 
to  Dixon. 


344 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  6. 


STRIKERS  CONVICTED  AT   NEW   ORLEANS. 


May  20th  was  llic  close  of  the  trial  of  17  men  charged  with  inter- 
fering with  United  States  mails  during  the  strike  on  the  lines  of 
the  New  Orleans  Railway  Co.  in  SeptemlH-r  last.  Of  the  17  men 
on  trial  the  jury  found  11  guilty,  I  not  guilly  and  disagreed  as  to  the 
guilt  of  5  who  arc  held  for  a  new  trial. 

'riie  instruction  of  the  court,  Judge  ISuardman,  to  the  jury  con- 
cluded as  follows: 

"It  is  charged  in  the  indictment  tliat  two  or  more  of  the  defend- 
ants entered  into  a  criminal  conspiracy,  that  is,  that  there  was  an 
agreement  between  two  or  more  of  these  defendants  to  do  some  act 
which,  hy  the  laws  of  the  United  States,  is  a  crime;  and  that  in 
pursuance  of  such  agreement  two  or  more  of  the  defendants  did 
some  act  lawful  or  unlawful  in  furtherance  of  or  to  effect  the  object 
of  the  criminal  agreement. 

"A  criminal  conspiracy  is  chargeable  where  two  or  more  persons 
by  concerted  action  or  agreement  combine  to  accomplish  a  criminal 
or  unlawful  purpose,  or  some  purpose  not  in  itself  criminal  hy  crim- 
inal and  unlawful  means. 

"The  essence  of  the  charge  is  that  two  or  more  persons  share 
or  act  in  the  connnon  design.  It  is  not  necessary  that  two  or  more 
persons  should  come  together  and  enter  into  an  explicit  or  formal 
agreement  for  an  unlawful  act  or  that  they  shouhl  directly  or  by 
words  or  in  writing  state  what  the  unlawful  scheme  was  to  be,  or 
set  out  the  details  of  the  plan  or  the  means  hy  which  the  unlawful 
combination  was  to  l>c  effected.  It  is  sufllicient  to  establish  a  criminal 
conspiracy,  one  which  the  law  denounces,  when  it  is  ma<le  certain 
that  there  was  a  common  design  to  violate  the  law,  even  though  the 
design  was  cntere<l  into  but  a  few  minutes  l>eforc  the  commission 
of  the  unlawful  act. 

"It  rarely  occurs  that  a  criminal  conspiracy  can  be  established  by 
direct  or  positive  testimony,  hence  in  the  nature  of  things,  circum- 
stantial evidence  must  be  largely  depended  u|»n  to  illustrate  the 
issue  as  to  whether  defendants  or  some  of  them  arc  guilty  or  not 
guilty. 

"While  it  is  necessary,  under  the  statute,  to  prove  some  overt  act 
111  pursuance  or  execution  of  the  conspiracy,  such  overt  act  in  itself 
need  not  be  criminal ;  it  is  sufficient  if  the  overt  act  be  the  ordinary 
and  probable  effect  of  the  wrongful  act  specially  agreed  upon  or  the 
mutual  tacit  understanding,  so  that  the  connection  between  them' 
m,iy  be  reasonably  apparent. 

"The  actual  facts  showing  a  conspiracy  may  be  established  as  well 
from  circumstantial  evidence  as  from  positive  or  direct  evidence. 
It  is  sufficient  that  the  concurring  and  mutual  conduct  of  these  del 
fendants  is  established  cither  by  positive  or  direct  testimony.  While 
it  is  necessary  under  the  statute  to  prove  some  overt  act  in  pursu- 
ance or  in  execution  of  the  conspiracy,  such  act,  if  it  is  in  further- 
ance of  the  conspiracy,  need  not  of  itself  be  a  criminal  act.  It  is 
sufficient  if  the  overt  act  be  reasonably  the  ordinary  and  probable 
effect  of  the  criminal  purpose  mutually  understood  and  agreed  to 
by  the  parties,  so  that  the  connection  between  them,  the  parties, 
may  be  reasonably  apparent. 

"If  it  shall  appear  to  you  that  the  employees  of  a  street  railway 
company  engaged  to  the  knowledge  of  said  employees  in  carrying  the 
mail  of  the  United  States  did  corruptly  and  wrongfully  agree  or 
come  to  a  tacit  understanding  among  themselves  to  quit  work  and 
to  prevent  others  by  threats,  intimidation  and  violence  from  taking 
their  places,  and  such  acts  would  in  their  own  knowledge  of  con- 
sequences result  in  preventing  the  operation  of  mail  cars  over  the 
line  of  said  street  railway,  and,  therefore,  result  in  the  interference 
and  obstruction  of  the  passage  of  the  United  States  mails  over  said 
street  railway  routes,  ijic  parties  so  agreeing  or  coming  to  such  tacit 
understanding  would  be  guilly  of  a  conspiracy  to  interfere  with  the 
pass,nge  of  the  United  States  mails,  and  would  1«  guilty  of  thf 
offense  denounced  by  the  statutes,  provided  one  or  more  of  the 
said  parties  did  some  overt  act  in  furtherance  or  in  execution  of  the 
conspiracy,  although  the  overt  act  in  itself  be  not  criminal  or  un 
lawful. 

"Wjhen  an  unlawful  act  is  sought  to  be  effected  and  two  or  more 
persons  actuated  by  the  common  purpose  of  accomplishing  that  end 
work  together  in  any  way  in  furtherance  of  the  unlawful  scheme, 
every  one  of  said  persons  becomes  a  member  of  the  conspiracy,  a! 
though  the  part  any  one  was  to  take  therein  was  a  subordinate  part, 
or  was  to  be  executed  at  a  remote  distance  from  the  other  conspira- 
tors. 


"If  you  believe  that  the  defendants  or  any  of  them  knew  that  the 
mails  were  carried  over  the  lines  of  the  street  railways  company, 
and  that  in  preventing  the  o|ieration  of  the  cars  on  the  morning  of 
Sept.  29,  1902,  they  had  a  conmion  purpose  and  object  in  preventing 
and  hindering  the  business  and  operation  of  the  road,  and  as  a  con- 
sequence it  was  known  to  them  that  mails  of  the  UnitedStates  would 
be  interfered  with,  you  may  take  such  proof  to  be  a  strong  circum- 
Mlance  to  find  them  guilty  of  conspiracy  to  unlawfully  and  wilfully  ob- 
struct the  passage  of  the  mails.  If  the  defendants,  or  any  of  them, 
knew  that  a  certain  car  was  going  for  the  mail  for  the  purpose  of  car- 
rying aiul  transporting. the  same,  and  one  or  more  of  them,  in  execu- 
tion of  the  common  purpose  and  design,  interfered  with  said  car,  you 
m.-»y  well  find  them  guilty  of  conspiracy  to  wilfully  and  knowingly 
obstruct  the  passage  of  the  mails. 

"If  you  believe  that  by  order  of  the  postal  authorities  the  United 
Slates  mails  were  carried  from  the  main  postoffice  over  the  lines 
of  the  New  Orleans  Railways  Co.,  and  from  the  substations  to  the 
main  postoffice  over  the  lines  of  the  Railways  company,  according 
to  mutual  understandings  between  the  government  and  the  Railways 
company,  you  may  consider  mail  going  over  such  routes  at  any  time 
in  the  Railways  company's  cars  to  be  lawfidly  on  its  passage.  You 
arc  charged  that  whenever  lawful  mail  matter  is  deposited  in  the 
United  Slates  postoffice  that  such  mail  matter  is  then  on  its  passage, 
and  that  the  railway's  car,  in  pursuance  of  a  duty  which  it  owes  to 
the  government  while  going  after  the  mail  so  deposited,  is  engaged 
in  aiding  the  passage  of  the  mail.  That  it  is  a  matter  of  no  value 
to  the  legal  inquiries  in  this  case  whether  or  not  the  railway  car 
engaged  in  such  uses  is  being  operated  for  such  use  in  pursuance 
of  a  written  contract.  It  is  sufficient  to  make  such  a  car  a  carrier 
for  aiding  in  the  passage  of  the  mail,  if  it  is  going  after  mail,  in 
response  to  a  duty  which  its  owner  engaged  to  perform  for  the 
government.  You  are  charged  that,  notwithstanding  such  orders 
or  laws  as  are  urged  in  excuse  or  in  defense  of  these  defendants, 
or  some  of  them,  were  generally  known  to  the  employees  that  such 
knowledge  of,  or  action  at  other  times,  before  the  occurrences  at  the 
.\rabella  barn,  of  the  management  of  the  Railways  company,  in 
using  these  mail  signs  against  such  said  orders,  at  the  barn,  or  any- 
where else,  is  no  excuse  in  law  for  stopping  a  car  going  after  mail 
with  or  without  such  signs,  even  though  there  was  no  mail  matter 
at  the  time  of  stopping  the  car  on  or  in  the  car,  if  you  believe  the 
defendants  or  some  of  them  were  warned  and  told  by  Inspector 
Cullen  or  others  acting  with  him  or  in  authority,  when  he  had  such 
sign  up  on  the  car  and  that  he  was  going  after  the  mail. 

"You  are  charged  that  when  these  defendants,  or  some  of  them, 
quit  or  abandoned  the  employment  or  service  that  they  may  have 
theretofore  contracted  as  motormen  or  conductors,  to  perform  for 
their  employer,  the  Railways  company,  that  when  each  of  the  individ- 
uals voluntarily  quit  the  service  of  the  Railways  company ;  that  when 
such  individual  has  so  abandoned  the  place  in  the  service  which  he 
may  theretofore  have  had  or  occupied,  he  does  not  thereafter  con- 
tinue to  hold  or  control  or  possess  or  have  any  right  to  a  place  of 
any  sort  which  he  has  so  voluntarily  abandoned,  or  has  not  the  right 
In  forbid  another  man  to  render  such  service  as  he  may  desire  to 
render  to  said  former  employer.  That  the  defendants,  if  they  individ- 
ually or  as  a  body  resolved  not  to  serve  the  Railways  company,  there- 
after no  one  of  them  had  any  lawful  right  to  go  upon  the  prop- 
erty of  the  Railways  company  with  the  purpose  of  doing  any  act  to 
control,  direct  or  interfere  with  the  operations  or  uses  for  which 
ilie  management  of  the  Railways  company  may  desire  to  operate  the 
cars. 

"I  charge  you  that  if  you  find  that  the  former  employees  of  the 
Railways  company,  among  them  the  defendants,  or  some  of  them, 
were  together  trespassing  upon  the  property  of  the  Railways  com- 
pany, or  together  for  the  purpose  of  interfering  with  the  use  and 
operation  of  the  Railw.ays  company's  cars,  that  such  gathering  or 
assenililing  of  employees  that  were  on  a  strike  or  had  quit  the  serv- 
ice of  the  Railways  company,  may  be — if  you  find  from  the  evidence 
that  they  committed  any  .icts  of  violence,  which  resulted  in  the  stop- 
ping of  the  mails — a  circumstance  which  relates  back  to  the  meeting 
of  ihc  associalion  and  one  which  may  show  a  criminal  conspiracy." 


The  Toledo,  Bowling  Green  &  Southern  Traction  Co.  recently  pur- 
chased a  2S0-kw.  rotary  converter.  .Miernaling  current  will  be 
furnished  by  the  Naumee  Valley  Electric  Co..  which  is  installing  a 
250-kw.  inverted  Westinghouse  rotary  converter,  together  with 
three  loo-kw.  raising  transformers. 


Jl'NE  20.    1903.] 


STREET  RAILWAY  REVIEW. 


345 


REPORTED  CONSOLIDATION  OF  CHATTA- 
NOOGA LINES. 


ELECTRIC  RAILWAY  BRIDGES. 


It  is  rumored  that  the  street  railways  and  electric  light  company 
of  Chattanooga,  Tenn..  will  be  consolidated.  Efforts  with  this  end 
in  view  have  been  made  at  frequent  intervals  during  the  past  three 
years,  it  being  agreed  that  Chattanooga  is  not  large  enough  to 
enable  two  street  railway  companies  to  be  financially  successful  in 
operating  to  all  the  points  now  reached.  .Xbout  a  year  ago  it  was 
announced  that  the  Chattanooga  Electric  Railway  Co.  had  purchased 
the  property  Of  the  Rapid  Transit  Co.,  but  this  was  never  consum- 
mated. The  companies  have  been  strongly  competing  and  to  nearly 
every  point  they  own  parallel  lines.  The  Warners,  of  Nashville, 
control  or  own  a  inajority  of  the  stock  of  the  Chattanooga  Electric 
Railway  Co..  while  J.  II.  Jeffries  and  F.  H.  Treat  and  associates. 
of  Philadelphia,  and  Samuel  Devine,  of  Chattanooga,  control  the 
stock  of  the  Rapid  Transit  Co.  Recently  Messrs.  Warner  stated 
that  negotiations  looking  toward  consolidation  were  in  progress. 
but  all  of  the  details  were  not  determined. 


INSTRUCTIONS  FOR   PASSENGERS. 


The  International  Transit  Co.,  and  the  Trans-St.  Marys  Traction 
Co.,  of  Sault  Ste.  Marie,  Mich.,  have  adopted  a  novel  method  of  in- 


The  present  tendency  toward  the  separation  of  electric  railways 
from  the  highw-ays  and  the  building  of  interurban  lines  on  private 
property  has  brought  the  design  of  electric  railway  bridges  into 
prominence,  and  a  paper  on  this  subject  was  recently  read  by  Mr. 
Wilbur  J.  Watson  before  the  Civil  Engineers'  Club  of  Cleveland, 
which  has  been  published  in  the  Journal  of  the  Association  of  En- 
gineering Societies.  The  early  city  lines  used  cars  of  small  weight 
compared  with  those  now  in  use  and  the  street  bridges  designed 
for  vehicular  traffic  were  of  ample  strength  to  carry  them,  but  tlic 
weights  of  the  cars  used  have  increased  to  such  an  extent  that  it  is 
now  necessary  to  examine  into  the  city  and  county  bridges  used  by 
railway  companies.  Many  of  these  lines  carry  freight  traffic  at 
present  and  many  more  will  in  the  future.  Some  of  theni  are  now 
carrying  coal,  and  in  some  places  this  traffic  will  form  quite  an  item 
of  electric  railway  operation ;  in  fact,  there  seems  to  be  a  .tendency 
to  approach  steam  railway  conditions  of  loading.  When  the  railway 
lines  left  the  highway  it  became  necessary  for  the  company  to  build 
its  own  bridges,  and  many  of  these  bridges  have  been  built  for  pres- 
ent needs  only,  making  no  provision  for  future  increase  in  load- 
ing, or  designed  for  passenger  and  express  traffic  only,  when  it  is 
quite  probable  that  in  the  near  future  they  may  be  used  with  heavy 
freight  loads. 

What   is  the  probably  maximum   load   which  a  given  bridge   will 


NOTICE! 


These  Photographs  Illustrate  the  Incorrect  and  Correct  Way  of 
Getting  Off  the  Cars. 


G.  W.  CHANCE.  Manager. 


INC()Rkl-.Cr--Vcry  Uanjccrou.s! 


Tllli  ki;5LLT! 
Wail  Until  the  Car  Slops!! 


CORRKCT  WAY  to  Get  Off!" 


r«C[      ABOUT      < 


I'DSTI'.K  Ol'  TItK  INTKKNATIONAt,  Tlv'ANSI'l'  CO. 


structing  passengers  as  to  the  right  and  wrong  way  to  get  on  and 
off  cars,  as  shown  by  the  accompanying  illustration.  An  enlarged 
set  of  these  pictures  is  placed  in  each  car.  The  public  has  a  partic- 
ular failing  in  this  regard,  as  railway  managers  well  know,  and  it  is 
a  fact  that  a  large  percentage  of  damage  claims  are  carried  into 
court  by  reason  of  persons  (women  especially)  getting  off  the  car 
backward.  The  idea  of  the  photographic  method  adopted  by  the 
companies  referred  to  is  that  of  Mr.  G.  W.  Chance,  manager  of  both 
companies.  It  is  stated  that  while  two  accidents  happened  to  passen- 
gers getting  off  backward  Ijefore  the  illustrative  method  was  used. 
none  has  hap[)cncd   since  on   cither  company's   line. 

♦-*♦ 

The  steam  turbine  plant  of  the  Hartford  (Conn.)  Elec- 
tric Light  Co.,  which  at  present  consists  of  a  2,000-h.  p.  set,  is 
soon  to  be  duplicated  by  machines  built  by  the  contractors  for  the 
original  installation,  the  Westinghousc  Machine  Co.  This  was  the 
first  American  plant  where  steam  turbine  units  of  large  size  were 
installed,  and  their  success  must  be  highly  gratifying  to  the  makers. 
It  is  interesting  to  note  that  the  aggregate  imwer  of  steam  turbine 
sets  completed,  in  hanri  and  in  order  to  the  Wcslinghonse  Machine 
Co.  is  reported  at  not  far  short  of  2(X),ooo  kilowatts. 


be  required  to  carry  within  its  reasonable  life?  This  is  a  dillicull 
c|Ucstion  to  answer  and  yet  it  iiuist  be  answered  in  order  to  properly 
design  the  structure,  .\nother  point  which  must  be  borne  in  mind 
is  the  possible  use  of  electric  locomotives  which  may  have  con- 
centrated loads  closely  approaching  those  of  the  heaviest  coal  cars. 
The  writer  has  examined  and  reported  upon  many  existing  bridges 
over  which  heavy  cars  are  now  being  operated,  and  they  have  gen- 
erally been  found  strong  enough  to  carry  the  loa<Is  which  were  being 
run  over  them,  or  it  was  possible  to  make  them  so,  with  slight 
changes  or  repairs.  He  has  found  many  cases,  however,  where 
Iiridges  have  been  .seriously  overloaded.  The  most  common  point 
of  weakness  in  a  bridge  designed  for  highway  traHic  and  later  used 
for  electric  railway  traffic  is  the  floor  system  and  its  connections. 
The  greater  concentrations  of  the  live  load  of  the  electric  car  over 
the  load  used  in  proporlioning  highw.iy  bridges  is  responsible  for 
ibis. 

Taking  np  ihr  ili  sinn  nf  iieu  sli  lulines  fur  ilicliii:  r.iilw.'iys  the 
writer  has  made  a  comparison  of  six  '^pecirualiniis  for  use  in  ilesign- 
ing  electric  railway  bridges  and  has  applied  llieiii  to  the  design  of  a 
i.15-ft.  through  pin  connected  I'ratl  truss  for  a  sitigle  track  road. 
This  com|)arison   is  made  in   order   to  show   the   wide  variation  in 


r-A(, 


STkl-:i:T    KAII.WAV    KKMIiW. 


[Vol.  XIII,  No.  6. 


.s|ii-cilii:aliiiiis  in  iisc,  llic  relative  wriKlU  of  cacli  structure  ami  ilic 
relative  efficiencies  when  loatlcd  with  livi'  Inail  C(iii>isiiiiK  i)f  a  tram 
(•I  coal  ears  uf  80,000  lli.  capacity.  The  first  specification  is  that  iil 
the  Osbum  ICiiKineering  Co.  using  a  live  load  cotisisiiiiK  of  a  train  of 
coal  cars.  The  second  is  the  specification  and  loailinK  recommended 
liy  the  Massachusetts  Kailruail  Commission.  I  he  third  is  the  ()s- 
iHirn  l'~n(;ineerinK  Co's.  specifications  ami  loadiuK  for  heavy  steam 
railroad  bridKes  and  the  other  three  are  specifications  in  use  l>y 
three  large  traction  companies.  The  last  column  gives  the  moments 
in  foul  pounils  produced  on  a  stringer  2J  ft.  6  in.  long  hy  these  re- 
spcclivc  loads,  and  does  not  take  into  account  the  question  of  impact. 
This  colnnm  shows  the  desirability  of  using  some  other  loading  than 
the  ordinary  passenger  cars  on  roads  which  may  Ik-  used  for  any 
other  character  of  loading.  'ITie  much  larger  moments  pro>luced  l>y 
the  coal  car  loading  are  due  mostly  to  the  closer  spacing  of  the 
wheels  when  the  cars  are  run  in  trains  of  two  or  more. 

The  mailer  of  impact,  that  is,  the  increase  in  live  load  stresses 
produced  in  a  struclure  l>y  the  pounding  of  the  wheels,  swaying 
of  the  car,  etc.,  is  as  Important  in  the  design  of  electric  railway 
structures  as  in  steam  railway  structures.  In  bridges  located  in  a 
sag  of  the  grade  the  inip-ict  is  still  further  increased  by  tlic  mo- 
mentum of  the  car.     In  the  practice  of  the  Osborii  Engineering  Co. 


SLEEPING  CARS  FOR  ELECTRIC  LINES. 

The  Columbus,  London  &  Sprmgfield  Railway  Co.,  of  Columbus, 
U.,  will  have  the  honor  of  being  the  first  to  establish  a  sleeping  car 
service  on  iiilerurl>an  electric  lines.  Mr.  K.  Emory,  general  manager 
of  ihe  company,  advises  us  that  it  is  expected  to  put  the  sleepers 
in  service  in  July,  and  a  thorough  trial  made  of  their  practicability. 
The  cimipany  is  making  no  rash  promises,  feeling  that  so  radical  an 
innovation  must  be  considered  as  an  experiment,  but  wc  have  no 
doubt  as  to  ils  complete  success.  The  sleeping  cars  will  l>e  run 
iHTtween  Columbus  and  Cincinnati,  leaving  between  10  and  11  o'clock 
at  night. 

These  cars  will  be  operated  by  the  Holland  Palace  Car  Co.,  of 
Indianapolis,  which  was  organized  Jan.  12,  igoj;  this  company, 
which  has  a  capital  of  $1,000,000,  will  build  cars  under  Ihc  Holland 
patents.  It  was  the  intention  to  build  a  single  car  and  use  it  for 
exhibition  purpfises,  but  there  was  an  immediate  demand  for  two 
cars  to  put  in  practical  service  and  these  are  now  Iwing  built  at  the 
plant  of  the  Harlan  &  llollingsworth  Co.,  Wilmington,  Ucl.,  under 
the  direction  of  the  Holland  company ':;  mechanical  engineer,  Mr. 
Mason  Rickert.  It  is  very  probable  that  before  these  first  two  cars 
can  be   delivered  orders    will    be  placed   for  several   others,   as   the 


COMPARISON  OF  SOME  ELECTRIC  RAILWAY  BRIDGE  SPECIFICATIONS. 
Based  uiion  the  desijcn  of  a  13S-foot  through,  Pratt  truss,  single  track  bridge. 

Live  Load  Bend- 
i  n  tr  Momenm 
on  S  1  r  i  n  (rerft. 
Span  =22  ft.  6  in. 
lni]>act  not  Con- 
sidered. 

SPECIFICATIONS. 

LOADING. 

Co  muarat  ive 
W  e  1  (f  li  1  s  0  f 
Structures. 

Strenetli    Based 
on  "a"  loading. 

Actu  at  WeiKlit 
on  Brtdite   Al- 
lowed by  Each 
Speciticalion. 

Osborn    Kngineering  Co.   Specifi-  ) 
cation  "a" f 

100% 
65% 

160% 
60% 
82% 
96% 

100% 

35% 

190% 
42% 
70% 
70% 

217  tons 
107     '• 

420     " 
135     " 
300     " 
170     " 

158,500  lbs. 

)  1-40  ton  motor,  5' wheel,  base  25'c  ) 
1  to  f  trucks  -|-  1413  lbs.  per  ft.  . .  f 

3  2-177)4  ton  engines  followed  by  1 
(  5000  lbs.  per  lineal  ft f 

(  1-40  ton  motor  and  12S-ton  trailer  ( 
■(  or  2000  lbs.  per  ft f 

Train  of  75-ton  electric  cars 

\  1-40  ton  electric  bwomotive  on  7'  ( 
■(  wheel  base  +  2500  lbs.  \xt  ft. . .  t 

88,750    " 

Specification  "c"  for  heavy  steam  I 
railways f 

320,000    " 
84,500    '• 

187,500    " 

Specification  "/" 

160,000    " 

•Sp-iCilication  *'e"  usea  a  very  hi£tl  nnit  stress. 

NcrB.— Column  ffivin^  relative  sirengrth  is  correct  for  loading  of  62-ton  coal  earsonly. 


Ihe  impact  is  taken  care  of  by  adding  to  the  live  load  stress  a  per- 
tenlagc  determined  by  the  formula 

I  =  L'  -f-  (L-f  D), 
in  which  I   =  the  impact  to  be  added  to  the  live  load  stress,  L  = 
the  live  load  stress  and   D  =   the  dead  load  stress.     This   formula 
is  correct  in  theory  and  has  been  found  to  satisfy  the  requirements 
of  practice   very  well. 

The  term  "factor  of  safety"  of  a  bridge  is  misleading  and  mean- 
ingless unless  the  efTect  of  impact  has  been  fully  taken  care  of  in 
calculating  the  livt  load  stress.  .\s  ordinarily  used  it  means  the 
ratio  of  ultimate  strength  of  the  material  when  tested  to  destruction 
to  Ihe  actual  stresses  in  the  bridge  caused  by  the  dead  and  live 
loads,  not  considering  impact.  .As  it  is  impossible  to  strain  steel  re- 
peatedly aliove  its  clastic  limit  without  causing  failure,  the  factor 
of  safely  should  be  based  upon  the  elastic  limit  and  not  nfMin  ibc 
ultimate   strength. 

It  is  necessary  to  take  the  effect  of  impact  into  full  consideration 
in  order  to  determine  the  actual  stress  in  each  member  of  the 
bridge. 

♦-»-♦ 

The  city  of  Norwood,  O.,  has  brought  suit  in  the  Sui)reine  Court 
to  compel  the  Cincinnati  Traction  Co.  and  the  Rapid  Railway  Co. 
to  interchange  transfers  under  an  agreement  said  to  have  been 
made  in    1901. 


By  the  terms  of  an  agreement  effected  in  New  York  City  between 
lepresentatives  of  the  Michigan  Traction  Co.  and  the  Jackson  & 
Rattle  Crei-k  Traction  Co.,  the  former  is  to  build  and  maintain  ail 
tracks  entering  Ilattle  Creek,  Mich.,  over  the  disputed  right  of  way, 
and  the  latter  is  to  have  the  use  of  the  tracks. 


electric  railways  operating  long  lines  are  much  interested  iji  the  new 
service. 

It  is  not  the  purpose  of  the  Holland  company  to  sell  these  cars, 
but  instead  to  operate  them  for  the  electric  roads  in  the  same  man- 
ner as  sleeping  cars  are  operated  on  the  steam  roads,  the  Holland 
company  to  own  all  cars.  The  cars  now  being  built  are  the  "Theo- 
dore" and  the  "Francis."  Hiese  will  be  operated  at  night  as  com- 
partment sleeping  cars.  'The  compartments  arc  on  each  side  of  a 
center  aisle,  there  being  in  each  car  10  compartments  6  ft.  to  in. 
long  by  3  ft.  6  in.  wide.  'There  will  be  one  upper  and  one  lower  berth 
in  each  compartment  each  27  in.  wide  (regular  steamer  size),  allow- 
ing a  15-iii.  dressing  space  between  berth  and  aisle.  'The  partition 
which  forms  the  compartment  is  of  the  same  material  and  is  oper- 
ated on  the  same  principle  as  a  roll  top  desk  and  is  entirely  out  of 
sight  in  the  day  time,  which  arrangement  gives  an  open  parlor  car 
with  JO  revolving  parlor  car  chairs.  'The  inside  of  Ihe  partition  is 
covered  with  handsome  tapestry,  the  window  shades  of  the  same 
material  and  the  curtains  in  Ihe  doorways  also  of  the  same,  making 
the  compartiTient  a  handsome  tapestry  room.  'The  iiMerior  decorations 
of  the.se  cars  are  of  inlaid  mahoga.ny  and  brass.  'The  smoking  room 
and  men's  toilet  are  at  one  end  and  the  ladies'  toilet  at  the  other. 
The  luinor  equipment  will  include  electric  curling  irons  for  the  use 
of  lady  passengers:  electric  cigar  lighters  in  Ihe  smoking  room; 
electric  fans  at  each  end  in  the  main  body  of  the  car  to  be  operated 
during  the  day;  electric  heaters  for  each  compartment  to  be  con- 
trolled by  the  occupant  of  the  compartment,  there  being  three  de- 
grees of  heat.  These  cars  arc  56  ft.  4  in.  long  over  all  and  will  be 
furnished  with  their  own  motors,  each  car  having  four  Ijo-h.  p.  mo- 
tors, making  (too  h.  p.  per  car,  geared  for  65  or  75  miles  per  hour. 
These  cars  will   be  painted   maroon,   which  color   llie  company  has 


JlKE  JO,    1903.] 


STREET  RAILWAY  REVIEW. 


347 


adopted  for  all  of  its  cars  in  the  fmure;  uniforms  for  the  em- 
ployes will  be  dark  green,  which  color  has  al>o  been  adopted  as, 
standard. 

The  Holland  company  has  gone  into  this  business  with  a  view  of 
giving  the  public  the  best  accommodations  that  can  be  obtained  on 
a  sleeping  car.  and  while  there  have  l)een  many  fine  and  handsome 
sleeping  cars  built  in  the  last  few  years,  it  is  believed  that  there  has 
been  nothing  bulk  that  surpasses  the  cars  which  it  is  intended  to 
inrnish  to  the  electric  roads. 

The  officers  of  the  Holland  Palace  Car  Co.  are:  Harris  F.  Hol- 
land, president;  Amos  K.  HoUowell.  vice-president;  Joseph  W. 
Selvage,  secretary  and  treasurer;  .-Knizi  L.  Wheeler,  assistant  sec- 
retary and  treasurer,  and  Judge  James  E.  McCnllough,  general  coun- 
sel, all  of  Indianapolis,  Ind. 

♦«  » 

TWO  NEW  INTERURBAN  ROADS  OUT  OF 
TOLEDO. 


Toledo,  the  northern  terminus,  has  a  population  of  131,822,  an 
increase  in  ten  years  of  61.88  per  cent;  Lima,  celeliralcd  for  its  oil 
iivitput,  has  25,cco  inhabitants;  between  Lima  and  Roundhead  is  a 
lertile  garden  spot,  known  as  Roundhead  Prairie,  and  Scioto  Marsh, 
from  which  it  is  estimated  the  road  will  receive  aniutally  3,000  car- 
loads of  vegetables,  not  to  mention  broken  lots  and  the  quantity 
that  would  be  shipped  by  e.xpress;  Indian  Lake,  about  four  miles 
north  of  Roundhead,  is  sought  by  many  during  the  duck  hunting, 
fishing  and  outing  seasons,  and  is  a  famous  place  for  summer  resorts 
and  parks ;  Bellefontainc.  where  are  located  the  13ig  Four  railroad 
shops,  has  about  7.500  population,  and  Columbus,  the  eastern  tcrnr.- 
nus  of  the  line,  has  a  popnlalion  nf  125.560,  according  to  the  censu- 
of  1900. 

The  officers  and  directors  of  the  Toledo,  Columbus,  Springfield 
&  Cincinnati  Ry.  are  as  follows:  President  and  general  manager, 
Ellis  Bartholomew  ;  secretary,  I.  N.  Covault ;  treasurer,  William  P. 
VIeston;  directors,  the  above  named  and  Dr.  S.  S.  Thorn,  S.  M. 
Finch.  J.  II.  I'orresl,  S.  C.  Heston,  E.  C.  Schincss,  T.  F.  Whitllcsey. 


1  » 

2  3 

4   B 

2 

2 

3 

4   S 

3 

2 

3 

4   8 

4 

2 

3 

4  !S 

6 

2 

3 

4 

S 

6 

2 

3 

4 

8 

7 

2 

3 

4 

8 

8 
9 

2 

3 

4 

8 

2 

3 

4  5| 

10 

2 

3 

4 

8 

11 

2 

3 

4 

8 

12 

2 

3 

4 

6 

The  People's  Rapid  I'ransit  Railway  Co..  of  Toledo,  is  making 
rapid  progress  in  construction  of  its  road  between  Toledo  and  Cin- 
cinnati and  expects  to  have  it  in  operation  before  1904.  Fully  go 
per  cent  of  its  line  between  Napoleon  and  Defiance,  O.,  a  little  more 
than  17  miles,  is  completed  and  the  section  between  Toledo  and 
Greenville  is  nearly  finished,  also.  There  will  be  hut  few  curves  and 
at  no  point  on  the  line  will  there  be  a  grade  of  more  than  one  per 
cent,  and  there  are  not  more  than  six 
places  where  the  grade  will  be  as  great 
as  that;  with  those  e.xceptions  the  grades 
will  not  exceed  4  in.  to  8  in.  to  the  100 
ft.,  even  where  the  country  is  liroken. 
For  almost  the  entire  distance  the  road 
will  be  practically  level  and  is  being 
conslruited  14  ft.  wide,  with  slope  of 
emljankment  of  lJ<J  to  I.  The  company 
owns  its  private  right  of  way,  which  is 
32  ft.  in  width.  It  will  run  through  ves- 
tibule cars;  also  local,  mail,  express,  bag- 
gage and  freight  cars. 

The  People's  Rapid  Transit  Railway 
Co.  was  incorporated  with  a  capital  of 
$500,000,  which  it  is  intended  to  increase 
lo  $5,500,000,  to  build  from  Toledo 
through   Napoleon,   Defiance,    Paulding. 

Van  Wert,  Celina.  Greenville.  Eaton  and  llamikon  to  Cincinnati. 
Part  of  the  route  lies  through  a  very  rich  oil  field.  It  will  have  a 
total  mileage  of  220  miles  touching  56  cities,  towns  and  villages,  hav- 
ing an  average  population  of  15,000  persons,  while  the  territory  to  be 
served  has  a  population  of  700,000,  an  average  of  3,170  per  mile.  The 
average  distance  between  the  cities,  towns  and  villages  en  route  is  3% 
mile.s.  It  is  interesting  to  note  that  there  are  points  along  the  road 
now  requiring  a  day  to  make  that  can  be  made  in  a  few  hours  when 
the  new  road  is  in  operation. 

The  officers  and  directors  of  the  People's  Ka|iiil  Iransil  Railway 
Co.  arc:  President  and  general  manager,  J.  Morgan;  first  vice- 
president,  W.  P.  Heslon ;  second  vice-president,  W.  H.  Penncll ; 
secretary,  L.  J.  Weadock ;  treasurer,  Adam  Burger;  executive  com- 
mittee, Messrs.  Morgan,  Burger,  Heston  and  Weadock  and  T.  M. 
l-'rancy ;  directors,  the  foregoing  and  A.  Merkley,  George  Bloodharl, 
O.  K,  Dickerson,  T.  J.  Iloslclter  and  John  C.  Dieh! 

'Ilic  Toledo,  Columbus,  Springfield  &  Cincinnati  Ry.,  which  is 
being  built  by  the  United  States  Construction  Co.,  of  Toledo,  was 
organized  to  connect  Toledo,  Lima,  Indian  Lake.  Bellefontaine  anrl 
Columbus,  a  distance  of  r40  miles,  and  as  a  whole  it  has  no  coin- 
pcling  lines.  That  portion  of  the  road  near  Lima,  O.,  is  ncaring 
completion.  It  is  the  intention  of  the  company  lo  run  through, 
vrstilnile  cars,  as  well  as  local  passenger,  freight  and  express  cars, 
and  it  will  also  carry  mail.  It  is  planned  to  make  this  one  of  the 
l«st  outlets  from  Columbus  to  the  north  and  northwest,  connecting 
with  lines  to  Chicago  and  passing  through  many  good  business  towns 
on  ils  route. 

The  rolling  sUKk  c(|uipmenl  for  the  section  of  the  road  being 
constructed  l>clwecn  Lima  and  Bellefontainc  will  include  eight  dosed- 
liody  passenger  coaches,  52  ft.  6  in.  long,  equipped  with  four  55-h.  p. 
luiitorB,  electric  hradliglils,  electric  Iiealers  and  air  brakes;  one  bag- 
gage, freiglil  and  express  car.  with  similar  HiuijinKut,  and  four  14 
liencli  open  cirs  to  be  used  as  trailers. 


NEW  TRANSFER  TICKET. 


t)n  June  ist  ihe  Washington  Railway  &  Electric  Co.  of  Washing- 
ton, n.  C..  put  into  use  a  new  style  of  transfer  ticket  which  has  one 
entirely   unique  feature.     The  ticket,  which   is   illustrated   herewith. 


IDQDDI 
■□□□□I 
IDQE3DI 
IDGEJDI 
IDQEIDI 

IDBEinE 
IDElEiaE 
IDQEIQE 

inuu\ 


JAN. 
FEB. 
MAR. 
APR. 
MAY 
JUNE 
JULY 
AUG. 

SEPT. 
OCT. 
NOV. 
DEC. 

COLUMBIA 

LINE 

TRANSFER- 

-( ;Mod  only  ou  tirst  con- 
tdT  time  cancelled,  at 
ition    and  in  direction 
)ject  to  nilesofthis  Com- 
^yM.  F.  HAM,  Treasurer 
mit.  Frtt.  Ann.  iiit.  l**^'^                        ' 

4650 

Tran;-t.r  J  in 
punched.  Su 
paijy. 

i^letltiian  Tiltic-L 

i 

iA 

? 
•3S. 

^ 

i 

«  1  ^ 

m  1  ¥ 

Is 

0 

5=1 

k 

pa 

=             CO 

!z; 

9T         PP 

oS 

C  '^ 

?5 

W.\SHINi;TON  D.  C.  TRANSFKR  ticket.    {FULL,  SI/.E.l 


consists  of  a  body-portion  and  two  detaclialilc  coupons,  one  coupon 
light  and  the  other  dark,  indicating  respectively  ante  and  post- 
meridian. When  the  ticket  is  to  be  used  in  the  forenoon,  the  p.  m. 
coupon  is  detached ;  when  used  in  the  afternoon,  the  a.  m.  coupon 
is  detached.  The  appearance  of  the  transfer  when  the  a.  m.  coupon 
is  detached  is  very  diflferent  from  ils  appearance  when  llu-  p,  m. 
coupon  is  detached,  and  it  is  in  this  marked  difference  of  the  ap- 
pearance of  the  a.  m.  and  p.  ni.  Irinsfers  that  the  value  of  the  ticket 
exists,  as  the  conductor  to  whom  it  is  presented  can  tell  at  a 
glance  whether  it  is  good  for  llie   forenoon  or  for  the  afternoon. 

The  a.  m.  coupon  is  next  to  Ihe  stub  of  the  pad.  When  the  ticket 
is  to  Iw  used  in  the  forenoon,  the  conductor  detaches  the  afternoon 
c<iupon  preferably  at  ihe  beginning  of  each  trip  when  it  can  be  done 
by  him  wilhout  inconvenience  or  loss  of  lime.  When  the  ticket  is 
lo  lie  iistd  in  tile  afleriiiKin.  the  a.  m.  coupon  is  allowed  lo  remain 
oil  the  stub  of  the  p.icl,  thereby  causing  no  more  inconvenience  to 
the  conductor  than  with  the  ordinary  transfer. 

'The  simplicity  of  llie  ticket  is  such  as  to  recommend  it  tu  any 
practical  railroad  man;  the  fact  of  its  being  good  in  the  forenoon  or 
the  afternoon  is  settled  once  for  all.  'The  conductor  issuing  the 
transfer  cannot  possibly  make  a  mistake,  the  person  accepting  it  can 
see  withonl  any  trouble  that  it  is  correct,  the  conductor  receiving  il 
can  tell  with  the  merest  glance  whether  it  is  good  for  the  forenoon 
or  the  afternoon,  and  the  counter  in  the  office  is  relieved  of  the 
examination  of  the  ticket  lo  this  extent.  'The  rest  of  the  ticket  by 
the  elimiiialion  of  the  cuslonuiry  light  aiul  dark  [ilaces  for  designat- 
ing a.  m.  and  ]>.  in.  respectively,  becomes  a  great  deal  plainer  than 
before,  making  the  liability  of  error  in  pinuhiiiK  in  olhii  respects 
much  less. 

Street  railway  men  realize  tli.it  conductor^  ofliii  f.iil  to  carefully 
examine  transfer  tickets  offered  lo  them,  and  that  at  limes  such  an 
exaniinalion    i-.    practically    iiiqiossible,    partieiil.irly    in    nisli    hours; 


.MS 


STREET  RAILWAY  REVIEW. 


[\uL.  XII 1,  N..  6. 


.nlso  that  l>ccaii«c  of  the  chance  of  mistake  in  purchasing  the  liclccls 
when  issued  men  must  use  nuich  discretion  in  .iccepling  improperly 
punched  tickets.  This  new  transfer  is  certainly  a  marked  improve- 
ment in  providing  a  simple  means  of  distinguishing  forenoon  tickets 
from  afternoon  tickets.  Two  aintscs  which  it  should  Iw  cfTective  in 
restricting  arc  holding  of  morning  transfers  hy  the  public  for  after- 
noon use,  and  the  trading  in  transfers  by  conductors. 

This  transfer  was  invented  and  has  tieen  patented  by  Mr.  W.  V. 
Ham,  comptroller  of  the  Washington  Railway  &  Electric  Co.,  and 
while  he  is  inclined  to  be  conservative  and  await  the  actual  results 
from  the  use  of  the  ticket,  still  he  Iwlieves  it  to  be  a  step  in  the 
right  direction.  While  not  claiming  it  is  a  cure  for  all  the  evils 
attendant  upon  the  misuse  of  transfers,  he  thinks  it  a  good  thing 
so  far  as  it  goes,  and  believes  that  by  making  the  difference  so 
plain  between  the  morning  and  evening  transfer,  it  is  a  marked 
improvement  over  anything  now  in  use.  .^ny  time  limit  can  be 
used  on  the  ticket  and  furthermore,  the  a.  m.  and  p.  m.  coupons 
can  be  distinguished,  if  preferred,  by  the  use  of  these  letters  printed 
separately  over  the  face  of  the  coupon  instc.id  of  having  one  coupon 
light  and  the  other  dark. 

NEW  POSTER  OF  THE  INTERNATIONAL 
RAILWAY    CO. 


For  some  years  it  has  been  the  practice  of  the  International  Rail- 
way Co.,  of  Buffalo,  to  divert  special  attention  to  the  yellow  cars 
that  run  from  Buffalo  to  Niagara-Falls,  by  means  of  artistic  posters 
in  colors,  which  are  hung  in  the  windows  of  all  cars  belonging  to 
the  company,  and  also  in  other  conspicuous  public  places  in  the 
city  and  suburbs. 

Two  of  the  posters  which  have  been  used  for  this  purpose  in 
previous  years  were  reprcxluced  in  the  Pan-American  issue  of  the 
"Review"  for  June  i-,.  igoi,  page  342.  One  of  these  represented  a 
tall,  gaunt  tourist  with  a  yellow  car  carefully  stowed  under  his  arm, 
and  across  the  top  of  the  poster  the  words  "Take  the  yellow  car 
to  Niagara  Falls."     The  other  poster  showed  a  fashionably  dressed 


TAKE  THE  YELLOW 
CA.R 


NIAGARA 
FALLS 


ROUNDJRIR 


5^< 


NEW  BUKFALO  POSTKK. 

maiden  dashing  hastily  toward  the  chrome  colored  car  labeled  "To 
Niagara  Falls." 

This  year  the  general  passenger  agent,  Mr.  J.  E.  Stephenson,  of 
ihc  International  Railway  Co.,  hit  upon  the  original  scheme  of  is- 
suing a  colored  poster  bearing  the  figure  of  a  uniformed  employe 
pointing  to  a  yellow  car  as  if  directing  passengers  to  "Take  Ihc 
yellow  car  to  Niagara  Falls."  The  poster  is  a  particularly  forcible 
one,  as  the  picture  of  the  employe  is  a  faithful  representation  of 
Thomas  Sellers,  who  has  been  in  the  employ  of  the  Buffalo  com- 
panies for  21  years,  and  who  for  the  past  it  years  has  been  sta- 
tioned at  the  central  transfer  point  at  the  corner  of  Main  and 
Exchange  Sts.,  starting  the  cars  and  directing  people  as  to  which 


car  they  should  lake  in  order  to  land  nearest  to  the  place  they  de- 
sire to  reach. 

"Colonel"  Sellers,  as  he  is  called,  is  a  familiar  figure  to  every 
one  who  has  spent  much  time  in  Buffalo,  and  this  picture  of  him 
in  characteristic  pose  is  particularly  a|>rii|His  for  use  as  a  feature 
of  the  electric  railway  service  by  which  Buffalo  and  its  outlying 
suburbs  arc  so  closely  knit  together. 

.♦•♦. 
MUD  GUARDS  FOR  CAR  TRUCKS. 


The  accompanying  illustration  shows  a  mud  and  water  guard 
ilcsigned  by  Mr.  Thomas  Farmer,  superintenelent  of  motive  power 
of  till'   D.tniii    I'niti-d    Kv  .   which    has  been   in   use   on   the  cars  of 


.ML'l)  AND  WATEK  laAKI). 

this  company  for  some  lime.  The  guards  are  about  IJ  in.  long 
and  7  in.  wide  and  are  punched  out  of  sheet  steel  '/g  in.  thick. 
These  are  bolted  onto  the  side  bars  of  the  truck  by  means  of  two 
bolts  which  extend  down  through  clamping  plates  beneath  the  bars, 
as  shown,  thus  holding  the  guards  securely  in  position  so  that  they 
do  not  come  into  contact  with  the  wheels.  One  of  these  guards  is 
placed  behind  each  of  the  car  wheels  and  all  mud  and  water  thrown 
up  by  the  wheels  is  caught  on  the  guards  and  drops  back  into  the 
street,  and  Mr.  Farmer  states  that  they  have  proved  very  effective 
in  preventing  troubles  with  motors  and  trucks  due  to  water  and  dirt. 
The  guards  cost  about  12  cents  to  make  in  large  quantities  and 
with  bolts  weigh  about  4'.  lb.  each. 

*  »  » 

STREET  RAILWAY  ADVERTISING  IN  VIR- 
GINIA. 

"Street  Railway  Chat"  is  the  title  of  a  weekly  bulletin  issued  by 
the  Norfolk,  Portsmouth  &  Newport  News  Railway  Co.,  of  Port 
Norfolk,  Va.  It  is  a  paper  folder,  8  pages,  2}i  x  61 4  in.,  each  pag- 
being  devoted  to  some  outing  or  entertainment  feature,  or  line 
schedule.  The  title  page  is  adorned  with  a  half-tone  likeness  of  one 
of  the  players  at  the  company's  Casino  Theater  at  Buckroc  Beach 
The  back  page  of  "Chat"  for  the  week  of  May  25.  1903,  was  printed 
in  large  type,  in  red,  and  announced  Ihc  formal  opening  of  Ocean 
View  Hotel  and  Cafe  on  Memorial  Day.  .\nolher  page  detailed  tiic 
plans  for  opening  Buckroc  Beach  theater  June  ist,  with  instructions 
regarding  transportation.  Another  page  treated  of  the  "epicurean 
greatness"  of  the  Ocean  View  Cafe,  stating  that  the  management 
had  arranged  to  have  fish  and  crabs  taken  direct  from  the  water 
to  the  kitchen  and  prepared  for  the  table,  first  showing  the  patrons 
his  order  alive,  if  desired.  The  closing  of  the  season  at  the  Granby 
Theater  occupied  one  page;  the  Decoration  Day  program  at  the 
Hampton  Soldiers'  Home  another;  summer  schedules  of  the  Ocean 
View  and  Old  Point  division  of  the  Norfolk  Railway  &  Light  Co., 
another,  and  current  attractions  at  the  theater  and  Hampton  Roads 
Driving  Park  completed  the  list  of  contents.  Altogether  it  is  a 
useful  collection  of  information  for  both  residents  and  transients. 


The  Twin  City  Rapid  Transit  Co.  is  erecting  a  brick  and  stone 
building,  80  X  150  ft.,  corner  of  Hennepin  Ave.,  and  nth  St.,  Minne- 
apolis, to  be  used  as  an  office  and  a  branch  power  house.  It  will 
cost  $90,000,  exclusive  of  machinery. 


Jl  NE  20,    1903.] 


STREET  RAILWAY  REVIEW. 


349 


INSTRUCTIONS  REGARDING  TRACK  WORK. 


■  By  courtesy  of  Mr.  John  Kerwin,  superintendent  of  tracks  for 
the  Detroit  United  Ry.,  we  are  enabled  to  print  the  following 
extract  from  the  book  of  instructions  adopted  by  the  track  depart- 
ment of  that  company.  The  instructions  give  full  information  as 
to  the  care  and  repair  of  track  and  roadbed  on  both  citv  and 
interurban  lines  and  will  be  found  suggestive  to  other  track  engi- 
neers and   superintendents. 

Foremen  of  repairs  will  have  charge  of  a  section  of  roodway, 
generally  from  7  to  10  miles,  marked  by  a  stake  at  each  end  of 
the  section.  For  the  safety  and  good  condition  of  this  part  of  the 
roadway,  the  foreman  is  held  responsible.  The  number  of  men 
he  may  employ,  will  be  designated  to  him  by  the  roadmaster  from 
time  to  time,  and  the  foreman  may  discharge  from  such  employ, 
any  man  he  finds  incompetent  or  insubordinate.  The  fact  and 
occasion  of  such  discharge  must  be  communicated  to  the  road- 
master  at  once. 

Address  of  Section  Men. 

Foremen  of  repairs  will  at  all  times  keep  posted  in  the  tele- 
phone booth  and  ticket  office  nearest  their  headquarters,  the  names 
of  themselves  and  their  men,  and  also  the  address  of  each,  so  that 
the  force  can  be  summoned  at  any  time. 

Bracing  or  Shimming  Track. 
The  shimming  of  track  to  preserve  its  good  surface,  will  be 
allowed  only  in  winter  weather,  unless  otherwise  ordered  by  the 
roadmaster.  Foremen  arc  directed  to  use  shims  up  to  i  in.  in 
thickness  if  necessary,  rather  than  to  adze  down  ties  which  have 
heaved.  Foremen  are  directed  to  give  as  prompt  notice  as  possible 
to  the  roadmaster,  of  the  use  or  of  the  necessity  to  use  shims  of 
greater  thickness  than  i  in,,  and  in  such  notice  to  mention  the 
location  and  approximate  number  of  such  shims.  Foremen  are 
directed  to  be  very  particular  to  secure  a  uniform  bearing  on  all 
shims  used,  both  on  rail  and  on  tie.  White  oak  shims  8  in.  long 
and  4  in.  wide,  are  to  i.e  used,  and  they  are  to  be  driven  under 
the  rail  from  the  outside.  Shims  }i  in.  thick  and  over  on  straight 
track,  and  '/i.  in.  thick  and  over,  on  either  rail  on  curve,  must 
be  accompanied  by  wooden  rail  brace,  extending  at  least  i  ft.  from 
the  neck  of  the  rail  and  securely  held  by  spike. 

Care  of  Guard  Rails. 

Foremen  of  repairs  are  instructed  to  make  a  critical  inspection 
of  all  main  line  frogs  three  times  a  week.  Guard  rail  braces 
holding  either  guard  rails  or  loose  wing  of  guard  rail  frogs 
must  be  maintained  in  proper  position.  The  flanges  at  guard 
rails  must  be  maintained  at  lyi  in.  unless  otherwise  designated  by 
roadmaster.  The  loose  wings  of  spring  rail  frogs  must  shut  tight 
against  frog  points,  and  must  move  freely  through  the  stop  box. 
Occasional  driving  back  of  the  loose  wing  may  be  required  to 
secure  such  free  movement.  The  nuts  of  bolted  frogs  must  be 
kept  tight.  If  the  rivets  of  frog  joints  or  bolts  become  loose,  sucli 
looseness  of  parts  must  be  reported  to  roadmaster.  If  the  wing, 
rails,  joints  or  other  parts  of  the  frog  become  worn  .so  much  as  to 
cause  rough  riding  on  main  track,  or  be  in  any  degree  unsafe  on 
main  track,  this  condition  must  be  reported  to  the  roadmaster,  who 
will  determine  the  necessity  for  removal.  A  broken  wing  rail  is 
equivalent  to  any  other  rail  in  track  and  demands  immediate 
removal  of  frogs. 

Cutting  of  Grass,   Etc. 

Foremen  of  repairs  arc  instructed  to  cut  all  grass,  weeds,  and 
other  undergrowth  upon  their  sections,  beginning  such  work  July 
rst  of  each  year,  unless  otherwise  instructed  by  the  roadmaster, 
and  making  such  work  the  principal  occupation  until  it  has  been 
completed.  The  rubbish  when  dried  is  to  be  burnt  under  the 
supervision  of  the  foreman,  who  is  cautioned  to  do  such  work 
of  burning  with  the  greatest  care  to  prevent  damage  to  property. 

Reports  of  Derailment. 

Foremen  of  track  work  arc  instructed  to  make  a  written  report 
of  any  derailment  of  a  car  occurring  within  the  territory  of  which 
they  have  charge.  Full  details  of  the  accident  arc  to  be  given,  and 
in  giving  such  details,  foremen  arc  cautioned  to  slate  only  facts, 
and  not  to  color  the  facts  by  their  wish  to  escape  censure  in 
regard  to  the  condition  of  track  or  appliance  which  arc  in  their 
care.  This  report  is  to  be  made  with  ink,  and  sent  lo  the  road- 
master, as  soon  after  the  accident  as  possible. 

(The  "derailment"  report  blank  adopted  by  the  company  is  7% 


.X4J4  in.,  and  has  blanks  for  the  following  information;  "Division"; 
"Date,"  "car  number,"  "place  of  derailment,"  "time  derailed,"  "time 
replaced,"  "time  lost,"  and  "cause  of  derailment."  The  blank  is 
made  out  by  the  section  foreman  and  countersigned  by  the  road- 
master. This  report  is  not  for  the  operating  department  but  is 
intended  solely  for  the  protection  of  the  track  department,  inas- 
much as  the  track  department  is  held  responsible  for  derailments 
due  to  defects  in  the  track  or  roadbed.  The  blank  enables  the  track 
superintendent  to  inform  himself  regarding  all  the  facts  in  the 
case  and  if  the  derailment  is  actually  due  to  negligence  in  his 
department  to  institute  an  investigation  for  the  purpose  of  properly 
placing  the   responsibility.) 

Reports  of  Personal  Injury. 
In  case  of  any  accident  resulting  in  injury  to  employes  or  others, 
foremen  of  track  work  are  instructed  to  telephone  the  facts  briefly 
at  once  to  the  track  department  office  and  to  the  roadmaster,  even 
if  the  injury  is  apparently  of  little  importance.  All  information 
necessary  to  a  complete  knowledge  of  the  case  must  be  given  on 
blank  form  specially  prepared  to  cover  the  case  of  each  individual 
injured. 

Reports  of  Stock  Killed  or  Injured. 

When  stock  of  any  description  has  been  killed  or  injured  by  a 
passing  car,  or  from  any  cause  connected  with  the  operation  of  the 
railroad,  the  foreman  of  the  section  on  which  the  accident  occurred, 
will  immediately  obtain  all  information  possible  in  connection  there- 
with, and  make  a  full  report  of  the  same  in  ink  upon  the  blank 
form  provided  for  the  purpose.  This  report  must  immediately  be 
sent  to  the  roadmaster. 

Care  of  Spikes. 

Foremen  of  repairs  are  instructed  to  keep  all  ties  full  spiked. 
The  spike  must  be  driven  square  through  the  top  surface  of  the  tie, 
and  this  square  driving  will  be  accomplished  only  by  strict  watch- 
fulness on  the  part  of  the  foremen.  The  last  blow  which  springs 
the  head  of  the  spike  to  the  rail,  must  be  given  lightly  so  as  not 
to  injure  cither  spike  or  rail.  If  a  spike  is  not  brought  up  to  flange 
of  rail,  or  is  twisted  round  so  as  to  touch  the  flange  only  with  the 
edge,  it  is  to  be  drawn  and  redriven.  When  a  spike  has  to  be 
redriven,  the  hole  made  by  the  first  entry  of  the  spike  must  be 
blocked,  if  the  tie  is  in  a  state  of  reasonable  preservation ;  blocks 
for  such  purpose  will  be  furnished  by  the  roadmaster  on  demand. 
The  spikes  on  the  inner  side  of  each,  rail,  rpust  be  opposite,  and 
the  spikes  on  the  outer  side  of  each  rail  must  he  opposite,  and 
staggered  at  least  3  in.  from  the  position  of  the  inner  spikes,  pro- 
vided such  amount  of  stagger  will  leave  both  spikes  2  in.  or  more 
from  the  edge  of  sound  timber  in  the  tie.  One  obvious  exception 
to  this  requirement  of  stagger  in  spiking,  is  at  joints  where  angle 
plates  are  used.  Spikes  arc  to  be  driven  through  all  slots  of  angle 
plates  except  on  bridges.  On  bridges  the  spikes  at  joints  are  not 
to  touch  the  end  of  the  angle  plalc,  but  they  arc  to  be  as  far  from 
the  slots  as  the  tie  will  allow,  leaving  freedom  of  movement  for 
the  rail  lengthwise.  .Ml  bent  spikes  suitable  for  redriving  must 
be  straightened.  Il  will  be  found  that  the  heads  of  .spikes  will 
break  off  sharp  during  the  winter  months.  The  stubs  are  not 
equivalent  to  spikes,  and  are  to  be  driven  flush  with  tie,  and 
replaced  with  new  spikes.  The  spikes  are  to  be  driven  so  that 
the  heads  arc  in  contact  with  the  flange  of  the  rail. 

Line  of  Track. 

Foremen  of  repairs  arc  instructed  In  keep  tlicir  track  in  the 
best  possible  line.  Track  cannot  be  maintained  in  good  line,  unless 
the  surface  is  reasonable  good,  and  the  finer  points  of  lining  must 
follow  surfacing  slakes,  which  may  be  given  to  establish  a  line  of 
track  and  which  niusi  he  carefully  preserved;  the  accidental  dis- 
turbance of  such  a  slake  or  monument  must  be  immediately  reported 
to  roadmaster.  When  ballast  in  track  is  lo  he  moved  to  conform 
to  the  line  as  given  by  stakes,  the  ballast  in  the  vicinity  of  stakes 
is  to  be  removed  lo  the  level  of  the  bottom  of  the  lie,  .so  that  the 
stake  shall  not  be  disUirbed  by  ballast  moving  with  the  ties.  When- 
c\'er  the  line  of  track  is  in  any  way  impaired,  by  accidcpt  or  by 
work  done  on  the  track,  il  must  be  rclincd  at  once.  Track  which 
has  been  surfaceil  during  Ihc  day,  must  be  left  at  night  in  perfect 
line. 

Special    Duly    During   .Storms. 

In  case  of  severe  storms  or  violent  winds,  fnrcimn  nf  repairs 
arr  requested  lo  make  examination  and  see  that  all  is  safe.  This 
examination  must  be  made  during  the  storm,  whether  it  occurs  at 


.A5»» 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No  6. 


nigh>.  on  Siimlay  or  on  other  days,  and  the  ainuuni  u(  iinic  con- 
sumed in  such  examination  and  consequent  extra  %vurk,  must  b< 
reported  at  once  to  the  roadmastcr. 

Care  of  Supplies. 

Foretncn  or  otlior  employes  of  the  track  department,  arc  not 
authorized  to  lend,  sell  or  give  away,  any  tools  or  material,  new 
or  old,  belonging  to  this  company.  Foremen  eif  track  work  must 
be  careful  to  prevent  the  theft  of  any  material  or  disfigurement  or 
damageto  any  structure  or  grounds  belonging  to  this  company,  anil 
must  do  all  in  their  power  lo  secure  the  punishment  of  any  such 
damage  or  theft. 

.•\t  the  end  of  every  month  each  section  foreman  is  reijuircd  lo 
fill  out  a  blank  showing  just  how  many  of  each  kind  of  tool  he 
has  on  hand,  and  to  whom  tools  have  been  transferred  during  the 
month.  The  blank  is  20  in.  long  and  down  one  column  arc  printed 
the  names,  arranged  alphabetically,  of  all  the  track  tools  used  by 
the  company,  beginning  with  ad/o,  ad/.c  handles  and  axe  bandies, 
and  running  down  the  entire  list  to  wheel  barrows,  water  pails 
and  wrenches. 

Care  of  Switches. 

Foremen  of  repairs  are  instructed  to  make  a  critical  inspection 
of  all  main  line  switches  three  limes  a  week.  Switch  rods  must 
be  adjusted  so  that  the  point  shuts  tight  against  the  stock  rail 
through  tlie  length  of  planing  of  the  point.  The  gage  at  the  point 
is  to  l)c  maintained  at  just  4  ft.  8^  in.  unless  by  specific  instruc- 
tions l)y  the  roadmastcr. 

lamping  of  Ties. 

The  lamping  of  ties  is  to  extend  throughout  the  length  of  the 
tic.  If  the  character  of  the  ballast  admits  of  using  tamping  bars, 
the  men  using  them  arc  to  stand  opposite  each  other  and  strike 
the  ballast  at  the  same  time.  Shovel  tamping  is  permitted  only  in 
case  of  a  general  lift  of  3  in.  or  over  of  any  kind  of  material. 

Testing  the  Conditions  of  Tics. 
On  Siiitcmbcr  ist  of  each  year  the  foremen  of  repairs  are  in- 
structed to  send  to  the  roadmastcr  estimates  of  the  number  and 
kind  of  ties  required  for  lie  renewal  for  the  next  year,  stating  in 
such  estimates  the  number  of  ties  tested  on  their  sections,  which 
may  be  applied  in  such  renewal.  When  the  ties  are  received,  fore- 
men of  repairs  arc  instructed  to  pile  them  evenly  along  the  side 
track,  and  as  time  can  be  spared,  arc  to  see  that  the  bark  is  rcinoved 
.•"nd  bnriit.     No  tie  with  bark  on  is  to  be  put  under  tracks. 

Use  of  Track  Levels.      (Level   Should  be  Tested   Kvery   Morning.) 

The  test  of  the  level  is  to  be  made  by  placing  the  board  on  the 
rails  square  to  the  line  of  the  track,  and  bringing  the  center  of  the 
bubble  to  the  center  mark  on  the  glass,  by  a  shim  if  necessary. 
When  in  this  first  position  of  the  board,  the  bubble  has  been  found 
to  be  or  has  been  brought  to  be  in  the  center  of  the  glass,  the  board 
is  to  be  turned  end  for  end  and  put  on  the  same  supports  as  before. 
If  in  this  last  position  of  the  board  the  center  of  the  bubble  stands 
at  the  center  mark  of  the  glass,  the  level  is  correct ;  but,  if  the 
bubble  fails  to  do  so,  the  level  is  out  of  order,  and  must  be  sent 
to  the  roadmastcr  for  repairs. 

Weakness  of  Bridges. 

Foremen  of  rejjairs  are  instructed  lo  watch  closely  the  condition 
of  all  bridges,  culverts  and  other  openings  in  and  under  the  road- 
way. In  case  any  weakness  of  these  structures  is  discovered,  such 
weakness  is  to  be  reported  at  once  to  the  roadinastcr.  They  are 
further  .instructed  to  keep  the  nuts  tight  on  all  packing  behind 
timber,  and  other  bolts  in  the  floor  sy.stem  of  bridges,  and  to 
report  any  looseness,  shaking  or  rattling,  of  rods,  rivets,  and  other 
parts  of  such  structures.  They  arc  also  instructed  to  keep  the 
expansion  rollers  under  the  front  ends  of  iron  bridges  free  from 
gravel,  cinders  and  other  obstructions.  They  must  sec  that  all 
bridge  culverts  and  drainage  pipes  are  kept  free  froin  drift  wood 
or  other  obstructions. 

Creeping  of  Rail. 

Foremen  of  repairs  are  instructed  to  watch  closely  the  creeping 
of  track  on  grades,  also  tracks  under  one  way  of  all  traffic.  If  this 
creeping  is  frequent  and  of  any  considerable  amount,  special  instruc- 
tions as  to  the  treatment  of  that  part  of  the  track  arc  to  be  sought 
from  the  roadmastcr. 

l^sc  of  1  landcars. 

Handcars  must  nut  be  left  standing  on  highway  or  private  cross- 
ing, except    for  the  purpose  of  letting  cars  pass.     Section   foremen 


must  not  leave  their  handcars  standing  upon  duidile  or  '■ingle  main 
track,  while  their  men  arc  working  on  track.  When  two  or  more 
handcars  are  running  in  the  same  direcli<m,  they  must  keep  at' 
least  two  telephone  pules  apart.  No  one  except  employes  will  lie 
allowed  to  ride  on  handcars. 

Bonding  on    Suburban    Railways. 

The  principle  of  bonding  is  to  make  all  rails  continuous  from 
the  extreme  ends  of  all  lines  to  the  power  house.  In  so  doing  you 
will  find  a  great  many  minor  details,  which  must  he  observed  in 
every  particular.  There  arc  practically  three  conditions  to  he  ob- 
tained, first:  mechanical  strength:  second,  electrical  contact  or  con- 
ductivity, and  third,  protection  of  Ixind  from  injury  and  from  theft. 
.\ny  points  whereby  you  can  lietter  these  three  conditions  must  be 
carefully  attended  to,  remembering  thai  for  successful  operation 
the  "rail  circuit"  is  just  as  important  as  the  trolley  wires. 

Foremen  of  Repairs  arc  Instructed  as   Follows : 

In  first  starting  your  lionding  be  careful  in  selecting  your  drills. 
See  that  bond-head  is  a  good  driving  fit  in  the  holes  and  constantly 
wa;ch  your  drills  to  see  that  they  are  not  cutting  large  on  account 
of  being  rcground.  The  bond-head  and  bole  in  rail  must  be  thor- 
oughly cleaned  with  sand  or  emery  paper  before  driving.  Drive 
bond  square  and  see  that  it  is  completely  up  to  its  shoulder. 

All  bond  wires  must  have  a  small  amount  of  slack  between  heads, 
to  allow  for  expansion  and  contraction  of  rails. 

If  you  are  to  use  the  Fig.  8  bond,  drive  pin  into  head  so  that  it 
is  flush  with  outside  shoulder.  Paint  all  Irond  heads  with  a  suit- 
able protective  paint  which  will  be  furnished  you  by  roadmastcr. 

Great  care  should  be  exercised  in  all  special  work,  such  as: 
Switch  points,  diamonds,  frogs,  and  especially  split  switches  and 
derailing  devices  (which  cause  an  opening  in  the  track  circuit). 
These  places  should  be  connected  with  at  least  4-0  copper  wires, 
extending  over  the  complete  distance  of  any  points  that  are  mov- 
able or  liable  to  heavy  jars,  etc. 

In  making  these  long  leads  of  wires  around  special  work,  always 
use  at  least  two  bond  beads  soldered  lo  your  continuous  wires. 
These  bond  heads  should  be  placed  back,  at  least  36  in.  from  end  of 
rail  to  eliminate  the  constant  vibration  caused  by  pounding  over 
joints. 

.-\11  joints  must  be  thoroughly  wrapped  with  No.  14  bare  copper 
wrapping  wire  and  soldered  in  a  mechanical  manner,  letting  the 
solder  run  through  the  joint.  .After  soldering  carefully,  wipe  all 
acid  from  joint  and  paint  with  your  protective  paint.  This  is  to 
protect  your  work  and  neutralize  the  effects  of  the  acid.  .Any 
arching  or  heating  of  joint  is  wrong  and  .should  be  corrected  imme- 
diately. If  at  times  you  receive  slight  shocks  from  rail  10  earth 
or  from  rail  to  rail,  look  for  your  trouble  in  insufficient  bonds.  This 
is  an  extreme  case  and  should  receive  immediate  attention. 

Never  open  a  circuit  which  has  been  in  use  without  giving  notice 
to  the  superintendent,  or  whoever  is  in  charge,  of  your  intention 
to  do  so,  and  at  the  same  time  reriucst  that  the  same  line  be  opened 
at  the  main  station,  and  kept  open  until  you  have  given  notice  that 
work  on  that  line  has  been  cotnplcted. 

■  If  in  case  a  broken  trolley  wire  comes  tn  your  noiicc.  immedi- 
ately clear  it  from  the  rail  or  earth.  In  doing  .so  stand  on  a  dry 
wooden  surface  of  any  kind:  if  such  is  not  at  band,  a  shovel  or 
pike  handle,  your  coat  or  hat  if  dry  may  be  used.  If  you  have 
a  lead  line  or  rope,  "kink"  wires  and  fasten  rope  to  it  so  you  can 
swing  it  clear  by  snubbing  it  to  nearby  pole,  tree  or  span  wire. 
Immediately  report  atiy  trouble  of  this  nature  to  dispatching  office 
giving  exact  location  and  line  if  possible,  and  always  station  a 
man  to  slay  with  wires  until  trouble  men  arrive,  which  then  relieves 
you  of  all  responsibility. 


A  MOSQUITO  STORY. 


.\n  "interesting  if  trin;"  press  dispatch  from  New  York  under 
date  of  June  2d  reads  as  follows:  Mo.squitoes  stopped  a  car  of 
the  New  Brunswick-Dunellen.  N.  J.,  line  Saturday  night.  John 
Olbey.  the  motorman,  was  blinded  by  the  swarm  anil  he  shut  off  the 
power.  Passengers  on  the  car  declare  the  swarm  was  as  thick  as  one 
of  bees,  the  insects  making  a  .solid  mass  in  the  air.  They  invaded 
the  car  and  the  iiasscngers  deserted  it.  .As  soon  as  the  motorman 
got  the  pests  nut  of  his  eyes  he  started  the  car  and  the  breeze  soon 
carried  away  the  mosquitoes. 


JiNE  JO.  \>yoi.] 


STREET  RAILWAY  REVIEW. 


351 


Street  Railway  Park  Development. — VIL 


MONARCH   P.\RK.  OIL  CITY.  PA. 

The  Citizens'  Traction  Co.,  of  Oil  City.  F'a..  anticipates  a  very 
successful  season  at  Monarch  Park,  an  e.xtremeiy  attractive  resort. 
which  was  briefly  described  in  the  "Review"  for  September,  igoj. 
This  park  is  midway  l)etween  Oil  City  and  Franklin,  Pa.,  being  five 
miles  from  each  place.  .-Mready  the  company  has  booked  a  nunilier 
of  large  picnics  and  excursions  from  outside  towns.  Monarch  I'z'.k 
is  in  reality  a  summer  resort,  for  its  beautiful  scenery  and  delightfi:! 
location  have  led  a  number  of  persons  from  the  two  cities  to  build 
cottages  on  the  grounds  and   reside   (here  during  the  heated  term. 


the  railway  company,  every  street  railway  that  has  a  park  should 
own  its  merry-go-round,  for  it  is  a  source  of  great  revenue,  as,  for 
ilial  matter,  is  the  miniature  railway. 

In  handling  the  crowd  to  and  from  the  park  the  railway  com- 
pany experiences  very  little  difficulty,  because  the  work  is  done 
with  system.  A  nicely  finished  depot.  30  x  150  ft.,  is  equipped  with 
turnstiles,  where  all  fares  are  collected  as  people  pass  out  from  the 
park.  Passengers  are  unloaded  at  one  place  and  taken  on  at  an- 
mlier.  .•\  check  room  is  provided  for  all  who  desire  the  ci>nveniince 
and  a  charge  of  5  cents  is  made  for  checking. 

The  police  regulation  of  the  park  i^  of  the  best,  each  guard  being 


VIEW  IN  MONARCH  PARK,  OIL  CITY,  PA. 


The  park  covers  60  acres,  half  of  which  is  open  and  is  cared  fur 
by  an  expert  landscape  gardener. 

The  most  striking  feature  of  the  park  is  the  number  of  mineral 
springs,  seven  in  all,  each  sending  forth  a  different  mineral  water. 
The  most  remarkable  of  these  springs  is  that  known  as  the  "Boiling" 
water;  this  spring  comes  up  through  black  ijuicksand  and  is  20  ft. 
in  circumference.  A  distance  of  only  500  ft.  from  this  spring  is  an- 
other boiling  out  of  while  quicksand,  with  a  6-in.  stream.  The 
waters  from  different  springs  meet  and  make  a  beautiful  brook 
winding  its  way  through  the  park.  Well-kept  (lower  beds  and  elec- 
tric fountains  adorn  the  grounds  and  rustic  seats,  hammocks  and 
swings  with  abundance  of  shade  add  to  the  pleasure  of  all  visitors. 

A  great  deal  of  money  has  been  expended  upon  the  park.  .\ 
large  theater  is  fitted  with  modern  furniture  and  scenes,  and  per- 
formances, chiefly  vaudeville,  are  given  every  evening.  .\  large 
double-deck  restaurant,  59x90  ft.,  supplies  all  who  do  not  bring  their 
baskets  to  the  park,  and  here  one  may  be  served  as  wxll  as  at  any 
hotel  in  the  state,  liesides  this  accommodation  there  is  a  public 
hall  provided  for  those  who  bring  their  lunch,  and  there  is  a  kitchen 
where  patrons  may  make  coffee  and  cook  short-order  dishes. 

,\noiher  striking  feature  is  the  electric  tower,  a  miniature  of  the 
Pan-American  electric  tower.  It  has  a  20-ft.  base,  is  1 12  ft.  high, 
covered  with  ,1,000  lights  of  different  colors,  making  a  very  brilliaiu 
display. 

There  arc  amusement  parlors  fitted  with  slot  machine  devices ;  a 
liand  pagoda,  where  a  good  Irand  plays  afternoon  and  evening;  a 
merry-go- round  anrl  a  miniat\ire  railway.  I'he  merry-go-round  is 
sheltered  under  an  attractive  roof  and  it  and  the  miniature  railway 
furnish  excellent  entertainment  for  the  children.  The  nierry-go- 
round  and  miniature  railway  were  built  by  the  Armilage-I  lerschell 
Co.,  of  North  Tonawanda,  N.  V.,  and  according  to  the  managers  of 


;i  deputy  sberilT.  No  intoxicated  persons  and  no  spirituous  liquois 
are  permitted  on  the  ground.  The  buildings  are  neatly  construcled 
.•ind  kept  nicely  painted ;  the  water  works,  which  are  complete  in 
every  way,  are  owned  by  Ihe  railway  company,  and  the  sanitary 
;irrangi'menls   are   perfect    in   every   detail.      Huring  llie   past   season 


\li;HT   Vir.W  iiF   KKST.M'KANT,  MONAKCIl   I'AKK. 

llx'  superuilcndent,  Mr.  J.   II.    h'nreliush.  succeeded   in  m.iking    Mciii- 
arch   Park  an  exceedingly  pnijular  resort. 

LAKIC   .NlI'Ml'C    PARK,   MKNDON,    MA.SS. 

I.asI  winter  the  Milfnrd  &  L'xbridge  Street  Railway  Co.,  of  Mil- 
ford,  Mass.,  purchased  Lake  Nipnmc  Park,  located  al  Mendon,  in 
soulhern   Worcester  County,   for  recreation   puri>oses.     It  is   ideally 


-\^2 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  6. 


situated  on  llic  western  shore  of  Nipniuc  Ijkc,  sometimes  called 
Mendon  Pond.  The  park  was  formerly  called  "The  Grove"  and 
has  been  used  as  a  picnic  ground  for  years.  Nipnuic  is  the  ol<l 
Indian  name  for  the  lake,  so  called  from  a  tril>c  of  Indians.  The 
park  has  many  natnral   resources   which   have  hcin  enhanced   since 


RESTAITRANT  nUILDINi;,  MONARtU  PARK. 

the  railway  company  acquired  it;  rustic  buildings  and  bridges, 
flower-bordered  walks  and  smooth  lawns  have  transformed  it  into 
a  finely  appointed  outing  resort.  At  the  entrance  is  the  waiting  ."sta- 
tion, built  in  rustic  style  of  field  stone.  Extending  from  this  at 
one  side  is  a  wall,  also  of  field  stone.  laid  in  porlland  cement ;  the 


park  are  several  stone  piers,  biiueen  which,  in  rough  cedar  letters, 
the  name  of  the  park  appears. 

Not  far  from  the  entrance  arc  (lying  horses  and  swings  for  the 
children  and  farther  on,  on  the  higher  ground  which  rises  abruptly 
from  the  lake,  is  the  pavilion,  with  rustic  stone  foundation.  In 
the  pavilion  is  the  dining  room,  where  excellent  meals  are  served, 
and  there  are  counters  for  the  .sale  of  .soda,  confectionery,  etc.  The 
floor  is  maple  and  is  kept  waxed,  for  dancing,  there  licing  an  alcove 
with  raised  floor  for  the  orchestra.  During  the  summer  there  is 
dancing  each  evening,  except  Sunday  and  Monday,  and  every  Satur- 
day afternoon.  I'Vom  the  pavilion  veranda,  looking  eastward  over 
the  lK>at  house,  almost  the  entire  length  of  the  lake  may  be  seen, 
its  broad  blue  surface  broken  only  once,  and  that  by  a  pretty  wooded 
island.  On  the  right,  following  the  irregular  shore  line,  are  the 
picturesque  cottages  of  the  summer  colony  at  and  near  Point 
Pleasant,  and  on  the  left  the  band.iome  home  of  the  Nipniuc  Canoe 
Club,  with  whose  canoes  and  lioats  the  water  is  dotted.  The  toilet 
buildings  are  separate  from  and  at  the  rear  of  the  pavilion. 

Across  a  rustic  bridge  a  little  farther  south  and  back  of  the 
pavilion  is  the  theater  building  on  sloping  ground,  with  the  stage 
at  the  foot  of  the  slope.  It  has  a  seating  capacity  of  1,000  and  an 
admission  fee  of  5  and  lO  cents  is  charged.  The  attractions  are 
high  class  and  consist  mainly  of  vaudeville  and  light  opera.  There 
are  two  performances  daily,  at  3  p.  m.  and  8  p.  m.,  each  continuing 
for  one  hour  and  a  quarter.  On  holidays  three  performances  arc 
given,  at  2:00,  4:00  and  8:00  o'clock.  The  entrance  is  of  rustic 
architecture,  of  field  stone,  with  cement  floor.  The  stage  is  very 
large  and  complete  in  its  equipment. 

Just  below  and  in  front  of  the  pavilion  is  the  boat  house,  where 
safe  and  easy-rowing  skiffs  may  be  hired.  This  is  also  the  starting 
point  of  the  "Nipmiic,".  a  40-ft.  passenger  boat  that  makes  trips 
around  the  lake.  The  "Nipmuc"  was  built  especially  for  this  place 
ort^Long  Island  Sound  last  season,  taken  around  to  Providemzc 
by  water  and  thence  by  wagon  to  the  lake.  It  was  recently 
equipped   with  a  mew  8-h.   p.   Murray  &  Tregurtha  4-cycle  gas  en- 


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ELECTRIC   TOWKK  AT  .NKIHT,  MONARCH  I'ARK. 


MAI>  Ol'  TIIK  MII.FORIl  A:  fXHRlDOE  STREET  RAILWAY  CO. 


wall  is  very  firm,  although  it  looks  as  if  loosely  built.  On  the 
other  side  of  the  waiting  station,  between  the  highway  and  the 
cave,  is  a  heavy  stone  wall  that  adds  to  the  substantial  attractive- 
ness of  the  front.    On  the  opposite  side  of  the  main  entrance  to  the 


ginc.     A  small  sand  beach  has  been  made  near  the  boat  house  for 
the  children. 

Animals  of  various  kinds  h'ave  their  cage-homes  in  the  park  and 
ducks  and  geese  are  domiciled  near  the  lake.     In  a  large  chestnut 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


353 


grove  tables  and  seats  have  been  erected  for  picnic  and  family 
parties.  The  park  is  lighted  at  night  by  incandescent  hinips  and  is 
much  sought  by  those  whose  work  keeps  them  indoors  during  tlie 
day.  No  intoxicating  liquor  is  sold  or  allowed  on  the  park  terri- 
tory and  persons  who  arc  disorderly  or  under  the  intluence  of  liquor 
are  not  permijted  to  remain  within  the  enclosure.  The  park  was 
opened  to  the  public  May  25th. 

Visitors  to  the  park  come  from  a  wide  radius,  as  will  be  seen 
by  consulting  the  accompanying  map  of  the  Milford  &  U.xbridge 
Street  Railway  Co.,  and  connecting  lines.  The  company's  lines 
have  terminal  points  at  North  Grafton,  U.xbridge,  Medway,  Hop- 
kinton  and  South  Fraraingham  and  connect  at  each  place  with  other 
trolley  lines.  From  whatever  point  the  park  is  approached  the  scen- 
ery along  the  way  is  beautiful.  Mr.  E.  W.  Goss,  of  Milford,  is 
general  manager  of  the  road  and  park. 


PRIVATE  CAR  FOR   DENVER  CITY  TRAM- 
WAY CO. 

The  car  shown  in  the  accompanying  illustrations  has  been  de- 
signed especially  for  the  use  of  the  officers  and  directors  of  the  Den- 
ver City  Tramway  Co.,  but  is  to  be  used  as  well  for  rental  to  parties 
who  desire  to  charter  an  especially  handsome  car  for  excursions. 
theater  parties,  etc.  It  was  built  by  the  Woeber  Brothers  Carriage 
Co.,  of  Denver,  Colo.,  after  the  design  of  the  Denver  City  Tramway 
Co.  Fig.  I  shows  the  exterior  of  the  car  with  the  vestibule  doors 
open  and  the  folding  steps  down  ready  for  use.  Fig.  2  shows  the  car 
with  the  vestibule  doors  closed  and  the  steps  folded  up,  this  being  the 
position  when  the  car  is  running.  Fig.  3  show's  the  interior  of  the 
car  with  the  curtains  up. 

The  length  of  the  car  over  all  is  37  ft.  6  in.  and  the  length  of  the 
main  compartment  24  ft.  6  in.  The  length  of  each  vestibule  is  6  ft., 
the  width  of  the  car  over  panels  8  ft.  2  in.  and  the  height  from  the 
rail  to  the  roof  canvas  12  ft.  The  height  from  the  rails  to  the  sills 
is  2  ft.  6  in.  and  from  the  floor  to  the  ceiling  8  ft.  4  in.  The  electrical 
equipment  consists  of  four  G.  E.  58  motors  with  two  K-6  controllers. 
The  motors  are  geared  for  a  speed  of  30  miles  per  hour  on  level 
track.  The  equipment  also  includes  Christensen  air  brakes  and  emer- 
gency hand  brakes  of  the  Pullman  pattern.  This  car  is  mounted  on 
No.  27-G  Brill  trucks  having  a  4-ft.  wheel  base  and  33-in.  wheels. 


contrast  with  the  mahogany  finish  of  the  main  compartment.  The 
ceiling  of  the  latter  is  of  three-ply  veneer  handsomely  decorated  in 
modified  Paris  green  with  a  dark  green  border  ornamented  with 
gold.  The  ceiling  in  the  vestibule  is  of  oak  finished  in  natural  color. 
There  are  eight  plate  glass  windows  on  each  side  of  the  main  com- 
partment with  mahogany  sash.  The  distance  from  center  to  center 
of  window  posts  is  36  in.  The  transom  sash  are  mahogany  filled 
with  neat  ornamented  glass  and  the  decked  glass  is  of  beveled  plate. 


Pantasote  curtains  are  used  which  match  the  ceiling  in  color.  The 
car  is  furnished  with  16  easy  rattan  chairs  painted  olive  green  to 
harmonize  with  the  interior  finish  and  the  floor  is  covered  with  Royal 
Wilton  carpet.  The  car  is  finished  with  rich  bronze  moldings  and 
has  133  small  Imperial  incandescent  lamps  of  8  and  10  candle  power 
each,  all  of  which  have  frosted  globes.  Electric  call  bells  are  pro- 
vided throughout  the  car  and  bronze  panel  heaters  made  by  the  Con- 
solidated Car  Heating  Co.  extend  the  full  length  of  the  interior  of 
the  car  on  both  sides.  The  main  color  of  the  exterior  of  the  body 
is  Valentine's  onyx   brown,  relieved    with   light   brown   on   the   letter 


i''li;. 


The  folding  steps  shown  in  the  illustrations  arc  of  special  design 
and  are  placed  at  each  end  of  the  car  on  opposite  sides.  They  are 
operated  from  the  vestibules  by  the  motorman  or  conductor.  The  car 
has  a  double  floor,  the  lower  floor  being  of  yellow  pine  and  lh<' 
iip[)er  floor  is  p'jlishcd  maple.  The  space  between  floors  is  util- 
ized for  the  necessary  wires.  The  sills  are  made  according  to  the 
standard  design  of  (he  Denver  Cily  Tramway  Co.  and  are  double, 
consisting  of  3  steel  section  of  7-in.,  15-lb,  I-beam  and  a  wood  sec- 
tion of  Oregon  fir  5  in.  x  7  in.  The  sills  continue  from  nose  piece  lo 
nose  piece. 

The  main  compartment  is  finished  in  Cul>an  mahogany  highly  pol- 
ished and  the   vestibule  in  quarter  sawed  oak   forming  a  pleasing 


board  and  a  darker  brown  border  filled  in  with  heavy  gold  cinianicnt 
and  scroll. 

We  are  indebted  lo  Mr.  John  A.  Beeler,  vice-prosidenl  and  general 
manager  of  the  Denver  Cily  Tramway  Co.,  for  the  photographs  anil 
data. 

■ ♦«» • 

A  dam  lo  cost  $200,00  and  furnish  150,000  li.  p.  is  to  be  built  by 
Novcmlicr  1st  across  the  Rock  River,  12  iniles  west  of  Rock  Falls, 
111.,  by  the  Whiteside  Con.slrnction  Co.  The  dam  is  the  invention 
of  L.  E.  Rice,  of  Lyndon.  It  is  to  be  of  concrete  and  steel,  10  ft. 
high.  It  is  planned  to  supply  electricity  for  the  vicinity,  including 
railway  lines  building  or  projected. 


.V^4 


STREET  RAILWAY  REVIEW. 


(VuL.  XIII,  Nil.  0. 


THE  TRAINING  OF  THE   HIGH  TENSION 
ENGINEER.- 


IIY  p.  M.  LINCOLN. 


There  arc  Iwo  schools  in  which  the  electrical  eiiKiiieer  may  receive 
his  trainiiiK  hiil  only  one  in  which  he  nuist  receive  a  course  U-forc 
he  can  he  called  a  high  tension  engineer.  rho>c  thing>  which  are 
learned  in  the  scIumiIs  e<|ni|>|>e<l  with  i)rofe'.s<ir>.  lalMiralories  and 
text  l«Kiks  nni'.t  Ik-  sniiplenieiited  hy  the  tlnngs  which  can  he  learned 
only  in  the  school  o(  exiH-rience.  nicsc  two  schools  arc  quite  dif- 
ferent in  method.  The  college  instructs  in  theory  and  in  those 
nielhuds  of  doing  things  which  have  liecomc  slandar<l ;  it  leaches 
positive  knowledge.  In  the  school  of  experience  on  the  other  haml 
one  is  more  apt  to  learn  how  not  to  do  it,  and  by  the  elimination  of 
the  unsuccessful  arrive  at  success.  The  knowledge  gained  hy  experi- 
ence is  often  negative.  The  fresh  college  graduate  could 
prolrahly  stdve  the  prolilem  of  the  amount  of  distance  to  he  left 
hetween  the  conductors  of  a  high  transmission  line  hy  considering 
the  jumping  distance  of  the  voltage,  the  length  nf  span  and  the  sag 
and  perhaps  the  factor  of  safety.  It  is  experience  only  that  will  show 
that  the  distance  depends  very  little  on  the  voltages  to  Ih.-  carried  and 
almost  entirely  on  such  things  as  the  average  length  and  ohniic  resist- 
ance of  cats,  the  spread  of  wing  of  owls  and  eagles  and  the  average 
length  of  scrap  haling  wire  together  with  the  strength  of  the  average 
Muall  iKiy's  throwing  arm.  The  college  graduate  generally  feels  that 
the  greatest  danger  of  his  work  lies  in  the  liability  of  receiving  a 
shock  from  high  tension  conductors  and  not  until  he  has  had  an  ex- 
peiieiice  with  accident  of  an  electric  nature  does  he  realize  that 
it  is  the  danger  of  being  burned  he  has  to  fear  more  than  the  danger 
of  shock.  The  graduate  has  learned  how  ti>  make  accurate  measure- 
ments of  the  power  but  in  practice  he  will  find  it  much  easier  to 
nunsurc  power  accurately  than  it  is  to  persuade  a  customer  that  his 
power  is  being  accurately  measured.  He  also  enters  his  practical 
duties  with  the  idea  that  rubber  is  one  of  the  best  insulators  that 
exists,  but  afterward  find  that  rubber,  as  a  high  tension  insulator, 
is  very  treacherous,  due  probal  ly  to  chemical  changes  induced  by 
the  brush  discharges  caused  by  the  high  voltage  of  the  cuiiductor. 

The  new  graduate  usually  has  a  high  opinion  of  efficiency  but  when  be 
conies  to  operate  a  traiisiiiission  line  he  finds  that  efliciency  is  a  vanish- 
ing (piantity  when  compared  to  conlimiily  of  operation  and  that  econ- 
omy is  not  to  he  considered  as  being  in  the  same  class  as  good  service. 

The  author  considers  a  technical  course  as  the  very  best  foundation 
but  it  is  only  a  foundation  and  its  great  advantage  is  that  it  gives  the 
man  the  proper  equipment  for  overcoming  the  difficulties  which  he  is 
hound  to  meet  in  practice.  There  is  nothing  like  the  college  educa- 
tion to  e<|uip  a  man  for  making  every  accident  a  lesson  and  every 
failure  a  stepping  stone  to  success. 

'The  art  of  long  distance  electric  transmission  as  it  exists  today 
is  the  result  of  the  accumulated  experience  of  all  those  who  have 
had  to  do  with  transmission  work.  Those  men  who  today  are  de- 
signing and  operating  transmission  plants  are  the  molders  of  the  art. 

Their  expedients  for  improving  service  or  reliability  or  for  cheapen- 
ing costs  are  noted  and  when  successful  have  their  influence  on 
future  installations.  The  experiences  of  today  are  incorporated  in 
the  text  lM»ks  of  tomorrow  but  althougli  the  result  of  experience 
may  be  taught  to  the  college  student  the  college  curriculum  can 
never  become  the  substitute  for  the  school  of  experience. 


ELECTRICAL  INSTALLATION  FOR  SUBURBAN 
TRAFFIC  ON   THE   NORTH   EASTERN. 


'The  North  Eastern  Ry.  of  England  has  decided  to  electrically 
equip  a  portion  of  its  suhurlan  lines  in  the  neighlKjrluxid  of  New- 
castle-upon-'Tync  and  this  is  the  first  of  all  the  great  English  lines 
to  face  the  conditions  which  must  .sooner  or  later  be  faced  hy  other 
railway  managers  in  England  if  it  is  desired  to  increase  or  even  to 
maintain  the  profits  derived  from  suburlian  traffic.  Newcastle  is 
situated  alHiut  eight  miles  from  the  mouth  of  the  Tyne  and  the  dis- 
tricts on  both  lanks  of  the  river  are  densely  populated  and  contain 
an  almost  unbroken  succession  of  shipbuilding  wards  and  other 
engineering  works.  'To  the  north  of  the  mouth  of  the  river  lie 
Tynemoulh  and  Whitley  Bay  which  are  residential  districts  contain- 


ing fa\oriie  holiilay  resiils.  1  here  is  a  large  traffic  throughout  the 
entire  year  lictween  Newcastle  and  the  sea  which  attains  very  large 
proportions  during  holiday  seasons. 

The  lines  which  are  lieing  changed  for  electric  passenger  service 
are  at  present  operated  with  steam  locomotives  with  the  exception 
of  the  line  from  (josforth  to  I'onleland  which  is  now  Iwing  built. 
The  Uuayside  branch  which  i-  now  used  for  freight  traffic  only  is 
also  being  electrically  equipped  with  the  object  of  preventing  the 
ventilation  difficulties  now  ol>taining  on  the  line.  It  is  for  the 
most  |>art  in  a  tunnel  having  a  heavy  grade.  It  has  been  decided  to 
operate  the  trains  by  continuous  current  taken  from  a  single  col- 
lector rail  with  a  return  circuit  through  the  Hack  rails.  This  cur- 
rent will  lie  supplied  from  rotary  converters  and  static  transformers 
which  convert  three-phase  current  at  5,500  volts  into  continuous 
current  of  fioo.  volts.  The  third  rail  will  be  of  steel  of  special  high 
conductivity.  It  weighs  80  lb.  per  yard  and  is  supiMirted  on  insu- 
lators composed  of  reconstructed  granite  placed  outside  of  the 
track  rail  at  a  distance  of  3  ft.  n'/i  in.  from  the  center  of  the 
track.  On  double  track  the  two  third  rails  will  lie  usually  placed 
lietween  the  Iwo  tracks  but  at  junctions,  crossings,  etc.,  where 
there  is  any  obstruction  it  can  lie  transferred  to  the  outside  of  the 
tnick.  The  third  rail  will  have  no  protection  except  at  special  places 
but  holes  are  In-ing  punched  in  the  rails  so  that  protecting  Imards 
may  be  supplied  at  any  place  desired.  .\{  crossings,  stations,  etc. 
protecting  boards  are  used  which  are  creosoted  and  bolted  against 
ilistance  pieces  on  each  side  of  the  rail.  Provision  has  also  been 
made  so  that  a  return  collector  rail  can  he  installed  between  the 
track  rails  and  used  instead  of  the  latter  for  the  return  circuit  if  it 
should  prove  desirable  in  the  future.  Protected  bonds  are  being 
installed  and  as  the  old  fish  plates  did  not  allow  sufficient  space  to 
u.sc  these  Ironds  new  fish  plates  are  being  put  in  place  as  the 
bonding  proceeds. 

Current  will  be  supplied  from  five  sul)-slations  all  of  which  are  of 
uniform  design,  and  louricen  Hoo-kw.  rotary  converters  will  lie  dis- 
tributed among  the  various  sub-stations  as  the  load  requires.  The 
static  transformers  are  of  the  single  phase,  oil  insulated  self-cooling 
type.  To  each  rotary  converter  is  coupled  a  small  induction  motor 
fed  by  a  special  transformer  and  a  rotary  converter  is  started  by 
means  of  the  induction  motor  until  it  attains  a  synchronous  .speed 
of  the  rotary  when  it  is  switched  on  the  high  tension  bus  bar. 

The  high  tension  switches  are  placed  along  one  side  of  the  sub- 
station and  the  low  tension  switchboard  will  1k'  placed  on  the  oppo- 
site side  of  the  building.  Only  the  positive  leads  will  be  taken  to 
the  low  tension  switchboard,  the  negative  bus  bars  running  near  the 
floor  behind  the  switchboard  and  the  equalizing  switches  being 
mounted  close  to  the  rotary.  The  high  tension  switches  are  of  the 
oil  type,  the  feeder  switches  licing  provided  with  an  automatic 
reverse  current  release  and  the  converter  switches  with  an  over- 
load time  limit  release,  all  lieing  operated  electrically  by  current 
supplied  by  a  small  battery  in  each  sub-station.  The  rolling  stock 
for  the  road  will  comprise  motor  and  trail  cars  which  will  be  built 
at  the  shops  of  the  North  Eastern  Ry.  'The  cars  will  lie  mounted 
on  double  trucks  built  by  the  Brush  Electric  Engineering  Co.  and 
each  car  will  be  equipped  with  two  G.  E.  66  motors  rated  at  150 
h.  p.,  both  motors  being  carried  on  one  truck.  The  trains  of  cars 
will  be  controlled  by  the  multiple  unit  system  and  each  car  will  be 
fitted  with  Westinghouse  air  brakes  and  a  motor  driven  air  com- 
pressor. The  company  will  not  build  its  own  generating  station 
but  will  purchase  its  current  from  the  Newxastle-upon-Tyne  Electric 
Supply  Co..  Ltd.  The  electrical  equipment  of  the  rolling  stock  and 
permanent  way  will  be  supplied  by  the  British  'Thomson-Houston 
Co.,  Ltd.,  the  complete  equipment  of  sub-stations  by  the  British 
Westinghouse  Electric  &  Manufacturing  Co..  Ltd..  and  the  three- 
phase  high  tension,  telephone  and  other  cables  by  Messrs.  Siemens 
Brothers  &  Co..  Ltd. 


'The  first  spike  on  the  San  Jose-Los  Gatos  Interurban  Ry.,  San 
Jose,  Cal.,  was  driven  June  i.Vh.  It  was  a  silver  spike  and  it  was 
driven  by  a  sil\er  hammer. 


'Abstract  of  a  pajxT  rc.-id  at  llio  aiiDual  coiivemion  of  the  Cinadian  Eli'C(rii-.il 
Association.  ToroBto,  June.  l'»03. 


The  Cincinnati,  Newport  &  Covington  Railway  Co.  recently  com- 
pleted a  steel  water  tank  of  15.000  gallons  capacity  in  the  center  of 
its  reservoir  which  supplies  the  boilers  in  the  Newport  power  house. 
When  the  tank  overtlows  the  water  runs  back  into  the  reservoir 
instead  of  going  to  waste.  The  company  uses  more  than  1,000,000 
gallons  of  water  daily. 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


355 


SEMI-CONVERTIBLE  CARS   FOR  THE  ARGEN- 
TINE REPUBLIC. 


The  J.  G.  Brill  Co.,  of  Philadelphia,  recciUly  shipped  si.K  semi- 
convertihle  cars  to  the  Cia  de  Tramways  Electricos  dc  Buciiui 
.\yres.  These  cars  are  interesting  on  account  of  their  remarkably 
low  window  rail.  The  rail  is  lower  by  four  inches  than  in  the  "reg- 
ular semi-convertible  car  built  by  this  eompany,  and  six  inches  lower 
than  usual.     This  e-xtremely  low  rail  was  adopted  because  of  the 


IJKILL  CAR  I'OK  .VKC.ENTINE  RKPUr.LlC. 

warm  climate  of  Buenos  Ayres  making  it  desirable  to  have  the  cars 
as  open  as  possible  and  still  retain  the  solid  sides.  This  form  of 
semi-convertible  car  lends  itself  particularly  well  to  such  a  modi- 
fication, since  there  are  no  wall  window  pockets  to  interfere  with  the 
desired  height  of  the  window  rail.  .Ml  that  is  necessary  is  to  deepen 
the  roof  window  pockets  to  correspond  with  the  increased  depth  of 
the  sashes,  and  this  does  not  cut  down  the  width  of  the  monitor 
deck  appreciably ;  in  this  case  the  monitor  deck  has  a  clear  width  of 
four  feet.  It  will  be  seen  that  an  arm  rest  is  required,  as  the  win- 
dow rail  comes  several  inches  below  the  elbow  of  an  adult.  An  arm 
rest  was  therefore  devised  by  the  builders  that  exactly  met  the 
requirements  of  the  case.  Apparently  such  a  thing  is  very  simple, 
but  in  reality  it  must  have  been  not  a  little  puzzling,  as  the  window 
catclies  at  both  lower  corners  of  the  sash  had  to  be  taken  into  ac 
count ;  an  arm  rest  reaching  from  post  to  post  was  out  of  the  ques- 
tion, as  it  would  come  right  in  the  way  of  these  catches.  To  have  it 
attached  to  the  seat  would  mean  a  loss  of  seating  space.  The  rest 
consists  of  a  bar  of  wood  2' 4   in.  wide.  lieUt  Iiy  brackets  which  are 


INTKRIOK  OK   ISRM.t-  CAR. 

secured  to  the  side  lining  of  the  car.  Ample  room  is  given  to  rest 
the  arm  and  at  the  same  time  space  is  left  between  the  rest  and  the 
posts,  so  that  operation  of  the  window  locks  is  not  interfered  with. 

The  side  sills  of  the  cars  are  re-enforced  with  6  x  3'/i  x  J^-in.  angle- 
iron,  the  lower  part  of  which  comes  directly  upon  the  wheel  pieces. 
The  platform  timbers  arc  also  rc-cnforced  with  angle-iron.  The  side 
sills  are  4'A  x  6  in.,  and  the  end  sills  3^^  x  0%  in.  'i'hc  thickness 
of  ihc  corner  posts  is  3}4  '"■.  iifl  the  side  posts  2%  in.  Tlie  dcplli 
of  the  upper  sash  of  Ihc  windows,  measured  over  (lie  frame,  is  lH'/j 
in.,  and  over  the  lower  sash,  is  27'/i  in.  The  system  of  mclal  grooves 
and  trnnnions  enables  these  large  windows  to  be  raised  into  the  roof 
pockets   with   astonishing  ease.     Cane   seats   with    reversible  backs 


afford  seating  for  32  passengers.  These  seats  are  35  in.  long  and  the 
aisles  are  22  in.  wide.  When  it  is  known  that  the  width  of  the  cars 
ever  the  post  at  belt  is  but  8  feet,  it  will  be  a  matter  of  interest  lo 
see  how  the  aisles  and  seats  can  have  so  much  space.  It  is  ob- 
laiiied  simply  by  introducing  the  seats  between  the  posts  and  against 
the  side  lining,  possible  because  of  there  being  no  wall  pockets. 

The  general  dimensions  of  the  cars  are:  Length  over  end  panels, 
20  ft.  8  in. ;  length  over  crown  pieces,  30  ft.  3  in. ;  from  end  pan- 
els over  crown  pieces,  4  ft.  g'/i  in. ;  width  over  sills,  7  ft.  S'A  in. ; 
width  over  posts  at  belt,  8  ft.;  sweep  of  posts,  i-K  in.  The  interiors 
:ue  finished  in  quartered  oak  with  ceilings  of  the  same.  The  metal 
trim  throughout  is  solid  bronze.  The  trucks  arc  Brill  21-E,  with 
7-ft.  wheel  base  and  30-in.  wheels.  Each  car  is  equipped  with  fold- 
ing gates,  gongs,  brake  handles,  angle-iron  bunipers.  and  other  of 
the  company's  patented  specialties. 


TRANSFER  CHECK  USED  IN  MERIDEN,  CONN. 


I'he  accompanying  illustration  is  a  reproduction  of  one-half  of  a 
transfer  check  issued  by  the  Meriden  (Conn.)  Electric  Railroad  Co. 
This  check  is  in  duplicate,  the  conductor  giving  one-half  to  the  pas- 
senger and  retaining  the  duplicate  to  turn  in  to  the  company  with 
his  account.  As  will  be  seen,  it  is  necessary  to  punch  the  check  in 
four  places,  one  each  for  the  month,  the  day  of  the  month,  the  route 
(punching  the  a.  m.  or  p.  m.  column  as  the  case  may  be)  and  the 
time. 

The  time  dial  in  the  center  of  the  check  is  an  ingenious  arrange- 
inenl,  being  divided  not  only  into  hoiu's,  but  sulidividcd  by  the  fig- 


1 

t1 
1? 

2i 
?? 

31 

7 

JAN. 

CO 

13 

23 

FEB. 
MAR 

1—1 

14 

24 

APRII 

10 

15 
16 

25 
26 

MAV 
JUNE 
JULY 

Irt 

0 

17 

2/ 

Alio. 

,s 

18 

?» 

SEPT. 

s 

19 

29 

m. 

NOV. 

s 

10 

20 

30 

DEC. 

yi^ 


HtimeV^-t-s- 


Thia  Check   Is  not    TRANarKS- 


■<A(i  If  DoC  used  00  tbe  first  CAT 
ea\lni;  [lolaC  oF  traosfer  AlMr 
tlmii  piinclied. 

Mkridfj)  ELKCTaiO  R.R,  Co. 


Colony 

A.M. 

P.M. 

E.  Main 

A.M. 

P.M. 

Curtis 

A.M. 

P.M. 

W.  Main 

A.M. 

P.M 

Pratt 

A.M. 

P.M. 

Hanover 

A.M. 

P.M. 

nres  "1,  2,  3,  .|.  5"  inli>  lo-niimile  fractions,  sd  the  ciimhu'tur  reciiv 
ing  the  check  can  tell  at  a  glance  whether  the  passenger  complied 
with  the  stipulation  to  board  the  first  car  after  obtaining  the  trans- 
It  r.  In  the  upper  right  hand  corner  is  printed  the  condition  under 
whicli  the  transfer  is  granted,  as  follows:  "This  check  is  not  trans- 
ferable, and,  being  a  gift  from  the  Meriden  Electric  Railroad  Co., 
is  void  if  not  used  on  the  first  car  leaving  point  of  transfer  after 
tiijie  punched." 

The  color  of  the  check  is  deep  pink  and  the  ]irinted  matter  is 
lilack.  The  checks  are  numbered  consecutively  in  red  by  a  nuni 
Ill-ring  machine;    and  the  conductor's  number  is  in  re<l,  also. 


»  » » 


INTERNATIONAL    EXPOSITION  AT  ROME, 
ITALY. 


An  "International  Samples  E.xhibition"  will  he  held  in  the  Eine 
Arts  Palace,  Rome,  Italy,  Oct.  i  to  Dec.  31,  1903.  There  will  be 
an  American  section  for  the  display  of  samples  and  photographs  of 
the  leading  .'\merican  products,  the  object  being  "to  facilit,ate  their 
importation  into  Italy."  The  manager  of  the  American  section  is 
Mr.  Montrasi  Giuseppe  and  the  general  committee  of  arrangements 
comprises  the  presidents  of  the  various  chambers  of  commerce,  arts 
and  agriculture  throughout  Italy,  hank  presidents  and  public  ofTi- 
cials.  Mr.  Guido  Baccelli,  Minister  of  Agriculture,  Industry  and 
Commerce,  lends  his  endorsement,  also.  Full  information  may  be 
obtained  from  the  American  commissary,  or  from  the  Italian  Cham- 
Ikt  of  Commerce,  New  York  Cily. 


«  »» 


The  liidoklyn  Uapid  'I'ransit  Co.  has  issue<l  an  order  ret|iiiring 
conductors  and  motornien  to  wear  a  new  style  of  coat  and  keep  il 
buttoned  up  to  the  collar  while  on  duly.  No  room  is  left  for  the  dis- 
play of  shirt  front  or  necktie. 


STREET  RAILWAY  REVIEW. 


V..I.   \III.  N..   (>.] 


PERSONAL. 


.\1K.  J.  J.  IIAlKNlCV,  »i  Litirlph,  Out.,  Iia>  been  appuititcil  iii.iii 
^mvr  of  lliv  (iiu'lpli  Si  reel  K.iilway  Cu. 

.\IR.    K.    li.    ll.AM.NliR,    furmerly    sii|K'riiiU-iulciil,    has   been   a|i 
IHiinti'd  manager  of  the  Sedalia   (Mo.)    HIeclric  &  Railway  Co.,  lo 
.Micci'i'd  Mr.   T.  J.  Oslwrne,  resigned. 

MR.  M.\X1I.\M  E.  N.\SH.  suiicrintendenl  of  ihe  Milfurd  & 
I'xbridgt  Street  Railway  Co.,  of  Milford,  Mass.,  has  been  promoted 
1(1  the  ofticc  of  claim  agent  for  the  company. 

.MR.  JOHN  V.  DIKNKR.  superinleii.Uni  of  ihe  Wilmington  & 
New  Ca.stle  Electric  Railway  Co.,  of  Wilmington,  Del.,  has  resigned. 
.Mr.  Cliauncey  I*,  llolcoinb  is  acting  snperinleiident. 

.MR.  JOIIX  A.  C.X.Ml'HEI.L  recently  resigned  as  superintendent 
of  |Hiwer  distribution  for  the  Hoslon  Elevated  Railway  Co.,  to 
accept  a  |>osition  with  the  Westinghonsc  Electric  &  MamifacUir- 
Mlg  Co. 

MR.  JOSEIMI  1.  RICII.VRDS  has  Inen  appointed  chief  engineer 
of  maintenance  of  nay  for  the  Pennsylvania  Railroad  Co.,  anil 
.Mr.  .\le.\ander  C.  Sliand  has  been  appointed  engineer  of  maintenance 
of  way. 

MR.  ROBERT  S.  GOFF,  general  superintendent  of  the  Old  Col 
ony  Street  Railway  Co.,  of  Hoston,  succeeds  Mr.  E.  C.  Foster  as 
vice-president  and  general  manager  of  the  Boston  &  Northern  Street 
Railway   Co. 

MR.  M.  J.  KENNEDY,  formerly  superintendent  of  the  Montreal 
Street  Railway  Co.,  has  Ik-cii  ap|Kiintcd  superintendent  of  the  Ninth 
.'\ve.  division  of  the  Brooklyn  Rapid  Transit  system,  vice  Mr.  George 
C.  Goodwin,  resigned. 

MR.  JOHN  SPEER.  general  manager  of  the  .Speer  Carlwn  Co.. 
St.  Marys,  Pa.,  was  a  caller  at  the  "Review"  office  early  Ibis  month. 
Mr.  -Speer  reports  that  it  has  been  necessary  for  his  factory  to  run 
nights  since  the  first  of  May. 

MR.  II.  D.  FITCH,  manager  and  part  owner  of  the  Bowling 
Green  (Ky.)  Railway  Co..  and  president  of  the  Paducah  Steam 
Heating  Co..  has  been  elected  a  director  of  the  Paducah  City  Ry., 
IncorporatetV,  to  succeed  Mr.  Charles  S.  Maltby,  of  Cincinnati. 

MR.  JERE  C.  MUTCHINS.  president  of  the  Detroit  United  Ry.. 
was  married  June  Utli  to  Miss  Sarah  Russell,  eldest  daughter  of 
Dr.  George  D.  Russell,  of  Detroit.  Mr.  and  Mrs.  Ilutchins  left 
immediately  after  the  wedding  ceremony  for  a  three  months'  trip 
in  Europe. 

MR.  H.  11  \REELAND,  president  of  the  Intcrurbaii  Street 
Railway  Co..  New  York,  will  sail  for  London  early  in  July,  in 
response  to  an  invitation  from  the  royal  commission  on  London 
traffic,  to  advise  the  conmiission  on  means  lo  overcome  traffic 
congestion. 

MR.  H.\ROLD  B.  .SMITH,  professor  of  electrical  engineering. 
Worcester  T'olytechnic  Institute,  delivered  the  commencement  lecture 
before  the  Washburn  Engineering  .Society.  June  gth.  his  subject 
being.  "The  Relation  of  the  Electrical  Engineer  to  Modern  Social 
and  Industrial  Progress." 

MR.  F.  J.  STOUT,  general  superintendent  of  the  Lake  Shore 
Electric  Railway  Co.,  of  Cleveland,  has  resigned  to  accept  a  position 
with  a  steam  railroad.  His  resignation  will  not  take  elTcct  until 
.\ugust.  Mr.  E.  K.  Owen,  superintendent  of  the  Sandusky  division, 
has  resigned  also.    His  successor  is  Mr.  L.  K.  Burge. 

MR.  S.  L.  NELSON  was  on  June  2d  appointed  receiver  of  the 
Ft.  Wayne  &  Southwestern  Traction  Co..  Fl.  Wayne,  Ind.,  of  which 
company  he  has  heretofore  lieen  general  manager.  The  petition 
for  a  receiver  vias,  we  understand,  due  lo  a  controversy  between 
some  of  the  stockholders  and  not  to  any  financial  difficulties. 

MR.  GEORGE  R.  FOLDS,  for  the  past  seven  months  connected 
with  the  legal  department  of  the  Brooklyn  Heights  Railroad  Co., 
has  been  appointed  assistant  to  the  general  manager  of  the  Brooklyn 
Rapid  Transit  Co.  Mr!  Folds  was  several  years  with  the  Twin  City 
R.ipid  Transit  Co..  and  for  three  years  was  in  charge  of  the  claim 
devuirtmcnt  of  that  company. 

MR.  CH.VRLES  E.  H.VRRIS  is  the  new  superintendent  of  the 
Jackson  &  SuliurU-in  Tractiim  Co.  and  the  Wolf  Lake  Railway  Resort 
Co.,  of  Jackson,  Mich.  Until  recently  Mr.  Harris  was  connected 
with  the  Brooklyn  Heights  Railroad  Co.  Mr.  J.  B.  Foole,  who  has 
been  managing  the  Jackson  company,  will  devote  his  entire  attention 
to  superintending  Ihe  construction  work. 

MR.  GEORGE  K.  HOWARD,  who  was  formerly  chief  engineer 
of  the  power  station  of  the  .\urora,  Elgin  &  Chicago  Ry.  at  Batavia, 


III.,  has  Ixen  apjxniiled  duel  engineer  ul  the  J91I1  .St.  power  siaiion 
of  the  Brooklyn  Rapid  Transit  Co.,  assuming  charge  June  ist. 
Mr.  Howard  succeeds  Mr.  J.  J.  Chisliolm.  who  has  gone  to  Ihe 
Waterside  station  of  Ihe  New  York  Edison  Co. 

.MR.  HENRY  M.  BYLLESBY,  of  Chicago,  has  been  elected 
president  and  general  manager  of  the  Mansfield  (U.)  Railway. 
Light  &  Power  Co.,  which  was  recently  reorgani;;cd  and  its  capital 
stock  increased  to  $1,000,000.  Other  recently-elected  officers  of  this 
company  are  Mr.  Charles  F.  .\ckerman,  vice-iiresidenl ;  Mr.  W.  1>. 
Bree<l,  of  Cincinnati,  secretary,  and  .Mr.  Reiil  Carpenter,  treasurer. 

.MR.  D.  A.  BELDEN  resigned  as  general  manager  of  the 
llirmiiigham  (Ala.)  Railway,  Light  &  Power  Co.,  to  which  position 
he  was  appointed  a  short  time  ago,  and  has  gone  to  Hoston,  Mass., 
lo  iR'come  general  manager  of  a  New  England  company,  whose 
headi|uarters  are  in  that  city.  Before  going  lo  Birmingham  Mr. 
Beldeii  was  general  manager  of  the  Georgia  Railway  &  Electric  Co. 
MR.  C.  E.  COLLINS,  superintemlent  of  the  Cincinnati  Traclion 
Co.,  resigned  last  month  and  has  gone  lo  To|)eka,  Kan.,  lo  assume 
nianageinent  of  ihc  reorganized  Topeka  Railroad  Co.  Mr.  Collins 
was  connected  with  the  Cincinnati  company  seven  months.  He  was 
formerly  superintendent  of  the  North  American  Railway  Construc- 
tion Co..  of  Chicago,  and  has  been  connected  wilh  railways  and 
railroad  building  for  Ihe  past  15  years. 

MR.  C.  E.  FLYNN  on  May  ist  tendered  his  resignation  as  general 
manager  and  director  of  the  Wheeling  Tr,iction  Co.,  Wheeling,  W. 
\'a.,  to  take  effect  on  the  appointment  of  a   successor,  but   in  any 

case  not  later  than  August  ist. 
His  withdrawal  is  largely  Iwcause 
of  his  daughter's  health  and  Ihe 
desire  to  attend  to  personal  busi- 
ness that  will  require  his  time  for 
a  few  months.  Mr.  I-'lymi  has 
been  in  the  electrical  railway  busi- 
ness as  electrical  engineer  and 
manager  since  1883.  He  went  to 
Wheeling  in  1887  for  the  Vandcr- 
|nic!e  company  and  installed  the 
first  or  beginning  of  the  present 
system  there.  In  Novenil)er,  1901. 
Mr.  Flynn  took  charge  of  the 
Wheeling  properties,  since  which 
time  a  number  of  betterments  have 
been  made.  AlKiut  75  per  cent  of 
the  rolling  stock  and  electrical 
c(|uipment  has  been  renewed ;  a  new  brick  and  steel  car  house 
with  capacity  for  150  cars  has  been  built,  as  well  as  new  shops;  the 
power  house  has  been  thoroughly  refitted  with  three  large  direct 
connected  units  of  800  kw.  capacity  each,  and  new  boilers,  pumps 
and  other  machinery  have  been  added.  Mr.  Flynn  also  designed 
and  built  a  2.000-h.  p.  plant  at  Brilliant,  O.  .A  large  part  of  the 
feeder  lines,  track  and  track  lionding  have  been  renewed,  also,  and 
the  generally  bettered  physical  conditions  and  increased  earnings 
made  it  possible  to  pay  the  first  dividend  in  the  history  of  the 
company  in  January  of  this  year.  The  prospect  for  the  continuance 
of  dividends  is  bright. 

MR.  HENRY  F.  GEN  TRY  has  been  appointed  general  passenger 
ageni  of  the  Pacific  Electric  Railw.-iv  Co..  of  Los  Angeles,  Cal.. 
with  jurisdiction  over  all  the  Huntington-Hcllman  lines.  Mr.  H. 
F.  Stewart  has  been  made  assistant  passenger  agent.  Mr.  Gentry 
was  formerly  at  Pasadena,  having  been  connected  with  the  company 
since  1897.  first  as  purchasing  agent  and  later  as  ticket  agent.  Mr. 
Stewart  was  formerly  wilh  the  Southern  Pacific  company. 

MR.  'THOMAS  N.  M'CARTER,  president  of  the  Public  Service 
Corporation  of  New  Jersey,  Newark.  N.  J.,  one  June  3d  announced 
the  following  elections  and  appointments:  Secretary,  Frederic  Ev- 
ans; treasurer,  James  P.  Dusenberry;  general  manager  car  depart- 
ment, H.  D.  Whitcomb;  general  manager  electric  department.  Dud- 
ley Farrand  ;  general  manager  .street  railway  department.  Walter  W. 
Wheatley:  comptroller.  Percy  S.  Young:  purchasing  agent,  J.  A. 
Pierson ;  superintendent  of  supplies.  .Arthur  D.  Ball. 

MiR.  E.  C.  FOSTER  resigned  as  vice-president  and  general  man- 
ager of  the  Boston  &  Northern  Street  Railw.ny  Co..  of  Lynn.  Mass., 
to  accept  the  presidency  of  the  New  Orleans  Railways  Co.  He 
assumeil  his  new  duties  June  l.Sth.  Mr.  Foster,  who  is  vice-president 
of  the  American  Street  Railway  Association,  began  railroading  in 
Lynn  a   number  of  years  .ago  as  a  horse  car  conductor.     He  was 


c.  K.  I'l.YNN. 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


3S7 


gradually  promoted  until  he  became  supcrimeiideiit  of  the  old  Bos- 
ton &  Lynn  road.     Afterward,  for  a  time,  he  was  engaged  in  street  , 
railway   work  in   Boston.     Then   came  his  appointment  as   general 
manager  of  the  Boston  &  Northern,  followed  by  his  election  as  vice- 
president. 

MR.  THEODORE  STEBBINS,  who  has  been  identified  with  the 
Thomson-Houston  and  General  Electric  companies  since  1887,  and 
more  recently  as  engineer  of  the  committee  on  local  companies  of 
the  General  Electric  Co.,  lias  severed  his  connection  with  that 
company  and  become  associated  with  Messrs.  A.  E.  Appleyard  & 
Co.,  with  headquarters  at  Boston.  Previous  to  his  connection  with 
the  committee  on  local  companies  Mr.  Stcbbins  had  general  charge 
of  construction  work  for  the  General  Electric  Co.  He  was  born  in 
Iowa  and  graduated  from  the  Massachusetts  Institute  of  Tech- 
nology in  1886.  He  is  a  member  nf  the  .Vmericau  Institute  of  Elec- 
trical Engineers. 

.\IR.  EMIL  (;.  SCHMIDT  has  been  appiiinled  general  superin- 
tendent of  the  Springfield  (ill.)  Railway  &  Light  Co.,  which  was 
formed  to  take  over  the  Springfield  Consolidated  Railway  Co.  and 
the  lighting,  power  and  heating  companies  of  Springfield.  Mr. 
Charles  K.  Minary.  formerly  general  superintendent  of  the  railway 
company,  retains  a  directorate  in  the  new  company.  Mr.  II.  H 
Jones,  until  recently  with  the  Summers  Construction  Co..  of  Chi- 
cago, has  been  appointed  assistant  general  superintendent  of  the 
new  company.  He  was  for  some  time  in  the  engineering  depart- 
ment of  the  Chicago  &  .Mton  Ry..  and  later  served  the  Chicago, 
Peoria  &  St.  Louis  Railway  Co.  in  a  similar  capacity. 

MR.  FR.\.\K  S.  G.\NNON  has  been  elected  vice-prcsidenl  of 
the  Interurban  Street  Railway  Co.,  of  New  York  City,  succeeding 
Mr.  Daniel  S.  Hasbrouck,  resigned.  Mr.  Gannon  was  born  in 
Spring  Valley,  N.  Y.,  in  1851.  He  began  railroading  as  a  telegraph 
operator  for  the  Erie  R.  R.  in  November,  1868.  Thence  he  went  in 
.\pril,  1875.  to  the  Long  Island  R.  R.,  as  a  train  dispatcher.  Mr. 
Vreeland  was  an  operator  in  the  same  office.  From  1881  to  iS8(i 
Mr.  Gannon  was  general  superintendent  of  the  New  York  City  & 
Northern  K.  R..  with  which  Mr.  Vreeland  was  also  connected  at 
one  time.  In  1886  Mr.  Gannon  was  made  general  superliUendcnt 
of  the  Staten  Island  Rapid  Transit  Co.,  and  afterward  president  of 
that  road,  and  general  superintendent  of  the  New  York  division  of 
the  Baltimore  &  Ohio  R.  R.  In  1896  Mr.  Gannon  became  vice- 
president  and  general  manager  of  the  Southern  Ry. 

MR.  WALTER  W.  WHEATLEY  has  been  appointed  general 
manager  of  the  street  railway  department  of  the  Public  Service  Cor- 
poration of  New  Jersey,  with  headquarters  at  Newark.  This  com- 
pany controls  nearly  300  miles  of  track  in  and  around  Newark. 
Jersey  City,  Holx>ken,  Paterson,  Elizabeth  and  the  Oranges.  Mr. 
Wlieatley,  who  was  formerly  superintendent  of  the  Brooklyn  Rapid 
Transit  Co.,  took  up  railway  work  in  1875.  Before  going  to  Brook- 
lyn he  was  chief  train  dispatcher  and  afterward  assistant  superin- 
tendent of  the  Buffalo  division  of  the  West  Shore  R.  R.  His  first 
appointment  in  Brooklyn  was  as  division  superintendent  and  bis 
promotion  to  assistant  general  superinlcndent  of  the  Brooklyn  Rapid 
Transit  Co.  soon  followed.  When  Mr.  Ira  A.  McCormack  resigned. 
.Mr.  VVheatley  was  ap|K)intcd  superintendent  of  all  the  surface  lines. 
He  resigned  from  the  Brooklyn  .system  Oct.  i,  190.'  .\lr.  Whcatley 
is  first  vice-president  of  the  New  York  Railroad  Club  and  for  .1 
nnmtjer  of  years  has  acted  as  its  secretary. 


NEW   PUBLICATIONS. 


PENNSYLVANIA  .STREET  RAILWAY  AS.SOCIATK  )N, 
Verbatim  ReiKirt  of  the  nth  Annual  Meeting  Sept.  10  and  11,  1902, 
Meld  at  the  York  (Pa.)  Country  Club.  This  pamphlet  comprises 
J4  pages,  6xg  in.,  and  contains,  in  addition  to  the  minutes  of  the 
meeting,  the  organization,  membership  and  other  data  pertineiU 
III  such  publications. 

AMERICAN  STREET  RAILWAY  INVESTMENTS,  pub- 
iishcil  l>y  the  MrGraw  Publishing  Co.,  New  York.  Price  $5.00. 
This  is  the  loih  annual  volume  of  the  "Red  Hook,"  a  very  valuable 
office  accessory.  This  edition  contains  reports  of  1,361  companies, 
«lK>wing  in  detail  the  financial  and  physical  condition  of  the  prop- 
erties. Nearly  1..100  of  these  reports  were  furnished  by  the  railway 
officials.  All  new  roads,  all  important  consolidations  for  the  year 
and  lioth  operating  and  leased  roads  are  included.     The  report*  are 


arranged  by  states,  instead  of  alphabetically  by  towns,  as  hereto- 
fore. There  are  25  folding  maps,  some  in  colors,  of  important  sys- 
tems, and  a  table  showing  by  comparison  the  gross  receipts  of  all 
companies  earning  $25,000,  or  more,  for  I  got  and  iy02.  Each  re- 
port is  followed  by  the  date  the  company  supplied  the  information. 

A  NEW  SYSTEM  OF  REWARDING  MACHINE  SHOP  LA- 
BOR. By  H.  L.  Gantt.  Reprinted  from  the  Machine  Shop  Nuntber 
of  Cassier's  Magazine.  In  pamphlet  form,  12  pages,  7  ,x  10  in. 
Published  by  The  Gassier  Magazine  Co.,  3  W.  29lh  St.,  New  York. 
Price  10  cents.  This  pamphlet  deals  not  only  with  the  bonus  sys- 
tem for  engineering  works,  but  with  the  method  of  accomplishing 
what  the  system  aims  to  accomplish — increased  production  and  sat- 
isfied workmen.  It  is  called  "the  latest  advance  in  the  art  of  shop 
uianagcment." 

•TROLLEY  WAYFINDER,  published  by  the  New  ICugland  Street 
Railway  Club,  Herald  Building,  Boston,  Mass.  This  is  a  street 
railway  guide  to  New  England,  published  under  the  auspices  of  the 
New  England  Street  Railway  Club.  Its  object  is  to  supply  valuable 
information  for  travelers  by  trolley,  and  it  gives  in  labidar  form  the 
distance,  fare  and  time  from  Boston  to  points  touched  by  electric 
railway  cars  throitghout  New  England.  The  cities  and  towns  that 
may  be  reached  by  trolley  are  arranged  alphabetically,  making  the 
guide  a  handy  and  convenient  reference  book  for  anyone  who  de- 
sires to  reach  designated  points  by  electric  cars.  Si.xty-four  pages; 
price,   10  cents. 

REPORT  OF  JOHN  CRERAR  LIBRARY.  CHICAGO,  FOR 
1902. — 46  pages,  65-7x10  in.,  paper  covers.  'The  report  of  the 
])resident,  Peter  Slenger  Grosscup,  shows  that  there  were  66,500 
\  isitors,  a  daily  average  of  213,  and  an  increase  of  11,600  over  the 
previous  year.  The  total  use  of  the  library  was  over  155,000  bonks 
and  periodicals.  It  now  contains  89,219  volumes  and  receives  1,654 
periodicals  and  4,644  other  serials.  'The  treasurer,  William  J. 
Lnuderback,  reports  receipts,  including  cash  on  hand  Jan.  i,  1902, 
$.Si3,i79i8;  disbursements,  $458,961.24;  balance  on  hand  Dec.  31. 
1QO2,  $54,217.94,  'The  building  fund  amounts  to  $457,084.43;  book 
fund,  $184,047.58.      The   report  will  be   sent  gratis  on   request. 

TUBERCULOSIS.  By  Addison  W.  Baird,  M.  D.  Published 
by  James  T.  Dougherty,  409  West  59th  St.  Price  25  cents.  This 
is  a  pamphlet  of  24  pages,  illustrated  with  ,30  half-tone  engravings, 
dealing  with  the  subject  of  "tuberculosis"  and  methods  of  prevent- 
ing and  curing  this  dread  disease.  Dr.  Baird  treats  the  subject  from 
a  new  standpoint.  After  describing  the  lubcrcle  bacillus,  the  germ  of 
tuberculosis,  he  speaks  of  the  various  forms  and  ways  in  which  the 
microscopic  organisms  are  transmitted.  He  believes  the  disease  is 
preventable  by  the  exercise  of  reasonable  care  and  observance  of  a 
few  simple  precautions  and  also  thinks  it  is  curable  in  the  majority 
nf  cases,  especially  if  treatment  is  undertaken  at  the  outset.  Among 
other  agencies  by  which  the  disease  may  be  .spread,  he  calls  attention 
to  the  electric  railway  car  and  points  out  the  necessity  of  keeping 
cars  clean  and  wholesome.  He  also  points  nut  that  the  rules  for- 
bidding passengers  to  spit  in  the  cars  and  on  the  car  platforms 
should  be  vigorously  enforced,  lie  rulvncales  llie  iilaciiig  of  cuspi- 
dors in  cars  where  practicable. 

NOTES  ON  TRACK  CONS'TRTICTION  AND  MAINTE- 
NANCE. By  W.  M.  Camp,  editor  Railway  and  I'jigineering  Re- 
view, and  member  American  Society  of  Civil  Engineers.  1,214 
pages,  620  illustrations.  Vellum  de  Luxe  CInth,  6'/;  x  10  in.,  long 
primer  type.  Published  by  W.  M.  Camp,  7418  Parnell  Ave.,  Chi- 
cago. Price  $3.00,  postage  paid.  'This  is  a  useful  book  for  railway 
engineers,  superintendents,  roadmasters,  track  foremen,  bridge  men. 
signal  men,  railway  contractors,  supply  men  and  engineering  stu- 
dents. It  embodies  an  exhaustive  treatment  of  track  construction 
and  maintenance  from  a  practical  standpoint,  and,  being  just  issued, 
brings  such  practice  up  to  date.  F'very  phase  of  track  work  ii 
treated  and  special  attention  has  been  paid  to  costs  and  oilier  data, 
and  parlicidarly  to  modern  labor-saving  machinery  in  track  ser- 
vice. While  the  author's  chief  aim  has  been  to  treat  the  subject 
from  the  .standpoints  of  both  the  trackman  and  the  engineer,  it  has 
been  written  for  all  who  have  to  do  or  expect  to  have  to  do  with 
track  cnuslrnction  or  mainlenance.  'The  index  is  full  and  complele 
and  enhances  the  value  of  the  book  as  a  reference  work.  It  covers  rS 
pages  of  the  book  and  contains  3.0.36  headings  anil  3,714  separate 
references.  A  very  valuable  deparlnieni,  also,  is  that  devoted  In 
supplementary  notes,  which  embrace  a  considerable  voliuue  of  iki 
scriplive  matter  thai  is  useil  largely  in  ilbistr.ilinn  nf  |u:iclire  ru-  of 
principles  discussed. 


.V^8 


STREET  RAILWAY   REVIEW. 


[Vou  XHI.  No.  6 


A   NEW   ENGINEERING  COMPANY. 

I'lic  CliiriiK"  iMiKiiucnng  &  ConslrucliiiK  Co.,  ihc  iiici>r|i<>ralioii 
of  whicli  was  noted  in  onr  i.ssiic  for  May,  lias  acqniri'<l  ilie  rsiali- 
lishfd  onginicrinK  and  contracling  luisinrss  of  the  well-known  lirni 
of  Weslon  Hrollicrs,  consisting  of  Charles  V.  \\  ..'slon  and  George 
Weston,  with  oftkes  at  711  Merchants  Loan  &  Tnisl  Bnilding,  cor- 
ner of  Adams  and  Clark  Sts.,  Chicago.  This  firm  was  organized 
January,  1901.  to  carry  on-  a  general  engineering  and  contracting 
linsiness:  and  has  paid  special  attention  to  examinations,  consutia 
lions   and   re|Hirts  upon   proposeil   and   existing  steam,  electric   and 


It  will  take  contracts  to  huild  stcain,  electric,  and  elevated  railways, 
liridges,  buildings,  tunnels,  subways,  viadncts.  wharves,  piers,  manu- 
facturing gas  and  electric  light  |ilants,  and  will  make  a  s|iecialty  of 
creating  new  electric  railway  prcipirlies,  delivered  with  operating 
organization  perfected  and  in  actual  o|ieration. 

After  making  investigation  of  the  physical  condition  ami  operat- 
ing practice  of  existing  pro|)erties,  the  company  will  undertake  the 
rehabilitation  of  such  properties,  reorganize  operating  forces  and 
bring  up  entire  systems  to  mo<lern  standards  of  practice,  at  the  same 
time  developing  revenue-producing  possibilities  which  have  tieeii 
overlooked  or  neglected,  and  reducing  operating  expenses  to  a  inini- 


C.  V.  WKSTON. 


1..    WKSTIlN. 


A.  viii.i.i;. 


H.'ll.  HICKS. 


elevate<l  railways,  and  has  also  carried  on  the  construction  in  many 
instances.  Among  the  recent  accomplishments  of  the  firm  may  be 
mentioned  the  designing  of  the  intramural  transportation  system  for 
the  I.»uisiana  Purchase  Exposition  at  St.  Louis,  which  has  been 
adopted,  and  the  valuable  assistance  rendered  to  Mr.  Bion  J,  Arnold 
in  the  preparation  of  his  report  to  the  Local  Transportation  Com- 
mittee of  the  Oiicago  Common  Council,  for  which  Ihc  firm  was 
accorded  due  credit  in  the  report. 

The  officers  of  the  new  company  which  has  a  capital  of  $250,000 
will  be  Charles  V.  Weston,  president ;  George  Weston,  vice-presi- 
dent',  (ieorge  A.  Yuillc,  .secretary  and  general  manager;  Hervey 
I!.  1  licks,  counsel.  Addison  E.  Wells,  Fred  A.  Wells  and  Edward 
11.  Burling,  all  of  Chicago,  together  with  the  officers  named,  con- 
slilnte  the  board  of  directors.  The  Messrs.  Weston  are  already 
so  well  and  favorably  known  to  the  profession  and  the  public  as 
well  that  a  re-iteration  of  their  past  work  seems  unnecessary. 

Mr.  Yuillc  was  formerly  vice-president  and  general  manager  of 
the  West  Chicago  Street  Railroad  Co.  and  an  officer  of  other  street 
railroad  companies  in  Chicago.  His  service  has  covered  l)Oth  the 
construction  and  operation  of  railway  properties  and  he  is  known 
to  those  familiar  with  this  field  as  a  manager  of  great  force,  tact, 
skill  and  ability.  Mis  connection  with  the  new  company  will  enable 
it  to  reorganize  existing  properties  and  bring  them  up  to  the  best 
modern  standard  of  practice. 

Messrs.  Addison  H.  Wells  and  Fred  .\.  Wells  are  known  ihrougli- 
oiit  the  country  as  leading  building  contractors,  in  which  field  thoy 
have  been  engaged  for  many  years.  They  operate  under  the  name 
of  the  Wells  Brothers  Co.,  and  are  now  carrying  on  the  construc- 
tion of  large  buildings  in  Chicago,  Baltimore,  Philadelphia.  New 
York  and  elsewhere.  Their  connection  with  the  new  company  is  an 
assurance  to  the  business  world  of  its  stability  and  of  conservative 
and  efficient   management. 

For  a  number  of  years  Mr.  Hervey  B.  Hicks,  who  is  a  Chicago 
attorney,  was  engaged  in  engineering  service  on  western  railroads 
and  irrigation  works,  and  recently  has  made  a  special  study  of  the 
electric  railway  field,  all  of  which  will  make  his  services  peculiarly 
valuable  to  the  new  organization. 

Mr.  Edward  B.  Burling  is  a  member  of  the  firm  of  Bentley  & 
Burling,  Chicago  attorneys. 

The  Chicago  Engineering  &  Construcling  Co.  is  now  carrying  on 
the  supervisiim  of  conslniclion  of  electric  railroads,  among  whicli 
may  be  menlimied  the  line  from  Rockford  to  Freeport,  III.,  and  is 
preparing  plans  and  specifications  for  extensions  of  existing  proper- 
ties. It  is  prepared  to  make  surveys,  estimates,  plans  and  specifica- 
tions; examinations  and  reports  upon  proposed  or  existing  proper- 
ties,  with   recommendations   for   improved  operation   when   desired. 


n.um.  On  account  of  the  rapid  construction  of  electric  railroads 
during  a  period  when  so  many  improvements  in  type  and  economical 
operation  have  been  made,  there  is  a  large  field  for  activity  in  tlii^; 
line. 

♦*-• 

"LIGHT  ON  THE  TRACK  AT  ALL  TIMES." 


On  April  >-[h  Mr.  George  F.  Chapman,  president  of  the  Chapman 
Headlight  .Adjuster  Co.,  took  a  party  of  street  railway  men  on  a 
trolley  trip  between  Walthain  and  Hudson,  Mass.,  for  the  purpose  of 
demonstrating  the  merits  of  the  Chapman  headlight  adjuster.  The 
party  included  W.  H.  Greene,  superintendent  of  ihe  Lexington  & 
Boston  line,  Charles  H.  Parsons,  vice-president,  and  J.  W.  Ogden, 
superintendent  of  the  Concord,  Maynard  &  Hudson  .Street  Ry.,  on 
which  lines  the  adjuster  is  now  being  used.  At  Concord  the  party 
took  the  parlor  car  "Concord"  of  the  l.itter  company  to  which  the 
adjuster  was  transferred. 

The  headlight  adjuster  is  a  unique  device  which  is  attached  to  the 
cross  beam  of  truck,  and  reaching  forward  and  up  in  front  of  dash- 
ers or  vestibule  are  tee  brackets  on  which  the  lamp  is  carried,  so 
that  the  slightest  turn  of  the  truck  imparts  a  jiiovement  in  the  di- 
rection of  the  curve.  The  rays  of  the  lamp  arc  constantly  on  the 
track,  and  when  the  truck  strikes  the  curve,  slight  or  sharp,  the  light 
is  on  the  curve.  This  gives  the  motorman  at  all  times  a  complete 
view  of  the  road.  On  the  trip  mentioned  the  value  of  the  shifting 
light  was  demonstrated,  the  light  following  the  curves  perfectly  as 
the  car  turned,  giving  a  clear  view  of  everything  ahead  for  a  long 
distance. 

All  of  the  double  truck  cars  of  the  Fitchburg  &  Leominster  .Street 
Ry.  are  equipped  with  the  Chapman  adjuster,  and  the  superintendent, 
Mr.  W.  W.  Sargent,  is  quoted  as  stating  that  their  use  has  saved 
the  company  from  a  number  of  serious  accidents,  any  of  which  would 
have  cost  far  more  than  tjie  cost  of  these  devices. 


ADDITION  TO   NEWARK  WESTINGHOUSE 
PLANT. 


The  increase  in  sales  of  integrating  wattmeters  and  other  electrical 
recording  instrnmenis  made  by  the  Weslinghousc  Electric  and  Man- 
ufacturing Co.  has  made  necessary  an  extensive  addition  to  its  New- 
ark works,  which  will  practically  double  the  size  and  productive 
powers.  The  company  inannfactiires  its  meter  tools,  jewels  and  spe- 
cial appliances,  and  while  the  mechanical  features  mark  the  perfec- 
tion of  their  kind,  equal  attention  is  given  to  the  comfort  and  con- 
venience of  the  .'5,000  employes. 


June  20,  1903.] 


STREET    RAILWAY    REVIEW. 


359 


NEW   LINES  OPENED  TO  TRAFFIC. 


The  Jackson  &  Baltic  Creek  Traction  Co.  has  just  completed  its 
line,  although  cars  have  been  running  between  Albion  and  Battle 
Creek  and  between  Jackson  and  Allegan,  Mich.,  since  the  last  of 
May. 

The  Southern  Indiana  Intcrurban  Railway  Co.  issued  invitations 
for  the  opening  of  its  line  between  Jeflfcrsonville  and  New  Albany 
May  i6th.     City  service  in  Jeffcr.sonville  was  begun  May  28lh. 

.Ml  connections  are  complete  and  through  trolley  cars  now  run 
lietween  Providence,  R.  I.,  and  Danielson,  Conn.,  over  the  tracks 
of  the  Providence  &  Danielson  Ry.,  which  instituted  an  hourly 
service  June  ist.  Connections  may  be  made  for  Wauregan,  Central 
\'illage,  MiMisup,  Dayville,  Pulnam,  Conn.,  and  Worcester,  Mass. 

The  Tamaqua  &  Lansford  (Pa.)  Street  Railway  Co.  new  line  to 
Manch  Chunk  was  opened  for  a  30-minute  service  about  June  ist. 

The  Lackawanna  &  Wyoming  Valley  Rapid  Transit  Co's.  system 
between  Scranton  and  Pittston  was  opened  May  20th.  The  run  of 
12  miles  was  made  in  25  minutes  with  5  stops.  The  third- rail  elec- 
tric system  is  employed  for  passenger  traffic.  For  freight,  which 
is  hauled  at  night,  steam  locomotives  are  used.  Work  on  the  exten- 
sions between  Scranton  and  Carbondale,  and  Pittston  and  Wilkes- 
barre  is  being  pushed.  The  company  owns  its  private  right  of  way. 
The  entire  cost  of  the  road  will  be  $12,500,000. 

The  first  car  on  the  new  line  which  connects  Florence,  Neb., 
with  Omaha  made  the  round  trip  May  23d  with  Mr.  V.  A.  Tucker, 
superintendent  of  the  Omaha  Street  Railway  Co.,  as  tlu  nnly  jiassen- 
ger.     A  30-minnte  schedule  has  been  established. 

The  Rapid  Railway  Co.,  of  Cincinnati,  now  a  part  of  the  Inter- 
urban  Railway  &  Terminal  Co.,  ran  its  first  cars  to  Mason,  O., 
May  23d.  There  was  a  celebration  at  Mason  and  everybody  was 
given  a  free  ride. 

The  Milwaukee  Electric  Railway  &  Light  Co.,  on  May  22d,  sent 
one  of  its  new  interurban  cars  over  the  new  Waukesha  Beach  line, 
via  West  .Mlis  and  Hales  Corners.  The  regular  schedule  will  go 
into  effect  July  ist.  The  first  car  on  the  Milwaukee,  Racine  & 
Kenosha  division  was  sent  over  the  line  June  4th. 

The  Elgin  branch  of  the  Aurora,  Elgin  &  Chicago  Railway  Co. 
was  opened  May  26th,  thereby  completing  the  road.  Trains  will 
run  between  Wheaton  and  Chicago  every  15  minutes,  with  half-hour 
schedules  on  the  Aurora,  Batavia  and  Elgin  branches.  Arrange- 
ments are  being  made  to  give  express  service  on  the  Metropolitan 
West  Side  Elevated  from  W.  S2d  St.  to  the  Union  loop  in  Chicago. 

The  Pan  Handle  Traction  Co.,  of  Wheeling,  W.  Va.,  began  to 
run  through  cars  to  Wellsburg  May  30th.  The  line  was  opened 
May  24th,  but  it  was  necessary  to  transfer  once  en  route. 

The  Lancaster  (Pa.)  &  Rocky  .Springs  Ry.  was  oi)L'ned  S\mday, 
May  24th.  Rocky  Springs  is  a  pleasure  resort  on  the  Cnncstoga 
River. 

The  first  car  over  the  Hamilton,  Glendale  &  Cincinnati  Traction 
Co's.  line,  May  25th,  was  greeted  by  a  display  of  fireworks  upon  its 
arrival  in  Hamilton.    The  regular  schedule  was  adopted  June  1st. 

The  Indianapolis  &  Eastern  Railway  Co.,  on  May  27th,  completed 
the  connecting  link  between  Indianapolis  and  Richmond,  Ind.,  enter- 
ing the  latter  city  over  the  Richmond  Street  &  Intcrurban  Railway 
Co's.  line.  Through  service  has  been  established.  I  lie  line  is  70 
miles  long. 

The  Webster  (Pa.),  Monessen,  Hellevernon  &  Fayellc  City  .Street 
Railway  Co's.  line  was  opened  from  Monessen  to  Hellevernon  May 
30th.  I'he  Webster  end  of  the  road  was  completed  June  isth  and 
it  is  expected  to  have  the  entire  road  in  operation  July  4lh. 

The  Pittsburg,  McKeesport  &  Connellsville  Railway  Co.  placed  in 
operation  the  division  between  Connellsville  and  Uniontown  June 
1st,  and  the  division  between  Scottdalc  and  Mt.  Pleasant  is  com- 
pleted. The  company  now  has  in  operation  in  the  coka  region  62 
miles  of  road.  The  Pittsburg  Railways  Co.  has  placed  in  operation 
its  Charlcroi  division  between  Allenport  and  Riverview,  12  miles. 

The  Birmingham  Railway,  Light  &  Power  Co.  established  its 
electric  car  service  between  BirminKham  and  Hessemer,  Ala.,  June 
2d.     Heretofore  a  steam  dummy  was  used. 

The  Cincinnati  &  Eastern  Railway  Co.  sent  llw  firsi  car  over  its 
new  line  to  Bethel,  C,  June  Ist. 

The  Ulica  &  Mohawk  Valley  Railway  Co.  has  opened  its  new 
line  to  Rome,  N.  V.,  the  ofTirial  trial  being  held  June  yth. 

The  Grand  Rapidn,  Grand  Haven  &  Muskeg'Mi  Railway  Co. 
planned  for  a  celebration  at  Grand  Haven  on  or  alxnil  June  isth. 


when  it  was  expected  the  first  car  would  enter  Grand  Haven.  The 
city  contributed  toward  the  celebration  and  The  Press  Newsboy 
Band  was  retained  to  accompany  the  special  train  on  the  initial  trip. 

The  Columbus  (O.)  city  division  of  the  Urbana,  Mechanicsburg 
&  Columbus  Electric  Railway  Co.  was  opened  June  6th.  This  is 
the  si.xth  interurban  to  enter  the  city. 

The  first  regular  service  of  the  Montreal  Terminal  Railway  Co. 
was  inaugurated  June  3d.     Power  is  supplied  by  the  Shawinigan  Co. 

The  Northampton  Traction  Co's.  new  line  from  Bangor,  Pa.,  to 
Easton,  25  miles,  is  in  operation. 

The  Western  Ohio  Traction  Co's.  line  has  been  completed  between 
Lima  and  Piqua.  It  is  now  possible  to  run  electric  cars  from  Cin- 
cinnati to  Toledo,  the  Cincinnati,  Dayton  &  Toledo  forming  the 
southern  connection,  and  the  Toledo,  Bowling  Green  &  Southern 
the  connection  at  the  Toledo  end. 

June  7th  the  Woronoco  Street  Railway  Co's.  new  line  between 
Westfield  and  Holyokc,  Mass.,  was  traversed  throughout  its  entire 
length  for  the  first  time  by  officials  and  invited  guests  and  it  was 
announced  that  it  would  be  open  to  the  public  as  soon  as  the  rail- 
road commissioners  made  their  official  inspection. 


THE  NEW  CAR  WORKS  AT  PEORIA,  ILL. 


The  Peoria  Car  Co.,  incorporated  with  a  capital  of  $1,000,000,  as 
noted  in  the  "Review''  for  May,  1903,  plans  to  erect  at  Peoria,  111., 
one  of  the  most  modern  and  completely  equipped  car  building  plants 
in  tlic  country,  to  be  in  operation  and  ready  to  deliver  equipments  by 
Feb.  I,  1904.  Peoria  is  practically  in  the  center  of  the  United  States; 
it  is  situated  upon  the  Illinois  River  and  is  reached  by  15  railroads, 
so  that  in  point  of  shipping  facilities  the  location  of  the  new  plant  is 
ideal.  In  addition,  raw  material  rates  are  low,  fuel  cheap  and  skilled 
labor  abundant  at  reasonable  rates,  all  of  which  combine  to  give  the 
company  advantages  not  to  be  found  in  many  sections  of  the  country. 

Mr.  A.  L.  Jacobs,  until  recently  superintendent  of  the  Niles  Car 
&  Manufacturing  Co.,  and  who  has  had  20  years'  experience  in  car 
building,  is  general  manager  of  the  new  company,  and  associated  with 
him  are  men  of  high  standing  and  practical  business  e-xperience. 
When  Mr.  Jacobs  was  with  the  Pullman  Co.,  he  built  the  original 
electric  car  equipped  with  Vanderpoele  motors  set  on  the  front  plat- 
form and  operated  by  sprocket  wheel  and  chain.  He  recently  designed 
and  built  some  of  the  Aurora,  Elgin  &  Chicago  Railway  Co.  cars, 
which  have  been  highly  commended.  Among  other  designing  and 
building  work  with  which  he  has  been  concerned  were  cars  for  the 
Kockford.  Beloit  &  Janesvillc  Railroad  Co.,  the  Trenton  &  New 
Brunswick  Railroad  Co.,  Louisville,  Anchorage  &  Pewee  Valley  Elec- 
tric Railroad  Co.,  Western  Ohio  Railway  Co.,  and  the  Interurban 
Construction  Co.,  of  Alliance,  O.  All  these  bespeak  a  high  grade  of 
skill,  which  Mr.  Jacobs  hopes  to  surpass  when  the  new  works  are 
completed. 

It  is  understood  that  the  new  company  has  been  assured  of  a 
large  number  of  orders,  which  will  keep  the  works  busy  from  the 
outset. 


CONTACT  DEVICE  FOR  TROLLEYS. 


A  criulact  device  for  trolleys  has  recently  been  invcnied  liy  Mr. 
Charles  L.  Fitch,  of  Grand  Rapids,  Mich.,  which  is  designed  to  be 
attached  to  the  fork  of  a  trolley  harp  and  which  contains  an  easily 
detached  revolving  part  which  bears  lightly  against  the  trolley  wheel. 
The  device  contains  a  roller  adapted  to  travel  in  the  groove  of  the 
trolley  wheel,  and  this  roller  is  supported  on  .spring  arms  the  lower 
ends  of  which  are  fastened  to  the  trolley  harp  and  the  upper  ends  are 
bent  inwardly  to  form  journals  for  (he  roller  and  to  hold  it  in  yielding 
contact  with  the  trolley  wheel.  Another  modification  of  this  device 
consists  in  sub.stituting  a  ball  for  the  roller,  the  ball  being  held  in 
contact  with  the  trolley  wheel  by  means  of  a  spring  the  lower  end 
of  which  is  fastened  to  the  trolley  harp  and  its  upper  end  formed  into 
a  ring  in  which  the  Irall  rests.  By  means  of  these  arrangements  the 
current  is  transferred  to  the  trolley  pole  and  the  liability  of  arcing  is 
reduced  to  a  minimum.  The  advantage  claimed  for  this  device  is 
that  the  hall  or  roller  may  he  replaced  on  the  road  in  a  few  mo- 
ments' lime  while  where  washers  are  used  the  car  has  to  he  taken  to 
the  barn  anil  ccmsiderable  time  spent  in  replacing  worn  out  washers. 
Mr.  Fitch's  device  is  at  present  Ix'ing  tested  on  some  of  the  cars  of 
the  Brooklyn  Rapid    Transit  Co. 


360 


STREET  RAILWAY  REVIEW. 


[Vol.  Xin,  No  6. 


WESTINGHOUSE  SELF-COOLING  TRANS- 
FORMERS. 


The  snccr^sftll  tr:iilsiiii>M(iii  of  high  volliiKi-  mrri-iii  i.vcr  liHig  ilis- 
lanccs  hits  been  made  p<3S!>ibli'  liy  Iho  use  of  high  vnll.ngf  trans- 
formers Jiiiil  of  Ihese  the  oil  iiisiilaleil  self-cixiliiig  tyjic  ranks  most 
iiii|Hirlanl  at  the  present  time.  The  acconipanying  iUnstratinn  shows 
the  interiiir  of  a  VV'estinghi>use  transformer  of  this  ty|H-.  The 
nmny  ailvantages  of  oil  insolation  have  made  it  almost  essential  for 
high  vnltage  transformers  while  the  great  heat  condnrling  power  of 
oil  also  serves  to  keep  down  the  lemperahire.  Hoth  the  high  and  the 
low  tension  windings  of  these  transformers  are  divided  into  a  mnnlier 
of  Hat  coils.  The  high  tension  eondnclor  is  a  Hal  copper  rihlnin 
ttonnd  concentrically  with  only  one  tnrn  per  layer.  These  layers 
are  seiwrated  from  each  other  hy  a  specially  prepared  insulating  ma- 
terial and  the  coils  are  insulated  imliviilually  anil  ate  separated  liy 
heavy  insulating  washers.     The  low  tension  winding  is  of  the  same 


iirought  out  from  the  high  tension  windings  for  three  lower  voltages 
which  make  it  possible  to  duplicate  transformers  at  lulh  ends  of  the 
transmission  Ime,  ilie  taps  on  the  lowering  transformers  acconnno<lat- 
ing  them  lo  the  reduced  line  voltage.  These  machines  are  made  in 
sizes  from  lo  to  500  kw. 

SAFETY  STOP  FOR  MOTORS. 


It  is  oidy  necessary  for  one  to  recall  the  frequency  with  which 
serious  accidents  due  10  bursting  rif  llywhecls  arc  reporleil  to  ap- 
preciate the  need  of  providing  power  plants  with  the  most  efficient 
"afely  devices  thai  are  available.  The  field  for  the  application  of 
emergency  stopping  apparatus  lo  other  than  prime  movers  is  also 
wi<le.  The  increase  in  the  use  of  electric  motors  for  power  pur- 
poses has  produceil  a  unique  but  an  exceedingly  practical  device 
for  a  ijuick  stop  in  the  case  of  accident.  For  several  years  the 
Consolidated  Knginc  Stop  Co.  has  been  installing  the  "Monarch" 
engine  stop  and  speed  limit  system  in  a  great  many  of  the  largest 
|>lants  in  all  parts  of  Ihe  country  where  steam  is  used  for  iK)wer. 
The  lalest  addition  to  the  company's  speed  liiniting  and  quick  stop- 
ping device  is  known  as  ihe  "Monarch"  motor  slop,  and  places 
an  electric  motor,  or  a  motor-driven  machine,  under  absolute  control 
from  any  part  of  the  factory.  The  new  apparatus  gives  Ihe  com- 
pany a  system  of  power  control  and  speed  limiting  devices  designed 


WESTINGHOUSE  TRANSKORMKK. 

general  design  the  conductors  being  of  a  rectangular  cross  section. 
By  this  method  of  winding  the  total  electro-motive  force  of  the 
transformer  is  divided  among  a  numlwr  of  coils  and  the  pressure  1k'- 
twcen  the  layers  is  reduced  to  that  of  a  single  turn.  The  provision 
for  free  circulation  of  oil  between  the  coils  and  the  transformer  is 
very  important,  as  its  absence  permits  the  interior  to  attain  a  tem- 
perature much  higher  than  that  of  the  exterior,  sometimes  resulting 
in  Ihe  destruction  of  the  insulating  material  by  unequal  expansion. 
Kor  this  reason  oil  passages  between  the  coils  and  the  iron  are 
arranged  so  that  when  the  transformer  is  operated  a  circulation  of 
oil  is  set  up  directly  through  the  interior  of  the  winding.  These 
transformers  are  mounted  in  heavy  sheet  iron  cases  protected  by  an 
outer  frame  work-of  angle  iron.  A  large  surface  area  is  required  to 
dispel  the  heat  generated  in  the  transformer  and  for  this  reason 
Ihe  surface  area  of  the  case  is  increased  by  making  it  corrugated. 

The  transformers  may  lie  wound  for  practically  any  voltage  de- 
sired but  the  following  voltages  have  been  adopted  as  standard : 
2.200.    6.600,    11,000.    16.500.    22.000.    .13.000    and    44.000.     Taps    are 


M().N.\Rcu  s.\ki-:ty  motor  stop. 


to  meet  every  condition  of  need  or  desire  for  electrical  as  well  as 
sicam  driven  machinery. 

The  "Monarch"  engine-stop  and  speed  limit  system  is  applied 
lo  an  engine  not  only  to  prevent  "racing"  but  also  to  provide  means 
for  stopping  the  engine  from  any  point,  or  any  number  of  points 
in  Ihe  plant,  in  Ihe  case  of  accident  to  an  employe  or  to  the  ina- 
chinery,  and  Ihe  motor  slop  is  designed  to  do  the  same  for  the 
electrically   driven    machinery. 

Snap  switches  of  the  improved  dial  pattern  are  placed  at  dif- 
ferent points  wherever  desired,  and  one  turn  of  the  switch  operates 
a  separate  battery  system  which  throws  Ihe  main  switch  at  the 
board.  A  bell  in  the  office  or  engine  room,  or  any  part  of  Ihe  plant 
desired,  immediately  rings  a  warning  so  that  Ihe  person  in  charge 
may  know  that  Ihe  power  has  been  shut  off.  The  switches  are 
installed  .so  as  to  be  available  for  immediate  use,  yet  protected  from 
meddlesome  and   unauthorized  employes. 

The  switchboard  itself  is  of  marble  or  slate  anil  carries  a  testing 
apparatus  as  well  as  the  main  switch.  The  board  may  be  used  as  a 
main  switchboard,  or  placed  in  the  office  or  other  part  of  Ihe  plant 
and  used  only  in  emergencies. 

The  claims  lo  which  Ihe  coiniiany  directs  special  attention  are  as 
follows :  The  apparatus  can  be  tested  from  Ihe  swilchbonrd  to 
detect  low  Inllery  power  or  short  circuits.  The  system  of  wirin;;. 
which  is  patented,  is  so  simple  that  chances  of  trouble  with  il  are 
extremely  remote.  The  cost  of  the  apparatus  is  infinitesimal  com- 
pared willi   its  conveniences  and  accident-preventing  features.     The 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


361 


"Monarch"  motor  stop  can  be  connected  to  any  size  of  motor  and  for 
any  current.     It  will  stop  a  machine  under  load  in  from  two  to  five  - 
seconds.     It  can  be  applied  to  protect  the  whole   line,  or  a  limited 
number  of  motors,  to  a  single  motor. 


DEMONSTRATION  OF  ECLIPSE  CAR  FENDER. 


.\  remarkable  test  of  the  efficiency  of  the  "Eclipse"  car  fender  was 
made  on  May  22nd,  near  the  52d  St.  shops  of  the  Brooklyn  Heights 
Railroad  Co.  in  the  presence  of  several  electric  railway  officials  con- 
nected with  the  systems  in  Hrooklyn.  Xew  York  and  adjacent  cities. 
The  inventor  of  the  fender.  Mr.  Benjamin  Lev,  stood  in  the  center 
of  the  track  and  permitted  himself  to  be  struck  by  the  fender  while 
the  car  was  moving  at  speeds  of  6,  12  and  20  miles  an  hour.  This 
la-st  speed  was  vouched  for  by  officials  of  the  Brooklyn  company. 
In  each  case  Mr.  Lev  was  instantly  picked  up  by  the  fender  and 
carried  without  injury  until  the  car  could  be  brought  to  a  stop. 
After  the  scries  of  tests  Mr.  Lev  pronounced  himself  unhurt  and 
stated  he  had  suffered  in  no  way  from  the  shock.  A  series  of  muto- 
scope  pictures   were  taken   during   the  trials  and   show   plainly   the 


liighest  temperature  under  llu>e  cnmlitioiis  nf  iiealuij^.  Ilii-  ihonncinu' 
ters  were  very  carefully  walclied  and  Ihe  current  was  so  reguhUed 
that  the  actual  mn.ximum  temperature  remained  in  the  vicinity  of 
100°  C.  At  this  temperature  both  oil  and  water  \apoi-s  were  llirowii 
off  in  great  quantities. 

Energy  at  500-volts  direct  current  was  available  and  electric  heat- 
ers accomiiiodal.ed  10  this  voltage  were  made.  These  beaters  were 
enclosed  in  sheet  iron  boxes  and  connection  was  made  between 
them  and  an  opening  at  the  bottom  of  the  transformer  case  by 
means  of  ordinary  .stove  pipe.  The  heaters  delivered  a  large  vol- 
ume of  air  to  the  transformers  heated  to  a  temperature  of  almost 
200°  C.  Baffle  plates  were  placed  inside  the  transformer  cases  so 
that  the  hot  blast  would  not  blow  directly  against  either  the  coils  or 
tile  insulation.  The  hot  air  rose  from  the  bottom  of  the  ca.se  to  the 
lop  escaping  from  an  opening  left  in  the  cover.  The  circulation 
of  dry  air  tended  to  remove  from  the  inside  of  the  case  the  vapors 
expelled  from  the  interior  of  the  tran.sfornwr  by  the  heat  generated 
there.  This  process  was  continued  for  several  days  and  measure- 
ments of  the  insulation  resistance  were  taken  from  time  to  time  until 
the  results  showed  that  the  transformers  were  in  belter  coudilion 
than  they  had  been  when  they  left  the  factory. 


TE.ST  OI'  ECLIPSE  FENDER. 


position  of  the  fender  and  tile  person  struck  at  each  instaiu  of  the 
experiment. 

At  the  conclusion  of  the  tests  the  fender  was  tried  with  a  bag  of 
sand  and  shavings  im  the  track  and  demonstrated  its  ability  to  pick 
up  small  objects  as  well  as  larger  ones. 

'I'he  "Eclipse"  fender  comprises  a  fiat  apron  extending  across  the 
width  of  the  track,  pivoted  below  the  center  and  normally  carried  at 
an  angle  of  45  degrees  to  the  plane  of  the  roadbed.  The  lower  edge 
of  this  apron  is  protected  by  a  heavy  rubber  hose  designed  to  strike 
between  the  ankle  and  the  knee  of  any  person  standing  or  moving 
upon  the  track.  Upon  coming  in  contact  with  an  obstruction,  such 
as  a  person,  the  apron  releases  itself  and  drops  back  forming  a  bas- 
ket or  scoop  into  which  the  person  is  thrown  and  from  which  it  is 
claimed  the  object  struck  cannot  be  released  until  the  car  stops.  A 
buffer  of  plate  steel  springs  behind  the  apron  is  designed  to  break 
the  force  of  the  blow  and  prevent  injury  to  the  head  and  shoulders 
of  the  person  struck. 

The  fender  is  made  and  sold  by  the  Eclipse  Car  Fender  Co.,  267 
St.  Clair  St ,  Cleveland,  O. 


METHOD  OF  DRYING  TRANSFORMERS. 

In  a  paper  on  "Transformers  for  High  Voltage  Transmission 
Lines,"  by  J.  VV.  Farley,  read  before  the  l.Jlh  annual  convention  of 
the  Canadian  Electrical  Association  recently  held  in  Toronto  the 
author  described  an  interesting  method  of  drying  out  transformers 
at  the  place  of  installation  immediately  before  the  oil  is  placed  in 
Ihc  cases.  The  example  mentioned  was  the  case  of  a  number  of 
transformers  which  were  shipped  to  Montreal  and  Shawinigan  Falls. 
These  transformers  left  the  United  Slates  in  December  and  arrived  in 
Canada  in  one  of  the  coldest  periods  of  the  winter.  Before  they  arrived 
at  their  destination  the  weather  suddenly  moderated  and  Ihe  atmos- 
phere was  heavily  impregnated  with  moisture. 'The  transformers,  how- 
ever, were  at  a  temperature  many  degrees  liclow  freezing  point  and  on 
l>eing  unpacked  were  found  to  be  entirely  covered  with  a  white 
frost  to  a  thickness  of  from  Vit  lo  •}4  in.  This  frost  gradually  melted 
leaving  a  considerable  amount  of  water  ihroughout  the  transformers. 

As  soon  as  pf>ssi1>le  the  Iransformors  were  placed  in  their  cases 
without  oil  and  Ihe  lops  put  in  position.  'The  low  tension  windings 
were  'thort  circuited  wilh  the  high  tension  winding.  Therinomclers 
were  placed  at  those  (Kjints  which  might  be  expected  lo  develop  the 


While  the  Iraiisluruiers  were  slill  hot  ihe  oil  u.is  placed  ill  the 
cases  and  an  increased  current  circulated  through  the  windings.  'The 
amount  of  this  current  was  such  that  the  heat  generated  in  the  wind- 
ings was  suflicient  to  maintain  a  fairly  vigorous  circulation  of  oil 
through  the  interior  of  the  transformer.  No  trouble  was  encountered 
in  bringing  the  transformers  up  to  a  full  voltage  for  the  first  time 
and  noibiiig  has  since  arisen  which  indicates  that  the  installation  is 
in  aiiv  other  than  first-cIass  condition. 


BARRETT  JACKS. 


Editor  "Keview" : 

Last  month  we  were  granted  a  permanent  injunction  restraining 
the  Buckeye  Jack  Manufacturing  Co.,  agent  et  al.,  from  selling  their 
product,  which  is  an  imitation  of  the  Barrett  jack,  by  fraudulent 
methods,  such  as  using  our  advertising  matter,  and  our  catalog, 
verbatim,  even  to  the  using  of  the  same  type.  'These  makers  of  imi- 
tation jacks  have  gone  so  far  as  to  attempt  lo  sell  their  product,  as 
being  the  original  Barrett  jack,  and  the  court  has  emphatically  en- 
joined them.  In  all  these  instances  we  have  received  a  broad  in 
junction  by  the  United  Stales  Circuit  Court  of  the  Southern  Dislriel 
of  New  York.  Judge  Lacombe  was  emphatic  in  bis  order  restrain- 
ing these  people,  and  ihe  decision  was  arrived  .il  wilhoiil  leaving  Ibv 
bench,  in  15  minutes. 

The  court's  order  restrains  "the  sale  or  shipment  of  the  so-called 
Buckeye  jacks,  or  of  any  other  jacks,  upon  orders  solicited,  received 
or  taken  by  the  said  defendants  for  Barrett  jacks,  and  from  making 
any  statements  or  representations  which  might  be  calculated  to  mis- 
lead the  trade  or  the  public  into  Ihe  belief  that  such  jacks  are  Ihe 
Barrett  jacks  manufactured  by  the  said  complainant  herein,  and  from 
making  any  slalements  or  representations  that  the  jacks  sold  or 
offered  for  sale  by  the  said  defendants  arc  Barrett  jacks  or  arc  the 
product  of  the  said  complainant  herein,  unless  that  be  the  fact,  until 
the  further  order  fif  ibis  court." 

'J'he  makers  of  imitalion  Barrett  jacks,  on  which  ibe  palenls  have 
expired,  can  only  manufacture  a  few  sizes  of  ihe  same,  and  llie  |i.il 
enis  on  ibe  oilier  sizes  of  liarrelt  jacks  are  still  good. 

The  DulT  M.iiiufaeliiriiiK   Co. 


'The   Illinois  Valley  'Traction  Co.  is  inslalliiij; 
lem  on  its  Ladd-La  Salle  division. 


block  sign.il  sys- 


362 


STREET  RAILWAY  REVIEW. 


I  Vol.  XIII.  No.  6. 


THE  MOHAN   PATENT  RAILWAY  TICKET. 


BLOCK  SIGNALS. 


Ihc  I-'arr  &  l-'ostcr  Co.,  186  E.  Jackson  Boulevard,  Chicago,  lias 
Iwcn  appoiiilcd  wlc  agent  in  the  United  Stales  for  the  Mohan  patent 
railway  ticket,  a  siiniple  of  which  is  rcproiliicod  herewith  reduced  in 
siie,  the  original  In-ing  jyi  x  io,'4.  This  ticket  is  being  adopted 
by  intenirkin  electric  roads  having  fixed  stations  at  which  ticket 
agents  arc  employed.  It  was  designed  by  Mr.  J.  E.  Mohan,  stationer 
of  the  Michigan  Central  located  at  Detroit,  to  simplify  the  passage 
ticket  .system  and  prevent  manipulation.  It  is  what  might  bi-  termed 
a  double-headed  ticket.  A  contract  cou|Min  is  printed  at  each  cud. 
iK-twccn  which  in  duplicate  colunms  arc  shown  the  stations  in  geo- 
graphical order,  those  in  one  column  being  arranged  one  line  Iwlow 
those  in  the  opposite  column.     Station  nundK-rs  appear  opposite  the 


I       00000 


i'i'|l(!"|ii'""!{ii|i{{iil!ijjii| 


|i^''iiij''jii'''''iiiiii!ijiiiijji|ji 


In 


MOHAN  RAILWAY  TICKET. 

names.  Ihc  direction  of  the  station  from  ihc  issuing  point  is  in- 
dicated in  each  coupon  and  at  the  top  of  first  and  at  the  iKjltom  of  the 
second  column  by  the  word.s,  "Going  West" — or  north,  or  east,  or 
south,  as  the  case  may  Ik'.  In  the  selling  of  the  ticket  it  is  cut  hori- 
zontally at  the  destination  point  willi  a  straight  edge  cutter.  Thus 
cut,  a  complete  ticket,  from  the  issuing  station  printed  in  the  contract 
coupon  to  the  last  station  named  in  the  margin,  is  produced  without 
the  use  of  pen  and  ink.  That  portion  of  the  ticket  reading  in  the 
opposite  direction,  but  which  by  the  grouping  of  the  stations  also 
shows  the  destination  to  which  it  is  cut,  is  retained  by  the  agent. 
On  the  round  trip  form  all  that  is  necessary  is  to  fill  in  with  a  pen 
on  the  "going"  coupon  the  number  of  the  station  to  which  the  ticket 
is  sold;  the  return  portion  of  the  ticket  shows  the  printed  destina- 
tion. 

The  cutter  used  in  connection  with  this  ticket  is  a  simple  device. 
It  consists  of  a  soft-metal  base,  2'/i  x  5  x  V^  in.,  beveled  edges,  with 
a  thin  steel  cutter,  J4  '"•  wide,  securely  fastened  on  top,  and  with  a 
back-stop  guide.  The  cutter  is  attached  to  the  ticket  counter.  Fol- 
•  lowing  are  the  principal  meritorioHS  features  claimed  for  the  new 
ticket: 

It  takes  the  place  of  all  card  and  book  forms,  thus  reducing  the 
number  of  forms  of  local  tickets  to  a  minimum. 

It  leaves  with  the  selling  .igent  a  stub  for  every  sale,  showing  the 
name  of  the  station  to  which  sold,  making  it  possible  at  all  times  to 
make  a  quick  and  thorough  check  of  offices. 

lis  value  cannot  be  raised,  nor  can  it  be  manipulated  without  de- 
tection. 

It  can  be  issued  as  quickly  as  a  card  ticket  and  nuich  more  so  thai\ 
the  ordinary  book  forms. 

The  ticket  stock  supplied  to  offices  is  reduced  to  the  actual  require- 
ments— no  dead  stock  need  be  carried. 

Hie  Farr  &  Foster  Co.  was  incorporated  in  November,  1902,  lK-ing 
organized  chiefly  for  printing  street  railway  and  interiirban  tickets. 
Its  officers  are  as  follows:  President,  R.  N.  Baylies;  vice-president. 
F.  N.  Baylies;  secretary  and  manager,  Eugene  H.  Farr;  treasurer. 
W.  W.  Foster.  Mr.  R.  N.  Baylies  is  president  of  the  Rockford  (111  ) 
&'  Interurban  Railway  Co.,  formerly  the  Rockford  Railway,  Light  & 
Power  Co.  Mr.  F.  N.  Baylies,  his  sen,  was  until  recently  the  super- 
intendent of  the  Rockford  &  Interurban  Railway  Co.,  but  now  de- 
votes his  entire  lime  as  traveling  representative  of  the  new  company. 
Mr.  Farr  was  with  Poole  Brothers  for  nine  years  in  the  ticket  and 
ticket  supply  departments.     Mr.  Foster  is  an  Iowa  man. 

At  186  E.  Jackson  Boulevard,  Chicago,  the  company  has  a  complete 
plant  for  the  manufacture  of  locrl  card,  lKX)k  and  coupon  tickets, 
mileage  and  commutation  books,  conductors'  cash  fare  receipts,  etc. 
In  addition,  it  has  an  outside  factory  for  the  manufacture  of  ticket 
cases,  map  cases,  tariff  files  and  office  cabinets,  conductors'  ticket 
punches,  station  dating  stamps,  cap  and  coat  Irndgcs  and  buttons, 
brass  and  card  baggage  checks  and  tags. 

The  company  makes  a  specialty  of  supplying  new  roads  with  com- 
plete outfits,  or  overhauling  those  of  old  roads,  submitting  a  complete 
system  of  tickets,  re?prd  books  and  blanks. 


The  American  Automatic  Switch  &  Signal  Co.  was  iiicor|iuralcd 
last  April  to  manufacture  the  electrically-operated  block  signal 
patented  by  Roliert  Skecn  and  has  o|icned  an  office  at  K4  La  Salle 
St.,  Chicago,  room  507.  This  signal  is  in  successful  o|>cratioii  uimiu 
a  section  of  the  Chicago  &  Juliet  Railway  Co's.  system,  it  is  stated, 
and  has  also  bccii  adopted  elsewhere.  It  is  operated  by  the  trolley 
circuit  and  it  is  claimed  for  it  that  it  will  o|K'rate  with  a  car  run- 
ning at  60  miles  an  h<jur  with  absolute  certainty.  'Hie  signal 
mechanism  is  enclosed  in  a  lx>x  and  red  and  while  lights  are  used 
in  conjunction  with  semaphore  signals,  or  either  can  lie  used  sep 
aralely.  It  is  staled  that  the  chief  engineer  of  the  .\inerican  Rail 
ways  Co.,  A.  S.  Kibbe,  recently  made  a  thorough  lest  of  the  new 
switch  and  signal  and  pronounced  it  the  best  he  had  seen.  The 
company  proposes  lo  manufacture  the  apparatus  upi>n  an  extensive 
scale.  Martin  B.  Madden,  president  of  the  Western  Stone  Co., 
and  a  director  of  the  Metropolitan  Trust  &  Savings  Bank.  Chicago, 
is  president  of  the  new  company  and  Mr.  Skeen  is  manager.  The 
device  is  thoroughly  covered  by  patents. 


CONGRESS  HALL,  SARATOGA  SPRINGS.  N.  Y. 


Congress  Hall,  Saratoga  Springs,  N.  Y.,  one  of  the  renowned 
hostelrics  of  the  world,  accommodates  comfortably  1,000  guests.  It 
is  conveniently  located  on  Hroadw.iy  in  the  center  of  the  fashion 
able  part  of  llie  village,  midway  Ijctween  the  celebrated  Congress 
and  Ilathorn  Springs,  being  one  minute's  walk  from  each.  The 
main  .structure  faces  Broadway  and  extending  from  it  toward  Put- 
nam St.,  in  the  rear,  arc  two  wings,  each  300  ft.  long,  one  extending 
from  the  end  of  the  building  and  the  other  from  the  center,  the 
shape  of  the  entire  building  resembling  the  letter  F. 

On  the  Broadway  front  is  a  fine  promenade  piazza,  250x20  ft., 
and  at  the  rear  of  the  hotel,  between  the  wings,  another  piazza  over- 
looks an  interior  park,  which  is  much  appreciated  by  the  children 
as  a  playground.  The  north  wing  commands  an  excellent  view  of 
Hathorn  Spring,  while  from  the  south  wing  a  picturesque  view  of 
Congress  Spring  and  Park  may  be  obtained.  The  walls  of  the  hotel 
are  20  in.   thick,  hollow   in  the  center,  thereby   securing  protection 


cii.NGKESS  HALL. 

from  the  summer  heat.  In  the  cool  days  of  summer  and  early  au- 
tumn there  is  steam  heat  in  all  the  apartments,  with  grate  fires  in 
the  halls  and  public  rooms.  To  prevent  the  spread  of  fire  massive 
fireproof  walls  e-xtend  from  cellar  to  roof,  the  openings  being  pro- 
tected by  iron  doors. 

On  the  opposite  side  of  Spring  St.,  upon  which  the  north  wing 
faces,  is  the  ball  room  structure,  connected  with  the  hotel  by  an 
ornamental  iron  bridge,  which,  when  illuminated  by  colored  lights, 
presents  an  unique  and  attractive  appearance.  It  is  the  largest 
and  most  handsomely  decorated  ball  room  in  the  village  and  be- 
tween its  walls  have  occurred  some  of  the  most  brilliant  events 
known  in  the  history  of  Saratoga.  A  fine  orchestra  provides  morn- 
ing and  evening  concerts  daily,  with  hops  in  the  ball  room  twice 
weekly.  The  hotel  is  equipped  throughout  with  all  the  modern 
improvements,  and  the  cuisine  is  far-famed. 

Special  rates  will  be  made  to  those  attending  the  street  railway 
conventions  in  September  next. 


JlNE  20,    1903.] 


STREET  RAILWAY  REVIEW. 


.^63 


NEW  ELECTRIC    HEATER  FOR  CROSS  SEATS. 


FITCHBURG  ENGINES. 


The  Consolidated  Car  Heating  Co.,  of  .\lbany  and  Xew  York,  lias 
developed  a  new  type  of  electric  heater  in  response  to  the  demand 
for  a  small  efficient  heater  suitable  for  cross  seat  cars.  With  this  new 
type,  all  lead  wires  are  brought  out  at  one  end  of  the  heater  and 
are  then  carried  in  molding  along  the  side  of  the  car ;  there  are, 
therefore,  no  wires  carried  along  the  seat  frame.  The  hole  in  the 
porcelain  spindle,  through  which  the  supporting  rod  runs,  is  set  a 
little  off  center  and  this  gives  sufficient  space  for  a  small  hole 
through  the  porcelain  to  run  a  bare  copper  wire,  which  is  connected 
at  one  end  to  the  heater  coil  and  at  the  opposite  end   to  the  lead 


Ihc  accompanying  illustration  shows  a  general  view  of  the  valve 
gear  of  the  engines  made  by  the  Fitchburg  Steam  Engine  Cor,  of 
Fitchburg,  Mass.  These  engines  can  be  run  at  any  desired  speed  but 
are  generally  built  for  moderate  speeds  which  can  be  increased  or 
reduced  to  meet  special  cases  without  disadvantage  to  the  engine. 
The  entire  cylinder  is  lugged  and  the  cylinder  heads  arc  made  with 
air  spaces  and  arc  polished  outside  so  as  to  prevent  as  far  as  possible 
all  radiation  as  well  as  conduction  of  heat.  The  automatic  cut-off 
is  secured  by  the  use  of  positive  valve  gear  w'ith  independent  steam 
and  exhaust  valves.     An  effective  wrist  plate  cam  valve  motion  is 


CROSS  SECTION  Ol'  CRO.SS-SEAT  HEATER. 


wire.  The  total  length  of  the  heater  is  ;;o->4  in.  and  the  diameter  is 
3^4  in.  The  type  has  l>een  named  "Heater  No.  192."  As  evidence 
of  the  probable  popularity  of  this  new  pattern,  it  is  stated  that  this 
type  of  heater  has  recently  been  ordered  by  a  large  road  for  515 
cars. 

In  speaking  of  the  advantages  claimed  for  this  style  of  heater,  a 
representative  of  the  Consolidated  Car  Heating  Co.  draws  attention 
to  the  following  features:     "The  heater  spindle  on  which  the  coil 


CRdSS-SKAT  HEATER. 

is  wound  is  50  per  cent  longer  than  the  spindle  of  many  of  the  cross 
seat  heaters  now  in  use,  and  the  current  consumption  in  watts  per 
inch  in  length  is  alx)ut  half  that  of  the  heaters  now  used.  This 
absolutely  prevents  the  overheating  of  seats,  but  of  course  necessi- 
tates Ihc  use  of  a  few  more  heaters  per  car.  In  some  cases  heaters 
have  lieen  put  out  by  another  company  with  the  lead  wires  brought 
out  at  but  one  end.  In  such  cases  it  has  been  necessary  to  use  two 
parallel   rods,  one  coil   to  each  rod.   and   these   coils  joined  at  one 


.^js.      _ 


E.NI>  OK  CROSS-SEAT  HEATER. 


end  of  the  heater.  At  the  opposite  end  of  the  heater,  the  two  coils 
arc  connected  to  two  lead  wires.  There  is,  with  such  an  arrange- 
ment, the  full  difference  of  potential  between  Ihc  two  coils,  which 
invites  short  circuiting." 

The  recent  order  mentioned  together  with  large  orders  for 
electric  heaters  from  the  Manhattan  Railway  Co.,  of  New  York,  the 
Inlertiorough  Rapid  Transit  Co.,  of  New  York,  and  other  promincnl 
roads  in  Ihc  East,  were  closed  by  Mr,  Cornell  S.  Hawley,  general 
agent  for  the  company  with  headquarters  in  the  I|ark  Kow  Build- 
ing, New  York  City.  Mr.  Ilawley's  ofTicc  has  sold  in  the  eastern 
territory  during  the  year  ended  June  1st,  1903,  mure  than  25,000 
electric  heaters. 


used  by  this  company  which  needs  to  be  seen  in  order  that  its  noise- 
.less  working,  its  extremely  rapid  opening  and  closing  of  valves  and 
its  simplicity  may  be  fully  appreciated.  The  company  states  that 
tliis  device  has  been  used  for  more  than  eight  years  on  many  hun- 
dreds of  engines  and  that  the  wear  is  so  slight  that  the  first  cams 
ever  made  are  running  today  without  the  tool  marks  worn  off  them, 
though  they  have  been  running  ten  hours  or  more  every  working 
day  since  they  were  started.  Steam  being  at  both  ends  of  each  valve 
the  unbalanced  area  of  the  small  valve  rod  passing  out  to  the  cam 
has  the  effect  of  always  keeping  the  long  and  easy  curved  side  of  the 
cam  against  its  driving  roll  with  no  lo.st  motion  or  noise  so  that  as 
long  as  (here  is  .steam  pressure  in  the  steam  chest  the  back  side  of  the 
cam    is   of   no    service.    The    upper    valves    operated    by    tlic    wrist 


v.M.vi;  (,i;ai<,  [■■itciii:i'1<(;  kni;ini;, 

plan-  eniitiul  ilie  puiiUs  ul  adnii.ssion  and  of  eul-olT  the  latUr  lii-iuK 
automatically  varied  by  Ilie  regulator.  The  lower  valves  control  the 
I)oints  of  the  exhaust  release  and  closure  which  are  adjustable  when 
Ihe  engine  is  set  up  or  at  any  time  to  meet  the  conditions  under  which 
the  engine  is  to  run.  The  governor  used,  which  is  covered  by  pat- 
ents owned  by  the  company,  permits  of  variation  in  speed  of  from 
'«  to  .150  r.  p.  m.  by  changing  the  arrangenuTit  of  weights  and 
springs.  The  regulation  of  this  governor  is  such  that  electric  rail- 
road work  and  electric  ligliling  may  be  carried  on  the  sanu'  engine 
with  entire  success. 


.^(.4 


STREET  RAILWAY  REVIEW. 


[Vol.  XIH,  No.  6. 


CONVERTIBLE  CARS    FOR  AUSTIN.  TEXAS. 


The  American  Car  Co.,  of  St.  Louis,  has  recently  shipped  eiglu 
convcrliWc  cars  for  use  on  the  cily  lines  of  the  .•\usiin  (Tex.)  Klri- 
Iric  Railw.iy  Co.,  which  al.so  operates  several  lines  running  inti)  the 
suburbs  including  a  line  to  the  park  and  fair  grounds  under  it< 
control.     It  is  an  excellent  field  for  clictrical  upcrations. 

I'he  new  cars  are  of  the  regulation  Urill  convertible  type,  wii'.i  the 
well  known  roof  pocket  storage  of  windows  and  panels.    The  length 


C.VR  FOR  At'STIN,  TE.XAS,  AMERICAN  CAR  CO. 

over  end  panels  is,  20  ft.  7  in.,  over  crown  pieces,  29  ft.  7  in.  From 
end  panel  over  crown  piece  is  4  ft.  6  in.  The  width  over  sills  and 
sill  plates,  6  ft.  10  in.,  and  over  the  posts  at  the  belt,  7  ft.  9  in.  1  he 
corner  posts  have  a  thickness  of  3W  '"•  and  the  side  posts,  3^  in. 
Sweep  of  posts,  5  in.  From  center  to  center  of  posts,  2  ft.  7  in. 
The  side  sills  arc  5'4x6  in.,  plated  on  the  outside  with  5^x6  in. 
steel.  Guard  rails  are  provided  on  either  .side  and  when  not  in  use 
are  held  under  the  watcr-l)oards  by  patented  gravity  catches.  The 
interiors  are  finished  in  natural  ash  with  ceiling  of  neatly  decorated 


INTERIOR  OF  AUSTIN  CAR. 

birch.  The  monitor  deck  has  a  clear  interior  width  of  49  in.  The 
spring  cane  scats  are  of  the  Brill  patented  revolving  type.  Other 
specialties  of  the  same  make  with  which  the  cars  are  furnished  arc. 
"Dumpit"  sand  boxes,  "Dcdcnda"  gongs,  folding  gates,  radial  draw 
bars,  and  ratchet  brake  handles.  The  trim  throughout  is  solid  bronze, 
and  the  locks,  etc..  are  of  generous  proportions.  The  cars  are 
mounted  on  Brill  21-E.  trucks  with  33-in.  wheels,  and  a  wheel  base 
7  ft.  6  in.    Two  motors  arc  used,  each  of  25  h.  p. 


NEW  TROLLY  GUIDE. 


DERRAH'S  OFl-TCIAL  STREET  RAILWAY  GUIDE  FOR 
i(j03— 253  pages.  Compiled  by  Robert  H.  Derrah,  16  Beach  St., 
Hoston,  Mass.,  and  published  by  the  J.  K.  Waters  Co.,  16  and  18 
Beach  St.,  Boston.  This  is  the  seventh  edition  of  Oerrab's  well- 
known  street  railway  guide  to  eastern  New  England.  Mr.  Derrah 
announces  that  this  edition  is  more  complete  in  every  respect  than 
any  of  its  predecessors.  The  guide  is  not  intended  as  a  history  or  a 
geography;  its  object  is  to  enable  the  passenger  to  learn  what  m.iy 
be  seen  from  the  cars  of  the  diflFerent  lines  described,  to  tell  him  how 


to  reach  any  place,  to  give  the  mileage,  running  time,  fare  and  such 
additional  information  as  will  contribute  to  the  enjoyment  of  the 
passenger  and  to  the  increase  of  pleasure  travel  on  the  electric  rail 
ways.  No  part  of  the  United  States  contains  so  much  of  scenic  and 
historic  interest  accessible  by  trolley  lines  at  the  country  around 
Boston  and  the  system  of  electric  railways  in  eastern  New  England 
has  grown  so  that  there  is  hardly  a  s|K>t  of  interest  that  is  not 
reached  by  the  trolleys,  and  by  a  study  of  the  information  contained 
in  Derrah's  guide,  intending  tourists  vill  undoubtedly  be  able  to 
plan  for  many  days  of  pleasant  summer  oinings.  'Hie  arrangement 
of  the  guide  is  practically  the  same  as  in  former  years  with  the  ex- 
ception that  much  new  and  valuable  informalinn  and  data  have 
been  added. 

INVERTED  THIRD  RAIL  SYSTEM. 


.■\  special  type  of  underrunning  third  rail  has  been  flcvi>ed  ami 
patenteil  by  Messrs.  Leonard  Wheeler  and  John  T.  Murphy,  for- 
merly with  the  Aurora.  Elgin  &  Chicago  Railroad,  and  is  shown  in 
the  accompanying  illustration.  This  arrangement  of  the  third  rail 
has  two  principal  objects,  namely,  the  avoidance  of  troubles  caused 
by  sleet  and  safety.  The  contact  shoes  are  supported  in  the  usual 
position  on  the  car  journal  boxes,  the  spring  being  arranged  so  that 


INVERTKI)  THIRD  KAIL  INSl'LATOK. 

the  pressure  of  the  shoe  is  upward  instead  of  downward.  The  in- 
sulator bracket  consists  of  a  cast  iron  piece  as  shown  and  the  insu- 
lating material  is  divided  into  two  parts  so  that  in  laying  the  rails 
or  renewing  worn  out  insulation  the  two  parts  of  the  insulator  may 
lie  slipi)cd  onto  the  rail  and  pushed  into  position  under  the  bracket. 
avoiding  the  necessity  of  slipping  the  insulation  along  the  whole 
length  of  the  rail  or  of  uncoupling  the  rails  to  insert  new  insula- 
tion, as  would  be  necessary  if  the  insulator  was  made  in  one  piece. 
It  will  be  readily  seen  that  in  this  position  of  the  rail  the  problem 
of  sleet  is  altogether  avoided  as  the  contact  surface  is  on  the  bottom, 
and  the  problem  of  safety  is  met  by  painting  the  entire  rail  with  the 
exception  of  this  bottom  contact  surface  with  an  insulating  compound 
so  that  contact  with  any  of  the  exposed  part  of  the  rail  would  be 
perfectly  harmless.  The  insulation  is  held  in  position  by  means  of 
an  ordinary  bolt  and  check  nut,  the  end  of  the  nut  being  inserted 
into  a  cored  hole  in  the  bracket,  and  the  Iwll  is  tightened  by  unscrew- 
ing the  nut  until  the  head  of  the  Imlt  is  wedged  tight  against  the 
insulation.  The  simplicity  and  low  cost  of  the  insulator  is  one  of 
its  best   recommendations. 


The  Louisville  Railway   Co.  paid   the  city  $74,400  for  franchise 
taxes  for  1903,  the  largest  individual  tax  ever  paid  in  Louisville. 


The  conductors  and  motormen  employed  by  the  Winnebago  Trac- 
tion Co.,  Oshkosh,  Wis.,  instead  of  organizing  a  labor  union,  have 
organized  a  mutual  accident  and  sick  benefit  association.  The  com- 
pany has  .ngreed  to  furnish  the  services  of  a  physician  free,  'llie 
officers  of  the  new  association  are :  President,  Eugene  Clark ;  vice- 
president,  John  Lentz;  secretary,  Martin  Kitz;  treasurer,  Evan  M. 
Griffith. 


Jlne  20,  1903.] 


STREET  RAILWAY  REVIEW. 


365 


SOLIDIFIED    OIL    FOR    ARMATURE    BEARINGS 
AND  CAR  JOURNALS. 


The  new  process  of  making  solidified  oil  for  lubricating  purposes, 
now  being  extensively  exploited  by  the  Bruck  Solidified  Oil  Co.,  of 
356  Dover  St.,  Boston,  Mass.,  is  attracting  attention  from  practical 
electric  railway  men.    Mr.  Bruck,  president  of  the  company,  reports 


J.  N.  ItRI'CK. 

a  recent  successful  business  trip  through  the  East  and  Middle  West 
and  states  he  took  orders  for  lubricants  from  electric  railway  com- 
panies in  about  25  large  cities. 

From  the  statement  of  Mr.  Bruck  we  quote  the  following: 

"Solidified  oil  is  not  a  saponified  grease  but  a  pure  oil — a  refined 
hibricating  oil  of  the  highest  viscosity,  low  specific  gravity,  high  fire 
test,  and  low  cold  test,  and  is  supplied  by  us  in  a  solidified  form, 
convenient  for  use,  economical,  and  especially  adapted  for  railway 
purposes.  Our  process  is  new  and  does  not  destroy  the  lubricating 
properties  of  the  oil  by  saponifying  it;  we  do  not  saponify,  and  do 
not  employ  acids,  alkalies  or  water,  as  is  done  in  making  greases, 
but  instead,  we  turn  out  the  solid  product  and  guarantee  it  to  be 
pure  oil,  and  that  it  is  not  affected  by  heat  or  cold  or  destroyed  by 
water. 

"We  manufacture  solidified  oil  especially  for  electric  car  motors, 
jourifals  and  gears,  and  it  is  now  being  used  on  such  bearings  with 
perfect  success  both  with  felt  wicking  and  saturated  waste.  The 
grade  that  feeds  through  felt  wicking  is  unique — it  feeds  through 
the  felt  as  well  in  the  journal  boxes  as  from  the  wells  beneath  the 
l)carings  of  the  motors,  and  not  being  affected  by  heat  or  cold  works 
as  well  in  winter  as  in  summer  weather.  Our  goods  are  in  use  on 
several  thousand  of  electric  cars  in  New  England  and  New  York, 
and  some  of  the  motors  have  made  runs  of  from  10,000  to  16,000 
miles  with  only  a  single  application  of  the  solidified  oil,  and  the 
journals  have  run  as  high  as  36,000  miles  without  replenishing. 

"We  have  a  report  from  the  Manhattan  Railway  Co.,  of  New  York, 
stating  that  on  a  lest  of  solidified  oil  the  boxes  of  a  car  were  packed 
Nov.  5,  1902,  and  ran  until  May  2,  1903,  without  repacking.  Thi- 
is  178  days  of  service  and  the  run  was  probably  close  to  .36,000  miles." 


CLEVELAND  TRACK  DRILLING   MACHINE. 

In  the  "Review"  for  February  we  illustrated  the  hand  power 
drilling  machine  which  is  now  known  as  the  "Cleveland";  the 
accompanying  engraving  shows  the  machine  in  its  improved  form 
with  motors  for  operating,  which  is  claimed  to  be  the  most  power- 
ful, and  Ijcit  adapted  for  new  construction  work  of  anything  of 
the  kind  yet  produced.  The  drill  can  of  course  be  operated  by 
hand  or  other  available  power  as  well  as  by  electricity.  In  case  the 
motive  power  gives  out  the  l>elt  ran  lie  easily  slipped  off  and  the 
work  continued  by  hand  at  almost  no  perceptible  loss  of  lime  or 
P'jwcr.  In  ordinary  work  the  drill  will  cut  a  H-'m.  hole  through 
ihc  web  of  a  70-lb.  A.  S.  C.  E.  rail  in  .30  seconds. 

The  Ludlow  Supply  Co.,  of  Cleveland,  which  is  the  manufacturer 
of  Ihc  "Gcveland"  track  drilling  machine,  advises  us  that  the  sales 


on  tlie  drill  have  been  very  large  this  season,  many  duplicate  orders 
having  been  received.  .-Ml  the  machines  which  have  been  sent  out 
are  reported  as  giving  the  best  of  satisfaction  and  as  prompting 
letters  of  commeiulation  confirming  all  the  claims  made  for  it. 
The  machines  sold  this  season  for  the  most  part  are  equipped  with 
a  drill  grinder  which  can  be  operated  by  the  same  power  as  that 
driving  the  drill,  the  adjustment  requiring  but   little   time  nr  work 


ci.i-;vi-;lani)  track  dkili,. 

to  make.  This  attachment  overcomes  one  of  the  greatest  drawbacks 
in  this  class  of  work  as  dull  drills  mean  slow  work  and  loss  of 
Ixith  time  and  money. 

Different  types  of  the  "Cleveland"  drill  will  be  cxhibilod  at  the 
A.  S.  R.  A.  convention  in  September. 

The  western  agents  for  the  Ludlow  Supply  Co.  arc  rorlcr  & 
Rerg,  Incorporated,  of  Chicago,  and  the  Western  F.lcclrical  Supply 
Co.,  of  St.  Louis. 

■*—* 

STEEL  LOCKERS  FOR  STREET  RAILWAY 
USES. 


Tile  illustration  slujwn  herewith  is  that  of  a  steel  locker  made 
by  the  Narragansett  Machine  Co.,  of  Providence,  R.  I.  The  com- 
pany makes  a  variety  of  styles  of  wooden  and  steel  lockers,  but 
this  one,  which  is  12  in.  square  by  60  in.  high,  is  said  to  be  especially 
adapted  to  street  railway  uses.  They  are  put  together  and  locked 
at  the  corners  with  special   cut  steel  plates-forming  the  hinges  and 


s'i'i-;f-:i,  i.ockkk  f<ii<  maciiini-;  simi 


<li«jr  stops  and  holding  the  lock.  There  are  lline  hinges  to  each 
door  and  each  door  is  stiffened  by  plates  in  the  center.  A  three- 
bolt  lock  wilh  over-lapping  catch  prevents  prying  open  the  door. 
The  legs  are  strong  as  are  the  connecting  bolls  holding  the  sections 
together.  The  sheet  metal  slanting  tops  prevent  things  being  i)ul 
on  lop  of  Ihe  lockers  and  keep  dust  off  the  clothing.  There  are 
no  unprotected  short  ends  or  corners.  Not  only  arc  these  lockers 
serviceable,  but  Ihey  arc  made  in  allraclivc  designs,  and  of  course, 
arc  fire  and  water  proof.  The  Narragansett  Machine  Co.  makes  a 
specialty  of  this  kind  of  work  and  has  special  facilities  for  doing  i( 


.•>l>ll 


STREET  RAILWAY  REVIEW. 


IVui..  Xin,  No.  6. 


TWO   NEW   PENNSYLVANIA   LINES. 


Tilt  llamslmrg  &  Lcwislicrry  Street  Railway  Co.,  ami  the  Star 
.Siri-ct  Railway  Co.,  Pennsylvania  roads  controlled  by  the  same 
interests,  have  each  issued  lionds  to  the  amount  of  $100,000  at  5 
per  cent,  interest  payable  senii-annu.nlly.  Tlie  llarnsliurg  &  l.ewis- 
lierry  company  is  capitalized  at  $50,000,  and  is  under  construction 
from  New  l"unilierland.  Pa.,  where  it  coiniecis  with  the  line  front 
llarrisburt!,  to  Silver  Lake,  running  through  New  Market,  N.iuvoo, 
Yocumtown  and  LewislH-rry.  Silver  Lake  is  to  miles  from  Ilar- 
risburj;  and  will  be  used  as  an  outing  resort.  The  company  owns 
Ij6  acres  adjoining  the  lake,  which  covers  44  acres.  The  officers 
of  this  company  are;  President,  Jacob  Foreman.  Carlisle;  vice- 
president.  J.  E.  Phillips,  York;  secretary  and  treasurer,  Harry 
llertzler.  Carlisle;  general  manager.  H.  W.  Smith,  Mechanicsburg 
The  directors  include  these  officers  and  R.  N.  StoneseilTer  and  N  \ 
Parks,  of  LcwislK-rry,  and  E.  A.  Lawton,  of  Carlisle. 

The  Star  Street  Railway  Co.  is  building  from 
Mechanicsburg  through  Roller  and  Shepherd's  town, 
Mowniansdale,  Siddonstown  to  Mt.  Pleasant,  a  dis- 
tance of  5  miles.  The  population  contiguous  to  the 
line  aggregates  i,?.a».  .\t  Mechanicsburg  the  road 
will  coimect  with  Carlisle  and  llarrisburg.  TIk- 
oflicers  are  the  same  for  this  company  as  for  the- 
other,  nie  directors  include  the  officers  and  Samiul 
Herlzlcr  and  K.  .\.  l.awton,  of  Carlisle. 


JIM   CROW   LAW  INVALID. 

The  Supreme  Court  of  Tennessee  on  June  6th,  de- 
clared unconstitutional  the  "Jim  Crow"  law  passed 
at  the  session  of  the  Tennessee  Legislature,  recently 
adjourned.  This  law  provided  for  the  separation  of 
white  and  colored  passengers  in  street  cars,  being  an 
amendment  to  an  .Yet  passed  at  a  previous  session 
and  applying  to  steam  railroads  operating  within  tlie 
state.  The  bill  was  stubbornly  fought  in  the  legisla- 
ture, but  finally  passed  as  applying  to  the  city  of 
Memphis  oidy. 

The  Memphis  Street  Railway  Co.  had  violated  llic 
law  and  action  was  brought  against  the  officials  and 
the  lower  courts  decided  against  the  company,  but 
this  judgment,  was  reversed  and  the  indictment 
quashed  against  the  company  at  the  cost  of  the  state. 

The  Court  held  in  quite  a  lengthy  opinion  that  the 
law  in  question  was  invalid  because  it  did  not  in  its 
title  or  body  recite  the  title  or  substance  of  the  act 
intended  to  he  amended,  but  only  referred  to  it  by 
chapter  and  year.  The  court  held  that  while  by  such 
reference  the  original  act  could  be  found  and  identi- 
fied, it  did  not  recite  cither  the  title  or  substance  of 
that  act,  and  reading  the  amended  act  alone  no  per- 
son could  tell  what  llu-  original  act  related  to  or  con- 
tained 

AN   ECHO   OF  AN   ACCIDENT. 


ing  thai  the  prosecution  by  the  Detroit  Company  was  a  malicious 
one  and  made  at  the  instigation  of  the  Cleveland  Electric  Railway 
Co.  This  case  was  tried  May  14th  last,  the  judge  instructing  the 
jury  to  return  a  verdict  in  favor  of  the  company,  as  Licblang's 
charges   were   unsupported  by  the  evidence. 

-•-»* 

BULLOCK  APPARATUS. 

'The  accompanying  illustration  shows  one  of  the  most  interest- 
ing types  of  alternating  current  machines  recently  installed  by  the 
Tiullock  Electric  Maim  fact u ring  Co.,  of  Cincinnati.  'The  engraving 
icpreseiils  the  stationary  armature  of  a  1,500-kw.  three-phase  gen- 
irator  operating  st  100  r.  p.  in.,  ami  built  for  the  Denver  Gas  & 
Electric  Co.  This  machine  is  designed  for  2400  volts  at  60  cycles. 
'The  generator  is  of  fly-wheel  type,  the  poles  being  put  directly  on  the 


Our    readers    may    remember   the    account    of    lb-,- 
operations  of  the  fake  accident  man  by  the  name  of 
Frank   Lieblang.    which   appeared    in   our   issue    for 
September,    igoo.    page    497.       The    Cleveland    City 
Railway  Co.  had  become  suspicious  of  Lieblang  be- 
cause of  the  number  of  accident  claims  in  which  he 
was  interested  and  detailed  one  of  its  inspectors.  J. 
A.  Hosman,  to  investigate  the  matter.     In  the  num- 
ber of   the   "Review"   already   cited   an    account   of    Mr.    llosnian's 
experiences    in    New    York,    Paterson    and    Detroit    is    given,      lie 
had  secured  employment   from  Lieblang  and  pretended  to  join   the 
latter  in  his  alleged   scheme  to  defraud  street   railways.     Aug.   27, 
i<X)o.  Hosman  fell  from  a  car  in  Detroit,  feigned  injuries  and  was 
removed  to   a  hospital.     Lieblang  on    Hosman's   behalf,   eflfccted  a 
settlement   with   the   Detroit   company   for  $200  of   which    Hosman 
lece'ived  $95.     As  soon  as  Hosman  received  the  money  he  exposed 
the  conspiracy  and  Lieblang  was  arrested.     There  was  a   failure  to 
convict   him,   however,   and   sometime   thereafter   Lieblang   brougbl 
suit  for  damages  against  the  Cleveland  Electric  Railway  Co.  alleg- 


lU'I^LOCK  TllKl.K  1'11-VSE  t;liNER.\TciK. 


rim  of  the  llywhccl.     The  inside  diameter  of  the  armature  is  18  ft.. 
the  outside  diameter  being  23  ft.     The  armature  is  bar-wound,  with 
two  conductors  per  slot,  each  conductor  consisting  of  three  strips  in 
order  to  prevent  eddy  currents  in  the  bars. 
♦-•-• 

The  Metropolitan  Street  Railway  Co.,  of  Kansas  City,  Mo.,  re- 
cently tendered  to  the  authorities  of  Kansas  City,  Kan.,  100  acres  of 
land  for  a  park,  in  accordance  with  an  agreement  whereby  the  street 
railway  franchises  were  extended.  It  was  originally  proposed  to 
pay  the  city  $100,000.  The  ground  selected  is  one-half  mile  beyond 
the  city  limit,  on  the  proposed  Ohio  .Ave.  extension. 


JlXE  20.    1903.] 


STREET  RAILWAY  REVIEW. 


367 


STRIKES  OF  THE  MONTH. 


The  motoniKn  and  conductors  of  the  Montreal  Street  Railway 
Co.  struck  May  23d.  chiefly  for  "recognition  of  the  union,"  and  not- 
withstanding the  fact  that  they  struck  last  February  and  what  was 
supposed  to  be  a  satisfactory  agreement  was  then  signed  for  one 
year.  This  time  the  company  immediately  posted  notices  that  all 
employes  who  did  not  report  at  once  for  work  were  discharged : 
non-union  help  was  obtained,  even  members  of  the  Montreal  .\ma- 
teur  .•\thletic  .Association  volunteering,  and  several  cars  were  run 
the  first  day.  On  the  second  day  there  was  much  rioting  and  eight 
people  were  hurt,  and  15  persons,  including  the  business  manager 
of  one  of  the  unions,  were  arrested.  .-V  striking  conductor  was  sen- 
tenced to  jail  for  si.x  months  and  fined  $25  for  assaulting  a  non- 
union man  and  a  striking  motornian  was  fined  $50  for  a  like  offense. 
There  were  riots  and  arrests  every  day,  the  company  gaining  mean- 
while. May  28th  the  strike  was  declared  off;  the  company  did  not 
recognize  the  union,  but  discharged  80  employes  who  were  promi- 
nent \}\  the  strike. 

May  5th  a  committee  of  the  newly  organized  union  of  the  em- 
ployes of  the  Union  Electric  Co.,  Dubuque,  la.,  waited  upon  ilie 
manager  of  the  company,  F.  L.  Dame,  and  presented  the  draft  of  .1 
proposed  contract,  which  the  manager  stated  he  had  no  authority  to 
accept  but  promised  to  lay  before  his  directors  and  give  an  answer 
within  a  week,  which  answer  was  satisfactory  to  the  conmiittee.  Two 
members  of  the  committee,  who  were  the  president  and  secretary 
of  the  union,  had  been  discharged  by  the  company  some  days  pre- 
viously for  violation  of  rules,  and  on  May  6th  the  other  members 
of  the  committee  made  a  peremptory  demand  for  the  reinstatement 
of  these  two  men.  The  same  day  the  local  trades  council  made  a 
similar  demand  and  were  notified  that  the  matter  would  have  to  be 
referred  to  the  directors.  Between  5  and  6  o'clock  the  manager  was 
notified  that  the  two  men  must  be  reinstated  by  8  p.  m.  or  a  strike 
would  be  called.  The  city  failed  to  afford  police  protection  and  the 
company  was  able  to  operate  cars  for  only  about  two  hours  when  they 
were  stopped  by  rioters.  The  engineers  and  firemen  of  both  the 
railway  and  lighting  power  stations  also  went  out  but  new  men 
were  secured  in  their  places.  The  new  firemen  were,  driven  from 
both  stations  but  the  company  was  able  to  keep  the  lighting  plain 
in  operation.  After  the  strike  began  the  company  offered  to  arbi- 
trate the  matter  of  reinstating  the  two  men  but  this  was  refused. 
Early  in  June  the  labor  organizations  of  the  city  declared  a  boycott 
on  two  hotels  because  the  manager  of  the  street  railway  lived  at 
one  of  them,  and  the  other  was  operated  by  the  same  manage- 
ment ;  a  livery  stable  in  which  Mr.  F.  D.  Stout,  president  of  the 
L'nion  Electric  Co.,  is  interested  and  one  other  were  also  put  under 
the  ban. 

Street  car  traffic  was  resumed  June  iilli  with  non-union  men.  June 
i6th  the  strikers  made  a  demonstration  that  culminated  in  attacks 
by  mobs  on  the  power  houses  and  car  barn  of  the  company.  The 
mobs  were  dispersed  by  militia. 

The  Bridgeport,  Conn,,  strike,  referred  to  in  the  "Review"  for  May, 
igo.i.  seems  to  be  settling  itself,  as  did  the  Watcrbury  strike,  but 
with  less  rioting  and  bloodshed.  At  the  end  of  a  week  the  service 
was  re-established.  The  Connecticut  Railway  &  Lighting  Co.  offered 
to  increase  the  men's  wages,  but  refused  to  "recognize  the  union." 
.MKjut  25  linemen  quit  work  May  25th  in  sympathy  with  the  strik- 
ers, but  the  company  said  their  places  could  be  easily  filled. 

The  New  York  subway  strike,  mentioned  in  the  "Review"  for  May. 
1903,  was  otficially  declared  off  June  isth.  The  contractors  ob- 
tained more  men  right  along  and  the  greatest  trouble  during  the  past 
two  weeks  lay  with  Italians,  who  asked  to  be  taken  back,  but  were 
refused.  Riots  ensued  and  one  day  23  were  arrested.  Some  men 
were  taken  back  at  the  old  scale  of  wages. 

May  29th  the  firemen  employed  at  the  plant  of  the  United  States 
Electric  Co.,  Newark,  N.  J.,  struck  for  a  shorter  work  day  at  the 
same  pay.  May  30(h  all  but  two  or  three  of  the  50  men  at  the 
.N'orlh  Jersey  Street  Railway  Co's.  power  house  struck  in  sympa- 
thy and  the  trolley  service  was  temporarily  tied  up.  The  strike  was 
teltlcd  the  same  day  by  an  agreement  to  divide  the  working  staff 
into  three  shifts  of  eight  hours  each. 

Ten  men  employed  a^  repair  men  al  the  Hall  St.  I>arns  of  the 
(jrand  Rapids  (Mich.^  Railway  Co.  struck  June  9th  for  $1.75  per 
day  instead  of  $1.50.     .Six  were  discharged. 

Armature  winders  and  electricians  employed  by  the  Metropolitan 
West   Side   Elevated   Railroad   Co.,   Chicago,   went   on   strike  about 


May  20tli  and  ^May  29th  10  carpenters  were  discharged  for  refus- 
ing to  take  the  places  of  others  who  had  struck.  June  5th  the  diffi- 
culties were  adjusted. 

May  20th  the  linemen  employed  by  Ihe  Cincinnati,  Newport  & 
Covington  Light  &  Traction  Co.  struck  for  $2.50  per  day  of  nine 
hours.     After  three  weeks  they  went  back  to  work  at  the  old  rate. 

Si.K  machinists  employed  by  the  Lake  Street  Elevated  Railroad  Co.. 
Chicago,  were  called  out  May  20th  to  enforce  the  union's  demands  of 
30  cents  an  hour  for  niacliinists  and  35  cents  for  tool  and  die  niaker> 


DAMAGE  BY   FLOOD  AND  HEAVY   RAINS. 


During  the  latter  part  of  May  and  the  first  uf  June  the  Missis- 
sippi Valley  was  visited  by  unusually  disastrous  floods  and  rain 
storms.  The  loss  of  life  was  heavy  and  property  <lamage  consid- 
erable. The  street  railway  companies  in  various  sections  suffered 
more  or  less  loss,  either  in  property  or  traffic.  The  Metropolitan 
Street  Railway  Co.,  of  Kansas  City,  reported  the  most  serious  trou- 
ble. The  flood  struck  the  town  May  30th,  reached  its  height  June  1st, 
remained  stationary  until  June  4th,  and  June  nth  had  receded  to  be- 
low the  danger  line.  All  the  bottom  lands  were  flooded  from  4 
to  12  ft,  deep  and  the  water  flowed  at  the  rate  of  18  miles  an  hour 
through  the  principal  streets,  washing  out  buildings  and  making 
deep  cliamiels.  On  James  St.,  in  the  West  Bottoms,  is  an  old  cable 
track  with  concrete  foundation;  the  water  washed  out  the  street 
around  and  between  the  tracks,  leaving  them  suspended  for  a  distance 
of  35  ft.  in  one  place,  the  earth  being  washed  out  under  the  tracks 
to  a  depth  of  10  ft.  Five  bridges  of  the  Metropolitan  Street  Rail- 
way Co.  w-ere  washed  out;  21,000  ft.  of  spans  were  lost  and  in  nearly 
every  instance  the  abutments  and  piers  are  either  entirely  gone  or  will 
have  to  be  rebuilt.  Four  power  houses  were  flooded.  The  Cenlral 
Ave.  power  house  of  4,800  kw.  normal  capacity  was  stopped  May 
30th  when  the  wheels  began  to  throw  water;  the  Kaw  River  power 
house  of  3,000  kw.  capacity,  a  new  one  started  this  year,  was  stopped 
the  ne.xt  day  and  later  Ixjth  of  these  power  houses  became  more  than 
half  submerged.  Two  siTialler  power  houses  were  stopped  the  same 
day  as  the  Kaw  River  house.  The  city  water  works  were  also 
disabled  and  the  cable  power  houses,  not  having  water,  were  com- 
pelled to  shut  down  and  May  31st,  for  the  first  time  in  the  history 
of  the  company,  every  street  car  was  stopped.  Water  was  hauled 
from  ponds  to  the  power  houses  and  June  ist  the  cable  cars  were 
operated  again,  with  the  exception  of  the  12th  St.  line,  part  of 
which  runs  through  the  West  Boltoins  and  was  submerged  till 
June  7th.  Some  of  the  small  reserve  generators  at  the  cable  power 
houses  furnished  power  June  2d  for  a  few  electric  cars  on  the  three 
trunk  lines,  June  8lh  the  work  of  cleaning  the  machinery  began. 
Mud  of  a  gummy  character  had  washed  into  every  crevice  and  even 
steam  gages  with  closely  fitting  glass  covers  were  completely  filled 
with  it.  The  company  is  building  pile  trestles  over  the  river  to 
serve  until  permanent  bridges  can  be  erected.  We  are  indeblcd  for 
these  particulars  to  Mr.  W.  O.  Hands. 

The  Des  Moines  City  Railway  Co.,  of  Des  Moines,  la,,  suffered 
severely  from  the  floods,  Mr,  G,  B.  Hippcc,  general  manager  of  Ihe 
company,  writes  us  that  the  city  was  completely  without  service  two 
days,  as  the  water  was  two  feet  over  the  power  house  floor,  and 
part  of  the  fields,  the  armatures  and  portions  of  the  commutators  of 
two  i,ooo-kw,  machines  were  under  water  about  30  hours.  The  elec- 
tric current  was  used  to  dry  these  out  under  the  supervision  of  an 
engineer  sent  by  the  General  Electric  Co.  In  the  meantime  Ihe  road 
was  operated   with  the  old  power  plant  and   small  machines. 

The  Topcka  Railway  Co.,  Topeka,  Kan,,  lost  its  pile  bridge  ovei 
the  Kansas  River,  which  it  had  intended  replacing  with  a  steel  one, 
Mr.  L.  E.  Myers,  vice-president  of  the  company,  writes  that  it  al.so 
lost  1,000  to  1,200  ft.  of  35-lb.  Trail  track  and  that  the  overhead 
construction  was  damaged  slightly. 

June  3d  the  Mlississippi  reached  a  height  of  21,8  ft,  at  I  Luinilial, 
Mo.  and  the  city  power  plant  from  which  the  Ilamilbal  Railway  & 
Electric  Co.  takes  its  power  was  flooded  and  the  railway  comp.my 
lost  two  days'  receipts.  It  was  necessary  to  start  up  the  company's 
reserve  plant.  June  8ih  the  water  stood  from  two  to  four  feet  deep 
over  a  section  of  the  line,  preventing  operation  of  about  I'A  miles 
of  track.  For  a  quarter  of  a  mile  the  road  parallels  the  river  and 
the  manager,  Mr,  J,  .S,  Mainland,  writes  that  the  desire  of  the  peo- 
ple to  sec  Ihe  flood  kept  the  company's  recei|)ls  up  to  standard. 

The  actual  loss  sustained  by  ilx'  Oiiuuiw.i  (la,)    I'raclion  &  Lighi 


368 


STRKET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  6. 


Co.  was  very  .sliglil,  Mr.  J.  1'.  Spriinjlulil,  llic  (jciicrul  inaiuKcr, 
slates,  the  greatest  damage  liciiig  lo  tratlic,  which  was  impaired 
a  few  days,  and  a  slight  cost  for  repairing  the  tracks  in  a  few 
streets  where  the  water  was  highest. 

Oklahoma  City,  Okla ,  was  visited  by  the  heaviest  rainfall  ever 
known  in  that  region  May  2jd-24lh.  Street  railway  traffic  was 
suspended,  the  power  house  being  partially  submerged. 

During  a  severe  .storm  June  8lh  the  lightning  burned  out  all  but 
one  of  the  dynamo  machines  in  the  power  house  of  the  ICastern  (Jhio 
Traction  Co.,  at  Oiagrin  Falls,  O.  Passenger  and  freight  tralTic 
were  bady  crippled  in  consequence. 

A  cyclone  visited  Spartanburg  County,  South  Carolina,  and  north- 
ern Georgia  June  2d  and  caused  damage  to  street  railway  property 
amounting  to  $40,000.  The  North  Georgia  Electric  Co.,  which  owns 
thf  Gainesville  &  Hall  County  Street  Railroad  Co.,  lost  several  cars. 

The  overflow  of  the  Mississippi  River  at  East  St.  Louis  was  ex- 
ceptionally heavy  and  street  railway  connection  between  East  St. 
T.ouis  and  St.  Louis  had  to  \x  abandoned.  Venice,  a  suburb,  was 
almost  entirely  submerged,  in  some  cases  to  a  depth  of  20  ft. 


EXTENSIONS  OF  THE   HUNTINGTON 
SYSTEM. 


A  new  company  known  as  the  Los  Angeles  Interurban  Railroad 
Co.  was  incorporated  June  5th  by  interests  identified  with  the  llunl- 
ington-IIellnian  syndicate  with  the  object  of  extending  the  inter- 
urban lines  out  of  Los  .'\ngeles  into  cnlircly  new  territory  in  south- 
ern California.  The  company  has  a  capital  stock  of  $10,000,000  ami 
its  pun>oscs  and  operation  will  he  similar  to  those  of  the  Pacific 
ICliclric  Railway  Co.  The  directors  of  the  new  company  are  Geoige 
K.  Pillsbury,  George  S.  Patton,  J.  A.  Muir,  S.  C.  Baxter,  Epes  Ran- 
dolph, John  D.  Bickncll  and  Howard  E.  Huntington.  It  is  stated 
that  Mr.  Huntington's  plans  for  the  extension  of  trolley  lines  in 
California  contemplate  an  expenditure  of  $30,000,000.  The  Pacific 
Electric  Railway  Co.  has  spent  nearly  $10,000,000.  the  new  conipar.y 
is  or.ganized  to  spend  $10,000,00  more  and  a  third  company  will 
probably  be  organized  in  the  future  to  spend  another  $10,000,000. 

i'hc  Los  Angeles  Interurban  Railroad  Co.  will  build  350  miles  of 
double  track  covering  175.  miles  of  territory.  When  the  line  now 
building  through  Whittier  is  completed  the  Pacific  Electric  Railway 
Co.  will  have  almost  100  miles  of  double  track  making  275  miles 
of  route  in  operation  and  contemplated.  The  new  company  proposes 
to  build  electric  lines  through  the  La  Habra  Valley,  also  to  Redlands 
and  Riverside  with  a  branch  to  Colton,  San  Bernardino  and  by  High- 
lands to  Redlands.  Another  branch  will  run  to  Randolph  and  Santa 
.•\na,  thence  to  Newport  Beach  and  northwest  to  a  junction  with 
the  Pacific  Electric  line  thus  reaching  Los  .Angeles.  Another  line 
will  l>c  built  from  this  branch  to  Alamitos  and  .'\rtesia,  thence  to 
Los  Angeles.  A  line  will  be  built  through  San  Fernando  to  Santa 
Barbara,  another  through  Glendalc  to  Burbank  and  one  to  Ontario 
by  way  of  Covina.  Several  of  these  routes  have  already  been  sur- 
veyed under  the  direction  of  the  Pacific  Electric  Railway  Co.  but  Mr. 
Huntington  states  that  this  company  has  all  it  can  well  look  after 
now  and  if  enlarged  it  will  become  too  unwieldy.  For  this  reason 
a  new  company  was  organized  to  carry  on  the  extensions  and  per- 
fect the  plans  which  have  been  under  consideration  for  a  long  time. 

— <«» 

STANDARD  CONDUIT  EXHIBIT. 


The  Standard  Vitrified  Conduit  Co.  had  a  very  attractive  exhibit 
of  its  conduits  at  the  Auditorium  Hotel,  Chicago,  III.,  during  the 
convention  of  the  National  Electric  Light  Association,  held  last 
month.  The  exhibit  was  in  charge  of  Mr.  B.  S.  Barnard,  vice- 
liresident  and  secretary  of  the  company.  The  new  factories  of  this 
company  at  South  River,  N.  J.,  are  now  in  full  operation,  in  addi- 
tion to  the  old  factories,  and  have  a  daily  capacity  of  multiple  and 
single  duct  conduits  claimed  to  l>e  equal  to  the  entire  demand  of  the 
United  States,  and  after  July  ist  the  company  can  supply  the  world. 
The  company  reports  having  secured  practically  all  of  the  orders  for 
conduit  in  New  England  this  season,  and  the  greater  part  of  the 
orders  east  of  the  Ohio  River,  Upwards  of  1,000,000  ft.  of  conduit 
was  recently  purchased  through  it  for  Salt  Lake  City,  Utah,  by 
the  Stromberg-Carlson  Co.  This  will  be  shipped  from  western  fac- 
tories, the  Standard  company  being  in  a  position  to  supply  conduits 
in  any  part  of  the  United  States.    Another  late  order  was  for  one- 


half  million  ft.  for  Mcinplus,  leiiii.  Among  the  corporations  well 
known  111  the  trade  that  are  using  the  company's  product  this  season 
in  large  quantities  are :  Philadelphia  Rapid  Transit  Co. ;  Bell  Tele- 
phone Co.;  Rapid  'Transit  Subway  Co.,  New  York;  Metropolitan 
Traction  Co.,  New  York ;  Brooklyn  Rapid  Transit  Co. ;  Boston 
Elevated  Railway  Co.;  Springfield  Street  Railway  Co.,  Springfield, 
Mass.;  Mobile  Light  &  Railroad  Co.,  Mobile  Ala.;  Consolidated 
Subway  Co.,  New  York;  Niagara  I'alls  Power  Co.  The  company 
also  reports  a  very  satisfactory  business  in  third  rail  insulators. 
Engineers  interested  in  conduits  will  l>c  granted  the  privilege  to 
visit  the  factories,  which  are  not  affiliated  in  any  way  with  the  so- 
called  trust  or  combination.  The  company's  catalog  is  among  the 
finest  b<">ks  published  on  conduits  and  is  strictly  up-to-date  with 
any  iiesv  suggestions,  es|>ecially  on  manhole  construction. 


MACHINERY  FOR  PHILADELPHIA  SUBWAY. 


Wistiiigliou.se,  Church,  Kerr  &  Co.  recently  closed  a  contracl 
with  the  Philadelphia  Rapid  'Transit  Co.  covering  15,000  kw.  of 
steam  turbines  and  approximately  50,000  kw.  of  electrical  generat- 
ing and  converting  machinery  for  the  new  rapid  transit  subway 
and  elevated  .system  under  construction,  and  for  a  large  amount 
of  transforming  and  converting  machinery.  Steam  turbines  will  be 
used  exclusively  for  power  generation  at  the  new  central  station. 
There  will  be  three  turbines,  each  of  5,000  kw.  normal  capacity, 
connected  to  Westinghouse  3-phase  25-cycle  generators  and  the 
units  will  run  at  750  revolutions  per  minute  with  175  lb.  of  steam. 
27^  in.  vacuum,  and  possibly  100  to  150°  of  superheat.  The  three 
will  operate  in  multiple  upon  a  common  bus  bar  and  power  will 
be  distributed  at  a  potential  of  13,000  volts. 

The  new  power  station  will  be  located  upon  the  Delaware  River, 
near  the  foot  of  Green  St.,  and  is  laid  out  for  an  ultimate  capacity 
of  50,000  kw.  The  new  rapid  transit  system  will  cover  the  Phila- 
delphia business  district  and  includes  a  subway  about  I'A  miles  long. 


'The  Winnebago  Traction  Co.  management  is  instituting  a  number 
of  improvements  in  Electric  Park,  Oshkosh,  this  season,  including 
a  cage  of  monkeys,  an  imitation  rock  mound  for  the  electric  foun- 
tain and  a  biograph  for  the  summer  theater.  The  entire  railway 
system  is  being  put  in  good  shape  for  the  summer. 


ADVERTISING  LITERATURE. 


THE  ELECTRIC  STORAGE  BATTERY  CO.,  of  Philadelphia, 
has  issued  bulletin  No.  78,  for  May,  1903,  treating  of  installations 
of  "Chloride  .Accumulators"  in  the  stations  of  the  Edison  companies 
of  New  York,  Chicago,  Brooklyn  and  Boston. 

THE  H.  W.  JOHNS-MANVILLE  CO.,  100  William  St..  New 
York,  has  just  issued  catalog  R.  containing  data,  views  and  price 
list  of  asbestos  roofings.  The  views  show  a  number  of  manufac- 
turing plants  where  these  products  have  been  applied. 

1HE  NEW  PROCESS  RAW  HIDE  CO.,  Syracuse,  N.  Y..  has 
issued  a  booklet,  3J^  x  6  in.,  011  "Noiseless  Gearing."  setting  forth 
concisely  and  attractively  the  principal  meritorious  points  of  New 
Process  noiseless  gearing  and  pinions  and  their  adaptability  fur  use 
on  electric  railway  motors. 

THE  WESTINGHOUSE  ELECTRIC  &  MANUFACTURING 
CO.,  of  Pittsburg,  Pa.,  recently  issued  a  30-page  pamphlet,  6x9  in., 
in  its  "industrial  series."  on  "Electricity  in  Mining."  It  is  freely 
illustrated  and  describes  tersely  a  few  of  the  uses  of  electrical 
machinery  in  mining  and  its  advantages. 

THE  KINNEAR  MANUFACTURING  CO.,  Columbus,  O.,  has 
just  published  catalog  "L",  8x11  in.,  52  pages,  descriptive  of  the 
Kinnear  steel  rolling  doors  and  shutters.  It  contains  a  large  number 
of  tinted  half  tones  showing  car  and  round  houses  here  and  abroail 
equipped  with  the  Kinnear  doors,  as  well  as  views  showing  the 
application  of  the  Kinnear  shutters  to  stores  and  office  buildings. 
The  construction  of  the  appliances  is  also  depicted. 

THE  KEYSTONE  TRAVELER,  which  is  the  house  organ  of 
the  Mayer  &  Englund  Co.,  of  Philadelphia,  is  out  for  May  and  will 
be  sent  free  upon  request  to  anyone  interested  in  the  electric  raihvay 
business.  The  issue  for  May  contains  much  valuable  information 
about  bonds,  registers,  fenders,  third  rail  insulators,  overhead  ma- 
terial and  other  products  of  the  Mayer  &  Englund  Co.,  the  whole 


June  20,  1903.] 


STREET  RAILWAY  REVIEW. 


369 


arranged  in  attractive  form,  with  here  and  there  a  little  nonsense 
to  interest  and  please. 

THE  SPR.\GUE  ELECTRIC  CO.,  New  York  City,  has  just 
issued  catalog  306,  20  pages,  7  .x  g'i  in.,  treating  of  Lundell  fans. 
It  is  copiously  illustrated  and  very  neatly  gf^tten  up.  These  fans 
have  been  manufactured  by  this  company  a  long  time  and  are  said 
to  have  been  the  first  practical  electric  fans  on  the  market.  The 
standard  of  merit  set  up  at  the  start  has  since  been  maintained. 

THE  ALLENTOWN  ROLLING  MILLS,  Allentown,  Pa.,  has 
issued  bulletins  Nos.  I  and  2  relative  to  the  .Aldrich  vertical  triplex 
electric  pump  and  the  .-Mdrich  quintuple.x  electric  pump,  respectively. 
Each  bglletin  is  6.x 9  in.,  8  pages,  illustrated,  and  describes  its  sub- 
ject dearly,  yet  briefly,  giving  tables  of  range  of  operation,  details 
of  construction  and  prominent  features. 

THE  CINCINNATI  MILLING  XLA-CHINE  CO.,  of  Cincinnati, 
is  sending  out  the  second  series  of  "Examples  of  Rapid  Milling." 
This  is  a  32-pagc  pamphlet  containing  illustrations  and  data  on  28 
milling  operations  taken  from  actual  practice  and  showing  the  class 
of  work  for  which  Cincinnati  geared-feed  millers  are  adapted,  it 
is  issued  for  free  destribution  among  shop  men  with  a  view  to 
giving  instruction  on  the  subject  of  milling  and  it  is  a  valuable 
addition  to  shop  literature. 

THE  NORTON  EMERY  WHEEL  CO.,  of  Worcester,  Mass., 
has  published  in  booklet  form,  16  pages,  3^  x  6  in.,  a  reprint  of 
an  article  by  Mr.  Charles  H.  Norton,  of  the  Norton  Grinding  Co., 
entitled,  "A  Few  Points  on  Grinding."  It  treats  of  grinding  and 
its  possibilities  when  used  in  conjimction  with  proper  grinding  ma- 
chines and  grinding  wheels.  Mr.  Norton  has  given  16  years  to  the 
exclusive  study  of  grinding  and  abrasives.  The  article  will  be  of 
especial  interest  to  metal-workers. 

THE  GENERAL  ELECTRIC  CO.  has  issued  the  following  pub- 
lications: Bulletin  No.  4.318  (supersedes  No.  4,275),  "The  C  E 
Motor."  Bulletin  No.  4,320  (supersedes  No.  4,238),  "Railway  Motor 
Controllers."  Bulletin  No.  4,319,  "Continuous  Current  Two-wire 
Switchboards  with  Circuit  Breakers."  Bulletin  No.  4,324,  "C  L 
Slow  and  Moderate  Speed  Motors."  Catalog  and  Price  List  No. 
7.578  (supersedes  No.  7.528),  "Parts  of  Carbon  Feed  Enclosed  Arc 
Lamps  for  no- Volt  Direct  Current  Circuits." 

THE  UNDER-FEED  STOKER  CO.  OF  AMERICA,  Marquette 
Building,  Chicago,  issued  in  May  the  first  number  of  The  Publicity 
Magazine,  devoted  to  the  interests  of  the  Jones  stoker.  It  is  the 
outgrowth  of  the  "Publicity"  series  of  bulletins  the  company  for- 
merly published  in  leaflet  form.  It  contains  16  pages  of  business 
announcements,  interspersed  with  humorous  selections,  and  is  freely 
illustrated.  The  front  cover  is  strikingly  designed  to  represent  the 
front  of  a  boiler  equipped  with  a  Jones  stoker. 

THE  AMERICAN  CAR  SEAT  CO.,  Brooklyn,  N.  Y.,  has  issued 
a  i6-pagc  catalog,  6  x  8j4  in.,  of  car  seats  of  all  descriptions  manu- 
factured by  it.  Illustrations  show  the  "Pushover"  and  stationary 
lack  scats  in  rattan  and  plush  upholstery,  "Pushover"  slat  seats  with 
spindle  and  slat  back,  longitudinal  seating,  etc.,  as  well  as  illustrating 
the  method  of  upholstery  and  the  different  kinds  of  materials  used 
in  the  general  construction.  Especial  attention  is  called  to  the 
simple  construction,  excellent  quality  and  low  prices. 

RIDLON'S  REPRESENTATIVE  for  May  is  as  bright  and  inter- 
esting as  usual.  One  of  the  prominent  features  appearing  this  month 
in  the  pamphlet  arc  some  "leaves  from  prominent  advertisers,"  show- 
ing how  the  Ridlon  Co.  could  do  things  if  the  Wilson  trolley  catcher 
were  a  breakfast  food,  a  ginger  snap,  a  whiskey  or  a  lamp  chimney. 
These  adaptations  of  well-known  advertisements  to  the  Wilson  trol 
ley  catcher  are  worth  reading  and  have  to  be  seen  to  be  appreciated. 
The  issue  of  the  Representative  has  been  sent  to  electric  railway 
companies  in  all  parts  of  the  world,  bui  ivill  be  forwarded  to  any 
electric  railway  man  who  may  have  misst  I  it. 

THE  JOSEPH  DIXON  CRUCIBLE  CO.,  in  the  June  number 
of  Graphite,  a  readable  little  paper  published  in  the  interests  of  the 
Dixrm  specialties,  reproduces  an  article  from  the  pen  of  Mr.  John  A. 
Walker,  the  vice-president  and  treasurer  of  the  company,  in  which 
he  says :  "With  lead  pencils  we  interest  every  man,  woman  and 
child;  with  crucibles,  every  man  in  the  metal-melting  business;  with 
graphite  for  lubricating,  every  firm  that  runs  machinery;  with  paitil. 
all  the  building  comnnmily ;  with  stove  [loli.sli,  all  the  lionsekeepers, 
and  frnm  our  xlandpoinl  we  are  having  good  trade  weather,  and  the 
leiroineler  (xiinls  steadily  and  persiitently  toward  the  good."  The 
company  also  issues  a  handy  blotter,  3'/j  x  6  in.,  one  side  of  whirh 
is  tastily  ornamented  and  bears  the  monthly  calendar. 


THE  BATES  MACHINE  CO.,  Joliet,  HI.,  is  distributing  its 
revised  and  enlarged  catalog,  7i  pages,  9  x  12  in.,  treating  of  the 
Bates-Corliss  engine,  comprehensively  illustrated,  and  describing  sev- 
eral recently  installed  gas  compressing  plants.  This  catalog  is  really 
a  very  fine  thing.  It  is  printed  on  heavily  embossed  paper,  pica  type 
is  used  throughout,  with  illuminated  initial  letters,  and  the  views 
are  nearly  all  full  page,  showing  detail  ver  clearly.  There  are 
many  engine  room  views,  including  those  of  the  Rockford  (III.) 
Edison  Co.,  Hampton  Roads  Railway  Co.,  Heidelljerg  Roodcport 
Gold  Mining  Co.,  Johannesburg;  E.  L.  Mansure  &  Co.,  Chicago; 
Chicago  General  Railway  Co.,  and  others.  There  are  excellent  views 
of  the  compressor  rooms  of  the  Fort  Wayne  Gas  Co.,  the  La  Fa- 
yette (Ind.)  Gas  Co.,  and  similar  plants.  Tables  of  sizes,  indicated 
mean  effective  pressure,  etc.,  are  also  given. 

THE  BRUSH  ELECTRICAL  MAN  JFACTURING  CO.,  Ltd., 
with  offices  at  !06  to  112  Belvedere  Roid,  London,  and  works  at 
Loughborough,  Leicestershire,  Eng.,  has  begun  the  publication  of  a 
series  of  bulletins  which  are  of  value  to  t'lose  interested  in  electrical 
machinery.  Bulletin  No.  i  is  on  steam  dynamos  and  describes  the 
Brush  high  speed,  double  acting  enclosec)  engines  and  dynamos  for 
electric  lighting,  traction  and  power  wurk.  In  this  bulletin  are 
illustrated  two  units,  a  300-kw.  three  cylinder  engine  and  dynamo 
and  a  200-kw.  two  cylinder  engine  and  dynamo  set.  The  company 
makes  these  steam  driven  generator  sets  in  sizes  from  10  to  1,000 
kw.  Bulletin  No.  2  describes  and  illustrates  the  Brush-Parsons 
steam  turbo-generators  which  the  company  will  soon  be  in  a  position 
to  supply  in  such  sizes  as  may  be  desired  up  to  10,000  kw.  Both 
of  these  pamphlets  are  very  handsomely  printed. 

THE  J.  G.  BRILL  CO.,  of  Philadelphia,  is  out  with  a  new  cata- 
log on  the  27-G  Brill  truck,  which  is  a  truck  for  fast  and  heavy  city 
and  suburban  service  under  narrow  and  low  cars.  As  stated  in  the 
pamphlet,  the  features  which  commend  the  truck  particularly  for 
the  various  forms  of  service  arc  side  frames  of  cast  steel  or  solid 
forgings,  and  semi-elliptical  spring  equalizers  suspended  from  the 
frame  by  spring  links.  'I'he  design  permits  the  body  to  be  carried 
low,  specifically,  in  a  closed  car  with  33-in.  wheels,  the  step  is  16.5^ 
in.  from  the  track ;  from  step  to  platform  is  14IA  in.,  and  from  plat- 
form to  car  Hoor  is  8  in.  The  specific  claims  made  for  this  truck 
are:  Greater  durability;  fewer  repairs;  greater  ease  of  riding;  less 
strain  on  the  car  body;  less  flange  wear;  and  le.ss  brake  adjustment 
than  any  other  truck  on  the  market.  Considerable  space  is  given 
in  the  pamphlet  to  the  ".squareness"  of  this  truck  and  all  that  is 
included  in  that  desirable  characteristic. 

JOHN  A.  MEAD  MANUFACTURING  CO.,  11  Broadway,  New 
York,  issues  an  illustrated  booklet,  25  pages,  6x9  in.,  entitled, 
"Something  New  in  Belt  Conveyors."  It  is  intended  mainly  to  ad- 
vertise the  Ridgway  patent  conveying  belt.  It  tells  briefly 
of  the  evolution  of  conveyors  during  the  past  half  century, 
the  diflicultics  in  meeting  requirements  and  the  various  methods 
employed.  It  call's  attention  especially  to  the  flexible  edges  of  the 
Ridgway  belt,  intended  to  permit  the  edges  to  be  turned  up  wilhoul 
injury  to  the  belt.  Double  carrying  conveyors,  deliveries  and  ele- 
vating are  among  the  subjects  treated,  and  Ridgway's  patent  trac- 
tion system  and  Sellcck's  conveyors  are  also  included.  The  neces- 
sary information  upon  which  to  furnish  estimates  is  specified  and 
a  list  is  given  of  the  labor-saving  machinery  handled  by  the  com- 
pany. The  company  also  issues  a  6xg-in.  pamphlet,  illustrated, 
showing  the  United  States  naval  coaling  station  at  Frenchman's 
Bay,  Me.,  equipped  with  coal-handling  machinery  by  the  Mead  com- 
pany, together  with  announcement  that  the  company  is  under  con- 
tract for  similar  installations  at  the  navy  yards  at  New  York,  Bos- 
ton, Washington,  Portsmouth  and  Narragansett  B.-iy. 

THE  PENNSYLVANIA  STEEL  CO.,  Steehon,  Pa.,  has  issued 
in  the  interest  of  its  bridge  and  construction  department  a  very 
handsome  book,  entitled,  "From  Stcelton  to  Mandalay."  It  contains 
78  pages,  6fi  X  9  in.,  and  is  printed  on  heavy,  calendered  paper.  It 
contains  a  description  and  a  pictorial  history  of  the  Gokleik  Viaduct, 
built  for  the  Burma  (India)  Railways  Co.,  Limited,  which  spans 
the  Goktoik  Gorge  formed  by  the  Chung-Zounc  River,  80  miles  east 
of  Mandalay.  The  viaduct  was  built  in  the  Pennsylvania  Steel  Go's, 
bridge  works  at  Stcelton  and  transplanted  in  sections  to  India, 
.Vci-ounls  of  some  of  the  dilVicullies  allcnding  its  construction,  the 
formal  opening  of  the  viaduct  and  a  general  description  of  the  work 
make  iiUercsling  reading,  while  a  section  of  the  book  is  given  over 
to  photographs,  there  being  75  excellent  views,  A  page  of  statistics 
furnish   food   for  thought,  some  of  the  more  pertinent  data  being 


370 


STREET  RAILWAY  REVIEW. 


IVoi..  XIII,  No.  0. 


the  (ulluwiiiK:  Shipped  weight  ol  viaduct,  g,7to,ocio  lb.;  shipped 
weight  i>f  ercclimi  uullil,  444,000  lb. ;  total  length,  2,260  ft. ;  greatest 
height,  jjo  ft.;  inimlHT  of  bridge  erccters  sent  from  .Vnierii-a,  35; 
average  inimber  of  skilled  natives  employed,  350;  nnniber  of  rivets 
driven  in  field,  joo.ooo;  nuniW-r  of  shop  rivets.  800,000 ;  nnniber  of 
separate  pieces  shipped,  232,868;  total  nnml>er  of  miles  from  Steelton 
to  Ciokteik  (iiirge,  lo.siw 

♦♦•♦- 
TRADE  NOTES. 


KRESIl  &  SriaCllliR,  of  Cumberland,  Md.,  proprietors  of 
Fresh's  emergency  car  brake,  have  just  obtained  a  patent  for  the 
brake  in  Canada. 

TIIK  HRIIXJKI'ORT  BRASS  CO.,  Bridgeport.  Conn.,  recently 
.secured  a  contract  calling  for  22  miles  of  "phono-electric"  wire  for 
shipment  to  England  for  street  railway  use. 

THE  CENTR.AL  ELECTRIC  CO..  of  Chicago,  announces  that  it 
is  prepared  to  furnish  direct  and  alternating  current  desk  brackets, 
ceiling  and  battery  fan  motors  and  ventilating  fans  of  every  descrip- 
tion, and  that  catalogs  describing  this  apparatus  will  be  sent  upon 
request. 

rilE  Ul'MEN  BE.ARING  CO..  BufTalo.  N.  Y.,  presents  custom- 
ers a  handsome  calendar  each  month  representing  a  framed  paint- 
ing, the  subject  for  June  being  Margaret  Winner's  "June  Roses." 
The  picture  is  3  x  4  in.  It  makes  an  exceedingly  attractive  desk 
ornament. 

THE  WESTINGKOUSE  TR.\CTION  BRAKE  CO.,  26  Cori- 
landt  St.,  New  York,  recently  received  from  the  St.  Louis  Transit 
Co.  an  order  for  from  1.500  to  2,000  air  brake  equipments,  this  being 
the  largest  order  for  electric  railway  cars  ever  placed  in  this  coun- 
try or  abroad. 

rilE  VAN  DORN  COUPLER  CO.,  of  Chicago,  reports  a  great 
demand  for  special  couplers  for  large  intcrurban  electric  cars  for 
high  speed  train  service.  The  company's  latest  attachments  and 
couplers  are  designed  to  make  a  solid  train,  no  matter  how  many 
cars  are  coupled  together. 

THE  ,\LLIS-CH.'\LMHRS  CO.  reports  among  its  engine  .sales 
for  May,  1903.  the  following:  Northwestern  Elevated  Railroad  Co.. 
Chicago,  one  34  and  70  by  60-in.  heavy  duty,  horizontal  cross  com- 
pound direct  coupled  Reynolds-Corliss;  Delaware  &  Hudson  Co., 
Scranton,  two  16  x  36-in.  girder  frame  Reynolds-Corliss. 

THE  BENDIT  MERCANTILE  ENGINEERING  CO.  has  suc- 
ceeded to  the  business  of  the  Laufkettcr-Bendit  M.  K  Co.,  engineer 
and  contractor,  St.  Louis.  Mr.  F.  C.  Laufketter  has  retired  from 
this  concern  to  become  president  of  the  Victor  Manufacturing  Co. 
He  is  succeeded  as  secretary  and  treasurer  by  Mr.  E.  O.  Edson,  Mr. 
Louis  Bcndit  being  president. 

THE  RAILWAY  APPLIANCES  CO.  has  recently  issued  an 
attractive  pamphlet  entitled  "Kinks",  which  illustrates  the  Q  &  C- 
Honzano  rail  joint,  a  device  which  has  lately  been  taken  in  hand 
by  this  company.  This  joint  is  designed  to  support  the  rails  both 
vertically  and  laterally,  and  the  name  "Kinks"  doubtless  is  taken 
from  those  faults  which  the  joint  prevents. 

THE  IRONSIDES  CO..  Columbus.  O..  reports  the  business  of 
its  past  fiscal  year  just  closed  as  showing  a  gratifying  increase, 
with  favorable  prospects  for  a  further  enlarged  business  the  coming 
year.  The  company  manufactures  and  supplies  special  lubricants 
for  wire  ropes,  fibre  ropes,  gearing  and  belting,  a  line  of  paints  for 
metallic  surfaces,  and  the  "Ironsides"  improved  car  wheel  oiler. 

THE  SHEPHERD  ENGINEERING  CO.,  m.iker  of  the  well- 
known  line  of  Shepherd  steam  engines,  will  after  July  1st,  have  its 
general  offices  and  works  at  Franklin,  Pa.,  where  it  has  .secured  the 
large  and  modern  plant  constructed  a  few  years  ago  by  the  Grant 
Tool  Co.  This  plant  will  enable  the  Shepherd  Engineering  Co.  to 
take  care  of  its  greatly  increased  business,  and  will  also  enable  it 
to  make  prompt  deliveries  on  futnre  work. 

THE  G.  P.  MAGANN  AIR  BRAKE  CO.  has  just  completed  the 
equipment  of  the  Detroit  United  Ry's.  double-truck  city  cars,  and 
the  Rapid  Railway  Co's.  system  iKtween  Detroit  and  Port  Huron, 
with  the  Magann  storage  air  brake,  which  has  been  in  successful 
operation  upon  the  Detroit  suburban  lines  for  the  past  four  years. 
Compressor  plants  were  recently  installed  at  the  Woodward  Ave.. 
Gratiot  Ave.  and  Michigan  Ave.  barns  for  the  operation  of  the 
brakes. 

THE  COLUMBUS  STEEL  ROLLING  SHUTTER  CO..  Colum- 
bus. O.,  maker  of  steel   rolling  shutters,  doors  and  partitions,   has 


appointed  the  Pittsburg  Cornice  &  Skylight  Co.,  of  Pittsburg,  10 
represent  it  in  that  territory.  .\  recent  order  received  by  the  com- 
pany is  for  rolling  fire  doors  to  equip  the  elevator  openings  of  the 
new  Joseph  Home  Building,  two  large  partition  shutters  in  the 
same  building  and  rolling  doors  for  the  Uailey  Farrell  .Manufactur- 
ing Co's.  plam  m  Pittsburg. 

THE  UNITED  ENGINEERING  &  FOUNDRY  CO.,  of  Pitts- 
burg, installed  last  year  a  complete  healing  and  ventilating  ecpiip- 
ment  in  the  roll  shop  of  the  Lincoln  foundry  department.  The  ap- 
paratus, which  was  furnished  by  the  B.  F.  Sturtevant  Co.,  consists 
of  a  steel-plate  exhauster  direct -connected  to  a  horizontal,  side-crank 
engine.  The  exhauster  draws  air  from  out-of-doors  through  a  large 
steam  heater  built  up  in  sections  of  i-in.  pipe,  one  of  the  sections 
receiving  the  exhaust   from  the  fan  engine. 

PORTER  &  BER(;,  INCORPORATED,  309  Dearlwrn  St.,  Chi- 
cago, has  been  appointed  general  agent  of  the  Federal  Su|)ply  Co., 
of  Chicago,  for  the  sale  of  steel  wo<il  improved  journal  packing  in 
Illinois.  Indiana,  Wisconsin,  Missouri,  Iowa,  Minnesota,  Michig.in 
and  Nebraska.  This  journal  packing  is  guaranteed, to  retain  its  con- 
dition and  position,  with  little  attention  and  no  removals,  15  months. 
It  is  further  slated  that  street  railway  companies  will  find  this 
packing  economical,  as  but  half  the  ordinary  amount  is  required. 

THE  BROWN-CORLISS  ENGINE  CO.,  Corliss,  Wis.,  has  con- 
tracted with  Mr.  Henry  R.  Cornelius,  of  Pittsburg,  to  assume  the 
entire  charge  of  its  output  in  the  Pittsburg  district,  where  for  sev- 
eral years  he  has  been  the  direct  representative  of  The  Southwark 
Foundry  &  Machine  Co.,  of  Philadelphia.  Not  only  is  Mr.  Cornelius 
well  posted  in  the  territory,  but  he  has  spent  a  great  deal  of  time 
in  the  mills  and  works  at  Pittsburg,  with  the  result  that  he  is  con- 
sidered an  authority  on  rolling  mill  and  blowing  engines.  He  has 
opened  offices  in  the  Frick  Building,  Pittsburg. 

WITTING  BROS.,  LTD.,  electrical  engineers  and  contractors,  of 
London,  Eng..  recently  admitted  to  partnership  Mr.  A.  C.  Eborall, 
who  has  had  the  technical  management  of  the  business  from  it?, 
commencement,  and  the  firm  name  has  been  changed  to  Witting, 
Eborall  &  Co.,  Ltd.  .'\l  the  same  time,  on  account  of  the  increasing 
needs  of  the  business,  the  company  has  removed  to  more  com- 
modious offices  at  Temple  Bar  House,  E.  C.  The  special  feature 
of  the  company's  business  is  the  carrying  om  of  complete  installa- 
lions  in  connection  with  traction,  power  and  lighting  work. 

THE  WALWORTH  MANUFACTURING  CO.,  128-136  Federal 
St.,  Boston,  Mass.,  advises  us  that  it  has  purchased  the  locomotive 
injector  department  which  was  formerly  a  part  of  the  business  of 
the  National  Tube  Co.  For  the  purpose  of  notifying  those  inter- 
ested, and  for  the  convenience  of  the  trade,  the  Walworth  company 
has  issued  a  new  descriptive  catalog  giving  full  information  and 
prices.  This  book  is  written  in  such  a  manner  as  to  be  of  great 
value  to  master  mechanics,  superintendents  of  motive  power  of  rail- 
ways, and  engineers  of  steam  plants.  Engineers  desiring  a  copy 
of  this  may  secure  it  by  addressing  the  company. 

J.  HOLT  GATES  &  CO.  have  taken  the  agency  for  the  West. 
of  the  C.  &  G.  Cooper  corliss  engines  for  direct-connected  and 
belted  railway  engines,  and  complete  steam  power  plants.  The 
reputation  of  this  engine  is  national  for  fine  workmanship,  heavy 
design,  and  prompt  delivery.  With  the  new  shop  of  the  C.  &  G. 
Cooper  Co.,  engines  of  the  larger  sizes  can  be  speedily  built.  The 
company's  most  recent  installations  in  the  west  are  the  three  2500- 
h.  p.  cross-compound  condensing  engines  for  the  .Aurora,  Elgin  & 
Chicago  Ry.  at  Batavia,  III.,  and  the  2.500-h.  p.  cross  compound 
engine  at  the  new  Deering  Rod  Mill  at  South  Chicago. 

THE  STERLING-MEAKER  CO.  placed  its  new  single  register 
the  "No.  5"  on  the  market  about  a  year  ago.  it  being  showni  only 
in  a  square  case.  This  register  is  now  offered  in  cither  round  or 
square  cases,  the  diameter  of  the  round  case  being  the  same  as  the 
diagonal  diameter  of  the  square  one,  11  in.  The  accuracy,  simplicity 
of  construction  and  power  of  endurance  of  this  design  have  com- 
mended it  very  highly,  and  it  is  not  too  much  to  say  that  it  has 
acquitted  itself  with  great  credit.  The  manufacturer  has  courted 
the  most  severe  tests  and  reports  that  the  register  has  been  run 
at  high  speed  up  to  200,000  registrations  on  several  occasions. 

THE  RAILWAY  APPLIANCE  CO..  with  office  and  factory  ai 
No.  12  Plain  St..  .Mbany,  N.  Y.,  was  incorporated  in  January,  igo2, 
to  manuf.iclure  an  improved  signal  lamp  in  which  the  color  of  the 
light  can  be  changed  without  any  part  of  the  lamp.  .Mexander 
Selkirk,  the  patentee  of  this  lamp,  and  the  general  manager  of  the 
Railway  Appliance  Co..  later  designed  and  patented  what  is  known 


JlNE    20,    1903.] 


STREET  RAILWAY  REVIEW. 


371 


as  the  Selkirk  standard  self-lubricating  trolley  wheel,  and  the 
company  is  soon  to  take  up  the  manufacture  on  a  large  scale  ot 
other  railway  specialties.  A  foundry  is  to  be  added  to  the  present 
plant  in  .Mbany.  The  company's  capital  stock  has  been  increased 
10  $100,000  to  provide  the  new  capital  needed. 

.\.  B.  DUPOXr,  vice-president  of  the  St.  Louis  Transit  Co.,  has 
recently  executed  a  contract  with  the  Electric  Storage  Battery  Co.. 
of  Philadelphia,  manufacturer  of  the  "Chloride  .\ccumulator"  for 
the  installation  of  a  3.000-kw.  storage  battery  to  be  used  in  a  rotary 
sub-station  with  rotaries  having  a  capacity  of  6.000-kw.  The  battery 
will  regulate  on  the  fluctuations  and  assist  in  caring  for  the  morning 
and  evening  (waks.  The  sub-station  is  in  the  center  of  the  city. 
and  this  installation  is  one  of  the  extensions  being  made  for  the 
purpose  of  caring  for  the  increase  of  traffic.  It  is  interesting  10 
note  that  this  contract  represents  the  largest  individual  installation 
of  storage  batteries  in  the  world  for  railway  service. 

WESTIXGHOLSE.  CHURCH.  KERR  &  CO.,  who  sell  the  prod 
uct  of  the  Westinghouse  Machine  Co.,  repi)rts  that  in  less  than  five 
years  a  total  of  over  160.000  h.  p.  in  corliss  engines  has  been  sold 
by  it,  comprising  four  distinct  types:  Vertical  3-cylinder  compound. 
vertical  cross  compound,  horizontal  cross  compound  and  horizontal 
tandem  compound.  The  equipments  include  those  for  New  York 
Edison  Co.,  Brooklyn  Edison  Co..  Third  .\ve.  Railroad  system,  N. 
Y..  and  Boston  Elevated  Railway  Co.  The  Franklin  Electric  Co.,  of 
Franklin.  Pa.,  is  eciuipped  with  five  125-h.  p.  Westinghouse  vertical 
3-cylinder  gas  engines,  which  will  be  belted  to  a  corresponding  num- 
Iwr  of  "5-kw.  alternating  current  generators,  to  be  operated  in  par- 
allel.   The  fuel  is  natural  gas. 

FRESH  &  SPEICHER.  proprietors  of  Fresh's  emergency  car 
brake,  have  recently  made  a  test  on  the  Cumberland  (Md.)  Street 
Ry.  using  emery  friction  plates  as  a  substitute  for  the  steel  cutters. 
with  the  brakes  with  most  satisfactory  results.  They  report  that 
with  the  emery  plates  stops  can  be  made  one-third  quicker  than 
with  the  steel  and  that  the  emery  does  not  wear  dull  as  does  the 
steel.  The  emery  bar  used  is  I'/j  x'/:  x  10  in.  and  is  dovetailed  imo 
a  malleable  iron  plate  which  serves  to  protect  the  emery  and  yet 
leaves  the  latter  clear  to  l)car  in  the  center  of  the  rail.  The  emery 
and  the  iron  wear  down  together,  all  crushing  of  the  emery  being 
prevented.  The  emery  plates  are  to  be  substituted  on  all  the  brakes 
which  are  now  on  trial  in  order  that  the  opinion  of  operators  as 
to  the  advantages  of  the  emery  may  be  secured.  Canadian  patcm^ 
on  the  Fresh  brake  were  granted  May  26.  1903. 

THE  LOOMIS-PE'ITIHOXE  CO.  has  removed  its  offices  from 
52  Broadway  to  52  and  54  William  St.,  New  York.  The  comijany 
has  recently  increased  its  capital  to  $2,000,000  and  will  soon  begin 
the  erection  of  a  plant  near  New  York  for  the  manufacture  of  gas 
engines  in  large  units,  in  addition  to  the  Loomis-Pettilxjne  gas 
apparatus  which  it  has  heretofore  made.  Until  the  company  has  its 
plant  in  operation  it  will  deliver  engines  made  by  Crossley  Bros., 
of  Manchester.  Eng.,  for  which  concern  the  company  has  the  ex- 
clusive agency  in  North  .\merica.  The  company  has  a  number  of 
its  gas  engines  in  operation.  The  officers  and  directors  of  the  com- 
pany arc:  President.  Benjamin  Guggenheim;  vice-president  and 
general  manager.  Cyrus  Robinson :  second  vice-president  and  man- 
ager of  sales  department,  Burdctt  Loomis.  jr.;  secretary  and  treas- 
urer, Leon  P.  Fcustman  ;  consulting  engineer,  Burdctt  Loomis,  sr. ; 
chief  engineer,  Hawley    PettilH)ne;   Charles   E.   Finney. 

THE  DETROIT  GR-APHITE  MANUFACTURING  CO..  of 
Detroit.  Mich.,  has  recently  advised  us  concerning  the  experience 
of  an  .American  street  railway  manager  in  Spain,  which  points  a 
moral  and  adorns  a  talc.  This  manager,  who  may  be  known  as 
Murphy,  trnjk  charge  of  an  electric  railway  in  Spain  bought  by  an 
American  syndicate  shortly  after  the  Spanish  war.  The  properly 
wa^  badly  run  down  and  the  new  manager  inidertook  to  make  tem- 
jKjiary  improvements  at  a  minimum  cost  and  among  other  changes. 
painted  the  cars  a  bright  red  so  that  ihey  might  make  up  in  appear- 
ance what  they  lacked  in  slahilily.  One  hot  day  a  trolley  excursion 
wa«  returning  to  the  city  and  was  caught  in  a  severe  thunder  storm. 
The  painl  which  had  ticen  put  upon  the  car  rrwifs  had  peeled  off 
during  the  hot  weather  and  the  passengers  received  a  thorough 
welling.  The  action  of  the  authorities  was  prompt.  Murphy  and 
his  force  of  American  motormeii  and  conductors  spent  the  night 
in  jail  and  the  next  morning  were  fined  20  pesetas  for  every  man, 
woman  and  rhild  who  got  wet.  The  oulcomc  was  that  tin  man 
agrr  cabled  for  10  barrels  of  "Superior"  graphite  painl  which  is  now 
ihc  company's  slaniiard  for  r<K)fs,  brakes,  Ixjilcrs,  slacks  and  poles. 


EARLY   HISTORY  OF  NEW  YORK  CENTRAL 
RAILROAD. 


The  joili  anniversary  of  the  incorporation  ni  tiie  .\'u\v  York  Cen- 
tral Railroad  Co.  occurred  May  17.  1903.  Tiie  early  history  of  the 
company  is  interesting,  inasmuch  as  it  made  possible  enormous  in- 
dustrial and  ccuumerci:d  ilevelopnienl.  The  New  York  Central  is 
ihc  consolidation  of  to  short  lines  that  formed  a  continuous  route 
I'rom  .\lbany  to  Buffalo,  known  as  llie  .\lbany  S;  Schenectady,  the 
Schenectady  &  Troy,  the  Utica  &  Schenectady,  the  .Mohawk  Valley, 
the  Syracuse  &  I'tica.  the  Syracu.se  &  Utica  IJirect.  the  Rochester  S: 
Syracuse,  the  Buffalo  S:  Rochester,  the  Rochester.  Lockport  &  Niaga- 
ra Falls,  and  the  Buffalo  &  Lockport  railways.  Articles  of  agreement 
were  filed  May  17,  1853.  the  fir.st  board  of  directors  was  elected 
Jidy  6th.  and  the  whole  line  delivered  to  the  new  company  Aug,  I. 
1S53.  This  also  opened  llu-  « ;iy  fnr  the  consolidation  of  the  New 
York  Central  company  wilh  the  lluilson  River  Railroad  in  18C9, 
which  event  presaged  an  era  of  wonderful  progress  in  the  undevclop- 
eil  West,  creating  a  direct  line  from  the  ocean  to  the  great  lakes, 
traversing  the  only  luxak  in  the  Ap|ialacliian  chain  between  the  Cjtilf 
of  Mexico  and  the  St.  Uiwrenco  River.  I'lie  old  Mohawk  trail  i-^ 
almost  identical  with  the  New  York  Central  of  today  and  this  trail 
was  also  the  pathway  of  war  during  the  iMench  and  Indian  war^ 
and  the  Revolution. 

It  is  a  far  cry  from  that  primitive  line  of  50  years  ago  to  the 
great  railroad  of  today  with  its  "Twentieth  Century  Limited."  li' 
an  interesting  letter  of  reminiscences  written  by  Mr.  Joshua  Wilbcr. 
of  Lockport.  N.  Y.,  describing  railroad  travel  in  1839,  he  states  that 
the  journey  from  New  York  City  to  Lockport  consumed  nearly  four 
days,  the  traveler  being  on  the  move  all  the  time  except  a  night 
spent  at  .Albany.  In  .Mbany  the  cars  were  drawn  to  the  cily  line 
by  horses,  locomotives  not  being  allowed  in  the  cily.  The  speed 
across  country,  he  says,  was  tremendous — 12  miles  an  hour.  .Xrrived 
on  the  ridge  opposite  Schenectady,  the  cars  were  "lei  down  an 
incline  plane,  secured  to  a  large  rope  cable,  the  other  end  heiii;; 
attached  lo  Hat  cars  weighted  with  stone,  wdiich  were  <lniwii  up  on 
a  parallel  track  as  we  went  down".  At  Schenectady  it  was  necessary 
to  change  car^  for  ITiia,  which  w.in  then  the  ciul  of  railroad  travel 
Canal  packets  did  llu-  ret  Ihc  writer  coiu  liuk-s  :  ".X'oi  Imit;  after- 
ward the  roads  ImiU  from  .Mbany  westwanl  and  fmiii  Buffalo 
eastward  met  and  a  continuous  line  was  foniied,  Imt  with  many 
changes  of  cars  and  other  inconveniences.  TJieii  the  lludson  River 
road  was  opened  and   Buffalo  and  New  York  became  neighbors." 

The  Albany  &  Schenectady  line. which  was  chartered  in  1826  as  ilie 
Mohawk  &•  lludson.  was  opened  Sept.  12,  1831,  and  wa-  the  first  rail- 
roail  built  in  ihe  stale  of  New  York. 


NEWS  NOTES. 


Ni;\V    INCORPORATIONS. 


•SlIKnoVOAN,  \VlS.-Slu-l)nVKan  \Vr  Clilltnii  KailWMV  .»:•  I'lli'clrle 
I'.i  capital  *rill().(l(»l:  t"  linlld  an  eli'drir-  line  fur  pii.ss.'iiKcTS  and  Irelisht 
1.]  ll.)wanl.s  arovr.  Knuiklhi.  Kiel.  New  I  IciLslciii  ami  ClillPm.  whorr- 
II  will  ccinni'cl  wilh  Uie  iini|Kine(l  "(ea.sl  shiirr "  line  I'niin  l'"cmrl  ilii 
l.ne.     Slu■ll".VK:^n    men   are    Ihe   (irjtanlzers. 

•'I'(1|,KI)0,  O.— Olilo  iiC:  MIchlKini  'rriiellnn  Co.;  c-ai.ltal  .lil.llSll.lllili; 
In  liiilld  an  elfclrie  line  I'lom  Tcdcdn  In  Ann  Arlini'  via  l.amlii'rtvllli'. 
I'l-lcrsliurK.  Diindei'  anrl  Azalla,  I'resldenl.  .1.  II.  Claiiss.  Ic'remnnl: 
viic'-pri-.sidi.iil.  II.  (',  Stalil,  Kninnrit:  .sien-lar.v.  and  maiiaKer.  I..  I.. 
II  .\usllii.  'I'nli'dn;  IrnasiniT.  .1.  \V,  I'ndrn.  l'"n'niniil:  geiicrill  eniiiisnl, 
.1  II.  .S.inlhanl.  .1.  11.  /..alili'.  Willlani  llaldwili;  illriMlnrs.  J.  I).  KnrakcT. 
William  t'nrd.  Cineirniall :  'I'linnias  II.  .Innttk.  I'"n'innnl;  M.  I.  Wlli-nx. 
Tnli-dn:  M.  ('.  lirlKK".  I''nstr)rla  and  Messr.s.  Claus  and  Stahl.  'I'lf 
ohln  *  Michigan  CnnHtnietlim  Co..  enmpowd  nf  the  same  mi-u.  will 
(In   Ihi'  wnrk. 

MIOI'-KIOKSn.WII.I.I':.  INI),  llldn  Vall.y  l':i.ilrln  Itallnay  Cn. ;  eap- 
llal  *|ii.iN«i:  In  liLillil  an  idi-ilric'  llhi'  rrnm  .lelTcTs.mvllli'  In  Madlwui  via 
I'harli'Hlnwn  anrl  Ni'W  Wa.iliinulnn.  and  a  line  I'rntn  .li-ITiMsniivllli'  tn 
Hi-rirvvlllc.  liid..  thnniKii  SidliTsPurK  and  .M.-iiiphlH.  Ind.  Ineniiinia- 
lnr»:  l.nulB  Sehncek.  Scvmrnir.  Ind.;  Kilw.inl  II.  I'niinidli'.  William  II. 
llfdlirnnU.    Syraensc.    N.    V.;    f. k.-    II.    IPilzlmK.    H'-nrun    11.    VnlKlil. 

.IllT.THnlulll.'. 

•NlOW  yoKK.  N.  V.  llud.M.m  .V  .Ma  iili  1 1 1,111  liailr.rad  C.i,;  ia|illal 
Kl,(lfl(l.iKHi:  1(1  bullil  a  Innp  Irnm  c'liurcli  SI..  New  Ynrk.  liiMinalli  llm 
North  River.  In  KxchaliKc  ri..  .Ii-l-Hi-.v  I'lly.  N.  .1.  I'reHldent.  W.  (!. 
McAdon;     vler-iirfHidi-nt.    'Waller    O.     Oakman;     Iris-iHiirer.     liern-y    ,\. 

Mnrriiv:   Hccretarv.   Cliarp-.i   W.    Kltn:;    dll Inrw.    Mt-MHi-H.    Mc.Adnn   and 

Oakman.  K  H.  .lennlrmM.  .Inhn  S,  Williams.  Aiilhimv  N.  Hrady,  II.  n. 
Ilnllilis,    .Inhn    O.    Mel  •idlnilKll.    K.     II.    fiary.     K.    i\    Cnnversi-. 

•I'AN'I'ON.  II.L.-Kniinn  (  nunly  Kli'elrle  Hallrnail  I'n.;  .aiill.al 
ini.fUKi;  In  nperHlf  a  Mlre<-1  railrmul.  Inenrijnralnrs:  .1.  W.  I.a wi'-iiii-. 
II.     II.     KulliT,    II.    ri.    Hhannnn. 

•DHCATUR.  Il,l,.-I)i'ealin-.  Sprlnullidd  /i  SI.  I.nids  lOlcilrlr  Hall- 
way Cn.:  In  Illllld  li.dwi'en  I'llli'S  Jiami'd.  Wnrk  P>  bruin  al  nnia>  In 
liave   rnfid   niii-Ti    fnr   Wnrlds    l-'alr   Inilllc-. 

M'lIII/ADI'IM'III.V.    I'A.     nnMllrlnn   *    llvli.rry    llaiild   •PraliHll    Sli I 

Itallwuv  Cn..  laiellal  »U'll.i»in;  In  lailM  211  mlU'S  nl  rnad.  I'r.-^dd.-nl.  c. 
P.   Wi'av.r.    Phlliidc  Iplila. 


372 


STREET  RAILWAY   KhVIEW. 


I  Vol..  XI II,  No.  6 


•1>HII.,AUKI.1'IIIA  l-A.-rnrksUlc  Uiipid  TranHlt  BIrerl  KiiUway 
fi..;  luplinl  W;.i"«:  1<>  build  Bov.-n  mlliii  of  road,  rn-iildi-iii.  (..  r. 
W.'iivir.    rhlliicliliihla. 

•I'llll  \1>ICI-I'1IIA  I'A.  -MiiyiiimnKUiK  &  Suulliwuik  lluplil  Tniimli 
Sirifl  H.illwiiv  i-«.:  inpltiil  lacMMi;  to  bullil  «  mlleii  of  ro:id.  ITihI- 
.l.nt.   C.    1'.    -\\'.iiv<r.    IMilliiilfliililii. 

•I'llll  M>I-M.1'II1A  l'A.-(il<iiwi.oil  HapUl  Triin«U  Cu  :  tupltiil  IKd.oni; 
l.>  huMii  v.  mll.'»  ..t  roail      l-r.-sUli-nl.   C.   T.   Wouver.   rhllmi'-lphlii. 

•IM  1/.  VLIKTII     IMTY      N.     «V-Klll:il><tll     <'lly     8tri><>l     Kallwiiy     <>> 

111./  i..on    ln...rp.irul.<!    h.v     Milton     \V.    OfTiitt.    vl.<-pr-!<l<l-nt    "f    the 

r,,ii..i    II..  til.     I  lulu   *    I'nw.T  Co..   Hultimori'.   iiml  oIIi.tk.   who  hiivc 

irlc-  IlKhthiK  phiiit  In  tlif  mimi-   town  uml  huvi-  iiIm.i 

,    tiiiil   BcwiTHK''  ."vdtfmn   comp""l>».      "   '»   planmU 

,,.  .      Mi  Improv.m.iilK     Thf  town  has  IJ.iWO  Inhiihlliintn. 

•OAUISlll  Kii  ll.l..  tJali-Hhiirii.  Molinioiitli  *  Hiuk  lBl.in.1  Hallway 
Co  •  rapilal  $1i«m««i;  to  hiillil  lo  Hi.tk  Islanil  via  .Monmoiilh  ami 
Ali'i'lo.  Iiiiorporat..ri<.  C..orK.'  K.  Dun.an.  Kdwar.l  Wooilmali.  1  i.rl- 
faml.  Ml-.;  \V.  U.  M.KIiiKy.  J.  K.  Johnson.  Churl.»  /,lll,-y.  Chainpalsn. 

•I  OS  ANCrKI.I-a?  CAI..-1.0K  AnKi'hs  Inlt-rurban  Ilallroail  Co.;  rapl- 
lal'llMIMMTO;  to  iMillil  '.ai  mllis  of  tnuk  Into  new  H.-hlB  In  Southern 
California.  ,M»M.ll.m  ll".i-...(...  I.lr.'c...r».  ti.-orKe  1;:  /'"  "'";^>  ■  '  ■V;;'^^^^ 
S.  I'atton.  J.  A.  Mnlr.  S.  C.  Haxter.  Kpm  Kanilolph.  John  l>.  Ul<  K- 
inll.    Ilowarti    K.    IluntlnKlon. 

•SAN  ItKRN  \l{l>INt>.  C.\h.-San  Bornarillno  Vnlloy  Traction  Co.; 
•  apllal  »l.S<io.i««'.  Thin  Is  a  lonsolUlatlon  of  the  present  San  Uernar- 
,111.,  Vall.v  Tra.tlon  Co..  the  San  H.rnardlno  &  lIlKhlan.ls  hlectrlc 
V  a  wav  t-o.  mentl,.ne.l  In  the  •Uulletln  ;  for  Apr.  Zi  '  ^«•  «";'''' -^ 
IteUlands  llnllway  Co.  Ulreetors:  „"•  "'■, ,?'''<-'»'^,Av.Uei  c  w' 
K.  1).  Holierts.  George  M.  Cooley.  O.  B.  Ellis.  W.  H.  Usher,  C.  W . 
I'artllilBe.  .,        , 

•WI.NCIIKSTKR.  IND.-Dayton  &  Muncic  Traction  Co..  mentioneil 
In  thJ  •Kulletln  •  for  Apr.  !..  1*<1:  capital  »8t«..|«io;  <°  ,^""«°' '^,^.  i;..'/;'; 
C.rcenvllle  &  Inlon  City  Traction  Co.  and  he  J  "I;'."  ,  ,  J>;,,.^^ '' ,  '  jone 
&  Mnncle  Traction  Co..  iM.lh  mentlone.1  In  the  ••Uulletln  for  J  iiR 
i.  IW  Stockholders  of  the  former  receive  1.500  «"»■•'■''  "',"^,7 
stock  and  the  latter  i;..W.  President.  J.  K.  Ix>wes;  vlce-presl,lenl. 
r^harles  M.  Anderson;  secretary.  John  K.  1-Vlsht;  '■;-''»';■■"•  ^^"''^•'-  '1 
Gebhart.  These  with  The<xlore  Shockney,  Ralph  l>e  W  oese  and  E.  I. 
Matthews,   directors. 

•DIXOX  ILU-Dc  Kalb  &  Southwestern  Electric  Railway  Co.; 
capital  %.W»»:  to  be  constructed  from  Dc  Kalb  to  Steward,  with  a 
branch  from  Steward  to  ChlcaRO.  a  branch  to  Rock  Island  and  a 
branch  to  Cairo,  a  total  of  iBo  miles.  Incorporators:  l'-_,Jr,-  T'\"  e 
1.  H.  Titus.  Steward.  111.;  S.  D.  Frost.  Amboy;  S.  I>.  Shan.  Lee 
Center-  ti  II  T  Shaw.  I)l.\<m.  This  Is  a  meriser  of  the  Northern 
inrnols  Electric  Hallway  Co.  and  the  Dixon.  Hock  Kails  &  South- 
western Rallwav  Co..  mentioned  In  the  -Hulk-tin'  for  June  4.  lOlu 

•CEDAH  RAIMDS.  lA. -Cedar  Haplls  &  Iowa  City  Railway  & 
I.lKht  Co.;  capital  K.'w.iw.  to  build  an  Inlerurban  ele<trlc  jinc  to 
iMWa  City  and  In  other  directions  from  Cedar  Rapids.  S.  L.  Dow  Is 
the   leadliiK    pri>moter. 

•.MONMorTII  I I.I<.— Western  Illinois  Traction  Co.;  capital  JoOO.iKKi; 
I.,  build  an  electric  line  from  Monmouth  to  Calcslmrg  Incorporators: 
\V  "v.  McCullouKh.  W.  B.  YounK.  S.  S.  Ilallam.  W.  H.  \\  oods  Mon- 
nioiilb;  Ceorne  \V.  Gale.  OalesburK.  The  company  has  applied  for 
franchises  In  Galesburg  and   Mollne. 

•CARlBor  ME.-Carll>ou.  -Wa-shburn  &  Perham  Electric  Ry.:  capi- 
tal »2I(i.(X«>;  to  build  an  electric  road  15  miles  throuKh  Washburn. 
Perham  and  Woodland,  and  Wade  Plantation.  Presideiit.S.,  U 
White;  vlce-pres.dent.  J.  1).  Emery;  treasurer  «'""''K<'  ^^-  l"'n«- 
clerk.  E.  A.  llolm»s:  directors,  these  offlccrs  and  II.  I--  Jones,  Cor>- 
ton  Powers  and  ft.  C.  Sampson. 


(jrnnted  a 


I--KAXCMISES    .\SKED   OR    ( IRIW  1  .NKl> 


\TI  ANTIC  CITY  N.  J.— Delaware  Valley  Traction  »^o..  mentioned 
In'  the'  ■■■Bull.-tln"  for  Mar.  Vi.  1*K!.  Has  applied  for  a  franchise  in 
EwInK  township.  This  road  will  bring  all  the  towns  on  the  Delaware 
River  between  Trenton  and  I.ambertvlile  in  direct  communication. 
Wilbur  E.   Sadler,  of  Trenton.   Is  at  the  head  of  It. 

J\NESVIM.E.  WlS.-Rockford.  Bololl  &  Janesville  Railroad  Co.. 
mentioned  In  the  '•Bullelln-  for  Mar.  26.  IIKC.  Granted  a  franchise  in 
l->lgerton.  --Wis. 

IANESVII,I.,E  WIS.— Janesville  Traction  Co..  mentioned  in  the 
•■Bulletin'  for  May  21.  19C3.     Granted  a  franchise  In  Janesville. 

S\X  JOSE  CAU-San  Jose-I.os  Gatos  Interurban  Ry..  meljtloned 
In  the  "Bulletin'  for  May  7.  IStXI.  Granted  franchise  for  line  in 
San  Jose. 

PORTEAND.  ORE.- West  Side  &  Suburban  Railway  Co..  mentioned 
In  the  "Bulleiln'  for  May  7.  19<>3.  Granted  franchise  from  line  to 
Ilillsboro.  J    ,      .1 

PATCHOOUE.   N.   Y.-South  Shore   Traction  Co..   mentioned   in   the 

••BulIetln^'   for   May  21.  1903.     Granted   a  franchise   In   Amltyville,   1..    1. 

SYRACfSE.    N.    Y.-Rochester,    Syracuse   &    Eastern    Riilroad    Co.. 

mentioned    in    the    'Bulletin-   for   Sept.   K.    1902.     Granted   a    franchise 

in  Arcadia. 

PONTIAC  II,E.-Bloomlngton.  Pontlac  &  Jollet  Electric  Ry..  nicn- 
tioncd  In  the  "Bulletin'  for  May  7.  1903.  Granted  a  50-year  franchise 
In   Dwlghl.  111. 

DAVENPORT.  lA. -Davenport  &  Suburban  Electric  Railroad  Co 
f;ianted  a  franchi.se  In  Davenport.  CI.  Hipweli  l.s  at  "'e  head  of 
this  road,  which  Is  to  build  between  Davenport  and  Muscatine,  but 
II  lias  no  connection  with  the  Davenport  &  Western  Interurban  Rail- 
way Co..   mentioned  in   the   '•Bulletin'   for  Dec.    IS.   1»'2. 

CRIPPEE  CREEK.  COE.-Colorado  Springs  &•  Cripple  Creek  Dis- 
trict   Rallwav   Co.     Granted   a   franchise   In   Victor.   C<d.     . 

TOPEKA  KAN.-Topeka  Railway  Co.  Granted  a  3ft-year  franchise 
In  Toneka.  the  company  having  been  reorganized  recently.  A  tem- 
porarv  track  will  be  built  over  Milan  Bridge  to  give  North  Toneka 
street'  rallwav  service  and  various  extensions  and  Improvements  are 
■planned.  The  company  will  either  build  a  new  bridge  across  thj 
Kaw  River,  or  buv  the  I.ehlgh  Valleys  four-span  sleel  bridge  and 
set  It  on  concrete  piers  parallel  with  the  Melan  Bridge.  I,.  K.  Myers, 
of  Chicago.  Is  vice-president  and   general   manager. 

MADISON.  IND.-Yoder  Hubbard  an.l  .ilhers  were  granted  a  fran- 
chise for  an  electric  line  to  Columbus,  liid..  to  connect  with  the  In- 
dianajiolls,  Columbus  &   Southern   Traction  Co. 

BANGOR.  ME.— Aroostook  Valley  Railroad  Co.  Has  applied  for 
authoritv  to  extend  its  line  from  the  present  terminus  in  Washburn 
through   Washburn   and    Wade   into   Perham. 

CINCINN.VTI  O —Herman  Diilinie.  James  B.  Foraker.  John  A.  Cald- 
well. James  A  McGaw  and  Miller  outcault  were  granted  a  2!;-ycar 
franchise  In  Hamilton.  C.  for  an  electric  line  from  Hnmiton  to  Rich- 
mond, mentioned  In  the  "Bulletin"  for  Apr.  23,  1903. 


H.M.VKHPoHT.    N.   J      Burlington   County  Traction  C 
fruneblni-  In  Mount   Holly. 

CATSKII.E.  N.  Y.-Cttt»klll  &  Albany  Railroad  Co.    Orantcd  u  frun- 
I  l.lse   In   CoKHHckle. 


i,oB    .,.>., r..-co.   ^„,^-Pocinc    Electric    Hallway   Co.     Has   upulled 
for  a  franchise  In  Covlmi.  and  the  sale  of  the  franchUc  wiu.  ordered 


l,o8    AN<;EI-E8,   cai* 


for  a  francnise  in  wovina.  unu  iiie  »uii-  ».  ...»  'V-";"",  ■-,  -  .;.h7,,,- , 
advertised.  The  company  recently  purchased  a  franchise  In  W  hlltlor 
for  lli». 

I.OS  ANGELES.  CAL.  -The  iH.ar.l  of  public  works  V..I.-.1  unanl- 
niouslv  I"  r.-fusi-  I.,  a.lverlise  for  sale  the  franchise  a.k.-d  '"f  ■'> 
•"villlam  M.  Garlaii.l.  mentl..ne.l  In  the  -Uulletln'  for  May  S.  \V<S. 
A  3-cent  fare  was  proposed  by  the  proj.-ctors. 

ROCKAW.VY  N  Y'. -Ocean  Electrh-  Hallway  Co.  lias  applied  for 
a  franchise  f..r  an  eledrli-  railway  between  H.ickaway  and  Fur  Rock- 
away.    The  Ix.ng  Islanil  H.   R.  Is  said  to  be  In-hlnd  the  company. 

INDIANAPOLIS  IND.-Consolldal.-il  Traction  Co.  Grantc<l  tt  fran- 
.hls.j  In  Crawfor<lsvllle.  Iii.I..  with  lb.-  sllpulalion  that  any  other 
Interurlwin  or  electric  railway  se.klng  to  enter  the  city  must  ilo  b.. 
upon  the  l^'onsolldntcl  Tra.  tlon  Cob.  lines  Ihe  or.llnan.-.-  alB.. 
l.l-ovldis  for  the  assignment  of  th. Crawfonlsvlll.-  Traction  r.o.  s  right" 
to  the  Consolldal.-d  Traction  Co.  The  company  has  be.n  tlnanced  and 
the  work  ..11  the  proposed  line  iMlw.en  Indianapolis  and  <  rawfords- 
vllle  Is  well  under  way.  Edward  Hawkins,  of  Indianapolis,  Is  presi- 
dent. ,  ., 
HOUSTON,  TEX.-W.  E.  Scott.  Henry  C.  House,  J.  O.  Rosa.  HE. 
Fuller  E  L  Dennis.  W.  B.  Slosson  and  Hyman  I«vy  have  applied 
for  a  franchise  In  Houston  for  a  propoBcd  electric  line  from  Houston 
to  Galveston  through  S.-abrook.  U-.  Porte  and  other  points.  It  Is  pro- 
jiosed  to    Incorporate   with  a  capital   of  Jl.OCO.OtiO. 

MISCELLANEOUS. 


INDIANAPOLIS.  IND.-Indlanapolls  &  Northwestern  Traction  Co., 
mentToned  hi  the  -^Bulletin"  for  April  33.  19ro.  Has  tiled  a  mnr'gage  o 
the  Knickerbocker  Trust  Co..  New  York,  an.l  1-rank  Jl ,  El<>'-''ll!«-  '" 
provide  for  the  Issuance  of  bonds  to  the  amount  "'  »i'!!!-"*lj  .\"^ 
building  an  extension  from  I.el>anon  to  Crawfordsvllle  ttwO.OOO  Is  ri- 
served;   for   future  additions.   «30.'««i. 

NEW  ALBANY.  IND -Southern  Indiana  Interurban  Railway  <:o.. 
mentioned  In  the  •Bulletin^  for  April  9.  1903;  name  changed  to  Louis- 
ville  &   Southern    Indiana  Tractbin  Co. 


Eldridge  syndicate.   <jf   Boston,   is  behind   this  comjiany. 

OKLAHOMA  CITY.  OKLA.-Oklahoma  Traction  Co..  mentioned  In 
the  •■Bulletin  "  for  May  21,  1903.  Has  awarded  the  <-onl'-a<-'  *"  '^"r: 
structlon  of  35  miles  of  road  to  the  Metropolitan  Construcllon  Co..  to 
cost   1300.000. 

SIOUX  FAIJ.S.  lA.-C.  H.  Nalwock.  B.  H.  Lien  and  Eugene  Cough- 
ran,   of   Sioux   Falls,    are  promoting  an   electric  line   frof"   Sioux    ^alls 
to  Le  Mars  to  connect  with  the  line  projectel  by  the  Sioux  fTJ^^   *]•.': 
Mars  Interurban    Electric  Railway  Co.,   mentioned  In   the      Built  tin 
tor    May   21.    1903. 

CUMBERLAND.  MD.-Cumberland  &  Westernport  Electric  Railway 
Co.  Has  elected  officers  as  follows:  President  R.  ":„^<";^-  P°"".- 
vine.  Pa.;  treasurer.  -Walter  H.  Bry.ant.  pi'";''''''^'''' ,' "  '/(vmi'g^ ' 
I,lndlev  P  Bane.  Directors.  Messrs.  Koch  and  Bryant  and  W  nils  l.. 
Brvant.  ScluiymiilH.aven:  William  R.  Miller.  •■^"^'"•"'■K-. ''"„ck,  of 
Weber.  Cumberland.  Cars  will  enter  C-'n-b"  and  over  the  tracks  of 
the  Cumberland  Electric  Railway  Co..  mentioned  In  the  Bull,  tin 
for  May  7.  1903. 

STERLING.  ILL. -Henry  C.  Hlgglns.  Pr'^sldent  of  the  Stirling. 
Dixon  &  Eastern  Electric  Ry..  nienlloncd  In  the  "Bullctlri  "''•'""'' 
4.  1903.  proposes  to  build  an  electric  light  and  coal  gas  plant  at  Dixon. 

COLUMBIA.  S.  C.-Augusta  &  Columbia  Railway  Co  '"^n»'<'n^''„'" 
the  'Bulletin'  for  March  12.  1S«13.  The  proposed  ""t.ilf/rt ''^^when  nt^- 
and  the  section  between  Columbia  and  Aiken  surveyed.  When  Iln 
Ishd.   this  will  be  the  longest  road  In  the  South. 

CHICAGO.  ILL-Chlcago  &  Indiana  Air  Line  Co..  menlloiied  In  the 
"Bulletin  "  for  June  4.  1903.  Has  filed  10  deeds  conveying  right  of  wa> 
in    L.a  Porte   County.    Indiana. 

HARRISBURG.  PA— Application  has  been  ma'iP  fn"",^"  f'".'"'^!; 
for  the  Central  i'ennsylvania  Traction  Co..  <■»>;"«  W-l,?^'^,!"-,,"."',^" 
over  the  Harrisburg  Traction  Co..  mentioned  In  the  Bulletin  lor 
Mav  7.  1903.   and  subsidiary  lines. 

FREEPORT.  ILL.-Freeport  General  Electric  Co..  mentioned  In  the 
•Bulletin  "  for  May  7.  1903;  name  changed  to  FreeportRallway.  Light 
«•  Power  Co.;  capital  Increa.sed  from  Jn.OOO  to  JSoO.OOO,  and  number 
of  directors  frotn  three  to  seven. 

WESTERLY.  R.  I— Westerly  &•  Hopkinton  Railway  Co..  chartered 
In  January.  1902.  Is  to  tie  complied  this  year  by  the  Eastern  Electric 
Construction  Co..  of  Boston,  and  work  has  begun.  It  will  be  primarl  > 
a  freight  line  but  will  carry  pasengers.  running  from  Westerly 
through  Potter's  Hill.  Ashaway   to  Hopkinton. 

EVST  ST  LOUIS.  MO.-SpringHeld  &  Jacksonville  Rapid  Transit 
C,>..  mentioned  in  the  "Bulletin-  for  June  4.  1903.  Is  being  surveye.1 
by  Charles  S.  Butts.  C.  E..  with  temporary  headquarters  at  Spring- 
fled.  111.     The  line  will  be  :iO  miles  long. 

WASHINGTON  D.  C— Work  on  the  proposed  Fairfax.  Potomac  & 
W.ashington  Electric  Railway  Co.  will  begin  July  Ist.  All  fran- 
chises and  rights  of  wav  have  been  aci|uired.  The  road  has  Iwen 
financed  also  The  route  Is  from  Arlington  Junction  to  .Arlington 
Station  Falls  Church.  Dunn  Lorlng.  Vienna.  Fairfax  Court  Hou.«e. 
The  distance  from  Washington  Is  I'M  mil.-s.  The  cars  will  enter  the 
cltv  over  the  W'ashlnglon.  Alexandria  &  Mt.  A  ernon  Railroad  Co.  s 
tracks.  President.  Daniel  K.  Trimmer.  York.  Pa.;  vice-nresldent. 
Joseph  S.  F.  Kerr.  Philadelphia;  secretary  and  treasurer.  George  P. 
Robinson:   general   counsel.   Robert  E.   Doan. 

MANSFIELD.  O.-Mansfleld  Railway.  Light  &  Power  C<>. ;  re- 
crnllv  norKanized  and  capital  increased  to  Jl.flCO.ooo;  to  expend  J2.-.0.- 
000  on  Imiuovcments  and  extensions.  President  and  general  manager. 
H  M.  Bvllesbv.  Chicago:  vice-president.  Charles  F.  Ackerman;  sec- 
retary. W.  D.   Breed.  Cincinnati;   treasurer.  Reid  Carpenter. 

OMAHA.  NEB. -The  Omaha  &  ("'ouncll  Bluffs  Railway  &  Bridge 
Co..  of  Nebraska,  flied  n  deed  of  conveyance  to  the  Omaha  &  (  ouncll 
Bluffs  Kailwav  .^-  Bridge  Co..  of  Iowa,  the  original  company,  as  a 
step   in  the  consolidation  of  the   lines  controlled  by  these   Interests. 

VlCKSnrnO  miss.— Press  reports  slate  that  the  VIcksburg  Rail- 
road. Power  .<-  Manufacturing  Co.  will  be  reorganized  and  S  S 
Bullis.  presldint  of  the  Natchez  Electric  Street  Railway  Co.,  will  be 
made  president. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


JULY  20,  1903 


No.  7 


Hartford  Street  Railway  Co, 


Additional  Power  Generating  Facilities  and  New  Car  House  at  Hartford,  Conn. 


Till'  power  station  of  the  Hartford  Street  Ry.  supplies  power  for 
practically  lOO  miles  of  electric  railway  track,  the  longest  single  line 
of  which  extends  13  miles  from  the  power  house.  As  originally  built 
in  1894-95  this  station  contained  eight  300-h.  p.  cross  compound  con- 
densing high  speed  engines,  each  belted  to  a  220-kw.  multipolar 
generator.  On  the  plan  of  station  shown  herewith,  these  units  are 
numbered  i  to  8  inclusive.  As  the  demands  of  the  system  increased 
it  became  necessary  to  make  additions  to  the  generating  equipment. 


or  no  difficulty  in  making  the  necessary  changes  for  the  larger  units 
of  power  that  have  been  required  to  meet  the  demands  of  the  system 
since  electricity  has  been  introduced.  The  original  design  of  the 
boiler  room  and  the  loop  arrangement  of  piping  hereafter  described 
have  especially  simplified  problems  and  conditions  arising  with  the 
necessity  for  additional  generating  units. 

Another  feature  in  connection  with  this  plant,  which  is  worthy  of 
study,  is  the  efficiency,  convenience  and  general  llexibility  gained  by 


INTERIOK  OF  I'OWKR   IIOUSK,  IIARTI"ORI),  CONN. 


The  first  of  these  additions  comprised  a  l,350-li.  p.  cross  compound 
engine,  direct  connected  to  an  850-kw.  ^eneralor,  this  unit  being  shown 
a*  No.  9.  A  second  unit  is  now  being  installed,  and  comprises  a 
l,500-li.  p.  cross  compound  engine  direct  connected  to  a  l,ooo-kw. 
generator,  and  shown  as  No..  10.  There  is  space,  as  shown,  for  an 
additional  l,ooo-kw.  iniit  when  the  requirements  may  make  it  neces- 
sary. 

It  is  in  the  care  displayed  in  planning  and  laying  out  this  station 
with  a  view  to  future  extensions  that  attention  is  particularly  di- 
rected. At  the  outset,  liotlcrs,  generating  units,  piping  and  auxil- 
iaries, were  so  designed  and  located  thai  there  has  been  very  little 


iiperating  a  numlicr  of  small  units  in  coiijinictioii  with  one  or  two 
units  of  large  capacity.  As  now  operated,  the  bulk  of  the  load  at 
this  station  is  carried  by  one  or  both  of  the  large  direct  connected 
units,  but  just  as  soon  as  the  heavy  peaks  begin  to  come  on,  one  or 
more  sets  of  the  .small  belled  units  are  .started  up  but  are  kept  in 
operation  only  so  long  as  the  load  ninains  above  the  capacity  of  the 
large  direct  coimecled  imit. 

It  m.iy  not  be  out  of  place  to  st.ilc  here  thai  tlu-re  is  a  good  sug- 
gestion in  this  arrangement.  The  tendency  in  recent  years  toward 
large  direct  coimecled  units  for  electric  railway  work  is  fully  justi- 
fied by  llic  errinnniics  '.(•lun-d  in  cost  of  allcrid.iucc  and  in.iinlcnance 


374 


STREET  RAILWAY  REVIEW. 


IViit-  XIII,  No.  7. 


llial  KO  to  iiKikc  up  cost  of  powi-r,  Imt  tlie  satisfactory  results  secured 
at  Hartford  willi  small  units  <>|H'ratinK  in  conjunction  with  very 
targe  units  indicate  that  perhaps  the  small  lielted  unit  should  still 
retain  a  ninre  conspicuous  place  under  certain  conditions  of  electric 
railway  work  than  is  now  afforded  it.  I-'or  instance,  in  connection 
with  the  design  of  the  Hartford  Street  Kailway  power  house,  if  the 
power  generating  machinery  represented  hy  the  eight  small  Wicd 
units  were  centralized  in  one  large  unit,  there  would  Iw  many  pe- 
rio<ls  in  the  day  when  this  large  unit  would  have  to  l)e  operated  at  a 
very  uneconomical  load.  At  night  it  would  often  be  necessary  to  rim 
this  large  unit  to  furnish  power  for  merely  two  or  three  cars.  By 
the  arrangement  as  outlined,  the  load  on  all  units  in  operation  can 
l>c  kept  nearer  the  point  of  maxinuun  economy  hy  starting  or  stop- 
ping one  or  more  of  the  smaller  units,  and  at  night  two  or  three  of 
the  smaller  units  will  frcyuently  carry  the  entire  load,  permilliuK 
the  large  direct  connected  units  to  be  shut  down. 

Among  other  features  of  this  station  to  which  attention  will  Iw 
directed  arc  the  automatic  oiling  system  and  the  extensive  use  of 
concrcle  in  and  alxiut  the  engine  foundations,  building  foundations, 
etc. 

Boiler  Room. 

The  Imiler  room  equipment  consists  of  eight  Heine  safely  water 
tube  boilers  r.ited  at  300  h.  p.  each.  These  arc  set  in  two  batteries  of 
four,  with  the  furnaces  facing  each  other,  with  ample  space  Iwtween 
the  toilers  for  coal  and  convenience  of  firing  from  either  side  of  the 
coal  pile.  The  Imilers  carry  a  steam  pressure  of  140  lb.  per  square 
inch.  There  are  two  No.  12  Monitor  injectors  and  two  Spencer 
damper  regulators. 

Feed  Water  System. 

The  pumps  arc  of  the  Worthington  piston  pattern  and  are  in  dupli- 
cate, each  pump  10  in.  x  16  in.  x  10  in.  They  are  provided  with  all 
necessary  fittings  which  go  to  make  up  a  modern  feed  pump  system, 
and  are  placed  on  foundations  of  brick  and  cement  in  a  room  adja- 
cent to  the  boiler  room.  The  pumps  are  so  connected  as  to  permit 
them  to  be  used  simultaneously  and  receive  their  water  supply  from 
the  city  main  or  the  hot  well  which  receives  the  discharge  from  the 


to  either  battery  or  boiler.  The  city  water  is  also  arranged  to  pass 
through  any  one  of  the  heaters  of  the  boilers  in  case  the  pumps 
should  Itecome  disabled.     The  exhaust   steam  from  five  condensers. 


-JSiU^ 


I  1   SE.  H.\RTF<)RD.  CONN. 

two  feed  pumps,  and  other  small  pumps  is  taken  to  a  header  through 
the  two  heaters  giving  the  feed  water  a  temperature  as  stated. 

Piping. 

The  boilers  being  set  in  two  batteries,  it  will  be  seen  from  the  plan 
of  the  station  that  each  battery  is  connected  in  opposite  directions  to 


PLAN  Of  STATION,  HARTFORD  STREET  RAII.W.W  CO. 


Worthington  duplex  jet  condensers.  The  water  from  the  pumps 
passes  through  two  American-Whitlock  heaters  of  500  h.  p.  each 
Iwforc  entering  the  boilers,  and  is  raised  to  an  average  temperature 
of  2JO  degrees  F.  The  pumps  and  heaters  are  so  connected  as  to 
permit  either  pump  to  pass  water  through  any  one  of  the  two  heaters 


a  12-in.  header  on  each  side  of  the  boiler  room  and  with  suitable 
valves  for  cutting  either  Imiler,  or  any  number  of  boilers  in  or  out 
of  commission  as  may  be  required.  The  two  steam  headers  are  car- 
ried along  over  groiuid  through  the  division  wall  and  in  a  downward 
direction  through  the  engine  room  floor  to  the  engine  room  basement 


July  20,  1903.] 


STREET  RAILWAY  REVIEW. 


375 


and  enter  tlirongh  valves  placed  in  each  pipe  to  the  main  12-iii. 
steam  pipe,  wliich  is  carried  around  the  four  sides  of  the  hiisenient 
forming  a  complete  rectangular  loop,  so  that  the  steam  can  be  sup- 
plied to  the  loop  in  either  direction  from  any  one  of  the  boilers,  in- 
dependently or  collectively.  The  loop  is  supported  on  concrete  piers 
with  especially  designed  adjustable  plates  and  rollers,  which  allow 
the  pipe  to  e-xpand  and  contract  without  bringing  any  undue  strain 
on  any  of  the  joints,  and  to  give  further  tlexibility  to  the  whole  pipe 


liflled  til  eight  General  Electric  2_>o-kw.  generators.     These  units  are 
numbered  from  I  to  8  inclusive. 

In  one  of  the  extensions  to  tlie  plant  as  shown  on  the  plan  there 
is  one  direct  connected  unit,  consisting  of  a  Pennsylvania  Iron 
Works  cross  compound  1,350-h.  p.  engine,  30-in.  and  S2-in.  .x  48-in. 
stroke,  running  at  80  r.  p.  m.  and  coupled  to  a  General  Electric  850- 
kw.  generator.  This  is  shown  as  unit  No.  9.  This  unit  was  in- 
stalled about  six  years  ago,  and  has  given  such  excellent  satisfac- 


liOILEK  ROOM,  H.^RTFORD  STREET  R.\IL\V.\Y  CO. 


system  elbows  were  introduced  where  desirable.  The  flow  of  steam 
is  upward  to  all  of  the  engines,  thereby  reducing  to  a  minimum  the 
entrained  water,  which  is  otherwise  unavoidable  when  .steam  pipes 
are  placed  above  the  engines  without  using  separators  or  other  de- 
vices. The  drip  water  is  taken  to  a  receiver  of  the  Holly  gravity 
return  system  and  from  there  to  the  boilers.  The  exhaust  headers 
are  placed  in  the  engine  room  basenietit.  The  exhaust  from  each 
two  of  the  group  of  eight  high  speed  engines,  Nos.  I  to  8,  as  num- 
bered in  the  illustration,  passes  thiough  the  condensers  and  an  out- 
board exhaust  pipe.  Each  engine  of  this  group  is  provided  with 
valves  so  that  either  engine  can  be  run  condensing  or  non-condens- 
ing, or  could  be  taken  out  of  service  without  interfering  with  the 
other   engines.      Injection    and    outboard    valve    stems    arc     carried 


tion  thai  when  additional  power  generating  machiiK-ry  became  neces- 
sary the  Pennsylvania  Iron  Works  Co.  was  called  upon  to  furnish 
the  new  engine.  The  additional  unit  will  be  known  as  No.  10  and  will 
comprise  a  Pennsylvania  Iron  Works  cross  compound  1,500-h.  p. 
engine,  30-in.  and  6o-in.  x  48-in.  stroke,  running  at  80  r.  p.  m.  and 
coupled  to  a  General  Electric  i,ooo-kw.  generator. 

The  new  engine  is  the  latest  improved  type  developed  by  the  Peim- 
sylvania  Iron  Works  Co.,  and  among  other  important  features  in 
the  design  may  be  mentioned  the  following:  The  bed  frame  and 
guide  barrel  are  in  one  casting  with  a  continuous  bearing  from  the 
main  pedestal  to  the  end  of  the  guide  barrel  where  the  cylinder  is 


CONCKbTk  AKCII  '>K   i'liWKK   lliil,SE  EXTENSION. 


I1IA(.I<AM  l)K  CONCKETE  AKlIl   I  .N    WAl.I.S. 


through  the  floor  and  are  Htip|H>rled  liy  stands  located   for  the  con 
vcnirnrc  of  the  engineer. 

Engines  and  Generators. 

Thi»  c(|uipnicnt  consiits  of  eight  I'.all  &  Wood  cross  compound  en- 
giiiri  14  in.  and  27-in.  x  16-in.  stroke,  making  212  r.  p.  ni.,  which  are 


boiled  on,  thus  iiisiirinK  positive  aligmneiil,  Ihe  head  end  of  tin 
cylinder  only  having  indepctidetit  support  with  |>rovision  for  longi- 
tudinal extension  and  vertical  adjnslmeiil,  The  coiniccling  rods  are 
solid  forgings  provided  with  wedge  and  screw  adjustment  as  are  all 
olhcr  parts  which  rcr|iiire  adjustmeiil. 

The  valve  gear  is  rif  the  i>cn(laiU  type,  Ihe  rock  arms  arc  hung  from 


376 


STREET  RAILWAY  REVIEW. 


(Vol    XI 11,  No,  ^. 


a  rigid  bracket  which  is  attached  to  the  guide  |>or(ion  of  the  engine 
bed.  The  skeleton  wrist  plates  as  well  as  the  >ither  parts  of  the  gear 
are  designed  to  give  the  greatest  strength  with  the  least  weight,  thus 
reducing  the  wear  on  all  parts.  There  is  engine  room  space  for  an 
additional  /,000-kv.  unit. 

Oiling  System. 

The  oil  storage,  distributing,  filtering  and  redistributing  apparatus 
is  the  invention  of  Mr.  Frank  Cauni,  superintendent  of  the  Hartford 
Street  Ry.  The  oiling  system  is  elaliorate  and  somewhat  complicated 
hut  is  justified  on  the  grounds  that  llie  sy-teni  provides  means  for 
positively  and  automatically  furni'-hing  an  abundant  supply  of  oil 
to  all  engine  and  pump  bearings  in  the  station  and  at  the  same  time 
provides  adequate  means  for  reclaiming  the  oil  and  resupplying  it 
to  the  machinery,  ihercbV  enabling  all  the  necessary  oil  to  l)C  used 


.■\  diagram  setting  forth  the  general  features  of  the  oiling  system 
is  licrewitli  reproduced  through  the  courtesy  of  Mr.  Cauni. 

New  oil  IS  intro<luced  into  the  system  through  an  oil  storage  lank 
buried  in  the  ground  outside  the  oil  house.  From  this  tank  it  is 
forced  by  air  pressure  to  the  main  supply  tank  in  the  oil  house.  It 
may  Ik  mentioned  that  the  oil  house  is  a  brick  and  metal  structure, 
located  near  the  main  power  station,  and  divided  by  (ire  profif  parti- 
tions into  four  separate  rooms  or  compartments,  as  .shown  in  the 
dotted  plan.  The  four  compartments  do  not  interconnect,  but  the  en- 
trance to  each  is  through  a  separate  door  from  the  outside.  The  oil 
house  is  built  with  a  cellar  so  that  in  the  event  of  fire  in  any  com- 
partment the  burning  contents  would  drop  through  into  the  cellar 
or  vault  below.  Each  compartment  is  lighted  by  means  of  incandes- 
cent lamps,  placed  on  the  outside  of  the  building  and  arranged  to 
shine  through  glass  windows. 


D/striiu/in^       ^oom 


OILINO  SYSTEM  IN"  I'()\V1:R  HOITSE 


on  every  part  of  the  station  equipment,  without  fear  that  this  lavish 
use  will  result  in  a  consequent  large  expense.  The  convenience  se- 
cured and  the  freedom  from  trouble  with  improperly  or  insufficiently 
lubricated  bearings  are  held  to  justify  the  cost  of  the  .system.  More- 
over, the  apparatus  provides  means,  whereby  in  case  of  fire  or  acci- 
dent every  particle  of  oil  in  the  engine  room  or,  for  that  matter,  in 
the  entire  building  can  be  immediately  forced  out  of  the  oiling  sys- 
tem and  out  of  the  building,  a  fcatu;'-.  that  has  resulted  in  the  fire 
underwriters  making  a  marked  reduction  in  the  insurance  rate  on  the 
power  house  property. 

The  oiling  apparatus  as  devised  by  Mr.  Cauni  is  auloniatic  in  its 
operation  and  is  operable  either  by  compressed  air  or  by  gravity,  or 
both  combined,  and  by  means  of  the  system  new"  oil  can  be  supplied 
to  the  machinery  in  any  desired  quantity,  and  such  oil  collected  and 
filtered  and  rcsupplied  to  the  machinery  either  independently  of,  or 
mixed  with,  new  oil;  or  entirely  new  oil  can  be  supplied  independ- 
ently of  the  filtered  oil. 


It  must  be  understood  in  reading  the  accompanying  drawing  that 
the  various  tanks  are  tran.sposed  onto  the  assembled  drawing  merely 
for  convenience,  but  their  proper  positions  and  elevations  can  Iw 
traced  easily  by  means  of  the  designating  figures  and  letters. 

In  the  same  compartment  with  the  main  supply  tank  for  new  oil 
are  three  tanks  for  receiving  filtered  oil  from  the  return  drip  and 
filtering  apparatus. 

These  four  tanks  are  together  designated  the  main  supply  tanks. 
There  are  two  supplemental  oil  tanks,  ine  for  new  oil  and  one  for 
filtered  oil,  disposed  in  the  engine  room  on  a  plane  somew-hat  lower 
than  the  plane  of  the  main  oil  tanks,  but  preferably  above  the  plane 
at  which  the  oil  is  supplied  to  the  machinery,  whereby  the  oil  can 
be  fed  to  the  supplemental  tanks  and  from  said  tanks  to  the  machin- 
ery by  gravity,  if  desired.  Bv  reference  to  the  diagram  it  will  be 
seen  the  supplemental  tank  for  new  oil  in  the  engine  room  is  con- 
■  lected  with  the  main  tank  for  new  oil  in  the  oil  house,  and  the  sup- 
plemental tank  for  filtered  oil  in  the  engine  room  is  connected  with 


July  20,  1903.] 


STREET  RAILWAY  REVIEW. 


377 


the  three  tanks  for  filtered  oil  in  the  oil  house.  The  mixing  of  tlie 
new  and  filtered  oil  is  done  on  the  controlling  board  shown  imme- 
diately beneath  the  <w.o  suoclemental  tanks,  by  means  to  be  de- 
scribed later. 

The  supply  of  oil  from  the  main  tanks  to  the  supplemental  tanks 
in  the  eosine  room  is  regulated  and  controlled  by  valves  of  special 
construction  placed  in  the  outlet  pipes  from  the  main  supply  tanks 
in  the  oil  house,  but  iHe  rperation  of  these  valves  is  controlled  from 
the  controllmg  board  ir  the  engine  room  by  means  of  compressed  air 
in  the  following  way. 

Each  of  the  special  valves  referred  to  comprises  an  oil  valve  nor- 
mally held  closed  on  its  seat  by  means  of  a  helical  spring.  .\s  a 
means  for  actuating  this  valve,  a  small  pi.ston  and  cylinder  is  pro- 
vided whereby  when  air  is  admitted  to  the  cylinder  under  pressure 
sufficient  to  overcome  the  tension  of  the  spring,  the  piston  will  oper- 


is   similar   in  operation   to,  and  is  virtually   a  bruucli   of,   tlic   main 
oilmg   system  of  tlie   station.) 

The  oil  supply  or  distributing  system  for  distributing  oil  to  tlie 
various  engine  units  properly  begins  at  the  supplemental  tanks  in 
the  engine  room.  The  outlet  pipes  from  these  tanks  are  brought  to, 
and  extend  across,  the  oil  controlling  board  as  shown,  the  two 
outlet  pipes,  one  for  new  oil  and  one  for  filtered  oil,  extending  paral- 
lel to  each  other  and  some  distance  apart.  The  two  pipes  arc  con- 
nectet"  together  by  a  scries  of  branch  conductors  corresponding  in 
n.imbcr  Ic  the  number  of  engine  units.  It  is  in  these  cross  con- 
ductors that  the  new  and  filtered  oil  is  mixed,  hence  they  are  termed 
"mixing  conductors."  Coupled  to  each  mixing  conductor  is  a  sup- 
ply pipe  leading  to  one  of  the  engine  units,  these  supply  pipes,  as 
indicated,  being  provided  with  a  scries  of  branches  leading  to  tlic 
various  oil  cups  on  the  engine  unit. 


^mp  Governor  ih/^e 

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I      yOv         1    i| 


TAsi^  i^a/t^s  ore 


iTjtAei/j/  /rg/yrj  C^^£/'ff^'i^/-o 


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V 


^ \  ;-  t.'e^^f  ^/^'^at^!?!^  l^roX^f  ^'f  /^i/^.-£J3 


3/au/  a/'/^-  i i> 


O/i.  P/Pe- 

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(IK  THK  HARTFORD  STREET  RAILWAY  CO. 


ate  to  lift  the  valve  from  its  seat.  The  air  supply  conductors  to 
these  various  valves  as  before  stated  lead  to  the  controlling  l)oard  in 
Ihc  engine  room.  When  it  is  desired  to  draw  oil  from  the  main 
supply  tanks  to  the  supplemental  tanks  in  the  engine  room,  the  at- 
tendant opens  the  cocks  in  the  air  supply  conductors  or  pipes,  there- 
by allowing  compressed  air  to  pass  through  the  pipes  and  compress 
the  pistons  of  the  valves  in  the  main  supply  pipes  in  the  oil  house, 
whereby  the  valves  will  be  opened  and  oil  will  flow  from  the  main 
oil  tanks  to  the  supplemental  oil  tanks.  When  the  tanks  have  re- 
ceived the  desired  amount  of  oil  the  air  cixks  are  closed,  the  air 
pressure  is  relieved  from  the  main  valves,  thereby  permitting  the 
pistons,  by  means  of  the  springs,  to  return  the  valves  to  their 
seats  and  thus  cut  ofT  ihe  flow  of  oil  from  the  main  tanks. 

fin  reading  the  drawing,  wherever  connections  are  designated 
"To  No.  9  Engine,"  it  will  he  undcrstwid  that  No.  9  Engine  is  the 
new  1,350-h.  p.  unit.  The  location  of  this  unit  was  such  as  (o  re- 
'|uirc  a  separate  oiling  sy.slcni  of  its  own,  but  this  separate  system 


Each  of  the  mixing  conductors  is  provided  with  a  pair  of  cocks, 
one  at  each  side  of  the  engine  unit  supply  take-off,  whereby  011 
turning  one  cock  new  oil  alone  will  be  permitted  to  flow  to  the  oil 
cups,  or  by  closing  this  cock  and  opening  the  other,  filtered  oil  alone 
will  flow,  or  by  lurning  both  cocks,  both  new  and  filtered  oil  will 
be  permitted  to  How,  the  two  grades  of  oil  thoroughly  mixing  as 
they  enter  the  engine-unit  supply  pipe. 

After  having  served  its  purpose  of  hiliricatiiig  the  ni.uliinery,  the 
oil  is  caught  in  troughs,  and  flows  by  gravity  to  an  open  receiving 
tank  in  the  basemeiil.  I'"rom  this  it  is  drawn  into  a  closed  receiving 
lank,  which  is  under  air  pressure,  and  from  which  the  oil  is  forced 
to  Ihe  filtering  apparatus  in  the  nil  h<nisc.  The  filtering  material 
used  is  sawdust. 

From  the  filtering  ai)par,itiis  Ihe  nil  is  forced  lo  the  three  "filUred 
oil"  main  storage  tanks  previously  inenliniied,  from  which  it  is  again 
drawn  lo  Ihe  supplemeiilal  tank,  and  through  Ihe  oil  dislribuliiig 
system  ill  llie  manner  [ireviously  described. 


378 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII.  No.  y. 


Oil  for  cylindrr  lubricating  is  taken  from  the  filtered  oil  tank" 
ID  a  cylinder  oil  lank  in  the  .'^torc  room  of  (he  oil  house;  thence  it 
passes  to  a  second  cylinder  oil  tank  which  is  under  air  pressure; 
thence  to  the  cylinder  oil  tank  in  the  engine  riHini,  from  which  it  is 
forced  to  Barcley  lubricators  mounted  near  the  oil  controlling  board, 
and    from    which   it    is   taken   through    suitable   connections,   to    the 


CONSTRUCTION  OF  ENllINE  ROOM   KLOOK. 

cylinders  of  the  air  compressors,  to  the  condensers,  and  to  the  en- 
gine cylinders. 

Dynamo  oil  is  handled  from  an  independent  tank  in  the  oil  house, 
from  wliicli  it  is  forced  by  air  pressure  to  a  faucet  conveniently  lo- 
cated in  the  engine  room  where  it  is  fed  by  liand  to  the  oil  cups 
of  the  dynamos  as  required. 

When  in  case  of  fire  or  other  accident,  it  is  desired  to  force  the 
oil  from  the  supplemenlal  tanks  and  out  of  tlic  engine  room,  and 
unt  of  the  power  house  building,  it  is  merely  necessary  to  open  one 
set  of  three  valves  as  indicated.  By  opening  these  three  valves,  com- 
oresscd  air  is  admitted  at  the  top  of  each  of  the  supplemental  tanks. 
■*nd  in  addition  the  way  is  opened  for  the  oil  from  each  tank  to 
flow  back  to  the  oil  house  through  the  main  supply  pipes,  it  being 
borne  in  mind  that  these  pipes  are  normally  empty.  It  will  be 
understood,  therefore,  that  when  these  emergency  valves  are  opened 
the  air  forces  all  the  oil  that  may  be  contained  in  the  oiling  .system 


CONCRETE  FOUNDATIO.N   1  UK   I  .NIT  .No.  m. 

within  the  engine  room  cither  back  to  the  main  tanks  or  to  the  drip 
tank  in  the  basement  as  may  be  desired. 

Compressed  air  for  the  oiling  system  is  secured  from  three  West- 
inghouse  steam  driven  air  brake  compressors,  mounted  on  the  wall 
near  the  oil  controlling  board.  Air  is  provided  at  90  lb.  pressure, 
but  this  is  reduced  to  20  lb.  pressure  for  use  in  the  oiling  system. 

As  installed  in  this  plant,  it  requires  about  17  barrels  of  oil  to  fill 
the  entire  system,  but  there  is  never  over  S  barrels  of  oil  within 
the  engine  room  at  any  one  time.    The  oil  pipes  throughout  are  of 


brass  with  the  exception  of  the  main  return  drip  pipe  to  the  filler, 
this  being  iron. 

Condensers. 

The  exhaust  from  ihe  high  speed  units,  Nos.  1  to  8,  in  the  plant 
is  condensed  by  four  Worlhinglon  duplex  jet  condensers  10  in.  x  lO 
in.  X  10  in.  Steam  from  the  No.  9  engine  is  condensed  by  a  duplex 
condenser  12  in.  x  17  in.  x  15  in.  The  steam  from  this  engine  and 
engine  No.  10  is  also  condensed  by  a  barometric  condenser,  buill  by 
the  Albcrger  Condenser  Co.  of  95  Liberty  St..  New  York  City,  hav- 
ing a  capacity  of  95.000  lb.  of  steam  per  hour;  with  this  is  ns>;d  a 
rotatory  dry  vacuum  pump  8  in.  x  18  in,  x  24  in.  corliss  type  built  by 
Ihe  same  company,  to  remove  the  air  that  may  lie  introduced  into 
the  system. 

Circulating  water  is  supplied  to  this  condenser  by  two  compound 
duplex  pumps  9  in.  and  14  in.  x  16  in.  x  15  in.,  located  in  the  base- 
ment of  the  engine  room.  The  jet  condenser  attached  lu  engine  No. 
9  will  also  Ix:  used  as  a  circulating  pump  when  another  1,000-kw. 
unit  is  put  in  at  some  future  day. 

Stack. 

This  important  adjunct  to  the  power  house  is  191  ft.  high  from 
the  floor  level  and  was  designed   by  the  Coatesville   Boiler  Works 


CONCRETE  Si:U\VAV. 

Co.  The  foundatiou  for  this  stack  is  of  Portland  brown 
stone  and  cement,  alK)ut  20  ft.  s<iuarc  at  the  top  an<l  26  ft. 
square  at  the  bottom,  and  is  25  ft.  above  grade  and  13  ft.  below, 
making  a  height  of  38  ft.  of  masonry  which  weighs  1,500  tons.  On 
the  top  of  this  is  a  steel  chimney  166  ft.  high,  it  ft.  inside  diameter 
and  built  of  plates,  the  first  section  being  ^g  in.  thick.  This  is 
riveted  to  a  heavy  cast  iron  foundation  pbite  through  which  pass 
eight  4-in.  anchor  bolts,  19  ft.  long,  built  into  the  masonry.  The 
remaining  three  sections  are  built  of  V4  in.,  .J^  in.  and  J4  in.  steel 
plates.  The  steel  portion  of  the  chimney  is  lined  to  the  top  with 
fire  brick,  making  an  inside  diameter  of  10  ft.  The  stack  and  lining 
weigh  .350  tons.  The  two  breechings  entering  the  stack  from  the 
boilers  are  8  ft.  in  diameter,  the  stack  is  self- supported. 

Subway. 

Ihe  steam  and  suction  pipes  being  in  the  basement  it  became  nec- 
essary to  build  a  subway  to  connect  the  pipes  to  and  from  the  con- 
densers and  circulating  pumps  with  the  river,  and  to  pass  under 
Ihe  Valley  Division  of  Ihe  N.  Y.,  N.  H.  &  H.  R.  R.  This  subway 
is  entirely  of  concrete  cement.  The  floor  of  the  subway  is  12  ft.  2  in. 
below  Ihe  floor  level  of  the  engine  room  and  the  pipes  at  this 
elevation  make  an  easy  lift  of  17  ft.  for  the  pumps  at  low  water  mark 
of  the  river,  and  the  condensers  being  placed  at  8  ft.  below  this 
level,  places  the  injection  and  discharge  pipes  below  the  dangerous 
point  of  the  engines  from  lifting  the  water  from  the  condensers  dur- 
ing the  freshets  which  come  in  the  spring  of  every  year.  The  high- 
est water  since  the  power  house  was  built  was  on  Mar.  3,  1896,  when 
the  river  rose  to  a  level  of  26.5  ft.  and  within  3  ft.  of  the  engine 


Juiy  20,  1903.] 


STREET  RAILWAY  REVIEW. 


379 


room  floor,  completely  surrounding  the  buiUling  without  interfering 
in  the  least  with  the  running  of  the  plant.  The  subway  is  283  ft. 
long,  8  ft.  wide  and  7  ft.  2  in.  high  in  the  clear,  with  a  semi-circular 
roof.  It  is  provided  with  a  bulkheid  at  the  outer  end  24  in.  thick. 
The  floor  and  side  walls  up  to  the  springing  line  of  the  arch  are  l8 
in.  thick.  The  roof  at  the  center  is  14  in.  thick.  The  subway  is  built 
of  concrete  of  the  following  proportions:  The  floor  and  side  walls 
are  one  of  portland  cement,  three  of  sand,  and  six  of  2-in.  broken 


be  moved  in  their  construction.  Atlas  portland  cement  was  used 
e.vclusively.  and  the  entire  cost  of  the  work  was  $6,412.29  or  $6.68 
per  cubic  yard.  The  foundations  are  underlaid  by  a  bed  of  soft  clay 
and  quicksand  into  which  the  condenser  bed  penetrates  and  there 
are  no  piles  or  similar  supports  under  the  foundations,  the  stabil- 
ity of  the  foundations  depending  entirely  upon  the  weight  being 
properly  distributed  over  the  required  area.  The  cement  is  a  i  :'3  :6 
mi.vture,  and  taking  it  throughout  the  mass  there  were   Jsed  21^2 


STONK  OUARKIIiS  NE.\K  H.-\.KTFOKL),  CONN. 


Stone;  the  roof  is  one  of  ceUK-nt  two  of  sand,  and  four  of  i-in. 
broken  stone.  The  facing  is  composed  of  one  of  cement,  one  of  sand, 
and  two  of  screenings.  The  floor  was  laid  in  alternate  blocks  8  ft. 
long,  and  the  edges  of  each  block  tarred  for  water  pmofing  of  the 
joints. 

The  subway  was  built  during  very  cold  weather  with  a  tempera- 
ture below  freezing  point  and  salt  was  mixed  with  the  concrete  to 
prevent  freezing.  This  was  accomplished  with  satisfactory  results. 
The  salt  is  now  working  to  the  surface  of  the  concrete  and  comes 
oflT  in   .scales,  but   no  injurious  results   have   been   noted. 

For  carrying  the  heavy  30-in.  exhaust  trunk  line  piping,  which 
pisses  through  the  subway  there  are  nine  hangers  dropping  from 
the  subway  roof  and  forming  swinging  cradles  in  which  the  pipe 
line  is  swung  with  no  interference  to  expansion  and  contraction. 
Each  of  these  hangers  or  cradles  consists  of  two  long  i!4-in.  Iwlts, 
passing  through  the  roof  of  the  subw;iy  and  having  at  their  lower 
ends  a  cast  iron  cross  bar  which  forms  the  cradle  lor  the  pipe  line. 

Engine  Room  Floors  and  Foundations. 

The  basement  and  floors  of  the  latest  extension,  i.  e.,  the  exten- 
sion for  the  No.  10  unit,  are  made  of  concrete  22  in.  thick,  composed 
of  one  part  portland  cement,  three  of  sand  and  six  of  2-in.  broken 
stone  and  finished  with  one  of  cement,  one  of  sand,  and  two  of 
screenings,  making  a  thickness  of  24  in.  The  side  walLs  are  faced 
with  12  in.  of  concrete  and  finished  same  as  floors,  i'he  floor  beams 
of  the  engine  room  are  old  6-in.  girder  rails.  In  this  construction 
two  rails  are  put  back  to  back  with  a  piece  of  Georgia  pine  2  in.  x  9 
in.  placed  l)etween  the  two  rails  and  Ixjited  together,  forming  a  beam 
with  a  spiking  piece  for  nailing  the  finished  maple  floor.  The  cross 
l)cams  rest  on  columns  made  of  6-in.  pipe,  the  flanges  being  of  east 
iron  screwed  lo  the  pipe;  the  bottom  flanges  have  t  i-in.  set  screw 
in  each  corner  for  leveling  purposes.  Heams  of  the  same  construc- 
tion are  then  framed  between  the  cross  beams,  j  it.  6  in.  between 
centers,  making  panels  alMHit  10  ft.  x  s  ft.  with  corrugated  iron 
arch  with  5  in.  rise  at  the  center,  and  then  filled  with  concrete  to 
within  I  in.  of  the  lop  of  the  spiking  piece  leaving  an  air  space 
iHTlwccn  the  concrete  and  the  finished  floor.  The  engine  and  gen- 
erator foundations  contain  376  cu.  yd.  of  concrete  made  of  one  of 
cement,  three  of  sand,  and  six  of  z-in.  broken  stone  and  faced  with 
one  of  cement,  and  two  of  sand,  and  when  the  forms  were  removed 
the  foundations  were  washed  and  rubbed  with  a  thin  solution  of 
water  and  cement  giving  a  very  neat  and  handsome  appearance. 

The  foundations  for  the  first  adililion  to  the  pl.int,  that  is  the 
addition  containing  the  No.  9  unit,  were  constructed  by  days'  work 
and  not  by  contract.  'ITie  foundations  consist  of  960.3  cu.  yd.  of 
|>orlland  cement  concrete,   rc(|uiring   I,iy6  cu.  yd.  of  excavation  to 


cu.  ft.  of  concrete  to  each  liarrcl  nf  portland  ccmenl,  uuiniliiig  fac- 
ings and  all. 

The  foundation  walls  of  the  Imildiug  are  composed,  in  a  part  nf 
the  building,  of  all  concrete,  and  in  the  front  portion  of  the  building 
of  masonry  faced  with  concrete  12  in.  thick.  ^  These  walls  have  been 
given  very  severe  tests  during  the  pcrioils  of  high  water  but  have 
thus  far  shown  no  leakage  or  signs  of  deterioration. 

Another  use  of  concrete  in  this  station  has  been  fountl  in  the  sub- 
stitution of  concrete  arches  for  columns  for  the  p\M-posc  of  carrying 
the  old  walI^  when  building  adililicins  to  the  slatiiin.     The  construc- 


IlINS  I'OK    IlKOKKN  STONIC,  STATU  ST.  CAK   llcilISIC. 

lion  anil  dimensions  of  this  arch  will  lie  inidcTsldod  by  refereiice  In 
llie  half  Icine  engraving  and  the  wniknin  drawing  repindcueil  ui  this 
connection. 

Fire  Department. 

The  fire  apparatus  at  the  station  consists  of  a  16  in.  x  u)  in.  x  12  in. 
duplex  pump  of  750  gallons  per  minute  capacity. 

Water  from  the  Connecticut   River  is  used  in  ease  nf  lire  :iiid  in 
the  boilers,  and  also  for  condensing  purposes. 


[In  view  of  tlve  exlcn.sivc  use  of  concrete  by  tin-  il.iilford  Street 
Ry.  in  and  alniiU  its  power  station  and  new  car  hnuse,  the  paper  on 


3rt(l 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  7. 


"ConcriMc"  !)>■  Mr.  Crawford,  5ccrct.iry  of  the  llartforii  I'uvIiik  & 
Cunslriictioii  Co.,  pul>li!<licd  elsewhere  in  this  issue,  will  lie  of  cspc- 
rial  interest,  inasniiicli  as  The  Hartford  I'aviiiK  &  Construction  Co. 
lias  liuiil  most  of  llie  concrete  work  for  tlie  ilartfnrd  Street  Ky.,  and 


.idditional  sections  as  indicated  will  Ik-  built  as  rc<|uircd.  Tlic  build- 
ing is  of  brick  with  concrete  foundations  for  all  walls.  .\s  will  be 
s-en  from  the  front  elevation  and  plan,  the  design  provides  for  but 
one  entrance  and  one  exit  track  for  eight  storage  tracks,  and  there 


PLAN  OF  NEW  CAR  BARN. 


Mr.  Crawford's  views  have  been  followed  largely  throughout   this 
work. — Ed.] 

New  Car  House. 

The  Hartford  Street  Railway  Co.  is  building  a  new  operating  and 
storage  car  house  on  Wethersficid  Ave.    .^s  will  be  seen  from  the  ■ 


■is  no  multiplicity  of  entrance  doors.  The  arrangement  gives  excep- 
tional flexibility  in  the  movement  of  cars,  as  all  cars  enter  at  one 
door,  pass  to  the  ladder  tracks  and  out  at  the  other  door.  All 
switches  and  special  work  are  under  cover  and  are  therefore  more 
easily  kept  clean  and  free  from  snow  and  ice  in  winter.  This 
ariangement  of  putting  the  special  work  under  the  roof,  occasions 


^■.^-  — 


CAR  PITS  AND  RESKRVOIR.  HARTFORD  STREET  RAILWAY  CO. 


accompanying  drawings,  this  house  includes  one  or  two  features 
that  are  different  from  common  practice,  but  which  seem  to  pos- 
sess a  number  of  reconmicndations. 

The  car  house  has  a  frontage  of  250  ft.  and  an  ultimate  depth  oil 
the  side  street  of  practically  500  ft.  For  the  present,  however.  Section 
A,  having  a  depth  of  114  ft.,  will  give  sufficient  capacity  and  the 


some  loss  of  space  but  this  loss  is  not  serious  and  is  compensated 
to  a  great  degree  b)'.  the  space  secured  along  the  front  of  the  build- 
ing for  store  room  and  office  purposes.  The  car  storage  shed  is  not 
divided  into  floors,  but  the  front  part  of  the  building  is  arranged 
with  three  full  floors  and  additional  rooms  at  the  tops  of  the  two 
towers. 


Jllv  20,  igoj.] 


STREET  RAILWAY  REVIEW. 


381 


A  novel  scheme  was  devised  for  storing  water  at  this  car  house 
lor  lighting  fire.  After  considering  the  advantages  of  elevated  tanks 
for  water  storage  purposes,  it  was  decided  better  results  could  be 
secured  for  building  a  concrete  reservoir  underneath  the  bottom  floor 
line  of  the  repair  and  inspection  pits.  Accordingly,  excavation  was 
made  for  a  square  reservoir  extending  across  the  building  under 
seven  tracks.  In  the  excavation  was  laid  a  bed  of  cinders  to  a  depth 
of  4  in.  and  on  this  a  bed  of  concrete  to  a  depth  of  6  in.  Tlie  lop 
01  the  reservoir  consists  of  6  in.  of  stone  concrete,  supported  on  con- 
crete piers  spaced  as  indicated  and  strengthened  by  expanded  metal 
embedded  in  the  concrete  in  the  manner  shown.  This  roof  of  con- 
crete forms  the  Hoor  for  the  repaii  pits.  The  rails  of  the  car  house 
traces  are  supported  on  iron  columns  resting  on  the  concrete  pier:,. 
The  reservoir  has  a  storage  capacity  of  100.000  gallons  of  water.  It 
is  fed  from  the  city  mains  and  the  supply  is  also  augmented  by  the 


TENNESSEE  NOTES. 


The  Nashville  Railway  was  sold  at  foreclosure  sale  on  June  ijlh 
to  Col.  A.  M.  Shook,  the  only  bidder,  at  the  upset  price  of  $500,000. 
Colonel  Shook  represented  the  bondholders,  Isidore  Newman  & 
Sons  and  Ladenburg,  Thalmann  &  Co.,  of  New  York  and  Now  Or- 
leans, and  John  L.  Williams  &  Sons,  Richmond,  \'a.,  to  whom  the 
property  has  since  been  transferred.  Practically  the  only  change 
made  in  the  affairs  of  the  Nashville  Railway  was  to  take  it  out  of 
the  hands  of  the  receivers,  Messrs.  Percy  Warner  and  E.  C.  Lewis, 
who  had  charge  of  the  property  and  that  of  the  Cumberland  Elec- 
tric Light  &  Power  Co.  during  the  past  two  years.  A  decree  con- 
firming the  sale  has  been  entered  in  the  United  States  Circuit  Court 
at  Nashville,  and  on  June  26th  a  meeting  of  the  purchasers  was  held 
aiul  the  organization  of  the  Nashville  Railway  &  Light  Co.  effected, 


PL.\N  Of  OFFICES,  STORE  ROOMS.  ETC.,  AT  NEW  CAR  HOUSE. 


drainage  from  the  entire  roof  area  of  the  building.  Fire  pumps  of 
sufficient  capacity  are  always  connected  with  this  reservoir  storage 
<ind  supply  the  automatic  .-iprinkling  system  in  the  roof  of  the  build- 
ing and  also  stand  pipes  at  convenient  locations.  When  this  scheme 
was  submitted  to  the  fire  underwriters,  they  immediately  granted  a 
reduction  in  the  fire  insurance  rate  on  this  building,  and  also 
granted  an  additional  reduction  in  consideration  of  permission  to 
draw  water  from  the  storage  reservoir  when  fighting  fire  in  the  vicin- 
ity of  the  car  house  property.  The  entire  building  is  heated  by  hot 
ft-ater. 


GAINS  IN  CHICAGO  ELEVATED  TRAFFIC. 


The  largest  comparative  gains  in  elevated  traffic  in  Chicago  during 
June  was  that  of  the  South  Side  Elevated  Railroad  Co.,  which 
showed  a  daily  average  gain  of  8,813  passengers,  or  11.53  per  cent. 
The  daily  average  for  the  month  of  June  was  85,262,  as  against  76.44^1 
for  June,  1902.  Next  in  point  of  gain  was  the  Metropolitan  West 
Side  Elevated  Ry.,  which  .showed  an  average  daily  increase  of  9,870 
passengers,  or  9.7  per  cent.  The  daily  average  was  111,613,  com- 
pared with  101,743  a  yeaf  ag"-  I  lie  Northwestern  Elevated  Railroad 
Co.  gained  9.47  per  cent,  or  an  average  of  5.758  passengers  daily. 
The  daily  average  for  the  month  was  66,571,  compared  with  60.813 
in  June,  1902. 

MANHATTAN   RAILWAY  SHOPS  BURNED. 


Three  shops  of  the  Manhattan  Railway  Co.,  New  York  City,  with 
their  contents,  were  destroyed  by  fire  on  the  afternoon  of  July  41I1. 
The  loss  is  estimated  at  |i50,ooo.  The  shops  were  situated  in  the 
block  bounded  by  Lexington  and  Park  Aves.,  98111  and  991I1  Sts. 
In  shr»ii  No.  I  were  15  new  motor  cars  and  20  passenger  cars;  in 
.shop  No.  3  was  nearly  10,000  ft,  of  limiber;  shop  No.  2  was  known 
as  the  workshop.     The  cause  of  the  fire  is  unknown. 


The  iJuncdm  Tramways  Co.,  of  Dunedin,  New  Zealand,  will  build 
a  jK>wcr  house  for  electrical  tran.sniission  about  20  miles  from  the 
cily  on  the  banks  of  the  river,  where  three-phase  current  will  he 
generated  by  turbine-driven  alternators  ami  transformed  up  to  15,000 
volts.  Near  the  cily  llic  line  will  branch  to  various  sub-slations 
equipped  with  Wcslinghousc  rotary  converters  and  storage  batteries. 
Noyci  lirolhcrs,  Sydney,  Australia,  designed  the  plant,  the  Rritish 
Wcstiiighouse  Electric  &  Manufacturing  Co.,  Ltd.,  will  furnish  the 
electrical  apparatus,  and  the  J.  Cj.  Brill  Co.  Ihc  cars. 


this  being  practically  a  coiisolidalion  of  the  Nashville  Railway  and 
Cumberland  Electric  Light  &  Power  Co.,  both  of  which  have  here- 
tofore been  operated  as  separate  corporations,  although  the  Nash- 
ville Railway  controlled  practically  all  of  the  capital  slock  of  the 
Light  compano'.  Percy  Warner  was  elected  president  of  the  new 
company,  J.  H.  Fall,  of  Nashville,  vice-president,  and  N.  P.  Yeal- 
man,  secretary  and  treasurer.  The  following  directors  were  elected 
to  serve  until  the  first  Thursday  in  next  February;  Col.  A.  M. 
Shook,  Percy  Warner,  James  C.  Bradford,  Joseph  H.  Thompson  and 
J.  H.  Fall,  of  Nashville;  R.  Lancaster  Williams,  of  Richmond,  Va., 
and  S.  H.  March,  E.  C.  Hoyt  and  W.  B.  Brockway,  of  New  York, 
N.  Y.  Messrs.  Hoyt  and  Brockway  were  elected  only  as  temporary 
directors  in  order  to  complete  the  organization  at  this  lime.  The 
financial  plan  of  the  reorganization  was  set  forth  in  the  June  num- 
ber of  the  "Review."  The  new  company  commenced  business  July 
1st. 

Mr.  Warner  has  aiinomiccd  tlial  iho  work  of  rcciiiistructinn  which 
the  receivers,  acting  for  the  bondholders,  had  commenced  in  Nash- 
ville, would  be  pressed  forward  with  the  same  determination  as  in 
ihe  past,  and  that  ihe  money  set  aside  for  permanent  improvements 
would  certainly  not  be  used  for  any  other  purpose,  'ihe  company  is 
contemplaling  nolhing  further  than  llie  improvement  of  ils  lines  in 
Nashville,  and  Ihe  statement  that  the  $2,000,000  reserve  might  prob- 
ably be  turned  lo  ihe  purchase  of  proposed  interurban  roads  from 
Nashville  is  not  authentic,  as  the  company  has  all  il  can  undertake 
at  present  lo  make  the  improvements  contemplaleil  in  the  city  limits 
and  immediate  vicinity. 

The  reconstruction  work  at  Nashville  is  progressing  salisfaclorily 
on  I'road  St.,  West  End  Ave.,  Woodland  St.  and  Deaderick  St.,  no 
I  nick  having  heretofore  been  on  the  last  named  street.  The  double 
track  on  the  south  side  of  Ihe  Public  Square  is  also  Hearing  comple- 
lion,  which  will  materially  shorlen  the  .schedule  of  the  liast  Nash- 
ville cars.  The  West  Nashville  line,  about  three  miles,  which  has 
heretofore  been  only  a  single  track  line,  will  be  cnlirely  reconstructed 
and  an  additional  track  put  down,  Travel  is  very  heavy  on  Ihis 
line,  so  heavy,  in  fad,  lliat  a  single  track  cannot  accommodate  il. 

ICarly  in  the  spring  Ford,  Bacon  &  Davis,  who  have  charge  of  the 
reconsi ruction  work  at  Nashville,  ordered  from  the  J.  G.  Brill  Co. 
10  semi-convertible  single  Irnck  and  fifteen  42-fl.  semi-convcrlibic 
double  Irnck  cars.  These  cars  are  being  rapidly  complelcd  and  some 
of  them  arc  now  in  transit  to  Nashville,  and  upon  llicir  arrival  will 
be  put  in  service  on  ihc  recently  reconslrucled  Broad  Sheet  line  and 
Ihc  Glendale  line,  these  Iwo  lines  having  Ihe  best  roadbed  and  heav- 
iest rails,  therefore  being  most  suitable  for  ihc  use  of  the  large  new 
cars;  however,  on  complclion  of  the  work  on  llie  West  Nashville 


382 


STREET  RAILWAY  REVIEW. 


I  Vol.  XIII.  No  7 


line  within  llif  ncxl  inonlh  or  sit  weeks,  a  full  quota  will  also  Ijc 
placed  on  that  line. 

\  suit  lias  Iwcn  instituted  by  tlie  Nashville  Gas  Co.  against  llie 
Nashville  Railway  to  recover  $JS,ooo  which  the  plaintiff  claims  has 
been  the  damage  inflicted  npon  its  gas  pipes  by  reason  of  electrolysis. 
If  the  Gas  Compan)-  wins  the  suit,  the  city  may  also  claim  damages 
from  the  street  railway  company  for  damages  to  the  water  main 
pipes. 

Mr.  Charles  II.  Kisk,  the  Detroit  promoter,  and  his  Detroit  as- 
sociates have,  il  is  nnderstoo<l.  arranged  to  buy  the  present  Great 
Kails  Power  Co.,  which  is  composed  entirely  of  Nashville  men.  This 
company  was  recently  tjiveii  an  extension  r>f  time  by  the  city  council 
of  Nashville  in  which  tn  commence  its  work  to  cmnply  with  the 
franchise  granted  it  fur  supplying  electric  power  at  Nashville.  The 
price  to  be  paid  is  $iJ5.ooo.  and  ihc  property  includes  some  200  acres 
along  the  Caney  Fork  River,  a  $ho.ooo  cotton  mill,  the  charter  of 
the  corporation,  plans  and  surveys.  Power  is  to  be  furnished  for  the 
Nashville  and  also  for  the  Chattanooga  street  railway  and  electric 
light  systems.  It  is  rumore  i  that  Isidore  Newman  &  Sons,  who  arc 
largely  interested  in  the  holdings  in  both  cities,  will  also  have  promi- 
nent connection  willi  the  Great  Falls  Power  Co.  It  is  probable  that 
a  dam  will  be  erected  to  increase  the  power  of  the  falls,  although  il 
is  understood  that  Mr.  Newman  favors  the  use  of  only  the  natural 


Sl'IiCIAL  WOKK  AT  EAST  NASHVILLE. 

power  produced  by  the  falls,  which  il  is  contemplated  would  be 
sufficient  for  the  railway  and  electric  light  systems  of  both  Nash- 
ville and  Chattanooga.  Cancy  I'ork  Falls,  from  which  it  is  pro- 
posed to  derive  the  power,  is  located  near  McMinnville,  Tenii.,  al)out 
midway  between  Nashville  and  Chattanooga.  The  Great  Falls 
Power  Co.,  as  now  constituted,  is  capitalized  at  $20,000,  with  A.  J. 
Dyer,  president;  George  Jungcrnian,  vice-president,  and  Robert  I!. 
Goodrich,  secretarj'  and  treasurer. 

The  city  council  of  Chattanooga  has  completed  the  passage  of 
an  ordinance  granting  the  Rapid  Iransit  company  a  right  of  way 
on  Newby  St.  in  order  that  the  line  will  not  be  "bottled  up"  at  the 
expiration  of  the  present  lease  of  the  Hclt  Railroad.  It  was  stated 
in  the  open  meeting  that  this  was  only  a  part  of  the  consolidation 
of  the  two  street  railway  companies,  which  it  was  then  understo<id 
was  soon  to  be  effected,  but  as  nothing  further  has  been  heard  for 
quite  awhile  of  the  proposed  consolidation  of  the  two  companies,  it 
is  not  known  just  what  is  the  status  of  the  deal  at  present. 

The  postmaster  of  Chattanooga  has  Iwen  authorized  to  place  in 
operation  a  new  mail  collection  by  means  of  lx)xcs  to  \>c  carried  on 
the  cars  of  the  Chattanooga  Electric  Railway  Co.  The  system  will 
go  into  operation  about  October  1st,  it  being  necessary  to  delay 
the  service  several  months  in  order  to  secure  the  boxes  and  to 
perfect  the  various  arrangements  for  the  service.  The  Chattanooga 
Electric  Railwao"  Co.  will  place  a  bo.x  upon  every  one  of  its  cars 
.somewhat  similar  to  the  street  collection  boxes.  The  contract  with 
the  government  provides  that  the  cars  must  slop  anywhere  for  a 
person  desiring  to  mail  a  letter  that  it  would  stop  for  a  passenger. 
In  other  words,  people  living  along  the  street  railway  lines  will  mail 


their  letters  on  these  cars  in  the  same  manner  as  they  would  drop  a 
letter  in  the  |KislolVice  As  staled,  every  car  will  be  equipped  with  the 
Iwxes,  winch  will  give  the  people  of  all  (Kirts  of  the  city  and  suburbs 
a  15  minute  service.  I'lie  boxes  will  remain  the  property  of  the 
govermneiit  and  no  one  but  |>ostoltice  employes  will  have  access  to 
them.  .'\s  the  various  cars  pass  through  Station  A  of  the  Cliatta- 
iiouga  |H>stot)ice.  located  in  the  transfer  station,  the  mail  will  Ijc 
taken  out  and  immediately  transmitted  to  the  main  postoffice  in 
time  to  be  sent  out  on  the  various  trains. 

It  is  also  probable  that  a  complete  carrier  system  will  be  put  in 
operation  in  connection  with  the  Chattanooga  transfer  station.  Spe- 
cial, delivery  service  will  be  installed  by  which  a  person  may  have 
a  note  delivere<l  within  the  space  of  a  very  few  minutes.  At  present 
this  service  is  in  operation  in  only  ihree  cities  of  the  United  States, 
Dcs  Moines.  la.;  (irand  l<a]>ids,  Mich.,  and  Lowell.  Mass.,  it  having 
bi'eii  tried  first  in  Dcs  .VIoines.  All  of  these  cities  have  large  sub- 
urban populations  and  it  has  proven  successful. 

BROOKLYN   RAPID  TRANSIT  EMPLOYES' 
CLUBHOUSE. 


The  Hrooklyn  Rapid  Iransit  Co's.  clubhouse  for  employes  at  East 
New  York  was  formally  opened  Tuesday,  July  7th.  The  building, 
which  cost  $40,000,  is  handsomely  fitted  up  and  affords  a  pleasant 
recreation  place  for  the  men.  It  contains  a  well-selected  library, 
four  p<x>l  tables,  four  lH>wliiig  alleys,  200  lockers,  tub  and  shower 
baths,  and  a  well-equipped  gymnasium,  which  will  be  in  charge  of 
a  competent  instructor.  RtKjnis  have  also  Ijcen  lilted  up  as  class 
rooms,  where  employes  may  receive  a  thorough  course  of  instruction 
evenings  in  electricity,  mechanical  drawing,  music,  penmanship,  En- 
glish and  arithmetic. 

The  Benefit  Association  will  have  headquarters  in  the  building;  its 
meetings  and  enlerlainments  will  be  held  in  the  ball,  and  the  mem- 
bers will  have  annual  Iwwling  tournaments.  Rowling  alleys,  pool 
tables,  reading  rooms  and  library  are  open  to  all  employes  of  the 
Brooklyn  Rapid  Transit  Co.  Those  who  join  the  educational  classes 
have  the  privelegcs  of  baths,  entertainments  during  the  winter,  and 
the  gymnasium,  wilh  the  services  of  an  instructor,  for  a  small  yearly 
sum,  presumably  not  to  exceed  $2  per  annum.  In  the  B.  R.  T.  Ben- 
efit .\ssociation  there  arc  3,100  memlwrs  and  the  membership  is 
rapidly  increasing.  There  is  a  sub-station  of  the  Public  Library  in 
the  new  building,  the  Ixioks  numl>ering  1,000. 

.'\moiig  the  speakers  at  the  opening  were;  Ji>hn  F.  Caldcrwood. 
vice-president  and  general  manager  of  the  BrtKtklyn  Rapid  Transit 
Co.;  T.  J.  Nicholl.  vice-president  and  general  manager  of  the  Roch- 
ester Railway  Co.,  and  E.  P.  Bryan,  of  the  Interurbaii  Street  Rail- 
way Co.    J.  M.  Dudley,  secretary,  has  charge  of  the  new  building. 


ELECTRIC  ROADS  IN  INDIANA  COAL  FIELDS. 


The  Indianapolis  &  Martinsville  Rajiid  Transit  Co.  will  extend 
its  line  from  Martinsville,  Ind.,  to  the  coal  fields  of  Greene  and  Sul- 
livan Counties  and  will  ship  coal  to  Indianapolis,  a  distance  of  90 
miles.  The  coal  will  be  hauled  on  standard  cars  by  electric  loco- 
motives and  the  cars  will  be  turned  over  to  the  Belt  railroad  at 
Indianapolis  for  distribution  to  factories.  The  company  will  also 
build  several  power  houses  in  the  coal  fields  to  generate  electricity 
to  be  sold  in  Indianapolis  and  other  cities.  It  is  also  planned  to 
build  a  line  from  Martinsville  through  Bloominglon  to  Bedford  to 
tap  the  Indiana  oolitic  stone  district. 

F.  M.  Fauvre,  the  head  of  the  Indianapolis,  Danville  &  Rockville 
Traction  Co.,  which  has  just  liegun  the  construction  of  an  electric 
line  from  Indianapolis  via  Danville,  Bainbridge,  Rockville  and  Clin- 
ton to  Terre  Haute,  announces  that  his  road  is  essentially  to  be  a 
coal  carrier  and  that  standard  cars  will  be  hauled  with  electric  loco- 
motives and  delivered  to  the  Indianapolis  Belt  railroad.  Spurs  will 
be  built  into  the  Parke,  Clay  and  Vigo  County  coal  fields. 

J.  J.  Appel.  of  the  Indianapolis  &  Plainfield  Electric  Railroad  Co's. 
line,  which  is  being  extended  through  Grccncastle  to  Brazil  and 
Terre  Haute,  says  that  his  company  will  rely  on  coal  carrying  for  a 
large  part  of  its  revenue. 

Tlie  Consolidated  Traction  Co.,  which  is  building  a  line  from 
Indianapolis  to  Crawfordsville,  is  also  building  a  branch  line  into 
the  Parke  County  coal  fields  and   will  carry  coal   into  Indianapolis. 


Jllv  20,  1903] 


STREET    RAILWAY    REVIEW. 


383 


Power  Stations  of  the  Olean,  N,  Y„  Street  Ry, 


The  Olean  and  the  New  Ceres  Generating  Plant,  Using   Natural  Gas  as  Fuel. 


The  Olean  Street  Railway  Co.  operates  25  miles  of  track,  includ- 
ing 2  miles  in  the  city  of  Olean ;  a  19-mile  single  track  line  to  Boli- 
ver  and  a  4-milc  line  to  .Allegany.  Power  for  the  system  is  gen- 
erated in  two  stations,  one  located  in  the  city  of  Olean,  and  one  at 
Ceres,  Allegany  County,  13  miles  from  Olean.  Both  stations  gen- 
cale  direct  current  at  550  volts,  and  the  two  stations  are  tied  to- 
gether by  feeders  and  operate  in  multiple.  The  load  equalizes  on  the 
line,  the  point  of  equalization  of  course  lluctuating  hack  and  forth 
somewhere  between  the  two  stations  in  accordance  with  the  varia- 
tions in  the  load  on  each  station.  By  operating  the  two  stations  in 
this  manner  the  fluctuations  in  the  load  on  the  machines  have  been 
reduced  and   the  average   line  drop  decreased. 


furnished  from  the  Olean  Street  Railway  Co's.  own  gas  wells.  The 
special  feature  in  regard  to  this  boiler  which  was  of  advantage  in 
the  use  of  natural  gas  is  the  method  of  directing  the  flames  by  the 
means  of  tiles  on  the  lower  tubes  whereby  the  llame  is  conducted 
horizontally  from  the  point  of  entrance  through  the  fronts  over  a 
bridge  wall  into  a  cotnbustion  chamber  and  from  thence  up  among 
the  tubes  and  forward  the  full  length  of  the  boiler  under  another  set 
of  baffle  plates  on  the  upper  row  of  tubes  and  finally  making  a  sec 
ond  turn  and  passing  under  the  boiler  drum  to  the  uptake  at  the  rear 
end.  This  has  resulted  in  the  thorough  combtistiou  of  the  incoming 
gas  and  an  excellent  application  of  the  heat  to  the  thin  tube  surface, 
so  that  the  heat  of  the  gases  is  thoroughly  absorbed  in  the  boilers 


FIG.  1  -CERES  POWER  STATION     TWO  XIX  42-IN.  HAMILTON  CORLISS  KNC.INKS. 


The  Olean  city  station  contains  two  l2S-kw.  General  Electric  gen- 
erators, belted  to  Lane  &  Bodlcy  engines,  taking  steam  from  two 
200-h.  p.  National  water  tube  Ixjilcrs. 

ITic  new  power  house  at  Ceres  was  recently  built  to  operate  the 
extension  to  Bolivcr,  and  also  a  branch  now  building  to  Shingle 
House,  Pa.,  which  will  run  from  the  Ceres  power  house  to  Sliinglc 
House,  a  distance  of  alxnil  4%  miles. 

The  Ceres  station  is  e(|uippcd  as  follows:  Two  simple  non-con- 
densing Ilaniillon-Corliss  engines  of  the  girder  frame  type,  one  right 
aiMl  one  left  hand,  with  cylinders  20  in.  x  42  in.  and  operated 
al  90  r.  p.  m.  Kach  engine  is  belted  to  a  200-kw.  General  Elect rie 
generator.  These  machines  arc  arranged  so  that  they  can  be  run 
separately  or  together.  The  belts  are  26  in.  wide  x  08  ft.  long,  ma<le 
by  (he  liodifield  Belling  Co. 

I  he  boiler  rofmi  is  eijuipped  with  two  p'r:niklin  water  lube  toilers, 
204  h.  p.  each,  working  under  steam  pressure  of  130  lb. 

The  boilers  are  of  the  straight  lulw,  water  leg  type  construction. 
ICach  Ixiilcr  has  a  42-in.  shell  and  2040  s(|.  ft  of  heating  surface  aiirl 
the  boilers  arc  set  in  one  battery  arranged  for  the  use  of  natural  gas 


anti  the  result  is  that  tlu'  prnducts  of  com|]^l^tioll  pass  out  at  a  com- 
paratively low  temperature.  Owing  to  the  intense  heat  of  the  natural 
gas  furnace,  it  is  very  impurlanl  that  the  boilers  used  with  natural 
gas  should  have  a  very  thorniigh  circulation  of  the  water  in  order 
III  have  the  cooler  water  protect  the  thin  surfaces  of  the  tubes,  and 
litis  is  obtained  in  the  l*'r;inlvliii  w.'iter  tiilie  boiler  by  large  ciretila- 
liiiii  iipenings  al  eai'h  end  wlnii-  the  vv;iler  legs  .'irc  comicctcd  to  the 
drums.  These  boilers  have  been  forced  very  much  beyond  their 
rated  capacity  without  showing  any  bad  eflfcds.  The  boilers  are 
constructed  of  wrought  steel  thniughnut  and  are  built  for  a  working 
pressure  of  iTio  lb. 

There  are  two  boiler  feed  pumps  of  the  .Stillwcll-Bieice  &  Smith- 
Vailc  Co.  duplex  plunger  type;  size  8  in.  x  4'/j  in.  x  10  in.  There  is 
also  installed  a  No.  4  open  heater  made  by  the  same  company  where- 
by the  feed  water  is  healed  by  the  exhaust  steam  to  about  200°  F. 
before  passing  to  the  boiler.  To  the  right  and  above  the  boilers  is  an 
iron  lank  with  a  capacity  of  75  barrels,  which  is  used  as  a  water 
supply  to  the  boilers,  the  water  passes  through  a  2-iti,  line  by  grav 
ity  to  the  healer  and  from  there  to  the  hoi  water  pump,  and  is  then 


384 


STREET    RAILWAY    REVIEW. 


[\uL.  Xlll,  No.  7. 


p\iiiipcil  iiilo  till-  IxiiliT.  The  pipe  lo  the  feed  ptiiiip  is  so  nrraiigeil 
thai  either  ptiiiip  will  take  water  from  the  creek  and  friiiii  the  healer, 
and  can  also  he  used  for  fire  piirposcs.  The  stack  is  made  fnini 
No.  8  and  No.  9  steel,  and  is  4^^  in  in  ilianuiiT  ;ind  05  ft.  high  and 
rests  on  a  20-ft.  brick  base. 


aUinl  6jo  acres  of  good  nalnral  gas  land  in  the  vicinity  npon  whicn 
have  Ix-en  drilled  fonr  gas  wells,  two  of  which  arc  now  supplying 
Ihc  necessary  fuel  for  the  Ceres  station.  More  wells  can  he  drilled 
on  this  property  whenever  it  may  become  ilisiraMc  to  increase  the 
supply  of  gas. 


7MM/M////W////////M: 


;y.y///y///////////j^V/^^^^^^ 


-  S30' 


V'WMv////ww/mm?. 


V////////////////MV//////A  I  . 


CI 


-a-0'-' 


3S-0'- 


^///////////^////^////y^^^^ 


-  6a-o 

FIG.  2-PLAN  AND  TRANSVERSE  SECTION  OF  CERES  STATION. 


I 


At  the  present  time  but  one  engine,  one  generator,  and  one  boiler 
arc  in  operation ;  these  are  furnishing  sufficient  power  for  the  com- 
pany's present  needs,  allowing  Ihc  other  engine  and  generator  to  be 
held  in  reserve. 


Tlie  wells  are  ordinary  driven  wells  and  go  down  to  what  is  known 
as  the  gas  sand  beds  about  1000  or  1200  ft.  below  the  surface.  The 
gas  rises  at  a  natural  pressure  of  something  over  300  lb.  per  sq.  in. 
It  is  piped  to  the  station  and  there  passed  through  a  gas  regulator. 


FIG.   3-ANOTHER   VIEW   IN   THE    ENGINE   ROOM. 


FIG.  4— TWO  aM-H.  P.  FRANKLIN  WATER-TUBE  BOILERS. 


The  fuel  used  at  l)Oth  plants  is  natural  gas.  The  supply  of  gas 
for  the  city  station  is  purchased  from  the  Keystone  Gas  Co.,  but  for 
the  Ceres  power  house  gas  is  taken  from  the  company's  own  wells 
located  within  2000  ft.  of  the  power  house.    The  company  has  leased 


reducing  the  pressure  to  about  9  ounces  per  sq.  in.,  at  which  pressure 
it  is  fed  directly  under  the  boilers. 

There  is  no  smoke  or  dirt  from  the  gas  fuel  and  it  is  necessary  to 
have  but  one  engineer  in  the  plant  during  the  day,  and  one  at  night. 


July  20,  1903.] 


STREET  RAILWAY  REVIEW. 


385 


The  Ceres  plant  of  the  Olean  Street  Railway  Co.  was  designed  by 
the  Washington  Co.,  of  39  Cortlandt  St.,  N.  Y.,  which  company  had 
full  charge  of  the  details  of  the  power  house,  boilers,  engines  and 
piping  system.  The  engines  were  furnished  by  the  Hooven,  Owens 
&  Rentschler  Co..  of  Hamilton,  O.,  and  the  boilers  by  the  Franklin 
Boiler  Works  of  Troy,  N.  V.,  the  Washington  Co.  being  sole  sales 
agent  for  this  boiler. 

The  Olean  Street  Railway  Co.  owns  5  double  truck  cars  and  14 
single  truck  cars.  The  long  cars  and  '.heir  trucks  were  built  by  the 
John  Stephenson  Co..  and  are  equipped  with  four  G.  E.  No.  54  mo- 
tors to  each  car.  The  company  has  placed  a  recent  order  with  the 
J.  G.  Brill  Co.  for  two  28-ft.  cars  of  the  Brill  semi-convertible  type. 
These  will  be  mounted  on  Brill  27  G  trucks  and  will  be  equipped 
with  four  G.  E.  54  motors  to  each  car.     The  company  states  that  it 


FIG.   i-ONE  OF   THE   GAS   WELLS  AT  CERES. 

expects  to  place  an  order  with  the  Brill  company  for  one  additional 
semi-convertible  car  and  for  one  combination  double  truck  freight 
car  and  snow  plow  which  will  be  used  for  hauling  freight  and  in 
winter  will  be  fitted  with  an  adjustable  plow  for  fighting  snow. 


DETROIT  UNITED  RY.  ADVERTISING  CON- 
TEST. 


Some  time  ago  the  Detroit  United  Ry.  inaugurated  an  advertising 
contest  offering  a  reward  of  $50  for  the  best  idea  to  be  used  in 
advertising  its  street  car  service.  The  result  of  this  competition  is 
shown  in  the  following  extracts  taken  from  I  bo  Dclroit  United 
Weekly  of  June  i8th  : 

THE  WINNERS,   TOR    IIIEKH  .\RE  TWo. 

Admittedly  the  judges  of  the  advertising  idea  competition  have 
delilterated  long  to  reach  their  decision.  But  the  verdict  has  been 
reached.  The  idea,  or  rather  the  ideas  to  arouse  interest  in  inter- 
urhan  travel,  have  been  secured.  'Jherc  arc  two  winners  of  the 
prize  and  each  will  receive  a  $50  premium.  They  are  Mr.  H.  S.  Bul- 
lock, of  112  Butternut  St.,  and  Miss  Helen  C.  Ahlberg,  of  15s  Eliza- 
Ijclh  St.  cast.  Originally  it  was  the  intention  to  award  but  one  prize, 
but  the  reasons  for  this  change  in  the  program  are  readily  explained. 
The  winning  suggestions,  numbers  99  and  109,  were  selected  from 
the  hundreds  of  contributions  submitted,  because  in  combination 
they  oflfered  exactly  that  of  which  this  company  has  iH-en  in  search— 
thought,  simplicity,  strength  and  suggestiveness.  The  company 
wants  them  l)Olh  and  is  sufficiently  lilwral  in  recognizing  actual 
worth  to  pay  the  piper.    Hence  two  prizes  of  $50  each,  instead  of  one. 

The  combination  of  these  two  ideas  will  soon  appear  on  cards  in 
the  interurban  cars.  It  will  take  the  form  of  clever  little  verses, 
liuill  upon  the  nursery  rhyme  idea,  but  broadened  in  application  to  in- 
clude the  many  incidents,  sights  and  impressions  of  a  ride  into  the 
country  u(K.n  any  one  of  the  many  interurban  lines.  They  will  lake 
one's  memories  back  to  one's  childhood,  but  they  cmlxidy  amusing 
sentiment  that  is  quite  as  diverting  to  the  mature  sense  of  hiunor. 
Each  verse  will  )ie.  illustrated  by  quaint  little  drawings  in  silhouette. 
Indeed  the  clever  silhouettes  arc  a  very  important  compoiu-nl  part  of 


this  whimsical  idea.  The  judges  feel  little  doubt  that  when  these 
clever  conceits  are  shown  to  the  public  their  judgment  will  be  fully 
confirmed.     New  verses  and  new  pictures  coming  at  regular  inter- 


"To  market,  lo  market,  to  buy  a 
{at  pig. 

Home  again,  home  again,  dancing 
a  jig," 

But,    going   or   coming,   lor   work 
play  or  rest, 

CARS   INTERURBAN  are  safest 
and  best. 


quaint    little    stories   tlioy 


vals  will   arouse  universal   interest   in  the 
have  to  tell. 

For  all  those  who  with  their  drawings  and  general  ideas,  offered 
their  time  and  exertions,  the  company  expresses  its  sincere  grati- 
tude. 

Through  the  courtesy  of  Mr.  J.  H.  Fry,  assistant  general  passen- 
Rcr  agent,  we  are  enabled  to  reproduce  two  of  the  posters  embodying 
the  ideas  of  the  successful  contestants.  These  posters  are  printe<l 
in  black  on  sheets  il  X2I  in.  in  size.  One  of  these  is  placed  in  the 
cars  for  a  week  and  is  then  exchanged  for  a  new  one,  thus  offering 
something  new  every  week.  The  company  also  intends  to  reproduce 
the    same   ideas   in   its   weekly   sinnillancnusly    with   the   placing   of 


"There   was  a   little  girl   who 

wore  a  little  hood. 
And  a  curl  down  the  middle  of 

her  forehead," 
When  she  took  the  INTERURBAN 


she  was  very  good. 
But  when  she  had  to  walk  she 
was  horrid. 


them  in  the  cars.  The  combination  of  the  silhouettes  with  poetry 
or  pro.se  admits  of  almost  indefinite  extension  so  that  this  style  of 
ailverlising  ni;iy  lie  cniuinued  for  as  long  .i  lime  as  desired. 


MORE  STREET  CAR  ROBBERIES. 


Three  masked  men  stopped  a  W.  .>9ih  St.  car  of  the  Denver  City 
(Col.)  Tramway  Co.  un  its  last  ninlu  trip  June  jolb  and  riilibed  liie 
conductor  of  $20. 

Two  men  robbed  the  conductor  and  passengers  on  a  Woodlawn 
car  about  three  miles  from  Portland,  Ore.,  June  22d  and  secured  a 
gold  watch  and  $40,  the  latter  being  taken  from  the  conductor,  at 
whom  one  of  the  robbers  shot.  Owing  to  the  large  number  of  street 
car  robberies  on  the  suburban  lines  the  Oregon  Water  Power  & 
Railway  Co.  has  armed  all  of  its  conductors  and  niotormen. 

Three  negroes  robbed  the  conductor  of  a  car  in  Knoxville,  Tcnn., 
June  23d  and  were  later  arrested  and  hehl  in  $1,500  bond-^  each  for 
the  grand  jury. 

'1  hrec  men  robbed  the  car  men  ;incl  foin'  passengers  on  a  South 
Tacoma  (Wash.)  slreel  car  July  51I1,  nbtaining  $100  anrl  ihrce 
watches. 


The  Chambersburg  (Pa),  (Jreencasile  &  W.aynesboro  Electric 
Railway  Co.  has  purchased  the  electric  light  plant  of  the  Waynes- 
boro Hleclric  Light  &  Power  Co.  It  recently  filed  a  mortgage  of 
$.100,000  against  its  railroad  property  and  will  issue  bonds  to  the 
anu)unt  r,f  $2.^0.000.  Jackson  &  Sharpc  Co.,  of  Wilmington,  Del., 
was  awarded  the  conlracl  for  electric  cars;  the  power  house  is  ready 
for  the  machinery,  and  the  company  expects  to  run  cars  bilweeii 
Pen  Mar  and  Waynesboro  this  month. 


38h 


STREET  RAILWAY  REVIEW. 


[Vol.  XHI,  No.  ?■ 


PUSLISMIO    ON    TNI    20rH   OF    BACH    MONTH. 

WINDSOR  &   KENFIELD  PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE.  CHICAGO.  ILL. 


WINPIILO.' 


LONG    OISTANCB  TBLIPHONI.  HARRIBON   7B4. 


BRANCH   OFFICES: 
New  York     39  Cortlandt  Street.  Clevelaod     303  Electric  Building. 

Philadelphia    The  Bourae. 
SUBSCRIPTION  AGENCIES: 
Austria.  Vienna     Lehmann  tk  Wentxel,  Karntaeratrasse. 
Prance.  Paria     Boyveau  AChevillet,  Librairie  Etrangere.  Ruedela  Banque. 
Italy.  Milan— Ulrtco  Hoepli,  Librairia  Delia  Real  Caaa. 

New  South  Wales.  Sydney     Turner  &  Henderson,  16 and  18  Hunter  Street. 
Queensland  (Southu  Brisbane -Gordon  &  Cotch. 
Victoria,  Melbourne— Gordon  &  Cotch.  Limited,  Queen  Street. 


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CORRESPONDENCE. 

on  all   subjects  of  interest  to  those 

ivorU.  .111(1  will  Lrrntefully  appreciate 

friends  may  send 


We  cordially  invito  correspondence  on  all  subjects  of  intere 
enpafTcd  in  any  branch  of  street  railway  work,  and  will  ^rratefuUy 
any  marked  copies  of  papers  or  news  items  our  street  railway  friend 
ns,  pertaining  cither  to  companies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
^oxk  much  time  and  trouble.  \>ro\i  a  line  to  The  Review,  stating  what  vou  are 
in  the  market  fnr,  and  you  will  promptly  receive  bids  and  estimates  from'  all  the 
best  dealers  in  that  line.  We  make  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  XIII. 


JULY  80,  1903. 


NO.  7 


SUMMARY  OF  CONTENTS. 

Hartford  Street   Railway   Co..   Illustrated 373 

Tcnneasee    Notes,    Illustrated 381 

Power  Stations  of  the  olean  <N.   Y.)   Street  Ry.,   Illustrated 383 

Detroit    United    Ry.    Advertising  Contest,    Illustrated 385 

Kdltorial     386 

Indiana    Union  Traction  Co 388 

New    Wage   i^ihedules    tor    Employes 388 

Rockford   &    interurban   Railway   Co.— II 389 

Correspondenee     395 

Terminal     Kaellltles.     Illustrati'd 396 

Closing:    Down    ^ 

Power    Station    for    the    Underground    Electric    Railways    Co..    of 

I>indon,    llustrated    397 

Uses  of   I<ul>rk'anis  and   their   Manufacture 400 

Recent  Street   Railway   Decisions «1 

Concrete.     Iltustnited     405 

Notes  on   Kuropean  Tramways,   by  Richard  McCulloch 407 

.Niagara     Falls     Tran.'<mlssion     Unes.     Illustrated,     by     Arthur    B. 

Weeks     410 

Massachusetts    Notes    412 

Chicago  99-Yoar   Act    Valid 413 

For   Boring    ,\rmnture    Be«rlngs.    Illustrated 415 

Rival   Interurbans  at   Crawfor<lH\ille,   In<i 415 

The  Kilatlve  Advanl.agfs  of  Overhead.  Deep  I.*vel  and  Shallow 
Subway  l^ines  for  (he  Aeeommodatlon  of  Urban  Railway  Traf- 
fic, by  S.  B.  Cotlrell 410 

.\    Rational    Train    KeHlslanie    Formula 417 

Re|iorl  of   Massachusetts   Street   Railways 419 

Accidents    420 

High  Speed  Electric  Railway  Problems,  Illustrated,  by  A.  H.  Arm- 
strong   s 421 

New  Mall  Cars  In  Baltimore.  Illustrated 42S 

Personal  426 


THE  NEW  ASSOCIATION. 

Aliliiiugh  It  19  uiil)  live  iiiuiilhs  since  the  yutingcst  <>(  the  electric 
r.tilway  associations — the  American  Kuiluay  Mechanical  and  Klec- 
irical  .-Kssociatioii — was  organizcti  the  officers  are  ahle  to  report  a 
liMal  inetnlxrship  of  7Q  exclusive  of  the  three  honorary  ineinlxTs 
chosen  at  the  Clcvelanil  nieetiiiK.  There  arc  20  street  railway  com- 
panies now  nicniliers.  these  constitnling  the  so-called  "active"  inein- 
Itership;  and  the  fact  lliat  while  these  20  companies  comprise  only 
a  little  over  cmc  per  cent  uf  the  total  iunnl>cr  of  operating  railways, 
ihe  mileage  represented  by  them  amounts  to  15  per  cent  of  the  total 
of  street  and  internrlxiii  track  in  the  United  States,  is  indicative 
iif  ilie  attitude  of  the  most  important  companies  toward  associations 
'if  this  character. 

Hiis  association  has  two  classes  of  memlKTs  not  to  l>e  found  in 
the  .American  or  Ihe  Accounlants*  asstKiations,  ass(M:iate  iiieinl>ers 
and  junior  meml>ers,  there  luinn  now  25  ass(jcialcs  and  .14  juniors, 
riiese  grades  were  eslahlished  in  order  to  increase  the  interest  of 
employes  other  than  llie  heads  of  de|>artmcnts  in  ihe  work  of  Ihe  as- 
sociatir)n.  and  lo  make  the  papers  and  discussions  before  it  of  greater 
educational  value.  The  oppnrlunily  thus  afforded  younger  men  in 
ihe  mechanical  and  electrical  departments  has  evidently  been  appre- 
ciated. 

\Vc  feel  that  President  Farmer  and  Secretary  Mower,  upon  whom 
lies  the  principal  burilen  of  extending  the  membership  and  influence 
of  the  association,  deserve  to  be  heartily  conKrauilaicd  on  ihe  suc- 
cess which  has  attended  their  efforts. 


SPECIAL  PRIVILEGE  TICKETS. 

The  public  is  ahv.iys  reslive  under  restrictions,  and  street  rail- 
way patrons  in  particular  are  inclined  to  omiplain  of  ill  usage  when 
asked  to  conform  to  regulations  established  for  the  general  gfX)d, 
tjiit  from  which  they  believe  they  should  Ix-  exempt  for  this  or  that 
special  reason.  Thus  during  the  bicycle  craze,  while  a  man  would 
willingly  admit  that  street  railways  should  not  be  called  upon  to 
carry  bicycles  lo  the  exclusion  of  passengers,  yet  when  caught  in  a 
rain  storm  he  was  quite  sure  that  a  rule  of  the  street  railway  com- 
pany requiring  conductors  to  refuse  to  transport  his  wheel  was  un- 
reasonable— and  he  was  right.  Before  the  popularity  of  the  "wheel" 
waned  nearly  all  progressive  companies  had  revised  their  rules  and 
allowed  a  limited  number  of  bicycles  on  each  car,  providing  special 
devices  for  carrying  them  safely,  and  the  result  was  good,  patrons 
,  were  accommodated  and  the  charge  for  carrying  wheels  paid  for 
the  holders.  It  is  amusing  to  recall  that  the  president  of  one  promi- 
nent road  could  not  see  the  wisdom  of  helping  the  bicycle  rider  in 
trouble  until  his  daughter  had  to  ride  home  in  the  rain. 

A  matter  similar  to  this  is  the  dog  question.  .As  a  general  propo- 
sition street  cars  are  not  intended  for  the  transportation  of  dogs, 
but  there  is  occasionally  a  patron  who  is  very  desirous  of  taking 
bis  dog  with  him.  .\n  excellent  solution  of  the  difficulty  and  one 
lliat  avoids  leaving  too  nuich  to  the  discretion  of  Ihe  train  men  is 
afforded  by  the  plan  adopted  in  Hartford,  Conn.,  and  Birmingham, 
.•\la..  where  "dog  permits"  are  provided.  Such  a  special  ticket  is 
often  a  substantial  accommodation  lo  the  passenger.  It  removes  a 
cause  of  irritation,  and  the  company  collects  the  regular  fare  for 
the  dog  that  would  otherwise  be  carried  free. 


SLEEPING  CARS  ON  ELECTRIC  LINES. 

It  is  now  a  little  more  than  three  years  ago  since  we  recorded  in 
the  "Review"  (April,  igoo)  the  plans  of  a  syndicate  which  proposed 
to  close  the  then  existing  gaps  In  the  electric  railway  route  between 
Boston  and  New  York  and  this  being  done  to  put  in  operation 
through  dining  and  sleeping  cars  to  run  between  the  two  cities, 
a  distance  of  262  miles.  .\\  that  time  there  were  three  breaks  in  the 
through  line  aggregating  52  miles  or  20  per  cent  of  the  total  dis- 
tance, although  the  fact  that  80  per  cent  of  the  distance  could  be 
traversed  in  electric  cars  was  scarcely  known  when  the  trip  made  by 
Mr.  Derrali  was  first  described  In  the  "Review"  for  June,  1899. 
Those  breaks  arc  not  yet  closed,  although  franchises  covering  the 
last  of  them  have  been  granted. 

Three  years  ago  the  suggested  plan  for  sleeping  cars  on  electric 
railways  was  regarded  as  only  a  possibility  of  the  not  remote  future. 
Today  two  companies  have  decided  lo  make  a  practical  trial  of  such 
a  service,  and  several  others  have  Ihe  (|ucslion  \nider  consideration. 
Nothing  could  be  more  significant  of  the  rapid  development  of  in- 
terurban  lines  than  the  fact  that   when  electric  sleeping  cars   were 


July  20,  1903] 


STREET  RAILWAY  REVIEW. 


387 


first  suggested  it  was  considered  that  New  luiglaml  nfferoJ  tliv 
only  field  for  their  application,  while  the  first  two  roads  10  coiilr^ict 
for  this  equipment  are  both  in  the  middle  west,  one  in  Ohio  and  one 
in   Indiana. 

In  our  issue  for  last  month  we  described  llie  plans  of  the  Co- 
lumbus, London  &  Springfield  Railway  Co.,  to  which  belongs  the 
honor  of  being  the  first  to  introduce  sleeping  car  service — cars  to 
operate  between  Columbus  and  Cii\cinnali.  The  Indiana  Union  Trac- 
tion Co.,  successor  to  (he  Union  Traction  Co.  of  Indiana,  has  ar- 
ranged for  sleeping  cars,  and  for  buffet  cars  as  well,  which  it  is  ex- 
pected will  be  in  operation  within  Oo  days. 

There  would  seem  to  be  just  at  present  a  broader  field  for  the 
buffet  car  on  electric  railways  than  for  the  sleeping  car,  particu- 
larly on  Ohio  and  Indiana  lines  which  are  much  patronized  by 
commercial  travelers  to  whom  the  electric  iulerurban  has  been  a 
veritable  boon.  The  frequent  service  given  on  electric  lines  permits 
a  salesman  10  cover  his  territory  with  the  loss  of  far  less  time  than 
formerly,  and  the  buffet  car  will  prove  to  be  a  further  time  saver. 

CHICAGO  RAILWAY  FRANCHISES. 

I  he  lime  has  at  last  come  when  the  city  of  Chicago  mu.st  abandon 
its  position  on  the  street  railway  franchise  question  and  withdraw 
its  ultimatum  that  the  waiving  of  existing  rights  is  a  condition  prece- 
dent 10  negotiations  for  an  extension  ordinance.  This  happy  con- 
dition is  a  direct  consequence  of  the  financial  embarrassnvcnt  of  the 
Union  Traction  Company,  which  placed  it  in  charge  of  receivers  ap- 
pointed by  the  United  States  Circuit  Court.  The  latest  instruc- 
tions to  the  receivers  clearly  show  the  necessity  for  the  cily  to  cease 
its  bluster  and  seek  to  adjust  differences  on  a  basis  that  shall  recog- 
nize  existing  contract   rights. 

Were  we  not  familiar  with  the  possibilities  of  a  carefully  plainied 
and  executed  campaign  for  the  dissemination  of  misinformation  it 
would  be  difficult  to  understand  the  attitude  taken  by  the  munici- 
pality and  the  press  of  the  city  in  this  matter.  In  ordinary  business 
affairs  the  parties  concerned  are  always  willing  to  give  each  other 
a  hearing,  and  discuss  differences,  but  the  city  having  assumed  the 
position  that  the  law  under  which  the  street  railways  claim  valuable 
rights  is  void  because  unconstitutional,  that  if  valid  it  would  Ix;  of 
little  value,  and  that  if  the  companies  ever  had  any  rights  under  the 
act,  they  were  waived  twenty  years  ago,  has  declined  to  further  con- 
sider it.  Continual  reiteration  of  this  position  has  blinded  the  gen- 
eral public  to  the  fact  that  but  one  lawyer  of  repute  is  known  to  have 
seriously  given  the  opinion  that  the  so-called  pg-ycar  act  is  not 
valid  and  effective  today;  and  it  may  be  added  that  this  one  man  is 
iK'lieved  to  have  held  the  opposite  opinion  until  very  recently. 

The  claims  of  the  Union  Traction  Co.,  and  the  laws  and  or- 
dinances on  which  they  are  based  were  presented  to  the  court  in  a 
petition  of  the  receivers  for  the  company,  and  a  public  hearing  was 
given  June  l8lh,  at  which,  however,  the  arguments  were  all  on  one 
side,  the  city  declining  to  appear.  These  claims  may  be  briefly 
stated  as  follows:  l.  Under  the  act  of  1851J  the  company  re- 
ceived a  grant  for  the  term  of  25  years  with  authority  to  build 
and  operate  such  lines  within  the  city  limits  as  ihe  cily  by  or- 
dinance should  authorize,  and  without  the  city  limits  such  lines 
as  the  supervisors  of  townships  should  authorize.  2.  Under 
the  act  of  iWis  the  term  of  25  years  was  extended  to  99  years, 
with  authority  to  build  and  operate  such  lines  "within  the  pres- 
ent or  future  limits  of  the  south  and  west  divisions  of  the  cily 
of  Chicago  as  the  common  council  of  said  cily  have  authorized  said 
corporations,  or  shall  from  time  to  time  authorize"  them.  3.  Under 
Ihe  act  of  1861  (incorporating  ihc  North  Chicago  Cily  Railway  Co.) 
as  amended  by  the  act  of  1865  similar  rights  were  secured  in  tlie 
north  division  of  Ihe  cily.  4.  'That  later  ordinances  arc  definitions 
of  the  old  grant  and  not  new  grants. 

The  letter  of  Judge  Grosscup  in  answer  to  the  petition  of  the  re- 
ceivers is  published  on  page  413  of  this  issue,  and  from  this  it  will 
be  seen  that  Ihe  court  dismisses  with  contempt  the  conlenlion  that 
the  99-year  act  is  unconstitutional,  and  is  sufficiently  convinced  of 
Ihe  juHiice  of  the  railway's  claim  to  authorize  the  expenditure  of 
large  sums  in  improvcmcnis.  Coupled  with  the  order  for  improve- 
ments and  an  offer  lo  Cf>-operate  in  any  allempt  at  amicable  adjust 
mcnt.  Judge  Grosscup  inslrucls  Ihe  receivers: 

"lo  suffer  no  inlerfcrcncc  with  your  possession  of  any  of  the 
streets  iianu-d  in  Ihe  legislative  grants,  or  occupied  by  the  companies 
named  in  Ihe  legislative  grants,  or  their  successors,  under  ordinances 
of  the  city,  which,  in  Ihc  view   I   have  outlined,  are  to  be  treated 


as  subservient  to  the  legislative  grants.  .Any  atuniplcd  interference 
yini  will  report  promptly  10  me." 

This  view  of  the  legislative  grants  and  tlie  rights  undir  tlicni 
will  doubtless  affect  the  negotiations  now  pcuiliug  between  llie  city 
and  the  Chicago  Cily  Railway  Co. 

July  14th  the  court  appointed  an  attorney  to  represent  it  in  future 
negolialions  between  the  Union   Traction  company  and  the  city. 


STREET  RAILWAY  LAW. 

We  wish  to  say  a  few  words  regarding  our  efforts  to  solve  for 
street  railway  men  one  of  the  serious  practical  problems  that  for 
years  has  confronted  members  of  ihe  legal  profession,  that  of  keep- 
ing in  touch  with  the  current  decisions  of  the  many  courts  which, 
even  more  than  the  legislatures,  "make  the  law"  by  their  inter- 
pretation of  statutes  and  the  extension  of  old  principles  so  that  they 
may  apply  to  new  conditions.  It  is  perhaps  not  loo  nnicli  to  say 
that  the  printed  reports  of  the  decisions  of  .•\merican  supreme  and 
appellate  courts  each  year  equal  or  exceed  live  liulk  of  that  ancient 
law  library  which  it  was  said  "formed  a  load  for  seven  camels." 
'To  meet  this  condition  and  assist  the  lawyer  in  his  work  there  have 
been  published  many  digests  and  encyclopedias,  but  these  works  are 
of  themselves  too  voluminous,  as  well  as  too  technical  to  be  of  much 
assistance  to  the  layman,  who  quite  as  much  as  lawyers  should  have 
a  general  knowledge  of  that  branch  of  the  law  which  most  closely 
affects  his  business. 

Street  railway  officials  in  particular  have  special  need  of  pertincui 
legal  information,  because  they  are  brought,  through  their  subordi- 
nates, into  relations  with  more  persons  than  is  any  other  class  of 
business  men,  and  also  by  reason  of  the  rapid  development  of  their 
industry,  the  problems,  calling  for  some  general  knowledge  of  law, 
with  which  they  have  to  deal,  are  constantly  increasing  both  in  num- 
ber and  variety.  One  has  only  to  enumerate  a  few  subjects  such 
as  franchises,  transfers,  personal  injuries,  stock  issues,  consolida- 
tions, eminent  domain,  rights  of  way,  freight,  interchange  of  trafiic, 
change  of  motive  power,  etc.,  10  suggest  the  advantages  of  law  re- 
ports for  street  railway  men. 

When  the  "Review"  was  founded,  January,  1891,  one  of  its  fea- 
tures was  a  Legal  Department,  a  deparlment  that  has  been  contin- 
ued ever  since.  In  the  compilation  of  this  matter  the  aim  is  to 
cover  all  of  the  courts  of  last  resort  in  the  country  and  also  the 
inferior  courts,  such  as  .state  appellate  courts  and  federal  circuit 
courts,  the  decisions  of  which  are  regularly  reported,  and  abstract  the 
new  points  affecting  street  railways,  wliether  of  law  or  fact  that  are 
involved.  The  increasing  importance  of  the  questions  arising  in  the 
street  railway  field  led  us  in  iSg6  to  begin  the  publication  of  this 
series  of  decisions  in  book  form  under  the  title  "Street  Railway 
Law,"  the  fourth  volume  of  which  has  just  made  ils  appearance. 
These  books,  supplemented  by  the  "Recent  Decisions"  published 
ill  the  current  numbers  of  the  "Review,"  constitute  far  more  than  a 
digest,  being  a  conqiendium  of  the  decisions  and  iioi  a  mere  reprint 
of  head  notes. 


OIL  FOR  DUSTY  ROADBEDS. 

Tlie  Huston  &  Worcester  .Street  Railway  Co.  lias  made  arrange- 
nieiits  lo  sprinkle  its  roadbed  with  crude  petroleum  to  obviate  the 
ilusi  luiisancc,  and  keep  down  vegetable  growths,  and  will  be,  we 
believe,  the  first  street  railway  to  make  use  of  oil  for  the  purpose. 
Ill  1900  considerable  attention  was  directed  to  the  experience  of 
highway  supervisors  in  the  southern  part  of  California  who  had 
sprinkled  the  roads  in  their  care  with  oil,  and  the  data  then  avail- 
able placed  the  cost  at  $150  per  mile  per  annum  for  strips  12  ft.  to 
18  ft.  in  width;  steam  railroads  also  reported  the  cost  of  the  oil 
treatment  lo  Ix;  about  $150  per  mile  per  aiinuin,  'This  is  not  above 
twice  the  cost  of  water  sprinkling  which  on  city  lines  may  be  esti- 
mated at  from  $lCi  to  $20  per  mile  of  tnick  per  nioiilli,  for  20  ft. 
strips. 


GROWTH  OF  STREET  RAILWAYS. 

The  Census  Bureau  has  issued  a 'preliminary  report  on  the  street 
railways  of  the  country,  which  contains  statistics  for  8j7  operating 
companies  and  170  leased  lines;  the  total  track  (single)  in  1902  is 
given  as  22,577  miles  for  the  United  .Slates,  owned  by  849  companies, 
an  iitcrcase  of  178  |)er  cent  in  track  mileage  and  of  11.6  per  cent  in 
Ihc  number  of  companies,  as  compared  with  l8yo;  the  average  num- 
ber of  employes  for  the  year  1902  was  133,640,  who  received  wages 


3S8 


STREET  RAILWAY  REVIEW. 


(Vou  XIII,  No.  7- 


iiKgri"giitii>K  $So,--o,ooo;  the  iniiiilwr  of  |>.-ls^cllgcr.s  carried  was 
about  s.872,000,000.  The  average  length  of  track  operated  per  cuiii- 
paiiy  was  1 1  %  miles  in  t8t)0  and  27  2-3  miles  in  1902 ;  the  average 
number  of  rides  |icr  inhabitant,  including  the  entire  country,  is  given 
as  32  in  1890  and  as  (ij  in  igoj,  the  increase  in  this  figure  being  great- 
est in  the  South  Atlantic  States  and  least  in  the  Western  States,  and 
with  these  exceptions  pr.iclically  iniiform  in  all  parts  of  the  country. 
The  results  of  recent  consolidations  are  very  well  shown  by  a 
tabic  in  which  companies  arc  classified  according  to  the  length  of 
line  operated:-  Thus  in  1890,  557  out  of  6qi  cominnics  operated  less 
than  10  miles  of  line,  and  only  35  operated  more  than  20  miles,  2  of 
these  having  over  100  miles;  in  ig02,  304  companies  had  loss  than 
10  miles  of  line,  219  between  to  and  20  miles,  179  between  20  and  too 
miles,  and  25  operated  more  than  100  miles.  In  1890  the  lo-inilc 
roads  operated  40  per  cent  of  the  total  mileage,  and  the  loo-milc 
roads  4  per  cent;  in  1902  the  lO-milc  roads  had  al«>iit  11  per  cent  of 
the  total  and  the  ioo-mile  roads  26  per  cent. 


SOMETHING  FOR  NOTHING. 

Under  this  heading  we  described  in  the  May  "Review"  the  scheme 
of  a  concern  known  as  the  .'\merican  Street  Car  Transportation  Co. 
engaged  in  selling  street  car  tickets  by  means  of  an  "endless  chain" 
of  coupons.  It  is  gratifying  to  note  that  early  this  month  the  Post 
Office  Department  issued  a  fraud  order  against  the  company,  which 
will  hereafter  be  deprived  of  the  use  of  the  mails  in  the  conduct  of 
its  illegitimate  business. 

INDIANA  UNION  TRACTION  CO. 


.\  mortgage  securing  a  bond  issue  for  $5,000,000  given  by  llic 
Indiana  Union  Traction  Co.,  lessee  of  the  Union  Traction  Co. 
of  Indiana,  to  the  Girard  Trust  Co.,  of  Philadelphia,  was  filed  at 
.•\nderson.  Ind.,  July  7th.  This  gives  the  company  ample  funds 
to  complete  the  lines  proposed  and  for  improvements,  which  in- 
clude the  power  hou.se,  car  barns  and  shops,  to  he  built  at  .'An- 
derson. The  bonds  are  payable  in  30  years  from  July  I,  1903, 
and  bear  interest  at  s  per  cent  payable  semi-annually.  The  mort- 
gage names  80  of  the  92  counties  of  the  state  as  those  in  whicli 
the  company  proposes  to  operate,  and  more  than  250  towns 
through  which  its  lines  will  run.  In  leasing  the  Union  Traction 
Co.  the  new  company  guaranteed  dividends  increasing  from  j'/< 
per  cent  this  year  to  6  per  cent  in  1909,  after  which  the  latter  rate 
will  Ik-  maintained. 

The  company  will  have  in  operation  before  1904  over  360  miles 
of  electric  road.  It  proposes  to  run  sleeping  cars  between  Indianap- 
olis and  Columbus  in  the  near  "future.  The  route  will  be  through 
Richmond.  Dayton  and  Springfield,  over  the  lines  of  six  different 
companies.  Several  sleeping  cars  of  the  type  described  in  the 
"Review"  for  June  have  been  ordered  for  this  service  and  will  be 
delivered  to  the  Holland  Palace  Car  Co.  in  August.  They  will  cost 
$20,000  each.  The  sleeper  charge  will  be  $2  per  l>ertli,  or  $3  for  a 
compartment.  The  interurban  fare  between  Indianapolis  and  Co- 
lumbus is  about  one-half  the  railroad  tariflf,  and  the  sleeper  and 
fare  combined  will  be  less  than  the  steam  road  fare  of  $5.50.  Sleep- 
ing cars  will  also  be  operated  between  Indianapolis  and  Chicago 
when  the  Logansport  line  is  completed  to  that  city,  in  1904. 

The  company  has  also  ordered  several  buflfet  cars  from  the  St. 
Louis  Car  Co.,  for  "limited"  train  ser\ice  between  Indianapolis  and 
Muncic,  and  Indianapolis  and  Marion.  Each  run  is  about  Oo 
miles  and  will  be  made  in  two  hours.  The  fare  will  be  two  cents 
iwr  mile  and  the  charges   for  a  la  carte  service  will  be  moderate. 

The  company  has  been  experimenting  with  cars  equipped  with 
four  iio-li.  p.  motors,  and  in  a  recent  trial  between  Muncic  and 
Indianapolis  a  speed  of  65  miles  an  hour  was  obtained  on  a  slight 
down  prade. 

•-»-• 

NEW  WAGE  SCHEDULES  FOR  STREET  RAIL- 
WAY EMPLOYES. 


The  award  of  the  l>oard  of  arbitration,  made  on  the  demands  of 
employes  of  the  Metropolitan  West  Side  Elevated  Railway  Co„ 
Qiicago,  provides  for  an  increase  in  wages  amounting  to  about  10 
per  cent.  The  principal  features  of  the  award  are  as  follows:  All 
future  grievances  to  be  submitted  to  arbitration ;  the  union  agrees 
not  to  engage  in  sympathetic  strike;  inotormen  and  conductors  have 


10  hours'  work  within  13  consecutive  hours  a  day;  the  company 
does  nut  oppose  or  object  to  employes  becoming  members  of  the 
union. 

Motomien,  25  to  iS'/i  cents  an  hour;  acting  motormcn,  25  cents 
after  (*>  days'  employment.  Conductors,  21  cents  an  hour.  Regular 
guards,  $1.65  a  day  of  nine  hours,  ti'/i  cents  for  overtime;  extra 
guards,  17;^  cents  an  hour.  Switchmen,  25  to  28Vi  cents  an  hour. 
Couplers,  22  cents.  Towernicn,  30  cents.  Agents,  day  or  night,  12 
hours  a  day,  $1.65.  Porters,  $45  a  month.  Trackmen,  $57-35  a 
month.  Telephone  and  signal  wirunen,  25  cents  an  hour.  Switch 
and  signal  repair  men,  $06  and  $59.40  a  month.  Lamp  boys,  $50  a 
month.  Helpers,  l2'/j  cents  an  hour.  Carpenters,  27Vi  cents  an 
hour.  Plumbers,  $75  a  month.  Tinners,  27,'-^  cents  an  hour. 
Watchmen,  $150  a  day.  liridgemen,  $75  a  month.  Car  cleaner 
foremen,  $66  a  month;  car  cleaners,  $51  a  month.  Shop  men  who 
have  received  no  increase  in  pay  since  Jan.  I,  1902,  10  per  cent 
increase;  those  advanced  lesser  amount,  raise  equal  to  10  per  cent. 

A  new  wage  scale  has  been  agreed  upon  between  the  Union 
Elevated  R.  R.,  Chicago,  and  the  elevated  trainmen's  union.  The 
new  rates  follow:  Tuwermcn,  31 J4  cents  an  hour;  track  repair 
men,  $72  a  month;  trackmen,  $67  a  month;  electrical  repair  men, 
$65  a  month;  station  .igcnts,  $1.70  a  day;  ticket  choppers,  $1.70; 
platform  men,  $1.70,  and  porters,  $1.60.  The  last  four  become  effect- 
ive October  1st. 

The  car  men  of  the  Shamokin  &  Mt.  Carmel  Electric  Railway 
Co.,  Shamokin.  Pa.,  were  granted  an  increase  last  month  from  15 
to  l6Vs  cents.    They  had  asked  17;^  cents, 

The  conductors  and  motormen  of  the  Meriden.  Soinhington  & 
Compounce  Tramway  Co.,  Meriden,  Conn.,  were  advanced  beginning 
June  1st  to  19  cents  per  hour  for  the  first  year;  20  cents  for  the 
second  and  third  years,  and  21  cents  thereafter.  This  schedule  is 
the  same  as  paid  upon  all  the  other  divisions  of  the  Connecticut 
Railway  &  Lighting  Co. 

The  Wheeling  (W.  Va.)  Traction  Co.  has  notified  its  conductors 
and  motormcn  that  beginning  July  1st  they  will  receive  21  cents 
an  hour. 

The  Rapid  Trfansit  Co.  of  Chattanooga.  Tenn..  adopted  a  new 
wage  scale  June  29tli.  Conductors  and  motormen  who  have  been 
in  the  company's  employ  two  years  will  receive  16  cents  per  hour; 
three  years,  17  cents;  four  years,  18  cents.  The  old  rate  is  15  cents 
per  hour. 

Tri  City  Railway  Co.,  of  Davenport,  la.,  has  agreed  that  the 
crews  shall  work  to  instead  of  11  hours  and  has  increased  wages 
from  16  and  17'/;  cents  an  hour  to  18  and  20  cents. 

The  motormen  and  conductors  on  the  local  street  car  lines  in 
St.  Louis  have  been  voluntarily  granted  a  raise,  as  follows:  One- 
year  service  men,  i6;4  cents  an  hour;  two-year  men,  i7'/s  cents; 
three-year  men,  18;.^  cents. 

The  conductors  and  motormen  of  the  Williamsport  (Pa.)  Passen- 
ger Railway  Co.  have  been  granted  an  increase  of  a  little  more  than 
5  per  cent.  The  regular  men  will  receive  l8j^  cents;  extra  crews, 
17!^  cents  an  hour. 

The  employes  of  the  Springfield  Railway  &  Light  Co.,  Spring- 
field. 111.,  have  received  a  wage  increase.  For  one  year's  service, 
or  less,  the  rate  is  16^  cents,  an  increase  of  iV4  cents  per  hour; 
two  years,  17^^  cents;  three  years,  i8'/j  cents.. 

The  Bay  City  (Mich.)  Consolidated  Street  Railway  Co.  has 
granted  its  employes  an  increase  in  wages. 

The  Michigan  Traction  Co.,  of  Kalamazoo,  Mich.,  increased  the 
pay  of  all  employes,  the  increase  averaging  25  cents  per  day.  One- 
year  men  get  17  cents  an  hour;  two-year  men,  18  cents;  three-year 
and  interurban  men,  19  cents.  The  men  work  straight  12  hours 
without  losing  time  between  runs. 

The  Tacoma  Railway  &  Power  Co.  has  advanced  its  employes' 
wages  Iwginning  July  1st.  Regular  men  get  20  cents  per  hour;  ex- 
tras, 18  cents. 

The  Public  Service  Corporation  of  New  Jersey  has  granted  an 
increase,  beginning  July  1st,  to  motormen  and  conductors  of  alxiut 
It  per  cent,  10  hours  to  constitute  a  day's  labor. 

The  Wheeling  Traction  Co..  Wheeling,  W.  Va.,  increased  the 
wages  of  its  motormen  and  conductors  to  20  cents  an  hour,  taking 
eflfect  July  1st. 

The  .Aurora,  Elgin  &  Chicago  Railway  Co.  has  increased  the 
w.ages  of  its  motormcn  and  conductors  of  the  city  lines  of  Elgin, 
.'\urora.  Yorkville  and  Carpenlersville  according  to  length  of  serv- 
ice, the  average  increase  being  about  10  per  cent. 


July  20,  igoj.] 


STREET  RAILWAY  REVIEW. 


38^ 


Rockford  &  Interurban  Railway  Co, — IL 


Rockford    &    Freeport   Electric    Ry. — Park    System    of  the    Rockford    &    Interurban    Railway    Co.- — Financial 

Statistics — Personnel. 


ROCKFORD  &  FREEPORT  DIVISION. 
The  Rockford  &  I'Veeport  Electric  Ry.  which  is  now  under  con- 
stniction  is  at  present  a  separate  organization  from  the  Rockford  & 
Interurban  but  is  being  built  by  practically  the  same  interests.  The 
road  will  be  operated  under  the  management  of  the  Rockford  & 
Interurban  for  one  year  after  its  completion  and  the  properties  will 
then  be  consolidated  on  the  basis  of  their  earning  capacities.  The 
new  line  starts  in  the  West  End  in  Rockford  and  runs  west  parallel  to 
the  Stale  road  on  a  private  right  of  way  for  a  distance  of  five 
miles  to  a  point  I'i  miles  northeast  of  Winnebago.  It  then  runs 
straight  through  Winnebago  on  Bluflf  St.  until  it  reaches  the  Chi- 
cago &  Northwestern  Ry.  tracks  which  it  parallels  on  its  private 
right  of  way  to  Pecatonica.  Here  the  road  diverges  slightly  from 
ihc  N'orthwestern  tracks  running  through  Pecatonica  on  Second 
St.  after  which  it  again  approaches  the  Northwestern  tracks,  passes 


outs.  Span  construction  is  used  for  the  overhead  w-ork,  a  double 
trolley  wire  No.  000  grooved  section  will  be  erected  over  the  whole 
line.  About  12  miles  of  the  road  is  already  graded  and  at  points 
it  has  been  found  necessary  to  do  considerable  cutting  in  rock.  The 
maximum  cut  was  15  ft.  in  depth  and  800  ft.  long.  About  400,000 
yards  of  material  will  be  handled  in  grading  the  28  miles  of  road. 

An  interesting  feature  of  this  work  is  the  changing  of  the  course 
of  the  Pecatonica  River  in  two  places.  In  one  of  these  places  the 
river  has  a  U-shaped  channel,  the  bend  washing  the  edge  of  the  Chi  • 
cago  &  Northwestern  right  of  way.  This  bend  in  the  river  crosses 
.the  Rockford  &  Freeport  right  of  way  twice  and  in  order  to  do 
away  with  the  construction  of  two  trestles  it  was  decided  to  dig 
a  new  bed  for  the  river,  cutting  out  the  curve  and  filling  in  the  old 
river  bed  where  it  crossed  the  company's  right  of  way.  The  new 
channel   to  be   dug  at   this   point  is   1,250  ft.   in  length.     Nearly  a 


ili.\   I.N  SK.SSKPN,  ll.\KI.K..M   I'AKK.  KOtKlDKIl. 


through  Ridolt  to  a  point  cast  of  Ereeiiort ;  here  the  line  curves 
into  Taylor  Ave.  opposite  the  Fair  Grounds  where  it  connects  with 
the  Icx-al  street  railway  line  over  whose  tracks  it  runs  to  the  Ste- 
phen«>n  St.  terminal.  The  total  length  of  the  line  is  28  miles,  all  of 
which  is  .single  track  with  turnouts.  The  line  is  Iwing  very  sub 
tiantially  built  with  the  idea  of  attaining  high  speed  and  with  a 
view  '>f  handling  carload  freight.  Its  maximum  curvature  is  6°  and 
the  maximum  grade  is  2  per  cent  for  2,000  ft.  The  track  is  laid 
with  "o-lb.  'I'-rail  of  A.  S.  C.  E.  standard  section  on  cedar  ties 
spaced  2  ft.  lictwccn  centers.  The  joints  were  furnished  by  \h~ 
Weber  Railway  Joint    Manufacturing  Co. 

There   arc  ten   turnouts   in  addition  to  the  terminals   and   sema- 
phores nia<lo  by  the  Page  Iron  Works  arc  to  be  installed  at  all  turn- 


similar  condition  exists  at  another  point  along  the  line  and  at  this 
place  a  new  channel  about  600  ft.  long  will  be  dredged  and  the  old 
channel  filled  in.  The  Pecatonica  River  is  about  125  ft.  wide  and 
10  ft.  deep  at  these  points  and  has  a  current  of  about  one  mile  an 
hour.  The  company's  right  of  way  has  a  minimum  width  of  50 
ft.  and  a  maximum  width  of  100  ft.  at  places  where  it  was  found 
necessary  to  barrow  considerable  material.  The  road  will  require 
one  bridge  at  a  place  called  Nevada.  This  bridge  will  contain  one 
steel  truss  spaji  127  ft.  long  and  girder  spans  making  the  total  length 
of  the  bridge  .300  ft.  The  standard  cuts  have  a  20- ft.  base  and  the 
fills  a  14-ft.  base.  The  poles  are  set  with  a  considerable  rake  away 
from  the  center,  those  on  one  side  containing  a  short  cross-arm  on 
which   the  company's   private  telephone  circuit   runs  and   the  poles 


3«><) 


STREET  RAILWAY  REVIEW. 


(Vol   XIII.  No.  7. 


uii  the  opposite  side  coiuaiii  two  cross-arms  (or  the  three  phase  s>s 
■  em.  Tlie  triangle  formed  by  the  three-phase  insulators  lies  on 
the  side  of  the  poles  away  from  the  track  and  the  sides  of  the  Iri- 
Angle   measure  39  in.     The  standard   arrangement   of   circles  and 


SUB-STATIONS. 
Ihere  will  be  three   sub-stations  along  the   line  located  at   Win- 
nebago, Pecatonica  and  Ridoll.    These  sub-stations  are  located  only 
about    7    miles    apart    so   that    with    the   exception    of    the   one   at 


STANDARD  Ol'KN   UKAIN,  Kl>LKI-(lKI)  j;    I'KKKPOKT   KI.IXTRIC  RY. 


culverts  for  this  line  are  shown  in  the  accompanying  illustration.  Ridott   they  will   feed   only  about  i'A   miles   to  either  side.     This 

The  power  for  this  road   will  he  furnished  by  the  Edison  Co.  of  current  is  carried  by  the  double  trolley  circuit  without  feeders  ex- 

Rockford  which  will  supply  a   13,200-voll  alternating  current  which  copl  belweeii  Ridott  and  Freeport  where,  owing  to  the  greater  dis- 


/2'i/Z'      5 


■6 

c 


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%-3  >.3~^/amf: 


^c/i  &AX/^ 


^ ' 1-^ 

\y   \        -     v^        V        -';     - 


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an 


a 


T^^^^^^^X^^^M'.^^v^ 


STAN'DARI)  liOX  CULVERT,  ROCKFORD  &  FREEPORT  ELECTRIC  RV. 


will  be  carried  to  three  sub-stations.  The  transmission  lines  will 
consist  of  No.  4  B.  &  S.  gage  copper  carried  on  porcelain  insulators 
7  in.  in  diameter,  5"/^  in.  high  and  with  a  top  groove  of  Y^  in.  These 
are  carried  on  locust  pins   xVi^  in.  in  diameter,  wYi  in.  long. 


tancc  the  trolley  wires  will  be  supplemented  by  No.  0000  feeder. 
While  it  is  recognized  that  these  sub-stations  are  considerably  closer 
together  than  is  necessary  from  an  engineering  standpoint  these 
three  places  will  form  passenger  and  express  stations  for  the  line 


Jl-LY   20,    1903] 


STREET  RAILWAY  REVIEW. 


391 


and  by  locating  the  sub-stations  at  these  points  the  cost  of  addi- 
tional feeders  would  be  saved  and  by  making  them  regular  pas- 
senger stations  the  cost  of  sub-station  attendance  would  also  be 
reduced,  as  one  man  will  be  able  to  attend  to  all  the  business  o£ 


port  line  from  the  St.  Louis  Car  Co.  These  cars  will  be  46  ft.  4  in. 
over  all  in  length  with  34-ft.  bodies.  The  width  over  the  panels  is 
8  ft.  8  in.  and  the  distance  between  the  truck  centers  32  ft.  The 
truck  wheel  base  is  6  ft.  i  in.  and  the  height  of  the  sills  above  the 


3 


"'  lj[iJ  Uutj'U'u'uuijuLjLi[LiLjuULi'U'uUuuUu| 


ST.\Nn.\Rn  PILE  TRESTLE,  ROCKFORP  ,t  FREEPORT  ELECTRIC  RY. 


each  station.  These  buildings  will  be  one  story  liigli  built  of  brick 
with  stone  trimmings  and  will  contain  a  passenger  waiting  room. 
an  express  room  and  a  ticket  office  in  addition  to  the  transformer 
room  where  the  machinery  is  located.  These  buildings  are  sur- 
rounded on  three  sides  by  a  platform  which  just  sufficiently  clears 
the  track  to  allow  standard  steam  road  box  cars  to  clear  them  and 
a  branch  track  will  be  run  on  the  opposite  side  of  the  sub-station 
where  freight  cars  may  be  sidetracked  and  unloaded  directly  into  the 
express  room.  A  wagon  road  is  provided  on  two  sides  of  the  house 
where  trucks  may  drive  up  to  load  and  unload.  The  three-phase 
circuit  will  be  delta  connected  in  starting  the  line  giving  the  feeders 
a  voltage  of  13,200  but  arrangements  have  been  made  throughout 
the  line  and  sub-stations  for  subsequently  making  V-conncctions 
and  raising  the  voltage  to  22,000.  The  transformers  in  the  sub-sta- 
tions will  be  of  75  kw.  capacity,  one  to  each  phase  and  25  cycles. 
The  line  current  will  be  stepped  down  to  370  volts  for  the  rotaries. 
The  rotary  converters  will  be  4-pole  General  Electric  machines  of 
20O-kw.  capacity  running  at  750  r.  p.  m.  and  converting  to  600  volt 
direct  current.  The  reaction  coil  for  the  transformers  will  be 
mounted  directly  in  front  of  each  set  of  transformers  and  on  top 
of  the  reaction  coil  there  will  be  mounted  the  alternating  current 
rotary  converter  starting  panel.  The  switchboard  will  be  located 
on  the  side  of  the  room  opposite  the  transformers  and  will  contain 
one  20O-kw.  i3,20O-%'olt  alternating  current  rotary  converter  panel, 
one  alternating  current  volt  meter  on  swinging  bracket  and  po- 
tential transformer,  one  200-kw.  600-volt  direct  current  rotary 
converter  panel,  two  600-ampcre,  600-volt  direct  current  feeder  pan- 
cN,  one  7SO-volt  station  volt  meter,  one  13,200  outgoing  line  panel, 
and  six  I3,300-volt  lightning  arrester  switches.  The  Chicago  En- 
gineering &  Constructing  Co.,  formerly  Weston  Bro.s.,  is  in  charge 
of  ihc  construction  work  of  the  road.  This  work  is  under  the  direct 
supervision  of  Mr.  George  Weston,  under  whose  direction  Mr.  J.  U. 
Darnell  is  in  charge  as  resident  engineer. 

ROLLING  STOCK. 
Six  intcrurban  cars  have  been  ordered  for  the  Rockford  &  Free- 


rail  is  38  ill.  Tlic  height  from  the  bottom  of  sills  to  the  top  of 
the  deck  is  9  ft.  3  in.  These  cars  will  be  mounted  on  23-B.  M.  C.  B. 
St.  Louis  trucks  and  will  be  equipped  with  4  G.  E.-S7  motors, 
Christensen  Air  Brakes  and  2  K-14  controllers.  These  cars  will 
have  a  separate  compartment  for  smokers  seating  16  passengers 
and  the  total  seating  capacity  of  the  car  is  48.  These  cars  will 
be  provided   with  rcinovahlo  storm   windows,   wire  gauze  head  lin- 


.:  "!»«  i 


:#' 


4ll«^f 


VIEW   IN   WASIlINl/l'ON  I'ARK. 

iiigs,  reversible  back  cross  seals  with  center  aisle-  iiml  will  be  hcaleil 
by  Peter  Smith  liol  water  liealers.  'I'licsi-  cars  have  been  ordered 
for  delivery  Ori    i.  i'/D3. 


392 


STREET  RAILWAY   REVIEW. 


I  Vol.  XIII,  No  ^. 


PARKS. 
Till-  o>iii|ian)  utiiTuto  U\i>  parks  calird  Harlem  I'ark  aiiii 
Washington  I'ark.  \Va>liiiiKt<>ii  I'ark  is  situated  on  the  Bclvi- 
(Icre  division  near  Cherry  N'alley  and  is  a  lieautifnily  wooded 
grove  used  very  largely  for  church  and  stHriety  picnics  and 
ontings.  The  company  offers  this  park  free  of  charge  to 
Sunday  schools,  lodges,  etc.  It  contains  good  water,  tahlcs, 
ample  sealing  capacity  and  its  natural  iMauly  has  made  land- 
scape gardening  and  artificial  attractions  unnecessary.  Harlem 
I'ark  is  situated  on  the  Rock  River  at  the  outskirts  of  the  city  of 
Rnckfnrd  and  unlike  Washington  I'ark  contains  a  large  Chautauqua 
auditorium,  a  theater,  dancing  pavilion,  ice  cream  pavilion,  lunch 
room,  bathing  houses,  steamlH>at  wharf,  shooting  galleries,  merry-go- 
rounds,  bowling  alleys  and  a  small  collection  of  animals.  The  park 
covers  a  tract  of  -v  acres  lying  along  llic  river  bank  and  boating  is 
one  of  the  principal  attractions  of  the  park      .\  new  aiuuseincnt  fca- 


ilie  accompanying  illustrations  is  a  view  of  the  park  taken  from 
the  opixisite  side  of  the  river  during  a  Chautauqua  session,  showing 
the  park  lined  with  tents  along  the  banks  of  the  river.  During 
this  meeting  on  one  Sunday  evening  in  .\ugusl,  nj02,  there  were 
7.500  people  in  the  park  during  the  day  and  5,500  on  the  grounds  at 
one  time.  Ihe  auditorium  contained  4,)too  people  on  this  occasion 
and  there  were  carried  on  the  cars  to  the  park  6,200  passengers. 
This  large  number  of  passengers  was  handled  without  crowding 
in  trains  of  one  motor  car  and  two  trail  cars  which  were  run  on 
two  minutes  headway,  fifteen  trains  l>eing  in  .service.  The  crowd 
was  haiKlled  by  Mr.  (ironcman,  who  announced  the  arrival  and 
departure  of  the  trains  by  ineaiis  of  a  megaphone.  Mr.  Groneman 
has  been  very  successful  in  organizing  outings,  large  picnics,  etc.. 
at  l>oth  of  the  company's  parks  and  has  succeeded  in  booking  a 
large  numlH-r  of  attractions  which  have  added  very  largely  to  the 
pleasure  traffic  of  the  road.      The  company  constantly  distributes  a 


inti;kii>k  iir  ch.\ut,\iijia  .\uditokic.m.  ii.vkll.m  iakk. 


turc  is  being  erected  this  season  which  consists  of  a  water  nierry-go- 
round.  This  consists  of  a  number  of  boats  connected  to  a  central 
shaft  after  the  fashion  of  the  ordinary  merry-go-round,  the  whole 
being  driven  by  an  electric  motor.  The  season  at  Harlem  Park  was 
opened  May  23d  with  a  concert  by  the  Thomas  Orchestra,  at  which 
Campanari,  and  other  prominent  soloists  appeared.  The  auditor- 
ium building  in  which  Chautauqua  meetings  arc  held  each  year  is 
a  circular  structure  seating  3,000  people  and  containing  a  stage 
too  .\  50  ft.  in  area.  The  design  of  the  building  is  unusual  from 
the  fact  that  it  contains  no  columns  whatever,  the  roof  being  sup- 
ported by  trusses  as  shown  in  one  of  the  illustrations.  The  ar- 
rangement of  the  scats  is  also  shown  and  the  building  contains  no 
flooring.  It  also  contains  no  windows  in  the  side  walls  except 
those  behind  the  stage  and  the  openings  are  built  with  sliding  doors 
which  when  opened,  give  a  free  circulation  of  air  through  the  build- 
ing in  all  directions.  The  acoustic  properties  of  this  building  arc 
excellent  as  a  conversation  can  be  carried  on  in  an  ordinary  tone 
of  voice  between  the  stage  and  the  furthest  extremity  of  the  build- 
ing. The  building  is  in  great  demand  for  Chautauqua  assemblies, 
reunions,  political   meetings   and   gatherings  cf   all   kinds.     One   of 


large  amount  of  advertising  matter  and  owing  to  its  cordial  rela- 
tions with  the  local  newspapers  its  resorts  arc  kept  well  before  the 
public.  Since  the  building  of  the  Belvidere  division  the  feeling 
of  rivalry  which  had  heretofore  existed  between  these  towns  has 
given  way  to  more  amicable  relations  and  the  increased  intercour.se 
between  these  places  has  added  vei'y  largely  to  the  company's  inter- 
urban   receipts. 

FINANCIAL. 
The  Rockford  &  Intcrurban  Railway  Co.  was  incorporated  October 
I,  1902,  and  is  a  consolidation  of  the  Rockford  &  Belvidere  Electric 
Railway  Co.  and  the  Rockford  Railway,  Light  &  Power  Co.  It  has 
an  authorized  capital  stock  of  $1,000,000  of  which  $750,000  has  been 
issued.  This  stock  has  been  placed  on  a  permanent  dividend-paying 
basis  of  I  per  cent  quarterly.  It  has  an  authorized  bonded  in- 
debtedness of  $800,000  of  which  $150,000  was  reserved  to  retire  a 
like  amount  of  consolidated  5  per  cent  bonds  of  the  Rockford  Rail- 
way, Light  &  Power  Co.  The  remaining  amount  of  the  Imnds  was 
reserved  for  extensions  and  additions  to  the  properly  to  Ik  used 
in  the  proportion  of  85  per  cent  of  the  cost  of  extensions  and  im- 
provements to  the  property. 


JlLY  20.  1903] 


STREET  RAILWAY  REVIEW. 


393 


The  earnings  of  the  company  for  the  first  four  months  of  this 
year,  the  operating  expenses,  net  earnings,  etc.,  are  shown  in  the 
accompanying  table: 


Jan. 
Feb. 
Mar. 
.\pr. 


a.  u 

C 


'4. 


ill 
=  2 


.:i;i4.078.i9  5  8,68.>.oS  $  5,39().ii  $2,917.12  $2,4-8.99 

.    12.591.43  8,289.51  4.301.92  2,901.88  1,400.04 

.    14409.94  8>322-37  6,087.57  3,006.05  3.081.52 

.   14,026.96  9.055-61  4.97I-3S  3.034-95  !,936.40 


$55,106.52    $34-349-5"    $20,756.95    $11,860.00    $  8,896.9s 

The  gross  earnings  from  Jan.  i   to  Apr.  30,   1903,  inclusive  were 

$55,106.52.     The  earnings   of  the  two  consolidated   companies   for 

the  corresponding   period   in    1902   were  $42,318.48,    showing  an   in- 


first  contract  ever  closed  by  the  i'homson-lhniston  Co.  for  install- 
ing an  electric  railway.  In  1889  this  road  was  sold  to  the  present 
Dcs  Moines  Street  Railway  Co.  Judge  Baylies  was  then  made 
president  of  the  Springfield  (HI.)  City  Railway  Co.,  where  he  re- 
mained until  1893.  In  1889  he  bought  and  electrically  equipped  the 
system  at  Rockford.  He  also,  about  the  same  time,  built  an  elec- 
tric railway  in  Brazil.  Ind.,  which  he  subsequently  sold  to  Stone  & 
Webster,  who  consolidated  it  with  the  Terre  Haute  system.  Judge 
Baylies  has  been  president  of  the  Rockford  system  for  14  years. 

Mr.  T.  M.  Ellis,  general  manager  of  the  company,  is  a  New 
Yorker,  having  been  born  in  Whitcstone  in  1861.  At  the  age  of 
18  he  started  in  the  street  railway  business  as  a  conductor  and 
steadily  advanced  until  he  was  made  assistant  superintendent  nf 
the  Utica  Belt  Line.  He  was  next  employed  in  a  responsible  capac- 
ity by  the  Edison  General  Electric  Co.  of  New  York,  from  which 
place  he  came  to  Rockford  in  July,  1892.  as  general  manager  of  the 
Rockford  City  Railway  Co.  Under  his  management  the  Rockfoi-d 
system  has  been  alinost  entirely  rebuilt,  new  lines  have  been  ex- 
tended to  cover  all  parts  of  the  city,  the  service  has  been  greatly 
improved  and  larger  cars  have  been  put  in  use,  and  the  system  in 
general  has  been  ]nit   into  a   first  cla'is   condition.    Mr.   Kllis  enjoys 


.1    cll.^l    I  .,1  .ilIA   AITDlTORltlM.  H.\RI.f:M   l".\KK. 


.crease  for  the  four  months  of  $12,788.04.  or  an  average  increase  per 
day  of  $106.56.  llic  nunilxT  of  cars  operated  each  year  were  16, 
14  being  city  and  2  interurlian  cars.  The  report  of  earnings  for 
Wednesday,  June  4,  1902.  which  was  a  specially  heavy  day,  being 
tlie  occasion  of  the  Woodman's  picnic  in  Harlem  Park,  was  given 
in  part  I  of  this  article.  The  total  receipts  for  the  day  and  the 
flescriplion  of  the  receipts   were  shown  in  this  table. 

PERSONNEL. 

The  officers  and  operating  staflf  of  the  Rockford  &  Intcrurban 
Railway  Co.  arc  as  follows:  President.  R.  N.  Baylies;  vice-presi- 
denl,  John  Parson;  secretary,  G.  G.  Olmsled;  treasurer,  W.  F. 
WoodrnfT;  general  manager,  T.  M.  Ellis;  auditor,  V.  W.  McAssey; 
superintendent  of  Iransporlalion,  Charles  C  Lines;  express  and 
passenger  agent.  J.  II  fironcman  ;  superintendent  of  track  and  lines, 
C.  J.  McCarly. 

Judge  R.  N.  Baylies,  president  of  the  company,  is  a  native  of 
l.'niisiana  and  was  educated  at  the  Slate  University  at  Iowa  City,  la. 
After  practicing  law  in  Den  Moines,  la.,  for  .several  years  he  was 
elected  judge  of  the  circuit  court.  Me  subsequently  became 
president  of  the  Broad  Gage  Street  Railway  Co.,  of  Dcs  Moines, 
which  wa?  at  that  lime  a  horse  railway,  and  on  July  5.  1888,  he 
conlracled  with  the  rhonisonHouston  Company  to  i(|uip  the  road 
with  elcctricily.     This  contract  is  of  special  interest  as  being  the 


the  utmost  confidence  not  only  of  the  directors  but  of  bis  employes 
as  well  with  whom  he  has  established  the  most  friendly  relations. 
Although  a  strict  disciplinarian  no  one  is  quicker  to  appreciate  and 
reward  faithfid  .service.  He  is  a  hard  worker  and  keeps  in  touch 
with  the  smallest  detail  of  every  deparlmcnl  under  his  m.-uiage- 
mcnt. 

Mr.  McAssey,  auditor  of  the  company,  was  born  in  Ripon,  Wis.. 
and  educated  at  Ripon  College.  After  graduating  from  college 
he  took  a  bookkeeping  course  and  in  1892  was  made  cashier  and 
lK>okkeepcr  of  the  Rockford  Railway,  Light  &  Power  Co.  He 
has  been  contiiuiously  connected  with  the  Rockford  system  since 
that  time  and  was  advanced  to  the  position  of  auditor  of  the 
Rockford  &  Intcrurban  Railway  Co.  in  1902. 

Mr.  Lines,  superintendent  of  Iransporlalion,  was  born  and  edu- 
cated in  Momoe,  III.,  and  at  the  age  of  18  entered  the  business 
college  in  Rockford.  He  was  first  employed  by  the  Rockford 
Railway,  Light  &•  Power  Co.  in  1895  as  motorman  and  advanced  by 
successive  promotions  to  the  position  of  superintendent  of  trans- 
portation, in  which  capacity  he  has  served  the  company  since   1898. 

Mr,  Groneman.  general  passenger  and  express  agent,  is  :i  native 
of  Rockford.  where  he  was  for  yA  years  water  works  inspector  for 
the  city.  He  then  went  into  newspaper  work  and  for  8  years  was 
connected    with    the    Register-Gazette,    of    Rockford,   as    circulation 


;^94 


STREET  RAILWAY  REVIEW. 


(Vol.  Xm,  No.  7. 


manager.  In  this  capacity  he  became  widely  acquainted  in  Rock- 
ford  and  the  siirroiMiding  territory,  lie  has  also  acted  at  different 
times  as  manager  fr>r  varimis  shows  anil  entertaiiwnents.  In  Jnne, 
1002,  he  was  appointed  to  his  present  |HMition  with  the  railway  com- 
pany and  innch  of  the  success  of  the  express  department  is  due  to 
his    active   and    ahlr    management. 


point  for  fruit,  grain  and  other  |>roduce,  and  4'/»  miles  beyond 
Jewell  is  Defiance,  the  county  scat  of  Uetiance  County,  with  a  popu- 
lation exceeding  7,000,  several  large  industries  and  a  popular  pleas- 
ure island  in  the  Maumec  Kiver. 

Passing  through  the  town  of  ICnnnell  the  roail  will  reach  Pauld- 
ing, the  county  seat  of  Paulding  County,  which  like  Florida  has  no 


K.  N.   IlAVI,li:S. 

Mr.  C.  J.  McCarty,  superintendent  of  track  anil  overhead  Inks, 
was  born  in  Logansport,  Ind.,  in  1875,  and  was  educated  in  the 
University  of  Illinois.  He  started  in  business  in  1899  in  the  electri- 
cal department  of  the  Chicago,  Burlington  &  Quincy  Ry.  and  in  1898 
was  made  superintendent  of  the  electric  lighting  plant  at  Rock 
Falls,  111.     In  1900  he  was  employed  by  the  engineering  department 


T.  .M.  Kl.Lls. 

railroad  connections;  its  population  is  S,<XX).  Leaving  Paulding  the 
line  passes  through  Latty,  Ilaviland  and  Cavett,  which  are  three 
miles  apart ;  then  comes  Van  Wert,  the  county  seat  of  Van  Wert 
County,  with  its  extensive  manufactures  and  oil  industries.  Next 
in  order  come  Ohio  City,  whose  population  is  rapidly  increasing; 
then  Rockford,  which  has  a  large  farming  trade;  Mercer,  an  enter- 


W.  MtASSEY. 


C.  C.  LINES. 


J.  U.  l.KONEMAN. 


of  the  Aurora,  lilgin  &  Chicago  Ry.  ami  was  appointed  lo  his  pres- 
ent position  early  in   1903. 


PEOPLES  RAPID  TRANSIT  RAILWAY  CO. 


The  route  of  the  Peoples  Rapid  Transit  Railway  Co.,  of  I'olcdo. 
which  is  building  an  electric  intcrurban  system  between  Toledo  and 
Cincinnati,  as  mentioned-  in  the  "Review"  for  June,  lies  through 
a  thrifty  section  that  is  calculated  to  make  the  enterprise  profitable, 
combining  as  it  will  passenger,  express  and  freight  services.  Leav- 
ing Toledo  from  the  west  side,  the  road  will  pass  in  proximity  to 
the  state  hospital  and  on  through  Monclova,  Whitehouse,  Neapolis. 
Colton  and  Liberty  Center  to  Napoleon,  the  county  seat  of  Henry 
County,  noted  for  its  manufactures.  West  of  Napoleon  aj/j  miles 
is  Okolona.  and  2}^  miles  further  on  is  Florida,  which  has  no  rail 
road,  and  with  its  mills  and  elevators  its  only  outlet  will  be  the 
new   road      Next   to   Florida   is   Jewell,   which   is  a   large   shipping 


prising  village;  Cclina,  the  county  seat  of  Mercer  County,  and  the 
center  of  the  oil  operation  of  Ohio;  Carthagena,  also  without  rail- 
road connections;  St.  Henry,  New  Weston,  Rossville,  .\nsonia,  and 
Greenville,  the  last-named  being  the  county  seat  of  Darke  County. 

Leaving  Greenville,  passing  south  through  Ft.  Jefferson.  Eaton,  the 
county  seat  of  Preble  County,  is  reached ;  then  after  touching  several 
small  towns,  Hamilton,  the  chief  manufacturing  city  in  the  state.  The 
rest  of  the  distance  to  Cincinnati  is  through  a  continuous  chain  of 
flourishing  villages.  Sleepers  and  through  express  cars  will  be 
run  regularly  between  Toledo  and  Cincinnati. 

The  main  office  of  the  company  is  at  No.  410  Spitzer  Building, 
Toledo,  O.  The  board  of  directors  is  composed  of  representative 
men  chosen  from  each  county  seat  through  which  the  road  will  pass. 


A  sunnncr  session  was  opened  July  8th  at  the  Thomas  S 
Clarkson  Memorial  School  of  Technology,  Postdam,  N.  Y.  Electric- 
ity and  electrical  engineering  are  among  the  courses  offered.  The 
fourth  annual  commencement  of  the  college  was  held  June  19th. 


Jl-lv  20,  1903.] 


STREET  RAILWAY  REVIEW. 


395 


TERMINAL  FACILITIES. 


Editor  "Review" :  Your  valuable  article  on  "Terminal  Track 
Kacilities,"  in  the  May  number  of  the  "Review,"  has  just  reachci^ 
nic.  It  is  suggestive  in  many  ways,  and  particularly  useful  because 
among  the  plans  are  several  that  embody  the  fundamental  principles 
of  correct  station  design.  Terminals  for  both  steam  and  street 
railways  are  in  general  badly  designed.  Possibly  this  is  because  so 
little  has  been  written  upon  the  subject,  .^iftong  their  chief  faults 
arc:  Lack  of  capacity,  inconvenience  and  unnecessarily  long  dis- 
tances over  which  people  must  walk.  .As  a  rule  they  cannot  handle 
people  fast  enough  during  the  rush  hours.  Storage  and  the  pas- 
."ienger  terminal  facilities  are  made  to  occupy  the  same  ground. 
In  many  cases,  crowds  are  of  necessity  too  large  for  the  space  ac- 
tually used,  yet  in  nearly  all  st.itions  there  are  immense  areas  that 
arc  not  properly  utilized.  The  following  ideas  for  a  terminal  sta- 
tion are  logical  deductions  from  the  fundamental  principles  which 
you  state : 

The  designs  are  for  the  standard  type  of  25  ft.  body  double  truck 
car,  occupying,  when  the  fender  is  down,  about  40  ft.  of  track. 

To  give  the  easiest  and  quickest  loading,  the  car  should  stand  with 
its  platform  openings  toward  the  passageway.  The  station  ought 
to  be  of  the  "through"  type  so  that  all  switching  may  be  done  at 
the  storage  or  ladder  tracks.  With  a  few  exceptions  in  the  East, 
terminal  stations  are  laid  out  with  "stub"  or  "dead  end"  terminal 
tracks,  these  wasting  both  time  and  space.  Cars  discharging  from 
them  must  be  started  by  a  headway  at  least  twice  the  length  of  the 
stub  track  plus  the  time  taken  for  loading  and  switching. 

On  a  through  track  cars  can  be  within  3  ft.  of  each  other  on  the 
stand  and  separated  in  headway  only  by  ihe  time  required  for  load- 
ing. 

With  four  tracks  arranged  as  loops,  cars  can  be  started  on  a 
headway  of  five  seconds.  At  the  Brooklyn  Bridge,  where  there  is 
not  always  an  ample  supply  of  cars,  the  headway  going  out  is  11 
seconds. 

By  the  arrangement  illustrated,  cars  may  be  started  as  quickly 
as  they  can  be  loaded.  If  this  time  can  be  reduced  inside  of  40 
seconds,  the  headway  could  be  made  5  seconds;  if  it  can  be  32  sec- 
onds, the  headway  might  be  4  seconds.  Practically,  it  seems  that 
loops  of  this  sort,  with  conveniently  arranged  storage  tracks,  can 
discharge  cars  as  rapidly  as  a  single  line  of  rails  can  take  thcni. 
TTie  surface  loops  at  the  Brooklyn  Bridge  are  essentially  defective. 
In  spite  of  that  fact,  they  are  handling  a  greater  number  of  cars 
than  are  sent  out  from  a  similar  terminal  space  anywhere  in  the 
world.  Some  of  the  defects  are  most  palp.ible.  The  passengers 
arc  obliged  to  cross  the  tracks  at  the  grades  and  in  front  of  mov- 
ing cars.  This  is  dangerous.  Many  accidents  happen,  and  at  times 
these  cause  delay  in  getting  the  cars  upon  their  stands.  Unloading 
and  loading  are  done  at  the  same  stations  and  at  the  same  time. 
This  slops  all  loading  at  one  door  until  the  unloading  is  finished. 
The  crowds  waiting  to  get  in  and  pressing  about  Ihe  steps  of  the 
car  delay  those  trying  to  alight.  .Accidents  arise  from  this.  A 
large  force  is  necessary  to  keep  Ihe  crowd  in  order,  guide  them 
to  their  proper  cars  and  prevent  them  from  being  run  over.  The 
grades  at  the  Brooklyn  Bridge  loops  exactly  reverse  the  ideal  con- 
ditions. There  is  a  steep  rlown-grade  toward  the  entrance  and  a 
sharp  up-grade  on  the  outgoing  side.  This  makes  it  necessary  to 
Mart  a  loaded  car  on  a  curve  and  a  rising  grade  at  the  same  time. 
The  cars  have  to  stand  on  the  curves,  as  the  tangents  are  too  short. 
But  this  makes  the  construction  compact,  the  whole  space  occupied 
by  the  loops  being  but  a  trifle  over  go  ft.  square. 

In  connection  wilh  the  engraving  shown,  the  essential  features 
of  the  plan  I  suggest  arc  easily  staled.  Several  tracks  arc  laid  par- 
allel, separated  by  platforms.  They  are  connected  at  one  end  by 
curves  and  switches  wilh  the  incoming  track.  .M  Ihc  opposite  cml, 
curves  connect  them  to  Ihc  outgoing  track.  Just  before  reaching  the 
parallel  tracks  or  lf>f>i(s.  an  unloading  plalforni  of  suilahle  length  is 
provided.    This  is  shown  in  the  plan  Figure  i. 

At  will  be  seen  from  Fig.  2,  nearly  all  of  this  track  is  placed  on 


a  low  trestle  witli  barely  room  beneath  it  for  a  tall  man.  The  clear- 
ance under  the  sleepers  need  not  be  more  than  7  ft.  In  many  parts 
of  the  country  there  would  be  but  few  kickers  who  would  object  to 
a  clearance  of  6  ft.  6  in.  Probably  the  total  elevation  need  not  ex- 
ceed 10  ft.  at  the  outgoing  platforms.  This  is  divided  into  two 
nights  of  5  ft.  each  wilh  a  broad  landing  between.  From  the  un- 
loading platform,  a  ramp  or  slope  can  be  used  to  advantage.  No 
one  alighting  from  the  incoming  cars  would  consider  the  elevation. 
Under  certain  conditions,  if  stairways  are  considered  objectionable, 
inclines  of  easy  grade  may  be  used  for  reaching  the  unloading  plat- 
forms. 

Glancing  again  at  the  plan,  it  will  be  seen  that  the  exits  from  llie 
park  arc  directly  opposite  a  series  of  eight  stairways  or  entrances  to 
the  station.  Where  there  are  several  lines  to  be  served,  each  one 
may  have  a  separate  platform  and  the  platforms  can  lie  divided  from 


1*  u*u*-a*Ti+um+u+u^z 


•^ry^z/ftv^  y  Sa'  r/f^A/CfS 


Sa^  T/PjfA'C  £'•5 


y/. 


each  other  not  only  by  the  tracks  but  by  cross  fences.  Although  not 
made  exactly  to  scale,  the  plan  gives  an  idea  of  Ihc  relative  sizes 
for  two  cars  on  the  tangents  of  the  loops  and  platforms  about  15 
ft.  in  width.  The  stairways  and  eiUrances  would  be  divided  from 
each  other  by  fences.  This  arrangement  has  Ihe  advantage  of  divid- 
ing the  crowds  into  very  small  units  which  are  entirely  isolated  from 
each  other.  There  are  fences  along  the  platforms  at  the  side  oppo- 
site the  car  entrances.  When  used  for  a  single  line,  the  cars  ntay  be 
arranged  to  leave  in  such  order  that  those  who  wish  to  obtain  seals 
and  those  who  wish  to  take  the  first  car  regardless  of  ability  to  get 
seals  can  be  easily  accommod.ited  and  the  order  of  leaving  indicated. 

When  a  park  has  an  elevation  at  Ihe  entrance,  Ihc  tracks  may  be 
placed  upon  Ihe  surface  instead  of  on  the  Ireslle.  The  unloadiiiK 
track  will  discharge  passengers  on  the  ground.  The  exits  from  the 
park  will  be  elevated  and  stairways  or  inclines  will  lead  down  to  ihe 
loading  platforms.  This  is  a  cheaper  arrangement  than  the  oilier. 
However,  the  stairways  have  to  be  longer  and  must  be  placed  at 
right  angles  to  ihe  line  of  progress  from  Ihe  exit  of  the  car  unless 
perhaps  Ihe  loops  are  placed  like  dead  end  tracks  endwise  to  Ihe 
exit.  This,  however,  involves  Ihe  undesirable  feature  of  iuireasing 
Ihe  distance  which  Ihc  passengers  have  to  walk. 

The  arrangement  shown  gives  a  greater  capacily  for  handling  \y,\s 
sengcrs  than  any  other   wilh  which   I  am  acquainted.     The  passen 


396 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  7- 


ner  has  llie  least  distance  to  walk.  It  gives  a  separate  terminal  if 
necessary  for  eight  different  lines.  The  passengers  for  each  arc  not 
intermingled  in  the  station.  In  other  words,  the  crowd  is  not  at- 
templing  to  pass  through  itself,  as  it  were.  When  once  collected,  the 
individual  units  are  small,  con.sequently  arc  easily  handled  and  the 
numl)cr  of  .itlcndants  reduced  to  a  mininnmi. 


It  may  be  added  that  railway  men  who  have  had  the  longest  ex- 
perience and  who  have  considered  the  prolilem  from  the  financial  as 
well  as  the  operating  point,  are  more  and  more  inclined  to  look 
(avorahly  upon  the  Imip  lines.  Ihey  arc  also  favorably  inclined 
toward  cars  built  to  suit  .such  lines.  There  is  a  saving  of  the  first 
cost,  a  saving  in  weight  carried,  a  gain  in  convenience,  and  a  further 


One  of  the  small  details  is  that  the  iiiiloading  track  lias  a  sharp 
grade  placed  in  front  of  it  so  that  the  car  drifts  to  its  position  with- 
out the  use  of  brakes.  The  outgoing  curves  are  all  arranged  so  as 
to  have  a  down  grade  as  soon  as  the  loading  station  is  past. 

The  space  occupied  by  these  tracks  and  loops  is  comparatively 
small.  As  shown  in  the  plans  there  are  three  unloading  stations, 
occupying  a  tangent  120  feet  long.  The  dotted  lines  show  how  this 
can  be  doubled  up  and  made  parallel  with  the  loading  tracks.     The 


K   —    X-X-X    —    if+-' 


S/vr/f/i'^C£  ro/^ix 


Our-  Go'f'O 


curves  are  all  drawn  with  40  ft.  radius.  -Ml  the  storage  tracks  can 
be  conveniently  packed  into  any  convenient  space.  The  station  it- 
self, however,  is  entirely  independent  of  the  storage  and  the  switch- 
ing and  is  part  of  the  main  line.  It  is  to  be  understood  that  all  but 
one  loop  may  be  used  for  storage  through  the  day.  The  inner 
loop,  however,  would  be  considered  part  of  the  main  line  both  day 
and  evening  in  cases  where  the  main  line  extends  beyond  the  park, 
liven  at  the  rush  hours  it  would  only  take  a  minute  and  four  sec- 
onds for  any  car  to  go  through  the  loops,  if  they  happen  to  form 
a  part  of  a  main  line  and  not  a  terminal. 


gain  ill  streiiglli  and  durability.  There  is  also  a  simplification  of  the 
switching  and  a  reduction  in  the  cost  of  the  special  work.  Of  course, 
there  arc  some  theoretical  diflicultics,  but  it  is  notable  that  those 
who  arc  operating  along  loop  lines  never  seem  to  encounter  them. 
The  real  difticulty  seems  to  be  that  it  is  not  always  easy  to  obtain  a 
right  of  way  for  a  loop.  This  is  perhaps  due  to  the  want  of  appre- 
ciation of  its  value  when  the  lines  are  projected. 

I  should  add  that  the  only  portion  of  this  terminal  which  needs 
to  be  actually  trestled  is  that  part  covering  the  stairway  or  loading 
platform.  All  the  remainder  is  more  profitably  and  ccononiically 
placed  on  an  embankment.  The  loading  platforms,  of  course,  need 
a  light  covering.  These  may  be  of  sheds  15  ft.  wide  and  extending 
the  length  of  the  loading  stations. 

The  plan  is  elastic  and  capable  of  being  modified  to  suit  almost 
any  imaginable  conditions.  It  provides  a  greater  capacity  on  a  given 
area  of  ground  than  others  1  have  seen.  It  is,  however,  intended  to 
handle  a  maximum  outgoing  traffic  only.  It  supposes  that  at  the 
rush  hours  there  are  practically  no  passengers  going  toward  the 
park,  and  hence,  the  three  car-stands  at  the  unloading  platform  will 
be  sufficient.  Given  passengers  and  rolling  stock,  and  allowing  each 
car  40  seconds  for  taking  on  45  passengers,  the  station  can  send  out 
540  persons  per  minute.  This  could  only  be  done  on  the  supposition 
that  the  station  served  a  single  line.  Where  many  diverging  lines 
reach  it,  the  number  would  probably  be  lessened,  because  the  pas- 
sengers would  have  an  unequal  distribution  and  it  would  hardly  be 
possible  that  all  llic  cars  going  out  would  be  filled.  Supposing,  how- 
ever, that  there  were  no  passengers  standing,  the  capacity  amounts 
to  380  per  minute,  or  theoretically  22,000  per  hour,  a  greater  num- 
ber probably  than  any  steam  road  station  in  the  world  could  handle. 
Where  crowds  of  moderate  size  arrive  and  leave  at  the  same  time, 
as  in  the  early  part  of  the  evening,  the  unloading  platform  may  be 
abandoned  and  the  loops  divided  into  two  parts  for  four  cars  each. 
The  incoming  side  of  these  can  be  used  for  unloading  and  the  other 
for  loading.  This  doubles  the  headway  and  reduces  by  one-half  the 
number  of  passengers  that  can  be  handled  per  minute.  It  would, 
undoubtedly,  be  ample  for  all  but  the  largest  crowds.  Thus  reduced, 
a  larger  number  of  passengers  can  be  sent  out  than  most  of  our 
terminals  ever  encounter  in  a  given  time.  In  one-half  hour  6,000 
people  could  be  handled. 

Fig.  3  is  a  development  of  the  principle  which  is  illustrated  in  Figs. 
4  and  6  on  pages  273  and  274  of  the  May  number  of  the  "Review." 
By  the  addition  of  loops  it  may  be  made  capable  of  handling  almost 
an  unlimited  number  of  people.  The  stands  for  the  cars  are  on  tan- 
gents. They  hold  two  cars  each,  eight  on  the  incoming  and  eight  on 
the  outgoing  side.  Each  platform  has  two  stairways  and  a  straight 
run  from  the  platform  to  park  entrances  and  exits.  Unloading  and 
loading  stations  are  of  the  same  size,  the  traffic  being  assumed  to  be 
of  equal  density  both  in  and  out. 

Where  space  is  limited,  the  tangents  in  the  loops  can  be  reduced 
to  60  ft.  or  less  each.  This  reduces  the  total  width  taken  up  by  the 
tracks  by  35  ft.  It  shortens  the  platforms,  however.  The  approaches 
to  the  station  and  a  considerable  portion  of  the  platforms  can  be 
placed  on  an  embankment.  The  only  trestle  needed  is  that  over  the 
stairways  and  the  entrances. 

There  is  no  need  of  having  four  or  any  particular  number  of  loops. 
They  can  be  made  as  many  or  as  few  as  are  needed  for  the  service. 
Here,  as  in  other  cases,  the  passengers  have  a  minimum  distance  to 


July  20,  1903.] 


STREET  RAILWAY  REVIEW. 


397 


walk.  If  there  are  several  lines,  the  passengers  for  each  may  be 
kept  entirely  distinct.  Where  the  capacity  of  the  inain  line  is  e.x- 
ceeded,  the  loops  may  be  and  would  probably  have  to  be  divided  in 
pairs  and  connected  by  switches  to  separate  outgoing  tracks.  In 
such  a  case  the  crossings  can  be  kept  at  different  grades,  some  com- 
ing to  the  ground  and  passing  under  others.  This  would  reduce  the 
delay  caused  by  switching. 

Supposing  a  large  number  of  passengers  are  arriving  while  a 
crowd  is  to  be  carried  away  from  the  park  after  the  performance,  we 
should  have  the  following  figures:  Headway  5  seconds;  cars  stand 
in  place  40  seconds;  take  a  loading  of  say  45  persons  (seating  capac- 
ity supposed  to  be  about  32)  ;  12  cars  per  minute  sent  out,  taking 
care  of  540  persons.  Under  such  conditions  the  audience  from  the 
largest  summer  theater  in  the  country  could  be  dispatched  without 
crowding,  and  as  fast  as  it  could  reach  the  station.  Those  who  know 
how  many  persons  stay  away  from  evening  performances  because 
they  hate  the  jam  and  rush  and  "crowd  coming  home,"  will  appre- 
ciate what  an  advantage  such  a  station  would  be,  and  it  does  not 
take  much  experience  to  understand  its  tremendous  advertising 
value.  But  there  is  another  side  to  this  case,  si.xty  cars  arc  required 
every  five  minutes.  Extensive  storage  tracks  would  be  necessary,  or 
else  cars  would  have  to  be  run  up  the  main  line  in  blocks  or  trains. 
Storage  tracks  ought  to  deliver  cars  on  the  incoming  track  so  that 
the  trolley  poles  do  not  have  to  be  turned.  Few  roads  in  the  coun- 
try have  heavy  traffic  in  both  directions  at  the  same  time  and  prob- 
ably single  loops  with  room  for  three  cars  on  each  would  answer 
every  purpose.  In  rush  hours  in  either  direction,  one  stand  could  be 
used  for  the  light  traffic  and  the  two  remaining  could  be  added  to 
those  for  the  outgoing  traffic. 

W.  IC.  l'.MnKiw;E. 


POWER   STATION    FOR    THE    UNDERGROUND 
ELECTRIC  RAILWAYS  CO.,  OF  LONDON. 


CLOSING  DOWN. 


Editor  "Review":  Our  method  of  closing  down  at  night  will 
doubtless  be  new  to  many.  As  I  have  visited  many  plants  and  fac- 
tories and  it  is  not  in  use  in  any  of  them  I  will  here  explain  it 
for  the  benefit  of  those  readers  of  the  "Review"  who  are  so  situated 
that  they  may  want  to  try  it.  This  method  has  been  in  use  three 
years  and  has  given  the  best  of  satisfaction  and  makes  a  saving 
of  500  lb.  of  coal  each  day  over  our  old  way  of  leaving  steam  in  all 
the  pipes  each  night  and  having  practically  no  steam  left  the  next 
morning.  It  also  saves  a  whole  lot  of  unnecessary  boiler  contraction 
and  expansion  where  steam  has  to  be  raised  each  morning  from 
zero  to  the  working  pressure,  whatever  that  may  be. 

About  fifteen  minutes  before  shutting  down  time  if  the  feed  pump 
is  not  running  it  is  tested  and  boilers  filled  to  three  gages,  the 
pump  running  very  slowly.  Next  the  fires  are  banked  by  pushing 
live  coals  against  the  bridge  wall  and  covering  with  fresh  coal,  and 
the  furnace,  ash-pit  doors  and  damper  are  closed.  By  this  time 
wc  are  ready  to  shut  down  and  proceed  to  do  so  by  closing  water 
column  valves,  pump  line  valves— both  steam  and  water — also  the 
main  stop  valve  in  each  lx)iler.  We  now  have  all  the  steam  confined 
in  the  boilers  at  alwut  90  lb.  and  wc  are  ready  to  leave  for  the  night. 
Of  course  we  arc  always  sure  to  have  the  safety  valves  in  good 
order,  but  seldom  docs  the  pressure  reach  the  bow  point  which  is 
MS  lb. 

We  always  cover  our  fires  quite  heavily  and  they  hardly  ever  burn 
through  which,  of  course,  makes  a  little  more  work  than  pulling 
down  a  bank  which  is  burned  through  nicely,  but  we  always  have 
a  good  fire  to  start  with  and  from  80  to  100  lb.  of  steam.  .About 
half  an  hour  before  starting  up  wc  open  the  stop  valve  just  enough 
to  allow  steam  to  pass  to  warm  pipes  and  expansion  takes  place 
gradually. 

In  using  this  method  it  is  important  to  open  all  valves  in  the 
morning  that  were  closed  the  night  before. 

Our  boilers  are  insured  by  (he  Hartford  .Steam  Hoiler  Inspection 
&  In.surance  Co.  and  this  method  has  been  approved  by  its  inspectors. 

Ix>yd,  N.  Y.  A.  K.  Vandcrburg. 


The  stockholders  of  the  Morganlown  fW,  Va.)  Traction  Co. 
and  the  Union  Gas  &  Water  Co.  have  transferred  their  holdings 
to  the  Union  Utility  Co  ,  capital  $1,000,000,  of  which  S.  B.  Elkins 
it  president,  I.  C.  White  vice-president,  G.  C.  Sturgis  secretary, 
and  E.  M.  Grant  treasurer. 


By  courtesy  of  Mr.  J.  R.  Chapman,  clcclric:il  engineer  of  the  com- 
pany, we  have  received  the  following  outline  description  of  the  Chel- 
sea generating  station,  which  is  now  under  construction  for  the  Un- 
derground Electric  Railways  Co.  of  London,  Ltd. 

The  site  comprises  3.67  acres  of  land  with  a  water  fronl.igc  on  the 
riiames  and  on  Chelsea  Creek  of  1,100  feet  and  a  frontage  on  Lots 
Road,  Chelsea,  of  S24  feet. 

The  building  is  453.5  ft.  by  175  ft.  and  140  fi.  in  licight  from  the 
ground  floor  to  the  peak  of  the  roof.  The  office  building  adjoining 
on  the  east  measures  81  ft.  by  25  ft.,  and  will  have  three  floors,  the 
lower  of  which  forms  the  machine  shops.  The  main  building  will 
have  a  self-supporting  steel  frame  weighing  about  5.800  tons.  There 
will  be  four  chimneys,  each  ig  ft.  internal  diameter  and  '275  ft.  high; 
the  foundations  for  these  chimneys  are  42  ft.  square  and  34  ft.  6  in. 


CHELSEA  ST.'^TION. 

below  the  ground  floor  level.  Tlu'rc  are  2,200  cu.  yd.  of  concrete  in 
each  foundation. 

The  capacity  of  the  huikliiig  at  ni.rnKil  load  is  57.000  k\v.  On  llii-; 
basis  the  cubic  feet  per  kw.  (including  oflicc  buililing)  is  i,V)  ^nul  llie 
sq.  ft.  per  kw.  is  1.36. 

The  steel  frame  of  the  building  will  be  closed  in  willi  brick  :uid 
terra  cotta ;  the  roof  and  most  of  the  floors  will  be  concrete.  In  gen- 
eral details  the  building  will  be  considered  as  a  factory  for  the  pru- 
duction  of  a  connriodily,  and  (here  will  be  no  nrnanienlal  fealmes. 


Ul.VI.KAM  (IK  I'KdI'KKTV.  ell  ICI^SICA  STATION 


The  south  side  of  llic  Ijuilding  will  couUiin  .So  vvaler-lulie  lioilers 
arranged  two  stories  high  and  carried  directly  on  the  steel  frame 
of  the  building.  Each  boiler  has  S,2I2  sq.  ft.  of  heating  surface  and 
672  .sq.  ft.  of  superheating  sin-face.  The  boilers  will  be  piped  in  groups 
of  eight,  each  group  supplying  the  steam  for  one  electric  generating 
set  and  one  feed  pmup,  there  being  no  steam  connections  between  the 
several  groups  except  lliat  a  supplemeiUal  header  at  the  east  end  of 
the  building  is  connected  to  two  groups.  This  header  supplies  the 
exciter  engines,  air  compressors,  house  pump,  etc.  Chain  grate 
stokers  under  each  boiler  have  83  .sq.  ft.  of  surface, 

Economizers  with  tubes  10  ft.  long  and  placed  wider  apart  than 
ihc  usual  practice  are  grouped  behind  the  boilers,  with  the  customary 
bye-pass  flues  ;  1,5,(0  sf|  fi  nf  heating  surface  is  provided  for  each 
boiler 


3V8 


STkF.KT    RAILWAY    REVIEW. 


[Vol.  Xlll,  No   7- 


Holler  iecUrrs  arc  placed  uii  the  ground  floor  and  Mipply  ring 
mains  oil  Uptli  tlie  Iwiler  room  Moors. 

The  main  generating  sets  consist  of  a  horizontal  turbine  enginv 
rnnning  at  i.ooo  r.  p.  m.,  and  a  three-phase  generator  woimd  for  ii,- 
ooo  volts  3}%  cycles;  there  will  he  ten  snch  sets,  with  floor  space 
for  one  of  half  the  size.  The  normal  rating  of  each  generator  i^ 
5.500  kw.,  Init  they  will  carry  an  overloail  of  50  per  cent  for  two 
hours  at  practically  the  same  steam  consumption  per  k.w.h.  There 
will  l>e  four  iJ5-kw.  iJ5-volt  steam-driven  exciter  sets  running  at 
.175  r.  p.  m. 

The  condensing  system  consists  of  vertical  condensers  each  with 
i;.(xx)  si|.  ft.  of  cooling  surface;  these  arc  located  in  pits  hetween  the 


(H  ducts  is  being  constructed  to  carry  lhes«  feeders  to  the  nearest 
(>oint  on  the  District  Railway  at  liarl's  Court. 

Coal  will  lie  received  on  lighters  in  a  tidal  Kisin  at  the  east  eiul 
of  the  station,  or  by  rail  at  an  unloading  point  of  the  West  Lxmdoii 
Kxtension  Railway  on  the  opposite  side  of  Chelsea  Creek.  For  un- 
loading barge  coal  the  basin  is  spanned  by  two  travelling  cranes  each 
working  a  one-Ion  grab;  the  coal  is  weighed  in  the  tower  at  one  end 
of  each  of  these  cranes  and  dropped  on  to  a  bell  conveyor,  thence  by 
duplicate  inclined  elevators  140  ft.  high  to  the  lop  of  the  building. 

Rail  coal  will  be  taken  from  a  hopper  under  the  coal  wagons  by  an 
inclined  elevator  to  the  top  of  the  building  at  the  opposite  end.    The 
<listribution  over  the  bunkers  is  by  duplicate  Ik-Ii  conveyors  so  ar- 
ranged that   the  direction  of   travel   of  Ixjth   lielts  can  be 
rever.sed  so  as  to  handle  coal  coining  in  at  either  end. 
•  The  storage  capacity  of  the  bunkers  is  15.000  tons.     The 

daily  consumption  will  reach  800  tons,  and  six  of  the  larg- 
est river  liarges  can  be  placed  in  the  basin  at  each  tide. 

Ashes  will  be  removed  by  an  industrial  railway  worked 
by  a  storage  battery  locomotive;  two  lines  of  rails  will 
be  laid  under  the  ash  hoppers  on  the  ground  floor.  The 
ashes  will  drop  into  self-dumping  buckets  to  be  unloaded 
into  barges  by  pneumatic  hoists  on  the  dock  wall  at  the 
West  end  of  the  premises  or  stored  in  an  adjoining  bin 
if  no  barge  is  available. 

The  capstans,  barge  basin  gate  mechanism  and  many 
of  the  large  valves  in  the  building  will  \x  worked  by  pneu- 
matic motors. 


SECTION  THROUGH  ENGINE  AND  BOILER  BOOM.  CHELSEA  STATION. 


engine  foundations.  The  circulating  water  is  supplied  by  66-incli 
pipes  laid  to  the  edges  of  the  channel  of  the  Thames.  Each  con- 
denser has  a  20-in.  centrifugal  pump;  the  duty  of  this  pump  is  simply 
to  overcome  the  friction  of  the  pipes,  as  the  system  is  arranged  on 
the  syphonic  principle,  the  top  of  the  condensers  being  within  29  ft. 
of  minimum  low  tide,  and  the  circuit  is  closed. 

The  intake  and  discharge  mains  are  arranged  for  reversible  flow. 

The  condensers  arc  designed  to  work  on  the  dry  vacuum  principle, 
the  air  pump  and  the  water  pump  licing  separate.  All  the  condenser 
pumps  are  electrically  driven. 

The  switchboard  is  carried  on  three  gallery  floors  extending  across 
the  north  side  of  the  engine  room  with  returns  across  the  east  end. 
All  high  tension  switches  will  be  motor  operated,  and  the  feeder  sys- 
tem extending  to  the  23  sub-stations  will  be  in  duplicate.     A  line  of 


The  electric  motors  on  the  traveling  cranes  over  the  engines,  as 
well  as  those  on  the  oil  switches,  will  be  d.c.  US  volts.  All  other 
motors  will  be  thfee-phase  220  volts;  most  of  the  lighting  will  be  on 
the  latter  circuit. 

It  is  expected  that  a  portion  of  the  plant  will  be  in  working  order 
by  the  latter  part  of  1904. 

*--*■ 

The  Syracuse,  Lakeside  &  Baldwinsville  Ry..  Syracuse,  N.  Y., 
is  suing  the  Delaware,  Lackawanna  &  Western  R.  R.  for  $50,000 
damages  and  obtained  an  injunction  restraining  it  from  continuing 
its  proposed  summer  schedule  of  trains  between  the  Onondaga 
Lake  resorts  and  Baldwinsville.  It  is  stated  that  the  two  roads 
entered  into  a  contract  by  which  the  trolley  road  was  to  have  the 
lake  traffic. 


July  20,  1903.] 


STREET  RAILWAY  REVIEW. 


399 


SPOKANE  SOUTHERN   TRACTION  CO. 


SYSTEMATIC  ROBBERY  OF  PACIFIC  ELEC- 
TRIC CO. 


The  Spokane  Southern  Traction  Co.,  of  Spokane,  Wash.,  has  hecii 
organized  with  a  capit.1l  of  $joo,ooo,  and  projects  an  extensive  inler- 
iirban  system  to  cover  the  territory  lying  soutlieast  of  Spokane. 
'ITie  franchises  and  rights  of  way  have  been  secured  by  the  Moran 
Prairie  Co..  Mr.  Mark  F.  Mendenhall.  of  Spokane,  as  counsel  for 
this  company,  having  been  active  in  the  work.    The  Moran  Prairie 


By  means  of  false  entries  on  the  pay  rolls  the  Pacific  Electric 
Railway  Co.,  of  Los  .-Vngeles,  had  been  systematically  robbed  for 
some  time  and  on  June  6th  the  company  caused  the  arrest  of  10  men 
for  obtaining  money  by  false  pretenses.  Warrants  were  issued  for 
several  more,  some  of  thcni  trusted  employes.     Between  $1,000  and 


■-«",  M^/JM'//imV/'M" 


izs^s^^sa 


ARRAN(;EMF,NT  of  steam  and  exhaust  piping.  CHELSEA  STATION. 


Co.  has  also  made  surveys  and  taken  cash  subscriptions  and  land 
donations  aggregating  $40,000  in  value.  All  these  assets  and  grams 
are  to  be  transferred  to  the  Traction  company. 

The  Spokane  terminus  of  the  line  is  to  be  in  the  business  district, 
from  which  there  will  be  two  separate  routes,  each  about  zYz  miles 
long,  to  the  city  limits;  thence  the  route  will  be  in  a  southeasterly 
direction  through  Moran  and  Ricliland  prairies  to  Shea"s  prairie,  a 
distance  of  about  11  miles.  It  is  expected  to  have  this  much  of 
the  line  completed  by  autumn  in  time  to  handle  the  fall  apple  crop 
in  the  region  served.  The  plans  include  a  city  terminal  in  connec- 
tion with  warehouses  and  a  market  house,  a  pleasure  resort  with  pa- 
vilions, etc.,  and  future  extensions  to  Waverly,  in  the  beet  sugar 
district  of  Palousc  county,  a  distance  of  12  miles,  and  to  Lake 
Cceur  d'Alene,  28  miles  from  Spcjkane. 

The  company  plans  to  do  an  extensive  freight  and  express  busi- 
ness, especially  in  handling  fruit  and  other  crops  of  the  territory, 
the  market   for  which  is  Spokane. 


ELECTRIC  RAILWAYS  IN  THE  UNITED 
KINGDOM. 


$2,000  was  fraudulently  obtained,  most  of  the  parties  to  the  theft 
being  Mexican  laborers,  of  whom  the  company  rccoiuly  hired  be- 
tween 200  and  300. 

Numbered  tags  are  used  to  identify  the  laborers,  under  direction 
of  a  few  trusted  employes,  including  the  time  keepers.  A  number 
of  these  tags  were  given  to  laborers  not  employes,  who  presented 
them  on  pay  day  and  received  the  amounts  charged  against  the  num- 
bers on  the  tags.  The  money  so  obtained  was  turned  over  to  tlie 
ringleaders  with  the  exception  of  a  small  commission.  When  it  was 
noticed  that  considerably  more  laborers  were  getting  pay  than  were 
actually  employed  detectives  were  set  to  work  and  the  fraud  un- 
earthed. 

Among  those  arrested  was  one  of  the  time  keepcr.s,  who  had  in 
his  pocket  a  number  of  time  slips  signed  in  blank  by  the  foreman 
and  which  it  would  have  been  possible  for  him  lo  fdl  out  for  any 
amount.  He  also  had  a  slip  containing  the  names  of  a  number  of 
Mexicans,  supposedly  those  who  could  be  trusted  to  make  collec- 
tions. 

*—*■ 

WHERE  WHISTLE  IS  TO  BE  BLOWN. 


The  Electrical  Review,  of  London,  issued  under  date  of  June  261I1 
its  annual  supplement  containing  the  list  of  the  electric  tramways 
and  railways  in  the  United  Kingdom.  This  list  shows  iii  tram- 
ways with  an  aggregate  length  of  1,558  miles,  and  operating  6,538 
motor  cars  and  trailers.  Of  these  in  lines  57  are  operated  by 
municipalities  or  other  public  authorities.  The  municipally  operated 
roads  aggregate  in  length  994  miles.  The  number  of  third  rail 
electric  railways  in  the  United  Kingdom  is  14,  of  which  5  are  in 
I-ondon.  The  list  for  1902  showed  77  tramways  with  an  aggregate 
length  of  1,039  miles,  39  of  which,  aggregating  676  miles,  were 
operated  by  the  municipalities.  In  IQ02  the  list  showed  12  third- 
rail  electric  railways,  the  new  ones  added  this  year  being  ihc  Mersey 
Tunnel  Ry.  and  the  Metropoliiaii   District  Ry. 

TO    ADVERTISE  WHALOM   PARK. 


The  "Whalom  Breeze"  is  a  4-page  paper  published  daily  except 
Sunday  for  free  distribution  at  Whalom  Park.  Fitchburg,  Mass, 
which  is  owned  and  operated  by  the  Fitchburg  &  Leominster  Street 
Railway  Co.  The  pages  of  the  "Breeze,"  which  made  its  third  an- 
nual Ixjw  the  week  of  June  15-20,  1903,  are  8;4  x  Ilj4  i"-  in  size  and, 
Itesidcs  a  view  of  one  of  the  attractive  features  of  the  park,  contain 
the  program  of  the  prevailing  theater  entertainment,  annoimccmcnts, 
tmall  talk  and  advertisements  of  local  merchants. 


Tn  the  "Review"  for  Jan.  20,  1903,  were  described  a  number  nf 
safety  precautions  used  on  the  Midilleboro  (Mass.),  Wareham  & 
Buzzards  Bay  Street  Railway.  In  line  with  the  ideas  of  Mr.  Charles 
H.  Cox,  general  manager  of  this  road,  who  believes  that  too  great 
attention  cannot  be  given  to  details  which  make  for  greater  safety 
in  the  operation  of  high-speed  interurban  lines,  there  has  recently 
been  applied  to  this  road  the  common  practice  in  force  on  steam 
railroads  of  placing  a  "whistle"  sign  before  each  sharp  curve,  blind 
crossing  or  crossroad,  and  molormen  will  hereafter  sound  their 
whistles  only  at  these  signs  and  at  no  other  places  except  in  cases 
of  emergency.  It  is  believed  the  signs  will  make  the  molormen 
more  careful  in  the  matter  nf  sounding  the  whistle  at  dangerous 
points,  and  it  will  also  keep  them  from  blowing  the  signal  uselessly 
and  at  points  where  there  is  no  need  of  so  doing. 

The  sign  adopted   is  of  wood,   12  x   15  in.,  painted   wliilc  with   a 
large  "W"  painted   in   black.     The  sign  is  placed   from  500  to  (;«() 
ft.  in  advance  of  all  curves,  blinrl  crossings,  crossroads  ami  wherever 
the  view  of  the  I  rack  is  obstructed   for  any  distance. 
♦*-♦ 

A  Cincinnati,  Dayton  &  Toledo  Traction  Co.  car  jumped  the 
track  on  a  15-ft.  trestle  in  Covington,  Ky.,  June  6th,  and  the  front 
trucks  were  torn  loose  and  rolled  into  ihe  ravine.  The  rear  wheels 
clung  to  the  tracks. 


400 


STREET    RAILWAY    REVIEW. 


I  Vol   Xm,  No.  7. 


USES  OF  LUBRICANTS  AND  THEIR   MANU- 
FACTURE. 


.\l  till-  April  inccting  of  the  New  F.iiglnnd  Slrccl  Kailway  Club 
llic  ii.se  of  Itihric.inl.'i  and  their  niamifacliirc  was  the  siiliject  of  a 
paper  prcseiiltd  by  William  K.  Parish,  jr.,  chief  of  the  technical 
department  uf  the  Vacuum  Oil  Co.  After  giving  a  historical 
sketch  of  the  nsc  of  oil  and  its  discovery  in  various  places  Mr 
I'arish  staled  that  the  foundation  of  the  |)ctroleum  business  of  the 
world  was  conmicnced  in  1859  when  a  well  was  sunk  in  Titusville, 
I'a.,  to  a  depth  of  iftQjj  ft.  and  oil  was  struck. 

Petroleum  consists  of  about  85  per  cent  carbon  and  15  per  cent 
hydrogen  with  a  small  pi'rccntage  of  oxygen,  nitrogen,  sulphur  and 
other  impurities.  In  retining,  crude  i>etruleum  yields  three  classes 
of  distillates.  The  first  class  distills  off  below  150°  C.  and  com- 
prises rhigolcne.  gasoline,  naphtha,  benzine,  etc.  The  second  class 
distills  off  between  150°  and  300°  C.  and  comprises  the  various 
burning  oils.  The  third  class  distills  ofT  at  over  300°  C.  and  com- 
prises residuum  from  which  is  made  all  the  various  lubricating  oils, 
greases,  wax,  aniline  dyes,  perfumes,  medicines,  etc.  In  the  early 
days  of  the  industry  refined  or  burning  oil  only  was  sought  for. 
There  are  three  general  methods  of  distilling  petroleum:  I.  De- 
structive distillation,  or  "cracking."  The  crude  is  placed  in  a  still 
with  a  large  dome  and  heated  to  a  certain  temperature  when  the 
tires  are  slacked  and  the  distilling  allowed  to  proceed  slowly.  The 
distillate  passing  off  condenses  on  the  cooler  dome  and  falls  back 
into  the  hotter  liquid  below  and  is  further  broken  up.  This  is 
termed  "cracking"  and  is  the  general  method  used  for  manufacturing 
burning  oils.  By  this  method  a  large  amount  of  pro<lucl  can  be 
obtained.  The  residuum  is  used  for  ilic  maiuifaclure  of  lubricating 
oils,  etc.  This  when  simply  distilled  and  purified  by  chemical  treat- 
meiU,  after  the  removal  of  the  paraffine,  is  known  as  paraffinc  oil  in 
this  country.  2.  Distillation  by  the  introduction  of  superheated 
steam,  'iliis  is  done  to  prevent  the  overheating  of  the  oil.  3.  Dis- 
tillation in  a  vacuum.  In  this  process  a  partial  vacuum  in  the  still 
is  maintained  by  a  pump  and  a  higher  temperature  may  be  used  with- 
out danger  of  destroying  any  of  the  parts  of  the  crude.  The  last 
two  processes  are  the  ones  used  by  the  manufacturer  wlio  regards 
the  lubricating  oil  as  of  first  importance. 

A  lubricating  oil  which  is  intended  for  a  certain  class  of  work 
should  have  within  limits  certain  characteristics  such  as  gravity, 
viscosity,  fire  test,  etc.,  which  experience  has  demonstrated  to  be 
best  for  that  particular  work.  These  readings  do  not  indicate  the 
lubricating  properties  of  the  oil.  To  know  what  value  to  attach  to 
these  various  physical  readings  knowledge  is  required  of  the  crude 
oil  and  entire  method  of  distillation  and  subsequent  handling,  with  a 
wide  experience  with  that  particular  lubricant  under  actual  work. 
These  readings  may  be  secured  by  careful  manipulation  of  proper 
crudes,  by  mixing  oils  of  differcrt  characters  and  by  adulteration. 
If  dependence  is  placed  upon  these  physical  characteristics  the  selec- 
tion is  apt  to  be  one  which  will  not  give  the  most  effective  service. 
Manufacturers  have  gained  knowledge  from  many  sources  and  when 
they  are  allowed  to  exercise  their  judgment  they  can  in  nearly  every 
case  give  a  lubricant  that  will  exactly  fill  the  requirements.  But 
they  are  very  often  limited  by  the  desires  of  those  purchasing.  In 
textile  mills  where  the  friclional  item  is  a  very  large  per  cent  of  the 
whole  work  a  change  of  one  set  of  oils  for  another  very  often 
results  in  a  reduction  of  the  total  power  from  S  to  15  per  cent. 
A  reduction  of  7  per  cent  in  power  in  an  average  textile  mill  will 
offset  by  cost  of  coal  alone  the  entire  money  expended  for  oil.  Very 
elaborate  and  painstaking  tests  have  been  made  upon  textile 
mills  and  plants  where  the  load  is  steady.  Owing  to  the  varying 
loads  upon  electric  power  and  street  railway  stations  a  frictional 
test  such  as  made  upon  a  textile  mill  cannot  be  conducted.  The  pres- 
sures and  friction  under  light  load  have  no  apparent  relation  to  the 
pressures  and  friction  under  ordinary  work  and  lubricants  that 
would  be  suited  to  one  condition  would  not  necessarily  be  adapted 
to  the  other.  For  generator  bearings  and  pillow  blocks  of  engines 
a  temperature  test  is  probably  the  most  ready  method  of  determining 
the  adaptability  of  the  oil.  This  test  is  made  by  placing  a  thermom- 
eter in  a  mercury  cup  or  in  the  oil  or  against  the  bearing  and  tak- 
ing readings  which  are  compared  to  room  readings.  A  comparative 
test  can  be  made  in  this  way  in  a  very  short  time.  Cylinder  oil 
tests  are  made  by  carefully  examining  the  inside  appearance  of  the 
cylinder  in  conjunction  with  a  careful  inspection  of  various  condi- 
tions shown  by  the  engine  under  operation.    In  every  case  the  me- 


chanical condnion  of  the  engine  is  noted.  A  cylinder  oil  test  is 
interesting  as  it  shows  how  effective  the  proper  kind  of  oil  can  be 
even  when  the  cylinder  oil  is  apparently  giving  good  satisfaction. 
The  following  case  illustrated  this:  A  direct  coimecled  cross-com- 
pound engine  jo  and  40  x  42  in.  in  cylinder  dimensions,  94  r.  p.  m., 
160  lb.  steam  pressure,  superheated  to  470°  F.  running  with  75  per 
cent  overload  almost  continuously  was  examined  after  having  oper- 
ated for  some  time  with  a  certain  cylinder  oil  and  was  found  to  be 
dry.  The  walls  presented  a  scratched,  dull  appearance  and  there 
was  a  considerable  deposit  of  a  fine  substance  in  the  clearances.  The 
.steam  valves  closed  sluggishly  with  a  chattering  noise  and  under 
light  load  did  not  close  with  case.  The  low  pressure  cylinder 
showed  no  internal  signs  of  lubrication.  The  amount  uf  cylinder  oil 
fed  was  15  quarts  of  oil  per  day  of  30  hours  to  each  cylindu'.  Thi« 
oil  was  changed  to  oils  made  by  a  different  process  but  with  the 
same  general  readings  and  the  amount  fed  was  exactly  one-third,  or 
four  quarts  to  the  high  pressure  and  six  quarts  to  the  low  pressure 
per  day.  The  test  covered  nine  days.  When  the  high  pressure 
cylinder  was  examined  it  was  found  to  be  in  a  very  satisfactory 
state  of  lubrication  with  an  entire  absence  of  deposit  or  foreign  sub- 
stance of  any  kind.  The  cylinder  in  this  time  had  smoothed  up  like 
glass,  dark  brown  in  color  and  the  scratched  appearance  had  nearly 
disappeared.  The  steam  valves  worked  in  a  smooth  and  active 
manner  and  under  light  loads  closed  with  ease.  The  low  pressure 
cylinder,  when  examined  was  found  to  be  in  a  perfect  slate  of 
lubrication,  oil  hanging  in  drops  from  the  valves  and  from  the 
top  of  the  cylinder,  showing  the  engine  was  perfectly  lubricated. 

Engine  oil  that  is  properly  made  can  be  filtered  and  used  over  in- 
definitely. It  is  always  advisable  to  have  automatic  lubricating  sys- 
tems in  power  plants,  the  cylinder  oil  should  1«  fed  by  automatic 
pumps  and  the  engine  oil  should  Ix:  handled  by  a  gravity  system 
having  an  overhead  tank.  No  oil  is  wasted  by  this  system  and  a 
lighter  oil  can  be  used  and  fed  in  a  stream  to  the  main  bearing  pro- 
ducing bath  lubrication  which  is  the  most  efficient  method.  Motor 
bearings  should  be  lubricated  with  oil  instead  of  grease  as  the  latter 
in  any  form  is  not  an  efticicnt  lubricant  when  compared  to  oil  on  a 
power  basis.  In  order  that  a  continuous  feed  of  oil  may  be  supplied 
to  the  bearing  a  cup  should  be  used  fitted  with  a  spindle  which  rests 
on  the  shaft,  or  with  wicking  which  carries  the  oil  over  into  the  oil 
passage  and  from  there  to  the  journal.  In  oiling  journal  boxes  of 
cars  good  wool  waste  should  be  soaked  for  at  least  48  hours  before 
being  used,  with  the  proper  kind  of  oil.  The  surplus  oil  should 
be  drained  off  allowing  sufficient  oil  in  the  waste  so  that  it  will 
show  under  slight  pressure.  The  first  waste  should  be  moderately 
dry  and  packed  tightly  around  the  back  end  of  the  box  to  make  a 
guard  for  retaining  the  oil  and  excluding  the  dust.  The  box  should 
then  be  packed  with  the  drained  waste  firmly  enough  so  that  it  will 
not  fall  away  from  the  journal  when  the  car  runs  over  crossings, 
etc.,  but  not  so  tightly  as  to  squeeze  out  the  oil.  Keep  the  waste 
even  with  the  line  of  journal  and  an  inch  below  the  line  of  the 
brass.  This  is  important  as  waste  packed  too  hard  will  be  caught 
and  carried  around  causing  a  hot  box.  The  waste  in  the  front  end 
of  the  box  should  be  as  high  as  the  opening  and  have  no  connection 
with  a  waste  underneath  the  journal.  This  should  be  placed  in 
the  box  by  hand  after  the  box  has  been  packed.  It  has  no  other 
function  except  to  prevent  the  waste  that  is  doing  the  work  of  lubri- 
cation from  working  forward. 


THE  CHAUTAUQUA  TRACTION   CO. 


June  24lh  the  Chautauqua  Traction  Co.  began  construction  work 
on  its  system  from  Lakewood.  N.  V.,  the  terminus  of  the  Jamestown 
Street  Railway  Co.,  to  Mayville  at  the  head  of  Chautauqua  I^ke, 
a  distance  of  18.70  miles.  One  thousand  men  were  put  to  work  and 
it  is  thought  the  line  will  be  in  operation  by  the  middle  of  the  re- 
sort season.  The  road  runs  through  .Vshville,  Victoria,  Stowe  and 
the  Chautauqua  .Assembly  Grounds,  and  most  of  the  route  will  par- 
allel the  west  shore  of  the  lake,  where  the  scenery  is  very  attrac- 
tive. At  present  there  is  a  boat  line  connecting  these  points  and  a 
steam  road,  the  Jamestown  &  Chautauqua,  runs  between  Chautauqua 
and  Mayville.  paralleling  the  new-  road.  It  is  a  good  farming  coun- 
try. The  J.  G.  Brill  Co.  is  building  two  cars  for  the  traction  com- 
pany ;  the  double  trolley  wire  system  will  be  adopted,  and  80-Ib.  rail 
used.  The  road  will  lie  operated  the  year  around.  A.  N.  Broad- 
head,  president  of  the  Jamestown  Street  Railway  Co.,  and  G.  E. 
Maltby,   its   superintendent,   are  president  and  general   manager. 


July  20.  igoj.] 


STREET  RAILWAY  REVIEW. 

RECENT  STREET  RAILWAY  DECISIONS. 


401 


EDITED  BY  J.  L.  ROSENBERGER, ATTORNEY  AT  LAW,  CHICAGO. 


STREET  RAILWAY  WITHIN     RAILROAD  FELLOW-SERV- 
ANT ACT. 


Savannah,  Tluinderbolt  &  Isle  of  Hope  Railway  v.  Williams  (Ga.), 
43  S.  E.  Rep.  751.  March  17,  1903. 
.\  chartcrc*!  street  railroad,  the  supreme  court  of  Georgia  holds, 
is  a  railroad  company  within  the  meaning  of  sections  2297  and  2323 
of  the  Civil  Code  of  that  state  of  1895,  making  railroad  companies 
liable  to  one  servant  for  injuries  inflicted  by  a  fellow-servant,  and 
therefore  is  liable  to  one  servant  for  injuries  inflicted  by  the  negli- 
gence of  a  fellow-servant. 


MORTGAGE  COVERING  AFTER-ACQUIRED  PROPERTY 
PRIOR  LIEN  ON  POLES  AND  WIRES  ERECTED 
ON  ANOTHER'S  LAND. 


A 


Monmouth  County  Electric  Co.  v.  Central  Railroad  Co.  of  New  Jer- 
sey (N.  J.  Ch.),  54  Ml  Rep.  140.  Feb.  13,  1903. 
Where  a  company  gave  a  mortgage  covering  all  of  its  existing 
and  after-acquired  property,  which  was  duly  recorded,  and  thereafter 
poles  and  wires  were  erected  on  another's  iand  under  an  agreement 
with  the  owner  of  such  land  therefor,  imder  which  they  were  the 
property  of  the  mortgagor  company,  the  court  of  chancery  of  New 
Jersey  holds  that  the  mortgage  was,  in  equity,  a  lien  upon  these 
poles  and  wires  afterwards  acquired,  which  was  prior  to  a  mortgagee 
or  judgment  creditors  subsequent  in  date  to  'the  mortgage,  or  to  any 
claim  of  the  owner  of  the  land. 


STREET  RAILWAY  WITHIN  RAILROAD  LlABILIl  V  LAW. 


Cordray  v.  Savannah,  Thunderbolt  &  Isle  of  Hope  Railway  (Ga.), 
43  S.  E.  Rep.  755.  March  18,  1903. 
A  chartered  street  railroad  company,  the  supreme  court  of  Georgia 
holds,  is  a  railroad  company  within  the  meaning  of  section  2321  of 
the  Civil  Code  of  1895,  making  railroad  companies  li.ible  for  il.ini- 
ages  done  by  the  running  of  the  locomotives  or  cars  or  other  ma- 
chinery of  such  company,  the  presumption  in  all  cases  being  against 
the  company ;  and  that  the  presumption  is  against  such  street  rail- 
road company  where  damage  is  done  to  person  or  property  I)y  the 
running  of  the  cars  or  machinery  thereof. 


CONDEMNATION     PROCEEDINGS    NOT    AFFECTED     P,Y 

CONVEYANCE  OF  LAND. 
Houston  V.  Paterson  State  Line  Traction  Co.  (N.  J.  .Sup.),  54  .'\il. 
Rep.  403.  Feb.  24,  1903. 
The  supreme  court  of  New  Jersey  holds  that,  in  proceedings 
brought  to  condemn  lands  within  the  filed  route  of  a  traction  railway 
company  under  and  pursuant  to  the  traction  act  of  1893  (P.  L.  p. 
.302;  Gen.  St.  p.  3235),  a  conveyance  of  the  lands  by  the  owner, 
at  any  time  after  the  application  is  made  and  notice  given  to  the 
owner  as  directed  by  the  order  of  the  justice,  will  not  defeat  the  pro- 
ceedings nor  require  notice  thereof  to  be  given  to  the  grantee. 


OPENING  OF  FRONT  GATE  BY  MOTORMAN  NOT  INVI- 
TATION TO  ALIGHT  FROM  MOVING  CAR  AND  NOT 
OF   ITSELF    NEGLIGENCIi:— PASSENGERS 
TAKE  OBVIOUS  RISKS. 


Paginini  v.  North  Jersey  Street  Railway  Co.  (N.  J.  Sup.),  54Atl. 
Rep.  218.  Feb.  24,  1903. 
It  is  not  negligence  per  sc  (by  itself),  the  supreme  court  of  New 
Jersey  holds,  for  a  motorman  to  open  the  gate  on  the  front  platform 
of  a  trolley  car  before  the  car  has  come  to  a  full  slop.  Nor  can  it 
l>e  said  that  the  or>ening  of  a  gate  by  a  motorman  while  the  car  is 
moving  is  an  invitation  lo  a  passenger  to  alight  from  a  moving 
car.  This  would  no  more  be  true  than  would  the  act  of  the  con- 
ductor in  opening  the  rear  door  of  the  car,  as  it  was  about  lo  come 
lo  a  street  and  slop,  be  an  invitation  for  a  passenger  lo  get  up  anri 
Mep  off  the  car  by  the  rear  platform  while  the  car  was  still  in  motion. 
Passengers  lake  obvious  risks.     Because  a  motorman  opens  a  gate 


liefore  a  car  conies  to  a  stop,  that  will  not  excuse  a  person  in  ju\np- 
ing  off  a  car  before  it  comes  to  a  stop.  The  mere  opening  of  the 
gate  will  not  raise  a  presumption  of  aclioiialile  nefjligiMu-o  against 
the  company. 


CONDEMNATION      NOT      AUTHORIZED      TO      SF.CURIC 

W.VVER   POWER    TO   GENERATE  ELECrRKTTY 

TO  BE   FURNISHED   RAILROAD. 


.\very  v.  Vermont  Electric  Co.  (Vt.),  54  .\tl.  Rep.  179.  March  6, 
1903. 
The  application  of  water  power  to  the  generation  of  electricity  for 
use  by  another  company  in  the  operation  of  a  railroad,  the  supreme 
court  of  Vermont  holds,  is  not  such  a  public  use  as  will  justify  an 
exercise  of  the  right  of  eminent  domain  under  the  provision  of 
chapter  159  of  the  Vermont  Statutes  that  one  who  desires  to  set  up 
or  continue  a  mill  or  manufactory  on  his  land,  and  to  erect  or  con- 
tinue or  raise  a  dam  to  obtain  water  therefor,  and  thereby  flow  the 
lands  of  another  person,  may  secure  the  right  to  do  so  in  the  manner 
there  provided,  if  commissioners  appointed  for  that  purpose,  or  the 
court  itself,  sliall  find  "that  the  flowing  of  the  land  as  proposed  will 
be  of  pulilic  benefit."  It  says  that  it  is  true  that  the  railroad  must 
serve  the  public,  but  there  is  nothing  binding  the  petitioner  in  such 
a  case  to  serve  the  railroad;  and  if  we  look  to  some  direct  service 
of  the  general  public,  tliere  is  nothing  binding  the  petitioner  to  give 
equal  advantages  to  all. 


INJURY    TO     BOY    WHO,    BEING    ORDERED    OFF    CAR, 
JUMPS  ON  PILE  OF  SAND  TH.A.T  GIVES  WAY,  CAUS- 
ING   HIM    TO    SLIDE    UNDER    CAR. 


Richmond  Traction  Co.  v.  Wilkinson  (Va.),  43  S.  E.  Rep.  622. 
March  19,  1903. 
The  supreme  court  of  appeals  of  Virginia  holds  that  a  requeslod 
instruction  was  properly  refused  which  told  the  jury  that  if  thej 
believed  the  plaintiflf  jumped  from  the  company's  car  while  it  was  in 
motion  because  be  was  frightened  into  doing  so  by  the  conductor 
calling  lo  him  lo  get  off,  and  that  he  landed  on  a  pile  of  sand  or 
dirt,  and  was  uninjured  by  jumping  on  the  pile  of  sand,  and  that 
his  injury  was  received  by  reason  of  the  sand  giving  way  under 
him  and  causing  him  to  slide  down  under  the  car,  then  they  nuisl 
find  for  the  company.  It  says  that  the  proposition  set  forth  therein 
that  a  conductor  may  frighten  a  little  child  7  years  of  age  into 
jimiping  from  a  moving  car,  and  because,  under  the  impulse  of  the 
peril  confronting  him,  he  lands  in  a  dangerous  place  rather  than  a 
safe  one,  there  can  be  no  recovery,  is  at  war  with  the  settled  law 
of  that  state,  whatever  view  of  the  subject  may  he  taken  elsewhere. 


ABUTTERS  CANNOT  ENJOIN  CONSTRUCTION  OF  ROAD 
ON    PORTION    OF    STREET     NOT     DESIGNATED    IN 
CHARTER— REMEDY    IN    DAMAGES    FOR    IM- 
PROPER CONSTRUCTION  OR  OPERA- 
TION OF  ROAD. 


Baker  v.  Selma  Street  &  Suburban  Railway  Co.  (Ala.),  33  So.  Rep. 
685.  Feb.  12,  1903. 
To  entitle  the  complainanls,  abulling  owners,  lo  an  injunction 
against  the  construction  and  operation  of  this  road,  it  was  incumbent 
on  them,  the  supreme  coint  of  Alabama  holds,  to  show  by  aver- 
ments that  it  would  be  a  nuisance  in  fact,  and  that  they  would 
suffer  special  injury  different  in  kind  from  that  sustained  by  the 
general  public.  The  bill  showed  that  the  company  had  the  consent 
and  authority  of  the  numicipality  of  the  city  to  construct  its  line 
anil  operate  its  cars  on  a  certain  street;  and  if  it  he  conceded  thai 
Ihe  charter  of  the  company  did  not  designate  that  portion  of  said 
street  upon  which  they  proposed  to  lay  llieir  track,  erect  poles  and 
operate  llieir  line  of  road,  the  complainants  suffered  no  injury  of 
which  Ihey  could  complain.  If  complainants  suffered  damage  caused 
by  inqiroper  consiruclion  or  negligent  or  unskillful  npcralion  of  the 
road,  Ihey  hail  Iheir  remedy,  and  llie  innip.iny  would  be  liable  in 
damages. 


402 


STREET  RAILWAY  REVIEW. 


(Vol    XIII.  No.  7. 


I  ARE  REQUIRED  WHEN  HORSE  FRIGHTENED  AND  TO 
PREVENT  COLLISION. 


Danville  Railway  &  lOiilric  Co.  v.  Iloilncit  (Va),  4J  S.  K  Kip 
606.  March  u,  190J. 
Street  car  coinpaiiics,  the  supreme  court  of  appeals  of  Virginia 
liojds,  arc  not  rc(|uire(l  to  stop  their  cars  upon  the  discovery  of  the 
fright  of  a  horse  on  the  street,  occasioned  by  the  usual  and  ordi- 
nary noises  of  the  car,  and  are  only  required  to  keep  the  car  under 
ctinlriil.  so  that  it  can  |irevcnl  damage  when  occasion  arises;  and, 
while  it  is  a  recognized  fact  that  travelers  should  give  the  right  of 
way  to  the  street  car,  it  does  not  relieve  the  company  from  CNcrcising 
due  care  to  prevent  a  collision.  It  cannot  wantonly,  maliciously, 
recklessly,  or  negligently  inflict  injury  upon  a  traveler  on  the  street 
liy  running  its  car  upon  him,  when  the  servants  of  the  company  in 
charge  of  the  car  knew,  or  by  the  exercise  of  reasonable  care  and 
caution  should  have  known,  of  his  inability  to  prevent  a  collision 
with  the  car.  Whether  the  company  in  such  a  case  has  been  guilty 
of  wanton,  malicious,  reckless,  or  negligent  conduct  is  a  question 
for  the  jury,  under  proper  instructions  from  the  court. 


GETTING  ON  OR  OFF  MOVING  ELECTRIC  CAR— SLOW- 
ING  UP   ON   SIGNAL  NOT   INVITATION   TO   BOARD 
CAR  BEFORE  IT  STOPS— DUTY  TO  PERSON  ONCE 
ON-STARTING  UP  WITH  JF.RK. 


Powelson  v.  United  Fraction  Co.  (Pa.),  54  .\l\.  Rep.  28^.  Jan.  5. 
1903. 

To  step  on  or  off  a  moving  car,  whether  the  power  which  propels 
the  car  be  steam  or  electricity,  the  supreme  court  of  Pennsylvania 
s.iys,  is  per  se  (by  itself)  negligence,  and,  if  injury  results  to  the 
passenger,  he  cannot  recover  damages.  To  this  rule,  as  in  all  rules, 
there  are  some  rare  exceptions.  The  exceptional  cases  as  to  elec- 
trical cars,  on  one  ground  and  another,  are  perhaps  more  numerous 
than  those  as  to  steam  cars  on  account  of  the  entirely  different  use 
made  of  them. 

To  argue  that  slowing  up  on  a  person's  signal  was  an  invitation 
to  him  to  get  on  while  in  that  condition  of  motion,  the  court  says 
was  a  mistake.  It  at  most  was  an  invitation  to  get  on  when  the 
car  stopped,  not  sooner.  Having  once  got  on  the  moving  car,  it 
was  the  duty  of  the  company  to  exercise  care  in  carrying  him.  H 
it  negligently  started  up  the  car  with  a  jerk,  that  negligence  was  not 
excused  by  his,  and  the  company  would  be  answerable. 


ALLOWING  PLATFORM  TO  BECOME  SO  CROWDED  AS 
TO  RENDER  PASSENGER  LIABLE  TO  BE 
PUSITED  OFF  IN  OPER.\TING  CAR. 
Cattano  v.  Metropolitan  Street  Railway  Co.  (N.  Y.),  66  N.  E.  Rep. 
563.  Feb.  24,  1903. 
It  was  the  duty  of  the  company,  when  it  allowed  passengers  to  ride 
on  the  platform,  the  court  of  appeals  of  New  York  holds,  to  use  a 
high  degree  of  care  to  protect  them  from  injury.  As  it  did  not 
provide  railings  to  keep  them  from  being  crowded  off  in  case  of  a 
sudden  movement  in  the  crowd,  it  was  bound,  as  the  jury  at  least 
might  have  found,  to  see  that  the  crowd  did  not  become  so  dense 
that  the  driver  could  not  put  on  the  brake  without  pushing  some 
passenger  off.  If  there  had  been  vacant  seats,  or  even  standing  room, 
inside,  the  case  would  be  different,  for  then  the  passenger  voluntarily 
standing  on  the  platform  might  be  held  to  run  his  own  risk.  When 
a  carrier  of  passengers  fails  to  provide  either  seats  or  standing  room 
inside  its  cars,  so  that  a  passenger  nuist  stand  on  the  platform  in 
order  to  ride  at  all.  and  the  company  permits  him  to  ride  there,  it 
cannot  allow  the  platform  to  become  so  crowded  that  he  is  liable 
to  be  pushed  off  in  operating  the  car,  without  presenting  a  question 
of  fact  for  the  jury  as  to  its  negligence  in  the  premises. 


FAILURE    TO    SOUND    GONG    FOR    PERSON    WORKING 

NEAR  TRACK— LATTER  NOT  BOUND  TO  LOOK 

CONTINUOUSLY  FOR  CAR. 


Daiun  V.  .\"orth  Jersey  Street  Railway  Co.  (N.  J.  Sup).  54  .\tl.  Rei>. 
221.  l"eb.  24.  1903. 
Assuming,  but  not  admitting,  that  it  cannot  be  said,  as  a  matter 
of  law,  that  it  is  the  duty  of  a  street  railway  company  to  give  notice 
to  persons  working  in  a  public  highway,  in  dangerous  proximity  to 
its  tracks,  of  the  approach  of  its  cars,  the  supreme  court  of  New 


Jersey  holds  that  it  is  at  least  a  question  for  the  jury,  and  not  the 
court,  whether,  when  the  company  assumes  such  a  duly,  its  failure 
to  iwrforin  it  in  a  given  instance  is  not  negligence.  It  further  holds 
that  although  the  party  injured  in  ll)is  case  was  bound  to  use  rea- 
sonable care  for  his  own  safety,  this  did  not  require  him  to  look 
continuously  for  the  approach  of  a  car.  To  have  done  this,  it  says, 
would  have  made  it-  impossible  for  him  to  perform  his  work.  He 
knew  that  he  was  in  a  place  where  he  v\as  safe,  except  when  a  car 
was  passing.  He  knew,  too,  that  it  was  the  custom,  when  a  car  was 
approaching,  for  the  molorman  to  ring  his  gong  as  a  warning,  and 
he  had  a  right  to  expect  that  this  warning  would  be  given  to  him. 
Having  looked,  when  he  knelt  down  near  the  track,  for  the  purpose 
of  ascertaining  whether  a  car  was  approaching,  it  was  a  question 
for  the  jury  to  determine  whether  it  was  negligent  in  him,  under  the 
existing  circumstances,  not  to  make  another  observation  during  the 
minute  which  elapsed  before  the  accident  occurred. 


CASE  FOR  INJUNCTION  AGAINST  TRANSFER  OF  PROP- 
ERTY TO  CORPORATION  OF  ANOTHER  STATE. 


Colcr  V.  Tacoma  Railway  &  Power  Co.  (N.  J.),  54  .^tl.  Rep.  413. 
March  2,  1903. 
An  arrangement  having  been  made  between  the  Tacoma  Railway 
&  Power  Company,  a  New  Jersey  corporation,  and  the  Seattle-Ta- 
coma  Intcrurban  Railway,  a  corporation  of  the  state  of  Washington, 
by  which  the  New  Jersey  company  should  transfer  all  its  property 
and  franchises,  except  the  franchise  of  being  a  corporation,  to  the 
Washington  company,  and  the  latter  should  issue  therefor  to  the 
New  Jersey  company  20,000  shares  of  fully-paid  stock  of  the  par 
value  of  $100  per  share,  or,  in  case  any  stockholder  in  the  New 
Jersey  company  refused  to  accept  such  stock  in  exchange  for  his 
own  stock  share  for  share,  then  the  Washington  company  should 
pay  $35  '"  cash  in  lieu  of  each  share  so  refused,  the  court  of  errors 
and  appeals  of  New  Jersey  holds  that,  on  bill  filed  by  a  stockholder 
in  the  New  Jersey  company,  that  the  consummation  of  the  arrange- 
ment ought  to  be  restrained,  because  (1)  It  was  tantamount  to  a 
dissolution  of  the  New  Jersey  corporation,  within  the  meaning  of 
the  New  Jersey  statute,  and  therefore  could  be  legally  carried  out 
only  by  such  proceedings  as  the  New  Jersey  statute  prescribed  for 
dissolution.  (2)  Under  the  constitution  and  judicial  decisions  in 
Washington,  it  is  unlawful  to  issue  corporate  stock  as  fully  paid  for 
less  than  its  par  value,  and  the  above  arrangement  shows  on  its  face 
a  purpose  to  issue  such  stock  for  35  per  cent,  of  its  par  value.  (3) 
Under  the  constitution  and  judicial  decisions  in  Washington  it  is 
unlawful  for  any  corporation  to  hold  stock  and  exercise  the  usual 
rights  of  stockholders   in   a  corporation  of   that   state. 


NO    CONSIDERATION    FOR    NEW    CONDITIONS    AFTER 
CONTRACTING   TO   FURNISH   TRANSPORTATION- 
INSUFFICIENT  RELEASE  TO  COVER  NEGLIGENCE. 


Dow  v.  Syracuse,  Lakeside  &  Baldswinsvillc  Railway  (N.  Y.  Sup.). 
80  N.  V.  Supp.  941.  March  10,  1903. 
.\  street  surface  railroad  company  in  consideration  of  a  convey- 
ance to  it  of  a  right  of  way  over  a  strip  of  land  having  agreed  to 
provide  one  of  the  grantors  with  transportation  upon  its  railro.id 
during  her  natural  life,  upon  the  sole  condition  that  such  right 
should  be  forfeited  if  her  passbook  of  tickets  should  be  presented 
for  fare  by  any  person  other  than  herself,  the  foulli  appellate  divi- 
sion of  the  supreme  court  of  New  York  holds  that  the  company  obli- 
gated itself  to  furnish  her  with  transportation,  relieved  from  any 
other  condition ;  and  that  when  it  assumed  to  attach  to  the  fulfill- 
ment of  such  obligation  an  additional  condition,  and  one  which  was 
never  within  the  contemplation  of  the  parties  [as  that  she  released 
the  company  from  all  liability  for  personal  injuries],  it  foisted  upon 
her  a  new  contract,  for  which  no  consideration  passed.  In  other 
words,  when  the  company  undertook  to  make  for  itself  what  was, 
in  effect,  a  new  contract,  by  imposing  a  condition  which  was  not 
contained  in  the  original  contract,  it  furnished  no  consideration 
therefor,  and  consequently  was  in  no  position  to  enforce  the  sanuv 
Nor  did  the  acceptance  of  the  passbook  with  the  new  condition 
printed  upon  its  cover  indicate  any  intention  upon  her  part  to  assent 
to  the  terms  thereof.  Besides,  the  new  condition  imposed  being 
that  the  company  should  be  released  "from  all  claims  for  damages 
for  personal  injuries  from  whatever  cause,"  the  court  does  not 
consider   that    this    would    release'  it    from    liability    for    the    conse- 


Jli.y  20,  1903,] 


STREET  RAILWAY  REVIEW. 


4(\^ 


quences  of  its  own  negligence,  under  tlie  rule  that,  where  such  a 
limitation  is  intended,  it  must  be  expressed  in  language  so  plain  and 
unequivocal  that  it  may  be  j-eadily  comprehended  by  every  one. 


ME.ASURE  OF  DAMAGES   FOR  BREACH    OF   CONTRAC'l" 
BY  REFUSAL  TO  ACCEPT   RIGHT  OF  WAV. 


Hays  V.  Wilkinsburg  &  East  Pittsburg  Street  Railway  Co.  (Pa.), 
54  .■\tl.  Rep.  i23.    Jan.  5,  igoj. 

In  this  case  the  company  procured  from  certain  parties  an  agree- 
ment for  a  right  of  way  across  their  premises.  As  part  of  tlie  con- 
sideration therefor,  it  agreed  to  grade  and  pave  and  curb,  for  tlie 
use  of  the  owners  and  occupants  of  the  premises,  a  roadway  on  tlie 
right  of  way,  outside  of  and  along  its  tracks.  But,  in  order  to 
carry  out  the  contract,  it  was  necessary  to  obtain  the  consent  of 
the  municipal  authorities  of  the  borough  to  lay  a  track  upon  a  street 
leading  to  a  point  opposite  the  property  of  these  parties.  The  bor- 
ough councils  refused  consent ;  and  the  company  refused  to  accept 
the  grant  of  the  right  of  way,  relinquishing  all  claim  thereto. 

The  breach  of  contract  upon  the  part  of  the  company,  the  supreme 
court  of  Pennsylvania  says,  consisted  in  its  refusal  to  accept,  or  enter 
into  possession  of,  the  right  of  way  for  which  it  bad  contractc<I. 
Such  a  breach  is  analogous  to  that  of  the  vendee  in  a  contract  for 
the  conveyance  of  land.  In  such  case  the  damages  which  may  be 
recovered  are  not  the  whole  amount  of  the  purchase  money,  as  that 
would  be  to  enforce  specific  performance.  The  damages  should 
only  equal  the  loss  sustained  by  nonfultillnient  of  the  contract.  The 
loss  of  the  bargain  is  the  measure  of  damages.  The  trial  court 
here,  however,  adopted  as  the  measure  the  equivalent  of  the  full 
amount  of  the  purchase  money,  or  the  cost  of  grading,  paving,  curb- 
ing, and  sewering  the  street  through  these  parties'  land.  If  the 
street  railway  company  had  accepted  from  the  parties  the  grant  of 
the  right  of  way,  and  had  entered  thereon,  laid  its  tracks,  erected  its 
poles,  strung  its  wires,  and  constructed  and  operated  its  railway  over 
their  property,  and  had  then  refused  to  make  payment  of  the  com- 
pensation as  stipulated  in  the  contract,  the  measure  of  damageij 
applied  by  the  trial  court  would  have  been  correct.  But  as  it  was, 
the  parties  had  given  up  nothing  to  the  street  railway  company. 
Clearly  they  were  not  entitled  to  have  their  property  intact,  and  at 
the  same  time  recover  the  full  amount  of  the  compensation  to  which 
they  would  have  been  entitled  had  the  street  railway  company  been 
built  upon  their  premises.  Under  the  circumstances,  the  measure  of 
damages  could  be  nothing  inore  than  the  actual  loss  sustained  by 
the  parties,  which,  in  so  far  as  the  evidence  showed,  was  merely 
nominal. 


CARE  REQUIRED  OF  LINEMAN  IN  REMOVAL  OF  WIRES 

FROM  WOODEN  TO  IRON   POLES—  DUTY  OF 

COMPANY— INSPECTION. 


Walsh  V.  New  York  &  Queens  County  Railway  Co.  (N.  Y.  Sup.), 
80  N.  Y.  Supp.  767.  March  6,  1903. 
One  of  the  linemen  employed  in  the  work  of  removing  the  cables 
and  wires  used  in  the  operation  of  an  electric  street  railway  from 
wooden  poles  on  one  side  of  the  street  to  new  iron  poles  on  the  other 
side,  the  second  appellate  division  of  the  supreme  court  of  New 
York  holds,  was  not  bound  to  exercise  the  highest  possible  degree 
of  care;  he  was  not  bound  to  fasten  the  pole  with  guy  ropes,  braces, 
etc..  which  would  make  it  impossible  for  the  pole  to  fall,  unless  the 
lUnger  of  proceeding  otherwise  was  known  and  obvious  upon  a  rea- 
sonable inspection  consistent  with  the  discharge  of  his  duties.  He 
had  the  right  to  assume  that  the  master  had  discharged  its  duly  in 
"o  far  as  a  reasonable  use  of  his  faculties  would  not  disclose  to  the 
contrary,  and  he  had  a  right  to  use  such  of  the  appliances  furnislieil 
him  Iiy  the  master  as  appeared  to  be  reasonably  adapted  to  the  per- 
formance of  the  rude  task  before  him.  It  was  not  his  duty  to  make 
an  in'ipcclion  of  the  pole  where  the  defect  was  not  obvious.  That 
duty  the  law  imposed  upon  the  master,  and  if  he  was  injured  while 
Iterforming  a  duly  imposed  upon  him  by  the  master,  and  while  in 
Ihe  rxcrcite  of  reasonable  care,  he  was  entitled  to  recover  dam- 
ages. 

The  evidence  in  this  case  showed  conclusively  that  the  pole  was 
rotten  and  deteriorated,  so  thai  it  was  liable  to  fall  whenever  it  wa.^ 
railed  njKjn  to  liear  any  additional  strain.  The  company  knew  that 
in  tending  the  lineman  to  Ihe  top  of  the  fxAe  for  the  purpose  of 
removing  the  heavy  cables  and  wires  the  pole  would  be  subjected  to 


additional  strain,  ami  it  was  the  duly  of  the  company  to  inspect  the 
pole  in  order  to  know  whether  it  was  safe  for  the  lineman  to  climb 
it.  The  mere  fact  that  the  lineman  did  not  use  all  of  the  precau- 
tions which  would  have  been  demanded  in  the  exercise  of  due  care, 
had  he  known  the  condition  of  the  pole,  did  not  deprive  him  of  the 
right  to  recover  for  his  injuries  where  it  appeared  that  he  used  all 
of  the  precautions  which  were  demanded  under  the  circumstances 
as  they  appeared  upon  tlie  surface,  and  where  there  was  no  obvious 
reason  for  believing  that  the  pole  was  in  a  different  state  of  pres- 
ervation from  those  about  it.  There  w'as  evidence  that  the  work 
of  inspection  of  poles  was  usually  undertaken  by  men  employed 
for  that  purpose,  and  there  was  no  evidence  that  the  company  had 
made  any  proper  inspection-  of  the  pole  where  the  lineman  was  in- 
jured, and  the  court  holds  that  this  defect  in  the  defense  was  not 
met  by  the  fact  that  the  purpose  of  the  work — the  removal  of  the 
cables  from  wooden  to  iron  poles — was  intended  to  give  notice  that 
the  wooden  poles  were  defective.  This  was  only  one  of  the  reasons 
that  might  have  operated  to  induce  the  change,  and  it  did  not  relieve 
llie  company  from  the  duty  of  providing  a  reasonably  safe  place  for 
the  lineman  to  work. 


RIDING   ON   FRONT    PLATFORM   OF   CAR   CONTAINING 

NOTICE  THAT  PASSENGERS  DO  SO  AT  THEIR  OWN 

RISK— REASONABLENESS     OF     RULE— TAKING 

PASSENGERS   ON   CROWDED   CAR— NO 

EVIDENCE    OF   WAIVER    OF 

RULE. 


Piurns  V.  Boston  Elevated  Railway  Co.   (Mass.),  66  N.  E.  Rep.  41S. 
Feb.  27,  1903. 

The  plaintiff  was  riding  on  the  front  platform  of  a  car  and  as  it 
rounded  a  sharp  curve  at  a  street  corner  was  thrown  off  by  a 
sharp  jerk.  There  was  testimony  tending  lo  show  that  the  speed 
was  unusual  and  excessive,  that  the  car  was  crowded,  and  that  there 
were  six  or  seven  others  on  the  platform.  On  cross-examination,  he 
testified  that  he  knew  there  was  a  sign  on  the  car  that  "Passengers 
riding  on  the  front  platform  do  so  at  their  own  risk."  The  supreme 
judicial  court  of  Massachusetts  holds  that  a  verdict  was  properly 
directed  for  the  company. 

The  rule  in  respect  to  passengers  riding  on  the  front  platform 
must  be  regarded,  it  seems  to  the  court,  as  a  reasonable  rule,  and 
such  a  rule  as  the  company  had  a  right  to  adopt.  It  would  have  had 
the  right  to  prohibit  absolutely  passengers  from  riding  on  the  front 
platform,  and  a  passenger  who,  without  suflicicnt  excuse,  knowingly 
violated  the  rule,  and  was  injured  in  consequence  thereof,  would 
have  been  guilty  of  contributory  negligence,  and  would  not  have 
been  entitled  to  recover,  even  though  the  company  had  also  been 
negligent.  The  court  does  n^t  think  that  the  only  alternatives  open 
lo  the  company  were  those  of  absolute  prohibition  or  unqualified 
permission.  The  notice  contained  a  fair  warning  that  the  front  plat- 
form was  regarded  by  the  company  as  a  place  of  exposure  lo  dan- 
ger, and  that  it  was  unwilling  that  passengers  should  ride  there, 
unless  they  were  content  to  take  the  risks  of  doing  so;  and  il  is 
not  unreasonable,  it  seems  lo  the  court,  to  say  that  a  passenger 
who  knew  Ihe  rule,  as  the  plainlitT  did,  and  rode  upon  the  front 
plalform,  accepted  the  risk,  in  Ihe  absence  of  anything  lo  show  that 
the  rule  had  been  waived  by  the  company,  or  that  it  was  not  in 
force.  The  rule  was  to  be  regarded  as  designed  lo  promote  the 
safely  of  passengers,  by  warning  them  that  ilic  front  platform  was 
or  might  be  a  place  of  danger,  and  that  they  rode  there  at  their 
own  risk,  rather  than  as  designed  lo  protect  the  company  from  the 
results  of  ils  own  negligence,  or  that  of  its  servants  or  agents.  And 
ihc  coiirl  thinks  that,  upon  Ihe  undispulcd  lesiiniony,  llic  plaintiff 
must  be  held  lo  have  accepted  Ihe  risk. 

The  fact  that  the  car  was  crowded,  Ihe  court  furllur  declares, 
was  immaterial.  The  plaintiff  was  nol  obliged  lo  get  onto  a 
crowded  car,  and  it  was  not  negligence  on  the  part  of  the  company  In 
lake  him  on  as  a  passenger,  because  Ihe  car  was  crowded.  The 
fact  that  there  were  other  passengers  on  the  plalform  did  not  show 
thai  Ihc  rule  had  been  waived  by  Ihc  company  or  was  not  in  force. 
Their  presence  there  was  as  consistent  with  the  fact  that  the  rule 
was  still  in  force  as  that  it  was  not.  The  case  was  very  different 
from  that  of  Sweolland  v.  Lynn  &  Bciston  R.  R.,  177  Mass.  574,  S'J 
N.  E.  443,  in  which  there  was  abumlant  evidence  of  a  custom  to 
use  Ihe  from  |>lalf<irni,  and  thai  the  rule  nolifying  passengers  not 
10  stand  on  the  front  platform  was  not  in  force. 


4(t4 


STREET  RAILWAY   REVIEW. 


(Vol..  XIII,  No  7. 


I'ERMHTING       I'ERMANKNr      OUSTRUCTIONS       NEAK 
TRACK— RIDING    ON    KOU IBOARD-LEANING    BACK 
CROSSING  HRIDCiE-AHSENCE  OE  ACCIDENTS 
EOR  II  YEARS— OVERLOADING  CARS. 


.\iuliTSon  V.  Ciiy  &  Suburban  Railway  Co.  (Or),  71  Pac.  Rep.  659. 
March  9,  190J. 

W'licre  a  street  railway  company  invites  or  expects  passengers  to 
ride  on  tlie  footboard  o(  its  cars,  an>I  carries  them,  at  a  rapid  rati- 
■  >(  >peed,  in  close  pro.ximity  to  dangerous  obstructions,  of  which 
lliey  have  no  knowledge,  without  warning  them  of  the  risk,  the 
biiprcnie  court  of  Oregon  holds  that  the  question  of  negligence  is 
for  the  jury.  The  authorities  all  agree,  it  says,  that  it  is  negligence 
for  a  street  railway  company  to  permit  peimancnt  obstructions  to 
stand  so  near  its  tracks  that  passengers  getting  ofT  or  on  its  cars,  or 
riding  thereon,  are  in  danger  of  comuig  in  contact  therewith,  and  it 
is  generally  considered  a  question  for  the  jury  as  to  whether  a  given 
obstruction  is  so  situated. 

Nor  could  it  be  said  that  the  passenger  who  in  this  case  was  killed 
by  striking  his  head  on  one  of  the  timbers  of  a  bridge  of  which 
there  was  only  18  inches  of  space  between  its  framework  and  the 
footl)oard  of  open  cars  was  guilty  of  contributory  negligence  in  rid- 
ing on  the  footboard  of  the  car,  which,  by  the  way,  was  crowded.  He 
was  there  by  the  invitation  and  consent  of  the  company,  and,  while 
he  was,  perhaps,  required  to  exercise  extra  care  and  caution,  on  ac- 
count of  the  increased  danger  attending  his  position,  it  was  never- 
theless the  duty  of  the  company  to  furnish  him  a  reasonably  safe 
place  in  which  to  ride,  and  not  expose  him  to  injury  from  perma- 
nent obstructions  unreasonably  near  its  tracks. 

It  is  the  duty  of  a  common  carrier  of  passengers  by  street  cars 
to  foresee  the  possible  danger  to  which  passengers  riding  on  the 
footlxiards  of  its  cars  might  be  exposed  by  a  slight  movement  of  the 
body  in  consequence  of  the  proximity  of  its  tracks  to  permanent 
structures,  and  it  is  not  negligence  on  the  part  of  the  passenger  to 
omit  to  look  out  for  such  structures  unless  he  has  reason  to  antici- 
pate some  such  danger.  He  has  a  right  to  assume  that  the  com- 
pany has  performed  its  duty  to  carry  him  safely,  and  that  it  will 
not  expose  him  to  unnecessary  hazard,  and  to  act  accordingly.  It 
is  not  negligence  per  se  (by  itself),  either  on  the  part  of  a  passen- 
ger or  a  street  railway  company,  that  a  passenger,  reasonably  com- 
petent to  take  care  of  himself,  should  ride  on  the  platform  or  foot- 
board of  a  crowded  car.  It  is,  however,  obviously  more  dangerous 
10  occupy  such  a  position  than  a  seat  in  the  car,  and  therefore  the 
law  imposes  upon  both  the  passenger  and  the  railway  company  the 
duty  of  extra  caution  to  prevent  injury,  and  a  railway  company  which 
accepts  such  a  person  as  a  passenger,  and  permits  him  so  to  ride, 
is  bound  to  carry  him  with  a  degree  of  skill,  prudence,  and  care 
proportionate  to  the  danger  to  be  apprehended,  but  it  is  not  negli- 
gent in  permitting  him  to  do  so. 

The  fact  that  the  road  had  been  operated  for  about  ir  years,  and 
no  accident  had  occurred  from  a  like  cause  was  not  conclusive  evi- 
dence of  the  absence  of  negligence  on  its  part,  either  in  the  construc- 
tion of  the  road  or  the  operation  of  the  cars.  Nor  was  the  passen- 
ger necessarily  guilty  of  contributory  negligence  because  he  leaned 
back  while  in  the  act  of  returning  his  money  to  his  pocket,  or  in 
looking  after  a  friend.  Conduct  of  that  kind  on  the  part  of  passen- 
gers was  such  as  might  reasonably  be  anticipated  by  the  railway 
company. 

With  regard  to  the  company  permitting  its  cars  to  be  so  over- 
lo.-i(icd  that  passengers  were  required  to  stand  on  the  footboard,  the 
court  says  that,  under  the  law,  such  an  act  on  the  part  of  a  street 
railway  company  is  not  negligence  per  se  (by  itself)  as  to  a  passen- 
ger who  voluntarily  boards  a  crowded  car,  and  assumes  to  ride  on  its 
footboard. 


SEIZING  OF  RUNNING  BOARD  EV  ONE  THROWN  DOWN 
BY  STARTING  OF  CAR. 


Indiana  Railway  Co.  v.  Maurer  (Ind.),  66  N.  E.  Rep.  156,     Feb.  ,v 

1903 
The  supreme  court  of  Indiana  says  that  here  the  plaintiff  was  old. 
infirm  and  with  but  one  leg,  and  as  he  stood  by  the  side  of  the  car, 
necessarily  leaning  upon  his  crutch,  or  holding  to  the  car,  while  he 
reached  for  his  grip  bag,  by  the  untimely  and  negligent  starting  of 
the  car  he  was  thrown  to  the  ground,  and  near  to  the  revolving 
wheels  of  the  car.     Having   been   thus   suddenly   and   unexpectedly 


cast  uitu  a  situation  that  might  reasonably  appear  to  him  to  be  one 
uf  nnmincnt  clanger  of  losing  his  life  or  of  sufTering  great  bodily 
harm,  the  seizing  of  the  running  lioard,  which  would  at  least  stay 
him  from  passing  under  the  wheels,  could  not  be  accounted  con- 
tributory negligence  per  se  (of  itself),  even  though  it  was  clear  to 
one  not  imperiled  that  the  safer  course  would  have  been  not  to 
have  seized  the  rimning  l>oard.  And  the  jury,  whose  duty  it  was  to 
characterize  the  act,  determined  by  lluir  mneral  verdict  that  he  was 
free  from  contributory  fault. 

STARTING  OF  CAR  BY  MOTORMAN  WITHOUT  SIGNAL 

OR  LOOKING  TO  SEE  IF  ANY  ONE  IS  GETTING 

ON   OR  OFF. 


Bcssenger  vs.  Metropolitan  Street  Railway  Co.  (N.  Y.  Sup.),  79 
N.  Y.  Supp.  1017.  Jan.  23,  1903. 
The  conductor  having  cried  out  "Transfer  I"  and  the  car  come  to 
a  full  stop  at  a  street  intersection,  the  second  appellate  division  of 
the  supreme  court  of  New  York  holds  that  the  question  of  negli- 
gence on  the  part  of  the  company  in  starting  the  car  while  a  pas- 
senger who  had  been  riding  on  the  rear  platform  and  received  a 
transfer  was  in  the  act  of  alighting  was  for  the  determination  of  the 
jury.  It  says  that  the  jury  might  very  properly  have  found  that  it 
was  negligence  on  the  part  of  the  motorman  to  again  start  his  car 
without  looking  around  to  discover  whether  there  was  any  one  in 
the  act  of  alighting,  if,  indeed,  it  was  not  his  duty  to  refrain  from 
starting  the  car  until  he  had  received  a  signal  from  the  conductor. 
It  is  one  thing  to  slacken  and  increase  the  speed  of  a  car  in  the 
ordinary  work  of  operating  the  same  with  reference  to  the  safety 
of  vehicles  and  persons  in  the  highway,  Ahere  no  notice  is  given  to 
the  operator  of  the  desire  of  a  person  to  leave  or  enter  the  car 
and  quite  another  thing  to  hold  that  a  passenger  may  not,  with  a 
car  at  a  standstill,  rely  upon  the  motorman  to  exercise  a  reasonable 
degree  of  care  in  starting  the  car.  Whatever  may  be  the  rule  in 
respect  to  steam  railroads,  the  court  is  of  opinion  that,  when  a  street 
surface  car  has  come  to  a  full  standstill,  reasonable  care  in  its  oper- 
ation demands  that  it  shall  not  be  started  without  some  effort  on 
the  part  of  the  conductor  or  motorman  to  determine  whether  this 
may  be  done  with  safety  to  passengers  or  intending  passengers,  and 
that  the  question  of  negligence  is  one  for  the  jury.  This  is  in  ac- 
cord with  the  almost  universal  rule  which  is  witnessed  in  the  every- 
day operation  of  these  cars,  where  the  motorman  starts  only  on  a 
signal  from  the  conductor,  and  it  is  the  only  one  consistent  with 
the  safety  of  passengers  and  the  rights  of  the  public. 


•VIGILANT  W.\TCH   ORDINANCE.'     A   POLICE  REGULA- 
TION WHICH  CONFERS  RIGHT  OF  ACTION— PRO- 
VISION AS  TO  STOPPING  IN  SHORTEST  TIME 
AND      SPACE      POSSIBLE      BAD      IN      IN- 
STRUCTION. 


Gebhardt  v.  St.  Louis  Transit  Co.  (Mo.  .'Xpp.),  71  S.  W.  Rep.  448. 
Dec.  16,  1902. 
A  city  ordinance  providing  that  "The  conductor,  motorman,  grip- 
man,  driver,  or  any  other  person  in  charge  of  each  car  shall  keep  a 
vigilant  watch  for  all  vehicles  and  persons  on  foot,  especially  chil- 
dren, either  on  the  track  or  moving  towards  it,  and  on  the  first  ap- 
pearance of  danger  to  such  persons  or  vehicles,  the  car  sha;i  be 
stopped  in  the  shortest  time  and  space  possible,"  the  court  of  ap- 
peals at  St.  Louis,  Mo.,  holds  is  a  police  regulation,  and  that  an  in- 
jury due  to  its  violation  affords  the  injured  party  a  right  of  action. 
But,  on  account  of  the  uncertainty  in  the  language  of  the  last  clause, 
"the  car  shall  be  stopped  in  the  shortest  time  and  space  possible,"  the 
court  thinks  that  it  is  misleading  to  incorporate  the  ordinance  bodily 
in  an  instruction  to  the  jury. 

«  «  » 

The  Springfield  (111.)  Railway  &  Light  Co.  plans  the  expenditure 
of  $242,000  for  new  electrical  equipment,  a  new  power  house,  10  new 
c;irs.  new  car  b.nrn,  new  road  equipment,  etc.  Work  will  begin  at 
once. 


The  Chattanooga  Electric  Railway  Co.  cars  are  to  Iw  equipped 
with  mail  collection  boxes.  At  present  this  service  is  in  operation 
in  only  three  cities  of  the  United  States:  Dcs  Moines,  la.;  Grand 
Rapids,  Mich.,  and  Lowell,  Mass. 


July  20,  1003] 


STREET  RAILWAY  REVIEW. 


405 


CONCRETE. 


.\s  described  elsewhere  in  this  issue,  the  Hartford  Street  Railwaj' 
Co.  has  made  extensive  use  of  concrete  in  and  about  its  power  sta- 
tion and  car  houses,  for  building  and  engine  foundations;  for  sub- 
ways in  which  to  house  exhaust  piping:  in  reservoir  work  for  water 
storage,  and  in  other  applications.  Most  of  this  concrete  work  lias 
l>een  installed  by  the  Hartford  Paving  &  Construction  Co..  and  in 
this  connection  the  paper  on  "Concrete"  read  some  months  ago  be- 
fore the  Society  of  Engineers  of  Connecticut,  by  Mr.  Charles  M. 
Crawford,  secretary  of  that  company,  will  be  doubly  interesting. 

Mr.  Crawford  said  in  part: 

The  fact  that  different  engineers  attempt  to  produce  the  same  re- 
sult by  widely  differing  mixtures  has  repeatedly  been  brought  to  m>' 
attention,  in  reading  the  various  specifications  for  concrete,  that  I 
have  been  called  upon  to  examine  during  the  past  few  years,  some 
for  work  on  which  I  have  submitted  estimates,  and  some  which  I 
have  only  read  as  a  matter  of  interest. 

The  derivation  of  the  word  concrete — "concrescere  ' — to  grow  to- 
gether, expresses  the  whole  matter  to  me  in  a  nutshell.  H  your 
concrete  "grows  together"  in  good  shape,  all  is  well,  but  if  not,  look 
out  for  trouble. 

Prof.  Ira  C.  Baker  in  his  "Treatise  on  Masonry  Construction" 
states:  "The  voids  in  the  aggregate  should  be  filled  with  mortar.  If 
there  is  not  enough  mortar  to  till  the  voids,  the  concrete  will  be  weak 
and  porous.  On  the  other  hand,  more  mortar  than  enough  to  fill  the 
voids  of  the  aggregate  increases  the  cost  of  the  concrete  and  also  de- 
creases its  strength.  The  decrease  in  strength  due  to  an  excess  of 
mortar  is  usually  greater  than  would  be  produced  by  substituting  the 
same  amount  of  aggregate,  since  ordinarily  the  sand  and  the  aggre- 
gate have  approximately  the  same  per  cent  of  voids,  while  the  sand 
has  the  greater,  and  also  the  smoother  surface.  A  correctly  pro- 
portioned concrete  is  always  stronger  than  the  mortar  alone." 

He  then  gives  the  crushing  strength  per  square  inch  for  portland 
cement  mortar  and  concrete,  each  tw  enty-eight  days  old.  as  follows : 

One  to  two  mortar,  2,158  lb.;  with  three  pans  of  pebbles,  2,78.^  lb.; 
with  five  parts  of  pebbles,  2.414  lb. 

One  to  three  mortar,  1406  lb.;  with  five  parts  of  pebbles,  i.Wh  Hi.  ; 
with  six  and  one-half  parts  of  pebbles.  i..S,?4  lb. 

One  to  four  mortar.  1.068  lb.:  with  five  parts  of  pebbles.  1,291  lb.: 
with  eight  and  one-half  parts  of  pebbles,  1,221  lb. 

Prof.  Baker  also  states :  "For  the  strongest  and  densest  concrete. 
the  voids  of  the  aggregate  should  be  filled  with  a  rich  strong  mortar; 
but  if  a  cheaper  concrete  is  desired,  fill  the  voids  of  the  aggregate 
with  sand  and  add  as  much  cement  as  the  cost  will  justify.  In  other 
words,  to  make  a  cheap  concrete  use  as  lean  a  mortar  as  the  circum- 
stances warrant,  but  use  enough  of  it  to  fill  the  voids  in  the  aggre- 
gate. Sand  is  so  cheap  that  there  is  no  appreciable  saving  by  omit- 
ting it ;  and  the  use  of  it  makes  the  concrete  more  dense." 

In  the  specification  of  a  concrete  dam  recently  built  in  this  stale 
(Connecticut),  and  descrilxrd  in  the  proceedings  of  the  Society  of 
Engineers  of  Connecticut  for  lyoo,  page  i6.i,  the  proportions  were  set 
forth  as  follows: 

For  tx)dy  of  dam  and  abutments,  one  part  of  portlami  cinieiit. 
three  parts  of  sand  and  three  parts  of  broken  stone. 

For  12  in.  on  the  mUside  face  of  the  dam,  one  part  portland  ce- 
ment, three  parts  sand  and  two  parts  of  broken  stone.  From  Profes- 
sor Baker's  results  referred  to  the  structural  value  of  these  mixtures 
would  \>e  al)out  as  given  below,  and  the  co.st  would  also  be  about  as 
slated:  Inilh  structural  value  and  cost  l>eing  compared  willi  a  1  24 
mixture. 

Mixture.  Structural  Value.  Cost. 

1-2-4-  'oo  $t.oo 

1-3-3-  .60  1.21 

1-3-2-  .58  l/>4 

On  the  same  liasis  even  a  1-3-6  mixture  would  show  a  relative 
Mrucliiral  value  of  0.615,  Iwing  stronger  than  either  of  the  mixtures 
specified,  but  the  cost  would  lie  87  per  cent  of  the  1-2-4-  mixture,  72 
per  cent  of  ihe  1-3-3-  mixture,  and  .56  per  cent  of  Ihc  1-3-2-  mixture. 

It  is  therefore  apparent  Ihal  the  pmiwirtions  specified  produced  a 
concrete  tirnclurally  weaker  than  other  mixtures  which  might  lia\e 
liecn  put  in  ff»r  leis  money. 

My  own  practice  hai  followed  the  views  set  forth  by  I'rofessor 
lixkcr  When  I  have  Iwen  asked  to  suggest  Ihe  constituent  parts  of 
a  mixture  lo  produce  certain  given  rcstdts,  I  have  used  from  1-1-2- 
for  Ihe  surface  of  artifieial  Mone  sidewalks,  where  density  and  re- 


sistance to  wear  is  required,  and  1-2-4  lor  the  actual  arch  of  con- 
crete arch  bridges,  to  a  mixture  of  1-6-12-,  which  1  used  on  one  oc- 
casion to  cover  the  bottom  of  a  "shoot  the  chutes"  pond  in  order  lo 
do  away  with  trouble  that  had  developed  (here  from  the  stirring  up 
of  the  mud  at  the  bottom  of  the  pond. 

In  this  connection  I  would  say  that  an  8-in.  cube  of  1-4-8  concrete 
taken  direct  from  the  mixing  board  during  the  construction  of  the 
foundation  of  an  abutment  at  Middletown,  built  by  the  company  of 
which  I  am  secretary  (the  sample  procured  by  Mr.  K.  D.  Graves, 
engineer  of  the  work,  and  tested  by  Messrs.  Lathburry  &  Spackman, 
of  Philadelphia)  broke  at  1,032  lb.  per  .sq.  in.,  one  year  after  mixing, 
the  individual  pieces  of  trap  in  the  sample  breaking  in  practically 
a  straight  line  across  the  test  piece,  and  not  pulling  out  of  the  mor- 
tar at  all.  Regarding  this  lest,  however,  the  great  difficulty  of  filling 
such  a  small  cube  with  a  concrete  that  is  absolutely  representative  of 
the  mass  must  not  be  lost  sight  of. 

The  important  question  as  to  the  actual  coiitcnl  of  a  barrel  of  port- 
land  cement,  is  one  that  appears  to  be  open  to  discussion.  The  Atlas 
Portland  Cement  Co.  in  its  pamphlet  states  regarding  this,  "Figures 
are  seldom  quoted  on  account  of  difficulty  of  obtaining  llicm  under 
equal  conditions  of  packing." 

Mr.  E.  D.  Ciraves  gives  me  the  following  as  the  result  of  mcasurc- 


fk;.  1. 

nieuts  iu;i(le   in    iKcjS  uf  b:irrcK  in    which    |inrll:inil   rcniriit    Ikii!   Ihtii 
packed : 

Alpha  domestic  cement    (barrels) 3.59  cii.  ft. 

Champion  domestic  cement    (barrels) 3.40  cu.   fl. 

Al.sen  imported  cement    (barrels) 3.,38  cu.   fl. 

.Msen  imported  cement    (cylinders) 3.24  cu.  fl. 

In  1899  Mr.  Henry  Souther  in  making  some  tests  for  us  estab- 
lished the  weight  of  a  cubic  foot  of  Atlas  portland  cement  loose  at 
91.27  lb.,  making  a  Ixirrel  (380  lb.)  equal  4.16  cu.  ft. 

Maj.  Walter  L.  Fisk,  Corps  of  Engineers,  U.  .S.  A.,  in  his  report 
to  the  Chief  of  Engineers  on  Defenses  of  Moulh  of  Columbia  Kiver 
for  1S99,  stales  the  cost  of  cement  on  his  work  at  $2.68  per  barrel. 
He  Ihen  says  that  in  making  a  cubic  yard  of  concrete  he  used  three 
cubic  fitl  of  cement  at  a  cost  of  $2.01,  or  just  ihree-quarlers  of  $2.f)8. 
demonstrating  that  he  considered  Ihe  conleiil  of  a  barrel  of  porll;ind 
cement,  for  the  purpose  of  concrete,  to  be  four  cubic  feel.  (Keporl 
of  Chief  of  Engineers,  V.  S.  A.,  on  Seacoast  Defense  for  i8(w.  p. 
i.oor. ) 

Tile  voluiiie  of  a  barrel  of  porilai}(l  ceiiieiil  is  eslahlislied  liy  ibe 
.■\urora,  Elgin  &  Chicago  Ry..  which  has  used  concrete  conslniclion 
extensively,  by  Ihe  following  clause  in  its  specifications;  "The  i)ro- 
pt)rlir)ns  above  expressed  are  units  of  volume,  a  i|uarler  barrel  sack 
of  porlland  cement  as  packed  by  the  ni;inufaclurer  being  accepted  :is 
a  cubic  foot.  The  sand  mu'-l  he  measured  loosely."  ( iMinini-eriiig 
News,  Oct.  9.   1902.) 

doing  on  lo  the  (luesiir)n  of  the  volumes  of  ihmii.ii,  I  llnd  ihe  fol 
lowing  report  by  Mr.  Henry  .Somber  as  (lie  resuh  of  experinienis 
maile  for  us  in  i8(/j,  being  pari  of  (he  same  series  of  lesls  that  has 
already  been  referred  lo.  These  lesls  were  made  for  the  purpose  of 
verifying  Ihe  results  of  a  conliad  in  which  our  reliini  was  governed 
by  Ibe  amount  of  stone  :i  1-2-  inorlar  wouki  llusli.  We  Ihiiefore 
only  ex|>erimenled  willi  inorlar  so  proportioned,  and  Mr.  Snnlhcr 
found  that  one  barrel  of  cement  (taken  at  4  cu.  fl.)  plus  8  cu.  fl.  of 
sand,  and  mixed  with  sixteen  gallons  of  water,  made  8.35  cii.  fl    of 


406 


STREET  RAILWAY   REVIEW. 


jVc.i    XIII.  No.  ;. 


inorLir.  Mr.  Souther  tlicn  |>nK:t'i'ikMl  to  rxpcriinciit  its  to  how  iiuicli 
lirokcii  stoiic  the  !-.■  mortar  woiili!  tlll^h,  hnving  i-.|.')lili>lii.'tl  iK-forv- 
liaiiil  that  till-  «toiu-  III'  i'X|H-rinu-iiti'(l  with  coiilaiiii'il  voiiU  of  45.0; 
IHT  cent.  With  this  pcrcoiitagf  of  voids  it  is  apiKirciil  that  8.J5  cii. 
ft.  of  mortar  would  (lush  thcorotically  18.5.?  cu.  ft.  of  hrokcu  stone. 
The  following  is  an  extract   from  Mr.  Souther's  reiK>rt  of  Oct.    i.^. 

"/\  practical  determination  <if  the  amount  of  stone  that  1  to  J 
mortar  will  flush  was  ma<le  as  follows:  Six  Uixes.  each  of  t>  ft.  Iiv 
O    fl       « rri'   in:i<Uv    :tiid    wt-rr    t'llli-il    with    llirn-    «li(TiTi-iit    ntixlnrr^    i.t 


^mr^l  ^pfOf'^i' 


»j9ir  Srcr/tp/v 


//^i  /■   Si  UVf  TtOJV 


concrete,  made  in  duplicate  as  follows.  These  were  rammed  in  the 
lK>xes  as  nearly  level  as  possihie  and  the  volume  of  concrete  meas- 
ured hy  taking  ij  p<iints  along  the  edge  and  4  through  the  center. 
The  depth  heing  taken  as  the  average. 

"Sample  No.  i,  mixed  Septcml)er  26,  i8g9,  at  4  p.  m.;  i  harrel  uf 
.\tlas  ceniciit.  8  cu.  ft.  of  sand  and  16  cu.  ft.  of  stone  mixed  with  16 
gallons  of  water,  after  ramiuing  gave  a  depth  in  box  of  0.46  ft.,  or 
a  volume  of  16.58  cu.  ft. 

"Sample  No.  2,  mixed  Sept.  27,  1899.  at  8:30  a.  m.:  same  mixture 
as  No.  I ;  gave  depth  of  0.48  ft.,  or  a  volume  of  17.14  cu.  ft. 

"Sample  No.  3.  mixed  Sept.  27.  1899.  at  9:30  a.  m. ;  I  barrel  of  .At- 
las cement,  8  cu.  ft.  of  sand  and  24  cu.  ft.  of  stone  mi.xed  with  16 
gallons  of  water;  gave  a  depth  in  box  of  0.67  ft.,  or  a  volume  of  24,2 
cu.  ft. 

"Sample  No.  4;  mixed  Sept.  27,  1899,  at  11  a.  m. ;  same  mi.xture  as 
No.  3;  gave  a  depth  in  lx)x  of  0.68  ft.,  or  a  volume  of  24.5  cu.  ft. 

"Sample  No.  5.  mixed  Sept.  27,  1899,  at  2  p.  m. ;  i  barrel  of  .\tlas 
cement.  8  cu.  fl.  of  sand  and  21.5  cu.  ft.  of  stone,  mixed  with  16  gal- 
lons of  water;  gave  0.60  ft.  depth  in  box,  or  a  voluiue  of  21.6  cu.  ft. 

"Sample  No.  6,  mixed  Sept.  27,  1899,  at  3:30  p.  m. ;  same  mixture 
as  No.  5,  gave  a  depth  in  lx)x  of  0.62  ft.,  or  a  volume  of  21.^  cu.  ft. 

"One  of  each  of  these  samples  of  concrete.  Nos.  2,  3  and  4.  was 


.\laj.  Henry  M.  /Xdams  re|«orls  on  work  al  northern  side  of  cast- 
trii  entrance  of  New  York  hartior,  that  it  reijuircd  as  the  mean  of 
4.3(10  cu.  yd.  of  concrete,  0.90  cu.  yd.  of  stone,  0.45  «,u.  yd.  of  sand 
anil  1.10  barrels  of  cement  to  make  a  cubic  yard  of  concrete. 

lie  then  produced  the  same  residl  at  the  southern  side  of  the  east- 
ern entrance,  where  8,73()  cu.  yd.  of  concrete  were  placed,  except  that 
his  cement  was  increased  to  I V4  barrels  per  cubic  yard,  and  again  at 
defenses  of  .Stalen  Island,  where  in  5,873  yd.  of  concrete,  he  averaged 
0.90  cu.  yd.  stone.  0.40  cu.  yd.  of  sand,  and  1. 125  barrels  of  cement  to 
ill.'  .iil.ir  yard.  (  Reptirt  of  Chief  of  Engineers  on  Seacoast  Defenses 
for  1899,  pages  763.  766  and  774.)  Major  .\dams  there- 
fore foimil  the  increase  of  concrete  over  stone  to  have 
been  III  per  cent  on  the  work  he  reporlvd  on. 

\'our  committee  on  masonry  in  its  repfirt  to  the  an- 
nual meeting  of  ig02  stated  as  follows:     "We  have  re- 
cently  run  across  a   specification   for   concrete   foun<la- 
tion  work  to  l)e  done  in  Virginia ;   in   w  hich  the  engi- 
neer has  specified  exactly  the  numlK-r  of  cubic  feet  of 
ImhIi  sand  and  stone  required  per  barrel,  instead  of  giv- 
ing the  ratios  only,  as  is  usual.      This  is  evidently  done 
in  order  to  avoid  all  possible  diversity  of  opinion  re- 
garding the  dimension  of  the  basing  unit,  and  we  would 
gladly  have  the  expression  of  the  memliers  as  to  their 
opinion  regarding  this  course."      I  he  cause  <iuoted  was, 
if  I   rcmemlK-r  correctly.  emlK>died  in  this  rejMirt  at  my  suggestion, 
as  the  desirability  of  raising  the  question  of  doing  away   with  all 
possible  ambiguity   in  .specifications    for  concrete  had  been    forcibly 
brought  to  my  attention,  for  the  reason  that  I  have  just  been  called 
upon  to  examine  two  specifications   for  concrete   work   that   varied 
greatly  in  this  respect. 

One  of  these  specifications  was  for  some  very  important  work  in 
New  York  State,  and  in  it  the  mixture  for  the  preponderating  por- 
tion of  the  work  was  stated  as  follows,  the  proportions  for  the 
ollur  parts  only  varying  in  the  amounts  of  the  aggregate  to  Ik.-  used. 
"Concrete  for  massive  construction,  such  as  retaining  walls,  col- 
umn foundations  and  inverts  (where  such  are  used)  will  usually  be 
proportioned:  One  part  by  volume  of  portland  cement.  Kight  pans 
by  volume  of  aggregate  of  stone,  gravel  and  sand." 

.\nd  again,  "The  proportion  of  stone,  gravel  and  sand  will  be 
varied  from  time  to  time  by  the  engineer  as  he  may  require,  in  order 
to  secure  an  aggregate  as  nearly  as  possible  free  from  voids,  taking 
into  account  the  .sizes  and  qualities  of  the  materials  furnished." 
(Specification  for  .Atlantic  .\ve.  Improvement,  Brooklyn,  pp.  105- 
108.) 

In  this  specification  there  is  nothing  whatever  to  show  what  the 
engineer  intended  to  use  as  his  basing  unit.     As  before  stated,  Mr. 


broken  by  pressure  applied  at  the  end  of  the  lever  (arranged  as  in 
I'ig.  i),  and  the  broken  sections  show  in  each  case  that  the  mass  of 
concrete  is  thoroughly  homogeneous  and  that  all  the  voids  arc  filled. 
It  is  my  opinion  that  the  concrete  in  these  samples  was  mixed  a  lit- 
tle drier  than  should  have  been,  and  had,  say,  20  gallons  of  water 
been  used,  the  resulting  concrete  would  have  been  even  better  than 
it  is." 

'I'liesc  results  show  that  the  volume  of  concrete  increased  over 
the  broken  stone  used  in  it.  from  practically  no  increase  in  samples 
3  and  5.  to  an  increase  of  7  per  cent  in  sample  No.  2.  In  this  line 
the  following  results  from  reports  of  officers  of  the  I'nited  Slates 
lingineer  Corps  may  be  interesting: 

Major  Fisk  states  in  the  report  before  referred  to  that  it  required 
24  cu.  ft.  of  crushed  rock,  1 1  cu.  ft.  of  sand  and  3  cu.  ft.  of  cement 
to  make  i  cu.  yd.  of  concrete.  This  gives  an  increase  of  bulk  of 
concrete  over  stone  used  of  l2'/a  per  cent. 


Graves  has  measured  barrels  as  small  as  3.24  cu.  ft.  and  Mr.  Souther 
has  placed  the  loose  volume  of  a  l)arrcl  of  cement  at  4.16  cu.  ft.  The 
comparative  cost  of  the  ingredients  only,  in  one  cubic  yard  of  con- 
crete, at  the  price  in  force  when  the  work  was  let,  and  with  voids  of 
45  per  cent  in  the  broken  stone  used,  will  then  be  as  follows:  Basing 
unit,  3.24  cu.  ft. ;  cost  per  cubic  yd.  without  lalxir,  $4.39.  Basing  unit, 
4.16  cu.  ft.;  cost  per  cu.  yd.  without  labor,  $3.92. 

This  shows  a  possible  extreme  divergence  .of  opinion  equal  to 
$0.47  per  cubic  yard  which  is  surely  worth  considering,  as  the  con- 
crete covered  by  the  specification  amounted  to  approximately  90,000 
cu.  yd. 

The  other  specification  was  the  Virginia  work  before  referred  to. 
I  am  sorry  to  say  I  have  not  a  copy  of  their  specification  at  hand  to 
quote  from;  but  it  stated  .squarely  ju.st  how  many  cubic  feet  of  .sand 
and  broken  stone  should  be  used  to  each  barrel  of  cement,  in.  if  I 
recollect  correctly,  three  different  classes  of  concrete. 


JlLY   JO.    1903] 


STREET  RAILWAY  REVIEW. 


40: 


By  reference  to  the  Aurora,  Elgin  &  Chicago  specification  before 
quoted  it  will  be  seen  that  they  reach  the  same  result  by  Jefiiiing  the 
volume  of  a  sack  of  portlantf  cement. 

Mr.  Allen  liazen  states  as  follows  in  a  paper  on  the  Theory  ot 
Concrete,  published  in  the  priK-eedings  of  the  American  Society  of 
Civil  Engineer.*,  Vol.  25,  No.  6,  page  48S:  "The  most  accurate  and 
convenient  method  of  determining  the  voids,  known  to  the  writer, 
is  to  determine,  first,  the  specific  gravity  of  the  material  as  a  whole. 
including  the  voids.  The  percentage  of  space  ocenpied  by  the  par- 
ticles is  then  ohiained  by  dividing  the  specific  gravity  of  ihe  mass  as 
a  whole,  including  the  voids,  by  the  specific  gravity  of  the  solid  par- 
ticles, and  the  voids  are  reprcsente<l  by  the  tlifference  between  the 
whole  volume  and  the  space  ocenpied  by  the  solid  particles. 

"In  case  the  material  used  for  this  purpose  is  not  absolutely  free 
from  water,  the  whole  or  part  of  it  nuist  be  dried  after  the  e.xperi- 
nieut  to  determine  the  amount  of  water  in  it,  and  a  correction  ap- 
plied therefor. 

It  will  not  do  to  dry  a  moist  material  before  taking  its  specific 
gravity,  as  the  closeness  of  the  packing  will  be  very  likely  to  be  dif- 
ferent for  wet  and  dry  materials. 

"It  is  usually  a  comparatively  easy  matter  to  determine  the  specific 
gravity  of  the  solid  particles,  but  for  large  classes  of  materials  the 
specific  gravities  are  so  uniform  that  the  errors  introduced  by  as- 
suming an  average  value  of  2.65  are  very  slight.  The  specific  gravi- 
ties of  sand  and  gravels  of  the  glacial  drift  of  the  eastern  states  and 
of  all  silicious  sands  are  very  close  to  this  figure,  and  much  of  the 
broken  stone  used  for  concrete  is  of  nearly  the  same  density.  The 
proportion  of  voids  is  thus  a  direct  function  of  the  weight  per  cubic 
foot." 

Mr.  Hazen's  manner  of  determining  the  voids  in  sand  and  broken 
stone  was  new  to  me,  and  as  it  appeared  to  be  reasonable  and  sim- 
ple I  thought  it  might  be  well  to  verify  his  assumption  that  2.65  is 
a  safe  figure  at  which  to  place  the  specific  gravity,  of  both  the  stone 
and  the  solid  portions  of  sand  as  found  in  the  Eastern  states.  I 
therefore  sent  Mr.  Souther  two  samples  of  sand  from  Burnside, 
Conn.,  which  is  fairly  representative  of  the  East  Hartford  sand  used 
almost  exclusively  in  Hartford.  One  of  these  samples,  marked  damp 
sand,  was  an  average  specimen  of  the  sand  as  it  comes  from  the  bank 
and  is  ordinarily  used  in  concrete.  The  other  specimen,  marked  dry 
sand,  had  been  artificially  dried  for  use  in  the  sprinklers  of  the  cars 
of  the  Hartford  Street  Railway  Co.  The  stone  was  trap  rock  from 
the  quarry  of  the  Hartford  Trap  Rock  &  Supply  Co.,  at  Newington 
Mountain. 

ITie  results  of  the  experiments  by  Mr.  Ilazen  and  Mr.  Souther, 
and  a  rough  check  of  same  made  by  the  writer  ( using  a  metal 
bucket  and  common  scales)  arc  given  below : 

Per  cent 

Stone.  Solids  in  sand.        voids 

Sp.  Gr.  Wt.  Cu.  Et.  Sp.  Gr.  Wt.  Cu.  Ft.  in  sand. 

Mr.    Hazcn    2.65           165.25  2.65         16525  not  given 

Mr.       Souther,      dry 

sand   2.984        1.S6. r  2..V        14"*^              .I"') 

Mr.     Souther,    damp 

sand 2..?S         14X.5               5-2-.S 

.My    own    experiment, 

•lamp   sand ...         148.07            41)0 

From  this  It  will  \>c  seen  that  the  srjiids  in  the  sand  used  here  are 
considerably  lighter  and  the  stone  consider.ibly  heavier  than  tlu- 
weights  given  in  Mr.  Hazen's  article,  as  a  specific  gravity  2.65  would 
produce  a  weight  of  165.25  lb.  per  cubic  foot  iKith  for  the  solids  in 
the  sand  and  for  the  stone. 

Fig.  2  shows  a  section  and  elevation  of  a  concrete  arch  bridge 
built  by  our  company  at  .Scarrells  Mill,  West  Hartford,  in  Octolx-r, 
1901.  These  arches  happen  to  eml)ody  the  smallest  relation  of  rise 
(2  ft.)  to  span  (is  ft.)  of  any  concrete  arch,  built  wilhoul  metal, 
with  which  I  have  licen  connected.  Fig.  3  shows  a  photograph  of 
the  same  arch  taken  Feb.  3,  K/03,  This  work  was  proportioned  as 
follow*:  The  actual  arches  K  cu.  ft.  of  sand,  and  16  cu.  ft.  of  str)nc 
to  each  barrel  of  portland  cement.  All  other  parts  of  Ihe  structinc 
rz  CH.  ft.  of  sand  and  24  cu.  ft.  of  slone  lo  each  barrel  of  porll.iud 
cement. 

From  the  data  here  cited  it  appears  thai  it  is  desirable  lo  fill  the 
void*  in  the  broken  slone  lo  l>e  used  with  just  as  good  a  mortar  as 
Ihe  nalure  of  the  work  and  Ihe  money  available  will  warrant,  but  it 
i>  not  desirable  to  use  an  amoiuil  of  mortar  very  much  in  excess  of 


the  voids.  This  excess  is  limited  in  ihe  uxn  specification  for  con- 
crete on  the  Middle  Division  of  the  New  York  Slate  Canals  lo  from 
one  to  two  per  cent. 

Second,  that  it  is  important  to  avoid  ambiguity  in  specifications  by 
slating  clearly  either  the  number  of  cubic  feet  of  both  sand  and 
broken  stone  to  be  used  to  each  barrel  of  cement,  or,  the  volume  at 
wliich  it  is  proposed  lo  place  the  barrel  of  cement  in  proportioning 
your  mixlurcs. 

The  variation  of  the  nieaiuni;  oi'  iln-  w.inl  "aggregale"  as  used  liy 
ditTereul   engineers  i|uolcil  in  lliis  paper  will  ;il>o  proli.ilily  liriu.t;   il 
self  to  vonr  altetilion. 


NOTES  ON  EUROPEAN  TRAMWAYS. 


BY  RICHARD  McCULLOCH. 


Most  visitors  to  Europe  have  noticed  and  remarked  upon  the 
peculiarities  of  the  European  city  transiKJrtation  system.  Unless  the 
visitor  is  especially  interested  in  transpmlation  methods  however, 
his  attention  is  chietly  attracted  to  the  multitude  of  cabs  and  onnii- 
buses,  the  funny  little  cars,  the  limitation  ot  the  number  of  passen- 
gers, the  cheapness  of  tlie  fares  and  the  frequency  with  which  I  ho 
conductor  comes  around  for  another. 

As  a  matter  of  fact  there  is  not  in  the  whole  of  Europe  a  tramway 
system  which  gives  anything  like  the  service  given  by  the  street 
railways  in  the  average  American  city.  Berlin  comes  the  nearest  to 
it,  but  Berlin  is  the  most  modern  of  European  cities.  The  much 
vaunted  municipal  tramway  systcnt  of  Glasgow  consists  of  only 
100  miles  of  track.  Glasgow  is  a  city  of  760,000  inhabitants  and 
comparing  it  with  American  cities  of  about  the  same  population  Si. 
Louis  has  460  miles  of  track,  Boston  409  miles  and  Baltimore  354 
miles.  The  city  of  Denver,  one-fifth  the  size  of  Glasgow,  has  142 
miles  of  track.  .\t  first  thought  ihe  temptation  is  lo  ascribe  this 
backwardness  in  transportation  facilities  lo  the  natural  conservatism 
of  the  people,  but  there  are  other  reasons  for  llie  lack  of  tramway 
progress. 

City  Construction. 
The  chief  of  these  reasons  is  that  the  location  and  street  construc- 
tions of  most  European  cities  do  not  lend  themselves  readily  lo 
tramway  building.  American  cities  have  been  located  for  commer- 
cial reason.s,  European  ones  for  defensive  reasons.  One  of  the 
attractions  in  the  location  of  American  cities  was  accessibility;  in 
the  European  city  the  very  reason  for  the  location  was  the  difiicully 
of  approach.  Most  European  cities  consist  of  an  old  and  a  new 
city.  What  corresponds  to  our  retail  district  is  usually  in  the  old 
part  while  the  residences  arc  in  the  new  part.  The  old  parts  of  the 
cities  have  narrow,'  crooked  streets  and  narrow  sidewalks  or  none 
at  all. 

Tramways  constnicleil  In  these  streets  must  lie  single  track  vvilli 
turnouts  as  usually  it  is  impossible  lo  find  a  parallel  adjacent  street 
on  which  the  mate  for  a  double  track  may  be  built.  .*\n  interesting 
example  of  the  old  and  the  new  is  Vienna.  The  older  part  of  llu- 
city,  alK)Ut  !'/•  miles  in  <liameter,  in  which  arc  located  most  of  the 
retail  business  houses,  hotels,  etc.,  has  narrow,  crooked  streets  and 
no  me:ir.s  of  transportation  except  cabs.  The  walls  which  once 
surrounded  this  city  have  been  demolished  .ind  in  their  place  a 
beautiful  boulevard  called  the  King  has  been  ccjuslructed.  .Ml 
tramways  end  at  the  Ring,  none  of  them  entering  the  old  city. 

The  building  of  tramways  on  the  boulevards  and  fine  streets  is 
usually  prohibited  and  their  construction  in  the  old  and  congested 
parts  of  the  city  is  often  impossible.  These  facts  combined  with  the 
relative  cheapness  of  cab  fare  and  the  great  number  of  cabs  on  llu 
street,  tend  to  cut  up  the  Irainway  syslem  into  ,1  miinbor  of  uncon- 
nected, disjointed  lines. 

Concessions. 

Concessions  for  ihe  building  of  tramways  are  graiiUcI  uniler 
ilifTereril  eondilions  in  the  various  -omitries.  In  ICngland  the  eon- 
dllions  are  so  onerous  lli.il  enterprises  of  a  private  nalure  are  (lis- 
courageil.  anil  niaii>  of  ihe  l.irge  eleelrie  sysleius  which  have  bei-ii 
built  are  oper.'iled  by  llu-  inunicipalilies  ihemselves.  Then-  an-  a 
luiiiiliir  of  horse  roads  slill  in  operation  which  .-iri'  not  roiivei  Icil 
lo  electric  traction  lu-cause  ihe  proprielors  caiuiol  .-tlTord  lo  speiiil 
Ihe  money  necessary  lo  make   such  .1  cli.iiige   under  Ihe  conditiunf 


*AhHlract  nf  a  paiwr  ri*ail    In-fur.-  Iliu  Wenteni  Soi-ielv   of   Elitf Ini-iTK,   April, 


408 


STREET  RAILWAY  REVIEW. 


IV. 


VIM     Nil 


iniposcil.  Dm  iIic  contiiifiii  limg-tiMK'  (r:iiu-lii>c>  an-  I'ri'cly  t^iwu 
on  faruralilc  trniis,  tlu'  slate  ri'>t-rviiiK  the  nxl't  l<>  piircluM'  tlir 
tramway  after  a  certain  periotl  uf  upcralion.  I'lu-  ubtaiiiiiig  nf  a 
coiircssioii  ill  these  eoiitineiital  cuuntries  is  a  Iiuik  aixl  leiliniis 
process  in  the  eyes  of  one  acciistoineil  to  American  practice,  llie 
proposed  constrncliun  and  operation  of  tlie  road  must  l>e  iiulicaled 
in  the  greatest  detail.  Applications  must  lie  snlmiittcd  to  each  com- 
mime  Ihrongli  which  the  railway  is  to  run  and  pnblic  meeliiiKs  to 
discn.ss  the  concession  are  held.  After  the  concession  is  approved 
hy  each  commnnc  the  plan  as  a  whole  is  referred  to  the  dc|iartnieni 
or  canton  council  who  must  pass  upon  the  prriject  in  its  entirety 
The  ruling  of  the  department  council  is  final  except  when  the  road 
is  in  two  or  more  departments,  in  which  case  the  minister  of  public 
works  or  some  federal  authority-  must  approve  the  project.  In 
[•"ranee,  after  all  the  plans  are  finished  it  takes  aNiiU  two  years  to 
get  the  final  approval  of  a  concession  rven  when  no  opposition  de- 
velops. 

It  is  hut  just  to  the  European  municipalities  to  state  that  although 
Ihcy  hold  the  tramway  companies  to  a  strict  comidiaucc  to  the  pro- 
visions of  the  franchise  they  protect  the  tramways  thoroughly  in  all 
their  rights  and  do  not  use  the  police  jMiwer  to  harass  them.  .\11 
conductors  and  suUirdinate  ofticials  arc  sworn  ofliccrs  of  the  law 
and  have  all  the  authority  of  police;  teams  are  not  allowed  to  follow 
the  track  but  only  to  cross  it;  disorderly  conduct  on  the  cars  is 
punished  severely;  any  interference  with  the  track,  signals  or  appa- 
ratus of  the  tramway  is  regarded  as  a  penal  offense. 

Track. 

Track  in  city  streets  is  usually  laid  on  concrete  lieanis  without  the 
use  of  wooden  ties.  Tic  rods  hobi  the  rails  to  gage.  The  rail  mostly 
in  use  at  present  is  a  section  somewhat  similar  lo  our  grooved  or 
Trilby  type.  On  suburUiii  roads  and  in  some  of  the  smaller  cities 
T-rail  laid  on  wooden  ties  are  used.  The  joint  (|ucslion  has  not 
received  the  attention  it  has  had  in  .-Knierica  Iwcause  the  cars  have 
l)cen  lighter  and  arc  operated  on  much  longer  intervals.  Ordinary 
fish  plates  are  used  and  a  great  many  cast  welded  joints  have  been 
made  all  over  the  continent  mostly  on  old  rail.  The  electric  equip- 
ment at  present  installed  closely  resen.blcs  that  used  in  America. 
Unfortunately  a  mimlier  of  engineers  have  thought  it  necessary  to 
design  their  own  motors  and  there  are  a  number  of  small  manufac- 
turing concerns  who  manufacture  motors  with  hand-wound  arma- 
tures and  a  conimutated  field  control,  a  type  which  has  been  aban- 
doned in  this  country  for  lO  years. 

City  tracks  arc  usually  laid  1.44  meter  gage  which  Is  the  same  as 
our  standard  gage.  The  meter  gage  has  l>ecn  adopted  very  largely 
for  suburban  railways  Iwcause  it  takes  up  less  room  on  the  high- 
ways. This  is  a  great  disadvantage  as  the  narrow  gage  crowds  the 
motors  and  brakes  on  the  trucks  and  prevents  the  use  of  .standard 
apparatus. 

Cars. 

The  style  of  cars  varies  with  the  diflfcrent  localities.  In  Kngland 
the  use  of  double  deck  cars  is  almost  universal.  It  looks  like  an 
omnibus  body  mounted  on  a  street  car  truck.  'The  double  deck  car 
is  also  largely  used  in  Paris.  In  London  and  Paris  the  climate  is 
so  mild  that  the  deck  seats  are  popular  the  year  around.  The  usual 
type  of  car  on  the  continent  is  a  small  Ixix  car  16  or  18  ft.  long 
mounted  on  a  single  truck.  These  cars  usually  have  an  awkward 
appearance  and  are  cheaply  constructed.  .'Vs  the  cars  are  usually 
short,  single  trucks  are  almost  universal  and  the  long  double  truck, 
easy  riding  cars  which  are  now  so  common  in  .\merica  are  10  bo 
seen  on  only  a  few  of  the  very  latest  Kiiropean  tramways. 

Method  of   Propulsion. 

The  overhead  trolley  is  much  used  for  the  propulsion  of  cars. 
Wherever  |Mjssible.  in  narrow  streets,  span  wires  arc  fastened  by 
ornamental  rosettes  directly  to  buildings  and  the  use  of  poles  is 
obviated.  This  vastly  improves  the  appearance  of  the  street.  Where 
poles  are  used  in  city  streets  the  municipality  usually  insists  on 
their  being  of  an  ornamental  type.  In  certain  portions  of  the  large 
cities  the  use  of  the  overhead  trolley  is  prohibited  and  in  these 
places  every  known  inetho<I  of  propelling  a  car  is  in  use.  The  open 
conduit  underground  system  is  in  use  in  Paris,  Lyons.  Brussels. 
Dresden,  Berlin  and  Vienna.  In  these  cities,  however,  the  conduit 
is  placed  under  one  of  the  rails  instead  of  being  between  the  two 
rails.     The  storage  Ixittery  is  used  on  the  cars  in   Berlin   to  carry 


the  car  past  certain  places  where  the  overhea<l  trolkj  1-  piolubilcd. 
Ill  Munich  the  onl)  place  where  the  trolley  is  prohibited  is  directly 
in  front  of  the  Royal  Palace,  where  cars  are  towed  hy  means  of  a 
-torage  kiltery  locomotive.  The  siirfaC':  conlacl  system  is  in  use 
at  .Monte  Carlo  and  in  Paris.  Its  use  in  Paris  has  Ik-cii  very  unsat- 
isfactory. Besides  the  electric  systems  there  are  in  use  steam  locomo- 
tives, compressed  air  cars  and  Ser|Millct  steam  imilor  c.irs.  .Ml  of 
iliise  -ysteiiis  are  to  lie  seen  in  Paris. 

L'ndcrgroiind  and  F.levaled  Roads. 

In  a  niimlK'r  of  the  large  cities  attempts  have  Ik'Cii  made  to  alone 
for  the  lack  of  street  trans|K)rtation  by  underground  and  elevaieil 
roads.  Ill  London  a  numlier  of  years  ago  several  unilergrotiiul  roa<ls 
were  built  for  operation  by  steam  locomotives.  These  feed  inio 
what  is  called  the  Circle,  which  corresponds  to  the  L'liion  l<Mip  in 
Chicago,  except  that  the  area  comprised  in  it  is  much  larger.  More 
recently  other  underground  roiids  have  lieeii  built,  the  latest  of  which, 
the  Central  London  Ry.,  gives  fairly  good  service.  It  is  proposed 
to  change  the  motive  power  of  .steam  roads  to  electricity  so  ihal  all 
parts  of  this  imiiK'Use  city  will  have  rapid  transit.  The  London  elec- 
tric underground  roads  differ  from  those  in  other  cities  from  the 
fact  thai  ihey  are  not  built  in  subways  but  in  tunnels,  sometimes  Jto 
ft.  Iielow  the  surface.  .Vn  elalx>rale  underground  sy>tein  has  lx;en 
I>lanned  for  Paris  of  which  six  miles  have  been  in  operation  for 
three  years  an<l  a  new  section  is  alxiut  ready  to  Ik-  put  in  o|>eralion 
.\  sh<irt  portion  of  this  is  elevated,  but  that  built  underground  is 
built  as  a  subway  constructed  in  open  cut  and  built  as  near  the 
surface  of  the  street  as  possible.  In  Berlin  a  combined  underground 
and  elevated  road  has  iK'en  recently  put  in  operation  the  moti\'c 
power  of  which  is  electricity  and  in  V'iemia  there  is  an  elevated 
road  operated  by  steam  locomotives.  In  all  of  the  cities  where  ele- 
vated roads  are  in  use  the  character  of  the  structure  and  stations  is 
artistic  and  ornamental.  In  this  it  differs  radically  from  .■\merican 
practice. 

Service. 

Tramway  service  in  luirope  and  especially  on  ihc  continent  is 
characterized  by  a  smoothing  out  or  an  utter  absence  of  the  night 
and  morning  iK-aks.  Business  begins  at  varying  hours  in  the  nuirii 
ing  and  stores  keep  open  until  later  in  ilie  evening  than  with  us. 
In  all  of  the  smaller  towns  and  in  the  smaller  stores  of  the  larger 
continental  cities  it  is  customary  to  close  the  stores  between  noon 
and  two  o'clock  for  the  mid-day  meal  and  during  this  time  bu.siness 
is  entirely  suspended.  The  consequence  is  that  there  is  a  peak  at 
12  o'clock  followed  by  a  period  of  stagnation,  until  two  o'clock,  when 
there  is  another  peak.  Workmen  usually  live  in  the  neighliorhomi 
of  the  factories  and  walk  to  and  from  their  work.  This  fact  robs 
the  tramways  of  what  in  .\mcrica  constitutes  one  of  the  l)est  sources 
of  revenue.  .As  a  consequence  of  these  conditions  tramway  service 
in  continental  Europe  is  differently  planned  from  that  in  .\merican 
cities.  There  is  an  absence  of  the  night  and  morning  trippers  and 
in  their  places  extra  cars  arc  sent  out  at  noon  to  take  care  of  the 
mid-day  rush.  In  some  of  the  cities  tourists'  travel  is  a  very  pro- 
ductive source  of  revenue,  but  the  banner  days  arc  the  pleasant 
Sundays  and  fete  days  of  which  there  are  a  great  many. 

.'\s  a  general  rule  the  service  given  by  tramways  is  poor  consid- 
ered from  the  .\merican  standpoint.  The  interval  between  cars  is 
long,  a  ten  nlinuie  headway  being  considered  good  service.  'The 
speed  is  slow  owing  to  crooked  streets,  waits  at  turnouts  and  city 
regulations.  In  most  of  the  cities  the  numlwr  of  passengers  10  Ik 
carried  by  each  car  is  limited  to  so  many  seated  passengers  and  >" 
many  standing  passengers. 

One  of  the  most  annoying  re(|riremeiils  insisted  on  in  continental 
countries  is  the  division  of  the  cars  into  classes  with  different  rates 
of  fare.  This  necessitates  cutting  the  car  into  two  sections  or  run- 
ning a  train  consisting  of  iwo  or  more  cars.  'The  rale  of  fare  asked 
in  the  firsl-class  compartment  is  usually  one  half  to  one  third  more 
iban  the  second-class  compartment,  but  only  a  small  proportion  of 
passengers  travel  first-class,  and  the  expense  of  providing  this  addi- 
tional service  is  not  justified  by  the  earnings.  There  are  a  number 
of  light  railways  in  France,  Belgium  and  Italy  which  use  steam 
locomotives.  Many  of  these  properties  with  eleclricily  as  a  motive 
power  and  with  an  active  management  would  prove  valuable  invesl- 
ments  as  they  serve  populous  districts  and  there  is  no  restriction 
on  the  carriage  of  freight.  In  the  dignified,  easy-going  manner  in 
which  ibcy  are  run  only  the  very  best  of  them  are  on  a  paying  basis. 


Jllv  20,  1903.1 


STREET  RAILWAY  REVIEW. 


409 


There  is  not  in  all  of  Europe  a  counterpart  of  our  niodeni  eleclric 
interurban  railway  with  it?  right  of  way.  elegant  cars,  higli  speed 
and  frequent  ser\ice. 

The  fare  register  on  the  continent  is  not  often  used.  I  here  arc 
usually  .several  rates  of  fare  corresponding  to  the  class  and  length 
of  the  ride  and  the  conductor  tears  out  of  a  book  a  colored,  nuni 
hered  slip  stating  the  fare  paid  and  the  terminus  to  which  the 
passenger  is  entitled  to  ride.  The  passenger  must  keep  his  slip 
in  his  possession  as  long  as  he  remains  on  the  car  as  inspectors 
board  the  cars  at  frequent  intervals  and  assure  themselves  that 
each  passenger  has  a  slip  and  th.-it  he  has  not  passed  his  destination. 
Ihe  conductor  settles  his  accounts  by  the  numljer  of  slips  which  .Tro 
missing  from  his  Ix^oks.  .-Ks  the  slips  are  ct>nsecutivcly  luunbercd 
old  slips  may  not  be  used  over  again.  .\t  first  glance  this  method 
looks  like  an  awkward,  clumsy  system,  l>ut  on  accovnu  of  the  large 
numlxT  of  different  rates  of  fare  ii\  use  it  is  ditficult  to  devise  a 
better  one. 

Rates  of  Fare. 

The  rate  of  fare  on  European  tramways  is  what  to  the  sociologist 
and  rnunicipal  reformer  is  most  alluring.  He  comes  back  from  a 
trip  abroad,  announces  that  in  certain  European  cities  passengers 
are  carried  for  two  cents,  three  cents  or  four  cents  and  demands 
why  it  is  that  the  tramways  in  America  are  allowed  to  charge 
such  exorbitant  rates.  The  municipal  reformer's  idea  of  the  cheap 
fare  has  probably  been  derived  from  a  very  limited  experience  with 
tramway  travel.  If  he  had  attempted  to  ride  for  two  cents  he 
would  ha\e  found  that  his  two  cents  carried  him  for  only  a  very 
short  distance  and  that  the  conductor  soon  came  around  for  another 
fare  and  that  by  the  time  he  reached  his  destination  he  had  ex- 
pended more  than  he  would  have  paid  in  an  American  tramway. 
It  is  unfortunate  and  misleading  that  writers  giving  the  fares 
charged  in  European  cities  do  not  also  give  the  distances.  It  will 
be  found  that  the  rate  per  mile  will  average  about  i'^  cents  and 
sometimes  higher.  In  France  the  fare  is  established  at  two  cents 
for  the  first  kilometer  and  one  cent  for  each  succeeding  kilometer. 
'Hiis  would  limit  the  ride  to  be  had  for  five  cents  to  2Y-  miles,  or 
would  make  the  fare  for  a  ride  of  5  miles  9  cents.  On  the  Chicafjo 
City  Ry.  the  length  of  several  of  the  trunk  lines  is  10  miles,  while 
the  longest  ride  offered  for  one  fare  of  5  cents  is  about  20  miles. 
The  average  ride  taken  by  the  passenger  is  difficult  to  estimate,  but 
is  probably  between  four  and  five  miles.  For  this  average  ride  his 
fare  under  European  rates  would  be  8  cents  instead  of  5  cents. 
Beyond  the  question  of  cost  of  transportation  the  zone  system  is 
an  effectual  barrier  to  the  growth  of  a  city. 

Employes  and  Wages. 

The  employes  on  the  continental  roads  have  had  a  military  train 
ing  and  lend  themselves  readily  to  the  discipline  of  a  railway  system. 
Good  men  can  be  obtained  for  conductors  and  motormen  and  the 
fine  trade  schools  furnish  niaterial  for  foremen  and  petty  officials. 
Socialism  is  rampant  among  this  class  of  men  and  .strikes  arc  not 
of  infrequent  occurrence.  What  impresses  the  visitor,  especially  in 
smaller  places,  is  the  instinctive  politeness  of  the  employes.  In 
France  the  conductor  says  "Merci"  when  he  collects  your  fare  and 
if  you  possess  a  pass  he  touches  his  cap.  Wages  vary  with  the 
locality  of  the  road.  In  Italy,  Southern  France  and  Switzerland 
Ho  cents  per  day  is  paid  for  motormen  and  conductors,  in  northern 
France  and  Oermany  $100  per  day  is  paid  and  in  Great  I'ritain 
the  rale  is  a  little  higher.  .Xid  and  relief  s<jcieties,  accident  insnr 
aiicc.  pensions,  etc.,  supported  partly  by  the  employes  and  partly 
by  Ihc  company  arc  common. 

Future    Development. 

Most  of  the  large  cities  and  towns  are  equippeil  with  Inimway^ 
but  a  great  deal  remains  to  be  done  in  the  consolidation  of  man- 
agement in  weaving  the  separate  and  independent  roads  into  a 
united  system,  in  changing  the  motive  power,  in  standardizing  the 
c<|uipincnt,  etc.  Ihe  great  opportunity  for  new  enterprises  is  in  the 
direction  of  sulnirl>an  anri  inlernrban  railways.  There  are  many 
ca!ic»  of  existing  light  steam  railways  where  the  introduction  of 
electricity  and  a  little  push  would  make  a  good  property  and  there 
arc  many  cases  where  new  rf>ads  could  Ik'  bnill  ami  profitably  oper 
ated.  Foreign  conccssionnaircs  are  not  favorably  regarded  althnuKli 
foreign  capital  is  eagerly  welcomed  Many  roads  arc  now  being 
built  entirely  with   .American  appar.jtus  or  apparatus  modeled  after 


the  American  type.  It  is  found  difticult,  however,  to  operate  these 
roads  in  the  .\nierican  fashion  on  account  ot  what  is  politely  termed 
the  conservatism,  but  w'hal  the  builder  is  more  apt  to  term  the  stu- 
pidity of  state  and  government  boards  of  control. 

In  this  article  the  question  of  power  station  coii'-l ruction  luis  not 
liecn  taken  up  as  European  practice  does  not  differ  in  any  essential 
from  the  best  American  practice. 


DAMS  BURST  IN  STREET  RAILWAY  PARKS. 


Oakford  Park,  situated  3!^  miles  fruni  Grcensburg.  I'a.,  and 
owned  and  operated  by  the  Pittsburg,  McKeesporl  &  Greenshurg 
Railway  Co..  was  the  scene  of  a  catastrophe  Sunday,  July.  5tli,  which 
resulted  in  the  death  of  between  30  and  40  persons.  .\  dam  or  re- 
taining wall  which  backed  up  the  water  forming  an  artificial  lake 
gave  wao'  and  the  water  swept  through  the  ra\ine  in  which  the  park 
is  located.  It  carried  away  all  the  park  buildings  and  amusement 
features,  except  the  dancing  pavilion  and  large  lunch  stand,  and  still 
further  on  destroyed  a  trolley  waiting  room  and  swept  a  car  and 
its  passengers  away,  wrecking  Ihe  car.  A  heavy  rain,  followed  by 
a  cloudburst  were  responsible.  James  McGrath,  the  park  superin- 
tendent, foresaw  the  danger,  and  with  his  assistants  warned  as  many 
persons  as  possible.  The  torrent  flowed  down  Brush  Creek  to 
Jcannette,  Penn  Station,  Irwin  and  Manor,  doing  incalculable  dam- 
age.    Fifty  families  in  Penn  were  rendered  homeless. 

The  lake  at  Oakwood  Park.  Pittsburg,  Pa.,  burst  its  hanks  Smiday 
night,  July  5th,  and  the  water,  rushing  down  the  hillside,  washed 
the  street  car  tracks  out  for  a  distance  of  .several  hundred  feel,  de- 
laying traflic  on  the  Carnegie  line  of  the  Pittsburg  Rjiihvays  Co 
nearly  two  hours.  The  lake  was  made  by  damming  one  end  of  the 
ravine  some  .distance  above  the  tracks,  and  it  is  supposed  that  ex- 
cessive rains  filled  the  lake  above  its  capacity.  Oakwood  Park  is 
owned  and  operated  by  the  Pittsburg  Railw.ays  Co.,  and  is  reached 
bv  its  West  End  lines. 


ELECTRIC  CAR  AND  AUTOMOBILE    REGULA- 
TIONS IN  LEIPSIG. 


It  is  icportfil  liy  Consul  P>.  II.  Warner  thai  the  nuniiciiial  ordi- 
nances in  Leipzig  prescribe  that  electric  street  cars  .shall  not  run 
at  a  higher  rate  of  speed  than  y  miles  an  hour  in  (he  business  sec- 
tion. With  trailers  the  speed  is  limited  to  7.2  miles.  In  the  resi- 
dential sections  a  speed  of  10.8  miles  an  hour  is  permitted  or  y 
miles  with  trailers  and  in  the  suburbs  15  miles  or  \2  miles  with 
trailers.  Penally  for  exceeding  the  speed  limit  is  a  fine  of  not  more 
than  $15  or  imprisonment  for  14  days  or  liolli.  In  case  of  accident 
a  higher  penally  may  be  inHicled. 

The  city  council  nciiiily  pasM-d  ,111  ordinance  prohibiting  the  use 
of  automobiles  in  iniisl  of  Uic  streets  of  Ihe  iiuicr  city  and  in  other 
places  allowing  Iheni  to  be  driven  on  those  streets  which  arc  trav- 
ersed by  electric  cars. 

ELECTRIC  RAILWAY  FOR  BILOXI,  MISS, 


Hiloxi,  Miss.,  is  soon  10  have  an  clecinc  road,  which  is  being 
conslrncled  for  the  Biloxi  Eleclric  Railway  &  Power  Co.  liy  Knox, 
George  &  Co.,  consulting  engineer-,  of  Chicago  and  New  Orleans. 
There  used  to  be  a  five-mile  mule  line  in  Itiloxi.  operated  by  the 
Hiloxi  Street  Railway  Co.,  which  owned  10  cars  and  if)  iiniles.  bin 
it  was  abandoned  some  time  ago  and  the  tracks  lorn  up.  Ihe  new 
road  is  to  be  seven  miles  long,  connecting  Biloxi  and  the  small  fish- 
ing villages  in  Ihe  vicinity.  Il  is  regarded  as  the  nucleus  of  an 
iiilerurban  system  between  Hiloxi  and  Mississippi  City. 

Ihe  inemhcrs  of  Knox,  George  &  Co.  are  George  W.  Knox,  of 
Chicago,  presid.-nl  of  the  Knox  ICiigineering  Co.,  and  the  Knox 
Conslruetioii  Co.,  and  James  Z.  (ieorge,  a  well-known  New  Orleans 
engineer. 

♦♦♦ 

The  Willianisporl  (I'a.)  Board  of  Trade  has  is-ued  an  illuslialeil, 
descriptive  pamphlet,  setting  forth  the  ailvanlagcs  of  the  city  for 
home  or  business  purposes.  The  association  has  a  guaranty  fund 
fif  $215,000,  subscribed  by  the  citizens,  for  Ihe  expansion  of  local 
industries  and' to  loan,  to  inamifaclurers.  .\  copy  of  Ihe  pamphlet 
may  be  had  by  aildressing  11  l<  l.ainl.  inanaKer  of  the  I'.n.nd  of 
Trade. 


410  STREET  RAILWAY  REVIEW 

NIAGARA  FALLS  TRANSMISSION    LINES. 

IIY  ARTHUR  B.  WKKKH. 


IViii..  XIII,  No.  7. 


WlicM  traiisiiii»>.iuii  liiii-s  Nos.  1  and  2  wen-  run  from  ilic  Niagara 
I'alls  |H>\vcT  hdtisc  to  HtifTalo,  via  roiiawaiida,  llicy  wore  so  cuii- 
iK'clol  tliat  cither  could  l>c  put  into  service,  as  desired.    The  possi- 


closvd,  and  switch  IV  opened,  ItufTalu  can  lie  cut  <>tT  from  that  point 
should  there  lie  any  short  circuit  on  that  secliou;  ihouuli  currtnl 
laii  still  he  supplied  by  No.  I  line  thruUKh  switch  C  to  the  Idna 
wauda  husliars. 

l\ach  of  the  three  lines  is  similarly  connected,  as  shown  al  llu 
left  of  Diagram  No.  I. 

Lockport  is  supplied   with  current  directly    from   the    Touawanila 


OVEKLOAD  CIRCUIT  IIREAKERS,  TERMINAL 
HOl'SE,  Bt'EKALO. 

Iiilily  of  troubles  either  at  Lock|>ort  (conlrolled  by  switches  at  Tona- 
wanda)  or  on  the  line  Ik'Iwccu  Niagara  Falls  and  Buffalo  made 
this  a  case  of  necessity.  The  Tonawanda  station  is  frequently  re- 
quested by  the  elictricians  at  the  power  house  to  change  from  one 
line  to  another,  and  these  changes  must  of  course  be  made  at  Tona- 
wanda first. 

When  line   No.  3   was  constructed,   it  did   not  connect   at   Tona 
wanda  station  at  all.    It  fell  to  Mr.  II.  \V.  Buck  to  design  a  building 
and  switchboards   for  controlling  all   three   lines  from    Tonawanda. 


UlSTRIBUTINt;  BOARD,  TERMINAL  HOUSE,  BUFFALO. 

A  description  of  the  resulting  section  tower  and  wiring  never  hav- 
ing appeared  before  will  doubtless  be  of  interest. 

W  the  top  of  the  diagram.  No.  i,  are  shown  the  three  lines  enter- 
ing from  Niagara  Falls,  marked  Nos.  i,  2  and  3,  Section  A.  It 
will  be  observed  that  line  No.  I  can  be  opened  at  switch  A',  which 
would  cut   o(T  all  of  that    line  Iwyond   that  point.     Wilh   switch   -'\' 


DIAtiRAM  NO.  1. 


bus-bars.  Usually  any  short  circuit  on  the  Lockport  line  is  taken 
care  of  by  the  circuit-breakers  at  its  jKiwer  house;  but  cases  have 
occurred  where  a  short  circuit  has  demanded  the  killing  of  the 
transmission  lines  from  the  Niagara  F'alls  power  house.  On  start- 
ing up  again,  the  faulty  section  is  left  off  until  remedied. 

Owing  to  the  fact  that  there  are  no  circuit-breakers  at  the  section 
tower  on  anv  of  the  transmission   lines,  when    Tonawanda  changes 


HIGH  TENSION  BUS  BARS,  STANLEY  STATIC  CROUND  DETECTORS. 

from  one  line  to  another  Buffalo  must  parallel  the  lines  before 
Tonawanda  can  make  the  change.  This  is  to  prevent  severe  arcing 
on  opening  the  switches.  It  is  customary  for  the  Buffalo  tcrtnin.1I 
house  to  run  its  railway  load  on  separate  bus-bars  as  much  as 
possible.  Before  the  terminal  house  ever  parallels  its  lines  the  trans- 
mission lines  must  of  course  be  parallel  at  the  Niagara  Falls  power 


Ji-i.Y  JO.  igoj.l 


STREET  RAILWAY  REVIEW. 


411 


//O.SZ./A'e^       /Vo2lw£- 


house.     Diagram  No.  2  shows   ihc   wiring  01   the   Buffalo  terminal 
house. 

The  terminal  house  and  Tonawanda  make  no  changes  except  as 
they  receive  orders  from  the  electrician  in  charge 
at  the  Falls;  hence  mistakes  in  paralleling  cannot 
occur.  The  lines  have  occasionally  been  sep- 
arated, the  Buffalo  load  being  on  a>line  by  itself 
and  Tonawanda  and  Lockport  on  another  line. 
When  they  are  to  be  paralleled,  the  electrician 
in  charge  at  the  Falls  parallels  the  bus-bars  at  the 
switchboard  and  then  instructs  his  assistant  to 
parallel  the  high  tension  bus-bars  in  the  trans- 
former room.  .\ny  changes  on  the  lines  are  then 
directed  by  telephone  to  Tonawanda  and  ternii- 
iial  house  stations. 


.\gain.  the  fuse  which  i-  run  in^ld^•  a  liliro  tube  about  36  in.  in 
length  may  also  be  out.  Ozone  occasionally  cats  away  the  fuse.  The 
nuilti-gap  cylinders  may  also  need  replacing. 


A^o.  yz/^s 


S^'/.S'CTV^  ^^/T'C/^£'S 


KKCEIVl.M.   I'AXKLS,  ij.ouo  VOLT  Ll.Nl..  Tl.K 
MINAL   HOUSE,  BUFFALO. 

.■\s  is  generally  known,  there  arc  corresponding  bus-bars  at  Ihi 
Niagara  Falls  Power  House,  and  the  two  sets  of  bus-bars  are  siiu; 
larly  connected. 

The  Wesiinghouse  low  equivalent  lightning  arrester  has  b'.in  used 


Bus  s/f/ps  .-yo.  / 


^L/s^/r/fSA'o.£ 
22000  uo^-rs 


Typhus  ^ov^^^^s 


//OOO  l/Oi.  ns 


A^OJ 


IIAC.RAM  NO.  2. 


Ivl.AR  OF  SVVI  1H11;..AKI). 


on  these  2J,ooo-voll  transmission  lines  for  two  seasons,  and  are 
thoroughly  reliable.  It  in  of  course  necessary  to  make  the  needfnl 
examinations  of  the  series  and  shunt  resistances  to  learn  the  con- 
dition of  Ihc  apparatus,    for   there   m.iy   be   burnt   out   resistance. 


I'he  Slanle\'  liiniiiul  ili-U'Ctor  slupwii  in  one  tit'  tlu-  illuslvatiniis  is 
connected  at  the  Niagara  Falls  power  house  transformer  rouni. 
Ihcsc  occupy  the  lower  pari  of  the  central  panel.      The  inslrumeiils 


DIAI.HAM   NO,  V 

abuM-  llieni  are  annnelejs,  one  on  each  leu  ni  ilie  liirec  transmission 
lines.  The  diagram,  No.  3,  explains  its  comiections  and  direction 
of  the  needle  when  there  is  a  groinid  on  (he  line.  The  iirimary 
is  connected   lo  ihe   line  bus-bar;   on   inp  nl    ihis   is   ilie    secondary 


412 


STREET  RAILWAY  REVIEW. 


|\\.L  XIII.  N... 


iif  the  condenser  which  is  conncclcil  lo  the  fixed  vanes  of  the  groiiml 
detector. 

The  nii>v.->lile  v.me  is  acted  n|K>n  inductively  hy  the  fixed  vanes, 
M>  that  the  >lre>s  jirodHced  l>y  each  jwir  is  equal,  hnt  Dpim-ite.  The 
Muivable  vane,  therefore,  lakes  up  a  |>ositiiiu  i-tjui -distant  hiiweeii 
the  two  fixed  vanes.  This  position  is  the  sanir,  whether  tlie  inslrii 
nienl  is  charged  or  not.  and  the  pointer  stays  at  zero,  uidicalinK 
no  ground. 

Should  the  primary  plate  of  one  of  the  condensers  and  the  inova- 
hie  vane  Ix-conie  electrically  connected,  as  happens  when  there  i- 
a  ground,  the  pair  of  fixed  vanes  which  lead  lo  that  condenser 
assume  with  the  movable  vane  a  like  polarity,  and  the  latter  is 
repelled.  At  ihc  same  time,  the  action  of  the  other  fixed  vanes  is 
lo  attract. 

The  two  forces  acting  in  the  same  direction,  the  movable  vane 
takes  a  position  entirely  within  ihe  vanes  op|)ositely  charged  to  it. 
and  the  pointer  takes  a  |«»ili<>n  indicating  a  ground  on  the  side  of 
its  detlection.  The  condensers  may  be  placed  upon  the  bus-bars 
or  niKMi  the  panels,  as  desired. 

MASSACHUSETTS  NOTES. 


.■\t  one  lime  during  its  last  session  the  Massachusetts  Legislature 
had  on  the  calendar  of  the  street  railway  committee  68  matters  for 
consideration.  The  bulk  of  these,  however,  were  for  roads  in  dif- 
ferent parts  of  the  stale,  some  running  and  some  contemplated,  wliicli 
wanted  Ihe  right  to  carry  merchandise  and  baggage.  When  the  first 
bill  of  this  nature  reached  the  governor  he  vetoed  it,  explaining  that 
a  general  bill  delegating  this  power  to  the  railroad  commissioners 
was  more  desirable.  One  fact  that  is  now  troubling  the  companies 
is  that  Ihc  governor  insisted  that  Ihc  word  "freight"  should  be  in- 
cluded in  the  general  bill  as  well  as  baggage  and  small  parcels  of 
merchandise.  This  the  roads  fear  m.iy  make  them  common  carriers 
of  freight  with  no  power  to  refuse  whatever  may  be  tendered  them. 
This  bill,  however,  says  "with  the  approval  of  the  local  authorities" 
and  that  is  looked  upon  as  the  saving  clause,  for  the  coinpanies  do 
not  lielieve  that  these  officials  would  allow  street  railways  to  haul 
manure,  lumber,  etc.,  through  the  public  streets. 

Besides  these  bills  there  were  others  asked  hy  roads  thai  wanlcd 
special  charters  covering  points  that  could  nol  he  granted  under  the 
general  law.  In  many  of  these  cases  the  freight  clause  was  the  one 
desired  and  w-hen  the  general  bill  vvas  passed,  the  governor  inti- 
mated that  he  would  veto  these  as  unnecessary  and  they  were  aban- 
doned before  reaching  the  executive.  There  was  some  objection  lo 
this  course  from  the  parlies  interested  in  the  various  projects  on 
the  ground  that  they  had  lost  six  months  already  and  to  commence 
all  over  again  would  cause  another  long  delay.  Only  two  special 
charters  have  been  granted,  one  lo  the  Huntington  &  Weslficld  River 
and  the  other  lo  the  Shclburnc  Falls  &  Ashfield.  When  built  these 
will  be  connecting  lines  and  are  to  traverse  a  sparsely  selljed  ter- 
ritory. So  much  .so  in  fact  that  the  inost  lilwral  kind  of  a  charter 
was  necessary  to  interest  capital  and  it  is  doubtful  now  if  anything  is 
done  with  it,  although  it  allows  the  sale  of  electricity  for  heal,  light 
and  power  purposes  and  all  the  freight  and  baggage  carrying  privi- 
leges. 

The  greatest  consolidation  cfTccleil  this  year  is  one  by  which  a 
numl)cr  of  roads  in  northeastern  Massachusetts  and  sonlhcrn  New 
Hampshire  were  consolidated  under  the  name  of  the  Northern 
Massachusetts  Street  Railway  Co.  This  was  such  a  coiuplicatcd 
matter  that  the  aid  of  the  legislature  had  to  be  invoked  to  make  it 
legal. 

In  one  case  a  town  was  authorized  to  invest  in  the  securities  of  a 
new  company  to  help  it  along.  This  was  the  town  of  Plymouth 
which  can  legally  subscribe  to  $15,000  of  the  stock  of  the  Plymouth, 
Carver  &  Warehatn  road. 

One  lease  was  approved,  that  of  the  Lowell  &  Pelhani  to  the 
Hudson,  Pclhani  &  Salem  Co. 

Up  to  this  time  companies  in  making  iheir  annual  report  to  the 
railroad  commissioners  have  been  obliged  to  send  with  it  a  check 
for  $20.    The  legislature  this  year  abolished  this  fee. 

One  new  matter  of  regulation  was  that  street  railway  coitipaiiies 
shall  report  all  accidents  with  particulars,  etc.,  to  the  railroad  com- 
missioners. While  railroads  have  been  obliged  to  do  this,  street 
railways  have  been  exempt  heretofore. 

One  matter  that  is  yet  to  cause  the  companies  some  worry  is  the 
order  for  a  special  committee  to  be  appointed  by  the  governor  to 


investigale  Ihc  coming  summer  and  fall  the  laws  liearnig  on  the 
subject  of  employers'  liability,  .\fter  this  invesligation  they  are  lo 
rciMirt  what  changes  if  any  should  be  made  in  the  present  law  at 
the  next  session  of  the  legislature.  At  ihe  present  session  .several 
bills  were  introduced  Iwaring  on  ihis  subject  and  this  investigation 
was  a  compromise  measure.  So  whatever  changes  arc  suggested  hy 
the  commitlec  will  lead  to  a  contest  next  session  for  the  corpora- 
tions, street  railw.iys  and  others,  arc  opposed  to  any  letting  down  of 
the  bars. 

.■\  measure  that  was  defeated  and  which  if  passed  would  have 
required  the  expenditure  of  considerable  money  was  that  lo  give  Ihe 
local  authorities  power  to  compel  the  companies  to  provide  waiting 
rooms  at  diflfercnt  places  along  their  routes.  This  was  a  jKjpular 
measure  because  it  would  look  to  the  constiluenis  of  each  member 
ihat  he  had  done  something  directly  for  his  district  if  he  compelled 
a  company  to  put  in  a  waiting  room.  It  was  advocated  for  the  coun- 
try districts  especially  but  it  was  killed  in  the  senate  on  the  argu- 
ment that  it  applies  lo  city  roads  as  well  and  could  give  the  Boston 
board  of  aldermen  power  to  compel  the  company  to  lease  the  most 
expensive  building  in  the  city  as  a  wailing  room. 

.-\  bill  which  passed  gives  the  railroad  commissiimers  authority  to 
regulate  the  speed  of  electric  cars  through  the  approval  of  Ihe  regu- 
lations of  local  authorities.  The  board  has  already  issued  a  general 
order  under  this. 

.'\nother  bill  provides  that  cars  in  addition  to  Iwing  equipped  with 
fenders  shall  at  the  suggestion  of  the  railroad  commissioners  be 
equipped  with  emergency  tools  and  air  brakes. 

One  of  the  last  measures  lo  be  signed  hy  the  governor  was  a  bill 
to  give  the  local  authorities  power  to  authorize  street  railwiiy  com- 
panies to  take  land  by  the  right  of  eminent  domain  for  the  purpose 
of  improving  grades  and  curves.  The  matter  got  into  a  dispute  Ik-- 
tween  the  two  branches  over  provisions  that  a  referendum  clause 
should  be  attached  lo  the  bill  and  that  railroad  companies  should  be 
allowed  to  run  cars  by  electricity  in  the  public  streets.  Each  prop- 
osition was  advocated  by  one  branch  and  finally  a  committee  on 
conference  suggested  that  both  propositions  be  struck  out  of  the  bill, 
which  was  agreed  to  by  l)olh  branches.  ROB. 


CEDAR  RAPIDS-IOWA  CITY  RY. 


Grading  is  in  progress  ml  llie  Cedar  Rapids,  Iowa  City  &  Southern 
Ry.,  of  Cedar  Rapids,  la.,  and  it  is  hoped  to  have  it  in  operation  by 
Jan.  I,  1904.  It  is  being  built  by  the  Cedar  Rapids,  Iowa  City  & 
Southern  Construction  Co.,  and  the  members  of  The  Chicago  Engi- 
neering &  Constructing  Co.  (formerly  Weston  Brothers)  are  con- 
sulting engineers.  The  new  road  ivill  run  from  Cedar  Rapids,  la.. 
througli  Linn  and  Johnson  Counties  10  Iowa  City,  in  all  alK)ut  28 
miles.  I-ater  it  will  l>e  extended.  It  is  purposed  to  carry  passen- 
gers, light  express  and  freight  and  the  company  expects  to  derive 
a  substantial  revenue  transporting  live  slock  and  farm  produce  from 
along  the  line.  It  will  lie  of  standard,  direct  current  construction, 
and  the  Chicago  Engineering  it  Coiistrucling  Co.  is  preparing  gen- 
eral plans.  The  president  of  the  railway  company  is  William  G. 
Dows;  vice-president,  X.  M.  Hubbard,  jr.;  secretary  and  treasurer, 
Isaac  B.  Smith. 


STATISTICS  OF  UNITED  STATES  RAILROADS. 


The  Interstate  Commerce  Commission  issued  last  month  an  ab- 
stract of  statistics  of  railroads  of  the  United  Slates  for  Ihc  year 
ending  June  30,  ig02.  The  more  pertinent  data  follow ;  Total  sin- 
gle-track mileage,  202,471.85  miles,  an  increase  over  1901  of  5,234.41 
miles;  number  of  railways  in  the  hands  of  receivers,  27,  a  net  de- 
crease of  18 ;  numlier  of  roads  placed  in  receivers'  hands  during  1902, 
4;  number  taken  from  receivers'  hands,  22;  locomotives  in  service, 
41.228.  or  1,644  more  than  in  1901 ;  number  of  persons  eiriployed, 
1,189,315.  an  increase  of  1 18.146:  amount  of  railw.iy  capital  out- 
standing, $12,134,182,964;  passengers  carried,  640.878.505  an  increase 
over  1901  of  42,600,384;  gross  earnings  from  the  operation  of  200,- 
154.56  miles  of  line,  $1,726,380,267,  an  increase  of  $137,854,230;  oper- 
ating expenses.  $1,116,248,747,  an  increase  of  $85,851,477;  net  in- 
come, $280,276,327;  dividends  declared.  $185,421,239;  surplus,  $94,- 
855,088;  total  numlwr  of  persons  killed  on  account  of  railway  acci- 
dents, 8.588:  total  number  injured,  64.662:  total  number  of  passen- 
gers killed.  345;'of  employes,  2.969:  of  other  persons,  5,274. 


Jll.Y  X.   1903.] 


STREET  RAILWAY  REVIEW. 


413 


Chicago  99^Yeaf  Act  Valid. 


Judge  Grosscup  Instructs  Receivers  to  Permit  No  Interference    With  Lines  of  Union  Traction  Company 
Operating  Under  Grants  Made  to  Companies  Named  in  the  Act  of  1865. 


June  18th  the  receivers  ot  llie  Chicago  I'liiun  I  raction  Co.,  as 
directed  by  Judge  Gro.^scup.  of  the  United  States  Circuit  Court,  in 
his  letter  of  instructions  of  May  27th.  filed  a  vohiniinous  petition 
setting  forth  the  claims  of  the  comiKiny  under  llic  so-called  99-year 
act.  The  court  had  directed  that  the  city  and  all  other  parties  in  a 
position  to  inform  the  court  regarding  the  9Q-year  act  be  invited 
to  be  present  at  the  hearing  June  i8th.  The  city  declined  to  appear 
and  the  only  arguments  subinitted  were  made  by  counsel  represent- 
ing the  traction  company. 

.\t  the  conclusion  of  the  arguments  Judge  Grosscup  expressed  his 
wish  to  hear  from  some  one  who  believed  the  99-year  act  to  be  in- 
valid, and  his  regret  that  the  city  had  not  seen  fit  to  be  represented. 
He  stated  that  it  would  be  necessary  for  him  to  decide  as  to  the 
validity  of  the  act  in  question  in  order  to  determine  what  action 
should  be  taken  after  July  ,?oth,  and  that  should  he  err  in  his  deci- 
sion because  of  want  of  information  the  responsibility  would  be 
upon  those  who  withheld  the  data. 

July  10th  Judge  Grosscup  delivered  a  letter  of  instructions  to  the 
receivers,  in  which  are  embodied  the  views  of  the  court  as  to  the 
claims  of  the  traction  company.  The  letter  of  instructions  is  as 
follows : 

It  is  not  my  purpose  now  to  announce  any  final  judgment  upon 
the  questions  raised  and  discussed.  The  absence  of  full  discussion 
on  the  part  of  those  who  are  said  to  believe  the  ninety-nine  year  act 
to  be  invalid  and  inapplicable,  makes  final  judgment  at  this  time 
inopportune.  Nor  shall  I  take  any  step  toward  requiring  the  city  to 
intervene  to  test  the  validity  and  scope  of  the  act.  1  have  not  given 
lip  the  belief  that  the  railway  companies  and  the  city  will  ulti- 
mately, in  the  spirit  of  fair  play,  get  together  upon  a  basis  just  alike 
to  both,  and  without  the  delay  of  protracted  litigation. 

My  purpo.se  in  this  communication  is  to  give  you  such  instruc- 
tions in  the  matter  of  continuance  of  your  possession  of  the  street 
railway  properties  when  the  30th  of  July  arrives,  and  of  immediate 
expenditure  of  money  for  the  improvement  of  the  system,  as  will, 
in  my  judgment,  adequately  conserve  the  property  rights  of  the 
companies,  while  requiring  them  to  fulfill  their  obligations  to  the 
public. 

Chicago's  initial  street  car  ordinance  was  passed  by  the  city  coun- 
cil Aug.  16,  1858.  The  city  then  had  a  population  of  about  95.000. 
and  the  purpose  of  the  ordinance  was  to  install  a  street  car  service 
by  granting  to  certain  persons  therein  named,  and  to  others  to  be 
associated  with  them,  authority  to  lay  tracks  in  certain  streets,  and 
to  operate  their  railway  system  in  the  manner,  and  upon  the  con- 
ditions, therein  named.  A  period  of  twenty  five  years  was  fi.xcd  for 
the  life  of  the  ordinance. 

But  it  turned  out  that  at  that  time  there  was  no  stale  law  author- 
izing municipalities  to  make  such  grants.  Thereupon,  Keb.  15,  1859, 
the  state  legislature,  instead  of  passing  a  general  law  conferring 
authority  upon  municipalities  in  the  matter  of  street  railways,  pro- 
ceeded to  deal  concretely  with  the  Chicago  street  railway  problem 
by  incorporating  the  Cliicago  Street  Railway  Co.  and  the  North 
Chicago  Railway  Co.,  with  authority  to  maintain  and  operate  their 
railways — with  all  necessary  and  convenient  tracks,  side  tracks  and 
appendages — in  and  over  such  streets  as  the  city  council  had  already 
set  apart,  or  should  thereafter  set  apart  for  such  purpose ;  leaving 
it  to  the  city  council  and  the  companies  to  fix,  by  contract,  the  man- 
ner, terms  and  conditions  of  such  iKcnpancy.  The  grant  embodied 
in  this  act  was  for  a  perioil  of  twenty-five  years.  Supplementary  to 
this  the  legislature.  Feb.  21.  1H61,  created  the  Chic.igo  West  Division 
Kailwa.y  Co.,  conferring  upon  it  like  powers  and  upon  like  condi- 
tions; the  duration  of  the  grant  In-ing  also  for  the  period  of  twenty- 
five  years. 

Feb.  6,  1865,  the  so-called  ninety-nine  year  act  was  passed.  Its 
manifest  purpfisc  was  to  extend  the  period  of  the  grants  previously 
mentioned  from  Iwcniy-five  years  to  ninety-nine  years.  In  express 
lermi  it  provided  that  "all  contracts,  stipulations,  licenses  and  un- 
dertakings entered  into  l)«lween  the  common  council  and  any  one 
of  uid  corporations  re<ipcctinK  the  location,  uk  or  cxchioion  of  rail- 


ways in  or  upon  the  streets  or  any  of  them,  should  be  continued  in 
force  during  the  life  of  such  act."  Other  language  of  similar  sig- 
nificance is  used.  It  may  be  a  matter  of  legitimate  difference  of 
opinion  whether  the  legislature  meant  to  confine  the  losislalive 
grant  thus  given  to  the  streets  named  in  the  act.  or  meant  In  in- 
clude, as  well,  the  streets  that  must  prospectively,  in  the  natural 
evolution  of  a  street  railway  system,  come  into  additional  use.  1  low- 
ever  that  iTiay  be,  the  legislative  grant,  when  rightly  interpreted, 
controls;  any  ordinance  of  the  city  to  the  contrary  notwithstanding; 
for,  under  the  constitution  of  1848  the  state,  in  the  matter  of  con- 
trol of  streets,  was  the  original  depository  of  power,  the  numicipal- 
ities  having  no  power  except  such  as  was  conferred  by  the  state, 
and  exercising  that  only  as  the  arm  of  the  state. 

Two  questions,  then,  are  presented,  .^re  the  granting  acts  of  the 
legislature  constitutional?  and.  Does  their  grant  of  rights  to  the  oc- 
cupancy of  the  streets  reach,  not  only  those  streets  actually  named 
in  the  acts,  and  put  into  use  at  the  time,  but  those  also  that  pros- 
pectively were  seen  10  be  needful  to  the  natural  evolution  of  a  .street 
railway  .system? 

The  constitutional  points — so  far  as  I  have  been  able  to  dig  any 
out — do  not  merit  space  for  statement,  much  less  for  discussion. 
Upon  that  phase  of  the  matter  my  judgment  is  at  rest.  But  what  is 
to  be  regarded  as  the  legitimate  scope  of  the  legislative  graut.s — what 
streets  now  used  must  be  held  to  be  in  use  under  the  grants  thus 
obtained — is  a  matter  of  greater  difficulty. 

It  is  not  easy  always  to  lay  aside  one's  supposed  knowledge  con- 
cerning the  origin  or  one's  opinion  concerning  the  wisdom  of  an  act 
of  the  legislature  to  be  interpreted ;  but  such  must  be  the  mental 
attitude  of  the  court  that  is  to  interpret  and  the  public  thai  is  to  ob- 
serve an  existing  law  of  the  land.  The  legislative  grants,  whatever 
their  origin,  are  the  existing  law  of  the  land.  They  constitute  the 
contract  between  the  people  of  the  state  and  the  railway  companies. 
They  measure  the  rights  and  the  obligations  of  both.  They  have 
been  the  accepted  basis  for  lens  of  thousands  of  trausaclions  by  peo- 
ple who  never  heard  of  the  legislature  of  1863.  To  set  them  aside 
now,  either  covertly  or  openly,  or  to  deprive  them  of  their  f\dl  mean- 
ing and  effect,  would  be  a  judicial  evasion  of  contract  and  a  breach 
of  public  faith  as  reprehensible  as  the  repudiation  of  sonic  un- 
doidjted  but  unpopidar  public  debt.  There  is  no  way  left,  then,  to 
approach  the  interpretation  of  these  grants  other  than  as  one  would 
approach  any  plainly  written  contract  between  disputing  parties. 

The  legislative  grants,  taken  together,  look  to  the  installation  of  a 
railway  sy.stcm  in  the  city  of  Chicago,  and,  to  that  end,  grant  to  the 
railway  companies,  for  the  period  of  ninety-nine  years,  the  right  to 
occupi>"  certain  streets;  leaving  to  the  city,  by  contract  with  llic  com 
panics,  the  manner  and  conditions  of  such  occupancy.  Tlitis,  when 
the  companies  entered  into  occupation  under  these  grants,  the  under- 
lying right  t)f  their  occupancy  was  frotn  the  state,  the  manner  of  its 
exercise  only  being  governed  by  the  ordinances  of  the  city.  The 
.stale  was  the  grantor,  the  city  the  supervisor.  Now,  while  the 
power  of  the  city  over  the  exercise  of  the  grant  thus  obtained  from 
the  state  was  made  ample,  it  remained,  and  remains,  a  subservient 
power.  Its  fmiclion  is  to  promote  the  uses  of  the  grant;  it  cannot 
he  made  a  means  to  defeat  the  grant,  for  the  rights  of  both  the  city 
and  the  companies,  imder  these  legislative  grants,  arc  substantial 
rights,  and  the  courts  are  hound  to  see  that  the  substance  of  both 
arc  preserved.  .So  much  for  the  streets  actually  named  in  the  legi.s- 
lalive  grants  and  entered  upon  by  the  companies  at  that  liute.  This 
brings  n)e  to  the  streets  sid)se(|ueiitly  occupied  by  the  conii)anies. 

There  is  much  force  in  the  view  that  the  legislature  had  in  mind 
in  enacting  the  grants,  a  street  railway  system,  adequate  not  only  to 
the  then  present,  but  to  the  future  needs  of  llie  city;  that  llie  natural 
growth  of  the  city  was  foreseen,  au<l  a  corresponding  expansion  of 
r.'iilway  facilities  forestalled;  that  the  gr.iiMs  were  meant  to  cover 
the  branches  and  twigs,  as  well  as  the  Inmks  of  a  growing  system. 
In  this  view  the  legislative  grants  were,  when  passed,  already  cxe- 
cnled  and  vested,  as  to  the  streets  named  in  the  grants;  and,  though 
in  fieri  as  to  streets  not  named,  nalitrally   falling,  in  course  of  (he 


414 


STREET  RAILWAY   REVIEW. 


I  Vol   XIII.  No.  7- 


lily's  growth,  iinilcr  llic  system,  ami  none  llic  loss  i-flcclive  as  vestcil 
Krauts  wlii-n  tin-  new  streets  arv  occupied.  In  this  view,  too,  llie 
.irilmances  of  tlie  city,  sul)^e^|llclH  to  llic  legislative  grants,  arc  to  Iw 
lu-Ul  to  Ik  not  inde|KMi<lenl  city  grants,  Init  ordinances  in  execution 
of  tlic  legislative  grants,  and,  as  such,  have  llic  elTect,  not  of  giving 
right  of  occupancy,  but  of  prescriliing  the  manner  of  Mich  occupancy 
However,  I  do  not  mean  now  to  coinmii  my  jiidgmeiil  to  this  view 
of  the  legislative  grants.  I  think  il  forceful  enough  to  guide  my 
action  as  conservator  of  this  proin-rty— for  a  conservator  may  not 
give  away  thai  upon  which  the  companies  have  a  rcasonalile  claim — 
alwi\ys  upon  the  understanding  that  it  is  open  for  further  discussion 
or  any  joining  of  issues  that  will  finally  sellle  this  controversy. 

I  will  go  further.  It  is  within  the  power  of  the  court  to  compel 
the  companies  to  accept  ano'  reasonable  arrangement  that  does  not 
involve  confiscation  of  property  rights.  I  am  ready,  in  the  interest 
of  a  just  settlement  of  these  street  railway  difliculties,  to  exercise 
that  power.  There  has  grown  up  in  ihe  jiublic  mind  a  good  deal  of 
confusion  respecting  the  purpose  of  a  waiver  by  the  companies  of  the 
so-called  nincty-ninc-year  act,  and  the  character  such  waiver  should 
lake.  Undoubtedly  many  think  that  the  surrender  of  these  legislative 
grants  should  be  without  condition,  and  without  compensation.  On 
the  other  hand,  there  has  grown  up  in  the  minds  of  some  parties 
interested  in  the  railway  companies  the  belief  that  no  concessions 
whatever  can  be  made ;  that  there  can  be  no  surrender  of  any  fea- 
ture of  the  legislative  grants  without  the  consent  of  every  bond- 
holder, as  well  as  the  consent  of  the  companies;  that  the  sole  safely 
of  their  interests  lies  in  an  unnincliing  grasp  npon  the  letter  of  the 
grants  as  they  exist  today. 

Both  of  these  views  are,  in  my  judgment,  too  rigid  and  too  far 
reaching.  The  city  can  have  no  real  interest  in  seizing,  cither  by 
lirule  force  or  by  superior  advantage,  that  which  lawfully  belongs 
to  the  companies,  at  least  until  the  owner  is  fully  compensated.  I 
am  sure  the  mayor  and  a  majority  of  the  aldermen  entertain  no  such 
proj  cct. 

On  the  other  hand,  the  landholders,  though  interested  in  the  legis- 
lative grants,  are  so  interested  to  the  extent  only  that  such  grants  are 
part  security  for  their  debt.  Any  equivalent  security — any  arrange- 
ment, for  instance,  whereby  the  cash  value  of  the  unexpired  term 
of  the  grants  should  be  substituted  for  the  grants  themselves,  as 
pledge  to  the  debt — would  meet  the  just  claims  of  the  bondholders. 
This  leaves  us,  then,  free  to  look  about  for  such  adjustment  as  will 
give  to  the  city  all  it  may  fairly  ask,  without  confiscation  of  prop- 
erty or  invasion  of  vested  rights.  Fortunately,  as  I  view  it,  such  an 
adjustment  is  at  hand. 

The  feature  of  the  so-called  waiver  of  the  ninety-nine-year  act 
that  really  interests  the  city  lies  in  the  fact  that  continuance  of  title 
to  the  companies  under  the  legi.slative  grants  may  interfere  with  the 
cily"s  projects  looking  to  municipal  ownership;  and,  independently 
of  municipal  ownership,  to  the  maintenance  of  a  supervisory  and 
warning  hand  over  the  character  of  the  service  to  be  given. 

Indeed,  so  long  as  the  cninpanios  have  title  under  the  legislative 
grants,  municipal  ownership  may  \k  impossible.  Title  to  the  streets 
having  come  from  legislative  grants  and  for  street  railway  purposes, 
it  is  at  least  doubtful  if  tlie  city  could  constitutionally  obtain,  even 
by  act  of  the  legislature,  the  right  to  occupy  by  eminent  domain,  the 
streets  thus  covered. 

Hitherto,  eminent  domain  has  been  used,  not  to  change  Ihe  per- 
sonnel of  ownership,  but  the  character  of  use.  It  is  doubtfid,  also, 
if  the  so-called  Mueller  law  even  purports  to  convey  such  power. 
In  this  state  of  aflFairs,  unless  there  be  a  surrender  by  the  company 
of  its  title  under  the  legislative  grants,  the  city  might  find  itself,  even 
when  actually  ready  for  municipal  ownership,  at  a  complete  stand- 
still. 

But  aside  from  municipal  ownership,  a  surrender  of  title  under 
the  legislative  grants  is  desirable  to  give  the  city  the  warning  hand. 
Should  Ibe  companies  enter  upon  a  new  period,  knowing  that  the 
city  could  not  terminate  the  grant  even  at  the  end  of  twenty  years. 
there  inight  be  temptation  to  disregard  such  claims  for  good  services 
as  the  city  has  a  right  to  demand. 

But  all  this  can  be  accomplished  by  a  full  surrender,  by  the  com- 
panies, of  title  under  the  legislative  grants,  accompanied  with  a 
stipulation  either  to  assess  presently  the  value  of  the  unexpired  term 
or  to  make  such  assessment  at  the  end  of  the  new  grant,  if  the  grant 
is  not  to  be  renewed.  No  legal  difficulty  need  entangle  such  an  ar- 
rangement. 


riie  right  of  the  companies  to  occupy  •■>"<!  '''^'ir  ^Kbt  to  be  com 
|iei)-ated  for  a  quitclaim  of  sucii  occupancy  are  distinct  legal  rights. 
Hie  former  can  l»c  surrendered  in  consideration,  or  part  considera- 
tion, of  ihe  latter.  When  so  separated,  the  right  of  payment  be- 
comes a  claim  against  the  city,  secured  jKissibly  by  a  lien  on  the 
title  surrcnilered,  but  is  no  longer  lied  up  with  the  title  surrendered. 
The  title,  except  for  pur|KPses  of  lien,  would  Ijccome  extinct;  and 
there  would  be  no  payment  adjudged  iinlil  after  judicial  determina- 
tion of  the  validity  and  scope  of  Ihe  legislative  grants.  For  my  own 
pan,  I  cannot  see  why  this  is  not  a  simple  and  efTective  way  out  of 
present  complications. 

Conscious  of  what  this  generation  is  doing  for  the  reclamation  of 
ihe  streets  of  this  city  from  the  prairie  and  the  marsh— trying  heroic- 
ally lo  make  of  it  a  finished  and  compact  city— I  can  sec  no  business 
or  moral  objection  lo  leaving  it  to  the  next  generation  to  discharge 
whatever  money  obligations  these  legislative  grants  may  impose  upon 
the  city.  The  obligation  is  theirs  as  much  as  ours;  we  stand  in  need 
now,  much  more  than  will  they,  of  money  to  put  into  actual  im- 
provement of  street  facilities,  and  the  chances  are  many  to  few  that 
the  obligation  will  never  mature;  for,  confronted  with  certain  loss 
of  ilie  use  of  the  streets  unless  good  service  is  given  it  is  almost 
certain  that  the  companies  will  fulfill  their  obligations  to  the  public 
and  thus  earn  a  renewal  of  the  leases. 

In  view,  then,  of  what  has  iK'cn  said,  I  instruct  you :  First :  To 
suffer  no  interference  with  your  possession  of  any  of  the  streets 
named  in  the  legislative  grants,  or  occupied  by  the  companies  named 
in  the  legislative  grants,  or  their  succes.sors,  under  ordinances  of 
the  city,  which  in  the  view  I  have  outlined  are  to  Iw  treated  as  sub- 
servient to  Ihe  legislative  grants.  .'\ny  attempted  interference  you 
will  report  immediately  to  me. 

Second:  To  pledge  to  the  city,  if  the  city  wishes  negotiation,  the 
co-oiKration  of  the  court  to  bring  about  a  settlement  on  Ihe  lines 
indicated,  or  such  other  lines  as  will  observe  existing  contract  rights. 

Third:  Since  the  receivership  began,  eighty-five  cars  have  been 
added  10  the  regular  service.  These  were  old  cars  taken  from  the 
barns,  quickly  repaired  and  repainted,  and  though  in  some  instances 
incongruous  at  this  season,  have  added  something  to  the  comfort  of 
Ihe  public.  The  report  of  the  general  manager,  submitted  to  me 
July  8,  1903.  shows  that  upon  an  expenditure  of  alxjut  $480,000,  one 
hundred  new  double-truck  electric  motor  cars,  each  capable  of  seat- 
ing comfortably  more  than  fifty  people,  can  be  added. 

The  general  manager  also  reports  that  for  something  less  than 
$100,000  he  can  equip  electrically  certain  portions  of  the  cable  lines, 
so  that  cars  on  outlying  lines  may  be  brought  electrically  much 
nearer  the  business  center,  and.  transferred  as  trailers  to  cable  trains, 
bring  their  occupants  into  the  business  district  without  change  of 
cars.  This  would  add  to  the  convenience  of  the  public,  and  to  the 
capacity  of  the  companies'  carrying  facilities. 

I  instruct  you  to  procure  the  equipment  indicated. 

Peter  S.  Grosscup. 


DOG    TICKETS  AT  BIRMINGHAM,  ALA. 


Ill  the  "Review  "  for  June  we  illustrated  a  form  of  ticket  issued 
by  the  Hartford  Street  Railway  Co.,  of  Hartford.  Conn.,  for  the 
transportation  of  dogs.  Since  the  publication  of  that  Mr.  J.  B. 
McClary,  manager  of  the  railway  department   of  the   Birmingham 


6 


Birmingham  Railway.  Light*  Power  Co. 

RAILWAY   DEPARTMENT. 

DQu   PlRMIIi       Bitminoham.  MIq IHOS 

Conoucior — line,  allow 

Mr. —to  carry 

liog — from 

to  anft  return. 

Good  only  till 1903.    It  U  eipreaaly  agreed 

and  underntood  that  no  liability  la  Incurred  hy  the  B.-R..  L. 
&  P.  Co.  for  said  doo  or  dogs.    J.  '8.  McCLARY.  Mgr.  Ry.  Dept. 


iHOOMtMa  eONouoTon  will  takc 


Uy. 


COLLECT  REGULAR   FARE. 

Railway.  Light  &  I'ower  Co.,  has  sent  us  a  form  of  ticket  author- 
izing the  transportation  of  dogs  on  the  lines  of  that  company.  The 
size  of  Ihe  original  from  which  the  accompanying  engraving  was 
made  is  2x4  in. 


JVLY  20.   1903.] 


STREET  RAILWAY  REVIEW. 


415 


FOR  BORING  ARMATURE  BEARINGS. 


There  seems  to  be  some  difference  of  opinion  among  master 
mechanics  who  attempt  to  pour  and  bore  babbitt  bearings  in  their 
own  shops,  concerning  the  best  ways  of  insuring  an  accurate  til 
between  the  armature  shaft  and  the  bearings.  In  fact,  there  seems 
to  be  some  doubt  as  to  the  necessity  of  providing  for  an  accurate 
fit  between  the  shaft  and  the  bearings  in  order  to  insure  best  results. 
Some  of  the  larger  companies,  notalily  the  Union  Traction  Co.,  of 
Philadelphia,  do  not  make  a  practice  of  lx)ring  bearings,  believing 
that  if  the  bearing  bo.xes  are  properly  poured  the  fit  will  be  suf- 
ficiently accurate  for  all  practical  purposes.  While  this  practice  does 
away  with  the  expense  of  reboring.  it  obviously  requires  that  when 
the  armature  shaft  has  become  worn  to  any  considerable  extent. 
the  shaft  must  be  brought  back  to  proper  diameter  by  .shrinking  on 
a  steel  bushing.  The  Union  Traction  Co.  has  adopted  three  stand- 
ards for  shaft  diameters  and  when  a  shaft  has  become  worn  it  is 
brought  to  the  nearest  standard  by  means  of  bushing. 

Several  ingenious  forms  of  chucks  for  holding  split  and  solid  bear- 
ing shells  in  the  lathe  while  they  are  being  bored,  have  been  sug- 
gested for  use  in  street  railway  shops  making  a  practice  of  boring 
babbitt  bearings.  .^  source  of  annoyance  in  carrying  on  this  work 
is  found  in  the  tendency  of  bearing  shells  to  get  out  of  true,  due 
to  uneven  wear,  and  to  the  successive  healing  and  cooling  to  which 
they  are  subjected  when  in  service  and  when  the  babbitt  linings  are 
lK>ured.     This  variation  in  diameter  will  amount   in   some  cases  to 


o 


o 


C 


Fitted  to    I 
Lathe  Spindle-^ 


_o__lL_  o. 


y  I'"," 


e  rliiiea  Meatf  5. 


■5r 


H*^V/."-i 


1-16  in.  from  the  standard,  and  lo  obtain  an  .iccuniU'  Imre  a  sep- 
arate jig  or  chuck  must  be  provided  for  practically  every  set  of 
liearings  used. 

To  get  away  from  this  difficulty  several  sho])>  are  now  using  xmic 
form  of  universal  chuck. 

Two  of  these  were  described  in  the  "Review"  for  June  15.  njoi. 
page  368.  The  Capital  Traction  Co.  of  Washington,  IJ.  C,  uses  the 
jig  shown  in  Fig.  I.  Its  interior  diameter  is  slightly  larger  than 
that  of  the  l>earing  boxes,  the  box  to  be  Ixircd  being  supported  on 
the  point  of  eight   milled  head  thumb  screws,  and  does   not   touch 


the   inside   wall   of  the  jig.     Uy  adjusting   the  screws  the  box   can 
be  brought  to  perfect  alignment  on  the  'athe. 

A  somewhat  similar  device  is  used  at  the  shops  of  the  Lynn  St 
Boston  K.  R.,  and  is  shown  in  Fig.  2.  In  this  case  the  bearing  Iki.s 
ii  carried  on  the  p<jints  of  screws  which  are  adjusted  with  the  use 
of  a  wrench.  The  jig  is  made  in  two  halves,  hinged  at  one  side, 
and  held  by  a  bolt  and  nnt  at  the  other  side.     By  having  the  upper 


half  of  the  jig  hinged  in  this  way,  the  lime  required  lo  put  in  iIk- 
bearing  shells  and  remove  them  from  the  lathe  is  materially  rciluccd. 
Still  another  form  of  universal  jig  is  used  at  the  street  railway 
repair  shops  in  .Atlanta,  Ga.  This  is  shown  in  Fig.  3  and  is  made 
of  cast  iron.  It  has.six  narrow  slots  cut  in  its  walls  extending  from 
a  point  just  below  the  shoulder  of  the  jig  clear  down  to  the  larger 
end  and  rendering  the  walls  capable  of  considerable  compression. 
The  outer  face  of  the  jig  is  threaded  for  a  distance  of  about  I'/i  in. 
from  the  larger  end.  lliese  lieing  V  threads  cut  to  a  taper  of  about 
I-16  to   I   in.     TravfUini;  on  those  threads  is  a  closely  fitting  collar. 


TOiiro— 


fk;. 


It  will  be  observed  that  by  turning  this  collar  in  the  proper  dircclion 
the  inside  diameter  of  the  jig  can  be  very  inaterially  reduced.  In 
this  way  the  jig  is  made  to  acconmiodale  bearings  having  a  con- 
siderable range  in  diameter. 


RIVAL  INTERURBANS  AT  CRAWFORDS- 
VILLE,  IND. 


Jan.  I.  njoj.  the  city  of  Crawfordsville,  liul.,  gianled  a  francliise 
to  the  Consolidated  Traction  Co.,  which  plans  to  build  an  electric 
intcrurban  line  from  Indianapolis  to  Crawfordsville.  and  later  extend 
lo  Veedersburg  and  Covington,  Iiid.,  and  Danville,  111  .  and  build 
branches  to  La  Fayette  and  Rockville.  This  franchise  to  the  Con- 
solidated company  was  for  practically  all  the  streets  in  Crawfords- 
ville, naming  them.  March  1st  the  city  council  granted  to  the  In- 
dianapolis &  Northwestern  Traction  Co.,  which  is  building  from 
Indianapolis  to  La  Fayette  via  Lebanon  and  Frankfort,  with  a  branch 
from  Lebanon  to  Crawfordsville,  a  general  franchise  to  enter  the 
city  of  Crawfordsville.  but  naming  no  streets.  March  15th  the  city 
decided  it  wished  to  have  a  local  urban  street  railway  and  granted 
a  franchise  amend.ilory  and  supplementary  to  the  Consolidated  fran- 
chise providing  for  a  local  .system,  and  that  all  inlerurban  lines 
shmild  enter  over  the  city  tracks.  Before  this  abrogation  of  its  grant 
the  Indianapolis  &  Northwestern  company  had  accejited  its  franchise 
and  paid  the  city  clerk  the  certified  check  required. 

Both  of  the  companies  made  attempts  to  occupy  streets  in  Craw- 
fordsville, which  were  prevented  by  the  use  of  force  on  the  part  of 
the  city,  which  early  in  June  secured  an  injunction-  against  the 
Indianapolis  &  Northwestern,  alleging  that  it  had  no  rights  within 
the  city  except  that  of  entering  over  the  tracks  of  the  Consolidated 
company.  The  Indianapolis  &  Northwestern  replied  by  a  cross-bill 
against  the  city  and  the  Consolidated  company,  in  which  it  was  al- 
leged that  (lie  latter  was  endeavoring  to  annul  the  contract  lutwcni 
the  city  and  the  Indianapolis  &  Northwestern  company. 

The  city  endeavored  to  withdraw  from  the  litigation  by  rescinding 
its  action  in  requiring  llie  Indianapolis  &  Northwestern  to  enter 
over  the  Con.solidated  tracks,  and  dismissing  its  bill  of  complaint 
against  the  former  company  which  was  I'ollovved  by  the  Iiuliaiia|)olis 
it-  Northwestern  dismissing  its  cross-complaint  against  the  city.  The 
same  day,  July  6th,  that  this  w;is  done  the  Consolidated  Traction 
Co.  filed  a  iK'tition  and  bond  for  the  removal  of  the  cause  to  the 
federal  court,  which  petition  was  granted. 

Hoth  companies  are  enjoined  from  track  coiivti  lulioii  in  Craw- 
fordsville until  a  hearing  is  hail  before  the  I'liilcd  Stales  Circuit 
Court   at   Indianapolis. 

The  Indianapolis  &  Northwestern  Traction  Co.  is  financed  by 
Tucker  &  Anthony,  of  Rostoii,  and  the  line  is  being  bnill  by  'Town- 
send,  Reed  &  Co. 

'The  Consolidated  I  r.-Kiion  Co.  has  its  general  oHices  at  Indian- 
apolis; the  officers  are:  President,  Ivlward  Hawkins;  vice-president, 
A.  F.  Ramsey;  secretary,  Guy  E.  Hawkins;  tnisurer,  A  M  Gloss- 
brcnner, 


41ft 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  Nil.  7. 


THE  RELATIVE  ADVANTAGES  OF  OVERHEAD, 

DEEP-LEVEL  AND  SHALLOW    SUBWAY 

LINES  FOR  THE  ACCOMMODATION 

OF  URBAN  RAILWAY  TRAFFIC 


IIV  S.  II.  COTTKKI.I.. 


riic  (|iic>litiii  of  rapid  nii-aiis  nf  coimmmicainiii  m  large  lowii* 
Ikin  1k-cii  for  a  coiisultralili'  iK-riixl  <lriiiati(liiig  very  si-rioiis  con- 
>i(liTaliuii,  and  the  solution  of  the  prol)k-in  liccomes  daily  more 
necessary.  I'lie  congestion  of  traffic  in  llie  streets  of  nuny  great 
towns  has  iK-cunic  such  as  to  make  rapid  transit  impo^sil)le,  and  it  is 
necessary  to  relieve  the  streets  of  passenger  traflic  to  make  them 
available  for  the  c-arting  traflic.  In  numerous  towns  the  congestion 
on  the  streets  is  so  great  that  the  passenger  and  light  traffic  so  im- 
pedes the  heavy  cart  traffic  as  to  a<ld  considerably  to  the  cost  of 
conveying  merchandise  to  the  points  where  it  is  required;  therefore, 
busy  streets  should,  as  far  as  possible,  Ik'  relieved  of  passenger  traffic 
requiring  to  travel  any  considerable  distance.  The  means  of  doing 
this  is  either  by  overhead  railways  or  by  deep-level  or  shallow  sub- 
ways, all  of  which  possess  their  particular  advantages  and  disad- 
vantages. 

Overhead  Railways. 

The  author  has  had  many  years'  experience  of  working  an  over- 
head railway — viz,  the  Liverpool  Overhead  Raihvaj,  which  is  the 
only  overhead  railway  in  England,  and  was  the  lirsl  overhead  rail- 
way in  the  world  to  be  worked  by  electricity.  Overhead  railways' 
possess  among  other  advantages  the  feature  that  the  passengers  arc 
always  in  the  oikmi,  rendering  traveling  more  pleasant.  In  Liverpool 
the  overhead  railway  has  solved  the  problem  of  urban  conmiunica- 
tion  along  the  line  of  docks.  The  disadvantages  of  overhead  rail- 
ways are  that  to  be  built  economically  they  must  necessarily  be  of  a 
somewhat  unsightly  character,  and  in  the  author's  opinion  they  would 
not  be  permitted  in  this  country,  as  they  are  in  New  York,  Boston, 
Chicago,  etc.,  along  important  public  streets.  In  fact,  the  compensa- 
tion that  would  have  to  be  paid  for  obstruction  to  light,  etc.,  would 
render  their  cost  prohibitive. 

Deep-Level  Railways. 

Deep-level  railways  have  the  advantage  that  ihey  can  be  con- 
structed without  interfering  with  the  sewers,  gas  pipes,  etc.,  with 
which  all  busy  streets  in  impt)rtant  towns  are  necessarily  so  full,  and 
there  are  many  instances  of  such  railways  in  London  doing  useful 
work,  such  as  the  Central  London  and  the  City  and  South  London 
Railways,  which,  although  the  cost  of  construction  was  very  high, 
arc  yet  able  to  pay  a  dividend;  but  il  must  be  remembered  that  at 
the  present  time  neither  of  the  railways  referred  to  has  efficient  sur- 
face competition. 

In  the  author's  opinion,  in  the  interests  of  the  public  the  tubes 
for  such  lines  should  not  be  less  than  i.?  ft.  6  in.  in  diameter. 

The  disadvantage  of  these  deep-level  railways  is  the  time  occu- 
pied in  descending,  by  means  of  lifts,  to  the  platform  level.  I'or 
short  distances,  if  there  be  taken  into  account  the  time  of  descend- 
ing in  lifts,  traversing  a  foot-subway,  and  waiting  for  a  train,  even 
if  only  one  or  two  minutes — this  operation  being  reversed  al  the 
|)oiiit  of  arrival — the  time  so  occupied  does  away  with  the  ad- 
vantages of  the  rapid  transit  between  the  points,  selected,  and  there- 
fore any  keen  surface  competition,  such  as  Uy  electric  tramways, 
would  seriously  decrease  the  earning  powers  of  these  deep-level 
subways. 

.Another  drawback  of  deep-level  subways  is  due  to  the  question  of 
ventilation,  which  in  existing  tube  railways  leaves  much  to  be  de- 
sired. 

Shallow  Subways. 

The  special  advantage  of  shallow  railway  subways  is  that  passen- 
gers can  reach  the  trains  without  tile  necessity  for  using  lifts  and 
foot-subways;  therefore  they  cnjoj'  the  advantages  of  rapid  transit 
from  point  to  point  without  (he  waste  of  time  required  in  descending 
to  a  deep  level. 

The  author  spent  considerable  time  in  making  himself  acquainted 
with  the  shallow  subway  at  Budapest,  and  although  this  subway  has 
surface  competition,  the   fact   that   passengers  can   reach   the  trains 

''Read  at  tile  Entriileerin^  Conference  of  the  Institution  of  Civil  Engineers 
EnfTland),  Section  HI.  Machinery. 


by  de^ceiidiiiK  a  few   steps  only,  and  the  advanlaKe-  of  rapid  transit, 
enable   ibis  electric   railw-ay  to  be  a  tinancial   success. 

The  Paris  Metropolitan  Railway,  which  is  alvi  a  shallow  subway, 
has  had  the  effect  of  relieving  the  streets  of  a  large  jiunilicr  of  omni- 
buses, and  has  rendered  them  available  for  oilier  puriKise*.  This 
railway  also  is  a  commercial  success. 

In  the  autllclr'^  opinion,  the  fact  that  the  .Melroixilitan  and  Metro- 
politan District  Railways  are  what  may  be  almost  descrilied  as  shal- 
low suliw,Tjs  is  one  of  their  "assets;"  and  when  these  railways  are 
electrilied,  they  will  enter  I'ptm  a  new  era  of  prosiwrity  in  spiie  of 
other  competition. 

.\nother  great  .idvantage  |>osses>ed  by  shallow  subways  is  that  the 
ventilation  is  very  much  easier  than  in  deep-level  subways.  They 
may  be  descrilied  as  self-ventilating. 

The  disadvantage  of  .shallow  subways  is  that  in  this  country,  Ik- 
low  the  surface  of  the  streets  (where  shallow  subways  are  requireil 
to  relieve  the  congestion)  there  is  encounlerctl  such  a  haphazard 
accumulation  of  sewers,  gas  and  water  piiH-s,  telegraph  and  telephone 
mains  and  electric  light  cables,  as  to  render  the  construction  of  shal- 
low subways  very  expensive,  owing  to  the  necessity  for  diverting 
these  obstructions.  Yet  if  the  local  authorities,  telephone  companies, 
postoffice,  etc..  would  meet  the  promoters  of  shallow  subways,  and 
make  another  subway  to  contain  their  sewers,  pipes,  wires,  etc.,  the 
result  would  l>e  to  the  advantage  of  all. 

The  author  therefore  advocates,  for  the  .iccommodation  of  urban 
railway  traffic: 

I.  Overhead  railways,  if  they  can  be  constructed  to  meet  the  re- 
quirements, in  back  streets,  where  compensation  would  be  imma- 
terial and  their  unsightly  appearance  would  not  be  objectionable. 

2.     Shallow  subways  where  they  can  lie  constructed  and  the  cost 
is  not  prohibitive. 

3.     Deep-level  railways. 

The  author  has  assumed  in  all  these  cases  that  the  operation  of  the 
railwaAS  would  lie  by  electricity.  Deep-level  railways  would  be  com- 
mercially impossible  if  worked  by  steam,  and  shallow  subways  so 
worked  are  undesirable.  Overhead  railways  arc.  of  the  three  sys- 
tems dealt  with,  the  only  ones  that  could  Ix!  commercially  worked 
by  steam,  but  for  urban  traffic  steam  is  undesirable.  Electric  trac- 
tion has  the  advantage  not  only  of  being  nwire  desirable,  but  also, 
for  rapid  and  frequent  transit  (the  solution  of  the  problem  of  urban 
railway  traffic),  of  being  more  economical. 


PACIFIC  ELECTRIC  RAILWAY   NOTES. 


The  Riverside  &  .\rlington  Ry..  controlled  iiy  tile  Tacilic  Electric 
Co.,  of  Los  .\ngcles.  has  built  an  extension  from  its  Main  St.  line 
in  Riverside.  Cal..  through  7th  St.,  to  the  Santa  Fe  depot  and  a 
JO-minute  service  has  been  established.  Work  was  begun  on  this 
branch  June  19th  at  V'iiie  St.,  one  block  west  of  the  depot,  instead 
of  at  either  terminus.  This  was  because  Salt  Lake  interests  have 
a  franchise  for  a  sicani  road  on  Vine  St..  and  the  electric  railway 
management  deemed  il  advisable  to  be  the  first  to  have  a  track  laid 
at  that  crossing  point.  In  a  short  time  electric  cars  will  l>e  run  from 
Roubidoux  Heights  to  Victoria  Hill  via  7tli  St.  and  the  east  side. 

.\  deed  has  been  recorded  transferring  to  the  Pacific  Electric  Rail- 
way Co.  a  wide  strip  of  land  tlitougli  the  large  Botiller  ranch  near 
Rincon  and  a  double-track  electric  line  is  sixm  to  be  built  from 
Corona  to  Santa  .^na  to  form  a  connecting  link  lietween  the  River- 
side and  Los  .Vngeles  lines. 

On  the  short  route  to  Pasadena  two  more  tracks  are  to  lie  laid, 
making  four  in  all.  between  F^ist  Lake  Park  and  Monrovia  Junction. 
The  object  is  to  obtain  greater  speed  by  reserving  two  tracks  for 
the  Pasadena  cars,  using  the  other  two  for  Monrovia  and  .Mhambra 
traffic. 

The  Pacific  Electric  Railway  Co.  is  making  a  good  many  changes 
ill  cars,  remodelling  the  old  and  getting  out  designs  for  new  ones, 
niere  is  more  work  than  can  be  taken  care  of  at  the  company's 
shops,  so  the  old  shops  of  the  Los  .Angeles  Railway  Co.  were  fitted 
up.  affording  facilities  for  handling  10  cars  per  month  additional. 

The  electrical  department  recently  fitted  up  a  new  shop  in  which 
switchboards,  switches,  insulator  clamps,  wire  terminals,  fuse  blocks 
and  many  special  devices  for  the  new  power  house  and  suli-stalions 
will  he  built. 

The  storage  Ixiltery  al  .Agricultural  Park  has  been  in  operation 
some  time  and  those  at  East  Lake  and  West  Lake  Parks  are  prac- 
tically completed. 


Jii.Y  20.  igoi] 


STREET   RAILWAY    REVIEW. 


417 


A  RATIONAL  TRAIN   RESISTANCE  FORMULA. 


\\\-  timl  a  single  variable  formula  with  first  power  factor  gives  loo 
small  results  for  high  speeds  if  it  is  eorrcct  for  low  speeds.  We 
find,  also,  that  a  single  \ariable  formula  with  a  second  power  factor 
gives  too  high  results  at  high  speeds  if  it  is  correct  at  low  speeds. 
This  would  seem  reasonable,  as  it  is  apparent  that  there  are  at 
least  three  forms  of  friction — plain  sliding  friction,  which  is  inde- 
pendent of  the  speed ;  rolling  friction,  which  varies  directly  as  the 
speed;  and  fluid  friction,  which,  in  case  of  air,  would  vary  theo- 
retically as  the  second  power  of  the  speed. 

It  seems,  then,  perfectly  reasonable  that  a  rational  formula  should 
have  these  three  terms.  Experience  shows  that  while  a  formula 
having  three  terms  of  zero,  first  and  second  power  variables,  re- 
spectively, will  give  accurate  results  for  a  wider  range  than  either 
of  the  single  variable  formuUe.  it  in  common  with  the  second  power 
single  variable  formula  gives  loo  large  results  at  high  speeds,  if 
it  is  correct  at  the  lower  speeds. 

There  is  a  point  in  rational  formul;e  which  is  very  imporlani ; 
namely,  that  the  terms  for  head  and  stern  resistance  have  in  the 
denominator  a  factor  proportional  to  the  length  or  weight  of  the 
train.  This  appears  in  many  fornnil.-c,  and  is  reasonable  when  it 
is  considered  that  the  head  and  stern  resistance  would  be  independ- 
ent of  the  length  of  the  train,  and  therefore,  when  expressed  in 
pounds  per  ton,  would  be  inversely  proportional  to  the  weight  or 
length.  In  most  formulie  the  weight  is  used  rather  than  the  length. 
This  would  give  as  a  principle  that  the  head  and  slern  resist- 
ance, which  varies  as  a  power  of  the  speed  between  one  and  two, 
should  have  a  weight  factor  in  the  denominator. 

It  has  been  found  by  experiment  that  the  air  resistance  on  the 
sides  of  the  cars  varies  as  power  of  the  speed  higher  than  the  first. 
It  is  evident  that  this  factor  of  total  resistance  should  be  proportional 
to  the  length  or  weight  of  the  train,  and  therefore  in  our  form  of 
formula  would  have  no  weight  factor  in  the  denominator. 

The  head  and  slern  resistance  can  be  divided  if  it  is  desired.  It 
is  found  in  actual  practice  that  the  head  resistance  is  much  larger 
than  the  stern  resistance.  Professor  Goss'  experiments  on  models 
show  that  this  head  resistance  is  6.5  limes  the  stern  resistance,  and 
that  the  head  and  stern  resistance  together  arc  about  6.2  times  the 
side  resistance  of  one  car. 

From  collateral  evidence  it  would  seem  that  the  coefficient  of  the 
variable  in  the  side  resistance  term  should  l>e  considerably  lower 
than  that  of  the  head  resistance  term.  The  air,  in  case  of  the  side 
resistance,  is  not  compressed,  but  is  sheare<l  ofl',  and  the  fluid  parti- 
cles are  dragged  aside  rather  than  piled  up  on  each  other. 
On  the  basis  of  the  alxive,  the  rational  formula  would  be; 

R  =  A  +  BM  +  CM"  +  DMt  —  T-\  liMf  -^  T. 
Where  R  =  resistance  in  lb.  per  ton, 
M  =■  speed  in  miles  per  hour, 
T  =  weight  of  train  in  tons, 
H  =.  exponent  of  side  friction  term, 
/>  =  exponent  of  head  and  ^tern  friction  terms, 
/4  =:  coefficient  for  sliding  friction. 
JS ^ coefficient   for  rolling   friction, 
C  =  coefficient  for  side  air  resistance, 
/J -=  coefficient    for   head    resistance, 
E  =  coelficient  for  slern  air  resistance. 
Now,   wc  have  not   yet  enough   data   for  determining  the  proper 
exponents,  nor  to  separate  the  exponents  into  the  two  forms.    .Again, 
a»  there  are  always  two  ends  to  a   string,   the  head   and   ^tern   re- 
."istancc  will  always  come  together. 

Until  we  find  sufficient  evidence  to  give  iis  the  two  exponeinial 
factors,  we  will  l>e  belter  served  to  combine  all  three  cxponemial 
factors  into  one.  .Again,  for  general  work  this  would  be  simpler 
and  snfficienily  accurate.  We  would  then  have: 
R  =  A  +  BM  +  (C  +  n^T)  M». 
I  his  IS  e>senlially  the  formula  given  by  me  in  l8f/).  ihc  only 
difference  being  in  ihe  coefficieni  of  the  ex|H>nenlial  term  separaling 
onl  a  factor  representing  the  side  resistance  which  is  proportioii.il 
to  the  train  weiglil. 

Where /?  =  resiMancc  in  lb.  per  Ion, 
M  =  speed  in  miles  per  hour. 
T -=  weight  of  train  in  tons, 

*AlMlracl  Mf  a  i^apfT  rrad  lipffirc  the  AniiTii-:in  SncliMy  nf  Mochatiic-.il  Kittriii. 
•vr*  by  John  llaU'li  llt«M,(l. 


n  =  exponent  :=  i.S. 
A  =  coefficient  of  sliding   friction, 
B  =:  coefticient  of  rolling  friction, 
C=  coefficient  of  side  resistance. 
£)  =  coefficient  of  head  and  stern  resistances. 
The  values  of  these  various  coeflicients  arc  as  follows; 
.1^3  for  heavy  freight  trains. 
.1=^4  average  passenger  trains. 
.^  =  S  heavy  large  electric  cars. 
.•(  =  6  medium  electric  cars. 
.-/  =  7  light  electric  cars. 

B  =  .l5  for  light  track  construction. 
B  =  .\2  for  heavy  track  conslruction. 

C  =  .0oi0  f(^r  ordniarily  conslructed  cars. 
C'  =  .ooi4  for  cars  with  vestibules. 

D  =:  .25  for  small  cross  section  cars. 

I)  =  .30  for  medium  section  electric  cars. 

£)  =  .35  for  large  electric  or  suburban  trains. 

V  —  .40  for  largest  express  trains. 

.•\s  our  experimental  data  is  increased,  it  will  be  possible  to  corre- 
late these  coefficicnls  more  intimately  with  the  elements  of  friction 
they  represent. 

The  foregoing  has  shown  the  gradual  development  of  tlie  train 
resistance  formula  from  a  rational  standpoint.  It,  however,  has 
been  viewed  all  along  from  the  start  from  an  empirical  stand- 
point. 

Let  us  consider  the  uses  of  a  train  resistance  formula.  Originally, 
it  served  more  as  a  guide  than  an  engineering  hypothesis.  .\s  skill 
in  design  and  application  increased,  more  and  more  attention  was 
paid  to  the  fitting  of  machines  to  the  work  they  had  to  do.  More- 
over, with  steam  railroads  and  long  trains,  extreme  accuracy  was 
not  essential,  as  one  or  more  cars  could  be  added  or  taken  off  as 
conditions  required. 

With  the  advent  of  short  suburban  trains  with  three  to  five  cars, 
short  distances  between  stations  and  a  demand  for  increased  schedule 
speed,  it  became  very  necessary  to  fit  the  motive  power  with  a  nicety 
to  its  work.  In  case  of  a  three-car  train,  if  the  locomotive  was  too 
small,  the  taking  off  of  a  single  car  would  reduce  the  train  weight  ,U 
per  cent,  and  then  the  locomotive  would  be  loo  large,  besides  neces- 
sitating a  change  in  the  lime  tables. 

This  need  was  still  further  emphasized  by  the  high  .speeds  of 
such  trains  as  the  Empire  State  Express  of  the  New  York  Centr;il 
&  Hudson  River  Railroad,  and  al.so  by  the  high  speed  inlerurban 
electric  cars.  In  case  of  these  electric  cars,  the  motive  power  of 
each  car  being  on  its  own  axles,  there  is  no  possibility  of  adjuslnieni 
if  it  is  not  suited  lo  its  work. 

It  will  be  .seen,  then,  that  the  use  of  train  resistance  fornuil;e  has 
changed  from  that  of  a  general  guide  lo  that  of  a  fundamental 
engineering  criterion.  Extreme  accuracy  is  now  a  desidcralinn, 
fnnclional  as  well  as  absolute. 

.Vgain.  the  complication  of  the  munlier  of  terms  and  the  fractional 
exponent  is  not  the  drawback  thai  il  would  appear,  as  the  use  of 
such  formula'  now  lakes  Ihe  intermediary  of  charts  or  curves,  elim- 
inating all  complicafion  of  calculation.  Moreover,  Ihe  general  use 
of  the  slide-rule  makes  a  fractional  |in\\cr  practically  as  easy  of 
calculation  as  the  integral  factor. 

Mr.  C.  ().  M;iillon\  reconnnends  ;in  empirical  forninla,  and  one 
of  the  form 

H  -=^  A  -]-  liM" . 

Now,  malhemalically,  this  e(|ualion  can  Ik-  made  to  very  closely 
represent  any  curve  with  a  constanlly  increasing  funclion,  and  there- 
fore, can  be  made  to  represeni  any  given  test  curve,  probably, 
within  the  limils  of  accuracy.  If  a  curve  be  plotted  representing  a 
given  set  of  readings,  and  a  curve  of  form  of  this  equation  be  plot- 
ted lo  represent  such  curve,  if  ihe  highest  poiius  of  the  two  curves 
coincide,  it  will  be  fouml  that  Ihe  empirical  curve  cuts  the  real 
curve  at  two  points,  and  that  ihe  values  of  the  resistance  as  calcu- 
lalcd  from  the  empirical  curve  beyond  the  upper  limit  are  higher 
ilian  the  true  values.  Il  is  very  imporlani  in  extending  curves  lo 
have  all  points  delerinined  as  accuralely  as  possible,  for  a  slight 
variation  in  flireclion  is  magnified  by  the  amount  of  extension.  That 
this  empirical  curve  would  give  high  results  cjii  ihe  exlension  is  ob- 
vious when  il  is  considered  Ihal  a  factor  v:irying  as  the  first  power 
of  ihe  velocity   is  elinnn;ilcd.  .uirl    its   [)I;iit   i.ikcn   by   .111  ;nign)ciilid 


418 


STREET  RAILWAY  REVIEW. 


(Vol.   XIII.  N..  7 


iiifrticii-iit  of  till'  higlirr  pi)»iT  factor.  .'Xl  low  valuer  of  the  speed, 
llie  iliffereiice  ln-twci-ii  the  true  v.iliie  of  llii-  first  |Miwer  v.iriahic  ami 
its  siibstitiiml  higlier  jiowcr  factor  would  jiroliahly  Ik-  williiii  llic 
liinils  of  accuracy  of  oli<iervatit>ii,  but  this  is  not  so  at  liiKli  values, 
and  would  always  lead  to  high  results.  This  empirical  train  resist- 
ance formula  is  gixHl  to  represent  a  given  series  of  results  for 
niatlieniatical  or  functional  comparison.  It,  however,  is  of  little,  or 
perhaps  U-lter  slale<I,  inferior  value  for  predicted  results  of  exten- 
sion Ih-voikI  the  highest  value  of  ohservalion.  It  is  very  important 
for  extending  the  curve  that  the  first  power  factor  l>e  present  and 
accurately  determined  as  to  its  cwlTicient. 

.\nother  important  point  which  the  empirical  fornud.'e  entirely 
leave  out  is  the  relative  value  of  the  difTerent  portions  of  the  resist- 
ance. In  a  rational  formula  it  will  he  seen  that  the  side  air  resist- 
ance comes  within  the  limits  of  accuracy  at  alxiiU  30  miles  per 
hour,  and  the  head  and  stern  resistances  l)ecomc  negligible  for  a 
six-car  train  at  al>oul  the  same  speed:  but  for  a  single-car  train, 
they  do  not  liecome  negligible  till  you  gel  down  towards  20  miles  per 
hour.  It  would  seem  this  is  a  very  niportant  function  of  a  tram 
resistance  formula.  It  would  seem,  in  conclnsion.  that  all  argu- 
ments favor  the  rational  form  rather  than  the  empirical  form,  ami 
that  the  highest  exponential  variable  shonrd  have  a  fractional  ex- 
(lonent   In'twecn  one  and  two. 


SPECIAL  WORK  OF  THE  INDIANAPOLIS 
SWITCH  &    FROG   CO. 


The  accompanying  illustration  is  from  a  photograph  of  special 
work  built  by  the  Indianapolis  Switch  &  Frog  Co..  of  Springfield.  O.. 
for  the  Springfield  &  Xenia  Traction  Co.  This  piece  of  track  is 
locatc<l  in  Springfield.  O..  and  it  will  be  noted  that  the  crossing  is 


CHRISTENSEN   AIR   BRAKE  AGENCIES. 

On  accoiuit  of  the  resignation  of  .VIr.  J.  K.  KIdrcd,  who  has  Uen 
in  charge  of  the  Chicago  sales  office  of  the  air  brake  department  of 
the  National  Klectric  Co.,  Mr..  R  C.  Randall,  the  general  manager  of 
air  brake  sales  department  of  this  coin]>any,  has  made  a  redistribu- 
tion of  the  territory  to  lie  covered  by  the  various  sales  agents  of  the 
National  Klectric  Co.,  and  orders  for  Chrislensen  air  brakes  will  l>e 
handled  by  the  following  corps  of  sales  ageiMs.  The  territory  here- 
tofore covered  by  Mr.  KIdred  has  Ikxii  subdivided  into  three  (Kirts 
to  Ik;  bandied  by  Messrs.  J.  S.  Hamlin,  J.  J.  .\ef  anil  S.  I.  W'ailes. 
res|K-ctively. 

Mr.  Hamlin  will  make  his  headijuarters  at  the  Chicago  office,  No. 
lojo  Old  Colony  BIdg.  Mr.  Hamlin  was  formerly  general  sales 
agent  of  the  Neal  duplex  brake.  Mr.  Nef  will  also  make  his  head- 
quarters in  the  Chicago  office.  Mr.  Nef  was  formerly  connected  with 
the  Standard  .'\ir  Brake  Co. 

Mr.  S.  I.  Wailes  will  make  his  headquarters  at  Cincinnati  office. 
Mr.  Wailes  was  formerly  connected  with  the  engineering  dep.'i'rt ment 
of  the  Brooklyn  Rapid   Transit  Co. 

Mr.  \V.  A.  Grauten  will  make  his  headquarters  at  the  Brown  Pal- 
ace Hotel.  Denver,  Col.,  and  remains  in  charge  of  the  Pacific  Coast 
territory. 

Mr.  M.  N.  Ransom  remains  in  charge  of  the  Cleveland  office  of  the 
company  at  No.  812  Prospect  St. 

Mr.  J.  T.  Cunningham,  who  has  charge  of  the  New  England  terri- 
tory and  New  York  City,  will  make  his  headquarters  at  the  general 
sales  office.  No.  ijj  Broadway.  New   York  City. 

Mr.  \V.  W.  Power,  who  has  charge  of  the  company's  interests  in 
Pennsylvania  and  in  the  southeastern  slates,  will  ntake  his  headquar- 
ters at  the  Philadelphia  office.  No.  1402  Erie  .\\c. 

Mr.  J.  D.  Magiiirc  will  be  connected  with  the  general  sales  office 


~I'KC1.AI.    WiiKK    Ink    vl'KMM.IIKI.n   .V    .M.NIA     T  W  ,\>  TH 'N   CI 


on  a  sharp  curve.  Both  the  tracks  are  provided  with  easer  rails, 
which,  together  with  Ihc  main  rails,  give  sufficient  width  to  carry 
the  wheel  tires  and  prevents  their  striking  the  ends  of  the  abutting 
rails  at  intersections.  This  preserves  the  alignment  and  materially 
lengthens  the  life  of  the  crossing.  This  style  of  construction  is  ihc 
standard  style  furnished  by  this  company  for  steam  and  intcrurban 
lines  with  heavy  traffic.  The  company  manufactures  T-rail  special 
work  of  all  descriptions  for  steam  and  electric  railways  such  as 
frogs,  switches,  crossings,  curves  and  car  barn  layouts  and  also 
switch  stands.  It  has  just  completed  a  large  addition  to  its  works 
which  now  comprise  over  two  acres  of  floor  space  umler  one  roof, 
nud  it  has  added  the  most  improved  equipment  to  facilitate  the  hand- 
ling of  its  large  business.  In  addition  to  having  equipped  numerou-. 
intcrurban  lines  throughout  the  east  and  central  western  stales  with 
all  of  their  special  work  the  company  has  recently  made  large  coii- 
signnunts  to  the  Pacific  coast  and  to  Mexico.  The  company's  plant 
is  located  adjacent  to  four  main  lines  of  railway  which  give  ample 
shipping  facilities. 


as  special  representative  of  the  air  brake  department,  and  in  charge 
of  sales  of  electrical  machinery  for  the  eastern  district.  Mr.  Ma- 
guire  was  formerly  president  of  the  Magnet  Wire  Co..  of  New  York 
City. 


The  first  ihroiigli  traction  car  from  Lima,  O..  to  Cincinnati  made 
the  trip  June  .?oth  in  8  hours  and  20  minutes  over  the  Western  Ohio 
Railway  Co.,  the  Dayton  &  Troy  Electric  Railway  Co.,  and  the 
Cincinnati,  Dayton  &  Toledo  Traction  Co.  systems.  It  was  a  special 
car.  The  return  trip  was  made  in  7  hours,  15  minutes.  Officials 
of  the  three  companies  and  interested  capitalists  made  up  the  party. 


The  South  Side  Elevated  Railroad  Co.,  of  Chicago,  rccemly 
purchased  a  Westinghonse  1.500-kw.  generator  of  600  volts,  and 
running  at  75  revolutions  per  minute,  to  Ik'  installed  in  the  power 
house- corner  of  40th  and  State  Sts.,  where  two  Westinghonse  gen- 
erators of  the  same  type  and  size  have  tieen  in  successful  operation 
for  some  time. 


Jll.Y  JO,    1903.] 


STREET  RAILWAY  REVIEW. 


419 


REPORT  OF  MASSACHUSETTS  STREET  RAIL- 
WAYS. 


The  Massachusetts  Railroad  Commissioners'  report  for  the  year 
ending  Sept.  30.  1902,  has  just  heen  issued  and  contains  the  returns 
from  105  street  railway  companies,  together  with  returns  of  two 
companies  leased  by  a  Xew- Hampshire  corporation.  One  company 
failed  to  make  a  report.  Six  new  companies  were  regularly  organ- 
ized during  the  year  and  three  others  were  organized  under  special 
acts,  while  21  companies  were  dropped  frimi  the  list.  JO  having 
been  consolidated  during  the  previous  year  and  i  liaviug  abandoned 
construction.  Three  of  the  105  companies  reporting  having  been 
consolidated  with  other  companies  at  the  end  of  the  year,  there  were 
really  102  e.xisting  companies.  Of  these  78  were  operating  their 
own  railways;  the  railways  of  17  were  operated  by  other  com- 
panies under  lease  or  contract :  3  had  organized  and  were  construct- 
ing their  railways,  and  3  had  organized  and  paid   in  a  portion  of 

5/r«<;(  Railway  MUeage  Oumed.  1901  and  1902. 


MU.EACE  OWNED. 

IMI. 

■  SOX. 

locreue. 

Length  of  roilwuy  line,    . 
Length  of  seeond  tra(--k,   . 

Milts. 

1,904.744 
272.232 

Mllei. 

2,111.293 
332.895 

Milci. 

206.. ';49 
60.663 

Total  length  of  m.iin  track. 
Length  of  side  track, 

2,176.976 
132.090 

2,444.188 
147.267 

267.212 
1.^.177 

Total,  rwekoned  us  single  tracks 

2,309. ocn 

2..'JUI.4o5 

282.:is9 

their  capital  stock,  but  had  not  cotnmenced  the  construction  of  their 
railways.     One  railway   was  not   in  operation  during  the  year. 

During  the  year  the  additions  to  the  street  railways  aggregated 
282,389  miles  measured  as  single  track;  206,549  miles  of  main  line; 
60.663  miles  of  second  main  track,  and  15.177  miles  of  side  track. 
The  total  owned  by  Massachusetts  is  2,591.455  miles;  2,111.293  miles 
of  main  line;  ,132,895  miles  of  second  main  track,  and  147.267  miles 
of  side  track.  This  statement  excludes  the  track  in  the  subway  in 
Hoston,  .'Ml  of  the  street  railway  mileage  owned,  except  19.128 
miles  (in  Rhode  Island),  is  in  the  state.      The  total  miles  of  main 

Capital  Stoc!^.  Xel  Income  and  Dividends,  1893-1902. 


TEABS. 

CiplMI  Slock. 

Net  DIvUlble 
iDCOme. 

Dividends 
Declared, 

PerceHliigC 

on  Total 

Capital  Stock, 

1893 

t2£,883,575 

f  1,993,399 

♦  1,716,637 

6.63 

1894 

26,971,275 

1,812,668 

1,610,886 

5.97 

1894,    .... 

27,906,685 

2,257,355 

1,606,196 

5.76 

1896 

30,727,818 

2,280,776 

1,802,847 

5.H7 

I»97 

32.070,273 

2,593,147 

1,965,243 

6.03 

K'J8 

38,933,917 

2,534,002 

2,076,233 

S.itS 

1899 

41,380,143 

2,502,942 

2,318,398 

5.60 

1900 

48.971,168 

3,037,502 

2,409,874 

4.93 

i9or 

54,069,933 

3,398,183 

3,417,117 

6.S3 

190J 

eOfi36fiS» 

8,388351 

3,138,711 

6.38 

track  operated  is  2465,608,  an  increase  of  250,149  miles  over  the 
previous  year.  This  includes  16,015  miles  of  elevated  track  in  Hos- 
ton and  51.99s  miles  of  track  operated  outside  of  the  stale. 

The  average  cost  of  the  street  railways  of  the  stale  per  mile  fin- 
rhuiing  Ihe  cost  bnl  iiol  the  length  of  side  track)  was  $24,494,86  for 
conrtruclion.  $9,025,98  for  equipment,  $ii,88K.f>H  for  lands  and  build 
ing<;  total,  $45409.52.    The  average  capital  investment  per  mile  was 
$4^<X'l. 

The  Rro<i>  assets  were  $i23.2O0.5.i;8,  an  increase  of  $i5.94i),'/52;  the 
gross  liahitilies  were  $119,441,792,  an  increase  of  $15,843,750;  the  sur 


plus  w'as  $3,758,766,  an  increase  of  $106,152;  the  sinking  and  other 
special  funds  were  $1,611,272,  an  increase  of  $213,764.  The  surplus 
is  6,26  per  cent  of  the  capital,  as  against  6,75  for  igoi,  7,43  for  nxx) 
and  all  average  of  4.49  for  the  past  ten  years. 

Vast  and  Capital  Investment  per  MiXe  of  Main  Track,  1893-1902. 


YEARS. 

Construction. 

Equipment, 

other 
Pnjpeny,* 

Total  Cost 
per  Mile. 

Capital 
Investment 
per  Mlle.t 

1893,    . 

?26,792 

$11,739 

$15,455 

f63,986 

$53,367 

1894,    .         , 

26,748 

11,528 

15,356 

53,632 

52,963 

1896,    . 

23,984 

10,479 

14,266 

48,729 

49,120 

1S96,    , 

23,396 

9,806 

12,840 

46.041 

46,373 

1897,    , 

22,755 

9,374 

12,329 

44,468 

44,683 

1898,    . 

22,637 

8,957 

11,786 

43,229 

44,9j8 

1899,    . 

22,863 

8,518 

11,598 

42,979 

46,040 

1900,    . 

23,443 

8,510 

11,684 

43.637 

44,273 

1901,     . 

23,963 

8,678 

11,666 

44,297 

45,757 

1902,    . 

24,496 

9,026 

11,889 

45,410 

46,261 

'  Chiefly  lands  and  butldloge. 


t  Outstanding  caplul  stock  and  net  debt. 


Tlie  gross  earnings  from  operation  were  $23.48(1.474,  an  increase 
of  $1,720,134;  income  from  other  sources  brought  the  total  income 
up  10  $24,918,161.  an  increase  of  $1,738,857.  Operating  expenses  were 
$15,912,852.  an  increase  of  $1,347,711;  interest,  $2,161,160;  taxes, 
$1,611,851;  rentals  of  leased  lines  and  other  charges  on  incomes, 
$1,843,447:  dividends,  $3,138,711;  surplus  for  the  year,  $250,140. 

Volume  of  Troffic  for  Ten  Years,  1893-1902. 


1893, . 
1894,. 
1895, . 
1896, . 
1897,. 
1898, . 
1899, . 
1900,, 
1901,. 
1902,. 


Total  PasttciiKers 
Carried, 


213,652,009 
220,464,099 
269,794,:i08 
292,358,943 
308,684,224 
330,889,629 
356,724,213 
395,027,198 
433,626,936 
465,474,382 


Average  Numbvr 
per  &1  Hoof  Main 
Truck  Operated. 


2.38,963 
226,452 
•-'12,403 
207,982 
205,098 
200,262 
195,683 
188,787 


Total  Car 
Miles  Kun, 


34,507,282 
36,722,978 
43,666,660 
,53,613,685 
61,577,917 
68,206,418 
73,367,235 
81,7.'-)0,768 
93,1)05,225 
100,280,687 


The  lotal  of  cash  di\iileiuls  was  $278,406  less  liiaii  in  tin-  pre- 
ceding year,  and  the  surplus  for  the  year  showcti  au  increase  of 
$26t),074.  there  having  been  a  deticit  of  $18,934  in  i(/)i.  Oul  of  the 
105  companies  40  paid  dividends  ranging  from  2  to  10  per  cent  .iiiil 
65  companies,  new  and  old,  declared  and  paid  no  dividends;   1   p.iiil 

Percentage  of  Operating  Expenses  to  Cross  Earnings,  1893-1902. 


YEAItS. 

Gross  KarnlnKA 
from  Operation, 

Operating 
Eaponses. 

Perce  ntafTO 

otKxpeiiaca  to 

EnrnliigH. 

Net  Earnings. 

1893 

«10,8:i2,l71 

J7,.')()  1,846 

69.36 

13,330,329 

1894 

11,119,846 

7,729,059 

6».r>i 

3,390,787 

1895 

1.3,184,.342 

9,088,086 

68.93 

4,096,256 

1896 

14,844,262 

10,563,371 

71.16 

4,280,891 

1897 

16,815,267 

10,904,040 

m.m. 

4,911,227 

1898 

16,916,405 

11,672,731 

61>.lll 

6,242,674 

1899 

18,151,.').V) 

12,378,488 

(IH.20    ■ 

5,773,064 

1900 

19,999,610 

13,159,917 

(K.SO 

6,8:19,693 

1901 

21,766,340 

14,.')G6,141 

66.92 

7,201,199 

1902 

23,486,474 

15,912,852 

67.7.'> 

7,573,622 

21  !4  |>er  cent  from  previous  surplus  and  7.21  per  cent  from  ihe  pasi 
year ;  i  paid  10  per  ccnl ;  8  jiaid  8  per  ceni ;  1  paid  8  jier  ceiil  on 
preferred  anil  7  per  cent  on  common;  I  paid  7,2  per  cenI  ;  13  paid 
6  per  eeni ;   1  paid  5,11  per  cent;  5  paiil  5  per  cent;   I   paid  ^'A  per 


42() 


STREET  RAILWAY  REVIEW. 


|\oi    Mil,  No.  J. 


iTiit ;  4  pai<l  4  per  cent ;  1  paid  JVJ  per  cent ;  I  paiil  3'4  per  cent,  ami 
I   paid  i  per  cent 

llie  total   iiiunlHT  uf  pa^^eMger^  carried    was  4'>5.474..V<^,  an   in- 
crease of  .ii.Q4r.447  over  the  previous  year;  the  car  miles  rnn  were 

Grott  mid  Nrt  Eiimimjs  from  Operation  ptr  Cur  Mile  Run  an<i  jier 
P>u3ti\ijer  Carried,  Ifl!)3-1902. 


Avtuot  pi«  Cab  Uili 

ivtuoi  ria  rAMMOi*. 

VKARfl. 

0mm 

Kip«MU 

<X 

Iwiitof>. 

1     OnM* 
\  braliip. 

OfxnUoa. 

1893,      . 

31.39 

21.74 

9.65 

5.07 

3.51 

1.56 

1894.       . 

30.28 

21.05 

9.23 

5.04 

3.50 

1.54 

I89S,       . 

30.20 

20.82 

9.38 

5.07 

3.50 

1.57 

18%,      . 

27.69 

19.70 

7.99 

5.08 

3.61 

1.47 

1897,      . 

25.68 

17.71 

7.97 

5.12 

3.53 

1.59 

1898,      . 

24.80 

17.11 

7.69 

5.11 

3.52 

1.59 

1899,      . 

24.74 

16.87 

7.87 

5.09 

8.47 

1.62 

1900.      . 

24.46 

16.10 

8.36 

5.06 

3.33 

1.73 

1901, 

23.40 

15.66 

7.74 

5.02 

3.36 

1.66 

1902 

23.42 

15.87 

7.55 

5.05 

3.42 

1.63 

100.280,687,  an  increase  of  7,275,462.  The  number  of  persons  em- 
ployed by  the  street  railway  companies  was  15.292;  nmnber  of  cars, 
7.144;  number  of  electric  motors,  12,504. 

The  whole  number  of  persons  injured  by  street  railway  operation 
was  4.25,1,  of   whom  85   received   fatal   injuries;   munber  of  passen- 


EmployttK  and  Equipment,  1S93-I902. 


YKASS. 

Emploj-«e*. 

On. 

Oilur 
VehlclM. 

Kleclrlc 
Uolon. 

1893 

8,070 

4,040 

681 

3,013 

1894 

7,451 

4,058 

1,790 

3,906 

1895 

8,048 

4,426 

1,755 

4,704 

1896 

9,130 

4,913 

1,876 

6,958 

1897 

9,716 

5,344 

1,95S 

6,908 

1898 

10,416 

5,734 

1,997 

7,643 

1899,      ..... 

11,944 

6,042 

2,076 

8,.530 

1900 

12,766 

6,531 

2,371 

9,545 

1901 

14,749 

6,997 

2,488 

11,284 

1902 

15,292 

7,144 

2,577 

12,604 

gers  injured,  2.879,  of  wlion)  18  were  injured  fatally;  injuries  to  em- 
ployes. 247,  of  which  10  were  fatal.  Altogether  1.720  more  persons 
were  injured  than  in  the  preceding  year. 

Data  as  to  capital,  dividends,  earnings,  expenses,  employes.  mile- 
Summary  0/  Accidents  Reported  in  1901  and  1902. 


KILLEO. 

Is-jriED. 

Totals. 

KILLED  AXll   INJURED 

IMI. 

IM*. 

1*01. 

I9M. 

•Ml. 

l*M. 

Passengers, 
Employees. 
Other  (>ersons. 

20 
17 
39 

18 
10 
57 

1,600 

60 

797 

2361 

237 

1,070 

1,620 

77 

836 

2,879 

247 

1,127 

Totals, 

76 

85 

2,457 

4.168 

2,533      4,253 

ACCIDENTS. 

.\n  eastiniund  passenger  tram  collideil  unh  a  milk  car  un  the 
(irand  Kapids,  llullaiid  &  Lake  Michigan  Kailway  Co's.  line  at 
Jamestown,  Mich.,  Juik-  jist.  l-'ivc  persons  were  injured  and  Iwth 
cars  badly  damaged. 

Jime  23d  a  West  Walnut  St.  car  of  the  Lmiisville  Kailway  Co. 
was  struck  by  a  locomotive  and  six  |K'rsons  were  injured. 

.\  Chesapeake  &  Ohio  freight  train  and  a  Caimlen  linerslale 
Kailw.'iy  Co.  car  were  in  collision  ,it  Huntington.  \V.  \'a..  June  2.5*lh 
.111(1  15  persons  were  injured,  one  fatally. 

l)n  Wilson  Ave.,  Clevelaiul,  O..  June  2mli,  a  heavily-freighted 
electric  car  collided  with  another  at  the  foot  of  the  hill,  resulting  in 
the  serious  injury  of  two  men,  while  several  others  were  hurt. 

.•\  five-car  third-rail  train  collided  with  a  trolley  car  on  a  trestle 
over  Coney  Island  Creek,  near  Brooklyn,  N.  V.,  June  28th.  Several 
passengers  were  thrown  into  the  creek  and  the  trolley  car  was 
ilemolished.     \  score  were  injured,  but  only  one  seriously. 

An  .Archer  -Xve.  trolley  car  in  Chicago  ran  into  a  Ik-Ii  line  freight 
train  at  .\rcher  .Xvc.  and  47th  St.  June  2gth.  Two  passengers  were 
killed  and  to  others  injured.  The  niotorman  was  badly  hurt.  also. 
It  occurred  at  i  a.  ni.,  and  the  passengers  were  nearly  all  returning 
from  Sunday  outings.     The  car  was  wrecked. 

:\  car  on  the  Center  and  Larimer  line  of  the  Pittsburg  Kailwavs 
Co.  jumped  the  track  on  the  Lincoln  .Ave.  bridge,  I'ittsburg.  I'a.. 
on  the  morning  of  July  4th  and  went  over  the  bridge,  falling  to 
Beechwood  lioulevard  80  ft.  lielow.  Three  persons  were  killed  out- 
right, one  of  iliem  being  a  niotorman.  and  three  others  were  thought 
to  be  fatally  hurt.  Besides  the  niotorman  and  conductor  there  were 
four  passengers  on  the  car,  which  was  demolished. 

A  car  on  the  Wenona  Beach  line  of  the  Bay  Cities  Consolidated 
Railway  Co..  with  52  passengers  on  board,  jumped  the  track  at  a 
switch  June  ,?otli  and  fell  on  its  side  into  a  ditch.  Nine  persons  were 
injured,  but  none  seriously. 

Fifteen  persons  were  injured  July  .vl  in  a  collision  l>etwecn  two 
cars  at  the  intersection  of  Olive  St.  and  Jeflferson  .\\e.,  St.  Louis. 
One  car  was  overturned  by  the  impact. 

Two  cars  on  the  Grand  Rapids.  Grand  Haven  &  Muskegon  Rail- 
way Co's.  line  collided  July  4lh  just  east  of  Berlin,  10  miles  from 
Grand  Rapids.  One  man  was  killed.  An  employe  not  in  uniform 
had  been  .sent  to  stop  one  of  the  cars,  it  was  stated,  but  the  niotorman 
did  not  know  him  and  ignored  the  signal. 

Two  cars  were  in  collision  on  the  steep  hill  near  the  entrance  of 
Chesluul  Hill  Park.  Philadelphia.  July  5th  and  25  passengers  were 
hurt,  4  seriously.  Both  cars  were  wrecked.  The  niotorman  of  the 
rear  car  lost  control  of  it,  it  was  stated. 

Two  Elston  Ave.  electric  cars  collided  in  Chicago  July  sth  and 
live  persons  were  injured.  .\  coupling  broke  and  the  trailer  car 
which  it  controlled  jumped  the  track  in  front  of  a  car  iHtund  in  the 
opposite  direction. 

.\  rear-end  collision  occurred  on  the  Rapid  Railway  System  three 
miles  from  Marine  City.  Mich..  July  5th  and  one  man  was  injured 
so  thai  he  died  shortly  afterward.  Brakes  failed  to  work,  it  was 
stated. 

In  a  head-on  collision  of  two  trolley  cars  on  the  Buffalo  (N.  Y.). 
Lockport  &  Olcott  line  of  the  International  Traction  Co.  between 
fio  and  70  persons  were  injured  July  4th  at  5:20  p.  in.  One  of  the 
injured  died  shortly  afterward.  The  cars  collided  at  a  curve  near 
Burt.  N'.  v.,  while  running  at  high  speed.  There  was  a  misuiuler- 
standing  Iwtween  the  motormen  as  to  where  the  cars  were  to  pass 
each  other,  it  was  stated. 

.\  car  of  the  Northern  Ohio  Traction  &  Light  Co,  ran  dowa  hill 
into  a  "loop"  car  in  .Akron.  O..  July  2d,  Three  passengers  were 
injured;  both  cars  were  wrecked. 

There  was  a  head-end  collision  on  the  Bessemer  line  of  the  Bir- 
mingham Railway.  Light  &  Power  Co's,  tracks  at  Ware's  Station 
July  4th,  Nine  persons  were  injured,  lint  none  fatally.  The  cars 
met  on  a  curve  in  a  cut. 

Two  persons  died  as  a  result  of  a  collision  on  the  Warren  (Pa.) 
ICIeclric  Traction  Co's  road  at  Irvindale  Park,  three  miles  from  the 
city.  July  6tb 


age,  traffic  and  accidents  arc  given  in  the  accompanying  tables. 

.Accompanying  the  report  of  the  railroad  commissioners  is  a  large 
map  of  the  electric  railways  of  Mass.ichusetts,  corrected  to  Jan.  i. 
1903- 


With  a  view  of  standardizing  its  equipment  and  getting  rid  of 
the  older  types  the  United  Railroads  of  San  Francisco  has  ordered 
fifty  2-motor  (!.  E,  icoo  equipments  to  replace  W.  P.  50  and  mis- 
rollaiieous  motors  now   in  the  service. 


JlLV  20.   1903.] 


STREET    RAILWAY    REVIEW. 


421 


HIGH  SPEED  ELECTRIC  RAILWAY  PROB- 
LEMS.* 


By  a.  H.  Armstrong. 


A  question  of  importance  to  be  considered  in  a  new  railway  prtv 
ject  is  the  proper  speed  at  which  to  run  the  road,  as  depending  upon 
this  factor  is  not  only  the  first  cost  of  the  road  but  its  cost  of  opera- 
tion and  protoble  receipts.  Owing  to  the  wide  field  covered  by  the 
electric  railway  motor  it  is  not  possible  to  consider  all  classes  of 
railways  and  therefore  this  discussion  is  limited  to  the  relatively 
high  speed  roads.  .Mthough  the  so-called  high  speed  roads  stop  at 
comparatively  infrequent  intervals  the  relation  existing  between 
stops  and  scheduled  speeds  often  calls  for  the  most  serious  con- 
sideration of  fractional  speed  running  of  the  motors.  Such  roads 
really  act  as  tributaries  to  large  city  street  railway  systems  and  must 
be  able  to  operate  over  several  miles  of  city  track  at  slow  schedule 
and  with  frequent  stops  and  also  be  adapted  for  operation  at  40  or 
50  miles  per  hour  with  infrequent  stops.  Roads  can  generally  be 
divided  into  two  classes,  those  having  frequent  stops  and  those  hav- 
ing few  stops.  Both  classes  will  probably  parallel  steam  lines  and 
must  make  a  speed  that  will  compare  favorably  with  that  on  the 
competing  steam  road.  This  high  schedule  speed  must  also  be  made 
with  more  frequent  stops  than  given  by  the  steam  service  and  in 
nearly  all  cases  over  track  with  many  sharp  curves  which  still  fur- 
ther increases  the  number  of  stops.  Intcrurban  roads  having  very 
infrequent  stops,  private  right  of  way  and  an  alignment  free  from 
curves  of  less  than  3°  can  give  a  service  equal  or  superior  to  any 
competing  steam  line,  and  can  provide  the  frequent  service  which 
is  one  of  the  valuable  assets  of  electric  roads.     Moreover  the  gen- 


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LBft  «n-TON 

KI<;.  l-KKICTION  ClIRVKS. 


crating  station  and  feeder  system  are  low  in  fir^t  cost  ami  the  inoiirr 
capacity  and  power  consumption  are  moderate.  The  problem  of 
high  speed  electric  service  umler  these  conditions  is  a  simple  one. 

Suburban  roads  that  pick  up  their  loads  at  frequent  intervals  and 
slill  have  to  compete  with  steam  lines  present  nnicli  more  difficult 
problems  from  an  economic  slandijoint.  It  is  the  custom  of  such 
roads  to  establish  stopping  jxjints  and  stop  at  these  points  only  on 
signal.  During  certain  |»r>rlions  of  the  day,  however,  cars  will  Ixr 
oMigcd  to  slop  at  nearly  all  of  these  stations  and  will  cither  fall  be- 
hind their  schedule  at  such  limes  or  will  have  too  much  leeway  when 


slops  arc  less  fi-cqucm.  Uuing  lo  the  considerable  city  running  at 
slow  speeds  the  suburban  roads  must  make  as  good  time  as  possible 
on  the  suburban  route  in  order  lo  bring  passengers  from  the  more 
distant  points  witliin  a  reasonable  time  including  city  running.  Such 
roads  when  paralleling  steam  lines  operating  on  private  right  of  way 
and  giving  excellent  service  are  compelled  to  face  serious  problems 
due  to  the  tremendous  amount  of  generating  apparatus,  line  copper 
and  motive  power  required  for  equally  good  service. 

.\  suburban  road  will  develop  a  considerable  amount  of  traffic  due 
to  its  frequent  service,  but  there  conies  a  time  when  such  roads  will 


aoo 

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30       15 

10       5 

•Alfntrart    of  a    piipor   pniM»nt«'iJ    iit    tht;   annual   convention   of    tlu; 
AfTH'rl'an   Inntlluli!  of  KlvelrUal   KnKlnccrH.  ,Iuno  30,   10(0. 


.2         4        .6       .8       1.0     1.2      1.4     16     1.8     2.0    2.2     2.4     2.6    2.8     3.0 
STOPS  PER  MILE 

Fir..  2-SPEEI)  AND  ENERGY  CURVES.  A.  FRICTION  CURVE. 

extend  lo  outlying  districts  hitherto  belonging  exclusively  to  the 
steam  roads.  The  frequent  service  will  always  be  a  valuable  asset, 
but  if  it  takes  considerably  longer  to  reach  the  city  by  the  electric 
line  than  by  the  steam  ro:id  the  former  will  fail  in  its  purpose  due 
to  the  frequent  stops  to  which  its  previous  popularity  was  due. 

Ill  considering  the  possible  speeds  of  a  car  or  train  of  cars  it  is 
necessary  lo  obtain  some  accurate  idea  on  the  question  of  car  and 
I  rain  friction.  The  only  attempt  known  to  the  writer  to  obtain  fric- 
tion values  with  different  mimbers  of  cars  was  made  by  Mr.  W.  J. 
Davis,  jr.,  through  the  courtesy  of  the  International  Railway  Co.  on 
its  Buffalo  and  Lockport  line,  in  March,  igoo.  Using  these  tests  as 
a  basis  the  writer  has  drawn  up  three  friction  curves.  Fig.  i,  desig- 
n.iling  lluni  . /,  /(  and  ( '.  'I'lie  ('  curve  is  for  single  car  operation 
wlure  the  car  weighs  .ilinul  .(o  Inns.  Ilie  B  curve  applies  to  the 
o|)eralion  of  two  such  cars  in  a  train  and  the  A  curve  lo  eight  or 
more  such  cars  in  a  train.  The  friction  curves  have  been  extended 
lo  maximum  speeds  approaching  yo  niiles  per  hour  in  order  that 
(|ueslions  of  motor  capacity,  train  energy,  possible  schedule  speeds, 
etc.,  can  be  followed  up  lo  the  speeds  in  vogue  on  steam  roads. 

With  the  friction  curves  in  Fig.  i  as  a  basis,  the  curves  in  Figs. 
2,  .i  and  4  have  been  calculated  showing  the  possible  schedule  speeds 
.111(1  energy  consumption  required  for  these  speeds  up  lo  75  miles  per 
hour  maximinn.  Tlie  rale  of  acceleration  and  of  braking  does  not 
have  a  marked  effect  on  the  energy  consumption  of  high  speed  roads. 
The  controlling  factin'  in  all  of  these  curves  is  the  friction  curve 
which  includes  track,  rolling,  journal  and  wind  friction.  The  con- 
stants used  in  calculaling  these  curves  are  those  perl.nniiig  to  .iver- 
agi'  high  speed  work,  as  follows: 

dross    accelerating    rale i-'o  ili    per  \'A\ 

Braking    effort    (average) iji  lb.  pci   ti.ii 

Duration  of  stops i.S  se.-oiids  eacli 

Track  assumed   to  be  perfectly   straight   and   level. 
Ill  these  curves  due  consideration  is  given  lo  .ill  llie  losses  occur- 


422 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  7. 


ring  (luring  acoclcration  wilh  the  siamlaril  >cric5  laralUI  cuiitrulliT 
and  direct  ciirrrnl  motors.  i  lie  inertia  of  tlie  rolaling  parts  i> 
taken  at  5  |ht  cent  and  the  s|K-ed  curve  of  a  standard  us  li.  |i. 
motor  is  used  tlirouglmnl.  I  lie  energy  curves  given  are  somewhat 
alTecivd  liy  the  aniunni  of  coasting  done,  ahhough  this  is  not  so  de- 
termining a  factor  in  high  s|K-ed  \\ork  as  in  slow  speed  rapid  transU 
accelerating  prohlems.  The  energy  curves  are  plotteil  viilli  imly  10 
seconds  of  coasting  permitted.  I  herefore.  the  scheduled  si>eeds 
given  arc  nearly  the  maximum  possihie.  I'lie  energy  curves  are 
also  the  maNimum  possihie  wilh  the  maxinumi  speeds  assumed. 

.\n  inspection  of  these  three  sets  of  curves  shows  the  very  great 
efTect  of  wind  friction  on  trains  of  one  or  two  cars  at  very  high 
speed;  in  fad.  at  75  miles  per  hour  the  operation  of  a  si'ngle  car  train 
iK'Comes  impracticable  with  light.  40-ton  cars  of  standard  construc- 
tion, and  even  at  60  miles  per  hour  is  queslionnhle.  From  the  curves 
it  will  he  seen  that  it  requires  an  energy  consumjitiou  of  47  watt- 
hours  per  ton-mile  for  a  train  of  several  cars,  as  against  137  watt- 
hours  per  ton-mile  for  a  single  car  operating  at  75  miles  per  hour 
without  .stops.  Single  car  operation  would  require  .V7  times  the 
energy  per  Ion  that  woidd  Ik;  required  for  the  operation  of  a  train 
of  many  similar  cars.  Even  a  two-car  train  will  require  hut  92  watt- 
hours  per  ton-mile  or  only  67  per  cent  of  the  energy  required  per 
ton  for  single  car  operation. 

Another  interesting  feature  not  perhaps  fully  appreciated  is 
brought  out  by  the  curves  of  schedule  speeds  possible  for  difTcrciit 
maximum  speeds.  The  fallacy  of  using  high  speed  equipments  for 
frequent  stops  is  forcibly  brought  out  by  referring  to  the  energy 
curves  in  Figs.  2,  3  and  4.  Wilh  one  slop  per  mile  it  requires  joo 
watt-hours  per  ton-mile  with  75-mile  ma.ximuni  speed  equipment,  ami 
the  30-mile  maximum  speed  equipment  can  obtain  76  per  cent  01 
the  same  schedule  with  an  exi)enditure  of  only  28.5  per  cent  of  the 
energy.  These  values,  though  taken  for  extreme  maximunt  speed, 
show  the  tremendous  price  paid  for  high  .schedule  speeds  at  fre- 
quent stops. 

Refort'  considering   the  application    of   the   prcviofis   curves   to   a 


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FIG.  3-SPEED  AND  ENERtiY  ClIRVKS.     li.     FRICTION  CURVE. 


1.0    1.2     1.4     1.6     1.3     2.0    2.2    2.4    2.6    2.6     3.0 

STOPS  PER  HILE 


concrete  case  it  is  necessary  to  include  the  cfTcct  nf  the  ilifTerent 
friction  curves  at  high  speeds  upon  the  capacity  of  the  motor  equip- 
ment. A  sample  motor  capacity  curve  of  125  h.  p.  equipment  operat- 
ing at  a  maximum  speed  of  45  miles  per  hour  is  shown  in  Fig.  5. 
\n  inspection  of  the  curve  given  in  Fig.  5  discloses  the  fact  that  for 
a  given  temperature  rise  the  capacity  in  tons  per  motor  is  prac- 
tically a  fixed  amount.  For  example,  a  temperature  rise  of  60°  C. 
will  be  obtained  with  approximately  16.2  tons  per  motor  over  a 
range  extending  from  one  slop  in  four  miles  to  five  slops  per  mile. 


It  i~  thus  sullicieiil  to  asxtciate  a  given  motor  and  gear  ratio  with 
a  iletinite  car  weight  which  it  can  operate  with  a  given  temperature 
rise,  and  with  any  scheduled  speed  which  (he  number  of  slops  per 
mile  will  permil.  This  affords  a  means  of  comparing  motors  of 
difTerenI  capacity  by  means  of  ihe  "tons  per  motor"  which  is  per- 
mitted for.  s,iy  Oo°  rise  and  a  given  niaximum  s|H-ed  equipment. 

Fig.  b  enilxidies  Ihe  results  of  a  large  iiuinl>er  of  experiments  and 
calculatiims  011  motors  of  similar  design  giving  the  relations  be- 
tween Ihe  c<ininiercial  one  hour  rating  of  (be  motor  and  ihe  mini- 


200 

100 

190 

95 

180 

90 

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STOPS  Pt«  "ILE 

FIC.  4  -SPEED  AND  ENERGY  CURVE.     C.     FRICTION  CURVE. 

her  of  tons  which  that  motor  will  carry  at  maximum  speeds  of  30. 
45,  60  and  75  miles  per  hour.  The  curves  of  30  and  45  miles  per 
hour  are  probably  accurate,  those  at  60  miles  per  hour  may  be  per- 
haps conservative,  and  at  75  miles  per  hour,  with  the  superior  venti- 
lation afforded  by  the  schedule  speed  the  motor  capacity  curves  per- 
haps indicate  too  low  a  ton  weight  for  60°  rise.  The  degree  of  error. 
however,  should  not  exceed  more  than  15  per  cent.  Figs.  7  and  8 
arc  plotted  for  60°  also,  but  using  friction  curves  B  and  C,  so  that 
by  means  of  Figs.  6,  7  and  8  it  is  possible  to  determine  the  capacity 
of  motor  required  for  any  maximum  speed  and  any  weight  of  train. 
From  Figs.  2,  3  and  the  possible  schedule  speed  and  energy  con- 
sumption can  be  obtained  for  any  maximum  speed  and  frequency 
of  stop.  These  curves  arc  all  plotted  with  motors  of  the  first  type. 
Where  motors  can  be  operated  partially  or  fully  open  the  capacity, 
especially  at  high  speeds,  will  be  considerably  increased. 

The  results  brovight  out  by  curves  6.  7  and  8  are  very  instructive 
as  determining  the  probable  trend  of  very  high  speed  electric  rail- 
roading where  trains  of  one  or  more  cars  are  used.  For  example. 
a  40-ton  car  equipped  with  four  motors,  thus  giving  10  tons  per 
motor,  will  require  a  133  h.  p.  motor  for  a  60°  -rise  when  operating  a 
irain  of  several  cars  at  75  miles  per  hour  maximum  speed,  while 
the  same  weight  of  car  would  require  a  motor  of  at  least  230  h.  p. 
if  operated  as  a  single  car  with  the  same  temperature  rise  and  simi- 
lar design  of  motor.  That  is,  the  motive  power  is  doubled  in  going 
from  train  to  single  car  service.  Thus  not  only  is  train  friction  the 
ilctennining  feature  of  energy  values,  hut  it  is  Ihe  controlling  fea- 
ture as  well  of  the  motor  capacity  required  to  perform  a  given  high 
speed  service. 

Having  obtained  the  data  011  which  to  base  calculations  for  Ihe 
proposed  electric  road,  Ihe  best  method  of  showing  its  application 
would  be  10  lake  a  concrete  case.  Let  the  distance  from  A  to  B  be 
100  miles,  or  great  enough  to  get  over  the  consideration  of  loca- 
tion of  substations  in  relation  to  the  length  of  lime.  Assume  also 
thai  the  proposed  road  will  parallel  a  steam  line  and  that  stops  will 
occur  every  four  miles  and  will  he  of  15  seconds  duration,  and  that 


July  20,  1903.] 


STREET  Railway  Review. 


423 


the  motors  will  be  direct  ciirrcnt,  supplied  from  siili-stations  fed 
from  a  single  generating  station.  It  is  desired  10  know  the  effect 
ifiat  a  single  car  or  train  operation  will  have  upon  first  cost  and  cost 
of  operation. 

It  is  assumed  that  the  competing  steam  road  will  have  a  schedule 
speed  in  the  vicinity  of  40  miles  per  hour.  By  referring  to  Fig.  4 
we  find  that  a  schedule  speed  of  40  miles  per  hour  can  be  obtained 
with  a  ma.ximum  speed  of  approximately  4S  miles  per  hour  with  one 


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STOPS  PER  MILE 

MOTOR  CAP.\CITY  CURVES  125  H.  P.    MOTOR.     1!.     FRICTION 
CURVE. 


mission  lines.  The  generating  station  capacity  per  mile  of  track 
will  therefore  he  17  kw.  and  the  sub-station  46  kw.  with  reserve. 
and  2i  kw.  with  no  reserve.  Taking  the  cost  of  a  generating  station 
in  round  numliers  at  $ioo  per  kw.  and  the  sub-station  at  $35,  the 
co.st  of  a  40-ton  car  complete  with  four  iio-h.  p.  motors,  controllers, 
etc.,  at  $9,000,  we  arri\e  at  the  fo|]n\\iii(>  ai)pro\iniale  cost  for  in- 
stalling: 


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commer: 

riG.  7— MOTOR  C.\PAC1TY  (.0"  C.   RISE 


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B.     FRICTION  CURVE. 


stop  in  four  miles.  The  energy  consumption  will  be  Sj  watt-hours 
per  ton  mile,  and  the  motor  capacity  will  consist  of  four  iio-h.  p. 
motors  operating  a  single  40-ton  car  with  a  temperature  rise  of  60° 
(Fig.  8).  The  energy  consumed  at  the  car  will  therefore  be  131  kw. 
or  144  kw.  at  the  sub-station  bus-bar.  allowing  an  average  drop  of 
10  per  cent  in  the  third  rail.  With  a  sub-station  bus-lxtr  potential 
of  600  volts  each  car  will  average  240  amperes. 

Assuming  that  the  road  would  be  double  track,  with  8o-lb.  track 
rails  and  a  lOO-lb.  third  rail,  the  distance  apart  of  the  sub-stations 
will  \vt  approximately   13  miles  with  a  maximum  drop  of   170  volts 


Approximate    iMrst   Cost    Per   Mile.    .Single   Car   Trai)i. 

Generating    station     $1,700 

Sub-stations   with   reserve   i,6lo 

Eriuipmcut    (^plus    20   per   cent    reserve) 1,120 

Total     $4,430 

Following  through  the  same  process  with  two  40-ton  cars  operat- 
ing on  one-hour  headway  at  40  miles  per  hour  schedule,  with  the 
same  track  and  third  rail  construction,  we  arrive  at  the  following 
conclusions: 


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COMHCRCIAL-H.P,  RATINO 

FIG.  (.-MOTOR  CAPACITY  1^  C.    R 


120  140         160  180         : 

OF  MOTOR 

SE.    A.     FRICTION  CURVE. 


when  two  cars  arc  passing  midway  hetwccii  sub-station.s,  one  of 
which  is  accelerated.  F^ch  snl>-station  must  he  able  to  accelerate 
one  car  and  supply  another  at  full  speed  or  must  give  850  amperes 
momentary  output  and  a  sustained  output  of  500  amperes.  The  sub- 
•rtalion  will  therefore  be  called  upon  to  <lelivcr  momentarily  510  kw. 
and  ^llonld  contain  not  less  than  one  .300-kw.  rotary  coiiverttr.  and 
preferably  two,  one  being  in  reserve.  It  is  assumed  thai  the  cart 
always  run  as  single  units  and  that  converters  can  stand  a  momen- 
tary overload  of  100  (>er  cent.  With  half-hour  service  cars  will  be 
upaced  30  miles  apart,  so  thai  there  will  Iw  rc(|uircd  a  generator 
rapacity  of  two  cars  every  20  miles  (rlouble  track)  or  ,v<o  kw.,  a"- 
siiminic  IS  per  cent  loss  in  rotary  converter  snb-slalions  and  trans- 


20     4U     60     80     100    120    140    160    180    200 

COMMERCIAL   M  P  MATILC  Ol    MOTOR 

FK;.  K-MOTOR  CAPACITY  00"  C.    RISE.    C.     FRICTION  CUR VE. 


Watt-hours  per   ton   mile ')3 

Train  energy  at  train  (80  tons) 202  kw. 

Distance  apart  sub-stations <).i  miles 

Size  of  sub-station two  400  kw.  units 

Fach  train  consisting  of  two  .)o  Icm  cars  will  consume  224  kw.  at 
the  sub-slalion  or  264  kw.  at  the  generating  station,  allowing  the 
same  percentage  of  loss  as  before.  These  trains,  making  tlir  same 
schedule  speed  at  double  the  headway,  will  be  spaced  40  miles  ;ipart 
anil  the  generating  capacity  will,  therefore,  be  .S28  kw.  every  .i<;  miles, 
or  13.2  kw.  per  mile.  The  sub-slalious  consisting  of  two  4fx>  kw. 
units   fwilli  reserve)   every  g.i   miles  will   have  a  capacity  per  mile 


424 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  y. 


of  88  kw.     Ex|K-iisc  for  cars  will  be  llic  same  as  before  aiiU  llic  fol- 
lowing appro.xiniale  coMs  obtained: 

Apprcxiinatc  First  Cost  Per  Mile.     Two-Car  Train. 

Generating   station    $l.J^o 

Sub-stations    3>o8o 

KquipmcMii-     1.120 

iolal %S.S»> 

I'lie  cncrg)-  consumed  for  the  two  methods  of  operation  is  17  kw. 
per  mile  of  track  with  a  single  car  as  against  13.2  kw.  per  mile  with 
a  two-car  train.  Thus,  while  the  two-car  train  at  one  hour  headway 
will  cost  24.5  per  cent  more  to  install  (for  the  items  mentioned  only) 
it  will  consume  but  72.5  per  cent  of  the  energy  required  to  operate 
a  single  car  individually.     The  difference   in  pciwer   reipiired   is  3.8 


NEW   MAIL  CARS  IN  BALTIMORE. 

liy  courtesy  of  Mr.  W.  A.  House,  second  vice-president  and  gen- 
eral manager  of  the  United  Kailw.iys  &  Klectric  Co..  of  Baltimore. 
Md..  we  are  able  to  present  herewith  plans  of  the  new  United  Slates 
mails  cars  built  in  the  shops  of  the  company.  These  cars  are  for  use 
ni  lialliniure  and  have  the  following  principal  dimensions:  Length 
over  bumpers.  26  ft.  6  in. ;  length  over  corner  posts.  16  ft.  lo!4  in. ; 
length  of  platform.  4  ft.  3  in.;  width  over  sills,  7  ft.  3  in.  These  cars 
were  built  specially  for  mail  service,  and  the  end  doors  are  arranged 
to  facilitate  the  mail  clerks  entering  and  leaving  the  interior  of 
the  car,  being  slightly  out  of  center  in  the  op|K>site  direction  from 
the  way  they  arc  regularly  thrown  to  make  the  accelerator  type  of 
door  for  passenger  service. 


NEW  M.\IL  LARS  IX  BALTIMORE. 


kw.  per  mile  of  track.  .Assuming  12  hours  per  day  operation  al  the 
above  headway  the  total  kw.  h.  per  day  will  be  45.5,  which,  at  $.007 
per  kw.  h.,  would  be  $116.50  per  year,  or  10  per  cent  on  $1,165.  1' 
would  therefore  pay  to  invest  the  $1,090  per  mile  of  track  difference 
in  cost  between  one  car  and  two  car  operation  as  found  above  if  the 
same  receipts  could  be  secured  with  one  hour  headway  as  with  30 
minute  headway. 

While  the  desirability  of  the  two-car  service  seems  evident  111 
this  case  it  might  result  in  the  falling  off  of  receipts  due  to  the  less 
frequent  service  to  such  an  extent  as  to  more  than  make  up  the 
saving  in  operating  expenses.  There  is  an  additional  saving  in  train 
crew  expense  which  was  not  entered  into  above  and  which  would 
amount  to  rather  more  than  half  as  much  a*  the  cost  of  power.  With 
two-car  operation  it  is  possible  to  reduce  the  motor  capacity 
per  car  from  four  lio-h.  p.  motors  to  approximately  four 
95-h.  p.  motors,  thus  reducing  the  cost  of  the  equipment  item. 
It  would  be  more  conservative,  however,  to  consider  the  same 
size  of  equipment  in  both  cases  as  a  single  car  might  be  used 
during  certain  parts  of  the  day.  The  sub-stations  with  the 
two-car  trains  being  placed  somewhat  closer  together  would 
have  a  labor  account  per  mile  of  track  in  excess  of  that  for 
single  car  operation.  This  may  be  balanced  against  the  sav- 
ing which  would  result  from  smaller  crew  expenses  of  the 
two-car  train.  These  examples  arc  used  to  illustrate  the 
very  broad  application  of  the  foregoing  curves.  The  curves 
given  are  not  absolutely  correct  but  are  sufficiently  so  for 
approximation  purposes.  For  the  slower  speed  work  where 
stops  are  more  frequent  and  where  acceleration  is  a  more 
important  factor  it  will  be  necessary  to  have  more  complete 
curves  in  order  to  determine  the  proper  rate  of  acceleration  to  use. 
I'hc  importance  of  the  wind  friction  as  affecting  electrical  operation 
at  a  very  high  speed  will  probably  lead  to  the  construction  of  special 
cars  reducing  wind  friction  to  a  minimum  when  the  higher  maxi- 
mum speeds  are  put  into  commercial  operation.  No  conclusive  data 
arc  at  hand  upon  the  effect  of  different  shaped  car  ends  on  single 
or  two  car  operation. 

*« » 

The  Washington  (Pa.)  &  Cannonsburg  Ry.  was  opened  to  traffic 
July  8th. 


The  interior  furnishing  of  the  car  is  arranged  in  accordance  with 
plans  submitted  by  the  Post  Office  Department,  and  comprises  a 
letter  case  of  56  separate  compartments,  a  drop  rack  for  holding 
mail  pouches,  a  table  covered  with  sheet  iron  for  canceling  mail, 
two  wardrobes,  wash  basin  and  a  combination  water  cooler  and 
tank.  There  is  also  a  drop  table  which  is  used  for  canceling  parcels, 
etc.  The  cars  are  mounted  on  "Lord  Baltimore"  single  trucks,  and 
are  equipped  with  Westinghouse  No.  49  motors  and  K-io  controllers. 
The  average  weight  of  the  car  complete  is  18,691  lb. 

There  are  no  side  or  hood  signs  on  the  cars,  but  each  car  is 
equipped  with  a  sheet  iron  dash  sign,  giving  the  route  to  which  it 
is  assigned,  with  "Through  Service"  painted  on  one  side,  and  "Local 
Service"  on  the  other,  the  car  displaying  the  "Local   Service"  sign 


FLOOR  PI.AX  OF  llALTIMORK  MAIL  CAR. 

when  collections  are  made  from  the  street  boxfs,  and  "Through 
Service"  when  it  operates  between  suburban  stations,  in  which 
service  it  has  the  right  of  way  over  passenger  cars.  The  cars  are 
painted  white,  striped  in  blue,  all  numbers  and  lettering  being  in  gold. 
The  street  railway  mail  service  of  Baltimore  has  some  novel  feat- 
ures which  were  descril)ed  at  sonic  length  in  the  "Review"  for 
.•\ugust,  1902,  page  472.  Not  only  do  the  postal  cars  collect  and 
deliver  pouches  in  the  various  sections  of  the  city,  but  at  frequent 
intervals  during  the  day  the  cars,  each  carrying  from  one  to  three 
clerks,  start  out  over  different  routes  and  make  collections  from  the 


JlLV   20,    1903] 


STREET  RAILWAY  REVIEW. 


rt'gular  street  deposit  boxes.  As  llic  car  approaches  a  collection  box 
a  clerk  jumps  off  with  a  mail  pouch,  empties  the  box  of  its  mail  aiUl 
jumps  back  onto  the  car,  oftentimes  in  less  than  30  seconds.  In 
conjunction  with  this  service,  the  regular  carriers  collect  the  mail 
in  sections  adjacent  to  the  car  lines  and  bring  their  collections  to 
designated  points  in  time  to  catch  the  mail  cars,  thus  saving  con- 
siderable time.     The  mail  cars  in  no  wav  interfere  with  the  ressnlar 


ALLIS-CHALMERS  CO  S.  ANNUAL  REPORT. 


Iho  second  annual  report  of  the  Allis-Chalmers  Co.,  for  the  year 
eniling  .April  30.  I(J03,  shows  the  net  surplus  at  the  beginning  of  tile 
third  fiscal  year  to  have  been  $820,835.57,  tlie  profits  for  the  year 
being  $1,653,576.0(1,  from  which  was  paid  $1,137,500.00  in  dividends, 
being  7  per  cent  on  the  preferred  stock.  The  orders  unfinished  and  on 


[PLAN  AND  RLEVATIONS  Or  llAI/riMORK  MAII.  LARS. 


passenger  cars,  but  they  can  make  better  time  and,  instead  of  block- 
ing the  line,  the  regular  cars  have  to  hurry  to  get  out  of  their  way. 
♦<-• 

ELECTRIC  RAILROAD  SECURITIES  CO. 


The  Electric  Railroad  Securities  Co.,  of  .Soulli  Hend,  Ind.,  has 
Ijeen  organized  for  the  purpose  of  financing  and  managing  electric 
interurban  railways  and  building  a  car  manufacturing  plant.  As 
announced  in  the  company's  prospectus,  it  is  its  intention  to  issue 
two  kinds  of  stock — common  and  guaranteed.  The  guaranteed  stock 
is  to  be  secured  by  bonds  of  equal  par  value,  running  30  years  and 
bearing  2  per  cent,  interest,  which  are  deposited  with  a  trust  com- 
pany. When  the  bonds  deposited  to  secure  slock  mature  the  stock- 
holder may  elect  whether  he  will  take  the  proceeds  of  the  bonds, 
in  which  case  the  stock  is  surrendered  to  the  company,  or  retain  tb.'- 
stock,  in  which  case  the  bonds  are  canceled.  Interest  on  the  bonds 
securing  stock  goes  to  the  stockholders.  The  officers  of  the  com- 
pany are  S,  M.  McDonald,  president,  and  Thomas  W.  Kenyon,  sec- 
retary and  treasurer.  The  fiscal  agent  is  Robert  G,  Ruxton,  32 
Hroaflwav.  New  York. 


NEW  STREET  CAR  ADVERTISING  AGENCY. 


.Annoiniccmcni  is  m.ule  that  James  V.  Ilowell  Hi  Co.  have  opened 
a  street  car  advertising  agency  with  headquarters  in  the  Columbia 
I  healer  Huilding,  Cincinnati,  and  are  prepared  to  lease  the  adver- 
tising privileges  of  city  and  suburban  traction  systems  thrpugliout 
the  United  .States.  Street  car  advertising  has  licen  common  in  city 
cars  for  several  years,  but  up  to  this  time  it  has  not  been  adopted 
on  suburban  and  intenirlKin  lines  to  any  extent. 


The  Louisville  Traction  Co.,  capital  $14,500,000,  has  been  incor- 
porated to  consolidate  all  the  street  railway  lines  in  Ix)iii»ville. 


hand  April  30,  1903,  amomilcd  to  $8,797,483.00,  a  gain  of  $640,448.25. 
Among  the  assets  the  value  of  the  manufacturing  plants  is  given  as 
$29,199,492.97.  The  current  assets  amount  to  $9,235,388.26;  current 
liabilities,  $1,364,045.66;  net  current  assets,  $7,871,342.60.  The  presi- 
dent, Mr.  Charles  Allis,  says  that  the  outlook  for  work  was  never 
better. 

All  the  officials,  committees  and  superintendents  were  re-elected  at 
the  annual  meeting'with  the  addition  of  James  Slillman,  of  the  Na- 
tional City  Rank,  New  York,  and  Charles  Allis,  as  members  of  the 
finance  connnillee.  Elbert  H,  Gary  is  chairman  of  the  board  of 
directors;  president,  Charles  Allis;  vice-president  and  treasurer,  Wil- 
liam J.  Chalmers;  second  vice-president,  Henry  W.  IToyt;  third 
vice-president,  Philetus  W.  Gates;  fourth  vice-president,  Joseph  H. 
.Seaman;  assistant  secretary,  Joseph  O.  Watkins;  general  counsel. 
Pain,  Calhoini  Sr  Glcnnon,  Chicago. 

■ — ■*** 

KNOX  ENGINEERING  CO.  CONTRACTS. 

The  Knox  Engineering  Co.,  of  Chicago,  has  been  engaged  to  pre- 
pare plans  for  an  electric  railway  .system  in  Canton,  III,,  and  also 
to  report  upon  the  feasibility  of  constructing  an  interurban  system 
through  a  ninnber  of  outlying  towns,  including  Farmington,  Lewis- 
|r>n  and,  perhaps,  Pekin,  a  distance  of  45  miles.  The  city  line  will 
be  six  miles  long.  James  A.  I.awrctice,  of  Chicago,  is  inlcrestod  in 
the  projects. 

The  Knox  Engineering  Co.  has  also  been  awanled  a  contract  for 
changing  Ibe  feeder  line  equipments  and  re-wiring  the  cooling  tower 
motors  at  the  power  station  of  ihe  South  Side  Elevated  Railroad 
Co.,  Chicago. 

The  Massachusetts  railroad  conmiissioners  have  issued  orders  re- 
slricli»g  the  speed  of  single-truck  trolley  cars  to  15  miles  nn  hour, 
unless  authority  is  specifically  given  to  the  contrary. 


426 


STREET  RAILWAY  REVIEW. 


|\.ii    MM,  Nu.  7. 


PERSONAL. 

MU.  .S.\ML'IiI.  M.  KK.N'N.\R1)  has  ri'sigiicd  as  prcsiclciii  of- 
(III-  Si.  Loiiis  &  Sulmrliaii  Railway  Co. 

MR.  NORMAN  U.  RK.\M,  of  Chicago,  has  been  clcclcil  a  iiifin- 
bcr  of  the  e.xeciitive  (.■omiiiiltee  of  ihe  Urooklyn  Rapid  Transit  Co. 

MR.  T.  H.  RF.HMONI)  has  Ixren  ap|H>iiUed  assistant  to  the  gen- 
eral manager  of  the  Saginaw  N'alley  Traction  Co.,  of  Saginaw, 
.Mich. 

MR.  J.  H  M.\RVIN,  treasurer  and  manager  of  the  City  Electric 
Railway  Co.,  of  Rome,  Ga..  has  resigned.  His  successor  is  Mr. 
C.  N.  I'uller,  of  New  York. 

MR.  CII.'\RLES  V.  G.W.  a  prominent  business  man  of  Napoleon, 
O.,  is  one  of  the  directors  of  the  People's  Rapid  Transit  Railway  Co., 
of  Toledo,  which  was  mentioned  in  the  "Review"  for  June,  1903. 

MR.  JOHN  H.  IWRSONS.  president  of  the  Philadelphia  Rapid 
Transit  Co.,  accompanied  by  Mrs.  Parsons,  sailed  for  Kuropc  last 
month  for  a  brief  season  of  rest.     They  will  return  in  September. 

MR.  r.  V.  M.VNVILLE,  accompanied  by  his  family,  sailed  for 
London  June  2.ld.  Mr.  Manville  will  be  absent  about  two  months, 
having  business  in  connection  with  the  London  branch  of  the  II.  W. 
Johiis-Manvillc  Co. 

MR.  I1.\RRY  BULLEN,  formerly  assistant  general  superintend- 
ent of  the  Detroit  L'nited  Ry.,  has  been  appointed  general  super- 
intendent of  the  Rapid  Railw.iy  Co.,  of  Detroit,  to  .sncceed  Mr.  \V. 
O.  Wood,  resigned. 

MR.  DUNCAN  M.\C  UON.VLD,  formerly  superintendent  of  the 
Montreal  Street  Railway  Co.,  has  returned  from  Paris  to  resume 
his  old  position.  He  was  actively  employed  in  street  railw.iy  work 
abroad  aliout  a  year. 

MR.  E.  C.  FOLSOM  has  been  appointed  general  manager  of  the 
Kort  W'ayne  rractit)n  Co.,  vice  Mr.  A.  L.  Scott,  resigned.  Mr. 
Kolsom  was  formerly  general  manager  of  the  Indianapolis  &  Lo- 
gansporl    Traction  Co. 

MR.  .ALBERT  PA'TTEN,  son  of  Mr.  Joseph  M.  Patten,  general 
nian.igcr  of  the  Topeka  Railway  Co..  has  been  appointed  superin- 
tendent of  ihe  street  railway  lines.  He  has  been  employed  in  the 
operating  department  of  the  company  several  years. 

MR.  HORACE  LOVVRV  and  Mr.  \V.  H.  Goadby  were  reccnlly 
elected  directors  of  Ihe  'Twin  City  Rapid  Transit  Co.,  of  Minneap- 
olis, vice  Mr.  J.  Kennedy  Tod  and  Mr.  A.  E.  .^mes,  resigned.  Mr. 
Lowry  is  the  only  son  of  Mr.  Thomas  Lowry,  president  uf  the 
company. 

MR.  B.  R.  STEPHENS,  auditor  of  the  Fort  Wayne  &  South- 
western Traction  Co.,  has  resigned  and  will  enter  another  field. 
He  will  \k  succeeded  by  Mr.  Louis  McFerran,  who  has  been  con- 
nected with  the  Huntington  (Ind.)  offices  of  the  Chicago  &  Eric 
R.  R.  several  years. 

MR.  CLIFFORD  C.  BAKER  has  resigned  as  president  of  the 
Topeka  Railway  Co.,  .Mr.  K.  \V.  Wilson,  of  Peoria,  iK'ing  his  suc- 
cessor. Mr.  Baker  planned  the  reorganizalion  of  the  Topeka  City 
Railway  Co.  and  the  'Topeka  Rapid  Transit  Railway  Co.,  15  years 
ago,  when  he  was  chosen  president. 

MR.  CHARLES  P.  THRASHER  has  been  appointed  general 
manager  of  the  New  York  &  Long  Island  Traction  Co.  He  has 
IxH-Mi  connected  with  the  Mandelhauin-Pomeroy  syndicate  for  the 
past  two  years  in  the  capacity  of  auditor  of  the  Southern  Ohio,  and 
later  of  the  Western  Ohio  Railw.iy  Co.  systems. 

MR.  GEORGE  T.  BISHOP  has  Iwen  elected  president  and  geiaial 
manager  of  the  Eastern  Ohio  'Traction  Co.,  to  succeed  Mr.  H.  Clark 
Ford  and  Mr.  R.  L.  .\ndre\vs  in  those  respective  offices.  He  will  as- 
sume his  new  duties  August  Isl.  Mr.  Bishop  was  formerly  presi- 
dent of  the  Northern   Texas   Traction  Co. 

MR.  A.  E.  MEIXELL,  formerly  superintendent  of  Ihe  I-'airmont 
Park  Transportation  Co.,  of  Philadelphia,  is  now  on  the  road,  repre- 
senting H.  S.  Sanville,  dealer  in  street  railway  supplies.  Mr. 
Meixcll  is  well  known  to  the  street  railway  trade,  having  been  con- 
nected with  street  railways  for  a  considerable  length  of  lime. 

MR.  WILLIAM  BURLINGHAM  has  accepted  an  appointment 
as  chief  engine  designer  with  the  B.  F.  Sturlevani  Co.,  of  Hyde 
Park.  Mass.,  resigning  a  position  in  Ihe  United  States  inspection 
office  with  the  William  R.  Trigg  Co.,  of  Richmond,  Virginia.  ■  Mr. 
Burlingham  has  previously  been  associated  with  the  Bath  Iron 
Works,  the  General  Electric  Co.,  Ihe  Southwark  Machine  &  Foun- 
dry Co.,  and  the  Newport  News  Ship  Building  &  Dry  Dock  Co.,  and 


has  also  served  on  Mr.  T.  A.  Edison's  slaflf  al  the  liasl  Orange 
laboratory.  He  is  a  graduate  of  the  Worcester  Polytechnic  Insti- 
tute. 

MR.  THEODORE  WENTZ,  who  has  been  general  manager  and 
secretary  of  the  'Toledo,  Fosloria  &  Findlay  ICleetric  Railway  Co. 
since  its  organization,  has  resigned  as  general  maiuger,  but  retains 
the  secretaryship.  Mr.  Fred  W.  .Vdams,  of  Canal  Dover,  O..  local 
agent  of  the  Cleveland,  Lorain  &  Wheeling  Ry.,  succeeds  Mr.  Wcniz 
as  manager. 

MR  ROBERT  E.  SHELDON  has  resigned  as  president  of  ihe 
Columbus  Railway  Co.,  and  has  Iwen  elected  president  of  the 
Columbus  Railway  &  Light  Co.,  a  holding  company,  of  which  Mr.  L. 
S.  Steward  was  chosen  vice-president.  Mr.  Butler  Sheldon,  son  of 
Mr.  R.  E.  Sheldon,  was  elected  president  of  the  Columbus  Railway 
Co.  in  his  father's  stead. 

MR.  E.  B.  GL'NN  has  been  appoiiUed  general  superintendent  of 
Ihe  Columbus,  Ltmdon  &  Springlield  Railway  Co,  and  the  D.iyton, 
Springfield  &  L'rbana  Street  Railroad  Co.,  vice  Mr.  R.  K.  Howard, 
who  resigned  because  of  poor  health.  Mr.  Gunn  was  formerly 
superintendent  of  the  Richmond  (Ind.)  Street  &  Interurban  Rail- 
way Co.,  and  formerly  was  superintendent  of  the  Ij  I'ayelle  (Ind.) 
Street  Ry. 

MR.  E.  R.  GILBERT,  who  until  the  appointment  on  July  ad  of 
Messrs.  W.  K.  Schoepf  and  C.  C.  Richardson  as  receivers  for  the 
Miami  &•  Erie  Canal  'Transportation  Co.,  was  general  manager  of  the 
comiany,  will  after  July  JOth  Ik-  connected  with  the  sales  department 
of  the  Wicslinghouse  Electric  &  Manufacturing  Co.,  with  headquar- 
ters in  Boston.  Mr.  Gilbert  was  for  several  years  general  manager 
of  the  Chicago  Electric  Traction  Co. 

MR.  E.  S.  Dl.MMOCK,  general  manager  and  purchasing  agent  of 
the  Bay  Cities  Consolidated  Railway  Co.,  of  Bay  City,  Mich.,  will 
retire  from  that  company  .August  1st  to  enter  the  employ  of  Stone 
&  Webster,  of  Boston.  He  will  first  report  upon  the  condition  of 
the  street  railways  operated  by  thai  syndicate,  after  which  he  will  be 
in  charge  of  one  of  the  properties.  Mr.  Dimmock  is  a  brother  of 
Mr.  W.  S.  Dimmock,  manager,  Taconia  Railway  &  Power  Co. 

MR.  C.  A.  DENM.'XN,  who  was  recently  appointed  superintendent 
of  the  Richmond  (Ind.)  Street  &  Interurban  Railway  Co.,  vice  Mr. 
E.  B.  Gunn,  was  formerly  general  manager  of  the  Toledo,  Bowling 
Green  &  Southern  Traction  Co. ;  also  of  the  Toledo  &  Maumee 
Valley  Railway  Co.  and  the  Toledo,  Waterville  &  Southern  Ry. 
He  was  connected  with  the  Toledo  consolidated  offices  nine  years 
and  was  general  manager  of  the  interurban  lines  seven  years. 

-MR.  STEPHEN  R.  BALDWIN  on  July  ist  resigned  from  the 
management  of  the  New  York  office  of  the  Pennsylvania  Steel  Co. 
Mr.  Baldwin  has  been  with  this  company  over  25  years  and  while 
resigning  active  duties  will  retain  his  connection  with  the  company 
in  an  advi.sory  capacity  with  headquarters  at  No.  "i  Broadway,  New 
\'ork,  as  heretofore.  Mr.  A.  E.  .^eby,  who  for  14  years  has  been 
Mr.  Baldwin's  first  assistant,  will  have  charge  of  ihe  New  York 
office. 

.MR.  H.  11.  VREELAND,  president  of  the  Interurban  Street  Rail- 
way Co..  of  New  York,  was  tendered  a  complimentary  diimer  by  the 
employes  prior  to  his  departure  far  Europe,  which  was  announced 
in  the  June  "Review."  The  dinner  marked  Mr.  Vreeland's  loih 
annivcrsarj-  as  head  of  the  New  York  traction  service.  In  front 
of  his  plate  was  a  silver  loving  cup,  nearly  two  feet  high  and  a 
fool  in  dianieter.  the  gift  of  Ihe  employes.  'There  were  210  men 
at  the  banquet  representing  the  1.1,000  employed. 

THE  SAN  BERNARDINO  VALLEY  TRACTION  CO.,  the 
Redlands  Street  Railway  Co..  and  the  San  Bernardino  &  Highlands 
Electric  Railway  Co.  have  been  consolidated  under  the  name  of 
The  San  Bernardino  Valley  'Traction  Co..  with  its  principal  offices 
at  San  Bernardino,  Cal.,  to  which  place  future  communications 
should  l)e  addressed.  'The  officers  of  the  company  are;  Henry 
Fisher,  president,  Redlands,  Cal.;  A.  C.  Denman,  jr.,  vice-president 
and  general  nianager,  San  Bernardino;  C.  W.  A.  Cartlidge,  secre- 
tary and  treasurer,  San  Bernardino. 

MR.  J,\MES  ROSS  has  resigned  as  vice-president  of  the  Mont- 
real Street  Railwaj-  Co.,  and  as  vice-president  of  the  Toronto  Rail- 
way Co.,  and  has  also  severed  his  connection  with  the  directorates  of 
iHith  companies.  He  will  devote  his  time  to  his  duties  as  president  of 
the  Dominion  Iron  &  Steel  and  the  Dominion  Coal  Companies.  He 
is  also  president  of  the  Mexican  Light  &  Power  Co.  Mr.  F.  L. 
Wanklyn,  general  manager,  succeeds  Mr.  Ross  as  vice-president  of 


July  x>,  1903.] 


STREET  RAILWAY  REVIEW. 


427 


the  MoiUrcal  company,  and  Mr.  Frederick  XiclioU  has  been  elected 
vice-president  of  ihe   Toronto  Railway  Co. 

MR.  H.  D.  W  ALBRIDGE  was  elected  president  of  the  Saginaw 
Valley  Traction  Co.,  at  the  meeting  of  the  directors  Jnly  9th.  Other 
officers  chosen  are:  Mr.  B.  C.  Cobb,  vice-president;  Mr.  G.  L. 
Estabrook,  secretary  and  treasurer:  Mr.  C.  E.  Mcrshon,  assistant 
secretary  and  treasurer:  Mr.  P.  P.  Crafts,  general  superintendent: 
Mr.  M.  S.  Hopkins,  consulting  engineer.  The  change  in  officers  is 
due  to  the  consolidation  of  the  Saginaw  and  Bay  City  companies, 
which,  as  announced  in  the  June  "Review,"  is  practically  a  fact. 
although  it  will  not  be  consummated  until  fall. 

MR.  L.  T.  L.WV,  general  man.iger  of  the  Wabash  River  Traction 
Co.,  of  Wabash.  Ind.,  has  resigned  and  gone  to  his  former  home 
in  New  Haven,  Coiui.,  where  he  intends  to  take  a  long  rest.  For 
the  present  lie  will  be  succeeded  by  his  nephew.  Mr.  Dwight  Cop- 
ley. Mr.  Law  went  to  Wabash  May  i,  igor,  before  the  line  to 
Peru  was  in  operation.  He  had  charge  of  much  of  the  work  of 
completing  the  construction  and  then  became  general  manager,  his 
jurisdiction  lieing  extended  with  the  additions  to  the  inlcrurbau. 
known  as  the  Logansport  &  Wabash  Valley  Traction  Co. 

MR.  H.  E.  S.\WYER  lias  been  appointed  general  superintendent 
of  the  Cincinnati.  Georgetown  &  Portsmouth  R.  R..  vice  Mr.  E.  M. 
Stevens,  who  resigned  to  go  with  the  Wcstinghouse  Electric  & 
Manufacturing  Co.,  at  Pittsburg.  Mr.  Sawyer  has  been  general 
freight  and  passenger  agent  of  the  road  since  July  1st,  having  gone 
to  Cincinnati  from  Springtield.  O.,  where  be  had  occupied  a  similar 
position  with  the  .'\ppleyard  roads.  He  will  continue  in  charge 
of  the  traffic  department  of  the  Cincinnati.  Georgetown  &  Ports- 
mouth, as  well  as  having  charge  of  the  operating  department. 

MR.  EDWIN  C.  F.ABER  has  been  chosen  general  manager  and 
secretary  of  the  Aurora,  Elgin  &  Chicago  Railway  Co.,  and  vice- 
president  of  the  Elgin,  .\urora  &  Southern  Traction  Co.,  of  which 
he  was  formerly  general  manager.  Mr.  Faber  succeeds  Mr.  War- 
ren Bickncll  as  general  manager  of  the  Aurora,  Elgin  &  Chicago, 
and,  although  the  changes  do  not  take  place  officially  until  August 
1st,  he  has  taken  up  his  residence  in  Wheaton  and  entered  upon 
his  new  duties.  Previous  to  going  to  .Aurora  he  was  general  super- 
intendent of  the  Cleveland  Electric  Railway  Co..  having  entered  the 
service  of  that  company  as  an  office  boy  in  1892. 

MR.  D.  A.  BELDEN,  whose  resignation  as  general  manager  of 
the  Birmingham  Railway,  Light  &  Power  Co.  was  announced  in 
the  "Review"  for  June,  has  been  elected  president  of  the  New 
Hampshire  Traction  Co.,  with  head(|uarters  at  No.  50  Merrimack 
St.,  Haverhill,  Mass.  The  New  Hampshire  Traction  Co.  is  a  hold- 
ing company  for  the  following  Massachusetts  and  New  Hampshire 
companies:  Exeter,  Hampton  &  .•\nicsbury  Street  Railway  Co., 
Hudson,  Pelhani  &  Salem  Electric  Railway  Co.,  Haverhill  &  Soulh- 
crn  New  Hampshire  Street  Railway  Co..  Lawrence  &  Mclhuen 
Street  Railway  Co..  and  Lowell  &  Pelham  Street  Railway  Co. 

MR.  D.  F.  CARVER,  chief  engineer  of  the  street  railway  depart- 
ment of  the  Public  Service  Corporation  of  New  Jersey,  assumed 
his  new  duties  about  June  ist.  Mr.  Carver  was  originally  connected 
with  steam  railroads,  starting  with  the  Chesapeake  &  Ohio  Ry.  in 
1887.  In  1889  he  entered  the  construction  department  of  the  Penn- 
sylvania R.  R.,  and  in  1893  he  went  into  the  electrical  department 
of  the  Long  Island  Traction  Co.,  which  was  afterward  merged 
into  the  Brooklyn  Rapid  Transit  Co.,  where  he  remained  until  1900, 
when  he  received  an  appointment  as  chief  engineer  of  the  Cleveland 
Electric  Railway  Co.  He  resigned  Ihe  Cleveland  position  to  go  to 
New  Jersey. 

MR.  GEORGE  O.  NAGLE  assumed  charge  of  the  system  of  the 
Wheeling  Traction  Co.,  Wheeling,  W.  Va.,  July  isth,  as  general 
manager,  succeeding  Mr.  C.  E.  Flynn,  whose  resignation  was  an- 
nounced in  our  last  issue.  Mr.  Nagic  has  been  with  (he  Stone  & 
Webster  interests  for  the  last  two  years,  first  in  the  expert  depart- 
ment, investigating  street  railway  pro|>erties,  later  as  manager 
of  the  Savannah  fGa.)  Railway  &  Light  properties,  and  more 
recently  engaged  in  special  work  with  headquarters  in  Boston.  Mr. 
NagIc  was  for  many  years  wHth  the  Chicago  City  Railway  Co., 
Iiccoming  superintendent  upon  the  succession  of  the  late  M.  K. 
Bowcn  to  Ihe  presidency  of  that  company,  and  later  assistant  gen- 
eral manager  under  Capt.  RoU-rl  McCulloch. 

MR.  H.  M.  LI'lTELL  was  recently  appointed  general  manager 
of  the  Rapid  Transit  Co.  of  Chattaii<x>ga,  Tenn,,  and  has  assumed 
hit  new  duties.     Mr.  Littcll  has  been  in  railway  work  since  he  was 


18  years  old,  when  he  entered  the  otTice  of  the  Louisville  City  Ry., 
as  clerk,  in  1874.  From  1883  to  1885  he  was  general  manager  of 
the  St.  Paul  City  Railwaj^  Co.,  and  ihtn  became  general  freight 
and  passenger  agent  of  what  later  Iwcame  known  as  the  Chicago 
Great  Western  Ry.  In  1888  he  was  appointed  manager  of  the 
Cincinnati  Inclined  Plane  Ry.,  and  built  the  first  electric  line  in 
Cincinnati,  and  resigned  that  office  to  take  a  similar  position  with 
the  New  Orleans  Traction  Co.,  on  Jan.  i,  1893,  where  he  built 
126  miles  of  electric  road.  He  was  president  and  general  ruanager 
of  the  ."Ktlantic  Avenue  line  in  Brooklyn  until  its  absorption  by 
the  Nassau  Electric  Co..  and  in  1896  he  was  elected  vice-president 
and  general  manager  of  the  Metropolitan  Street  Railway  Co.,  New 
York  City.  Mr.  Littcll  was  president  of  the  .American  Street  Rail- 
w-ay  Association  for  1896.  His  lirothcr,  Mr.  II.  II.  Litlell.  was  the 
.Association's  president  for  1883. 

MR.  H.  M.  BYLLESR.Y,  electrical  engineer,  who  is  prominently 
identified  with  several  electric  railway,  power  and  lighting  sys- 
tems, has  just  removed  to  commodious  offices  in  the  New  York 
Life  Building,  Chicago.  Mr.  Ryllesby  has  been  prominent  in  tlie 
electrical  field  for  a  numlier  of  years,  and  is  at  present  the  domi- 
nant factor  in  a  rapidly  increasing  consulting  engineering  business. 
A  few  of  the  interests  with  which  he  is  connected  are  as  follows : 
Consulting  engineer  of  the  Wilkcsbarre  &  Hazleton  Railroad  Co. 
(third-rail);  vice-president  and  engineer  of  the  Zanesvillc  Railway, 
Light  &  Power  Co.  (this  plant  is  just  putting  up  an  extensive 
water  power  and  steam  turbine  station,  enlarging  the  sysleiu,  and 
rebuilding  the  track)  ;  engineer  for  the  financial  interests  of  the 
Columbus,  Delaware  &  Marion  Electric  Railroad  Co. ;  president 
and  general  luanagcr  of  tlie  Mansfield  (O.)  Railway,  Light  & 
Power  Co.,  and  of  tlie  Mansfield-Shelby  iuterurban  company ;  di- 
rector and  consulting  engineer  of  the  Freeport  (III.)  Railway,  Light 
&  Power  Co. ;  president  and  general  manager  of  the  Venice  & 
Granite  City  Electric  &  Power  Co.  of  Illinois ;  vice-president  and 
general  manager  of  the  Belleville  (111.)  Gas  &  Electric  Co.;  vice- 
president  and  general  man.iger  of  the  Centralia  (III.)  Gas  &  Elec- 
tric Co.;  president  of  the  Enid  (Okla.)  Electric  &  Gas  Co.;  con- 
sulting engineer  of  llie  Shreveport  (la.)  Gas  &  Electric  Co. 

*  ■  » 

OBITUARY. 


MR.  CHARLES  HATHAWAY,  a  pioneer  street  railway  buililer, 
died  at  his  home  in  Cleveland,  O.,  July  2d.  He  was  nearly  79 
years  old,  having  been  born   Nov.  7,   1824.   in   Grafton,   Mass.     His 


CHARLKS  IIATHAWAV. 

childhood  was  spent  on  a  farm,  and  at  the  age  of  15  years  he  was 
sent  to  a  school  at  Worcester,  Mass,,  where  he  remained  three 
years.  He  sliulied  engineering  there  and  upon  leaving  school  be- 
came an  apprentice  in  a  machine  shop.  In  1K44  he  constructed 
several  branches  of  road  for  steam  railway  companies;  he  laid  and 
ballasted  the  first  track  on  the  Hudson  River  R.  R.,  from  Poiigh- 
keepsie,   N.   Y.,  to  Bennington,  Vt. ;   he  then  secured   several  eon- 


428 


STREET  RAILWAY  REVIEW. 


IVoi..  xm,  No.  7- 


tracts  with  llic  IVnii.sylvania  K.  K.,  con-triiitiiig  tlit  nwil  liclwiiii 
Lcwisloii,  Ta.,  and  Altotiiui.  In  1857  Mr.  Ilalliaway  liinicd  lii» 
attention  to  the  Imildintt  of  siri'cl  railways,  in  that  year  lonstrnclniK 
a  system  of  hues  in  Philadel|>hia.  rollowinK  that  he  bnih,  ei|iii|i|ieil, 
leased  or  operated  roads  in  nearly  every  leading  eity  of  the  United 
States  and  Canada,  in  iWio  he  went  to  ICngland  at  the  siim(e>lioii 
of  Mr.  George  Francis  Train,  with  whom  he  worked  in  company, 
and  built  three  roads  in  I..<>ndon,  one  in  Kirkenlicad,  one  in  Staf- 
fordshire and  one  in  Darlington.  The  cars  for  these  roails  were 
bnilt  in  Philadelphia  and  shipped  in  section.>i  to  Birkenhead,  where 
they  were  put  together,  painted  and  fitted  for  service  in  car  shops 
owned  by  Mr.  Hathawa}'.  lie  remained  abroad  18  months.  In  187,1 
he  went  to  Geveland,  where  he  liccanic  prominently  identilied  with 
street  railway  interests.  lie  built  the  Broadway  &  Newburg  rail- 
road, the  Superior  Street  and  the  I'aync  Avenue  roads;  in  18K4  he 
liought  the  St.  Clair  Street  road  and  operated  it  until  iKyo.  when 
it  was  consolidated  with  the  Cleveland  City  Cable  Railway  Co. ;  at 
the  end  of  that  year  he  retired  from  active  work.  During  his  lerni 
of  service  Mr.  Hathaway  was  president  of  the  Superior  Street 
railway  15  years,  and  for  a  long  time  president  of  the  St.  Clair 
Street  compar^>-;  he  held  a  like  office  in  the  Kvansville  (Ind.)  Street 
Railway  Co.  The  firm  with  which  Mr.  Hathaway  was  connected 
was  known  by  the  name  of  Hathaway  &  Robison  and  upon  Mr. 
Ilathaway's  retirement  the  business  was  conducted  by  Mr.  F. 
DcH.  Robison,  his  son-in-law.  It  is  stated  that  the  firm  built  more 
than  130  street  railways  throughout  the  United  States. 

MR.  THOMAS  CHALMERS,  father  of  Mr.  W.  J.  Chalmers, 
chairman  of  the  executive  committee  of  Allis-Chalmcrs  Co.,  died 
July  13th  and  was  buried  Thursday,  July  i6th.  Thomas  Chalmers 
was  the  founder  of  the  firm  of  Fraser  &  Chalmers,  which  was  rec- 
ognized as  the  world's  largest  producers  of  mining  machinery.  He 
was  born  in  Dronley,  near  Dundee,  Scotland.  June  14,  1816,  his 
father  being  William  Chalmers,  a  manufacturer  of  linen.  At 
the  age  of  14  he  was  apprenticed  to  a  Dundee  machinery  company 
to  learn  the  trade,  which  he  followed  in  all  its  branches  in  Scotland 
and  England  for  13  years.  He  was  married  in  1840  and  in  1843  Mr. 
and  Mrs.  Chalmers  came  to  America  and  settled  on  a  farm  between 
Joliet  and  Lockport,  III.  In  the  spring  of  1844  Mr.  Chalmers  w  alked 
40  miles  to  Chicago  and  sought  employment  in  a  machine  shop.  His 
first  position  was  with  a  Mr.  Nickcrson  and  while  in  his  employ  he 
put  in  the  first  steam-heating  apparatus  in  Chicago,  that  of  the  old 
Dearborn  School.  Later  he  entered  the  employ  of  the  late  P.  W. 
Gates,  and  for  nearly  30  years  the  two  were  associated  in  business. 
Mr.  Chalmers  built  Chicago's  first  water  works,  a  single  pump  at 
the  foot  of  the  river,  and  during  his  early  career  he  was  the  largest 
builder  of  sawmill  machinery  in  the  United  States.  In  1855.  with 
Messrs.  P.  \V.  Gates,  E.  S.  Warner,  A.  G.  Warner  and  David  R. 
Fraser,  he  formed  the  firm  of  Gates,  W^arner,  Chalmers  &  Eraser, 
which  was  succeeded  in  1857  by  the  Eagle  Works  Manufacturing 
Co.  In  the  winter  of  1871-72  this  corporation  was  dissolved,  and 
with  Mr.  Fraser  and  Messrs.  Robert  Anthony  and  David  Marchant 
Mr.  Chalmers  formed  the  firm  of  Fraser  &  Chalmers.  Two  years 
ago  this  company,  with  three  others,  was  merged  into  the  Allis-Chal- 
mers  Co.,  and  Mr.  Chalmers,  sr.,  withdrew  from  active  participation 
in  its  management.  Mr.  Chalmers  was  a  stanch  Republican,  a  mem- 
ber of  the  Presbyterian  Church,  a  Mason  and  an  Odd  Fellow.  A 
widow  and  five  children  survive  him. 


NEW   PUBLICATIONS. 


SPECIFICATIONS  FOR  MATERIAL  AND  WORKMAN- 
SHIP FOR  STEEL  STRUCTURES.  Adopted  iyo3  by  the  Amer- 
ican Railway  Engineering  and  Maintenance  of  Way  Association. 
Pamphlet  form,  6x9  in.,  10  pages.  Copies  may  be  obtained  from 
the  secretary  of  the  association,  1562  Monadnock  Block,  Chicago. 
Price  per  single  copy,  postpaid,  10  cents ;  10  or  more  copies  on  one 
order,  5  cents  each. 

LE  VULCAIN  for  June  14,  1903.  The  first  issue  of  a  new 
weekly  paper,  16  pages,  10  x  13  in.,  styled  a  technical  and  financial 
review  of  the  industrial  world.  Its  scope,  as  outlined  on  the  title 
page,  is  varied  and  the  subjects  to  be  treated  of  include  the  follow- 
ing: Coal  and  other  combustibles,  generation  of  heat,  motive  force, 
gas  and  lighting,  metallurgy,  iron,  glass  and  pottery,  cement,  lime, 
coke  ovens,  electricity,  chemical  products,  etc.  The  first  number 
contains  an  interesting  article  on  the  process  and  plant  designed  by 


Mr.  II  DeWit  fur  trealing  refractory  ores  in  zinc  manufacliiring. 
It  Is  diustrated  among  the  views  U-ing  a  halflunc  showing  the  De- 
Wit  ovens  at  New|iort,  Helgiuni.  Subscription  price,  per  aiinnin : 
In  llelgiiiin,  10  francs;  elsewhere,  15  francs.  Address  M.  Kmile 
l.inard,  5  Hue  .\nm-sseiis,  Brussels,  Belgium. 

STREET  RAILWAY  ACCOUN LAN  IS'  ASSOCLATION.  Ke 
port  of  the  C<mimittee  on  Stamlard  Blanks  and  .\rcounling  for  Ma- 
terials and  Supplies  made  to  aiul  approved  by  the  Sixth  Annual 
Convention  held  at  Detroit,  Mich.,  Oct.  8,  <j  and  10,  iyo2.  'I'liis  is  a 
reprint  in  |iamphlel  form  of  the  report  appearing  at  |>ages  63  to  68  of 
the  proceedings  of  the  .Association  for  igoj;  and  the  iliscussion 
thereon,  on  pages  69  to  86  of  that  re|H)rt,  should  lie  read  in  connec- 
tiiin  with  this  report. 

KANSAS  CITY  FLOOD  SOUVENIR.  Published  by  the  Im- 
plement Trade  Journal  Co.,  Kansas  City,  Mo.  This  is  chiefly  a  col- 
lection of  views  of  the  recent  flood  that  devastated  the  iMitlom  lands 
of  Kansas  City,  causing  a  heavy  loss  of  life  and  many  dollars'  dam- 
age. The  views  are  s.iid  to  form  the  first  collection  of  flood  pictures 
that  adequately  portray  the  situation.  They  include  a  bird's  eye  view 
of  a  large  portion  of  the  flooded  district,  the  Union  depot,  partially 
submerged,  the  Wabash  and  Burlington  railroad  yards,  the  new 
elevated  railroad  power  house,  debris  above  the  Missouri  Pacific 
bridge,  wrecked  business  buildings,  houses,  cars,  and  car  tracks, 
wreckage  at  the  Santa  Fe  sink  hole,  and  several  other  interesting 
scenes,  there  being  33  large  half-tone  cuts  in  all.  the  majority 
5'/j  X  9  in.  in  size.  In  a  brief  introduction  the  publisher  states  that 
although  the  Implement  Trade  Journal's  office  was  ruined  by  the 
flood,  it  did  not  miss  an  issue. 

CAR  BUILDERS'  DICTIONARY.  1903  Edition.  An  illustrated 
vocabular)'  of  terms  which  designate  American  railroad  cars;  their 
parts,  attachments  and  details  of  construction,  compiled  for  the 
Master  Car  Builders'  Association  by  Rodney  Hitt,  B.  M.  E.,  assisted 
by  A.  M.  Waitt,  late  superintendent  of  motive  power.  New  York 
Central  &  Hudson  River  R.  R. ;  J.  S.  Lentz.  master  car  builder. 
Lehigh  \'alley  R.  R..  and  W.  P.  ,\ppleyard.  master  car  builder,  New 
York,  New  Haven  &  Hartford.  +26  pages  with  4,971  illustrations. 
The  Car  Builders'  Dictionary  is  published  by  the  Railroad  Gazette 
under  the  authority  and  supervision  of  a  committee  of  the  Master 
Car  Builders'  .\ssociation,  the  first  edition  of  this  work  having  been 
authorized  in  1872  with  the  idea  of  standardizing  car  building  terms. 
The  scope  of  the  1903  edition  and  the  principles  in  accordance  with 
which  it  has  been  compiled  may  be  gathered  from  the  following  ex- 
tracts from  the  preface :  The  definitions  have  been  carefully  edited 
with  a  view  to  eliminating  the  ancient  history  which  many  of  them 
contained;  in  the  matter  of  illustrations  the  aim  has  been  to  show- 
nothing  that  is  either  experimental  or  rapidly  going  out  of  use;  one 
new  feature  has  been  added,  that  of  Car  Shop  Machinery ;  particular 
attention  has  been  paid  to  the  selection  of  drawings  of  freight  car 
bodies,  the  steel  car  having  made  rapid  strides ;  the  illustrations  of 
standard  types  of  framing  for  passenger  cars  covers  a  large  propor- 
tion of  passenger  equipments.  The  dictionary  portion  is  very  valu- 
able in  itself  and  is  conceded  to  be  authoritative;  references  to  the 
illustrations  in  the  second  section  of  the  Ixjok  are  given  where  pos- 
sible. The  engravings  are  drawn  to  a  liberal  scale  and  w  ill  be  found 
useful  in  railroad  drafting  rooms.  The  best  of  American  practice 
is  introduced,  no  foreign  equipment  being  shown.  The  treatment 
of  electric  cars  is  meager,  the  author  being  of  opinion  that  that  is  a 
subject  that  should  be  treated  of  exclusively  in  some  other  publica- 
tion. 


FINANCIAL. 


The  gross  earnings  of  the  St.  Louis  Transit  Co.    for  June  were 
$645.,i;8i>S2,  a  gain  of  $88,475.80  over  June,  1902. 


The  Omaha  Street  Ii;iiKvay  Co.  has  filed  a  mortgage  for  $2,000,000 
in  favor  of  the  Central  'Trust  Co..  of  New  York. 


The  net  earnings  of  the  Twin  City  Rapid  Transit  Co.  for  May 
were  $180,407;  the  net  fnmi  January  1st  was  $817,282,  an  increase  of 
$109,729. 


The  gross  earnings  of  the  Cleveland  &  Southwestern  Traction  Co. 
for  May.  1903,  were  $39,038,  an  increase  over  May,  1902,  of  $13,993; 
operating  expenses,  $22,146;  increase,  $9,074.  For  the  first  five 
months  of  1903:    Gross  receipts,  $156,303;  operating  expenses,  $98,- 


July  20,  1903.) 


STREET  RAILWAY  REVIEW. 


429 


045,  being  $53,110  and  $34,461  greater  iliaii  for  the  corresponding 
period  last  year. 

.•\.  H.  Woods,  treasurer  of  the  Pueblo  CCol.)  &  Suburban  i'raclion 
&  Lighting  Co.,  reports  the  gross  receipts  for  May  as  $39,496.^; 
total  to  June  1st,  $191,082.92. 

The  Cincinnati,  Dayton  &  Toledo  Traction  Co.  passenger  earnings 
for  June  were  $44,664.33.  against  $39.4794-^  for  'li<--  same  month  last 
year.     The  daily  increase  was  $172.83. 


Of  21  roads  reporting  gross  earnings  for  the  third  week  in  June 
18  showed  increases  amounting  to  $583,980  and  three  decreases 
amounting  to  $39,906,  leaving  the  net  increase  $544,074. 


lilarnings  of  the  Syracuse  Rapid  Transit  Co.  for  May  were  as 
follows:  Gross.  $<i6.584;  operating  expenses.  $38,328;  net  earnings, 
$28,255;  ti.sed  charges,  $20,222;  surplus,  $8,033;  damage  claims, 
$2,000. 


The  gross  earnings  of  the  Inlorurban  Street  Railway  Co.,  New 
York  City,  for  the  quarter  ending  Mar.  31,  1903,  were  $3,573,469;  ex- 
penses, $1,835,805;  net  earnings,  $i.737.f)64;  other  income,  $151,336; 
total  income  $1,889,000;  charges,  $2,174,593;  deficit,  $285,593;  cash 
on  hand,  $599,026;  profit  and  loss  deficiency,  $441,395. 


The  New  Manchester  (N.  H.)  &  Haverhill  Street  Railway  Co. 
recorded  a  first  mortgage  for  $350,000  last  month  in  favor  of  the 
American  Loan  &  Trust  Co.,  of  Boston,  to  secure  an  issue  of  $350,000 
5  per  cent  25-year  gold  bonds  issued  by  the  company  January  ist 
last. 


The  passenger  earnings  of  the  Elgin,  .Aurora  &  Southern  Traction 
Co.  for  June  were  $37,769.94.  against  $29,975.26  for  June,  1902.  The 
increase  is  $7,794.68,  an  average  of  $259.82  per  day.  For  the  year 
the  earnings  were  $377,790,  against  $323,761  for  the  previous  year. 
The  increase  is  $54,029,  an  average  of  $148  per  day. 


Directors  of  the  Lake  Street  Elevated  Railroad  Co.,  of  Chicago, 
voted  June  30th  to  pay  the  semi-annual  interest  on  the  first  mort- 
gage bonds.  The  earnings  were  not  sufficient  in  the  half  year  to 
make  the  full  payment  and  the  balance  was  advanced  by  Northwest- 
ern interests.  The  amount  of  the  deficit  was  not  stated,  but  the 
deficit  for  the  year  1902  was  $29,916. 


The  gross  earnings  of  the  .'\urora,  Elgin  &  Chicago  Railway  Co. 
for  May  were  $28,010;  net  earnings.  $15,280.  'The  operating  ratio 
is  about  46  per  cent.  'I"hc  Elgin  branch  has  been  opened  a  short 
time  only,  but  it  has  appreciably  bettered  the  earnings  and  a  100  per 
cent  increase  is  predicted  when  the  system  is  in  full  operation.  For 
the  first  five  days  of  July  the  receipts  were  $12,744. 


'The  stockholders  of  the  Toledo,  Bowling  Green  &  Southern  Trac- 
tion Co.  have  been  notified  that  no  dividends  will  be  paid  this  year. 
The  surplus  earned  will  be  devoted  to  improvements.  The  con- 
solidated power  house  at  Cygnet  will  be  built  and  the  rest  of  the 
surplus  will  be  used  on  the  road  bed.  'The  company  has  a  bond 
reser\'c  of  $275,000  and  this  will  be  issued  and  the  bulk  of  the  pro- 
ceeds used  to  build  a  line  over  a  recently  acquired  right  of  way  into 
Toledo. 


Cobc  &  McKinnon  are  endeavoring  lo  arrange  for  a  reorganiza- 
tion of  the  Calumet  Ivleclric  Street  Railway  Co.,  which  shall  place 
the  property  in  the  hands  of  stockholders.  'This  properly  consti- 
tutes the  principal  asset  of  the  National  Bank  of  Illinois,  which 
failed  some  years  ago,  and  for  the  inipaid  liability  of  $3,250,000  with 
accrued  interest  the  stockholders  of  the  bank  have  to  look  to  the 
Calumet.  As  the  oilier  aflfairs  of  the  bank  have  Weu  wound  up  it  is 
considered  that  it  would  now  l)e  desirable  to  reorganize  the  Calu- 
met railw.'iy  and  distriliiitc  stuck  and  Imtids  to  the  stockholders  of 
the  bank. 


It  is  stated  Ihat  iho  Washington,  Baltimore  &  Annapolis  Electric 
Railway  Co.  has  Im-cu  placed  in  ihe  hands  of  receivers  as  a  precau- 
tionary measure  pending  the  completion  of  a  new  financial  plan. 
James  G.  Christy,  jr.,  the  general  manager,  and  a  representative  of 


Marbury  &  Gosnell.  of  Baltimore,  arc  named  as  receivers.  'The 
company  was  incorporated  May  22,  1899,  with  a  capital  of  $2,000,000, 
and  the  system  was  10  be  completed  early  in  1904-  Some  of  the 
subscribers  failed  to  pay  in  their  sub.scriplions,  thus  making  the 
original  financial  plan  inadcfiuate.  'The  projectors  slate  that  there 
is  no  occasion   for  alarm. 


'The  Philadelphia  Rapid  Transit  Co.  closed  its  first  oporaliiijj  year 
at  midnight  June  30th  and  officials  stated  that  it  was  the  most  profit- 
able 12  months  ever  experienced  by  traction  lines  in  Philadelphia. 
Gross  earnings  were  estimated  at  approximately  $16,000,000.  Ow- 
ing to  the  large  sums  spent  in  improvements,  the  increase  in  oper- 
ating expenses  and  fixed  charges  the  net  earnings  are  expected  to 
be  about  $1,500,000.  The  total  fixed  charges,  including  $900,000  which 
must  be  paid  the  Union  Traction  Co.,  amount  to  $7,734,722,  and  the 
operating  and  improvement  expen.ses  are  estimated  at  a  like  amount. 
'The  number  of  passengers  carried  is  estimated  at  416,000,000. 

OAKLAND  TRANSIT  CO. 

Following  is  the  official  statement  of  the  earnings  of  the  Oakland 
(Cal.)  Transit  Co.  for  May:  Gross  earnings,  $107,369;  operating 
expenses,  $49,538;  net  earnings,  $55,830;  fixed  charges,  interest  and 
taxes,  $23,546;  surplus,  $32,284.  This  is  the  first  month  the  earnings 
have  exceeded  $100,000.  The  operating  ratio  is  only  47  per  cent  and 
the  surplus  of  $32,284  is  at  the  rate  of  a  little  more  than  6  per  cent 
per  annum  on  $6,000,000  of  stock. 


ITHACA    STREET    RAILWAY    CO. 

'The  report  of  the  Ithaca  Street  Railway  Co.,  of  Ithaca,  N.  Y.,  for 
the  month  of  May,  1903,  which  we  have  received  by  courtesy  of  the 
general  manager,  Mr.  H.  A.  Nicholl,  shows  most  gratifying  results. 
The  gross  earnings  from  operation  in  May,  1903,  were  $9,284,  an 
increase  of  $1,433  compared  with  May.  1902;  operating  expenses,  in- 
cluding taxes,  $4,860,  a  decrease  of  $5,480;  not  earnings  from  opera- 
tion, $4,424,  as  against  a  deficit  of  $2,851  in  May,  1902.  'The  gross 
income  from  all  sources  for  May,  1903,  was  $6.3,S8,  from  which  arc 
deducted  $1,625  interest  and  $122  for  taxes,  leaving  a  surplus  of 
$4,641  as  against  a  deficit  of  $2,192  for  May,  1902.  'The  ratio  of 
operating  costs  to  earnings  was  ,5234  excluding  taxes  and  .5366  in- 
cluding taxes. 


ELGIN,  AURORA  &  SOUTHERN. 

The  Elgin,  Aurora  &  Southern  'Traction  Co.  reports  as  follows : 

1902.  1903.  Increase. 

Gross  earnings    (May) $     35.' IS  $     .39,147  $       4,032 

Operating    expenses 19,628  21,794  2,166 

Net  earnings  25,487  17,353  1,866 

Deductions     8,333  ^.333           

Surplus   7, 1 54  9,020  i ,8(>f) 

Five    months'   gross 152,582  168,544  iS.'/i-' 

Expenses    92,167  102,178  10,011 

Five  months'  net f'0,415  66,366  5,951 

Deductions     41,667  41,667           

Five    months'    surplus 18,748  24,(k)<)  5,951 

ClIICACO  &■  MILWAUKEE  ICLTXTk  IC  ]<\ . 

ig02.  1903.  Increase. 

Gross  earnings    (June) $      17,750  $     22,482  $       4.732 

Operating    expenses    7,065  7.742  677 

Net  earnings   10,685  14.7-1"  4,055 

Vov  six  nionlUs  eliding  June  3ii(li : 

iijoj.  '9"3-  iiUTcase. 

(iross  earnings   $     78,939  $     93,720  $      14,7**! 

Operating   expenses    .38,052  ,39,^46  1.794 

Net  earnings  40,887  53,^73  12,986 


INTERNATIONAL  'TRACTION  SYSTEM. 

'The   following  stalcnicnl   of   income  accoinit  of  the  International 

Traclion   Co.,   of   liuffalu,    for   May    was  forwarded    by    Mr.   R.    I". 
Kankine,  secretary  and  treasurer: 

i(X>2.  1903.  Increase. 

(iross  earnings   $264,184.78  .$327,126.23  $62,941.45 

Operating    expenses 146,786.52  I74,457.6s  27,671.13 

Net  earnings  117,398.26  152,668.58  35,270.32 


4.^0 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  7. 


I'l.xcil   charges    lJ547f>.jH 

Net    income     •8,07«.l.i 

Nfl  inciinic,  July   1   to  dalc.t6lj,A».X<; 
UpcrutiiiK   ralio    .3(15 


l.tl.'XJ/S-!  O.J.M.14 

jo,v7io<)  .'•(.o^imK 

I57,J08.IJ  !45S."Wi7'' 

.54-!  I  o-!J 


tlncliulcN  earnings  of   l'aii-.\niirii:in   IC.\|io>itiiin  period. 

I,  IJccrease. 

♦Deficit. 


rillL.\l)i:Ll'lll.\  CO    AND  AI'FILI.MKD  CORPORA  IIONS 
Comparative  statement  for  May  of  I'hiladelphia  Co.,  fupiitalile  Lias 
Co.,  Consolidated  Gas  Co.  of  the  City  of  I'ittslmrg.  the  .Mlegheny 
County   Light  Co.  and  the    I'ilt^lmrg    Railways  Co  : 

ic)OJ  l<)OJ  Increase. 

Gross  earnings   $i.i40,7()y    ?i.i4i).i2()    $    108,357 

Kxpenscs    636.458         7"5-J54  7>'.796 

Net   earnings    504.3>>  5J3.S7'  J9,56o 

Miscellancons     15.J69  24.007  8.6.^8 

Total  earnings    519.680         557.S79  38.199 

Fixed   charges    307.245         3i"."'J  9.«68 

Total  income 212435         240.765  28.330 

.•\ccrued      dividend      on     preferred 

stock  of   Philadelphia  Co 23.934  23.936  2 

Net    income— snrplus    188,501  Ji6,8j8  3Ai-7 

Pro|>ortion  due  to  other  owners  of 
common  stock  of  affiliated  cor- 
porations       1 54  167  13 

.■\vailable  for   Philadelphia  Co 188.346         ji6,66i  28.315 

The  gross  earnings  for  the  five  months  amounted  to  $6,521,567.  an 
increa.sc  of  $747,951;  operating  expenses.  $3,530,291.  an  increase  of 
$538,508;  total  available  for  Philadelphia  Co.,  $1,513,788,  an  increase 
of  $62,392. 


TOLEDO  RAILWAYS  &  LUiHi 

Statement  of  the  Toledo  Railways  &  Light  Co. 

1902. 

Gross  earnings  $    1 17,005    $ 

Operating  expenses  110.2^6 

Net  earnings   .16,759 

Interest    37,851 

Surplus     18,907 

Operating   ratio    5 ' -49 

First  iMve  Months: 

1902. 

Gross  earnings    ....$    548,()Oi     $ 

Operating   expenses    288,224 

Net  earnings  260,377 

Interest    189,179 

Surplus     71,198 

Operating   ratio    52.54 


CO. 


for  May 

1903 

Increase. 

I.5.S.41.S 

$      18.410 

70.726 

10,479 

64.689 

7.930 

40,836 

2,985 

23,><53 

4-945 

52.23 

74 

1903 

Increase. 

630,633 

$     82.031 

329.399 

41.175 

30I.2.53 

40.855 

200,935 

11.756 

iao,2y8 

29,099 

52.23 

*-3l 

*Dccrcase. 


CINCINNATI.  NEWPORT  &  COVINGTON 
Following  is  the  condensed  statement  of  the  Cincinnati 
&  Covington  Light  &  Traction  Co,  for  May: 

1902.  1903. 

Gross    earnings    .                      $     02,5.56  $    ioo,.Sgi 

Operating  expenses  36,593  42.848 

Damages,  taxes,  rents  and  tolls,,,,        13.728  16.839 

Total  expenses  50.321  59.688 

Net  earnings   42,214  41.202 

Fixed   charges    21,066  20.996 

Net  profit   21.147  20,205 

Operating    ralio     3y  42 

•Decrease. 

Following  is  the  five  months'  statement : 

1902.  1903. 

Gross    earnings     $   428,110  $    469,140 

Operating   expenses    178,075  196.348 

Damages,  taxes,  rents  and  tolls....       67,982  83,539 

Total  expenses   246.058  279,887 

Net  earnings  182.051  189.252 

Fixed  charges  104.693  105.327 

Net  profit    77.3.58  83.924 

Operating  ratio 4159  4185 


Newport 

Increase. 

$       8.35J 

6,255 

3. 1 1 1 

9..167 

*1.012 

*70 
*942 


Increase. 

$     41,030 

18,273 

15,557 

33.829 

7.201 

634 
6.566 


ClNCINNAll.  DAYTON  &    I OLEDO. 
1  he  statement  for  May  compares  as  follows : 

1902.  1903. 

Gross  earning-  $     40,113     $  46,173 

0|H-raling    exptiises    21.922  25.021 

Net  earnings   18,191  21,152 

Deductions     16,798  16.050 

Net  income  i  ,393  . 5, 101 


Increase. 
$       6,060 

3."« 
2.960 

•74« 
3.708 


•Decrease. 

0|K'rating  expenses  include  an  accident   appropriation  equal  to  2 
|K-r  cent  of  gross  earnings. 

For  the  12  months  ending  May  31,  1903: 

Gross   earnings    $489,493 

Operating  expenses    271,812 

Net    earnings    217,680 

Deductions    193,672 

Net  income  24,008 

Surplus  earnings  of  subsidiary  companies   (Southern  Ohio 

Express  Co. )    8,589 

Credit  balance  in  accident  fund 7.017 


STRIKES  OF  THE  MONTH. 


RICHMOND  STRIKE. 

-As  stated  in  the  "Review  "  for  June,  the  conductors  and  motormcn 
of  the  Virginia  Passenger  &  Power  Co..  of  Richmond,  Va.,  went  out 
on  strike  June  I7lh.  The  "strike"  is  still  on,  although  the  company 
has  l>een  operating  upon  all  its  lines  since  early  this  month  and 
considers  the  strike  over  so  far  as  it  is  concerned.  There  has  been 
a  great  deal  of  rioting  in  Richmond  and  vicinity,  accompanied  by 
considerable  bloodshed  and  one  fatality.  The  rioting  began  the 
second  day  and  continued  with  increased  violence  so  that  on  June 
23d,  although  the  police  force  had  l)een  largely  increased  it  was 
necessary  to  call  for  troops  and  two  regiments  of  militia  were  or- 
dered out  to  guard  the  company's  projKTty  and  patrol  its  lines.  Con- 
siderable adverse  criticism  has  been  circulated  anent  the  special 
policemen  who  were  appointed  to  duty  during  the  strike,  it  being 
stated  that  many  of  them  .sympathized  with  the  strikers  and  failed 
to  do  their  duty.  When  the  trouble  became  serious  at  the  beginning 
uf  the  strike  the  saloons  were  ordered  closed,  women  and  children 
were  kept  within  doors  and  the  city  was  practically  under  martial 
law.  There  were  numerous  clashes  between  soldiers  and  the  mob 
and  several  were  injured  on  both  sides.  One  man  was  shot  and 
killed  by  a  soldier  in  Manchester  on  July  4lh  and  an  inquest  was 
held  at  which  the  colonel  commanding  allowed  the  military  to  tes- 
tify. The  moll's  favorite  procedure  was  to  fire  revolvers  at  the  cars 
from  ambush,  throw  rocks,  cut  trolley  wires,  stretch  wires  across 
the  street  to  cut  the  motormen's  faces,  attempt  to  wreck  cars  by 
blocking  the  tracks,  and  in  one  instaiKc  dynamite  was  used  to  blow 
up  the  track,  the  explosion  resulting  in  wounding  a  captain  of  militia. 
.■\n  incendiary  attempt  was  made  to  burn  the  company's  trestle 
bridge  at   Seven   Pines,  also. 

The  first  day  of  the  strike  the  company's  general  manager.  S.  W. 
Hufif.  issued  a  notice  to  the  strikers  to  return  to  work  the  follow- 
ing morning  or  lose  their  places.  The  next  day  the  company  began  to 
operate  in  Richmond  with  non-union  men,  increasing  the  number 
of  cars  each  day.  The  Petersburg  cars  were  run  without  difficulty 
from  the  start.  No  attempt  was  made  to  run  cars  on  the  Manchester 
lines  until  the  company  had  things  well  in  hand  in  Richmond.  The 
company  received' more  applications  for  positions  than  were  needed, 
many  of  the  applicants  being  soldiers,  some  of  whom  were  hired  as 
soon  as  they  were  released  on  furlough.  The  ministers  of  Rich- 
mond early  participated  in  the  strike  and  tried  to  cfTccI  a  reconcilia- 
tion, but  the  company  was  firm  in  its  refusal  to  treat  with  the  union. 
On  one  occasion  the  company's  junior  counsel.  Capt.  A.  B.  Guigon, 
was  assaulted  by  a  policeman  whom  he  had  requested  to  arrest  a 
rioter.  The  sheriff  of  Henrico  County  refused  to  issue  a  call  for 
troops  when  necessity  for  their  presence  was  first  manifested  and  it 
was  not  until  he  was  threatened  with  impeachment  that  he  consented 
to  act.  A  great  many  rioters  have  been  arrested  and  fined  during 
the  strike,  as  were  a  number  of  discharged  strike  breakers,  who 
were  caught  stealing  fares,  or  sympathizing  with  the  strikers. 

A  few  of  the  strikers  applied  for  their  old  positions  and  were 
taken  back,  but  the  majority  of  the  800  who  went  out  remained  out. 
some  going  elsewhere  to  work. 


July  20,  1903] 


STREET  RAILWAY  REVIEW. 


431 


The  Manchester  and  Seven  Pines  lines  were  opened  regiiUirly  July 
2d  under  heavy  gnard.  Three  of  the  guards  were  sent  to  the  Hen- 
rico County  grand  jury  charged  with  "feloniously  shooting  into  a 
crowd  of  innocent  bystanders."  On  July  8th  it  was  announced 
that  the  militia  would  be  sent  home  and,  in  fact,  about  100  were 
given  a  furlough.  The  guards  had  been  removed  from  the  cars  and 
streets  two  days  before  and  the  cars  were  apparently  being  oper- 
ated in  safety,  although  rock  tlirowing  continued.  Five  men  em- 
ployed on  the  Oakwood  and  Hollywood  line  were  stoned  July  "ih 
and  severely  hurt.  and.  reports  of  renewed  violence  coming  in  from 
other  sections,  it  was  decided  to  renew  the  guards  on  some  of  the 
lines,  and  the  colonel  in  charge  of  the  troops  stated  that  it  would 
be  tuiwise  to  dismiss  the  militia  at  that  time. 

July  Sth  the  company  caused  the  arrest,  for  criminal  libel,  of  two 
editors  of  "Opinion,"  the  strikers'  organ,  and  a  strike  breaker  for 
printing  an  affidavit  to  the  effect  that  C.  1?.  Buchanan,  superintendent 
of  transportation,  is  living  in  Richmond  under  an  assumed  name. 
The  supply  house  of  Sitterding-Carneal-Davis  Co..  of  which  Mr. 
Sitterding  is  president,  as  well  as  being  president  of  the  street  rail- 
way company,  has  sued  the  local  bricklayers'  union  for  $10,000  dam- 
ages for  boycotting  the  firm's  materials. 


DUBUQUE  STRIKE. 

The  strike  of  the  street  railway  employes  of  the  Union  Electric 
Co..  of  Dubuque.  la.,  begun  May  6th  to  enforce  "recognition  of  the 
union"  and  the  various  unreasonable  and  impossible  demands  com- 
monly included  in  that  phrase  was  .settled  June  J,?d.  In  our  issue 
for  June  we  gave  a  brief  account  of  the  strike  which  June  i6th  cul- 
minated in  serious  riots  requiring  the  presence  of  the  state  militia 
for  their  suppression.  May  gth  the  company  foimd  that  the  city 
would  not  or  could  not  afford  proper  police  protection  and  street 
car  trafllic  was  suspended  until  June  nth.  June  16th  the  militia  was 
called  out  and  remained  in  Dubuque  until  June  23d.  The  basis  of 
the  settlement  was  as  follows:  The  company  will  not  discriminate 
against  union  men.  If  men  feel  they  have  grievances  the  company 
will  hear  them  or  representatives  of  any  organization  to  which  they 
Wlong.  The  company  will  provide  free  transportation  for  employes. 
'I'he  three  men  whose  discharge  was  one  of  the  causes  of  the  strike 
arc  to  receive  clearance  cards  stating  their  services  while  employed 
were  generally  satisfactory.  Other  strikers  desiring  employment  will 
be  rein.stated  without  prejudice. 

These  terms  are  practically  identical  with  the  letter  of  the  com- 
pany of  May  5lh  in  reply  to  the  men's  original  demands. 


OTHER  STRIKES. 

The  conductors  and  motormen  of  the  Beaumont  (  Te.v.J  Traction 
Co.  struck  July  2<\  for  "recognition  of  the  union"  and  an  increase  in 
wages.  The  manager  refused  to  sign  a  contract  with  the  employes 
on  the  ground  that  they  are  irrcsixmsible.  The  lines  were  tied  up 
over  the  Fourth  of  July,  but  it  was  announced  that  by  July  6th  non- 
union men  would  l)egin  to  operate  the  cars.  More  than  500  applica- 
tions were  received.  The  company  positively  refused  the  wage  in- 
crease asked,  nor  would  it  consent  to  arbitration.  So  far  as  re- 
ported there  has  been  no  rioting. 

The  conductors  and  motormen  employed  by  the  Columbus  (Ga.) 
Railroad  Co.  voted  to  strike  July  "th  and  21  did  so.  Later  in  the 
day,  however,  eight  went  back  to  work.  "Recognition  of  the  union" 
was  the  only  demand  made.  The  company  had  16  men  in  reserve 
to  fill  the  strikers'  places. 

The  heads  of  several  departments  of  the  Oneonta,  Cooperstown 
&  Richfield  Springs  Railway  Co.,  of  Oneonta,  N.  Y.,  resigned  June 
39th,  owing  to  disagreements  as  to  management,  with  the  result  that 
the  engineers,  niolormen,  conductors  and  others  of  the  operating 
force  refused  to  work  and  for  several  hours  on  June  .^otli  the  road 
was  tied  up.  'Ilic  company  secured  the  services  of  other  men  later 
and  the  road  resumed  business.  The  company  has  since  passed  into 
the  hands  of  a  receiver. 

An  incipient  strike,  which  in  no  way  affected  the  o|>eration  of  the 
road,  occurred  July  4th  on  the  St.  Ix)uis  Transit  Co's.  lines.  De- 
mands were  made  for  the  recognition  of  the  union,  a  shortening  of 
the  working  day,  and  an  increase  in  the  wage  scale.  A.s  only  a  small 
per  cent  of  the  2,700  employes  Ijclong  to  the  union  the  strike  did  not 
materially  aflTect  traffic.  The  company  anticipated  the  trouble  in  part 
liy  discharging  40  motormen  and  cfjnductors. 

The  difTercnccs  between  the  Seattle  Electric  Co.  and  the  linemen's 


union,   which   have   been   on    lor   tlie   past   nine   monllis.   have   been 
amicably  adjusted. 

An  agrecmein  has  been  effected  between  the  Scranton  Railway 
Co.  and  the  union  which  provides  for  arbitrators  and  lasts  for  three 
years. 

By  a  vote  of  45  to  19  the  striking  employes  of  the  Connecticut 
Railway  &  Lighting  Co.  in  Bridgeport,  Conn.,  voted  July  loth  to 
call  off  the  .strike  at  that  place.  This  was  done  without  the  sanction 
of  the  union.  The  strike  lasted  58  days.  Five  of  the  Waterbiiry 
strikers  went  back  to  work  July  6tb,  making  60  of  the  old  men  now- 
working  for  the  company. 

The  conductors,  motormen  and  power  house  employes  of  the 
Kanawha  Valley  Traction  Co.,  of  Charleston,  W.  Va.,  struck  July 
nth  for  "recognition  of  the  union"  and  increased  wages.  The 
superintendent  and  foremen  operated  the  cars. 


CARS  AND  TRUCKS  FOR  INTERBOROUGH 
COMPANY. 


I'he  Inlerborough  Rapid  Transit  Co.  of  New  York  City,  has  or- 
dered 200  cars  and  460  trailer  trucks  from  the  St.  Louis  Car  Co.,  all 
of  which  are  now  in  the  course  of  construction.  The  distinguishing 
features  of  the  trucks  are  solid  forged  frames  all  the  way  around, 
insuring  squareness  and  rigidity.  These  trucks  are  of  the  swing 
bolster  type  and  the  transom  bars  are  all  machine  fitted.  They  will 
be  run  at  a  speed  of  45  miles  an  hour. 

The  cars  will  have  copper  sheathing  and  "Transite"  llooring  which 
will  make  them  virtually  fire-proof.  The  general  dimensions  of  the 
cars  are  as  follows:  Length  over  draw  bars,  51  ft.  5  in.;  length  over 
corner  posts,  42  ft.  7  in. ;  distance  from  center  to  center  of  needle 
beams,  10  ft.  11  in.;  width  over  side  sills,  8  ft.  8.>4  in.;  height  of  end 
door  openings,  6  ft.  b'/i  in.;  height  of  body  from  bottom  of  sill  to 
lop  of  roof,  8  ft.  g?8  in. 

Q  &  C  BONZANO  RAIL  JOINT. 


The  accompanying  illnstration  shows  the  (,)  &  C  "Bonzano"  rail 
joint,  wdiich  is  in  use  on  more  than  a  score  of  the  large  steam  roads 
of  the  country,  and  it  is  presented  by  the  manufacturer  as  being 
expressly  suited  ti>  eleclric  iiUerurlian  n-i|uiremen(s.     The  engraving 


llONZANO  K.\ll.  JdlNT. 

clearly  defines  the  special  features  of  ihe  joint.  It  is  claimed  thai 
the  joint  has  the  .same  strength  and  resilience  as  the  rail,  and  that 
the  rails  receive  equal  support  laterally  and  longitudinally,  thereby 
obviating  the  tendency  to  spread. 

It  is  further  pointed  out  that  this  joinl  does  not  interfere  with  Ihe 
expansion  and  coiUraelion  of  the  rail,  and  the  vertical  wave  move- 
ment of  the  track  mnler  passing  loads  is  continuous;  also,  extra 
tamping  of  Ihe  ties  at  the  joints  is  unnecessary  .ind  llie  lie  is  iioi 
weakened  by  extra  spiking.  The  first  cost  of  these  joints  is  said 
to  be  1ml  a  Irille  more  than  that  of  angle  bars  where  lie  plates  are 
used,  and  less  labor  is  re(|nired  on  Ihe  track  and  shocks  to  Ihe  rolling 
slock  are  reduced. 

The  manufactmer  and  sole  selling  agent  of  ihe  Bonz:ino  joint  is 
the  RaiUvay  Appliance  Co.,  C)ld  Colony  Building,  Chicago. 
•-•-• 

The  Boston  S-  Worcester  (Mass.)  .Street  Railway  Co's.  syslem  was 
officially  iiisiiecled  June  J'llli  ,ind  regular  Iwilf  Iioiiily  service  was 
inaugurated  July  (>lli.  I'ur  i.s  of  ilie  44  iiiilcs  ilic  .onipany  owns  a 
private  riglil  of  way.  It  lakes  less  than  lime  hours  to  rover  ihe 
distance  withfiut  speeding. 


Ui 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No   7- 


SELF  CONTAINED   STREET    RAILWAY  CARS. 

rhc  acconipanyiiiR  illii>tr.Ttioiis  slmw  two  views  of  a  new  streel 
railway  ear  wIik-Ii  is  l>riii|{  put  upon  the  market  by  the  Chicago  Motor 
Vehicle  Co.  These  cars  arc  entirely  self  containeil,  lieing  operated 
liy  a  gasoline  motor  and  Ihey  contain  many  features  which  specially 
adapt  them  for  light  street  railway  service,  such  as  owl  cars  or  for 
places  where  the  expense  of  equipping  and  maintaining  a  trolley  sys- 
tem would  not  he  warranted  by  the  amount  of  traffic.  The  car 
shown  in  the  illu.stratioa  weighs  7,500  lb.,  is  about  30  ft.  long  over  all 
and  seats  22  passengers.  It  is  driven  by  a  two-cylinder  engine  of 
opposed  type  of  25  h.  p.  capacity  which  is  extremely  compact  in  its 
design  and  is  capable  of  operating  the  cars  np  to  a  speed  of  30 
miles  an  hour.  This  equipment  provides  sufficient  excess  power  for 
hauling  trailers  and  one  of  the  illustrations  shows  one  of  these  cars 
switching  two  freight  cars  at  the  company's  side  tracks  at  Harvey. 
III. 

One  of  the  most  imp<irlant  features  of  this  car  is  its  driving  gear 
which  is  known  as  the  Worth  friction  drive.  This  drive  consists  of 
a  large  disk  connected  on  one  end  of  the  main  engine  shaft,  its  face 
being  covered  with  leather  which  is  cemented  and  riveted  to  the 
disk.  .Against  this  disk  a  friction  wheel  runs  which  is  carried  on 
a  shaft  whose  ends  are  geared  directly  to  the  car  axles,  the  friction 
wheel  running  at  right  angles  to  the  disk.  The  car  is  controlled  by 
merely  moving  the  friction  wheel  along  its  shaft  to  any  part  of  the 
disk,  one  side  of  which  runs  the  car  in  the  forward  direction  and 
the  opposite  side  Kickward.  When  the  friction  wheel  is  at  the 
center  of  the  disk  there  is  no  tendency  for  the  car  to  run  in  cither 
direction  and  by  applying  the  pressure  in  this  position  the  driving 
mechanism  acts  as  a  brake.  In  addition  to  this  the  usual  wheel 
brakes  arc  also  provided.  This  friction  drive  permits  the  car  to 
be  controlled  with  the  utmost  ease  and  the  rate  of  speed  cither  b.ick- 
ward  or  forward  can  be  changed  from  zero  to  the  maximum  without 
changing  the  speed  of  the  engine.  The  engine,  however,  is  provided 
with  a  changeable  gear  so  that  the  car  may  l>e  arranged  in  a  mo- 
ment's time  to  operate  at  a  low  speed  when  a  large  amount  of  power 


GASOLIM     M' 


u  .\  ">■  I  .\  R . 


is  required  or  at  a  higher  speed  when  a  light  lo.ad  is  to  be  carried. 
This  changeable  gear  is  similar  in  its  general  arrangement  to  the 
back  gear  of  a  turning  lathe.  The  frame  of  which  the  truck  is  com- 
posed is  built  up  of  hollow  steel,  the  diflfercut  pieces  being  first 
screwed  together  and  afterward  brazed.  The  oiling  systein  of  the 
engine  is  also  entirely  automatic,  the  oiler  being  brought  up  on  one 
side  of  the  controller  where  there  are  a  number  of  separate  sight  feed 
gages  running  to  the  different  parts,  each  of  which  gages  may  be 
set  to  feed  at  any  rale  desired. 

The  heating  of  the  car  is  provided  by  means  of  hot  water  which 
i<  carried  through  pipes  underneath  the  seats.    These  pipes  arc  con- 


nected with  the  water  circulating  system  of  the  engine  and  may  be 
used  or  not  according  to  weather  conditions.  Hy  thus  utilizing  the 
water  which  l>cconies  heated  in  the  jacket  of  the  engine  the  car  is 
healed  without  any  additional  ex|>ensc  whatever.  The  car  is  lighted 
by  acetylene  gas  and  is  provided  with  electric  call  bells.  Both  a  bat- 
tery and  a  magneto  are  provided  for  exploding  the  gas,  Ihc  battery 
lieing  used  merely  on  starling  up.  after  which  the  magncio  comes  into 
use.  One  revolution  of  the  engine  is  sufficient  lo  start  it  and  it  is 
automatically  stopped  by  means  of  a  hand  lever.     The  car  axles  are 


provided  with  roller  Iwarings.  It  will  Ix  seen  from  one  of  the 
illustrations  that  passengers  enter  and  leave  the  car  at  a  door  near 
the  front,  this  design  having  been  adopted  so  that  the  car  can  be 
operated  entirely  by  one  man  who,  in  addition  to  handling  the  con- 
trolling mechanism  can  collect  the  fares  as  passengers  leave  the  car. 
The  value  of  an  entirely  self  contained  car  of  this  character  for 
many  purposes  is  generally  understood  and  the  economy  with  which 
such  a  car  can  be  operated  makes  it  very  desirable  for  light  traffic. 
These  cars  are  highly  endorsed  by  Robert  McCulIoch,  general  man- 
ager of  the  Chicago  City  Railway  Co. ;  J.  F.  Wallace,  general  man- 
ager of  the  Illinois  Central  Railroad  Co.;  Robert  Quayle,  superin- 
leiident  of  motive  power,  Chicago  &  Northwestern  Ry.,  and  others. 


AN  ABSOLUTELY  AUTOMATIC   MECHANICAL 
STOKER. 


The  Under-Feed  Stoker  Co..  manufacturer  of  the  well-known 
Jones  under-feed  mechanical  stoker,  has  perfected  an  autoinatic 
device  to  be  used  in  connection  with  its  stoker  that  is  automatic 
in  every  sense  of  the  word.  The  accompanying  illustration  shows 
the  principle  upon  which  it  is  constructed.  Heretofore,  stokers  have 
been  termed  "automatic"  when,  strictly  speaking,  they  were  only 
partially  automatic,  as  it  has  always  been  necessary  for  the  operator 
lo  readjust  the  automatic  device  when  it  was  necessary  10  change 
the  fuel  supply,  and  it  has  also  generally  been  necessary  for  the 
operator  lo  regulate  the  draft.  The  application  of  the  device  can 
he  made  to  any  of  the  Jones  stokers  that  have  been  manufactured 
for  the  past  five  or  six  years. 

On  stokers  now  made  which  are  equipped  with  the  automatic 
device  referred  to,  the  slide  valve  formerly  used  on  the  stoker  is 
removed,  as  well  as  the  valve  stem,  the  stoker  automatic  cut-off 
lever,  and  operating  handle.  In  place  of  the  slide  valve  a  rotary 
disk  valve  is  used,  this  being  placed  on  a  standard  in  close  proximity 
lo  the  blower.  This  valve  is  operated  by  a  belt  connecting  it  to  the 
blower,  which  is  in  turn  operated  by  the  engine  shown  at  the  side 
of  the  boiler  in  the  illustration.  Tlie  speed  of  the  engine  is  governed 
by  the  regulating  valve  in  the  steam  pipe  between  the  lioiler  and 
the  engine.  As  the  steam  approaches  the  blowing  off  point  the 
regulating  valve  closes,  the  speed  of  the  engine  is  reduced,  neces- 
sarily reducing  the  speed  of  the  blower  and  the  rotary  valve  which 
controls  the  ram  plunger  that  conveys  the  fuel  into  the  furnace. 
If  steam  falls  the  regulating  valve  opens,  the  speed  of  the  engine, 
the  blower  supplying  the  air,  and  the  disk  valve  controlling  the 
feed  to  the  stoker  is  immediately  increased,  the  entire  operation 
In-ing  entirely  automatic  and  Iwing  governed  by  steam  pressure  alone 
and  without  any  attention  from  the  operator.  The  quantity  of 
air  is  automatically  proportioned  in  accordance  with  the  quantity 
of  fuel  used.    The  duty  of  the  fireman  therefore  consists  of  keeping 


July  20,  1903.] 


STREET  RAILWAY  REVIEW. 


433 


a  supply  of  coal  in  the  hopper  and  cleaning  his  fires.  If  a  battery  of 
boilers  is  eqnippci!,  a  rotary  disk  valve  for  each  stoker  is  placed 
upon  the  standard  referred  to. 

Stokers  eqnippcd  with  this  automatic  device  (the  Cole)  have  been 


ARRANGEMENT  OF  AUTOMATIC  MECHANICAL  STOKER 

in  use  about  a  year,  but  the  maiuifacliirer  until  recently  has  made 
no  great  effort  to  introduce  the  automatic  attachment  as  the  com- 
pany does  not  believe  in  e-xperimenling  in  the  plants  of  its  customers. 


perature  is  freiiueully  far  below  zero.  The  cars,  however,  have 
been  found  quite  equal  in  heat-rctaiuing  qualities  to  those  of  standard 
construction.  We  learn  that  the  people  of  these  cities  have  from  the 
first  regarded  these  cars  very  favorably.  The  illustrations  show  how 
little  the  cars  vary  from  the  usual  types  of  open 
and  closed  cars.  The  appearance  is  attractive 
and  the  fact  that  they  guarantee  protection  from 
summer  storms  and  arc  quickly  opened  or  closed 
10  meet  changes  of .  temperature  renders  them 
doubly  attractive  to  passengers.  The  enclosed 
vestibules,  assist  in-  keeping  the  car  warm  in  win- 
ter and  do  I'lot  detract  from  coolness  in  summer, 
since  the  sashes  may  be  dropped  and  the  doors 
.  left  open. 

In  the  illustration  of  an  interior,  a  window  and 
panel  arc  taiscd  into  the  roof  pocket  to  show  the 
neat  appearance  and  simple  arrangement  of  the 
system  of  runways  in  the  posts.  The  window  run- 
ways are  entirely  of  metal,  a  design  adopted  to 
eliminate  the  sticking  danger  of  the  sashes.  It 
will  be  noticed  that  the  curtain  runways  extend 
to  the  floor.  This  is  for  protection  from  wind  or 
sun.  The  round-corner  seat-end  panels  add  stiff- 
ness to  the  base  of  the  posts  and  give  a  finished 
appearance  to  the  car  when  it  is  open.  Seats  for 
36  passengers  are  provided,  the  seats  being  of  the 
reversible  back  type,  upholstered  in  spring  cane. 
The  cars  are  finished  inside  in  natural  cherry  and 
have  decorated  birch  ceilings. 
The  general  dimensions  are  as  follows :  Length  over  end  panels, 
25  ft.  9  in. ;  length  over  crown  pieces  and  vestibules,  35  ft.  2  in. ; 
from  end  panels  over  vestibules,  4  ft.  8^  in. ;  width  over  sills  and 


ItRILL  CONVEK  TIliLK  CAKS  IllR   BENTON  HARBOR  AND  ST.  JOSEPH. 


There  arc  about  100  stokers  in  Detroit,  .Mich.,  alone  equipped  with 
the  device  which  the  manufacturer  states  is  the  only  stoking  device 
manufactured  in  which  the  fuel  and  air  supply  are  correctly  and 
automatically  proportioned  and  regulated  by  the  steam  pressure  in 
the  plant. 

NEW  TOURING  CAR  FOR  CLEVELAND. 


The  Cleveland  i!,lectric  Railway  Co.  has  put  uuo  service,  begin- 
ning July  I2th,  a  city  touring  car,  on  which  a  two  hours'  ride  may  be 
taken  for  25  cents.  It  is  a  large  open  car  and  it  leaves  Public  Square 
at  9  and  11  a.  ni.,  and  l,  3,  5  and  7  p.  in.  There  are  several  very 
pretty  routes  in  Cleveland  and  vicinity  and  the  innovalinn  promises 
to  Ixconic  popular.  Mr.  J.  W.  Butler  is  manager  of  the  excursion 
and  park  business  of  this  company. 


MORE  CONVERTIBLE  CARS   FOR   BENTON 
HARBOR  AND  ST.  JOSEPH. 


.\  »cond  order  for  convertible  cars  has  lately  been  completed  by 
the  J.  (j.  Brill  Co.  for  the  Benton  Harbor  &  St.  Joseph  (Mich.) 
F.leclric  Railway  &  Liglit  Co.  The  first  order  was  for  four  cars  of 
a  shorter  length  mounted  on  single  trucks.  These  cars  have  evidently 
Kivcn  good  service  and  have  successfully  met  the  climatic  conditions. 
Situated  on  the  cast  shore  of  Lake  Michigan,  the  cities,  from  which 
the  railway  company  lakes  its  name,  arc  cxpo.scd  in  winter  to  se- 
vere storms  which  blow  from  the  west  across  the  lake,  and  (he  tern- 


sill  plates,  7  ft.  b%  in. ;  width  over  posts  at  bell,  S  ft.  1  in. ;  from 
center  to  center  of  posts,  2  ft.  7  in. ;  sweep  of  posts,  iVs  in- ;  thickness 
of  corner  posts,  3J4  in. ;  of  side  posts,  3.V<;  in.  The  side  sills  are 
Inng-lcaf  yellow  pine,  4^x7  in.,  plated  1111  the  ciul>i<le  with  5i  x  8-in. 


INTEKliiK,  IIHII.I,  CONVEKTIBrji  CAK. 

Steel.  The  end  sills  arc  also  4}^  x  7  in.  Kach  car  is  equipped  with 
track  scrapers,  "Dumpil"  sand  boxes,  angle-iron  bumpers,  "DeiUiid.i" 
gongs,  radial  draw  bars,  ratchet  brake  handles,  ami  other  patciKed 
specialties,  all  of  the  builders'  make.  The  trucks  are  Brill  No.  27(1, 
with  4- ft.  wheel  base,  3jin.  wheels  and  38-h.  p.  motors. 


434 


STRliliT  KAILWAY  REVIEW. 


I  Vol..  xm.  No.  7. 


RAIL   PAVING  BLOCK. 

An  improvcil  rail  |ia\iiiK  lilcnk  h.i-  rcitiilly  Ik-cii  pl.iccd  cin  llic 
market  which  «as  dviRiiol  hy  .Mr.  Wilhain  11.  .Arthur,  Mi|K-r- 
intcndciil  of  puhhc  \s>>rk>  at  Stamford.  Conn.  These  bluck.s  which 
are  ilhi>lraled  herewith,  are  designed  to  he  used  with  T-rail  for  cily 
pavements.  This  block,  which  has  In-en  |>ateiiterl  hy  Mr.  .\rthnr,  is 
so  arranged  that  there  is  practically  no  cliaiice  of  the  griM>ve  along- 
side the  rail  iK'Coniing  clogged   with  din  or  siihsiances  of  any  kind 


VIKW  slIciwiNi;  KIDi.K. 


and  it  is  fnrthcr  arranged  so  that  carriage  wheels  can  readily  nionnl 
ont  of  the  groove  without  any  liability  of  sliding  along  the  rail  or 
being  wrenched  at  the  a.xle.  These  blt>cks  are  intended  to  l)c  placed 
iK-twecn  the  ordinary  paving  block  and  the  rail  and  they  are  so 
shaped  that  a  space  is  left  for  the  travel  of  the  flanges  of  the  car 
wheels.  One  end  of  the  block  is  provided  with  an  inclined  shoulder 
running  o(T  into  a  toe  designed  to  butt  against  the  web  of  the  rail. 
The  top  of  the  block  lies  on  a  level  with  the  top  of  the  rail  and  there 
is  a  space  between  the  top  of  the  toe  and  the  htad  of  the  rail  which 
will  permit  of  the  dirt  which  gathers  in  the  groove  being  pressed  out 
of  the  way  under  the  head  of  the  rail  as  the  llanges  of  the  car  wheels 
|>ass  along.  The  inclined  shoulder  of  the  block  is  provided  with  a 
raised  rib  at  its  center  and  when  the  blocks  arc  placed  in  position 
these  ribs  are  far  enough  apart  to  allow  a  carriage  wheel  to  mount  out 
of  the  groove  and   cross   the  rail   without  any   difficulty   whatever. 


.„jHp-RAILBtOCK 


RAIL  BLOCK 
PAT,  APRIL  21- 1903 


PAVINi;   BLOCK  KOR  T-RAILS. 

The  tire  of  the  wheel  strikes  one  of  these  ribs,  thereby  securing  a 
grip  on  the  pavement  so  that  there  is  no  liability  of  wrenching  the 
wheel.  These  blocks  may  be  made  out  of  any  material  and  by  their 
use  the  T-rail  will  be  as  unobjectionable  in  city  streets  as  the  grooved 
girder  rail,  and  the  disadvantages  of  the  latter  will  be  avoided.  The 
advantages  of  the  T-rail  for  traction  purposes  over  any  other  sec- 
tion is  generally  understood.  It  is  cheaper,  and  owing  to  the  ab- 
sence of  the  groove  and  to  its  symmetrical  section  a  lighter  rail  may 
be  used,  giving  an  equally  substantial  track.  It  has  also  a  cleaner 
head  and  it  ofTers  no  attraction  to  street  traftic.  This  paving  has 
been  examined  by  a  numlwr  of  railroad  contractors  and  engineers, 
among  whom  is  Col.  N.  II  llift,  by  whom  it  has  been  highly  recom- 
mended. 


ADVERTISING  LITERATURE. 


THE  BALDWIN-  LOCOMOTIVE  WORKS,  of  Philadelphia, 
has  just  issued  "Record  of  Recent  Construction  No:  43:"  ,v  p.iges, 
6x9  in.,  illustrated. 

THE  GOULD  STORAGE  BATTERY  CO.,  25  W.  .wd  St..  New 
York  City.  Bulletin  No.  X  June  10,  igoj.  on  "Line  Batteries;"  8 
pages,  illustrated.  8  .\  loy.  in. 

THE  I'NDER-I-EED  STOKER  CO.  OF  AMERICA  published 
the  June  issue  of  "The  Publicity  Magazine,"  issued  in  the  interests 
of  the  Jones  stoker,  the  report  of  a  test  conducted  by  N.  C.  Wilson. 
M.    E.,   of    Pittsburg,    on    Geary    water   lube    lioilers    equipped    with 


Jones  stokers,  the  report  shownig  ait  excellent  record  of  efficiency; 
views  of  several  plants  e<|nippc<l  with  this  <lcvice  were  also  published 
in  the  June  issue. 

THE  H.  W.  JOHNSMANVILLE  CO..  in  a  12  page  pamphlet. 
.f'^x6  in,,  (mints  out  the  meritorious  features  of  the  Kearsargc 
flange  joint  gaskets,  which  it  manufactures,  giving  prices,  directions 
for  ordering,  etc. 

HIE  NATIONAL  ItRIDGE  CO.,  Indian.iix.lis.  offers  "a  few 
suggestions  regarding  permanent  bridges"  in  a  i(>-page  pamphlet, 
,)'4x(>'<i  in.,  containing  data  and  photographs  that  camiot  fail  tn 
interest  railway  managers  and  contractors. 

J.  HOL  r  G.\TES  &  CO.,  Chicago,  western  agents  for  the  Skin- 
ner Engine  Co,.  Erie,  Pa.,  are  sending  out  circulars  illuslratmg  the 
company's  product.  On  one  page  is  shown  the  railway  type  of  Cor- 
liss engine  built  by  C.  &  G.  Cooper  Co.,  whom  .Messrs.  (iates  &  Co. 
also  represent. 

THE  ROOT  TRACK  SCRAPER  CO..  of  Kalamazoo,  Mich.,  has 
issued  a  i6-p,-ige  pamphlet,  illustrated,  devoted  to  the  Root  spring 
track  scraper  and  flanger,  which  is  endorsed  by  alwut  50  leading 
electric  railw.iy  companies.  The  Root  scraper  is  fastened  to  the 
trucks  and  it  follows  the  rail  on  the  curves,  instead  of  swinging  far 
out.  as  svhcn  fastened  to  (he  l>ody  of  the  car.  It  is  highly  com- 
mended. 

THE  CROCKER-WHEELER  CO.,  Ampere,  N.  J.,  has  issued  a 
16-page  pamphlet,  5  x  y'/j  in.,  on  "The  Source  of  the  Electric 
Light."  It  treats  of  the  Crocker-Wheeler  generators  and  contains 
half-tone  views  of  several  important  units  in.stalled  by  the  company. 
.Mso  Bulletin  No.  35,  for  June,  igoj.  on  "E<iuipmem  of  a  Railway 
Shop."  This  is  a  description  of  the  new  locomotive  and  car  shops 
of  the  Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood,  O.  It 
is  handsomely  gotten   up. 

THE  MAYER  &  ENGLUND  CO.,  of  Philadelphia,  publishes  in 
the  "Keystone  Traveler"  for  June  "The  Tale  of  Seven  Cities,"  it 
Iwing  an  outline  in  poetry  and  prose  of  the  nature  of  seven  excep- 
tionally large  contracts  recently  received  for  the  "Protected"  rail 
bond,  for  which  the  Mayer  &  Englund  Co.  is  general  sales  agent. 
The  cities  whence  these  contracts  were  received  are  Boston,  Brook- 
lyn, Bufifalo,  Rochester,  Columbus.  Indianapolis  and  Manila.  Each 
chapter  is  attractively  illustrated.  Numerous  other  .specialties  han- 
dled by  this  enterprising  company  arc  advertised  in  the  little  paper, 
also. 

THE  CiENERAL  ELECTRIC  CO.  has  issued  the  following  pub- 
lications: Bulletin  No.  4,321,  "Continuous  Current  Two-wire 
Switchlmards  with  Fuses."  Bulletin  No.  4.322  (supersedes  No. 
4,170),  "Running  Light  Telltale  Boards."  Bulletin  No.  4.323  (super- 
sedes No.  4,272),  "Small  Direct  Coupled  Generating  Sets."  Bulle- 
tin No.  4.325.  "General  Electric  .Mr  Brake  Switches."  Bulletin  No. 
4.326,  "Manhole  Junction  and  Fuse  Boxes."  Supplement  to  Supply 
Catalog  No.  7.554,  "Combined  Socket  and  Shade  Holder."  Price 
List  No.  5,109  (supersedes  No.  5,104),  "Type  H  Oil  Transformer, 
Low  Frequency  Type."  Price  List  No.  5.H0  (supersedes  No.  5.105), 
Type  H  Oil    Transformers.  High   Frequency  Type." 

THE  WESTINGHOL'SE  ELECTRIC  &  MANUFACTURING 
CO.,  Pittsburg,  Pa.,  has  issued  the  following  publications:  Detail 
Catalog  No.  300  (supplement  No.  4,  superseding  p.iges  266  to  273), 
"Westinghouse  Regulating  and  Reversing  Controllers,  Conmnilator 
Type,  for  Direct  Current  Motors."  Folder  No.  4.020.  "Westing- 
house  Regulating  and  Reversing  Controllers,  Commutator  Type,  for 
Direct  Current  Motors."  Special  Publication  No.  7.008.  "Elec- 
trically Driven  Shops,"  by  Robert  L.  Warner.  Folder  No.  4,019. 
"Some  Facts  About  Meters  and  Transformers."  Circular  No.  1,033 
(revised  edition,  superseding  March.  1903,  edition  and  Circular 
1.034),   "Direct   Current    Engine   Type   Generators." 

THE  GOHEEN  MANUFACTURING  CO.,  of  Canton,  O.,  sole 
manufacturer  of  "Carbonizing  Coating"  and  "Galvanum,"  has  is- 
sued two  pamphlets  treating  of  these  products  that  should  interest 
every  railroad  manager,  engineer  and  contractor.  The  pamphlet 
dealing  with  "Carl>onizing  Coating"  is  entitled  "Hitch  Your  Wagon 
In  a  Star,"  the  particular  star  to  which  the  company  calls  attention 
being  a  paint  to  protect  iron  and  steel  structures  from  the  ravages 
or  rust  and  corrosion.  "Carlxmizing  Coating,"  it  is  claimed,  will 
withstand  to  a  greater  degree  the  vicissitudes  of  actual  service  under 
all  classes  of  conditions  than  red  lead,  graphite  or  structural  paints 
generally.  .Acid  and  sulphur  fumes,  smoke,  steam,  brine,  gas  atid 
moisture  (In  not  aflfect  it.     There  are  numerous  views  of  .stnictures 


JVI.Y  20.   1903] 


STREET  RAILWAY  REVIEW. 


435 


protected  by  "Carbonizing  Coating."  together  wlh  strong  Icstmoiiials 
from  users.  For  "Galvanum"  the  company  claims  unliesitatinglv 
that  it  is  the  only  painl  that  will  adhere  permanently  to  galvanized 
iron  surfaces.  It  is  made  in  two  colors.  The  "Galvanum"  pamphlet 
also  contains  convincing  views  and  testimonials.  In  addition  to 
these  pamphlets  the  company  issues  a  folder  emphasizing  the  merits 
of  "Carbonizing  Coating"  and  containing  also  the  company's  guar- 
antee, price  list.  etc. 

♦-•-• 

TRADE  NOTES. 


THE  DORNER  TRUCK  &  FOUNDRY  CO.,  of  Logansptirf. 
Ind.,  reports  having  in  hand  several  large  contracts  for  its  high 
speed  suburban  motor  brakes. 

THE  GREEN  FUEL  ECONOMIZER  CO.,  Matteawan,  N.  Y., 
reports  that  the  Springfield  (Mass.)  Street  Railway  Co.  has  in- 
stalled another  Green  economizer,  of  ,?.ooo  h.  p.  capacity,  in  it^ 
latest   power   station. 

LYTLE  HUNTER  recently  clo.sed  a  contract  with  the  St.  Louis 
Transit  Co.  for  500  or  more  car  fenders  to  be  used  on  World's  Fair 
cars.  These  cars  are  being  delivered  by  the  St.  Louis  Car  Co.  to 
the  St.  Louis    Transit  Co. 

THE  .-VRBUCKLE-RY.^N  CO..  Toledo,  O.,  has  just  closed  a 
contract  with  the  Galesburg  Gas  &  Electric  Co..  Galesburg.  111.,  to 
build  a  new  street  railway  power  house  and  llglning  plant  combiiud 
at  an  estimated  cost  of  $200,000. 

THE  SILLS-EDDY  MIC.\  CO.  announces  that  its  main  office  is 
now  located  at  its  factory  in  Newark,  N.  J.,  instead  of  the  Broad 
Exchange  Building.  New  York  City.  All  communications  to  it 
should  be  addressed  to  Sills-Eddy  Mica  Co.,  P.  O.  Box  i.?5,  New- 
ark, N.  J 

ONE  OF  THE  L.\RGE  trunk  lines  has  just  placed  an  order  for 
al>out  10.000  tons  of  heavy  steel  rails  for  the  Pacific  coast.  The 
well-known  house  of  Arthur  Koppel,  66-68  Broad  St.,  New  York 
City,  has  been  successful  in  securing  this  and  several  other  large 
railway  orders. 

THE  CANADIAN  GENERAL  ELECTRIC  CO.,  Ltd.,  Toronto, 
Canada,  is  now  representing  the  Electric  Storage  Battery  Co.  in  the 
sale  of  the  "Chloride  "  accumulator  and  the  "Exide  "  accumulator. 
throughout  Canada,  and  all  inquiries  from  Canada  in  regard  in 
storage  batteries  should  be  addressed  to  the  Canadian  (ieneral  Elec- 
tric Co.,  Ltd. 

J.  P.  HORNADAY  &  CO..  Cincinnati,  O..  annnunced  tli.it  lluy 
have  removed  to  Suite  No.  1108  Traction  Building,  where  they  arc 
prepared  to  buy  and  sell  corporation  bonds  and  industrial  securities ; 
build,  organize  and  equip  traction  and  street  railways,  public  utilities 
and  industrial  properties,  and  will  purchase  entire  issues  of  corpora- 
lion  securities. 

THE  REEVES  ENGINE  CO.,  of  Trenton,  N.  J.,  reports  among 
its  recent  sales  two  large  cross-compnund.  vertical,  direct-connected 
engines  for  the  IKW  municipal  lighting  plaiU  at  Bliiffton,  lud.,  and 
several  direct  connected  engines  for  the  Bullock  Electric  Manu- 
facturing Co..  several  of  which  are  for  export.  The  Reeves  company 
is  operating  night  and  day  with  two  shifts  of  men  in  order  to  catch 
up  with  the  orders  on  hand. 

THEDULUTH  STOKER  CO.,  of  Duluth,  Minn.,  advises  us  that 
it  has  just  closed  a  contract  with  ihe  .'\mcrican  Steel  &  Wire  Co. 
for  eight  "Duluth"  stokers  of  320  h.  p.  each,  with  the  option  on  14 
more  of  the  same  size.  The  company  is  now  installing  stokers  in 
plants  at  South  Chicago,  Detroit,  Cleveland,  Madison,  Me.,  and 
West  Sup'crior.  Wis.  We  understand  that  the  company  intends  lo 
manufacture  the  "Duluth"  stokers  in  Chicago. 

THE  UNDERFEED  STOKER  CO.  of  America  has  decided  u> 
establish  its  advertising  department  in  separate  quarters,  be- 
cause of  the  rapid  growth  of  the  business.  The  advertising  de- 
partment will  have  its  headquarters  in  Room  No.  1533  of  the  Mar- 
quette Building,  Chicago,  the  general  offices  Iwing  at  K37  to  842  of 
the  same  iHiilding.  A  recent  order  of  the  company  is  from  the  Bos- 
Ion  Elevated  Ry.  ff»r  stokers  for  1000  h.  p.  <>{  Ixiilcrs. 

ADAM  COOKS  SONS.  31.1  West  St..  New  York  City,  advise  us 
Ihal  testimonials  showing  Ihe  superiority  of  "Albany  Grease"  for 
Inbricaling  machinery  of  all  kinds  are  received  daily.  One  of  the 
latest  is  from  Capl.  Orlan  Clyde  Cullcn.  inventor  and  manufacturer 
of  the  Cullcn  ball  licaring  guns,  Waterlick  Station,  Va.,  who  writes : 
"I  have  Icslcd  Ihc  simple  of  '.Albany  firease'  aiul   same  gives  very 


satisfactory  results,  far  better  in  fact  than  several  I  have  tried  in 
the  past  five  years.  Please  send  me  by  freight  to  Waterlick  Station, 
\'a.,  one  barrel  of  '.Albany  Grease'  No.  3,  and  six  more  grease  cups 
same  as  the  one  you  sent."  .\dam  Cook's  Sons  are  the  sole  makers 
of  this  lubricant. 

THE  GREEN  ENGINEERING  CO.,  of  Chicago,  reports  closing 
several  large  contracts  recently '  for  Green  traveling  link  grates, 
among  them  one  for  eight  stokers  for  300-h.  p.  boilers  for  the  Oak 
Park  Construction  Co.,  to  replace  stokers  of  another  make;  also  six 
stokers  for  soo-h.  p.  boilers  for  the  Barrett  ^L^nufacturing  Co., 
Peoria,  111. ;  also  link  grates  for  the  new  plant  of  the  Independent 
Light  &  Power  Co.,  at  Quincy.  HI.,  and  for  llic  Illinois  Steel  Co's, 
new  works  at  South  Chicagn. 

WESTINGIiOUSE,  CHURCH,  KERR  &  CO.  report  the  receipt 
of  orders  recently  as  follows:  Edison  Electric  Illuminating  Co., 
Brooklyn,  one  4.500  h,  p.  Westinghouse  vertical  cross  conipoiuul 
Corliss  engine  for  its  Bay  Ridge  station ;  Coney  Island  &  Brooklyn 
Railroad  Co.,  one  26  and  52  by  48-in.  Westinghouse  horizontal  cross 
compound  corliss  engine  for  its  South  Brooklyn  plant ;  Boston  & 
Northern  Street  Railway  Co.,  Lynn,  Mass.,  one  30  and  60  by  48-in, 
Westinghouse  horizontal  cross  compound  engine  of  1,620  i.  h.  p. 
capacity  with  a  ma.ximum  of  approximately  3,000  i.  h.  p. 

THE  BURT  MANUFACTURING  CO.,  Akron,  Olno,  recently 
received  its  12th  order  from  the  Baldwin  Locomotive  Works  for 
exhaust  heads.  The  order  was  for  12  heads,  making  a  total  of  33 
in  use  by  the  Baldwin  company,  w-hicli  indicates  that  the  Burt  ex- 
haust head  is  all  its  maker  claims  it  to  be.  The  Burt  exhaust  head 
is  an  appliance  to  fit  over  the  end  of  the  exhaust  steam  pipe,  designed 
to  effectually  prevent  oil.  wet  steam  or  water  from  escaping  to  rot 
roofs  and  disfigure  walls.  A  booklet  describing  the  exhaust  head 
will  be  .sent  by  the  Burt  Manufacturing  Co.  to  anyone  writing  for 
it. 

WILLl.AM  C.  B.AKER,  sole  owner  and  manufacturer  of  the 
Baker  hot  water  car  heaters,  advises  us  that  several  limes  within 
the  past  two  or  three  years  complaint  has  been  received  that  the 
combination  cocks  furnished  with  the  Baker  heaters  were  defective 
and  unsatisfactory.  Having  finally  obtained  one  of  the  alleged  de- 
fective cocks  it  was  found  that  although  bearing  the  registered  trade 
mark  "BakR",  it  was  of  spurious  manufacture  and  an  inferior  arti- 
cle. .\n  investigation  was  made,  the  spurious  article  traced  to  the 
manufacliM'er  and  an  injunction  against  further  infringement  se- 
cured. 

THE  STERLING-MEAKER  CO.  placed  its  new  single  register 
Ihe  "No.  5"  on  the  market  about  a  year  ago,  it  being  shown  only  in 
a  square  case.  This  register  is  now  offered  in  either  round  or 
square  cases,  the  diameter  of  the  round  case  being  the  same  as  the 
diagonal  diameter  of  the  square  one,  n  in.  The  accuracy,  simplicity 
of  construction  and  power  of  endurance  of  this  design  have  com- 
mended it  very  highly,  and  it  is  not  too  much  to  say  that  it  has 
acquitted  itself  with  great  credit.  The  manufacturer  has  courted 
the  most  severe  tests  and  reports  that  the  register  has  been  run 
at  high  speed  up  to  two  million  registrations  on  several  occasions. 

THE  H.  W.  JOHNS-MANVILLE  CO.  is  in  receipt  of  the  follow- 
ing self-explanatory  letter  from  Barney  E.  Oldfield,  of  Toledo,  O., 
who  on  Satiu'day,  June  20th,  broke  the  world's  automobile  track 
records  at  Indianapolis:  "In  breaking  the  world's  automobile  rec- 
ord for  one  mile  and  five  miles,  today,  at  Indianapolis,  my  racing 
machine  was  packed  with  the  Johns-Manville  Co's.  'Mohilene'  pack- 
ing. This  packing  successfully  withstood  the  tremendous  strain  and 
pressure  incident  to  this  service  and  I  hereby  recommend  it  to  whom 
it  may  concern."  A  copy  of  the  letter,  together  with  a  newspaper 
clipping  giving  an  account  of  Mr.  Oldfield's  achievement,  are  being 
sent  out  by  the  II.  W.  Johns-Manville  Co.  in  a  post  card  folder. 

THE  STANDARD  ENCilNEERING  CO.,  of  Cleveland,  O.,  was 
recently  incorporated  for  general  engineering  and  contracting  pur- 
poses, succeeding  lo  Ihe  business  formerly  conducted  by  the  Standard 
Engineering  Co.  of  Detroit.  The  company  is  compo.sed  as  follows : 
President,  F.  A.  Little;  vice-prcsideni,  George  I..  Wells;  secrel.ary, 
A.  J.  Wells;  treasurer,  J.  II.  Tufel;  consulting  electrical  engineer, 
W.  E.  Davis;  consulting  chemisi.  Ilemy  L.  Payne.  These  genilemcn 
are  well  and  favorably  known  in  Iheir  professions.  They  .'ire  pie- 
pared  to  do  all  classes  of  engineering,  slructiu'al  and  arcliileclural 
work,  making  a  specially  of  plans,  si)ecificatioiis,  surveys  and  sni)er- 
inlendence  for  the  conslruclinn  of  electric  and  steam  railway  .sys- 
tems, electric  |iower  and  lighlliig  plants,  bridges,  development  of 
water  power,  etc..  antl  llicy  also  ni.'ike  :i   ^pi-ci.'ilty  of  inve^lnienl  re- 


436 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  ?■ 


liorls.  1  lie  t.iiini.iiij  >  iii.iiii  i.thcc  Is  III  ilic  Ijarlii-ld  liuiUliiiK,  CIcm- 
laud;  il  has  a  branch  ofticc  in  the  Cliainhcr  nf  Coinnicrci-  lliiildint!, 
IH'lroit,  and  aiiuthi-r  at    Main   and   Canal    Sis.,   Cincinnali. 

rilK  UUI-IJ  CAR  UK.M  1N(J  &  I.IGllTINC.  CO.  advix-j  u>  lliai 
iht  sales  of  (jold  healing  apparatus  during  thi-  past  yrar  have  U-iii 
nearly  double  that  o(  any  year  since  the  business  was  estal)hshe<l 
.\nii>ng  the  iirders  (or  car,  locomotive  and  electric  car  healing  cipiip 
ineiils,  which  in  the  ,-iggregatc  number  4,000  c<|uipments  in  the  United 
Slates  alone,  there  may  be  mentioned  the  following  electric  railways : 
lirooklyn  Heights,  ^40  equipments;  Melrop<ilitaii,  New  York,  100; 
South  Side  Klevated,  Chicago,  jo;  Scranton  Ry.,  15.  Ihe  coinpanj 
also  reports  that  last  inontli  an  order  was  rccciveil  from  abroad 
calling  for  several  thousand  sets  of  its  specialties.  I'hc  principal 
otiice  of  the  tiold  Car  Heating  &  Lighting  Co.  is  at  1-rankfort  and 
Cliff  Sts.,  New  York  City. 

IHE  \VM.  B,  SCAIFK  &  SONS  CO.,  of  Pittsburg,  Pa.,  sole 
manuf,-icturer  of  the  VVe-Ku-Go  and  Scaifc  water  softening  and 
purifying  systems,  has  found  it  necessary  to  build  an  addition  to  its 
present  plant  at  Oakmont.  Pa.,  to  accomniixJate  increased  business 
ill  this  line,  and  has  just  completed  the  erection  of  a  new  shop  60  ft. 
wide  by  too  ft.  long,  eipiipped  with  the  latest  improved  m.ichinerv. 
which  will  be  used  exclusively  for  nianufacturing  the  We-Ri-Go  and 
Scaife  systems,  in  addition  to  the  present  shops.  The  company  has, 
at  the  present  time,  systems  aggregating  95,000  h.  p.  under  construc- 
tion for  steam  boiler  plants,  in  addition  to  plants  for  softening  wa- 
ter to  be  used  in  nianufacturing  process,  such  as  dyeing  and  bleach- 
ing in  woolen  and  cotton  mills,  and  for  washing  in  laundries. 

IIIE  GOCLD  STORAGE  HAITERY  CO.,  New  York  City,  re- 
ports among  recent  contracts  and  installations  the  follow  ing :  Ber- 
lin Street  Railway  Co..  Berlin,  N.  H.,  a  floating  battery.  2X>  cells, 
type  O-515;  San  Jose  Street  Railway  Co..  San  Jose,  Cal,  through 
Western  Electrical  Supply  Co..  255  cells,  type  O-II,  with  22  k.  w. 
regulating  booster;  Newton  &  Boston  Lines.  Boston,  Mass.,  re- 
moving battery  which  formerly  floated  at  .station  to  Lexington, 
Mass..  adding  cells  of  type  S-611  in  617  tanks,  and  an  automatic 
regulating  booster  of  C.  E.  M.  F.  type  with  capacity  of  50  k.  w. ;  St. 
Louis  Smelting  &  Refining  Co..  duplicating  plant  at  Deslogc,  Mo., 
by  installing  250  cells  of  type  O-519.  changing  plates  to  form  two 
batteries  of  it  plates  in  19  plate  tanks,  each  battery  to  be  equipped 
with  a  double  15  k.  w.  booster  of  C.  E.  M.  F.  type. 

PAWLING  &  HARNISCHFEGER.  crane  builders,  Milwaukee, 
Wis.,  advise  us  that  business  conditions  are  excellent.  They  believe 
the  volume  of  business  to  be  contracted  for  during  the  rest  of  the 
year  will  be  large  and  possibly  equal  that  of  the  past  six  months. 
There  seems  to  be  no  cessation  in  orders,  which  come  from  a  con- 
stantly widening  area  and  in  many  instances  from  indu.strics  that 
have  not  heretofore  been  much  in  the  market.  This  tirni  contem- 
plates erecting  an  entirely  new  plant  on  National  Ave.,  near  the  city 
limits.  The  details  of  this  plant  are  not  entirely  completed,  though 
it  is  expected  that  operations  will  soon  begin.  The  sales  dnrins 
June  averaged  one  machine  per  day  and  are  represented  by  the  fol- 
lowing: Pittsburg  &  Montana  Coppr  Co..  Butte.  Mom.;  Chapman 
lowing:  Pittsburg  &  Montana  Copper  Co..  Butlc.  Mont.;  Chapman 
worth  Co.,  Buffalo;  New  York  Edison  Co.,  New  York  City;  Metro- 
politan Street  Railway  Co.,  Kansas  City,  two  specials;  The  A.  &  F. 
Brown  Co..  Elizabethport,  N.  J.;  Standard  Oil  Co..  of  New  York, 
.\tlas  Works,  Buffalo,  two  cranes;  Kelly  &  Jones  Co.,  Grecnshurg. 
Pa.,  two  cranes;  Standard  Steel  Works.  Burnham.  Pa.;  Allis- 
Chalmers  Co..  Gates  Works.  Chicago;  Edward  Ford  Plate  Glass 
Co.,  Toledo;  Ingersoll-Sergeant  Drill  Co.,  Easton.  Pa.,  four  wall 
cranes  and  one  double  extension  crane;  Lobdell  Car  Wheel  Co.. 
Wilmington;  .\tlanlic.  Gulf  &  Pacific  Co..  San  Francisco;  Gisholt 
Machine  Co..  Madison,  Wis. ;  Singer  Manufacturing  Co..  Eliz.-ibcth- 
port.  N.  J.;  S.  M.  Jones  Co..  Toledo,  two  cranes;  McConw.ny  &  Tor- 
ley  Co..  Pittsburg;  Minneapolis  Steel  &  Machinery  Co..  Minneapolis; 
Stacey  \Linufacturing  Co.,  Cincinnati ;  PfeiflFcr  Stone  Co..  Batcs- 
ville.  Ark. ;  Ohio  Quarries  Co.,  Amhurst,  Ohio. 


NEWS  NOTES. 


Fn.X.NCIIISlOS    ASKKD    OR    OBTAINED. 

WAI..I.ACE.  IDAIK).— Ilcrmiin  J.  Rossi  and  nssnclntES  wi-re  grantod 
a  SiVyear  frnnchisi'   for  an  .'lietrlc   road   In   Wallace  and   Us  additions. 

I.AN.SK,  MICH.— W.  I,.  Mason,  of  T.Anse.  luis  applied  for  fran- 
ohlsFs  for  a  trolley  line  to  connect  Peiiuamlng.  Baraga  and  L'Anso 
with  Keweenaw  Bay.    This  Is  said  to  be  a  Detroit  company. 


Crcaghcad 
Flexible 


Brackets 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


AUGUST  20,  1903 


No.  8 


The  Convention  City — Saratoga  Springs,  N.  Y. 


Where  Will  Be  Held  the  Twenty-second  Annual  Convention  of  the  American  Street  Railway  Association, 

the    Seventh    Regular    Annual    Meeting    of    the    Street   Railway    Accountants'    Association    of 

America  and  the  First  Annual  Meeting  of  the  American  Railway,  Mechanical 

and    Electrical  Association,  September   i — 4,  1903. 


The  village  of  Saratoga  Springs  is  located  near  llie  eastern  edge 
of  the  state  of  Xew  York  and  is  near  the  gateway  of  tlie  AdirondaclN 
region.  Its  name  is  derived  from  the  old  Indian  name — Se-rach-ta- 
gue — meaning  the  hillside  countr\  of  the  great  river.  Although  bin 
a  small  village  if  classified  according  to  its  resident  population 
Saratoga  Springs  is  renowned  throughout  the  world  for  the  great 
number  and  peculiar  qualities  of  the  mineral  springs  found  in  its 
vicinity.  As  a  summer  resort  it  is  one  of  the  most  famous  in 
.\merica  and  the  constantly  increasing  influ.x  of  summer  visitors 
has   resulted  in  building  of  a  number  of  commodious   hotols   until 


Spring  Park,  the  entrance  of  which  is  near  Congress  Hall.  This 
park  is  a  handsome  reservation  laid  out  with  cliarming  walks. 
Ilower  beds,  deer  reserve,  band  stands  and  other  attractions.  An 
entrance  fee  is  charged  but  once  within  the  park  all  the  features  of 
ihe   place  may  be  enjoyed   without   further   charge. 

The  sources  of  amusement  at  Saratoga  are  many,  one  of  the  prin- 
cipal ones  being  the  fine  drives  into  the  surrounding  country.  The 
most  popular  drive  is  to  Saratoga  Lake  situated  about  four  miles 
from  the  village.  On  this  drive  the  visitor  passes  Canfield's  Place, 
notorious  a^  a  miniature  Monte  Carlo,  and  the  Saratoga  Race  TracR. 


TVI'K'Al,   VIKW    'IF   HKli.\l)W.\V.   .S.\  U  \'l'<  u  ;.\    .SI'HI.N(JH.    I)UUIN(J    TIIK    SKASON. 


Saratoga  now  l«iast'.  the  larKc>l  and  finest  collection  of  hostelrie^ 
in  the  country.  The  mineral  springs  upon  which  the  fame  of  Sara- 
toga is  l>ascd  are  found  in  a  small  valley  extending  from  Italston 
Spa  to  Quaker  Springs,  a  distance  of  about  17  miles.  In  the  center 
of  this  valley  is  the  village  of  Saratoga  Springs  near  which  are  all 
of  the  most  noted  springs,  alioul  .^5  in  numtjcr.  For  several  cen- 
turies the  Indians  had  known  of  the  "medicine  waters"  and  had  used 
them  freely  for  the  cure  of  many  ailments.  In  1774  the  first  hotel 
was  built  in  Saratoga  by  John  Arnold  of  Khode  Island  and  the  be- 
ginning of  Saratoga  Springs  as  a  pleasure  and  health  resort  dales 
from  that  year.  The  more  famous  of  Ihe  springs  are  located 
within  a  few  minutes  walk  of  Ihe  center  of  the  hotel  district.  Per- 
haps the  Ix-st  known  and  most  largely  patronized  arc  the  Congress 
Spring    and    the     Columbian    Spring.     Ixilh     located     in     Congress 


which  is  one  of  the  oldest  and  finest  racing  tracks  in  the  coinitry. 
Kacing  was  established  here  in  1864  and  the  racing  season  generally 
brings  together  many  of  the  best  thoroughbred  horses  on  the  Ameri- 
can turf.  Other  prominent  features  of  Saratoga  include  the  Sara- 
toga Golf  Club  with  grounds  located  about  a  mile  from  Broadway  on 
Church  St.,  the  Saratoga  Polo  Club  with  grounds  just  north  of  the 
golf  links,  a  speedway  which  rivals  New  York's  Riverside  Drive; 
Woodlawn  Park,  a  magnificent  tract  of  nearly  1,000  acres,  the  coun- 
try scat  of  the  late  Judge  Henry  Hilton:  Yaddo,  the  estate  of  Mr. 
Spencer  Trask,  and  numerous  other  magnificent  eoiuilry  scats. 

The  Convention  hall  at  Saratoga  is  on  Soiilh  Broadway  near 
Congress  Spring  Park.  The  building  has  been  the  scene  of  a  num- 
ber of  notable  conventions  of  both  great  political  parties.  It  was 
built  at  a  cost  of  $Ioo,(XXj  and  seats  7,0<K)  people. 


438 


STRKRT    RAILWAY    RKVIEW. 


IVoL.  XIII.  No.  8. 


PANORAMIC    VIICW    OK    FAII; 


Electrical  Transportation  Features  of  tlie  Louisiana 

Purchase  Exposition. 

Arrangement  of   Electrical   and    Transportation    Exhibit  —  Plans   for  the   International  Electrical  Congress - 

Details  of  the  Intramural  Railway. 


I  here  are  probably  few,  even  of  those  directly  connected  in 
electrical  transportation,  who  fully  comprehend  the  unparalleled 
advancements  made  in  this  field  during  the  last  decade,  and  for 
this  reason  the  management  of  the  Louisiana  Purchase  Exposition 
has  exceptional  opportunities  to  provide  an  interesting  exhibit, 
which  shall  include  all  of  the  latest  improvements  and  inventions, 
covering  every  phase  of  construction  and  operation  of  urban  and 
interurban  electric  railways.  Street  railway  men  will  tintl  their 
interest  centered  principally  in  two  buildings  containing  the  seven 
classes  of  exhibits  devoted  to  street  r.iilways. 

Five  classes  are  in  the  Electricity  Ruilding.  and  arc: 

Class  428.  Apparatus  for  generating  electricity ;  dynamos  produc- 
ing direct,  simple  or   multiphase  alternating  currents. 

Class.  429.     Motors  for  direct  or  alternating  currents. 

Class  430.  Modifications  of  currents.  Motor-generators.  Ro- 
tary converters.    Transformers. 

Class  431.  .Application  to  transporlalion ;  electric  mcitors  for  rail- 
ways and  roadways.     Methods  of  control  of  cars  and  trains. 

Class  4.1.?.  .Appliances  and  methods  for  the  distribution  of  elec- 
tric energy;  conduits,  cables,  bonds,  tools,  wires,  switches,  insu- 
lators, insulating  materials,  lightning  arresters,  circuit  breakers, 
rheostats,  and  complete  switch  Imards,  etc. 

In  the  Transport.ition   Huilding  are  two  other  classes: 

Class  463.  Traction  railways,  intramural,  suburban,  industrial, 
etc.  Various  types  of  tracks  upon  <lifTcrcnt  kinds  of  roads; 
switches  and  crossings;  l\irn  tabk-^.  implements  for  track  laying, 
cleaning,  etc. 

Class  464.  Cars  drawn  by  animals;  locomotives  and  automobile 
vehicles;  rolling  stock  for  street  railways  operated  by  mechanical 
traction ;  braking  appliances ;  equipment  for  using  stored  power 
(hot  water,  compressed  air,  electricity,  etc.V 

From  the  classification  it  will  be  seen  that  space  in  the  Electricity 
Ruilding  has  been  provided  for  all  machinery  and  devices  used  in 
the  generation  and  distribution  of  electricity,  including  direct  and 
alternating    current    generators,    boosters,    motor-generators,    trans- 


formers, rotary  converters,  direct  and  alternating  current  railway 
systems  of  car  and  train  control,  electric  locomotives,  trolley,  third 
rail,  contact  and  underground  conduit  systems,  electric  signalling 
apparatus,  telephones  and  telegraph  apparatus,  complete  station  and 
sub-station  equipments  with  switchboards,  instruments,  lightning 
arresters,  circuit  breakers,  storage  batteries,  etc. 

In  the  Transportation  Huilding  will  be  shown  car  bodies,  trucks, 
lenders,  passenger,  freight  and  special  cars,  track  sweepers,  snow- 
plows,  methods  of  grading,  bridging  maintenance  of  way,  ties, 
spikes,  chains,  fish  plates  and  other  parts  of  the  track,  switches, 
crossings,  transfer  tables,  turn  tables  and  signal  systems.  Besides 
mechanical  parts,  the  exhibits  will  al.so  cover  general  railway  man- 
agement, time  tables,  distribution  of  rolling  stock,  cleaning  and 
disinfection,  handling  of  traffic,  passengers,  freight,  express,  par- 
rels, tariffs  and  post  office  business. 

An  outdoor  transportation  exhibit  will  be  made  and  in  addition 
to  this  an  experimental  or  testing  track  1,800  ft.  long  will  be  con- 
structed. "It  is  intended  to  have  speed,  braking,  .icceleration,  sig- 
nal system  and  other  tests  to  ascertain  the  merits  of  various  equip- 
ments. 

Everything  iiulicatcs  that  all  of  these  classes  will  he  well  filled 
with  exhibits  of  the  highest  class;  St.  Louis  itself  is  one  of  the 
great  street  car  manufacturing  centers  and  the  local  exhibits  will 
be  of  great  merit. 

Tlie  Transportation  Building  covers  an  area  525  x  1,300  ft.,  over 
14  acres.  On  the  east  and  west  fronts  are  three  arched  openings, 
each  64  ft.  wide  and  52  ft.  high.  Through  these  archways  14  per- 
manent railroad  tracks  will  be  laid  from  one  end  of  the  building  to 
the  other.  On  the  north  and  south  fronts  there  are  also  three  mas- 
sive archways.  The  building  will  contain  about  four  miles  of 
standard  gage  railroad  track,  and  even  with  this  trackage  two  en- 
tire hems  of  the  building  are  left  free  of  rails  and  aflford  an  ex- 
hibit space  of  270,000  sq.  ft. 

The  Electricity  Huilding  covers  an  area  of  about  seven  acres,  and 
as  great  a  part  of  this  as  possible  has  been  made  available  for  exhib- 


Ave.  20,  1903.) 


STREET    RAILWAY    REVIEW. 


439 


LOUISIANA    PURCHASE   EXPOSITION. 


its.  A  (raveling  crane  will  cover  llie  space  on  the  west  side  of  the 
building  and  under  this  will  be  the  heavy  machinery.  The  north  end 
iif  the  building  has  been  assigm-d  to  the  Hritish,  German,  French  and 
Italian  commissions. 

A  Week  of  lilcctrical  Conj-rcsses. 

A  few  weeks  ago  the  announcement  was  made  that  the  Hon.  Uaviil 
K.  Francis,  president  of  the  Exposition,  and  Mr.  Howard  J.  Rog- 
ers, director  of  Congres.ses,  had  appointed  a  committee  to  organize 
an  International  Electrical  Congress,  and  to  have  supervision  and 
direction  of  the  special  events  which  will  take  place  during  the 
week   of  electrical   congresses,   September    12-17,   '904- 

The  officers  of  this  committee  of  organization  are:  Presi- 
<lent,  Elihu  Thomson ;  vice-pre>idents.  Prof.  H.  C.  Carharl, 
C  F.  Scott,  W.  E.  Goldsbonnigh  and  Dr.  \V.  S.  Stratton;  secretary. 
Dr.  .\.  E.  Kenelly;  treasurer,  \V.  1).  Weaver;  advisory  committee. 
15.  J.  Arnold,  B.  A.  IJchrend.  C.  S.  Bradley,  J.  J.  Carty,  A.  11. 
Cowles,  Prof.  E.  \i.  Crocker,  Dr.  Louis  Duncan,  II.  I,.  Dohcrty,  II. 
,\.  Fcssenden,  W.  J.  Hammer,  Carl  Mcnnig.  Dr.  L.  H.  Stillwell, 
I'rof.  C.  P.  Matthews,  R.  D.  Mershon,  K.  B.  Miller,  Dr.  \V.  J. 
.Morton.  Dr.  E.  L.  Nichols.  Prof.  R.  U.  Owcn.s,  Dr.  F.  A.  C.  Pcr- 
rinc.  Prof.  M.  I.  Pnpin.  Prof.  J.  W.  Richards,  Prof.  II.  J.  Ryan. 
W.   S.  Stanley,  C.   P.  Sleinmelz  and  A.  J.  Wnrts. 

.Xccording  to  ihe  present  plan  the  International  JCIectrical  Con- 
gress will  comprise  three  elements:  First,  a  house  of  delegates 
appointed  by  governments.  Second,  the  main  body  of  the  congress 
divided  into  sections.  Third,  conventions  of  various  electrical 
associations  of  the  United  States  held  simultaneously,  which  asso- 
ciiitions  will  assume  the  direction  of  the  sections  of  the  congress 
with  which  they  arc  most  closely  allied. 

The  sections  proposed   for  the  main  body  of  the  congress  arc; 

A.  General    Theory:    Mathematical   and    Experimental. 

B.  General   Applications. 

C.  F^leclro-Cbemistry. 

D.  Electric    Power   Transmission. 

E.  Electric   Eight   and   Distrilmtion. 

F.  Electric    Transportation. 

G.  Electric  Communication. 
M.  Elect roihcrapcuiics. 

Il  is  believed  that  this  is  the  first  instance  in  which  electricity 
lia*  been  given  so  imi)orlant  a  recognition  as  thai  which  svill  be 
."•ccorded  it  at  St.  I^uis.  Electricity  is  couslantly  attracting  more 
allentioM  for  the  reason  that  il   is  brought   more  and   more  closely 


in  contact  with  the  great  mass  of  our  population  in  its  practical 
applications,  and,  because  each  year  gives  birth  to  the  discovery 
"(  some  new  electrical  phenomena  to  attract  the  attention  of  lay- 
men and  absorb  the  time  and  energy  of  specialists. 

The  electrical  week  at  St.  Louis  will  bring  to  the  surface  all 
that  is  best  in  the  field  of  electrical  engineering.  A  whole  series  ot 
special  demonstrations  will  be  prepared  by  the  exhibitors  of  elec- 
trical apparatus  and  appliances  and  by  the  exhibitors  in  allied  lines. 
These  special  demonstrations  will  supplement  the  already  fine 
presentation  of  the  topic  "Electricity"  in  the  Electricity  Building, 
in  the  electrical  power  plant  of  the  Machinery  H\iil<ling.  and  in  the 
electrical  sections  of  the  Trans])ortalion  and  Mining  Buildings. 
The  fact  that  such  elaborate  preparations  arc  being  made  is  due  to 
tli<'  interest  taken  in  the  events  of  the  electrical  week  by  all  of  our 
national  electrical  societies,  and  by  the  furtlier  fact  that  the  events 
of  the  week  arc  to  be  crowned  by  the  (leliberalions  of  Ihe  IntcDia- 
lional   IClectrical  Congress. 

This  congress  is  organized  on  lines  more  broad  and  more  fav- 
reachiug  than  has  been  any  asseiuhly  of  engineers  ever  convened. 
S'czrn  of  the  great  national  electrical  urgani:alions  have  already 
ofHcially  decided  to  hold  conventions  at  St.  I. outs  during  the  elec- 
trical 'a'crlc  and  in  conjunction  'ivitli  the  International  Electrical 
Congress.  This  action  on  their  part  will  insure  a  remarkable  at- 
tendance of  persons  interested  in  electricity,  and  their  interest  will 
be  stimulated  and  broadened  when  it  l)ecomes  generally  known  that 
the  national  electrical  organizations  of  Europe  are  signifying  their 
inlenlion  of  being  represented  at  the  electrical  congress  by  delega- 
lioiis.  In  fact,  in  view  of  the  interest  which  the  rapid  growth  of 
electrical  engineering  undertakings  in  the  United  States  has  ex- 
cited abroa<l,  it  is  not  loo  much  to  expect  that  from  three  to  five 
hundred  foreign  electricians  will  meet  with  us  in  St.  Louis. 

The  American  .Street  Railway  Association  will  be  invited  to  hold 
ils  cimvenlion  in  St.  Louis  in  1904,  during  the  week  the  Inlcr- 
national  congress  is  in  session,  and  to  assume  the  direction  of 
Section  F,  devoted  lo  electric  transportation.  The  Tramways  As- 
sociations of  Euro])e  will  also  be  invited  to  participate. 

To  young  engineers  this  gathering  should  prove  an  inspiration. 
To  sec.  to  hear,  and  to  come  into  contact  with  the  men  of  Europe, 
world-famous  in  electrical  science,  as  well  as  engineering,  is  an 
opportunity  nol  lo  be  disregarded.  .Such  opporlunilies  occur  but 
rarely,  and  il  is  much  lo  be  regrelted  tliat  the  iuspiralion  of  the 
presence  of  llie  many  emineiU  men  who  gathered  logellier  at  the 
InUTiialional    IClerlrical   Congress   held    in    f'liieago   in    iHo.^,  through 


440 


STREET    RAILWAY    REVIEW. 


(Vou   Xm.  No.  8. 


force  of  circiiinMaiifcs,  (litl  luil  r:idi:ilc-  over  larger  audiences.  At 
St.  Lotib  tills  will  t>c  changeil,  us  (lie  electrical  week  h  lieiiiK  organ- 
ized with  the  Rreak'-t  Rood  to  the  greatest  niniil)cr  in  view. 

The   accoinpaiiyiiiK   illustrations    show    the   very   advanced   stage 
of  the   work   on   the   Kxposiiion.      I'he   F.leclricily   Ruilding   is  now 


The  panoramic  view  I'f  the  Kxposiiion  is  taken  from  the  Ad- 
:ninistrati<in  Hnilding  at  the  west  end  of  the  grounds.  In  the  fore- 
ground slamis  the  Mexican  Hnilding,  and  just  lityond  it  the 
.Machinery  Knilding.  Between  the  Machinery  and  the  Transpor- 
lalion    Itnildings   can   t>o    *een   the   white   towers   of   the    Kleclricity 


KLKCTRICITY    BIMLDING    AT    THE    PRESENT  TIME. 


entirely  completed,  except  for  the  groups  of  statuary  which  will 
surmount  the  corner  towers  and  the  balconies  over  the  main  and 
side  entrances.  This  building  is  one  of  the  most  attractive  at  the 
Exposition,  and  has  a  place  in  the  main  picture  which  surrounds 
the  Grand  Basin  and  fronts  on  the  cascades. 

The  Transportation  Hnilding  is  now  about  ,^o  per  cent  completed. 
lis  main  approach   is   illustrated   in  the   special    view   taken   on   the 


Building.  To  the  left  of  the  Klcctricity  Building,  in  the  background. 
is  the  Manufactures  Building.  I'he  foreground  lo  the  left  of  the 
panoramic  view  is  occupied  by  the  central  portion,  now  building, 
of  the  Transportation  Building,  while  back  of  the  Transporta- 
tion Building  are  the  towers  of  the  Varied  Industries  Building. 
At  Ihc  extreme  left  of  tlie  \'aried  Industries  Building  is  one  of  the 
hrc-enginc  houses  wliiob   ilni   the  grounds  at  many  points.     In   the 


TR.XNSPORTATION    BUILDING— AUG.  I.    19f>3. 


lirst  of  August.     It  is  a  building  linely  proportioned  for  the  service 
it  is  to  render  and  possesses  dignity  in  outline. 

The  Hall  of  Congresses,  in  which  the  International  Electrical 
Congress  will  be  held,  is  a  fine  large  stone  building  on  the  Expo- 
sition grounds  and  contains  halls  amply  large  to  accommodate  the 
International  Electrical  Congress  and  the  affiliated  national  electrical 
associations. 


foreground,  at  the  txlnnie  left,  is  shown  the  skeleton  work  of  the 
large  fire-proof  boiler  plant  which  is  being  erected  to  house  the 
steam  generators  for  all  of  the  power  to  be  developed  on  the 
grounds. 

Above  the  boiler-house  on  the  hill,  at  the  right,  stands  an  orna- 
mental building  which  hounds  the  western  extremity  of  the  colon- 
nade  surmounting   Cascade   Hill.     Just  at   the   right   of   the  main 


AiG.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


441 


towers  of  the  Machinery  RiiilJing  can  be  seen  the  Governnunt 
Rnilding  on  a  hill  in  the  far  distance.  It  stands  at  the  extreme 
eastern  border  of  the  grounds.  Just  to  the  left  of  the  Government 
Building  stand  the  oliclisk  towers  and  globes  which  arc  the  character 
elements  in  the  architecture  of  the  Mines  Buildin;.;. 

It  is  believed  that  this  panoramic  view  shows  a  progress  that  will 


come  as  a  surprise  to  many  who  are  not  iiuimalely  i"  luuch  with  llu- 
St.  Louis  Exposition,  it  is  hard  to  believe  thai  any  exposition 
could  ever  eclipse  the  great  exi)osilion  in  Chicago  in  1^9.!,  and  yel 
in  St.  Louis  there  is  growing  up  an  "Ivory  City"  which  will  eclipse 
the  "White  City"  by  about  the  same  measure  that  llic  latter  sur- 
jiassed  all  its  predecessors. 


The  Intramural  Railway  for  the  World's  Fair. 


BY    RlCll.AUD    It.    PHII.LIl'S.    CHIEF    CIVII..   ENGINEER,    LOUISI.\N.\    I'fRCH.VSE    ICXl'l  )Sri'il  iX, 


The  exhibit  area  of  the  Exposition  will  be  about  250  acres,  as 
compared  with  150  acres  in  Chicago  in  1903.  and  the  grounds  will 
comprise  nearly  two  square  miles. 


The  initial  loop  of  the  Intramural  Railroad  licgins  at  the  west 
side  of  the  Peristyle,  which  is  at  the  north  end  of  the  Central 
avenue  of  the  main  picture.     The  line  runs  westerly,  parallel  to  the 


MAP    OP    EXPOSITION    GROrXDS.    SIKiWlXi;    Kii|-riC    ill''    ■rillC    IX'I'K.S.MrH.M.    KArliWAY. 


This  territory  is  so  much  greater  than  was  ever  covered  li\  .nu 
previous  exposition,  thai  it  was  deemed  wise  to  construct  a  douliK 
track  intramural  railway  which  makes  a  complete  circuit  of  the 
buildings. 


Varied  Industries  antl  Tran^porlation  IJuildings.  crosses  Skinker 
Road,  and  proceeds  in  a  westerly  direction,  passing  betweeen  Ihc 
iixposition  power  house  and  Cnpples'  Huilding  No.  2.  (These  are 
?.  part  of  ihc  Kxposition's  peniKineiil    l'niver<ily   Buildings.) 


i..>il.  \.^  K  .MK.N  1      1'>U     I.S  I  KA.MIKAI, 

(TreJitlv  will  iipan  eonHfriicllon  traelcM  Hhown  In  plnee.) 


1  it.MK  i..\\  i.Ni;   .sI'J.m;    ia.m.ma   .\vi 


44: 


STREET    RAILWAY    REVIEW. 


[Vol  XIII.  No.  8. 


The  out-going  track  passes  to  the  west  of  the  Athletic  Field  ami 
Gyniiiasiiim,  iti  the  western  part  of  the  Washington  University 
groinids,  and  the  in-coming  track  on  the  east  side  of  the  Athletic 
Field.  From  a  point  southwest  of  the  Athletic  Field  nn  Forsyth 
.-\ve.,  the  road  swings  to  the  southwest.  |>assing  near  the  space  al- 
lotted to  the  United  Slates  Government  Grass  F.xhibit.  and  thence 
turning  hack  cast,  leaving  the  Grass  Kxhihit  on  the  left  and  Arrow 


P1L.E   DRIVING   FOB  TRACKS   NEAR   HORTICOJLTURAL  BUILD- 
ING. 

Head  Lake  on  the  right.  One  arm  of  this  Lake  will  be  devoted  to 
the  Filippinos  and  the  other  to  a  display  of  the  United  States  Life 
.Saving  Service. 

Proceeding  castwardly,  the  Forestry  Building  and  the  French 
Pavilion  will  be  on  the  left  and  the  .'Xgricultural  Building  on  the 
right.  On  reaching  Skinkcr  Road,  the  track  turns  to  the  south, 
with  a  straight  piece  of  track  nearly  one  mile  in  length,  passing  the 
"Ship"  concession.  "Battle  .Abbey."  the  Refrigcratmg  Plant,  Agricul- 
ture and  Horticulture  Buildings,  Stock  Barns,  and  the  Wireless 
Telegraphy  Station.  .-Vt  the  south  side  of  the  grounds,  near  the 
end   of   Skinker   Road,   the   road    doubles   back,   passing   again   the 


Wirtless  Telegraphy  Station,  the  gnnip  of  Fine  .Arts  Buildings, 
the  Outside  Mines  and  Mining  Fxhibit,  liefore  reaching  the  south- 
east gate  aiul  the  section  set  aside  for  State  Buildings. 

From  this  point,  the  road  follows  the  cast  line  of  the  grounds 
northwardly,  passing  the  following  buildings  in  the  order  named: 
Indian  Territory,  Mississippi,  Illinois,  Ohio,  Minnesota,  Missouri, 
United  Slates  Government  Main  Exhibit  Building,  Kngine  House 
No.  I,  Press  Building,  Manufactures  Building,  "Model  City,"  turn- 
ing the  second  loop  on  the  cast  side  of  the  Peristyle  some  400  feel 
from  the  initial  point. 

Returning,  the  track  follows  the  same  route,  except  the  portion 
near  the  Athletic  Field,  which  (Hvides,  as  already  mentioned. 

The  railway  will  be  about  six  miles  in  length,  with  a  total  of  i.^ 
miles  of  track.  The  road  for  the  most  will  be  on  the  surface  en- 
closed by  an  ornamental  fence,  and  at  no  ix)int  will  the  grade  ex- 
ceed 3  per  cent.  No  curve  greater  than  jo  degrees  will  l>e  used, 
except  the  loops  at  each  side  of  the  Peristyle  which  arc  150  ft. 
in  diameter.  On  account  of  the  rolling  grounds  five  trestles  will 
have  to  be  constructed,  the  deepest  across  the  ravines  southwest  of 
the  .Arts  Building  and  the  largest  near  the  Government  Building. 
Here  the  hill  has  a  slo|)e  of  alKiut  80  degrees,  but  the  track  will 
Ik  laid  on  a  trestle  i.ooo  ft.  long  and  a  cut  will  be  made  into  the 
upper  plateau.  The  Division  of  W'orks  will  undertake  this  construc- 
tion and  has  just  let  several  contracts,  one  to  the  Southern  Paving 
&  Construction  Co.  for  the  grading  and  one  to  the  Myers  Construc- 
tion Co.  for  the  bridge  and  trestle  work.  The  elevated  portion  of 
the  structure  comprises  6.650  ft.     There  are  17  regular  stations. 

The  loops  at  each  end  of  the  Peristyle  obviate  the  necessity  of 
crossing  under  the  main  entrance.  .At  the  Suburban  entrance  and 
Parade  entrance,  tmdcr  crossings  will  'be  made  without  excava- 
tion. Near  the  United  States  Government  Grass  Exhibit,  the  Hor- 
ticulture Building,  the  southeast  gate  and  the  west  end  of  the 
Transportation  Building,  viaducts  will  carry  visitors  over  the  track; 
all  other  crossings  willl  be  at  grade. 

Fifty  cars  will  be  operated.  Ten  of  these  will  be  open  cars;  the 
others  will  be  closed  cars,  similar  to  those  now  being  operated  on  the 
St.  Louis  &  Suburban  Ry.  The  latter  cars  weigh  about  54,000  lb. 
iind  will  scat  52  passengers.  Each  car  is  equipped  with  four  40-h.  p. 
motors,  and  will  have  multiple-unit  control.  These  cars  have  been 
ordered  from  the  St.  Louis  Car  Co.  The  contract  for  the  51  equip- 
ments have  been  let  to  the  General  Electric  Co. 

It  is  intended  to  have  17  trains  of  three  cars  each  on  the  road,  and 
ilie  tirst  ten  are  to  be  in  operation  on  or  before  September  ist,  next. 
The  air  brake  equipment  is  of  the  Oiristenscn  type  and  will  be  fur- 
nished by  the  National   Electric  Co.,  of  Milwaukee. 

The  trip  from  the  west  side  of  the  Peristyle  around  the  grounds 
back  to  the  cast  side  of  the  Peristyle,  will  be  made  in  about  45  min- 
utes, gi\'ing  an  approximate  running  schedide  of  alK)ut  eight  miles 
per  hour. 


Design  of  the  Intramural  for  the  St.  Louis  World's  Fair. 

A  Discussion  of  the  Original  Design,  \Vith  Estimates  on  Performance  and  Cost. 


BY  c:il.\RLES   V.    WESTOX.    ME.M.   A.M.   SOC.   C.    E. 


In  connection  with  the  brief  general  description  of  the  Intramu- 
ral Railway  for  the  Louisiana  Purchase  Exposition  which  appears 
in  this  number  of  the  "Review",  it  is  believed  that  a  discussion  of 
the  general  considerations  which  governed  the  original  design  as 
submitted  by  Weston  Brothers,  of  which  firm  the  writer  is  a  member, 
together  with  soinc  of  the  principal  details,  will  be  of  interest. 
The  plan  for  the  railway  finally  adopted  differs  in  several  respects 
from  that  first  recommended,  the  principal  changes  being  to  build 
a  greater  portion  of  the  road  on  the  surface,  which  permitted  a  sub- 
stantial reduction  in  cost,  and  to  substitute  a  double  tr.-ick  line  with 
terminal  loops  for  the  single  track  loop  first  located.  The  change 
in  alignment  avoided  carrying  the  intramural  over  the  main  entrance 
to  the  grounds  and  the  consequent  need  for  a  station  near  this  point 
of  large  capacity  and  of  architectural  design  that  would  be  in 
keeping  with  the  adjacent  fair  buildings ;  in  the  alignment  adopted 
the  two  terminal  loops  are  either  side  of  the  Peristyle  which  leads 
to  the  Grand  Basin.     It  will  be  noted  also  that  the  capacity  of  the 


cars  ordered  is  less  than  was  at  first  contemplated,  and  that  the 
motor  equipments  are  lighter,  the  schedule  speed  having  been  re- 
duced from  14  miles  to  eight  miles  per  hour. 

THE  ORIGINAL   DESIGN. 

When  the  design  of  a  transportation  system  for  tlie  Fair 
Grounds  was  taken  under  consideration  by  the  engineers  there  were 
three  points  to  be  kept  prominently  in  mind: 

1.  The  greatest  safety  to  passengers  occupying  vehicles,  and  to 
pedestrians  who  may  be  in  the  vicinity  of  the  road  used  by  these 
vehicles. 

2.  Efficiency  of  the  service,  in  respect  to  frequency  and  speed 
an<l   accessibility  to  the   principal   features  of   the   Exposition. 

3.  Financial  investment  required,  cost  of  operation  and  mainte- 
nance and  the  possible  net  revenue,  bearing  in  mind  the  salvage  after 
the  temporary  purpose   shall  have   been   served. 

Electricity   was  decided  upon  as  the  motive  power  because  the 


Ave.  20.  1903.] 


STREET    RAILWAY    REVIEW 


443 


operation   of   electric    elevated 
railways  and  of  surface  electric 
railways,      constructed     on     a 
right  of  way  from  which  other 
vehicles    and    pedestrains    are 
excluded,     has      demonstrated 
that  this  method  of  operating 
passenger  vehicles  in  congested 
districts,  where  speedy  and  fre- 
quent   service    is    necessary,    is 
the    safest    and    most    efficient 
mode  of  transportation  known 
to  man.   The  percentage  of  per- 
sonal    injuries     to    passengers 
carried  in  elevated  railroad  ser- 
vice is  very  small,  the  numlicr 
of  such  injuries  heing  approx- 
imately one  person  to  each  five 
hundred  thousand  carried,  and 
a  large  portion  of  these  injur- 
ies are  trivial  in  extent.    More 
persons  are  killed  and  injured 
from  falling  from  buggies  than 
by  riding  on  elevated  railroads. 
The    operation    of    the    Intra- 
mural Railway  on  the  grounds 
of    the    Columbian    Exposition 
at    Chicago    demonstrated    the 
safety  of  the  electrical  propul- 
sion of  cars  by  the   third   rail 
system    of    contact,    and    con- 
ducting current.     In  fact  there 
was  not  a  single  case  of  serious 
injur}-   to   passengers,   and   the 
entire  expenses  incurred  on  ac- 
count of  injuries  and  damages 
was  $27.    The  railway  was  op- 
crated  during  180  days  and  car- 
ried   5,800.000    passengers,    the 
maximum  number  carried  in  a 
single  day  being    125,000.    The 
percentage  of  personal  injuries 
due  to  the  operation  of  surface 
electric     railways     where     the 
third   rail    is  used,    and    where 
the    railway    line    is    properly 
fenced    to    prevent    pedestrians 
from     entering     and     walking 
along  the  railway  tracks,  com- 
pares very  favorably   with  the 
operation  of  the  third-rail  ele- 
vated railroads. 

The  alignment  of  the  pro- 
posed railway  (which  is  prac- 
tically that  decided  upon,  ex- 
cepting the  gap  at  the  main  en- 
trance and  the  change  which 
carries  one  branch  of  the  line 
to  the  right  of  the  Athletic 
Field,  whereas  the  single  loop 
line  passed  to  the  left)  was 
made  within  reasonable  walk- 
ing distance  of  all  of  the  prin- 
cipal points  of  interest,  and  13 
stations  at  which  all  train^: 
should  slop  were  conveniently 
located  for  easy  access  to  the 
chief  exhibits.  Under  maxi- 
mum conditions  of  traffic  it 
was  proposed  to  operate  iz 
trains  of  four  cars  each  at  a 
little  leis  than  two  minute 
headway,  the  time  required  to 
make  one  complete  circuit  of 
the  S'A  miles  of  railway  tjeing 
23!^  minutes.    The  numl>cr  of 


1"^— ' 


AMmiiiriii.'4R!Ti-nici«<.r'-Hiii«<-iiili,i|^'"lv  "I""  ''j' 

'  '"ri'^"-'':'l"irnMii.;Liiiiu 


444 


STREET    RAILWAY    REVIEW. 


[Vol   XIII.  Nil.  « 


cars  which  would  |>a».>  :i  k<vcm  puint  in  oiu-  liotir  wiitild  lie  120,  and 
the  scaling  capacity  of  each  car  tK-ing  not  less  than  75  pa^scngc^^, 
the  capacity  of  the  railway  as  a  piece  of  mechanism  for  transport- 
ing pct^ple  would  lie  ij.cxx)  round  trip  passengers  per  hour.  The 
sclieilnle  time,  including  stops  at  stations,  was  made  14  miles  per 
hour,  requiring  acceleration  to  masimum  speeds  of  35  miles  per 
hour.  The  maximum  capacity  of  the  railway  with  12  trains  of  four 
cars  each  in  service,  for  a  lb-hour  day  would  Ik*  144.000  round  trip 
passengers. 

The  cost  to  produce  this  electric  railway  including  all  the  neces- 
sary appliances  ready  for  operation  was  estimated  to  be  approxi- 
mately $660,000.  The  cost  of  operation  including  the  purchase  ot 
current  was  placed  at  approximately  $150,000,  making  the  total  out- 
lay for  construction  and  operation  approximately  $810,000.  The 
average  salvage  to  he  nlitained  from  the  sale  of  the  structure  am! 
equipment  was  estimated  to  he  not  less  than  40  per  cent  of  the 
original  cost  of  $264,000. 

The   estimated   number   of   passengers   to   be   carried   at    to  cents 


GE.N'ERAl.  PI.A.N  OK  PROPOSED  TIOKM  IN.Vl.  STATU  i.\   AT  SIvl.N- 

KKU     KOAD     AND    I-INDEI.I-    BOL'I.IiVARD.      STREET 

RAILWAY    LOOP   AT    l.El'"T— INTKAMURAI. 

RAI1>\VAY    AT    RIGHT. 

each  is  10,000,000,  giving  an  income  of  $1,000,000  from  p;isscngers. 
Adding  the  estimated  salvage  and  deducting  construction  cost  and 
operating  expenses,  gives  the  estimated  revenue  at  $454,000. 

.•\s  finally  located  the  railway  line  formed  an  irregular  single 
track  loop,  the  coniplele  circuit  of  which  was  29,200  ft.;  16,325  ft.  of 
the  railw.iy  being  designed  to  be  an  elevated  track,  supported  on  a 
timber  structure,  and  the  remaining  12,875  f'-  'o  b<^  constructed  ai 
the  surface  of  the  ground.  The  line  was  so  located  that  certain 
portions  of  it  would  be  coincident  with  parts  of  the  Belt  Railway, 
which  was  to  be  constructed  by  the  Exposition  company  to  .serve 
the  buildings  of  the  Exposition  during  the  construction  period.  The 
portions  of  the  belt  railway  tracks  it  was  proposed  to  utilize  for  the 
purposes  of  the  Intramural  Railway,  extend  from  a  point  near  the 
Skinker  Road,  at  the  southwesterly  corner  of  Forest  Park,  to  a 
IKiint  in  the  rear  of  the  Fine  Arts  Building,  and  for  a  short  distance 
near  the  southeasterly  corner  of  the  Exposition  site,  the  total  length 
of  the  Exposition  coinpany's  track  to  be  utilized  being  5,255  ft. 

The  following  extracts  fron)  the  specifications  as  submitted  by  ilie 
writer's  firm  will  explain  the  character  of  construction  proposed  : 

The  elevated  structure  is  to  consist  of  a  series  of  towers  with  deck 


spans  of  Howe  tru.sses  between  them,  the  towers  lieing  12  ft.  square 
and  spaced  42  ft.  between  centers,  each  tower  to  comprise  two  bents 
of  posts  with  three  |>osts  in  each  bei.t.  The  lients  to  be  tied  together 
with  caps,  sills,  .struts  and  lie  rods,  the  bents  resting  on  mud  silK 
placed  6  ft  Iwlow  the  surface,  or  on  pile  foimdations  as  the  nature 
of  the  ground  might  require.  For  the  elevated  track,  ties  to  lie  6  x  8 
in.  laid  with  the  8-in.  side  vertical,  spaced  16  in.  between  center-, 
and  dapped  1  in.  over  the  top  chords  of  the  track  trusses,  and  each 
fourth  tie  boiled.  Ordinary  tics  to  be  8  ft.  long  with  each  sixth  tie 
9  ft.  long  to  provide  a  support  for  third-rail  insulators.  Outer  and 
inner  guard  timbers,  6x8  in.,  by  not  less  than  20  ft.  in  length  to  be 
providcd.  and  bolted  to  each  alternate  tie. 

Surface  track  to  be  laid  with  6x8  in.  x8  ft.  ties  spaced  2  ft. 
between  centers,  each  fifth  tic  being  9  ft.  long. 

The  track  rails  to  be  A.  S.  C.  E.  section.  6s-lb.  per  yard,  in  jo-ft. 
or  preferably  6o-ft.  lengths.  Third  or  trolley  rail  to  be  A.  S.  C.  E. 
section  100  lb.  per  yard  in  30-ft.  lengths,  supported  on  insulateil 
blocks  so  that  the  center  of  the  head  of  the  trolley  rail  is  20!'i  in. 
from  the  gage  side  of  the  track  rail  and  II f^  in.  above  the  top  of 
the  ties.  Bonds  to  have  a  cross  section  area  of  250,000  c.  m.  and  be 
placed  under  the  splice  bars. 

Where  necessary  to  omit  a  section  of  the  trolley  rail,  the  gap  to 
be  bridged  with  a  lead  covered  cable  of  1,500,000  c.  m.  cross  section 
On  and  for  20  ft.  each  side  of  curves  less  than  1,200  ft.  radius,  steel 
rails  of  the  same  section  as  the  track  rails  to  be  used  instead  of 
inner  guard  timbers  for  the  inner  rail.  iK'ing  bolted  to  the  track 
rail. 

Track  rail  bonds  to  be  No.  0000  of  the  protected  type  placed  l>e- 
ncath  the  angle  bars. 

The  rolling  stock  recommended  was  52  double-truck  open  cars 
of  the  cross-bench  type  to  seat  not  less  than  75  passengers  each. 
Prucks  to  be  of  4  ft.  wheel  base  of  the  general  design  of  the  Brill 
No.  27  truck.  Wheels  to  be  all  steel  or  with  cast  steel  centers  and 
steel  tires,  .^xles  to  be  6-)^  in.  in  the  gear  fit.  s'A  <"■  '"  'he  motor 
licarings.  and  with  bearings  4'/s.\8  in.  Van  Horn  couplers  to  be 
used.  Each  car  to  be  equipped  with  four  50-h.  p.  motors  with 
electric  train  control,  and  with  automatic  air  brakes. 

The  feed  and  return  system  of  cables  was  dcsigneil  to  maintain 
a  pressure  of  500  volts  at  the  motor  teriuinals  under  conditions  of 
maximum  demand  when  the  initial  pressure  is  600  volts.  In  de- 
termining the  maximum  demand  for  current  it  was  assumed  that 
there  were  12  trains  of  four  cars  each  evenly  placed  on  the  line  in 
the  position  where  they  will  take  the  maximum  current,  each  car 
being  equipped  with  four  50-h.  p.  motors.  This  involved  32  cables. 
of  from  700,000  c.  m.  to  1,000,000  c.  m.  in  cross  section,  and  one  of 
.loo.ooo  c.  m. ;  the  lengths  varied  from  440  ft.  to  3.9.17  ft. ;  the  t>ital 
weight  of  cables  was  130,315  lb. 

Ihese  estimated  copper  requiremeius  could  have  been  reduced,  or 
entirely  dispensed  with,  but  it  would  lie  at  the  sacrifice  of  speed 
and  ability  to  handle  promptly  and  safely  the  maximum  number  ol 
people  possible  with   the  system  developed   to  the  highest  capacity. 

One  other  point  which  the  engineers  especially  emphasized,  was 
the  installation  of  a  block  system  of  signals  set  forth  in  the  specifica- 
tions as  follows: 

"The  entire  line  shall  be  equipped  with  a  systetn  of  automatic 
block  signals,  so  arranged  that  the  spacing  of  trains  will  be  uniform 
and  so  that  wlicn  trains  are  standing  at  stations  they  will  be  pro- 
tected from  following  trains.  These  signals  must  be  so  arranged 
that  when  a  signal  blade  is  set  at  clear,  giving  a  train  the  right  to 
proceed  into  the  block,  the  passage  of  the  first  wheel  of  the  train  over 
a  fixed  point  in  the  track  near  the  signal  post  will  mechanically  and 
automatically  set  the  signal  blade  at  danger,  and  the  signal  blade 
will  remain  set  at  danger  against  all  approaching  trains  until  the 
train  which  has  actuated  the  signal  on  entering  the  block  shall  pass 
out  of  the  block,  when  the  signal  will  again  be  actuated  and  go  to 
clear. 

"The  signals  must  also  Ik'  so  constructed  that  should  a  train 
violate  a  signal  and  enter  a  block  which  is  i:ccupied  by  another 
train,  the  air  brake  apparatus  on  the  train  so  violating  the  signal 
will  be  automatically  operated  and  the  brakes  applied  in  emergency 
application.  Furthermore,  should  a  train  attempt  to  enter  a  block 
in  violation  of  a  danger  signal  and  pass  or  partially  pass  the  signal 
before  the  brakes  could  slop  the  train,  the  signal  violated  nui.st  re- 
main at  danger  until  both  trains  in  the  block  have  passed  out  of  the 
lilr'ck  limits,  in  other  words,  the  signal  must  remain  at  danger  until 
every  train   in  a  block  has  passed  into  the  block  ahead." 


Ave.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


445 


Such  a  method  as  this  is  the  only  one  which  will  maintain  a  uni- 
form spacing  of  trains  and  give  imnnmiiy  from  rear-end  collisions, 
and  such  a  system  which  will  be  positive  in  its  operation,  would  cost 
not  to  exceed  $16,000. 


formance  of  a  train  making  the  complete  circuit  of  llie  line  as  in 
the  accompanying  diagram.  This  diagram  shows  the  speed  of  trains, 
power  rei|uired.  time  consumed  in  making  stops  at  stations,  time 
power  is  being  used,  and  when  it  is  ciU  oflf  from  the  motors,  time 


liKNKKAl,   f'l.A.N    OK 


l'F{()l'OSKI)  TKHMrNAI,   STATION    AT    BAM  VI  ICItK   AVKNIIC    A.Nl)    I.I  .\l  HOI. I.    lil  iT  1  .i;\'.\  lill 
TKIt.MINAI.    l.flOl'S    AT    LEFT-  INTUAMURAI,     RAIIAVAY  AT   IIIUIIT 


STItlOI'ri'    UAII.W.W 


III  order  t«  ciliiiiatc  the  power  requircnieiils  the  characteristic 
curves  of  the  motors  were  taken  .>»  a  basis  and  the  probable  per- 
formance of  a  train  computed  for  each  of  the  runs  between  stations. 
I  he  diagrams  were  then  assembled  so  as  to  give  the  continuous  pcr- 


I'ousiiiiu-d  III  biiikuiv:  ti<iiii>  111  I'.u  ti  ihii,  .111(1  till'  jM'wvi  rcqiiirciiu-iils 
at  any  iiislam  innkr  llie  maximiiiii  conditions  of  Irallic.  The  con- 
linuous-power  cliaKr;iin  ^liown  in  comieclioii  with  this  indicates  the 
power  house  load  at  any  iiisinnt  niidi'r  tlic  .issimu-d  iii.isiiiuim  cnii 


44f) 


STREKT    RAILWAY    REVIEW. 


[Vol.  XIll,  No.  8. 


dllioiii  ui  traliic.     I  lie  tlucluations  uf  load  inaxiiiiuiii  aiul  iniiiinitini, 
and  llic  average  load,  are  indicated  on  this  diagram. 

riic  power  dctrrniinalions  arc  made  for  twelve  trains  uf  four 
cars  each  in  service  at  the  same  instant,  operating  at  a  schedule 
speed  of  14  miles  per  hour  and  unifurml>'  spaced  on  the  hue  at  in- 
tervals of  1  minute  and  sX  seconds.  The  maximum  speed  allow 
alile  is  3J  miles  per  hour,  rale  of  acceleration  l^i  miles  per  hour 
per  second,  rate  of  retardation  l>4  miles  [icr  hour  per  second.  The 
allowable  speed  on  curves  is  taken  as  follows: 

1°  to  4°  curves,  maximum  speed  3i  miles  per  hour. 
4°  to  8°  curves,  maximum  speed  M  miles  per  hour. 
8°  10  15°  curves,  maximum  speed  15  miles  per  hour. 
15°  to  20°  curves,  maximum  speed  IJ  miles  per  hour. 
jo°  10  30°  curves,  maximum  speed  10  miles  per  hour. 

The  peak  loads  at  the  power  house  under  this  assumed  maximum 
traffic  and  considering  only  the  current  input  at  motor  terminals,  as 
indicated  on  the  diagram,  would  be  4,800  kw.,  the  aver.-ige  load  being 
.{.l6o  kw.  All  power  determinations  were  made  on  the  basis  of 
(100  volts  pressure  at  the  generator  terminals,  and  an  allowable 
drop  of  too  volts  at  the  motor  terminals.  Taking  into  con- 
sideration the  transmission  loss,  the  actual  maximum  power  house 
load  would  be  i.J  of  that  indicated  on  the  diagram,  or,  approxi- 
mately, 5.8O0  kw.,  and  the  average  load  would  be  approximately 
J.800  kw. 

I  he  power  house  requirements  for  the  assumed  lua.sinnnn  con- 
ditions were  greater  than  it  was  estimated  they  would  be  before  the 
performance  diagrams  were  worked  out  for  the  line  as  it  is  located. 
I'he  heavy  gradients  and  large  amount  of  curvature  were  conditions 
which  could  not  be  avoided,  and  in  order  to  develop  the  maximum 
elficiency  of  the  railway  as  a  machine  for  conveying  passengers,  a 
schedule  of  14  miles  per  hour,  with  trains  spaced  approximately 
two  minutes  apart,  must  be  maintained  with  the  48  cars  in  service. 
Operated  at  the  14-miles  per  hour  scheilnle,  ijo  cars  per  hour  would 
pass  a  given  point,  and  assuming  the  sealing  capacity  of  each  car 
to  be  75  passengers  and  that  each  passenger  made  one  complete 
circuit  of  the  loop,  the  maximum  capacity  of  the  service  would  be 
g.ooo  passengers  per  hour,  it  was  considered  very  probable  that 
should  the  Intramural  Railway  be  constructed  as  located,  there 
would  be  many  days  during  the  period  of  the  Exposition,  when  for 
several  hours  at  a  time  the  demand  would  exist  for  a  service  of 
capacity  greater  than  9,000  round  trip  passengers  per  hour. 

The  estimate  of  the  cost  of  building  and  equipping  the  railway, 
ready  for  operation,  based  on  the  plans  and  specifications  outlined 
was  as  follows: 

Elevated  Structure. 

Foundation  excavation  21,450  cu.  yd.  @  50  cents $  10,725 

Timber  in  structure  3.282.362  ft.  B.  M.  @  $35  per  M 117,882 

Metal,  rods,  bolts,  etc.,  1,018.741  lb.  (g  5  cents 50.937 

Track  rails,  300  tons  @  $35 10,500 

Track   joints,   975   (ri   $1 975 

Track  rail  bonds,  in  place.  1,950  @  70  cents 1,365 

Conductor  rails  too  lb.  per  yd..  232  tons  @  $35 8,120 

Conductor   rail   joints,   520   @  $1.25 650 

Conductor  rail  bonds.  1,040  W;  70  cents  in  place 728 

Cross    bonds    in    place 5° 

Trolley  rail   insulators,  3,060  (n)  60  cents 1,836 

(Juard  rails  (steel  65-lb.  per  yd)  45  tons  @  $35 i.S/S 

Tangent  track  laying,  1 1.340  ft.  (ti   40  cents 4,536 

Curved  track  laying,  4,264  ft.  (o   go  cents 3,838 

Placing  trolley   rails.   15,600  ft.  fe   to  cents 1,560 

$215,277 
Eight  Elevated  Stations. 

Timber  required.  667.672  ft.   H.  M.  @  $35  per  M $  23,368 

Metal  bolts,  rods.  etc..  68,768  lb.  @  5  cents 3,438 

Screens,  wire,  6  ft.  high.  2,800  lin.  ft.  (it  36  cents  in  place. .  908 

Exit  turnstiles,  64  @  $20  each 1,280 

Entrance  turnstiles,  32  @  $50  each 1,600 

$  30,594 
Surface  Railway  Complete. 

Grading,  6.934  cu.  yd.  @  25  cents $  II.735 

Ties.  9  ft.  long,  1,052  @  60  cents 631 

Tics,  8  ft.  long,  3,067  @  50  cents 1,534 

Track  rails,  65  lb.  per  yd.,  160  tons  @  $35 S,6oo 


Joints,  angle  Itars  and  Ixilts,  620  (n  $1 

Conductor  rail.  100  lb..  74  Ions  fti/  $35 

Joints,  angle  Imrs  and  bolts,  277  (ti   $1.25 

Guard   rails,  65-lb.,  22  tons  (n    $35 

Track  rail  Iwnds,  1,240  in  place,  (11,  70  cents. .. 
Trolley  rail  lionds,  554  in  place,  (a,  70  cents. 

Cross  Ixjnds   

Trolley  rail  insulators,  1,03s  fe  60  cents 

Ballast,  4,200  cu.  yds.  (a>  50  cents 

Track  laying.  8.300  lin.  ft.  (n   to  cents 

Fencing,  8,300  lin.  ft.  (ji.  8  cents 

Cattle  Guards  (csi'd)  8  in  place,  @  $10 

Road  crossings  ( cst'd )  4  Ca  $35 

Subway   crossings    (esl'd)    2 


620 

2,590 

347 

770 

86K 

378 

30 

621 

a.100 

8.10 

664 

80 

140 

1,200 


$  20,738 


Six  Surface  Stations. 

TinilxT  in   place.  248,000  ft.   B.   M.  (ii    $35 $  8,880 

Metal,  bolts,  nails,  rods,  etc.,  6,600  lb.  @  5  cents 330 

Screens,  3,720  lin.  ft.  Ca[  36  cents 1,339 

1 2  entrance  turnstiles  (<i  $50 600 

12  exit  turnstiles  (rj)  $20 240 


$  1 1. .389 
Electrifying   Belt   Railway  Track. 

Ties,  9  ft.  long,  710  (Oi  60  cents $  426 

Ballast.  2,625  cu.  yd.  @  50  cents 1,312 

Track  rail  bonds,  700  @  70  cents 490 

Conductor   rails,   lOO-lb.,   80   tons   (n    $35 2,800 

217 

245 

426 

20 

840 

530 


Conductor  rail   joints,    175  Ca    $1.25 

Conductor  rail  t)onds,  350  Co    70  cents 

Conductor  rail  insulators,  710  Cri  60  cents... 

Cross  bonds   

Guard  rail,  65-II).,  24  tons  (a   $35 

L.iying  conductor  rail.  5.300  ft.  @  10  cents. 


$    7,306 
Block  Signal  System. 

14  blocks  with  overlaps,  automatic  central  for  52  cars $  16,000 

Feeder  System  and  Conduits. 

I  jo.ooo  11).  bare  copper  cable,  in  place  (gJ  15  cents $  19,500 

44,000  fi.  pump  log  conduits,  in  place  @  to  cents 4400 


$  23,900 

52  cars  complete,  (5  $6,000  each   (est'd) $312,000 

Engineering  supervision  and  administration   expense $  20,000 

Summary. 

Elevated   structure,   complete $215,277 

Elevated    stations     30,594 

New  surface  rail  w  ay 20,738 

Xew    surface   stations 11,389 

Electrifying    service    track 7.3o6 

Block  signals   16,000 

Feeder   system    23,900 

52    cars    compk'le 312,000 

.\dministration,  engineering  and   supervision 20,000 


Total  cost,  exclusive  of  power $657,204 

In  connection  with  the  design  of  the  Intramural  Railway  proper 
there  were  prepared  plans  for  street  railway  terminal  stations  at  De 
Balivierc  .Vvenue  and  at  Lindell  Boulevard.  These  plans  are  shown 
in  the  accompanying  illustrations.  The  estimate  of  cost  given  does 
not  include  the  construction  of  the  suggested  street  railway  terminal 
stations,  but  does  include  that  portion  pertaining  entirely  to  the  In- 
tramural Railway. 


Messrs.  Schmidt  and  Gallatin,  who  submitted  a  plan  for  a  moving 
platform  in  the  subway  between  the  Williamsburg  Bridge  and 
Bowling  Green,  in  New  York  City,  announced  their  acceptance  of 
the  condition  imposed  by  the  Rapid  'Transit  Commission  10  indem- 
nify the  city  for  all  the  money  cxpcnde<l  by  it  in  that  connection,  and  it 
is  expected  that  they  will  1k>  awarded  the  contract  to  equip  that 
portion  of  the  subway  system  with  what  is  called  a  "continuous 
train." 


A  New  Single- Phase  System  of  Electric  Traction. 


Westinghouse  Installation  for  the  Baltimore,  Washington  &  Annapolis  Electric  Ry. 


In  the  adaptation  of  alternating  current  lo  railway  traction  there 
is  a  radical  difference  between  the  system  employed  on  the  various 
foreign  roads,  and  one  that  is  to  be  used  in  this  country,  this  differ- 
erence  lying  essentially  in  the  use  of  a  single  phase,  series  wound 
motor  in  place  of  the  three-phase  induction  motor,  with  generators, 
transmission  lines,  trolley,  car  equipment,  etc.,  modified  to  the  single- 
phase  system. 

This  motor,  which  is  designed  to  have  practically  all  of  the  func- 
tions and  merits  of  the  ordinary  direct-current  railway  motor,  and 


AAJ4. 


FIG.    1.— DIAGR.\M    OF    WIRING, 
a.  Aulo-transformer.      b.  Induction     regulator.      c.  Reversing    switch. 
d.   Fields  of  motors,    e.  Armatures  of  motors. 
f.    Equalizing    transformer. 

avoid  many  of  the  limitations  of  the  direct-current  and  induction 
motors  has  been  developed  by  Mr.  B.  G.  Lamme,  acting  chief  engi- 
neer of  the  Westinghouse  Electric  &  Manufacturing  Co. 

The  first  application  of  this  system  is  to  be  on  the  Baltimore, 
Washington  &  .Annapolis  Ry..  which  as  projected  will  extend  from 
the  suburbs  of  Washington,  D.  C,  a  distance  of  31  miles  to  Balti- 
more, with  a  branch  from  Annapolis  Junction  to  .'\nnapolis,  15  miles. 

The  credit  for  the  great  success  of  the  present  railway  system 
in  almost  universal  use  is  not  due  to  any  inherent  advantages  of 
direct-current,  but  to  the  series  type  of  motor,  coupled  with  the  fact 
that  heretofore  no  suitable  single-phase,  alternating-current  motor 
has  been  perfected.     The  greatest  advantages  of  the  dircct-currein 


FIG.   3.-NK\V   SINOI>E-PIlA8E  AI-TKRNATINO  CURRENT    KAI1-- 
WAY  MOTORS   ON  TRUCK. 

arc  Us  ''I  III  ^>nlHlnd  motor,  giving  it  variable  speed,  and  its  use  of  a 
«inglc-circuil,  necessitating  only  one  trolley  and  one  trolley  wire. 

For  heavy  service,  similar  lo  that  of  steam  roads,  a  much  higher 
voltage  than  that  practicable  with  the  present  dirccl-current  system 
it  csKntial,  and  must  l)e  provided  for.  It  is  evident  that  an  aller- 
naling-cnrrent  railway  system,  lo  equal  the  dirccl-current,  should 
posscHS  the  two  principal  features  of  a  variable  speed  motor  and  a 
•'ingle  supply  circuit,  and,  in  order  to  excel,  should  avoid  as  far  as 
possible  the  disadvantages  of  its  rival.    The  system  must,  therefore. 


be  single-phase,  and  ihe  motor  should  have  the  variable  speed  char- 
acteristics of  the  series  direct-current  motor. 

The  polyphase  motor  is  essentially  a  constant  speed  machine,  does 
not  possess  any  true  variable  speed  characteristics,  and  requires  two 
or  more  trolley  wires. 

A  new  type  of  motor  therefore  is  necessary,  as  none  of  the  alter- 
nating-current motors  in  commercial  use  is  adapted  for  the  speed, 
torque,  and  other  requirements  of  first  class  railway  service. 

The  type  of  motor  designed  by  Mr.  Lamme  for  the  Washington. 
Baltimore  &  Annapolis  road  is  similar  in  general  construction  to  a 
direct-current  motor,  Init  with  its  magnetic  circuit  laminated  through- 
out, and  with  such  properties  that  it  can  successfully  commutate 
alternating  current,     ll  is  a  plain  scries  motor,  and  can  be  operated 


s    1^ 
5    s: 

\ 

1     '-' 

T     1200 

> 

z 

I          11 W 
■*- 

100     1000 

\ 

i 

; 

\ 

\ 

\ 

/ 

POW 

^ 1 

ion 

/ 

1 

80       800 
70       700 
60       600 
60       ,'iOO 
40       400 
30       300 
20       200 
10       100 

cr 

iCiENCr 

\^ 

\ 

7^ 

rzz~ 

V 

^ 

V 

/ 

/^ 

•^ 

f 

\ 

/ 

/ 

/ 

/ 

40 


.■M 


00 


70 


no 


lao 


130 


140 


,S0  90  lOU 

HORSE  POWER 
FIG.    2.— WESTINGIIUUSI';    AI/fKHN ATIKG    CDRRIONT    RAII,\VAY 
MOTOR.     NO.  !ll.-SIN(;i,K    I'11ASI0,-2M   VOLTS. 

on  either  alternating  or  direct  ciirrcnl  ami  will  li.ivi-  llio  same  lor(|ue 
characteristics  in  either  case. 

In  ihe  operation  of  this  road  single-phase  alternating  curreni  will 
be  .supplied  to  the  car  at  a  frequency  of  162-3  cycles  per  second,  or 
2,000  alternations  per  minute,  the  current  from  the  overhead  trolley 
wire  being  normally  fed  in  by  one  trolley  at  appro.simately  1,000 
volts. 

The  alternating  current  to  the  car  is  carried  through  a  main 
switch  or  circuil  breaker  on  the  car  (.See  Fig.  1),  to  an  auto-trans- 
former, (1,  connected  between  (he  trolley  and  the  rilurn  circuit,  Al 
approximately  ,300  volis  from  Ihe  giound  lenniual  ;i  Kail  is  IniiunlH 
out  friini  ihe  auto-lransformer  and  passes  through  llie  regulalor,  b, 
lo  one  terininal  of  the  motors.  For  starting  anil  conlrolling  Ihe 
speed,  an  induclion  regulalor,  b,  is  used  with  ils  secondary  winding 
in  series  willi  Ihe  mntors.  This  secondary  circuit  of  Ihe  regulator 
ran  be  made  either  lo  add  to,  or  subtract  from  the  transformer 
vollage,  thus  raising  or  lowering  the  voltage  suiiplied  lo  the  inolors. 
The  regulator   Iherefore  docs   double  duly.       The   niulroUer   for   the 


448 


STREET    RAILWAY    REVIEW. 


l\(.i    Mil.  No.  8. 


(lirccl-ciirrciH  muturs  inrrcly  lowcr^  llii-  M^liagi-  Mipiiliril  to  1\k 
motors  but  cnnimt  raise  it,  but  an  altcrnatiiiK-ciirrcnt  regulator  can 
lie  connected  for  an  intermediate  voltage,  and  can  either  raise  or 
lower  the  motor  voltage.  In  this  way  the  regulator  can  be  made 
relatively  small,  as  it  handles  only  the  variable  element  of  the  volt- 
age and  the  nia.ximum  voltage  in  the  secondary  winiling  is  but  half 
of  the  total  variation  re<|uired. 

In  the  e(|ulpmems  in  question,  the  range  of  voltage  at  the  motor 
is  to  be  varied  from  approxini.-ilely  joo  volts  up  to  400  volts  or 
slightly  higluT.  I'he  transformer  on  llie  car  will  supply  Jt5  volts, 
and  the  secondary  circuit  of  the  regulator  will  lie  wound  10  gener- 
ate slightly  more  than  too  volts  when  turned  to  the  position  of  its 
ma.ximum  voltage.  This  voltage  of  the  regulator  is  almut  r)nc- 
fourth  of  that  of  the  motors  at  full  voltage. 

There  will  be  four  motors  of  loo-horse-powor  on  each  car,  the 
full  rated  voltage  of  each  motor  being  approximately  200  volts. 
These  will  be  arranged  in  two  pairs,  each  consisting  of  two  arma- 
tures in  scries  and  two  fields  in  series,  the  two  pairs  lieing  perma- 
nently connected  in  parallel. 

Since  voltage  control  is  used,  there  is  no  necessity  for  series  par- 
allel operation,  as  with  direct-current  motors.  To  ensure  equal 
voltage  to  the  armatures  in  series,  a  balancing  or  equalizing  action 
is  obtained  by  the  nse  of  a  small  auto-transformer,  f,  connected 
permanently  across  the  two  armatures  in  series  with  its  middle  point 
connected  between  lluiii.      Tin-  ficMs,  d.  are  arranged  in  two  pairs. 


I'he  induction  regulator  or  controller  re->end>les  an  induction  motor 
in  general  ap|iearance  and  construction.  The  primary  winding  is 
placed  on  the  rotor,  and  the  secondary  or  low  voltage  winding  on 
the  stator.  The  rotor  also  has  a  second  winding  which  is  perma- 
nently short-circuited  on  itself.  The  function  of  this  short-circuited 
winding  is  to  neutralize  the  self-induction  of  the  secondary  winding 
as  it  passes  from  the  magnetic  influence  of  the  primary.  The  regu- 
lator is  wound  for  two  pules,  aiul  therefore  is  operated  through  180 
degrees,  to  produce  the  full  range  of  voltage  for  the  motors.  One 
end  of  the  primary  winding  of  the  regulator  is  connected  to  the  trol- 
ley, and  the  other  to  a  iH>iiU  between  the  regulator  and  the  motors. 
It  thus  receives  a  variable  voltage  as  the  controller  is  rotated.  There 
are  several  advantages  in  this  arrangement  of  the  primary  in  this 
particular  case.  Hirst,  the  regulator  is  worked  at  a  higher  induction 
at  start,  and  at  lower  induction  when  rimning,  the  running  position 
being  used  in  these  equipments  for  mncli  longer  periods  than  required 
for  starting.  Second,  when  the  motors  are  operating  at  full  voltage 
the  current  in  the  primary  of  the  regulator  passes  through  the  mo- 
tors but  not  through  the  auto-transformer  of  the  secondary  of  the 
regulator.  'This  allows  consiilerablc  redncti(»n  in  the  size  of  aulo- 
Iransfornier  and  regulator. 

The  fundanuntal  difficidly  in  the  operation  of  a  commutator  type 
of  motor  on  single-phase,  alternating  current  lies  in  the  sparking 
of  the  brushes.  'This  difficulty  has  been  overcome  in  the  present  in- 
stance by   so  constructing  the  motor  that   the  secondary  or   short- 


Flf,.    l.-COXCRKTIO    Ml.Nl.NC,    IM..\NT.    DETROIT.    MICH. 


with  two  fields  in  series  and  two  pairs  in  multiple.  This  parallels 
the  fields  independently  of  the  armatures,  e,  with  the  result  that 
one  reversing  switch  may  serve  for  the  four  motors  and  one  bal- 
ancing Iraiisfornur  may  be  used  across  the  two  pairs  of  armatures. 

The  armature  and  field  lieing  connected  in  series,  the  entire  current 
of  the  field  passes  through  the  armature  as  in  ordinary  series  direct- 
current  motors.  The  motor  has  eight  poles  and  eight  field  coils,  the 
latter  wound  with  copper  strap  The  speed  is  approximately  650 
revolutions  at  200  volts. 

'The  general  arrangement  of  the  auto-transformer,  regulator,  nio 
tors,  etc.,  is  shown  in  Fig.    1. 


circuit  current  in  the  armature  coil  is  small,  and  the  commutating 
conditions  so  nearly  perfect  that  the  combined  working  and  second- 
ary currents  can  l>e  commutated  without  sparking.  This  condition 
being  obtained,  the  motor  operates  like  a  direct-current  machine  and 
gives  no  trouble  at  the  commutator. 

.\n  extended  series  of  tests  was  made  with  these  motors  at  the 
Westinghouse  shops  at  East  Pittsburg,  both  in  the  testing  room 
and  under  a  car.  Fig.  2  shows  curves  of  the  speed,  torque,  efficiency 
and  power  factor  plotted  from  data  from  brake  tests,  the  average 
power  factor  being  approximately  S6  per  cent. 

In  the  Washington,  Baltimore  &  .\nnapolis  contract  the  guarantee 


Arc,  ao.  1903.] 


STREET    RAILWAY    REVIEW. 


44M 


given  by  the  Wcstinghouse  company  is  that  the  efficiency  of  the 
system  shall  be  at  least  equal  to  that  of  the  direcl-current  system 
with  rotary  converter  sub-station.  Ihe  ailvantages  claimed  for  the 
system  may  be  thus  sunnnarized  ; 

The  rotary  converter  sub-station,  an  luidcsirable  feature,  chietly 
on  account  of  the  cost  of  the  apparatu>  and  building,  and  the  at- 
tendance required,  is  dispensed  with. 

By  the  use  of  alternating  current  the  limits  of  voltage  are  at  once 
removed,  as  transformers  can  be  used  for  changing  from  any  desired 
trolley  voltage  to  any  convenient  motor  voltage,  and  variations  in 
supply  voltage  are  easily  obtained.  The  motor  operates  at  relatively 
good  efficiency  at  any  speed  within  the  range  of  voltage  obtained. 
\o  rheostat  need  he  used  under  any  conditions,  and  the  lower  the 
speed  at  which  the  motor  is  operated,  the  less  the  power  required 
from  the  line,  while  the  least  power  is  required  at  start,  as  the  inotor 
is  doing  no  work  and  there  is  no  rheostatic  loss.  The  losses  at 
.■starting  are  only  those  in  the  motor  and  transforming  apparatus,  the 
total  being  less  than  when  rnmiing  at  full  speed  with  an  equal 
torque.  This  system,  therefore,  permits  niaxinuim  economy  in  power 
consumed  by  motor  and  control,  all  economy  in  control  not  possible 
with  the  polyphase  railway  motor,  as  it  is  the  equivalent  of  the 
direct-current  shunt  motor,  with  which  the  rheostatic  loss  is  even 
greater   than   with   the   direct-current   series   motor. 

The  controller,   a   so-called   "induction    regulator",   a   transformer 


Md.,  will  be  IJ3  It.  .X  J03  It.,  and  will  contain  three  24-pole,  1,500- 
kw..  single-phase,  Westinghouse  alternators,  operating  at  S3  r.  p.  m. 
and  delivering  current  at  15.C00  volts.  These  w-ill  be  driven  by 
cross-compound,  Hamilton-Corliss  engines.  In  addition  there  will 
be  two  Westinghouse  loo-kw.  exciters,  ^50  r.  p.  m.  and  125  volts,  a 
large  switchboard  with  electrically  operated  oil- switches,  circuit- 
breakers,  lightning  arresters,  etc. 

There  will  be  nine  transformer  sub-stations  distributed  along  the 
line.  Each  station  will  contain  two  Westinghouse  J.so-kw..  oil- 
cooled  transformers,  supplying  approximately  l.ooo  volts  to  the 
trolley  line.  This  voltage  is  by  no  means  an  arbitrary  limit,  but  was 
deemed  sufficient,  though  a  much  higher  voltage  could  be  employed. 

The  cars,  about  60  ft.  long  and  weighing  about  50  tons  each,  will 
be  supplied  with  M.  C.  B.  high-speed  trucks,  and  it  is  expected  that 
a  normal  speed  of  40  to  45  miles  per  hour  will  be  attained,  with 
a  possibility  of  60  miles. 

.\  branch  line  from  Washington  to  Laurel,  Md..  14  miles,  is  now 
being  operated  by  direct-current,  and  will  l>e  taken  over  by  the 
Washington,  Baltimore  &  Annapolis  company.  Current  fur  this  hue 
will  be  furnished  by  two  Westinghouse  aoo-kvv.,  550-volt,  500  r.  p. 
ni..  single-phase  rotary  converters  located  in  the  power  house  at 
1  lyattsville.  This  apparatus  is  also  a  new  departure,  especially  since 
it  shows  the  possibility  of  operating  the  new  system  with  the  exist- 
ing direct  current  equipments,  which  are  to  be   retained. 


-(  o.NCKi;  I  I,   .\ii.\i.m:    |'|.,\.\i.    iii.ii;i.n. 


with  the  primary  and  secondary  windings  on  separate  cores,  avoids 
Ihc  difficulties  of  the  direct-current  controller,  being  entirely  non- 
>parkinK,  and  is  adapted  to  handling  very  heavy  currents. 

As  a  frequency  of  2,000  alternations  per  minute  is  used,  the 
lighting  of  the  cars  and  sub-stations  was  at  first  considered  a  serious 
difficulty.  'I'his  is  overcome  by  the  use  of  very  low-voltage  lamps, 
allowing  the  use  of  a  thick  filament  with  considerable  heat  inertia. 

Westinghouse  multiple-unit  control  and  air  brakes  will  be  used, 
the  air  compressor  iKring  driven  by  a  small  altcrnaling-cnrreiil  scries 
motor. 

Ihe   grnrratiiig    slalinn,    now   imder   construrlion    at    llyaltsvillc. 


PORTABLE  CONCRETE  MIXING  PLANT. 


I'hc  accuiupanying  illuslralions  were  finiiislied  by  the  cuurtes.v 
of  Mr.  John  Kerwin.  superinlendent  of  tracks  of  the  Detroit  United 
Hy.  Co.,  and  show  a  construction  train  especially  designed  for  plac- 
ing concrete  oit  street  railway  tracks,  which  is  throughout  the  inven- 
lion  of  Mr.  Kerwin  and  was  bui'l  under  his  direilinn  in  llie  track 
departinenl  shops  of  Ihe  company. 

It  will  be  observed  that  the  train  comprises  three  cars  and  on 
each  of  these  is  laid  a  track,  the  rails  being  connecleil  with  fish 
plates.     The  small  car  seen  cm  llii-  inirltllc   Hal   car,   Kig,   I,  is  dr.iwii 


450 


STREET   RAILWAY    I<i:\  II  W 


(Vol.  xni,  No.  8. 


by  a  cal>lv  nliicli  is  controlled  liy  u  lever  placed  near  the  operator. 
Hie  small  car  holds  one  cu.  yd.  of  stone,  '/i  yd.  of  sand  and  'A  barrel 
of  cement.  The  sand  is  placed  in  the  car  first  and  the  cemeiil 
spread  on  top  of  il :  the  car  is  then  run  Kick  into  the  rear  car  of 
the  train  and  tlie  loading  is  completed  with  broken  stone.  The  rear 
car  carrying  the  stone  is  providv<l  with  a  faUe  l>otlom  high  enough 
to  allow  the  small  car  to  p;iss  under.  The  men  then  raise  tins 
false  bottom  which  permits  the  stone  to  drop  into  the  measuring 
car.  When  once  loaded  the  small  car  is  drawn  forward  and  up  the 
incline  shown  in  I'ig.  I  and  dunipeil  into  the  concrete  mixer  at  the 
front  of  the  first  car. 

The  iKjy  standing  on  the  front  of  the  platform  of  the  mi.xer  oper- 
ates the  water  valve  and  the  tank  on  the  opposite  corner  contains 
just  the  proper  (|uantity  of  water  to  wet  down  one  iKitch  of  con- 
crete. A  l>alch  of  concrete  can  be  mixed  with  this  apparatus  in 
live  minutes.  When  mixed  it  is  ilum|K'(l  as  shown  in  I'ig.  j.  oiuo  ,1 
platform  car  which  is  drawn  by  a  horse  to  the  point  where  the 
concrete  is  put  on  the  track.  The  lK>ttom  of  this  is  of  gravel  wagon 
IkmI  construction  so  that  any   portion  desired  may  he  dumped  first. 

The  mixing  of  the  concrete  is  done  in  a  revolving  drum  which  is 
8  ft.  in  diameter  and  4  ft.  in  length.  Only  nine  men  are  required  to 
operate  this  concrete  train  and  Mr  Kerwin  reports  the  saving  by 
its  use  amounts  to  alx>ut  $X>  per  day. 

When  the  sand  and  stone  cars  arc  empty  they  are  drawn  away 
and  two  other  loaded  cars  take  their  place. 

STREET  RAILWAY  CONVENTIONS. 


OILING  ROADBEDS  IN   CALIFORNIA. 


The  Street  Railway  .\ssociation  of  the  State  of  New  York  will 
hold  its  twenty-first  annual  convention  at  Syracuse,  N.  V.,  October 
6  and  7,  1903.  The  conventions  of  this  association  arc  usually  held 
in  September,  the  date  being  changed  this  year  in  order  not  to 
couHict  with  the  Saratoga  conventions.  President,  G.  Tracy  Rogers; 
secretary,  11.  .\.  Robinson.  621   Broadway.  New  York. 


Ihe  ikventh  annual  convention  of  the  Pennsylvania  Street  Rail- 
way .Association  will  be  held  at  the  I'ark  Iloiel,  Williaiusport,  Pa., 
on  Wednesd,ay,  Sept.  23.  1903.  The  officers  of  the  association  arc: 
President,  E.  11.  Davis;  general  manager  of  the  Willianisport  Pas- 
senger Railway  Co. ;  secretary,  Charles  H.  Smith,  siiperiniendent 
Lebanon   \'alley  Street   Railway  Co.,  Lebanon,   Pa. 


July  jg,  igo3.  there  was  organized  at  Oklahoma  City,  O.  T..  ihc 
Southwestern  Electrical  .Association  of  Oklahoma  and  Indian  Ter- 
ritory to  embrace  the  electrical  interests  of  the  southwest.  It  is  in- 
tended to  hold  seini-aimual  conventions,  the  first  of  these  being 
called  for  Oct.  9-10,  1903,  at  Oklahoma  City.  The  program  is  to 
include  papers  on  telephone,  electric  light  and  street  railway  sub- 
jects. The  membership  fee  for  the  .Association  is  $10,  reduced  to  $5 
for  charter  members  joining  Iwforc  the  October  convention.  This 
membership  fee  includes  the  current  year's  dues.  The  officers  of  the 
.Association  are:  President,  Charles  W.  Kord ;  secretary,  G.  W. 
Gooper. 


Ihe  L  nion  Internationale  de  Tramways  et  de  Cluiniii-  de  Fcr 
d'lnteret  Local  under  date  of  July  20th  issued  the  annminccincnt 
for  the  next  convention  which  will  be  held  in  Vienna  in  1904.  in 
the  first  part  of  Septcmlwr.  The  exact  date  has  not  yet  been  fixed. 
1  be  questions  set  for  discussion  are  as  follows: 

I,  Funds  for  replacenient ;  2,  Control  of  transfers;  3,  Economics 
in  current  consumption  for  cars;  4,  brakes  for  electric  tramways; 
5,  Protection  of  aerial  conductors  from  contact  with  telephone,  tele- 
graph and  other  wires ;  6,  Use  of  trail  cars  on  urban  lines ;  7.  .Ad- 
vantages and  disadvantages  of  electric  traction  for  light  railways 
(Chemins  de  fer  d'interet  local.);  8.  Current  for  light  raihv.iys;  9, 
Superstructure  for  light  railways.  The  questions  which  are  to  be 
discussed  in  the  forms  of  papers  arc:  10.  Legislation  affecting  tram- 
ways and  light  railways  in  different  countries  of  Europe;  11,  Sys- 
tem of  accounting  and  monthly  report  of  operation;  12,  Inspection 
and  maintenance  of  electrical  installations;  13,  The  use  of  automo- 
biles on  tramw.iys  and  light  railways. 

Responses  to  queries  should  be  addressed  to  the  secretary-general. 
No.  6  Impasse  du  Pare,  Brus.scls.  Belgium,  not  later  than  Oct.  30, 
1903.  The  officers  of  the  association  are:  President,  Leon  Jansscn, 
and  secretary  general  P.  t'Serstevens. 


In  southern  California  there  is  scarcely  any  rain  from  .April  to 
Octolier  and  in  consequence  the  roads,  unless  litierally  sprinklcil, 
liecomc  very  dnsly.  IClectric  cars  moving  over  these  roads  raise 
such  clouds  of  dust  that  il  is  almost  a  torture  to  ride  in  them.  To 
remedy  this  condition  the  management  of  the  Pacific  Electric  Rail- 
way Co.,  of  Los  Angeles,  recently  iK-gan  to  use  crude  oil  for  laying 
the  dust  and  nas  met  with  such  success  that  the  sjstein  is  licing 
oiled  as   fast  as  possible. 

Mr.  S.  McClnrc,  roadmaster  for  this  company,  has  devised  a 
sprinkler  which  can  \k  attached  to  tank  line  cars,  which  arc  hauled 
over  the  road  by  tme  of  the  track  deparlment  cars. 

The  sprinkler  is  made  entirely  of  pipe  and  fittings  and  although 
very  simple  is  giving  good  results.  It  consists  of  a  fitting  .A  which 
connects  to  the  tank  car.  Uelow  this  is  a  lee  \i  with  3'/j-in.  wrought 
iron  pipes  C  and  1)  running  from  it.  These  pipes  have  ell)OWs  at 
the  outer  ends  and  below  these  are  tees  E  and  V  with  3-iii.  pipes 
G  anil  11.  The  pipes  G  and  H  arc  capped  at  the  ends  and  are  drilled 
with  a  single  row  of  -Vi-in.  holes  on  the  niuler  side,  spaced  H  'n.  on 
centers.  There  is  a  space  7  in.  long  over  the  rail  which  is  not 
drilled;  rliis  is  to  prevent  oil  from  getting  on  the  rail. 

The  tank  cars  are  provide<l  with  steant  heating  coils  and  Iwforc 
starting  out  the  oil  is  thoroughly  heated.  This  makes  it  flow  more 
readily  and  it  is  found  that  the  oil  spreads  much  belter  when  so 
heated. 

From  one  to  three  cars  are  taken  out  at  a  time.  Each  is  provided 
with  a  sprinkler  but  only  one  car  is  in  service  at  a  time.  The  flow 
of  oil  is  controlled  by  the  valve  on  the  tank  car.    The  pipes  G  and 


3-0 ' 


.^c; 


& 


^'/fo/es.g'cen.'e.-j^ 


^-O: 


y/*^  z? 


iv/  n^/»e 


^ 


03 


_jij-         , y-o' — —J 

SPRINKI.KK    FOR    (JII.ING    ROADBKDS. 

11  are  about  3  in.  above  the  rail  and  have  guy  wires  attached  at  their 
free  ends,  to  keep  the  pipes  lined  up. 

It  will  be  seen  from  the  sketch  that  the  ends  of  perforated  pipes 
overlap  each  other.  This  is  to  make  sure  that  the  entire  surface  of 
the  roadbed  is  covered. 

When  oiling,  the  train  is  run  at  a  speed  of  about  four  miles  per 
liour.  It  has  been  found  tli.it  this  speed  gives  good  results  as  it  is 
mil  high  enough  for  wind  currents  to  blow  the  oil  on  the  rails  or  in 
other  pUiccs  where  it  is  not  wanted. 

Observations  made  thus  far  show  that  a  tank  car  containing  6,500 
gallons  will  cover  on  an  average  about  two  miles  of  single  track. 
The  distance  covered  depends  somewhat  on  the  ainount  of  water 
present  in  the  oil. 

Some  runs  nave  covered  much  greater  distances.  Two  observa- 
tions were: 

6,500  gallon  car  covered i■2.^  miles 

(1,500  gallon  car  covered 2.96  miles 

.Some  observations  on  speed  have  been  made  and  the  results  were: 

21.500  ft.  of  single  track  oiled  in I  hr.  16  min. 

1 1,000  ft.  of  single  track  oiled  in 3°  niin. 

1 1.730  ft.  of  single  track  oiled  in 34  min. 

9.500  ft.  of  single  track  oiled  in 25  min. 

13,600  ft.  of  single  track  oiled  in 43  luin. 

10,000  ft.  of  single  track  oiled  in i^  min. 

Il  is  the  plan  of  the  company  to  oil  the  roadbed  twice  each  year, 
once  in  June  and  again  in  August. 

.Aside  from  the  laying  of  dust  this  treatment  has  other  advantages. 
It  preserves  the  ties,  holds  the  dirt  in  place,  and  during  rains  lessens 
the  amount  of  dirt  washed  away. 

The  Los  .Angeles  Railw.iy  Co.  is  also  oiling  its  roadbed.  This 
company  operates  wholly  within  the  city  limits  and  its  tracks  are 
3  ft.  6  in.  gage.  It  is  estimated  that  40  barrels  of  oil  will  cover 
one  mile  of  single  track. 

The  company  owns  its  own  oil  wells  and  the  cost  is  of  course 
small,  but  even  at  75  or  80  cents  per  barrel  the  cost  of  putting  a 
roadbed  in  good  condition  is  much  less  than  sprinkling  with  water, 
when  one  sprinkling  is  barely  suflicient  for  one  day.  J.  E.  B. 


The  3lachinery  of  the  Claim  Adjusting  Department. 


Showing  the  Organization  of  the  Claim  Department  and  Illustrating  the   Forms  Used — Specification  of  Acci- 
dents— Methods  of  Dealing  with  Parties  Injured — Records  of  the   Claim  Department. 


BY  T.    E.   MITTEX,  GENERAL   IIAXAGER    IXTERNATIONAL  RAILWAY   CO..   BIFFALO.    N.   Y. 


It  might  possibly  be  considcrctl  almost  a  misapplication  of  the 
term  to  use  the  word  "Machinery"  in  connection  with  the  workings 
of  a  claim  adjusting  department,  for  of  all  the  departments  of  a 
well-ordered  electric  railway  organization  none  is  less  amenable 
to  the  application  of  hard  and  fast  set  rules  and  modes  of  pro- 
cedure, and  none  is  more  thoroughly  dependent  upon  the  purely 
personal  element  for  the  fullest  realization  of  its  chief  purposes  than 
the  claim  department.  The  term  machinery  is  here  used  to  desig- 
nate the  system,  including  the  assortment  of  blanks,  by  which  the 
personal  ciciuent  can  be  properly  regulated,  ordered,  directed  and 
checked. 

The  laws  of  most  of  our  states  place  upon  electric  railway  corpor- 


T.   E.   MlTTlv.V. 

alions  certain  obligations  and  duties  toward  the  other  u^ers  of  the 
public  streets,  but  these  statutes  also  in  general,  place  upon  the  other 
such  users,  including  lK)th  pedestrians  and  vehicles,  certain  duties 
in  the  direction  of  protecting  themselves  from  injury  through  the 
presence  of  electric  railway  cars  in  the  public  streets.  It  is  to  be 
assumed  when  injury  or  damage  is  caused  by  the  cars,  through 
the  failure  of  the  company's  agents  to  exercise  proper  care,  that  the 
ojmpany  i*  willing  to  make  a  just  and  reasonable  recompense  for 
such  injury.  It  is  in  the  adjustment  of  such  legitimate  claims  that 
(he  claim  department  finds  one  of  its  chief  duties.  Kut  it  has 
unfortunately  come  about,  in  recent  years,  that  the  scope  of  the 
claim  department  has  hail  to  be  considerably  enlarged  in  order  to 
protect  the  conij)any  from  the  vicious  raids  made  upon  its  treasury 
in  the  form  of  excessive  and  unreasonable  claims  for  damages, 
where  damages  have  actually  occurred,  and  in  the  form  of  fraudu- 
lent aru\  illegitimate  claims  for  damages,  for  which  the  company  is 
in  no  way  responsible,  and  for  alleged  damages  which  never  oc- 
curred. 

In  the  preliminary  Ircalmeni  of  rlamage  cases  no  distinction  can 
lie  made  as  between  cases  for  which  the  company  is  or  is  not  legally 
respfinsible.     The  first  and   foremost  re(|ui»itc  of  any  system  in  the 


claim  department  imist  be  the  gutting  of  an  iutcUigiblu  report  of 
the  occurrence,  together  with  the  names  of  all  possible  witnesses,  to 
some  designated  official,  presumably  the  claim  agent  or  his  deputy, 
in  the  shortest  possible  interval  of  time.  In  these  cases,  minutes 
very  frequently  mean  dollars,  and  in  the  immediate  transmission  of 
this  report  there  nuist  be  absolutely  no  distinction  made,  no  matter 


INTERNATIONAL  RAILWAY  COMPANY. 


TELF-PHOXIC  REPORT  OF  ACCIDENT  IVi!.  

F.XACt  TlTiii;. I.inp , Dirw.lion  „ 

BatlBcNo - .- Cm  Net _ 

KxKrt  PliK*  of  Awi.Ient 

Injury  lo  Peraon 

Dntnatf  '"  Pru|>i'riy 


Kiitiii.  .111H  .\<l<lfra,  or  Ii\jun.l  Party  or  On-ncr 

WJiri.-  i.  Injurwl  Pnrty  Now  * _..., „. ... 

NutnWr  of  \Viln.«w» „._.......- 

nripfr<lnlom«nl  ofHow  ArviUont  Owurrivl 


BlwKNK    I-ISIZE   OI'-  ORIGINAL  S^'/'iXo'i.   IN.) 

how  serious,  nor  how  trivial,  nor  bow  genuine,  nor  how  fraudulent 
the  case  may  appear.  The  systeiu  must  provide  means  by  which 
the  claim  department  shall  receive  prompt  and  complete  report  of 
every  mishap  or  occurrence  out  of  the  ordinary,  which  may  take 
place  in  or  upon  the  company's  properly,  wlietber  it  be  car.  Irack. 
or  building. 

The  following  is  an  e.\posilion  of  the  system  upon  which  tlie 
claim  dcpartmenl  of  the   International  Railway  Co.  is  organized: 

The  company's  book  of  rules  for  trainmen  provides  that,  innnedi- 
ately  upon  the  occurrence  of  any  accident,  mishap  or  other  happen- 
ing out  of  the  ordinary,  in  or  near  a  car,  the  conductor  must  first 
secure  the  names  and  addresses  of  everyone  concerned  in  the  case, 
logctbcr  with  the  names  and  adilresses  of  all  persons  who  aclually 
witness  or  could  have  witnessed  the  affair.  As  soon  as  he  has  sat- 
isfied himself  that  he  has  obtained  all  the  available  names  and  ad- 
dresses, and  after  he  has  taken  sucli  steps  as  may  seem  required 
for  ibe  innnediate  care  of  any  persons  wlin  may  be  severely  injured. 


Name, 

Residence, 

Place  of  Tin  sin  ess, 

iiL,\.\'K   II    .si.ir  hii,i.i:ii  (ii T  \:\  wrrNHHShiH  (SI/.k  ok  f)Ri(:- 

I.N.M,    I'l.XJ    IN.  I 

the  conductor  proceeds  to  the  nearest  available  lelephone  and 
places  himself  in  comnumicalion  with  the  claim  (le|),irtment,  this 
telephonic  report  being  taken  ilown  at  the  office  of  the  claim 
department  in  the  form  of  HIank  I.  If  an  inspector  or  other  em- 
ploye of  the  company  is  in  the  vicinity  of  the  accident,  bis  instruc- 
tions require  him  to  take  such  steps  as  may  seem  best  to  relieve 
suffering  and   to  avoid   unnecessary   ilelay   In   traffic.      It    may   here 


-»5J 


STRKF.T    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  8 


III'  Mated  that,  iii  M-cuniig  llic  naiiit'S  uf  injured  persons  and  all 
witnesses,  the  conductor  docs  not  urilv  the  names  with  his  own 
hand,  hut  passes  small  slips  (Blank  II)  among  all  those  in  the 
immediate  vicinity,  with  the  rcnucst  that  they  write  their  name-, 
place  of  residence,  and  place  of  husiness.  He  then  collects  the  slips 
and  these  form  part  of  his  suhseqtienl  written  report  of  the  occur- 
rence. 1  Ins  has  heeii  Inund  a  better  procedure  than  to  have  the 
conductor  write  the  names  and  addresses  in  a  iHxik  or  mi  a  slip,  as 
a  larger  number  of  witnesses'  names  are  thereby  secured,  and  there 
is  less  opportunity  for  mistakes  in  the  spelling  of  names  and  in 
addresses.  In  addition  to  obtaining  names  of  witnesses,  the  con- 
ductor also  secures,  if  it  is  possible  to  do  so,  a  signed  statement 
from  the  victim  of  the  mishap,  setting  forth  the  victim's  version  of 
■he  occurrence  and  exonerating  the  company  from  blame,  if  the  com- 
pany  or  its  agents   arc   not   at    fault.      It    frequently    happens   thai 


ciiniprehensivc  report,  written  in  ink,  and  giving  in  the  grealol 
detail  the  time  and  place  of  the  accident,  the  names  of  all  witnesses, 
and  all  details  and  incidents  in  connection  with  the  affair  that  coulit 
possibly  have  any  bearing  upon  its  subsequent  haiulling  by  the 
claim  department.  The  form  for  this  report  is  shown  in  Blank  IN' 
.\  and  B.  Instructions  regarding  the  making  of  this  re|iurt  are 
printed  on  the  reverse  side  as  shown.  It  is  the  duty  of  the  inspector 
for  the  particular  line  upon  which  the  accident  occurred,  to  read  tlie 
conductor's  report  and  to  make  on  the  back  thereof  such  notes  con- 
cerning his  own  opinion  of  the  affair  as  he  may  consider  relevant. 
It  is  I  he  duty  of  the  station  master  to  take  charge  of  all  these  acci- 
dent reports,  together  with  the  preliminary  pencil  rejiorts,  turned 
over  to  him  during  the  day,  and  forward  the  same  so  they  will  be  re- 
ceived by  the  claim  department  early  on  the  following  day. 

Il  is  ilie  lirst  daily  duty  of  a  clerk  in  the  claim  deparlinent  to  as- 


AcciDENT    Slip. 

Datt _ Timt 

Ijmi Cjr  Ns 

Dirtelifm SfitJ. /vr  i 

ExatI  Plan 

PatitiffM  tf  ColtJmtlor. 


Numbtr  itf  /^tn/Hgfrt  on  t*tr 

Extent  of  Injury  or  Dannge. 


Niaflc  ||4  AddrttMt  of  wllotHts,  aid  Nuaikcr  of  aay  Cor  •car  al  TIibc  oI  AccMcal 
HikWC.  I  ADOIIMS 


Naacs  aad  KUrttMt  «l  Pera«aa  lojarcd  or  Owaer  of  Property  Damaged. 


How  THE  Accident  Occurred. 


ji.,.it,.. 


/.'.i./c.- 


In  cooc  of  Accident  IhU  xllf.  muil  be  tiirncJ  In  ol  the  tluM  of  (lie  (toy.  toffetker 
with  o  rccular  ACCMcnl  Report,  to  Sutton  Hotur,  wlilch  mual  be  mode  out  before  golnx 
oil  doty. 


.  Stati.m  itail{r 


REHARKS. 


Note— SUtlon    riaiter    and    fn*pector.«   will  Qoeetlon   Itic    tralnm 
tlndlnKo  on   blantto  obote. 


/.i.,v.r..r. 

and   leport    ihclr 


HI.ANK 


lll-.\-KA(  K     OF 
FII..\.VK    tHlZIO 


I'HEI.lMl.VjVHY     .KCCIDENT     REPlJR". 
(IF   tiKIC.I.V.M,    l^iXS^A   IN.) 


B1,.\.NK     Ill-H-KI-IVKRSK    OF     I'KKI.IM  IN.VRT     RKPORT     liL.A.NK 
ISIZK   OF   OHICIN.VI.    l^iXS"^    l.\.) 


the  victim  of  a  mishap  is  willing  to  admit  his  own  iiegli.i^eiice 
at  the  time  of  ihe  occurrence,  whereas  lie  may  not  he  so  willing  in 
assume  his  just  and  legal  responsibility  after  he  has  talked  the  mai- 
ler over  with  ultra-sympalhclic  friends  or  been  advised  by  so-called 
legal  counsel. 

It  becomes  the  conductor's  further  duly,  as  soon  after  an  accidcnl 
as  circumstances  will  allow  and  while  the  details  of  the  event  are 
still  fresh  in  his  mind,  to  make  a  lead  pencil  report  of  the  occur- 
rence on  the  form.  Blank  III  (.V  and  B).  If  an  inspector  has  been 
on  the  scene,  it  is  his  duty  to  satisfy  himself  as  how  the  accident 
occurred,  and  he  gives  a  terse  statement  of  his  version  on  ihe  back 
of  this  same  blank.  This  pencil  report  is  in  the  nature  of  a  prelimi- 
nary report  and  is  required  in  order  to  fix  more  firmly  the  ilelails  in 
ihe  minds  of  conductor  and  inspector  and  to  enable  them  lo  make  a 
more  accurate  and  comprehensive  report  later  in  the  day. 

.\s  the  conductor  is  going  off  duly  for  ilie  day,  and  before  lie 
leaves   the   car   house,   it   becomes  his   duly    to    prepare  a    full    and 


^einliL'  all  these  reports  ami  lluy  are  then  given  consecutive  nuni- 
liers,  each  case  being  given  a  separate  number,  as  well  as  a  classifica- 
lion  letter,  and  it  may  here  be  said  that,  thereafter,  each  case  is 
known  by  its  number  for  tiling  and  reference  purposes.  It  may  be 
said  that  here  the  work  of  the  claim  department  properly  begins, 
but,  as  a  matter  of  fact,  in  a  large  percentage  of  cases  ihe  claim 
department  does  not  wait  for  these  written  reports  hut  takes  de- 
cided action  just  as  soon  as  the  first  telephonic  report  of  the  occur- 
rence is  received,  especially  in  serious  accidents,  and  particularly  if 
serious  personal  injury  or  death  has  resulted. 

A  word  may  here  be  interpolated  concerning  the  orgaiii/ation  of 
ihe  claim  department.  The  claim  agent  has  a  force  of  assistants 
including  five  agents  known  as  investigators,  four  for  the  city  ter- 
ritory and  one  for  outlying  districts.  The  investigators  have  authority 
to  adjust  claims  for  small  amounts,  as  it  is  found  a  case  can  fre- 
quently be  settled  for  a  very  nominal  sum  by  the  invest igalor,  who 
leaches  the  persons  concerned  soon  after  'he  accident,   whereas  if 


Arc.  JO.  1903.] 


STREET    RAILWAY 


A  lEW. 


45.^ 


action  was  delayed  until  the  claim  agent  could  personally  pass  upon 
the  matter,  a  considerable  sum  might  be  involved  in  the  settleniem. 
Each  investigator  is  given  $100  in  cash,  out  of  which  he  makes  the 
small  settlements.  This  sum  of  $100  is  paid  to  each  investigator  on 
the  first  day  of  the  month  by  the  treasurer  of  the  company,  upon 
presentation  of  a  slip  approved  by  the  claim  agent.  When  an  iuvesti- 
gjitor  makes  a  payment  in  settlement  of  a  claim  he  is  immediately  re- 
paid the  amount  expended  upon  presentation  to  the  treasurer  of  the 
release  papers  in  the  case  properly  approved  by  the  general  manager, 
so  that  each  investigator  always  has  $100  on  hand.  .Xt  the  end  of  the 
month  the  investigators  turn  in  the  $100  to  the  treasurer  and  imme- 
diately secure  a  new  order  from  the  claim  agent  for  another  $100. 
which  order  he  takes  to  the  treasurer  and  again  draws  that  sum. 
This  monthly  accounting  insures  a  proper  record  of  all  sums  ad- 
vanced to  the  investigators.    The  investigators  also  make  wccklv  re- 


If  in  the  judgment  of  the  claim  agent  the  accident  is  not  serious 
enough  to  warrant   the  immediate  attention  of  an  investigator,   no 
action  is  taken  on  the  telephonic  report  but  he  waits  until  the  writ 
ten  report  of  the  conductor  arrives  on  the  following  day. 

.\s  soon  as  the  written  reports  are  numbered  they  go  to  the 
Uiokkeeper  and  are  entered  in  the  ".\ccident  Record"  book.  The 
headings  for  the  leaves  of  this  book  are  shown  in  Blank  V,  A  and  B. 
The  object  of  the  "Accident  Record"  book  is  to  give  the  file  number, 
the  name  of  the  investigator  to  whom  the  case  was  assigned,  and 
the  status  of  the  investigation  at  any  particular  time. 

The  cases  are  also  indexed  in  another  book  under  the  names  of 
the  injured  parties  or  of  the  owners  of  property  damaged. 

For  convenience  in  recording,  accidents  are  classified  and  lettered 
according  to  the  following  schedule,  which  is  printed  on  a  slip  ,?  x  7 
in.,  a  size  con\enienl   fur  the  pocket  : 


INTERNATIONAL    R.MLW.W    COMPANY 

ACCIDENT  REPORT.  CUfts 


/M 

_  -., 

.  -                ,.,/,,-...,, 

n^,..f.^. 

y.f^iv 

rmr 

,t 

V 

/  1/ 

tw.w 

Ut 

/«.».•;.• 

Z"^ 

'■»■•-'" ■••w 

<^r*^ 

.n..*^y/«wvt 

ir..«br 

t-j*-^ 

U 

II  *,/•«*«/*  «;.WAi«». 

*wV'-'-- 

y.,  :,.'<■ 

.i^-- 

WITNESSES. 


Full  Account  of  Acddeol. 


SETTLEMENT. 


INSTRUCTIONS. 

Bcpori,  ol  ..((idtiit,  ,irc  miJc  on  ..(ci'icni  'tiii'  n  i-me  ■^f  o«otfcncc  *nd  muu  he  cnpipil  wd 
tigncd  (.n  inWJ  b^  lh«  cfo*  en  ihi,  (ofm  and  dellvertd  ta  Saperviwr  at  Sniion  CleiW  hdore  i:<»ni(  oil 
■tui^  lor  ihr   diy 

A<lcif  *nd  tfuihfol  ■Sutcmcni  ol  ho*  accident  occurred"  mutt  be  written  m  pUce  proviiled. 
and  where  pertonal  Injury  or  tcrtou*  damai;e  to  property  i,  involved,  both  Motorman  and  Conductor  will 
be  required  to  mibe  affidavit  that  the  ttatenient  i,  correct 

In  ,.i,r  oMalal  accident  crew  will  be  relieved  at   earlleat   potiilile   moment  and  repor 


',mcr  ol 


Ill.A.VK     IV-A— FACE    OF    ACCIDEXT    REfOUT    I.1IZK    (IF    ORIG- 
INAL   SV4XI3    IN.) 


ULANK      I\-B-RKVKRSE     OP     ACCinENT     UKPORT     (SIZE     OF 
(lI'.lC.lNATa  S'AXia   IN.) 


ports  of  all  cases  in  their  hands  for  investigation,  and  at  the  end  of 
each  month  report  to  the  claim  agent  the  number  of  investigations 
completed,  the  number  of  witnesses  interviewed,  the  number  of  claims 
adjusted,  and  the  cost  of  claims  adjusted  for  the  month.  Care  is 
taken  to  keep  the  claim  agent  in  close  touch  with  all  of  the  investi- 
gators at  all  limes  of  the  day  and  night.  To  this  end  the  investi- 
gators  call  the  claim  agent  on  the  telephone  at  two-hour  intervals 
during  the  day,  and  each  investigator  has  a  telephone  at  his  resi- 
dence. The  investigators  take  weekly  turns  doing  night  and 
Stmday  duty  and  an  investigator  is  at  the  office  of  the  claim  depart- 
ment every  night  from  6:30  to  I2:.10  and  all  day  Sunday. 

As  soon  as  telephonic  notice  of  an  accident  is  received  at  the  claim 
department  the  claim  agent,  if  in  his  judgment  the  circumstances 
require  it,  immediately  assigns  one  or  more  investigators  10  the 
case,  and  without  loss  of  lime  they  call  upon  the  injured  persons. 
and,  if  possible,  secure  a  release  from  all  claims  for  damages.  The 
investigators,  as  previously  stated  have  Ihc  powers  of  adjusters 
within  certain  limits,  and,  if  ihey  can  cfTect  a  satisfactory  settle- 
ment, they  are  authorized  to  make  payment  on  the  spot  and  secure 
a  full  release  from  Ihc  injured  person. 


(■|.,\.S.S||'U"I  KIN   (II"    \((1I)KNT.S. 

.'\.  Collision  with  vehicles. 

B.  Collision  with  persons. 

C.  Collision  with  animals. 
U.  Collision  with  bicycles. 

E.  Collision  with  cars. 

F.  Cars  leaving  track. 

G.  Employes   injured    when   mi    iliily, 
1 1.  Counter  pole  accidents. 

I.  Alighting  or  Ixiarding  moving  car. 

K.  Alighting  or  hoarding  stationary  c:ir. 

I,.  Fell  in,  on  or  off  car. 

M.  Fell  off  car  tm  curve. 

N.  Trouble  on  accoiml  of  fare. 

O.  Disturbance  on  car, 

r.   I'',j(rluu-iu  friini  car, 

Q,   Frightened  horses, 

R,  Electric  shock  to  persons, 

S,  Electric  shuck  to  animals 


454 

'I'.  KIcclric  iKMlcrs. 
U.  Misccllaiu'oiis. 

KXI'KNSE. 

1.  Witness  fees  ami  expenses. 

2.  Expert   testimony. 
.V   Meilical  I''xiH-n.-i- 

4.  Special   service. 

5.  Iiiciilenlals.  office  <\piiiM-,  < 


strf-:i-:t  k.mi.wav  ukview. 


[Vol.  XIII.  N.I.  8. 


iKMik  arc  8x  ll'^i  in.  On  led  hand  pages  arc  ruled  colunuis  headed, 
re>|>eclively  :  "No.."  "Name."  "Date  o(  .\cci<leni—Snminons— Com- 
plaint." ".\ttorncy."  On  the  right  hand  page  the  columns  arc 
headed  :  ".\mount  of— Suit— Estimated  Liability — Scttlemcnl." 
"Dale  of  Scttlemcnl."  •"How   Settled." 

Thi^i  "Suits  Pending"  Uxik  is  of  very  great  importance  ami 
convenience  as  it  gives  the  exact  stains,  at  any  given  time,  of  every 
case  inslilnled  against  the  company.  In  the  column  lieade<l  "Suit." 
is  entered  the  amount  for  which  the  suit  is  hronghl.  and  in  the  col- 


International  Railway  Company. 

[                            1                            1                            1          ...  .... 



— 

— 

- 

'_^ 

l_ 

-... 

*'*" 

— 

- 

|:I..\NI<    VA     I.KI'T   II.V.M)   fAClO  OK   ACCIDENT   RKI'UHT    HOOK    (SIZK  OK  PACK  IT^XIl    INI 


6.  Salaries. 

;.  Salaries  of  Attorneys. 

8.  Conn  fees  and  legal  expenses. 

After  entering  in  the  ".\ccident  Record"  liook  the  written  reports 
go  to  the  claim  agent  and  he  assigns  certain  cases  to  each  investi- 
gator, with  instructions  to  call  on  the  injured  parties,  secure  re- 
leases if  possible,  effect  satisfactory  setllements,  or.  if  this  cannot 
l>e  done,  to  call  upon  all  the  witnesses  and  secure  all  the  testimony 
and  statements  possible  for  use  in  the  fiirllier  handling  of  ilie  case. 


unin  luade<l  estinialed  liability,  the  claim  agent  enters  what,  in  his 
best  judgment,  will  1k'  the  amount  of  the  verdict  returned,  so 
that  a  fairly  accurate  knowledge  of  the  company's  liabilities  for  all 
claims  unsettled  can  he  determined  at  any  time. 

When  a  claim  or  suit  is  finally  settled  all  the  papers  in  the  case 
are  filed  numerically  in  the  "Permanent"  filing  case. 

The  claim  department  keeps  its  own  cash  l)ook,  from  which  the 
claim  agent  makes  up  his  daily,  weekly  and  monthly  report  to  the 
general   manager.     In  bis  monthly  reports  to  the  general  manager. 


Accident  Record 


BLANK    V-H-lil(!IIT    HAND    PAGE    OF    ACCinKNT    REPORT    BOOK    (SIZE  OK   PAGE   1714X11    IN.) 


If,  in  the  judgment  of  the  claim  agent,  an  additional  sworn  state- 
ment from  the  conductor  or  molorman  would  be  of  value,  the  trans- 
portation departniein  is  requested  to  send  either  one  or  both  of  these 
employes  to  the  office  of  llie  claim  department,  and  they  are  there 
examined  and  directed  to  make  a  sworn  statement  covering  all  the 
details  of  the  case. 

With  his  statements  of  witnesses,  the  investigator  makes  a  brief 
written  report  concerning  his  ideas  of  the  case,  the  degree  of  liabil- 
ity, etc. 

When  the  statements  of  all  witnesses  have  l>een  secured  and  at- 
tached to  the  conductor's  written  report,  the  papers  are  handed  .to 
a  clerk  who  makes  a  typewritten  synopsis,  which  can  be  used  for 
reference  by  the  general  manager  or  attorneys. 

If  the  claim  agent  believes  the  case  to  be  fraudulent,  or  a  "fake" 
case,  he  assigns  it  to  a  special  agent  for  thorough  investigation,  with 
the  end  in  view  of  securing  the  arrest  and  conviction  of  such  per- 
sons as  may  be  found  guilty  of  conspiracy  to  defraud. 

Accidents  which  are  known  to  l>e  trivial  are  not  investigated  as  it 
is  thought  better  nut  to  stir  up  unnecessary  agitation  that  might  lead 
to  action  not  previously  contemplated  by  the  injured  party.  If  the 
accident  is  not  assigned  to  an  investigator  the  conductor's  written 
report  is  filed  numerically  in  a  case  marked  "Not  Investigated." 

In  the  event  that  the  investigator  reports  a  case  cannot  be  settled 
for  a  reasonable  sum  it  becomes  the  duty  of  the  claim  agent,  in 
conjunction  with  the  advice  of  the  general  manager,  and  the  attor- 
neys if  necessary,  to  decide  upon  what  course  shall  be  pursued  in  the 
further  handling  of  the  case.  If  the  parties  concerned  are  found  to 
be  unreasonable  in  their  demands,  or  if  the  company  is  clearly  not 
liable,  the  written  report,  together  with  all  statements,  affidavits  and 
other  papers  in  the  case,  is  filed  away  until  such  time  as  the  serving 
of  a  complaint  shall  give  notice  that  suit  has  been  instituted.  If 
suit  is  instituted  the  first  action  of  the  claim  department,  after  the 
service  of  the  complaint,  is  to  copy  all  papers  in  the  case  and  forward 
the  original  to  the  company's  attorneys.  Notation  of  the  case  is  en- 
tered in  a  book  known  as  the  "Docket."  which  is  the  regular  form  of 
lawyers"  docket  for  keeping  track  of  suits  pending. 

In  addition  to  this  record  in  the  docket,  the  case  is  entered  in  a 
book  known  as  the  "Record  of  Suits  Pending."     The  leaves  of  this 


the  claim  agent  gives  a  comprehensive  review  of  the  nuinl)er  and 
character  of  all  accidents  for  the  current  month  and  for  the  previous 
months  of  the  fiscal  year,  and  also,  a  detailed  report  of  the  dis- 
bursements of  the  claim  department. 

The  blank  for  the  "Monthly  Detail  Statement  of  the  Claim  De- 
partment"  is  a  form  19  in.  wide  by  8;/^  in.  deep.  Each  statement 
includes  "Accidents  Reported  and   Expenditures  for  the  Month  of 

."  and  "Accidents  Reported  and  Expenditures  for  

Months   ending  ."  and  also  a    "Summary   for  the   Year  to 


INTERNATIONAL    RAILWAY   COMPANY. 
DOCTOR'S    REPORT. 


MARK  lex  .\IION  Ot    (NJl  R>  (IN  AB0\1    FKIlRtS  AND  M4Xt   l>l  IMIID  RII*UKI  HtlOU. 

in,ANK    Vl-PHYSUMANS   REPORT   lil.ANK   (SIZE  OF  ORIGINAL 
suxi:;   IN. 

Date"  of:  Gross  l'"arnings.  Expense.  IniUmnity  and  Claim  Depart- 
ment. 

Ihe  horizontal  rulings  on  this  form  are  made  for  a  classifica- 
tion of  the  accidents  and  expense,  the  titles  and  letters  or  numbers 
being  identical  with  the  list  given  on  pages  453  and  454. 

The  vertical  rulings  give  columns  for  "'.-Xccidents  Reported  Cur- 
rent Month."  (luimber)  ;  ".\ccidents  Occurring  During  the  Years,'" 
(sid>divided   into  seven  columns  each   ruled   for   dollars   and  cents. 


Aii;.  JO.  Kjo.vl 


STREET    KAILWAV    KEXIICW. 


455 


in  which  auiouiiis  expended  on  account  of  old  claims  arising  be- 
cause of  accidents  in  the  given  years  are  entered)  ;  "Total  for 
Month."  (dollars)  ;  "Accidents  Reported.  Year  to  Date."  (number)': 
"Accidents  Occurring  During  tlie  Years."  tsulidivided  in  seven  col- 
umns for  entr>'  of  expenditures  on  account- of  old  claims);  "Year 
to  Date."   (dollars). 

it  is  Iwlieved  that  the  scope  of  the  claim  departniciU  should  also 
extend  to  a  systematic  effort  for  preventing  accidents.  To  this 
end  the  claim  department  keeps  in  very  close  touch  with  the  trans- 
portation deparimeut,  and  the  reports  of  the  claim  agent  are  given 
careful  consideration  by  the  superintendent  of  transportation.  Each 
day,  when  the  conductors'  reports  of  accidents  are  received  from 
the  station  ma.<ters.  the  preliminary  pencil  reports  previously  men- 
tioned are  immediately  sent  to  the  transportation  department,  and 
are  there  tiled,  so  that  the  transportation  department  knows  of  all 
accidents,  with  iheir  causes,  practically  as  soon  as  the  claim  depart- 
ment. On  these  reports  the  claim  agent  makes  notation  in  red  pen- 
cil of  such  changes  or  reconmiendalions.  as  he  may  deem  proper. 
in  the  line  of  prevention  of  similar  accidents.  .\  meeting  of  the 
inspectors  is  held  every  Sunday  morning,  at  which  meeting  these 
reports  of  accidents  are  carefully  scrutinized  and  discussed  and 
such  action  taken  in  the  line  of  prevention  as  may  suggest  itself. 
The  transportation  department  in  turn  notilies  the  claim  department 
what  action,  if  any.  it  has  taken  on  each  case  in  the  line  of  cautioning 
or  disciplining  employes   responsible,   c.r   in   ilu-   line   uf   preventing 


future  occurrences  of  a  similar  nature.  .-Ml  these  reports  and  checks 
are  in  the  line  of  keeping  the  entire  system  of  all  departments 
keyed  up  to  jiroper  pitch. 

The  claim  department  keeps  a  card  imltx,  hy  name,  of  all  con- 
ductors and  niotormcn  who  have  been  concerned  in  accidents,  on 
account  of  which  suits  are  pending,  and  before  any  employe  can 
secure  a  discharge  from  the  company's  employ  he  nwst  report  at 
the  claim  department  and  see  if  his  name  is  in  this  card  index. 
If  it  is,  he  is,  requested  to  leave  his  probable  future  address,  so  thai 
if  he  is  ever  wanted  as  a  witness  in  court  the  company  will  have 
some   means   of  locating   him. 

The  company  does  not  employ  a  doctor  regularly,  but  engages 
diHTtors,  of  good  reputation,  to  investigate  and  report  upon  cases, 
when  necessary.  For  making  such  report  as  to  bodily  injuries  the 
physician  uses  a  blank  which  bears  a  number  of  figures,  as  shown 
in  Blank  VI,  and  designates  by  pen  marks  the  exact  location  and 
nature  of  the  injury.  The  claim  department  aims  to  foster  and 
preserve  cordial  relations  between  the  company  and  all  reputable 
lawyers  and  physicians  in  the  city  and  with  the  city  emergency 
hospitals,  and  cheerfully  pays  all  ambulance  charges  for  calls  in 
electric  railway  cases.  It  is  the  desire  of  the  company  to  merit  and 
secure  the  co-operation  of  the  reputable  legal  and  medical  profes- 
sion and  of  the  hospital  attendants  in  the  line  of  protecting  persons 
injured  by  its  cars  from  the  overtures  of  unprincipled  and  disrep- 
utable practitioners. 


The  Successful  and  the  Unsuccessful  Claim  Agent. 


Portraying  the  Qualifications  Necessary  for  a  Claim  Agent — Kindness,  Patience  and  Tact  More  Effective  Than 
Bluff  and  Bluster— When  to  Settle  and  When  to  Contest   Claims     Form  of  Release. 


BT.  DR.  H.  B.  ROCKWELL.* 


On  either  side  of  the  doorway  that  leads  into  the  Senate  Chamber 
at  Washington  is  a  curiously  carved  wooden  box  containing  snuff 
and  placed  there  for  the  use  and  iKiietit  of  Ihe  distinguished  men 
who  preside  over  the  nation's  affairs,  and  amongst  the  appropriation^ 
made  each  year  by  Congress  there  is  found  this  item:  "Five  pounds 
of  Copenhagen  snuff,  $30.00,"  and  thus  is  perpetuated  a  custom 
adopted  by  our  forefathers  and  by  them  considered  essential,  the 
utility  of  which,  in  these  modern  times,  has  entirely  disappeared. 
Almost  as  incongruous  is  the  maintenance  and  enforcement  in  all 
its  details  of  the  doctrine  of  "Master  and  Servant,"  which  was  pro- 
mulgated hundreds  of  years  ago  by  our  English  forefathers,  and  in 
.-pile  of  changed  conditions  is  in   force  today- 

That  the  master  should  be  held  responsible  for  the  negligent  acts 
of  his  servants  is  altogether  proper  and  right,  but  why  should  street 
railway  corporations  be  held  accountable  not  only  for  the  negligent 
acts  of  its  servants  but  also  for  the  carelessness  of  the  general  pub- 
lic? I  venture  to  say  that  out  of  every  hundred  accidents  reported 
to  the  claim  department  of  street  railways,  ninety  arc  caused  by  the 
carelessness  of  the  subsequent  claimant  for  damages.  The  purpose 
and  scope  of  the  law,  as  it  was  originally  framed,  were  evideiuly  In 
■.afeguard  the  rights  and  correct  the  wrongs  of  the  public.  I  wonder 
what  the  respected  and  respectable  framers  of  that  law  would  y.iy 
if  they  could  see  and  know  how  its  application  has  been  distorted 
from  its  original  purpose  until  its  chief  object  now-a-days  is  lo 
engender  in  the  minds  of  a  certain  class  of  people  a  sordid  greed  of 
gain  that  undermines  Ihe  manhood  of  those  who  profit  by  it  and 
works  a  deal  of  hardship  to  street  railway  corprjrations. 

If  I  were  asked  what  qualities  were  most  essential  lo  ibe  success- 
ful adjustment  of  damage  claims,  I  should  say,  ranging  them  in  the 
order  of  their  importance:  Kindness,  Patience  and  Tact.  I  know 
there  arc  some  adjusters  who  depend  for  their  success  upon  an  ex- 
hibition of  Kluff  and  Bluster,  who  assume  that  every  claimant  is  a 
fraud  and  who  bring  lo  licar  upon  all  cases  alike  a  sledge-hammer 
%lyle  of  argument.  I  admit  that  there  are  exceptional  cases  where  it 
i»  nccesiary  lo  use  a   vigorous  anil  sirennous   style  of  argument   in 


•Dr.  Rrx-kwell  Ik  m.innK<'r  of  Ihi-  Kleilrle  Knilwny  I'liiil.  of  KohIoii. 
whirh  coniiliitii  of  Horn*'  thirty  or  forty  ttutiiirliaii  i-li'ctrlcr  roiiclH  In 
Ww  KnKliinrl  unit  ttur  MliKlle  WeMt  fiHMoelsiti'd  loK<*tti)*r  for  thf*  piir|if>M<* 
of  miitunl   |irot<Til<»n  HKiilnHl    loiw  tiy   ImpropiT  damuK''  ehilmK. 


resisting  vicious  and  fraudulent  claimants,  but,  applied  as  a  general 
l)rinciple  such  a  method  is  dangerous  and  expensive. 

When  called  upon  to  adjust  an  accident  case,  the  party  with  wbuni 
you  desire  to  effect  a  setllemenl  should  be  approached  in  a  courteous, 
dignified  manner.  Make  use  of  a  little  judicious  flattery  (though 
this  can  easily  be  overdone)  ;  try  to  disabuse  his  mind  of  the  preju- 
dice he  has  conceived  against  the  railway  company;  get  into  sym- 
palhy  with  him;  but  do  not  gel  into  an  argument,  especially  if  the 
claimant  is  a  woman,  and  after  you  have  succeeded  in  dissipating  the 
liitlerness  existing  against  the  company,  either  real  or  fancied  or  as- 
sumed, gradually  work  around  to  the  object  of  your  visit.  Try  to 
impress  upon  the  claimant  that  you  are  his  friend  and  that  you  are 
working  for  his  interest  as  well  as  the  company's,  and  finally  a.sk 
Irim  what  he  conscientiously  thinks  he  is  entitled  to.  In  nearly  every 
instance  his  reply  will  be:  "Wlial  will  Ihe  company  give?"  and  right 
here  adjusters  are  apt  to  make  a  mistake.  They  either  mention  a 
ridiculously  small  ainouiU  that  angers  Ihe  parly,  or  else  they  couuuil 
ihemselves  lo  a  considerable  amount  from  which  it  is  impossibl'- 
afterwards  lo  recede.  'I'ell  him  that  you  do  not  feel  competeul  lo 
place  a  figure  upon  his  damages;  that  you  do  not  know  the  value  of 
his  lime  nor  what  his  expenses  have  l>ceii,  and  by  Ihe  exercise  of 
p.ilience  you  can  nearly  always  obtain  an  expression  of  the  amouni 
for  which  ihe  party  is  willing  to  .settle.  Il  may  be  a  thousand  dol- 
lars (it  usually  is),  while  you  know  the  actual  damages  have  not 
exceeded  ten,  still  you  have  obtained  a  substantial  victory  if  you  suc- 
ceed in  getting  him  to  "name  his  price."  Then  settle  Ihe  case  willi 
a  lead  pencil;  itemize  the  articles  that  go  to  make  up  Ihe  bill  of 
damages,  and  be  liberal  about  il.  If  forty  dollars  is  demanded  for 
a  suit  of  clothes  that  you  know  would  be  dear  at  ten,  put  it  down 
forty.  If  he  says  the  doctor  has  made  twenty  visits  and  you  know 
he  has  made  hut  five,  put  it  down  Iwcnly.  Hedge  a  little  in  estimat- 
ing the  loss  of  time.  If  he  asks  for  four  months'  wages,  fell  him 
you  do  not  believe  he  will  be  laid  up  that  long.  Tell  him  that  he 
has  a  strong  conslilution  that  will  bring  him  Ihrough.  (Most  peo- 
ple like  lo  be  tolil  thai  they  have  a  strong  conslilulion. )  He  will  be 
sure  lo  speak  of  his  bill  for  medicines.  \'ul  that  down  at  ten  dollars. 
lie  sure  lo  add  sf)melhing  foi  ihe  wife's  or  daughter's  services  as 
nurse.  You  may  need  iheir  cr)-operalion  Then  ask  Iiini  in  your 
liL'Midest,   sweelesl   tones:     "Is  llien*  anylhiug  else?"  and    while  y<iu 


45(> 


STkKKT    U. Ml. WAV    klA  IKW. 


|\..i    Mil.  \. 


are  waiting  for  a  reply,  fuot  up  llic  figures,  lake  the  iiK>nc>  fruiii 
yuur  pocki-t,  cuiiiil  il  slowly  and  aloud,  or,  better  yet,  liand  it  lu 
him  and  let  him  count  it,  and  the  chances  are  more  than  even  that 
you  will  have  settled  a  troublesome  case  in  which  the  liability  is 
dear  (or  two  or  three  hundred  <lullars,  that  would  have  cost  as  many 
thousand  i(  the  assessment  of  damages  had  been  left  to  a  jury. 

1  think  that  all  will  agree  that  the  most  favorable  time  to  settle 
an  accident  case  is  immediately  after  it  happins.  Ihe  man  wlii3 
arrives  at  the  scciK  of  an  accident  with  a  ten  dollar  bill  in  one  hand 
and  a  release  in  the  other  is  sure  to  save  money  for  the  company  he 
represents.  Settle  quickly  the  minor  injuries,  the  cuts  and  bruises, 
the  torn  coats  and  the  lost  bonnets,  taking  a  full  release  in  all  cases. 
Do  not  settle  for  too  small  a  sum — make  the  amount  sunictliing 
nearly  adequate  to  the  actual  damage  sustained.  It  will  have  a  must 
favorable  eflfect  on  the  jury,  if  for  any  reason  the  release  should  be 
contested.  Whenever  it  is  possible,  send  your  serious  cases  to  a 
hospital  for  two  reasons:  lliey  will  have  better  care  and  the  disci- 
pline of  the  hospital  will  keep  out  curious  friends  and  neighbors  who 
are  prone  to  offer  their  advice  as  to  the  question  of  selllement.  If 
the  accident  has  resulted  fatally,  see  that  a  carriage  or  ambulance 
is  provided  and  pay  the  bill,  whether  you  arc  liable  for  the  accident 
or  not,  but  do  not  send  any  liowers  and  do  not  attend  the  funeral. 
I'lowers  sent  by  an  over-zealous  superintendent  have  cost  thousands 
of  dollars.  You  cannot  fool  the  people,  not  even  the  common  peo- 
ple. They  see  through  your  artifice.  The  long  cars  of  hypocrisy 
are  plainly  visible  among  the  lilies.  Treat  the  bereaved  with  court- 
esy and  kindness  but  do  not  exhibit  an  ofticious  manifestation  of 
grief.  There  are  two  classes  of  cases  in  which  quick  action  is 
usually  to  be  avoided:  death  cases  and  very  serious  injuries.  The 
lime  to  make  an  attempt  to  settle  a  death  case  is  a  few  days  after 
the  funeral,  and  it  is  usually  best  to  deal  through  some  friend  of  the 
family.  This  statement  as  to  time  applies  with  as  much  force  to  the 
lawyer,  runner  and  solicitor  as  it  docs  to  the  claim  agent.  In  an 
accident  that  occurred  on  one  of  the  suburban  lines  out  from  De- 
troit, where  a  man  who  was  driving  on  the  track  at  night  was  run 
into  and  killed,  the  leading  attorney  of  the  town  attended  the  funeral 
and  when  an  opportunity  was  given  to  "view  the  remains"  this 
learned  expounder  of  the  law  leaned  over  the  coftiii  and  kissed  the 
corpse,  and  at  the  same  time  handed  his  business  card  and  address 
to  the  widow.  He  not  only  failed  to  gam  his  all  too  obvious  point 
but  the  woman  was  so  disgusted  that  it  made  a  settlement  of  the 
case  a  few  days  later  a  very  easy  proposition. 

The  reason  for  delay  in  settlements  where  the  injuries  have  been 
of  a  very  serious  character  is  that  the  party  is  suffering  and  is  apt 
to  measure  his  damages  by  the  amount  of  his  pain.  Moreover,  a  re- 
lease taken  at  such  a  time  is  apt  to  be  contested  on  the  ground  that 
the  party  was  not  in  the  full  possession  of  his  senses  and  therefore 
incompetent  to  sign  a  release.  Such  cases,  however,  should  be  seen 
frequently  and  at  the  first  favorable  opportunity  an  effort  should  be 
made  to  settle  the  claim. 

The  most  serious  question  that  presents  itself  to  the  claim  adjuster, 
and  which  he  is  oftentimes  obliged  to  answer  upon  very  short  notice, 
is,  what  class  of  cases  it  is  best  lo  settle  and  what  to  contest  in  the 
courts.  I  have  formulated  a  minil>er  of  rules  which  I  have  tried  to 
follow  as  closely  as  possible  and  which  1  have  no  doubt  will  provoke 
considerable  criticism,  especially  from  the  legal  fraternity,  but  which 
I  have  found  to  stand  me  in  good  stead  in  a  great  many  trying 
positions. 

First,  settle  all  claims  where  the  liability  is  undoubted  and  un- 
questioned. I  know  of  no  exception  to  this  rule.  It  may  be  urged 
that  sometimes  the  demand  is  exorbitant  and  unreasonable,  but 
how  are  we  to  decide  what  claims  are  unreasonable  and  exorbitant, 
and  who  is  to  be  the  arbiter  in  this  matter?  The  numerous  verdicts 
rendered  in  the  "tunnel  accident"  against  the  New  York  Central 
demonstrate  the  unwisdom  of  leaving  these  questions  to  a  jury. 
Time  and  patience  and  tact  will,  I  am  satisfied,  in  all  cases  work 
out  better  results  than  those  obtained  from  the  decision  of  a  jury. 

Second,  settle  all  cases  where  the  liability  is  in  doubt  and  where 
the  ca«e  is  likely  to  get  to  the  jury  on  "questions  of  fact",  provided 
such  cases  can  be  settled  for  a  reasonable  amount,  and  just  what 
is  a  reasonable  amount  should  Iw  left  to  the  judgment  of  the  ad- 
juster. 

Third,  settle  all  cases  where  there  is  "no  liability"  provided  the 
injuries  are  of  a  serious  character  and  the  settlement  can  be  made 
for  a  nominal  sum. 

Fourth,  contest  vigorously  those  cases  where  there   is  evidence 


uf  fraud  or  wiicrc  there  is  a  question  as  to  whether  or  not  the 
accident  actually  happened. 

\  few  words  as  to  the  matter  of  releases. 

The  release  should  Ik-  brief  and  easily  comprehended  and  as  free 
as  possible  from  technical  verbiage.  I  he  following  is  the  form  of 
release  th.it  I  have  used  for  a  great  many  years  an<l  is  perhaps  ar 
good  as  any : 

"In  consideration  of  the  sum  uf 

Dollars  ($ )  to  me  in  hand  paid  this  day,  I  hereby  release, 

acquit,  and  fully  discharge  Ihe  

from  any  and  all  claims,  suits,  actions  or  demands  that  I  have,  or 

may  have  against  said  

as  the  result  of  injuries  sustained  by  me  on  or  about  the 

day  of 19 

riiis  release  is  not  to  be  construed  as  an  admission  of  liability  on 

the  part  of  said and  is 

lo  be  binding  upon  nie,  my  heirs,  executors,  administrators  and 
assigns. 

As  witness  my  hand  and  seal  this day  of 

I9---- 

Witness :  [SEAL.] 

it  is  important  to  have  the  parly  with  whom  you  are  settling 
read  the  release,  or,  if  he  is  ignorant,  read  the  release  to  him  and 
then  explain  that  it  is  not  an  ordinary  receipt  for  the  money,  but  is 
an  absolute  release  of  all  claims  against  the  street  railway  company. 

If  he  is  a  foreigner  and  does  not  understand  the  English  language, 
have  the  release  translated  and  in  addition  have  the  interpreter  sign 
an  affidavit  that  he  has  properly  translated  the  release  and  that, 
ill  his  opinion,  the  party  signing  understands  its  nature  and  is  satis- 
fied with  the  settlement. 

The  adjuster  of  accidents  depends  for  his  success  not  upon  an 
"estimate  of  values"  as  does  the  adjuster  of  fire  losses,  but  upon 
an  intimate  knowledge  of  human  nature.  He  is  not  settling  for 
broken  legs  or  broken  arms,  but  it  is  his  constant  eflfort  to  get  into 
closer  touch  with  the  imagination  of  the  party  aggrieved,  and  he  will 
have  reached  the  "summum  bonum"  of  his  aspiration  when  he  suc- 
ceeds in  instilling  into  the  mind  of  the  claimant  a  willingness  to 
eliminate  the  preconceived  and  cxrlted  notions  that  he  holds  upon 
the  subject  of  "pain  and  suffering",  and  the  disposition  to  accept  as 
a  reasonable  settlement  such  an  amount  as  will  fully  compensate 
him  for  damages  actually  sustained. 


FORT 


WAYNE    &    SOUTHWESTERNS    CLEAN 
ACCIDENT  RECORD. 


The  cast  division  of  the  Fort  Wayne  &  Southwestern  Traction 
Co.  was  opened  to  traffic  Dec.  14,  1901,  and  the  officials  of  the  road 
point  to  the  fact  that  no  passenger  has  ever  been  injured  on  this 
interurban  line.  There  has  been  but  one  accident  in  which  any- 
body was  seriously  hurt,  it  being  a  collision  between  a  car  and  a 
cab,  and  the  most  severe  injury  that  has  befallen  anyone  connected 
with  the  road  was  a  fractured  ankle  sustained  by  a  trainman.  The 
general  manager,  S.  L.  Nelson,  who  recently  resigned  to  go  to 
Galesburg,  III.,  gave  all  the  credit  to  the  employes,  whom  he  con- 
sidered a  fine  lot  of  men,  whose  work  has  always  been  in  the  com- 
pany's interest. 

TWO   VACANT   SCHOLARSHIPS. 


The  .American  Railway  Master  Mechanics"  .Association,  through 
its  secretary,  James  W.  Taylor,  advises  us  that  there  is  one  vacancy 
in  the  scholarships  of  the  association  at  the  Stevens  Institute  of 
Technology,  Iloboken,  N.  J.;  also  that  it  has  been  invited  to  select 
a  candidate  for  one  of  three  scholarships  offered  by  Joseph  T.  Ryer- 
son  &  Son.  Chicago,  covering  a  four-year  course  at  Purdue  Uni- 
versity. La  Fayette,  Ind.  The  date  set  for  the  entrance  examination 
at  Stevens  Institute  is  September  14-1",  inclusive,  and  at  Purdue 
University  September  "th.  and  intending  applicants  should  write 
Mr.  Taylor  at  once.  Regarding  the  Joseph  T.  Ryerson  &  Son 
scholarship,  it  is  announced  that  the  recipient  will  be  allowed  $600 
per  annum  for  tuition  and  living  expenses.  The  object  of  the  course 
is  to  afford  a  technical  education  that  will  fit  the  recipient  for  the 
management  of  a  machine  shop  or  factory  using  iron  and  steel. 


The  Application  of  Mill  Construction  to  Car  Houses. 


Showing  the  Advantages  of  Slow  Burning  Mill  Construction  for  Street  Railway  Car  Houses— Details  of  This 

Construction  as  Applied  to   the  Car  House  of  the  Columbia  Electric  Street 

Railway,   Light  &  Power  Co.,  of   Columbia,   S.   C. 


BY  J.  O.  DK  WOl.K.    (IF    \V.    K     SMITH    WHAT.ET   &   CO..    OF   BOSTdN,    M.\SS..   AND  COI.rMHI.\,   S.  C 


In  the  February  number  of  the  "Street  Railway  Review"  there 
was  published  an  ilUtstralion  of  the  car  house  of  the  Columbia 
Electric  Street  Railway.  Light  &  Power  Co..  of  Columbia,  S.  C.  aud 
brief  reference  was  made  to  the  fact  that  it  was  of  "Mill  con- 
struction."    This   construction,   now    so   generally   used   in   modern 


burning  construction  offers  so  many  advantages  for  retarding  fire 
'.md  facilitates  in  so  large  degree  the  fighting  and  cxlinguishing  of 
fire  when  once  started,  that  it  is  found  to  well  suil  the  purposes  for 
which  it  is  used. 

By   reference   lo  tlie  accoinpaiiying  plans  it   will  be   seen  llial   the 


CAn    HOUSE    AT   COLUMBIA,    S.    C— SLOW-BURNING    M]LI>   CUN  S  IKUCTION. 


factory  buildings,  has  many  points  that  will,  it   is  believed,  interest 
the  readers  of  this  paper  in  a  more  extended  description  of  it. 

As  applied  to  factory  purposes  this  style  of  building  is  known  as 
"Slow  burning  mill  construction"  and  has  for  its  main  objects,  econ- 
omy of  construction  and  safety  in  case  of  fire,  and  to  these  ends 
the  energies  of  the  mill  engineers  and  the  factory  insurance  corn- 


Columbia  car  bouse  has  pilastercd  brick  walls  ,io  in.  thick  up  to  the 
first  lloor;  alrove  that  level  the  pilasters  between  the  windows  are 
24  in.  thick.  The  brickwork  above  and  below  the  windows  them- 
selves is  only  12  in.  thick.  The  floor  beams  are  12  x  17  in.  and  are 
spaced  10  ft.  apart.  These  carry  the  floor  which  is  of  three  thick- 
nesses, the  main  planking  3^   in.  thick;  on  top  of  this   1%  in.   of 


LBFT   SIDE-FRONT    VIEW  OF  GROL'ND    FLOOR-RIGHT  SIDE. 


panics  have  Ikcii  devoted.  It  is  not  claimed  that  such  a  structure 
will  ^esi^t  fire  as  well  as  a  fire  proof  building  of  the  type  so  familiar 
in  our  iiMjdcru  offices,  but  for  most  manufacturing  purposes  the  lat- 
ter would  l)C  prohibitive  in  price,  and  as  will  be  explained,  the  slow 


|W.  H,  Hmlth  Whaloy  A  f<>.  arc  Ii'ihIIiik  iii'-IumiIihI  iiiii!  i-l.-c(rl<al 
■'iiKlni-<Tii  anil  mill  ar<'til(i'<'li<.  ami  .Mr.  i)p  Wiilf'M  HiiKKi'Mtlonn  con- 
'rrnliiK  111'-  a|i|ill(fal|iiii  •,{  nlow-lniriiiiiK  mill  loinjiinllnii  to  electric- 
railway  •ar-hoiiiio  eoMKlriii'lInn  :ir<-  worlhy  v>-ry  iur<-ful  I'linxlil'-ratl'iii 
by  clwlrlc  railway  mniiiiK'rH  un>l  irp  •  li^iiih  al  '-iiKlni'irH     Etl] 


|)lank;  and  the  lop,  ur  linislud  llc»ir,  uf  I'/i  in.  stock.  More  will 
be  said  aliout  Moor  construction  later. 

riic  roof  is  carried  on  10  x  u  in.  beams,  10  ft.  on  centers,  sup- 
ported by  the  pilasters  between  the  windows  and  by  Iwo  rows  of  col- 
lunns  between  ihe  car  hacks.  The  roof  plank  is  3  in.  thick,  slopes  '/^ 
in.  per  foot  fnuu  Ihe  center  toward  both  sides  nf  iln-  building,  and 
is  covered  wllb  1,-m-  .-muI  gravel  roofing. 

It  will  be  niited  that  the  house  is  76  fl.  wide  aud  thai  tlie  length  of 
.ill  lloor  and  roof  beams  is  about  24  ft.    Sometimes  it  is  advisable  to 


458 


stri:i:t  kaii.w.w  kiaikw. 


IVoi..  XIII,  Nu.  «. 


use  Iwiinis  a  lilllo  >liurUT,  or  I'vcn  l^iiKcr,  tliaii  this  lint  in  most 
casci  it  is  (onnd  that  this  is  alMMit  the  Wst  length  as  regards  ccon- 
iiiiiy  of  eonslrnelion.     If  longer  spans  are  reqnireil  the  size  is  in- 


of  tins  car  Itarn  are  lo  in.  in  clianielir  in  the  liasenieni  and  8  in.  in 
diameter  on  the  first  floor,  as  the  latter  carry  no  load  except  thai  of 
the  roof      If  the  bnilding  were  more  than  two  stories  in  height  the 


l^'      «■    I      » 


— ^     *      *     ^     !*!     ^^^h" 


■a^\ 


?! 


I' 


Kl.OOK    1'1..\.NS  <iK   CM!    lllllSli,    COI.IMUIA.    S.    C. 


creascd  on  acconnt  of  the  additional  load  that  they  have  lo  sus- 
tain and  there  i.s  apt  to  be  diflicidty  in  obtaining  such  lengths  of  large 
limber  without  paying  a  very  high  price.  The  timbers  are  generally 
unprotected  allbough   in  some  cases  ibey  are  plastered.     If  this  is 


columns  on  the  lower  stories  would  be  slill  larger  than  these,  the 
size  depending  in  all  cases  on  the  load  they  are  designed  to  carry. 
A  great  many  tests  have  been  made  on  the  strength  of  mill  col- 
umns and   it   is   now  considered   giKjd   practice   lo  allow   a   load   of 


^2 


'/O^/O' 


7    ^j-smi 


HKVit. 


w. 


"^i'SOLT 


^-■/.. 


,5>s>W> 


^^' 


I 


■  I    L^i^ J  =1 


■/2">:/7' 


i^/^S/ 


"/o'Co^c/f/^' 


r.\F!Ti.M.  i.o.vcirn  iPix.M.  sKi-iii  ix  •iii!;i>i(;ii    i:.\sK.\n':.\T. 


done  care  must  be  exercised  as  dry  rot  will  follow  if  any  ainiglu 
covering  is  put  on  timlwrs  before  they  arc  thoroughly  scasone<l. 
Ordinary  plastering  is  sufficiently  porous  if  without  a  skim  coat,  lo 
permit  seasoning.     Whenever  it  is  desired  to  paint  the  wood  work 


about  (lOO  lb.  per  s(|.  in.  of  the  sectional  area  of  hard  pine  columns 
of  ordinary  length  with  flat  ends.  This  gives  a  factor  of  safety  of  a 
little  over  six  based  on  a  crushing  strength  of  4.000  lb.  per  sq.  in. 
Square  columns  are  of  course  a  lillle  cheaper  and  possess  considera- 


C/?oss  S sc  7-/0/1/ ^r/^/7s 

UI;T.VII.S    Oh"    INStM'U'Tlo.N     IMTS. 


time    should   Ik-  .'illowed    fi>r    seasoning    Itetore   paiiu    is    applieil,   ;il- 
lliough  whitewash  or  cold  water  jiainl  may  be  applied  at  any  time. 

.\niong  the  important  details  of  this  construction  are  the  colunms 
and  the  method  of  supporting  the  beams  on   tliem.     The   colunms 


I»U-  niori-  slri-iijilb  llian  round  ones  turned  from  the  same  limbers, 
but  the  latter  are  more  generally  used  as  they  obstruct  the  light  less. 
It  is  generally  considered  the  Ik'sI  practice  to  iMirc  a  hole  about  Ij-i 
in.  in  diameter  from  end  lo  end.  lbroii);b  the  ceiUer  of  all  cohumis 


AiG.  JO.  1903.] 


STREET    RAILWAY    REVIEW. 


459 


and  to  connect  this  with  halt-inch  holes  through  the  sides  at  each 
end  so  as  to  prevent  nndue  checking  while  drying. 

Both  ends  of  the  coUnnns  are  caretiiUy  cut  oflf.  The  bottoms  of 
the  lower  columns  rest  on  cast  iron  plates,  which  are  generally  set 
on  brick  or  concrete  foundations,  and  the  tops  of  the  columns  have 
cast  iron  caps.  These  caps  furnish  supports  for  the  floor  or  roof 
liniliers  above,  and  also  for  the  pintles  on  which  rest  the  colunnis 
of  the   ne.xt  story.     It   is  necessary   to  use  pintles   as  the  columns 


'am^  ^/'/^•Sf  ^/ u////  free  ffse//'  fro/77 
I  /Ae  u/a//  u/fM(^i/i^ pt/////7^  ura//i4////^ 


CAST  IHO.N  \V.\1,L  PI,.\TE  TO  SUPPORT  FLOOR  TIMBER. 

themselves  cannot  go  down  through  the  floor,  for  if  they  did,  when- 
ever the  floor  was  wet,  water  would  run  down  along  the  columns 
.ind  soon  cause  the  lower  ends  to  decay.  Different  shapes  are  used 
for  pintles,  but  generally  they  are  either  circular  or  cross  shaped  in 
section.  The  top  of  the  pintle  is  formed  into  a  plate  that  gives  a 
bearing  for  the  base  of  the  colun.n  above.  Sometimes  the  caps. 
pintles  and  bases  arc  all  cast  in  one  piece;  if  this  is  not  done  the 
joints  where  they  come  together  should  be  faced  off  so  that  a  true 
bearing  perpendicular  to  the  a.xis  of  the  column  may  be  given  wher- 
ever there  is  a  joint.     The  length  of  the  column  caps  varies  with  the 


-/i 


A'i\^, 


r--^m.-A_ 


%v     \ 


> 


P/A'Ti.CS 


±. 


-r 


_a_ 


► 24" -I 

liKT.MI^  OF  PLATE  AND  PINTLES. 

size  of  Ihc  limbers,  but  should  be  so  designed  as  to  give  a  bearing  of 
from  8  in.  10  12  in.  for  the  end  of  the  timber.  Holes  arc  provided  in 
the  caps  to  lag  screw  them  to  the  inidcrside  of  the  beams,  and 
wrought  ir'/ii  dogs  should  also  be  put  in  the  npjHjr  side  to  securely 
hold  the  ends  of  the  two  timlKrrs  logclhcr ;  these  dogs  arc  set  into 
the  beams  so  that  they  do  not  interfire  with  Ihc  floor  plank. 

Whore  Ihe  ends  of  timliors  are  supported  on  a  brick  wall  there  is 
an  iron  plate  built  into  the  brickwork.  (Jiic  form  of  such  plate  is 
shown;  this  has  a  projection  on  its  under  side  to  hold  in  the 
wall,  and  on  llic  npf>cr  surface  is  another  and  smaller  one  lo  hohl 


the  timber.  This  securely  fastens  the  beams  and  the  walls  together 
and  is  considered  better  than  passing  the  beams  througli  the  wall 
with  a  nut  and  washer  on  the  outside.  .\  space  of  i  in.  is  left 
around  the  sides  of  the  beams  so  thai  they  may  dry  out. 

In  connection  with  floor  construction  reference  should  be  made  lo 
some  of  the  different  methods  that  are  in  use.  Oil  top  of  floor 
beams  there  is  always  a  heavy  floor,  the  plank  of  which  should  be 
grooved  and  splined.  The  thickness  of  this  plank  floor  varies 
with  the  load  that  is  to  be  carried,  and  the  stiffness  and  freedom 
from  deflection  llial  is  required ;  generally  it  is  3  in.  or  4  in.  Hard 
pine  is  the  best  for  this  floor  though  sometimes  spruce  plank  is  used. 
The  top  flooring  is  usually  of  a  harder  wood,  maple  being  used 
a  great  deal  for  this  purpose.  The  top  floor  can  be  laid  either  at 
right  angles  to  the  main  floor  or  parallel  with  it ;  this  point  is  gen- 
erally determined  by  the  use  to  w-hich  the  floor  is  put,  the  direction 
of  travel  and  wear  on  it.  and  the  ease  with  which  boards  may  be 
taken  up  without  disturbing  the  machinery,  when  necessary  to  patch 
it.  Between  the  heavy  plank  floor  and  the  finished  floor  some  en- 
gineers place  an  intermediate  floor  which  adds  materially  to  the 
stiffness   of   the   entire   floor   as   it   can   be   laid    diagonally   to   the 


24' 


C/9S  T  //fOA/  C/iP 


DIOTAII.S   <)l'"    nASE.    CAP    AND    PL.^TE. 

others.  In  mill  work  tarred  or  rosin  sized  paper  is  generally  placed 
between  the  floors  lo  prevent  water  leaking  through  when  they 
are  washed. 

Basement  floors,  and  .sometimes  those  of  the  first  story  when  there 
is  no  basement,  may  be  laid  directly  on  the  ground,  or  if  lliat  is 
wet,  upon  a  cinder  or  stone  filling.  It  is  desirable  to  use  a  layer  of 
cold  tar  concrete  under  such  a  floor.  The  plank  can  Ik;  2  in. 
thick,  preferably  coated  with  tar  on  the  under  side,  and  across  these 
planks  the  top  or  finished  floor  is  laid  and  nailed  in  the  usual  way. 
In  case  no  top  floor  is  tn  he  used,  sleepers  to  which  In  nail  the  plank 
can  be  set  in  the  concrete,  but  if  a  lop  floor  is  to  be  laid  it  is  often 
tnmecessary  lo  use  any  sleepers  underneath  the  plank. 

No  description  of  the  roofing  will  be  given  except  lo  say  thai  a 
pilch  of  alwiul  '^  in.  jkt  foot  is  very  commonly  used  and  the  roof 
is  usually  covered  with  a  four  or  five  ply  tar  and  gravel  roofing. 
Prepared  riw>fing  is  coming  into  use  more  and  more,  and  seems  to  be 
well  adapted  for  many  places,  but  if  it  is  lo  be  used,  it  winild  prob- 
ably be  better  In  make  Ihe  pilch  a  little  greater  than  Vi  in.  per  foot. 

Koference  has  been  ni.ide  lo  the  ihickncss  of  Ihe  brick  walls  in  this 
car  liiiuse.  In  the  case  of  a  mill  of  several  siciries,  Ihe  pilasters  at 
the  lower  story  woiiM  be  much  thicker,  but  Ihe  details  of  this  con- 
slrnclirin  will  not  be  gom-  into  now,  nor  will  any  detailed  reference 


4()t» 


STKKKT    RAII.WAV    KIAIl'.W. 


[Vol..  MM.  N..  «. 


Ik  niailc  li>  tlic  iii>iaclit>ii  aiul  repair  pits  as  they  arc  shown  in  thi- 
cuts. 

Tlic  wintloHA  nsvil  in  this  car  house  arc  6  ft.  6  in.  wide,  alxiut  i.l 
(t.  Iiidh,  of  ihc  ccnlcr  mullion  stylt  with  sliding  sashes  and  pivoto<l 
Iransonis.  This  is  alK)nt  the  si/e  that  is  useil  in  mill  bnildings  al- 
ihiniRh  stinielimcs  ihcy  arc  a  little  wider,  dependiiiK  on  the  length  of 
Ihc  l)ays.  Piv<Med  transoms  swing  alxiiit  a  horizontal  axis,  the  lop 
swinging   in,    and    aid    malerially    in    ihc    ventilation    of   the    rooms 


BASE.MliNT   USED   AS   KlCl'AIK  SHOP. 

Siwce  occupied  by   Inspection  pits  on   lloor  atiove  sltown  in  upper  left 

hand  corner  of  engravlnK. 

Rihbed  glass  is  often  used  in  transoms  as  it  throws  the  liglil 
toward  the  center  of  the  building  Iwttcr  than  plain  glass,  and  pre- 
vents the  glare  of  the  sun  thai  renders  curtains  necessary;  this  is 
not  as  important  in  car  barns  as  in  a  factory.  Ribbed  glass  is  also 
frequently  used  in  all  the  window  sashes,  although  there  is  some 
opposition  to  it  from  the  operatives  as  they  cannot  see  out  through 
it.  This  can  be  overcome  by  using  plain  glass  in  the  lower  panes 
of  the  lower  sash  and  ribbed  glass  in  those  above.    In  special  places 


where  it  is  desired  lo  get  as  much  light  as  possible  into  the  middle 
oi  the  building,  and  especially  if  the  height  of  the  story  is  low. 
prism  glass  can  l>e  used;  it  adds  greatly  to  the  light  but  costs  more 
than  the  ribljed  glass. 

It  ii  not  possible  in  such  an  article  as  this  to  go  ininuiely  into 
all  the  details  of  "Slow  burning  mill  construction"  but  simply  lo 
give  a  general  idea  of  some  of  the  principal  features.  Every  build- 
ing of  this  sort  involves  special  points  that  need  careful  study  from 
an  engineer  or  mill  architect  familiar  with  the  subject,  in  order  to 
secure  the  best  results  that  arc  possible,  and  it  is  urged  that  such 
services  always  be  employed. 

Having  thus  described  something  of  this  construction  some  of  the 
reasons  for  it  and  advantages  of  it  from  the  insurance  standpoint 
will  l>c  brielly  given.  A  point  of  great  imiwrtancc  is  to  make  each 
tloor  continuous  and  avoid  openings  through  which  fire  can  travel 
from  one  lloor  to  another.  The  different  floors  and  rooms  are  sep- 
arated by  fire  doors  or  hatchways,  automatically  closing,  and  the 
stairways  if  not  placed  in  fireproof  lowers  are  encased  in  incom- 
bustible partitions.  Safety  and  ability  to  resist  fire  is  given  by 
using  timlicr  in  large  and  solid  masses  so  as  to  expose  as  few 
projecting  corners  as  possible  to  the  flames.  It  is  shown  by  the 
records  of  the  insurance  companies  that,  with  hardly  an  exception, 
floors  have  never  been  burned  through  by  a  fire  in  a  factory  con- 
strncted  on  these  principles.  Iron  posts  are  crippled  by  heal  but 
wooden  posts  of  suitable  size  have  never  been  burned  off,  though 
they  have  resisted  fire  that  has  destroyed  granite  posts  a  foot  square. 

It  will  be  noted  that  this  construction  interposes  no  obstructing 
timbers  to  prevent  the  w.atcr  being  efiiciently  applied  to  the  fire.  In 
the  joistcd  floor  or  roof  construction  fire  may  burn  on  one  side  of 
the  beams  even  with  water  playing  on  the  other  side,  and  soon  burn 
them  sufliciently  on  account  of  their  small  size  to  cause  them  to 
break.  With  mill  construction  the  under  side  of  a  floor  or  roof 
offers  no  obstruction  to  prevent  Ihc  fire  being  rapidly  swept  away 
between  the  timbers  by  the  sprinklers  or  hose  streams,  and  all  pos- 
sible safeguards  such  as  automatic  sprinklers,  stand  pipes,  hydrants 
and  hose  connections,  are  provided  to  facilitate  the  fighting  of  fire 
if  it  breaks  out. 

In  brief,  as  stated  at  the  beginning,  the  main  objects  of  this  kind 
of  building  arc  economy  of  construction,  safety  against  fires,  and 
facility  for  figliling  and  extinguishing  them,  thus  reducing  the  fire 
loss. 


The  Best  Form  of  Car  for  Average  City  Service. 

T.    J.    NICIIIil.I.,    VK-K-PRKSIDENT    ANT)    GliNERAL    MANAGER.   KOCH  KSTKK   l!.\  I  l.\V.\  Y  <  •<  P..    Ul  )i  1 1  KSTKR.   N.   Y. 


As  regards  the  best  form  of  car  for  city  service  it  is  evident  that 
almost  every  city  requires  a  modification  of  details  as  regards  size, 
lo   suit   local   con<litions.      The  population,    its   relative   density;    the 


whether  the  main  streets  are  long,  through  thoroughfares  or  short 
and  parallel  with  others;  and  the  width  of  streets,  all  have  a  bear- 
ing on  the  general  design  of  car  which  would  be  best  suited  to  meet 


Itlll'IIKSTKH   1!  AII.W.W  lAI! 


layout  of  streets  and  avenues,— that  is,  whether  they  radiate  from  a 
common  center  like  the  spokes  of  a  wheel  or  the  ribs  of  a  fan,  or 


ihc   particular   rc(|uircinents.      l-"or  service    in   Rochester,    where  the 
lines  radiate  from  a  common  center,  I  am  convinced  that  the  best 


Arc.  20.  ujo.vl 


STREET    RAILWAY    KE\TEW. 


461 


length  of  car  is  about  30  ft.  inside  measurement  between  end  posts, 
and  here  we  cannot  use  a  car  that  is  wider  than  S  ft.  2  in. 

The  length  of  the  principal  lines  will  have  an  irai)ortant  inflii- 
ciice  on  the  desirable  form  of  car.  If  the  layout  of  the  city  is  such  as 
to  require  the  average  rider  to  make  a  transfer  from  one  car  to  an- 
other in  order  to  reach  his  destination,  more  particular  attention 
should  be  given  to  securing  rapid  entrance  and  exit  of  passengers; 


].\  1  1';kiiii;  uk  ki.k'Hioster  car. 

that  is,  platforms  should  be  large  and  end  doors  should  l)e  wide. 
If  the  average  length  of  haul  is  fairly  long,  more  attention  should 
be  given  to  the  comfort  of  passengers,  as,  for  instance,  forms  of 
seats — cross  scats  seem  more  desirable — large  windows,  and  other 
conveniences  of  this  nature,  all  of  which  will  be  appreciated  by  llic 
company's  patrons. 

For  Rochester  wc  prefer  a  5-ft.  platform  witli  well  rounded  front, 
so  as  to  give   room   for  controller  and  brake  staff.    Each  platform 


For  Rochester  I  prefer  double-ended  cars;  that  is,  each  end  to  be 
used  alternately  as  the  front  end.  but  when  the  streets  of  the  city 
are  so  arranged  as  to  permit  of  a  belt  or  loop  arrangement, — that 
is,  the  cars  going  out  on  one  street  and  back  on  another,  or  going 
around  a  loop  or  Y — the  single-ended  car  is  much  to  be  preferred, 
as  with  this  form  of  car  every  convenience  is  provided  at  the  proper 
end  for  the  special  purpose  for  which  it  is  intended.  I'or  instance, 
the  front  end  of  the  car  is  arranged  for  the  comfort  and  conven- 
ience of  the  motorman,  and  the  easy  movement  of  passengers  with- 
out interrupting  him.  The  life-guard  is  a  permanent  institution, 
and  built  in  such  a  way  as  to  make  it  the  most  efficient  at  all  times. 
The  back  end  of  the  car  is  provided  with  large  platform  expressly 
for  the  convenience  of  passengers  in  going  out  and  in,  and  not 
made  for  the  double  purpose  of  the  convenience  of  the  motorman 
at  one  time  and  for  passengers  at  another.  By  the  use  of  the  single- 
ended  car,  also,  the  heating  arrangements  can  be  very  much  better 
takeit  care  of,  and  with  more  economy.  'ITie  belt  arrangement  is 
particularly  desirable  in  a  city  of  narrow  and  cramped  streets. 

.\  good  form  of  seating  double-ended  narrow  cars  is  half  cross 
and  half  longitudinal,  as  shown  in  the  accompanying  sketch.  This 
arrangement  accommodates  both  the  long  and  short  distance  rider. 
Good,  well-made  wooden  seats  and  backs  arc  all  right  for  short 
distance  riding,  and  they  arc  inore  easily  kept  clean  than  any 
other  form  of  seat.  Rattan  is  also  good,  but  liable  to  discolor  with 
age,  and  is  slippery  to  sit  on.  Plush  is  probably  the  best  for  long 
riding.  Ventilators  should  be  large  and  arranged  the  .same  as 
in  steam  railroad  construction,  so  is  to  give  ventilation  without 
draft.  Doors  and  also  end  windows  should  be  curtained,  so  as  to 
enable  the  motorman  to  see  clearly  at  night  without  interference 
because  of  reflection  from  car  lights. 

Push  buttons  are  a  convenience  to  the  public  if  kept  in  order,  liut 
l)eing  so  liable  to  get  out  of  order  at  any  time,  they  cause  greater 
inconvenience  than  if  they  were  omitted  altogether. 

I  recommend  heating  by  stove  or  hot  water  in  preference  to  elec- 
tric heating  from  the  point  of  economy.  All  cars  should  be  equipped 
with  circuit  breakers  in  preference  to  hood  switches  and  fuses. 
Double  trucks  of  any  one  qf  the  standard  make  arc  undoubtedly 
preferable  to  single  trucks  for.  v'fl.v  service  when  cars  are  long  enough 
and  they   should  be  equipped  with   four  motors   if  possible,  as  too 


J 


k 

-! 


Z7'-34-' 


•—  -'^  -W —  •  ■  Hi'- -  ASt'- ~ey- -«/'-- /^ 


/Sj' •  -  /Zi^^^ 


^^'Ai 


1 — a 


l'[,.\.V    .\.\li    i;i.KV.\Tln.N    (i|-    Uiii'llCS'l'IOli    C.Mt. 


^lu<ul<l  be  protected  l>y  vestibule,  but  the  vestibules  should  be  on  the 
extreme  ends  only,  with  Ijoth  sides  of  each  platform  open  and  pro- 
tected by  some  good  folding  gate.  The  window  in  the  vestibule 
••honid  be  made  to  slide  easily  and  10  the  left,  on  account  of  brake 
handle.  This  r«iin<le<l  form,  while  protecting  the  motorman  and 
giving  him  plenty  of  r<x)m  in  stormy  weather,  gives  him  a  clear 
vision  of  both  sides  of  the  car.  The  car  should  have  double  sliding 
doors  at  the  ends  or  very  wide  door  at  corners. 


much  traction  is  lost  l)y  using  only  l«o  mninr^  mi  iluiililr  Iruck  cirs. 
The  accompanying  reproductions  from  pliolograpli-.  of  our  latest 
standard  car  will  show  at  a  glance  what  I  consider  to  be  the  best 
form  of  car  for  sersice  in  such  cities  as  Rochester.  This  car  was 
bnill  nul  of  an  old  car,  spliced  from  18  ft.  to  28  ft.  6  in.,  saving  only 
the  roof,  ends  of  car  and  windows,  all  the  rest  being  new.  We  have 
Ireateil  a  great  many  cars  in  this  way,  and  they  have  given  \ivf.[ 
excellent   satisfaction,  both  to  ourselves  and  llic  public,  .it   a  muili 


4()J 


STKKl-yr    K.MI.WAV    RHXIKW. 


(Vol.  XIII.  No.  8. 


\cis  c<i»t  llinn  for  new  cars,  and  wc  (ccrl  that  liaviiiK  bcrn  btiilt  l)y 
iiiirsclvc>  iiniliT  llu'  iwksi  cart-fiil  inatiaRi-nieni,  ihtry  will  \x  more 
(liiralilf.  It  will  l>c  nnlicod  that  llu-  wiiuli>w>  in  this  car  arc  made 
lu  (Imp  (liiwn  nut  of  Mithl,  and  the  window  s|iacv  is  covorod  with  a 
liinKi'd  lid  ihal  coinplftcly  liiilfs  llu*  wiiulow  when  iluwii,  in  this  way 
llivin)!  till-  car  the  n|>|H'nranct'  of  an  open  car  in  sniiiintr,  while  it  can 
easily  he  chnngeil  to  a  winter  car  when  desirahle 

-♦♦♦■ 
CONDUCTORS'  CAR  EARNINGS  REPORTS. 

IIY    \V.    B.    BKOCKWAV. 


That  lilaiik  nsed  hy  all  electric  railway  companies  upon  which 
their  coiuhictors  report  the  results  of  the  car  operation  is  known  by 
many  names;  trip  sheet,  day  caril.  trip  card,  conductor's  report  and 
other  names  nsed  locally. 

Ill  many  ways  this  hiank  is  one  of  ;hc  most  important  of  the 
large  nninlier  needed  to  show  the  income,  expenses  and  statistics  of 


\V.    B.    BHOCKWAY. 

a  business  which  is  so  much  composed  of  details  that  it  cannot  bo 
confined  into  few  forms.  Yet  it  is  one  which,  in  the  main,  receives 
more  ill  treatment  and  niisuiulerslaiulings  in  comparison  to  its  im- 
portance than  any  other. 

The  principal  reason  for  this  is  that  it  is — with  few  exceptions — 
placed  in  the  hands  of  a  conductor  who  has.  at  the  best,  been  only 
jiartially  "broken  in"  and  has  emerged  from  his  short  period  of  in- 
struction in  a  more  or  less  confused  state  of  mind.  Instruction  rela- 
tive to  his  daily  report  is  but  a  part  of  a  great  deal  of  information 
literally  puiniied  into  hiiii  and  is  mixed  up  with  all  the  other  tbins^ 
he  must  do.  liberally  interspersed  with  what  he  must  not  do  and 
capped  with  a  neatly  ImhukI  Ixxik  of  many  pages  of  tine  print  con- 
taining the  rules  which  he  is  supposed  to  connuit  to  memory.  .So 
that  when  he  is  "accepted"  and 'put  on  his  car  with  tlic  company's 
money  going  into  his  pocket  he  looks  with  considerable  doubt  at 
the  blank  with  many  columns  upon  which  he  is  to  write  the  story  of 
how  and  when  he  got  the  money  and  lots  of  other  things  for  which 
as  a  rule  he  can  see  no  need.  Of  course  in  time  most  of  this  con- 
fusion wears  off  but  part  of  its  place  is  taken  by  a  dread  of  the  short 
list  .so  that  even  after  months  of  use  there  still  lingers  a  feeling  that 
if  the  accounting  of  the  company  did  not  require  this  report  the 
work  of  a  conductor  would  be  happier.  But  the  company  does  need 
this  information  and  very  much;  so  it  is  best  for  the  company  to 
make  the  conductor's  work  as  easy  as  possible. 

In  this  connection  the  company  is  the  only  one  to  decide  what  it 
needs  to  know  by  this  means,  but  sometimes  information  is  asked 
for  which  it  also  grants  in  another  way  so  that  either  the  one  way 
or  the  other  is  superfluous,  in  which  "^ase  better  results  may  be  ob- 
tained for  the  rest  of  the  information  asked  on  the  conductor's  re- 
port if  the  unnecessary  part  is  eliminated.  In  other  words  only  such 
tilings  that  are  entirely  and  only  in  the  conductor's  knowledge  should 
he  retpiired  from  him. 

The  more  simple  this  form  can  Ih'  made  the  more  cornel  llu 
information  given  is  liable  to  be  and  in  like  ratio  will  the  error 
list  right   itself.     But   the  duty  to  the  company  requires  that  what 


little  is  asked  should  always  be  given.  It  does  neither  the  conductor 
nor  the  statistics  good  to  ask  questions  which  arc  not  answered  as 
it  always  leads  the  conductor  to  doubt  the  importance  of  the  other 
questions  and  enrourages  carelessness  in  replying  to  them. 

There  seems  to  lie  a  growing  tendency  in  the  present  methods  of 
o|K-ration  to  make  a  larger  effort  toward  the  proper  instruction  of 
the  men  before  they  are  permitted  to  take  their  cars.  The  expense 
of  this  instruction  is  well  directed  and  cannot  fail  of  goo<l  results. 
\'ery  frequently  a  different  point  of  view  is  gained  to  the  conductor 
and  if — when  desirable — a  reason  or  two  as  to  why  certain  questions 
must  lie  carefully  answerc<l  is  explained  t<i  him  the  resultant  an- 
swers will  nearly  always  be  more  intelligent. 

To  most  men  just  broken  in  to  duties  with  which  they  arc  unfamil- 
iar the  explanation  will  come  as  a  revelation  that  their  cash  report 
is  nothing  more  than  a  daily  letter  from  themselves  to  the  .Xuditor 
telling  carefully  what  they  have  done  and  in  a  measure  how  it  was 
done;  that  certain  questions  are  asked  and  answers  required  and  to 
have  the  "letters"  all  alike  they  are  in  printed  form  and  called  a  trip 
report,  but  all  the  attributes  of  a  letter  are  there,  even  to  the  date 
and  the  signature.  This  explanation  has  been  in  service  under  the 
direction  of  the  writer  and  the  result  has  nearly  always  been  a  re- 
lieved countenance  and  more  intelligent  work.  It  is  in  such  ways 
as  this  that  best  results  will  be  obtained,  and  the  importance  of  the 
information  contained  in  this  source  of  the  income  is  worth  all  the 
time  and  effort  put  into  it  to  make  it  clear  and  accurate.  So  much 
statistical  information  is  worked  out  from  the  report  of  the  con- 
ductor that  its  accuracy  must  be  made  positive.  Cross  checking  costs 
in  wages  of  clerks  in  the  same  jiroportion  that  the  conductor's  re- 
turns are  habitually  in  error  and  it  usually  follows  that  carelessness 
in  one  branch  of  the  service  is  closely  related  to  "taking  it  for 
granted"  in  another.  Thus  it  is  not  alw.iys  easy  to  see  how  far 
reaching  the  confusion  of  a  partially  informed  conductor  may  go 
either  in  the  expense  to  correct  his  work  or  in  its  effect  n|x>n  the 
other  conductors  with  whom  he  is  in  daily  contact. 


NASHVILLE   RAILWAY  &  LIGHT  CO- 


I-'iliccn  double-truck  and  lo  single-truck  cars  which  were  ordered 
by  the  Nashville  Railway  &  Light  Co.  last  spring  have  Iwen  put  in 
service.  Both  bodies  and  trucks  were  built  by  the  J.  G.  Brill  Co. 
Each  of  the  double-truck  cars  will  seat  4  persons  and  the  seating 
capacity  of  each  single-truck  car  is  for  32  passengers.  The  double- 
truck  cars  are  furnished  with  Xo.  67  General  Electric  four-motor 
equipments,  with  K-6  controllers;  Christensen  air  brakes,  in  addi- 
tion to  hand  brakes;  Hale  &  Kilburn  No.  gg  B  "Walkover"  seats; 
Pantasote  curtains,  with  Hartshorn  rollers;  New  Haven  fare  regis- 
ters, and  Hunter  illuminated  signs.  Each  car  has  12  electric  heat- 
ers. The  single-truck  cars  are  34  ft.  I  in.  over  all.  They  arc  not 
provided  with  air  brakes,  but  are  equipped  with  No.  67  General 
Electric  double  motors  and  K-io  controllers.  Each  single-truck  car 
has  eight  electric  heaters. 

Reconstruction  work  on  the  Broad  St.  line  has  been  completed, 
as  has  that  on  Deaderick  St.  and  I'ublic  Snuare.  Double  tracking 
of  the  West  Nashville  line  with  70-II).  rail  is  progressing  satisfacto- 
rily. On  account  of  trouble  in  securing  men  to  lay  the  granite  blocks 
on  Bridge  Ave.  that  work  lias  Iwcn  delayed.  The  company  is  rapidly 
receiving  from  the  Tennessee  Coal.  Iron  &  Railroad  Co.  the  2.400 
tons  of  70-lb.  T-rail  ordered  last  spring.  This,  with  200  tons  of  high 
8o-lb.  T-rail  and  250  tons  of  70-lb.  T-rail  received  from  the  Lorain 
Steel  Co..  and  400  tons  of  70-II).  'T-rail  from  the  Carnegie  company, 
makes  a  total  of  40  miles  of  new  heavy  rail  received  and  now  being 
shipped  for  reconstruction  work  at  Nashville. 

The  company  recently  inaugurated  a  system  lor  wiring  bouses 
free  for  customers  entering  into  a  contract  with  it  for  electric  light- 
ing. The  customer  pays  the  cost  of  wiring  and  the  company  allows 
rebates  on  his  net  bill  until  the  cost  of  wiring  has  been  repaid  to 
him.  The  company  has  also  commenced  free  renewals  of  ordinary 
incandescent  lamps,  with  the  result  that  it  is  receiving  more  busi- 
ness than  it  can  conveniently  handle  until  its  new  plant  begins  opera- 
tions. 

The  company's  Eourlh  of  July  traffic  established  a  new  record, 
llurc  being  IJ7.250  fares  collected,  the  receipts  amounting  to  $.1,7,s6- 
I  he  Cilendale  line  handled  nearly  42,000  people.  Nearly  50.000 
transfers  were  included  in  the  fares  collected. 


Sanitation  and  Disinfection  of  Electric  Railway  Cars. 


l;V    AlUMSiiN    W.   BAIRD.  M.  D.,  NICW    YOHK  CITY. 


Modern  research  has  di)nc  iiiuch  to  clear  away  the  old  time  un- 
certainties regarding  disease.  Laboratory  investigation,  bedside  ob- 
servation and  careful  experimentation  have  been  employed  to 
demonstrate  the  causes  of  many  maladies  that  formerly  were  looked 
n|>on  as  mysterious  in  their  origin.  More  than  all  else  this  study 
has  given  us  valuable  information  in  the  nialter  of  the  prevention 
of  disease.     In  fact,  we  ha\e  a  new  phrase:  "Prex'cniixe  Medicine"; 


ADDISON    \V     liAIHD,    M.   P. 

and  another  title  is  proposed,  that  of  "Doclor  of  the  I'ublic  Health." 
If  a  doclor  working  in  the  interest  of  the  health  of  the  general 
public  and  endeavoring  to  prevent  sickness  were  allowed  to  choose 
only  one  measure  or  weapon,  he  would  unhesitatingly  say : 
Cleanliness!  For  it  is  more  and  more  evident  that  much  can  be  done 
to  check  the  spread  of  many  diseases  by  the  exercise  of  a  few  reason 
able  precautions.  In  all  cities  the  health  authorities  enforce  certain 
regulations  which  to  a  large  extent  preserve  the  safety  of  the  in- 
habitants; but  it  is  beyond  their  power  to  compel  observance  of 
the  rules  of  hygiene  at  all  times  and  in  all  places.  Hence  it  becomes 
the  duly  of  all  who  coine  into  contact  with  the  public  in  a  seini- 
oflicial  way  to  lend  their  co-operation.  Kspecially  are  the  officers 
of  sircci  railway  lines  in  a  position  to  extend  their  aid,  first  by 
maintaining  the  cleanly  condition  of  their  cars ;  and  second,  by 
promptly  disinfecting  any  car  in  which  a  person  suffering  from  anv 
contagious  disease  has  lieen  transported. 

.\s  I  have  said,  the  manner  in  which  many  diseases  are  conveyed 
from  person  to  person  is  pretty  clearly  imdcrstood  at  the  present 
lime.  We  hear  much  about  germs  and  bacteria  and  microbes,  which 
arc  all  classed  under  the  general  term  "bugs,"  by  certain  frivolous 
minded  people.  Take  for  example,  typlK)id  fever,  which  is  caused 
by  a  microlic  or  germ.  This  germ  is  found  in  the  body  discharges  of 
any  individual  suffering  from  the  disease,  and  it  may  be  transmitted 
to  others  in  various  ways;  by  uncleanly  hands  or  utensils  in  the 
sick  room ;  by  laiimlry  articles  carelessly  handled ;  by  flies  that  first 
walk  atioul  on  soiled  matter  an<l  then  alight  on  foodstuffs;  and  most 
readily  through  drinking  water  when  the  source  of  supply  has  be- 
come contaminated.  Typhoid  fever  is  called  a  transmissible  disease, 
but  it  is  not  contagious ;  with  such  a  mahuly  we  need  not  concern 
ourselves  in  connection  with  street  car  traffic. 

VVc  do  consider,  however,  the  class  designated  contagious  dis- 
eaws.  These  arc  of  very  great  importance.  Small-pox,  scarlet 
fever,  measles,  chicken-pox,  whooping  cough  and  the  like  demand 
our  attention  because  tht-y  are  easily  ac(|uircd  by  simple  contact  or  by 
lieing  near  the  sick.  Whenever  discovery  is  m;ulc  that  the  victim  of 
any  contagious  di-ea>e  has  ridden  in  a  car,  it  should  be  withdrawn 
from  service  and  set  aside  to  be  disinfected.  This  withdrawal  shouM 
In-  immedialr.  oven  if  it  causes  more  or  less  inconvenience  to  oilier 
passengers  of  the  road. 


Formaldehyde  gas  is  a  disinfectant  of  marked  power  and  is  Uio 
most  useful  means  of  destroying  germ  life.  This  gas  is  non-poison- 
ous to  man,  although  very  irritating  to  the  eyes  and  air  passages;  it 
can  be  cheaply  produced  and  may  be  rapidly  generated  from  a  4" 
per  cent  watery  solution  in  an  easily  managed  apparatus,  liuleed. 
since  formaldehyde  has  become  available  the  older  niclliods  ami 
measures — such  as  chlorine  gas,  sulphur  fumes  and  the  use  of  various 
antiseptic  fluids — have  been  discarded. 

For  managers  especially  intcreslcd  in  this  subject  it  is  suggested 
that  the  car  barn  be  provided  with  an  air-tight  room  in  which  to 
place  any  car  that  has  carried  a  case  of  any  contagious  di.sease. 
Such  a  car  should  be  shut  up  in  this  chamber  and  gas  from  a 
formaldehyde  machine  forced  in.  Three  or  four  hours  are  required 
to  permit  the  fumes  to  penetrate  every  crevice  and  fabric.  After 
that  time,  by  opening  an  air  duct  below  and  an  uptake  in  the  roof. 
Ihc  gas  would  be  driven  off;  and  the  car  having  received  no  injury 
and  being  thoroughly  purified,  could  be  immcdialely  returned  tn 
service. 

Tuberculosis  in  the  form  of  consumption  is  familiar  to  everyone 
and  it  is  a  disease  that  has  received  a  great  deal  of  attention  during 
the  past  twelve  months.  It  has  been  well  named  the  "great  white 
plague,"  for  it  is  the  cause  of  one-seventh  of  all  deaths  taking 
place  throughoul  the  wnrlil.  In  the  L'nited  .States  alone  over  one 
hundred  thousand  die  of  consumption  every  year,  and  the  disease  is 
very  prevalent  in  all  centers  of  population,  particularly  in  the  larger 
cities.  In  Greater  New  York  there  exist  today  over  thirty  thousand 
cases.  Consumption  occurs  most  frequently  in  persons  belween  the 
years  of  fifteen  and  forty;  but  it  may  appear  at  any  lime  of  life  from 
earliest  infancy  to  advanced  old  age. 

In  efforts  directed  towards  the  prevention  of  consiuuption,  not  only 
have  the  health  authorities  in  most  cities  and  towns  endeavored  to 
carry  out  certain  measures  looking  to  that  end,  but  various  charitable 
and  newly-formed  associations  have  united  to  combat  its  spread.  The 
campaign  is  largely  one  of  education,  and  the  key  note  is  cleanli- 
ness! .'Vnd  again,  I  say  that  it  is  the  privilege  of  those  who  meet 
the  general  public  in  a  semi-official  capacity  to  co-operate  in  this 
work;  and  that  the  street  railway  companies  are  in  duty  bound  to 
assist. 

As  with  some  other  disorders,  so  with  tuberculosis  of  the  kings, 
we  find  the  old-time  mystery  of  the  underlying  cause  has  been  cleared 
away.  Formerly  it  was  thought  that  a  child  of  a  consumptive 
father  or  molher  was  sure  to  develop  the  disease  later  in  life;  that  it 
was  in  the  family  or  in  the  blood,  as  the  saying  goes — a  mailer  of 
heredity.  That  is  not  so.  It  is  true  such  a  child  may  be  endowed  wilh 
a  poor  slock  of  vitality  and  be  very  prone  to  become  consumptive 
later  in  life,  bul  clues  not  start  out  with  seeds  of  the  disease  in  the 
system.  On  ihe  contrary,  all  uncertainty  alxiut  consumption  has  been 
removed,  becau.se  we  now  know :  First ;  the  disease  is  commiiincablc, 
that  is  to  .say,  it  can  !«  communicated  from  person  to  person,  al- 
though it  is  not  contagious  in  the  sense  Ihat  small-pox  or  scarlet  fever 
or  measles  may  become  epidemic;  second,  it  is  t>rcvcntabk  by  the 
exercise  of  reasonable  care  and  ob.servance  of  a  few  simple  precau- 
tions. 'These  two  points  especially  concern  us  in  the  consideration 
of  our  loi>ic  ;  but  I  may  as  well  stale  another  that  is  well  worth  re- 
membering: Consumption  is  curuhlc  in  the  majority  of  ca.ses,  es- 
pecially if  treatment  is  undertaken  at  the  outset — completely  and 
lastingly  curable. 

Let  me  briefly  expl;nn  why  consumption  is  eomjiiiinticaiilc 
and  also  prevenl.ible.  The  sole  cause  of  Ihe  disease  is  a 
microscopic  organism  called  Ihe  bacillus  tuberculosis.  There  are, 
by  ibe  way.  thousands  of  micro-organisms  (ir  microbes,  sonic  of 
which  are  called  llie  "good"  microbes  becanse  Ihey  play  :i 
very  active  pari  in  variims  processes  of  iialure  llial  arc-  of 
benefit  to  the  earth  and  to  all  living  creatures;  there  are  al.so  many 
microl)es  thai  cause  disease — pathogenic,  we  call  them.  'The  bacillus 
Uiliereiilosis  i-  found  among  the  disc.isc-prodncing  bacleria;  bacillus 
means,  literally,  a  little  rod;  .uid  iln-  pliirrd  form  of  the  word  is 
bacilli.  If  we  e.\,imiiii'  these  b;iiiili  al  different  stages  ill  their  life 
history,   we  find   lli.il   Ihey   I'xisI   in   iwo   forms;   in   Ihe  first  or  ac- 


4<)4 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No  8. 


live  !>tali',  llii'V  a|>i>c:ir  as  iiiil-^liapcd  budics;  llicsc  rod>  iiicrcaM.-  iii 
size  and  rrprudiicc  (hciiisclvc-s  by  division,  their  growth  and  multi- 
plication bring  viiornionsly  abiindanl  under  advantageous  conditions; 
or  second,  if  the  surroundings  arc  not  favorable,  they  tend  to  dry  up 
and  become  inactive ;  and  in  this  resting  stage  they  form  extremely 
small  round  bodies,  called  spores.  From  the  Itnigs  of  a  consumptive 
person  these  germs  may  lie  coughed  up  in  numbers  almost  incredilile; 
it  is  estimated  that  from  one  individual  two  or  three  thous;iud  mil- 
lions may  be  cast  oflf  every  Iwenly-four  hours.  It  is  possible  for 
sonic  of  them  to  enter  immeiliatcly  the  iHxIies  of  men  or  animals  and 
there  produce  centers  of  disease;  or  the  spores  may  lie  blown  about 
for  days  and  even  for  weeks  in  the  dust  of  streets  or  houses,  ready 
to  blossom  forth  under  conilitions  adapted  to  iheir  growth.  A  temper- 
ature of  about  that  of  the  human  Ixxly.  moisiure,  and  a  suitable 
"soil"  for  foodstuff,  such  as  the  body  tissues,  constitute  the  necessary 
elements. 

Thus  it  will  be  seen  that  what  we  term  llie  direct  cause  of  con- 
sumption is  a  particular  micro-organism  or  germ ;  and  this  germ 
may  enter  the  system  in  llireo  ways:  Inhaled  through  the  air  pas- 
sages (and  this  is  the  chief  mode  of  entrance)  ;  swallowed,  and 
through  scratches  and  wounds  in  tl.e  surface  of  the  body.  The  indi- 
rect causes  of  consumption  arc  numerous  and  the  conditions  that 
predispose  to  the  disease  arc  of  interest  in  relation  to  this  subject  of 
street  car  disinfection.  Persons  who  have  had  pneumonia,  grippe,  ty- 
phoid fever  and  other  serious  maladies:  (hose  who  have  prolonged 
attacks  or  who  suffer  from  chronic  bronchitis  or  catarrh ;  those  who 
have  chronic  heart  or  liver  or  kidney  troubles  are  apt  to  succumb  to 
consumption.  Children,  after  measles,  scarlet  fever,  whoopinj; 
cough,  diphtheria  or  any  such  disorders  often  contract  the  disease. 
Those  who  live  in  dustv,  dirty,  dark  and  damp  places;  those  who 
work  in  factories  or  aparlmeiits  where  the  atmosphere  is  dusty  and 
smoky ;  clerks  and  others  employed  in  offices,  stores  and  shops 
where  the  air  is  stale  and  stagnant;  all  these  are  liable.  Overwork, 
exposure  and  excesses  of  all  kinds;  insufficient  food  or  food  of 
poor  quality  and  poorly  cooked;  neglect  of  personal  cleanliness; 
these  are  also  contributing  factors  in  causing  consumption. 

Now  it  is  perfectly  possible  for  a  consumptive  to  enter  a  car  full 
of  people,  to  be  careless  in  his  habits  and  to  expectorate  freely  on 
the  floor  and  so  leave  countless  germs  and  spores  ready  to  be  in- 
haled by  his  fellow  passengers,  many  of  whom  may  be  precisely  in 
the  state  of  health  or  be  living  under  the  exact  conditions  to  be- 


come victims.  A.S  a  matter  of  fact,  this  is  (he  manner  in  which  the 
disease  is  conunonly  spread. 

L'ndrrstanding,  therefore,  that  consumption  is  communicable: 
that  it  is  principally  acquired  by  breathing  <n  of  germs;  and  that 
ii  is  preventable  to  a  large  extent,  what  action  are  we  going  to  take 
in  the  interest  of  the  public?  For  one  thing,  wc  must  get 
hold  of  the  consumptive  and  tell  him,  first,  last  and  all  the  time, 
that  it  is  wrong  for  him  to  expectorate  on  the  ground  or  on  the 
floor;  indoors  or  outdoors;  in  public  or  in  private;  on  pavement 
or  in  strccet  cars ;  because  from  any  of  these  places  the  bacteria  or 
spores  may  be  blown  alxiut  and  inhaled  by  others,  lie  must  find 
some  means  to  lake  care  of  his  sputum ;  the  authorities  should 
provide  spittoons  at  convenient  points,  but  there  are  a  variety  of 
pocket  spittoons  and  paper  receptacles  to  be  had  in  the  shops. 
Occasionally  somebody  says:  "The  consumptive  is  a  sick  man. 
Why  do  you  trouble  him?"  Sure  enough  he  is  a  sick  man,  but  he 
may  also  be  a  source  of  danger  to  other  people  if  allowed  to 
continue  his  untidy  habits.  .Already  manners  arc  improved  in  this 
respect  and  there  is  a  distinct  lessening  in  the  amount  of  spit- 
ling  in  public.  Perhaps  this  is  due  in  part  to  the  Board  of  Health 
notices  which  have  been  conspicuously  posted  in  cars  and  other 
places,  and  partly  the  result  of  numerous  arrests  that  have  been 
made  for  this  offense.  I  think  it  far  preferable  to  enlighten  the 
people  on  the  need  of  cleaner  ways  and  endeavor  to  educate  them  in 
tidier  habits. 

Hut  in  spite  of  all  the  care  in  the  world,  street  cars  are  bound  to 
contain  more  or  less  dust  and  dirt,  and  it  follows  that  they  must 
receive  proper  attention.  Regular  and  frequent  cleanings  are  nec- 
essary. Tlic  nielhotl  by  which  cars  are  cleaned  is  not  a  matter  of 
any  great  consequence,  provided  the  work  is  thoroughly  done.  The 
best  way  to  collect  and  dispose  of  dry  dust  and  dirt  is  by  the  vac- 
uum air  process;  the  recently  introduced  machines  arc  very  rapid 
and  efficient  in  action.  For  the  proper  washing  of  car  interiors, 
common  soap-and-water  cleaning  of  the  kind  to  satisfy  a  New 
England  housekeeper  is  entirely  adequate.  'ITie  use  of  any  patent 
soap  or  much-lauded  washing  compound  or  the  addition  of  an  evil- 
smelling  antiseptic  fluid  is  quite  needless.  Unremitting  and  thor- 
ough washings  are  much  better  than  dependence  on  germ-killing 
substances,  and  painstaking  scrubbing  and  wiping  is  far  more  reli- 
able than  any  soap  or  cleaning  powder  of  supposed  marvelous 
qualities. 


Purchasing  and  Accounting  for  Supplies  on  Electric 

Railway  Systems. 


liY  W.  H.  STAUe,  fl,KCU.\SINl.  AliliNT,  THE  UNITED  RAILWAYS  &   ELECTRIC  CO.,  BALTIMORE,  MU. 


The  purchasing  department  of  an  electric  railway  .system  is  un- 
questionably a  most  important  one,  for  on  this  department  devolves 
nnich  responsibility  in  the  purchase  and  proper  accounting  of  the 
supplies  required   for  the  successful  operation   of  the  road. 

Our  experience  has  been  that  the  best  results  in  handling  this 
ileparlment  have  been  obtained  by  the  concentration  of  all  its  sup- 
plies at  one  point.  This  being  possible,  all  supplies  should  be  re- 
ceived and  issued  at  this  point,  and  the  purchasing  agent  of  the 
company  should  make  his  headquarters  there,  for  in  this  way  he 
comes  in  touch  with  and  sees  personally  the  supplies  he  is  pur- 
chasing and  he  also  has  a  belter  idea  of  their  values,  the  latter 
being  a  great  benefit. 

In  addition  to  buying  supplies,  the  purchasing  agent  should  also 
be  the  disbursing  agent,  being  responsible  and  having  jurisdiction 
over  all  materials  and  supplies  from  the  time  of  their  purchase 
and  receipt  until  issued  to  the  (lifTerent  departments  of  the  com- 
pany for  construction  work  or  for  operation. 

A  system  of  this  character  undoubtedly  lessens  "the  leaks"  it  is 
almost  impossible  to  overcome  in  the  rehandling  and  recharging 
of  supplies  a  great  luunbcr  of  times,  w'hich  is  necessary  where 
sub-storerooms  arc  run,  supplied  from  the  main  storeroom,  or 
direct,  and  where  the  purchasing  agent's  responsibility  ceases  after 
his  purchases  arc  made. 

During  my  early  railway  experience,  having  been  connected  with 
one  of  the  smaller  companies  before  the  consolidation  of  all  into 
one  system.  I  had  charsje  of  ihc  issue  of  orders  for  supplies  in  the 


general  manager's  office,  who  did  the  purchasing,  .^s  the  com- 
pany grew  it  became  necessary  to  carry  a  stock  of  supplies  for 
operation,  to  obviate  tying  up  in  the  repair  shops  or  bams,  cars 
which  were  needed  for  the  proper  running  of  its  lines,  so  a  store- 
room   was    inaugurated. 

The  first  method  employed  by  us  was  to  have  a  main  storeroom 
and  sub-storerooms  .u  the  repair  shops  and  at  each  of  the  power 
stations,  these  being  tor  the  convenience  of  the  difTerent  depart- 
ments in  handling  tlic  supplies  required  by  them  for  their  opera- 
tion. 

The  supplies  carried  in  these  sub-storerooms  were  replenished 
from  the  stock  in  the  main  storeroom,  as  required  from  day  to  day, 
but  the  goods  remained  charged  against  the  main  storeroom  until 
actually  issued  from  the  sub-storerooms,  when  entries  were  made 
crediting  the  sub-storeroom  stock,  and  also  the  account  with  the 
main  storeroom,  charging  the  proper  construction  or  operating 
accounts. 

The  disadvantages  of  this  sysiem  soon  became  apparent,  espe- 
cially in  connection  with  the  sub-storerooms  in  the  several  power 
stations,  for  I  he  reason  that  not  having  permanent  storekeepers  in 
these,  and  the  station  forces  having  access  to  them  at  all  times, 
they  would  take  supplies  and  fail  to  make  a  memorandum,  so  that 
the  proper  charges  and  credits  could  not  be  made  immediately,  in 
consequence  of  which  Ihc  latter  were  not  distributed  against  the 
proper  months,  and  when  the  end  of  the  year  came,  and  with  it 
the  taking  of  our  inventory,  this  being  done  once  a  year,  we  in- 


AiG.  20.  1903.] 


STREET    RAILWAY    RIAll-AV. 


4()5 


variably  found  shortages,  and  the  usual  explanation  was  given  that 
the  supplies  had  been  used  and  not  recorded.  In  this  manner,  in 
settling  up  for  the  year,  the  month  of  December  was  charged  im- 
properly for  supplies  used,  which  should  have  been  distributed  in 
construction   accounts   or   operating   expense   over  other   months. 

We  endeavored  to  eliminate  this  conduion.  but.  finding  it  almost 
imptissible,  we  finally  discontinued  tlie  sub-storerooms  at  our  power 
stations  and  adopted  instead,  in  connection  with  them,  our  present 


Iiy  a  clerk  to  fill.  This  order  is  on  a  blank  4x2j'j  in.,  and  besides 
the  company  name  and  the  date  bears  the  following:     "Storekeeper: 

Flease  deliver  to  bearer,  for  "  with  six  ruled  lines 

lor  eniering  materials  wanted  and  signature.  If  the  supplies  called 
for  are  in  stock  they  are  delivered  to  the  boy.  a  receipt  being  taken 
on  this  order,  on  the  back  of  which  the  storeroom  clerk  making 
the  delivery  places  his  initials.  Ibis  precaution  being  taken  in  case 
any   contention  should  afterwards  be   made  regarding  the   delivery. 


INTKrtlnK    (JK    ST(iUi:it( 


■niK    r.sriKii    kaii.w.ws    .>;■  lOi.Ki-n;!! 


l:.\l.-nM(lKIO. 


system  of  having  the  power  houses  draw  their  supplies  as  required. 
which  are  charged  directly  into  operating  expense  in  the  montli 
they  are  drawn  and  used.  This  plan  we  have  found  much  more 
satisfactory. 

The  sub-storeroom  was  continued  at  our  repair  shops  until  about 
two  years  ago,  when  we  removed  to  our  new  repair  shops  and 
were  then  enabled  to  merge  the  stock  of  it  with  that  of  the  main 
storeroom,  so  that  since  then  the  deliveries  of  all  supplies  for 
construction  or  operating  have  been  made  from  our  main  storeroom. 
This  was  a  source  of  great  satisfaction  to  us,  for  it  eliminated  all 
the  extra  bookkeeping  ,ind  clerical  work  made  necessary  by  a  sub- 
storercK)m,  saved  extra  handling  and  brought  all  supplies  under 
my  personal  charge. 

The  shops  department  being  closer  to  ihc  '^torerf>om   in  its  detail 


The  United  Railways  &   Electric  Co.      {. 

Of    8*LTlMORC  1 

c  A  i«    i«  i;i>.v  1  It .  '■ 


No. 


Mr. 


Pufchawne  Agent. 
Pleuc  deliver  10  bearer  lo  be  used  for 


FOrtM    .VI-1    i.SlZK   OK  OmOIN.M.  7  X  4'/4    IN.). 
FHjRM  M-3  OK  SAME  TENOU  KOR  KLECTRIC  MOTOR  REPAIRS 

workings  than  the  other  departments,  I  will  give  our  system  of 
purchasing  and  handling  supplies  for  it  (though  the  other  depart- 
ments arc  handled   in  the   'amc  manner)   as  an   illustration. 

For  instance,  the  shops  rcfpiirc  certain  supplies  for  work.  The 
foreman  of  the  shops  <!epartmenl  requiring  the  material  calls  up  the 
clerk  having  charge  of  issuing  orders  o!i  the  storeroom  over  a 
private  telephone  system,  our  shops  having  one  with  which  all  its 
sul>-departnicnli  are  connected,  and  alsf)  the  storeroom.  This  clerk 
makes  out  an  order,  which  is  known  as  form  M-2S,  and  sends  it  to 
Ihc  storerrKim  by  .1  boy  who  does  nothing  but  Iof>k  out  for  such 
orders,  and  when  this  order  is  received  at  the  storeroom  it  is  taken 


These  Icmporary  ovders  are  all  confirmed  the  following  muniiiit; 
on  formal  requisitions,  forms  M-i  and  M-3,  by  the  head  of  llie 
department,   for  all   supplies  drawn  the  preceding   day. 

\Vc  have  found  lluat  the  private  telephone  system  in  our  shops 
.ind  connecting  with  the  storeroom  saves  much  time  between  those 
departments,  and  has  more  than  paid  for  itself  on  the  ileni  of 
"Labor"  in  the  time  it  has  lieen  in  service,  about  one  year. 

We  also  have  what  we  call  a  stock  requisition,  form  M-3J,  which 
is  a  blank  y'Aii-Syi  in.,  reading  as  follows: 

THE    I'NITED    RAII.W.WS    .\Nn    EI.Kl'TUri'    CI).    OF    liALTIMOKE. 

Department.         No 

Slalion.  Date 190. . 

Mr 

Please  order   the   following  material    for 


Siirned. 


Req.    No 

Date   

This  form  is  used  in  case  a  department  desires  the  storeroom  to 
carry  in  stock  certain  special  materials,  so  they  will  be  on  hand 
when  required,  at  which  time  they  are  drawn  in  the  usual  manner. 

This  stock  requisition  form  is  also  used  by  the  shops  depart • 
ment  in  covering  itself  for  the  supplies  required  for  the  account 
of  "Stock  Supplies  .Assembled  by  .Shops,"  Ibis  account  covering 
the  m.Uerials  expended  by  the  shops  on  armalure  coils,  field  coils, 
etc.,  which  arc  made  by  it,  and  then  returned  to  the  storeroom  at 
cost,  including  labor,  for  stock.  The  shops  bill  these  materials 
against  the  storeroom  in  the  same  manner  as  if  purchased  from 
any  outside  concern,  and  when  t  liese  supplies  are  reipiired  lliey  .ire 
issued  10  the  shop  department  in  the  usual  manner. 

Continuing  my  remarks  on  issuing  supplies,  if  the  material  re- 
quired is  not  in  stock,  the  same  procedure  is  followed  regarding 
issuing  requisitions  as  if  it  were.  .Ml  requisitions  are  turned  over 
to  the  storekeeper,  who  has  them  checked,  separating  the  ones 
covering  supplies  issued  from  those  which  could  not  be  filled,  lie 
enters  the  latter  every  morning  on  form  M-18,  which  is  a  blank 
11x17  ill-,  ruled  for  columns,  headed  as  follows:  "Req.  No.," 
"Material,"  "Where  delivered,"  "Ordered  from,"  "I'rice,"  "Onler 
No."  On  this  blank  are  included  all  regular  slock  supplies  lo  be 
ordered,  and  after  this  has  been  done  this  form  comes  to  me  and 
Ihc  names  of  the  concerns  to  whom  llu-  orders  are  lo  be  issued  are 
then  filled  in  on  it. 

Whenever  the  occasii}n  demands,  or  as  often  as  it  is  diiiiicd 
necessary,  an  inquiry   sheel,   form    M-2.1,   is  sent    rjul    fm-  (|iii>|.iliiins. 


4b<> 


stkki-:t  k  \ll.\\.\^    kia  ii:\v. 


[Vcl.    XIII.   Nn.  8 


I  his   blank   is   Idler  f^iir.  SV^xii    in.,  am!   :iltir   tlu'   il.iti-  ;iiiil   .lil- 
ilrcss  reads  as  follows 

Gentlemen:  Kimlly  i|iiiiH'  tiu'  yimr  inwi-i  pruc.  lU'liverol  .11 
for  llie  followinK  ninlt-rinl : 

Ple.isc  reply  by  retnrn  mail,  advising  how  soon  delivery  of  tlu- 
nulfri.il  c:in  lie  made  after  receipt  of  the  order.    Yours  tridy, 

PnrrhaMnf!   Aisciit. 

riic  fnrni  conlainiii);  the  items  for  which  orders  arc  to  lie  drawn 
i-  llien  tiirn.'d  over  to  the  order  clerk.  .Ml  orders,  fiirni  M-O.  are 
drawn  in  triplicate,  the  original  is  sent  to  the  concern  receiving  the 
order,  the  duplicate  Rois  to  the  auditor  with  the  account  marked 
thereon  to  which  the  material  is  to  \k  charged,  and  the  triplicate  is 
retained  in  the  purchasing  department    for  its  records. 

If  the  concerns  receiving  orders  are  slow  in  shipment  a  "puncher." 
form  M-40,  is  sent.      This  has  been  a  very  useful  form. 

Supplies  on  being  received  at  the  storeroom  arc  recorded  in  a 
receipt  book  by  the  rccci\ing  clerk,  then  put  in  stock,  or  delivered 
10  the  dc|>artineiU  lor  which  ihcy  were  ordered,  and  the  requisition. 


Our  metli'Hl  fur  accuuming  for  dishnrsemenls  of  supplies  is  as 
lidliiw^:  I  he  main  .iccoui'.t  of  our  storeroom  is  designated  "Sup- 
ply." everything  being  charged  to  this,  with  few  exceptions,  such 
as  "Printing  ami  Stationery,"  "Mamtenance  of  Keal  Kstate,"  etc.. 
these  items  being  chaiged  direct  to  operating  expenses  utuler  their 
proper  headings. 

I\ach  de|>artnienl  has  its  own  o|>eraiing  .nccount ;  for  instance, 
.ill  supplies  for  the  overhead  line  de|>artnient  are  charged  to  "Over- 
head Lille  Repairs."  while  those  for  ihe  shops  department  are 
divided  among  ihrec  accounts,  "Car  Re|Kiir,"  "F.leclric  Motor  Re- 
pair" and  "Car  Painting."  and  s<i  on  with  the  other  departments. 

The  riipiisitions  of  each  de|iarlmeiit  are  of  a  different  color,  so 
that  ihey  can  lie  readily  distinguished.  The  deiiarlnieiil  account  is 
lirinteil  at  the  lop.  as  shown  on  forms  M-i  and  M-,l.  and  sp.-ice  is 
aNo  provided  for  the  sub-account  of  the  main  account,  Ibis  being 
inserted  after  the  words  "to  be  used  for." 

.Ml  reipiisitions  are  signed  by  the  heads  of  ihe  res|K-ctive  depart- 
nieiits  and  forwarded  to  me  direct,  .\fter  all  the  items  called  for 
on  rc(|uisitioiis  have  beeii  delivered  they  are  then  turned  over  to 
the  storekeeper  to  be  priced.  When  Ibis  has  been  done  they  are 
(liven  to  ihe  proper  clerk,   who   makes  the  extensions   and   records 


Kurm  MO  J  14-lwl-a  Ilk 


Alsviiy-   -.h.iw  "OWOeW    NUMBER"  •'"   en<li   lnv..l.-.-. 


THE  UNITED  RAILWAYS  AND  ELECTRIC  CO.  OF  BALTIMORE. 

OFFICE     OF     THE     PURCHASING     AGENT, 
iCtlumbla  Ave.  0pp.  Cirroll  Park.) 

Order  J^o. 


.190 


^_ 


I'lease  fill   the  following  order  for  nccount,  nf  this  Company,   and  sentl   bill  for  sams  promptly  to 
JUirchfising  Agent. 


Mark :  The  United  Railways  and  Electric  Co.,  of  Baltimore. 


Deliver  to 


Piircluising  Agent. 


INSTRUCTION  TO  FfHMS  Ih»  FR  E  IGHT  C  H  ARGES  WUST  BE  PRE  P*  I  Q  on  ill  uialcml  pwfclmtJ  F  O.  B.  BALTII 
upon  eomplolloo  ol  OfOor  DIRECT  TO  PURCHASING  AGENT  m  It  are  luoltoo  and  paid  on  or  about  tut  ttntnl.tm  ol  oacn  monih. 
bo  hold  o.or  unlll  noil  monih      Rondor  Moniniy  aiatcmonit  olfOCi  lo  *uitllof    ront.nenlal  Buiidluu. 


(  rcCOl'td  allor  tht  hill 


FdRM    .M-O.      DL'PLIC.VTE    AND    TRIPLICATE    COI'IKS    DO    NOT  (OXT.MN    THK    INSTRl'CTIONS   TO    SHIPPERS   .\S   TO    PHEPAR- 

l.\"l!    FREIGHT   CHAUGES    .\.VD    SHOWING   OKDEH    NI'MBEK.    KIT    HAVE   .V   LINE   READING     'REQ.    .NO 

ACCT .\LDITEU l!«i '      (ORIGINAL   S'i  X  C    IN.) 


which  has  been  lield  unconiplctcd  vmlil  this  lime,  is  checked  as 
being  filled. 

I  have  made  it  a  inaclice  to  personally  open  all  mail  nt  tlu-  de- 
partment, in  this  way  keeping  in  touch  with  the  necessary  details 
of  the  other  departments  and  outside  concerns.  .Ml  bills  for  sup- 
plies arc  received  and  ihe  prices  on  them  checked  and  approved  l>y 
me. 

They  are  then  turned  over  to  the  bill  clerk,  who  checks  the  cx- 
tmsions  and  the  items  on  the  bills  with  the  order  stubs,  and  the 
receipt  of  the  material  with  the  storeroom  receipt  book  before  men- 
tioned. If  everything  is  found  correct,  they  arc  recorded  in  the 
bill  book,  form  M-27,  then  turned  over  to  the  storekeeper  for  his 
information  as  to  prices,  which  he  notes  in  a  price  book,  and  re- 
turned to  me  for  my  "O.  K."  as  to  "prices,  quantity  and  quality." 
riiey  are  then  ready  to  be  forwarded  to  the  auditor  for  auditing 
and  payment.  The  book,  form  M-27.  referred  to.  has  pages  16x21 
in.,  ruled  for  columns,  headed  as  follows:  "Hale  Received." 
"Ledger  Folio,"  "Date  of  Invoice,"  "From  Whom  Received." 
"Order  Xo.."  "No.  of  Packages."  "Weight  or  Quantity."  "Descrip- 
tion of  Supplies,"  "Gross  Price."  '.\mount."  "nisconnl."  "Not 
.\mouiit."  "Total  .\niount  of  Invoice."  ".\dditional  Disconiit,  Per- 
cent.'   '.\niouiit    of    Discount,"  ".Vctnal    Co.st,"  "Credits." 


ihcm  in  the  distribution  book  covering  supplies  issued,  form  M-16. 
iiiulcr  the  proper  account  heading.  The  pages  of  this  book  are 
18  XI"  in.,  making  when  open  a  sheet  .^6x17  in.  The  column 
headings  are:  "Date."  "Requisition  No.,"  "Weights  and  Measures," 
"Price."  ".Xmount,"  "Totals."  "Car  Repair."  "Car  Painting."  "Car 
Cleaning."  "Electric  Station  Expense."  "Electric  Station  Oil." 
"Electric  Motor  Repair."  "Electric  Lighting,"  "Miscellaneous," 
"Overhead  Construction  Repair."  "Printing  and  Stationery."  "Stable 

Expense,"  "Salt,  Snow  and   Ice, I'rack   Repair."  "Track   Bonding 

Repair,"  "Coal  Oil  and  Lamp."  "Tool  .\ccount."  ".Advertising  Ex- 
pense," "G.  O.  Park  Expense."  "Lakeside  Park  Expense."  with 
llirec  additional  columns  having  no  printed   headings. 

They  are  then  forwaided  to  the  auditor,  who  enters  them  in  the 
department  distribution  book  under  their  proper  sub-account. 
When  all  requisitions  have  been  recorded  for  the  month,  the  distri- 
bution book  is  totaled  and  checked  with  the  auditor,  after  which  a 
cross  entry,  form  M-17.  is  made,  crediting  "Supply"  with  the  total 
amount  issued,  and  charging  the  different  construction  or  operat- 
ing accounts  with  their  amount  of  the  whole,  this  being  done  on 
the  books  of  this  department  and  by  the  auditor  on  the  general 
books  of  the  company.  I-"orm  M-17  '*  a  blank  8'/{.  x  14  in.,  ruled  for 
journal  entries,  Ihe  names  of  the  different   accounts  to  be  charged 


AlG.  20.  1903.] 


.strf.i-:t  railway  re\  ik\v. 


4bi 


being  printed  in  alphabetical  order.  Tbese  include  the  ig  accounts 
shown  on  fomi  M-16  and  9  others,  among  which  are  "Bridge  Re- 
pair," "Elevated  Str-.'.cturc  Repair"  and  'Maintenance  of  Real 
Estate." 

After  all  entries,  both  debit  ami  credit,  have  been  made  for  the 
month,  our  department  books  are  checked  in  dollars  and  cents  with 
the  general  books  of  the  company. 

.\ll  departments  draw  their  supplies  when  re(|ntred  by  them   dur- 

THE  UNITED  RAILWAYS  i  ELECTRIC  CO.  OF  BALTIMORE. 


iipmcnt     vill    tv    mttlt    ul     the    IkIIuh  iii|-    arli^les    due    »n    unlcr 
»hlp  at   oftt^.   iUtl(   11  hen  >hipm(nl  vtll  t>«  mailc  <n  i.ulun>n  undc 


COlUMS'*     AVCNUC. 
■  II  •k't'vsl  ku  W(a  «*J*.  f^*^  itiHl  ■T>ctMl  ■• 


^^^&.^ 


Fnrchagini  ji^eHt. 


1    I 

FORM    M-W.     (SIZE   Of    ORIGIXAI.   S.X11H4    IN.) 

ing  ihc  month,  except  the  shops,  where  the  material  is  issued  for 
each  job  as  required,  consequently  they  accumulate  no  stock. 

Every  ten  days  the  supplies  needed  by  the  operating  barns  are 
forwarded  to  them  from  the  storeroom  on  a  supply  car  furuislud 
by  the  shops  department,  the  motorman  belonging  lo  the  latter, 
while  a  man  from  the  storeroom  goes  as  conductor  in  order  to 
facilitate  the  proper  delivery  of  the  material. 

Such  items  as  car  wheels,  huiiber,  iron  and  steel  are  charged 
against  the  storeroom,  but  stored  in  the  shops  for  the  convenience 


"Xew  Cars,"  "Chain."  "Carpet."  "Sundries,"  "Credits."  "Shop 
Scrap  Material,"  "Scrap  Car  Wheels"  Other  principal  accounts 
are   similarly   subdivided.     The  blank   is    17x20  in. 

.■\11  brass  and  copper  scrap  accumulated  by  llic  several  depart- 
ments is  turned  over  to  this  department  and  stored  in  bins  built 
in  the  storeroom  until  sold.  .AH  the  iron  and  steel  scrap  is  sent  to 
the  company's  yard  and  stored  \unil  disposed  of.  Sales  of  scrap  on 
baud  are  made,  when  it  is  considered  advisable  to  sell,  to  the  high- 
est bidder,  and  the  proceeds  credited  to  the  account  affected, 
whether  construction  or  operating,  excepting  in  the  case  of  the 
shops  department,  which  is  allowed  staled  credits  each  month  on 
its  e>perating  accounts,  these  amounts  l)eing  charged  to  an  accoimt 
known  as  "Shop  Scrap  Material,"  consequently  wlien  tlie  shop's 
scrap  is  sold  it  is  credited  to  this  account. 

At  present  no  stock  record  of  any  kind  is  being  kept,  the  supplies 
being  put  in  the  storeroom  in  their  accustomed  places  and  issued 
without  any  record  being  made  except  on  the  requisitions.  It  has 
been  computed  that  we  have  nearly  thirty-five  hundred  items  in 
our  storeroom,  and  it  is  extremely  difficult  for  any  man  to  carry  in 
his  head  the  location  of  every  one  of  these,  and  if  the  stock  of  any 
one  item  is  wanted  it  has  to  be  counted.  It  is  our  purpose  lo  in- 
augurate a  card  system  for  stock  record,  giving  a  complete  history 
of  materials  from  the  time  they  are  ordered  and  received  in  the 
storeroom  until  issued,  so  all  arrangements  are  being  made  for 
starting  this  the  first  of  the  coming  year,  when  our  annual  inven- 
tory   of   stock    is   taken. 

rile  storeroom  will  be  laid  otT  in  sections,  these  being  lettered 
for  designation  and  the  bins  of  each  numbered.  The  iilea  in  hav- 
ing the  bins  divided  into  sections  and  numbered  in  this  manner, 
instead  of  having  them  numbered  in  rotation  tbroughonl  the  store- 
room, was  to  keep  the  bin  numbers  from  running  into  large  luim- 
bers,  we  thinking  the  arrangement  of  sections  more  satisfactory. 

It  is  proposed  to  use  a  standard  index  card,  8x5  in.,  form  M-44, 


Bin.  No. 


Section 


Article 


)ize 


Max. 
Min 


Cr. 


Date 

Issued 


Whe'e   Userl 


Requisition 
Dept.  No. 


Quantity 


Weight 


Price 


Value 


Acct.  Charged 


I'-OKM    M-H— CREDIT    SIHE.      (OUIGINAI,    SXr.     IN.) 


of  that  department.  A  record  i--  kept  of  the  drawings  from  each 
of  these  items  for  each  day,  and  every  ten  days  the  department 
covers  by  requisitions  its  total  drawings  for  this  period.  This 
arrangement  is  very  satisfactory  and  enables  us  to  carry  a  good 
stock  of  each,  as  no  charges  are  made  against  operating  expense 
until  this  material   is  used. 

In  order  that  the  general  manager  may  know  how  the  different 
deparlmenis  arc  usmg  supplies,  a  memorandum  statement,  form 
M-.I7.  's  made  out  for  him  in  detail  every  ten  days,  showing  what  tile 


to  be  kept  in  the  department  office,  giving  the  section  and  bin  num- 
ber for  each  item  in  the  -lorerooni,  showing  on  niie  side  when 
orders  are  placed.  ;niil  llie  nialerial  reeei\'cd,  and  on  llu'  nlher  miK- 
when  issued  and  to  what  account  charged;  in  fad,  ,1  enniplele  his- 
tory of  each  item  in  the  storeroom,  with  value  of  il. 

In  each  bin  a  card,  form  M-4,i,  will  be  kept.  I'liis  is  a  niaiiil.i 
shipping  tag,  ,^  in.  wide  by  6  in.  long,  ruled  in  the  columns  mi  each 
side,  one  side  to  show  goods  "Received"  and  the  other  to  show 
goods  "Issued:"    the  column   headings   011   each   side   are:     "Dale," 


Bin.  No 


Section 


Article 


Si 


ze 


Max. 
"Min 


Dr. 


ORDERED                         1 

RECEIVED 

Dale 

Order   No. 

Quantity 

Weight 

Date 

From  Whom 

Description 

Quantity 

Weight 

Price 

Value 

Figt. 
Chan 

FORM    M-M     DElllT   SIDI';       i(  IKICI  .V.\  I,    s.xr,    IN.i 


siipplici  issued  amount  to,  compareil  with  the  same  perirjd  of  the 
previous  year,  i'his  information  is  also  used  by  the  departments, 
as  it  enables  Ihcm  10  sec  what  is  being  expended,  and  also  lo  make 
any  curtailnicnis  which  appear  necessary  by  reason  of  this  cr>m- 
parisfjn. 

Form  M-.17  lias  the  various  accounts  shown  on  forms  M-id  ami 
M-17  itemized.  Thus,  under  "Car  Repair"  arc  Ihc  items:  "Car 
Wheel*,"  "Brake  Shoes,"  "Iron  and  Steel,"  "Lumber,"  "Glass," 
"Car  llox  Oil,"  "Curtain  Cable,"  "Brass  Castings,"  "Malleable 
Iron    Castings,"   "Steel    Castings,"    "Sweepers."    "Machine     Holts," 


"Uiiantily,"  "Weight.'     M  llu-   inp  mi  each   side  are  spaces  for  six 

entries,    as    follow^:      "Seetimi "    "Uin    No "    "Arliel" 

"   "Max "    ".Mill "   ".Si:-e    " 

On  this  card  will  be  noted  what  material  is  put  111  llie  Inn  .iiul 
also  what  is  willulrawu,  the  dilTereiiee  between  llie^e  lieiiiK  llm 
stock  on  hand,  which  niusi  agree  al  ;ill  limes  with  the  e.inl  in  llie 
olTice  covering  the  same  iuiu. 

After  this  card  syslmi  is  in  effeel  llie  iiiforiiialion  given  by  il 
will  be  very  valuable,  fur  al  .1  ulaiiec  il  will  show  llie  maximum 
:ind    iniuiiniiiii    .iniminls    uln'eli    ■.limilil    In'    mdered    and    carried    in 


4()S 


STKKKT    KAII.W.W    klA  IIAV. 


IV.M    XIII.  No.  8. 


slock,      riiis  {caliirc  in  ilsili  will  lie  a  Uoiralilc  one,  for  iiiidiT  our 
present    system    it    is    necessary   to  estimate    the   quantities  of    cacli 

item    to    Iw    ordered    and    c.nrried 

Ein  stock. 
Onr  slorerixim  is  well  ailapled 
for  lianillinK  supplies,  lieing  lo- 
cated at  tlic  repair  slioi>s.  .X 
^tcani  railroad  siding  runs  into 
It,  mnkinK  it  possible  to  receive 
and  unload  su|iplies  in  car-load 
sliipnu-nts  inside  the  storeroom; 
tracks  for  our  own  cars  also  run 
into  it. 
Un  the  .steam  siding  in  our  yard 
we  have  an  Ko-lon  railroad  track 
scale,  on  which  i>ur  own  weights 
■irc  taken  for  all  supplies  received 
in  car-load  shipnients,  and  on  all 
...     ..     s^.i.tj  scrap    material    sold    liy    the   ci>in- 

pany. 
.\  go<Ml   idea  of  the  interior  arraiigemcnt  of  onr  storeroom  may 
he  had  from  the  accompanying  illusiralion. 

THE  THIRD-RAIL  SYSTEM. 


,1).    i:i,KCTRICAI,   KNf.INKKR.    Sri':R!.lN<i 
^l   EASTERN    EI^ECTRIC   RV. 


Suppose  we  arc  confronted  with  a  clean  card  for  the  ciinstrnclion 
and  oiK'ration  of  an  electric  internrban  railroad.  This  road  must 
have  the  capacity  to  handle  iKiih  local  and  express  passenger  cars 
as  well  as  a  freight  traffic.  Tlien  let  us  consider  the  relative  ad- 
vantages and  disadvantages  of  third  rail  and  overhead  trolley  con- 
struction for  such  a  road,  these  at  the  present  time  licing  the  two 
most   pr.acticable  methods  of  railw.iy  power  distribution. 

With  the  irafiic  as  stated  the  motors  on  a  car  may  draw  from  600 
to  i.iOO  amperes.  Such  an  amount  of  current  in  attempting  to  pass 
ihc  small  area  of  contact  between  a  wire  .ind  one,  or  even  two, 
fast  moving  trolley  wheels,  causes  severe  arcing.  Irollcy  wheels 
wear  out  in  a  week's  time.  The  wire  becomes  pitted  and  weakened 
wlierever  a  severe  arc  has  been  formed.  This  is  first  noticeable  at 
points  where  the  heaviest  current  is  needed  as  at  curves  on  grades. 
.\t  high  speed  the  trolley  wheel  cannot  easily  Ik  made  to  confine  itself 
to  the  wire,  but  on  striking  a  rough  section  or  a  banger  out  of 
line  will  leave  the  wire  and  either  damage  the  trolley  pole,  the  over- 
head works  or  the  car  roof.  This  it  seems,  happens  more  often  on 
"big  days"  and  at  a  time  when  the  conductor  is  well  forward  in  the 
car  collecting  his  fares. 

A  car  driven  by  current  collected  by  a  third  rail  shoe  with  20  to 
30  square  inches  of  sliding  contact  area  between  it  and  the  con- 
ductor rail  is  never  bothered  on  this  score.  Service  is  not  inter- 
rupted by  broken  wires  or  trolley  wheels  or  jumping  poles.  The 
cast  steel  shoe  with  its  life  of  20,000  car-miles  needs  no  attendance 
whatever.  With  a  carefully  constructed  rail  the  shoe  will  slide 
smoothly  and  quietly  at  any  speed  which  the  motors  can  impart  to  the 
car.  With  a  well  designed  and  well  built  third  rail  system  having 
plenty  of  cattle  guards  and  fences  there  can  he  no  possible  danger 
at  all  to  the  passengers  from  contact  with  the  live  rail. 

Accurate  figures  showing  the  cost  of  internrban  third  rail  niain- 
tainance  are  not  to  be  had  by  the  writer,  but  this  cost,  it  is  certain, 
is  very  low  as  compared  with  that  of  the  overhead  trolley.  The  third 
rail  being  of  more  stable  construction  requires  much  less  care,  its 
care  in  fact  being  only  that  which  the  track  section  gang  gives  to 
the  road  bed  and  running  rails,  namely  the  keeping  of  the  rails  free 
from  water,  gravel  and  weeds.  .X  third  rail  having  a  well  designed 
insulator  under  it  requires  practically  no  repairs.  The  usual  sec- 
tion men  will  very  quickly  accustom  themselves  to  working  alwut 
the  live  rail,  and  can  inspect  and  care  for  it.  thus  effecting  a  saving 
in  the  price  of  labor  as  against  the  wages  of  experienced  linemen 
required  for  trolley  repairs. 

A  third  rail  distribution  system  having  an  equivalent  copper 
cross  sectional  area  about  10  per  cent  greater  than  with  trclley  can 
be  built  for  the  same  cost  per  mile.  This  estimate  includes  the 
crossing  cables  and  connections.  H  we  can  now  agree  as  to  its  ad- 
vantage over  the  trolley  for  internrban  work  let  us  next  consider 
some  of  the  details  of  the  third  rail  proper. 

The  types  of  rail  sections  proposed  for  tlic  third  rail  work  arc 
many.      Tbere  has  been   proposed    a   channel   section    with   the   web 


mounted  vertically,  the  .shoe  being  so  arranged  as  to  press  against 
the  inside  of  the  web,  where  the  rail  would  l>e  clear  of  snow  and 
ice.  .Also  there  has  been  proposed  a  sipiare  section  of  some  metal 
having  a  higher  conductivity  than  steel.  But  T-rail  sections  are 
found  to  be  most  generally  used;  uiiiUiubtedly  this  is  Iwcause  of 
the  i|ucstional)le  single  advamage  of  any  other  section  over  the  -laii- 
dard  rail,  while  the  standard  T-scction  has  many  advantages  over  all 
the  rest.  Ihc  standard  section  is  more  readily  and  cheaply  ob- 
tained. When  repairs  or  changes  are  to  Ik-  made,  parts  of  a  standard 
section  rail  are  usually  to  Ik-  had  from  the  track  rail  stock,  if  speed 
is  the  greatest  factor  to  lie  considered  in  the  repair  work.  Standard 
sections  arc  easily  handled,  have  ii  proportionately  broad  Insc  and 
surface  for  the  sliding  contact  shoe.  They  m.ay  in  time  of  need  be 
iKiiided  with  a  track  l>onil  and  spliced  with  a  track  splice.  The  thiril 
rail  should  lie  built  of  as  highly  conductive  metal  as  is  permissible. 
.\  soft  steel  rail  conlainiiig  a  very  low  percentage  of  carlxin  may 
be  procured  at  a  price  aUint  the  same  as  that  of  high  carbon  track 
steel.  The  conductivity  of  such  steel  compares  with  that  of  copper 
as  about  i  to  7.5,  while  on  the  other  hand  the  ratio  of  conductivities 
of  higher  carbon  track  steel  and  copper  is  appro.ximatcly  as  1  to  I  J. 
Third  rail  steel  shouhl  lie  cut  in  fio-ft.  lengths,  thus  saving  construc- 
tion expense  for  Ixmds  and  joints,  and  insuring  a  smoother  contact 
surface  for  the  shoe. 

The  number  of  designs  of  third  rail  insulators  on  the  market  is 
large.  This  is  because  every  engineer  wishes  some  change  in  the 
design  of  even  the  more  accepted  forms.  .Sn  insulator  to  serve  its 
purpose  well  must  present  a  broad  base  to  the  tie.  Must  be  a  me- 
chanically strong  column,  that  it  may  .safely  hold  the  heavy  rail  in 
gage  and  elevation,  must  possess  a  top  surface  which  will  sustain 
the  rail  from  lateral  movement,  yet  allow  it  to  move  freely  along  its 
liingitudinal  axis.  Insulators  must  have  a  large  crcepage  surface  of 
well  sheltered  insulation.  Several  years  ago  when  third  rail  con- 
struction was  based  less  on  experience  than  at  present,  in.sulators 
having  wood  for  the  insulating  liiaterial  were  much  used ;  some 
cheaply  constructed  roads  of  today  use  the  same  type.  Such  a 
wooden  insulator  has  a  metal  cap  on  which  the  base  of  the  rail 
rests;  this  cap  fits  over  the  top  of  a  block  of  paraffined  wood,  the 
wooden  block  being  either  spiked  directly  to  the  tie  or  mounted  in  an 
iron  base  which  is  in  turn  spiked  or  lagged  to  the  tics.  Such  in- 
sulators when  first  installed  will  show  a  comparatively  small  leakage. 
They  are  mechanically  weak,  however,  and  the  sun  and  water  act 
quickly  on  the  pal-afline.  thus  rendering  the  wooden  block  a  very 
ixior  insulator.  Wooden  insulators  on  becoming  very  weak  will 
often  leak  enough  current  to  ignite  themselves.  The  writer  has 
taken  insulation  readings  on  a  single  insulator  in  use  showing  a  leak- 
age of  one  ampere  and  over.  On  different  sections  of  third  rail 
mounted  on  wooden  insulators,  the  insulation  resistance  per  mile 
will  vary  several  thousand  ohms  under  similar  atmospheric  condi- 
tions. This  is  undoubtedly  due  to  the  different  amounts  of  moisture 
in  the  individual  insulator  and  the  supporting  ties. 

.\  type  of  insulator  very  largely  useil  in  elevated  work,  has  for  its 
insulation  reconstructed  granite  or  tiling.  Such  insulators  are  satis- 
factory when  so  built  that  the  stoneware  is  in  solid  mechanically 
with  the  metal  base,  and  this  base  is  of  generous  proportions.  Their 
great  drawbacks  are  their  high  first  cost. 

The  .-Xurora.  Elgin  &  Chicago  Railway  Co,  has  in  use  on  a  large 
portion  of  its  line  the  so-called  Gonzcnbach  type  of  third  rail  in- 
sulator. This  insulator  is  quite  diflferent  from  any  other  style  in 
common  use.  It  consists  of  a  cylindrically  shaped  base  of  malleable 
iron  spiked  to  the  tie.  Upon  this  base  is  loosely  seated  an  inverted 
saucer  or  petticoated  cap  of  an  insulating  material,  such  as  is  used 
in  line  fitting.s.  This  insulating  cap  is  covered  in  turn  by  a  similarly 
shaped  cap  of  malleable  iron.  The  top  cap  with  its  petticoat  protects 
the  insulating  material,  keeping  it  dry  and  free  from  sleet,  ice  and 
brine.  The  rail  fits  loosely  iK-tween  two  cars  ca.sl  upon  the  side  of  the 
top  cap.  ridges  being  cast  on  the  seat  to  les.sen  the  friction  when  the 
rail  slides  from  expansion.  The  writer  has  taken  insulation  read- 
ings of  portions  of  rail  mounted  upon  this  type  of  third  rail  chair, 
the  resistance  between  the  third  rail  and  the  return  rail  in  some 
long  stretches  running  as  liigh  as  100.000  ohms  iicr  mile.  Due  to  its 
simplicity  the  cost  of  such  an  insulator  is  practically  the  same  as  thai 
of  one  of  the  wooden  type. 

The  sacrificing  of  good  insulation  to  save  in  first  cost  will  prove 
later  on  to  have  been  poor  engineering  as  may  now  he  seen  on  any 
wood-insulated  rail,  if  we  but  read  the  amperage  constantly  con- 
sumed when  no  lights  are  burning  and  no  cars  are  out. 

The  third  rail  on  surface  roads  is'  located  about  27  inches  to  one 
side  of   the   running   rail.      Elevated    practice    places   the    two    rails 


Aug.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


469 


but  20  in.  apart.     The  contact   surface  ot   the  third   rail   is   raised 
about  5  in.  above  the  grade  of  the  track  rail. 

The  third  rail  should  be  well  surfaced,  with  the  proper  inclina- 
tion given  to  it  at  all  breaks.  This  slope  for  high  speeds  should  be 
about  one-half  inch  in  ten  feet,  the  total  depression  of  the  end  of 
the  last  rail  being  about  two  inches  or  just  enough  to  allow  the  shoe 
to  come  in  contact  directly  back  of  the  tip.  To  obtain  a  smooth  third 
rail,  all  joints  should  be  butted  closely  together  with  the  holts  drawn 
up  tightly.  In  this  way  the  rail  may  be  anchored  in  the  middle 
of  a  section  and  the  e-xpansion  then  taken  care  of  at  the  crossings. 
As  an  alternative,  expansion  joints  may  be  put  in  in  an  e.xtra  long 
section.  All  .splices  should  be  inspected  when  first  built  so  that 
any  roughness  may  be  smoothed  off  and  quiet  running  of  the  shoe 
thus  insured. 

Painting  the  third  rail  and  insulator  castings  has  been  done  as  a 
means  of  insulation  and  preservation  of  the  steel.  The  rails  before 
lieing  painted  should  be  cleaned  with  steel  brushes  to  remove  all 
scale,  and  then  dusted   with  brooms. 

.\t  turnouts  a  pony  rail  of  small  section  should  be  placed  opposite 
the  frog.  This  rail  should  be  of  such  length  as  to  insure  no  breaks 
in  the  current  when  a  car  passes.  Rail  and  cable  as  small  in  sec- 
tion, as  mechanical  strength  will  permit,  should  be  used  for  such 
work.  At  special  work  and  road  crossings  care  should  be  exer- 
cised in  the  preliminary  work  so  that  as  great  a  length  of  rail  as 
possible  may  Ix;  placed.  Many  times  the  right  of  way  agent,  having 
had  no  third  rail  experience  and  not  understanding  the  value  of  an 
extra  foot  of  rail  at  a  crossing  just  long  enough  to  be  spanned  by 
one  car,  will  forfeit  short  sections  of  third  rail  that  he  may  hasten 
his  contracts.  Such  a  proceeding  will  be  sadly  regretted  by  the 
management  at  a  later  date. 

The  bonds  for  electrically  connecting  the  conductor  rails  should 
have  a  capacity  approximately  equal  to  that  of  the  steel.  Among 
the  many  types  of  tionds  the  one  most  satisfactory  and  most  gen- 
erally used  in  third  rail  work  is  made  by  fusing  a  number  of  thin 
copper  ribbons  into  terminals  of  cast  copper.  These  terminals  are 
expanded  by  hydraulic  pressure  into  holes  punched  or  drilled 
through  the  thickest  portion  of  the  foot  of  the  rail.  The  many  thin 
ribbons  of  copper  being  bent  into  the  shape  of  a  horseshoe  below 
the  joint  allow  much  room  for  expansion  and  so  avoid  any  undue 
strain  upon  the  terminals.  Two  bonds  placed  on  opposite  sides  of 
the  rail  should,  for  safety's  sake,  be  used  at  each  joint.  Great  care 
should  be  taken  to  have  a  perfectly  clean  and  solid  connection  be- 
tween the  steel  and  copper.  A  malleable  cast  joint  plate  which 
we<lges  between  the  head  and  foot  of  the  rail  adds  to  the  con- 
ductivity of  the  joint.  This  style  of  plate,  having  two  bolt  holes,  is 
found  to  be  very  satisfactory  in  keeping  the  rail  in  good  surface  at 
the  splice. 

On  some  of  the  third  rail  surface  roads  the  cables  which  connect 
the  sections  at  road  crossings  and  switches  arc  found  to  be  a  bug- 
tjear;  for  this  reason  good  material,  careful  engineering  and  pains- 
taking construction  work  should  be  used  with  the  connecting  cables. 
The  sectional  area  of  the  cable  should  l>e  slightly  greater  than  the 
combined  bonding  at  the  third  rail  joint.  Whenever  there  is  any 
possibility  of  heating  a  paper  insulated  cable  should  he  used;  other- 
wise rubber  insulation  which  is  less  easily  affected  by  moisture  is 
satisfactory.  The  cable  should  consist  of  a  sufficient  number  of 
wires  to  insure  flexibility,  these  wires  with  their  insulation  being 
inclosed  in  a  lead  case.  For  mechanical  protection  a  layer  or  two  of 
jute  should  be  woven  over  the  lead.  Cables  must  at  all  times  be 
kept  tightly  scaled  against  moisture  and  great  care  taken  that  no 
kinks  occur.  The  lead  sheath  should  not  Ix;  grounded  to  the  track 
with  a  copper  wire,  as  this,  through  electrolysis  and  corrosion,  will 
give  a  weak  point  and  a  chance  for  a  breakdown  in  the  lead  sheath. 

A  satisfactory  cable  terminal  should  be  placed  at  either  end  of 
every  cable.  Such  a  terminal  must  keep  the  cable  insulation  abso- 
lutely dry,  even  imder  a  test  of  submerging.  The  terminal  must  have 
a  large,  well  joine<l  contact  between  itself  and  the  cable  wires.  It 
shrnilrl  Ix-  capable  of  being  easily  removed  in  case  of  repairs,  and 
must  l>e  strong  enough  nK'chanically  to  stan<l  the  handling  when 
the  cables  are  distributed,  A  good  plan  in  cable  construclion  is  to 
build  a  cable  house  at  some  good  distributing  point.  Here  the  heavy 
reels  may  be  easily  mdoafled  and  the  cables  cut  and  headed  imder 
cover,  bccauM-  under  no  coiisirleration  should  cable  work  conlimie 
in  damp  weather.  Ixrad  for  the  roimeclion  may  be  kept  continu- 
ously healed  here  in  a  brick  furnace,  ind  nuicli  time  and  expense 
saved  in  many  ways.  When  a  sufficient  number  of  cables  have  Iiecu 
ma<lc  up   and   tagged    they   may   \>c   taken   out   on    a    flat   car    and 


dropped  off  at  the  proper  points,  as  indicated  by  the  tags.  A  strip 
of  hemlock  board  should  be  placed  over  the  ctble  in  the  ditch.  This 
protects  the  lead  sheath  from  injury  due  to  digging  of  any  sort.  The 
cable  terminals  are  held  in  place  by  a  cast  iron  or  wooden  pipe,  this 
pipe  being  fastened  vertically  to  half  a  track  tie  buried  in  the  em- 
bankment. 

.\  good  method  of  connecting  the  cable  with  the  rail  is  by  a  special 
design  of  stub  end  bond.  The  terminals  ot  these  bonds  arc  com- 
pressed into  the  foot  of  the  rail  in  a  manner  similar  to  the  fastening 
of  the  standard  third  rail  bonds.  The  remaining  end  of  the  bond  hav- 
ing lieen  leaded  into  a  lug,  which  is  planed  so  that  it  will  fit  very 
closely  to  the  top  of  the  cable  terminal,  being  held  in  place  by  one  or 
more  cap  screws.  Cable  tenninal  bonds  should  be  about  30  in.  long  to 
allow  for  expansion  of  the  rail  l)esides  allowing  the  (crminal  to  be 
placed  far  enough  away  from  the  rail  to  clear  the  snow  plow.  This 
type  of  connection  insures  flexibility,  and  the  rail  may  be  easily  dis- 
coiniected  for  repair  or  testing. 

One  road  places  its  cables  above  the  crossings  on  poles.  This  re- 
quires more  expensive  construction,  but  provides  an  easy  method 
of  insulation.  Still  other  roads  place  their  cables  in  wooden  boxes 
filled  with  asphaltum,  a  crude  method,  but  said  to  have  been  suc- 
cessful for  the  length  of  time  it  has  been  tried. 

By  a  close  and  careful  study  of  the  sub-station  arrangement  both 
third  rail  and  third  rail  cable  may  be  decreased  in  size  as  the  feeding 
distance  increases,  and  thus  a  large  cost  in  material  saved.  As  the 
third  rail  with  its  cables  is  the  feeder  itself,  its  area  of  cross  section 
may  be  calculated  in  a  like  manner  to  any  other  d.  c.  feeder. 

At  every  sub-station  the  rail  should  be  broken  and  switching  ar- 
rangements provided  for  cutting  oflr  either  end  of  the  line  or  both. 
The  rail  must  be  well  protected  with  a  good  design  of  circuit-breaker 
on  account  of  the  excessive  magnetic  kick  on  breaking. 

The  more  common  type  of  third  rail  shoe  is  cast  iron  with  a 
chilled  wearing  surface.  Such  a  .shoe  is  hung  from  a  wooden  bar 
bolted  to  the  journal  boxes  and  held  in  contact  with  the  rail  by 
gravity.  The  links  which  hold  the  shoe  in  place  arc  so  de- 
signed that  in  event  of  the  shoe  getting  caught  the  links 
theiTiselves  will  break  first  and  the  shoe  drop  off,  thus  avoiding  any 
chance  of  dragging  a  broken  shoe  and  injuring  the  rail  or  forming  a 
short  circuit  with  the  truck.  The  links  are  of  cast  iron  and  slotted 
so  that  a  vertical  play  of  about  four  inches  is  allowed,  two  inches 
above  and  two  below  the  running  position  of  the  .shoe.  One  type  of 
shoe  which  is  now  being  in.stalled  has  the  .shape  of  a  large  hinge 
fastened  to  the  suspension  bar.  A  spring  is  provided  to  keep  the 
shoe  always  in  contact.  The  third  rail  shoe  in  general  must  be 
designed  to  allow  for  small  deviation  from  gage  and  elevation  and 
must  at  all  times  ride  in  smooth,  close  contact  with  the  conductor 
rail,  whether  held  there  by  gravity  or  by  springs. 

Some  of  the  latest  third  rail  construction  has  the  rail  covered  by 
a  protecting  covering  of  wood,  this  being  done  to  keep  the  rail  free 
from  snow  and  sleet  and  as  a  means  of  protection  from  personal 
contact.  Whether  this  advantage  is  worth  the  extra  expense  of 
covering  the  rail  or  not  is  yet  to  be  shown.  It  may  be  found,  how- 
ever, that  snow  and  ice  will  become  .so  tightly  packed  under  the 
covering  as  to  tear  off  the  shoes  or  break  the  covering  away  from 
the  third  rail. 

The  difficulty  experienced  with  sleet  is  yet  to  be  satisfactorily 
overcome.  An  application  of  brine,  followed  by  a  steel  brush.  Is 
now  the  best  remedy,  but  complaint  is  made  that  loo  much  brine 
injures  the  steel  work  of  the  road.  Scrapers  made  by  casting  thin 
leaves  of  .steel  into  a  head  block  are  used  by  some  of  the  elevated 
roads  and  arc  found  to  do  fairly  good  work  in  keeping  the  contact 
surface  clean.  Also  wire  brushes  applied  by  pneumatic  prcs.sure, 
governed  by  a  motorman's  valve,  are  used  by  some  elevated  roads. 

To  protect  the  passenger  at  stations  all  (bird  rail  should  be  placed 
f)n  the  opposite  side  of  the  track  from  the  depot  platform.  At  all 
crossings  of  country  highways  cattle  guards  should  be  installed.  The 
most  satisfactory  kind  is  made  of  vitrified  tiling,  as  these  m,iy  be 
laid  directly  upon  the  tr.ack  ballast.  The  right  of  way  should  be  se- 
curely fenced  on  both  sides  and  wing  fences  provided  at  all  high- 
way crossings. 

The  high  tension  di^lrlbiuinn  for  a  lliird  rail  system  difTers  in 
no  way  from  that  of  the  trolley,  excciH  thai  Ihe  |)oles  are  used  for 
the  feeder  wins  alone,  having  no  Irnlky  brackets  to  support.  When 
carefully  buill  the  third  rail  melhoil,  as  herein  described,  will  chal- 
lenge any  type  of  power  distrihulioti  yet  in  successful  operation  as  a 
carrier  of  local  and  express  passenger  and  freight  tralTic. 


470 


STREET    RAILWAY    REVIEW. 


IV. II    XIII,  No  » 


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Address  alt  Communications  and  Remittances  to  Windsor  Jt  Kenfield  I'ublis. 
Chicago,  III. 


thing  Co. 


DOES    THE   MANAGER    WANT    ANYTHING? 


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

This  paper  Is  a  member  of  the  Chicago  Trade  Press  Association. 
Entered  at  the  Post  Office  at  Chicag^c  as  Second  Class  Matter. 


VOL.  XIII. 


AUGUST  20,  1903. 


NO.  8 


SUMMARY  OF  CONTENTS. 

Tliu  CoiiVLiilliiii  (iu— S;iralii(;:i  SprliiKs.  .V.  Y.    Illustrated 4:i7 

KIcK^trical   Traiisporlallon  Features  ot  the   Louisiana   Purchase  Ex- 
position.     Illuatratfd    43» 

A   Week  of   Kleetrleal   ConKfesses.     Illustrated 439 

The    Intramural    Rallwiiy    for    the    World's    Fair.      Illustrated.     By 

Richard     II.     Phillips    441 

Design  of    the    Intramural    for   the  St.    Louis    World's    Fair.     Illus- 
trated.    Hv   Charles   V.    Weston    44:! 

.V  New  Sincle  I'hase  Svst.-m  of   Kleetrle  Traction.     Illustrated 447 

The    Machiiierv    of    the    (.■laini    .Sdjustlng    De|Kirtnient.     Illustrated. 

Bv   T.    E.    Mitten    4.'')1 

The  Successful  and  the  Unsuccessful  Claim  Agent.    By  Dr.  H.   B. 

Rockwell      4K 

The  Application  of   Mill  Construction   to   Car  Houses.     Illustrated. 

Bv   J.    O.    DeWolf    457 

The  Best  Form  of  Car  for  Average  City  Service.    Illustrated.    By 

T.    J.    N'icholl    460 

Conductors'  Car  Karnlngs  Reports.    By  W.   B.  Brockway 462 

Sanitation  and  Disinfection  of  Electric  Railway  Cars.    By  Addison 

W.    Balrd,    M.     U 463 

Purchasing  and     Accounting  for  Supplies  on  Electric  Railway  Sys- 
tems,    lihislrated.    By   W.   II.   Staub 464 

The  Third-Rail    Svstem.     Bv    I..    E.    Gould 468 

The   Section    Fare  Svstem    as   Used   In   Australia.     Illustrated,     By 

C.  K.  Badger  473 

Cleaning  and   nislnfectlng  Tramway   Cars.     Illustrated.     By   C.   R. 

Bellamv     474 

Cleaning  and  Renovating  Car  Seats.    Illustrated.    By  E.  T.  Millar..  475 

Track   Construction.     By  W.    B.    Rockwell 477 

Method  of  Car  Painting  at  the  Shops  of  The  United  Traction  Co., 

.Mbanv.   N.  Y.     Illustrated.     By  J.   E.  Butler .478 

Hudson   River  Water   Power  Co.     Illustrated 479 

The  Electric  Division  of  the  Fonda.  Johnstown  &  Gloversvllle  R.  R. 

Illustrated.     Bv    H.    O.    Rockwell 485 

Svstem  of  the  Schene<;tady  Railway  Co.     Illustrated 497 

Power   Supply   and    Dlstrlbulion    for   thi>   Sihenectady    Railway   Co. 

Illustrated.     Bv  ]•'.   C.   Sykes    Snn 

Svstem  of  the  rnil.il  Traction  Co  .  of  Albany.  N.  \.     Illustrated...  602 
Third-Rail    Svstem   of   the   Albany    &    Hudson    Uaiiroad    Co.     Illus- 
trated.   Bv  K.  P.  I,eavllt 506 

The  Hudson  Vallev  Railway  System.    Illustrated 508 


PERSONAL  INJURY  CLAIMS. 

In  this  number  of  the  "Review"  will  l>e  found  two  papers  (waring 
on  the  subject  of  the  claim  department  of  Mrcet  railways.  One  of 
these,  by  Dr.  H.  B.  Rockwell,  analyzes  the  tiualifications  necessary 
for  the  successful  claim  adjuster  and  the  other,  by  Mr.  T.  E.  Mit- 
ten, descrilws  in  detail  the  metlio<l  of  rc|>ortln(!  accidents  and  ad- 
justing claims  in  vogue  on  the  system  of  the  International  Railway 
Co.,  of  RufTalo. 

It  is  significant  that  the  functions  of  the  claim  department  of  a 
street  railway  company  are  rather  devoted  to  the  adjusting  of  ex- 
orbitant demands  and  lighting  fraudulent  claims  than  to  the  settle- 
ment of  fair  and  legitininle  obligations.  In  fact,  all  personal  injury 
claims  may  be  divided  in  three  classes:  the  legitimate  claims  in 
which  the  liability  of  the  company  is  un(|uestionable.  the  exorbitant 
claims,  and  claims  which  show  evidence  of  fraud.  With  the  first 
class  of  claims  but  little  dilViculty  is  experienced.  There  is  no  doubt 
but  that  railway  corporatiinis  are  willing  to  treat  the  victim  of  an 
accident  for  which  the  company  is  responsible  not  only  with  fair- 
ness but  with  liberality,  and  it  will  unquestionably  lie  to  the  advan- 
tage of  a  company  to  treat  legitimate  claims  liberally  as  its  rcpu- 
latinn  for  fairness  in  cases  of  this  kind  will  not  only  elicit  popular 
approval  but  will  also  weigh  in  ihc  company's  favor  in  the  case  for 
damages  which  reaches  a  jury.  Were  the  legitimate  claims  for  dam- 
ages the  only  ones  encountered  there  would  be  but  little  necessity 
for  establishing  a  claim  department,  but  it  is  an  unfortunate  fact  that 
public  service  corporations  are  considereil  in  the  eyes  of  not  a  small 
class  as  legitimate  prey  and  even  the  average  juryman  with  the  most 
honest  intentions  is  apt  to  show  unwarranted  liberality  in  the  assess- 
ment of  damages  against  a  railway  company. 

In  case  of  exorbitant  claims  where  the  liability  of  the  company 
is  unquestioned  it  is  very  desirable  to  make  a  settlement  without  re- 
sorting to  the  courts  owing  to  this  tendency  of  juries  to  assess 
damages  at  a  very  high  figure.  If  such  claims  can  be  reasonably  ad- 
justed out  of  court  it  will  mean  a  saving  of  money  to  the  company. 
While  Iil)erality  to  the  inost  extreme  extent  is  advisable,  by  submit- 
ting to  extortion  a  company  opens  the  door  to  future  unreasonable 
demands  which,  in  the  long  run  will  prove  more  costly  than  fighting 
such  a  case  in  the  courts. 

The  fraudulent  claims  arising  through  fake  accidents  or  claims  in 
cases  where  no  accident  actually  happened  are  the  most  costly  and 
troublesome  ones  with  which  street  railways  have  to  contend,  and 
it  is  in  cases  of  this  character  that  the  disreputable  lawyer  and 
doctor  find  a  promising  field  of  operation.  The  columns  of  the 
"Review''  for  years  past  attest  the  number  of  illegitimate  claims 
wbich  arc  constantly  made  against  railw.ay  companies,  and  the  only 
policy  to  be  pursued  in  such  cases  is  to  contest  the  claim  show- 
ing evidences  of  fraud  to  the  fullest  extent.  Every  large  city  con- 
tains a  horde  of  lawyers  and  doctors  who  arc  utterly  unscrupulous, 
and  who  are  constantly  on  the  watch  to  harass  street  railway  com- 
panies with  threats  of  law.suits  and  who.  by  means  of  manufacture:! 
evidence,  arc  ever  ready  to  magnify  the  most  trivial  mishap  into 
an  accident  calling  for  heavy  damages.  It  is  the  possibility  of  in- 
terference by  unscrupulous  lawyers  which  makes  it  important  for  a 
company  to  settle  all  claims  for  damages  as  promptly  as  possible. 
Trivial  accidents  frequently  occur  in  which  the  damages  sustained 
are  practically  nothing  and  for  which  an  ofTer  on  the  part  of  the 
company  to  settle  for  a  few  dollars  would  be  considered  entirely 
satisfactory  tn  the  party  injured,  and  there  is  frequently  no  idea 
of  demanding  dcmages  in  the  mind  of  such  a  party  until  he  is  ap- 
proached by  a  shyster  lawyer  who  artfully  appeals  to  his  cupidity  or 
sympathizes  with  his  supposed  injuries  until  the  party  feels  he  is 
really  entitled  to  considerable  in  the  way  of  damages.  At  this  stage 
the  unscrupulous  doctor  is  called  in  who  is  ready  either  to  greatly 
magnify  the  injuries  received  or  if  necessary  to  discover  injuries  that 
never  existed.  .\n  exorbitant  demand  is  then  inade  on  the  street 
railway  company,  which,  if  not  paid,  results  in  a  lawsuit  with  at- 
.tendant  heavy  expenses.  It  will  often  \x  possible  to  compromise 
such  a  case  for  less  money  than  it  would  cost  to  contest  it.  but  as  a 
swindle  of  this  sort  successfully  carried  out  will  almost  invariably 
lead  to  similar  attempts  subsequently,  the  only  safe  policy  to  be 
pursued  is  to  fight  such  cases  to  the  end. 

The  operation  of  the  fake  accident  worker  is  but  a  short  step  fur- 
ther than  the  kind  of  accident  claim  just  dcscrilwd.  and  it  is  notice- 
able ihat  the  tendency  of  street  railway  companies  in  recent  years 
has  been  to  push  such  cases  vigorously  and  lo  convict  the  guilty 
parlies  in  the  case  nf  illegal  claims.  The  lax  enforcement  of  the 
laws  against  chnin])erly  an<l  niainlennnce  and  ihe  growing  practice  of 


Ave.  20.  1903] 


STREET    R.\IL\\  AY    REVIEW. 


471 


a  certain  class  of  lawyers  to  take  accident  ca.^ics  on  contingent  fees 
liavc  been  the  cajises  of  bringing  many  damage  snits  which  would 
not  otherwise  have  been  thonghi  of.  .\  year  ago  an  etTeclive  rem- 
edy was  suggested  editorially  by  the  "Review."  This  is  to  make 
the  attorneys'  fees  and  costs  of  all  action  a  part  of  the  judgment. 
If  where  the  plaintiff  failed  in  his  suit  judgment  v^ere  rendered 
against  him  for  all  the  expenses,  including  records,  briefs,  abstracts. 
counsel  fees,  etc.,  to  which  the  other  side  has  been  put,  fraudulent 
suits  would  not  1k'  lightly  entered  into.  Such  a  reform  could  not  be 
e(Tecle<l  without  overcoming  strong  opposition,  ami  would  re<iuirc 
united  eflfort  on  the  part  of  all  who  suffer  from  present  conditions. 

TIr-  subject  of  "Champerty  and  Maintenance"  is  to  be  discussed 
lieforc  the  American  .Association  and  the  experience  of  those  inter- 
ested ill  the  claim  departments  may  result  in  a  plan  for  a  legal  re- 
form campaign  that  will  check  the  promotion  of  fraudulent  suits. 


SINGLE  PHASE  RAILWAY  MOTORS. 

In  the  "Street  Railway  Review'  for  October,  iy02,  was  published 
a  general  description  of  the  single  phase  alternating  current  sys- 
tem designed  by  Mr.  B.  G.  Lamme,  of  the  W'estinghouse  company, 
which  is  being  installed  on  the  Washington,  Baltimore  &  Annapolis 
Ry.,  and  in  this  issue  will  he  found  on  article  giving  the  particulars 
of  the  system  in  more  detail  than  has  heretofore  been  published. 
It  seems  inevitable  that  the  alternating  current  must  eventually 
come  into  use  for  long  distance  and  heavy  railroad  work,  not  only 
for  transmitting  energy  in  large  amounts  over  long  distances  but  for 
the  conversion  of  electrical  to  mechanical  energy  upon  the  cars. 
The  advantage  of  eliminating  rotary  converter  sub-stations  with 
their  complicated  and  expensive  machinery  and  high  cost  for  at- 
tendance is  too  thoroughly  understod  to  require  any  arguments,  and 
the  simplicity  of  the  system  devised  by  Mr.  Lamme  at  once  indi- 
cates the  possibilities  of  a  large  saving  both  in  first  cost  and  in  the 
operating  expenses  over  the  systems  using  sulvstations  and  direct 
current  distribution. 

The  idea  of  using  series  motors  with  alternating  current  lias  been 
suggested  frequently  but  the  vicious  and  destructive  sparking  at  tlie 
commutators  of  such  machines  has  heretofore  been  an  unsurmounl- 
able  objection.  If  this  difficulty  has  been  successfully  overcome  the 
new  system  presents  an  alternating  current  motor  having  the  same 
characteristics  as  the  direct  current  series  motor  with  the  addition 
of  variable  voltage  control  without  the  use  of  either  controllers  or 
resistances.  Should  the  claims  of  the  W'estinghouse  company  for 
this  system  be  substantiated  large  equipments  can  be  etViciently  oper- 
ated at  practically  any  speed  and  any  torque  with  the  entire  absence 
of  all  c<mtroller  troubles  incident  to  direct  current  equipments. 

The  great  flexibility  ofTered  by  this  single  phase  system  is  not  to 
lie  found  in  any  of  the  alternating  current  railway  systems  now  in 
use  abroad.  The  foreign  roads  using  alternating  current  arc  the 
Valtellina  Berlin-Zosscn,  Burgdorf- Thun,  Stanslad-F.ngclhurg,  (Jor- 
nergrat  and  Lugano  railways.  .Ml  of  these  use  the  polyphase  in- 
duction motor  system.  This  system  with  its  constant  speed  motors 
is  generally  considered  by  American  engineers  to  lack  the  two  most 
essential  features  desirable  in  traction  service,  namely,  the  single 
phase  current  requiring  but  one  trolley  wire  and  the  variable  field 
which  makes  the  series  motor  automatically  adjustable  for  load  and 
speed  conditions.  It  is  claimed  that  in  the  Ganz  system  about  half 
of  the  energy  of  the  moving  car  is  returned  to  the  line  when  brak- 
ing, the  other  half  being  dissipated  in  the  motors  and  rheostats. 
While  this  saving  is  theoretically  pnssible.it  is  not  accomplished  in 
practice.. 

While  the  efficiency  of  induction  motors  at  synchronous  speed  is 
very  high,  their  efficiency  at  lower  speeds  is  somewhat  less  than  the 
ratio  which  the  lower  speed  l>ears  to  the  synchronous  speed.  If  the 
motor  is  running  at  half  synchronous  speed  its  efficiency  is  less  than 
50  per  cent  of  the  maximum,  and  at  one-fourth  speed  would  be  25 
per  cent.  With  a  motor  having  two  synchronous  speeds  the  effi- 
ciencj'  of  each  would  be  the  same,  and  as  one  of  these  speeds  is  half 
Mial  of  the  oilier  il  will  be  seen  that  for  speeds  less  than  the  lower 
oynchronons  »pced  the  efficiencies  would  U'  based  on  the  propor- 
li<iii  of  these  s|)ced»  |i>  the  lower  synchronous  speed,  thus  making 
ihein  double  what  lliey  would  Ik-  in  a  motor  havinx  Iml  oiii'  syn 
rlironoui  speed. 

Il  will  thus  lie  apparein  Ihal  polyphase  iTidiiclirju  motors  are  not 
rfficirnl  for  train  service  with  frequent  slopn  where  there  would  l)C 
praciically  no  lime  to  run  at  full  speed  with  the  highest  efficiency. 
nearly  all  the  work  iH-ing  done  al  low  speeds  in  accelerating  the 
train,  a«  the  motor  is  cut  off  practically  as  soon  as  the  maximum 


speed  is  attained.  For  runs  of  loog  duration  without  stops,  at  steady 
speed,  the  induction  motor  is  very  etficient,  but  it  lacks,  many  of  the 
desirable  features  necessary  for  railway  work.  .\t  speeds  materially 
different  from  .synchronous  speeds  the  efficiency  of  the  hiduction 
ntotor  falls  olT  very  rapidly,  while  the  efficiency  of  the  single  phase 
series  motor  remains  high  over  a  large  range  of  speeds.  The  in- 
duction motor  cannot  exceed  a  definite  synchronous  speed  while  the 
series  motor  can  run  efficienlly  at  such  speeds  as  may  be  neces.sary 
to  maintain  the  sclu'(lule.  Should  lliere  be  a  delay  for  any  cause  il 
is  impossible  10  increase  Ihe  speeil  of  ihe  synchronous  inolnr  so 
as  to  make  up  lost  time. 

The  single  phase  system  of  the  Weslingliouse  company  has  I  here- 
fore  many  theoretical  points  of  advantage  for  railway  work  and  ils.. 
value  in  practical  service  will  soon  be  denicinstrated. 


ST.  LOUIS  ELECTRICAL  CONGRESS. 

rile  ;iniiniiiu'eiiH'iU  ut  a  cuiiiprebensi\  e  liilenKilictiuil  I'^leclrical 
Congress  to  be  held  in  St.  Louis  during  the  week  of  September  iJ- 
17,  1904,  in  connection  with  the  World's  Fair  is  of  special  interest  to 
the  American  Street  Railway  Association  from  the  fact  that  the  As- 
sociation has  been  invited  to  assume  the  direction  of  one  section  of 
the  Congress,  that  of  Electric  Transportation.  'L'he  plan  for  this 
Congress  includes  three  branches ;  a  chamber  of  delegates  appointed 
by  various  governments,  the  main  body  of  the  Congress  divided  into 
sections,  and  conventions  of  the  various  electrical  organizations  in  the 
L'liited  States  held  sinuillaneously  with  the  Congress.  In  scope  the 
proposed  Congress  will  be  far  more  comprehensive  and  influential 
than  any  previous  electrical  congress  and  its  transactions  will  un- 
doubtedly form  an  important  publication  showing  ihc  developments 
of  all  departments  in  the  electrical  field. 

The  American  Street  Railway  Association,  owing  lo  Ihe  develop- 
ment of  the  industry  which  it  represents,  has  attained  a  prominent 
position  among  technical  organizations,  as  is  evidenced  by  its  invita- 
tion lo  preside  over  one  of  the  sections  of  this  International  Congress. 
Official  invitations  are  also  to  be  issued  lo  all  the  tramway  associa- 
tions of  Europe  to  participate  in  the  Congress  and  the  prominence  of 
ihe  occasion  and  the  publicity  which  the  work  of  the  Congress  will 
receive  will  undmililedly  add  to  the  prestige  of  the  associations  con- 
nected with  il.  riic  .American  Street  Railway  Association  has  a 
number  of  iniportaiit  matters  before  it  which  are  ripe  for  discussion 
among  which  the  subject  of  standardization  is  a  prominent  one.  lie- 
fore  another  year  has  elapsed  the  subject  of  alternating  current  trac- 
tion systems  will  have  come  up  for  serious  consideration  and  the  ap- 
plication of  electricity  to  trunk  lines  and  suburban  divisions  of  ex- 
isting steam  roads  must  soon  engross  the  atlerlinn  of  ilie  .Xs.sociation. 
Ihe  experience  of  foreign  tramway  managers  and  the  e.Mchange  of 
ideas  with  workers  in  the  same  field  abroad  cannot  fail  to  be  both 
interesting  and  beneficial  lo  all  who  participate  in  the  Congress, 

A  miniber  of  ihe  prominent  electrical  societies  have  already  ar- 
ranged to  hold  their  conventions  in  Si.  Louis  during  the  week  of  the 
Congress  and  it  is  understood  that  the  American  Institute  of  Elec- 
trical Engineers,  the  Electro-Chemical  Society,  the  National  F.lecinc 
Light  Association,  Ihe  .Association  of  F.dison  llluniinaling  Companies, 
the  Pacific  Coast  Electrical  Transmission  .Association  and  the  .Amer- 
ican Eleclrolherapentic  Association,  will  all  in  this  manner  lake  part 
'i'here  arc  weighty  reasons  why  the  .Aiiuriciui  Street  Railway 
.Association  should  be  adequately  represented  at  llie  I'Jeelrical  Con- 
gress, and  the  iiivil.ilioii  lo  lake  charge  of  the  electrical  transiimla 
tion  section  will  unduubu-dlj  receive  Ihe  best  consideralion  ;cl  I  lie 
Saratoga  meeting.  The  principal  objections  that  have  lin-ii  lugeil 
against  holding  the  1904  convenlioii  in  St.  Louis  at  the  lime  set  for 
the  Congress  arc  that  the  dale  is  earlier  than  it  is  convenient  for 
street  railway  managers  to  leave  home,  that  the  street  railways  of  St 
Louis  will  be  loo  busily  occupied  with  handling  ihe  b'air  traffic  to 
care  to  entertain  the  Association,  and  that  the  street  railway  exhibit 
while  now  second  only  lo  the  electrical  deparlments  of  the  great  in- 
lenialional  expositions  iheniselves  would  be  lost  in  a  World's  Fair. 
The  first  Iwo  of  these  objeclions  may  seem  Iruiiil  when  it  is  re- 
meinbereil  llial  the  A.  S.  U.  A.  ineeling  ihis  year  is  during  llic  first 
sveek  of  Sepleniber.  .niil  llial  llieie  will  be  a  great  sullicieiuy  ■■f  en 
lertainments  al  ihe  exposilion  eily  willionl  meddf  ciilliiij;  iiimhi  iIh 
local  traclion  companies. 

Of  the  objeclions  we  have  heard  lo  Si.  Louis  as  Ihe  ineeling  place 
for  iy04  ihe  mosl  serious  are  ihose  coniiecled  willi  the  exhibils.  Ncj 
association  in  this  country  has  in  connection  wilh  ils  .iiHuial  meet- 
ings such  comprehensive  exhibits  as  has  the  A.  S.   K.  A.,  and  these 


472 


STREET    KAILWAY    REVIEW. 


|V..i    XMI,  \.i   8. 


r.\p«>itions  i)f  railnny  iiKicliiiUTy  and  supplies  arc  justly  rrgardcil  as 
U-iiiK  aniiiiiK  llic  most  imporlam  fi-atiircs  of  the  sirci-t  railway  coiivcii- 
lions.  Wc  cannot  of  conrsc  compare  llic  A.  S.  R.  A.  convention 
exliiliit  with  the  World's  Fair,  for  the  latter  will  inclmle  probalily 
all  of  ilie  former  and  a  vast  deal  liesides,  Inn  the  exhibits  of  iineresi 
to  street  railway  men  at  the  Fair  of  necessity  will  |>e  scattered 
through  the  Kleclricily  and  Transportation  seclii>ns  and  cease  to  Ik; 
an  cxiKisition  of  electric  railway  material  for  electric  railway  men. 
Neither  nnist  the  .A.  S.  R.  A.  fail  to  consider  whether,  in  view  of 
the  fact  that  all  of  the  prominent  exhibitors  at  its  convention  will 
be  represented  at  the  Louisiana  Purchase  Kxposition.  the  A.  .S.  R. 
.•\.  exhibit  would  approach  those  of  past  years  should  the  conven- 
tion in  lyon  be  held  elsewhere  than  in  St.  Louis. 

Irrespective  of  what  action  the  .American  Street  Railway  .'\s- 
siK-ialion  may  lake  as  lo  fixing  the  place  and  date  of  meeting  for 
next  year,  we  arc  satisfied  that  its  Ix-st  interests  require  that  it  lie 
represented  at  the  Electrical  Congress.  If  the  convention  proper  be 
taken  cisewliere.  the  Association  should  lie  represented  at  St.  Louis 
by  a  strong  committee,  of  say  fifty,  who  in  conjunction  with  the 
officers  and  executive  committee  of  the  association  could  act  for  it, 
assume  the  direction  of  the  electrical  transportation  section  of  the 
Congress,  and  in  eflfecl  constilute  a  special  convention  lo  be  held 
in  St.  Louis. 


THE  1>IIRD  RAIL  SYSTEM. 

Since  the  introduction  of  electric  traction  ihe  overhead  trolley  has 
held  its  own  against  all  other  methods  for  conducting  the  current 
from  the  power  house  to  the  cars  along  the  line,  and  while  the  un 
dergrouud  conduit  has  found  favor  in  a  very  few  large  cities,  where 
the  densily  of  traffic  is  sufficient  to  warrant  the  enormous  outlay 
required  for  this  construction,  the  third  rail  sy.stem  is  the  only  one 
which  gives  promise  of  interfering  with  the  monopoly  of  the  single 
overhead  trolley.  The  third  rail  system  comes  as  the  result  of  the 
use  of  larger  cars,  or  of  trains,  and  higher  speeds,  and  its  use  has 
largely  increased  during  the  last  year  or  two. 

On  intcrurban  and  long-distance  railways  where  competition  with 
steam  road  service  re(|uircs  the  use  of  heavy  trains  at  high  speed  a 
point  is  soon  reached  where  the  overhead  trolley  wire  and  wheel 
have  not  contact  area  sufficient  to  transmit  the  current  required  and 
a  trolley  wheel  cannot  he  used  more  than  a  few  days  before  being 
mined  liecause  of  arcing.  The  third  rail  system  has  been  found  to 
fill  every  reiiuiremcnt  satisfactorily  up  to  any  speed  which  it  has 
been  possible  lo  attain  and  for  this  reason  it  is  likely  to  come  into 
very  extensive  use  as  the  development  of  long-distance  electric  lines 
increases.  There  are  many  roads,  however,  on  which  cither  the 
overhead  trolley  or  the  third  rail  system  would  meet  the  require- 
ments of  ihe  service  and  on  such  roads  the  relative  advantages  and 
disadvantages  of  third  rail  and  trolley  construction  are  important. 
From  the  standpoints  of  convenience  of  operation,  safety  and  speed 
the  third  rail  system  has  been  found  to  be  entirely  satisfactory.  The 
multiple  unit  system  of  control  is  in  successful  use  on  many  of  our 
elevated  railroads  handling  enormous  crowds  daily  without  the 
slightest  trouble  or  interruption  to  traffic,  and  the  third  rail  shoes 
operate  for  long  periods  of  time  without  renewal  and  at  any  speed 
desirable  without  serious  arcing.  The  question  of  safety  to  the  gen- 
eral public  hardly  arises  as  all  third  rail  construction  must  be  on 
private  right  of  way  which  should  be  fenced  in  so  that  the  public 
does  not  have  access  to  it,  and  there  is  apparently  no  more  danger  to 
passengers  from  the  third  rail  than  from  the  trolley  wire,  if  there  is 
as  much,  because  a  broken  trolley  wire  might  come  in  contact  with 
a  pas.senger  while  a  third  rail  never  could  except  through  trespassing 
on  the  roadway. 

A  number  of  important  questions  in  regard  to  the  details  of  third 
rail  construction  are  considered  in  an  interesting  article  by  Mr.  L.  K. 
Gould,  electrical  engineer  of  the  Sterling.  Di.xon  &  Eastern  Electric 
Ry.,  which  is  published  elsewhere  in  this  issue.  The  section  and 
chemical  composition  of  the  conductor  rails,  kinds  of  insulators. 
methods  of  bonding,  method  of  making  feeder  taps,  arrangenieni  of 
special  work,  road  crossings,  contact  shoes  and  other  important  de- 
tails of  third  rail  work  arc  fully  reviewed  by  Mr.  Gould.  The  dilVi 
cully  of  keeping  the  conductor  rail  free  from  snow  and  sleet  has  been 
discussed  considerably  at  times  and  has  perhaps  been  magnified  to  a 
greater  extent  ihan  is  justified  by  facts.  The  simplest  way  to  avoid 
this  trouble  is  lo  keep  the  cars  moving,  which  means  that  with  .i 
short  headway  little  Inmble  froin  this  cause  will  be  experienced.     !l 


IS  only  on  roads  ha\iiig  a  long  headway  where  this  trouble  is  at  all 
serious  and  it  may  lie  reailil.\  overcome  by  the  use  of  sleet  cutlers 
of  various  kinds.  Un  the  elevated  roads  of  Chicago  and  Kostoii  prac- 
tically no  delay  is  ever  iKcasioneil  from  this  source  and  the  trouble 
which  ticcnrred  one  morning  last  winler  on  the  New  York  elevated 
roads  Imik  place  when  the  roads  were  first  run  by  electricity  and  Ik-- 
fore  the  cars  had  Ik-cii  equipped  with  sU-t  cnltiiig  devices. 

It  is  significant  that  there  has  been  but  little  change  in  the  char- 
acter of  third  rail  conslriiciion  since  this  system  was  first  installed 
with  the  exception  of  the  improvement  in  the  insulation  of  the  con- 
ductor rails  and  fillings. 


NEW  STATE  ASSOCIATIONS. 

I  In-  uroKih  oi  ilu-  street  railway  business  and  the  appreciation 
of  the  importance  of  interchange  of  ideas  and  promotion  of  com- 
mon interests  is  evidenced  by  Ihe  organization  of  two  new  Stale 
associations  of  electric  railway,  light  and  power  interests.  'The 
Colorado  Electric  Light,  Power  &  Railway  .Association  was  organ- 
ized .August  iJth  at  Denver.  Colorado  Springs  wilt  be  the  headquar- 
ters of  the  organization,  and  annual  meetings  will  be  held  covering 
two  days  commencing  on  the  last  Wednesday  in  October.  Technical 
papers  on  subjects  allied  to  the  industries  will  Iw  presented  and  the 
social  features  will  form  attractive  items  of  the  meetings.  The  South- 
wesleru  Electrical  .Association  of  Oklahoma  and  Indian  'Territory 
is  another  new  organization  formed  July  jyth  at  Oklahoma  City,  to 
embrace  electric  railw.ay  and  other  electrical  interests.  This  asso- 
ciation will  hold  semi-annual  meetings  at  which  papers  on  electric 
lighting,  railway  and  kindred  subjects  will  Ix'  read  and  discussed. 
We  heartily  welcome  these  new  associations  in  the  electrical  field 
anil  trust  that  the  street  railway  companies  in  their  respective  ter- 
ritories may  be  fully  represented  in  their  membership  lists.  The 
proceedings  of  progressive  societies  of  this  character  cannot  fail  to 
be  instructive  and  valuable  and  we  trust  that  they  will  maintain 
the  high  degree  of  merit  which  has  been  established  by  many  of  ihe 
older  state  associations. 


THE  PARIS  TUNNEL  ACCIDENT. 

The  terrible  accident  which  occurred  in  the  Paris  Metnipolilan 
railway  tunnel,  of  which  a  brief  description  is  given  elsewhere  in  this 
number,  seems  to  1k'  chiefly  attributable  to  a  most  lamentable  lack  of 
discipline  on  the  part  of  the  trainnun  and  emphasizes  the  necessity 
for  strict  discipline  for  electric  railway  employes.  While  the  use 
of  fireproof  cars  and  every  other  known  safety  device  is  desirable 
for  electric  cars  operating  in  tunnels,  it  does  not  seem  possible  that 
such  a  catastrophe  could  occur  in  this  country  on  any  road  where 
moderately  good  discipline  is  enforced,  even  with  cars  of  ordinary 
combustible  materials.  .According  to  the  testimony  of  one  of  the 
directors  of  this  road  there  were  printed  instructions  to  isolate  any 
motor  which  burned  out.  'This  instruction  was  disregarded.  Then 
the  driver  of  the  disabled  train  was  warned  by  the  station  master 
at  Lcs  Conronnes  that  the  train  was  on  fire  and  could  not  reach  the 
shops  in  time,  but  no  heed  was  paid  to  this  warning.  When  the  ex- 
plosion occurred  and  the  passengers  in  the  tunnel  started  to  leave 
by  Ihe  entrance  way  to  the  .stalion  all  might  have  been  saved,  but  the 
reports  stale  that  the  entrance  was  impassably  blocked  by  incoming 
passengers  who  refused  to  move  until  they  got  their  money  back. 
and  this  blockade  continued  until  the  smoke  from  the  burning  train 
entered  the  station  and  forced  the  crowd  lo  seek  safely  by  going 
back  through  the  tunnel.  There  was  apparently  no  effort  made  on 
the  part  of  the  trainmen  to  help  the  passengers  and  no  attempt  was 
made  to  block  other  trains  in  either  direction.  Two  trains  ran 
into  the  burning  cars  and  the  only  one  who  seems  to  have  shown 
any  responsibility  was  the  motorman  of  one  of  these  trains  who 
backed  his  train  to  a  place  of  safely.  .Any  organized  effort  of  the 
employes  or  the  leadership  of  one  cool-headed  man  could  have  un- 
doubtedly averted  the  panic  and  consequent  loss  of  life. 

*  »  » 

C.  N.  DUFFY  GOES  TO  NEW  YORK. 


Mr.  C.  N.  Duffy,  secretary  and  auditor  of  the  Chicago  City 
Railway  Co.,  has  tendered  his  resignation  lo  take  effect  .Aug.  31, 
i(X).l.  to  liccoine  comptroller  of  the  Interurban  Street  Railway  Co.. 
of  New  York,  and  its  allied  companies,  the  Metropolitan  Street 
Railway  Co.  and  the  Metrop<ilitan  Securities  Co..  assuming  his  new 
(hilies  immedialely  after  the  .A.  S.  K.  .A.  convention. 


The  Section  Fare  System  as  Used  in  Australia. 


BY  C.  E.  BADGER. 


In  Greal  Hrilnin  and  tlic  colonies  ilic  demand  on  tlie  street  rail- 
wa>-s  for  clieaper  fares  has  been  met,  not  !)>•  extending  the  transfer 
privileges,  bnt  by  the  eslabhshment  of  the  "Section"  system,  where- 
by the  passenger  is  enabled  to  ride  a  short  distance,  varying  in 
length  in  different  cities  and  on  different  lines  in  the  same  city, 
for  a  penny,  a  longer  distance  for  two  pence,  still  longer  for  three 
pence,  while  to  go  from  one  end  of  the  line  to  the  other  requires 
four  to  six  pence.  Naturally  the  sections  are  longest  in  the  residence 
districts. 

Whether  this  system  is.  applicable  to  .\nierican  lines,  I  shall 
not  attempt  to  say.  but  it  gives  general  satisfaction  where  used, 
and  has  many  novel  and  interesting  features.  Doing  away,  as  it 
does,  with  the  vexatious  transfer  seems  to  be  a  recommendation 
which  ought   to  commend  it  to  careful  consideration. 

The  city  of  Brisbane,  .\ustralia,  which  has  a  population  of  110,000 
and  is  the  capital  of  the  state  of  Queensland,  is  served  by  the  Bris- 
bane Tramways  Co.,  Ltd.,  a  London  corporation,  managed  by  Mr. 
J.    S.    Badger,    formerly    with    the   General    Electric    Co.,    who   has 
succeeded  in  eliminating  most  of  the  objections  to  the  section  sys- 
tem.    The  lines  of   the   Tramways   company   comprise   about   sixty 
mile.s.    Si.xly  to  eighty  cars  are  operated  according  to  demand.     The 
cars,  which  with  the  exception  of  four,  have  all   been  built  in  the 
company's  own  shops,  are  of 
two  types ;  a  standard  com- 
bination  car,   suitable  to   a 
semi-tropical   climate  where 
open  cars  may  be   used  all 
the  year  round,  with  closed 
center  and  open   ends,  two 
cross    seats    on    each    end, 
seating   34  passengers,   and 
9-bench   and    12-bench  open 
cars.     The  combination  cars 
and       Q-bench       cars       are 
mounted    on    single    trucks, 
the    larger   cars    on    double 
trucks. 

The  construction  of  the 
entire  plant  follows  the  best 
American  practice,  the  pow- 
er house  containing  one  of 
the  General  Electric  400-kw. 
generator  direct  connected 
to  a  vertical  compound  en- 
gine; three  G.  E.  300-kw. 
generators  belt  driven  by 
cross  compound  engines 
built  by  Robey  &  Co.,  Lin- 
coln, Eng. ;  one  G.  E.  7S-kw. 
monocyclic  machine  driven 
by  a  loo-h.  p.  Weslinghonse 
compound  engine.  The  last 
named  engine  is  used  almost 
entirely  for  lighting  pur- 
p^jses,  furnishing  current 
for  lighting  the  government 

railway  »lalion  and  yards,  though  it  also  drives  a  6j-kw.  500-volt 
machine  which  is  utilized  for  light  loads,  particularly  on  Sunday 
mornings. 

The  accompanying  map  shows  the  ramifications  of  the  system,  the 
section  iHiinis  I)eii>g  indicated  by  cross  lines,  the  length  of  the  sec- 
lion^  varying  from  alniut  !?«  miles,  from  the  New  Kami  terminus 
<<;)  to  Valley  junction,  to  alKiul  ^  miles  between  Valley  Jnnclinn 
and  the  Cnstom  llonse.  The  secti<in  from  the  Custom  Mouse  10 
North  Onay  is  of  ihr  same   length. 

It  should  be  rememlM-red  that  in  siieaking  of  "peiniy  sections"  lli<' 
English  |K-nny  (id.),  ei|nivalcnt  lo  two  cents  American  money,  is 
meant. 


'iJlAVCr/QA/ 


FIG.  l-.MAP  iiV    CAR  ROUTKS.^IIRISIIANK,  AUSTRALIA. 


Fig.  2,  which  is  drawn  to  a  scale  of  'j  in.  per  mile,  shows  the 
length  of  ride  gixen  on  different  lines  for  the  .vl.  fare,  that  being 
the  maximum  fare  from  the  center  of  the  city  to  any  terminus.  The 
cars  of  all  lines  except  line  C  to  13  (see  map)  pass  between  North 
Quay  and  Valley  Junction  through  Queen  St.,  the  principal  business 
thoroughfare  of  the  city.  The  car  routes  are  made  as  long  as  possi- 
ble, and  are  run  through  from  terminal  to  terminal.  For  instance, 
I  and  2  routes  on  Fig.  2  are  known  as  the  Clayfield-Gladstonc  Road 
line,  cars  running  from  Clayfield  to  South  Brisbane  cemetery,  a  dis- 
tance of  y]/.  miles;  3  and  4,  5  and  6,  7  and  8,  etc.,  are  through  lines. 

During    rush    hours    short 
'k^mr^o  run    cars    are    operated    on 

certain  lines  for  one  or  more 
sections.  For  instance,  on 
line  8,  from  the  Custom 
House  to  Guthrie  bt.,  two 
sections,  and  on  line  10 
from  North  Quay  to  Vul- 
ture St.,  one  section. 

.■\s  stated,  the  fare  from 
.\  1(1  terminal  r.  ,?,  5,  etc., 
or  in  the  other  direction 
from  B  to  2,  4,  6,  etc.,  is 
the  maximum  fare,  3d.  For 
a  distance  of  two  sections 
or  less  a  fare  of  2d.  is  re- 
quired, the  3d.  fare  being 
collected  for  all  distances 
further.  Overlapping  sec- 
lions,  indicated  in  Fig.  2, 
are  established  for  conven- 
ience where  it  is  desirable 
to  reach  a  popular  corner 
for  a  penny  fare. 

The  fare  is  collected  when 
the  passenger  boards  the 
car,  the  conductor  giving  in 
return  a  check  ticket 
punched  to  indicate  in  which 
direction  and  to  what  point 
the  passenger  is  entitled  to 
ride.  It  will  be  noticed  that 
there  is  no  space  for  punch- 
ing the  date  or  hour.  This 
is  entirely  covered  by  the 
numbering  at  the  head  of 
the  ticket,  which  taken  in 
connection  with  the  con- 
ductor's way-bill  enables  the 
company's  inspectors  to 
board  the  cars  at  irregular 
iiUervals  to  inspect  the  tick- 
ets to  detect  at  once  any 
attempt  at  beating.  So  com- 
plete is  this  system  that  a 
check  ticket  picked  up  in  tlie 
street  bearing  no  mark  except  the  punch  mark,  to  indicate  date  or 
lime  of  i,ssue  cai\  be  traced  back  to  the  conductor,  time  of  issue  and 
rliredion  in  which  the  passenger  was  traveling. 

These  check  tickets,  a  sample  of  which  is  here  reproduced,  arc 
of  three  denominations  and  colors:  id.,  red;  2d.,  white;  3d.,  blue. 
The  sample  shown  is  for  what  is  known  as  the  West  End- Hamilton 
line,  extending  from  3  (Ascot  race  course)  lo  4  (West  b'.nd).  1  lie 
pnnching  is  very  simple,  one  punch  telling  the  whole  slory.  This 
2(1.  licket  indicates  that  the  passenger  was  entitled  lo  ride  over  any 
portion  of  the  sectioiLS  from  North  Quay  to  Valley  Junction. 
The  1(1.  and  ,?d.  tickets  arc  similar  excepting  that  the  small  rcc- 


474 


STRKF.T    UAII.W  AV    KKVIKW. 


(Vol..  XIII.  No  8. 


lanKlcs  opposite  to  whicli  tin-  ptincli  mark  is  made  arc  Uttcri-U  so 
ns  to  sliuu-  .station  limits  corri-spoii<lii)R  to  id.  aiitl  ,vl.  rides  re- 
spectively. All  lines  use  tickets  of  tin-  ^.lnle  colors  and  styles,  tlic 
section  names  being  different. 


llie  Kcil  Hill  or  l^iddiiiKtoti  line  at  the  section  point  Railway  (Jatis 
and  pays  a  peimy  to  ride  to  the  Custom  House,  or  any  point  in 
that  vicinity.  If  he  desires  to  transact  a  little  husincss  he  may  do 
s«,  with  no  fear  that  his  transfer  will  run  out.    When  residy  to  pro- 


I 


Uun  liSt 


iZti^rf    w«  J' 


Bif    iLj/- 


,2jf  "■" 


^<-t<i  lyw*^  


K/^V 


4 


H-      het-f^  \t'"v 


■  T^t,^ 


»/i"»t    J'U 


7 


Knhii_  ^rtf'<"t 


h,„h,    -yt,. 


14 


l'.''*1^  4**/«w. 


f>/.t/(U  ^/f-        /.».  /i  i/u,.y    //«-/A  Si""- 


f1  '^f 


V\K\.  :-1>IA<;KAMS  or  "SKCTKtNS.-      SCALK   H    IX     KOITALS  I    MII.K. 


hvtt  Qi^'f 


''f'     rt.*/j  w  H* 


Wliilc  the  section  system  as  used  in  Brisbane  may  lie  open  to  some 
objections,  it  has  features  which  have  popularized  it  with  the  pub- 
lic, the  principal  of  which  is  the  opportunity  to  ride  a  short  distance 
for  a  small  sum.     This  has  greatly  encouraged  short  distance  riding, 


to    i 

CO      -; 


u 


^ 

ca      'I'll"  i»Alnt^  l>*^twf^f«n  wlil-'h  \\\f\   jinsfif^na 

^sl        N.-iitlll.-.l  t.  Irni.  MMII  I."   |  ur.-li.'.l  .. 

Plf  A'if  OESTPOV  THIS  TICKET  ON  LFAUINP  Onn 

ii 

U-l 

— >-  •  cjn  1 

5    s 

0*0 

_  jr  >- 

d       ^ 

OC          X 

11 

DOWA/  .-«    ^- !-.>■-.                                          1 

u-l 

nn<l 

Mil. 11 

iil>  on 

whicli 

.•<rh:i! 

1  vh.-i 
I.     N" 

I    drill.- 

Trail 

>rci:il> 

'1 

TWO-I'ENNV  TICKET-BRISBANE. 


and  during  hot  or  stormy  weather,  few  people  walk  a  block  or  two 
when  they  can  ride  for  a  penny. 

The  disadvantages  of  the  transfer  system  are  ciuirely  wanting,  as 
no  transfer  is  used.  Suppose  a  person  arriving  by  rail  at  the  Roma 
St.  railway  station,  desires  to  go  to  Clayfield.     He  boards  a  car  of 


ceed,  he  Uiards  a  Clayfield  car  and  for  3d.  is  landed  at  the 
I'layfield  terminus.  1  his,  to  be  sure,  costs  eight  cents  American 
money,  but  it  saves  the  possible  dishonest  use  of  the  transfer,  and 
it  gives  the  "greatest  good  to  the  greatest  number"  by  giving  the 
longest  ride  for  the  smallest  amount  of  money  to  be  had  anywhere 
in  the  world.  (Glasgow  has  half-penny  sections,  but  they  arc  not 
half  as  long  as  the  Brisbane  sections.) 

.\nother  popular  feature  is  a  workman's  car,  morning  and  night, 
running  Iwtwccn  Paddington  (8)  and  Custom  House,  three  and  a 
iiuarter  miles,  for  id. 

The  tickets  are  printed  in  the  company's  plant  and  are  handled 
only  by  authorized  persons,  though  it  is  almost  impossible  for  an 
unanlhorized  person  to  use  them  should  they  fall  into  his  hands. 
Only  by  connivance  between  conductor  and  several  inspectors  could 
tickets  be  used  wrongfully.  They  are  numbered  consecutively, 
bound  in  hunches  of  50  with  wire  staples  and  arc  issued  to  conduc- 
tors by  barn  foremen  on  leaving  the  barns.  In  case  a  conductor 
sees  that  he  is  liable  to  run  short  of  tickets,  an  additional  supply 
may  be  obtained  at  the  cash  office  near  the  Custom  House.  Kach 
conductor  is  held  strictly  accountable  for  all  tickets  issued  to  him, 
and  in  making  returns  must  turn  in  fares  or  unused  tickets. 


Cleaning  and  Disinfecting  Tramway  Cars. 


BY  C.  K.  BELLAMY,  IIENKRAL  MANAGER.  THE  LIVERPOOL  CORPORATION  TRAMWAYS,  LIVERPOOL,  ENGLAND. 


The  following  is  a  brief  description  of  the  method  of  cleaning 
and  disinfecting  electric  tramway  cars  at  present  in  operation  on  the 
Liverpool  Cori)oration  Tramways.  Water  cleaning  was  found  un- 
satisfactory and  a  source  of  annoyance  in  the  car  sheds  as  well  as 
of  danger  to  the  electrical  equipment.  Oil  cleaning  was,  therefore, 
tried  as  an  experiment  in  order  to  overcome  these  difficulties,  and 
was  found  very  much  more  efficacious,  and,  having  regard  to  its 
many  advantages,  cheaper  than  water  cleaning.  I  have  no  doubt 
that  anyone  trying  oil  would  permanently  adopt  this  itKthod  of 
cleaning. 

Cleaning. 
The  cars  are   thoroughly  cleaned  and  disinfected   daily,   the  sys- 
tem in  vogue  being  as  follows; 

1.  The  roof,  stairs  and  platforms  are  swept  clean  with  stiff 
whisk  haiiil  brushes,  the  tliuir  inside  being  swept  out  with  .111 
ordinary  Iwss  briKnn. 

2.  The  side  and  rocker  panels,  dashes,  stair  stringers,  etc.,  are 
cleane<l  with  cotton  waste  dipped  and  wrung  out  of  cleaning  oil. 
the  same  piece  of  waste  being  used  to  clean  the  car  truck,  life- 
guards, etc.  The  panels,  dishes,  etc.,  are  thoroughly  cleaned  of  oil 
with  a   fresh   piece   of   waste   which   is   retained   for  the   following 


night's  work  with  oil  .so  that  only  one  piece  of  waste  is  used  each 
night. 

3.  Jhe  glass  is  next  cleaned,  first  with  damp  chamois  leather, 
and  then  polished  with  soft  cotton  wipers. 

4.  The  brass  work  is  afterwards  cleaned  and  polished. 

5.  'I'hc  inside  is  then  carefully  dusted  with  soft  cotton  wipers, 
after  which  the  car  is  ready  for  service. 

All  rocker  panels,  canopies  and  white  paint  work  are  washed  with 
soap  and  water  weekly,  and  the  inside  and  outside  of  each  car  is 
also  thoroughly  washed  out  with  soap  and  water  frequently. 

The  cost  per  car  per  day  averages  about  1-3  d.  (2-3  cent)  for 
cleaning  only. 

The  car  cleaning  oil,  which  is  mineral  oil,  is  extracted  from 
crude  petroleum,  and  is  supplied  at  a  specific  gravity  of  .868  at  a 
liricc  of  about  4' j  d.   fo  cents)   per  gallon. 

Oil  cleaning  is  not  only  the  most  expeditious  nuthod  of  remov- 
ing dirt  of  every  description  from  the  surface  of  the  cars  but  it  is 
highly  preservative,  and  excludes  the  weather  very  effectually  from 
the  joints  and  crevices.  It  has  also  been  found  that  the  varnish 
actually  improves  in  surface  by  the  use  of  oil  for  cleaning  pur 
poses. 


Aic.  JO.  igo3.] 


STRl'I'.T    RAILWAY    Rl-All-AV. 


475 


The  material  used  for  cleaning  the  brass  work  of  the  cars  costs 
about  gd.  (l8  cents)  per  gallon,  and  is  made  up  as  follows:  Par- 
affin. I  gallon;  naphtha,  i  quart;  turpentine,  ''j  pint;  ground  bath 
brick,  I'i  lb.;  ground  pumice  stone.  ^  lb.;  whitening,  i'/.  lb. 

Soft  cotton  wipers  and  l)est  gray  rope  waste  cost  about  fi  14s. 
and  14s.  6d.  per  cwt.,  respectively  (or  7  1-3  cents  per  pound  for 
wipers  and  3%  cents  per  pound  for  waste). 

Disinfecting. 

With  reference  to  disinfection,  the  insides  (.seats  and  floor),  to- 
gether with   the   roof,   top  scats,   stairs  and   platforms   are   sprayed 


SPR.WER     FOR     DISINFECTING     CARS.         (H.-VNI)    CARRIED     WITH 
SHOULDER  STRAP  AND  8  FT.  OF  TUIilNC.     WEIC.HT,  3il  LK.) 

with  diluted  pcrchloride  of  mercury  daily,  the  accunipaiiyiug  en- 
graving being  an  illustration  of  the  api)aratus  in  use  in  this  city 
known   as   the   "Equifex    Spray    Disinfector." 

The  disinfecting  solution  consists  of  one  part  of  pcrchloride  of 
mercury  to  5.000  parts  of  water.  This  method  of  disinfection  was 
adopted  by  the  general  manager  after  consultation  with  tlie  medi- 
cal officer  of  health.    It  has  met  with  the  approval  of  the  .'\mencan 


consul,  and  also  with  a  number  of  railway  companies  as  is  in- 
dicated by  the  following  communication  from  Mr.  James  Boyle, 
the  United  States  Consul  at  Liverpool: 

"I  beg  to  thank  you  for  your  comjmunicalion  givuig  assurances 
of  energetic  steps  taken  by  you  to  prevent  the  dissemination  of  con- 
tagious and  infectious  diseases  by  the  Liverpool  Iramcars.  I  sug- 
gested to  Mr.  Davies,  of  Ihc  North  l'::iMern  niilroad  that  he  cnmmu- 
nicate  with  you. 

"I  am  glad  to  be  able  to  inform  you  that  the  railroads  interested 
in  the  .American  passenger  and  emigration  traffic  have  assured  mc 
that  iJK-y  will  follow  your  example,  and  1  am  glad  also  to  be  able 
to  say  that  tlic  Liverpool  Dock  Board  and  the  police  authorities 
are  doing  what  they  can  in  the  ab.sence  of  specific  local  law  to 
stamp  out  the  nuisance  of  promiscuous  spitting  round  the  places 
of  embarkation  for  American  ports." 

The  practice  of  spitting  on  the  tramcars  has  been  rigorously 
dealt  with  under  the  by-law  obtained  in  March  of  last  year  which 
reads  as  follows,  viz. : 

"No  person  shall  swear  or  use  obscene  i)r  offensive  language  or 
conduct  himself  offensively  whilst  in  or  upon  any  car  or  spit  or 
i-ounnit  any  nuisance  in  or  upon  or  against  any  car  or  tramway 
station,  or  premises  used  in  connection  with  the  tramway  system, 
or  in  any  way  wilfully  interfere  with  the  comfort  of  any  passenger." 

Since  the  introduction  of  this  by-law  it  has  been  found  ncces.sary 
in  33  instances  to  prosecute,  and  in  every  case  substantial  fines  have 
been  inflicted  by  the  stipendiary  magistrate,  and  the  effect  has  been 
to  put  down  the  offensive  habit.  Great  interest  is  be- 
ing taken  throughout  the  country  in  connection  with  the  action  of 
the  corporation  in  this  matter  and  the  American  consul  is  watch- 
ing its  operation  with  considerable  interest.  The  secretary  of  the 
National  Society  for  the  Prevention  of  Tuberculosis,  Dublin  brancli. 
has  also  looked  into  the  subject  and  has  sent  a  congratulatory 
letter. 


(cleaning  and  Renovating  Car  Seats. 


IIV   E.  T.  MII.I.AK.  CAR  DEPARTMENT  ItOSTON  &  MAINE  K.  K. 


In  the  following  description  of  methods  of  cleaning  cars  and  scats 
it  will  be  taken  for  granted  that  the  upholstery  is  either  plush  or 
carpet,  although  some  of  the  methods  and  devices  for  cleaning  with 
compressed  air  are  e<|ually  suitable  for  the  treatment  of  cane  or 
rattan. 

The  nietho<l  employed  by  the  Boston  &  Maine  R.  R.  for  cleaning, 
renovating  and  coloring  car  seats  is  practically  as  follows: 

The  cushions  and  backs  are  removed  from  the  cars  and  placed  on 
horses,  where  all  loose  dirt  and  dust  is  blown  out  of  them  with 
compressed  air.  The  device  used  is  shown  in  Fig.  I.  This  nozzle  is 
made  of  brass,  formed  at  one  end  so  as  to  give  an  opening  which  can 
be  connected  to  a  pipe  having  a  valve  in  it.  This  pipe  in  turn  is  at- 
tached to  a  rublwr  hose,  which  is  connected  to  the  reservoir  con- 
taining the  air  supply.  The  opposite  end  of  the  nozzle  is  so  con- 
structed as  to  give  an  opening  about  3  in.  long  and  3-100  in.  wide; 
however,  the  length  of  Ihc  oi)ening  can  be  any  dimension  desired. 
according  to  Ihc  volume  of  air  at  hand,  as  the  air  pressure  should 
ihit  t)c  lower  llian  60  lb.  to  80  lb.  per  sq,  in.  The  latter  pressure 
will  do  much  iKitcr  work.  With  a  pressure  of  80  lb.  and  a  nozzle 
3  ill.  wide,  a  man  can  clean  a  cushion  in  two  minutes.  This  does 
not  include  the  time  required  for  moving  the  cushion.  By  opening 
ihe  doors  and  windows  in  a  car,  quite  a  good  job  of  cleaning  backs 
and  cushions  can  be  done  without  moving  either  of  them.  The 
results  from  a  sweeper's  standpoint  are  very  good,  as  the  compressed 
air  will  carry  ahead  of  it  all  the  dust  and  dirt  which  is  in  the  lattice 
work  on  the  floor,  or  in  ihc  healers,  or  aroimd  the  seats  where  they 
are  fastened  to  the  floor,  much  better  than  a  broom,  also  miuli 
faster. 

The  average  period  that  a  car  will  rim  before  it  Iwcomes  neces- 
sary to  thoroughly  wash  the  seats  or  cushions,  other  than  sp<mging 
off  the  •'pols  is  about  two  years,  always  providing  the  interior  has 
t>ccn  blown  out  by  air  occasioiuilly  in  the  manner  descril>cd.  The 
third  year  it  has  been  found  necessary  to  wash  ihc  seals  and  backs, 
in  which  catc  a  solution  of  water,  wood  alcohol  and  ammonia  has 
given  very  grxid  resiiln.     The  »olulion  is  proportioned  as  follows; 


I  ounce  ammonia,  '/j  pint  wood  alcohol,  5  quarts  of  water.  This 
mixture  is  applied  with  a  .sponge,  care  being  taken  that  the  sponge 
is  thoroughly  washed  out  in  warm  water  each  lime  before  dipping 
it  in  the  .solution  again.  By  so  doing  the  solution  is  kept  clean 
inuil  all  is  used  up. 

When   the   cushions  and   backs  of  a  car  become   so  badly  faded. 


/\^0  /2  //y7/?OS/fJV33 


3 


_L_£_f 


1     NOZZLE   FOR  CLKANINC. 


spotted  and  ilirly  as  to  need  a  thorough  renovating,  the  method  em- 
ployed by  Ibis  company  is  as  follows:  The  backs  and  cushions  are 
Ihorotighly  cleansed  with  air  of  all  loose  particles  of  dust  and  dirt 
in  the  manner  previously  described.  'I'hen  they  are  laid  on  a  rack 
in  Ihe  sink  (the  details  of  which  are  shown  in  Kigs.  2  anil  3),  sal- 
iiralcd  with  hot  water,  .'uid  llKirouglily  brushed  with  "Olive  Oil"  .soap 
sufls.    The  brush  uscrl  j^,  3  in.  wide  x  U  in.  long  aiirl  in  order  to  stand 


476 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  8. 


any  length  of  time,  must  be  made  of  best  quality  bristles,  from  ^  in. 
to  I  in.  in  length.  Then  the  l«cks  and  cushions  arc  thoroughly 
washed  so  as  to  remove  all  the  clirl  which  has  been  lilK-ratcd  by  the 
soap  suds,  the  suds  lo  Iw  also  thoroughly  removed  by  some  process. 
Various  means  have  Iwcn  used  to  hasten  the  drying  of  the  seats,  such 


scats  are  set  on  racks  over  a  sink  containing  the  dye,  which  must 
l>c  kept  hot  by  pipes  passing  through  it,  but  the  steam  inuit  not 
blow  direct  into  the  dye. 

The  dye  can  be  applied  to  the  backs  and  cushions  cither  by  dip- 
ping them  into  the  dye  in  the  sink,  into  which  the  forms  have  been 


IG.  2    PLAN  OK  SINK. 


as  scraping,  but  this  wears  the  nap  considerably.  .\  better  way  is 
lo  blow  the  water  out  with  air,  using  a  nozzle  with  a  .shield  on  it.  as 
shown  in  Fig.  4.  the  shield  being  designed  to  prevent  the  water 
from  flying  in  all  directions.  This  nozzle  is  so  constructed  as  to  be 
attached  to  the  compressed  air  pipe.  .As  soon  as  the  greater  por- 
tion of  the  water  is  removed  from  the  cushions  or  backs  bv  either 


put  in  suflicient  quantities  and  the  sink  plugged  up;  or  the  dye 
may  Ik*  poured  on  them  and  the  surplus  permitted  to  run  down  into 
the  sink  again :  after  which  they  nuist  stand  for  a  short  time,  accord- 
ing to  the  condition  they  arc  in.  If  they  arc  but  little  faded  they  can 
be  washed  off  in  five  minutes,  but  if  they  are  badly  faded,  they 
nuist    stand   longer,   according   to   their   condition,   before  they   are 


y?ocA/a-o ' 


EZ3t 


I 


^_j  /■(s-J/<r^^/'/!,^  ^Cc//s 


£^0   Z7.  fi//fr/o/^ 

KU;.  S-l)KYlNl.   RACK. 


r/?0/^T  £l£V/^T/OA/ 


of  the  devices  mentioned,  or  by  standing  them  on  end  and  letting  the 
water  drain  out,  they  are  ready  for  coloring,  and  should  not  be 
allowed  to  thoroughly  dry,  as  the  color  should  be  applied  as  soon  as 
the  surplus  water  has  been  thoroughly  drained  or  scraped  off.  In 
all  cases  the  fabric  should  be  damp  Ix'fore  color  is  applied. 
The  color  is  prepared  and  applied  as  follows;    The  cushions  and 


rinsed  off  with  hot  water  until  the  water  comes  off  clear.  Then 
use  the  scraper  or  air  to  remove  all  the  water  possible  from  the 
nap  l)efore  putting  thcni  on  the  draining  rack,  where  they  must 
stand  until  the  water  has  ceased  to  drip  out  of  them,  when  ihey  may 
be  put  in  a  dry  room  with  racks  in  it  as  shown  in  Fig.  5.  The  ma- 
terial of  this  rack  is  spruce. 


Alc.  20.  1903.] 


STREET    RAILWAY    RI'AIEW. 


The  dyes  iisetl  are  aniline.  For  old  gold  backs  and  cushions  of 
the  shade  used  by  this  company,  the  following  colors  are  used : 
Orange,  canary  yellow  and  Nile  blue,  in  proportion  to  get  the  re- 
quired shade.    For  crimscrti  all  that  is  used  is  fast  crimson.    To  fix 


like  saying  much  on  the  subject,  from  the  fact  that  in  the  past  few 
years  there  have  Iwen  so  many  elaborate  lectures  delivered  and 
extensive  articles  written  on  the  best  and  most  economical  way  to 
properly    and    thoroughly    disinfect    not    only    cars,   but    all    public 


^ 


te'^'l' 


A- 


.    W^Il  B^^-JJ^I  V^-l-.l  ^l 


/7 


FU;.  3-SECTION  OF  SINK. 

the  colors,  wool  mordant  or  XX  Rcsocine  is  used  with  the  dyes. 

.■\fter  the  backs  and  cushions  are  thoroughly  dry,  it  improves  their 
appearance  to  give  them  a  good  brushing  with  a  stilT  brush. 

Disinfecting. 

Relative  to  the  matter  of  properly  disinfecting  car,   1  ilo  nut  fetl 


fk;.  4-noz/,i,u  for  dryini;. 

places.  But  in  my  judgment,  if  a  car  is  thoroughly  wa.shed  out  at 
stated  frequent  intervals,  with  a  solution  of  sulphur  naptholeuiii  or 
sulphur  napthol,  the  sanitary  conditions  of  cars  will  not  be  very 
liad.  As  well  as  being  good  disinfectants,  the  odor  from  either  of 
these  preparations  is  not  at  all  offensive,  neither  are  they  so  ex- 
pensive as  to  make  them  impracticable  for  extensive  use. 


Track  Construction. 


1!V   W.  B.  RDCKWBLI..  (;KNKR.M.  MANAC.F.R,  SYRACUSE,  LAKESIDE  &  IJALDWINSVILI.K  RY.,  SYRAfllSE,  N.  Y. 


The  subject  of  good  track  construction  has  been  dealt  with  so 
often  and  by  such  eminent  engineers  that  it  is  hard  to  say  much  of 
anything  new  on  the  subject.  However  there  are  two  or  three  things 
that  arc  worthy  of  emphasis. 

When  I  first  started  out  in  railroad  work,  I  went  to  the  head 
track  man  of  the  Delaware,  Lackawanna  &  Western  R.  R.  to  get 
some  pointers.  I  asked  him  what  he  considered  the  first  essential 
to  a  good  roadbed. 

He  replied,  "Plenty  of  ties." 

When  I  inquired  what  was  the  next,  his  answer  was,  "More  ties." 

It  was  right  to  the  point,  and  I   never  forgot  it. 

The  mistake  is  too  often  made  of  trying  to  economize  in  ties. 
They  arc  the  least  expensive  part  of  the  roadbed,  and  yet  the  most 
important,  so  why  try  to  economize  here?  I  would  rather  use  a 
light  rail  with  plenty  of  ties  than  a  heavy  rail  with  few  ties.  Of 
course,  this  can  be  overdone ;  ties  may  be  so  close  together  that  they 
cannot  be  properly  tamped. 

As  most  of  the  trolley  roads  of  the  future  will  be  long  distance 
suburban  roads,  I  wish  to  say  a  few  words  with  particular  reference 
to  that  style  of  construction.  Interurban  work  should  be  T-rail 
construction  through  private  right  of  way  and  not  in  the  highway. 

Engineers  should  lay  out  their  work  with  a  view  of  interchang- 
ing traffic  with  steam  roads.  There  should  be  no  impractical 
grades  or  curves,  but  as  many  and  as  long  tangents  as  possible.  In 
this  I  would  be  extravagant,  running  through  a  farm  house  rather 
than  deflect  from  the  tangent. 

The  grading  should  be  completed  and  allowed  to  settle,  then 
rolled  with  a  lO-ton  roller  before  placing  ties.  The  roadbed  should 
l>c  made  true  to  grade,  so  as  to  have  a  uniform  depth  of  ballast : 
made  crowning,  so  that  the  water  leaching  through  the  ballast,  will 
drain  off  readily ;  it  should  l;c  15  ft.  wide,  so  that  there  will  he 
shoulders  of  3  ft.  at  the  ends  of  a  9-ft.  lie.  Chestnut  or  white  oak 
tics  should  be  used,  7x9  in.  X9  ft.  placed  2  ft,  between  centers.  (I 
have  not  yet  had  sufficient  experience  in  steel  or  other  materials  to 
advfKate  metal  tics.  Glass  has  a  g<X)d  running  chance  with  steel 
as  a  material  from  which  to  make  tics.)  The  weight  of  rail  should 
be  70  to  90  lb.  to  the  yard.  An  Ro-lb.  rail  is  a  happy  medium,  and 
there  arc  several  very  good  sections  of  it.  Rails  should  be  in  60-ft. 
lengths  by  all  means.  Joints  should  lie  of  the  under  supporting 
■ilylc,  like  the  "Weber"  or  the  "Continuous"  rail  joint.  Six-bolt 
fi^h  plates  should  be  put  on  and  screwed  up  light,  tics  and  rails 
should  be  aligned  as  well  as  possible  before  spiking.     Where  possi- 


ble to  avoid  it,  cars  should  not  lie  allowed  to  run  on  track  till  bal- 
last, lamping,  aligning,  etc.,  is  done. 

For  ballast,  broken  stone  about  the  size  of  chestnut  coal  and  laid 
2  ft.  deep  is  good.  It  tamps  better  than  stove  or  egg  coal  size.  A 
good  gravel  makes  a  splendid  ballast  and  is  preferred  by  some. 

In  aligning  track,  the  eye  must  not  be  trusted  for  tangents  or 
curves;  in.stead,  the  engineers  should  use  their  instruments.  Some- 
limes  good  men  can  be  trusted  in  easing  a  curve.  I  know  of  very 
few.  Many  will  say  they  can  line  a  langLMit  almost  any  distance, 
and  they  really  believe  it.     I  do  not. 

As  to  the  question  of  bonding  rails.  In  the  bonds  is  the  largest 
chance  for  "leaks"  in  the  cost  of  operation,  and  it  is  possible  that 
the  amount  of  current  lost  in  "leaky"  bonding  may  equal  the 
anioimt  used  in  the  car  motors.  There  have  been  no  radical  steps 
forward  in  methods  of  bonding  for  several  years. 

In  1885  we  used  a  solid  copper  wire  riveted,  and  before  Ihc  honI 
year  we  realized  that  we  must  have  the  bond  flexible  and  that 
riveting  was  no  good.  The  year  1890  found  us  using  the  llexible 
cable  and  fastening  with  either  plugs  or  bolts,  and  a  little  later, 
soldering  or  brazing.  Several  supply  houses  are  claiming  that  the 
only  bond  is  the  one  made  all  in  one  piece  with  no  joints.  Why? 
Simply  because  they  realize  that  there  is  danger  in  every  joint  or 
connection.  They  do  not  go  far  enough.  There  are  two  more 
connections  yet  to  be  made.  The  two  ends  have  yet  to  be  fastened 
to  the  rails,  the  hardest  connection  to  make  on  account  of  its  being 
copper  to  iron. 

To  my  mind,  these  two  ends  must  be  welded,  and  the  copper  and 
iron  thoroughly  united  before  there  is  a  contact  that  can  be  depended 
upon.  In  18K6  I  bonded  four  miles  of  track  by  welding.  It  is  in 
perfect  condition  today.  I  had  a  very  crude  way  of  doing  the  work, 
but  it  accomplished  results.  We  hooked  a  wire  over  the  trolley  wire. 
then  passed  it  through  a  rheostat  that  would  have  done  credit  to 
one  of  the  old  feeder  equalizers  of  the  F.dison  Ihree-wirc  syslem 
of  lighting,  fastening  it  to  a  J^-in.  carbon.  We  touched  the  carbon 
to  the  rail  to  start  the  current,  then  holding  it  ^^-in.  away,  an  arc 
was  formed  while  the  end  of  the  bond  also  placed  in  the  arc  was 
held  on  the  base  of  ihe  rail,  and  by  using  the  proper  flux,  we  soon 
ha<l  a  puddle  of  the  materials.  Then,  removing  the  carbon  the 
combined  metals  congealed  formijig  a  perfect  contact.  I  have  been 
wailing  in  vain  for  someone  lo  produce  an  improvement  upon  this 
molliod,  and,  when  this  shall  have  been  done,  it  will  be  a  stride 
forward  toward   "Ideal"  track  construction. 


47H 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  8. 


METHODS    OF    CAR   PAINTING    AT    SHOPS    OF 
UNITED  TRACTION  CO.,   ALBANY.   N.    Y. 


UUTI.UIt,     M.VSTEK    CAR    PAINTBR,    I'NITEU    TRAC- 
TION   CO. 


.'Ml  )iox  and  open  cars  are  paiiscd  tliruiigli  tin-  paint  «li<ip  oiicv 
cvcr>'  year  to  be  cleaned  and  varnished.  The  exteriors  and  interiors 
are  cleaned  and  renovated  witli  Brooks  renovating  oil,  applied  with 
s|)i>MRC  cir  brush  and  then  wiped  <lry  I'hish  seals  and  carpel  cov- 
ered seats  and  backs  arc  washed  and  brought  Ikick  to  their  original 
color  by  a  process  invented  by  the  writer.  Cane  seats  and  backs 
are  bleached  and  restored  with  a  [Kitented  solution.  The  seats  and 
backs  arc  lir.st  washed  and  scrubbed  with  soap  and  pumice  stone, 
using  a  stiff  brush.  The  bleach  is  then  applied  and  allowed  to  dry. 
The  surfaces  arc  then  washed  with  ivater  and  after  drying  are 
treated  to  a  coat  of  white  shellac. 

We  Iwlieve  that  box  cars  should  'lul  lie  varnished  inside  oflencr 
than  once  in  every  two  or  three  years,  as  if  loo  much  varnish  is 
applied  it  will  crack  and  give  an  unsatisfactory  surface.  Open  cars 
require  varnishing  and   retouching  at  .shorter  intervals. 


6.  Coat  rough  stufT. 

7.  Coat  rough  stuff  (grey  coal). 

8.  Coat  rough  stuff  (rubbed  out). 

9.  Two  coats  of  body  color. 

10.  Ornament  and  letter. 

11.  Coal  of  body  varnish. 

13.     Finishing  coat  of  body  varnish. 

We  generally  allow  20  hours  between  coals  providing  we  have 
the  time. 

INDIANAPOLIS   NOTES. 


The  Indiana  L  niou  1  raction  Co.  coiueniplales  extending  its  sys- 
tem east  from  Muncic  through  Portland  to  Cclina,  O.,  where  con- 
nection   may  tic  had  with  Lima  and  Toledo. 

The  Indiana  United  Tractions  Coal  Co.,  capital  $100,000.  has 
been  incorporated  10  hold  coal  lands  and  operate  mines-  in  Indiana. 
The  organization  of  this  company  is  said  to  l>e  due  to  the  shortage 
of  coal  last  year.  George  F.  McCuiloch  and  .Arthur  J.  Brady,  of 
the  Indiana  Union  Traction  Co.,  and   Hugh  J.  McGowan,  of  the 


i'\i,\T  siicii'.  iNrri';!'  th.m'timn 


.\LB.\.\y,    .N. 


Window  sash  are  cleaned  by  means  of  a  special  solvent.  A  long 
lx)x  is  prepared  in  liold  the  snlvcnt  and  ihe  sash  are  dipped  down 
into  the  box  and  permitted  to  remain  about  ten  minutes.  This 
preparation  loosens  the  old  varnish,  which  is  then  removed  witli  a 
stiff  scrub-brush.  The  sash  are  then  washed  clean  with  gasoline 
or  turpentine  and  are  bleached  out  and  brought  to  their  original 
color  by  a  special  solution  which  makes  the  wood  look  as  good  as 
new.  The  solution  consists  of  oxalic  acid  and  water  in  the  propor- 
tions of  I  lb.  of  .ncid  to  3  gallons  of  water.  This  is  applied  with 
a  brush.  When  dry  the  surface  is  washed  with  water,  .'\fter  drying 
the  surface  is  ready  to  be  sandpapered  and  finished  with  three  coats 
of  body  varnish.  We  find  that  sash  need  more  varnish  than  interiors 
Ijecause  they  are  dropped  down  near  the  fioor  where  the  air  is  more 
or  less  damp. 

Doors  and  backs  of  all  open  cars  arc  put  through  the  same  process. 
All  brass  trimmings  are  cleaned  and  lacquered. 

When  necessary  to  repaint  closed  cars  from  the  wood  we  first 
burn  the  old  paint  off  with  a  gasoline  blast.  The  various  steps  are 
then  as  follows: 

1.  Thoroughly  sandpaper  and  clean  with  benzine. 

2.  Coat  of  primer. 

3.  Coat  of  lead. 

4.  Putty. 

5.  Coat  rough  stuff. 


Indianapolis  Traction  &  Terminal  Co.,  are  the  organizers.  They 
have  acquired  coal  lands  in  Sullivan  Counly  and  ni,ny  build  a  trac- 
tion line  into  the  coal  fields. 

The  Jewell  Car  Co.  will  soon  deliver  10  the  Indianapolis  &  North- 
western Traction  Co.  20  passenger  cars  and  4  express  cars  which 
will  be  forwarded  on  their  own  trucks  from  Newark,  O.,  to  Leba- 
n.n.  Ind.,  about  250  miles,  by  way  of  Columbus,  Springfield,  Dayton, 
Kichmond  and  Indianapolis.  The  new  cars  are  60  ft.  long  and  the 
motors  will  be  geared  for  (io  miles  an  hour.  The  Indianapolis  & 
Norlhwestern's  system  will  be  comphlcd  to  Frankfort  by  Septein- 
Iht  15th  and  to  La  Fayette  and  Crawfordsville  by  January  ist. 

J.  Morgan,  president  of  the  Dayton  Traction  Co.,  and  L.  J. 
Weadock,  secretary  of  the  People's  Rapid  Transit  Railway  Co.,  of 
Toledo,  conferred  with  Ohio  and  Indiana  capitalists  at  Indianapolis 
July  30th  regarding  a  proposed  electric  road  between  Indianapolis 
and  Toledo.  It  is  planned  to  build  from  Toledo  through  Defiance, 
Napoleon  and  Van  Wert,  O.,  to  Decatur,  Ind.,  paralleling  the  Wa- 
bash railroad  part  of  the  way.  From  Decatur  10  Indianapolis  no 
definite  plan  has  been  arranged,  but  the  route  favored  is  by  way  of 
Hartford  City.  .Mexandria  and  Noblesville,  part  of  which  territory 
is  occupied  by  the  Indiana  Union  Traction  Co.  It  is  thought  that 
an  agreement  will  be  entered  into  whereby  the  new  road  will  use 
the  Union  Traction  Co's.  track,  while  the  latter  company  will  secure 
a  desired  connection  with  Toledo. 


Hudson    River   Water    Power   Co. 


Water    Power    Developments   on    the    Hudson    River   at    Spier    Falls,   Mechanicsville    and    Elsewhere    on    the 

Upper  Hudson. 


It  is  not  generally  kno«n  tli;it  witliiii  ten  miles  norili  of  Saratoga 
there  is  now  ncaring  completion  a  clam  across  the  Hudson  River 
which  in  importance  and  magnitude,  ranks  with  the  three  or  four 
largest  dams  ever  constructed  in  any  part  of  the  world. 

Five  miles  south  of  the  old  town  of  -A.ssuan  on  the  Nile,  the 
English  government  has  built  an  innnense  dam  of  red  granite,  laid 
in  Portland  cement,  as  wonderful  in  its  way  as  the  pyramids,  and 
far  more   sensible   in  its  purpose  than   the   Sphinx.     This   dam  fills 


the  water  supply  of  Boston  and  surrounding  cities  and  towns,  ll 
is  to  be  850  ft.  long;  its  maximum  height  205  ft;  its  width  at 
bottom  185  ft.,  at  the  top  20.5  ft.  Its  approximate  cost  will  be 
$2,000,000.     Work  on  it  began  in  the  autumn  of  1900. 

At  Spier  Falls,  N.  Y.,  a  point  about  to  miles  from  the  village 
of  Glens  Falls,  N.  Y.,  a  citizen  of  tliat  place,  Mr.  Eugene  L.  Ashley, 
with  no  fortune  but  his  own  indomitable  energy  and  resourceful 
mind,  in   spite  of  obstacles  that   would   have  unnerved   any  hut   the 


COFI'IORD.XM   .\NI)  I'.MtT  <>]■•  i  W  HI.EVV.W  rl,.\N'r-  Sl'IIOIt   I'WI.I.S. 


a  space  of  about  a  mile  and  a  (juartcr  between  limestone  clifTs  on 
the  west  side  of  the  river  and  a  granite  slope  on  the  cast.  It  is 
r47  ft.  at  maximum  height  above  the  rock  foundation  of  the  river, 
82  ft  broad  at  the  base  and  23  ft.  broad  at  the  top.  Its  purpose 
in  to  conserve  water  for  the  irrigation  of  the  plains  of  lower  Egypt 
and  maintain  their  fertility  in  the  dry  season  after  the  annual  over- 
flow and  subsidence  of  the  river.    Its  cost  will  be  nearly  $10,000,000. 

The  City  of  New  York  is  building  a  new  dam  for  the  enlarge- 
ment of  the  Crolon  reservoir.  This  dam  will  be  2gO  ft.  high  (ex- 
treme height),  216  ft.  broad  at  the  base,  22  ft.  broad  at  the  top  and 
2,180  ft.  in  length.  It  will  cost  from  $5,000,000  to  $6,000,000.  This 
is  9Upp<jscd  to  be  the  second  great  dam  in  ihc  world,  inferior  in 
matf  only  to  the  Nile  dam  at  Assuan. 

At  Clinton,  Mass.,  a  dam  is  being  built  to  create  a  reservoir  for 


most  resolute  of  men,  has  built  a  dam  across  the  Hudson  of  white 
granite,  157  ft.  deep  where  the  river  bed  dips  to  its  lowest  point, 
US  ft.  broad  at  the  base,  22  ft.  thick  at  a  point  8  ft.  below  its 
rounded  lop  and  1.570  ft.  in  length  from  shore  to  shore.  It  is  an 
enterprise  to  be  compared  with  the  three  just  mentioned,  undor- 
laken  by  governments  of  unlimited  resources. 

The  history  of  this  development  of  the  water  powers  of  the  Upper 
Hudson  contains  much  of  more  than  passing  interest,  not  inimixcd 
with  sentiment,  and  records  of  heroic  human  endeavors,  but  space 
will  permit  only  a  brief  review  n(  tlic  mnre  siriking  eiiginoeriug 
features. 

For  several  years  prior  to  1897  the  various  ])ropertics  along  the 
Hudson  River  between  Glens  Falls  and  Palmer  Falls  were  in  the 
bands  of  speculators.     These  men  knew  the  value  of  water-rights, 


480 


STREKT    RAILWAY    KEVIKW. 


IVoL.  XIII.  No.  8. 


lint  thry  I1.11I  not  iIil-  al>ilily  to  assemble  tlic  prii|>crlics  and  finance 
siu'li  an  nniK-rlnkiiiK.     In  iRg7  Mr.  Ashley  lirRnn  Inlying  these  vvaler- 


for  a  dam  and  |>owcr  house  at  Spier  Falls,  and  active  operations 
licgan  in  Jinic,  190a  In  Novcmhcr  of  the  same  year  the  contracting 
company  withdrew,  and  since  that  lime  all  of  the  work  has  been 
done  by  the  Water- Power  company. 

The  location  of  the  dam  was  nalnrally  fixed  by  the  conformation 
of  the  mountains  where  they  approach  each  other  most  nearly.  At 
this  point  the  flow  of  the  river  is  from  southeast  to  northwest. 

The  land  purchased  and  the  company  formed,  cfimpclent  engineers 
for  designing  and  executing  the  work  were  employed.  Mr.  W. 
Barclay  Parsons,  chief  engineer  of  the  Rapid  Transit  Commission 
of  New  York,  and  Mr.  G.  E.  Evans,  of  Boston,  were  retained  as 
consulting  engineers.  Mr.  C.  E.  Parsons  of  Cjlens  Falls  was  in- 
stalled as  chief  engineer  in  charge  of  the  work. 


£l  £C  TA>/C  fi^/i  ivMrs 


.\I.M'    OF    TERRITORY     SKRVKD    BY     IlfDSdX     UIVKR     \V.\TER 
rOWER  CO. 

rights,  and,  after  two  years  of  litigation,  litlc  was  secured  to  all  of 
the  properties  along  both  sides  of  the  river,  ;ind  the  Ihulsoii  River 


GENERAL    PI,.\N-    OF    HUDSON    RIVER    AV.\TER    I'oWKR    COS 
WORKS. 

The  officers  of  the  company  as  at  present  organized  are:  Presi- 
dent, Eugene  L.  Ashky;  vice-president,  Walter  11.  Trumbull;  sec- 
retary, Elmer  J.  West;  treasurer.  E.  II.  flav  ;  aiidilnr.  C.  H.  Ped- 
drick,  jr. 

Thus  organized  ground  was  broken  June  20,  1900.  As  the  work 
advanced,  more  and  more  labor  was  required,  until  as  many  as 
1.700  men  were  employed  w'itb  a  pay  roll  of  $60,000  per  month. 

PLANS. 

The  general  plan  shows  the  main  dam.  the  cofferdam,  and  the 
location  of  the  plant  used  during  construction. 


^  m 


PLAN  OF   POWER  HOUSE   FOUND.\TIONS. 


W'atcr- Power  Co.   was  organized   to  construct   a  dam  and  transmit 
power  to  the  surrounding  cities  and  villages.     A  contract  was  let 


The  overfall  or  spillway,   820    ft.   long,   is  on   the   northerly  side 
of  the  river,  and  is  separated  from  the  river  section  by  a  wing-wall 


Ave.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


481 


at  right  angles  to  the  dam.     This  wing-wall  is   to  ft.   high.  400  ft. 
long,  and  is  built  as  a  protection  for  the  tail-race. 

The  high  dam,  or   river   section,  560  ft.   long,  extends   from  tlie 


^^I^^^^^^^^^^^f^g^^!^? 


was  abandoned  in  igoi.  Since  that  time  all  of  the  stone  has  come 
from  the  quarry  on  the  southeast  side.  An  exceptionally  good  sand 
is  found  within  600  ft.  of  the  work.  The  concrete-  and  mortar- 
nii.xers.  and  the  stone-crusher  and  crusher-quarry  are  in  line  witli 
the  dam  and  directly  under  the  three  long  cableways. 


CROSS  SECTION  OF  POWER  HOUSE— SPIER  FALLS. 


''/''///A 
Section  of  Overfall 

SECTION   OF  SPIER   FALLS    DAM. 


overfall  to  the  entrance  of  the  intake  canal  on  the  southerly  side  of 
the  river.  The  canal  is  400  ft.  long,  and  is  formed  by  the  intake 
wall  on  one  side  and  the  natural  rock  on  the  other.  Ten  feeder- 
pipes,  each  12  ft.  in  diameter,  pass  through  the  intake  wall  and 
connect  with  the  casings  of  the  water-wheels.  These  tubes  are  160 
ft.  long. 


Seven  Lidgerwood  cableways  are  in  use,  three  parallel,  and  four 
at  right  angles  to  the  dam.  Two  of  these  are  the  longest  cableways 
in  the  world ;  one  being  2,140  ft.  between  supports  and  the  other 
1,660  ft.  The  main  wire  on  the  longest  cableway  is  2Vi  in.  in  dia- 
meter, and  the  others  arc  iY\  and  2  in.  in  diameter.  The  third 
parallel  cableway   is   1,000  ft.  long,  and   the   four   shorter  ones  are. 


PBN8T(jCKri  ANU  Alien   'I'MIAVAYH    .IAN.    13,    Hut:    .SI'IIOU    I'.M.LS   I'oWlsU   .S'lWl'ION. 


The  power-house  is  in  the  old  riverbed  and  against  the  southeast 
hank,  the  foundations  being  set  in  a  rock  excavation.  About  8,000 
cu.  yd.  of  rock  were  taken  out  at  Ihi.s  point  and  used  in  Ihe  masonry. 

'i'he  quarry  on  the  northwest  side  of  the  river  was  used  during 
the  conitruction  of  the  overfall  and  part  of  the  river  section,  but 


each   700  ft.   long.      The  head  towers  of  the   short  cables   stand   on 
the  upper  cofferdam  65  fl.  above  the  old  river-bed. 

This  cofferdam  has  been  Ihe  most  diflicull  part  of  ihe  entire  con- 
struction work.  It  is  800  fl.  long  and  ()0  ft.  high  at  a  point  near 
ihc  southerly  shore.     It  was  built  of  riiuii'l  liinliers  s[)iked  together. 


482 


STREET    RAll.WAY    KE\  lEW. 


[Vol,  XI II.  No.  8. 


:iiitl  has  iiocki'U  alioiu  lo  ft.  <^(|iiari'.  These  pockets  were  filled 
with  stone  and  an  cmlKinkment  of  liroken  stone  was  niailc  on  the 
nplKT  side ;  above,  and  outside  of  this,  a  heavy  gravel  fill  made  the 
dam  complete.  The  main  part  of  the  cofferdam  has  heen  tried  by 
iwo  spring  freshets.  Ice  tlocs  and  logs  have  gone  over  parts  of  it 
which  were  then  completed  and  it  showed  no  signs  of  failure.  The 
only  trouble  has  lu-en  where  llu-  crib-work  hail  not  been  entirely 
tilled  with  stone. 

The  overfall  is  (>j  ft.  thick  at  the  base  and  17  ft.  10  in.  thick  8  fl. 
lielow  the  crest.  The  downstream  face  is  built  of  lirst-class,  random 
range  ashlar,  laid  with  one-half  inch  joints.  Tine  pointed  masonry 
is  used  over  the  crest  and  at  the  toe.  The  upper  side  is  built  of 
second-class  ashlar  laid  with  lhree-i|uarter  inch  joints.  The  filling 
is  made  of  uncoursed  rubble,  laid  in  mortar  consisting  of  a'j  parts 
^and  and  1  part  cement. 


the  v»-atcr  in  the  tad-race  and  are  connccled  with  the  tail-race  by 
means  of  air  tight  draft  tubes. 

The  generator  room  is  directly  west  o(  the  wheel  room  and  will 
he  divided  from  it  by  a  brick  partition.  In  the  generating  room 
will  be  located  eight  2.500-kw.  and  two  2,000-kw.,  three-phase. 
2.aoc>-volt,  40-cyclc  General  Electric  generators,  each  directly  con- 
nected to  a  pair  of  water  wheels.  There  will  also  be  located  in  the 
same  room,  between  the  generators,  two  iso-kw.  and  one  300-kw., 
lJ5-volt  exciters,  e.nch  directly  connected  lo  its  own  water  wheel 

.•\t  the  south  end  of  the  building  will  be  located  the  transformer 
room  which  will  be  40  .\  70  ft.  In  this  room  will  be  located  thirty 
8j3-k\v.  and  six  670-kw.  air  blast  step-up  transformers  of  General 
Klectric  type,  necessary  motors  and  blowers  for  cooling  the  trans- 
formers, and  the  high  and  low  potential  switchboards. 

On  the  west  side  of  the  generator  room,  about   in  the  center  of 


EXCAV.XTIliN   IX   RIVER  BED    l(K    FT.   DEEP).   SHOWING  DOWN-STRE.VM    SIDE    OF    DAM  .\ND    DERRICK    USED    IN 

SPIER   FAM.S— JUNE  12.   1903. 


CLi-NSIKlCTH  i.N- 


The  high  dam  or  river  section  is  154  ft.  high,  113  ft.  thick  at  the 
base  and  17  ft.  thick  at  the  top.  Hoth  faces  arc  laid  with  hammer- 
dressed  rubble,  and  the  interior  is  filled  with  rubble  concrete.  This 
concrete  is  made  of  i  part  cement.  3  parts  sand  and  5  parts  crushed 
stone.  It  is  used  the  same  as  mortar,  and  the  large  blocks  of  rub- 
ble are  set  in  the  wet  concrete.  The  spaces  bctw^een  the  stones  are 
filled  with  spalls  and  concrete,  and  the  whole  mass  settled  into 
position  with  spades.  The  best  portland  cement  has  been  used  for 
the  entire  work. 

The  power  house  will  be  divided  inio  three  sections,  the  wheel 
room,  the  generator  room  and  the  transformer  room.  The  wheel 
room  will  be  located  on  the  southeast  side  and  will  extend  almost 
the  entire  length  of  the  building.  In  this  room  will  be  located  ten 
pairs  of  McCorniick  water  wheels,  each  pair  capable  of  generating 
5,000  h.  p.  under  an  80  ft.  head.  These  wheels  are  controlled  by 
various  types  of  governors  so  that  they  will  run  at  practically  con- 
stant speed  for  all  changes  of  load.    The  wheels  are  set  12  ft.  above 


the  building,  will  be  the  instrnnKut  and  operating  switchboards.  On 
the  operating  switchboard  will  he  placed  small  controlling  switches. 
by  means  of  which  the  attendant  stationed  here  will  operate  the 
main  high  potential  oil  switches,  so  that  the  whole  plant  is  prac- 
tically under  the  control  of  one  man.  who  will  be  able  to  throw- 
any  machine  or  feeder  in  or  out  of  circuit  by  manipulating  the 
proper  controlling  switch. 

Directly  beneath  the  transformer  room  will  be  located  an  under- 
ground room  for  the  low  potential  switchboard,  and  directly  back 
of  this  will  be  located  the  air  tight  rooin  from  which  llic  comprcssetl 
air  will  pass  up  through  the  transformers. 

Directly  back  of  this  room  and  on  the  floor  .ibove  will  be  the  high 
potential  switch  chambers.  These  chambers  will  contain  the  high 
potential  transformer,  selector  and  bus  sectionalizing  lever  switches, 
high  potential  electrically  operated  oil  switches,  lightning  arresters, 
elc. 

Current   will   be   generated   at    2,000  volts,   40-cycle,   alternating. 


Aug.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


483 


This  current  is  then  carried  through  cables,  laid  in  ducts  in  the 
floor  of  the  power  house,  to  the  low  tension  side  of  the  transform- 
ers. In  the  transformers  the  voltage  is  raised  to  30,000  volts  and  is 
then  transmitted  through  the  feeders  to  sub-stations  in  the  various 
centers  of  distribution,  located  within  a  radius  of  45  miles  from 
Spier  Falls,  including  Troy,  Albany,  Schenectady  and  intervening 
town  and  cities.  Contracts  have  at  this  writing  been  closed  for  fur- 
nishing 10,000  h.  p.  to  the  General  Electric  Co.,  at  Schenectady; 
6,000  h.  p.  to  the  United  Traction  Co.,  at  .-Mbany ;  and  various 
amounts  of  power  to  the  Schenectady  Railway  Co.  and  other  power 
users  in  the  vicinity  of  Albany  and  Troy. 

The  company  also  owns  water  power  development  rights  at  Ash- 
ley Falls  and  at  Gay's  Falls,  on  the  Upper  Hudson,  and  when  the 
three  water  powers  are  fully  developed  the  company  will  be  able 
to  deliver  a  maximum  of  150,000  h.  p. 

Pending  the  completion  of  the  plant  at  Spier  Falls,  it  became 
desirable,  in  order  to  fill  certain  contracts  for  power,  to  secure  an 
operating  plant  and  accordingly  in  1902  the  Hudson  River  Water 
Power  Co.,  through  a  subsidiary  company,  purchased  the  water 
power  plant  at  Mechanicsville,  N.  Y.  Concerning  the  engineering 
features  of  this  plant  much  has  been  publishi^d  in  the  "Street  Rall- 


and  30  ft.  thick  tlirough  base  and  apron.  The  eastern  abutment  is 
20  ft.  long,  IS  11.  high  above  the  river  bottom,  16  ft.  thick  at  the 
lop,  and  34  ft.  wide  at  the  base;  the  western  abutment  is  100  ft. 
long,  26  ft.  high  above  the  river  bottom,  16  ft.  thick  at  the  top,  and 
34  ft.  wide  at  the  base.  The  length  of  the  spillway  between  abut- 
ments is  707  ft.,  and  to  this  has  been  added  an  additional  spillway 
143  ft.  long,  which  was  formed  by  removing  the  rock  and  earth 
from  the  river  bank  back  for  150  ft.  from  the  eastern  abutment  to 
an  elevation  i  ft.  lower  than  that  of  the  crest  of  the  main  dam. 
The  crest  on  the  additional  spillway,  however,  is  i  ft.  higher  than 
that  of  the  main  dam. 

In  the  western  abutment  are  12  arched  waste  gales,  each  4  ft. 
wide  and  6  ft.  high,  opened  and  closed  by  heavy  iron  hoists  operated 
by  rack  and  pinion  to  which  is  connected  a  3-h.  p.  General  Electric 
motor.  The  eastern  dam  is  practically  a  solid  rock  wall,  considered 
capable  of  resisting  floods. 

The  power  house  lies  between  the  west  bank  and  the  short  con- 
crete dam  and  is  practically  a  continuation  of  the  dam.  It  is  of 
concrete,  with  the  exception  of  the  upper  walls  which  are  of  brick. 
The  foundations  are  carried  down  to  bedrock,  and  the  house  is  car- 
ried on  heavy  box  web  girders  resting  upon  steel   I-Iieam  columns. 


FINI.SIIKD  COKKKUnA.M    .\H(1VK    M.VSllNHY   WORK-OCT.   2!,    1!)I12. 


way  Review"  and  other  technical  papers, 
resume  of  the  chief  features : 


The   following  is  a  brief 


MECHANICSVILLE  STATION. 

.Mechanicsville  is  a  village  of  about  5.000  inhabitants,  situated  on 
the  Hudson  River,  13  miles  north  of  Troy.  Two  miles  below  this 
village  in  the  town  of  Half-Moon,  and  11  miles  from  Troy,  on  the 
Hudson  River,  is  located  the  power  plant  of  the  Hudson  River 
Power  Transmission  Co. 

The  point  chosen  for  its  development  is  divided  by  an  island  into 
two  channeh  with  a  combined  width  of  about  1,200  fl.  The  western 
channel  is  used  for  the  head-nnd  tail-race.  The  power  house  starls 
from  and  extends  into  the  river  215  fl.  and  is  connected  with  the 
island  \>y  a  concrete  dam  26  ft.  abf)ve  '.he  bed  of  the  river,  10  fl. 
wide  on  top  and  18  ft.  wide  at  the  Ikisc.  The  up-stream  face  is 
vertical,  the  down-stream  face  sloping.  The  dam  is  provided  with 
four  arched  waste  gales  4  ft.  wide,  6  ft.  9  in.  thick,  nie  main  dam 
ia  built  entirely  of  concrete.  The  up-stream  (ace  is  vertical,  llic 
down-Mream  face  curved,  with  a  horizontal  apron  14  fl.  wide,  which 
throw*  the  falling  water  off  horizonlally,  prcveiiliiig  wash  or  scour 
at  Ihc  base  of  ihc  dam.  The  dam  is  15  fl.  hixh  above  the  river 
bed ;  8  ft.  thick  just  below  the  crest ;  16  ft.  thick  through  the  base. 


The  latter  arc  embedded  in  concrete  walls  carrying  arches  which 
form  the  floor  of  the  generator  room  and  the  floor  on  which  the 
wheel  flumes  rest.  The  walls  form  a  separate  and  distinct  tail-race, 
22  ft.  wide,  for  each  set  of  turbines  from  which  the  water  may  be 
sunt  out  at  will. 

The  power  house  is  divided  into  two  parts  by  a  licad  wall  6  ft. 
ihick.  'I'he  up-stream  part  contains  wheel  chambers  for  seven  1,000- 
h.  p.  water  wheels,  five  of  which  were  inslalled  in  December,  i8g8, 
ihe  two  additional  wheels  having  been  installed  in  Uecember,   i8gg. 

The  down-stream  portion  of  the  power  house  contains  the  wheel 
goNcrnors,  and  the  electrical  apparatus.  The  Iciiglh  of  the  power 
bouse  proper  is  257  ft.  6  in. ;  the  total  width  66  ft.  6  in.  At  the 
woslern  end  a  brick  extension  runs  up-stream  87  ft.  5  in.  long,  and 
44  ft.  10  in.  wide.  The  western  stream  running  between  the  bank 
and  Ihc  island  forms  the  forebay  300  ft.  long.  The  main  tail-race 
is  205  f(.  wide  .intl  joins  ihe  main  s'.ream  750  ft.  belmv  Ihc  power 
hf»nse. 

Arched  chambers  are  provided  for  seven  main  wheels  and  two 
exciter  wheels.  In  the  head  wall  of  each  main  chamber  is  set  a 
heavy  cast  iron  cover,  through  whirli  the  turbine  shaft  passes  in 
a  waler-light  packing  box  carrying  llic  ring  oil  bearing  for  the 
shaft. 


484 


STREET    RAILWAY    REVIEW. 


[Vol.  Xm,  No.  8. 


.\  20-toii  crane  Illn^  the  entire  length  of  the  dynamo  room. 

In  front  of  the  wheel  clianilK-rs  is  a  trash  rack  of  steel  bars  sup 
lurled  on  a  framework  of  1-beanis.  This  rack  cflectnally  prevents 
ihc  access  to  the  wheels  of  any  rnhhish  or  floating  material  that  may 
escape  the  boi>m. 

The  water  wheel  plant  consists  of  14  pairs  of  siin.  McCormick 
lurl.ines,  built  by  Ihc  S.  Morgan  Smith  Co.  liach  turbine  unit 
l■on^ists  of  two  pairs  of  wheels  each  of  wliicli  at  the  normal  speed 
of  114  revolnliiins  is  rated  at  JSO  h,  p.  Each  set  of  turbines  is, 
Iherefore,  rated  at  l.ooo  h.  p.  Two  draft  tubes  lead  from  each  main 
lurbine,  the  fi>rward  tnl>c  descending  straight  into  the  tail-race 
lieiieath  the  power  house,  the  rear  or  up-slream  tube  curving  ami 
I'laring  ilownward  and  outward.  The  head  uiider  which  the  wheels 
are  operated  is  17  ft. 

The  turbines  for  the  exciters  consist  of  three  i8in.  Victor  cylin- 
•ler  gale  wheels,  giving,  at  J50  revohilions  per  minute,  a  total  of  300 
h.  p.  Two  draft  tnlies  are  allotted  to  each  set  of  exciter  wheel-, 
the  rear  tube  4  fl.  in  diameter  and  the  forward  tube  3  ft. 

The  governors  installed  are  the  type  "IV  as  manufactured  by 
the  Lombard  Governor  Co..  of  Boston,  Mass.,  and  have  given  very 
satisf.ictory  service. 

The  dynamo  room  is  34  fl.  wide  and  J55  ft.  long.  The  ultimat. 
generator  capacity  of  the  station  is  7,000  h.  p.  in  seven  generators 
each  of  700-kw.  cap.icity.  They  are  of  the  General  Electric  type, 
nnitooth.  three-phase,  40-polc,  7SO-kw.  114-revolutions  alternating- 
current  machines  having  revolving  fields  and  stationary  armatures 
wound  to  deliver  to  the  transmission  lines  .16  amperes  of  current  at 
a  periodicity  of  38  cycles  and  a  pressure  of  12,000  volts.  By  using 
the  revolving  field  type  of  generator,  thus  securing  this  pressure 
directly  from  the  machine,  the  use  of  step-up  transformers  to  raise 
the  voltage  for  transmission  is  dispensed  with. 

The  exciters  are  placed  one  on  each  side  of  the  stairway  leading 
to  the  switchboard  gallery.  They  arc  6-pole,  loo-kw.,  i2S-volt  stand- 
ard direct  connected  machines. 

The  switchboar<l  i.-i  located  on  a  gallery  on  the  north  wall  of  the 
dynamo  room,  and  was  originally  equipped  with  air  break  switches, 
which    were    not   satisfactory   for   high   tension   work.     These   were 


iKiard  the  high  tension  wiring  was  so  arranged  that  the  operator 
might  l)c  injured  in  switching,  whereas  on  the  new  Iward  all  the 
high  tension  apparatus  is  beneath  the  switchboard  gallery,  and  the 
switches  are  in  separate  compartments,  worked  by  a  lever  from  the 
upper  gallery. 

The   bnihling    is   heated   throughout    with   electricity,    the    current 
being  furnished  by  the  direct  current  exciters. 


D.V.M    .\T   .MliCllAXICSVlLI.E. 

The  station  is  cipiipped  with  pumps  of  a  suitable  design  so  that 
in  case  of  flood  or  high  water  the  operation  of  the  plant  is  never 
interfered  with.  These  pumps  are  also  used  for  fire  purposes  and 
for  pumping  water  for  general  use  throughout  the  building. 

A  modern  air  compressor  is  installed  in  the  power  station,  which 
is  used  for  cleaning  the  apparatus  and  is  by  far  the  most  satis- 
factory way  of  taking  care  of  this  work. 

Tlic  pijuer  liiuiM-  and  racks  arc  protected  front  damage  due  to  ice 


l.NTKHIi  i|;  ,il'  .\n:c-|l.\.\'li-.S\'lI.l.l':   fciWKR  ST.VTION. 


replaced  by  later  oil  break  switches,  which  were  also  not  entirely 
satisfactory.  These  have  lately  been  replaced  by  a  modern  "Form 
11"  General  Electric  oil  switch  with  motor  control  that  will  open 
any  circuit  up  to  30,000  h.  p.  without  trouble.  With  the  latest 
changes  that  have  l>een  made  in  the  switchboard  it  is  now  feasible 
to  run  different  circuits  on  separate  bus-bars  thereby  insuring  per- 
fect voltage  regulation  to  the  different  customers.     On  the  original 


ill  the  Spring  or  Fall  l)y  means  of  a  number  of  piers,  so  placed  in  the 
river  immediately  above  the  station  thai  all  ice,  etc.,  is  forced  over 
the  main  dam. 

.An  auxiliary  steam  jilant  of  1,000  li.  p.  capacily  was  installed 
during  the  summer  of  1901  to  aid  in  fulfilling  contracts  in  case  of 
low  water.  This  plant  consists  of  two  505-h.  p.  Heine  safety  water 
tube  boilers,  one  Hamilton-Corliss  tandem  compound  engine,  24-in. 


ACG.  X.   1903.] 


STREET    RAILWAY    REXIEW. 


485 


and  48  in.  X48  in.  01  i,ooo-li.  p.  capacity  to  which  by  means  of  a 
rope  drive  can  be  connected  one  of  tlie  750-k\v.  generators.  A  rope 
drive  was  u.scd  in  this  installation  owing  to  the  short  distance  avail- 
able between  center  of  engine  and  generator,  which  was  18  ft.  10  in. 
There  are  25  of  these  ropes,  each  one  being  2I4  in.  in  dianutcr.  The 
steam  plant  is  also  provided  with  a  Sniith-Vaile  feed  water  pump. 
one  i,ooo-h.  p.  Deane  condenser,  and  one  American  feed  water 
healer. 

The  generator  to  which  this  engine  can  be  coupled  is  so  arranged 
that  it  can  be  rim  either  by  water  or  steam  power,  and  can  be 
changed  over  cither  Hay  in  abont  one  hour's  time. 

The  transmission  lines  from  this  plant  are  as  follows : 

One  18-mile,  three-phase  circuit  of  No.  coo  bare  copper  wire  from 
power  station  to  Schenectady  via  .\lplaus. 

One  17-nnle,  three-phase  circuit  of  No.  000  bare  copper  wire  from 
power  station  to  Albany  via  Waterford,  Cohoes  and  Watcrvliet. 

One  ii-mile,  three-phase  circuit  of  No.  000  bare  copper  wire  from 
power  station  to  Watervliet  via  Waterford  and  Cohoes. 

The  first  circuit  runs  cross-country,  following  the  highway  about 
one-third  of  the   total   distance. 


The  otiier  two  circuits  follow  the  Champlain  Canal  from  the 
power  station  to  their  destination. 

Electrical  energy  is  furnished  over  these  high  tension  lines  to 
the  United  Traction  Co.,  of  Albany,  N.  Y..  for  use  in  operating  its 
entire  electric  railway  system  in  Albany,  Troy,  Cohoes,  Watervliet 
and  Waterford.  Current  is  also  furnished  for  lighting  and  power 
purposes  in  Watervliet  and  vicinity  and  to  the  General  Electric  Co., 
of  Schenectady  for  use  in  its  factory  at  that  place,  and  the  Schenec- 
tady Raihvay  Co.  in  connection  with  the  operation  of  its  local  trolley 
system  as  well  as  the  new  road  operating  between  Schenectady  and 
Albany. 

In  conclusion  acknowledgment  is  made  for  assistance  derived  in 
ihc  preparation  of  this  article  to  "The  Story  of  a  Great  Enterprise" 
prepared  liy  Mr.  George  B.  Gow.  of  Glens  Falls ;  to  a  paper  read  by 
Mr.  Charles  E.  Parsons,  cliief  engineer,  before  the  February,  1903, 
meeting  of  the  .'Xmerican  Institute  of  Mining  Engineers,  and  to  an 
account  of  the  Mcchanicsvillc  plant  prepared  by  Mr.  B.  E.  Morrow, 
manager  operating  department,  Hudson  River  Water  Power  Co.; 
from  all  of  these  authorities  extracts  have  been  freely  made  by  kind 
permission  of  the  respective  authors. 


The  Electric  Division  of  tlie  Fonda,  Johnstown  &  Glovers- 

ville  Railroad. 


liY     H.    O.    ROCKWELL.    ASSIST .\NT    GE.NERAL    SUPERINTK.NDENT  .^NI)  nl';SI  1  )10NT  ENGINEER. 


.\  description  of  the  electric  division  of  the  Fonda,  Johnstown 
and  Gloversvillc  Railroad  is  appropriate  in  this  issue  for  several 
reasons.      The    line    gives    continuous    electric    raihvay    connection 


with  Albany.  With  the  long  interurban  lines  running  north  and 
.south  from  Albany,  as  described  elsewhere  in  this  issue,  the  Fonda, 
Johnstown    and    Gloversville    forms    a    connectin.a:    link    from    this 


UBNKKAI.    VllvtV    ij»    KNOINli   HOOAI,    .\1  ,\  I  .S    I'liWKK  HTAT10N-K0NI).\,  .H  U  INSTOW.V  *   (!l,l  I VIOIISV  1 1.1  .!•;   Ii.\  I  LHd.M). 


Iictwccn  filovcrjville,  N.  Y.,  and  Scheiuclady,  and  in  conjunction 
with  the  lines  of  the  Schenectady  Railway  places  this  portion  of 
the    Mohawk    Valley    in    direct   communication    by   electric    railway 


imporlani  section  nf  Ilu  Mohawk  Valley  lo  the  Lake  (ieorgc  region 
on  the  north  and  lIucNon,  N.  V.,'on  Ihc  .soulh.  The  distance  is 
about  50  miles   fmni   Cilovcrsvillc  to  Albany,  ;nid   with   the  4o-milc- 


486 


STUliliT    RAILWAY    KliVIEW. 


[Vol.  XIU.  No.  8. 


line  to  Hudson  aniJ  ilic  ^o-milc  line  to  Lake  GcorRe,  these  connec- 
tions form  the  longest  continiioiis  electric  railway  rutilcs  in  the  state. 
For  operating  the  electric  line  between  Gloversvillc  and  Schenec- 
tady a  power  house  has  been  built,   which,  rxcludinK  the  traction 


MAf    OF    THE 


Scale   of  THttes. 
FO.\U.\.    JOHNSTOWN- 
ROAD. 


&    GLOVKKSVILLE    RAH.- 


power   houses   in    Grc.itcr    New    York,   constiuites    tlic   latest    and 
largest  steam  driven  electric  generating  power  station  in  the  state. 

Incidentally  the  enterprise  ii  interesting  as  illustrating  the  move- 
ment started  by  several  of  the  important  steam  railroad  interests  of 
the  country  towards  the  purchasing  and  building  of  electric  rail- 
ways as  feeders  and  adjuncts  to  steam  railroad  properties. 

The  Fonda,  Johnstown  and  Gloversville  Railroad 
Co.  is  a  steam  railroad  corporation,  operating  a  steam 
railroad  from  Fonda,  N.  Y..  through  Gloversville  to 
Norlhville.  Although  less  than  40  miles  in  length, 
this  steam  railroad  property  from  its  strategic  loca- 
tion is  a  very  important  factor  in  the  transportation 
arrangements  of  the  stale.  The  line  forms  the  only 
outlet  from  the  important  manufacturing  city  of 
Gloversvillc  and  the  Adirondack  region  to  the  north, 
and  all  the  freight  from  this  section  passes  over  tlie 
road  to  Fonda,  where  connection  is  made  with  the 
main  line  of  the  New  York  Central.  During  the  last 
few  years  the  possibilities  of  electric  traction  have 
appealed  strongly  to  the  management  of  the  Fonda, 
Johnstown  and  Gloversvillc  Railroad,  and  these  in- 
terests have  purchased  and  built  electric  lines  until 
now  they  own  the  double  track  interurban  line  be- 
tween Gloversville  and  Schenectady;  a  single  track 
electric  line  between  Gloversville  and  Johnstown ;  a 
a  single  track  electric  line  between  Johnstown  and 
Fonda,  both  of  which  lines  parallel  the  steam  road ; 
and  the  local  lines  in  the  cities  of  Amsterdam,  Johnstown  and 
Gloversville.  The  entire  system  constitutes  88  miles  of  well-built 
and  well-managed  railway  lines. 

It  is  believed  the  new  central  power  house  for  this  system  cm- 
bodies  the  latest  developments  now  generally  accepted  as  feasible  in 
engineering  practice.  The  following  is  a  full  description  of  the 
important    features  in   design  and  equipment. 

POWER   HOUSE. 

The  power  house  is  located  about  four  miles  west  of  Amsterdau! 
at  a  historical  place  known  as  Tribes  Hill,  on  the  main  line  of  the 


road  Iwlwccn  Amsterdam  and  Gloversvillc  and  near  the  Mohawk 
River.  Leaving  .-Xmstcrdam  going  west,  the  road  is  slightly  u|> 
grade  until  the  power  house  is  reached.  It  i*  at  the  foot  of  the  hill 
near  where  the  viaduct  is  built,  and  is  directly  between  the  New 
York  Central  main  track  and  the  electric  railway  lr.icks.  The  elcva- 
liim  of  the  track  at  this  point  is  alwut  80  feet  alxjve  the  basement 
floor  of  the  building.  A  spur  leading  from  the  main  track  runs  into 
the  upper  part  of  the  boiler  room  and  is  directly  over  the  coal  bunkers. 
The  coal  is  received  in  Wttoni  dump  cars,  and  all  that  is  necessary 
ill  unloading  the  coal  is  the  service  of  the  train  crew,  who  open 
the  dumps  in  the  bottom  of  the  car  and  the  coal  drops  by  gravity 
into  the  coal  bunkers.  'Hie  same  crew  also  handle  the  ashes  and  do 
other  switching.  The  cheapness  with  which  the  coal  and  ashes 
are  handled  is  certainly  ideal.  Water,  which  in  a  plant  of  this 
kind  is  necessarily  an  important  item,  is  taken  direct  from  the  Mo- 
hawk River  without  cost  and  is  of  a  very  good  quality.  The  opera- 
lion  from  the  time  the  coal  is  dumped  into  the  coal  bunkers  until 
I  he  ash  is  taken  out  in  the  basement  is  simply  one  gravity  system, 
rocpiiring  no  attention   or  conveying  apparatus. 

BUILDING. 

The  engine  room  is  52  ft.  x  160  ft.  and  75  ft.  high.  1  he  boiler 
room  is  85  ft.  x  187  ft.  A  portion  of  the  boiler  room  23  ft.  6  in.  x 
85  ft.  is  but  one  story  high  and  is  used  as  a  pump  room,  men's 
loom  and  oil  room  and  a  passageway  leading  into  the  boiler  room. 
The  oil  room  is  23  ft.  6  in.  x  ig  ft. :  toilet  room  16  ft.  x  23  ft.  6  in. ; 
passageway  12  ft.  x  26  ft.,  and  pump  room  %(•>  ft.  x  23  ft.  6  in.  In 
ihe  men's  room  are  Merritt  expanded  metal  lockers,  so  arranged 
that  each  man  has  his  own  .separate  locker.  There  is  also  bath- 
room with  shower  baths  and  toilet  facilities.  This  room  has  a 
granitoid  floor  and  is  heated  with  steam  and  hot  and  cold  water 
i^   supplied. 

The  building  is  entirely  fireproof.  It  is  built  on  heavy  concrete 
foundation  with  a  limestone  base.  Pressed  brick  is  .used  on  the 
east,  south   and  west  tides  of  both  the  engine  and  boiler  rooms. 

South  of  the  engine  room  on  the  ground  fl<x>r  is  a  storage  room 
for  supplies  of  all  kinds.  On  the  engine  room  floor  is  the  en- 
gineer's office  and  toilet  room,  which  is  supplied  with  bath,  hoi  and 
cold  waler,  etc.  On  this  floor  is  the  storeroom  for  small  supplies; 
also  a  large  machine  shop,  which  is  supplied  with  the  necessary 
tools.  Ltc.  for  doing  light  repairs. 

The  main  floors  of  the  engine  room  and  lioilcr  room  are  laid 
witli  Herger  patented  Multiplex  steel  jilate  which  is  of  No.  16 
gage,   4    in.    high    in    manifold    fnrin;    011    this   4   in.    of  concrete   is 


1 .1  HIKING 
CAN 


WEST  FROM   F..    J.   &   G.    RY.,    SHOWING    MOHAWK    RIVER.    ERIE 
\\.   AND    WEST  SHORE   AND   NEW    YORK  CE.NTRAI,  TRACKS. 

laid.  This  floor  will  carry  a  load  of  over  2.000  lb.  per  sq.  in.  -Vs 
appears  in  the  accompanying  illustrations  the  plates  in  this  case 
are  placed  between  I-bcains  on  the  lower  flange  of  which  the  plates 
rest. 

Around  each  of  the  tngines  is  a  gallery  connecting  the 
engine  with  the  switchboard.  Each  engine  is  also  supplied 
with  top  connecting  gallery,  so  that  the  attendant  can  go  from 
ime  engine  to  the  other  without  coming  to  the  floor.  At  the  west 
end  of  the  engine  room  is  a  large  opening  covered  with  a  Kinnear 
door  of  sufficient  size  to  permit  freight  cars  to  enter. 

The  interiors  of  the  boiler,  oil,   supply   room  and  machine  shop 


Alc.  x>,  1903.] 


STREET    RAILWAY    REVIEW. 


4S7 


are  painted  with  a  light  colored  cold  water  paint.     The  interiors 
of  engine,  pump  and  men's  rooms  are  painted  with  three  coats  o{ 
white  enamel  paint;    the  lower  portion  up  to  a  distance  of  6  ft. 
from  the  basement  and  engine  room  floors  is  painted 
a  dark  bottle  green. 

A  traveling  crane  of  50,000  lb.  capacity,  made  by 
the  Northern  Engineering  Works  of  Detroit,  Mich., 
is  installed;  this  is  supported  on  large  steel  columns 
and  girders  on  each  side  of  the  engine  room  and 
is  operated  by  three  500-volt  motors,  supplied  with 
power  from  the  trolley  line. 

ENGINES. 

Ihere  are  three  vertical  cross-compound  condens- 
ing engines  of  the  .\llis-Chalmers  Cos.  latest  type, 
with  high  pressure  cylinder  28  in.  in  diameter,  low 
pressure  cylinder  60  in.  in  diameter,  and  a  common 
stroke  of  48  in.  These  engines  run  at  94  r.  p.  m. 
with  160  lb.  steam  pressure  and  are  each  directly  con- 
nected to  a  i,ooo-kw.  General  Electric  alternating 
current  generator.  Water  relief  valves  are  placed  in 
each  cylinder  and  the  steam  e.xhaust  valves  of  both 
cylinders  are  operated  by  separate  eccentrics  pro- 
viding for  automatic  cut-off  of  from  zero  to  J^  stroke. 
Between  the  cylinders  is  placed  a  reheating  receiver 
with  traps  to  drain  the  receiver.  The  main  bearings 
are  22  in.  in  diameter  and  38  in.  long,  made  in  two 
parts,  having  one  top  and  one  bottom  piece  with  attachments  for 
taking  up  any  wear  on  the  bearings.     .Ml  bearings  arc  water  jack 


GENERATORS. 

The    generators   in    the   main    power    station    arc   three    i.ooo-kw. 
13.200- volt  General  Electric  type  .\.    T.   B.  machines  of  the  rotating 


VIEW  OF  POWER  HOUSE  FROM  LONG  STEEL  BRIDGE. 

cted,  and  the  crosshcad  slides  are  also  provided  with  water  jackets 
and  suitable  oil  guards  are  bolted  to  bed  plates  covering  the  ex- 
ccntrics  to  prevent  oil  from  coming  in  contact  with  generator. 
Crosshead  pins  are  j'A  in.  in.  diameter  and  7J/2  in.  long.  The  crank 
shaft  is  24  in.  in  diameter  and  is  made  of  solid  hammered  steel. 
The  balance-wheel  of  the  engine  is  20  ft.  in  diameter,  20'/2  in. 
face  and  weighs  ico.coo  lb.  The  cranks  arc  all  counter-balanced 
'ypc,  pressed  on  the  ^haft  an<l  keyed  in  place.  The  crank  pins  arc 
K''2   in.   in  diameter  ^I'.d  R'^i  in.   long. 

Each  engine  is  provided  with  an  ekclrically  operated  synchro- 
nizing device  controlled  from  the  switchboard.  Each  engine  is 
guaranteed  to  stand  a  50  per  cent,  overload  with  changes  in 
«tcam  pressure  from  160  to  123  lb.,  not  varying  2  per  cent,  from 
normal  speed.  The  electric  speed  controller  has  a  range 
crcaler  than  thi*  for  placing  the  engines  in  parallel  when 
one  is  already  in  operation.  Each  engine  is  guaranteed,  when 
tunning  at  94  r.  p.  in.  with  160  lb.  steam  pressure  at  the  throttle 
and  a  26-in.  vacuimi,  10  develop  1,700  i,  h.  p.  on  not  to  exceed  tj'/i 
111.  of  dry  xlcam  per  i.  h.  p.  per  hour;  at  1,87s  i-  ''•  I'.,  not  more 
than  14  lb.,  and  at  2,250  i.  h.  p.  not  more  than  iH  lb.  of  dry  steam 
per  i.  h.  p.  per  hour.  Each  engine  weighs  complete  approximately 
380,000  lb. 


OF  POWER  HOUSE  AND  554-FT.   STEEL  BRIDGE   FROM   NEW   YDRK 
CENTRAL   TRACKS. 


tield  type  with  32  poles,  are  direct  connected,  running  at  94  r.  p.  111. 
There  is  one  engine-driven  exciter  set  running  at  310  r.  p.  111. 
The  engine  is  of  the  General  Electric  vertical  tandem 
compound  type,  loyi  x  18  in.,  with  an  8-in.  stroke, 
direct  connected  to  a  7S-k\v.  125-volt  multipolar  tieii- 
eral   Electric  generator. 

There  are  also  two  motor-driven  exciter  sets,  each 
consisting  of  a  75-kw.  125-volt  direct  current  gener- 
ator, mounted  on  a  common  base  and  driven  with  a 
100-h.  p.  3SO-volt  three-phase  form  K  imhiction  nunor 
running  at  500  r.  p.  ni. 

The  main  engine  foundations  arc  built  of  solid 
concrete  and  each  is  22  x  30  ft.  and  2S  ft.  high,  10  ft. 
being  below  the  basement  floor  level.  There  are  two 
exciter  foundations,  one  for  the  steam-driven  ex- 
citers and  the  other  for  the  motor-driven  sets.  These 
arc  17x9  ft.  for  the  engine-driven  exciters  and  29  x 
9  ft.  for  the  motor-driven  exciters.  On  the  exciter 
gallery  is  the  switchboard  which  controls  the  lights  of 
the  st.ation. 

The  station  is  arranged  to  be  liglited  from  any  one 
<!f  the  exciter  sets.  The  engine  room  is  lighted  liy 
twelve  lio-volt  d.  c.  arc  lamps,  and  the  iKiilor  ronin 
by  ten  no-volt  d.  c.  arcs. 

There  are  also  in  different   parts   of  the   biiildiiii' 
about  one  hundred  l6-c.  p.  incandescent  lamps.     Tlie 
outside  of  the  building  is  lighted  with  five  railway 
series  arc  lamps,  which  are  suspended  on  the  west  end  of  the  build- 
ing from  poles,  ami  on  the  east  end  by  altachiuenls  to  lln-  Imililing. 


iii;ii(!i;it  rAiE.vT  i'looh  mkfdhk  concrktI';  ik  laid. 

Ii   «as  found  neces*;iry  to  install  these  arc  lamps  on  the  outside  of 
the  building  in  order  to  keep  llie  bugs,  which  are  (iiiit('   lunnerous 


488 


STREET    KAIl.WAY    Ki:\  IKW. 


[Vol.  XIII.  No.  8. 


ill  this  part  of  the  country,  from  cntcrinK  the  building  during  the 
^lllllllu■r  months,  as  they  were  exceedinglv  aiiiuiyiiig,  ami  the  lights 
III!  llic  untsidc  nltaillrd  tile  desired  results. 

OIL   AND   WASTK. 
Each  engine   is  piped  to  a\\  hearings   with   a   gravity  oiling   sys- 
tem, the  oil  lank'  heiiig  at  the  roof  of  the  engine  room.     The  drips 


also  installed   and  so  piped  up  that  oil  delivered  in  barrels  to  the 
nil  rfK)m.  which  is  located  about   too  ft.  away,  can  be  drawn  from 


UNDER  SIDE  OF  BERGER  PATENT  MULTIPLEX  STEEL  PLATE 
f-lA30R. 

are  carried  to  a  Turner  oil  filter    and    all    the    oil,  after  passing 
through  the  filter,  is  drained  to  a  set  of  receiving  tanks  underneath 


UBRGER     PATK.NI'     STEEI.    PLATE     FL(X>R,     SllOWLVG     STEEL 
FOUNDATION  AND  CONCRETE  FILLING. 

the  barrel  and  forced  into  the  oil  receiving  tank  without  having  to 
move    the    barrel,   thus    preventing   uncleanlincss    from    oil    being 


.MfLTlI'LEX  PL.VTI-:  JN   ITS  SI.M  PI.IOST  FOIIM   RKSTING  0.\  TOP  OK  I-HKAMS  AND  TIED. 


it,  and  from   there  pumped  hack  to  the  oil   supply  tanks.     The  oil  spilled  on  the  basement  or  the  engine  room  floor.     The  same  com- 

pumps  are  4V2  x  2j<i  x  4  in.,  there  being  a  duplicate  set  of  oil  pumps  pressor  is  also  piped  up  and  used  for  blowing  dust  out  of  the  a.  c. 


SECTION    THROUGH    ENGINE    AND     BOILER    ROOM    OF    MAIN    POWER     ST.VTKiN.      FONDA,     .loH.NSToWN     i^i     GLOVERSVII.LE 

RAILROAD  CO. 


anil    lilters    installed;    these    arc    so   arranged    th.Tl   eilber  eiiijine   or 
cylinder  oil  can  be  handled  with  them. 

A  motor-driven  air  compressor  of  the  General  Electric   make   is 


apparatus  aniiiiul   the   swilehlmard   and  also   for  cleaning   the   gen- 
erators. 

The   oil   room   is  on   the  ground   floor  and   is   made   fireproof   in 


Aro.  20.  1903.1 


STREET    RAILWAY    RENllAV. 


489 


every  particular.     In  this  room  is  also  stored  waste  and  other  mate- 
rial  which   is   received   in   large  quantities. 

An  "extractor"  built  by  the  Troy  Laundry  &  Machine  Co.  is 
used  in  removing  the  oil  from  the  waste.  The  oil  that  comes  from 
it  is  piped  to  the  oil  fillers,  and  after  the  waste  has  been  freed  from 
oil  it  is  put  into  a  washer  and  cleaned  and  the  waste  used  again. 
These  machines  clean  the  waste  and  wipers  that  are  used  in  the 
three  sub-stations,  the  waste  being  sent  to  the  main  power  station 
in  galvanized  iron  cans.  The  oil  extractor,  which  is  shown  in  one 
of  the  accompanying  illustrations,  i<-  designated  by  the  maker  as  its 
solid  curb  machine,  and  is  driven  through  a  countershaft  attached 
to  the  frame.  The  basket  is  from  20  to  30  in.  in  diameter,  the 
builder  making  five  sizes. 

SWITCHBOARD. 
The  switchboard,  which  is  at  the  west  end  of  the  engine  room, 
is  of  polished  black  marble.  It  consists  of  three  i,ooo-kw.  13,200- 
volt  three-phase  generator  panels;  two  loo-h.  p.  13,200-volt  three- 
phase  induction  motor  panels ;  one  125-volt  exciter  feeder  panel ; 
four  1,500-kw.  13.200-volt  outgoing  line  panels;  one  ground  de- 
tector panel ;  one  75-kw.  125-volt  exciter  generator  panel  for  engine- 
driven  exciter ;  two  75-kw.  125-volt  exciter  generator  panels  for 
motor-driven  exciters.  The  board  is  provided  with  one  frequency 
indicator;  one  Lincoln  synchronizer  mounted  on  swinging  bracket; 
seven  potential  transformers;  twenty-seven  15,000-volt  transfer 
switches;   twelve    13.200-volt   lightning   arresters;   twelve   lightning- 


llie  hack  of  the  combustion  chamber  is  lined  with  fire  brick  12  in. 
in  thickness,  and  the  sides  4JS  in.  thick,  and  the  top  is  covered  with 
lire  brick  tile  5  in.  in  thickness,  'riie  back  head  of  the  combustion 
chamber  is  also  provided  with  steel  plate  \i  in.  in  thickness. 


I  i.i;    '■ciM)HNSI';i!S, 

arrester  switches;  two  25-cycle  loo-kw.  13.200-volt  primary  370- 
volt  secondary  three-phase  oiled  cooled  step  down  transformers. 
The  high  tension  feeder  lines  arc  controlled  by  four  General  Elec- 
tric type  "H"  motor-driven  electrically  operated  oil  switches. 

All  high  tension  wires  arc  carried  in  conduits  underneath  the 
basement  floor  and  arc  incased  in  lead  armored  cable  and  all  alter- 
nating current  meters  in  power  house  and  sub-stations  are  hori- 
zontal edgewise  type. 

BOILKRS. 

There  arc  10  boilers,  500  h.  p.  each,  of  the  internally  fired  Scotch 
marine  type,  manufactured  by  the  Springfield  Boiler  &  Maiuifactur- 
ing  Co.,  of  Springfield,  111.  These  boilers  have  a  working  pressure 
of  180  lb  of  sicam,  and  were  tested  to  stand  a  cold  water  pressure 
up  to  225  lb.  per  scj.  in.  They  arc  10  ft.  6  in.  in  diameter,  19  ft. 
long  over  all.  Thii  includes  the  rear  smoke  box  or  combustion 
chamljcr,  making  the  iKiilcr  proper  16  ft.  long.  Each  boiler  is 
fitted  with  a  Morri-ion  .suspension  corrugated  furnace,  45  in.  in 
diameter  and  16  ft.  long,  Vt  in.  thick,  aufl  the  Morrison  protected 
fire  doors.  Each  boiler  has  1.17  yA-in.  lubes.  'ITic  combustion 
chamtiers  in  the  rear  arc  formed  of  circular  steel  plates  '/i  in.  in 
thickness  anrl  3   ft.  wide. 


PUMP    ROOM.    M.MN    PoWlOK   ST.VTION. 

On  the  front  of  each  boiler  is  arranged  a  36-in.  steel  flue,  which 
conveys  the  gases  from  the  boiler  to  the  main  smoke  chamber.  The 
steam  outlet  is  8  in.  in  diameter,  the  steam  pipe  being  without  sharp 
bends.  In  each  of  the  8-in.  pipes  leading  from  the  boilers  to  the 
main  .neam  header  is  an  8-in.  Pearson  check  valve.  This  valve  is  of 
peculiar  construction  and  design,  and  is  so  arranged  that  in  start- 
ing lip  a  boiler  no  particular  attention  is  required  on  the  part  of 
the  operator  in  getting  the  boiler  cut  in  with  any  other  one  that 
might  be  in  service,  as  the  valve  can  be  set  at  any  desired  pressure, 
and  when  the  steam  rises  to  this  point  the  valve  opens  automati- 
cally and  allows  the  steam  to  pass  ihrcmgh  into  the  steam  header, 
thus  equalizing  the  pressure  on  all  boilers.  It  is  also  arranged  so 
tliat  wlu-n  necessary  to  do  repair  work  on  any  boiler  this  valve 
can  lie  closed  as  any  ordinary  gate  valve.  These  valves  have  been 
found  to  work  very  satisfactorily  indeed,  as  the  rattle  that  is  some- 
times founil  in  cither  valves  of  lliis  type  is  in  tliesc  entirely  elimi- 
nated. 

In  addition  there  is  an  8-in.  I.unkenheinier  gate  valve  placed  in 
each  of  the  8-in.  ste?m  leads. 

The  steam  header  is  directly  over  the  economizer  and  is  18  in. 
in  diameter  and  124  it.  long.  In  the  center  of  this  header  is  an  18- 
in.  Crane  gate  valve.  There  arc  two  VVainwright  expansion  joints 
in  the  header,  each  .^o  in.  in  length.  The  steam  header  is  an- 
chored at  three  points  by  large  angle  brackets  through  the  30-in. 
wall  which  divides  the  engine  and  boiler  room.  The  header  is 
carried  on  brackets  of  special  design  having  roller  bearings  and 
springs  underneath. 

There  is  also  a  7-in.  auxiliary  steam  header  that  connects  with 
the   i8-in.   header  on  one  side  of  the   i8-in.   gate  valve.     The   i8-in. 


KXTH.\i"l'iil:    full    Ill0.\lci\|.\i:    nil.    I'-UOM    \VA.STK 

gate  valve  is  in  the  center  of  the  boiler  distribution,  so  that  five 
boilers  can  be  worked  inde|icndently  from  ihc  others  in  ease  any 
repairs  are  necessary.  The  7-in.  auxiliary  header  is  arrange<l  to 
provide  a  means  whereby  steam  for  the  pumps  and  (ither  auxiliary 
apparatus   in   the   building   could   be   taken    from   either  end   of   the 


400 


STREET    RAILWAY    REVIEW. 


(Vol..  XIll.  No.  8. 


slcniii  header  should  one  end  of  it  be  shut  down  for  repairs  of  any 
kind.  The  boilers  are  on  the  H-oond  floor  of  the  building,  thus 
providing  a  very  simple  way  of  arranging  for  the  feed  water  sup- 
ply and  the  blow-offs. 

The  boiler  blow-offs  arc  carried  underneath  the  floor.  All  of 
them  are  connected  in  series,  the  size  of  the  pipe  being  reduced  from 
6  to  3  in.,  this  beintj  provided  in  case  that  two  or  more  iMiili-rs 
should  be  washed  out  at  any  one  time.  The  blow-olTs  to  each  boiler 
have  a  ,viii    Homestead  blowoflf  cock  and  ,i-in.  extra  heavy  Crane 


tuadc  by 


AMSTlCHli.V.M    .SIH-ST.\TION. 

gate  valve.    I  he  connection  to  llic  main  liluw-off  line  pipe 
V  branches. 

WATER  SUl'PLV. 

The  water  supply  is  taken  from  the  Mohawk  River,  which  is 
about  300  ft.  south  of  the  main  building.  On  the  bank  of  the  river 
is  a  well  20  ft.  in  depth  and  18  ft.  in  diameter.  Water  is  con- 
veyed into  this  well  from  the  river  by  a  36-in.  extra  heavy  cast  iron 
pipe,  which  is  run  out  into  the  river  a  distance  of  about  40  ft.  from 
the  well  to  deep  water.  This  pipe  lies  on  the  bed  of  the  river  and 
is  held  in  position  by  a  concrete  wall.  The  mouth  of  the  pipe  is 
provided  with  a  concrete  opening  about  5  ft.  sq.  The  sides  are 
arranged  with  concrete  slopes  to  prevent  any  possibility  of  the  pipe 
or  intake  in  the  winter  time  from  being  damaged  should  the  ice 
for  any  reason  become  lodged  against  the  pipe.  Over 
this  5-ft.  opening  are  placed  iron  bars  3  x  ^i  in.,  with 
openings  between  each  bar  of  about  ^  in.  The  bars 
were  formed  together  in  sections  like  a  grate  and  are 
set  on  edge.  These  are  supported  across  the  mouth 
of  the  opening  by  three  60-lb  rails.  The  end  of  the 
pipe  entering  the  well  is  provided  with  a  36-in.  Lud- 
low sluice  gate  valve,  so  that  if  it  should  be  fouml 
necessary  at  any  time  to  clean  the  well  this  valve 
could  be  closed  and  the  water  pumped  out.  Entering 
the  well  is  a  20-in.  cast  iron  pipe  with  two  20-in. 
openings  formed  in  the  shape  of  a  T,  protected  by 
brass  screens.  Back  of  the  36-in.  sluice  gate  is  a 
removable  screen. 

The  top  of  the  well  is  covered  with  3-in.  oak  planks, 
and  there  is  a  trap  door  with  ladder  built  in  the  well 
so  it  can  be  examined  readily  at  any  time. 

Adjacent  to  this  well  is  also  a  20-in.  check  valve 
and  in  case  any  of  the  valves  leading  to  the  stand 
pipe  should  get  out  of  order  and  allow  the  water  sup- 
ply to  run  back  towards  the  river,  the  check  will  hold 
it.  A  20-in.  cast  iron  overflow  pipe  is  also  brought 
back  from  the  building  to  the  river  and  is  so  arranged 
that  the  end  of  the  pipe  entering  the  river  is  at  all 
times  covered  and  below  the  water  level  in  the  river 
to  form  a  siphon  eflfect  so  far  as  possible. 

FEED  WATER  PIPE. 

The  boiler  feed  after  leaving  the  pump  passes  through  a  record- 
ing water  meter  and  from  there  it  is  conveyed  to  the  economizer. 
The  water  meter  is  by-passed.  There  are  two  6-in.  mains  which 
supply  the  water  to  the  boilers,  and  these  are  so  cross  connected 
that  should  one  line  get  out  of  order  for  any  reason  the  other  line 


>an  Ik-  readily  cut  in.  Leading  from  the  6-in.  main  to  the  boilers 
.ire  two  2}^-in.  pipes  with  2;i-in.  Crane  extra  heavy  gate  valves; 
these  pipes  unite  and  enter  a  I'ralt  &  Cady  2^i-in.  check  valve. 
With  this  arrangement  the  water  for  the  boilers  can  be  taken  from 
either  line,  at  the  will  of  the  attendant. 

Connected  with  the  cold  water  supply  line  from  the  stand  pipe, 
which  is  located  on  the  hill  back  of  the  power  house,  is  a  6-in.  pipe 
line,  which  runs  the  entire  length  of  the  boiler  room,  and  is  con- 
nected with  five  4-in.  risers  that  carry  the  water  into  the  coal 
bunkers.  This  water  is  used  in  wetting  down  the  coal  and  for  fire 
protection.  From  this  line  is  also  taken  a  i-in.  lap  that  is  piped 
directly  into  the  ash  hoppers,  underneath  the  boiler  room  floor,  to 
he  used  in  wetting  down  the  ashes  that  drop  into  these  hoppers, 
there  being  a  l-in.  perforated  pipe  running  the  entire  length  of 
each  ash  box.  The  water  to  each  ash  box  is  controlled  by  a  valve 
with  an  extension  handle,  so  that  it  can  be  operated  from  the  boiler 
room  floor. 

CONDENSERS,  PUMPS,  ETC. 

There  are  installed  three  Wheeler  surface  condensers,  which 
have  2,625  sq.  ft.  of  cooling  surface ;  dome-shaped  tops  serve  as  a 
reservoir  for  the  steam.  Any  of  the  condensers  can  be  worked  in 
connection  with  any  engine. 

There  are  also  installed  three  Ulakc  vertical  valvelcss  double 
acting  air  pumps  having  steam  cylinders  g  in.  in  diameter  and  air 
cylinders  18  in.  in  diameter  and  a  12-in.  stroke.  There  are  also 
installed  two  centrifugal  circulating  pumps  direct  connected  to  a 
12  x  12-in.  Wheeler  vertical  engine  running  at  320  r.  p.  m.,  which 
are  capable  of  delivering  4,000  gallons  of  water  per  minute,  again^t 
a  total  suction  and  discharge  head  of  34  ft.,  including  22  ft.  suction 
lift.  These  pimips  were  made  by  the  Wheeler  Condensing  &  En- 
gineering Co.  and  are  of  its  latest  pattern  and  design.  There  are 
two  compound  condensing  outside  packed  plunger  pumps  of  the 
Chandler  pattern,  having  two  8-in.  high  pressure  cylinders  and  two 
i6-in.  low  pressure  cylinders,  and  two  8-in.  double  acting  water 
plungers,  all  having  an  l8-in.  stroke.  These  pumps  arc  used  in 
pumping  water  to  the  stand  pipe  or  tower,  and  are  called  "tower" 
pumps.  There  are  also  two  duplex  Potform  horizontal  boiler  feed 
pumps  having  two  steam  cylinders  12  in.  in  diameter  and  four 
single  acting  water  plungers  6  in.  in  diameter,  and  all  of  12-in. 
stroke.  These  are  outside  packed  plunger  type.  There  are  also  two 
Independent  air  pumps  and  condenser  having  a  "-in.  steam  cylin- 
der and  a  lo-in.  water  cylinder  and  12-in.  stroke.  These  pumps  are 
all  made  by  Fred  M.  Prescott  Co.,  of  Milwaukee,  Wis.,  and  arc 
of  its  very  latest  design.     Each  pump  is  mounted  on  a  sole  plate  for 


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INTERIOR    OF    AMSTERDAM    SUB-STATION. 

collecting  the  water  or  drip  that  comes  from  it,  and  these  plates 
are  in  turn  connected  with  the  waste  pipe  or  sewer,  so  that  the 
pump  room  is  at  all  times  kept  free  from  water. 

On  the  basement  floor  at  the  west  end  of  the  engine  room  is  the 
hot  well  or  tank,  which  is  6.x 6x20  ft.  This  hot  well  receives  all 
the  drips  from  the  engine,  and  is  so  connected  with  the  boiler  feed 
pumps  that  this  water  can  be  pumped  directly  into  the  economizer  if 
so  desired. 


Alg.  20,  1903.] 


STREET    RAILWAY    REVIEW 


491 


On  the  south  side  of  the  boiler  room,  adjacent  to  the  engine  room, 
is  one  of  the  Brooniell,  Schmidt  &  Stcacy  latest  improved  econo- 
mizers, of  a  capacity  sufficient  10  raise  the  temperature  of  48.0(X)  lU. 


M.NK    .V.NCllolt.VC.I-:    IMH    ll|i;il    TKNSIii.N'    LINES. 

of  water  per  hour.  300°  K.  The  water  enters  ihe  economizer  al  a 
temperature  l)cnveen  90  and  100°  F.  The  gases  from  all  the  boilers 
enter  a  line  8  ft.  .\  10  ft.  in  the  upper  part  of  the  boiler  room,  and 
arc  drawn  through  the  economizer  by  either  forced  or  natural  draft. 
I'or  forced  draft  a  12-ft.  blower  fan  driven  by  a  12  x  12  in.  vertical 
engine,  is  used.  Should  the  engine  or  fan  get  out  of  order  the 
dampers  in  the  smoke  Hue  are  so  arranged  that  the  natural  draft 
from  the  stack  will  produce  suflicienl  circulation  to  draw  the  gases 
from  the  boilers  through  the  economizer  and  thence  into  the  stack 
making  practically  a  duplicate  unit. 

All  the  boilers,  smoke  tubes,  main  smoke  tlue,  and  steam  pipts 
in  the  boiler  and  engine  rooms  arc  covered  with  magnesia  covering 
furnished  by  the  II.  W.  Johns-Manville  Co. 

The  coal  for  the  main  power  house  is  delivered  to  the  conipanyN 
siding  or  yard  at  .Vkin,  a  station  on  the  N.  Y.  C.  &  H.  R.  K.  K.  abuni 
I'A  miles  east  of  the  power  house,  and  from  here  a  35-ton  electric 
locomotive  takes  the  coal  to  the  power  house. 

The  coal  bunkers  at  the  power  station  are  five  in  number  and 
arc  supported  by  12  heavy  slecl  columns  mounted  on  solid  concrele 
bases,  and  extend  to  the  top  of  Ihe  boiler  room  to  carry  the  girders  on 
which  the  coal  track  is  laid.  These  bunkers  are  capable  of  storing 
1,200  tons  of  coal.  They  are  made  funnel  shape  and  lined  the  full 
height  with  concrete  6  in.  in  thickness.  In  the  end  of  each  funnel 
shaped  opening  is  a  weighing  hopper  and  scales,  weighing  one  ton 
of  coal  at  each  filling,  l-'rom  the  weighing  hoppers  the  coal  de 
sccnds  to  the  Imilcr  room  floor,  where  it  is  dumped  into  charging 
cars  that  run  on  a  track  in  front  of  the  boilers.  The  cars  are  ar- 
ranged with  drop  sides  so  that  the  coal  can  be  shoveled  from  them 
at  the  side.  At  the  end  of  the  building  is  a  lurn-table  and  storage 
track.  There  is  also  a  side  track  on  the  center  of  the  l)oiler  room 
floor  to  allow  cars  to  pass. 

In  front  of  each  iKiiler  is  a  trap  d>x>r  which  opens  into  the  ash 
hrif.i>er  and  is  so  arranged  that  by  raising  the  door  when  the  fires  are 
iM-ing  cleaned,  the  ashes  drop  into  it,  and  should  the  ash  cars  be  in 
use  distributing  ashes  along  the  line,  the  aslics  arc  held  in  place 
until  ihc  car  returns.  The  ash  lioxes  are  each  provided  with  an 
automatic  tripping  device,  so  that  the  ashes  are  Uken  in  at  the  top 


and  let  out  at  the  boHom,  at  the  will  of  the  operator.  In  front  of 
each  boiler  is  also  fastened  a  scoop  to  prevent  any  of  the  ashes  drop- 
ping downi  on  the  floor  when  the  tires  are  cleaned. 

The  ground  floor  of  the  boiler  room  is  concrete  and  is  provided 
with  the  necessary  traps  and  drains  for  taking  off  water.  In  the 
center  of  the  boiler  room  on  the  ground  floor  is  the  ash  track  with 
overhead  trolley  connections  \\  hereby  ash  cars  are  run  in  under  the 
boilers  and  receive  the  ashes  from  the  ash  hoppers  or  bins. 

At  the  east  end  of  the  building  is  a  large  opening  provided  with 
a  Kinnear  door,  which  permits  the  ash  cars  to  enter  the  building. 
The  ashes  are  then  taken  out  on  a  special  track,  which  connects 
with  the  main  track  about  H  mile  east  of  the  building.  The  ashes 
are  used  for  ballast  and  grading  purposes.  They  are  handled  by 
the  3S-ton  electric  locomotive. 

The  stack  is  1/5  ft.  high  and  25  ft.  square  at  the  base,  which 
extends  up  a  distance  of  25  ft.,  where  the  circular  portion  begins. 
This  is  13  ft.  inside  diameter  and  extends  up  a  distance  of  150  ft., 
being  10  ft.  inside  diameter  at  the  top.  The  top  is  covered  with  a 
steel  capping.  The  slack  is  also  provided  with  a  lightning  rod  of 
No.  00  copper  wire  running  from  the  lop  of  the  slack  to  the  earlh 
and  is  grounded  by  a  large  copper  plate  buried  about  8  fl.  in  the 
ground  and  covered  with  charcoal. 

A  stand  pipe  made  of  steel  plate  is  built  on  the  hill  directly  in 
the  rear  of  the  power  house.  This  stand  pipe  is  iH  ft.  in  diameter 
and  40  ft.  high  and  holds  74,000  gallons  of  water.  It  is  supplied 
by  a  lo-in.  water  main  and  arranged  with  shut  off  gate  valves.  A 
water  float  or  gage  is  arranged  inside  the  pipe ;  this  is  electricallj 
connected  with  a  signal  bell  in  the  pump  room  and  may  be  set  to 
operate  for  any  desired  height,  announcing  boili  liish  and  low 
points. 

SUB-STATIONS. 

There  are  three  sub-stations  located  respectively  al  .'Vnisterrlani, 
r,t  Johnstown,  and  at  Glenville. 

AMSTERDAM  SUB-STATION. 

The  Amsterdam  sub-station  is  in  the  western  part  of  the  city  of 
.\msterdam.  and  is  a  new,  red-pressed  brick  fire-proof  building 
45  X  105  ft.  with  a  steel  truss  roof,  this  building  having  been  erected 
especially  to  receive  the  sub-station  apparatus.  The  roof  was  spe- 
cially designed  and  the  purlins  which  are  bolted  to  the  roof  trusses 
are  drilled  so  that  the  slate  roofing  could  be  fastened  directly  to 
them  by  copper  wire,  no  roof  boards  being  used.  In  order  to  prevent 
moisture  gathering  underneath  the  slate  the  purlins  were  covered 
with   ;^-in.  asbestos.     The  ground   floor   on    which   llie  app.'iralus   is 


CABI.K   VAtrr.T    UNDKIt   .Inl  IXWTi  iWN    St '  l!-HT.\'lli  l.\ 

placed  is  of  concrete,  laid  cm  expanded  nvelal,  which  was  furnished 
by  the  l':x))auded  Metal  Co.  through  James  McKinney  &  Son,  of 
.Albany,  N.  Y.  This  concern  also  furnished  the  iron  stairs  and 
wire  partitions  in  this  as  well  as  the  other  sub-stations  and  main 
power  house. 

It  is  very  essential  that  the  basement  should  be  kept  perfectly 
dry.  The  fomulation  walls  are  24  in.  in  thickness.  The  12-in.  brick 
wall  forming  the  outside  courses  was  first  laid  and  smoothed  tifl' 
lo  a  sidewalk  finish,  .\fter  this  was  laid  it  was  covered  willi 
pitch,  both   sides  and  bolloni    fdining  llic  constnielion  ll   rcseinliled 


4'^2 


strei-:t  railway  ui:\iew. 


(Vol.  Xm.  No.  8. 


.1  litigc  lxi\),  and  aRaiiist  the  wulh  were  put  six  layers  of  specially 
|iri-pari'il  tar  paper,  wiricli  exteniled  up  the  sides  a  distance  of  g  ft. 
from  the  iHilloni.  On  this  was  laid  I  iiL  of  cement  and  sand  which 
covereil  the  lar  paper  in  the  Ijottuin  to  prevent  the  paper  from  \k- 
coniing  punctured  during  the  progress  of  construction.  This  being 
ciiniplcied  the  additional  u-in.  brick  wall  was  laid  on  the  inside. 
On  lop  of  the  i-in.  neat  cement  in  the  bottom  was  laid  6  in.  of 
concrete,  this  making  a  foundation  for  the  partition  walls  which 
carry  the  electrical  apparatus  on  the  ground  floor.  Before  the  lar 
paper  was  laid  on  the  bottom,  the  cellar  was  excavated  a  sufticieni 
depth  to  permit  of  4  in.  of  concrete  being  laid  on  the  solid  rock 
foimdation,  in  order  to  make  a  smooth  surface  on  which  to  lay  the 
paper. 
The  building  is  finished  in  pressed  brick  on  all   four  sides,  and 


panel;  uue  225-kw.  Ij.joo-volt  primary  jsovdlt  secondary  three- 
phase  synchronous  motor  generator;  one  starling  panel  for  zzS'l'w. 
synchronous  motor;  one  JOO-kw.  ajoo-volt  alternating  current  total 
output  panel ;  six  ;J50-kw.  2,300-volt  single-phase  two  circuit  feeder 
panels  for  incoming  feeders;  two  460-kw.  2,.^oo-volt  single-phase 
two-circuit  feeder  panels  for  main  feeders;  six  arc  panels,  each 
for  controlling  one  50-light  constant  current  transformer;  three 
blank  panels;  fifteen  2,500-volt  transfer  switches;  thirty-six  2,000 
volt  lightning  arresters;  and  twelve  arc  circuit  lightning  arresters. 

On  the  three-phase  arc  panels  are  six  ii-ampere  inclined  coiled 
arc  anuneters ;  sixteen  open  circuiting  plug  switches ;  eight  transfer 
plug  switches;  four  plug  switches  for  connecting  adjacent  panels; 
four  short  circuiting  plug  tube  switches;  eight  2,500-volt  primary 
current  IuIkt  switches;   four  2.soo-volt  lube  cxplosiim  fuses  on  back 


PERSPECTIVIC    VIKW    OF    CRADLIi    GUARD, 


faces  on  Division  St.  running  adjacent  to  Henrietta  St.  The 
switchboard  was  placed  on  the  west  side  of  the  building  in  order 
to  get  the  best  light,  as  it  was  feared  that  at  some  future  time  the 
light  of  the  building  might  be  shut  off  by  other  buildings  erected 
near  it.  In  this  station  is  also  installed  a  lO-ton  hand  crane,  which 
runs  the  entire  length  of  the  building  on  girders  supported  by  col- 
umns. This  crane  was  furnished  by  the  Whiting  I'oundry  &  Ma- 
chinery Co.,  of  Harvey,  111.  This  station  is  dcsigiK'd  to  receive 
the  installation  of  both  railway  and  lighting  apparatus,  inasmuch 
as  the  Fonda,  Johnstown  &  Glovcrsville  Railroad  Co.  also  owns 
and  operates  the  Edison  Electric  Light  &  Power  Co..  of  Ainslcr- 
dain,  in  addition  to  the  electric  railway  liiH's. 

The  company  docs  commercial  lighting  and  also  furnishes  arc 
lamps,  225  in  nunilwr.  for  the  city.  The  arc  lamps  are  of  the  series 
alterruiting  inclosed  type,  and  arc  of  the  General  Electric  Cos.  latest 
improved  type.  It  also  docs  a  considerable  busiiwss  in  furnishing 
power  to  local  manufacturers  in  the  city  of  Amsterdam.  All  sta- 
tionary motors  arc  of  the  induction  type,  and  motors  larger  than 
t  h.  p.  are  operated  on  a  220-v<)lt  three-phase  motor  circuit. 

The  railway  apparatus  in  the  Amsterdam  sub-station  consists  of 
three  300-kw.  6oo-volt  25-cycle  three-phase  rotary  converters;  throe 
'5-cycle  330-k\v.  13.200-volt  primary,  370-volt  secondary  three-phase 
air  blast  step-down  transformers :  three  45-k\v.  air  blast  reactive  coils  ; 
two  alternating  blower  sets  each  connected  to  a  350-volt  induction 
motor,  direct  connected  to  a  Buffalo  fan. 

The  switchboard  for  the  railway  apparatus  consists  of  two  1,500- 
kw.  13,200-volt  incoming  line  panels;  iwo6oo-kw\  13,200-voll  outgoing 
line  panels;  three  300-kw.  13,200  volt  a.  c.  rotary  converter  panels; 
three  a.  c.  rotary  converter  starting  panels;  three  300-kw.  600-volt 
d.  c.  rotary  converter  panels;  one  600-volt  d.  c.  total  output  panel: 
five  j,200-ampere,  600-volt  Form  A  feeder  panels;  two  350-volt  a.  c. 
blower  motor  panels;  two  blank  panels;  four  potential  transform- 
ers; twenty-four  15,000  transfer  switches;  twelve  13,200-volt  light- 
ning arresters;  twelve  lightning  arrester  switches;  and  one  750-volt 
Weston  illuminated  dial  station  voltmeter  on  swinging  bracket. 

The  lighting  apparatus  consists  of  two  S40-kw.,  2,300-volt,  60- 
cycle  three-phase  generators  running  at  300  r.  p.  m.,  mounted  on  a 
common  base  and  direct  connected  to  a  S/O-kw.,  13,200-volt,  25-cycle 
three-phase  synchronous  motor.  Each  set  is  also  direct  connected 
to  a  125-volt  loo-h.  p.  direct  current  exciter.  There  is  also  one 
300-kw.,  2,300-volt,  6o-cycle  three-phase  generator  mounted  on  a 
common  base,  direct  connected  to  a  32S-kw.  350-volt  25-cycle  three- 
phase  synchronous  motor,  this  set  being  provided  with  a  direct  con- 
nected 125-volt  direct  current  exciter;  also  one  25-cycle  250-k\v. 
13,200  primary  370-volt  secondary  three-phase  air  blast  step-down 
transformer;  six  50-light  2,300-volt  6o-cyclc  Type  R  oil  cooled 
constant  current  transformers;  eight  6-kw.  6o-cycle  2,300-volt  50- 
ampere  single  phase  regulators. 

The  switchboard  for  lighting  consists  of  two  540-kw.  2,300-volt 
three-phase  generator  panels;  two570-kw.  13,200-volt  three-phase  syn- 
chronous motor  panels ;  one  300-kw.  2,300-volt  three-phase  generator 


of  panel;  and  two  current  transformers.  The  Stanley  recording  watt- 
meters are  used  on  all  lighting  and  power  circuits. 

JOHNSTOWN  SUB-STATION. 

The  sub-station  at  Johnstown  is  in  a  part  of  the  brick  power 
house  that  formerly  operated  the  electric  division  of  the  road  be- 
fore the  new  station  was  completed.  The  part  occupicfl  by  the 
a.  c.  apparatus  is  30x54  ft.  Under  this  part  is  a  large  basement. 
Both  the  ground  and  basement  floors  are  of  concrete.  The  l>asement 
has  three  compartments,  one  for  an  air  blast  chamber,  and  two 
for  the  a.  c.  and  d.  c.  wires,  which  are  on  racks  against  the  walls. 

Installed  in  this  station  are  three  300-kw.  600-volt,  25-cycle  three- 
pliase  rotary  converters;  three  25-cycle  330-kw.  13-200  volts  pri- 
mary, 370  volts  secondary,  thrce-plia.se  air  blast  step-down  trans- 
formers; three  45-kw.  air  blast  reactive  coils;  and  two  alternating 
current  blower  sets,  consisting  of  a  350-volt  induction  motor  and  a 
I'luffalo  fan. 

The  switchboard  comprises  two  i,soo-kw.  13,200-volt  incoming  line 
panels;  three  300-kw.  13,200-volt  a.  c.  rotary  converter  starting 
panels;  three  500-kw.  600-volt  d.  c.  rotary  converter  panels,  one 
600-volt  d.  c.  total  output  panel;  four  1.200-ampere  600-volt  Form  C 
feeder  panels;  two  350-volt  a.  c.  blower  motor  panels;  two  blank 
panels;  six  lightning  arrester  switches;  six  13,200-volt  lightning 
arresters;  four  potential  transformers,  and  fifteen  15,000-volt  trans- 
fer switches.    The  oil  switches  in  this  station  are  operated  by  hand. 

The  potential  transformers  are  connected  to  line  and  used  for 
overload  relays,  to  wattmeters.     On  the  total  output  panel  arc  one 


DETAIL  OF  CRADLE  BAR. 

2.2O0-anipere  Bristol  recording  ammeter;  one  750-voll  Bristol  re- 
cording voltmeter;  one  600-volt  1,200-ampere  Thomson  recording 
wattmeter.  There  is  also  one  750-volt  Weston  illuminated  dial  volt- 
meter on  a  swinging  bracket. 

GLENVILLE  SUB-STATION. 
1  he  (ilenville  sub-station  is  on  the  main  line  of  the  road  between 
.\nisterdam  and  Schenectady  and  is  near  the  center  of  electrical 
distribution.  It  is  also  adjacent  to  the  New  York  Central  tracks 
at  what  is  known  as  the  Washout  Bridge.  It  is  33x44  ft.,  one 
story   and    basement.     The   ground   and    basement    floors    are    of 


Aug.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


493 


concrete  and  the  building  is  fire  proof  throughout.  The  outside 
is  finished  in  pressed  brick  with  a  projecting  cornice.  The  interior 
is  painted  with  white  enamel  paint,  has  a  toilet  room,  and  is  heated 
with  small  low  pressure  heater.  The  basement  has  four  compart- 
ments, two  for  the  wires  and  cables,  one  for  the  cold  air  duct, 
and  the  other  is  used  as  a  passage  way  and  for  the  storage  of  coal. 
On  the  ground  floor  is  a  store  room  for  small  supplies. 

In  this  station  there  are  installed  two  300-kw.  600-volt,  25-cycle 
three-phase  rotary  converters;  two  25-cycle  330-kw.  13, 200- volt  pri- 
mar>%  370-volt  secondary  three-phase  air  blast  step  down  transform- 
ers; two  45-kw.  air  blast  reactive  coils;  two  alternating  current 
blower  sets  consisting  of  350-volt  induction  motor  direct  connected 
to  a  Buffalo  fan. 

The  switchboard  has  two  600-kw.  13,200  incoming  line  panels; 
two  30O-kw\  13,200-volt  a.  c.  rotao'  converter  panels;  two  a.  c. 
rotary  converter  starting  panels;  two  300-kw.  600-volt  d.  c.  rotary 
converter  panels,  one  600-volt  d.  c.  total  output  panel ;  two  1,200- 
ampere  600-volt  Form  .\  feeder  panels;  two  3SO-volt  a.  c.  motor 
blower  panels;  two  blank  panels;  one  7SO-volt  station  voltmeter; 
si.\  13,200-volt  lightning  arresters;  si.x  lightning  arrester  switches; 
and  fo.-.r  potential  transformers. 

HIGH  TENSION  FEEDERS. 

From  the  main  power  house  to  the  .-Vmsterdam  sub-station  four 
high  tension  feeders  are  used.  .An  extra  wire  was  used  instead  of 
using  a  duplicate  set  of  feeders.  This  additional  wire  is  so  arranged 
at  the  switchboards  at  each  end  that  should  there  be  trouble  of 
any  kind  on  any  one  feeder,  the  extra  wire  can  be  cut  in  to  take 
the  place  of  the  one  that  is  not  working.  The  high  tension  wires 
on  the  cross  arm  of  every  fifth  pole  are  numbered  so  that  when 
the  repair  man  is  sent  out  to  investigate  trouble  on  any  one  line. 
he  can  readily  trace  the  wire  without  having  to  climb  the  pole 
No  transposition  is  used  on  the  line  and  the  wires  are  not  pyra- 
mided. On  account  of  the  lighting  load  in  the  Amsterdam  sub- 
station a  No.  o  wire  is  used.  At  the  Amsterdam  sub-station  there 
is  a  set  of  incoming  high  tension  feeders  and  a  set  of  outgoing 
high  tension  feeders.  This  is  done  for  safety,  as  the  high  tension 
wires  to  the  Glenvillc  sub-station  lead  out  from  the  Amsterdam 
sub-station.     Ihe  wire  of  the  Glenville  station  is  No.  2. 

From  the  main  power  house  to  the  Johnstown  sub-station  three 
No.  2  high  tension  wires  are  run.     As  no  lighting  was  to  be  done 


and  dead  ended,  and  a  right  angle  connection  is  then  made  to  the 
other  set  of  cross  arms,  a  special  terminal  to  fit  the  different  sized 
wire  being  used,  and  all  connections  soldered. 

Where  d.  c.  feeders  are  turned  at  corners,  double  blocked  arms 
are  used.  The  wires  are  carried  across  and  dead  ended  to  guy 
poles  by  Brooklyn  "Strains",  and  the  wires  in  the  opposite  direction 


'■RADI.KS       I  ■    r.       lltOTF.l-rr.Vr;      TBr.EPHONE      WJUK.S      FROM 
ll|i;ll-'l'K.\SM>.V    M.VIOH. 

Ir</ni  t\u>   station   il   was   not   ihought  necessary  to  carry  the  extra 
wire  to  this  station. 

Where  high  tension  wires  are  turned  at  corners  a  special  crib 
work  is  constructed,  the  poles  being  set  at  Ihe  corner  of  a  square, 
tack  guyed  from  all  corners,  and  having  special  double  cross-arms 
Inxing  the  s<juare.  Two  sets  of  arms  arc  used  one  al)Ove  the  other. 
The  wire*  are  brought  across  the  square  on  one  set  of  cross  arms 


ROADBED  AND  LINE  foNSTUUCTlON   ON   TANGENTS. 

are  held  in  place  the  same  way  and  taps  arc  made  at  right  angles 
comiecting  the  two,  thus  holding  the  corner  pole  in  place. 

Locke  No.  100  chocolate  colored  insulators  are  used  on  all  high 
tension  work.  .\11  high  tension  pins  are  Locke  No.  13  with  parafifined 
wood  top  and  ^i-in.  galvanized  steel  bolt.  For  straight  line  to 
carry  500,000  and  300,000-c.  m.  d.  c.  feeders  6-in.  double  petticoat 
glass  iiLsulators  are  used.  On  long  curves  No,  2  Hemingray  extra 
heavy  cable  glass  insulators  and  on  sharp  curves  the  "Hlectrosc" 
cable  insulators  with  i!4-in,  steel  pin  were  used.  For  dead  ending 
high  tension  wire  a  G.  E.  imported  Italian  porcelain  cable  rack 
insulator  was  employed. 

OVERHEAD  LINE. 

Nearly  all  of  the  interurban  lines  are  double  track  and  the  over- 
head work  is  mostly  center  pole  construction.  Poles  on  straight 
line  are  set  go  ft,  apart  and  75  ft,  to  80  ft,  in  curves.  Cedar  poles 
are  used  almost  entirely  and  were  furnished  by  the  E,  E,  Naugle 
Tie  Co.  of  Chicago,  From  the  main  station  to  each  of  the  sub- 
stations 35-ft,  center  poles  were  used  along  the  company's  right  of 
way,  these  poles  also  carrying  the  high  tension  lines.  In  the  cities 
the  construction  is  span  wire  and  side  bracket.  The  liigh  tension 
cross-arms  are  3)4  >>  4M  '"■  x  10  ft,  and  are  bored  to  take  four  %-'\n. 
steel  pins  spaced  3  ft,  on'  center.  The  low-tension  arms  arc  also 
3^  X  4.>4  in.  X  10  ft,  and  are  bored  to  lake  a  I'/a-in,  standard  pin. 
All  braces  are  U-shaped  made  in  one  piece  i!/x5-l6  hi,,  and 
double  galvanized.  All  arms  are  fastened  to  poles  by  -J^-in,  gal- 
vanized bolls  that  arc  bolted  through  the  poles.  All  braces  are. 
boiled  through  the  arm  with  a  !/2-in,  galvanized  bolt.  A  one  piece 
galvanized  iron  back  brace  is  also  used  in  holding  arms  in  place. 
The  braces  are  put  on  every  fifth  pole.  All  poles  are  stepped  with 
a  5^  X  lO-in,  galvanized  pole  step.  Steps  start  8  ft,  above  tlic  rail. 
All  poles  on  curves  are  double  armed  and  blocked,  for  both  high 
and  low  tension  work. 

All  of  the  galvanized  U-braces  and  back  braces  were  furnished 
by  the  Mayer  &  Englund  Co,,  as  well  as  nearly  all  n[  ihc  bolls, 
pole  steps,  etc. 

The  bracket  arms  for  supporting  the  trolley  wires  were  furnished 
by  the  Mayer  &  Englund  Co,  and  are  a  modification  of  the  "Key- 
stone" type  No,  181,  a  number  of  changes  having  been  made  to 
strengtlieii  the  bracket  and  in  the  method  of  attaching  to  the  pole, 

.All  curves  on  center  pole  construction  have  a  guy  pole  set  opposite 
the  center  pole  and  a  bridle  is  extended  from  one  pole  to  the  other 
to  which  the  pull-off  wires  are  attached.  All  connections  from 
center  poles  are  made  with  5-16-in,  semi-steel  galvanized  cable  at- 
tached to  ihe  center  and  pull-olT  pole  by  a  galvanized  eye  bolt. 
Nearly  all  guy  poles  arc  back  guyed  to  an  8-in,  Stombaugh  guy 
anchor  and  they  are  also  connected  to  a  'A  x  is-in.  galvanized  turn 
buckle  and  5-16-in.  galvanized  semi-steel  cable  and  eye  bolt  tu  the 


4'H 


STRKKT    KAll-WAV    Ki:Vli:\V. 


IVou  XIll.  Nu.  K. 


Kiiy  pole.     Oil  curves  ami  in   wil    places    where  the  earlh    was    in 
any  way  loose,  pules  were  cither  liarreleU  or  set  in  cuncrete. 

On  .spiin  wire  construction  a  5-iOin.  ^-strand  galvanizcti  semi- 
itevi  calilc  is  used  with  a  jy'j-m.  IkiM  strain  insulator  with  an  eye 
and  clevis.  The  clevis  is  fastened  In  a  Knlvani/cd  eye  boll  thai 
passes  ihrouKh  the  pole  and  the  eye  made  up  into  the  span. 

.Ml  cahlcs  and  feeders  are  dead-ended  lo  .Xnderson  hronze  Rrook- 
lyn  strain  insulators. 

The  trolley  wire  is  No.  0000  grooved.  The  overhead  material 
is  of  the  Mayer  &  liiighuul  "Key.slone"  type  and  Mayer  &  ICngluinl 
and  Anderson  insulators  were  n>ed  ihronghoul.  The  ears  an>' 
linmzc  fceil-iii  bells  were  furnished  b  ythe  Mayer  S;  KiiKlund  Co.,  and 
llie  C'enlral  I'liiim  lirass  Co.  of  St.  1-onis.  The  round  ly|K-  haufier 
with  mallealile  iron  shell  and  Win.  Imll  was  ns<>d.  these  lieiuK  of 
the  Mayer  &  ICnglund  and  the  .Vmlersou  manufacture. 

Mechanical  ears  are  used  throughout.  On  the  sirniglu  line  ami 
pnll-ofTs  a  O'/a-in.  4-screw  bronze  ear  is  used  lapiK-d  for  a  y^-in.  stud. 
.Ml  strain  cars  arc  loj^-in.  bronze  with  six  .screws  lapped  for  J^-i"- 
stud.  All  splicing  cars  are  bronze  tapped  for  ^-in.  stud  willi 
scildereil  cuds  turned  up.  The  McCallcii  extra  heavy  sectional  line 
insulators  furnished  by  the  Mayer  &  Englund  Co.  are  used. 

Kvcry  2,500  ft.  a  General  Electric  M.  I),  lightning  arrester  is 
placed,  connected  above  the  feeder  span  with  a  kick  coil  and 
grounded  to  the  four  rails  and  also  to  a  copper  plate  J4  x  24  x  ^^  in. 
linrieil  in  the  ground  a  depth  of  4  ft.  and  covered  wilh  a  heil  of 
charcoal. 

Every  500  ft.  is  a  feeder  span  which  connects  the  two  feeders 
and  the  two  trolley  wires,  the  couneclious  In  the  trolley 
wires  iH'iug  made  wilh  a  hronze  feed-in  hell;  also  a 
lo'/2-in.  feed-in  ear  with  a  ^-in.  galvanized  bolt  and  a 
galvanized  lock  washer  fastens  the  feed-in  Iwll  to  tlu 
ear.  The  feed-in  bell  is  crimped  onto  the  feeder  .span 
and  a  tap  is  also  taken  off  from  the  feeder  span  con 
necling  into  a  feed-in  car  and  fastened  with  two  sei 
screws.     No.  00  copper  wire  is  used  for  all  feeder  spans. 


e<|nipped    wuli   two  G.    E.  (17   motors.      Ilotlies   furnished   by   J.    M. 
Jones'  Sons,  and  the  Jackson  &  Sharp  companies. 

Nine  single  truck  lo-l)ench  uikmi  cars  inounted  on  laylor  single 
trucks  and  each  c<|uipped  with  two  G.  E.  67  motors.  Bodies  fur- 
nishcil  by  J.  M.  Jones'  Sons. 

hour  of  ihe  closed  and  four  of  the  open  cars  are  cquip|ied  with 
the  Westinghousc  magnetic  traction  brake,  as  ihese  cars  operate  on 
ilie  llagaman  Division  where  a  grade  of  14  per  cent  is  encountered. 

One  35-ton  electric  locomotive  built  in  the  company's  shop.  This 
is  e(|uip|H-d  with  Taylor  extra  heavy  M.  C.  B.  locomotive  lyiw 
double  trucks,  four  G.  E.  73  motors,  Westinghouse,  air  brake,  air 
whistle  and  bell. 

I'onda  or  Ciyadulla  Division. 

l"our  double  truck  closed  cars,  liodies  made  by  the  Gilliert  Car 
Co.  and  mounted  on  Taylor  swing  IkiIsUt  double  trucks,  equippeil 
with  two  Wesiinghouse  56  motors,  Westinghouse  air  brakes  ami 
whistles.  Car  Ixidics  arc  34  ft.  f)  in.  over  all  ami  fitleil  wilh  bag- 
LMKc  and   smoking  compartment. 

I.cK;al  Line — Johnstown  and  Glovcrsville. 
KUven  closed  cars  29  fl.  over  all.  built  by  the  J.  G.  lirill  Co., 
0(|uippcd  with  McGuire  single  trucks,  and  two  G.  E.  1,200  motors 
per  car.  Sixteen  open  cars,  five  of  these  Ixring  15-bench,  built  by 
Jones'  Sons  of  'Troy,  N.  Y.,  and  etiuipped  wilh  Taylor  swing  mo- 
lion  double  truck,  and  four  (i.  E.  67  motors  and  Chrislensen  air 
brakes;  It  are  io-l>cnch  cars  built  by  the  Ellis  Car  Co.  and  e(|uipped 
with    Taylor  single  Inicks  ami  iwo  \Ve^Iiughou^e  49  nifilors. 


PROTECTED  CR.VDLES. 
I'or  preventing  telephone  and  telegraph  wires  from 
coining  in  contact  with  higji  tension  wires,  a  special 
cradle  or  grill  is  suspended  at  every  crossing  where  tlicrc 
is  any  possibility  of  danger  from  this  source.  The  cradle 
consists  of  maple  strips  I  x  2  in.  x  12  ft.  long,  which 
are  suspended  .side  by  side  a  few  inches  apart  in  the 
manner  shown  by  one  of  the  engravings.  At  the  ends 
of  the  strips  arc  attached  upright  iron  strips,  the  whole 
arrangement  forming  a  perfect  cradle,  which  will  effectively  catch 
and  hold  the  ends  of  wires  in  the  case  of  breakage. 

FEEDERS. 

The  three  substations  are  connected  with  one  500.000-c.  m.  and 
one  300.000-C.  m.  feeder  and  the  two  No.  0000  trolleys  are  arranged 
lo  be  fed  either  joinlly  or  independently  from  either  sub-slalion 
The  lines  arc  opened  at  the  cxlrcme  end  of  electrical  distribution 
and  held  in  place  by  McCalleu  extra  heavy  sectional  line  insulators 
The  lines  entering  each  sub-station  are  divided  and  connected  with 
indei>endent  feeder  panels,  so  that  each  section  is  controlled  by  the 
swilchlxiard  operator.  Pole  line  circuit  breakers  and  switches  arc 
also  used  to  further  cut  the  lines  into  sections  so  that  a  large  luim- 
lier  of  combinations  of  lines  and  cut  outs  can  be  obtained  and  the 
liest  results  secured  from  all  copper  in  use. 

In  connection  with  the  large  cables  ihat  lie  llie  sub-sialions  to- 
selher  there  are  a  number  of  smaller  feeders  for  local  sections.  The 
feeilcrs  from  Johnslown  sub-station  aggregate  4,000,000  c.  m. ;  from 
.\nislerdam  sulvstation,  3,000.000  c.  ni. ;  and  from  Glenvillc  sub- 
station 1,500.000  c.  m. 

The  ground  return  feeders  at  the  Johnstown  sub-station  aggre- 
gate 2.500,000  c.  m.  in  area,  500,000  of  ibis  being  an  overhead  return 
for  a  distance  of  about  four  miles  connecling  to  the  track  at  diffcrcni 
l«>ints.  .\msterdam  sub-station  has  2.000.000  c.  m..  and  Glenvillc 
sub-stalion  1,000,000  c.  m.  in  ground  returns.  .Ml  joints  are  bonded 
with  a  No.  ooco  "Crown"  rail  Inmd  furnished  by  the  .American  Sleel 
&•  Wire  Co. 

C.\R  EQl'IPMENT. 

The  rolling  stifcck  is  as  folhiw^: 

.\mslerdam  T)ivision. 

Nine    single    truck    closed    cars    mounted    on     Taylor    trucks    and 


T.WI.nl;   TJilCK    Idl:    IN'TIOItriiH.V.V    LINK. 

Inierurban   Line. 

lught  double  truck  closed  cars  built  by  the  St.  Louis  Car  Co. 
These  have  steel  floor-framing,  and  double  floors  and  are  mounted 
on  Taylor  extra  heavy  swing  motion  M.  C.  B.  double  trucks.  They 
are  equipped  with  four  G.  E.  73  motors.  Wesiinghouse  air  brakes 
and  whistles  and  have  smoking  and  toilet  rooms,  water  cooler,  etc. 
Male  &  Kilhuni  high  back  .seals  with  head  rests  are  used  and  bundle 
racks  run  the  entire  Icngih  of  car.  'The  cars  arc  filled  with  mnlliple 
unit  control.  They  are  heated  by  Ihe  Peter  Smith  hot  water  .sy>- 
teni.  Electric  lights  arc  placed  over  each  seal.  .\  telephone  system 
connects  each  end  of  the  car,  and  is  also  arranged  lo  Ik'  used  in 
calling  up  the  office,  so  the  motornian  and  conductor  can  lalk  with 
each  other  from  either  platform  and  also  with  Ihe  office.  .Motors  are 
geared  lo  run  45  miles  per  honr.  The  trucks  will  be  filled  with  steel 
lired  wheels  furnished  by  the  Standard  Wheel  Works,  of  Phila- 
ilclphia,  ami  equipped  with  Mausell  retaining  rings. 

Four  double  truck  trail  cars  fitted  up  siinilar  to  ihe  eight  motor 
cars,  the  only  diflference  l)eing  they  are  not  ecpiippcd  with  inoiors 
at  present.  These  trail  cars  are  mounted  on  Si.  Louis  Car  Co. 
extra  heavy  double  trucks. 

Eight  double  truck  closed  cars  built  by  the  St.  Louis  Car  Ci-. 
These  have  Si.  Louis  Car  Co.  reversible  seals  and  each  car  is 
equipped  with  Si.  Louis  double  truck  and  four  G.  E.  57  motors 
and  Chrislensen  air  brake.      The  car  bodies  are  47  fl.  6  in.  over  all 

.•\11  cars  on  inierurban  lines  carry  a  full  set  of  sleam  railroail 
signals. 

Snow  Plows  and  Sweepers. 

Two  McGuire  single  truck  sweepers,  equipped  wilh  two  G.  E. 
67  motors  on  Ihe  trucks  and  one  G.  E.  67  motor  to  operate  Ihe 
brooms;  two  Wason  Manufacturing  Co.  double  truck  plows,  equipped 
with  Wason  truck  and  four  G.   E.  57  motors,  and   Chrislensen  air 


Air..  JO.  igo.v] 


STREET    R.-\IL\V.\Y    RE\'IEW. 


495 


lirakes;  one  Pollard  &  Co.  plow  eqviipped  «iih  two  G.  E.  1.200 
molors  and  Pollard  truck;  one  Stephenson  plow  equipped  witli  twu 
(1.  E.  57  motors,  McGnire  truck. 

RKI'AIK    .SIK)FS. 

The  rei>air  shops  of  the  company  are  at  Glovers\ ilic.     Ihe  plant  is 
eipiipped  t<i  do  all  ordinary  repair  work  that  might  be  necessary  tor 
a  road  of  this  size.  Ixjing  fitted  with  lathes,  drill  presses, 
shapers,  boring  mill.  etc.      The  machine  shop  is  165  .x  50 
ft. ;  the  carpenter  and  paint  shop,  1 14  .x  52  ft. ;  the  store 
house  90  X  JO  ft. ;  a  foundry.  75  x  40  ft. ;  car  sheds  235  x 

34  ft.;    blacksmith   shop   40x30  ft.;   car   ham   for   the 
storage  of  electric  cars  150x68  ft.;   storage  barn  108  x 

35  ft.     Here  all  the  repair  wt^rk.  armature  winding,  etc.. 
is  done. 

.\t  Amsterdam  is  a  brick  car  barn  .io  x  200  ft.  with 
four  tracks.  This  barn  is  fited  up  to  do  light  repairs. 
has  two  pits  80  ft.  long;  the  whole  is  covered  with  a 
granitoid  (ioor.  Here  is  also  the  office  of  the  Amster- 
dam Division  of  the  F..  J.  &  G.  R.  R.  and  the  office  ami 
store  rocms  of  the  Edison  Electric  Light  &  Power  Co. 

The  main  oSices  of  the  company  arc  at  (iloversvillc 
where  are  the  hca<I(iuartcrs  of  the  president,  general 
superintendmt  and  the  auditing  dtpartmer.t. 

Offices  for  the  sale  of  tickets  for  eUctric  division  only. 
arc  locateil  at  Gloversville,  Johnstown,  .Amsterdam  :inil 
Schenectady   in   the  Imsiness  portion  of  each   city. 

RA  Ti:  OF   KAKi:. 

Comnnnalion  tickets  are  sold  between  Gloversville  and  .Vmsler- 
ilam;  .Amsterdam  and  Schenectady;  .-\mslcrdam  and  Trilics  Hill. 

.\  special  workiugmau's  ticket  is  .sold  K'twcen  Gloversville  and 
Johnstown  good  between  certain  hours  of  the  niorniug  and  evening. 
for  .s  cents. 

Gloversville  to  Johnstown,  10  cents:  to  .\msteiilain.  4.s  cents;  to 
.Schenectady,  70  cents;  to  .Albany.  Q.S  cents. 

Johnstown  to  .Am-lerdam.  3,s  eeuls;  ti>  Schenectady.  (<o  cents;  to 
Albany.  85  cents. 

.Amsterdam  to  Schenectady,  25  cents;  to  .Albany,  50  cents. 

ROl'ND  TRIP  FARE.S, 

Gloversville  to  .Amsterdam,  75  cents;  to  Schenectady,  $1.20;  to 
.\lbany,  $1.60. 

Johnstown  to  .Amsterdam,  rto  cents;  to  Schenectady,  $1.05;  to  Al- 
l:any.  $1.45. 

.Anvsterdam  to  Schenectady.  45  cents;  to  .Albany,  85  cents. 

.Coniniulation  tickets  are  sold  good  for  .S4  rides  and  they  must  be 


PARKS. 
The  company  has  a  mnnbcr  of  pleasure  parks  and  picnic  grounds 
along  its  different  lines.  The  most  notable  of  these  is  Sacandaga 
Park,  which  is  without  doid)t  one  of  the  most  beautiful  spots  to  bo 
loiuul  m  this  part  of  the  country.  It  is  owned  and  operated  by  the 
railroad  company.  There  are  three  large  hotels  at  the  park  and  a 
>unnner  theater  that   is  run  every   night   during  the   season   excepi 


KIl.V.M 


HMrd  within  one  month  from  dale  of  issue  and  are  not  transferable. 

Hic  ralc»  arc  as  follows; 

(iloversvillc  to  Amsterdam .  $r j.oo 

Johnstown    to    Amsterdam lo.co 

■Amtlcrdam  to   .Schenectady 900 

Anitterdain  to   Trltics  Mill 4-«> 

'ihi«  rate  \%  alx>ut  one  cent  per  mile. 


I'-H.v.MK    ST.    I.Ol'lS    CAR    FOR    K()N1>.\.   ,I(  )11N.ST(  I \VN    * 
(■.I,()VKRSVIL1.1';    RV. 

Sunday,  the  ihe.'itrical  attractions  being  furnished  by  Gorman. 
PrcHily's  Concert  I'.and.  of  Hoston.  is  engaged  for  the  season,  and 
lliree  concerts  daily  are  given.  There  are  a  miniature  railroad,  base 
ball  grounds,  merry-go-round,  water  toboggan,  picture  gallery,  shoot 
llie  chutes,  bathing,  boating,  burros  for  the  children  to  ride  011,  large 
dancing  pavilion,  and  restaurants.  I  he  company  owns  and  rents 
llie  sites  for  over  150  cottages  and  many  people  from  New  A'ork 
City  spend  the  sunnner  here.  The  company  owns  Ihe  hotels  and  all 
the  furnisliings.    llie  sumnur  populalion  of  the  resort   is  aboul  J,<)00. 

KOLHl'.. 

The  road  from  Sulphur  Spring  Jinuiiim  to  corner  Market  ami 
Main  St..  .Amsterdam,  is  10.5  miles,  all  double  track,  excepting  1.23 
miles  through  .Akin.  Hetween  .Akin  and  Sulphur  Spring  Junction,  a 
ili^lance  of  7.05  niile^.  llie  approximate  excavation  was  150,000  en. 
J  d.  and  the  approximate  cmbankmeiU  was  160,000  cu.  yd.  Thf 
longest  curve  is  1060  ft.,  this  being  a  6  degree  curve.  The  longest 
tangent  is  i.oi  miles.  The  total  curvature  between  .Akin  and  Sul- 
phur Spring  Junction,  a  distance  of  7.5  miles,  is  593  degrees  26  min- 
utes. On  this  section  there  are  12  overhead  bridges 
a)ul  8  highway  crossings. 

Sl'RF.L  VIADl'CT. 

On  the  main  line  near  the  central  power  house  is 
a  steel  bridge  or  viaduct,  having  a  total  length  of 
584  ft.  riu'  steel  work  is  of  the  plate-girder  con- 
slnulion,  all  tower  girders  being  .30  in.  deep  and  all 
inlciiurcliate  girders  being  72  in.  deep.  The  supports 
rest  on  concrete  pedestals,  having  lime  stone  caps 
4  X4  ft.  N  18  in.  The  abutments  and  bridge  seats  are 
eoucrele.  Ihe  grc.ilest  height  of  the  bridge  is  72  ft. 
;ilici\e  llie  bid  of  the  creek.  'I'hcre  iw  a  4-ft.  plank 
w;ilk  along  each  outside  edge  of  the  viaduct,  pro- 
leeled  by  gas-pipe  guard  railing. 

sciii';ni;ci  ADY  extension. 

'1  he  Schenectady  extension  of  the  1'".,  J.  &  G.  R.  R. 
is  the  new  division  of  the  system  between  .Amster- 
dam and  .Sclienerlady,  which  are  about  16  miles 
a|i,'irt. 

.\iiisierdani  is  ill  a  portion  of  the  Mohawk  Valley  which  is  ranked 
.lulling  Ihe  world's  beautiful  spots.  The  city  is  on  the  north  side 
of  the  river  and  extends  back  onto  the  hills,  which  rise  gradually 
from  the  water's  edge.  .Amsterdam  is  the  scat  of  large  knitting 
mill  inleresis.  I  lie  Chnctcncunda  Creek  furnislics  water  power  for 
the  mills,  which  for  the  most  part  arc  situated  on  ils  bank.  Bcsid' 
the  milling  inleresis,  broom  factories,  boiler  and  iiiailiine  shops,  ele 


4% 


STki:i:T    RAILWAY    KKVIKW. 


|V(.i,   Xlll.  No.  8. 


give  the  town  a  pcrmnnciH  pupiilaliun  o(  25.000,  and  its  gruwtli  is 
assured.  The  valley  narrows  lo  the  eastward  and  ;n  llofTmans. 
where  the  high  limeM<inc  bliiff  has  defied  the  wear  of  the  river  for 
ag>;s,  the  rocks  rise  250  ft.  aliove  the  vallej,  forming  a  bold  point  i 
the  landsca|>e  which  is  in  plain  view  of  Amsterdam  and  Schenectady. 
Eastward  from  llofTmans  the  hills  fall  hack  from  the  river  .nml  tli 


Ji-Tu.\    Kl.liCTKlC    LOCOMOTIVK     .\M)    TIt.MN 


narrow  valley  spreads  out  into  a  flat  country,  probably  the  ancient 
delta  of  the  Mohawk. 

In  the  center  of  this  delta  is  the  city  of  Schenectady.     Here  ai 
the  General  Electric  Works  and  Schenectady  Locomotive  Works. 

It  is  fortunately  situated  for  a  commercial  center  on  the  lines  of 
the  New  York  Central  and  D.  &  H.  railroads  with  West  Shore  K.  R. 
connections  across  the  river.  The  Erie  Canal  passes  through  the 
main  part  of  the  city,  and  recently  electric  lines  have  been  built  tt 
Troy,  Albany,  and  a  fast  line  is  under  construction  to  Saratoga. 

The  management  of  the  Fonda,  Johnstown  &  Gloversville  R.  R 
was  cognizant  of  the  public  demand  for  fast  and  sale  transporta- 
tion, and  the  location  of  the  line  was  placed  in  the  hands  of  Cham- 
bers &  Hone,  consulting  engineers,  of  New  York,  with  instructions 
to  locate  a  double  track  line  with  steam  road  grades  and  light  curva- 
ture. The  surveys  were  begun  in  the  spring  of  igoi  and  completer 
in  November  of  the  same  year.  The  time  consumed  in  location  was 
well  spent.  I  he  difficult  features  were  given  proper  weight,  and 
time  was  allowed  for  a  proper  study  of  the  natural  obstacles  to  be 
overcome  or  avoided. 

The  surveys  were  conducted  under  the  immediate  direction  of  M 
Thompson,  of  New  York,  who  resigned  in  September,  1901,  and  Mr 
W.  C.  Hebard,  C.  E.,  carried  on  the  work,  and  under  his  super- 
vision the  grading  was  almost  completed.  When  the  contract  with 
Chambers  &  Hone  expired,  in  January,  1903,  Mr.  Hebard  severed  his 
coraiection  with  the  work,  and  Mr.  C.  A.  I).  Bayley,  C.  E.,  too' 
charge  as  engineer  for  the  railroad  company  and  completed  tli 
grading  and  track  laying. 

The  contract  was  awarded  lo  Pitts.  Hankins  &  Trundle,  of  Vir- 
ginia, who  commenced  work  in  Noveinber,  1901.  Their  section  ex- 
tended from  Amsterdam  east  ten  miles  through  the  most  difficult 
portion  of  the  grading.  Crage  &  Co.,  of  Buffalo,  secured  the  next 
section  east,  which  terminated  at  the  Rostun  &  Maine  R.  R.  i.i.fi  miles 
from  .'\msterdam. 

The  nature  of  the  work  under  each  of  the  three  contracts  was  dif- 
ferent. Pitts,  Hankins  &  Trundle's  section  included  the  .steep  side- 
hill  work  through  ground  which  had  Iwen  subject  to  action  of 
water  and  ice  in  geological  periods,  and  they  encountered  material 
varying  from  sand  to  solid  rock.  Ulue  clay  and  boulders,  quicksand 
and  blue  mud  were  frequently  met  with. 

The  next  section  to  the  last  was  in  a  flat  country  well  drained 
by  the  great  depth  of  gravel  composing  it.  and  the  road  was  built 
without  difficulty.  The  gravel  taken  out  of  the  ditches  formed  tin 
shallow  embankments. 

On  each  section  there  was  considerable  work  to  do  l>efore  a  track 
could  be  laid,  and  this  was  done  by  the  railroad  company  under  the 
direction  of  its  own  engineers  and  forces  and  completed  in  June. 
1903. 


I  he  feature)  of  technical  interest  in  ninltcrs  of  cimstruction  are 
naturally  the  general  methods  of  location  and  results  secured. 

The  road  is  lu-arly  all  upon  private  right  of  way.  Highways 
arc  crossed  at  grade  and  wherever  practicable  overhead  rail- 
road crossings  have  licen  built.  Side  hill  location  was 
adopted  in  order  10  secure  grades  and  line  with  the  result  of  a 
total  curvature  of  749°  for  the  15.75  miles  with  tangents  as  great 
as  6,800  ft.  in  length.  The  tangents  east  from  llofTmans  are  re- 
spectively 4,55.?  ft..  3,050  ft.,  1,250  ft  .  1.402  ft.,  2,079  ft..  1,585  ft., 
4.832  ft.,  2.279  ft.,  6.868  ft.,  3,868  ft.,  3,860  ft.  and  3.663  ft.,  showing 
over  46  per  cent  of  the  line  is  composed  of  tangents  from  i.ooo  10 
6,000  ft.  in  length.  The  general  profile  is  a  rising  gra<le  from  Amster- 
dam to  HolTmans,  six  miles,  and  thence  east  aliout  four  miles  a 
descending  grade  to  the  flats.  The  five  miles  across  the  flats  is  al- 
most level. 

The  maximum  grade  is  1.5  fur  500  ft.  at  an  under  grade  crossing 
which  is  worked  as  a  momentum  grade,  there  being  no  possibility  of 
a  regular  stop  ever  being  ordered  at  any  point  on  the  grade.  The 
next  heaviest  grade  is  1.25  for  1,500  ft.  at  an  under  grade  crossing 
with  the  New  York  Central.  Grades  on  the  remainder  of  the  linr 
vary  from  o.t3  to  0.89. 

The  water  is  well  taken  care  of  by  concrete  arches,  bridges  and 
piljc  culverts.  .'Ml  masonry  is  coiKretc  of  1-3-5  mixture  of  portlant 
cement,  sand  and  stone  respectively.  Pipes  are  protected  by  con 
Crete  headwalls  and  all  joints  are  calked  and  cemented  except  in  cast 
iron  pipes  where  lead  was  used  for  joints;  6.200  cu.  yd.  of  concreK 
were  laid  in  abutments,  headwalls  and  arches. 

I'he  roadbed  is  30  to  40  ft.  wide  in  cuts  and  26  to  28  ft.  on  em- 
bankments. Slopes  in  cuts,  according  to  material,  are  i  to  i  to  2  ti. 
I.  The  complete  roadbed  required  a  movement  of  300,000  cu.  yd 
of  material,  the  heaviest  work  being  at  Hoflimans  at  the  under  grade 
crossing  of  the  New  York  Central  and  at  the  sand  cut  near  Sche- 
nectady. The  completion  of  the  1. 1  miles  at  HofTmans  required  a 
movement  of  54.500  cu.  yd.  of  material  and  12.500  cu.  yd.  was  hard 
limestone.  The  0.49  mile  at  the  New  York  Central  sub-grade  cross 
ing  necessitated  a  movement  of  26,600  yards  and  over  100,000  yards 
were  taken  out  of  the  sand  cut  west  of  Schenectady.  The  greatest 
ditficulties  were  met  with  at  a  20,000-yd.  cut  just  west  of  HofTmans, 
where  blue  clay  and  boulders  were  encountered.  This  hard  core 
was  covered  with  a  12  or  13  ft.  layer  of  rotten  rock  and  washinf 
which  became  semi-liquid  when  saturated  with  water.  The  cut 
was  taken  out  successfully,  but  the  winter  and  spring  saturated  the 
layer  of  soft  material  on  the  core  of  blue  clay  and  the  spring  thaws 
caused  a  continual  sliding  of  the  semi-liquid  mass  which  filled  the 
cut  to  a  depth  of  12  to  14  ft.  Owing  to  the  difficulty  in  handling 
ihis  soft  material,  it  was  decided  to  go  around  the  cut  and  allow 
the  slide  to  dry  out,  and  then  take  it  out,  which  accounts  for  the 
temporary  line  around  this  cut 
when  the  road  was  opened  July 

I,   1903- 

The  track  will  be  gravel  bal- 
lasted and  further  protected 
from  water  by  ditches  5  W  7 
ft.  from  the  outer  rail  and  of 
suflicient  depth  to  thoroughly 
drain  the  sub-grades.  The 
track  is  of  a  solid  construc- 
tion consisting  of  cedar  ties 
laid  17  to  a  33-ft.  80-lb.  T-rail 
connected  by  4-hole  Weber 
joints.  Tie  plates  are  used  ^ 
all  curves  and  hard  wood  tu 
are  substituted  for  cedar  at 
points  where  curvature  is  over 
8  degrees.  .Ml  switches  and 
crossovers  are  trailing  and  of 
standard  dimensions. 

Tt  has  been  the  object  of 
the  engineers  in  charge  to  se- 
cure  first-class    work   in   every 

particular  and  the  liberal  and  broad-minded  policy  on  the  part  of 
the  managemeiil  in  furnishing  means  to  carry  out  the  recommenda- 
tions of  the  engineers,  has  secured  a  road  which  is  remark.ably  free 
from  any  features  that  will  put  a  limit  to  the  speed  and  service 
which  will  naturally  have  to  be  given  to  meet  the  demands  as 
progress  is  made  in  interurban  transportation. 


IT.  O.  ROCKWTCLI,. 
IMioto  by  Wlieaton. 


Ave.  X.  1903.] 


STREET    RAILWAY    REVIEW. 


497 


If  future  success  and  conditions  demand  it  by  the  elimination  of 
the  sharp  curves  at  the  New  York  Central  sub-grade  crossing,  the 
sharpest  curve  will  be  8  degrees.  With  light  grades  and  eas^ 
cur\es,  double  track  on  private  right  of  way  the  speed  and  service 
will  be  increased  until  the  demands  of  the  public  are  satisfied. 

OFFICIALS. 

The  acting  officials  of  the  company  are:  J.  Ledlio  1  lees,  jiresidenl 
and  general  manager;  Geo.  M.  Place,  secretary  and  treasurer;  L.  K. 
Brown,  auditor;  J.  N.  Shannahan,  general  superintendent;  H.  O 
Rockwell,  assistant  general  superintendent  and  engineer;  Julian  Du- 
Pois,  superintendent  of  the  Amsterdam  Division;  Carleton  Banker. 
superintendent  of  the  Cayadutta  Division;  \V.  II.  Collins,  master 
mechanic;  F.  A.  Bagg,  engineer  of  maintenance  of  way;  T.  S. 
Williams,  superintendent  of  overhead  line  construction;  T.  II.  Cep- 
erley,  chief  engineer,  power  house,  assisted  by  W.  H.  McDonald. 
The  plans  for  the  main  power  house  and  general  line  construction, 
including  cars,  were  laid  out  by  Mr.  C.  TI.  Ledlie,  consulting  engi- 
neer. No.  Qjo  Rialto  Building.  St.   Louis.  Mo.;  C.  W.  Guest,  of  St. 


l.ouis,  chief  draughtsman;  H.  O.  Rockwell  being  the  resident  engi- 
neer in  charge  of  the  electrical  and  mechanical  installation,  repre- 
senting Mr.  Ledlie. 

George  Caywood.  erecting  engineer  for  the  ;\llis-Chalniers  Co.. 
Milwaukee,  had  cliarge  of  the  erection  of  the  engines  and  pumps. 
Robert  Turner,  erecting  engineer  for  the  Springfield  Boiler  &  Man- 
ufacturing Co.,  looked  after  the  installation  of  the  boilers.  C.  W. 
Chappelle,  electrical  engineer  for  the  General  Electric  Co.,  assisted 
by  N.  C.  Stewart  and  C.  D.  Lewis,  had  charge  of  the  installation  of 
ihe  electrical  apparatus  for  the  General  Electric  Co.  The  American 
Bridge  Co.  was  the  contractor  for  the  power  house  building,  and 
furnished  all  the  iron  and  steel  work  connected  with  it,  J.  J.  Turner 
of  Amsterdam,  being  a  sub-contractor  under  the  .iVmcrican  Bridge 
Co.  for  the  brick  and  wood  work.  Mr.  Turner  was  also  contractor 
for  the  Amsterdam  sub-station.  Dennis  Madden,  of  Amsterdam, 
was  contractor  for  the  Glenville  sub-station.  William  Van  Wie  was 
the  engineer  in  charge  of  maintenance  of  way,  track  and  grading  be- 
tween .-Xmsterdam  and  Johnstown,  and  Charles  Bailey  had  charge  of 
the  work  between  .-Xmsterdam  and  Sclienectady. 


System  of  the  Schenectady  Railway  Co. 


In  addition  to  owning  the  entire  street  railway  system  in  the  city 
of  Schenectady  and  its  suburbs,  the  Schenectady  Railway  Co.  owns 
and  operates  a  double  track  line  about  12  miles  in  length  from 
Schenectady  to  Albany,  and  a  double  track  line  about  15  miles  in 
length  from  Schenectady  to  Troy,  making  the  total  track  of  the 
company  now  operated  about  80  miles.    The  company  has  a  trackage 


Electric    Co.      The    Schenectady    Railway    Co.    was    chartered    Feb. 
ir.  1895. 

The  railway  serves  a  population  of  about  250,000,  including  directly 
Schenectady,  now  estimated  with  recently  annexed  district  at  over 
50,000;  Albany  94,150;  Troy  "3.250;  as  well  as  a  considerable  inter- 
mediate  population.     Adjoining   Troy   is   the   city   of   Cohoes    with 


l"i\\.>     .SI  .\  I  I',     SI..     SI    Hl',.\l'>i     lAHi 


agreement  with  the  United  I  raction  Co.  for  running  its  cars  to  the 
Inisincss  centers  of  the  cities  of  Albany  and  Troy.  The  company 
is  now  building  a  double  track  line  to  Ballston  of  about  18  miles 
together  with  other  local  extensions.  The  company  also  owns  the 
entire  capital  stock  of  the  Schenectady  Illuminating  Co.  and  of  the 
Mohawk  Gas  Co.,  thus  owning  and  operating  in  addition  to  (he 
important  inlcrurban  lines,  the  entire  street  railway,  gas  and  electric 
light  business  of  Schenectady  and  its  suburbs.  The  management 
and  control  of  the  company  is  in  close  alliance  with  the  General 


J3.I/X)  population.  The  new  line  will  serve  Ballslon  with  4,000 
people  and  iiulircclly  .Saratoga  Springs  with  its  large  summer  popu- 
lation. Schenectady  in  the  Mohawk  Valley  owes  its  rapid  growth 
to  the  extensive  and  prosperous  manufactories  located  there,  fore- 
most among  which  are  the  General  Electric  Co.  employing  about 
11,000  and  the  American  Locomotive  Works,  citiploying  alx)ut  S.ooo 
persons.  Schenectady  is  nii  the  main  line  of  the  New  York  Central 
Si  Hudson  River  R.  R.  and  the  Erie  Canal. 

The  Schenectady  Railway  Co.   receives  power   for  the  operation 


498 


STKEirr    RAILWAY    KEVIKW. 


IVoL.  XIII,  No.  8. 


of  lis  systciii  fruni  the  Mccliaiiicsvillc  water  |iuwcr  station  uf  tliv 
lliitlsoii  River  Water  Power  Co.,  and  partly  from  the  steam  plant 
.'It  the  works  o(  the  General  Electric  Co.  I'pon  the  completion  uf 
the  Spier  Falls  water  power  station  of  the  Iluilson  Kiver  Water 
I'ower  Co.,  it  will  receive  a  portion  of  its  power  from  that  |xjint. 
.\  description  of  the  system  whereby  the  current  is  received  and 
distriliiited  over  the  Schenecta<ly  Ky.  will  Ik-  foinid  in  an  article 
liy  Mr.  K.  G.  Sykes,  electrical  engineer,  elsewhere  in  this  issue. 
The  company  owns  jj.W)  miles  of  city  lines  laiil  with  7  and  <>in. 


THACK    U.N     I'];l\  .\1'K    1{U;I1T    n;-    w.w. 

girder  rails.  The  Albany  line  incKidcs  12.41  miles  of  double  track 
or  2$.04  miles,  measured  as  a  single  track.  The  line  to  Troy  has 
13.08  miles  of  double  track  or  27.49  niiks  measured  as  single  track. 
With  the  completion  of  the  extension  to  Ballston,  the  company  will 
have  practically  too  luilcs  of  track.  On  the  interurban  lines  rails 
of  various  weights,  ranging  from  70-lb.  to  80-lb.  T  sections,  are 
Hscd.  During  the  past  year  the  company  has  had  a  large  force  of 
men  resurfacing  and  aligning  the  tracks  wherever  necessary  and 
the  system  is  now   in  excellent  condition. 

There  are  eight  bridges  on  the  entire  system,  these  varying  from 
a   48- ft.   highway  bridge   to   a   773-ft.   8-span   pony- 
truss  steel  bridge  over  the  Mohawk  River. 

The  trolley  wire  on  all  lines  comprises :  No.  o,  .22 
miles;  No.  00,  4.30  miles;  No.  000,  64  miles;  No. 
0000,  13.92  miles.  The  feeders  include:  No.  i  wire. 
.17  mile;  No.  c».  1.91  ;  No.  000.  2.08  miles;  No.  0000. 
4.5  miles;  300.000-c.  m.  22.72;  500,000-c.  m.  2.11. 
There  are  al>out  live  miles  of  return  feeder  cables. 

There  are  two  car  houses  both  within  the  city  of 
Schenectady,  one  known  as  the  Fuller  St.  car  bouse 
and  one  as  the  McClellan  St.  car  bouse.  The  com- 
pany is  now  preparing  plans  for  new  repair  .shops 
to  accommodate  all  the  cars  of  the  system.  At  the 
present  time,  car  repairs  are  made  partly  at  the  Ful- 
ler St.  house  and  partly  at  the  McClellan  St.  house. 

Ai  the  Fuller  St.  station  the  tool  equipment  in- 
cludes: loo-lon  Niles  wheel  press;  36-in.  x  lO-ft. 
Fitchburg  wheel  lathe;  36-in.  Niles  boring  mill;  18- 
in.  x8-ft.  Reed  lathe;  2l-ft.  Barnes  drill  press; 
Yankee  drill  grinder;  4x4-ft.  BulTalo  forge;  No.  4 
Challenge  tool  grinder;  5-ton  Mairs  hand  travelling 
crane;  two  Patton  motor  lifts. 

At  the  McClellan  St.  station  arc:  21-ft.  Barnes  drill  press 
3  Challenge  tool  grinder;  4x4- ft.  Buffalo  Forge  Co.  forge; 
4-ton  Harrington  hoists. 

ROLLING  STOCK. 

The  rolling  stock  owned  by  the  Schenectady  Railway  Co.  com- 
prises 37  single  truck  closed  cars;  18  single  truck  open  cars;  4 
double  truck  "Duplex"  cars;  12  double  truck  open  cars;  28  double 
truck  closed  cars  for  interurlxin  service;  total  99.  There  are  6 
express  cars  and  6  motor  Hats.  Cars  were  furnished  by  St.  Louis 
Car  Co.,  Stephenson  Car  Co.,  Ijconia  Car  Co..  Jones  Car  Co.,  an<l 
Brill  Car  Co.  The  motor  equipment  includes  General  Electric  motors 
of  the  types  known  as  52,  57,  58,  60,  67,  73  and   1000.     The  total 


number  of  inotors  owned  is  278,  most  of  which  are  G.  E.  57's  and 
G.  E.  67's.  The  new  long  cars  recently  ordered  have  four  75-h.  p. 
motors,  the  G.  E.  73,  to  each  car  and  the  cars  are  provided  with 
the  General  Electric  system  of  multiple  unit  control. 

Each  interurban  car  is  cquip|K.-d  with  a  tool  box  in  which  is  a 
wrench,  screw  driver,  pliers,  axes,  fuses,  carbon  for  headlights,  10  ft. 
of  msulated  wire,  extra  lamps;  bell  plugs,  torpedoes  and  rulil)cr 
gloves.  The  box  is  carried  on  the  front  platform  and  is  in  the  care 
of  the  moturman.  There  is  a  stationary  stool  for  the  use  of  the 
motormen  when  running  on  suburban  and  interurban  lines.  The 
rules  for  operation  on  the  interurban  lines  require  that  when  the 
car  comes  to  a  stop  other  than  the  ordinary  passenger  stop,  the 
conductor  shall  immediately  proceed  back  15  pole  lengths  and  place 
two  ior|K'does  on  the  track.  The  cars  carry  electric  head  lights  and 
oil  tail  lights.  .Ml  interurban  cars  are  equipped  with  Magann  storage 
air  brakes.  For  replenishing  the  air  storage  tanks  i>u  the  cars  there 
are  four  compressing  and  charging  stations  on  the  system,  one  at 
each  of  the  sub-stations  on  the  Troy  and  .MiKiiiy  lines  and  one  at 
each  of  the  car  houses  in  Schenectady.  A  fifth  charging  station 
is  being  installed  at  the  main  oftice  and  waiting  room  on  Slate  .St., 
Schenectady.  The  ititerurlnn  cars  are  also  (itteil  with  the  I'liMrl 
emergency  brake. 

RECORDS. 

I'or  the  general  information  of  the  general  manager  and  all  heads 
of  departments,  the  company  has  adopted  a  system  for  reducing 
all  operating  statistics  to  the  basis  of  an  t8-hour  car  per  day.  This 
is  practically  the  car  hour  basis,  concerning  which  there  has  been 
considerable  discussion  at  the  past  three  meetings  of  the  Street 
Railway  .Accountants'  .\ssociation,  but  it  is  believed  that  the  18-hour 
car  per  day  has  certain  advantages  as  a  unit  for  checking  and  com- 
parisons that  are  not  evident  with  the  use  of  the  single  car  hour  as 
the  basis  of  computation.  The  18-hour  car  gives  a  larger  decimal 
for  most  of  the  items  of  receipts  and  expenses,  thus  reducing  clerical 
work  necess;iry  in  making  reports.  It  is  the  practice  on  the  Schenec- 
lady  Ry.  to  have  frequent  meetings  of  the  general  manager  with  all 
heads  of  departments  and  the  monthly  statement  reduced  to  an  18- 
liour  car  per  day  basis  is  posted  in  the  general  manager's  office  in  a 
specially  arranged  cabinet,  which  keeps  the  sheets  clean  and  renders 
them  easy  of  access.  .At  these  meetings,  the  items  of  receipts  and 
expenses  for  the  system  and  for  each  line  are  examined  and  dis- 
cussed by  those  present  and  suggestions  are  requested  and  discussed 


ITl.l.KR  S' 


No. 
four 


r.    CM!    IKHSiK    .\.NI)    KXl'UKSS    I>]01'(  IT -MK.NS    KUU.MS  0.\    SKC(.).\L) 
(•"I.OdK. 

to  tlic  end  that  the  entire  service  ni.iy  lie  imiiroved  and  bettered.  .\ 
sample  statement  for  the  month  of  May.  1903.  for  the  railway  sys- 
tem, reduced  to  an  18-hour  car  per  day  basis,  is  reproduced  here- 
with. 

SCHENECTADY  RAILWAY  COMPANY. 

May  Operations  per  18  Hour  Car  per  Day.  1903. 

Total  18-hour  cars  operated Iigi.6 

Receipts   per    18-hour   car $  51.62 

F.xpenses 30.26 

Profit $  21.36 


Alc.  JO.  1903.] 


STREET    RAILWAY    REMEW. 


499 


Operating — 

Maint.  track  and  roadway,  Lalwr $    .910 

Maim,  track  and  roadway.  Material 238 

Maint.  electric  line.  Labor 475 

Maint.  electric  line,  Material 220 

Maim,  hiiililing?  and  fixtures 197 


Wages  of  car  house  employes 1.021 

Car  service  supplies 462 

4.404 

Superintendence  of  transporlaliun 1.170 

\\'.\ses  of  conductors 4-1^4 


viKW  .\T  i;n.\\i)Ywi.\'i':  i'.vrk. 


Cleaning  and  sanding  track 303 

Removal  of  snow  and  ice  (bill  rendered  late) 009 


2.352 

Maint.  of  air  plant.  Labor 002 

Maint.  of  air  plant,  Material OCX33 

Maint.  electric  plant,  Labor 030 

Maint.  electric  plant.  Material .029 


.0613 


Power  plant  wages 464 

Fuel  for  power 

Water  for  power 

Lubricants  and  waste  for  powder  plant 009 

Misc.  supplies  and  expenses  of  power  plant 037 

Hired  power 3.935 


4-445 

Maint.  of  cars,  Labor 962 

Maint.  of  cars.  Material 805 


Wages  of  motormen '. 4i.i4 

Wages  of  other  car  service  employes 386 

Misc.  car  service  employes 722 

10.61C 

.Salaries  of  general  officers 3.34 

Wages  of  clerks 069 

Printing  and  stationery 106 

Misc.  office  expenses i-,- 

.Storeroom  expenses  ib!.; 

Stable  expenses   .'JJ I 

.Advertising  and  attractions   397 

Misc.  general  expenses  23H 

Damages  I-32S 

Legal  expenses  (account  of  damages) 

Other  legal  expenses   382 

Rent  of  lands  and  buildings 07^ 

Kent  of  tracks  and  terminals  (Trackage  rights  with  other  com- 
panies)        4.029 

Insurance 270 


iif'!if^iiaBS'"«  |i| 


.-irlifllJ-.NhiU.N'    <'AK    IN    SClli;.NJJM'.\l.>V. 

Maim,  of  dec.  eqnipt.  of  cars,  Labor 514 

Maint.  of  cicc.  equipt.  of  cars,  Material 481 

Maint.  of  Mi^c.  I-^inipt.,  Ijbor 001 

Maim,  of  Misr.  lujuipl,  M.-il'-rial 001 

MiK.  shop  expenses 157 


8.797 

Taxes  i .041) 

hit  crest  on  funded  del  It   6.294 

lutiTi-st  on   llM.-iling  debt 2.404 


Kalii)  (ipcraliug  expenses  to  gross  earnings. 


9.717 


EXPRESS  SERVICE. 
The    -Schenectady    Ry.    is   doing    an    expres.s    and 
freight   carrying  business   from   and   to   Schciiccla(l.\ 
anil  outlying  towns,  including  .Mhany  and   Troy.   The 
service  is  divided  into  three  classes  known   respect- 
ively  as:     "Class    A",   "Class    li"   and    "Class   C" 
"Class   A"   is   designated   as  an  express  service,   in- 
cluding wagon  collection  and  ilelivery  at  both  ends. 
"Class  li"  is  a  freiglit  service  with  no  wagon  service 
whatever.     "Class  C"  is  a  freight  service,  iiicludiug 
the  wagon  .service  at  one  end  only, 
rile  rates  for  the  various  classes  between  .Schenectady  anil  .Mbany 
are  given  as  follows:     "Class  A":  20  lb.  and  imder  i.q  rents:  21   lb. 
1050  lb.,  25  cents;  50  lb.  in  iixi  lli.,  30  cents,     (her  i(»i  lb,  .il  tin-  rale 
of  .10  cents  per  hun<lred  pounds. 

"Class  n",  10  cents  per  too  lb.  with  .1  mininnnn  cli.arge  of  25  cents, 


5<K> 


STREET    RAILWAY    REVIEW. 


[Vou  Xm,  No.  8. 


"Class  C",  15  cents  per  loo  lb.  wilh  a  minimum  of  40  cents. 

In  the  daily  work,  "Class  A"  or  express  matter  receives  first 
attention  in  all  cases,  and  although  the  freight  service  is  just  as 
fast,  preference  in  loading  and  delivery  is  given  to  the  express  busi- 
ness. This  division  of  the  express  and  freight  carrying  business 
into  classes  has  been  found  extremely  satisfactory  to  the  company 
and  to  the  shippers  of  the  vicinity.  The  express  and  freight  business 
is  growing   very   rapidly   and   four  express  cars  are  needed   in   the 


DOUBLK 


.<1'      l.iil'IS 


daily  service.  With  the  opening  of  the  lines  to  Troy  and  Ballston 
the  service  will  cover  a  wide  range  of  territory,  and  it  is  expected 
that  additional  cars  and  depot  facilities  will  be  required.  At  present 
the  electric  express  depot  at  Schenectady  is  located  at  one  of  the  car 
houses  at  Albany  and  the  company  is  using  the  express  depot  jointly 
with  the  United  Traction  Co.  The  company  has  made  arrange- 
ments wilh  the  People's  Line,  operating  on  the  Hudson  River, 
whereby  freight  and  express  is  delivered  from  the  boats  to  the 
Schenectady  Ry.  cars  at  Albany,  the  goods  being  delivered  in 
Schenectady  at  a  considerable  saving  to  shippers.  The  company 
hopes  to  move  freight  from  New  York  by  the  People's  Line  and 
electric  express  to  Schenectady  at  the  following  rates,  based  upon 
Interstate  official  classification  as  follows :  First  class,  30  cents ; 
second  class,  25  cents;  third  class,  22  cents;  fourth  class,  20  cents, 
with  a  minimum  charge  of  40  cents. 

The  blank  forms  used  in  the  conducting  of  the  express  and  freight 
business  arc  very  similar  to  those  previously  described  in  the  "Re- 
view" as  in  use  by  the  United  Traction  Co.  of  Albany.  The  express 
and  freight   department  is  in  charge  of   Mr.   E.  J.   Ryon. 

The  officers  of  the  Schenectady  Railway  Co.  are  as  follows:  Pres- 
ident, Hinsdill  Parsons;  secretary  and  treasurer,  James  O.  Carr; 
general  man.iger,  E.  F.  Peck ;  chief  engineer,  C.  C.  Lewis ;  elec- 
trical engineer,  F.  G.  Sykes :  superintendent,  Frederick  Smith ;  mas- 
ter mechanic.  V.  B.  Turnbull. 


POWER  SUPPLY  AND   DISTRIBUTION   FOR 
THE  SCHENECTADY   RY. 


BV     F.    G.     SYKES.     ELECTRICAL    ENGINEER.     SCHENECTADY 
RAILWAY   CO. 


The  power  used  for  operating  the  lines  of  the  Schenectady  Rail- 
way Co.  is  furnished  mainly  by  the  Hudson  River  Water  Power  Co.. 
from  the  large  water  power  plant  at  Mechanicsville,  augmented  at 
times  by  the  steam  plant  at  the  works  of  the  General  Electric  Co. 
The  Power  is  transmitted  from  Mechanicsville  at  a  voltage  of  10.000 
and  a  frequency  of  40  cycles  over  two  entirely  different  routes.  One 
of  these  transmission  lines  crosses  the  country  about  in  a  straight 
line  from  Mechanicsville  to  the  works  of  the  General  Electric  Co. 
at  Schenectady,  touching  Alplaus,  and  crossing  the  Mohawk  River 
at  the  Scotia  Bridge. 

This  is  the  main  line  and  consists  of  three  No.  000  B.  &  S.  bare 
copper  wires  mounted  on  double  petticoat  porcelain  insulators. 
The  power  transmitted  over  this  line  is  used  to  supply  the  wants 
of  both  the  General  Electric  Co.  and  the  Schenectady  Railway  Co. 
The  power  used  by  the  Railway  company  in  its  Dock  Street  sub- 
station is  conducted  by  two  No.  i  B.  &  S.  3-conductor  cables,  one 


being  used  exclusively  for  the  railway  load  and  the  other  for  light- 
ing the  city,  being  transformed  to  2,300  volts  for  this  purpose. 

The  second  transmission  line  starting  from  Mechanicsville  passes 
along   the  canal   through  Watervlict,  where  it   turns  and    following 
the    line   of    the    Schenectady    Railway    Company's    Troy    Division 
tracks,  enters  the  Troy  sub-station  of  the  railway  company  at  I^th- 
ams  Corners.     From  here  three  No.  2  B.  &  S.  wires  follow  across 
country  to  the  Albany  sub-station  of  the  railway  company,  at  Colonic, 
on  the  line  of  that  company's  Albany  Division.  Dupli- 
cate lines  then  follow  the  tracks  located  on  the  Al- 
bany-Schenectady Turnpike,  into  Schenectady,  to  the 
works  of  the  General  Electric  Co.,  thus  making  al- 
most  a  circle   from   Mechanicsville  around   through 
the  sub-stations  and  the  works  of  the  General  Electric 
Co.   lack    to    Mechanicsville.      When    the    new   sub 
station   at    Dock   St.   is   completed,   late   in   the   fall, 
these  transmission  lines  will   be  changed   somewhat. 
The  lines  from  the  Albany  sub-station  will  be  rebuilt 
to  consist  of  duplicate  aerial  lines  of  No.  I   B.  &  S. 
bare   copper    from    Albany    substation   to   the   city 
liinits.      The    current    will    then    pass    underground 
through  duplicate  paper  insulated  cables,  each  con- 
sisting of  three  No.  i   B.  &  S.  stranded  wires  made 
into  a  cable,  to  the  new  Dock  St.  sub-station,  instead 
of  going  direct  to  the  General  Electric  works.     The 
connection  bctHccn  the  new  Dock  St.  sub-station  and 
the   General   Electric  power   plant   will   be   by   three 
3-conductor  No.  000  B.  &  S.  cables  placed  in  ducts 
in  the  street. 
The  lines  from  the  General  Electric  works  to  Mechanicsville  will 
remain  unchanged. 

The  Hudson  River  Water  Power  Co.  will  furnish  power  from 
another  source,  i.  e..  Spier  Falls,  situated  approximately  40  miles 
from  Schenectady;  over  a  transmission  line  direct  to  the  power 
house  of  the  General  Electric  Co.  The  voltage  of  this  line  will 
eventually  be  .30,000. 

Another  steam  source  for  supplying  power  to  the  Schenectady 
Railway  Co.  besides  the  present  power  house  of  the  General  Electric 
Co.  will  be  the  large  steam  turbine  station  now  being  built  by  the 
General  Electric  Co.  This  station  will  contain  at  first  three  1.500- 
kw.  Curtis  steain  turbine  sets,  and  will  use  Stirling  boilers  and 
electric  auxiliaries.  The  station  is  designed,  however,  for  a  much 
larger  ultimate  output. 

Current  from  the  various  sources  is  received  by  the  Schenectady 
Railway  Co.  in  four  sub-stations;  one  known  as  the  Albany  sub- 
station located  on  the  Albany  Division  between  Schenectady  and 
■Mbany ;  one  known  as  the  Troy  sub-station,  located  on  the  Troy 
Division  between  Schenectady  and  Troy;  one  known  as  the  Ball- 
ston sub-station  on  the  new  line  between  Schenectady  and  Ballston 
Spa;  and  in  a  sub-station  located  m  the  city  of  Schenectady  and 
known  as  the  Dock  St.  sub-station,  which  station  will  soon  be 
supplanted  by  a  new  station  now  under  construction  and  to  be  known 
as  the  New  Dock  St.  sub-station. 

Present  Dock  St.   Power  House. 

The  old  power  house  of  the  railway  company  on  Dock  St.  is  a 
one-story  building,  having  a  frontage  on  Dock  St.  of  74  ft.  and 
extending  119  ft.  towards  the  tracks  of  the  New  York  Central  R.  R. 
I  he  station  is  divided  longitudinally  by  a  party  wall  into  a  boiler 
room  on  the  south  side  and  an  engine  and  dynamo  room  on  the 
north  side.  The  use  of  steam  has  been  discontinued,  although  the 
machinery  has  not  been  dismantled.  The  boiler  room  contains  one 
Stirling  and  three  Eabcock  &  Wilcox  boilers,  aggregating  about 
1.030  h.  p.,  while  the  engine  equipment  consists  of  one  Erie,  simple 
and  two  vertical  Westinghousc  compound  engines. 

Tlic  railway  machinery  at  present  operating  in  the  station  consists 
of  three  compound  wound  rotary  converters,  made  by  the  General 
Electric  Co.,  each  of  300-kw.  capacity  and  running  800  r.  p.  m. 
There  is  also  one  200-kw.  800-r.  p.  m.  compound  wound  General 
Electric  rotary  converter.  The  lo.ooo-volt,  40-cycle  three-phase  cur- 
rent from  Mechanicsville  is  fed  into  the  three  300-kw.  rotary  con- 
verters through  nine  static  transformers  of  the  air  blast  type,  each 
of  iio-kw.  capacity,  and  which  transform  the  potential  from  10.000 
to  372  volts. 

The  20O-kw.  rotary  converter  is  fed  through  a  225-kw.  three-phase 
air  blast  transformer.  .\1I  of  these  transformers  are  provided  with 
additional  leads  connected  to  the  middle  points  of  the  secondary 


Aug.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


501 


windings  in  order  that  the  rotary  converters  may  be  started  from 
the  a.  c.  side  at  half  voltage,  thus  cutting  down  the  starting 
current. 

The  railway  switchboards  are  of  the  standard  G.  E.  type  for  such 
installations,  and  are  of  black  enamelled  slate,  provided  with  the 
usual  circuit  breakers,  ammeters,  knife  blade  switches,  etc.  One 
of  the  panels  has  a  total  recording  Thomson  wattmeter.  The  10,000- 
volt  operating  switchboard  is  placed  in  a  gallery  above  the  low 
tension  boards,  and  is  equipped  with  oil  switches,  anmieters,  etc. 

Troy  Sub-Station. 

The  Troy  sub-station  is  at  the  intersection  of  the  Loudonville 
Road  and  the  Troy-Schcncctady  Turnpike.  The  lot  covers  an 
area  of  3.22  acres.  The  building  is  one  story  and  cellar,  26  ft.  x  70 
ft  The  station  is  built  of  brick,  and  thoroughly  fire  proof  in  con- 
struction.    The  floor  is  of  concrete  with  a  granolithic  top. 

The  apparatus  consists  of  three  300-kw.  rotary  converters,  oper- 
ating at  800  r.  p.  m.  The  transformers  are  of  the  three-phase,  air 
blast  type  and  are  two  in  number,  each  of  330-k\v.  capacity.  Each 
converter  is  also  provided  with  a  reactive  coil  in  the  a.  c.  side 
for  the  purpose  of  regulating  the  voltage.  Part  of  the  cellar  is  made 
into  an  air  blast  chamber  for  the  transformers,  while  in  the  rest  of 
the  cellar  the  cable  work  and  wiring  is  carried  on  insulators  fast- 
ened to  the  walls  and  converter  foundations. 

The  switchboard  is  of  black  enamelled  slate,  and  is  made  up  of 


Three  300-kw.  40-cycle,  compound  wound  rotary  converters  run- 
ning at  800  r.  p.  m. ;  three  air  blast  220-kw.  transformers,  provided 
with  double  sccondarv  windings,  one  blower  set  consisting  of  a  2-h. 
p.,  three-phase  induclion  motor,  direct  coupled  to  a  35-in.  Buffalo 
Forge  fan;  two  4;-kilo-volt-ampere  air  blast  reactive  coils;  one  20- 
h.  p.  three-phase  ini!ucti<in  motor  with  two  pulleys  for  operating  a 
Magann  compressor  and  the  necessary  switchboard  panels  for  the 
apparatus  mentioned. 

New   Dock   Street   Sub-Station. 

The  property  on  which  the  new  Dock  St.  sub-station  is  built  has  a 
frontage  on  Dock  St.  of  180  ft.,  while  the  distance  on  the  rear,  next 
to  the  New  York  Central  tracks  is  368  ft.  The  depth  of  the  lot  is 
165  ft.  The  new  sub-station  is  165  ft.  8  in.  front  by  45  ft.  2  in. 
deep  and  is  of  brick  and  steel  construction,  thoroughly  fireproof 
throughout.  The  station  is  without  a  cellar  owing  to  the  fact  that 
at  times  of  freshets  water  from  the  Mohawk  River  and  Erie  Canal 
overflows  and  would  in  all  likelihood  flood  the  cellar.  The  outside 
walls  of  the  basement  are  faced  with  brown  stone  and  the  base- 
ment itself  is  divided  off  by  means  of  brick  partition  walls  into  air 
blast  chambers,  bus-bar  compartments  and  oil  switch  cells. 

Upon  the  first  floor  is  all  of  the  transforming  apparatus  and  this 
floor  is  of  steel  and  concrete  construction  and  is  finished  as  a  "ter- 
lazza"  floor. 

The  railw'ay  apparatus  placed  in  this  sub-station  consists  of  two 


PI>AN   OF   NEW   DOCK    ST.    SUB-STATION. 


three  d.  c.  feeder  panels,  two  d.  c.  rotary  panels,  two  a.  c.  rotary 
panels  and  three  10,000-volt  panels. 

The  low  tension  panels  are  all  of  standard  G.  E.  pattern,  provided 
with   circuit  breakers,  ammeters,  etc. 

The  10,000-volt  panels  are  provided  with  single  pole  oil-break 
switches  mounted  in  separate  brick  cells,  about  10  ft.  back  of  the 
panels  themselves.  The  switches  are  provided  with  overload  relays, 
and  on  the  panels  themselves  are  mounted  horizontal  edgewise 
black  oxidized  finish,  ammeters,  voltmeters,  power  factor  indicators 
and  one  round  pattern  induction  recordmg  wattmeter.  The  bus- 
bars back  of  the  panels  are  heavily  insulated,  and  carried  on  an 
insulated  iron  frame-work.  All  of  the  io,ooo-volt  feeders  enter  the 
station  overhead,  and  are  connected  with  a  suitable  number  of 
lightning  arresters  of  the  Wirt  type.  At  this  station  there  is  also 
an  air  compressor  for  use  in  connection  with  the  Magann  storage 
air  brake  system,  used  on  the  cars  of  this  company.  This  air  com- 
pressor is  operated  by  a  2oh.  p.  induction  motor,  belted  to  il. 

Albany  Sub-.Stalion. 

The  .Mbany  sub-station  is  a  one-story  frame  structure  with  cellar ; 
is  4S  ft.  square.  The  lot  on  which  it  is  built  is  75  ft.  x  too  ft.  The 
apparatus  installed  in  this  sub-station  is  exactly  similar  to  that  in 
the  Troy  sub-station  and  the  foregoing  description  will  suffice  as 
well  for  the  Albany  sub-station. 

Ballston  Sub-Station.  * 

The  Ballston  sub-station  is  in  process  of  construction  and  is  in- 
tended to  furnish  current  for  the  operation  of  the  Ballston  division 
of  the  Schenectady  Railway  Co.  The  following  apparatus  is  in 
process  of  manufacture  for  this  station  by  the  General  Electric  Co.: 


Goo-kw.,  6oo-volt,  six-phase,  40-cycle  rotary  converters  together  with 
two  go-kilo-volt-ampcre  air  blast  40-cycle  reactive  coils  and  six 
220-kw.,  10,000-volt  air  blast  static  transformers.  Two  300-kw.,  600- 
volt,  three-phase,  40-cycle  rotary  converters  and  two  45-kilo-voll- 
ampcre  air  blast  reactive  coils  and  si.x  iio-kw.,  10,000-volt  primary 
40-cycle  air  blast  transformers. 

As  indicated  on  the  plans,  space  has  been  left  for  a  future  600-kw. 
rotary  converter. 

All  of  the  10,000-voll  bus-bars,  etc.,  are  placed  in  the  basement 
between  brick  and  concrete  barriers  and  each  phase  is  thoroughly 
insulated.  The  transmission  lines  and  the  primary  lines  leading  to 
the  various  transformers  are  operated  by  means  of  the  well  known 
General  Electric  Type  II  oil-switches,  electrically  operated,  these 
switches  being  placed  in  brick  cells.  The  switchboard  panels  are 
placed  on  the  opposite  side  of  the  station  from  the  Torm  II  switches 
and  the  operating  voltage  is  reduced  by  means  of  potential  and  cur- 
rent transformers  so  that  at  the  switchboard  panels  it  will  not  Ik- 
greater  than  150  volts.  The  currciit  for  operating  the  Form  11 
switches  is  furnished  by  a  storage  battery,  built  by  the  Electric 
Storage  Battery  Co.,  of  Philadelphia,  and  consisting  of  55  type  E 
9  cells. 

The  10,000-volt  bus-bars  arc  arranged  so  that  they  can  be  section- 
alizcd  by  means  of  knife  disconnecting  switches. 

All  of  the  switchboard  panels  arc  of  black  enamelled  slate  and 
the  instruments  have  the  marine  fiTiish,  Each  of  the  three-phase 
incoming  line  panels  has  a  capacity  of  4,000  kw.  at  10,000  volts  and 
each  panel  contains  the  following : 

One  horizontal  edgewise  ammeter;  one  horizontal  edgewise  voll- 
metcr;  one  double  pull  overload  relay  with  lamps  for  indicating  the 
open  and  closed  position  of  the  oil  switches;  one  controlling  switch 


502 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  8. 


f'lr  lypi'  11  nil  swilclics  toKttlicr  with  ilic  i)fCi'»s.iry  ciirrciil  .iiid 
liDiciili.nl  traiisforiiicrs,  and  static  dischargers. 

I  here  arc  two  ihrec-phasc  miiiiiiiii):  line  panels  will)  a  capacity  of 
1.5(10  kw.  at  10.000  volts  and  each  panel  contains  one  horizontal  eilgc- 
wise  annncter.  one  polyphase  inilnction  recording  wattmeter  (rail- 
way pattern),  logelhcr  with  relays,  controllinK  switches,  indicatinK 
lamps  and  current  transformers  and  static  dischargers. 

Kach  of  the  three-phase  rotary  converter  panels  is  e(|iiip|K-d  with 
a  power  factor  indicator  and  horizontal  edgewise  ammeter  and  a 
ihree-phase  iiidnclion  recording  wattmeter  together  with  overload 
relay,  controlling  switches  for  Type  II  oil  switch,  indicating  lamps 
and  current  transformers. 

The  lighting  of  the  Dock  St.  power  house  has  lieen  wi>rked  out 


with  a  view  of  providing  against  any  iMjssihle  failure  of  current. 
The  ordinary  lighting  will  consist  of  24  arc  lamps,  placed  on 
brackets  fastened  to  the  sides  of  the  wall  and  lighted  liy  means  of 
current  from  the  ordinary  lighting  circuus  of  the  company.  As  an 
emergency  lighting,  a  immher  of  incandescent  lamps  will  lie  mounted 
on  the  roof  girders  and  will  lie  fed  from  the  railway  circuit.  Should 
lioth  the  railw.iy  and  lighting  current  fail,  arrangements  have  been 
made  for  placing  a  nuinl>er  of  lights  on  the  storage  battery. 

The  station  will  be  provided  with  a  traveling  crane,  having  a 
capacity  of  15  tons  and  will  Ih'  arranged  in  such  a  manner  that  the 
track  for  this  crane  extends  outside  of  the  building  under  an  arch- 
way so  that  teams  driving  under  this  archway  may  be  uidoaded 
directly  by  the  crane. 


System  of  the  Inited  Traction  (^o.,  of  Albany,  N.   Y 


I'lie  I'nited  Traction  Co.,  of  .-MlKiny,  controls  by  ownership  or 
by  lease  alxjut  80  miles  of  track  (measured  as  single  line),  com- 
prising all  the  electric  railway  trackage  in  and  between  the  cities 
of  .Mbany.  Troy.  Colioes.  Lansingburgh,  Watervliet,  Rensselaer  and 
other  smaller  towns  in  the  immediate  vicinity  of  .\lbany  and  Troy. 
It  has  been  the  jxilicy  of  this  company  to  maintain  its  system  within 
its  own  territory,  and  it  has  left  the  matter  of  building  suburban 
and  interburban  extensions  outside  of  its  territory  to  outside  com- 
pinies,  10  which  it  has  iK-en  lilicral  in  the  matter  of  granting  track- 
age rights  for  terminal  purposes  over  its  city  lines  in  Albany  and 
Troy.  In  accordance  with  this  policy,  it  has  accepted  traffic  agree- 
ments with  the  .Albany  &  Hudson  Railroad  Co.,  the  Schenectady 
Railway  Co.,  and  the  Hudson  Valley  Railway  Co.,  by  which  the 
passenger  and  express  cars  of  these  three  corporations  are  permitted 
to  reach  the  business  center  of  the  city  of  Albany.  The  United 
Traction  Co.  also  has  made  an  agreement  with  the  Troy  &  New 
England  Railroad  Co.  by  which  the  cars  of  the  latter  company  run 
into  the  city  of  Troy. 

The  United  Traction  Co.  was  chartered  Dec.  30,  1899,  as  a  con- 
solidation of  The  .Mbany  Railway  (chartered  1863),  the  Watervliet 
Turnpike  &  Railroad  Co.  (chartered  1862).  and  the  Troy  City 
Railw.-ty  Co.  (chartered  1866).  Since  that  date  it  has  purchased 
the  property  of  the  Troy  &  l,anslngl)urgh  Railroad  Co.,  and  has 
leased  the  properties  of  the  Umsingburgh  &  Cohoes  Railroad  Co., 
the  Troy  &  Cohoes  Railroad  Co.  and  the  Watcrford  &  Cohoes  Rail- 
road Co.  The  United  Traction  also  has  traffic  arrangements 
with  the  Cohoes  City  Railway  Co.,  a  corporation  owning  six  miles 
of  track  in  Cohoes  and  suburb,  whereby  the  properties  of  the 
two  companies  are  operated  in  close  harmony, 

POWER  FEATURES. 

The  United  Traction  Co.  purchases  its  power  from  the  Mechanics- 
ville  water  power  station  of  the  Hudson  River  Water  Power  Co., 
the  power  company  delivering  current  at  11,000  volts  at  two  sub- 
stations of  the  Traction  comi>any.  one  located  at  25th  St.,  Watervliet. 
and  one  at  North  .Mbany,  a  suburb  of  the  city  of  Albany.  The 
Traction  company  is  under  contract  with  the  Power  company  for 
(1.0CX3  h.  p.  to  be  delivered  at  the  sub-slalion  switchboards  as  desired. 
I'cnding  the  completion  of  the  new  water  power  station  at  Spier 
Falls,  the  Power  company  is  not  able  to  deliver  the  full  quota  of 
power  required  by  the  'Traction  company  and  the  additional  power 
needed  at  times  of  heavji  load  is  generated  in  three  steam-driven 
power  stations,  one  at  .Mbany,  one  at  Troy  and  one  at  Lansing- 
burgh, but  as  sixin  as  the  Spier  Falls  plant  is  finished  the  slcam- 
driveu  apparatus  will  be  discarded.  A  full  description  of  the  Me- 
chanicsvillc  and  .Sjiier  Falls  plants  will  1k'  found  elsewhere  in  this 
issue. 

.•\s  stated,  the  Power  company  delivers  current  lo  the  I'nited 
Traction  Co.  at  11,000  volts  at  two  sub-stations. 

The  sub-station  at  25th  St..  Watervliet,  is  the  larger  of  the  two 
and  contains  the  following  apparatus: 

Five  375-kw.  550-volt  Wcstinghouse  rotary  converters  and  one 
500-kw.  Stanley  rotary  converter.  There  are  three  150-kw.  oil- 
coolcd  Wcstinghouse  transformers  for  each  rotary,  these  Iwing  of 
the  usual  40-cyclc  three-phase  type  for  railway  work.  For  general 
convenience,  part  of  the  converter  sets  are  arranged  to  be  started  by 
a  three-phase  induction  motor  and  part  are  arranged  lo  be  siarled 
from  the  d.  c.  side. 

In  connection  with  the  sub-station  apparatus,  there  is  now  being 


installed  a  L.tdj-anipcre-liour  j<>4-cell  storage  battery,  furnished  by 
the  Flectric  Storage  llatlery  Co.  of  Philadelphia.  This  will  be 
used  in  connection  with  a  dilTerential  booster  in  order  ti>  meet  a 
local  condition  brought  alxiut  by  the  terms  of  the  contract  with  the 
Power   oompany.       The     Traction    company   buys  4.000   h.    p.    of   the 


SVSTK.M 


.\ITl-;i>  TH.VCTION   CO..     .\I.I1.\.\Y. 


total  6,000  h.  p.  on  a  flat  rate,  the  other  2,000  h.  p.  being  purchased 
on  a  meter  basis,  and  the  battery  together  with  the  differential 
booster  will  be  used  to  bring  the  load  curve  as  near  the  4,000  linnt 
as  possible.  'That  is.  the  battery  will  be  charged  during  periods  of 
light  load,  and  at  times  of  heavy  load  current  will  be  drawn  from 


AiG.  X.  1903.] 


STRKF/r    RAILWAY    RlAll-AV. 


502 


the  storage  battciy  in  so  far  as  possible,  and  additional  power  will 
be  taken  from  the  Power  company  only  after  the  capacity  of  the 
storage  battery  is  reached.  The  storage  battery  will  be  honsed'in 
a  sjiecial  building,  constructed  of  concrete,  according  to  the  patented 
niethiKl  of  tlie  Steel  Concrete  Construction  Co. 

The  apparatus  at  the  North  .-Mbany  sul)-station  is  idoiuical  in  all 
respects  with  the  Watervliet  sub-station,  except  that  there  are  four 
375-kw.    Westinghousc    rotarics    and    one    500-kw.    Stanley    rotary. 


is   span  construction  with   No.  00  round   trolley   wire   ninl   overhead 
material  of  various  makes. 

The  company  owns  396  cars,  divided  as  follows:  200  closed  cars; 
150  open  ears;  6  express  cars;  15  service  cars;  u  snow  ploughs  and 
r  sweepers.  Eleven  of  the  newer  double  truck  cars  are  40  ft.  over 
all.  built  by  the  J.  M.  Jones'  Sons  and  mounted  on  Taylor  trucks. 
The  company  has  recently  purchased  ten  new  double  truck  closed 
cars,  having  j8-fl.  bodies,  built  by  the  J.  G.  Brill  Co.  and  mounted 
on   r.rill   trucks.      .\   novil   arrangement   of   seats  and   ci>nipartnieiUs 


IXTKUIUH    W.\TKU\"L1ET    Sl"t!-STAT10N. 


SWlTl'MBd.Vmi,     W.^TICRVI.IKT    St:H-PT.AT10N. 


The  transformer  equipment  is  the  same  and  there  is  being  installed 
a  storage  battery  in  connection  with  a  differential  booster  in  the 
same  way  and  for  the  same  purpose  as  the  battery  at  the  Watervliet 
station. 

.\l  these  two  sub-stations,  the  ll.ooo-volt  alternating  current  is 
changed  to  37S-vo1t  a.  c.  and  transformed  to  550-volt  d.  c.  for  trans- 
mission to  the  trolley  wire,  the  converting  and  transforming  opera- 
tions following  the  usual  methods  in  work  of  this  nature. 

The  equipment  at  the  three  steam-driven  stations  has  been  in  use 
for  some  time  and  comprises  direct  current  generating  units  of 
various  standard  makes,  some  of  the  units  being  direct  connected 
and  some  belted.  Inasmuch  as  all  of  this  apparatus 
will  be  discarded  within  the  near  future,  it  is  not 
necessary  to  describe  it  in  this  connection.  It  is  in- 
teresting to  note  that  pending  the  ability  of  the  power 
company  to  furnish  the  full  amount  of  power  re- 
quired, resort  is  occasionally  had  to  the  expedient  of 
operating  the  rotary  converters  reversed  to  take 
direct  current  from  the  steam  stations  and  send  it 
at  high  voltage  from  one  sub-station  to  the  other. 
For  its  fcedet  system,  the  Traction  company  ha^ 
adopted  alumimim  cables  in  all  recent  work  and 
now  has  nine  or  ten  miles  of  alumiuuiu  feeders, 
equivalent  to  500,000  c.  m.  copper,  and  five  miles 
equivalent  to  350,000  c.  m.  The  aluminum  has  given 
excellent  satisfaction  and  probably  will  be  used  in 
all  future  work.  As  an  instance  of  the  facility  with 
which  aluminmn  can  Iw  made  to  meet  special  con- 
ditions, it  is  cited  that  the  feeders  are  carried  across 
the  Hudson  River  into  i'roy  in  a  single  span  of  .^otj 
ft.,  the  alumimmi  cables  lieing  supported  from  a 
lower  on  the  river  bank  on  the  Troy  side  of  the  river. 
The  longest  transmission  of  current  from  either  of 
the  sub-slations  docs  not  exceed  four  miles.  The 
average  loads  are  3,000  amperes  for  Ihc  Albany 
division   and   3,200   for  Ihc    Troy  division. 

fVIMRR  FF.ATURES. 

I  he  phy«ical  features  of  roadbed  and  overhead  wfirk  and  rolling 
".I'jck  have  U-en  descrilKrd  in  previous  issues  of  the  "Street  Railway 
Review"  and  will  nol  t>c  repeated  at  length  in  this  connection.  For 
the  most  part,  the  lines  of  the  I'niled  Traction  Co.  are  double 
Ir.nck.  laid  wilh  9  in  girder  rails  on  6x8  in.  x  8- ft.  lies,  bonded  with 
Si>  'jormK-iii.  Figure  8  "Crown"  double  Ininds,  and  laid  partly  with 
WeU-r  and  partly  wilh  Continuous  rail  joinU.     'The  overhead  work 


for  the  new  double  truck  cars  has  been  adopted  as  shown  in  one  of 
the  accompanying  engravings.  The  standard  short  car  fur  city 
service  has  a  20-ft.  body,  mounted  on  Taylor  trucks  wilh  from  - 
to  8-ft.  wheel  base.  The  double  truck  cars  are  mounted  on  trucks 
having  4^2-ft.  to  6-ft.  wheel  base.  All  double  truck  cars  are  equipped 
with  four  Westinghouse  No.  12  A  motors  and  single  truck  cars  arc 
equipped  with  two  Westinghouse  No.  12  A  inotors.  'The  longer 
cars  are  equipped  with  Christensen  air  brakes  and  all  cars  that 
operate  on  the  heavy  grades  arc  fitted  with  the  Flood  emergency 
brake.  Cars  arc  heated  by  the  Consolidated  Car  Healing  Co's. 
electric  heaters. 


ui';.Miii)|.;i.i:i]    I'.Mi    iiiicsio.    i'.mtI':i)  ■i'k.m'Tihn  cd. 

CAR  IIOl'SKS  AND  SHOP  NOTICS. 

'The  company  has  five  car  liou.ses,  two  at  North  .Mbany  each 
having  a  storage  capacity  of  "S  cars;  one  at  Quail  St.,  Albany,  with 
a  storage  capacity  of  80  cars;  one  at  I.ansingburgli  with  a  storage 
capacity  of  250  cars;  and  one  at  'Troy  wilh  a  storage  cajiiieily  of 
50  cars. 

During  tin-  last  ye;ir  the  enntpany  has  cxpiiided  i.insiiliT.'dtle 
money  in  improving  its  car  hnnse  facilities,  the  addilioris  consisling 
of  a  new  building  at  North  Albany  and  extensive  alterations  to  the 
Quail  St.  car  house. 


504 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  8. 


Most  of  the  repair  work  on  all  cars  of  the  system  is  done  at  the 
shop  at  North  .Mbany.  although  each  of  ihc  car  honscs  has  a  black- 
smith's shop  and  facilities  for  making  light  repairs. 

The  shops  at  North  .MKiny  are  equipped  with  a  full  complement 
of  wood  working  and  metal  working  tools,  and  here  the  company 
winds  and  repairs  armalnres,  casts  l>abbitt  Inrarings  and  carries  on 
the  various  operations  incident  to  the  proper  maintenance  of  its 
rolling  stock. 


car  wheels  25.000  to  35,000  car-mites.  The  type  of  wheel  in  use 
is  a  good  quality  chilled  wheel.  33  in.  in  diameter  with  2-in.  tread 
and  iki-'"-  flange.  The  wheels  have  a  2-in.  chill  with  a  54-in.  soft 
s|H>t  at  Ihc  edge  of  the  tread,  as  this  softening  of  the  outside  edge 
of  the  tread  has  lieen  found  to  prevent  chipping.  It  is  the  practice 
10  make  careful  inspections  each  day  of  all  parts  of  each  car,  and 
no  car  is  permiltotl  to  go  into  service  until  it  has  been  given  a  clear 
bill   of   good    condition   by   the   inspectors.     These   precautions   are 


MACHINE   SHOP  UNITED   TRACTION   Cu. 


The  paint  room  is  particularly  well  lighted  and  airy.  Various 
notes  written  by  Mr.  J.  E.  Butler,  master  car  painter,  on  the  meth- 
ods of  painting  will  be  found  elsewhere  in  this  issue. 

The  mechanical  department  keeps  complete  records  of  all  cars 
and  car  equipments.  Every  morning  as  the  cars  go  out,  the  crew 
sending  the  car  out  makes  note  of  what  run  the  car  goes  on.  This 
information  is  transmitted  to  the  office  on  a  slip  giving  the  car 
number,  the  run  number,  the  time  out  and  the  date,  so  that  the 
location  of  every  car  on  the  system  is  known  at   any  time  of  the 


all  in  the  line  of  discovering  defective  and   worn-out  parts  before 
actual  breakdowns  occur. 

In  order  to  secure  an  arrangement  of  oflices  suited  to  its  own 
particular  requirements,  the  United  Traction  Co.  has  erected  a 
very  fine  office  building  at  the  corner  of  Broadway  and  Columbia 
Sis.,  Albany,  near  the  Union  Depot.  This  building  was  fully  de- 
scribed and  illustrated  in  the  "Review"  for  July  15.  1901.  page  413. 
The  building  has  a  frontage  of  74  ft.  on  Broadway  and  45  ft.  on 
Columbia   St.     It  has  a  basement,  two  stories  and  a  loft  uncUr  the 


FLOOR   rt.AN  OF  COMPARTMENT  CAR   BODY. 


day.  A  journal  is  kept  of  the  cars  and  in  this  is  entered  the  total 
mileage  made  by  each  car  each  day,  this  information  being  taken 
from  the  conductor's  day  sheets.  In  a  second  book  is  kept  a  record 
of  the  equipment  of  each  car,  including  the  make  and  type  of  each 
of  the  various  parts  and  the  date  on  which  they  w-ere  placed  in 
service.  A  separate  record  is  kept  with  pinions,  armatures,  wheel 
bearings,  etc.,  so  that  the  life  of  each  part  can  be  determined.  The 
average  life  of  armature  bearings,  made  from  good  quality  babbitt 
metal,  is  found  to  be  6,000  car-miles;  trolley  wheels  4,000  miles; 


roof,  and  is  as  near  fireproof  as  modern  methods  can  make  it,  the 
only  wood  employed  being  the  doors,  window  trimmings  and  dec- 
orative wainscoting.  The  walls  arc  gray  brick  and  Indiana  lime- 
stone with  elaborate  decorations  in  mosaics  or  marble. 

The  ground  floor  is  used  by  the  accounting  department  and  has 
vaults  for  the  storage  of  valuable  papers  and  records.  On  the 
second  floor  are  the  general  manager's  office,  the  superintendent's 
office  and  various  rooms  and  offices  for  other  oflicials.  On  one  side 
of  the  general  manager's  office  is  a  large  room  for  directors'  meet- 


Aug.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


505 


iiigs,  this  being  finislied  in  mahogany  with  highly  decorated  ceiling 
and  paneled  walls. 

The  third  story,  which  is  lighted  from  sky-lights,  is  utilized  as 
engineers'  office  and  drafting  room. 

The  United  Traction  Co.  was  one  of  the  first  electric  railway 
companies  in  the  country  to  inaugurate  a  service  for  the  carrying 
of  express  packages  and  general  merchandise.  The  service  was 
established  in  1894  and  has  been  very  successful  and  satisfactory 
both  to  the  company  and  the  public.  For  the  year  ending  June  30, 
ig02,  the  company  carried  17,322  tons  of  express  and  freight  matter 
and  the  receipts  from  this  department  amounted  to  $27,833.35.  The 
expenses  of  the  e.xpress  department  were  given  as  $24,995.69,  leaving 
a  very  satisfactory  profit.  The  freight  and  e.xpress  car  mileage  was 
given  as  37,926  car  miles. 

The  city  of  .\lbany  is  peculiarly  well  located  for  an  e.xpress  carry- 
ing ser\ice,  as  the  Albany  merchants  send  out  agents  to  Troy, 
Cohoes.  Watervliet.  Lansingburgh  and  other  of  the  nearby  towns, 
and  the  United  Traction  Co.  distributes  and  delivers  the  greater 
part  of  the  sales  thus  made.  The  service  is  distinctively  an  express 
business  inasmuch  as  wagon  collections  are  made  in  .Albany  and 
all  the  diflfcrent  towns.  Considerable  heavy  freight  matter  is  carried 
but  always  at  e.xpress  rates.  For  the  collecting  and  delivering  of 
goods,  the  company  operates  five  wagons  in  Albany,  four  in  Troy, 
three  in  Cohoes,  and  one  in  Watervliet.  The  company  owns  si.x 
express  cars  and  three  are  in  operation  all  the  time.  The  cars  used 
are  20  ft.  long  inside,  were  built  by  Jones  Sons  and  are  mounted 


on  Taylor  trucks,  equipped  with  two  motors  to  each  car.  The 
express  cars  make  five  regular  trips  to  Troy  each  day,  four  to 
Cohoes,  three  to  Watervliet. 

The  company  maintains  express  depots  at  Albany,  Troy,  Watervliet 
and  Cohoes.  The  main  express  depot  at  Albany  has  recently  been 
enlarged  and  comprises  a  four-story  brick  building.  The  upper 
stories  are  rented  to  a  printing  establishment  and  the  ground  floor 
and  first  story  are  occupied  by  the  e.xpress  department.  The  depot  is 
provided  with  double  platforms,  the  express  cars  running  up  to  one 
side  of  each  platform  and  the  wagons  back  up  to  the  other  side, 
thus  greatly  facilitating  loading  and  imloading  of  express  matter. 
There  is  considerable  business  into  Albany  as  well  as  out  of  Albany, 
and  the  class  of  goods  carried  includes  fruit,  beer,  groceries  and 
general  merchandise  of  all  kinds.  A  considerable  business  is  carried 
for  the  collar  and  shirt  houses  at  Troy.  The  main  express  depot 
at  Albanji  is  used  jointly  by  the  United  Traction  Co.  and  by  the 
other  interurban  electric  railways  entering  Albany,  and  the  United 
Traction  Co.  prorates  with  the  other  companies  on  all  shipments  for 
places  on  their  lines.  .\  description  of  the  methods  of  handling 
express  matter  together  with  the  various  blank  forms  used,  will 
be  found  in  the  "Review"  for  Mar.  15.  igoi,  page  147.  The  express 
department  is  in  charge  of  Mr.  J.  W.  Gibney. 

The  officers  of  the  United  Traction  Co.  are:  President,  John  W. 
McNamara ;  secretary,  Charles  G.  Cleminshaw ;  treasurer,  James  Mc- 
Credie;  superintendent,  Edgar  S.  Fassett;  electrical  and  mechanical 
engineer,  H.  A.  Benedict. 


Third  Rail  System  of  the  Albany  &  Hudson  Railroad  Co. 


BY   R.    P.    LEAVITT.    ELECTRICAL   SUPERINTENDENT,    ALBANY   &    HUDSON   R.    R. 


Among  the  earlier  ventures  in  third-rail  construction  for  cross 
country  electric  roads,  the  Albany  &  Hudson  was  perhaps  the  most 
prominent.  Notwithstanding  that  earlier  descriptions  of  the  equip- 
ment of  this  road  have  appeared  in  the  "Street  Railway  Review". 
an  article  at  this  time  reviewing  the  prominent  features  of  this 
road,  with  the  changes  which  have  taken  place  since  the  completion 
is  deemed  of  interest. 

This  line  which  receives  the  greater   part  of  the  travel   between 


"Continuous"  rail  joint.     Cross  bonds  are  installed  at  intervals  and 
at  all  sidings. 

ITie  conductor  rail  is  also  80  lb.  to  the  yard  but  is  of  a  lower 
carbon  steel  than  the  traffic  rail  on  account  of  its  lower  electrical  re- 
sistance. The  joints  of  this  rail  are  bonded  with  two  425,ocio-c.  m. 
bonds  placed  under  the  base  of  the  rail,  and  are  made  mechanically 
strong  by  either  two  or  four-hole  splice  bars,  the  two-hole  pattern 
being  used  on  straight  line  only. 


I.VTKIIIOK    OF    HUDSON    SUB-STATION. 


terminal  points,  Albany  and  Hudson,  affords  the  only  railroad  facili- 
ties, for  both  passengers  and  freight,  for  a  numlwr  of  thriving  vil- 
lages along  its  line,  although  previous  to  the  organization  of  the  Al- 
bany &  Hudson  Railroad  Co.,  a  part  of  the  territory  was  .served  by 
a  jtcam  road  from  Hudson  to  Niverville,  a  distance  of  about  iH 
mile*. 

The  entire  line  including  the  acquired  track  was  laid  with  80-lb. 
■tcel  upon  a  subslanlial  roa'lbed  of  gravel  ballast.  The  traffic  rails  arc 
honded  with  two  No.  0000  bonds  to  each  joint,  placed  under  the 


Every  fifth  tie  is  9  ft.  long  with  the  extra  length  for  supporting  the 
third  rail  which  is  insulated  from  the  lie  by  a  specially  preparcil 
creosoted  wooden  block.  The  top  of  the  insulator  block  is  providnl 
with  an  iron  cap  with  lugs  which  hold  the  rail  in  position  laterally 

This  cap  extends  down  the  sides  of  the  block  and  terminates  in 
a  petticoat  of  I  in.  Corresponding  in  position  to  the  petticoat  on 
the  cap  is  an  offset  of  J-i  in.  in  the  block  which  gives  a  petticoat 
of  practically  lyi  in.  and  forms  a  very  strong  feature  of  this  block. 
llie  insulation  resistance  after  three  year.s'  exposure  to  weather  shows 


5()f) 


STKKKT    UAll.W  \V    !<l.\  li:\V. 


iVnl     Xlll.  No   8 


an  .i\<-r;igc  of  l^.ixx)  to  Id.ooo  ohni»  per  mile  of  rail.  This  is  re- 
iluccil  .iIkhiI  i.ooo  (iIiiiis  ill  very  wcl  weather,  hut  with  snow  ahoiil 
the  hlock  the  iiiMilntioii  is  practieally  dniililcd. 

Al  highway  cros>iiigs  where  the  third  rail  is  in- 
terrii|iled,  cither  an  overheail  or  iindergroiiiid  cable 
is  ii»ed,  though  for  single  track  where  conductors 
will  permit   the  overheati  calile  is  now   standard. 

Current  for  the  railroad  and  varii>Us  li.;;hting  plants 
is  supplied  at  u.ooo  volts  pressure  (r<  in  one  power 
lionsc  located  at  Stuyvesant  Falls,  which  location 
was  selected  on  account  of  the  availalile  water 
power.  The  power  house  is  it  miles  from  Hudson 
and  y>  miles  from  .Mhany. 

The  power  station  is  a  suhstatilial  hrick  huilding 
Kj  X  14J  ft.  as  main  huildiiiK  with  an  annexe:!  hoiler 
riHiiii  .sJxito  ft.;  it  is  on  KinderhcK>k  t'reek.  al>ont 
.1.000  ft.  in  a  str.iiKht  line  and  too  ft.  vertically  he- 
low  the  dam  and  falls  from  which  the  village  de- 
rives its  name. 

The  water  is  conveyed  to  the  station  by  two  7',i- 
ft.  .sleel  |)ens|iicks  which  connect  to  the  various 
wheels.  Kacli  penstock  is  provided  with  a  standpipe 
exieniling  several  feet  alnivc  the  water  level  at  the 
ilani,  which  acts  as  a  relief  valve  for  the  protection 
of  the  wheel  c:ises.  due  to  the  varying  water  pres- 
sure resulting  from  a  lluduating  railway  load. 

The  hydraulic  e(|uipiiienl  consists  of  10  Slilhvell- 
llierce  &  Sniiih-Vaile  lurhiiies  and  I.oniliard  gover- 
nors placed  in  a  row  parallel  to  the  penstocks  near 
the  south  side  of  the  station.  Kach  turbine 
supply  pipe  is  proviiled  with  a  gale  valve,  which  with  the  exception 
of  the  e.xciter    Hluels.  is   hydraulically  operated.      Dirici    coiineclecl 


Keiieralors  which  feed  direii  mm..  liu-  ihinl  rail  at  the  power  house. 

These  machines  arc  run  in  multiple  with  the  sulvslations  during 

the  day,  and  at  night  after  running-in  lime  lake  care  of  ;iiiy  extra 


rilllili    l!.\M,    .'^IIOE-I.dWKRKU. 


to  each  of   the    l.ooo-h.   p.    turbines   is    a   750-kw.   General    Electric 
three-phase,    J5-cycle,    12,000-volt    generator    for    supplying    railway 


KKliUKK    CONNKCTIO.N     AT    SfH-STATIi  )N. 

current  for  three  sub-stations.     In  addition  to  these  for  railway  pur- 
poses  are   two   200-kw.   600-volt,    direct   current,    direct    connected 


I.NTKUmH    n|.-    .VI.IJA.VV    .v.-     llrl>Sl  IN  IM IWKK  STATIO.V. 

cars  that  may  be  on  the  line.  Two  independent  turbines  <lrive  the 
exciters  and  the  three  remaining  wheels  are  direct  connected  to 
single-phase,  60-cyclc  alternators  for  commercial   lighting. 

lo  insure  against  any  shortage  of  power  in  the  dryest  season,  a 
-leani  ei|uipnient  of  a  l,200-h.  p.  Ball  &  Wood,  and  a  l,ooo-li.  p. 
lUickeye  engine  were  installed,  each  Ix-ing  belted  to  a  separate  jack 
shaft  which  iii.iy  he  connected  to  its  730-kw.  generator  by  a  clutch 
coupling.  Tlio  duplicate  steam  equipment  for  the  lighting  consists 
of  a  750-h.  p.  liuckeye  engine  which  may  be  connected  by  clutches 
lo  the  two  J.so-kw.,  (x)-cyclc  machines  and  e.xciter. 

The   switchlward  galleries,  of  two  floors,  are  on   the    south   side 


««HK:r'>53OTn'  • 

^W 

ss 

g 

TIIIKI'    l!.\l[.   SIIOK-RAISKD. 

of  llie  bnildi.ig  abo\-e  the  le;uliiig-in  pipes  for  the  tuviiiiu's.  On  tiu* 
lower  gallery  is  located  the  chief  engineer's  ofiice,  bath  room  and 
machine  and  feiiler  panels,  which  latter  present  a  noticeably  neat 
appearance  Ixnh  on  the  front  and  rear,  due  to  the  fact  that  with  the 
exception  of  the  600-voli  panels  no  heavy  current  comes  to  this  lloor, 
as  the  switch  levers  of  this  tloor  connect  with  the  oil  switch.-s  on  the 
llonr  al>ove. 

In  this  upper  gallery  as  already  mentioned  are  the  u.ooo-volt  oil 
switches,  each  in  its  own  compartment  built  of  fire  brick  and  soap- 
stone.  'J'he  bell  cranks  for  operating  the  switches  pass  through  the 
floor  and  are  connected  to  the  switch  levers  on  the  front  of  the 
Ixiard  in  the  lower  gallery  by  iron  pipe  with  one  section  of  wood  as 
an  extra  precaulion  that  no  high  voltage  may  reach  the  operator. 
-Ml  oil  three-phase  switches  arc  double  throw,  and  connection  may  be 


Ai;c.  20,  rg03.1 


STREET    RAILWAY    REVIEW. 


507 


iiuido  to  duplicate  bus  bars  so  that  different  machines  may  be  oper- 
ated together  or  independently.  The  various  transformers  for  the 
switchlward  instruments  arc  also  located  on  the  second  gallery.  All 
high   tension   lines  are  provided   with   expulsion   fuse  blocks   which 


STATlllN    .\T    lil.KCTRII- 


\\RK-.\1.B.V.NY    >\i    Hl-nSOX    R.    R. 


eithe 


a    natural   overload   or  a 
the  I 


u 


lead 

:.rtll 


operate  most  satisfactorily  on 
-hort  circuit. 

The  transmission  line  branches  near  the  station.  01 
feeding  the  railway  sub-statious  at  Xorth  ChatlKim 
and  East  Greenbush ;  the  other  to  the  south  supply- 
ing the  Hudson  station.  The  high  tension  wires  are 
supported  on  two  arms  except  at  transposition^ 
which  occur  every  mile;  the  upper  being  four-pin 
and  carrying  two  pair  of  single-phase  lighting  wire^ 
and  the  lower  a  six-pin  carrying  the  Hudson  two 
duplicate  three-phase  lines.  I  he  north  line  has  but 
one  set  of  three-phase  wires. 

The  telephone  and  telegraph  lines  arc  carried  on 
eight-pin  arms  6-ft.  below  the  power  wires,  with 
the  telephone  wires  transposed  every  400  ft.  Not- 
withstan<ling  the  fact  that  telephone  wires  are  car- 
ried the  length  of  the  line  on  the  same  poles  with 
power  and  lighting  lines,  and  also,  that  the  line  lia^ 
44  telephones,  no  more  trouble  is  experienced  in  tlir 
working  of  the  line  than  the  writer  has  noticed 
with  trolley  systems  where  telephone  wires  were 
carried  on  the  side  of  the  track  opposite  from  the 
high  tension  wires.  At  each  station  where  agents 
are  regularly  employed  the  line  is  "looped  in"  and 
switches  are  so  arranged  that  trouble  may  be  more 
easily  located.  Local  telephone  lines  in  both  Rens- 
selaer atid  Hudson  connect  with  the  various  employes'  licjincs  and  are 
arranged  for  connection  with  the  main  line  when  desired. 

The   two   sub-stations  on   the   north    transmission    line    are   Xorth 
Chatham.  10  miles,  and   Fast  fireenbush.  JJ  miles,  respectively  from 


at  each  station,  and  at  East  Greenbush  station  provision  is  made  for 
starling  from  the  alternating  current  at  full  voltage  by  means  of  a 
double-throw  switch  connected  in  the  secondaries  of  the  step-down 
transi'oimers.  Full  and  one-third  voltage  secondary  laps  are  taken 
to  opposite  ends  of  this  switcli  wliich  allow  the  rotary 
to  start  with  a.  c.  current  at  125  volts,  and  after  ap- 
proximate speed  is  reached  the  switch  is  changed 
10  the  full  voltage  connection.  This  method  of  start- 
ing is  very  sitisfactory  indeed,  as  the  current  re- 
i|uired  is  of  no  considerable  amount,  and  it  also 
permits  the  synchronizing  lamps  to  be  entirely  dis- 
regarded. The  Hudson  station  is  to  miles  south  of 
the  power  house  and  differs  but  little  in  the  railway 
t'(|uipment  from  the  other  stations,  except  in  having 
lud  _'oo-l<w.  rotaties.  The  station  building  at  Ibis 
pMiiit.  aUo  of  brick,  is  considerably  larger  than  the 
other  stations,  to  accommodate  the  lighting  appa- 
ratus for  Hudson.  Under  normal  conditions  all  sta- 
tions are  run  in  multiple  on  both  alternating  and  direct  current 
sides.  However,  at  each  station,  the  third  rail  is  intcrruplcd  and 
llie   rails  connected   In  nnrlh   ami    south    feeder   piuiels,    so   any   par- 


Al.l;A.\^■  .V   iirnsii.N  Tw  <  1-1 'a  u  I'u.xi.x 


licular  section  between  st.ilions  may  be  readily  cut  dead.  slionUI  llu 
occasion  demand  it. 

The  main    repan"   shop   and   ear   bouse    is   near   the  general    i.llices 
in    Rensselaer,    just    across    the    ri\cr    from    .Albany.      Another    shop 


aLM.Mi;i;  cai:  i-mji  ai,ii.\.nv  .v  mius  i\    w  .\.sm.\  .m.v.vi  ivS^  -i  iki.m 


ilic  jHiwer  house.  These  stations  have  practically  the  same  electrical 
e'piipineiil,  consisting  of  f<nc  400-kw.  ami  one  2<X)-kw.  (ieiieral  Elec- 
tric rotary  converter  with  two  independent  jets  of  three  air-blast 
^IcjkIowh  tranjformrri  and  one  reactive  coil.  Rheostats  for  slart- 
iiiK  the  rotarles  with  the  direct  current   from   the  rail  arc  included 


and   car  house   used   primarily    for    Hudson    local   cars   adioins   lln- 
sub-station  at   Hudson. 

The  rolling  stock  for  the  main  line  e{|uippecl  wilb  motors  consists 
of  eighteen  .S.Vf'-  "nd  two  4.vfl.  doubb'  truck  cars  ni,-ide  by  Wasoii 
Manufacturing  Co,  and  niomili-d  on   I'rill    No.   .7  Irucks.      biiglil   of 


508 


STREET    KAII.WAY    RF.VIEW. 


(Vol   XIII,  No.  8. 


ilicse  cars  classed  as  winter  cquipniriits  arr  heavier  in  constniction, 
tincly  finiJied  in  cherry  with  inlaiil  work,  aiul  ei|tii|i|K'il  witli  twi> 
I. -4  controllers  an'l  four  G.  R  No.  51,  Ko-h.  p.  nioiurs,  geared  for  a 
speed  of  59  miles  per  hour.  Three  of  these  cirs  have  a  lai^gage 
compartment  while  the  other  five  have  glazed  partitions  forming  a 
compartment  for  smokers.  The  ten  so-called  sunmicr  cars  are  some- 
what lighter  in  construction  and  are  finished  in  light  wood  with 
windows  arranged  that  l>oth  sashes,  instead  of  one,  may  be  let  down 
in  the  car  tody  pockets.  The  electrical  etinipnienl  (or  these  cars  con- 
sists of  two  K-14  controllers  and  four  G.  K.  No.  57,  50-h.  p.  motors. 
The  two  43-ft.  cars  are  without  seals  <inil  are  used  as  locumolivcy 
for  handling  freight,  and  have  the  same  motor  equipment  as  used 
on  the  winter  cars,  except  that  the  gear  ratio  is  much  lower,  and 
allows  a  maximum  speed  of  2J  miles  per  hour  ruiuiiiig  liKht.  These 
locomotives  are  equipped  with  automatic  air  while  ail  other  cars 
use  straight  air  brake  apparatus.  Owing  to  the  heavy  freight  busi- 
ness these  two  cars  are  to  be  superseded  by  a  so-ton  locomotive  now 
being  built,  which  is  to  be  equipped  with  four  G.  E.  No.  55,  i6o-h.  p. 
motors  with  low  gear  ratio  and  Typ!  M-  control.  The  cars  are  fitted 
with  Christensen  air  brakes.  Besides  the  third  rail  shoes  all  cars 
are  provided  with  a  trolley  pole  at  each  end  of  the  car,  for  use 
when  on  city  tracks  at  terminal  points.  A  special  enclosed  com- 
mutating  switch  is  installed  in  each  vestibule  for  connecting  the 
controller  to  either  the  trolley  or  shoes  and  at  the  same  time  cut- 
ting the  other  dead.  The  third  rail  shoes  which  weigh  from  22  to  24 
lb.,  make  contact  only  by  their  own  weight,  and  are  suspended  at 
each  end  by  slotted  links  from  the  casting  on  the  wooden  shoe 
beam,  allowing  a  vertical  movement  of  about  2^  in.  These  links 
arc  so  constructed  that  they  will  break  and  free  the  shoes  in  case 
any  serious  obstruction  is  met.  The  method  of  connecting  the  shoe 
beam  to  the  journal  boxes  is  clearly  shown  in  the  .iccompanying  il- 
lustration. 

The  difficulties  of  operation  with  sleet  on  the  rail  which  has  been 
experienced  by  many  third  rail  systems.  h;is  alter  a  great  deal  of 
experimenting  been  overcome  by  a  specially  designed  scraper  oper- 
ated by  compressed  air  from  the  car  reservoir. 

The  maintenance  charge  of  renewing  worn  out  shoes  is  very  small 
indeed  as  compared  to  renewing  trolley  wheels  on  a  purely  trolley 
road  of  high  speed. 

The  Albany  &  Hudson  company  does  ^n  extensive  freight  busi- 
ness, having  traffic  arrangements  with  the  New  York  Central  and 
Boston  &  Albany  at  Hudson,  Nivcrvillc  and  Rensselaer.  It  handles 
only  standard  steam  road  cars.  With  one  freight  train  a  day  each 
way  with  often  twelve  to  fifteen  cars  to  a  train,  this  traffic  makes  a 
very  profitable  feature  which  is  steadily  increasing. 

The  system  of  operation  embraces  only  standard  steam  road 
principles  and  is  practically  the  same  as  used  on  the  New  York 
Central.  At  present  all  successful  applicants  for  trainmen's  posi- 
tions must,  among  other  qualifications,  have  had  quite  an  extensive 
steam  road  experience. 

In  despatching  trains  both  telephone  and  telegraph  are  used. 
Telephone  booths  are  located  at  all  sidings  between  regular  stations 
so  the  train  crew  may  receive  orders  direct  when  necessary,  though 
this  is  not  at  all  frequent,  as  a  large  per  cent  of  the  orders  are  de- 
livered through  regular  operators  at  stations.  .Vn  hourly  schedule 
is  maintained  between  terminal  points  in  addition  to  through  limited 
trains  and  limited  trains  from  Albany  to  Filcctric  Park  during  the 
afternoon  of  the  summer  months.  This  park  which  is  owned  and 
operated  by  the  railroad  company  is  situated  on  Kinderhook  Lake, 
18  miles  from  both  .Mbany  and  Hudson,  and  has  since  its  opening, 
three  years  ago,  steadily  increased  in  popularity  until  today  it  is 
perhaps  one  of  the  best  known  railway  parks  of  the  state.  The 
natural  beauty  of  the  original  forests  covering  the  elevations  over- 
looking the  beautiful  Kinderhook  Lake  alone  makes  it  a  most 
desirable  spot  for  a  day's  outing.  In  a  large  pavilion  overlooking 
the  lake  an  orchestra  is  stationed  throughout  the  day,  and  near  by,  on 
week  days  at  ,1:00  and  at  8:30  o'clock  p.  in.,  high  class  vaudeville 
performances  are  given  in  an  o|X'n  air  rustic  theater  seating  1,500 
people.  In  the  evening  the  park  and  buildings  are  brilliantly  lighted 
by  hundreds  of  incandescent  lamps.  Boating  is  one  of  the  principal 
attractions,  in  addition  to  which  the  usual  park  amusements  and 
recreation   features  arc  provided. 

The  officers  of  the  company  arc:  ('•.  G.  Blakeslee,  second  vice 
president  and  general  manager;  J.  S.  Gillespie,  superintendent;  A.  P 
Deeds,  auditor  and  general  freight  and  passenger  agent ;  R.  P. 
Leavitt,  electrical  superintendent. 


THE  HUDSON   VALLEY   RAILWAY  SYSTEM. 


Inasmuch  as  a  complete  description  of  all  the  construction  and 
i>perating  features  of  the  Hudson  Valley  Ry.  was  published  in  the 
"Review"  for  .■\pril  15,  n/>2  (page  ig.ll.  n  is  not  necessary  to  repeal 
at  this  lime  a  detailed  account  of  the  properly,  and  attention  will  be 
directed  to  the  few  changes  which  have  bien  made  since  the  public.i 
lion  of  that  article. 

Perhaps  the  most  important  improvement  has  been  the  opening 
of  a  new  line  from  Glens  Falls  to  Saratoga  Springs.  This  exten- 
sion was  built  with  the  idea  of  giving  a  more  direct  service  between 
Saratoga  and  the  Lake  George  region,  and,  although  it  has  been  in 
operation  but  a  few  months,  it  has  become  very  popular.  The  com- 
pany's main  line,  by  way  of  Fort  Kdward,  Schuylcrville  and 
Mechanicsville.  gives  connection  to  Saratoga  in  conjunction  with  the 
Hallslon  branch,  but  this  is  a  round-about  way,  and  the  new  air-line 


Scale,  o^  Tni/es. 

El.KCTKll-    K.MI.WAYS    IN    KASTKR.V    .NKW    YDKK. 
Hudson    Valley    Rv.;    lnlte<l   Traction   Co.,    .Mbiiny;    .-XllMiny    &    Hud- 
.sion  Railroad   Co.;  Scheiwilaily    Ry.;   Fondn,  Johnstown  &  Gloversvllle 
R.    R.;  Troy  ^-    New    Kiivlanil    Ry 

reduces  the  schedule  time  between  Glens  Falls  and  Saratoga  to  an 
hour  and  a  quarter.  The  new  line  is  well  built  and  is  about  18 
miles  in  length.  The  Hudson  Valley  Railway  Co.  now  owns  about 
125  miles  of  track,  including  the  main  line  from  Warrensburg  into 
Albany  and  the  loop  line  from  Glens  Falls  to  Mechanicsville  by  way 
of  Saratoga  and  Ballston.  For  the  most  part  the  track  is  laid  with 
60  or  70-lb.  T.-rail  with  gravel-l«llasted  roadbed. 

In  1902  the  company  was  confronted  ivith  the  question  whether 
to  build  a  large  dam  on  the  Hudson  River  or  to  secure  the 
necessary  power  from  the  Hudson  River  Water  Power  Co.  The 
Hudson  Valley  company  secured  eight  Weslinghouse  300-kw.  40- 
cycle  rotary  converters  for  its  sub-stations  before  deciding  upon 
the  question  of  procuring  power  and  eventually,  owing  to  labor 
troubles,  decided  to  secure  power  from  the  Hudson  River  Water 
Power  Co.,  but  it  afterward  developed  that  this  company  was  not 
able  to  furnish  power  required  for  the  railway  and  this  plan  was 
therefore    abandoned.      The    company    therefore    found    itself    with 


Avo.  20.  1903.] 


STREET    RAILWAY    RFA-TFAV. 


509 


eight  complete  sub-station  outfits  but  with  no  available  power  and 
it  was  under  these  conditions  that  the  flexibility  of  rotary  converters 
as  auxiliary  outfits  proved  of  greatest  advantage. 

The  rotary  converter  at  Warrensburg  sub-station  was  belled  to 
a  400-h.  p.  water  wheel  and  was  separately  excited  from  a  small 
550-volt  exciter,  making  an  a.  c.  and  d.  c.  generator  of  the  machine. 
The  direct  current  supplies  the  end  of  the  line  near  this  sub-station 
while  the  alternating  current  is  stepped  up  to  22,cwo  volts  and  trans- 
mitted 7'  .  miles  to  the  Uikc  George  sub-station  where,  by  means  of 
transformers  and  a  rotary  converter  it  is  changed  to  600-volt  direct 
current  which  feeds  that  portion  of  the  road.  This  arrangement 
has  been  found  very  satisfactory  and  it  handles  the  load  easily 
notwithstanding  the  traffic  is  heavy  on  this  part  of  the  road  in 
sunmier  and  there  arc  a  number  of  heavy  grades  on  the  line. 

.\l  the  Qucensbury  power  house  there  was  installed  an  800-h.  p. 
.■\llis-Corliss  cross-compound   engine   direct  connected  to  a  525-kw. 

generator  giving  S50-voll 
direct  current.  This  cur- 
rent operated  two  300-kw. 
rotary  converters  supplying 
alternating  current  to  trans- 
formers which  raise  it  to 
22.000  volts  for  transmis- 
sion to  two  sub-stations, 
one  at  Wilton.  II  miles  dis- 
tant, and  one  at  Moses  Kill, 
14  miles  in  the  opposite  di- 
rection. A  small  exciter  is 
belted  to  the  shaft  of  the 
rotaries  in  the  Queensbury 
station  which  excites  the 
rotary  when  transforming 
from  direct  to  alternating 
current.  This  is  necessary 
because  when  a  sudden  load 
is  thrown  on  the  alternating 
.\.    1;.   ciPl.viN.  current  side  it  tends  to  de- 

magnetize the  field  ami 
causes  the  rotaries  to  run  at  an  excessive  speed  unless  exciting  cut- 
rent  is  furnished  to  their  fields. 

At  the  Saratoga  sub-station  one  of  the  rotaries  is  connected  to 
a  500-h.  p.  engine  and  this  set  operates  in  the  same  manner  as  tTiai 
at  the  Warrensburg  sub-station,  the  alternating  current  being  carried 
to  Kound  Lake,  a  distance  of  8  miles,  where  it  is  again  re-converted. 
I  his  arrangement  of  the  station  apparatus  was  designed  and  in- 
stalled by  Mr.  J.  H.  Ingersoll,  superintendent  of  power  and  lines. 
of  the  Hudson  Valley  Railway  Co.,  and  while  it  was  only  expcdcd 
to  operate  in  this  way  for  the  present  summer  the  plan  has  proved 
so  successful  as  an  auxiliary  that  it  will  probably  not  be  changed. 
While  it  is  not  claimed  that  this  is  the  most  efficient  way  of  operat- 
ing the  road  it  points  out  the  advantages  of  using  rotary  converters 
in  a  water  power  plant  instead  of  a  second  set  of  generators.  The 
company  expects,  however,  lo  secure  power  from  the  Spier  Falls 
power  house  of  the  Hudson  River  Water  Power  Co.  within  fio  days. 
The  rolling  stock  has  Iwen  increa.sed  by  ihc  addition  of  ten  15- 
twnch  open  cars  and  three  double  truck  closed  cars.  Most  of  the 
cars  owned  by  the  company  were  built  by  the  J.  M.  Jones  Sons  Co., 
of  Walcrvliet.  and  arc  mounted  on  Taylor  trucks.  The  Hudson 
Valley  Railway  Co.  makes  a  specialty  of  furnishing  chartered  parlor 
and  open  cars  from  or  lo  any  point  on  the  line  at  reasonable  rates. 
A  special  feature  of  the  chartered  car  service  for  the  past  season  has 
l>een  the  handling  of  excursion  cars  in  trains  by  electric  locomotives 
with    from   two   10   ten    cars   in    the   trains,    thus   enabling   a  num- 


ber of  cars  belonging  to  one  excursion  to  he  moved  at  one  time. 
The  officers  of  the  company  as  at  present  organized  arc  as  fol- 
lows:  President,  Addison  1^.  Colvin;  first  vice-president,  John  \V. 
Herbert;  second  vice-president,  George  E.  Greene;  chairman  ex- 
ecutive committee,  Peter  McCarthy;  treasurer,  Frank  L.  Cowles; 
general  passenger  agent.  Hermon  E.  Smith  ;  secretary  and  attorney, 
Joseph  .\.  Kellogg;  general  counsel,  Charles  A.  Gardiner;  super- 
intendent Waterford  and  Saratoga  divisions.  John  .MalnMiey  ;  super- 
intendent Glens  Falls  division,  F.  W.  Kiiimouth;  superintendent 
power  and  lines,  J.  B.  Ingersoll;   purchasing  agent,  J.  G.  Phillips. 


OTHER  ROADS. 


in  reviewing  the  electric  railway  lines  in  the  territory  tributary 
to  Albany  mention  should  be  made  of  the  Troy  &  New  Eiiglanil 
Ry.  and  the  Ballston  Terminal  R.  R. 

The  Troy  &  New  England  Railway  Co.  operates  about  nine  miles 
of  track  from  .Mbia  in  the  city  of  Troy  southeast  to  Sand  Lake  and 
,\verill  Park.  It  has  traffic  agreement  with  the  United  Traction 
Co.  whereby  its  cars  enter  the  city  of  Troy.  The  road  is  single  track 
with  turnouts,  laid  with  85-lb.  T-rail  and  gravel  ballasted.  It  owns 
eight  closed  cars  and  nine  open  cars  and  is  operated  from  a  small 
steam-driven  direct-current  station  near  the  center  of  the  line.  The 
company  also  does  a  small  freight  and  express  business.  The  offi- 
cers of  the  company  are:  President,  Edward  F.  Mnrr.iy;  secretary 
and  treasurer,  R.  C.  Hull;  superintendent,  C.  W.  Hentley,  all  of 
Troy,  N.  Y. 

The  Ballston  Terminal  Railroad  Co.  operates  about  12  miles  of 
Hack  in  and  near  Ballston  Spa.  The  property  has  been  in  the  hands 
of  a  receiver,  but  in  January  of  last  year  the  receiver  was  dis- 
charged and  the  company  is  now  operating  the  road.  Preparations 
are  being  made  for  extending  the  road  to  Gloversville  and  Johns- 
town. 

The  company  operates  two  passenger  cars,  one  freight  car,  five  box 
and  four  llat  cars.  The  passenger  cars  are  mounted  on  Brill  trucks 
and  are  equipped  with  two  50-h.  p.  Westinghouse  motors,  and  the 
freight  car  with  four  50-h.  p.  motors.  The  power  is  generated  by  a 
-.mall  steam-driveti  direct-current  station  equipped  with  one  .^50- 
h.  p.  Ilamillon-Corliss  engine.  The  boiler  room,  which  is  100x60 
ft.,  contains  two  Bahcock  &  Wilcox  boilers  of  200  h.  p.  each.  The 
generator  is  of  the  Westinghouse  make  and  has  a  capacity  of  205  kw. 
The  company  has  one  car  house  60  x  30  ft.,  and  the  repair  shop  is 
located  in  this  building.  This  road  docs  considerable  express  and 
freight  business,  the  express  rales  Ijcing  25  cents  per  hundred,  with 
the  minimum  charge  of  10  cents,  and  a  freight  rate  of  6  cents  per 
hundred,  with  a  minimum  charge  of  IS  cents.  The  company  moves 
about  300  tons  of  freight  per  day,  or  about  20  carloads,  from  the 
Delaware  &  Hudson  Railroad,  its  actual  tonnage  for  the  past  year 
being  88,528.  The  passenger  cars  make  100  miles  per  day,  the  sched- 
ule speed  being  15  miles  per  hour.  The  total  track  of  the  road  is  15 
miles,  including  three  miles  of  siding.  The  regular  pas.senger  fare 
is  5  cents  and  workmen's  tickets  arc  sold  30  for  $1.00,  giving  a  5-ceiU 
ride  for  3'/^  cents.  .School  tickets  arc  also  sold  in  Ijooks  at  the  rate 
of  I   cent  per  mile. 

The  company  was  chartered  Mar.  14,  i8y6,  and  has  an  authorized 
capital  stock  of  $1,500,000,  of  which  $,?oo,ooo  is  issued.  Its  author- 
ized funded  debt  is  $1,500,000,  of  which  $,585,000  is  issued.  The  ofli- 
cers  of  the  company  are:  Thomas  F.  Barrett,  president;  T,  II. 
Beach,  vice-president  and  general  manager;  W.  S.  Walcrbtiry,  secre- 
tary; J.  C.  Trask,  treasurer,  and  William  Harrison,  electrical 
I'ligincer. 


DO  AND  DO   NOT. 


Mr.  Clias.  II.  Cox,  resident  manager  of  the  Middlclmro,  Warehani 
&  Hiizzard''.  Bay  Street  Railway  Co..  has  posted  sets  of  "Dos  and 
Don't"  in  Iho  lobby  of  the  car  house  which  have  for  their  object 
railing  Ihc  attention  of  the  employes  to  various  matters  without  the 
formality  of  a  general  order.  These  various  admonitions,  to  which 
wc  «hall  give  Ihc  name  of  "Buzzard's  Bay  Philosophy,"  were  printed 
on  tracing  clMh  and  blue  print  copies  taken  which  are  posted  on 
iKilh  sides  of  four  swinging  biillrtin  tniards,  Ihc  iKiard  being  about 
iK  in.  X  4R  in.  in  size  and  provided  willi  glass  coverings  for  both 
tide*. 


DO  remember  thai  the  stockholders  of  this  roiicl  im.'sled  llicir 
mrjiiey  for  the  pmpose  of  making  a  prolil. 

DON'T  forget  that  yon  arc  employed  to  do  your  slime  tow:iriN 
making    it. 

I )( )  iii,-d<e  your  services  so  valn.ilile  lli:it  llii'  eoiii|i.iiiy  c;iiiiiot 
:irford  to  rio  without  llieni. 

DON' I  forget  that  there  are  otlieis  who  would  hi-  glad  of  the  op- 
poitniiily. 

I )( )  rciiH  inliiT  Ih.ii  vnii  have  'lie  lives  :iii(l  limbs  of  tin-  pulilic. 
as  well  .IS  ilic  pro|)erty  of  the  company,  in  your  hands  ,ii  all  limes 
wlicn  on  ilnly. 

DO.N'I     forget    thai    iiciideiil  s   i-.iiiscd    by   i-.-n  eli-ssiu-ss   :n'e   eriiiies. 


('oiivciition   Programs, 


AMERICAN   STREET  RAILWAY  ASSOCIATION. 


U  KDNKSD.W.   SKI' I     -■,    !■,..( 
MiiriiiiiK :    Ki'tjistriiliun  of   DcIckhIo. 
AfuTiKioii :  l-'irsi  Sfs>iim  al  i  :oo  j).  m. 

Ki.ll  Call. 

A«ldros>  of   Wrlcniiu-,    Hun.    .\.    I'.    Kiiaiip. 

I'rcsiilcnl's   Address. 

Rc|)i)rt  111  Si'crclary  and    TrcaMiriT. 

.\|)|»>lmni(.-iu  of  Coniiiiitii-cs. 
l''vciiinK.  *<  p.  111.:  Kxciirsioii  to  SaraloKa  l.akf  and  Ca-iiio  as  gnosis 

of  llu-  Hudson  \alli-y  Kailuay  Co. 

IllCKSDAV.   <.\:V\.   ,\.    iyo.v 
Miirning:  Second  Session  al   lo  a.  in. 
.\flcriUHin,    I    p.    ni. :    K.xcnrsirn    Ui    SclunecUnly    as    tin^'-'s    of    llie 

lieiieral    Eleciric   Co.      l.nncli    will   lie    seixed   on    llie   liaiii   or    al 

tile  company's   works. 

rRlDAV.   SlU'l.   4.    I.XM 
.Morning:  Third  Session  at   lO  a.  in. 
.\fleriioon,   i.oo  p.  ni. :  K.xcnrsion  to  1-ake  tJeorge  as  gnests  of  llu 

Hudson  Valley  Railway  Co..  returning  al  6:00  p.  lu. 
Evening,  X:co  p.  ni. :   .\iiiiual   Itan(|uet   and   installation   of  ofiicers- 

elect. 

I'he  papers  to  be  presented  liefore  tlie  association  are  as  follow^: 

"Steam  Turliines,"  \V.  1..   K.   Kmnietl.  (jciieral   ICIectric  Co. 

"Electric  Welded  Joints,"  Worcester  Consolidated  Street  Railway 
Co.,  by  William  I'estell,  a  siiperiutendeiu  of  inoiive  power  ami 
chief  engineer. 

"The  Evils  of  .Maintenance  and  Cliaiiiperty  in  I'ersonal  Injury 
Cases,"  Detroit  I'niled  Ry..  by   .Michael   lirenuan,  attorney. 

"Train  Orilers  and  Train  Signals  on  Inlernrban  Roads,"  luler- 
nalional  Railway  Co.,  of  Huflfalo,  by  T.  \\.  .Mitten,  general  man- 
ager. 

"Ereight  and  Express  on  l'"lectric  Railway-. "  liirniingliaui  Kail- 
way,  Light  &•  Tower  Co..  by  J.  11.  McClary.  niaiiagor  railway  de- 
partment. 

"The  Mannfactnre  and  Distributiou  of  .Mlerualing  Currents  for 
City  Systems,"  Chicago  City  Ry..  by  Ricbanl  .McCullocb.  assislain 
general  manager. 

"Comparative  Merits  of  Single  and  D.iubie  Truck  Cars  lor  City 
Service,"  Milwaukee  Electric  Railway  S:  Light  Co. 

"The  Right  of  Way."  Inlernrban  Street  Railw.iy  Co..  by  II.  II. 
X'reeland,   president. 


STREET   RAILWAY   ACCOUNTANTS 
CIATION. 


ASSO- 


r.)(i,i. 


.\.   .M. 


l'"ull.TloU, 


WEI).Vi:SI).\V.  SEPT. 

.\nnual  .\ddress  of  the  I'resident. 

.Viimial   Report  of  llie  Executive  Comuiitlee. 

.\nnual   Report  of  the  -Secretary  and    Treasurer. 

Paper:      "Freight    and    Express    .\cconnts,"    by    Irwi 
general  auditor.  Delroil   Ciiiled   Railway,  Detroit,  Mich. 

Appoinlmcnt  of  Convention  Conmiitlee  on  Xominations. 

.\ppointnient  of  Convention  Committee  on  Resolutions. 

Replies  to  <)nestions. 

THL'RSDAV,  SEPT.  .?,  tgo,?.  10  A.  .\l. 

Paper  :  "Car  Maintenance  Records,"  by  S.  C.  Slivers.  .\'ew  jersey 
&  Hudson  River  Railway  Co.,  Edgewaler.  X.  J. 

Paper  or  address  by  a  representative  of  the  I'nileil  States  Census 
Unreau. 

Report    of    the    Counnitlee   on    a    Standard    Eorni    nl 
ICIeclric  Railways.     Chairman,  William  F.   Ham,  coniplr 
ington  Railway  &  Elecl-ric  Co.,  Washington,  I).  C. 

Replies  lo  fiuestlons. 

IRIDAV.  SEPT.    I.   i"Xi.!.   10  .\.   M. 

Paper:  ".Xdvantages  and  Disadvantages  of  Hag  or  Envelope 
System  and  of  the  Cashier  Sy.slem  of  Receiving  Conductors'  De- 
posits." by  F.  R.  Henry,  auditor  St.  I.ouis  Transit  Co..  St.  Louis, 
Mo. 


Rep 
.  Her 


lor 
sh- 


Coinparison  of  the  Municipal  1  raiiiways  .\ss*iciation  of  (jreat 
llritaiii  proposed  "Standaril  Classilication  and  Eoriii  of  Report"  with 
the  .\iiiericaii  Standard,  by  C.  N.  Duffy,  secretary  Chicago  Cily 
Kailw.'iy  Co.,  Chicago,  III.,  chairman  Conimiltee  on  .Standard  Classi- 
ricalion. 

Replies  to  questions. 

Report  of  Committee  on  Resolutions. 

Report  of  Conimiltee  on  iN'ominalioiis. 

l-.lectioii  ami   In-lallatiou  of  Oflicers. 

.\djournnienl. 

.♦•♦■ 

MECHANICAL  AND  ELECTRICAL  ASSOCIA- 
TION. 

Tl'ESDAV,  SEPTE.MHER  1st,  io:>  a.  in. 
.\ddress  of  Welcome,  Hon.   Edgar    T.   Ilrackctl. 
President's  .'\ddress,    Thomas   Farmer. 
Report  of  Exccniive  Cominiltee. 
Report  of  the    Treasurer. 
Report  oT  Special  Committees. 
.\ppoinlmcnt  of  Committee  on  Nominations. 

WED.N'ESDAY,  SEPTE.MUI:R  jd.  10:00  a.  m. 
Presentation  and   Discussion   of    Teehnical    Papers. 

IllLRSDAY,  SEPTEMIiER  jd,  10:00  a.  in. 
Presenlation  and  Discussion  of   Technical  Papers. 

l-RID.W,  SEPTE.MHER  4ih.  io;oo  a.  m. 

Presenlation  and  Discussion  of  Technical  Papers. 

Report  of  Commiltee  on  Xominations. 

Kleclion  of  Officers. 

The  papers   Ix'fore  this  association  ineliule  the  following: 

"Care  and  .Maiulenauee  of  Car  I'mdies,"  C.  !•".  liaker,  superinteii- 
deiU  of  motive  power  and  machinery,  Hostou  Elevated  Ry.,   Boston. 

"Impruveiuenls  in  Street  Car  Motors,"  E.  W.  Olds,  superinieii- 
deiil  of  rolling  stock,  Milwaukee  Electric  Railway  &  Light  Co. 

"Type  M  Coulrol."  W.  O.  Muiidy,  master  mechanic,  .St.  Louis 
Transit    Co. 

"Cse  and  .\buse  of  Controlling  Mechanism,"  D.  F.  Carver,  chief 
engineer.  Public  .Service  Corporation  of  New  Jersey,  Newark,  N.  J. 

"Shop  Kinks."  II.  11.  .\danis,  superiiUeiident  of  shops,  Cnitcd 
Railways  &  lilectric  Co.,  Haltiniore,  Md. 

"Car  Shop  Practices,"  .Mfred  (!reeu.  ma~ler  inechanic.  Rochester 
Railway  Co.,  Rochesler,  X.  V. 

Messrs.  C.  C.  Lewis,  chief  engineer  of  the  .Scbeiieclady  Railway 
Co..  and  Hersehel  .\.  Benedict,  electrical  and  mechanical  engineer 
of  the  United  Traction  Co..  of  ,\lbauy.  represent  this  association 
upon  the   local   conunillee. 


OFFICERS  A.  S.  R.  A. 

President — Jere  (.  Iluieliin-.  presideiil  Deiniii  T'niteil  Ry.,  De- 
lroil,  Mich. 

First  \'ice-Presiilent  —  W.  C'.iryl  T".l\-.  pre-ideiil  Inlernational  Rail- 
way Co.,  Buffalo,  X.  V. 

Second  Vice-President — W.  Ke-ley  .Scboepf.  pre-ideiu  Cincinnati 
Traclion  Co.,  Cincinnati,  O. 

Third  Vice-President— P.  S.  .\rkwright.  president  Georgia  Rail- 
way &  Electric  Co.,  .Vtlanla,  (la. 

Secretary  and  Treasurer—  T.  C,  Peniugiou,  treasurer  Chicago  City 
Railway  Co.,   Chicago,  III. 

Executive  Conmiitlee — The  pre-ideiil.  ihe  vice  presidents  and — 

11.  II.  \"reelaiid.  iiresideiil  huerurb.iii  Slreel  Railway  Co..  New 
York,  X.  Y. 

R.  T.  I.artiu.  geiural  manager  Worcester  Street  Railway  Co..  Wor- 
cester, Mass. 

.Andrew  Radel.  vicc-presideiil  Middlesex  &  Somerset  Traction 
Co.,  Bridge|>ort,  Conn. 

Walter  P.  Read,  vice-president  Consolidated  Railway  &  Power 
Co.,  Salt  Lake  Cily.  Utah. 

T.  J.  Xicholl.  vice-president  and  general  manager  Rochester  Rail- 
way Co.,  Rochester,  N.  Y. 


Alc.  20.  1903.] 


STREET    RAILWAY    RI-AII'AV. 


?11 


Officers  and  Executive  C.omnuttee  of  the  American  Street 

Railway  Association. 


W  .    CAUYl.    KI.V. 
I'irsI    Vli.--l'n'Si<l<iil. 


,11.1    \-i.T-rn-si,l.-iil 


J.    C-.    IirTrlllNS. 
I'ri'siiiiMit. 


IV    8     ARKWRrOIIT. 
Thiril    VI l'nnl<l.nt. 


II    II    vhki;t,and. 


It,     T.     I.Al'M'IN. 


•r.    I'.    I'KNINli'l'UN, 
S''cnlnr-,\-    and   TrfiisurtM". 


ANt>RKW    KAIlKI,, 


T.    J.    NICIIOI.I,. 


\v.   p.  iii:aij. 


512  STRF.KT    KAII.WAV    KI".VII'\V.  IV'"    Mil,  No.  8. 

OFFICERS  OF  THE  STREET   RAILWAY   ACCOUNTANTS'  ASSOCIATION   OF  AMERICA. 


IRWIN    Fri.l.KKI'iiN, 
Firs!    Vlc<'-rr*'»Ulpnt. 


I).   DANA    HAKTLETT. 
Socond    Vlcc-I're«Ulonl. 


iii;m;v   j,    1)Avii:s. 
President. 


J.    II.    IIOGAUTII. 
Third  Vice-President. 


Seertlary   and   Treasurer. 


.MACK  A  V. 


M.   IIOFFJIAN. 


K.   M.   WIIITE. 


J.   .1.    .MAC.II.TIIX. 


The  .Accoiinianls'  .Association  was  organi;!i'(l  at  Cleveland,  Ohio, 
March  23,  1897.  The  presiding  officers  at  the  several  conventions 
have  l>ecii:  Morris  \V.  Hall,  (chairman)  ;  C.  N.  Dnflfy,  (vice  presi- 
dent) ;  H.  L.  Wilson,  J.  F.  Calderwood,  C.  U.  Duffy,  W.  l\  Ham, 
and  H.  C.  Mackay.  The  Saratoga  convention  will  he  the  seventh 
regular  annual  meeting. 

The  present  officers  are : 

President — Henry  J.  Davies,  secretary  Cleveland  Electric  Rail- 
way Co.,  Cleveland,  O. 

First  Vice-Prcsidcnl — Irwin  Knllertoii,  general  aiulitur  Detroit 
United  Ry.,  Detroit,  Mich. 

Second  Vice-President — D.  Dana  Karlletl,  general  anditor  Huston 
&  Northern  Railroad  Co.,  Boston,  Mass. 


Tliird  Vice  President — J.  H.  Hogarth,  auditor  Denver  City  Tram- 
way Co.,  Denver,  Col. 

Secretary  and  Treasurer — W.  B.  Brockway,  40  Morris  St.,  Von- 
kers,  N.  Y. :  cnnsulling  accountant  Birmingham  Railway.  Light  & 
Power  Co.,  Birmingham,  Ala. 

Executive  Committee — The  officers  and — 

H.  C.  Mackay,  comptroller  Milwaukee  Electric  Railway  &  Light 
Co.,  Milwaukee,  Wis. 

O.  M.  Hoffman,  treasurer  Concstoga  Tr.tction  Co.,  Lincasler,  Pa. 

Elmer  M.  White,  cashier  Hartford  Slreel  Railway  Co.,  Hartford, 
Conn. 

John  J.  Magilton,  assistant  ireasiirer  .Schenectady  Railway  Co., 
Schenectady,  N.  Y. 


Ave.  20,  1903.)  STREET    RAILWAY    REVIEW.  513 

OFFICERS  OF  THE  AMERICAN   RAILWAY  MECHANICAL  AND   ELECTRICAL  ASSOCIATION. 


E.   AV.    OLDS, 
First  Vice-President. 


ALFRED    GREISN, 
Second   Vice-rri'sidont. 


THOMAS    FARMER, 
rresident. 


C.    F.   BAKER, 
Third   Vice-President. 


WALTER  MOWER. 
SciTPtnr.v   !ind   Tn-asiirer. 


W.    O.    MUNDV. 


T.    J,    Ml    I.LE.N. 


Ihc  .Xmerican  Railway  Mechanical  and  r.lectrical  .\.ssociatioii 
owes  its  inception  to  the  incctinK  "f  heads  of  mechanical  and  elec- 
trical departmenls  held  at  Uelroil  during  the  last  A.  .S.  R.  A.  Con- 
vention, called  hy  Mr.  Farmer.  The  formal  organization  was  cf- 
fccle<l  at  Cleveland.  Ohio,  l"el).  15.  "'/>3-  '"'i'  "'"••'">K  at  Saratoga 
will  l)C  the  first  convention  of  the  association,  which  now  has  79 
memhers. 

The  officers  of  the  association  ar' 

rresidciit— Thomas  Farmer,  Uelroit,  Mich. 

First  Vicc-I'rcsideni— K.  VV.  (JIds,  siiperinlendent  rolling  stock 
Milwankec  Klectric  Railway  &  Light  Co.,  Milwaukee,  Wis. 

Second  Vicc-Prcsidenl— Alfred  Green,  master  mechanic  Rochester 
Railway  Co.,  Rochester,  N,  Y. 


11.    n.    ADAMS. 


D.    K.   C.MtVER. 


llnrd  Vice-l'i-e.sideiU— C.  F.  UaUer,  MipcriiUeudcm  iiiMlivc  powir 
and  machinery  Hostoii  Klevaled  Railway  Co,,  Boston,  Mass. 

Secrtlary  and  'Ireasiirer— W.-iller  Mower,  Detroit  United  Ky., 
ij  Woodward  Ave,,  Detroit,   Midi. 

Executive  Conmiittec — The  oflicers  unil 

W.  O.  Mundy,  master  uucliaiiic  St.  Louis   Transit  Co.,  St.  I.oius, 

Mo. 

r.  J.    Mullen,   master   uiecliauic   SciaiUou   Railway   Co.,    Scrautou, 

I'll. 

11.   II.   Ad:iMis,   ^UIJl■lillU■llll(■lll   cif   sliops   rnilcd    Kiiilways  &   IClec- 

tric  Co.,  IJallimore,  Md, 

1).  F.  Carver,  chief  engineer  railway  (leiiarluuiii  I'ulilic  Service 
(.'or]ioralii>u  of  New  Jersey,  Newark,  N.  J. 


-14 


SIKi;iiT    1^\IL\\AV    Kl-IMKW. 


Mil.  Nm.  «. 


STREET   kAILWAY    ACCOUNTANTS 
CIATION. 


ASSO- 


NEW   PUBLICATIONS. 


.\ccurtliiiK  (<•  till'  list  III  nicnihvrsliip  |iiililislir<l  in  llic  I'rticccdiiiK^ 
»f  llic  Sixlli  KrKiil-'ir  MciliiiR  nf  llic  Slri'cl  K.iilway  .Vcciiiintaiits' 
AsMicialioii  111  AniiTici  lliiTc  were  lij  .iclivi.'  iiicnilifrs  on  Nov.  tj, 
li)Oj.  Since  lluit  ilnli-  llicrc  have  l>een  nililei!  In  ihe  li>t  uf  meinliers 
Jl  railway  o>ni|>anies.  ninkinK  a  Kiial  al  llii'i  lime  uf  14J.  riii>  in- 
crease in  inenil>er>lii|>  i>  a  nu»l  firalifyiiiK  indicalion  o{  the  inipori- 
ance  uf  llic  asMicinlioii  as  well  a>.  a  lesliniunial  In  llie  excellence  <if 
llie  work  wliicli  lia»  lieen  dune  l>y  il  since  its  orKani/alion  ill  Marcli. 
|S<)7.  anil  111  tile  efticiency  uf  llie  associaliun's  secretary,  .\1r.  ilruck- 
way.  Wlial  the  assucialion  has  <hine  in  the  way  uf  slandarduini; 
street  railway  accuniitiiiK  nielhmls  and  furnis  has  lieeil  well  di!>ie. 
rile  standard  classilicnliuii  uf  expense  accunnis  and  funns  uf  repurls 
ailiipled  hy  it  were  appruved  liy  the  .N'atiunal  .Vssucialioii  uf  Kail- 
mad  Cuniniissiuners  in  i!<<)9.  and  have  since  Ik'cii  specilied  hy  the 
slates  uf  New  York,  Cunnecticiil.  I'eiiiisylvanin.  Virginia  and  Ver- 
iiiunl.  The  furin  uf  report  fur  electric  railways  passed  npun  at  the 
Delruii  convenliuii  uf  the  assiKialimi  was  last  niunlh  appruved  hy 
llie    Assucialii'ii    uf    Kailruad    Cuinniissiuns.    and    the    I'niled    Slates 


u.t 


MfXICO-l  ^' 

mntL/icTTvcMfnBos  —1*3 

WHEKK  THE  ACCOUNTANTS  AKE. 

Ceiisns  I'mreau  has  alsu  fulluwed  the  siiggesiiim  of  the  associalinn 
in  the  furnis  adopted  hy  it  fur  cunipiling  data  fur  the  censns. 

The  accoinp.'inyiug  untlinc  map  shows  the  geographical  location  of 
the  active  nienihcrs  uf  the  .Vccunnlants'  Association,  and  the  fulluw- 
ing  list  gives  the  new  nicnihcrs  since  the  Detroit  meeting. 

Nashville  Railway  &  Light  Co..  Xashville.  Tciin. 

Santa    Barhara   Consolidated    Ky..   Santa   Harhara,  Cat. 

Cleveland  &  Sonihwestern  Traclion  Co..  Cleveland.  O. 

llousac  Valley   Street    Railway  Co..   North   .Vdanis,    Mass. 

Evansville  Electric  Ry.,  Evaiisville,  Ind. 

Geneva  Electric    Tramways  Co..  (Jeneva,  Switzerland. 

.\shcville  Electric  Co.,  .\sheville.  N.  C. 

Heanmont  Street  Ry..  lieanniont.    Tex. 

.Monterey  &  I'acific  (irove  Ry.,  Monlerey,  Cal. 

.Metropolitan    Ry..    Oklahoma    City.    Okla. 

I'ittslnirg,  McKeespurt   &   Connellsvillc   Ry..    I'ilishurg.    I'a. 

Liltle  Ruck  Railway  &  Electric  Co.,  Little  Rock.  Ark. 

.Spokane    Traction  Co..  Spokane.  Wash. 

Stark  Electric  Ry.,  .Mliance.  C). 

Columhus,  London  S:  SpringBeld  Ry..  Cohimlms.  I). 

Conneaut  &  Eric   Traction  Co..  (iirard,  I'a. 

Sheffield  Co.,  Sheffield,  Ala, 

Cedar  Rapids  &  Iowa  Cily  Railway  &  Light  Co..  Cedar  Kapiils.  l:i 

Northern  Illinois  Electric  Ry.,  Dixon,  111. 

Sanford  &  Cape  I'orpoise  Ry.,  Sanfurd,  Me. 

De  Kalh  &•  Svcamurc  Electric  Cu  .  De  Kalh.  III. 


IIIK  JOHN  CRKKAK  LIHRAKV.  uf  Chicago,  has  is,ne.l  a 
snpplenieiil,  cirrecled  to  .\iiril.  lyoj.  to  the  "List  of  Serials  in  I'lih- 
lic  Libraries  of  Chicago  and  Evanslon."  Il  is  a  pamphlet  of  1 10 
pages  and  contains  4,0.^  lilies,  uf  which  J,l</)  do  noi  occur  in  llii 
original  list.  I'rice.  |i<>stpai(l,  jo  cents.  The  "List  of  Serials,"  which 
was  published  in  lyoi,  by  the  Giicago  Library  Club,  contains  li>5 
pages  and  (1,(140  lilies.      The  price,  postpaid,  is  $1.00. 

.MANCAL  KOR  ENtWNEKRS.  Compiled  hy  Charles  E.  Fer- 
ris, It,  S.,  professor  of  nu'chaiiical  engineering,  L'niversily  uf  'Teil- 
ncssee.  Third  edition.  Vest-pocket  si/.e.  3  x  (1  in..  .'^4  pages,  gill 
edges;  Mexihie  covers.  The  publisher  slates  thai  the  primary  object 
in  publishing  this  manual  is  to  bring  direclly  to  the  alleiiliim  uf  the 
men  of  affairs  of  the  .South  Ihe  value  of  lechiiical  training.  /\side 
fruin  a  small  amouni  of  mailer  ahonl  llie  engineering  deparlnienis 
uf  the  University,  il  cunlains  useful  tables  and  much  other  data  for 
engineers  and  hnsiness  men,  conveniently  indexed.  There  have  been 
many  demands  for  the  book  from  everj  part  of  the  worlil.  I'ub- 
lislied  hy  the  l'niversily  of  'Tennessee  Press,  Knuxville,  Temi.  I'rice 
50  cents. 

Dl'NCAN'S  MANL'AL  of  Tramways,  Omnibuses  &  Electric  Rail- 
ways of  the  I'niled  Kingduni  and  the  Furcign  and  Colonial  Com- 
panies that  are  Registered  ill  F'ngland.  jtilli  Edition,  for  the  year 
ending  Dec.  31.  1902.  564  -|-  xx  pages,  6x7  in.,  cloth  hoards.  'This 
volume  shows  the  dales  of  incorporation  and,  where  fixed  and  as- 
ceriainablc,  the  dates  at  which  leases  and  concessions  terniinate, 
with  abstracts  of  accounts.  Il  also  contains  a  directory  of  directors, 
o.Ticials.  firms  and  individuals  c  nnecled  with  the  roads  named 
and  an  extract  of  the  tramways  act  and  by-laws  of  the  Hoard  of 
Trade  Melropoliian  Municipal  .\nlliorily  in  reference  lo  working 
Iraniways.  Pnhlished  by  T.  J.  Whiting  &■  Sons.  Ltd..  London,  Price 
3  shillings. 

AMERICAN  RAILWAY  KN(;i  .\KKK1.\(.  AND  .MAINTE- 
NANCE OF  WAV  ASSOCIA  TION  HLLLETIN  NO.  41.  for  July, 
1903.  78  pages,  6  X  9  in.  Published  under  direction  uf  the  commit- 
tee on  pnblications.  Contents:  Slrnclural  Steel;  Reaming;  Unit 
Strains — \  Compilation  of  Data  and  Discussion  of  Current  Tenden- 
cies and  Practice.  Prepared  hy  the  comniiltce  on  iron  and  steel 
slructnrcs,  J.  P.  .Snow,  bridge  engineer  Uoston  &  Maine  R.  R., 
cliairinan.  I  lie  appendix  contains  fpecificatiims  for  material  and 
workmanship  for  steel  struclnres;  also  questions  propounded  by 
the  coininitlee  on  signaling  and  inter'ucking.  .Accompanying  linlle- 
lin  No.  41  is  Circular  No.  40  containing  questions  lo  which  answers 
are  desired  hy  the  committee,  relating  lo  manually  operated  block 
signaling,  mannally  operated  telegraphic  block  system  and  manually 
operated  electrically  controlled  block  signals.  'These  publications 
may  he  obtained  by  addressing  the  secretary.  156J  Monadnock 
Block,  Chicago. 

METROPOLITAN  WF..ST  SIDE  ELEVATED  RAILWAY  OF 
ClllC.\GO.  Hy  a  stockholder.  This  is  a  23-p:ige  painplilel,  5x7^ 
ill.,  showing  what  the  system  consists  of.  its  earning  capacity  under 
present  conditions,  and  its  future  earning  power  when  contemplated 
improvements,  including  ihe  new  downtown  terminal  and  internrhan 
connections,  arc  cuniplelid.  It  also  jxiinls  oul  how  the  capacity  of 
the  Union  loop  may  he  iucrea.sed  by  a  consolidation  of  the  roads 
using  it,  for  the  purpose  of  governing  its  control.  I)i,agranis  show 
Uie  location  of  the  Metropolitan's  lines,  the  growth  of  daily  average 
fares  by  years,  receipts  for  one  day  at  loop  stations,  Chicago's 
growth  in  population  in  60  years,  and  the  increase  in  popnialiou  in 
10  years  in  the  territory  covered  by  the  road.  Tables  show  the 
financial  condition  for  the  year  ending  Mar.  1,  igo.?,  and  the  range 
of  prices  of  common  and  preferred  stock  from  and  including  Janu- 
ary, 1900,  to  July.  Kjo.v  Published  by  J.  Willis  llorlon.  Chicago 
.'slock  Exchange. 

-♦♦♦■ 

HOOSAC  VALLEY  STREET  RAILWAY   CO. 


The  I'lllsburg.  .McKces|>url  &  (irecuslmrg  .Sired  Kadway  Co. 
decided  tu  ahandun  the  artificial  lake  in  Oakfurd  Park,  near  (Jreeiis- 
burg.  Pa.,  the  relainiug  wall  of  which  gave  way  July  .sth,  causing 
great  loss  of  life  and  damage  to  property,  and  mention  of  which 
was  made  in  the  "Review  "  for  July.  'The  wrecked  bridges  have  been 
relinill,  Ihe  lighter  buildings  placed  on  Ihe  hillside  and  the  theater 
reconslrucled.  The  inqnesl  held  after  ilu  .in  idini  risiilied  in  re 
leasing  Ihe  company  of  all   responsibility. 


The  lloosac  \  alley  Street  Railway  Co.  is  building  a  lirancli  from 
North  .\danis  to  .Vdanis,  Mass.,  a  distance  of  6  miles,  of  which  iV' 
luiles  is  completed.  Ihe  company  has  purchased  12  cars,  both  open 
and  closed,  for  this  branch,  10  of  the  Wasoii  Manufaclnring  Co.  and 
i  of  J.  M.  Jones'  Sons.  'The  capacity  of  the  power  house  has  been 
increased  by  the  addition  of  a  j.sO-kw.  unit.  'The  cumiiany  recenlly 
removed  its  general  ofiice  lo  Rniin  J05  Dnwliii  liiiildiiig.  N'mili 
.•\daiiis,  Mass, 


A  Hi.  JO.  lyo.vl 


STREET    RAILWAY    RFAIEW. 


515 


CHICAGO  FRANCHISES. 

A  hrict  ri-s«ime  of  llic  developments  ies;iiiliiig  Cliicago  street  rail- 
way franchises  is  as  follows  : 

July  i/th  the  superintendent  of  streets  of  the  city  notified  the  re- 
ceivers of  the  Chicago  I'liion  Traction  Co.  that  all  permits  to  make 
repairs  to  its  property  in  the  streets  of  Chicago  would  be  revoked 
on  July  30,  1903.  The  following  day  the  receivers  asked  for  an 
injunction  restraining  the  city  and  all  its  officers,  agents  and  em- 
ployes, including  its  police  force,  from  in  any  way  interfering  with 
the  receivers  in  the  peaceful  and  exclusive  possession  and  operation 
of  the  railway  property,  and  from  doing  any  act  tending  to  ulti- 
mately impair  or  terminate  the  present  possession  and  use  liy  the  re- 
ceivers. .\  temporary  injunction  was  granted  July  i8ih  pending  a 
hearing  to  he  held  July  2-th.  July  aotli  John  S,  Miller,  special  coun- 
sel representing  the  court,  arranged  a  truce  with  the  city  and  the 
hearing  for  injunction  was  postponed  until  Nov.  30,  iy03,  and  llic 
city  council  passed  a  resolution  embodying  the  terms  of  this  agree- 
ment, and  stipulating  that  any  new  permits  issued  by  the  city  lo  the 
Union  Traction  Co.  should  contain  provisions  that  they  arc  issued 
without  any  acquiescence  by  the  city  in  the  claims  of  the  receivers 
that  the  latter  are  entitled  to  them  by  virtue  of  the  99-year  act.  On 
the  same  day  the  Chicago  Ciy  Ry.  was  by  ordinance  given  an  ex- 
tension of  its  rights  until  Nov.  30,  1903. 

July  23d  the  stockholders'  committees  of  the  L  iiion  Traction  and 
subsidiary  companies  announced  the  plan  for  a  reorganization,  pro- 
viding for  a  reformation  of  the  lease  agreements  made  in  1899  and 
for  scaling  the  guaranteed  rentals  on  the  North  Chicago  and  West 
Chicago  roads  from  12  per  cent  to  8  per  cent  on  the  former  and  from 
6  per  cent  to  4  per  cent  on  the  latter,  these  smaller  percentages  be- 
ing preferential  cumulative  charges.  After  five  years  the  dividends  on 
the  underlying  stock  will  be  increased  to  the  present  figures  of  12 
and  6  per  cent  respectively  if  warranted  by  the  earnings  of  the 
lessee  company.  The  8  and  4  per  cent,  however,  will,  at  the  end  of 
five  years,  Ixrcome  fi.xed  charges  the  default  in  which  is  to  work  a 
forfeiture  of  the  guarantee  fmul  now  held  in  trust  to  secure  the 
performance  of  the  lease.  Meetings  of  the  stockholders  were  called 
for  .August  l8th  to  pass  upon  these  plans.  The  United  .States  Cir 
cuit  Court  appointed  a  special  master  in  chancery  lo  attend  these 
stockholders'  meetings  on  behalf  of  the  court. 

Some  opposition  on  the  part  of  the  minority  stockholders  having 
been  threatened,  the  intervention  of  friendly  stockholders  to  raise 
the  same  questions  was  arranged  for  and  petitions  covering  the 
various  points  at  issue  were  presented  to  the  court  July  29th. 

August  5th  the  hearing  on  the  petition  rjf  ICrnesl  1  lanke  and 
Peter  Sherman  for  a  receiver  for  the  T'nion  Traction  Cn.  by  ibc 
Cook  Superior  court  was  postponed  until  September  Sili. 

.August  I2th  two  bills  were  filed  in  the  Cook  Superior  Court,  one 
by  Adolph  -Mason  and  Max  Kollinger  against  the  West  Chicago 
Street  Railroad  Co.,  and  one  by  W.  K.  b'ifield  against  the  North 
Chicago  Street  Railroad  Co.,  asking  for  appointment  of  receivers 
by  the  state  court  lo  protect  underlying  creditors  of  the  company. 
rhesc  suits,  it  is  understood,  are  not  in  opposition  to  the  receiver 
ship  in  the  Federal  court  but  are  precautionary  measures  merely. 

Saturday,  .August  15th,  on  the  representation  that  certain  minorily 
stockholders  were  planning  to  have  the  stockholders  meetings  called 
for  .August  18th  enjoined  by  the  state  courts.  Judge  Cirosscup  issued 
temporary  restraining  orders  in  each  of  the  three  receiverships. 
These  injunctions  were  directed  against  J.  J.  Townsend,  certain 
other  stockholders  by  name,  all  other  stockholders,  and  the  attorneys 
of  the  firm  of  .\joraii,  Mayer  &  Meyer,  restraining  them  from  in 
any  way  interfering  with  the  stfiekholders  meetings  calleil  for 
August  18th,  anil  from  instituting  or  i)rosecutiiig  any  litigation  ex- 
cept in  the  I'niteil  States  Circuit  Court.  These  orders  were  entercil 
3lx>ut  4  p.  III.,  and  the  hearing  set  for  Monday  at  10  a.  in. 

On  the  same  day,  at  7  p.  in.  two  bills  in  eipiily  were  filed  in  the 
Circuit  Court  of  Cfxjk  Ctninty.  on  behalf  of  'Townsend  and  others; 
one  bill  was  against  the  Union  'Traction  and  North  Chicago  com- 
panies, the  Illinois  'Trust  &  -Savings  Hank,  Trustee;  Jiio.  P.  Wil- 
*rin,  who  holds  the  tripartite  agreement  of  iSycj  in  escrow,  and  iiiein- 
\teTs  of  the  stockholders  protective  cominittees;  and  the  other  bill 
wait  againtt  the  Union  'Traction  and  West  Chicago  companies,  the 
bank,  Wilson,  and  others.  'The  two  bills  allegeil  thai  the  meetings 
-ft  for  Aiigiisl  iHih  were  illegally  called,  that  the  .N'orlli  and  West 
Chirag"  st'ick  held  by  the  liaiik  as  trnMcc  could  not  be  legally 
voted,  and  asked  llial  ihc  Ixink  and  Ihc  companies  lie  enjoined  from 


voting  the  trust  stock,  that  Wilson  be  enjoined  from  surrendering 
the  contract  in  his  hands,  that  the  companies  be  enjoined  from  alter- 
ing the  exi>ling  leases,  and  that  a  receiver  be  appniiuecl  for  the 
trust  stock. 

.\ugust  lOth  Judge  Grt)ssciiii  intiriil  a  mlc  citing  ro\vnM.ii(l  aiul 
the  others  against  whom  injunclinus  had  been  issued  Saturda\'  to 
show  cause  why  they  should  nol  be  punished  for  contenipl  in  tiling 
the  bills  in  the  state  court. 

'The  contempt  matter  was  heanl  .Vugust  17th.  but  it  appearing 
that  the  state  proceedings  were  connnenced  before  service  had  been 
had  by  the  federal  autliorilies.  the  defendants  were  purged  of  con- 
tempt. 

.\fter  exlentlctl  argvnneiU  the  tenipoiary  injunction  of  the  15th 
against  interference  with  the  stockholders  meetings  was  continued, 
the  defendants  taking  an  appeal.  In  the  cour.se  of  this  argument  the 
attorneys  for  the  receivers  alleged  that  the  'Townsend  interests  had 
ofifered  to  drop  their  threatened  litigation  upon  payment  of  $IOO,0(X); 
and  the  attorneys  for  Townsend  alb'ged  that  the  offers  to  settle  had 
come  from  the  other  side.  The  court  investigated  this  matter  on  the 
18th,  when  the  attorneys  on  both  sides  testified  that  John  C.  Spry, 
who  batl  been  the  medium  through  which  the  negotiations  had  been 
first  conducted,  had  represented  to  each  party  that  he  acted  as  the 
agent  of  the  other.  The  court  characterized  the  action  of  the  attor- 
neys for  the  receivers  in  taking  part  in  such  negotiations  as  unwise, 
but  excused  it  because  they  believed  tliat  it  was  a  case  of  "hold-up," 
and  that  the  majority  stockholders  could  better  afford  to  buy  their 
peace  tlian  to  have  the  reorganization  delayed  by  the  litigation  that 
was  threatened. 

On  the  afternoon  of  the  iXth  ibe  stockholders  of  the  North 
Chicago  and  the  West  Chicago  companies  ratified  the  proposed 
changes  in  the  Union  'Traction  leases  by  overwhelming  majorities, 
the  Union  'Traction  stockholders  having  taken  similar  action  that 
morning.  -\t  both  of  the  afternoon  meetings  the  minority  stock- 
holders (2.0C0  shares  in  West  Chicago  and  i.u'  shares  in  North 
Chicago)  made  formal  protests  pending  an  appeal  from  Judge 
Grosscup's  injunction. 

-♦♦■♦- 
IS  AN  INTERURBAN  AN  ADDITIONAL  BUR- 
DEN ON  THE  FEE? 

.\ii  iiii|inrlaiU  suit  has  been  insliuued  by  -Mrs.  l.'itlit'  .\.  Kinsey, 
of  Indianapolis,  against  the  IndianaiKilis  Traction  &  Terminal  Co., 
llie  Indiana  Union  'Traction  Co.  and  the  two  comiianies  which  re- 
cently   merged    and    leased    their    ]iriiperties    to    the    Indiana    Union 

Traction  Co.  (  Indianapolis  Northern  'Traction  Co.  and  Union  Trac- 
tion Co.  of  Indi.'ina).  The  plaintiiT  is  the  (jwner  of  residence  iirop- 
erty   on  College   .\ve.    in   which   street   the   interurlian   lines  entering 

Indianapolis  have  been  granted  franchises,  and  it  is  alleged  that 
the  operation  of  electric  cars  jars  the  house  and  raises  so  much  dust 
and  makes  so  much  noise  as  to  constitute  a  nuisance.  Damages  in 
the  sum  of  $2,000  are  asked  on  the  ground  that  llie  interurban  electric 
railway  is  not  a  street  railway  but  a  commercial  railroad  which  im- 
poses an  additional  burden  on  the  fee  of  abutting  properly.  .'\  state 
statute  of  Indiana  re(piires  that  street  railways  operating  in  cities 
of  the  first  class,  of  which  Indianapolis  is  one.  shall  sell  25  tickets 
for  $1.00  or  six  for  25  cents,  and  shall  issue  transfers  and  this,  it  is 
allegeil,    the    interurban    lines    have    refnseil    heretofore    to    do. 


ST.   LOUIS  TRANSIT  CO.   RENTS  POWER, 

I  he  -St.  l.oiiis  'Transit  Co.  has  conlracled  uilli  llic  I'liioii  T'.leelrie 
Light  &  I'ower  Co.  for  the  surplus  power  which  will  be  reipiired 
lo  carry  the  heavy  load  during  the  World's  Fair  next  sunnner.  The 
company's  power  houses  are  capable  of  supplying  ;ibout  29,(KKi  kw. 
at  present  and  9.fXK)  kw.  will  be  supplied  from  the  new  plant  which 
is  now  being  built  by  the  Union  I'^leetric  Light  &  I'ower  Co.  The 
St.  Louis  'Transit  I'o.  had  planned  lo  build  a  new  slalion  lo  supi)ly 
this  extra  power  but  this  idea  was  abandoned  owing  to  the  shorlness 
of  the  time  available  and  the  high  price  of  material  and  labor  iire- 
vious  to  the  World's  b'air,  and  two  5,000-kw.  Curtis  steam  turbines 
anil  rt.CKXi-voll  three  phase  (ieneral  ICIeclric  generators  ;is  well  as  2.| 
.SOO-h.  p.  Stirling  boilers  which  had  bi'cn  ordered  for  tin-  prr)p<iscd 
slalion  have  been  purchased  by  Ihc  I'nion  l':ieclric  Light  &  I'ower 
Co.  for  its  new  plant. 


;i6  STr<i-:KT  railway  ki:\ii:vv.  iv.m.  xm,  no. s. 

THE  PARIS   METROPOLITAN   ACCIDENT.  REMOVING  SNOW  IN    MONTREAL. 


.\ii  apiialliiiK  iiccidciit  incurred  in  ihu  I'aris  Mclmpulitaii  L'lulcr- 
groiind  Kallw.iy  liiiinrl  on  Angust  loili  in  which  over  lOO  people 
were  suffocated  liy  the  dense  smoke  from  buniinK  railway  cars.  .\ 
train  consisting  of  eight  coaches  coming  from  I'ort  Dauphin  and 
going  towards  the  Place  dc  la  Nati<m  stopped  at  the  Houlevard 
Harlies  owing  to  a  slight  accident  to  one  of  the  motors.  The  train 
was  emptied  of  its  passengers,  after  which  another  train  arrived. 
The  passengers  of  the  second  train  also  alighted  and  then  the  two 
trains  were  coupled  together,  the  second  train  pushing  the  dis- 
abled one  along  the  line  toward  the  workshops.  No  slops  were 
made  at  the  stations  but  as  the  train  reached  the  station  of  Les 
Couronnis  the  driver  slowed  down  slightly.  The  station  master 
at  this  iK)int  warned  the  driver  that  Haines  were  issuing  from  be- 
neath the  coaches  and  there  would  not  be  time  to  reach  the  work- 
shops, but  the  train  proceeded  into  the  tunnel  a  short  distance  when 
a  violent  e.vplosion  occurred  and  in  a  few  minutes  all  of  the  i6 
coaches  were  on  fire.     The  flames  soon  destroyed  the  wires  in   the 


ROUTE  OF  THE  METROPOLITAN  RAILWAY,  PARIS 


tunnel,  leaving  it  in  total  darkness.  This  occurred  between  llie  sta- 
tions of  Lcs  Couronnes  and  Menilniontant,  the  location  of  which 
will  be  seen  on  the  accompanying  map.  Meanwhile  another  train 
came  along  behind  the  burning  trains  and  stopped  at  Lcs  Couronnes 
just  as  the  smoke  from  the  tunnel  began  to  enter  the  station.  It  was 
then  that  the  catastrophe  ha|)pened.  The  passengers  of  the  latter 
train  jumped  to  the  platform  and  tried  to  make  their  way  to  the 
staircase  at  one  end  but  were  driven  back  by  the  den.se  smoke  toward 
the  other  end  of  the  platform,  where  they  met  those  who  had  left 
the  burning  train  and  later  on  75  bodies  were  found  crowded  to- 
gether at  this  point,  .\lthough  the  accident  occurred  at  eight  o'clock 
in  the  evening,  owing  to  the  dense  smoke  and  the  heat  no  attempts 
at  rescue  could  be  made  until  early  the  next  morning.  The  tem- 
perature in  the  tunnel  rose  to  over  140°  F.  It  is  stated  that  the  re- 
sponsibility for  the  accident  is  due  to  the  driver  of  the  disabled 
train  having  disobeyed  the  printed  instructions  of  the  company.  At 
the  Barbes  station  a  short  circuit  occurred  in  one  of  the  motors  and 
instead  of  obeying  the  instructions  to  isolate  the  damaged  motor 
the  driver  merely  employed  the  fire  extinguishers,  believing  these 
would  be  sufficient  to  stop  the  fire.  The  trainmen  at  the  scene  of 
the  accident  are  also  blamed  for  not  having  made  any  organized 
attempt  to  save  the  passengers,  as  there  seems  to  have  been  no  at- 
tempt at  flagging  the  trains  in  either  direction. 

On  August  13th  the  number  of  fatalities  was  placed  at  114. 


CHICAGO   ELEVATED   TRAFFIC. 

The  South  Side  Elevated  Railroad  Co.,  of  Chicago,  carried  a  daily 
average  of  76,236  passengers  in  July,  compared  with  70,767  a  year 
ago,  or  an  increase  of  7.73  per  cent ;  the  Northwestern  Elevated 
Railro.ad  Co.  carried  a  total  of  1.841,175,  or  a  daily  average  of  50.- 
.393,  compared  with  56.110  daily  in  July,  1902,  an  increase  of  5.85 
per  cent:  the  Metropolitan  West  Side  Elevated  Railroad  Co.  car- 
ried a  daily  average  of  102,057,  as  against  97,929  a  year  ago,  an  in- 
crease of  4.22  per  cent. 


In  i8y3  ihc  Montreal  Street  Railway  Co.  nude  a  contract  with 
the  City  of  Montreal  for  the  operation  of  an  electric  railway.  Prior 
to  that  time  the  street  cars  had  been  operated  Ir)'  horses  and  no  at- 
tempt had  U'en  made  to  remove  the  snow  from  the  streets,  the  cars 
iK'ing  mounted  upon  runners  during  the  winter  season.  In  the  win- 
ter of  1893-4  the  company,  at  the  request  of  the  city,  did  all  of  the 
carting  necessary  to  remove  the  snow  from  the  streets  after  it  had 
been  thrown  from  the  company's  tracks,  and  the  city  repaid  to  the 
company  one-half  the  cost  of  the  work.  This  system  proved  to  be 
unsatisfactory  and  after  some  negotiation  a  new  contract  was  made 
under  which  the  company  was  to  pay  a  fixed  sum  per  mile  of  its 
track  and  the  city  was  to  remove  the  snow  for  a  term  of  five  years. 
When  this  contract  expired  the  city  and  the  conipany  again  dis- 
cussed the  snow  question,  the  city  claiming  that  the  company  was 
bound,  not  only  to  keep  its  tracks  free  from  snow  and  ice  but  to 
reinove  from  the  street  all  of  the  snow  taken  from  the  tracks,  and  it 
undertook  to  prohibit  the  company  from  using  electric  sweepers  and 

similar  appliances  in  order  to 
bring  the  company  to  its  terms. 
The  Superior  Court  and  the  Court 
of  King's  Hench  both  held  against 
the  city,  it  being  held  that  the 
coivipany  was  Iwund  to  remove 
the  snow  from  its  tracks  only  and 
not  from  the  street  and  that  the 
restrictions  which  the  city  might 
make  under  the  provisions  of  the 
contract  with  the  street  railway 
company  related  only  to  the  ex- 
tent of  the  work  to  be  done  and 
not  to  the  mode  of  accomplish- 
ing it. 

The  case  having  l>een  decided 
.igainst  the  city  by  the  Court  of 
King's  Bench  Dec.  2y,  1901,  an 
appeal  was  taken  to  the  priv.v 
council  which  rendered  its  deci- 
sion June  26,  1903,  and  dismissed 
judicial  committee  of  the  privy  council  held  that 
ciiy  authorized  it  to  operate  an  electric  railway  and 


the   appeal.      The 
llie  grant  to  the 

conferred  all  rights  and  privileges  necessary  for  the  proper  and  effi- 
cient use  of  electric  power  in  the  "manner  successful  in  this  coun- 
try." Electric  sweepers  were  in  successful  use  in  other  Canadian 
cities  where  the  climatic  conditions  were  similar  and,  therefore, 
proper  to  use  in  Montreal. 

Further,  inasmuch  as  the  city  invites,  or  at  least  permits  property 
owners  to  throw  the  snow-  from  their  roofs  and  sidewalks  into  the 
streets  il  is  considered  that  it  is  quite  proper  for  the  street  railway 
to  throw  snow  from  its  tracks  into  other  portions  of  the  streets 
without  incurring  any  obligation  to  remn\  e  frr>m  the  street  the 
snow  so  taken  from  the  tracks. 


BERKSHIRE  STREET  RAILWAY  CO. 


rile  Hcrkshire  Street  Railw.iy  Co.,  of  Pittsfield,  Mass.,  recently 
issued  a  25-pagc  illustrated  book  describing  the  attractions  of  Berk- 
shire County  through  which  its  lines  pass,  with  a  view  to  assisting 
visitors  in  reaching  the  points  of  interest.  The  first  section  treats 
of  Pittsfield,  where  the  street  railway  terminus  is  at  the  park  in  the 
center  of  the  city,  from  which  point  cars  start  on  all  trips  north  and 
south.  Going  south  from  Pittsfield  mention  is  made  of  Lenox, 
Lenox  Dale,  the  Lees,  Stockbridge,  Glendale,  llousatonic  and  Great 
Barrington.  Going  north,  the  line  runs  first  to  Berkshire  Park, 
which  contains  1 10  acres,  and  is  owned  and  operated  by  the  com- 
pany. It  is  noted  especially  for  the  fine  view,  which  reaches  to  the 
north  as  far  as  Mount  Greylock,  the  highest  point  in  Massachusetts. 
Next  in  order  are  Cheshire,  .-Vdams.  North  Adams  and  Williams- 
town,  which  are  reached  by  the  company's  cars.  Besides  several 
excelleiu  views  of  the  country  traversed,  the  Imok  contains  a  map 
of  Berkshire  County  showing  the  location  of  the  company's  system. 
The  track  and  overhead  construction  of  this  system  was  described  in 
the  "Review"  for  February,  1902,  and  its  power  house  was  described 
in  the  "Review'  for  November,    1902. 


Ave.  20,  1903.] 


STREET    RAILWAY    RE\"IEW. 


517 


OKLAHOMA  TRACTION  AND  METROPOLITAN 
RAILWAY  COMPANIES. 


CEDAR  RAPIDS-IOWA  CITY  RY. 


The  Oklahoma  Traction  Co.,  of  Gutlirie,  Okla.,  which  is  capital- 
ized at  ?i,ooo,ooo,  is  building  an  electric  interurban  line  30  miles 
long  between  Guthrie  and  Oklahoma  City,  and  a  O-mile  city  system 
in  Guthrie.  The  contract  for  the  electrical  equipment  of  the  entire 
system  was  recently  awarded  to  the  Knox  Engineering  Co.,  of  Chi- 
cago, while  the  construction  work  is  being  done  by  the  Metropolitan 
Construction  Co.,  which  was  organized  a  short  time  ago  by  the  in- 
terests which  control  the  Oklahoma  Traction  Co.  and  the  Metro- 
politan Railway  Co.,  of  Oklahoma  City.  It  is  probable  that  these 
two  traction  companies  will  be  consolidated  in  time.  The  city  sys- 
tem in  Guthrie  will  be  in  operation  before  the  end  of  this  year,  but 
it  is  not  expected  that  the  interurban  line  will  be  completed  inside 
of  12  months.  The  interurban  will  pass  through  Edmond,  which 
is  midway  between  Guthrie  and  Oklahoma  City,  and  will  also  serve 
the  villages  of  Waterloo,  Seward  and  Britton.  It  will  run  through 
a  section  that  abounds  in  gardens  and  orchards,  so  it  is  planned  to 
carry  express  matter  and  light  freight,  as  well  as  passengers.  In 
anticipation  of  the  advent  of  the  road  farms  which  are  normally  160 
acres  in  e.xtent  are  rapidly  being  broken  up  and  an  unusual  building 
boom  IS  setting  in.  The  road  will  run  through  a  hilly  country  and 
a  maximum  grade  of  76  ft.  to  the  mile  has  been  adopted.  In  the 
cities,  however,  the  grade  has  been  held  down  to  48  ft.,  and  ultimately 
all  grades  can  be  reduced.  Entrance  into  the  cities  will  be  over  the 
company's  private  right  of  way,  and  in  a  distance  of  2;-^  miles  in 
Oklahoma  City  only  1,800  ft.  of  city  streets  will  be  traversed,  while 
in  entering  Guthrie  cars  will  run  on  i,ioo  ft.  of  streets  only.  Guthrie 
has  about  18,000  population ;  Edmond,  2,200,  and  Oklahoma  City, 
35,000.  John  W.  Shartel  is  president  of  the  Oklahoma  Traction 
Co.,  and  M.  L.  Spitler  is  secretary  and  treasurer,  both  of  Okla- 
homa City.  These  and  Anton  H.  Classen,  George  S.  Green  and  U. 
C.  Guss,  of  Guthrie,  are  the  directors. 

The  Metropolitan  Railway  Co.,  of  Oklahoma  City,  is  building  11 
miles  of  new  track,  for  which  the  Kno.x  Engineering  Co.,  which 
e<iuipped  the  present  system,  has  also  been  awarded  the  contract 
for  electrical  equipment.  The  grading  and  track  construction  arc 
being  done  by  the  company's  own  forces.  This  company  already 
operates  on  7^2  miles  of  track,  of  which  a  little  over  I  mile  is  dou- 
ble, and  it  is  proposed  to  increase  the  double  track  to  3  miles  this 
season.  There  are  now  in  service  eight  vestibuled,  closed  cars,  with 
20-ft.  bodies  and  Wcstinghouse  l2-.\  equipments,  and  four  lO-bencli 
open  cars  similarly  equipped ;  there  have  been  ordered  for  immediate 
delivery  16  more  cars,  8  open  and  8  closed,  of  like  style  and  equip- 
ment. The  road  is  operated  along  standard  lines  and,  there  being 
DO  grades  of  consequence,  rapid  schedules  are  maintained. 

Following  is  a  statement  of  operating  statistics  from  Feb.  11, 
1903,  when  the  road  began  operating,  to  August  1st  (July  estimat- 
ed), based  on  operating  6.7  miles  of  track  with  7  cars  in  service: 
Gross  receipts,  $29,456;  operating  expenses,  $13,989;  net  earnings, 
$15467;  deductions,  taxes  and  interest,  $4,500;  net  income,  $10,967. 
The  Metropolitan  Railway  Co.  has  a  capital  of  $500,000,  Its  officers 
arc  as  follows:  President,  .\nton  H.  Classen;  vice-presideiu,  E.  II. 
Cooke;  secretary,  John  W.  Shartel;  treasurer,  George  II.  Braucr 
These  and  .S.  T.  .Mton  comprise  the  board  ot  directors. 
<  «  » 

LINE  COMPLETED   BETWEEN   NEW   YORK 
AND   NEW   HAVEN. 


The  extension  of  the  New  York  &  Stamford  Railway  Go's,  system 
from  Greenwich  to  Stamford,  Conn.,  is  completed  and  cars  are  now 
making  regular  trips  between  Stamford  and  New  Rochcllc,  N.  V. 
This  is  the  last  link  in  the  direct  line  of  trolley  between  New  York 
and  New  Haven,  and  with  the  exception  of  a  short  stretch  now 
Ixring  built  by  the  Wallingford  Tramway  Co.,  outside  of  Merideii. 
completes  the  line  iK'tween  New  V'ork  and  Hoston. 


BRIDGE  AT  KANSAS  CITY  DESTROYED. 

August  I7lh  the  James  slreel  bridge  at  Kansas  City  was  swept 
away  by  the  rising  of  the  river  Kaw  and  street  railway  connnunica- 
tion  between  the  two  Kansas  Cities  was  again  cut  ofT.  This  was 
a  temporary  pile  bridge  built  after  Ihc  June  Hood  swept  away  the 
old  bridge. 


The  Cedar  Rapids,  Iowa  City  &  Southern  Ry.,  of  Cedar  Rapids, 
la.,  which  is  constructing  an  electric  interurban  line  between  Cedar 
Rapids  and  Iowa  City,  and  which  was  mentioned  in  the  "Review"  for 
July,  will  receive  power  for  the  operation  of  its  system  from  the 
Cedar  Rapids  Railway,  Light  &  Power  Co.  There  will  be  three 
sub-stations,  one  being  at  tFie  power  plant.  Current  will  be  gener- 
ated at  2,200  volts,  60  cycles,  and  will  be  transmitted  at  that  pres- 
sure to  outside  the  city  limits  to  a  transforming  station,  where  it 
will  be  stepped  up  to  15,000  volts,  and  three  phase  by  a  Scott  trans- 
former for  sub-stations  2  and  3. 

The  company  purposes  to  do  a  regular  freight  business  in  addi- 
tion to  passenger  and  express  traffic,  and  will  employ  electric  loco- 
motives equipped  with  four  75-h.  p.  motors.  The  pas.senger  cars 
will  be  combination  passenger,  smoking  and  baggage  cars  weighing 
about  60,000  lb.  each,  and  each  will  be  equipped  with  four  50-h.  p. 
motors.  The  contract  for  electrical  machinery  and  motor  equip- 
ment has  been  awarded  to  the  Wcstinghouse  Electric  &  Manufac- 
turing Co.  The  company  has  also  contracted  with  the  Buckeye 
Engine  Co.  for  one  18M  and  36  x  33-in.  cross  compound  engine, 
:ind  a  contract  was  given  to  the  American  Bridge  Co.  for  the  steel 
bridges  to  be  constructed  along  the  line.  The  Chicago  Engineering 
&  Constructing  Co.  (formerly  Weston  Brothers)  is  consulting  en- 
gineer for  this  road. 

*—*■ 

HALF  FARES. 


The  Buffalo,  Dunkirk  &  Western  Railroad  Co.,  which  is  building 
one  of  the  connecting  links  between  Buffalo  and  Cleveland,  will 
establish  a  summer  resort  on  Lake  Erie  at  Angola,  N.  Y.,  where 
W'illiam  J.  Conners,  president  of  the  road,  has  a  350-acre  farm 
which  will  be  used  for  the  purpose. 


The  Helena  Light  &  Traction  Go's,  new  power  hou.se  at  Helena, 
Mont.,  will  be  equipped  by  the  Weslinghouse  Electric  &  Manu- 
facturing Co.  with  two  75-Uw.  direct  current  generators  direct 
coupled  to  a  loo-h.  p.  type  C  induction  motor;  two  15-h.  p.  motor 
generator  sets;  nine  10,000-vult  Iransfurmers,  and  two  175-kw.  rotary 
converters. 


On  July  I5lh  the  corporation  counsel  of  Jersey  City  filed  papers 
in  suits  instituted  by  the  Mayor  of  that  city  to  recover  from  the 
Jersey  City  &  Bergen  Railroad  Co.,  the  Consolidated  Traction  Co., 
and  the  North  Jersey  Street  Railway  Co.,  a  license  fee  of  $10  a  year 
for  each  car  used  on  each  Vmv  .since  1868,  at  which  time  the  com- 
panies refused  to  pay  this  fee  longer  on  the  ground  that  they  were 
exempt  under  a  law  passed  by  the  Legislature  in  that  year.  It  is 
stated  that  the  fees  in  question  will  amount  to  alK>ut  $250,000.  The 
companies  were  given  30  days  in  which  to  answer. 


The  stockholders  of  the  Lancaster  (  Pa.)  County  Railway  &  Light 
Co.,  at  their  annual  meeting  at  Camden,  N.  J.,  July  2i.st,  voted  to  in- 
crease the  board  of  directors  in  15,  and  to  create  the  office  of  vice- 
president  and  invest  him  with  the  i)owers  and  authority  of  a 
conii)troller.  Ten  directors  were  re-elected  as  follows:  Samuel 
R.  Shipley,  William  B.  Given,  P.  B.  Shaw,  W.  W.  Griest,  John 
llertzler,  P.  Eckhert  Slayinaker,  J.  W.  B.  Bausman,  R.  H.  Bruba- 
ker,  Charles  B.  Keller  and  Lindley  B.  Morrison,  of  New  Jerse.\-. 
The  new  directors  elected  are:  11.  I..  Trout,  11.  K.  Myers,  J.  Fred 
Seller,  of  Lancaster;  James  lirown.  of  l'liil.MKlphi;i,  .iiid  H.  C. 
Shock,  of  Mt.  Joy,  Pa. 


We  have  received  frinii  J.  W.  Butler,  excursion  manager  of  the 
Cleveland  Electric  Railway  Co.,  samples  of  excellent  advertising 
matter  recently  issued  to  advertise  "City  'Touring  Car  400,"  which 
makes  six  two-hour  descriptive  lours  daily  "in,  around  and  about" 
Cleveland.  One  form  is  a  caril  3  x  y'/j  in.,  orange  on  one  side  and 
green  on  the  other,  one  side  detailing  the  trips  and  the  other  show- 
ing the  cost  (25  cents)  and  time  of  starling.  Anollier  excellent  ad- 
vertisement is  a  white  blotter,  ^'/^  x  fi'/t  in.,  with  green  lelleriug. 
.\  new  route  was  recently  added  to  the  touring  car's  itinerary, 
taking  in,  anK>iig  other  places,  the  Cleveland  Driving  P;irk,  Colliii- 
wrxid,  Windermere,  Rockefeller's  suniiner  home,  Garfield's  lonib. 
Wade  Park  and  Euclid  Ave. 


.->is 


STUi:i;i    k.Mi.WAV   ki:\  ikw. 


|\-..i    MM,  N".  R. 


PERSONAL. 


Mk.  JOHN  (■I.IDUKN  lias  rcsiBiKil  ^i-  iii.iiuiK<r  nf  the  Syc.i- 
niiirc  &  Di'  Kalli  KIcclric  Railway  Co.,  of  Sycamore,  III. 

MR.  .\.  M.  NII'l'EK,  uf  .\llniilio,  la..  Iins  In-cii  apixiiiitcd  Kcncral 
siilicrinliMulnil  nl  llu'  H.-iniiilial   (.Mn, )   Kailway  &   Klcctric  Co. 

MR.  VVILI-I.XM  R.  MORRISON,  formerly  assistant  inanaKer  of 
ilic  Bay  Cities  Consoliilaled  Railway  Co.,  is  now  sii|ierinieniK'iii 
of  the   VVicliila    (Kan.)    RailroatI  &  l.iKlH   Co. 

MK.  II.  V.  ltK.M)l''URI),  nianaKinK  (lirecior  of  tlu-  Coni|iaKiiie 
(ienevoise  ties  Tramways  l'!U'Ctrii|iies,  (jentva,  Swil/erlanil.  Iifi 
almnl  .\iignst  1st  for  an  extended  Imsiness  trip  in  Siberia. 

MR.  .XRTIIL'R  HROWN,  superintendent  of  the  nortlieastcrn 
division  of  the  Detroit  I'nited  Ky  .  with  he:iil(|narlers  in  I'ontiac, 
has  iH'en  appointed  general  motor  insjieelor  of  the  company's  enure 
system. 

MR.  \V.  J.  JONKS  has  resigned  as  treasnrer  and  manager  of  the 
Iterlin  Street  Ry.,  of  lierlin.  N.  H.,  to  lake  effect  Seplemher  1st. 
He  will  take  a  nmch  needed  vacatfoii  of  a  month  In'fore  taking  up 
railway  work  again. 

DR.  H.  B.  ROCKWKI.L.  who  has  ci>ntril)iited  for  this  issne  a 
very  interesting  paper  on  the  suhject  of  claim  adjusting,  is  the 
general   manager  of  the   l-'lectric   Railway    1'<h)I,   with   offices  at   89 

State  St.,  Boston.    Dr.  Rockwell  is 

a    gradnate   of    Williams    College 

~  and    he   took    his   medical    degree 

from  the  University  of  Pennsyl- 
vania. He  practiced  medicine  in 
Philadelphia  some  ten  or  twelve 
years  and  dnring  the  last  eight 
years  he  has  given  his  entire  time 
and  attention  to  the  adjusting  of 
accidents  for  street  railways.  He 
is  widely  known  among  street  rail- 
way men  as  an  expert  adjuster  and 
his  knowledge  oi  medicine  and 
snrgery.  tngelher  with  his  genial 
and  jovial  disposition,  peculiarly 
well  adapt  him  to  tlie  dillicnU 
work  of  adjusting  claims.  'I'lie 
high  ilegree  of  success  that  he  has 
attained  is  due  largely  to  his  per- 
sonal magnetism  and  to  his  close  attention  In  the  details  of  his 
work. 

MR.  I!.  K.  SI  la-HKNS.  audimr  ,,|  the  I'ort  Wayne  &  South- 
western Traction  Co.,  has  resigned  to  g<,)  into  other  liusiuess.  He 
was  formerly  purchasing  agent,  and  later  superiutendeiu.  of  the 
Clover  Leaf  railroad. 

MR.  NEAL  A.  COLLlXCilC,  f.iruicrly  p.-.yuia-ter  ..f  the  Rapid 
Railway  System,  of  Detroit,  has  hecomc  auditor  of  the  road,  vice 
Mr.  H.  S.  Swift,  resigned.  Mr.  Collinge  went  to  Detroit  from 
Port  Huron,  Mich.,  in  kjoo. 

MR.  W.  W.  CR.AWFORD  resigned  as  snperinlendent  of  trans- 
portation of  the  -Vurora,  Elgin  &  Chicago  Railway  Co.,  to  go  with 
the  Lake  Shore  Electric  Railw.iy  Co.,  of  Cleveland.  The  resigna- 
tion l)ecamc  effective  August   i;ih. 

MR.  WILLI.\M  JENN'INC;S  has  heen  appointed  acting  superin- 
tendent of  power  department  for  the  Los  .Xngeles  Railway  Co.,  vice 
Mr.  James  R.  .\tchison,  resigned.  Mr.  Jennings  is  mechanical  su- 
perintendent nf  the  Pacific  Electric  Railway  Co's.  lines. 

MR.  E.  W.  CH.WDI^ER  has  heen  appointed  superintendent  of 
construction  for  the  Joliet,  Plainfield  &  .Aurora  Railroad  Co.  He 
was  formerly  purchasing  agent  of  the  Coluinhus,  Delaware  &  Ma- 
rion Electric  Railroad  Co.,  with  heachpiarters  at   Delaware,   O. 

MR.  CH.\RLES  !•".  CI..\Y,  a  prominent  Imsiness  man  of  Na- 
poleon, O.,  is  a  director  of  the  People's  Rapid  Transit  Railway  Co.. 
of  Toledo,  which  is  building  an  electric  interurhan  system  between 
Toledo  and  Cincitmati,  as  onllined  in  the  "Review"  for  June.  igo3 
MR.  JOHN  BENIIAM  has  been  elected  vice-president  of  the 
lnternati(mal  Register  Co.,  of  Chicago.  He  was  for  several  years 
vice-president  and  general  manager  of  the  Consumers"  Ice  Co.,  also 
of  Chicago,  which  was  recently  purchased  by  the  Knickerbocker 
Fee  Co. 

MR.  ERNEST  (iONZi:\l!.\(.ll.  formerly  electrical  engine,  r  ..I 
the  .Mliany  &  IhuNon  River  Railroail  Co.  and  later  of  the  .\nrora. 
Elgin  &  Chicago   Ry.   has  been  appointed  eleclric.il   engineer  of  the 


DR.   H.   B.   ROCKVKLl,. 


Vi'nngslonn    &    Sunihern    Ky.,   connecting    Voungsluwn   and    East 
l.iver|Kxj|,  Ohio. 

.MR.  E.  II.  SV.MINGTON,  formerly  connected  with  the  1.  II. 
Symington  Co.,  of  Baltimore,  is  now  associated  with  the  Kailway 
.\pplianccs  Co.,  of  Chicago  and  New  York,  as  manager  of  the  Sym- 
ington journal  ho.x  and  dust  guard,  the  Kailway  .Appliances  Co.  bemg 
agent   for  the  Chicago  territory. 

.\IK.  CALVIN  W.  RICi:.  of  the  Xernst  Lamp  Co.,  of  Pittsburg, 
has  amionneed  his  resignation,  which  is  much  regretted  by  all  of  bis 
business  as.sociates.     Mr.  Rice  has  In^en  '.econd  vice-president  of  il'i.s 
company  since  May,  iyo2,  and  later  ailded  the  duties  of  sales  miu 
agcr  t(j  those  he  previously  had. 

.\IR.  F.  L.  D.AME,  for  the  past  two  years  general  manager  of 
the  L'nion  Electric  Co.,  Dubu(|ue,  la.,  has  accepted  the  position  of 
engineer  of  the  Local  Companies'  Connnittee  of  the  (jeneral  Electric 
Co.  .Mr.  Dame  assumed  his  new  duties  with  heaiUpiarters  at  Sche- 
nectady. N.  v.,  about  the  middle  of  .August. 

THE  CENTRAL  PENNSYLVANIA  TRACTION  CO.,  .vliich 
was  organized  anil  iKgaii  c  peralions  July  1st,  has  elected  officers  as 
fcdiows:  l^residenl.  .Mr.  V.  B.  Musser;  vice-presideiu.  Mr.  B.  F. 
.Meyers;  secretary  and  treasurer,  .\lr.  W.  J.  Cahler.  The  companv 
was  organized  to  operate  the  ilarrisburg  Traction  Co.,  and  all  nn- 
lierlying  companies. 

MR.  T.  H.  BAILEY  WHII'I'I.E.  who  has  been  associated  with 
the  Sawyer-Man  ICIectric  Co.,  as  assistant  to  the  second  vice-prcsi- 
deiU,  has  been  chosen  to  succeed  Mr.  C.  W.  Rice  as  second  vice- 
president  and  sales  manager  of  the  Nernst  Lamp  Co.  Mr.  Whipple 
was  formerly  with  the  Jaudus  Electric  Co.,  of  Cleveland,  and  has 
had  a  wide  experience  in  this  field. 

MR.  (j.  H.  T.  SII.AW  has  been  elected  president  of  the  Dixon, 
Rock  Falls  &  Southwestern  Electric  Railwiiy  Co.,  which  will  Iwgin 
construction  on  its  line  between  Dixon  and  Rock  Island  next  spring. 
Mr.  Shaw  is  also  president  of  the  Northern  Illinois  Electric  Kailway 
Co.,  of  Dixon,  111.,  which  will  operate  under  lease  the  De  Kalb 
&  Southwestern  Electric  Railway  Co. 

THE  PACIFIC  ELECTRIC  RAILWAY  CO..  and  the  Los  An- 
geles Railway  Co.  systems'  operating  departinciUs  have  undergone 
slight  changes  in  persoimel,  beginning  .August  ist,  Mr.  L.  O.  Lieber 
having  been  appointed  chief  operating  electrician  and  Mr.  Ed  Rey- 
nolds chief  engineer  of  steam  plants.  Holh  report  directly  to  .\lr. 
William   Jennings,  mechanical   superintendent. 

MR.  FREDERICK  HROWN,  C.  K..  has  assumed  charge  of  the 
Civil  Engineering  Department  for  Knox,  George  &  Co.,  consulting 
enignccrs  of  Chicago  and  New  Orleans.  Mr.  Brown  has  had  a 
numl)er  of  years  of  experience  in  this  line  of  work  in  the  United 
States,  Mexico  and  Central  .America.  He  will  make  his  headquar- 
ters in  the  Tulane-Newcomb  Bldg..  .New  Orleans. 

MR.  GLEN  E.  I'Ll'MI!.  who  for  five  years  was  in  charge  of  the 
legal  department  of  the  Chicago  (ieiieral  Ry.  and  resigned  when  a 
receiver  was  appointed  for  the  property  in  lyoo,  assumed  charge 
if  the  road  .August  14111  as  general  manager  for  the  receiver.  The 
change  in  the  management  is  a  direct  conseiinencc  of  the  sctttlcmciu 
of  dififerences  between  the  Witbeck  and   Boimey  interests. 

MR.  GEORGE  S.  PERKINS,  M.  E.,  has  become  affiliated  with 
E.  P.  Roberts  &  Co.,  of  Cleveland,  and  will  assume  charge  of  that 
firm's  Department  of  Cement  Engineering,  the  new  field  in  which 
it  has  recently  engaged.  Mr.  Perkins  is  a  graduate  of  the  Stevens 
Institute  of  Technology  in  the  class  of  i8gi  and  has  had  an  extended 
experience  in  the  design  and  construction  of  cement  plants. 

MTR.  JOSEPH  M.  P.ATTEN  on  .August  ist  resigned  as  general 
manager  of  the  Topeka  Railway  Co..  and  the  duties  formerly  devolv- 
ing upon  him  will  be  assumed  by  Mr.  L.  E.  .Myers,  vice-president  of 
tile  company,  and  Mr.  .Albert  M.  Patten,  who  has  been  appointed 
to  succeed  his  fatlier  as  general  superintendent.  Previous  to  his 
retirement  the  officials  of  the  company  presented  Mr.  Patten  a  gold 
watch. 

MR.  JAMES  R.  ATCHISON  has  resigned  as  superintendent  of 
power  of  the  Pacific  Electric  Railway  Co..  and  the  Los  .Angeles  Rail- 
way Co.,  to  become  superintendent  of  construction  with  C.  C.  Moore 
S:  Co..  engineers,  of  San  F'rancisco.  Mr.  .Atchison  was  connected 
with  the  street  railway  companies  aliont  five  years  and  was  previously 
with  the  Los  .Angeles  Ice  &  Cold  Storage  Co..  and  the  Los  .Angeles 
Lighting  Co. 

MR.  GICOKGl-:  1-:  PR.VTT.  who  has  been  cmiedeil  with  the 
Niles  Car  ft  .M.imifacluriiig  Co..  of  .Niles.  O,.  as  assistant  general 
rii;.nager  and  contracting  agent,  resigtied  that   position   .August   ist. 


Alc.  JO.  lyiij.l 


"l-l"    RAILWAY    Rl'A  li:W. 


519 


Mr.  Pr.itt.  who  has  had  an  c.\ptrii;iice  of  nearly  JO  years  in  railroad 
construciion  and  operation,  resigned  his  p<isilion  with  the  Star  lirass 
Works,  of  Kalamazoo.  Mich..  Jnly  i.  itwi.  in  order  to  go  witli  the 
Xiles  company. 

MR.  W".  J.  U.WVSOX  on  Jnly  8ih  resigiu-d  as  assistant  snper- 
iiucndent  of  the  Kourtecnth  .Vve,.  Crosstown  and  Harper  Ave.  divi- 
sion of  the  Detroit  United  Ry..  to  heconie  general  superintendent  of 
the  Rapid  Railway  System,  with  headquarters  at  Port  Huron.  Mr. 
Dawson  has  been  with  the  Detroit  United  Ry.  since  1891,  ami 
npon  the  establishment  of  the  Konrteenth  .Ave.  and  Crosstown  divi- 
sion in  1895.  he  was  placed  in  charge. 
'  MR.  II.  S.  SWIFT  resigned  as  auditor  of  the  Rapid  Railway  Sys- 
tem, of  Detroit,  to  become  auditor  of  the  Toledo  Railways  &  Light 
Co..  to  which  position  he  was  app:>inted  July  21st-  Mr.  Swift  became 
auditor  of  the  Rapid  Railway  Sjslem  in  iSgS.  Previous  to  iSgO  lie 
was  a  teller  in  the  Iowa  State  National  Bank  at  Sioux  City,  and 
from  1896  to  1898  he  was  secretary  of  the  Port  Huron  Northwestern 
Elevator  Co..  of  Port  Huron.  Mich.. 

MR.  GEO.  H.  GIBSON  has  resigned  as  manager  of  the  adver- 
tising and  publication  department  of  the  li.  !•'.  Sturlevaut  Co.,  of 
Boston.  Mass..  to  accept  an  appointment  with  the  International 
Steam  Pump  Co..  having  ofiices  at  114- 1 18  Liberty  St.,  New  York 
City.  Mr.  Gibson  was  formerly  connected  with  the  Westinghouse 
Companies'  publishing  department,  of  Pittsburg,  Pa.,  and  was  for 
two  years  a  member  of  the  editorial  staff  of  the  Engineering  News 
•>f  New  York  City. 

MR.  H.  M.  KOCHERSPi;R(iLR.  coniplroller  of  the  New  York 
New  Haven  &  Hartford  R.  R..  was  on  July  28th  elected  presideui 
of  the  Meriden  Electric  Railroad  Co.,  Meridcu,  Conn.,  to  succeed 
Col.  N.  II.  Heft,  resigned.  .Mr.  John  G.  Parker,  secretary  to  the 
president  of  the  New  York,  New  Haven  &  Hartford,  was  chosen 
secretary  of  the  street  railway  company,  and  Mr.  .V.  S.  May  was 
made  its  treasurer.  These  officers  were  also  elected  to  similar  posi- 
tions in  the  Stamford  Street  Railroad  Co. 

MR.  J.  A.  BUCKNELL  was  recently  appointed  general  freight 
and  passenger  agent  of  the  Jackson  &  Battle  Creek  Traction  Co., 
with  headquarters  at  Jackson.  Mich.  He  was  formerly  agent  at 
Jackson,  for  four  years,  for  the  Grand  Trunk  Ry..  and  had  been  con- 
nected with  that  system  Jj  years,  beginning  as  a  section  hand.  He 
was  a<lvaiice<l  to  operator  and  ticket  agent,  and  first  assumed  tlu 
position  of  agent  at  Edward-bnrg.  While  he  was  agent  at  Jackson 
the  business  of  the  Grand    Trunk   doubled   in   volume. 

THE  METROPOLITAN  STREET  RAILWAY  CO..  of  Kan- 
sas City,  has  reorganized  its  legal  and  claim  departments,  which  are 
now  located  on  the  sixth  floor  of  the  Temple  block.  The  legal 
department  will  be  in  charge  of  Mr.  John  II.  Lucas,  who  will  be 
assisted  by  Messrs.  Herbert  .S.  Iladley,  Frank  (i.  Johnson  and 
Charles  A.  Loomis.  Mr.  Hadley  was  formerly  prosectuiug  attorney 
of  Jackson  County.  Missouri.  The  claim  department  will  be  in 
charge  of  Mr.  W.  .\.  Satterlee.  assistant  general  manager,  assisteil 
by  .Mr.  John  Carter,  superinlendent  of  the  company. 

.MR.  WILL1.\M  PESTELL  has  resigned  as  supennteiideiit  ot 
motive  power  of  the  Worcester  Consolidated  Street  Railway  Co.,  to 
join  the  railway  engineering  staff  of  J.  G.  White  &  Co.,  jy  Broadway, 
X.  Y.  Mr.  Pestell  was  assistant  engineer  to  the  Lyini  &  Boston 
Railroad  Co.  from  189,5  until  1899.  when  he  became  its  chief  engineer. 
He  held  this  position  until  May,  1901,  when  he  resigned  to  go  to 
Worcester.  During  his  two  years  in  Worcester  Mr.  Pestell  ei- 
fcctefl  marked  improvement  in  the  physical  condition  of  that  railway 
proiKTty.  Mr.  Pestell  is  an  expert  on  the  subject  "f  signals  for 
electric  railways. 

MR.  MATTHEW  C.  BRUSH,  -on  of  .Mr.  O.-rge  .\1.  Brush,  of 
Diduth,  Minn.,  lias  iK-en  appointed  assistant  to  .Mr.  .\dafns  1).  Claf- 
liii,  president  of  the  Boston  Suburb.-in  Electric  Companies,  with 
licadqiiancrs  at  Xcwtonvillc,  Ma«s.  He  is  2$  years  old  and  gradu 
alerl  from  the  Massachusetts  Institute  of  Technology  alxMit  two  years 
ago  after  which  he  liecame  rotmdhouse  foreman  for  the  Union  Pa- 
cific R.  R.,  at  Omaha.  Later  Mr.  Brush  was  foreman  of  shops  ati<l 
roundluMises  of  the  Rock  Island  road  in  western  Kansas,  resigning 
to  accept  his  present  position.  When  a  quite  yomig  man  he  actet! 
as  clerk  and  later  as  purser  for  the  .Northern  Steamship  Co. 

MK.  FRANK  M.  NICHOLL  has  U-en  appointed  sales  agent  for 
the  Taylor  Truck  Co..  of  Troy.  N.  Y.  .Mr.  Xicholl  is  the  son  of 
T.  ).  Nicholl.  vice-president  and  general  manager  of  the  Roehcsler 
R:iilH'ay  Co.,  of  Rixliesler.  N.  V.,  and  has  had  an  ixleiisive  training  In 
llie  electric  railway  liU!iiilc>«.     Ilii  lliorongli  knowledge  of  the  prac- 


tical side  oi  electric  railway  operatitJU,  together  with  his  wule 
acquaintance  in  the  field  will  be  of  great  service  to  him  m  his  new 
position  and  will  particularly  well  adapt  him  for  il-.e  work  of  secur- 
ing a  wider  sale  of  the  well-known  line  of  Taylnr  trucks.  His 
many  friends  will  wish  him  complete  success  in  his  new  position. 

THE  DETROIT  UNITED  RY.  has  made  some  changes  in  the 
organization  of  its  line,  car  and  power  departments,  which  were 
deemed  desirable  because  of  increased  demands  upon  the  different 
departments.  The  power  and  line  departments  have  been  placed 
in  charge  of  Mr.  Ellsworth  J.  Burdick,  who  has  the  title  of  super- 
intendent of  power.  'The  car  department  is  now  in  charge  of  Mr. 
Sylvester  Potter  with  the  title  of  nnster  nu'chanic;  Mr.  Poller 
succeeded  Mr.  Thomas  T'arnier.  who  resi.aiied  .\u,eust  J/lh.  Tile 
car  inspectors  at  the  car  house  have  been  transferred  lo  ilie  trans- 
portation department;  these  inspectors  were  formerly  uiuler  Ihc 
master  mechanic,  but  are  now  under  the  supervision  of  the  .general 
si:perinlendent.  Mr.  .A.  H.  Stanley. 

MR.  11.  F.  J.  PORTER,  who  was  recently  appoiiucd  an  assistant 
niaii;iger  of  the  Westinghouse  Companies'  publishing  departmeitt, 
in  charge  of  articles,  publications,  general  publicity  and  superin- 
tendence of  department,  with  hcadquarlers  at  East  Pittsburg,  was 
born  in  New  York  City  in  1858.  His  early  education  was  accpiired 
at  St.  Paul's  School,  Concord,  N.  H.,  and  he  afterward  entered 
l.ehi.gh  University  at  South  Beth- 
lehem, Pa.,  from  which  he 
was  graduated  as  a  mechanical 
engineer.  F't-om  1878  to  1881  he 
was  employed  in  the  shojis  and 
dr.'utgluing  room  of  ilie  Delanie- 
ter  Iron  Works.  New  York  Cily. 
:uul  from  1S81  to  1884  was  assist- 
ant en:4ineer  of  the  New  Jerstv" 
.Sieel  &  Iron  Co's.  rolling  mills 
at  Trenton.  For  the  succeeding 
si.x  years  he  was  engineer  of  the 
.School  of  Mines  and  also  super- 
intendent of  Columbia  University. 
New-  York  City,  and  resigned  in 
i8go  to  become  superintendent  of 
the  Cary  &  Moen  Co's.  steel  wire  j,    |,-    ,    jmikthk. 

mill,  also  in  New  York.     In   1891 

.Mr.  Porter  was  appointed  assistant  iiieehaiiie;il  engineer  al  ihe  Co- 
lumbian Exposition,  Chicago,  and  in  |S<)_>  was  made  assistanl  chief  of 
ilie  machinery  department  of  Ihe  expnsiiioii.  Duiing  i8i),?-ij4  he 
conducted  a  business  of  general  consulting  and  contracting  engineer 
ill  Chicago,  and  then  for  three  years  acted  as  western  sales  ageni 
of  the  Bethlehem  Steel  Co.,  with  headtpiarters  at  Chicago.  T'rom 
1897  to  igoi  he  was  assistant  sales  agent  for  the  same  coni|iaii\. 
with  headquarters  at  South  Bethlehem,  Pa.,  ,'Uid  in  ii;oi  went  lo 
New  York  as  the  company's  sales  agent,  which  piisitinn  he  held  until 
he  resigned  to  go  with  the  Westinghouse  Companies.  While  wiih 
Ihe  Bethlehem  Steel  Co.,  Mr.  Porter  followed  the  initiative  of 
John  'Trity,  who  first  introduced  hollow-forged  shafts  into  street 
railway  work  in  this  country,  and  while  in  Chicago  introduced  diis 
lype  of  shaft  and  other  high  grade  forgings  into  the  various  street 
railway  plants  in  Chicago  and  other  western  cities.  Later  he  placed 
them  in  the  large  units  of  the  Boston  Elevateil  Railway  Co.,  anil 
also  in  every  large  street  railway  power  plain  and  electric  lighl 
plant  in  New  York  Cily. 

THE  GALESBURC;  ICLIvClRIC  .MOTOR  &  ro\Vi;K  CO.,  of 
Galesburg,  III.,  at  its  annual  meeting  July  i.ilh,  tiecled  Mr.  S.  L, 
Nelson  president  and  general  manager,  vice  Mr.  l'"red  .Seacord,  who 
resigned  those  ollices,  but  remains  a  direclor.  Mr.  Nelson  was 
formerly  secretary,  treasurer  and  general  manager  of  ihe  Spring 
lie  Id  (O.)  Railway  Co.,  and  uiilil  recently  vice-piesicleiil.  Kciieial 
manager  and  purchasing  agent  {)f  the  Fort  Wayne  it  Soiitlivveslern 
'Traction  Co.  Other  oflicers  elected  by  Ihe  Galesburg  company  are: 
Vice-president.  Mr.  T'.,  .\.  Bancroft:  secrelary,  Mr.  II.  I'".  Davisson; 
ireasiirer,  Mr.  h'dward  W'oodmiiii ;  siiperinlendeiil,  Mr.  Charles  Mun- 
son.  Mr.  Muiisoii  was  superinlendent  of  the  old  eoiiipany.  'The 
board  of  directors  includes  these  :ind  Messrs.  B.  I*",  ,\iiioId,  George 
I.    I'rii-e.   II.    T,   Arnold  and  Captain   I  luiie.iii. 

-♦♦♦ 

The  power  plain  of  the  I'eiiiisyhaiiia  X-  Mahoning  Valley  Rail 
way  Co.  is  being  iiu-re:i-i  d  li.\'  Ihe  addilidi  of  a  new  boiler  ami  geii 
eralor  unil  of  .too  kw,  lapaeily. 


520 


STKEiiT    RAILWAY    Ki:\IEW. 


l\uL.  XIII.  No,  8. 


OBITUARY. 


MK.  JOll.N'  Iv  MILLS,  urgani/i-r  aiij  prciitU-m  of  llit  Ijiimiik, 
St.  Johns  &  Si.  Louis  Kailw.-iy  Co..  died  August  3d  al  tilt  Iioinc  01 
his  father,  .Mr.  .Nelson  Mills,  al  Marysville.  Mich. 

.MK.  GEORGE  A.  COOKE,  who  was  for  several  years  with  the 
Toledo  Traction  Co..  as  assistant  10  general  inan-igcr,  and  superin- 
tendent of  underground  electrical  construction,  died  at  the  home 
of  his  parents  in  Oak  I'ark.  III.,  July  nth.  after  a  lingering  illness. 
Mr.  Cooke  left  Toledo  in  litgK,  going  first  to  .'\rizona  and  later  to 
California  and  the  Hawaiian  Islands.  Mr.  Cooke  was  the  son  of 
Mr.  William  J.  Cooke,  vice-president  of  the  .McGuire  Manufacturing 
Co. 

MK.  I.  \V.  KEYNOLDS.  president  of  the  Hoone  tia. )  Electric 
Co.,  ami  owner  of  the  Boone  suburkin  line,  died  July  jCth  at  Chi- 
cago, whither  he  had  gone  for  medical  Irealnient  of  a  complication 
superinduced  by  paralysis.  Besides  his  conneclion  with  the  Boone 
companies,  of  which  his  son.  Mr.  John  Keynolds.  is  secretary  and 
manager,  the  deceased  was  the  chief  promoter  of  the  proposed 
Booiic-Wcbstcr  City  line,  and  was  formerly  interested  in  the  con- 
struction of  the  Waterloo  &  Cedar  Ealls  Rapid  Transit  Co.,  as  an- 
organizer.  He  was  a  promoter  of  wide  scope  and  had  also  large 
real  estate  and  manufacturing  interests.  .\t  one  imih-  he  was  at- 
torney for  the  Chicago  &  N'orthwestern  R.   R. 

MR.  ELIPHALET  W.  BLISS,  founder  and  president  of  E.  W . 
Bliss  &  Co.,  and  the  United  States  Projectile  Co.,  which  were 
merged  last  year  into  the  E.  \V.  Bliss  Co.,  of  Brooklyn,  died  al 
his  summer  home  at  Bay  Ridge,  N.  Y.,  July  23d,  of  heart  disease, 
following  a  week's  illness  due  to  indigestion.  He  was  in  his  68th 
year,  having  been  born  Apr.  u,  1836,  at  Coopcrstown.  N.  Y.  He 
left  school  when  he  was  16  years  old  and  entered  a  machine  shop 
as  apprentice.  He  remained  there  live  years  and  then  worked  as  a 
journeyman  in  Syracuse,  N.  Y.,  and  Mcriden,  Conn.  When  the 
civil  war  broke  out  Mr.  Bliss  enlisted  and  served  until  its  close. 
when  he  went  to  Brooklyn  and  established  the  business  in  connec- 
tion with  which  be  became  best  known  to  electric  railway  interests. 
He  was  a  member  of  the  Union  League  and  Metropolitan  Clubs, 
of  New  York,  and  of  the  New  York,  Atlantic,  Larchmont  and 
American  Yacht  Clubs.  He  was  also  a  member  of  Lafayette  Post 
No.  4.  G.  A.  R. 


STRIKES  OF  THE  MONTH. 

On  July  j/th  the  Virginia  Passenger  &  Power  Co.,  whose  motor- 
men  and  conductors  went  on  strike  June  17th,  announced  that  it 
had  its  complement  of  operatives  for  all  lines,  and  that  all  lines  were 
open  with  the  regular  schedule  in  operation.  .'Vs  slated  in  the 
"Review"  for  July,  rioting  was  a  feature  of  this  strike  and  it  was 
necessary  to  employ  the  entire  state  militia  to  maintain  order.  On 
July  20th  all  the  out-of-town  militia  was  ordered  home,  and  since 
that  date,  with  the  exception  of  July  23(1.  when  two  cars  were 
blown  up.  comparative  peace  has  reigned.  July  15th  seven  rioters 
(four  of  them  strikers)  were  caught  by  the  troops  in  Fulton,  and 
a  plot  to  kill  from  ambush  was  thereby  frustrated.  Four  of  those 
arrested  were  held  for  the  grand  jury.  July  i6th  an  attempt  was 
made  to  wreck  a  car  and  two  cars  were  tired  upon  by  rioters.  July 
171I1  the  police  board  dismissed  from  the  force  two  policemen  who 
had  openly  sympathized  with  the  slrikcr.s.  Three  firemen  were  also 
heavily  liiud  by  the  lire  commissioners  for  a  like  offence.  The 
company,  in  receiving  applications  from  old  employes,  many  of 
whom  asked  to  be  taken  back,  look  the  stand  that  it  would  not 
consider  that  any  striker  who  returned  to  work  did  so  as  a  favor, 
or  that  he  demanded  special  consideration ;  each  application  was 
received  on  its  merits.  The  two  editors  of  "Opinion."  the  strikers' 
organ,  who  published  the  statement  that  C.  B.  Buchanan,  the 
superintendent  of  transportation,  had  taken  an  i'ssumcd  name,  were 
each  lined  $100  for  libel.  Mr.  Buchanan  had  no  difficulty  in  showing 
that  there  was  no  truth  in  the  charge.  The  discharged  strike- 
breaker who  made  the  affidavit  upon  which  the  paper  based  its  ar- 
ticle, is  a  fugitive  from  justice.  July  27th  the  trial  of  the  sheriff  of 
Henrico  county  was  begun.  His  removal  was  asked  for  because  he 
refused  to  issue  a  call  for  troops  when  asked  to  do  so  by  the  com- 
pany orticials. 

July  2gth  35  firemen  employed  at  the  power  house  of  the  Detroit 
United  Ry.  struck  at  a  time  when  travel  is  usually  heaviest  to  enforce 


a  demand  for  an  eight-hour  d.iy.  The  city  street  car  lines  were  tied 
up  for  a  time,  until  the  company  could  obtain  substitutes,  and  later 
111  the  day  ihe  strikers  wciit  back  to  work  under  the  old  conditions 
peiuling  the  result  of  conferences  which  were  instituted.  Coincident 
with  the  strike  the  company's  automatic  coal  passer  was  broken,  and, 
lielieving  it  was  maliciously  done,  the  company  caused  the  arrest  of 
three  of  the  striking  firemen.  .August  6th  they  were  released  on  a 
writ  of  halicas  corpus. 

.Mioul  100  motormen  and  conductors  employed  by  the  New  York  & 
Uueen's  County  Railway  Co.  struck  Sunday,  August  <;lh.  It  wa.s 
planned  lo  tie  up  the  entire  system,  but  Ihe  strike  was  only  a  partial 
success  in  that  respect.  .\s  it  was,  many  persons  who  had  gone  lo 
the  Long  Island  resorts  were  considerably  inconvenienced. 

The  strike  of  trolley  men  in  Waterbury,  Conn.,  which  began  Jan- 
uary 12th,  was  settled  .\ugust  gth.  the  Connecticut  Railway  & 
Lighting  Co.  agreeing  lo  lake  back  part  of  the  strikers  at  once 
al  the  old  wages  and  lo  make  room  for  others  as  soon  as  prac- 
ticable. 

ACCIDENTS. 


.\n  electric  car  of  ihe  Wilkesliarre  &  Wyoming  X'alley  Traction 
Co.  ran  away  on  a  steep  grade  on  the  Edwardsvillc  branch  July  l8tli. 
jumped  the  track  and  went  through  a  fence.  A  woman  passenger 
was  fatally  hurl  and  three  others  were  injured. 

Two  cars  collided  on  the  Olierlin  branch  of  the  Cleveland  & 
Southwestern  Traction  Co.  two  miles  from  Elyria.  O..  July  19th. 
resulting  in  the  death  of  one  passenger  and  the  injury  of  several 
others. 

Three  men  were  killed,  one  was  fatally  injured  and  12  more  were 
hurt  in  a  collision  between  a  Vandalia  accommodation  train  aiul  a 
car  on  the  East  St.  Louis  &  Suburban  Railway  Co's.  line  at  Laii-- 
downe.  a  suburb  of  East  St.  Louis.  July  26th. 

In  St.  Louis  July  25th  a  collision  between  a  Compton  Heights  car 
and  a  Fourth  St.  car  of  the  St.  Lo.iis  Transit  Co.  resulted  in 
injury  10  13  persons. 

.\s  a  result  of  a  collision  between  two  cars  of  the  Boston  &  Wor- 
cester Street  Railway  Co.,  at  Westlxiro.  Mass.,  July  25th.  one  per- 
son was  killed  and  48  were  injured.  The  cars  met  on  a  single  track 
near  a  curve. 

Twelve  men  were  injured  in  a  head-on  collision  between  Ciiicin- 
nali,  Lawrenceburg  &  Aurora  Electric  Railroad  Co.  cars  near  Cleves, 
O..  July  25th. 

Two  Grand  Rapids,  Grand  Haven  &  Muskegon  Railway  Co.  cars 
met  in  rear  end  collision  t'/t  miles  west  of  Coopersville,  Mich., 
July  26th  and  seven  persons  were  injured,  but  none  seriously.  It 
was  a  rear-end  collision. 

.\  Union  'Traction  car  going  at  full  speed  struck  a  sliort  curve, 
jumped  the  track  and  turned  over,  in  the  suburbs  of  Anderson.  Iiid., 
July  2<jth,  causing  the  death  of  one  person  and  injuring  17  others. 

.\  work  train,  consisting  of  two  cars,  went  over  a  30-ft.  embank- 
ment near  the  Gates  Mills  power  house  of  the  Cleveland  &  Eastern 
Railroad  Co..  July  29th,  wrecking  the  cars  and  severely,  but  not  Ta- 
lally.  injuring  Ihe  conductor  and  motorman. 

.■\  second  wreck  occurred  on  the  Indiana  Union  Traction  Cos. 
system  July  30th.  this  time  at  North  .Anderson,  when  a  Marion  car 
and  a  special  car  collided.  Seven  persons  were  injnre<l,  but  none 
fatally;  one  of  the  cars  was  badly  damaged. 

.August  2d  two  Indianapolis  &  Martinsville  iiuerurban  cars  col- 
lided three  miles  south  of  McHiresville.  Ind..  injuring  30  people,  two 
of  whom  were  expecte<l  to  die.  Both  cars  were  specials  and  met 
on  a  curve. 

A  Texarkana  (.Ark.)  street  car  left  the  track  while  making  a 
curve  at  Broad  and  Hazel  Sts.,  .August  2d,  and  20  people  were  in- 
jured, one  of  whom  died. 

A  Holyoke  (Mass.)  Street  Railway  Cos.  car  jumped  the  track  1k'- 
Iweeii  South  Hadley  and  Holyoke  .August  2d  and  plunged  down  an 
emlxinkmeni  about  eight  feet  steep,  lauding  right  side  up.  Three 
passengers  were  injured. 

Four  persons  were  severely  injured  in  a  head-on  collision  on  the 
Cleveland  &  Eastern  Electric  Railw.iy  Co's.  line  near  Hethel,  O., 
.August  9tli.  aiul   the  cars  were   badly   damaged. 

While  returning  from  a  picnic  on  ihe  evening  of  .August  6th.  a 
car  on  the  Youngstown-Sharon  Railway  &  Light  Co's.  line  ran  into 
a  car  ahead,  killing  one  man  and  injuring  several  others. 


AiG.  20,  1903.] 


STREET    RAILWAY    RE\IEW. 


521 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER, ATTORNEY  AT  LAW,  CHICAGO. 


STREET    DEDICATED     BUT     XO 1'     ACCEPTED     TO 
TREATED  AS  PRUATE  PROPER  IV  SUB- 
JECT TO  CONDEMXAllOX. 


BE 


Pease  vs.  Patersoii  &  State  Line  Traction  Co.  (.X.  J.  Snp.\  54  .Vll. 
Rep.  524.  Feb.  24,  1903. 
A  street  or  avenue  laid  out  by  an  owner  upon  his  land,  and  liy 
him  dedicated  to  the  public  use,  the  supreme  court  of  New  Jersey 
holds,  in  the  absence  of  its  acceptance  by  the  public,  is  not  a  street 
or  highway  within  the  meaning  of  the  traction  act,  requiring  con- 
sents from  the  municipality  and  the  abutting  owners  before  the 
company  can  lay  down  its  tracks.  But  the  owner  of  land  in  a  streol 
thus  dedicated,  but  not  accepted,  is  an  owner  of  land  within  the 
meaning  of  the  provisions  of  the  traction  act  regulating  the  proceed- 
ings to  condenni  land. 


WHEN  CONTRIBUTORY  NEGLIGENCE  XO  DEFENSE. 


Turnbull  vs.  Xew  Orleans  &  C.  R.  Co.  (U.  S.  C.  C.  A.,  La.),  120 
Fed.  Rep.  783.  Feb.  17,  1903. 
It  was  requested  that  the  jury  be  charged  that,  "in  an  action  like 
this  for  damages  against  a  railroad  company  by  the  surviving  parent 
for  the  injury,  suffering,  and  loss  of  his  son,  run  over  and  killed 
by  a  car  of  the  defendant  company,  the  defense  of  contributory  negli- 
gence will  not  avail  if,  by  reasonable  care  on  the  part  of  those  in 
charge  of  the  electric  car,  the  accident  could  have  been  avoided." 
After  a  careful  examination  of  a  number  of  recent  decisions  of  the 
courts  of  highest  authority  and  of  the  most  approved  le.xt-writcrs, 
the  United  States  circuit  court  of  appeals,  fifth  circuit,  concludes 
that  the  requested  charge  was  not  too  broad,  and  was  not  misleading. 


SUDDENLY  INCREASING  SPEED  TO  GEr  Ol'l"  OF  WAY 

OF  SUDDENLY  APPEARING  TRAIN  NO  1" 

NEGLIGENCE. 


Corkhill  vs.  Camden  &  Suburban  Railway  Co.  (N.  J.  Sup.),  54  Atl. 
Rep.  522.  Feb.  24,  1903. 
The  motorman  of  an  electric  street  railway  car  started  his  car  at 
a  moderate  speed  to  cross  an  intersecting  steam  railroad  consisting 
of  three  tracks,  after  his  conductor  had  gone  forward  upon  tlie 
crossing  and  had  used  proper  care  to  ascertain  that  no  railroad  train 
was  to  l>e  expected.  While  thus  proceeding  over  the  crossing  at 
moderate  speed,  the  motorman  Ixrcame  suddenly  aware  of  a  railroad 
train  rounding  a  curve  near  by,  and  coming  toward  his  car  at  a 
high  rate  of  speed,  without  timely  warning  by  l>cll  or  whistle.  A 
collision  seemed  imminent,  and  was  in  fact  narrowly  averted.  The 
motorman,  on  seeing  the  danger,  instantly  applied  all  power,  and 
increased  the  speed  of  his  car  to  the  utmost,  in  order  to  escape  ihc 
collision.  It  was  claimed  ihat  in  the  lurch  of  the  street  car  thereliy 
occasioned  a  passenger  was  thrown  to  the  flwjr  of  the  car  and  in- 
jured. The  supreme  court  of  New  Jersey  holds  that  a  verdict  at- 
tributing negligence  to  ihe  motorman  on  these  facts  could  not  be 
supported. 


TEN-IIOl-R    LAW  CONSTII  UTIONAL. 


In  re  Ten-Hour  I^w  for  Street  Railway  Corporalimis  (R.  I),  54 
All.  Rep.  602.  June  27,  1902. 
In  respfjnse  to  the  question  of  the  governor,  whether  the  provi- 
sions of  chapter  1004  of  the  Public  Laws  of  Rhode  Island,  passed 
April  4.  1902,  entitled  "An  act  lo  regulalc  Ihc  hours  of  labor  of  cer- 
tain employes  of  street  railway  corporations,"  or  any  of  such  pro- 
visions, arc  in  violation  'if  the  conslilulion  of  the  slate,  llic  supreme 
court  of  Rho<le  Island  gives  as  its  conclusion  thai  Ihe  law  does  not 
violate  any  provision  of  the  conslilulion  of  the  stale  or  of  ihe  Ihiiled 
Stales  in  its  scojk:  and  character,  nor  by  reason  of  violating  rights 
of  contract,  nor  by  reason  of  an  apparent  and  arbitrary  exercise  of 
power  in  the  exception  from  ils  operalion  of  existing  wrilirn  eon- 
tracts. 


If  not  in  violation  of  the  state  constitution,  the  further  question 
was  asked,  is  there  anything  in  the  provisions  of  said  chapter  1004 
to  make  it  illegal  for  a  street  railway  corporation  to  make  a  con- 
tract with  ils  employes  to  labor  more  than  ten  hours  within  the 
twenty-four  hours  of  the  natural  day,  and  within  twelve  consecu- 
tive hours,  except  as  provided  in  said  chapter?  To  this,  the  court 
replies  that  it  is  illegal  for  a  street  railway  company  lo  make  a  con- 
tract with  its  employes  to  labor  more  than  to  hours  within  the  24 
hours  of  the  natural  day,  and  within  12  hours,  except  as  provided  in 
said  chapter.  The  court  says  that  the  apparent  purpose  of  Ihe  act 
is  not  to  create  a  right  in  favor  of  the  employes,  which  they  might 
waive,  so  much  as  to  guard  the  public  safety  from  service  too  pro- 
longed fur  alertness  in  the  exercise  of  reasonable  care.  If  this  be 
so,  the  public  safely  cannot  be  made  dependent  upon  private  con- 
tracts. 

Mr.  Justice  Blodgett  filed  a  lengthy  dissenting  opinion. 


HAVING    NO    HEADLIGHT    OR    SOUNDING    GONG    ON 
FOGGY  MORNING— DUTY  AS  TO  STOPPING,  LOOK- 
ING AND  LISTENING  BEFORE  CROSSING  TR.\CK. 


Frank  vs.   St.  Louis  Transit  Co.    (Mo.  .\pp.),  73   S.  W.   Rep.  239. 
Mar.  3,  1903. 

A  collision  with  a  two-horse  wagon  occurred  at  a  street  crossing, 
at  between  half  past  6  and  7  o'clock,  on  the  morning  of  October  30. 
There  was  much  testimony  that  the  morning  was  very  foggy,  and 
that  a  person  could  see  only  a  short  distance,  and  some  testimony 
that  the  fog  had  about  cleared  up  when  the  collision  occurred.  The 
court  of  appeals  at  St.  Louis,  Mo.,  says  that,  it  is  true,  having  no 
headlight  did  not  constitute  negligence  as  a  matter  of  law ;  neither 
did  failure  to  sound  the  gong.  There  was  no  absolute  requircmeiU 
that  a  headlight  should  be  burning  at  that  time  of  day,  nor  that 
a  gong  should  lie  sounded.  This  only  shows,  however,  that  there 
was  no  such  breach  of  a  mandatory  duty  by  the  car-men  as  justified 
tlie  court  in  instructing  that  negligence  on  the  part  of  the  company 
had  been  established.  ]!ut  taking  into  account  the  dil'ficulty  of  see- 
ing but  a  few  feet  ahead  in  the  fog,  as  testified  to  by  the  motorman 
and  other  witnesses,  the  failure  lo  have  a  headlight  burning  or  lo 
sound  the  gong  were  facts  for  the  jury  to  weigh,  and  from  which 
they  might  infer  negligence.  The  question  in  this  and  most  similar 
cases  is:  Did  the  carmen  use  such  precautions  to  avoid  injury  lo 
persons  on  Ihe  street  as  ordinary  prudence  demanded,  all  the  cir- 
cumstances considered? 

.^gain,  the  court  says  that  there  is  no  absolute  duly  incuiiilieiU  011 
a  person  about  to  drive  or  walk  across  a  railroad  track  to  stop  before 
doing  so;  and,  while  circumstances  may  arise,  perhaps,  which  will 
justify  a  court  in  declaring  a  plaintiff  was  negligent  if  he  did  not 
stop,  the  general  rule,  and  the  one  applicable  to  the  present  ease. 
leaves  it  lo  the  jury  to  say  whether  it  was  necessary  for  liiiii  to  sinp 
in  order  to  use,  lo  the  best  advantage,  his  eyes  and  ears.  What  ;i 
])erson  is  bound  lo  do  before  he  crosses  a  railroad  track  is  to 
employ  all  the  precautions  which  common  i)rudence  dictates  to  pre- 
vent a  casualty,  and  whether  he  uses  those  precautions  is  lo  he 
ascertained  by  the  jury  from  a  consideration  of  the  facts.  The  in 
slruclions  imposed  on  the  plaintiff,  the  duly  of  nni  cnily  looking'  .iiiil 
listening,  but  of  using  care  iiroportionale  to  the  danger  of  the  sur- 
roundings and  the  dilliculty  f>f  ileteeling  a  car,  which  the  court  thinks 
is  all  the  law  required.  It  adds  lliat  he  harl  lo  lake  only  reasonable 
I)recaulions  lo  avoid  injury. 


DUTY   OK    MOTOkMAN    WHERIC    IIOKSl'.    I'.ALKS    OK    IS 

STALLED  ON    TRACK— RKMAINl  Nfi   IN  WAGON 

NOT  NhX'lCSSARlLY  CON TRIBUTOKY 

NEGLIGENCE. 


Meyers  vs.  St.  Louis  'Transit  Co.    CMo.  .\pp.),  73  S,   W.   Rep.  371J. 

Mar.  17,  1903. 

Where  a   horse   balked   with   Ihe   wagon   on   the   tnick   something 

like   100  lo  125   feet   in   front  of  a  ear  running  at   an   excessive  and 

prohiliilive    rale  of   speed,   Ihe  coinl    of   appeals   at    .St.    Louis,    Mo., 


522 


.STI<l-:i£T    KAII.WAY    klAIKW. 


IV..I.  xm.  No.  8. 


IimI<I>  ilial  il  H.■l^  Mil  niinniT  nr  cmthm-  (or  llic  k^'ss  ik'|{Iikciici'  nf 
llii'  iiiiitoniian  in  making  im  clTnrt  wliati-vi-r  lo  >low  up  or  >lii|i  lin- 
ear lo  say  lliat  In-  had  a  riijlu  lo  a>'>iinii'  ihal  the  parly  driMiiK 
Hoiilil  drive  on  and  across  ilic  irai-k  ln-forc  ilit-  car  wonid  reach 
him.  It  says  thai  the  wagon  was  at  a  slandstill,  and  ihe  driver  was 
nuikiiig  an  inelTectiial  effort  to  nrge  the  horse  on.  This  situation 
was  seen,  or  could  have  been  seen,  liy  Ihc  niotoriiian,  and  it  was 
his  lionndeii  dnty  lo  take  cognizance  of  the  siiiialion  as  he  saw  or 
should  have  .seen  it.  If  such  was  not  his  duly,  then  a  teamster 
about  to  drive  over  a  railroad  crossing  (seeing  no  car  near  enough 
to  prevent  him  from  doing  so  in  safely),  who  drives  on  the  track, 
and  his  team  balks  there  or  is  unable  lo  pull  the  load  over,  if  he 
remains  with  bis  team,  urging  it  on,  in  Ihe  hope  of  getting  out  of 
the  H.iy  of  the  car,  is  without  remedy  if  he  is  struck  ami  injnrcil 
by  the  negligence  of  the  mutonnan. 

Whether  or  nol  the  parly,  by  remaining  in  his  wagon,  was  guilty 
of  negligence  which  continued  ilown  lo  the  injury,  and  directly  con- 
iribuled  ibereto,  the  court  holds  was  .1  (|Hesiioii  for  the  jury  to  de- 
termine from  all  the  facts  and  circumstances  in  evidence.  It  says 
that  be  knew  it  was  the  duty  of  ihe  motorman  to  keep  a  vigilant 
Hatch  (under  a  vigilant  watch  ordinance]  for  persons  and  vehicles 
upon  the  track,  knew  that  bis  situation  was  seen  by  the  inotorm;ni. 
knew  that  it  was  the  duly  of  the  motornian  to  stop  bis  car  to  avoid 
a  collision,  knew  that  he  bad  lime  and  space  in  which  to  stop,  if 
riiiming  at  a  lawful  speed,  anil  bad  a  right  to  assume  that  he  wonid 
observe  the  ordinance  and  the  diciaUs  of  luunanity  by  stopping  his 
car,  which,  if  he  bad  done,  there  wonid  have  been  no  collision  and 
injury.  In  such  circumstances,  it  seems  to  the  court,  it  would  be 
monslrous  to  hold  that  the  party,  by  remaining  in  his  wagon  when 
be  might  have  gotten  out,  was  guilty  of  such  contrilnilory  negli- 
gence as  lo  preclude  his  right  of  recovery. 

ISesidcs,  the  court  says  that  the  motorman  had  the  last  fair  chance 
of  avoiding  the  injury,  and  the  doctrine  in  Missouri  is  well  settled 
that  the  parly  who  has  the  last  fair  i  pportunity  of  avoiding  the  ac- 
cident is  not  excused  by  the  negligence  of  any  one  else. 


strcel  railway  ci'inpaiiy  was  the  first  Ut  occupy  ihe  avenue;  thai 
at  that  tune  there  was  no  public  highway  or  street  crossing  at  such 
atemie;  that  subsetpienlly  the  steam  railroads  laid  their  tracks. 


Ki-;i..\riON    OF    STRIiKT    .\NU    STK.\M    R.MLROADS    TO 

SlRKin— I'OWER    OK   SiATE    TO    REGULAIK    MA.\- 

AGKMKxNT   OF   ROAD— REQUIRING    SAI-TCGUARD.S 

.\r      RAILROAD      CROSSING— APPORTIONMNG 

KX I'KNSK-DIITERIuNCE  liETWEEN   EI.EC- 

IRIC  CARS  AND  ORDINARY  \KI11C1.HS. 


Detroit.  b"t.  Wayne  &  lUllc  Isle  Railway  vs.  ( ).!,,, in   1  C.  S..  Mich). 
Ji  Sup.  Ct.  Rep.  540.     .Apr.  6.  1903. 

One  of  the  contentions  in  this  case  was  that  a  street  railway  lia- 
a  different  relation  to  a  street  than  that  which  a  steam  railroad 
has.  The  supreme  court  of  the  United  States  says  thai  it  may  be 
that  this  difference  is  recognized  as  lo  .abutting  properly  owners 
or  crossing  railroads,  but  it  cannot  be  recognized  as  limiting  or 
affecting  the  power  of  the  state  lo  regulate  the  management  of  the 
roads  in  view  of  the  danger  of  their  operation  tn  ihe  public. 
Whether  electricity  be  the  motive  power,  or  steam  lie  the  motive 
power,  there  is  enough  (laniicr  in  the  operation  of  either  10  justify 
regulation. 

The  record  in  this  case  sbowe<l  lli.il  ilure  were  ihirty-eigbl  daily 
passenger  trains  crossing  the  avenue  in  which  the  street  railway 
company  operated  its  railway,  and  that  its  cars  passed  every  few 
minutes.  It  is  manifest,  ibe  supreme  court  says,  that  the  crossing 
was  a  place  of  unusual  danger,  not  only  to  ihc  passengers  in  steam 
cars,  but  also  to  the  passengers  in  the  electric  cars,  and  that  the  dan- 
ger was  caused  by  Ixith.  In  such  situation  the  city  was  surely  not 
powerless  to  act.  nor  before  acting  nuist  il  ascertain  the  exact 
amount  of  damage  caused  by  each  road,  and  by  ibat  standard  as- 
sign the  cost  of  protecting  the  public. 

That  it  thinks  there  is  a  difference  between  ordinary  vehicles  and 
cars  propelled  by  electricity,  which  may  be  recognized  by  the  stale 
in  the  exercise  of  its  police  power,  the  supreme  court  deems  suf- 
ficient answer  lo  ihe  contention  that  the  street  railway  company 
having  an  equality  of  rights  with  ordinary  vehicles  was  deprived 
of  the  equal  protection  of  the  laws  by  an  order  of  the  conunissioner 
of  railroads  of  the  state  requiring  it  and  the  terminal  association 
using  the  crossing  above  mentioned,  at  their  own  cost  and  expense, 
share  and  share  alike,  lo  construct,  maintain  and  operate  safety 
gates  and  derailing  and  signaling  appliances  thereat.  Nor  docs  the 
court   apparently  give  any   weight    lo   the  point   presented   that   the 


(iRAIinoUS  AND  INVALID   lOWN  VO  IKS  AS    lO  CON- 

DIITONS  TO  HE  INSKk  I  KD  IN  l-RANCHISES  .\ND 

TO  HORROW   .MONEY    l()  CARRY  OU  I 

.SCI  I  KM  K. 


I'looil  \s.  Leahy   (Mass.),  66  N.  K.  Rep.  ;«;.     .\pr.  j,  lyoj. 

.\t  a  special  town  meeting  there  were  three  voles.  The  Hrst  was 
that,  in  addition  lo  statutory  requirements,  the  selectmen  be  in- 
structed to  insert  in  any  franchise  or  localioii  that  might  be  granted 
upon  any  petition  of  a  certain  street  railway  company  certain  con- 
ditions thereinafter  particularly  enumerated.  The  conditions  pre- 
scribed the  size  and  weight  of  the  rail  upon  which  Ihc  street 
oar  was  10  be  run,  the  portion  of  the  sireet  and  gutter  lo  be  pave.l 
by  Ihe  railway  company  and  the  kind  of  paving  stone  to  Ik*  used,  and 
■xpiired  that  the  remaining  piirtion  of  ibe  street  should  be  macad- 
amized by  the  company.  Eurtiier  condilions  lo  be  imposed  were  that 
laliorers  resideiil  in  the  town  and  citizens  owning  teams  should  lie 
employed  in  the  work  in  preference  to  any  others,  and  the  hours  of 
labor  anil  wages  therefor  should  conform  lo  the  standaril  established 
by  vole  of  the  town  at  its  animal  town  meeting:  and  that  there 
slinuld  be  but  one  fare  of  live  cents  from  any  point  in  the  town 
lo  any  point  in  a  certain  other  town.  The  second  vole  provided  for 
ibc  appointment  of  a  committee  of  five  to  confer  with  Ihe  Ixiard  of 
selectmen  or  independently  attend  upon  any  Ixmrd,  court,  or  other 
iribunat  to  represent  the  town  upon  all  <|Ucslions  of  franchises, 
tracks,  or  locations  that  theretofore  had'or  thereafter  might  be 
granted  to  or  with  any  street  railway  company,  its  officers,  servants, 
or  agents,  or  any  person  that  might  have  been  appointed  in  place 
of  said  .street  railway  company,  its  otficers,  servants,  or  agents,  and 
authorized  the  committee  to  employ  counsel.  The  third  vote  in- 
structed the  treasurer  lo  borrow  $300  lo  carry  into  effect  the  second 
\ole. 

Of  course,  llu-  supreme  judicial  conn  of  .Vlassachusetts  says,  the 
selectmen  were  not  bound  to  follow  the  instructions  contained  in 
tile  first  vote.  In  the  matter  of  graining  locations  they  act,  not  as 
agents  of  the  town,  but  as  public  officers,  specially  designated  by  the 
lawmaking  power  for  that  purpose.  It  is  plain  that  in  the  matter 
of  several  of  the  conditions  the  town  has  no  corporate  interest 
whatever — for  instance,  those  relating  lo  ihe  residence  and  wages 
of  the  laborers  to  be  employed,  and  lo  the  rale  of  fare  for  the  pas- 
sengers in  general.  If  il  may  be  said  that  the  town  may  have  a 
corporate  interest  in  .some  other  of  the  questions  involved  in  the 
gianiiiig  of  the  locations — as.  for  instance,  where  the  expense  of 
keeping  the  streets  in  repair  may  W  alTecled  by  the  conditions  which 
may  be  lawfully  imposed,  and  Ibat.  ihereforc.  it  may  raise  money 
lo  protect  its  interest  (a  qucslion  upon  which  ibc  conn  need  not 
now  express  an  opinion) — the  reply  is  that,  even  if  thai  be  true,  it  is 
lihiiii  tlial  the  money  was  lo  be  used  lo  carry  out  ihe  scheme  as  a 
wliole.  and  the  authority  to  borrow  (for  a  "necessary  charge"] 
being  granted  as  a  whole,  and.  there  being  no  way  of  separating 
the  valid  from  the  invalid,  the  whole  vote  must  be  declared  invalid. 


i:jECnoN    ov    p.\ssknger    presenting    wrongly 
punciii:d  rRANSFi;R  itcket— passen(;fr  noi"  rk- 

QIIRED    TO  INSPECr    TICKET.  TO  KNOW  MEAN- 
IN(;  OF   SYMIiOLS   ON   SAME.   OR    TO   KNOW 
RULES   PROMl'LGATED  FOR   EMPLOYES- 
DUTY    TO  ACCEPT  EXPLAN.V  TIONS  OF 
PASSENGER  AND  TO  CORRECT  MIS- 
T.\KES     OF     ONE     CONDUCTOR 
THROUGH    ANOTHER. 

Indianapolis  Street  Railway  Co.  vs.  Wilson  ilml).  (rfi  X  E.  Rep. 
QjO.     Mar.  ly.  1903. 

Hy  the  terms  of  the  company's  franchise,  a  passenger,  on  the 
payment  of  the  required  fare,  is  entitled  to  demand  and  receive, 
without  extra  charge,  from  Ihe  conductor  of  ihe  car  upon  which  be 
first  takes  passage,  a  transfer  ticket,  which  entiiles  him  to  be  carried 
as  a  passenger  over  the  line  lo  which  he  is  transferred.  Moreover, 
it  is  provided  particularly  that  the  line  to  which  the  passenger  is 
transferred  "shall  be  plainly  indicated  on  said  transfer  ticket." 

In   this   case   it   appeared   that    in   punching  a   transfer  ticket   the 


Alc.  JO.  i<)Oj.] 


STRliKT    RAILWAY    Rl'A'H'nV. 


52,^ 


conductor  Iiad  awkwardly  used  llic  punch,  and,  instead  of  plainly 
indicating  thai  the  passenger  had  been  transferred  to  the  \irginia 
avenue  line,  he  punched  out  what  might  be  said  to  be  the  entire  space' 
opposite  South  East  street,  and  also  a  part  of  the  Nirginia  avenue 
space,  the  puncture  made  extending  across  tlie  line  dividing  the  two 
spaces.  This  gave  rise  to  a  controversy  between  the  passenger  and 
a  conductor  of  the  Virginia  avenue  line,  the  latter  insisting  that  the 
ticket  indicated  that  the  former  had  been  transferred  to  the  South 
East  street  hue.  while  the  passenger  insisted  that  he  had  requested 
a  transfer  to  the  Virginia  avenue  line,  and  stated  that  he  believed 
the  ticket  inilicated  such  transfer,  The  result  was  a  demand  for  the 
pajment  of  another  fare,  a  refusal  to  pay  same,  an  ejeclion  from  the 
car,  an  action  for  damages,  and  a  judgment  in  favor  of  the  passen- 
ger, which  the  supreme  court  of  Indiana  aHirms. 

The  case  is  decided  by  a  court  divided  three  to  two;  one  of  tlie 
three  concurring  in  the  result  only.  It  is  possibly  true,  ihc  couit 
says,  that  the  passenger  had  ample  time  and  opportunity  to  inspect 
his  transfer  ticket,  and  thereby  ascertain  whether  the  conductor  who 
gave  it  to  him  had  properly  performed  his  diUy  by  correctly  indicat- 
ing the  line  of  transfer.  The  duty  of  inspection,  under  the  circum- 
>lances.  the  law  did  not  exact  of  him,  for,  in  the  absence  of  any 
notice  to  the  contrary,  he  had  the  right  to  presume  that  the  com- 
pany's conductor  and  agent  had  correctly  discharged  his  duty  in 
punching  the  ticket,  and  thereby  indicating  the  transfer  over  the 
line  in  accordance  with  his  request.  He  had  nothing  to  do  with 
the  preparation  of  the  ticket,  for  the  company  seemed  to  have 
prescribed  the  form  and  contenls  thereof,  and  also  the  method 
or  means  to  be  employed  to  indicate  or  point  out  thereon  the  Inie 
of  its  railway  over  which  a  transferee  was  entitled  to  be  carried. 
I  he  many  words,  figures,  spaces,  and  abbreviations  which  the  ticket 
furnished  contained  would  prima  facie  be  uninlelligible  to  many 
persons,  and  certainly  it  would  be  an  unreasonable  imposition  tn 
require  of  a  passenger,  upon  receiving  one  of  these  tickets,  the  dul.\ 
to  inspect  the  same  in  order  to  discover  if  the  conductor  had  made 
a  mistake  in  the  performance  of  his  duly.  -\  mere  passenger,  under 
the  circumstances,  was  not,  in  the  eye  of  the  law,  either  presumed 
or  bound  to  know  the  meaning  of  the  various  figures,  abbreviations, 
punch  marks  and  other  mystic  symbols  which  the  transfer  ticket 
contained.  These  possibly  could  only  be  correctly  interpreted  or 
read  in  the  light  of  the  rules  and  regulations  adopted  by  the  com 
pany  for  the  guidance  of  its  conductors  and  employes.  Neither 
was  he  presumed  to  know  or  required  to  take  notice  of  these  rules 
and  regulations  made  by  the  company  for  the  aforesaid  purposes. 

The  fact  that  the  wrong  of  which  the  passenger  complained  niigbl 
l>e  .said  to  be  due  to  the  combined  faults  of  two  of  the  company's 
conductors  or  agents  the  court  .says  exerted  no  material  intlnencc 
over  his  right  to  recover  damages,  for,  under  the  circumstances,  the 
company  nmsi  be  |)resumed  to  have  been  present  and  acting  at  the 
time  through  the  agency  of  the  conductor  who  issued  the  transfer 
ticket,  and  through  the  agency  of  the  other,  who,  over  the  explana- 
tions of  Ihc  passenger  in  regard  to  the  issue  of  the  ticket,  refused 
to  accept  it.  and  thereupon  expelled  him  from  the  car  upon  which 
he  was  entitled  to  l;c  carried.  These  explanations  it  should  have 
accepted  as  true  until  the  contrary  was  shown.  It  was  certaiidy  as 
much  the  duty  of  the  company  to  correct  the  mistake  which  it  had 
made  in  punching  the  ticket  in  the  first  instance  when  the  oppor 
lunily  to  do  so  was  presente<l  to  it  through  the  agency  of  the  second 
conductor,  as  would  have  been  its  duty  to  have  rectified  the  same 
had  the  attention  of  the  first  conductor  been  called  to  the  mistake 
by  the  passenger  iK-fore  he  left  the  first  car.  Conse<piently  there 
was  no  force  or  merit  in  the  contention  that  he  should  have  ex- 
amined the  transfer  ticket  which  he  received  before  leaving  the  car, 
and  have  presented  it  to  the  conductor  who  issued  it,  in  order  thai 
the  mistake  made  by  him  in  punching  the  ticket  uiight  be  cor- 
rected. 

SO  INFERENCE  AS  TO  LOOKING  OK  OV  l-'KEElx  ).\l  IKoM 

rONlKIItnORY  NEGI.HiENCE— FAILURE  TO  SIOI' 

IN  ACCORDANCE  \\'H  II  RULE— DCIY  Ol'  .VIO- 

TORMAN  AT  CROSS-SIREEI    CONI  AIN- 

ING  oniER    TRACKS. 


prcme  I'jun  i.f  New  York  holds  that  il  cannot  legally  be  inferred  thai 
lie  did  so.  Xor  can  the  inference  of  freedom  from  coinrilmlory 
negligeiKc  be  drawn  friim  the  presuntption  that  one  will  cx.rcise 
c;i;c  and  prudence  in  regard  to  his  own  life  and  safety.  Further 
more,  where  the  company  had  a  rule  that  cars  crossing  tracks  must 
conic  to  a  full  stop,  and  must  not  proceed  until  after  a  signal  from 
I'.'.c  conductor,  and  there  was  testimony  from  which  the  jury  niiglit 
infer  that  the  car  in  question  did  not  stop  in  obedience  to  that  rule. 
Ill  view-  of  which  it  was  insisted  thai  the  parly  had  a  right  to  rely 
upon  such  obedience,  and  that  this  tended  to  establish  his  freedom 
from  coiurilnuory  iie.ijligcncc,  the  court  holds  that  the  mere  violation 
I  i  the  rule  did  not  avail  anything  upon  the  question  of  proof  of 
absence  of  contributory  negligence.  The  law,  it  says,  only  required 
tlie  nioionnan  to  have  his  car  under  reasonable  control  while  ap- 
iiii.aching  the  cross-street,  in  view  of  the  probabilities  of  persons  or 
■.chicles  alteuipting  to  pass  over  the  tracks  at  that  point,  and  in 
furllieraiicc  nf  the  relalive  ccinal  rights  i>l  car.  \cliicle,  or  traveler. 


IIUILDING  PLATFORM  AROUND  STUMP  IX  S  TKKI". 
DUTY  TO  REMOVE  NUISANCE  NOT  RE- 
SPONSIBLE FOR. 


-NO 


l.ucas  vs.  .Si.  Louis  &  -Suburban  Railway  Co.  (Mo.'),  73  .S.  W. 
Rep.  589.  Mar.  iS.  1903. 
.\  wooden  platform  for  the  lienetil  cif  llie  Iraxeliug  piil)lic  was 
built  by  the  company  partly  upon  its  own  right  of  way  and  partly 
upon  the  sidewalk  of  a  public  street  crossed.  .Subscciuently  il  re- 
Iilaccd  that  platform  with  one  of  granitoid.  'The  former  was  buill 
around  an  electric  light  pole,  and  the  hitter  around  the  stnnip 
thereof  which  the  lighting  company  had  left  standing  a  little  to  llie 
right  of  the  middle  of  the  sidewalk,  which  slump  projected  about 
eleven  inches  above  the  granitoid  platform,  and  a  woman  hastening 
al  du.sk  to  catch  a  car  stumbled  against  the  stump  and  was  thrown 
against  the  side  of  the  car,  and  seriously  injured.  'The  supreme 
court  of  Missouri,  division  No.  i,  .says  that  the  stump  was  011  pub- 
lic property,  and  the  street  railway  company  was  under  no  duly  aiul 
had  no  right  to  remove  it.  The  law  imposes  no  duty  upon  it  to 
remove  a  nuisance  in  a  public  highway  which  it  did  not  put  there, 
and  has  nothing  more  to  do  with  than  any  other  citizen.  'The 
pro.ximatc  cause  of  the  accident  was  llip  slump.  llie  only  iliiug 
the  company  did  with  respect  to  the  stump  was  to  leave  il  in  llie 
highway,  where  some  one  else  had  placed  it;  and,  being,  uiidei  im 
legal  duly  to  remove  il.  it  could  not  be  adjudged  guill.v  of  iiegli,i;eiu'e 
in  failing  to  remove  it,  or  in  building  the  platfonn  annind  il.  Il 
never  caused  this  defect  in  the  sidewalk;  never  adopted  il,  used  il, 
continued,  or  maintained  il.  It  did  not  remove  il,  it  is  Hue.  bill  il 
iiwed  no  duly  to  the  city  or  its  citizens  to  remove  it.  It  was  neither 
ibe  active,  primarj,  nor  remote  cause  of  its  being  there,  and  il  did 
not  keep  il  ihere  for  its  own  use  or  benefit  or  at  all.  It  simply  left 
il  where  it  fmind  it,  and  lei  il  remain  in  no  more  dangerous  condi- 
tion than  it  was  when  il  found  it.  It  followed  thai  the  street  rail- 
way coiniiany  was  not  liable  for  the  woman's  injuries,  and  the  trial 
court  sbciulcl  have  mi  penniplorily  charged  llie  jury. 


INJURY     TO    PF:RS0N    STUMBLING    OVER    FEN1)1;R 
.STATIONARY  UNLlGll'TED  CAR— RlGll'T   TO  ll.Wl 
CAR  STAND  ON  'TRACK  A  REA.SON.MILT:  TLMl'.. 


Ol" 


<»'kcilly  vs.  Hrooklyn  lleighu  Railroad  Co,  fN,  Y.  Sup,),  Rl   K.  V. 
Siipp.  .S72.     Apr,  13,  KjOi. 
Rccan«c  a  person  could  have  hxikrd  while  traveling  the  ilisiance 
nccc<Kirj   to  reach  a  track,  the  seconrl  apprllnic  division  of  llie  sii- 


Adains  vs,  Melrnp.dilan  Slreet  Railway  Co,  (N,  Y,  Sup.l.  Xi  N.  V', 
Supp.  .S.y.  Apr.  1.1,  Iijo.V 
The  plainliff  after  slep|)ing  off  a  car  ;ind  walkinn  :iiniiiiil  llie  rear 
end  of  il  was  injured  by  walking  into  and  stumbling  over  .1  fender 
,illached  to  a  car  on  the  opposite  track,  11  is  conlculion  was  thai 
the  car  was  stationary,  unlighted,  and  wilbciul  any  one  in  charge, 
and  that  the  place  was  so  dark  thai,  allbough  he  saw  the  car.  be 
could  not  see  the  fender.  But  there  w.as  no  evidence  lli.il  lliere  was 
no  one  in  charge  of  llie  car,  except  the  fad  lb,il  tin  re  was  no 
nioionnan  on  its  front  end.  nor  any  allegalion  or  evidence  as  lo  the 
length  of  lime  the  car  was  slationary  before  llie  aecidenl.  'There  was 
no  evidence  as  to  the  cause  of  ils  slopping;  whelher  it  slopped  lo 
lake  on  or  let  off  p;issengcrs.  or  on  account  of  some  accident  or  in- 
jury lo  the  car — simply  that  it  was  slationary.  'This,  the  second 
appellate  division  of  the  supreme  court  of  New  York  holds,  was 
not  siifticienl  lo  predicate  negligence  of  llie  company,  wilhoul  proof 
thai  the  car  had  been  stationary  for  an  unreasonable  lenglli  of  lime. 
Nor  was  il  a  rase  of  res  ipsa  loquiiur  (llie  iii,iller  >pe:ik-i  for  iiself), 


524 


STRr.F:T    KAII.WAV    RKVIKW. 


[Vol.  XIII,  No.  8. 


ttliicli  made  it  iiit:tiiiilK:iu  on  tlic  coin|iniiy  lo  cNplaiii  ilic  stopping. 
-\iKv  frfqncnt  >Hippings  an-  incident  to  the  linsines-,  »(  tin-  ciinip,-in>. 
Indeed,  from  "onr"  conuium  observation,  "we,"  the  court  declares, 
may  also  say  the  same  thing  as  lo  the  absence  of  light  from  a  car 
for  a  inomeiilary  period ;  and  the  plainlitT  prove<l  nothing  Ijcyond 
an  absence  of  light  for  the  short  period  between  his  passing  around 
the  rear  end  of  the  car  from  which  he  alighted  and  his  falling  over 
the  fender,  which  was  altogether  too  short  a  time  to  justify  an  in- 
ference that  the  car  had  been  stationary  for  an  unreasonable  length 
of  time.  It  was  error,  it  holds,  to  refuse  to  charge  that  no  negli- 
gence of  the  comiKiny  could  be  implied  from  the  fact  that  the  car 
.stood  nnlighled.  without  evidence  to  show  that  il  stood  there  for 
an  unreasonable  length  of  time.  It  was  also  error  to  refuse  lo  charge 
that  the  company  had  the  right,  without  being  charged  with  any 
breach  of  <luly  or  an  unlawful  obstruction  of  the  highway,  to  have 
its  cars  stand  on  the  track  for  a  reasonable  length  of  time. 


INJURY  TO  CONDUCTOR  WHILE  REVKRSINC;  TROLLKV 

HV  ST.VRTING  OF  CAR  TIIROrc.ll   NKCil.KiK.VCF.  OF 

.\l()roRM.\\-C.\R  ST.\RrFK   FELLOW   .SERVANT 

OF     CONDUCTOR     AND     MOTORMAN-RAIL 

ROAD   FELLOW    SERXAN  I"   ACl    NOP   Al'- 

PLICABLE      ro     STREET     OR     OTHER 

RAILROAD   COMPANY   OPERATING 

A   STREET  RAILWAY. 


Sams  vs.  St.  Louis  &  Missouri  Railroail  Ci>.  (Mo.),  73  S.  W.  Rep. 
686.     Mar.  20,  1903. 

As  an  electric  car  came  a  little  late  to  a  terminus  where  it  had  lo 
be  switched  over  to  the  other  track,  the  car  starter  spoke  angrily  to 
the  molonccr,  asking  him  where  he  had  Iwen.  Then,  seeing  that 
the  rear  trucks  of  the  car  had  not  cleared  the  switch,  he  motioned  or 
called  to  the  miitoneer  to  move  up.  The  motoneer,  as  if  in  obedi- 
ence to  that  direction,  set  the  apparatus  to  receive  the  electric  cur- 
rent, but  the  car  did  not  move,  owing  to  the  fact  (which  neither  the 
motoneer  nor  the  car  starter  seemed  to  have  noticed)  that  at  that 
moment  the  conductor  was  in  the  act  of  reversing  the  trolley,  and 
therefore  the  connection  of  the  machinery  with  the  wire  overhead 
was  broken.  The  motoneer,  still  seeming  not  to  sec  what  the  con- 
ductor was  doing,  took  off  the  controller,  leaving  the  apparatus  open 
to  receive  the  current,  and  started  to  the  other  end  of  the  car,  where 
he  was  to  stand  on  the  return  trip.  As  a  result,  on  the  instant  the 
trolley  touched  the  wire  the  car  shot  forward  and  crushed  the 
conductor  against  a  car  which  was  standing  on  the  track. 

There  was  nothing  in  the  case,  tlie  supreme  court  of  Missouri 
says,  to  justify  a  conclusion  that  the  car  starter  was  a  vice  principal 
of  the  company.  He  had  certain  duties  to  perform,  and  in  that  his 
word  was  the  word  of  the  master  to  his  fellow  servants;  and  if  they 
refused  to  obey  him  in  that  particular  they  were,  on  being  reported 
to  the  manager,  liable  to  be  suspended.  But  each  of  the  other  serv- 
ants had  his  peculiar  duty  to  perform,  and  in  which  his  word 
was  that  of  the  master.  The  conductor,  by  word  or  signal  to  the 
motoneer,  orders  him  to  start  or  stop  the  car;  and  if  he  should 
refuse  to  obey,  and  the  fact  was  reported  to  the  manager,  doubtless 
he  would  be  disciplined.  And  there  may  be  events  in  the  operation 
of  the  car  when  the  motoneer  may  be  in  duty  bound  to  give  orders 
to  the  conductor,  which  he  is  to  obey.  But  it  would  never  be  con- 
tended that  the  conductor  and  motoneer  were  not  fellow  servants. 
.\nd  so  is  a  car  starter,  who  has  no  more  authority  than  this  man 
had,  the  fellow  servant  of  the  conductor  and  motoneer.  Besides, 
the  court  does  not  perceive  any  negligence  in  the  act  of  the  car 
starter.  The  negligence,  it  says,  was  in  the  act  of  the  motoneer  at- 
tempting to  execute  the  orders  without  looking  to  see  what  the 
conductor  was  doing,  and  in  removing  the  controller  and  starting 
to  the  other  end  of  the  car  without  closing  the  apparatus  against 
the  current  which  he  was  l)ound  to  know  woulil  pass  into  the  ma- 
chinery as  soon  as  the  trolley  should  touch  the  wire. 

The  company,  according  to  evidence  introduced,  was  incorporated 
as  an  ordinary  railroad  company,  and  had  exercised  the  right  of 
eminent  domain  to  condenui  private  property  for  a  part  of  its  right 
of  way  outside  of  the  city.  But  its  road  in  the  city  was  in  the 
city  streets,  and  of  the  same  character  as  ordinary  street  railroads. 
and  the  court  holds  that  the  fellow  servant  act  of  1897  did  not  apply 
to  the  company,  which  claimed  to  be  a  corporation  owning  or  oper- 
ating a  street  railroad,  nor  to  its  servants  engaged  in  the  work  of 
operating  such  street  railroad.     The  act  provides:    "  I'hat  every  rail- 


road corporation  owning  or  o|>erating  a  railroad  m  this  state  shall  be 
liaiile  fur  all  damages  sustained  by  any  agent  i>r  servant  thereof 
winle  engaged  in  the  work  of  operating  such  railroad  by  reason  of 
the  negligence  of  any  other  agent  or  servant  thereof;  provided,  that 
it  may  be  shown  in  defense  that  the  per.son  injured  was  guilty  of 
negligence  contributing  as  a  proximate  cause  to  produce  the  injury." 
We  see,  the  court  says,  that  by  the  very  words  of  the  statute  the 
liability  is  not  imposed  on  railroad  corporations,  because  railroad 
ci>r|>orations,  but  on  concerns  that  own  and  operate  railroads  in 
this  state;  and  the  liability  is  not  for  damages  sustained  by  any  serv- 
ant of  the  company,  but  only  by  a  servant  engaged  in  the  work  of 
operating  such  road.  The  question  is  not  what  was  the  company 
authorized  to  do;  but  what  in  fact  was  it  doing,  and  in  what  work 
was  the  injured  servant  engaged?  If,  therefore,  a  corporation  and 
its  servants,  who,  as  a  matter  of  fact,  are  engaged  only  in  operating 
a  street  railraod,  are  not  covered  by  the  fellow  servant  statute,  then 
ihe  fact  that  the  charter  of  the  corporation  authorizes  it  to  own  and 
iiperate  a  trunk  line  steam  railroad  will  not  bring  them  within  the 
>latule,  nor  estop  the  corporation   from  showing   the   fact. 

.\nd  the  court  holds  that  the  fellow  servant  statute  does  not  apply 
to  concerns  operating  street  railroads  or  to  their  servants  engaged 
in  that  work.  It  says  that  men  engaged  in  the  operation  of  street 
railroaili  are  exposed  to  hazards,  but  not  to  the  peculiar  hazards 
which  distinguish  men  engaged  in  operating  steam  railroads,  and 
which  has  made  them  a  class  for  sjK'cial  legislation. 

Wherefore,  the  court,  though  divided  four  to  three,  affirms  a 
judgment  for  the  company. 


ALLEGATION  OF  FAILURE  TO  GIVE  WARNING  OR  KEEP 
PROPER   LOOKOUT   .Vr    CROSSING   SUFFICIENT- 
DUTY    ro  SOUND  GONG— CARE  REQIIIRED  OF 
MOTORMAN   AT   STREET   CROSSING- 
STATEMENT  OF  MOTORMAN 
AFTER  ACCIDENT. 


Koenig  vs.  Union  Depot  Railway  Co.  (Mo.),  73  S.  W.  Rep.  637. 
Mar.  31,  1903. 

If  it  was  true,  as  alleged  in  the  petition,  that  the  servants  in 
charge  of  the  car  failed  to  sound  the  bell  or  give  other  warnmg 
of  the  approach  of  the  car  at  the  crossing,  and  it  was  their  duty  to 
do  so,  or  they  failed  to  keep  a  proper  lookout  for  persons  cross- 
ing the  street  at  that  point,  and  by  reason  thereof  the  injury 
sued  for  occurred,  the  supreme  court  of  Missouri,  division  No.  2, 
hiilds  that  it  was  entirely  unnecessary  that  the  petition  further 
allege  negligence  of  those  in  charge  of  the  car,  after  becoming 
aware,  or  after  they  ought  to  have  known,  of  the  danger. 

.•\s  the  law  imposed  no  duty  upon  the  motorman  to  sound  the 
gong  or  bell  at  the  approach  of  a  street  crossing,  and  there  was  no 
law  making  a  failure  to  do  so  negligence  per  se  (by  itself),  the 
court  holds  that  such  failure  would  become  negligence  only  when 
the  circumstances  rendered  the  ringing  of  the  bell  necessary,  and, 
if  the  circuiustances  were  in  dispute,  whether  the  occasion  was  such 
as  called  for  the  sounding  of  the  bell  was  a  question  of  fact  for 
the  jury.  That  there  are  many  crossings  in  the  city  of  St.  Louis 
which  are  much  used  by  pedestrians  and  vehicles,  at  the  crossings 
of  which  by  street  cars  without  the  bell  being  rung  or  the  gong 
sounded  by  the  motorman  in  charge  on  approaching  them  would 
be  negligence  per  se,  must  be  admitted,  but  it  is  not  at  every 
crossing  that  a  failure  to  do  so  would  amount  to  such  negligence, 
much  depending  upon  the  use  of  the  street  at  the  time. 

.\n  instruction  the  court  holds  bad  for  the  reason  that  it  incor- 
rectly defined  the  degree  of  care  required  of  the  company  as  "being 
such  care  as  to  demand  a  very  high  degree  of  vigilance,"  when  the 
law  only  exacted  of  the  company  the  exercise  of  ordinary  care;  that 
is,  in  this  case,  such  as  a  person  of  ordinary  prudence  and  caution 
according  to  the  usual  and  general  experience  of  mankind  would 
exercise  in  the  same  situation  and  circumstances  as  those  of  the 
motorman  in  charge  of  the  car. 

What  the  motorman  said  when,  immediately  after  the  car  stopped, 
he  went  back  to  the  place  where  Ihe  child  run  over  was,  the  court 
holds  was  a  narration  of  a  past  event,  with  respect  to  which  he  was 
not  authorized  to  speak  for  his  employer  or  niaster.  His  business 
was  to  control  and  manage  the  cars  of  which  he  had  care,  and  for 
whose  actions,  within  the  scope  of  his  employmeiU,  his  employer 
was  answerable,  but  for  nothing  he  said  which  did  not  accompany  or 
form  part  of  the  accident. 


Power  Plant  of  the  Stark  Electric  Railroad  Co.,  Alliance,  O. 


The  Stark  Electric  Railroad  Co.  has  recently  put  In  operation  its 
line  from  Canton  to  Sebring,  Ohio  (Stark  and  Colunihiana  Counties 
respectively),  and  is  pushing  to  completion  an  extension  to  Salem. 
Columbiana  County,  making  the  total  length  of  the  line  alxiut  45 
miles. 

The  p*>\ver  plant  for  the  system,  which  was  designed  and  built 
by  the  .■\rbuckIe-Ryan  Co.,  of  Toledo.  Ohio,  is  located  about  two 
miles  east  of  Alliance  (which  is  about  the  center  of  the  line)  near 
the  Mahoning  River.  I'he  intention  in  designing  the  plant  was  to 
take  water  from  this  river  for  boiler  feed  and  condensing  purposes, 
but  as  Alliance  (a  city  of  alKiut  10,000  inhabitants)  had  no  pleasure 
park,  it  was  decided  to  establish  one  on  the  railroad,  at  the  power 
house  site.  To  make  it  more  attractive,  the  company  excavated 
a  rather  large  tract  and  have  made  an  artificial  lake  of  several  acres, 
and  from  six  to  eight  feet  deep  at  places.  This  lake  is  fed  by  a 
small  stream.  It  is  on  much  higher  ground  than  the  river,  consid- 
erably above  the  high  water  mark  of  the  river,  and  at  the  same  level 
as  the  power  house.  It  is  one  thou.sand  feet  distant  from  the  power 
house. 

.\s  the  stage  of  water  in  the  Mahoning  River  is  uncertain,  it  was 
decided  to  use  this  artificial  lake  for  Ixiiler  supply  and  condensing 
purposes,  returning  the  surplus  to  the  lake,  after  p.issing  llinnigh  the 
condenser.  This  arrangement  insures  a  supply  of  water  for  condens- 
ing purposes  even  in  the  dryest  of  weather. 

I"he  building  was  designed  to  be  attractive  in  appearance  as  well 
as  useful.  The  inside  dimensions  of  the  engine  room  are  72  ft.  2  in. 
by  50  ft.,  and  of  the  lx)iler  nxini  are  72  ft,  2  in.  by  46  ft.  I  in.  The 
condenser  pit.  below  the  engine  room,  is  large  and  moniy,  being  14 
ft.  deep. 

There  is  a  difference  of  7  ft.  between  engine  and  boiler  room  floor 
levels.  The  outer  walls  are  13  in.  thick,  with  heavy  pilasters,  while 
the  center  wall  is  17  in.  thick,  reaching  to  cone  of  roof.  I'lie  outer 
walls  are  of  selected  hard  burned  red  brick,  with  stone  trimmings. 
and  laid  with  black  mortar. 

The  trusses  are  of  steel,  light,  but  so  designed  as  to  liave  a  large 
margin  of  strength,  and  arc  supported  from  the  outer  walls  only — 


'1  he   foundations   for   both   building  and   machinery   are  of   bard 
burned  brick  laid  in  .American  portland  cement. 

riic  plant   was  designed  for  possible  extension  in  either  direction. 


EXTERIOR   OF   POWER   HOI'SE. 

without  the  changing  of  any  of  the  machinery  ni>w  installed,  as  well 
as  for  the  most  economical  operation. 

It  was  not  considered  advisable  (due  to  the  snuiU  aninunt  of  power 
required,  until  the  other  end  of  the  line  is  complete)  to  install  a  coal 


.MAIN'    fSENKRATIN'O    UNIT— STARK  Er,RCTH!C   R. 


R. 


the  center  wall  acting  as  a  fire  wall.  The  roof  is  slate.  All  floors 
are  of  concrete,  that  in  the  engine  rr-om  iM-ing  built  on  arches,  sup- 
ported by  steel  ttrnctural  work.  The  building  is  practically  fireproof. 
The  engine  room  is  served  by  a  traveling  crane  of  20,ono  lb.  nvixi- 
mum  lift. 


handling  device  and  stokers,  bill   ilu-  plant  is  designed  so  that   tliev 
can  easily  be  installed  later. 

There  are  two  soo-kw.  Westinghouse  alternating  current   kukt 
alors,   delivering   .ifio-volt,   three-phase   current,   25   cycles,   .md   two 
.?o-kw.   iio-volt,  direct  current  machines  for  exciting  the  fiilds  of 


52f> 


STRKKT    RAILWAY    REVIEW. 


(Vol    Xm,  No.  8. 


Ki'urnliir>.  ICncli  nuiin  Kriicr.-ilnr  i>  dirocl  cuiincctcd  to  a  2J  aiul  40  x 
30-111.  taiKlctii  i-umiMiiiiiil.  fcMir-valve,  Kiissdl  i-iiKiiu-,  with  i-orlis>  cx- 
liaiisl.  TIh-  inKiiU'>  run  at  a  spoctl  of  125  r.  p.  m.,  inakiiiK  a  piiloii 
speed  of  aUiiit  625  fl.  iHT  iniiiiitc,  which  is  cniisidcrrd  a  slow  rali- 
for  viigiiio  of  this  size. 


The  r.xciirr  Keiieralors  arc  iliricl  coiiiicclcd  in  7x10111.  Kiisscll 
sitiKlc  valve  ciiKiiU's,  designed  for  1 50  Iti  working  pressure.  These 
eiiKiiics  arc  cijiiipped  willi  sidiliasc  and  central  oiling  ilcvicc.  and 
ii|K'ratc  at  .US  r.  p.  ni. 

There  is    space   left   in  the  eiiKine   ronni    for  the   installation  of  a 


CROSS-SECTION.\T^  ELEVATION  OF  POWER   rr..\NT— STARK  ELECTRIC    P.      R 


'The  engines  are  as  regularly  .fnrnislicd  by  the  Russell  Kiigine 
Co.;  they  arc  without  superheater  or  steam  jackets,  and  are  sup- 
plied with  cast  iron  sole  plates,  covering  the  entire  top  of  the  engine 
bed  and  outer  bearing  foundation,  which  gives  an  opportunity  for 
finishing  the  foundation  above  floor  line  in  a    satisfactory  manner. 


W^ 

1 

i 

* 

■  4  :^: 

® 

SW!TCIII:ii  Ai;|.s 

The  llywhcels  are  14  ft.  diauiclir.  wcish  .^0.000  lli..  ami  have  .1 
rim  speed  of  5.500  fl.  per  minute. 

The  engines  are  designed  for  150  lb.  wnrkins  pressure:  and  all 
parts  subject  to  severe  strain  (such  as  crank  disk,  crossheads.  pis- 
tons, etc.)   are  of  cast  steel. 


I J  and  26.\20-in.  cross-compound  fou."  valve  engine,  to  be  direct 
connected  to  a  200-kw.  60-cycle  W'estinghouse  alternator,  for  light- 
ing purposes,  and  this  unit  may  be  in.'talled  later  for  lighting  the 
near-by  towns. 

The  sub-station  equipment  at  ihc  power  house,  which  is  located  in 
the  engine  room,  consists  of  two  250-kw.  Westing- 
house  rotary  converters,  with  a  complelc  and  mod- 
ern switchboard.  The  high  tension  hoard  is  elevated. 
There  arc  now  installed  three  (with  room  for  the 
fc'iutb)  of  the  well-known  Stirling  water  tube 
boilers,  of  the  "F"  type,  which  are  set  li  in.  higher 
than  usual,  in  order  to  permit  the  in.stallation  of  a 
chain  grate  later.  The  horizontal  seams  of  the 
drums  are  double-butt  strapped,  triple  riveted.  an<l 
constructed  for  a  continu<nis  working  pressure 
of  if)0  lb.  per.  S(|.  in.  The  heating  surface  in  each 
boiler  is  3.500  sq.  ft.  and  the  three  boilers  are  rated 
at  1.050  h.  p.  The  boilers,  as  installed,  under  a  25 
per  cent  overload  test,  showed  less  than  1  per  cent 
moisture  in  the  steam  at  boilers. 

Natural  draft  is  used,  the  chimney  being  of  steel. 
78  in.  diameter  inside,  and  150  ft.  high  from  floor 
line.  The  stack  has  an  ornamental  top  of  galvanized 
iron,  and  ladder,  and  is  guyed  with  eight  9-16-in. 
galvanized  stranded  cables.  The  stack  is  riveted 
ic>.  and  rests  on.  a  heavy  cast  iron  base,  an- 
chored to  a  substaiuial  foundation.  'The  bolloin  section  is 
of  '/4-in.  material.  ,ind  the  upper  part  .l-i6  in.  thick.  While 
the  slack  was  not  designed  to  be  self-supporting,  never- 
theless ii  would  act  as  such  in  all  ordinary  weather,  and  the  guys 
are  provided   for  safety  in   severe   weather.      The   stack  shows   i.oi 


Aic.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


527 


in.  draft,  with  one  boiler  working  to  rating,  with  a  tiMnpcrature  of 
523  degrees  in  uptake. 

There  is  installed  a  1.250-I1.  p.  standard  Coehranc  open  feed  waler 
heater.  which  is  supplied  with  water  at  100  degrees  from  the  hot  well 
by  a  low  pressure  pump  (4'ix6.\6  in.)  of  Laidlaw-Dunn-Gordon 
make.     This  pump  is  located  in  condenser  pit.  and  its  supply  conies 


Maniber.  When  the  condenser  has  regained  the  vacuum  it  will 
ihrow  ihc  valve  in  the  opposite  direction,  and  the  engine  will  again 
operate  condensing.  To  demonstrate  the  workings  of  this  valve  dur- 
ing the  test,  the  vacuum  was  broken'  on  one  of  the  engines  (while 
under  ordinary  load)  and  the  engine  was  operated  from  condensing 
to  atmosphere,  and  back  to  condensing,  in  less  than  one  minute. 


=-- 1  t    -    .'.'  ■jH-.^— ij-'^^;.  ^  .^.-Hi,'"  //<?<y')>"-^#^ 


IJ-1.-  -»HJ  '    V.~  ■■■    -^^ 


..v./-/-..^ 


PLAN    OP   POWER   STATION— STARK  ELECTRIC   R.   R.,    Ar.LIANCE.   O. 


by  gravity  from  hot  well  just  outside  of  the  building.  The  heater 
is  placed  immediately  back  of  the  stack,  and  takes  up  space  of  but 
litllc  consequence. 

The  steam  supply  of  the  healer  is  ihc  CNbaust  of  liniKr  feed 
pumps,  low  pressure  pump,  condensers  and  exciter  engines.  Under 
ordinary  conditions  there  would  be  more  exhaust  .steam  than  re 
•luired,  so  the  condensers  and  exciter  engines  arc  arranged  to  run 
condensing  at  will.  However,  it  will  re<|nire  the  exhaust  steam  of  all 
the  auxiliaries  to  maintain  a  feed  temperature  of  200  degrees  or 
more,  when  the  entire  plant  is  working  to  its  rating. 

A  recent  test  of  15,000  lb.  of  water  passing  through  heater,  with 
exhaust  steam  from  one  Ixjiler  feed  pump,  one  condenser  and  one 
exciter  engine,  raised  the  feed  water  from  100  degrees  (hot  well) 
to  210  degrees. 

The  sleam  from  each  large  engine  is  condensed  by  a  14  x  18  x  24- 
in.  single  double  acting  Laidlaw-Uunn-(Jorrlon  air  pump  and  jet  con- 
denser, placed  in  the  condenser  pit.  ihc  suction  is  taken  from  a 
a  cold  well  just  outside  of  building,  which  is  supplied  by  gravity  fri  ni 
the  artificial  lake;  the  lift  to  the  pump  is  6  ft.  The  discharge  is 
elevated  alKMil  2  ft.  and  i»  delivered  lo  a  hoi  well  just  out  of  Ihe 
building.  The  overflow  from  this  well  is  returned  to  Ihe  lake  by 
gravity.  Tlic  sprayiiiK  allachmenl  of  the  conilenser  is  iiernianeni, 
and  the  vacuum  is  controlled  by  a  ibroillr  valve  in  the  sitclion  Inii- 
"lieralcd  from  the  engine  room  floor  The  vacuum  obtainid  is 
wilhin  2  in.  of  barometer   reading. 

thi  top  of  the  condenser  chamber  is  placed  an  aiilonialic  llirei- 
way  valve  which  will  throw  the  engine  exhaust  into  the  almosphere 
in  ra*e  of  loss  of  vacuum,  closing  ibe  opening  into  Ihe  condenser 


The  boiler  feed  pumps  are  10x6x10  in.,  outside  center  packed, 
of  Laidlow-Duini-Gordon  make,  with  .^ole  plates,  and  are  cross 
connected  in  such  a  manner  thai  either  or  both  can  tieli\er  lo  one. 


K.XlTI'IOIt    l'NI'r,S. 

or  all  boilers,  and  the  siiclirjii  is  cross-connecled  so  ihal  one  can 
ilraw  from  the  healer  svbile  the  other  works  from  hoi  well  or  cold 
well,  or  vice  versa. 


528 


STRKF.T    RAILWAY    REVIEW. 


I  Vol.  XIII.  No.  8. 


I  he  piping  w.iii  i-spi-cinlly  llt'^igllr(l  to  ptuvide  fur  cxp.inMoii,  drain- 
age and  ncceKsil>iliiy.  Tlic  ni.iin  header  is  near  tlic  Hoor  line  of 
lioilcr  rcioni.  and  Ix-low  the  lloor  line  if  engine  room.  It  is  14  in.  in 
diameter  and  is  in  two  sections.  The  connections  between  the  boilers 
and  header  are  of  extra  heavy  lo-in.  pipe,  with  lung  radius  bends. 
The  connections  from  the  header  to  the  engines  are  8  in.  in  diameter 
and  are  below  the  floor  line  of  engine  room ;  the  leads  to  engines 
above  floor  line  have  long  radius  goose  neck  licnds.  The  valves  are 
of  the  outside  screw  and  yoke  type,  and  were  built  for  250  lb 
pressure;  the  stcampipc  and  fittings  arc  all  extra  heavy.  The  header 
is  drained  by  two  2-in.  steam  traps,  discharging  to  a  Worlhington 
egg  shape  receiver  with  a  3x2x3-in.  automatic  pump  attached, 
which  in  turn  discharges  direct  to  the  lioiler  feed  line  or  heater.  AM 
other  pipes  are  standard  weight. 

The  station  has  a  gravity  oiling  system  with  30gallon  tanks,  ele- 


."^everal  atten\pts  were  made  to  throw  the  circuit  breaker  in  on  a 
water  rheostat  load  exceeding  1,000  k»  .  but  breaker  would  not 
hold. 

I'lie  steam  consumption  |kt  indicated  horse  jMiwer  hour  on  a  four 
hour  run  of  480  kw.,  was  13.4  lb.  per  horse  jiowcr  hour,  or  less  than 
JO  lb.  per  kw.  h.  This  was  with  150  lb.  boiler  pressure,  and  24-in. 
vacimm. 

The  Stark  Electric  Railroad  Co.  is  a  consolidation  of  the  Alliance 
Electric  Railway  Co.  and  the  Stark  Electric  Railway  Co.  The  road, 
when  completed,  will  connect  Canton,  Sebring  and  Salem,  O.  The 
portion  at  present  operated  comprises  24  miles  which  was  opened  for 
Iraflic  May  1,  IQOJ.  IHie  oflicers  of  the  company  arc:  President. 
C.  R.  Morley ;  vice-president.  D.  Morrison;  secretar)-,  E.  S.  Cook; 
treasurer.  E.  Wicljcnson;  superintendent,  W.  J.  Berry;  chief  en- 
gineer, L.  \V.  filass.     The  consulting  engineer  for  the  company   is 


I.ONGlTfUINAL    SECTION.M-    ELEVATION    OF    PIPING. 


vatcd  20  ft.,  in  boiler  room,  and  piped  direct  to  a  central  oiling 
device  of  each  engine;  the  refuse  oil  passes  down  into  a  lilter  in  con- 
denser pit,  from  which  it  is  pumped,  by  a  steam  pump,  back  into  the 
supply  tank.  By  this  system  it  is  found  that  the  fresh  oil  required 
does  not  exceed  25  per  cent  of  that  required  without  such  an 
arrangement.  The  cylinder  oil  is  kept  in  a  roll  top  oil  cabinet, 
specially  designed  for  this  purpose.  One-half  of  the  cabinet  is 
zinc  lined,  and  acts  as  a  waste  chest. 

The  gage  board  is  of  cbonized  slate.  5  ft.  square,  and  has  uK'UiUtil 
on  it,  one  steam,  two  vacuum  and  two  receiver  gages,  and  one 
marine  clock,  all  with  lo-in.  faces,  and  having  nickel  finish  and 
liack  connections. 

All  piping  in  the  engine  room  is  below  the  floor  line,  except  the 
goose  neck  to  each  engine.  This  method  of  piping  does  away  with 
ail  vibration  and  requires  very  little,  if  any,  br.icing,  as  the  main 
header  rests  on  solid  foundations. 

This  plant  was  tested  in  the  latter  part  of  March.  1903.  for  the 
purchasers,  by  Chicago  engineers,  and  the  following  results  ob- 
tained.    The  maximum  load  carried  on  the  engine  was   1.097  h.  p. 


G.  W.  Knox,  of  Chicago,  and  the  attorneys  are  Webber  &    lunier. 
of  Canton,  O. 

The  Arbuckle-Ryan  Co.  has  under  design  and  construction  at  the 
present  time  power  plants  as  follows:  .V  i.200-h.  p.  for  the  Indian 
lerrilory  Traction  Co.;  1,200  h.  p.  for  the  Cleveland,  Painesville  & 
.\shtabula  Railroad  Co.;  1.500  h.  p.  for  the  Toledo  &  Indiana  Rail- 
road Co. ;  2,000  h.  p.  for  the  Toledo  &  Chicago  Railroad  Co. ;  750 
h.  p.  for  the  Wichita  Railroad  &  Light  Co.;  500  h.  p.  al  Danville; 
1,000  h.  p.  at  Champaign.  III.,  the  two  latter  Iwing  for  the  interurban 
railroad  between  these  two  points. 


The  Pelerlmrough  Hydraulic  Power  Co's.  new  plant  on  the 
Otanabce  River  at  Peterborough,  Out.,  will  Ix;  equipped  with 
the  following  apparatus  purchased  from  the  Westinghouse  Electric 
&  Manufacturing  Co.:  .\  1.500-kw.,  2,240-voit  generator,  to  be  di- 
rectly connected  to  water  wheels,  and  two  125-volt  d.  c.  exciters  of 
75  kw.  capacity  each,  together  with  switchboard.  This  powTr  house 
will  furnish  power  for  the  .Xmerican  Cereal  Co's.  plant,  the  Pcler- 
horough  Light  &  Power  Co..  and  other  plants. 


AiG.  JO.  1903.] 


STREET    RAILWAY    REVIEW. 


529 


WOVEN   RATTAN  AS  A  SEAT  COVERING 
MATERIAL. 


BY   HEYWOOD   BROTHERS   \-    WAKEFIELD   CO. 


In  the  rapid  development  of  railway  enterprises,  car  building 
snd  general  equipment  which  has  taken  place  during  the  past  few 
years,  the  study  of  the  most  advantageous  methods  of  seating  in  the 
various  styles  of  cars  has  not  been  neglected  and  the  improved 
types  of  seats  now  on  the  market  serve  to  confirm  this  statement 
and  to  indicate  that  this  branch  of  car  equipment  has  kept  pace 
with  the  general  advance.  When  considering  the  style  of  seat  to 
include  in  their  specifications,  master  car  builders  find  that  one  of 
the  important  points  to  be  taken  into  account  is  the  covering  ma- 
terial, as  on  this  will  depend  the  appearance  of  the  car  and  to  a 
large  extent  the  lasting  qualities  of  the  seat. 

Plush  and  carpet  make  rich  and  comfortable  looking  cars  so 
long  as  they  are  kept  well  cleaned.  Both  of  these  materials  will 
show  wear  in  a  few  years  of  service,  however,  and  require  constant 
attention  in  order  to  keep  them  even  reasonably  free  from  dirt 
and  dust.  If  this  care  is  not  e.xercised,  as  it  is  not  likely  to  be, 
the  seats  soon  look  dingy  and  worn,  destroying  the  fine  appearance 
of  the  car.  In  addition  to  these  objections,  the  materials  mentioned 
are  so  expensive  as  to  make  the  first  cost  of  a  seat  very  much  more 
than  that  of  one  covered  with  rattan. 

Genuine  leather  increases  the  objection  as  to  advanced  cost,  and 
leather  either  genuine  or  artificial  will  become  sticky  in  damp 
weather  and  hold  the  dust,  while  it  will  stretch  and  show  wrinkles 
after  the  springs  become   set. 

Woven  rattan  has  the  advantage  of  overcoming  these  objections 
to  the  greatest  extent  and  its  phenomenal  growth  in  popularity  as  a 
seat  covering  material  testifies  to  its  efficiency  and  to  the  sati:.- 
factory  results  obtained  by  its  use.  Although  it  could  hardly  be 
claimed  that  rattan  covered  seats  give  a  car  the  same  rich  appear- 
ance as  is  obtained  by  using  plush  or  carpet  seats  which  are  in 
good  condition,  it  is  none  the  less  true  that  they  do  produce  a  clean 
and  neat  effect  which  is  not  secured  by  any  other  covering.  Rattan 
will  not  readily  catch  and  hold  dust  and  dirt.  It  is  a  thoroughly 
sanitary  covering  and  if  after  continued  use  it  does  become  soiled, 
it  is  easily  washed  clean  by  usmg  soap  and  water  or  possibly  n 
little  ammonia  or  oxalic  acid.  It  does  not  show  the  wear  and  will 
last  the  life  of  the  car  if  used  on  a  proper  spring  construction.  Tlu- 
first  cost  is  lower  than  that  of  any  other  covering  and  the  cost  of 
maintenance  is  materially  less,  while  the  durability  far  exceeds  that 
of  any  other  material. 


MOHAIR  PLUSH  AS  A  SEAT  COVERING. 


BY  THE  MASSACHUSETTS  MOHAIR  PI-USH  CO..  BOSTON,  MASS. 


Mohair  plush  being  made  from  hair  of  the  Angora  goat  is  very 
easily  cleaned,  the  fibre  l«ing  bright  and  very  lustrous;  it  sheds  din 
and  soil  of  all  kinds  very  much  more  than  any  other  material  used 
in  car  scat  work.  The  back  of  the  mohair  plush  is  very  closely 
woven,  which  prevents  dirt  and  dust  of  travel  from  working  down 
through  the  upholstery  of  the  seat.  This  same  dirt  or  dust  be- 
ing on  the  face  of  the  plush  is  easily  removed  by  brushing;  many 
railroads  use  a  pneumatic  air  brush  which  proves  very  satisfac- 
tory, completely  removing  dirt,  dust  and  germs  of  all  kinds.  Some 
f/lher  fabrics  in  use  on  car  seats,  being  more  open  in  their  weave, 
allow  the  dirt,  dust  and  germs  to  work  down  through  them  into  the 
stuffing  of  the  car  scat,  and  this  objectionable  matter  cannot  be 
dislodged  except  by  re-upholstering  the  seat.  This,  to  us,  seems  a 
great  disadvantage,  in  comparison  with  plush,  on  account  of  ilu- 
expense  of  re-upholstering  the  scats. 

On  the  ground  of  durability  it  is  generally  conceded  by  those  in 
position  to  make  comparison  that  mohair  plush  is  the  most  durable 
fabric  for  car  seals  on  the  market  at  present.  For  example,  a  rep- 
resentative of  a  large  railway  system  told  the  writer  that  he  had 
recently  had  removed  from  some  car  seats  plush  that  had  been  pul 
on  twenty  years  ago.  .\gain,  a  purchasing  agent  of  a  large  rail 
road  system  stated  that  they  had  never  had  a  plush  wear  out,  that 
they  always  sold  it,  when  taken  from  their  seals,  to  be  used  for  some 
other  purpose. 

It  docs  not  have  the  disadvantage  of  some  other  fabrics  on  the 
market  used  'm  car  seats  of  causing  any  damage  to  persons'  cloth- 


ing, if  for  any  reason  it  should  get  turn  and  damaged  in  any  way, 
or  by  its  slipperiness  causing  accidents  to  people  by  slipping  from 
scats  when  cars  are  going  over  rough  places  and  sharp  curves.  In 
fact,  plush  would  tend  to  hold  them  securely  against  such  acci- 
dents. This  might  seem  a  remote  advantage,  but  in  actual  practice 
it  is  a  very  important  advantage. 

Mohair  plush  is  capable  of  being  dyed  to  any  shade  to  harmonize 
with  the  color  scheme  of  any  designer  or  decorator,  and  instead  of 
disfiguring  a  finely  decorated  car,  adds  to  its  attractiveness.  Il 
also  can  be  woven  into  many  patterns;  these  patterns  also  can  be 
made  to  harmonize  with  the  general  design  of  the  car. 

Mohair  plush  is  used  in  the  seats  of  all  the  well  advertised  lines 
running  on  the  principal  railroad  systems,  including  the  Pullman 
trains  on  which  no  money  is  spared  to  insure  comfort  and  all  possible 
luxury,  the  car  builders  appreciating  its  attractiveness  and  durabil- 
ity, and  by  recommending  its  use  pr.ictically  bear  out  all  the  state- 
ments made  above. 

SPECIFICATIONS  FOR  PLUSH  COVERINGS  ON 
PENNSYLVANIA   R.   R. 


Through  the  courtesy  of  Mr.  Chas.  B.  Dudley,  chemist  for  the 
Pennsylvania  R.  R.,  we  are  enabled  to  give  the  specifications  under 
which  all  plush  for  car  seats  and  backs  are  purcha.scd  by  the  Penn- 
sylvania R.  R.  It  is  believed  these  will  be  interesting  and  instruc- 
tive to  electric  railway  officials  wlio  are  giving  attention  to  tlic 
subject  of  car  scat  coverings. 

Ihc  specifications  follow  : 

I.  Plush  will  be  bought  in  amounts  as  llic  demands  of  the  serv- 
ice indicate.  Two  kinds  of  plush  will  be  purchased,  known  as 
"Standard  Crimson"  and  "Standard  Seal  Brown."  Quotations 
must  be  made  and  bills  rendered  by  the  linear  yard.  Tlie  width 
of  the  plush  must  be  as  ordered,  and  in  determining  the  width  of 
ntaterial  received  it  will  be  measured  across  the  mohair,  excluding 
the  selvedge.  All  plush  must  be  made  of  good  quality  mohair, 
free  from  kemp  and  free  from  wool,  with  linen  warp  and  cotton 
filling,  and  all  plush  must  be  evenly  finished  on  top  and  a  slight 
slant  given  to  the  pile.  AH  plush  must  have  mohair  loops  held  in 
place  bv  the  "W"  weave. 

II.  The  standard  crimson  phisli  must  corrcsnond  in  .shade  to 
sample  which  will  be  furnished.  It  must  be  dyed  with  the  best 
I)c-rmanent  dyes,  and  the  upper  surface  must  be  free  from  any 
streaky  or  spotted  appearance.  The  dyes  must  be  of  such  a  nature 
and  the  treatment  of  the  material  such  that  the  plush  will  not  crock. 
Samples  from  the  shipment  will  be  exposed  to  the  sun  or  other 
.source  of  light  from  lime  to  lime,  and  the  information  obtained  from 
these  exposures  will  be  used  subsequently  in  placing  orders.  This 
grade  of  plush  must  weigh  not  less  than  I5'4  ounces  per  square 
yard,  excluding  the  selvedge,  and  excluding  any  starch  or  other 
material  used  for  stifTening  backs,  or  any  makc-wcight  or  filling 
material.  The  linen  warp  must  weigh  not  less  than  3  ounces,  the 
cotton  filling  not  less  than  4'4  ounces,  and  the  mohair  not  less  than 
12  ounces  per  square  yard,  excluding  the  selvedge.  The  number  of 
linen  threads  must  not  be  less  than  37,  the  number  of  cotton 
threads  not  less  than  62  |>er  inch,  and  the  number  of  free  ends  of 
mohair  threads  not  less  than  1147  per  square  inch.  The  fineness  of 
llie  mohair  must  be  such  that  the  average  of  ten  loops  selected  at 
random  across  the  piece  nuist  show  not  less  than  48  hairs  each.  The 
thickness  of  the  plush,  including  the  back  and  pile,  must  be  not 
less  than  0.135  of  an  inch,  nor  more  than  0.140  of  an  inch.  The  ten- 
sile strength  of  a  strip  one  inch  broad  of  the  linen,  must  be  not  less 
Iban  So  pounds,  and  the  cotton,  not  less  than  c;o  poimds.  The 
]ilusb  must  be  mi  well  washed  that  a  piece  three  inches  .square  docs 
not  contain  more  free  acid  than  is  neutralized  by  0,3  of  a  cubic 
centimeter  of  half  normal  standard  alkali.  The  amount  of  asli 
nuist  not  exceed  0.10  of  an  ounce  per  square  yard. 

III.  The  standard  seal  brown  plush  must  correspond  in  sli.idi- 
10  sample  which  will  be  furnished.  It  must  be  dyed  with  best  per- 
manent dyes,  and  the  upper  surface  must  be  free  from  any  streaky 
or  spotted  appearance.  The  dyes  must  he  of  such  a  nature  and 
ihe  treatment  of  the  material  such  that  the  plush  will  not  crock. 
Samples  from  shipmenis  will  be  exposed  lo  Ihe  sun  or  other  source 
of  light  from  lime  lo  lime,  and  the  information  obtained  from  these 
exposures  will  be  used  subsequently  in  placing  orders.  This  grade 
III  plush  nnist  weigh  not  less  than  20}()  ounces  per  .square  yard,  ex- 
cliidiiiR  Ihe   selvedge,   and   excluding  any   starch   or  other  material 


5.^0 


STREET    RAILWAY    REVIEW. 


IVoL.  xm,  No  K 


UMil   lor  stifTi'iiiiig   hacks,  or  any    iiiaki:  weight   or   filling  material. 

riic  linen  warp  nu^^^  wi-igli  not  less  than  .!  cmnces.  tin-  loltmi 
tilling  not  less  llian  4'4  ounces  and  the  mohair  not  less  than  jVj 
onnccs  per  Mjnare  yard,  excluding  the  svlveilge.  The  ninnlier  of 
linen  threads  nui>t  not  Ik-  less  than  37,  and  the  niimlicr  of  cotton 
threails  not  les>  than  (u  per  inch,  and  the  nuinher  of  free  ends  of 
mohair    threails    nuist    not    Ih-    less    than     1147    per    square    inch 

The  fineness  of  the  nKiliair  must  he  such  that  the  average  of  ten 
loops  selected  at  random  across  the  piece  innsi  show  not  less  than 
48  hairs  each.  The  thickness  of  the  pln-h.  inchiding  the  hack  and 
pile,  must  not  Iw  less  than  o.tbj  of  an  inch,  nor  nmre  than  0.170 
of  an  inch.  The  tensile  strength  of  a  strip  <ine  inch  l>roa<l  of  the 
linen,  must  not  he  less  than  >to  pounds,  and  of  the  cotton,  not  le^^ 
than  <XJ  pounds.  The  pinsh  nuist  lie  so  well  washed  that  a  piece  3 
inches  square  does  not  contain  more  free  acid  than  is  neulrali/ed 
h)  0.5  of  a  cuhic  centimeter  of  half  normal  standard  alkali.  I'he 
amount  of  ash  must  not  exceed  0.10  of  an  ounce  per  square  yard. 

IV.  .\  shipment  of  plush  heing  received  at  any  .shops,  a  sample, 
full  width  of  the  piece,  aliout  6  inches  hroad,  nuisi  he  sent  hy 
Railroad  Service  to  C.  It.  Pudley.  Chemist.  .Mtoona,  I'cnna.  One 
such  sample  nnist  he  sent  for  every  five  pieces  or  less  o(  plush  of 
the  shipment,  and  each  sample  nmst  he  accompanied  hy  a  "sample 
for  test"  tag  properly  filled  out.  If  there  arc  more  than  five  pieces 
in  the  shipment,  two  tags  must  be  sent,  if  more  than  ten,  three. 
and  so  on,  and  each  tag  must  hear  a  designating  mark,  and  the 
same  mark  must  be  put  on  each  of  the  pieces  of  plush  which  the 
tagged  sample  represents.  The  various  samples  will  represent  the 
shipment,  and  each  five  pieces  or  less,  will  he  accepted  or  rejected 
according  as  its  sample  meets  the  reiiuiremenis  or  not.  The  shops 
must  verify  the  nnudier  of  yards  in  the  shipment  before  passing  the 
hill,  and  none  of  the  shipmeiUs  nmst  be  used  until  a  satisfactory  test 
report  is  received,  except  by  special  permission  from  the  superinten- 
dent of  motive  power. 


In  answer  to  an  inquiry  Mr.  .\.  W.  Giblis.  general  superintendent 
of  motive  power  for  the  Pennsylvania  R.  K.  gives  the  foUowin.;; 
information  regarding  the  method  of  cleaning  plush  seals  and 
Ixicks : 

"It  is  our  practice  at  the  .\ltnoiia  shop,  when  llic  plush  is  good 
and  not  faded,  to  heat  and  blow  the  dust  out  of  it  with  compressed 
air.  When  the  plush  is  dirty  and  not  faded  the  same  practice  is 
followed,  after  which  il  is  scridibed  with  the  rrench  renovatin;..' 
material.  If  the  plush  is  faded,  it  is  cleaned  with  the  same  material 
and  then  dyed,  using  the  crimson  renovator  on  standard  plush. 
and  the  plain  renovator  and  seal  brown  on  the  seal  brown  plush. 

".^t  our  West  Thiladelphia  shops,  the  practice  is  to  first  dust  the 
seats  and  backs  with  compressed  air.  and  after  the  necessary  repairs 
are  made,  they  are  scrubbed  with  a  solution  of  water,  benzine  and 
annnonia.  mixed  in  the  proportion  of  one-half  pint  benzine,  one-half 
pint  ammonia,  and  twenty  gallons  of  water.  This,  of  course,  may 
be  reduced  as  to  the  amounts  of  l>enzine  and  ammonia  to  suit  the 
conditions  of  the  seats.  If  it  is  necessary  to  dye  them,  we  use 
material  known  as  "Klenzine"  dyer  "A."  mixed  to  suit  the  con- 
ditions of  the  seats.  The  latter  operations  we  have  found  entirely 
satisfactory." 

FROM  INDIANAPOLIS  TO  NEWARK,  O. 

On  July  iSth  the  last  rail  was  laid  on  the  electric  interurban  con- 
nection between  Richmond  Ind..  and  Ealon,  O.,  a  distance  of  20  miles, 
thereby  closing  the  last  gap  in  the  250-mile  electric  trunk  line  be- 
tween Indianapolis  and  Newark.  O.  The  first  car  to  run  over  the 
entire  route  made  the  trip  on  July  26th.  When  a  slight  difficulty  ir: 
regard  to  a  railroad  overhead  bridge  at  Richmond  can  be  obviated, 
and  through  cars  can  be  put  on,  the  sleeping  cars  of  the  Holland 
Pallace  Car  Co.,  described  in  the  "Review"  for  June,  will  have 
arrived  at  Indianapolis  and  will  \k  put  in  service  on  this  trunk  line. 
It  is  pl.anned  to  have  the  sleeping  cars  leave  Indianapolis  and  Co- 
lumbus at  9  p.  m.,  and  they  will  arrive  at  their  destinations  at  6 
o'clock  the  next  morning,  having  covered  the  190  miles  between  the 
two  cities  in  nine  hours. 

In  going  from  Indianapolis  to  Newark  "he  systems  traversed  are 
those  of  the  following  companies:  Indianapolis  &  Eastern  Traction 
Co.,  which  runs  to  Dublin,  a  distance  of  4f>  miles  from  the  city  lim- 
its of  Indianapolis;  the  Richmond  Street  S;  Intcrurhan  Railroad  Co.. 


from  Dublin  to  three  miles  east  of  Kiclnnond;  the  Dayton  &  Western 
Iractiun  Co.,  from  three  miles  east  of  Richmond  to  Dayton,  a  dis- 
tance of  37  miles;  the  Dayton,  .'springlield  &  I'rbana  KIrclric  Railway 
Co.,  the  Columbus,  Ljndon  &  Springfield  Railway  Co.,  and  the 
Columbus,  Huckeye  l^ike  &  Newark  Traction  Co.,  the  three  last 
metuioned  being  .'\ppleyard  syndicate  lines. 

The  .\ppleyard  system  will  he  extended  to  Wheeling,  and  will 
have  comiection  fiom  there  to  I'iltshurg,  soon  after  the  first  of  the 
year.  In  conseqm-nce,  it  is  inlende<l  to  employ  oiiservation,  dining 
and  sleeping  cars  for  the  through  run  from  Indianapolis  to  Pitts- 
burg. I'he  syndicate  also  plans  through  connections  from  Columbus 
Iti  Cleveland,  via  Canton,  next  spring  and  arrangements  arc  being 
made  for  a  through  service  from  lndiana|Hdis  to  Cleveland.  The 
Appleyard  syndicate  is  slated  to  lie  contracting  with  the  Holland 
conipany  for  several  t)0-ft.  combination  steeping  and  rlining  cars. 

In  addition  to  these  plans,  the  Ohio  and  Indiana  companies  named, 
and  the  interests  that  conlrid  the  Indiana  I'nion  Tniction  Co.,  to- 
gether with  St.  Louis  interests  and  the  McKinley  syndicate,  of  Illi- 
nois, are  said  to  be  planning  a  llirongli  electric  railway  service  from 
I'ilisburg  through  Columbus.  Indianapolis  and  I  erre  Haute  to  St. 
l.miis,  a  distance  of  700  miles. 

•♦♦♦ 

CONGRESS  HALL,  SARATOGA  SPRINGS. 


Congress  Hall  is  a  very  jiopular  liolei.  conveniently  located  on 
liroadw.iy.  -Saratoga  Springs,  between  the  celebraled  Congress  and 
llalhorn  Sjirings  and  within  one  minute's  walk  of  each.  The  hotel 
is  admirably  arranged  for  witnessing  all  of  the  attractive  phases 
of  Saratoga  life,  heing  in  the  center  the  fashionable  portion  of  the 


fONf;RK.SS    II.VI.I.,    SAR.VTiiG.V. 

village.  It  is  open  from  June  to  Oclober.  There  is  a  promenade 
piazza,  250  ft.  long  and  20  ft.  wide,  overlooking  Broadway,  the 
sdutli  from  presenting  a  picturesque  view  of  Congress  Spring  and 
Park.  .\n  ample  piazza  also  extends  around  the  rear  of  the  part 
of  the  building  that  faces  Rroadway,  overlooking  an  interior  park. 

Congress  Hall  accommodates  comfortably  i.ooo  guests.  The  rooms 
are  spacious,  admirably  ventilated,  and  furnished  with  a  degree  of 
comfort  anil  Inxiiry  not  often  found.  'The  walls  of  this  hotel  are 
JO  in.  thick,  hollow  in  the  center,  thereby  .securing  protection  from 
ihe  heat  of  sunmier.  In  the  cool  days  of  summer  and  early  autumn 
there  is  steam  heat,  besides  grate  fires  in  the  halls  and  public  rooms. 
The  hotel  is  protected  against  spread  of  fire  hy  massive  fireproof 
walls,  with  iron  doors,  that  extend  from  cellar  to  roof.  The  ball 
nxim  is  located  on  the  opposite  side  of  Spring  St..  connected  with 
the  hotel  by  a  handsome  bridge,  which  at  night,  when  illuminated 
by  colored  lights,  presents  an  attractive  appearance. 

Two  innnensc  wings  ,100  ft.  in  length  extend  from  Broadway  to 
Putnam  St.  'The  north  wing  overlixiks  the  celebrated  Hathorn 
Spring,  while  from  the  south  wing  there  is  a  fine  view  of  Congress 
Spring  and  Park.  The  hotel  has  all  of  the  modern  improvements, 
and  the  cuisine  is  renowned  for  its  perfection.  A  fine  orchestra 
gives  morning  and  evening  concerts  daily,  with  hops  in  the  ball 
room  twice  weekh'. 

It  is  reported  that  the  Norfolk.  Portsmoiuh  S:  Newiiort  News  Co. 
has  been  dissolved  owiiii;  lo  failure  lo  negotiate  the  bonds. 


Ave.  20.  lyoj.l 


STREET    RAILWAY    RE\TEW. 


531 


NEW  CARS  FOR  THE   RAPID  RAILWAY, 
DETROIT. 


Six  tine  cars  like  tliat  >liown  in  the  illiistrutiun  were  hiiilt  In  llic 
J,  G.  Brill  Co.  and  lately  placed  in  service  on  the  lines  of  the  Rapid 
Railway.  Detroit.  Those  who  attended  the  street  railway  conven- 
tion at  Detroit  last  year  and  took  the  opportunity  to  ride  to  Port 
Huron  over  the  Rapid  Railway  will  renicmlxr  the  excellent  service 
on  the  ;o-niile  run  hetween  the  two  cities,  the  tine 

scenery  along  the  Lake  and  River  St.  Clair  and  the  

prosperous  appearance  of  towns  along  the  route  and 
the  thickly  populated  country  between.  A  large 
nunilK>r  of  passengers  are  carried  everj  day  to  and 
from  the  lakeside  resorts  and  on  Sunday  a  double 
service  is  necessary  to  handle  the  crowds  from 
Detroit  and  other  cities  along  the  lines. 

The  new  cars  are  mounted  on  Brill  No.  .;"  .\  j 
trucks,  capable  of  making  very  fast  time.  The  cars 
have  smoking  compartments  sealing  ig  passengers, 
six  reversible  back  seats,  two  against  the  parlitiini 
and  one  for  three  passengers  at  the  forward  end 
The  regular  compartment  seats  15.  twelve  reversible 
l>ark  seats,  two  against  the  partition  and  one  against 
the  closet  containing  the  heater.  The  partition  is  of  soliil  cherry. 
with  glass  in  the  upper  portion.  The  side  windows,  including 
those  in  the  vestibule  and  the  ends,  are  arranged  10  drop 
into  pockets,  and  flaps  are  provided  for  the  pocket  ii|Kiiings. 
.■\  saloon  of  the  usual  steam  car  type  is  located  next  the 
dof)r  leading  to  the  rear  platform.  It  is  intended  to  run 
the    cars    in    une    direction    nidv.    anil    llu-ret'ore    the     forward    end 


llie  tloor.  rile  needle  beams  are  double  trussed,  the  Inngiiudiua' 
rods  being  i'/^  in.  in  diameter.  The  side  sills  are  double,  with 
■'sxij-in.  steel  plates  between.  The  outside  sills  are  4  x  S.)/4  in., 
bolted  through  the  plates  to  timbers  2^  x  /li  in.  The  inlennediale 
sills  are  ,^^  x  6^4  in.,  the  center  sills  .iM  ><  7?s  i".  and  end  sills 
5!4  X  67's  in.  The  flooring  is  double  with  one  inch  of  mineral  wool 
packed  between  to  deaden  sound.  The  sill  plates  extend  4,'4  "i- 
above  the   sills  and   arc  screwed  to  the  posts.     The  side  posts  are 


I     EiiiiiiaBMiiiiiiiH' llll 


111(1 1.1.  I    \i;   i-i  'K    i;Ari  n  l;v. 

.?',4  in.  thick  and  llie  corner  pusls  3J4x5'/j  in.  The  general  dimen- 
sions of  the  cars  are  as  follows:  Length  over  end  panels,  40  ft.; 
length  over  crown  pieces.  50  ft.;  length  of  passenger  compartnienl, 
_'5'4  ft.;  length  of  .smoking  coniparlmenl.  14  ft.;  width  over  side 
^lieathing  and  posts.  8  ft,,  8.54  in. 

The   interiors   are    finished    in    cherry  nf   natural    cnlur,    willi    ceil- 
ings of  decorated  birch.     The  inside  trim  i^  nf  solid  brniize  ihrnuKli- 


I'l  .        .  I'l  .        .  I'l 


It  .  It 


f^ifs:^ fUtff  Curr^^f^tA-r 


IJ    'k     l] 


:ifftM:i'.'G  {JOI-r^^MTf, 


B  n  '       •  n 


II  MX 


h'l.dllK    ri,.\.\     It.M'lli     KMI.W.W    CAK. 


is  vestibuled,  while  the  rear  platform  is  open.  I'Ik-  arrange- 
ment of  the  front  platform  is  somewhat  novel.  .\  partition 
extends  at  an  angle  from  the  vestibule  corner  post  .uhI 
is  met  by  a  swing  door  hinged  to  door  post  of  the  car.  In  the  cur 
ncr  of  the  motorman's  cab  thus  made  is  situated  a  20-in.  horizontal 
brake  wheel.  There  are  two  risers  to  the  platform  12  in,  in  depth 
each,  and  the  lower   ift'j    in.   from  the   rail.      l'"ri  in   plalfonn  to  cir 


J  .N'  1  i',  1 1 1  •  M : ,    I ;  >  I  ■  1 1  t    I ;  1      <   -Ail 

floor  ik  8  in.  I'he  platforms  at  Ixjlh  ends  are  5  ft.  from  eiiil  panel 
over  crown  piece.  Besides  the  oak  knees,  angle  iron  knees  extend 
from  the  l)0(|y  lioNler  to  the  rrowii  piece. 

I  he  cuiml ruction  of  llic  cars  throuKlioiil  is  imnsiially  strong.     In- 
side lrii»«  rods   '/»  x  2y,  in.  arc  gained  upon  the  posts  20  in.   from 


liiil.  iiieliidiiig  basket  racks,  which  are  placed  over  every  other  wiii- 
diiw.  .\iiioiig  the  patented  specialties  of  the  builders'  make  which 
are  furnished  are  angle  iron  bumpers,  "Dedenda"  gongs,  radial  draw 
liars  of  channel  iron  and  "Dumpil"  sand  boxes.  In  addition  to  the 
regular  draw  bars,  heavy  forged  6-ft.  portable  draw  bars  are  swung 
1111  hdoks  under  the  side  sills.  The  trucks  are  the  builders'  No. 
21  \  2.  with  ,36-in.  wheels,  wheel  base  of  6  ft.  6  in,  and  axles  S  in. 
in  diameter.  The  cars  are  equipped  with  76-h.  p.  motors.  The 
weiglil  iif  a  ear  with  InicUs  and  motors  is  58.440  lb. 


CONTACT  RAIL  BONDS  FOR  NEW  YORK 
SUBWAY, 


I  he  Intel  biMiJiigli  K.ipid  Iransil  Co.,  nf  New  ^'llrk  Cily.  recently 
awarded  the  coiilracl  for  the  rail  bonds  leipiired  for  the  eoiilacl 
rail  in  the  subway  system  to  the  Mayer  &■  l''ngliiiid  C'o..  nf  I'hila 
delphia,  for  its  "Protected"  rail  bond.  .A  few  inonlhs  ago  this  coin- 
p.iny  received  the  contract  for  the  bonds  for  the  wheel  rail.  There 
will  be  four  bonds  at  each  joint,  two  under  the  joint  plates  and  two 
under  the  base  of  the  rail.  The  bond  i  will  be  applied  lo  the  base  of 
llie  r;nl  uilli  -peeial  hydraulic  tools  supplied  li>  the  Mayer  &  I'Jig- 
hiud  Co.  rile  holes  for  the  boiul  studs  will  be  cut  llirough  the  rail 
base  by  ,1  i(K)-ton  liydraulic  punch  designed  expressly  for  this  pur- 
pose. The  bond  terminals  will  then  be  placed  in  these  holes  and 
compressed  by  a  hydraulic  compressor  of  .55  Ions  indicated  power. 
.\s  Ihe  culling  punch  produces  a  tapered  hole,  with  the  large  diam- 
eter at  Ihe  lop,  and  the  1  oppc  r  in  tin-  I >1   leriniiials  is  compresseil 

into  the  holes  against  llu'  small  end,  Ihe  loiilael  oblained  under  llie 
.15  tons  pressure  cxerled  is  except ion.'illy  grtod  and  is  s;iid  to  be 
entirely  moislure-jiroof. 


x^2 


STRF.KT    KAII.WA^     KKVIKW. 


IVi.i    XI 11.  No.  8. 


THE  HART  CONVERTIBLE  CONSTRUCTION 
AND  GONDOLA  CAR. 

Some  time  ago  wc  illiistralcd  in  the  "Kcvicw"  :i  new  type  of 
convertible  car  Iniilt  l)y  tile  Rodger  Ball.-ist  Car  Co.,  of  Chicago,  for 
use  in  the  construction  and  maintenance  of  steam  and  Mreet  rail- 
ways, which  was  designed  to  accomplish  something  not  hitherto  at- 
tained; that  is,  a  practical  car  that  can  readily  t)e  converted  anywhere 
on  the  line  without  tools,  expense  or  loss  of  time,  into  a  car  suitable 
for  any  one  of  three  distinct  classes  of  service,  so  as  to  make  it 
available  at  all  times  as  a  dividend  earner  and  prevent  its  entering 
into  the  list  of  a  "class  car",  suitable  only  for  special  service  at 
special  seasons  of  the  year. 

This  car  is  built  so  that  it  will  automatically  dump  the  entire  con- 
tents into  the  center  of  the  track,  the  flow  of  material  onto  the 
track  being  regulated   so  thai   small   or  large  (|uanlities  can  he   de- 


Anothcr  decided  advantage  of  the  Kudger  car  is  that  it  carries  a> 
much  material  as  four  flat  cars  oi  the  same  length  and  breadth  and 
as  much  material  as  from  six  to  ten  small  hopper  cars,  thus  greatly 
>aving  in  first  cost  of  equipment,  in  train  service,  trackage,  switch- 
ing, maintenance  of  cars.  etc.  The  capacity  of  these  cars  is  from 
Mo.ooo  to  loo.ooo  111.  (the  cubic  cajHcily  k-ing  u|>  to  38  cu.  yd.  per 
car)  this  lieing  the  capacity  of  the  standard  car.  Smaller  cars  of 
.10-lon  capacity  are  also  built  upon  special  request. 

I'he  Rodger  company  claims  that  ten  years'  constant  service  on 
the  leading  railways  of  the  United  Stales  and  three  years'  use  by 
interurban  electric  railways  have  established  the  fact  that  ballasting 
material,  whether  gravel,  broken  stone,  burnt  clay,  chat,  pebbles, 
cinders  or  dry  sand,  can  l>e  hauled,  handled  and  distributed  in  no 
other  way  so  rapidly  and  economically  as  with  Rodger  cars,  the 
average  cost  of  this  method  lieing  only  alniut  one-half  the  cost  of 
doing  the  same  work  unrler  olil-lime  practice.     .\lso  that   the  fact 


RODGKIS    BALLAST    CAR— SIDK    DUMP. 


RODGKU    UAI.1.AST   CAR-CKNTKH    llKOf. 


posited,  as  may  be  needed  for  track  raising,  tamping  in  or  top  dress- 
ing. The  car  can  also  be  arranged  to  use  with  a  top  plow,  deposit- 
ing its  entire  contents  on  the  sides  of  the  track  if  desired  and  by 
opening  the  side  doors  about  two-thirds  of  the  load  can  be  dumped 
on  the  sides  of  the  track  automatically.  When  not  needed  as  a 
center  dump  ballast  car  or  a  side  dump  car  for  plowing  oflf  on  the 
sides  of  the  track,  it  can  quickly  and  easily  be  converted  into  a 
standard  flat  bottom  gondola  car.  suitable  for  all  gondola  purposes. 

As  an  automatic  center  dump  car  this  has  been  found  very  valu- 
able for  interurban  construction,  and  the  plan  followed  is  to  make 
excavations  either  in  the  country  or  city  streets,  to  the  grade  de- 
sired, throwing  the  dirt  to  one  or  both  sides,  then  the  track  is  laid 
just  where  wanted  and  thoroughly  ballasted,  allowing  traffic  to  be 
started  at  once  and  leaving  the  work  of  cleaning  up  and  grading 
alongside  of  the  track  to  be  done  later,  while  the  road  is  earning 
a  revenue. 

By  the  use  of  this  type  of  car  several  distinct  and  decided  ad- 
vantages are  obtained,  all  tending  to  expedite  construction  and  les- 
sen the  cost.  First,  the  gravel,  broken  stone  or  other  ballast  is 
deposited  in  the  center  of  the  track  just  where  needed  for  use, 
saving  two  handlings  as  compared  to  the  use  of  flat  cars  where  the 
Ivillast  is  first  thrown  off  onto  the  sides  of  the  track  and  afterward 
shoveled  into  the  track.  Second,  a  safe  and  permanent  roadway  is 
assured,  as  the  ballast  is  not  allowed  to  become  mixed  with  soil. 
Third,  the  waste  of  balla";t  incident  to  shoveling  and  its  becoming 
intermingled  with  soil  is  entirely  eliminated. 

The  car  is  designed  so  that  all  kinds  of  dumpable  materials  may 
be  readily  handled,  and  is  provided  with  large  openings  in  the  bot- 
tom for  use  as  an  automatic  center  dump  and  equally  spacious  open 
ings  for  side  dump  or  top  plow  work. 


that  the  car  can  quickly  and  inexpensively  be  converted  into  a  stand- 
ard flat  bottom  gondola  and  turned  into  general  freight  or  coal  serv- 
ice, greatly  enhances  its  value  in  construction,  maintenance  and 
cilieralion  on  both  electric  and  steam  railways. 


PARK  AMUSEMENTS. 


Iwo  of  the  ailraction?  which  have  done  a  great  deal  to  make 
the  street  railway  pleasure  resort  popular  and  at  the  same  time  make 
it  a  financial  success  arc  specialties  of  the  Ingersoll  Construction  Co., 
of  307  Fourth  Ave..  Pittsburg,  Pa.  These  are  the  celebrated  figure- 
8  roller  coaster  and  the  "Laughing  Gailer>'".  and  it  is  perhaps  not 
too  much  to  say  that  all  of  the  successful  park  resorts  have  one  or 
both  of  these  attractions.  Wherever  installeil  the  figure-8  coaster 
has  been  a  drawing  card  and  con>c(|uenily  a  good  investment  for 
street  railway  companies. 

The  Ingersoll  company  has  for  its  oflicers  two  men  who  arc  well 
known  in  the  amusement  field,  both  of  whom  have  had  a  long  and 
successful  career  in  this  business,  the  success  of  which  they  attribute 
to  the  fact  that  they  have  confined  themselves  entirely  to  legitimate 
attractions.  The  president  is  Frederick  Ingersoll,  and  the  secretary 
and  manager  E.  E.  Gregg.  The  company  believes  its  plan  for  erecting 
and  operating  the  various  plants  at  its  own  expense  and  giving  the 
company  owning  the  park  a  percentage  of  the  gross  receipts  for  the 
privilege  is  an  impressive  guarantee,  and  the  plan  is  one  that  com- 
mends itself  to  many  park  companies  who  hesitate  to  make  any 
considerable  investment  for  amusements.  The  Ingersoll  company 
will  be  represented  at  the  Saratoga  conventions  in  September,  and 
promises  a  very  attractive  display. 


Alc.  20.  1903.1 


STREET    RAILWAY    REX'lEW. 


533 


SOME  ST.   LOUIS  CAR   CO.   SPECIALTIES. 


An  innovation  has  recently  been  introduced  by  tlie  St.  Louis  Car 
Co.  in  the  use  of  arc  lights  for  interior  car  lighting.  The  mechanism 
of  these  arc  lamps  was  designed  by  Messrs.  Anderson  and  Smith  of 
the  Los  Angeles  &:  Pasadena  Electric  Railway  Co.  several  years  ago 
and  has  recently  been  perfected  by  the  St.  Louis  Car  Co.  These 
lamps  arc  of  about  Soo  c.  p.  capacity  each,  are  12  in.  in  length  and 
weigh  six  pounds.  The  lamps  are  'secured  on  the  head  lining  of  the 
upper  deck  and  are  arranged  so  that  they  can  be  attached  or  taken 
down  as  rapidly  as  an  incandescent  globe. 

Headlights  using  the  same  style  of  lamp  are  also  furnished  by  this 
company  with  a  capacity  of  2.500  c.  p.  These  headlights  arc  fur- 
nished with  a  14  in.  reflector  and  weigh  22  lb.  complete.  Where  the 
variation  in  potential  does  not  exceed  75  volts  two  interior  lamps 
can  be  connected  in  series  with  the  headlight.  It  has  been  found 
more  satisfactory,  however,  to  burn  the  headlight  on  a  circuit  sepa- 
rate from  that  of  the  interior  lamps  for  the  reason  that  it  is  some- 
times necessary  to  have  the  lights  in  the  car  buniing  and  the  head- 
light out  or  vice  versa.  Resistance  coils  for  these  lamps  are  wound 
according  to  the  number  of  lamps  which  are  used  in  series. 

While  at  first  sight  it  seems  almost  impossible  that  arc  lights 
could  be  used  on  electric  cars  on  account  of  the  constant  jarring 
which  would  tend  to  put  out  the  arc  in  an  ordinary  lamp,  the 
clutch  used  in  this  lamp  has  been  found  to  entirely  obviate  this 
trouble.  In  fact,  the  lamp  may  be  subjected  to  the  most  severe 
jarring  without  putting  out  the  arc.  Two  of  these  arcs  in  series 
will  stand  a  variation  in  voltage  of  200  volts  and  not  go  out;  three 
will  stand  a  variation  of  100  volts  and  five  a  variation  of  50  volts 
where  the  station  voltage  is  from  500  to  550  volts  direct  current.  A 
large  variety  of  globes  and  fittings  may  be  used  with  the  lamps  to 
suit  any  interior  finish. 

The  arc  headlights  are  also  arranged  to  be  filled  with  a   diniiiicr 


HT.  l.oiis  I'AU  <Jo.  Ai«,'  iii:ai>i,k;iit 

for  Uke  when  it  is  desired  to  subdue  the  intense  light.  The  dimmer 
consists  of  a  separate  attachment  made  up  of  a  perforated  metal 
disk  mounted  in  a  brass  ring  and  secured  so  that  it  may  Ik-  readily 
opened  or  closed  or  entirely   removed   when  desirable. 

The  Kencral  design  of  the  reversible  back  car  seats  made  by  this 
company  is  shown   in  one  of  the  accompanying  illuhtrntions.      The 


frame  for  this  seat  is  made  of  ash  tenoned  and  glued,  and  forms 
the  base  for  the  springs,  .\fter  the  springs  are  assembled  on  the 
frame  they  are,  in  upholsterers  parlance,  harnessed.  After  this 
heavy  duck  is  put  on  which  in  turn  is  covered  with  a  sheet  of  pure 
hair  felt  one  inch  thick.     The  corners  arc  rounded  bv  the  introduc- 


ST.    I.OUIS   CAH    CO.    SEAT. 

lion  of  curled  hair  encased  in  cotton  duck  and  ne.\t  the  whole  i-^  cov- 
ered with  the  best  enameled  twill  weave  cauvas-liiied  rattan,  phish 
or  leather  as  the  case  may  be. 

The  seat  back  is  made  in  practically  the  same  way,  the  only  dif- 
ference being  in  the  length  of  the  springs.  Five  years'  experience 
has  proved  that  this  is  a  strong  and  satisfactory  seat  and  while  the 
co\'er  iii.'iv  wear  out  the  frame  never  will. 


THE  H.  W.  JOHNS-MANVILLE  GO'S.  CHICAGO 
STORE. 

A  short  time  ago  the  II.  \V.  Johns-Manville  Co's.  branch  ^tore  al 
173  Randolph  St.,  Chicago,  which  it  has  occupied  more  tliau  five 
years,  was  enlarged  to  meet  the  growing  demands  of  the  business 
by  the  leasing  of  the  adjoining  store  at  171  Randolph  St.  The  major 
part  of  the  partition  between  the  stores  was  removed,  thereby  giving 
the  company  a  store  double  the  size  of  the  old  one.  In  addition,  ii 
occupies  the  basement,  which  extends  the  full  width  from  Randolph 
St.  to  the  alley  at  the  rear  of  the  building.  The  store  and  baseiuenl 
arc  each  160x40  ft.  in  size.  The  front  half  (jf  one  side  of  the  street 
floor  is  occupied  by  the  office  and  the  salesmen's  desks;  the  other 
half  is  used  for  the  retail  salesroom  and  for  the  storage  and  display 
of  "Noark"  materials  and  a.sbestos  sundries.  The  rear  portion  of 
the  store,  with  the  exception  of  the  shipping  department,  and  the 
entire  basement  are  given  over  to  a  stock  of  the  Jolins-Manville  spe- 
cialties, including  asbestos  and  magnesia  coverings,  packings,  roof- 
ing material,  trolley  line  insulation,  mica  weatherproof  sockets,  the 
"Vulcabcston"  packings,  etc.  The  alley  at  the  rear  is  exceptionally 
wide  and  affords  excellent  shipping  facilities.  The  manager  of  the 
Chicago  branch  of  the  II.  W.  Johns-Manville  Co.  is  T.  G.  Young- 
love. 


(Jn  August  13  the  establishment  of  electric  inu-rurban  connection 
between  Indiana  and  Ohio  was  celebrated  by  a  demonstration  at 
KichmoiKl,  Ind.,  in  which  over  10,000  persons  participated.  On  the 
same  day  the  officials  of  the  Indianapolis  &  ICastern  Traction  Co., 
with  a  number  of  invited  gue.sts,  started  from  Indianapolis  for  a 
trip  to  Newark,  ().,  the  longest  journey  ever  made  over  electric  lines. 


534 


STKKKT    KAIl.UAY    RI-.\  IKW. 


(Vol..  xni.  N.>.  8 


INTERESTING  CARS  FOR  UES  MOINES. 

rill'  .Viiicricaii  Car  Co.,  of  St.  lJJlli^,  riciiiily  ciiiii|ilclc(l  citflit 
cars  for  the  Dcs  Moines  City  Railway  Co.,  which  have  an  interest- 
ing seating  arrangenient,  as  will  l>o  seen  in  the  accompanying  illus- 
trations. The  purpose  of  this  arrangement  is  to  secure  the  largest 
seating  and  standing  capacity  po>sililc  with  the  area  of  the  floor. 
The  transverse  seals  arc  33  in.  long,  arranged  so  that  a  person's 
iMHiy  may  extend  a  trifle  over  the  end  without  discomfort.  The 
wide  aisle  ohtained  by  having  the  scats  on  one  side  placed   longi- 


SOME  NEW   McGUIRE  APPARATUS. 


AMERICAN  C.\R  FOR  DES  MHI.VICS.    lA. 

Iiulinally   accelerates   movement    of  passengers   in   and   <nit,   an    im- 
portant  consideration   in  city   service. 

Octagonal  veslilndes  are  provided  at  the  ends  of  the  car  with 
openings  on  the  same  side.  The  interiors  are  finished  in  cherry, 
with  ceilings  of  the  sainc.  composed  of  toiigiicd  and  grooved 
boards.  The  windows  are  arranged  with  double  .sash,  the  upper 
stationary  and  the  lower  to  raise.  The  length  of  the  cars  over  end 
panels  is  28  ft. ;  over  crown  pieces,  37  ft. ;  from  panel  over  crown 
piece,  4  ft.  6  in. ;  width  over  sills,  including  panels,  8  ft. ;  from 
center  to  center  of  posts.  2  ft.  f<M  in.:    side  sills.  ^.14  x  7}^  in.;    end 


l.\  IKKIOR   DES  Mui.m:.s   CAl;. 

sills,  4x7^4  '"■  "le  side  sills  are  plated  on  the  outside  with  %  x  8- 
in.  steel.  The  thickness  of  the  corner  posts  is  4'/<  in.  and  of  side 
po.sts  2^:j  in.  From  the  rail  to  top  of  step  is  18  in.,  and  from  step 
to  platform  14  in.  The  cars  are  furnished  with  the  builders'  sand 
boxes  and  with  angle  iron  bumpers  (Brill  patent).  The  cars  are 
mounted  on  Brill  No.  27-G  trucks,  with  4-ft.  wheel  base  and  33-in. 
wheels,  having  2!/.-in.  tread  and  .>4-in.  flange.  The  trucks  are 
equipped  with  38-h.  p.  motors. 

♦« » 

The  act  passed  to  remedy  alleged  defects  in  the  50  year  franchise 
i>f  the  Cincinnati  Traction  Co.  has  been  declared  uuconstiliitinnal  by 
the  Superior  Court  before  which  the  case  was  brought. 


I  he  Mctiuire  Manufacturing  Co.,  of  Chicago,  has  under  w.iy  at 
its  works  a  combined  »wceiK-r  and  sprinkler  for  the  city  of  Welling- 
ton, .\nslralia,  which  is  of  most  uni(|ue  design.  When  coniplele<l 
the  machine  will  have  the  ap|Krarance  of  an  ordinary  street-car.  I  wo 
tanks  14  ft.  long  l>y  b  ft.  high  with  a  capacity  of  1,500  Kallons  each 
form  the  Inxly  of  the  car.  A  passage  way  2  ft.  6  in.  wide  separates 
the  tanks  and  is  covered  in  a  manner  similar  to  the  ordinary  street 
car  with  a  provision  made  for  the  trolley  lK)ard.  The  sweepers 
are  at  each  end  and  being  of  small  diameter  are 
placed  under  the  over-hang.  The  sprinklers  are  so 
arranged  that  the  street  may  be  sprinkled  ahead  of 
the  sweeper  or  after  the  sweeper  has  operated,  a- 
inay  be  desired. 

One  of  the  particular  advantages  of  such  construc- 
tion is  the  possibility  of  knocking  the  machine  down 
.jnd  >bi|>ping  it  in  small  jiackages  which  are  easily 
|iul  together  at  the  deslinatiin. 

The  .Mcduire  Manufacturing  Co.  shipped  two 
^prinklers  to  South  .\frica  early  in  the  spring  and 
another  to  S.10  Paulo,  llra/il,  and  lias  but  lately 
shipped  trucks  to  liangkok,  Siam.  and  North  Sid- 
ney. Nova  Scotia.  I'he  fact  that  orders  come  from 
such  distant  points  to  a  company  located  so  far 
inland  as  Chicago  is  certainly  complimentary  to  the 
method  of  advertising  or  perhaps  to  the  product 
.■f  tlie  McCjuire  company. 

There  is  in  tin.  >ards  of  the  .McCiuire  company  a 
4.500-gallon  pncnmalic  sprinkler  just  alionl  com- 
pleted for  the  Rhode  Island  Railway  Co.;  this  ma- 
chine or  one  similar  to  it  will  lie  exhibited  at  the 
street  railway  convention  at  Saratoga.  It  is  claimed  for  this  ma- 
chine that  it  will  .sprinkle  a  street  100  ft.  wide  and  6  miles  long 
with  one  charge.  It  is  equipped  with  the  new  .sprinkler  head  de- 
signed by  the  .\IcGuire  Manufacturing  Co.  The  interesting  features 
of  the  new  head  arc  that  the  quantity  of  water  used  can  be  regu- 
lated by  the  motorman  to  correspond  with  the  speed  at  which  the 
machine  is  run  and  a  series  of  levers  enables  the  ojK-rator  to  con- 
trol the  spray  of  water  completely.  It  may  be  permitted  to  sprinkle 
50  ft.  from  the  side  of  the  car  or  lessened  to  any  desired  distance 
or  the  sprinkling  may  lie  confined  to  the  track  only.  The  great 
feature  of  the  machine  is  that  the  last  gallon  of  water  can  lie  driven 
In  iiKaiis  of  the  air  compri-ssur.  through  the  same  distance  obtained 
wliun  llic  lank  is  full. 

We  understand  lliat  the  McCiuire  company  is  to  give  a  cK-moiistra- 
tinii  of  the  working  of  the  machine  at  the  coming  convention,  and 
inasmuch  as  the  plan  of  having  the  street  railways  do  the  street 
sprinkling  is  being  advocated  in  many  cities,  the  McGuire  exhibit 
should  be  particularly  inleresiing  and  attractive. 

ORGANIZATION  OF  PUBLIC  SERVICE  CORPO- 
RATION  OF  NEW   JERSEY. 


The  Public  Service  Corporation  of  New  Jersey  anncninccd  .Au- 
gust Tst  that  for  purposes  of  operation  its  lines  have  lieeii  divided 
and  gnniped  into  three  districts  and  district  superintendents  a|>- 
pnimed.  as  follows : 

I'irst  District:  Lines  of  .Norili  Jersey  Street  Kailw.iy  Co.  east  of 
the  llackensack  River;  lines  of  Jersey  City,  HolKiken  &  Paterson 
Street  Railway  Co.,  excepting  those  north  of  Park  .Xve.,  Kasi  Ruth- 
erford ;  Bergen  'Turnpike  Co.  (both  toll  road  and  railw.iy)  ;  Peo- 
ple's Elevating  Co. ;  Port  Richmond  &  Bergen  Point  Ferry  Co. 
District  superintendent,  Newton  W.  Bolen ;  oflice.  21  Hudson  PI.. 
1 loboken. 

Second  District :  Lines  of  North  Jersey  Street  Railway  Co.  west 
of  the  llackensack  River  and  south  of  Passaic  St.,  Passaic;  lines 
of  Orange  &  Passaic  Valley  Railway  Co.;  lines  of  KlizaK-th.  Plain- 
lield  &  Central  Jersey  Railway  Co.  District  snperinteudeiit.  War- 
ren S.  Hall;  office,  315  Market  St.,  Newark. 

Third  District:  Lines  of  Jersey  City.  Holioken  &  Paterson  Street 
Raihvay  Co.  north  of  Park  Ave.,  Eaf-X  Rutherford.  District  Super- 
intendent, Thomas  W.  Mc.Andrews;  ofiicc.  Market  and  Jersey  Sts., 
Paterson.  ♦  ■  » — 

On  July  J2d  the  tlrsl  spike,  a  silver  one,  was  driven  for  the  track 
construction  of  the  Biloxi  (Miss.)  Electric  Railway  &  Power  Co. 


Alt:.  20.  1903.] 


STRKFT    RAILWAY    R1':\'1I':W. 


535 


STREET  RAILWAY  OUTINGS. 


BRUSH  HEAVY-SERVICE  TRUCKS. 


Oiit-lialf  ot  the  employes  of  the  Grand  Rapids  Railway  Co.,  with 
their  families,  were  given  an  outing  at  Reed's  Lake  and  Ramona 
Park  July  27th.  and  the  next  day  the  other  half  were  treated  to  a 
like  recreation.  Several  of  the  roads  directors  participated  on  both 
occasions.  There  were  free  transportation,  free  entertainment  and 
free  refreshments  for  all,  under  the  supervision  of  the  superin- 
tendent, J.  C.  Madigan. 

The  lOth  annual  picnic  and  games  of  the  Toronto  Railway  Em- 
ployes' Union  and  Uenefit  Society  occurred  July  25tli. 

On  July  28th  the  Topeka  Railway  Co's.  cmplovcs  held  an  ouliug 
at   \'incyard   Park. 

-♦--•"♦- 

FRESH  EMERGENCY  CAR  BRAKE. 


The  Fresh  emergency  hrake.  which  was  described  in  ilelail  in  llie 
'■Re\iew"  for  Kehruary.  igoj,  is  sh.own  applied  to  a  car  in  the  ac- 
companying illustration.  This  shows  one  of  the  single  equipments 
on  a  Brill  single  truck  car.  and.  as  will  be  noticed,  the  only  part  of 
the  mechanism  in  sight  is  the  chuck  end  of  the  roller  bar.  Besides 
this  the  brake  staff  on  the  platform  is  all  tliat  is  visible.  The  rest 
of  the  mechanism  is  entirely  out  of  sight,  and  there  are  no  obtrusive 
parts  to  spoil  the  appearance  of  the  car. 

The  car   shown   in   the  illustration   was   ei|uippu'd    with   ibis   brake 


E''KKSH    i..\ti;k<;i:.\-cy   hk.vkk. 

last  November  and  has  been  used  for  testing  purposes  tlirouglunu 
the  past  winter  under  all  conditions  of  weather  ;uid  rail,  and  is  re- 
jmrtcd  to  have  given  highly  satisfactory  results.  The  niaUers  have 
Iwcn  experimenting  with  a  number  of  dififereut  nialerials  lo  over- 
come the  difficulty  of  slippery  rails,  caused  by  fog  or  misl,  in  order 
tu  determine  the  most  effective  material  to  secure  the  best  braking 
efficiency.  They  have  also  made  a  nund>er  of  changes  lately  in  the 
method  of  attaching  the  brake  so  as  to  provide  uniform  attachments 
suitable  for  all  kinds  of  trucks.  For  double  truck  cars  a  double 
e(|uipmcnt  of  these  brakes  is  used,  one  for  each  truck,  and  circle 
lars  are  used  on  the  draw  bars  so  as  to  give  the  trucks  the  neces- 
sary freedom  of  motion. 

The  makers  are  now  ready  lo  submit  these  brakes  lo  tests  on 
either  single  or  double  truck  cars,  or  they  will  furnish  brake  equip- 
ments on  ^o  days'  trial.  This  brake  is  claimed  to  be  highly  efficient, 
and  one  of  its  chief  advantages  is  that  it  can  be  ai)plied  practically 
without  muscular  effort.  It  is  simple  in  cousiruction  and  can  be 
readily  attached  to  all  styles  of  cars.  It  is  made  by  Fresh  & 
Spcichcr,  of  Cumlwrland,  Md. 

HERSCHELL,  SPILLMAN  &  COS.  OUTING. 


The  third  annual  outing  of  the  employes  of  Ilerscbell,  Spillm.ni 
&  Co.,  manufacturers  of  merry-go-rounds,  of  North  Tonawanda, 
.N'.  Y.,  took  place  .Vugust  1st.  Invitations  were  issued,  each  in  the 
form  of  a  warrant  commanding  the  recipient  to  attend,  the  jjenalty 
for  failure  to  do  so  iR'ing  the  loss  of  the  "liest  day  of  his  life." 
Tlicre  were  games  of  all  sorts,  including  foolball,  j(X)-yd.  foot  race 
and  running  high  jinnp  contests  l>etweeii  teams  representing  differ- 
ent departments,  and  Tussing's  Military  Hand  furnished  music. 
J.  C.  Kinscl,  of  Washington,  delivered  an  address  on  ".My  experi- 
ences as  lo  the  advertising  .N'orth  Tonawanda  has  had  by  the 
Merry-go-Rounds  shipped  by  llerschell,  Spillman  &  Co."  The 
printed  program  contained  the  menu,  a  happy  conceit  comprising 
a  bill  of  fare  well  calrulnt<<l  u,  firklc  the  palates  of  iUit^<-  foriim.iii 
enough  to  I>e  prrseni. 


J'lic  accompanying  illustrations  show  the  type  F  heavy-service 
motor  truck  and  the  type  F  heavy-service  trail  truck  made  by  the 
Brush  Electrical  Engineering  Co.,  Ltd.,  of  London,  Eng.  This  type 
of  motor  truck  is  used  on  many  of  the  electric  railways  in  the  United 
Kingdom,  and  has  also  been  adopted  by  the  Metropolitan  District 
Ry.,  of  London,  as  standard.     It  is  claimed  for  it  that  it  will  witb- 


HKfSlI    IIK.WY    SKKVICE    MOTIlK    TRt'CK. 

stand  the  working  stress  of  two  l/.i-b.  p.  nioloiN.  cin  y  .i  load  of  .p 
tons  at  a  speed  of  from  2-,  to  =,0  miles  per  hour,  and  sustain  success- 
fully the  action  of  the  most  powerful  air  brake.  It  is  machine  fitted 
ihroughout  and  braced  for  diagonal  strains  with  heavy  gusset  plale-i 
riveted  to  each  corner.  It  is  built  in  three  different  weights,  foi 
either  light  railways,  main-line  rolling  stock,  or  heavy  electric  loco- 
motives. 

The  side  frames  are  of  cast  steel,  and  are  tested  at  the  works  lo 
live  times  their  maximum  load.  The  bolster  is  box-shaped;  the 
sides  consist  of  two  pieces  of  channel  steel  with  a  lop  ami  liotioin 
of  Hat  steel  plate,  the  whole  being  riveted  loegther.  I  lie  Imlsier 
shrouding  is  made  of  flat  steel  secured  to  the  side  frames  with  rivets 
at  each  end.  The  end  sills  are  of  channel  steel  secured  lo  the  end 
of  each  side  frame  by  three  J4-in.  rivets,  b'our  elliptic  springs  and 
Ivvo  helical  springs  are  suspended  beneath  the  bolster,  while  eight 
helical  springs  of  sufticieni   capacity  to  carry  ibe  entire  load  are  in- 


nitrsii   iiio.wv  .-si'na'ich:  tii-mi.  tkiik. 

serted  belvveen  llie  journal  lio\c^  luiil  ^lcK■  lr;inKs.  1  he  Iirakes  are 
suspended  from  ihe  end  sill  of  ibc  inick  ;  ilu\  have  a  leverage  of  10 
lo  I.  The  heavy-service  trail  iruek  shown  was  designed  lo  run  in 
conjunction  with  the  other  and  is  ecpially  substantial. 

-♦♦♦- 

DECATUR  TRACTION  &  ELECTRIC  CO. 


I  he  properly  of  Ibe  1  )ecaUn'  Traction  &  I'^leelric  Co..  of  Deealnr, 
III.,  was  sold  last  mouth  lo  the  McKinley  syiiilicale  ,ind  Ihe  new 
organi/^alion  has  elecled  oHicers  as  foll(jws:  President,  W.  B.  Mc- 
Kinley, of  Chani|)aign,  111.;  secretary  and  treasurer,  T.  li.  Macanlay, 
of  Montreal,  Can.;  manager,  W.  A.  Bixby,  of  DecaUir,  111.  The 
board  of  directors  comprises  these  oflicers  and  .S.  II,  F'wing  and 
J.  K.  Johnson.  There  are  no  local  exlensirjus  of  llie  line  con- 
templated for  ibis  year,  bill  ihe  nccaliir,  ,Springneld  &  Si.  Louis 
Uailway  Co.,  which  is  conlrolled  by  llie  same  conipriii)  espi-eis  l<> 
Ipiiibl  from   Deealnr  loward  Springfichl  ihis   f:ill. 


5.V, 


STRF.F.T    RAILWAY    REVIEW. 


(Vol.  XIII,  No   8. 


AUBURN   &  SYRACUSE  INTERURBAN   LINE. 


1  he  .\iiliiirii  \'  .Syr.K'ii<*c  Electric  Railrnad  Ld.  iK-gaii  opci.ilinK 
ils  j6-milc  interiirban  line  between  Auburn  anil  Syracuse,  N.  Y., 
June  .{2(1  last,  and  llic  president.  Mr.  C.  D.  BeclK-.  reports  that  the 
business  has  exceeded  expcctali'm.      I  his  is  a  sinRJe  track  road  and 


comparlnient  cunlaiiis  an  upper  and  a  lower  livrth.  During;  the  day 
lime  the  chairs  arc  arranged  as  shown  in  Fig.  3,  the  dotted  lines 
(in  which  illustrate  the  space  in  the  car  occupied  by  one  compart- 
ment. The  compartment  walls  arc  made  of  the  same  material  and 
operate  very  similar  to  the  cover  of  a  roll  lop  desk,  which  will  \x 
seen  in  Fig.  4  in  which  the  section  is  made  up  for  the  night.     A 


£0 


FIO.    1.-FIX10R    FI.AN    OK    II(>L.I..\Nn   8I..KEP1NO    CAR. 


passes  through  Skancateles  and  Marcellus,  in  the  heart  of  a  good 
farming  country.  The  running  lime  is  one  hour.  The  rolling  stock 
includes  four  new  passenger  cars.  e<iuipped  with  300-h.  p.  motors, 
and  two  large  baggage  cars,  all  built  by  the  (j.  C.  Kuhlman  Co.  The 
company  also  controls  the  .Vuburn  city  street  railway  system,  oper- 
ating three  cars  equipped  with  200-h.  p.  motors. 


HOLLAND   SLEEPING  CARS. 

The  accompanying  illustrations  show  ibe  details  and  general  ar- 
rangement of  the  palace  sleeping  cars  which  arc  being  put  in  service 
by  the  Holland  Palace  Car  Co.  of  Imli.iiiapolis.     .\  brief  description 


KIG.   3— SECTIO.N    i)|. 


("OMPART.MU.VT,    SIIOWI.VU    CHAIRS 
D.\Y    USE. 


of  these  cars  and  the  service  in  which  they  are  tu  be  used  was 
given  in  the  "Review"  for  June.  Fig.  i  shows  the  floor  plan  of  one 
iif  these  cars  from  which  the  location  of  the  kitchen,  smoking  room, 
toilet  room,  etc.,  will  be  seen.  Fig.  2  shows  a  half  cross  section  of 
the  frame  of  the  car  and  its  general  dimensions.  The  car  is  an  open 
parlor  car  in  the  day  time  and  a  compartment  sleeping  car  at  night 
having  ten  compartments,  five  on  each  side  of  a  center  aisle.     Each 


floor  is  built  four  inches  above  the  regular  floor  of  the  car  and  the 
roll  curtain  goes  down  in  chambers  Iwtwcen  the  two  floors.  This 
constrnctiou  does  not  in  any  way  detract   from  ihc  strength  of  the 


-    -^'S^' 


FIG.   2— END  S15CTION    IKH.l.AND  CAK 

car  and  the  Harlan  &  Hollingsworlh  Co.  of  Wiliningion,  Del.,  by 
whom  these  cars  are  made,  state  that  they  have  stronger  frames 
than  any  other  cars  which  the  companj  has  built.  The  inside  of  the 
roll  curtains  of  the  compartments  are  covered  with  handsome  tap- 


Alc.  20.  1003.] 


STREET    RAII.UAV    REVIEW. 


>St 


cstrj',  making  each  coiiipartmem  a  tapestry  room.  The  front  edges 
of  the  berths  in  these  compartments  are  15  in.  inside  of  the  roll  cur- 
tain, thereby  giving  a  dressing  space  15  in.  wide  and  6  ft.  10  in. 
long,  the  latter  dimension  being  the  length  of  the  compartment.  The 
lower  lierth  is  made  up  with   two  revolving  parlor  car  chairs,  the 


FIG.   4-SE(TION    OF  COMP.\KT.VlE\T 


SlliiWI.Ni;    UKUTII    M.MlK 


cushions  of  which  slide  forward  and  down  to  form  the  mattress  of 
the  berth.  The  upper  berth  is  similar  in  construclion  to  that  of 
any  standard  sleeping  car. 

-♦.-^-♦- 
A  SYSTEM   FOR   PROTECTING  THE  CONDUCT- 
OR RAIL  ON   THIRD-RAIL  ELECTRIC 
RAILWAYS. 

Letter  patents  have  recently  been  granted  in  Mr.  Ocdrge  K. 
Tinker,  of  442  Miller  Ave.,  Urooklyn.  N.  V.,  for  a  new  melliod  of 
protecting  tlic  conductor  rail  on  third-rail  electric  railway  systems 
from  sleet  and  snow.    The  invention  comprises  a  conduit  formed  of 


-JL 


•nilHI)    ItAII,    IMtOTI'X'TlON, 

a  number  of  lran'>ver>ely  disposed  brackets  of  essentially  C  shape. 
each  having  an  opening  at  one  of  its  vertical  .sides,  the  brackets  be- 
in((  provided  with  lugs  adapted  to  engage  an  insulated  or  non- 
conducting »ui>port.  Around  the  brackets  ii  arranged  a  non-con- 
ducting sheathing  forming  a  complete  tube,  the  sheathing  having 
an  opening  conforming  to  the  openings  in  the  bracket,  so  that  the 
conducting-shoc  and  its  arm  may  be  projected  through  these  open- 
ings and  engaged  with  the  cmduclor  rail,  which  is  fastened  to  the 


brackets.  From  the  cross  section  drawing  it  will  be  seen  that  the 
system  is  designed  to  eflfectually  prevent  ice,  snow  and  other 
foreign  matter  from  coming  in  contact  with  the  third  rail,  so  that 
the  contact-shoe  may  make  eflfectual  '■outact  with  the  third  rail  al 
all  times.  At  crossings  or  wherever  the  third  rail  is  broken,  the  pro- 
tecting conduit  is  also  broken  and  the  ends  of  the  opening  in  which 
the  shoe  arm  travels  are  fitted  with  Hariug  approaches,  so  that  tlie 
arm^  after  lea\'ing  one  section  of  the  conduit,  is  guided  wilhou'. 
shock  into  the  opening  of  the  next  section. 

The  system  is  designed  not  only  to  overcome  the  obstacles  lo 
ihird-rail  operation  caused  by  sleet  and  snow  on  the  conductor  rail, 
but  also  to  prevent  short  circuiting  of  this  rail  by  rea.son  of  foreign 
objects  falling  across  it.  The  conduit  also  serves  as  a  protection 
to  i>ersons  who  might  accidentally  come  in  contact  with  the  con- 
ductor rail.  Tile  top  side  of  the  conduit  or  tube  is  hinged  so  ac- 
cess to  the  conductor  rail  may  be  had  readily  for  inspection  or  re- 
pair. The  non-conducting  sheathing  or  lining  within  the  cniulint 
mav  be  asbestos  or  other  suitable  material. 


DICK    HAM   TROLLEY   RETRACTOR. 


.\  device  known  as  the  Dick  Ham  tmlley  relraclcir  for  catcliing 
and  retracting  a  trolley  pole  when  the  trolley  wheel  leaves  the  wire, 
is  being  placed  on  the  market  by  Mr.  Richard  H.  Ham  of  Stockport, 
N.  Y.  The  device  is  intended  to  be  used  in  connection  with  any  one 
of  the  several  trolley  catching  devices  now  in  use.  The  engravings 
show  the  Dick  Ham  retractor  in  connection  with  a  Wilson  trolley 
catcher.  The  retracting  device  is  simple  in  detail  and  consists  of 
a  pivoted  arm  to  which  the  trolley  catcher  is  secured ;  that  is,  the 
retractor  is  attached  to  the  car  and  the  catcher  is  mounted  on  the 


IM'-IH.M-ldlt    .\.\1)   (WrC'lll':!!    i.\ 

ri'Kii;iiT   rcJSiTKiN    wri'ii 

■riKll.l.lOV     WIIKKI,    ON 
WllilO. 


HIOTILMTnli    .\<  "rl  Wl'l';!  1 

rri.i.  •ruiii.i.iov    riii.i.: 

DOWN. 


;irni  of  the  relraclcir  so  that  when  the  trolley  slips  olT  the  wire  and 
hicks  the  catcher,  the  same  jerk  that  locks  the  catcher  innnedinlely 
inilocks  the  arm  of  the  retractor,  which  is  then  thrnvMi  dnwii  h.\ 
means  of  a  spring,  aideil  by  the  weight  of  the  c.ilclui-.  Tin-  ile 
vice  thus  makes  a  retractor  ni  iln-  inilley  catcher  ami  by  il^  use 
any  road  having  trolley  caUlurs  (if  any  make  can  ccniverl  iheni 
iiilii  retractors  as  well,  mi  ili.il  when  the  trolley  wheel  slips  from 
the  wire,  the  pole  will  not  only  be  caught  but  will  be  pulle<l  dimii 
from  15  to  16  in.  Ik'Iow  the  cross  arms  or  sjjan  wires.  After  having 
been  actuated,  the  arm  is  reset  simply  by  lifting  it  up  In  iu  up 
right  position  where  it  is  aulonialically  locked.  ( )iie  nl  iln-  in 
gravings  shows  the  catcher  in  an  upright  position  willi  llir  linllcy 
wheel  on  the  wire  and  the  other  shows  the  catcher  afiii  llic  n- 
tractor  has  operated  lo  throw  the  catcher  over  and  thus  pull  lln- 
trolley  wheel  from  the  wire.  Mr.  Hani  will  show  the  device  ;il  Hk 
Saratoga  Convention. 


5.^ 


STRKirr    KAIl.WAV    KI-:VIEW. 


IVoi.  Xlll.  N...  8. 


•ALL  WIRE'    RAIL  BONDS. 


lilt;  IJIiiii  WtA-s  (.11.,  Ill  Maiiotu'lil.  Ohio,  ilu-  iiiaiiiifactiirir  of  llu' 
■'.Ml  Wire"  rail  lioiul  will  slionly  aiiiniiim-c  to  the  tradr,  thruiiKh 
Ihc  incditiin  uf  a  iivw  calaloK  uhirh  i^  now  in  |irvs>,  a  nnmlicr  of 
new  lypos  anil  forms  of  Ihcsc  wfll  known  lionds.     The  nnit  or  "ont- 


itt'>iKnc<l  for  altachiuK  to  the  onii-r  side  of  the  liall  of  the  rails,  or 
HI  sonif  cast's  whtTv  space  will  |KTniit  lintlcr  the  tram  of  girder 
rail'.  Whore  lK>ni|>  of  |hi>  type  are  pn^perly  soldered  to  the  rails 
it  is  praclii-ally  iiniM'-.-ihle  for  ihem  lo  lucoinc  loose,  as  only  a  violent 
and  determined  effort  will  detach  them.  Ihe  maker  claims  that  this 
Uind  ptissesses  a  greater  degree  of  tiexiliility  than  is  pnssihie  in 
anv  ftther    form   .if  In.ikI    imw    mi    till-   tiKirkft 


Kllj.    1-TVi'K    K-l-"OHM   o     -.M,!,    Wllii:      It.MI.    IIUND. 

piece"  principle  on  which  these  ImjikIs  are  made  was  adopted  to 
avoid  all  cast  welded  joints  and  thus  secure  a  greater  ticgree  of  me- 
chanical strength  and  electrical  efficiency  than  would  otherwise  l>c 
possible.  The  weakest  part  of  a  IkjiuI  being  at  the  junction  point 
lietwecu  the  terminals  and  strands,  the  "All  Wire"  Imiid  was  tie- 
signed  to  have  no  jniul  at  this  point  and  give  a  bond  with  uniform 
strength. 

The  Type  F  bond,  one  form  of  which  is  illustrated  in  Fig.  I,  is 
especially  designed  for  use  under  the  fish  plate,  and  as  the  strand 
eiUiTs    llu-    terminals    at    points    almnsi    diamelric.itly    opposite,    the 


Fla.  J— TYPE  D-FUKM   1      AM,  WlUK'   R.ML  BOND. 

bond  holes  may  be  located  clt)sc  to  the  bolt  holes  in  the  rails,  so 
that  a  relatively  short  Imnd  of  this  tyiK'  can  often  l)e  used  to  ad- 
vantage. 

In  Fig.  2  is  shown  the  Type  U  Finin  i  ".\11  Wire  "  ImmuI  which  is 
intended  especially  for  use  on  elevated  structures  and  third  rail 
systems,  where  the  Imnd  can  be  placed  underneath  the  rails  and  close 
to  their  extremities.  The  taper  in  the  head  of  the  terminals  is  such 
as  to  compensate  for  the  taper  of  the  rail  base. 

The  Type  G  Ixind.  illustrated  in  Fig.  3.  while  somewhat  different 
from  the  other  forms  of  ".\11  Wire"  bonds,  has  the  same  fundamental 
|)rinciple  in  its  make-up.  being  made  of  a  number  of  strips  of  soft. 
cold   rolled  copper  the  ends  of  which  are  perfectly  welded  together 


]r|fj.  .I-TYI'IO  n-fl>K.\l    1    ■  .\l.l,   WIUK'    It.MI.   I'.clNM). 

forming  solid  cop))er  terminals.  The  Ixmd  is  applied  to  the  rail 
euils  by  Uing  soldcreil  to  them,  and  special  tools  arc  furnished  for 
cleaning  the  ends  of  the  rails  and  soldering  the  bonds  in  place.  Tlu' 
form  illustrated  is  inteniled  for  use  on  the  lower  surface  of  ilu- 
rail  base,  or  the  up))er  surface  of  the  rail  where  it  will  not  inlcrfere 
with  the  fish  plates.     .Nnotber  form  of  this  Inind  is  made  which  is 


NEW   ELECTRIC   HEATER   FOR    CROSS-SEAT 
CARS. 

.\  new  electric  heater  for  cross-seal  cars,  developed  by  the  Con- 
solidated Car  Heating  Co.  to  meet  a  demami  for  a  small  eliicient 
heater,  has  iH-en  put  on  Ihe  market  antl  is  already  popular.  I'qiiip- 
ments  of  this  heater  have  l)een  sold  for  /(»  cars. 

The  construction  is  such  that  all  lead  wires  are  brought  to  one 
end  and  carried  in  molding  along  the  side  of  the  car;  no  wires  arc 
fastened  lo  the  seat  frame.  One  itT  two  coils  are  used,  as  desired. 
The  hole  in  the  porcelain  spindle  through  which  the  supporting 
rod  runs  is  set  a  little  off  center,  and  this  gives  space  for  a  secimd 
small  hole  in  the  porcelain  through  which  copper  wire  carries  the 
return  current. 

riie  total  length  of  the  healer  is  20^  in.  and  the  diameter  of  the 
single  coil  healer  but  y/4  in.  The  case  is  perforated  sheet  steel  and 
the  hangers  are  cast   iron.      The  porcelain    spindle,  the  spiral   coil. 


NEW   ■•CONSOI,II>.\Ti;i>   IITCATKU"    NIL    liC    LNDKR  CROSS  SKAT. 

and  the  method  of  supporling  it   are  in  every  way  the  same  as  all 
the  Consolidated  healers. 

The  spindles  are  50  per  cent  longer  than  many  of  the  cross- 
seat  heaters  now  in  use  and  the  current  consumption  in  watts  per 
inch  of  length  is  about  that  of  heaters  now  used.  This  is  designed 
to  absiihitely  prevent  overheating  the  scats, 

W^EST  VIRGINIA  COMPANIES  AT  ODDS. 


.\ileguig  lliat  tile  i'ainnoiuit  &  Clarksburg  Mleclric  Railroad  Co. 
was  laying  track  on  the  .Salem  Terminal  Co's,  right  of  way,  con- 
iiary  to  an  injunction  which  had  been  obtained  by  the  latter,  Ihe 
.Salem  company,  it  is  stated,  caused  several  hundred  feet  of  the 
other's  track  to  be  torn  up  at  .\daiiislon,  W.  \'a.,  July  21st,  and 
ilirown  into  Limestone  Creek,  and  in  front  of  the  post  office  at  Wil- 
sonburg  a  i|uartcr  of  a  mile  of  ties  and  rails  were  taken  up.  Later 
ill  the  day  an  injunction  was  issued  against  the  Salem  company  re- 
straining it  from  tearing  up  the  other's  tracks.  The  companies  are 
building  electric  lines  between  Clarksburg  and  .Salem,  W.  Va. 


Arc.  20.  1903.] 


STRKF.T    RAILWAY    RFAIEVV. 


539 


THE  NATIONAL    BRAKE. 


A  new  brake  kiK>\vn  as  the  "Xational"  i)a>  rcociuly  Iicon  put  ui>*'ii 
llie  market,  the  general  arranKenuMit  nf  which  will  he  iinderslood 
by  reference  10  the  accompanying  illustrations.  Tig  i  shows  a  gen- 
eral view  of  the  assembled  brake  mechanism  which  is  contained  in  a 
frame  bolted  beneath  the  car  platform.  An  ordinary  brake  spindle 
and  handle  is  used,  the  siiindle  projecting  through  the  upper  part 
of  the  frame  l>encalli  the  platform  tloor.  The  lower  end  of  the 
pinioii  carries  a  .spindle  which  meshes  with  a  gear  wheel;  henealh 
this  gear  is  a  cam  forming  part  of  the  same  casting  and  placed 
eccentric  to  the  gear  wheel.      The  brake  chain  is  (hen  atlacheil  to  the 


^@^' 


eccentrically  geared  cam  as  .shown  in  Fig.  2.  The  same  chain. 
shoes  and  handles  used  on  ordinary  brake  spindles  may  be  used  with 
the  "Xational"  brake.  In  applying  the  brake  the  slack  in  the  chain 
is  rapidly  taken  up  over  the  part  of  the  cam  having  the  largest 
diameter  and  when  this  slack  is  taken  up  the  chain  is  in  the  position 
shown  in  Fig.  3.  This  design  of  the  cam  permits  the  slack  to  be 
taken  up  very  rapidly  when  starling  to  apply  the  brake  and  as  the 
handle  is  continued  around  the  leverage  is  gradually  increased 
from  a  13-in.  handle  to  the  equivalent  of  a  3Q-in.  handle,  the  gradual 
increase  of  the  leverage  In-ing  intended  lo  give  the  effect  of  a 
cushion  slop  >o  that  passengers  are  n<il  annoyed  by  Ihc  jerks  viliile 


I- 10 


the  car  is  Ixring  brought  to  a  itop.  While  no  special  provision  i^ 
made  in  this  brake  for  avoiding  skidding  the  brake  is  so  easily  re- 
leased and  applied  again  in  a  moment  that  when  the  molorman 
feels  tl'.e  whorls  are  skirlding  hi-  can  throw  his  brake  off  :itid  r,n 
again. 

I  he  mechanisiii  of  ibis  brake  is  boiled  U-iiealh  the  car  Hour,  the 
<aiiu-  hole  being  used  for  Ihe  spinille  that  is  provided  will)  ordinary 
brake*  and  il*  entire  ronslruclion  is  very  strong  and  durable.  I  be 
device  measures  but  17  in.  over  all  and  Ihe  iiarls  arc  all  madi- 
^lrong   rn'mgh    lo    witliMaiul    se\eral    liriio    ihe   mosi    severe    slr.iin 


that  can  be  applied  to  them.  One  of  the  most  advanlageous  points 
claimed  for  this  brake  is  the  speed  al  which  it  may  be  operated  as 
on  accoimt  tif  the  eccentric  cam  ttnly  ])art  of  one  revolution  is  re- 
ijuired  to  take  up  all  the  slack  in  the  brake  chain  and  apply  the 
power.  Ratcheting  is  not  necessary  wilb  this  brake.  This  device 
is  made  by  the  Xational  Brake  Co.,  of  Buffalo,  X.  Y.,  and  will  be 
foiuul  on  exhibition  at  the  .\.  S.  R.  .A.  Convention  at   Sar.Ttoga. 

RAIL-SANDING  DEVICE. 


Ihe  aeconipaiiynii;  illuslralioii  shows  the  "Diuu-r"  ^;lU(K■l"  whu'li 
has  ju.sl  been  placed  upon  the  market  and  is  attracting  the  attention 
of  electric  railway  managers.  It  is  designed  to  provide  either  a  con- 
tinuous discharge  of  sand,  or  an  iiuermitleut  discharge,  as  desired. 
The  device,  which  is  attached  to  the  luider  side  of  the  car  body  or 
car  platform  and  is  operated  by  a  pedal,  consists  of  an  outer  shell 
composed  of  two  castings  from  the  same  pattern,  fitted  together  to 
form  a  bo.x  with  a  tapering  bottom  that  ends  in  a  tube;  a  pipe  to 
convey  the  sand  from  a  box  on  the  platform,  and  a  tilting  hopper  for 
discharging  the  sand.  The  entire  device  consists  of  only  four  cast- 
ings, with  no  wearing  parts,  and  without  a  valve  to  get  out  of  order. 
The  edge  of  each  half  of  the  outer  shell  is  grooved  the  entire  length 
and  the  grooves  packed  with  prepared  wicking  lo  render  the  box 
absolutely  water-tight.  The  tilting  hopper  is  shaped  like  a  scoop, 
swings  on  axles  in  bearings  in  the  sides  of  the  box,  and  is  operated 
from  the  outside  by  means  of  a  lever  and  spring  attachment.  It  is 
divided  into  two  compartments  in  one  of  which  is  a  hole  for  the 
straight  discharge  of  the  sand,  while  the  other  forms  the  aperture 
for  intermittent  discharge.  If  the  sand  should  cake  and  plug  up 
the  straight  discharge  hole  it  is  bound  lo  be  discharged  through  Ihe 
intermitting  side.  For  that  reason,  too,  only  a  small  outlet  is 
needed  when  the  straight  discharge  is  used,  although  the  size  of 
the  hole  for  the  straight  discharge  depends  upon  the  How  of  sanil 
desired. 

Inside  of  the  sand  tube  shown  in  the  illustration,  and  extending 
up  into  the  storage  box.  is  a  wire  "agitator'',  the  lower  end  of  which 
is  attached  to  the  hopper  in  such  a  manner  that  through  the  tilting 
of  the  hopper  the  agitator  is  kept  in  motion,  agitating  the  sand  to 


DfNKK    S.XNDIOR. 

prevent  chigging.  Ihe  bottom  of  the  sand  tube  is  -5^  in.  from  the 
hopper  and  wluii  the  device  is  at  rest  a  nunmd  of  sand  forms  al 
the  bottom  rif  the  tube  and  ads  ;is  a  plug  which  etTeclually  closes 
the  tube  .■Mid  is  not  disturbed  by  jolting.  This  self-plugging  prevents 
ihc  sand  spilling  or  Mowing  out  unid  the  molin'man  releases  it  by 
tilling  Ihc  hopj)er.  When  Ihe  hopper  is  tilted,  if  a  straight  dis- 
charge is  desired,  the  small  hole  In  the  side  of  the  hopper  is  brouglll 
into  line  with  Ihe  iKilloin  of  Ihe  lube  and  Ihe  sand  Hows  out  in  a 
steady  stream  until  Ihe  hopper  is  righte<l  again.  If  ,in  iulermiUenl 
discharge  is  wauled.  Ihe  small  hole  is  plugged  or  left  out  entirely  in 
Ihe  casiing.  The  hopper  is  then  tilled  forward  and  backward  al 
llie  will  of  ihe  opeialor.  and  .il  e.ich  forward  movemeul  the  sand  is 
ilischarged.  The  sand  tube  in  Ihe  bo\  i^  1'  1  in  in  diauii'ler;  ihe  Ihix 
is  10'/;.  X  S';.  \  I)  in.  in  -i/e.  |ohn  ( ',  I  inner.  116  So  Clinlon  .Si,. 
("Iiicago.   is  llir   iiuciilnt    :iiid   iiiaiiufaelui cr. 


I  In-    Tr.ledii    U.iilway-    S-    l.ighl    Co.    reeeiilly    :i|i|ilicrl    lo   Ihe   eily 
for  the  iMeiision  of  .-ill  iu  eily   fraiiehises  for  J.s  years. 


540 


STRKFT    RAILWAY    KF.VIKW. 


(Vol.  XIII.  No.  8 


THE  WATSON   LIFE  SAVING   DEVICES  FOR 
ELECTRIC   CARS. 


I'hc  Watson  automatic  fender  and  automatic  wheel  guard  are  tuu 
i>f  the  latest  types  of  life-saving  devices  for  preventing  injury  to 
persons  who  may  be  struck  by  the  front  end  of  an  electric  car. 

The  automatic  fender  is  self-acting  but  can  also  be  dropped  by 
the  motorman"s  foot.  It  is  built  entirely  of  metal  with  interchange- 
able parts  and  is  resiliani  in  its  action,  being  cu'^hioncd  throughout 
so  that  the  person  struck  receives  no  hard  blow  or  shock.  The 
frame  i''  telescopic  :in<l  very  strong.    The  automatic  trip  bar  can  Ik- 


WATSON    AUTOMATIC    CAK    I'K.S  DKIS. 

uirned  up  against  the  back  of  the  fender  whenever  necessary  to 
prevent  it  from  coming  in  contact  with  snow  drifts  during  snow 
■storms,  and  when  in  that  position  the  weight  of  a  person  falling  on 
the  fender  acts  on  an  independent  release,  causing  the  fender  to 
drop  to  the  roadbed.  Whenever  the  fender  is  pressed  or  dropped 
to  within  an  inch  of  the  track  the  automatic  release  is  brought  into 
action,  and  then  the  fender  is  locked  to  the  rails  with  a  simple  lock- 
ing arrangement.     The  hangers  by  which  (he  fender  is  altaclied  to 


and  does  nut  oscillate;  it  is  directly  over  the  rails  at  all  times.  The 
trip  bar  arms  U-iiig  attached  to  pilot  board  act  as  a  guard  to  pre- 
vent any  obstacle  or  W»\y  from  rolling  onto  track  at  the  sides,  there 
being  no  opening  between  the  trip  and  the  guard.  Four  IkjIIs  only 
arc  required  to  hold  the  wheel  guard  in  position  on  the  pilot  boani 
of  single  or  double  trucks.  The  wheel  guard  is  provi<led  with  a 
special  front  or  buffer  to  prevent  it  striking  against  any  unevcnness 
in  roadbed. 

.\  sample  fender  or  wheel  guard  will  l)e  sent  for  trial  to  any  elec- 
tric railway  company  in  the  L'nited  Stales  or  Canada  that  is  in  the 
market  for  fender  cc|uipmenl.  The  devices  are  handled  by  W.  T. 
Watson,  Ho.\  243,  Newark,  N.  J.,  to  whom  application  should  be 
made  for  further  particulars. 


THE  R.   D.   NUTTALL  CO. 


Some  idea  of  the  magnitude  of  the  gear  and  pinion  business  of 
the  R.  U.  .Nuttall  Co.,  of  Pittsburg,  may  be  derived  from  the  an- 
nouncement that,  although  the  company  has  expended  a  large  sum 
of  money  for  new  machinery  during  the  past  tw<i  years,  in  order  to 
properly  care  for  its  rapidly  increasing  trade,  it  has  found  it  neces- 
sary recently  to  add  23  of  the  latest  type  gear-cutting  machines,  as 
well  as  imiividual  worm  gear  machinery,  mills,  lathes,  etc.,  to  corre- 
spond. In  regard  to  the  new  gear-cutting  machinery,  this  is  be- 
lieved to  have  been  the  largest  individual  order  for  this  type  of 
machines  ever  placed,  and  it  swells  the  total  number  of  these  ma- 
chines at  this  plant  now  in  operation  and  being  set  up  to  over  100, 
which  is  believed  to  be  the  largest  and  most  complete  gear-cutting 
equipment  in  the  world.  The  company  has  also  made  a  correspond- 
ing increase  in  the  capacity  of  its  power  plant. 

The  R.  D.  Nuttall  Co.  first  began  the  manufacture  of  gears  and 
pinions  for  street  railway  service  about  13  years  ago,  when  the 
demand  for  this  class  of  material  required  the  use  of  but  one  gear- 
cutting  machine.  In  the  interim  the  company  has  established  many 
foreign  agencies  and  the  orders  received  through  this  source  have 
constantly  increased  in  number  and  size. 

The  almost  universal  adoption  of  heavy  cars  and  powerful  motors 
for  high  speed  and  interurban  service  has  made  it  necessary  to  corre- 
spondingly increase  the  weight  and  improve  the  design  of  motor 
gearing,  and  the  company  has  placed  on  the  market  a  very  complete 
line  of  gearing  for  this  particular  service.     It  also  manufactures  trol- 


\V.\TS().V    Al'TUMATK-    WIIEKI.   lil'.VRD. 


the  car  are  practically  diamond  frames,  chosen  as  being  a  strong 
design,  and  are  placed  so  as  not  to  bring  undue  strain  on  the  plat- 
form sills.  The  rods  used  in  the  drop  device  are  is  i".  in  diameter. 
The  strips  are  cold  rolled  steel  of  suitable  width  and  thickness.  The 
cushioned  front  of  fender  is  rublwr  tubing  with  a  small  steel  wire 
cable  passing  through  it.  which  in  addition  to  the  telescopic  frame 
gives  great  flexibility.  The  Watson  fender  is  used  on  all  the  cars 
of  the  Toronto  .Street  Railway  Co.,  of  Toronto,  Can. 

The  Watson  automatic  wheel  guard  can  be  used  in  conjunction 
with  any  make  of  fender  and  is  designed  to  prevent  the  person 
struck  from  passing  under  the  wheels,  should  the  body  by  any  chance 
pass  under  the  fender.  The  guard  is  entirely  automatic  and  has  no 
connection  with  any  part  of  the  car  body  and  will,  therefore,  swing 
around  curves  with  the  truck.     It   runs  at  one  height  from  rails 


leys  and  trolley  reimir  parts   for  every  kind  of  trolley  service,  this 
being  no  inconsiderable  part  of  the  business. 

Under  the  able  management  of  the  president.  Mr.  1''.  A.  Estep. 
the  company  has  attained  an  enviable  position  in  the  street  railway 
supply  business,  and  its  reputable  business  methods  are  a  guarantee 
of  its  continuance  in  favor. 


The  r.  11.  Buckley  Car  Manufacturing  Co.  has  been  incorporated 
with  a  capital  of  $250,000  to  manufacture  steam  and  electric  cars,  etc.. 
and  to  absorb  the  business  of  the  T.  H.  Buckley  Lunch  Wagon 
Manufacturing  &  Catering  Co.  The  company  has  purchased  land 
at  Worcester,  Mass.,  on  which  is  being  erected  a  car  manufacturing 
plant  to  cost  about  $50,000.  for  which  plans  were  prepared  by  Frost, 
Briggs  &  Chamberlain,  of  Worcester. 


Aug.  ao.  1903.] 


STREET    RAILWAY    REVIEW. 


541 


JEWETT  CARS  FOR  THE  INTERBOROUGH 
COMPANY. 


A  largi-  order  of  cars  tor  the  Intcrborough  Rapid  Transit  Co.. 
of  New  York  City,  is  being  completed  by  the  Jewett  Car  Co.,  of 
Newark,  O.,  and  these  cars  contain  a  nnmbcr  of  interesting  features 


slieathing,  8  ft.  10  in. ;  total  width  of  roof.  S  fl.  6  in. ;  height  of  body 
from  bottom  of  sill  to  top  of  roof.  8  ft.  10  in.:  height  from  rail  to 
top  of  roof.  12  ft.  There  are  four  longitudinal  sills  in  the  Hoor 
framing.  The  side  sills  each  consi.sts  of  a  ()-in.  channel,  8  lb.  per 
ft.,  running  from  buffer  to  buffer,  which  is  reinforced  with  a 
3^x7  in.  yellow  pine  sill  on  the  outside  and  a  3!4x6  in.  yellow 


HALF    l'L.\N  .^ND    ELKVATION  (IK   IXTERIlllKOnCIl  CARS. 

among  which  the  provisions  for  making  them  practically  fire  proof 
.««.,  i.„   :„ii ...>.:, I       -n.^   i    .1..-; „r  .1...       _  ..  1 

-.iviv.    iij    (I    .1  -^  .Till,    ji.iiww     I'lin;    3111.         I  iiL-    \;iui     mii>    ,u  i:    ^-iii.    Liictiiii(.'i>, 

11!^  lb.  per  fl..  reinfcjrccd  with  oak.     The  needle  beams  are  made  of 


■•o    » -^  ,,.„..., .,  .......5,  ........   ,,.,.v,,^.,..j    1.1^  ,,,.„. I  |)iiie  sill  on  the  inside.      The  center  sills  are  of  5-iii.  I-beams.  IJJ4  lb. 

may  Iw  specially  mentioned.     'I"he  general  design  of  these  cars  and  per  ft.,  running  from  buffer  to  buffer,  which  are  reinforced  on  each 

the   seating  arrangement,  as  well  as  the  side  and  end   framing  are  side  by  a  3  x  5-iii.  yellow  iiine  sill.     The  end  sills  are  5-in.  channels. 

shown  in  the  accompanying  illustrations.  ■■'-'  " -  ' ■■' '      ■'       '-      ''  "    '  '      ' 


4-- 


-  ^^'s'le^Mi^ntetvimrti^'^ntresi 


y^^ ^*-   ^  €.  r^mr^vrw^^^m^^^^rrr^ -  '     ■ — .  .  _       ^  . . _  _ 


j-sj-- 


KF.EVATION  or  FRAMINC.  INTKRIi(iHoir<.  II  CAR. 


The  general  dimeniions  lA  the  car  are  as  follows:  Length  over 
Uidy,  42  fl.  7  in.;  length  over  ImfTers,  51  fl.  2  in.;  length  over  draw 
bar*,  5t    fl.  s  in.;   width  over  side  silU,  K  fl.  H^   in.;   width  over 


.1-in.  1-lK'ams,  t)y.\  lb.  per  ft.,  the  ends  of  which  are  fastened  to  (he 
body  cross-roil  siii)porls.  .All  angles,  cb;imie!s  and  l-be,-ims  for  the 
brillom  framing  are  thoroughly  riveti'd  logellni-  lu'fon-  ;iiiv  wood  is 


54: 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII.  No.  8. 


H|i|ilii-<l  :iii<l  must  oi  the  castings  used  throiiglintil  llic  c.tr  arc  made 
i)f  >t«d. 

riierc  arc  three  Huors  in  the  car.  the  iKillum  one  lieing  laid  cross- 
wise, the  .second  one  lengthwise  as  is  also  the  top  or  grooved  tloor 
covering.  .-Ml  the  ll(H>rs  are  made  of  maple,  this  wood  lieing  least 
lialile  to  ignite.  Itetween  the  two  iHiltom  floors  a  l.iyer  o(  asliestos 
roll  lire-felt  is  placed.  The  under  trusses  are  made  of  i!4-in.  ruiiiid 
iron,  there  Iwing  two  to  a  car.  The  liott<mi  of  the  car  over  the 
motor  tnick  is  sheatheil  with  No.  8  steel  and  the  rest  of  the  bottom 
is  covered  with  "x-in.  yellow  poplar  and  !4-in.  "transite"  huanl. 
The  iKilsters  are  made  with  two  steel  plates,  the  to|i  one  lieiiig  <)  .s  ^ 
in.  and  the  bottom  one  gx  i   in. 

The  .side  framing  of  the  car  is  well  braced  as  will  lie  seen  by  ref- 
erence to  one  of  the  accompanying  illiislralions.  ICiicli  of  the  vesti- 
bule posts  is  strengthened  by  a  2'j  x  ^-in.  wheel  bar  fastened  to 
the  buflTer  and  to  tlie  IkxhI  Ix)w.  The  hood  is  strengthened  by  a 
i'/j  X  2  X  W-in.  angle  which  extends  all  around  the  hood  and  runs 
track  4  ft.  over  the  Ixwly  side  plates  at  each  side  of  the  car.  The 
roof  is  strengthened  with  seven  steel  carllnes.  The  sheathing  on 
the  side  of  the  car  below  the  sash  rest  is  covere<l  with  copper  which 
is  buffed  and  lacquered. 

The  cars  arc  finished  in  mahogany  with  neat  mar(|uelry  and  the 
seating  arrangements  arc  the  same  as  on  slanrlard  elevated  railroad 
cars  as  shown  in  one  of  the  illu.strations.  The  seals  arc  of  the 
Hale  &  Killnirn  make  and  are  covered  with  rattan.  The  head  lining 
is  made  of  composite  board  ^i  in.  thick  and  painted.  Polished  plaie 
glass  is  used  Ihroiighout  the  car  except  for  the  decks  which  have 
ornamental  glass.  .Ml  the  cars  are  equipped  with  \'an  Dorn  draw 
bars  and  Pitt  safety  gates.  The  vestibules  for  these  cars  arc  what 
are  known  as  the  Gibbs  patent  vestibule  designed  by  Mr.  George 
Gibbs.  consulting  engineer  of  the  New  York  Interborough  Rapid 
Transit  Co.  The  wiring  of  the  cars  is  all  contained  in  metallic 
conduit  and  the  equipment  includes  automatic  air  brakes  as  well  as 
hand  brakes. 


THE  UNI  SIGNAL. 


It  is  now  generally  recognized  by  the  management  of  single  track 
electric  railroads  that  a  .strong  necessity  exists  for  reliable  signals 
and  the  "Uni"  signal  made  by  the  Uni  Signal  Co.,  of  Cambridge, 
Mass.,  emlx>dies  many  points  of  excellence  which  arc  claimed  to 
particularly  adapt  it  to  this  class  of  service.  This  signal  is  the  joint 
invention  of  Prof.  Charles  H.  Morse,  Charles  F.  Hopewell  and 
Frederick  Turner  and  the  inventors  have  produced  a  signal  system 
of  great  simplicity  and  which  has  been  pronounced  highly  reliable. 
One  of  the  chief  characteristics  of  the  mechanism  is  the  absence  of 


lamp  set  against  it  put  out  this  signal.  I  he  signal  can  only  be  re- 
stored when  once  set  by  running  under  the  leaving-end  trolley 
switch  in  the  proper  direction.  Fig.  2  shows  a  view  of  the  signal 
Ih>x  with  its  front  cover  open  and  Fig.  3  shows  one  of  the  signal 
movements  taken  apart,  for  which  only  a  screw  driver  and  pair  of 
(diers  are  re(|uired.  In  the  rear  of  this  illustration  is  the  iron  back- 
plate  uilh  the  three  slate  switchUiards  attached.  In  front  are  the 
two  large  lighting  and  extinguishing   magnets  and  a  small  magnet 


FIG.  2. 

useil  for  a  magnetic  lock.  .\ll  of  these  magnets  have  internal  arma- 
tures and  can  be  directly  attached  to  the  iron  back-plate  without  loss 
of  magnetism.  This  allows  the  b,ack-plate  to  act  as  a  heat  radiating 
surface.  The  single  switch  lever  shown  in  the  foreground  is  maile 
of  aluminum  to  reduce  its  inertia.  There  are  but  three  points  where 
the  circuit  is  broken  in  the  l)Ox  and  the  circuit  breakers  arc  of  the 
disk  type  and  operate  with  a  quick  break.  The  resistance  plate  used 
is  of  the  enameled  type. 

.•\mong  the  advantages  claimed  for  the  "I'ni"  signal  arc  visibility 
of  the  green  or  safety  signal  in  both  directions  thereby  allowing  the 
conductor  to  see  that  the  safety  lamp  is  lighted  and  thus  protect 
against  carelessness  of  the  motorman ;  the  provision  of  a  terminal 
box  equipped  with  liglitning  arresters;  the  .ability  to  remove  the 
euiirc  signal  movement  from  the  box  without  the  aid  of  any  tools ; 
the  absence  of  all  springs,  gravity  being  the  only  restoring  force. 
The   use  of  a   deleiit    spring   in   the  trolley   switch    has   lK:en   over- 


FIG.  1. 

all  springs  in  the  signal  movement  wliicli  contains  but  comparatively 
few  moving  parts.  A  special  study  has  also  been  given  lo  the  insula- 
tion of  all  current  carrying  parts. 

The  operation  of  the  signal  is  as  follows :  A  car  on  entering  a 
block  section  has  its  trolley  wheel  run  under  an  automatic  trolley 
switch  which  is  shown  in  Fig.  I.  This  switch  lights  a  green  lamp 
in  the  signal  l)ox  directly  in  advance  of  the  car  and  also  lights  a  red 
lamp,  wired  in  series  with  the  former,  in  the  signal  Ikjx  at  the  distant 
end  of  the  block.  When  the  car  passes  under  the  switch  at  the 
distant  end  of  the  block  l)Oth  lamps  arc  extingui.shed.  When  either 
lamp  is  lighted  the  section  contains  no  cars.  The  signal  is  double 
acting;  that  is  to  say,  a  car  entering  from  the  other  end  of  the 
block  will,  mider  normal  conditions,  light  the  lamps  in  the  opposite 
maimer  to  that  just  described. 

When  a  car  has  once  entered  a  block  and  lighted  its  lamps  an- 
other car  following  will  not  affect  the  signals  nor  will  a  car  from 
the  opposite  direction   running  under  the  trolley  switch  with  a  red 


come  in  a  uovei   manner  which  obviates  the  liability  of  the  trolley 
being  thrown  off  the  wire  at  this  point. 

This  signal  contains  all  the  automatic,  non-interfering  and  inter- 
locking features  found  in  other  systems  and  it  shows  evidence  of 
great   care   and    study   in   its   design. 

■•-'-¥■ 

THE  COLUMBIA  TROLLEY  POLE. 


The  Columbia  Machine  Works  &  Malleable  Iron  Co.,  of  Chestnut 
St.,  Brooklyn,  N.  Y.,  makes  the  Columbia  trolley  |X)le,  which  has 
been  u.sed  extensively  in  this  country  with  universal  satisfaction. 
The  pole  is  made  from  the  best  steel  tubing,  tapered  down  beginning 
at  a  point  42  in.  from  the  top,  from  i'4-in.  diameter  to  l-in.  diam 
eler.  The  company  is  turning  out  300  trolley  poles  a  day  and  is  in 
a  position  to  (ill  orders  with  promptness  and  dispatch.  The  poles  arc 
made  either  plain  or  reinforced. 


AlC.  20,  190,^.] 


STREET    RAILWAY    REVIEW. 


543 


FENDERS  VS.   LIFE-GUARDS. 


Editor   "Review" : 

The  subject  of  fenders  for  electric  railway  cars  is  one  that  seems 
to  irritate  nearly  every  president,  general  manager  or  superintendent 
when  it  is  brought  to  their  attention  and  particularly  so  it"  it  happens 
to  be  through  a  representative  of  a  car  fender  company.  There  are 
a  great  many  reasons  why  this  is  so  and  were  I  a  railroad  official 
I  am  not  sure  but  that  I  would  feel  the  same  as  they  do  when  called 
upon  by  a  fender  man.  It  goes  without  saying  that  every  inventor 
of  a  new  car  fender  or  representative  of  a  fender  company  claims 
that  his  is  the  best,  and  superior  to  any  on  the  market — and  as  this 
claim  is  made  by  all  alike  it  is  not  surprising  that  the  railroad  official 
has  a  Kxik  of  incredulity  and  a  tired  feeling  when  a  fender  man 
does  succeed  in  invading  the  privacy  of  his  sanctum  sanctorum. 

It  is  an  undeniable  fact  that  there  have  been  and  still  are  on  the 
market  a  great  many  so-called  fenders  that  are  not  worthy  of  the 
name  and  only  assist  in  mangling  the  victim  who  has  been  so  unfor- 
tunate as  to  be  struck  by  one  of  them.  The  truth  is  that  in  many 
cases  the  parties  might  have  saved  their  lives  but  for  the  apology 
called  a  fender  on  the  front  end  of  a  car  which  is  there  only  for  the 
purpose  of  complying  with  some  local  ordinance. 

There  have  been  so  many  worthless  fenders  on  the  market  from 
time  to  time  that  the  mere  mention  of  the  subject  is  all  that  is 
necessary  to  bring  forth  a  tirade  of  abuse  from  some  railroad  man- 
agers. While  this  applies  to  some,  I  am  thankful  to  say  that  the  vast 
majority  of  railroad  officials  arc  both  courteous  and  progressive  and 
more  than  willing  to  give  their  time  to  investigate  if  a  fender  of  any 
merit  is  brought  to  their  attention.  They  want  it  and  what  is  more, 
arc  willing  to  pay  a  fair  price  for  it  if  they  can  be  convinced  that 
it  will  save  life  and  reduce  the  claims  for  damages  against  them  in 
case  of  accidents. 

I  appreciate  the  fact  that  managers  are  humane  and  do  not  wish 
to  needlessly  sacrifice  human  life,  but  they  are  the  responsible  agents 
of  the  corporation  which  they  serve.  They  cannot  well  spend  both 
their  time  and  the  company's  money  to  investigate  and  try  the  thou- 
sand and  one  devices  that  are  brought  to  their  attention  each  year. 
However,  when  one  can  show  them  a  device  which  is  going  to  save 
their  company  money  (more  than  the  cost  of  the  device)  the  rail- 
way men  are  always  willing  and  interested  listeners.  But  the  sub- 
ject is  fenders,  not  managers.  I3y  referring  to  the  dictionary  you 
will  see  that  the  word  fend  means  to  ward  off;  to  parry;  to  thru.st 
aside,  etc.,  and  unfortunately  the  word  applies  only  too  well  to  many 
of  the  alleged  safeguards  on  the  front  end  of  our  electric  cars.  That 
they  arc  fenders  indeed  is  easily  proved  by  referring  to  the  statistics 
III  the  dead,  the  maimed,  and  the  halt  who  have  l)cen  struck  by  them 

I  do  not  Ijclicve  that  any  sane  railroad  manager  wants  to  equip  his 
cars  with  a  fender,  although  I  heard  one  remark  that  a  life  cost 
$5.oco  while  a  limb  may  cost  the  company  much  more.  But  progress 
has  lieen  made  in  the  past  decade,  even  in  fenders,  and  some  are  not 
so  deadly  as  others. 

What  the  electric  car  needs  is  a  life  guard  and  not  a  fender.  The 
developments  of  the  past  few  months  have  been  such  as  to  demon- 
strate that  it  is  possible  to  equip  each  and  every  electric  car  in  the 
country  with  a  life  guard  that  will  ufil  fend  but  will  positively  pick 
up  and  retain  on  the  guard,  absolutely  uninjured,  every  man,  woman 
or  child  who  is  unfortunate  enough  to  be  in  the  way  of  the  car  so 
(quipped  and  moving  at  any  speed  from  one  to  twenty-two  miles 
per  hour. 

The  guard  to  which  I  have  reference  has  saved  the  lives  of  a 
score  of  persons  in  the  past  few  months,  including  not  only  men  and 
women  but  children  from  three  to  seven  years  of  age.  As  a  result 
of  their  actual  operation  they  have  been  pronounced  by  the  lines 
U!iing  ihrm  the  Iwst  device  for  the  purpose  on  the  market.  The  guard 
in  question  has  l>ccn  out  but  a  few  months,  l)ut  several  lines  have 
jlready  iK-cn  equipped  anri  more  have  placed  their  orders  for  them. 
It  is  not  surprising  that  this  is  s»,  as  the  company  handling  them  has, 
in  the  past  three  months,  put  trial  guards  on  fifteen  different  roads 
throughout  the  coinilry  and  in  every  case  have  demonstrated  its 
merits  by  picking  up  men  (not  dummies)  with  cars  moving  at  vari- 
rnis  speeds  from  one  to  twenty-two  miles  per  hour  and  in  every  in- 
»laiicc  the  parlies  have  In-en  absolutely  uninjured.  It  is  not  alone 
their  'iwn  employes  who  have  niaile  these  trial  demonstrations,  but 
in  every  cav  employes  of  the  roati  for  which  trials  have  been  made 
have  vohmlarily  tested  it  themselves.  The  results  oblained  by  the 
use  of  this  guard  have  been  such  that  the  company  is  willing  to  guar- 


antee a  saving  of  50  per  cent  in  damage  claims  in  all  front  end  ac- 
cidents and  while  it  will  guarantee  50  per  cent  it  claims  the  saving 
will,  in  reality,  be  over  90  per  cent.  These  claims  may  appear  boast- 
lul,  but  the  results  of  work  on  lines  already  equipped  and  the  dcni- 
onstralions  which  they  ha\c  niaclo,  certainly  bear  out  all  thai  is 
claimed  for  the  tlc\icc. 

It  is  not  the  purpose  of  this  article  to  run  down  fenders,  but  to 
praise  life  guards  that  do  not  fend  but  save  both  life  and  limb. 

There  will  undoubtedly  be  many  fenders  on  exhibition  at  the  con- 
vention at  Saratoga  in  September,  but  those  interested  should  not 
stop  with  the  examination  of  fenders.  Look  for  the  life  giuird,  you 
will  find  it  in  evidence  there,  (luce  seen  in  operation  you  will  never 
c(iuip  the  cars  of  your  line  with  ft-ndcrs. 

Wnirs  for  humanity. 
Dr.   Chauncey  B.    Forward. 


BITUMINIZED  FIBER  CONDUIT. 


The  .American  Conduit  Co.,  of  170  Broadway,  New  York  City, 
has  recently  issued  a  handsomely  illustrated  catalog  devoted  to  a 
description  of  its  biluminized  fiber  conduit.  This  conduit  is  claimed 
to  be  specially  desirable  for  underground  systems  of  ducts  used  in 
connection  with  railway,  telephone  and  telegraph  or  lighting  cir- 
cuits and  it  has  a  number  of  characteristics  which  adapt  it  specially 
for  this  service.  Among  these  may  be  mentioned,  it  is  non-corro- 
sive and  not  subject  to  deterioration  or  decay,  its  insulating  quali- 


mmmmmmmm 


.a*!- 


m.wji»» 


SECTION  OF  CONDUIT  IN  TKICNCH. 

ties  are  high,  it  is  dry  and  moisture  proof  and  its  joints  are  water 
light  and  air  tight.  Its  joints  are  self  aligning  and  it  is  light  in 
weight,  which  insures  low  cost  in  freighting,  handling  and  laying. 

The  accompanying  illustration  shows  an  open  trench  with  con- 
duit in  place.  One  of  the  most  important  features  in  laying  this 
conduit  is  the  method  of  joining  unit  to  unit.  Bituminized  fiber 
conduit  has  a  male  and  female  slip  joint  turned  true  in  a  lathe. 
Such  a  joint  is  strictly  self  aligning,  which  makes  it  possible  to 
easily  slip  unit  after  unit  together  in  the  trench,  and  no  wrapjiing 
with  burlap  or  trowel  work  is  required.  A  pot  of  li(|uid  conipnund 
is  kept  conveniently  at  hand  into  which  ihc  workni.iii  ilips  lln-  eniN 
of  each  unit  as  he  passes  it  into  the  trench. 

This  conduit  has  been  in  successful  use  in  Chicago,  Kansas  City. 
Ouialia,  .San  Francisco  and  numerous  other  large  cities.  The  cont- 
patiy  has  just  established  a  large  new  factory  at  Philadel|)hia  which, 
together  with  its  original  platU  at  I.os  .Angeles,  will  enable  it  to 
accept  contracts  and  make  pronq)t  dcli\cry  in  ;ui>'  p;irl  of  itu'  UnilctI 
States  and  Canada. 


A  Brooklyn  law  firm  has  been  retained  by  nearly  100  persons  to 
bring  suits  against  the  Brooklyn  Rapid  Transit  Co.,  to  test  the  right 
of  the  ccjinpany  to  charge  a  double  fare  on  the  ordinary  cars  within 
the  city  limits  and  to  run  parlor  cars  in  which  patrons  nnisl  pay 
25  cents   for  .'1  scat. 


■Anilerson.  Ind.,  lias  decided  to  install  a  iniinicipa!  electric  ligliliiig 
plant  the  e(|iiipiiieiil  of  which  will  comprise  Iwo  .400  kw.  I'arsoiis- 
VVesiinglKiiise  steam  turbines,  three  .lio  li  p,  Slirling  boilers  and 
Krmey  stokers.  K.  \i.  Vincent,  M.  I-'..,  of  Indiaii.ipolis,  is  consulting 
engineer  for  the  City  of  Anilersoii. 


544 


STREF.T    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  8. 


NEW   AIR  BRAKE  SYSTEM. 


I  he  NalKiiKil  .Mr  Itraki'  Co..  of  JJi  llrcwilway,  Niw  Vurk  City, 
is  placing  on  lliv  niarki-t  a  new  air  hraku  >y'stcni  for  electric  car». 
Kor  service  on  cily  car»  or  wherever  cars  are  rnn  in  single  units, 
the  company  lias  developed  a  system  known  as  the  automatic  straight 
air  system  which  comprises  all  the  featnres  of  the  straight  air 
lirake  logelher  with  an  atilomalic  featnre,  wlierehy  the  hrakes  are 
immediately  and  anioinalically  appplied,  if.  for  any  reason,  there  i> 
a  leak  or  lireak  in  the  air  lank  or  pijK-i.  Tluis  ihe  inolorniaii  can 
de|H-nd  n|ioii  his  hrakes  .it  all  limes,  for  if  the  air  pressure  liecoines 
low  for  any  reasi>n,  the  hrakes  will  Ik-  ai)|)lie<l  anioinalically  and 
the  car  hronghl  to  a  stop.  Therefore,  if  the  niotorman  is  ahle  to 
rnn  his  car.  he  knows  that  the  hrake  is  in  working  order  and  the 
danger  of  an  accident  due  to  defective  hrakes  is  claimed  to  Iw  en- 
tirely eliminated. 

For  service  where  the  cars  are  rnn  in  trains,  a  different  system 
has  licen  developed  wherehy  there  is  a  pressnre  of  from  lO  to  15  ll>. 
of  air  on  the  train  pipe  at  all  times,  and  if  any  pan  of  the  hraking 
system  develops  a  leak  or  Ix'comes  defective,  a  tell-tale  signal  in 
Ihe  iiiotorman's  cah  al  once  announces  the  fact,  thereby  giving  the 
niotorman  a  chance  to  repair  the  defect  l)efore  an  accident  occurs. 

Both  systems  employ  a  motor-driven  air  compressor  with  auto- 
matic reguKitor  for  maintaining  the  working  pressure  of  air  in  the 
main  cylinder. 

ECONOMY  LUBRICATOR  AND  DUST  GUARD. 


Ihe  "ICconomy"  lubricator  .ind  dust  guard,  which  is  illustrated 
herewith,  is  made  by  the  Railway  Journal  Lubricating  Co..  of  Mil- 
waukee and  Qiicago.  1:  is  a  practically  new  device  which  has 
been  attracting  considerable  attention,  especially  on  a  number  of 
electric  roads  where  it  has  been  submitted  to  very  severe  tests  for 
efficiency  and  durability.  The  lubricating  feature  is  simply  a  ball- 
hearing  metal  wheel,  about  2'/2  in.  in  diameter,  with  I  in.  face,  which 
runs  in  oil  and  carries  the  oil  to  the  journal.  This  wheel  is  con- 
tained in  a  sheave  directly  supported  on  one  side  by  a  stud  in  the 
side  of  the  journal  Ixix,  ibe  i>pposilc  side  of  the  sheave  being  at 


DfST  (.lAKll. 

lached  by  a  tension  spring  to  a  stud  in  the  other  side  of  the  box. 
This  arrangement  holds  the  face  of  the  wheel  in  constanl  contact 
with  the  under  side  of  the  jonrnal.  and  when  the  journal  revolves 
the  wheel  revolves.  The  oil  supply  is  in  the  bottom  of  ihc  journal 
box.  which  is  oil-light,  the  lower  half  of  the  wheel  being  submerged 
in  the  oil.  As  the  wheel  revolves  the  oil  is  carried  by  it  to  the 
journal  which  in  turn  carries  it  up  to  the  journal  brass,  where  it  is 
distributed  over  the   entire   length    of  the  journal   at   the  point  of 


contact  with  ihe  brass.     Un  short  journals  one  wheel  is  all  that  is 
required,  but  on  longer  journals  two  wheels  arc  used. 

The  dust  guard  which  is  used  in  connection  with  this  device  is 
designed  essentially  to  prevent  ihe  waste  of  oil. •especially  through 
the  opening  in  the  luck  of  the  lx>x.  It  is  conslrncle<l  of  three  sec- 
tions of  lil>er  placed  Itetween  two  steel  pl.ites,  which  are  firmly  riv- 
eted, yet  .illow  for  the  play  of  the  fiber  iK'tween  them.  The  two 
•ide  pieces  of  IiIkt  are  pivoted  at  the  iHMIom :  the  lop  section  is 
lilted  in  wilb  the  side  pieces  sn  that   il   will   shde  up  anil  down,  anrl 


ECONOMY  I,I"l!HIC.\TOK. 

I  lure  is  a  spring  on  each  of  the  four  sides  to  press  the  fiber  into 
constant  contact  with  the  journal.  This  guard  fits  into  the  ordinary 
dust  guard  slot,  and  as  the  oil  runs  back  toward  it  on  the  journal 
the  oil  is  turned  back  into  the  Ihix.  whereas  in  conunon  practice  it 
would  be  wasted. 

The  entire  apparatus  is  so  constructed  that  its  application  does 
not  affect  the  standard  make  of  journal  or  journal  box,  nor  iloes 
it  interfere  with  the  changing  of  the  journal  brass.  It  is  stated  that 
tests  have  shown  that  by  using  this  device  a  great  saving  in  the 
journal  brasses  is  obtained,  the  life  of  the  brass  being  <loubled. 
because  of  the  perfect  lubrication.  No  grit  from  sediment  in  the  Ixix 
is  carried  up  to  the  journal,  the  wheel  Iwing  ^  in.  from  the  liottoni 
of  the  oil  chamber. 

The  "Economy"  lubricator  and  dust  guard  will  be  on  exhibition 
at  the  street  railway  conveitlion.  in  charge  of  those  who  have  per- 
fected the  device  and  have  had  personal  charge  of  all  demonstrations 
made  by  the  company.  I  he  Chicago  office  of  the  company  is  al 
i->32  Monadnock  Hlock.  Chicago.  111. 


'A  RUBEROID  ALBUM." 


The  Standard  I'ainl  Co..  of  100  William  St..  Xcw  York  City,  has 
published  a  unique  "souvenir"  of  the  twelfth  year  of  success  of 
"Ruljeroid  Roofing",  which  is  said  to  have  been  the  first  prepared 
roofing  placed  on  the  market,  which  was  absolutely  weather-proof, 
acid-proof,  elastic,  odorless  and  fire-resisting.  The  souvenir  is  a 
48-pagc  publication  devoted  to  telling  the  story  of  "Ruberoid  Roof- 
ing", what  it  is.  and  what  it  does.  A  considerable  portion  of  ihe 
work  is  taken  up  with  reproductions  from  photographs  of  a  large 
variety  of  buildings,  churches,  factories,  dwelling  houses,  etc..  which 
have  been  roofed  with  "Ruberoid".  The  versatility,  so  to  speak,  of 
this  compound  is  strikingly  indicated  in  this  collection,  and  the 
l)ictures  together  with  the  many  Icslimonial  letters  produced  are 
ample  proof  of  the  claims  made  by  the  maker.  The  covers  of  the 
publication  are  reproduced  in  imitation  of  the  roofing,  and  all  in  all 
the  work  is  ample  evidence  of  the  superior  prestige  enjoyed  by  ruber- 
oid roofing. 

Ruberoid  roofing  is  made  of  the  finest  (pialily  of  selected  wool 
felt,  every  fibre  <if  which  is  saturated  with  "Ruberoid  Compound"  or 
'Cum",  a  malerial  manufactured  solely  and  exclusively  by  the 
Standard  Paint  Co.  In  appearance  this  gum  resembles  rubber  in 
its  crude  form,  and  it  has  all  the  elasticity  and  toughness  of  rubber 
but  partakes  of  none  of  the  corrosive  or  oxidizing  nature  of  rubber. 


Ace.  20.   1903.] 


STREET    RAILWAY    REVIEW. 


545 


JOHNS-MANVILLE   HEATERS  AND  LINE 
MATERIALS. 

Ihc  wall  healer,  class  B,  sliown  in  Kig.  1  is  a  mw  slylc  of  c:ir 
heater  for  large  intertirbaii  cars  «hicli  has  recently  hceu  placed  on 
the  market  by  the  H.  W.  Jolins-Manville  Co.  These  heaters  are  30 
in.  long  and  5  in.  high  and  their  construction  is  similar  to  that  of 
the  company's  well-known  class  K  heater  which  has  l)een  on  the 
market  for  several  years  and  which  is  used  for  cars  having  cros-. 
seats.  Each  heater  contains  two  -V^-in.  douhle  enameled  angle  irons 
held  firmly  in  place  by  reconstructed  granite  heads  at  each  end  of 
the  heater.     These  irons  support  the  resistance  coils  and  act  as  in- 


l"f!iiiiiiiiiiiiiiiiii!nniiiiiiiiiiiiiiiiii 


sulation,  preventing  short  circuits  due  to  contact  formed  by  sag- 
ging coils.  The  casing  is  strong  as  well  as  ornanienlal  and  will 
stand  the  pressure  of  a  foot  without  injury. 

For  cars  requiring  a  large  number  of  heaters  ihc  II.  W  .  Jobns- 
Manville  Co.  has  enlarged  the  capacity  of  its  three-point  car  heater 
regulating  switch,  increasing  its  capacity  to  60  amperes.  .-V  Sachs 
"Noark"  enclosed  fuse  is  mounted  in  the  insulating  base  of  the.se 
switches.  The  complete  device  is  enclosed  in  an  iron  bo.\  of  smaller 
dimensions  than  those  formerly  made  and  it  is  stated  to  be  safe  and 
reliable  under  all  conditions.  By  closing  the  quick-break  knife  blade 
the  switch  is  automatically  locked  and  this  is  necessary  before  the 
cover  of  the  bo.x  can  be  closed.  .\\\  movement  of  the  regnlatnr 
handle  is  prevented  until  the  knife  blade  is  released. 

The  overhead  con.struction  material  of  this  company  has  recently 
l>ccn   ordered    for  the   55-mile   line   of   ihe   Cincinnati    &   Cohniibns 


FIG. 


Traction  Co.,  of  Cincinnati.  O.  Ihe  construction  of  ibis  line  will 
include  parallel  trolley  wires  of  No.  000  grotjved  wire  which  will  be 
supported  by  the  Johns-.VIanvillc  extra  heavy  galvanized  round  lop 
hangers  with  ^-in.  studs  and  provided  with  deep  pelticoals  insur- 
ing good  surface  insulation.  These  are  attached  to  galvanized 
straight  line  yokes  holding  Ihe  trolley  wires  6  in.  apart.  This  road 
will  also  use  the  comhinalion  mechanical  and  soldered  clip  15  in. 
long,  in  one  piece  only,  which  has  proved  very  successful  on  e.\tra 
heavy  conslruclion  work.  There  will  also  he  used  extra  heavy 
hangers,  "fJiani"  pull-overs,  "Giani"  si  rain  insulators,  and  "Phila- 
delphia" section  insulalors. 

Ihe  plan  fur  an  elevated  railroad  in  New  Jersey  to  rmi  from 
llolukcn  to  Ihe  Oranges,  llloomfield  and  .Vlonlelair,  which  was 
fir«t  proposed  by  James  S.  Holmes,  of  Orange,  about  seven  years 
ago,  has  liern  revived,  and  an  extensi'in  lo  .Summit  is  included  in 
Ihc  new  plan.  It  conlemplales,  also,  a  ferry  al  14th  St.,  New  York 
City.  The  company  will  be  known  as  Ihe  Klevaled  Kleclric  Railway 
of  New  Jersey  and  ihe  road  will  cost  $j.ooo.rx)0. 


CONCERNING  LE  VALLEY-VITAE  CARBON 
BRUSHES. 

I  Ik-  Le  \'alley-\'it:e  Carbon  Brush  Co.,  of  i  uj  East  4Jd  St.,  New 
York  City,  makes  the  following  announcement  lo  the  trade: 

".\s  staled  in  ncw.spaper  reports,  .'\brahani  I.  Levy,  one  of  our 
clerks,  under  the  name  of  the  Excelsior  Electric  Co.,  of  133  Park 
Row,  New  York,  solicited  orders  from  many  uf  onr  customers  and 
oibers.  claiming  to  have  been  appointed  sole  ageni  fiT  the  sale  of 
our  Le  \','illey-Vita.'  carlM)n  brushes,  and  able  lo  sell  iheni  al  prices 
much  lower  than  even  the  mannfactnrer.  Lellers  .sent  ns  inciniriuK 
as  to  the  authority  of  the  Excelsior  Electric  Co.,  never  reached 
us.  but  were  taken  out  of  the  mail  and  answered  in  our  name  iiy 
him  in  the  affirmative.  Orders  received  by  (be  Excelsior  Electric 
Co.,  for  Lc  Valley-Vita;  carbon  brn.sbes,  he  tilled  with  brushes 
stolen  from  onr  factory  and  as  all  was  profit  to  him,  be  could  sel: 
at  any  figure. 

"The  Excelsior  Electric  Co.  was  not  incorporated  or  registered 
and  had  no  place  of  business,  but  simply  a  letter  box  in  a  cigar 
store.  Its  mail  has  been  stopped  by  the  postal  authorities,  and 
therefore  no  communication  can  be  bad  with  it.  If  you  have  un- 
filled orders  for  Le  Valley-Vita;  carbon  brnshes,  you  will  be  unable 
to  obtain  them  as  these  brushes  can  only  be  had  through  us  direct 
or  through  legitimate  supply  houses,  and  as  \vc  are  carrying  over 
1. 000  different  sizes  in  slock  we  can  fill  any  order  you  may  favnr  us 
with  promptly. 

"On  August  3<1.  Levy  had  an  examination  before  a  magistrate 
and  was  committed." 


'A  TICKET  THAT  HELPS  EARNINGS." 


The  National  Ticket  Co.,  of  Cleveland,  O.,  has  in  its  patented 
"tear"  cash  fare  receipt  a  form  of  ticket  that  has  ■given  the  best  of 
satisfaction  to  the  roads  using  it.  This  ticket  was  originally  de- 
signed to  ineet  the  requirements  of  the  Cleveland,  Painesville  & 
Eastern  R.  R..  which  found  that  the  duplex  ticket  formerly  used 
required  loo  much  time  in  handling.  The  cash  fare  receipt  is  a 
fiirni  of  ticket  whose  advantages  are  now  becoming  well  under- 
stood by  street  railway  men.  The  names  of  the  stations  are  printed 
in  two  niws  al  right  angles  to  each  other  along  two  edges  of  the 
tickets  and  the  remainder  of  the  ticket  is  filled  in  with  the  rales  of 
fare  between  the  several  stations  named. 

In  using  the  ticket  the  conductor  is  funiisluil  willi  a  small  brass 
square  by  means  of  which  he  tears  out  a  Cdiiier  cil  the  ticket  at 
the  names  of  the  stations  between  which  the  jiassenger  travels  and 
which  shows  at  the  same  time  the  amount  of  fare  collected  for  the 
portion  of  the  ticket  torn  nff.  Ibis  cash  fare  receipt  book  willi 
some  of  the  tickets  lorn  off  ami  llie  brass  square  are  shown  in  llir 
accompanying  illustration.  The  stubs  remaining  in  the  book  .ire  an 
effective    check    on    the    conductor's    collections.      This    ticket    was 


•TKAK  ••  CASH   TAKK  l<  lU  Kl  I'T   HOOK   ANIl  IIKASS  KIII.K. 

adopted  by  many  of  (be  ICverelt-Miiore  lines  .iml  »illnn  ,1  slmil  liim- 
after  its  introduction  its  use  extended  thronnhniii  tin-  idniiliy.  I'lu' 
reports  rcgar<ling  this  form  of  tickets  are  to  the  effect  that  while 
its  appearance  is  not  wholly  in  its  favor  and  the  advantages  it  ]ios- 
sesses  are  not  always  ;ipparenl  until  it  has  been  given  a  trial,  such 
a  trial  demonstrates  its  iiractieabilily  anil  times.iving  quality,  as 
well  as  Ihc  excellcnl  elieek  il  ;ifr'iiiK  rMi  tlir  aniMiiiii  .if  (lie  fares 
collected. 


54^) 


STREET    RAILWAY    REVIEW. 


IVoL.  XIII,  No.  }<. 


REMARKABLE  GROWTH   OF  AIR  BRAKE 
BUSINESS. 

Till-  constanll)  iiicuaslni;  iliviUiiiiiunl  <i(  i-li-clric  ^ail».-ly^,  willi 
the  corrrspiindiiii;  increase  in  llie  nse  of  heavy,  high  >|>enl  car>, 
is  retU'Cted  in  the  remarkable  growth  of  the  National  Klcctric  Co's. 
air  brake  business.  DnriiiK  the  first  half  of  the  present  year  thii 
company's  shipments  of  Clirislen.sen  air  brakes  is  reported  as  egnal 
to  the  entire  business  of  iQOj  which  was  the  largest  year  in  the  com- 
pany's history.  Aiiiong  the  recent  orders  received  arc  the  follow- 
ing: Hirmingham  (Ala.)  Railw:iy,  Light  &  Power  Co.,  37  c<inip- 
mcnts;  Little  Rock  (Ark.)  Railway  &  I'"lectric  Co.,  25;  United 
Railroads  of  San  Krancisco,  58;  I'acitic  Klcctric  Railw:iy  Co.,  Los 
Angeles,  Cal.,  qo;  Denver  (Col.)  City  Tramway  Co.,  25;  Connecti- 
cut Railway  &  Lighting  Co.,  Bridgeport,  Conn.,  j();  Chicago  Cily 
Railway  Co.,  20;  Lake  Street  Elevated  R.  R.,  Chicago,  40;  North- 
western ICIevated  Railroad  Co.,  Chicago,  35;  Indianapolis  Traction  & 
Terminal  Co.,  25;  Tri-City  Railway  Co.,  Davenport,  la.,  16;  Mid- 
dletown  &  Danvers  (Mass.)  Street  Railway  Co.,  16;  Boston  &  Wor- 
cester Street  Ry.,  27;  Twin  Cily  Rapid  Transit  Co.,  Minneapolis, 
Minn.,  177;  Metropolitan  Street  Railway  Co.,  Kansas  City,  60; 
New  Jersey  &  Seashore  Railway  Co.,  Atlantic  City,  N.  J.,  50;  New 
Jersey  &  Hudsoit  River  Railway  &  Ferry  Co.,  Edgewater,  N.  J.,  18; 
Public  Service  Corporation,  Jersey  Cily,  N.  J.,  150;  International 
Traction  Co.,  Buffalo,  N.  Y.,  41;  Brooklyn  (N.  Y.)  Rapid  Transit 
Co.,  52;  Interboroiigh  Rapid  Transit  Co.,  New  York  City,  350;  Cin- 
cinnati (O.)  Traction  Co.,  70;  Northern  Ohio  Traction  Co.,  Akron. 
O.,  18;  Philadelphia  Rapid  Transit  Co.,  175;  Rhode  Island  Co.. 
Providence,  R.  I.,  233;  Nashville  (  Tenn.)  Railway  Co.,  16;  Chesa- 
peake Transit  Co.,  Norfolk,  Va.,  18;  Seattle  (Wash.)  Electric  Co., 
16;  Tacoma  (Wash.)   Railway  &  Power  Co.,  26  equipments. 


STANDARD  VITRIFIED  CONDUIT  CO. 


The  Standard  Vitrified  Conduit  Co.  of  No.  39  Cortlandt  St..  -New 
York  City,  which  is  well  known  in  the  trade  is  possibly  the  only  in- 
dependent corporation  outside  of  the  so-called  clay  trust,  which  is 
manufacturing  conduits.  The  company's  new  factories  situated  at 
South  River.  N.  J.,  which  are  now  completed,  are  represented  as 
being  the  largest  conduit  factories  in  the  world ;  in  fact  the  company 
states  that  its  factories  can  produce  more  conduit  than  any  six  of 
the  other  factories  in  the  United  States.  The  company  manufactures 
conduit  and  third  rail  insulators,  exclusively,  and  as  it  has  unlim- 
ited quantities  of  pure  stoneware  clay  on  its  property,  the  quality  of 
its  product  material  should  be  of  the  highest. 

The  factories  are  now  in  full  operation,  producing  100,000  ft.  of 
conduit  per  day,  and  also  making  the  ".Manhattan"  third  rail  insu- 
lators on  a  very  large  scale.  A  recent  order  was  for  upwards  of 
43.000  insulators  for  the  Scioto  Valley  syndicate  in  Ohio.  The  prin- 
cipal .steel  companies  in  Pennsylvania  have  adopted  this  insulator 
throughout  their  plants ;  the  Manhattan  Elevated  railroad  is  equipped 
with  them,  and  a  number  of  other  large  third  rail  systems  are  re- 
ported to  be  considering  the  adoption  of  this  same  insulator,  which 
is  noted  for  its  electrical  tests,  strength  and  low  first  cost.  The 
business  of  this  company  especially  east  of  the  Ohio  River,  with 
more  or  less  for  export,  is  from  the  representative  buyers  of  the 
country. 

The  catalog  recently  published  by  the  company  is  possibly  the 
mo.st  complete  book  ever  issued  in  this  line. 

.■\t  the  .street  railway  conventions  in  Saratoga,  this  company  will 
be  represented  by  Mr.  B.  S.  Barnard,  vice-president  and  secretary, 
and  will  have  a  complete  exhibit  of  its  products. 


WESTINGHOUSE   COMPANIES'  PUBLISHING 
DEPARTMENT. 


Some  important  changes  have  recently  been  made  in  the  organi- 
zation of  the  Weslinghouse  Companies'  Publishing  Department 
with  a  view  to  extending  the  field  which  it  ci>vers.  Mr.  W.  M.  Fro- 
basco,  who  has  been  identified  with  the  Weslinghouse  interests  for 
a  long  time  and  for  several  years  has  been  in  the  publishing  depart- 
ment, has  been  appointed  assistant  manager  of  the  department  in 
charge  of  advertising,  exhibitions  and  conventions;  his  headquarters 
are  in   New  York  City.     Mr.   It.   E.  J.   Porter,  who  was  for  years 


with  the  llethleliem  Steel  Co.,  uf  llethlehem.  Pa.,  has  been  ap 
pointed  assistant  manager  ill  charge  of  articles,  pub'!c:.tii'n<,  gen- 
eral publicity  anil  snperinteildeiiec  of  the  deparlment,  with  head- 
quarters in  East   Pittsburg,  Pa. 

CROCKER-WHEELER   RAILWAY   GENERA- 
TORS. 


The  Crocker-Wheeler  Co.,  Ampere,  N.  J.,  has  recently  put  upon 
the  market  a  new  line  of  railway  generator.-,  one  of  which  is  shown 
in  the  accom|)anyinK  illustration.  This  machine  is  of  7;o-kw.  ca- 
p.icity  and  is  wound  for  550  volts.  It  is  shown  set  up  in  the  testing 
pit  and  the  shaft  is  a  temporary  one  used  merely  for  testing,  tlii 
regular  engine  shaft  on  which  it  is  connected  having  a  diameter  of 
22  in.  'Ilie  magnet  frame  is  of  the  internally  Hanged  tyjie  which 
is  characteristic  of  all  the  Crocker-Wheeler  apparatus,  giving  great 
rigidity  and  strength  in  proportion  to  the  cross  section  of  metal 
used.  The  machine  has  16  poles  and  a  noticeable  feature  is  the 
taping  of  the  field  coils  into  siveral  sections,  these  sections  being 
separateil  by  wooden  blocking  to  facilitate  the  ra<liation  of  heat 
Each  section  is  wrapped,  taped  and  insulated  as  a  unit,  rendering  the 
fields  practically  impervious  to  moisture. 

The  armature   is  of  the  ironclad  type,  having  the  windings   pro 
tcctcd  in  the  slots  by   wooden  wedges  and  firmly  held  in   place  by 


CKOCKER-WHEEI-EK    KAILWAV  r.ENICR  A  TOR. 

liaud  wires  at  the  ends  of  the  core.  The  commutator  is  of  ample 
size  for  the  radiation  of  heat  and  its  bars  are  held  in  pl.ice  by 
clamping  rings  at  each  end  supported  on  a  commutator  spider.  .V 
distinctive  feature  of  the  Crocker-Wheeler  machines  shown  in  this 
illustration  is  the  brush  rigging  with  parallel  movement  type  of 
brush  holder.  The  current  is  carried  by  four  sets  of  copper  strips 
fastened  so  as  to  permit  of  the  movement  of  the  brushes  around 
the  commutator  while  always  maintaining  the  same  angle  with  the 
bearing  surface.  The  tension  of  the  brushes  is  regulated  by  means 
of  a  Iielical  spring  which  docs  not  carry  any  of  the  current  and  is 
therefore  not  subject  to  heating.  This  type  of  holder  maintains  a 
constant  position  of  the  brushes  on  the  commutator  and  as  they 
wear  away  keeps  them  properly  fed  so  that  they  wear  equally  on 
all  parts  of  the  surface.  The  various  brush  holder  arms  can  be 
moved  independently  to  compensate  for  any  inequalities  which 
occur  in  the  diflferent  magnetic  circuits  and  the  entire  rocker  ring 
is  revolved  by  means  of  a  hand  wheel,  shown  in  the  illustration. 

The  company  has  recently  made  a  number  of  these  large  ma- 
chines for  railway  work  and  the  strength  of  their  various  parts  and 
their  ability  to  carry  heavy  overloads  and  fluctuating  loads  espe- 
cially adapt  them  for  satisfactory  operation  in  railway  service. 


C.  A.  Willard,  a  retired  inerchant  of  St.  Louis,  has  invented  a 
device  in  the  form  of  a  rod  which  may  l)c  shot  out  from  the  rear  of 
a  car  to  prevent  accident  to  persons  who  pass  around  the  rear  plat- 
form of  the  car  from  which  they  have  just  alighted  and  step 
directly  in  front  of  another  car  approaching  from  the  o|)posite  direc- 
tion on  a  parallel  track.  .At  night  the  rod  would  lie  equipped  with 
an  electric  light. 


Aug.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


547 


THE    ROBB-MUMFORD   BOILER. 


riie  Robb-Miimford  Boiler  Co.,  Incorporated,  of  New  York  am) 
Boston,  lias  recently  issued  a  .14-page  catalog  describing  and  illus- 
trating the  Robb-Mumford  boiler,  which  is  the  outgrowth  of  the 
Munilord  boiler  designed  by  Mr.  J.  .\.  Muniford  in  1885.  The 
present  type  of  boiler  was  designed  in  1896  and  intended  for  the 
.American  market,  but  it  was  first  introduced  into  Canada  by  the 
Kobb  Engineering  Co.  The  Robb-Muniford  boiler  is  especially 
designed  to  carry  high  pressures  with  safety.  It  consists  of  two 
cylindrical  shells,  the  lower  containing  a  round  furnace  and  tubes, 
and  the  upper  forming  the  steam  drum,  the  two  being  connected  by 
two  necks.  The  lower  shell  inclines  about  one  inch  per  foot  to  pro- 
mote draught  and  circulation.  Combustion  takes  place  in  the  fur- 
nace, which  is  surroimded  entirely  by  water,  and  the  gases  after 
leaving  the  furnace  pass  through  the  tubes  and  return  between  the 
lower  and  upper  shells  to  the  outlet  at  the  front  of  the  boiler.  The 
water,  together  with  the  steam  formed  by  contact  with  the  furnace 
and  tubes,  circulates  rapidly  up  the  rear  neck  into  the  steam  drum, 
where  the  steam  is  released,  the  water  passing  along  the  upper 
drum  toward  the  front  of  the  boiler  and  down  the  front  neck;  a  semi- 
circular baffle  plate  around  the  furnace  causing  the  down-Howing 
water  to  circulate  to  the  lowest  part  of  the  lower  shell  under  the  fur- 
nace. 

The  steel  casing  is  asbestos  lined  and  the  top  of  the  upper  drum 
and  bottom  of  the  lower  shell  are  covered  with  non-conductuig 
material.  .-Vs  ever^-  part  of  the  boiler  is  cylindrical,  except  the  tube 
sheets,  no  staying  is  required.  Every  part  of  the  boiler  is  open  to 
inspection  and  it  is  easily  cleaned.  The  Robb-Mumford  boiler  is 
said  to  combine  to  a  remarkable  extent  the  advantages  of  the  Scotch 
and  English  types  of  internally  fired  boilers  with  the  lighter  weight. 
less  floor  space  and  more  perfect  circulation  of  the  best  .American 
lioilers  of  the  water  tul>e  type. 


COLORADO  ELECTRIC   LIGHT,  POWER  & 
RAILWAY  ASSOCIATION. 

The  Ciilorado  Electric  Light,  Power  &  Railway  Association  was 
organized  .August  I2lh  at  Denver,  Col.,  and  officers  were  elected  as 
follows :  President,  J.  V.  Vail,  general  manager  Pueblo  &  Subur- 
ban Traction  &  Lighting  Co.,  of  Pueblo ;  vice-president,  William 
Mayher,  manager  Greeley  Power  &  Light  Co.,  of  Greeley;  secretary 
and  treasurer,  George  B.  Tripp,  general  manager  Colorado  Springs 
Electric  Co.,  of  Colorado  Spring.s.  The  headquarters  of  the  asso- 
ciation will  be  at  Colorado  Springs.  It  was  voted  to  hold  the  an- 
nual convention  at  Denver,  Col.,  October  28th  and  29th  next.  Tlie 
object  of  the  association  is  "to  foster  and  promote  the  common  in- 
terests of  its  members  and  to  advance  scientific  and  practical  knowl- 
edge in  all  matters  relating  to  electric  light,  power  and  railway 
companies;  also  to  establish  cordial  and  beneficial  relations  with 
kindred  associations  and  between  the  manufacturers  of  apparatus 
and  the  purchaser."  It  is  expected  that  nearly  all  of  the  55  compa- 
nies in  the  state  will  become  members. 


ADVERTISING  LITERATURE. 


THE  H.  \V.  JOHNS-MANVILLE  CO.,  100  William  St.,  New 
York,  has  just  issued  a  new  "Noark"  fuse  bullciiu,  4  pages,  3V2X6 
in.,  illustrated. 

THE  SPRAGL'E  ELECTRIC  CO.,  of  New  York,  has  issued 
Bulletin  No.  206,  third  edition,  for  July,  1903,  on  "Lundell  Motors, 
Direct  Current." 

•JIIE  ELECIRIC  STORAGE  BATTERY  CO.,  of  Philadelphia. 
Bulletin  No.  79  for  June,  1903,  describing  the  installation  of 
"Chloride  Accumulators"  in  the  building  of  the  Eergu-on-McKinney 
l>ry  Good*  Co.,  St.  Louis. 

THE  TROLLEY  SUPPLY  CO.,  of  Canton,  O.,  has  issued  an 
attractive  8-pagc  iKxiklot,  3'A  x  6  in.,  in  the  interest  of  the  Knulson 
trolley  retriever.  The  cover  of  the  brochure  licars  the  suggeslive 
liile.  "Hanish  Ijusev"     It  is  ilhi-ilralciJ. 

HARTSHORNS  ROLLER  for  August  is  brim  full  of  timely 
wil  and  scavmable  illuslralious,  ehielly  of  a  seashore  character,  the 
pirn-  de  re«i«tam-c  iK-ing  a  doidile-page  creation  by  Charles  Dana 
GdjHin,  riiljllcd  "Some  'Types  One   Sees  in  the  Surf."     It  is  very 


fetching.  Kdilorially  "a  few  liiuts  on  shade  clolh"  are  served  up 
in  instructive  fashion,  the  idea  being  to  emphasize  the  merits  of 
the  Hartshorn  shade  roller,  made  by  the  Stewart  Hartshorn  Co., 
of  East  Newark,  N.  J. 

THE  WESTINGHOUSE  ELECTRIC  &  MANUFACTURING 
CO.,  of  Pittsburg,  has  issued  the  following  publications:  Circular 
No.  1,037  (revised  edition,  superseding  that  of  January,  1902), 
"Engine  Type  .Mternators."  Circular  No.  [.067,  ".Air  Blast  'Trans- 
formers." 

THE  UNDER-EEED  STOKER  CO.  OF  AMERICA,  Marqucile 
lUiilding.  Chicago,  in  "'The  Publicity  Magazine"  for  July,  published 
a  likeness  and  short  sketch  of  Evan  William  Jones,  the  inventor  of 
the  Jones  stoker.  'There  are  a  good  many  interesting  items  in 
this  little  magazine  each  month,  combining  a  judicious  admixture 
of  business  and  pleasure. 

THE  R.  WOODMAN  MANUFACTURING  &  SUPPLY  CO.,  63 
Oliver  St.,  Boston,  Mass.,  has  issued  a  complete  catalog,  32  pages, 
S'A  .X  6  in.,  describing  and  illustratmg  ticket  punches,  badges,  uni- 
form buttons,  sealing  devices,  car  pushers,  speed  indicators  and  bag- 
gage checks  made  by  it.  It  also  issues  a  descriptive  circular  treating 
of  its  hand  tally  register,  or  automatic  register. 

THE  MAN  WITH  THE  SHOVEL  is  the  title  of  a  booklet  which 
is  published  by  the  Eagle  Oil  &  Supply  Co.,  104  Broad  St.,  Boston, 
Mass.  It  treats  of  scale  solvent  and  incrustation  and  gives  much 
information  which  would  l)e  of  interest  to  our  readers  who  have 
anything  to  do  with  steam  boilers.  A  copy  will  be  sent  free  to  any- 
one mentioning  this  publication  when  writing. 

THE  NEW  BEDFORD  BOILER  &  MACHINE  CO.,  of  New 
Bedford,  Mass.,  has  just  issued  a  new  valve  catalog,  14  pages,  7x11 
in.,  ilUislralcd,  giving  dimensions,  description  and  prices  of  its  high 
])ressure  Iwiler  stop  valves,  superheated  steam  valves,  reverse  cur- 
rent automatic  boiler  slop  valves,  throttle  valves  with  pilot  disk, 
and  special  valves  designed  for  special  places. 

'THE  MAYER  &  ENGLUND  CO.,  of  Philadelphia,  in  "The  Key- 
stone Traveller"  for  July,  under  the  caption,  "Wc  certainly  have 
captured  New  York,"  announces  that  it  was  awarded  the  second 
large  contract  for  lx)nding  the  New  York  subway,  the  contract  call- 
ing for  "Protected"  rail  bonds  for  the  third  or  contact  rail.  The 
contract  awarded  In  the  "Protected"  rail  licuicl  a  few  months  ago 
was  for  the  track  or  tratVic  rail, 

THE  COMPOSITE  PULLEY  &  CLUTCH  CO.,  620  Atlantic 
.Ave.,  Boston,  has  issued  a  22-page  illustrated  pamphlet,  6x9  in., 
treating  of  the  "Compo"  pulley  and  clutch,  the  chief  feature  of 
which  is  the  introduction  of  cork  inserts  to  increase  friction,  while 
decreasing  wear,  and  to  prevent  slipping,  etc.  'The  pamphlet  con- 
tains some  excellent  arguments  substantiated  by  test  tables  and 
strong  testimonials.  'The  company  also  issues  a  folder  showing  the 
niunber  of  square  feel  in  pulley  faces. 

THE  McGUIRE  MANUFACTURING  CO.,  of  Chicago,  has  is- 
sued an  attractive  office  wall  calendar  for  the  last  half  of  1903.  It 
is  16  .\  18  in.  in  size  and  has  a  leaf  for  each  month,  the  calendar 
])rop,.'r  being  6  X  13  in.  On  each  leaf,  above  the  calendar,  is  printed 
a  large  engraving  of  mie  of  the  company's  specialties,  which  include 
the  pneumatic  sprinkling  car,  rotary  .snow  sweeper,  No.  35  motor 
car  truck,  the  "Solid  Steel  Columbian"  truck.  No.  .39  A  double 
truck  and  maximum  Iraclion  truck  No.  3. 

THE  IIOPPF.S  MANUI'AC'TURING  CO.,  of  Springfield,  O.,  has 
just  issued  a  new  catalog,  6  x  y  in.,  40  pages,  describing  and  illus- 
trating its  full  line  of  machinery,  including  feed  water  heaters  and 
purifiers,  steam  separators,  oil  eliminators  and  exhaust  heads.  It 
is  well  illustrated  by  views  showing  design,  construction  and  use 
of  healers  and  purifiers,  and  containing  a  number  of  shop  views. 
The  company  has  also  issued  an  attractive  20-page  liooklel  showing 
steam  separators,  oil  eliminators  and  exhaust  heads. 

THE  JOSEPH  DIXON  CRUCIBLE  CO.,  of  Jersey  City,  has 
isssued  "Dixon's  Index  for  Pencil  Users,"  which  will  be  fotuid  a 
very  helpful  little  book  by  those  who  have  dilliculty  in  finding  a 
pencil  that  is  "just  right."  In  it  the  1,000  dilTerent  Dixon  pencils 
are  indexed  under  54  classifications,  so  that  the  manager,  clerk  or 
other  employe  can  tell  at  a  glance  upmi  which  |)age  the  pencil  he 
or  she  needs  is  descrilx-d  and  illuslr.ilcd  I  hi'  suggesliomi  contained 
in  the  bonk  make  the  selection  of  a  pencil  extremely  easy.  Another 
feature  of  the  Ixiok,  which  contains  32  |>ages,  5  x  8  in.,  is  an  iiiterest- 
ing  sketch  of  how  Dixon's  pencils  are  made,  "from  the  ground  up." 
'The  conqiany  has  also  issued  an  8-page  booklet  that  tells  all  about 


548 


STREET    RAILWAY    KKVIKW. 


(Vol..  XIII.  .S.I.  8. 


l)iNuir>  "Elcrnn,"  or  iiiclvlihic  pencil,  that  writes  hiack  and  cupii-> 
purple.  "Grapliitc"  for  .Aiignst  contains  views  of  two  iron  and  .steel 
liridges  which  are  proti-ciod  by  Dixon's  silica-graphite  paint,  one  of 
them  living  the  I'nion  K.  K.  Iiridge  at  I'ittsliiirg,  and  the  other  the 
Santa  Cruz  liridge  at  Manila,  which  is  the  first  steel  bridge  in  the 
Philippines. 

TIIK  .STIRLING  CO.,  of  Chicago,  manufacturer  of  the  well- 
known  Stirling  walcr-tulie  Uiiler,  has  reprinted  in  |>ainphlct  lortn 
a  paper  entitled  "The  Waler-iulic  lioiler  in  the  .Vnicrican  Mercantile 
Marine",  by  William  .\.  Fairburn,  which  was  read  before  the  Society 
of  Naval  .\rchitects  and  Marine  Engineers  at  its  meeting  in  New 
York  City,  Nov.  30,  1902,  The  discussion  on  this  paper  is  also  in- 
cluded in  the  reprint  iiiid  the  whole  forms  a  very  interesting  teview 
of  the  subject  which  should  Ix;  in  the  hands  of  all  engineers  in- 
terested ill  lioilers. 

THE  KK.WK  RIUI.OX  CO.,  of  Boston,  in  Ridlons  Representa- 
tive for  .\ugust,  aimounces  that  it  pro|H>ses  to  keep  telling  the  .same 
old  story  (only  in  different  ways)  until  every  street  railway  line  is 
equipped  with  the  Wilson  trolley  catcher,  and  every  street-car  barn 
has  a  Weld  lubliitting  <levice,  and  every  car  has  a  Killxturn  track- 
sanding  device  upon  it.  It  also  calls  attention  to  three  things  regard- 
ing which  it  will  not  .tckuowledge  any  superior — tield  coils.  arniatur<' 
coils  and  assembled  segments.  The  front  cover  of  this  numlK-r 
of  the  Representative  is  adorned  liy  a  half-tone  view  of  a  disciple 
of  Isaak  Walton  dispUaying  an  exceptionally  fine  catch  of  lake  trout. 

THE  GENERAL  ELECTRIC  CO.  has  issued  the  following 
publications:  Bulletin  No.  43J7  (supersedes  No.  4J76),  "Small  Con- 
tinuous Current  Stationary  Motors."  Bulletin  No.  43JH  (supersedes 
No.  +Jj6),  "Direct  Connected  Railway  Cienerators."  Bulletin  No. 
4i^).  "Motor  Starling  Rlieo.stat."  Bulletin  No.  4.U0,  "Automatic 
CarlHin  Break  Circuit  Breakers  Ty])e  C,  Korm  G."  Bulletin  No. 
4331,  "Portable  Torque  Balance."  Bulletin  No.  4332  (supersedes 
No.  4301),  "Arc  Lamps."  Supply  Catalog  No.  7579,  "Parts  of 
Thomson  Recording  Watt  Meters."  Supply  Catalog  No.  7580, 
"Parts  of  Form  2  Direct  Current  Power  Circuit  Enclosed  .Arc 
Lamps."  Price  List  No.  5111  ( supersede.-'  No.  5098),  "Snap,  Pen- 
dant and  Punched  Clip  Switches." 


TRADE  NOTES. 


THE  CHICAGO  RAILWAY'  EQUIPMENT  CO.,  which  is 
buiUbng  a  new  plant  at  Detroit,  Mich.,  lias  contracted  for  a  .100-Ii.  p. 
battery  of  high  pressure  lioilers  willi  the  Morse  Power  Co.,  204 
Dearborn  St..  Chicago. 

AMONG  RECENT  LARGE  ORDERS,  the  Heywood  Brothers 
&  Wakefield  Co.  reports  it  has  just  filled  one  for  over  3.000  re- 
versible seats  for  120  semi-convertible  cars  for  Brooklyn  Heights 
R.  R.  for  service  on  the  elevated  division. 

THE  MORSE  POWER  CO.,  204  Dearborn  St.,  Chicago,  reports 
satisfactory  sales  and  that  inquiries  continue  numerous.  The  com- 
pany is  the  direct  selling  representative  of  prominent  manufacturers 
of  various  types  of  high  class  corliss  and  automatic  engines,  lx>ilcrs 
and  other  power  station  equipment  concerns  with  a  combined  capi- 
talization of  several  million  dollars. 

THE  R.  D.  NL'TTALL  CO.,  of  Pittsburg,  reports  a  large  inim 
ber  of  .street  railways  are  taking  advantage  of  its  very  liberal  oflfcr 
to  sell  Union  standard  trolleys  and  take  as  part  payment  one  old 
or  obsolete  trolley  for  each  new  one  ordered.  The  claim  is  made 
that  by  this  arrangement  the  trolley  equipment  of  street  railways 
can  be  modernized  at  a  minimum  expense. 

THE  CHICAGO  ENGINEERING  &  CONSTRUCTING  CO., 
of  Chicago,  has  taken  a  contract  for  overhead  line  work  on  the 
Illinois  Valley  'Traction  Co's.  line  from  Ottawa  to  La  Salle,  111. 
This  is  one  of  the  properties  under  construction  by  the  Portland 
(Me.)  .syndicate  of  which  W.  B.  McKinley.  of  Champaign,  111., 
is  the  representative  in  this  field.  H.  E.  Chubbuck  is  general  mana- 
ger of  the  company. 

J.  N.  BRL'CK,  vice-president  and  general  manager  of  the  Hruck 
Solidified  Oil  Co.  of  Boston,  recently  made  a  Western  trip  and  re- 
ports business  in  excellent  condition.  During  his  stop  at  Dayton. 
O.,  Mr.  Bruck  received  a  very  complimentary  notice  from  the  Day- 
ton Daily  News,  in  which  his  method  of  solidifying  oil  was  men- 
tioned at  length.  'The  Bruck  solidified  oil  has  proved  a  satisfactory 
lubricant  for  electric  car  motors  and  journals  and  is  now  used  on 
many  of  the  more  prominent  roads  of  the  country.     'This  plan  of 


using  oil  saves  a  vast  amount  of  waste,  trouble,  time  and  lalnir,  as  it 
is  claimed  that  one  application  of  11  ounces  of  this  hdiricant  has  Ijccn 
^uthcient  to  run  a  car  16,000  miles,  and  the  journals,  when  exam- 
ined by  an  inspector,  were  found  to  be  in  perfect  condition. 

THE  LAGONDA  MANUFACTURING  CO.,  of  Springfield.  O.. 
advises  us  that  it  is  in  receipt  of  a  letter  from  O.  E.  Randolph,  gen- 
eral superintendent  of  the  I'nion  Waxed  &  Parchment  Paper  Co., 
of  Franklin,  O.,  which  reads  as  follows:  "We  used  your  Weinland 
No.  K  water  jHiwcr  cleaner  to  clean  a  battery  of  four  liabcix'k  & 
Wilcox  Imilers  with  the  result  that  we  are  now  saving  JO  per  cent 
on  onr  fuel.     We  consider  it  a  great  machine." 

W.  N.  MA  T  THEWS  &  BRO,,  of  St.  Louis,  advise  us  th.it  the 
Stombaugh  guy  anchor,  for  which  the  company  is  sole  distributor, 
was  recently  subjected  to  a  severe  test  when  the  stacks  of  the  power 
house  of  the  East  St.  Ixiuis  &  Suburban  Railway  Co.  were  wrecked 
by  a  storm.  .Ml  of  the  J4-in.  guy  cables  were  broken  without  mov- 
ing the  anchors.  The  stacks  were  160  ft.  high  and  6  ft.  in  diameter. 
They  were  guyed  by  cables  secured  to  twenty-four  12-iii.  guy  an- 
chors screwed  into  the  ground  their  full  length. 

THE  AMERICAN  CONDUIT  CO.,  which  is  the  maimf.acturer  of 
the  electrolysis  proof  bituminized  fiber  conduit,  has  found  the  de- 
mand for  this  material  such  that  it  was  necessary  to  open  an  office 
in  New  York  City,  in  addition  to  the  offices  maintained  in  Phila- 
delphia, Chicago  and  Los  .'Vngcles.  Mr.  F.  C.  Mott.  who  for  some 
time  past  has  Iwen  associated  with  Mr.  G.  M.  Gcst,  the  conduit  con- 
tractor, will  represent   the  company  in  the  East. 

THE  FIRM  OF  KNOX,  flEORflE  &  CO.,  of  which  George  W. 
Knox  and  James  Z.  George  arc  the  principal  partners,  has  found 
it  <Icsirable  to  organize  a  department  of  civil  engineering  work  in 
connection  with  the  development  of  the  electric  railway  enterprises 
the  firm  has  in  hand.  'This  department  will  be  in  charge  of  Fred- 
erick Brown,  C.  E.,  with  headquarters  in  the  Tulane-Newcomb 
Bldg..  New  Orleans.  The  Chicago  ofticc  of  Knox,  fieorgc  &  Co.  is 
in  the  Fisher  Bldg. 

THE  NEW  BEDFORD  BOILER  AND  .M.\C1I1XE  CO.,  New 
Bedford,  Mass.,  reports  that  among  its  recent  orders  are  contracts 
to  equip  with  its  reverse-current  automatic  stop-valves  the  power 
stations  of  the  following  companies :  The  Brooklyn  Heights  Rail- 
road Co..  Kent  Ave.  power  station.  Brooklyn,  N.  Y. ;  Larkins  Soap 
Co..  Buffalo,  N.  Y.;  Hotel  Belmont,  New  York  City;  F.  W.  Bird 
&  Sons,  E.  Walpole,  Mass. :  'Trenton  Municipal  Lighting  Plant, 
Taunton.  Mass.;  Drew  Lumber  Co.,  Columbia,  Fia. 

THE  TAYLOR  ELECTRIC  TRUCK  CO.,  of  Troy,  has  added 
to  its  plant  a  complete  line  of  machinery  for  manufacturing  full  and 
half  elliptic  springs,  for  which  the  best  quality  of  crucible  spring 
steel  is  used.  A  testing  machine  has  also  been  installed  and  every 
spring  is  tested  before  it  is  shipped,  and  when  desired  the  company 
will  furnish  accurate  tests  of  the  springs  ordered.  It  believes  that 
it  is  producing  much  better  springs  than  it  could  buy  in  the  mar- 
ket, and   solicits  orders   from  the  electric   railways. 

THE  R.  D.  NUTTALL  CO.,  of  Pittsburg,  advises  us  that  it 
has  in  preparation,  and  will  place  on  the  market  at  the  proper  time, 
a  practical  and  perfect  sleet-cutting  device  that  is  light,  strong  and 
compact,  and  that  can  be  carried  by  the  motorman  without  incon- 
venience and  can  be  quickly  adjusted  without  removing  the  wheel 
and  without  tools  of  any  description.  This  device  is  the  invention 
of  an  experienced  street  railway  man,  it  is  stated,  and  has  been 
thoroughly  tested.  The  company  carries  a  large  stock  of  both 
standard  and  high  speed  sizes  and  will  fill  all  orders  from  stock. 

THE  WHEEL  TRUING  BRAKE  SHOE  CO.,  of  Detroit, 
Mich.,  advises  us  that  in  July  last  the  supreme  court  of  Canada 
rendered  a  decision  in  favor  of  J.  M.  Griffin  and  W.  E.  Brinkcrhoflf. 
of  the  Wheel  Truing  Brake  Shoe  Co.,  of  Detroit,  Mich.,  in  a  suit 
against  M.  Power  and  the  Toronto  Railway  Co.,  on  account  of 
infringement  by  the  latter  of  patents  on  abrasive  brake  shoes  owned 
by  Griffin  and  Brinkcrhoflf,  and  also  that  at  the  suit  of  the  Wheel 
Truing  Brake  Shoe  Co.,  of  Detroit,  Mich.,  the  United  States  Court 
for  the  Western  District  of  New  York  has  ordered  a  decree  for  a 
perpetual  injunction  and  an  accounting  for  damages  against  the 
Car  Wheel  Truing  Brake  Shoe  Co.,  of  Buflfalo,  N.  Y.,  organized 
by  M.  Power,  of  'Toronto. 

THE  WESTINGIIOUSE  TRACTION  BRAKE  CO..  of  New 
York,  reports  the  following  recent  contracts  for  motor-driven  com- 
pressor air  brake  equipments:  Los  .'Xngelcs  Railway  Co.,  16;  North 
.Shore  Railroad  Co.,  San  Francisco,  17;  lndiana|M>lis  &•  Northwestern 


ALC.  20,   1903.) 


STREET    RAILWAY    REXllAV. 


549 


Traction  Co..  u;  Indiana  Kaihvaj  Co..  South  Bend.  lO;  Hvansvilk- 
&  Princttou  Traction  Co.,  5;  Wooster  &  Soutlibridge  Street  Rail- 
way Co.,  7;  Concord  &  Manchester  Co.,  8;  Concord  Street  RailvVay 
Co.,  12:  Holland  Palace  Car  Co.,  i.  The  company  recently  equipped 
a  number  of  cars  with  its  magnetic  brake  and  car  heating  apparatii>. 
including  those  for  the  following :  Pennsylvania  &  Mahoning  Val- 
ley Railway  Co..  16;  Morgantown  Electric  &  Traction  Co.,  12; 
Washington  &  Cannonsbnrg  Railway  Co.,  15 ;  .\ltoona  &  Logan 
\airey  Electric   Railway  Co..  8. 

'  AUA.\[  COOKS  SONS.  313  West  St.,  New  York  Ciiy.  who  are 
the  only  makers  of  '".A.lbany  Grease,"  report  a  brisk  demand  for 
this  famous  lubricating  compound  among  users  of  automobiles. 
The  superiority  of  "Allxmy"  grease  for  use  on  machinery  of  tbi^ 
kind  is  attested  in  a  letter  recently  received  by  ihem  from  Mr.  R.  II 
Meggiiison  of  the  Wilmington  &  Newcastle  Electrical  Railway  Co  . 
New  Castle,  Del.,  who  writes:  "1  wish  to  say  a  word  in  favor  ol 
your  ".Mbany"  lubricating  compound  and  particularly  recomnieml 
it  to  users  of  automobiles.  I  have  been  using  it  both  in  grease  cup^ 
and  on  ball  bearings  of  my  automobile  since  last  March  and  have  run 
every  day  over  all  kinds  of  roads  and  have  not  had  a  warm  bearing 
For  bearings  where  as  much  depends  as  on  an  engine  in  an  auti' 
mobile  ".\lbany"  grease  has  no  competitor" 

THE  .ALUS-CHALMERS  CO.  has  issued  a  handsome  catalog, 
177  pages.  6^  -x  g'A  in.,  describing  and  illustrating  the  Reynolds- 
Corliss  engines  built  e.xclusively  by  this  company.  The  catalog 
contains  views  taken  in  tne  company's  works,  and  also  views  in  a 
few  plants  for  which  it  has  furnished  engines.  These  include  the 
Afanhaitan  Railway  Co.,  and  the  Metropolitan  Street  Railway 
Co.,  New  York :  New  Orleans  Street  Railway  Co.,  Brooklyn 
Heights  Railroad  Co..  Fairhaven  &  Westville  Railway  Co.,  New 
Haven;  Cass  Ave.  &  Fairgrounds  Railway  Co.,  St.  Louis;  Detroit 
Street  Railway  Co.,  Chicago  United  Traction  Co.,  Consolidateil 
Traction  Co.,  Jersey  City;  Metropolitan  West  Side  Elevated  Rail- 
road Co.,  Chicago;  Portland  (Me.)  Railway  Co.,  Toledo  Traction 
Co.,  and  several  other  companies  at  home  and  abroad. 

THE  STAR  BRASS  WORKS,  of  Kalamazoo.  Mich.,  maker  ol 
the  well-known  "Kalamazoo"  trolley  wheels  and  harps,  calls  atteii 
tion  to  the  new  improved  "Kalamazoo"  trolley  harp,  which  is  pre 
sented  as  superior  in  every  respect  to  those  heretofore"  used.  I  lu' 
springs  are  fully  protected  and  there  being  no  wear  upon  ilieiii 
they  ought  not  to  have  to  be  replaced  during  the  life  of  the  harp. 
Roads  that  have  tested  this  harp  report  that  is  the  nearest  to  per- 
fection of  any  they  have  used.  The  company  also  points  to  the  per- 
formances of  its  "Kalamazoo"  trolley  wheels,  some  of  the  resull^ 
of  recent  service  tests  by  railway  cuinpanics  being  as  follows :  .\ 
6-in.  wheel,  still  in  service,  has  run  35.000  miles;  a  4-in.  wheel,  willi 
three  bushings,  23.000  miles;  a  4-in.  wheel,  with  one  bushing,  ly.ooo 
miles.     In  no  case  has  there  been  injury  to  overhead  wires. 

E.   P.  ROBERTS  &  CO.,  of  Cleveland,  Ohio,  consulting   cngi 
necrs,   have   opened   a    department   of   cement   engineering  and    are 
now   prepared    to  take   entire   charge   of   the   designing   and   super- 
vision  of  the  construction   and   operation   of  cemeiil    plants.     This 
firm  has  been  in  business  for  ten  years  and  has  large  experience  in 
electrical,    mechanical   and   civil    engineering,   having   had    the   con- 
sulting and   supervision   work  for   a  great   numt)er   of  electric   rail 
ways,    electric    lighting    and    power    plants,    niaiuifacturing    plants, 
etc.     The  cement  department  opens  up  a  new  field  and  the  servicc^ 
of  Mr.  George  S.   Perkins,  M.   E.,  have  Ijeen  secured   to  look  afkr 
the  work.     Mr.  Perkins  is  a  graduate  of  Stevens  Institute  of  Tech 
nology.  class  of  1891,  in  the  course  of  mechanical  engineering  and 
has  had  an  extensive  experience  in  the  designing  and  constructing 
of  cement   plants. 

THE  IROLLEY  SUPPLY  CO.,  of  Canton,  O.,  advises  us  that 
for  a  device  that  has  only  been  on  the  market  about  five  months. 
the  success  of  the  Knulson  trolley  retriever,  which  it  makes,  lia> 
Iiecn  unusually  gratifying.  Many  lines  have  equipped  all  or  part  rjf 
their  cars  with  it,  and  this  is  taken  as  convincing  evidence  that  it 
is  alt  that  is  claimed  for  it.  Among  the  companies  using  the  re- 
triever are  the  Canlon-Akron  Street  Railway  Co.,  Stark  Kleclrir 
Railroad  Co..  York  Street  Railway  Co.,  Columbus,  London  A 
.Springfield  Railway  Co.,  Indiana  Union  Traction  Co.,  Indianapoli  . 
Shclbyvillc  &  S<nithcaslcrn  Traction  Co.,  Lehigh  Traction  Co 
Cohnnl«n.  Ilnckcye  I--ikc  &  Newark  Traction  Co.,  Youngstown  f. 
Sharon  Railway  Co  ,  Detroit  I'nited  Ry.,  Rorktord.  Heloit  &  Janes 
ville  Railway  Co.,  (Jranil   Rapid-.   Ilf)lland  &   Lake   .Vlj~higan   Kail- 


way  Co..  and  the  Western  Ohio  Railway  Co.  Shipments  have  also 
been  made  to  France,  Germany  and  South  .\merica.  indicating  a 
promising  foreign  busiiuss. 

THE  GREEN  ENGINEERING  CO..  of  Chicago,  advises  us 
that  it  has  entircd  into  a  comvact  with  the  .Mlis-ClKilmers  Co..  giv- 
ing to  the  latter  the  agency  lor  the  Green  traveling  link  grates  in  all 
foreign  countries.  .-Xniong  recent  contracts  secured  by  the  Green 
l'"nginteriug  Co.  are  those  with  the  following  eicclric  railway  com- 
panies: Omaha  &  Council  Bluflfs  Street  Railway  Co.;  St.  Joseph 
(Mo.)  Railway.  Li:;ht.  Heat  &  Power  Co.;  East  St.  Lous  &  Sulnir- 


Robins  Belt  Conveyors 

FOR    HANDLING    COAL    AND 
ASHES    IN    POWER     HOUSES 

Robins  Conveying  Belt  Co. 

Ki-I!)   PARK    ROW.  Nl  \V   YORK    CIIA 


Q.  andC.  Stanwood  Car  Steps  si:;:v„:'srr:H !.:,';:.":"' '''^ 

NiMil  lor  Ca<iiln|[. 

RAICAVAY    APPLIANCES    COMPANY 


Old  Colony  Hulldlntc,  Chlcut^if. 


.\rU    Ynl  U    Olll.  c, 

107  Liberty  St. 


550 


STKKKT    RAILWAY    RK\  IFAV 


(V..I    XIII.  .v..  R 


liaii  Railway  Cn.  ^Cv•^llul  unliT ;.  Daiuilli-  (III.)  Sin-il  Kailuay  & 
Light  Co.;  SpriiiglicUl  (III.)  Knilway,  LikIii  &  Power  Co.;  Illinois 
\'allcy  Traction  Co. ;  Saginaw  \'allt.-j  Traction  Co. ;  (iaicsburg  Elec- 
tric Motor  &  Power  Co.;  Cohiinlins  Railway  &•  Light  Co.  Contracts 
were  recently  olitained  also  from  the  following  steam  railroads: 
Lonisvillc  &  Nashville  Railway  Co..  new  shcps;  Chicago,  Rock 
Island  &  I'acihc  Ry..  new  shops  at  K;..-.!  Moline,  111.;  I'einisylvania 
R.  R.,  new  shops.  Kesides  these  several  contracts  have  lieen  made 
with  large  niannfacliiring  concerns,  .'\mong  the  largest  installations 
of  Green  traveling  link  grates  have  lieen  (hose  for  the  Chicago 
Cnion  Traction  Co.,  Me(ropoli(an  Street  Railway  Co.,  of  Kansas 
City,  and  the  S).  l.j^nis  Transit  Co.,  aggregating  alx>nt  50,000  h.  p. 

THE  ROOT  TR.\CK  SCR.APER  CO.,  of  Kalainazo,,,  Mich., 
calls  particular  attention  to  three  devices  made  by  it  which  should 
be  of  especial  interest  to  electric  railway  men  at  this  time  when 
preparations  are  going  forward  toward  putting  the  rolling  stock  in 
shape  for  winter.  One  is  a  reversible  scraper  designed  to  be  fas- 
tened on  cither  end  or  at  any  point  between  the  trucks  of  a  double 
truck  car.  It  raises,  lowers  and  scrapes  going  either  way,  always 
throwing  the  snow  to  the  right  of  (he  (rack.  It  is  9  ft.  long  and 
Ji  in.  from  rail  to  top  of  spring.  It  is  opera(ed  from  one  end  of  (he 
car  and  needs  no  attention  until  the  end  of  the  line  is  reached.  It 
cleans  all  of  the  snow  from  between  the  rails  and  9  in.  on  the  outside 
of  both,  clearing  the  snow  thiirouglily.  over  a  space  of  6  ft.  6  in.  wide, 
level  with  the  rail.  This  scraper  is  known  as  the  "nelroit."  The 
"Kalama/oo"  is  another  scraper  for  which  much  is  claimed.  It  is 
designed  to  clean  all  the  snow  from  between  the  rails,  and  9  in.  on 
outside  the  same,  throwing  i(  each  way  from  the  center;  it  also 
cleans  the  top  of  (he  rail  and  groove.  I(  can  be  run  faster  than  a 
>wcepcr  and  is  said  to  be  more  practical;  it  costs  about  1-20  as  much 
and  there  is  no  e.xtra  expense  for  lal«ir.  power  and  replacing  worn- 
out  brooms.  It  fully  protects  the  motor  from  snow,  the  maker 
states.  .A  device  which  the  company  guarantees  is  one  for  cleaning 
the  third,  or  contact  rail.  It  is  a  comliination  scraper  and  sleet 
cutter,  or  without  the  sleet-cutting  wheel  it  is  simply  a  scraper. 
I'or  removing  sleet  it  first  breaks  the  ice  and  the  Spring  back  of  the 
wheel  scrapes  the  ice  off  of  the  rail.  .-\ny  pressure  can  be  put  upon 
the  springs,  and  no  matter  what  the  speed  (he  ice  is  broken  uni- 
formly, it   is   stated,  and   is   easily   removed.     A    few    of   the   roads 


Sheet  Steel 
Gear  Cases 

NO     CASTINGS 

rsED   .... 

XO  BKKAKAtiK 
Fur  Infrroiation  .\tldrrss 

Lyon  Metallic  Mfg  Co 

Sheet  Metal  Workers, 
8-20  So.  Ann  St. 

CHICAGO,  ILL. 


Straight  Air  Automatic  Brake 

FOR  ELECTRIC  CARS  FOR  CITY 
SERVICE.     PREVENTS   ACCIDENTS. 

Brakes    Apply    Automatically 

If  Any  Pipe  is  Broken. 

Cannot  he  released  until  leak  is  repaired  except  by  ventini; 
brake  cylinder  to  atmi>sphere.  The  automatic  movement  of  this 
brake 

Acts  Independently  of  the  Motorman. 

Reiains  all  >ir  in  the  reservoir.     Maintenance    nominal, 
Simple  cjnstructioo,     Very  few  parts. 

For  full  particulars  rei;ardini;  royalties,  manufacture  or  sale 
of  patents  service  and  bench  tests  address 

E.  B.  LEW.   231  Broadway.  N.  Y. 


Crcaghcad 
Flexible 


Brackets 


Ave.   20.    1903.] 


STREET    RAILWAY    REX'IEW. 


55 


using  the  Root  Track  Scraper  Go's,  scrapers  aie  the  Detroit  United 
Ry.,  South  Chicago  City  Ry.,  Chicago  &  Joliet  Ry.,  Michigan  Trac- 
tion Co..  .\inerican  Railways  Co.,  and  Railways  Company  General, 
of  Philadelphia ;  Tri-City  Railway  Co.,  Indiana  Railway  Co.,  P.ing- 
hamion   Ry.,  and  many  others. 

THE  .\LL1S-CHAL.MERS  CO.  reports  the  loUownig  partial 
list  of  engine  sales  for  July,  1903 : 

Chicago  Beach  Hotel,  Chicago,  one  16  .k  3(>-in.  heavy  duty  direct 
coiuiected  Reynolds  Corliss;  Kiio.\  Construction  Co.,  Chicago,  two 
20  and  40  .\  4S-in.  heavy  duty  cross  compound  direct  connected 
Reynolds  Corliss:  Richmond  Cedar  Works,  Richmond,  Va.,  one  24 
and  36  .\  4S-in.  heavy  duty  cross  compound  Reynolds  Corliss;  Bar- 
rett Manufacturing  Co.,  Beloit,  Wis.,  one  20  and  40  x  48-in.  heavy 
duly  cross  compound  Reynolds  Corliss ;  American  .\ristotype  Co., 
Jamestown,  N.  V.,  one  18  .\  36-in.  girder  frame  Reynolds  Corliss; 
Stillwell-Bierce  &  Sniith-N'aile  Co.,  Dayton.  O..  one  l6.\42-in.  girder 
frame  Reynolds  Corliss ;  Fourchc  River  Lumber  Co.,  Chicago,  one 
24  X  48-in.  and  one  20  .x  42-iu.  heavy  duty  Reynolds  Corliss;  J.  I. 
Case  Plow  Works,  Racine,  Wis.,  one  Reynolds  air  pump  and  jet 
condenser;  Consumers'  Heat  &  Electric  Co.,  Bloomington,  111.,  one 
20  and  32  X  36-in.  heavy  duty  cross  compound  Reynolds  Corliss; 
Union  Sugar  Co..  San  Francisco,  Cal.,  one  18  x  36-in.  girder  frame 
Reynolds  Corliss:  Canton  Oil  Mill  Co.,  Canton,  Miss.,  one  16x42- 
in.  girder  frame  Reynolds  Corliss ;  Henry  Du  Pont,  Wilmington, 
Del.,  one  20  x  42-in.  girder  frame  Reynolds  Corliss;  Olds  Motor 
Works,  Lansing.  Mich.,  one  16  x  42-in.  girder  frame  Reynolds  Cor- 
liss; Clayton  Oil  Mills,  Clayton,  N.  C,  one  18  x  42-in.  girder  frame 
Reynolds  Corliss;  Charles  B.  Pride,  .\ppletou.  Wis.,  one  18 x  36-in, 
heavy  duty  Reynolds  Corliss  substituted  for  14  x  36-in.  sold  Ma\ 
25.  1903;  Columbus,  Buckeye  Lake  &  Newark  Traction  Co.,  Colum- 
bus, O.,  one  34  and  68  x  48-in.  vertical  cross  compound  condensing 
heavy  duty  Reynolds  Corliss:  Lock.  Moore  &  Co.,  Ltd.,  Westlakc, 
La.,  one  24  x  48-in.  heavy  duty  Reynolds  Corliss;  Georgia  Cordage 
Mills.  Decatur,  Ga..  one  16  x  42-in.  heavy  duty  Reynolds  Corliss; 
Marquette  Cement  Manufacturing  Co.,  La  Salle,  III.,  one  20  x  42-in. 
heavy  duty  Reynolds  Corliss;  Coe  Brass  Manufacturing  Co. 
Torrington.  Conn.,  one  22-44  x  42-in.  and  one  19-38  x  42-in.  com- 
bined horizontal  and  vertical  compound  Reynolds  Corliss  and 
two  air  pumps  and  two  jet  condensers ;  Charles  Waite,  South 
Dakota,  one  I2x30-in,  girder  frame  Reynolds  Corliss,  two  70 
h.  p.  54  X  l6-in.  tubular  lioilers  and  one  No.  5  feed  water  heater ; 
The  Gauley  Co.,  Camdeu-on-Gauley,  W.  \'a.,  one  16  x  ,36-in.  heavy 
duty  Reynolds  Corliss;  Rock  Mill  Water,  Light  &  Power  Co., 
Scranton,  Pa.,  one  20.x 42-in.  girder  frame  Reynolds  Corliss; 
Memphis  Consolidated  Gas  &  Electric  Co..  Memphis.  Teun.,  one 
27-72  X  48-in.  horizontal  cross  compound  heavy  duty  direct 
coupled  Reynolds  Corliss;  The  Homcstakc  Mining  Co.,  Lead. 
So.  Dak.,  one  18-32-34-24  x  42-in.  combined  horizontal-vertical 
triple  expansion  engine  and  three  320  h.  p.  Sederholm  boilers;  Lacey- 
Buck  Iron  Co.,  Rirmingham,  .Ma.,  one  44  and  84  x  6o-in.  vertical 
standard  furnace  blowing  engine;  C.  .'\.  McDonald,  Chicago,  one 
16  X  .?6-in.  girder  frame  Reynolds  Corliss,  without  crank,  crankshaft. 
wheel,  etc.;  .■\rkausas  City  Milling  Co,  .Arkansas  City,  Kan.,  one 
22  X  42-in.  heavy  duly  Reynolds  Corliss;  Manhattan  Rubber  Manu- 
facturing Co.,  Passaic,  N.  J.,  one  24  and  40  x  42-iu.  lieavy  dul> 
tandem  compound  Reynolds  Corliss. 


Superior  Graphite  Paint 

Kesists 

Fire,    1' umes.     Rust,    Weather. 

TIIK  Iposl  [irotcctioii  I'lir  .structural  stei'l, 
corrutratfil  iron,  roofs,  stacks,  trucks, 
trolley  poles,  bridfjes,  tanks,  etc.  Serves 
eijually  well  upon  melals,  wood,  lu-ick  or 
sloiie.     A  post.'il  card  will  briiii;  our  liook. 

.v.::' J ;.,/.■     DETROIT  (JRAPHITE  MFG.  CO.        (/,,,,„«,/ 
ciiiras"  Detfoit,  Mich.  i:iiti\,lo 


Let  the  Other  Tellow 

Use  the  ordinary  Every- 
Day  Oil  Filter.   ,•  .•  .•  .• 

It  may  save  him  money,  or  it  may  not. 
There  is  no  question  about  the 

Cross  Oil  filter 


av  inf;  niiiney  for  yiiu.  It  is  guaranteed  to  re- 
duce your  lubricating  bill 
SO  per  cent,  or  you  may 
return  it  at  our  expense. 


Write  for  one  to-day. 
You  may  try  it  30  days  and 
if    not    as  represented    rc- 


"Tlie  Cross  Oi  Filter 
is  very  satisfactory.  No 
■  ■nffiae  room  6liuul<l  bi* 
witliout  •n>-." 

.\rarricaii  Knyine  Co., 
Bound  Brook,  N.J. 


Tlie  Burt  Manufacturing  Co. 

AKRON,  OHIO,  U.  S.  A. 

I,;iri{i's(  MaiiuracluriTsof  Oil  Filt<:r«  In  llie  Worlil 


Recently  an  .Xurora,  Elgin  &  Chicago  Railw.ay  Co.  car  ran  35 
miles  in  34  min.  39  sec,  and  on  July  l8th  a  Jackson  &  Battle  Creek 
Traction  Co.  car  made  one  mile  in  50  seconds. 


56 


STRI-.I-.T    KAII.WAV    Kl'A  ll-.W. 


IV..I.   XIII.  No  S 


it 


»♦ 


A   .Mdtoriiiaii   without   Proper    KiiDwIednc 
is  as  Dani^ci'uiis  as  a  Cur  witliiiiit  a  Hi-akc 

The  Motormaa  and  His  Duties 

Uc\  Iscil  and    IliilarncJ.     Fifth    l-Alition. 

A  iiANDiiooK  <>i  niKoin  AM»  I'UACi  ici;  I  i>K  oi'iUA  ri\<; 
n.Kci  uk;  <;aks 

Ciinliiiiis    171    pauo  with   inure  tliaii    llio    cut-    iiiiJ   JiaKi'aiiis 

illiisti'atiiiK  all  the  slanJarJ  devices  used   in 

electric  car  equipment 

I  \  1 1  -1   \\i>  111  SI  M  \vi  VI  IN  I'UiN  I.    ri  1)1  II  iiiMiiMi.    i>i  I  n  I  1(1  II  (PN  Kin  ii'i  in  si  .mi 

WINDSOR  \  ki:nfii:i.1)  i»rHiJsiiiN(i  co. 

iS-t-  IM.YMOITII  COIKT  CHICAGO 

(Lh.    I.     I'aii    I.     2(1    piiffc's.     U)  illustrations.     Presents  the  impoi- 
A  glance 
over  the  car     t-'"'  devices  common  to  every  electric  car  equipment  showing  tiieii 

equipment         location  and  general  adaptability. 

—  .,  Ch.  II.     Pait  1.     :!S  paucs.    i  J  illustrations.     Is  devoted  to  a  simple. 

1  ransmit-  ' 

ting  electric      practic.il  talk  on  the  generation  and  transmission  of  electric  current. 
potver  insulation  and  insulators. 


Operation 
of  cars 


Chs.   111.  and  W .     Part  1.      iS  pages  devoted  to  practical  and  plain 
directions  foi'  the  operation  of  the  cai'  oit  the  road.     Especial   at- 


controllers        tention  is    given    to  economy    of  powei'  consumption  and   avoid 
ana  brakes       ance  of    the  more  common  mistakes. 


Multiple  unit 
systems 


'Brakes 
and  their 


Ch.    I\'.     Pait   II.     S  pages.     2  illustrations.     E.xplaming  the  .sys- 
tems  in   detail  and  showing    their    special    adaptability    for  trains 
of  several  cars,  some   or  all  of  which  are  motoi'  cars. 
Ch.    v.     Part  II.     20  pages.      \2  illustrations.     Sliows  the  impoi- 
tant    mechanical   features    of    the    principal  types  of    brakes    with 


construction      ^^y^.  f^n  instructions  as  to  their  use. 


Electric 
traction 
systems 

HoTv  to  rem 


Ch.  \'l.  Part  11.  (Contains  a  brief  desciiption  of  the  third  rail 
system,  surface  contact  system,  conduit  s\'stem.  storage  battery 
cars  and  electric   locomotives. 

(^hs.  V.     Part  1.      12  pages.     Carefully  considers  about  forty  of  the 


edy  troubles      "evervdav"  troubles  incident  to  electiic   car  equipments. 

(^h.  I.     Part  11.      1 2  pages.    22  illustrations.     Enables  anv  intelligent 
The  principles  ,      ,  .     .   ,  ,  ,     , 

of  the  electric  ^'■'•^'^'•'^    to     understand    the    principles    and      construction  of   the 

motor  electric  motor. 

The  electric     Ch.   II.     Part  II.     41  pages.      18  illustrations.      Describes  in  untech- 

'■^'''^^^ '""''"■  nical  language  and  terms  the  path  of  the  electric   current  through 

and  car 

equipment        •'"  o^  ^'^^  apparatus  on  the  car. 

(^h.   111.      Pait   II.     41    pages.     i!S  ilkistrations.      l)e\'oted    to  the  ,ip- 
Coitrollers       plication  and  use  of  the  controller.     Many  of  the  older  and  all  of 
the  modern  types  are  illustrated   and   carefully  described. 


cA 

Suggestion  to 

General 

Managers 


One  accident 

prevented 

or  a  small 

percentage  of 

saving 

in  the  daily 

power 

consumption 

amounts  to 

more  than  it 

will  cost  you 

to  supply 

every 

motorman 

with  this 

book 


Liberal  discount  on 
large  orders 


DAILY   STREET   RAILWAY   REVIEW 


5TH  Year  [ 
No.  1        I 


SEPTEMBER  2,  1903 


Serial  No. 


Vol.  xm 
No.  8  a 


Saratoga  and  its  Environs. 


The  name  Saratoga  is  derived  from  the  old  Indian  name  Se- 
rach-ta-inie  —  meaning  the  hillside  country  of  the  great  river  — 
and  originally  referred  to  a  tract  of  land  15  miles  in  length  and 
fxtending  back  about  six  miles  from  the  Hudson,  on  both  sides 
of  the  river.  The  much  smaller  tract  embracing  the  present 
springs  was  called  by  the  Indians  Kay-ad-ros-se-ra  —  the  lake 
country,  this  name  being  now  retained  for  the  large  stream  flow 
ing  through  the  country  and  emptying  into  the  Hudson  at  Me- 
chanicsville.  When  the  mineral  springs  were  Brst  discovered  by 
the  white  settlers,  they  unwittingly  called  them  "  The  Spring 
near  Saratoga."  though  situated  several  miles  away  from  the 
real  Se-rach-ta-gue.  The  famous  resort  of  today  is  officially 
known  as  Saratoga  Springs,  but  for  brevity  and  convenience  this 
is  now  commonly,  though  erroneously,  shortened  to  Saratoga. 


in  number  from  time  to  time  as  the  popularity  of  the  place  in- 
creased until  the  resort  now  boasts,  among  other  superlative 
distinguishments,  the  largest  and  finest  collection  of  commodious 
liostelries  in  the  counti-y. 

The  village  of  Saratoga  Springs  is  located  close  to  the  eastern 
edge  of  New  York  State,  near  the  gateway  of  the  Adirondack 
region.  It  is  182  miles  almost  due  north  from  New  York  city; 
205  miles  west  of  Boston;  311  miles  east  of  Niagara,  and  202  miles 
south  of  Montreal.  It  is  on  the  main  lines  of  the  Delaware  & 
Hudson  K.  R..  the  Adirondack  R.  R..  and  and  the  Hoston  & 
Maine  R.  R.  It  is  easy  of  access  through  the  excellent  con- 
nections made  at  Albany  and  Troy,  with  all  points  East.  South 
and  West. 

The  mineral  springs  upon  which  the  fame  of  Saratoga  Is  based 


8AUATOOA    HACK   TRACK. 


Althoagb  but  a  omall  village  If  classlfled  according  to  its  resi- 
dent population,  Saratoga  Springs  Is  Justly  renowned  thnmghout 
the  world.  Its  fame  being  due  primarily  to  the  great  number  and 
peculiar  i|uallty  of  the  odneral  springs  found  in  the  immediate 
vicinity:  and  also  to  a  very  large  extent  to  the  fact  that  the 
springs  early  attracted  the  attention  of  several  wealthy  and 
prominent  families  of  New  York  and  Boston  who  year  after  year 
returned  lo  the  place  for  their  summer  outings  and  so  started  the 
movement  that  has  given  Sara'oga  Springs  the  appellation  of 
the  "  most  famous  summer  resort  In  America."  The  influx  of 
health  and  pleasure-seeking  visitors  soon  Justified  the  building 
of  commodious  hotels  which  have  been  extended  and  Increased 


are  found  In  a  crescent  shaped  valley  extending  from  Uallston 
Spa  to  Quaker  Springs,  a  distance  of  about  17  miles.  In  the 
center  of  this  valley  is  the  village  of  Saratoga  Springs  near  which 
are  all  of  the  more  famous  of  thi'  B|)rlngs,  about  35  In  number. 
Not  the  Iciist  Interesting  feature  of  these  is  the  fact  that  so 
limited  an  area  can  |)rodnce  so  wide  a  variety  In  the  taste,  chemi- 
cal i)roiiertli-s.  and  medicinal  eirecls,  of  Its  spring  waters.  Each 
spring  has  Its  own  distinctive,  (lualltles.  There  are  wide  vari- 
ations, especially  as  regards  the  taste  of  the  water  whldi  ranges 
from  suggestions  of  rusty  nails  and  old  horse  shoes  to  clear 
sparkling  waters  almost  perfect  In  their  purity.  Each  of  the 
different  Hprlngi   has   different   curative   effects   and   It   Is   sng- 


r)52 


DAILY  STREET  RAILWAY  REVIEW. 


[Sdual  No— Vol.  XIII,  No.  8  a. 


tscstetl  thnt  before  the  vlsltur  Indlacrlmluately  patronlzuH  tlu' 
various  watcTH  be  consult  some  odi-  of  tbe  n-HpoDslble  local  incilt 
cal  uutborltlos  who  will  be  able  to  pn-scrllie  the  wntfru  ln-l 
suited  for  the  particular  case.  To  persons  In  gooil  health  ii  llnil 
ted  amount  of  tbe  waters  do  no  particular  harm,  but  If  It  Is  ilr 
«lred  to  partake  of  the  spriUKS  for  their  curative  i)ropertle.i,  it  Ih 
beet  to  ask  the  advice  of  soraeoiie  thorouitbl.v  ac(|uaiiili-il  will) 
the  analysis  of  eadi  water. 

The  springs  are  all  natural  flows  and  bubble  up  from  the  earth, 
some  from  tbe  soil  and  others  from  «|>i>;irentl.v  solid  rock.  Smiii 
of  tlie  waters  are  heavily  charKiMl  with  carlionic  acid  Kas  wlilih 
forccK  the  water  to  the  surface  under  conMideral)l<'  pressnir 

The  history  of  the  springs  Is  Interesting.    For  several  centnili- 


•'*'—.S9«ep«i 

^^^ 

^^  IH 

F^ 

!■' 

*"J^Sf^             ]^bI 

^ 

^Um 

SAltA'KXJA    LAKIO   i'ltOM    MOON  S   l.AKH    HOUSE. 

the  Indians  had  known  of  the  "  medicine  waters,"  and  used  lln- 
waters  freely  for  the  cure  of  many  ailments.  They  regardi'd  llic 
springs  as  a  gift  of  the  Great  Spirit  for  the  healing  of  tlicir  na 
tions.  The  tlrst  white  man  to  visit  the  locality  was  a  woum<1((1 
French  officer  who  was  carried  to  High  Rock  Spring  from  l''iirl 
Carrllon  by  an  Indian  chief  sometime  previous  to  1761.  In  tin- 
latter  year  Sir  William  Johnson  visited  the  place  and  recorded 
the  benefits  he  derived  from  the  use  of  the  waters.  The  flr.st 
hotel  was  built  in  1774  by  one.   .John   Arnold  of  Rhode  Island, 


CONGRESS  TAKK.  SARATOGA. 

and  the  beginning  of  Saratoga  Springs  as  a  pleasure  and  healtli 
resort  dates  from  that  year. 

After  the  discovery  of  High  Rock  Spring  the  other  springs 
were  found,  some  by  accident  and  some  by  careful  scleutlUc 
searclK  Practically  all  of  the  springs  are  now  owned  by  stock 
companies  or  Individuals,   some  are  free  to  the  public  and  at 


others  a  small  fee  Is  charged  for  the  privilege  of  drinking  tbe 
water.  The  bottling  and  shipping  of  the  various  waters  has  come 
to  be  an  extensive  Industry  and  the  products  of  the  springs  arc 
sold  under  trade  marks  or  names  all  over  the  world  for  table  and 
inedleiiial  uses. 

1'he  more  famous  of  the  springs  will  be  found  within  a  few 
ndnutes  walk  of  the  center  of  the  hotel  dislriet.  Perhaps  the  best 
known  and  most  largely  patronized  arc  the  (Congress  Spring  and 


i<ii> 


I    HAIi     liUl'F. 


Hie  Coluiul>iau  Spriu;;,  IxHh  iuculed  iu  tjunj^ress  Spring  Park,  the 
(  nlrance  to  which  is  just  south  of  Congress  ilull.  Tbe  park  is 
a  beautiful  reservation  upon  which  a  large  amuuul  of  money  has 
liecu  spent  in  improvements.  Jiutrauce  to  the  grounds  is  through 
a  handsome  pavilion  and  the  park  is  laid  out  with  charming 
walks,  llower  beds,  deer  reserve,  baud  stands  and  other  attrac- 
tions. A  small  fee  is  charged  at  the  gate,  but  ouce  inside  the 
visitors  are  free  to  partake  of  as  much  of  the  waters  as  they 
may  desire,  and  are  at  liberty  to  enjoy  ail  the  features  of  the 
place  without  further  charge.  Old  Red  Spring,  Saratoga  "  A  " 
Spring,  limpire  Spring,  The  Star,  Uigh  Rock,  Seltzer,  and  the 
headquarters  for  the  famous  Saratoga  \ichy,  are  all  located 
witliiu  walking  distance  of  the  hotel  distiict. 

Aluiusl  as  renowned  as  its  waters  is  the  ah-  of  Saratoga  which 
throughout  the  year  possesses  a  remarkable  di-yuess  —  a  blending 
of  Adirondack  breezes  with  the  zephyrs  from  the  nearby  Oreen 
Mouulaius  of  Vermont.  Saratoga  has  an  altitude  of  over  300 
It.  aljove  sea  level,  and  tbe  air  is  characteristic  for  its  buoyancy 
:iinl  iriedom  from  all  dampness. 

Lnduubtedly  the  hotels  of  Saratoga  are  remarkable  in  size, 
number  and  design,  and  the  eflecl  is  one  to  be  remembered  as 
the  visitor  scans  for  the  lirst  time  the  fronts  of  the  mammoth 
bostelries,  the  largest  and  linesl  of  which  are  all  concentrated 
wllbin  an  area  of  bait  a  dozen  squares  along  Broadway,  the 
main  thoroughfare  of  the  village.  It  is  said  that  an  influx  of 
JO.OOO  newcomers  iu  a  single  day  causes  but  little  confusion  in  the 
iiotel  lobbies,  and  does  not  tax  unduly  the  capacity  of  the  village 
lor  feeding  aud  bousing  the  visitors.  The  place  is  rapidly  bc- 
<'oiuing  a  favorite  convention  city  and  its  growing  popularity  for 
convention  purposes  is  beginning  to  supplant  more  or  less  its 
fame  as  a  strictly  e.\clusive  summer  resort. 

Three  of  the  largest  hotels.  Congress  Hall,  the  United  States 
and  the  Grand  Union,  each  cover  au  entire  block.  Bach  is  built 
about  three  sides  of  an  open  court,  where  are  to  be  found  huge 
elms,  shady  walks,  fountains  and  well-kept  lawns.  Several  of 
the  larger  houses  will  each  accommodate  in  e.\cess  of  1,000  guests. 

The  sources  of  amusement  at  Saratoga  are  many  and  varied. 
Especially  Is  tbe  village  and  surrounding  country  for  its  line 
drives.  Several  hundred  hue  carriages  will  be  found  in  the  vil- 
lage for  public  hire  aud  although  the  rates  charged  are  not  ex- 
orbitant on  ordinary  days,  the  prices  asked  increase  rapidly  on 
pleasant  .Saturday  and  Sunday  afternoons.  The  carriage  fares 
are  not  strictly  regulated  by  ordinance  and  the  price  to  be  paid 
by  the  hour  or  for  the  afternoon  is  a  matter  for  agreement  be- 
tween the  driver  and  the  parties  when  the  carriage  is  engaged. 
Strangers  will  find  It  advantageous  to  have  a  complete  under- 


Year.  No.  i — Sept  2,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


SS.T 


standing  as  to  the  price  to  be  charged  before  the  drive  is  com- 
menced. 

The  chief  and  most  popular  drive  is  to  Saratoga  Lalie,  situ- 
ated alK)Ut  four  miles  from  the  village.  Starting  from  the  hotel 
district  the  route  is  past  Congress  Spring  Park  and  then  along 
Union  Avenue,  the  great  fashionable  drive,  on  which  on  a  bright 
afternoon  will  l>e  found  a  merr.v  procession  of  automoliiles,  fine 
carriages,  and  st.vlish  equipage  of  ever.v  description. 

Leaving  Congress  Park  perhaps  the  first  object  of  interest  will 
Iw  Canfleld's  I'lace.  notorious  as  the  place  where  Society  was 
wont  to  eourt  Pame  Fortune  at  games  of  chance.  The  famous 
red  brick  mansion  is  siuTounded  by  beautiful  gromids  and  Hower 
beds  —  a  miniature  Monte  Carlo. 

.\  short  distance  farther  im  the  right  is  the  Saratoga  Race 
Track,  claimiil  to  lie  the  oldest  ami  finest  racing  track  in  the 
North.  Kai'ing  was  establishe<l  at  Saratoga  In  ISCnt.  and  the 
"Saratoga  Racing  Season  "  now  draw?  lovers  of  the  sport  from 
the  countr.v  over,  the  rich  slakes  offennl  during  the  meet  alwa.vs 
bringing  together  m;in.v  of  the  '<est  tlioroughlircHl  horses  on  tin' 
American  turf.  The  track,  which  was  remodeled  and  reliuiM  twn 
.vears  ago.  is  a  mile  and  a  (luarti'r.  with  chutes  for  the  mile  and 
tUree-<|i'arter  mile  distances.  The  grand  stand  accommodates 
15.000  people,  the  lietting  ring  being  adjacent  to  it.  \  separate 
enclosure  with  accommodations  for  1.2011  horses  is  known  as 
Horse  Haven. 

.Tnst  east  of  the  racing  park  is  Taddo.  the  beautiful  country 
estate  of  Mr.  Spencer  Trask.  The  drives  through  the  grounds  are 
open  to  the  public  through  the  courtesy  of  Mr.  Trask. 

Saratoga  T/ake  Is  a  mile  or  so  be.vond  this  point.  The  lake  is 
an  attractive  body  of  water  alxiut  seven  miles  in  length  and 
two  In  width.  There  are  numerous  hotels  and  road  houses  along 
the  shores  where  flsh  and  game  dinners  may  be  enjoyed.  The 
largest  of  these  places  is  Ben  Riley's  "  Arrowhead."  One  of  the 
landmarks  that  will  be  pointed  out  to  the  visitor  is  "  Kid  "  Mc- 
Coy's place  across  the  lake,  where  the  champion  prize-fighter 
trained  for  .several  of  his  bouts. 

A  short  distance  down  the  lake  shore  is  Ka.vdeross  Park,  which 
may  also  be  reached  from  Saratoga  by  a  branch  line  of  the  Hud- 
son Valley  Railwa.v  Co..  by  which  corporation  it  is  conducted 
as  a  pleasure  park,  with  pavilion,  restaurant,  rustic  theater,  etc. 
From  this  point  a  steam  yacht  makes  regular  hourly  trips  to 
White  Sulphur  Spring  at  the  south  end  of  the  lake. 

Man.v  other  attractive  drives  and  walks  may  lie  enjoved  by  the 
visitor.  The  Saratoga  Golf  Club  with  Its  grounds  is  located  on 
Church  Street  about  a  mile  from  Broadway.  The  Saratoga  Polo 
Clnb  grounds  are  Just  north  of  the  golf  links.  The  Speedway 
|8  a  mile  straightway  speeding  course  rivaling  New  York's  River 


CAVIt.iriN    AT   CONCICKK.s    Sl'lMMIS,    HAIIATOOA. 

Hide  speedway.  Woodlawn  Park  Is  a  mngnlllceni  tract  of  nearly 
a  fhounand  ncreii,  the  country  neat  of  the  late  Judge  Henry  Hilton 
Within  twelve  miles  of  .Saratoga  occurred  the  Incidents  which 
marked  the  tiirnliig  f"'!"'  '"  *'"'  Revolutionary  War.  Near  Schuy- 
lerrllle  around  BomU  Helghtii  wan  fought  the  battle  of  Baratoga 


on  Oct.  7.  1777.  and  there  on  Oct.  17,  1777.  General  Burgoyue  sur- 
rendered to  (Jeneral  (iates.  The  site  of  the  battle  is  marked  by  a 
monument  2tX>  ft.  high.  Thi-  place  can  be  reached  by  steam  rail- 
road or  carriage  from  Saratoga. 

A  few  miles  north  of  Saratoga  is  Mt.  McGregor  where  (ien. 
V.  S.  Grant  spent  his  last  days.  Under  the  supervision  of  the 
National  G.  A.  R.  it  is  kept  in  the  same  condition  it  was  when 
Grant  jiassed  away.    The  place  is  best  reached  by  driving. 


I  om;i;k.s.~;   ll.vLL.   SAUATOGA. 

Nearer  the  village  is  the  Ostrich  Breeding  Farm  on  Ballstoii 
Avenue,  reached  liy  drive  or  by  electric  cars.  A  visit  to  this 
farm  will  be  found  interesting  and  instructive. 

Near  the  center  of  the  village  is  the  House  of  Pansa,  a  repro- 
duction of  the  building  in  I'ompeii  made  famous  In  Bulwer- 
Lytton's  "  Last  Days  of  Pompeii  "  ;  also  the  Indian  encampment 
where  baskets  and  other  articles  of  Indian  make  can  be  pur- 
chased. 

Saratoga's  Convention  Hall  slaiids  on  the  east  side  of  South 
Broadway  not  far  from  Congress  Spring~Park.  This  building  has 
been  (lie  scene  of  many  a  spirited  convention  of  both  great  politi- 
cal parties.  It  was  built  at  a  cost  of  .^100,000  and  seats  7,000 
people. 

There  are  no  electric  lines  on  any  of  the  main  streets  of  the 
village  owing  largely  to  the  effective  opposition  of  the  Hack 
Drivers'  Association.  However,  the  cars  of  the  Hudson  Valley 
Railway  Co.  enter  the  village  through  some  of  the  side  streets 
within  a  few  minutes  walk  of  the  large  hotels  and  cars  may  be 
taken  for  any  point  on  the  Hudson  Valley  System. 

Saratoga  is  also  famous  as  the  home  of  chips  and  trunks. 

K  K  K 
THE  UPPER  HUDSON  AND  LAKE  GEORGE  REGION. 


Slretclilng  away  to  tlie  north  from  Saratoga  lies  a  grand  rolling 
country,  whose  history  goes  back  to  the  earliest  dawn  of  explora- 
tion. The  Valley  of  the  Hudson  has  been  aptly  termed  "that 
Kplen(li<l  aisle  which  leads  from  the  Adirondack  Mountains  to 
(he  sea."  The  region  of  the  Upper  Hudson  has  In  later  years 
been  rendered  accessible  by  the  electric  lines  of  the  Hudson  Val- 
ley Ry..  and  the  steam  roads  of  the  Delaware  &  Hudson  R.  R.. 
and  the  territory  offers  many  a  delightful  side  trip  or  sojourn  to 
those  who  may  lie  visiting  Saratoga  Springs. 

From  Saratoga  to  Caldwell  at  the  foot  of  Lake  George  l8  30 
Millcs  and  bitween  the  two  villages  will  lie  found  much  to  please 
and  Interest.  The  route  has  been  a  war  p""'  f'""  many  nations. 
Hrltlsh.  American.  French,  and  Indian  have  here  waged  conflict 
after  contllcf  and  scores  of  battle  grounds,  forts,  sites  of  Indian 
massacre-  :ir<-  strewed  alonir  die  way.  Of  the  towns  passed,  Fort 
Kdward.  Sandy  Hill  and  Glens  Falls  will  be  foimd  typical  New 
York  State  villages,  bustling   with  life  and  enterprise. 

At  Caldwell  on  Tjike  George  the  Hudson  Valley  Railway  Co. 
owns  Fort  William  Henry  hotel,  a  spacious  and  delightful  hos- 
telry overlooking  the  lake  and  replete  In  all  the  necessities  and 
luxuries  of  a  first  class  hotel. 

The  Lake  George  region  thus  opened  up  Is  believed  by  many 


ft84 


DAILY  STREET  RAILWAY   REVIEW. 


ISekiai.  No— Vol.   XIIl,   No.  8  a 


to  Htnnd  iiiirlriiltMl  for  iinturiil  liotiulloH.  l/t'KoiiilH  uiiil  triulltiiiiiK 
ulKiiind  (•iiiucriiliiK  iinirly  evory  nook.  Juiin-n  Fuiilnioro  (jkiimt 
found  liiTf  rlrli  iiinitTlal  for  IiIm  Ix'st  known  IiiU-h,  nnil  tn  tliiN 
Unj-  llio  lin'iillties  ImumrlallziHl  In  the  "  Last  uf  the  MolilranH  " 
are  polntrd  out  as  tin-  scom-H  of  actual  ofi-nrrcncoH. 

Lake  (ieurue  varliw  In  wliltli  from  tlircf-<|HartcrB  of  a  nilli-  ii> 
four  mllM.     Conipli'ti'ly   sUul    In   liy   the  niountalUH   which   h.ni:; 

In  l)ol(l  cliffs  over  the  water,  or  stretch  Intu  It  In  rocky  |ii mn 

torh-s.  the  lake  In  lis  narrower  parts  si^^'nis  hut  n  river.  ARnln 
It  broadens  out  Into  maKUltlcanl  stretches  of  water.  Its  huii 
dreds  of  Islanils.  most  of  which  are  the  property  of  the  State, 
furnish  temporary  homes  for  many  summer  visitors,  who  hrlnc 
their  tents  and  enjoy  camp  life.  The  beauty  and  charmlni;  dc 
Hchts  of  a  trip  llironi.'li  the  lake,  with  Its  scores  of  stops  at  the 
various  picturesque  laDdln|i:s,  will  repay  almost  any  effort  neci's 
sary  to  make  It 

About  10  miles  from  (Jlens  Falls  Is  Spier  Falls  where  the  Hud- 
son River  Power  Co.  Is  now  completing  a  dam  of  Immense  pro- 
portions across  the  TTpper  Uudson.  and  where  It  Is  proposed  to 
develop  upwards  of  20.000  h.  p..  which  will  be  transmitted  elec 
trlcally  at  high  tension  on  lines  to  Troy,  .Vlbany,  Schenectady, 
and  IntervenluR  towns  and  cities. 


pending  the  completion  of  the  Sph-r  plant,  the  Mechanlcsvllle  sta 
lion  is  supplying  current  for  all  thi-  cars  of  ilic  United  Tracllon 
Co.  In  .Vlbany  anil  Troy,  for  the  cars  of  the  Schenectady  Ry.. 
and  for  a  portion  of  the  (ieneral  Kleclric  Works  at  Schenectady. 
,\iH.tlier  of  the  water  falls  drives  the  plant  of  the  Duncan  Co.  at 
Mechanlcsvllle,   the  largest  liook  paper  mill  In  the  world. 

SI  ill  farther  south  towaril  Troy  and  Albany  are  the  manufae- 
MiiiiK,'  cities  of   Waterford.   LanslncburK  and  Cphoes. 

Troy  is  a  city  of  T.^IHH)  Inhabitants.  This  place  Is  primarily" 
llii>  center  for  the  niannfaclure  of  shirts,  collars  and  cuffs,  and  It 
Is  calculated  that  Troy  makes  85  per  cent  of  the  linen  collars  and 
cufrs  produce<l  In  America.  In  this  Industry  alone  more  than 
L'O.doO  persons  are  employed  and  $ii,0(K).0(K)  is  paid  annually  In 
wastes.  At  Troy  are  also  locnti-d  lartie  Iron  works,  chain  works 
for  the  maklnR  of  ships  chains,  and  establishments  for  the  manu- 
facture of  steam  valves. 

The  Rensselaer  Polytechnic  Institute  is  situated  In  Troy.  This 
is  the  oldest  and  one  of  the  lendlnR  schools  of  enRlneorlng  in  the 
world,  having  been  founded  In  1824. 

Across  the  river  from  Troy  Is  Watervllet.  where  Is  the  widely 
known  Watervllet  Arsenal,  e8tablishe<l  In  1813  by  the  United 
States  Oovernment  for  the  manufacture  and  storace  of  heavy 


THE  STATK   CAI'ITOL.    ALBANY. 


THE  CITIES  SOUTH  OF  SARATOGA  SPRINGS. 


Between  Saratoga  and  Albany  are  numerous  thriving  cities 
with  many  mills  and  factories,  attracted  thither  by  the  abundant 
water  powers  and  good  shipping  facilities,  and  whose  products 
Include  a  wide  variety  of  goods  and  staples. 

Ballston,  just  south  of  Saratoga.  Is  the  shire  town  of  Saratoga 
County  and  was  one  of  the  earliest  fashionable  watering  resorts 
In  the  country.  During  the  first  half  of  the  nineteenth  century 
It  was  rich  in  mineral  springs,  but  these  have  gradually  failed, 
and  It  Is  now  the  center  for  many  manufacturing  Interests  for 
which  water  power  Is  provided  by  Kayderosseras  Creek.  The 
principal  plants  are  those  of  the  Union  Bag  &  Paper  Co..  the 
American  Hide  &  Leather  Co..  the  Glen  Pulp  Co..  iMid  the  Island 
Paper  Co.  The  Geysers  Springs  are  between  Rallston  and 
Saratoga. 

Mechanlcsvllle.  at  the  junction  of  the  Saratoga  Branch  and  the 
main  line  of  the  Hudson  Valley  Ry..  Is  best  known  for  its  great 
water  power  developments.  The  largest  of  these  Is  owned  by  the 
corporation  which  Is  building  the  great  dam  at  Spier  Falls,  and 


field,  siege  and  seacoast  guns,  small  arms,  and  shot  and  ammuni- 
tion. Here  was  recently  turned  out  a  16-ln.  breech-loading  rifle, 
the  largest  gun  ever  made  in  the  world.  It  was  built  to  throw  a 
projectile  weighing  2..'!7f)  lb.  21  miles. 

ALBANT. 


Albany  Is  probably  the  oldest  surviving  European  settlement  in 
the  thirteen  original  states.  The  settlement  at  .Jamestown.  Va.. 
was  made  several  years  earlier,  in  IfiOT,  but  It  has  long  since 
ceased  to  be  a  town,  and  Is  now  merely  a  pile  of  ruins  and  tomb- 
stones. The  city  of  Albany  owes  Its  birth  to  that  staunch  old 
explorer,  Henry  Hudson,  who  in  Seirtember,  lfi09,  went  sailing 
up  the  Hudson  River,  confidently  believing  he  had  discovered 
the  much-sought-for  westward  passage  to  India  and  China.  Much 
to  his  disappointment,  he  found  the  river  gradually  growing  nar- 
row and  shallow,  and  at  last  having  reached  the  head  of  navi- 
gable waters,  he  landed  on  the  west  bank  of  the  river,  where  the 
Capital  City  now  stands. 


5IH  Year,  No.  i — Sept.  2,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


555 


There  Is  much  In  the  city  of  Albany  to  attract  the  interest  of 
tourists.  Chief,  of  course.  Is  the  Capitol,  a  fitting  structure  to 
represent  the  political  center  of  the  Kmpire  State.  On  the  first 
day  of  May.  1805.  an  act  was  passed  authorizing  the  erection 
of  a  new  Capitol  building  whenever  the  city  of  Albany  should 
deed  the  land  proposed  as  a  site.  On  April  22,  1S*>7,  a  prelimi- 
nary appropriation  of  $250,000  was  made  to  be  used  in  the  con- 
struction of  the  building,  but  it  was  expressly  stipulated  that 
the  building  was  not  to  cost,  when  completed,  more  than 
$4,000,000.  Before  the  structure  was  finished,  however,  many 
changes  were  made  in  the  original  plans,  and  when  at  last 
finished,  the  exact  cost  amounted  to  $24,265,082.67.  Excavation 
for  the  building  was  commenced  in  1SC7,  and  the  first  stone  was 
laid  July  7,  1860.    The  Senate  Chamber  was  first  occupied  March 


to  a  depth  of  9  ft.  From  the  reservoir  the  water  passes  to  the 
filter  beds,  where  it  filters  tluough  4  ft.  of  clean  white  sand,  and 
3  ft.  of  gi'avel.  The  purified  water  passes  into  a  storage  reser- 
voir, and  thouee  through  S,0(H>  ft.  of  +S-in.  pipe  to  tlie  well  of  the 
city  pumping  station,  whence  it  is  forced  to  the  distributing  reser- 
voirs on  nearl)y  liills. 

Near  .Vlbany  on  the  banlcs  of  the  Normans  Kill  is  the  vale  of 
Tawasentha  made  famous  by  Longfellow's  poem  "  Hiawatha." 
Across  the  river  from  Albany  is  Rensselaer,  a  busy  city  of  fac- 
tories ami  railroad  .'^hops.  Visitors  are  interested  in  Fort  Cralo 
near  Albany,  where  "  Yankee  Doodle"  is  said  to  have  been  writ- 
ten. This  place  was  afterwards  the  homestead  of  the  Van  Rens- 
selaer family. 

The  population  of  All>any  is  olBcially  94,000  people. 


vii;\v 


M    ACltOSS    TllK    HUDSON    KIVER. 


10,  18S1,  but  the  building  was  not  pronounced  oflicially  finished 
until  two  or  three  years  ago,  so  that  the  structure  was  practically 
.16  years  in  building.  It  stands  today,  in  point  of  size  and  mag- 
nificence, second  to  none  save  the  National  Capitol  at  Wash- 
ington. The  western  staircase,  with  its  magnificent  carvings,  is 
said  to  be  the  finest  staircase  e.\lsting.  The  corridors  and 
various  rooms  of  the  building  are  filled  with  historical  and  Indian 
relics  and  curios,  which  are  open  for  inspection  to  all  visitors. 

Albany,  although  es.sentially  a  political  center,  is  rapidly  de- 
veloping Important  manufacturing  and  commercial  interest!?,  and 
Its  prominent  buildings  include.  In  addition  to  the  City  Hall,  the 
Post  Office  and  other  State  and  City  buildings,  several  fine  bulld- 
'■anking  institutions,  and  several  office  buildings,  which, 


SCHENECTADY. 


Sclienectady,  a  city  of  .W.OOO  inhal^itants.  including  siiliurban 
districts,  is  about  17  miles  northwest  from  Albany,  with  whieu 
it  is  connected  t)y  steam  railroad  and  by  two  double-track  electric 
lines,  one  running  direct,  and  one  by  way  of  Troy.  Schenectady 
is  best  known  by  reason  of  its  two  great  industrial  establish- 
ments, the  General  Electric  Works  and  the  Schenectady  Locomo- 
tive Works,  now  owned  by  the  American  Locomotive  Co. 

The  works  of  the  General  Electric  Co.  are  situated  about  linlf 
a  mile  south  of  the  business  portion  of  the  city,  and  the  estab- 
lishment covers  an  area  of  about  i:U>  acres.  .Vt  present,  there  are 
employe!   ii.-:irl.v   n.(Kio  1 ]<]>;  ilic  -r.':it   iiiM.jority  of  whom  are 


UIOU    8CHOOI,. 


MTATK    not  «K. 
AM'.ANY. 


CITY   HALL. 


IINION    STATION,    AI.IIANV. 


nlthoagh  but  aeven  or  eight  atorlc*  high,  are  proudly  termed  by 
the  cltizenx  '"  nicy  ncrapem." 

The  city  hnn  an  exceptlonBlly  flno  plant  for  the  purification  of 
IfH  drinking  water,  which  whh  completed  at  a  cost  of  nearly 
$.V)0.fjO0.  Tlie  water  In  pumped  up  18  ft.  from  the  river  by  two 
centrifugal  pumpH,  with  a  capacity  of  lfl,OOO,0O(J  gallon*  each 
per  day.  to  a  (ettlluK  retervolr,  which  covers  a  lurface  of  5  acres 


skilled  mechanics.  Here  are  made  the  almost  Infinite  variety  of 
electrical  devlc<?8,  ranrhlnery  iitid  apparatus  wlilcli  liear  the  Gen- 
eral ICIcctrIc  name. 

Schenectady  Is  the  site  of  Union  Colli-go,  which  was  chartered 
In  17!)5,  and  Is,  therefore,  one  of  the  oldest  American  colleges  In 
eilstcuce.  It  I*  both  an  academic  and  a  technical  engineering 
Instltutloo, 


J5« 


DAILY  STRKET  RAILWAY  KKVIl-AV. 


ISekial  No— Vol.   XIII,   No.  8  a. 


PAPERS   BEFORE   THE    AMERICAN    RAILWAY    MECHANICAL   AND   ELECTRICAL   ASSDCIATION. 


Ruul  Sept.  I,  lOilS  - 
IMPROVEMENTS  IN  STREET  CAR  MOTORS. 


By  E.  W.  Olds,  Superintendent  of  Rolling  Stock,  Milwaukee  Elec- 
tric Railway  &  Light  Co.,  Milwaukee,  Wis. 


\Vi-  Uvi-  in  a  progrt'SKlvi'  ui:v  iiiiil  liavi'  to  Idnk  hark  Inil  a  few 
jfiirs  to  8e<!  tliat  iinprdvoiiu'iits  In  Klri-i't  car  niotorH  have  Immmi 
ninilo  at  n  vi'iy  rapiil  rate.  Tlic  ^'owtli  of  c'li'itric  railways  In 
lliis  an<l  oilier  I'onntrii's  lias  ccrtainl.v  lirt'ii  wonilcrriil.  Many  of 
us  rcnirnilKT  wlicn  llic  lirsl  siricl  car  nmtiirs  were  [int  Into  sue 
tvHsfiil  operation  —  the  old  Sjirajriu'  No.  (',  anil  T.   II.  K-2II  bcinc 

wonders  of  their  day,  the  Spra^ni'  eiinipped   wilh  SpraKiu n 

trollcrs.  and  T.  H.  with  the  siieallcd  rheostat.  colTee  mill.  Willi 
tlit-ni.  we  were  able  to  haul  a  Coinieeii  or  sixteen  foot  ear  with  an 
eltrht  or  ten  bench  trailer  at  a  speed  of  from  live  to  twelve  miles 
per  hour.  We  remember  the  tninble  cansed  by  bin'iiln;;  out  of 
controllers,  breaking  of  rheostat  caliles.  al.so  short  clreiilthi);  aiel 
bnrnin;;  out  of  brush  holders,  arnmtnres  and  fields,  caused  by 
water  and  the  picklu;;  ill"  of  wires,  et<'. 

To  meet  the  demamls  id'  today,  our  servii'c  must  bi'  rapiil.  re 
llalde  anil  safe.  Onr  mannl'aetnrers  and  desluiiers  have  not  l)een 
idle.  We  now  have  relialde  eiiuipments,  all  motors  belnj;  con 
sirncied  pracliiiilly  « atirproof.  with  the  (rears  entirely  enclosed, 
and  are  well  lubricated  lexcept  where  the  j;ear  eases  are  broken 
or  out  of  order).  The  controllers  arc  practically  all  series-parallel 
and  are  .civinj;  good  satisfaction. 


K.  w.  oblis. 

Some  of  our  street  railway  companies  have  hail,  and  are  bavin;; 
siieclal  motors  built  accordin.u'  to  their  ideas  and  tn  meet  their 
conditions,  the  iminuf,-iitnrers  lieiiif;  not  only  williiiK  but  aii.xious 
to  push  the  develoiiment  of  the  machines  to  meet  the  railway 
companies"  reiiuirements,  (»ue  of  the  weak  points  lieing  eovenil 
by  the  mannfaetnrers  and  railway  companies  In  their  special 
machines  is  the  construction  of  tlie  motor  frame  to  make  it  more 
accessible  for  iusijeetiou  aiul  reii.-Urs.  Nearly  all  of  om-  motors. 
iis  now  designed,  are  arranged  to  o|M'n  at  tlu>  bottom,  doing  prac- 
tically Jill  of  the  repair  work  In  the  pit.  In  rep.ilrliig  double  truck 
<i|Ulpnients.  it  has  been  found  more  satisfactory  to  lift  the  car 
body  from  the  truck,  making  it  possible  to  do  all  of  the  repair 
work  from  the  lop.  To  do  this,  the  top  half  of  the  motor  frame 
should  be  designed  to  lift  off.  giving  access  to  the  armature,  bear- 
ings, fields,  brush  holders,  etc. 

The  dimensions  of  our  gears  have  not  lieeii  increased  in  pm- 
imrtlon  to  the  motors,  as  they  show  (^.xcessive  wear,  causing,  very 
often,  the  swedglug  of  the  teeth.  Tliis  should  l)e  remedied  by 
making  the  gears  with  wider  face.  The  i|ualily  of  the  steel 
should  be  belter,  that  is.  closer  grained,  and  tnugli.  thereliy  in- 
creasing the  life  of  tlie  gear  with  but  little  additiiiual  cost.  Tlie 
life  of  our  present  gears  is  from  eighteen  to  twenty-four  mouths 
and  of  piuious  from  twelve  to  elgliteen  monllis.  Tills  should  tie 
doubled.  The  advisability  of  using  sjjlit.  or  solid  axle  gears,  is 
an  open  question,  each  having  its  advantages  and  disadvantages. 
If  split  gears  are  used,  the  bolts  should  be  made  larger  and  pro- 


AfleroooD  .'I'-Mlon 

vided    with    nut   locks,   double  nuts   and    eotters,    making   It   liu- 
possible  for  tlieiu  to  become  loose  and  fall  out. 

The  gear  case  should  bo  so  coDslrueteil  that  it  would  stand 
abuse  as  well  as  use.     To  make  such  a  case,  I  b<>llevc  It  would  bp 

I essary  lo  cast  It  as  a  part  of  the  lower  half  of  tJie  motor  frame, 

iloliig  away  with  bolls  and  giving  the  gears  absolute  protection. 

The  armature  bearings  should  he  inadi'  longer  and  larger,  with 
linings  that  may  be  easily  removed  and  either  ri--babbltted  or  re- 
newed. This  wouhl,  we  believe,  make  a  saving  of  •''ib  per  cent  In 
our  bearing  expense.  Their  lubrication,  also.  Is  a  very  Important 
matter.  I'nill  ri'cently,  nearly  all  of  our  inolnrs  have  bi-eii  de- 
signed to  use  grease.  Some  of  our  manufacturers  have  iisiil  both 
grease  and  oil.  feeding  the  oil  witli  a  wick  from  below  and  grease 
from  cnjis  above  the  bearings.  Hearings  have  Ix'cn  designed  to 
ii.se  only  oil,  to  be  fed  through  wool  waste  or  wli'ks  placed  111  oil 
wells  lielow  the  bearings.  Iioth  of  which  have  Iiifii  funiiil  very 
satisfai'tory. 

rpiin  coinparlng  notes  with  other  master  iiiechiinics.  I  tiiid  that 
a  great  iiiiuiy  of  tlu-m  are  using  a  dieap  grade  of  babliltt.  My 
experience  is  that  tlie  best  Is  no',  gooil  enough.  We  should  have 
:i  metal  tliat  Is  hard,  tough,  and  close  grained.  Our  motors  iiiusl 
111 cessiirily  run  more  or  less  In  the  dust,  the  soft  or  open  grained 
metal  will  liold  tlie  siii:ill  particles,  thus  causing  excessive  wear 
1  t  tlie  sliafts.  Thi-  average  life  of  bearing  linings  on  onr  city 
I'ars  at  present  is  about  six  months.  It  should  be  increased  to 
not  less  than  one  year.  On  internrban  cars,  the  average  is  about 
eight  uioulhs,  and  should  be  increased  to  eigUteeu  or  twenty- 
four  months. 

The  <-oiitact  between  commutators  aud  carbon  brushes  should 
certainly  be  imiiroved.  This  can  be  done  by  making  the  coin-- 
m!  tator  bars  longer  and  di'cper.  giving  better  i-ontact  with  the 
briishes.  and  longer  life.  The  best  uiauufiu-tTirers  do  not  produce 
a  cerbon  brush  Uiat  is  always  reliable,  the  brush  being,  very 
ofti  n,  vitlier  too  liard  or  too  soft,  which  makes  poor  contact  and 
causes  (he  cummnlator  to  become  rougli  and  lilack.  thereby  caus- 
ing the  liiotors  to  become  overheated,  burning  out  the  armatures 
and  lields.  A  better  conuiH-tUui  should  lie  made  between  the 
1  arlioii  lirushe.t  mu\  brush  holders.  Motors  have  lieeu  constructed 
to  use  the  so-calii-d  "  pig-tail."  Wouie  users  report  that  It  is  very 
satisfactory,  and  others  tliat  it  is  of  no  value.  Without  the  "  pig- 
tail." the  current  is  practically  all  carried  by  the  brush  liammers 
and  springs,  often  causing  the  springs  to  become  overheated,  de- 
stroying tlieir  tension  and  making  poor  contact  between  coiu- 
mutator  and  iirush. 

One  of  the  weakest  points  of  our  motors  is  the  insulation  of 
tile  magnet  wire  used  for  lields  and  armature  coils.  There  have 
lien  a  great  many  expiriiiicnts  made  to  tind  a  satisfactory  sub- 
stitute for  the  cotton  covering,  but  notliiug  lietter  ha.s  been  found. 
.\flcr  all  the  skill  and  tliouglil  that  has  beeu  put  upon  our  motors 
to  make  them  perfect,  inechanicaJly  and  electrically.  It  seems  too 
bad  that  we  are  oblig'  d  to  use  the  same  cotton  covering  we  did 
years  ago,  as  their  electrical  life  depends,  to  a  very  great  extent, 
upon  our  being  able  to  produce  an  insulation  that  will  not 
carliouize. 

.Vs  previously  mentioned,  we  are  living  In  a  rapid  age,  aud  to 
keep  up  with  it  we  must  give  the  peo]de  rapid  transit,  uot  only 
rapid,  but  reliable  aud  safe,  aud  at  the  same  time  as  attractive  as 
possilde'.  To  meet  these  conilltiims,  our  motors  must  be  improved 
with  the  rest  of  the  eipiipmeiit.  The  high  speed  and  ipiicker  ac- 
celeration makes  the  strain  greater  aud  we  must  design  our 
motors  to  meet  the  conditions,  making  them  stand  uot  only  hard 
use.  but  abuse,  ever  keeping  in  mind  that  tlie  cost  of  mainteuancc 
must  be  as  low  as  possible. 

The  .Milwaukee  Klectric  lliiilway  &  Light  Co.  has  had  designed 
ami  mauuf.utured.  for  its  city  and  internrlian  service,  motors  em- 
liodyiug  some  of  the  special  features  previously  suggested.  The 
gear  case  is  made  more  substantial  and  is  well  secured  with 
liolts  to  the  motor  frame.  Tlie  motor  frame  it.self  is  constructed 
in  two  parts,  the  top  lialf  of  wlilcli  can  be  removed  liy  loosening 
four  bolts.  The  axle  and  armature  liearings  are  constructeil  with 
oil  wells,  packed  with  wool  waste  aud  are  lubricateil  witli  oil. 
Kor  city  use.  the  axle  bearings  are  5-in.  and  for  interurban  ser- 
vice 6>i-in.    Armature  bearings  are  made  larger  and  longer,  the 


5TH  Year,  No.  i — Sept.  2,  1903.] 


DAILY  STREET  RAILWAY   REVIEW. 


00* 


commutator  euil  iiu'iviisod  !il>i>tit  3ii  iht  ooiit  ami  tho  piuiou  cud 
about  It!  per  cent.  Tlio  couimutator  is  made  longer,  iiu-reasiug 
the  eoutaot  surface  20  per  cent,  aud  the  depth  of  bars  is  increased 
:iO  per  cent.  Tlie  gear  lit  is  maile  \-j  iii.  larger  tliaii  the  body  of 
the  axle.  The  face  of  tlie  gears  is  increased  about  15  pt>r  cent. 
The  brush  holders,  their  springs  and  h;uumers,  are  better  insu- 
lated and  made  more  durable.  The  construction  and  insiUatioii 
of  all  electric;U  parts  have  been  given  careful  consideration  to 
bring  them  to  as  high  a  degree  of  perfection  a.s  possible. 

SHOP  KIMKS. 


By  H.  H.  Adams,  Superintendent  of  Shops,  The  United  Railways  & 
Electric  Co.,  Baltimore,  Md. 


I  do  not  know  who  it  was  that  suggested  the  name  for  this 
paper,  or  what  part  of  the  sliop  was  to  have  the  "  kinks,"  but  I 
shall  endeavor  to  submit  a  few  ideas  covering  some  of  the  things 
I  have  found  useful  in  a  repair  shop.  If  an.v  of  them  appear  old, 
kindly  remember  the  title  of  tlie  paper,  and  tliink  it  is  because 
they  have  liecn  "  kinked  "  so  long  that  they  liave  lieen  unable 
to  take  on  new  life.  Hut  also  remember  they  are  still  doing  good 
service,  and  the  idea,  though  old,  may  have  a  new  feature  wliich 
will  be  useful. 


H.ll.    .\I)AMS. 

In  visiting  the  repair  shops  of  different  roads,  I  have  found 
that  each  xhop  lias  its  individual  kinks,  and  1  liave  also  noticeil 
that  it  is  not  necessarily  tlie  shops  of  the  large  roads  which  have 
the  best  kinks,  or  the  best  ideas,  as  I  have  fri'nuently  seen  in  the 
8I10PH  of  .some  of  the  smaller  roads  uniiiue  devices  for  aceom- 
fillshlng  various  results,  which  are  common  to  railwa,v  work.  I 
have  often  thought  that  if  it  were  possible  to  liave  more  frequent 
iiiterehaiige  of  Ideas  in  tills  line  alone,  it  woulil  be  a  great 
advantage  to  all  concHrned,  and  In  presenting  the  few  ideas 
which  are  in  thil/  jiajier.  it  is  with  the  hope  thai  they  will  lie  of 
nsKiRtance  toothers,  and  may,  in  turn,  liiiiig  Inrlli  ideas  of  a  like 
nature  rnun  some  one  else. 

Sand  Blast. 

The  Hand  blast  is  a  ver.v  old  device  and  piolialily  familiar  to 
iiioKt  of  my  lienrers,  but  I  desire  to  HUbmIt  the  arrangement  in- 
stalled In  our  repair  shop,  and  describe  the  W(U'k  done  wllli  It 
ill  eonnection  with  our  glass  work,  parilciilarly  as  applieil  to 
siKnH.  llliiHtrated  ill  l''lg.  1  Is  the  appaniliis.  which  eoiislsls  of 
u  lank  14  In.  by  -IS  In.,  with  piping  arranged  as  sliowii  in  l<'lg. 
'2.  TIm*  Hinall  enclosure  shouii  a  I  the  sidi'  of  the  sand  blast  is 
arranged  mi  that  the  bInHliiig  may  be  iloiie  with  as  little  dis 
tiirbniiee  from  dust  as  possible.  The  operator  Ktiinds  al  llic 
front,  phir-lng  IiIh  ariiiK  tliroiigli  llie  two  holes,  and  illreets  tlii' 
wind  lilflHl  agalMHt  the  glasH  to  be  ground.  There  Is  almi  n  vent 
leaillng  out  of  the  top  of  this  eneloMiire,  which  riiUH  to  the  out- 
Hide  of  the  building,  and  tin-  Kiiiall  pi|ie  leiullng  Into  It  from  the 
innin  pipe  Is  iiseil  to  supply  a  Hinall  Jet  of  air  lo  blow  the  dust 
oulHlde  the  liiillding. 

Our  repair  Hhop  In  Hiipplled  with  r-oiiipreHHeil  air  nt  a  preHHiire 
of  W)  III.  and  by  iiieanM  of  a  ri-dmliiK  viilve,  the  working  preHNure 


for  the  sami  blast  is  reduced  to   10  lb.     The  reducing  valve   is 
shown  in  I-^ig.  1  at  tho  extreme  top  of  tlie  apparatus. 

Tlie  nietliod  pursued  in  grinding  or  Irostiug  glass  is  as  follows: 
Tile  glass  to  be  grinnul  or  frosted  is  placed  in  the  enclosed  house 
or  bo.v.  'I'lie  air  pressure  is  then  turned  on,  care  being  taken  to 
remove  all   moisture  from   the  nir  by  draining  the  pipes  leading 


FIG.  1    -  SAXn   lU.ASl'. 

to  tlie  sand  blast  previous  to  starting  operations.  The  sand  valve 
is  then  ojiened,  anil  the  lilast  from  tlie  end  of  tlie  mizzie  directed 
against  the  glass,  passing  over  tlie  same  gradually  until  tlie  sur- 
face is  ground.  The  time  reipiireil  to  grind  a  glass  lix-ld  in.,  on 
one  side  onl.v.  is  tlirce  minules. 

To  illustrale  the  use  this  ground  or  I'nisLed  glass  lias  l)i>eii  put 
lo,  I<"ig.  :t  sliows  an  ilhiminaled  sign,  wiiicli  consists  of  a  glass 
ground  on  bolli  sides,  and  the  letters  painted  on  one  side  in 
lilack.  This  is  placed  in  the  end  of  the  deck  of  tlie  car  with  (lio 
lettered  side  of  Hie  glass  Out,  making  a  sign  which  is  proiiiineiit 
in  tlie  da.v  time,  as  well  as  lieiiig  an  ex<*elleiit  illiiiiiinMled  sign 
for  the  night. 


B-        firaucinj   l/alft 

C-         P,p,  su/ifrl^,r^  n,r  fir^fturt  on  etfd 

D-     Oulltt^or  >»nJ 

C-   3anii onj  air  Vmon 
A*-  i^slf*   controlfinf    sand 
O-    Pip^    ttatiinofornclaturr  for  Sandmt 
H-   Cup  orurO/^/Jin^  uift/or  fiifinQ  tanH. 
With  J»rtd 

/  -  t'o/ya    In  auflfify  /otfte 

J'   Sma//  filfif   Suji^tyiny  airriri/ibuil  tht 


V\i\.    'J        Dlrj'AII 


I'll'i.si;  i.'oii  ,*<AMi   i:r,.\sT. 


It  In  also  poHNllile  lo  grind  various  ileslgnH  by   Uio  use  of  |ial 

lerns,  wiilch  may  be  pla I  over  the  plain  ghisH  prevloim  to  the 

grinding.  I'Mg.  -I  IIIUHtraleH  wliat  may  be  done  In  Ihls  coiinec- 
llon.  TlieHO  glaKHCK  were  ground  for  use  in  11  UnltiMl  Slates  mall 
<-ar  as    ventilator  gliiHseH,  and   show   liow  a  plain   glass   mny   be 


358 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vou  XUI,  No.  8  a. 


gruuud  to  reKcmble  bovt-Ucd  gla.ss,  this  bolug  acoomplliibed  by 
outtiuK  thp  pntleru  at  the  ooruiTN  on  the  proper  angle,  and  leuv- 
ing  n  small  strip  of  tlie  pliiln  glass  exposed  to  the  blast. 

■westportTI 


rii; 


H.I.I  .MI.NATK1>  sii;.\. 


A  fiirtlii-r  U!j0  for  tills  apparatus  Is  In  making  c-blpped  glass, 
wlileb  Is  used  so  extensively  In  tlie  cars  of  todoy.  This  Is  done 
ns  follows:  .\  glass  to  be  chipped  Is  ground  on  one  side  only. 
This  Is  tlien  covered  with  hot  glue,  and  allowed  to  dry.  As  It 
dries,  the  glue  will  chip  the  grinding  from  the  surface  of  Uie 
glass,  and  will  produce  the  effect  desired.    In  tbis,  as  well  as  In 


FIG.  4    -  ILLUMINATKD  .SIGNS. 

the  simple  grinding  of  the  glass,  various  designs  may  be  worlved 
out  by  tlie  use  of  patterns  on  the  ground  glass  before  the  glue 
is  applied.  Tlie  patterns  used  are  generally  made  of  heavy 
paper,  and  fastened  witli  i)aste  to  the  surface  of  the  glass.  The 
sand  used  in  this  ajiparatus  is  a  dean  white  sand,  known  as 
■•  Brunswick  Sand." 

A  Device  for  Cutting  Dashers  for  Headlights. 

Till'  iiiipaniliis  illustrated  in  Klg.  .'i  is  used  lor  cutting  tlii' 
dnsliers  for  electric  lieadliglits.  It  consists  of  a  circular  plate 
■Yi  In.  thick  and  12  in.  in  diameter,  and  a  forging,  which  is  ar- 
ranged at  each  end  to  hold  a  standard  pipe  cutter.  On  each  end 
of  the  forging  there  is  bolted  a  handle,  which  is  used  to  turn  tlu' 
cutters.  The  circular  plate  and  the  forging  are  connected  witli 
a  spindle,  which  is  threaded  at  each  end,  and  has  a  collar  in  tlie 
center.  The  collar  is  Hi  In.  thick  and  2Vi  in.  in  diameter.  The 
diameter  of  tlie  spindle  which  passes  through  the  center  of  the 
circular  plate  is  %  in.,  and  the  diameter  of  the  other  end  of  the 
spindle,  whicli  passes  thioiigli  a  liole  In  tlie  center  of  the  forging, 
is  %  in.  On  the  side  of  the  iilate  which  is  farthest  away  from 
the  cutlers  is  the  feed  arrangement,  which  cousi.sts  of  a  U-shape*l 
piece,  threaded  in  the  center  to  receive  the  %in.  end  of  the 
spinille. 

The  method  of  operation  Is  as  follows:  The  center  of  the 
headlight  hole  in  the  dasher  is  determined,  and  an  11-16-ln.  hole 
drilled.  The  apparatus  is  then  set  up  with  the  circular  plate 
Inside  the  dasher,  and  the  forging  with  the  cutters  on  the  out- 
side. Two  men  are  required  to  operate  it:  one  on  the  inside  of 
the  dasher  to  manipulate  the  feed,  and  the  other  on  the  outside 
to  turn  the  cutters.  With  a  device  of  this  kind,  a  dasher  of  No. 
12  soft  steel  can  be  cut  for  a  lO-in.  headlight  in  about  eight 
minutes. 


Unloadinc  Cars. 

'I'he  question  of  unloading  cars  fniiu  railroad  Hats  Is  one  which 
most  roads  have  to  conteml  with,  and  in  the  majority  of  cases  It 
is  done  by  some  makeshift  device,  frei|ueiilly  nt  the  expense  of 
a  Uing  operation,  and  attended  with  more  or  less  danger  of 
aci'ideiit  to  the  wfirknnn.  nr  damage  to  the  car. 


I'-IG. 


■DEVICE   KOIl   CUTTING   DASllUKS   FOll  HEADLIGHTS. 


.V  simple  means  for  unloading  cars  and  the  method  pursued  in 
its  operation  of  same,  is  illustrated  in  Fig.  C.  This  device  con- 
sists of  four  upright  posts  12x12  in.,  placed  two  on  each  side  of 
the  track,  with  sufficient  clearance  to  pass  all  types  of  steam 
railniad  cars.  A  12-in.  I-beam  is  framed  into  the  top  of  each 
pair  <if  posts,  and  the  posts  are  tied  together  across  the  tracks 


FIG.   C  — DEVICE   FOK    LIFTING    CAUS. 

at  the  top  by  means  of  tie-rods,  using  pipe  as  spacers.  The 
pipes  are  also  fastened  to  the  posts  by  flanges  and  lag  screws. 
On  each  I-beam  there  are  two  7,000  lb.  chain  hoists,  which  are 
suspended  from  rollers  by  means  of  a  U-iron.  The  connection 
between  the  lower  hook  of  the  hoist  and  the  truck  consists  of  a 
flat  bar,  1x4  in.,  bent  into  the  form  of  a  square  hook  to  fit  the 
side  of  the  truck,  with  an  e.ve  at  the  upper  end.  This  hook  is 
made  of  a  flat  bar  In  order  to  allow  it  to  be  slipped  into  the 


jTH  Year,  No.   i — Sept.  ,?.   1903.] 


DAILY  STREET  k.MLW.W    UE\  IICW 


5.V» 


opouili?  lu'twot'U  Ilio  Kip  of  till'  tiH'Imanl  ;iiul  tlio  liottuni  t>(  tliv 
sillpliit*'. 

A  few  words  as  to  the  time  reciuirod  for  uiiloailiUK  oars  witli 
tJiis  arniusi'iiicnt  will  show  its  viiliio.  A  slii|inu'iit  of  111)  open 
••ars  on  trui'ks  was  rcrinvi'il  li.v  tlio  I'nited  Railways  &  Elt'ctiio 
Co.  of  Palliiiiorc,  all  of  wliii-h  wt-ro  iiiiloaili-d  by  this  (lovico.  and 
for  a  nnnilicr  of  days  llio  tiiiu>  rwivirod  for  unloadini:  was  taken. 
Til*'  avorast'  was  10  niinutos  to  llio  i-ar,  with  a  Ranfr  of  six 
men:  this  time  iiuliidin^  the  plarint:  of  the  i-ar  in  the  shop  and 
the  shifting  of  the  railro^id  Hat  ear  outside  of  tlie  yard.  Tlie 
whole  cost  of  ereeliHK  this  devii  e  ilid  not  exceed  fHKi. 


Trolley   Pole  Straightener. 

A  stM.-ill  .Mm  Cniw  is  a  very  useful  ilcviee  at»>iit  a  ri'pair  shop 
oi'  rarliiiise.  l''is.  S  ■jixcs  the  details  of  one,  wliieli  may  he  used 
lo  >lrai^hleM  trolley  poles,  dash  posts,  eti'.  It  is  not  too  heavy  to 
lalie  on  the  roof  of  the  oar,  ami  a  trolley  imle  may  he  straitrlit- 
eiu'd  without  removinjr  it  from  tlio  stand. 


Armature   Cart. 

.Vn  armature  eart  is  ilUistr.iteil  in  IMfi.  7.  whioh  shows  the 
eart  witJiout  the  armature.  The  armature  is  carried  at  a  good 
lielgUi  fr(  111  the  lloor.  and  as  the  wheels  of  the  cart  are  .'SI!  in. 
ill  diameter,  it  Is  moved  very  easily  from  jdaie  to  place. 

A  earl  of  this  kind  removes  all  necessity  of  rolliUK  an  armature 
on  the  Moor,  which  is  a  practli'e  tliat  is  dangerous  in  the  cleanest 
of  shops,  as  a  metal  chip  too  small  to  lie  readily  distinguished  is 
freiineiitly  picked  np  liy  the  armature  in  rolling  it  over  the  floor. 
This  chip  may  not  lie  discDVereil  until  ilm  armature  has  been 
p"a<ed  ill  the  motor  ready  for  service,  wlieii  ii  is  very  liable  to 
maki'  llvelf  known  in  a  disastrous  way. 


I'lc;.    11       l!i;l.NSII„VTING    .M.M'IIIM.:. 

Re-insulating  Fields. 

Till'  fiuestidu  111'  I'e-iiisulaliug  lields  is  niie  wljii'h  has  been  be- 
rme  the  eleclri<-  railway  repair  men  for  some  lime.  Some  have 
ailiijileil  a  selieme.  and  nlliers  have  passcMl  it  by.  I  consider  that 
lliere  is  a  liu-ge  anioiMil  of  iM-onoiuy  lo  bo  gaiiinl  in  llie  re-iiisulH 
linn  ..r  lields. 

In  usiii;.'  the  le  iiisiil.-iliii^  iiia.-hiiie  I'm-  tliis  |iiii-pose.  great  eare 

imisl    lie   c.Nl'friseil    nut     In    strrlrll    llle    wire    exei'ssi Voly    ill    inlltiug 

11    lhi-iini;li    llie    inarhiiie.     'I'lic   tension    |il.'iceil    it] Ilie    « ire   in 

onlef  III  sir.'liglileii  it  nnisl  lie  as  light  .'is  possible.  t'ig.  '.1 
illiisliatos  ;i  re-insulaling  inarliine.  wliirli  \s  !■  Iimnc  iiiade.  and 
have  in  use  at  present. 


VU:.    s       I.KTAII,    KIKK     i:l.t;\.\TI"'N     .\M>     IM,.\N    l<\'    JIM     IICOW. 

.\«  noon  nM  the  arinaliire  is  removed  from  the  motor,  It  Is 
jiliifi-d  „n  one  of  tliem-  armature  cariK  anil  carried  JiikI  outside 
llie  biillilliig.  wliere  there  Is  fill  atlaclimeiit  for  cleaning  llii'  anna 
lure  with  •oiiipreMiied  air.  The  armature  may  be  readily  re 
volved  ill  the  h<K.kM  on  IhlM  cart  without  placing  upon  the 
KroiiniJ.  and  in  UiIh  way  the  eompremteij  air  Im  blown  Into  all  the 
op«olDgi  Id  the  armature,  thud  clearing  out  all  the  carbon  du»t 
It  1*  poialblc  to  reach  In  thU  manner. 


llliistialeil  ill  l''igs.  Ill  anil  II  is  aiiollior  soliome  for  re-lnsiilar 
lug  llilils,  llio  wile  of  wliieii  is  Inn  lioavy  lo  be  hanilled  by  a  re 
Insulating  iiiaililne.  The  inelhod  pursued  In  llils  case  Is  In  re 
iiisulale   the   liehl   by   hand.      Tlie   lield    which   is   Imrncd   mil    has 

its  exli'rloi ver  rcmoveil.  .'iiid  if  It   Is  badl.v    .iLMin-d,  It,  Is  laken 

onlHlde    Ihe    building   and    as    .b    of    the    liisiilallon   and   dust 

leinovi'd  no  can  be  blown  out  liy  Hii  lb.  of  eom|ircssed  air.  Thi; 
Held  Ik  then  jilaced  on  a  long  wooden  bar,  opened  up,  and 
Btretched  along  the  bar.     The  InBulatlon  which  remains  on  the 


SfiO 


DAILY  STREET  RAILWAY  REVIEW. 


(Serial  No— Vol.  XIH,  No   8  a 


I'li;    II      i;i;  insi  i.aiim:  iii:i.i>s. 


«lrp  is:  clr;!!!!'!!  (ill  liy  li.-uiil  \\  illi  tlii'  iisf  iil  siTjipcrs.  After  liriii;; 
llini'iMi^flily  rli:iiu(l.  Ihi'  iiru  iiisuliitiiiii.  wliicli  fiilisists  of  ii  ic 
insiil.-itiii;;  l;i|ii',  is  |il;iiril  on  llii-  wile  liy  liniiil.  This  Ikmu),' 
iif<()iii|ilisl:iMl.  II  ('  lii'lil  is  iissinihU'd.  licjiimiiiij;  with  the  Inner 
liinis.  niiil  fdlluv ins  niiii  fur  luin  tu  tin'  cniter  ones,  as  sliown 
In  Fin-  11.  The  lielil  is  then  re-<-overe(l  and  ready  for  serviie. 
and  I  eoiisider  l!iat  it  Is  just  ns  pood  as  when  new. 

A  I'u'ld  as?'i  nild<  il  after  liein.i;  re-insnla1ed  Is  shown  in  Fig.  11. 


1'lie  Held  shown  III  Uie  lllimtnitlon  Ik  the  Wi'sllliKhonse  No.  .'■<; 
Held,  wlileh  l»  innile  lip  of  No.  I  wile.  There  have  been  2S1 
lields  KiieeeHHriilly  rediiHuhited  from  (letolier.  I'.NI'J,  to  .Inly.  lUiK-t. 
ulileii  are  at  preHeiit  In  Kervlee  uiid  kI^IhK  uh  no  tronlile. 


Induction  Tests  for  Short  Circuits. 

FIk.  lU  illustrates  the  nietliod  piirKued  in  teHtliiK  armatures  for 
short  cireultB.  The  appnrotUH  uho<1  in  this  case  conaiBta  of  an 
<dd  Kaxter  motor  field  HUHjiended  between  two  uiirlehtH.  and 
lialaneed  wilh  a  coiiiiterwelKlit.  so  that  It  may  be  a<IJnKte<l  to 
conform  lo  the  various  heights  of  the  different  armaluies.  This 
Held  is  woiinil  with  No.  !l  wire,  and  supplied  with  alli'matinu 
enrreiit     from    a    small    allerniilor.     whirh     Is    belt-rlriveii.      The 


|ii:viii;s  r.si;ii   in   m.\kim;   .\u.\i.\ti  i:i; 


Fta.    IJ-TESTINIJ    AUMATt'IlK    I'OIt    SHORT    CIRCUITS. 


.uniature  is  placed  in  the  iiiasnetic  oireuit  of  this  field  and 
revolved  slowly,  and  a  small  tell-tale  pleee,  eonsisting  of  a  llirlit 
piece  of  sheet  metal,  is  held  at  the  top  of  the  armature,  as  shown 
ill  the  illustration.  If  there  are  any  short  circuits  they  will 
casil.v  be  determined,  as  the  tell-tale  piec<>  will  set  up  a  vibratioa. 
which  can  readll.v  lie  fell  by  the  hand.  A  device  of  this  kind  Is 
one  of  the  greatest  nione.\'-savers  iiossible  lo  [ml  in  an  arm.Mlure 
rcp.'iir  shop,  and  it  will  >ave  many  an  armature  from  bi'iiu; 
needlessly  burned  mil.  as  the  short  eircliits  can  be  detected  ill 
I  he  shop,  instead  of  their  developing  after  the  armature  has  been 
liliiccil   in   llic  motor. 

Armature  Coil  Methods. 

Fig.  13  Illustrates  two  devices,  wliicli  :irc  used  in  conneetion 
with  the  making  of  armature  coils.  The  oni'  shown  on  the  right 
hand  side  of  the  illustralion  <-<uisists  of  an  ordinary  vise,  to 
which  is  attnchod  east  iron  .iiiws.  Tiu'  jaws  are  each  heated  h.T 
.1  gas  burner.  The  use  this  device  is  put  lo  Is  In  drying  the 
glue  which  is  used  in  fastening  the  insulating  cell  of  the  coll. 
.Mso.  as  shown  in.the  illustration,  it  is  used  in  pressing  two  eolla 
logether.  where  the  coils  are  to  be  assembled  in  this  manner,  as. 
for  instance,  the  Westlnghousc  No.  .nil  coils,  which  consist  of 
I  wo  coils  of  three  \^■ires.  having  two  turns  to  a  eoii.  This  deTice 
drives  out  a  hirgc  amoiinl  of  moisture,  and  puts  the  coils  in  sh^pe 
to  be  taped.  Various  Iciigtlis  of  laws  an>  used  for  the  different 
l.vpes  of  colls. 

The  device  on  the  left  hand  side  <ir  llu'  illustration  consists  of 
a  pair  of  rollers,  thcsi'  being  used  to  llatteii  the  leads  of  the  coll, 
and  liy  a  very  simple  trick  removes,  at  the  same  time,  the  insula- 
tion of  tliese  leads,  instead  of  having  to  scrape  It  off  l)y  hand,  as 
Is  usual.  Tliis  is  accomplished  by  the  use  of  a  little  glue  upon 
the  roller*. 


JTH  Year,  Xo.  i— Sept.  2,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


561 


FIRST    REGULAR   ANNUAL    MEETING 


c 


t 


Saratoga,    N.    Y.— Sept.  1—4,  1903. 


TUESDAY.    SBl'T.    1.    ISMKi. 

rresiilciit  Tlioiii.'is  FariiuM'  riillol  tin-  coiivpiitiiiii  to  order  at 
l<i:4."i  a.  111.,  iiiiil  iiiliodufed  Mr.  .Toscpli  I'.  Broiinaii,  attorney  of 
tile  VilUifre  of  Saraloi;a  Spriiiss.  who  made  a  brief  \^('l(•omiIlJ; 
nddres.s. 

Tile  iiresiileiit  announced  that  the  ivfjistratiou  would  be  ac- 
cepted in  lieu  of  a  nill-call.  and  that  the  minutes  of  the  last 
meeting  woiihl  lie  included  in  tlie  report  of  tlie  e.\ecutive  com- 
mittee. 

The  set-retai-j-  read  a  letter  from  Mr.  H.  H.  Adams,  of  Bal- 
timore, rejrrettiiig  that  lie  could  not  be  present  to  read  his 
paper  ou  "  Slioji  Kiiilis,"  and  suggesting  that  an  open  discus- 
sion be  had  on  the  methods  used  to  determine  when  equipments 
should    be    overhauled. 

Tlie  president    tlieii    reail    liis    annual    address,    as   follows: 


''>V 


PRESIDENT'S  ADDRESS. 


Geiilleiuen  of  tlic  .^ssociaiioii;  -  It  gives  nie  great  pleasure  to 
meet  with  jou  here  at  this  the  first  annual  meeting  of  the  Amer- 
ican Uailway  Mechaniial  and  Kiectrical  .\ssociation.  As  all  pres- 
eDt  may  not  be  familiar  with  tlie  conception  of  this  organiza- 
tion. I  will  brielly  state  that  the  matter  had  been  talked  over 
between  a  few  of  the  master  mechanics  during  the  summer  of 
IJXrj.  ami  that  during  the  convention  of  the  .Vincrican  Street 
Uailway  .Vssuflatioii.  held  :il  liclroli.  in  Oiinlicr  of  I'.iiii;,  a  miiii- 
lier   of    the    mechanical    and    electrical    men     who    were    present 

■  hat  .year  came  together  and  elTected  a  temporary  organization. 
It  was  then  decideil  to  nu'ci  at  Clevehind.  (ihio.  on  .Ian.  12.  I'JU:!, 
Ill  perfect  a  iierinaneiit  organization.  The  <late  was  later  changed 
to  Keliruary   Itlth. 

The  meeting  at  Cleveland  Was  aticnilcd  by  representatives  of 
a  nnmlur  of  roads  from  all  sections  ot  the  country,  and  a  spirit 
was  manifested  at  tills  mi-eting  that  at  once  siioke  for  its  fu- 
ture success.  Sline  that  time,  owing  In  a  great  measure  to  the 
|HT!<onal  efforts  of  the  executive  committee,  ably  seconiled  by 
our  worthy  seci"  tary.  thi-  nieinbeishiii  has  now  rcichcil  a  lol.il 
of  X>. 

I  eHrneslly  ho|)e  tli:it  w  hili''  wi-  are  here  in  Saiatog.'i.  willi  the 
opporliinitieH  that  we  will  have  to  meet  the  difTerent  companies 
anil  their  repreKenlallviH  who  are  not  our  members,  that  each 
unil  every  one  of  .vou  will  use  all  iiosslble  endeavors  to  increase 
our  inembershlp  to  at  least  l.'iO.  We  shoulil  all  make  an  extra 
elTorl  In  this  direction,  ami  there  is  no  dmiM  Iml  wljat  this 
result   iiia,v  be  accoinpliHlieil. 

The  objects  of  this  .Association  are  clearly  set  forth  ill  our 
t'oii.slilulioii.  .Vrllcle  Li,  which  says:  "The  object  of  this  ,\sso 
elation  hIoiII  be  the  acipilsilion  of  e.vperiiiiental.  statistical,  scieii- 
lili>-  and  practical  knowledge  relating  lo  the  construction,  eipiip 
mint  anil  opeiatloii  of  xtreel  mid  Interuibnn  railways."  Added 
lo  tills  are  the  advantages  to  lie  derived  by  all  of  US  in  the 
Mppiirliinllleii  II  arronlH  for  the  interchange  of  Ideas  and  the 
healing  of  the  iiH'iiiliers'  pa|  ers,  iiiid  lo  be  able  to  freely  diHcuss 
the  Willie.  The  KtibJectH  of  the  |iapei's  which  we  will  have  the 
p'eaKiire  of  hearing  have  been  aiinoniii  eil. 

We  kIioiiIiI  all  lake  pari  III  llie  diKciissloiiH,  nH  one  of  the  prln- 
cipiil  oliJeelM  of  the  papers  lo  be  preNeiited  Is  to  provoke  dls 
ciionioii,   anil   with   the   men    which    I    see   before   ine   there   Is   nn 

■  loillit  bill  the  pnperM  will  he  iiiiml  ably  hMlidU'd.  It  hIioiiIiI  be 
the  iluly  of  each  iiieinber  of  IIiIn  AMMoiiallon  to  freely  Inipiirl 
to  hU  fellowN  and  Inrorniatlon  that  he  Is  poHHesHed  of  regarding 
iletnllH,  uol  only  of  matterH  rehitliiK  to  the  electric  car  and  regu 


lar  shop  practice,  but  of  any  special  knowledge  he  may  havi" 
regarding  the  work,  for  by  .so  doing  it  will  brighten  us  all 
up  and  make  us,  one  and  all.  of  more  value  lo  the  companies 
we  have  the  honor  to  represenl.  The  rcpn'sciUatives  of  the 
s'nialler  roads  can  be  of  especial  \aliie  in  this  respect,  as, 
their  facilities  lieing  more  limited  than  iIkisc  of  the  larger  roads, 
the  tcmleiiry  of  these  men  is  alwa,\s  lo  be  iliinking  of  and 
working  out  new  ideas  which  can  be  elaborateil  if  necessary  to 
meet  the  reiiuiienieuts  of  any  sized  road.  We  should  all  lend  a 
helping  hand  if  we  wish  to  accomplish  results  laid  out  by  our 
Association. 

Tlie  .American  Street  Uailway  -Association  lias  a  t'ommittee  on 
Standards,  aptioiirted  for  the  purpose  of  investigating  and  sug 
gesting  better  niethotlg  and  devices  llian  arc  now  current  prac 
tiee.    and    to    secure    uniformily    in    .ill    maltcrs    rclaliiig    In    the 


•|'ll(i.\l.\.S   hWIIMHIi. 
I'rcKlili'iil    .\.    U.    M.    &   !•!.   A. 

electric  raihva.v  ciiuiiUMcni.  Tln'  work  of  lliis  I'ommlllee  has 
been  very  alily  liaiidled  and  llie  rcsiills  olilaliicd.  while  not  m 
fiirreaching  .'is  they  slionlil  be,  can  be  seen  in  man.v  ways.  II 
should  lie  Ihe  earnest  elToil  of  every  member  of  Ihls  Association 
to  give  this  commillce  every  possible  assistance  to  bring  about 
the  results  hoped  for  In  tills  direction.  The  fact  of  there  being 
:ii  present  virliially  no  aeceplance  by  the  inaniifacturerH  of  street 
I'.'iihvay  material  of  any  siicli  slandarilH  leads  lo  an  enormous 
midllpliclly  of  repair  parls.  not  only  electrical,  bill  niechanleal. 
The  slock  rooiiiK  of  some  of  Hie  larger  roads  liiive  llie  appearance 
of  a  wholesale  hardware  .-.lore,  and  Ihe  amoiiiil  of  money  in 
vested  III  these  stocks  cciiild  be  very  miilerlally  reduced,  as  well 
as  slock  iiioiii  allendaiicc,  by  weeding  mil  unnecessary  parts 
and  sizes.  'I'oo  much  stress  ciinnol  be  laid  upon  this  ipiestion 
III  -tandardlzatloii.  The  steam  roads  are  very  far  In  advance 
of  till'  electric  roads  In  this  respect,  and  It  Is  for  us,  as  the  uii'- 
ehanlciil  representatives,  to  try  and  get  iirilei'  out  of  the  existing 


562 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XHI,  No.  8  a. 


I'liiiiiK.      11    will    nut   only   In-   licllrr   fur   thi'  I'ouipaiiloH,   but   will 
loKsoii  our  own  Inliors  to  ii  vi-ry  :i|>|>rt'i'iiilili-  cvtrnt. 

Tliankine  you,  k<'U<I<'1»<^u.  for  ilu-  lionor  you  ruufprrpd  upon 
1110  liy  i-li>i'tliiK  UK'  to  till'  hlt'losi  oflico  witlilu  your  jflft.  itml 
Minilu  tliiiiikiU};  you,  out-  iiiiil  ;ill.  Toi-  your  coopi'i'tillou  III  niiiklii^' 
IIiIn  .Vskoi'IiiIIoii  iIio  niii-im'kk  tliiit  It  Ih.  I  will  not  tri-MpiiNK  riirtliii' 
Oil  your  tliiii',  liiit  coiiiuiciiil  till-  liiiMlurN.o  of  tlio  .VNswiatloii  l« 
your  liiinils  wllli  tbc  fiilli-.s!  roiitlilcurc  Unit  tin-  ri'KUllN  will  h,- 
iiio.<t  siitislMiioiy  mill  lii'iii'llri.il  to  ovory  oiii-  lion-  proscut.  \V<- 
will  now  lU'oi'i'i'il  to  till'  n';;ul;ir  onlrr  of  IjiivIiii'Kk. 

mtttt 

Report  of  Executive  Committee. 
'I'lir  I'.xiTiiilvc  coinniilii'i'  niiiili'  its  rc|iort.  hiiolly  riTiiplliiliillni; 
tiK-  orKiiulKiilion  ot°  tlu-  iis.Koclntloii  :it  ('li'vi'liiiiil,  on  Ki-li.  111.  I<,ii:i. 
mill  till-  loiitlno  liusim-ss  tiiinsm-tnl  ill  its  nii'i'llnc  liolil  :il  Shim 
to;;!!  KpriiiKx,  All;;.  :tl.  lilll,'!.  Tin-  coinniilti'i'  npprovcil  tlii'  ri' 
port  of  till-  ti'i'iisurcr.  II  Inning  ln-on  iiiiilitoil  :iiiil  fouiiil  corri'rl. 
'I'lif  ('oininilli-i'  rcportcil  tiic  rrcoipl  of  nn  liivltalloii  froni  tin' 
Srlicni'ctiKly  Itiillway  <'o.  for  llii'  otHriTs  mill  (li-li'j.'alc'*  of  the 
assorliilion  to  make  use  of  its  lini's  as  quests  of  the  coiiipiiiiy. 
if  lii-liiK  miiioiiiiiiMl  that  llio  roiivi'iitloii  li;ul(,'i's  wonlil  lie  liononil 
on  all  lliie.s  of  the  conipany.  The  Invitation  was  unaiiliiiously 
aeiepiecl  anil  a  vote  of  'hanks  for  the  imirlesy  earrled. 

Report   of  Secretary  and  Treasurer. 

The  seeretary  anil  treasurer  preseiileil  liis  report.  Tliis  showed 
the  iiieiiilierslii|i  of  the  assoeiation  lo  eoniprise;  21  ai'tivo  niem- 
Iiers,  117  associate  nieuibcrs,  :U  junior  iiicmbers,  and  :i  lionorary 
ineniliers.  The  rofei])ts  from  ilues  aiiioniiteil  to  $(<.">7.  The  e.\ 
Ileuses  to  Sept.  I.  l!iii;{.  not  iiKludin^'  the  salary  of  the  »e<rel;iiy 
anil  the  e.vpenses  inciilent  lo  this  eoiivention.  were:  rrinliiiK  ami 
stiilloiiery.  .<!lir.'.!l7:  imstase.  ,'p.'i(l.ll<.l:  niiseell.inei.iis.  .fi'!.71;  lol.il. 
.'<l7i;.77.     Halanie  on  li.-uiil.  .f-I.SII.li:',. 

Ui'liort  aeecpteil. 

The  sooretary  then  renil  the  list  of  inenibers  of  llie  associ.-itioii 
as  follows: 

Active  Members. 

Hostou  Klevated  Itailway  Co. 

Cleveland  Kleetric  Railway  Co. 

Cincinnati  Traction  Co, 

Chicnjio  City  Uailway  Co. 

Denver  City  Tramway  Co. 

Detroit  United  IJy. 

<;rand  Kajiids  Itailway  Co. 

Inteniatioiial  Itailway  Co. 

Louisville  (Ky.l  Itailway  Co. 

.Milwaukee   Klei-lrie   Uailway   A:    I.ii;lit    Co. 

.Mobile  (.\la.j  IJ^lit  &  Kailroad  Co. 

North  Jersey  Street  Railway  Co..  .Jersey  City,  X.  .T. 

Rochester  (N.  Y.)  Railway  Co. 

Rhode  Island  Co.,  The,  rrovidence.  R.  I. 

Scranton  d'a.)  Railway  Co. 

St.  I.ouis  Transit  Co. 

Schenectady  (N.  Y.)  Railway  Co. 

Toleilo  (O.)  Railways  &  Light  Co. 

I'liion    Traction    Co.    of  Indiana,    .\ndorson.    Ind. 

I'liited  Railways  &  Electric  (_'o.  of  Baltimore,  Raltiniore.  Mil. 

Wiishiiifiton    ID.    C.I    Railway   &    Electric   Co. 

Honorary  Members. 

■■  Street    Railwa.v    Review." 
.Street    Railway    Journal. 
Western   Electrician. 

Associate  Members. 

Anuable,  W.  W..  yi.  M..  (irand  Rapids  Ry.  Co. 

Adams,  II.  H..  Supt.  of  Shops,  I"iiiteii  Rys.  A;  Kloc.  Co.,  Haiti 
more. 

Itrown.  C.  .v..  JI.  M.,  Tidedo  Rys.  &  I.iRlilinj;  Co. 

Raker.  C.   I'..  Supt.  M.  r.  &  Macli.,  Roslon   Elevated   Ry.  Co. 

Hallard.  II.  M..  Supt.  C.ir  Ei|iiipinent  Shops.  Roslon  Elevated 
Ry,    Co. 

Rigelow.  Chas.  II.,  Ch.  Mecli.  nrau!.'litsiiian.  Roston  Elevaled 
Ry.  Co. 


Kiiiikiit,  John  c;.,  .M.  .M.,  Schcucctady  Ky.  (>). 

(!iirver,  D.  K,  Ch.  Engr.,  I'ubllc  Service  Cor|>oratlon,  Jer«ey 
ilty,  N.  J. 

CullliiH,  \V.  S.,  liisp.  of  .Motor  Car  Repairs.  BuHlon  Elovuted 
Ry.  Co. 

Corniii),'.  John,  EIim'.  Eiikt.,  Koston   Elevated  Ry,  Co. 

luiiirortli.    It.    E.,   .Vsst,   t;en.   .Man.,   Rochester  Ry.   ("o, 

I'lirmer,  TlioiiiaH. 

iJreeii.   Alfred,    M.   .M.,    Rochester   Ry.  Co. 

Heckler,  Fred,  M.  M.,  I.rfike  Shore  Elec.  Ry,  Co.,  Toledo,  (). 

Ilerrick,  Chas.  T.,  .M.  M.,  Willimnsport  ll'a.)  rnsseUKer  Ry. 
C<i, 

lllle,   Chiis.    II.,    Suiit.   of   Wires,    Roston    Elevated    Ry.   Co. 

I.lbby.   II.    1...   Supt.    Car  Sliojis,    Roston    Elevated    Ry,   Co. 

I.inibill,  John,  (ieii.  roreman  of  Elevated  Sliojis,  Koslmi  lOle 
v.ileil   Ry.  Co. 

.Millar,  .1..   .M.   M.,   Interiiiitloiial   Ry.  Co.,   RulTalo   Ry. 

Mullen,  T.   ,1.,   M.   .M..   Scranton    ll'a.l    Ry.   Co. 

.Miinily,   W.  (1.,   M.   .M.,  SI.   I.ouis  TraiisU    Co. 

.Mitchell,  .lohii  1,.,  Supt.  Maihine  Shops,  Roston  Elevaled  Ry. 
Co. 

nlds,  E.  \V..  Sii|il.  Rolliiiu'  Slock.  Milwaukee  Elevated  Ry.  & 
l.iKlit  Co. 

I'estell,  Win.,  J.   (J.   White  &   Co.,   New  York. 

Robinson,  C.  II..  M.  M.  RlooiiiinKlon  illl.i  &  .Normal  Ry.  Elec. 
A;   IlealiiiK  Co. 

Thorne,  J.  J.,  Cli.  Elecii.  Ray  Cities  Consolidated  lly.  Co.. 
Ray   City,   .Mich. 

Junior  Members. 

\V.  (J.  .\lexanilei-,  E.  Rrewster,  O.  F.  Crozler,  I).  Canaway,  M. 
.1.  Conw.iy.  A.  I,.  Collins.  J.  M.  Doody,  J.  E.  Foster,  I".  Uarrliig- 

,   II.  W.   Il:ir;;i:ive.  ( '.  K.   11, .M.  M.  Iliiidy.  F.  B.  Hardy,  ii.  W. 

.lllle.  .1.  .M.  I.owe.  .1.  |i.  I..M11I1,  .1.  .Massie,  A.  V.  Marvin.  1>.  S. 
.McKay,  (i.  .McKcn/.ie,  A.  .1.  Roberts,  I'.  Scott,  W,  M.  Snow,  A. 
Tliompson,  .1.  F.  White,  1'.  Walsh,  J.  I,.  Webster,  Foremen,  Bos- 
lon    Elevated   Railway   Co. 

Chas.  E.  Cross,  Master  Car  BuiUler;  Frank  L.  Miller,  Master 
Car  rainier:  Fred  .Strail,  (Jen.  Foreman;  Geo.  M.  Wegman,  Car 
Mouse  Foreman;  Rochester  Railway  Co. 

Lawrence  I'.  Crecelius.  Klecn.;  Merh'  R.  C.riffeth,  Elecn.;  C.  L, 
.stone.   Elccii.;   St.  I.ouis  Transit  Co. 

The  rresideiit:  I  think  it  would  be  well  to  have  a  discu.ssion 
on  the  liest  w:i.v  to  increase  our  nieiiilicrship;  we  have  done 
r:uily  well  so  f:ir.  but   we  must  do  better  than  we  have. 

.Mr.  E.  \V.  Olds:  In  regard  to  increasing  our  membersliip.  I 
will  sa.v  that  as  you  have  noticed  by  the  report  which  has  just 
iieeii  lead,  nearly  all  of  the  inombors  have  joined  the  assod- 
.ition  through  the  instrumentality  of  the  letters  and  circulars 
Hint  have  been  sent  out  by  our  secretary;  and  when  we  see  the 
sliowing  they  have  made,  we  certainly  feel  they  have  done  their 
duty;  and  it  is  now  for  us  to  see  what  can  be  done  to  further 
incre;isr  cpur  iiiemliership.  Our  expenses,  as  you  will  notice, 
have  been  consideriible,  and  to  get  out  our  reports  and  bear  the 
other  e.vpeiises  wliicli  will  fall  upon  us  at  this  meeting  and 
iilso  to  be  ready  for  our  next  year's  mej-ting,  will  require  quite 
:i  good  deal  of  money;  and  I  think  the  only  way  for  tis  to  get 
at  it  is  for  each  member  to  be  a  committee  of  one  and  get  all 
others  who  are  eligilile  to  membershiii  in  the  association  in- 
terested  in  its  work  so  that  they  will  become  members. 

.\s  we  start  out  in  our  meeting,  we  have  a  goodly  number 
here,  really  more  than  I  expecteil  to  see  this  morning,  starting 
one  day  in  advaiu'e.  and  I  certainl.v  feel  greatly  encouraged. 
In  our  executive  couimittee  meeting  hist  night  we  talked  over 
Hie  association  afl'airs,  and  we  feel  that  it  is  going  to  be  a  suc- 
cess. The  same  remark  will  apply  to  the  success  of  this  meeting 
as  I  stated  in  regard  to  the  getting  in  of  new  members  —  it  is 
up  to  us  to  make  the  meeting  interesting  and  bring  up  the  vari- 
ous points  whieli  will  be  of  value  to  our  members.  There  are 
:i  greiit  many  tilings  Hint  we  I'liii  di.scuss.  We  all  know  as  we 
pa.ss  around  the  iHiunlry  from  time  to  time,  the  smallest  shop, 
the  smallest  roiid.  will  give  us  ideas  that  are  of  a  great  deal  of 
value.     We  ilo  not  always  adopt  exactly  what  we  see,  but  we 


5TH  Ye.\r.  No.  I — Sept.  2,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


503 


get  ideas  whioli  we  apply  to  our  coiiilitlims  and  are  si'fatly 
benetitiMl  by  them.  If  we  do  not  do  this  we  are  lialile  to  iceep 
foUowinj:  the  old  beaten  path,  and  the  first  thinfr  we  Icnow  we 
arc  side-trackeil.  Let  us  be  up  and  dohiir;  brin.a  out  our  ideas 
Another  tbiujr.  as  we  [lass  around  anionjr  eaeh  other.  let  us 
extend  our  band  and  lieeonie  better  aec|uainled  with  eaeh  other. 
There  are  many  here  whom  I  have  met.  but  1  can  reeall  but 
very  few  of  tlie  names  of  tlie  gentlemen  present;  and  that  is 
no  doulit  the  ease  with  many  others  of  our  niend)ers.  Let  us  all 
extend  our  hand  of  weleonu'  and  become  lietter  acquainted.  I 
lK)i>e  every  one  present  will  talie  hold  and  jjive  our  worli 
a  lift  tliat  we  may  realize  the  success  we  hope  for  the  associ- 
ation. If  every  one  will  do  his  part  there  is  no  doutrt  about  tlic 
success  of  our  work. 

.Mr.  W.  I).  Mundy:  'i"lu'  objei't  of  imr  association  is  for  the 
bettirnient  i>f  the  railroads:  and  incidentally  anything  for  the 
betterment  of  the  road  is  for  the  iiettcrmeut  of  tin-  individual. 
It  is  only  a  few  years  since  the  en;;ineer  was  considered  to  be 
the  man  who  turned  the  throttle,  and  the  master  medianic  the 
fellow  who  shovtHl  a  file  or  scrajied  a  bearing.  We  must  estab- 
lish otn-  work  as  a  profession,  and  not  a  trade.  There  is  noth- 
luK  that  will  e8tal>lish  that  profession  so  miu'li  as  to  make  our- 
.selves  felt.  1  bi'lieve  tliat  tliis  association  will  liclp  us  more 
llian  anything;  else  in  rea<'liin;;  that  cud.  It  };lves  us  a  pri'stise 
we  have  never  had  liefore.  To  make  the  association  succc.ssful. 
we  must  have  the  hearty  coniperation  of  all  men  in  this  line  of 
busiiies.s.  It  is  no'essary  for  tliis  as.sociation  to  lie  a  linancial 
Kuei-ess.  as  well  as  a  success  from  the  enjiinecrins  standpoint. 
That  means  we  must  liave  .'in  income  wliicli  will  keep  tlie  asso- 
ciation in  piod  financial  condition:  and  wiint  1  really  want  to 
urge  is.  that  instead  of  consideriu);  tliat  because  the  road  is 
a  member  of  the  a.s.sociation.  there  is  no  necessity  for  you  being 
an  associate  or  junior  member,  that  we  get  over  that  idea.  The 
yearly  dues  for  associiite  mcmliers  are  .$."«.  and  .junior  meml)ers 
W.  a  very  small  amount  in  eitlier  case.  That  includes  the  re- 
ceipt of  copies  of  tlie  reports,  and  all  discussions  that  go  on  at 
the  iiieeting.  .V  number  of  the  roads  ,'irouii<l  the  country  have 
said  that  they  cini  get  the  transactions  from  the  technical  press. 
Suj>pose  they  i-an.  If  all  the  roads  toolc  tliat  position,  and  all 
master  mechanics  took  that  posilion.  that  they  did  not  care  to 
become  active,  associate  or  junior  members,  there  could  be  no 
ass4>ciation.  If  we  want  the  association  to  be  a  sin-cess.  we 
must  as  individuals  and  companies  become  members  of  it  and 
help  It  along  from  the  financial  standpoint,  and  it  is  that  point 
I  want  to  urge:  that  (>ach  one  consider  the  necessity  of  liecoming 
an  associate  or  junior  menilier.  an<l  not  a  hanger-on.  and  going 
around  to  hear  what  the  other  fellows  say  and  get  the  results 
without  helping  to  pa.v  for  them. 

Mr.  .Alfred  Green,  of  Roche.ster:  This  is  one  of  the  most  Im- 
portant times  In  the  history  of  the  profession  of  mn.ster  me- 
chanics and  electricians.  We  are  now  .starting  out  to  make  n 
beginning  that  Is  either  going  to  ral.se  us  In  the  estimation  of 
nil  men.  or  we  are  going  to  go  below  the  level  that  we  now 
bold:  for  there  Is  no  man.  no  set  of  men.  no  men  In  any  pro- 
fession, that  can  stand  still.  They  must  either  go  up  or  they 
certainly  will  go  down.  Tlrre  Is  not  In  my  opinion  any  set  of 
men  that  has  any  more  brains,  any  more  ability,  or  any  more 
power  to  adapt  themselves  to  circumstances  than  have  the  master 
mechanli-s  and  chief  electricians  of  this  country.  There  Is  no 
reason  wliy  we  shoulrl  not  have  and  hold  the  honor  that  our 
IHHillion  will  give  us;  but  we  must  earn  It.  we  niiisl  earn  It 
honitiliy.  we  must  eiirn  it  by  hard  work,  careful  thought, 
plenty  of  dlMt-uHsion.  henrl-to-heart-talks,  that  Is  what  Is  go- 
ing to  make  our  association  a  su<'cess.  We  have  a  nice  start, 
tiHi,  lint  It  is  nothing  to  wliat  It  niusi  be.  We  are  now  a  branch- 
off  from  the  American  .Street  Hallway  .Vssoclntlon.  We  must 
get  to  n  iMilnl  where  the  American  Street  Uallway  Association 
will  Ih-  n  brani'h-otr  from  the  Master  Mechanics  and  Chief 
KltMirl'lans  AMsm'Idtloh.  There  Is  no  reason  why  we  should  not 
necrMnpllsh  lids.  We  ought  to  lie  the  ones  that  they  will  come 
to  hi-nr  dlio'UKH  the  papers  that  are  the  most  liniiortant.  or  that 
Inke  cnre  of  the  most  Important  details  of  any  street  railway 
•yslein.  There  Is,  of  course.  In  the  general  manager's  offlce  the 
flnnncnil  part  of  the  IniHliiesH.  with  which  we  have  nothing  to 
do.     Then-  is    the   departUK'Ht    of    llii-    Huperliileiideiil    of    trans- 


port.Mtioii.  which  we  care  notliing  about.  Hot  neither  one  of 
them  can  lie  a  success  unless  the  master  mechanic  and  the 
cliief  eleitrician  make  a  succe.ss  of  their  department,  unless  the 
latter  is  taken  care  of  and  lirought  to  the  p.iut  of  success 
ill  careful  business  niaiiagement  whicli  will  give  the  best  re- 
sults with  the  least  e.\peiiditure.  The  master  mechanic's  de- 
parliiicm  can  make  a  success  of  tlie  otlier  departments,  no 
matter  whether  it  be  that  of  the  general  manager;  the  suiier- 
intendeiit  of  transportation,  or  the  superintendent  of  roadlied. 
Now.  there  is  no  reason  why  we  sliould  not  come  to  that  stand- 
ing that  belongs  to  us,  and.  as  1  h;ive  said  liefore,  what  we 
want  is  hard  work,  plenty  of  it.  good  willing  fidlows,  and  not, 
as  one  man  .said  to  me  this  morning.  "Why.  iJrcou,  1  couldn't 
say  a  wurd  to  save  iny  life." — now,  we  want  to  get  tliat  fellow 
out,  and  we  will  save  his  life  anyway,  and  we  want  him  ju.st  to 
.say  what  he  li.-is  to  say  in  his  good  old-fashioned  way,  atui 
it  will  lielii  us  .-ill.  I  never  saw  a  master  mechanic  yet  that  was 
an  01:1  hJi-.  and   if  1  did.  I   would  say  jt  was  time  to  kill  him. 

Mr.  ('.  F.  Kaker.  of  Hoston:  We  must  put  mir  shoulders  to 
the  wIumI  and  push.  Talking  will  11. ii  ilu  ii.  I  tliink  every  one 
of  us  can  go  home  and  take  the  nun  mulcr  us,  the  junior  mcm- 
liers. .-Hid  get  thciii  interested.  li-.\  l.i  uct  sniiii'  of  the  diamonds 
out    of    tlie   pile.    .111(1    iKilish    thrill    up    a    lilllc.    and    get    them   to 

help    polisli    us.      I'licy    arc    ili ics    llial    arc    coming   and    that 

oiiglil  111  Clinic  mi.  anil  we  iiuglit  In  help  (licm.  I(  will  (Uiiy  cost 
tliciii  a  lilllc  III  iiiiiic  ill.  and  I  think  they  are  the  ones  (hat  we 
ought   to  get.  as  well  as  llie  street   railways. 

The   fiillowing  paper  was  then  read: 

CARE  AND  MAINTENANCE  OF  CAR  BODIES. 


By  C.  F.  Baker,  Superintendent  of  Shops  and  Machinery,  Boston  Ele- 
vated Railway  Co.,  Boston,  Mass. 


The  writer,  in  giving  his  views  regarding  the  care  and  main- 
tenance of  car  bodies,  e>»pects  to  meet  with  criticism,  although  it 
should  be  borne  in  mind  that  on  the  various  mads  in  different 
sections  of  the  country  the  conditions  may  v:iry  ciuisidcr.-ilily.  In 
Boston,  referring  to  the  surface  lines,  we  liave  comparatively  few 
severe  grades,  but  our  crossings  are  iiunierous  and  many  of  the 
streets  are  so  narrow  and  crooked  that  they  form  an  iniiiiirtaut 
factor  in  governing  the  size  of  our  ears;  so  really  our  first  tare 


C.  !••.  ItAKKH. 

Is  to  see  that  we  keep  wllliin  eerlaln  |irescrllied  diniensloiis  In 
order  tl.al  we  may  pass  on  curves,  keep  nfV  the  sidewalk  corners, 
and  be  able  to  pass  teams  llial  iiia,\  lie  standing  mi  llie  sircel. 
Occasiiinally  we  are  obliged  in  uail  lor  a  leam  to  get  mil  of  the 
way,  fur  with  one  wheel  iie.\(  llie  ciiili.  llie  hub  011  llie  olher  side 
of  the  wagon   will  not  clear  our  cars. 

Our  next  care  is  the  drawijigs  and  sias'ltlcntlons.  We  runilsli 
the  car  liuilderH  with  liolli  general  and  complete  delall  diawlngH, 
so  that  should  we  place  an  order  for  one  liuiidred  or  more  cars, 
dividing  the  same  between  two  or  more  I'ar  builders,  they  would 
all  loiik  alike;  and  should  the  workmanship  and  material  be 
eiimilly  good  In  all  cases,  the  cars  would  be  piac(li-a,lly  the  same. 

I!y  pursuing  this  Ihod   we  believe  llie  cosi   of  maliilenance  Is 

iiiateil.iliy  ri'fliK'cd,  as  we  liiive  less  spare  pans  In  keep  In  stock. 


564 


DAILY  STREET  RAILWAY  REVIEW. 


[Skrial  No— Vou  XllI,  No.  8  a. 


(Uiil  n  workuinn  can  do  more  routine  work  lu  n  day  than  he  could 
ir  HiirkluK  on  llrnt  one  di'slgu  of  car  and  tl>"U  another. 

Ki-fcrriut:  to  our  siwi-llloatlonH.  I  would  Ray  tlu-SL-  cover  Hunic 
Iwcnty  odd  paKi-K,  and  wlilh-  to  some  of  you  tills  may  Bccin  vo- 
lunilnouH.  wi-  ollrn  llnd  thai  smni'tlilnj!  Iian  lircn  ondtted  wlilili 
tilKiuld  have  lioeii  hiclndi'<l. 

We  not  oidy  specify  that  all  niat<'i'lal  and  workmanship  sliall 
bi-  llrst-ehiHs  In  every  respect,  and  that  all  luinher  sliall  he  eiit 
from  live  thnher,  to  he  free  from  InJiM-lous  cheeks,  wanes,  shakes 
ordaniaKloK  knots,  hut  we  ih'sltiimie  the  kind  of  material  for  earli 
pan  anil  how  It  shall  he  put  together.  For  Instance,  all  lenmis 
must  he  coated  with  white  lead  thlnni'd  with  varnish;  the  hcittmii 
fniniln);  shall  have  two  coats  of  lead  paint  iiii.\ed  with  nil.  An 
(he  vital  pans  Inslile  the  car  are  covered  by  ceilim;.  llidsh,  itc., 
anil  the  outside  with  paint  and  varnish.  Its  stieuKlli  and  ilinii- 
hlllty  depend  uiuui  the  titness  of  the  m;iterlal  used  and  the 
hunesly  of  the  builder.  It  Is  most  dllllcult  to  JudKe  from  the 
apiH-arance  of  a  car  whether  or  no  It  will  be  long  or  shorl  livid. 
and  whether  It  will  spend  most  of  Its  time  on  the  rail  or  In  llic 
repair  shop.  KuU  iiainllng  Instructions  are  also  given.  But  the 
polirt  I  wish  to  make  Is.  that  care  taken  to  protect  all  tenons. 
Joints  and  bottom  framing  or  foundation  of  the  car.  etc.,  will 
add  to  Its  life  and  help  to  keep  down  the  cost  of  maintenance. 

The  next  point  I  would  call  to  your  attention  Is  the  car  body 
holster,  which.  If  not  amply  strong,  especially  where  cent<'r  bear- 
ing trucks  are  used,  tlie  car  will  go  down  at  the  sides,  or  ap- 
parently up  in  the  middle;  and  where  this  Is  the  case,  there  is 
more  or  less  liability  of  trouble  with  the  doors. 

.\ssuniing  that  the  car  has  been  properly  designed.  Is  built  of 
the  best  material,  and  the  worknianship  throughout  is  lirst-class. 
care  for  same  should  begin  in  mounting  it  on  trucks  that  will 
give  it  the  best  possible  support  and  relieve  it  as  much  as  possible 
from  twisting  strains,  jar  or  vibration,  fare  should  also  hi' 
exercised  lu  attaching  the  triu-ks.  electrical  equipment,  and  all 
other  apparatus  to  the  bod.v  of  the  car.  as  boring  or  ctdting  holes 
In  the  various  parts  not  only  tends  to  weaken  them,  but  it  is 
liable  to  furulsh  a  path  for  moisture,  which,  if  allowed  to  reach 
any  jiordon  of  the  work,  is  only  eiiualed  by  lire  or  dynandte. 

We  have  now  reached  the  point  where  the  car  goes  into  service 
and  is  put  into  the  hands  of  the  car  house  foreman  for  in.spectioii 
and  care.  On  our  road  we  have  what  the  men  term  a  "pit-list." 
which  arranges  for  one-third  of  the  c:irs  in  each  house  to  go  over 
the  pits  every  day;  or,  in  other  words,  each  car  is  over  the  pits 
every  third  day  for  general  inspection  and  care  of  the  car  body 
and  its  equipnieut.  The  ciir  house  foreman  makes  out  a  list  of 
the  cars  to  have  attention  each  day  and  hands  it  to  the  men  who 
are  responsible  for  the  different  parts  of  the  work,  and  they,  at 
the  end  of  the  day's  work,  return  the  slips  with  all  defects  they 
have  found  reported  thereon.  In  the  meantime  reporting  to  the 
foreman  anything  found  out  of  the  ordinary  line  of  repairs.  A  car 
coming  la  from  the  street  and  reported  for  any  trouble  has  Im- 
mediate attention  and  Is  not  held  up  for  the  three-day  Inspection. 
We  hold  our  foremen  responsible,  and  Insist  that  they  give  their 
personal  attention  and  supervision  to  all  defects  or  Irregularities 
reported  by  their,  or  other  Inspectors.  A  man  selected  to  Inspect 
the  car  bodies  Is  one  who  has  served  through  the  various  de- 
partments of  pit-work  and  Is  considered  capable  of  doing  any  of 
the  work  required  of  the  car  house  men.  I  would  sa.v.  however, 
that  we  do  no  extensive  repairing  or  painting  in  our  car  houses, 
the  work  consisting  of  inspection  of  motors,  trucks,  controllers 
changing  wheels  and  axles.  armat\u'es.  brake  shoes,  and  the  re 
newal  of  all  parts  subject  to  wear.  The  car  houses  are.  how- 
ever, supi)lle<l  with  a  forge  and  some  minor  tools,  and  we  have 
unite  an  extensive  stock  room  in  each  house  for  supplying  tin 
sp.'ire  parts  of  the  various  eiiuipment,  so  that  the  work  falling 
upon  the  car  house  foreman  and  his  assistant  in  connection  with 
the  care  and  maintenance  of  car  bodies  is  limited  largely  to  that 
of  Inspection  and  renewals;  although  it  is  ihelr  duty  to  Inspect 
and  adjust  the  tie  rods,  bolls,  trns.ses  and  struts,  keeping  the  cars 
In  perfect  alignment;  doors,  window.s.  ventilators,  hand  straps, 
rods,  brackets,  bells,  register  and  bell  cords  should  have  thorougli 
hispeotion  and  attention.  Doors,  rolls,  pins,  etc..  shoidd  be  oiled. 
and  if  a  little  ba.vbcrry  tallow  were  occasionally  applied  to  the 
sashes  and  posts,  it  would  .save  trouble  and  possibly  broken  glass. 
They  are  cautioned  to  pay  particular  attention  to  all  parts  th.it 


ndght  cause  accident  to  passengers;  for  inxtance.  loose  register 
backs,  signal  bells,  ventilator  sashes,  which  might  become  loos- 
ened and  fall;  grab  handliK.  rails,  trap  door  lifts,  or  screws  that 
ii>a.\  projeet.  I  In  open  ears,  the  seat  backs  and  arms  should  have 
alleiitlon,  also  the  half  round  Iron  on  the  steps  and  running  biiaril 
slionld  not  be  allowed  to  projeet  above  the  edge.  Floor  slats, 
where  usihI,  should  be  thoroughly  liis|ie<'ted  and  none  allowisl  to 
lirojeit  above  the  level;  trap  door  lifts  should  be  kept  In  proper 
sha|M>  so  they  will  he  available  for  use  when  necessary;  all  dirt 
sliould  be  cleaiH-d  from  under  Ihe  trap  doors,  so  they  will  III  down 
closely  and  Hot  project.  The  dirt  whiih  collects  in  the  crevlceK 
will  hold  moisture,  which  Is  very  deliimenlal  to  Imth  wood  and 
Iriin. 

I'nder  the  head  of  care  of  car  bodies  might  be  included  the 
cleaning,  which.  In  some  eases,  comes  under  Ihe  Depannient  of 
'lYansporlation.  It  Is  a  very  important  i|uestl(Ui.  and  one  on 
wliii-h  a  great  deal  has  been  written.  In  IINNI  the  subject  was  one 
for  topical  discussion  at  tJie  meeting  of  the  American  Hallway 
.M.'isler  .Mechanics'  Association,  and  the  iiuestlons  of  washing  at 
Icrndnals.  dry  wiping,  and  using  various  cleaning  oils  and  com- 
pounds were  considered,  and  the  report  was  published  in  ,Iuly. 
1!)()0. 

(In  the  New  York  Centnil  the  success  met  with  in  dry  wiping 
was  quite  gratifying,  and  I  understand  that  road  has  done  away 
with  washing  cars  at  terndnals.  except  during  damp  weather. 
They  claim  the  varnish  stands  better  and  the  equipment  looks 
better.  Mr.  I'llager.  of  the  I'ullman  compan.v,  statiil  that  they 
had  cleaned  ears  by  dry  wiping  also  by  using  water,  and  at  the 
I  Mil  of  twelve  months  very  little  difference  was  noticeable  In  the 
aii|iearance  of  the  ear  as  to  which  method  was  used.  >Ir.  Morris, 
of  the  ('hcsai)cake  &  Ohio,  said  that  for  light-colored  cars  they 
used  a  cleaner  of  evaporating  oil  combined  with  linseed  oil  to 
neutralize  the  alkali  in  the  quantity  of  soap  deemed  necessary 
for  the  composition.  This  cleaner  was  used  about  once  a  week  on 
light-colored  cars,  while  on  the  darker  cars  the  dry  cleaning  could 
be  used  longer  withinit  the  Introduction  of  liquid  cleaner. 

Kegarding  our  method  of  washing  cars,  we  attiinpt  to  wash 
them  once  a  week  in  dry  weather,  and  ever.v  day  during  wet  or 
Uiuildy  weather.  We  use  a  lUlle  alkali  or  soft  oil  soap  for  clean- 
hig  the  sinker  panels  or  parts  that  are  painted  white.  Our  In- 
structions are  to  use  cold  water  and  as  little  alkali  or  soap  as 
jiossible,  and  oidy  when  mi-essary.  The  cars  are  swept  and 
dusted  once  every  day,  and  the  glass  cleaned  with  'Bon  .\Mii" 
every  third  day. 

The  elevated  cars  we  do  not  attempt  to  clean,  more  than  the 
glass  and  the  inside  of  the  car,  for  In  their  constantly  going 
through  the  subway  they  become  covered  witJi  a  coating  of  grime 
or  oxide,  caused  from  the  iron  dust  arising  from  the  excessive 
wear  of  the  brake  shoes,  etc.,  which  Is  Impossible  to  remove  with- 
out taking  the  varnish. 

The  practice  of  cleaning  cars  with  petroleum  Is  in  vogue  In 
England,  It  is  claimed,  with  very  good  results.  I  understand  this 
is  being  done  by  some  of  our  steam  roads,  and  would  like  to  learn 
If  any  here  are  following  tliat  practice. 

As  car  cleaning  is  a  subject  of  Interest  to  us  all.  in  the  dis- 
cussions I  trust  will  follow.  I  hope  to  hear  expressions  from  the 
other  roads  represented  here. 

When  our  cars  go  into  the  paint  shop  for  the  annual  over- 
hauling, touching  up.  or  repainting,  they  are  dismantled  or 
stripped  of  all  cushions,  seat  backs,  doors,  hand  rails,  and  all 
nietjil  or  composition  parts  are  renuived  and  sent  to  the  v;irious 
departments  for  relini.shing.  polishing  and  lacquering,  and  the 
lUsliioMs  and  backs  jire  thoroughly  cleaned.  The  mechanics  then 
take  hold  and  do  all  Ihe  wood  and  iron  work  neeessar.v  to  put  the 
cars  in  proper  repair  and  ready  for  the  painters.  If  the  painting 
is  properly  done,  we  may  be  sure  of  many  years  of  service. 

The  painter  should  work  hand  in  liand  with  the  builder  from 
the  beginning  to  the  finish  of  the  car,  to  the  effect  that  all  parts 
of  contact  and  all  ex|)osed  parts  are  thoroughly  coated  with 
best  lead  and  oil  as  the  building  progresses  in  order  to  insure 
against  decay.  The  painter  should  have  one  paramount  idea 
in  view  —  that  of  durability —  as  I  l)elieve  the  time  is  jiast  when 
i(  is  wise,  or  even  possible,  to  tie  a  ear  up  In  the  shops  long  enough, 
or  to  expend  that  aiuouut  of  mone.v  neeessar.v  to  attain  the  per- 
feetii'ii  of  surface  called  for  on  a  private  carriage  or  coach.     It 


5TH  Ve.\r,  No.  I— Sept.  2,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


565 


is  not  the  object  of  modcni  street  raihvays  to  maiutaiii,  at  a 
i-iiusuleralile  expense,  a  imiiitinj;  ilepartment  for  the  exelusive  pin- 
pose  of  eiiil«elli.«liiiig  its  eqiiiimiem  to  llie  lii^liest  degree,  uor  is  it 
the  intent  tliat  all  tlie  energy  of  the  painting  department  slioulil 
Iw  coueentratetl  iu  the  development  of  extreme  display:  hut  it 
is  expeetitl  that  the  eumpany  shall  reeeive  adispiate  relinns  for 
the  money  invested,  by  giving  its  rolling  sloek  all  tlie  protection 
pussilile  nuder  Uie  existing  conditions.  The  important  points  lo 
he  ohlained  are  dnr.iliility.  eleanlini'ss.  and  whuli'sonie  appearance 
at  a  niluiauim  cost. 

To  obtain  this  slaudard.  nothing  hut  tlie  best  material  shmiKl 
be  selected.  The  jxiinter  who  specilies  anil  insists  upon  having 
nothing  else  is  the  must  economical  man.  Willi  tlie  best  of  body 
varnish  that  money  can  buy.  together  witli  choice  pigments  ami 
vehicles,  a.ssemldeii  and  applieil  nnder  llie  supervision  nf  the 
head  of  tlie  deiiarlment  in  a  judicious  manner,  after  the  luctlunl 
I  am  about  to  describe,  we  will,  I  am  sure,  have  cars  of  cun- 
tinuously  neat  ami  dignified  appearance,  which  should  be  coin- 
mended  by  all  who  criticize  from  a  reasonable  stundiioiut,  and  at 
a  eoiiiiiaratively  low  cost. 

Our  procedure  is  what  is  known  as  the  Uniting  process,  .^rt.r 
due  care  has  been  given  to  the  steel  and  iron  work,  all  rnsl  scales 
and  imperfections  eradicated,  the  woodwiu'k  as  smooth  as  the 
<al>i|ii  tiiiaker  aiid  .-anil  ajer  tan  make  it.  all  parts  ihnroughly 
ilry.  all  crevices,  nail  and  screw  holes  well  dustiil.  we  iMnneil  Icp 
prime  with  pure  lead  and  a  liberal  supply  of  linseed  nil.  <-are  lie 
iiig  laki  11  thai  unl  the  minutest  pait  of  the  ear  is  slighted  and 
that  the  priming  is  well  rubbed  in.  Having  seen  to  it  that  the 
ear  is  well  primed,  .a  very  iniporlaiit  part  of  the  work  has  been 
accomplished.  It  is  then  we  putty  all  nail  IkiIi's  and  indentures. 
care  being  taken  to  till  all  pl,i<es  to  more  than  the  level  of  the 
Werk.  as  after  this  is  dry  .'iiid  hard  it  must  be  saiidpMpei-ed  to  ;i 
smooth  surface. 

We  now  eoutinue  the  work  i  n  a  lead  basis;  we  mix  what  is 
known  as  a  kniliug  coat.  This  Is  coiiii>ouniled  from  a  portiiii  of 
k(  K  lead,  dry  leail.  japan  and  turpentine,  mixed  quite  thiiU  and 
apjilitd  in  liberal  nuantities  ami  allowed  t(p  p.irtially  dry  or  sit. 
as  it  is  lenned  amciig  painti  is.  Thin  with  a  broad  putty  kiiilc 
It  Is  gone  over  by  men  who  have  become  prolicieut  in  the  work 
nilil  the  coating  has  bccoine  perfectly  smoothed,  all  brush  marks 
obliterated,  and  uneven  places  leveled  up;  when  dry,  this  is  goiic 
over  with  tine  sandpaper  anil  is  ready  for  the  ground  color  whiili 
Is  t4>  follow,  .\gain  a  lifTbt  sandpa])eriiig  and  the  car  is  ready 
for  the  body  color,  of  which  two  coats  are  applied,  it  is  mir 
praelleo  to  add  a  small  portion  of  body  varnish  lo  the  body  cnlor. 
as  It  gives  a  little  iiuire  binding  and  elasticity,  wliiili  is  df  iinnh 
importance.  The  car  is  then  ornamented  and  two  coats  of  body 
varnish  applied,  forty-eight  hours  between  coats.  The  exteiior 
of  the  car  Is  now  llnished.  and  the  kiiiting  pnuess  has  Inin  siili 
HtltntiMl  for  tlie  rough  stuff  aJid  block  puiiiiec  stone;  and  ii  ilie 
v.iirk  has  b«  en  properly  dune,  all  leiiiiiii  luiiits  have  liei  11  iml  at 
a  iiiueh  reduced  cost  and  in  less  time. 

The  time  coimnnii  d  lo  liiilsli  a  car  from  the  wood  by  this  proi- 
ess  would  he  about  l«o  weeks;  while  by  the  rough  stufl'  luetliod 
I  wouhl  say  not  li-ss  than  double  that  time.  If,  after  a  newly 
IMilnieil  car  lias  been  pl.-iceil  in  service  six  months.  It  Is  then 
taken  in  and  one  coat  of  body  v:iriiisli  applied.  I  know  of  no 
heller  iliveHtmeiil  or  guarantee  for  Its  future  condition,  provid- 
ing It  liiis  Us  yearly  renovating.  Thus  we  may  e.xpcil  inany 
years  of  good  service  l«-'ore  having  lo  repaliil. 

Iteh'iirdliig  roofs,  I  would  add  th.il  it  Is  our  |>ractlee  to  envir 
Willi  No.  S  duck,  care  being  taken  to  paint  the  top  side  of  I  lie 
roof  liirarilH  with  a  iiilxliire  composeil  of  llnsii'd  oil.  lead  and 
whilliig.  the  cniivns  lo  be  laid  while  the  palnl  Is  wet.  We  then 
palm  with  Iwii  ciuils  of  lead  and  oil.  excluding  the  use  of  sizing. 
Hy  the  adillllun  of  one  coat  of  paint  every  two  years,  we  are 
sure  of  H  light  roof  for  many  years;  In  fact,  I  can  go  back  for 
very  many  years  iiiiil  trace  loofK  Unit  are  in  a  good  slate  of 
imiuTvatlori  today. 

K  K  C. 

.Mr.  (Jri-cii:  .Mr.  Maker  says  after  n  newly  piilnliHl  car  has 
bifii  iilnei'il  III  wivhe  for  f\x  iiioIiIIim  II  Is  taken  In  and  given  one 
•  iinl  of  liody  variilsh.  I  would  like  lo  ask  how  many  eoats  of 
Ihilsliliiu  vailili<li  Hint  car  g<  In  lefoie  It  goes  out.  and  If  he  gives 


it  the  extra  coal  after  the  six  months,  does  he  add  that  as  an 
extra  coat,  or  what  does  he  do  before  the  car  goes  outV 

.Mr.  Baker:  \\'e  have  reference  there  to  a  new  ear.  We  have 
Mr.  I.ibby  with  us,  who  was  formerly  our  master  painter,  now 
superintendent  of  our  ear  shops,  who  could  give  you  the  details 
of  all   this   much  better  than  1. 

.Mr.  I.ibby:  .\s  Mr.  liaker  said,  he  referred  to  the  new  car 
on  w  hich  Iwii  iiials  had  been  applied.  We  deem  It  advisable  to 
liave  the  i"ir  in  service  at  least  six  months,  when  we  give  It 
a  ihii.l  cn.ii.  Slime  builders  advocate  putting  ou  three  coats 
wluu  the  car  is  built.  M'e  think  It  better  to  have  that  time 
il:i|i^c  betweiu  the  srr.nnl  and  third  coats.  That  applies  to 
cither  .1  new  lar  or  a  car  burued  olt'. 

Mr.  Mundy:  In  applying  that  varnish  iu  two  coats,  do  you 
put  on  two  coats  of  rubliing.  or  one  coat  of  nil)liiii.g  and  one 
coat  of  finishing  varnish'.' 

Mr.  Lililiy:  M'e  use  no  rubbiug  varuisli  ou  the  exterior  ex- 
ci'iit   on   tlie  sashes  and   doors. 

•Mr.  .Mundy:  If  you  put  the  third  coat  ou  after  six  months  do 
you  gi\-e  it  one  coat  of  varnish  every  year  when  you  renovate? 

.Mr.  I.ibby:  One  coat.  t)ur  repair  work  on  interior  is  simply 
;i  i|iiistion  of  touching  up  the  heel  board,  the  toe  hoard,  and  pos- 
sibly the  window  sills.  Other  than  that  we  expect  to  get  teu  or 
twelve  years  out  of  a  new  car.  with  a  rubliing  up  of  a  prepara- 
tion of  oil  anil  i-otlen  sloiie.  We  have  not  tried  the  patcutcil 
processes  as  yet.     We   mix  our  own  pre|)aration. 

.Mr.  (ireiii:  II  is  a  nice  thing.  If  it  i-aii  be  (louc,  to  bring  yuur 
car  iu  alter  It  has  run  for  six  munllis,  liec.-nisc  the  varuisli  011 
till-  i-.ir.  the  first  two  co.-its,  has  had  a  chamc  to  harden.  Then, 
wlirii  you  bring  it  In  before  the  weallicr  h.-is  liad  any  elfect  on 
the  v.iinish.  ami  give  it  an  extra  roat,  ymi  have  soiuething  there 
which  is  a  great  help  to  the  body.  I  do  imt  know  how  tiiany 
roads  there  are  tiiat  I'oulil  afford  to  do  that. 

.Mr.  Mullen:  What  is  the  object  iu  ouilttliig  the  rubliing  var- 
nish? It  has  been  my  understanding  tiiat  it  was  of  special  iieiie- 
lil  to  the  body  varnish  as  a  bliuler.  II  Is  iu  use  on  our  ro.-iii  and 
on  sl■^•eral  others. 

Mr.  Libby:  I  would  say  in  answer  to  that  question,  that  we 
believe  a  rubbing  varnish  is  of  a  brittle  nature;  iu  other  words. 
It  Is  our  iiurpose  to  start  from  the  beginnlug  aud  make  the  sur- 
faie  of  the  car  as  elastic  as  possible.  As  IMr.  Baker  said,  If  we 
introduce  a  rubbiug  varnish  Into  tlie  cover,  body  cover,  ,Iapan 
rover,  and  we  thill  that  with  turpentine  and  apply  It,  it  does  not 
have  the  proper  degree  of  elasticity.  Starting  from  the  lead,  we 
have  111  view  seeiirliig  a  th-xible  or  eliisllc  surface.  It  will  stand 
more  vlhriition.  ami  wr  lielieve  that  we  get  better  results.  Kub- 
l)lng  varnish  is  a  varuisli  that  was  used  very  largely  to  facilitato 
the  possibility  of  gettlug  a  good,  smooth  surface,  and  must  neces- 
sarily dry  haid  :iiid  brittle  in  order  lo  be  rubbed  with  pumice 
Niniie  :iMil  iiiilril  li:ilr.  aiiil  w:is  used,  as  I  understand,  largely  for 
llir  piii|iose  lit  lieiiig  able  In  |ii'oiliice  that  title  surface.  We  do  not 
iralie  any  allcuipt  to  iiiuiluce  siirli  m  siirlaee.  We  do  get  u  softer 
and   more  elastic  finish  II'   hi-  nmlt   llie  use  of  rubbing  varnish. 

.Mr.   Olds:     Thai    li.-is  I v  .■xpcriein-e  regarding  the  iialut- 

Ing  of  cars,  whether  new  or  old  —  h'ave  the  rubbing  varnish  In 
the  mamifaclurer's  celhir.  We  do  not  have  any  use  for  It.  We 
use  two  coats  of  llnlshliig  varnish.  II  Is  very  pleiislng  to  note  In 
.Mr.  Baker's  paiier  the  niethod  they  pursue  iu  palulliig  their  cars. 
.\s  nearly  all  of  you  know,  the  rough  stull's  and  primers  thai  are 
brouglil    lo  our  atteutlou  are  a  curse  as  a   whole.     There  iiiiiy   be 

s f  them   that   are  good,  but  1   have  yet  lo  lliid   llieiii.     The 

lead  surface  will  give  us  an  elastic  coal   that  will  give  us  years 

of  service.     I  can  show  y ars  IIkiI  Ii.'H  c  bi painted  for  iiboiil 

eight    years,   mi    which    the   body    Is    iiol    cracked;   It    Is  solid   aud 

soiinil       Tlie   c.ir   has   been    varnished   ipilte  a    gimd    iiy    times, 

anil  a    few  limes  the  varnish  has  been   taken  olV       II    gol    I Id 

anil    111  ca yellow.     There  are   a    iiiiiiibcr  of   varuisli  reiiiovcrs, 

but    we  have  liild  as  g I   results  from  using  aiiinioiilii.      If  it    Is 

used  proiierly,  iiiid  with  reasonable  care.  It  will  not  liijiirc  your 
palnl.  If  the  animonla  Is  removed  thoroughly  and  the  car  ciciiiicd 
olT,  your  car  can  be  brought  up  then  with  Himill  expense,  iiol  lo 
the  line  llnlsh  that  we  used  to  gel  upon  a  coach,  lull  a  good,  iliir- 
ablc  and  ehislle  llnlsh. 

So tin  yeiiri.  ago  we   were  getting  out  some  cars  thai   were 

n led   fir  11  special  s ler  service.     The  car  builder  sahl   that 


566 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial   No— Vol.  XIII,   No.  8  a 


It  wiM  liiiiio.sslble  for  liliii  to  lliilsli  llii!  i-iirH  fur  iin.  tint  I  did  mil 
Im'Ui'Vi'  thlM.  We  wciil  throUKli  vit.v  iii'iirly  ilii-  kiiiiu-  im-oicks 
■  hill  .Mr.  Uiikcr  Iiuk  dfui'llii-d,  Inn  liiHtcad  ul'  iihIiik  IIii-  kiilit-  iiitit. 
ui-  Hiiniriy  li'iiiltvl.  iiikI  nld  imi  »iiit  liir  tlii'  kiil.i*  com.  In  iikI. 
till-  I'lii-K  win'  tliiiHlicd  III  fiDir  iIii.vk  iiihI  |iiit  iiilo  Horrict-  —  mid 
till*  (HIS  wvvv  Old  I'l'iHiiiiiiMi  lur  ttvt'i'  liiur  ycais.  h.-iu^  Miiii|>iy 
toiM-liod  ii|i  iiiiil  riii'iiislicd.  'i'licrc  wiih  very  llttir  body  mi  tin' 
carH.  Init  It   wax  gooil. 

Ax  to  the  tiliiKlili:);  of  llif  liisldo  of  the  lar.  ui>  liavr  many  iiii- 
chaiilis  who  art'  not  as  ili'aii  as  tlicy  slioiilil  l>i>,  who  liijiiri'  Ih-' 
liislilo  Id'  our  cars,  causing  the  wcariiiK  olT  of  Ihc  varnish  iil  Ihc 
doors,  window  sills  ami  various  other  points.  \Vc  tind  wc  have 
to  clean  tluMii  and  (|iiiti-  often  re-lliiish  tliciii.  Then,  as  .Mr. 
I.lliliy  has  staled,  the  |irliii  ipai  part  of  the  work  is  the  riilililn^' 
of  tlie  inside  witli  stiiiie  vai'iiish  renovator,  or  some  preparation 
of  oil,  to  lirin;:  ont  lis  life. 

.Mr.  lireeii:  I  ask  .Mr.  Maker  in  n'tiard  lo  the  wasliiiiK  of  ilie 
I'ars  —  wlial  do  you  use?  What  In'ip  have  yon?  1  underslaiiil 
lliere  are  some  mads  that  eni|iloy   women  for  washiii);  tlie  cars. 

.Mr.  .I(diu  l.lndall,  Hostini  Klevnted  Ky.;  Wi-  use  men  in  tnir  car 
house  ami  pay  tlicm  :fl.."iii  a  day.  and  they  work  seven  days  a 
week.  We  ll).'nre  one  car  cleaner  for  evi-ry  seven  ears.  Our 
method  Is  to  wash  the  cars  every  day  tliat  it  is  wet,  or  keep  wasii- 
lUK  Ihem  until  tliey  are  cleaned  np  after  a  storm,  and  then  clean 
till'  inside  of  the  cars,  'fhere  is  sometldii);  wldch  interests  mc 
very  mncii  just  now.  on  aci'oiinl  of  the  recent  disaster  in  the 
I'aris  tunnel.  aii<l  that  Is  the  tireprootiii^  of  lars.  I  tliink  liiat 
iiil;:lit  hi'  laki'ii  up  in  connection  Willi  tills  paper.  W'e  try  lo 
make  Hie  idcvated  cars  as  newly  lire-proof  as  piissilile.  anil  have 
tile  molor  end  of  the  car  iindernialh  covered  willi  aslieslos  and 
Kalv:inl7.i'il  iron.  On  account  of  some  tioulile  we  have  li.iil  on 
account  of  lire  iji;niti'd  lhron;.'h  tiie  HkIiI  switclics.  etc,  we  have 
put  ashestos  mats  under  the  switdies  and  stripped  tlie  insulalimi 
oft  tile  wire  hack  si.\  or  ei;;lit  inclies  ami  put  on  asbestos  stock 
intis.  We  are  also  conteuiplatiu);  exteniliii);  tliai  to  rlie  li;.'lii 
sockets  on  new  equiimielit.  I  believe  liiere  lias  In  en  some  dis 
cussion  aiuoiiK  the  underwriters  in  rcf;aril  lo  putliiif;  the  wirin;; 
ill  the  cars  in  conduit.s.  I  sliould  verv  much  like  to  hear  that 
pro]iiisition  discussed  at  tills  meeting. 

.Mr.  (Jreeii:  I  rather  think  that  tlie  electrical  iiilciests  in  the 
stale  of  New  York  have  to  meet  more  e.Micliu;;  leiiuiiciueiils 
from  the  lire  underwriters  llian  in  an.v  other  [liace  in  Hie  counlry. 
In  regard  to  the  use  of  asbestos  for  preveiiliuf;  lire.  I  will  say 
tliat  when  we  use  tlie  old  style  rheostat,  and  wlien  we  had  Ihc 
old,  short,  coulact  boards  and  such  lhlii;;:s  we  tried  that  asbestos 
plan,  and  founil  it  one  of  the  most  danserous  Hiinjis  we  ever  used. 
We  pit  Hie  asliestos  cardiioard  and  fastened  it  to  tile  floor  of 
the  car,  covered  it  with  sheet  iron  and  fastened  Hie  rheostat  to 
that.  We  found  the  asliestos  would  not  only  iiold  moisture,  and 
take  up  all  that  came  aloiii;.  but  when  it  ixut  hoi,  and  the  iron 
Kot  liot  and  heated  the  asliestos  the  asbestos  held  the  heat  lonu 
euoush  to  set  fire  to  tlie  car  on  several  occasions.  It  is,  in  my 
opinion,  a  most  dangerous  tiiinjr  to  use  wliere  you  have  any 
nniount   of  heat. 

In  regard  to  the  wiring  of  cars  it  is  cerUiiiily  for  the  railway 
companies  to  improve  iu  our  mode  of  wlrlnj;,  especially  where 
the  climate  is  such  as  we  have  in  Hochester,  where  we  have 
about  six  nionllis  in  the  year  slush  and  mud  and  where  we  usk 
salt  in  tlie  switches  and  you  cannot  keep  the  sail  away  from  the 
wires.  The  moisture  seems  to  work  ihrouKli  every  crevice  in 
the  car  where  you  have  the  cables.  In  thai  case  it  is  very 
necessary  that  the  car  wires  eveiilually  shall  be  piii  inio  a  con- 
duit, not  for  the  lienefit  of  the  unilerwrilers  as  niucli  as  for  Ihc 
beuelit  of  Hie  railwa.v  companies  tliemselves.  We  are  now  get- 
ting aw;iy  from  Hie  use  of  the  old  style  rheostat  so  that  we  have 
somi'Hiiug  from  wliidi  the  heat  can  radiate  and  kceji  the  rheo- 
stat cool.  I  do  not  think  we  will  ever  he  able  to  pet  up  any  kinr. 
of  an  apparatus  wliereby  you  lan  teach  your  niolormen  not  to 
run  on  any  part  of  the  rheostat.  They  will  run  on  it  and  get  it 
so  liol  that  tlie.v  will  simply  liurn  it  up.  You  ask  Hie  molorniaii 
why  he  did  it  and  he  will  leil  you  that  tlie  car  was  no  kooiI  when 
he  look  it  out.  Tliere  is  nothing;,  however,  that  could  persuade 
me  to  use  asliestos  under  any  consideration. 

The  rresident:  Mr.  llreeii  spoke  of  the  covering  of  the  cables. 
We  have  liad  Ironiile  in  Detroit  with  our  snow  jilow  cables. 
We   use   salt   on    tlie   tracks   and    after  ever.v   storm.   .  We   have 


eight  ordinary  snow  plows,  live  or  six  of  the  hiiow  plows  come 
111  with  the  caiiles  burned  out.  We  took  Home  IVjdn,,  Inside 
diameter,  had  pipe  and  made  Jiiiiclion  poiulH  at  the  ]iriiper 
place  with  small  had  pipe  leading  Into  the  larger  lead  pipe 
and  put  all  tlie  cables  into  tliose  pi|H'S.  We  have  not  had  a 
Miow  p.iiw  come  III  lor  calile  repairs  In  four  years.  I'lii'  lean 
pipe  is  expensive.  Imt   it  is  an  alisoliile  protection. 

.Vs  lo  asliestos,  1  wonhl  slate  that  all  the  cars  III  Oelrolt  are 
I. lilted  Willi  a  stove  ill  the  eeiilre  of  the  car.  They  set  in  a 
liox  wliicli  is  lined  with  asbestos  iiiHlde  and  iron  tintside.  We 
have  had  a  great  many  lires  In  the  interior  of  cars  caused  by 
Hie  iion-prolectioii  of  Hie  aslH'stos.  Lately  we  have  used  merely 
slii'et  iron  inside  and  ont.  with  a  good  big  air  space  and  that 
air  spai-e  Is  well  ventilated,  both  to|i  and  bottom;  a  goml  clr- 
I'lilatlon  of  air  tlirongh  Hie  box  Is  belter  than  any  insnlatiug 
matt  rial. 

I  would  ask  .Mr.  I/iliby  if  lie  has  tried  wijiiiig  Hie  outside  of 
Ills   wlHi  linsied  oil  lo  brighten   up  the  varnish? 

.Mr.    l.ililiy:      We  never  did   tliat.     If  we  should   altenipt    tliat 

II  would  have  lo  he  done  ill  the  car  house.  We  have  been  study- 
ing on  this  washing  question  ipilte  a  Utile,  and  we  have  not 
ciiiiie  to  any  dellnite  conclusion.  We  are  now  using  a  very  weak 
s.'lutlou  of  linseed  oil  soap.  On  white  work,  the  lower  panels 
around  windows  and  under  Hie  bonnets,  etc..  we  have  to  give 
Hieiii  a  VI  ry  liard  rnliliing.  sometimes,  to  get  Ihem  clean,  lull 
our  main  ilcpendeiice  is  upon  Hie  use  of  clear  water. 

'I'lic  I'resiiieiil;  Do  you  have  trouiile  with  tlie  soap  gelling 
ill  He  coniers  and  accumuhiling  dusty 

.Mr.   l/ibliy:     W'e  1  ave  Hie  soap  tiioronghiy  diluted  and  give  it 

III  Hie  men  in  diluted  form,  so  llial  it  will  easily  rinse  out  of  all 
crf\  ices. 

Tie  rr.siilcnl:  W'e  lad  Iroiiiile  in  Detroit  witii  Ihc  siiaji 
loilging  ill  corners  and  crevices  —  we  are  using  it  yet.  lint  In 
iiiucli  less  i|inintilii  s.  Tlie  men  would  not  wash  the  soap.v 
Wilier  olT  and  it  would  accuniulale  in  a  corner  and  form  a  s)rt 
of  I'llet  which  would  get  full  of  dust,  It  got  so  liad  there  was 
an  order  issued  lo  discontinue  Hie  use  of  soap  on  all  the  cars. 
Tl  c  cars  got  lo  looUing  so  badly  that  we  went  back  to  soap. 

The  rresident:  Do  you  not  have  troulde  with  the  car  floors 
rotting  fiHiii  tlie  excessive  amount  of  washing  wliicli  you  give 
them'.' 

Mr.  i.lliliy:  .No.  we  have  not  experienced  any  great  trindile 
Willi  that.  W'e  paint  them  only  once  a  .year,  when  the  car  Is 
slioppcd. 

The  rresideiil:  We  lia\e  one  suburliaii  line  in  lielroll  on 
which  we  lind  the  car  floors  are  ail  rolling  out;  just  on  that  one 
line,  and  it  is  not  a  line  any  older  than  some  on  wliicli  the  ear 
Moors  are  jierfeiti.v  good,  I  pcrsonall.v  went  to  see  the  method 
which  was  used  for  washing  the  cars,  and  it  is  the  excessive 
aiuouut  of  water  that  they  used  and  they  did  not  try  to  dry 
the  cars  ont  after  they  were  washed.  The  result  was  that  we 
liad  eiglit  cars  on  one  line  there  on  which  tiie  floors  had  to  be 
replaced.  You  can  take  a  knife  and  slick  it  rigid  tlirongh  the 
floor:  nothing  left:  it  is  all  brown  wood.  1  didn't  know  wliether 
you  took  lare  of  that  witli  jiainl  or  not. 

Mr.   l.iliby:     Do  you  hose  tliem  ont   inside? 

Tile   rresident:      Yes.   take  a   hose  and   swash   it   all   around. 

Mr.  Lililiy:  W'e  do  nut  use  llial  .■iiiiounl  of  water  on  the 
inliTior. 

The  I'resideiil:  Ymi  spoke  alioiil  Hie  roof  paiiil.  Do  you  ever 
use  any  oclire  in  your  paint   on  the  roofs? 

Mr.  I.ihliy:     Xo.  the  management  prefers  while. 

The  President:     .\re  your  car  roofs   painted    white? 

.Mr.  Lihliy:  Tliey  are  supposed  to  be  white,  but  we  have 
gradually  been  introdiiiiiig  a  little  lamp  black,  a  little  at  a 
Hiue.  Tlie.v  are  not  while  iml.iy.  but  the  management  prefer 
a    white  roof   by    all    nieaiis. 

Tlie  rresidi  lit :  If  Hie  iiiaii.igenieiit  did  nut  prefer  a  wliite 
roof,    ilii   yiiu    Hiiiik    oiliie   ciiiially    as   good,    if    not    betler.    than 

l"l"Ul. 

Mr.  T.ililiy:  I  shiiuld  cliaiige  Hie  lint.  .No,  I  sliould  iirefer 
Hie  li:ise  to  be    wliite   le:'d. 

The  rresideiil:      Well,   a    iiiixmre   of   wliite   le.id   .ind  ochre. 

Mr.    l.iliby:      Yrs. 

The  rresident:  Now.  Mr.  Itaker.  you  say  on  iiiieii  cars  the 
seat  backs  and  arms  should   have  attention,  and   that  the  half 


SPH  Year,  No.  i — Sept.  2,  1903.] 


DAILY  STREET  RAILW.VY  REVIEW. 


567 


rouud  irou  ou  Uie  steps  aud  ruuuiug  boards  sUould  uot  be  al- 
lowed to  project  above  tlie  etlge.  What  do  you  do  wlieu  tliat 
irou  does  project  above  tbe  eilge,  as  it  does  in  a  wliole  lot  ol 
places/     l>o   jou   put   ou   a   uew   ruuuiug   board V 

Mr.  Baker:  Yes.  Tlie  projectiug  irou  is  a  very  slippery  aud 
duugerous  tiling. 

TUe  I'resitU'Ut:  tHi,  it  is  llie  uiost  daugerous  tliiug  ou  a  car. 
WUeu  it  gets  iu  tluil  couditiou  you  take  the  running  board 
rigbt  offV 

.Mr.  Baker;  I'ut  ou  a  uew  one,  using  tbe  old  irou. 
.Mr.  UUIs;  1  might  say  iu  relereuce  to  thai  that  iu  a  number  of 
cases  we  have  lowerc-d  the  irou  about  l  iu.,  aud  have  been  (juile 
successful  iu  tliat  way.  The  ruuuiug  board  originally  was  1^-iu., 
so  that  we  were  able  to  lower  the  irou  aud  get  the  same  result. 
ll  is  very  important  that  uutliing  should  project  above  the  board. 
The  I'resideut:  1  was  going  to  make  a  suggestion  after  hear 
lug  what  -Mr.  Baker  had  to  say  about  putting  ou  the  uew  ruuuiug 
board  —  why  wouldn't  it  be  a  good  plan  to  make  uu  oval  Imle 
when  you  put  that  ouV  Theu  you  have  got  it  right  ou  the  start. 
so  that  when  it  does  wear  you  cau  slack  up  on  your  screws  and 
drop  it  down  at  no  expense  whatever.  Why  would  not  that  be  a 
pretty  good  thing'.' 

Mr.  Ulds:  1  am  afraid  we  would  have  trouble  from  that  at 
times.  The  irou  will  get  a  hard  blow.  That  will  drop  it  down. 
It  will  then  wear  olf  the  boanl  and  we  will  be  unable  to  drop 
it  agaiu. 

The  i'resideut:  You  could  bring  it  back,  Mr.  Ulds. 
Mr.  Ulds:  Yes,  but  as  a  car  comes  out  of  the  car  house  my  ex- 
perience is  that  some  of  those  things  are  overlooked.  We  have 
to  issue  orders  calliug  that  car  iu,  and  they  kick.  We  arc  slioit 
of  cars,  our  company  is  very  short  of  ears,  aud  to  get  the  ear  in 
for  the  necessary  painting  and  overhauling  is  like  pulling  teelli. 
During  the  past  wiuter  we  have  been  obliged  to  neglect  our  cars 
fur  that  reiisou.  Iu  Boston  they  use  a  double  eiiuipment,  as  a 
great  many  others  of  you  ilo.  With  us,  our  equipmeut  runs  the 
whole  year  rouud,  i)ractieally,  aud  iu  tli.-it  way  we  are  obliged 
to  briug  the  cars  in  from  service,  aud  during  the  last  year  we 
have  been  unable  to  briug  them  in  as  we  would  like. 

The  President:  Mr.  Baker,  you  slwke  about  the  trap  diiui-  lilt 
being  kept  in  proper  Kha|)e.  Wliat  do  you  consider  the  best 
form  of  trap  door  lift'/ 

Mr.  Baker:  I  tliiuk  we  have  had  the  ln'st  success  with  (lie 
'i'  lift.  The  only  thing  is  to  keep  them  ilowu  and  keej)  llii'  din 
out  from  under  them.  They  will  get  rusty  anyway  and  slimiM 
be  reueweil  at  times  aud  kept  clean  aud  iu  workable  couditinii. 
I  have  seen  a  trap  ilunr  iifl  befme  niiw  bicoMii'  iiiagnedzi'd  anil 
stand    up. 

The  I'resideut:  1  am  almost  llu-ougli,  then  1  am  going  to  give 
them  all  a  chance.  Now,  Mr.  1/ibby,  in  Imilding  up  on  your  lirst 
painting  you  u.se  less  oil  in  each  inal,  do  you  uul,  on  your  pulty 
coats'* 

.Mr.  I.ibby:  Yes,  that  is  the  idea  e.vaeily.  Wi-  put  a  g(nMl  lot  iii 
oil  on  the  lirst  and  theu  gradually  n-iluce  thi'  anmnnt  of  oil  uu 
the  other  coats.  It  Is  our  object  to  lill  the  grain  or  pores  of  lli.' 
wood  to  a  level  surface,  aud  only  to  a  level  surface;  in  otlr  r 
words,  to  apply  as  little  paint  on  I  he  car  as  pusBlble.  This  kuif- 
liiK  process  Is  to  scrape  or  smooth  down  Just  a»  close  as  we  can 
get  to  the  wood.  It  Is  our  ol>Je<-t  to  get  as  much  of  the  paint 
ii(f  as  iMjsslble  aud  press  Into  the  grain  and  [HU'es  of  the  wood. 
.vrter  having  saiidpaiiereil  that  coat  we  theu  give  It  just  one  coat 
of  gi-ound  color,  wliieli  depends  Mjiou  wlnil  tlii'  body  color  of  lhi> 
■  ar  is  going  lo  be,  and  then  two  I'oals  of  color  and  two  coats 
nllli   varnish. 

The  I'reshlenl:  Are  those  biilh  varnish  I'oats,  or  is  only 
your  IuhI  coal  a  varnish  coat? 

.Mr.  Mbby:  Xelllier  one  of  llieiu  Is  what  you  udglit  I'all  a 
varulHli   coat. 

The  rresldent:     You  say  you  mix  varnish  with  It'/ 

.Mr.  I.ihliy:  Well,  oidy  a  slight  amount;  not  enough  to  give 
any   glottH  whalevt-r. 

The  I'reglilcnt:    That  In  what  we  do. 

Mr.  Mliliy:  And  we  ornament  prai'lleally  ou  the  Hat  color  aud 
JilHt  (jlve  two  coatH  of  body  varnish,  about  IS  hours  between 
IIk-  eoHlH,  rubbing  the  lirst  coal  slightly. 

Th<^  I'rraldent:     .Mr.   I>indall,  yoU  said  you  allowed  one  uniu 


lo  seven  cars.     'What  do  you  mean  by   that?     Do  you   mean 
that  one  man  cau  wash  seven  cars  in  a  day? 

Mr.  Iviudall:     Yes,  wash  and  clean  tliem. 

The  I'resideut:    That  beats  the  record  out  in  this  country. 

Mr.  Baker:  I  might  say  that  we  have  iu  our  car  houses  seven 
cars  to  the  man,  for  sweepiug  and  maiutenauce.  We  have  tried 
eight  cars  to  the  man,  but  we  did  not  get  our  work  doue  quite 
satisfactorily.  I'ossibly  we  do  too  much  work;  that  is,  are  too 
particular,  aud  cleau  our  cars  too  often.  As  1  stated,  we  wash 
the  cars  once  a  week,  except  iu  wet  weather;  and  as  Mr.  Liudall 
went  ou  to  say,  iu  bad  weather  we  wash  them  every  day,  or 
keep  a  I  them  until  we  get  through.  It  is  a  question,  really, 
of  doing  all  the  work  we  can  with  our  men.  If  we  cannot  wash 
the  cars  every  day  they  have  to  go  two  days  or  three  days. 
In  our  iuspectiou  and  our  other  work,  as  I  said  before,  we  have 
tried  to  do  that  every  third  day.  Some  roads  have  criticized  us, 
1  believe,  because  we  had  too  mauy  men  in  our  ear  houses  for 
tlial  work,  but  if  we  flud  other  roads  that  can  keep  their  equip- 
ment iu  good  shape  with  less  iuspectiou  aud  less  work,  wc  would 
like  to  know  how  they  do  it.  We  are  anxious  to  get  down  our 
cost  as  low  as  we  cau  aud  keep  our  equipment  iu  proper  shape. 

Mr.  (ireen:  I  think  you  would  find  it  harder  if  you  ran  about 
SU  per  cent   of  your  total  equipment  every  day  in  the  year. 

Mr.  Baker:  We  run  SO  per  cent,  not  of  both  equipments,  but 
of  either  equipment.  We  would  have  over  o.OOO  ears  if  we  were 
running  both  equipments. 

Mr.  II.  ,T.  Lake,  Muncie,  Hartford  &  Ft.  Wayue:  This  nuitter 
of  car  cleaning  has  been  a  great  bone  of  contention  between 
myself  and  tlie  management.  I  am  quite  interested  iu  it.  I 
W(juld  like  to  inquire  about  the  size  of  the  cars.  Of  course 
the  city  cars  vary  a  great  deal  from  our  iuterurban  cars.  I 
supjiosc?  that  the  seven  cars  that  Mr.  Baker  turns  over  to  one 
uuin  lo  cleau  are  small  city  cars,  are  they  not,  aiul  p<'rliaps  open 
cars  at  that? 

Mr.   Liudall:     Twenty-live  foot. 

Mr.  Lake:  My  maiuigenient  is  very  p.irlicnlar  aliout  car 
rlc;iiiiiig.  wants  them  very  clean  inside  and  out.  The  territory 
Hull  we  go  through  is  composed  of  an  oil  aud  gas  country.  The 
oil  mill  gas,  of  course,  come  from  the  ground,  but  I  Und  a  great 
iIimI  lii-cnlating  aliout  through  the  air,  and  the  cars  also  ac- 
inniul.ile  a  great  deal  in  passing.  Al)0ut  the  best  I  can  do  ou  a 
li'.fl.  r.ir  is  to  allow  one  man  to  a  car  per  day.  I  change  my 
rnis  cir,  I  only  run  cars  every  other  da.v,  a  run  of  a  little  belter 
iliaii  -11  liours,  making  from  350  to  390  miles  a  day.  In  order 
to  kri|i  iliese  cars  up  in  any  kind  of  presentable  condition  I 
liave  lo  clean  them  every  day,  windows  and  all.  When  they 
come  in  IIk'.v  are  coaled  witli  a  kind  of  yellow  sediment  tluil 
looks  very  much  like  brick  ihist  mixed  with  water.  .Inst  what 
it  is.  wi'  have  mil  Ireeu  Mlile  to  IliliI  mit,  but  we  think  it  comes 
fnini  llje  oil,  it  is  also  very  greas.v.  Now,  Mr.  Farmer  and  Mr. 
l.iliby  spoke  about  soap.  I  w'OUld  like  to  Inquire  what  kind  of 
soap  I  hey  use.  Y'ou  all  know  that  auy  kind  of  soap  used  on 
Miiiiisli  is  very  detrimental,  as  well  as  on  paint;  and  a  tlihig 
of  that  kind  we  uuist  exiieriment  with,  aud  the  one  wo  exi)crl- 
nieni   witli  lirst.  if  it  does  auy  damage,  is  very  costly. 

.\li-.  I.ibliy:  We  use  what  is  known  as  a  linseed  oil  8oa|). 
'I'lieii'  ;iii'  two  or  three  (lifl'erent  makes,  aud  we  have  had  gooil 
success  with  them  all.  We  ai'e  using  what  Is  known  as  Hie 
"  f'olunilila  "  cleaning  conqionnil.  which  is  a  ver.v  iiiihl  funii  of 
alkali  so:ip:  in  fact  so  mild  Ihat  1  have  applied  it  full  strength 
;iiiil  alloweil  it  to  remain  over  night  on  a  newl.v  varnished  sign, 
washed  il  olf  In  Hie  morning,  and  found  there  were  no  bad  re- 
sults, full   strength,  right  out  of  the  cau. 

Mr.  Lake:  I  have  tried  Hie  same  soap.  The  h'arrs  linseed  oil 
soaji  is  another  that  we  have  had  good  snc<'ess  with.  We,  how- 
ever, have  a  ver.v  hard  water,  that  we  have  to  use  some  kind  of 
soaii  with  In  order  lo  get  this  grease  off  the  cars.  Another 
Iroiible  we  have  Is  Ihat  we  take  our  water  from  the  MIsslnnlwa 
Itlver  which  Is  lined  with  paper  mills.  1  guess,  from  one  end  to 
the  other:  and  those  ji.ipi'r  mills  have  a  very  bad  |iractlci'  of 
dumping  their  ri'fnse  Into  Hie  river.  Of  course,  we  have  lo  faki- 
our  sliiire  of  II  with  the  rest.  You  were  Hpoaklng  about  cleaning 
your  ears.  Thai  wali'r  is  a  very  good  car  cleaner.  Both  for 
grease,  |ialnt  and  varnish. 

Mr.  Lewis,  Selieneetady  Uy.:  With  reference  lo  cleaidng  cars, 
wo  clean  six   pui'h  a  day   with   one  man,  on  an  average.     Our 


503 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8a. 


i'i|iil|>mi'iit  l8  II  iiilxtiir>>  uf  liiti'/-iirliiiii  tiiiil  iirluin,  rniiKinK  rrmii 
'jri  rt.  l>(i<lli>H  up  III  52  rt.  riolniMy  our  liili-i'iirliiili  i-iirH  liiivc  l>> 
l>f  rltiiiiiHl  iiiiiro  rri'i|iu'nll.v  on  iuroiinl  of  llii-  lilglit-r  Hpi'tHi  :iimI 
Kr<>nti>r  iii'viiinuliition  of  iIiikI  ii|ioii  tlie  lioil.v  iiml  the  wIiiUuwn 
of  tlio  I'lir:  liiit  our  nvpiiiec  In  hI.\  I'liitt  ii  day. 

Mr.  Miinily:  Ui-forrliiK  ro  llio  point  hroiiRlit  up  l)y  .Mr.  I.iikr. 
wo  iiri-  u.-ilng  n  Boap  vi-ry  Niinilar  to  Unit  Mr.  I.IIil)}-  Hpi-iiks  i.l. 
anil  <l<>  not  Iiml  any  sorloiiN  n-snlt.s  on  varnlKli.  If  .Mr.  Lake 
({ot  Moine  otiior  kiml  of  walor  lie  inl;;lit  grl  lii-ttrr  ri>NiiltH  wiili 
till-  Hoiip.      I    lliliik  tliiil  lia.s  a   Kl'i-at   ilfiil   lo  (In  witll   It. 

Mr.  I,iikr:  i  iiir  curs  liiivt-  Ihtii  In  opiTiitlon  now  for  n 
lltlli"  lii'tti-r  tliiiii  six  inontlis.  -  wi>  riH'i-lvi'il  four  new  curs  less 
llian  two  iiioiillis  iiKo  that  liarc  not  iiccn  In  opcratinn  yet.  ami 
yon  can  sii-  very  lllllc  iliircri'iicc  In  tlic  paint.  I  would  s.iy 
tliar  I  have  prcscrvi-il  my  vaniisli  iinil  paint  to  very  nearly  .'i  new 
lustre.  Iiiit  I  have  heeii  very  careful.  .My  best  results  linve  conic 
from  iisliiK  wli.'il  Is  called  "  Klioi-ksall  "  llnseeil  oil  snap,  ills 
solvisl  llioroiKilily  in  water  and  not  iillowinc  tlie  nieii  lo  use  it 
wltlioilt  lii'lliK  ilissolved.  and  tlicii  nsiiiv'  only  ii  small  porlion  of 
lliat  In  tin-  water. 

Mr.  Muildy:  KeferriiiK  .i^ialii  lo  llic  painl  iiueslioii.  I  .nii 
iiarilly  in  a  position  to  say  very  miiili  mi  lli.it  liecause  at  llic 
present  time  tiie  St.  I.onis  Transit  Co.  cannot  jirlile  itself  on 
its  cars;  we  are  practically  a  cnnililnation  of  a  lot  of  roads  that 
left  the  I'iirs  in  aliout  the  most  artistic  sliape  in  which  you 
could  possilily  tind  tlieni.  and  we  have  heeii  short  of  cars,  and 
for  tiial  reasiui  unaiile  to  Kct  around  and  cover  them  to  the  iiifit 
ailvantase.  lint  we  have  lieen  doiiiK  the  liest  we  could,  and  iiavi" 
lieeii  following  out  sonic  lines  in  p.-iiiitiiiv  tliat  .'ire  slifilitly  dif- 
ferent from  those  coinmonly  used.  line  lliiiiir  in  wiiicli  we 
make  an  alisolute  savin;:  is  tiiat  we  do  not  decorate.  We  have 
got  down  to  till'  point  where  we  jiiit  the  color  on  the  car  and 
tln'n  do  iiotliiiiK  hut  striiie  it.  We  have  not  tiie  naino  of  tlii> 
St.  I.ouis  Transit  Co.  on  it  e.vceiit  in  laic  corner  we  have  tlie 
initials  "  St.  I..  T.  Co."  .uid  tin-  luimlier  apjieais  in  tlie  middle 
of  tlie  panel,  on  the  side,  and  on  eaiii  dasii.  liut  the  car  is  free 
from  decoration  of  any  kind.  We  are  Kettiii«  iiiiite  a  nuiiilier 
of  new  cars  fra-  tiie  World's  Fair,  and  in  doiiiK  that  we  have 
even    Kone   fiirtiier:    we    iiave    taken    tlie    inside   of    tlie   car   and 

I ie  tlic  woodwork  alisolutely   plain.     We  iiavi'  not  put  a    line 

of  lieadin;:  in  tiie  wiiole  car  surface.  l''or  instance,  tlie  jiilasler 
on  tlie  wiiulow  is  simply  a  plain  faci*  witli  a  corner  tal\en  off. 
aliout  i-iii.  radius.  The  cars  are  llnisiied  tiiat  way  :ili 
tlirou;;ii.  so  that  wiieii  it  comes  to  cleaning  in  tiic  future  we  will 
have  it  rl);lit  down  to  a  niiiiimnm.  Willi  no  pl.ice  t"<ir  dust  tliat 
wt>  can  possilily  avoid,  and  no  decoration  to  iiiaiiit:iiii  and  riili  up. 

Mr.  W.  II.  Wriiiiiit:  We  do  not  use  very  much  soap;  we  iie- 
lieve  in  plenty  of  water,  jiood  water,  no  paper-mill  w;iter.  I  do 
not  know  that  1  can  ^ive  you  any  statement  as  to  tlie  nunilier 
of  cars  asslKiied  to  eacli  cleaner.  Many  of  our  car  cleaners  have 
other  ilutit'S.  shiftiiif;  i-ars.  etc\  We  keep  our  eiiuipinent  look- 
ing  pretty  well.  We  liavi-  tlie  idea,  just  mentioiii'd,  of  eliminat- 
ing niueli  of  the  decoration  and  fancy  work  on  the  cars.  I  iie- 
lleve  tliat  idea  will  Kain  streiiKtii;  it  is  Kood  conimon  sense.  It 
will  save  expense  and  we  will  j;et  just  as  m.iiiy  nii'kels  in  a  day. 
It  will  lie  lietter  all  around. 

Speaking  of  llie  tronlile  from  lires,  I  liiiiii;;li  oiir  eici'lrie  cir- 
cuits, we  have  had  some  trouliie  in  liial  line.  We  had  one 
ipilte  serious  lire  that  I  am  satislied  was  started  liy  a  heater 
wire  in  a  side  seat  car;  the  car  was  all  ri^iil  not  many  ininiites 
before  the  tire  starti-d.  1  think  it  was  started  liy  a  small  rulilicr 
covered  wire  connected  with  tlie  healer  bceomiiif;  strained  to 
the  breaking  point  and  tiiially,  from  .some  little  jar,  it  gave 
way  anil  as  the  heater  circuit.  Avhicli  slioiilil  not  have  been  on, 
was  on  at  that  time  a  tire  icsiiIIihI.  Wlieii  the  series  circuit  was 
opened  the  rubber  covered  wire  would  not  stand  it.  and  I  am 
satislied  tlie  tire  started  in  tliat  way.  One  of  the  first  tiiiiifis 
wo  dill  to  guard  against  lire  was  to  stoji  tiie  use  of  a  solid  con- 
ductor, especially  in  tin-  smaller  sizes,  and  for  our  ligliting  ami 
heater  circuits  we  u.se  notiiing  but  straniied  wire  wliicli  will  not 
iiecoine  nicked  and  break  oR"  inside  tiie  liisiilalioii  sometimes. 
Inside,  under  the  seats,  we  go  still  further  and  in  our  heater 
wiring  use  a  slow-burning  cover,  tiie  same  as  i.s  \ised  In  houses, 
and  get  tlie  riibiier  out  of  tlie  way.  We  use  Uotliin.g  liiit 
stranded   wire. 


In  order  to  iivold  trouble  from  the  cnliles  due  tu  water  iiuder 
I  lie  car,  we  adopted  n  plan  uf  putting  our  cubleM  as  much  as 
possilile  above  board,  even  In  the  cross  seat  car»,  Imvlug  a  con- 
duit for  them  along  the  side  and  niaking  all  taps  to  the  cablcK 
alKive  the  Moor.  That  BeeuiH  to  Im-  Uie  weak  iioliit  of  th.:  car  cables 
nnderneatii  the  floor;  and  we  make  ail  taps  above  tlie  Door 
and  bring  llie  wires  from  the  floor  through  porcelain  or  clay 
tubes,  not  ciciled  to  the  Inside  of  the  car  body;  uild  we  use 
a  iiorcehiiii  knob  tiiat  will  hold  two  wires,  deslgniil  to  take  dif- 
ferent sized  wires.  We  put  two  wires  on  one  knob.  Tiie  Idea 
was  to  give  an  air  space  around  the  wire  which  would  be  bet- 
ter than  any  tube  you  could  put  on.  The  whei-ls  call  throw 
water  on  these  knobs,  but  tliey  will  dry  olT  sooner,  and  they 
,'iiso  ]ircveiil  the  liMlgIng  of  mild  wlilcli  holds  the  nioistnre,  and 
which  .-inccts  tlie  woodwork  all  the  time.  Kllmlnale  all  these 
[loinls  If  iHissible.  Soinetimes  for  reiilstance,  we  liring  a  whole 
liiinch  of  resistance  wires,  six  or  seven,  ill  a  Bepurute  cable; 
liiese  are  in  llie  centre  of  the  car  and  not  siibji-ct  to  the  water 
from  tile  wheels,  and  yon  can  protect  them  better.  When  we 
collie  to  the  centre  line  of  file  car  the  resistance  leads  are  In 
position  wiiere  tlii-y  can  be  clealcd  safely  in  carrying  the  wire 
aroiinii  liie  lesistaiiee  lioxes.  In  the  llrst  place  we  lower  the 
li'ads  and  get  them  down  over  the  car  floor,  and  in  carrying 
lead  wires  to  the  resistance  Ikix  we  never  carry  a  wire  with 
a  rubber  covering  on  It  from  one  box  to  another  or  between 
boxes.  We  cut  off  the  insulation  and  leave  a  part  of  the  wire 
bare;  lieiiil  it  so  that  it  can  have  an  air  space.  If  it  is  neces- 
.sary  to  insulate  it,  we  put  on  a  piece  of  iHircelain  or  clay  tube. 
t»f  course,  the  trouble  i.s  that  we  have  got  to  go  out  of  the  I'nr 
bod.v  somewhere.  Ill  the  case  of  a  box  car.  the  ear  which 
gives  till-  most  troniile  from  water,  we  have  lieen  usin^  a  2-ln. 
pipe  where  we  go  out  at  the  corner  of  the  car,  using  a  4.">o  ell, 
and  use  tliat  pipe  to  go  from  above  tiie  floor  down  to  a  point 
wiiere  you  xMiuld  liranch  off  and  run  under  tin"  platform  to 
the  colli  roller. 

It  pays  to  follow  out  Ihi'se  little  details.  if  a  tiling  gives 
tronlile,  get  at  it  and  see  if  you  cannot  cure  the  trouble;  we 
are  very  free  from  troubles  due  to  our  wiring.  Tlie  insurance 
people  are  taking  tiie  matter  up,  and  a  member  of  llie  New 
Kngland  Insurance  Exchange,  witii  whom  I  am  well  aci|uaiiitiHl, 
was  down  to  see  us  to  get  our  ideas  on  the  matter  of  car  wir- 
ing. 1  idtiiii  see  what  they  were  aiming  at  —  to  get  car  wiring 
on  the  same  iiasis  as  liouse  wiring,  tliat  Is  to  have  it  in  metal 
conduits,  leading  all  the  wires  to  tlie  centre  of  the  car  and 
liaving  lirancii  dmls  to  liring  out  the  leads.  That  is  all  good 
in  a  way  and  in  llie  right  direction;  but  I  told  the  gentlcinan 
I  could  not  S11",  from  our  experience  in  the  present  way  of 
handling  wires,  but  wliat  we  were  free  enough  from  troubles 
due  to  the  wiring  to  find  practically  safe.  I  do  not  believe 
in   using  asbestos  unless  .von  keep  it  wiiere  it  is  absolutely  dry. 

Mr.  11.  K.  Farringlon:  Tiie  matter  of  car  cleaning  on  our 
road  is  in  tiie  liands  of  the  sniieriiitendciit  of  the  transportation 
ile|>artnieiil,  and  tiiiTefore  1  have  nothing  to  do  with  it.  I  do 
not  lii'iieve  in  using  a  strong  alkali,  or  a  very  strong  solution 
of  soap,  upon  the  otitsiile  of  a  car.  My  experience  has  been 
lli.il  if  llie  cleaning  is  ii.indled  liy  men  who  understand  how 
In  .!■■  11  ludperly,  no  li,iil  n>siilts  will  follow;  but  if  it  is  liandled 
by  I  ill-  oidinaiy  run  of  car  ideaners  we  have,  unless  they  are 
walelied  very  cirefnll.v,  we  are  ajit  to  have  bad  results.  We 
.ire  governed  ill  our  I'nr  iiuilding  b.v  tlie  same  conditions  tliat 
govern  tlie  Hoston  Klevated  Itoad.  as  we  run  Into  Hostoii  and 
onr  cars  are  prnctically  Hie  same  as  theirs,  except  -some  few 
wliicli  we  liave  on  tlie  long  lines  out  of  town,  where  we  have 
soin(>  larger  <"irs,  using  the  same  straight  side  car  with  cros.s- 
seats.  Uiir  nielhods  of  palntin.g  difl'er  from  those  described 
li.v  Mr.  T.ilib.v.  For  some  years  we  followiil  the  same  metliod 
.•is  the  Huston  Elevated;  but  our  piHiple  tliought  we  should  have 
a  little  iietter  luster  and  higiier  polish,  and  we  went  back 
to  tile  old  nieliioil  of  carriage  painting.  We  gave  up  the  knif- 
ing, lint  tilled  and  nibbed  down.  The  only  object  of  tlie  flUing 
is  to  put  it  tlierc  for  the  purpose  of  producing  a  good  fluisli, 
.•mil  I  lielieve.  as  the  coinnilttee  does,  that  better  results  can  be 
obtained  liy  using  an  oil  lead  primer,  using  your  si-cond  coat, 
then  kninng  —  better  results  can  be  obtained  in  this  way  tli.in 
is  iiossible  b.v  a  coat  of  any  rougli  stuff  that  may  be  used  — 


ilTH   Veak,   No.   I — Seit. 


1903- 1 


DAILY  STREET  RATI.^VA^■  REVIEW. 


5G9 


it  insures  Ions  lifo  ;im.1  niori>  dnraliilit.v.  I  have  never  followed 
tlio  in-actii'e  of  iMittins  varnish  into  a  Hat  color.  I  tried  that 
several  years  ago.  bnt  we  had  more  or  less  ehijiping  or  tlakin.i; 
off  of  the  eolor.  Then,  after  the  color  was  riMluced  to  .1  con- 
sistene.v  for  use.  ni.v  men  aiudied  a  ver.v  small  amount  of  raw 
linseed  oil.  not  enon^h  to  inmlnce  what  we  call  an  ejis-shell 
j;los.s.  or  keep  it  from  ilr.vins.  but  you  can  lu.-ike  the  color  more 
elastic  than  wouhl  he  possilile  to  get  hy  using  the  varnish.  T 
have  .seen  eai"s  pninte<l  with  the  knifing  process  that  have  liecn 
out  in  servii-e  from  eight  to  ten  years,  before  coming  bacl< 
into  the  shop  for  any  apparent  cracks.  I  do  not  believe  rubbin.u 
varnish  is  intendi-tl  to  do  any  more  than  rough  stuff  for  pro- 
ducing a  fine  finish  and  .getting  down  to  a  surface:  being 
heavily  freighted  with  drying  qualities  it  is  not  elastic,  and 
if  there  comes  a  hot  day  it  will  not  expand  and  contract  witli 
the  outside  varnish,  and  the  result  is  you  get  cr,ieks.  If  yo)i 
carry  the  same  elastic  coating  through  from  foundation  to 
finisli.  you  will  find  that  tlie  groimd  work  will  stand  for  a 
number  of  .vears  without  showing  any  cracking  or  jieeling.  and 
st.'inil  up  and  do  good  work.  I  tliink  for  lar  work  lliat  nictliod 
is  the  best  of  any  I  have  ever  seen. 

.\s  to  the  method  of  inside  varnishing  -  tlie  finishing  of  tlic 
inside  of  the  car  —  I  believe  if  we  use  inside  lead  color,  not  a 
rubliing  varnish  wliolly.  bnt  mixing  it  |)ossilil.v  with  one-half 
rnl)l>ing.  or  twotliirds  rul)l>ing  and  one-tliird  finishing,  it  will 
dr.v  snrticientl.v  hard  to  give  betler  results.  Witli  an  oc<-asion.il 
(•leaning  and  rnlibing  with  oil.  it  will  sland  for  several  ye:irs 
and  make  a  good  apearaiici>  williout  .'inv  expense  lo  llie  coni- 
pan.v.  1  folli>\v  that  inelliod.  and  llie  only  vaniisli  we  li.ivc  on 
tlie  iiisiih*  of  the  f:ii'  is  on  tlu'  doors  and  windows  an<l  similai* 
places. 

Mr.  William  restell:  I  am  interested  in  tlie  matter  of  I'wr- 
priKif  car  wiring  very  mu<-Ii  at  tlie  |ircscnt  time,  and  wonlil 
ask  how  many  cars  .vou  liave  wiri'd  willi  llic  lead  covering 
on   the  cables? 

The  President:  ICight.  They  Iiave  liccn  in  service  four  yeais 
and   have  been    ver.v   satisfactory. 

Mr.  Ballard:  On  tlie  Itoston  KlevMh'il  wi'  liavi'  I'Xiici'inii'iih'd 
a  little  with  lead  cables:  we  liave  only  four  cars  running  wKli 
that  calde.  We  tindi  our  iiiolor  ic.ids  and  eiKased  tliem  willi 
li-in.  lead  jiipe.  the  jiipe  coming  up  iindi'r  liie  seat  and  carrying 
it  diritlly  over  the  motors.  The  cables  are  not  enc:ised  in  lead 
—  omI.V  the  leads.  The  cables  are  encased  in  linen  hose  and 
fjiRteiiiMl  up  under  the  seat.  The  taps  .are  niaile  in  the  cable. 
For  a  great  man.v  years  we  had  imicii  trouble  with  the  leads 
parting  at  the  bnish-liolder  or  other  points  and  taking  fire  and 
setting  lire  lo  the  car  iindcrneath  the  seat.  Tliei'e  is  a  fireproof 
wire  lii'oiiglit  out  made  by  two  concerns,  llie  llkonile  Co..  and 
Waslibiirn  &  Mocn  t'o..  which  we  use  entirel.v  on  our  leails. 
field  leads.  Iiiimpcr  leads  and  the  lajis  that  run  to  the  resistance 
boxes.  We  never  had  a  case  where  the  lire  would  run  more  than 
three  IiicIick  on  the  wire.  It  is  impossible  to  burn  it  witli  11 
torch.  Tlii-re  is  a  coating  outside  of  it  which  l.s  practically 
waler|>roof.  and  It  is  impossilile  lo  set  il  on  lire,  anil  we  liave 
not  had  a  cam'  where  we  have  had  a  wire  take  fire  and  cany 
llii"  wire  under  the  si-at  of  the  car  or  carr.v  it  under  tlie  seal 
for  any  distance  whatever:  11  Is  Impossible  to  do  It.  I  pre- 
lalli'd  u|H>n  our  company  to  get  some  fireproof  covering  for 
wire:  we  tried  many  thoiiManil  feet  of  it  before  we  SHCceeded  In 
getting  the  rigid  kind,  but  we  now  have  n  fireproof  wire  that 
Ik  the  best  thing  to  use  on  all  IcimIh  lo  the  resistance  box  and 
llie  motor. 

The  President:  Where  we  take  the  taps  olT.  we  wipe  the 
Joints  the  sanip  hh  a  plumber  would,  so  as  to  make  them  nlc(> 
and  smrKitli.  We  never  li.ive  bad  a  cable  down  sliK'e  they  have 
Imi-m  put  up  according  to  llii-si-  phins.  These  ciibles  ari'  on  llie 
Know    ploWH.   Hie  only  cars    we  have  tried   them  on. 

Mr.  K.  W.  Olds:  f*iir  nielliod  of  car  const  ruction  Is  a  III  lie 
dirrereiit  from  koiiic  olhers.  We  liiive  I  wo  slllw  rnnnlng  through 
Hie  full  li-ngtii  of  our  carH.  tlial  are  placiwl  six  InclicH  apart,  iind 
the  Kpace  between  llieKc  kIIIk  Ih  ue|iiiraled  by  a  Kinall  caKtlron 
Ik>x.  Our  cabIeK  nre  run  In  belweeii  llieiii.  With  four  motor 
<i|ulpmnnl)i,  the  leadK  are  taken  out  froiii  tlinl  Iiohc.  throiiKli 
Hie  Kill,  dropped  diriH-tly  to  the  motor,  which  Ih  liiHlde  hung, 
i.ii    ilii.   other  Hide  of   Hie   IhhIi    I...|«Ii.i-       r.v    10   rlolntr    lliev   are 


alisoiiUel.\-  protected  fnim  the  water:  and  the  lead  lieing  very 
short  is  not  injured  liy  the  swin.ging  of  tlie  trucks.  We  have 
been  using  tills  metliod  for  aViout  seven  years,  and  have  found 
it  very  successful.  In  fact,  tlie  only  short  circuits  we  have 
Il.iiI  ill  any  of  our  cables  have  been  caused  li.v  very  hot  resist- 
ances, or  ill  ;!  l'(>w  ca.ses  at  the  trap  door  where  the  cleaners 
have  .illowed  the  iiuul  ami  dirt  to  accmiuiiate  wlilcli  in  ver.v 
hot  weather  <-auses  a  sliort  circuit  of  the  wiring  in  the  hose. 
M  tiie  ends  of  the  car  we  used  two  center  platform  leads  com- 
ing Uli  direclly  under  tlie  sill,  tlie  c.ibles  being  [lassed  In  between 
tliesi'  ill  the  same  way.  (Iiir  knee  plate  lias  an  oblong  hole 
large  enougli  lo  allow  llie  two  cables  to  pass  tiirougli  that  hole, 
pass  through  tlie  lead  at  tlic  left,  nearl.v  under  where  llie  motor- 
man  stands,  direclly  lo  the  controller,  and  we  iiave  found  that 
xery  successful. 

There  Is  one  thing  in  regard  to  car  cleaning  ami  tlie  use  of 
dirrciciii  siLijis,  There  are  many  oil  soaps  and  otlier  kinds  of 
soaii.  I  liavc  Coiuid  tliat  no  matter  what  soap  you  use  you  iiccil 
lo  lake  cNlra  care  and  caution  with  llio  car  cleaners  to  kei-p 
tliciii  I'l-oiii  using  loo  iiiucli.  It  docs  not  really  mailer  much 
wlial  llie  soaj)' is.  in  my  opinion,  if  you  use  a  small  quantity. 
\\i'  must  iiave  a  little  alkali  in  llie  soap  in  order  to  cleanse. 
II'  we  take  almost  any  soap  and  have  it  so  diluted  tliere  will  lie 
but  very  little  of  the  strong  alkali,  we  would  do  lint  very  lilllc 
in.iury  to  our  painting. 

Ml-.  Hallard:  1  ask  the  memiiers  if  in  car  wiring  tliey  have 
used  any  metliod  of  keeping  the  wires  separated  where  lliey 
go  info  llie  coiilroller  underneath  tlie  car  platform,  wliether 
Iliey  pill  llieiii  ill  one  post  or  two  ]iosls.  We  have  had  a  great 
deal  of  Irouble  with  moisture  getting  in  from  the  )datforiii  and 
gelling  into  the  cables,  and  tlie  cables  being  sliorl-clrcuiled  a 
loot  or  two  from  the  controller  on  either  platform.  In  our  last 
lot  of  cars  we  have  taken  the  wires  out  of  the  holes  entirely 
and  run  llicui  separately,  and  Iliey  do  not  arc  if  Hie  water  gels 
near  lliciii. 

Mr.  Pestell:  When  wo  put  the  water  guard  011.  we  are  prelly 
careful  lo  get  it  tight,  and  underneath  the  car,  at  Hie  rigid 
Ii.iiril  111'  III!'  hiiiiiper  sill,  we  put  a  canvas  around  the  cable  where 

il    s  oiil,  nailing  it  on   in  go<id  shape  and   keep   it  painl(>d, 

and  I  lull  ke(>iis  the  water  nway  from  the  c'.ible.  The  place  we 
find  Iliey  burn  is  wlicre  the  bend  comes  in  Hie  cable  undernealli 
the  sill.  We  pnilcel  lli;if  so  as  to  keep  the  dust  out  of  tlie  con- 
Irolli'i-  and  kei>p  Hie  waler  from  .getling  on  the  cables  at  lliat 
point. 

Mr.  Muiidy:  We  liave  had  some  trouble  in  Hie  grounding  of 
cables,  but  most  of  H  occurred  in  summer  ears  on  which  the  car 
company  jinl  tlii'  cable  In.  We  were  using  at  that  time  riiblier 
lined  liose.  They  cut  Hie  hose  level  with  Hie  top  of  Hie  lloor,  so 
that  Hie  water  got  into  the  liose  and  ran  down  It.  We  found  If 
we  ripped  the  hose  open  for  aliout  tiiree  feet,  re-laped  il,  provid- 
ing an  opening  so  that  tile  waler  could  gel  out  after  II  got  in, 
Hie  wires  dried  lliemselves,  and  we  slopped  Hie  sliort  clrcuil.  (In 
our  ordinary  wia-k  we  iiiii  Hie  Inise  Hii-ee  iiielies  above  Hie  lloor 
ami  sel   Hie  coiilroller  on  a   wooden  block  so  lliat  Hii'  hose  keeps 

till,  w.iler  Ir liclliiii;  in.     We  Iind  il   betler  lo  split   Hii'  linMe  and 

re  lM|ie  il  so  lli.'il  any  w.-ih'r  uliicli  gels  In  will  work  oiil  of  Hie 
liosi',  owing  lo  Hie  sjilil. 

(I dioll.    Hie    llleeling    .Ml.loiinied    lllllil    'J.-.'-Vt    p.    111. 


AKTRHNOON  SRSSION. 


rii'Sldent    KariiK'r   railed    Hie    meellng   lo   order   al    2:iri    p.    ill. 

Mr.  i;ieeii:      Mr.   I'resldeiil,  I   would  like  lo  lirliig  up  the  (|iics- 

li..M    ..r    Hii'    III if    Hie    meellng   of   our    next    eonveiilion.     Of 

coiiise.  our  meellngs  will  always  be  held  al  Hie  same  lime  as 
those  of  the  A,  S.  K.  .\..  bill  If  seems  to  mm-  Ih.il  II  would  lie  a 
great  ileal  betler  for  us  If  we  could  get  logellier  two  days  In 
mlvaiwe  of  Hint  assoi-lation.  My  reason  for  proiiosliig  Hint  Is, 
thai  I  I'eel  thai  If  we  do  thai  we  nre  goliig  to  get  11  great  many 
moll'  ninster  inechanlcs  at  our  meetlngH,  because  It  will  give 
them  an  opporliinlty  lo  come  and  nlleinl  the  convention  and  get 
till'    full    lieiielit   of   Hie   luiliers  and    dlsciiSHloiiH  of   liolli   nHSOClil- 


570 


DAILY  STREET  RAILWAY   REVIEW. 


[SntiAi.  No— Vol..  XIII,   No   8a 


lioiiR.  I  lliiiik  it  will  111'  licttcr  fur  us  In  i-vor.v  hciibo  of  llii>  word, 
mill  Avlicn  It  i-oiiu'd  to  tlii-  cxIilliltK.  I  tliliik  If  tlioy  imdorHtJiinl 
Hint  tlu>  iiinNtiT  UK-i'linnirK  iiiv  boIiic  Io  K<'t  togi-llier  two  ilnyK  in 
aihanoi-  of  llip  oilier  iiNsni'liilliin.  It  will  ulve  the  luaiiiifactiircrK 
n  lioltor  npportniiil.v  nlno  to  show  im  wlint  tla'.v  linvc.  In  order 
to  IiriiiB  It  before  llic  ineelliiK  In  proper  form.  I  would  niakp  ii 
iiMilioii  Hint  liereafler  we  meet  Iwo  da.\-K  hi  iidvnnee  of  the 
Aiiierlrnn  Street  liailwa.v  .AHwielntloii. 

.Mr.  Hiiker:  I  iieeond  that  inollnn,  Mr.  rresldeiit.  and  I  woiihl 
offer  Hie  fiirlher  nnieiiiliiieiil  that  we  have  three  8esslon.s  a  day, 
inoriiliiK,  nfleriiuon  and  evening;  that  we  do  not  eonie  here  on  a 
Junket  —  If  we  do.  let  lis  have  our  Junket  after  we  get  throuKh 
with  linslnes.s.  havliic  three  sessions  on  each  of  the  first  two 
days. 

Tlie  I'leslilent  put  Hie  i|ueslloii  on  the  motion  to  have  the  iiieet- 
liifl  of  this  assoelatinn  two  days  In  ndvanre  of  the  meeting  of 
the  .\iiierlean  Street  Uallway  .\ssoeiation.  at  the  same  plaee. 
and  Hint  there  shall  lie  Hiree  sessions  a  day  Instead  of  Iwo,  and 
It    was  deierniined   in    the  atllrinatlve. 

Mr.  I'l-slell:  I  iiiuve  that  the  New  England  Street  Rflllway 
niilletlii  he  eleeled  an  honorary  nienilier  of  this  association. 
It  is  the  ollieial  mwiu  of  tlio  New  Kiiglaiid  Street  Uallway 
null.  represeiitliiK  all  of  the  street  railways  in  Hie  New  England 
States. 

Mr.  Miiiidy:  Mr.  rresldeiit.  lieiiis  highly  in  neeord  with  tlie 
idea  of  having  all  the  teehnie;il  papers  with  us  who  de.sire  to 
lieenine  nienilieis,    1    liearHly   sermiil   that   motion. 

The  rresidoiil:  Th.-il  will  innie  before  the  E.xeeiitive  Com- 
mittee. 

Mr.  IJaker:  In  regard  (o  Mr.  IVsteU's  moticm  to  have  Mr. 
Lane  made  an  honorary  meinber,  T  see  no  reason  why  we  cannot 
have  him  as  an  assix-iale  member,  as  some  of  the  other  papers 
have  requested,  and  paid  their  ?,5. 

Mr.  reslell:  I  did  not  know  tliat  that  could  be  done,  ac- 
cording to  the  constitution;  that  is  all.  If  that  can  be  done 
I  guess  there  will  be  no  trouble  about  it. 

Mr.  Baker:  If  not  we  can  amend  our  constitution  and  by- 
laws so  that  that  can  be  done,  and  possibly  In  .some  other 
parliculais  so  that  we  can  get  in  some  other  men  that  have 
been  in  railroading  and  are  going  out  of  it,  as  Mr.  Pestell  may 
be  at  the  present  time.  I  do  not  think  we  want  to  debar  sncli 
men    from    our   association. 

Mr.  Jliindy:  I  think  if  we  do  follow  Hint  suggestion.  Mr. 
rresident.  we  will  have  to  be  somewhat  careful,  on  the  line 
we  were  discussing  at  our  meeting  in  Cleveland,  and  the  taking 
in  outside  men  cnnnectcd  with  the  operation  of  the  roads,  and 
excluding  the  supplymen:  because  if  you  take  in  outside  men 
.ind  do  nut  put  on  a  limiting  feature  it  will  leave  it  open  to  the 
supplymen  and  would  be  liable  to  run  into  an  advertising  me- 
dium,   which    we    do   not    want. 

.Mr.  Baker:  Kegarding  tlie  supplymen.  I  am  connected  with 
two  railroad  clubs  in  Boston,  the  New  England  Street  Uallway 
Club  and  the  New  Kngland  Uallway  Club,  bcith  very  successful 
clubs,  and  when  we  have  been  a  little  short  of  funds  the  supply 
men  have  been  the  fellows  that  went  down  in  their  pockets 
and  helped  us  out.  and  they  .•ire  not  active  members  In  one 
sense  ot  the  word,  that  is.  they  do  not  hold  ofl>ice.  but  we  allow 
mechanical  engineers  and  supplymen  to  become  members,  that 
is.  supplymen  in  our  line  of  business,  and  I  do  not  really  see  any 
objection  at  the  present  time  to  even  allowing  a  supplynian  in 

Mr.  Farrington:  1  would  say,  Mr.  President,  that  the  New 
England  Club  would  apprec'iate  It  very  much.  That  club  takes 
in  nearly  all  of  the  superintendents  and  active  men  of  the  me- 
chanical departments  of  the  railw.'iys  throughout  New  Eng- 
land, The  paper  is  pulilished  monthly  and  reaches  those  men. 
and  many  of  them  will  be  unable  to  join  this  association.  I  pre- 
sume. In  that  way  they  would  be  benefited  by  this  resolution, 
and  for  the  club  I  can  say  they  would  appreciate  It  very  much 
if  they  could  be  nnmliered  with  the  other  periodicals  of  that 
kind. 

Mr.  Oreen:  We  arc  really  getting  into  a  discussion  that  be- 
longs to  the  Executive  Committee.  If  we  are  going  into  this 
question  we  must  remember  that  we  have  a  proposed  .set  of  by- 
laws and  a  constitution  that  have  not  yet  been  accepted  as  a 
whole.     It  seems   to   me   to  dispose  of  the  question   in   proper 


r.Miii  we  ought  to  have  the  by  laws  and  constitution  acted  upon; 
then  we  will  know  what  we  are  working  from.  As  far  a«  I 
am  ciiiieeriie«l,  1  never  wouhl  vote  for  a  Kii|iplyinaii  to  belong  to 
llils  iiKsiH-lalioii.  I  never  would  vote  for  a  consulting  engineer 
I"  belong  to  this  iiHWiciation.  I  never  would  vole  for  any  of 
the  papiTK  to  liecoine  associate  members.  On  Hiat  question  I 
.••taiid  pal.  There  is  uothliig  like  telling  Just  what  you  think. 
We  want  to  ke<»p  this  association  Just  as  free  fi-om  anything  of 
Hint  deKi-rlpHon  as  we  possibly  can.  If  we  throw  It  open  we 
iiiiiKt  go  Into  our  own  comiianli-s  further  and  take  in  our  su- 
lierinlendeiits  of  roadbed.  The  position  of  superintendent  of 
loadbed  Is  held  a  great  many  tliiies  by  Hie  sniierinleiident  of 
Iranspiirlation.  You  say  yon  do  not  want  the  HU|ieriiitendent  of 
liansiKirUitlon.  He  Is  not  a  master  ni<»chanle.  yet  there  are  men 
loiineetiHl  with  the  mechanical  department  that  have  charge  of 
Hie  roadbed.  You  simply  must  draw  your  line  and  stay  there 
or  .vou  will  find  Hiat  :il  every  meeting  there  will  be  .somebody 
or  sometlilng  Hiat  will  want  to  break  over  your  rules  and  come 
in;  and  of  course  the  railroad  bo.vs  all  have  great  big  hearts 
ill  tlieiii.  eviM-y  one  of  them,— I  never  saw  one  that  wasn't  a 
good.  Jolly  fellow  —  and  the  trouble  Is  they  will  run  away  with 
ymi  sometime,  so  you  ought  to  kind  of  liold  it  down  a  trlHe. 

The  jiroposisl  eoiislitiitioii  and  bylaws  was  then  taken  iiji 
and  discnssecl  in  part  and  further  action  thereon  deferred  until 
a    later  meeting,  at  which  Hie  subject  would  be  taken  up  anew. 

I'lie  rresident  then  called  upon  Mr.  K.  W.  Olds,  who  read  his 
paper  oil   ■■  Improvements  In   Street  Car  Motors." 

.\lr.  Olds:  Before  reading  the  paper  I  will  say  that  Hie  prep 
aiation  of  tills  ]>aper  has  been  quite  a  task  to  me.  II  is  the 
lii-st  time  I  have  ever  attempted  to  prepare  a  paper  of  this 
kind,  and  I  liope  that  Hie  paper  may  be  of  at  Iciist  this  much 
lienetit  to  us  —  th.-it  it  will  bring  aliout  a  discussion  in  which  we 
sliall  free  our  minds  upon  the  subject  of  the  paper  and  b.v  so 
doing  get  some  benefit  fi-oin  Hie  jiaper. 

[Fiir  Mr.  Ohls'  I'aiier  see  page  KiG.l 

Discussion  on  Mr.  Olds'  Paper. 

The  President:  Yon  liave  heard  Hie  paper  by  Mr.  Olds.  It  is 
now  open   for  discu.ssioii. 

.Mr.   tireen:     Ho  you  use  split  boxes? 

Mr.  Olds:  We  did  use  them  until  about  a  year  aso,  exclii- 
sively.     We  now  use  some  of  the  solid  boxes. 

Mr.  (ireen:     Why  do  you  use  a  solid  box? 

Mr.  olds:  Tlie  general  construction  of  the  bearing,  and  of  the 
.■il  wi'll.  is  sncli.  on  account  of  gcHlng  Hie  long  bearing  we  are 
iililigid  Io  let  the  bar  extend,  so  to  speak,  somewhat  into  the 
end  ol'  the  armature  so  that  Hie  bearing  is  all  lifted  out  together, 
.iiid  as  all  pinions  are  now  imt  on  with  .-i  taper  fit.  we  have 
nut  the  same  uliieilioii  to  llie  solid  bearing  that  we  liad  years 
:igo, 

Mr,   I'lstiil:     How  much  larger  are  Hie  bolts  and  gears? 

.Mr.    Olds:      Aliout    i/i   in. 

,Mr.  Pestell:  1  lo  .vou  use  outside  or  iiisidi'  bung  motors  prin- 
cipally? 

Mr.  Ohls:     Inside. 

.Mr.   Pestell:     Have  jon  any  carriage  or  outside  hung  motors? 

Mr.  Olds:     Yes. 

Mr.  Pestell:  Have  .von  made  an.v  changes  in  regard  to  bring- 
ing the  leads  out  on  eitlu'r  side,  .so  as  to  bring  Hie  leads  into  the 
•  ■enter  of  the  truck. 

Mr.  olds:  AVhen  we  ordered  Hie  motors  for  Hie  I'ars.  we  had 
Hie  leads  changed  and  brought  out  on  the  axle  side.  We  have 
lint  twenty  cars  with  Hie  outside  hung  motors,  and  Hiese  have 
Hie  leads  <'oniing  out  on  the  axle  side.  They  are  (•.  E.  I.onii 
motors  and  wi'ie  liiiilt  in  that   way  for  us, 

Mr,  Pestiil:  We  have  many  trucks  with  the  motors  hung 
outside  and  the  lead  Irouliles  have  been  risliiccd  fift.v  per  cent 
by  liriiiging  the  leads  on  the  opposite  side.  It  iK-curred  to  me. 
in  ordering  new  motors,  it  would  be  well  to  have  boles  drilled, 
and  then  plugged,  so  that  you  could  use  the  motors  either  way. 

Mr.  l^Iundy:  We  have  gone  into  the  matter  of  motors  and 
are  having  some  new  ones  built.  I  talked  this  matter  over  with 
Mr.  Olds,  and  we  placed  an  order.  We  had  the  privilege  of 
liretl.v  nearl.v  deciding  what  wc  wanted.  We  carried  his  ideas 
perhaps  a  little  further  than  he  has  done.     Our  motors  are  all 


jiH  Year.  No.  i — Sett.  2,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


571 


•juDiMt;  liuug  .lud  the  leads  brouglii  out  ou  tbe  axle  side.  \Vf 
have  uot  only  iucreased  the  bolts  iu  the  gear,  but  have  the 
motors  arrauged  so  that  we  can  use  a  solid  gear  for  small 
motors,  as  small  as  40-h.  p.  As  far  as  briugiug  the  leads  out  is 
coucerued,  the  eompany  decided  they  would  put  iu  bushiugs  011 
both  sides  and  plug  the  side  which  was  uot  to  be  used.  These 
motors  are  Wesilughouse.  \\'e  have  had  some  motors  from  the 
Ueueral  Electric  Co.  with  the  leads  comiug  out  ou  the  axle 
side,  aud  iu  that  case  vfe  simply  drill  oue  side. 

Mr.  Wright:  Iu  our  double  truck  cars  we  briug  the  leads 
from  the  top  of  the  motor  —  that  leaves  the  car  bolster  as  it 
should  be.  The  lead  goes  into  tbe  motor  on  the  outside  aud  we 
briug  it  iuto  a  piece  of  canvas  which  lies  on  the  top  of  the 
motor.    It  malies  no  difference  in  the  life  of  the  lead. 

Mr.  Olds:  In  that  type  of  truclc.  witli  outside  hung  motor. 
how  do  you  get  the  brake  rigging  on'/ 

Mr.  Wright:  We  lay  it  down  riglit  ou  top  of  the  lid  of  the 
motor.  Our  types  of  motor  liave  a  lug  ou  the  side  for  side- 
bearing  suspension,  and  we  bring  them  around  through  there. 
I  believe  that  is  the  place  to  support  the  lead  to  the  bolster. 

Mr.  Mundy:  Just  a  word  ou  the  subject  of  lids.  Our  cars 
are  set  low,  and  they  barely  clear  the  wlieels  and  the  brake- 
rod,  inside  hung  with  straight  rod.  rubs  sometimes  on  top  of 
the  motor.  It  is  a  nice  thing  to  carry  off  tbe  motor  lids  and 
leave  them  on  the  street.  This  is  true  with  the  cam  arrange- 
ment of  lid.  I  have  been  huuting  for  something  in  the  way  of 
au  improved  motor  lid  and  have  not  struck  it  yet. 

Mr.  Green:  We  had  the  same  trouble  aud  we  made  a  long 
stirrup  and  fastened  it  on  the  cross  sill  so  as  to  give  the  brake 
rod  plenty  of  room  to  adjust  itself  to  tlie  swing  of  the  car.  It 
travels  iu  the  stirrup.  Otherwise  it  would  take  the  lid  off  tlic 
motor. 

Mr.  Olds:  Regarding  the  twenty  cars  equipped  with  the  out- 
side liung  motors,  we  made  a  little  stirrup  or  guard  that  carried 
tlie  rod  so  that  it  was  always  above  the  motor,  just  clears  it. 
We  have  no  trouble  with  the  leads,  as  they  come  out  on  tlie 
axle  side  of  the  motor.  This  is  the  G.  E.  1,(XX)  motor  and  it  is 
no  trouble  to  make  this  change  yourself,  for  that  matter. 

.Mr.  Wright:  You  can  make  a  little  sliug  to  he  attached  to 
llie  motor,  which  is  set  over  the  top  of  the  grease  cup. 
.Mr.  Mundy:  I  had  reference  to  tlie  cam  type. 
Mr.  Lake:  I  had  some  experience  witli  tbe  fastenings  of  tlie 
motor  lids  on  work  cars;  we  were  using  them  frequently.  Our 
passenger  equipment  does  not  trouble  us.  I  made  a  liinge  liasp, 
a  sort  of  loose  staple,  drilled  througli  the  lid,  made  the  hasp  so 
it  came  down  on  the  side  of  the  casing  witli  a  thumb  button 
turned  through  the  loop  in  the  hasp,  and  dropped  it  down.  II 
answers  better  tlian  the  gear  rigging. 

The  President:  Mr.  Mundy.  do  I  undcrsliiiiil  llial  yon  arc 
nxlnc  sidid  gears  down  to  40-h.  p.? 

Mr.  Mundy:     We  have  just  gone  into  them. 

The    I'resideut:     I    liavc    used    solid    gears    for    over    a    year. 
Mr.  Annable:    We  have  used  solid  gears  at  Grand  Rapids  for 
eight  years,  on  all  sizes  of  motors,   from  2i>-h.  p.  up.     The  onl.v 
Mpllt  gears  In  use  are  those  on  new  p<iuipmpnt. 

The  President:  We  get  all  gears  bored  to  a  standard  lit.  Take 
ii  gear  and  press  it  on  to  an  axle,  aljout  2.'i  Ions  to  .'iO  tons  pii '^ 
tiure.  that  gear  goes  on  to  the  gear  lit.  .Xfter  tlie  gear  Is  worn 
out,  and  Is  presspjl  off  the  axle.  It  oi'dirri-d  to  me  that  the  next 
■  mi-  Hint  went  on.  bored  to  tlie  same  size  as  the  tlrst  one.  would 
not  lie  as  tight  a  fit.  That  thing  could  continue 'indellnltely. 
Supi)Oi«'  yon  wore  out  a  half  do/.i-n?  p^ach  one  would  be  looser 
than  Its  predecessor.  Is  It  your  practice  to  turn  the  gear  fit  very 
xinodth.  or  do  you  leave  It  rough? 

.Mr.    .Vnnnble:     All   the  axles   we  have   used   It   on    have   Ium 
■■iilfl  rolled  flnlsbed  axles;  all  we  did  was  to  cut  the  keyway  ami 
rertii'-e   the  Journal,   and   llie   iniinuracturer   bored   It.     The  only 
illnienslonH  given  the  nianiifaetiirer  was  the  size  of  axles. 

The  Presldenl:  Have  yon  experlenci'd  trouble  In  having  the 
gears  become  looser  after  pri-sslng  on  one  or  two  on  the  same 
(iitle? 

Mr.  .\nnalile:  We  have  not.  for  the  reason  that  the  first  axles 
the  gears  were  used  on  were  on  cars  of  lighter  equipment  and 
lighter  Iriicks.  The  result  was  there  are  new  axles  placed  under 
rhem  to  take  eare  of  other  equipment.     We  put  on  new  axles. 


WluTi'  \vr  r;iii  alouy  ou  that  type  of  axle  we  liavu  uot  had  au.v 
iroublc  iu  that  direction.  We  put  them  ou  with  a  hydrostatic 
jircss  instead  of  clamping  them.  This  has  reference  to  the  split 
;;ears.  We  get  much  better  lit  then  by  bolting.  While  these 
split  gciirs  will  become  loosened  from  the  stretching  of  the  bolts, 
of  course,  we  would  not  meet  with  that  trouble  in  tlie  solid  gear. 
After  one  gear  has  been  removed  the  next  one  would  be  a 
stronger  lit.  put  ou  with  a  liydrostatic  press,  than  if  we  put  on  a 
split  .:;ear.  We  have  close  enough  fit  so  that  iu  iucreasing  our 
key  wc  hold  them,  and  in  iucreasing  the  fit  we  do  not  throw 
llie  gear  out  of  center  any  more  than  in  the  other  case. 

The  President:  I  have  only  had  a  year's  experience  with 
solid  gears,  but  it  has  been  in  my  mind  that  as  you  keep  ou 
pressing  on  new  gears,  you  w'ill  get  a  loose  slim  fit. 

Mr.  Lake:  1  believe  the  Uuicm  Ti-action  Company  of  Indiana 
is  using  solid  gears.  I  know  it  is  at  the  preseijt  time,  and  it 
has  used  solid  gears  on  Westingliouse  125  ever  since  the  road 
started.  I  have  been  iu  their  shops  aud  talked  with  Mr._  An- 
derson, and  the  last  time  I  was  down  tliere  he  had  two  or  three 
motors  ou  the  floor.  He  said  he  liked  the  solid  gear  very  much; 
if  anything  lietter  than  he  did  tiie  split  gear.  They  only  used 
two  niiitors.  equipped  on  oue  end  of  the  car. 

Tin-  President:  In  the  use  of  the  solid  gear  ou  some  of  our 
axles,  the  hub  goes  right  against  the  hub  of  the  wheel.  Most  of 
us  have  100-ton  presses,  and  we  have  found  that  we  do  uot  dare 
to  i>ress  them  off,  the  gear  and  wlieel  together,  with  a  100-ton 
press.  Wo  have  had  to  split  the  gear,  drill  holes  into  it  and 
split  it,  before  we  dared  to  shove  them  off  together.  If  we  try 
10  shove  them  off  together  with  a  100-ton  press  we  would  break 
the  press.  For  this  reason  a  short  time  ago  I  advised  the  pur- 
(•li;ise  of  a  200-ton  press,  so  as  to  be  able  to  shove  them  both  at 
i)iu-e.     There  is  no  way  of  getting  presses  in  between  them. 

.Mr.  .Mundy:  I  do  it  with  a  split  gear,  shove  out  the  split  gears. 
1  have  not  anticipated  any  trouble  with  the  solid  gear,  because  1 
have  large  holes  in  the  web  of  tlie  gear  and  run  columns  through 
there   and   shove   the  wheel   off. 

The  President:  We  could  uot  get  auythiug  that  would  stand 
the  strain.  Our  wheel  has  very  heavy  arms,  which  makes  the 
distance  between  the  arms  small,  and  so  we  cannot  use  that 
method. 

Mr.  Miiiul.v:  \\  c  use  a  piece  of  iron  shaped  like  a  horse-shoe, 
lor  slipping  between  tile  wheel  aud  tlie  gear  —  the  columns  went 
into  little  pockets  and  made  a  bird-cage  through  the  gear,  aud 
shoved  the  gear  off  and  left  the  wlieel  on.  That  is  a  system 
which  we  use  witli  split  gears. 

The  President:  The  trouble  with  split  gears  is  this  — we  put 
on  a  lint  which  does  not  fit.  They  ought  to  make  a  nut  wrcndi 
lit  the  whole  length  of  the  bolt,  but  they  do  not  do  that. 

.Mr.  Wright:  We  use  "Crown"  mits  altogether.  We  have  no 
trouble  with  the  nuts  working  loose  or  the  bolt  breaking  off. 

Mr.  Mundy:  We  have  been  using  %-in.  bolts  on  all  of  the 
small  gears  and  using  crown  nuts.  The  bolts  seem  to  become 
crystallized  and  break  oft',  and  get  in  between  the  gear  and  the 
pinion,  an<i  you  know  what  happens.  That  is  one  thing  we 
prevented  by  using  the  solid  gear.  1  may  be  mistaken  with 
regard  to  the  fit  of  the  gear,  but  I  do  not  expect  any  great 
aiiKiuiit  of  trouble,  because  for  a  number  of  years  we  have  been 
lollowliig  the  practice  of  placing  our  wheels  on  axles  In  a 
iiianner  slightly  different  from  the  usual  method.  I  do  not  let 
iiiy  wheel  titter  fit  a  wheel  to  the  axle.  The  axle  Is  turned  to 
.•1  gage  and  tbe  wheel  turned  to  a  gage,  and  he  dOes  not  know 
what  a.vle  the  wheel  Is  going  on.  We  can-y  that  standard  right 
through.  We  will  press  on  and  off  eight  or  ten  wheels  before 
the   tit   Is  loose  enough   to  give  any   trouble. 

In  a  discussion  on  armatures  Mr.  Wright  described  (he  method 
used  liy  Ills  company  for  taping  colls  stating  that  be  used  S-oz. 
tape  rolling  It  and  making  a  heavy  tape  In  that  manner.  As 
a  last  coating  lamp  black  and  oil  Is  used  to  make  It  waterproof, 
(in  some  armature  colls  asbestos  insulation  Is  used.  The  wire  Is 
<iivcrcd  with  an  asbestos  cover. 

Mr.  Baker:  Do  I  understand  that  that  Is  the  commercial 
asbestos,  or  do  you  use  a   special  asbestos? 

Mr.  Wright:  Wo  use  the  special,  made  by  the  E.  &.  W.  Fuse 
Co.  It  Is  Just  about  ready  to  go  on  the  market.  Wc  have  had 
to   work   pretty   hard   to  get  what  we  wanted,   and   they   have 


572 


DAILY  STREET  RAILWAY  REVIEW. 


[Sehial  No— Vol.  XIII,  No.  8  a 


nurkvU  Uunl  lu  keep  It  Uuwu  lu  alze.  Tliut  liuu  l>euu  llie  Kn-ut 
ti'uulile,  tu  gel  uu  utibuiituH  tliul  nuulU  bu  Uuu  euuugli  mid  hUII 
be  Hli'uut;  i-iiuugli  to  woik,  but  lliuy  uiu  gclllut;  it  lu  good 
i>liu|ic-  uiid  1  lliluK  tbey  buvu  sului-tUlug  tbiil  18  ul   value  tu  uu. 

Mr.  Auuuble:  lu  luuuocIiuu  wilb  tbu  Kiiliclug  ut  tbu  eud  ul 
(.'ubli-u,  tbere  i8  Huuielblug  ibul  1  dldul  jjet  to  tbis  murulu);. 
1  buve  bruugbt  over  a  sample  aud  1  will  leave  It  here  no  that 
yuu  cau  «eo  It.  It  Hill  e.vpluiu  luucb  belter  Ibau  1  could  tbe 
way  lu  wbleb  we  fouue<.t  our  leadii  witb  our  eableB.  It  is 
»ouietbiug  we  bave  bad  lu  use  tor  live  or  six  jears.  U  makes 
a  luii'liuuleal  Juiul,  lu  beglu  witb. 

(Samples  oi  tbe  splices  relerred  lo  were  lett  uu  Ibe  table 
11}    .Mr.  AuuableO 

Mi-.  Muudy;  1  really  was  very  mucb  disappoiuled  last  ulgbl  tu 
liud  Ibal  Air.  Adauis,  of  Ualtimure,  w  as  not  goiug  to  be  bere,  be- 
cause 1,  for  oue,  wauled  lo  e.\press  lo  bim  my  great  appioclaliou 
for  some  Utile  scbemes  tlial  be  bas  golteu  up  aud  lo  tell  biui  tbal 
be  actually  gol  me  uut  of  trouble  tbis  year.  It  Is  ou  tbla  Held 
iiuestiou  aloue,  tbe  lusulatiou  quesliou  —  we  were  lu  a  very 
Uglii  posiUou  —  we  were  gelllug  ready  for  tbe  dedlcallou  of  llic 
Worlds  I'Oir  aud  owlug  to  the  trouble  witb  circuit  facilities,  il 
was  almost  impossible  to  get  beld  wire  for  tbe  motors,  No.  1 
wire  for  tbe  SU  motors.  Mr.  Adams,  as  is  sbowu  lu  bis  paper, 
lias  a  way  of  putUug  uu  tape  by  baud,  aud  wbeu  you  really  gel 
ou  to  tliat  it  saves  lots  aud  lots  of  mouey.  1  was  able  uot  ouly 
lo  gel  out  of  Ibe  trouble,  because  1  was  able  to  put  my  molors 
into  service  by  usiug  ibe  old  tields  over,  a  tbiug  1  bad  uot  been 
able  to  do  before,  but  it  is  au  excelleut  lusulatiou  scbeme.  1 
speak  of  It  just  because  we  are  speakiug  of  Ibe  beid  quesUou. 

Mr.  Baker:  Itegardiiig  the  a.\le  beariugs,  armature  beariugs, 
1  lake  il  fur  granted  Ibal  Mr.  t>lds  used  babbitt.  In  specifying 
our  motors  we  bave  tbe  shells  made  of  cast-irou,  aud  tbe  lining 
about  \,j,  iu.  thick  of  compositiou.  We  have  our  own  brass 
louudiy  aud  make  those  liuiugs,  aud  we  bud  that  ou  tbe  average 
ihey  wear  something  over  a  year,  aud  iu  some  cases  ou  test 
they  run  much  longer,  and  we  do  not  have  tbe  trouble  about 
bunds,  etc.,  with  those  that  we  have  liad  where  we  bave  tried 
the  babbitt  as  recommended  by  the  motor  builder,  the  General 
Electric   Co.   aud   the   Westingbouse   Company. 

Mr.  Muudy:  Mr.  Baker,  what  is  the  e.vperience  as  far"  a.s 
cuttiug  the  axle  is  concerned,  with  tbe  use  of  a  composition 
bearlugV    Do  you  uot  find  that  the  axle  does  become  moistV 

Mr.  Baker:  No;  I  think  we  have  less  trouble  with  our  axle 
bearings.  Tlie  babbitt  is  apt  to  be  cut  if  it  gets  burnt.  If  you 
lake  aud  burn  babbitt,  it  is  about  as  apt  to  cut  as  anything  you 
can  tiud  except  cast-iron  witb  cast-iron,  get  tbe  cat-heads  on. 
which  is  something  similar  to  babbitt  and  seal.  Mr.  Ballard  is 
here.  He  can  tell  us  more  about  it.  lie  bas  the  armature  bear- 
ings to  look  after,  that  is,  the  armature  shafts. 

Mr.  Ballard:  We  bave  very  few  cut  bearings.  We  have 
oue  occasionally.  When  they  do  cut  they  do  not  cut  badly.  Tbe 
cut  Is  Just  Jn  little  grooves  instead  of  cutting  the  same  as  if 
tbey  were  babbitt.  When  they  do  cut  with  babbitt,  they  cut  the 
whole  width  of  the  bearing  as  a  general  thing,  but  with  metal 
wo  And  it  only  cuts  in  grooves. 

Mr.  Mundy:  What  method  do  you  have  of  getting  those 
beariiig.s  into  shape  aftorwardV  Do  you  turn  them  down  and 
shrink  a  sleeve  on.  or  put  a  new  shaft  in.  or  what  do  you  do? 

Mr.  Hallard:  With  the  W.  P.  we  put  tbe  sleeve  on,  a  new 
sleeve,  when  it  is  necessary.  When  they  get  worn  to  a  certain 
size,  if  they  are  too  small,  we  will  say  1-64-in..  we  turn  that 
shaft  down  and  we  have  a  special  bearing  for  that  shaft.  Ou 
our  old  motors  we  have  three  sizes  of  bearings  on  our  shafts. 
1  32-in.  decrease  in  each  size.  When  they  get  below  that  we 
renew  the  shaft. 

Mr.  Mundy:  I  know  there  are  a  number  of  roads  usiug  the 
shells  with  shrinking  sleeves  on.  Is  there  anyl)ody  here  that 
has  experience  in  that  line? 

Mr.  Pestell:  We  have  adopti-d  the  practice  of  shrinking  on 
sleeves  when  the  shafts  were  below  a  certain  size,  using  a 
sleeve  rough-turned  on  the  outside  and  true  on  the  inside: 
simply  a  mattei;  of  turning  the  armature  shaft  to  a  proper  fit. 
cleaning  up  the  sleeve,  putting  it  on.  and  turnlnp:  It  off;  prac- 
tically an   Inexpensive  process. 

Mr.   Mundy:     Where  do  you  get  that   stuff? 


.Mr.  I'esiell:  Kruiu  the  6belby  Tube  Uumpauy  uud  llie  U.  W. 
liissell  Co.;  tbey  are  furiilsliMl  with  a  llnlsbed  luterlor.  We 
use  a  sleeve  uu  the  start  attoul  V«  lu.  thick,  turned  dowu  at  the 
i.iiiium  alioul  1-lV  ill. 

the  rresldeul:  Where  your  tapir  leaves  your  aruialiin 
liiarliig? 

.Mr.  I'e.sU'll:  We  ouly  turu  a  lil  to  ibal  pari;  do  Uot  luru  be 
.\oiid   the  taper. 

Ibe  I'resldeul:  '1  hei c  are  many  aniialuie  shafU  up  lu  Detioil 
Ibal  have  uu  shoulder  lell  at  all.  on  the  old  steel  motors.  Tin 
laper  runs  rigbt  straight  uut  tu  the  armature,  the  bearlug  sblc. 

.Mr.  rested:  liveu  If  they  Here  so  aud  you  cut  your  sleeve 
right  up  so  unit  It  left  a  shoulder,  yuu  wuuldu't  lose  enough  ot 
llie  lit  ul  Ibe  pinlun  tu  du  auy  harm.  1  shuuld  uut  consider  thai 
anything.  As  1  remember  It,  tbere  would  not  be  uiore  than  about 
.'J-lt;  iu.  of  your  111  goue.  The  last  end  ot  your  lit,  you  wouldu't 
liriug  it  up. 

Tbe  I'reBldeni:  Wbeu  you  press  these  sleeves  on  do  you  lu- 
c'lvase  the  size  of  the  armaUire  shall  over  the  original  size? 

.Mr.  I'estell:     No,  bring  It  back  to  the  original  size. 

Tile  I'resident:  Then,  uuder  thai  condition,  if  it  is  %  la.  thick 
I  slioiild  think  that  you  would  turn  away  down  into  that  paper. 

Mr.  I'estell;  Well,  It  doesn't  turn  dowu  very  far.  On  our 
molors  it  does  uot  atlect  it  to  speak  of  at  all.  I  know  the  motor 
you  mean.  It  would  make  more  diftereuce  tbere;  but  1  do  not 
iliiiik  il  would  make  enough  to  have  it  bother  the  Ul  of  tbem. 

.Mr.  .Muudy:     Do  you  lind  it  necessary  lo  either  pin  or  key  i,., 
shell  at  all? 

Mr.  i'estell:  No,  sir,  tbe  shrinking  is  sutUcieut.  Vou  bave 
tu  do  It  pretty  quick  or  you  lose  your  tit.     It  tits  too  soon. 

Mr.  Green;  We  have  put  on  a  great  many  sleeves  to  bring 
our  armatures  back  to  size,  but  our  greatest  trouble  comes  ou 
the  commutator  eud,  and  we  get  tbis  tape  from  the  Shelby 
Steel  Tube  Co.,  of  Shelby,  O.,  aud  we  can  get  It  of  any  thickuess 
we  want.  What  I  wanted  to  ask  Mr.  Baker  especially  was, 
what  are  they  doing  in  Boston  in  regard  to  lubricatiour  Are 
they  using  oil  or  grease?  I  will  tell  you  why  I  ask  that  ques- 
tion. We  have  gone  to  the  oil  eutirely  in  Rochester.  1  do  not 
know  what  results  we  are  going  to  have  when  we  come  to  cold 
spells  —  it  may  tell  a  different  story, —  but  we  tiud  that  with 
tlie  oil  lubrication  we  are  getting  most  excellent  results.  It 
seeius  to  be  a  different  thing  entirely  witb  your  armature  shafts 
and  axles,  your  outside  beariugs,  your  truck  bearings,  on  all 
the  motors,  G.  E.  800,  07,  G.  E.  lUlO  Westingbouse  3.  We  oil 
witb  a  feed  cup  we  get  from  Columbus.  We  are  experimenting 
with  a  cup  of  our  own  and  oue  from  the  Standard  Oil  Co.  Wo 
.ire  getting  elegant  results.  In  greasing  your  outside  bearings, 
your  grease  gets  to  the  back  part  of  the  box  and  collects  dirt 
and  dust  from  the  street,  aud  it  hangs  to  that  grease  and  just 
forms  a  perfect  emery  wheel  ou  the  axle,  aud  cuts  it,  and  that 
dirt  keeps  working,  back  into  the  grease  if  you  do  not  watch  it 
very  closely.  With  the  oil  we  find  our  brasses  are  giving  us 
bettor  results,  and  on  our  busiest  days,  where  we  run  the  80- 
uiile  round  trip  to  Sodus  Point  and  back  we  never  think  of  hav- 
a  liiit  Journal  or  hot  brasses  of  auy  description.  Our  axle  bear- 
ings are  all  babbitt. 

Mr.  Mundy:     Do  you  mean  oil  on  the  outside  bearings,  too? 

Mr.  Green:     No,  but  then  we  lubricate  with  oil. 

.Mr.  Pestell:  What  is  the  I'omparative  cost  of  lubrication  as 
between  oil  and  grease? 

Mr.  (Jreeii:  Up  to  date  we  have  not  been  able  to  go  into  it 
deep  enough  to  be  able  to  tell;  but  this  ranch  I  can  say  to  the 
jiresent  time,  that  the  improvenieut  in  the  shafts  and  bearings 
all  around  and  the  cutting  down  of  the  number  of  boxes  that  we 
bave  had  to  babbitt,  from  the  time  we  have  started  In  with  oil. 
—  tlie  babbitting  alone  has  dropped  down  more  than  one-half. — 
and  on  our  busiest  days,  with  our  long  trips  to  Charlotte  and 
.Smnmerville.  and  the  cars  going  out  in  the  morning  with  no  In- 
spectors to  take  care  of  those  things,  you  can  smell  sulphur  for 
li'u  mlle.s,  and  what  you  save  on  those  Inisy  days  alone  will  pay 
the  inoreasod  cost  of  the  oil,  if  there  be  any.  without  taking  into 
consideration  the  benefit  you  get  to  your  bearings. 

Mr.  Mundy;  Is  it  necessary  for  a  man  to  turn  on  these  oil 
cups  when  he  goes  out,  or  is  it  self-lubricating? 

Mr.    Green:     There    is    the    great    trouble.     Your   grease    cup 


5TH  Year,  Xo.  i — Sept.  2,  1903,] 


DAILY  STREET  RAILWAY  REVIEW. 


573 


always  feeds.  They  are  experimenting  uow  with  a  double  cup, 
oue  feeding  down  into  a  lower  cup,  with  a  l>all  seX  over  the 
opening  which  vibratos  wiih  the  action  of  the  brake  or  the  car. 
allowing  the  oil  to  feed,  and  the  moment  the  ear  comes  to  a  stand 
still  the  ball  drops  over  the  hole  and  stops  the  flow  of  oil.  II 
that  is  a  success  it  is  going  to  be  a  great  thing, 

Mr.  Mullen:  We  have  been  using  the  cup  that  Mr.  Green  re 
fers  to  for  about  a  jear  and  a  half  and  are  very  much  pleased 
with  it.  \Ve  save  about  one-third  in  the  cost  of  our  lubricants 
|}esides  prolonging  the  life  of  our  bearings  tlfly  per  cent.  Thai 
is  the  cup  that  is  right  down  here  at  the  d<)<ir  on  exhibition,  as 
.vou  go  out.     It  is  all  right,  and  is  a  beautiful  thing. 

Mr.  Baker:  Mr.  iJreen  asked  me  if  we  used  oil  or  grease.  We 
use  both.  We  use  oil  on  car  journals  almost  exclusively.  On 
some  of  our  motors  we  are  using  grease  or  solidified  oil,  and  we 
are  having  very  good  success  with  that.  On  our  elevated  Mr. 
I.indall.  who  is  here,  tried  that  device  that  has  been  spoken  of. 
anil  in  some  places  he  had  .some  trouble  with  it.  I  think  he  is 
using  oil  altogether.  I  think  oil  is  better  in  a  great  many  cases, 
e.vcept  where  we  have  the  grease  cups  and  have  not  got  the  oil 
wells  that  you  can  feed  up  through.  It  may  be  that  in  our  trial 
of  the  cup  described  they  sent  us  a  poor  tool,  or  that  we  did  not 
know  how  to  use  it.  On  a  great  many  cars  we  cannot  get  it  on 
our  journals  on  account  of  our  running  boards,  on  the  open 
cars,  and  onr  success  with  it  was  not  satisfactory. 

Mr.  Mullen:  Have  you  tried  tlie  same  cup  on  your  motor 
liearings? 

Mr.  Baker:     I  could  not  say.     I  do  not  think  we  did. 

.Mr.   Mullen:     We  use  it  on  both. 

Mr.  Wright:  In  regard  to  oil  versus  grease,  T  will  say  we 
liave  not  used  grease  for  six  .years  for  lubrication.  I  believe  in 
oil  as  a  lidiricant.  I  know  well  enough  from  experience  that  wo 
are  np  against  quite  a  problem  in  trying  to  feed  from  a  motor 
bearing,  but  we  have  done  It  the  best  we  could. 

>fr.  Mimdy:  On  the  question  of  gear  casing,  we  have  had  m 
great  deal  of  trouble  with  gear  casings  breaking,  also  the  sup 
porting  holts  that  hold  those  casings,  breaking  and  dropping  in 
the  street.  T  guess  everybody  here  has  had  that  experience,  and 
Ihe  difficulty  of  getting  a  gear  casing  out  from  under  a  car  when 
It  was  broken.  It  means  a  tie  up  of  anywhere  from  4a  minutes 
to  an  hour:  and  In  trying  to  overcome  that  we  have  been  getting 
onr  new  motors  according  to  n  design  which  Is  sompT\-hat  radical 
They  Are  going  on  double  trucks  and  we  expect  to  do  all  repair 
wofk  by  running  the  truck  out  underneath  the  car  and  working 
from  overhead.  The  trucks  that  we  are  using  are  the  r>upont 
double  trucks.  In  which  the  truck  goes  underneath  the  axle: 
the  axle  lifts  up.  So  we  have  had  this  motor  designed  so  that 
the  gear  case  Is  supported  on  top  of  the  motor,  and  yon  cannot 
take  the  bottom  half  of  the  gear  case  off  without  lifting  the  nab- 
of  wheels  out.  so  we  are  not  depending  on  a  bolt  In  any  manner 
for  holding  It  np.  The  lugs  nm  out  underneath.  Whether  that 
Is  going  to  prove  a  remedy  for  this  drooping  of  gear  cases  In  the 
street.  T  do  not  know.  We  have  tried  on  other  motors  evei^- 
thlng  we  conid  think  of.  tried  all  kinds  of  bolts,  nil  kinds  of 
Pitts,  and  still  the  holts  tvII]  break  and  the  gear  cases  dron 
down  In  the  street.  T  would  like  to  know  whether  anvbodv  else 
has  had  anv  experience  In  this  line. 

Mr.  .Annable:  That  works  out  verv  niceir  when  we  are  golntr 
after  new  machines  and  can  have  them  built  to  receive  those 
Improvements,  hut  what  are  we  going  to  do  when  we  have  a  lot 
of  them  elvlntr  ns  that  tronhle.  and  still  have  to  use  them?  T 
win  tell  yon  what  T  have  been  doing  since  1S1>4  on  the  old  trne 
of  machines  —  C!,  K.  WW>. —  tvp  are  using  a  Tvood  gear  case.  t/-In 
»-ard  mnple.  thontrh  T  prefer  sycamore,  with  a  12-Inch  care  steel 
ton  screwed  on.  T  use  an  1W  screw  for  holding  the  12  gage  and 
Hvinc  the  «nme  support  or  anchor  that  was  orlglnallv  designed 
for  the  machine.  That  means  we  have  reduced  the  weight  to  a 
point  where  there  Is  not  any  self-destruction;  and  as  for  the  life 
of  the  sonr  case,  to  say  nothing  about  Its  breaking  loose  from  the 
motor.  It  has  doubled  the  life  of  the  gear  case,  we  have  found 
von  can  safelv  «av  five  or  six  times. 

The  President-  T  have  Just  designed  a  gear  ease  and  we  have 
•ome  of  them  In  use  In  Detroit  It  Is  Inst  an  angle  In  the  form 
of  the  case:  four  of  those  eases  to  a  gear  case,  tvrn  rights  and 
(wo  lefts:  then  for  the  sides  I  use  n  10  In    wood,  and  for  the  out 


side,  the  periphery,  of  the  case  I  use  wood  %  thick.  The  reason 
I  inaile  it  so  tliin  was  that  if  a  bolt  breaks,  instead  of  getting 
ill  there  and  springing  your  armature  shaft  it  will  go  tlirough 
the  gear  case  and   not  hurt   anything. 

Mr.   .Mundy:     How   do  you   hold   that   bolt? 

The  I'resident:  I  put  the  thin  pieces  in  first,  in  between  the 
I  wo  ends,  and  then  I  put  the  side  pieces  in  next,  and  the  side 
pieces  hold  the  outside  pieces  in.  You  see,  it  cannot  get  out. 
Then  in  between  these  angles  I  [mt  in  distance  pieces  and  rivet 
tlie  whole  thing  up  together.  The  outside  angles  pieces,  the 
large  pieces,  are  cast  with  lugs  on  to  hold  on  to  the  motor  case. 
1  have  patterns  out  now  for  12  A.  ',',H  B,  Steel  .14  and  Westing- 
house  711.  1  think  the  patterns  arc  nearly  out  for  all  the  differ- 
ent motors  we  have  and  it  looks  pretty  good.  It  looked  so  good 
to  me  th;it  I  started  to  get  a  patent  out  on  it,  and  I  found  some 
other  fellow  ha<i  paiented  it  iiway  back  in  1893. 

Mr.  Mullen:  We  have  designed  a  gear  case  .something  after 
tie  pattern  described  by  Mr.  Annable,  made  of  %  maple  and 
covered  with  No.  14  galvanized  iron  covering,  but  we  have  a 
little  different  method  of  anchoring  the  gear  case  than  formerly. 
We  use  an  angle  on  the  side  of  the  gear  case  and  fasten  it  on 
to  the  lower  holts  on  the  axle  cap.  which  gives  the  strain  right 
in  the  heavy  part  of  the  gear  ca.se.  or  in  the  widest  portion, 
almost  directly  under  the  axle,  and  it  takes  practically  all  of  the 
strain  off  the  gear  case;  and  then  on  the  front  end  we  anchor 
il  in  Ihe  old  place  provided  for  the  purpose  on  that  style  of 
motor:  and  I  can  safely  say  we  have  decreased  the  cost  of  our 
gear  case  expense  for  the  last  two  years  at  least  30  per  cent. 

The  President:  In  making  it  out  of  wood  you  get  rid  of  the 
excessive  weight.  The  gear  case  on  a  12  .\  weighs  12fi  lb. 
This  gear  I'ase  1   got  up  weighs  5R  lb. 

Mr.  Mullen:  You  do  not  have  that  jumping  effect  to  loosen 
bolts  that  you   do  with  a   heavy  gear  case. 

The  rresidenl:     This  sirncture  is  elastic. 

Mr.  .\nnahle:  You  just  about  take  off"  IfKI  Hi.  with  this  class 
gear  case  that  1   make.     They  weigh  about  32  lb. 

Mr.  Olds:  I  would  like  to  describe  n  method  we  have  been 
using  now  for  about  two  years.  We  made  up  our  mind  that 
most  of  our  gear  cases  were  broken  by  coming  In  contact  with 
something  on  the  sticcl.  Tt  breaks  the  top  half.  The  lower 
half  very  often  Is  not  iii.iurcd  at  all.  We  cut  off  the  lower  half, 
about  SVa  to  4  In.,  got  out  a  new  set  of  patterns  cast  In  malleable 
iron,  the  upper  part;  then  made  a  sheet  iron  bottom  of  No.  20 
iron.  The  lower  edge  of  this  lower  half  of  the  gear  case  had  a 
llaiige  cast  on  It  and  holt  holes.  In  Just  the  ordinary  folding  ma 
chine  we  make  n  folded  Joint.  There  is  another  ring  made  of 
rMflxl  in.  stock.  That  slips  over;  then  there  are  holts  through. 
T  have  yet  tiie  first  case  to  renew  after  T  have  put  that  on. 
which  Is  about  two  years  ago.  We  have  to  renew  the  bottom 
parts  very  often.  The  other  day  the  car  foremnn  happened  to 
be  near  the  door  when  a  car  came  up  rattling,  and  he  said, 
".Tack,  what  is  the  trouble  with  that  car?"  He  went  out  to 
Investigate,  and  reported  "  The  boys  say  there  Is  something  In 
the  gear  case,  stripped  pinlou  or  something  of  that  kind."  They 
pushed  the  car  through  the  cross-over  to  shove  It  Into  the  barn 
iind  were  getting  out  another  car  to  put  In  Its  place.  He  said, 
"  Yon  will  find  the  trouble  Is  that  they  have  gone  over  some- 
thing on  the  sireet  and  part  of  the  sheet  Iron  Is  up  In  the  gear," 
which  noon  examlnathm  was  found  to  be  the  case:  and,  as 
stated  before,  we  have  found  this  style  of  gear  case  to  be  n 
success.  Once  In  a  while  we  have  one  of  them  drop  on  accoimt 
nf  the  bolts  becoming  loose  or  broken,  but  we  do  not  get  the 
old  broken  lugs  at  all. 

Mr   Pestell:     We  have  adopfd  a  little  scheme  In  Worcester  to 

-     -         •        •       ^p 

e  gear 
ease  Iet"lhc"bolt'go  right  down  through  It.  The  bolt  breaks  off 
„s„allv  right  down  near  the  nut.  near  the  thread,  and  this  angle 
|«  cilll  retained  on  there  and  holds  the  gear  case  up.  Tt  has 
saved  us  a  great  deal  of  trouble  on  the  street.  We  put  one  of 
tlK-c  on  both  ends  of  the  gear  case. 

Mr  Orecn-  We  have  a  condition  to  meet  nt  Rochester  that  T 
think  Is  different  from  what  any  one  else  here  has.  We  have  3R 
miles  of  track  between  llic  curb  and  the  sidewalk,  so  that  we 
have  to  chop  the  side  of  the  trees  to  get  the  cars  through.     Wc 


Mr   Pestell:     we  nave  aiioincu  n  m...    - 

prevent  the  gear  case  from  falling  when  n  holt  does  break, 
put  a  little  angle  right  under  the  bolt,  right  on  the  end  of  the 


674 


DAILY  STREET  RAILWAY   REVIEW. 


(Sbiial  No— Vol.  XIII.  No   8  a 


■*iiirt  111  plo«  smiM  I'vrry  .vi-iir  iiliiiiit  tin-  iiiiililli-  of  NoveniliiT 
mill  \vt-  will  |ili>\v  Hiiiiw  ii|i  iiiilll  till'  liilliT  purl  of  Miirrli.  On  thin 
slili-  Inii  k  «••  Imvr  to  iisr  ji  iioki'  ipIi>«.  iiiiiI  tlii-y  will  mil  It-t  us 
throw  liny  iiiiirp  tliiiii  tlii-y  run  |iimsllily  help,  ami  In  liotwpoii  tli<> 
iri'i'H  mill  till-  walk  tlii-y  wnn"!  lit  uk  iliinw  It  out  Into  the  Htri'oi 
any  niori-  Hum  Ihi-y  can  possllily  lii'Ip.  Tlu'  I'lmsciiufni-f  Ih,  usini: 
till'  nuHi'  plow,  till'  pliiw  kiM'ps  I'llnililn):  anil  leuroH  a  cprlnln 
aiiiiiiiiit  In  thr  rrnti'i-.  anil  tlii'ii  tlir  frost  lu-avcs  all  the  ctoks 
walks  tliiit  nil'  In  that  trark.  ami  llio  ronKi'iiiii-nce  Is  that  If  wr 
ilii  nut  watrh  It  wo  liavo  to  tako  In  a  (treat  ninny  itohs  walks 
ami  ri'lny  tlii'iu  nKaIn  In  tlio  spring.  Thi-y  tnki'  our  Ronr  rasi's 
riKlit  Miiunri-  iiflf:  so  that  wo  rnnnot  got  nnythlng  stronc  cnoii^rh 
In  thi'  form  of  a  pour  case  lust  on  arcount  of  tlint  ploco  of  trnrk. 
XS    mllos    of    It. 

In  thi-  nlisoiiri-  of  Mr.  11.  II.  .\ilaiiis.  siiporlntfmli'nt  of  shops. 
I'nltoil  Ilnllways  X-  lOloi-trlr  Co..  Bnltlniori'.  his  paper  on  "  Shop 
Kinks"  was  renil  by  llir  presldi-nt.  The  pnper  was  rend  and  dK 
rus.si'il  by  seetions. 

I  For  Mr.    .Vdains'    I'apvr  see   pad''  357. | 

Discussion  on  Mr.  Adams'  Paper. 

'I'he  rresldeiit:  With  leKiinl  to  the  ^lass  (luestlon,  I  wmild 
like  to  ask  If  It  is  mH'essary  to  have  two  sand  glasses  to  make 
the  glue  do  Its  work.  In  our  ease,  at  home,  we  take  plnln 
trlnss  and  put  the  tfliie  on.  .iiid  it  will  lift  it  every  time  if  the 
Rliie   Is   good. 

Mr.  Green:     We  do  not  use  any  sand  glass. 

Mr.  Blgelow:  .\  friend  of  mine  eonnected  with  the  Boston 
&  Maine  described  to  me  a  simple  nrranBement  they  had  In 
which  they  had  a  bo.x.  the  top  covered  with  plush  and  about 
a  2-ln.  hole  through  It.  and  a  sand  pipe  discharging  directly  un- 
derneath this  hole,  n  lend  pipe  about  1  \  in.  in  dinmeter.  nnd 
they  moved  the  glass  around  on  top  of  this  plush  as  the  writer 
describes.  If  they  wanted  it  to  come  up  to  the  edge  of  the 
glass  they  would  put  another  piece  of  glass  or  cloth  against  It. 
They  had  no  trouble  with  dust  Wowing.  There  was  a  resei^oir 
for  the  sand  at  the  side  of  this  box  and  the  sand  dropped  into 
the  pipe  from  that,  the  same  as  the  writer  describes,  with  a 
45  degree  fitting,  and  tlien  the  sand  dropped  to  the  bottom  of 
the  box.     The  box  was  beveled. 

The  President:  That  qoestlon  as  to  the  re-lnstilatlng  of  ma- 
chines. If  any  of  you  have  had  any  experience.  I  should  like 
to  hear  from  you. 

Mr.  Sfundy:  This  re-Insulating,  although  we  did  not  get 
started  at  It  until  .\prll.  nnd  have  not  had  a  chance  yet  to 
determine  how  long  it  will  last,  we  see  no  reason  why  It  should 
not  last  Just  as  long  as  the  cotton  Insulation,  hecanse  if  any- 
thing the  tape  Is  better  than  the  cotton  for  holding,  nnd  I  find 
that  unless  the  difference  between  the  price  of  scrap  copper 
and  Insulated  copper  is  more  than  !>^^  cents,  it  pays  me  to  re- 
Insulate.  Tn  the  ma.1orIty  of  cases  the  copper  we  have  been 
getting  makes  a  difference  of  about  5  cents,  so  that  we  are  .lust 
so  much  to  the  good;  those  fields  running  about  70  some  odd 
pounds.  It  does  not  take  very  long  for  a  few  cents  to  make  quite 
a  difference  In  the  field.  You  would  naturally  think  the  field 
would  occupy  considerably  more  space  than  It  does  when  new, 
but  after  the  men  get  a  little  used  to  It  they  can  get  it  into 
almost  exactly  the  same  space.  The  wire  goes  hack  right  Into 
the  former  positions  and   gives  a    vetT'  steady  field   Indeed. 

Mr.   Wright:     Ton    use   about  a   *1-In.   tape? 

Mr.  Mnndy:  We  use  a  *1  tape,  and  have  the  tape  cut  Into 
lengths  to  take  one  side  of  the  loop:  go  around  the  loop,  start- 
ing from  the  top  nnd  going  down  to  the  bottom.  We  work 
It  to  have  two  men  to  clean.  The  first  thing  Is  to  spread  It 
out.  then  go  over  It  with  a  knife  and  clean  up  the  Insulation 
After  It  Is  cleaned  either  those  same  two  men  or  another  two 
take  It  out.  take  the  two  sides  right  nlong  together:  then  It 
takes  two  men  to  put  It  on.  The  actual  labor  of  re-Insnlatlng 
and  putting  on   Is  probably  twice  that  of  winding  with  cotton. 

Mr.  Oreen:  We  have  hnd  re-Insulated  wire  now  for  seven 
years,  and  we  have  re-lnsnlnted  wire  which  we  use  on  a  West- 
Inghouse  3  and  all  other  sizes  for  the  different  fields.  We  have 
one  of  the  Detroit  machines  that  we  use  nnd  an  old  machine 
that  was  bought  second  hand,   rigged  up  with  a   head  to  wind 


Ill-Ills.  We  linn-  »  iH.y  fur  thai,  whnui  wi-  pay  $1.:{S  a  day  for 
nine  liiiurj'  work.  .VII  <mr  tueii  get  frin-  transportation.  In  re- 
giinl  to  <-oKt.  I  am  very  sorry  that  I  linvi-  not  the  exact  flgures 
with  me.  as  1  folllil  give  It  to  you  In  detail,  sim-e  every  field 
is  wiiuiiil  under  a  lob  order  iiumlii-r. —  so  I  will  not  make  any 
giiiiiK  at  It.  bill  If  any  iiiie  wishes  to  get  the  full  data  In  regard 
to  the  cost  of  re-insulating  fields.  I  will  give  It  to  him.  Every 
Ill-Ill  Is  nuiiilii-ri-d  as  It  goes  nut  nnd  the  day  and  date  recorded. 
Mild  the  copper  hardi-ns  after  ii  time.  If  there  were  no  way 
■  if  softening  that  iiippi-r.  of  course  you  would  not  be  able  to  re- 
Insulate  that  field  more  than  twice  before  It  would  be  perfectly 
worthless:  so  we  take  I  he  lii-ld  right  out  Into  the  yard,  build  a 
lire  and  bum  the  Insulation  off  nnd  let  It  stay  there,  of  course, 
until  It  is  cold.  That  softens  the  i-oppi-r.  We  do  not  put  any 
tension  on  when  we  re-wlnd.  only  the  tension  of  the  machine. 
We  use  the  insuinti-d  tape  with  the  gum  on  one  side:  It  is  a  thin 
Inpe.  (In  ever.v  la.ver  we  also  use  the  St.  TiOUls  comiiound.  We 
iiave  tried  ever.vtiiinit.  .Vnil  of  course  .voii  cannot  use  that  St. 
I.ouls  compound  only  Just  wln-n-  It  Is  going  to  stay  Just  where 
you  put  It.  because  If  you  bend  it  .vou  break  the  body,  .\fter 
Inking  the  tape  off.  take  nnd  give  It  two  coats  all  around  the 
oiilsiile  where  It  lins  been  on  the  former  nnd  outside  of  the 
field,  nnd  put  It  in  the  oven  for  two  hours  nnd  li-t  It  bnke  and 
become  Ihoniughly  dried  out.  It  comes  out  in  a  solid  mass  some- 
whnt  similar  to  wlint  our  friend  says  about  shelinc  and  whiting. 
Then  we  use  the  plain  tape  for  Insulating.  We  use  the  var- 
iiislu-d  jinper.  Kmpire  cloth,  next  to  the  copper,  and  then  we  take 
111"  plain  tape  without  an.v  gum  or  an.vthing  of  that  kind  and 
insulate  the  field.  Then  we  take  the  whole  thing  and  put  It 
into  a  pan  of  compound,  whatever  we  may  be  using  for  that  pur- 
pose. We  have  tanks  of  different  kinds  and  get  them  hot.  dry- 
ing them  quickly,  getting  the  fields  quite  hot  and  putting  them 
into  the  tank  while  hot  nnd  we  secure  excellent  results  in  that 
wny.  The  Wcstinghouse  4ft  field  we  have  never  re-insulated. 
but  that  is  the  same  size  ns  the  No.  07.  and  we  simply  use  that 
wire. 

The  Trcsidcnt:  When  you  form  a  field,  after  It  Is  wound  have 
you  had  any  trouble  with  the  insulation  being  destroyed,  when 
yoii  form  it  in  the  wheel  press? 

Air.  Green:     We  do  not  form  a  field. 

The  President:  Tn  forming  fields  we  wind  with  new  wire,  but 
dn  not  use  insula  toil   wire. 

Mr.  Mundy:  That  is  the  renson  we  have  not  been  able  to  re- 
insulate  No.  51!  fields. 

The  President:  We  used  new  wire  as  we  found  In  forming 
tiiem  up  it  would  destroy  the  tape. 

Mr.  Olds:  .Mr.  Mundy  gave  his  nu-thod  of  reinsuiating  the 
Held,  which  is  prnctically  the  same  as  Mr.  -Adams's.  I  have  seen 
the  work  done  in  Mr.  .Vdams's  shop,  so  that  I  simply  got  his 
method,  which  is  practically  the  same  at  the  start  as  that  of 
Mr.  Mundy.  except  that  the  cleaning  of  the  old  insulation  from 
the  wire  and  tlie  winding  of  the  tape  Is  all  done  by  girls  and 
women.  lie  told  me  he  found  them  better  workers,  and  that 
they  did  the  work  neater,  and  after  they  were  broken  Into  the 
work  they  would  stay  by  It.  whereas  a  man  would  wish  to 
ndvnnce  himself  to  something  iilgher.  I  saw  some  fields  thnt  he 
hnd  when  T  w-as  at  the  works  last  fall,  that  had  been  put  in 
shape  Hint  certainly  lookinl  ns  neat  as  anything  I  lind  ever  seen 
in  that  line 

Mr.  Mundy:  Hy  using  si.\  iiu-ii  we  cnn  get  eiglit  fields  per  day 
on  the  basis  on  which  we  work.  To  overcome  the  possibility  of 
:i  man  being  i-areless  in  getting  the  tape  on  —  of  course  we  have 
to  put  them  somewhat  in  the  press  to  bring  them  down  tight  — 
1  trnnsforui  all  fields  nnd  if  the  man  has  been  careless  and  there 
is  a  tendency  to  bri-nk  liown  llie  Ininsfnrnier  breaks  down.  If 
it  does.  I  then  open  the  field  and  re-insulate  the  place  that  gives 
the  trouble.  I  do  that  with  nil  fields  thnt  have  i.ot  ilic  brass 
spools   upon    them. 

I  agree  witii  .Mi-.  .Vilnms  that  this  matter  of  transforming,  to 
get  at  defects  In  the  armature  room,  is  a  big  money-saver.  The 
least  carelessness  of  any  kind  on  the  part  of  the  coilmakers 
or  the  armature  w-inders  is  detected  at  once  and  saves  the  ex- 
pense of  putting  Mil   imperfect  armnture  Into  the  motor.     T  will 


5TH  Year,  No.   i — Seft.  2,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


575 


iiuC  state  the  iiiiuic  uf  tlio  roiiiiKiny  1  fjot  them  from,  but  not 
long  ago  we  foiinJ  some  liitlieult.v  in  getting  cotton  covered  wire 
of  the  right  size  for  one  of  our  motors.  We  ordered  by  tele- 
grai)h  from  a  manufacturing  concern  L'o  sets  of  armature  colls. 
I  got  them  and  starte<l  to  place  them  in  service,  but  I  found 
six  or  seven  coils  in  which  the  wires  had  been  crossed  and  put 
in  the  press  so  hard  you  could  not  tell  the  difference,  hardly.  I 
do  not  know  whether  they  put  this  kind  of  coil  into  their  own 
armatures,  or  send  them  out  to  ptH>|>le  who  buy  repair  parts. 
We  adopted  a  transformer  test.  We  have  a  home-made  ma- 
chine, made  up  of  an  old  Sprague  motor,  simply  taking  the 
commutator  off.  replace<l  it  by  a  i'iin|>le  of  copper  rings,  and 
brought  out  the  leads  at  opi>osite  sides.  It  runs  at  t..SOO  revolu- 
tions and  gives  me  i'l  cycles,  alti'rnating  current.  For  a  really 
satisfactory  test  it  is  clainie<i  the  current  should  be  of  a  high 
frtHjuency.  up  to  12S.  if  possible.  1  lind  the  25  cycle  trans- 
former gives  me  everything  we  want,  and  it  is  not  an  e.xpensive 
apparatus  to  fix  up.  .\ny  road  that  has  not  taken  it  up.  if  they 
will  look  into  this  matter,  it  will  pay  them. 

Mr.  Pestell:  We  use  a  method  for  testing  all  windings  of  the 
armatures,  etc.  We  u.se  a  milli-voltnu'tcr,  and  a  current  from 
the  lamp  circuit  through  the  armature.  It  is  handy  and  does 
not  require  moving  ai-ound,  and  can  be  used  at  an.v  armature 
stand.  If  it  is  a  repair  job  and  the  armature  comes  in.  It  is 
simply  a  matter  of  putting  the  current  through  the  armature 
with  a  wooden  yoke,  putting  the  current  through  the  same 
points  as  the  lirushes.  and  then  running  the  connections  of  the 
mllli-voltmeter  to  the  commutator.  Many  short  circuits  in  the 
armature  can  be  located  quickly  and  the  bad  coil  taken  otit  and 
replaced,  and  also  new  work  can  be  checked  up  in  that  way  In 
a  short  time  and  at  very  little  expense. 

Mr.  W.  W.  .\nnable:  I  ask  if  the  .scheme  can  be  worked  by 
putting  in  a  shunt  the  same  resistance  as  the  milli-voltnioter? 

Mr.  Pestell:  We  use  no  shvint;  but  enough  current  from  the 
armature  to  get  a  sufficient  deflection,  75  or  150  millivolts. 
through  a  normal  coil.  If  there  is  a  short  circuit  we  do  not  get 
as   much   deflection. 

.Mr.  Kaker:  In  addition  to  the  test  mentioned,  we  put  our 
armatures  into  a  frame  and  run  from  20  to  30  minutes  witti  a 
load  on  the  armature  before  they  go  out.  We  have  a  report  of 
every  armature  tliat  comes  in  that  has  not  been  out  thirty  days 
In  actual  service.  There  is  no  doubt  that  some  of  them  are 
damaged  between  the  time  they  leave  the  armature  room  and 
the  time  they  are  placed  on  the  cars. 

Mr.  Ballard:  We  take  two  motor  frames  and  imt  tliem  to 
gether  end  for  end.  We  have  them  mounted  on  old  pieces  of 
railroad  Iron  and  move  them  forward  and  back.  We  use  one 
motor  as  a  generator  and  the  other  as  a  motor,  and  run  the  cur- 
rent to  40  amperes  to  get  them  to  the  highest  point  they  will  run 
at.  We  run  them  from  twenty  to  thirty  minutes,  first  as  a 
motor  and  then  as  a  generator.  In  resting  for  short  circuits  we 
use  a  step-up  transformer. 

Mr.  Mundy:  May  I  ask  what  voltage  yon  use  for  testing  a 
newly  wound  armature,  and  also  what  voltage  you  use  for  test- 
ing an  armature  brought  In  for  repairs? 

Mr.  Kallard:  On  new  work  we  nm  up  to  2.000;  as  high  as  they 
can  step  up.  On  old  work  we  calculate  to  rim  from  800  to  1,000 
If  the  armature  will  stand  800  volls  we  will  let  It  go  o>it. 

Mr.  Baker:  Mr.  I.indall  can  give  us  a  few  shop  kinks  in  regani 
In  Bfeel  tired  wheels.  We  bad  to  take  our  wheels  out  and 
grind  them  about  every  two  weeks. 

Mr.  .John  IJndall:  Owing  to  our  severe  conditions,  curves. 
<•;>•..  In  Hoston  wi'  wear  out  the  steel  tired  wheels  very  rafildly. 
■file  ri'iid  liaH  bi-en  running  now  Momethlng  like  two  years  anil 
we  have  replaced  something  over  20fi  pairs  of  tires  In  that  time. 
The  way  we  do  It  Is  we  have  a  gas  heati-r.  After  the  wheel  is 
tnki'U  out.  we  Ileal  np  the  old  tire  iiiilll  II  drops  off.  Then  with 
n  large  lathe  we  bore  out  a  new  lire  to  a  shrinkage  fit,  allowing 
about  IMOI  of  an  Inch  in  a  Xi  In.  tire.  We  heat  It  with  a  gas 
heater.  The  heater  Ik  arranged  so  we  can  drop  the  wheel  Into  It. 
and  we  can  take  off  n  tire  in  six  months  with  the  heater.  II 
taken  ten  minutes  to  heat  a  new  tire  so  that  we  can  drop  the 
wheel  In  It.  In  thia  way  It  costs  11s  about  |2  a  wheel  for  chang 
Ing  thi-  tires. 

Mr.  BIgelow:  I  saw  an  Interesting  kink  In  a  shop  for  winding 
•fdls  for  heaters,  whicli   I   think    .Mr.    Ballard  can  explain. 


Mr.  Kallard:  What  Mr.  Blgelow  refers  to  Is  in  preparing 
heater  coils,  either  .Vmerlcan  or  Consolidated  heaters.  In  re- 
pairing these  heaters  it  is  necessary  to  wind  long  colls  of  wire 
and  in  place  of  winding  them  on  a  mandrel  the  wire  is  fed 
through  a  fine  hole  Into  the  Interior  of  a  die  containing  several 
screw  threads  which  Is  revolved  in  a  lathe,  and  the  coll  of  wire 
is  fed  out  as  long  as  desired. 

Mr.  .lohn  Lindall:  There  is  a  way  which  lias  come  to  my 
notice  or  moving  motor  trucks.  There  is  a  large  lift  which 
takes  the  truck  from  imderneath  the  car  on  the  upper  floor 
and  takes  them  to  the  machine  shops.  We  have  to  move  the 
trucks  from  the  lift  or  elevator  twenty-five  or  thirty  feet.  At 
one  time  we  had  ropes  and  tackle  and  pulled  the  trucks 
around  the  shops  in  that  manner,  but  one  day  one  of  the  men 
said  "Why  don't  you  make  the  trucks  run  themselves?"  We 
took  one  of  the  car  rheostats  and  put  In  on  the  wall  and  con- 
ncct(>d  a  line  to  It  atid  rati  a  flexible  lead  out  to  the  truck: 
and  in  moving  the  truck  we  simply  take  the  lead  to  the  track 
and  start  the  connections  and  the  truck  walks  off,  as  It  were 
We  have  saved  a  great  deal  by  doing  away  with  the  pushing 
and  pulling  of  the  trucks. 

Mr.  Pestell:  We  are  using  a  little  scheme  for  re-grlnding 
engineer's  air-brake  valves  that  may  be  of  some  Interest,  using 
a  small  motor  with  a  little  fine  wheel  on  it  mounted  to  the  post 
of  a  lathe  and  mounting  the  valve  seat  in  the  lathe,  revolving 
the  valve  seat,  and  then  running  this  motor  right  across  the  face 
of  it  and  liiiishing  it  up  in  two  or  three  minutes.  We  have  a 
hardened  stool  head  for  grinding  the  disk,  a  small  hole  to  take 
the  stud  on  the  face  of  the  disk,  and  put  in  ground  glass  and 
oil  between  the  two  faces,  and  face  off  the  disk  In  a  very  short 
time,  nftcr  which  it  is  simjily  a  matter  of  grinding  the  tube 
together. 

Mr,  Bigelow:  ,Vn  arrangement  which  we  adopted  in  one  of 
our  stations  may  be  of  Interest,  We  wish  to  make  some  columns 
to  support  a  heavy  weight.  We  took  some  0-in.  girder  rails  and 
riveted  to  each  side  of  the  web  a  5-In.  T  rail  to  make  a  strong 
column.  In  this  way  we  can  use  up  some  of  the  old  Iron.  It 
makes  a  solid  and  substantial  column,  riveting  the  flat  part  of 
11  Trail  against  the  web  of  a  9-ln.  girder  rail. 

The  President  then  appointed  tDe  following  gentlemen  as  a 
•  •ommittee  on  Nominations,  the  election  of  officers  to  occur  at 
the  last  session  of  tlie  convention:  Messrs.  Olds,  Green,  Baker, 
.Mundy   and   Mullen, 

On  motion  adjourned  utjtil  evening,  when  the  matter  of  amend- 
ing llic  by  laws  was  to  be  discussed  In  executive  session. 

THOMAS  FARMER, 


Mr,  Thomas  Farmer,  president  of  the  American  Itallway  Me- 
chanical and  Electrical  Association,  was  born  in  Boston,  Mass!, 
in  lS,->;i,  and  was  educated  In  the  public  schools  in  that  city, 
graduating  from  the  High  School  in  186!).  That  year  the  famii.v 
lemovcd  to  Grand  Rapids,  where  the  .son  entered  a  machine 
shoji  as  an  apprentice.  He  worked  in  different  shops  until  1.S71. 
when  he  was  appointed  superintendent  of  the  (Jrand  Kiipids 
water  works  system,  which  position  he  held  for  five  .years,  anil 
which  he  resigned  to  go  Into  the  macliinery  and  foundry  busi- 
ness as  a  manager.  Later  he  entered  the  employ  of  the  Sinners- 
worth  Foundry  &  Machine  Co.,  at  Dover,  N.  H..  and  built  a  plant 
for  that  company  at  Bloominglon,  111.,  for  the  mannfaciure  of 
railbitors. 

.\t  till'  ciiil  of  two  years  Mr.  Farmer  went  to  Dclroil  niiil  eon 
Klnii'li-il  the  plant  of  tile  netroll  Kaillalor  f^o,.  after  whicli,  r.ir 
eight  years,  he  acted  as  the  company's  superintendent  ami  piir 
i-liasliig  agent.  He  was  next  engaged  to  build  a  plant  fm-  Hi.. 
Russi-1  Wheel  &  Foundry  To.,  being  appoliited  Hiiperlnteiident, 
In  ISOf  he  resigned  to  enter  the  employ  of  the  Detroit  rillzens' 
Hallway  (To.,  as  constructing  engineer.  Me  was  next  appiilnteil 
HUperlntendenl  of  motive  power,  netrolt  TTnlted  Ity..  which  iiiisl 
Hon   lie  resigned  ,Inly  27th   last. 

«  m  K. 

B.  B.  .lenklns,  general  manager,  and  George  Stevenson,  sec 
retary.  are  In  attendance  at  the  convention  representing  the  Kail 
way  Sander  Co.,  of  Toronto,  hUl. 


STfi 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol,  XIII,  No   8  a 


DAILY  STREET  RAILWAY  REVIEW 

PUBLISHED  BY 

WrND50R  &   KENFIELD  PUBLISHING  CO., 
99-107  Hudson  Ave  ,  -  -  Albany.  N.  Y 


BRANCH  OFFICES: 

Chicago--45-47  Plymouth  Court. 

New  York    39  Corllandt  Street.  Cleveland     301  Electric  Buildlag. 

Philadelphia    The  Bourse. 

SUBSCRIPTION  AGENCIES: 
Austria,  Vienna     Lehmann  &  Wentiel,  Karntnerstrasse. 
France.  Paris  -  Boyveau  A  Chevillet,  Librairie  Etrangere.  Ruedela  Banque. 
Italy,  Milan— Ulrico  Hoepli,  Ltbrniria  Delia  Real  Casa. 

New  South  Wales,  Sydney     Turner  &  Henderson,  16 and  18  Hunter  Street. 
Queensland  ;South;.  Brisbane    Gordon  ft  Cotch. 
Victoria,  Melbourne— Gordon  ft  Cotch,  Limited,  Queen  Street. 


Tub  Daii-v  Stkkkt  Railway  Rkvikw  i«  mihlixhcd  each  rear  on  the  occa- 
sioa  ol  the  nif<!lini.'H  of  ihc  Antfrlcan  Slrm-l  Railway  Association,  the  Stnvi 
Railwav  Accouaiaiils'  Association  of  Ani.Tica,  ami  the  Anitrrican  Railwav 
Mechanical  and  l...cirual  Assucialioii,  and  conlains  ihc  convention  reports 
This  pul>iicaiioii  ,t  Ri-parate  from  lli.'  Mml  Aai/itiay  Ktvic-.a,  published  monihlv 
at  Cuicatru,  111.,  but  is  in  its  naluro  supplementary  thereto. 


SUBSCRIPTION  RATES: 

In  the  United  States,  Canad.i  or  Mexico: 

Daily  Stkkkt  Railwav  Kkvikw  (four  or  more  issues) . .  .$  .Sx\ 

Street  Jiailway  Keview  (12  monthly  issues) 2.7.> 

Combined  Subscription  (Daii.v  Review  and  Review) 3.()(i 

In  All  Other  Countries: 

Dailv  Strkkt  Railwav  Rkvikw  (four  or  more  issues). . .  .5(1 

Street  Railway  Review  (12  monthly  issues) 3.7,s 

Combined  Subscription  (Dailv  Rkvikw  and  Review) 4.(X) 


Application  made  for  entry  as  second  class  matter. 


6th  YtAA 

No.  1 


Wednesday,  Sept,  2,  1903. 


REGISTRATIONS. 


Serial  No, 


JVOL.  XIII 
)         No    8  A 


'riie  registration  biiioau  for  the  .Vnierican  Street  Hallway  .\ss<>- 
ciiitldii  is  liiciilcil  III  the  •■Stock  K.\ch;ini;p  "  room  of  the  Ornnd 
I'liioii  Hotel,  adjoiiiiug  the  fiiain  lobby. 

'I'Ih-   Aii'imiitiiiils"   .Vssoi-iiitloii    r(';.'istiT  is  in  the  siimc  room. 
•>  »>  •>. 

.Memliers  ami  visitors  to  the  .Vnierifiiii  Railway  Mechanical 
:iiiil  Kli'ctriral  .\ssoci;itioii  arc  rci|iii-slc<l  to  leave  Iheir  railroad 
i-crtificatcs  at  the  registration  desk  of  the  American  Street  Rail 
way  Assor'iation  adjoining  the  loliliy  of  the  (Jrand  Union  Hotel. 
<'crtific;iles  will  lii^  ready  lo  hi-  i ■•iiumimI  to  owners  on  Friday. 

»!.  *,  *. 

THE    AMERICAN     RAILWAY    IWECHANICAL     &     ELECTRICAL 
ASSOCIATION. 


If  the  results  foreshadowed  in  the  first  animal  meeting  of  thi' 
mechanical  and  electrical  men  are  fnlUlled  this  new-comer  into 
I  111'  field  will  have  established  a  new  stJindard  in  technical  so- 
i-ii'ty  work.  The  character  of  the  iiiipi-rs  prwented  at  the  firsi 
.s.'ssl.iii.  anil  the  volume  and  character  of  the  discussions  follow 
iiig  each  paper,  retlecl  the  fullest  degree  of  crtHlit  upon  all  who 
are  in  any  way  n-siionsihle  for  the  as.soelatlon  and  its  pro- 
gram. If  furtlii'r  .juslification  for  the  organization  of  such  an 
iLssoi-iation  Is  needi'd  It  is  found  hi  the  large  attendance  on  the 
iM-st  day  and  in  the  practical  enthusiasm  displayed.  It  is  seldom 
:i  meeting  of  this  nature  is  productive  of  so  large  a  mass  of 
valuable  data  and  Information  as  was  presented  at  yesterday's 
session,  a  full  verbatim  ri-jiort  of  whUh  will  be  found  in  to 
ilay's   issue  of  the  "  Daily   Street   Railway  Review." 

In  executive  committee  .session  and  in  general  session  the 
.American  Railway  Mechanical  &  Electrical  .Association  has 
extende<l  a  cordial  and  urgi'iil  Invitation  to  every  electric  rail- 
way company,  and  to  every  Individual  connected  with  the  me- 
i-hanical  or  electrical  departments  of  electric  railways  to  join 
the  a.ssociatlon  and  liarticipate  in  its  benefits  and  co-operate  in 
the  advancing  of  Its  objwts.  Secretary  Mower,  President 
Farmer,  or  any  member  of  the  society  will  he  glad  to  furnish 
application  blanks  for  membership,  or  to  answer  any  questions 


eoueernlng  the  alms  ami  work  of  the  asHoclatlon.  Up  to  yester- 
ilay  afternoon  ovi-r  4(i  delegates  aii<l  visitors  had  regl8tere<l  for 
this  cunveiitloii,  and  many  more  are  exp<-ct(>d  on  to-day's  trains. 

CLEANING  CARS. 


.VppropoK  of  the  paper  and  discussion  at  yesterday's  session 
of  the  .\merlcaii  Railway  .Mcchaiili  :il  \'  Klectrlcal  .\ssociatlon, 
on  the  topii'  of  car  cleaning  aileiitlon  is  espei'lally  directed  to  an 
MilU'le  in  the  last  issue  of  the  "Street  Railway  Review"  (page 
ITti  wiilli'ii  by  .Mr.  <".  R.  Relhimy,  geni-ral  manager  of  the  IJver- 
piiol  <'or|ioratliin  Tramways.  Liverpool,  Kugland,  in  which  is 
dcscilbed  In  (Ic'tall  the  method  of  cleaning  cars  wltli  oil  referreii 
to  in  .Mr.  Maker's  pap(?r  on  "Care  and  .Maintenance  of  Car 
Itoilies."  Owing  to  the  demand  for  tills  particular  Issue  the 
edition  is  almost  exiiaustcd  but  a  limited  siiiiply  will  be  found  at 
llie  ■' Sfri'i't  Ralhva.v  Review"  booth  on  the  main  veranda  near 
till'  i-ntraiici-  to  the  meeting  room  of  the  .\merlcan  Street  Railway 
.\ssociatlon. 

AN  ARGUMENT  AGAINST  RECEIVER  SYSTEM  FOR  COL- 
LECTING CONDUCTORS'  RECEIPTS. 


.Vii  iiiciilent  that  has  been  characterized  as  an  emphatic  ar- 
gument against  the  "  Reieiver  System  "  as  compared  with  the 
■  R:ig  System  "  occurred  in  Chicago.  Sunday,  .\ugust  SOtli,  when 
lliree  masked  robbers  at  :!  o'clock  in  the  morning  entered  the 
receiver's  offii-e  of  the  ('hli':igo  City  Ry.,  at  Sixty-first  and  State 
Sts..  killed  fwo  men.  wounded  a  third,  and  escaped  with  $.3,000 
in  cash  which  had  been  turned  in  by  the  conductors  and  which 
was  being  counted  by  the  clerks.  .Vlthough  the  two  clerks  In 
charge,  aided  by  other  employes,  attempted  to  resist,  the  rob- 
bers accomplished  their  ob.iect  and  escaped  in  a  rig  held  In 
leadiness  at  the  front  door. 

C.  N.  DUFFY  GOES  TO  NEW  YORK. 


.\s  announced  In  the  "  Street  Railway  Review  "  for  August 
Jiifh  Mr.  r.  \.  DufTy.  secretary  and  auditor  of  the  Chicago  City 
Railway  To.,  tendered  his  resignation  to  take  effect  Aug.  31. 
I'.ib?..  io  become  comptroller  of  the  Intenirhan  Street  Railway  Co.. 
of  Now  York,  and  its  allied  companies,  the  Metropolitan  Street 
R;iilway  f'o.  and  the  Metroiiolitan  Securities  Co..  assuming  his 
new  duties  immediately  after  the  .\.  S.  R.  A.  convention.  In 
May.  I.SSfi,  Mr.  Duffy  entered  the  street  railway  Imslness  as  sec- 
retary and  treasurer  of  the  Union  Railroad  Co.,  of  St.  Louts, 
which  afterwards  became  one  of  the  seven  constituent  companies 
of  the  National  Railway  Co..  of  Illinois,  a  corporation  controlled 
by  rhicago  cai>itallsfs,  of  which  Mr.  D.  G.  Hamilton  was  presi- 
dent. Mr.  Robert  McCulIocb.  vice-president  and  general  manager 
ind  Mr.  Duffy  secretary.  Mr.  Duffy  remained  with  the  St.  Louis 
rond'!  until  Sept.  1.  1.<?nO.  leaving  St.  T.ouls  to  become  auditor  of 
ilie  riiicago  Pify  Railway  Co. 

He  was  one  of  the  organizers  of  the  Street  Railway  .\cconnt- 
ant.s'  .\ssoclation,  serving  on  the  committee  that  framed  the  con- 
stitution and  by-laws.  At  the  organization  meeting  he  presented 
a  paper  on  "  Suggestions  for  a  Standard  System  of  Street  Rail- 
way .Accounting."  which  resulted  In  the  appointment  of  a  per- 
manent committee  to  carry  out  the  work  of  formulating  a 
'  Standard  Classification  of  .Accounts."  of  which  committee  he 
was  and  remained  chairman.  The  work  accomplished  by  the 
committee  is  wiMl  understood.  .\t  Niagara  Falls  In  1897,  In  the 
:ibsence  of  the  president.  H.  L.  Wilson.  Mr.  DufT.v.  as  vice-presi- 
dent, presided  at  the  first  regular  annual  meeting  of  the  Accotint- 
ants'  .Association;  at  Kansas  Pity  in  1000,  he  presided  being  then 
president  of  the  association. 

Mr.  Frederick  M.  Waterbury.  who  is  chairman  of  the  Infor- 
mation Pommittee.  is  a  busy  man  these  days.  He  Is  ready  to 
give  a  "polite  and  courteous  answer"  to  any  question  that 
any  convention  visitor  may  care  to  ask.  Mr.  Waterbury  will 
also  print  signs  or  circulars  for  exhibitors  at  reasonable  prices. 
His  ofllce  Is  In  the  rear  of  the  Town  Hall,  Broadway,  Saratoga. 


5TH  Year,  No    i — Sept.  2,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


577 


WILLIAM  CARYL  ELY. 


Mr.  W.  Caryl  Kly,  president  of  the  luti'i'iintioiial  Railway  Co.. 
i>f  Buffalo,  who  as  first  vice-presideut  ot  the  .\tuericau  Strei'l 
Railway  Association  will  in  the  absence  of  Mr.  Hutchins  preside 
at  the  convention,  was  bom  iu  Middlelield,  Otsego  Co.,  N.  Y.. 
in  1856.  His  family  is  of  New  England  origin,  and  is  intimately 
identified  with  the  history  of  l>tsego  County.  Mr.  Ely  in  early 
life  begjtn  the  study  of  law  and  iu  ISS'J  was  admitted  to  the  bar 
at  Ithaca.  In  1S85  he  removed  to  Niagai-a  Falls  and  coutiuued 
iu  the  practice  of  the  law.  independently  at  first,  and  later  as 
a  member  of  the  firm  of  Ely,  Dudley  &  Colin,  which  firm  was 
dissolved  iu  1S90  upon  Mr.  Ely's  election  to  the  presiilency  nf  (lii> 
Buffalo  Ry.  and  allied  companies. 


Wil.LI.VM   CAUYI,  F.I.V. 
rirst    Vice  I'ri'slilcnl    A.    S.    K     A. 

.Notwithstanding  Mr.  Ely's  career  at  the  bar.  it  is  most  iiaturnl 
now  to  speak  of  him  in  conueetion  with  the  vast  undertakings 
in  the  electric  field  which  have  characteri7,ed  the  Niagara  Uegioii. 
He  was  one  of  the  original  promoters  and  incorporators  of  tlu' 
great  Niagara  Kails  Power  Co.,  and  was  lustrumentiil  In  securint; 
the  enactment  of  its  charter.  He  was  the  chief  promoter  of  the 
Buffalo  &  Niagara  Falls  Electric  Ry.,  and  was  its  first  president 
He  was  also  actively  engaged  in  the  construction  of  the  Biifl'aln 
Ac  Lockport  and  Lockport  &  f)lcott  Railways,  nnil  was  the  presi- 
dent of  both  companies. 

In  is;i8  .Mr.  Ely  conceived  the  plan  of  combining  Into  one 
system  all  of  the  electric  railways  in  HufTalo.  Niagara  Falls,  Ton- 
awanda,  Lockport  and  vicinity,  together  with  the  Niagara  Falls 
I'ark  &  River  Ry.,  on  the  Canadian  side  of  the  Niagara  River, 
and  the  Steel  Arch  Bridge,  at  .N'lagara  Falls,  and  Suspension 
Bridge,  at  Lewiston  and  Queenston.  This  plan  was  success- 
fully cJirried  out.  All  of  the  operating  companies,  with  one 
exception,  have  been  consolidated  Into  the  International  Rail- 
way Co.,  all  the  capital  stock  of  which  Is  owned  and  held  by 
the  International  Traction  Co.,  the  holding  company.  Mr.  Bly 
Is  prcdldcnt  of  iMith  fomiianlj-s.  Messrs.  .1.  V.  Morgan  &  Co. 
were  the  underwriters  and  are  the  bankers  of  the  International 
Traction  Co.  This  company  owns  and  operntes  352  miles  of 
urban  and  Interurban  electric  railways;  also  two  great  bridges 
acroKs  the  Niagara  River. 

Mr.  Bly  was  one  of  the  original  i)romotern,  a  director,  chair- 
man of  transportation  committee  and  a  member  of  the  execn- 
tlve  committee  of  the  Pan-American  Exposition.  He  Is  a  di- 
rector and  has  been  the  coimsel  of  numerous  banking  and 
DianufacturlDK  corporatlous,  Including  the  Niagara  Falls  Power 


Co..  Manufacturers'  ami  Traders'  National  Bank  of  BuCl'alo,  Car- 
ter-Crume  Co.,  Niagara  Silver  Co..  and  'W'm.  A.  Rogers,  Limited. 
In  politics  Mr.  Ely  has  always  been  warmly  attached  to  the 
I'lUKlaiui'ntal  principles  of  the  Democratic  party,  as  all  his  an- 
cestors  have  been   for  a  century. 

HENRY  J.  DAVIES. 


Mr.  Ueury  ,1.  Davies,  president  of  the  Street  Railway  Account- 
ants' Association,  began  business  as  a  court  and  convention  re- 
porter iu  Cleveland.  O.,  and  continued  in  that  work  for  12  years, 
leaving  it  in  the  fall  of  1889  to  become  private  secretary  to  Hon. 
Tom  L.  .lohnson.     On  Jan.  1,  1890,  he  was  elected  secretary  and 


IIKNKY    J.    DAVIES, 

Irciisiirer  of  the  Brooklyn  and  the  South  Side  railroad  com- 
panies of  Cleveland,  which  Mr.  Johnson  controlled. 

\\'hen  these  companies  united  with  others  In  1893  to  form  the 
I'levelaud  Electric  Railway  Co.,  Mr.  Davies  was  appointed  as- 
sistant secretary  and  claim  adjuster,  and  later  assistant  treas- 
urer. He  voluntarily  left  the  company  in  1899,  when  Mr.  Horaci^ 
E.  Andrews,  president,  and  Mr.  John  J.  Stanley,  general  man- 
.iger,  retired  from  the  management,  and  was  Immediately  elected 
scireiary  of  llie  National  Carbon  Co.,  which  position  he  held 
until  last  March.  On  the  retirement  of  Mr.  H.  A.  Everett  and  his 
associates  and  the  re-election  of  Messrs.  .\ndrews  and  Stanley. 
Mr.  Davies  was  elected  secretary  of  the  Cleveland  Electric  Kail- 
way  Co. 

n('  Is  also  secretary  of  the  Iroquois  Portland  Cement  Co..  inid  .1 
illrector  of  that  company,  of  the  Factory  Mutual  Insurance  Co.. 
of  Ohio,  the  Lakewood  Savings  &  Banking  Co.,  and  several 
other  corporations.  Mr.  Davies  has  always  been  active  In  the 
Accountants'  Association  and  In  1899.  after  severing  his  connec- 
tion wllh  the  Cleveland  Electric  Railway  Co.,  the  association 
elected  him  an  honorary  member.  At  the  first  meeting  of  the 
as«o<-latlon  after  his  return  lo  tlic  street  railway  buslncsH  he 
was  chosen  president. 

Knn 

,\inong  tlic  ri'prescntatlves  of  the  John  Stephenson  Co.  In  at- 
tendance at  the  convention  Is  E.  J.  Lawless,  general  sales  agent. 

F.  A.  Estep.  president  and  treasurer  of  the  R.  D.  Niitlall  Co., 
tit  Pittsburg,  will  be  present  at  the  convention,  although  the 
company  did  not  expect  to  make  an  exhibit 


578 


\ 
DAILY  siREET  RAILWAY  REVIEW.  [Sewal  No.-Vol.  xill.  No.  8  a 


PROGRAMS 


AMERICAN    STREET    RAILWAY    ASSOCIATION. 


WEUNESUAV,    SEl'T.    2,    11K)3. 
.Morning:    Reglsti-ntluu   of   L>i>lt-gaU'». 
.vrternuun:   First   .Si-Mslon  nl    1  :lKi  p.   ui. 

Hull  Call. 

.Vdiiri'ss  of  Welcome,   lion.  Eilgar  T.   UracketL 

I'ri'slili'Ut'n    .Xildre.ss. 

Ucporl  of  Seirolnr.v  nuil  Tri'asnrcr. 

Appoinlnii-ut  of   ConiiiilttCfS. 
Kveuing,  iS  p.  UI.:  Kxiur.sluu  to  Saratoga  Lake  and  Casino  ati 

guests  of  the  Hudson  Valley  Railway  Co. 

THUKSDAY.    SEPT.   3.    1903. 
.Morning:  Second  Session  at   10  a.  m. 
.Vfternoou,   1:00  p.  m.:  Excursion  to  Schenectady  as  guests  of 

the  General  Electric  Co.     Lunch  will  be  served  on  the  train 

or  at  the  (■oini)any  s  works. 

FRIDAY.   SEPT.   4.   VMS. 

.Morning:   Third   Session   at   10   a.    m. 

.vfternoou.  1.00  p.  m.:  E.xcursiou  to  Lake  tJeorgc  as  guests  of 
the   Hudson   Valley   Railway  Co.,   returning  at  6:00  p.  m. 

Evening,  .S:00  p.  m.  .\nnual  Baniiuet  and  installation  of  officers- 
elect. 


The  papers  to  be  presented  before  the  association  are  as  fol- 
lows: 

■•  Steam  Turbines."  W.  L.  It.  Eniuiett.  General  Electric  Co. 

■•  Electric  Welded  .lolnts."  V\ dnester  Consolidated  Street  Rail 
way  Co..  by  Williaui  I'estcU.  supcriuteudent  of  motive  power 
and  chief  engineer. 

"The  Evils  of  Jfaintenauce  ami  Cliaiiiperty  in  I'eisonal  Iiijmy 
Cases."  Detroit    luited  \ly..  by  .Micliaol  Breunan.  attorney. 

"Traiu  Orders  and  Train  Signals  on  Internrbau  Roads,"  Inter 
uatiomil  Railway  Co.,  of  Buffalo,  by  ('.  .V.  Coons,  superintendent 
of  transportation. 

••  l.Yclght  and  Express  on  Electric  Railways,"  Birmingham 
Railway,  Light  \-  Power  Co.,  by  .?.  B.  XlcClary,  manager  rail- 
way department. 

"The  Manufacture  and  Distribution  of  Alternating  Currents 
for  City  Systems,"  Chicago  City  Ry.,  by  Richard  McCulloch. 
assistant  general  manager. 

"  Comparative  Merits  of  Single  and  Double  Tnick  Cars  for 
City  Service,"  Milwaukee  Electric  Railway  &  Light  Co. 

"The  Right  of  AVay."  Interurban  Street  Railway  Co.,  by  II. 
II.  Vreeiand.  president. 

STREET  RAILWAY  ACCOUNTANTS'   ASSOCIATION. 


WEDNESDAY,  SEPT.  2.  Iim:;.  10  .\.  iM. 
.\unual  Address  of  the  President. 
.Vnuiial    Report  of   the   Executive  Conimiltee. 
.Vnimal  Report  of  the  Secretary  and  Treasurer. 
Paper:     "  Freight  and  Express  .Accounts."  by  Irwin  Fullerton, 
iieiieral  auditor.  Detroit  United   Railway,  Detroit.   Mich. 
.Vppolnlment  of  Convention   Committee   cm   Nominations, 
.appointment    of   Convention    Committee    on    Resolutions. 
Replies    to   (|uestlons. 

THIRSDAY'.   SEPT.  3.   lilOS,   10  A.   M. 

Paper:  "Car  Maintenance  Records,"  by  S.  C.  Stivers,  New 
.lersey  &    llud.son  River  Railway  Co.,  Edgewater,  N.  J. 

Paper  or  addre.ss  by  a  representative  of  the  United  States  Cen- 
sus Bureau. 

Report  of  the  Committee  on  a  Standard  Form  of  Report  for 
Electric  Railways.  Chairman,  William  F.  Ham,  comptroller 
Washington  Railway  &  Electric  Co..  Washington.   D.   C. 

Replies  to  questions. 


FKIDAV.   8KPT.  4,  1903.   10.   A.  M. 

Paper:  '•  Ailvantages  and  Disadvantages  of  Hag  or  Envelope 
System  and  of  the  Cashier  .System  of  Receiving  Conductors' 
Deposits."  by  F.  R.  Henry,  auditor  St.  Ix)uls  Transit  Co.,  St. 
Louis.  Mo. 

Comparison  of  the  .Municipal  Tramways  Association  of  Great 
lli'llaln  projiosed  "Standard  Classltlcatlou  and  Form  of  Report" 
with  the  American  Standard,  by  C.  N.  Duffy,  secretary  Chicago 
City  Railway  Co.,  Chicago.  III.,  chairmau  Committee  on  Stand 
ard  ('hisslllcatlon. 

Replies  to  questions. 

Report   of  Committee  on   Resolutions. 

Iteport  of  Committee  on  Nominations. 

Election  and   Installation   of  Olflcers. 

.Vdjournmenl. 

MECHANICAL  AND  ELECTRICAL  ASSOCIATION. 


WEDNESDAY.  SEPTEMBER  2d,  10:00  a.  m. 
Presentation   and    Discussion   of  Technical    Papers. 

IHIRSDAY,  SEPTEMBER  3d,  10:00  a.  m. 
Presentation  and  Discussion  of  Technical  Papers. 

FRIDAY,  SEPTEMBER  4th,   10:00  a.  m. 

Presentation  and  Discussion  of  Technical  Papers. 
Ki'port  of  Committee  oil  Nominations. 
Election  of  Officers. 


Tlic  ij/ipers  before  tliis  association  include  the  following: 
"  Type  M  Control."  W.  O.  Mundy.  master  mechanic,  St.  Louts 
'i'ransit  Co. 

•  I'sc  and  .Abuse  of  Controlling  Mechanism,"  D.  F.  Carver. 
ihief  engineer.  Public  Service  Corporation  of  New  Jersey. 
Newark.   N.  J. 

•  Car  Shop  Practices,"  .Alfred  Greeu.  ma.ster  mechanic,  Roch- 
ester Railway  Co.,  Rochester,  N.  Y'. 

Messrs.  C.  C.  Lewis,  chief  engineer  of  the  Schenectady  Kail- 
way  Co..  aud  Herschel  .A.  Benedict,  electrical  and  mechanical 
engineer  of  the  United  Traction  Co.,  of  Albany,  represent  this 
association   upon  the  local  committee. 

PLANS  OF  ENTERTAINMENT   COMMITTEE. 


The  entertainment  committee,  of  which  Mr.  A.  B.  Colvin, 
president  of  the  Hudson  Valley  Railway  Co.,  is  chairman,  has 
planned  several  enjoyable  diversions,  among  them  being  excur- 
sions to  ))laces  of  especial  interest. 

i>n  the  first  day  (Wednesday)  the  delegates  and  ladies  will  be 
taken  to  Kaydeross  Park  in  a  train  drawn  by  the  Hudson  Valley 
company's  electric  locomotive. 

On  Friday  at  1  p.  m.  the  train  and  locomotive  will  again  be 
pressed  into  service  to  take  the  delegates  and  ladies  to  the  Fort 
William  Henry  Hotel,  Lake  George,  and  possibly  to  AVarrens- 
l)urg.  Returning  the  excursionists  will  reach  Saratoga  at  6 
o'clock,  in  time  for  the  banquet 

The  convention  banquet  will  be  one  of  the  most  elaborate 
ever  held  at  Saratoga.  Mr.  Colvin,  who  had  charge  of  the  ar- 
rangements, has  secured  speakers  of  note  for  the  post-prandial 
l>rogram  and  a  literary  feast  is  promised. 

The  Electric  Railway  Equlpmcut  Co.,  of  Philadelphia,  has  no 
exliiliit,  but  callers  at  Its  booth  will  be  entertained  by  the  offi- 
cers of  the  company:  A.  S.  Vane,  president;  M.  Herman  Brill, 
vice-president,  and  W.  H.  Heulings,  Jr..  secretary  and  treasurer. 

Something  new. —  Tlie  Ohio  Brass  Co.  is  furiiisliing  iioitrails 
on  a  button.      .Ask  the  man. 


5TH  Year,  No.  i — Sept.  2,  1003.] 


DAILY  STREET  RAH.WAY  REVIEW. 


570 


MUSIC  AT  THE  HEADQUARTER'S  HOTEL. 


A   B.  COLVIN. 


During  each  diiy  of  tlio  coiivi'iilioiis  Victur  Uorlicrt  ;inil  his 
on-hostr:i  will  give  two  conrerts  in  tlio  main  rproptioii  liall  of 
till'  Uraiid  I'nion.  ono  at  10:;!(1  a.  ni..  and  one  at  8:30  p.  111. 

The  i>ro£rranis  for  today's  ronoerls  are  ;is  follows: 

Horning  Concert. 

1  March-    "  Defondani  " Ilonnchii'i:. 

2  Overture — "  Fingals  Cave  "    Mendelssohn. 

3  (a*   Eflteurement   (Valse   Lente>    Oanne. 

Ibi  Chansoni  .Toyeuse Wachs. 

4  Waltz — '■  Wein,  Weil)  niid   Oesang  "   Strauss. 

5  Selection   from   "  Mikado "    Sullivan. 

6  Egyptian   Dance   from   "  Djnniileli  "    Kizot. 

7  (a)    Yestertliouj;hts    i  ,,     ,      . 

„  ' llei-Iicrt. 

(li)  I'uncnincllo  \ 

5  Czardas—-'  The   Oypsy  "    Hun-li. 

9  Suite — •'  Sylvia  " — 

(a)  I.es  Cliasseresses.    ilii  liili'iiiiczzo  ii   X'mIsc  '■''"'''•)■,  ,11  ,. 
(c)  I'izzicato.  idi  CortcKi'  dr   Il.i.ilius.  j' 

Evening  Concert. 

1  Man-he    .Toyi-use ClL-iliricr. 

2  Dverture — "  Cockaigne  "     i;if;ar. 

3  Suite — "  (\as.se  Noisette  " —      "^ 

,a)  Danse  Arabe.  1    Tsckaikowskv. 

ilii  Danse  des  .Mirlitons.      / 
((■)  Danse  Cliinoise.  J 

4  Walfz— "The   Klue   Danulx- "    Strauss. 

.1  Prelude — "  Lohengrin  "    Wagner. 

6  (a)  Fleurette.  } Ilerbert. 

(h)  Under  the  Elms  (Souvenir  de  Saratoga).  \ 

7  I.a  Jota  Aragonaise   Saiiit-Saens. 

5  Norwegian    Dances    Greig. 

9  Rhapsody  No.  2    Tiiszl:. 

FENDER  TESTS  TODAY. 


The    Kdipse   Car   Keiider   Co.    makes    tlic    I'lillowinL'   :niriii c 

nient: 

"There    will    be    |)ra(-li(al    lesls    ami    ilcnionsiralicpris    d     lln' 

eltl<-ien<-y    of    the    Ki-lijiKc    life    guard    today    .-it    12;li.' 11    :iii.l 

at  Ti-.O'i  p.  ni.  Not  a  man  or  a  dummy  bnl  a  nnmlii'r  of  riiiii  will 
stand  in  front  of  an  electric  i-ar  moving  at  various  s|m<iIs  fidiii 
."i  to  IS  miles  ]iiT  hour  anil  allow  the  Kcliiise  life  gnanl  willi 
which  the  car  is  eipd|i|ii'd  to  strike  them  and  pick  them  np.  I'lic 
idace  is  on  Ilandllon  St..  ncai-  the  Hudson  Valley  Kleclric  Uiiil 
way  Station,  just  h.-ilf  a  block  sonlli  of  the  fJrand  I'nion  Hotel. 
All  visitors  lo  the  convention  .-ii-c  iiivilcil  In  lie  pri-scnl  and 
witness  any  or  nil  of  these  lesls." 


SCHEDULES  FROM  ALBANY  AND  TROY  TO  SCHENECTADY. 

The  .Hcherieclady  Itailw.-iy  Co..  wlii.-li  has  extended  tin-  conr 
IwlcH  r>f  Its  various  lines  and  divisions  lo  the  wearers  of  con 
ventlon  badges,  nnnonines  Hie  following  schedules  on  Hie  .\1 
bany  S<-lieiiectndy   line,    and    the  Troy  Schenectady    line: 

Cars  leave  .Mbany.  ,\o.  21  Stale  St..  for  Scheiicclady,  at  7:l."i 
II.  in.,  and  every  .'Kt  inlniileM  tbereaflcr  until  9:1.'.  11.  m.:  then 
every  l.'i  iiilniiti-s  nnlll  9:1.1  |i.  111.:  Iheii  every  :V>  minutes  niilll 
12:4.'  n.  in.  The  "  ScheneiMaily-.Mbany  Llinlled"  leaves  on  Hie 
even  hour  from  1<l  a.  m.  to  9  p.  111..  making  no  slops  after  leav 
liig  the  city  llniltH.  Cars  leave  'I'lov  from  the  T'nlon  Depot 
for  Si-heiiectndy  at  7:1.'  a.  m..  and  every  :V)  minutes  then-after 
nnlll  12  III.:  then  every  l.'i  nilnntcH  nnlll  9:)."i  p.  m.:  then  every 
:ui  nilniileM  until  12:45  a.  m. 


lion.  .\.  K.  Colvin.  president  of  tlie  Hudson  Valley  IJaihvay 
Co..  besides  giving  his  personal  attention  to  the  linaueial  and  to 
some  i<(  tile  opcniting  departments  of  the  road,  is  actively  in- 
Icrcsliil  in  a  iiiniiber  of  oilier  enterprises  of  momeut  and  lie  holds 
iii.-iiiy  oiliri  s  of  Inist  in  coiiinicrcial  and  financial  institutions 
bolli  ill  Ills  native  cit.v  of  (lions  Falls  and  elsewhere.  Ho  is 
president  of  tlie  Hlcns  Falls  Trust  Co.,  of  the  Empire  Heal 
■■".state  &  Theater  Co.,  of  the  Glens  Falls  &  Lake  George  Plank 
Koad  Co.,  and  of  the  Il:ii-ris  Safety  Co..  of  New  York.  He 
established  and  developed  a  lai-.se  printing  and  publishing  house 
with    lieaiUiuarlers   at    Glens    Falls:    he    was    an    organizer   and 


A.  n.  L'or.viN. 

lirsl  vice  president  of  Hie  Coniiiiercial  I'liioii  Telegrapli  Co..  now 
iiielmlcil   ill  llie  Pos1,-il  'I'eicgi-aph  Cable  Co.:  .-111  organizer  of  Hie 

I  iiil.'d     Press    Associalioii.    .•nid    one    of    (1 rganizei-s    nl'    llie 

r.npli-'s  National  I{iiiil<  ul'  S.iih1.\  Hill.  \.  Y.  Mr.  Co!\iii  has 
also  been  proiiiilleiit  polidially,  ami  lie  lillril  lor  I  wo  leniis, 
daling  froni  .Ian.  1,  I.SIM,  Hie  ollic-e  of  treasiirei-  of  llir  stale  of 
New  York.  He  was  a  delegale  lo  the  first  nalional  repniilic.-iii 
conveiil'on  which  lioniinated  William  M(-Kinley  for  Presideiil. 
,'iiiil  I'oi-  a  iiiiiiiber  of  years  represented  his  eonnt.v  In  repiib- 
liiaii  sl.-ile  eonvenlielis.  lie  is  a  vic-e-president  of  Ihe  New  York 
Slale  SIreet  Hallway  ,\ssoi-ia(ion.  In  addition  to  his  street  rail- 
\\,iy  eoiineclioiis  at  (Jleiis  I-'.ills  Mr.  Cidvin  is  vii-e-president 
Mild  a  large  slocklioliler  of  Hie  Niag,-ira,  St.  Calliarines  & 'roronlo 
i;,-iilway  Co.,  of  SI.  Calliarines,  Oiil.  Mr.  Colvin  was  born  in 
IN.'iS.      lie  makes  his  lie.-idi|iiiii-|eis  III   lileiis   I'alls.   N.   V. 

»  »>  t» 

LOCAL   CflMMITTEES. 


lv\l'i;i;i'AIN'M10\T    CO.M.MITTIOi;. 

lion.  .\.  1;.  r.ihiii.  riiainiiaii;  rrrsicleiil  Hudson  \.-ille,v  K.-iil 
way  Co..  anil  \iic  I'resiileiil  Niagiini.  SI.  Cal  liafiiie  .V;  Toronlo 
l(allw.-iy    Co..    Glens    I'-iills,    N.    V. 

Hon.  .luliii  W.  llerlierl,  I'lesiileiil  .Niagara.  SI.  C.-il  liariiie  A- 
•roi-iinio  i;.iilu:i,v  Co..  \ice  I'l-esiilc-iil  lluilsoii  Valley  lt;iihvay 
Co,.    .\rw    \ork. 

i;il;;:ii-  S.  I'assill,  General  Siipl.  Iiiiled  'I'r.'ielion  Co.,  .\lbany, 
\.    >■- 

W.  .\l.  .Mcl'-arland.  .\i-liiig  \iec  I'risiilriil  WesI  iii^-lioiisi.  lOlec- 
nil-    \    .Maiinfaeliiring    Co..    Plllsbiirg.    I'li. 

G.  Tracy  Hogcrs.  I'res.  Miiigli.-iiiilon  l!ail«:iy  Co..  Uiiigliaiii 
Ion,    N,    V. 

Hon.  George  10.  Green.  \".  I'res.  I'.iiiirliaiiilnii  My  Co..  Itiiig- 
liaiiilon,    .v.    V. 

Hon.  .1.  Leslie  llees.  I'res.  I'oiiihi.  .Inlinslown  ,V  Glovcisville 
Ky.    |- hi,    \.    V. 

lliTliiil  II.  \ii  el.iiiil.  I'lis.  Iiilerurliaii  SI.  U'y  Co.,  .\ew  Vorlt, 
.\     ^ 

Kdwaril  G,  Comelle.  \  I'-e  I'res.  Syracuse  Kapld  Tniiisll  ll'y 
Co..   Syracuse,   N.   Y. 


■.so 


DAFLY  STRF.IiT  RAILWAY   RIIVIEW. 


(Sekiai.  No— Vol..   XIII,   No.  8  a. 


T.  .1.  NIrliiill.  \  111-  I'liv.  Kuril. si. ■!■  li'.v  I'll..  ItiM'lii-Htcr,  N.  Y. 
.liiiiii'B  (>.  Ciirr.  Sih'j-  Si'lii'iii-<'t;iil.v  IJ'y  Co..  Si-liciu'rliuly,  N.  V. 
TlioiiiiiH    U.    Klu-li.    Sii|il.   of   SrliiKils,    Siiriitii;;.'!    Siirlii){«.    N.    Y. 

iM;<i;i"ri(i.\  co.m.mi  ri'i:i:. 

Hull.    .\.    r.    I\ii:i|i|i.    I'i'i'siili-iit    \'lllti);<'  of  SiiriiliiKn    SpiiiiKH. 
■  lull.    ICiIkiii*   T.    linirkctl.    Sliilf   Si>iialiir. 
\V,    .M.    I'rolKisro.    ^V<■sllllKllllllsl'   KliM-llir   Co. 
.1.    U.    I.dVi'Jii.v.   IIi'iii'i'iil    Kli'ilrir  Co. 

C.    K.   'riioin.'is     I'l'i'slili'iit    Itiisliii'i'S    .Mi-m's    .V.ssoi'IiiIIiiii. 
Ciil-IWiili    II.    I.cwIk.    I'olli'i'   Ciiiiiliii.x.sloncr. 

II.    I..    Wiili'i-liiiry.    Cliiiinii.'iii    Hoard    of    Dlrcrlors    l!ii!<liii'>s 
.Men's   .Vssiii-ialloli. 

.loiiatliiin    .Marshall    Colroril. 

I>.    C.    Morlarta,   Cliainniiii    Sti I    ami    Walrr  CoiiiiiiIhsIoii. 

Iff.   Amos   C.    Iticli. 


FORMER  CONVENTIONS. 


.Mrs.    .\.    K.    C.ilviii. 
.Mrs.   ^^■.   .M.    I'roliasro, 
Mrs.  .1.   IJ.    Lovcjoy. 
Mi-s.  r>.  M.  Ml  rarlaiiil 
Mrs.   I>.  C.  Morlarta. 
Mrs.  C.    H.    TlioMias. 


i..\i>ii;s-   liiocKiTioN   i-o.\i.\in"ii:i;. 

Mrs.    .\.    I".    Kiiaiip.   Cliainiiaii. 

.Mrs.  I'.    .\.    Hiiril, 

Mrs.  r.    I!.    Kiu'il. 

.Mrs.  .1.   M.  Colii.iil. 

.Mrs.  II.    I'",  'riionias, 

.Mrs.  11.    II.    Vroi'laiiil. 

Mrs.  .\mos  C.    UU-li. 


i;.\iiir.rrs  ctt.M.Mri'iioio. 

1'.    .M.   Cipzzi'iis.   Cliairiiiaii. 
.M.    K.    V.rrii.y.  W.  H.  Kildy, 

W.    S.    ItiilifrlsoM,  lOliiirr    K.    Dlirkci-. 

i.\iiii;m.\iio.\   (d.m.mi  irioi;. 


\\'.  L.  'riioin|ison, 
I'.    A.    Itiiril. 


I'.   M.    W'alirlmry.   Chalriiian. 
I'.   .1.    l!ossi"'iiii 


K  •!  »!. 


PROVIDENCE  FENDERS 


'I'lu'  cxliiliil  of  Ihi'  Coiisolidali'il  Car  l''i'iiili'r  Co.  oriMi|iii's  loiio 
si|.    n.  of  Hour  spare   III   tlie  iiiain  ronri   anil   the  coiiipaiiy   lays 

SI iai  eniiihasis  on   the  faet   that  this  exhibit,   as   iisnal,  is  I  lie 

largest  anil  linest  c.ir  fender  exhiliit  shown.  Tlie  Coiisolidali'il 
l''end<T  Co.  feels  juslilied  in  referring  to  the  rroviileiiee  Feiiili  r 
as  "the  old  relialile,"  anil  tlie  staleiiielil  is  made  with  |i.iidoii 
alile  satisfai'tion  lliat  the  I'rovidenee  deviee  was  iilaieil  on  llie 
market    ei^hl    years   a^o.    and.   althoiurh    sinie    tli.il    lime    iii.iiiy 

lenilers   and    life    jinarils    have    lieeii    Inonfihl    mil.    I  lies mli 

heralded  so  called  life-savliif:  deviees  have  emiii'  and  have  ■_'iiiie, 
lint  the  rr.ivideiiie  fender  ^oes  on  in  the  same  nlil  way.  saving' 
life  and  liiiili  nniler  all  eoiidilions.  day  in  and  day  out.  in  stormy 
weather  and  in  fair.  Sinie  its  ineeplion.  tiie  Consolidaleil 
Keiider  Co.  has  .sold  an  a;.'^re;;ale  of  alioni  l.'i.Odd  feiider  eiinip- 
meiits  to  over  227  eleelrie  railway  eoiiipaiiies. 

The  e.xliiliit    this  year  eoinprises   liie   fiiIlowin(r: 

.Model  ••  A  "  Fender,  designed  for  use  on  open  or  iiioderalely 
iiinh  ears. 

Model  •'  U  "   Keiiiler.   for  ilosed  or  low  ears. 

Model  ••(''■  Fender,  espeeially  adapted  for  city  ears,  either 
hl^li  or  low.  Has  frood  earryin;;  eapaeily  and  Is  the  latest  iiii- 
proved   type  for  allronnd  serviee. 

.Model  "h"  Fender  for  larjie  siilmrlian  and  iiileriirhan  i-ars. 
This  type  is  Iniilt  extra  lieav.v  and  is  ehiliiied  to  he  strong 
enough  to  piek  lip  a  horse  nr  euw  withoiil  injury  to  fender  or  t'l 
aninial  striiek. 

.\ll  rrovldeiiee  fenders  are  iiitereliaiiKealile  from  one  end  of 
the  ear  to  the  other  and  from  one  ear  to  another  of  the  same 
general  type.  Fenders  ean  lie  transferred  from  end  to  end  In  a 
few  seconds'  time  ami  withont  the  iiso  of  tools  of  any  kind. 

The  exhibit  also  Ineliides  samples  of  the  Camphell  snow 
broom:  the  Millen  ear  step  lifter:  and  fend<  r  parts. 

The  roiisolidated  Car  Fender  Co.  Is  represented  by  Col.  A.  C. 
Woodwortli,  Geo.  II.  IloUingsworlh,  and  E.  C.  Hall. 


A  li>l  III  ilie  ellles  where  tlie  Aliii'rleiiii  Sli'eel  liallway  .\kko- 
'  lalioii  eoiiveiilloiiK  have  lieeii  held  and  of  the  presldiim  ollleerH 
Is  as  follows: 

liiisloii .M h     Merrill  .  IKS'J 

Chieaco II.    II.    Mllell    IHS:! 

.\i  w  York William  II.  Ilazzanl I8.HI 

SI.  l.oniM •Calvin  S.   UlehiirilH   ISST. 

( 'Ineiniiall Iiilliis  S.  Wiilsli   IRSli 

Ihilailelphla •Tl Ills    \V.    .Vekley    18«7 

\Vashlii|.'loii Charh's    It.    Holmes    1888 

Minneapolis Ceorge    If.    Kerper    18811 

liiilTalo Thoiniis    l.owry    ISitO 

I'itlslnirs Henry    M.    Watson    18!»1 

Cleveland lohn    rj.    Holmes    18112 

Milwaukee I».    F.    I.oncslreet     ISfK! 

.\tlaiila Henry   C.    I'ayiie    ISiW 

.Montreal loel    llnrt    18!>5 

SI.  I.oiiis II.    .M.    I.ittell    ISiMi 

.MaKara  Falls Itobert     .MeCnlloeh     18!I7 

Moston \lbloii   K.   I.aii«   18!».S 

Cliiea«o C.   S.   Seijteant    1899 

Kansas  City I.  M.  Uoa<-li IfKiO 

.New  York Walton   M.   Holmes   liHIl 

llelroil 11.    II.    \  leel.-iml    ]i«l2 

Saralowi  Spring's lere  C.  lliileliins  l'j(i:i 


•  lleieaseil. 


.\  list  of  tile  lilies  where  Ilie  Streel  Railway  .Vii'iMintanls'  As- 
siMi.'iiiiin  has  held  nieeliiii.-s  .iiiil  Ihe  presiding;  otlieers  is  as  fol- 
lows: 

Cleveland '.Morris   W.    Hall.   Chairman 1.S97 

Nia^'ara  Falls C.   N.  DnITy.  Viie-l'resident   ].S!I7 

I'ostoii II.   1,.    Wilson,   I'resiileiit    18'.I.S 

Chiea^'o I.  F.  Calderwood.  rresident   l.S'.i'.l 

Kansas  City C.   N.   DnfTy.   I'resident    T.hmi 

.New  York W.  F.  Ham.  rresidenl   1901 

Kelroit 11.  C.   Maekay.   rresident   I'.m2 

S:iialoi;.i  Siiiiiiijs.  .  .  .    Henry  . I.  Iiavies.  T'rfsideiit    1!>0;; 


*  Deieased. 


'CONSOLIDATED"  CAR  HEATERS. 


rile  Ciinsolidaled  Car  Ileatiiifi  Co..  of  .Mliany.  has  prejiareil 
an  iiili  resliii;;  exiiiliil  \\  lileh  is  well  worth  insjieetion.  Thi're  is 
sliowii  a  panel  to  wliiih  are  allai-heil  tlie  lompaiiy's  standard 
ilesiL'iis  of  panel  and  eros.s-seat  healers,  tojietlier  with  its  various 
types  of  ie;rnlatiii«  switiiies  and  i-nloiils  for  eleetric  heater-; 
in  servii-e.  'I'liere  is  also  exliiliited  tlie  special  heater  which  the 
ciiiiipany  is  liiiiliiin;:  lor  Ihe  liilerlioroiifih  Hapiil  Transit  Co., 
.New  York,  in  loiiiieclion  with  the  railway  compauys  order  for 
I2.ii.Ml  heaters. 

.\nother  feature  of  the  exhibit  is  two  speii:il  he.iters  de- 
sijined  during  the  past  year  — one  a  single  coil  heater,  the  other 
double  coil,  having  the  connections  so  arranged  that  the  ter- 
minals are  brought  out  at  one  end  of  the  easing.  These  heaters 
are  especially  designed  for  use  under  cross  seats.  They  are 
very  readily  installed,  there  being  none  of  the  usual  ilitTieulty  in 
bringing  lead  wires  around  the  heater.  Still  another  part  of 
this  exhiliit  lomiirises  a  special  truss  plank  heater  in  position 
on  a  model  section  of  car,  showing  the  space  available  for  this 
type  with  tlie  orilinary  cross  seats  as  furnished  by  various 
conipanies. 

The  company  is  represeiileil  at  Ihe  convention  liy  Franeis  C. 
iJrceii.  general  manager:  Mr.  Hawle.v  and  Mr.  Keys,  of  tlie  New 
York  otlice,  and   Mr.  Ileiinembonrg.  of  Chicago. 

F.  U.  Billlieiiuer  i.s  conserving  tlie  interest  of  the  Kinnear 
.Manufacturing  (>>.  at  the  convention.  This  company  makes  the 
well-known  Kinnear  steel  rolling  doors  and  shutters. 


5TH  Ye-u!,  No.  i-Sept.  2,  1903]              DAILY  STREET  RAILWAY  REVIEW.  581 

THE  WESTERN  SPECIAL.  Charles   A.    Hall.-inl,   uoasmw    Miiyiiotir    iMiuiiuiu'iil   Co.,   Clii- 

•  f.'iiiii. 

A.   T.    Ivalas.   iif   Haihvay    Aiipliaiu-cs   Cd..   riuraj;(>. 

XeJii-Iy   IWi  i-lii-tiir   i-.iihviiy    iiuni   ami   stivet   railway    siiiiply-  w.    u.    n,,iiliaiii.   of    Kiic-krye    Klrrli-ii:   Co.,   ami    .l.-iiuliis    lOloc- 

iu«ai  airiveil  last  evi-iiiiig  on   a   spiiial   train   over   tlio   Wabash  ,1.,^.  ^'u. 

auil  West  Shore  roails.   which  left  Chicago  at  o  p.   111.,  on   .Moii-  'I'lionias  <i.  .M.iiill.  ,ir  Cliira.^o  nilirc  nf  .Viueriian   I'.raUe  Sliu.' 

iltiy.      St.   Lonis   and    Detroit   ears   were  addeil    to   the   train   at  ,y.    i.-omuiiy  Co. 

Detroit.      Among    the    passengers    on    tliis    train    were    tlie    I'ol-  Uoland   I.,   .Morley.   son  of  \V.   K.  Morley. 

lowing:  It.    !•;.    r.elkiiap.   assistant    sales   agent    I'eiuisylvaiiia    Steel    Co. 

F.  \V.   -Me.Vssey,  anditor  Koelcford  A:    Intenn-I)aii    Uailway   Co.,  .i,,!,,,   w    CmiUi'.  general   western   passeiiijef  agent    West    Slmfe 

UtK-kford,  111.  K.iilinad   <o. 

\V.    K.    -Morley,    viee-president    ami    general    manager    (iiaiid  ( lioige  I'l-ederiek  l!ool;e.  I'eoria,  III. 

Kapids.   tirand   Haven   *:   .Mnskegon   Ky.  S.   1'.  .Metiongli,  of  Chieago  otiiee  of  Coiitinnons  Kail  .loiiil  Co. 

L.   K.   .Myers,  general  manager  I'eoria   A:    I'ekin   'rerniinal    Ity..  1  >.  .1     Kvaiis.  Chieago.  reiiresenling  I.oi.iin  Sli'el  Co. 

anil    Vineyard   Tark   iind   Topeka   Uailway   Companies.  II.  C.  lldlleway.  assisl.int  eiigiiieer  M'eliei-  Kaihv.iy  .luint   Manti 

James  1".  Morristni,  snperinteiideiit  and  m.isli'i-  meilianii'  Soiitli  I'aeltifing  Co. 

Side    Klevatitl    Itailfoad    Co.,    Cliieago.  Kilgar  S.  Xetliei-eiil,  eliief  eiigii r  i'aige  licii  W'niks.  Cliieago. 

Il4imer   .Me.Niitt.    San    Diego   Kleetrie    Uaihv.-iy    Co..    San    Diego,  n.    i.\   '['ale,    wesleiii    iiiaiuiger    .National    Coiidiiil    .V    Cable   ('o. 

t.al.  .lames  W.   I,.\(uis.  i-ein-eseiitiiig  tlie  .\  His  ( 'Iialitiei's  t 'o. 

Uieh.-ifil    Mi'Ciilloeh,    assisl.atit    genei:il    maii.-igei-    Cliieago    City  Ceerge    S.    Itigelow.    of    r.iilway    liepail  iiieiit    ('liieago    X'aniisli 

Ry.  c... 

C.   N.   Dtlffy.   eotnplroller   liitertifban   Slfeel  Kailway   Co.,   .New  Walter    I!,    Temiiletuii.     presidi'iit     Ti'miilelun,     Ki'iily    ,V    Co., 

York.  1.1,1..   Chieago. 

Harvey  B.  Fleming,  snpefiiileiident  of  li-.-n-k  and  elei-trieal  ile-  n.   T.   Bigelow.   Cliieago.    I'epfeseiitiiig    ll.-ile   .V-    Killmni    Maiitt- 

IKirtmont  Chieago  City  IJy.  failnring  Co. 

.lohn    11.    Camlin,    secretary    atid    Ifeasiirer    l''rei>piiit    Kli'itrie  William    11.    St.ire.    sitiieiiiileii<leiil     Kailway    .loiiiii.il    .V     I,tt- 

Uailway  Co.,   Kockford,   111.            .  biie.-ilitig   Co..    Cliiiago. 

.1.  A.  Trawiek,  uninager  Little  lioeU  i.\ik.l   Uailway  \-   ICleetrii:  l^'reileriek    It.     rii'isim.      Detfoit.     fesideiil     iiiaiia.u'er     N'.ilion.il 

Co.  I, ,..■!, I   C,l. 

U.    W.    Itailey,    sn|ierinteudent   of  overl d    emislrmtion    Kast  ||.    |.;.    Ovi'fstreet,    general    m;iLi.-igef   Clim:i.\    Siijiply    Co..    Chi 

St.   l.ouis  iV  Suburban   Uailway   Co.  e.'igo,  and  son. 

W.  .\.  Rennett.  eiigiin'er  of  nniintenanee  of  way  KasI  SI.  l.oiiis  Ceorge    Weston.    \  iie  iiresidciit     Chicago    lOiigitn'cfing    \-    ('on- 

*;  Snbiirban   Uailway  Co.  stimtim;    Co..    and    Mis.    Weston. 

.lohn  T.  Ilnntingtoii,  giMicral   manager  lOlgiii,  .Viiroia  A:   Sonlli  c     |t.    lOnsty.    r)etroil. 

em  Traction  Co.  W.  .1.   CimUe,    vici'-presideiil    McCiiii'e  Jlaiiiil'arlm-iiig   Co..    Clii- 

.loseph    Knen.    master    mechanic    East    St.    I,<)iiis    &    Siiliinbaii  cag.i. 

Uailway  (.'o.  lOniest    II.    Noyes,    manager    Cliieago    ollire    I'illsbiii'g    Kedur 

I'.  U.  Henry,  amlitor  St.  Louis  Transit   Co.  lion   Co. 

K.    .1.    I'ratt.    snperintemh'iit    of    motive    power    Sotitliwesteni  \,   c.    Ken-.m.  i-ity  passenger  and   licliel    agent    W.ihasli    K.    1!.. 

.Missouri    KltH'trlc    Uailway    Co.  Chicago. 

11.    M.    Siegfrieil.' gein-r:il    m.-imiger    .\tcliisi.ii    Itailway.    I.iglil  lOIliiilt    Lairat   KiM'ran,  Chicago. 

&    I'ower  Co.  .1.   v.   10.  'riliis.  vice-president  and  seiTctary  (larloii  Daniels  Co. 

.illchael  (>■  Urien,  nnister  mechanic  Chicagt.  City  Uy.  ,1.    <;.    .\|,..\ii,  imel,    president    and    livasufer   Atlas    Uailway    iii; 

T.   .M.   Kllis.  general   manager  Uoekford  A:    Intertirban   Uailway  Siipply  Co.,  ami  .\lis.   .McMicliael  .•iiid  Miss  Itogi'rs.  of  Chicago. 

Co..  Uoekford  \-   Uelvlilere  Ittillway  Co..  ami   Uoekford    U.iilway.  i-:.    .1     rielzeker.    Slaml.iril    Cmlcigroiiiiil    Cable   Co..    I'itlsbmg. 

Light  &    Power  Co.  .Miss   .\iiiiie   1'.   Wiley,   New    York. 

.Vndri'W  Christ,  jr..  auditing  de|i!irlinenl  Chicago  City  Uy.  .\iilliuiiy   II.    Melzehtar,   I'.alllc-  (reck,   Midi. 

W.  A.   Smith,   general   manager  Omaha   Stt-eel    U.-iilway   Co.  \\  .    w,,ith    Heard  and    Mrs.    Iteaiil.   St.    Louis. 

Will    Niilt.    gelH'ral    snperinlendent    liockfnrd,    lii'loit    »V    .Lines  (; ■;;,.  |!.  l,',jster.  Cliieago.  repri'senliiig  Unllock   Klcctiic   Man 

ville  Uailroad  Co.  nfacliiring  Co.    and   Wagner  Kleetrie   Mamifaelining  Cii. 

.1.   /,.    .Mnrphy.    mastir  1 Iiaiiic   I'nion  'I'racli 'o..   Cliic.-igo.  Codfrey    II.    .\tkiii,    manager   Chieago    eilUce    lOlcclric-    Storage 

.lohii   Crant.   general    manager   St.    l/onis   Tiansll    Co.  ILitlciy    Cii. 

II.   .\l.   Sloan,  g -ill    manager  Caliimi-t    lOleclrh'   Uailway   Co.,  .1,    11.    I'.irsliall.    wcsleiii   agent    Hall   A    Wooil    Co..   Cliictigo. 

Chicago.  Cliarles    K.    Knickerbocker,    lirillin    Wheel    Co..    Chic-ago. 

.1.    .1.    King,    ■inpi'rintemlent    San    .\iiloiiio    Sti t    U:iilway    Co.  William  D.   Uay.  Wesliiiglionse  Traction   llrake  Co.,  Nimv  York, 

■|'| as  U;iiley.  Cliii-ago  (icneral    Itallwiiy  Co.  Mr,  .1.  li.  While,  of  .1.  •!.   While  A-  Co.,   1 Ion  and   New    \i>yU. 

I'eler  Sinilli.  of  I'eter  Smith    Heater  <'o,.   Delroit,  is  .il  liiiiling  the  eoiiveiitloii 

.1.    M.    Callagher.    manager    Chic-ago    bijiiicli     MaycT    c,V     I'.ng  m? 

Iniid  Co.  Tlie    National    Carbon    Co,,    of    Clevclancl,    (»..    is    cxliihiliiig    its 

rrc<l    A.    I'lnir.    western    rcprc'scntaijve    Wc-ber    Uaihv.-iy   .loint  v.-irloiis  styles  of  carbon  bnislics.  iiiicler  dirccli f  N.  C.  Cola- 

.Manuraclurlng  Co.  l.jsli.  sales  inaiiagei-,  .•isslsled   by   K,    K     Mi.U.-y. 
Arlliur  S.  rarlrldge.  of  St.  I-onls. 
K.  F.  Wlikwire,  of  Ohio  lirass  Co.,  .Miinslleld,  O.  • 

K.  F.  Kirkpalrick,  nninager  Mcltoy  Chiy   Works.  Ura/.ll,  Ind.  '''i''    " ''orn    I'rng    A-    Chemical    Works,    of    Cliieago.    Is    rep 

Harold     U.     WHson,    Chicago,     n-|presentlng     Stanley     Klcclric  fesenled  by   Uobert    I'.  Carr.   vii-.>  prcshh'iit  and  gc-ncral  maimgcr: 

Maiiiiracliiring  Co  William    H.    McA'liker.   second    vice-president    :iml   I'aslciii    mana 

U.  II.  KenL  nnimiger  Alias  Uailway  Supply  Co,  >-•'•'•■  '""I  '•'""^  \\'-  ■"'I'oar.  of  the  Cliic.igo  oilic,..     Tl mpanys 

W.   It.   Carton,   preshl.-iit     ami     Ireasnrer     W.    U.    Carton   Co..  exhibit  space  will  b.-  ntlliziMl  mal.ily  for  icc-,. ,  prnpcscs.  and 


•f  *>  r 


<  'hlciigo. 


evervO(nl\-    will    be    i'ordiallv     welcome 


II.  15.  .Miliolt,  wcHtern  tnaunger  SIrei't  Uailway  .loniiial.  I?  »?.  tf. 

Arthur  Uenzel,  of  SI.  U.uIh  ollh f  .Valh.iial  Lead  Co,  ,,,,„.  ,t„||„,„y  Appllames  Co,,  of  Chh.igo,  Is  n.aking  a  general 

M.  A.  Iterg.  of  Torler  .V   Iterg.  Chl.ago.  display  of  railway  devices.  Including  Slanworal  ear  steps,  ear  fe- 

nilo  W.   niiofT.  ..f    Walls  .V    llhofr,  SI.    LoulH.  I,l„ .„    ,.,,.      ,,■,„.  ,,„,„,„,„,.   |„  represented   at    th veiitlim   by 

.lohii  K.  KIrlred.  Jr..  re|.r.-senllng  .N.  A.  ClirlKlenseii.  Mllwanki^e.  Fred.TleU  HndhrThood  from  lln-  New  York  ollh,..  .\nllioiiy  Kalas 

Walla. c    Fraiikllu.    manager    Delroll    ollice    of    WeHtlnglioiise,  f,.,,,,,  n,,.  ciileago  olllce,  and   I-!.   II.  Syniliiglon,   who   has  charge 

Cliurch,  Kerr  &  Co.  of  Iho  jcniriml  box  dc.pnrtim'iiL 


■.S2 


DAILY  STREET  RAILWAY  REVIEW. 


[Sewal  No— Vol.  XIII,  No.  8  a. 


THE  ST.  LOUIS  NO.  47  TRACK. 


'I'lu'   St.    I.iinis  Cnr  Cn's.   I'xiillilt    IiicIiiiIi>h   ■   of   Iih   No.    IT 

tnu'k.s,  whii-li  Is  llliistnitiMl  luTcwItli.  tncfllii-r  with  live  of  It.- 
htyli-  Ht'iils  mill  ail  iiiv  linidllKlit.  both  of  wlilcli  lutlrr  wciv  <li- 
siTllic'd  iiiiil  llliiHtrntiHl  III  till-  ■•  .Stroi't  Knllwiiy  Uevlow "  for 
.ViiKiiHt.  Tlio  No.  47  truck  iiiiiilc  hy  llils  i'oiii|iaiiy  Ih  In  uho  on 
iiiiiiiy  i>lc<>trlf  riMiiIs,  iiK-lii(l|ii|.'  lIu-  St.  UiiiIh  ,V  Snlmrlmii  Uiill 
uiiy  Co..  Mtllc  Itii.k  Tnirticiii  A:  lOli-ctrU-  Co..  Iii-troll  rnlii-d  |{y  . 
■  .oiilsvllli-  Kiiilwiiy  Co.,  lIciMiiiioiil  Ti'iii-lluii  <'o.,  niiil  llic  Cimiii 
mill.   .Mllforil  &   I.ovcliiiiil  Trai'tliin  Co. 


Till'.  ST.  I.uli.s   Nu.  47    lilt  CK. 

Tin-,  truck  lia.s  a  sliort  wheel  ha.so  (4  ft.  li  In.),  which  Is  ilc- 
sl/incil  to  make  the  roiiniliii!,'  of  curves  cashT  lo  save  power  ami 
rtnluce  the  wear  of  both  wheel  ami  track. 

The  ilesit'ii  iiermits  the  car  hoily  to  be  li\iii^'  linv .  tljiis  I'ai-ililMI 
IliK  I  he  liiailiiit'  ami  iiiiliiailiii;;  of  iias.ueiifiers.  II  is  of  the  swill.;; 
bolster  ly|ie.  with  ellii>lic  sprilijis  on  each  end.  The  bolster  is 
hiins  from  rigid  truck  frames,  wliii-h  are  supported  on  spir.il 
springs  over  the  journal  bo.xes.  and  has  I'ud  springs  to  cushion 
the  end  play.  The  frames  an-  of  cast  steel,  machiiu-  litted  to  llu- 
angle  iron  end  frames;  being  machine  litted,  no  trouble  is  canscil 
by  loo.sening  of  bolts,  a  iioiiit  not  to  lie  oveiiooki'd  when  cniisidc:- 
Ing  the  vibration  a  truck  in  city  service  has  to  undergo.  The 
rraines  diice  together,  slay  logether  and  will  iiol  r.-itlle  to  piecis. 

STERLING-MEAKER  CD'S   EXHIBIT. 


The  SliMling-Mcaker  Co's.  exiiibit  is  a  very  conipreheiisive  oiii'. 
comprising  |iractically  all  tiie  articU's  wliicli  the  company  iiiaiin 
factures.  These  incluilc  the  Stirling  safi'ty  brake,  the  Sterling 
sand   bo.\,   the  Sterling  fender,   the  Sterling  rcgistiM-s  liiicludin^ 


Tin:  STi:i!l.lX(!    NO.  ,■•  licit :\I<  t'.VSI' 


.Nos,  1,  ;{.  :,.  1;,  7  and  the  portable),  tlie  Sterling  Irolley  base,  llie 
Sterling  seat  baik  buffer,  the  Sterling  regisler  littiiigs.  the  Ster 
ling  brazing  torch,  the  Karll  trolley  retriever,  the  Trojan  trolley 


.atcher,  coiidnetors"  puiiclieH,  register  cord,  hand  bold  slropH, 
~l>llcliig  plIerH,  Irolley  tape,  etc. 

The  company  Iiiih  recently  embodied  lis  .\o.  5  register  In  a 
round  case,  na  shown  In  the  ncconipanying  Illustration,  and  now 
-iipplles  this  reglsti-r  In  either  round  or  si|iiare  form,  as  desired. 
.\tlentlon  Is  also  calUil  lo  the  No,  <;,  lis  latest  and  best  doiilib- 
register, 

'I'lie  newest  register  mad.-  by  the  SterlliigMeaker  Co,  is  the 
No.  7,  This  Is  a  single,  round  register,  and  Is  thought  to  be 
iipial  If  not  superior  to  any  otiier  single  register  e.\cept  the  No, 
."..  The  Sterling  trolley  base  was  described  anil  Illustrated  In  tlii' 
■'Street    Itiillway   Itevlew  "  for  May,   IJKi:!, 

EXHAUST  HEAD  OF  UNUSUAL  SIZE. 


We  prescnl  herewith  an  illnslratlon  of  a  :t(!-ln,  exhaust  head 
made  by  the  Sterling  Hlowcr  Ac  I'ipe  .Manufacturing  Co,  for  the 
Spriiigiield   iMass,!   Slieet   liailway  Co's.  new  power  house,   and 

which  was  1 eiilly  delivered  at  Spriiigiield.     This  oxlinust  head 

is  7  ft,  t;  III.  Ill  iielght  and  C.  ft.  .S  In,  In  diameter;  It  Is  made  of 
licivy.  giilvaiil'/eil  sheet  steel  iilates.  riveted  and  soldered. 


MOtWACTURED  BY 

SMINGpWtRSPIPtMFCCO 
HARTFORD,  COKH, 


:;i;  i.\.   i;.\ii.\i  .sx  iiiiAD. 

The  Sterling  company  is  also  building  two  of  these  :M!-ln. 
exianst  heads  for  tic  new  power  liiuise  of  the  Itliode  Island 
Siiliinbmi  Uailway  Co,,  of  I'lovideme.  K.  I.  The  address  of  the 
Sleriing  Iflower  ,V  ripe  M,iiinl',ul uring  Co.  is  .■■•.V.K)  lliiyshope 
,\vc,,    ll,nir,,i(l.   ('(Mill. 

•f.  If  »>. 

The  llalc  .V  Kill. inn  MMinil:iciiiiiin;  Co,  h..|s  a  novel  exhibit  of 
np-loclale  cir  seats  anil  inarciial  which  will  be  found  on  the 
main  coriiilor  ailjoliiiiig  the  hotel  ilining  room:  its  exliiliit  space 
covers  J,-iil  si|,  ft.  The  repiesentatives  of  the  coinpany  who  are 
ill  .illiiiilance  ar.>  II,  T,  Bigelow.  of  Chicago,  and  A.  V.  Old  and 
S.   .\    Walker,  of  .New   York  City. 

Kngeiie  .Miiii.sell  *;  Co.,  and  the  .Mica  Insulator  Co..  of  Chi- 
cago, are  represented  at  the  convention  by  C'haiies  K.  Coleman, 
of  Ihe  Chicago  office.  Charles  W.  .lelTerson,  managi-r  of  the 
Sciicneciady  branch,  is  also  in  attendance, 

'I'' •1'*    I".    I'aiey,    ,-.:!    Slate    St..    Mostoii,    dealer    in    railroad 

eiiuipment  and  supplies,  was  among  the  early  arrivals  at  Sara- 
toga, Mr,  Carey  has  no  exhibit  of  his  own.  but  the  following 
comiianies  which  lie  represents  as  general  sales  agent  for  tin- 
snow  plow  department  have  their  own  exhibits:  .Tohn  Steplien- 
soii  Co,,  Beuiis  Car  Truck  Co.,  Wasou  Manufacturing  Co. 


3TH  Year,  No.  i— Sept.  2,  1903.] 


D.MLV  STREET  R.MLW.VV 


:\iE\V. 


583 


FUEL  OIL  AND  OIL  FURNACES. 


Auioii^  till"  iiiiiny  prolileiiis  tliiit  li.ivi'  t,i  \iv  .-iiilvi'il  h.v  llir  op 
erjitiiij:  olHrinl  nuiii'  is  iinni-  I'.xiirtiii;;  tli.iii  llii-  iii:iiiilfiiiiiu'<>  of 
pqnipiiieiit.  ami  ill  tliis  110  snliiiriliii.-Ui-  inut  ol'tlir  iciiaii-  plant  is 
iiiiiri'  iiiiiiiutant  tliau  llu-  Mailisniitli  simp.  Oil  I'uriiai-i'S  have 
lijnirttl  proiniiii'iitly  in  tfaiisfoiinin:;  tin-  ill-ki-pl  lilaiksiiiilh  slioii 
of  yesterilay  into  lln'  wcll-nnli'ivd  simp  of  today.  With  tlu'  iiilio- 
(luctiuu  of  forgiiis  mai-liiins.  power  liaiiim,'i-s.  Imllilozois.  oti'.. 
nuuh  that  was  formerly  liaml  worU  eaiiie  to  lie  done  on  iiiaeliiiies 
and  it  was  found  that  with  coal  or  coke  tires  flie  material  icmlil 
not  lie  heatiHl  fast  enonKh  to  permit  tlic  iiiacliiin's  lo  lie  run  In 
their  capacity.  t->il  fnrnaces  were  then  introdiio'd  for  this  class 
of  work,  residlins;  in  an  increased  mitptit.  sometinu's  as  fir.'.it 
as  .'{tHi  per  cent. 

I'liel  oil  has  Ion;;  1 11   rcro^nizcd   .'is  possi  ssiiia   iiniiy   ailvaii- 

tajres  over  coal.      It  contains  more  enerfiy  II  an  an  einial   wciy;lil 
of  any  other  material  that  exists  in  lar^'e  qii.-nitiliis.     CdiilMiniii;; 


perfect  I'cuiUiustiou,  as  evidencetl  l>y  tlic  satisfactory  perform- 
ance .if  a  luimlier  of  its  welding:  heat  furnaces  now  in  use  for 
wcliliuu'  miles,  small  foryinfjs.  etc.,  in  wliich  tlie  material  has 
til  lie  li;niilli'cl  viM-y  raiiidly  and  in  a  perfectly  heated  furnace.  It 
is  rm-lliiT  ilaiiucd  fur  tlic-  I'cryiisnu  furnaces  tliat  they  are 
eciiii.iiiiii  ,\l  in  Ihe  coiisumptiou  of  ftiel;  material  is  lirou^ht  to  the 
r.i|uiicil  tiuiperalurc  in  a  lu'rfectly  heated  furnace  and  in  eou- 
I'litiiin  III  lie  li;imili'd  III  the  best  advant;if;e;  no  material  is  lost 
liy  faulty  lical  treatment:  no  machines  are  kept  iille  waitiUK  for 
healed  m.'iterial;  no  time  is  lost  liriUfiinjr  coal  or  coke  to  the  llres. 
clcaniim  tile  lire  or  removing  aslies;  the  time  of  tlie  iiu'ii  is 
wholly  niveii  1(1  tlieir  work;  tlie  furnaces  are  designed  to  do  a 
eciiain  class  of  work  and  do  it  well  —  to  heal  the  mateiiai  .-ind 
not  the  simp  or  men;  ill  other  words,  to  make  a  condition  .as 
nearly   ideal  as  possilile, 

Diirint:  tile  past  Ihrce  years  l''ci-,misiiii  oil  riiiiiMces  have  lieen 
installed  in  the  simps  of  ."id  railroails  ami  are  said  to  have  formi'd 
the  fiiiaiace  equipment  of  all  the  modiM'ii  railroad  simps  hiiiit  in 
tile  p,-ist  l«(i  years.  'I'wii  of  the  l'"erj;'US()ii  furnaces  are  iiisl.illed 
in   the  new   shops  of  the  Chicasi)  City   Ity. 


SUN    lijj.    1  rilN.M'IO, 


no  aslies.  every  portion  can  lip  hnriied  to  produce  heat.  Knel  oil 
coiitaliiH  from  IIMKHI  to  •Jl'.IKUl  H.  I.  11..  and  all  that  Is  necessary  Is 
to  Mupjily  this  fuel  with  air  in  hucIi  jiroportion  as  will  resiill  in 
lirini;lnK  toKether  the  ri^lit  lirojiortloii  of  Ihe  pises  at  the  liu'ht 
time  to  olittiin  perfect  comliiiHtlon.  If  this  Is  aeciimplislnd,  we 
hiiv*-  a  fuel  that,  whereas  ItH  llii'orellcal  elftcleiic.v  over  emil  is 
only  ■».">  per  cent,  yet  It  has  a  ealorille  value  more  than  dn  |i  r 
cent  Krealer  llian  liltuinlnoiiH  roal.  Oil  contnliiH  little  or  no  sul- 
phur or  phoKphoriiH  to  attack  the  metal  heated,  nor  with  perfect 
'TuinliiiHtlon  Ih  the  inetul  injured  In  any  way  liy  lielnK  heiiti-d, 
Ksiiecliilly  for  mieh  work  an  weldlnt'.  the  perfect  coinliiistlon 
and  aliHoliitely  clean  lire  made  possilile  liy  the  use  of  11  liipiid 
fuel  hIioiiIiI  reconiineiid  II. 

AniouK  the  ninny  typi-M  of  oil  Inirnini;  devices  wliich  Imve 
liei-n  placiHl  on  Ihe  iiiarkel  ilurini.'  the  past  few  .years  there  Is 
one  M.viileni  of  oil  fiiriiaceH,  Ihe  '"  l''eri;u»oli,"  thai  IniH  iiiany  new 
fitltiireH.  chief  of  wliii-li  is  that  Ihe  oil  Is  not  atonil/ed,  liiit  Is 
Hlinpl.v  lirouKht  Into  coiiililnatlon  with  11  i|iianllty  of  o  yueii,  or 
fan  hhiKt.  rnrtlnl  coiiiliiii<llon  tiikiH  phiee  and  the  hydro-carhoiiH 
liiirn  on  their  way  up  n  vertical  eoiiiliUMtlon  chaiiiher.  and  on 
reiielilni:  the  top  eotiililne  wllli  a  further  supply  of  air.  when 
perfect  coiiiliiiMtlon  hIioiiIiI  result.  'I'lie  oil  and  air  Hiipiillew  are 
liidepeiidi-iit  and  under  tin-  control  of  the  operator,  ho  lliey  can 
he  reKiilaled  to  a  iih-ely,  'I'lii'  iiiaker  of  Ihe  KerKIINoii  oil  fur 
liai'cM.    the    Hallway    .Materials   I'o..    of   riilciiiro.    cIiiIiiih    to   olilnln 


THE  WATSON  AUTOMATIC  FENDER. 

W.  'I'.  Walseii,  .if  .Newark,  X,  .1,,  maker  of  llie  Wnlsiui  niilo- 
Miatie  feiiilei-  Mild  wlieel  yuard,  wliieli  wfvr  deserilied  and  illiis 
liateil  ill  III.'  "Street  Uaijway  Review  "  for  .\iiKUsl.  persiiiialiy 
supervises  Ids  interesliiii;  exiilhll,  »  liieli  emisists  of  a  full-slzeil 
fender  lilted  lo  a  car  platform  liiiill  rm-  llie  purpiise,  ami  sliow- 
liu;  all  iletalls  and  manlier  of  o|ieralioii.  The  anlomatlc  wheel 
iriiard  Is  tilso  exiilliited.  .\  siiecial  catalog  has  lieen  compiled  liy 
.\lr.  Watson,  to  lie  dislrilillled  at  the  coin  eiilloii.  Mr.  WaLson 
advises  us  that  he  has  received  a  iiiiiiilier  of  liii|iiirles  aneiit  Ids 
prodiiets  hotli  in  this  country  ami  In  ICurope,  ,'iiid  that  he  now  has 
consideralile   lOnropean    liusincss    [11    siuiil. 

"  *  " 

THE  VAN  DORN  &  DUTTON  CO. 

The  \iin  Horn  .'i,-  liiilluii  To.  and  llie  \','iii  liniii  I'lllinll  i<'.lecli'le 
Cn..  of  Cleveland,  e  hllilt  lonelher  as  usual,  llie  I'liiiiier  iiiaUlii); 
a  dlsiilay  of  Its  well-known  track  cleaners,  which  are  sl.indanl 
oil    over   'ItUl   electric   roads,    and    also   hIiowIiik   a    line    of     open 

lieiirlh    steel    ifears   anil    liaiiimered    steel    pinions.       Tl leclile 

eoiepiiny'H     exhllill     Incliides     cumiiinlators,     and    nr line    miiiI 

Held   coIIm,   which  are  widely   kimwii   for  their  excelleeei'. 


5S4 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No.— Vou  XIII,  No.  8  a. 


BALL-BEARING  TROLLEY  BASE. 


Ilif  liall  Im'iiiiiik  irnlli'.v  Imsc  wlilcli  Is  uuiilc  liy  ll:c  Di'linii 
Tn.lli'y  &  MiiiinriU'liiHiiK  »'•>•.  """I  wlili-li  Is  slmwn  In  thf  ii<'(hiiii 
luiiiylii);  llliislriitUiiiK.  is  mi  cxlillillioii  iit  simci-  N'o.  38,  uiuJn- 
illicctiuii  of  W.  S.  Mclioiitilil.  Kfcri'liii-y  of  the  coniiinny,  wlm 
will  lit"  1)Ii'iis<mI  to  niiswcr  all  (HU'Sllmis  iici-liiliilng  to  tlie  (levlcc. 
Tills  liaso  Is  luailf  of  n  spi'dal  niii  of  lianli'iuMl  cast  Iron.  Willi 
iHd  si'ts  iif  BiHmVfs  to  alTiinl  nirrways  fur  lin.  solid  sti-fl  balls. 
It  Is  iIcslpiiMl  III  i;lvr  Mil-  niaxiiiinm  anioniil  of  liori/.nnlal  lli'xl 


SECTION    OK    UASK. 


liillly.  so  as  to  onablc  the  trolU-y  wlu  I'l  to  follow  easily  any  vari 
atioMS  In  tlip  alignment  of  the  trolley  wire.  Hy  the  nse  of  liall 
hearings  frirllon  Is  reiluii'il  to  .1  iiiiniiinini.  Iioth  on  llie  tr;illey 
pole  anil  on  tie  wire. 

The  company  i-lainis  for  this  ileviie  an  assnreil  saving  in  wear 
of  ovir::eail  roiistrnetion.  saving  in  wiar  of  trolley  wheels,  sav- 


PAHTS    dl''    HAI.LItKAUI.Ni;     IKOI.I.KY     IIASK 


Ing  in  poles  and  saving  in  enfonod  stopping  hy  reason  of  tlio 
wheel  leaving  the  wire,  it  heing  further  claimed  that  with  this 
liase  the  wheel  cannot  leave  the  wire.  It  is  made  of  the  hest 
materials  and  is  believed  to  be  practically  indestructible.  It  is 
in  practical  operation  on  over  ;i(iO  roads. 

In  conseqvience  of  the  growtli  of  its  business  the  company  has 
found  it  necessary  to  equij)  a  new  plant  for  tlie  manufacture 
of  its  trolley   base  and   other  street  railway  suiiplies. 

UNDER-FEED  STOKER   GO'S.   NEW  CATALOG. 


The  Under  reed  Stoki  r  Cn.  of  America  has  jnst  issued  a  new 
catalog  descriliing  and  illustrating  the  .lones  under-feed  system 
of  mechanical  stoking.  It  is  an  e.vceplionally  tine  e.xemplilica 
tion  of  the  art  of  catalog  making,  and  contains  4.S  pages,  ilxlU  in., 
Xi  pages  being  illustrated.  The  descriptive  matter  and  the  lUus 
(rations  ai-e  on  opposite  pages,  and  each  page  is  tinted  with  :> 
delicate  shade  of  green,  with  a  1-in,  white  margin.  The  reading 
type  is  double-leaded,  a  neat  tllled-in  letter  being  used  for  tlie 
captlon.s.  \  striking  feature  of  the  compilation  is  the  ab.seiiie 
of  test.s  and  testimonials  and  all  n-ferences  to  jirodncts  of  com- 
petitors. It  is  a  clear,  concise  statement,  calculated  to  Interest 
the  steam  user  In  the  econouiU'al  possibilities  of  llie  .lones  sys- 
tem. 

Brietl.v  slated,  the  contents  point  out  the  uiiiisnal  advan- 
tages of  the  under-feed  method  as  .ipiilicil  in  the  ,Ioues  stoker,  by 
showing  what  it  is,  how  it  is  cunstrncled,  how  in.stalled  and  the 
niethiid    of    ii|ieration.     lugetlier     with    the    economii'.il      results 


clulnied  for  It.  In  slimming  up,  the  points  emiiha8lzed  are 
extreme  slmpllclly  of  coustriiclloii,  iierfwt  control  In  admission 
of  fuel  and  air  to  the  furnace  at  11  Itxed  ratio,  and  the  makeup 
•  if  the  retoiL  which  l8  deslgm^d  to  make  loss  of  fuel  Impossible 
miller  aii,v  circumstances.  It  in  also  pointed  out  that  the  .lones 
stoker  Is  an  excellent  smoke  preventer,  .\moiig  the  illuslratioiiit 
are  views  of  the  stoker  and  Its  parts,  showing  methiid  of  eipilp- 
nieiit,  etc.,  and  many  halftone  views  of  jdants  where  the  .ImieH 
stoker  has  been  instaUed. 

Tl  e  general  otiices  of  tiie  iiimpany  are  in  the  Miinpietle  Itidld- 
Ing,  Chliago;  the  eastern  ollice  Is  In  the  Hoard  of  'IVade  Kiillding, 
Huston,  and  there  are  luancli  oltlces  at  Cleveland,  Torolilo.  Mon- 
treal, riiiladelphia,  St.  I'aiil,  Denver,  rittsbnrg  and  Detroit, 


THE  HOWE  STEAM  SAND  DRYER. 


The  Howe  Manufacturing  Co.,  of  Scranton,  I'a..  is  exhibiting 
llie  Ilowe  steam  sand  drier,  which  was  recently  invented,  ami 
which  will  be  sure  to  interest  the  electric  railway  men  In  at- 
Iciiilance.  This  drier  Is  a  radical  departure  from  the  old  hopper 
.iiiil  stove  combination:  tlie  chief  featnie  comprises  layers  of 
steam  iiipes  .so  laid  that  all  cundeusation  ill  them  imiiiiiliately 
runs  ofT.  The  machine  will  take  one  car  load  of  sand  at  a  tlmo 
.Hill  after  loading  the  sand  into  the  hopper  It  Is  thoroughly  dried, 
screemil  and  made  reaily  for  use  without  reiiuirlng  the  services 
of  an  attendant.  The  idea  Is  that  a  car  load  of  wet  sand  In 
the  hojiper  ut  night  will  he  a  car  load  of  dry  sand  In  the  morn- 
ing. The  drier  does  not  heat  the  sand  above  212°  F.,  and  the 
tlow  of  sand  can  be  regulated  by  setting  certJiin  levers.  The 
capacity  of  the  drier  is  30  tons  of  ordinary  sand  In  12  hours,  or 
lid  tons  in  24  hours.  The  company  makes  a  10-ton  machine  for 
electric  railroad  use.  The  drier  is  so  sim|ile  in  construction  that 
il  call  be  iiLspected  and  deaneii  at  any  time;  there  is  little  or  no 
we.ir  to  its  parts,  and  it  is  well  built,  every  joint   lieiiig  tight. 

The  president  of  the  company.  A.  D.  Hlackinton.  will  be  pleased 
to  explain  the  drier  to  all  interested. 

*.  H  9 

SPRAGUE  FLEXIBLE  METALLIC  CONDUIT. 


The  lie.xiliie  iiirlaliic  c-oudiiit  iiiaiiul'actured  hy  the  Sprngue 
Kleitric  Co.  is  particularly  aihiptcd  for  car  wiring  .is  well  as  the 
wiring  of  buildings  where  thorough  protection  to  wires  and  in- 
sulation is  essential.  This  t.vpe  of  conduit  has  been  ordered  for 
the  electric  light  wiring  of  the  cars  of  the  Interborougli  Kapid 
'I'ninsit  Co.  of  New  York,  with  the  object  of  insuring  the  greatest 
possil lie  safety  to  passengers  against  lire  due  to  defective  wiring, 
.Mr.  Itryaii.  manager  of  the  Interborougli  Hapid  Transit  Co.,  in 
speaking  of  the  lire-proof  construction  of  the  new  cars  for  the 
sulnvay  and  the  ini|Hissiliiiity  of  the  recent  I'aris  accident  being 
repealed  in  New  York  says  "  the  wiring  for  lighting  the  cars 
Is  one  roof  away  from  the  iiassengers.  Two  small  wires  are  in- 
sulated with  asbestos  and  carried  in  conduits  of  Hexible  ma- 
terial." The  flexibility  of  this  conduit  is  su<-h  that  It  can  he 
bent  around  comers  and  over  obstructions  with  ease  and  It  re- 
quires no  more  strength  to  bend  it  than  is  reipiired  to  bend  a 
iiianilla  rope  of  the  s;iiiic  di:iiiieler.  Kor  this  reason  no  elbows 
:{>■>•  ici|iiiiecl  and  the  iiisiihitiiiii  is  icdiireil  In  llie  very  simplest 
I'lir'iii. 

*:  *>.  K 

U.  S.  ELECTRIC  SIGNAL  CO. 


The  I'nited  States  IClectric  Signal  Co.  has  reiiioved  to  a  new 
faclciiy  at  West  Newton,  Mass..  in  which  city  it  has  always 
been  locitiHl,  and  by  reason  of  increased  facilities  it  is  able  to 
siijiply  signals  very  promptly.  This  company  is  now  making 
.1  trolley  switch  adapted  for  high  speed  roads,  and  lias  coii- 
structtil  for  those  who  desire  thc^iii  a  signal  box  with  seiiia|ihorcs 
.It  the  side. 

The  comiiany  Is  represented  nt  the  iMiiiventlon  by  its  treasuirr. 
.lames  II.    Nickerson.  and  its  electrician,   Mr.   Knot. 


5TH  Year.  No.  i-Seit.  2,  1903]  DAILY  STREET  RAILWAY  REVIEW. 

TRACK   SCRAPERS    AND   SLEET-CUTTING    DEVICE.  NATIONAL  ELECTRIC  CO. 


585 


Tlio  Uoot  Ti-aok  Si-nipi'i-  Co.,  of  Kalamazoo.  Mich..  o.;hiliits  at 
space  No.  51  a  dill  line  of  scrapers  iiiaile  ti.v  it;  ami  011  the  siil- 
iiiK  set  apart  for  that  purpose  it  has  a  car  e(iuippe(I  with  its 
Xo.  '2  siiisie  scraper  ami  its  No.  5,  or  "  Kalamazoo,"  iloulile 
scraper,  for  the  pm-pose  of  giviiiK  a  practical  ilcmonstration  of 
its  principle  of  clearing  suow  from  the  tracks  anil  sroove  rails 
of  street  ami  interurlian  railways.  Two  of  the  compan.v"s  de- 
vices are  illnstrateil  lierewitli — the  No.  .j  "Kalamazoo"  scraper 
and  the  device  for  cleaninfr  the  third  rail,  the  latter  Ix'ins;  a  cum 
hination  scraper  and  sleet  cutter.  Koth  of  these  appliances  have 
met  with  consiileralile  favor  and  the.v  will  undoiil>1<Mlly  attrai't  a 
preat  deal  of  attention  duriugr  the  convention. 

The  "  Kalamazoo."  as  shown  in  the  illustration,  is  designeil 
to  dean  all  the  snow  from  between  the  rail-s,  and  !t  in.  otitsiile. 
throwing  it  each  way  from  the  center,  and  at  the  sam.'  tim?  it 
cleans  the  top  of  the  rail  and  the  groove:  it  is  further  desigm-d 
to  protect  the  motors  from  snow,  which  it  is  said  to  accomplish 
fully.     It  is  raised  and  lowered  by  the  same  device  as  the  single 


NO.    5    K.\I..\M.^ZIlll    S(I!.\l'i:ii. 


semper  ami  is  easily  handled  by  the  niiitcnni.iii  alniic.  Wiih 
this  s<-raper  the  company  claims  to  be  able  to  do  a  more  jiractical 
job.  and  to  clean  more  track  than  can  be  done  liy  a  sweeper,  as 
it  can  be  run  much  faster.  In  fact,  better  results  are  obtained 
when  the  car  is  moving  quite  rapidl.v.  if  the  pressure  on  the 
rails  Is  increased  correspondingly.  It  deposits  tin;  snow  far 
ther  from  the  track,  obviating  the  need  of  large  plows  to  clean 
up  the  hanks  thrown  out. 

The  sleet  cutter  is  believed  to  be  the  liest  device  yet  invented 
for  removing  sleet  from  the  contact  rail.  It  tlrst  breaks  the  ice, 
and  the  spring  shown  at  the  back  of  the  sleet-cutting  wheel 
scrapc-s  it  off.  Any  pressure  desired  can  be  put  upon  the  springs, 
and  no  matter  what  the  speed  the  lee  Is  broken  uniformly  and 
when  broken  Is  easily  removed,  as  the  company  proposes  to 
demonstrate  at  Its  exhibit.  The  springs  can  be  adjusted  to 
either  Iron  or  wood  shafts.  With  this  devic?  It  Is  guaranteed  to 
give  a  clean  rail  and  contact  at  less  cost  and  far  more  rapidly 
than  by  the  other  methods  now  In  use. 

All  the  scrapers  made  by  the  Root  Track  Scraper  Co.  arc 
opernto<l  by  the  motorman  and  need  no  attention  after  being  in 
position  to  work.  The  flanger  shovel  being  Independent  of  tlw 
main  shovel,  and  of  the  same  wlillli  as  the  mil.  follows  any 
de|iresMlon  or  elevation  of  the  rail  rcaflily.  being  always  on  the 
mil.  cvi'U  when  the  rail  Is  below  the  pavement.  'I'hi'  springs  arc 
of  the  best  fpring  Fleel,  oillemperccl,  and  warranteil  not  to 
bend  or  breiik  for  one  .year.  The  blades  or  shovels  are  also  of 
a  high  grade  rif  spring  slecl  and  II  is  alnmsl  Iniposslbli'  In  lireak 
tlicni. 

K.  .v.  Ilool.  manager  of  the  coiiipan.v.  Is  In  lOiargc  of  the  i-x- 
hHiit,  with  an  able  corps  of  assistants. 

Till-  ciiiiipany  Ik  rllHtrlliiitliig  a  new  fiilalog. 

Ktttt 

The  Curtain  Hil|iply  Co.,  of  Chicago,  engagcil  a  IimiiI  decorator 
In  arrange  IIn  exhilill  corner.  In  like  manner  as  for  the  Cai' 
lliillderH'  convention,  which  was  recently  liehl  at  Saratoga 
KprlngH.  Tile  company  Is  showing  several  new  devli'CH  I  his 
year. 


The  National  Electric  Co.,  of  Milwaukee,  successor  to  the 
Christcnsen  Kngineering  Co.,  decided  not  to  have  an  elal)orate 
exhiliit  this  year,  but  to  show  simply  a  I'diuplete  Clu'istcnsen  air 
lirakc  eciuipmeut  in  operation,  and  possibly  sonu'  small  models  of 
an  air  brake  equipment.  This,  togetiiiM-  with  pliotograplis  ,-iiul 
catalogs,  lumiirises  the  (Utile  exhibit. 

Those  wlio  it  is  expected  will  represent  tiie  company  at  the 
conventJon  are  the  following:  S.  W.  Watkins.  president,  and 
It.  r.  Tell,  vice-president.  Milwaukee;  F.  C.  IJandail,  manager, 
ami  ihe  fidlowing  salesmen  and  engineers  of  tlie  air  lirakc  de- 
partment; .1.  II.  Denton,  .1.  T.  Cunningham.  .Joseph  Dixon,  .Ir., 
.1.  D.  Maguire,  New  York:  AV.  W.  Power.  W.  H.  Goble.  Thila- 
delphia:  H.  N.  Ransom,  C.  N.  I-eet,  Cleveland;  S,  I.  Wailes, 
Cinciiui.-iti;  .1.  .1.  Nef.  Chicago;  .1.  S,  H.'iinlin.  St.  Louis;  W.  .\. 
(irar.tcn.  San   Francisco.     .\lso.   I'",  I,.   Iiul<-liiiisiiii.  iii.'iiiagcr  cicc' 


Itoiri- 


iMi!i,\.s'i-iiiN  .>J<'i;.\i'i:i;  .\Mi  si.icioT  itt'I'ioh. 


Irical  sales,  Milwaukee;  C.  <i.  liurton,  electrical  sal's  depart- 
iin'iit.  Chicago;  W.  L.  Waters  and  Cliarles  D.  Kiii^xhl.  engiueers, 
.Miiw.iukec. 

*!.  «!.  »> 

THE   PITTSBURG   REDUCTION   CO. 


The  I'ltts'.urgh  Reduction  Co.,  of  Pittsburg,  I'a.,  Is  repre- 
sented at  the  convention  by  the  following  gentlemen:  Arthm- 
V.  Davis,  geud-al  manager:  Alvah  K.  Lawrle.  general  sales 
agent:  William  HoopL'S.  electrical  engineer:  S.  K.  Coll)y  and 
W.  K.  Darby,  of  the  New  York  oHIce:  .1.  II.  Finney,  of  the 
Washington  oflicc;  E.  II.  Noycs,  of  the  Chii-ago  otHce;  .lames  A. 
KMlliiirnrd  and  C.  M.  Harris,  of  the  Cleveland  olllce:  Percy 
II.kIl'cs.  .iC  Ihe  Roston  office,  and  A.  S.  Vane,  of  IMiiladelpiiia. 
'I'lie  i'om|iaiiy's  exhiliit  consists  of  .'i  wire  <lr:i  wing  inacliinc  I'm' 
(b'.'iwiiig  aliiiiiiiinm  wiri>,  (lie  iwsl  nl'  ils  space  lu'liig  iiscil  I'm- 
i-ccr|iliiiii  purposes. 

*f.  *.  *r. 

PENNSYLVANIA  STEKL  CO. 


The  I'l'iJiisylvaiiia  Slecl  Co.  is  reprcsciilcil  al  III nvciillnii  by 

lis  various  agents,  as  folhiws:  II.  F.  Marlin  and  W.  ('.  Cmitz, 
l'hlladcl]dda;  .1.  C.  Millei',  SI.  Louis;  U.  C.  Iloirmaii.  liallliiiorc; 
«'.  W.  Relnoi'hl,  Siei'ilon.  Pa.;  A.  K.  .\eliy  and  .lohn  Clarkson 
.lay.  ,lr..  N<'W  York;  It.  E.  l(-lkiiap  and  ClilVord  .1.  lOllls.  Clii<>ago; 
Charles  S.  Clark,  llosloii.  .\Imu,  (icorgc  W.  Par.sons,  snpeiiMleiid- 
ciil  frog,  switch  and  sigmil  d(-p.'irliiicMl.  and  C.  .\.  .Mdi'ii.  I'ligl 
iiccr  of  Name  dcparlmeiil.  of  SIcclloii. 

Till'   company's   exiiibll    Incliiilcs    an    mnsihI  iih'IiI    of    1 Ids    ol' 

frog  Mild  swili-h  material  ami  II  Is  ex| led  l<i  sliovv  sumc  newly 

UeslgntHl  special   work. 


5S9 


DAILY  STREET  RAH.WAY   REVIEW. 


(Sekiai.  No— Vol.  XIII,  No.  8  a. 


HIGH  SPEED  INTERURBAN  TRUCKS. 


'I'lir  I'crkliiiiii  .Maiiiiriii  liirlllK  I'o..  of  KliiKHtiiii.  .V.  Y..  iiiiil  .\f« 
York  Cll.v.  Is  iiii'i'ilii):  Willi  (tiii'lf.vl'il.'  mi<<->-Hi  In  It"  wnrk  nf 
iiila|>lliii:  Ilii-  .M.  (°.  U.  truck  In  clirlilr  riillwn.v  work,  and  llii- 
riiiiiimii.v's  iiliinl  ill  KIliKSlmi  is  lillrd  Willi  unliTS  fur  .\l.  ('.  II 
Iniiks  III  III'  iiM'il  nil  si'vi'i'iil  iirniiiliii'iil  llili'i'iii'l  all  mails  in  ilils 
riiiiiilr.v. 

'I'hr    I'l'ikliaiii    M.    i '.    U.    iniik    No.   M>   Is  iiT  r.vlni    slrniii;  inn 


phili-  KOssrtK  inr  liiait-si  liy  uinrliliic  IiiiiiimI  IioIIs  ilrlvoii  Into 
iiiai'liilii'  I'i'aiiiril  liiilcs.  Tin-  rnriirr  Kiissi-ts  toKi-tliiT  W'ltli  lhi> 
ri'iiirr  iii>>'t'tH  ail  ns  liratcH  wlilili  elvc  Kri'al  stri'iiKtli  ami  pri-- 
vi'iii  nn.v  li'iiili-iiry  to  narpliiK  nr  p'tiini:  nut  uf  allKunifUl.  Willi 
■  i>,^  In.  a.\li'  anil  :i:Mii.  slirl  timl  wliiids  Ihi-  triirk  ni'lchn 
Iii.."iill  III.  Till'  ran-yliii;  lainnliy  Is  .'iii.iKiii  lb.  p t  Iniik  nr 
lini.i  III)  III.  iii-r  iiiilr. 

« iiiniiu   llii'   lil^li   s|ii'i-il    liiiiTiirliaii   I'li'i'lrlr  mails   wlili-li    have 
:i<lii|ili'il    l'rrkl:aiii    IiIkIi    s|iiril    liilrnii liiii    trurks    may    liu   ineu- 


l'i:cKll.\M    .Ml.    Ill    M.    C.    I!.    TUITK. 


siniiliiiii  ili'slKiiciI  fur  llir  liiKliisl.  spii'ils  in  I'lnlric  railway  prar 
till'.  It  l:iis  tlif  ri'rkliaiii  |iiitriil  riiiiiliinatinli  sidn  riailU'S.  eoii- 
sistluK  of  a  romi  Iiiatinii  willj  iwu  i'i|iialiKiii^'  liar.s.  iif  a  i-iMilnr 
truss  fraiiii'  rigidly  siriiii'il  in  tl;i'  pi'dri-lnls  and  in]!  fraiiii's. 
fni'iiiiiiK  ail  "rxtia  sliniit;"  iniisirui-iimi.  'I'liis  rniiiliiiiatinii  i.-s 
drsi^lii'd  III  ^ivi"  a  lUuilili'  faclnr  nf  sal'i'ly.  as  tlii'  inili'i-  fiaiiir 
ainiu'  is  Miltirii'iitly  ^lrllllfr  to  larry  the  weight  nf  the  lar  willi 
mil    till'  aid    nl'  dniildr   i'i|iiali/.iii'_'    liars    wliiili    aiv  arr;iiif.'rd    mi 


tiniiril.  aiiiiiliK  many  uIIhts.  ilir  .hi.ksnii  A:  ISalili'  Cii'i'k  Trnrtlou 
I'o.;  Il!i'  SyiarliM'  A;  .^uliiirii:  Daiivilli'.  rrliana  A:  ChaiiipalKn: 
Washinf;ti'ii.  Hajtiiiinri'  A;  .\nnaiinlis:  Lake  KrU'.  Hnwliiic  Cri-t-n 
vV  Xaiiiilinii:  'I'lipiUa  A-  Viiicwnnd  I'ark. 

Till'  I'll  kliiiin  Maiiiilai  mrili.s;  Co.  was  iicriitly  lallrd  upon  to 
di'vilnp  a  spi'iial  Inirk  Inr  fli-vatid  mwIh'  and  this  is  known 
,is  till'  I'l'i-kliaiii  M.  C  H.  Nn.  -10  trunk,  or  the  "  Hrooklyn  Spi'i'lal". 
Mii'l  till'  (niniiany  las  lirili  dm  in;;  tlii'  jiast  yiar  nr  i.s.  iinw  liiiilil- 


I'Kl'KIl.VM    Ml      ri;   .\1.    I'.    1!.    THICK. 


I'arli  sidi'  nf  till'  iH'di'vl.i's.  Tlii'  Iraiisnm  I  a  is  am  llliii.  IniH' 
ancli's  st'iuird  rijiidly  In  llii'  tnp  fi ami's  and  to  tlin  ocntt'r  anli 
linrs.  Till-  ti'p  fiaiiirs  and  transom  lars  am  rigidly  spcuri'il  In 
eai'li  nthnr  by  a  oonti-r  slnnl  plati-  siissrt  wlilrli  makes  a  ritfid 
ci'nti'r  brail-  that  pri'vi'iils  tin  trunk  fmiii  ^.tIIIiik  nut  of  siiiiam. 
Tlu>  top  frami's  c.xli'iid  nrnuiid  thn  trunk.  'I'lin  end  sni'tlnlis  am 
of  nnKle  lar  sliapo  lirmly  si'curcd   to  tho  sldn  liars  and  corucr 


iiiir  iIKii  liiicks  nl'  this  type  fill-  nli'vati'd  snrviri'  in  Hrnoklyn. 
ri'is  trri  k  firnws  clnM  ly  U  n  lini's  nf  tlm  M.  ('.  K.  No.  4(!  type 
and  Itas  reckliam  patent  inmliiiiatloii  side  frames,  speelal  steel 
linlsti'i'.  speiial  tnp  franie  anil  reikliain  tli'xible  mntiir  suspension. 
With  .•Ct-iii.  wlirnls  and  ."in.  axles  tile  truck  weighs  III.IHIO  lb. 
and  llie  carrying;  caiiacity  nf  each  truck  iwiih  a  safety  factor 
nf  slxi  Is  411.11(111  lb.,  or  !<ll.iiii()  lb.  per  car. 


5TH  Year,  Xo.  i — Sept.  2,  1903.] 


DAILY  STREET  RAILW-aY  REVIEW. 


581 


All  of  the  Peekliam  M.  C.  B.  trucks  arc  pquippcd  with  the 
Taylor  non-ihatterinR  brake  liaugor  iuvcntod  by  R.  C.  Taylor. 
M.  K..  of  the  Brooklyn  Heiphls  Hailroad  Co. 


•  **^^np  <»* 


T.WI.Olt    lUSAKK    lIAMiKlt. 

The  IVikliaiu  Mamifartiiriii!;  Co.  annonnrcs  thai  it  lias  buib 
at  its  Kiu;.'stoii  shops  a  tlioiouglily  uii-to-iiati^  spring  plant  aiii 
is  now  prepared  to  furnish  both  spiral  and  elliptic  springs  of 
all  kinds,  iiualily  guaranteed  to  be  eipial   to  the  best. 

COLUMBUS  STEEL  ROLLING  DOORS. 


The  accompanying  illustrations  show  a  geiiif:il  view  ami 
details  of  the  steel  rolling  doors  luade  by  the  Coluiiibus  Steel 
Itolling  Shutter  Co..  of  Columbus.  O.  These  doors  and  shutters, 
which  may  be  readily  adapttnl  to  any  building,  whether  new  or 
old,  have  been  very  largely  api>lied  to  car  barns,  freiglit  and 
round  houses  and  warehouses,  anil  are  in  many  instances  used 
ff)r  elevator  openings,  partitions  and  windows,  lieing  inechaiii 
<nlly  strong  as  well  as  tirejiroof.  Mr.  Teter  Kbner.  of  Columbus. 
who  has  had  an  extended  experience  in  the  niannfailure  of  sucli 
ilevices.  has  invented  a  new  form  of  slatting  wbicli  is  iisimI 
exclusively   by   the   Colundius   Steel    Kolling    Sliiittcr   Co.     II    is 

::;:3_;zT_'.7.i.-.r;i:±3: 


space  and  head  room  which  these  doors  occupy  affords  addi- 
tional storage  room  ou  valuable  floor  space,  and  allows  for  use 
the  total  height  of  opeuiug  when  ceilings  are  not  iiigh  enough 
to  accommodate  solid  vertical  lift  doors.  It  is  pointed  ovit  tliat 
the  small  cost  for  maintenance  and  repairs  counterbalance  tho 
first  cost  of  iustallalion. 

In  addition  to  being  lireproof  doors  of  this  type  avoid  tlie 
liability  of  accidents  such  as  often  occur  with  large  swinging 
doors  due  to  wind  or  other  causes. 

The  illustration  shown  is  a  construction  aiiopted  for  use  in 
freight  depcjts.  wareliouses,  shops,  factories,  elevator  shafts  or 
ear  sheds,  Tlie  cast  irou  brackets  which  support  the  shutter 
coil,  and  the  grooves  at  the  sides,  in  whicli  the  door  moves,  are 
secured  to 'tlie  face  of  the  wall  by  expansion  bolts,  log  screws  or 
tlu'ougli  bolts  according  to  the  class  of  building,  iSprings  within 
the  shutter  coil  counterl)alance  the  weight  of  the  shutter. 

The  ('olumbus  Steel  Rolling  Shutter  Co,  has  exliibit  space  No. 
4S1/;  at  fill'  cuiivention.  where  its  representative  will  lie  pleased  lo 
I'Xpl.-iin  llic  special  features  <if  these  d<Kirs  and  sliiitters  to  all 
ivliii  lire  iiilcj'csli'il.  Catalogs  and  samples  of  slatting  Will  be 
iiiailiil   ii|iun  ;(|i|iliratiiiii  to  tlie  compan.v  or  any  of  its  agents. 

»>.»£«( 

OHMER  FARE  REGISTER  CO. 


Three  features  of  tlie  Ohmer  Fare  Register  Go's,  exhibit  call 
for  special  mention  —  its  No,  3,  No,  4  and  "  Latest  "  registers. 
The  No,  ;!  register  lias  safety  locks  and  conductors'  identitiea- 
lion  keys,  wliich  are  printed  with  eacli  register  record,  Tlie 
,\'c].  I  register,  in  addition  to  all  the  features  of  No,  :'.,  is  i\<-- 
signed  to  register  and  indicate  12  different  dassilieations  of 
fares,  jiriiit  the  number  which  have  been  registere<i  at  the  end 
of  eacli  half-trip,  and  give  to  the  company  a  complete  record 
of  each  aiW  every  transaction  as  to  the  time  and  how  it  oc- 
curred. 'I'lie  '•  Latest "  register  is  adapted  for  city  lines  for 
two,  three  oi-  four  cla.sses  of  fares.  It  is  so  constructed  Unit  it 
can  he  oiierat<'d  from  the  rod  in  the  car  used  with  any  ordinary 
regisier.  .Mild  with  this  register  the  cord  is  dispensed  with. 

The  ohiiier  I'"are  Register  t^o,  is  represented  at  the  conven- 
liiiii    li.\    ,li>liii    I'',    ohmer,    vice-president   and   general    manager; 


irri^t: 


rriJ~-'rrr,":i._l-j,.,j 


'jjlAW 


feidi. 
s'rw:!,  iiiiiiit     ciPi.iMiu  s  s'ri;i:i,  ik.i.i.im:   siii'I'tku  CO. 


m 


:35 


r:t3 


jrrj 


staled  that  experts  have  pronounced  Ibis  slaHIng  tin-  sliffest, 
yet  most  flexible  ever  prixluced.  The  liiluilar  form  of  the  hinge 
anrl  the  alistnce  of  the  slmi-|i  bends  are  the  spei'ial  features  of  its 
■  tesign.  The  small  lieail  witlibi  tin-  large  barrel  of  tlie  pivotid 
biUKe.  combined  with  the  tubular  nhape,  are  Inteniled  lo  produce 
great  NtlfTueHH,  reHlHlIng  wind  pressure  or  other  stress,  and  to 
make  a  Hpecieii  of  roller  bearing  to  reduce  friction  to  a  mint 
iiiuni,  obviate  wear  of  eonlaei  surfaceH  and  prevent  Jamming 
apart  of  the  slalN, 

Till"  shape  Ik  hucIi  I  hat  there  an-  no  pocki-ls  or  riHcsses  for 
Hie  a<-ciinimulatlon  of  water,  snow  or  dirt  and  this  prevents 
ruHlliig  out,  premnlure  decay,  and  I'loggliig  of  Joiiits,  All  doors 
and  nhiillerH  are  counterlialaiiced  by  iiieaiiH  of  a  Hjilral  spring 
within  the  xhulter  roll,  so  they  may  be  i|u|ckly  and  easily  rolled 
and  remain  In  any  desired  poHltloii.  Kvery  shutler  the  (VdumbiiK 
company  piiln  uimn  the  market  has  Ihe  theoretical  tension  of 
spring  carefully  computed,  and  before  the  deHlgns  are  executed 
lo   the   ahopK   each   irpring   in   I'arefully   tested.     'Hie   small    floor 


.1,    II.    Stedmau,    secretary,    and    Walter    K.     IlimiHiii.     M.     M.ii' 
donalil.  II.  A.  lOekerl  and  C.   \V.  Kelteiiiaii. 

THE  LUDLOW  SUPPLY  CO. 


,\ii  I'XhilplI  which  will  he  sure  to  alliail  iMinslderahle  alien 
tlori  is  that  of  Ihe  Ludlow  Sli]iply  Co.,  of  Cleveland.  A  feature 
of  Ihis  exhibit  Is  a  "Cleveland  "  Irack  drilling  maelilne,  with 
electric  motor,  which  Is  In  operation  at  all  limes.  The  company 
has  drilled  with  this  machine  repciileilly.  In  the  ottlce,  ^^^\u. 
holes   llirough   "Dili,    rail    In    from   :;i)   In    lo   seconds,   and    under 

lakes    to   do   the  same    thing  at    II iiveiitloii.      The    coiiipany 

also   exhibits   pneunialic   hoists,   pneumatic   pit   Jacks   and   olhcr 
devh  c.s  of  liiteresl  to  electric  railway  men. 

The  represenlallvi'H  of  the  company  who  are  ]ireseiil   are  Col, 
\V    1;.   Ludlow,  E,  S,   Ludlow  aud  J,  H.  Ludlow. 


689 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XlII,  No,  8a. 


MONSTER  ELECTRIC  LOCOMOTIVE. 


Wlinl  is  lu'llevi-il  i«>  1m'  the  moRt  powerful  Ineuiuollvf  in  lln- 
worlil  I1118  Just  iK'i'ii  liiillt  by  tlic  tlfiicriil  Kloclric  f'o.,  lit  Sclu'iii'i-- 
IikI.V,  fur  till-  Biiltlliiiil-c-  >'(:  Olilii  l(iillro;iil  Co.,  for  iini-  in  Its  tlliitiil 
iiiulcriioatli  till-  rit.r  of  Htiltiiii<>i-i>.  Tills  Iciouinotlve  is  (<i  liaiil 
nil  till'  fri'lKlit  InilHo  of  tlio  Knltiiiiori'  &  Olilo  wiilcli  iiiisscs 
tliroiiKli  iliillliiiiiri-  aiiU  wiii  operiili-  over  liio  xiiiiiu  si-dioii  :t  1  'J 
iiiiltti.  iis  tilt'  present  electric  locouiotives  Imllt   ii.v   tiie  (ieiieriil 


srnde  of  1  1-2  per  cent  nt  10  miles  per  hour  with  corrcBpondInK 
higher  speed  on  lighter  gradm.  This  required  a  locomotive  with 
iilipro.vliimlel.v  KK)  louH  on  the  drivers  iind  the  entfiniHTs  of  the 
ileiieriil  ICIertrle  t'o.  dtH-lded  thiit  the  most  priietleHlile  selieuie 
WHS  to  I'liild  all  artli'Ulated  iocoiiintive  eonsislini;  of  two  roni- 
pli'li-  Kit  toll  units  operated  toKetlier  as  one  ioeoniollve  iiv  means 
<•!'  till'  .spniKne'Ci'iieral   Kleilrlr  iiiiilll|>le  unit   I'liiitroi. 

i'liiler  pnii'tiial  operating  I'lindltions  the  motors  are  designed 
III  iiialiitaiii  llie  service  hourly  riinnlni;  loaded  up  tiie  Krade  and 
leturniii):  ll».'iit. 


Electric  ("o..  and  wliitli  liave  Im'i'Ii  in  siiiiissl'ul  upi'iatiiui  for  tlic 
tiast  eight  years. 

The  specilicatiiins  fur  this  inaihim'  calleil   for  an  elecliic  lorn 
motive  capable  of  handling'  a  l.."i()l)  ton  train  including  the  steam 

loroMKitivi'  liiit  cMliiiliTi'.'  till'  I'Irctrir  1 innlivc  on  a   iii.'iNliniuii 


.Ml  wearing  surlaics  have  been  iiiadi'  large  for  tlie  purpose  of 
insuring  long  life:  at  the  same  time,  special  provision  has  been 
made  for  their  easy  replacement  whenever  it  becomes  necessary. 
There  is  a  large  space  under  the  call  floor  in  which  a  man  can 

slaiiil  :ind  ins])c('t  tlie  motors  nr  ti'uck  gear. 


iii'.i'.Mi.s  (iK   ii'ioTo.N   i;i,i;riiuc   i.uro.MuTiVK. 


5TH  Year.  Xo.   i — Sept.  2,  1903.I 


DAILY  STREET  RAILWAY  REVIEW. 


589 


The  whole  locomotive  eoiisists  of  eight  (J.  E.  65  motors,  foui' 
on  each  half.  These  motors  have  each  a  capacit.v  of  223  h.  p.. 
makiu:;  a  total  oapneity  of  I.SIHI  h.  p.  The  main  body  of  the 
truck  frame  consists  of  a  rectanguUir  frame  work  of  cast  steel 
liuilt  up  of  four  piinjes.  two  side  frames  and  two  end  frames, 
made  very  strong  and  heav.v.  The  parts  are  machined  at  the 
ends  and  securely  fitted  and  bolted  t().gether  to  form  a  strong  and 
rigid  structure.  The  end  pieces  form  the  bulTer  beams  and  to 
these  a  suitable  standard  draft  gear  is  attached.  The  side 
frames  hare  machined  jaws  protected  by  wearing  shoes  l)e- 
tween  which  the  journal  boxes  slide. 

The  truck  frames  are  supported  at  four  points  on  eipializers. 


twecMi  sections  when  coupled  together.  Largo  windows  alTord 
a  practically  unobstructed  view  in  all  directions. 

Tlie  controlling  apparatus  consisting  oC  master  ciintrollcr.  pm- 
giiiecr's  valves,  etc..  is  in  duplicate,  a  complete  set  being  located 
in  (liMgonally  opposite  corners  of  each  cab  so  tliat  the  engineer 
when  it  suits  his  convenience  can  stand  in  tlie  front  end  of  the 
locomotive  when  running  In  either  direction. 

Kach  section  of  the  locomotive  is  equipped  Willi  one  licll.  one 
whistle,  two  locomotive  head  lights,  approved  air  l)rake  mechan- 
ism including  two  engineer's  valves  and  air  gauges,  necessar.v 
brake  c.vlinders.  foundation  brake,  air  reservoirs,  ciiuplers,  draw 
heads  and  l.each  pneumatic  track  sandcrs. 


KMJTON    ELKITKIC    LOC'OMdTI VK    l.\    ASSKMKLING    SHOP. 


Each  equalizer  rests  on  a  pair  of  half  elliptic  springs  the  ends 
of  which  are  supported  on  top  of  the  ,|i>urnal  boxi's  tlirougli  suK 
aide  wearing  plates.  The  journal  lio.ves  are  made  quite  similar 
to  Htaiidard  car  Journal  Ihixi-s.  the  parts,  however,  being  nnidi^ 
larger  and  Htronger.  The  lirasseH  can  be  easily  removed  anil 
liy  dropping  down  the  wearing  shoes  It  Is  poHsll)le  to  remove  a 
Journal  box  complete  without  rennivliig  I  be  wheels  anrl  axles  or 
other  parts  of  the  truck.  In  order  tliat  the  locomotive  may  round 
i'UrveH  easily,  the  axles  are  given  conslderalde  lateral  movement 
in  the  Journal  lK>xr>».  Wheels,  axles  or  motors  can  be  easily 
removed  from  the  trucks  by  dropping  Into  a  suitably  constructed 
pit  by  raising  the  truck  frame. 

Knch  section  of  the  locomotive  has  eight  sleel  tired  spoked 
wheels.  The  Ores  are  2  ~-H  In.  thick  with  M.  ('.  B.  standard 
tread  and  flange  and  are  securely  held  in  place  by  apjiroved 
fastenings.  The  axles  are  madi-  of  furgi'd  ste<-l  turned  through 
out.  <;  V  12  Jji.  In  the  truck  Journal  lii-arlngs  S  In.  In  the  wlieel  lit 
anil  7  1-2  In,  In  the  motor  bearings. 

The  sides  and  roof  of  the  cab  are  made  of  sheet  steel,  (m 
each  side  there  Is  an  entrance  door,  and  at  each  imjiI  IIumc  Is 
an  additional  door  which  permits  of  ready  communication   bo- 


SELLING  CAR  FENDERS  BY  MUTOSCOPE. 


It  is  iisiiiilly  .-IS  illlliriill  liir  ,1  .>i;ilcsiii;iii  III  olihiiii  ,iri  iiili'iNirw 
Hitli  a  busy  siri'ct  raihviiy  niauager  as  it  Is  Ici  hold  Ills  iiiidi- 
vlcli'il  attention  oin-e  an  audieuce  Is  secured,  but  \\w  lOcllpse  ('ar 
l''ciidi'r  ('11.  has  adoijled  a  novel  plan  wliicli  ai'dimpllslics  both 
Willi  f.ise.  II  eiiiilps  its  representatives  with  portalile  muto- 
scopcs  of  a  size  easily  carried  in  the  hand,  anil  liy  turning  a 
craiiU  a  series  of  ra|iidiy  moving  pictures  is  sliowii  ilenioiistrat- 

ilig     II tlbli'licy     or     I  In-     lOi-llpse     fender.       'I'lir     liinlcisc.ipc     is 

niailr  by  llie  ,\iiiei-|i-,'iii  .Miitipsciipe  »t  Ifiograpli  Co.,  wlilcli  pliii- 
tograplied  tests  of  tiie  Kcllpse  tender  recently  made  In  ItrooUiyn. 
.N.  Y.  Two  trials  are  siiown,  one  with  tlie  car  going  at  the  rale 
of  1.'!  miles  an  hour  and  the  other  at  22  miles.  In  each  liistamM! 
till'  Inventor  of  tlie  fender,  Itenjamin  Li-v,  stepped  In  I'miit  of  Ilie 
rapidly  apia'oacliing  car  and  was  cauglit  by  lie'  riiiilii'  willuiiil 
Injury  I'llher  to  liliiiseit'  or  the  cigar  lie  was  siiioklng.  W  one 
side  lit'  the  irai'k  a  group  of  Urooklyn  Uapid  Transit  olUclals  Is 
shown,  the  wholo  forming  convlucliig  cvldeuco  that  the  tests 
were  bona  Udc, 


f,90 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XIII,  No   8a 


AN    EFFECTIVE    "CUP    LIKTKR"    FOR    SIR    THOMAS. 

Till-    :irr<iiii|i:iii>  liiK    illiislmliiin    sImiwk    m    iiovi'l    "  oii|i    lirirr 
»  liirli  \\i\x  iiri'Ni'liliMl  III  Sir  'riiiiMKis  l.i|iiiiii.  III!  AiiKOKt  IDtli,  ^vitli 

llll>    llllllllllUK'lIlK    llf     (III-     ImlV     .Mllllllt'lK'llll'llli:     I'o..     Ilf     I'lttHlllirK. 

II    Is   II    iiiiiiialiirc  MJIviM'   lll'ilii;;  Jiirk.   m-  working  iiioUpI  of   tin' 
■■  lt!ini'it  "   liriliiK  Jiuk.   lii'iirliiK  ll"'   Aim-rlrii'H  cup  on   the   loji 


A  rUI'LIFTKK  THAT  \V(U1-1> 
H.WK    WciliKKD. 

of  lln-  lifting  liur.  'llir  liclKlit  of  llio  jack  is  live  inches.  Tin' 
;:lfl  iiKM'ntiil  a  i.iiliir.e  iiiijiiaiiini  c  anil.  Iieiii^  lianilsoiiicl.v  liii 
isluil,  it  makes  a  very  attractive  nrnaiiieiit.  Tlie  presentaticpii 
was  iiilile  I  .V  Mr.  .1.  It.  Mcliinlc.v.  luesidciit  of  tlie  IHiff  .Manii- 
faiiitiiliK  Co..  anil  Mr.  .1.  \V.  Iniiillc.v.  pri'sidi  iil  nf  llie  ("liicaKci 
1  111  1  11  alic  Tcol  Co. 

C.  .).  HarrliiKton.  the  well-knnwn  New  York  sui>pl.v  man.  lias 
Ills  usual  illversilied  exhiliit.  wliidi  Is  in  charge  of  himself  ami 
.1.  K.  l.anKlnaii.  I".  Koykin  Jacobs,  and  Ross  Tayhir.  represeiitiiiu 
the  American  Ventilator  Co..  and  F.  I>.  .Maslersim.  reiiresenlinu 
the  Cliase-Shawmut  Co..  of  Itoston.  .These  iieiitlomen  have  cii- 
^'aced  Cottage  "  E."  (iraiid  Iiiimi  Motel,  where  they  will  lie 
pleased  to  creet   their  friends. 

THE  SPOOK  CAR. 


"  Well,  things  went  on  an'  my  new  driver  —  his  name  was 
'I'lini  —  Tom  Short.  '  Tom-for-Short  '  he  iiseter  say  for  a  joke  — 
him  an'  ine  sot  along  vcr.v  Avell  Iml  I  missed  Ttill  Hendricks 
dreadful  an"  he  was  in  luy  mind  many  a  time  when  we  was  on 
our  owlrun.  One  night,  alioiit  a  mmilh  or  two  after  Kill  died 
we  was  eoinin'  in  iin  our  late  trip  when  Tom  give  me  four  bells 
an'  I  goes  forward  to  him  an'  he  says.  '  Say.  Mat.  is  that  a  ear 
ahead  of  us  or  am  I  geitiii'  dizzy'/'  Well.  I  looks  out  an'  sure 
enough,  iiist  ahead  of  us  —  how  far.  yi>u  couldn't  tell  —  was  a 
ear. 

" '  Must  be  as  Tyson's  got  a  lame  hoss.'  1  says,  Tyson  being 
the  driver  on  the  ear  aliead  of  us.  '  I-ame  iiolhin,'  says  Tom. 
'  I've  been  hittin'  a  pre(t.v  good  clip  for  a  mile  hack,'  says  he.  '  an' 
I  ain't  eome  no  nearer  to  him.'  he  says. 

".lust  then  a  passenger  signaled  us  an'  when  he  eome  aboard 
111  say.s.  "What  sort  of  a  itcw  is  thai  on  that  ear  Just  ahead  o" 
you'/'   Ik    .says.   '  hos.ses   trottin"   like  all   possessed,   driver  sittin' 


all  wrapptHl  up  an'  th'  eouiliictor  niniiln'  up  an'  down  inaldv  Ui' 
ear.     iHu't  't  a  Hpeclal'/'  ho  Hiiys. 

"  Well,  when  he  euiniiieneed  tellin'  about  the  driver  an'  con- 
ductor I  felt  sort  o'  erwpy  —  eoiililn't  'a'  told  you  why,  neither  — 
but  when  he  HayM  '  apuclal '  I  thought  nielibe  It  wnH  u  HiH>elal, 
they  run  'em  out  soinetlmeH  when  Ih'  ol'  man  had  been  Htayin' 
lale  at  Hie  barn,  so  I  goes  out  to  my  driver  an'  I  says,  'Tom,'  I 
sayN.  '  guess  that's  a  s|ieelal  us  'as  been  lakln'  th'  ol'  man  home,' 
an'  Tom  says  '  HIamed  queer  way  they're  runniug,'  says  he,  an' 
just  then  another  passenger  hails  lis  an'  when  he  comes  In  he 
sa.vs,  'What  kind  o'  car  Is  thai  Just  ahead  o'  you'/'  an'  I  says 
'  Think  It's  a  special,'  an'  with  that  he  says  '  Well.  I  wish  they'd 
put  siiinc  on  'em  on  th'  reg'hir  service.'  he  says.  'Why'/'  says 
I.  '  Wh.v  't  runs  smoolli  's  one  o'  these  new  veliic'peiles  with 
injun-riiliber  tires,  an'  Hi'  husses  must  have  felt  sIiih's  on! '  says 
he.  'Don't  It  make  no  nobe'/'  I  asks.  "Not  a  bit,'  he  says, 
•went  li.v  me  like  a  ilreiini.'  —  tl.i  Ill's  his  ver.v  words  —  'driver 
sittin'  lip  like  a  coachman  nn'  di'  londiictnr  iloin'  a  walk-aroiiiid 
all  to  hisself  Insiile.' 

"Well,  thai  dill  make  iiie  fill  i|i.eer  and  I  goes  rorward  lo 
'I'l'iii  an'  I  sa.\s  '  Hold  up  a  n.lni.le.  'loin.'  fays  I,  'an'  see  If  you 
c'n  licar  llial  car  ahead.'  an'  l.e  piilleil  up  the  bosses  an'  brakes 
her  down  an'  we  peered  out  alieail  an'  listened  an'  listened  an' 
there  was  the  car  seemingly  not  a  block  away,  all  lit  up  an' 
appearin'  lo  be  huminin'  along  at  a  two-forty  clip  an'  yet  it 
ilidn'l  seem  to  lie  gettln'  no  fiiithcr  a»a.v  an'  not  a  sound  coidd 
we  liear  —  bells,  wheels,  lar.  Iiom-cs  ni;r  nulhin'!  Then  I  was 
scared!  I'm  free  to  say  I  come  out  all  over  '  chlcken-buinps  '  au' 
I  coiiUl  feel  m.v  hair  stiffen  under  my  cap.  an'  jus  then  Tom 
sa.vs.  '  What's  that  on  the  rail  ahead'/'  an'  sure  eiiougti  there  did 
look  lo  be  sometliln'  there  an'  I  gets  out  an'  walks  up  to  si-e  what 
it  was  —  for  111'  night  was  pitchy  dark  an'  there  warn't  no  gas 
lamps  Ills'  there  —  an'  there  lay  a  man  with  his  head  an'  neck 
right  (01  the  rail!  Kirst  olT  I  thought  he'd  been  hit  by  that  car 
ahead  of  us  an'  I  turned  liim  over  to  see  who  he  was  an'  it  was 
a  man  by  th'  name  o'  Mike  —  one  'f  our  day  hos'lers  —  drunk's 
you  plea.se.  but  no  more  liurt  than  I  was  —  an'  not  as  near  as 
bad  scared  —  for  when  I  shook  him  up  he  looks  at  me  a  minute 
an'  says,  cheerful-like  an'  just  as  a  matter  o'  course,  says  he. 
■  Hello,  Mat!'  he  says.  '  late  ain't  you'/  Been  a  waltin'  for  .vou!' 
says  he  —  just  that  way  —  an'  Tom  hears  him  say  that  an'  he 
cliinies  in.  '  Yi's.  an'  the  devil  was  waitin'  for  you.  Mike,  an'  if 
we  liadii't  held  up  to  listen  for  that  car  ahead  of  us  .vour  head 
il  ".i  heel)  Mii.-ished  to  a  pul)).  for  the  rale  we  was  goln'  1 
eouldiit  a  gill  tlie  brakes  on  quick  enough  t'  'ave  saved  you!' 
an'  then  s  if  li  'd  just  struck  liim  he  goes  on  an'  says  'Au'  how 
'n  blazes  was  ii  iliai  car  didn't  hit  you  —  an'  where  is  the  blame 
llilng  an.vway'/'  fur  when  he  says  lliat  we  looked  an'  there 
wasn't  a  si.gii  o'  ili.ii  lai-  ii  sight  an'  there's  a  straight  stretch  of 
over  a  mile  right  ilieie.  Well  we  didn't  have  time  to  say  any 
more  for  a  lot  of  passengers  eome  on  from  some  late  party  so  we 
put  Mike  across  th'  front  platform  an'  he  went  f  sleep  there  like 
a  baliy  an'  we  had  a  fair  crowd  clean  up  to  th'  barn.  f 

".liisf  as  soon  as  we  got  into  th'  barn  I  says  to  th'  hostler. 
'  .liiii.'  1  says.  ■  what  car  was  that  come  In  just  ahead  of  us'/'  an' 
lie  says.  '.Mn't  no  car  eome  in  since  d"  come  lu  at  ll:l."i.'  Says 
1.  1  mean  just  ahead  of  us  —  not  more  'n  ten  minutes  ago. 
Wasn't  there  a  special  out  to-night'/'  .\n'  ho  says  "Special  — 
iiotliin!  No  special  out  to-night.  Whateher  giviii'  me?'  An' 
then  me  an'  Tom  told  him  an'  th'  night-watch  about  the  ear  we'd 
seen  ahead  an'  all  that,  an'  you'd  ought  to  heard  'em  give  us  the 
laugh  .'111'  .Tim  sa.vs  we'd  had  a  glass  o'  beer  too  niiicli  at  the  city- 
end  stand  so  me  an'  Tom  told  'em  what  we  thought  o'  them  an' 
went  home  —  an'  I'm  free  to  sa.v  I  kep'  a  lookin'  over  my 
shoulder  all  th'  way  home.  Well,  th'  ne.\'  mornin'  we  was  first 
ear  out  an'  when  we  got  to  th'  barn  we  found  them  two  fellers  in 
a  bine  funk.  They  says  thaf  after  they'd  cleaned  up.  about  one 
o'lloik  .in'  whiles  they  was  eatin'  their  dinners  they  heard  the 
lulls    f  a  car  coiiiin'  up  to  th'  barn  an'  someone  outside  give  a 


POSITION  'WANTED. 

Wanted,  iiositiou  as  Ceueral  Manager  or  Superintendent  of 
Electric  Lighting  Plant :  Ifi  years'  experience  as  Jlanager  and 
Superintendent.  Best  of  references.  Address  X..  Co  Street  Rail 
way  Review,  39  Cortlandt  St.,  N.  Y.  City. 


POSITION  ■R'ANTED. 
.\   iii.-ister  mechanic  of  "20  years'  experience — both  mechanical 
and    electrical    work,      (^an    furnish    good    references.      Apply    at 
Street  Hallway  Review  Booth,  or  address  Street  Railway  Review, 
Chicago,  111. 


5TH  Year,  Xo.  i — Sept.  2,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


31 


250  K.  W.  Buliock  Railway  Rotary 

BILLOCK 
[[[CTRIC  MrO.  CO. 

CINCINNATI,  OHIO 


We  have  a  400  K.  W.  Rotary  on  Exhibition  at  the 
Saratoga  Convention,  Booth  96. 


llul-lua;'  jus'  like  Bill  Ilfuilricki  useter  wheu  be  drove  up 
au'  found  the  doors  sbet..  '1  ir  bostler  jumps  up  an'  says  \>  . 
—  all  tbe  lars  is  iul "  but  be  jumps  up  all  the  same,  uot  thinkiu', 
an'  runs  'louud  into  tb'  barn  —  au'  the  watebmau  after  him^ 
au"  opens  the  door  a  bit  au'  they  swore  that  they  caught  a 
glimpse  o'  my  car.  with  th'  bosses  in  au'  Bill  lleudricks  sittin' 
up  stiff  in  frout  jus'  like  he  come  home  dead  that  night;  We.i, 
they  was  scared  —  stiff  —  au'  before  they  could  move  tbe  whole 
thiug  vauished,  just  weut  right  out  like  a  cau'le,  an'  they 
slammed  th'  door  to  au'  started  to  run  back  to  tb'  office  when 
they  seen  a  llasb  o'  llame  ilowu  the  barn  an'  smellod  smoke. 
Tbey  run  up  there  an'  seen  't  was  a  fire  startln'  in  some  greasy 
waste  right  under  th"  edge  o'  tbe  bay  loft  au'  in  a  iniinile  iimre 
th'  whole  place  'd  been  utire.  Well,  they  grabbe<l  tli'  lire  buckets 
au'  hud  it  out  'n  a  minute  an'  then  tbi'y  heard  a  noise  up  'n  tbe 
bay  an'  there  was  two  o'  tbe  day  hostlers  who'd  been  on  a  bit 
of  a  spree  an'  'd  crep'  up  there  to  sleep  it  off.  I,ord!  'f  that  bay'd 
ever  got  on  fire  they'd  'a  beeu  roasted  like  frankfurters  —  an' 
but  for  Bill  a'  drivin'  up  'n  his  ol'  car  an'  bolleriu'  it  would  'a 
caught  sure;  Well,  'f  course  me  an'  Tom  give  'em  tli'  grand 
laugh  an'  asked  'em  how  big  a  can  o'  beer  they'd  smuggled  iu 
for  tbe'r  dinner  —  jus'  to  get  even  with  'em.  but  I  knowed  'em 
liotli  well  enough  to  know  as  they'd  seen  souietbiu'  as  'd  .scared 
'em  pretty  lad,  an'  there  was  th'  signs  o'  th'  Hre  all  riglit. 

■  Well,  me  an'  Tom  took  our  car  out  nn'  about  half  way  to 
town  a  nigbt-cop  gets  on  an'  be  says  '  Heard  tbe  news?'  Au'  I 
says  •  No.'  .\n'  he  i-ays  '  They  fcuind  Mr.  Walton'  '  (that  was  our 
rresideut  —  '  ol'  .lobnnie  '  —  uilnd  uio  tellln"  you  about  bim'O 
"they  found  liiin.  he  says,  'dead  'n  his  lied  an'  the  man  as  has 
that  beat  says  thai  there  was  a  car  runnin'  up  an'  down  'n  front 
o'  biH  house  about  two  o'clock!'  Says  I  '  Iilrl  be  notice  di'  e.n  V  ' 
.\n'  he  sayH  '  YVh,  he  says,  'an'   It  wa'nl   no  riiil  ear.     It  ilidii'l 


make  uo  noise  an'  he  could  see  th'  driver  slttiu'  up  'n  front  an' 
th'  conductor  inside  an'  all,  an'  it  'd  run  past  Ih'  liouse  an'  stop 
an'  th'  lights  'd  go  out  an'  when  they  lit  up  again  it  'd  be  down 
til'  street  again  an'  't  did  that  three  times  an'  jus'  as  he  was  goiii' 
up  to  see  about  it  —  pufl'l  —  out  it  went  an'  didn't  come  liack  uo 
more! ' 

"Well.  sir.  t  «n.s  just  so!  ol'  .lobnnie  d  ilied  suden,  just 
about  til'  time  Hint  ear  was  paradiii'  'ii  front  o'  bis  bouse.  Well, 
that  got  cm  1(1  my  nerves!  '1"  tliiiiU  o  me  —  or  so'tbin'  like  me  — 
gdiii'  round  'n  a  spook  car  witii  a  dead  man.  warnin'  an' 
lirognosliealln'.  —  1  couldn't  stand  it.  —  Lord  knows  what  me  an' 
Hill  an'  that  car  'd  lie  doing  next  —  so  't  Hi'  end  o'  th;it  triii  I 
walks  in  an'  gets  my  time  an'  takes  th'  first  train  to  r]iilailel]ilii. 
Hy  (leiirge!  1  made  up  my  mind  tliat  if  Kill  an'  lliiil  cur  got 
eiuiiii'  u|i  any  more  didoes  I'd  prove  an  alhwliy,  Imt  1  guess 
Hill  couldn't  run  tliat  car  without  his  olil  side-partner  in  town  — 
anyway  't  wasn't  nevi'r  seen  again.  Now,  tliat's  all  tnilli,  sir; 
hones!  's  I  sit  liere,  tliere's  uieu  around  here  yet  as  'II  reiiieiiilier 
it.     Now  liciw  clci  you  ac-count  for  il'^" 

1  reiualed  Ilaiiilet's  rc'iiiail;  to  Ilciiatici  and  Xci.  .\;i  ami  Mrs. 
Si)  seemed  to  tliinU  lli;il  i  »:is  (iiioting  Sc  riiitiire  for  tlii^v  piil  on 
a  liecoming  look  of  re\  ereiice  and  lie  said: 

"That's  so,  sir,  an'  tliat's  probably  how  't  was.  Hut  you  ain't 
goiu',  sir';  Tliere's  more  beer  here;  have  'u  oilier  glass  an'  a 
saiuw  ic-ir.'  ■" 

i  lcml<  tbe  lieer  but  ilecliiieil  Hie  saiidwicli.  Hiey  were  very 
strong  of  Miiislarcl  and  iniislaril  aU'eets  Hie  iiei'ves  I  l<iio\v 
tliat's  so,  as  1  Iieaiil  liciisccar  bells  sevciMl  limes  on  my  w.-iy 
Iccinie        .'iiicl     Hiere    Isn't    :\     liorse car    line    williiii    live    iiiiles    of 

lIlcTc-  like\\isc'     I     liiciked     ci\el'     my     sliciuldei-    se\el:ll     limes    alld 

ciiiec   I   ;iiii  ccTlaiii   I   saw  a   c-ar   \anislil 


ALUMINUM 

RAILWAY 

FEEDERS 


Aluminum  feeders  are  less  than  one- 
half  the  weight  of  copper  feeders  and 
are  of  eaual  conductivity  and  strength. 

If  insulated  wire  or  cable  Is  required 
high    grade    Insulation    Is  guaranteed. 

Prices   with    full   Information 
furnished  on  application 


AND  ALL  KINDS  OF 


*  The  Pittsburpfli  Reduction  Company 
ELECTRICAL  CONDUCTORS  pittsbupch,  p*. 


32 


DAILY  STREET   RAli-WAY  REVIEW. 


[Sekiai,   N"  — \iii.    Xiii,   No    8  a. 


WHICH  IS  SIMPLER  AND  CHEAPER? 


THE  OLD  WAY 

Or  ReplacinQ  Handles  on  Register  Rods 

Til.-  |»t.-s4-iil  praciii'-  i>-  ti>  li.iM-  an  i-yr  or  liolt-  at  oai-  vtn\  of 
rhr  h.iixllc  tlirnuifli  wliK'li  tin-  rix)  pussfs.  The  rod  and  li.in 
.llf  ar<-  Ill-Ill  ill  rijfid  i''  rtlailoii  by  nu'niisof  a  st-i  ncri-w.  i  h. 
fact  i"i  that  tin*  i*vi-  str.-tchrH  and  ih*-  m-I  hcm-w  bi'fomi-H  wi.m 
or  totiki-ti  (rum  coniiiiiifil  ttifltteniiii;,  nnd  of  cuurw  ni  -ka-v  ii 
tiicipablc  of  lii>ldiii|r  tli<'  liandlr  riifiil  on  the  l>;ii  litis  iict^'<'»>4i 
taii-i  (hi- priividintr  of  a  iiftv  ttan<IU'.  and  the  reniuval  <  f  lh<- 
ihc  iih:  ttiir.  Tilt-  only  way  to  iffl  a  ai>w  one  »n  Ik  to  liktvii  all 
lliL'  hand1r<i  on  the  har.  and  rmiovr  ihr  ro<l  imm  itn  Warmw'* 
and  contirCtionH  with  tlit*  ri'iriHicr.  Thin  of  cuufM*  invflv<-s 
considerahli'  troahlr,  niait-rlal  loss  of  timr,  anfl  a  irreat  ex- 
p<-n<tc,  aH   it   taki'H   iwu   machanics   five  hours  to  do  the  job. 


THE  NEW  WAY 

Take  a   Wrench  and   an  Oberg  Handle  and    the 
job  is  done  almost  instantly. 

C.  0.  OBERG  &  CO. 

100  Purchase  St.,  Boston,  Mass. 


CLEANING  BOILER  TUBES. 


It  stH'iiis  hnrtll.v  possible  that  anyone  would  allow  scale  lo 
accuiiuilnte  In  boiler  tubes  to  the  thicliuess  of  an  Inch,  and  yet 
there  are  many  instances  reported  by  the  Lagonda  Manufactur 
Ins  Co..  of  S|irinsfield,  O.,  where  even  this  much  or  more  scalo 
has  been  found  iu  boiler  tubes  which  this  company  was  called 
upon  to  clean.  The  Illustration  shown  herewith,  represents  one 
of  over  215  tubes  in  the  boilers  of  a  larsre  street  railway  com- 
l)any  in  tlie  south.  Tin-  engineers  had  no  idea  there  was  any- 
tiling  lil»e  this  amount  of  scale.  The  water  was  very  had.  anil 
liaving  iisi'  for  all  tli(>  power  the  lioilers  would  furnisli,  without 
any  opportunity  to  shut  down,  the  scale  aecuniulaled  i>efori' 
lliey  Ivuew  it.  The  nianaBcmeut  was  aliout  to  cut  out  the  tulies 
wlien  attention  was  calle<l   to  the  Weinland  medianical  cleaner 


CURTAIN 
FIXTURES 


The    K«eler    "Eccentric"    Fixture    ha.s     rvo 

cables,   adjusting    or    rela,.ining   devices,     its 

only    bea.ring    points    a.re   pivoled    eccentric 

rolls. 

The     Keeler    "Pinch     Ha^ndle"     Flxtvire     is 

superior   in  action    to  other  (ivtures  of    this 

type. 

FEDERAL  MANt'FACTL'R.I.NG   CO. 

R.Bkilwav    Equipment    Dept. 

Cleveland,    Ohio. 

EASTERN  AGENT    H.  E.  HEELER. 
26  Cortlandt  St.    New  York. 


.\    H.VlPl.Y   SCALED   BOII.ICIC  TIBE. 


Willi  wliiiii.  and  in  a  very  short  time  with  little  lroul)le  or  ex- 
lien.se,  all  of  the  tubes  were  cleaned  without  any  injury  to  any  of 
them,  leaving  the  inside  in  as  good  condition  as  when  new. 

The  I.agonda  company  inaiies  a  full  line  of  cleaners  for  all 
kinds  of  boilers,  notably,  the  turbine  cleaner  and  its  Mr.  Wein- 
land, wiio  Is  a  practical  engineer  and  the  patcnU'e  of  this  ma- 
chine, is  said  to  be  the  pioneer  who  "  blazed  the  way  "  In  this 
line.  In  the  majority  of  cases,  tlie  manufacturer  states,  this 
tiirliine  cleaner  does  the  work  and  the  company  is  ready  at  all 
linii's  to  send  these  machines  on  approval.  It  makes  a  business 
also  of  cleaning  boilers  by  contract,  and  will  be  glad  to  enter 
into  correspondence  Willi  anyone  desiring  inlormatioii  about  such 
work.  .\n  illustrated  catalog  showing  these  cleaners  at  work 
will  lie  sent  on  request. 


Among  the  representatives  of  the  Ohio  Brass  Co.  who  are 
lireseiit  at  the  convention  are  the  following:  C.  K.  King,  secre- 
tary: Ceorge  A.  Mead,  chief  engineer;  X.  M.  Garland,  manager 
New  York  olHce;  J.  C.  Warren,  .Ir.,  assistant  to  Mr.  Garland; 
E.  F.  WIckwire  and  K.  II.  Jameson,  from  the  home  o(Ii<'e,  Mans- 
lield,  ().;  Hurt  Gellnlly.  manager  rittsburg  office;  A.  I,.  Wilkins- 
burg,  general  sales  agent. 

The  Hruck  Solidified  Oil  Co's.  exhibit  is  in  charge  of  .T.  N. 
liruck.  vice-president  and  general  manager  of  the  company. 

Walter  Chur,  general  manager  of  Uie  American  Railway  Sup- 
ply Co.,  of  New  York,  is  In  attendance  looking  after  the  com- 
pany's exhibit,  as  usual. 


DAILY   STREET   RAILWAY   REVIEW 


5TH  Tear  [ 
No.  2         \ 


SEPTEMBER  3,  1903 


Serial  No. 


■I 


Vol.  XIII 
No.  8  b 


Freight  and  Express  Accounts. 

By  Irwin  Fullerton,  General  Auditor;  Detroit  United  Ry.,  Detroit,  Mich. 


The  freight  auditor  of  a  large  railroad  said  to  me,  "A  good 
system  of  accounting  is,  of  course,  better  than  a  poor  one.  But 
the  poorest  system  thorouglily  carried  out  with  constant  attention 
to  every  detail  is  much  better  than  the  best  system  when  it  is  not 
vigorously  enforced;  and  I  make  it  a  rule  to  follow  up  every 
error,  however  small,  and  insist  that  every  agent  carry  out  my 
instructions  and  be  accurate  iii  all  his  reports."  The  steam 
roads  have,  however,  some  advantages  over  electric  lines.  Their 
consignments  are  larger;  tlie  rates  average  mucli  higher  and  their 
employes  have  grown  up  witli  them.  Our  earnings  do  not  war- 
rant employing  salaried  men  at  some  stations.  The  work  is  doui' 
by  storekeepers  who  are  paid  a  commission.  They  keep  the  most 
primitive  accounts  of  their  own  business,  and  it  is  necessary  to 
make  up  all  their  reports,  and  we  are  pleaseil  when  they  are 
willing  to  pay  cheerfully  the  amount  the  reports  show  due  the 
company. 

But  I  presume  those  who  have  to  do  freight  accounting  know 


irtwi.N   II  i.i.i:i!To.\. 

of  the  troubles,  and  are  only  interested  In  the  best  meiliuii  i,( 
doing  the  work.  Let  us  then  commence  with  Uie  way  hills  which 
the  billing  clerk  has  Just  made  out  covering  all  the  consignments 
from  his  station  to  all  the  other  stations  on  the  line. 

These  way  bills  are  copied  in  a  tissue  copy  book  and  an  e.xlr.i 
tissue  copy  is  made,  which  is  sent  to  the  auditor's  office  by  tirst 
mall.  These  tissues  must  be  sent  in  full  size  even  If  but  partially 
II lied  up. 

Tissues  from  each  station  are  sewed  Into  a  patent  b(ii>k  in 
regular  order,  as  shown  by  dates  and  numbers.  These  books  will 
hold  alM)Ut  fifteen  hundred  tissues,  and  keep  them  In  condition  for 
handy  reference. 

The  tissues  from  all  stations  are  checked  dally  by  the  rati- 
clerk,  who  examines  the  classification  of  all  articles,  the  rates,  the 
extensions,  and  the  additions  of  every  way  bill. 

Envjrs  are  reported  on  a  correction  form,  which  Is  Kxhibit 
No.  1.  This  Is  copied  for  our  reference  and  aji  extra  tissue  copy 
The  original  Is  sent  to  the  station  whose  aecoimts  are 


mnd<". 


affected  by  the  correction,  and  the  tissue  to  the  agent  at  the 
other  end  for  the  purpose  of  calling  his  attenOon  to  the  error. 

We  now  return  to  the  copied  way  bill,  which  is  given  to  the 
eondiirfor  who  cheeks  the  freight  into  his  car  by  It,  and  receipts  In 
a  book  for  the  way  bill  and  all  articles  enumerated  thereon  in 
gfKKl  order  or  with  exceptions. 

The  rondnctor  takes  the  way  bill  to  destination  and  gives  It  to 


Hie  receiving  agent,  who  chocks  his  freight  by  it  anil  receipts  to 
the  conductor.  Articles  over,  short,  or  damaged,  are  reported  at 
once  on  a  form  which  is  shown  as  E.\hibit  No.  2.  The  way  bills 
as  soon  as  received  are  numbered  in  regular  order,  and  this  num- 
l>er  —  I'alled  "  I'ro  Number"  (progressive)  —  is  used  by  the  agent 
for  reference. 

The  agent  must  iinniedintcly  make  out  expense  liills  covering 
I'acJi  consignment  on  the  way  bill,  and  show  on  each  expense 
liill  the  pro  number  of  tlie  way  bill.  The  a.gent  in  expensing  must 
clieck  the  weiglit,  classitication,  rate  lUid  extensions,  since  he  is 
lield  res])onsilile  for  the  collection  of  the  correct  freight  charges 
when  an  error  has  been  made  by  the  biller.  When  he  finds  an 
error  he  makes  the  expense  bill  for  the  correct  amount,  and  makes 
a  correction.  Form  Exhibit  No.  1,  for  the  difference,  sending  the 
original  correction  and  two  tissue  copies  to  the  auditor,  who  ap- 
proves the  same,  keeping  one  tissue  on  file  and  returning  the 
original  to  the  station  affected,  and  tissue  to  the  other  station,. 
'I'lie  original  figures  on  way  bills  are  never  changed.  WTien  the 
expensi'  bills  are  made  out  they  shouhl  be  checked  back  on  the 
w'ay  liill  to  see  that  they  are  all  made  out.  and  are  correct 

Agents  are  particularly  instructed  to  secure  the  receipt  of  con- 
signee, or  his  authorized  agent,  at  the  time  the  freiglit  is  de- 
livered on  one-hair  of  the  expense  bill,  and  the  halves  should  not 
lie  torn  ajiart  until  the  charges  are  paid.  The  consignee  cannot 
dispute  imyment  of  charges  when  the  half  i)caring  his  receipt  Is 
presented  attached  to  the  bill  for  freight.  Tlie  agent  next  enters 
an  abstract  of  the  way  bill  in  his  Warehouse  Book.  (Exhibit 
No.  ,1)  in  pro  number  order,  and  the  total  of  the  consignments 
should  be  checked  with  the  total  of  the  way  bill.  Next,  the  way 
bill  is  pasted  in  a  .Scrap  Book  in  the  same  order.  This  Scrap  Book 
makes  a  convenient  and  safe  file  for  the  way  bills  to  which  the 
agent  cau  refer  at  any  time,  'nie  Warehouse  Book  being  con- 
densed is  of  great  benefit  in  checking  up  the  montli.s'  work,  and 
agents  are  always  anxious  to  keep  it  because  It  saves  time  In 
tlie  end,  being  a  check  on  abstracting,  as  will  be  explained  later. 
I'.iit  In  the  case  of  small  stations  the  checking  can  be  done  on 
way  bills  in  the  Scrap  Book.  At  large  stations  It  is  best  for 
.agents  to  keep  a  Freight  Forwarded  Book  similar  to  the  Ware- 
lidiise  Book,  and  .■ilisdacl  in  tills  book  from  the  tissue  copy  book 
of  forwarded  way  bills  all  consignments  on  which  freight  has 
been  billed  prepaid,  or  with  advance  diarges  —  but  for  tlii^ 
Minaller  stations  this  Is  not  necessary. 

The  next  record,  the  Cash  Book  (Exhibll  No.  I),  Is  tlie  most 
liiiliiirlant  of  all;  and  when  this  book  lias  not  bccMi  properly  kept 
Ihe  traveling  auditor  "is  u|i  against  it."  We.  tlicrefore.  Insist 
lliat  this  book  be  writ  I  en  np  and  bahUK'cd  diillii. 

When  this  is  <lone.  and  the  other  records  have  I ii   kept,  It  Is 

only  ji  (inestlon  of  checking  to  iletermlne  not  only  the  exact  bal- 
ance due  from  the  station,  but  also  to  show  an  agent  whose  ac- 
counts do  not  balance,  the  various  errors  he  has  made. 

The  agents  check  the  entries  In  the  Cash  Book  with  the  Waro- 
lioiise  Book,  noting  after  each  consignment  paid  the  page  In  the 
Cash  Book,  and  also  noting  Cash  Book  page  In  the  Way  Bill 
Tissue  Copy  Book  of  all  prepaid  Items  and  Items  advanced. 

The  uncollected  expense  bills  on  hand  should  always  agree  with 
the  Items  not  checked  off  In  the  Warehouse  Book  and  the  un- 
•  hecked  prepaid  Items,  while  Ihe  advance  Items  not  checked  (or 
ailvanccs  to  be  paid)  are  a  debit  against  the  agent. 

Agents  ari'  reiiui'sted  to  remit  the  exact  ariiomit  of  each  day's 


5!)2 


DAii.v  STki;i:T  kailwav  ki:view. 


ISkhim.   Nii-Vm     Xlll,  No.  8  n 


RAPID  RAILWAY  SYSTEM 


^vttoit  '^fiiit<6  3lo4f«ii^. 


r«  tt*>«<h  -i 

m 

f       •- 

•  t  ■■fXIfP 

•  •  >V«>tOI> 

Matui 

-.V-           ►-^^         M—        r-nm. 

«.^            Im^            *«--          f-iW 

1 

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f 

1 

1 

1 

TOt.ll., 

H. ».  aWirT.  Ammtmr. 

1... •,. 

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I>.a_~<, 

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IW 

EXHIBIT   No.  8,    10x18  INCHES. 


2)«Uo*l  *^i^U6  c^i^iltuoY 


EXHIBIT   No,    1,    8\4xlO%   INCHES. 


^c^zoiX  ^fiiitc6  9laif»uatj. 


-'a»^ 



100                                 ff> 

■t'f  A«.  •*. 

— • 

INf  »««• 

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Cafto 

I1V»I 

WmtmrHflf  fipnu  wiAMMrf  ft««  Ow? 


EXHIItIT   No.   4.    10'Xl5^^    INCIIKS. 


FOnWAAOING  AGCNT  ANSWER  FOLLOWING  OUtSTIONS. 
OoodlKtOt- 


3y  vbc^  ^KJiawkAlrondiUaoloaJMl?     _     

B^vUtCM*^  

F«t  >faa  oU^  StoUoM  (lid  r<FO  U>^  nkmlOu  (ni|UT —        ■ 

WUI  '■Ifcrf  C»r»  ioMliim  •!  •>««  tm»» -     - 

DMt>MtMr«(«UBr* -— .      ■-       -.      ■■     ■ 

II  O't*  np»*™  I*  from  ;<>*■  t»f»Uh  biOwf  Hd  adviM— ^ • — ■ 

Ar>  To«  •bort.  Md  "»  -tat  Ulliag  T '      -  ■    - 

Han  •«•  fj  nra*4  et  npm*  im-tT. 

Vtt^  t*Vnm  proptrty  ub4  t€»ntj  t^ynif — 

EXHIBIT  No.  2.  9  X  SVj  INCHES. 


RAPID  RAILWAY  SYSTEM 


CGRRECTION  STAIEUEHT.. 


Slwwijig  Way-Bin  cofTKUon  at  - 


RAPID   RAILWAY    SYSTEM 
CORRECTION   STATEMENT. 

.__._____-  Station,  for  wtck  eniiag 


.190- 


vF 


.:;ss;::. 


iIZO 


_  •JjVPWtt.^u 


± 


'     '      I 


I  I 


INSTRUCTIONS. 

mlocltliwl  fit-  r~  -r         rw 

IM    fom*i».1        t.xi>«nn-D)ll>  liiuxl  In:  HKhlfun  cwrTwlw!  Afftira*, 
""J^B."    and  llicdifrvronrp  **../<■(  ..r  -m/tfa^  lo  ih«  SUUud, 
ui  Ibr  '"nM  may  h',  bv  lliw  bUnk. 

EnUlv  •M  ID        M»k<-  II 
BioUoDorJfr    anj  i.^^vi- 
titiitiorv. 

Ownd  Citrnd    tbc   unoiiot  of  lh«    "|lniierchBTi»*   or 

■'Orefrhargir"  oniaili  Eitriwltlll:  |ri»'  >(i»i«iol>« 
ol  the  Biiiie  m-At  fUcA  ftwfrW'r.iij  rt/iTl  viVr  Rpotb,  mm) 
ihnw  U>UI  "UoHerrhiTB''  •nif  "Orerehwx*"  frwn 
t«cli  •Uiion  in  "ToUl"  rolutnn. 

Wk.1  ?an«ci«4       .Iwlfconfy  for  tnakin^tbooinrrtion  lautfia. 
but  bricdy,  br  pnn  in  thv  iiraprr  rolumo. 

Ho*  cMiMUtf.      In  Ibc  rDltinm  at  Itir  tight,  Doir   »lirth«r 
yittv  ctfllrcic*!  te/iirt  i'  fi/i*c  t\/  (umrlion. 

Aiu^  nec(|U      ^'hrn  cluanrn.  for  am  Uvfiil  raiw*.  an*  wrfwenf  on 

•le..Riri«run>j  o«[»i.«i-  bilb  (fcn(  A™.,    r-v,  r^lr<u.t,    Otr  n<rrt|it  of 

roriAtnirr  /or  asuAini  trfundnt  riitut    l&Tari&bljr    b« 

BUarhT<1   t>i|tp>bpr  villi  .injr  rorTa|<»n>liruoa  or  wlhar 

paiien  K><^'OC  *FW**I  aulboriiy. 

inrrlionf  ii<h/r  lAdK  ''nfumit''   will  Kppcv  la 
D  Uie  FrriKht  KtrrinO  Acc«ant  Book 

wbciiioba  Ct^mictton  SUIcDwnlii  murt  b«  ri.Dit.rrtpd  ai  lh« 
■"'■•"■  a«n>c  lime  and  »cnt  wilt.  "Ah«i«rt*  t.f  W«v  Billa  R^ 
cvifcd";  and  iniiat  compriar  all  cumvlion*  made  on 
wmy-bjila  IndudM  in  aiirh  ftbttrad*  or  eorrrctioiw, 
not  pn-vioiuJx  reported,  Ou  wybilLaiUlioc  prior 
thereto, 

BMrnriivUta  Do  not  carry  fonrani  llic  lota1<  from  one  «hw(  lo 
aod  pfwt»  »n„th<.r.  bill  nrapitulalf  tl;  ^,r,a  ilimi  i./  mrA 
ttaUmrnt,  on  the  loal  fiatrr  thpn«if,  and  rrv  that  tbo 
dilTefvnn-  brincon  lh<-  lutiil  "An  Billi-l"  aod  "A* 
(^rTrclod''co1iininaia  thoKirofi  •«  tliAi  uf  "L'oilct- 
charvt"  and  "OvTrcIiargp"  culumn*.  Do  not  rro»d 
rvcafiiluUtiona.  but  uk  a  wpmlc  rhcct  lor  Uiia  i^ur- 
pow  i(  ntccmmry. 

naalpraorud      W'u  r,i  <«  romi'lclcil   oa  above,  re- 

ai<'l  I  amoiinU  «i(h  lt<o    (rrijh- 

R"  -  k   Tir  till'  MBio  twrinil;    au'l 

inp>-i(  Km   imi^u  mii'iuiit  l<jljc"I>ebilMl"ur"CrviltUil" 


EXHIBIT  No.  5.  IW  x  10%  INCHES. 


IBWIK  FDLLERTOI),  .i.<lw. 
Detroit.  ISOl. 

HACK  OF   E.XIIIBIT  No.   5. 


jTH  Year.  N'o.  2 — Sept.  3.  1903.] 


D.MLY  STREET  R.MLW  AY   RE\  lEW. 


503 


EXHIRIT   Xo.  e,   IT  X  14  INCHES. 


400 

MofiLI 1 M 

. , 

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r 

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1 

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- 

. 

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— 

- 

— 

, 

1 

BXIIiniT  No.  7,  ISHxlO  INCHES. 

<-<ilIc<'tl»iiH.  ;iiii|  It  is  iiii|i<irlaiit  to  liavi-  11  s;ifc  syslciii  fur  li;iTii|liii;,' 
tli<-m>  riMiilttiinccN. 

\V<'  liiivr  proviiliMl  tuir  iiK<-iits  with  stiitliiii  ki-jiIh,  hciiIIiik  \v:ix, 
n-Kiiliir  i*x|ir<')iN  cnrcluiifM.  iiIho  niM><lU'  anil  tliri-nd  for  Mtlti'liliii;. 
Till-  <-ontfiilH  of  (iiroloiii-  iiiiiHt  In-  iiiiirkcd  rm  tlic  ontHiilc,  ami  tin- 
HKi-iit  mIkiih  mill  (liitcM  i-iivi-loiii-,  till-  Miiriiiilim'  of  iiKnil  lii'iriK  ii" 
Mililltloniil  ii,ifi-i;iiiii-i|.  .\);i-iilH  iidvixi'  ciiHliii-r  of  rciiilllaiiccs  iinilcr 
wimniti-  i-iiviT.  ami  roiiiliirtor  ri'<'i-l|itH  to  mki-iiI.  ami  ca.Hhlcr  to 
•■oiiiliH'lor. 

■  'oiKliii-lorH  hIiimiIiI  alwi  In-  proi  liliil  wllli  Mlniiii.'  Iklvph  In  wliicli 
to  liM'k  ii|i  n-inlttamcH  and  viiliialili'  |i!i'kai.'«'s. 

Wi-  wiTi-  not  aiixloiiM  to  lakt'  ii|i  tin'  <iiIIim'||oii  of  C.  ().  I).  |iink 
aici-H.  Iiiit  foiMid  tlinl  it   wim  n<-<'i'SMiiry  In  onli-r  to  runiiii'li-  willi 
■•xiin-HH  i-iini|uiiiifH.     \Vi-  liavi-  >lon<-  awii.v  wilii  tin-  ri-tiirn  of  tin- 
nioni-y  rolli-i-tiil  ax  a  iii-imIIi'hh  rlHk  and  liiHi<-ad  liill  n|i  llii-  i-Iiiii'ki'm 
to  lM>  <'oll<i't<il  In  till-  iidvanci-  loliiinn.    TIiIh  l'Ivi'h  iIk'  foiwardlnK 


6^ 


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liHr, 
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ijii 

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'lit 
in 


BACK  OF   EXHIBIT   Xo.   C.    17  x  14   INCHES. 


o 


©IF  FILLED  forward  t»^ 

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E.XIllIUT    Xo.   8,   0',lx2Vi   INCHES. 

agent  a  oi'edit  with  which  to  pay  tlic  consi^'mir  wlion  tlio  rccciv- 
iiiK  asont  reports  on  a  siiecial  form  liiat  llie  consinuee  lias  ac- 
cepted the  shipment  ami  jiaid  llie  cli;u'f;es. 

Yon  will  notice  a  colinnn  in  (he  Warelionse  Itooi;  iieadeil  "  ("or- 
rections  Deiiit  and  Ci'edil."  W'lienever  a  correction  lias  liecii 
niiide  the  ('ash  Hook  entry  is  lor  llie  correct  charges,  and  will 
not  a(.'ree  with  the  amoiinl  slmwii  in  the  Warelionse  ISoulc.  'i'lie 
nnioiuit  of  ciaTection.  deliil  i>r  ncdil.  slionid  lie  entered  in  llio 
correction  colinnu.  and  is,  of  course,  the  ditfercnce. 

The  entries  in  tlie  correction  colnnin  shonid  atrree  with  those 
of  the  correction  statement  at  liie  end  of  the  perio<l. 

I  have  already  told  yon  that  all  liiliin>;  is  corrected  In  tlie  an 
(litor's  office  and  that  agents  also  make  corrections  since  they 
alouc  can  detect  errors  in  weiglit  and  in  the  description  of  (foods. 
Of  eonr.se,  tlie  agents  duplicate  a  great  nniny  of  the  anditor's  cor- 
rections, but  iu  that  case  tlic  agent's  correction  is  iiiadi'  void. 

There  are  some  errors  sni-li  as  mistaki's  in  Ihc  |pii'|i.iid  er  ail 
vaiice  ciiiiinins  of  a    way   liiii    wiiii'ii   :Wi'   always  a    ddiil    lo  one 

aircnl  and  a  credii   to  il Ilicr,     ■I'lu-sc  arc  i-oirciicd   li.\    issiiiiii; 

a  way  liili  showing  llie  anionnl  of  liic  coireciion  in  llic  iiiepaid 
i-olnmn  only  when  tiie  error  is  a  ciiarge  ag;iiiisl  tlie  station  making 
lint  l)he  way  liili.  anil  a  credii  lo  Ihc  station  receiving  liie  way  liill. 

With  tlic  ai It  cnleri'd  in  the  advance  colnmn  only  llie  for- 
warding slalion   Is  chaigcd.  and  III"  receiving  slallon  Is  credllcd. 

Onr  haggagc  Is  all  handled  liy  ciiecks  which  are  sold  at  a  iinl- 
forni  rale  of  '^."1  cents  for  each  piece,  and  as  the  checks  are  all 
nninlierid  It  Is  ipiile  easy  lo  andll  the  agents'  accounts.  Scpa- 
nile  ahstracis  are  ♦nade  for  luiggage.  Checks  an-  reported  In 
nninerlcal  order  on  foiwarding  alislracls,  and  In  nninerlcnl  order 
liy  slalloim  on  received  alislracls.  Haggagc  consigned  to  liolnts 
where  lliere  arc  no  agclilM  is  donlile  checked.  That  is,  the  owner 
docs    not    receive   his   half   of   llie   chick. 

I  liiivi-  now  outlined  the  daily  work  of  llie  agciils.  Our  agents 
Illlike  out  four  aiiNlracIs  each  nionlli,  covering  Ihc  tsi  in  ilic  Tlli 
Inclusive,  f^lli   to   tlih.    l.'lh   lo  '.^Isl,  and  'J'Jd    In   Ihc   last   of   llir 


594 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol,  XIII,  No.  8b.« 


mouth.  Hut  uiie  Itiilunoi-  stntt'iiii'iit  Is  iiiiiili-  out  corerlog  the 
work  for  the  cuiire  month. 

Abstracts  of  ftirwarilcd  wiiy  liilU  are  iiinile  up  from  the  tlsHue 
copy  book.  All  way  lillls  lo  each  Ktatiuii  are  entered  In  regular 
order,  as  shuwu  by  uumiIkth  anil  datex.  The  footlugH  of  the 
lirepuld  anil  advance  culunins  arc  proved  by  those  In  the  Tor- 
warded  Hook  where  one  1h  kept:  If  not.  llie  prepaid  and  advance 
columns  are  checkid  wllli  llie  t'asli  Honk  before  abstracts  are 
sent  tu  I  he  auditor's  oMice. 

Kecelved  abstracts  arc  luaile  up  in  llie  same  form  from  the 
original  way  bills  p<isled  In  the  Scrap  Hook,  When  totaled  the 
footings  are  checked  wllli  Hie  footings  of  the  Kecelved  Ware- 
house Book,  Korwardi'd  abstracts  are  sent  In  promptly  at  the 
end  of  the  period,  but  llic  re<-clved  abstracts  are  held  three  days 
to  allow  all  way  bills  forwarded  I'ach  period  to  reach  the  re- 
ceiving station. 

A  correction  statcn»iil  Is  made  oiil  on  ICxhibIt  No.  5,  shown 
herewith.  On  this  blank  are  entered  all  the  corrections  for  the 
month,  anil  these  enlrles  are  checked  with  those  made  on  the 
Warehouse  Book   when  checking  the  Cash   Hook. 

The  agent  is  next  ready  lo  make  up  his  balance  statement 
(Kxhlblt  No.  6). 

lie  llrst  enters  his  balance  from  last  month,  tlicu  tills  in  the 
totals  from  his  abstracts  and  correction  statement  as  indicated, 
also  baggage  collected,  remillances  made  —  and  auditor's  cor- 
rections, on  his  previous  niontli's  abstracts.  Next,  the  agent 
outers  in  the  amount  of  the  uncollected  items  made  up  from 
the  uncollected  expense  bills  on  hand  and  proved  with  the 
amoimts  unchecked  on  tlie  \\'arehouse  Book  and  in  the  Tissue 
Copy  Book.  At  large  slation.s  there  is  also  a  debit  entry 
"Charges  advanced  on  way  bills  and  not  paid  out."  and  a  credit 
entry  "Advances  paid  and  not  way-billed,"  Another  debit  entry 
"  Charges  i)rci)aid  and  not  way-billed,"  but  the  items  billed  pre- 
paid and  not  colleclcd  go  in  with  llic  uncollected  items.  These 
last  entries  are  not  necessary  at  sin.ill  stations  liccau.se  tliey 
usually  do  a  cash  business. 

The  debit  and  credit  sides  of  tiic  bahmce  statement  slionid 
agree.  If  they  do  not  the  aficnt  sliould  clieck  over  his  moot  it's 
work  and  locate  the  errors,  .\geuts  are  rciiiiired  to  list  on  the 
back  of  their  balance  statement  ail  tlie  items  uncollected,  and 
bring  forward  on  tlie  Wareliouse  Book  the  tmcheckcd  items,  so 
that  it  is  not  necess.-iry  wlicn  diecking  to  go  back  in  the  Ware- 
house Book  further  tliaii  Uie  lirst  of  the  niontli.  At  large  stations 
we  allow  the  agents  to  hold  their  balance  statement  and  make 
up  a  list  of  uncollected  on  the  IDlh  of  the  month.  They  show 
the  uncollected  account  on  their  l)alance  stjitements  in  two 
items,  "Amount  paid  ist  to  liilli,"  ami  tlie  "Amount  unpaid  on 
the  10th." 

This  reduces  tlie  work  as  most  of  the  last  month's  collections 
are  made  by  this  date.  In  the  auditor's  office  the  footings  of 
abstracts  are  proved,  and  the  forwanled  abstracts  are  checked 
with  the  received  abstracts.     Each  way  bill  should  be  checked, 

I  have  already  told  .vou  tiiat  all  way  bills  are  abstracted  at 
once  to  bring  forward  the  next  month.  From  this  book  all  ab- 
stracts should  agree  with  the  total  sliown  by  the  receiving  agent's 
abstracts. 

ICrrors  in  abstracting  arc  loncclcii  liy  reference  to  tissue  copies 
of  way  bills,  .\gents'  correction  statements  are  also  checked 
with  the  tissue  copies  on  file  in  tlic  auditor's  office  to  see  that 
tliey  have  taken  up  all  corrections  issued, 

Keports  of  rciuitlances  art'  checked  witli  the  Cashier's  rec- 
ord. The  abstr.-iit  footiiigs  of  each  station  for  eacli  period  are 
entered  in  a  Kiciglit  Itccord  Book  (ICxhibit  No.  7),  together  with 
all  debits  and  credits.  In  this  book  each  agent  has  a  separate 
page  every  monlli.  The  page  is  practically  a  balance  statement 
made  up  from  agents'  alistracts  with  the  debits  and  credits 
necessary  to  correct  errors,  but  in  addition,  we  enter  the  total 
freight  and  baggage  forwarded.  This  book  is,  therefore,  a  sum- 
mary of  the  freight  movement  at  each  station,  as  well  as  a 
record  of  total  debits  and  credits.  The  balance  in  this  book 
will  agree  with  the  agents'  balance,  if  correct,  after  adding  the 
remittances  in  transit.  If  agent's  balance  does  not  agree  all 
errors  are  reported  to  him  and  he  is  advised  of  the  correct  bal- 
ance to  bring  forward  the  next  month.  From  this  book  an  ab- 
stract is  made  showing  the  earnings  of  each  station,  and  the 
total  represents  the  freight  earnings  for  the  month. 


Uur  cumiiuuy  handles  mo»t  of  tlie  milk  coming  Into  the  city 
from  the  districts  we  reach.  It  is  shipped  in  ten-gallon  cans. 
The  revenue  from  this  source  Is  considerable. 

We  have  a  ticket  tt:xhlblt  No.  »)  like  a  shipping  tag,  one  of 
Hhicli  must  be  attached  to  every  can.  This  ticket  has  two 
loupons.     The  lirst  reads: 

"  (Juod  for  Ihe  transpurtallon  of  one  can  of  milk  or  cream  nut 
over  leu  gallons  between  and  Detroit,"  and  It  Is  de- 
tached by  conductor  bringing  the  full  cuii  Into  the  city. 

'I'lie  second  coupon  provides  for  the  return  of  the  empty  can, 
and  is  taken  up  by  conductor  ou  Its  return. 

The  body  of  the  ticket  shows  the  ilddress  of  both  the  Con- 
signor and  Consignee.  The  blank  is  printed  with  the  name  of 
the  farthest  station  from  which  milk  can  be  shipped  at  the  rate 
ill  which  ticket  is  sold.  These  tickets  must  be  purchased  In 
I  iuan  lilies  and  in  advance. 

.No  receipts  art'  given  or  taken  for  full  or  empty  cans. 

(Conductors  make  daily  reports  of  each  consignment  of  full 
and  empty  cans,  and  return  the  coupons  collected  with  their 
report. 

It  Is  our  custom  to  send  the  traveling  auditor  periodically  to 
check  up  stations,  lie  does  not  go  like  the  bank  examiner  so 
many  times  each  year,  but  rather  like  tlie  doctor,  when  there  Is 
sickness.  Sometimes  the  disease  is  weakness.  The  agent  writes 
that  he  is  not  strong  enough  to  make  out  a  balance  statement. 
.Sometimes  it  is  a  case  of  disordered  intellect.  When  I  went  to 
school  one  arithmetic  had  all  the  answers  in  the  back.  The 
teacher  used  often  to  remark  sarcastically  at  the  number  of  mis- 
takes and  incorrect  metliods  which  ended  up  with  the  right 
answer. 

Tiiere  are  social  visits  wlien  there  is  nothing  wrong,  but  he  has 
miiy  to  see  that  tlie  agent's  records  are  properly  kept. 

In  each  case  the  traveling  auditor  should  proceed  in  about 
tlie  same  manner.  First  count  tlie  cash  and  see  that  it  agrees 
witli  the  balance  shown  on  the  Cash  Book;  theu  go  back  to  the 
last  correct  balance  and  check  over  the  agent's  work  down  to 
date.  This  is  only  a  matter  of  time  wlien  you  have  the  Cash 
Book  properly  written  up. 

Next  to  the  inellicient  agent  we  liiiil  tiic  greatest  trouble  with 
some  agents  who  cannot  understand  tlie  necessity  of  keeping 
tlieir  accounts  your  way, 

I  think  that  there  is  a  certain  literary  iustinct  in  every  one 
wiiich  suggests  that  a  paper  sliould  be  interesting  as  well  as 
instructive,  but  I  shall  be  satislied  if  tliis  effort  is  worthy  of 
llie  last  adjective,  and  will  content  myself  with  the  belief  that 
I  could  have  earned  the  first  if  I  had  written  my  experience 
witli  agents'  accounts, 

DECISION  IN  TRACTION  SUIT. 


Tlie  petition  of  the  Salem  Terminal  Traction  Co,,  of  Salem, 
W,  \a,,  to  annul  the  injunction  obtained  against  it  by  the  Fair- 
mont &  Clarksburg  Klectrie  Kailroad  Co,,  and  also  to  grant  the 
Salem  company  a  broader  injunction  against  the  Fairmont  A 
Clarksburg  Co,  than  is  in  force  has  been  denied.  The  cotfrt 
also  decided  that  the  Fairmont  &  Clarksburg  company  may 
continue  tlie  construction  of  its  line  between  Clarksburg  and 
Saleiu  upon  ground  not  actually  occupied  by  tlie  tracks  of  the 
Salem  company.  Both  companies  are  buildiug  electric  lines 
between  Clarksburg  and  Salem  and  the  Snlem  company  claimed 
tli.it  the  oilier  was  laying  track  on  lis  survey,  and.  as  mentioned 
in  llie  "  Review  "  for  August,  the  Salem  company  caused  part  of 
the  other  company's  track  to  bo  torn  up.  and  the  Fairmont  & 
Clarksburg  company  secured  an  injunction  against  the  Salem 
company  in  consequence.  The  Salem  company  had  alreody  ob- 
tained an  injunction  against  tlic  other  jnoliiliiiing  it  from  en- 
croaching upon  its  riglit  of  way. 

The  representatives  of  the  Lorain  Steel  Co,  in  attendance  are: 
William  W,  Kingston,  .\tIanUi;  D,  .T,  Evans,  Chicago;  E,  B. 
Eutwisle  and  H,  F.  A.  Kleinschmldt.  Johnstown;  H.  C,  Evans, 
New  York;  S,  P.  S.  Ellis,  Pittsburg;  R,  Clitz  and  P,  M,  Boyd, 
Lorain. 


5TH  Year.  No.  2 — Sept.  3,  1903.] 


DAILY  STREET  RATLW.VY  REVIEW. 


595 


SHOP  PRACTICE. 


By   Ur.   Alfred   Green,   Master    Mechanic,   Rochester   Railway   Co., 
Rochester,  N.  Y. 


In  my  opinion,  the  best  way  of  trenting  the  subject  which  has 
\teen  as.signed  to  me  will  be  simply  to  give  my  own  experience, 
describing:  the  plant  of  the  Roclicster  Railway  Co.  and  some  of 
the  practices  in  voKiie. 

Otir  sliops  have  a  frontage  of  166  and  a  depth  of  191  ft.,  being 
divided  into  three  partis  li.v  walls  at  rigiit  angles  with  the  front 
of  the  l>uiiding.  On  the  north  side  are  the  carpenter  and  paint 
shops,  on  the  south  side  the  niotcir  repair  and  machine  shops, 
the  center  being  occupied  liy  the  oflico  and  store  room,  with  the 
blacksmitli  shop  at  the  rear.  .\  door  leads  from  eadi  depart- 
ment into  the  store  room:  a  very  convenient  arrangement.     Ail 


ALKKEIi    GREEN. 

orders  fur  in:itcri:il  arc  signed  hy  tlic  iDiciiicn  of  tlic  various 
dcpartineirts.  and  are  tilled  liy  tlic  stock-keeper.  The  store  room 
U  21!  ft.  wiile  and  H.T  ft.  deep.  .Ml  necessary  equipment  for  the 
■■iitire  system  is  ki-pt  in  stock.  Ilic  small  material  on  the  ground 
Himr  and  the  heavy  material  in  the  hasement.  The  ba.sement  is 
also  provideil   with  a  large  romii   for  the  storage  of  car  wheels, 


e-xtra  motors,  controllers,  etc..  and  is  equipped  with  a  narrow- 
ga,ge  track  and  overhead  travelers  for  the  handling  of  heavy 
machinery. 

Our  road  being  a  small  one.  of  course  we  have  not  the  facili- 
ties for  doing  work  that  perhaps  larger  roads  have.  In  the 
motor  and  truck  department  at  the  umin  sliops  on  St.  Paul  St.. 
we  have  ei.ght  men.  The  special  tools  in  this  department  are 
two  wheel  elevators,  as  shown  in  Figs.  1  and  2,  one  piston  air 


FIG.  2— WHEEL  BLEVATOE. 

crane,  and  one  motor  air  lift.  The  wheel  elevators  are  operated 
liy  an  electric  motor  at  the  bottom  of  the  pits;  the  construction  of 
I  lie  wheel- elevators  being  two  long  vertical  screws  set  In  a  cast- 
ing having  a  face  for  two  large  iron  castings,  with  a  section  of 
rail  fastened  to  the  top  of  them,  and  working  on  the  screw  the 
same  ;is  a  large  nut,  the  two  sides  being  connected  by  a  longl- 
liidiii^il  sli;ift  with  lievcl  gears  en  cacli  end. 


KIO.  1  — AIR  CBANB  ANI>  PIT,  WITH  BLECTRIO  KLBVATOR. 


■.!»6 


DAILY  STREET  RAILWAY  REVIEW. 


ISdiial  No— Vol.  XIII,  No  8  b 


On  till'  rloin-  Hue  iif  ihi'  |>ii  tlicii'  an-  two  trnnsfor  tables,  one 
lo  tnke  till'  old  wImmIk  iinil  m.i  iIii-mi  io  one  bIiIc.  tlie  other  to  Rot 
a  ni'W  imir  nii<l  hilnc  llicni  .m  a  Uni'  witli  the  lloor  of  the  pll. 
where  they  enn  lie  pla.'eil  on  the  elevator  and  carried  up.  dlrootl.v 
under  the  ear  and  Into  their  plaei'. 


KKi.    :t  —  AKMATlltK 


.^s  .vipu  will  aide  h.v  Kit:.  ■_'.  the  air  eraue  is  near  the  wheel 
elevator,  so  that  we  have  two  ways  of  taking  wheels  out  of  the 
pits.  Vlth  this  arrauKeiuent  we  are  able  to  take  out  a  pair  of 
(•Id  wheels.  iTplace  them  with  new  i.nes.  and  have  the  car  ready 
to  leave  the  ImildiliK  in  forty  minutes. 

The  air  compressor  which  furnislics  tlie  air  for  ail  departmeiils 
is  placed  in  one  corner  of  tiiis  room  and  is  belt-driven,  bein;.' 
operated  by  two  20-h.  p.  motors,  placeil  on  the  floor  line  of  tlic 
motor  repair  pits.  All  repairs  to  motors  are  made  from  nnder- 
neatli  the  car.  and  the  car  body  is  not  taken  off  the  trucks  unless 
the  car  is  Koin;;  throuKli  tlic  sliops  for  s;eneral  overhauling. 

The  armature  repair  deiiarlmcnt  and  macliine  shop  are  in  one 
large  room.  WO  by  1»0  ft.  In  tills  room  all  tiie  field  and  armature 
coll  work  is  done. 

The  machine  shop  contains  tive  lathes,  five  drills,  one  taping 
machine,  large  shears,  thread-cutting  machine,  pinion  press,  drill 


FIG.    6— SMALL.    I'UHNACE. 

grinder,  speed  lathe,  cold  cutting-off  saw,  shaper  and  planer,  two 
milling  machines,  two  emery  wheels,  also  buffing  machines  for 
brass  polishing.  This  department  is  operated  by  a  30-h.  p.  motor. 
In  the  field  and  armature  room  we  have  one  lathe  for  winding 
fields  and  one  taping  machine,  one  armature  band  wire  machine 
and  two  armature  coil  winders  with  Interchangeable  heads  for 
different  kinds  of  colls,  also  the  necessary  dipping  tanks  and  dry 
boxes.  One  of  the  novel  features  In  our  armature  room  Is  the 
horse  used  for  holding  armatures  while  being  repaired,  which  Is 
shown  in  Kig.  3.  This  armature  holder  can  be  raised  to  any 
height,  and  stretched  out  to  accommodate  any  length  of  armature 
shaft.  It  Is  provided  with  a  center  support  operated  by  a  rack 
which  can  be  arranged  to  take  the  weight  of  the  armature,  so 


ihat  the  front  part  of  the  arnialure  rack  can  be  removed  to  take 
off  or  repair  the  eiiniiiiulator.  .Mlached  to  this  frame  Is  a  holder 
for  a  seal    ^"  "'n'  ""■  ">""  driim.'  ilie  work  can  sit  down  to  con- 


1-|(!.    -1-     KfK.NACK.  FIG.    5. 

lied  his  roMiiinilalor.  Tlicic  is  also  attached  to  this  hor.se  a  re- 
in..valiic  table  lor  holding  the  wiirkman's  tools,  anil  on  the  back 
in.l  ,nc  two  ail.iustalile  iinoks  that  can  be  thrown  over  the  pin- 
i.,ii  111  case  the  commutator  Is  to  be  tightened  or  loosened. 
Tlie  riiom  is  tilteii  up  witii  overhead  tracks  and  air  lift  for 
liaiidliiig  the  ariiiatuivs  and  carrying  them  to  the  dilTerent  parts 
111'  llic  shop.  The  armature  room  is  also  equipped  with  small 
riiriiaces  as  shown  in  Kig.  II.  for  heating  soldering  irons,  air  and 
L'Ms  being  used,  which  can  be  so  regulated  as  to  heat  the  solder- 


FIG.    7  —  BANIl    SAW    BRAZF.U. 

ing  irons  to  Oie  necessary  temperature  without  burning  the  face 
of  the  iron.  This  does  away  with  all  charcoal  furnaces  and 
gasoline  lamps.  All  hard  soldered  joints  In  the  motor  fields  are 
.ilso  made  with  an  air  and  gas  burner  of  very  simple  construc- 
tion. 

The  blacksmith  shop  is  directly  over  the  boiler  room,  18  ft. 
above  the  ground,  and  consists  of  five  forges  and  one  power 
liamraer.  The  coal  for  this  department  Is  delivered  Into  a  bin 
in  the  boiler  room  and  is  carried  np  into  the  bUcksmlth  shop  by 


5TU  Year.  No.  2— Sept.  3,  1903] 


DAILY  STREET  RAILWAY   REVIEW. 


597 


au  endless  chain  with  buckets.  The  blower  is  operated  by  a 
20-h.  p.  motor.  The  furnace  in  tlie  blaclvsmitli  shop,  as  shown 
in  Fig.  4.  is  both  a  soldering  furnace  for  tinning  and  a  babbitting; 
furnace  for  babbitting  all  motor  journals. 

In  the  babbitting  of  motor  journiils.  we  have  tried  to  arrange 
inir  mandrels  and  l)abliitting  devices  so  as  to  leave  as  little  vrork 
as  possible  to  be  done  on  them  after  the  boxes  have  been  re- 
liabbitteil.  Fig.  .'i  will  give  .vou  an  idea  of  the  devices  used  for 
babbitting  journals.     Tbe  idea    is    probably   old    and   in   geuei:il 


piiiriiig.  These  machines  occupy  a  space  24  by  98  feet  on  the 
iiortli  side  of  the  building,  and  include  the  following:  Mortiser, 
one  large  lUt-oCf  saw,  rip  saw,  band  saw.  tenoner,  jointer,  shaper, 
sliclver,  turning  lathe,  router  and  planer. 

All  sliafts  and  couiiter-sliafts  arc  in  the  basement  underneath 
the  carpenter  shop,  and  all  belts  come  up  from  below  directly  to 
the  machines  which  they  drive,  thus  doing  away  with  the  incon- 
veniencc  of  liaving  belting  in  the  way  when  liaudling  timbers. 
I'liese  in.u-liincs  are  driven  by  two  25-h.  p.  motors,  one-half  of  the 


FIG.    8— 27-KT. 


■  N\  i;i;  1  iltLE   (WR. 


use.  and  there  are  undoubtedly  better  arrangements  for  accom- 
plishing this  work. 

One  of  the  features  in  making  repairs  on  double  truck  cars  Is 
the  use  of  the  transfer  table,  which,  you  can  readily  see.  saves 
a  large  amount  of  work  by  being  able  to  take  the  truck  out  side- 
ways, in  which  case  we  have  to  jtick  tlie  body  only  high  enough 
to  clear  the  truck,  and  it  certainly  saves  a  great  deal  of  labor, 
as  It  is  only  necessary  to  raise  tlie  end  of  the  body  from  which 
you  are  going  to  take  the  truck,  six  inches. 

Our  carpenter  department  is  Tii  by  ys  ft.,  liaving  five  tracks 
running  its  entire  length.  Under  one  of  these  tracks  is  a  pit 
4  ft.  deep  for  the  examination  and  repairing  of  cars.  At  one 
side  of  the  pit  Is  an  entrance  to  a  large  store  room,  where  all 
parts  are  put  away  while  the  car  is  being  repaired.     By  having 


CIO.    12— KKAMI.VO    FOK   BODY. 

thU  room,  all  unnercHsary  material  1h  kept  rilT  the  carpenter  ghop 
flfmr.  (hero  Ih  no  poHMlble  chance  of  aiiytlilng  Iwlng  damaged 
by  (tirelemi  hnndling.  and  we  knoiv  where  every  part  Ih  when  we 
want  It. 

ThU  depnrtiuent  hoH  a  complete  i-(|ulpment  of   wcKid-workIng 
inachlDery,  Including  all  tool*  neceMary  for  car  building  and  re- 


J^BK 

I^SBJ^^^Sig^BBBBo^HI^SMB 

HK^^ 

^^^^^9H^^^^^^^-^^^H 

HI     ^^1        ll          '1 

--, 

I 

^ 
1;' 

■pillkLLIII)! 

B^y 

^^H 

■II          '^HHlHi 

FIG.    a  —  INSIDE    COMPLETED. 

niacliiucry  being  entirely  independent  of  the  other,  so  that  iu  case 
i>f  repairs  or  break-down,  ouc-lialf  of  the  shop  can  be  run  inde- 
pendently of  the  other  half. 

Special  attention  is  given  to  cleanliness  and  keeping  the  shop 
neat  at  all  times,  this  being  acomplished  by  a  large  Sturtevaut 
exhaust  fan  piped  to  the  different  wood-working  machines,  which 
t)lows  all  the  shavings  anu  sawdust  into  a  large  shaving  bin  In 
the  rear  of  the  building. 

This  department  is  also  piped  for  air  the  same  as  the  other 
departments,  and  is  equipped  with  connections  between  the 
tracks  so  tliat  it  is  convenient  at  all  times  and  at  any  part  of 
the  sliop  to  connect  the  Little  Giant  pneumatic  tools,  of  which  we 
have  two.  Also,  in  connection  with  this,  we  have  a  device  for 
brazing  our  baud  saws,  of  very  simple  design,  which  is  shown 
ill  I'ig.  7.  We  were  unal)le  to  find  anything  for  this  class  of 
work,  .so  necessity  forced  us  to  make  the  present  arrangement. 
It    Is  simple,  and  as  you   will  note  by  the  sketch,  the  two  ends 


FIG.    i:i  — .SASH    ItAI'K 

of  till-  band  saw  are  held  by  damps  and  liard-soldeied,  bonix 
bi'liig  used  with  a  Hunsen  Imrncr  for  doing  the  brazing, 

.ViiKiiig  tlie  conveniences  In  this  department,  there  is  al,so  a 
liaiicl  bender  which  Is  lieab'd  by  gas,  and  a  set  of  glue  pots, 
wliiili  ill  the  winter  aii'  lieated  by  steam  and  In  the  summer  by 
glis. 

.Ml  tiiilKlii'd  materlnl  for  car  <-cinstructlou  Is  kept  In  a  large 
store  room  In  the  baHemenl.  which  Is  jirovlded  with  racks. 
These  rncks  are  numbered.  ihUH  enabling  the  man  In  charge 
of  this  room  to  keep  his  slock  tip.  and  doing  away  with  un- 
tiectT'sary  waiting  for  materials. 


5lt8 


DAILY  STREET  RAILWAY   REVIEW. 


ISekial  No— Vol,    XIII.  No   8  b 


III  uiiuUier  lurge  I'uuiu  In  tlu'  bascuieiit  in  ku|it  hII  rouglj  luui- 
lit-r  uutil  It  bc'cunifs  tliuroiiKliI)  »<'ll  ni-uhuiioiJ.  The  ruuwuy  In 
80  urruiiKed  iih  to  taki-  nil  IiiiuIhm'  illrcotly  lu  the  large  I'lilufr 
Hiiw.  iliuM  ennbllUK  us  lo  keep  tlnwii  all  c.vtru  I'xpeQKi-  of  liiiiKjIinK 
same. 

lu  regard  to  slilftlug  cars  fruui  oue  depurtiuent  to  iiiiotber  or 
KettiiiK  ours  from  the  curpeiiter  iihiip  to  tlie  paiut  shop  and  out 
to  the  street,  there  are  ouly  two  ways  In  whk-li  thlx  can  be  a<'- 
rotuplUhed  with  any  ecououiy.  The  flrst  Is  to  have  the  carpenter 
shop  at  one  side  of  the  pnliit  sliup:  the  second  Is  to  have  the 
palut  shop  directly  In  the  rear  of  ilie  carpenter  shop,  with  a  rear 
exit,  so  that  cars  can  be  moved  from  one  department  Into  the 
other  without  luterferlng  with  work  In  otlier  departments. 

The  nrrangement  depends  upon  the  ainomit  of  rooui  you  have 
for  bulldluus  and  tracks.  In  the  Inylnn  out  of  the  Rochester 
Hallway  (.'o's.  shops  It  was  iiiipnssible  to  accomplish  the  Ursl 
named  plan  on  account  of  the  scarcity  of  land,  and  therefore  the 
second  was  followed. 

We  have  all  kinds  of  rolling  stock  In  operation  on  the  Rocbes- 


Uie  water  will  work  Id  between  the  Joints  and  rot  the  timber. 
Itut  each  and  every  one  must  admit  that  it  gives  us  a  slU  of 
k'reatcr  strength  than  wc  could  possibly  get  from  a  solid  timber, 
so  that  by  piiltlng  the  planks  togcthci'  with  white  lead,  breaking 
joints  by  six  feet,  and  bolting  together  thoroughly,  1  do  not  think 
we  are  liable  to  have  any  trouble  wltli  water.  Additional 
strength  may  be  readily  olitained  in  u  built-up  side  sill  by  placing 
a  steel  plate  from  %  to  %  In.  thick  between  the  second  and  third 
planks. 

jKor  Figs.  II)  and  11  see  the  article  by  .\Ir.  T.  .1.  .Nicholl,  vIct- 
president  and  general  manager  Hochestcr  Uallway  Co.  in  the 
"  .Street  Railway  Review  "  for  Aug.  a»,  liMiri.  pagi-  -kiO,  on  "  The 
Hest  Form  of  Car  for  Average  City   Service." — lOd.] 

In  regard  to  the  paint  shop,  there  Is  a  great  deal  that  can  be 
taken  up  and  thoroughly  discussed  for  the  bcnctlt  of  every  one 
loiiceini'd,  but  as  the  painting  of  cars  will  more  correctly  come 
under  tlie  head  of  "  Care  and  Maintenance  of  Car  Bodies."  which 
paper  Is  to  be  handled  by  Jlr.  Haker.  1  will  say  only  a  word  on 
this  subject. 


5«^>4w,'   7U>4/>V     Wj»»rt,«***d,-«'.>r.,.wa.«^^rwlo' l«**i,.**'     nMi/y     l^iKrtA^'ir,:L^Ct*i  it^.rS/. 


PIG.    14— I'ATBNT    SHOP    DEVICES. 


ter  Hallway  and  the  Rochester  &  Sodus  Bay,  giving  us  a  number 
of  different  classes  of  cars  which  we  both  build  and  repair,  In- 
cluding Hat  cars  for  hauling  gravel,  box  and  flat  cars  for 
freight,  combination  cars  for  express  and  passenger  service,  cars 
with  longitudinal  seats  for  the  winter  and  cross  seat  open  cars 
with  center  aisle  for  summei-  service. 

There  are  no  cross  bench  open  cars  in  operation  on  this  sys- 
tem, on  account  of  the  miuiber  of  miles  of  track  which  are 
placed  between  the  curb  and  the  sidewalk,  making  It  unsafe  to 
operate  this  style  of  car. 

We  have  no  funeral  cars  on  this  system. 

Fig.  8  shows  one  of  our  27-ft.  convertible  type  mounted  on 
maxlnium  traction  trucks;  Fig.  U  shows  the  interior  complete. 

Another  detriment  to  the  buililiug  iif  cars  for  this  system  Is  the 
number  of  low  iron  railroad  and  canal  bridges  under  which  our 
lines  run,  making  it  impossible  for  us  to  operate  a  car  over  11  1-a 
ft.  from  the  rail  to  the  top  of  the  bridge  board.  Still  another  bad 
feature  lu  regard  to  our  tracks  being  Inside  the  curb.  Is  that  It 
only  allows  us  to  use  a  car  8  ft.  wide  over  all,  which  gives. 
In  a  cross  seat  car,  a  very  narrow  aisle. 

The  Interior  of  our  latest  typo  of  car,  with  tiie  seats  arranged 
part  across  and  part  longitudinal,  is  illustrated  In  Fig.  10.  and 
Fig.  11  shows  the  exterior.  In  one  of  the  last  cars  that  we  re- 
built out  of  two  trail  cars,  not  having  sills  on  hand  long  enough, 
we  built  up  our  sills  of  four  pieces  of  2x0  In.  oak.  The  length 
of  this  car  over  corner  posts  Is  -10  ft.  Fig.  12  shows  the  framing 
ready  for  the  body.  This  car  is  .51^4  ft.  over  all,  and  is  to  be 
used  on  the  Rochester  and  .Sodus  Bay  road,  which  runs  between 
Rochester  and  .Sodus  Bay.  a  distance  of  forty  miles.  Undoubt- 
edly there  will  be  much  criticism  of  the  building  of  sills  out  of 
2-ln.  oak,  but  while  there  are  some  things  against  it.  there  are 
others  In  Its  favor.    The  most  that  can  be  said  against  It  is  that 


Our  paint  room  is  100  by  69  ft.,  with  live  tracks,  each  capable 
of  iiolding  two  cars  4-1  ft.,  or  three  cars  26  ft.  over  all.  Part 
of  this  room  is  used  for  washing  and  varnishing  sash  and  other 
car  parts,  wiiich  are  kept  on  a  rack  as  shown  in  Fig.  13.  I  would 
call  special  attention  to  Fig.  H,  which  shows  our  master 
I  painter's  mode  of  taking  care  of  his  varnishes,  turpentine  and 
citlicr  materials.  The  flgiire  shows  a  number  of  tanks  on  a  rack 
with  faucets  attached.  A  graduated  stick,  which  Is  fastened  to 
a  float,  passes  through  a  slot  in  the  cover  indicating  tlie  quantity 
of  material  in  the  tank.  The  bench  beneath  the  rack  used  for 
iiii.\iug  paints,  putty  and  colors,  is  covered  with  zinc,  which  is 
easily  cleaned.  In  connection  with  this  is  a  box  or  paint  brush 
liolder,  which  is  simple  in  design  but  very  effective  as  you  can  see 
by  Fig.  15.  No  one  can  take  a  brush  without  the  master  painter 
lirst  unlocking  the  rack,  which  enables  him  to  know  at  all  times 
where  his  lu'ushes  are  and  tiiat  tlicy  are  properly  cared  for  when 
icturued.  We  keep  our  paiut  brushes  in  water  suspended  on  a 
wire  and  the  end  of  the  brush  about  2  in.  from  the  keeper.  Var- 
nish brushes  we  keep  in  oil  and  turpentine  in  the  same  manner. 

The  next  Important  feature  In  this  department  Is  the  use  of 
i;as  and  alv  for  imrning  paint  off  cars.  In  our  opinion  It  Is  not 
so  mucli  the  iiuestion  of  economy  in  the  use  of  air  and  gas  as 
against  th"  gasoline  torch,  but  the  burner  Is  safer  and  more 
1  iiuvenicnt  to  carry  about.  It  is  also  light  and  durable,  and 
wlieii  once  regulated  will  remain  so  as  long  as  it  is  in  use. 

In  regard  to  tli''  grinding  of  colors.  I  .lo  not  think  it  economy 
loi  any  onilnary  sized  road  lo  go  lo  the  expense  of  equipping  a 
slioj)  with  the  necessary  apparatus  for  grinding  colors,  when 
we  can  buy  them  ground  In  any  shaile  ready  to  thin  down 
with  turpentine,  and  we  know  then  just  what  they  cost. 

As  to  the  paint  skins,  wc  have  a  slush  bucket  that  all  odds  and 
cuds  go  into.     We  stir  In  with  this  a  little  princess  brown  and 


STH  Year,  No.  2 — Sept.  3,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


599 


other  lunterinl  necessary  to  make  paint  that  will  do  for  slushing 
liottoni.<  ami  canvas  ikuh-Is  of  cars,  so  that  we  waste  very  little 
material. 

Ill  every  dopartnicni.  a  sr''"*  'leal  tlcpcniis  iii)<>n  the  ability 
of  the  foreman  in  settini:  the  best  results,  not  only  out  of  his 
tools,  bnt  also  from  his  men,  anil  it  is  for  the  master  mechanic 
or  chief  engineer  to  deiiionstrate  In  iiis  company,  the  value  of 
to«ls  anil  equipment,  aiii!  prove  to  lliom  that  they  are  not 
luxuries,  but  everyday  necessities, 

m  «e  *■ 


"TYPE-M"   CONTROL. 


By    W.    0.    Mundy, 


Master    Mechanic,    St.    Louis    Transit    Co.,    St. 
Louis,  Mo. 


In  view  of  the  fad  tlial  we  slionld  be  very  careful  not  to  allow 
our  .\ssociation  to  be  in  an.v  way  au  advertising  medium  for  tlie 
maniifactiirer,  I  had  intendeil  making  tills  paper  somewhat 
broader  than  indicated  by  the  title,  or,  in  other  words,  to  cover 
the  subject  of  "  Train  I'mitrol." 

There  are  but  three  recognized  systems  of  coutiol  in  use  in  this 
country,  namely,  the  Sprague  IMlot  ilotor  Control,  used  on  tlie 
Soiitli  .side  Cliicago.  Itostuu  Klcvated  and  Brooklyn  Elevated; 
the  Westinghouse  Klectro-Pneumatic  Control,  used  on  the  Kiook- 
lyn  Klevaleil  and  several  small  installations,  and  the  General 
Klcctric  ■■  TypcM  "  Control,  u.si'd  by  the  Manliattau  Elevated, 
and  adopted  by  tlie  Interborough.  both  of  New  York,  (he  Aurora, 
Elgin  &  Chicago,  ami  a  huge  number  of  others. 


W,   <>.   .MINIlV. 

Taking  Ihese  three  in  order,  I  linil  thai  since  llic  Sprague  com- 
pany has  been  absorbed  by  the  (Jeueral  Electric  Co.,  It  is  no 
longer  pushing  the  pilot  motor  control;  and,  In  fact,  the  Sprague 
•  iimpany,  before  the  consolidation,  had  proposed  and  was  advo- 
cating a  Hcheiiie  somewhat  similar  to  the  ciititactor  system. 
Thus  we  nin  safely  ilrop  the  pilot  motor  eontrid  finiji  our  dis<-us- 
Hlon,  coiiHlderlng  It  as  not  being  up  lo  date. 

Ueferrliig  ne.vt  to  the   WeHlinghoiise  Electro -riicnjuatic   liriiiii 

Control  useil  In  Itrooklyn,  we  tind  tliat  Ih impany  is  no  longer 

advoialliig  tills,  but  has  only  rciciitly  come  upon  the  market 
with  the  so-called  Turret  (Jontiolli'r.  However,  upon  investiga- 
tion, I  lind  thai  the  company  is  not  ready  lo  give  lo  the  |iublli' 
deliills  of  till?  HyHteiii,  and  we  are.  tlieii-fiire,  <'oriipellcii  tn  drop 
It  from  our  coiiHlderalloiis  toda.v. 

This,  unfortunately,  places  us  so  that  the  only  remaining  sys- 
leni  for  discussion  Is  the  "  TypeM  "  Conlrrd  of  the  (ieiieral  Elec- 
tric Co. 

It  Ih  iiafe  lo  say  that  In  no  part  nf  tin'  eleeirleal  eiiiiipmenls  of 
our  lars  are  the  effeets  of  llie  dllTereiil  comlltloim  Imposed  upon 
UN  by  the  constiintly  heavier  and  faster  ciifH  we  are  putting  Into 
m-rvlco  more  markedly  shown  than  In  the  operation  of  the  con- 
Iroller*  theniHelveM.  Apparaliis  that  was  almost  ideal  when  iiHed 
with  uiotorH  of  comparatively  small  power  has  been  both  en- 
largetl  and  HlrengllM-ioHl  tn  meet  tin-  more  severe  conditions,  and 
yet,  with  the  very  best  of  conslructlon  has  failed  to  be  enllrely 


satisfactory;  consequently,  the  majority  of  us  are  looking  for 
something  better.  AVbether  or  not  we  will  be  able  to  find  it  is  as 
yet  prcililematical,  and  the  future  alone  can  tell. 

I'uiloulitcdly  the  principal  causes  oC  our  troubles  are  that  the 
lu'cessarily  heavier  working  parts  of  the  controllers  must  move 
more  slnwly.  and  the  arc  is.  therefore,  longer  in  being  broken. 
That,  ciiiiibiucd  with  the  greali'r  amount  of  metal  vapor  caused 
by  tlie  larger  currents,  ni.ikcs  tlie  arc  tlie  liarder  to  break,  even 
if  the  voltage  is  no  higher,  and  in  tlie  majority  of  cases  we  are 
compelled  to  use  higher  voltages  in  order  to  give  the  proper 
service. 

The.si!  tliree  causes  combine  lo  make  the  problem  a  most 
serious  one  to  meet,  and  is,  without  doubt,  the  reason  that  while 
the  Sprague  controllers  wei'o  very  successful  in  Chicago  when 
used  with  SO-h.  p.  motors,  they  were  not  nearly  so  satisfactory 
wlien  used  in  Brooklyn  and  Boston  witli  IGO-h.  p.  motors;  hence 
the  newer  electric  switch  control  jnoposed  by  the  Sprague  com- 
pany before  its  absorption. 

-Vllhongh  having  no  delinite  information  on  the  subject,  It  is 
inobalily  safe  to  say  that  these  same  reasons  were  of  prime  im- 
portance in  causing  the  change  of  front  of  the  Westinghouse 
company,  as,  without  knowing  positively,  I  think  that  the 
turret  controller  is  a  segregated  pu'ce  of  apparatus  having  small 
working  parts  Ihal  work  somewhat  independently. 

.\s  most  of  you  are  probably  aware,  the  "  Type-M  "  control 
consists  of  a  numlier  of  electrically  operatc^d  switclies  or  con- 
tactors that  make  the  motor  current  connections,  the  contactors 

lieing itrolled  in  turn  by  a  small  master  controller  operated  by 

the  iiioiorman.  Tlic  only  current  passing  through  the  master 
controller  is  that  small  amount  necessary  to  operate  the  con- 
tactors, and  as  the  contactors  on  every  car  are  connected  in  the 
same  kind  of  groups,  and  these  groups  in  multiple,  the  operation 
becomes  tlie  same  whether  one  or  more  cars  are  connected,  the 
only  cliriereuce  being  that  the  master  controller  in  use  must 
hanilli'  an  additional  small  amount  of  current  for  each  car  at- 
tached to  the  train.  But  the  operation  of  the  motors  themselves 
is  identical  and  simultaneous  from  necessity,  no  matter  in  what 
part  of  (lie  train  Ihoy  may  be. 

This  apparatus  has  been  so  well  described  in  the  excellent 
articles  that  liave  appeared  in  our  technical  journals  that  I 
shall  not  go  fiirlher  into  details  at  present,  but  will  be  glad  to 
give  further  Information,  if  it  is  desired,  when  we  come  to  the 
discussion  of  tile  paper. 

While  developed  to  iiarliculaiiy  meet  the  coudilions  of  train 
control,  tile  use  of  the  "  Type-M "  apparatus  has  created  for 
itself  many  uses,  and  has  demoustrated  a  number  of  almost  self- 
evident  facts  that  were  not  fully  appreciated  before. 

Tlie  almost  absolute  uecesislty  of  iucreasiug  the  rapidity  of  the 
niiivement  of  the  contact-making  and  breaking  devices  as  much 
as  possible,  esiieclally  when  handling  heavy  curreiils  at  high 
voltage,  is  one  of  these  facts,  and  It  is  undoubtedly  due  to  the 
use  of  a  working  memlier  weighing  not  over  u  lb.  togclher  with 
a  large  excess  of  iiower,  that  the  contactors  are  such  u  success. 

The  apparent  greater  caiiacity  xii-r  inch  width  of  conlacl  and 
the  iiiiicli  longer  life  is  readily  traceable  to  this  cause,  combined 
with  ilii'  belter  type  of  blow-out  possible  when  used  for  one  arc 
1  uili.  Why  tlicse  dilleivnces  should  e.Kist  is  aiipareiit  wlieii  it 
is  considered  tliat  drum  controller  cylinders,  lo  clo  llie  same 
work,  must  welgii  not  pounds,  but  hundreds  of  iioimds  eacli, 
ami  the  gap  between  the  arc  blowing  poles  must  be  much  greater 
anil  the  Held  more  Indirect. 

from  e.xperimciils  made  to  delcrmiiii.'  llie  rapidity  of  iiiiiv* 
ment  it  was  foiinil  Ihat  the  average  contactor  requires  less  lliau 
I  PiU  of  a  second  to  altalii  its  widest  gap  from  llie  iiislant  the 
ciiiilacts  first  part  In  breaking  the  « Irciill,  and  accordingly,  only 
a  small  amount  of  meUil  vapnr  is  roriiii'd;  hence  the  small 
amount  of  arc  developed. 

Till'  "Type-M"  control  is  of  iiecesslly  more  complicated  than 
an  ordinary  serleH-parallel  controller,  but  there  are  some  advan- 
tages that  will  give  it  a  Held  outside  of  train  use;  for  Instance, 
as  nearly  all  the  weight  laii  be  placed  under  the  cur-body,  the 
lilalfoniiH  have  much  less  tn  carry  besides  making  more  room 
for   paNHengei'H.     Again,   as   the  motorman   has  a   much   smaller 


i-.OO 


DAILY  STREET  RAILWAY   REVIEW. 


[Sdiial  No— Vol.  XIII,  No.  8  b 


IiiiikJIl'  to  oiionite  and  tlioi'c  In  su  iuucIi  Icsh  work  to  do,  he  sboulil 
<lo  It  more  I'lirefully,  Imt  wlipther  lie  will  1h  ([iiHe  aiiotber  ques- 
tion. 

The  eaue  o(  ImndllUK  lias  raii.st'd  i|iiite  a  few  eleetrlc  loeomo- 
tives  to  be  equipped  with  this  appiiriitus,  although  they  will  In 
all  probability  never  be  eouneeted  so  as  to  use  the  train  bysteiii 
feature. 

of  course,  as  the  system  readily  lends  Itself  to  distance  con- 
trol, new  uses  will  continually  develop,  such  as  hoists,  cranes, 
rolling  mlll.s,  printing  presses,  etc.  But  those  arc  aside  from 
the  question  and  do  not  particularly  Interest  us,  as  the;  have 
almost  notlilii):  to  do  wllli  our  line  of  work. 

^4  ^4  0* 
SERVICE  TESTS  WITH  THE  "  AUTOMOTONEER." 


As  brought  out  In  the  discussion  at  Tuesday's  session  of  the 
American  Hallway  Mechanical  and  Electrical  Association  a 
source  of  considerable  expense  Is  frequently  found  in  the  care- 
less handling  of  controllers  by  motormen  who  are  not  properly 
instructed,  or  who  neglect  to  obey  their  instructions  as  regards 
the  proper  manipulation  of  tlie  controller  handles.  Several 
methods  have  been  suggested  from  time  to  time  for  preventing 
waste  of  current  from  this  source.  Wattmeters  on  the  cars  for 
riK'ording  the  current  consumed  In  starting  and  running  have 
been  advocated,  but  this  expedient  lias  been  found  not  altogether 


An  abstract  of  the  report  of  the  engineers  is  as  follows: 

•'  The  test  was  carried  out  iqion  the  lines  of  the  .Madison 
Traction  Co.  on  a  run  of  a  little  over  six  miles  In  length,  which 
iuis  many  shan>  curves,  grades  and  swllches.  It  was  made 
iiIKin  the  company's  Car  No.  17,  during  Its  regular  morning  runs. 
This  Is  a  single  truck  car  30  ft.  In  length  over  all,  weighing 
about  8  tuns  and  ('<|ulp|ied  with  two  O.  K.  8<)0  motors  and  K-:; 
coiilrtdlers.  The  autonioloneers  were  set  to  take  the  total 
nine  nolchi-s  of  the  controller  iu  J'/j  seconds  or  about  '/.•  a  second 
to  a  notch. 

•'  The  results  of  the  test  show  that  when  operating  the  cars 
as  they  will  normally  be  handled  by  a  fairly  careful  motorman. 
when  not  using  the  automotoiiccr,  the  consumptiou  of  energy 
Is  about  TVi  per  cent  greater  than  when  the  automotoneers 
are  attached. 

••  .\s  an  lllnstratlon  of  what  the  automotoneer  accomplished 
ill  the  runs,  as  regards  jieak  currcnls  drawn  by  the  motors,  when 
the  car  was  driven  In  a  somewhat  careless  manner,  as  Is  com- 
monly done  by  a  raw  or  careless  motorman,  the  maximum 
current  was  100  amperes  as  compared  with  110  amperes  when 
the  controller  was  eciuipped  with  the  automotoneer.  Thus  the 
peak  current  was  reduced  :2."p  per  cent  while  the  regular  schedule 
was  maintained. 

■•  The  accompanying  diagrams  are  curves  of  current  for  a  small 
part  of  the  line,  showing  the  effect  of  the  automotoneer  upon  the 
maximum  current  used  by  the  car  when  running  on  somewhat 


KIG.   1  — CURVE  SHOWING   CURUKNT   PEAKS   WITHOUT    AUTOMOTONEEIt. 


satisfactory  as  it  is  possible  to  feed  current  so  fast  that  the 
instrument  will  not  record  accurately  the  amount  of  current 
consumed,  and  It  was  found  tliat  some  of  the  men  who  make 
the  best  readings  on  the  voltmeters  had  the  hottest  motors. 

A  device  for  automatically  regulating  the  moving  of  the  con- 
troller handle  lias  been  developed  to  a  high  state  of  perfection 
by  the  Garton-Daniels  Co.,  of  Keokuk,  la.    This  regulator,  which 


(t't  a  grade  wImmc  the  highest  peak  currents  ref<'rred  to  above 
were  observed.  Kig.  1  shows  the  peak  currents  absorbed  when 
the  controllers  were  not  e<iiilpped  with  the  automotoneers,  and 
Fig.  2  the  same  when  the  automotoneers  were  attached.  The 
horizontal  scale  represents  distances  traversed  and  the  vertical 
scale  amperes  input.  .\  similar  dilTeriMice  between  the  maxiuium 
currents,  with  and  witlioiit  automotoneers,  was  observed  tlirough- 


-CUKVE  SHOWING  CURRENT  PEAKS  WITH  AUTOMOTONEER. 


Is  known  as  the  "  Automotoneer,"   was  fully  described  in   the 
"  Oally  Street  Railway  Review  "  for  Oct.  8.  1002. 

Kor  the  purpose  of  determining  the  actual  results  secured 
witli  the  use  of  the  "Automotoneer,"  the  Garton-Daniels  Co.  re- 
cently requested  D.  C.  &  William  B.  .Tackson,  consulting  engi- 
neers, to  make  a  series  of  service  tests  under  operating  con- 
ditions. Tiie  tests  were  made  with  a  set  of  standard  "Automo- 
toneers "  for  use  on  controllers  having  live  series  and  four 
parallel  steps. 


out  the  rtins.     The  conditions  during  the  runs  were  as  nearly 
alike  as  service  requirements  would  warrant. 

"  In  the  course  of  the  test  it  was  found  that  in  emergency 
stops  tliiongli  reversing  the  current  in  the  motor,  the  most  satis- 
factory braking  efl'ert  was  obtained  by  allowing  the  controller  to 
rest  upon  tlie  first  and  second  notches,  and  that  the  automo- 
toneer proved  valualile  in  preventing  the  controller  from  being 
carried  around  quickly  to  the  last  notch  and  tlius  slipping  the 
wheels  and  reducing  the  retarding  effect,  besides  causing  serious 


5TH  Year,  No.  2 — Sept.  3,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


601 


danger  of  the  opening  of  the  safety  devices  or  of  injury  to  the 
motors,  either  of  whioli  res\iUs  will  make  tlie  emergenej-  stop 
impossible. 

"We  also  give  a  curve  showing  a  start  and  slop  with  the  au- 
toniotoneer  in  use.  the  vertical  scale  representing  the  speed,  the 
horizontal  scale  representing  the  distance  traversed.  It  was 
founil  that  an  emergency  stop  could  lie  iiiade  from  20  miles  an 
hour  to  standstill  in  S.S  ft.  or  2^^  times  the  length  of  the  car. 


—       ' 

~~\ 

^ 

\ 
\ 

/ 

C I.  H  ^ 

^      3 

\ 

/ 

\ 

I'll;,  :t   ST.MtT   .\Ni>  STOP  rruvK. 

"In    starting    it    was    foniul     lliat     with     the    am tuiiiMis 

.sel  as  already  descrihed.  the  lar  could  l)e  hrought  from  sland- 
slill  to  a  speed  of  20  miles  per  hour  in  Ki  seconds,  in  a  distance 
of  2<.H)  ft.  while  it  could  be  brought  from  standstill  to  18%  miles 
per  hour  in  12  seconds,  and  in  a  distance  of  170  feet. 

"The  resntts  of  thi'  test  show  that  the  aiitomcitoneer  per- 
mitted the  operation  of  the  car  in  the  best  possilde  manner  and 
at  the  same  time  proved  an  cITective  check  upon  the  abuse  of 
the  equipment  ami  waste  of  pnwer  througli  careless  handling 
iif  the  controller." 

AUTOMATIC   BLOCK   SIGNAL   FOR  ELECTRIC   RAILWAYS. 


We  present  herewith  views  of  the  signal  adopted  by  the 
American  Automatic  Switch  &  Signal  Co..  in  connection  with  its 
(lerfected  automatic  semaphore  block  signal,  which  is  being  ex- 
hibited at  the  convention,  and  which  has  Iwen  attracting  con- 
siderable attention  from  electric  railway  managers  for  some 
lime  past.     The  maker  of  this  signal  is  prepared  to  produce  evi- 


r 


signal  at  near  end  of  block  unless  the  danger  signal  at  the  far 
end  is  set;  the  sotting  and  clearing  circuits  are  closed  automati- 
cally and  when  the  signal  has  been  set  at  danger  it  is  locked 
and  cannot  be  cleared  until  the  car  has  passed  through  the  block; 
it  will  work  only  one  way  when  two  cars  enter  the  block  from 
both  ends  at  the  same  time;  it  will  operate  anywhere  between 
250  and  TwO  volts. 

Incandescent  lamps  do  not  fmiu  a  part  of  the  main  circuit, 
as  it  is  believed  that  they  slinuld  not  be  the  only  visual  indi- 
cation of  a  signal,  but  should  follow  the  movement  of  a  sema- 
phore blade  which  will  move  each  time  the  signal  is  operated 
whetlier  the  lamps  Viurn  or  not.  Having  the  lamps  work  in  con- 
.iunction  with  the  semaphores,  however,  instead  of  independ- 
ently both  day  and  night,  makes  it  an  added  safeguard.  Not 
only  are  tliere  many  dark,  misty  or  stormy  days  when  the  bull's 
eye  signal  is  a  necessity,  but  even  in  pleasant  w-eather  the  in- 
candescent light  serves  to  bring  the  signal  target  into  sueh 
strong  relief  that  it  cannot  be  misunderstood.  The  trolley  con- 
tacts for  operating  the  signal  are  so  arranged  that  it  looks  to  be 
impossible  for  a  car  to  get  past  the  point  of  contact  without  set- 
ting the  signal,  no  matter  what  the  speed  of  the  car  may  be. 
In  fact,  it  is  asserted  that  it  will  operate  with  a  car  tunning  at 
("lO  miles  an  hour  with  absolute  certainty.  The  signal  mechan- 
ism is  enclosed  in  a  galvanized  iron  box,  with  glass  doors,  and 
this  insures  protection  from  the  elements.  Leading  engineers 
have  not  hesitated  to  pronounce  this  signal  the  liest  yet  produced. 

The  .\mericau  .\ntomatic  Switch  &  Signal  Co.  is  composed  of 
men  cif  liigli  standing  commerci.-illy  and  tinancially.  The  presi- 
ilent  is  Martin  K.  M;idden,  who  is  also  president  of  the  Western 
Stone  Co.,  and  a  director  of  the  Metropolitian  Trust  vVc  Savings 
Hank,  Chicago.  'I'.  N.  .lamieson  is  secretary  and  treasurer, 
while  the  general  manager  is  Koliert  Skeou,  who  is  well  and 
favoratily  known  to  electric  railway  managers.  The  company's 
general  nUici's  are  in  the  OxIVn-d  Itiiildiug,  84  Sr;  T.a  Salle  St,, 
Chicago,  111. 

THE   E.  W.   BLISS  CO. 


The  10.  W.  I'.liss  Co..  of  Brooklyn,  exhibits  litis  year  its  "  I'ro- 
.jectileliliss  "  brand  of  high  carbon  steel  gears  and  pinions  for 
all  electric  systems.  A  feature  of  this  exhibit  will  l)e  heavy 
gears  for  suburban  work;  also  a  device  showing  one  of  the  com- 
pany's regular  gears  surrounded  by  nine  pinions  fitted  with  a 
handle,  all  of  which  can  easily  be  turned  by  luind.  This  denion- 
slrates  tlie  accuracy  and  smooth  ruiuiing  of  these  goods. 

The  exhibit  Is  in  charge  of  Charles  E.  Porter,  who  is  assisted  l)y 
I!.   W.   Stone. 


m 


^w 


WIIITK    -    MAY      I'ltOCIOi;!! 
NOIlMAf,.  TIIIIOWX     IIV     YfllKSKl.r 

"IIIKICWISK    IS  A  lti:AI[ 

ni.oi'K. 
dence  tlmt  wherever  It  Ih  in  operation  11  glvcM  entire  KatlMfacllon, 
nnil  bIko  to  ■ulmtunliate  the  dalin  Unit  ll  aliHoliilely  prevents 
hendon  or  rear-end  coIIIhIoiih.  Among  other  rhilniH  nnide  for 
thin  Higrinl  are  the  following:  When  the  Kigmil  In  obeyed  two 
earn  cannot  occupy  nny  block  or  nctlon  of  track  at  the  same 
lime;  It  will  not  permit  the  getting  of  a.  cautionary  or  permlKHlvc 


t^ 


IF 


♦ 


# 
^ 


-nbOrKRD     BY 
COM  I  NO. 


CAK 


It.  W.  Conant,  who  Is  well  known  lo  delegales  as  tlu>  I'ormc.'r 
electrical  engineer  of  tlie  ItoHton  Klovated  Railway  Co.,  Is  In  at- 
leiidiince  at  the  convention,  with  an  exhibit  of  tliu  Conant  testing 
Instruments,  for  nwe  In  testing  rail  bonds  and  electric  car  eqnlp- 
iiwntH.  TheHc  InHtrumentK  have  been  IlluHtrnleil  and  described 
III  ihe  "  Dally  Uevlcw." 


G02 


DAILY  STREICT  RAILWAY   REVIEW. 


ISehiai.  No— Vol,.  XllI,  No.  8n 


TWENTY-SECOND    ANNUAL    MEETING 

AMERKAII  mm  RAIIWAT  ASSOCIAIION 

.Saratoga,    N.    Y.— Sept.  2— 4>  1903. 


WKIINKSIIAY. 

Ill  llic  iilist'iiiT  iif  I'i'csiilciit  llilli'liliis.  of  lloli-dit,  KIrst  XWr- 
ricsldiMit  \V.  Ciii-yl  Kly,  oC  Hiiir.ilo.  iiilh'il  the  iiu'ctliig  to  onlcr 
:iikI  H.'iid: 

I.ndii-.s  :iiiil  (ii-iitlt'iiicii:  Hy  rriisoii  of  llio  iilisriirc  in  Kiini|io 
(if  rrcsiilciil  Iliilcliius,  till'  iiloiisnnt  iliity  now  dcvolvos  iiiiiiii 
iiif  of  nillliig  to  ordci-  the  'rwciity-si-coiid  Aiiiiniil  Conrciitioii 
of  this  !is.>iooiatioii.  Diiriii);  a  ri'iont  visit  to  Kiii-opo  froiii 
wiiicli  I  liiivc  but  just  I'l'lnrncd,  it  was  my  pli'iisiirp  on  tlie  oiit- 
wai-d  voya^o  lo  he-  a  fi'liuw  passciiKcr  of  I'ri-sidriit  IIiitchiMs' 
wlioiii  I  afterwards  saw  at  sovrral  dilTcri'iit  points  and  on  dif- 
fi'iriit  occasions.  I  licar  to  you  liis  personal  (;i'i't>tiii!r.>i,  conpii-d 
Willi  tin-  lii);lii'st  ccincssions  of  regard  and  of  rogrot  at  liis 
inaliilily  to  ho  present  at  this  nieetiii);.  I  am  jjlad  to  he  ahlp 
lo  eonlinn  llie  slMtcinent  concerning  his  health  pontained  in 
ills  letter  lo  the  Association,  and  to  say  tliat  it  has  continueil  to 
iiniirove.  and  that  lie  now  eoiilidently  expects  lo  relnrn  williin 
the  iiionth  and  resuiiie  the  active  duties  of  his  Imsinpss  posi- 
tion. Tlie  duties  thus  dcvolvini;  so  nnexiiectedly  upon  inc. 
Iilea.sant  and  a^reeahie  lliouiiii  they  may  lie.  are  not  without 
emliaiTassments.  lint  I  shall  eiiler  upon  them  ponfldpiitly  rely- 
ing upon  your  forchearaiice  and  askiiif:  yuiir  assistance  and 
co-opera  I  ion  at  every  stage  of  the  proceedings. 

Wp  assemhle  tod.ay  at  one  of  .Vmerica's  oldest,,  most  famous 
and  lieaiiliful  watering  places  in  tlie  midst  of  the  historic  as- 
sociations and  lieantiful  scenery  of  the  upper  Hudson  Vallp.v. 
f'oneerniiig  all  that  may  lie  said  of  the  locality  and  its  sur- 
roundings: its  iieople  and  their  hosiiitality.  and  of  the  great 
Slate  williiu  whose  borders  it  is  situated,  there  is  no  one  better 
qualified  to  speak  than  the  ablp  and  disliiigulslipd  lawyer  wl¥i 
has  lieen  selected  by  thi-  hical  eommittee  to  welcome  .vou  to 
the  place.  1  have  pleasure  in  inlrodiicing  to  you  one  of  the 
lenders  of  the  Senate  of  the  .stale  of  New  York,  the  Honorable 
Edgar   T.    Hrackelt.   of    Sar.iloga    Springs. 

ADDRESS  OF  WELCOME. 


By  Hon.  E.  T.  Brackett. 


On  behalf,  and  in  Ihe  name,  of  the  iminicip.ility  in  wlii<li  ymi 
are  asseinblc<l.  1  give  you  wpl<-ome  lo  lier  borders.  Saratoga, 
the  greatest  pleasure  resort  of  the  western  continent,  extends  to 
you  her  most  cordial  greeting. 

If  it  were  my  inirjiosc  lo  advertise  In  you.  ami  lo  Ilic  woiM. 
Ihe  atliaclions  that  .vou  will  find  here.  1  could  stand  and  recount 
lo  you  a  iniiltitiiilc  of  them,  but  a  becoming  modesty  forbids 
that  I  should  do  more  than  to  say  to  you  that  you  have  come  for 
your  mceling,  lo  .'i  jdace  that  for  more  than  a  hundred  years  lias 
been  sought  by  those  in  seardi  of  lieallh  and  recrealion.  while 
back  of  llie  limes  when  we  have  any  record,  the  original  inhabit 
anis  recognizeil  it  as  a  spot  where  tliey  could  conic  and  niic 
I  heir  ills. 

You  will  find  here  mineral  springs  such  as  do  not  exist  any- 
where else  on  the  globp  —  springs  that  are  adapted  lo  such  a 
variety  of  intirmities  that  I  cannot  eiiumerale  them:  springs 
saline,  springs  alkaline,  springs  sulphur,  springs  iron,  springs 
Iodine,  springs  neutral,  springs  suited  to  any  condition  of  stoiii 
acli,  or  bowel,  or  kidney.  You  will  liiirt  here  too,  that  nature's 
chemistry  has  given  us  the  most  wonderful  air.  that  literally 
hears  healing  on  its  wings. 

To  this  village,  snoh  a  place  as  1  have  described  to  you,  I  there- 
fore extend  to  you  a  warmest  welcome.    Yet,  I  should  not  fully 


perforin  my  duly  of  wehoine  lo  you.  ns  1  certainly  slionlil  not 
get  from  II  Hie  full  ple.isure  of  welcome,  if  1  only  described  lo 
yim  the  nierlls  of  Ihe  place  where  you  meet. 

.\s  a  layman  I  cannot  forbear  lo  e.Meiid  to  yon,  workers  in  one 
of  the  most  Important  lines  of  the  world's  Industries,  congratn- 
l.itions  on  the  progress  you  have  made  In  the  last  decade. 

The  iiridilem  of  transportation,  of  the  eonifortable.  speedy  ear- 
r.viiig  of  the  crowds  in  our  citii-s  and  villages,  is  s<-eoiid  only  to 
the  lirobleni  of  l'i>eding  the  same  crowds,  liiileed,  Ihe  problem 
of  carrying  is  correlated  with,  and  not  a  little  involved  in.  the 
IPiolilem   of  feeding. 

How  well  yon  have  woikcil  mit  iljis  pi-oblcm.  Iioili  in  urban 
and  conntr.v  conininnilies.  will  be  recalled  and  ap|ireci;ited  li.v 
everyone  who  compares  the  ipresent  lines  ami  methods,  with 
lliose  of  twi'iily  years  ago.  w  hi'ii  beliinil  a  .sorr.v  team  ,voii  i-ii- 
Ici'ed  a  Utile  car  and  reai'hed  tliroiigli  an  opening  ill  tile  fioiil 
door  to  |]ay  your  fare  to  tlic  ilrivcr.  wlio  rnriiishi'il  yoii  change 
lip  lo  two  dollars. 


ini.N.    KDC.vu   T.    i;u.\riii;TT. 

Tin-  world  moves,  anil  with  it.  our  crowded  populations  move 
loo.  and  Willi  speed  and  conifort.  II  is  too  not  only  in  tiie  I'pii- 
lers  ot  population  that  your  work  has  resulled  in  eomforl  ami 
in  satisfaction  to  Ihe  people:  lo  my  mind,  if  po.-<sible.  a  greater 
good  lias  come  to  our  rural  comniunities  from  the  extension  and 
perfecting  of  .volir  work.  No  one  who  has  failed  lo  have  the 
cxiierieiic r  lift'  on  a  remote  farm  can  aiipriiiale  tlie  monot- 
ony anil  loneliness  there  existing  during  the  montlis  where  the 
highways  are  pra<-tically  impassable.  I  do  not  forget  tliat  there 
are  compensations,  but  Ihe  monotony  and  loneliness  are  tliere. 

1  know  of  nothing  Hint  so  relieves  from  these  conditions,  as 
llie  coming  of  an  electric  line  Ihrongh  a  neighborhood.  With  its 
facility  of  boarding  at  any  point,  it  often  iiienas  to  a  riiial  i  oiii- 
iiimiily.  especially  the  women,  all  the  differeiice  between  abso- 
lute isolation,  ami  a  reasonably  i-hise  touch  witli  the  rest  of  the 
world. 

And  so  1  place  your  work,  not  simply  as  one  lli.it  develops 
conimercial  propositions,  but  one  tliat  .goes  further  and  becomes 
one  of  the  Jiositive  forces  in  Ihe  ditlusion  of  education  and  in 
Ihe  deveUipmeiit  of  our  civilization,  ami  as  such  workers.  1 
again  bid  you  welcome  to  Saratoga  Springs. 


5TH  Year,  No.  2— Sept.  3,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


603 


The  Chair:  We  return  our  hearty  thanks  to  Senator  Brackett 
for  his  most  gracious  welcome  to  Saratoga  Spriugs. 

The  next  order  of  business  is  the  calling  of  the  roll.  If  there 
is  no  ol>jection,  the  registration  at  the  door  will  take  the  place 
of  the  roll  call  and  will  be  passed.  Not  hearing  any  objection, 
it  Is  so  ordered. 

The  next  order  of  business  is  the  reading  of  the  minutes  of 
the  last  meeting;  unless  objection  is  made  the  minutes  will  stand 
approved,  as  heretofore  printed.  There  being  uo  objection  they 
are  so  approved. 


Mr.  Vreeland  offereii  a  resolution  to  aiiprove,  ratify  and  con- 
firm the  action  of  the  Kxwutive  L'uniniiHi'i>  in  lixing  the  place 
and  date  of  the  Twenty-second  .\nnual  Meeting  of  the  Associa- 
tion at  Saratogji  Springs.  Se[>t.  "^-4,  I'Mli.  The  resolution  was 
ou   motion   carried   unanimously. 

The  chair  extended  an  invitation  to  non -member  companies 
to  join  the  association,  and  the  secretary  tlien  read  the  follow- 
ing letter  from  Mr.  Ilutchins: 

Zurich,    Aug.   3,    1903. 
Mr.  T.  C.  Pennington.  Secretary  A.  S.  K.  A.  1 

>Iy  dear  Mr.  Pennington:  I  have  delayed  writing  you  until 
now  because  my  plans  were  not  quite  certain;  but  it  is  now 
finally  settled  that  I  will  not  be  able  to  return  in  time  for  the 
Saratoga  convention.  1  am  much  disappointed  that  this  is  the 
case.  My  health  is  very  much  Improved  —  in  fact  I  feel  as  well 
as  I  have  ever  been,  but  it  is  tlioiight  1  should  not  risk  a  relapse 
by  hastening  back,  and  conse<iuently  I  have  con<luded  to  remain 
in  Europe  until  the  middle  of  September. 

I  am  sure,  remembering  our  trip  to  Saratoga,  that  you  have 
everything  in  good  shape  for  tlie  convention.  Mr.  Ely  will  doubt- 
less be  back  In  time  to  preside,  and  1  am  conlident  everytliing 
will  pass  off  all  right  —  better  in  fact,  under  his  skilled  hand- 
ling, than  would  be  the  case  were  1  present.  My  duty,  however, 
is  there,  and  it  pains  me  that' I  have  to  write  that  I  cannot 
dl.Kiharge  it.  Ilojiing  that  I  may  make  amends  by  such  work 
as  I  may  be  able  to  do  for  the  association  in  tlie  future,  1  remain 

Sincerely  yours, 

.1.   O.   Hutchins. 

The  Chair:  The  very  great  sorrow  I  have  felt  at  knowing 
It  would  be  im]M)S8lble  for  President  Hutchins  to  come  here, 
I  know  will  be  shared  by  all  the.  members  of  this  convention. 
His  Integrity,  his  aliility,  his  stick-to-itlveness  in  the  transaction 
of  his  business  and  his  work  are  well  known  to  you  all.  It  is 
also  well  known  that  his  devotion  to  I  lie  duties  of  ills  position 
brought  him  well  nigh  to  death's  doiu',  and  that  lie  Uri  the 
country  under  the  imperative  orders  of  his  pliysicians  as  llie 
only  way  to  save  his  life.  He  is  a  better  feeling  man  aii<l  is 
more  hopeful  now  than  he  has  been  for  a  number  of  years,  and 
I  congratulate  him  ujion  It  and  I  <'ongratuhitc  you  all  \ipon  it. 
bwanse  we  could  ill  alTord  to  lose  so  useful  a  mendier  of  this 
association. 

It  Is  cuHtoniar.v,  genllemen,  to  have  an  anjiual  Mildress  pre- 
sented by  the  President  of  the  asyoclation.  Mr.  Hutchins  has 
been  In  such  •onillllon  that  he  coulil  not  prepare  one.  I  arrive<l 
In  .New  York  last  Salnrda.v.  reached  my  home  In  Itulfiilo  on 
8unday,  and  got  here  on  .Monilay.  and  have  felt  that  something 
Hhonid  be  prcsente<l  to  you.  I  have  pri'pareil  soinetlilng  In  the 
nature  of  an  adilresM.  rather  hastily,  but  I  could  not  affront  you 
by  offering  anything  to  you  wliii-h  was  not  the  result  of  careful 
llioilght.  The  following  Is  what  I  have  prepared  for  this 
oirasion: 

ADDRESS  OF  MR.  ELY. 

In  presenting  to  you  uiiiler  existing  clreiiinslmieeH  a  few  brief 
referenccii  to  matters  and  things  of  liniiorlame  aflecllng  the  In 
terent*  of  your  AsHoi-latlon,  a  projii'r  sense  of  the  liiipia-tance  of 
III!'  o'vaMloii  nml  the  niagnltndr'  of  the  Itilen-sts  ri'|)rcsi'nted  here 
liniH-lN  nii>  to  OMk  your  Indnlgi-nl  i-onslderallon  of  the  Htalemenls, 
wlih-li,  while  repreN4-nllng  the  result  of  careful  Ihought  and  re- 
tli-ctlon,  have  been  Kornenliat  hasdly  formulali'il  anri  put  together. 

The  pri-Nent  curidllloii  of  yoiu'  AMKoclalloii,  as  appears  from 
the  r>-|MirtH  of  the  executive  eominlltee  and  secretary  and  (reas- 
nriT  alxMit  to  be  siilimlili'il,  Ih  uiohI  gratifying  and  enllH  for  Hlucere 
cungratulatloua. 


Statistical  Information  of  any  great  length  concerning  the 
magnitude  of  the  interests  represented  In  this  Association  would 
be  wearisome  and  perhaps  coufusiug.  It  is  suttlcieut  to  say  that 
from  the  recent  Uuited  States  Census  report  ui)ou  the  street 
railway  industry  it  appears  that  there  were  on  June  30,  1902,  in 
the  United  States  9S7  companies,  owning  and  operatiug  22,589 
miles  of  single  track,  upon  which  were  transported  in  that  year 
more  than  tour  and  one-half  billion  passeugers,  by  the  use  of 
more  than  one  aud  one-quai-ter  million  of  horse  power.  The 
aggregate  mileage  run  by  tlie  cars  used  in  these  operatious  ex- 
ceeded one  billion  miles.  In  these  stupendous  operations  capital 
is  employed  as  represented  by  capital  stock  and  funded  debt  in 
the  aggregate  amount  of  two  billion,  four  huudred  milliou  dol- 
lars. These  figures  represent  the  investments  of  many  thousands 
of  people  aud  relate  to  the  intimate  concerns  and  the  daily  life 
of  millions  of  people.  They  are  therefore  the  legitimate  subject 
alike  of  popular  aud  governmental  interest  aud  innuiry,  and  cor- 
rect data  aud  iuformation  couceruiug  them  are  matters  of  the 
very  highest  importance. 

1  am  glad  to  be  able  to  state  tliat  the  methods  of  keeping  the 
records  aud  accounts  of  tliis  class  of  transportation  companies 
are  improving  from  year  to  year,  aud  that  it  is  rare  to  hud  an 
instance  where  tiie  fullest  aud  freest  informatiou  is  withheld 
from  even  the  most  casual  iuiiuiry-  Service  of  great  value  has 
been  rendered  in  this  department  of  street  railroad  work  by  the 
Street  Uailway  Account;uUs'  Association  of  America.  The  classi- 
Ucatiou  of  construction  accounts  aud  operatiug  expense  accounts 
which  has  tiually  been  settled  upon  by  this  Association  was  adopted 
by  the  United  States  Census  Hureau  in  gathering  statistics  for 
Its  census  of  electric  r.aiiways,  aud  a  representative  of  the  Census 
Bureau  has  prepared  a  paper  on  the  subject,  which  is  to  be  read 
iu  the  Accouutiiuts'  Convention  uow  being  held  here.  This  ciassi- 
licatiou  has  been  oflicially  adopted  by  the  State  Railroad  Com- 
missions of  New  York,  Massachusetts,  Counectlcut  aud  Maine, 
and  is  about  to  be  adopted  by  the  Commission  of  the  State  of 
I'enusylvaula.  Tlie  Association's  form  of  monthly  and  annual 
report  has  also  beeu  approved  aud  adopted  by  the  National  As- 
sociation of  Uailroad  Commissiouers.  The  standard  classitica- 
tiou  aud  forms  of  report  have  liceu  approved  by  the  leading  bank- 
ers aud  linanciers  of  the  c-ouutry.  It  is  quite  common,  I  am  in- 
formed, at  the  present  time  tor  a  banking  liriu  examining  prop- 
erties with  a  view  of  purchasing  to  rciiulre  tlie  accouuts  to  be 
changed  In  accordance  with  the  forms  of  the  Accountants'  Associa- 
tion. It  lias  already  been  ailopted  by  many  of  the  most  progres- 
sive electric  railways  aud  by  a  larger  nuuilier  of  companies  than 
any  other  one  system  of  accounting.  Exact  aud  precise  uuiform- 
ily  in  forms  of  ciassilicatlon  and  report  are  highly  deslraliie,  aud 
llie  sooner  it  is  attained,  the  better  it  will  be  for  the  stability 
and  value  of  electric  railway  investments,  and  it  would  seem 
lliat  the  system  whcli  has  been  worked  out  by  our  .\ccouutants' 
.V.'-suc  iaiioii  and  adopted  liy  sncli  high  governniental  aulliorilles, 
and  wliiih  has  received  the  approval  of  liie  liuancial  and  bank- 
ing c.jniiiinnlty,  ought  to  be  speedily  adopte(l  by  all.  The  mem- 
licrs  ol  Ihi-  Executive  Coniniiltee  of  your  Association  join  me  in 
urging  iiiion  members  the  desirability  of  iniiuedlate  ;illillalioii 
with  the  .\ccountauts'  Associallon,  and  the  speedy  adiiptimi  of 
lis  forms  (if  classHicaliiiii  and  report. 

Till'  ucii-k  of  tlir  vMi'luiis  Sliili'  Kiiilmiiil  ( 'oniiiilsslous  has 
come  lo  he  of  the  highesl  value,  not  only  in  this  regard,  but  in 
its  bearing  upon  the  actual  operations  of  railroads  in  states 
where  such  commissions  exist.  Tlie  .iiimial  reports  required 
111  be  made  to  such  coiiimlssloiis  .ire  lull  and  complete,  and 
present  data  and  stalistlial  liiroriiialioii  exhibiting  Iu  the  clear- 
est manlier  llie  iiilual  results  of  llie  o|iei-alloiis  of  all  of  such 
liroperlles  within  llielr  Jurlsillclloii.  'I'lielr  Investigation  of  ac- 
i-ldeiits  and  llielr  causes,  anil  llo'lr  illreclloiis  and  recommeiida- 
lioiis  roticeniliig  const ruiliiiii  of  safely  appliances;  condition 
of  roadbed  and  bridges;  signal  systems  and  various  other  mat- 
ters bearing  iiartlcularly  upon  the  operallou  of  cai-s  are  In  the 
main  In  accordance  with  the  hlgliesl  slate  of  tin;  art  of  rail- 
road opcrallon.  The  railroad  commissions  have  come  to  be 
regiiideil  by  all  progressive  iiiamigers  as  wise  and  safe  tribunals 
fiM-  I  III'  sell  lenient  of  vexed  qiiestloiiM  which  are  contlnmilly 
arising.  It  Is  a  singular  fact  that  these  Insllliitloiis,  which 
at  till.'  bi'glniilug  were  so  vlgoniusly  combated  by  railroad  luan- 
Uitei'H,  almost  without  exception   havo  come  to  be  regarded  U8 


604 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XIII,  No.  8b. 


alniom  lii<IlKiH"iisal)k"  niid  of  tlii'  lilglioat  biMiclll  mid  lulvoiitUKC 
ti»  tlio  very  ii.rporatloiis  wlilrli  aif  siil.Jo.t  to  tln'lr  coiilrol  niul 
ri-Kiilalloii.  The  riipld  Krowlli  of  liitrriirlmii  i-lotrlr  railways 
and  tlK-lr  o.xti-iisluii  IIm-oukIi  Ioi'K  Ktrctrlio.f  of  I'uiiiitry  liavo 
broiiRht    Iho   «tr(i>l    railroad    rrat.rnlly    faif    to    fare    wltb    the 

prohleiiis  widc-li   tor  M  years  have  1 ii   fn.iii  lime  to  time  the 

giibjeit  of  Bi-ttleiiK'iit  at  the  hands  of  steam  railroad  managers, 
and  the  wisest  and  most   pru^resslve  eleelrle  railway   operators 

are  now  following  mure  and  re  elosely  steam  rallmail  melli- 

ods.  The  safety  of  the  passenger  entrnsled  to  your  eare  Is 
your  llrst  and  hlshest  duly.  In  a  short  time  ycmr  business  has 
been  almost  revolutionized;  the  light  cars  drawn  slowly  by 
horses  have  given  place  to  heavy  ones,  swiftly  propelled  by 
the  powerlul  agency  of  elc-ctrlclty;  the  dangers  allendant  upon 
the  oi)eratlon  of  cars  have  been  multiplied,  and  have  In  many 
cases  far  outstripped  the  protective  measures  and  appliances 
absolutely  necessiiry  for  proper  and  safe  operation.  The  fre- 
quent rwurrence  of  accidents  on  electric  railways  lias  been  the 
subject  of  criticism  by  the  press  of  the  country,  and  the  public 
mind  Is  tliorougldy  awakened  upon  the  subject.  The  attempt 
Is  now  being  inaile  in  a  sister  stale  to  hold  directors  criminally 
responsible  for  an  alleged  raiiure  to  inslail  sale-guards  at  the 
crossing  of  a  steam  railroad  where  a  fatal  accident  occurred. 
Apart  from  considerations  of  humanity  and  law,  the  proper 
discharge  of  your  business  reipiires  that  money  shall  be  ex- 
pended wherever  Improvenienls  of  this  Uind  are  uecessary. 
From  every  [lolnt  of  view  money  spent  for  the  prevention  of 
accidents  is  money  well  expended,  and  you  should  never  fail  to 
Impress  upon  those  in  control  of  tlie  linances  of  your  companies 
these  views  and  never  tlincb  in  pressing  your  n^cmiimoiulatlons 
until  favorable  action  has  been  secured. 

The  greatest  activity  displayed  during  llie  year  has  been  in 
the  development  of  the  suburban  and  iuterurban  properties 
as  distinguished  from  the  purely  local  service  of  city  companies. 
This  development  has  been  notable  not  only  in  the  increased 
mileage,  equipment  and  volume  of  business  transacted  by  the 
Intenirbnn  and  suburban  properties,  but  also  in  the  extent  of 
the  field  occupied  and  the  scojie  of  the  service  given. 

The  discussion  of  the  possibilities  of  Interurbau  electric  rail- 
roading cannot  fail  to  be  of  interest  to  any  gathering  in  the 
Hudson  \'alley,  where  some  of  the  most  notable  pioneer  work 
In  this  branch  has  been  done.  The  operating  companies  of 
this  section  have  not  only  set  a  good  exaniiile  in  indicating  the 
Iiossibilities  of  this  class  of  service,  but  have  gone  on  -develop- 
ing It  and  have  maintained  tlieir  commanding  position  as  lead- 
ers In  this  field.  It  Is  estimated  that  there  are  now  nearly  100 
companies  throughout  the  country  engaged  in  the  handling  of 
freight  and  express  business,  and  there  are  possibly  many 
more  who  are  contemplating  engaging  in  this  work.  All  of 
these  will  be  Interested  in  the  Moliawk  Valley,  and  by  the  city 
systems  of  Albany.  Schenectady.  Troy  and  other  large  com- 
munities which  serve  as  distrilmting  points.  The  organization 
which  has  been  perfected  in  these  places  and  the  experience 
gained  by  the  management  will,  of  course,  be  placed  at  the 
disposal  of  the  visiting  managers,  who  will  need  no  assurance 
of  the  value  of  this  opportunity  for  the  examination  of  the 
practice  adopted.  At  the  present  time  tlie  water  power  devel- 
opment in  this  region  is  one  of  the  largest  and  most  important 
In  the  country,  and  the  street  railway  properties  are  taking 
advantage  of  it  in  securing  their  current  at  a  low  rate  and 
Insuring  reliable  and  constant  service.  The  engineering  fea- 
tures that  have  been  developed  in  this  connection  appeal  to 
those  who  are  directly  in  touch  with  this  branch  of  the  ser- 
vice. Preparations  are  now  being  made  for  greatly  increasing 
the  available  power  from  this  source,  and  it  is  anticipated  that 
within  a  few  years  the  entire  electrical  service  of  this  region 
will  be  operated   by  current  produced   by   water  power. 

Another  striking  devolo]imcnt  of  the  year  has  been  the  ten- 
dency dlspaye<l  toward  consolidation  of  the  street  railway  prop- 
erties In  the  smaller  cities,  together  with  the  electric  and  gas 
lighting  service,  in  fact,  this  tendency  has  been  so  marked  dur- 
ing the  last  year  that  in  spite  of  the  large  number  of  new  street 
railway  corporations  that  have  been  formed  in  the  last  V2  months 
the  actual  number  of  operating  systems  has  been  only  slightly 
Increased.  The  value  of  the  properties,  however,  has  been  grow- 
ing constantly  and  the  general  average  Increase  in  gross  receipts 


for  1!HI2  over  ]!H)I  was  0  per  cent.  The  largest  Individual  con- 
KoUdallon  was  that  of  the  properties  of  the  North  .lei-sey  Street 
Itallway  Co.  anil  allied  lines  In  llie  rublic  Service  f'flrn>orntloii 
of  New  .lersey.  Oilier  notable  couKolldatioiis  were  those  at 
Augusta.  Mobile.  New  Orleans,  Kingston,  OaUhiiiil  and  .Norfolk 
and  Newiiort  News. 

Krom  a  llnancial  standpoint  probably  lh<'  niost  Important  de- 
velopment of  this  character  was  the  a<'qulremeiit  by  the  Inter- 
liorough  Itaiild  Transit  Co.  of  New  York,  through  leasi-.  of  the 
lines  of  the  Manhattan  Kailway  Company,  thus  assuring  the 
operallon  of  Hie  elevated  and  sutiway  properties  of  New  York 
under  a  single  management.  Tin-  physical  union  of  the  two 
properlics  had  alri'ady  been  recommended  by  the  Ilapld  Tran- 
sit ('omml.sslon.  and  It  had  boon  suggesleil  that  the  trains  pass 
iH'tween  the  subway  and  the  present  elevated  structure  at  sev- 
eral dilTereiit  points.  This  Is  hardly  practicable  at  present,  al- 
Ihougli  it  is  within  the  imssiblUtles  that  an  exchange  of  Iratllc 
may  be  effected.  The  rolling  stock  of  the  elevated  system  would 
not  be  suitable  for  operation  through  the  subway,  and  the  great 
weight  of  the  cars  that  are  being  biillt  for  the  latter  would 
pioliMiit  their  operation  In  long  trains  upon  the  present  elevated 
siniclure.  This  feature  of  the  change  In  methods  of  construction 
and  (Mpiipment  Is,  of  course,  suggestive  of  the  general  advance- 
ment tliat  has  been  made  in  the  rolling  stock  of  all  branches 
of  the  service  with  a  view  of  increasing  the  comfort  and  con- 
venience of  passengers,  as  well  as  the  safety  and  reliability  of 
ojieratlon. 

The  growing  Importance  of  mechanical  and  engineering  de- 
partments in  electric  railroad  operation  has  resulted  in  the  forma- 
tion of  a  new  association,  tlie  American  Kallwa.v  Mechanical 
and  Kleclrlcal  Assoclatiim.  which  is  meeting  for  the  first  time 
this  year  in  conmn-tion  with  this  Convention.  It  is  the  purjiose 
of  this  new  organization  to  discuss  mcclianical  and  electrical 
subjects;  exchange  ideas  on  construction  and  equipment,  and 
raise  the  standard  of  operation  wherever  improvement  is  possible. 
The  necessity  for  better  slioji  methods,  and  the  advantages  of 
correct  and  comprehensive  records  in  the  mechanical  department 
are  now  generally  recognized,  and  it  will  be  the  duty  of  the  men 
forming  the  new  organization  to  determine  the  best  practice  to 
be  followed  and  see  that  it  is  adoi>ted.  It  will  be  recognized 
therefore  that  the  new  association  has  an  important  missicm  and 
is  entitled  lo  the  supiiort  and  co-operation  of  this,  the  parent 
organization. 

A  number  of  individual  instances  have  been  afforded  during 
the  year  showing  the  progress  that  has  been  made  in  electric 
railway  engineering.  In  Pennsylvania  two  very  im[iortaut  in- 
leruiban  properties  operated  by  third-rail  systems  have  been 
oijcned.  One  of  these  employs  a  protected  third-rail,  and  Is 
the  first  attempt  to  commercial  operation  of  such  a  system. 
Tile  line  extends  from  Ilazieton  to  WilkesbaiTe,  through  a  dis- 
trict that  is  visited  by  severe  sleet  and  snow  storms,  and  this 
feature  of  the  equipment  will  receive  a  severe  practical  test  of 
its  etiicieucy.  The  other  third-rail  system  mentioned  is  that  re- 
cently opened  through  tiie  Wyoming  Valley  and  intended  for 
freight  and  express  service,  as  well  as  the  transiiortation  of 
passenger.s,  in  competition  with  several  well  established  steam 
Hues.  This  property  is  particularly  noteworthy  because  of  the 
terminal  facilities  that  have  been  providi'd  and  the  organization 
effected  for  the  collection  and  distribution  of  freight  and  express 
as  well  as  its  transportation  over  the  electric  lines.  It  is  really 
the  first  instance  of  the  or.ganization  and  establishment  of  an 
electric  projiert.v  intended  for  this  class  of  service  in  which  pro- 
vision was  made  for  handling  a  large  volume  of  liusiness  from 
the  opeuing  of  the  road. 

In  station  equipment  and  disti-ibuting  systems,  as  well  as  in 
the  character  of  the  rolling  stock,  appreciable  advancement  has 
been  made.  At  the  last  annual  meeting,  it  will  be  remembered, 
a  vcr.v  interesting  paper  was  read  upon  the  steam  turbine.  The 
investigation  of- this  important  subject  has  been  continued  dur- 
ing the  last  twelve  months,  and  a  further  contribution  is  prom- 
ised for  this  meeting,  which  it  is  hoped  will  embody  the 
record  of  the  adv.incemeiit  durng  the  last  year,  .\lieady  plans 
havi-  been  prepared  and  actual  work  has  been  begun  upon  the  iii- 
stnllatiim  of  several  large  power  stations  in  which  this  class  of 
apparatus  is  to  be  installed.  The  most  important  of  Ibis  char- 
acter for  street  railway  service  thus  far  announced  is  that  of 


5TH  Year,  No.  2— Sept.  3,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


605 


the  new  station  of  the  Union  Traction  Co.  of  Philadelphia,  where 
an  installation  of  ten  5000  K.  W.  units  is  contenii'latoil. 

A  year  ago  considerable  interest  was  awakened  among  street 
railway  men,  particularly  those  interested  in  interurlian  electric 
railroading,  in  the  possibility  of  developing  a  single  phase  niotipi- 
for  railway  service.  It  was.  of  course,  underslooil  that  sudi  a 
motor  would  not  be  adaptable  for  city  service,  but  many  prom- 
ises were  held  out  to  those  who  were  interested  in  the  develop- 
ment of  long  interurban  lines.  During  the  last  twelve  months 
assurances  have  been  given  that  progress  was  being  made,  but 
up  to  the  present  time  no  relialde  information  lias  been  avail- 
able and  the  electric  railway  engineers  are  still  dependent  ui)Oi\ 
the  direct  current  motor  for  interurlian  as  well  as  city  work. 

This  brings  us  in  a  somewhat  crude  manner  to  the  close  of 
the  .vear.  If  you  will  bear  with  me  yet  a  few  minutes,  I  wish  to 
speak  very  briefly  upon  several  points  of  the  higlu-st  import- 
ance, and  as  I  have  run  out  of  manuscript,  I  feel  tiiat  you  will 
pardon  me  If  I  go  ahead  without  any. 

I'Mrst,  I  wish  to  refer  to  the  work  that  has  been  done  by  the 
Committee  on  Rules,  aud  1  ask  and  earnestly  urge  every  mem- 
lH>r  here  present  to  read  the  report  of  that  committee  with  great 
care  between  now  and  tomorrow  morning.  I  feel  also  that  the 
members  of  the  Association  are  greatly  indebted  lo  the  Com- 
mittee on  Rules,  because  I  know  of  my  own  personal  knowledge 
that  that  committee  has  done  a  great  deal  of  hard  work,  and  have 
done  it  in  the  same  painstaking,  thorough  and  continuous  man- 
ner in  which  the  men  who  comiiose  the  committee  perform  llie 
duties  for  which  they  are  paid  large  salaries.  This  class  of  work 
when  deputed  to  committees  is  sometimes  not  so  well  done  as 
the  work  of  this  committee  has  been  performed. 

I  wish  to  refer  to  the  jiapers  to  be  presented  here.  The  sub- 
jects were  chosen  with  great  care  at  the  meeting  of  your  K.xecu- 
tive  Committee  held  in  this  place  last  Kebruary  aud  whicli  meet- 
ing was  very  fully  attended.  A  businesslike  and  inlelligeiit 
method  In  the  printing  and  ilistribution  of  tlie  papers  xiixni  the 
subjects  so  chosen  has  been  heretofore  adopted,  and  it  is  earn- 
estly to  be  hoped  that  the  same  method  will  hereafter  be  pur- 
snetl.  It  is  right  and  proper  that  the  subjects  should  be  chosen 
lu  advauce,  and  the  papers  written  and  distributed  in  advance 
of  the  meeting  of  the  convention  so  that  tlio.se  who  come  here 
for  actual  benelit  may  read  the  papers,  have  them  carefully  di- 
gested and  be  ready  to  exchange  views  with  each  other  upon 
the  subject  of  the  papers.  The  old  method  of  presenting  papers 
and  reading  them  In  the  convention,  and  at  that  place  lirst 
making  the  members  aware  of  their  contents  was  of  but  little 
value. 

I  wish  also  to  speak  of  the  admirable  e.\hiblt  which  has  been 
prepared  and  installed  here  by  the  supplymcn.  I  think  tliat  a 
gfiod.  fair  share  of  each  delegate's  time  should  be  given,  not  only 
to  a  careful  examination  of  the  exhibits,  but  to  a  pleasant  greet- 
ing anil  I'Xtension  of  thanks  to  the  representatives  of  the  com- 
pany who  have  expended  so  much  money  and  so  much  effort  in 
getting  these  exlilbits  here  and  Installing  them  in  perhaps  a 
somewhat  dlfflcult  and   expensive   place. 

A  most  Important  subject  is  that  of  general  standardization. 
We  have  now  arrived  at  a  point  in  electric  railway  practi<e  where 
It  would  seem  that  It  would  be  jiosslble  to  very  shortly  reach 
a  general  Htandardixatiou  which  should  extend,  not  only  to  road 
constnictlon,  equipment,  and  other  features  of  the  system,  but 
also  to  every  branch  of  accounting,  and  every  branch  of  the 
operating,  mechanical  and  engineering  departments.  There  was 
a  time  when  a  steam  railroad  car  starting  from  Maine  to  go 
to  California  was  dependent,  as  to  its  progress,  on  the  good 
Ht<miach  and  digestion  of  some  eight  or  ten  car  Inspectors 
stretched  between  here  and  San  Kranclsco,  each  one  of  whom 
Imd  to  pais  on  the  (|uestlon  whether  the  car  could  go  through. 
Now  a  steam  railroad  car  can  be  started  from  the  Atlantic 
coafft  and  run  to  the  I'ailllc  coast,  and  tlu!re  Is  no  one  who  has 
the  right  to  (luestion  Its  passage  If  It  Is  In  proper  condition,  and 
the  car  conforms  to  certain  standanls  of  equipment  which  have 
V-en  «dopte<l  by  the  steam  roarls.  As  I  have  heard  a  member 
of  this  Assrx-latlon  who  has  br'cn  lu  the  steam  railroad  business 
remark,  there  was  a  time  when  every  man  who  a|iplled  for  the 
(MixltlrMi  of  locomotive  engineer  on  a  steam  road  had  to  pass  a 
different  set  of  examination  rules  in  every  place  where  ho  ap- 


plied; but  today,  thanks  to  the  skill,  persistence  and  Intelligence 
of  tlie  steam  railroad  managers  the  same  (lualificatious  for  loco- 
motive engineers  pertain  through  tills  country. 

Ail  these  tilings  appeal  to  business  men;  all  these  things 
nppciil  (0  men  who  liave  dollars  in  their  pockets.  It  is  busi- 
ness, and  tlie  (piicker  we  arrive  at  a  similar  situation  in  our 
all'airs.  the  better  it  will  lie  for  the  value  of  the  stock  and  bonds 
of  our  iiropcrties.  and  the  belter  we  will  st.-iiid  in  the  face  and 
ejcs  of  the  worlil.  because  you  are  charged,  first  of  all,  and 
most  important  of  all,  witii  the  safety  of  millions  of  people 
ever.v  year  of  your  lives. 

The  present  status  of  this  Association  seems,  according  to 
expressions  which  yesterday  fouud  vent  in  your  executive  com- 
inittei',  to  be  somewhat  incomimtilde  with  the  nature  and  ex- 
tent of  the  work  now  before  it.  It  represents  at  the  present 
time  an  attempt  to  mix  fun  and  business,  and  from  the  mixture 
to  olitaiii  vaiual>l(>  business  results  —  oil  and  water  will  mix 
as  easily.  No  one  can  deny  tliat  it  is  a  source  of  genuine  pleas- 
ure to  meet  each  other  aiiiiualiy,  but  that  feature  could  still  be 
reiained,  though  the  plan  of  the  Association  were  to  be  cliaiiged. 
If  the  Association  shall  serve  its  highest  purpose  there  should 
be.  pcrli;ips,  a  permanent  place  of  meeting,  with  a  settled, 
businesslike  luethod  of  defraying  expenses,  and  no  reliance 
upon  tlie  good  nature  ami  generosity  of  local  companies  for 
free  entertainment;  but  a  iiaymcnt  for  all  amusement  liy  the 
individual  members  enjoying  or  participating  in  it.  In  this 
way  the  expenses  could  be  reduced  to  a  small  sum.  which 
niigiit  1)0  defrayed  in  a  ni,-iiiner  siniil.'ir  to  that  adopted  by  a 
leading  steam  railway   a.ssociation. 

Your  executive  committee  has  devoted  considerable  time  to 
the  consideration  of  this  innttcr,  .ind  some  plan  will  uudoubt- 
tdly  lie  by  it  communicated  In  the  niembers  in  due  time.  Mean- 
wl.iie,  it  may  be  perhaps  proper  to  state  that  as  yet  no  invita- 
tion Iki.s  been  extended  to  the  association  by  any  company  for 
next  year's   meeting. 

I  do  not  intend  to  weary  you  witli  long  reuiiirlis.  but  I  can- 
not refrain,  in  closing,  from  saying  a  brief  word  concerning  the 
nature  of  your  business.  It  sometimes  seems  to  me  that  we 
act  as  if  we  were  asliamed  of  tlie  business  in  which  we  are  en- 
gaged. There  is  sometinies,  I  am  sure  yon  will  agree  with  me, 
evidenced  a  timidity  in  presenting  to  public  bodies  requests  for 
e.xti'nsions  of  routes  and  other  requests  concerning  matters 
indispensably  necessary  for  the  upkeep  and  the  proper  operation 
and  the  proper  conduct  of  the  business  of  the  properties  in 
your  charge.  No  such  demeanor  should  ever  characterize  the 
actions  of  any  of  us.  There  is  no  otiier  business  in  the  world 
today  that  more  iiitimalely  coucerns  the  private  life,  the  privaie 
necessities,  the  private  conveniences,  of  tlie  citizens  than  the 
street  railroad  aud  the  electric  railway  business;  (Applause) 
and  as  Senator  I'.rackelt  observed  so  correctly,  not  only  the 
people  who  dwell  in  cities,  Imt  those  who  live  in  the  small  coni- 
ninnities  and  upon  the  farm  lands  and  in  tlie  liy-ways  of  the  land. 
I  iiavif  not  had  an  opportunity  to  carefully  mature  and  put  down 
in  regular  order  and  sequence  the  thoughts  which  occurred  to  me 
in  tills  connection,  and  I  again  beg  your  indulgence  for  remarks 
that  may  perhaps  seem  somewhat  disjointed.  What  I  have 
wanted  all  my  life  has  be(^n  more  time,  and  1  certainly  needed 
it  on  this  occasion.  I  believe  that  the  proposition  cannot  be 
controverted,  that  prlvule  capital  Invested  lu  the  operation  and 
extension  of  street  railways  lu  cities  and  towns,  and  between 
them,  has  done  more  actual  good  for  the  State,  speaking  In  the 
broad  sense,  than  the  Investmenls  of  prlvat(!  cu|dtal  In  any 
other  direction.  (Applause.)  This  country  is  dependent  upon 
Its  citizens  —  there  Is  no  governmental  paternity  here.  The  citi- 
zen Is  the  State.  Ills  quality  Is  a  matter  of  the  highest  ecouonilc 
and  governmental,  as  well  as  social,  conceru.  You,  and  the 
people  back  of  you,  by  extending  the  street  railway  lines  aud 
giving  good  service,  have  doubled  and  trebled  the  territorial  ex- 
tent of  cities.  You  have  knocked  down  unhealthful,  crowded 
tenements,  and  their  former  occupants  now  live  in  Isolated  houses 
with  free  air,  good  light,  abundant  grass,  aud  plenty  of  yard 
room  and  elbow  room;  and,  more  particularly,  with  that  degree 
of  privacy  without  which  a  self- respecting  man  or  woman  ciiuno* 


9G9 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8  b. 


be  ralBPd.  (Applause.)  To  crowd  men  and  women,  and  their  chil- 
dren, boys  and  girls.  Into  tonomentB.  six  and  seven  stories  hlRli. 
as  Is  done  In  the  cities  of  Kiirnpp.  where  are  now  enjoyed  the 
blessings  of  ninnlciiml  owniTNlilp.  Is  to  nilse  men  nnci  wonirn 
unlit  to  exerrlsi"  the  duties  of  .VnuTlciui  cltizcnslilp!  They  an- 
all  very  well  to  be  hitched  with  doKS  to  rarls  Hn<l  to  lie  driven 
tlirouKh  the  stri-eta  of  cItU's  liaulini:  loads,  lint  not  to  exer<-lsi' 
the  rights  that  a«Tne  to  fltlzi-nshlp  In  a  government  which  Is 
"of  the  i)e<iple,  for  th<>  people,  and  hy  the  people."  Praw  a  lliii' 
which  shall  fairly  define  what  belongs  to  you  from  the  properly 
of  the  public:  then  toe  the  mark,  do  not  run  away;  be  aggressive. 
be  well  informed,  be  prudent,  fair,  and  contldeiit.  and  win  everv 
light  that  you  go  Into  because  your  catise  Is  Just.     (Applause.) 

Mr.  K.  C.  Oounelte:— I  move  that  we  lender  the  thanks  of 
this  .Vssociallon  to  our  presiding  olllcer  for  the  very  able  address 
which   he  has  pre8ente<l  to  this  convention. 

The  Secretary  put  the  motion,  which  was  unanimously  carried. 

The  ("hair:  Cenllemen.  I  thank  you.  not  only  for  your  vote. 
l)ut  for  the  kind  and  courteous  niiiiiner  in  which  you  listened  to 
my  remarks. 

The  Secretary  announced  that  llie  lliiilsou  Valley  Hallway,  the 
ITnlted  Hallway  of  Albany,  and  the  Schenectady  Hallway  ex- 
tended the  courtesy  of  their  roads  to  the  delegates  and  their 
friends.  Free  transportation  to  be  given  on  the  badges  of  the 
Association. 

The  Secretary  also  announced  that  the  American  Telephone 
&  Telegraph  Co.  and  the  Hudson  River  Telephone  Co.  extended 
the  courtesies  of  their  long  distance  telephone  system  to  the 
delegates;  the  service  to  be  given  between  5  p.  m.  and  8  a.  ni. 
on  presentation  of  the  badge  of  the  Association. 

The  Chair:  The  next  order  of  business  was  the  presentation 
of  the  report  of  the  executive  committee,  which  tlie  Secretary 
will  read. 

The  report  of  the  executive  committee  decided  the  business 
transacted  at  two  meetings  of  the  executive  committee  during 
the  present  year,  at  which  arrangements  for  the  convention  were 
made,  including  the  selection  of  topics  for  papers,  the  assign- 
ment of  the  topics  to  the  writers  of  the  papers,  and  the  various 
details  relating  to  the  convention. 

On  motion  of  Mr.  C.  D.  Wynian  the  report  of  the  executive 
committee  was  adopted. 

Secretary  I'enington  read  the  report  wliich  showed  that  twenty 
companies  had  Joined  the  Association  since  the  last  meeting; 
that  five  members  liad  withdrawn,  mainly  on  account  of  con- 
solidation: meinl)crsliip  on  August  24th  was  206  companies. 

The  following  companies  are  the  new  members: 

Reaumont,  Texas. — Bt^-iumout  Traction  Co. 

Itoston,  >rass.-^Boston  &  Worcester  Street  Railway  Co. 

Chicago,    111.— Northwestern    Elevated    Railroad    Co. 

DeKalh,   111.— Del'Calb  &  .Sycamore  Electric  Railroad   Co. 

Detroit,   Mich.— Detroit,   Ypsilanti.   Ann   Arbor  &  .Tackson  Ry. 

Detroit,  Mich.— Grand  Rapids,  Crand  Haven  &  Muskegon  Ry. 
Co. 

Detroit,   Mich.— Rapid  Haihvay  System. 

Eureka   Sjirings,  Ark.— Citizens'  Electric  Railway  Co. 

Greenburg.  Pa.— rittsburg,  McKeesport  &  Greenburg  Ry.  Co. 

Huntington,    W.   Va.— Camden   Interstate   Railway   Co. 

TndianapoHs,  Ind.— Indiana   Fnlon   Traction   Co. 

Indianapolis.  Ind.— Indianapolis  &  Northwestern  Traction   Co. 

Ithaca,  N.   Y.— Ithaca  Street   Railway   Co. 

Menominee,  Mich.— Menominee  Electric  Light,  Railway  & 
Power  Co. 

New  York,  N.  Y.— Interboro^igh  Rapid  Transit  Co. 

North  Adams,   Mass.— Hoosac  Valley   Street  Railway   Co. 

Oshkosh,  Wis.— Winnebago  Traction  Co. 

Sanford.   Maine.— Atlantic   Shore   Line    Railway. 

Sault  Ste  Marie,  Ont.— International  Transit  Co. 

Wichita,   Kan.— Wichita  Railroad  &  Light  Co. 

The  nnancial  sunimai-y  is  as  follows: 

Balance  In  bank  October  1st,  1W2.  $n.!).t.S.a'5;  reeeipls.  $7.r,77.2S: 
total,  .$17,025.31.  Expenditures  during  the  year,  $7.2S(!.C>2:  balan.e 
on  August  22nd,  $10.3,18.69. 

The  Chair:  The  Chair  announces  the  following  gentlemen  as 
the  members  of  the  committee  on  nominations  to  nominate 
officers  and  select  a  place  for  the  next  meeting:    Messrs   Laffln 


of  Worcester,  Goodrich,  of  Hartford,  Sloan  of  Chicago,  Stanley, 
of  Detroit,  Henry  of  St.  Louis.  This  completes  the  preliminary 
business  laid  out  for  this  session,  and  unless  there  Is  some  other 
business  to  come  before  the  meeting,  we  will  adjomn  unlil  10 
o'i'lock  tomorrow  morning  promjitly. 

.Mr.  (iraiit.  St.  Louis:  I  will  bring  before  this  .Association  a 
(|UeHtlou  which  I  think  interests  every  mendier,  and  lliat  is  tlie 
iiui'slion  of  mall  car  servU'e  In  cities.  Some  time  ago  a  repreaen- 
tallve  of  the  Coveriiment  came  to  .St.  Louis  and  he  said  to  the 
olHcers  of  our  lomiiany,  when  we  had  the  subject  of  mall  car 
service  up  with  hlin,  that  If  some  concertiil  aelloii  was  taki-n  hy 
this  Association  he  thought  It  would  be  possible  for  us  to  get  an 
increase  in  the  comi)cnsatioii  now  paid,  which  every  one  knows, 
who  has  to  do  with  the  operation  of  mall  cars,  Is  not  adi'quate. 
I  would  like  to  state,  at  this  time,  that  at  this  meeting  I  will 
olTer  a  resolulion  that  a  committee  be  appointed  to  confer  with 
the  (5overnment  ofllclals  on  the  subje<'t  of  increasing  the  com- 
pensallon  paid  to  street  railway  companies  for  carrying  the  malls. 

Mr.  .John  I.  Beggs,  Milwaukee:  I  would  ask  what  report  was 
made  by  the  special  committee,  whU-h  was  nppoinled  by  this 
.Association  some  three  or  four  years  ago,  and  of  which  the 
present  postmaster  general  was  a  member,  on  this  particular 
<lucstlon.  I  would  like  to  know  whether  the  committee  ever 
made  a  report.  If  not.  I  ask  whether  it  would  not  be  well  to 
address  a  communication  to  the  postmaster  general,  as  a  member 
of  that  committee,  for  a  report  on  that  subject. 

The  Secretary:  The  committee  never  made  any  final  report. 
I  heard  from  one  member  of  the  committee  who  said  it  was  im- 
possible to  do  anything.  He  said  that  some  efTort  had  been 
made  to  secure  the  Increased  compensation,  but  nothing  had 
come  from  it. 

Mr.  Grant:  Some  officials  who  were  at  St.  I,ouis  stateil  that 
Mr.  Payne,  having  been  a  street  railroad  offlcial  at  one  time, 
would  realize  the  necessity  for  this  Increase  more  than  any  one 
else  and  now  is  an  opportinie  time  to  take  this  matter  up.  That 
is  wliy  I  bring  it  up  at  this  time.  I  will  say  for  ourselves  that  if 
this  Association  does  not  take  any  action  we  will  give  notice  to 
the  (Jovernment.  after  the  first  day  of  .luly  next,  we  will  not 
carry  the  mail  any  longer  unless  we  arc  paid  an  adequate  com- 
pensation. 1  think  if  united  action  is  taken  by  the  Association 
there  is  a  possibiity  of  getting  an  increase. 

Mr.  L.  E.  Myers.  Peoria.  III.:  The  subject  which  Mr.  Grant 
refers  to  is  one  which  has  been  upon  my  mind  for  some  time. 
It  is  something  we  must  take  action  upon.  The  rate  which  the 
Government  pays  street  railroad  companies  for  the  transporta- 
tion of  mail  is  totally  inadequate,  not  only  for  the  service  per- 
formed, but  the  risk  Incurred.  I  do  not  think  it  will  be  quite  the 
thing  for  us  to  appoint  a  committee  which  would  report  twelve 
months  hence  —  that  would  be  wholly  unsatisfactory;  and  I 
want  to  add  an  amendment  that  some  arrangement  be  made, 
something  in  keeping  with  our  by-laws,  to  enable  the  committee 
to  report  before  a  year  from  now.  Personally,  I  have  had  quite 
enough  of  performing  duties  for  the  Government  for  in.adeqnate 
compensation,  and  in  some  cases  wholly  without  compensation. 
I  have  notified  the  Government  that  after  the  first  of  October 
no  carriers  will  be  carrieil  at  reduced  rates,  and  no  more  mall 
will  be  carried,  unless  we  are  reasonably  preferred.  It  Is  very 
important  that  some  action  should  he  taken  on  this  matter  and 
ceruMidy  if  any  committee  is  to  be  appointed  it  should  nmke 
its  report  before  the  expiration  of  thirteen  months.  I  have  no 
li.xed  plan  as  to  how  we  can  get  the  report  sooner,  but  1  have  no 
doulit  that  the  secretary  can  help  us  out. 

Mr.  (irant:  If  any  action  is  to  be  taken,  it  niusi  lie  taken 
right  away,  because  we  will  have  to  go  to  the  postmaster  gen- 
eral and  go  before  the  committee  on  appropriations,  before  con- 
gress meets.  Unless  we  do  that  we  cannot  get  any  more  money. 
A  certain  amount  of  money  is  appropriated  for  this  service,  anl 
tmless  the  appropriation  is  increased  there  can  be  no  increase  in 
the  compensation.  The  committee's  work  would  have  to  be 
done  before  congress  meets,  whether  congi-ess  meets  in  October 
In  special  session  or  not;  but  the  business  relating  to  the  sub- 
ject of  appropriations  for  mail  service  will  be  taken  up  In  De- 
cember, and  the  committee  work  must  be  done  between  now 
and  December.  The  only  thing  the  committee  can  do  Is  to  ap- 
pear before  the  proper  authorities  and   seek  to  secure  an   In- 


5TH  Veak.  No.  2— Sejt.  3,  1903  ] 


DAILY  STREET  RAILWAY  REVIEW. 


601 


cTi-asf  iu  Uie  L-oUipi'Usatiou  wUkli  is  alluwt'U  per  car  luuu  n'l 
Uic  carryiug  of  llii'  mail  lor  tJie  eioverumeut.  TUf  c-ommittee 
sUoiila  be  appoiuteJ  auU  go  ahead,  and  tlieii  it  lau  lepori  wlia' 
lias  bveli  doiie  at  tlie  ueit  session. 

TUe  Cliair:  The  luotiou  ol'  Mr.  Graui  is  that  the  ehair  appoiiu 
a  tomiuittei'  of  tUi-ee  to  take  up  the  subject  of  the  eouipeusatuui 
to  be  paid  by  the  Nalioual  lioveriimeul  to  the  street  railway  eoiu 
panics  lor  carryiug  the  mail,  the  committee  to  iuimediately  enter 
upon  the  discharge  of  its  duties  aud  report  at  the  iie.xi  :uuiikiI 
uieetiug. 

Mr.  Beggs:  Does  Mr.  Grant  contemplate  the  compensation  al- 
li/Xved  for  rural  delivery,  or  does  his  motion  only  contemplate 
the  city  service? 

-Mr.  Graut:     Only   the  city   service. 

Mr.  Beggs:  1  would  broaden  it,  because  the  Government  is 
seeking,  aliuost  importuning,  the  iiiterurbau  aud  suburban  lines 
to  carry  mails  at  a  rale  which  is  wiioUy  inadequate,  as  they 
desire  to  broadeu  the  service  iu  all  of  the  cities.  I  decline 
to  accept  a  proposition  to  carry  the  mail  for  rural  delivery 
withiu  thirty  days,  because  of  the  inadequate  rate.  1  would 
like  to  have  Mr.   Grant  broadeu  his  motion. 

Mr.  Graut:     1  have  no  objection  to  that. 

The  Chair;  Mr.  Giant  consents  to  broadeu  the  scope  of  lii.-^ 
resolution.  Before  putting  this  resolution,  the  cliair  iu  the  kindest 
spirit,  desires  to  call  the  alteniiou  of  the  members  to  the  rules 
reported  by  the  executive  committee,  one  of  which  requires  reso 
lutioiis  to  be  eommilted  to  writing  aud  subscribed  by  the  name 
■  if  tlie  proposer;  and  1  ask  your  kind  forbearance  when  1  say  l" 
you  that  it  ceeuis  necessary,  aud  only  right  aud  jiroper,  tliat  this 
rule  should  be  hereafter  enforced;  aud  if  it  is  the  sense  of  the 
convention  that  the  rules  shall  be  enforced,  1  shall  be  glad  to 
iiiforce  them,  especially  that  rule,  which  comports  with  the 
dignity  aud  .spee»ly  tiiinsaction  of  the  business  of  the  convention. 
I'ertainly  any  re.solutlim  worthy  of  being  presented  here  is  worthy 
iif  being  committed  to  writing,  and  the  practice  is  consistent 
with  the  practice  of  bodies  of  this  nature;  and  the  chair  desiies 
it  to  be  particularly  understood  that  it  is  furthest  from  his 
thought  to  convoy  a  rebuke  or  anything  of  the  kind  Iu  tin- 
proposer  of  the  resolution,  or  any  one.  and  merely  lakes  this 
"Iiportuuity  of  calling  attention  to  the  rules  that  were  adupted. 

.Mr.  Gi-ant:  I  was  giving  notice  that  I  would  at  this  meeting 
of  the  Association,  perhaps  tomorrow  or  Friday,  propose  such 
.•I    resolution. 

If  the  gentleman  was  giving  notice  he  was  quite 


I  am  giving  uotice.  so  that  the  members  can  think 


The  Chair 
III  order. 

.Mr.  fJraiit: 
.'ibout  it. 

The  Chair:  The  chair  (rented  the  motion  in  bis  remarks  as 
11  il  wire  before  the  house,  and  the  chair  so  considered  it  If 
the  gentleman  is  willing  to  make  the  motion,  the  chair  Is  willing 
to  riK-<iiisider  the  ruling  Just  inade.  and  believes  the  convention 
if.  and  the  motion  can  come  up  now  for  consideration  and  be 
a<'te<l  upon. 

Mr.  Grant:     I  make  tbe  motion. 

Mr.  .MyerK:  .\«  1  iinderHt.'iml  the  motion  now.  the  amendment 
I  offered  has  been  lost  sight  of  in  the  discussion.  What  is  the 
iiKe  of  appointing  a  coniralttee  now  to  report  twelve  months 
hence?  We  are  to  iiislruct  the  lomnilllei-  to  do  something,  which 
they  will  undoubtedly  attend  to;  but  hoW  shall  we  lenrn  what 
they  ilo?  We  shall  probably  go  on  making  contracts,  perhaps 
at  a  Hiiiall  advance  over  the  present  rate,  because  the  agents  of 
the  Government  do  have  some  Jurisdiction  as  to  rates.  It  seems 
to  nie  there  Is  not  a  uniform  service,  or  a  uniform  compensation, 
excejit  for  mall  ears  on  city  tracks.  In  our  city  we  have  three 
kinds  of  rates  for  all  kinds  of  service.  I  have  three  different 
kIndM  of  contracts  on  my  rond.  1  certainly  do  not  want  to  wait 
thirieen  month*  before  being  put  In  possession  of  report  of  this 
i-onimlttee. 

The  Chair:  Tbe  chair  snggeMts  that  the  resolution  be  com- 
niitle<l  to  writing,  uiid  so  amended  that  It  will  provide  that, 
n*  soon  ns  the  committee  has  Hnlshed  Its  work,  it  shall  file  a 
re|Kirt  with  the  Hecrelary  of  the  .\R-uiclallon.  who  shall  forth- 
with eiimmuDlcnte  It  to  oil  the  memliers  of  the  Association  for 
their  gnldnnce.  The  chnir  will  request  Mr.  Grant  to  frame 
•iich  n  retiolutlon  and   present   It  at   his  convenience. 


'i'lu'  niei'liiij;  then  ailjumiied  until  li>  o'clock  Thursday  morn- 
ing. 

.\.  .\.  lliUoii.  vice-president  and  manager  of  the  Chicago  Car 
Wlieel  iV   Fiiundry  Co.,   is  in  attendance  at  the  convention. 

Harold  1".  Brown  is  making  a  daily  e.xhibit  of  "  Brillium " 
fuel  under  one  of  the  boilers  of  the  Grand  Union  Hotel.  This 
liiel  is  claimed  to  be  very  economical,  at  the  same  time  doubling 
I  lie  iMp:ieity  of  the  boiler. 

THE  "  SIMPLEX  "  CAR  JACKS. 


The  "  Simple.x  "  car  jacks,  sectional  views  of  which  are  shown 
in  the  arcumpauyiug  illustration,  are  designed  especially  for  elec- 
tric railway  use.  They  are  made  by  Templetou,  Kenly  &  Co., 
Ltd..    Kookerj'    Bldg.,    Chicago. 

These  jacks  possess  many  meritorious  features,  some  of  the 
.ulvantages  claimed  for  them  being  the  positive  interlocking  of 
pawls,  the  shortness  of  leverage,  fewness  of  parts,  aud  lubrica- 
liiiii  tliruugli  the  lever  socket.  By  referring  to  the  illustratiou 
it  will  lie  seen  that  wlien  the  lever  is  up  the  locking  of  the  lower 
pawl,  which  would  naturally  fall  into  position  by  gravity.  Is 
made  doubly  ceitain  by  the  action  of  the  straiglit  wire  spring 
that  is  attached  to  both  pawls.  With  the  lever  liorizontal  the 
iipiiiT  pawl  becomes  locked,  the  lower  pawl  being  released  as 
siHiii  as  tlie  pressure  is  removed.     It  will  be  noticed  that  even  If 


■■  blJU'LEX  ■■     JACK. 

there  were  no  spring  attachment,  the  upper  pawl  is  bound  to 
become  locked  because  of  tlie  shape  of  the  standard,  and  for  the 
same  reason  the  pawl  is  held  securely  in  place  when  it  is  locked. 
T(i  further  insure  the  positive  engagement  of  the  upper  pawl  on 
iiie  full  surface  of  the  teeth,  however,  an  interlocking  spring 
may  lie  attached  to  tlie  standard  casting  in  such  a  way  as  to 
constantly  press  the  pawl  against  the  rack  bar.  The  pawls  are 
Interchangeable,  also. 

The  back  of  the  standard  is  molded  to  provide  two  grease 
cups  for  keeping  the  rack  bar  thoroughly  lubricated  to  Insure 
ease  of  action  and  reduce  friction.  In  the  bottom  of  the  lever 
siieUct  oil  and  waste  are  packed  and  oil  runs  through  a  channel 
lo  the  bearing.  Once  packed,  all  that  Is  necessary  when  more 
nil  is  needed  is  to  force  the  oil  thrmigh  the  waste  with  the  small 
end  of  the  lever.  The  "  Simplex  "  jack  has  a  handle  by  which 
It  may  be  easily  carried.  These  jacks  are  made  In  two  sizes,  of 
10  and  15  tons  capacity,  and  weigh  tin  and  85  lb.  Each  Is  com- 
posed of  10  pieces  only. 

*!.  >r.  «>. 

Hy  an  iiiil'urtuiiate  delay  in  traiisiinrtatlon  the  e.\lilbll  nf  I  he 
Root  Track  Scrnpter  Co.,  of  Knliinia/,00,  Mich.,  which  was 
shipped  .\ugnHt  2()tli,  had  not  arrived  up  to  last  niglil,  niiieli  to 
the  disappolnttnent  of  F.  N.  Hoot,  manager  of  the  company,  and 
iif  many  callei-H  who  are  Interested  In  the  company's  devices. 


F.  A.  Harbey,  of  Boston,  who  Is  associated  with  the  .\iiierlean 
Brake,  Shoe  \  P'onndry  Co.,  Templetou,  Kenly  &  Co.,  Ltd.,  and 
iiliier  street  railway  sujiply  hniises,  called  al  the  "  Review"  bniilli 
yesterday. 


608 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XIII,  No.  8  b 


DAILY  STREET  RAILWAY  REVIEW 


PRuGR/iMS 


PUBLISHED   BY 

WINDSOR  &   KENFIELD  PUBLISMINQ  CO., 

Albany,  N.  Y 


99-107  Hudson  Ave. 


BRANCH  OFFICES: 

Chicago  -45-47  Plymouth  Court. 

New  York     3g  Cortlandt  Street.  Cleveland— 301  Electric  Building. 

Philadelphia  -The  Bourse. 

SUBSCRIPTION  AGENCIES: 
Austria.  Vienna— Lehmann  St  Wcntxel,  Karntnerstrasse. 
France.  Pans     Boyvcau  &  Chcvillet,  Librairic  Etrangere.  RuedelaBanque. 
Italy,  Milan— Ulrico  Hoepli,  Librairia  Delia  Real  Casa. 

New  South  Wales.  Sydney -Turner  «k  Henderson,  16  and  18  Hunter  Street. 
Queensland  ;SouthU  Brisbane- Gordon  &  Cotch. 
Victoria,  Melbourne— OordoD  ft  Cotch,  Limited,  Queen  Street. 


Thk  Daily  Stkbi:t  Railway  Rkvihw  is  nirhlishcd  rach  year  on  the  occa- 
sion of  the  nieelMik's  of  Ihe  Anu'ri<.:iii  -Slnc'i  Railway  .\ssocialioii,  the  Slrrel 
Railw.i.v  Accounianls-  Association  ol  America,  and  the  American  Railwa.v 
Mechanical  and  Electrical  Associ:ilioii,  ami  contains  the  convention  reports 
rhi»  puhlicalion  is  separato  from  the  strfrl  Uaihmv  Jievirui,  published  monthlv 
at  Chicaifo,  Hi.,  but  is  in  its  nature  supph-nientary  thereto. 


SUBSCRIPTION  RATBS: 

In  the  United  States,  Canada  or  Mexico: 

Dailv  Strkkt  Railway  Ri-vikw  (fourormore  issues). ..$  .SO 

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Combined  Subscription  (Daily  Review  and  Review) 4.00 


Application  made  for  entry  as  second  class  matter. 


5th  Year 
No.  2 


Thursday,  Sept.  3, 1903.  ser.alno.jvol.xjii 


The  Americau  Railway  Mechanical  &  Electrical  Association 
jidjouriied  yesterday  arieinooii  to  atteud  iu  a  body  the  opening 
session  of  tlie  American  Street  IJaihvay  Association.  They  then 
devoted  the  rest  of  the  afternoon  to  exainiuiug  the  exhibits. 

ltX«t 
SKCKKTAKi    i'KMNGTON. 

Owing  to  the  entirely  "ew  conditions  as  regards  the  character 
of  city,  nature  of  exhibition  facililies,  arrangement  of  euter- 
taiumeuts,  etc.,  under  which  the  convention  meets  this  year, 
the  duties  falling  upon  Secretary  I'euiugtou  have  been  espe- 
cially arduouii.  But  Mr.  Peuiugtou  likes  hard  work  and  he 
has  been  equal  to  every  demand.  The  secretary  and  treasurer's 
report  to  the  convention  shows  the  afifalrs  of  the  Association 
to  be  iu  highly  satisfactory  shape  as  regards  membership, 
liuaucial  status  aud  general  condition. 

VlCK-rUESlDENT    ELYS    ADDKESS. 

It  is  seldom  the  members  of  ii  technical  association  have  the 
privilege  of  listening  to  an  address  so  able,  so  broad  iu  scope 
aud  mauifestiug  so  thorough  a  grasp  of  the  details  of  the  subject 
matter  treated  as  the  oi>cning  address  of  Viccl'resident  Ely  be- 
fore the  .Vmerlcan  Street  Uaihvay  Association  at  its  lirst  session 
yesterday.  The  address  iu  point  of  interest  aud  value  forms  one 
of  the  chief  coulrihutious  the  .Vssociation  has  ever  had  the 
privelege  of  recordiug  iu  its  transactions. 

SEUitETAKV    BUOCKWAY. 

It  is  ueedless  to  say  W.  B.  Brockway  is  one  of  the  busy  ones 
these  days.  Mr.  Brockway  is  of  the  kind  that  sees  uo  use  in 
doing  things  by  halves,  aud  especially  when  it  is  anything  in 
coDuectiou  with  the  Accountants'  Association.  If  he  stops  long 
enough  to  "  retrospect "  iu  the  whirl  of  convention  time  it  must 
be  some  satisfaction  to  him  to  take  a  general  view  of  the  Asso- 
ciation, Its  work  and  its  achievements,  aud  be  able  to  say  to  him- 
self "  I  helped." 

Mr.  Brockway  is  now  with  Isadore  Newman  &  Sons,  the  well- 
known  bankers,  formerly  of  New  Orleans,  now  of  New  Y'ork 
city,  and  has  general  clnirge  and  supervision  of  the  accounting 
departments  for  the  several  electric  railway  properties  controlled 
in  whole  or  iu  part  by  the  Arm  of  Isadore  Newman  &  Sous. 


AMERICAN    STREET    RAILWAY    ASSOCIATION. 


TUUKSD.VY,    SKI'T.    i,    lUoa. 

.Miirniug:  Secuud  Session  at  lu  a.  m. 

.^fleruuou,   1:UU  p.  m.:  Excursion  to  Schenectady  as  guests  of 

the  General  Electric  Co.     Lunch  will  be  served  ou  the  train 

or  at  Ihe  compauy  s  works. 

I'KIDAY,   SEl'T.  •},   1U03. 

.Morning:   'third    Session    at    10   a.    m. 

.Afternoon,  1 :0U  p.  lu.:  Excursion  tu  Lake  George  as  guests  ol 
Ihe  Hudson    \  alley   liiiilway   Co.,   rcturuing  at  tj;00   p.  in. 

Evening,  8:0U  p.  ni.  .\nnual  Hauiinci  and  instailaliuu  of  oUicers- 
elect. 


I  111-  papers  lo  be  presented  before  the  association  are  as  fol- 
lows: 

"  Steam  Turbines,"  \V.  L.  U.  Emmett,  General  Electric  Go. 

■  Electric  Welded  .loluls,"  \\  iircester  Consolidated  Street  llall 
wa.v  Co.,  by  William  I'estell,  superiutendeut  of  motive  power 
iiikI  chief  engineer. 

■'  The  Evils  of  Maintenance  and  (/liumperty  iu  I'ersonal  Injury 
Ca.-;es,  '   Detroit  I'uited  Kj.,  by  Michael  Bivnuan,  attorney. 

••  Train  Orders  aud  Train  Signals  on  Internrbau  Uoads,"  luter- 
natioiijil  Itailway  Co..  of  Bullalo,  by  C.  A.  Coons,  superintendent 
of  transportation. 

"  Freight  aud  Express  ou  Electric  Hallways,"  Birmingham 
Itailway,  Liglit  &  I'ower  Co.,  by  .1.  B.  McClary,  manager  rail 
way  department. 

•  The  MauufacUire  aud  Distribution  of  Alternating  Currents 
lor  City  Systems,"  Chicago  City  Ky.,  by  Uichard  McCuUocli. 
a.ssistant  general  manager. 

"  Comparative  .Merits  of  Single  anil  Double  Truck  Cars  for 
City  Service,"  Milwaukee  Electric  Itailway  &  Light  Co. 

"The  Klght  of  Way,"  Interurlian  Street  Uailway  Co.,  by  H. 
II.  Vieelauii,  president. 

STREET  RAILWAY  ACCOUNTANTS'   ASSOCIATION. 


THURSDAY,   SEl'T.  3.   l'JU3,   10  A.   M. 

i'aper:  "  Car  Maintenance  Records,"  by  S.  C.  Stivers,  New 
.Jersey  &   Hudson  River  Railway  Co..  Edgewater,  N.  J. 

I'aper  or  adilress  by  a  representative  of  the  United  States  Cen- 
sus Bureau. 

Report  of  the  Committee  on  a  Standard  Form  of  Report  for 
Electric  Railways,  Chairman,  William  F.  Ham.  comptroller 
Washington  Railway  &  Electric  Co.,  Washington,  D.  0. 

Replies  to  questions. 

FRIDAY,   SEPT.  4,   1903,   10.  A.  M. 

Paper:  "  Advantages  and  Disadvantages  of  Bag  or  Envelope 
System  and  of  the  Cashier  System  of  Receiving  Conductors' 
Deposits,"  by  F.  R.  Henry,  auditor  St.  Louis  Transit  Co.,  St. 
Louis,  Mo. 

Comparison  of  the  Municipal  Tramways  Association  of  Great 
Britain  proposed  "  Standard  Classilication  and  Form  of  Report" 
with  the  American  Standard.  l)y  C.  N.  Duffy,  secretary  Chicago 
City  Railway  Co.,  Chicago.  Hi.,  chairman  Committee  on  Stand 
ard  Classilication. 

Replies  to  questions. 

Report   of  Committee  on   Resolutions. 

Report  of  Committee  on  Nominations. 

Election  and  Installation  of  Officers. 

Adjournment. 


jTH  Ye.\r,  Xo.  2— Sept.  3,  1903.! 


DAILY  STREET  RAILWAY  REVIEW. 


609 


MECHANICAL  AND  ELECTRICAL  ASSOCIATION. 


THIKSD.W.  SKl'TEMHEK  3ii.  1U:00  a.  m. 

'"  Isf  ami  -ibiise  of  CtMitiolliu;;  .Meohaiiism."  D.  F. 
I'hief  iMigineer.  riiMir  Scrviio  Corporation  of  New 
Newark.   N.  J. 

rresontafion  ami   Discussion  of  Toilinioal   Papers. 

KeiHirt  of  Committee  on  Nominations. 

Klerflon  of  Officers. 

IIIK    S(11KNK('T.\1>Y    KXCrUSION. 


Carver. 
Jersey. 


.Ml  whii  wish  to  go  on  the  trip  to  Schenectady  and  the 
<;iMienil  KliK-tric  Works  this  afternoon  and  who  have  not  yet 
rt'iristereil  at  the  Ceiieral  Elertric  booth  are  requested  to  leave 
llieir  names  before  noon  today  as  arrangements  for  the  euter- 
lainnii'nl   of  the   visitors  uinst   be  made  in   advance. 

The  party  is  sclo'dnled  to  leave  from  the  D.  &  H.  depot  by 
speeial  train  pninii>lly  at  1  o'clock.  The  train  will  proceed  di- 
riNtly  to  the  works  of  the  General  Electric  Co.  at  Schenectady 
where  Innch  will  be  served.  The  trip  tlnongh  tlie  works  will 
then  be  made  nmler  the  supervision  of  competent  guides.  The 
return  trip  will  be  maile  su  .is  to  nvich  Saratoga  in  ample  time 
for   supper. 

*  K.  >> 

.1.   G.  BRILL  CO. 


The  Brill  exhibit  is  near  the  registration  booth  at  Grand 
I'nion  Hotel.  Models  of  the  Brill  27.  27  G,  maximum  traction 
and  21  E  trucks  are  shown,  and  circulars  descrit)ing  the  Brill 
convertible  and  semi-convertible  cars,  as  well  as  all  the  trucks 
are  distributed.  The  company  is  represented  by  S.  M.  Curwen, 
William  H.  Heulings.  .Tr..  Geo.  M.  Haskell,  Geo.  H.  Tontrup. 
.1.  E.  W.   Brill  and   f.   K.   Pickles. 

CROCKER-WHEELEK    CO, 


The  I 'rocker- Wheeler  Co..  of  .\inpeve,  N.  .1..  is  distributing  :i 
special  ciinvention  l)nlletin  descriliing  the  Crocker-Wheeler  gen 
erntors  for  railway  service.  .Mati-li  safes  are  presented  foi- 
souvenirs.  The  company  is  rei>resented  by  Charles  W.  Starts- 
man,  of  the  sales  department,  .\niperc:  Francis  B.  De  Gress. 
manager  New  York  offlce;  Samuel  Russell.  .Tr.,  manager  Pliiln- 
delphia  offlce:  R.  N.  C.  Barnes,  manager  Boston  offlce.  and  IT.  .T. 
Sage,   manager  Pittsburg  offlce. 

K  f.  K 

.1.  .M.  Gallagher  of  the  Ma.ver  .V  Englund  Co.  is  In  attendance. 

The  Iieartiorn  Drug  &  f'heniiciil  Works  have  a  snap  and  are 
willing  to  let  eyerybod.v  In  on  it.     .\sk  tTTe  man. 

.lohn  S.  Spei-r.  general  manager  Speer  Carbon  Co..  has  a  small 
but  Interesting  exhibit  In  the  lobby  of  the  Grand  Union  Hotel. 
.Mr.  Sjieer  Ik  dlstrllmtlng  tasteful  remembrances  In  the  form  of 
II  de<'k  of  fine  cards  to  the  ladles,  and  cnff-buttons  to  the  gentle- 
men. 

William  .1.  Clark,  general  manager  foreign  department.  Gen- 
eral  Electric  Co..  Is  in  attendance. 

Otto  W.  Uthoff,  of  Watts  &  T'thoff.  of  St.  Louis,  Is  here. 
This  company  Is  general  western  agent  for  the  Ohio  Brass  Co., 
the   Banner  Electric  Co.,  and   the  .American   Circular  Loom   Co. 

Ross  Taylor  Is  attending  In  the  Interests  of  the  American 
Ventilating   Co..   of  New   York. 

G,  .T.    Smith  Is  helping  to  reprenent   the  St,   Louis  Car  Co. 

ChBs,   N,  Wwid   Is  liere  for  the  Frank    RIdlon  Co.,  of  Boston. 

.1.  M.  firllfln.  M.  D,  president  of  the  Wheel  Trueing  Brake 
Slioi-  Co.,  Is  explaining  the  good  points  of  the  "Trueing"  shoe 
and  conimutfltor  "  fnier," 

.Fohn  .1  Jjniu:  Mlltor,  The  Street  Railway  Bulletin,  hn«  Hpnce 
near  the  entrance  to  the  main  meeting  hall.  The  "Bulletin"  Is 
the  offlclnl  paper  of  the  New  England  Street  Railway  Club, 
Sample  copies  may  he  had  on  application  to  Mr,  Lane, 


W,  T,  .Jackson,  representing  G.  M.  Gest.  general  contractor. 
of  Cincinnati,  attended. 

One  of  tlie  early  arrivals  was  Cloyd  Marshall,  superintendent 
■  ■f  elei-trical  machinery,  department  of  electricity  of  the  St.  Louis 
l''air. 

««* 

B.M.DWIN    l.tKOMOTU'E  WORKS. 


'I'lic  Bnlihvin  I.ocomntivc  Works  are  showing  a  sample  of  the 
truck  furnished  to  the  Inti'rlxirough  Rapid  Transit  Co.  The  de- 
sign of  this  truck  is  wortliy  of  careful  study  by  those  who  are 
interested   ill  lic.-ivy,   Iiiyii  speed,   electrii'  railway   work. 

ELMER  P.  MOBRJS  CO. 


lOliner  1".  .MuiTis  is  representing  tlie  <'c)nip;uiy  licariiig  liis  iia 

Mild  is  sliowiiig  a  full  line  of  (lie  goods  for  which  it  is  agent.  Tlie 
i;iiiicr  1'.  ilorris  Co.  makes  a  specialty  of  acting  as  purchasing 
riimiiccr  for  foreign  tramways  for  all  classes  of  materials  at  the 
liiwest  market  price,  and  it  is  now  acting  in  this  capacity  for  some 
of  the  leading  foreign  corporations.  Mr.  Morris  has  had  2."i  years' 
experience  ill  I  lie  electric  railway  industry  and  is  peculiarly 
well  iinalilicd  fur  this  class  of  work. 

M.\YElt   &    ENGLTTND  CO. 


The  exhibit  of  this  company  this  year  consists  chiefly  of 
••  Protected "  rail  bonds,  together  w-ith  .special  hydraulic  tools 
for  apiilylng  the  bonds  both  to  girder  and  to  T  rails. 
.\ii  interesting  part  of  the  display  is  a  group  of  full  size 
rail  sections  such  as  arc  being  used  by  the  Interborough 
Uajjid  Transit  Co.  In  the  New  York  subway,  and  by  the  Scioto 
Valley  Traction  Co..  showing  the  exact  appearance  of  the  rail 
.iiid  the  bond  on  heavy  railway  work  of  this  nature.  The 
Mayer  &  Englund  Co.  is  also  showing  Keystone  third-rail  in- 
sulators and  third-rail  cable  terminals.  Messrs.  Charles  .1.  Ma.ver, 
.\.  n.  Englund.  W.  A.  Cockley.  William  Armstrong.  .Tr.,  .1.  M. 
•  iallaglier.  .T.  F.  McCarthy,  H.  G.  Iannis.  Ed.  Ilaiiimett  and  D.  L. 
("lawford  are  in  attendance.  As  a  souvenir  the  company  is  dis- 
tributing a  neat  match  sal'e.  attached  to  the  cover  of  which  are 
surlaces  for  scrsitcliiiig  Imtli   parlor  and  safety  iiiafches. 

»».•?•? 
.lO.SEl'll    DIXON   CRUCIBI^E  CO. 


Tile  interests  of  this  concern  are  well  cared  for  by  H.  A. 
Ne.iiiey  (if  ilie  pniiit  (lepartiiient.  Mr.  Nealley  can  l>e  found 
on  llie  I'.Nliiliit  grounds  or  in  the  lobby  of  the  Grand  Union  and 
will  lie  glad  to  answer  (pnwtions  and  give  full  Information  con- 
cerning the  varied  jnoducts  of  the  Dixon  company.  He  is  dls- 
triliuliiig  a  valuable  folder  on  the  subject  of  "  Paint  Speclflca- 
lioiis  for  Steel  and  Iron  Work;"  and  also  one  on  Dixon's  gra- 
idiiled  wood  grease  and  other  grai)lilte  products  for  electric  rail- 
ways. As  soiivi'uirs  the  company  Is  distributing  Dixon  lead 
pencils — -than   which  there  are  none  better  made. 

STANDARD   VITRIFIED  CONDUIT. 


■I'he   Standard    Vllrifled    Conduit   ("o's.    sign    Is    <'onsp!cuous   In 

,'ili  |>ails  of  II xhlblllon  grounds.     The  exhibit  displays  a  great 

variety  of  single  ii'nd  multiple  underground  clay  conduit  and 
Ihird-rail  Insnlalors.  B.  S.  Italnard.  president  of  the  company, 
was  In  attendanci-  the  first  day,  but  was  called  to  New  York 
and  his  son,  W,  II,  Balnard.  tJikes  charge  and  will  act  In  his 
lic-hiilf  Ihe  remaining  time  of  the  convention. 

Elmer  P.  .Morris  Is  distributing  a  useful  foot  rule  made  from 
celluloid. 

The  Standard  Varnish  Works  have  a  beautiful  souvenir  In  the 
form  of  a  silk  and  gold  watch  fob.  Mr.  .Tolin  Dolph  Is  doing  the 
honors  for  the  company. 


CIO 


nAII.Y  STREET   RAILWAY    REVIEW. 


fSEKiAi.  No— Vol    XIII.  No  Rb 


ATLAS    UAM.WAY    SIIM'I.Y    CO. 


Tlif  Atliis  Ittillwiiy  Sii|i|il.v  Co..  iif  Chlciit;".  Ik  cxhlbltlii); 
.Vllii.-i  I'liil  Joints.  liiiii-i-M  mill  lir  |il;ili's.  .iiiil  .VIIiin  priincrH.  kiii- 
t':i>i's  mill  iiaiiils.  Ilic  <-\lilliit  ln'iiiu  in  i'liiil'i;i'  of  .1.  C.  Mi-Mlrliiii'l. 
Iirtviili'iir  of  till-  roiii|mii.v.  iiNslsliil  liy  It.  H.  Ki-iil.  sporptiir.v.  niiil 
C.   I>.   I*ort<;rllolil.  i-iistiTii  r<'|)ri'»(>iitiitlvr. 

.M  .*  J* 

i\ri;u.\A'ii<iNAi.  itKiiisricu  en 


'riif  Iiili'ni.'iliniiiil  U('i;lsti>r  Co..  of  Cliinipi.  Iijis  an  iiltiiii'tiv  r 
■•\lillilt,  U'lilrli  liirlniIcK  slnnilm-il  t.v|ii's  of  Inti'i'iiatlonnl  iiiiil  New 
IIiivi'H  ii'Klstrrs,  as  wiOl  as  llrki-l  imnrlii-s.  liailKi's.  troUi'.v  coril. 
i-imI  ami  i-oni  (Itliiitfs.  rti-.  .\n  intcivstliij:  fi-atnri'  of  tlilR  es 
hiliit  ait"  till'  inluinal  liraHiiiirs  ol'  Ilic  sorii-s  of  vt-r.v  attractlvr 
.■iilviTtlscnn'iil.s  Hliirli  liavf  a|i|>i>ai'i-il  in  tlic  street  railway  papei's 
ihiriiiK  the  past  year.  The  piclnres  are  hanilsoniely  frainiKl  anil 
ailvanbiKeonsly  illsplaytil  on  the  wall.  The  company  otHeials  in 
attenilanee  are:  .\.  II.  Wooclwaril,  president;  John  Beubau). 
vire-presiilent:  A\'.  II.  Hiowii.  seiretary:  F.  l\.  Hall,  master  me- 
I'lianlc. 

\V.  II.  Itrown.  serretary  of  the  International  RepLster  Co.,  came 
froiii  Clevelanil.  ()..  in  iiis  aiitoiiiol)ile.  .iml  is  alToriiinf;  his 
frieniis  consiileralile  pleasure  liy  taking;  tliem  to  riile  fhroiiKli 
Saratojia   and   its  environs. 

OHIO  BRASS  CO. 


The  Ohio  Rrass  Co..  of  Mansfield.  O..  usually  exhibits  a  full 
line  of  materials  made  by  it.  but  this  year  Its  space  is  given 
over  to  reception  purposes.  Tt  is  one  of  the  most  attractive 
booths  at  the  convention,  being  enclosed  by  brass  railing.  Avitii 
pretty  rugs  on  the  floor,  a  portrbn  of  the  space  being  reserved 
for  lady  visitors.  Potted  plants  and  ferns  form  the  decorative 
features,  and  on  a  blue  silk  banner,  in  silver  letters,  is  shown  tl'c 
company's  title  -n-lth  the  trade  mark  In  the  center.  A  novelty 
which  seires  to  attract  a  great  many  callers  comprises  two 
automatic  photograph  machines  Itefore  ■which  visitors  pose.  lool; 
pleasant  and  press  a  button,  tlie  result  being  an  instantaneous 
photograph,  -whicli  is  framed  in  gilt,  the  frame  bearing  tl'e  in- 
scription. "  Ohio  Brass  Co..  lOOR.  Saratoga."  Late  arrivals  of  tl\o 
company's  representatives  are  Max  A.  Berg,  of  Porter  &  Berg, 
and  Ed  Mason,  of  Chicago,  and  O.  W.  T'tlioff,  of  St.  Louis. 

*!,*,*, 
STAR  BRASS  WORKS. 


The  exliibit  of  tlie  Star  Brass  Works  did  not  arrive  until  yester 
day  forenoon,  owing  to  delay  in  transportation.  Tt  consists  of 
■'  Kalamazoo  "  trolley  wheels  and  harps,  which  are  said  to  lie  in 
use  on  75  per  cent  of  the  trolley  roads  of  the  country.  O.  P. 
.Tohnson.  the  secretary  and  treasurer,  represents  the  company 
here  and  states  that  the  "  Kalamazoo  "  products  are  growing  in 
popularity  right  along.  He  points  to  the  record  of  fi7.72fi  miles 
accredited  to  one  "Kalamazoo"  trolley  wheel,  which  he  avers 
is  only  one  of  many  extraoi-dinary  pcrformnnces  of  these  wheels. 

t>t.*,n 

STERLING  VARNISH  CO. 


Tlie  Sterling  Varnish  Co..  of  Pittsburg,  is  siiowing  sanipli-s 
of  its  pure  Sterling  extra  insulating  varnish,  and  also  armature 
coils  which  have  been  insulated  by  its  products.  The  Sterling 
pure  varnisli  is  very  elastic  and  will  stand  over  10.000  volts 
puncture  test,  it  is  stated.  Tlie  company  Is  represented  at  the 
convention  by  IL  Lee  Bragg,  general  sales  agent,  and  S.  C. 
Sclienck.  eastern  sales  agent.  Tliey  present  customers  a  very 
desirable  souvenir. 

ST.    T,OriS   CAR   CO. 


The  St.  Louis  Car  Co.  Is  exhibiting  a  new  reversible  seat, 
which  has  I'ust  been  patented.  It  Is  so  designed  that  the  con- 
necting rods  under  the  seat  are  offset.  Instead  of  being  close 
together,  thereby  permitting  the  use  of  the  rods  as  foot  rests, 
and   providing   space  under  the   seat  for   a   heater,    or   a    sand 


Imi.\.  .V  17-ln.  ci'sliioii  Is  UBwl,  which  allows  !«•/.  in.  of  seating 
looiii  wllhoiit  i')'iliicliig  the  distance  between  seat  centers,  this 
lieliig  »  feature  of  all  the  reversible  scats  made  by  this  com 
IPiiny.  There  Is  also  shown  a  new  type  of  Intenirban  car  scat, 
with  a  niovalile  foot  rest.  Ill  il.--  construction  a  wall  bracket 
iiiiil  Hlngle-i'olumn  leg  is  used,  which  Rives  more  room  and 
iiiukes  If  easier  to  sweep  under  the  seat.  The  exhibit  is  In 
cliarge  of  F.  R.  Huntress,  eastern  sales  agent,  assisted  by  Q.  .1. 
Smith,    superintendent. 

««» 

•|i:ST  (>!•    lOCLIPSE   FRNHRBS. 


Ill  till'  presciisc  of  several  hundred  siieclators  the  scheduled 
tests  of  the  Krliiisc  car  fenders  were  made  yesterday.  Tests 
were  made  with  the  car  moving  at  (i.  S.  12  and  IS  miles  per  hour, 
.iiiil  several  different  men  were  picked  up  at  these  spee<ls.  The 
I'emonslrations  will  be  repi-ale<1  at  the  same  place  and  hour  to- 
day-■  Hamilton  street  near  the  Hiid.son  Valley  R.  R.  station,  at 
I2:lt."»  noon  and  .5:0.5  p.   m. 

KKK 

STIART-HOWLAND  CO. 


The  Stiiart-Howland  Co.  is  entertaining  in  parlor  20]  of  the 
Ciatirt  T'nion  Hotel.  The  room  is  on  the  first  floor  .lust  over  the 
lobby.  H.  W.  Smith  from  the  Boston  otHce  and  H.  De  Steese 
from  the  New  York  office  are  doing  the  honors.  Tlie  company  Is 
making  the  most  comprehensive  showing  it  has  ever  attempted 
at  a  street  railway  convention,  the  display  of  material  including 
.Ifi  types  of  cars,  H  rib  trolley  wheels,  overhead  line  suspensions, 
overhead  line  brackets  in  six  varieties.  Ham  Sand  Box  Go's. 
trolley  catchers  and  retrievers.  Ham  swivel  trolley  harps,  etc. 
The  parlor  is  crowded  most  of  the  time. 

»!:  n  n 

p.  i^-  B.  PRODUCTS. 


TIio  Standard  Pnint  Co.  is  keeping  open  house  at  Its  exhibit 
space  opposite  the  cottages  facing  the  Orand  Union  court. 
Samples  of  the  well  known  P.  &  B.  products  are  exhibited  there. 
including  electrical  compounds.  Insulating  tape,  armature  and 
Held  varnish.  "  Rubberoid  "  cloth,  etc. 

The  company  is  calling  especial  attention  to  an  effective  way 
of  insulating  and  protecting  motor  leads,  and  car  wires  and 
cables  in  general.  The  wires  are  first  wrapped  with  "  Ruh- 
'icroid  "  motor  cloth  and  then  wound  with  P.  &  B.  Insulating 
tape.  This  has  been  found  to  afford  very  efficient  protection 
Ms-ainst  moisture  and  all  consequent  short  circuits  with  their 
Mttending  complications. 

From  a  late  pamphlet  Issued  by  the  compan.v  concerning  P.  & 
R.   in.siilatinc  tape  we  nuote  as  follows: 

"  The  P.  t^-  B.  tape  has  been  in  use  in  all  parts  of  the  world, 
under  all  climates,  and  has  convinced  practical  electricians  every- 
•  where  that   for  durability,   economy  and   genera!   Insulatlve  effi- 
ciency   there    Is    nothing    that    approaches    It.      .\pproved    and 
adonted  bv  expert  electricians  for  many  years. 

"  Its  specific  advantages  are  that  It  always  retains  Its  flexlbll- 
itv  and  it  does  not  dry  out. 

"  Tts  flexibllltv  ensures  first,  permanent  resistance  against  me- 
chanical damages:  second,  ease  of  application  In  difficult  places. 
nnd  third,  the  use  of  the  material  over  and  over  again. 

"  Its  non-<1ving-out  nualitlos  ensure  storing  without  risk  of 
deterioration,  and  lasting  Insulation  power.  ' 

"  The  reason  It  retains  Its  pliability  Is  that  It  does  not  dry 
out:  nnd  the  reason  that  It  does  not  dry  out  is  that  It  is 
thoroughly  saturated  with  our  well-known  Compound,  which 
withstands  exposure  to  the  weather,  resists  the  drving-ont  effect 
of  air  or  gases,  and.  unlike  materials  which  contain  rubber  or 
similar  substances,  does  not  vulcanize.  Tt  never  loses  Its  ad 
besiveness.  but  hugs  closely  and  leaves  no  loose  ends.  Tts  water- 
proof and  acidproof  nualltles  make  It  Invaluable  for  use  In  under- 
ground or  submerged  work,  since  It  can  be  depended  upon  to 
stay  where  It  Is  put." 

IMessrs.  Chns.  Earnshaw.  P.  F.  Vande  Water  and  N.  D.  King 
are  In  attendance.  Electric  railway  men  are  presented  with  a 
fine  combined  pocket  book,  card  case  and  note  book. 


;th  Yeak,  No.  --Se,^.  3.  .Qc.vl  DAILY  STRF.FT   RAILWAY    REVIEW. 

REGISTRATIONS    WEDNESDAY,    SEPT.    2,    1903 


611 


A.    S.    R.    A.    IlKI.Ef.ATKS. 
Alton.   111.— J.  G.  Whilo.  Alton  l!,v..  I.islit 
&  'Tr.notlon  C«.         „      ,  ,    ...     ,,,  ,.  ,„ 

Mlooni  I'll  — S.  S.  Cr.ine.  J.  W  .  Klrko.v. 
\U....na   .V    I.oaiin   Vnll.'V   VAiv.   U,v.    <"o. 

VtVhlson.  Knn.-H.  S.  Sios..frl...l.  At-l.l- 
eou   Uailwa.v.   I.lslit   &   Tower  to. 

Atlanta,  l!:..-!'.  «•  Arkwnjrl.l.  Thomas 
K.  t-,lenn.  G.'orse  K.  c.rav.s  A.  M.  M.ioro. 
J.  I'.  Sniitli.  Coorsln  l!y.  &  l-.li-i-  <  o.       . 

\<loir.T  Talk.  N.  .1.— W.  E.  H.Mijamiii. 
Atlantii'  Coast    K\>-<--    It-    R-    r":         „  ,     , 

\oror:i  111.— .lolin  T.  IliintinBton.  I.ilwlii 
1".    Kohpr.    Elsin.    Aurora   &r   Somlinrn   '1  rao- 

"Aknm.  O.— t'liarlos  l^nrrio.  Cliarlos  I.alir. 
II.      I".     Plamonil.      Nortlinrn      Dluo     1  rao- 

'  ""itiiiiiv.  N.  Y.— .lolin  W.  Mi'Xaniara.  Kd 
SuV  S.  Fiisjioll.  1".  N.  Mann.  II.  A.  Itono 
cli.t.    rnlliil   Traollon   Co. 

Blnglianilon.  .\.  Y.— <;.  T.  Rop.rs.  \\ .  S. 
Ki-npr.   Blnihan-ton  R.   R-  .<^"-  ,„  ,      ,, 

mrmlnchnni.  Ala.~K.  \V.  Hlllir.  A.  11. 
Korcl  C.  d.  Simpson.  .1.  K.  Newman. 
Itlrminiliam    U.v..    L.    &   I'owpr  Co. 

Boston.  Ma«s.-  Panl  Wlnsor,  i  .  II.  Mali'. 
c  F.  I.earniMl.  J.ilin  I.hnlall.  C.  V .  linker. 
II  M.  Itallanl.  Charles  H.  RlKel.pw.  11.  I.. 
I  itihv  Bosleii  Klevaled  R.v.  Co.:  D.  Dana 
Uartlett.  Alex.  I!  Itruee.  n.  R  Karrine 
ton.  Boston  &  Northern  St.  R.v.  Co.:  Frank 
s  Ranillett.  Thomas  F.  Carey.  D.  Dana 
Rartlott.  OhI  Colony  St.  Ry.  <'"■:'•  '• 
Shaw.   Charles  S    (^lark.   Boston   A-   Woroos- 

"'itntralo.'N.  Y.-W.  Cnryl  EI.v  T.  K.  Mit- 
ten. Van  Horn  Ely.  J.  H.  Ilelser.  H.  M. 
lVa«e     n     E.    Yost.   International   Ry.   <  o. 

Brlilceport.  (^■nn — R.  C.  Cram.  Con- 
iieetient    Uv.    &    I...   Co.  ^  ,         . 

Chieaco  111.  H-  M.  Sloan.  Cahimet 
Flee  St  I!v  Co.:  C.  N.  Pnlfy.  T.  c.  Pcn- 
InL-ton.  Ilarvev  B.  FleminB.  M.  OBrlen. 
Itl.haril  MeCiilloeh,  Charles  E.  I.nnil.  A. 
Christ.  Jr.  Chleat'o  Cll.v  Ry.  (.o.:  J  Z 
Mnrnhv.  II.  E.  Smith.  Chieago  Consollilated 
Traetlon  Co.:  .1.  /..  Mnrph.T,  n.  E.  Smith. 
Chientto   Fnlon  Traillon  Co. 

Cam.len.  X  .1.  W-  F.  Ilarrincton,  O.  f,. 
Brow-nlnir.   Camilen  &   Snl.nrhnn   R.v.   Co 

Chnrlecton.       S.       C— P.       H.       C,a.Is.l 

Chirlos'on  Consoll<tate<l  Ry..  *».  «   "■  '  o. 

Clevplnml.  O.-H.  J.  Davles.  .lolin  .1. 
Stnnlpv.   CiPVPlanit   EIpc.   Ry.   Co. 

Canton,    O.— K.   J.    Ranch.   Canton    Akron 

Cednr  Rnplils.  la.— Thomas  Rloss.  Oeorce 
Weston.  Cellar  RapUIs.  Iowa  City  &  Sonlh 
ern    Ry.    Co. 

Dallas.  Texas— Edward  T.  Moorp.  Dallas 
Consolidated   St.   Rv.   Co. 

Dallas,  Texas— Edward  T.  Monre.  Dal 
las  Consolidated   E.    St.   Ry.   Co. 

Danville.  111.— S.  T,.  Nelson,  E.  W.  Drypr. 
Danvlllp  St.   Rv.   *  L.  Co. 

Davenport.  In.— .lames  F.  I.ardner.  Trl 
niT   Rr.    Co, 

Dayton.  O. — Howard  Travel.  E.  It. 
Ijirler.    Davlon   .<i   Western  T.    Co. 

Denlson.  Texas— J.  P.  Crerar,  Dculson 
&   Sherman    Rv.   Co. 

Detnill.  MI'h  -Alhert  H.  Stanley.  Irwin 
Fullerton.  Thomas  I.vnch,  John  Kerwin. 
Walter  M.iwer.  C.  B.  East  v.  Detroit  I'nlted 
Itallwav:  S.  J.  Dill.  Detroit,  Y'psllantl.  Aim 
Art>or  A   Jaekscm   Rv. 

Denver.  Colo, — .lohn  A.  Beeler.  .1.  B. 
Hoenrth    Denver  Cllv  Triiinwny  Co, 

East  St,  I.ouls.  III.  -L.  C.  Ilavnes.  \\  , 
A.  Bennett.  K.  W,  Ballev.  .Inseiili  Knen. 
n.  <i.  Ilavnes.  East  SI.  Louis  (c  Silli.  Ry. 
Co. 

Elmlrn.  V.  V,  H.  M.  P.eardsli'V.  F.  fi, 
Mnlonev.  Elnilra  Water.  I..  &   R.   R.  Co. 

El  I'iso.  Ti-xns— II.  T.  Edcar.  El  Paso 
Blee,    Ry,    Co,  .,       , 

Fond  do  I,ae.  Wis.  T.  F.  Grovi-r.  hnni\ 
dil    l.ne   SI     Rv,    &    I,.   Co. 

Onle.l.erir.  Ill,  II  E,  Davlsson,  F.  C 
Dnnean.   IJalestiurir  Elee.   Motor  *    I".   Co. 

Clooennler.  N.  .1  G,  I',  Traiy.  Camden 
(MiMleesler  A    Woodlotrv    Rv,    Co. 

Grand  Rnplds.  Mlih  W.  W.  Annnhi" 
I,  J  Itllid-e,  C.  S.  .lohnson.  Grand  Italdds 
By  Co.:  W,  K.  Morhv.  R,  I,.  Morlev,  Wnl 
Pi,e  Franklin.  Grand  Rapids,  Grand  Ilinen 
ft   Mii«k-fon   Rv    Co, 

Cl.iiK  Falls.  V.  Y,— A.  n.  Colvln.  F,  I. 
Cowles.  II.  E.  Smith.  .1,  G,  Phillips.  P.  .1. 
Smith  A,  .1,  Sell<-<-k,  11,  W,  Klnmoolh, 
John  Mnhoner.  P,  W,  Raneonrt.  C  E  liar 
vey.  D,  II.  Ilepliurn.  Hudson  Valley  Rv, 
Co. 

Ilninlllon.  Onl— C.  K.  Green.  W.  T 
Mnrloii.  Ilninlllon  E,  Mifhl  &  <'ntnruel 
Power   '"o, 

llnrrlsliiirir.     Pa       A.    G,     Kln"lev.     F.     B, 
M"*«er,   Central   Pi-nnsvlvanla   Traetlon  Co 
H.irirord,    Conn      E,    S,    Cr.odrleh.    J.    II 
i;.»-lr|ili,    llnrllord    ft     Rv,   ,Co 

lliiirlilll.  Mass  Frnnklln  Woinlward 
A  W  Denn.  Exe|«r,  Ilamplon  *  Amis 
l.iirr   Si,    Rv,   Co, 

Ilhnia.  N.  V  C.  J.  n«rrln2ton.  II  A 
Nl.l,..'       IM,,..n   m     Ry.    Co. 

I  ■'    -.     John  I,oren/„  Jaekson  E, 

It-  '    o, 

I  Fin      llarilr    Croom.    .Inek 

«i,r>\  I   II,    i  ,ne     Co, 

Johnstown.     Pn       II      C.     I^vnns      Johnn- 
town    Pap.    Ity,    Co. 


T     W. 

Ross. 


C'lsev.    n. 
^lontreal 


.lollel.  Ill— W.  J.  Mnlholhiu.!.  U.  E. 
Moore.   ChieaL-o  &   .loliet    E.   Rv,    Co. 

.lersev  fit  v.  N.  J. — James  U.  Shmili!.  .1, 
M.  Von'nl.  li  Connor,  rnhlie  Serviee  Cor- 
poration of  New  Jersey. 

Kenosha.  ^Wis.— R.    G.    Arnold.     Kenosha 

Lane.aster,  Pa.— Frank,  S.  Given.  O.  M. 
HofTnian,    J.    D.    Mngulre,    Conestosn    Trap 

tion   Co.  ,^     ,.       . 

Leavenworth.  Kan  — Charies  <i.  Lvnrts. 
Kansas   Cll v-I.eavenworth    l!v.    Co, 

LHth'  lioek.  Ark.— ,1.  A.  Tniwlek.  W  .  J, 
.  Thorp.   Little  Ropk   Elec.   Co. 

London.  Onl.  -J.  A.  Come.  C.  I-.,  A 
c-irr.     v..    R.    CarriiiRton.    London    St.    Uv, 

"'..nilsville.  Kv,— T,  H.  Miniirv.  F.  " 
Miller.  T.  J.  Minnrv.  Lonisviiie  Itv  C"  • 
i...,...i,-.,i  M..  ,i-..  w  n.  Ilullilt,  Lonisviiie 
&  Eastern  R,   R,  Co. 

Lvnehlon-e-.  Vii  \V.  P,  .\ooe'-son.  R  V 
.^nperson.  \.  J  Kohler.  J,  W.  TIa"eoek.  1 
T     rii„c.«.    Lviwhiniri'  T,   .V-    Liplit   Co 

Mavnnr'l.  "Mass, — .Tolin  W.  Otrd"n.  T  '<- 
linn  M  n^deii.  Fred  11.  Ters-m.  Coneord, 
Mavnard    &    ITedson   St,    Ry,    C.v 

■\l;i„-.,„l Wis  -  n.    C,    :\r;..kiiv.    Edwin 

IV     O'ds.    M,    M      .Iti^lln,    A'i'ert    II     TT'MTlek. 

.l--ttn     T      Rosr^s.     O,     M.     Tnee,     ^Ii]w;inkee 

ft^r.       !»>■.     *     T..     Co 

■"ohilp.  \Ia.— J.  II.  Wilson.  Moiiiie  Lijlit 
*   u.   R.   Co. 

Montreal.  Canada- 
Loekwood.  W.  G. 
Rv     Co.  „    „ 

Vashvilie.  Tenn.-  W.  B.  Bro.kwav.  N.  P. 
Venieman     J.    K.    Npwmnn.    Nasiivilip    Ry. 

ii-     T.i^lit    Co. 

New-  Bedford.  Mass.— E.  E.  Potter.  R. 
S.    Wilde,    fldon    St,    Ry.   Co, 

Npwloirviiort.  Mass  —  iv,  P.  Rimw,  n,  C. 
Pspp.  TTnverllHl  *  Vineshlirv  Rl,  Rv.  Co. 
New  Brnrswiek.  N'.  J.  -Andrew  Rart"'. 
Thomas  F  Walsh.  Joseph  Bntier.  D.  W. 
M^Gret-or.  Middlesex  ■<:  Ronimerset  T.  Co. 
Norfolk.  Va.-n.  N.  Bronnt.  Norfolk. 
Portsmoolh   &  Newport  News  Co. 

New  Tor'' -Herbert  H.  Vreeiand.  Harrv 
n  Weils  Oren  Root,  W,  Boardman  Reed. 
Tn'teniriiiin  SI.  Rv.  Co.:  W.  c.  Cotshnil. 
E  O.  Mallimix.  R.  H.  Bell.  New  ^  ork  & 
p/>.-l    Chester   R.    R.    Co. 

North  Adams.  Mass  — W.  T.  Nary. 
Hoosae   Vallev    St     Uy.    Co. 

Omniia,  Ni-h, -W,  A,  Sniilli.  Omaha  & 
Connell    BlolTs   St.   Ry.    Co. 

Onel.ia  N  Y,— It,  .T.  Clark.  11.  O.  Stone, 
Panl   T     lirndv.  Oneida   Ry.  Co.  „   „    . 

Peoria  Hi  -L.  E.  Mveis  G.  W.  Tnlhot, 
Peoria    ^-   TVkln   Terminal    Rv.    Co. 

I'lvnionth.  Mass.- Karl  A.  Andrew. 
Broekton    H    Plvmnnfh    St.    Rv.    Co. 

ritlsln.r.-.  Pn,-C  S  MIteheii.  W.  B. 
Carson.    PItlshnrff   Rv.    Co. 

Port  Chester.  N.  Y.--Georr'e  F.  Valen- 
tine.  New  York    &  Stamford   Rv.    Cc 

Provldenee.  R  I  — Geors.'e  W.  Prentlee. 
T  T  Thielsen  D,  F,  Sherman  Prnvldene" 
X-  Dnnlelson  Ry,  Co,:  W.  I).  Wrleht.  A.  E. 
Potter.    Rhode    Is'and    Co.  .,      „      r, 

Ro.hesler,  N,  Y  -F,  J,  Nieh"1I,  T>  K. 
Danf.o-lh.  E.  I.  Wlieoxen,  J  W.  Hleks. 
Alfred  Green    Rnel'esier  rt»    Co 

Roekford.  Ill-T  M  Ellis  E.  W  Me. 
Assev.  .lohn  It.  Camlin  Georire  Weston. 
Up..i,-r<.,-.I   X-   lelernrlein    Rv    c, 

Rneklnnd      Me,— Thomas    Hnwken.    WII- 

linni     N.     Todd.     Roekland.     Thoniaslon     * 

Camden    St.    Ry.  „      , 

"•111      \nl-nln.     Mleh        I      .T      Mp-.     C      J. 

Thomas.    San    Antonio    Traetlon    Co. 

S.heneeladv      N      Y,     E,     F      P-.It.     A 
.laeksoii      C.     C.     Newes.     Frediileli 
James  O     Cjirr.    Seiieneel-ulv    il»-     Co 
Seian'nn     P"       T.  J,   Mull'"     K.  A 
E.    D.   Reed.    Seranton   Ry.   Co, 

S'lii       I'rsneKeo.       Cal.-  TIrev       1,, 
fiilled   Unilrnnds  of  San    Fraoilseo, 
Sun   Jnnn.    P,    R  -    Fieilerie   II     III 
J  nan   L,   *  Traetlon   Co, 

Seallie.     Wash,~f',     D, 
Elee.   Co. 

SnrlllL'lleid.     Ill       C.     K. 
field   Consoiiiialed    Itv.   Co. 

SiirliiifOeid.      O.-- Frank      J, 
Slirlnclleld   Rv,    Co,  .    „ 

St.  Joseph.  Mo,- W,  Worth  Bean.  Jnll;i 
Kenlh  Bean.  Benton  Harbor  &  St.  Joselih 
Elee.   Ry.  &  L.   Co. 

81.  I.nnls.  Mo.  W.  O,  Mnnily.,  .lohn 
Grnnt.  Merle  R.  GrilTeth.  Frank  U.  Henry. 
St.    Lonlil  Transit   Co. 

Svraense.  N.  V— John  E,  Dntfy,  M,  !• , 
Corlnelle.  Fred.  M.  Dnilolse.  Syraense 
llaldil    Transit    Uv.    Co. 

Htenlienvllle.  O.— J.  ('has.  Rokb.  S.  P. 
Cirrlls.   Slenlienvllle  Traetlon    &    L.    Co. 

Tamiia,  Fla.  -Karl  A.  Amirln,  laiiipa 
Elee.   r'o. 

Terre   llaiile.   Ind.    -Gardner   I' 

E.    'i'honiiison.   Tirro   Haute    Eie 

Toledo.    <>.-    E.    J.    Beehlel.     H. 

Toledo  Ily».   &  L.   Co.  

Toronto,  Onl.-     K.  Mnken/.l.-.  ■lon.nto  Uy. 


Snlllii. 
'  Welili. 
Ford, 
■d.  San 
Wyinin.  Seattle 
Minary.  Siirlni.' 
Pryor.     Jr.. 


Wells.    II 
■.    Co. 

s.  Kwin. 


Veniie.    III.- GeorKe  D.   Rosenthal.   Gran 
lie  Cilv   &   St.   I.onis  Ry.  Co. 

WasiilnRton.  I).  C— H.  W.  Fnlier.  W.  F, 
Ham.    Wasiiinslon   Uy.   &   E.  Co. 

Weill)  City.  .Mo.  -E.  J.  Pratt,  A.  H. 
RoBPrs.  A.  li,  Kluburg,  Sonthwest  Mls- 
sonrl    E.    By.    Co.  „     ,     „  , 

Wichita.  Kan.— S.  L.  Nelson,  C.  L.  Nel 
son,  Wichita  Ry.  &  L.  Co. 

Whceiinir.  W.  Va— C.  E.  Flynn.  G.  <1. 
NaRle.   Whpelini;  Traction  Co. 

Wiilinmsport.  Pa.— Charles  T.  Herriek. 
Wiiiiamsport    I'ass.    Ry.    Co. 

Worcester.  Mass.— U.  T.  Laffln.  William 
Pesteii.  J.  W.  Lester,  Worcester  Consoii 
dated  St.   Uy.  Co. 

York.  Pa. — J.  F.  Dusman,  York  Coniily 
Traction   Co.  ,.    , 

YinniBstowu,  O, — E.  Gauzonbacii.  Maliun 
iiiB   Valley   Ry.   Co. 


"ropekn,   Knn.— I..   E.   Myers,   Topokn    III 
Cn 

illin.  N.  V.-John  J.  Klnnley.  «'■  '■'»""}r 
AllPU.  A.   K.  LInrt,  Jr.,   11.  .  ,  <   ark.  H.  ( 
HInne,  IMIen  &  Molniwk  Valley  Ry.  <  "• 


ACCOUNTANTS  REGISTRATION. 

Philadelphia  —  Frank  J.  Pryor,  Jr.,  Cou- 
I  roller,   American   Uys.   Co. 

I'.nsioii  — 11.  Dana  Bartlett,  Boston  & 
Xortheni    St.    Ry.  ,     „ 

BiriuiiiKliani.  Ala.— A.  II.  Ford.  Director, 
C  II.  Simiiset.  Treasurer.  J.  K.  Newman, 
Chairman  Exec.  Committee,  Birmingham 
St.   Uy.  *   Power  Co.  „        . 

Cleveland —11.  J.  Davles,  Secretary, 
W.    G.     McUoie,    Auditor,    Cleveland    Elec. 

Chicago- F.  E.  Smith,  Auditor,  Chicago 
Consolidated    Trac.    Co. 

Chicago— K.  E.  Smith,  Auditor,  Chieago 
iiiion   Traetlon   Co.  .     ,.^ 

Canton,  O.— B.  B.  Kldson,  Anditor,  Can- 
ton-Akron  Uy.  Co. 

Laneaster     Pu.— O.     M.     Hoffman,     Secy. 

*  Treas. .    Cnnestogn    Traction    Co. 
Chicago  -  A.    Christ,    Jr.,    Chicago    City 

'I'lenver  —  J.  B.  Hogarth,  Auditor.  Den- 
ver Citv  Tramway  Co. 

Detro'it  —  Irwin    Fullerton,    ■ 

lielnilt    I'nited    Uy.  .     ^.^  ^, 

lOiinira  11.  M,  Beardsley,  Auditor,  Kl- 
»iira   Water,    Light   &   Ky.   Co. 

Aurora -W.  P.  Harvey,  Auditor,  Elgin, 
.\urora    &    Southern   Traction    Co. 

Filciiburg,  Mass,—  W.  W.  Sargent,  Di- 
rector:   U.    11.    Waiils,   Treiisurer,   Fltchburg 

*  Leomlnsler   St.    Uy.   Co. 

Han  ford-- Elmer  M.  While,  Cashier, 
Hartford    St.     Uy.    Co. 

BiilTuio  -  11.  M.  Pearsf,  Anditor,  In- 
ternational    Uy.     Co. 

Leavenworth  —  Chas.  Evarts,  .Secy.  * 
Treas.,  Kansas  City  &  LeBvennorth  Ry. 
Co. 

Llitlp  Uoek— J.  A.  Trawiek,  Gen. 
Mngr. ;  W.  J.  Thorii,  Auditor,  Little  Uoek 
Uy.    &    Elec.    Co. 

r,oulsvilie.  Ky.--Saiu'l  O.  lioyle.  Secy. 
&    Treas.,    Louisville    Uy,    (jO. 

Milwaukee—  11.  C.  Mackay, ,  Mil- 
waukee  Elec.    Uy.    &  St.    Co. 

Montreal  — W.    0.    Ross,    ,    Montreal 

SI.    Uy. 

Mobile,     Ala.— J.    H.     Wilson,    ,     Mo- 

blle    Light    &    Uy.    Co. 

New  York  -  C.  W.  Duffy,  Comptroller, 
Mi'lro|iolitan    St.     Ry.     Co. 

Akron  Cinis.  Lnhr,  Auditor,  Northern 
(lido    Traction    Co. 

Nashville  ■  W.  B.  Broekway.  lien.  Au- 
illioi-.  .1.  K,  Newman,  t^h.  Ex,  Committee, 
Naslivlile    ily,    .V    St,    Co, 

New      llrieiins.      La. —  11.      A.      l''en-andaii, 

Ti H.    \-    .\iidltor.    New    Orleans    Uy.    Co. 

Providence.  It.  I,-  II,  F,  Sherniaii. 
VlecPresI,,  <:.  W.  Prentice,  Treas..  J.  E. 
Tlliclsoii.  Sii]il..  I'i-.i\ideiice  \-  DanieLsun 
Uy. 

I'lllsliuiuh.  I'a.  ('.  S.  MilclM'il.  Andllor. 
PillsiierLh    livs.    Co. 

Itoekfonl.  111.  F.  W.  MeA.ssey.  Auditor. 
U«ekford   \-    Interurban   Ry. 

Camden,  N.  .1,  Jami's  R,  Shnrlz.  Wonlli 
Jersey   lOlee,.  fJas  and   Trac,   Co. 

SI.  Louis  -  F.  P.  Henry.  St.  L»ids  Tran- 
sit   Co. 

Seiieiiecladv.  N.  Y.— John  .].  Magliloii. 
S.'heneetady  Ry.  Co. 

Davenport.  In. —  James  r,nrdner,  .Seere- 
tarv  and  iienerni  Mannper,  Trl  City  Ry. 
Co.' 

Toledo  H.  S.  Sndft,  Secretary  and 
Andllor.  Toledo   Hallways  *   SI.   Cn. 

rtiea  ,\.  L.  Linn.  .Ir,.  vVsslslanI  Seern 
larv  nnd  Tre;isnrer,  IMIcn  i^-  Mohnwk  Viil 
lev    Uv. 

Worcester,  .Mass.  J.  W.  Lester,  Tress 
iirer      Worcester    Consoiiiialed     HI.     Uy. 

W'ushlnglon  W.  F.  Ham,  t^oniiil  roller. 
Wasidmilon    Uy.    *    Elec   Co. 

^'oHogslown  S,  c.  Uogers.  Auditor,  K. 
II     lliMill.    Chir.f   Clerk. 


A.    11.    M.    .<    E.    A.    UEGISTUATIO.X. 

Bloomlnglon.  111.— R.  H.  Robinson, 
itioomlngtiin   K    Normal    Uy.   t'o. 

l!oHl,,ii.  Mass,  C  F,  Baker.  II.  L,  LIhby, 
I'harlis  II  BIgelow,  II,  N,  Ballard.  John 
I. Ind  ill.  Iloaliin  Elevated  Ry,  Co,;  H,  E. 
Farrlnglon,  Boston  *  Vorlhern  St.  Itv.  Co.; 
Frnnk  8.  Hnndlell.  Old  Colony  St.  By.  So. 


'112 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No   8  b 


t'nnnli-n.  N.  .I.-W.  E.  Ilnrrltiiiton,  ('mil- 
lion  \   Suliiirltnu    Itv.    ('<>. 

l>flri>ll.  N!lrli.  -  Thoumii  Fnrincr.  Wiiltcr 
M..«iT.    ImiimIi    I'lilloil   Ky.   C.i. 

(irnllil  Itiiplili.  Mich.— \V.  W.  Alinrililr. 
IJrMliil    ItiMililii    It.v.   Co. 

JtTwi'.v  t  Ity.   N.   J.-  J.    M.   Yiiiiiii;,    I'.    «'«■"- 


mir.    I'lihll.-   Sorvl.v   i'<ir|mrnllnii   ..f   N.   J. 

.iiln 
Min.r.    I l!.\lllr   Ky.   (' 


I Invllli- 


4(TVl«-<>    I  "riHi 

Ky.     T.     II. 


Mlunry.    K. 


Mllwmik.i'.  \V1«.  Kdwlli  W.  Olild.  Tlio 
Mllwiiiik.-.-    Klcr.    Ky.    &    Ll.    (V. 

MiiihIi'.  Ii|a.  II.  J.  I.iiki',  Miiiii-li-,  Hurt 
fttrd  A;   Fort    Wnviie  Uy.  Vo. 

Pr..vlil.-ii(i>.  It.  I.— \V.  1>.  WrlRlil.  Tin- 
llhlHll'    iKliinil    (.'o. 

UikIiikiit,  N.  V.--Alfri-d  tiri'cn.  Itochcs- 
tiT  Uy.  <'<>. 

Silu-lifi-laily.  N.  Y.-  K.  V.  I'ccli.  ('.  r. 
I.i'Ul.s.  .Iiihn  *:.  nnnkiil.  Silioiiiii'liiily 
Uy.   r... 

Sirniilriii.  I"n.  1'.  J.  Milllra,  SiTimliiii 
Kv.    C.i. 

St.  I.nulu.  Mo.— W.  O.  Mundy.  St.  Lmils 
Trmislt  i'o. 

Wlllliini»piirt.  rn.— CharlrB  T.  Horrlck, 
\Vlllhilii»|H>rl    rassciiKiT    Ky.    Co. 

Wnr.Tst.r.  .MnxB.  -  Wllllmii  Pcslell. 
WiilirsliT   I'liiis.    St.    Ky.    Co. 

'I'Uv  followhi);  wrff  ilUo  rcKlBttTod  nt  tlil« 
roiivt'iitloii: 

liiiiili'l    Hoysi-.    Stri'ft     Unllwny     Iti-vli'w. 

ChlrilfO. 

«•.  It.  Kiilri'lillil.  Jr..  sirtM't  K«llwny  R<- 
view.   New  York. 

T.  I".  Marlln.  Kleitrli-nl  World  &  KiikI- 
iHM'r.   Nt'W   Y'ork. 

J.  It.  olliiril.  Street  RnllwBy  Journal. 
New  S'ork. 

J.  U.  Cravnth,  Street  Italhvny  Journal, 
New    York. 

Heorge  S.  Ilavis,  Stieet  Hallway  Journnl, 
New   S'ork. 

W.  (j.  Thomas,  Street  Knlhvay  lievlew. 
Chleago. 

W.  E.  GoldnliorouKh.  Worlils  Fair,  St. 
Louis. 

\V.  H.  Ootilo,  .V'Htlonal  Elee.  Co.,  New- 
York. 

J.  C  Cftllseh,  (.tcneral  Klee.  Co.,  New 
York. 

I".    Diiliols.    Uenjamln   T.    Smith. 

Kllia.ilev  (ioiilil  .Mnrlln,  Kleetrlcal  World 
A:    Knclneer,    New    York. 

It.  N.  Harry,  Street  Hallway  Journal, 
New  Y'ork. 

W.    Karapetotr,  St,   I'atersbnru,    KuMla. 

Ki:i'iti:5i:NT,\'ii\  KS    or     nun- 

.Mi:  Ml!  Kits. 

Annlslon.  Ala.  -  II,  W,  Sexton.  Annls- 
Ion   Kloe.   i*c  tins  Co, 

Atlantle  Cltv,  N.  J.-- Benjamin  T.  Smith, 
West  Jerspy  St.  Ky.  Co. 

Itancor.  Me.— W.  H.  Snow.  BniiRor  St. 
Ky.  Co. 

Kennlni.'lon.  Vt.— K.  K.  Larraliep,  Ben- 
ninul.in     *     Hooslrk     Valley    Railway. 

Boston.  Ma.'s.-  K.  T.  .Millar,  Boston  & 
Maine    Itallway. 

liiishane,  Annlralla — J.  S.  Badger, 
nil  si. .-I  Tie  Tramways. 

IturllnKton,  VI.--  Tho.s.  B.  Jones,  Bui- 
IIUL'lon   Traction   Co. 

Bntler.  I'a.— Wllllani  II.  Pope,  Bntler 
I'asuenKer  Railway  Co. 

Chleapi,  111.— J.  W.  Cook.  West  Shore 
Railroad;  B.  1.  Budd.  Metropolitan  West 
Side    Elevated    Railway. 

Chleago.   III. —  J.   !■'.   aiorrlsoii.  South  Side 

Klee.    K.    R. 

Columlius.  O.^  N.  R.  Jones,  Columbus, 
London   \-   Sprlncfleld   Railway. 

Katon.  Iml-  II.  J.  I.nke.  Munele,  Ilait 
fwrd  tV  Fort   Wayne  Railway. 

FItehbnrg.  Mass. —  W.  W.  Sargent,  Flteh 
linrg  &    Leominster  Street    Railway. 

i;iens  Falls.  N.  Y'.—CJ.  B.  Adslt,  Hudson 
Vallev    Itallwnv. 

(Jlens  Falls.  N.  Y.— H.  La  Barr,  Hudson 
\'a!leT   Railway. 

Cloversvllle.  N.  1'.—  H.  A.  Rockwell,  W. 
It.  Collins.  Fonda,  Johnstown  &  Glovers- 
vllle   Railroad. 

Ilndson.  N.  Y'. —  K.  P.  Leavltt,  Albany 
&    Hudson    R.    R. 

Ithaca.  N  Y. —  Lee  H.  Parker.  Ithaca  & 
Attlmrn    Railway. 

Lacfuda.  N.  H. —  L.  S.  Pierce.  T,acouia 
SI  reel    Railway. 

MIddlcboro.  Mass. -Charles  H  Coi. 
Mlddlelioro.  Warcham  &  Buzzard's  Bay 
Street    Railway  Co. 

Norfolk.  Va.—  F..  S.  Ely,  Norfolk,  Ports 
month   vS,-   Newport  News  Railway. 

Norfolk.  Va. —  E.  A.  Langmlse,  Nor- 
folk.   Tortsinnulh   \-    Vewport    News. 

Rutland.  Vt.—  David  Fox,  Jr..  Rutland 
Street    Railway. 

San  Diego.  Cal. —  Homer  MeNutt,  San 
Iilego   Railway   Co. 

Schenectady,  N.  Y'.—  Kliner  H.  Schwavz. 
General    Elec.    Railway. 

Selma,  .Ma. —  John  F.  Knowlen,  Selmv 
Street    Railway. 

Sprlngtiebl.  O. —  F.  O.  Nourse,  Columbus. 
Loudon    i^    Sprlncrfleld    Railway. 

Stillwater.  N.  Y.  -  A.  T.  Ilovle,  Tludson 
Vallcr   Itallwav   Co. 

Stillwater.  N.  Y'.--  E.  II.  Barr.  ITudson 
Vallev    Railway    Co. 

Syracuse,  N.  Y.—  W.  B.  Rockwell.  Syra 
cuse.    Lakeside  &  Baldw-lnsvllle  Ry. 

Y'oungstown.  O.-     Goilfrey      Morgan. 

Yonngstown.    Sharon    *    New    Castle    Rail- 
way, .». 


MlSCELLANKtlDS. 

Allien.    C.    A.,    The    Penn.    Steel    Co..    Steel 
ton.    Pn. 

Archer.    The   RoHKlter-MacGoreni   Co,,    New- 
York,    N.    Y. 

Ashlcv.    v..    I...    Unison    Itlver   Wali-r   I'ower 
Co.    Clens    Full-.    .V.    Y. 

Archliold,     Win.     K,     Archbold  Brady    Co.. 
Svracnse.    \.    Y. 

.»rnstron.    I>.    K..    Allen    &    Morrlaon    Brake 
Shoe   Mfg.   Co.,   Chicago,    III. 

Arnold.    Ward    K.    lluHock    Elec.    MIg.    Co., 
Clni-lnnatl,  O, 

Alii-n.    R.    1...    Archliold  Brady    Co.,    Syra- 
cuse. N.  y. 

Alb'U.     J.     A.,    Continuous     Rail     Joint    Co.. 
Newark,    N.    J, 

,\splnwiill,     L.    M..    Westlnghoiise    Elec.     & 
Mfg.   Cii..  Plttsligrg,   Pn. 

Aiibott.     II.     It.,    Sirect    Ry.    Journal.    New 
York. 

.Mdcorn.   Thomas.    Chicago    Pneumatic  Tool 
Co..    New    Y'ork. 

.\nilri'ws,    J.    M..    (lenernl    Klee.    Co..    Sehe- 
neiladv.    N.    \. 

Angerer.'  Vlcinr.    Win.   Wharton.   Jr.   &  Co  . 
In.'.     I'hlladclldda,     I'a. 

Atklii,    11.     II..     Kb.-.    St.irage    Battery    Co., 
Chicago,    III. 

Atkluson.     J.     M..    J.     M.     Atkinson    &     Co., 
Chicago,    111. 

.\ruisirong.    Wm.     A..     Jr..    'Ilie    Mayer    & 
Knirlund   (^l.,    Philadelphia.    Pa. 

Archibald     F.     B.,     Berry     Bros.     Ltd.,     De- 
troit   Mich. 

Braille.    It.    <!.,    Continuous  Rail  Joint   Co., 
Newark.    N.    J. 

Hralne,    L.    F.,    Continuous    Rail    Joint    Co., 
New-ark,    N.    J. 

Ilci-gi-nlhal.     V.     W..     American     Aiilomatio 
Switch   .V    Signal   C.i..    Chl.'ago.    III. 

Baker.   C.    II..    American    -\utoniatie   Switch 
&  Signal   Co  .    Chi.ag.i.    111. 

Belknap.    R.    Krncsl.    The    Pinu.    Steel    Co., 
Chicago.    111. 

Brown.    Wvlle,    Bridge|i..rl    Brass  Co.,    New 
T.irk.   N."  Y. 

Bales.    C.    F.,    Natl.inal    Ticket    Co.,    Cleve- 
land,  O. 

Heard.    W.   K..    Street   Rv.   Jounnal,    Phila- 
delphia,  Pa. 

Barrett.  John   W..   Hepwood   Barret   Fender 
Co..    Boston.   Mass. 

Babson,    A.    D..    General    Klee.    Co.,    New 
York,   N.   Y. 

Hrumler,   John    R.,    TTnlvcrsal    Brake.    Lan- 
caster, Pa. 

Brumier,    John    F.,    ITnlversal    Brake,    Lan- 
caster,   Pa. 

Best.  (Ii'o..  Traction  Kqulpment  Co.,  Brook- 
Ivu,    N.   Y. 

Ballaril.    Charles    A..    Magnetic    Equipment 
Co..   Chicago.   111. 

B.tnham.    W.    R.,   Jandiis    Elec.    Co.,    Clevp- 
lanil,    O. 

P..n'inni.  W.  R.,   Buckc.ve  Elec.  Co.,  Clere- 
land.    O. 

Biogcss.    ('has     I...    Snfctv    Car    Strap    Co., 
New    York,    N.    Y. 

B.iTihani.     W.     R.,    Street    Ry.     Blue    Book, 
Chicago,    111. 

Br.iadhnrsi.   W.  C,  Elec.   Engineer,  Brook- 
lyn.  N.   Y. 

Bruce,    n.    P..    Dnmara    Elec.    Co.,    George- 
town.   British    Guiana. 

Bradv.    C.     A..    Archbnid-Bradv    Co.,    Syra- 
cuse.   N.    Y. 

Biliheimer.     F.    B..    Kinncir    Mfg.    Co.,    Co- 
tiiiubns.    O. 

Hnrncs.    G.     A.,     Street     Ry.     Review,    Chi- 
cago,   III. 

Baker.    Frank    R..    American    Klee.    Works, 
Providence,   R.    I. 

Bales.     Putnam     .-\..     Cnickcr  Wheeler     Co., 
.\mpcre.    N.    T. 

Barnes,      li.      N.     ('..     Cr.ickcr  Wheeler     Co.. 
Itoslon.    Mass. 

Biittcrlleld.     J.     L       St.     Louis     Car     Wheel 
Co..    St.    Louis.   Mo. 

Hl.ionilnsdale.    Frank,     Keefer    Car    Switch 
Co  .    Albany.    N.    Y'. 

Harrv.     Charles     E..     General      Elec.      Co., 
Schcpcclady.    X.   Y. 

Item's.     Geo.     ,\..    Ohio    Brass    Co.,     Mans- 
"cM.  n. 

BIW-ird     Chns..    i-'lec.    Stoiage    Battery    Co.. 
i'Ml.iil"ililiIa,   Pa. 

Harrv,     J.     G.,     Genei-al     Elec,     Co,,     Sche- 
neclady,    N.    Y. 

Barnard.   B.   S..   Standard   VII  Conduit  Co., 
New   York. 

Brsnd,    L.    P..    Continuous    Rail    Joint    Co.. 
Newark.    N.    J. 

Beprv.    Bertram.    ITevwood    Bros.    &    Wake- 
tvid    Co..    New-  York. 

Berg.  Max   .\.,  Porter  t^-  Berg.  Chicago.  111. 

Barr.    B.    M  .    Continuous    Ball    Joint    Co., 
New-ark,   N.   J. 

Brow-n.  Harold  P..  Self.  New  York. 

Burton.    Chns.    G.,    National    Electric    Co., 
Chicago,  HI. 

B-ibtcste.    C.    A..    Street    Railway    Journal, 
New   Y'ork,   N.  Y. 

Briick.    I     N..   Bruck  Solldlfled  Oil  Co.,  Bos- 
ton. Mass. 

Herrv.   R    N  .  Street  Railway  Journal,  New 
York.   N.   y. 

Boyd.  P.  M..  Lorain  Sleel  Co..  Lorain.   O. 

Hrneg.     H.     L..     Pittsburg    Insulating    Co.. 
i'illsburg.    Pa. 

Bragg.   11.   Lee.  Sterling  Varnish  Co..   Pltta- 

l.crg.     Pa. 
I'.rinkman,  Harry,   Eclipse  Car  Fender  Co.. 
Cleveland.     O. 

Bonv.    J.    G..    General    Elec.    Co.,    Schenec- 
tady, N.  T, 


Btishnell,    W.    G.,   General   Elec.   Co.,    New 

Haven,    Coin. 
Italley,   T.    P.,   General    Elec.   Co.,   Chicago, 

111. 
Barbour.    F.    F.,    General    Klee,    Co.,    Ran 

FranelHco,    Cal. 
UIgelow,   Harry,   Hale  A  Killiurn,  Chicago, 

III. 
Itnaker,    Edwin    H.,    tvaleua  Signal    1)11    Co., 

Frnnkiin.    Pa. 
Bell,  W.  H..  Le  Valley  Vltae  Cnrbou  Kruah 

Co..    New    York.    N.    V. 
liurwell,  J.   If.,  Edward  Smith  &  Co.,  New 

York,  N.  Y. 
Ilatdorf.    c.    S..    National    <".    Machine    Co., 

New   York,    N.    Y. 
Batilorf.    J     W..    National    C.    Machine   Co., 

New    York,    S.    Y. 
Hradlb'ld.    H.    S.,    American    Brake    ShiH-    * 

F.iniidrv    <^o..    New    .Y'ork,    N.    V. 
Barren,    P.    S.,    Diirkin   &    Barrel    Mfg,   Co., 

S.-ranton,    Pa. 
Barney,    L.   W.,  The  Shcrwin  Wililama  Co., 

Hosion.    Mass. 
Bolinenfant,     11.,    Consolidated    Car    Fender 

Co.,    Providence,   R.    I. 
Bablwin,  C.  K..  Robins  Conveying  Bit.  Co., 

New-    York.    N.    Y. 
Hlakesley,      J.      E.,      American      Antoroallc 

Switch   &    Signal    Co..    Chicago,    III. 
Bradley.    F.   J.,   Continuous   Rail   Joint   Co., 

.New-ark,    .N.    J. 
Biickminster.   Geo.    H.,    Pettlnglll   Andrewa 

Co.,   Boston,    Mass. 
Bingham,    H.    S..    Vt.    State    Railroad    Co.. 

Bennington,    Vt. 
Benham.  John.  The  International  Register 

Co.,    Chicago,    III. 
Bailev,    Theo.    P..    General    Elec.    Co.,    Chi 

cage.    III. 
Barnard.    W.    H.,    Standard    VltrlBed    Con- 
duit   Co..    New    York. 
Barr.  James  C,  Weber  Ry.  Joint  Mfg.  Co., 

New   York. 
Beach,     H.     E.,     Steriing-Meaker,     Newark, 

N.   J. 
Belknap,  R.  E.,   Penn,   Steel  Co.,   Chicago, 

Bcn-ziel,    Arthur,     National    Lead     Co.,    St. 

I,ouls,   Mo.  ,  .      „ 

Blgclow,     Geo.    S.,    Chicago     Varnish    Co.. 

Clilcago     III.  , 

Blgeiow.  n.   T..   Hale  .t  Kllburn  Mfg.   Co., 

Chicago.    111.  _    „        .       „ 

Blewctt.  Scott  n..  Am.  Car  &  Foundry  Co., 

St.    Louis,   Mo. 
Bllzard.    Chas.,    Elec.    Storage   Battery   Co., 

Philadelphia,    Pa.  .  ___      „       „,    „ 

Boyer.    W.    L.,    Peckham   Mfg.    Co.,   Kings- 

Broth'eriioiid',  l->ed.,  Ry.  Appliance  Co., 
Chicago  and   New  York.  „     ,  .      7. 

Brown.  W.  II..  International  Register  Co,, 
Chicago,  III.  „,     ,    ^        T. 

Brown,    W.    Scott,    Lorain    Steel    Co.,    Lo 

ButVnhel'm.  Harold  S.,  Street  R.v.  Journal, 

Blacklnton'  A.  D.,  Howe  Mfg.  Co.,  Scran- 

Bprnard."'E.   G.,   E.   G.   Bernard   Co.,   Troy, 

X     Y 
Blake.  Hcnrr  W„  street  Ky.  Journal,  New 

Bcat[y.'  Ed.,  "i'he  Elec,  Motor  &•  Equipment 

Co.."  Newark,   N.   J.  ,         „ 

Cahill.    Frank.    Gold    Car   &   Lighting   Co., 

Church.  T.  X.,'  Boston  Car  Wheel  Co.,  Bos- 

Cha"pman"''wm.  A..  Continuous  Rail  Joint 
Co.    of    America.    Boston.    Mass. 

Clarke  J.  Brooks.  Westlnghousc  Traction 
Brake  Cc.  Cincinnati.   O.  " 

Conant.   R-  W.,  Testing  Instruments,   Cam- 

Concer  G-  V.  A..  The  Franklin  Rolling 
Mill    *    Foundry    Co..    Franklin.    I'a. 

Cornell.  Geo.  B..  Traction  Eiiuliimcut  r,\.. 
Brooklyn,    X.    Y'.  .,  ,        .     ,. 

Crcaghead,  Thos.  J..  The  Creaghead  Ln- 
clncerlni'   Ci>..    (^inclnnatl.    O. 

Ceete    J     M-\w-ell.   Harold   P.    Brown,    New- 

Cinnmi.    Gcc'ge.    Harold    P.    Broy\-n.    New 
Cookc'w.' J.,' McRulre  Mfg.    Co.,    Chicago, 

Chainbcrlnln     E.    G  ,    standard    Pole   *    Tie 

Co..   New  Y'ork.   N.   Y. 
Compto    A.  E..   Rossller.  MacGovern  &  Co.. 

New   York.   V.   Y. 
Cnnfleld.   M.  C  .   Stanley  Electric  Mfg.  Co.. 

PItlsfleld.   Mass. 
Callscl',    J.    C.    General    Elec.    Co..    Buffalo. 

Cliirk.  W  J..  General  Elec.  Co.,  London. 
Encland.  „ 

Corhln  M.  M..  General  Elec.  Co.,  Cincin- 
nati, o. 

r.-"sb<-.  •"■.  c..  The  Celluloid  Co..  New 
York.    N.    Y. 

Coininghnm,  J  T  ,  National  Elec.  Co., 
New    York.    N.    Y'. 

rinrke.  J.  V  .  Le  Vallev  Vltae  Carbon 
Brush    Co..    New   Y'ork-    N.    Y. 

Carcv.  'W.  G.,  General  Elec.  Co  .  Sehenec 
tadv.    N.    T. 

Crowell.  TI  n..  General  Elec.  Co.,  Syra- 
cuse.   N.   Y, 

Clnrk.  Wm.  E..  Contlnuotis  Rail  Joint  Co.. 
Newark.  N.  J. 

Cockley  W.  A..  The  Mnver  &  England  Co  . 
ri.iladel"hla      Pa 

Coaklev,  V.  J..  Samson  Cordage  WorI;s. 
Boston,   Mass. 


5TH  Year,  No.  2— Sept.  3,  1903  ] 


DAILY  SiREET  RAILWAY  REVIEW. 


613 


Curweu.    Samuel   M.,   J.   G.   Brill   Co..    Phil- 
adelphia.  Pa.  „       .     .        „     . 

nark.  Charles  S..  Penn.  Steel  t  o..  Bosloii. 
Mass. 

luutz.    Win.    C    Penu.    Steel    tc.     1  liil.n 
ilelpbia.  Pa.  ,      ,    .     , 

Cullins.  K.  v.,  ADiericau  .\utomaik-  hwltoh 
Co..   New  York,   N.   Y. 

Clark.  C.  U..  C.  S.  Knowles.  Boston.   Mass. 

Clark.    Wm.    S..    General    Klee.    Co..    Sche 
ueetady.  X.  Y. 

Co.sov.      Frank      Clark.      Standard      I  nder 
ground  Cable  Co..   Boston.   Mass. 

Colby.    Safford    K.,    Plttsburch    Ueductlon 
Co..  New  York,  X.   Y. 

Clark.  Charles  S.,   Penn.  Steel  Co..   Boston. 

Clark.   D.  W.,  Flood  &  Conklin  Co.,   New- 
ark.  N.  J. 
Condit,    E.    J..    Continuous    Kail   Jalnt    Co.. 

Troy,   N.    Y. 
Carey,  Thos.  K.,  John  Stephenson  Co..  Bos- 
ton. Mass. 
Cjiskev,     John.     Cbiengo     I*neuniatle     Tonl 

Co.."  New   York. 
I'astle.    Charles    l^.    HUdreth    Varnish    Co.. 

New    York. 
Chrlstenseu,   X.   A..    Milwaukee.    Wis. 
Collins,    W.    F..    Western    Eleetrlilun.     Chl- 

eapo.   111. 
Colenian,    Chas.     E.,     Eugene    Munsell    Co. 

and  Miea  Insulator  Co..  ChleaKO.   111. 
Corbln.    M.    M..    General    Elee.    Co..    Clnrln- 

natl,  O. 
Cook,  J.  W.,  West  Shore  Ry.,  Chleago,  111. 
Cooke.     W.     J..     MeGuIre     Mfg.     Co..    Chl- 

eng".    111. 
t^rawford.    D.    P..    Mayer    &    England    Co.. 

Philadelphia.   Pa. 
C'litz.      Randolph,     Lorain     Steel     Co.,     I.o- 

raln.   O. 
Chur.    Walter.    American   Ry.    Supply    Co., 

Xew    York    X.    Y. 
Campbell.    R.    M.,    Western   Eleo.   Co.,    New 

York,    X.    Y. 
Ifavls,  O.  S.,  Hepwood  Barrett  Fender  Co., 

Boston,    Miss. 
Dalbv.     Archibald     B..     Ilelrolt     Trolley    & 

Mfs.    Co..    Xew    Y"ork.    N.    Y. 
L>lek.  H.  C,  Flood  &  Conklin  Co.,  Newark. 

X.    J. 
Dolph.   John    C.    Standard    Varnish    Works, 

Xew    York.    X.    Y. 
Deal.     Wm..     fnlversal     Brake,     Lunraster, 

Pa. 
ILjdd.    Samuel    T..    Stanley    Elee.    Mfg.    Cii.. 

i'lltsfleld,  Mass. 
Uraffen.    E.   L..  Gould  Storage   Battery  Co.. 

Chicago,    III. 
I>e    Witt,    De    Wilt    Sand    Box    Co.,    Troy, 

X.    Y. 
lie     Steese.     Harry.     Stuart    Ilowlnnd    Co.. 

Xi^w   York.   X.    Y. 
I>avlK.     RosKiter,    Martiovern    &    Co.,'    Xi-w 

Y'ork,    N.   y. 
I»avls.   Geo.    S.,    Street   Ry.   .lourtial,    Cleve- 
land,   O. 
lieake.    F.  J.,   Loralu  Steel  Co..    Xew    York. 

X.   Y. 
I><H>lltter,    H.    W..    The    Doolllter    Winder. 

Walerlowii.    X.    Y. 
l>l«on.   J.    F..   Jr.,   National   Elee.   Co.,    New 

V.Tk.   N.   Y. 
lU'utttii,    J.     U.,    Xnllonal    Elee.    Co.,    New 

A..rk,   X.   Y. 
I>uelos.     Louis     O..     Mass.     Cbeniiral     Co.. 

Bostfin.    Mass. 
iMiner,    John    C.    John    C.    Duner.    Chicago. 

111. 
Iionei'ker,     H.    E.,     Security     Register    Co., 

St.   I.rf>uls.    Mo. 
Dunne.     Morgan     A.,     ArchboliMirady     Co.. 

Syrai'll^e.    X.    Y. 
Ilaridson.   W.  T.,   .Magnetic  Eiiulpuient  Co., 

Chicago,    III. 
Dricii.  Jesse   L..   American  Car  &  Fonndry 

t.'o..  Chicago,  III. 
iMirkln,    John     P.,     Scranton     SI.     Ry.    Co., 

Scranton,    Pa. 
Iiaridson.  W.  T.,  Magnetic  Equipment  Co., 

Chicago,    III. 
llultun.    W.    A.,    Van    Horn       Ilutton    Co.. 

Cleveland,   O. 
rie     Gnss.     Francis     B..     Crocker- Wheeler 

Co..    New   York.    X.    Y. 
llowiiM,    John    II..    <:lliiiax    I-'ence    Post   Co., 

New   York.    N.    Y. 
Ilarliy.     Walter    R..     Pltlsburgb     Reduction 

Co..   Xew   York.    N.    Y. 
Ileinulh.    M..    Gold    Car    Healing    Co..    New 

^..rk.   N.   Y. 
l>l''k<-rman.     W.     I.,      Dayton      Auloleclrb-. 

.>..-*   York. 
|ieuip<u-y.     Kdward.    Chas.    H.    I>e    »lll    & 

Ct...   t(aratoga.   X.    Y. 
Iievlln.      Rlchiird      E..      Pipe      Supply      Co., 

Cli-veland.  i>. 
Iloud..    II.    J..    J.    G.   White    &    Co.,    New 

York  N.   y. 
I>an).    Geo.    E..    The    Elec.    Arc.     .Motor    & 

K<|oipuient   Co..    .Newark.    .N.   J. 
Iiarllngton.     F.     W..    Philadelphia.    Pa. 
Iiellen.   (J.    Von,    Ileert    Ic  (>>.,   New    York, 

X.  Y 
l>od«,    Philip    B..    Electrical    Review,    New 

York.   N.  v. 
E'kmnnn.   J,    R..    Albert   &   J.    M.    Anderson 

Mfg.    Co.,    Boston.    Mass, 
Kwliig.   Geo.  <;..    Self.   Itoslon.   Mass. 
Kllb.tl.   W.   II..  The  Elliott  Bros.   Elec.  Co.. 

Cleveland.  O. 
Egeri.     Wm.    C    fllobe    Kle'-.    Mf(f.    Co., 

Cleveland    O. 
Evans.  H.  C,  Lorsn  HIeel  Co.,  New  York, 

N.    Y. 
Edgln.     George     A.,     The     Huff    Mfg.     Co., 
I'litsbnrg,   Pa. 


ICdwards.  O.  .M.,  O.  ^I .   Edwarils  Co.,  Syra- 
cuse. X .   Y . 
Kckerl,     Harry    .\..    Obnur    Fare    Keglster 

Co..   Itaytiui,  O. 
Eckert.    U.    1'..    The    .Safely     Ins.     Wire    & 

Cable    Co..    New    York,    -N .    V. 
Ellnt)Ulsli,     F.     .v..    The    Sberwlu-Wiliiams. 

Cleveland.   <>. 
i:iIio(l.     George     W..     Electrical     World     & 

Engineer.  .New  Y<u*k,  X.    V. 
Elll.ill.    J.    .\..     Van    Dcini    .V     Klllc.tt     Elec. 

Co..  Cleveland,   O. 
Estep.   F.  A.,   R.   L).   Xuttall  Co..  Pittsburg, 

I'a. 
Everett,   John  O..    tViham    Mfg.    Co.,   New 

York.   N.    Y. 
Ernshnw.    Chas.,    Standard    Paint   Co.,   Bos- 
ton. Mass. 
Eldred.    John    E.    Jr.,    X.    A.    Chrlstenseu, 

Milwaukee,  Wis. 
Ellis.   S.   1'.  S.    Lorain  Steel  Co..    I'ittsburg, 

Pa. 
Evans.   1>.  J..   Lorain  Stei'l   Co.,   Lorain,   (►. 
Eekerl.     W.    S..    The    Nalioual    Coiidnit    & 

Cable   Co.,   New   York,    N.    T. 
I'^nglunil.  A.  H.,  The  Ma.vcr  &  Englund  Co., 

l-biladelpbin.   i'a. 
Elers.     Karl     F..     Westin;,'liouse     Elee.     & 

.Mfg.   Co..   Pittsburg.   l'!i. 
FostiT.   .lanics   .\..   The   .\.l:iiiis  i:    Wi-sdaU.' 

Co..    I'lillailcliilila.    I'M. 
Fast.    Uolierl    1\..    Trolk'.v    Siippl.v   Co.,   Can 

ton,  t). 
Failiier.    Tbos.,    .Nniericiin    .Mai'liinc   \-    Klec. 

Assn..    Iletroll.    Mli-h. 
Falrcbild.    C.    B..    Jr.,    Slrctt    Ky.    Review, 

New   York,    N.    Y. 
Foole.   Wni.   A.   IJ.,  Bullock  Elee.   Mfg.   Co.. 

Cincinnati,   O. 
Foster.     G«o.    F.,     Bnllock     Kli-c.     Mfg.    Co., 

Chicago,    III. 
Fryling. '  G.     I*.,     Speer     Carbon     Co.,     St. 

Slarv's,   Pa. 
Forsyth,    W.    U.,    The    Curtain    Supply    Co., 

Chicago,   III. 
Forward.  Chauncey  B.,  Eclipse  Car  I''euder 

Co..   Cleveland,    O. 
Fleming.    A.    E..    Wernst    Lamp    Co..    Pitts- 
burg.   I'a. 
Fuller.    John.    Robins    C.     Belt     C.i..     Xew 

York.  X.   Y. 
I'owlcr.    II.    W..   American  Car  &   I'ouudry 

Co..   Chicago.   111. 
l''owler.      William     H..     American     Car     & 

Kc.uii.lry   Co..   Chicago,    111. 
Filll'in.    Geo.   C.   Nenl    Dupli-x   Brake.    Ever- 

ell.   .Mass. 
i'lupalrlck.    Joseph,    Tile    I'cnn.    Steel    ("o.. 

I'.ostoii.    Mass. 
F.iwlcr.    Ge.U'ge.     Maslcr    Car    Hnllilii-.    I'ar 

Depl.,    r.riggs   Co.,    .\nicsliiil-y.    Mass. 
FciwliM-.    W.    F..    Wcslingh.iiisc   Klcc.   k    Mfg. 

Co..    Ilaltini'irc.    Mil. 
Flnnev.  John  IL.  I'itlsburgli  lieilm-l  bm  Co.. 

Wasliiugton,    II.    C. 
Flood.     Patrick.     Taybu-     KI.m-.     ■Iiii.U.      W 

Iiaiiv.    X.    Y*. 
I'lelil.      Wni.      \V..     BarbourStockwcll     Co.. 

Cambridge.    Mass. 
Fltcli.    W.    II. .    Waller   Mncleod   Co..   Cincin- 
nati.   (1. 
Foster.    Gi'o.    n.,    Bullock    Elec.     Mfg.    d.. 

Chicago.    III. 
Frcncli.     Henry     W..     Consolidated     lOnginc 

Slop  Co..   New  Y'ork. 
Filch.    Dan    J..    Security    Register    Co..    SI, 

Louis.    Mo. 
Farr.    Eugene  II. .   The   Farr  &    Fostor   Co.. 

Chicago.   III. 
Fo<.li>.    F.   J..    Hulloidt    Elec.    Cincinnati.    O. 
■    Frost,    Harry    W..    Berry    Bros.,    Ltd..    De- 
troit. Mleh. 
Falk.    <lllo   11.,    The    Falk    Co..    Milwaukee. 

Wis. 
Green.    James    A.,    The    Weber    liy.    Jolnl 

Mfg.  Co..  New  Y'ork.  N.   Y. 
fiavlev.     W.     F..    Taylor     Elec.     Truck     Co.. 

Troy,   N.   Y. 
tleiunncler.    Arthnr.    American    Brake    Shoe 

&  Foundry  Co.,   Columbus.   O. 
Gnrrell.    Frank    W..    Slanlcy    Elec.    .V-    Mfg. 

Co..    PlllBlleld.    Mass. 
Goble.    W.    IL,    National    EIcc.    Co..    i'lilla- 

ilelphln.    Pa. 
Grieves,     K.     W..      Galena  Signal      oil      C.>., 

Franklin,    Pn. 
Green,   E.   C   Mass.   Chemical   Co..   Boston. 

Mass. 
Goldsborongh.    W.    V...    SI.     Louis    World's 

Fair.    Chief    Dept..   Eleclrlclly. 
Goddard.       Walter.      Arcbbobl  Brady      Co.. 
Worcesler.    Mass. 

Grei G.    II.   B..   General    Elec.    Ci,.,    Sche 

nectiiilv,    N.    Y. 
Gougb.    S.    P.    Me..    Conllnuous    Hall    Jolnl 

Co..    Chlciigo,    III. 
fireen.    Francis    C,    Con.     Car     Hi'al.     Co.. 

Albanv.    X.    Y. 
Gav.     H.     B..     Elec.     8lorngc     Bnllerr     Co.. 

Cleveland.    O. 
Gordon.  J.    R..   WesllnKliouse  I'llec    &    Mfg. 

Co..    Atlanta.    Oa. 
(Jnrlon.     W.    H..    The    W.     H.    Gnrton    Co.. 

Chicago.    111. 
Gale.     F      IL.    General    Elec.    Co..    Schencc 

tndy.    N.    Y. 
Gold.     Edward    V...    Gold    Car    llenling     A 

Llglillng  Co.,    New    York.    N.    Y, 
Gallagher.    J.    M..    The    Mayer    &    Engiund 

Co..    IMiilailelidiia.    Va. 
Gowing,   J.    I'..   Pratt   A   laimhert,   (Chicago, 

111. 
Gurchlng.    Chas.    E.,    HIerlIng  Meaker    Co.. 

Newark.   N.  J. 
<;nrrelt.  B.  A.,  General  Bl-'-    Co.  Sclienec 
tady,  N.  Y. 


n.'Ulings.  W.  IL,  Jr.,  J.  G.  Brill  Co..  Pblla- 

.Iclpliia.   Pa. 
Ilciirj.    Fred.   H..   Heywood  Bros.  &    WaUe 

licUl   Co..   Boston,   Klass. 
Hulibell.      ilarrv      M..      Beckwlth-Chnudler 

Co..    New    York.    N.    Y. 
Hepwood,       CJeorge,        Hepwood       Barrett 

l-eiuler  Co.,   Boston,  Maso. 
lilgb.   John    M.,    Pantasote  Co.,   New  York, 

N .    Y . 
Ham    Saud    Box    Co.,    Troy    N.    Y. 
Hamlin.  J.  S.,  National  Elec.  Co.,  Chicago. 

HI. 
Hawley,     Cornell      S..      Consolidated     Car 

Heating  Co.,   New  York.  N.  Y. 
Hanna    J.     A.,     I'eUham    Mfg.    Co.,    Cleve- 
land. (.1 
Harringlon,    C.   J.,    Self,    New    York,   N.    Y. 
Howe.     E..    Chase-Shnwmut    Co.,     Boston, 

Mass. 
Hilton.  A.  IL.  Chicago  Cur  Wheel  &  Foun- 
dry Co.,   Chicago,    ill. 
Ileurv,     .\lex.     S..     Railway     Steel     Spring 

Co.'.   New    York,    N.   Y. 
Hollvwood.  James,  Harold   I*.   Brown,   New 

York,    N.    Y. 
Hastings,    G.    S.,    George    S.     Hastings    & 

Co.,    Cleveland,    O. 
Hlumnu,     Walter,     Obmer     Fare     Register 

Co..  Dajlon.  O. 
Ilamleii,    W.    R.,    Stanley    Elec.    Mfg.    Co., 

IMttsIielil,    Mass. 
lluntlcv.    Charles    R.,    t^ataract    Power    & 

Cuucluit   Co..    Buflalo,   N.   Y. 
Hcqucnrnuurg,     K.     U.,     Consolidated     Car 

Healing    Co.,    Chicago,    III. 
Hamlin.  J.  S.,  National  Elec.  Co.,  Chicago, 

III. 
Hotchlnson.  F.  L.,  National  Elee.  Co.,  Mll- 

^auUi'c.    Wis. 
Hall,     F.    B..    The    Interuatioual    Register 

Co.,    Chicago,    III. 
Hayes.    J.    M.,    The    Recording    Fare   Regis- 
ter  Co..    .N'-w    Haven,    Conn. 
Hollfngsworth.  tJeo..  Consolidated  Car  i'Vu- 

der  Co..  New   York,   N.   Y. 
Hall.   E.  C.  Consolidated  Car  Fender  Co., 

.\ew   York.    X.    Y . 
Ham,  Dick,  Dick  Ham.  Stockport.  N.  Y. 
Hinmau,    W.   E.,   Ohmer  Fare   Register  Co., 

Dayton.    O. 
Hoyt,    llanl..    National    Lock    Washer    Co., 

Newark.   N.  J. 
Hnrten,    1'.    H..    Elec.    Ry.    EqulpnuMit    Co.. 

Cincinnati,    o. 
Il.all.     \V.     A..     Arclili.ilil  liniilv     c,,..     Svra- 

CMKC,     N.     Y. 
HabinsliMW.   W.    11..   1.    U.   ,i,    G.    P.    Ins.   Co.. 

luiikcrs.    N.    Y. 
Il.iMcl.      I(.      II..      Maitllc'lir      HqoilOMCMl      Co.. 

rhi.-.-ig.i,    III. 
H.^ilslcill.     t;.     11.,    Chicago    Mica    Co..    Vai- 

)iaralsn.    Iiiil. 
Ilariis.    C.     .M..     rlllsburgh    Reductlou    Co.. 

CIcvcluEiil.    CI. 
Hail.    (iLi.iiiiI.i    W..    II.ul     Signal    Co..     Fall 

Klvcr.   .Mass. 
Hour.    E.    P.,    CbascShawmiil    <'o..    Boslon. 

Mass. 
Haskell.    G.    M.,    J.    G.    Brill    Co..    IMiiiadcl. 

phla.   Pn. 
llafncr.     Jno.     A.,     Juo.     A.     Hafiicr.     I'ills- 

burg.    Pa. 
Harw.Mid.    Geo.    A.,    Mansllrld.    O. 
Hall.     Harold.     Chas.     H.     He     Wilt    A:     Co., 

Nrw    V.irk,    .V.   y. 
Harten.    i'hil.   F.,   Elec.   Ry.   lOqulpment  Co., 

Cincinnati.    O. 
Hills.   A.    F..   Crouse-Hlnds  Elec.   Co.,   Syra- 
cuse..  N.   Y. 
Ilinioan.       E.      D.,      Slcrllng-Mcaker      Co.. 

Newark,   N.   J. 
ll.i.lgcs.    Percy,    Plllsburgh    lleduclloii    Co., 
I'.osliiii.    Mass. 

II -1.   Jolin.    Milwaukee.    Wis. 

Hclbnioli.    I'ercv,     Wcbi't    U.v.     Jolnl      Mfg. 

Co..    New  York. 
Ilollowav.     H.     ('..     W.hrr     liy.     .lolnl     M  Ig. 

Co.,  Chicago,   111. 
lloiu'wcll.   ('has.    F.,    liil.iu   Signal   Co.,    lios- 

loll.    Mass. 
Il.i|pcuell.    F.    B.,    L.    C.    Chase   &    Co.,    Bos- 
lon.  .Mass. 
lliiglics,      T.      ]■;..      Slauilanl      Iluilcrgniiinil 

Cable  I'll,   I'hllailclpbla.    I'a. 
IIiiui|ihi'cys,    James.    II.    W.    Jobns-Mauville 

Co..    Boston,    Mass. 
Ilimhess.   F.   E.,  SI.   Louis  Car  Co.,   Bos;on. 

Iliiriicr,    II.    II   ,    Western    Elec.    Co.,    PhllU- 

dclphla.    I'a. 
Il.iupis.     Win..     'I'lie     Pittsburg    Reduction 

I'll..   I'llisburg.   Pa. 
Ilarllienie,    E.    L.,    Empire    Wire   Co.,    Nc^w 

York.    N.    Y. 
Hunan.    J.    B.,    Nalloual    Conduit    ic'  Cable 

Co,    New   York,    N.   Y. 
.lohnson.   II.    W..   Jiibiison  Mlcking  Frog  Cn., 

I'lcviliind,   1). 
Jameson.  F.  IL,  The  Ohio  Brass  Co..  Mans 

Ibid,    O. 
JcMkin.s.      H.      S.,      Hcpwooil-Barrel      Fender 

I'll..    Boston,   Mass. 
Jenkins.   B.    B.,   Renoving  Sander  Co..   To. 

ronlo.   Can. 
Johnston,    A.    R.,    Clarence    Brooks    ,V    Co.. 

Newark,  .'S.  .1. 
Johnson,    o.    P..    Slar    Brass    Works,    kiila 

ina/.oo,    .\Pcli. 
Jay.    John    ('..    Jr..    The    I'cnn.     Sled    Co,. 

New    York.   N.   Y. 
.liihiiH Win.   T..    Dcarliorn   Drug  it  Clienil- 

lal     Works.     I'hlladelphla.    Pn. 
Jailisoii.   W,  'J'..  G.   .>L  Gest.  Xew  York  and 

I  liii'liionll. 


f!l4 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekiai.  No.-Vol.  XIII.  No.  8  b. 


Ki'yri,  S.  il..  OiiiiKilliluli'd  I'lir  IU'IIIIuk  Vu., 

>fw  York,  N.   y. 
KlUK,     C     I'.,     Ui'uiJj'     UrUHii    Co.,     Jcnify 

(•Ity.    N.    J. 
KrrU-ii.    11.    i;..    I'ViliTal    MfK.    Co.,    Cli'H- 

hiiKl.     l>. 
Ktiliflil,     I'huili's     1>..     Nulliiiiiil     Kit-)-.     I'll.. 

.Mllwiiilkii',     Wl». 
Kluk',    C.    K.,    'i'liu    Ohio    JtriiHH    Cii.,    .Miiiik. 

lli'WI.    O. 
KiTscbiirr.      \V.       U.,      i'uhlliibtii      MiKilllir 
Works   .V    .Miillfiililc    Iruii    I'li..    Ilniukl)  ii, 
N.     Y. 
Khit;,   lli'ury    U.,   Itriiily   l*ruii8  Co..  Jeravy 

Clty,     N.     1. 
Kfttcnuau.    Cbiis..    OIiukt    l-'iiro    Iti-tilHitT 

<'i>.,  KiiyKiii,  (I. 
Ki-nucd.v.    Kriiuk    11..    Tlir    Ui'i-iiriltii;;    Kiin- 

lU'KlHter  Co..   Now   Haven,    Colin. 
Kconiin,     W.    J..    I'ftlliiKi'll    .Vnill'i'WH    {\... 

Itiistnu.    MiitiH. 
KoilJImniiir,    ltii»ll   Ii.,    BiMiJiltnUi  KIit.    Ml.' 

Co.,     Clllciii-ii.     111. 
Kcnlh-ld.    H.    ,1..    .Vtri'il     Kallwa.v     Itivl^x,. 

New    Vnrk.    N.    V, 
Ktiiill.     Ileliilel'.s<iii     W..     ICInier     I'.     ;i<iir:> 

Co..    New    York.    N.    Y. 
KiiraiietolT,     VliKlliiilr,      I'ol.vlerlinir     liisM 

lule,   SI.    reterslHirtf,   ItnsHla. 
Kent.    K.    K..    Alias    Itnllwa.v    .Sn|i|il.v    Co.. 

Chleago.    111. 
Kiilsbl.  C.   S.,  Jr..   Anieriran  Sleel  A:    Wire 

Co..   Cliliak'o,    III. 
Knickerlioeker,    C.    K.,    lirlmii    Wheel    Co.. 

Chlenco.    111. 
Keefer.    J.     W..    Keefer    Cur    Sivlleh    Co.. 

Albany.    N.    Y. 
Kenfielit.    K.     S..    Street    Knilway    Uevlew. 

ChlcaKO,  III. 
Kalas,     A.     T.,     Hallway     Appllauceii    Co., 

Chleago,    111. 
Keeran,    N.    C,    Wabash    Ky..    Chicago,    111. 
Keeran,    I..,    Chleago,    111. 
Kentield.     Kred.     ».,     Street    Uy.     Review. 

Chicago,    111. 
Kimball.  II.   1'.,  Siaiiil.  I'lidergronnd  Cable 

Co..    New   York. 
Kingston,    Will.    W.,    I.orain    .Sleel    Co.,    At- 
lanta,   t;a. 
Klrknatrl.k,    K.    V.,    Mellov      Clav      Wmk.i. 

Chleago.    111. 
Klelnschinidt,    II.    V,   A..    Lorain    Sleel    Co.. 

Johnstown.    I'a. 
King.    .\.    I).,    Standard    Taint    Co..    New 

York.   N.    Y. 
Kolseth.    V.    T..    Westlllghouse    Air    Itrake 

!>>..    Boston,    Mass. 
Kelchaui,    F.    O.,    E.    L.    Post    &    Co.,    New 

York,   N.   y. 
Kidder.    S.     J.,    Wcstlnghouse    Air    Brake 

Co.,   St.   Louis,   Mo. 
Kappella,  N.  S.,  General  Klec.  Co.,  Schenec- 
tady,    N .     Y. 
Kennedy.    1".    B.,   Electric  Storage  Battery 

Co..   Philadelphia,  Pa. 
Lawlesti,     E.     J..     John     Stephenson     Co., 

Elizabeth.   N     J. 
Levy.   I.,    Universal    Brake,   I.,ancaster,    I*a. 
Luther,    Charles    R,    The   Adjustable    Pas- 
senger   Strap,    I'awtucket,    U.    L. 
I.ittlejohn.      Chas.      I".,       Kecordlng      Kale 

Hegister   Co..    New    Haven,    Conn. 
Ludlow,  W.  E..   Ludlow  Supply  Co..  Cleve- 
land.  O. 
Ludlow,   J.    B.,   Lndlow    Supiily   Co..    Cleve- 
land,  O. 
I.ndlow,    E.    S.,    Federal    Mfg.    Co.,    Cleve- 
land,   O. 
Langhani,    John,    C.    J.    Harrington,    New 

York,    N.    Y. 
Loiiler,     R.    T.,     Bullock    Elec.     Mfg.     Co., 

Cincinnati.     O. 
Long.     Robert.     National    Elec.    Co..     New 

York.    N.    y. 
Lovejoy.     J.     R..     General     Electric     Co., 

Schenectady,    N.    Y. 
Lane.    John  "j..    Street    Railway    Bulletin, 

Boston,     Mass. 
Long,    Uobt.,    National   Elec.    Co.,    Buffalo. 

Leet.  Chas.  N.,  National  Elec.  Co.,  Cleve- 
land,   O. 

Locke,  Fred.  M..  The  Locke  Insular  Mfg. 
Co..    Victor.   N.    Y. 

Lovell.  Ra.v.  Columbus  Steel  Rolling  Shut- 
ter Co..  Columbus.  O. 

Lev  Benjamin,  Eclipse  Car  Pender  Co., 
Cleveland.    O. 

''fleVd  ^6  ^"  '^"^"'^''"'  '"''<^-  ^o-  Spring- 
Locke'   F     M..    I,ocke    Insulator   Mfg.    Co.. 

Archbold-Brady     Co..     Victor      N      y 
Lutijer.    H.     R..    Barbour    Steckwcll,    Cara- 

brldgeport,     Mass. 
Lapp,     John     S.,     C.     S.     Knowles,    Boston. 

.Mass. 

''"laliu'    Ga*'"'    ^'"    '^'^""'^^    ^^'"^-    Co.,    At- 

LockwoTOl,     Jns.     E..     Bollock     Elec     Mfg 

Mich     "■   ^""■"Sc  Battery  Co.,   Detroit,' 

'''ion.''o"'^'  •''"'"'''•  Dayton  Mfg,  Co..  Day. 
Lemeog^r,  Peter,  Dayton  Mfg.  Co..  Day- 
''■™g?;,   ni""""   ^^■■'   A"l«Cli'ilmers   Co..   Chi- 

'''J-?.f'  ,"'■"•;«•>   •"••   The   Cleveland    Frog  & 

Crosslna  Co..  Cleveland.   O  '!.'>• 

L.vmau.  James,  General  Elec.  Co.,  Chicago. 

Lmig.^E.  G.,  Peckham  Mfg.  Co.,  New  York. 

'■'ni'"'  ,M  ■  T-  Wp'tlnghiuse  Elec.  &  Mfg. 
Co..    Cleveland.    O.  * 


.Meek.  J.  E.,  H.  W.  Jr.liiiK  Maiivllle  Co., 
.New   York. 

Miad.  liiorge  A.,  The  Ohio  lirnsa  Co., 
.Malir.nilil.   O. 

Mliki-.v.  11.  K..  Nnlliinal  Carbon  Co..  Cleve- 
land.  II. 

Mason,    l;.   R..    Porter  *   lleig.   ChlenKO,   III. 

.Maslerson.  F.  II.,  I'liase  .Shatvinul  t'o..  Bos 
loll,    Mass. 

.Maslers'iii.  Frank  II..  Cliase  Shawinul 
Co..    Ilosliiii.   Mass. 

.Merrill,  Freil  L.,  Sliindard  Pole  &  Tie 
Co.,   New  York. 

.Marilu.  R.  c.  Eleetrlral  World  &  Engl 
iner.    New   York. 

.M.rsilierg.  C.  F.,  Eclipse  Car  Fender  Co.. 
Cleveland,  O. 

.MnliMjiey,  J.  J..  General  Flee.  Co.,  New 
York. 

.Monro,  It.  i:..  General  Klec  Co.,  I'hlladel- 
pliln.    I'a. 

Molllli,  E.  II..  General  Klee.  Co.,  New- 
York. 

.Miillii.    M  ,   Taylor   Elee.    Truck   Co..   Troy, 

Miiirs,    J.    Areli.    Cnnsolidaled   Car   Healing 
•Co..   Albiiny.  N.   Y. 
.Maglllre.     J.     !>.,    Xalioinil     Elee.     Co.,     New 

York. 
Mead,    i:    II.,    The    Heiiils    Car    Truck    Co., 

New  York. 
Miller.    I.oulv    II.,    rulled    Stales    Steel    Co., 

Wisl    Fverelt.    Mass. 
M'lirall.     Uavlil,     .Ameiicali    Car    Seat    Co.. 

Brooklyn.    N.    Y. 
Marsh.    II.    C.    WeBlinghouse   Elec.    &    Mfg 

Co.,    I'inclnnati,    O. 
llarklinm.    F.    1,.,    G.    S.    Hastings    &    Co., 

Cleveland,   O. 
Muna.v.   M.  S.,  Robins  Conveying  Belt  Co.. 

i\ew   York. 
Monis,   1 1.    E.,   KImer  I*.    Morris  Co..   New 

^ork. 
-Morris.     Elmer    P.,    Elmer    P.    .Morris    Co.. 

New   Y'ork. 
Morris.   W.  !■:.,  Pa.  Sleel  Co.,  Pittsburg,  Pa. 
.Munronl,    Irving   II..    Flood   &   Conklln   Co.. 

Newark.    .N.    J. 
Miller.      J.      (!..      Penna.      Steel      Co.,      St. 

Louis-,    Mo. 
Marlln,    II.    F.,    Pciina.    Sleel   Co.,    Philadel 

phhi.    Pa. 
Morrow.   Ii.   E.,   Hud.son   River  Walcr  Power 

Co..    Glens   Falls.    N.    Y. 
M.Manmou.     P.     J.,     Elec.      Bureau,     Ne«- 

\  ork. 
Mi-Glnley.     Thomas     A.,     DulT     Mfg.      Co.. 

IMHsburg,     Pa. 
M.-Glll,    T.     O.,    American     Brake    Shoe    & 

Foundry    Co.     Chicago,    III. 
M.Vl.-ker.   M.   h..   Dearborn   Drug  &  Chem- 
ical   Works,    New   York. 
McGulre.    w.   A..    McGulre   Mfg.    Co..    Chi- 
cago,  111. 
.M:iei.ovei-ii.     Frank,     Rosslter    MncGovern, 

New   York. 
McDonald.     Rosslter     MaeGovern     &     Co 

New  York. 
MacKiiizle.    i;..    Renoving   Sander   Co.,    To- 
ronto,   Can. 
McLewee.     Frederick     P..     Railway      Steel 

Spring  Co.,   New  York. 
Mi-Clelliiu.    The    Curtain    Supply    Co.,    Chi- 
cago.   111. 
McDonald.    W.    S..    Delroit    Trolley    &    Mfg. 

Co..    Lid..    Hetr.ril.    Mich. 
Mi-Gi-aw.    James    H.,    Street    Ry.    Journal. 

New  Y  ork. 
Mclmyre.  J.  R.,  Arehbold-Bradv  Co..  Syra- 
cuse,  N.    Y,  .J 
McCarthy.    Joseph    F..    The    Mavcr    &    Eng- 
land  Co..   I'hiladelphla,    I'.-i.      " 
Machen.    J.    W..    Pittsburgh    Reduction    Co., 

I'lttsliurg,   Pa. 
Mahoney,     J.     E..     Louis     Pflugsl.     Boston. 

Mass. 
Moore.  IlaTry  P.,  Cha.se-Shuwmut  Co..  Bos- 
ton,  Mass. 
.Mi-Michael,    J.    G.,    Atlas    liy.    Supply    Co.. 

(  hlcago.  III. 
McColIum.    F.    E.,    Momciiluni    Brake    Co 

Toronto.   Can. 
Morgan.    George    E.,    Merritt    &    Co.,    I'hila- 
delphla,  Pa. 
Manson.     D.     E.,     Westinghouse     Elec.     & 

Mfg.   Co..   Boston,    Mass. 
Mcech,    Charles    E..    Wllniarlh    &    Mornian 

Co.,    Grand   Rapids.    Mich. 
Myers.    J.     Harry,    Safely    Car    Strap    Co., 

New  York. 
Marsh.   C.   J..   Standard   Viidcn;i-ound   Cable 

Co.,  New  York. 
Medbiiry,    Charles    F..    Wcstlnghouse    Elec 

&   Mfg.  Co..   Detroit.   Mli-b. 
McCarly.    Norman,   Am.    Diesel   Engine  Co 

New   York. 
McGough,     S.    P..    Continuous    Rail    Joint 

t^)..    Chicago,    HI. 
McKee.   J.   I!..  General  Elec,   Co..   Schenec- 
tady.   N.    Y. 
Mngnun.    G.   T.,    G.   T.    Magann  Air   Brake 

Co..    Detroit.    Mich. 
Main,   C.   N.,  G.  T.  Magann   Air  Brake  Co., 

Detroit,    Mich. 
Marshall.    Cloyd,    Louisiana    Purchase    Ex- 
position,   St.   Louis,   Mo. 
Malhlas.    Robert,    Frank    RIdlon    Co.,    Bos 

ton,   Mass. 
Maycock.   J..   Pr.ntt  &   Lambert,   New-  Y"ork 
Melzelaar,     A.     H..     Knell     Air    Brake    Co.. 

Battle    Creek.    Mich. 
Mot-rlson.   J.    B..   G.   T.    Magann   Air   Brake 

Co..   Delroit.   Mich. 
Horse.  G.  T..  Rochester  Car  Wheel  Works. 

New    York. 
Morse.    Chas.    H..    tlnion    Slgiiul    Co..    Cam 
bridge.    Mass. 


Melxell,    A.     E.,     11.     F.    Sanvllle,     Pbliadel 

plila.    Pa. 
.M'-llrUle,      Will.,      Standard      Underground 

Cable  Co.,    Pitlsbiirg,    Pa. 
Mmph;-.     It.     It.,     <-.     J.     Field.    New     York. 

Mel Iieinii-i.   E.,   Allis  I'hnlniern  Co.,  Cbl 

•ago.     III. 
Mayer,    Chas.    J.,    .Mayer    &    Kiiglnnil    Co  . 

I'lillailelpbla,    Pa. 
M.-rritt.     Fred.     L..    Sinndnrd    Pole    &    Tie 

Co.,   New-    York,   N.   Y. 
Merrill,     Hoberl,    John    Mauville    Co.,    New 

i  ork,   .N.    Y. 
Manson.    Geo.    T.,    The    Ofconite    Co.,    New 

^ork,  N.   Y. 
.Matson.   John   L.,   I.    V.   T.   Co..  Anderson. 

liiil. 

'^e"^'"'    n'    v"   "■   *'■    ■'■''"'"■•'»  t'o..   Syra 
Norwood,    J.   'e.,    Baltimore   Uy.    Spec.    Co., 

Baltimore,    Md. 
NIeholl     Frank    .M..   Taylor   Electric   Truck 

I  o.,  Troy,    N.   \. 
Neallcy,  H.  A..  Joseph  Dixon  Crucible  Co., 

Jersey   Cliv,    N.    J, 
Newcoiub.    F.   H..    K.    II.    Neweomb.    Brook- 

''"lli   "*'   "*  "   •"*'■'""""'    ''•'•'■•■■Ic  Co..   Chicago. 

Nl.-kerson.  Jauies  IL.  V.  s.  Eleeirle  Signal 

<  o..    .Newlon.    Mass. 
N.lber.ul,     Edgar    S.,     Paige    Inm     Works, 

I   llli-;lg".     111. 

Ni-r,    Jiio.    II.,    National    Electric    Co.,    Chi- 
cago.   III. 
Noyes,     Ernest     II..    I'Hisliurgh    Reduction 

Co.,     Cllieago.     HI. 

Ot-htimin.  II.  (•„   Printers  t;nlon,   Saratoga. 

Oruick,'  W.    K..   G.  T.   Magann   Air   Brake 

Co..    Detroit.    Mich. 
Overslreet.   H.    E..   Climax   Fence  Post  Co.. 

Chicago.  III. 
Over.sireet.  II.  M..  Climax  Fence  Post  Co., 

Chicago.   Ill,  * 

Ohmer.    Jolin    F.,    Ohnier    Fare    Reg     Co 

Dayton.   O. 
Old,   A.   F.     Hale  &   Kllbnrn.   New  York. 
Oberg.    Olaf.    i:    O.    niierg   &    Co..    Boston, 

Mass. 

niloiiiint.  c.  D.,  Joim  Stephenson  Co.  New 
lork. 

Olson.    Ja s    It..    India    Rubber   &    Gulla 

Pereba    Ins.    c,,..    n,.,v    Vork.    N.    Y 

I  adget.  Win.,  Street  Railway  Review,  Chi- 
cago,  III. 

Parnientcr.  Geo.  A.,  Parmenter  Pender  & 
« heel    Guard   Co.,    Boston,    Mass 

P.yjshall,  J.  IL,  Ball  *  Wood  Co..  Chicago. 

P.-irr.  .Toseph.  Chi.  Pneumatic  Tool  Co., 
New  York. 

I'.irl ridge,  Arthur  T.,  Street  Ry.  Supplies, 
St.    Louis,    Mo. 

Phillips  F.  v.,  G.  T.  Magann  Air  Brake 
Co.,    Detroit.    Slich. 

Pierson.  F.  1$.,  National  Lead  Co..  De- 
troit, Mich. 

Pietiieker  E.  J.,  Stand.  Underground  Cable 
<  o.,    Chicago,    III. 

^""T:  P-  '^  -  W-eber  Ry.  Joint  Mfg.  Co. 
Chicago.   HI. 

Poorman,  Warren  M.,  Boston.  Mass 

Pici-son  William  J..  The  Adams  &  West- 
lake   Co..   Chicago,    III, 

I!'"'!'''-., 'V,  ^^  -  '"'"■'^'r  &  BiTg.  Chicago,  III, 
i'-'li'lcirv,     III  •    ■*"""    "•'■•    ^"P'''''    •^o-' 

'  "Vdv   Iv'   ?■'    '^''"'''''''   '^'"^'■-    Co..   Scbenec- 

Pierce,'  c.'  C.'.  General  Elec.  Co..  Boston. 
Mass. 

Page.  A.  D.,  General  Elec.  Co..  Harri- 
son,   N.   J, 

'"'n'rtl"'''o"'   ^"  '^'"'^'■"'   ^l*"^-  Co..   Clncln- 

^"wa\\^''    ^"    ^-    ""**    ^°-    "'""'"'■ 
^iu'ltM^'pT'   ^'"*'°'">'  Elec.   Co..   Phlla 

I'crry,  .James  W..  H.  W.  Johns-Manvllle 
I  o..    New  York. 

I'roal,  A  B..  Robins  Conveying  Belt  Co.. 
New  York. 

Pratt.  G  E..  Star  Brass  Works.  Kalama- 
zoo,  Mich. 

Pratt,  Mason  D..  Penn.  Steel  Co..  Steel- 
ton.  I'a. 

Parsons.  G.  W.,  Penn.  Steel  Co..  Steel- 
ton.   I'a. 

Proudfoot,  W.  R..  Elec.  Storage  Battery 
Co..    Pblladelphia.    Pa. 

Perrv.  Frank  I...  Western  Electrician,  Chi- 
cago,   III. 

Ptingst,   Louis,  Lonis  PHngst,  Boston,  Mass. 

I'cnnock,  J.  H„  American  Ant.  Switch  Co.. 
-New-  York. 

I'rcslon.  Robert  K.,  Chicago  Truck  Co.. 
\'aliiaraiso.    Iiid. 

Parks,  C.  W.,  De  Witt  Sand  Box  Co., 
I  roy.   N.   Y'. 

Pcvcar,  J.  S.,  General  Elee.  Co.,  Schenec- 
tady,   N,    Y. 

I'almer,  R.  W.,  General  Elec.  Co..  Cincin- 
nati,   O. 

Paine,  !••.  R.  H.  Weslinghouse  Elec,  & 
Mfg.   Co.,   New  York. 

I'reseoM.  W,  S..  P.  N.  Bruck,  Sara- 
toga,   N.    Y. 

I'.ipe.  W.  C,  Giobe  Ticket  Co.,  Philadel 
phla.    Pa. 

Powell.  C.  W..  Pow-ell  &  LuiMi  T.  Co., 
Troy.    N.    Y. 

I'arsons.  Geo.  W.,  The  Penn.  Steel  Co.. 
Steelton.   I'a. 


5TH  Year,  No.  2— Sept.  3,  1903.! 


DAILY  STREET  RAILW.W  REVIEW. 


615 


Provost.    Gpo.    W..    G»ntMiil    Railway    Sup- 
ply   Co..    Plltsburs.    V:i.      „       „,      , 
rri>vosr.  J.  1"..  K.  1>.  Nutial  Co..  rittslniis. 

l"a. 
rarirlilB<>.    Jnuies.     Nalloual    Ciirliou    Co., 

SaiKluskjr,  O.  _       

rarcli,  I    H..  John  Mnnvilli'  Co..  Ni'W  \iirk. 

N.    Y. 
iliic^l.    tji'iirgi'.    W.    M.    I'amii.    Chliasii.    111. 
It.Mil.     Nfnli.ii.     U.>ol    Track    ScrainT    IN... 

Kulniimsoo,    Mioh. 
Itoot.   V.   N..   Hoot  Track  Scraper  Co..   Kill 

aiiiazoo.   Mlcb. 
Itoihc.    I>.    S..    lUilwaj'    Slccl    Sprins    Co.. 

New    York. 
Kaneljc.    C.    v..    Traction    Kqiiipnicnt     Co.. 

Krooklrn.   X.   Y. 
Ii..\sc.     l)aiiicl.     Street     Kallway     Uevlew. 

rhli-as".    III. 
Kos.slter.    \V.     W..    Uosslrcr.    MacfSoveru    A: 

Co.,   New   York, 
itaiidoliih.    U.  .1..   .1r..    Uosslter,    MaeOoverii 

k  Co..  New  York. 
Itnsenltial.    <;.    O..    General    Elec.    Co..    SI. 

Louis,  Mo. 
Relrl.     Win.    !■;..    rnlteil    States    Steel    C<'.. 

West   Everett.   Mass. 
Kavmonil.     I".     M..     liiililwln      &      Kowtam! 

Swiicli  Co..  South   Norwalk,  Conn. 
Itanclall.    I-'.  <^.,   NntlonnI    Kleelrie  Co..   New 

York. 
ICansoni.    II.      N.,    National     Eleetrlo     Co.. 

Clevelaiiil.   O. 
Ilanre.    J.    \V..    Eclipse    Car    Fender     Co.. 

Clevelanil,    O. 
Richardson.    V..   M.,    The   Sherwln-Wllllanis 

Co..    New    York. 
Uo^»hnn.   Tiitrlck  K.,  Saratoga  Gas.  Electric 

Lt.  &  rower  Co.,  Saratoga  Springs.  N.  Y 
U0..1.    H.   G..   U.   S.   Signal  Co.,   West  New 

ton.    Mass. 
Keinochl.    Charles   W..    Pennsylvania    Steel 

Co.,    Harrlsburg,    Pa. 
Richards.     W.     J..     National    Electric    Co.. 

Mllwank.c.   Wis. 
Russell.      Samuel.      Crocker-Wheeler      Co.. 

Philadelphia.   Pa. 
Rallv.    Charles    G.,    General    Elec.    Co..    .M 

bany,  N.  Y. 
K0.1I.   .lohn  <;.,  John   Stephenson   Co..    Eli-/. 

abeth.   N.  J. 
Root.     Charles    V..    John    Steplienson      Co.. 

Elizabeth.   X.  J. 
Ri>le.   Charles   V..   Positive   Railway   Samb-r 

Co..    Lancaster.    Pa. 
Itohb.  Cc.rgc  <•..  Stanley  Eledrlc  Mfg.  Co.. 

I'lllsfleld,    Mass. 
Rutherford.    J.     A..     Pittsburgh     Utiliii-tlini 

Co.,    Cleveland,   O. 
Riise.    l,enox    S  .    Blanehard    I'.ro.    A:    I.tne. 

Newark,   N.   J. 
Ri-dilli'k.    J.    J.,    r.    S.    Signal    Co..    Roslon. 

Mass. 
Kay,      Wni.      I'..      Wcstlngliousc      Traction 

llrakc    Co.,    Cleveland,    O. 
Hideout.    II.    I..,    Walworth    Mfg.    Co..    Uos- 

t«in.    Mass. 
Iti.blnson,    John    C    Wni.    Wharton.    Jr..    & 

Co.    Inc.    Boston,    Mass. 
Rookc.      <;eo.       F.,      Uooke      Register      Co.. 

I'.orln.    111. 
Rtifherford.     E.     C.     G.     T.     Magann     Air 

Rnike    Co.,    Detroit.    Mich. 
Ucinoehl.     C.     W.,     The     Penn.     Slecl    Co.. 

Sicellon.    Pa. 
Reed.   Krederlc  H..  J.  G.  White  *i  Co.,  New 

York.   X.      Y. 
Itbha-ils    F.   A..  Peckhnin   Mfg.   Co..  Clcvc 

land,    O. 
Rowe.  A.   V...  Gold  Car  Jlcallng  ,%  Mghllng 

Co..    New    Haven,    t'onn. 
Ile-eslrr.     C.     W..     Wcsllngiuiuse     Elec.     f.- 

Mfg.    Co..    Chicago.    III. 
S<herinerhorn.     E.     T.,     Weber     Ry.     Joint 

Mfg.    Co..    New    York. 
Shnle.     Nathan,     Cronse-IIinds     Elec,     Co., 

Syracuse,    N.    Y. 
8i«"on.    A.    H.,    Jcwett    Car    Co..    Newark, 

O. 
Smith.     Peter,     Peter     Smith     Heater     Co.. 

netroif,    Mich. 
Sfioier.    Albert    J.,    Adam    Cook's   Sons   Co., 

N«'W    York. 
Stare.     Wm.     II..     Railway    Journal     l.iibrl 

eating    Co..    Chicago.    III. 
Hllmson.     David.     Frank    Ridlon    f:o..     Bos- 
ton,   MnttH. 
Stone.    Frank   J..    Electric  Slornge   Iteltcry 

Co..    Boston,    Mass. 
Skeen.     Robert.     American    Aul,     Switch    & 

Signal    Co..    Chliago.    III. 
Simons.     J««.     K..     O.     M.     Edwards     Co., 

Syracuse.    N.    Y. 
Sirlcby.      K.     H.,     General     Elccirlc     <;o.. 

Cincinnati,    O. 
Hnillh.     K.    J..     Peter    Hmilh     Healer    Co.. 

Detroit.    Mich. 
Sharp.     E.     P.,     I»nien     Itearliig.     Ruffaio, 

s.  y. 

Snow,  Philip  C,  Globe  Ticket  Co.,  Plllla 
delphU.    Pa. 

Hnillh.  William  V...  Harold  P.  Brown, 
New    York. 

Smith.  Herbert  W  .  Hlllnrl  llowlnnd  Co., 
ItfiMlon.    Mass. 

McaM-y.  Kmnk  H.,  Frank  H.  Seavey,  Bos- 
ton.   MaMi. 

HIewnrt.  II.  F.,  .McGuIre  Mflt.  Co..  Chi- 
cago.   111. 

Htereiiwin,  t;.,  Revolvlnff"  Lander  t'o., 
Toronto.    Ont. 

H|H>ar.  ffralil  W.,  Dearborn  Ilrtig  /k 
Chemical     Works,     Chicago.     Ill 

H|rfO'f,  J.  H-,  Hfn-i-r  Carbon  Co,  Si  \Torvs. 
I'a. 


Sargent,    F.    A\'.,    .\mericaii    Brake    Shoe    & 

Fily.   Co.,    New    York. 
Seibohl,     l.uuts.     .Vnicricali     Brake     Shoe     iV 

Fdy.    Co..    New    York, 
sicdiiian.    J.     II.,     Dhuier     Kaic    Reg.    Co., 

I'a.vton.    <). 
Sliepard.    .\.    B..    General    KIce.    Co..    Clevc- 

laml,    tl. 
S1..11C.    1:.    \V..    v..    \V.    Bliss   Co.,    Brooklyn. 

.N.     V. 
SJlcoi'ks,     W.    S..    The    CcUiil.iiil    Co.,     .New 

lork. 
Sanl'oril.     (iiorge     H.,     I'latl     \     Washhurn 

Itcg.   Co..    New    York. 
Suckow,      Gus.      Vose      Spring      Co..      Ncu 

i  ork. 
Sargcnr.     ticorgc    H.,     Railway     .Vpiiliaiu-cs 

Co.,    Chicago,    111. 
Sprague,   C.    K.,   (Jcneral    lOlcciric    Co..    Bus- 
ton,    Mass. 
Seheiick,     S.      C.,      Sterling      \'aniisli     Co.. 

Pillsbuig,   I'a. 
Sniilli.   G.   .1.,   St.   Louis  Car  Co..  S\.   Louis, 

Mo. 
SlocUwcll.     Fred     F..     Harliour     Slockwell 

Co.,   (*aiiibridge,   Mass. 
Store.      Burloli      R..     Uuilway     .Iniinial      I.ii 

bricatliig    Co..    I'liicngo.    111. 
Silver.    W .    S..    \V.    S.    Silver    ,V-    Co..    New 

York. 
SiiMville.     II.     I'..     1.     S.    ClirlMiu    Co..     .v.     \- 

J.    -M.    .\nilcrsoii    Co..    Siiiicmls    Mfg.    Co.. 

Waclark     Wire    Co..     I'liilinl.-liililn,-    I'a. 
Sniitli,    James,    Archbolil  I'.railv    Co.,    Syra- 
cuse,   N.    Y. 
Scott.    11.    li.    C,    Johnson    Wrecking    Frog 

Co..    Ci.-vclaiiil,   O. 
Sledmore.   J.    II.,    Uochcslci-.    \.    V. 
Swnrtj.   B.   F..    Lehigh  Car   Wheels  &  Axle 

Works.    CatasauQua.    I'a. 
Silver,    W.    S..    W.    S.    Silver    &    Co..    New 

York.    N.    Y. 
Startsinan,     Charles     W.,     Ci-ocker-WliecIer 

Co..   Ampere.    N.   J. 
Sage.  Henry  .1.,  Crocker  Wlicdcr  Co.,  I'ltts- 

lim-g.    I'a. 
Sachs.    Joseph.    Johiis-I'rall    Co.,    Hartford. 

t^onn. 
Swan.  G.  \V..  John  A.  Bncldlng's  Sous  Co., 

New  York. 
Slaughler.     I,.     II..     The     I'lUshnrg    Reduc- 
tion   Co..    I'lttsluirg.     I'a. 
Slice.    I'arki'    10..    Positive    Railway    Sander 

Co..    Lancaster,    Pa. 
Stocks.    W.    II..  Gold   Car  Heating  &    Light- 
ing   Co..    Chicago.    111. 
SchMchn F..  Hoinestcail   Valve  Mfg.  Co.. 

I'illslinrg.    I'a. 
S.iiiichnian.    W.    R..    HoiimsIcmiI    Valve   Mfg. 

Co..    I'iltsbiirg.    Pa. 
Slsscn.     Wlllanl     S..     n.     ,v     \V.     Fuse    Co., 

I'l-oviil -c.    I!.    I. 

Slan.lisli.    UoImtI     M..    Si  red     Rallwav    Re- 
view,   New    York. 
Savage.    F.   T..    Hililrcth    Vaniisli    Co..    New 

York. 
Scott,     Enimett.     B.     M.     Bnick.     Saratoga. 

N.    Y. 
Stiles.     Jns..     Robin     Hell     Conveying    Co., 

Saratoga.    \.    Y. 
SI-    •■■M-.'        M-tlMir     B..      GcM.Tal      Flee.      Co.. 

Cleveland.    O. 
Storer.    \.    W..    Westliigliniisi'   Elec.    &    Mfg. 

Co..    PlllsbiilK.   I'a. 
Swift.       Frcilerick.       Baldwin       L..i-ciiiiol  ive 

Works.    Boston.    Mass. 
Trowlck.    S.    W..    General    Eler-trlc    Co..    At- 

laiilii.    (*a. 
Tontrii|i.     George    II.,     Aincrlciiu    Car    t'o.. 

SI.    Louis.    Mo. 
Tlligley.      lilysses.      G..      J.      A.      Itoebliiig's 

Sons   Co..   Trenton.    N.  J. 
Tiivlor,     Ross.     American     Ventilating    Co., 

New    York. 
T |de.    William.    Harold    I'.    Brown.    New 

York, 
Thomas.    W.    II..    The    IiiilIaiia|poll»    Switch 

A-    Frog   Co..    Spriiigtleld.    O. 
Taylor.    Jrilin.    Tnvlor    ElciMrIc    Truck    f'o.. 

Troy.    N.    Y. 
Thoriic.     Tliomaa.     Taylor     Electric     Truck 

Co..    Troy.    N.    Y. 
Tiipper.    <L   A.,   Taylor   Electric   Truc-k   Co., 

Troy,    N.    Y. 
Tavlor,    Waller.  Taylor   Klcclrlc  Truck   Co.. 

Troy,     N.     Y. 
Tyler.    IL.    tlhnier   I-'iire    Hcg.  •Co..    Iiavlon. 

O. 
Thompson.     F.     P..    Weber    Ity      .I..I11I     Mfi; 

Co..    New    York. 
Tell.     R.      P..     National     Electric     Co.,     Mil 

walikcc.    Wis. 
Tyler.   H..   ohnier   Fare   Hcg.   Co.,  Dayton, 

0. 
Thomas.     R.     L..     National     Lock     Washer 

Co..    .\cwark.    N.    J. 
Thomas.     W.    (I..    Street    Itallwuv    Review, 

Chbago.    111. 
Taylor.     Albert.     Klcclrlc     Storage     Battery 

Co..    New    York.    N.    Y. 
Tate,     H.     F.,     .Vallonal    Conduit     Sc    f'ablu 

Co.,    Chicago,     III. 
Taylor,     Albert,     Electric     Storage     Battery 

Co..    New   York. 
Tenipletoil,     W.     B.,     Telnplelon.     Keiily     It 

Co.,    Ltd..   Chicago,    HI. 
Thomas.     Edward    G.,    Hail    Bonds,    Boston. 

Mass. 
Tllns.    J.    V,    E.,    Oarlon  Danbds   Co..    Keo- 
kuk,   la. 
Trlmorliolni,    Ani<.    K.,   Mica    Insulator  Co.. 

Schencclndv.    N.    Y. 
Van   Ilevenler.  (,'..    Bulbuck   Elec.   Mfg.  Co., 

Cincinnati,  O. 


\'aleiitiuc.     Uossitcr,     MacGovern     &    Co., 

New    York. 
N'oorhis,     Howard    M..    11.    \\*.    Johiis-Man- 

^llle  Co.,   .New    York. 
Van    l,oni,    \\ .    T..     U.     T.     Van    Morn    Co., 

Cliicafio,    HI. 
\'an    IM-csar.     IC.     1...     UianiMiid    Slalc    Steel 

1  o..    \\  iliiilngloli.    Del. 
Van   lie   Water.    F.    F.,    Slaiuhir.l    Paint   Co.. 

New   York. 
WoU'raui.  i;.  C..  The  Ohio  Brass  Co..  Maiis- 

tield,   U. 
\tM:,ii,ii.:,ii,    la-Msi.    Albert    &    J.    -M.    Ander- 
son  .Mfg.    Co..    Iloslon,   Mass. 
NVarrcu.   .1.    c.    .Ir.,    tlhio    Brass   Co.,    Maus- 

liclil,    O. 
Wilakcr.   I'crl.,   The  Uhlo  Brass  Co..   .Mans- 

liclil.   o. 
Wilkinson.     A.     1...     Tlie     Ohio     Brass     Co.. 

.Maiishi-I.i.    (1. 
Wfillios,     K.     1...     .Nali. .11:11    Lead    Co.,     New 

York. 
W  liall.    1'.    1;.,    C.    II.    Wliall   A    Co..    Iloslon. 

.Mass. 
Wliarloii,     \V.    Koilllian.    Wni.     Wharton,    .Ir. 

A:    Co..    Inc.,    I'hiladclpUia,    I'a. 
\\lii|ililc.    A.    1...    'i  he    (urlaiu    Supply    Co.. 

New    \ork. 
Weeks.    Sliirlev.    National    Flee.    Co..     New 

■poi-k. 
Walker.   S.    A..    Il.-ile  &   Killiurii.    New    York. 
W  halcii.     .1.      A..     Galena     Signal     Oil     Co.. 

1-  ranklili,    I'a. 
Wescoll,     Win.    1'.,    .Ir.,    Galena    Signal    Oil 

Co.,    !■  ranUlln.   Pa. 
Wailes,     S.      J.,      National     Klec.     Co..     Cln- 

I'liiiiati.  o. 
Wilson.    Hugh    M..    The    Kaiiwav    Age.    Chi- 
cago.   III. 
Williaiiis,    .1.     1'.,     ISrvaii    Marsh    Co.,    New. 

York. 
W  luteonili,    K.    L.,    Gritlin    Wheel    Co..    Chi- 
cago.  111. 
Watson.    Willlani    Tlioinas,    Newark,    N.    .1. 
\\all,  iNelson   W..  The  Recording  Fare  lieg. 

t.'o..    Ne«'    Haven.    Conn. 
W  hitniore.   it..   Carlsbad  Water  Supply  Co.. 

New    York. 
Wiliiani.   l-J.  .M..   The  Sherwiii-Williaiiis  Co.. 

Cl.-vclanci.    O. 
While,     S.     .VI..     Kcliiise     ('ar     Fender     Co., 

Cleveland,   o. 
Warr.     A.     C..     Kcllpse     Car     Fender     Co.. 

Cleveland.   O. 
Wood.    M.    .\1.,   General   Elec.    t.'o.,   Schenec- 
tady.   N.    V. 
W  I'ssel.    .1.     F..    General    Elec.     (.^o..     lialli- 

11101c.    Md. 
W  ampler,      Willlani.      I'eiklialil      .Mfg.      Co.. 

New    York. 
Wakeiiian.    J.    .M.,    Sticit     Uailwav    .biiinial. 

New    York. 
W.-ilsoii.      W.     .1..     A li.aii      101. -I-.      Works. 

ri'..\i.I.'n.'.'.    It.    I. 
Walk.-r,     W.     11..    Tli.-    I'.-ilcral    Sii|i|ily    Co.. 

Clii.-ag...    111. 
Wilson.     F.     C.,     A. lam     C.i..k's     Sons.     New 

Y.irk. 
Walthcr.     W.     .1..    C.     S.     K11..H  l.-s,     ll.>sloli. 

.Mass. 
W  illi.inis.    B.    A.,    Clias.    II.    li.-  Wilt    &   Co., 

N..W    York.     .N.     Y. 
Williams.    J.    I.,    Inger.soll    C..11.    c.i..    I'ilts- 

liurg.    I'a. 
Wi-alliermon.    C.    J..     Van    Horn    .V     Fill. ill 

lOle.-.    Co..    Cleveland.    11. 
Ward,     .lohn      K..     Gold     Car     Heating     «.- 

Lighlliig    Co..    New    York.    N.    Y. 
Wh-kwlri.,     K.     F..    Ohio    Brass     Co.,     Mans- 

II..1.1.    O. 
Wakel.....    II.    1!.,    Geo.    W.     Kliowll.iii    Itiib- 

l.cr   I'....    Boston.    Mass. 
Waldeli.    Will.,    I,.    C.    Chas..   &    Co.,    Host .111, 

Mass. 
Wattles.     .laiiL's     F..     Band     Averv     Slip]ily 

Co..     Bosl.iii.    .Mass. 
Whan. ill.    Will..    .Ir..    Win.    WImrloii,    Jr.,    .t 

Co.,    111.'..     I'lillailel|ihla.    I'll. 
Willi...     .1.     G,.     .1.     G.     Whit..     &■     C.i,.     New 

York. 
Wilson,    liar.. 1.1    1!..    Slanl.'v    lOle.-.    Mfg.    Co., 

Chl.-ag...     III. 
W.H..I.   Chas.   N..    Frank    Kl.lloli   C...    Iloslon. 

.Mass. 
W.....lwar.I.    A.     II..     iMl.'rnalloiial     Itcglsler 

Co..    Chi. -ago.     III. 
Wherry.     W.      II..     l.-..rest     Cllv     lOle.-.     Co.. 

Cl.-v.daml.    O. 
Wlllmr.     Will..    The    Flee.    Motor    &    Fiiulli 

lii.'lil    Co..    Newark.    N.   J. 
Wlllliiiiis.    Guy    v.,    Bryan  .Marsh    Co..    N.-w 

Y.irk.    N.    V. 
W llirl.lge.    J.     l,.'sti.r.    Tlii.    lOli-...    SI. nag.. 

Kallery     Co..     I'lilla.l..lplilii.     I'a. 
Yat.-s.    .\l.    lie    Forest.    Til..    lt...-oriIlng    Fare 

Reg.    Co..     New    lllO'ell    Conn. 
Vales.     Cliiirles     N..     'I'll..     Hcconllng     Fare 

it.'g.    C....     .Ni'W    Haven.    Conn. 
Yniik.r.    c.    V..    Hiin    Sand    Bin    Co..    Trov. 

N.    V. 
Y'ardley.      John      Howard.      Keyslone      Ciii- 

Whcel   Co.,    I'hlliidelplila,    I'a. 
lltholT,      II.      W.,     Illllo      Brass     Co..      Mans 

Delil.    O. 

l.AlillOS. 

VIr-.  \  l.'l.o   Aiigi'rer.    I'lilliideli.lilii.    I'a. 

Mrs.  F.    L.    Ashley.   Glens   Falls.    N.    Y. 

.Mrs.  C.    A.    Aldeli.    Slci'lton.    i'a. 

Mrs  lliirclicr.    Chicago,    111. 
Miss    Itr.ivwood,    Clilcag.i,    III 

Miss  l!..rlhii     H.-rrv.    New     York, 

Mr«.  Scoll    II,    Blewcll.   SI.    L.ails.    .M... 

Mrs.  Ckaa,  G.   Burloii.  Chicago.   HI. 


G16 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  Xlll.  No  R  b. 


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AolK   Kk'WPtt,    8t.    LoulD,    .Mu. 

r.   A.   Itnhtislo.  Ni*w  York. 

b'ri-il    llrollii'rIiniMl,    l*lilt-iiKi>>    HI- 

J.    N.    Ilnii'k.    lloslt>i).   .Muss, 

Itrxtlifrhnuil,   rlih'iijfn.    111. 

llroiiiiiii. 

W,   K.   Il.iird.   fhllnili'iiilil!!.   I'ii. 

Iti'lknuii.   clilciiK".   III. 

ltriiil>,   Syruciisf,    N.    V. 

J.    10.   Itliiki'sli<.v.  Clilruk'".   III. 

V,   K.    Ititlilwlh,   i\fw    Vork.   .S.    V. 

Iliilli')'.   Clili'iiuu,    III. 

.Sli'llu    llrliikiiiaii. 

i'ari>y,    lliistui),    .Muss. 

L'liirk,   KksIiiii.   .Muss. 

N.   A.   (.'lirlsteusi'll.   .Milwiiuki-ts   Wis. 

I'ruiik    i;.    lusi'.    Siii('ii<rlilil.v.    .N.    Y. 

t'uri'y.   ScliciU'i.'tn(l.v.   N.    Y. 

J.    \'.  Ciiirk.'.   .\i«    York. 

J.  T.  riiiinlDKliaiii,  Nfw  York. 

ICdward    lU'iniiscy,    Snratoua,    N.    V. 

W.    1.    IHiki'nn Ni-\v    York. 

J.    r.   lllxou.   .\v»    York. 

V.    DoolllK'r,    Walrrtowii.    N.    Y'. 
iWo.    S.    JMivIs,    Clfvi'latiil.    1). 
liTO.   W.   Klllolt,   New   York. 

John    !■;.     Klilriil.    Jr..     Mliwauki'v. 


oiiry 


W. 


Kri'iicli.     WaliTlMiry, 


Josopll   KllZ|>atrli'k,   llostol).   Mass. 
A,    i:.    rii'iiillii;.   rillsliurK.    I'a 
.las.   A.    Koslcr.    I'lillaiii'llihla 


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.M.  (iallaullir.    |-|illa<li'll>lih 

F.   Cavlcv.  Troy.    N.   Y'. 

li.    Uav.    Clov.'laiiil.   O. 

It.    Coriloii.    Cranil    I'Minn    II(>l4'l 

M.  Urltllii.  Di'trolt.  .Mich. 

II.  (inhlo.   riilladi'Mililii.  I'a. 
...    Y 


J 

W 
II 
J. 
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W 

I'".   II.  (iaie,  Srlicni'ilaily.   N 
Nolth'  <:railv.    Nt'w   Y'firk. 
li.   II.   IIoiiov.   ChUaKo.   III. 
W.    K.    Illniiuiii.   Kayloii.   it. 
.1.    S.    lliiiulin,   Clil.aKti.    III. 
K.    I>.    IIi'iiueiiilMmrjr.    Cliif.'iKi'. 
(!.    S.    IlasliElKs.    Cli'veland.    <). 
('.  .1.   Harrlnctnn.   ,\ow  York. 
A.   Ham,  Troy,  N.  Y". 
.IiMialo  Until,  Troy,  N.  Y. 
W.    II.    IlrilllnKS.    rilllaili'llilila.    I 
(>.    I',   .loiiiisoii,   Kalaiii:i/.oo,    Mlcli 
John  I*.  Jay.  Jr.,  Now  York. 
S.    I!.    Kt'Vs.    N'«'w    York. 
C.  I>.   Kiiicht,  Milwankci..  Wis. 
liCiiaii.   Ni'W   Y'ork. 
.lost-pli    l.t'iiliii;jpr,    Dayton.   O. 
Itolil.    I,..ii;.-,    HulTiilo.    N.    V. 
Jnniis   W.    l.voiis.   Cliiiaeo.    HI. 
T.    M.   I.ookc,   ViLlor,    N.    Y. 
Kav    I-ovcll,    Coltiinlitis.    O. 
H.    I.cv,   Cleveland.  O. 
II.  li.   I.itther,  Cainliridj.-i'iiorl,  Ma 
Jidm  S,   Lapp.   Itostoii.   Mass, 


I.ockwood,    Iii'lfolt.    Mii-ii. 
\.   Miilcare,  Ni-w  Y'ork. 
.S.    Nolhercut,    Clllcaco,    111, 
K.   Onilck.   Detroit,    Miili. 
I".   Old,    New   York 
Y,   I'lillllps.   Detroit,   MIeli. 
S.    I'evear.   .Selieneelndy,    N.    Y. 

John  C.   Uohinson,  Boston,  Mass. 

Uoliier. 

<'.    r.   Kiinyon. 

IT.   T.   .Seheriuerhorn,   New   Y"ork. 

I>.  II.   Sisson,  New.irk,  N.  J. 

I*oter    Smith,    Detroit, 

Smith,    Detroit,    Mieh. 


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Mre. 


Wi'buter,    CblcnRo. 
Jninen  F,  Wattles.   HoMlnn,   MnM. 
J.  O,   While,   New  York, 
S.    .Murray,    .New    York. 
i:inier    I'.    ,Morrls,    .New    York. 
J,   (J,    .Miller,   St.    I.oiiis,    Mo. 
II.    h\    Mnrllli,     l-hliadi'lphla.    Pa. 
II.    K.    Morrow,    llliiis    I'alls.    .N.    Y, 
W.    II,    .MeVleker.    New    York. 
I'rederIek    C.    .Mil.iwee.    .New    Y'ork. 
.MeI.ewee,     ,New     York. 
J.    It.    Melhtyre,    Syraetise,    N.    Y". 
Cora    I.ee    .Norwood,    naltlniore,    Md. 
.Maline    NorwiKHl,    Ilnllliiiore,    .Md, 
!■•.    .M.    NIeholi.    Troy,    N.    Y. 
y.     II,    NewcMiiib,     HnMiklyn.    N.    Y', 
Newconili,    Hr.."klvti,    .N,    Y. 
Dlaf    Oberjt',    llosloii,    .Mass, 
A,    K,    l>ld.    New    York. 
.Mason    11.    I'ralt,    Slii'iton.    I'a, 
<;,    W,    I'ursons,    Steelioii,    I'a, 
Parsons,    Sleelton.    Pa. 
I.ee  II,  Parker.   Illiaea,  .N,   Y. 
ICrllesI    Wolliiiaiili,    Hoslon,    .Mass,' 
J,    C.    Warren.    Jr.,    .Manslieid,    (>. 
A.    I..    Whipple,   Niw-    York. 
Weeka,  New   York, 
II,  K,    Wood,   .New    York. 
A.    t;,    Wurr.    Cleveland,    t). 
M.    ,M,    Wood.    Siheliirlady,    N,    Y, 
J.    .M,    Wakeniaii,    New    York. 
Al.    Deforest    Yates.     New    Haven, 

K.    N.    Itoot,    Kalainazoo,    Mich, 
(i,    1>.    UosenlLal,    St,    I.oiils,    Mo, 
V.     r,     Koohan,     Saratoj;:!     Springs. 

Charles    W.    Itclnoehl,    Ilnrrlsburg, 

Itobert   Skeen,    ChleaRo,    111, 
<;raiit    W,    Spear,    Chiea^-o,    III. 
A,    li.    Shepard,    Cleveland,    O, 
W,    S.    Silleoeks.    ,New    York. 
Silleoeks,     New     York. 
Oeorge    II.   Sanford,   .New    York. 
l''red      F.      Stolkwell,      Cambridge, 

John    Taylor,    Troy,    N.    Y. 
t'iara    Taylor,    Tniy,    N.    Y. 
Kthel   Taylor,    Troy,    N,    Y. 
It,    P,   Tell,   Milwaukee,    Wis. 
11.   Tyler.   Dayton,   o. 
N,    Thompson,    Troy,    N.    Y. 
E,  L,   Van  Dresar,   Wilinln^ton,  Del, 
J,  G.    White,   Alton,   111. 
S,    .S,   C^rane,    Altoona,    I'a. 
W,     K.     Ucnjainln,     Asbtiry     Park, 

Cliarles    Carrie,    .\kron,    (i. 
Charles    Lahr,    .\kloTi,    u. 
Kd;;ar  S.   Fassell.    .Mbany,    N.    Y'. 
I',   U,   Simpson,    Itlriuiii;;liain,    .Via. 
J,   K.   Newman,   ltiriiuii;;ltain,  Ala, 
John    I.indall,     lioston,    .M^iss. 
K.    Llbby,    lioslon,    .Mass. 
W.    K.    Harrington,    Camden,    N,    J. 
H.   J.    Davles,   Cleveland,   O, 
E,    F,    Moore,    Dallas,    Te.\, 
J,     F,     I.ardner,     Iiavi-nport,     la. 
Tliomns    Lynch,    Detroit,    -Mich. 
Jidin    Kerwln,    Detroit,    .Mieh. 
John    A.    Beeler,    Denver.    Col. 
U.    H,    Swift,    East    .St,    Louis,    III, 


Mrs. 

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Mrs, 

.Mrs. 
.Mich. 

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.Mrs. 

Miss 

Miss 

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W.     W.     Annablp,    Grand     llnplds, 

0.  K.  Jidinson,  Omnd  Hnplds,  Mieh, 
Wallace     Franklin,    (Irand     Rapids, 


ice    K.    Franklin,    Urand    Itaidib 

II.    Colvin,    lilens    Falls,    N.    Y. 
K.    i*reen,    Hanillion,    iint. 
F     .MarlotI,    llainlllon,    lint. 
It.     .Mnsser,    Harrlsbiirt;,    Pa. 
,\.    .Vrmslr^ing,    Harrlsburg,    Pi 
Moore,    HarrlsburK,    I'a, 


A, 

C. 

w, 

F, 
W, 

H, 
Fninklln      Woodward. 

A.    W.    Dean,    Haverhill,   Mass. 
C.    J.    Harrington.    Ithaca,    N.    Y, 
Oli^'cr    Harrington,    Itliacn,    N.    Y, 
W.    J.    Thorp,    Llltle    Itock,    Ark. 
W.    D.    .\ppemon,    Lynchburg,   Va, 
J.    W.    Iliincis-k,    Lynchburg,    Vii, 
Kllxabelh      II.      Ogdeii,      Mnyniird, 


It. 


Hi 


.Mrs, 
Julia 
H.  I 
.M  rs. 
Mrs. 
.Mrs. 
Mrs. 
.Mrs, 
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.Mrs, 
Mrs. 
Mrs. 
.Miss 
Mrs, 
Mrs. 
Mrs. 
Mrs, 
.Mrs, 
Miss 
Mrs. 
Mm. 


II,    C.    Mackay,    Milwaukee,    Wis, 
IC,     W.    Olds,     Milwaukee,     Wis. 
II.     M.     Itace.    Milwauki.*.,    Wis. 
J.    11.    Wilson,     Mobile,    Ala. 
W,    li.    Itoss,    .Mitnlreal,    Canada. 
J.    K.   .Newman,    Nashville.    'I'eiin. 

E.  E.    Potter,    New    Ilcilford,    .Mass. 
Andrew     Itadel,     New     Brunswick, 

II,    N,    Brown,    Norfolk,    Va, 
W,   C.  liotshall.   New   Y'ork, 
('.     Martling,    .New    Y'ork. 
Bell,    New    York. 
II.    J.    Clark,    Oneida,    N,    Y, 
II,    C.    Slone,    Oneida,    N,    Y", 
Paul    I.    Brady,    Oneida. 
Itobert    E.   Drake,  Oneida,   N,    Y, 
lletia    Brady,    Oneida,    N.    Y. 
Maude   Brady,   Oneida,    N,    Y, 
C.    S,    MIKliell,    Pittsburg,    I'a. 
George    W,     Prentice.     Providence, 

,1,    E,    Thlelsen,    Providence,    U,    I, 

II.    F,    Sherman,    Proviilenee.    K.    I, 
A.     E.     Potter,     Providence,     It,     1. 
Ceorgc    Westi>n,    Itockford,    III, 
Thomas     llawkeli,      Itockland,     Me. 

'Kirey    L.    Ford,    San    Francisco,   Cai. 

l-'rederic   H.    Iteed,    San    Jllau,    I'orto 

IC.    F,    Peck,   Schenectady,    N,    Y', 
Keith    Bean,    St,    Joseph,    Mich, 
.    Iile,    St.    Louis.    Mo, 

J.  C,   Boss,  Steubenvllle,   O. 

A,   L,  Linn,  Jr.,   llticn,  N,  Y. 

II,  J.  Claik,   Clica,   N,   Y, 

11.   C,   Sloae,    mica,   N,    Y, 

Gi'orge  II.  lliisenthal,  Venice,  111, 
II,  W,  Fuller,   Washington,  D,  C, 

S,    L,    Nelson,    Wicliiia,    Kan. 

C.     E.     Fivnn,     Wheeling,     W.     Va. 

F,  B.    Archibaltl,    Detroit,    Mich. 
Hall,    New    Vork. 

E,    H,    Bass,    Slillwater,    N,    T, 
.S,  J,    Kidder,   St,    Lonis,    Mo. 
Fred,    L.  Merrill,   New   York,   N,   Y', 
C.   W,   Powell,  Troy.   N.    Y. 
George   W.    I'arsi>ns,   Steelton.    Pa, 
Parsons,   ,steellon.    Pa. 
Frederic    H.    Iteed,    New    York, 
li,    F,    Swartz,    t'atasnuqua.     Pa, 


DEARBORN  DRHG  &  CHEMICAL   WORKS. 


Itiilicrl  !•".  Cai-f.  viii'-pi'esiiieiit  ami  si'iif'iil  iiiaiiasi-r  of  the 
lii'aHnini  Dnif;  A;  Clu-miciil  WiirUs,  Cliirasii,  was  unable  to 
atti'iiil  llii'  coiivi'iitioii,  ami  W,  T,  .Iiiliiisoii,  mauaisor  of  the 
rhilailelpliia  nffire,  i-aine  ill  his  .steaii.  At  tlie  company's  booth, 
whicli  is  tisi'il  chiefly  for  the  receptinn  of  ffiemis  and  other 
callei's.  are  shown  samples  of  the  Dcailioni  boiler  compouml, 
the  Iii-arbiirii  feeder  for  foeiliiig  boiler  compound,  and  photo- 
firnplis  of  the  company's  worlds  and  otflces.  Tliere  is  also  sliown 
a  quantity  of  boiler  scale  whicli  liad  lieen  removed  from  boilers 
by  moans  iif  Dearborn  compouml.  .\s  is  its  custom,  the  Dear- 
luirn  company  has  a  variety  of  souvenirs  to  distribute,  includ- 
ing pencils,  blotters,  snappers  and  a  new  style  of  Liptoa  cup, 
the   last-named    bein;;    iiitiiided    to    amu.se, 

NATIONAL   ELECTRIC    CO, 


The   company   has   received   and   accepte«l   an   Invitation    to 

,illenil  the  reniisylvaiila  st.'ite  railway  convention  at  William.s- 
IMUl   nil   September  2ilth. 

I",  (',  Itaniiail,  jicncrai  manager  of  the  National  Electric  Co,, 
bi'oii^lit  two  automoliilcs  to  the  conveutioii  from  New  Yorlv 
City  ;iinl  lias  placed  them  at  tlie  dispo,sal  of  lady  visitors,  a 
compliment    wliich    is   gratefully    aiipreciated. 

WHEEL  TRUING  BRAKE   SHOE  CO, 


The  ,\ational  RIectric  Co,,  formerly  tlie  Christenscn  Engineer- 
ing Co,,  of  Milwaukee,  has  in  addition  to  its  air-brake  exhibit 
in  its  booth  an  exhibit  of  a  miniature  school-equipment  air 
brake  in  the  ]i;irlor  of  Cottage  F,  the  lower  door  of  which  the 
company  has  secured  in  which  to  dispense  iiospitality  to  visit- 
ing railway  men.  V.  C.  Itandall,  the  company's  manager,  also 
has  an  office  in  the  Grand  I'nion  and  also  an  apartment  for 
the  exclusive  use  of  the  company's  representatives.  It  Is  to 
be  regretted  that  F.  L,  Hutchinson,  manager  of  the  eleotrical 
sales  department,  is  unable  to  attend  the  convention,  lieing 
detained  elsewhere  by  business. 


'I'iie  AVlieei  'rriiing  |{nii<e  .Shoe  Co..  of  Ketroit.  in  confining  its 
exhibit  lliis  year  to  its  welllkiiown  liral;e  shoes,  which,  the  presi- 
ileiit  of  the  company  states,  are  growin.g  in  popularity  and  have 
lieiii  very  highly  commendeil,  Tlie  company  receiiti.v  won  suits 
liriMight  by  it  against  the  iiio.jeclors  of  an  infringing  shoe,  both 
in  tile  Cnited  States  and  Canada.  The  company's  exhibit  is  in 
charge  of  its  presnh-nt,  .1.  M.  liritlin,  who  is  assisted  by  Mrs, 
(irilliii,  S)iecial  souvenirs  arc  picscnted  to  customers  who  call 
al   llie  company's  iiootli. 

•»,  •».  r, 

THE  PANTASOTE  CO, 


'I'lic  lantasote  Co's,  exhibit  consists  of  a  section  of  a  diaw- 
iii'4  niiiiii  car  in  wliich  are  shown  "  I'antasote"  curtains,  and  two 
revolving  ciiair  scats  and  two  cross  seats  upholstered  with 
"  I  :i'tasote  "  leather.  The  head  lining  of  the  car  section  is  made 
of  heavy,  embossed  "  rantasote,"  handsomely  decorated.  The 
i-Nliibit,  which  is  very  allractivc,  will  be  fniiml  on  the  veranda 
of  the  Grand  I'nion  Hotel. 


5TH  Year.  No.  2— Sept.  3,  1903  1 


DAILY  STREET  RAILWAY  REVIEW. 


617 


FIRST    REGULAR    ANNUAL    MEETING 


( 


.Saratoga,    N.    Y.— Sept.  1—4.  1903. 


\\i;iim:si>.\v.  skpt. 


I'.Ki;!. 


Presiilciit    Farnior    I'.'illcd    tlio   <(inviMitiiiii     to   ordrr   at     10:30 

a.   111.,  and   .'«aiil:    "  1   tliiiiU    tlu>   lii-st   tliiiijr   will   he  the   ix'adinp: 

of    a    papiM-.   "far    Sliop    rnn'tices,"  b.v    .Mfpod    (Irecii,   miisliM' 

iiipohaiiic  of  the  Kochester  IJailway  fonipaii.v.   Uoche.»5ter,  N.  Y. 

I  I'or  Mr.  (ireon's  paper,  see  page  5Uo.] 

DISCUSSION  ON  MR.  GREEN'S  PAPER. 

Mr.  Williaiii  IVstell:  I  would  like  to  ask  Mr.  firoeu  what 
his  e.\perienep  has  lieeii  with  the  air  hoist,  whether  he  has  aii.v 
trouble  with  it  sliiipiu^  at  nil  wlieii  he  fiets  the  load  mi  il  ? 

Mr.  (Jreen:  For  putting;  armature  in  the  lathe  we  don'l  use 
the  straijiht  hoixl.  We  use  the  t'hisolui  &  Moore  air  lil'I.  ■mh- 
of  the  linest  little  tools  ever  put  in  a  shop,  anil  .vou  i-ni  imi 
.vour  loail  an.vwhcre  and  have  il  there  as  long  as  .vou  wani  il. 
With  the  straight  hoist  we  cannot  use  it  to  i)ut  an  arm.nture 
ill  the  hitlie  or  an.vthing  of  that  deseription.  It  will  drop  its 
lead. 

Mr.  W.  O.  .Muiid.v:  Have  .von  h.id  :in.v  e.\perienre  with  the 
iMilance  hoist,  using  Jiir  on  l)otli  sides?  1  am  using  that  for 
handling  armatures  and  I  find  .vou  ean  place  it  just  about  as 
earefiill.v   as  you  ran   with   ehain   and  block. 

Mr.   Oreeii:     No.  1   haven't   had  .'in.v  experience   willi   that. 

Mr.  Lake:  I  will  say  I  am  using  tlie  s;iiiic  tiling  witli  salis- 
faefor.v  result. 

.Mr.  I'estell:  Do  .vou  find  lliat  holds  the  load  in  any  position? 
For  the  information  of  the  members  I  will  sa.v  that  with  the 
company  I  am  I'nnnected  with,  in  our  shops  we  have  handled 
over  30.000  trucks  and  we  have  all  those  hoists.  We  have  ar- 
ranged a  little  runway  to  near  where  those  trucks  are  placed 
and  It  Is  probabl.v  ."00  ft.  from  where  we  start  to  where  we  droji 
It  and  we  hoist  our  truck  and  can  push  It  along  on  this  Utile 
trolley  until  they  come  to  the  cross-track  where  they  are  removeii 
and  we  have  no  trouble  In  carrying  it  that  distance.  We  do  not 
have  the  one  long  hose.  Wc  have  a  short  liose  at  each  end  and 
pass  it  along  that  wa.v. 

.Mr.  I.indall:  We  use  in  our  shops  a  straight  lift  pui-nmalii' 
hoist  of  from  3. (Km  to  O.omi  lb.  capacit.v  and  we  liavc  no  trouble 
In  putting  the  wheels  on  llie  lathe  centers  with  a  siraiglil  lift 
hoist.     We  also  have  a  piieumallc  gear  hoist. 

Mr.  f)lds:  In  Milwaukee  wc  also  use  the  siraiglit  lift  in  jiuttiiig 
the  armature  In  the  lathe  and  In  doing  that  hoisting  we  have  no 
trouble  to  speak  of.  Once  In  a  while  In  the  handling  of  trucks 
or  wheels  r>r  holding  motors  suspended  for  a  time.  It  will  give 
down  n  little  but  geniTall.v  speaking  there  Is  no  trouble  in  thai 
respi'ct.  The  hoiiit  that  wo  use  for  putting  armaliires  In  the 
lathe  has  n  small  valve  on  It  so  that  the  air  goes  Into  It  very  slowly 
and  yon  don't  gi-t  the  Jerk   that  you  would  otherwise. 

Mr.   I'estell:     I   would   like  to  ask   If  nn.vone  else  has  had  ex 
perlence   with   the  cross   transfer  table   In   taking   trucks  out   of 
double  truck  cars? 

Mr.  llreen:  We  are  building  a  riiioft.  car  house  on  one  of  our 
dIvlHloiis  and  we  are  putting  a  transfer  tabl<>  In  that  car  house  for 
that  piirjiose  alone. 

.Mr.  ISIgelow:  In  om-  slilpplne  deiiartmeni  ei|iilpmenl  hIioji  wc 
have  a  slrnlghl  air  holsl  llial  works  very  sallsfadnrlly  In  loading 
the  cars  with  the  malerlal  we  wish  to  ship. 

.Mr.  OIJs:  I  note  by  .Mr.  (ireen's  paper  that  he  dur's  all  of  the 
work  In  the  pit.  I  presume  that  refers  more  particularly  to  tin' 
KiiiKle  truck  cars.  Willi  us.  our  double  truck  work  is  all  done  afler 
the  Irui-k  Is  removed  from  under  llir'  car.  We  have  found  It 
more  satlHfactory  than  doiiie  It  in  the  pit. 


Mr.  .Muiidy:  \\'e  an'  doing  ii  good  dnil  of  llie  repairing  from 
overhead  and  intend  lo  do  il  all;  liul  tiiis  brings  us  into  a 
siluation  which  has  been  quite  a  puzzle  to  ine  and  if  there  is 
aiiyliody  else  who  has  had  any  experience  in  that  lino  it  would 
be  a  great  deal  hI'  liclii.  1  liave  installed  a  luotor-drivcii  iiie- 
cliaiiii-al  hoist  wliiiii  from  tlie  time  the  car  enters  the  siiop 
until  it  is  in  the  air  ready  to  allow  the  truck  to  run  out,  is 
less  tliaii  one  iniimte.  With  a  4-inotor  ear  we  have  at  least 
Hi  leads  In  discoiniecl.  With  the  ordinary  method  of  connect- 
ing lliesc  leads  it  takes  a  pretty  good  man  at  least  two  min- 
nlc's:  in  ullur  words  it  will  take  longer  to  disconnect  the  mo- 
liirs  Ihaii  il  will  In  Imisl  llie  c.ir.  1  am  looking  tor  and  trying 
III  gel  up  siinie  very  r.-i|iid  iiicUind  nl'  connecting  the  motor 
liMils  wlii.li  will  lie  llioroughly  elhcicni.  .\l  the  present  time 
I  will  acMiiiowlcilgo  I  have  not  struck  it.  1  have  asked  the 
lieneral  Kiciii-ic  Co.  and  llio  Westiughouse  Comiiany  to  solve 
lliis  problem  lull  llicy  bolii  say  they  have  had  no  experience 
in  liiis  parlicnlar  licid  .iiid  llicy  do  not  appear  to  be  very  en- 
tlinsiaslic  in  lieiiig  able  lo  liil  il.  Now  if  anybody  anywhere 
around  I  In-  icnintry  lias  li.id  .'iiiy  e.xiicricnce  along  that  line  and 
can  give  me  any  inronmilion  it  will  help  me  cousidcialilc  lie- 
cause  I   will  surely  need  it.     II   means  dollars  to  us. 

Mr.  (irecn:  I  would  like  to  say  in  answer  to  Mr.  olds  tliat 
uc  do  not  .jack  a  liody  of  any  description  or  lift  a  body  oft 
llie  trucks  iiiidci-  any  consideration  unless  the  car  is  going 
liiroiigii    till'    slioiis    for    general    repairs. 

Mr.  I.ake:  1  uoiiid  like  lo  ask  Mr.  Muudy  wlial  kind  of 
niolor  council  ion   lie   uses,   wliat  kind  of  a   joiiil? 

Mr.  Miiiidy:  .\l  llie  picsml  lime  1  .■iiii  using  a  2  A  (•oiincclor 
Willi   screws:   il    is   a    lleiirr;il    lOlectrir    connection. 

Mr.  Lake:  Tlie  Westingliouse  broken  connection  is  much 
more  convenient  lo  liandle.  ipiicker  to  ojierale  and  by  using 
a  piece  of  hose  instead  of  taiie  at  the  Joiiil.  I  Uml  liny  can  lie 
connecled  and  disconnecled  very  quickly  and  tlic  hose  slips 
on  and  off  readily. 

Mr.  Miiiidy:  'i'lie  Wcsniiglionse  coniicclor.  if  1  reinemlier 
ciirrcMIy.  is  bcllc-r  jiropoil  ioncil  for  a  l.-nge  size  wire.  Von  are 
IH'iili.'ibly  using  lii.-il  on  .xonr  iiili'i'iirban  cars.  Wlien  you  get 
on  cars  of  20-li.  p..  and  even  up  lo  lO-ii.  p.,  the  connector  Is 
a  small  piece  of  aiiimral  ns.  To  be  tlioronghly  salisfai'lory  it 
must  be  so  lliat  yon  can  piil  it  into  llie  motor  cable  and  pull 
it  through  llie  iiiKulalion  Inisliing  in  tiie  motor.  We  do  not 
want  lo  iiave  lo  solder  or  do  any  oilier  I'onneclion  of  that  kind 
afler  llie  lead  is  in  the  motor.  ICsiiecially  is  this  true  of  the 
brush  lioliler  leads  and  berorc  adopling  anything  at  all  I  am 
slill  iiunting  around  willi  llie  liopcs  of  slriking  somcliilng  that 
will  be  small  eiioiigli  lo  go  Ihi-oiigli  llie  opening  in  (lie  motor 
and  yet  can   hi"  lliorongiily   insulaled.     'I'iie  use  of  iiosi'  or  lapc 

■eillier.    I    Ihiuk.    is   oliiedioiiable,    if    il    can    I \  ei inc.      .\t 

llie  iirescnt   time   1    do  mil    know   liow   it  Is  going  lo   be  done  so 
I  do  nol  know  It  can  be. 

Ml-.  Wrighl:  I  will  say  for  Mr.  Mnndy's  Inl'oriiKillon  thai  we 
use   (lie   s.'iuie   covering   for   llic    larger   conneclors    Inil    lor    llie 

small   sized   com lor   il    saves   (he   lime   of   li.'indiing    Hie    liijie. 

The  connector  Is  soldered  lo  the  motor  Iffad  and  two  screws  are 
used  at  the  other  end  for  fasleiilng  (lie  lead  lo  the  car  body 
anil  llieu  we  use  a  piece  of  hiinl  (Hire  tube  lo  cover  dial  cim 
ncclor  and  there  are  two  holes  for  llie  screws  In  llie  liilie. 
'I'lich  we  use  a  piece  of  sofl  rubber  Inlie  lo  cover  (lie  screws 
which  has  a  teiideiii-y  (o  keep  (he  screws  light  and  at  the  name 
lime  Ininlales  llieui;  II  Is  also  easily  slliipcd  away  so  that  you 
can  get  nt  the  screws.  Of  course,  with  the  .lack  knife  con- 
nector,  as   I    call    il,    that    Mr.   T.aki.'   referred  to,    wo   have   no 


iin 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Voi     XIII.  No   8b 


Ht-rcwM  to  liolil  It  iiikI  you  liiivi>  gut  lo  i-llliur  liiiii'  It  lit  uiic  i-iiil 
or  nxi-  II  Hofi  riililicr  sUwo  iit  the  slili-  to  ri'ljilii  It  in  plni-o. 

Mr.  Miiiiily:  lllil  I  iiiiilcrsliiiiil  .Me.  Wriuhi  t>i  N;iy  he  nuMiti'iI 
tlloKi-  rlllls  onto  llli-   tll-.\lllli>V 

.Mr.  I.iikc:  .Motor  Inid,  yes.  'I'liiil  t'lvi'S  ymi  ii  Kinall  iiiiilii'i-lor 
Hint   u'lll  Hllilf  riiilii  tliroiiKli  iiiiy  Jam. 

.Mr.  I.liiiliill:  Oil  mir  Kloviitt'il  iiiolor  wt-  ii.ki"  tin-  Wi'stiiiKlioiiKi' 
iloulilo  Joint  I'oiiiii'ctor  iiiiil  wo  apiiri'i-lulo  tin-  viiliio  of  liarlii;; 
rtoiiio  rasy  way  of  (ll8i-oiiiii>i-tliii;  tlu'iii  on  aoroiiiit  of  IiiivIiik  to 
tiiko  tlie  triK'kK  out  t-vory  two  wockn.  Wv  uso  iivt-r  tlio  coniiwt- 
or.x  II  iilccc  of  riihlior  how  of  rlri'iilar  form  and  oacli  .slilo  of  tlii- 
I'oniii'i'tor  wo  liavo  a  little  oloat  Unit  takoK  tlio  four  load.s  so  that 
(111-  loails  and  the  iiisiilalloii  for  tlio  iiiiiiici'iiir  arc  held  In  plaot' 
liy  tliosf  i-lcnts;  llio  elealii  aro  hold  liy  ono  holt  In  oacli.  It  takes 
a  man  ahout  two  luhniles  to  diMeonneet  Hie  motor,  that  Is.  iii- 
I'liidlii;;  the  work  of  taking  up  the  traps  and  .so  forth. 

.Mr.  .Morgan:  I  would  like  to  ask  .Mr.  Creeii  If  he  has  any  flg- 
ures.  I  notlee  lie  made  the  slali'iiieiit  that  he  never  removes 
the  ear  body  from  the  trucks  unless  it  Is  for  general  repairs.  I 
would  like  to  know  If  he  lias  any  ligiires  or  general  Ktatenient 
wlileh  shows  tli(>  oronomy  of  taking  Hie  truck  out  to  remove  the 
ariiiatiires  or  of  rcniovliig  the  armatures  Iroiii  below  which  he 
would  have  to  do  if  lie  did  not  take  the  truck  out? 

.Mr.  Creeii:  I  couldn't  give  the  exact  ligures  miw.  .\t  one  shop 
«e  have  eight  men.  ,\t  Stale  St.  I'ar  house  we  have  12  men 
who  assist  oil  liglit  repairs  and  of  these  with  the  transfer 
table  at  the  Slate  St.  car  house  we  had  more  work  at  the  shops 
with  eight  men  than  1  can  possilily  do  at  the  transfer  table,  tak- 
ing the  trucks  out  sidewlse.  I  couldn't  give  you  the  e.\act  tignres 
unless  you  come  to  Itochesler. 

.Mr.  Morgan:  There  .seems  to  be  some  doubt  as  lo  which  is 
Hie  easier  way  to  handle  trucks  —  whether  to  take  them  out. 
IVrsonally  1  should  Imngino  that  the  thorough  in.spection  of  a 
truck  after  being  taken  out  from  under  a  car  is  of  siicii  v.ilii" 
that  it  would  be  better  to  take  the  tracks  out.  That  is  our  ens 
tom.  We  take  the  trucks  out  and  got  an  exaiiiiiiation  and  we 
run  a  Irigli  speed  roail — not  a  phenomeual  speed  —  about  4T>  to 
.Ki  miles  an  hour  in  parts  of  our  road  and  we  think  lliat  the  tak- 
ing out  of  the  trucks  and  the  uioolianical  department  being  able 
to  give  them  a  very  thorougli  examination,  nialerially  decreases 
our  lialtility  of  loose  bolts  and  oilier  lliings  wliicli  c.uise  annoy 
aiice  and  accidetits. 

.Mr.  liaker:     Mow  often  do  yon  take  those  trucks  out'? 
Mr.  ilorgan:    When  the  armature  gets  low  on  tlie  bearings  we 
tiike  them  out. 

.Mr.  Haker:     How  do  you  liinl  lliat  mit':' 

.Mr.  Morgan:  Kroiii  below,  by  inspection  done  from  below  and 
we  have  gauges.  1  guess  it  is  an  almust  universal  custom  for 
testing  the  armature:  and  if  we  liiiil  liic  armature  low  we  take  it 
out  and  replace  the  bearings  anil  thru  cxaiiiine  the  truck.  We  can 
do  that  easily  with  jacks  although  we  are  at  present  equipping 
our  sliojis  witii  a  large  niotor-ilrivcn  hoist  which  is  being  nianu 
factured  especi.illy  fcr  us  w  hidi  will  take  llie  eiiliic  car.  trucks 
and  all  up  in  the  .air  if  we  want  to  do  ii. 

ilr.  Baker:     Do  you  maki'  any  other  inspection  uiidi'r  llic  c.uV 
.Mr.   .Morgan:     .Ml  our  daily   general   iiispccliiui    is   made    inolir 
ll.c  c:n-. 

.Mr.  I.aki>:  'I'his  mailer  in  car  insperlinii  1  wmiid  like  lo  in- 
(|Uire  about  for  information,  more  tliaii  anything  else,  how  often 
or  what  iiietlmd  the  most  of  you  n.se  in  this  general  overliauling. 
.My  method  has  always  been  to  give  a  oar  a  general  overhauling 
.'ind  general  inspection  after  it  has  made,  say,  'Jb.lKlO  miles.  Tak- 
ing a  uuinlx-r  of  cars  that  will  vary,  say,  from  twenty  to  thirty 
HiousaiKl  iiillis  before  you  can  get  around,  but  I  have  my  cars 
liispe<-ted  from  uiiderneatii  tluMoughly  every  day  or  every  olhci' 
day.  They  don't  .get  an  inspection  every  day  because  as  a  general 
Ihiiig  during  the  week  days  llii'y  only  run  every  other  day.  thai 
Is.  in  cool  weather.  If  the  days  are  warm  I  change  thiiii  off 
ill  the  middle  of  the  day  when  we  change  crews  and  going  on 
our  road,  the  length  of  it.  and  Ihe  nuniber  of  trips  we  are  making, 
the  car  makes  from  'MTt  to  300  miles  a  day  if  It  runs  the  full 
day;  aud  Saturdays  ami  Sundays  our  cars  are  all  in  service, 
wliicli  are  eigiil  in  niiiiiber,  and  we  run  linlf  hour  service  Satur 
days  and  Sundays  but  of  course  these  two  days  the  cars  are  not 
Inspected    any    more    than    the    regular    running    inspection    that 


every  ear  gels  ns  it  goes  by  the  car  house.  That  Is  a  matter 
that  unlle  a  liumlier  have  brought  up  lo  me.  « liy  I  do  it  and 
<'H|ieelally  my  ear  inspector.  He  says  It  takes  a  good  deal  of 
time  to  run  out  and  Inspect  a  ear  every  time  It  goes  throiigli. 
lie  says  "  We  never  liiiil  anything  wrong."  1  said  "  Von  do  oiiee 
III  a  while."  He  said  "Oh.  yes.  oiee  ill  a  great  while."  I  sold 
"That  will  pay  all  It  will  cost  for  a  number  of  days  liispoetlon." 
So  I  think  the  liispeition.  the  travelling  inspeetioii,  is  n  giwHl 
Idea. 

Mr.  Uallard;  I  would  like  to  ask  in  the  inspecllon  of  these 
cars  or  any  ears,  what  experleiiee  you  have  had  with  the  Conant 
ti-stiiig  inaehine  or  any  other  device  for  deterinlnlng  weak  fields 
when  your  armatures  are  giving  trouble,  to  locate  whether  It 
Is  a  weak  Held  or  what  the  trouble  Is.  We  are  using  a  device 
made  by  Mr.  Conant  called  the  roiiant  testing  device  for  test- 
ing weak    fields  nml   wc  have  had   great   success   with   It. 

Mr.  Lake:  My  experience  with  that  device  has  been  very 
satisfactory  although  with  the  ei|uliimeiit  that  we  liavi-  I  have 
pot  been  troubled  very  much  In  that  respect  with  weak  fields, 
that  is.  thus  far. 

.Mr.  .Mundy:  IJcferrlng  first  lo  Hie  inspection  of  the  ear  by 
the  mlliage,  I  think  thai  uiidoiibledly  this  Is  the  only  way  that 
we  will  eventuall.v  get  thorougli  snci-ess  for  In  my  own  ease 
dining  the  rush  hours  we  are  operating  abcuit  from  ST.'i  to  OIK) 
cars  but  during  Hie  middlu  of  Hie  day  that  iiiimber  is  droppeil  to 
.'ilioiit  -I'.'.'i  to  4riO.  ineaiiliig  that  in  the  morning  and  evening 
\\r  run  out  a  number  of  tripjiers.  Hiat  in  a  great  many  eases 
don't  make  more  than  one  trip,  hence  a  single  car  in  a  month 
m.Ty  make  from  six  to  seven  thousand  miles  and  its  mate  may 
not  make  over  a  thousand  miles.  If  we  try  to  go  by  the  time 
basis,  the  one  ear  miglit  destroy  its  apparatus  while  the  other 
one  has  hardly  coi'iinienceil  to  show  any  signs  of  wear.  Taking 
this  into  consideration,  1  considered  that  the  mileage  basis  was 
Hie  only  one  on  which  I  could  work  and  I  have  since  the  first 
of  this  year  been  keeping  the  individual  mileage  of  every  oar. 
Hut  when  you  get  into  that,  esjie/'lally  in  city  service,  you  find 
a  great  many  difficulties  that  you  did  not  anticipate.  I  find 
tli.it  on  our  different  lines  —  and  we  have  some  thirty-two  or 
tliirty-three — that  the  same  motor  will  run  a  different  mileage 
on  the  din'erent  lines.  .\iiotlieV  thing,  the  same  motor  will  run 
a  dill'erent  mileage  when  mounted  on  dilTerent  trucks.  The 
method  of  nKUinting.  tlie  vibration  wliioli  the  truck  has,  makes 
.iusl  as  mueh  difference  on  tlie  wear  that  the  bearings  will 
stand  as  the  inspection  and  care  the  men  give  it.  I  have  had 
armatures  that  wmild  not  stay  out  3.0(X»  miles.  Another  arma- 
ture on  a  similar  car  will  run  ten  or  twelve  thousand  miles. 
When  T  say  3.000  miles,  it  seems  v»'ry  low.  I  am  almost 
asliamed  to  ai'knowledge  it  hut  it  is  a  condition  that  we  have 
to  meet.  We  have  dirt  of  Hie  worst  kind  and  some  of  the 
trucks  are  shaped  so  that  they  do  shake  the  motor  up  the 
worst  in  the  world  and  all  give  you  mean  conditions  to  meet. 
.Now  if  we  can  get  the  liasis  down  correctly  and  work  on  the 
mileage  basis  I  tliiiiU  it  is  midonliliMily  llic  miiy  one  whicii  will 
.ii:ve   tiioroiigh   s.'itisfaction. 

UefeiTing  again  lo  llic  Icsliii;:  of  li.lils.  il  is  a  subject  in 
which  I  have  li;iil  a  gii'at  deal  of  Iioublc  because  we  have 
sni.-ill  motors  tliat  are  doing  more  work  than  they  were  ever 
intended  to  do;  as  you  all  know,  that  iiieans  baking  out  the  in- 
siil.'ition  and  weakening  the  Holds  in  a  sliort  time.  I  have  ex- 
perimented Willi  different  methods  of  testing  these  fields.  I 
have  the  roii.int  coil  testing  mai'liiiie;  I  can  go  out  and  work 
it  myself  but  when  I  give  il  to  the  shop  men  I  find  I  migbt 
just  as  well  give  him  a  stick  of  wood  to  pla.v  with.  He  does 
not  know  aiiytliing  about  It.  .\s  far  as  checking  fields  up  by 
resistance.  Hiere  is  a  difference  between  summer  and  winter 
weather  of  l.">  to  ICi  per  cent  and  the  temperature  of  the  motor 
will  make  that  such.  When  .von  drop  the  resistance  of  a  field 
off  that  amount,  il  I'ommences  to  show  too  and  so  the  resistance 
mi'Hioil  is  a  poor  tiling.  The  only  method  that  I  know  of  at 
!!'('  iiresent  time  Hiat  really  gives  any  ac<-urate  results  is  the 
li-,iiisi"oniicr  test:  but  with  that  you  have  to  have  two  condi- 
tions. You  cannot  have  a  coil  in  a  brass  form;  you  have  to 
iiave  a  miimiii.v  field.  .KnoHier  tiling,  yon  have  to  have  it  out 
of  the  motor  because  Hie  frame  of  Ihe  motor  will  become  red 
liot  before  you  can  tell  anything  in  measuring  the  field.     I  have 


:;th  Ye.\r,  Xo.  2— Sept  3,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


619 


checked  up  a  great  many  flelrls  taken  out  of  the  motors  with 
thi-  transformer  but  we  <lo  not  meet  the  conilitions  that  we 
want  to  meet.  The  fiehl  may  be  all  rij;ht  when  it  is  put  on 
a  transformer  test  an<1  may  be  all  wrong  when  it  is  put  in  the 
motor  because,  in  the  motor,  after  it  is  heated  up.  naturally  the 
copper  swells  in  size  and  occupies  more  space  and  then  again 
it  is  under  pressure  from  the  pole  tips.  You  want  that  coll  held 
tiehtly  so  It  wont  shake  around  so  you  must  have  a  certain 
amount  of  pressure  there.  Yon  may  have  Layers  in  the  colls 
which  if  the  coll  is  left  without  pressure,  putting  them  In  the 
motor  and  pulling  down  the  pole  piece  will  pull  them  together 
and  short-circuit  yonr  turns.  We  have  spent  probably  two  or 
three  months  trying  to  devise  a  scheme  of  measuring  the  fields 
In  the  motor.  T  thought  at  one  time  I  had  It  hut  at  the  present 
time  T  am  going  back  to  the  woods.  Tt  Is  a  serious  point.  The 
weakening  of  a  field  necessarily  affects  your  apparatus  all  the 
wav  back  burning  out  the  armature  and  that  In  tnm  the  rheo- 
stats, thus  blowing  up  the  controller:  and  when  a  controller 
blows  up  with  us  we  have  a  few  passengers  perhaps  lumping 
off  the  car  while  It  Is  running  at  full  speed  and  then  a  few 
damage  suits  on  our  hands.  So  those  motor  fields  cause  as 
much  trouble  as  anvthlng.  but  how  to  measure,  where  we 
ought  to  measure.  Is  a  ouestion  T  have  not  as  yet  solved. 

yjr.  Pestell:  Mr.  Mundy  says  he  can  work  the  Conant  test 
himself  and  T  cannot  see  anv  reason  why  he  cannot  educate 
somebody  else  to  do  It.  T  don't  expect  every  car-house  employe 
to  work  the  Tonant  test  but  It  seems  to  me  the  St.  T.ouls  Tran 
sit  Co.  can  afford  to  have  a  man  educated  to  use  that  machine 
and  keep  him  going  around  and  finding  the  measurements  of 
all  motor  fields.  A  motor  field  does  not  usually  get  short-cir- 
cuited In  one  day.  Tt  Is  usnally  a  ouestion  of  some  little  run 
and  If  those  cars  were  gone  over  periodically  It  seems  the  trouble 
would  he  reduced  and  T  believe  we  can  afford  to  have  a  man 
really  that  does  little  else  but  test  fields  If  the  road  Is  large 
enough.  We  can  surely  find  some  one  man  there  to  work  the 
coll  testing  device. 

>fr.  Baker:  We  have  a  similar  road  In  Hoston  and  we  have 
some  eight,  ten  or  twelve  coll  testing  machines  and  we  have 
had  no  trouble  In  educating  our  men  to  use  them.  We  have 
got  about  thirty  car-house  foremen  and  not  one  foreman  knew 
how  to  use  them  but  a  good  many  other  men  knew  how  to  use 
them  and  what  T  want  to  see  Is  that  this  association  go  into 
our  car  houses  where  they  should  get  a  list  of  our  car-house 
foremen  and  carry  It  to  the  members  of  this  association  and  T 
have  no  doubt  they  would  test  the  fields  almost  as  well  as 
Mr.  Conant. 

^fr.  Mundy:  I  have  always  heard  that  the  Boston  Elevated 
could  he  heard  a  few  miles  around  In  Boston  and  under  the 
circumstances  I  am  quite  surprised  to  hear  Mr.  Baker  state  that 
that  Instniment  Is  satisfactory,  because  when  I  want  to  work 
that  Instrument  myself  T  want  to  get  out  In  the  woods,  clear 
away. 

Mr.  rjreen:  We  use  the  bridge.  Wheatstone  bridge.  All  of  our 
men.  that  Is  our  leaders,  what  we  call  our  leaders  In  the  pit. 
are  held  responsible  for  heating  up  the  fields  of  the  equipment 
as  they  pull  In.  Of  course,  cars  going  through  general  re- 
pairs, the  entire  fields  of  all  motors  are  read  up  by  that  time, 
fn  rewinding  or  relnsulatlng  your  fields  you  find  It  Is  actually 
necessary  to  keep  a  record  of  every  field  that  Is  rewound,  be- 
cause If  you  are  not  careful  and  give  them  an  opportunity  to 
xtretch  that  wire  and  later  It  Is  cut  off  and  you  have  trouble. 
So  we  read  every  field  before  It  goes  Into  stock  and  It  Is  marked. 
If  tlint  field  doesn't  read   short   It  ought  to,  says  the  boy. 

Now.  getting  away  from  that.  I  would  like  to  take  up  the 
(i.iestlon  of  car  Inspection.  That  Is  one  of  the  most  Important 
tilings  that  a  road  has  n  contend  with  today  on  a  system  of 
f.ny  n\zf.  Our  conditions  are  such  that  we  cannot  do  In  Roch- 
cKter  what  Mr.  Baker  would  do  In  Boston  or  probably  Mr. 
Mnndy  In  St.  I,onls.  We  have  taken  Into  consideration  the 
Idea  of  having  Inspectors  out  on  the  lines  giving  so  many  lines 
to  each  one  to  take  care  of  and  Inspect  and  report  on  each  day. 
We  have  tried  that.  If  yon  could  hire  a  foreman  to  stand 
ivlth  each  Inspector  you  might  get  a  better  report.  It  runs  all 
right   for  a  little  while  and  then  yon  are  In  trouble.     You  can- 


nut  linil  your  inspector  or  lie  is  nut  getting  out  bis  reports  as 
tl.cy  ougiit  to  i)e.  They  bring  their  cars  into  the  car  barn;  we 
operate  S(i  per  cent  of  our  rolling  stock  every  day.  whicii 
;;ivis  ilic  master  niechanic  an  opportuuity  to  put  two  c&rs  in 
sliapc  .1  w  ccli.  It  is  important  to  us  iiecause  we  have  to  do 
imr  iiispctiiin  :ii  iii.nlit.  11  .vini  can  possibly  get  away  from 
i.i^lil  inspection  it  will  be  a  good  thing  because  it  is  one  of 
ihe  poorest  tilings  cmt  llimisilit  of.  In  the  Urst  place  you  get 
\oMr  men  011I  in  the  early  part  of  tlic  evening  and  there  are 
very  lew  ears  in  the  ear  liouscs  and  the  consequence  is  you 
an-  l.vsing  time.  Your  cars  go  out  early  in  the  morning  and 
you  Iiave  yotir  men  tiierc  .lud  paying  tliem  for  so  many  hours' 
win-k  .•111(1  the  coiisequciiee  is  you  .-ire  losing  time  again,  so 
.veil  are  not  getting  results  out  nf  money  expended  for  car 
iiispeetion  .-iml  if  there  is  .•inyoiie  here  operating  a  road  under 
llie  same  eonciilioiis  1  would  like  to  h:ive  liini  toll  me  what  he 
■  lues   to  ;;et  results. 

.Mr.  (Mils;  Keganliii.u  llie  eiierating  of  ears.  1  would  say 
(his:  in  .MilwMiikee  we  ;ire  practically  a  double-truck  four-motor 
s.\steni.  .\11  eiir  regular  e:irs  are  of  that  class.  When  our  lines 
,ire  .-ill  lull  witli  ilnuiiie-triicks  we  have  three  extra  cars  to  keep 
llie  s.vsieni  nil.  Our  extras  are  single  trucks  whieli  the  hoys 
l':ne  :ill  eiillecl  ■■(liiiUies"  and  as  a  matter  of  course  they  turn 
in  iheir  (loiilile  iiuek  ear  and  got  a  dinkie  and  there  is  at  once  a 
liieU  iinl  only  rrimi  the  mohirman  l)ut  fr(rai  the  transportation 
ileliartineiit.  For  the  past  year  we  have  been  unable  to  give  our 
ears  the  attention  that  they  should  have.  Our  rule  and  practice 
has  been  that  a  car  shall  not  be  in  regular  service  to  exceed  four 
montiis  liefore  it  shall  come  to  tlie  shop  for  general  overhauling. 
We  have  Irecn  oliligod  to  leave  them  out  as  long  as  eight  montlis 
liefore  they  have  come  in.  It  is  not  .good  practice.  I  tliiuk  the 
ears  slionhl  come  in  on  a  certain  mileage.  As  we  use  ail  of  our 
ears  ail  the  titue  the  monthly  proposition  works  out  practically 
the  same.  We  hope  sometime  to  have  enough  cars  that  we  can 
hold  ill  anil  use  tliem  as  extras,  about  one-third  of  our  equip- 
ment, liy  so  doing,  tliey  can  receive  a  daily  inspecfiou  ami  then 
llie  night  inspeetiiui  will  lie  iiut  very  little.  Our  nigiit  inspec- 
tion is  very  unsatisfactory  as  our  friend  Mr.  Oreen  states  —  tliere 
is  Init  very  Utile  done.  The  men  c.iiinot  work  at  night  and  get 
llie  results  that  they  do  in  daytime.  So,  as  I  said  before,  we 
hope  to  see  tlie  time  tliat  (mr  cars  will  get  a  day  inspection 
at  least  every  third  day.  By  so  doing  I  believe  we  will  reiliiee 
niir  expcnsi^s  very  greatl.v. 

.\Ir.  Hlgelow:  Showing  tlie  necessity  of  a  rigid  inspection 
and  also  the  jiower  lost  in  tight  brakes,  a  case  that  came  under 
my  oliservation  recently  might  be  interesting.  We  were  niak 
iiig  tests  on  some  cars.  We  had  a  ^.'i-ft,  box-car  loaded  so  as  to 
weiglit  about  .'((J.dlilt  lbs.,  eipiiiiped  with  four  motors  and  it  had 
liiinil  brakes.  We  had  niii  tlie  ear  through  the  early  evening 
slin\l.\.  making  iinmer.nis  stii|ps  ami  everything  had  worked 
all  right.  'I'lie  brakes  iiii|ieareil  to  be  liMise,  if  anyllilng.  We 
slaiied  nil  a  speed  run  .•iiid  the  iiralses  appeared  to  be  tiglit.  .\1 
llie  end  nf  llie  run  we  examined  and  found  the  brake  shoes  and 
wheels  ver.\  wanii.  1)11  riirlher  examinatioii  we  round  lli(>  trouble 
lo  lie  the  large  link  al  llie  end  el'  llie  brake  clialii  liad  become 
,i,i mined  into  the  liook  :il  llie  end  of  the  brake  rod  In  such  a 
maiiner  as  !o  sliorten  llie  eiiain  and  .lammed  in  so  tight  it  took 
s.'Veral  lilows  of  the  hammer  lo  lessen  It,  On  making  the  seeoud 
trip,  ni.'ide  under  the  same  conditions  and  same  direction  the 
results  were  quite  interesting,  Tlie  length  of  the  run  was  live 
miles  and  we  made  the  lirsl  trip  wltli  tight  shoes  making  liflei'u 
slojis  of  alioul  Id  seconds  duration  in  2:i  minutes  and  4.">  seeonds. 
Tlie  second  triii.  same  conditions  and  same  (llrectlon,  was  niiide 
ill  '.'1  mlnules  and  .'t  seeonds.  a  illll'erence  of  12  per  cent  In  run 
iiing  lime.  One  less  stop  was  made  and  tlie  correelloii  has  been 
made  for  this  stop.  But  the  dlllorcuce  In  power  eoiisumptlon  Is 
still  more  Interesting.  We  look  10-secoiid  readings  of  amperes 
and  volts.  The  power  eonsunipllon  of  the  llrst  trip  was  21(1 
walthours  per  ton-mile  and  the  second  run.  I  10,  a  dllTcrence  of 
,"il  per  cent  In  power  consuinpllon,  tills  dlfl'erence  being  caused 
simply  from  tight  brake  shoes,  1  think  that  will  show  we  have 
an  uii,siispecled  loss  In  power  eonsiimpllon,  being  caused  by  tight 
brake  shoes  and  also  I  believe  one  of  the  papers  speaks  of  eini 
I  lolling  the  speed  of  cars  by  not  shutting  off  the  jiovvcr  but  by 
using   (he   brake       I    believe   that   would   give  a    very   high   loss. 


620 


DAIT.Y  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol   XIII.  No.  8  b 


.Mr.  Itllo:  It  linn  been  my  hiisliiPSB  to  look  iifter  the  ovprliead 
line.  IVrlm|)8  you  n-lll  not  hi-o  the  ronnpctlon  between  car  In- 
H|ieetinn  nnil  nliiit  I  nni  Kolne  <<■  ^"y  bnt  I  wnnM  like  to  lni|ulre 
If  nny  of  yon  bnve  any  method  in  regaril  to  Inspeetlon  of  over- 
liend  poles,  trolley  ImHes  and  trolley  liar|i«  and  sIIIh.  We  are 
liavlnR  a  good  many  lines  eonilni;  In  over  our  line  and  I  ean  nee 
IMiles  bent  In  every  direction  and  that  necessarily  leads  to  con- 
siderable trouble  on  the  overhead  line  and  It  strikes  me  that 
there  are  a  great  niany  that  don't  give  much  attention  to  that 
and  so  man.v  things  can  occur  nl»ont  a  trolley  post  or  harp  that 
«lll  lead  to  the  pulling  down  of  the  wire,  making  stopping  of 
(raffle  and  perhaps  accident.  I  have  not  heard  anything  bearing 
on  that  matter.  It  may  be  loo  small  from  your  point  of  view 
to  deserve  consideration  but  It  strikes  me  that  It  is  nevertheless 
ileservlng  of  some  Ihouglit  as  to  whether  .vou  have  a  method  of 
keeping  a  certain  tension  on  the  wire  and  what  attention  Is 
paid  1(1  a  niotdrnnin  or  conductor  reporting  that  his  trolle.v  Is 
I'oming  off.  You  may  say  It  Is  the  fault  of  the  overhead  line 
and  he  goes  out  again  and  pretty  nearly  every  corner  his  trolley 
Is  flying  olT  and  it  mav  mean  an  aiTldent  and  does  mean  In- 
convenience. When  you  take  a  wheel  off  or  run  along  until  a 
wheel  splits  and  then  run  along  on  the  Iiearlng.  that  means 
they  arc  liable  to  pull  down  the  trolley.  .\nd  the  same  with 
a  pole  that  Is  badly  bent:  then  the  base  may  get  out.  You 
know  a  car  standing  around,  there  may  be  little  hitch  and 
when  it  c<unes  to  a  crotch  It  le;ires  the  wire.  The  switchman 
or  the  street  Inspector  calls  out  the  car.  It  Is  the  overhead 
wire  and  they  come  and  cannot  see  anything  wrong  and  they 
watch  ear  after  car  go  over,  maybe  one  hundred  or  fifty  cars, 
and  nothing  happens  and  this  car  comes  along  and  goes  off 
and  every  time  it  goes  over  the  line  somebody  reports  It  up. 
and   these   things   are   vitally    interesting. 

^Ir.  Raker:  I  will  say  a  word  in  answer  to  Mr.  Hile.  I 
don't  think  he  told  nuite  all  the  story.  Mr.  Hile  does  not  tell 
us  sometime  he  goes  out  and  finds  a  crossing  worn  out  so 
tliat  it  pulls  our  trolley  pole  off  the  car. 

Mr.  Mundy:  T?eplylng  to  Mr.  Hile.  we  try  to  maintain  a 
uniform  pressure  on  our  trolleys.  I  tried  to  have  my  own  in- 
spectors inspect  those  trolley  bases  but  I  do  not  listen  much 
to  the  other  fellow.  .\  little  story  to  illustrate:  Some  years 
ago  T  was  connected  with  the  Louisville  Railway  and  T  got 
tlic  Idea  I  could  get  up  a  better  triill(>y  base  than  the  other 
fellow.  We  built  fourteen  of  these.  .Mmost  immediately  we 
started  a  new  line  which  rerinired  fifteen  cars  and  as  we  had 
these  new  bases  In  stock,  we  put  fourteen  of  them  on  these 
I'ars  and  one  of  the  old  T.  II.  bases  for  the  old  original  type 
of  hmg  body.  It  had  been  a  niule-car  line  and  we  used  the 
old  drivers  for  a  new  niotornian.  .\s  you  can  imagine  they  did 
not  hmulli'  the  cars  in  tlie  mhst  artistic  way,  especially  at 
c  losses  and  we  had  all  sorts  of  trouble  with  trolley  bases  and 
trolley  poles.  Due  night  I  was  going  home  from  the  shop  and 
we  stopped  at  a  transfer  jioint  l)y  which  this  line  ran.  There 
had  been  »  block  on  the  line  for  half  ,in  hour  when  we  got 
llieii'.  We  .-isked  the  transfer  agent  what  was  the  trouble. 
•Oh,  one  of  these  new  trolley  liases  pulliMl  olT  and  came  down 
through  the  head  and  (■ame  near  killing  a  man."  "What  num- 
lier  Is  that  i-ar,"  said  1.  He  said  "224."  No.  224  was  tlie  only 
•  •.ir  out  of  the  tifleen  that  had  the  T.  H.   base  on, 

Mr,  Rigclow:  I  would  like  to  ask  if  any  one  has  had  e.\perl- 
cnce  in  running  four  r,.  E,  800  motors?  I  understand  Mr, 
MiHidy  has  been   running   four  G,   E,  800  motors, 

Mr.  ^fundy:  I  have  four  G.  E,  800  motors  running  under 
■  ■.•IIS  but  they  are  too  heavy  for  them.  The  repair  account  Is 
a  little  high  but  outside  of  that  they  are  giving  thorougli  satis- 
faction and  they  run  thoroughly  good  provided  I  do  not  get 
them  on  our  country  lines.  There  where  our  voltages  are  a 
little  high  the  bands  don't  stay  on  and  they  come  in  and  I  have 
a  bird  cage.  Outside  of  that  they  are  all  right. 
Mr.  Green:  What  is  the  weight  of  the  body? 
Mr.  Mundy:  The  cars  on  which  we  have  had  them  Installed 
weigh  1.S  tons.  Thai  is  too  heavy  a  car  for  th(>sc  motors  and 
we  are  figuring  on  putting  them  on  cars  that  will  weigh  26,000 
or  27,000  lb.  That,  of  course,  means  the  total  car  body,  trucks, 
motors  and  all. 


I'rcHldenl  i''ariiier:  1  think  yon  an-  getting  a  little  oIT  IIk-  hiiIi 
Jei't  of  the  discussion  of  Mr.  (Jreoifs  paper.  There  Is  nothing 
in  his  paper  about  some  of  the  thiii;:s  that  have  biH>n  iIIhcuhhihI 
and  it  will  only  lengthen  the  KesHloii  to  a  point  where  we  will 
got  tired.  I  would  siiggcsl  that  If  the  illscusHlonB  arc  conlineil 
to  the  subject  In  hainl  it  will  be  a  great  deal  belter  and  we  will 
iiiaki-  bi'tter  progri>ss.  .\fter  we  get  through  all  the  discussion 
on  the  pajier.  then  we  can  take  up  what  was  termed  a  hi'art  to 
heart   talk  at   the  last  meeting. 

.Mr,  Illle:  1  would  like  to  inquire  from  some  parties  hen' 
as  t>etwecn  the  dIfTerent  practices  In  shops,  as  between  the  use- 
of  shafting  and  belt  gear  and  the  motorclrlven  niachlner.v, 
Mhether  In  the  new  shops  they  are  changing  over.  'I'hat  slrlk^-s 
ini'  as  rather  an  Interesting  iiuestinn  In  regard  to  shop  pracllci- 
and  by  this  time.  It  appears  to  me.  there  oiighi  to  In-  some  ex- 
IMMience  or  sonii'thlng  to  show  whether  It  is  good  practice  to 
follow  one  or  the  other  or  «hat  may  be  the  plati  of  carrying  out 
such  method  of  c(|ui|>ping  your  shop.  1  wiuild  like  to  hear 
something  along  that  line. 

Mr.  I'estell:  In  regard  to  that  we  havi-  Jtist  hail  finislii-d  a 
small  shop  —  our  shops  are  not  very  large  —  and  we  have  siib- 
liivideil  things  to  some  extent  in  using  separate  motors  for  dif 
I'lTciil  di'partments.  The  blacksmith  shop  is  driven  by  one  motor. 
I'lial  sliop  takes  in  llic  forges,  power  haiiimcT  and  the  bolt  cut 
Icr.  the  idea  tieing  that  with  the  power  driven  blower  and  power 
liamincr  one  of  the  blacksmith's  helpers  would  usually  be  mon- 
or  less  idle  and  he  could  do  all  the  bolt  cutting  that  would  be 
necessary.  Then  our  machine  shop  Is  driven  by  a  separate  motor 
lioni  the  blacksmith  shop.  In  addition  to  that  In  our  winding 
shop,  which  is  directly  over  the  machine  shop,  we  use  a  sepa- 
rate driving  coil  tape  machines  and  that  seems  to  work  out  well 
ill  oiir  case.  T'nless  a  road  is  very  large  the  shops  will  not  as- 
sniiic  very  great  proportions  and  T  should  not  think  that  It  Is 
policy  to  make  Indirldual  drive  for  different  tools.  1  believe 
sliops  can  be  divided  up  into  departments  which  can  be  driven 
liv  separate  motors  and  shafting  and  belting,  although  when  a 
shop  is  very  large,  the  larger  tools  will  profitably  perhaps  be 
driven  bv  separate  motors.  I  think  Mr.  Wright,  of  Providence. 
could  give  us  a  little  information  on  that  subject.  He  has  a 
new  shop. 

Mr  Wright:  T  would  say  we  purchased  tools  for  this  shop 
aliont  two  years  and  a  half  ago  and  there  were  not  as  many 
motor-driven  pieces  of  machinery  on  the  market  at  that  time 
as  we  find  today.  We  have  no  tool  in  the  shop  or  no  machine 
th.it  is  direct  niotor-driren  with  the  motor  built  on  a  part  of  the 
frame.  In  the  can>cntcr  shop  most  all  of  the  machines  are  driven 
with  the  individual  motors,  the  motor  being  right  on  the  floor 
and  being  boxed  up  and  the  belt  running  to  the  machine.  Tn 
the  iron  shop,  of  course  in  Iron  working  machines  you  have  to 
have  different  speeds  and  unless  yoti  have  a  variable  speed 
motor  yon  must  necessarily  use  the  cones  and  there  we  have  a 
section  of  shafting  for  three  or  four  machines  and  perhaps  a  sec- 
tion of  shafting  for  a  dozen  more  somewhere  else,  so  T  think 
our  practice  is  more  to  divide  up  the  machinery  Into  groups  and 
handle  the  group  with  the  motor  except  in  the  eaiTienter  shop, 
principally,    where   It    is    Indlvldnal    driving. 

Mr.  RIgelow:  There  is  no  question  in  ray  mind  but  what  for 
a  large  shop  the  motor  driving  of  It  used  for  the  larger  machines 
and  then  by  taking  the  smaller  tools  and  driving  them  In  groups, 
would  be  more  economical.  We  have  one  of  our  large  shops, 
an  old  shop,  driven  by  a  motor  and  the  loss  in  driving  the  shaft- 
ing is  a  very  large  per  cent  of  the  power  used.  We  have  another 
shop  which  Jlr.  T.Indall  can  tell  yon  more  about  than  T  can.  In 
whirh  the  large  machines  are  driven  by  separate  motors.  There 
we  have  one  group  of  smaller  machines  driven  by  a  separate 
motor  and  the  results  of  power  consumption  there  would  show 
up  much  better  than  they  would  In  the  shop  If  driven  entirely 
by  a  motor,  or  any  other  source  of  power,  as  far  as  that  is 
noncemed. 

Mr.  Olds:  T  see  Mr.  O'Rrlen  of  the  Chicago  City  here.  They 
have  new  shops  that  have  only  been  In  use  a  short  time.  We 
would  be  pleased  to  hear  from  him. 

Mr.  O'Rrlen:  Mr.  President.  I  would  say  that  we  have  the 
machinery  divirteil  up  In  groups  and  driving  It  with  separate 
shafts.     In  the  machine  shop  we  have  three  motors.    I  have  a 


5TH  Year,  No.  2 — Sept.  3,  1903I 


DAILY  STREET  RAILWAY  REVIEW. 


621 


line  sUal't  divideJ  iu  tliree  paiU,  driviug  each  liue  shall  witli 
si'paralo  motors  aud  llie  same  plau  is  eanied  out  tbrougUoiit  all 
tliL'  olliff  shops.  It  is  uiy  opiuiou  it  is  ibe  most  practiL-able  way 
iu  street  car  work.  We  tried  to  looli  into  the  matter  very  llioi' 
ouglily  wlieu  we  were  layiug  out  tlie  maebiues  lor  tlie  new  sliop 
aud  we  came  to  that  eouclusiou. 

rresideut   Farmer:     The   ue.xt   in   order   is    ILe   paper    liy    •^''■. 
Xluudy  ou  ••  Type  il  Uouu-ol." 


I  For  Mr.  Jluudys  I'uper,  see  page  59t).J 

.Mr.  Muudy  read  tlie  paper  aud  said;  1  called  upou  liie  West 
iiiguouse  compauy  on  the  loth  of  July  to  get  some  iutormation 
that  1  could  embody  iu  this  paper.  .Mr.  Westiughouse  at  tlial 
time  was  ou  the  other  side  ol  the  oceau  aud  did  uot  wish  any 
iui'ormatiou  giveu  out.  The  compauy  has  its  apparatus  ou  exhi 
biiiou  here  today.  1  have  uot  had  the  opportunity  ol'  looliiug 
iuto  it  as  yet.  but  it  is  ou  e.\.hibitiou  uow  aud  1  thiuli  it  would 
be  a  good  thing  lor  all  the  members  to  look  iuto  it. 

1  spent  ilouday  at  the  ijeueral  lileclric  Works  aud  you  will 
see  if  you  go  dowu  there  tomorrow  that  they  are  iuslalliug  tliis 
apparatus  ou  very  heavy  locomotives,  particularly  those  lor  tlie 
Baltimore  i!t  Ohio  at  ISaltiuiore;  the  locomotives  there  that  com- 
iiiued  weigh  lOU  tons,  each  locnuiolive  itself  beiug  au  bU-ton 
locomotive.  If  you  take  this  size  of  apparatus  and  try  Iu  lianiUc 
it  with  anything  outside  of  train  coutrol,  you  would  have  to  have 
sometliiug  more  Ihau  a  uiau  to  turn  the  coutroUer  because  il 
would  lake  about  a  man,  a  mule  aud  a  boy  to  do  il.  1  also  Unit 
thai  the  railway  companies  are  doing  something  tlial  si'cnis 
almost  foolish  in  some  of  their  iustallatious.  The  appajiitns. 
you  will  readily  appreciate,  is  much  more  expensive  tium  I  he 
.series  parallel  controller  and  some  roads  liave  gone  to  tlie  e.xpcnsc 
of  buying  this  more  e.xpeusive  apparatus  and  they  have  tried  to 
make  up  for  it  by  throwing  il  al  llie  car  instead  of  iuslalliug 
il  properly.  If  anyone  of  us  took  a  series  parallel  control  aud  did 
that  we  would  be  ashamed  of  ourselves  and  some  people  doing 
Ihls  wilU  the  train  coutrol  are  going  to  liave  the  same  trouble. 

.Mr.  Green:  Mr.  rresideut,  I  would  have  liked  to  have  had  Mr. 
Muudy  go  into  the  relative  cost  or  the  differeuce  iu  cost  of  con- 
structiou  or  maintenance  aud  where  would  you  draw  the  line 
with  a  Type  M  coulrolV  Where  would  you  start  aud  where 
would  you  finish  aud  where  would  thai  .series  parallel  control 
i.'ome  iu  aud  what  conditions  would  you  have  to  operate  under 
iu  order  to  use  Ihe  Type  M  control,  for  instance,  with  single  truck 
cars,  using  oilier  cars  as  travel  increased  aud  operating  them  as  a 
train?  There  is  a  great  deal  that  could  be  gone  into  ou  that  eub- 
jiMt  because  I  am  one  who  knows  nothiug  about  it. 

.Mr.  Mundy:  To  be  able  to  draw  a  liue  where  you  should  start 
to  use  train  eontnd.  and  slop  at  the  .series  parallel  control  is  of 
course  a  very  much  disputed  point  and  one  wlilch  I  do  not  be- 
lieve anyone  could  reai-h.  They  are  installing  the  apparatus 
on  e<|ulpmeDts  as  small  as  four  -JO-h.  p.  motors.  They  have  also 
apparatus  made.  I  believe,  that  Is  to  handle  two  40-h.  p.  The 
difference  in  expense,  of  cour.se,"  varies  materally  with  the  size 
■if  the  apparatiiK.  Uouglil.v  speaking  though,  I  sboukl  say  that 
the  dirference  between  an  ei|uiiinii'nt  titled  with  K-6  controllers 
hIiIcIi  you  all  probably  know  and  wlili  Ihe  train  control  Is  some- 
wlir-re  In  the  neighborhood  of  eight  lo  nine  himdred  dollars.  This 
Is  an  Item.  I  may  be  mistaken  in  tliat  and  I  am  only  getting  at 
It  by  guesH  work.  Therefore  the  i|iicHllon  of  a  road  equipping 
with  the  train  control  means  materially  greater  cost.  It  Is  a  very 
satisfactory  nppamtUH  In  Ihe  sense  that  as  far  as  the  bunit  tips 
arc  concerned,  the  repairs  are  almost  nothing.  From  ijulte  a  lot 
of  experience  with  these  contact  tips  that  have  run  from  nine  to 
twelve  months,  they  do  not  show  much  more  wear  with  the  use 
of  current  than  they  do  If  you  simply  make  ihem  all  the  same 
number  of  contracts  without  lurrent.  This  Is  demonstrated  more 
particularly  in  the  far-tory  where  we  have  run  one  Idle  and  the 
other  with  current  breaking  arcs  showing  that  the  Hfiiiill  arc  I 
Hixtke  of  l«  not  a  destructive  arc.  The  use  of  the  apparatus  on  the 
Hlngle  truck  cars  Is,  of  course,  more  a  i|uesllon  of  the  ojieratlon 
of  Ihe  road.  You  mnst  have,  of  course,  some  space  for  the  ap 
imratus  and  In  cars  of  thai  kind  It  Is  almost  Impossible  to  gel 
under  the  floor  and  you  mielit  have  lo  resort  to  the  scheme  which 
Ihe  Hchenectady  Itallway  has  adopted  on  some  of  Its  ears  In 
placing  It  up  over  the  entrame  to  the  door  right  In  the  liood  of 


tlie  car.  They  have  them  lu  boxes  up  there  but  just  as  to  what 
the  field  would  be  for  it  1  think  it  is  more  a  nuestiou  of  develop- 
Miout  tliat  we  will  ail  have  to  wait  and  sec  aud  cauuot  predict 
.lUst  where  it   will  start  aud  stop. 

.Mr  Olds:  Uegardiiig  the  use  of  llic  Jl  coutrol  ou  single  cars 
we  now  ha\e  it  ou  2o  of  our  iulerurbau  cars.  II  has  only  been 
ill  use  a  short  time  aud  has  proven  very  satisfactory.  The  mo- 
tors tliat  they  are  on  arc  (iO-h.  p.,  it  being  a  new  machine  got 
out  by  tlie  Geueral  Electric  Co..  which  is  numbered  74  and  it 
will  also  be  ou  exhibition  at  the  Schenectady  works.  The  con- 
trol has  been  fouud  very  satisfactory  wilh  us.  1  underslaiul 
iliere  has  beeu  some  trouble  by  those  that  operate  it  during 
ihe  winter  on  account  of  the  contactor  sticking.  We  have  had 
I  wo  stick  thus  inr  but  they  didn't  cause  auy  trouble  as  the 
circuit  was  open  aud  llic  minute  that  it  was  again  thrown  iu 
il  was  like  pulling  the  iroiiey  ou  with  the  controller  turued 
on  lull;  the  motoriuaii  knew  it  and  got  out  aud  examined  aud 
liy  simply  touching  the  contactor  it  opened.  The  mechanism 
is  more  or  less  complicated,  more  so  than  I  wish  it  were. 
Tliere  are  a  great  mauy  wires  underneath  the  car  and  the 
contactors,  of  course  being  under  the  car,  is,  1  think,  a  very 
important  matter.  It  lakes  the  fireworks  off  the  front  plat- 
loriii.  Ill  .Milwaukee  our  people  ride  ou  the  Iront  platform  as 
well  MS  llic  rear  plaliorni  and  wo  get  a  fireworks  once  iu  a 
while  on  a  4-motor  equiiiinciil  llial  we  did  uot  get  ou  the  single 
iriick  L'-iiiolor  eiiuiiiuicut,  caused  liy  tlie  larger  amount  of  cur- 
r<!nt.  t)n  the  wearing  of  the  contactors  or  buruing  of  them, 
I  wiHilii  like  very  much  to  hear  from  some  that  are  using  them, 
senile  who  have  liad  tliem  iu  service  for  sometime.  I  find  that 
ihi'.v  i\"  hiiiii  siPiiM'wliMt  anil  really  more  than  I  expected. 
.Insi  vvli.il  hMs  r;insr(l  il  I  ilu  not  know  but  it  certainly  works 
\  cr.v  niii'l.v.  W  c  ilii  not  use  our  cars  in  trains  except  pulling 
llic  li:iilrr  ,111(1  :is  1  stated  before  it  Is  on  a  4-motor  equipment 
with  a  speed  of  45  miles  per  hour  and  the  cars  run  iuto  the 
city  so  llial  we  get  Ihe  slow  service,  a  greater  number  of  stops 
and  il   iias  lieen  found   very  satisfactory. 

.Mr.  IJndall  made  remarks  upon  the  subject  of  Mr.  Muudy's 
ji.'ilier  ami  .\lr.  .lohii  .\.  Heller  of  the  Denver  Tramway  Com- 
IKiny  lieiiig  present,  was  invited  lo  add  his  views.  Mr.  Beller 
staled  that  for  a  short  wjiili'.  alioiil  tlurty  days,  their  freight 
c;irs  liad  been  equipped  with  Type  M  control,  but  that  they  had 
li.ul  nil  opportunity  as  yet  lo  use  them  in  trains,  but  as  far  as 
ilicy  liad  used  them  they   had  found  them  satisfactory. 

Mr.  Muiuly  and  Mr.  O'Brien  then  followed  iwith  closing 
ri'iii.'irks  upon  the  subject,  .'iltcr  wlilch  tlie  meeting  adjourned 
In   meet  at  2:30  p.  m. 

AFTEUNOON. 
'I'lie  meeting  was  called  to  order  at  2;,'10  ji.  m.,  but  011  motion 
adjourned    in    order    that    the    members    might    iuspect    the   ex- 
hablts. 

COST  OF  FLKOTKUJ  IlliATINU. 


The  Consolidated  Car  lleatlug  Co.  presents  the  following  in- 
teresting article  on   llie  cost  of  heating  cars  by  eieclric  heaters; 

'■.\ssuniing  the  cost  of  fuel  for  generating  one  kllowalthoiir 
is  one-third  of  a  cent;  that  the  drop  at  the  end  of  tlie  line  is 
2(1  per  cent. —  au  average  of  111  per  cent. —  the  cost  of  fuel  per 
kilowatt-hour  on  the  line  would  be  .03  2-3  cftnts,  making  the 
average  cost  1.281-3  cents  jier  car  ]ier  hour  for  the  lieallii;; 
M  asop.  For  city  service,  or  on  lulernrban  roads  lu  a  moderalc 
ciimati'.  the  cost  would  be  much  below  these  Mgures.  Tlie  utatls 
tics  on  cost  of  power  as  given  were  derived  from  a  large  amount 
of  dat-.i  piiblislicd  al  various  times  during  tlie  llrst  lew  years  in 
the  coluu'iis  of  the  "  Street  itallway  ijevlew  "  ami  other  leclml 
cal  i)i:|)ei.!.  and  are  believed  to  be  reasonable  and  a  fair  average 
of  tlu'  results  obtained  on  a  majority  ol'  the  cledrlc  ruiiils  of  this 
country. 

" 'I'he  eonvenleuee,  perleci  regiilallon  and  cleanliness  of  elec- 
tric heaters,  aud  tin-  fact  that  no  valuable  space  Is  taken  by 
theii),  should  of  ciuirse  be  considered  lu  deciding  whether  to  adopt 
idei-lrlc  or  hoi  water  eqiilpinr-nts.  There  Is  also  a  difference  In 
Insurance  rales  In  favor  of  electric  heaters." 


fi: 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol   XIll.  No,  8  b 


••  Tbe  only  Item  to  be  foimliltrcd  In  I'oiiipnrlng  thi-  cost  of 
I'li-ciric  with  hot  wntcr  heating,  shonld  be  the  cost  of  fuel  re- 
quired to  gonernte  the  extra  current.  No  other  Iteois  could 
properl.v  be  considered  In  a  comparison  where  the  cost  of  coal 
Is  tlie  only  Item  charged  to  the  hot  water  eiiulpmeuts.  The  cost 
of  coal  for  gcnoniting  one  kilowatt-hour  Is  from  oue-third  to 
one-half  of  a  cent,  and  In  some  localities,  the  cost  Is  but  one- 
ipiarter  of  a  cent. 

■■  The  average  current  consumption  of  an  electric  heating  equip- 
ment for  the  healing  season  should  not  be  more  than  one-half 
llie  ni».\imuni  for  which  It  Is  arranged,  and  considerably  less 
I  Man  one-half  the  niaxinium  where  regulating  switches  are  care- 
fully inspected  and  kept  on  the  llrst  or  second  point  during 
moderate  weather. 

•■  Kor  a  vestlbuled  car.  30  ft.  Inside.  40  ft.  over  all.  an  cqiiip- 
iMcnt  arranged  for  a  ma.ximum  consnnipHon  of  from  14  to  lU 
amperes  at  500  volts  (7  to  8  kw.)  has  been  found  sutliclent  on 
interurban  roods  In  a  severe  climate.  A  fair  average  consump- 
tion of  such  an  etiulpnient  for  the  lieatiug  season  would  not 
he  niiov  tlian  .'i'i!  kilowatt-hours. 

THE  DOFF  MANUFACTURING  CO. 


and  a  third  size,  new  style  Journal  Jack,  known  as  Barrett  jack 
No    t«.  which  has  a  lifting  capacity  of  ir.  tons     TIiIk  No.  4S  Jack 


The  Itiirr  ManufacturiiiK  <'<>..  of  .Vllcglieny.  Pa.,  exhibits  a  full 
line  of  Its  well-known  Harrott  Jacks,  two  of  which.  No.  2  and 


NO.   L'    B.\liUi:'lT  .lACK. 

No.  38,  are  shown  In  the  accompanying  Illustrations.  About  .50 
different  styles  of  these  jacks  are  being  exhibited  and  these  in- 
clude four  or  five  new  sizes  which  have  been  brought  out  within 
the  past  year.  The  No.  2  and  No.  19  standard  street  railway 
jacks  are  among  those  which  invite  inspection,  these  jacks  hav- 


HARRHTT    ARMATURE    MPT. 

Ing  been  adopted  by  a  large  number  of  the  street  railways 
throughout  the  country.  A  feature  of  this  part  of  the  exhibit 
is  a  special  jack  which  was  designed  for  the  Pittsburg  Railways 
Co.,  in  accord  with  the  contract  to  equip  each  of  Its  cars  with  a 
Barrett  Jack.    This  jack  Is  known  as  the  No.  22  Barrett  jack. 

The  company  also  exhibits  two  new  sizes  of  journal  jacks  — 
No.  28,  of  10  tons  capacity  and  No.  38,  of  20  tons  capacity  — 


NO.    as    HAItUKTT    JACK. 

Is  considered  one  of  the  best  journal  jacks  made,  on  account 
of  lis  single-acting  feature  and  ease  of  operation.  The  Barrett 
motor  armature  lift  is  also  exhibited.  This  motor  lift  has  met 
with  great  success  since  it  was  exhibited  last  year  at  Detroit  for 
the  llrst  time.  It  also  is  Illustrated  herewith.  A  sample  of  the 
Barrett  automobile  jack  and  of  the  Barrett  pipe-forcing  jack 
are  on  band,  also,  and  will  be  shown  to  anyone  who  is  in- 
terested. The  company  is  working  on  four  new  sizes  of  Barrett 
jacks  which  will  appear  by  next  spring,  but  which,  unfortu- 
nately, were  not  ready  to  be  exhibited  at  this  convention. 

The  treasurer  of  the  comi)any,  T.  A.  McUinley,  Is  In  attend- 
ance to  receive  callers  and  afford  facilities  for  the  inspection  of 
tlie  exhibit. 

KEDEKAL    MANUFACTURING    CO. 


The  Federal  Manufacturing  Co.,  of  Cleveland,  has  a  small 
but  none  the  less  interesting  exhibit  comprising  Keeler  curtains 
and  curtain  Bxtures,  of  which  U.  E.  Keeler,  of  New  York,  is 
tile  patentee.  The  priucipai  feature  of  the  exhibit  is  the  Keeler 
•  eccentric "  car  curtain  lixture,  which  is  absolutely  self-allgu- 
ing  by  reason  of  eccentrically  pivoted  rolls  which  are  mounted 
at  tile  end  of  the  rod  siioes  and  are  forced  into  the  grooves 
ill  tlie  window  Iranies  by  means  of  a  spring  in  the  tube.  This 
li.\tiire  has  no  pinch  liaudles,  cables  or  other  adjusting  or  re- 
taiiiiug  devices;  it  is  wortli  inspection.  Beside  Mr.  Keeler,  the 
i'<>iiip;iiiy    is   lepicseiited    by    E.    S.   Ludlow. 

BULLOCK    MANUFACTURING    CO. 


The  Bullock  Manufacturing  Co.,  of  Cincinnati,  exhibits  In 
booth  No.  90  a  400-kw.  rotary  converter,  of  500  revolutions, 
;!T."i-volt  pressure  and  three-phase,  it  being  an  exceedingly  in- 
teresting apparatus  to  look  at.  The  company  is  represented 
b)  the  following  geutlemeu:  Ward  S.  Leonard,  manager  rail- 
way department;  U.  T.  Lozier,  manager  sales  department; 
George  B.  Foster,  of  tlie  Ciiicago  ottice;  C.  Van  Deventer  and 
B.  F.  Foote. 

G.  C.  Lucas,  representing  the  Cleveland  (O.)  Frog  &  Crossing 
Co..  was  an  interested  visitor  at  the  convention  yesterday. 

B.  S.  McClellau,  formerly  western  manager  of  the  O.  M.  Ed- 
wards Co..  has  been  appointed  western  representative  of  the 
Curtain  Supply  Co..  witli  iieadquarters  at  Chicago. 

It  It  It 

Newton  Itoot,  son  of  F.  N.  Root,  manager  of  the  Root  Track 
Scraper  Co..  is  to  assume  the  superintendency  of  the  company 
in  order  tiiat  liis  fatlier  may  devote  his  entire  attention  to  the 
sales  department. 


5TH  Year,  No.  2— Sept.  3,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


623 


SEVENTH    REGULAR    ANNUAL    MEETING 

mi]  RAilWAI  A((OyNIANlS'  ASSOdAllON 


Saratoga,    N.    Y.— Sept.  2—4,  1903. 


WEDNESDAY. 


President  navies  calliMl  tlio  coiivi'iilimi  to  onli-r  at  10:20  a.  iii.. 
Sept.  2,  IIHIS. 

Tlie  r^adinj;  of  tlic  miinitos  of  tlio  pii'vioiis  incotins  wa.s,  on 
motion,  dispciusod  witli,  the  proceediiifis  liaviii:,'  l)eeii  issucil  in 
[irinted  form. 

Tlie  Pre.sident's  aildress,  as  well  a.s  that  of  tlio  SeiTotar.v  weie 
read,  and  the  ri'port  of  the  Executive  ('oiiimittee  was  ilifi'iifd 
until  a  later  se.ssioii. 

PRESIDENT'S  ADDRESS. 

As  I  was  not  present  at  last  year's  meetinR.  I  did  not  liave  an 
opportunity  to  express  my  appreciation  of  tlie  honor  you  then 
conferred  upon  me  In  electing  me  to  the  higliest  office  within 
the  gift  of  the  association:  and  I  wish,  first  of  all  to-day,  to  give 
you  my  heart-felt  thanks  for  that  eviilence  of  your  confidence.  It 
was  the  more  complimentary,  and  the  more  appreciated,  be- 
cause It  came  to  me  after  an  al)sence  of  several  years  from 
the  street  railroad  business. 

The  Street  Railway  Accountants'  Association  lias  grown  within 
the  past  year  in  membership,  in  wealth  and  in  infiuence.  Not- 
withstanding the  numerous  consolidations  of  strcct-railroad  com- 
panies, there  has  been  an  Increase  of  sixteen  In  our  memliersliip. 
The  treasurer's  report,  to  be  presented  this  niorulug,  sliows  a 
balance  in  the  treasury  of  about  $2,400.  When  we  remember 
that.  In  1S!)9.  the  association  called  upon  the  members  represented 
at  the  meeting  in  Chicago  for  voluntary  contributions  to  wipe 
out  a  deficit,  the  present  condition  of  the  treasury  is  very  gratify- 
ing. It  Is  due  mainly  to  the  unfiaggiug  interest,  zeal  and  activity. 
in  this  as  In  all  association  matters,  of  our  able  secretary  and 
treasuri-r,  .Mr.  Brockway.  The  increasing  Influence  of  the  asso- 
ciation is  shown  In  the  adoption  by  the  United  States  Census 
Bureau,  and  by  various  state  bodies  having  to  do  with  street 
railway  statistics,  of  Its  recommenilatlons  as  to  the  classification 
of  construction  and  expense  accounts,  and  as  to  blanks  and  forms 
of  refxirts.  The  Railroad  Commissioners  of  several  states 
have  adopted  our  classification  of  accounts,  and  the  National 
Association  of  Railroad  Commissioners,  at  its  annual  meeting 
six  or  seven  weeks  ago,  approved,  with  slight  changes,  the  form 
of  report  recommended  at  our  Detroit  meeting.  I  think  It  safe 
to  say  that  the  work  of  this  association  has  been  more  wldel.v 
adopted  and  applied,  with  fewer  modifications  or  criticisms,  than 
any  work  of  any  similar  organization  in  any  lino  of  business, 
anywhere. 

The  standard  system  of  street  railway  acconnllng  Is  so  simple 
nml  logl<'al,  and  the  definitions  and  ex|>lanations  whii'h  acconi- 
paiiy  tin-  nsHoi-lation's  classification  of  accounts  and  form  of  re 
jH.rt  are  ho  clear  and  minute,  thai  a  street  railway  aecountani 
whose  company  used  a  dilTerent  system  may.  without  dlMlcnlty. 
make  a  report  for  any  perli>d  for  his  company  Iti  accordiince 
with  the  standard  system,  and  so  obtain  a  valmible  i-om]>arlsoii 
of  Its  business  with  that  of  any  comfiany  using  our  system. 

Valuable  as  the  work  of  the  assmdatlon  has  been,  howevi'r. 
much  nsefnl  work  remains  to  be  done.  It  Is  not  neecHsary  nor 
perhaps  very  Imiiorlant  that  a  standard  method  of  slioji  cost 
kr-eplng,  of  Ntorerorini  accounting,  or  of  time  keeping,  or  a  stanil- 
nr<l  form  of  conductor's  report,  for  example,  bi'  adopted  liy  the 
flHiwM-latlQn;  bnt  these  subjects  are  of  Interest  to  all  oin-  meniliers. 
Wc  all  want  to  And  the  aurcNt  and  shorteat  ways  to  results. 


One  of  the  must  licuelicial  I'calures  of  our  anmial  mcelings  is 
the  exchange  of  ideas  in  conversations  among  ourselves  out- 
side of  tlio  regular  meetings.  Improvements  in  methods  of  ac- 
counting come  to  us  every  year  from  ctmstaut  study  and  effort 
on  our  own  part,  and  from  the  relation  of  the  experience  of 
rcllow-workers  in  the  same  line.  Other  sulijects  for  considera- 
tion at  future  meetings  may  be  the  use  of  tlie  liilowatt-hour  as  a 
unit  (altliongh  this  may  not  extend  beyond  statistics  regarding 
tlie  operation  of  the  power  plant),  the  liest  form  of  inventory  of 
iMiildings,  fixtures,  track,  machinery,  cars,  material  and  supplies, 
and  a  further  discussion  of  a  standard  unit  of  measurement  and 
comparison.  The  rapid  development  of  the  transportation  busi- 
ness will  bring  new  problems  from  year  to  year,  and  give  the 
association   good   reason   for   continued   existence. 

.V  topic  that  has  been  touched  upon  at  nearly  every  meeting 
of  the  association,  but  never  discussed,  and  which  has  always 
seemed  to  me  of  vital  importance  to  every  company,  is  that  of 
ai-connting  for  depreciation  in  the  value  of  the  company's  prop- 
erty, or  providing  a  reserve  fund  from  which  to  pay  for  renewals 
and  lierterments  of  the  property.  I  know  it  has  been  said,  in 
our  inectings  and  elsewhere,  that  it  is  not  the  province  of  a 
street  r:iilwa.v  auditor  to  say  whetlier  depreciation  shall  be  in- 
cluded in  Ills  accounting,  or  it  included,  the  rate  at  which  it 
sliall  lie  calculated;  that  that  is  the  business  of  the  board  of 
directors  or  the  managing  officers  of  the  company.  Of  course 
it  is  the  business  of  the  directors.  So  is  the  question  of  whether 
more  cars  shall  be  purchased,  of  whether  track  shall  be  renewed, 
of  whether  wages  shall  be  increased  or  decrea.sed.  But  it  is 
I  lie  duty  of  tlie  manager  to  report  to  the  board  the  need  of  addi- 
tional cars,  of  renewal  of  track,  and  to  recommend  an  increase 
or  decrease,  if  occasion  calls  for  a  change,  in  rate  ul'  wages. 
And  so  it  is  the  duty  of  the  accountant  to  keep  tlie  nianaging 
iitMcers  and  tlie  directors  informed,  not  only  as  to  the  gross  earn- 
ings, operating  expenses  and  net  earnings  of  the  road,  but  as 
to  its  real  financial  condition,  which  Involves  a  statement  or 
account  of  the  actual  value  —  not  merely  the  first  cost,  but  tlie 
actual  present  value  —  of  the  company's  properly.  His  books 
should  show,  not  alone  the  cost  of  things  and  the  expense  of 
their  maintenance,  but  their  value  at  all  times;  and  their  value 
cannot  be  stated  without  taking  Into  consideration  the  effect 
upon  tliem  of  constant  use  —  of  wear  and  tear  and  waste.  Street 
railwa.v  companies  in  tliese  days  employ  experts  as  accountants, 
and  iiay  them  Uw  compensation  of  exiierts;  and  accountants  do 
not  perform  their  full  duty  to  their  employers  unless  they  point 
out  to  tlieni  lif  they  lack  knowledge  on  the  sub.|ecl)  that  the 
v;ilue  of  a  thing  after  years  of  use  is  not  its  original  cost;  that 
the  dlU'erence  between  gross  rewlpts  and  the  cost  of  operation 
Is  neither  siiriilus  nor  net  Income;  that  as  tra<'k,  cars  and  ma- 
chinery wi'ar  out  If  the  company  makes  use  of  them,  the  wear 
sliould  be  accounted  for  from  year  to  year  or  inonlli  to  month 
as  it  occurs;  that  tlie  payment  of  Interest  U|)oii  bonds  Is  not  a 
discliaige  of  the  principal,  but  that  the  obligation  will  mature 
In  time,  and  thai,  tfi  provide  for  it,  a  fund  slionid  be  accnmnlali'd 
from  year  to  year,  or  niontli  to  month,  out  of  earnings;  that, 
Willie  growth  of  population  may  adil  to  the  value  of 
franchises,  anil  this  addeil  value  may  ofi'set  for  a  time 
di'iirecialion  In  the  value  of  the  company's  tangible  prop- 
I'rty,  yet,  as  franchises  ai)proach  tlielr  expiration,  they 
ilepreclale  In  value,  not wllhstandlng  cnntlnucil  Increase  In  the 
population  of  the  terrllory  serveil:,and  that  financial  em- 
barriiHsment,  If  not  riiln.  Is  likely  lo  riwiilt  from  constant  dis- 
regard fiM-  these  considerations.     U  in.iy  \ic  saM  Hint  these  are 


au 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vou  XIII,  No.  8  b. 


miittpm  of  I'oiiinion  knowlodKc,  iiml  Hint  It  Is  not  necpsRnry  for 
an  ni'iMiiiiitiiiit  to  niM-nk  of  llii'iii.  Hut  tin-  mTouiilliii;  inothoilR 
of  stri'i't  riillwiiy  ooin|uiiiit>s  Imlli'iiti-  tliiit  Hie  knowIodRe  liiia 
iiiit  lii-er.  iipueriilly  (ipplli'il.  rroiiiDtiTH  iiiiil  illn-clDrs  of  many 
Ntret'l  railway  pntcrprlses  have  ht'cii  I'ltUor  iKiinraiit  of  tin-  flrKt 
|irlu>'i|>Ii-8  of  ai-<'iiiiiitliiK.  or  inillly  of  an  att»Mii|il  to  diTclvc  tlu-lr 
stocklioliliTM  and  tlu>  liivoHtliig  |iiilillc  un  to  tlio  (lIvliIoiiil-carnlMR 
|ioN8lbilltli-a  of  tlicir  proportlcH.  and  It  rpouis  to  mo  i-iniiu>nlly 
proiHT  for  thlH  nHsoclalion,  or  sonio  one  for  It,  to  iMiInt  out  tli<> 
olTert  of  such  nilsloadlMK  pniPtlccs  in  arcoiiiitlnK.  I  linve  ne\'er 
Iioen  an  advocate  of  Hie  pnlillslilntr  of  detailed  stalements  of  the 
business  of  street  railway  ponipanieH,  but.  If  llieir  aei'ounis  were 
properly  kept,  and  had  been  so  kept  from  the  beKlnnlMK  of  the 
RtriH't  railway  Inislness  In  Anierlen.  with  a  proper  apiiriM-latlon 
of  deprei'latlon.  and  of  the  ohiluatlon  to  return  borrowed  mone.v. 
It  would  not  be  so  hard  to  eonvlnce  the  people  of  our  eitles  that 
they  have  not  been  robbed  so  e.vtensively  as  tlie.v  suppose;  that 
franchises  are  not  as  valuable  as  the  eai>itiil  stocks  of  railroad 
companies  Indicate,  and  that  It  may  not  be  prolllable  nor  prac- 
ticable for  a  municipality,  whose  offlccrs  oujjht,  of  course,  to 
provide  for  its  c^ltizens  elticlent  street  rallwa.v  facilities  at  the 
lowest  reasonable  fare  per  ride,  to  Itself  construct  and  operate 
lines  of  street  railwa.v,  and  furnish  as  good  ai-cominodalions 
as  are  now  fnrnisheil  by  private  coriiorations,  at  a  rate  of  fare 
lower  than  that  now  almost  universally  cliarBcd  in  American 
cities.  Roads  are  built  with  borrowed  money  —  from  the  pro- 
ceeds of  the  sale  of  bonds  at  less  than  i>ar.  with  a  stock  iionns. 
If  well  located,  the.v  are  operated,  even  in  tin-  first  year  of  their 
existence,  at  an  ap|iarent  profit,  no  a<'i<)iint  lieins  taken  of  de- 
preciation, and  no  provision  made  for  the  accumulation  of  a 
fund  to  pay  the  bonds  or  renew  track  and  eciuipment.  From  the 
cross  earnings,  operating  expenses  and  interest  on  bonds  are 
deducted,  and  the  remainder  is  called  net  Income,  or  surplus 
applicable  to  tlie  payment  of  dividends.  If  dividends  are  not 
actually  paid,  representations  are  made  that  they  have  been 
earned.  The  promoters  li.st  their  bonds  and  stock  on  the  local 
stock  exchange,  and  di.spose  of  part  or  all  of  their  holdings  to 
people  unfamiliar  with  street  railway  operation,  and  still  less 
familiar  with  promotion  accomitlng.  Then  things  wear  out.  and 
must  be  renewed:  more  money  is  borrowed  for  this  puritose,  or 
the  company  is  "reorganized:"  the  vision  of  dividends  recedes; 
the  troubles  are  charged  to  political  agitation,  rather  than  to 
false  accounting;  and  the  process  liegius  again.  This  is  an  ex- 
treme case,  perhaps,  but.  although  the  capital  stocks  of  most 
companies  represent  an  actual  investment  much  in  excess  of  the 
Imnded  debts  of  the  companies,  the  practice  has  not  been  un- 
common. All  companies  have  been  .ifVcctcd  and  injured  liy  it. 
Whether  this  method  has  been  practised  with  a  design  to  de- 
ceive, or  through  ignorance  of  the  principles  of  accounting,  the 
effect  has  been  to  mislead  the  public  as  to  the  amount  of  profit 
In  legitimate  street  railway  business,  and  to  create  or  confirm 
tlje  impression  that  an  unjust  and  unconscionalde  contract  was 
made  between  the  company  and  the  people's  representatives. 
Vnreasonable  contracts  do.  doubtless,  exist.  That  Is  not  the 
point.  I  am  not  arguing  that  all  profits  are  reasonable,  or  all 
contracts  Just:  I  am  pleading  for  honest  accounting.  The  effect 
of  improper  accounting  in  one  notable  case  was  most  forcilily 
stated  by  Mr.  T.  S.  AViliiams  of  Brooklyn,  in  a  paper  read  by 
him  at  our  meeting  two  years  ago. 

Honest  accounting  —  I  am  not  blaming  the  accountants;  put 
the  responsibility  on  the  directors  —  they  say  it  is  their  business, 
and  not  ours  —  honest  accounting  from  the  beginning  of  the  busi- 
ness might  have  prevented  many  of  the  efforts  now  making  by 
municipalities  to  reduce  fares  and  to  increase  the  taxes  of  street 
railway  companies.  The  profits  to  the  promoters  from  the  sale 
of  their  stocks  -would  not  havp  been  so  great,  but  the  legitimate 
earnings  of  those  investors  who  actually  put  their  money  into  the 
property  would  not  have  been  less,  and  their  investments  would 
be  in  better  condition  to  withstand  some  of  tlie  unreasoning 
assaults  now  made  upon  them,  rulilicity  in  accounting  will  not 
be  so  Injurious  to  street  railway  investors  as  the  false  methods 
of  accomiling  heretofore  prevalent.  Tast  methods,  in  many 
<ases — ^  in  nearly  all  cases  —  have  been  deceiitive  to  stock- 
holders and  to  the  public.    If  the  deception  has  come  from  ignor- 


am-e.  It  Is  inexcusabh-;  If  from  design.  It  Is  dishonest.  Whether 
It  Is  ilisliunest,  or  whether  It  only  deceives.  It  Is  liad  (Hilii-y.  Let 
us  be  liouest. 

Some  of  us,  in  late  years,  have  been  trying  to  offset  the 
neglect  of  di'preilntlon  by  iharging  liic  i-ost  of  renewal  of  track 
anil  iH|uipnieiit  to  operating  expi'iiscs.  There  Is  preiedeiit  for 
lliis  in  steam  railroad  practice,  and  it  was  recently  dereiide<l  by 
Hie  Wall  Strict  .louriial,  in  an  arllcie  on  "  Oapltali/.ation,"  in  the 
I'ollowing  words:  "  In  a  general  way  capital  accounts  or  capital 
assi'ts  represent  permanent  InveNtiiicnt,  and  are  In  autitheslM  to 
i|uick  assets.  When  an  item  Is  capitalized.  It  usually  means  that 
the  money  has  been  sunk  once  fur  all  in  some  kind  of  jiroperly 
liiat  it  Is  not  expected  to  sell  or  convert.  If  we  could  Imagine 
a  railroad  completely  finished  and  In  perfect  condition,  its  capital 
accounts  woiilil  be  finally  closed,  and  its  expenditures  would  all 
lie  charged  to  oix'ratlng  account."  Hut.  however  honestly  meant, 
this  is  only  amiHier  nioile  of  dece|itlon.  It  is  not  the  truthful 
iiiclliod.  To  <'harge  against  earnings  the  cost  of  renewals.  Is  to 
make  one  montli,  or  one  .vear,  bear  an  undue  proportion  of  ex- 
pense or  depreciation.  The  effect  will  be  clearly  ajiparent  If 
we  imagine  :iil  franchises  leriniiiated.  and  the  business  of  a  com- 
pany at  an  end.  I'nder  such  circnmstani'es  the  jiroperty  of  the 
i-oiiiiiany  would  stand  on  the  books  at  its  original  cost. —  a  valua- 
lion  which,  unless  the  road  had  Just  been  entirely  renewed  and 
ri'ci|uipped,    wouhl    be   Hclitiiuis. 

These  suggestions  are  not  new:  tliey  have  been  made  by  former 
presidents  and  others  who  liave  addressed  the  association.  The 
subjects  of  depreciation  and  of  sinking  and  reserve  funds  are 
treated  in  every  book  on  accounting.  The  only  Justification  for 
tlieir  repetition  here  is  the  fa<t  that  iiiiin'oper  methods  still 
prevail. 

The  relation  between  Hie  ai'counting  and  managing  di'part- 
ments  of  our  street  railroad  comiianies  is  much  clo.ser  than  it 
used  to  be,  and  the  work  of  the  accountant,  which  has  come  to 
lie  more  and  more  aiJiireciated  by  the  manager,  has  become  more 
useful  to  the  company.  All  receipts  and  expenditures  coming 
uiiiler  his  eye,  he  can  be  a  most  valuable  aid  to  the  manager  in 
the  operation  of  the  road;  and  his  usefulness  in  this  caiiacity  is 
as  great  as  in  that  of  recoriling  the  conipan.v's  transactions  for 
the  information  of  its  directors  and  stockliolders.  Systematic 
and  intelligent  accounting  saves  more  than  it  costs.  The  ac- 
counting department  is  not  a  direct  producer  of  revenue;  Its 
province  is  to  keep  tab  on  all  income  and  on  every  item  of  ex- 
penditure; to  compare  tiie  results  of  one  period  of  operation  with 
those  of  another,  the  receipts  of  expenditures,  per  unit  of  meas- 
urement or  comparison,  of  one  route  witii  those  of  another,  the 
business  of  one  conipanj'  witli  that  of  anotlier;  to  ascertain  why 
receipts  are  lower,  or  expenditures  higlier.  on  one  line,  or  at  one 
station,  than  at  another;  to  show  clearl.v  and  concisely  the  true 
fiiiaiuial  condition  of  the  company,  and  the  value  of  its  property 
at  all  times:  to  throw  a  calcium  light  upon  all  the  details  of  man- 
agement, so  that  the  experience  of  the  past  and  present  may  be 
constantly  before  the  eyes  of  the  ofiiccrs  and  directors  of  the 
company  as  a  guide  for  the  future.  Tlie  value  of  figures  is  not 
mainly  in  their  numbers.  A  single  fact  succinctly  stated  is 
usually  more  effective  than  a  volume  of  figures.  But  the  figures 
should  be  behind  the  statement  to  vcrif.v  it  it  questioned.  It  Is 
more  effective,  for  instance,  to  say  that  the  number  of  passen- 
gers or  transfers  on  a  given  line  increased  in  the  past  month 
more  than  upon  any  other  line  of  the  system,  to  give  the  per- 
centage of  increase,  and.  if  possible,  to  point  out  the  probable 
reason  for  the  change,  than  to  give  to  the  management  a  de- 
tailed statement  of  figures  showing  the  number  of  cash  fares, 
number  of  ticket-fares,  number  of  transfers,  fares  and  trans- 
fers per  trip  or  per  car-mile,  upon  each  of  fifteen  or  twenty  lines 
of  railway,  from  which  the  manager  must  pick  the  facts  that 
will  enable  hiiu  so  to  change  his  schedules  as  to  produce  a  like 
increase  in  business  on  the  other  lines;  first,  because  the  man- 
ager has  not  time  at  command  for  the  study  of  these  statistics, 
and  secondly,  because  l\e  has  not  usually  an  accountant's  love 
of  the  study  of  figures.  Of  course,  the  detailed  statements 
sliould  be  prepared,  and  should  be  within  the  manager's  reach, 
but  the  accountant  will  be  more  valualile  to  his  company  if, 
wlicn  he  makes  up  his  figures,  he  selects  and  makes  a  brief  and 
pointed  report  of  the  most  striking  and  important  facts. 


5TH  Year,  Xo.  2— Sept.  3,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


625 


Yovir  executive  committee  met  at  Cleveland  in  April,  witli 
eitilil  of  the  nine  members  in  attendance.  Several  matters  vrere 
considered  and  discussed,  as  will  appear  in  tlie  secretary's  re- 
port of  the  proceedings.  The  most  important  was  an  invitation 
from  the  Association  of  Tramway  Managers  of  Great  Britain 
to  attend  a  meeting  of  that  body  in  Glasgow  ou  .Inly  loth,  at 
which  a  pajHT  on  standardization  of  tramway  aceo\mting  was 
to  be  read.  The  invitation  came  to  us  through  correspondence 
between  Mr.  C  M.  Duffy,  the  secretary  and  auditor  of  the 
Chicago  City  liailway  Co.,  and  Mr.  .Iami\s  Iialrymple,  chief  ac- 
countant of  the  Glasgow  Corporation  Tramways,  on  the  subject 
of  the  differences  between  the  methods  of  accounting  of  our  as- 
so<'iatiou  and  those  of  the  city  of  (Jlasgow.  In  view  of  Jlr. 
Duffy's  careful  study  of  the  Glasgow  Tramway  accounts,  his 
e.\tensive  correspondence  with  Mr.  Dalrympio,  and  his  intimate 
familiarity  with  this  association's  work,  the  committee  re- 
quested him  to  attend  the  Glasgow  Convention  as  the  represen- 
tative of  the  association,  and  at  its  expense.  Mr.  Duffy  expected 
until  within  a  few  days  of  the  meeting  to  go  to  Scotland  to 
represent  us,  but  the  franchise  situation  in  Chicago  made  it 
Impossible  for  him  to  leave.  A  topy  of  Mr.  Dalrymple's  paper 
has  reached  us.  and  Mr.  Duffy  will  give  us  the  benetit  of  liis 
study  of  it  and  of  the  discussion  which  followed  its  presenta- 
tion. 

One  other  committee,  the  committee  on  standard  form  of  re- 
port, has  been  active  in  the  year.  A  majority  of  its  members 
attended  at  Boston  a  conference  of  the  committee  of  the  National 
Association  of  Itiiilroad  Commissioners  on  the  same  subject,  ami 
represented  us  at  the  annual  meeting  of  that  association  at 
rorlland.  Maine,  last  .Inly.  Messrs.  W.  F.  Ham.  of  Washing- 
ton, anil  K.  M.  White,  of  Hartford,  will  present  a  re(>ort  for  tlie 
coiiiinlttee. 

REPORT  OF  THE  SECRETARY  AND  TREASURER. 


It  is  pleasant  to  again  reimrt  to  you  that  we  h.tve  prospered, 
that  we  have  more  nn-nibers  and  more  mone.v  than  last  year  and 
that  if  we  were  a  stock  company  we  wmdd  declare  a  dividend 
without  cramping  the  business. 

We  li.ive  addc'd  since  my  hist  report  the  following  coinpMiiies; 

Atlantic  Coast  lOlectric  Haihvay,  Asbnry  T.-irk,  N.  ,1. 

North  Western  Klevated  K.  K.,  Chicago.  111. 

Lynchburg  Traction  &  Liglit  Co..  I^ynchburg,  Va. 

Uockforil  &  Inlerinliaii  Uy..  Uockford.  111. 

Nashville  Kailway  A:    Light  CV)..  Nashville,  Temi. 

Santa  Barbani  Cnnsolidated  Ky.,  Santa  Barbara.  Cal. 

Cleveland  &  South  Weslern  Traction  Co.,  Clevelan<l.  oliio. 

Hoosac  Valley  Street  Ry.,  North  Adams,  Mass. 

Kvansvllle  Elwtric  Ry.,  Kvausville,  Ind. 

(ieneva  Klwrtrlc  Tramways  Co.,  Geneva,   S\vltzc>rlaiid. 

Ashvllle  Electric  Co.,  Ashville,  No.  Caro. 

Beaumont  Street  Ry.,  Beaumont,  Tex. 

Monterey  &  Tacific  Grove  Hy.,  .Monterey,  Cal. 

Metrnpolitnn  Railway  Co.,  Oklahoma  City,  Okla. 

rittsburg.  McKwsport  ic  Connellsvllle  St.   Ry.,   I'iltsinn'g.   I'n. 

Little  R«.k  Raihv.'iy  \-  Klec.  Co..  Little  Rocrk,  Ark. 

Spokane  Traction  Co.,  Sjjokane,  Wash. 

Stark  ICleclrIc  R.  R..  Alliance.  Ohio. 

OdumbuH.  I^indon  &  Springfield  Ry..  Colnmbus,  Ohio. 

<'oiineaut  &  Krie  Traction  <'o.,  Glrard.  I'a. 

Sh.-llleld  Co..  Shellleld.  Ohio. 

<idar  RapldH  &  Iowa  Clly  Railway  &  Light  Co.,  Ceilai  Rapids. 
lowu. 

.Northern  IlllnolK  Elec.  Railway,  I)l.\on,  III. 

Saiiford  &  Cape  I'orpolse  Railway,  S:inrord,  Me. 

DeKalb  &  Sycamore  Ele<lrlc  <•.,.,  DeKnlli,  111.    • 

Canton.  Akron  Railway  Co..  Canton.  Ohio. 

l''alrni<mt  &  ciarkHliurg  Traction  Co..  Kalrmont.  W.  Va. 

.New  OrleanM  RnllwayH  f.'o.,  New  Orleann,  Ln.     ((^onKolldaled.) 

WorccMter  &  C<ninectlent  EaMtern  Ry.,  Worcester,  .Mass. 
((V>niH*llilat<-(l.) 

Vlrglnln  I'liMHenger  A  Power  Co..  Richmond,  Va.    (ConMollihilcd) 
'I'olnl  30,  of  which  27  arc  new  and  .'!  conmilldatlonK. 


There  have  been  dropped  from  our  lists; 
Tittin,  Kostoria  &  Eastern  Ry.,  Tilfln,  Ohio.     (Kxpi'lli  d  for  uon- 
paynu'nt  of  dues.) 

.MeriUa   Tramwa.vs  Co.,   Merida.   Mex.     (Expelled    i,ir   iioii  pay- 
ment of  dues.) 

Erie  Transit  Co.,  Erie.  Pa.     lltesigncd.) 

liidiaUMpolis   &    Grecniielil    l!:i|>icl   Transit   l.'ci..    ( ;n'i>Mlii'lil.    Iiui. 
(Uesigned.) 

St.  Louis,  Belleville  &  Suburban  Ky.,  Bellevill.'.  111.     (Uesigned.) 
Natcluz  Elec.  Ry.  Light  &  Power  Co.,  Natcliez.  Miss.   (R 'signed) 
Citizi'us  Electric  Co.,  Eureka  Springs.  .\rk.     lUesigned.i 
Central  Raiiid  Transit  Co.,  I'ittslnng.   Pa.     (('onsolidatcd.i 
Con.solidaled  'I'lactiou  Co.,   I'ittslim-g,   Pa.     (Consolidated.) 
New  Orleans  City  Ry.,  New  Orleans.  La.     (Con.solidatcd.l 
New  Orleans  .V:  Carroll  I!y..  Ligiit   \    I'ciwcr  Co,,  .New  OrU'ans, 
La.     (Consolidated.) 
Peoples  lYamway  Co..   Puln.-mi,  Cmin.     (Consoli<Ialed.) 
Kiclimond  Traction  Co.,  Itirliiiiciiid.  \a.     (Coiisiilidated.) 
KicliMion<l    Passenger    A:    Power    Co.,    ItirlniioMd.     \a.      (Con- 
solidated.) 

Total  14,  of  which  li  were  expelled  for  nun  |i:iyiiicnl  ii)'  dues, 

o  resigned,  and  7  wimh isnlidiifcd.     'I'liis   niMkcs  ;i   net 

gain  of  Hi  for  the  year. 

Tile  rcciM-d  oC  niendu'rsliip  since  llie  organiz.-itioii  of  llie  asso- 
ciation is: 

Venr.  .\ilniitl.'cl.     Wil  li.lniwn.    I!ii]:iiii-o. 

Organization    l'.'i  .... 

1S!>7 1-  1  "a,- 

ISOS :{-  ....  i:s 

lSi»!)   -.U  li  100 

ItKM)    -Jl  0-,  1),; 

I'Ml   2.->  11  111) 

llKlli 11)  7  122 

111*':' uO  11  las 


1!)8 


(!() 


The  linani-i's  are  suinmarizcd  as  fcillows: 

Brought  forward  from  Oct.  .'I,  l!l()2 

Keceived  this  year  from 

New  Members,  27  at  .f'J) If.Mu.lH) 

ll"ll    Ones 20.00 

l'HI2     ••         \2U.m 

11)03    "       2rjo.oo 

Interest  on  Deposits j:!.iKl 

I'ayiiicnis  have  been  mad<>  this  ye;n-  I'or 

Salaries,  .secretary's  ollice .fOOO.DO 

Expenses  secretary's  otilce llS.lil 

Traveling  expenses,  oflice ',)!). 4!) 

Traveling  expenses,  committees 424. (il 

Account  of  Detroit  Convention .51 .20 

Stenogra|)her  I>etroit  (lonvenllen 110.00 

I'rinting  reiiort  of  (Convention  ;{(M).r).") 

Printing  and   stationery    27.S.7.S 

Miscell.-ineoMS    111.20 


138 


.fioio.o.'i 


•2K.'i3.()(i 


!|!4+!'S.99 


On  Deposit  llonu-  Savings  Bank,  Toledo.  O.  .     .lluriM.  II 

Ou  De|iosit  Van  Norden  Trust  Co..  .New  York. .  .1341  ..'!.S       2.'!1)!).  (!) 


There  Is  open  on  the  books  for  unpaid  dues 

Owensboro   <"lt.v   Ry.,   Owenshoro    

Ottawa    Railway    Limlteil    'I'lmllen    t'o., 

Ottawa,  111 

Chicago    Electric   'lYaetlon    Co.,    Chicago, 

111 

.Sprlnglleld  A;  .\enla  Traction  Cci,.  Spring- 

llehl,  O 

Trans-St.   MaryB  Traction   Co.,   Sanit    SI. 

.Marie,    Mich 


$4493.00 

.flO.IK) 

40.00 

20  (Ml 

20.00 

20.  (XI       .^140.00 


626, 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No.— Vou  XIII,  No.  8  b. 


Tlioru  nre  no  uiipalil  reudpred  IiIIIh. 


Nu  biniiks  linve  ticeu  added  to  tlio  eulloctlon  cxlilliltcd  this  year 
for  llio  rfucon  tlint  It  Is  consldcriMl  lu-tti-r  to  iiiaki.'  n  new  set  soou 
rntlu'r  than  have  It  p:irtUill.v  up  to  date.  Tlie  collection  Is  now 
four  years  old  In  Its  present  form  Imt  Nome  parts  of  It  are  a 
year  oliler.  In  some  measure  II  lias  been  added  to  each  year 
niitll  now  liut  not  to  the  extent  its  ImiKirtanee  deserves,  there- 
fore, to  slop  aildin);  to  this  set  now  and  to  lie^ln  iijion  another 
eolleellon  which  will  comprelxmd  those  great  changes  In  priic- 
tlcc  that  have  been  brought  alHinl  by  consolidations  and  by  ex- 
perience seems  to  be  the  best  step  to  lake  to  keep  It  really  useful. 

Now  and  then  In  the  secretary's  report  there  has  been  nien- 
tloniHl  the  addition  of  soinethlu);  to  the  as.soclal ion's  library. 
This  elTort  has  now  resulted  In  a  rather  substantial  collection 
of  nniKsxInes  and  rallwa.v  comndssions  reports  and  some  books. 
So  far  It  has  cost  nothing  but  I  wish  lo  advise  that  a  certain  sum 
be  set  ashle  for  the  purchase  of  works  upon  such  subjects  as 
enter  Into  our  needs.  This  accuniulallon  will  always  be  useful 
and  an  early  start  is  l)etter  than  lols  of  afterthought. 

I  might  consider  my  <luty  done  by  a  mere  report  of  the  changes 
In  Una  nee  and  uu'udiership  during  the  years  as  they  go  by  but  I 
cannot  refrain  from  setting  before  you  at  this  time  a  rather  more 
comprehensive  view  of  the  way  some  of  the  association's  prob- 
lems appear  to  one  who  is  at  all  times  very  near  to  them  and 
who  has  no  period  of  weeks  or  months  as  you  have  of  Inaction  in 
association  matters  but  is  cimstautly  within  hailing  distance  of 
Its  alms  and  Its  works  during  and  between  the  annual  conven- 
tions. Another  reason  I  would  bring  forward  would  be  that  it  is 
the  only  time  during  the  year  that  I  can  say  anything  to  you 
verbally  and  should  I  limit  tliis  report  to  the  mere  details  I  would 
miss  an  opportunity  lo  perhaps  gain  something  for  the  associa- 
tion. When  it  is  remembered  that  this  ottice  has  come  in  eoutuct 
with  every  company  that  is  or  has  been  a  miMnber  since  the 
association  was  organized  it  will  be  readily  agreed  that  some 
lessons  have  been  seen  and  learucd  in  Hint  time  and  so  far  as  1 
aui  able  I  want  to  have  you  as  the  representatives  of  llie  mem- 
bers see  one  or  two  things  as  I  now  see  them.  It  would  seem  that 
an  association  the  same  as  our  businesses  can  only  grow  by  effort 
and  that  effort  should  be  in  a  direction  pointed  out  by  self  ex- 
amination. 

An  association  can  be  organizinl  from  two  standpoints,  one 
being  for  entertainment  and  one  being  for  work,  these  two  can 
only  be  combined  by  the  most  careful  ailministration  and  by  the 
members  keeping  clearly  before  them  where  the  one  leaves  off 
and  the  other  liegins.  This,  I  believe,  this  association  has  done 
pretty  well  if  our  reputation  and  our  records  can  be  taken  for  a 
guide. 

There  are  four  things  an  association  must  watch  carefully  if 
it  woidd  truly  be  a  success,  its  personnel,  its  finances,  its  work 
and  Its  reputation  —  of  these  I  want  lo  speak  of  but  one,  its 
membership. 

Since  the  organization  a  constant  plea  has  been  made  from 
this  oflice  ,'ind  from  the  president's  lor  tlie  increase  of  the  mem- 
l>ership  to  its  widest  possible  extent.  But  It  is  only  fair  to  you 
to  remind  you  that  outside  of  a  few  entliusiastic  niend)ers  this 
effort  lias  resulted  lamely.  In  other  words  it  has  been  left  largely 
to  the  ottlcers  to  put  forth  the  em-rgy  for  membership.  It  may 
not  have  occurred  to  all  the  mend>ers  yet  one  thought  slauils  out 
clearly  to  me  and  1  want  you  to  see  it  too.  It  is  this.  This  is  an 
associatiiui  for  the  mutual  benetit  of  lis  members  and  .Vmerican 
street  railways,  what  it  iloes  to  lienelit  one  is  to  benetit  all.  There- 
fore, It  is  a  mutual  association  and  so  it  t'oilows  tluit  all  are  re- 
sponsible and  all  should  help  toward  its  a<lvaucemeut.  We  have 
withstood  the  loss  of  about  tifty  nu-mtiers  through  consoli<Iatiiiiis 
In  the  last  three  years,  besides  others,  and  yet  we  have  gained 
even  under  those  clrcuiustaiu'cs.  1  see  jdalidy  that  we  will  losi- 
at  least  ten  more  tlie  coming  yi'ar  from  the  .sami'  cause  and  I 
want  to  urge  you  to  take  up  this  matter  and  ludp  lo  overcomi- 
this  natural  loss. 

We  thought  at  lirst  that  the  smaller  companies  would  not 
freely  join;  that  the  larger  ones  would  be  in  tlie  majority,  but 
we  have  seen  by  experience  that  It  Is  the  smaller  ones  that 
g.iin  the  most  by  membership,  therefore  our  efforts  should  be 
directed  toward  any  cimijiany  be  it  ever  so  small.      There  is  no 


small  Item  In  operating  expenses  that  can  bring  so  large  a 
return  If  projierly  used  as  a  membc  iship  In  the  railway  associa- 
tions, which  1b  an  argument  that  should  be  used  to  every  com- 
pany not  now  a  member  with  us.  Our  past  Is  one  to  show 
with  reasonable  pride  and  the  future  will  be  as  bright  and 
useful  If  the  present  uieiubcrshlp'  keeps  awake  to  Its  oppor- 
tunities, which  I  think  it  will.  The  correspondence  of  this  office 
is  llllcil  with  queries  relating  to  a  great  range  of  subjects  In 
r.'iilway  accoiniting,  and  when  these  are  properly  solved  by  the 
Nccrel.iry  or  by  reference  to  other  mcnibei's,  can  anyone  doubt 
the  usefulness  of  the  association?  I  hoi)e  to  see  the  time  when 
our  work  will  be  so  large  and  Important  that  It  cannot  be 
hauilliHl  as  it  Is  now;  but  will  have  Its  secretary  a  regularly 
salarieil  olllccr  anil  devoting  his  whole  time  to  the  work.  Those 
are  not  Idle  words,  but  come  from  over  seven  years'  intimate 
contact  with  the  whole  situation  and  wilh  Its  iHisslbilities 
plainly  tniderstood.  When  that  time  comes  it  may  be  permis- 
sible to  let  your  officers  work  for  the  membership,  but  until 
that  time  I  cannot  help  but  feel  that  it  is  as  much  the  duty 
of  the  indivdual  member  to  be  on  the  lookout  for  members 
.■IS  It  Is  your  officers',  and  I  think  you  agree  with  me.  We 
need  a  large  memljershlp,  not  so  much  for  the  finances,  al- 
though that  Is  important  too,  but  for  the  broader  effect  our 
deliberations  will  have. 
New  York,  August  31,  1903. 

W.  B.  BUOCKWAY, 

Secretary   and   Treasurer. 

Secretary  Brockway  called  attention  to  the  fact  that  the  Ac- 
countants had  a  separate  registration  booth  and  that  it  was  de- 
sirable that  all  members  register  there  and  secure  the  badges  of 
this  Association  as  well  as  those  of  the  A.  S.  U.  A.,  with  a  view 
to  advertising  in  that  way  the  Accountants'  Association. 

The  Secretary  also  read  an  invitation  from  the  Schenectady 
Uaiiway  Co.  to  make  use  of  its  lines  In  Schenectady,  Albany 
and  Troy,  for  which  purpose  the  badges  of  the  Association 
would  be  honored,  together  with  a  schedule  furnished  by  the 
company  of  the  serx'ice  on  its  different  lines. 

Mr.  F.  E.  Smith,  of  Chicago,  suggested  the  advisability  of 
consi<Iering  the  (piestiim  of  admitting  public  certifled  account- 
ants to  membership  in  the  Association  with  such  standing 
therein  as  might  be  decided  to  be  practicable.  Several  members 
iilKirtcd  (lie  existence  of  a  demand  for  the  information  got 
out  by  tlie  Association  on  the  part  of  the  general  accountant, 
and  while  .some  members  expressed  a  willingness  to  enlarge 
the  field  of  membership  In  the  direction  proposed,  others  doubted 
the  wisdom  of  such  a  dcjiarture,  preferring  that  the  Association 
be  continued  exclusively  in  tlie  interests  to  which  It  had  been 
devoted  in  tlie  past.  In  view  of  the  fact  that  tlie  change  pro- 
posed would  involve  an  anu^ndmcnt  of  the  by-laws,  the  presi- 
dent was  on  motion  antliorizcd  to  api>oint  a  committee  of  three 
to  draft  such  amendment  for  submission  at  the  next  convention, 
and  he  a]ipoiiitcd  as  such  committee  Messrs.  Smith,  Magiltou 
and   Brockway. 

.Mr.  Irwin  Fullerton.  gcnciai  auditor  of  the  Detroit  United 
Hallway,  then  read  his  paper  on  "  Freight  and  Express  Ac- 
counts," which  will  be  found  on  page  olll  of  this  issue.  The 
jiaper  was  discus.sed  at  length  by  the  meeting  generjilly,  show- 
ing a  keen  interest  and  desire  for  information  on  the  part  of 
electric  railway  acconnlaiils  as  to  the  liest  uietlitHls  for  dealing 
with  the  question  in  inilividnal  cases.  The  discussion  brought 
out  much  valuai)le  in  forma  I  ion  on  a  variet.v  of  detjiils,  siK'h  as 
the  time  and  opportunity  under  varying  conditions  for  making 
out  w.ny  bills,  statements  reiulercd  as  to  tonnage,  commissions 
paid  at  the  smaller  stations  to  agents,  the  methods  of  charging 
the  expenses  of  the  freight  and  express  business  and  the  de- 
sirability of  establishing  a  standard  on  that  svifiject,  the  rights 
of  companies  in  the  several  states  of  the  country  utuler  exist- 
ing charters  to  engage  in  this  liranch  of  business,  the  liability 
to  shippers  for  goods  carried,  methods  of  determining  the  weight 
of  shipments,  and  in  connection  with  the  general  snliject. 

Secretary  Broi'kway  then  read  the  following  pajier,  wlilch 
w:is  sidiiiiitlcil  .IS  |i.n(  of  the  discussion  on  Mr.  Fullerton's 
paper: 


STH  Ye.\r,  Xo.  J— Seit.  3,  igp.f  ] 


DAILY  STREET  RAILWAY  REVIEW. 


627 


FREIGHT   AND   EXPRESS    ACCOUNTING. 


By    E.   H.   Hyman,  Auditor  Electric   Package  Co.,  Cleveland,  0. 


Tlio  Electric  P;irkase  Co.  of  Clcvi'laml.  Ohio,  is  tlio  frcip:lit 
aiKi  liagrsJ'SC  (lepiirtinent  of  tin-  Lnki'  Slioro  Electric  Kiiilway 
Co..  tlie  I'levelaiul  &  Soiith-Wcstcrii  Traction  Co..  the  Nortlicrn 
Ohio  Traction  Co.  and  the  Cleveland.  rainesviUe  &  Easti'rn 
Kailway  Co. —  four  ele<'trie  stibtu-ban  lines  running  out  of  Cleve- 
lanil.  Twenty-two  freight  cars  arrive  and  depart  dnring  each 
ilay.  Wason  service  is  maintained  and  package  freight,  as  we 
call  it.  is  called  for  and  deliverivl  within  certain  i)res<-rilied  de- 
livery limits.  Baggage  is  chci-keil  to  all  regular  ortic(>s  where 
the  on»>-way  passenger  fare  is  2.">  cents  or  more.  .\  charge  of 
2."i  cents  is  made  on  each  piece  of  baggage  destined  to  plai'cs 
where  the  one-way  jiassenger  rate  is  less  than  2.">  cents,  or  when 
baggage  is  to  bo  put  off  .'it  a  stop  number  or  country  cross- 
i-oad  where  no  regular  office  is  maintained.  In  cliecking  bag- 
gage we  follow  the  rules  of  the  steam  lines.  <harging  excess 
when  weight  of  baggage  exceed;^  150  lbs.  Messengers  on  cars 
keep  records  of  all  l)aggage  carried,  so  that  It  is  at\  easy  matter 
to  trace  baggage. 

I  will  endeavor  to  describe  the  .system  of  accounts  used  in 
as  ch-ar  and  concise  a  nninner  as  T  am  able.  The  system  is 
similar  in  m:iny  respects  to  the  one  followed  by  the  express 
companies.  .\1I  freight  is  weighed  .-mil  billiMl  at  ailual  wi'iglit 
and  in  acci>rdaiice  with  marks  on  shipment.  Bills  of  lading  are 
not  signed,  filinl,  nor  billing  made  from  them,  as  in  tlie  freight 
system.  Single  copies  of  Way-Bills  arc  made  in  an  ini|iression 
book  and  way-bills  handed  to  messenger.  We  maintain  mes- 
senger service  on  all  cars.  Messengers  also  accept  freiglil  along 
the  lines,  and  make  n-gnlar  way-bills  for  it.  Messengers  rccunl 
all  way-bills  carried,  .\fter  <'ar  leaves  the  office,  the  messenger 
<-he<-ks  the  way-bills,  putting  Iiis  initial  opposite  each  entry. 
provide*!  sliipnu'nt   corresiioiids   to   lulling. 

Oi'<-aslonally  one  of  fiur  wagons  reaches  onr  ilepol  jiisl  .'is  a 
car  is  ready  to  pull  ont.  ami  friMglil  is  put  alioanl  <ar  without 
any  way-bills.  When  this  occnrs.  tin-  messenger  makes  ont 
two  fiver  Way-Bills.  one  of  which  he  delivi>rs  with  the  freiglil 
to  the  receiving  office:  the  other  he  gives  to  the  office  at  wliich 
he  rii-eiveil  freight.  -V  regular  waybill  is  then  m;nle  by  tlie 
liill-i-lerk  from  the  over  way-bill  and  notation  jmt  in  "  Itc- 
marks"  column  "  .\heail."  giving  lime  and  date  <in  wliiih  ship 
iin-nt  traveled.  When  the  agent  ;it  the  reci-iving  point  rcci'ivcs 
the  regular  way-liill.  he  pins  the  over  way-bill  to  llie  regular. 
When  the  auditor  receives  the  agent's  re|ioit,  lie  chocks  tlic 
over  way-bill  to  the  regnlar  to  see  that  all  sliipiiieiifs  on  tlie 
over  way-bill  have  been  regularly  wayliillcd.  Over  way-bills 
are  abstracteil  by  the  messenger  In  the  sami-  manner  as  regnlar 
waybills,  so  that  the  audilor  i;iii  see  thai  regnlar  way-bills  have 
been   lssu«*d   f(fr  all   overs. 

If  the  niessengiM'  has  way  bill,   bill    ilocs  iiol   cany  correspoiiil 
lug   shipmi-nt.    lie    makes   entry    on    w.iy  bill    ".Shorl."    :iiiil    liii- 
niedialely   sends   a   Short    Way-BIII   fo   I  he  amillor,    who  al    once 
KlarlH   an    InviKtlgalion   and    allciiiiits   lo    locale   the   shipnienl. 

.\h  soon  as  freight  reaches  lis  (lesliiiatlon,  the  ageni  or  his 
diTk  chocks  the  waybills  against  the  fri'lglit.  piiltlng  his  initial 
opiNisife  ea<-li  shipment.  Ili'  also  sees  thai  Ihc  slil|iineii|s  arc 
lilllefl  af  the  correct  weight  iind  rati'.  If  hi'  iliscovers  an  error. 
he  maki-s  nn  addition  or  di'ilncllon  on  the  waybill,  bnl  rioes 
not   cliang4-   flie  original    billing. 

Whi-n  the  checking  of  frclclit  Is  i-oinplefed,  the  waybills  are 
written  n|i  on  Kelivery  .Shei-ls.  Itrlvers  rcn^elve  these  sheds 
and  chiK-k  flieiii  as  fhi-y  load  tin'lr  wagons.  The  freiglil  is  llicii 
i|e|lveri-d.  Nigniitnri-M  being  olitalned  for  every  slil|inii'nl.  .\riir 
these  slieetH  have  lieen  sellled  by  the  drivers  they  are  filed  away 
according  to  diifi-s.  Thi-y  foriii  a  most  valmiblr-  record  ami 
save  the   pnynn-lil   of   nniiieroiiH  clalniH. 

If   freight  cannot    Ik-  ilellveriHl    on   account    of    liiKiilllclenf    ad 
dn-HH,  the  Mhlpinent  In  tninHferred  to  Ihe  "  On  Hand  "   Hook   lor 
"(lld'lIoHN"    ISiHik   as  It   has   bi'i'ii   nicknamed).     The  shipper  Is 


iiolilicd  of  Ihe  inability  (n  luaUc  ilclivcry.  and  iiistnulioiis  for 
disposition  of  sliipnieiit  are  awailcil.  Tlie  charges  to  collect 
on  the  agent's  on-hand  hook  rciiiaiii  a  credit  to  him  until  they 
.■ire  paid,  bnt  he  dues  not  iiicliiiU'  llicin  in  his  rc]iorts.  To 
gnard  againsi  an  agcni  larryiiig  a  false  credit  as  mi  hand 
freight,  the  traveling  auditor  freiineiilly  cliecUs  his  on  hand 
book  ag.iinst   the  actual   freight   which   is   on   haml. 

1  have  endeavored  in  the  foregoing  to  foUow  sliipiiients  from 
the  time  they  are  rciiivcd  until  delivery  has  been  made.  I 
will  next  attempt  to  explain  how  reports  are  made  and  checked. 
Ucporls  are  made  by  the  agents  to  the  anditor  once,  twice  or 
foiu-  limes  per  nionlh  according  to  the  vohiiiie  of  liusiness  done 
liy    I  lie   various   offices. 

.\geiits  list  the  totals  of  each  way-bill  from  llirir  impression 
hooks  on  •■.\listract  of  Way-Bills  Forwarded."  The  totals  of 
Ihc  ahslracl  are  IrMiislrn-cd  to  the  •' Sctllenieiit  Sheet"  and 
phM'cil  opposite  the  i-nirccl  licailiiigs.  Tlu'  total  prepaid  cliarges 
on  way-bills  forwanlcd  arc  a  dcliil  to  Ihc  agciil.  w  liilc  llic  IoI.mI 
aihaiiced  charges  on  way-hills  lovwanlcil  arc  a  iTcdil  lo  him. 
•■  Charges  .\dvaiiceil  "  arc  of  two  kinds,  one  where  charges 
.•iri'  p:iid  on  shipnicnls  lo  other  coiniiaiiics  when  freight  is  re- 
ceived; Ihe  (illier  is  wii.-if  is  leniied  an  '•expense."  This  "  e.\- 
pense  "  is  explained  as  follows;  When  a  shipment  which  is 
marked  prepaid  is  billed  in  error  collect,  tile  receiving  agent 
cuts  the  prepaid  mark  from  shipment  and  expenses  Ihe  agent 
ol  the  forwarding  oHice  for  the  amoniil  of  eh.iiges.  relnrning 
Ihe  prepaid  mark  willi  expense.  The  receiving  agent  settles 
Ihe  original  way-bill  as  collec-t.  but  receives  credit  on  the  seltlc- 
iiiciit  sheet  for  total  anioniit  of  such  expenses.  Tin'  agent  at 
rorwarding  ollice  accepts  file  expense.  ,-ind  obtains  Ihe  money 
from   the   projier  siniree. 

.\gonts  total  each  w:iy-liill  received  ami  .■in-aiige  them  in 
slaliou  urdei-.  lOach  station's  way-bills  are  .ilso  arranged  in 
dale  .irder.  The  total  of  cac-li  way-hill  is  lislcd  oil  a  "  State- 
llielil  of  W:iy  I'.iUs  Itercived."  and  lot:lls  iif  Ihe  si  :il  eiiieiil  .-ire 
tr.'iiisrened  lo  Ihe  selllc-iiieiil  slicel.  The  Icital  charges  ad- 
vanced and  chaiges  lo  collecl  .-ire  deliils  lo  .-igeiil.  as  well  .-IS 
Ihe  lol.il  addilioiis.  while  llie  lolal  dediicl  inns  and  lol.il  "paid 
Ihroiigh   lo  olher  coiu|iaiiies  "   .•ire  ci'imIIIs  lo  a.ni'iil. 

Those  of  onr  .igeiils  who  receive  a  coniniission  in  lien  of  sal- 
ary. l.iUc  credil  on  Ihe  selllcnient  shed  for  Ihe  jiroper  .■iiiKainls. 
sending  ill  ri'ceipis  for  llieiii  with  their  reporls.  The  ;inditor 
makes  a    voiiclii'r  lor  tlie  lolal   anioiiiil    cd'  these   receipts  atta<'li- 

iiig    llicin    to    voiiclicr.      The   i- mission    is   figured   on    Ihe   total 

charges  colled  ami  prep.iid  on  way-bills  received  and  forwarded. 

lull    no   CO lission    is    .-ilhiwcd    on    charges   advanced. 

The  liilal  .inioiiiil  cif  credils  lo  agents  ilcdnded  from  lolal 
ayicnts'  debits  shows  Ihe  anionnl  of  cash  due  Ihe  company. 
The  agents  of  smaller  ollices  send  cash  wilh  their  reporls.  The 
agenis  of  large  ollices  make  deposits  several  limes  .-i  wci'k  lo 
Ihe  credil  of  Ihe  company  in  banks  designaled  \<\  Ihc  Ire.us- 
nrcr.  .iml  semi  diiplicale  dejiosil  slips  signed  li.\  Idlers  of  Ihe 
hanks  III  amlilcii^.     The  amlilor  can  llius  keep  waldi   nn   all  siidi 

ollices    very    closely.       When    Ihe   lepol-l    is    lecdMMl    liy    Ihe   amlllol'. 

he   sees    llial    Ihe   iicM'cssary    liimis    lo   ciocr   it    li;nc    1 ii    depos- 

ileil  .'iml  I  hill  iii.ikcs  n>i|iiesl  lor  check  on  Ihc  Irc-isuicr.  who 
draws   and    rdiiriis   II    In   .imlilor. 

When  Ihc  andilor  receives  reporls  rroni  agciils.  he  verilles 
Ihe  rooliii;.'s  of  reporls  and  way  hills  lall  way  hills  are  sent 
lo    Ihe    andilor    wilh    reporlsi.    and    checks    lolals    of    way-hills 

agaliisi     Ihe    stale il     of    way  hills    received.       If    Ihc    andilor 

lliids  any  errors,  he  m.iilis  error  on  Ihc  w.i.v  hill  ■■iml  also  op- 
lioslle  the  slateiiieiil  In  hlile  pencil.  When  all  reporls  ami  way 
hills  for  Ihi-  iiionlh  have  been  rcci-lvcd  and  slaleinenls  i-lns-ked 
by  andilor.  all  Ihe  monlh's  wayhills  are  soiled  In  slallon  order 
and  each  slalion's  way-hills  In  dale  onler.  Then  Ihe  andilor 
checks  Ihein  agalnsi  Ihe  ahslracl  of  way  bills  forwarded.  Thus 
every  way-bill  Is  checked  Uvlce.  l';rrors  found  on  Ihe  abslracls 
are  Irealed  In  Ihe  same  manner  as  I  hose  found  on  Ihe  slale- 
inenls.     Stale Is    of    Corrcdhai,    with    original    way  bills,    lai 

whii-h  errors  occnrreil,  allacheil,  ari'  seiil  lo  agents,  who  re- 
liirn  lliein  at  once,  wilh  anionnl  due.  If  a  correction  shows 
i-ri'dll  lo  agent,  a  voncher  Is  made  and  iillaehed  lo  Ihe  correc 
lion.       The   au'cnl    signs   the    voucher   and    takes   credit    for   the 


628 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XIII,  No.  8b. 


nmount  of  the  vonclior  <in  his  m-xt  s(»tlloinent  sheot.  When 
nil  entrj'  "»  "'f  iil»<trii<'t  ri'iiuiliis  iinclici-ki'il.  It  hIuiwh  tlmt  oriifl- 
iial  wnyblll  Ihik  not  liooii  Hcttli'il  li.v  llie  rci'clvliiB  iigont.  AVlieii 
tills  occurs.  Uo<|iic.st  for  fiip.v  of  Wiiy-Hlll  Is  iiiiidc  on  tlie  nRent 
nt  the  IssiiliiK  olllcc  As  soon  iis  Coiiy  of  Wiiy-nill  Is  rocelvcil, 
Triiocr  for  Insctllfd  Wny  Hills  Is  scut  to  tlio  ipcclvliig  ngcnt, 
who  must  liironii  tlic  niulltor  when   It   will  bo  settled. 

All  the  check  1 11);  of  reports  hiiviii;:  hccii  cimipleted,  the  iiudltor 
Is  rendy  to  proceed  with  his  iiioiUlily  sliilcnicnt. 

All  C.  O.  1).  shipments  iiiUst  iiol  only  lie  hilled  C.  O.  D.,  hut 
the  shipment  It.sclf  must  he  niarked  V.  O.  T).  and  amount  of 
C.  O.  Tt.  given,  so  that  If  the  sliipmcnt  arrives  without  hilling 
or  C.  O.  1).  wrapper  the  agent  will  see  from  the  marks  on  ship- 
ment that  It  Is  C.  O.  P.  Most  Imperative  orders  are  Issued  to 
agents  never,  under  any  circunisliinees.  to  make  delivery  of 
a  C.  O.  n.  shipment  without  lirsl  receiving  the  cash  for  It. 
Checks  are  not  accepted  In  payment  for  C.  O.  D.  shipments. 
In  other  words,  we  refuse  to  trust  anyone  whom  the  shipper 
refuses  to  trust.  .\s  soon  as  C.  O.  D.  shipments  are  received, 
they  are  entered  in  a  ('.  O.  D.  Itecord.  When  an  agent  receives 
payment  for  C.  O.  I),  shipment,  he  jilaces  tlie  money  In  C.  O.  D. 
wiappor,  seals  it.  marks  shipment  paid  on  C.  O.  D.  record,  and 
enters  paid  C.  O.  P.  in  Messenger's  Iteceipt  Book.  The  messen- 
ger signs  the  book,  makes  entry  in  his  messenger's  receipt  book, 
and  obtains  signature  for  paid  C.  O.  1).  from  the  receiving  agent. 
Offices  which  re<-eive  numerous  ('.  O.  U.  shipments  should  be 
checked  frequently  to  see  that  paid  ('.  O.  D.'s  are  returned  im- 
mediately. .\  <-liarge  ac<'«>icliiig  to  the  amount  of  C.  O.  D.  is 
made  for  the  reiiirii  of  the  niipiiey. 

The  traveling  amlltor  e:iii  obtain  a  cDiiiiilite  lialancc  of  the 
sm.lUer  offices  in  an  hour  nr  two,  while  from  half  a  day  to  a 
day  is  all  the  time  reciuired  to  check  perfectly  the  larger  offices. 
This   proves   how    simple,    yet    jurlcM-t.    our   system    is. 

.Mr.  Ilyman's  p:iper  (lev<'l<)pe(i  some  discii.ssion  of  tlie  metliods 
adopted  for  checking  the  collect  ions  of  agents  and  preventing 
thefts.  Reverting  to  tlie  iiuestion  of  separating  the  expenses 
of  au  express  and  freiglit  department.  Mr.  Ham  thought  elec- 
tric roads  might  follow  tiie  example  of  tlic  steam  roads,  which 
had  determined  that  such  differentiation  w,is  impracticable  and 
made  no  effort  whatever  to  keep  a  distinction  between  passen- 
ger and  freight  expenses,  but  that  some  unit  like  the  car  mile 
or  the  car  hour  would  admit  of  determining  whether  or  not  a 
given  department  was  jirolitable  or  otherwi.se.  In  reply  to  the 
president.  Mr.  DulTy  stated  that  the  Committee  on  Standard 
Classification  of  Accounts  liad  not  considered  the  question  of 
freight  and  express  accounting  as  yet,  but  he  thought  it  was 
In  line  with  the  work  of  tliat  committee  and  that  if  the  con- 
vention  desired  he  had  no  doiilit  the  committee  would  under- 
take the  work. 

The  rresident  apjioiiited  tin'  rnllowing  cciMiinittees: — 
()i)  .Nominations:  .Mi'ssrs  Uoss.ol  .Montreal,  I'ease.of  HulTalo.Bart- 
iett,  of  Hoston,  Simpson,  of  Itirmiiigliani.  and  IMill'y.  of  New  York. 

On  Kesolutions:  .Messrs.  .Mitciu-il.  UogiTs.  I'lilierlnii.  Mc.Vssey 
and  Yeatman. 

The  Question  Box  was  tiien  taken  up.  Willi  a  view  to  giving 
opportunity  for  eliciting  information  iqioii  m.-itters  not  covercl 
by  tile  formal  program. 

Mr.  .Maekay  inquired  as  to  liie  issuing  of  slop-overs  on  iiitenir- 
hau  roads,  on  trains  wiieie  tlie  tickets  were  issued  liy  lonductors. 

.Mr.  IN'ase  of  Bntl'alo  stated  tliat  his  company  diil  not  give  wlial 
was  regularly  termed  stop-overs,  hut  they  did  have  a  coupon  for 
each  division,  allowing  the  passenger  when  he  reached  the  end 
of  a  division  to  stop  over  as  long  as  he  pleased  and  then  con- 
tinue his  ride;  those  tickets  were  issued  by  the  conductors  and 
credit  was  allowed  for  the  Ave  cents  paid  on  the  oHgiual  division; 
the  tiirough  ticket  was  sold  for  that  much  less  and  liie  conductor 
returned  the  coupon  as  five  cents,  and  the  station  clerk  in  settling 
with  the  conductor  at  the  close  of  the  day  allowed  tiie  latter 
live  cents  on  each  one  turned  in.  The  Intcrnrlian  conductor  sell- 
ing the  ticket  received  froiii  the  city  passenger  eillier  a  couiion 
or  a  transfer. 

The  Secretary  read  tlie  following  question  which  had  been  sent 
to  the  desk  In  writing; 


•■  Wliat  Is  the  cuBtouiiiry  way  of  putting  up  receipts  for  the 
liaiiks?  It  is  asked  because  the  banks  In  my  city  desire  all  coin 
to  be  wrapped,  and  I  want  lo  clo  It  olhertvlsc  If  I  eon." 
1  Laughter.) 

Mr.  Henry  A.  Kerrandou,  Auditor  New  Orleans  Railways  Co.. 
said  that  they  had  established  a  system  of  receivers  nt  their 
seven  dirfereut  stations  In  New  Orleans,  and  with  a  view  of  sav- 
ing ill  oltlce  force  they  attempted  to  deposit  their  earnings  as 
llu-y  came  in  from  the  receivers  direct  Into  the  hank.  It  Bo 
happened  that  his  board  of  directors  was  coiuposed  of  presidents 
of  the  h-adiiig  banks  of  the  city,  and  at  the  end  of  two  weeks 
iliey  directed  a  change  in  tlio  system  on  the  ground  that  other- 
wise tlie  banks  would  be  obliged  to  hire  more  lielp;  so  he  was 
now  putting  up  tlie  nickels  In  $.5  packagi-s.  dimes  In  $10  packages 
.iiid  dollars  in  J.-iiill  jiackages.  He  did  not  have  to  roil  tlie  pack- 
ages, however. 

Mr.  Kullerton  said  that  in  Detroit  tliey  received  :v  great  deal 
of  Canadian  money  and  the  banks  fiirtlier  Insisted  that  that 
must  be  sorted  from  the  American,  Ijoth  silver  and  bills. 

In  reply  to  a  question  by  Mr.  Lynn  as  to  what  part  of  the  ticket 
sold  on  Interurban  roads  or  city  and  interurban  combined,  was 
treated  as  earnings  of  the  day  on  which  it  was  sold,  Mr.  Maekay 
said  that  in  the  case  of  round  trips  they  put  It  all  as  earnings 
because  it  must  all  be  used  on  that  trip;  in  the  case  of  return 
coupons,  they  were  treated  as  earnings  tlic  day  they  were  lifted. 
Mr.  Maekay  added,  in  reply  to  Mr.  Simpson,  that  where  a  gen- 
eral ticket  was  used  it  was  taken  up  and  creilited  not  only  to  the 
line  on  wlilch  it  was  taken  up  but  to  the  divisions  in  that  line, 
.iiid  that  Iliey  carried  a  tii'ket  account;  the  going  portion  of  the 
ticket  must  be  used  on  the  da.v  it  was  piirelias<'d  and  on  the 
same  train,  because  it  was  sold  on  the  train  only  and  represented 
a  passage;  they  had  no  regular  ticket  offices. 

In  reply  to  a  question  by  Mr.  Swift  as  to  the  methods  em- 
ployed to  got  rid  of  cancelled  tickets.  Mr.  Ham  said  that  after 
looking  into  the  question  of  mutilating  maehincs  they  found 
tiiat  there  wore  machines  that  worked  fairly  satisfactorily,  but 
at  the  same  time  they  had  decided  that  if  the  liurning  of  the 
tickets  was  surrounded  by  proper  safeguards  they  felt  it  was 
preferable.  He  thought  that  a  macerating  machine  such  as  is 
used  in  the  Treasury  Department  for  the  dcsti'uction  of  paper 
money  would  be  ver.v  expensive.  There  was  another  scheme 
for  treating  the  material  chemically  which  took  off  all  the  ink, 
but  it  was  a  nasty  method. 

President  Daries  stated  that  his  comiiany  cliipped  out  triangular 
jiieces  from  the  ends  of  the  tickets  and  sent  them  to  the  furnace 
to  be  burned  in  tlie  building  in  which  tiie  offi<-cs  were  located,  but 
found  that  in  the  summer  time  tliat  this  made  too  much  heat. 

Mr.  Maekay  inquired  whether  it  was  tlie  general  custom  to 
charge  in.juries  and  damages  to  Account  o3  as  paid  or  to  pass 
them  through  a  reserve.  In  their  own  case  they  passed  them 
into  a  reserve.  He  raised  the  point  that  the  standard  classifica- 
tion made  no  provision  for  that,  and  tlic  question  arose  wlietlier 
it  was  not  to  that  extent  misleading. 

President  Davies  replied  tiiat  liis  companies  passeil  them  into  a 
reserve  account,  or  an  aceiilent  fund  account,  charging  a  per- 
centage of  gro.ss  receipts  in  that  account  and  charging  to  that 
account  the  damages  as  they   were  paid. 

Mr.  Brodvway  said  it  was  cnstomar.v  in  his  companies  to  charge 
it  into  tliat  reserve  fund  anil  a  certain  jiroixirtion  of  tlie  ai'coiint 
into  operating  expenses  each  month,  but  to  wipe  that  account  out 
.'ilisolutely  at  the  end  of  each  liscal  year.  .■Vs  to  iiroviding  for 
accidents  which  had  occurred  during  tiie  year  and  must  be  paid 
for  later,  tliat  offset  itself  in  a  measure  b.v  having  taken  into 
your  expenses  ami  into  your  fiiml  matters  whicli  were  created 
prior. 

Mr.  Maeka.v  stated  that  the  aiiiount  which  went  into  expense 
account  with  them,  for  accidents,  was  au  arbitrary  figure  based 
upon  past  experience,  a  percentage  of  the  gross  receipts,  and  at 
tiie  present  time  their  injuries  and  damages  reserve  fund, 
instead  of  being  balanced,  stood  about  $12."),000  to  the  good,  to 
take  care  of  Injuries  and  damages  that  had  occurred  and  whicii 
would  haVe  to  be  paid  in  the  future. 

Mr.  Duffy  thought  that  damages  were  only  one  of  many  other 
similar  jiropositions  wliieii  had  to  be  estimated  and  apportioned 
aud  that  it  was  not  necessary  that  the  classification  should 
specify  anything  on  the  subject. 


5TH  Ye.\k,  No.  2— Sept.  3,  1903  ] 


DAILY  STREET  RAILWAY  REVIEW. 


629 


Mr.  Ford  thought  that  if  he  had  $fJ5.iiOO  set  aside  from  sur- 
jihis  as  a  damage  fund  ho  woulil  stop  there  aud  attempt  to  close 
his  damage  accouut  willi  eaeh  fiscal  year,  inasmuch  as  by  in- 
creasing that  fund  the  company  was  deprived  of  the  use  of  that 
much  of  its  surplus.  He  thought  the  experience  of  Mr.  Mackay's 
company  in  having  a  credit  balance  was  the  exception;  that 
most  railroads  had  a  debit  balance. 

After  some  further  discussion  of  the  iiucsliou  of  a  liani.iuc  I'linil. 
and  the  expression  of  somewhat  contlicting  opinions  as  to  the 
best  procedure,"  an  adjournment  was  talien  mitil  'I'lmrsday 
morning  at  ten  o'clock. 

The   Marginal   Protecting  Strip. 


With  the  use  of  asphalt  for  paving  purposes,  there  was  d(>- 
veloped  a  large  increase  in  the  cost  of  street  railways  of  main 
tainiug  the  paving  by  reason  of  the  rapid  wear  and  disintegra- 
tion of  the  asphalt,  which  begins  to  fail  in  the  immediate  vicinity 
of  the  rails.  The  most  severe  test  whicli  can  be  given  any  kind 
of  street  paving  is  to  subject  it  to  the  pounding  aud  grinding 
action  from  the  tires  of  heavy  wagons  Hu-ning  into  and  out  of 
the  tracks.     When   the  wagon   wheels  arc  spaciMl  at  :i   (liffcn'Mt 


averaged  .'f4.i;oO  per  mile  of  single  track  per  annum  in  1S91  and 
isy2. 

In  KcbruMry,  I'.iu:;,  an  iron  casting  known  as  the  "  Alarginal 
rniiccling  Slrip,"  was  laid  next  the  rails  on  that  portion  of  Tliinl 
Ave.  where  the  repairs  had  been  most  frequenlly  needed  and  tlie 
traltic  tile  heaviest.  This  showed  such  good  results  after  a  few 
iiKiutlis'  wear  fliat  nunv  uiiirgiual  strips  were  laid  along  the 
route  of  heavy  traltic,  and  at  the  present  time  over  S'/{.  miles  of 
(jack  is  eiiuippcd  witli  the  marginal  strips  and  asphalt  l)ct\veeii. 
So  far,  the  repairs  to  tlie  asplialt  paving  where  the  marginal  strijis 
are  in  use  have  amounted  to  very  little,  it  liaving  lieeu  necessary 
to  repair  only  four  or  live  yards  where  some  strips  were  im- 
properly laid,  while  very  extensive  repairs  have  been  made  twice 
during  the  same  period  north  aud  south  of  the  section  protected 
with  the  marginal  strips. 

In  the  second  engi'aviug  is  presented  a  section  of  track  mi 
'I'liird  Ave.  protected  by  iimrginal  strips,  which  had  been  in  plan' 
one  year  without  repairs  of  any  kimi  to  track  or  paving. 

The  marginal  protecting  strip  is  made  of  hard  cast  iron  1% 
in.  thick,  extreme  width  5%  in.,  in  lengths  of  7  ft.  6  in.,  straight 
or  curved,  to  suit  conditions  of  trade,  the  side  away  from  the  rail 
being  made  with  projections,  forming,  as  it  were,  a  dental  course 
witli  the  asphalt.  Toe  checks  to  prevent  slipping  of  horses  are 
rMsl    oil    till'   niiju'r  surface,    while   tlic   under   f:ice   is   recessed    to 


iiif  ui.-  i'i!ii'n:i"i'iMi  s'fitii'. 


llciTTIl.M   OK  l'l;i)-|ICCTI.\c;   S'llill'. 


.^iiiowiM;    iii:ti:i[k>u.\iii>n    ok    as 

rilALT.      THIKD    AVK..     XKW    YOUK. 

gage  with  the  track,  there  is  a  coutiuuou.s  grooving  effect  along- 
side the  rails  which,  combined  with  Ine  crossing  wear,  soon 
causes  dangerous  ruts  to  form  on  each  side  of  the  rail.  Tlie.se 
broken  places  in  the  asphalt,  if  not  promptly  repaired,  soon 
enlarge  until  the  paving  is  destroyed.  Auotlier  cause  of  the 
failure  of  asphalt  is  its  cracking,  especially  in  cohl  weather 
when  it  in  hard  and  brittle,  ty  the  springing  of  the  rail  uiidei 
the  passage  of  heavy  tralllc.  Frost  penetrating  tliese  cracKS 
aH8i8Ui  iu  breaking  up  the  pavement. 

Various  methods  have  been  adopted  to  overuome  this  general 
tendency  u(  asphalt  pavement  to  fall  along  the  lines  of  llie  rails, 
with  more  or  less  success.  Granite  blocks  arranged  in  a  dental 
course  on  each  side  of  the  rail  reduce  somewhat  the  destructive 
effect  caused  by  wagon  wheels  entering  and  leaving  or  crossing 
the  tracks.  Hard  bricks  laid  ou  edge  along  each  side  of  the  rail 
have  the  same  effect  In  delaying  the  wear  and  reducing  the 
cracking  and  breaking  away  of  the  asphalt.  Ami  yet  both  of 
these  plans  have  not  been  HUcceHsfiil  where  there  Is  very  heavy 

irarnc. 

The  experience  with  asphalt  pavement  In  New  York  city, 
where  the  street  tralllc  Is  exceptlimiilly  heavy,  Illustrates  the 
dllllcultles  very  clearly. 

In  one  of  the  engravings  is  shown  a  section  of  tracks  along 
Third  Ave,,  New  York,  where  the  asplialt  was  lalrl  close  up  lo 
the  niiJH.  It  Ik  cHllnialcd  thai  llic  i-ost  of  nialntalning  tills  llni' 
of    tm''k    In    good    <'onilillon    as    regards    the    asphalt    paving 


ASI'IIAI.T   l'.V\l.\(:    .\S   I'ltilTlCrTIOIP. 

give  a  good  hold  on  Die  foundation.  Near  each  end  there  is  a 
counter  bored  liole  lo  receive  tlie  head  of  tlie  expansion  lioK. 

in  .-ipiilying  tlie  marginal  slrip  wlicre  [lavcnient  is  already  laid, 
asplialt  next  tile  rail  of  sullicicnt  widtli  lo  rcc-eive  tlic  strip  is 
cut  out.  and  liolcs  are  (Iriili'd  in  (hi'  paving  tiiiiiid.-ilinii  In  receive 
expansion  bolts. 

A  bed  of  portljiiiil  i-rnirul  is  laid  In  rccrivc  the  iron,  wliirh  is 
securely  bolted  down  licl'iu-c  the  nuiilar  receives  its  iullial  set. 
I'ieccs  of  Hal  iron  y,  in.  x  4  in.  x  (!  in.  are  placed  under  the  strips 
.it  llie  Joints.  In  laying  the  slrip,  care  Is  l:ikcii  lo  have  an  open 
joint  of  Vi  '■'•  next  tlie  rail,  leaving  riMnu  Inr  vertical  ami  hori- 
zontal movement  of  Ihe  rails  without  disturbing  llie  Iron  slri|)S. 
and  the  surface  of  llic  strips  iiciiig  even  witli  liic  rail  head  makes 
a  smooth,  level  surface  for   veliicii'S.     Al'lrr   llic  strips  are  laid, 

liie  asphalt  is  repaired.     To  dale,  after  I' Imi   inoiilhs'  service, 

the  strips  have  entirely  prevenled  llie  lircakiiig  up  id'  liic  aspliall. 

The    marginal    prolccilng   strips    ;ir ade    and    sold    liy    tlie 

.American  Hrake  Slinc  iV-  l'"oiinilry  Co.,  I'll  Mrnailway,  New  York. 
Sample  strips  may  be  seen  at  Ihe  lioolii  of  Ihe  company,  (Jiand 
niiiiiM  lloli'l.  iliii'liig  II iivciillon. 

The  Spiral  NuM.ock  < 'o.  will  iiol  be  represented  at  Ihe  ciiii 
vcntloii,  Ihe  reason  given  lielng  liiiit  Ihe  conipiiiiy  liiis  all  Ihe 
orders  It  can  atleiid   to  at  present   from  steam  rallroailH, 


fi30  DAILY  STREET  RAILWAY   REVIEW.  [Serial  No-Vol.  XIII,  No.  8 ». 

AN  IMPROVED  BOILER  TUBE  CLEANER.  WILLIAM   WHARTON,   JR.,   &   CO.,   INC. 


The  <:<-iii>rnl  Speclnlt}'  Co.,  MK!  .<«IK  S<'II(h-ii  UiillUilii,'.  Uufriilo, 
N.  Y..  liiiK  JiiKt  iiliK-i'il  on  tlic  niiirkcl  the  "  Toi-immIo  "  holler  lube 
i'l<'iiiii>r,  wlili'li  Ik  kIiowii  In  tlii>  tii'i'iini|iiin,vin);  llhiHtratlon.  Tin- 
pi'lnrlplc  of  tills  (Icvlro  Is  llnil  of  swlfily  osi'llliilInK  "  knoi-kcr  " 
ilrlvcii  liy  sti-inn  or  iilr  prfssnii-.  II  I'oiisists  of  ii  eiislnK.  ii  Vix- 
lon,  Inli't  mill  rxliaiist  polls,  iiiiil  a  iloiilileiirtint;  kiiiwkt'i'  roil, 
wlili'li  Is  llniily  sii'iii'fil  III  till-  ('ciiliT  of  till'  pisloii  Itsi-lf  iiiiil  Is 
siilistiintliill.v  II  part  oT  It.  Tlie  inollvi-  lliiiil  Is  iipplli'il  in  tlio 
most  illrii-l  iiiiiniii'r  In  liisiin-  tlio  ki'i'iiIi-sI  sih'<m1  of  pistuii  anil 
kiiiirker  iMil.  a  sp<-i>il  of  npwarils  of  ;t.iMM>  slrnki-s  pi-r  iiiliiuto  beliit; 
attailK'il  iliirliiK  a  :tl>-iiiiliilli'  test,  at  llie  enil  of  wliieli  It  was 
noted  that  I  lie  leniperatnre  of  I  lie  liilie  was  not  raised  siiMielently 
to  pri-veiit  Its  lieiii^;  lianilled   easily   xvitliont    Kloves. 


I'lii;    ■  iiini'i:!  u  •    I  I  i;i;   ii.i;.\M'.1! 


The  travel  of  the  knoeker  rod  is  liniiled  so  that,  althon^h  it 
is  ea|>alile  ol'  e.xerliiiK  a  powert'nl  hliiw.  it  raniiot  pnniture  or 
otherwise  injure  the  tiilie.  because  even  if  the  tube  wails  were 
not  present  to  slop  thi'  motion  of  the  rod.  it  would  not  travel 
beyond  that  liniitation.  This  eiiiistriietion  makes  it  possilile  to 
safely  operate  the  marhine  at  boiler  pressiiri'.  The  Iiody  of  llie 
device  lias  to  be  considerably  smaller  than  tiie  inside  diameter  of 
the  tube,  of  course,  coiiseiiuentiy  the  niacliim*  is  maintained  in 
the  a.Kls  of  the  tube  by  two  .sets  of  ceiilerinj;  lUfis.  one  in  front 
of  the  piston  ami  one  back  of  it.  llie  lupis  being  forced  out  a.s:aiiist 
the  inner  surface  of  the  tube  by  sti'iiin  pressure. 

The  *' Torpedo "  ciciner  is  made  for  all  diameters  of  tubes 
from  1'  to  II  in.,   inclusive. 

,•«    <    •* 
NEW  REGISTER  ROD  HANDLE. 


C.  O.  (Jber;;  &  Co.,  of  Boston,  rei'enlly  placed  on  the  market 
nu  improved  rejiister  rod  handle  which  will  be  sure  to  appe.il 
to  electric  railway  manat'ers  as  possessiiif;  meritorious  features. 
Tavo  types  of  the  new  handle  are  shnwn  in  the  accomiianyinK 
illustratiou.  This  handle  may  be  put  on  or  removed  without 
disconnecting  the  rod  from  the  register,  or  from  its  benrinss. 
and  none  of  tlii!  other  handles  li.is  to  be  rcmovi-il;  neither  is 
the  operation  of  the  rcKisler  disturbed.  'I'lic  liMiidle  cannot  K'et 
loose,  it  is  stated,  even   if  worked   bolli    ways,  on  account   of   its 


liavinj;  a  powerful  sjriii  bcc.iiisc  of  a  hardi'iied  steel  key  which 
Is  set  in  the  <'onipositioii  and  whiili  is  pressed  into  the  steel  rod 
when  the  bidt  is  tishteiicd.  In  present  iiractice.  when  it  be- 
comes necessary  to  replace  a  handle  whidi  has  worked  loose, 
all  the  handles  have  to  be  loosened  and  the  rod  removed  from 
its  bearinjis  and  register  conneclions.  The  new  handles  are 
said  to  cost  about  the  same  as  the  old  style,  being  much  clieaper 
tliiin  square  rod  handles,  and  are  made  in  any  desired  shajie. 

rosiTlON    W.WTIOIi. 
Wanted,    position   as   (Jeiieral    Manager   or   Siiperinteiulent   of 
Kleclric  Lighting   riant:    Hi   years'  experience  as   Manager  and 
Superintendent.      Best    of    references.      Address    X,    C/o    Street 
Railway  Review,  39  Cortlaiidt  SL,  N.  Y.  City. 


Tills  company  has.  as  iisinil,  a  iiiiely  arranged  exlilbll  of  Its 
sjieclal  trai'k  work,  embodying  a  number  of  novelties.  For  one 
thing,  there  Is  sliowii  a  !l  In.  guard  rail  made  of  ".Manganese" 
sleel.  'Jl>  ft.  long,  and  curved  to  ipilte  a  sharp  radius.  The 
Wliarlon  company  Is  now  fiiriilsliing  curves  made  entirely  of 
Ihese  rails  for  use  In  jdaces  where  tratllc  Is  very  heavy,  or  other 
conditions  exist  which  would  cause  onlliiary  liessenier  steel  rails 
lo  wear  out  very  ipilikly.  .\  curved  T  rail  of  •  .Manganese"  steel 
is  shown,  also,  as  a  samide  of  the  kiml  furnislied  lo  the  Itos- 
loii  Klevated  Railway  Co.,  which  have  given  exeelleiiC  results. 
There  Is  also  exhibited  a  large  photograph  of  n  "Manganese" 
steel  frog  whii'ii  was  |ila<-ed  In  Hie  riilladelphia  lermlnal  of  the 
Pennsylvania  It.  IC.  This  frog  was  the  llrsi  of  lis  kind  which  the 
I'eiinsylvanla  I!.  It.  put  down  In  a  place  lliat  presented  such 
extreme  condilions  of  wear  that  frogs  made  of  ordinary  rails 
did  not  last  more  than  three  iiioiitlis,  wlilU'  this  ".Manganese" 
sleel  flog  has  been  in  the  tracks  iiime  than  three  years  anil  Is 
still  in  good  condition.  The  Wliarlon  conipany  slates  that  sini-e 
lids  liist  frog  it  has  sold  more  than  •_',iimii  '.Manganese"  sleel 
flogs  to  the  reiiiis.vlvania  road  alone.  .\  s:iiiiple  of  tliis  style 
of  frog,  siieli  as  Hie  company  usually  fiirnislies  to  steaiii  or  ele- 
vated roads,  is  shown  at  Us  cxhiliil;  also  a  |ihotogra]ili  of  "  Man- 
ganese" steel  frogs  in  one  solid  casting,  constituting  some  cross- 
ings on  the  Boston  Klevated  .s.vsteni. 

There  are  also  exhibited  samples  of  solid  east  "  .Mang.anese  " 
frogs,  mates,  etc..  for  ideclric  surface  railways  laid  with  Trail, 
such  as  the  Wharton  company  regularly  furnishes  to  such  roads 
on  calls  for  tirst  class  work.  The  company  is  also  prepared  to 
furnish  regular  girder  rail  switches,  mates  and  frogs  cast  solidly 
of  "  .Mang.inese "  sleid  wiiere  the  increased  expense  would  be 
wananlcd.'  Iml  no  .samples  of  these  are  being  exiiiliited.  .V 
woin-oiil  frog  is  shown,  however,  on  wliicli  the  entire  head  of 
ilic  lail  pari  is  worn  away,  wiiile  the  ".Manganese"  steel  center 
is  siill  ill  serviceable  condition.  Sain|iles  of  regular  girder  rail 
■■.Manganese"  steel  center  work  are  exliibited.  and  also  the 
"  imbrokeii  main  line  work  "  for  sireet  railways.  The  lattel-  has 
undergone  considerable  iiiiproMiiicnl  during  Hie  past  .year,  all 
p.'irls  that  are  snbjecicd  lo  ihi'  stress  of  wagon  traIHe  being 
made  of  i;ist  slc'cl.  instead  of  last  iron,  .'iiid  the  movalde  tongue 
is  lu'ovided  with  an  ad.iiistable  device  for  lioiding  the  jiivol  and 
t.'iking  uji  the  wear  of  the  same.  Through  Hie  use  of  cast  steel 
Hie  amount  of  iiielal  exposed  on  tlie  sircct  surface  has  also  been 
considerably   reduced. 

Attached  lo  the  regular  '■  Manganese  "  sleel  girder  rail  tongue 
switcli  is  sliown  a  novel  sjiring  throwing  device  for  Hie  tongue, 
known  as  the  Iliiniiani  sjiring  tlirow  for  tongue  switches.  By 
it  tiie  tongue  can  be  liirncd  liy  means  of  an  ordinary  switching 
iron,  and  in  either  position  it  will  act  as  a  spring  tongue,  the 
spring  at  the  same  time  locking  the  tongue  in  |iositioii  so  that 
it  cannot  be  thrown  between  wheels  or  trucks. 

The  Nii-h(ds  iirotecled  heel  tongue  switch  is  included  in  the 
cxhiliit.  as  well  as  various  piiotogra|>lis  of  work  and  drawings 
which  testify  to  the  diversity  of  the  Wharton  company's  special 
track  work.  The  company  is  also  distributing  its  new  general 
catalog,  wliieli  is  attractively  gotten  ui). 

The  cmnpany's  representatives  at  the  convention  are:  William 
Wh.'irtou.  .Jr..  i>res.:  Victor  .\ngerer.  vii'c-pres.;  W.  Rodman 
Wliarlcin.  .1.   I'.    Uobiiisoii.   .\illiiir   S.   r.irtridge  and   W.  Mi'I.ain. 

v«    .<    .* 

W.  II.  .Miillius,  of  Salem.  ()..  manufacturer  of  architectural 
slieet  metal  work  and  statuary,  has  just  issued  a  handsome 
catalog  of  his  specialties,  prominent  among  wiiich  are  metal 
boats,  whiili  Mr.  Mullins  stales,  will  ver.v  likel.v  suiiersede  the 
(dd-style  wooden  boats.  The  demand  for  boats  has  been  phenom- 
enal, lie  states,  making  it  ilitHeult  to  keep  up  with  the  orders. 
A  cop.v  of  the  new  catalog  will  be  sent  upon  application  to  Mr. 
Mullins. 

POSITION    WANTKI). 
.\   master  mcelianlc  of  20  years'  exiierieiice  —  both  mechanical 
and   electrical   work.     Can    furnish   good   references.     Aiiply   at 
StriM't   Railway   Review   I'.ootb.   or  address   Street   Railway   Re- 
view, Chicago,   III. 


jTii  Year,  No.  2— Seit.  3,  1903 


DAILY  STREET  RAILWAY  REVIEW. 


31 


250  K.  W.  Buliock  Railway  Rotary 

BLLLOCK 
ELCCTRIC  MrO.  CO. 

CINCINNATI,  OHIO 


We  have  a  400  K.  W.  Rotary  on  Exhibition  at  the 
Saratoga  Convention,  Booth  96. 


A  FARE  EXCHANGE. 


Out  ulluiiiwm  as  1  sliirled  to  yet  ou  Ko.  8U's  car,  two  pick- 
poekftylookiug  uiou  got  olT  and  as  soou  as  they  reached  the 
ground  they  proceeded  to  prophesy  to  him  various  and  sundry 
evils  that  would  happen  wlieu  they  met  again,  the  prophecy 
being  interjected  with  uncomplimentary  remarks  in  regard  to 
his  personal  appearance  and  with  grave  forebodings  as  to  the 
temperature  of  his  hereafter. 

"What  Is  the  rumpus'/"  1  asked  of  No.  89,  who  had  stood 
back  in  the  vestibule  witli  a  pleased  grin  on  his  face  and  an 
alert  switch-bar  in  his  hand  ail  the  while  that  his  horoscope  was 
being  read. 

"  Oh,  nothin'  much.  Them  two  fellows  thought  they'd  be 
sharp  an'  they  was  sharp  —  too  sharp  —  an'  they  cut  'emselves 
an'  1  guess  it  stings! " 

"  Come,  Mat,  no  conundrums!    Tell  me  what  happened." 

"  \\'eli,  you  see  someone  worked  off  a  bad  silver  dollar  on  me 
this  morning  —  just  look  at  it!" 

"  Pretty  poor  specimen!  " 

■  l'o<jr!  Wliy  my  mind  must  be  gettin'  feeble  when  1  lake 
coin  like  that!  .\  woman  got  It  off  on  me  an'  I  ought  'a'  known 
better  but  'twas  on  tlie  shopping  rush-trl])  an'  a  big  crowd  was 
gettin'  on  an'  off  an'  I  had  lo  make  change  pretty  lively.  These 
women  all  come  down  of  a  .Monday  mornin'  with  the  bills  they've 
sHJpeil  outer  their  men-folks  clotlies  an"  expect  us  conductors 
to  change  'em  llrst  thing!" 

"  Well,  what  lias  that  gol  to  do  Willi  the  row  you  had  willi 
these  two  men?  " 

"  I'm   cinnin'   to  thai.     Tlieui    two  sharjis  got  on   hack    hen?  a 


liici  c  ;iu'  :is  llu'i'e  wasn't  no  olber  passengers  aboard  I  wasn't 
ill  any  luirry  to  collect  their  lares,  liut  stood  leaniu'  against  the 
duor  an'  that  dollar  lieiu'  in  my  mind  1  took  it  out  an'  had  an- 
otlic'i-  look  al  it  an'  cussed  myself  a  bit  more.  Then  I  went  iu 
an'  asked  'cm  for  their  fares  an'  one  on  'em  says, 

■  ■  l''ares'/  Why  1  paid  you  for  both  of  us  when  we  got  on, 
.nave  yon  a  silver  dollar  an'  here's  the  change  you  gave  me,' 
an'  he  held  out  a  lot  of  small  silver  iu  his  baud. 

"  •  (jave  me  a  silver  dollar'/'  says  1 — just  that  way. 

■■  •  Yes,'  says  he,  '  an'  1  noticed  you  didn't  ring  up  the  fares,' 
he  says. 

"  I  looked  him  siinare  in  I  lie  eye  an'  I  seen  it  was  a  beat  game 
.so  I  didn't  waste  no  Unie  argiiin',  1  pnlls  otit  the  dollar  an'  says 
again: 

"'Yon  say  you  gave   nie  lliis  ilollai  V  ' 

•'  '  Sure.'  he  says. 

"  '  Well,'  says  I,  '  I'm  glad  I  found  out  who  give  it  to  me,'  an' 
I  went  back  iu  the  vestibule  an'  1  liadn't  more'n  got  there  afore 
he  ludiers  out: 

••  •  Why'/' 

"■'Cause  its  counterfeit  an'  I'm  goin'  to  hail  tiie  first  coii  1 
see  an'  give  you  iu  diaigc  for  shovin'  llie  queer,'  says  1. 

"  Wi'll.  sir,  I'd  sized  tlieni  clnips  up  pi'i'ft.v  well,  they  was 
crooks  for  lair  .'in'  when  I  says  'r.i|r  lliey  just,  turns  fairly 
green  in  llic  Tare  an'  iiialvcs  a  Ipi'c.-ik  Icir  llic  door.  Hut  I'd  got 
I'eady  lor  'cm.  1  sliil  the  ihi.ii-  iloscd  .-ill  lull  ahciiil  (hree  inches 
an'  jaiiinicd  it  wllh  iii.\'  IimiI  an'  I  swung  llial,  swilchliar  up 
where  llie.\'  could  sec  11   an'   I    says, 

"■  .\ipt  in  such  a  hurry  gents —  wail  'till  the  car  stops!'  an'  1 
give  llir  Miotoi'iiian   four  hells.       quick  an'  —  " 

••  Wh.-il    ilois   •  Iniii-   hells  '    iiican'/  " 


ALUMINUM 
RAILWAY 


AND  ALL  KINDS  OF 


ELECTRICAL  CONDUCTORS 


Aluminum  feeders  are  less  than  one- 
half  the  weight  of  copper  feeders  and 
are  of  eaual  conductivity  and  strength. 

If   Insulated  wire  or  cable  is  required 
jr  high    grade    Insulation    Is  guaranteed. 

'A                      Prices   with    full   Information 
ji  furnished  on  application 

i  The  Piitsburffh  Reduction  Company 

PITTSBURGH,   PA. 


8S 


DAILY  STREET  RAILWAY  REVIEW. 


[Seriai.  No— Vol.  XIII,  No.  8  b 


WHICH  IS  SIMPLER  AND  CHEAPER? 


THE  OLD  WAV 

Or  Replacing  Handles  on  Register  Rods 

TIk-  |>rcM*nt  praci  ci-  in  tu  h:ivo  :in  i*vf  ur  buh*  ai  ooi-  itkI  nl 
th<- li.iiiillc  (liruuk'li  wliicli  th**  fikI  p.tHSfH.  Th**  rod  aiitl  li;tn- 
»lli*  arc  lirld  in  riu'iil  ■,?(  relation  by  nifan*  of  a  twt  Kcrtw.  'I  lit- 
fact  in  thai  (In-  *■>«■  mrctthr^  anil  Ih**  s>-l  sc-fw  tM'comi'n  worn 
nr  I)  'Ufn  from  coniinui-il  tiifhleninct  and  of  course  ni  kt-H  tt 
itic.L(}alili'  of  )r*lilin|f  tlii-  haiiilli*  ri|*iil  on  llic  l>ar  'I  liis  nrcu-Hi- 
latfs  ili<- proviiliti-j'  •■(  a  m-  >  handle,  and  the  rvnioval  ■  f  On- 
the  old  one.  The  only  way  to  |f»'l  a  new  4»ne  on  is  l«i  loosen  all 
the  handles  on  the  bar,  and  remove  the  rod  ironi  its  bearing's 
a  'it  I'onneciinns  wttll  the  reci^ler.  Thin  of  couf^e  inv  lve« 
Considerable  trouble,  material  loss  of  time,  and  a  trreat  ex- 
pense,  as   it    takes    two    niachauics    five  hours  to   du  the  job. 


THE  NEW  WAY 

Take  a    Wrench  and   an  Oberg  Handle  and    the 
job  is  done  almost  instantly. 

C.  0.  OBERG  &  CO. 

100  Purchase  St.,  Boston,  Mass. 


■  lift  fell  oiitiT  hen-  uu'  ilou't  stop  fer  uotliiu'  till  you  see  a 
cop  or  a  inspector  —  well  the  inotoriiiaii  looked  l)ack  au'  seen 
iliere  was  some  sort  of  u  muss  ou,  an'  ho  didn't  pay  no  'tention 
to  them  fellows  ringing'  but  just  plugged  it  to  her  an'  we  went 
on  u  sallln".    Then  1  says  to  them  two  fellers: 

'  Vou  Land  a  dollar  through  that  crack  to  me  an'  you  can 
get  off,'  says  I,  •  if  you  don't  I'll  carry  you  clean  up  to  the 
I'ollce  Station.'  WTien  I  said  this,  one  on  'em  made  a  grab  at 
the  edge  o'  th'  door  an'  I  lilt  close  by  his  band  with  the  switch- 
bar  an'  lie  let  go  iaflfhiy  sudden.  Then  they  looked  at  the 
windows  but  they  seen  't  would  be  dangerous  gettln'  out  o" 
them  at  the  speed  we  was  goin'  an'  they  looked  at  the  front 
door  an'  seen  tliaf  the  motorman  was  a  watchin'  on  'em.  I 
seen  »hey  was  Weakeuiu'  an'  so  I  says,  '  We're  gettin'  close  to 
th'  Station,  what  are  you  gents  goin'  to  do'!'  an'  one  on  'em  pulls 
out  some  silver  iin'  liamls  It  tlinnigli  tlic  crack  .•in'  cusses  me  an' 
I  says, 

"  ■  No  sir.'  1  says  ■  iio  more  pewter  thank  you.  Uncle  Sam's 
long  green's  the  stuff  /  want,  an'  I  want  lien  o'  them  now,  one 
for  the  dollar  an"  one  for  cussin'  me! ' 

"  Well,  sir.  they  seen  it  was  no  go  —  I  had  'em  cinched  an'  they 
))robably  hinl  some  queer  money  on  'em  or  else  they  was 
•  wanted,'  so  the  (jjje  as  hadn't  said  anything  lishes  out  a  roll  o' 
money  an'  peels  off  two  bills  an'  hands  'em  through.  I  took 
"em  careful  an'  sized  'em  up  with  m.T  fingers  an'  one  eye  while  1 
kept  the  other  eye  cocked  on  them  an'  I  seen  that  the  money 
was  good  and  got  it  into  my  clothes  quick.  Then  1  gives  the 
motorman  three  bells  —  that's  the  signal  to  stop  sudden  anil 
time  —  an'  I  backs  off  into  the  corner  with  my  switch-bar  ready 
in  case  they  wanted  trouble  —  an'  .v<m  saw  an'  lieard  the  rest!" 

"  Won't  they  try  to  'do  you  up?'" 

'■Tliem'/  They'll  take  the  first  train  outer  town,  'cause  they'll 
know  I'll  put  the  other  conductors  onto  them  an'  It'll  soon  get  to 
the  cops.    No  sir,  I  ain't  afraid  o'  such  as  them!  " 

"And  now  I  suppose  you  will  ring  up  that  dollar  and  ninety 
cents  with  a  great  deal  of  Joy,  won't  yon'V 

"What!  Uing  up  that  money?  Ring  up  nothin'!  Half  of 
that  goes  to  the  motorman  an'  he  can  ring  that  up  If  he  wants 
to  —  an'  I  don't  think  he'll  want  to!  No  sir,  that  doUar'n  ninety 
cents  Is  '  spoils  o'  war.'  as  old  .lohnnie  (our  president  in  th'  old 
hoss-car  daysi.  useter  say  when  he  took  the  '  overs.'  an'  neither 
th'  comp'ny  nor  my  wife'll  see  my  share  of  It!  Lemme  see  — 
that'll  buy  um-urn-um  —  that'll  keep  me  In  beer  an'  seegars  for 
a  week  an'  I  got  tli"  old  pewter  dollar  to  the  good!  This  here's 
your  street,  sir." 

v^     O*     v^ 

i'lie  T\icson  Street  Railway  Co..  of  Tucson.  Ariz...  which  operates 
a  .''■-mile  horse  railroad.  I'ontemplates  the  conversion  of  Its  sys- 
tem to  electricity,  and  the  principal  matter  for  consideration  at 
the  annual  meeting,  which  was  <'alled  by  the  secretary,  Charles 
F.  Hoff.  for  September  2d.  Is  the  proposed  Issuance  of  $100,000 
bonds  for  the  purpose.  The  other  objects  of  the  meeting  were 
stated  In  the  call  to  be  the  election  of  a  new  board  of  directors 
and  to  act  upon  the  proposal  to  Increase  the  capital  to  |200,000. 


CURTAIN 
FIXTURES 


The    Keeler    "Eccentric"    Fixture    Has    no 

cables.    Adjusting    or    retaining   devices.     Its 

onlv    be&ring    points    a.re    pivoted    eccentric 

rolls. 

The     Keeler    "Pinch     Ha.ndle"     Fixture     is 

superior   in  action    to  other  fi\tures  of    this 

type. 

FEDER.AL  MANUFACTURING   CO. 

Ra.ilway    Equipment    Dept. 

Cleveland.    Ohio. 

EASTERN  AGENT    H.  E.  HEELEK 
26  CortUndt  St.    New  York. 


NEW   CARS   FOR   STONE   AND   WEBSTER   LINES. 


'i'hese  orders  for  car-l)odies  liave  lieen  placed  by  the  Stone  & 
Welister  niamigcment  of  Boston  to  increase  the  rolling  stock  of 
its  various  lines:  With  the  St.  Louis  Car  Co.  for  fifteen  20-ft. 
closed  car-bodies  for  the  Dallas  (Tex.)  Consolidated  Electric 
H:iil\vjiy  Co..  and  six  2fl-ft.  closed  car-bodies  for  the  Metropoll- 
till!  Street  Railway  Co.  of  tlie  same  city;  with  the  Chicago  Car 
\-  Locomotive  Company  for  ten  flat  freight-cars  for  the  Taeoma 
iWash.i  Railway  >V  Power  Co.;  with  the  American  Car  Co.  for 
two  open-lO-bench-car-bodies,  for  the  El  Paso  fTex.)  Electric 
Railway  Co.:  with  the  Ottawa  Car  Co.  for  three  20-ft.  car-bodies 
for  the  Cape  Breton  Electric  Company,  Ltd..  of  Sydney,  N.  S.. 
and  two  20-ft.  car-bodies  for  the  Glace  Bay  Railway  Co.,  Ltd.. 
of  Sydney. 


DAILY   STREET   RAILWAY   REVIEW 


5th  Year  i 
No.  3         I 


SEPTEMBER  4.   1903 


Serial  No. 


\  Vol.  XIII 
I  No.  8  c 


Census  Statistics  and  the  Standard  Form  of  Electric  Railway  Accounting. 


By  William  M.  Steuart,  Chief  Statistician  for  Manufactures  Bureau  of  the  Census  Office. 

i>reseut«d  bofore  the  Street  Railway  Accouutants'  Association,  Sept.  S.  M)03. 


Tlieiv  ale  many  obstacles  to  the  comijilatiou  of  accurate  sta- 
tisties  i-oiiceruing  iuUustriul  oiiterprises,  but  the  two  we  are 
particularly  coiicorued  with  are  tlio  n..seiice  of  staudardiza- 
tioM  in  accouutiug  aud  the  disindiiiaiiou  of  individual  owners. 
coiupanics.  and  lorporations.  to  furnish  information.  Both  of 
these  iuipedinients  to  good  statistical  work  have  been  met  aud. 
in  a  measure,  overcome  in  gathering  and  compiling  the  statistics 
for  street  and  electric  railways,  contained  in  HuUetiu  No.  3,  re- 
cently publisheil  by  the  Luited  .states  Census  Office.  This  bul- 
letin will  be  followed  at  an  early  date,  by  a  report  which  will 
contain  au  elaborate  discussion  of  the  statistics,  a  history  of 
the  industry  tracing  the  develoimient  of  the  modern  street,  rail- 
way system,  the  features  peculiar  to  the  interurban  lines,  and, 
in  fact,  will  present  everj-  jihase  of  the  industry  that  is  perti- 
nent to  a  statistical  discussion.  I  presume  you  have  studied 
the  Bulletin  and  that  .jou  will  give  some  attention  to  the  final 
reiKirt. 

The  Bulletin  is  certainly  tlic  most  compli'te  presentation  of 
the  street  railway  interests  that  has  ever  been  published.  The 
conditions  prevailing  in  the  industry  are  entirely  different  from 
those  that  existed  at  the  time  of  the  Kleveuth  Census,  1890. 
The  electric  road  was  then  just  being  introduced,  its  possibili- 
ties were  not  realized.  In  fact,  we  are  now'  just  beginning  to 
appre<'iate  them.  Tliere  could,  therefore,  be  no  more  opportune 
time  for  taking  a  census  of  the  Industry  than  the  year  selected. 
In  .another  decade,  the  industry  will  have  assumed  much 
graver  responsibilities  and  the  conditions  will  again  be  radi- 
i-ally different.  Thp  changes  that  have  occurred  aud  the  ad- 
vanc«-8  made  during  the  past  ten  years  are  astounding,  but  they 
have  by  no  means  reached  their  limit.  The  changes  in  owner- 
ship aud  management  were  so  rapid  during  the  six  months  that 
the  canvass  was  in  progress  that  it  was  almost  impossible  in 
some  cases  to  catch  the  right  nnin  to  make  the  report.  He  had 
sold  out.  consolidated,  reconsolidated,  made  a  new  issue  of 
stock,  or  was  remodeling  the  enlin-  syslem.  In  some  cases, 
a  week  or  more  was  consumed  In  locating  tlie  party  who  could 
make  the  report.  Kvery  roail  appears  to  come  out  of  the  gen- 
eral mix  up  in  better  condition  so  far  as  the  physical  eipiip- 
inent  Is  i-oncerned,  but  the  finances  of  some  are  rather  dls- 
tresHing. 

The  census  of  UKI2  i-nnght  the  iridnstry  in  the  fullni'ss  of  Its 
youth  but  because  of  Its  vigor.  It  was  difficult  to  control  It  In  n 
ciMiI  and  dignilieil  ctallsllcal  style.  It  woulil  not  stand  still  long 
enougli  Ui  be  nieasuri-d.  I  am  In  hopes  that  the  next  enumera- 
tion will  catch  It  when  It  is  nearer  maturity  and  when  It  will  be 
more  tractable,  and  relliible  llgures  can  be  olitnlned  for  Its  most 
minute  details.  The  census  reports  give  you  a  complete  picture 
of  tJie  stre<'t  and  elwtrlc  railway  Industry  as  It  existed  during 
the  yi.-ar.  This  is  the  first  time  we  have  ever  had  the  opportuidty 
of  studying.  In  such  a  couveident  form,  the  finances  of  the  roads 
In  each  section  of  the  country  and  of  examining  the  pliyslcul 
e<|ui|iment  of  irach  Individual  system.  It  is  only  by  making  a 
careful  analysis  of  the  conditions  prevailing  In  iiich  company, 
that  you  can  devise  a  system  of  accounting  that  Ik  capable  nf 
prorflciil  applliatlon  to  all.  Kach  of  you  has.  no  doubt,  a 
thorough  knowliHlge  of  the  physical  ei|iiiprnt'nt  and  llnances  of 
the  rond  with  which  yon  are  connected,  aiol  possllily  liave  the 
fncllltieH  for  comparing  thi-se  conditions  with  the  conditions  ex- 


isting in  a  limiteil  number  of  other  companies,  but  the  census 
reports  give  you  an  oiiportunity  for  extended  i-oniparisou  and 
analysis.  They  enable  you  to  become  acquainted  with  conditions 
existing  in  the  industry  in  all  sections  of  the  coimtry.  They 
show  where  it  predominates,  the  magnitude  of  its  financial 
operations,  llie  uumlier  of  i)eople  it  supports,  its  peculiarities  in 
differeut  localities,  the  reasons  for  peculiar  features,  the  character 
of  ei]Uipment  aud  service,  the  extent  of  its  patronage  Ijy  the 
rinl)Iic,  the  advantages  derived  by  tlie  pulilic.  and  the  possibilities 
"(  lis  (■xtension.  Tln'  rcjiorls  :ui-  :i  slorelioiise  of  information 
and  they  could  be  made  of  great  service  as  books  of  reference 
for  investigations,  and  form  the  Ijasis  for  researches  that  must 
lie  made  in  order  to  liecome  thoroughly  posted  in  every  detail 
of  the  industry. 

Vi'liile  it  is  not  my  iiurjiose  to  discuss  tlic  statistics,  I  feel  that 
some  reference  to  them,  especially  to  i)ccnliar  features,  is  uec- 
t's.saiy  in  tliis  connection  and,  in  fact,  is  indispensable  in  order 
to  appreciate  the  dilliculties  attending  a  uniform  application 
of  your  system  of  accounts.  With  the  exception  of  the  food, 
clotiiiup.  wood  working,  aud  iron  aud  steel  industries,  there  is 
none  of  more  imjiortauce  and  that  is  more  conducive  to  our 
happiness  and  prosperity  than  the  transportation  facilities.  For 
statistical  purposes,  these  Industries  are  divided  into  three 
gioui'S.  steam  railroads,  street  or  electric  railways,  aud  transpor- 
tation by  water.  While  tlie  steam  railroads  form  by  far  the 
most  important-  group,  the  urban  population  of  the  country  is 
uune  tlioroughly  dependent  upon  the  electric  roads  for  their  im- 
mcdiale  necessities.  If  these  roads  were  abolished  and  uo  other 
imans  of  rapid  transportation  substituted,  1  imagine  that  New 
York  city  would,  for  all  practical  purposes,  very  quickly  divide 
iiselt  into  three  distinct  cities,  and  that  a  similar  sub-division 
■vonld  occur  in  Chicago,  IMiiladclpliia,  Boston,  anil  all  of  our 
large  cities.  The  suburbs  would  be  about  as  inaccessible  as  the 
inral  disti-icts  and  woulii  disappear  or  dissolve  into  sei)ai'ate 
cilic..  Not  only  have  these  roads  become  necessities,  but  I  bc- 
lii'W  a  larger  proiiortion  of  tlie  population  depend  niion  tliem  for 
liiiii-  ainnsemeut  aud  heallli  tlian  on  any  other  line  of  diversion. 
I  111'  e.\lenl  to  whicli  they  are  patroni/.cii  is  indicated  by  the  fact 
Miat  more  than  .'■i,H0O,iH)(l,(H)il  passengers  of  all  kinds  were  car- 
ried <iuring  tlie  year,  'i'iiis  is  siillicii'iit  to  give  more  than  2Ul) 
rides  to  each  inlialiilant  of  the  cities  .-lud  lowns  liaving  a  popula- 
11(111  (if  i.ljtUP  or  over  at  tlie  census  of  I'.KIO.  They  give  eniploy- 
iiicnl  lo  an  army  of  Hb.lHHl  persons.  Ilins  making  at  least  .'i(iO,0(M) 
(Iciiendciil  upon  lliein  for  tlieir  siipjiort.  'I'lie  salaries  and  wages 
p.-iKl  annually  lo  lliclr  operatives  amount  to  more  than  ,'j;KS,(l(H),- 
ooii.  Tlie  avei-age  annual  wages  per  operative  comiiare  favoral>ly 
Willi  tliose  III  otlier  lines  of  industry,  iiiid  there  are  very  few 
that  give  conslanl  cniployiiiciil  !(■  a  larger  force  or  have  a  larger 
|iay    roll. 

The   III clal    liansnetlons   of   the   companies   ni-e    rapidly   np- 

liroacliing  proporllons  wlilcli  will  outclass  those  of  our  largest 
iiidiislrles.  'I'lie  authorized  lapilall'/.Htlon  In  l!tll2  amounted  lo 
*L'.h7ll,i!2!l.,'llli.  while  the  gross  earnings  from  operation  were 
»247,r),'>;i,iili!l  and  the  net  Income  after  deducting  ail  expenses, 
btdli  operating  and  fixed  irharges,  was  .f;i0.r>9(!,it77.  The  stalls- 
lli-H  for  the  physical  e(|iil|iiiieiit  of  the  roads  Indicate  the  great 
diversity  of  IndiiHlrleH  that  are.  In  a  meiisiire,  dependent  ii|ioii 
them   for  their  proB|)erlty.     The  construction  of  22.577   miles  of 


032 


DAILY  STREET  RAILWAY  REVIEW. 


(Serial  No— Vol.  XIII,  No.  8  c. 


truL-k  wiia  a  K't'at  »tiiuulant  lo  llii-  sieel  rail  uiarkt-t  while  tht- 
l)ull(llug  of  07,000  cars  mode  a  great  Ueuiuuil  on  tUe  uumerous 
linlustili'ti  ili-jieuUeut  upon  such  work.  Tbe  uiunufacture  and 
instnllulion  of  tUc  engines  and  hollers  lo  generate  more  than  a 
nilUlou  horse  power  reported  for  the  power  plants  of  the  elec- 
tric railways  was  siiltlcient  to  keep  our  largest  foundry  and 
machine  shops  husj-  for  many  monilis.  The  extent  to  which  the 
manufacturers  of  electrical  ajiparalus  are  dependent  upon  the 
roads  Is  Indicated  by  the  fact  that  almost  r..000  large  generators, 
transformers,  boosters,  auxiliary  generators,  rotaries,  and  motors 
were  In  use.  also  over  1U,000  storage  battery  cells,  and  this  does 
not  take  Into  consideration  the  electrical  equipment  of  the  cars, 
wiring  of  tlie  roail.  or  the  lighting  nud  telephone  facUllies. 

The  Census  UIHce  received  reports  from  US7  compuules,  but  If 
the  present  rate  of  consolidation  is  coutinued  for  another  decade, 
we  can  secure  reports  for  two-thirds  of  that  number  and  still 
cover  the  entire  trackage.  The  term  company  or  est;ibllshment 
is  rapidly  losing  its  siguillcance  In  all  of  our  Important  In- 
dustries. It  Is  of  no  statistical  value  In  the  report  on  electric 
railways.  If  the  word  ■•  system  "  could  have  been  used  to  desig- 
nate the  number  of  separate  holdings  It  would  probablv  have 
conveyed  a  more  exact  meaning,  but  this  was  Impossible  be- 
cause in  some  instances,  separate  reports  were  made  for  con- 
stituent c-otapanles.  The  two  systems  in  the  Disulct  of  Columbia 
insisted  on  making  eight  reports  and  would  not  be  saUsfled  unUl 
they  were  counted  eight  times.  There  were  nine  companies 
operated  by  regular  steam  railroads  as  an  auxiliary  of  the  rail- 
road business,  and  to  which  it  was  Impracticable  to  apply  your 
sys  en.  of  accounting.  Eleven  companies  operate<l  incline  planes 
exclusively  and,  therefore,  cannot  be  strictly  classed  as  street 
rallwajs.      There  were  also  53   companies  operated  exclusively 

«nd"thr,-n7"'  '  ''■  ™"''  ""'  '  "^  ^'^"•"-  '^""'"ating  these 
«..d  the  1,0  lessor  or  non-operating  companies,  there  remain  739 
companies  with  18.730.28  mil«  of  single  Uack  to  which  your 
system  of  accounting  could  be  considered  as  applicable.  But  a 
large  number  of  these  companies  have  complicating  features 
that  are  diUlcult  to  overcome  in  the  application  of  your  system 

cur'nt'fo  '■,  ''Z  'T"'"-  -='  ^"'"'"'"'-  «— '«  -^'-S 
current  for  sale  and  the  business  was  of  such  Importance  that 

eparate  reports  were  secured  for  the  light  and  power  plants  o 
118  companies  in   which  the  revenue  from  the  sale  of  current 
amounted  to  *G.4C0,726.     The  form  of  account  recomt^ended  by 
fndusr  7'  ''"'%«"•»-'-*  -*^"---«  Of   this  feature  of  the 

rnnfril  '   "^   ^""'"'■^  ''"''   """""■•«   *«   ^'^   developing  very 

rapmiy  and  should   be  recognized  in  any  system  that   is  to  be 

taZ     f  "'•  '"'''''"'■"■  ""''■  '•"  -^'Pa-ies  to  whk^  vour 

to  m^r*  :,,     ^  "^'"""'^  """  «^'^'^'J"'es  ■»"«  be  changed 

to  meet  the  conditions.     The  industries  win  „„,   .  >=  •^"''"gea 

as  to  fit  the  accounts  or  schedules  "  '""'"^^"^'^  '" 

The  establishment  of  Interurban  lines  is  a  feature  of  electrl- 
<a  railway  development  which  is  now  attracting  the  greatest 
attention.  It  is  the  field  which  offers  the  greatest  possTb  lit" 
for  expansion  and  for  the  application  of  improved  and  more 
foTow  d  """■"""'^■-  '''^  '-P-vements  that  have  InvarUby 
■  0  lowed  upon  t  e  introduction  of  an  electric  road  Into  a  com 
munity,  espec.ally  m  the  suburbs  of  cities,  warrants  the  conclu- 
sion that  the  construction  of  such  roads  wii!  continue  with  the 
same  degree  of  rapidity  that  has  characterized  their  advance 
during  the  past  decade.  "vance 

Electric  roads  run  Indiscriminately  into  urban  and  rural  dis- 
T^V^"?  "^  """^  ''°°^"''^  exclusively  to  Interurban  traffic 
and  It  is  impossible  to  make  a  separation  of  the  roads  so  as 
o  show  the  statistics  for  those  engaged  in  rural  and  inter- 
urban work  unless  arbitrary  methods  are  used.  The  Census  re- 
port gives  the  miles  of  track  within  and  outside  of  cit.-  lim  t^ 
but  this  can  only  be  accepted  as  a  rougn  indication  of  the  Inter- 


uiuau  lines,  a  rouU  ma^  Uu  cousiUereU  us  engaged  primaiily 
in  uruan  uusiness  ii  at  least  one-hull  ol  its  truck  is  wilhiu  city 
limits.  \ju  lue  oLuer  uuiiu,  a  rouu  muy  connect  two  or  more 
cities  uuu  oe  ciusseu  us  an  luieruruau  Hue  although  more  than 
nail  ui  lis  irumc  is  wuniu  mu  legal  limits  or  suuurtjs  oi  iiie 
cities  il  couuecis.  in  muitiug  a  separuiiou  oi  lue  roads,  it  is 
louuu  iiiai  auoul  ouo  cuujpaUies  tun  oe  cousiuureu  us  opei'uiiug 
inlei'ui  null  iineh.  xneir  luiui  single  irucb  umouiiLeu  lo  a,ti*jli,ihi 
mias  uuu  lueir  louii  euruiugs  irom  operation  lor  lUu  year  lo 
^ii,KiuK>,c>oi,  uiu  loiai  operauug  expenses  were  ^::o,i;io,Uol,  Uie 
net  euruiugs  ueiiig  fn,:nji,isj{i.  lUe  single  truck  oi  iucbc  com- 
panies lorms  v>u  per  ceui  oi  lue  loiai  lor  ail  compuiiies  lUiu 
Iheir  opeiaiiiig  euniiugs  ii  per  ceni  oi  the  loiul  earnings  irom 
opi'iaiioii.  jue  luieriiruan  iramc,  iiiereiore,  lurms  only  u  very 
small  proportion  oi  tue  total  cicctnc  railway  uusluess.  xhere 
are  about  oil  compuuies  witu  o,i:i2.io  miles  oi  single  irucii  that 
operuie  wlial  muy  ue  ciusseii  us  lusi  loug  uisluuce  intcrurhun 
lilies.  i:.acu  Ol  lui'Se  compuiiics  operates  at  least  20  miles  oi 
road,  me  average  lengin  oi  single  truiu  per  company  being  JV.ai 
miles.  lUe  muAimum  running  speeu  ouisiue  city  limits  was 
at  least  Zo  miles  per  uour.  xue  total  operauug  euruings 
amounted  lo  ^i;i,Ooi,o:ii  auu  lUe  operating  expenses  <i i ,y24,bli&, 
the  net  eainiugs  ueiug  ^,in,i,^ox>.  .luese  roaus  have  some  feat- 
ures u  uicb  are  uisiiucuve  auu  me  census  Umce  Is  now  pre- 
paring an  analysis  oi  lueir  statistics  wnich  will  be  lucluded  in 
me  unal  report. 

II  is  time  to  say  goodbye  lo  the  horse  cur  line.  It  lias  been 
eiecuocuted  in  almost  every  cuy  where  It  was  in  a  nourishing 
coniiiiiou  a  few  years  ago.  \\  liile  there  were  Ui  companies  us- 
ing animal  power  and  ::,)i).l  miles  of  U'ack  operated  by  such 
power,  the  greater  proportion  ot  the  track  was  owned  by  com- 
panies which  useU«olher  motive  power  on  a  portion  of  the  line, 
llicre  were  only  ii3  coiui>anles  which  used  animal  power  exclu- 
sively and  their  single  Hack  amounted  to  15b.li:  miles,  being  an 
average  of  about  three  miles  tor  each  company.  It  is  strange 
Hint  the  AUtroiioiitan  District  in  which  the  most  advanced  elec- 
irual  appliances  are  in  use  on  the  street  railways,  is  also  the 
home  ot  the  antiquated  horse  car.  Almost  half  of  the  trackage 
operated  by  animal  power  is  located  in  Manhattan,  and  the 
Dry  Dock,  East  Broadway  it.  Battery  llailway  is  the  largest 
road  operated  by  a  company  using  animal  power  exclusively. 
With  the  exception  of  New  York,  the  following  cities  are  the 
only  places  in  which  more  than  five  miles  of  track  were  oper- 
.iled  by  animal  power  in  iyu2:  Hutchinson,  Kansas,  7.83  miles; 
Santa  Kosa,  Cal.,  7.33  miles;  Chicago,  III.,  lj.7ti  miles;  Wiufield, 
Kansas,  0.25  miles;  Los  Angeles,  Cal.,  5.t)5  miles;  San  Francisco, 
Cal.,  5.U5  miles;  Arkansas  City,  Kansas,  5.50  miles;  and  Tucson, 
Arizona,  5.10  miles. 

The  cable,  which  fifteen  years  ago  had  such  bright  prospects, 
is  now  antiquated.  There  are  only  two  street  railways  operated 
exclusively  by  cable  power.  From  the  Census  Bulletin,  there 
appear  to  be  twelve  roads  of  this  character,  but  ten  of  them  an- 
inclined  planes. 

Steam  has  never  beeii  accepted  as  a  proper  motive  power  for 
roads  of  the  class  covered  by  this  report  and  it  Is  doubtful  if 
any  of  them  should  have  been  included.  It  was  difficult  to  break 
away  from  tradition  and  the  few  enumerated  have  been  so 
classed  in  prior  census  reports  and  technical  journals,  and  they 
were  included  so  as  to  preserve  the  comparison. 

I  have  referred  to  the  different  classes  of  roads  and  indus- 
iries  other  than  a  legitimate  railway  business  carried  on  by 
railway  companies,  to  illustrate  the  fact  that,  as  a  whole,  the 
street  railway  business  is  not  as  clearly  defined  as  most  peoph> 
siippo.se.  The  temptation  to  engage  in  other  lines  of  industry 
cannot  be  resisted,  and  it  is  impossible  to  compile  exact  statis- 
tics for  the  railway  business,  exclusively.  If  you  believe  that 
your  system  of  accounts  is  capable  of  practical  application  to 
all  companies  and  that  its  use  would  cnal>le  the  government  to 
compile  exact  statistics,  1  am  afraid  you  will  be  disappointed. 
It  can  be  applied  to  the  majority  of  the  companies  and  the  re- 
sults of  its  application  will  be  very  beneficial. 

As  accountants,  you  are  particularly  interested  in  the  flnan- 
cial  statistics,  but  I  am  of  the  impression  that  the  chief  value 
of  the  Census  report  lies  in  its  detail  presentation  of  the  phy- 


5TH  Yeak,  No.  3— Sept.  4,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


633 


sioal  equipment  of  each  road.  Tlieso  tal)les  enable  you  to  make 
,-iU  exact  'comparison  of  tlie  power  plant  and  rolling  stock  of  jour 
company  witli  those  of  every  other  company  doing  a  similar 
business.  Such  comparisons  can  be  of  no  detriment  to  any 
company,  on  the  contrary,  they  tend  to  better  the  conditions 
in  all.  Such  a  comparison  cannot  bo  made  of  the  financial 
statistii-s  without  disclosing  the  operations  of  individual  com- 
panies and.  as  a  number  of  companies  expressed  the  desire  that 
this  should  not  be  done,  the  only  comparisons  possible  are  based 
11;:  the  totals  for  several  companies,  in  each  of  which  slightly 
iil:r.'ront  conditions  prevail. 

The  general  tendency  In  most  lines  of  industry  Is  toward  over 
capitalization  and  the  conditions  prevailing  in  the  electric  rail- 
way business  seem  to  have  I<een  especially  conducive  to  this 
result.  The  par  value  of  the  common  and  preferred  stock  on 
which  no  dividends  were  paid  during  the  year,  amounted  to 
$6fi7.S78.624.  or  about  50  per  cent  of  the  total  issued.  The  prac- 
tice of  some  companies  to  eiiualize  the  cost  of  cousti'uction  with 
the  amount  of  capital  stock  and  bonds,  and  the  apparent  inability 
of  others  to  furnish  definite  information  concerning  the  cost  of 
construction,  made  it  impossible  to  compare  the  actual  cost  with 
the  stock  and  bonds  issued.  Accepting  the  figures  as  reported. 
It  appears  that  the  stock  Issued  and  the  funded  debt  outstand- 
ing for  all  roads,  exceeded  the  cost  of  construction  by 
$14n.«48.022. 

The  fcibles  presented  in  the  bulletin  show  the  earnings  and 
expenses  In  the  form  prescribed  by  your  .Vssoclatlon  for  all  roads 
In  each  state,  and  other  groupings  will  be  made  in  the  final  re- 
port which  ma.v  be  more  Instructive.  The  grand  totals  for  all 
roads  in  the  entire  country,  or  for  any  state,  are  no  Indication 
of  the  conditions  prevailing  in  any  Individual  company  or  In 
companies  engaged  In  particular  lines  of  traffic.  A  grouping  of 
these  statistics  for  Intenirban  or  urban  roads,  or  roads  In  cities 
of  a  given  population  would  Indicate  the  amount  .of  Income  and 
expenditure  that  should  prevail  In  the  companies  operated  under 
similar  conditions.  Such  tables  are  now  being  prepared  for  the 
final  report  but  the  work  Is  not  sufficiently  far  advanced  for  mo 
to  give  yon  the  results. 

To  be  of  value,  the  totals  for  the  same  groups  of  receipts 
and  expenditures  should,  in  every  case,  be  composed  of  the  same 
Items.  The  absence  of  uniformity  in  this  resrof*  Is  the  cause 
of  mnch  uncertainty  In  accounting  and  this  Is  "leatlv  empha- 
sized In  the  preparation  of  totals  so  larsre  as  I'  •"■■  civen  In  the 
censns  reports.  \o  more  Important  service  can  be  rendered  the 
statistical  science  than  the  adoption  of  nnlform  svstems  of 
accounting,  but  there  are  comparatlvelv  few  lines  of  Industry 
In  which  the  same  system  can  be  uniformlv  applied  to  all  estab- 
lishments. Tour  system  was  devised  primarllv  for  companies 
doing  an  electric  railway  business  exclusively,  but  the  Pensus 
Investigation  developed  the  fact  that  there  are  comparatlvelv 
few  companies  that  do  this.  For  Instance.  In  reporting  the 
analysis  of  oni^mtlncr  expenses  the  malnrltr  of  the  companies. 
In  answerlnf  the  snh-nuestlons.  Included  the  expenses  Incident 
to  the  eenerntlon  of  electric  current  for  sale,  hnt  there  was 
an  erpendlture  of  .**>  IS-l.TPS  for  such  work  that  It  was  found 
ImnoBslhle  to  setrrepate.  The  expenses  Incident  to  such  work 
are.  therefore  Included  for  some  companies  and  omitted  for 
others.  Tn  mnnv  cases  of  this  character,  the  companies  con- 
tended that  the  system  was  not  nnnllcahle  to  roads  operating 
electric  light  and  power  plants.  Tf  expenses  Incident  to  the 
generation  of  current  for  sale  are  Included  In  the  operatlncr  ex- 
penses of  the  road.  It  Is  manlfestlv  wrong  to  use  those  totals 
to  compute  the  expenses  per  mile  of  track,  per  car.  or  per  car- 
mile,  Tn  fact  there  are  comparatlvelv  few  companies  for  which 
It  Is  practicable  to  obtain  statistics  concerning  a  year's  business 
that  could  he  n«ef1  to  make  such  computations  with  exactness. 
It  Is  probable,  however,  that  the  census  totals  are  sufficient  for 
eeneral  comparisons.  Thev  are  uniform  for  all  sections  of  the 
country  and  can  be  nsed  to  Indicate  the  conditions  In  one  local 
ItT  as  compared  with  those  In  another,  on  the  theory  that  the 
elements  which  are  wrongly  Included  exist  In  ahont  the  same 
degree   In   all   localities. 

In  formulating  the  schedule  for  street  and  electric  railways, 
the  Census  Office  endeavored  to  adopt  a  series  of  Inquiries 
which    would   comply    with    the    ref|ulrements    of   the    law   and. 


at  the  same  time,  lie  easy  to  answer  liy  all  companies  and  also 
develop  iul'ormation  of  interest  and  value  to  those  engaged  in 
ilie   industry.      The    imiuiries   suggested    by   your   form    of    iic- 
<-<iuiitiiig  seemed  to  answer  these  requirements.     The  numerous 
items  enumerated  as  the  proper  ones  to  be  assigned  each  gen- 
eral   sub-division    indicated   a   careful    aual.vsis   of   the   industry. 
'l"he  organization  had  been  in  existeuce  a  number  of  years  and 
its   system   ap]>eared  to   have  developed   very   largely   with   the 
industry  and  had  been  put  into  more  exact  and  positive  form 
by  the  promulgation  of  printed  schedules.     Tinder  these  coudl- 
lions.  the  form  was  evidently  the  correct  one  to  be  used  and  you 
are    familiar    with    the    negotiations    which    culminated    in    Its 
adoption  for  ceusils  work.     The  adoption  of  your  schedule  was 
part  of  an  extensive  scheme  now  being  worked  out  by  the  Bu- 
reau of  the  Census  for  the  collection  of  statistics  of  every  de- 
scription.    The  demands   for  statistical  information   have  been 
so  pressing  during  recent  years  that  the  Federal  and  State  sta- 
tistical oflices  have  developed  more  rapidly  than  a  due  regard 
for  their  work  would  warrant.    A  number  of  railroad  companies 
in    different   states   complained   of   the   numerous    demands   for 
government  reports  and  express  the  hope  that  action  be  taken  by 
the   Fed(>i'al  and  State  goveniments  to  secure  uniformity  in  re- 
gard to  the  periods  to  be  covered  by  such  reports.     This  Is  partic- 
ularly tlie  case  in  Pennsylvania,  where  the  railways  are  required 
to   make   three    reports    during   the  year    at   varying    periods, 
neither  one  of  which,  as  a  rule,  conforms  to  the  business  year 
of   the   company.     The   work    must   be   systematized   so   as   to 
avoid  dujilicatlons.  produce  uniformity  in   schedules,  and  estab- 
lish   fixed    periods    for    the    collection   of    data   by    the    different 
states  and  the  T'nited  States.  In   a  word,  to  "standardize." 

.\fter  adopting  your  schedule,  the  Census  Office  Immediately 
ascertained  to  what  extent  it  had  been  used  by  the  state  rail- 
road connnlssions.  The  commissions  In  New  York,  Massachu- 
setts. Coiniecricut.  Maine,  and  New  Hanjpshire.  were  using 
scliciliihs  that  followed  the  form  almost  exactly.  These  five 
states  contain  (i.am!.!>2  miles  of  single  track  or  28.3(1  per  cent  of 
llie  total  trackage  In  the  United  States.  This  fact  alone  would 
liavr  ,1ustlfted  the  office  in  using  your  form,  but  it  was  also  found 
that  a  number  of  other  states  had  collected  Information  from 
which  the  schedule  could  be  partially  prepared.  Pennsylvania 
is  one  of  the  most  Important  states  that  had  not  adopted  the 
standard  form  but  the  Commissioner  Informed  me  It  was  his  In- 
tention to  do  so.  The  adoption  of  this  form  by  the  offices  In  all 
states  would  aid  greatly  In  Its  uniform  application,  and  It  seems 
to  me  you  should  endeavor  to  accomplish  this  by  persistent  work 
with  the  state  commissioners. 

Tender  the  conditions,  the  preparation  of  an  acceptable  sched- 
ule proved  to  be  the  easiest  part  of  the  Investigation,  It  was 
necessary  to  sectire  a  report  on  this  schedule  from  every  street 
and  electric  railway  In  the  entire  country,  of  which  a  great 
many  had  never  used  the  form  devised  by  the  Street  Ttallway 
.\ccountant.s'  .Association.  This  has  been  accomplished  and.  with 
a  few  exceptions  to  which  I  will  refer,  reports  have  been  se- 
cured from  ever.v  company.  Irrespective  of  Its  size.  location,  or 
character  of  Its  motive  power,  Tt  has  been  a  very  difficult  work 
and  the  experiences  of  the  special  agents  engaged  In  collect- 
ing the  schedules  were  not  imlforinly  agreeable.  While  the  ma- 
.lorlty  of  the  larger  companies  furnished  the  reports  without 
hesitation  and  treated  the  agents  In  a  manner  that  was  very 
gratifying,  a  number  contended  that  the  form  of  account  was  not 
applicable  to  the  road,  or  that  It  had  never  been  used,  would  not 
be  adopted  because  It  was  faulty,  that  the  furnishing  of  govern- 
ment statistics  was  a  perfunctory  matter,  that  the  companies 
never  gave  correct  Information,  and  If  the  agent  wanted  the 
report  he  must  call  again.  In  one  case,  the  general  manager, 
on  belnir  ouestloned  about  the  chnrncterlstlcs  of  his  motive 
power.  Informed  the  agent  that  the  mnles,  fhe  had  two  of 
themi,  would  Insist  on  runnlnir  on  the  outside  of  the  rails  In- 
stead of  between  the  tracks.  He  wao  assured  that  the  adoption 
of  the  standard  system  of  accounts  would  remedy  this  eyil. 

The  agent  who  worked  In  Pelnware  and  Maryland  reported 
that  only  one  company,  the  T^nlted  niillways  ft  FlectrIc  Co,  of 
Ttnltlmore,  had  adopted  the  stnndnrd  form  of  accounting.  The 
other  compaides.  as  a  nile,  chnrfcd  all  expenses  for  additions 
and  tietterments  to  one  account  and  coidd  make  no  Kccregatlon, 
For  operating  expenses,    three   accounts  were  kept,   I,   e,.    Main 


DAILY  STREET  RAILWAY  REVIEW. 


ISekiai.  No— Vol..  XIII,  No.  8  r 


ii'iiiiiHi-.  i>|M'iniiiiii  iiiiil  Ci-iii-nil.     Si-|iiinili'  Mi-iiiN  tvi-i'i-  iiol  sliowii 
mill  liail  l>>  l>i>  0Mtliiiiil(><l. 

Thi*  ti'iHU*li(\\'  Willi  till*  Kiiitillrr  ri>iii|Miiiii*s  simmiiimI  Io  \tv  to  ml 
Nliort  ill!  li(Mikk(><'|iliiK  work  li.v  liinijiliii:  iiuiiiy  «(  tlic  kiiiiiIIit  iiikI 
cvi'Ii  si>iin>  iif  tlu'  liirc"'!'  lli'iiiK.  Tills  Ik  KiitlKfiicliiry  to  tin-  KtiK'k 
liiililorN  mill  to  tlir  niiiiintri'iiii'iit.  In  sonic  oixox.  the  work  Is 
ilonc  Ip.v  tlie  iiiiiiiiii.-)'r  without  a  h|m>i'IiiI  liookkocpiT.  To  follow  ii 
ilotAllcil  systiMii  wonlil  npivsslttiti-  iin  i-xpcnsi-  not  jiistiliiMl  liy 
tho  liitprosts  Involvpil.  As  a  riiU'  It  wiis  not  illtficiilt  to  si^'iiri' 
reiMJrts  In  ilftnll  from  the  roads  In  tin-  Ni-w  Kiii;l»n<l  stati-s.  tnit 
ostiniMti^s  were  ncrossary  for  sniiip  of  tin-  Itoms.  Oni'  of  tlii' 
a)tpnt«  who  workoil  In  the  i-astorn  part  of  MnsHnolniRCtts  foiiml 
illlficulty  In  spciirlns  schpiliilos  for  soiiio  of  the  ronipaiilos  as- 
siirni'^l  to  hini.  ami  rciiorts  as  follows: 

"  Till'  mothoil  of  nrroniitliii;  In  voiriio  liy  the  i'lp<'trlc  stroot 
railway  <'oiiipanl(<K  in  MassachiisiMts  Is  not  the  same  as  tlip  Stri'ot 
Kaliwny  Ari-miiitants'  Assorlntloii  of  America,  hut  It  is  more  in 
roiiformlty  witli  a  stiite  system  —  I  eall  It  a  sym|iathtitlp  system 
hptwien  state  and  railway  <-onipaiiies.  In  some  eases  It  woiihl 
seem  that  the  simplest  possilile  methods  were  adopted  by  the 
railways  so  lone  as  the  state  <-oiild  lie  answereil.  while  In  other 
eases  a  douliie  system  was  praetised.  one  for  the  state  and  the 
other  for  the  company. 

"On  the  whole,  it  seems  a  pretty  ^ood  culde  was  availalilc  for 
the  railway  censns  purposes  of  Massachusetts,  the  facts,  in 
totals,  heinc  provided,  the  sesrrciration  had  to  lie  made,  and  no 
positive  exi'eptions  were  taken  to  this,  when  iMissihle  to  ac 
i-omiiiisli  with  any  reasonable  amount  of  effort.  It  was  policy 
to  Insist  for  answers  to  each  ipicslion  in  the  Censns  schedule  as 
it  iindoulitediy  resulted  in  securinjr  data  which  mlRht  not  other- 
wise have  been  brought  out.  Only  upon  .satisfactory  evidence 
that  exact  data  could  not  lie  obtained  were  estimates  accepted. 
'■  The  T'liited  States  Census  inquiry  met  with  Kcnt-ral  approval, 
and  some  resrcts  were  made  that  ac<ounts  were  not  in  a  con- 
dition more  favorable  to  it.  Tlie  idea  was  advanced  that  if  the 
I'nited  States  Oovemment  would  notify  railway  companies  a 
year  In  advance,  fillns  a  form  with  such  notification,  when  an 
incpiiry  was  to  be  made  and  to  be  sroverned  aocordinjily.  it  would 
lie  acreealily  receivc<l  and  civen  careful  consideration.'' 

It  is  probable  that  In  Philadelphia  more  roads  are  controlled 
from  central  offices  than  Is  the  case  In  any  other  city,  and  we 
supposed  their  system  of  aecountlng  would  he  perfect.  Very 
few  of  the  companies,  however,  kept  their  accounts  In  con- 
formity with  the  standard  form.  In  a  number  of  cases.  It  was 
found  necessary  to  estimate  the  amounts  from  dally  reports  re- 
ceived from  superintendents  or  managers.  In  one  case,  the 
account  books  for  a  considerable  property  consisted  of  a  day 
book,  a  letter  file,  and  a  che<-k  liook.  The  entries  on  the  day 
book  were  wages,  expenses  and  receipts.  The  president  of  this 
company  Informed  the  acent  that  this  system  and  poor  manase- 
nienl  had  cost  the  company  .^no.oon  during  the  past  few  years; 
neverthele.ss.  they  had  made  no  Improvement.  Other  companies 
in  Philadelphia  appear  to  keep  their  accounts  In  a  manner  to  fit 
the  peculiar  conditions  existinc  in  their  respective  properties. 
There  were  only  one  or  two  cases  In  which  the  books  were  kept 
In  the  form  contemplate<I  by  your  system.  But  in  many  cases  it 
was  found  possible  to  obtain  answers  to  the  different  inquiries 
liy  combiuinK  several  items  slinwn  sejiarately  in  the  account 
I  looks. 

\ftcr  cxaniining  tlie  sclicrtule,  the  general  manager  of  a 
company  in  Missouri  stated  that  the  system  of  accounting  was 
not  in  strict  conformity  with  the  one  used  by  his  company  but 
he  thought  that  his  books  would  enable  him  to  prepare  the  re- 
port. After  considerable  searching  in  his  private  offlces.  he  re- 
turned with  a  bank  deposit  book  anil,  to  the  surprise  of  the 
Census  Office  agent,  this  was  the  only  book  kept  by  the  com- 
pany.    From  this,  they  .tointly  prepared  a  schedule. 

Of  the  different  items  specified  in  your  system  of  accounting, 
the  segregation  of  the  amounts  chargeable  to  "  Construction  and 
Ki]iilpnicnl  "  caused  tlie  Census  Office  the  greatest  trouble.  You 
will  see  by  the  Census  Riillctin  that  it  was  impossible  to  obtain 
anioiintR  In  answer  to  the  different  sub  Inciuiries  with  sufflclent 
accuracy  to  fustify  their  luibllcallou.  neferring  to  this  inquiry. 
I  lie  agents  In  Kasteru  Pcuusylvania  reported  that  In  many  cases, 
and  particularly  in  cases  of  leased  roads,  there  was  no  snh- 
ilivisiiiii    of   loustruction    and    cqiiipnu'nt.      In    some    cases,    not 


even  the  cuHl  of  ci|iiipmeiil  wiiN  kIiowii  on  the  books,  the  road 
liiiviiig  been  biilll  with  a  view  to  its  Iniiiietllate  leaKe  lu  an 
operiilliig  company  which  would  use  its  own  ei|iiipinent  for  the 
new  section.  They  were  repoi'Vd  as  carried  on  the  balance 
slieci  iinil.  this  being  more  or  less  arbitrary.  It  was  liiipossllile 
to  estiniiite  the  KUbillvlHlonK  required  by  the  iiii|uiry.  It  was 
witli  great  reliiilance  tiiat  the  eoiiipanles  estliiiated  the  aiiionnts 
that  should  be  chargiil  to  truck  and  road  way  construction,  iu< 
distinct  from  overhead  coiislriictloii.  The  IniposHlbliity  of  suli- 
dlvisions  of  tills  ciiaracter  was  due  primarily  to  the  fact  that 
Mil'  I  onstrui'llon  was  generally  jiaid  for  in  a  lump  sum  of  stm-kn 
or  bonds.  Ki'iiorts  for  constrnctioii  and  equipment  of  leHsee 
coiii|iaiiies  necessarily  show  only  the  gross  amount  as  carried 
oil  liie  balance  sheet.  It  was  practically  impossilile  to  obtain 
reiialile  answers  to  llic  inquiry  concerning  cost  of  right  of  way. 
This  item  was  geneniily  cliaigcd  to  construction,  the  constnict- 
iug  company  providing  for  the  piiri'liase  of  tlie  rights  of  way. 
in  other  comiianies.  the  land  through  whicli  the  road  pas»e<l 
was  largely  owned  by  persiuis  Inlerestcd  ill  the  enterprise  and 
the  cost  of  rights  of  way  was  cousidereil  In  making  the  Issue 
ol  "  sliii'ks  and  bonds"  to  land  owning  stockholders  In  lieu 
lit  rash  payments.  Tiiese  anioiints  appeared,  as  a  rule,  to  be 
greatly  in  excess  of  what  cash  ]iaymeiits  to  disintcrestiHl  parties 
would  liave  been,  .\iiionnls  charged  to  organization,  engineer- 
ing, and  superintendence,  were  also  more  or  less  vaguely  de- 
lined.  The  itemized  form  is  only  applicable  to  companies  which 
iiave  constructed  their  own  line  and  but  comparatively  few 
of  the  present  owners  have  done  this. 

If  a  reliable  subdivision  of  the  total  cost  of  ronstruetiOD  and 
eqiiipiiient  could  be  securiil  for  e.ich  company.  I  believe  It 
would  prove  to  be  one  of  the  most  InterestinK  and  Instructive 
features  of  the  investigation,  but  the  Census  Office  was  loathe 
to  base  any  conclusions  whatever  on  the  Imperfect  answers 
given  to  the  various  sub-inquiries.  For  a  large  nia,lority  of  the 
companies,  tlie  sub-divisions  were  purely  estimates  prepared 
by  the  agent  in  consultation  with  the  general  manager  or  other 
officer.  It  is  possible  that  in  time  it  will  be  [iracticable  to  have 
this  inquiry  ajiplied  s.vsteinatically  to  all  street  railways.  The 
general  tendency  now,  however,  appears  to  be  to  equalize  the 
cost  of  construction  with  the  capitalization. 

No  provision  is  made  in  the  Construction  and  Equipment  ac- 
count for  the  cost  of  franchise.  In  cases  where  a  value  was 
given  to  a  franchl.se  for  which  no  actual  expense  was  Inenrred, 
It  was  not  considered  in  the  construction  and  equipment  ac- 
count, but  was  placed  as  a  sundr.v  Item  in  the  balance  sheet. 
Where  a  road  was  purchased  and  an  amount  was  actually  paid 
as  a  bonus  or  for  franchise  rights,  it  was  treated  as  a  miscel- 
laneous Item  In  the  constniction  account.  Many  companies  re- 
ported an  Item  of  other  permanent  Investment,  such  as  stock 
and  bonds  of  other  street  railway  companies  which  they  did 
not  entirely  own  and  also  of  gas,  water.  Ice  plants,  and  ferry 
systems,  that  it  was  Impossible  to  segregate  from  the  railway 
business  and  which  were  therefore  included  In  the  balance 
sheet  as  other  permanent  investments.  In  such  ca.ses.  the 
amounts  included  In  the  Income  account  were  the  net  Income 
from  operations,  while  the  amounts  paid  for  Interest,  taxes, 
and  other  fixed  charges.  Included  the  total  amount  of  such 
charges.   Irrespective  of   the   property   on   which   It   was   paid. 

With  comparatively  few  and  unimportant  eveeptlons,  the  Cen- 
sus Office  was  able  to  obtain  satisfactory  answers  to  the  differ- 
ent sub-divisions  under  operating  expenses.  While  the  books  for 
a  consid(>rable  number  of  the  companies  did  not  show  the  sepa- 
rate items  for  each  of  the  various  subdivisions  under  the  gen- 
eral groups  of  "Ways  and  structures,"  "  Fquipment,"  "Opera- 
tion of  power  plant,"  "  Operation  of  cars "  and  "  Oeneral." 
nevertheless  the  total  amounts  for  these  general  sub-dlvlslons 
were  obtainable  and  It  was  possible  to  make  acceptable  esti- 
mates for  the  various  items  Included  under  each.  .\  number 
of  companies  employed  only  such  general  sub-divisions  as  main- 
tenance, operation,  snperintendcnce.  etc.  In  such  cases  It  was 
necessary  to  resort  to  the  payrolls  and  more  or  less  difficulty 
was  experienced  In  distinguishing  between  wages  and  other 
expenses.  Practically  all  of  the  large  comnanlcs  In  Pennsvlvanln 
kept  their  hooks,  so  far  as  onerating  exnenses  were  concerned, 
in  conformity   with  the  standard   form  of  acconnting. 


SIH  Ve.\r,  No.  3— Seit.  4,  1903  1 


DAILY  STREET  RAILWAY  REVIEW. 


635 


A  peculiar  condition  of  affairs  was  found  at  Capo  Girardeau, 
Missouri.  Tlie  promoters  and  owners  of  tlie  Citizens  Sti-eet 
Railway  Company  had  operated  a  system  for  a  number  of  years 
but  had  not  been  able  to  make  the  system  pay  expenses,  and 
declare  the  dividends  to  which  they  thought  they  were  entitled. 
They  therefore  decided  to  go  out  of  business  but  were  unable 
to  find  any  purchaser  for  the  road.  Therefore,  they  concluded 
to  be  public  spirited  citizens  and  determined  to  give  the  road 
to  some  reliable  party  who  would  agree  to  operate  it  for  the 
benefit  of  the  community.  This  was  apparently  a  very  inducing 
opportunity  to  some  energetic  man  and  was  immediately  taken 
up.  The  contract  was  executed  and  tlie  whole  system,  including 
the  rnlling  stock,  horses  and  eciuipnient  was  turned  over  without 
a  dollar's  compensation,  the  only  condition  being  that  the  road 
wonld  be  kept  in  running  order  and  operated  during  liusiness 
honrs.  Eight  months  of  operation  convinced  the  new  general  man- 
ager that  he  had  not  made  a  good  busine.ss  transaction.  In  fact. 
he  was  constantly  losing  money,  and  not  being  a  man  of  great 
financial  responsihilit.v.  he  decided  to  get  rid  of  the  road.  He 
could  only  accomplish  this  by  leaving  the  community,  and  the 
original  owners  have  not  been  able  to  locate  him. 

The  conditions  on  the  Pacific  Coast  and  in  most  of  the  western 
states  were  in  striking  contrast  to  those  in  the  east.  The  agent 
who  worked  in  California  reports  that  of  the  Ifi  or  20  companies 
from  which  he  obtained  reports  in  and  around  San  Francisco, 
only  three  or  four  had  ever  heard  of  the  form  of  accounting 
ret'ommended  by  the  Street  Railway  .Accountants'  Association  of 
America  and  none  had  followe<l  it.  It  must  be  admitted,  how- 
ever, that  the  majority  of  the  companies  were  small,  only  four 
or  five  falling  in  the  class  of  large  corporations.  The  business 
methods  used  in  San  Franci.sco  appear  to  prerail  pretty  generally 
over  the  entire  state  of  California.  In  some  respects  the  forms  of 
bookkeeping  nsed  are  antiquated  and  the  conditions  are  such  in 
thentreet  railway  industry  that  the  companies  did  not  appear  in- 
clined to  adopt  the  form  recommended  by  your  .\ssocintion.  The 
agent  states  that  "  Corporations  sacrificed  good  business  princi- 
ples and  practices  for  immediate  profits  to  enliance  the  market 
value  of  stock.s.  tliat  will  rjuickly  sell  at  tiig  margins  for  promo- 
ters. To  this  end.  expenses  are  kept  witliin  limits  often  below  the 
point  of  good  business  econom.v.  One  Oi'  the  favorite  places  of 
curtailment  Is  in  the  clerical  force  of  the  central  office  which 
is,  as  a  rule,  ridiculously  Inadequate.  In  consequence,  the 
syBtem  of  accounting  is  crude,  simple,  and  direct.  The  books 
are  organized  for  large,  comprehensive  groupings  with  few  of 
the  divisions  and  none  of  the  refinements  that  the  Street  Rall- 
wa.T  Acconntants'  .\s.soclation  would  have  Instituted.  Three 
of  the  largest  corporations  schedtiled  kept  falrl.v  good  sets  of 
hooks.  Their  groupings  of  items  was  not  In  conformity  to  our 
sche<lule  hut  calculations  could  be  made  for  the  segregation  of 
groups  so  that  the  totals  returned  on  the  schedule  were  correct 
and  the  Individual  items  close  approximations.  With  the  smaller 
companies,  the  grouping  was  not  carried  to  such  a  degree  of  re- 
finement and  most  of  the  Items  of  Inquiries  for  construction  and 
equipment  and  operating  expenses,  had  to  he  estimated.  The 
totals  retunied,  however,  agreed  with  those  shown  b.v  the 
books  of  the  companies.  To  Illustrate:  If  wages  of  con- 
ductors and  motormcn.  In  operating  expenses,  were  con- 
solidated and  carried  as  nnr  Item  on  the  company's  hooks,  as 
was  frequently  done,  the  correct  total  was  preser\-ed  In  the 
rehims  hnt  segregated  Into  the  two  Items  hy  calculations 
based  on  the  relative  number  of  the  two  classes  of  employes, 
their  wage«,  and  their  hours  of  service.  The  Indications  are 
that  the  adoption  of  the  form  of  accounting  proposed  by  the 
Street  Railway  Accountants'  Association,  by  the  street  rall- 
wnrs  of  the  Pacific  Coast.  Is  discoiiraglnely  remote."  In  fact, 
the  resnits  of  the  Census  Inqulr.v  lend  me  to  believe  that  your 
»jr«tem  of  ncconnts  has  not  been  generally  accepted  In  the  West- 
ern   Stateti. 

.\n  agent  who  worked  In  the  slates  of  Missouri  and  Ohio,  se- 
cnrlng  reports  from  elghloen  companies,  found  that  only  five 
of  the  m  had  adopted  your  form  of  accounting  and  In  these 
five  companies  the  system  of  accounts  dirTercd  slightly  from 
the  standard  form.  This  agent  found  that  one  or  two  companies 
were  uslnir  an  old  form  of  accounting  recommended  l)y  the 
American  Btre«'t  Railway  Association  Home  years  ago.  and  which 


(lilTi'iiMl.  in  some  respeets,  from  tlie  revised  form.  Five  of  the 
companies  canvassed  by  him  used  a  very  simple  form  of  ac- 
counting, keeping  practically  only  two  accounts,  the  income 
account  and  the  expense  account.  In  these  companies,  it  was 
neces.sary  to  make  estimates  for  the  different  sub-divisions  of 
operating  expenses. 

I  have  referred  tluis  in  detail  to  tlie  experiences  of  the  spe- 
cial agents  employed  in  collecting  tlie  reports  from  the  street 
railways  in  the  different  sections  of  the  country,  to  emphasize 
the  fact  that  your  form  of  accounting  is  far  from  being  in 
universal  use.  The  s.vstem.  however,  lias  been  in  vogue  but 
a  comparatively  short  time  and  the  tendency  appears  to  be, 
among  the  railroad  companies,  to  adopt  it  and  a  number  in- 
formed the  oHice  tliat  it  was  their  intention  to  change  their 
liodks  acconlingly.  While  it  is  possilile  that  a  number  of  com- 
piiiiies  will  adopt  llic  form,  it  Is  also  proliable  that  the.v  will  not 
fiillow  It  in  all  of  its  details.  Tlie  grouping  of  items,  Iiowever, 
will  be  such  as  to  enable  the  preparation  of  a  complete  report 
in  cDiifiiriiiity  with  it. 

.\notli(>r  (litli<-iilt  fenlure  of  lliis  ennv.iss  was  the  disiiiclina- 
tion  on  the  part  of  a  few  companies  to  furnish  reports  of  any 
cliaracter.  On  this  point,  the  ideas  of  the  company  and  the 
pulilie  dift'er  in  some  instances  so  radically  that  it  is  apt  in  the 
future  to  retard  the  compilation  of  reliable  statistics.  The  pres- 
ent condition  of  societ.v  and  industry  makes  it  indispensalile 
that  statistical  information  be  collected  and  published  either  by 
the  Government  or  by  private  enterprise.  Each  and  every  one 
of  us  is  exerting  his  strength  to  the  utmost,  both  mental  and 
ph.vsical.  to  succeed  in  the  business  in  which  he  is  engaged,  but 
tio  one  can  hope  to  meet  with  success  unless  he  Is  thorouglily 
familiar  with  all  the  details  of  his  industr.v.  .\n  essential  part 
of  such  knowledge  is  information  concerning  the  business  meth- 
ods of  other  persons  engaged  in  the  same  lines  of  pursuit  and 
data  sliowing  the  extent  of  the  industry,  its  relation  to  other 
Industries,  and  to  the  public.  The  Census  Is  the  only  reliable 
source  of  such  knowledge.  The  statistics  show  the  result  of 
our  combined  energies  in  the  multitude  of  industrial  enterprises. 
Tlie  man  who  refuses  to  contribute  to  tliis  knowledge  by  de- 
clining to  supjily  data,  certainly  does  not  have  liberal  ideas  or 
Is  not  Interested  In  the  general  pmsperity  of  the  country. 

Fortunately  this  spirit  of  indifference  does  not  pre- 
dominate In  the  street  railway  fraternity.  The  ma.lorlty 
of  the  companies  were  ver.v  liberal  in  their  ideas  on  this 
snb.lect.  but  one  or  two  Important  systems  refused  to  furnish 
any  Information  or  answer  certain  Inquiries  concerning  finan- 
cial operations.  We  presume  that  these  companies  have  good 
reason  for  their  action,  but  I  do  not  believe  that  they  appre- 
ciate the  u.ses  made  of  census  reports  or  the  value  that  such 
reports  are  to  the  railway  people  and  the  public.  After  our 
negolliitions  with  you  and,  as  we  presumed,  through  you  plac- 
ing ourselves  In  touch  with  the  street  railway  Interests,  we 
were  In  hopes  that  every  company  would  co-operate  In  com- 
piling a  report  which  would  he  n  complete  presentation  of  the 
Industr.v.  I  cannot  conceive  that  there  Is  any  good  and  sulfl- 
clent  reason  for  refusing  to  supply  the  data  required  by  the 
census  law.  No  one  other  than  tlic  sworn  officials  of  the  Oov- 
ernmeiit  Is  permitted  to  examine  the  Individual  schedules,  and 
the  puliUshed  reports  contain  no  Information  from  which  the 
financial  operations  of  the  Individual  companies  can  be  Identl- 
fleil.  Therefore,  competitors.  If  there  are  any.  cannot  obtain 
Information  that  would  be  of  the  slightest  advantage.  If  the 
reports  should  show  that  the  electric  roads  are  paying  large 
dividends  on  watered  stock,  the  public  would  not.  on  that  ac- 
count, stop  patronizing  them.  On  the  contrary,  the  Inclination 
would  be  to  Invest  In  the  stock  and  encourage  vour  friends  to 
ride  on  the  cars  In  order  to  Increase  the  dividends.  On  the 
other  hand.  If  there  are  pernlclins  practices  existing  In  the  In- 
dustry that  are  contrary  to  honest  business  methods,  or  detri- 
mental to  public  Interests.  T  believe  you  will  all  agree  with 
me  that  the  sooner  the  census  re|)ortH  are  printed  and  the 
methods  exposed,   the  better. 

There  were  a  number  of  companies  that  retarded  the  earl.v 
liiilillentlou  of  the  census  reports  liy  delaying  the  iirepiirnllon  of 
tlwlr  KchediileK.  but  there  was  only  one  that  finally  and  defi- 
nitely refuKcd  to  make  a  report  of  any  character.    This  was  a 


Ci.-Ui 


DAILY  STREET  RAILWAY   REVIEW. 


[Sekial  No— Vol..  XIII,  No.  8c. 


liirp-  sysli'iii  III  KiillKiiH  1111(1  Its  iirlliiii  wiiK  IhisimI  on  the  Bi-oiiiiil 
Unit    it    wiiK   not    II   Ktii'i't    riillwiiy    iiiiil   illil    imt   (li-slic   tci   lie  ko 

l-lllHKCll.       TIliH    IVI1801I    WllH    |ll-rsll<tl>ll    111    IICltWitllHtllllllllli;    till-    fiii-t 

Unit    till-   riiiiipiiii.v    WIIK   Hi-iit    II    kcIhmIiiIi-   ill    wlili-li    no    rcfcrciK-o 

«li:i lever    wiik    i le    In    striH-t    niilwiiys    iiikI    whs   iiHNiireil   tliilt 

It   would  lie  cliisKeil  as  nil  eleetrieiil  i |iiiiiy,  and  Hint  all  otliiT 

riiails  ill  the  .xaiiie  state  ii|ieratiiiK  under  Hlinilar  eondltioim  lind 
made  ri'lMirls.  In  addltinn  to  lliis.  tliere  wen-  three  eoni|ianli'K 
In  Illinois  that  refnseil  answers  to  all  ln<|ntrie»  roneeniliiK 
tiiiaiielal  matters.  'I'liere  were  also  fiiiirteeii  (•nmpanles  that,  for 
various  i-easoiis.  were  nnalile  t(i  make  a  repcirl  fur  lliiaiK'ial  op- 
eratiniis.  Some  i>(  these  wen'  steam  ralli'nad  eompanies  operat- 
llii;   eli'etrie    lliH-s    for    which    separate   afeinints    weri>    not    kept. 

Slime  iif  tl 1  had  1 n  reic>n(ly  aecniireil  liy  Hie  present  owners 

and  the  lidnks  iif  the  orljiinal  c panies  wrvi t  available.     Two 

(iimpaiiles.  one  in  Ciiliiradii  and  one  in  rennsylv:iiiia.  ilei-'ared 
their  inaliillly  to  make  a  liaiiiiiee  sliecl  ami  two  staled  that  they 
ronld  not  make  a  report  as  to  Hie  numlier  of  employes  and 
watres.  These  eoiistitilte  tlie  ".'-  eiimiianles  referred  to  in  the 
feiisns    Itnlletin    as    not    making   complete    reports. 

The  adoption  liy  the  <'eiisiis  Ollice  of  the  form  of  .iccomilim; 
es.-d  by  tlic  Stri'ct  I(ailw:iy  .\ccoiiiitants"  .\ssocialion  was  of 
lieiietlt  to  the  (ioveriimciit  and  I  believe  it  was  also  of  (ireat 
assistance  to  your  Assoc'atlon.  It  enabled  the  (ioveriiment  to 
eoinplete  the  iminiry  at  an  earlier  date  than  would  otherwise 
have  lieen  possilile.  it  liroiicht  the  form  to  the  attention  of  every 
<ompany  in  existence,  and  they  have  all  made  at  least  one  report 
ill  conformity  willi  it.  The  indications  are  tliat  the  form  of  ne- 
connt  will  be  followed  by  a  numlier  of  companies  who  have  not 
heretofore  used  it.  thus  assnriiiK  a  wider  application  of  a  staiid- 
.•ird  form  ami  greatly  eiihanciiiK  the  v.-ilni'  of  statistics  that  may 
lie  gathered  for  the  industry  in  tlw  rutiiic.  it  remains  with  you 
to  perfei-t  or  clianjie  it  so  as  to  make  it  practicable  for  all  com 
jianies   and    then    to   urtie   lis   universal   application. 


UNION   SWITCH  AND  SIGNAL  CO. 


Two  recent  and  imporlant  coiilracis  by  the  fiiion  Switch  & 
Signal  t'o..  are  those  for  the  Intcrboronsli.  Hapid  Transit  ("o.. 
iSniiwayi.  of  Ni'w  York,  .■iiicl  tlic  .NUrih  Slmrc  Uaihvay  of  Cali- 
fornia. 

The  WestiiiKliouse  eleetro-pnenmatic  system  is  to  be  installed 
nil  the  tirst  named,  but  a  new  fealine  is  to  lie  introduced,  that  of 
lisin;;  alternating;  curieut.  It  is  obvious  tliat  the  use  of  track 
circuits  on  tliirdrail  roads,  where  the  rails  are  used  for  the  re- 
turn circuit,  and  at  the  same  time  for  tlie  sifiiiallin^  circuit,  in- 
troduces what  may  be  serious  complicaliiins.  In  order  to  avoid 
these  dilfieulties.  the  siiinals  will  be  controlled  by  alternatiiisr 
corrent.  throujrli  relays  tlial  are  sensitive  (o  altcrMaliiiK  current 
only,  and  which  will  in. I  be  alTccteil  by  the  d'rcct  ciincnt  iisimI 
for  train  service   in   the  subway. 

(In  the  North  Shore  l{y.  whicli  runs  about  .M  miles  iinrlli  frcmi 
Sausililo.  I'al..  across  the  bay  from  San  Kranciscn.  tlie  electric 
semaphore  system  of  aulcni.'ilic  block  signals  is  to  be  used  with 
a  track  circuit.  Tliis  beiiiK  a  Iiiiil  tension  tliirdrail  electric  road, 
alternating  current  will  be  used  for  Hie  si^rnal  system. 

K  fr. «!. 

WESTINGHOUSE  EXHIBIT. 


The  main  fealuri'  at  t\\f  \Vcstiiij.'lionsc  space  in  the  court  is 
Hie  inultiMle  unit  control. 

The  \Vi-stiii;:liouse  turret  system  of  electro-pneumatic  train 
control  is  a  new  comliinatioii  of  old  devices  that  have  been  in 
successful  operation  for  thirty  years  for  contridling  and  actnat- 
lUK  the  movements  of  switches  and  signals,  lu  this  service  these 
devices  li:ive  successfully  eontiniieil  to  perform  thi'  most  critical 
and  important  iiUMlianical  functions  in  railway  operation  abso- 
lutely essential  to  the  safe  ami  expeditions  I'ondnct  of  railway 
travel.  The  Westin^rioiuse  multiple  control  possesses  in  the 
same  ilepree  the  reliabilily  of  the  cli'dro-pMcumatic  Switch 
ar.ii   Siffiial  appar.Mtus. 

In  this  system  the  actviatiiijr  mechanism  is  iiol  directly  con- 
nected to  the  main  source  of  electric  eiierjo'.  ("onnwtious  for 
the  low   voltage  control  circuits  are  the  only  ones  which  have 


to  he  established  between  the  cars  of  the  train,  no  air  connec- 
tions  lieliiK   rei|iilred   outside  of   the  ordinary   brake   lioKe.     The 

main  source  of  energy  's  friMiueiitly  and  iic ssarily  Interrupted 

liy  tile  blowing  of  fuses,  and  the  presence  of  sleet  and  Ice  on 
the  ■'  third  rail."  The  Westintihoiise  system  of  coiitnd  lias  an 
liideiieiideiit  source  of  power,  therefore  the  controlllni;  appa- 
ratus can  be  worked  while  the  main  current  is  cut  olT,  thus  inak- 
iiiB  It  possible  to  reverse  the  motors  and  use  them  to  produce 
a  lireakinj;  cITect,  when  such  an  operation  Is  deHlrable.  ThlB 
ciiiinot  be  done  where  the  controllers  are  operated  by  line  cur- 
rent. 

In  the  WesHiitilioiise  system  of  control  the  contact  ileviceH 
arc  actuated  by  pistons  operated  by  coniprcHsod  air  working 
iifraiiist    spriiiK    pressure. 

The  teiiKth  of  break  can  also  be  made  sutllclently  prreat  to 
rcduc-e  arcing  to  a  mlnlmuni.  The  control  therefore  possosses 
a  decided  advanta;;e  over  those  systems  In  which  the  contactorM 
are  actuated  magnet ii','illy  and  where  the  power  nvailablo  to 
break  contact  and  Ibi'  leiicHi  of  the  break  are  Inlierently  llm- 
iti'd    liy    prai'tic.'il    ciinditions   of   design. 

'i'lic  same  air  pumi)  or  reservoir  suiipiies  both  brakes  and  con- 
trol. 

The  .^tand.ird  Ti-.-iclion  Itiake  Co.  i\\csliii;;lioiisel  is  showiliK 
on  the  veranda  of  tln'  lioli-l  i-ottajres  fiiclii;:  the  pat'oda  a  stiind- 
ird  straight  air  brake  ei|nipmeiil:  controllers  for  the  operation 
of  the  \Veslin;.'lioiisc  magnetic  brake:  and  motor  ilrlven  air  com- 
pressors. 

The  \Vcstin):l'oiise  iiilcri  sts  at  the  convention  are  cared  for 
by  .VJ  rciircsentatives  iiicliidin);  otiieials.  agents  and  other  reprc- 
scinatlves. 

YANKEE  DRILL  GRINDER. 


.M  llic  foot  of  tlie  ste))s  leading  to  the  main  meeting  room  is 
Hic  sp.uc  of  Ibc  •'.New  Yankee  Drill  (iriniler."  which  Is  made 
by  WilniaiHi  \  Morman  Co..  of  Craiid  Uapiils.  Mich.  The 
;,'rindcr  is  shown  in  i>|i<'ratioii  liy  ("has.  10.  Meech,  secretary 
.ird  treasurer. 

«r  •?»• 

C.  S.  KNOWLES. 


C.  S.  Knowlcs.  of  Itoslon.  tin'  "  insulator  "  tiiin  Is  represented 
by  \\V  .1.  Wallhcr.  .1.  S.  Lapp  and  C.  H.  Clark.  A  full  line  of 
V''ass    .'iiiil    iiori'clain    insulators    arc    displ:iyeil. 

J.  C.  DUNER. 


.1.  C.  l>uner.  of  CliicaKo.  has  samples  of  the  Duner  double 
folding:  doors,  and  the  Duner  sand  bo.x.  The  movement  of  the 
Di'uer  Vestibule  door  is  controlh  d  liy  one  pin  proJei'tinB  upward 
iiilii  a  y:iiidiiit'  track.  .\  sliirlit  prsli  is  all  that  is  necessary  for 
tlifir  npcf.-itioii.  Double  wire  jjates  for  summer  use  can  be 
"|ii  iMlrd   witli  same  .■iltacliMicnls. 

'i'lic  I  Miller  samlcr  pciinils  a  ciiiist.-iiil  or  inlci'inittent  dis- 
cl!ar,i;c  of  saiiil.  as  desired.  .Vcliun  is  piisiti\c  and  cloirjrinp  im- 
■possible.  ,\  wii'c  "  .'ijritalor ''  moves  up  and  down  through  the 
sand   each    time  Hie  hopiier  is  tilled. 

JOHNSON  CAR  REPLACER. 


The  .iolmson  \\'r('ckiii);  Krop  Co..  of  Clevi'land.  is  showinR  the 
.lohiison  c.'ir  repl.icer.  a  device  designed  to  aiil  in  replacing  a 
derailed  car.  engine  or  electric  motor  on  the  rail.  This  wrecking 
frog  can  be  placed  in  position  very  iinickly  ;ind  is  said  to  be  the 
only  replacer  that  will  slip  under  the  frame  work  of  a  derailed 
truck  without  danger  of  being  displaced  by  being  struck  by  the 
tirake  shoe  or  frame.  It  ih'peiids  eiilircly  ui>ou  the  rail  for  sup- 
port. The  eouipany  reprcsentativ(>s  present  at  the  convention 
are  (Jeorge  ('.  Ewiiig.  of  Hostoii:  II.  K.  T.anvillc.  I'hiladi'Iphia. 
and  T.  .T.  rourtiU'y.  of  Hichmond.  Va. 

»!.  x  n 

Till'  Kli'ctric  Storage  lialtcry  Co.  states  Hiat  its  various  sales 
rei>resentatlves  report  very  favorably  on  the  convention  and 
giMieral  business  prospects. 

J,  J.  Coleman,  of  New  York,  is  in  atten(Janee, 


5TH  Year.  No.  ,?— Seit.  4,  1903.] 


DAILY  STREET  RAILWAY   REVIEW. 


THE    ADVANTAGES    AND     DISADVANTAGES    OF     THE    " 
SYSTEM,"  AS  COMPARED  WITH  THE  "RECEIVER 
SYSTEM"  OF  HANDLING  CONDUCTOR'S 
REMITTANCES. 


BAG 


By  Frank  R.  Henry,  Auditor  St.  Louis  Transit  Co.,  St.  Louis,  Mo. 


To  be   rt'ad   Sfpt.    4.    VMtX.   before   the    Sli-eot    Kiiilwii.v    Aiccmiitanls' 
Assoi-lilIH'li. 

I  shall  liojriu  m.v  subject  at  a  tinit-  wlicii  stvoct  railroailiiij;  w.-w 
in  its  iiifam-.v:  »'S|ie<  iall.v.  wlicii  llie  ai  rmiiiiant  ami  tin-  accuuiit- 
ing  deparuueut  wi-re  not  consiilercil  as  a  ni'cfssai'j"  ail.iiiii<l  In 
the  operatiou  of  tlu'  road.  In  tliose  da.vs  llio  bob-tail  lais  \vi  ic 
lu  use  and  passeiijiers  deposited  their  fares  iu  a  box  at  tlie  end 
of  the  ear.  or  through  a  slot  arraiigeiiuiit  wliieli  eomiiuiincalid 
with  the  box. 


It  became  necessary  afterwards,  on  account  of  increased  travel, 
to  abolish  tliese  I'ars  for  lar.ser  ones  and  employ  conductors  lu 
operate  tlie  cars  and  to  collect  the  fares.  Ticlicts  were  then  in- 
tro<luced  to  the  piililic  and  generally  used  by  passengers  who  were 
induced  to  buy  tlicni  in  slips  of  live  at  live  cents  each,  in  prefer- 
ence to  paying  seven  cents  cash  fare.  The  s.vstem  iu  vogue  was 
to  have  the  tii'kets  colli-eted  each  half-trip,  put  iu  pacljages 
marlied  witli  the  uinnl)er  of  trip  and  ntuulier  of  fares  .and  de- 
posited b.v  ciuiductors.  wlien  passing  tlie  car  stations  every  trip 
or  luilf-lrip,  into  their  iuilividual  receptacles  comiuunieatod  with 
li.v  a  slot  arraugement.  above  which  tlu-ir  nuiulicrs  were  indi- 
cated, tlu'  comiiany  adlieriug  to  the  bo.v  and  slot  arrangement 
as  vised  iu  Mie  bob-tail  days  b.v  aggregating  tlic  bo.xes  at  the  sta- 
tions for  the  conductors  to  make  tlieir  deposits  iu.  .\t  the  eiul 
of  the  daj-  these  packages  were  talien  ont  aud  scut  to  the  general 
ottice  to  lie  compariil  aud  checked  against  the  trip  cajd.s. 


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63S 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XIII,  No.  8c. 


AfKT  tli(>  Kt>iu>nil  iiso  of  (III-  ili'ki-tH  wnH  illsoontlnueO,  pas- 
»ongt'r«  [inUl  their  fnri-s  Id  ciish  and  reglHttTS  wore  luuiigiirntL-U. 
iJiv  system  of  liavlne  ouiuliictors  uinke  reiiilttniiees  in  boxes  nt  the 
Btntlous  still  reiuailU'il  lu  force  for  some  time,  liiit  evenlnully 
IiroveU  80  uusutlsfaetory  thiit  It  was  ahniuloued.  The  fre<iueut 
mistakes  of  the  eouiliK-tors  ile|)ositliig  their  cash  ami  tickets 
IliroiiKli  tlie  wrong  slot  arranKements,  ami  elalniing  money  had 
been  depositeil  wlicji  It  bad  not,  were  the  chief  dissatisfactions. 

It  was  tlien  that  the  system  of  having  condiiclors  place  their 
money  in  bags,  together  with  deposit  slips  showing  the  contents, 
and  deposited  into  a  safe  of  special  constrnctlon  located  at  tlic 
stations,  was  adopted.  Tills,  too,  was  alinndoned  and  we  arc  now 
nsing  Uie  "  Receiver  System." 

By  comparison  llic  i|iiickest  and  most  accurate  knowledge  Is 
galne<l.  I  shall  therefore  present  as  concisely  as  possible  tlic 
•'  Bag  System  "  and  "  Iteceiver  System,"  as  operated  l>y  the  St. 
iMUls  Transit  Co.,  with  the  comparative  advantages  and  disad- 
vantages that  liave  been  c.xpericaiced.  The  description  to  some 
may  be  short  and  over  to  otuers. 


led  the  bags,  reports,  etc.  Each  c-onnter  was  accompanied  by  a 
clerk  who  took  the  bags  out  of  the  safe,  counted  them  in  the 
forennin's  i>resence  and  gave  him  a  receipt  showing  number 
taken.  Tliese  l)ag8  were  brought  to  the  treasurer's  olllce,  opened 
and  contents  counted  by  the  money  counters,  and  checke<l  against 
the  conductor's  deposit  slips.  If  correct,  money  was  separated 
and  thrown  Into  dllTerent  receptacles.  If  not,  an  actual  Inven- 
tory was  made  opposite  the  conductor's  inventory. 

(7i  When  the  remittances  (money  and  adult  tickets)  from  each 
line  were  counted,  the  money  was  placed  on  trays  for  each  de- 
noniin.'ition.  The  deixislt  slips  were  then  taken  to  an  adding 
machlni-  and  totalized  to  llnil  out  amount  of  cash  recelve<I  from 
eacii  line.  The  trays  of  money  ami  deposits  were  then  passed  to 
tiie  head  money  counter  who  checked  the  contents  against  the 
counlcr's  deposit  slip.  When  all  of  the  money  counters  had 
llnlshed.  he  put  the  money  up  Into  luuikable  shajM'  to  lie  de|Hisilcd 
the  following  morning.  The  deposit  slips,  fasteniMl  with  a  slip 
attaciied  sliowlng  total  cash  received  from  each  line,  together 
with  adult  tickets,  were  sent  to  the  auditor's  office. 


THE  BAG   SYSTEM. 

(1)  The  conductors  were  required  to  register  all  fares.  Each 
car  was  provided  with  two  registers,  one  on  wlilch  the  live-ceut 
fares  tcash  and  adult  tickets;  were  registered,  Uie  other  on  which 
uU  other  fares  (U-ansters,  halt-fares  and  passes)  were  registered. 
The  conductors  were  provided  with  trip  cards  (Form  A)  of  their 
respective  lines,  on  wliicii  were  columns  to  indicate  the  operation 
of  the  car  (or  cai'sj  each  haJf-u-ip. 

(2)  Each  c-ouduclor  taking  his  car  (or  wlu-u  taking  car  from 
another  conductor)  found  a  register  card  (Form  \i)  in  the  rack 
located  under  tlie  registers,  its  place  until  taken  out  by  the  regis- 
ter taker.  Uu  this  card  were  indicated  the  startiug-out  readings 
of  the  registers  (or  readings  of  previous  conductor),  lie  exam- 
ined the  card  to  see  it  it  agreed  with  the  readings  of  the  register 
taker  (or  readings  of  previous  conductor  taken  in  each  other's 
presence).  If  so,  he  placed  his  readings  beneath.  If  not,  he 
called  the  attention  of  the  foreman  (or  motormau,  or  another 
conductor),  wlio  made  a  statement  of  tiic  dill'ereuce  on  the  regis- 
ter card  signing  it;  failing  to  call  anyone's  attention  to  the  dif- 
ference, conductor  was  charged  with  the  register  taker's  (or 
previous  conductor's)  readings.  Next,  be  wrote  in  the  proper 
place  his  line  number,  run  number,  name  aud  time  taking  car. 
He  then  took  his  trip  card  and  enumerated  the  register  readings 
on  It 

(3)  When  completing  each  half-Lrip,  all  ticket-fares  (except 
adult  tickets)  collectiti,  were  placed  in  an  envelope  with  name, 
number  of  car,  number  of  trip,  time  and  the  number  of  the  sev- 
eral kinds  of  fares,  aud  deposited  in  a  small  locked  box  located 
under  the  registers.  From  time  to  time,  he  recorded  on  the  trip 
card  the  operations  of  the  car  each  trip,  aud,  before  leaving  car, 
he  took  the  register  ciu-d  and  wrote  below  the  first  (or  last)  read- 
ings, lime  leaving  aud  readings  of  tlie  registers;  also,  on  his  ti-ip 
card  he  recorded  the  register  readings  aud  tilled  out  the  spaces 
showing  the  results  of  the  day's  operation. 

(4)  Then  he  counted  liis  money  aud  adult  tickets  and  made  up 
a  conductor's  deposit  slip  showing  the  dilferent  deuomiuations, 
adult  tickets,  name  and  badge  number  of  conductor,  placed  the 
money,  adult  tickets  aud  deiHjslt  slip  in  a  l>ag  with  the  number  of 
his  line  on  it,  lied  it  Willi  a  string  aud  deposited  the  bag  through 
a  slot  arrangement  into  a  safe,  specially  made  for  conductors' 
deposits.    His  trip  card  he  disiiosed  of  by  depositing  it  in  a  box. 

(a)  Each  register  taker,  in  gathering  up  the  register  cards  and 
«'nvelopes  from  each  car,  took  the  register  card,  read  the  registers 
and  checked  off  the  last  statement  made  on  the  card;  if  not  c-or- 
rect  or  figures  were  indistiuct,  he  wrote  tlie  correct  readings  on 
the  bottom.  On  a  new  card  he  wrote  (with  indelible  pencil)  a 
statement  of  the  register  sliomng  what  the  registers  were  charged 
In  with  (what  they  would  start  with  next  morning)  and  placed 
the  same  in  the  rack.  After  collecting  the  envelopes  from  tlie 
box  beneath  the  registers,  he  tied  them  together.  Upon  complet- 
ing the  collections,  all  register  cards  and  envelopes  were  taken 
to  the  offlce  and  locked  up. 

(0)  Seven  or  eight  buggies  were  used  by  money  counters  from 
the  treasurer's  offlce  to  make  tlie  rounds  every  morning  to  col- 


P.  R.   HKNRY. 

Operation  in  the  Auditor's  0£Sce: 

(S)  Each  register  clerk,  upou  recelviug  the  register  cards  and 
trip  cards  allotted,  arranged  the  register  cards  uumerically  accord- 
ing to  their  car  number;  also,  the  trip  cards  according  to  their 
niu  number.  The  outgoing  register  statements  were  theu  checked 
against  the  incoming  statements  indicated  on  the  register  cards 
of  the  previous  day  to  see  if  readings  recorded  by  the  conductors 
were  correct. 

(S))  In  the  meantime,  the  ticket  boys  (who  counted  the  con- 
tents of  the  envelopes)  checked  the  different  fares  (transfers, 
half-fares  and  passes),  as  indicated  by  each  conductor  on  the  out- 
side of  the  envelopes  agaimst  the  fares  as  entered  on  each  trip 
ciu-d.  As  the  envelopes  aud  ti'ip  cards  from  each  line  were 
checked,  the  trip  cards  were  liauded  to  the  register  clerks  who 
had  that  particular  line.  Each  ticket  counter  then  proceeded  to 
count  his  tickets  and  check  the  conteuts  against  the  number  of 
ditt'ereut  fares  indicated  on  the  outside  of  each  envelope.  If  any 
discrepancies  were  found,  an  actual  inventory  was  made  on  the 
envelopes  which  were  handed  to  the  register  clerk  who  made  a 
note  of  the  dilTerences  on  each  conductor's  trip  card. 

(10)  As  the  contents  of  the  envelopes  and  bags  were  being  veri- 
fied, each  register  clerk  took  the  register  cards  and  checked  the 
various  statements  of  the  conductors  against  the  readings  made 
by  each  conductor  on  his  trip  card  to  ascertain  if  all  of  the 
operations  of  each  car  were  accounted  for. 

(11)  .Vfter  all  of  the  register  cards  were  checked  against  the 
trip  cards  aud  additions  and  subtractions  verified,  the  deposit 
slips  received  from  the  treasurer's  offlce  from  time  to  time,  were 
next  checked  against  the  total  cash  and  adult  tickets  as  indi- 
cated on  the  trip  cards  to  find  out  if  each  conductor  had  remitted 
for  all  of  the  five-cent  fares  collected.  As  fast  as  one  line  was 
coniideted,  or  the  trip  cards  were  checked  in  their  entirety,  they 
were  entered  on  their  respective  statements  of  passenger  receipts 
(Form  C)  in  run  order,  also  filling  out  in  their  respective  columns 
the  conductor's  name  and  results  of  the  day's  oiieration,  noting 
nil  shorts  ond  overs.  The  entire  returns  from  the  treasurer's 
office  were  not  received  until  about  three  o'clock  in  the  afternoon. 

(12)  Before  recapitulating  the  receipts  for  each  line,  the  regis- 


STH  Year,  No.  3— Sept.  4,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


639 


ter  clerks  made  out  an  original  and  two  carbons  of  the  over  and 
short  report,  statiuj;  the  nature  of  each  difference.  Two  of  these 
were  sent  to  the  treasurer's  otfice  to  the  over  and  short  elerlv, 
who  in  turn  sent  one  copy  with  an  over  or  short  envelope  made 
out  for  each  conductor,  to  a  clerli  at  each  station  to  collect  or 
pay.  and  return.  The  shortages,  when  collected,  were  placed  in 
the  short  envelopes;  the  overs  when  paid,  receipts  wore  taken  on 
the  over  envelopes  and  returned  every  morning. 

THE   RECEIVER   SYSTEM. 

Each  receiver  should  be  conveniently  located  and  afforded 
proper  protection.  Therefore,  the  station  is  considered  the  most 
liccessilile  and  suitable  place  for  the  reason  that  the  conductors 
turn  in  their  cars  there  also,  because  they  generally  reside  in 
close  iiro.viniity  thereto.  Another  reason,  the  receiver  can  be 
better  protected  in  case  of  an  attempt  being  made  to  hold  him 
up  as  an  alarm  can  quickly  bring  the  men  working  in  and  aromid 
the  station  to  his  assistance. 

Our  receivers  are  protected  by  iron  cages  in  wliicli  are  located 
one  or  two  foot  push  buttons  wliich  ring  a  gong  in  tlie  shed.  It 
is  their  duty  to  test  these  signals  at  si.\  o'clock  every  night,  same 
being  answered  by  one  of  the  men. 

The  ■'  Receiver  System  "  is  practically  the  same  as  described  in 
paragraph  one  (1)  to  three  (3)  inclusive,  of  the  "  Bag  System  "  in 
setting  forth  the  operations  of  the  conductors  and  register  takers, 
except  the  following  changes  which  were  found  necessary. 

Instead  of  conductors  depositing  their  money  and  adult  tickets 
in  safes  and  trip  cards  in  boxes,  they  are  required  to  present  them 
to  the  receiver.  This  is  done  so  the  receiver  can  determine 
whether  he  has  received  the  full  numlier  of  five-cent  fares. 

Instead  of  the  clerks  in  the  auditor's  oflice  making  out  the 
statements  of  passenger  receipts  as  to  five-ceait  fares,  eacli  re- 
ceiver does  so  in  order  tluit  he  can  keep  an  account  and  check 
off  each  conductor  as  they  turn  in. 

Each  receiver  upon  commencing  his  work  is  provided  with  a 
run  sheet  by  the  foreman.  On  the  statements  of  passenger  re- 
ceipts for  each  line,  he  tills  in  the  run  number  in  numerical  order, 
afterwards  writing  in  the  name  of  each  conductor  opposite  his 
run. 

When  each  conductor  presents  his  money  and  trip  card  to  the 
receiver  who  counts  the  money  and  adult  tickets  In  his  presence, 
checks  and  verifies  the  subtractions  and  additions  of  the  live-cent 
register  and  Indicates  the  amount  of  each  received  on  tlie  trip 
card,  he  signs  his  initials  thereto  and  deposits  it  In  Its  proper 
place. 

From  time  to  time  as  opportunity  ])reseuts.  results  of  each  trip 
card  arc  entered  (so  far  as  tlie  live-cent  register  fares  are  con- 
cerned) upon  their  respective  statements  of  passenger  receipts 
op[>»Kite  the  Indicated  run  numlicr  and  name  of  conductor,  the 
total  cash,  total  live-cent  rcgi.ster  fare  las  indicated  on  trip  card), 
five-cent  cash  fares  and  adult  tickets. 

Each  receiver  is  supposed  to  keep  posted  alioul  wlidi  llic  con- 
ductors turn  in  their  runs,  and  if  they  are  not  in  promiitly  he 
Immediately  makes  out  three  notices  (original  and  two  carbons), 
sending  one  to  the  night  foreman  ami  one  to  the  treasurer's 
oflice  along  with  his  cash. 

When  all  of  the  conductors  have  reported,  a  total  is  made  of 
the  caBh  —  live-cent  fares  and  adult  tickets  —  on  each  of  the  re- 
ii|KfCtlve  Htntements  of  passenger  receipts. 

Two  receiver's  remittance  lilaiiks  (Form  D)  and  a  bank  dcjiosit 
•lip  are  then  made  out.  On  the  two  receiver's  remittance  blanks 
(made  out  in  duplicate  for  auilitor  and  treasurer)  he  recapitulates 
the  total  of  each  line  at  the  iMjttom  by  entering  op])osito  their 
reMjiectlve  line  numliers,  the  total  cash  and  adult  tickets  from 
each  line.  These  added  together  give  the  total  amount  of  money 
and  adult  tickets  he  should  have. 

The  money,  separateil  into  dltTcrent  denomlnntloiiB,  is  coniilcil. 
Total  of  each  deiiotiiinallun  are  then  entered  on  the  two  receiver's 
remltlnnci-  blanks  and  bank  deposit  sllji  opiHisite  their  respective 
clnxH  and  when  lotallxcd  should  agree  with  the  gi-and  total  of  the 
dlfTerent  llncH.  The  adult  tickets  are  next  counted  to  see  If  they 
agree  with  the  grand  total  of  the  dllTerciil  lines  and  then  entered 
on  the  two  receiver's  remittance  blanks  In  a  space  provided,  after 
which  they  are  placed  In  an  envi'lope  imirkcd  with  receiver's 
name  and  number  of  tickets. 


The  money,  together  with  envelopes  containing  adult  tickets, 
receiver's  remittance  blank  (for  treasurer)  and  bank  deposit  slip, 
are  placed  in  a  metallic  box  (locked  with  a  Yale  lock)  marked 
with  the  number  of  that  particular  station,  then  placed  in  a  safe 
and  locked. 

The  statements  of  passenger  receipts,  fastened  together  with 
receiver's  remittance  blank  (for  auditor),  and  trip  cards  are  placed 
In  a  drawer.  These,  as  well  as  the  envelopes  and  register  cards, 
are  collected  every  morning  by  a  collector  from  the  auditor's 
office. 

Tliree  sets  of  mctallio  boxes  (marked  with  station  number)  are 
kept  to  supply  each  receiver.  There  are  two  keys  to  each  box, 
one  hold  by  the  receiver,  the  other  in  the  custody  of  the  assistant 
to  the  treasurer.  The  combinaliou  to  the  safes  are  known  only 
to  the  receivers,  relief  receivers  and  collectors. 

Three  cars  are  now  used  to  make  the  rounds  every  morning  to 
collect  the  money  boxes.  Each  car  operated  by  a  motorman  and 
conductor,  is  accompanied  by  a  guard  and  clerk  from  the  treas- 
urer's oflice.  The  boxes  are  taken  out  of  the  safes  and  bmnght 
to  the  general  oflice  (which  is  centrally  located  and  making  a 
convenient  place  to  have  the  three  cars  meet)  where  the  boxes 
collected  by  two  ears  are  transferred  to  the  special  money  car. 

The  assistant  to  the  treasurer  boards  this  car,  tinloeks  each 
box,  checks  the  receiver's  remittance  blank  and  deposit  slip 
against  the  total  on  the  packages  of  paper  and  bags  of  silver, 
leaving  each  receiver's  bank  deposit  slip  in  its  respective  box, 
only  taking  the  receiver's  remittance  blank  with  him.  The  adult 
tickets  are  taken  from  each  box  and  sent  to  the  auditor's  office, 
receiving  receipt  therefor.  lie  then  selects  the  boxes  to  go  to  a 
certain  bank  and  makes  out  a  regular  bank  deposit  slip  speci- 
fying thereon  the  number  of  each  box  and  setting  opposite  total 
amount  in  the  box.  These  amounts  added  together  show  tlie 
t<ilal  deposit  for  tliat  particular  bank. 

The  money  is  then  taken  to  the  bank  by  the  assistant  to  the 
treasurer,  two  guards,  conductor  and  motorman.  The  boxes  are 
passed  in  to  the  receiving  teller,  who  checks  the  total  on  the 
l)ackages  of  paper  and  bags  of  silver  against  the  receiver's  bank 
deposit  slip,  likewise  checking  the  total  of  each  station  box 
against  tlie  deposit  slip  made  out  by  the  assistant  to  the 
treasurer. 

All  shortages  in  money  and  ;iilult  tickets  are  charged  against 
the  receiver. 

All  persons  handling  money  are  bonded  in  surety  companies. 

The  company  carries  hold-up  insurance. 

The  actual  passenger  earnings  are  deposited  each  day,  a  sepa- 
rate <leposlt  being  made  for  miscellaneous  cash  received  from 
any  other  source. 

The  work  in  the  auditor's  oflice  is  practically  the  same  as  that 
described  in  paragraphs  8,  9,  10,  11  and  11*  of  the  "  Bag  System," 
exceiit  the  following: 

Instead  of  diecking  the  conductor's  deposit  slips,  which  for- 
iiicrl.v  ("line  tlirmigh  the  treasurer's  oflice,  against  the  trip  cards, 
tlic  rciiiiits  of  tlie  receiver  now  on  the  trip  cards,  are  checked 
against  the  five-cent  register  fares  on  the  statements  of  pas- 
senger receipts,  liesidcs  the  other  piclimiiiary  changes  previously 
mentioned. 

ADVANTAIilCS    AND    Dl.SADVANTAGES    OF    THE    BAG 
SYSTEM. 

When  the  "Hag  Systi'iii  "  was  fii  use,  we  opi'ratcci  cars,  dur- 
ing the  greater  portion  of  tlie  time,  from  li)  stations  over  28 
routes.  Five  of  the  stations  were  very  small,  and  the  clerical 
work  was  done  by  the  foremen.  Five  money  counters  were  em- 
liloyed  in  the  treasurer's  othce  and  11:  register  clerks  were  en- 
gaged In  the  auditor's  oflice  In  checking  registers  and  con- 
ductor's cash  remittances.  To  havi?  adopted  liie  "  Receiver  Sys- 
tem "  under  the  above  conditions  would  have  reqiilred  11)  night 
arid  l!»  day  receivers.  Allowing  that  the  asKislaiits  to  the  fore- 
men i-ould  have  done  tlie  day  receiving,  also,  that  u  portion 
of  the  work  In  tlie  auditor's  ollicc  i  (inld  have  been  done  liy  the 
receivers,  It  would  have  necessitated  tlie  cniployiiicnt  of  at  least 
IL'  additional  clerks  which  woiilil  have  been  an  additional  nin- 
nliig  expense.  Besides,  cages  anil  re<'clver's  ei|nlpiiiciil  would 
have  had  to  lie  Installed  In  111  stations.  Tliu  ailvanlages  to  bo 
obtained  by  the  institution  of  the  "  Receiver  System  "  under  these 


eio 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8c. 


coiiUIlIuhh.  wu  iliiJ  iioi  bflk-ve  wmild  J\i«llfy  llio  outlay.  Tbe 
ccoiiuuiy  lu  oporutiou  Is  tbe  mIukIl-  udviiiiiiiKt-'  the-  "  Uiig  SyHtem  " 
poH.si.:u<i.'s  over  til''  "  Kt'celver  Syt»U'iii,"  uiicItT  tlii'se  or  llki- 
culidlllouH. 

The  UlMidvnntiiKi'N  we  I'xix'rloin'i'd  were  us  follows: 

(11  Niiiiii'roiis  errors  iiiul  sliorliiK'S  uci'urri'd  dully,  cliiKslllcil 
niid  priijiurtloui'd  us  follons: 

I'Mret.        Errors  In  rcgistiT  ri'ndingx,  15  per  coiit. 
.Sccimd.     Krrors  lu  I'lili-nlalloiis.  l.'i  jut  cent. 
Third.        (u)  Kallure    to    di'piixit    iiioiicy    hugs    iiiid    liiiirtrlii 
envelopes, 
(b)  Krrors    lu    eoiileiits    of    bii^s    and    liall'-tilp    en- 
velopes. 

In  disputes  arlslui;  over  ermrs  of  the  lirst  and  second  class. 
we  were  always  able  to  precisely,  and  to  the  satisfaction  of  the 
condui'tors,  show  that  they  were  respiiuslble. 

When  disputes  arose  from  the  third  class,  we  were  unable  to 
produce  auy  conviuclnt;  evidence  whatsoever.  Conductors  would 
claim  that  they  deposited  money  bags  when  they  had  not  done 
so:  also,  contended  tliey  had  turned  In  one  ainouut  while  we 
claimed  Ihey  hail  turned  iu  another  amount.  According  to  their 
way  of  putting  it,  the  office  clerks  nuidc  all  the  mistakes.  The 
Utmost  care  was  e.verclsed  In  handling  the  bags  and  couutiug 
tbe  contents;  every  courtesy  was  shown  the  conductors  who 
called  to  investigate  errors;  nevertheless,  the  greater  proportion 
of  the  conductors  who  were  compelled  to  pay  sliortages  of  the 
third  class  Urmly  believed  they  had  been  treated  unfairly, 
which  we  believed  had  a  tendency  to  make  conductors  dishonest, 
because  they  desired  to  get  even  with  the  company.  I'p  to  the 
time  of  the  consolidation,  the  constituent  companies  of  tbe 
Transit  company  had  not  experien<"ed  any  serious  dissatisfaction, 
but  a  short  time  thereafter,  and  esjieiiaily  during  our  labor 
trouble,  the  dissalisfat  tion  among  the  conductors  became  very 
great.  1  attribute  this  principally  to  the  fact  tliat  the  offices 
iif  the  constituent  companies  were  consolidated  into  one  general 
olH<'e  which  reipiircd  most  of  the  conductors  to  go  a  great  dis- 
tance (from  some  stations,  consuming  as  mucli  as  two  hourst. 
In  order  to  Investigate  their  errors;  also,  a  desire  to  lind  fault 
with  everything  In  general. 

(2)  It  took  about  twenty-four  hours  after  conductors  were 
supposed  to  have  made  their  returns  before  a  failiu'e  to  do  so 
was  detected.  This  enabled  the  conductors  to  borrow  the  com- 
pany's money  for  a  few  days,  which  was  especially  evidenced 
Just  before  pay  day. 

(3)  The  loss  of  two  days"  collections  was  possililo. 

(4)  Deposit  in  bank  was  delayed  two  days. 

(r>)  The  work  iu  tlic  auditor's  office  was  delayed  liy  Imving  to 
wait  for  returns  from  the  treasurer's  otiico. 

(C)  The  general  office  bad  to  I>o  kept  open  on  Sunilay  and  holi- 
days until  2  p.  m.  in  order  to  count  and  check  remittances.  If 
this  had  not  l)een  done,  c(mdii(t<irs  would  have  bad  a  good  op- 
portunity to  purloin  two  or  fliree  days'  collections. 

ADVANTAGES  AND  iJlSADVANTACiES  OF  THE  IIECEIVEU 
SYSTEM. 

When  the  "  Receiver  System  "  was  adopted,  tbe  stations  were 
reduced  to  eight.  This  required  ten  receivers;  one  each  at  seven 
stations,  two  at  one  station,  and  a  relief  man  to  reli(!vo  the  nine 
men  once  in  ten  days.  Under  these  conditions  and  arrangements 
we  found  tbe  running  expenses  no  greater  than  under  the  "  Bag 
System." 

The  results  we  experienced,  enumerated  in  order  of  their  im- 
portance were  as  follows: 

(1)  Reduction  in  number  of  charges  for  errors  about  GO  per 
cent,  and  about  !«>  per  cent  in  value.  This  reduction  was  caused 
liy  the  money  being  counted  iu  the  presence  of  tbe  conductors 
and  any  errors  as  to  amount  (foreign  or  counterfeit  money)  being 
corrected  instantly,  as  conductors  are  required  to  account  for  the 
amoimt  as  shown  on  trip  cards,  therefore  making  it  impossible 
(except  by  doctoring  trip  cards)  to  borrow  the  company's  money. 
Tbe  number  of  charges  under  tbe  "  Rag  System  "  were  reduced 
tbe  following  proportions: 

First.        Errors  In  register  readings.  None. 
Second.     Errors  In  calculations,  10  per  cent 


Third.       (u)  Eailure   to   deposit    money    bags   aiul    bulf-trip 
euvelopes. 
(f>)  Krrors    !ii    cunli'Uts    of    bags    and    half  trip   en- 
velopes. 

This  i-educed  the  work  necessary  to  keep  acciiunt  of  charges. 

Much  satisfaction  has  been  experienced  In  the  reduction  In 
charges  uf  tiie  third  cbiss,  as  it  removed  the  dissallsraction 
among  the  conductors,  and  confusion  in  the  office  force,  growing 
out  of  the  fullle  atlenqits  to  substantiate'  our  chiluis  for  short- 
agi-s;  also,  rcduccil  losses  from  dishonesty  uf  coniluctors  )>y  re- 
Uiovlug  (be  Inientive  "to  get  even"  for  inuiginary  wrongs. 

(2»  I'ailure  of  conductors  to  nuike  remittances  for  cash  col- 
lei'lions  at  tbe  proper  time  and  for  the  correct  amount  can  be 
detected  quicker. 

C!)  OpiKirtuiilty  for  purloining  receipts  reduced  to  one  day's 
c<d  lections. 

{4>  Moiuy  can  be  deiiositcil  in  bank  one  day  earlier  tliereby 
saving  interest  on  one  day's  earnings. 

(.">)  Facilitates  work  In  the  auditor's  office  as  no  delay  Is  caused 
by  wailing  for  returns  from  treasurer's  office;  also,  receipts  for 
tbe  day  can  be  ascertained  earlier  the  following  morning  with- 
out having  to  do  tbe  unnecessary  work  of  recapitulating  trip 
cards  on  adding  macinne  to  ascertain  same. 

(C)  The  general  office  can  be  closed  on  Sundays  and  occa- 
sionally on  holidays. 

(7)  A  better  sy.'sfem  and  uniform  hours  can  be  eslabllsbed  in 
the  offices. 

riNAI,. 

Tbe  local  conditions  in  some  cases  would  have  to  be  tbe  de- 
termining factor  as  to  the  advantages  of  either  system,  but  mat- 
ters of  accounting  should  be  less  susceptible  to  the  Intluence  of 
local  conditions  than  matters  of  operation  and  construction. 

Tbe  clioice  would  also  rest  upon  the  consideration  of  accuracy 
ill  accounting  and  economy  in  operation. 

However,  it  will  be  conceded,  1  think,  by  all  that  the  Ideal 
method  of  having  conductoi's  make  returns,  is  to  have  them 
settle  in  person  with  tlie  company's  agents. 

LE  VALLEY-VITAE   CARBON   BRUSH   CO. 


The  I.c  Valley-Vitae  Carbon  lirush  Co..  of  New  York,  Is 
cxliibiting  frames  containing  sampli's  of  tire  different  st.vles  of 
carbon  brushes  for  which  it  is  favorably  known.  'I"he  attention 
of  passers-b.v  is  attracted  by  tbe  aid  of  an  "electric  advertiser" 
liy  means  of  which  are  displaye<l  faiu'y  pictures,  views  of  the 
I,c  Valley-Vltae  brushes,  well-worded  advertisements,  and  tbe 
claims  made  for  this  company's  jiroducts.  Street  railway  men 
who  call  at  the  booth  are  presented  sets  of  car  motor  brushes 
upon  application.  Tbe  exhibit  is  directly  iu  charge  of  J.  V. 
Clarke,  president  of  the  company,  assisted  by  William  H.  Bell, 
of  tbe  New  York  office. 

MAGANN  AIR  BRAKE  CO. 


The  Magann  .\ir  Brake  Co.,  of  Detroit,  is  represented  at  the 
convention  by  its  manager,  E.  C.  Hutlierford.  who  calls  attention 
to  tbe  fact  tliat  tlie  cars  of  the  Sclieiie<tad.v  Kailwa.v  Co.  are 
eipiijiiied  witli  llie  C.  1*.  Magaiiii  st<irage  air  brake.  As  many  of 
the  delegates  and  visitors  will  iiarticiiiate  in  the  excursion  to  the 
(Jenerai  Electric  Co'.s.  works  toda.v.  an  excellent  o|iportunit.v  will 
lie  alTorded  to  view  tbe  Magann  system  in  actual  ojieration.  In 
lieu  of  auy  other  exhibit,  therefiir.  tbe  compau.v's  Irootb  is  being 
utilized  for  office  and  reception  purposes. 

William  P.  Wescott.  Jr.,  of  New  York,  representing  the  Galena- 
Signal  Oil  Co.,  and  S.  T.  Baker  &  Co..  visited  the  convention 
jestej'd.'iy. 

.\nioug  till'  arrivals  at  tlie  couveution  Wedmsday  was  that  of 
lleury  W.  FreiK-h,  representing  the  Ciiiisolidated  Engine-Stop 
Co.,  of  New  York. 


3TH  Ye-kr,  No.  3— Sept.  4,  lOo.i  1 


DAILY  STREET  RAILWAY  REVIEW. 


641 


SEVENTH    REGULAR    ANNUAL    MEETING 

mU  RAILWAT  A((OyiIANlS'  ASSOCIATION 

5arato£>a,    N.    Y.— Sept.  2—4,  1903. 


TIintSn-VY.    SKPT.    .-!,    1!)03. 

President  Pavios  called  the  moetini;  to  order  at  10:20  n.  m. 

Ill  the  teiiiixM-iiry  aKsence  of  Sei-relary  Hrockway.  the  presi- 
dent ajipointed  Mr.  Koss.  of  Montreal,  as  seeretar.v  i>ro  tcin.,  who 
read  the  first  paper  on  the  program,  on  "  Car  Maintenance  Itec- 
ords."  b.v  Mr.  S.  C.  Stivers,  lately  auditor  of  the  Jersey  City, 
Hoboken  &  Paterson  Street  Railway  t"o.,  Ilohoken,  N.  J. 
[For  Mr.  Stivers'  paper,  see  page  GUI.] 

The  Chair  called  for  disenssion  of  the  paper,  and  Mr.  Magil- 
ton  stated  that  the  system  had  lieen  resorted  to  but  had  not 
gone  to  a  very  great  extent  as  yet,  and  he  asked  if  any  instance 
could  be  cited  where  car  wheels  or  other  important  parts  of 
the  car  had  been  rejected  as  not  up  to  standard.  Tliis  work  in 
their  case  was  done  outside  of  the  general  oftice  and  he  (the 
speaker)  had  not  a  very  deep  interest  in  it  directly  as  yet,  though 
he  expected  to  have  later  on.  They  had  from  time  to  time 
rejected  certain  purchases,  but  the  records  were  not  yet  com- 
plete enough  to  show  that  they  had  not  been  np  to  standard. 
Mr.  Pease  said  their  wheels  were  all  guaranteed  to  make  a 
given  nunilwr  of  miles.  If  they  did  not  make  the  required 
mileage  the  company  did  not  pay  for  them.  They  were  not 
keeping  the  car  maintenance  record  except  so  far  as  car  wheels 
were  concerned.  For  that  the  facts  were  ascertained  by  the 
use  of  the  usual  car-mileage  record,  with  the  date  when  the 
wheel  was  put  on  and  taken  off.  and  If  It  were  reground  that 
date  also  was  entered.  When  a  wheel  was  removed  on  account 
of  chipped  flange  and  had  not  made  the  required  mileage  they 
did  not  take  the  wheel.  They  kept  a  record  of  each  wheel  and 
not  of  a  few  selected  ones  only.  lie  did  not  know  whether  it 
was  necessary  to  number  each  wheel.  They  kept  a  record  of 
each  wheel  and  not  of  a  few  selected  ones  only.  He  did  not 
know  whether  it  was  necessary  to  number  each  wheel,  but 
thought  It  was  advantageous;  their  wheels  were  all  numbered 
by  the  car  wheel  company,  no  two  bearing  the  same  number. 

Mr.  White  reported  that  his  company  kept  car  mileage 
records  but  they  did  not  buy  their  whei'ls  with  any  special 
guarantee,  at  least  did  not  keep  the  record  for  that.  If  they 
did  not  get  the  mileage  out  of  the  wheels  that  they  expected 
they  Irmked  about  for  something  better.  The.v  never  got  any 
rebate  on  any  wheels  that  did  not  w<'ar.  He  huiulred  if  under 
the  guarantee  there  was  ever  any  question  made  of  the  pur- 
chaser's complaints. 

Mr.  Pease  replied  that  there  never  had  been  in  their  experi- 
ence. The  cause  of  removal  of  the  wheel  was  a  determining 
factor.  If  a  wheel  were  worn  flat  from  sliding  or  skidding, 
then  reground  and  afterward  made  the  re<|ulred  mileage,  the 
pnrchaslDg  company  paid  for  the  wheel;  •lO.fKJO  miles  with  them 
covered  the  life  of  the  wheel. 

Mr.  White  pointed  out  that  there  was  rpMIe  a  number  of 
things  entering  Into  tile  question  of  the  life  of  a  wlieel,  some  of 
which.  In  the  way  of  repairs,  he  thought  were  rather  uimeces- 
sary.  For  Instance  an  armature  winder  should  be  held  ro- 
sfMinMlble  for  an  armature  that  went  bad  a  gooil  man.v  times, 
and  often  the  motormnn  shonld  be  rllmharged  rather  than  the 
armature  winder.  He  though  (he  foreman  of  the  shop  should 
be  able  to  tell  what  work  his  armature  windings  were  doing. 
Mr.  Smith  wished  to  know  whether  Mr.  Pease's  company 
could  get  the  same  guarantee  from  (lie  manufacturers  on  wheels 
to  Ih-  UH<>d  with  the  air  brake  as  with  tlie  haml  lirake,  and  was 
answered   In   the  afflrmntlve. 

At  this  (Milnt  the  president  announced  the  arrival  In  the  room 
of  Mr.  T.  Comerford   Martin,   the  special  expert  of  the  United 


States  Government  on  street  railway  statistics,  who  had  kindly 
consented  to  read,  in  the  absence  of  the  author,  a  paper  pre- 
pared for  the  Convention  by  Mr.  W.  M.  Steuart,  Chief  Statisti- 
cian  for   Manufactures  of  the  United  States   Census   Office. 

Mr.  Martin  was  received  witli  applause,  and  read  the  paper 
rel erred  to,  wliich  will  be  found  on  page  031. 

Mr.  Duffy  paid  a  high  compliment  to  tlie  instructiveness  and 
interest  of  Mr.  Steuarfs  paper  and  moved  that  the  thanks  of 
tlie  .\ssoeiation  be  extended  therefore,  whieli  motion  was  carried. 

President  Mavies  also  aeknovvIedg<'d  on  belialf  of  the  Associa- 
tion the  oliligation  felt  for  the  statistics  furnislied  by  the  Bureau, 
wliii'h  ccmtained  valuable  information  for  the  standing  com- 
mittee of  the  Association  and  for  the  members  themselves,  and 
they  would  await,  he  felt  sure,  with  great  interest  the  final  re- 
port, in  which  lie  understood  Mr.  Martin  was  to  have  a  direct- 
ing hand.  lie  predicted  that  as  a  result  of  the  work  of  this 
Association  and  tlie  Census  statisticians  the  next  eight  or  ten 
years  would  witness  improvements  in  accounting  which  would 
perfect  the  art  still  further  than  it  was  carried  at  present. 

Mr.  Martin  said  that  while  he  could  not  say  ,1ust  what  the 
final  report  would  be.  as  yet.  but  it  would  have  some  40  or  50 
tables  in  addition  to  those  presented  in  the  present  bulletin, 
and  he  tliought  they  would  bring  out  some  further  points  of 
interest. 

The  president  then  announced  the  presence  of  ex-President 
CaldeiTvood,  of  Brooklyn,  and  invited  him  to  address  the 
meeting. 

Mr.  Calderwood  expressed  liis  great  pleasure  at  being  able 
to  meet  with  tlie  Association  after  an  unavoidalile  absence  from 
the  last  three  conventions,  and  that  the  pleasure  of  the  meet- 
ing was  mutual,  was  amply  evidenced  by  llie  welcome  extended 
to  file  speaker. 

Tiio  president  then  called  for  any  further  discussion  of  the 
pai>er  on  Car  Maintenance  Records,  and  in  respon.se  Mr.  Mc- 
Pole  said  he  Ihouglit  tlie  subject  was  one  which  would  come 
more  directly  under  the  jurisdiction  of  the  operating  department, 
and  Mr.  Mitchell  stated  that  that  was  tlie  course  adopted  by 
their  company,  tlie  auditing  deparlment  dealing  simply  with  the 
totals. 

Mr.  Wni.  V.  Ilani.  on  behalf  of  (lie  Committee  on  Standard' 
Form  of  Report  for  Electric  Railways,  then  presented  the  re- 
port of  that  committee,  which  on  motion,  duly  seconded,  was 
received  and  tlie  tlianUs  of  tlie  Association  voted  the  com- 
mittee for  Its  efficient  labors. 

REPORT  OF  COMMITTEE  ON   FORM   OF  REPORT   FOR  ELEC- 
TRIC RAILWAYS. 


At  the  last  convention  of  this  association,  your  committee  sub- 
mitted a  report  which  was  tliorongiily  discussed  and  linnlly 
ailopted.  The  form  of  report  presented  was  prlmiirily  for  use 
In  submitting  reports  lo  the  railroad  commissions  of  the  several 
slates.  The  same  sniiject  was  to  be  considered  b.y  a  Joint  com- 
mlllee  of  the  National  .Association  of  Railroad  Commissioners 
anil  your  association,  and  a  rejiort  presented  by  such  Joint  com- 
ndltee  to  the  convention  of  the  National  Association  ofUallrond 
Commissioners  to  be  held  In  Portland  In  .Tuly,  1003.  By  action 
of  your  convention,  the  committee  was  continued  and  nnthorized 
lo  agree  to  such  corrections  as  the  railroad  commissioners  might 
reipilre. 

Your  committee  conferred  with  Ihe  Hon.  Oeorge  W.  Bishop 
of  the  Jlassarhusetts  Board  of  Railroad  Commissioners  at  Bos- 


013 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8c. 


ton  In  June  last  and  a  form  of  report  wan  prepnrod  embodying, 
wlllioiit  cIinrRP,  the  form  of  report  prepared  by  your  committee. 
Tills  report  was  presente<l  at  the  convention  of  the  National 
AKHoelatlon  of  Hallrond  ("oinMilRsloiiers  held  In  Portland  July 
Hlh,  l.lth  and  Kith  last,  and  was  unanimously  adopted. 

To  kIiow  the  latitude  allowed  the  several  Htates  In  the  liae  of 
this  report,  the  following  excerpt  from  the  report  of  that  com- 
mittee will  Bufllcc: 

"We  realize  that  It  Is  no  easy  task  to  prejinre  a  form  of 
report  acceptable  to  all,  as  what  one  state  mlcht  demand,  another 
state  mli;ht  consider  entirely  unnecessary.  If  the  form  sub- 
mitted lacks  Information  which  In  the  opinion  of  any  slate 
should  be  furnished,  iirovlslon  may  be  made  for  It  without  Inter- 
firence  with  the  balance  of  the  report. 

"  If.  on  the  other  hand,  more  Informntlon  Is  demanded  than  Is 
thought  necessary.  It  may  be  omitted  without  changing  the  sub- 
stance of  the  report.  In  this  connection  we  refer  particularly 
to  Scliedule  C,  '  Detailed  statement  of  rental  of  leased  lines  and 
terminals,"  Schedule  D,  '  Construction  and  equipment,'  and 
Schedule  E.  '  Construction  and  equipment  of  leased  lines.'  " 

In  presenting  the  report,  the  chairman,  Hon.  George  W. 
Ulshop,  of  Massachusetts,  stated  before  the  convention  that  he 
felt  very  much  Indebted  to  his  associates  on  the  committee 
representing  the  Street  Hallway  Accountants'  Association  of 
.\meri<-a.  slating  that  tliey  had  spent  a  great  deal  of  time  on 
this  matter  and  that  practically  what  they  had  worked  out  had 
been  adopted  In  the  re|)ort:  also  slating  that  he  thought  tliat  the 
convention  should  feel  much  indebted  to  them  and  their  asso- 
ciates for  the  time  they  had  devoted  to  this  work.  Your  com- 
mittee makes  mention  of  this  simply  to  present  to  your  attention 
the  cordiality  felt  toward  this  a.ssociation  by  the  National  Asso- 
ciation of  Railroad  Commissioners. 

At  the  Portland  Convention  your  delegates  were  treated  with 
the  greatest  courtesy  and  consideration,  and  we  feel  that  the 
work  of  this  association  was  impressed  upon  the  minds  of  the 
railroad  commissioners  present. 

naving  fully  completed  our  labor,  we  suggest  that  our  com- 
mittee be  discharged. 

W.  F.  Ham, 

B.  M.  Wlilte, 

C.  N.  Duffy, 

Committee. 

•;  *;  *>, 

Mr.  Judson.  the  accountant  of  the  New  York  Board  of  Rail- 
road Commissioners,  was  introduced  by  the  president,  and  re- 
ceived with  applause.  Mr.  Judson  said  he  could  only  greet  the 
members,  as  he  had  but  just  arrived,  and  would  be  satisfied 
If  they  would  just  allow  him  to  sit  down  and  listen  to  what 
was  going  on. 

Mr.  nuffy  reverted  to  the  question  of  the  admission  of  as- 
sociate members.  In  connection  with  which  a  committee  was 
appointed  at  Tuesday's  session  to  report  on  an  amendment  to 
the  by-laws,  and  said  he  thought  there  was  some  misunder- 
standing among  the  members  generally  as  to  the  scope  of  the 
movement  proposed.  Personally  he  would  prefer  that  It  should 
be  simply  an  admission  to  associate  membership  of  public  cer- 
tified accountants  of  recognized  standing  and  ability  In  the 
practice  of  their  profession,  with  the  privilege  of  receiving 
copies  of  the  proceedings  and  such  other  literature  as  the  Asso- 
ciation Issued.  For  the  Information  of  the  committee  and  by 
way  of  developing  the  sentiment  on  the  proposition  he  (the 
speaker)  suggested  an  expression  from  those  present. 

The  chair  called  upon  a  number  of  the  members  to  state  their 
views  on  the  question. 

Mr.  F.  E.  Smith,  the  originator  of  the  proposal  In  Tuesday's 
session,  said  that  Mr.  Duffy's  statement  about  expressed  his 
personal  opinion  in  the  matter;  he  (the  speaker)  had  had  no  Idea 
of  admitting  the  public  accountants  to  the  privilege  of  the 
floor,  but  limiting  It  to  giving  them  our  literature.  lie  thought 
they  would  be  not  only  willing  but  glad  to  pay  for  this  privilege, 
that  they  might  get  it  regul.irly  and  feel  entitled  to  It  without 
asking.  A  great  many  of  the  members  of  this  Association  were 
In  touch  with  the  public  accountants,  who  were  recommending 
the  Association's  standards,  many  of  them,  wherever  they 
could,  and  he  thought  it  would  result  in  mutual  benefit  If  such 


a  limited  membership  could  be  establlRhed.  He  would  not, 
however,  favor  admitting  them  to  the  meetings  of  the  Asso- 
ciation. 

Some  further  discussion  was  had  but  no  action  taken  In  re- 
gard to  the  matter. 

Mr.  Uoss.  chairman  of  the  Nominating  Committee,  announced 
a  mei'ting  of  that  committee  for  !)  p.  m.,  to  prepare  Its  report 
for  presentation  at   Friday's  session. 

(In  motion,  adjourned  until  Friday  morning  at  ten  o'clock. 

THE  BULLOCK  EXHIBIT. 


The  Rullock  F.lectric  Manufacturing  Co.,  of  Cincinnati,  has  on 
exhibition  in  Booth  No.  !K5.  a  400-kw.,  .100  r.  p.  m.  three-phase 
;;r>-cy<;le  rotary  converter  which  has  attracte<l  much  favorable 
comment  because  of  Its  handsome  appeiirance  and  points  of 
superior  merit  This  rotary  Is  one  of  five  similar  machines  built 
by  the  Bullock  company,  for  the  Scioto  Valley  Railway  Co.,  of 
Columbus,  Ohio,  whose  one  hundred  mile  road  the  Bullock  com- 
pany Is  equipping  completely,  the  equipment  Including  three 
l.fMMVkw.  three-phase  iVcyde.  04  r.  p.  ra.  alternating  I'urriMit 
generators,  together  with  all  the  necessary  step-up  and  step- 
ilown  transformers,  switchboards,  etc..  for  a  ^I.OOfl-volt  transmis- 
slon  and  snb-statlon  equipux-nt.  The  rotary  on  exhil>ltion  is 
most  Ill)prally  designed  for  capacity  and  strength  and  has  many 
points  of  exceptional  merit;  these  Including  a  special  molhod 
of  armature  ventilation,  and  a  D.  C.  commutator  with  brush 
holders  so  designed  as  to  prevent  "  flashing  "  and  Its  attendant 
troubles.  The  workmanship,  design  and  finish  of  the  rotary  are 
of  the  highest  order  and  fully  up  to  the  high  standards  for 
which  the  Bullock  company  has  become  so  well  and  favorably 
known.  The  Bullock  company  Is  ably  represented  by  Ward  S. 
Arnold,  C.  Van  Deventer,  R.  T.  Ixizler,  Geo.  B.  Foster,  B.  P. 
Foote  and  Jos.  E.  Lockwood. 

•(Xtt 

The  Parmenter  Fender  &  Wheel  Guard  Co.,  77  Summer  St 
Boston,  has  a  very  attractive  exhibit  near  the  entrance  to  the 
Convention  Ilall.  George  A.  Parmenter,  manager  of  the  com- 
pany, is  in  charge  of  the  exhibit.  The  company's  souvenir  this 
year  is  a  leather  bill  book. 

W.  R.  Garloh,  president  of  the  AV.  R.  Garton  Co.,  Chicago, 
was  .-imong  the  early  arrivals.  To  call  attention  to  the  electrical 
siiiiplics  handled  liy  the  company,  Mr.  Garton  was  distributing 
leatlicr  card  cases  and  aluminum  letter  openers  as  souvenirs. 

Berry  Bros.,  of  Detroit,  were  giving  the  railroad  men  who 
called  at  their  booth  a  leather  covered  Memorandum  Book  which 
is  designed  besides  being  tiseful,  to  call  attention  to  the  fact 
that   Berry   Bros,   make   railway  varnishes. 

mm*, 

F.   W.    Darlington,   consulting  electrical   and   mechanical   engi- 
neer, 1120  Real  Estate  Trust  Building,  Philadelphia,  is  in  attend- 
nce  at  th;  \  onvention. 

The  Michigan  Electric  Co.,  101  Woodward  Ave.,  Detroit,  is 
represented  by  its  president,  Joseph  E.   Lockwood. 

The  many  friends  of  Giles  S.  Allison,  president  of  the  Se- 
curity Register  Co.,  .M.  I/Ouis.  will  be  pained  to  hear  that  Mr. 
.Mlison  wa.s  prevented  by  illness  from  reaching  the  ('onvention 
until  Thursday  afternoon.  Mr.  Allison  has  Ix-en  under  treat- 
ment at   the  Johns   Hopkins   Hospital   at  Baitiniore. 

m*,m 

Robert  Skeen,  general  manager  of  the  American  Automatic 
Switch  &  Signal  Co.,  reports  that  the  company  has  received 
orders  enough  during  the  past  two  days  to  keep  the  factory 
busy  for  several  months,  and  also  that  yesterday  a  caller  wanted 
to  buy  the  two  signal  boxes  shown  at  the  company's  booth  and 
wanted  them  shipped  at  once.  Mr.  Skeen  states  that  he  arranged 
with  a  street  railway  company  hereabouts  to  loan  him  twu 
boxes,  so  he  could  ship  those  ordered  yesterday. 


^TH  Ye.\r.  No.  3— Sept.  4,  I903  1 


DAILY  STREET  RAILWAY  REVIEW. 


643 


TWENTY-SECOND    ANNUAL    MEETING 

AMfKKM  ilRffl  RAIIWAT  ASSOMN 

Saratoga,    N.    Y.— Sept.  2— 4»  I903. 


THrR.SPAYS  SESSION. 

Vioo  rresidi'iil  Kly  oalUxl  the  meeting  to  order  at   1I>:1.'>  a.  iii. 

The  Chair:  The  tirst  business  which  we  shall  consiiier  this 
momiDK  is  the  matter  which  was  under  consideration  at  the 
time  of  adjouniment  yesterday  —  that  relating  to  the  carrying 
of  the  rnited  States  mail.  The  Chair  understands  that  Mr. 
Grant  has  a  resolution  to  offer  on  that  subject. 

Mr.  Grant:     Mr.  President.  I  offer  the  following  resolution: 

RESOI.VRD  that  the  President  of  this  organization  be  em- 
powered to  appoint  a  committee  of  three  to  confer  with  the 
Postmaster  General  in  relation  to  compensation  for  the  carry- 
ing of  mail  by  internrban  cars,  for  mail  in  pouches  and  mail  cars 
In  cities:  said  committee  to  enter  upon  its  duties  forthwith  and 
report  to  the  secretary  of  the  association  imniediat(>Iy  upon  tlie 
completion  of  its  work. 

The  resolution  was  seconded  and  adopted. 

The  Chair:  We  will  now  take  up  the  paper  l)y  Mr.  \V.  I,.  R. 
Emmett  on  "  Steam  Turbines." 

Mr.   Emmett  presented  the   following  paper: 

RECENT    STEAM   TURBINE   DEVELOPMENTS. 


By  W.  L.  R.  Emmet,  General  Electric  Co. 


When  the  writer  agreed  some  months  ago  to  present  a  paper 
to  this  meeting  he  fully  expected  that  its  suliject-matter  would 
mainly  consist  in  a  record  of  practical  resiilts  acconiplislKvl  with 
ronimercially  operating  machines  and  that  such  matter  would 
I>e  full  enough  to  justify  its  presentation  and  discussion.  Some 
months  ago  a  paper  was  presented  to  the  American  Philosophical 
Society  on  this  same  subject  which  has  since  gone  the  rounds  of 
the  press.  This  paper  dealt  at  some  length  with  our  expectations 
concerning  the  new  steam  turbine  developments  now  going  on 
at  Schene<-tady.  but  gave  no  actual  results  other  than  those 
produced  by  a  single  (WO-kw.  machine  which  has  been  operating 
for  some  time  at  Schenectady,  and  which  Is  different  in  many 
respects  from  the  machines  now  being  built. 

The  scant  array  of  established  facts  in  tliis  paper  and  the 
rather  liberal  presentment  of  expectations  have  called  forth 
some  criticism  particularly  from  European  turbine  builders. 
Such  crlticisniH  are  not  unnatural  under  the  circumstances,  and 
we  are  naturally  eager  to  ilemonstrate  to  the  world  the  sound- 
ness of  the  claims  upon  which  the  General  Electric  Co.  and  Its 
customers   have   based  such   large   undertakings. 

The  writer  had  confidentially  expected  that  before  this  date 
the  WKXl-kw.  turbine  recently  Installed  at  Chicago  would  have 
been  fully  tested  and  verified  and  that  its  results  couhl  be  here 
presented  to  the  members  of  this  Assor'iation  who  are  so  deeply 
Interested  In  the  kucccbh  of  developments  of  this  kind.  We 
have  fallen  a  little  short  of  this  exi)ectatloii  through  such  un- 
foreseen delays  as  are  usual  In  such  cases,  but  still  have  pro- 
dnce<I  results  which  are  highly  Interesting  and  suggestive  al- 
though no  complete  tests  have  yet  been  made.  The  machine 
hnn  been  installed  In  the  new  station  of  the  Commonwealth 
Eleefrlc  Co.,  which  Is  probably  the  finest  and  best  equipped 
Ktatlon  In  the  world,  and  has  been  connected  to  its  regular 
e<|ulpment  of  boilers  nnrl  conden«lnt'  riK-llltles.  It  has  been 
starte/l  without  any  hitch  or  delay  and  lias  been  operated  re- 
fientedly  nt  full  load  and  unrler  a  variety  of  conditions  to  tost 
Its  performance.  It  has  operated  with  a  wonderful  steadiness 
and   pjTfectlon,   has  governed   perfectly    from    ftdl    load    to   no 


load  witli  only  2  per  cent  speed  variation  and  has  in  every  re- 
spect shown  itself  to  be  a  thorougldj  desirable  operating  ma- 
chine. A  tost  of  steam  economy  was  also  very  carefully  con- 
ilucted  on  this  machine,  very  perfect  facilities  for  weighing 
water  and  m.'iintaining  a  steady  and  accurately  measured  load 
having  been  provided.  Unfortunately,  the  i-esults  of  these  tests 
were  found  afterwards  to  be  entirely  indefinite  siuce  a  large 
leakage  of  circulating  water,  through  a  misi)laced  valve,  into 
the  steam  space  of  condenser  was  discovered,  which  water  had 
been  weighed  in  connection  with  the  condensed  steam.  When 
this  was  discovered  it  was  too  late  to  ascertain  with  certainty 
tlie  amount  of  this  leakage  at  the  time  of  test.  The 
flow  with  no  load,  however,  indicated  that  this  leakage  was 
very  large  and  the  general  inference  drawn  from  our  test  Is 
that  a  very  fine  steam  economy  was  shown.  We  will,  how- 
ever, refrain  from  making  any  positive  statements  on  this  sub- 
ject until  we  have  obtained  tests  which  are  absolutely  unques- 
tionable. 

All  the  conditions  in  connection  witli  the  running  of  this 
machine  have  given  very  favorable  indications.  The  machine 
is  connected  so  that  the  condensed  water  passes  from  the  hot 
well  through  a  heater  and  is  pumped  directly  back  into  the 
Ixiiler.  This  whole  system  was  in  operation  and  worked  per- 
fectly. The  water  ret\uued  lo  boilers  was,  of  course,  entirely 
free  from  oil  and  quite  clear  except  at  light  load  when  the 
leakage  from  river  appreciably  discolored  it.  The  plant  operated 
at  full  load  with  four  50(»-li.  p.  boilers  tired  out  of  the  eight 
wliich  have  been  provided  for  each  machine.  These  boilers  were 
tired  with  Illinois  coal  on  chain  grates  and  their  performance 
of  the  work  Is  in  itself  an  indication  of  good  economy. 

After  this  test  run  tlie  machine  was  taken  apart  for  the 
jiurpose  of  making  a  minor  internal  change  which  was  tliought 
to  be  desirable.  The  machine  will  not  be  required  for  service 
for  some  months  and  our  desire  Is  to  get  It  in  the  best  possible 
condition  in  advance  of  the  time  when  It  will  be  required  to 
carry  a  large  winter  load.  The  machine  will  probably  be  ready 
to  run  again  within  about  a  week  or  10  days  and  conclusive  tests 
will  then  be  made. 

In  order  to  properly  understand  the  significance  of  the  suc- 
cessful starting  of  tliis  machine,  it  Is  necessary  to  review  the 
history  of  its  design  and  to  compare  It  with  engines  of  otlier 
types.  After  the  experiments  with  Mr.  Curtis'  steam  turbine  in- 
vcMitlons  had  proceeded  for  seveiiil  years,  certain  experliueiital 
results  were  obtained  which  seemixl  to  Justify  the  product  ion 
of  coinnierclal  machines  and  it  was  decided  lo  build  a  coin- 
Mierclal  machine  for  use  in  the  Schenectady  W<u'ks.  A  (!lK)-kw. 
machine  with  horizontal  shaft  was  designed,  the  mechanical 
arrangements  being  in  most  respects  in  accordaiwe  with  thi; 
[ilans  wlilch  Mr.  Curtis  had  formed  previous  lo  that  time  for 
building  the  turbines.  This  maihlne  was  built  and  tested  nearly 
two  years  ago. 

These  tests  showeil  a  high  sicarii  economy  anil  It  was  ver,v 
soon  after  decided  that  the  performance  of  tills  niaclilne  Justilled 
the  l)Ull(Ilng  of  other  commercial  machines  wlilch  could  safely 
bo  relied  upon  to  perform  as  good  or  better  results.  The  ques- 
tion of  mechanical  design  for  these  larger  machines  then  bo- 
came  a  matter  of  first  Importance.  The  steam  economy  could 
safely  be  expected  to  conform  closely  to  that  of  the  machine 
which  had  already  been  tested  but  the  whole  question  of  cost  and 
commercial  desirability  depended  uiion  the  mechanical  construc- 
tion adopted   for  accomiillHliJiig   the  desired  results. 

It  was  de<'lded  at  this  time  to  liulld  u  steam  turbine  unit  as 
large  as  the  largest  engine  driven  gtneratlng  unit  In  the  coun- 


C44 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XUI.  No  8  c. 


try,  and  ns  the  rcFult  of  tills  docislon  the  design  of  the  machine 
now  In  rhli'iipo  wns  made  np  nfter  n  (treat  nniouut  of  thought 
nnd  Htuil.v.  This  design  euitmdled  ninny  very  nidlcul  fentiiros 
IIS  eompnred  with  other  engines,  liirliincs.  or  ninchlnes  of  any 
fliamcter.  The  sliufl  Is  verlkal;  the  whole  welglit  of  the  re- 
volving pni-t  Is  borne  liy  nn  oil  lllni  ilellvcred  liy  a  pressure  pump 
lo  the  liiwer  iK-artns;  the  delivery  of  steam  to  turbine  Is  con- 
trolled through  a  sysli'in  of  electrically  operated  Individual 
valves  worked  by  n  small  conlroller  sonietliing  after  the  manner 
of  multiple  unit  train  contiol  systems,- — the  centrifugal  gov- 
ernor moves  the  controller.  The  revolving  field  Is  mounted  upon 
the  same  shaft  with  the  turbine  wheels,  and  the  stallonnry  por- 
tion of  the  generator  Is  supported  by  the  stationary  portion  of 
the  turbine,  the  whole  building  up  Into  the  general  form  of  a 
vertical  cylinder  about  2.'j  ft.  high  and  about  H  ft.  In  diameter. 
The  total  weight  of  the  turbine  and  generator  Is  alxuit  400,npO  lb. 
and  Its  capacity  is  5000  kw.  at  full  load.  It  Is  capable  of  run- 
ning at  about  75  per  cent  overload  condensing  and  at  nearly  full 
load  non-condensing. 

The  (luestion  as  to  why  the  vertical  shaft  design  was  adopted 
for  this  unit  has  often  been  raised  and  many  doubts  and  criti- 
<'isms  concerning  It  have  been  expressed.  It  Is  not  easy  to  ex- 
plain all  the  reasons  which  lead  up  to  its  adoption  but  it  may  be 
said  that  the  compactness  and  simplicity  of  this  unit,  which  are 
its  most  marked  charaiteristics.  are  largely  due  to  the  merits 
of  this  design.  With  tlie  vertical  shaft  arrniigement  all  lateral 
strain  Is  removed  from  the  bearings  which  align  the  shaft  and 
all  deflection  of  the  shaft  is  avoided  with  a  minimum  number 
and  length  of  bearings.  This  matter  of  properly  supporting  shaft 
and  keeping  it  exactly  central  and  in  perfect  alignment  is  an  im- 
portant one  where  small  clearances  are  desirable  with  a  large 
diameter  In  the  revolving  part.  To  carry  siidi  weights  as  are 
necessary  in  the  revolving  part  of  this  large  unit  many  very 
large  bearings. would  be  required  if  the  shaft  was  in  a  horizontal 
position.  An  elaborate  system  of  forced  lubrication  with  arti- 
ficial cooling  would  be  necessary  in  connection  with  these  bear- 
ings and  a  failure  of  any  of  these  bearings  would  occasion  seri- 
ous danger  to  the  operation  of  the  machine.  If  the  machine 
were  built  in  a  horizontal  position  it  would  be  very  dillicult  to  so 
support  the  wheels  that  their  clearances  would  not  bo  affected 
by  sagging  of  shaft  or  looseness  in  bearings,  and  also,  it  might 
be  ditlicult  to  place  them  with  such  a  relation  to  each  otlier  that 
the  clearance  would  not  be  affected  by  expansion  of  the  shaft. 
In  the  vertical  design  the  si)ace  between  wlieels  is  reduced  to 
a  minimum,  the  supporting  structure  is  perfectly  symmetrical 
and  cannot  be  in  any  way  distorted  or  put  out  of  line  either 
by  mechanical  or  steam  pressure  strains  or  by  the  effects  of 
expansion. 

The  oil  pressure  step  bearing  at  the  foot  of  shaft  supports 
the  whole  revolving  element  in  a  balanced  position  by  per- 
fectly symmetrical  sus|>ension  and  preserves  tiie  exact  relation 
of  level  between  the  stationary  and  revolving  parts.  As  long 
as  this  step  bearing  fills  its  functions  a  multitude  of  mechani- 
cal difficulties  and  uncertainties  are  overcome. 

At  the  time  this  design  was  adopted  there  was  no  good  prece- 
dent for  the  support  in  this  manner  of  such  a  weight  operating 
at  so  high  a  speed,  and  there  were  many  predictions  of  failure, 
examples  being  quoted  v\here  similar  metiiods  had  failed  with 
water  wheels  and  other  machines.  It  seemed  clear,  however, 
that  with  proper  arrangements  the  operation  of  this  bearing 
must  be  stable  and  reliable,  and  since  forced  lubrication  was 
necessary  to  success  In  any  case,  it  seemed  advisable  to  put  it 
where  It  would  accomplish  the  greatest  number  of  good  re- 
sults. 

Experience  with  a  number  of  machines  has  fully  justified 
our  decisions  in  this  connection.  The  bearings  have  run  per- 
fectly with  an  inappreciable  amount  of  friction  and  when  prop- 
erly supplied  with  oil  operate  with  perfect  steadiness  and  regu- 
hirily.  In  one  respect  these  bearings  have  agreeably  surprised 
us,  that  is,  they  have  been  much  less  Injured  by  stoppages  of 
oil  than  we  expected.  In  the  course  of  our  experiments  imper- 
fect pumping  arrangements  have  been  used  and  repeated  fail- 
ures of  the  oil  flow  have  been  experienced,  btit  in  no  case  has 
any  damage  to  the  machine  resulted.    Even  the  cast  iron  blocks 


which  constitute  the  step  bearing,  are  as  a  rnle  not  destroyed, 
nur  experience  has  been  that  they  rut  and  heat  when  the  oil 
siipiily  Ik  removed,  but  In  all  ciiscs  the  surfaces  have  ground 
Iheinsclvcs  lo  an  operating  condlllon  after  the  oil  How  Is  re- 
newed su  (hat  the  machine  could  be  contlnUL>d  In  operation. 
Tills  might  not  always  bo  the  case,  but  It  seems  quite  ci-rtalii 
lliat  the  damage  could  never  be  as  serious  as  thai  which  would 
result  from  a  failure  of  the  lubrication  system  where  lii-avy 
wi'ights  are  carried  on   high  speed   horizontal  bearings. 

In  our  newer  machines  we  are  providing  a  lieavy  stationary 
collar  below  the  lowest  wheel  which  can  be  used  to  support  the 
wheels  in  case  the  step  bearing  Is  remove<l  and  wliicli  would 
serve  as  a  brake  to  bring  the  machine  lo  rest  In  case  the  step 
bearing  should  cut  enough  to  allow  the  wheels  to  settle  to  a 
dangerous  degree.  Our  experience  has  been  that  there  Is  very 
little  tendency  lo  sellement  of  the  shaft  in  case  of  such  cutting  , 
iiiid  this  latter  function  of  the  collar  will  presumably  seldom 
be  called   Into   requisition. 

The  oil  for  step  bearings  and  also  for  the  upper  bearings  of 
machines  is  delivered  l)y  a  small  electrically  driven  pump  which 
operates  continuously  from  the  exciter  circuit.  In  most  of  the 
large  plants  where  we  are  iiistalling  turbines  we  have  recora- 
niendi'd  in  addition  to  these  electrical  pumps,  a  weigliletl  ac- 
cumulator with  steam  luimp  arranged  to  keep  it  full  automali- 
cally.  Tills  accumulator  with  its  steam  pump  affords  an  auto- 
matic reserve  for  the  lubricating  system.  Its  capacity  is  such 
Ihat  there  would  be  ample  time  to  shut  down  the  units  even 
if  everything  in  the  station  should  be  stopped  by  the  bursting 
of  a  boiler  or  steam  pipe. 

Tiie  .^.(MlOkw.  machine  in  f'liicago  is  the  second  of  our  verti- 
cal shaft  turbines  to  be  put  into  operation.  The  first  machine 
of  this  typo  was  one  of  uO()-kw.  capacity  installed  by  the  New- 
port &  Fall  River  Street  Uiiilway  Co.  This  machine  has  been 
in  daily  operation  since  last  .lune.  During  all  this  time  Its  daily 
operation  has  been  indispensable  to  the  .service  of  the  plant 
.•ind  there  have  only  been  two  or  three  interruptions  of  a  few 
minutes  each  which  could  be  charged  to  its  defects.  It  has. 
however,  developed  some  minor  troubles  which  have  been  the 
cause  of  some  annoyance  and  which  it  has  been  very  difScidt 
to  correct  owing  to  the  almost  continuous  operation  of  the  ma- 
cliiiie.  With  now  types  of  machinery  which  have  to  be  put  Itl 
service  without  any  period  of  experimenting  some  such  difflcnl- 
lies  and   delays   can   hardly   be  avoided. 

The  only  serious  troubles  at  Newport  have  been  with  parts 
of  governor  and  with  valves  whicli  have  given  out  owing  to 
overstraining  of  springs  or  oilier  meclianical  causes  which  are 
easily  corrected.  These  trimbles  have  occurred  as  the  result  of 
coiilinued  service  and  are  being  re<-tilied  as  rapidly  ag  it  has 
been  possible  to  .'inalyze  their  causes  and  apply  suitable  reme- 
dies. Notliing  has  liappened  wliicli  suggests  the  possiliility  of 
a  serious  difficulty  and  it  can  be  safely  pre<licted  that  a  con- 
dition will  very  soon  be  reai-lied  in  wliicli  tlic  turbine  can  oper- 
ate for  an  indefinite  period  with  a  very  small  expense  for  cjire 
and   renewals. 

Our  inadiine  at  Newjiorl  lias  liccn  lested  and  has  shown  re- 
sults decidedly  better  than  tlic  icjiorlcd  tests  of  steam  turbines 
of  otiier  makes  but  the  cimililionw  liave  been  sui-li  that  we  have 
icasoMs  to  l>elieve  that  decidedly  bctlcr  results  can  be  produced 
with  slight  clianges  in  nozzles  and  adjustments  of  pressure. 
1  p  to  tiie  iiresent  time  we  have  not  been  able  to  experimeiil 
Willi  (his  machine  ov  properly  analyze  its  performances  owing  to 
liic  almost  c(uistaut  re(iuircnn'nfs  of  service.  We  are,  how- 
ever, inslaliing  a  second  machine  at  Newport  and  very  soon 
expect  to  make  a  proper  analysis  of  its  performances  and  to 
bring  both  machines  to  a  represculaiive  conditiiui.  All  the  ex- 
perience which  We  can  gain  with  these  early  experiments  is. 
of  course,  available  for  the  prevention  of  similar  troubles  and 
eiisii-.kes  in  otlier  plants. 

One  important  matter  in  coniicciiun  with  tiic  introdiiclioii  of 
ocr  turbines  h;is  been  the  eslablislinient  of  proiicr  condensing 
facilities  in  order  that  the  great  benefits  of  high  vacuum  niiglit 
be  icallzed  to  the  greatest  possible  extent.  In  turbines  which 
Ave  have  tested  the  steam  consumption  has  lieen  reduced  from 
six  to  seven  per  cent  for  every  additional  inch  of  vacuum  al)ove 


5TH  Year,  No.  3— Sept.  4.  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


645 


25  iu.  Such  a  reduction  is,  of  course,  very  importaut  and  jus- 
tifies large  expenditures  upon  condensiug  apparatus.  Tiie  fact 
that  the  turbine  may  be  better  than  a  condensing  engine  with 
e<)U&I  vacuuic  must  not  be  considered  a  reason  for  assuming 
that  a  condenser  which  is  good  enough  for  the  engine  is  also 
good  enough  tor  the  turbine.  The  selection  of  condensing  fa- 
cilitiei  should  be  governed  by  the  economic  possibilities. 

Wo  have  recently  designed  for  some  of  our  large  new  tur- 
biu- s  surface  condensers  which  themselves  constitute  the  base 
auil  supporting  structure  of  tlie  machine.  These  condensers 
are  of  very  ample  cooling  surface  and  are  so  arranged  that  the 
iraxinium  degree  of  vacuum  is  obtainable  with  a  given  amount 
of  water.  One  feature  of  our  turbine  which  is  very  advantageous 
in  obtaining  a  high  vacuum  is  tliat  it  can  be  easily  so  arranged 
that  the  air  leak.-igc  is  vciluccd  to  zero.  The  two  points  where 
the  sliaft  passes  tlu'ough  the  casing  are  fitted  with  packing.^ 
which  ai'c  kept  sealed  by  steam.  Another  advantage  is  that 
there  1^  no  oil  in  ihc  steaui  and  consequently  that  the  exterior 
of  ecndeuser  inlies  is  sept  perfectly  clean.  Several  turbines 
with  condenser  basis  are  now  being  built  and  it  is  proljable  that 
there  will  be  a  la-;,'e  production  of  machines  of  this  type. 

I  have  mentioned  above  tliat  no  oil  comes  in  contact  with 
the  steam  in  tliese  turbines  and  I  need  hardly  call  attention 
to  the  great  importance  of  this  fact.  The  condensed  water  can 
be  delivered  directly  back  to  the  boilers  and  all  possibility  of 
trouble  in  l)oiler^  from  oil,  dirt  or  scale  is  eliminated.  Even  in 
plants  where  feed  water  is  good  and  cheap,  tiiis  constitutes  a 
i;reat  advantage  since  a  considerable  amount  of  heat  is  saved 
by  using  the  conden.sed  steam  on  account  of  its  higher  tem- 
perature. There  is,  liowever,  no  such  a  thing  as  perfectly  pure 
and  clean  natural  water  and  there  are  few  boilers  that  in  tlieir 
avenig-  working  condition  are  perfectly  clean.  Cleanliness  iu 
boilers  Improves  circulation  and  evaporation,  prolongs  life  and 
constitutes,  therefore,  a  very  distinct  and  definite  advantage. 

The  designs  of  these  first  machines  started  at  Chicago  and 
Newport  are  now  about  two  year.s  old.  They  were  entered  into 
upon  the  basis  of  a  very  limited  experience  with  the  turbine 
and  nothing  to  guide  us  other  than  the  theoretical  possibilitii'S 
which  previous  tests  had  demonstrated.  Tlie  period  which  lias 
elapsed  since  the  conception  of  these  designs  has  been  occupied 
In  a  battle  with  tlie  Innumerable  ditflculties  attendant  upon  the 
production  on  a  very  large  scale  of  radically  new  devices.  When 
we  became  convincetl  of  the  practicability  and  the  advantages 
of  our  d<-slgn.s,  we  deterniiniKl  that  llie  possll)ilitles  could  only  be 
developed  (juickly  through  i)roductlon  on  a  large  scale  and  by  a 
concentration  of  force  upon  the  work.  We  conse(iuently  decided 
upon  guarantees  which  we  felt  certJiin  of  fulfllluient  and  upon 
prices  which  would  be  attractive  to  our  customers,  and  have 
taken  a  large  number  of  orders  for  machines  of  several  sizes. 
We  now  have  on  our  books  contracts  aggregating  more  tlian 
2<Ki,(X(()-kw.  In  Btenm  turbines  generating  units.  A  large  pro- 
Iwrtion  of  these  machlm-s  are  now  cither  finished  or  well  midcr 
way. 

ThiB  immense  production  has  been  Introduced  at  a  llnic  «  lien 
our  regular  manufactiu-lng  fiicilillcs  were  strained  to  the  utmost 
and  when  the  ditlicully  of  olilabiing  or  sparing  good  men  was 
very  great.  The  trials  and  diHIcidllcs  of  such  an  nnderlakliig 
are  hard  to  descrilie.  A  vast  amount  of  very  expensive  »pecl;il 
machinery  has  had  to  be  di-sigiii-d  and  bnllt  and  almost  every 
»(t<fp  has  reqnire<l  thought  and  expi-rlmentlng.  In  such  m.'w 
work  the  average  man  <'annot  be  made  to  advance  with  the 
game  confidence  that  he  doi-s  on  mtabliHlied  lines.  He  presnp- 
POHCM  the  poKHlbllity  of  dllll<nlty  or  failure  and  Is  coiistanlly 
being  brought  to  a  halt  and  making  nilMtakes  that  he  would  not 
make  under  different  clrcunistancex.  Important  proi'esses  are 
handlol  careleiMily  and  unimportant  ones  are  unduly  deliberated 
over.  The  strain  Is  IncesNant  and  an  abundance  of  faith  IH  re- 
quired In  thotie  who  would  direct  such  work. 

A«  the  work  of  developing  these  deslgng  has  advanced,  ex- 
perience liAH  Mhown  the  posKlblllty  of  better  and  Himpler  inethodg 
and  the  Hteady  continuance  of  expcrlmmla  has  extended  our 
knowle<lge  of  the  thi-oretlcnl  pOHHlbllltles.  ConHeijuently,  new 
detilgni  have  been  proi>oHe<l  and  developed  and  we  now  have  In 
production  a  large  nunibi-r  of  mai-lilncH  which  we  consider 
greatly  superior  to  thowe  which  are  now  being  put  Into  Mcrvlcc. 


This  process  of  experimental  development  will  continue  and  the 
production  and  test  of  each  new  machine  will  extend  our  kuowl- 
edge  and  make  possible  further  advances. 

Our  machines  at  Newport  aud  Chicago  and  other  machines  of 
about  the  same  date  are  of  what  we  call  the  "  two  stage  "  type. 
The  Newport  machine  has  two  compartment.s  with  three  rows  of 
moving  buckets  in  each  compartment,  and  the  Cliicago  machine 
has  two  compartments  with  four  rows  of  moving  buckets  in 
each  compartment.  Our  later  large  coudensiug  machines  have 
four  st;iges  or  compartments  with  two  rows  of  moving  buckets 
in  each.  All  the  details  of  tlieir  design  have  been  worked  out 
iu  such  a  manner  tiiat  their  cousti-uetiou  is  greatly  simplified 
and  the  steam  economy  will  presumably  be  much  increased. 

Thus,  such  successes  as  we  may  accomplish  in  the  future  will 
be  the  result  of  the  large  experience  which  responsibility  for 
our  existing  work  lias  entailed.  We  have  been  through  long 
vnais  aud  have  combated  many  predictions  of  failure  but  the 
facts  seem  to  indicate  that  we  have  succeeded  aud  to  promise 
that  we  will  in  future  accomplish  greater  successes. 

The  Chair:  Ciculiemcu,  the  paper  is  opeu  for  discussion,  and 
we  are  all  very  much  indebted  to  Mr.  Hmmelt  for  the  valuable 
paper  wliich  he  has  preseuted  to  tlie  meeting.  1  will  call  upon 
Mr.  John  I.  Bcggs,  of  MiiwaiiUcc,  ami  ask  him  if  he  will  kindly 
oiien  the  discussion. 

Mr.  Beggs,  of  Milwaukee,  spoke  of  the  very  promisiug  future 
of  the  steam  turbine,  but  suggested  that  when  perfected  if 
might  find  a  new  power  —  the  gas  engine  —  iu  the  field.  He 
also  spoke  of  the  cos>t  of  steam  turbines  as  compared  with 
reciprocating  engines  aud  said  that  he  believed  this  had  been 
substantially  reduced  within  a  year.  Mention  was  made  of  the 
Nuremburg  gas  engines  to  be  iustalied  at  St.  Louis  next  year. 

The  Chair:  This  is  an  interesting  subject  and  Mr.  lieggs' 
remarks  are  of  much  value,  aud  I  hope  that  others  will  take 
part  iu  this  discussion.  Kel'crring  to  the  very  iuteresliug  subject 
of  gas  cugiues,  of  which  .Mr.  Ucggs  spoke,  I  might  merely  allude 
to  the  fact  that  iu  tlie  new  plant  of  the  Lackawanua  Steel  Co., 
at  lUitt'alo,  by  apparatus  quite  simple  iu  its  uature,  the  escaping 
gases  from  staclcs  of  the  blast  furnace  and  the  ovens  are  recov- 
ered, washed  and  conducted  to  tiie  engine  room,  where  they 
are  used  as  fuel,  costing  uolliiiig  to  the  plant,  yet  supplying  fuel 
lea-  an  iustallation  of  40,000  h.  p.  of  gas  engines;  power  to  move 
tlie  niachluery  is  supplied  by  the  gas  englues  iu  tliat  way.  I 
have  seen  the  plant  several  times.  Tlie  engiueer  in  charge  is 
a  Kussian  —  of  course,  you  ail  know  that  iu  the  matter  of  gas 
engines,  their  mauiil'acture  and  use,  we  are  far  behlud  Kurope. 
1  think  units  are  i;,(lOO-ii.  p.  each,  perhaps  there  are  some  of 
o.UUO-li.  1).,  but  my  iiiiprcssioii  is  lliat  UKisI  ol'  tliciii  arc  2,(1411)  li.  p. 
units. 

-Mr.  Beggs  siioke  furtlicr  of  llie  growing  lidd  lor  gas  and  of 
the  danger  of  competition  that  was  tlircatencd  by  a  newly  or- 
ganized coke  niaiiufacturliig  company,  wiiich  wished  to  dispose 
of  its  iiy-product,  gas.  Tills  niigiit  be  done  liy  selling  tiie  gas 
or  by  burning  the  gas  to  generate  electric  current,  iu  either  case 
coiuiieting  with  electric  liglitlng  and  gas  companies  now  ope- 
rating. 

Mr.  Conuette:  1  know  very  lillle  about  (lie  sicam  linliliic, 
other  llian  what  1  iiave  read  and  1  prcsunu'  oilier  gcullcmcn 
in  this  convention  have  read  uiion  the  snbjccl.  I  will  say.  liow- 
e\er,  tiiiit  while  I  am  not  a  prophet  or  the  son  ol'  a  prophet,  ten 
years  ago  at  the  meeting  of  tills  Association  in  Milwaukee,  1 
liad  the  honor  to  present  a  paper  upon  •' I'owcr  House  Knglnes." 
In  that  paper  I  predicted  that  the  steam  turbine  would  llnall.v 
siijiiilaut  the  reciprocating  engine  1  nicrci.v  ii'iui'iuImt  llial,  ami 
mention  the  fact  here  today. 

Mr.  C.  O.  Mallloux,  New  York:     1  liad  occasldii  In Irllnid'  to 

the  discussion  of  the  paper  on  Nteaiu  turbines  at  llie  meeling 
last  year:  and  as  It  happc'iis  that  I  had  and  am  still  having, 
Home  experience  with  steam  turbines.  I  lliliik  possibly  you  may 
be  Inli'icHted  to  hear  some  words  on  Ilia  I  Miibject  from  me.  I'Mrst 
of  all  I  would  claim  your  Indulgenie  for  a  few  minutes  of  your 
llmo  for  the  piirixise  of  dlsiiissliig  the  relation  belwceii  lli((  gas 
engine  and  steam  turbine,  alllioiigli  It  lias  Just  been  pointed 
<iut  that  a  discussion  of  tlie  gas  engine  is  not  exactly  relevant 


64« 


DAILY  STREET  RAILWAY  REVIEW. 


[Sewal  No— Vol.  XIII,  No.  8c. 


10  the  sulijcct  tiefurc  llie  house:  but  It  eei'UiH  tu  nic,  slave  the 
uiiiltir  I11I8  been  l>ruui;ht  before  thi'  house,  that  1  would  be 
iU't:llKi'iit  In  iii.v  duty  to  inj-  fellow-delet;aleB  lu  this  meeting  If 
1  did  not  iilsu  I'outrlbule  the  Inforniullun  which  I  have  lu  rexnid 
to  the  lelutloUKhlp  or  couiimrlsou  helHceu  the  two. 

It  >*u  hnjijiens  1  hare  hud  oecaxlun  tu  Invesllgule  the  ques 
tUm  ol  gas  engine!),  as  well  as  the  question  of  turbUieH,  In  my 
lirofessloual  eapaelty  to  my  clleuts,  ami  1  think  1  can  sum  up 
uiy  view  of  the  apiillcablllty  of  the  gas  engine  by  the  old,  trite 
saying —"  Clreuuistanees  alter  cases."  1  llud  It  makes  all  the 
dllTereuce  lu  the  world  whether  you  get  gas  for  uulhlug  or  have 
to  produce  It.  In  a  case  where  the  gas  rusts  nuthlug,  us  at  Buf- 
falo or  in  places  simllurly  situated,  or  the  gas  Is  obtained  at  a 
cost  which  Is  below  twenty  cents  per  1,IIU0  cubic  feet,  1  think 
gns  cuglues  will  undoubtedly  be  uiore  economical,  or  at  any 
rate  as  economical,  as  steam  turbines,  especially  when  coni 
Is  relatively  high.  But  when  the  power  producer  Is  compelled 
to  produce  his  own  gas,  the  situation  Is  quite  different.  I  had 
uecusion  to  institute  an  interesting  comparison  recently.  In  the 
case  of  a  plant  of  15,(K>o  kw.  where  1  received  estimates  from 
a  concern  that  offered  to  do  the  entire  work  by  gas  engines^ 
tlie  same  gas  engine  as  is  used  lu  Buffulo — and  where  1  also 
had  eslimnles  based  upon  the  use  of  ste.Tui  turbiues.  It  Is  for 
that  reason  1  thought  1  would  speak  of  this  comparison,  since 

11  is  a  case  in  point.  1  found  as  the  Urst  point  lu  the  compari- 
sun,  that  in  the  gas  engine  system  the  largest  unit  was  about 
2,(HKJ-h.  p.  It  would  be  necessary  to  have  something  like  ten 
units,  and  therefore  a  larger  building  wouiil  1h>  required  for  the 
plant,  and  a  larger  maintenance  account,  because  tlie  number 
of  units  is  greater.  The  gas  engine  Is  not  a  simple  device  and 
has  a  certain  niaintonance  account.  I  found  also,  in  order  to  get 
the  economy  promised  to  me  by  tlie  representative  of  the  sys- 
tem, that  1  would  have  to  go  Into  the  chemical  business — in 
other  words,  I  was  told  that  out  of  the  combustion  of  the  gas 
or  manufacture  of  the  gas,  1  would  get  certain  chemical  by- 
products and  would  have  lo  go  into  the  cliemical  business  to 
sell  them.  I  understood  that  in  an  installation  of  3,000-kw. 
that  there  wuuld  be  someliiing  like  $oO,UUU  a  year  or  more  re- 
covered in  tiie  form  of  chemical  by-products.  The  principal 
objection  was  that  it  required  an  initial  outlay  of  over  $1,000,000 
— that  was  the  crucial  thing.  If  you  consider  the  interest  upon 
the  extra  initial  investment — the  depreciation,  insm-auce,  taxes, 
and  all  things  which  constitute  lixed  charges,  you  will  Und 
you  must  have  greater  etiiciency  and  economy  in  your  coal  to 
come  out  even.  In  that  particular  case,  I  found  that  instead  of 
coming  out  ;flOO,000  aliead  as  against  the  steam  turbines,  we 
would  be  more  nearly  that  much  behind  each  year.  It  is 
needless  to  say  I  did  not  advise  my  clients  to  adopt  the  gas  en- 
gine plant  lu  that  case. 

On  the  other  hand,  I  had  a  case  of  a  punqiin;;  plant  in  .Mexico, 
where  coal  is  $15  a  ton,  delivered  on  tlie  mountain  700  miles  from 
the  nearest  coal  mine.  I  found  in  that  case  a  gas  engine, 
operated  with  producer  gas,  tliough  it  might  cost  more  tliau  the 
steam  turbine,  would  pay  for  itself  In  something  like  three  or 
four  years.  The  pumping  duty  is  constant  and  it  busts  24  lunirs  a 
day.  There  Is  an  ideal  load  curve,  which  is  au  exactly  suitable 
condition  for  the  best  economy  to  be  obtained  by  the  use  of  the 
gas  engine. 

I  had  occnsion  to  Investigate  a  case  in  Arizona  where  the 
power  was  to  be  used  for  lighting  and  traction,  and  found  In 
that  case  that  the  cost  was  very  nearly  even.  The  company  w-as 
one  which  produced  gas  as  well  as  electricity.  They  make  the 
gas  and  could  procure  it  at  the  lowest  cost,  but  after  a  careful 
Investigation  they  decided  to  adopt  steam  turbines.  Further 
investigation  In  the  case  shows  that  in  the  present  state  of  man- 
ufacture the  cost  per  kw.  of  the  gas  engine  outfit  is  at  least 
twice  that  of  the  steam  turbine  outfit.  I  have  had  a  station 
operating  under  my  direction  which  has  been  installed  for  a 
year,  running  one  unit  per  year  and  for  the  last  five  or  six 
months  running  two  units  of  400  kw.  each.  The  results  have 
been  extremely  satisfactory  and  we  have  recently  ordered  two 
units  of  3,000  kw.  each.  I  do  not  think  I  am  telling  any  trade 
secrets  If  I  state  that  the  cost  per  kw.  for  the  last  two  units 
ordered  Is  under  $28,  for  the  unit  installed,  not  Including  the 
piping  or  condensers. 

The  great  point  in  the  steam   turbine  which  appeals  to  me 


as  the  result  of  iny  experience.  Is  that  It  enables  the  station 
equipment  to  be  greatly  slmpliUed,  not  only  In  detail,  but  also 
those  things  which  eventually  tell  uii  the  maintenance.  Yuu 
liavc  fewer  imrts;  there  are  no  adjusting  parts  and  various  uther 
things  of  that  kind  are  much  simpler  in  the  steam  turbine.  But 
there  is  one  other  feature  which  is,  1  think,  uf  the  greatest  util- 
ity, and  tliut  is  the  ability  to  apply  superheat  lu  the  use  of  the 
steam  turbine.  I  pointed  out  in  the  discussion  lust  year  that 
there  Is  nu  limit  to  the  superlieut  that  you  can  apply  In  the  case 
of  the  turbine;  there  are  no  conditluns  of  lubrication  to  Impose 
llniitatiuus;  no  packing,  nothing  to  prevent  you  from  ujiplylng 
all  of  the  superheat  possible  to  get.  The  steam  turbine  Is  reialeu 
tu  the  question  of  the  design  ol  the  plant  lu  uuotlier  way  —  here- 
tofore wc  have  been  accustomed,  when  we  wanted  a  higher 
elllclency  lu  our  steum-producing  uullit,  to  consider  the  introduc- 
tion ut  fuel  economizers.  We  have  also  been  obliged  lo  resort  to 
extremely  liigh  steam  pressures.  We  llnd  with  tlie  steam  tur- 
bine, allowing  yourself  ample  siipeiheullng,  with  a  moderate 
sleaiii  pressure,  IM  lb.,  which  is  nigh  eompared  to  leu  years 
ago,  but  low  as  cumpared  wiili  llie  jiiaclice  of  today, —  with  11 
steam  pressm'e  of  loU  lb.  and  superheating  up  to  (iUO  degrees, 
yuu  ale  enabled  tu  get  as  guod  economy  as  you  wuuld  get  with 
perhaps  173  or  IhU  lb.  of  steam  pressure,  using  fuel  ecunomizeis. 
xlie  cost  ul  the  station  is  less,  exiiense  uf  running  mucu  less,  ami 
all  tilings  considered  tlie  cost  ol  reducing  puwcr  is  mueU  reduced. 

Hie  only  possible  diawuacU  winch  1  have  tiius  lar  nad  biuuglil 
lu  my  atteuUoii  cuuiiected  with  the  steam  turbine,  is  the  tact 
tlial  11  is  not  economical  wltnout  coudeiisatiun,  and  lu  tact 
williuut  very  good  comieiisatiou.  One  ueeus  with  the  steam  tur- 
bine a  very  good  vacuum,  and  I  have  experienced  some  dimculty 
hitherto  in  getting  a  satisfactory  vacuum;  but  others  have  ui- 
lained  it,  and  1  have  no  uoubt  that  1  will  tie  able,  by  slight 
ciianges  wliien  1  contemplate,  ana  wiiicli  1  will  introduce  lu  new 
apparatus,  to  oveiconie  ihe  uiincuity.  1  leel  convinced  that  the 
design  of  the  condensing  outfit  requires  much  more  care  and  in- 
\ oh es  some  more  cost,  peihaps  $3  or  $4  jjer  h.  p.  for  the  conueiis- 
iiig  uulUt  of  the  turbine  than  for  the  couuensing  uullil  uf  the  urdl- 
uuiy  engine.  I  know  from  the  results  obtained  that  there  are  no 
liilhcuities  which  lie  in  the  way  of  carrying  out  perfectly  a  sys- 
tem uf  cuiideusatiuii  giving  results  which  wuuld  lead  tu  the  best 
ecuuumy;  and  1  du  nut  know  of  any  uUier  respect  in  which,  even 
iu  llie  present  state  of  the  art,  the  steam  turuine  is  inferior  to 
tile  utiier  method.  Wiien  yuu  cunsider  tiie  saving  of  space  in  the 
buii<iiiig,  the  reduction  iu  materials,  ods,  supplies,  etc.,  there  is 
no  doubt  that  if  the  pounds  of  steam  were  the  same,  there  wouid 
be  a  saving  lu  the  use  of  the  turbine. 

In  conclusion,  1  will  say  that  while  I  was  a  strong  partisan 
of  the  steam  turbine  last  year,  that  as  the  result  of  my  experi- 
ence during  the  past  twelve  mouths  I  am  today  a  stronger  advo- 
cate of  the  steam  turuiue  than  ever. 

Mr.  J.  G.  White,  New  York:  1  assume  many  of  the  gentlemen 
;ii'e  in  practically  the  same  pusiliuii  as  myself  In  reference  to 
this  important  subject,  aud  that  is  that  probably  most  of  the 
IR'upIe  who  have  given  the  subject  any  considerable  attention 
appreciate  tlie  necessity  of  high  vacuum  and  high  steam  pres- 
sure, which  is  obtained  by  the  turbine,  aud  also  the  advantages 
of  reduced  sjiace,  saving  in  initial  investment,  saving  in  oil. 
and  otlier  supplies  —  but  what  most  of  us  want  lo  know  is  what 
can  be  depended  upon  as  to  reliability?  Can  we  install  steam 
turbines  today  and  be  certain  that  they  will  start  off  without 
serious  interruption,  or  at  least  that  after  a  few  weeks  of  opera- 
tion they  can  then  be  depended  upon  to  take  up  the  regular  load 
and  car.j  it  day  after  day? 

The  Chair:  1  wouid  ask  Mr.  Emmett,  in  answering  Mr. 
Willie's  question,  to  also  close  the  discussion  as  far  as  be 
wislies  and  say  anytliiug  furtlier  he  desires  upon  the  subject. 

Mr.  Emmett:  We  have  had  experience  with  two  turbines, 
one  600-kw.  in  Schenectady,  which  is  of  the  older  type,  and  a 
vertical  shaft  turl)iiie  at  Newport,  which  is  of  the  newest  type. 
The  machine  at  Sclienectady  involved  no  radically  new  or  pe- 
culiar mechanical  devices,  and  was  put  in  service  two  years 
ago  and  has  run  almost  continuously  without  having  any  In- 
terruption of  service  or  trouble  of  any  kind.  The  machine  lo- 
cated at  Newport  has  carried  Its  load  continuously,  and  It  Is 
only  through  an  excess  of  conscientiousness  that  in  the  paper  I 


5TU  Ve.\r,  No.  j— Seit.  4,  ujiv? 


DAILY  STRKF.T   RAILWAY    RLMLVV. 


647 


tell  yoii  aiiytliinir  of  flip  trouWrs  we  liavo  liiid.  lieoausc  there 
have  l>e«>ii  prju-t it-ally  none  wliicli  iiiiiMiu|iteil  the  service.  We 
have  made  a  re<-onI  <if  all  stoppagi-s.  ami  I  think  there  were 
three  stoppase.*  whii-h  iiiterruptod  the  service  in  Newport,  be- 
tween .Tnne  and  Sopteniher.  and  the  longest  stoppage  was  less 
than  twenty  minntes.  This,  however,  was  inspired  by  a  certain 
amount  of  trouble  going  on  in  the  valves  which  had  to  be  cor- 
reotetl  fn)m  time  to  time.  However,  the  Newport  machine  as 
it  stands,  if  it  had  to  be  kei>t  in  its  present  condition,  witlioni 
improvement,  and  sinii)l.v  maintained  by  the  renewal  of  those 
valve  parts  as  they  give  out.  wovdd  be  maintained  and  run 
at  a  small  fraction  of  what  it  woulil  cost  to  nuiintain  any  re- 
i-iprmrating  engine  of  eipial  capacity. 

In  con)paring  Ilic  turliincs  and  gas  engines.  1  tliinl;  .Mr.  Mail 
lonx's  statement  of  the  comparison  is  a  ver.v  just  one  —  it  is 
purel.v  a  question  of  llu"  cost  of  fuel:  that  is.  witli  the  turbine 
in  its  present  state  of  development.  The  aclual  fuel  economy 
of  the  gas  engine  in  its  greatest  stale  of  pcrfeition  is  greater 
than  that  of  any  steam  engine  heretofore  iiroduced.  However. 
the  ver.v  highest  results  obtained  so  far  with  steam  turbines. 
in  the  matter  of  fuel  economy,  that  is.  actual  consumption  of 
eoinbnstibles.  are  not  so  far  below  the  results  obtained  from 
gas  engines.  The  very  best  gas  engine  that  has  ever  been  oper- 
alrtl  on  a  theoretical  basis  produced  a  fuel  ecoimmy  some- 
thing like  .'{2  per  cent,  total  work  units  or  mechanical  equivalent 
from  the  heat  in  the  coal.  The  best  results  produced  with  highly 
superheated  steam  under  favorable  conditions.  I  cannot  say 
Just  exa»tly  what  the  thermal  econom.v  is.  but  the.v  operate  at 
something  like  2.".  or  24  per  cent.  The  gas  engines  which  actually 
operate  on  commercial  basis  ilo  not  run  anywhere  near  the 
iiigine  which  had  an  etHcieiu\v  of  32  per  cent:  they  run  nearly 
26  or  27  per  cent,  and  while  they  compare  favorably  with  or- 
dinary engine  performances,  they  are  not  ver.v  much  in  advance 
of  the  best  steam  turbine  performances.  Furthermore,  the  cost 
of  the  gas  engine  is.  as  Mr.  ^lailloux  sajs.  possibly  twice  the 
cost  of  the  steam  turbine  unit.  If.  however,  the  steam  tur- 
bine unit  is  creditcil  with  the  possible  simplifications  which 
Kurroiinii  it,  the  iltlTeren<e  will  be  much  greater. 

The  steam  turbine  needs  110  hcav.v  foundation.  .\  power  station 
for  boilers  and  turbines  could  he  floated  on  three  feet  of  concrete 
on  any  salt  meadow,  and  a  like  Inexpensive  structure  made  to 
shelter  it.  and  its  efflciency  be  as  good  as  If  it  were  installed  in 
the  most  expensive  station.  There  will  be  sImpllQcatlons  in  this 
direction  —  the  ideal  turbine  station  which  will  be  far  removed, 
maybe,  from  the  city,  will  be  laid  out  more  on  the  lines  of  a 
coal  yard,  or  any  similar  place  than  on  lines  where  a  largo  and 
expensive  bidlding  will  be  required.  On  this  basis  the  dlfTcrence 
of  cost  will  be  greater  than  Mr.  Mailloux  stated,  and  even  now. 
If  we  caidtalize  the  difTerence  in  fuel  consuuiption  between  llic 
two  engines,  it  will  not  cover  the  first  cost. 

Furthermore,  the  turbine  is  ideally  simple  and  the  gas  engine 
Is  viTv  I'omplicated.  Every  one  knows  how  simple'  the  steam 
turbine  Is  In  a  [irojier  stale  of  development.  Tlie  only  experi 
ence  we  have  had  in  this  country  with  steam  Imliliies  Is  willi 
verv  new  stciim  turbines.  The  troubles  now  experienced  wc 
think  are  of  a  purel.v  temporary  character.  The  steam  turbine. 
aB  It  will  be  In  six  months  from  loilay.  can  be  opeialed  l>y  a 
child  Indefinitely,  virtually  williout  maintenance.  The  wear  and 
deterioration  Is  nothing  anil  the  whole  jilant  can  be  reduced  to 
an  Ideal  condition  of  simplification,  .\gainst  (Ills  we  must  con 
wider  a  gas  plant.  In  which  gas  must  be  produced,  and  iu  whii'li 
an  Immense  maintenance  cost  goes  on  In  connection  widi  <lc- 
feriorallon  and  renewal  of  converters  and  mechanism  wiilcli 
must  be  attended  to  -the  maintenance  of  ciigiiieH  twice  the 
•Ize  of  Ktr>am  engines,  twice  as  complicated,  and  less  perfeclly 
lubricated.  The  gas  engine  is  a  gasoline  aulomoblle  on  a  large 
scale,  and  perhaps  some  of  you  have  had  ex|ii>rience  wllh  those: 
whereas  the  steam  turbine  Is  as  simple  as  an  ordinary  grind- 
stone. Naturally  every  one  is  Interested  In  the  development  of 
the  gas  engine,  and  we  all  realize  that  some  day  If  coal  con- 
tinued to  Increase  In  cost,  and  gas  engines  are  Improved,  at  the 
same  rate  that  the  turbine  has  been  improved,  the  lime  will 
come  when  fuel  ecfmomy  will  be  the  only  consldcrallon  and  gas 
engines  will  come  Into  more  extensive  use.  I  think,  however, 
the  introduction  of  n  Rtenm  turbine  U  certain  to  rIvo  the  (fas 
engine  a  long  net-back. 


•  ^•r.  .M.iilioux:  .\  inicstinii  was  asked  me  by  Mr.  White,  and 
if  it  lie  llu-  pie.-isurc  of  tlic  lueeling  to  have  me  answer  the  ques- 
tion. ;Ullinngli  llic  discMssidii  lias  apparently  been  closed.  I  will 
lie  happy  to  do  so. 

Th  •  Chair:  Wc  sliall  lie  glad  in  have  yo>i  answer  the  qiu'stioii. 
.Mr.   .Mailloux. 

Mr.  Maillinix:  1  will  coiilinc  myself  merely  to  a  statement  of 
r.hi.  'I'lic  lirsi  -llKI-kw.  unit  was  ready  some  time  early  in  the 
winter.  Wc  were  expecting  to  run  the  turbine  light  on  Satur- 
il:iy.  and  to  start  it  in  regular  service  on  Monday.  We  had  been 
luaUiiig  prcpttiaiions  to  get  it  running  on  Monday.  We  started 
it  up  a  little  in  tlu-  inorniiig  of  Friday.  That  afternoon  we  had 
.■I  lun'u-out  in  one  of  tlie  units  that  was  carrying  the  load.  It 
Icit  us  entirely  unprepared  lo  carry  on  the  work  of  the  station 
unless  we  pri'sscd  a  tttrbitie  into  s(>rvice.  Even  though  the  pack- 
ing was  not  liuislicd.  we  pressed  the  turbine  into  service,  started 
it  up  and  we  have  not  been  aide  to  spare  it  since.  It  ha.«i  not 
stopped  except  during  periods  of  liglit  loads,  when  it  became 
possible  for  us  to  dispense  with  it.  tliat  we  iriight  complete  the 
piping  and  ad.iusliiient  of  tlie  unit.  If  any  trouble  has  occurred 
with  it.  it  must  iiave  occurred  since  I  left  New  York.  So  far 
;is  I  know  there  has  not  been  any  interruption  whatever.  We 
exiierienced  a  little  difficulty  in  parclleling  the  two  units  — 
there  was  a  slight  hunting  or  some  disturbance  due  to  imper- 
fect belting.  It  was  remedied,  I  have  kept  close  watch  of  the 
licrrnriiKiiicc  of  the  two  units  and  there  has  not  been  any  dis- 
Inrli.-iiirc  iif  llic  action,  .\t  lirst  tin'  attendants  were  careful  to 
exercise  a  strict  supervision  of  the  turbines,  and  remained  around 
the  unit  while  it  was  rniining.  feeling  they  should  be  there  in 
case  of  enicrgeuc.v.  but  they  have  become  accustomed  to  the 
machine  and  do  not  feel  it  is  neces.sary  to  be  there  so  much  and 
the   unit  is  left  to  take  care  of  itself. 

There  was  a  discussion  on  the  question  as  to  what  extent  the 
proeeedings  of  the  convention  should  be  given  to  the  technical 
press  for  publication,  before  the  remarks  were  rovised  by  the 
various  speakers.  The  enterprise  of  the  technical  press 
in  publisliiiig  the  discussions  was  commended.  Some  of  the 
iiiiMiibers  thought  there  might  be  a  freer  expression  of  opinion 
if  the  report  of  the  proceedings  was  not  printed  before  revision 
by  tlie  sjieakers,  and  some  members  expressed  the  opinion  that 
a  member  should  have  the  privilege  of  having  expunged  from 
the  rccoril  aii.\  remarks  he  did  not  wish  to  have  printed.  The 
discussion  w.ms  participated  in  by  W.  Wortli  Bean,  St.  .Toseph, 
Mich.;  I..  K.  Myers,  Peoria,  111.;  H.  H.  Vreeland,  New  York; 
r.  n,  Mailloux.  New  York:  G.  Tracy  Rogers,  Binghamton,  N.  Y.; 
.loliii  I.  Beggs.  Milwaukee,  and  ,T.  O.  White,  New  York. 

The  Chair  aiipointed  tlie  following  committee  to  consider  the 

liiMttcr  and    yv\iay\    to   II oiivciilioii:    Messrs.   Mailloux,  White 

Mini    lil'ggS, 

■rhc  lullowing  iiiimcil  gciillcincii  were  appointed  as  a  commit- 
tee oil  resolutions  to  rejiort  ;il  this  convention;  W.  Worth  Bean, 
St,  .loseph.  Mich.:  C.  I.ooiiiis  .Mien,  Ttica,  N.  Y.;  Thomas  Haw- 
kcii,    Rockland.  Me. 

The  followiiig  iiaiiicd  gciitlciiicn  were  :iii|iiiiiilc(l  a  coiiiinillce 
on  rules  to  report  at  the  next  convention:  10.  C.  Coiiiielte.  Syra- 
cuse, N,  V,;  T,  K,  Mitli'ii.  BulTalo.  N.  Y.:  W.  K,  Harrington, 
CmiihIcii,  N.  .1,:  Kicli.'ird  MrCiilln.-h,  Chicago,  .•iiid  .loliii  .1.  Slaii- 
1"V,    Ch-v.-laiiil, 

Mr,  Kcggs  ofl'crcd  the  rullowliig  resolution: 
l(F,S<H,\Kli.  Thai  the  cxccullve  coiiiiniltee  to  be  elected  at 
this  aiiiiiial  uncling  lie  icM|Ucstcd  and  directed  to  make  an 
earnest  cITorl  to  have  prcpareil  anil  iircsented  at  the  next  aii- 
Miial  iiicctiiig  papers  from  prominent  and  experienced  inanu- 
raetiircrs  oT  1 Iprocating  engines,  iiiaiiufaclurers  of  stc>:ini  tur- 
bines, and  the  iiiaiinraeliiiers  of  gas  engines,  as  lo  their  respee 
live  merits. 

The   resoluliiin    was  si ndeil    hy    Mr.    (', lette  anil   carried. 

•I'lic  secrclary    read   an   .iiiiioi meiit  of   the  mis'ting  of  New 

York    Stale   AHHOcialii»n    In   lie   licid   In   Syracuse,   Oct.  (>-7,   100,3. 
on    mollon    the   coiivenlion   .iilj.iurned   at    12:20   to   meet   at   9 
a.    in.    Friday.  , 

Fihvard  .lames  Lawless,  of  the  .bilin  Stephenson  Co.,  together 
with  David  Moffltt  and  Mr,  Koot,  are  in  attendance  nt  the  con- 
vention. 


<;48 


n.MI.V   STKF.FT  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XIII,  No.  8c. 


FIRST    REGULAR    ANNUAL    MEETING 

\u\  m  [\K 

Saratoga,    N.    Y.-Sept.  1-4.  1903. 


•niiusii.ws  si;ssni.\. 


Tlvp    coiivfiitlmi    was    ralli'il    tii   tinier    al     lii:l(i    liy    I'lrsidci 
I-'armcr.      Tin-    fdllowlii);   papiT    was    ri-ail    liy    tin-    TrfsiiU'iit    In 
Ml-.  ('Mi-vi'i's  ali.seiK'C. 

THE  USE  AND  ABUSE  OF  CONTROLLING  MECHANISM. 


By  D.  F.  Carver,  Chief  Engineer,  Public  Service  Corporation  of  New 
Jersey,  Jersey  City,  N.  J. 


This   impel-  presiipiiosos   tliat    tlie   (Iriviiii:  ami   •■inili-nllin;;   iiia- 

rlilui-ry  of  llii-  nilliiij;  ciiiili 'lit  has  lici-ii  lioudlil   and  instnllfil 

III  n  inaiincr  la-st  ailapli-il  to  imt't  the  special  <-(inditioiis  of  ser- 
vice wlileli  v«i-y  nil  many  of  our  roads.  sul>je(-t  to  loeal  eouditions 
of  gnide  and  alifrnment,  operatinK  iiianaj;emeiit.  stops  and  .starts 
to  be  made,  vehicle  traffic  to  be  avoided,  ac<-eIeratlon  desired. 
and  laws  and  restrictions  Imposed  by  the  community  throuj?li 
tlie  municipal  sovermiient.  With  the  machinery  at  hand  prop- 
erly desl^ined  to  work  under  the  eouditions  Imposed,  it  is  not  a 
diUicult  matter  nor  an  expensive  one  to  keep  the  controUlus 
mechanism  in  lirst-class  condition  aud  prevent  It  from  depreciat- 
ing In  eamlDg  value  to  its  owners  at  a  faster  rate  than  has  been 


Ii.    F.    r.MtVKIi. 

caused  In  the  past  by  the  prosircssioii  in  I  lie  art  of  clesijrn  and 
construction  of  operatiuf;  inacliinery.  It  now  seems  pi'>il>alile 
that  the  present  tyi>e  of  mapnelit-  blow-out  controller  for  city 
cars  has  come  to  .stay  and  that  the  liitiii-c  chan;.'<'s  in  it  will  be 
only  In  detail  and  not  radical. 

Therefore,  it  is  a  gooil  investment  to  spend  neces.sai-y  money  in 
maintaining;  these  controllers  and  kei-ii  their  depreciation  throush 
wear  and  tear  as  small  a.s  possible,  anil  it  is  good  railroadiiiR  to 
watch  them  and  i-are  for  them  and  lu-olect  them  from  the  abuse 
wlii<h  tlii-y  too  (ifteii  j;er  from  inex]iericnccil  ami  iintr.iincil 
haiidliii);  while  beins  in  use  on  the  road. 

The  secret  of  successful  mechanical  manasement  is  watdiful- 
iiess.  care,  systematic  inspe<-tion.  It  is  not  often  that  machinery 
l>reaks  down  as  the  deacon's  one-horse  shay.  It  gives  iiidiiatiiiiis 
and  warnings  beforehand  that  something  about  It  is  not  doing 
the  right  thing.  Our  difliciilties  are  to  provide  methods  to  watch 
the  operations  of  our  mcclianisiii  so  that  the  first    indlcallnns  of 


Internal  ti-mible  may  be  made  known;  after  that  there  must  be 
provided  the  ex|)erieii<-ed  Inspector  who  Is  trained  to  know  wlmt 
causes  the  pei-iillarltles  he  discovers  and  he  must  know  how  lo 
reiiiovi'  the  cause  of  trouble.  Several  times  every  day  while 
I  lie  cars  are  at  the  suburl>an  terminals  the  controller  cases  should 
be  opened  and  the  whole  inlerlor  mwhanlsin  given  a  hasty  (-lean- 
ing and  a  little  lubrication  of  the  contact  lingers  with  a  good 
nuallty  of  relined  Iubri<-aiit,  vaseline  being  one  of  the  best, 
though  somcwliat  expensive. 

There  1m  a  leudenc.v  on  some  well-managed  roads  lo  have  mily 
two  i>oints  on  the  controller,  viz..  on  and  off  —  the  various  gradiia 
tions  of  resistances  being  laigely  a  matter  of  form.  This  metliud 
gets  the  cars  over  the  roail  and  pleases  passengers  who  like  a 
iolt  now  and  then,  but  it  is  exceedingly  hard  on  the  motor 
ciinlpment  and  runs  the  i-ost  of  Its  maintenajice  into  large 
proportions. 

There  are  some  methods  provided  to  limit  the  rate  of  liirii  of 
the  controller  handle  in  going  towards  the  loop  aud  in  the  larger 
eiiiiipments  the  rate  of  application  Is  autimiatic  and  not  under  the 
control  of  the  motorman.  In  city  traffic  where  cars  and  vehicles 
have  to  go  over  the  same  ground  and  where  the  vehicle  has  by 
common  consent  the  right  of  way.  It  Is  not  good  practice  to 
limit  very  much  the  rate  of  travel  of  the  controller  handle,  l>e- 
cause  the  men  will  find  they  cannot  make  ordinary  slow-downs 
for  the  vehicle  traffic  with  a  controller  slow  of  application  and 
ifiver  the  ground  on  schedule  time,  so  they  resort  to  tha  much 
worse  evil  of  only  operating  the  conti-oller  in  case  of  a  last  resort 
and  using  the  brake  to  hold  down  the  speed,  making  the  motors 
work  ."igainst  the  load  on  cars  as  well  as  the  brake.  This  is  es- 
pecially ea.sy  to  do  with  power  brakes  —  except  the  electric  — 
and  is  a  violation  of  rules  which  is  very  hard  to  detect. 

A  somewhat  comnioH  form  of  abuse  for  which  no  one  In  the 
service  can  be  held  dircctl.v  responsible  is  due  to  the  fact  that  on 
many  of  the  roads  there  arc  now  running  small  eiiuipmcnts  w-hlcU 
were  designed  to  haul  small  i-ars  and  small  loads.  'Rie  great 
growth  of  traffic  which  has  come  so  rapidly  on  the  trolley  sys- 
tems was  not  anticipatefl  fen  years  ago.  so  many  of  us  ai-e  In  the 
position  of  having  a  large  number  of  e<|uipiiient.s  partly  worn 
out  which  are  always  overloaded  by  any  loads  they  now  have  to 
carry,  consequently  the.v  are  running  on  our  roads  mixed  with 
motor  enuipments  of  recent  design  and  ample  strength,  and  the 
poor  eld  inadequate  equipment  must  be  driven  along  out  of  the 
way  of  the  new  and  fast  cars  and  it  usually  gets  all  the  abuse 
of  heavy  loads.  f,<Lst  schedtile  and  frequent  stops;  without  any 
friends  it  runs  along  soinehow.  because  it  was  so  well  btiilt  that 
it  takes  its  own  time  about  failing. 

Mr.  Muiiily:  licgaidiiig  Mr.  Carver's  expression  that  the  con- 
troller has  only  two  points  and  about  the  rheostat  being  merely 
a  matter  of  form.  I  can  state  that  some  few  months  ago  we 
were. blowing  up  and  completely  destroying  the  interiors  of  con- 
trollers at  the  rate  of  about  sixty  per  week  and  we  have  now 
reduced  that  to  a  very  small  percentage  of  the  original,  but 
we  have  tai-kled  It  not  by  going  to  work  on  the  controllers.  Imt 
bv  getting  the  i-heostat  on  the  cars  proiM'iIy.  The  condition  of 
the  rheostat  affects  the  controller  more  than  anything  else.  The 
older  type  of  resistances  made  were  made  with  asbestos  between 
the  layers  of  iron.  That  would  burn  out.  short  circuit  and  have 
all  kinds  of  trouble.  We  have  been  substituting  the  great  rheostat 
which  will  break  sometimes  but  does  not  change  materially  In 


STH  Ye-\r,  No.  3— Seit.  4,  igojil 


DAILY  STREET  RAILWAY  REVIEW. 


649 


rosistanrr>  ami  you  can  take  a  onntroller.  throw  it  around  to 
ilif  same  points  ami  you  won't  Iiiow  it  out  provided  you  have 
the  stei>s  jrraded  on  the  rheostat  proiHMly.  It  has  re<iuced  the 
cost  of  our  controller  re;Kiirs. —  it  is  liard  to  get  perceutaiies 
Imt  it  is  hardly  coniparal>Ie  with  wliat  it  was  liefore. 

Mr.  Morgan:  Wo  have  had  that  same  trouble  and  particu- 
larly ^o  on  our  interurltan  liue.  We  rnn  there  with  the  K-14 
controller  and  run  as  fast  as  4.5  miles  per  hour  and  down  a 
lona  srade  we  have  lietween  Now  Castle  and  Sharon  we  run 
pnihaMy  .'O  to  ii."!  miles  an  hour.  We  have  had  the  greatest 
irouMi-  with  the  resistance  because  that  asbestos  ami  iron 
jamnical  fmui  one  coil  to  the  other.  It  occurred  to  mc  yesterday, 
and  1  put  it  up  to  the  Wcstni^liouse  company  without  any  re- 
sults, that  there  should  lie  absolutely  no  reason  wh.v  a  sreat 
rheostat  should  not  lie  substituted  for  .1  siusle  one  of  those  coil 
rlniwt.'ils.  Have  .vou  tried  tliat'.'  It  is  praclicable.  isn't  it? 
.Mr.  Mundy:     Yes. 

Mr.  Mor;ran:  Have  you  tried  the  sulistitutii>n  of  one  individual 
set  of  coils  without  taking  out  your  full  eiiuipment  and  throw- 
Ins  it  away? 

Mr.  Miuidy.  We  are  using  the  great  rliecistat  for  the  higlicsl. 
(he  U-.'!  to  U-.i.  and  the  lirst  points  U-1  to  K-'J  seldom  liurn  up. 
Those  we  keep  in  service,  using  lioth  Ilie  (Jeneral  Klectric  rilibon 
t.vpe  between  the  vitrified  granite  blocks  and  the  Westinghouse 
round  type,  and  we  lind  tliat  they  hold  up  very  satisfactorily. 
Uegarding  the  proportioning  of  the  resistances.  I  am  somewhat 
radical  and  go  further  than  the  manufaclnriug  concern  in  that 
I  do  not  make  the  first  point  in  my  controller  a  running  point.  I 
make  that  more  an  arcing  jioint.  raising  Ilie  resistance  probalily 
"lO  to  7."i  iwr  lent  higher  than  would  lie  proper  to  get  the  rigiit 
acceleration  of  the  car.  That  reduces  the  arc  in  turning  <iff  and 
makes  considerable  difference  in   the  tendency   to  blow  up. 

Mr.  Morgan:  We  have  adopted  that  entirely.  In  fact,  if  we 
put  the  controller  on  the  first  point  the  car  will  not  start.  The 
secimd  iM>int  is  really  Ilie  running  jioiiit  mi  o\ir  ci.iitroUer. 

Mr.  Mundy:  Our  practice  is  iilcnliiMl  with  Iictinil  .iinl  tlinl 
Is  the  onl.v  reason  I  sa.v  that  .getting  liic  rhinsl;il  ul  llic  m'iv 
best  proportions  will  help  to  save  the  controller. 

.Mr.  I'estell:  I  (piite  agree  with  .Ylr.  .Mundy  and  .Mr.  .Morgiui. 
In  regard  to  extra  resistance  on  the  lirst  point,  the  gi'eal  trouble 
Willi  the  blowing  out  of  controllers,  arcing  and  blowing  Ihrougli 
till-  cover,  has  been  due  priiici)iall.v.  1  think,  to  tlie  fact  that 
the  I'liiitrollers  were  prt  on  one  notch  and  tlirown  off  again 
before  the  motors  had  time  to  get  any  speed  :ii  .ill.  Thus.  If  the 
motiirnian  got  two  bells  to  start  and  then,  before  the  ear  had 
actually  got  under  wa.v.  he  got  a  bell  to  stop,  in  throwing  off. 
nine  cases  out  of  ten  it  would  blow  through  the  cover  of  the 
controller:  luitting  on  the  extra  resistance  on  the  first  point 
leinls  to  stop  that.  We  had  a  little  experience  here  a  short  time 
ago  using  an  S.  It.  <!.  motor  on  a  transfer  table  and  we  found 
that  the  orilinar.v  magnet  in  the  controller  would  not  take  care 
of  the  arc  at  all.  That  is.  there  was  so  much  self  induction  in 
the  motor  and  the  resistance  so  high  th.-it  the  small  amount  of 
current  would  not  make  a  strong  eniuigh  magnet  to  blow  out 
the  are  and  the  arc  would  be  malnt.'ilncd  for  some  time;  In  fact 
long  eniiiigli  to  burn  oiil  the  controller  and  we  had  to  rig  it  up 
U'illi  a  smaller  wire.  I  think  this  holds  good  In  starting  and 
slopping  the  ciiiil roller,  mil  that  there  are  not  enough  turns  of 
wire  on  the  ciiiilrollcr.  but  Hie  fact  that  the  motor  has  a  higli 
m-ir  induction  before  it  is  started,  both  In  the  armature  and  the 
•lelils.  which  tends  to  kick  back  and  blow  hides  In  the  cover  when 
we  ilii  not  get  the  motor  started  before  we  shut  off. 

Mr.  .MuDd.r:  Another  canse  for  blowing  up  coDtrollers  bam 
iM-en  very  Merlons  anil  piaetlcally  InipoHHlble  to  overcome  from 
■  lie  moiorman's  Htandpolnt  and  that  is  In  case  the  motormnn  hooh 
he  Is  gettUiK  into  a  tight  phice,  either  a  ear  or  n  wagon  ahead 
of  hliii.  lilH  first  Inclination  Ik  to  throw  the  reverae  handle. 
Willi  a  full  motor  ei|iir|>nienl  this  iiieanK  that  the  motors  buck 
at  iince.  A.'ter  that  wagon  clears  the  track  he  goes  alieinl  and 
pulls  the  reverKe  hainlli'  lack  Into  the  forward  position:  there  Is 
liollilng  III  break  the  arc  except  Hie  reverse  cylinder  becaiiHe  Hie 
niiloiH  generate  and  thai  arc  chars  the  reverse  cylinder,  ahort 
clrciiltlng.  anil  tlie  next  thing  we  have  Ih  the  oiitHlde  shell 
of  the  controller.  The  rent  of  II  has  gone  up  In  smoke.  To  try 
III  iivercoine  IIiIh  I  have  taken  It  up  with  the  nianiifnctiirerN  and 
Ihey  are  making  for  mc   loihiy   what    iiilglii   be  <  ailed   a   special 


controller  and  is  ime  which  1  think  they  opeit  to  make  a  stand- 
ard, in  which  lie  icvci>c  i.\lii:i'ir  is  made  with  much  longer 
breaks.  This,  of  ciuirse.  does  not  iivercome  the  bucking  but  it 
does  kec|i  the  arc  friiiii  going  from  linger  tii  linger,  t  do  not 
iliiiil;  \M'  r:iii  rdiir.'iic  ilic  iiintMi  luce.  Iiiiaiise  1  find  Iliat  when 
1  get  nil  a  car  lu.v  inrlinaiioii  is  \<t  ctiininiT  Ilie  siuue  fault  as 
the  iiiomrmau. 

Mr.  Morgan:  1  would  like  to  say  in  that  connection  I  had 
very  much  the  same.trouble  bin  1  liave  posted  rules  relative  to 
that,  ni.v  position  being  over  the  mechanical  department  as 
well  as  over  the  opei'ating,  wliidi  rcc|iiircs  tliat  the  niotorman 
shall  wait  before  he  does  that.  1  have  alsn  experienced  the 
trouble  (if  inclination  to  do  things  that  yon  dn  not  w'ant  tlie 
iiuiloriiiaii  to  do.  But  I  argue  he  is  running  Hie  car  every  day 
and  he  should  do  it  a  great  deal  licller  than  I  do.  .\  motorman 
has  no  right  to  assume  because  a  man  rnnning  a  car  once  a 
week  does  something  which  is  perhajis  a  litth'  wrong,  that  he 
is  justified  in  iloing  it  also.  I  always  point  out  to  them  that 
1  am  not  a   motorman. 

Mr.  Pestoll:  1  would  like  to  ask  whether  anybody  here  has 
had  any  experience  with  flashing  over  the  controllers  on  the 
connecting  board  below  the  blow-out  magnet  for  no  appiifent 
cause,  that  is.  when  the  board  has  been  api)arently  clean  and 
all  right  previous  to  the  time  of  flashing  over? 

Jlr.  Mundy:  I  think  I  said  yesterday,  recently  I  was  testing 
some  fuses  on  the  car  and  purposely  applied  the  brake  as  tight 
as  possible  in  throwing  the  controller  around  to  the  full  niultii>lo 
liositioii  to  try  the  fuse.  Tlie  controller  drew  some  arcs  at  the 
lop  end  wliicli  drew  an  arc  from  the  controller  finger  to  the 
cover  of  tlie  controller  but  when  I  opened  it  up  1  also  found  that 
Hie  licail  of  every  screw  in  the  connection  board  had  simply  been 
Imriiril  iilf  ;inil  you  cuiilil  not  use  a  screw  driver  in  getting  any 
si-rew  (iiil.  Hie  cause  liciiig  Hiat  the  gases  fcn'uied  by  the  are 
completely   lilli'il    the   i-oiitrollei-  and   sliort-circiiilcil    Hie  different 

COIllllM-tiollS.  • 

\li-,  ('Ills:  \\.'  Ii.-ivc  Hi:il  same  Irnnlili'.  Sonicliiiies  in  a  short 
ciicuil,  :is  yiiu  iliriiw  nlT.  you  will  tind  the  coniici-l  ing  lioard  coii- 
l:icts  liiirneil.  as  well  as  iiossilily  with  the  trolley,  or  wherever 
Hie  sill  It  circuit  may  occur.  Regarding  the  reversing  of  the  car 
we  tliiiilc  il  is  ihilicy  .-dhI  licsl  that  the  niotiniian  should  nnder- 
st,-iiid  llic  reversing  of  the  car  allhongh  some  have  thought  best 
to  take  off  one  of  the  cmitacts  mi  the  backing-up  part  of  the 
I  ylnidcr  .'It  ciicli  end  so  Hial  slimild  tliey  wish  to  back,  they  are 
oliliged  III  do  it  mi  two  nioldis.  1  Hiiiik  that  is  poor  policy  be- 
cause Hicic  are  times  that  we  want  a  man  to  use  anything  that 
he  can  to  make  a  quick  stop.  I  think  if  they  must  strip  the 
gears  or  strip  Hie  armatures  I  do  not  care  what  they  do  —  If 
you  get  in  a  close  place,  stop  ymir  carl  Mnt  we  have  the  same 
trouble  Mr.  .Mundy  speaks  of.  the  men  will  use  the  reverse  when 
they  ought  not  to,  and  the  Imriiiiig  of  the  reverse  is  quite  a 
serious  in;iHer,  especially  during  Hic  winter.  The  iiiolorman  will 
conic  ill  with  his  cmitrollcr  Imnicil  np.  Yon  will  say  to  him 
•■  Von  Ii:i\c  hciMi  using  ymir  ri'Vcrsc."  ■'Oh,  no.  no,  no,  I  never 
use   the  ri'vcrsc."     But   ojicii   il    up  .-iiiil   you   will   lind   blisters  on 

llic  back   of   till lacl.     'I'hcy    •■iic  all   liunicd.    whereas  the  go- 

,-iliead  would  be  |ierfectly  clean.  Uegarding  Mr.  Mundy's  Im- 
provement -  because  I  consider  it  is  his  Iniin-ovement  -  he  is 
Iilf  man  wlio  snggcsteul  It  ami  look  il  np  with  the  (leneral  lOlec- 
liii-  r,,.  1  Uiiiik  II  will  Iielji  lis  out  ill  that  matter  considerably. 
We  are  ex|ierlnienting  a  litlle  today  niioii  pnlHiig  the  controller 
ill  Hie  center  of  the  car  mechanically.  ,lnst  what  will  be  the  out- 
come of  It  I  ;ini  not  prcpareil  to  siiy  but  we  wish  to  get  the  cpii- 
troller  off  from  the  front  platform.  .-Ml  onr  electrical  appliances, 
if  possible,  should  be  taken  from  the  platform.  Whctlicr  wc  can 
accomplish  It  Is  prpbleiiiaHcal.  The  Type  M  does  do  llial  to  a 
very  great  extent  although  Ihey  plmv  the  circnll  bieakcr  mi  the 
platform  or  In  the  niotormaii's  cali  wliidi  is  sometimes  a  source 
of  tronliliv 

,Mr.  .Mnndy:  I  would  like  to  modify  Mr.  fllds'  statements  by 
Hie  fact  that  Ihey  I'ld  place  Hie  circuit  breaker  on  tlic  hood  of 
the  car,  but  iippreclatlng  the  dllllcnlHes  Hiat  we  are  .lust  speak- 
ing of,  they  have  not  been  developed  and  they  are  now  propos- 
ing to  Install  all  electric  equipment  and  short  circuit  breaker 
which  Is  to  lie  put  on  the  car  along  with  the  apparatus  for  Hie 
blow   HyNtein, 


aso 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8  c. 


Jlr.  Pcntell:  I  would  like  to  auk  the  reprt-iipntjitlvon  of  any 
roail  lu>ri'  If  on  lliolr  iixhIh  iiintoriiH'n  iiiv  iiiNtrurti><l  rrlntlvc  to 
the  Keiii'i'iitor  ofTect  of  the  iiiolorH  in  >itii|i|iinK  u  car  hu  that  they 
wouJil  have  proper  lnKlrn<'tl(inH  for  Ktarlini:  a  car.  provlileil  tin- 
iriilley  ^■«h  iifT  anil  they  hail  no  power,  anil  the  lirakcH  ri'fnscil 
li>  wnrk?  The  lliimKht  Dccnrreii  li>  me  In  ciinnectliin  wllli  the 
Hialenient  that  sunie  roailH  iliil  away  with  simie  of  the  cuntaclH 
on  the  rever-fe  cyllmler  in  Ihe  reverse  poNlllon.  It  seeiniil  lii 
me  that  If  that  were  <li>ne  ami  the  trolley  came  olT  or  the  piiwer 
^ave  1)1)1  anil  it  wa.^i  noi'cssary  In  slnp  a  car  while  the  hrakcs 
refiiseil  III  Wnrk.  it  wonlil  lie  a  harit  lliinu  to  ilo.  I  wiinlil  like 
to  know  if  any  of  llie  mails  iiisinnl  llieir  nun  rel.illve  in  la-n 
eralor  action  of  their  cars. 

Mr.  .Morgan:  I  have  always  lieiieveil  lliat  was  prctly  Kcmrai 
■  ■raclice.  I  know  I  have  always  ilniie  sii  with  riKiiIs  I  Inive  liecn 
ciinnected  with  fur  years.  I  lake  Ihe  slanii  in  ri-Karil  to  revers- 
ing a  car  that  no  nnitter  what  niecliaiilcal  liamaKC  is  iloiie.  any- 
Ihini;  Is  hetlor  than  peisnnal  iiaiMat.'e  anil  of  ciini'se  yiiii  must 
stii|i  yiinr  nir.  if  yon  .Mre  in  Innilile  with  llie  lirakes.  some  other 

way.     I)nr    i i    nnilerslanil    the  efl'ecl    of   the    I'nnr  inolor  eipiip 

nient  anil  also  nnilerslanil  Imw  to  reverse  their  cars  with  two- 
ninliir  eiiniiPinent.  We  have  that  so  arranfjeil  that  we  are  an 
ticipatinK  now  having  n  monlJily  o.xanilnalion  of  all  men  on  such 
imints  as  Iliat  particularly.  I  woulil  say  that  an  unfortunate 
acciilent  a  short  time  ago  lironght  that  very  vividly  to  my  niinil. 
We  run  a  single  track  system  with  time  limit  anil  we  hail  an 
excursion  train  coming  lielilntl  a  regular.  The  head  car  had 
broken  Its  trolley  and  the  trolley  had  gone  up  and  with  the 
usual  luck  in  such  cases,  had  struck  a  polo  and  bent  so  they 
cfinld  not  move  the  front  car  at  all  without  going  on  top.  The 
nn>tornnin  flagged  the  rear  car  imnuHliately  ami  the  conductor 
went  on  top  to  fix  the  trolley.  The  result  was  that  this  rear 
ear  came  ahead  and  in  stopping,  liu-  brakes  refnseil  In  act:  the 
niiilornnin  init  on  his  reverse  but  it  had  just  rained  and  lefl  that 
very  greasy  effect  on  the  mil.  and  tlie  result  was  he  jusl  skidded 
right  down,  although  Uu-  mnlnrman  was  a  remarkably  cix)I  man. 
If  he  had  not  been  instructed  regarding  the  rever.se  the  acci- 
dent would  have  been  found  more  serious,  and  I  attribute  the 
fact  that  it  was  no  worse  to  his  understanding  thoroughly  his 
reversing. 

The  reversing  has  been  spoken  of  as  not  being  a  giK)d  feature, 
and  mptormen  are  not  instructed  thoroughly.  I  believe  the  time 
is  coming  when  we  will  have  to  adopt  very  much  the  same  prac- 
tice in  regard  to  the  instructing  of  our  motormen  as  is  adopteil 
by  the  steam  roads.  I  think  Mr.  Ely  mentioned  in  his  address 
yesterday  the  well-known  fact  that  an  engineer  or  even  a  brake- 
man  on  a  steam  railroad  is  efficient  on  any  road  in  the  United 
States  and  it  strikes  me  that  we  are  taking  a  stride  in  exactly 
the  right  direction,  particularly  for  interurban  roads,  if  we  en- 
dorse and  help  in  every  way  the  movement  that  is  on  foot  to 
instruct  motormen  and  conduitors  on  a  general  rule  plan  so  that, 
understanding  the  rules  of  one  road,  they  will  understand  the 
rules  of  all  other  roads. 

Mr.  OUls:  Mr.  I'residcnt.  regarding  the  adopting  of  standard 
methods.  I  lind  it  is  a  very  important  matter  and  when  we  go 
back  to  the  records  of  the  Master  Mechanics  and  Master  Car 
Rnilders  we  lind  that  practically  the  llrst  thing  that  they  adopted 
was  a  standard  journal  and  journal  box.  It  seemed  but  a 
small  matter  at  the  time  but  now  we  see  the  position  of  these 
associations.  Managers  of  tlie  steam  railroads  will  not  adojit  a 
thing  lliat  is  not  recommended  by  the  Master  Mechanics  or 
Master  far  Huihlers.  A\-e  do  not  expect  to  be  able  to  get  every- 
thing ilnwn  tn  a  standard  but  we  can  go  a  long  way  toward  it. 
fin  our  own  road,  seven  years  ago,  we  put  In  a  standard  axle 
and  Journal  box.  Kverything  up  to  the  present  day  that  we 
have  purchased  or  ordered  has  used  that  same  journal  box  and 
axle.  With  three  or  four  different  styles  of  truck,  the  same 
car  wheels  can  go  in  in  any  of  tlicm.  On  our  new  interurban 
cars  we  have  put  in  the  M.  c.  K.  standard  4^  by  8-in.  Journal 
box.  The  new  city  cars  are  to  have  the  ;{%  by  7-iu.  journals 
and  we  propose  to  continiu?  this  policy.  These  remarks  are  out 
of  order  as  discussion  on  this  paper,  but  1  feel  we  should,  as  soon 
as  pnssilde.  hit  ui)nn  slanilards  and  Ihe  inslruction  of  om-  motor- 
iiuin  can  be  along  those  same  lines.  A  number  of  years  ago 
we  had  an  accident  caused  by  the  power  failing  on  a  very  steep 


grade.  The  motornian  set  his  brake,  the  conductor  became  ex- 
I'lled  and  went  to  Ihe  rear  end  and  also  set  the  brake.  We  found 
all  eight  wheels  were  locked.-  The  lucking  of  the  wheels  had 
caused  the  ciir  In  slide  more  than  il  wnuld  If  tlicy  had  simply 
.'-^el  Ihe  brakes  ns  they  shoiild.  The  nintnrinan  in  that  case 
dill  nnt  underNlanil  that  If  he  had  lefl  Ihe  controller  at  the 
running  speed  —  ll  was  a  Iwo-ninlnr  eipilpineut  —  his  niutors 
wnuld  have  geiiernlid  and  slnppcil.  .\nil  for  that  reason  I  think 
ll  Is  very  lm|)ni'lanl  llial  niir  iiinlnriiicn  all  have  that  instruction. 
Ihal  llie  minors  of  a  Iwo-ninlor  ei|Ulpnieiit  will  generale  when 
ill  iiarallel  and  Willi  a  fniir-mnlnr  ci|iiipment  by  simply  pulling 
I  he  ievcrse  handle. 

.Mr.  .Miii'g;iii:  Inslrnclinii  fnr  innlnrinen  is  somewhat  of  a 
linbby  Willi  me  fnr  snine  lime  because  I  have  had  to  contend 
Willi  just  Hiiiii  troubles  because  of  innlnrinen  not  having  been 
liislriicii'il  nil  other  roads  and  turned  in  perhaps  a  little  quickly 
nil  niir  rnad,  because  we  are  a  small  rnail.  If  we  were  a  large 
mail  and  could  alVnril  In  gn  ihrnugli  the  system  of  training 
which  is  ilniie  nil  mnsi  nf  Ihe  large  rnails  now.  a  regular  school, 
«!•  wnuld  be  ill  a  ililTci:cnt  posilion.  Iiut  we  cannot  afford  to 
lake  our  men  llirniigh  and  give  Iheiii  mechanical  and  electrical 
iiistruiiinii   bcl'nre  we  make  mnlnrmen  nf  them. 

The  slaiidai'ilizliig  has  been,  as  most  of  us  know,  a  matter  of 
discussion  with  the  American  Street  Kailway  Association  for 
snme  time,  but  I  think  the  forming  of  this  Association  has  a 
splendid  o)iportunity  in  that  very  thing,  the  standardizing  of 
ciiuipiiieiit  and  iiarticularly  on  trucks.  We  all  recognize  the 
fact  that  electrical  equipment  is  still  advancing  and  we  cannot 
expect  to  standardize  or  change  the  luei'hanical  construction 
which  has  been  the  construction  for  a  number  of  years.  We 
can  standardize  as  well  as  the  Master  Car  Ruildcrs  can  and 
in  sn  lining  wc  help  our  suii|ilymen  and  ourselves  and  our  ex- 
penses and  everything,  and  I  wnuld  strongly  urge  that  matter 
be  cnnsidereil  scriniisly  liy  lliis  .Association  al  tills  time  so  as  to 
put   it   in  prnccss  I'nr  our  next   cniivention. 

Tlie  Secretary:  A  letter  has  been  re<'eived  from  the  "Street 
Kailway  Ueview"  offeriiig  to  the  Association  the  use  of  the 
type  set  for  use  in  the  "Daily  Re\-iew-"  if  it  would  be  of  asslst- 
.uue  in  publishing  the  proceedings  of  the  convention.  This 
letter  was  read  at  the  meeting  of  the  Kxecntive  Committee 
i'uesday  evening.  Mr.  Wakoman,  vice-president  of  the  Street 
K,iilway  ,Tournal,  drnpiied  in  at  the  meeting  jnst  as  we  were 
passing  a  resolution  of  thanks  to  the  "Ueview"  and  he  has 
riMluested  me  to  announce  that  the  .Tournal  would  be  glad  to 
share  the  expense,  if  the  offer  of  the  "Review"  were  accepted. 
.\  vote  of  thanks  was  extended  to  the  Street  Railway  Journal 
for  the  offer. 

The  ('ominittee  on  Nnniiiiations  reported  the  following  recom- 
mendations: 

I'resident,   K.   W.   Olds. 
First    Vice-rresident,    Alfred    (Treeu. 
Second  Vice-President,  C.   F.  Raker. 
Tiiird    Vice-rresident,   W.   O.   Muudy. 

Executive  Committee:    T.  ,T.  Mullen.  U.  H.  Adams,  D.  F.  Car- 
ver.  H.   J.   Lake. 
Secretary   and   Treasurer,   Walter  Mower. 
The  officers  as  nominated  were  unimously  elected, 
rresident  Farmer  in  a  few  well-chosen  words  proposed  a  vote 
of  thanks  to  Secretary  Mower  for  the  excellent  manner  In  which 
lie  had  handled  tile  business  of  the  .\ssociation  entrusted  to  his 
laie.    wliicli    was   carried    unanimously. 

.Mr.  Olds:  We  at  this  time  have  a  gentleman  occupying  our 
iliair  wlio  was  the  first  one  to  call  tis  together,  one  year  ago. 
.\t  Detroit  the  matter  was  discussed  and  the  meeting  was  called 
and  thrnugh  his  effnrts  and  the  efforts  of  our  worthy  secretary 
we  have  the  meeting  today  in  Saratoga  which  I  feel  has  been  a 
grand  success  and  I  hope  that  our  year  to  come  may  be  as 
snicessfnl  as  the  year  that  has  Just  flown.  I  wish  to  thank  each 
one  of  you  and  the  companies  that  you  represent  for  the  honor 
that  you  have  conferred  upon  me  today  and  at  the  same  time  I 
wish  to  make  a  motion  that  we  extend  to  our  president,  Mr. 
Fanner,  a  vote  of  thanks  for  his  efforts  in  making  a  success  of 
nur  nrganization  as  we  see  it  today. 
Carried  nnanimonsly. 
rresidiMit   I'armer:    1  think  the  newly  elected  officers  will  take 


3TH  Year,  Ko.  3— Sept.  4,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


651 


hold  immediately  after  the  adjourumout  of  tliis  meeting  and  I 
suggest  tliat  as  -Mr.  Olds  may  have  some  things  to  say  or  have 
done  which  he  can  do  nuuh  bettor  here  than  by  correspondeuc-e. 
it  would  be  well  to  adjourn  the  meeting  so  Mr.  Olds  can  call 
the  mefting  together,  and  I  would  saj  that  I  am  very  miieh 
obliged  for  the  courtesy  that  you  have  shown  me  in  overloolc- 
ing  the  mistakes  I  have  made  in  presiding  at  this  table.  1  am 
a  better  hand  in  the  shop  than  I  am  ln-re  and  1  will  never  forget 
the  kintlness  that  you  have  all  extended  to  me. 

(I'resideut  Olds  took  the  chair,  being  escorted  to  it  by  Mr. 
.Mundy  and  Mr.  Baker.) 

Mr.  Mundy:  1  think,  nest  to  keeiiing  apparatus  in  ja-opor 
shape,  the  keeping  of  records  is  of  as  much  importance  as  any- 
thing else,  because  it  soon  tells  us  whether  we  are  following 
along  a  line  consistent  with  good  practice  ami  consistent  with 
what  other  roa<ls  are  doing.  If  somel)ody  else  is  doing  things 
better  than  you  are  you  will  liud  it  out.  You  never  know  that 
unless  you  keep  those  records.  I  think  the  standardization  of 
all  records  ailopted  by  all  roads  to  give  you  tliis  direct  infor- 
mation is  so  important  that  we  ought  to  have  a  committee  to 
start  to  work  on  it  at  the  present  time  —  for  something  to  at 
least  give  us  grounds  to  work  on  at  our  next  regular  meeting. 

Mr.  Lake:  The  report  sheet  matter  is  a  thing  that  1  have 
ii»>t  heard  mentioneil  during  any  of  tlie  meetings.  !uid  that  is, 
the  most  of  our  talk  has  pertained  to  the  city  use  of  cars.  I, 
for  one,  have  uo  city  cars  whatever  to  look  after  and  my  worlc 
Is  entirely  interurbau  and  1  think,  very  likely,  that  there  are 
other  members  of  the  Association  in  the  same  fix. 

Mr.  Mumly:  1  have  in  mind  our  president's  request  that  the 
various  members  of  the  Association  make  suggestions  as  I0 
the  proper  subjects  for  papers  next  year.  If  we  liave  to  rely  on 
a  small  committee  to  jiick  out  the  sulijects  and  the  men  who 
are  to  write  on  them,  we  are  not  so  liable  to  get  the  best  papers. 
1  think  if  each  meuiUer  will  consider  the  point  that  he  thinks 
la  the  most  Important,  will  write,  giving  that  suggestion  to  the 
secretary,  the  committee  selecting  the  papers  will  have  some 
ground  to  work  ui>on. 

Mr.  Olds:  Matters  of  standardization  nni  only  »(  inu-  iiiniii 
iiu-nl  but  of  our  system  of  records  needs  to  be  gone  iiilu.  'I'lial 
shiiuld  lie  one  of  the  matters  that  slionid  come  ui>  iil  mir  nc.\l 
nni'ting.  Kegarding  the  ap|K>inting  nf  coMiMullces  1  wish  Id 
li-ave  thai  until  our  executive  meeting. 

The  Association  then  adjourned. 

CONTINnOUS  RAIL  JOINTS. 
We  present  to  our  residers  a  view  of  the  .Mliany  Iron  A:  Steel 
Works,  located  at  Troy,  N.  Y.,  lUe  projjerty  of  the  Contin\ii)Us 
Kail  Joint  Co.  of  Ajuerica,  where  tlie  company  makes  a  cuiii 
plete  line  of  its  well-known  and  largely-used  "  ('(mtinnons  "  rail 
joints,  this  being  believed  to  be  tlie  oidy  rolling  mill  iu  111.' 
country  devoted  exclusively   to   the   inannfacluri'  of  rail   fasten 


year,  however,  as  one  of  the  largest  rolling  mills  in  the  west 
produces  a   groat  tonnage  annually   for  this  company. 


Ai.iiA.Ni   iiiii.N  A.M)  .sri;i;i,  works. 

IngM.  Two  vIewH  of  the  "  CoiilliiuoUH  "  rail  JolnlH  are  also  shown 
herewith.  The  rolling  mill  has  a  lioller  capacity  of  l.WK)  h.  p.. 
and  two  trains  of  rollH  are  kept  constantly  busy  turning  out 
■•  ConllnuouN  "  rail  Jolnls.  The  mill  Iiiih  rolls  ready  for  Hcrvlce 
for  VS>  dlfferi-nt  secllons  of  rail,  ranging  from  .'SO  lb.  T  rail  to  a 
'.*-\n.  glriler  rail.  The  output  of  this  mill  represents  only  a  por- 
tion of  the  total  product  of  "  Continuous"  rail  Joints  sold  every 


.nm^r^^^'^ 


TIllO    "CONTINUOUS"    UAII.    JOINTS. 

The  Continuous  Rail  Joint  Co.  of  America  is  represented  nl 
the  convention  by  B.  M.  Barr,  S.  I'.  McGougli,  W.  B.  Clark,  L.  F. 
Hrainc  .■in<l  \\'.  .\.  Cliapinan. 

A  REVOLVING  TRACK  SANDER. 

The  Itevulving  liaihvay  Sander  Co.  of  Anieiica  is  the  name 
111  ;i  iirw  iciiup.-niy  wliiili  is  sliowing  a  revolving  track  sander 
I'lir  which  a  imtent  has  just  been  issued.  Briefly,  this  device  con- 
sists of  a  circular  galvanized  iron  drum  with  a  small  hole  in  tlie 
inp.  The  sand  is  put  iu  the  drinii  .■iiid  by  pressing  down  a  pedal 
ilie  small  liole  is  brought  into  line  willi  a  tube  at  the  bottom 
lliiiingli  which  llie  .sand  Hows  in  a  ciiiistant  stream  until  the 
)i('(l;il  is  released  and  tlie  drum  is  righted.  A  series  of  projec- 
lioiis  on  the  outside  of  tlie  drum  serve  to  stop  its  revolving 
a,  tlie  proper  jKiinls  for  its  successful  operation,  the  projec- 
lion  also  serving  as  liamiiiers  to  jar  and  disintegrate  sand  that 
may  become  caked.  Tlie  drum,  whicli  is  Jll  in.  iu  diameter,  is 
w.-iter  tight.  Two  drums  may  be  attached  to  the  pedal  rod.  one 
uviT  each  rail,  or  a  single  drum  may  be  usohI.  G.  Stevenson, 
secretary  pro  tern.,  states  that  the  new  .sander  is  meeting  witli  a 
favorable  receiition  at  tlie  convention. 

«e  *e  *t 

J.  E.  Blakesley  is  exhibiting  an  inverted  third  rail  and  lliii-d 
rail  shoe,  which  were  inveiiled  by  him  and  wliidi  look  to  be 
simiile  and  )iraclicalile.  His  exhibit  will  lie  I'oiiiid  in  Uie  .Vmer- 
i<'an  .\utoni;ilic  Switcli  A;  Signal  Co's.  booth, 

>r.  p  *:. 

(ieorge    K.    Moi^iiii.   Ill'    riiiladcliiliia.   is  in  cliargi'  of   Merrill    iV 

Co's.    exiiiliil,    wliicli    <■ prises   several    of    its    well-Unown    steel 

bickers. 

B.  S.  BARNARD  ELECTED  PRESIDENT. 

The  Staiidaid  \  ilrilicd  Coiidiiit  Co.,  of  Now  York,  has  recently 
made  a  ch.-inge  in  its  ollicial  staff,  R.  W.  I^ylo  having  resigned 
as  president  on  aciniunt  of  other  pressing  business  engagements, 
be  being  president  of  several  coriioratlons.  B.  S.  Barnar<l,  vice- 
president  and  secretary,  has  been  chosen  as  Mr.  I.yle's  successor. 
'I'lic  "  Review  "  temlers  Its  liest  wishes  to  Mr.  Barnard  in  bis 
new  posilion.  'I'lie  success  of  the  company,  which  has  been 
exlradrdinary.  is  largely  due  to  Mr.  Barnard's  efl'orts.  lie  is 
well  known  lliroii};bout  the  country  as  an  enterprising  business 
man. 

Tlie  i-apacily  <ir  the  Slaiidard  Vilrilii-d  Cdiidnil  ('o's.  faclories 
lias  lieeii  greatly  Increased  and  the  oiilpiil  al  llie  iiresent  lime  Is 
upwards  of  1(M).(K)0  cu.  ft.  of  coiuluil  daily.  The  Ii|terb(iroiigh 
Rapid  Transit  Co..  of  N(?w  York,  recenlly  awarded  this  company 
llie  contract  for  W.nilb  third-rail  insnlalors  for  (he  subway  sys- 
li'iii.  These  insnlalors  are  similar  to  the  Maiilialtan  type,  which 
is  niade  by  Uie  company.  The  Sclolo  Valley  Traction  Co.  has 
also  (H-dered  IMI.IKKI  Manliallan  Insulators,  and  llie  llnite<l  States 
.Steel  Co.  lias  eipiipped  several  planis  with  llieiii.  Several  oilier 
iiiip(M-t!int  Ihird-rail  syslems  are  considering  llie  aiioiitlon  of 
llo'se  Insiiliilois.  for  which  slri'iiglh.  simplicity  ami  low  cost  are 
clMimcd. 

Frank  II.  Scivey,  of  Boston,  exiilbils  bis  IIMi:'.  model  of  llie 
Seavey   aiilom.illi'  car   fender. 

>(*>.  *t 

The  Celluloid  Co.,  of  .New  York,  lias  (lie  llrst  exblbit  space 
on  Ihe  end  of  Ihe  piazza  nearest  llie  hotel  enlnince,  where  It 
hIiowh  RC'veral  ear  seats  upholstered  In  "Texoderm,"  a  very 
jiltrai'tlve  material  maili'  (nr  car  srats  and  I'lnlalns.  W.  C. 
Crosby  and  Wiirii'ii  S.  Slllcocks,  Jr.,  represent  the  company. 


652 


DAILY  STREET  RAILWAY  REVIEW. 


[Sewai.  No— Vol.  XIII,  No.  8c. 


DAILY  STREET  RAILWAY  REVIEW 

PUBLISHED  BY 

WINDSOR  &   KENFIEl.D  PUBLISHING  CO.. 
99*107  Huil^ufi  Ave  ,  -  -  Alt)any,  N.  Y 


BRANCH  OPPICB8: 

Chicsgo-45-47  Plymouth  Court. 

New  York    39  Cortlandt  Street.  Cleveland-  301  Electric  Building. 

Philadelphia    The  Boune. 

SUBSCRIPTION  AGENCIES: 
Austria.  Vienna   -Lehmann  &  Wentxel,  Karntneratraaae. 
Prance,  Faria  -Boyveau  A  Chcvillet,  Librairic  Etrangere,  Ruede  la  Banque. 
Italy,  Milan  — Ulrtco  Hocpli,  Librairia  Delia  Real  Caaa. 

New  South  Wales,  Sydney     Turner  A  Henderson,  i6and  18  Hunter  Street. 
Queensland  (South).  BristMine  -Gordon  &  Cotch. 
Victoria,  Melbourae— Gordon  ft  CoUtai  LlmlUd,  Queen  Street. 


STREET  RAILWAY   ACCOUNTANTS'   ASSOCIATION. 


Tun  pAir.Y  Stkkkt  Railway  Ri-vikw  is  publlKlted  each  year  on  the  occa- 
mIoq  of  the  nii'etiutfH  ui  the  AtiitTJcan  Str<.-ft  Kailwar  AKSociaiion,  the  Stnt't 
Kallw;iv  Accounuuim'  Asnoctali  n  nt  Anu-rii-a,  and  tlu'  American  Railway 
Mechanical  and  E.fCtrual  A'^^.tcialion,  and  cuntaina  the  cunvention  reports. 
Thin  jnil»  icatmn  it  separate  I.i>ni  the  Strttt  Hailwav  iitvit'.v,  jiublislted  monthly 
at  Cliicaifo,  111.,  but  iti  iu  its  nature  supplementary  tliereiu. 

SUBSCRIPTION  RATES : 

In  the  United  States,  C^inad.i  or  Mexico: 

Daily  Sthkict  Kailway  Ki;vii:\v  (fourormore  issues)... $  .50 

Street  kailway  Revitiv  (13  monthly  issues)  2.75 

Combined  Subscription  (Daii.v  Rkvikw  and  Review^ ....  3.00 

In  All  Other  Countries: 

Daily  Strkkt  Railway  Review  (four  or  more  issues). . .  .50 

Street  K'aihvay  A'eview  (12  monthly  issues) 3.75 

Combined  Subscription  (Daily  Rkview  and  Review) 4.00 


Application  made  for  entry  as  second  class  matter. 


S-gV""}  Thursday,  Sept.  4,  1903.   s«...No.iVoi.-'y'i 


AMERICAN   STREET    RAILWAY   ASSOCIATION. 


KRID.W.    SIOl'T.   A.   llKIIi. 

Miii'iiiii)::    'I'liiiil    Sfssiiiii    .'il     111    :i.    iii. 

••  KVftric  Wi'ldi'd  .loiuts,"  \\ Ofiester  i:onsoli(lated  Street  Hail 
way  Co..  by  William  I'estell.  sniiriiiitcndeut  of  motive  power 
and  chief  enftinper. 

"The  Kvils  of  Xlaiuti'imuee  and  (Miamperty  iu  Tersoual  Injur.v 
Cases,'  Detroit  TJuited  Uy.,  by  MU-liacl  Biennan.  attorney. 

"Train  Orders  and  Train  Signals  on  Intcrurban  Roads,"  Inter- 
national Kailway  Co.,  of  Buffalo,  by  C  A.  Coons,  superintendent 
of  traiisportatiou. 

"  Freiuhl  and  Express  on  Klctlrii-  Hallways,"  BirminRhain 
Hallway.  l.i>;hl  »V  I'ower  Co..  by  .1.  B.  McClary.  manaRcr  rail- 
way dep;irtment. 

"The  .Maniifaetnre  ami  liislribniion  of  .MternatiUK  Cnrrenls 
for  City  .Systems,"  Chicaiio  City  Hy..  by  Ulchard  MeCnlloolL 
asslsliint  ;:i'iii'i'nl  ni:iii»t;er. 

"  CoMipai-atlve  .Merits  of  Siii^rli'  ;iii(l  liinililr  'rnick  Cars  for 
City  .Servile."  Milwaukee  ICleitric   Hallway  *  Light  Co. 

"The  Kiffht  of  Way."  Internrlian  Street  Kailway  Co.,  by  H. 
H.  Xicelanil.  president. 

.\rtern<M>n.  1:(K)  p.  in.:  K-Xfursion  to  Lake  Ceoffie  as  gnests  of 
the  Huilson  Valley  Kailway  Co..  returnin);  at  i;:(Ml  ]).  m. 

Kveiilns;.  S;iiii  p.  iiL  .\nnniil  B;itii|U'l  ;ind  inst;illallon  of  offi- 
cers-elect. 

The  Welicr  Hall\v:iy  .liilnl  Matmfailiirliij.' Co.  Is  illsplayin;;  sam- 
ples of  its  Joint  which  has  been  made  slanilard  on  the  Inter- 
boi'otiKh  Ka]ild  Transit  Co's.  subway  tracks  in  New  York.  The 
company  is  represented  by  Manager  llolbrook  rinil  .Messrs.  H;irr. 
I'oor.  Ilolloway  and  Thompson. 

A  controller  reitnlating  device  is  being  shown  by  the  Durkln 
&  Barrett  MamifactiirinK  Co.,  of  Seranton.  the  company  being 
represented  by  P.  S.  Barrett. 


I  UlliAV.   SKIT.  4.   IHIKi,    Id  A.    ,M. 

I'uper:  "  AilvniitiigeH  uud  DlKiidvanlneeN  of  Bag  or  Envelope 
.System  aud  of  llie  Cusliier  iSysteiii  of  Kecelvlug  Ooodiietors' 
Deposits."  liy  V.  K.  Henry,  auditor  St.  I^uls  Trunsit  Co..  St. 
Louis.   Mo. 

('oiii|iai'l!iun  of  the  .Munii'Ipal  Tramways  Assoclotloii  of  Orenl 
Britain  piopoHed  "  ,siati<l»rd  Classlllcutlon  and  Kortn  of  Report  ' 
with  the  Anierican  .standard,  by  C.  N.  Duffy,  secretary  Chicago 
City  Hallway  Co.,  Chicago.  III.,  chairman  Couiiultlee  on  Stand 
aid  Classllicatlou. 

Ke]dleN  to  (|ni'sliinis. 

Hcport    of   Committee   on    Hcsoliitlons. 

Heport  of   Coniinlttce  on   .Vimilnalions. 

Klectlon  and   Instnllnllon  of  OlHcers, 

.\d.|oiii'nmeiil. 

»>.  •>.  *. 

PRESIDENT  OLDS. 


Mr.  Kilwln  W,  Olds.  ]>ri'sidcnt-elcct  of  the  Amerlian  ltallw;iy 
.Mcihanical  and  Kli'itrli-iil  .\ssoci;itioti  Is  a  "  Grwn  .Mountain 
Hoy  '.  1  :iving  been  born  in  Kiaiiklin  County,  Vermont.  lie  was 
<>di:i  ulcd  in  the  common  schools  and  local  academy.  From  early 
boyhood  Mr.  Olds  has  liciMi  engagi'd  in  mechanical  pursuits; 
cvrii  while  at  tending  silioid  he  was  also  working  In  the  general 
shop  id'  whii'h  Ills  lather  was  the  proprietor,  and  being  intrusted 
Willi  charge  ul  work  earl.v  developed  that  executive  ability 
wliii  h  1  :is  made  him  so  successful  as  a  shop  manager. 


E.  W.   OLDS. 

In   TS'.io  Mr.  Kids  1 ;iiiic  iih'iil Hied   with  street  railway  work, 

going  Willi  the  Denver  Tramway  Co..  id'  Denver,  Col.  Since 
1n;ii;  lie  liiis  liei^n  with  the  .Milwaukee  KIcctric  Kailway  &  Light 
Co.  lor  which  lie  is  supeiiiiti'iideiit  of  rolling  stock. 

Mr.  Olds'  election  to  the  presiileiicy  of  the  association  is  an 
honor  which  is  well-deserved,  he  h.'iving  lieen  one  of  the  men 
most  active  In  el1<Mlliig  the  organization,  and  In  conlrllnitlng  to 
tlie  success  of  the  first  aiiiiiial  ineeling. 

•S  ■<  ,•« 

MK.  ANTHONY  If.  MKTZKI.A.V  I!  re-signed  as  general  man- 
ager of  the  Knell  .\ir  Brake  Co..  of  Bailie  Creek.  .Mich.,  ou 
.\ngnst  20th.  He  was  asso<-iated  with  that  company  three  years. 
the  tiist  jiart  of  tlie  time  :is  sales  manager.  Previous  to  that 
he  was  for  two  years  constructing  engineer  for  the  Magann  .\ir 
Bnike  Co.  Mr.  Mef/.elaar.  who  is  about  ."ilt  .vears  of  age,  is  a 
graduale  of  the  'reihnl<:il  Institute  of  Mechanical  Kngineering 
of  .\inslerdani.  Ilolhind.  anil  ujion  coining  to  .\merica  ho  took 
a  post  graduate  course  at  the  I'tiiversity  of  Michigan.  He  has 
ii:iveled  extensively  and  has  a  wide  acipialntance  with  street 
railway  managers  and  street  railway  w<n-k.  and  It  is  his  desire  to 
:'i';rii  beionie  ;itHllatcd  with  those  interests  after  he  has  enjoyed 
a  bill  r  vacation,  pait  of  which  is  being  spent  at  the  street  rail- 
way convention.  Mr.  Metzelaar  will  continue  to  reside  at  Battle 
Creek,    where   he  may    be   addressed. 


5TH  Year,  No.  3— Sept.  4,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


653 


LOST  I 

Mr.  .1.  V.  K.  Titus,  secretary  of  Iho  Ciirtoii-Hniiiels  Co.,  josler- 
ilay  liatl  tlio  inisfortiiiie  to  lo.si'  In  the  ivrridor  ot  the  (Jnuid 
I'liion  Hotel  a  pocket  liook  coiitaiiiin^  a  considerable  sum  of 
money.    The  finder  will  i>lease  leave  at  the  ottici-  of  the  liotol. 

»?•?« 
KEEP  THE  "DAILY  REVIEW." 
We  liej;  to  call  attention  to  the  fact  that  the  pages  of  the 
••-Kaily  Street  Uailway  Keview "  are  numhered  consecutively 
with  the  pages  of  the  monthly  "  Street  Uailway  Review,"  and 
all  four  copies  of  the  "Paily"  must  lie  preserved  to  have  the 
Volume  Xlll  complete  for  binding, 

EXCURSION  TO  SCHENECTADY. 
The  .special  train  carrying  the  convention  attendants  on  the 
visit  to  the  works  of  the  General  Klectric  Co.  at  Schenectady 
Thursday  afternoon  comprised  10  coaclies.  there  being  about 
7<H)  persons  in  the  party.  What  whs  termed  "  lunch,"  but  was 
in  reality  a  baminet,  was  served  in  the  balcony  of  the  new 
liuihling  which  is  to  be  used  as  one  of  the  turbine  shops.  The 
party  returned  to  Saratoga  at  7  p.  ni. 

STREET  RAILWAY  CONVENTIONS. 
Tlie  Twenty-tirst  .\nnnal  Convent  inn  of  tlic  Street  It.-iihvay 
.Association  of  the  Slate  of  New  York  will  lie  licld  at  Yates' 
Hotel.  Syracuse.  Tm-silay  .'ind  Wednesday.  October  (ith  and  7th. 
The  i-oiiventions  of  tills  .Vssociation  are  usnally  held  in  Septem- 
ber, but  the  date  was  {-hanged  thin  year  in  order  not  to  con- 
tlict  with  the  Saratoga  conventions.  Tlie  president  of  the  New 
York  Association.  Mr.  G.  T.  Rogers,  has  extended  an  invitation 
to  all  street  railway  and  supplyniGU  now  in  attendance  upon 
the  national  convi'iition  to  attend  the  New  York  meeting,  which 
promises  to  be  unusually  interesting. 

The  IL'th  annual  <-onvention  of  the  Pennsylvaida  Street  Rail- 
way .\ssoiialioii  will  be  held  at  the  I'ark  Hotel,  Willlams- 
IMirt.  Pa.,  on  Wedinsday.  Scpteniln>r  2Md.  .Ml  per.sons  who  are 
intert  sled  in  street  railways  in  the  slate  o(  rciuisylvania  are 
urged  to  le  presrnt  and  lake  with  them  as  many  members  of 
their  i-ompany  as  possible. 

The  T.  II.  Symington  Co..  of  Baltlmnre.  Is  exhibiting  Its  Sym- 
ington JoiM-nal  bo:;es.  Syniinglnii  ilust  ginirds  and  its  new  Mogul 
metal  for  :ill  classes  of  c;ir.  loconiotivc  and  street  ivillway 
e<|iiipiiieiit. 

*•,  tf.  f. 
The  Van  I  lorn  antonialic  couplings  are  Ixing  shown  bv   W.  'I'. 
Van     Korn.    of    Chicago,     who    incideiitnlly    presents    giiil  Innc  n 
visitors  alundniini   cigar  cases  as   .souvenirs. 

I>  »  IT 

C.  II.  Wliall,  of  Kosloii,  is  exhibiting  \\hairs  inetallie  window 
easing,  which  Is  cluimed  to  be  not  only  dust  an<l  rattle  proof, 
linl    prevents   the    window    from    sticking, 

•t  K  m 
Gim  Siickow.  general  manager  of  the  Vohc  Spring  Co.,  of  New 
York,    has   b»en   renewing   old   aci|uaiiil»lnces   and    frMiiilng    new 
frleiKlshlpH  during  the  <'onvenllriri. 

Hit*. 

The  William  I'..  Scaif.^  A  Sons  Co..  of  I'hiladel|dda,  sole  mak.'r 
of  the  Scalfe  and  Hie  Wi'-Kn-fro  wnti-r  softening  and  purifying 
HyHteinH.  will  hereafter  be  reiirenenteil  In  riilladelphla  by  Duncan 
W,  Patterson.  .M.  K„  with  heathpiarters  In  the  Ilarrlson  Bldg,. 
Klfteenlh  anil  .Market  (tlreets.  Mr.  PatterHon,  who  has  been 
liamlling  the  Hncliman  dyntem  of  water  pnrlflcntlon,  siiceeedH 
Mr.   Klernllne.   wlirwe  ortlceM   were  In   the   Mourse  Rulldliig. 

Till-  Robins  Conveying  Melt  Co,,  of  .N'pw  York,  Is  showing  a 
working  model  of  ItB  conveyor  and  It  la  attracting  much  at- 
tention. 


The  Flood  &  Conl;lin  Co..  of  Newark.  N.  .T.,  makers  of  sur- 
lacers,  or  v;irnishes,  for  railway  ears,  is  :i  newcomer  among  the 
exiiibitoi's  this  year. 

K  K  SF. 

Berry  Rrolliers,  of  Detroit,  sliow  two  highly-varnislied  panels 
of  different  colors  to  demonstrate  the  virtues  of  Iheir  well-known 
vjirnish  products.  The  rest  of  llieir  l>ooth  is  tastily  fitted  up 
for  reception  purposes. 

.Vdam  Cook's  Sons,  of  New  York,  had  the  misfortune  not  to 
receive  part  of  their  exhibit,  and  what  did  arrive  came  late. 
Still,  a  respectable  showing  of  Alban.v  grease  is  made  possible, 
and  the  comp;iny's  representative,  .\lbert  .T,  Squier,  is  well  quali- 
tied  to  entertain  callers.  George  0.  Cook,  one  of  the  proprietors, 
was  expected  to  arrive  last  night. 

Tlie  I'niliMi  Slates  CiH'tain  Co..  of  Newark,  N.  .T.,  is  represented 
by  II.  V.  .Sanville  and  A.  E.  Mcixell.  both  of  Philadelphia,  They 
e.vliibit  tlie  company's  curtains  and  curtain  fixtures.  These 
products  were  iilaceil  on  the  market  a  year  ago  and  have  been 
well    recei\ed. 

.lolin  II.  .Nickerson.  of  West  Newton,  Mass,,  president  of  the 
I'nited  States  Klectric  Signal  Co.,  which  is  making  a  eorapre- 
liensive  I'xiiibit,  reports  that  tli(>  outlook  for  an  excellent  busi- 
ness as  a   result  of  the  convention  is  very  encouraging. 

'I'lie  I.nmen  Bearing  Co.,  of  Unffalo,  is  making  its  usual  at- 
tractive exhibit  of  bronze  motor  anil  truck  bearings  and  its  im- 
provnl    ■•  Ideal  "    trolley    wheel,  '' "       ' 

Tlie  National  Electric  Co.  is  giving  out  a  very  usseful  souvenir, 
it  being  a  steel  measuring  tape  having  metric  measurement  on 
one  side  and  standard  on  the  other. 

Tlic  Fouler  truck  side  bearing  is  being  exliibiled  liy  Willi;ini 
II.  Fowler,  of  i:'.01  I'islier  Hlilg.,  Chicago,  and  it  is  llionghl  to 
be  .-i  very  excellent  device.  The  bearing  has  but  three  parts, 
is  strong  and  simple  in  constniction  and  can  be  applied  to  any 
size  or  style  of  truck. 

The  Brady  Brass  Co.,  of  .lersey  City,  is  exliibillng  its  lines 
of  bronze  bearings  and  babbitt  metals,  the  conipaiiy  being  rep- 
rc^cnlrd   by    I  >.   M.    l!r;idy,   C.    F.    King  and  G.   C.   Morse, 

•r.  *r. "!. 

■rill'  Nalioiial  l.orU  Waslier  Co.,  of  .Newark.  N.  .!-.  I'Niiiblls 
among  other  devices  a  new  ciirlain  li\liire  lor  w  hirli  a  patent 
has  .just    been   allowed.      'I'lic   cni-lain    is    halaiici'd    in    I  he   center 

and   at   ilie  ends  of   liic   lulic   .iic   li.L'lil    spring  sl s   whidi   run 

in  the  grooves  in  llii'  w  iiidnw  l'i:inie.  Constant  allgunient  is 
piactlcally  secured,  and  llnic  .iit  no  pinch  handles  or  cords. 
The  company  is  represciiird  h.v    li;iMiel  lloyt  anil   It.  1>,  Thomas, 

i>.  »>. »!. 

The  ICconomy  l.ubrlcalor  Co.,  of  Clilcago  and  .Milwaukee,  is 
reiiresented  by  B.  It,  St.'ire  and  W.  II.  Stare,  who  show  the  new 
"Economy"  lubrh-MlIng  ilevlce  for  car  .jourmils  at  the  space  of 
llic   I'cckh.im   Mannfacluring  Co, 

*F.  *;.  *r. 

.\llcii    \    Miii-risoii    Urake    SI .V    Maiiiir.-iclnrliig    Co.    exhibits 

a    lii'ln)il    re  iriHiihil  iiig   rniicliinc  :inil    liraUc  shoes. 

The  "  Fill  '  rlc.liic  railway  signal  syslciii  for  dcclric  railways 
can  be  seen  In  operation  oppnsilc  lln-  lilgli  liniiid  reiicc  at  llic 
rear  of  the  court   yard. 

K  K  tf. 

Tlie    lulled    stales   steel   Co.,   of   Everell,    Mass.,    Is   exhibiting 

the   Neal    duplex    brak d    .liipller    steel    castings,    the   exhibit 

being  In  charge  of  William  K.  Reld,  meehnnlcal  engineer,  hh- 
(ilsted  by  L.  H.  Miner,  of  the  steel  department. 


g:.4 


DAILY  STREIiT  RAILWAY   REVIEW. 


[Sekial  No— Vol.  XIII,  No.  8c. 


AMKRU'AN  CAIl  SKAT  CO. 
Till-  Anit-rli'mi  I'nr  Seal  Co.,  of  Kniiiklyii.  N.  Y..  oxhlbil 
liiK  various  t.vpoR  nf  Its  "  piisliovor  "  <to.sh  si'als  and  stationary 
hark  Hoats  In  rattan  and  plusli  npliolstrry.  The  stationary 
hnt'k  scat  Is  I'spoclnlly  adn|ito<l  Tor  rars  which  nrc  oporntod 
from  ono  t>nd  only  and  is  creating  l'on^i|l|l'ral>le  Interest  ainoni; 


riiihviiy  ulliiiiils.  Tlii'  piislioviT  cmss  sents  rxliiliitiMl  iiirliule 
several  desijrns.  a  notable  Instance  being  a  phish-covered  seat 
with  highroll  liead  rest,  autonuitic  movable  foot  rest,  and 
side  arm,   tills   .style  of  seat   beinp  adapted    for  high    speed   in- 


tenirban  oars.  Another  seat  to  which  especial  attention  is  called 
is  a  rattan  npholstered  .seat,  with  corrn>;atcd  back,  for  ordinary 
electric  car  service.  The  prim-ipal  aim  in  the  construction  of 
this  seat  Is  to  simplify  the  mechanical  push-over  action  and  to 
embody  as  few  parts  as  possible.    This  pushover  action  consists 


of  three  metal  parts,  Includlne  a  simple  cam  movement  to  shift 
the  rocker  anil  elevate  the  seat  cnshlon,  and  the  cost  for  main- 
tenance of  these  seats  Is  said  to  be  Inconsiderable.  This  com- 
pany makes  all  of  Its  eanvus-Iined  rattan  webbhiK  for  seat  oov- 
erliiK  and  Is  also  illrect  lm|Hirl<'r  of  sweeper  rattan,  which  It 
fnrnlshes  in  natural  anil  cut  lengths.  The  president  of  the 
company.  .Joseph  ."^alnion,  has  Just  returned  from  an  extensive 
trip  abroad,  where  he  has  greatly  furthered  the  company's  export 
Interests.  The  export  consignments,  ho  stales,  have  largely  In- 
creased ilnring  the  past  year.  Mr.  Salomon  Is  attending  the  con- 
vention, as  Is  Illrani  K.  Aekerly,  the  company's  sales  manager. 

*.nm. 

J.  G.  BRILL  CO.  WINS  SUIT. 

The  Brill  i-onipany  is  clrcnlallng  a  facsindlo  of  a  clipping  cut 
from  the  rhlladelphia  rubllc  I,edi;cr.  The  clipping  reads  as 
follows: 

"Trenton.  N.  .T.,  .\ug.  29.— .ludge  Hradford.  of  Oelaware,  es- 
pecially assigned  lo  try  the  cause,  to-day  decided  against  the 
North  .Jersey  Street  Hallway  Comimny,  now  a  portion  of  the 
public  service  corporation,  in  the  patent  rights  suit  brought  by 
the  .1.  (!.  Brill  Company,  car  builders,  of  I'hlladelphla. 

■•The  Brill  Coinpany  sued  for  an  accounting  from  the  Noi^h 
.ler.sey  Street  Car  Company  for  infringing  a  patent  on  pivotal 
steel  car  trucks.  The  opinion  of  .Indgo  Bradford  carries  with  It 
!\u  order  compelling  this  accounting." 

McGUIRE  MANUFACTURING  CO. 
The    Mciiuirc   company    is    kiiiiing   open    house   in    one  of  the 
hotel   collages.    The   conipany    is    well   represented   at   the  con- 
vention. 

SHERWIN-WILLIAMS  CO. 

The  Siicrwiu  Wiliianis  ( o.  is  simwiug  its  paints  and  colors 
for  all  classes  of  street  railway  work,  the  samples  embracing 
all  the  steps  in  the  process  of  painting  a  car  from  wood  to  fin- 
ish. Special  attention  is  called  to  its  AJax  insulating  varnishes, 
also.  The  famous  "  Covers  the  Earth  "  signs  are  displayed  on 
oasels  and  attract  a  great  deal  of  notice.  The  company  is  rep- 
resented by  E.  M.  William.s.  manager  of  the  street  railway 
department;  F.  A.  Elmquist.  special  street  railway  representa- 
tive, and  L.  W.  Barney,  New  England  representative. 

H.  W.  JOHNS-MANVILLE  CO. 

Tile  II.  W.  .lo]ins-Man\iiIc  Co.  •ui)ics  space  No.  07  where  It 

shows  to  excellent  advantage  a  well-arrangiii  assortment  of  the 
latest  developed  devices  pertaining  to  tlie  Sachs  "  Noark  "  en- 
closed fuse  apparatus.  There  is  also  a  ver.v  complete  line  of 
up-to-date  overhead  line  material,  ears,  clips,  trolley  wheels,  In- 
snl.'itcil  and  metallic  crossings  and  section  insiUators,  and  elec- 
tric car  lieaters.  of  which  several  new  designs  h.ive  been  re- 
cently brought  out.  The  comjiany  distributes  a  very  attractive 
and  useful  souvenir,  .\niong  those  in  attendance  are  .T.  W.  Perry 
:iii(l  .1.  K.  Meek,  of  New  York:  IT.  IT.  Voorhis,  of  rhlladelphia. 
:niil   .lames   ITnmiibrcys.   of   Boston. 

Thcrepresenlatives  of  the  .lohiis-rratt  Co.  in  attendance  are 
K.  K.  Hatch,  president;  .Joseph  Sachs,  electrical  engineer,  and 
.Mr.   Newton. 

Karl  .\.  .\nilnii.  imrchasing  agent  for  the  Stone  &  Webster  Co., 
Boston,  was  ;iii   interested  spectator  at   the  exhibit  yesterday. 

Tlic  Standard  Tole  &  Tire  Co.  of  New  York  has  a  number  of 
sami)le  poles   in   tiic  court  yard. 

The  exbibit  of  C.  O.  01>erg  &  Co..  of  Boston,  makers  of  register 
rmi  handles,  is  pei'snnally  conducted  by  Mr.  Oberg. 

Richard  Hnm  is  exhibiting  liis  new  trolley  catcher  and  re- 
triever at  the  space  of  the  Consolidated  Car  Fender  Co. 


5TH  Year,  No.  3-Ss^.  4,  1903.]  DAILY  STREET  RAILWAY  REVIEW. 

REGISTRATIONS    THURSDAY,    SEPT.   3, 


655 


1903 


A.  S.   K.  A.   DELEGATES. 

Bostou.  Mass.—  W.  H.  Trumbull.  Bus- 
ton    &    Wori-esUT    Street    K.v.    Co. 

Buffalo.  N.  Y.— Marott  Cohen.  Jr..  J. 
Millar.  J.  E.  Stevenson.  C.  A.  Coons,  t. 
k.    Xlarsball,    A.    J.    Karrcll,    International 

Cleveland.  O.—  1''.  W.  Coen,  Lake  Shore 
Electric  Ry.  Co.  • 

Ue  Kalb,  III.—  John  W.  GlldUen,  l)e 
Kalb  Svcamore    Electric    Co. 

Exeter.  N.  H.—  W.  D.  Lovell.  Exeter. 
Hamuiun  A:  Amesbury   St.  Ky.    Co. 

Flshklll.  N.  Y.— J.  T.  Smith,  Citizens 
Railroad.    Light    &    J'ower    Co. 

Gleus  Falls.  N.  Y.—  U.  Wakely,  D.  M. 
Hepburn,    Iludson   Valley   Ry.    Co. 

Hamilton.  O.—  I..  M.  Sheldon,  C.  h.. 
Palmer.  Cincinnati,  Hayton  &  Toledo 
Tract  Ion    Co. 

Harrlsburg.  Pa.— Mason  D.  Pratt,  Cen- 
tral   Pennsylvania    Traction    Co. 

Hartford,  Conn.—  E.  S.  Goodrich,  J.  U. 
Goodrich,    Ilarlford    St.    Ky.    Co. 

Haverhill.  Mass.—  I).  A.  Belden.  Exeter, 
Hampton   *:    .\mesbury   St.    Ky.    Co. 

Indianapolis.  lud.—  K.  A.  Scheutscher, 
J     L.    Malson,    Union    Traction    Co. 

Jersey  City.  N.  J. —  John  N.  Akarmau, 
Public  Service  Corporation  of  New   Jersey. 

Kenosha.  Wis.—  H.  J.  Arnold,  Kenosha 
Electric   Ky.  Co. 

Maynard.  Mass.-  Charles  11.  Persons, 
Concord.  Mavuard   &    Hudson    St.    Ry.    Co. 

Memphis.  Teun. —  Krauk  G.  Jones,  C.  H. 
Ruddock.   Memphis  St.   Ry.   Co. 

.New  Orleans.  I.a.— C.  V.  Cosby,  New 
Orleans  Hallways  Co. 

New  York  —  Richard  W.  Meade,  R.  E. 
Binning,  lulerurliau  St.  Ky.  Co.;  K.  R. 
Slater.    Interborough    Rapid   Transit   Co. 

Oneida.  N.  Y.—  Robert  E.  Drake, 
Oneida    Ry.    Co. 

Philadelphia,  Pa.— H.  B.  Nichols,  Phila- 
delphia  Rapid  Transit   Co. 

tjuebec.  Canada  —  G.  N.  G.'Holman,  H. 
H.    Morse,    Levis  County   Ry.   Co. 

Schenectady.  N.  Y.-  W.  B.  Potter,  F. 
G.  Sykes,  D.  \V.  Gross.  J.  E.  Woodbrldge, 
E.   J.    Ryon,   Schenectady   Ry.    Co. 

Syracuse,  N.  Y.— E.  G.  Conuette,  Syra- 
cuse Rapid  Transit   Co. 

Sanford.  Me.—  I.  L.  Melvon,  Atlantic 
Shore  Line  Ry.  _ 

T"tlca.  .N.  Y.—  W.  J.  Harvle.  H.  J.  Root, 
Uticn  Jt  Mohawk  Valley  Ky.  Co. 

Worcester.  Mass.  —  L.  H.  McLnlu, 
Worcester   Consolidated    St.    Ry.    Co. 


A.   R.   M.   &   E.   A. 

Albany,  N.  Y. —  U.  A.  Benedict,  United 
'I'rdtrloii  Co. 

Anderson,  Ind.— John  L.  Matson,  Indi- 
ana  Union   Traction  Co. 

Buffalo,  N.  Y.-- J.  Millar,  International 
Railway.  _ 

Boston,  Mas".-  C.  H.  Hill,  Boston  Ele- 
vated   Ry.   Co. 

Concord,  Mass.—  E.  T.  Millar,  Concord 
&  Manchester. 

Canton,  O.—  E.  J.  Ranch,  Canton-Akron 
Ky-    Co. 

Chicago.  111.—  Charles  K.  Lund,  M. 
O'Brien,  Chicago  City   Ry.   Co. 

Denver.  Col.—  John  A.  Beeler,  Denver 
'^'Ity   Tramway   Co.  _ 

Fonda,  .N.  Y.—  W.  H.  Collins.  Fonda. 
Johnstown  &  Gloversvllle  R.  R.  Co. 

Hudson.  .N".  Y.—  R.  P.  Leavltt,  Albany 
Sl  Huilson  R.   R.  Co. 

Indianapolis.  Fnd.— R.  Scheutscher,  In- 
diana   Union    Traction    Co. 

MIddlelMjro,  Mass.—  Charles  H.  Cox, 
Mlddlfboro.  Wan-ham  &  Buzzard's  Bay 
St.    Ry.    Co.  „     , 

Rochester.  N.  Y.— E.  J.  Wllcoxen,  Roch- 
ester &  S<«lu»  Bay  R.  R.;  K.  E.  Danfurtb. 
ICochr-ster   Ry.  Co. 

Rockland,  Mc—  Thomas  Hawken,  R.  T. 
C.  St.   Ry. 

Selnia.  Ala.—  .lohn  F.  Knowlen,  Selnia 
St.  \.  Suburban  Uy.  Co.;  W.  B.  Moormnn, 
fioHlhi-rn    Lt.    &  Trnclion   Co. 

81.  I.oul«.  Mo.-Merle  R.  Orlffelh,  HI. 
I.'itils  Transit  Co. 

Youngstown,      O.—  W.      B.      Harrington, 

Youngstown,  Hboron  &  New  CbbIIo  Ry.  Co. 

New    York  —  Henry    W.    French,    Engine 

Slop  Co. 

New    York  —  Charles   O.    Rally.    Oenerol 

F'ler,    Co. 

Handnaky.  O.—  R.  K.  Mickey,  James 
partridge.    National    Cflrl>on    fJo. 

Pittsburg.  Pa  —  Calvert  Townley.  West 
InghouM'   Elec.   tc  Mfg.  Co. 

Pittsburg.  Pa— Arthur  Harlwell,  West- 
lughouae   Klec.   Sc  Mfg.   Co. 

New  York  -  Henry  W.  Blake.  W.  K. 
Reard,  Rtreet  Railway  Journal. 


RKPRKKENTATIVEH       OK       NON- 
MEM  BERH. 
Aln-t.rdnm,    N.    Y.— T.    8,    Williams.    K. 
K.    l><r<Tidorf.    Fonda,   Johnstown   II  OIot- 
eravllle    R,    R.   Co, 
Brooktyo,   N.    T.—  Edward  Taylor. 


Brauford,  Conu.—  W.  G.  Bushnell,  Bran 

"uraud' Kapids,'  Mich.— W.  K.  Morley, 
Roland  G.  Morley,  Grand  Rapids,  Grand 
Haven  &  M.  Ky.  ^,    ^,^ 

Gloversville,  N.  Y.— J.  N.  Shannahan,  !• . 
A  Bogg,  Fonda,  Johnstown  &  Gloversville 
K    U    Co.;  A.   B.    Kyue,   Mountain  Luke  Co. 

Hempstead,  N.  Y.— Charles  G.  Mather, 
N     Y    &  Long  Island  Traction   Co. 

Levis,  (Juebec— G.  V.  G.  Hohnau,  Levis 
County  Ky.  Co. 

.Manchester,  Conn.- J.  A.  Spalding,  Hart- 
ford, Manchester  *:  Kockvllle  Tr.ini  Co. 

Mollne,  111.—  Johu  Italch  Blood,  -Mollne, 
E.   .Moline  .V:   Watertonu  Co. 

Nallck,  Mass.—  F.  1'.  guackenhush,  Na- 
ti<k   &  Cochltuale  St.   Ky.   Co. 

New  Orleans,  La.-  C.  V.  Cosby,  New 
Orleaus  Ry.   Co.  ,,       ^ 

Northampton,  Mass.— E.  M.  Damon, 
Northampton  &  Amherst  Co.,  and  W.  1' . 
Cai'ty   and    H.    M.    Chaffee.  ,  ,     „     , 

Paris,  France — Hiincau  MacDonaUl,  liiusl 
Parisian  Co. 

Oulucy,  Mnss.J-Janics  P.  I'arker.  Old 
Colony  St.  Ky.  Co.;  William  11.  Mullanc. 
t>uincy  &   Boston  St.   Co. 

Spokane,  Wash.— A.  L.  White,  Spokane 
Traction  Co.;  A.  L.  While,  Cocur  d  Alone 
&  Spokane  Elec.  Co. 

Schenectady,  N.  Y.-D.  J.  McLanc, 
Schenectady   Ky.  Co. 

Stallordsbirc  Potteries,  England -George 
C    Kent,   Potteries  Elec.  Traction  Co..   I. til. 

Troy,  N.  Y. — A.  Fairwealher,  Powers  A: 
Turner  Truck  Co. 

Winnipeg,  Manitoba— W.  Phillips.  Winni- 
peg St.  Ky.  Co.;  R.  R.  Knox,  Winnipeg 
Elec.  Ky.   Co. 

MISCELLANEOUS. 
Aspinwall,    L.    M.,    Wcstlnahouse    Elec.    *: 

Mfg.    Co.,    Piltsbuig.    Pa. 
Anderson,    P.    T.,    General   hiec.   Co.,    bcue 

nectady,  N.    X. 
Anthony,    Wm.    M.,    formerly.    New    Haven 

Car  Register  Co.,    New    Haven,    Conn. 
Allan,   J.    B.,    Alils-Chaiiuers   Co.,    Chicago, 

Andrews,   Wm.   C,    E.    P.    Roberts   &   Co., 

Cleveland,   O.  ,.     ,      .     , 

Buehler,      J.      G.,      Columbia      Mechanical 

Works,  Brooklyn,   N.  Y. 
Bovu,    F.    C,    formerly  of   New   llaveu   tar 

Kegisler   Co.,    New    Ilaveu,    Conn. 
Bomv,   C.    K;   General   Elec.   Co.,    Schenec- 
tady,  N.   Y.  „       „     . 
Bcmis,  S.  A.,  Bemis  Car  Truck  Co.,  Spring- 

Ueld,   Mass.  „       ,   , 

Bartholomew.    Wm.   S..   Adams  &   Westlake 

Co..    Philadelphia,    Pa. 
Bradley,    John    S.,    The    New    Haven    Car 

Register  t^o..    New   Haven.   Conn. 
Barbey,    F.    A.,    American    Brake    Slioe     A; 

Foundry   Co.,    Boston,    Mass. 
Braden,   N.  S..   Westlnghousc   Elec.   &  Mfg. 

Co.,  Cleveland,  <).  „     ^ 

Brown,   G.    W.,   W.   A.   Wood   Co.,    Bostou, 

Mass.  „  ,,, 

lirudy,  Paul  T.,  Westlughouse  Elec.  &  Mfg. 

c'o..   Syracuse,   N.   Y. 
Brislln,     A.     J.,      Westlughouse     Traction 

Brake  Co.,   N.   Y. 
Baker.     Geo.     E.,    WesUnghouse     Traction 

Brake  Co..   N.    Y. 
U.    1).    Bayiie,    Montreal,    Can. 
Bragg,    C.    A..    Westlughouse   Elec.    &    Mfg. 

Co.,   Philadelphia,   Pa. 
Br..wn.    R.    S.,    Westlughouse    Elec.   &   Mfg. 

Co.,    Boston,   Mass. 
Canipazzle,    J.    G.,    Curtain     Supply     Co., 

Chicago,  111. 
Cullrann,     Jos.     F.,    Jr.,    Universal     Brake, 

New  York. 
Croiise,  J.   L.,  Westlnghousc  Elec.  &   Mtg. 

Co.,   New   York.  ,  , 

Corey,    F.    B..    General    Elec.    Co.,    Schenec- 
tady,   N.    Y. 
Clark,    I.    B.,    VVeatlnghonse  Traction  Brake 

Co.,  Cincinnati,  O. 
Chapin,    Edward    H.,    Rochester  Car   Wheel 

\Vork»,  Rochester,  N.   Y. 
Condll.  S.   It.,  Jr.,  S.  It.  Condlt,  Jr.  &  Co., 

Boston,   Mass. 
Clark,  N.  F.,  W.  E.  Baker,  New  York. 
Dryer,    Ervln,    WeatllighoUBe    Elec.    &    Mfg. 

Co.,   Chicago,    III. 
Donaldson,    Wm.    W..    Gould    Storage    Bat- 
tery  Co.,   New    York. 
DaviM,    H.    P..    Wistinghouse    Elec.    &   Mfg. 

Co.,    PMlHlilirg,    Pa. 
Dewson,     K.     11..     Wcsilngliouse    Trnclion 

Brake  Co..    Pittsburg.    Pa. 
Drake.   I>.    E  .   Wesllnghoiise  Elec.  &  Mfg. 

Co.,    .New   York.  

Duinont.     John     E.,     The     Blarney     '1  rolley 

Catcher.    Rochester,    N.    Y. 
Iieliart,     W.     S.,     Beinla    Cur    Truck     Co.. 

Sprlnglleld,   Mass. 
Daniels.    II.    A.,    Sterling    Elec.    Mfg.    Co.. 

New   York.  „         „ 

Demiilh,     Gold     Car     Healing     c.o..     New 

York.  „ 

ElllcotI,    Jos.     R.,    WcBtliiKhouse    Traction 

Brake   Co.,    New    York. 
Killcott,     C.     R.,     Wesllnghouso     Traction 
Brake  Co.,   New   York. 


Estep.     A.     F.,     K.     U.     Nultall     Co.,     Pills- 
burg,    I'll.  „     ,,_ 

Elers,    A.    F.,    Westlughouse    Elec.    &    Mfg. 
Co.,   Pillsliurg.   Pa. 

Ellis,     Frank     IL,     Barbour-Stuckwell    to.. 
Cambridge,    Mass. 

Frenyear,    T.    C,     Westingliouse      Elec.      A: 
Mfg.    Co.,    Buffalo,    N.    Y. 

Fleuuiiing.    A.    E.,    Nernst    Lamp   Co.,    Chi- 
cago,  111. 

Ford.    11.    R.,    Chicago    Varnish    Co.,    New 
York.  ^ 

Franklin.   Wallace,   Union  Trust   Bldg.,   De- 
troit,  Mich. 

Field.   Arthur  W.,   Peckham  Mfg.  Co.,   Bos- 
tou,  Mass.  „ 

Frangls,   Francis,   Sterling  Elec.   Mtg.  Co., 
New   York. 

Green.      F.      V.,      Westlughouse      Traction 
Brake  Co.,  New  York. 

Gordon.  J.    K.,    Westingliouse  Elec.   &  Mfg. 
Co.,   Allania,   Ga. 

Gavlord,  T.  1'..  Westlughouse  Elec.  &  Mfg. 
Co.,  Chicago,   111. 

Gray,    E.    W.    T.,     Wesllnghouso    Elec.      Ac 
Mtg.   Co.,   New  York. 

Gregg,    E.    E..   Pltlsliurg,   Pa. 

Herr,      B.       M.,       Westlughouse      TracUoii 
Brake  Co.,    Pittsburg.    I'a. 

Hagar,      G.      A.,      Westlughouse     Traction 
Brake  Co.,  Chicago,  111. 

Hurtwcll,    Arthur,    Westingliouse    Elec.    & 
Mfg.   Co.,   Pillsliurg,   Pa. 

Hayden,   C.  A.,   Wendell   &  Macduffle,    New 

Macduiric,     R.     L.,     Wendell     &    Macduffle, 

New   York. 
Hoadlcy,    Geo.    M.,    Bemis    Car    Truck    (  o.. 

New  York. 
Hagar,    A.    P.,    Continuous   Rail   Joint   Co., 
Newark,   N.  J.  „ 

Iiigcrsoll,     J.     H..     Westlnghousc     Elec.     A: 

Mfg.   Co.,   I'lttsburg.   Pa. 
Ingersoll,    Fred..    I'ittsliurx,    Pa. 
■lohusou,    Charles    F.,    Charles    F.    .Toliusoii. 

Buffalo,   N.   Y.  , 

Jenks.     A.     P.,    G.    E.      Co.,      Schenectady, 

N.  Y. 
Keely,    W.   W.,   Walter  McLold  Co..   Olnclu- 

nail.  O. 
Kidder.  S.  J..  Westlnghousc  .\iv  Brake  Co.. 

SI.   Louis,  Mo. 
Kolseth.    11.    S..    Westinghou.se    Air    Brake 

(^>..    Boston.    Mass. 
Kclleuicr,    ('.    W.,    Ohiner    Fare     Register 

Co.,   Dayton,  O. 
Keyes,    F.   A.,   American  Steel   &    Wire  Co., 

New    York. 
Klrkhlde.    G.    B..    Standard    Auto    I,.    Co., 

Phllartelphin,   Pa. 
Keefer,   D.   II..   Keefer  Car  Switch   Co.,   Al 

tiaiiv,   N.    Y. 
Lutch,    E.    B.,    H.    W.    Johns-Mnnvllle   Co., 

New  York, 
liovell,   W.  W..  Westingliouse  Elec.  &  Mfg. 

Co..    Clovcl:uid.    O. 
Laurie.     Alvah     K..     The    I'itlslnirg     Itcduc- 

tlon  Co..   I'lllshurg.   Pa. 
Myler.   P.  J..   Westlughouse  Traclion   Brake 

Co.,    Hamilton,    Can. 
Miller,  J.  F..  WesUnghouse  Traclion  Brake 

Co..   PlllslHirg,   I'a. 
Mausoii,   n.  E.,  Westlughouse  Elec.   &  Mfg. 

Co  .    Boston,   Mass. 
Murrlll.   M.  M.,   Westlnghousc   Elec.   &  Mtg. 

Co.,    Boston,    Mass. 
Mills.    E.    1)..    Westlughouse    Elec.    &    Mfg. 

Co.,   Boston,   Mass. 
Martin,    Geo.     II.,     WesUnghouse    Traction 

Brake  Co.,   Boston,   Mass. 
Madoskle,    Geo.,    Geuenil    Elec.    Co.,    Sche- 
nectady,  N.   Y. 
Moffatt.     Davlil.     American    Car    Seat    Co., 

Brooklyn,    N.    Y. 
Morse,   J.   J..  St.    Louis  Car   Wheel  Co.,   St. 

Louis,    Mo. 
McFarland,    W.    M.,    WestlnglKiusc   Elec.    & 

Mfg.    Co..    Pittsburg,    Pn. 
N'uilhurv,     ».'.     F..     Westlnghousc     Elec.     & 

Mfg.   t'o.,    Detroit.    Mich. 
Newton.   A.    D.,   II.    W.  .lohns-Manvlllc  Co., 

New  York. 
Neff,   W.    A.,    Forest   City   Elec.   Oo.,    Cleve- 
land, O. 
Paine,     I''.     It.     II,.     Westlughouse     Elee.     & 

Mfg.    Co.,    New   York. 
Proliasco,    W.    M.,    Wcslinghousc   <.'o..    New 

York. 
Puloer,     Gi'o.     W.,     Wesliiighouse    Elec.    & 

Mfg.   Co.,   Syracuse,   N.    Y. 
I-eckhani,     E.,     Peckham     Mfg.     Co.,     New 

York.  „      , 

Popp<oihusen.    P.    Allicrl,    Green    Engineer- 
ing Co.,  Chicago,   111. 
Parsons.   C.   It.,  The  Penii.   Steel  Co.,  Bos 

ton.    Mass. 
Kilgg,    W.    S.,    Westlughouse    Elec.    &    Mfg. 

Co.,    New    York. 
Ray.      Win.      !>..      Wesllughouae      'Iracllon 

Braki'  Co.,   Cleveland,    O. 
RegeHter,     C.      W.,      Wesllughollsc     Elec.     & 

Mfg.    Co.,    Chicago,    111. 
Storer,   8.   B.,    Wi'stlughouse   Elec.   &   Mfg. 

Co.,    Syrui-use,    N.    Y. 
hlorer,    N.   W.,    Westlughouse  Elec,   At   Mfg. 

Co.,    I'lllshurg,    Pa. 
Spcirs,    Clias.     E.,     I>.     Van     NnHlnilid    Co., 
New  York. 


656 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XIII,  No.  8c. 


Sheldon,     II.      W.,     Thi>     Standard     Btecl 

Works.  ftilliKli'lpliln.  I'n. 
SniKli,    U.,    8tu»rl'iiuwlund    Co.,     Uumon, 

Mii». 
Sliiri-r,    J.    A.    Weit,    Sterllnc-Mriikcr    Co., 

Newark,  N.  J. 
SyniliiKloii.    b:.    II.,    The    T.    II.    Symington 

Co..    Iliillliuorc,    Md. 
Svnilnk'loii.    Jno.    K.,  The  T.    II.   Syniinelon 

I'o..    llallhiiori'.    Mil. 
SItt.   Kodnev.   Knllroad  Gi)xi*(te.  Now   York. 
SlnininuH,    !•:.    A.,    Itnllrond    (iHlelte,     Ne.w 

York. 
Si'Ui'cM.    C.    rhlladc'ljibla    Kli-c.    Co.,    I'hlln 

di'lphlfi.    I'a. 
Slrwart.    John    A.,    John    A     Slewnrt    Kleo. 

Co.,  CIni'Innnll,  O. 
SawyiT.    W.    II.,   <i4>nt>ral    Kler.    Co.,    Srhi*- 

noilndy,  N.  Y, 
Sroii,   r,   U.,   Vosp  SprliiK  Co.,  New  York, 
'rrapnell,    H.    W.,    Westlnchouse    Co.,    New 

York. 
Tonipson,    Ci.    M.,    Rxpcrt    Engineer,    R,    R. 

(ToniniUKlon,  Manft. 


Townley,    Cnliert,    \Veitlngho««e    lilec.    & 

MfK.   <'o..    New    York. 
Tyng,   K.    K.,   Whiilni;  Koundry   t;i|tilpmeut 

Co.,    New   York, 
Tueker,    E,    W.,    AlllsCbolniert    Co.,    Cbl- 

cuiso.  III. 
Taylor,  T.,  Taylor,  Tnionielltr  ic  Co.,  Sinn- 

ley,    KUKlund. 
miuian.     Job.     V.,    tlulvemal     Hriikc.     New 

York, 
rrendell,   Wendell  &   Mai-aullle,   New  York. 
Vnll,    JeMc    A.,    AlllHChnlniers    I'o.,    New 

York. 
Whellil I.ouIh  II.,   formerly   New   Unven 

Car   Ite^lNler  Co.,   lloHton,    Mut>N. 
WIlHon,    W.    W.,    I'e.khnm    Mfg.   <'o..    New 

York. 
WiHHiuorth,    A.    ('.,    The    Counolldali'd    Car 

I-'euder   Co.,    New    York. 
Whlney,     8.     I!.,     Imperial     Maehlne     Co., 

ritlsburg.  ra. 
Weatlnghouiir,   11.    II„   Weatliighousc  Trac- 
tion Brake  Co.,  New  York. 


MrB. 
Mr». 
.VI  r«. 
Mr>. 

JlTH. 

.Mm. 
Mm. 
.Mr«. 
.Mm. 
Mm. 

.MlK. 

Canada 
.Mrs. 
'  ,M  r». 
.Mrs. 
.Miss 
,M  rs. 
.Mrs. 
Mrs. 
Mrs. 
N.  Y, 
.Mrs. 


LADIES. 

J.  Millar.   Buffalo,  N.  Y. 
W.  J.   Thorpe,    Little   Hock,   Ark. 
I*'rank  a.   .lum-s.    .MenitdilK,  Teiiu. 
It.   K.    Illiiiilnit.    .New    York. 
K.    It.   ,siarir.    New    York. 
John   llegley.   Uuelda,    N.    Y. 
U.    N.    Cf.    Ilolinan.   t^uelie*',  (Canada. 
K.    G.    Ciinni'tte.    .*<yraiMlse,    .\.    Y. 
Will.   8.    Ilarlholoiniw.   New    York. 
John    K.    Ininiotit,    Itoehester,    N.    Y. 
(i.     I'.    G.     Iloliiian,     Levis,    1'.    U-, 

U.   II.   KIrkhlile,   Philadelphia,   Ta. 
II.    Moffatt.    ItriHiklyii,    N.    Y. 
J.   J.    .Morse.   ,SI.    l.oiila.    Mo. 
.Maru'ilerlli'    I'arsoiis.    ll<mloii,    .Mass. 
I-:.    ,\.    Sliiiliions,    New    York. 
W.    II.    Sawyer.    .Scheiieelady,    N.    Y. 
J.    A.    Spalilliii;.    .Miiiii'hesler,    C't. 
J.      N.      tShaiiiiiihnii,      Ijluveritvllle, 

T.  8.   Wllllama,  Anaaterdan,  N.  Y. 


HEYWOOD  BROS.  &  WAKEFIELD  CO, 
Tli«>  Ileywood  Hios,  &  Wnkplleld  Co.,  of  Wakefleltl,  Mn8.s., 
mill  Now  Yoi-k  oily,  shows  ,«eat.s  of  Iho  woll-known  Wliooler  pat- 
torn  III  various  stylos  of  ii|iholstofy.  lU  high  back  soat,  with 
lioad  rost,  pedostnl  hasp,  shifting  font  rost,  maliogany  arm,  lirou/.e 
grail  iiaiKilo  will  iiiool  aiiiiiiialily  llio  lioiiiaiiii  for  a  roiiifortabli! 
hamlsnnio  .soat  for  limg  liistanco  iiitonirliaii  roads.  This  is  do- 
slgiieil  to  witlistaiid  tiio  hard  nsago  soats  are  siilijoot  to,  and  it 
ran  bo  attadiod  to  tho  sldp  iif  tlio  oar  tlioroliy  ntillziiig  ovcry 
iiioli  of  spnoe  for  soatiiig  and  giving  a  widor  aislo. 

Tills  roniiiany  is  said  to  lio  tiio  largost  uiakor  of  car  seat 
wobbing  in  liie  world.  II  uses  only  iiard  onaniol  linlsli  rattan  for 
this  purpose. 

Tho  oonipany  is  roprosotilod  by  llortniiii  ISoiry  of  l-".'  Cliarlton 
St.,  New  York  city,  and   K.  II.   llciiry,  of  tlio  W.ikdiolil  ollicc. 

GLOBE  TICKET  CO. 

The  (Jlolie  Ticket  Co.  is  showing  samples  of  tickets  and  trans- 
fers, including  the  new  Ham  patent  transfer.  The  company  is 
distributing  a  cigar  cutter  as  a  souvenir.  W.  C.  Pope,  I).  C. 
IJrifflths,  1'.  C.  Snow,  and  H.  N.  Brown  are  attending. 

GOLD  CAR  HEATERS. 
The  Ibild  Car  Heating  Co.  has  a  full  line  of  its  latest  improveil 
electric  hwiters.  lOspecial  attontiim  is  called  to  a  large  bank  of 
heaters,  arranged  (o  show  the  method  of  regultiting.  The  ex- 
hibit is  in  charge  of  K.  K.  (Jold.  ,1.  K.  Ward,  W.  H.  Stocks,  and 
Frank  Cahlll,  chief  engineer. 

CURTAIN  SUPPLY  CO, 
One  of  llie  most  artistically  arranged  booths  at  the  convention 
is  tlie  e.xhiliit  of  the  Curtain  Supply  Co.,  wliidi  is  located  in  a 
conspicuous  corner  of  tiio  main  veranda.  The  company  is  show- 
ing samiih'S  of  tlio  Korsylli  anil  Hunowes  roller  lip  type  of  cur- 
tain li.vtures.  .Vttonlion  is  drawn  to  an  improved  type  of  fixture 
wliloh  permits  adjiisling  llie  cinlain  Hxtuio  to  moot  any  varia- 
tion in  tlie  window  opening  witiiotil  taking  tlio  curtain  from  the 
grooves.  A  locking  device  prevents  any  increase  or  decrease  in 
the  tension  on  the  spring  in  tlie  lixluro.  Tills  new  type  is  known 
as  the  Forsyth  tixture  No.  .St;.  W.  H.  Forsytli.  H.  S.  McClolIan. 
mill  A.  L,    Wliippiir  iire  in  attendance  for  the  cinnpan.v. 

FIRE  PROOF  WOOD. 
The  American  Wood  Fiic  I'louliiig  to.,  Ltd..  of  l,"ii;  Fiftli 
Ave.,  New  York  City,  is  circulating  a  reprint  from  an  article 
wliicli  appeared  In  tlie  New  York  Times  dealing  with  tlie  subject 
of  lireproofed  wood  for  electric  railway  cars,  the  article  having 
boon  prompted  by  the  recent  disaster  in  the  Faris  subway. 
Tlie  company  draws  attention  lo  the  fact  that  if  the  wood 
used  in  tho  making  of  tiie  I'aris  oars  had  been  treated 
by  the  fireproollng  jirocess  of  tho  .\merican  Wood  Fire-Proofing 
Co.,  the  contlagralion   would   not  have  occurred, 

MAGNETIC  ADHESION. 
Considerable    interest    is    being    shown    in    the    exhibit    pro- 
vided by  the  Magnetic  Equipment  Co.,  of  Chicago,   it  being  in 


the  nature  of  a  minature  car  wcigiiiiig  L'lO  lli.,  which  glides  up 
and  down  a  track  wllli  4,'i  per  coin  iiiclino,  now  and  then  stop- 
ping as   if   the   brakes    liad    lieeii   applied.      The    wliolo   forms  ii 

dii stiatioii    of    niagnotio    adhesion,    wliioli    is    ittlraiting    the 

altcntion  of  railroad  men  every  where.  The  idea  is  lo  virtually 
sniistitute  magnetism  for  dead  weight  in  procuring  increased 
adhesion  to  the  rail,  and  tlio  model  exliibited  is  said  bi  show 
at  the  drawliar  an  iiicroa.sod  pull  of  3<H»  per  cent  -with  the 
device  operated,  it  leiiuires  loss  tlian  one-half  of  one  per  cent 
of  the  motor  current,  which  is  taken  directly  from  the  trolley, 
bi  energize  the  magnetic  liold,  it  is  tignred  that,  in  increasing 
tlie  adhesion  30(1  per  cent  it  also  increases  the  po.ssibillty  of 
produciug  :{00  iicr  cent  more  friction  between  the  brake  slioe 
and  wheel  without  locking  llio  wheel,  tiiereby  placing  a  ear 
c(ini|i|ied  with  tho  device  in  a  positiiin  to  arrest  Us  own  iiiomen- 
liiin  in  one-third  of  llie  distance  tliat  would  be  reijnired  without 
it.  The  ilevlce  is  also  designed  to  dispense  with  the  use  of 
sand  on  the  rail. 

The  Magnetic  Fipiipiuont  Co.  oipiippod  a  4ii-lon  Baldwin  Uico- 
motive  with  the  device  about  a  nionili  ago  and  the  locomotive 
has  since  been  in  constant  service  on  the  Chicago,  Alilwaukee 
i!c  St.  I'aul  road  in  .Milwaukee  ever  since.  With  the  device  the 
dr.'iwbar  pull  of  the  locomotive  was  increased  30  iier  cent,  it 
is  stated.  The  company  has  .several  lottors  from  engineers  and 
others  connected  witli  the  C.,  M.  iV  1'..  liiglily  recommending 
the  device.  The  company  is  also  eqiiipiiing  a  i;oo-h.  p.  electric 
motor  car  for  demonstration  purposes  and  will  take  the  car 
from  <-ity  to  city  to  fully  doinonstiate  its  device  to  street  rail- 
way companies.  Kepresontativos  of  tlie  Magnetic  Equipment 
Co.  who  are  liere  are  C.  A.  Ballard,  treasurer;  B.  II.  Honey, 
secretary;  W.  T.  Uavldson,  general  agent,  and  W.  B.  Frazier, 
cliief  engineer, 

STANLEY   ELECTRIC   MANUFACTURING   CO. 

Tlio  Stanley  Eleilric  .Mamifactnring  I'o's.  exhibit  comprises 
till?  following:  Two  4.^-11.  ]).,  type  4(i2  motors  mounted  on  a 
Wasoii  truck  and  operated  by  a  series  parallel  four-motor  con- 
troller; one  3.S-I1.  I).,  type  401  inolor.  opened  for  insiiection;  a 
swilchlioard  monnti'd  with  circuit  breaker,  voltmeter,  ammeter 
and  iiulicatiu-  wtitlnioter;  a  street  car  circuit  breaker  adajitod 
to  care  fur  four  motors,  and  an  additional  four-motor  controller 
for  inspection.  All  of  these  devices  are  known  as  parts  of  the 
S.  K.  C.  system.  The  company's  standard  trolley  base  is  also 
shown.  Tho  Stanley  comiiany  is  represented  by  S.  T.  Dodd,  M. 
r.  Canlioid,  F.  W,  Carrett  and  W.  It.  llanilon.  of  Pittsflold. 
.Mass..  anil    II,   U.   Wilson,  of  Chicago. 

■I'lio  Stuart-IIowl.and  Co.  reports  that  it  has  sold  practically 
till-  oiitire  line  of  electric  railway  material  which  comprised  its 
exliiliit  at  the  oonvontion,  jiiid  in  addition  took  orders  for  con- 
siilorablo  ailditioual  material  ou  tlie  strength  of  the  character 
of  goods  shown. 

W.  C.  .\ndiews  is  representing  E.  I'.  Roberts  &  Co.,  of  Cleve- 
land. 

The  National  Carbon  Co,  has  samples  of  its  carbon  products. 


STH  Yeaf,  No.  3— Sept.  4,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


657 


CLIMAX  STOCK  GUARD. 
The  Climax  Foure  To.st  Co..  of  Chicacro.  sliows  sootions  of  tin- 
Climax  stock  jruard  as  placed  iii>oii  the  truck,  anil  also  exhibit.-* 
the  fence  posts  made  by  tliis  comp.-iii.v.  These  products  are  Uhi 
well  known  to  riHiui''o  extended  mention.  II.  E.  Overstrcet.  gen- 
eral manager,  superintends  the  exhibit  and  has  the  assistance 
of  his  son.   llarr.v   Overstrcet. 

BENJAMIN  ELECTRIC  MFG.  CO. 
This  company's  e.xhihit  consists  of  wireless  clusters  for  dec- 
trie  lights  and  other  electrical  siie<-ialties.  One  of  the  clusters 
shown  is  a  twivlight  duster  such  as  the  luterborough  Rapid  Tran- 
sit Co.  has  ordered  for  its  subway  ears.  Wherever  series  lights 
are  used  these  clusters  are  said  to  lie  desirable.  Another  featmo 
of  the  exhibit  Is  a  socket  for  two  incandescent  lamps  for  use 
at  the  ends  of  ears  to  illuminate  the  overhead  signs.  There  is 
also  shown  an  "all-weather"  socket  with  an  aluminum  casing 
in  one  pieiv.  The  exhibit  is  in  charge  of  Basil  (i.  KodJbanofT, 
manager  of  the  eastern  and  export  departments.  New  York  City. 

*>.  >!  K 

AMERICAN  CAR  WHEELS. 
The  .\merican  Car  &  Foundry  Co..  of  Chicago,  is  exhibiting 
its  solid  rolletl  st»H>l  ear  wheel  under  direction  of  H.  \V.  Fowler, 
manager,  and  Scott  Bluett,  of  the  St.  l/ouis  sales  department. 
The  exhibit  is  under  the  auspices  of  the  steel  wheel  department, 
none  of  the  other  products  of  the  company  being  shown. 

n  *■  *, 

ECONOMY  LUBRICATOR. 
The  Hallway  .lom-ual  Lubricating  Co.,  of  Chicago  and  Mil- 
wjiukee.  which  has  placed  ui)on  the  market  the  "  Kconomy " 
lubricator  and  dust  guard,  which  was  ilesci1l)ed  in  the  "  Review  " 
for  .August,  lias  receiveil  many  incpiiries  during  the  convention 
anil  the  compan.v's  representatives  report  a  most  encouraging 
outlook.  This  exhibit,  whidi  is  in  the  I'eckham  Manufacturing 
Co's.  booth,  is  in  charge  of  Burton  K.  Stare,  vice-president  and 
general  manager,  and  AVilliain  II.  Stare,  supeiiiihndciil  of  (lie 
company. 

A.  &  J.  M.  ANDERSON  MFG.  CO. 
The  Albert  &  .1.  M.  Anderson  .Manufacturing  Co.,  of  Boston, 
enhances  the  Interest  in  Its  exhibit  by  contrasting  the  old  with 
the  new.  One  side  of  its  booth  is  given  over  to  the  earliest 
types  of  overhead  material,  comprising  section  insulators,  trol- 
h-y  wheels,  metal  globe  strains,  ears,  etc.,  while  the  rest  of  the 
iMioth  is  devoteil  to  the  displa.v  of  up-to-date  devices,  including 
a  Brooklyn  insulator  designed  for  holding  up  ;i,000,l)O0  e.  ni. 
cables.  Several  types  of  tliird-rall  insulators  are  shown,  also 
including  a  new  reconstructed  granite  insulator.  The  New 
York  Kdisoii  Co.  recently  placed  an  order  with  tlie  Anderson 
•  oiiipan.v  for  a  shipment  of  switches  aggregating  50  tons  of 
lopiier.  This  Is  believed  to  tie  the  largest  swlli'h  order  ever 
placed.  Enrest  Wollinann,  of  New  York,  ,T.  K.  Kckinan,  of 
Boston,  and  II.  F.  Canville.  of  I'hihiddiihia,  represent  I  lie  An 
•lerson  compan.v  at   the  convention. 

»  r  r 

PECKHAM    MANUFACTURING  CO. 
The  I'c'kliani  exhiliil   iIjIk  year  iinlMdcs  lluee  .\l.  < '.  M.   (rucks 

and  the  14  B  .'5  X  short  wl 1  base  Inicks.  These  are  all  IKted  wKli 

the  Ta.vlor  nou-clatteriiig  brake  shoe  trough.  The  I'eckliain  rep- 
resontatlves  are  i->lgar  reekliani.  W.  M.  VVainph-r,  .1.  A.  Ilaiiiia. 
K.  C.  Ixmg,  Mr.  KIcharilH.  and  \V.  I,.  Bo.ver.  The  eoiiipany  Is 
asking  vlHiiors  to  reglsler  and  a  novel  Kouviiiir  will  bi'  ni.'iili'il 
to  nil   who  li-iive  their  names. 

r  »  r 

PETER  SMITH  HEATERS. 
The  I'eliT  Kmllh  llcati-r  <'o.  of  liedoK.  is  showing  lis  lio( 
wnUT  coll  henters,  .Num.  I  and  1!.  dcMigneil  for  electric  railway 
cars,  Ihf-sc  heaters  being  Hlmilar  (o  IhoMe  which  have  been 
adopted  on  ninny  llnoK  throughout  (he  country,  Healer  No.  I 
will  hent  the  InrgcHt  car  In  the  coldest  wealher  to  a  temperature 
of  n>  degre(>ft  with  n  coal  eoiiHiiiiiplloii  not  to  exieod  UNI  llm.  In 
24  boura.  It  Is  stated,  while  .N'o.  2  Is  Intended  for  Interurbau  cnrs. 


The  consuiiuitioii  of  fuel  for  tlie  No.  2  heater  is  placed  at  To 
lbs.  ever.v  2-1  hours.  I'eti'r  Sioidi  is  in  charge  of  (he  exhiliit  and 
is  assisted  by  his  son.  Kliiier  .1.  Sniitli.  secretary  and  treasurer 
of   the  company. 

RAILWAY  APPLIANCES  COMPANY. 

The  Itailway  .Xpiiliances  Co.,  of  Cliicago  and  New  York,  has 
a  novel  exhibition  booth  representing  an  end  section  of  an  elec- 
tric car  one  of  the  features  of  which  are  (lie  Q  and  C  Stan- 
wood  steel  car  steiis  with  wliidi  it  is  eiinipped.  These  steps 
have  patent  metal  strip  threads  and  each  strip  is  stamped  on 
(lie  portion  (ondiing  the  ad.)acen(  strip,  so  that,  wlien  assembled, 
the  strips  are  iuterlodced,  making  any  movement  impossilile. 
The  frames  are  made  of  rolled  sled  of  a  special  section  and 
rods  pass  through  the  frunies  and  strips  iirmly  lying  tliera  to- 
gether. Other  devices  shown  at  this  exhiliil  include  Q  and  C 
rail  drills  and  other  jineuniatic  tools.  .\jax  diaiiliragnis  for  vesti- 
bules and  the  S.vmington  .iournal  box  and  diisl   guard. 

GOULD  STORAGE  BATTERY  CO. 

■I'lic  IJould  Storage  I'.adery  Co..  of  New  York.  e.\hilil(s  photo- 
graphs of  storage  battery  installations  and  samples  of  plates 
used  in  the  batteries.  There  are  many  callers  at  the  liooth, 
wiiere  tlic.v  are  cordially  received  by  Henr.v  B.  Oakman  and  W. 
W.  Pavidson,  of  New  York,  and  K.  Ti,  Draffen,  of  tlie  Chicago 
branch. 

George  E.  Morgan,  of  riiiladclphia.  is  in  dmrgc  of  Mcrritl  & 
Co's.  <exliiliit,  whii'li  cipinprises  scMTnl  of  its  well-known  steel 
lockers. 

r  tf.  XT. 

PNEUMATIC  TOOL  EXHIBIT. 
W'liat  is  believed  to  be  the  first  exhiliit  of  I  lie  kind  ever  made 
at  a  street  railway  convention  is  tliat  of  the  Chicago  I'neumatic 
Tool  Co.  A  large  part  of  this  company's  exliibit  miscarried  in 
transit,  but  a  sutticient  number  of  sample  tools  were  secured 
from  the  Now  York  office  to  alTord  an  inleresdng  demonstration 
of  riveting  and  chipping  hammers  and  drills,  and  it  is  oxpecled 
that  today  tamping  machines  for  concrete  will  lie  in  operation. 
Hydro-pneumatic  pressors  for  coinnintators,  wheels,  armatures, 
pinions,  etc.,  are  shown,  as  well  .is  wood-boring  machines  for 
car  work.  The  exhibit  is  in  diarge  of  Thomas  Aldcorn,  of  New 
York,  general  sales  agent.    It  is  worth  inspection. 

tr.  *!.  *!. 

BEMIS  CAR  TRUCKS. 

The  lieiriis  C.-ir  Truck  Co.,  of  New  Yolk,  sli.iws  r.piir  lyjies  of 
Irneks-  (lie  Keiiiis  standard  single  (riuk.  I'.einis  No.  ir. 
double  (ruck,  Bemis  No.  47  double  truck,  and  M.  ('.  H.  No.  .''pi 
standard  double  truck.  The  Beiiiis  journal  boxes  are  poinled 
ipiil  as  being  posilivp'ly  diisl  ipiipipf  and  oil  (Iglil.  while  llic  brasses 
are  warranted  for  years.  The  N.p.  .M  (ruck  shown  has  a  device 
lo  leguliite  the  laleral  iiioliipti  by  siiii|ily  turning  a  nut.  The  car 
is  carried  Independcndy  of  ihi'  (nick   frame,  sy  as  to  avoid  .jar 

liom  (ho  truck   fri pr   iiihliic    motion    from   the  action  of  (he 

mo(or.  Springs  over  (he  journal  boxes  carry  the  truck,  brake 
ineehanism  and  a  portion  of  tlie  motors.  The  swing  iiolster 
droiis  below  tile  transom  bolster  lo  prevent  forward  ami  back- 
«:ird  motions  by  (he  brake  aclion.  The  Iransoiii  bolster,  with 
diiillng  blocks  altached.  is  liKcd  .■lipscly  iiidp  die  rrMiiie  ipf  die 
(rni'k  making  a  rocking  iiopllrpii  li'ss  liable  bp  ipi-pmii'  lliari  is  or 
dinaril.v  the  case. 

The  No.  M  truck  has  all  (In-  realiircs  of  (he  No.  :,\.  uilh  llo' 
excepllon  that  (he  half  cllipdcal  springs  rest  on  the  yoke  which 
carries  also  (he  ear,  truck,  motors,  etc.  Bemis  journal  lioxes 
can  be  used  wKli  the  No.  .''1I  (ruck  as  well  as  die  M.  C  B.  lioxes. 
re|iresen(ed  b.v  S.  A.  Bemis.  general 
Invenlor  and  bnllder;  W.  S.  lie  lliirl, 
ami    (biirge    W.    Iloadlcy. 

Till-  IHiiwood-Bnrretl  Car  Fender  Co.,  of  I.nkeiiori,  N,  If.,  Is 
Khowlng  lis  fender  set  up.  Thi-  represenladves  In  allendance 
are  (ieoigc  Hipwood.  die  Invenlor,  ,1.  W.  Barred  anil  Henry  S. 
.TenkliiH.ipf  BohIoii.  and  .\rdilbiilil  It.  Iinlby,  of  die  New  York  olllce. 


The  Bemis  compan.v  Is 
manager,  who  Is  also  di 
secrelary   and   (reasnrer. 


V 


DAILY  STREET  RAILWAY  REVIEW. 


[Seriai,  No.— Vol.  XJIl,  No.  8  c. 


HIGH  VOLTAGE  TESTS. 

One  of  tlip  prlliripnl  iM-nti-rs  of  nllracHon  nt  tlilK  yonr'H  pxIiIIiU 
has  provfKl  to  he  Dip  cninhinoil  exhibits  of  the  Aivhliohl  Hriidy 
fo.  mill  the  I.o('ke  Insulator  Mniiiirncliiriiii;  Co.  .\  Rn-ut  iiiiiii.v 
visitors  to  llic  lesliiiK  |iliiiit  In  nporntioii  in  tho  biiildlnj;  iiiljnct'nt 
to  the  liooth  occnplod  t>.v  those  coniimnios  hiive  liepn  lntpreste<l. 
InstniclPd  nnd  pntortninod  h.v  the  hiiih  tpiislon  tests  which  nrp 
Kivpn  at  frotiupnt  intorvals  and  whifh  form  a  vory  brillliint  dis- 
play, esppcinlly  In  the  evonlnp.  I'rinnirily  tho  ."KW-volt  cnrront  of 
tlip  local  strppt  railway  llnp  Is  pniploypd  to  rnn  tho  motor, 
dynamo  and  transformpr  nsod  in  tlip  tpsts,  which  arc  made  at 
from  .Vl.fion  to  12.">.«H)  vcdts.  Ilio  ratio  of  tho  transformer  iH-inp 
as  l..VtO  to  1.  The  transformer  has  a  capacity  of  ITri.dflO  volts 
and  was  made  hy  Prof.  Harold  H.  Smith,  of  the  Worcester 
I'l.iyteclinic  Instllnte.  The  practice  followed  in  testing  the  Loi-lio 
insnialors  is  i)recisely  tlie  same  manner  as  applied  in  the  factory, 
where  the  tests  arc  ordiiijiriiy  made  at  KIO.fKlO  volts,  some  times 
riinninj;  as  high  as  ]."<i.(Hn)  volts.  .\s  the  fluid  arcs  and  plays 
aliont  thp  largp  insnlators.  all  tlip  time  snai)ping  vigorously,  the 
display  Is  one  that  would  delight  a  Tesla.  I.ocke  Insnlators  are 
employed  liy  a  great  many  electric  railway  companies,  both  in 
this  country  nnd  abroad. 

nigh  voltage  tests  are  also  made  by  the  Archbold-Brady 
Co..  which  are  extremely  Interesting.  This  company  also  ex- 
hibits iihotographs  of  the  high  tension  lines  of  the '  Utica  & 
Mohawk  Valley  Railway  Co..  which  It  constructed.  Views  are 
also  shown  of  the  Atlas  Works  of  the  Standard  Oil  Co.,  which 
this  engineering  company  also  built.  The  same  company  is 
building  a  new  factory  for  the  Railway  Steel  Sfuing  Co.,  of 
Oswego,  doing  both  the  fabricating  and  erecting.  This  factory 
will  be  33r.x214  ft.,  steel  construction. 

The  gentlemen  representing  the  companies  concerned  in  this 
exhibit  are  Fred  M.  I.ocke,  of  Victor,  N.  Y..  William  K.  Arch- 
bold.  Paul  T.  l?rady.  >I.  A.  Dunne  and  .T.  R.  Mclntyre.  Walter 
r.oddard,  of  the  M"orcester  I'olyteclinic  Institute,  Is  lu  charge 
of  the  transforuKM-  and  high  voltage  tests. 

NATIONAL  TICKET  CO. 
The  Nati(mal  Tii-ket  Co..  of  Cleveland,  is  represented  by  0.  F. 
Bates.  Its  secretary  .umI  treasurer,  who  has  received  many 
callers  and  m:idc  many  new  acrinaintances.  To  each  he  prc- 
spnte<I  a  souvenir  of  liisipie  ware.  The  company  exhibits  a  new 
form  of  commul.'ilioii  ticket,  and  a  new  patent  cash  fare  re-- 
celpt  is  also  shown. 

*  *r.  *, 

ADAMS  &  WESLAKE  CO. 
The  Adams  *  Westlnke  Co.  Is  exhil>iting  arc  headlights,  sig- 
nal lamps  and  lanterns,  together  with  its  well-known  l>rake 
hiindles.  In  the  pvpiiing  thp  arc  headlights  illume  the  court- 
yard in  front  of  the  booth  and  attract  considerable  attention. 
The  company  is  represented  by  William  .T.  I'ierson,  of  Chicago; 
.Tames  A.  Foster,  of  I'liil.nl.lplii.i.  and  K.  H.  Stearns,  of  the 
N'cw  York  office. 

*>.  *.  *> 

TROLLEY  SUPPLY  CO. 
Robert  K.  Fast,  secretary  and  treasurer  of  the  Trolley  Supiily 
Cb.,  is  convinced  that  this  li;is  l)een  a  line  convention,  for  ho  has 
been  kept  busy  showing  the  Knul.son  trolley  retriever  which 
imt  merely  cat<hes  the  trolley  when  the  wheel  leaves  the  wire, 
but  actually  retrieves  it.  This  device  is  in  use 
high  speed   internrb.-in   lines  Ihionghont   tl 


on    numerous 
MMlry. 


•».«'.»!; 


UNIVERSAL  BRAKE  CO. 
The  rniversal  Car  Brake  Co.,  of  Lancaster,  Pa.,  has  an  in- 
teresting exhibit  which  lias  re<-eived  considerable  mprited  at- 
tention. It  shows  its  '-rniversal"  car  brake  for  which  it  is 
claimed  that  its  use  will  luweiit  many  accidents  and  also  avoid 
the  flattening  of  car  wheels.  It  is  a  combined  rail  and  wheel 
brake.  The  '•rniversal"  saiider  and  tiie  "  rniver.sal"  brake 
shoe  are  also  exliibite.l.  The  snudcr  is  worked  by  a  pedal  and 
tlie  sand  is  carried  in  jiockets  on  a  depositing  wheel.  The  brake 
shoe  is  made  in  three  parts,  a  plate,  holder  and  the  shoe  itself. 
The  slior.  .an   be  removed  from  the  holder  by  simply  tnrning 


two  nuts  on  the  side,  and  It  Is  stated  that  .10  shoes  can  bp  re- 
moved III  tlve  minutes.  The  company  is  represented  by  .Toseph 
Cullman.  |irvKldeiil:  .lidin  V.  Brnnner.  vice  pn-sldent ;  W.  M. 
Deal,  master  iiierhauh-;  I.   Levi  and  Riciiaril  Brimmer. 

f  V  •• 

INGERSOLL  LAUGHING  GALLERY. 
Wilhout  i|Uestion  llie  buoth  whicli  is  il:illy  receiving  the  most 
nnmerous  visitors  is  that  of  tlie  Iiigersoll  Construction  Co.,  of 
Pittsburg,  which  has  InKtaihil  as  its  exhibit  a  laughing  gal- 
ler.v,  which  Is  a  nieci-a  for  young  and  old.  It  can  be  easily 
located  by  the  laughter  heard  coming  from  that  particular 
booth.  In  it  are  Kl  of  the  company's  best  laughing  gallery  mir- 
rors, which  provide  the  most  liidlcronsly  grotesque  reflections 
Imaginalile,  so  lliat  the  viewer  spontanwuisly  laughs  in  spite  of 
himself.  The  Iiigersoll  company  makes  2(1  dilTerent  mirrors,  all 
haiidsoniely  framed.  The  comiiany  is  also  showing  a  model  of 
its  Fig.  .S  roller  coaster,  such  as  Is  installed  in  a  great  many 
street  railway  parks.  The  president  of  the  company,  Fred  In- 
gersoll,  says  that  parks  make  street  railways  and  the  Ingersoll 
products  help  to  make  the  parks.  Mr.  Ingersoll  Is  aided  In 
caring  for  tlie  crowds  of  visitors  hy  E.  K.  Oregg,  the  secretary 
and  treasurer,  and  I,.  W.  Ilydc.  traveling  representative.  They 
distribute  a   very  pretty  souvenir. 

RECORDING    FARE    REGISTER. 

The  Recording  F.ire  licgister  Co..  of  New  Haven,  Conn.,  is 
showing  its  recording  f.ire  register,  trolley  wheels,  trolley  eords, 
register  rods  and  lixtnres.  liell  cords,  punches,  conductors'  caps 
and  sundr.v  electric  railway  suiiplies.  The  features  of  the  ex- 
hibit, however,  are  the  recording  fare  registers  nnd  the  trolley 
wheels.  The  register  contains  a  removable  cylinder  upon  which 
is  firmly  fixed  a  slip  of  paper  and  each  time  tlie  register  Is  set 
to  zero  the  number  of  fares  collected  on  the  trip  is  embossed  on 
this  slip,  and  also  the  nuniber  of  the  register.  B.v  means  of 
carbon  duplicate  or  triplicate  records  may  be  made.  The  use 
of  this  register  makes  it  possible  to  do  away  with  the  con- 
ductors' trip  sheet.  It  is  stated,  and  tlie  itemized  record  per- 
mits the  conductors'  daily  report  to  be  checked  in  detail. 

The  trolley  wheel  shown  is  well  and  favorably  known  as  the 
"  New  Haven "  trolley  wheel,  for  which  this  company  Is  sole 
ngent.  This  wheel  has  a  bearing,  not  a  bushing,  and  is  state«l 
to  refiuire  no  oil.  The  Recording  Fare  Register  Co.  is  repre- 
sented here  by  M.  De  Forest  Yates,  president;  .T.  M.  Hayes, 
assistant  secretary,  and  Charles  W.  Yates. 

SPRAGUE  ROTARY  SANDER. 

The  Siiiagui'  Car  .\ppliaiice  Co.  is  sliowing  the  Sprague  ro- 
tary Sander  at  the  United  States  Kiei'tric  Signal  Co's.  booth. 
This  Sander  is  diiefly  a  rotating  cylinder.  20  lu.  long  and  9  in. 
in  diameter,  mounted  on  the  car  flow  and  discharges  the  sand 
at  one  end  through  buckets.  It  is  operated  by  a  pedal  and  it 
is  claimed  that  all  friction  is  jiracticnll.v  overcome  and  caking 
is  olivi.iliil.    .T.  .1.    Itudiliik  is  siiowing  it  to  interested  callers. 

*.  »>.  •>. 

NEW  AUTOMATIC  SWITCH. 
I'lie  .SiiieriiatL  .\Mtoiiiatic  Swilcii  Co..  of  .New  York,  is  showing 
a  new  automati<-  switch,  which  has  be<>ii  invented  by  R.  V.  Col- 
lins, the  vice-presideut.  The  operating  mechanism  consist  of  a 
magnet  and  a  reversing  iilate.  Gravity  nnd  magnetism  are  the 
forces  employed.  The  magnet  is  employed  to  throw  the  switch 
one  way  and  the  plunger  within  the  magnet  falls  of  its  own 
weight  when  released  and  throws  the  switch  back.  The  mechan- 
ism is  encased  in  a  tight  box  and  the  i-eversing  plate  is  immersed 
in  zero  oil  to  keep  it  in  condition  and  to  prevent  freezing.  J. 
It.  Slianley  is  iiresideut  of  the  company,  and  Mr.  Collins  and  ,T. 
n.    Peniiock   are  represeiiliiig   llie   i-oiiipany   at   the  convention. 

K  •!.  X 
Rossiter.  Mactiovern  &  Co..  of  New  York,  exhibit  street  rail- 
way motors,  rontroilers.  lamps  nnd  commutntors.  A  feature  is 
a  500-kw.  commutator  made  for  the  Brooklyn  Rapid  Transit 
Co.  Frank  MacGovern.  R.  .T.  Randolph,  .Tr..  Charles  McDonald 
and  George  R.  Davis,  of  the  New  York  office,  and  .T.  A.  Peirce, 
of  St.  Louis,  are  in  attendance. 


5TH  Year,  No.  3— Sept.  4,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


659 


CAR  MAINTENANCE  RECORDS. 


By  S.  C.  Stivers,  Lately  Auditor  Jersey  City,  Hoboken  &  Patterson 
Street  Ry.,  Hoboken,  N.  J. 


Read  before  the  American  Street  Railway  Accountants'  Association.  Sept.  3,  ;»«. 

In  taking  up  tliis  subject,  tlie  writer  has  contineil  himself  to  a 
desoriptitiu  of  a  system  of  repair  shop  aceouutiiis  adaptable  to 
small  street  railway  systems  where  the  facilities  for  office  work 
are  somewhat  limited  and  where  it  is  necessary  to  have  as  good 
results  as  some  of  the  larger  systems. 

As  some  of  the  more  important  reasons  for  keeping  repair  shop 
accounts  are  to  enable  the  cost  of  maintaining  individual  cars. 
trucks  and  electrical  apparatus,  to  be  known  in  a  manner  that 
comparison  of  equipmeuts  may  I'O  made  and  an  economical  basis 
of  maintenance  he  follawcd.  to  spo  whi'thcr  tlic  improvements  in 


equipments  from  time  to  time  are  giving  the  results  expected 
and  to  see  that  the  labor  employed  on  the  different  classes  of 
work  is.  being  performed  In  an  economical  as  well  as  satis- 
factory manner,  the  accounting  resolves  Itself  primarily  into  a 


miscellaneous  body,  brakes.  Journals,  wheels,  miscellaneous 
trucks,  controller,  armature  and  fields,  bearings,  trolleys,  gears 
and  pinions,  miscellaneous  electrical  which  are  numbered  from 
1  to  14  lespectively. 

The  car  record,  which  as  mentioned,  sliows  the  amounts  e.\- 
pt'Uded  for  both  labor  and  material  on  the  different  classes  of 
repairs  which  may  be  done  on  eacli  car  complete  is  operated 
in  the  following  manner.  When  a  car  is  received  at  the  repair 
shop  for  re4)airs,  it  undergoes  a  thorough  inspection,  of  which 
a  rept)rt.  showing  the  necessary  work  to  be  done,  is  made.  An 
order  bearing  the  car  number  as  an  order  number  is  issued  to 
the  shop  and  time  cards  are  issued  to  the  men  employed  on  the 
n  i)airs.  These  time  cards  are  printed  to  show  the  date,  name  of 
employe,  total  hours  worked,  car  number  and  is  subdivided  into 
14  spaces,  each  space  being  for  one  of  tlie  classes  of  repairs. 
Tliese  cards  also  have  cohimn.s  which  allow  the  number  of  hours 
spent  on  each  class  of  work  to  be  inserted  opposite  the  respective 
class.  The  foreman  of  each  department  enters  the  time  worked 
on  each  class  of  repairs  in  the  proper  space  on  each  employe's 
time  card  and  forwards  them  to  the  shop  clerk  who  enters  this 
time  in  his  time  book.  A  summary  is  then  made,  of  the  items 
on  the  cards,  which  shows  the  amount  spent  for  each  class  of 
A\-ork  for  each  car.  This  is  then  entered  on  a  daily  report  of 
rejiairs  to  all  cars  for  that  day.  From  this  last  report  entry 
is  made  of  each  <'ar  in  the  car  record  in  which  a  page  is  provided 
for  each  car  and  is  ruled  in  lines  for  the  date  and  a  column  for 
each  class  of  repairs  as  euimierated  above. 

The  nuiterial  for  the  repairs  is  drawn  from  the  storeroom  upon 
an  order  issued  by  the  foreman  of  each  department.  These  or- 
ders show  the  material  desired,  car  and  order  nvimber,  class 
numl)er  of  repairs,  and  are  entered  by  the  storelteeper  In  a 
record  book  showing  material  delivered,  price,  class  number  and 
car  nundier.  The  amount  chargeable  to  each  class  of  repairs  for 
each  car  is  daily  abstracted  from  these  books  and  entered  on 
a  report  similar  to  tlie  daily  car  report  of  labor  mentioned  above; 
entry  is  made  I'rom  tliis  report  to  the  individual  car  record  In 
the  same  manner  as  for  labor.  It  is  therefore  evident  by  this 
means  that  a  complete  and  dclailed  record  of  any  repairs  to  each 


8T0nER00.M    RECORD    OK    MATKKIAI,    IS.Sl'ICD    (Size   of    nrldliiiil,     aili  \  l:i  In.) 


record  which  shows  the  amount  expended  for  labor  and  ma- 
terial upon  the  different  classes  of  repairs  upon  Individual  cars, 
trucks  and  electrical  apparatus  and  secondarily  Into  an  Indivlilual 
record  of  the  mor<;  costly  Items  of  repairs  such  as  armatures, 
wheels  and  bearings. 
The  system  of  accounting  In  mind  provides  for  these  objects 


car  Is  kept  and  liy  referring  to  the  proper  page  aii<l  I'oluiiin  lo 
know  iit  iiiirc  llic  cost  of  ;iny  jiarticular  cl'iss  of  repairs  on  any 
car. 

The  armature  record  Is  Important  as  a  record  of  one  of  the 
more  costly  class  of  repairs  and  it  not  only  shows  by  the  time 
llic  aririalnrc  was  In  service  wliclhcr  llie  nialcrial  used  was  up 


Jersey  City,  Hoiiokhn  &  Paterson  Stkekt  Railway  Comi-any. 


\\lj>-'    ^^j^ 


INDIVIDUAI.  CAR    KECOItl)  (Hl/.e  of  oi'IkIijhI,  2i  x  ir,   In.) 


in    having:      Klrst,   an    Individual    car    reconl    wldch    kIiowh    the 
coHt  of  nil  repiilrs.  both  labor  and  malcrlal.  on  any  one  rar  for 
any  period  or  mileage.     Second,  an  arinaliire  record.     Third,  a 
wheel  reeord.     Kourlli,  a  bearing  reconl. 
The  repairs  are  classllled  In  14  clasNcs,  viz.,  pnint,  glas*,  fender, 


to  111!'  slatidard  but  also  hcIk  as  a  ''heck  on  llie  armaliirc  winder. 
This  record  conslHlH  of  a  projierly  ruleil  sheet  witli  columns 
having  Hie  following  hendlngH:  Date  Out,  Armature  Number. 
(!ar  ()u(,  Mud  Out,  f'aiise  Itepairs,  Winder,  Last  Uepalrs.  How 
Long  In  Service,  Car  In,  Knd  In,  Date  In,  HemurkH.     When  an 


S60 


DAILY  STREET  RAILWAY  REVIEW, 


[Serial  No— Vol.  XIII,  No.  8 c. 


nrmntiirp  Is  romovctl  from  a  ciir,  the  motor  repairer  mak»B  an 
entry  of  It  on  tlie  lilneklionnl  in  the  motor  Hliop,  fitntlng  car 
numlH-r,  arinntiire  number,  enti  number,  and  cauHe  of  removal. 
Tlie  forcniiin  of  tlie  motor  shop  makeK  a  report  at  tlie  end  of 
llie  (lay,  nsliiK  tills  hlaeklioard  an  a  UiiMk  mid  entry  Is  made  in 
rceord  iiniler  llie  pVojier  eoliimiis.  The  ariiiatiireK  are  removed 
to  the  ariiialiire  room,  the  re]ialrs  made  and  a  report  Is  made 
st.'itln«    the   n:iliiri'   of    reimirs    :ind    who    worked    on    the    siiiiie. 

JERSEY  CITY,  IIOBOkEN  &  PATERSON  STREET  RAILWAY  COMPANY. 

CtMck  Roll,  two  w»«k^  ■rtrtipj      ,  


m 


Tivrt 


TIMIO   itoiiK    I'.MII':    iSlKi  of  orlxlnnl,   IS'^;  x  l«?i   lu.) 

Kntr.T  is  iii;iile  riiiiii  lliis  n|Miit  lo  llie  ;i  1111.1  tiire  record.  Tlie 
report  of  iiist;ill.'i lions  is  iiiiide  iji  llie  siiine  manner.  Tluis  the 
master  niei-liniiie  is  nlile  .-it  iiiiy  time  liy  lookinK  up  the  reeord 
of  til"  work  to  tell  the  value  of  jiiiy  man  in  tlie  nrmntiire  room. 

.Ml  of  the  wheels  piirrhased  liy  the  <'oiii|iMny  in  mind  have  an 
individiiiil  siiaiantee  to  make  a  certain  niilease  iind  it  is  there- 
fore imporl.Tnl  lliat  a  record  should  lie  kept  for  the  purpose  of 
seeins  that  the  Kiiaraiileo  is  fnllilled.  This  record  consists  of  a 
sheet  baviiiK  spai-cs  for  Wlieel  Number,  Date  In,  Date  Out,  Cause 


WllKKL  AMI   l!i:.\i;iN(i    UlCCOli II  (Original,    15!4x»Vl   In.) 


Out  and  Milciific  and  is  operated  in  tlie  following  iiLinner:  A 
report  is  made  to  the  ollice  by  the  foreman  of  the  motor  shop 
on  a  blank  which  is  printed  to  show  the  car  number,  date, 
wlicels  taken  out  and  wheels  juit  in.  The  heading  of  "  Wheels 
Taken  Out"  is  siilidividi'd  as  follows:  Numbers,  Circumference, 
Axle  Niiniber,  Make,  Knd  Number  and  Cause.  Under  the  head- 
ing "  AVlieels  I'nt  In,"  the  subdivisions.  Numbers,  Circumference, 
Axle  Number,  Make,  Knd  Number,  likewise  appear.  Entry  is 
made  from  this  blank  to  the  wheel  record.  The  Individual  car 
mileage  for  tlie  car  under  which  the  wheel  was  placed  is  pro- 


AK.MATUUE   KKCOKD   (Size  of  original,   12%  x  10  lu.) 

<nred  for  the  time  tliat  the  wheel  was  in  service  and  is  entered 
in  its  proper  colunin  in  the  wheel  record  anil  If  the  mileage  made 
Is  not  u)!  to  that  guaranteed  the  proper  parties  are  notified  and 
demand  is  made  on  the  wheel  company  for  replacement. 

The  armature  bearing  record  is  u.scd  principally  for  the  pur- 
pose of  keeping  track  of  the  bearings,  and  is  very  desirable,  as 
U  enables  the  mas'cr-meclianic  to  see  if  the  bearing  metal  fur- 
nislied  is  of  the  proper  quality  and  makes  the  mileage  desired. 
A  report  called  the  bearing  slip  Is  made  by  the  foreman  of  the 
motor  shop,  giving  the  car  number,  date  and  motor  from  which 
bearing  was  removed  and  this  report,  with  the  mileage  made 
by  tlio  bearing  Is  entered  in  the  bearing  record.  When  a  bearing 
is  installed  a  report  giving  the  car  number,  date  and  motor  is 
made  .-ind  entered  accordingly. 


In  conclusion  a  few  woiiIh  nbont  the  time  book  may  he  of 
inleresl. 

Tlie  book  provides  spaces  for  the  date  of  the  pay  roll,  em- 
ploye's name  and  rate,  also  coliinins  for  the  iluys  of  the  week, 
lolal  hours  and  for  the  dlKtrlbntion  of  tlie  charges  which  are 
headed  Maintenance  of  liody,  .Maintenance  of  Truck,  Mainte- 
nance of  Klectrlcal   Ki|iiipnient,   and   Other   than   Cars,      When 


liAll.V    I!i:i'<i|lT.    I.AI'clIt   AMI  MATKIIIAI.  <1N  CARS  iSIm- of  original, 
III  X  y.P,  In. I 

;i  lime  card  is  received  llie  iiuiiiber  of  hours  worked  Is  entered 
luiihr  the  respective  day  and  the  number  of  hours  chargeable 
to  (he  ilifTerent  ai'counts,  as  above,  are  extended  to  the  proper 
columns.  At  the  end  of  the  pay  roll  the  totals  of  the  charge 
columns  should  eiiiial  the  total  hours  worked.  By  niultlplying 
liie  total  niinibi-r  of  hours  of  each  charge  column  by  the  rate 
(lie  amount  chargeable  to  each  account  Is  ascertained  and  en- 
tered accordingly  on  the  distribution  sheet  which  accomiianies 
the  pn.>'  roll  to  the  aiuliloi-'s  ollice. 


Pom  j^ 


Do  not  write  oo  b<ck  ol  tbil  Clfi. 


Clwck_ 


DAILY  XIME  CARD. 


Date- 


\'aiiic  . 
OrrJer^ 


Hnttra 

Car^ 







— 

CI 

NATURE  OF  REPAIRS 

HOURS 

REMARKS. 

2 

Paint 

Clans, 

3 

render. 

< 

niscellancous  Dodv, 

S 

Brakes, 

0 

Journals, 

7 

Wheels, 

S 

ni.scell.  Truck. 

9 

Controllers, 

10 

Armatures  &  PIds, 

11 

Bearings, 

12 

Trollevs, 

13 

Gears  &  Plnlon.s, 

l« 

niscell.  electrical. 

Accident, 

Otiicr  tlian  Cars, 

1 

I  Size  iif  urlglnul.  S''i  X  i;'-.  In.) 

The  total  nuniber  of  iioiirs  worked  each  day  are  entered  on  the 
jiay  roll,  totalized  and  amount  due  set  opposite  the  employe's 
name. 

I  might  add,  tli;it  where  work,  chargeable  to  other  than  main- 
tenance account,  is  done  that  the  same  method  described  in  the 
IKiition  of  this  paper  relating  to  the  car  record  is  used,  with  the 
exception  that  order  numbers  are  given  and  an  order  number 
book  is  used  instead  of  the  car  record. 

The  time  is  handled  In  the  same  as  for  maintenance  and 
amounts  chargeable  to  the  different  accounts  are  extended  to  the 
<:olunin  headed,  "Other  than  Cars,"  and  the  order  number  en- 
tered opposite  the  charge. 


STH  Ye.\r,  No.  3— Sept.  4,  i903  1 


DAILY  STREET  RAILWAY  REVIEW. 


661 


Among  tlie  advantages  to  be  obtained  by  the  use  of  this  sys- 
tem described  herewith  Is  the  economical  otflce  operation  and 
the  elasticity  of  the  records. 

One  company,  which  has  been  using  this  system  for  some  time 
with  satisfactory  results,  operates  upwards  of  four  hundred 
cars  and  has  repairs  done  at  six  of  its  car  barns  besides  the 
repair  shop  with  shop  otlioc  force  consisting  of  two  clerics  who 
In  addition  to  keeping  tite  accounts  attend  to  the  other  office 
work  connected  with  the  shop  including  conespondence.  nial<ing 
reports,  etc..  wliicli  are  called  for  from  time  to  time. 


J.  C,  H.  and  P.  Railway  Co. 


WHEEL  SUP. 
.      „ I}<U* 

J*w 

Cinntm- 

■caovT 

OutM 

Jju  jr« „„ 

nu  rvt  m. 

Cinmm. 

MUXo OtarXo. 

JTnrf  A> 

t^ 

>rlgl 

nal. 

39b  X  5  Id.) 

Imti  Cilr,  Hokokei  i  Piltreii  Slisel  iir.  Co. 


BEARING  SLIP. 


Date.. 

MOTOR 


iDrisInal.   3^!!,  .\  4»,   lu.)- 

The  equipment  of  the  company  using  this  system,  iiiiglit  bo 
incre.iiieil  within  certain  limits  witliout  increasing  the  expense  of 
the  office.  It  being-  necessary  only  to  liave  pagi-s  enough  iu 
the  re<-ord  books  to  accommodate  the  :idiiiiiiiii;il  c;ii-  niiinbers, 
etc. 

The  card  system  might  lie  substituted  fi>r  the  IkhiUs  l)y  those 
preferring  the  same  ami  would  Do  doubt  have  Its  adviiutages  iu 
this  case  as  it  has  getienilly  in  otti.'e  work  wlierev<'r  practical. 

SAFETY  CAR  STRAPS. 

The  aceomiHinyiug  cut  illustrates  the  Myers  Y-formed  safety 
ear  strap  whi<'li  has  very  recently  been  placed  on  the  market. 
This  strai),  which  marks  a  great  advance  \ipun  the  ordiuaiy  single 
xtyie.  is  designed  to  prevent  ai<'i(Ieiits  to  passengers  when  a  car 
Ik  going  aroiuid  curves  or  when  it  is  suddenly  stojipi'il  or  starleil. 
as  the  strap  does  not  sllile  along  the  strap  rod  like  ordinary 
Mtraps.  With  this  form,  the  elTect  is  the  same  as  if  tlie  |iassenger 
were  holding  on  to  two  straps. 


KtrapH  of  thiM  tyi«'  do  not  tend  to  accumulate  at  some  one 
p<ilnt  on  the  rodH  on  account  of  car  vibration,  anil  they  are  tiever 
near  enough  to  each  other  to  enable  a  passenger  to  liolil  two  In 

one  hand.     Expert 'e  has  shown  that  accidents  are  more  likely 

to  (M-cnr  Hi  the  ends  of  n  car  rather  than  at  the  ceider.  and  It  Is 
therefore  advisable  to  place  a  number  of  straps  at  the  extrem<! 
en>U,  which  can  l>e  done  by  attaching  one  end  of  enr'h  strap  in 
side  and   the  other  ouUide   the  uud   rod   HUpportn.     The  Mlrup 


brandies  are  each  G  in.  lung  and  are  I'liniishcd  with  buckles  and 
holes  enabling  each  braiicli  to  be  longllicned  about  3  in.  The 
length  of  the  middle  piece  is  about  llii  in.  For  the  convenience 
of  the  passenger  who  is  obliged  to  stand  the  handle  is  padded 
with  line,  soft  leather,  and  medicated  to  prevent  the  secretion  of 
germs. 

Owing  to  the  Y-shape  of  these  straps,  Ihey  will  give  double 
the  life  and  strength  of  ordinary  straps,  because  the  Iciisiou  is 
divided  among  the  branches.  On  the  ordinary  strap  the  weight 
of  a'  man  is  concentrated  at  one  point;  the  strain  on  the  bar. 
therefore,  is  maximuiu  at  that  one  point.  Hy  using  this  car  strap 
tlie  strain  on  the  bar  is  distributed  over  C  in.,  thereby  nMlueing 
to  a  minimum  the  possibility  of  bar  breakage. 

Consolidated  Car  Heating  Co.  has  sold  to  date  61.4.")4  electric 
heaters  for  use  iu  the  City  of  Greater  New  York.  More  than 
threivUfths  of  this  number  were  sold  during  the  last  two  years. 

L.  C.  CHASE  &  CO'S.  EXHIBIT. 

The  exhibit  of  L.  C.  Chase  iV  Co.,  of  Uostou,  Mass.,  includes 
samples  of  Chase  leatlier  for  car  seats  and  car  curtains.  Chase 
plushes  and  the  Chase  curtain  fixture.  Chase  leather  is  made  in 
all  leather  grains  and  it  is  claimed  for  it  that  it  is  not  only 
waterproof,  but  that  it  will  not  scratch,  crack,  peel  or  stain. 
The  exhibit  is  in  charge  of  Frank  15.  Hopewell,  assisted  Iiy 
■William  Walden. 


.\  new  I'eatnre  sIkpwii  lliis  ye.ir  is  :i  cnrlain  tixinre  liaving  a 
'•  pnsli  "  bar  instead  of  a  '■  |iiiirli  "  li:ir;  lliat  is  tile  curtain  is  re- 
li^asi'd  by  pressure  with  llie  llininli  instead  of  by  pinching  Iwo 
linger  iiieces.  This  is  held  to  be  liie  most  natural  way  of  hand- 
ling  a    window   enrlain.      'I'lie   cnrlain    rod    eiig.iges   liie    window 


grooves  at  the  sides  of  the  grooves  Insli'ad  of  al  llie  ends  of 'the 
ro<l,  by  means  of  a  novel  hinge  device.  Tlie  new  llxlure  Is 
claimed  Ijo  give  greater  ease  in  handling  the  cnrtain;  to  prevent 
the  rod  from  becoming  disengaged  from  the  side  grooves;  and 
to  prevent  binding. 

U.  M.  ('.■iniiilMll  and  It.  II.  ll.-iiiier  were  In  .■illeiidance  for  tlic 
Western   Klectric   Co. 

Kdwln  II.  Haker,  of  .New  VoiU.  viewed  llie  exiiilills  ullli  In- 
terest yesterday.  He  Is  associated  willi  llie  <  iaieiia  Sit;iiai  oil 
r;o.,  and  with  S.  T.  Haki-r  &  (,'0. 

The  r.ildgepoi-l  Kniss  Co.,  .'illlioiigh  It  has  no  exliibll,  Is  rep- 
resented by  Wylle  Hrowii,  of  the  .New  York  olllce  of  (he  com- 
pany. 


GG3 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8c. 


The  American  Automatic  Signal 

GIVES    ENTIRE    SATISFACTION 

ll  al>»>liit<'ly  p^■vl■llt^  hiad  "ii  ^r  rcur  iihI  rDlli.siiim.  W  Iiimi  hIh-ji'iI  twii  cars 
iniiiicil  iK-rii|>y  uiiv  \>liM'k  iir  wcliun  nf  track  at  tli<-  Hniiie  tiiu?.  It  will  not 
prniiil  tlir  Netting  ••(  a  rautiiinury  or  jHTUiiiuiivo  Hignul  ut  ni-ur  i-nil  uf  liliN'k 
unli'sK  tilt*  ilanji;«*r  ni^nal  at  far  end  Ik  si*t. 

Ini-anili'SiiMit  hini|i9  ilo  not  form  a  part  of  tlu'  main  cirpnit,  tt.t  they  shonlil  not  \te  tlie 
onlv  vi.sual  incliiaiioii  of  asignal  but  hIiouIiI  follow  tin?  nioviMn<-nt  of  a  wniaphon- 
liladf,  wliiih  will  niovi-  earli  linn-  ibe  signal  i»  o|>eratc<l,  wUetUer  the  lani|w  liurn  or 
not. 

Till-  wttiiif;  and  rli'aring  circuit.x  an-  riowil  automatically  and  wlicn  tin-  signal 
has  lii'<<n  si'l  at  dangiT  il  is  Icnkcd  and  cannot  l>f  cleared  until  the  car  lias  pasHcd 
tlirougli  till'  bl"«'k.  Il  will  work  only  oue  way  when  two  cars  enter  the  IdiH-k 
from  hoi  h  ends  at  the  same  time.     It  will  operate   any  where    between    2M   and    (lIHt 

American  Automatic  Switch  ®  Signal  Co.,  84-86  La  Salle  St.,  Chicago 


THE  ETERNAL  FEMININE. 


•■.Nice  lookiir  liiiiuli  o'  clothes,  ain't  she?",  said  No.  89  as  he 
g:i/.ed  adiiiUliigly  after  his  wife,  who  had  Just  handed  him  his 
dinner  hviekel  as  his  ear  pas.sed  their  street. 

"  Very!     Did  she  see  you  before  she  married  you?" 

"Oh!  Go  'way!  I  alu't  such  a  slouch  when  I'm  washed  an' 
n.\ed  up!  See  me?  Guess  she  did.  Uode  ou  my  car  close  to  a 
year  'fore  we  were  married." 

"Courted  her  on  duty,  eh?  Ill  bet  a  cigar  it  didu't  cost  her 
much  for  carfare! " 

"  There's  where  you  lost  a  see-gar!  " 

"  Did  she  always  pay  her  tare?  " 

"Betcher  life  she  did,  she's  that  kind!  When  we  got  ter 
goln'  reg'lar  together  1  missed  c'Uectiu'  her  fare  ouc't  an'  when 
she  gets  off  she  hands  It  to  me  an'  says,  says  she,  '  Mat,  here's 
a  nickel  b'lotigs  to  th'  company,  guess  you  forgot  It,'  she  says  an' 
looks  me  straight  'n  th'  eyes  an'  you  bet  I  c'llected  a  fare  f  om 
her  every  time  after  that!  Say,  d'ye  know  what  took  me  about 
that  gell,  lirsl  off?" 

"  Why,  her  looks,  I  suppose?  " 

"Looks  nothin'  —  beggin'  your  pardon  for  puttiu'  it  that  way 
—  I'm  too  old  ter  notice  gell's  looks  onless  they're  rubbed  into 
me!  No,  what  took  my  eye  was  th'  way  she  got  on  au'  off  tit' 
car,  —  no  waitin'  on  th'  curb  ontil  th'  ear  come  to  a  dead  stop 
an'  then  lookin'  over  it  's  if  she  didu't  like  its  looks  or  th'  people 
in  it  an'  wanted  a  ce'tilikit  about  it  before  she  got  on!  No 
waitin'  'util  I  asked  her  for  her  fare  an'  then  takin'  live  minutes 
to  hunt  up  her  purse  an'  then  haudin'  out  a  plugged  nickel  'r  a 
Canada  <iuarter!  No  waitin'  'util  th'  car'd  gone  by  her  street 
an'  then  rushin'  out,  gettin'  off  back'ards  au'  turnin'  summer- 
sets 'n  th'  road  —  no  sir.  When  th'  car  stopped  she  was  right 
there  to  get  on  an'  got  on,  had  her  change  ready  for  me  an'  tol' 
me  where  she  wanted  to  be  let  off  an'  was  at  th'  door  ready  to 
get  off  when  th'  car  stoi)|)ed  —  an'  It'd  please  you,  sir.  to  see  that 
girl  get  off,  skirts  an'  bundles  In  'er  right  hand,  take  hold  'er 
til'  grab-handle  with  her  left  an'  swing  off  light  an'  safe  as  you 
or  me!  Yes  sir!  '  Well,'  1  says  to  myself  when  I  see  her  do 
that,  'well,'  I  says,  'you'd  be  a  good  wife  for  some  railroad 
man!  You've  got  savvy,'  says  I,  an'  that  sort  o'  started  the  mat- 
ter'n  my  mind  as  to  her  beln'  th'  woman  for  me  an'  that's  how't 
begun!  —  Schiady  St.?  We're  past  that  Miss,  two  blocks  back!  " 
(Clang!) 

"Why,  I  wanted  to  get  off  there,  why  didn't  you  call  it  out?" 
said  a  youthful  voice  from  inside  the  car. 

"  I  did.  Miss." 

"  Well,  yon  know  I  always  get  off  there,  why  didn't  you  call 
It  louder  so  as  to  make  me  hear  It?" 

"  Do  you  want  to  get  off  here.  Miss?" 

POSITION    WANTED. 
Wanted,   position   as  General   Manager  or   Superintendent  of 
Electric  I.igliting   riant;   IG   years'  experience  as   Manager  and 
Superintendent.      Best   of   references.      Address   X,   O/o   Street 
Railway  Review,  39  Cortlaudt  St.,  N.  T.  City. 


"Oh,  1  don't  know  —  wail  a  second!"  and  then  there  was  a 
confused  clatter  of  female  voices  iu  argument  for  a  minute, 
while  No.  89  stood  with  his  hand  on  the  bell-cord  and  a  tired  look 
in  his  eyes. 

•■  Can't  hold  the  car  all  day,  Miss!  "  as  an  enquiring  "  Clang! 
Clang! "  came  from  the  motorman's  gong. 

••  Oh,  go  ou  with  your  old  car! "  came  ripiiing  out  from  the 
group  and  '  two  bells  '  started  it  with  the  result  that  an  agonized 
voice  shrieked  out,  "  Oh  I  must  get  off  —  I  really  can't  stay, 
girls,"  there  was  a  swish  of  I'eniinine  diaireries  held  up  by  the 
left  liaud,  a  reach  for  the  back  grab-handle  with  the  right  baud 
and  before  either  No.  SU  or  I  could  move  there  was  a  very  pretty 
bundle  of  clothes  rolling  ungracefully  in  the  street  while  a 
chorus  of  shrill  shrieks  went  up  from  inside  the  car.  Of  course 
we,  No.  89  and  I,  the  only  men  aboard  —  jumped  off  quickly  but 
uot  before  the  bundle  had  erected  and  shaken  itself  and  dis- 
closed a  very  pretty  and  angry  face.  To  the  inquiries  of  No.  89 
the  face  replied, 

"  Horrid  thing!  No.  I'm  not  hurt  but  it's  no  thanks  to  you,  1 
believe  you  did  it  on  purpose!  I've  half  a  mind  to  have  papa 
report  you!  No  —  I  won't  give  you  my  name,  it's  humilialing 
enough  to  be  thrown  tliat  way  without  having  oue's  name  in  the 
paper  about  it!  No,  I'm  all  right  girls,  —  no,  don't  get  off,  I'm 
uot  hurt  the  least  bit!  No,  nothing  came  loose,  —  no  thanks  to 
this  though! "  and  with  a  contemptuous  motion  of  the  head 
toward  No.  89  as  "  this "  she  walked  off  and  we  got  back  on 
the  car.  No.  89  to  be  talked  at  by  live  Indignant  young  women 
for  several  blocks. 

"  Honid  thing!  lie  started  the  car  just  ou  purpose!"  "I 
don't  believe  he  called  out  the  street  at  all,  they  never  do  and 
if  they  do  you  can't  understaud  it!  "  "  And  poor  Jessie  might 
just  as  well  have  been  killed,  I'll  bet  her  dress  is  just  ruined!  " 
"  I'd  sue  him  if  it  happened  to  me!  "  "  Yes,  it'd  teach  him  some- 
thing, starting  tlie  car  that  way  when  he  knew  she  wanted  to  get 
off!  "  etc.,  etc.,  etc.,  while  No.  89  only  observed  In  a  low  voice 
to  me, 

"  Now,  wouldn't  that  jar  you!  " 

After  they  had  left  the  car,  which  they  did  with  a  very 
haughty  and  supercilious  air  towards  poor  No.  89,  he  turned  to 
me  with  a  comical  expression  on  bis  face,  held  out  a  "  witness- 
slip  "  and  said, 

"Would  you  mind  signin'  that  sir,  an'  i)iittiir  your  address 
on  it  —  matter  o'  form  I  gue.ss,  she'll  never  make  no  complaint 
to  tlie  comp'ny,  she'll  lake  It  out  on  me,  but  she  may  tell  about 
it  to  her  feller  an'  If  he's  very  soft  on  her  he'll  go  an'  raise  h  — 
1  beg  i)ardon  sir  —  I  mean  he'll  enter  a  complaint." 

There  Avas  a  iiiminant  silence  for  a  minute  and  then  he  broke 
loose,  — ■ 

"  Beats  all,  don't  it,  about  women  on  cars.  Three  of  'em  got 
on  my  car  together  th'  other  day,  an'  when  I  went  t'  c'lect  their 

POSITION    WANTED. 
A  master  mechanic  of  20  years'  experience  —  both  mechanical 
and  electrical   work.     Can   furnish  good   references.     Apply   at 
Street  R.'iilway  Review  Booth,  or  address  Street  Railway  Re- 
view,  Chicago,   III. 


5TH  Year,  No.  3— Sept.  4,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


31 


fares  ilit-rv  was  111'  usual  si-rap  as  to  who  sliouldu't  pay.  Well, 
they  settled  it  "t  last  an'  th'  oue  as  got  stuck  hands  me  out  a 
Canada  (juarter  au'  says  take  out  for  three  au'  wheu  1  tells  her 
that  th'  eouip'ny  won't  take  it  except  for  twenty  cents  she  gives 
lue  a  lung  song  au'  dance  about  how  tliey  took  'em  in  her  town 
an'  was  glad  to  get  'em.  I  wanted  to  say  souipen  —  but  I  didut 
—  jUH'  told  'er  as  il'd  come  out  o'  my  pocket  if  I  took  it  for  a  quar- 
ter. Well,  she  growled  an"  made  another  dive  inter'  her  pocliel 
lH>uk  an"  fetched  out  a  plugged  dime  an'  a  nickel  so  smooth  it 
didn't  have  er  mark  er  any  sort  on  it!  Then  I  wanted  ter  cuss  — 
but  I  didn't — I  c.xiilained  as  cari^ful's  I  could  Hint  tlie  cc)iMi)'iiy 
wouldn't  stand  fer  coins  like  that  an'  I'd  ha'  to  lose  it.  Well  .ill 
this  took  time  y'know  cos  she  had  ter  argue  about  it  an"  there 
I  stood  waitin'.  So  she  dives  inter  'er  purse  agaiu  au'  rum- 
mages ar>>iind  an'  then  looks  up  at  me  an'  snaps  out  '  Uon't  stand 
there  watching  me,  we're  not  goin'  to  run  away;  attend  to  your 
duties  an'  I'll  give  j'ou  something  in  a  niiuute  that  you  aud  your 
comp'ny  will  take! '  Then  I  sees  her  an"  the  other  wouieii 
emptyin'  out  their  pocket  books  an'  I  knowed  what  was  comin' 
an'  sure  'nough  she  beckons  me  in  an"  puts  fifteen  pennies  in  my 
hand  an'  says  'Will  .vou  take  those?'  an'  I  wanted  ter  cuss 
worse'n  ever  —  but  I  didn't.  I  only  says  '  yes'm,'  an'  then  she 
says  '  now  we  desire  to  see  those  fares  rung  up,  we  want  to 
know  that  the  comp'ny  gets  'em!'  Well,  that  broke  my  back. 
for  you  see  when  she'd  give  me  the  Canada  quarter  an'  said 
'take  three  out'  I  'rung  up  three  same  as  usual.  Well,  tall; 
about  bein'  hot  —  I  was  slzz'lin'  by  that  time,  everybody'd  got 
onto  the  ileal  an'  was  snickerin'  an'  I  knew  I  might  talk  to 
them  women  till  night  an'  I'd  never  convince  'em  I'd  rung  up 
their  fares,  so  I  jus'  gritted  my  teeth  an'  says  nothin'  an'  walks 


250  K.  W.  Buliock  Railway  Rotary 

BILLOCK 
[LECTRIC  MfO.  CO. 

CINCINNATI,  OHIO 


We  have  a  400  K.  W.  Rotary  on  Exhibition  at  the 
Saratoga  Convention,  Booth  96. 


out  onto  tir  platfuriii.  Wcl!,  sir,  you'd  'a  Ihoughl  thal'd  'a  ended 
it,  wouldn't  you'/  Not  a  bit  of  it!  Next  time  I  went  back  into 
th'  car  she  calls  to  me  '  Cou-ductah! '  I  went  over  to  her  an' 
she  says  —  very  tony  like  an'  mincin'  out.tlie  words  's  if  it 
liurt'er  to  "talk  to  me  —  '1  reiiuested  you' — just  that  way  — 
■  I  requested  you  to  register  those  thiee  fares  I  paid  you,'  says 
she.  'iiMil  I've  failed  to  notice  you  do  it,'  she  says.  Well,  that 
gi'ii  Mic  a  cliniice  an'  I  says,  '  Yes'm,  1  notic'o  you  did.  I  rung 
'em  up  when  you  fust  gimme  that  quarter!'  an'  tlieii  ull  ou'em 
says  'tJlI!  !  !'  au'  looked  at  one  another  an'  held  iqi  lluii-  liamls 
.in'  she  says  ' 'Phnt  will  do  si'r,  we  will  not  discuss  tli<>  matter 
but  WK  know  that  those  lares  have  not  been  registered  and  we 
sliall  make  it  a  point  to  see  that  your  employers  are  informed 
iif  the  fact  an'  of  your  ins'leiu'c  to  your  p:issengers! '  an'  they 
luiiied  flie'r  backs  on  me  's  if  the.v  was  afraid  I  was  goin'  ter 
lurii  inter  pillar  o'  salt  like  .\nanias,  an'  they  didn't  wauter  see 
il  happen,  —  an'  soon  after  they  got  off  an'  the  Canada-ciuarter- 
woman  she  says  as  she  passeil  me  '  Honesty  is  the  best  policy,' 
she  says.  Well,  even  then  I  didn't  cuss  —  fact  is  I'd  got  beyon<l 
it.  my  mouth  was  too  dry!  Well,  next  cvcnin'  the  ol'  man  (tlie 
superintendent  you  know)  called  me  into  th'  office  an'  says  '  Mat, 
what's  this  about  your  being  ins'lent  to  ladles  an'  not  riugin' 
up  fares,'  says  he.  '  I've  got  a  complaint  here,'  says  he,  '  In 
ftuir  volumes,'  he  says,  an'  sure  enough  he  had  about  tweut.v 
sheets  of  bluey  paper  all  writ  crossways  an'  sideways  an'  every- 
which-ways  with  writin'  that  looked  like  hen-tracks  an'  then  I 
tumbled  to  what  It  was  an'  I  says  "Matter  o'  three  hidles  an'  a 
Ciriada  quarter'/'  an'  he  noils  'Is  'cad  an'  then  I  tips  an'  tells  liim 
111'  liiill  thing  —  .jus'  like  It  hiippened  ;in'  all  as  was  said  au'  done, 
and  after  I  was  tlinuigli  lie  laughed   iie;nly  III   to  kill  liisself  an' 


ALUMINUM 
RAILWAY 


AND  ALL  KINDS  OF 


ELECTRICAL  CONDUCTORS 


Aluminum  feeders  are  less  than  one- 
half  the  weight  of  copper  feeders  and 
are  of  eaual  conductivity  and  strength. 

If  Insulated  wire  or  cable  is  required 
high    grade    insulation    is  guaranteed. 

Pricee   with    full   information 
furnished  on  application 


*  The  Piitsburgti  Reduction  Company 

PITTSBURGH,  PA. 


8i 


DAILY  STREET  RAILWAY  REVIEW. 


ISfjti.M.  No,— \'ijr..  XIII,  Ko.  8c. 


WHICM  IS  SIMPLER  AND  CHEAPER? 


THE  OLD  WAY 

Of  Replacing  Handles  on  Register  Rods 

Tlu-  pri-M'iK  pract'i't-  i**  to  have  an  rye  or  bole*  at  tmc  end  of 
tilt'  Itaitillc  tlirou^'li  which  ihi*  timI  ikihiu'm.  Thf  rod  and  han- 
dle arc  held  III  rik'ul  i?i  rt-latlon  by  niean«(<f  a  net  rtcn-w.  'I  h«- 
(aci  it  that  thi*  •■><'  ftirctLhrt  and  (hi-  M-t  ^c'<■w  hi-L-»mi-H  wmn 
or  l><<>hi*n  from  cuntiruicil  iitrhteiilni:,  and  uf  ci>ur»t'  n\  ki-H  It 
inc.tpalilr  of  hnhtinii.'  liw  handh-  rlifid  on  thr  Imi  'J  hi^  m-cf-si- 
laif*  I  hi-  )irnvuliiii>'  ft  a  nf«v  liandlf,  and  t\iv  removal  if  ihr 
ilir  oil',  mil-.  Thf  iinly  way  to  ifi-i  a  new  ^^n^•  "n  is  in  lui»si-n  all 
the  li.indU'<«  on  the  bar,  and  r<-tnr»vc  thf  rod  ironi  its  lu-arintTK 
and  torint'Ctiunt)  with  the  ri't'isi'T.  This  of  course  invilvt-s 
Considerable  troalde,  nialerlal  loss  of  time,  and  a  trreat  ex- 
I»fiisr,   as   t(   taki-s   two   niachanics    five  hours  to  du  thi- job. 


THE  NEW  WAY 

Take  a    Wrench  and   an  Oberg  Handle  and    the 
job  is  done  almost  instantly. 

C.  0.  OBERG  &  CO. 

100  Purchase  St.,  Boston,  Mass. 


sdjs.  siijs  lu'.  "J'aki-  jour  our,  I  );ii088  Its  ns  yoil  toll  it,  I  don't 
liollovo  yoirvo  fjot  soiiso  oiiinigli  to  liivoiit  nii.vtliiu);  as  p>nil  :is 
tlint!°  iin'  tlioii  if  you'll  lioliovo  mo  I  wont  iitit  Into  Ilio  liiirii  an' 
I  iMi.isoil  a  liluo  stroak  —  tlioiii  woiiu'ii  was  had  oiioukIi  liiit  thai 
.voiiii;;  whippi'i-siiappor  tolliii'  mo  I  ooulilii't  liivoiit  tilings  —  say 
uoiililn'l  It  'a  iiiailo  you  lirod';" 

1  acroi'd  with  him  that  It  would  —  it  was  liko  his  laso  with 
tho  woiuon  —  li  w.is  oasior  to  .'ifiioi'  than  o\]>lalu  —  tlioii  1  got 
otT. 

.•«   .•«  .•« 
OBSERVATION  CARS  AT  MONTREAL. 


Tho  Moulroal  i-ourt  hol'oii-  which  was  pondlii;:  a  Mil  ludiight 
I>y  tho  prosldolit  of  llio  loial  haokuioli's  union  against  I  ho  .Mon 
troal  Striot  liallw.ay  Co.  and  tlii'  .Monlri'al  olisorvaliou  Car  Co.. 
to  roslniln  Iho  o|ionuion  «(  tho  "  Sooing  .Monlroal  "  oars,  ou  .luly 
isih  dismissod  Iho  appliralion.  liolilinj;  that  llioro  was  nothing 
in  Iho  law  or  tho  oontrait  hotwoon  tho  city  :inil  Iho  coiupau.v  to 
provout  Iho  oi>oi-atlon  of  such  cars,  and  thai  if  llu>  liackmoii  have 
liooii  liijurod  tho  proper  courso  was  a  suit   for  daniagos. 

A  GOOD  'WAY  TO  SEE  CLEVELAND. 


■'City  Touring  Car  400,"  which  tnakes  two-honr  trips  in  and 
around  Cleveland,  0„  every  day,  Including  ."^umlay.  loaves  tlio 
starting  i«)iiit  in  I'uldle  Square  at  8  and  10  a.  m..  at  noon,  and 
at  :;  and  4  p.  m.,  covering  a  ditTorout  route  each  trip,  so  thai  a 
person  taking  In  the  live  lrlp.s,  either  the  .same  day.  or  on  dillVr- 
out  occasions,  Is  lioiind  to  see  everything  tliere  is  wortli  seeing 
In  Clovoland  and  vicinity.  Kai-h  trip  <o.sts  :i,">  cents.  Tlu'ie  Is  a 
sl.\tli  trip,  at  I!  p.  in.,  which  is  resorvi'd  for  siiocial  onting  parlies, 
and  on  .Sunday  i-xlra  touring  cars  are  put  ou  at  1  and  i!  ji.  in. 

.Mr.  .1.  \V.  Butler.  e-Kcursion  manager  for  tho  Cleveland  Klcc- 
tilo  Itailway  Co.,  has  done  much  to  popularize  "  Clly  Touring 
Car  4<Ki"  by  causing  to  lie  is.sued  attracllve  advi-rtising  inatlor 
111  the  foriii  of  posters,  cards,  blotters,  etc.,  priuti'd  with  dilToront 
oidoreil  Inks,  the  subject  matter  being  kept  alive  by  fiei|uent 
changes. 

A   HANDSOME   SOUVENIR. 


There  was  distrlluited  at  the  convention  yetserday  a  hand- 
some .souvenir  In  the  form  of  a  cloth-bound  volume,  of  icii  pages, 
iroiiting  of  the  Hoston  Elevated  Hallway  Co's  street  railway 
system:  Iho  ra|ild  Iranslt  facilities  of  Boston  and  its  suburbs.  It 
is  tho  ottii'ial  public.'ition  of  the  company  and  contains,  besides 
iiiiich  attrai-llvo  data.  :'4  larp'  half-tone  views,  together  with  por- 
traits of  Major-Conend  William  A.  Baiu'roft,  president  of  the 
company:  Ceorge  A.  Kimball,  chief  engineer:  Charles  F.  Baker, 
sniioriiitoiidont  motive  power  and  tnaohlnery;  I'ulluR  E.  Kugg. 
KuiM'rinlendent  of  transiiortation.  and  Edward  Mahler,  purchas- 
ing agent. 


CURTAIN 
FIXTURES 


The    Keeler    "Eccentric"    Fixture    ha.s     no 

cables,    adiusting    or    rela.inir»g   devices.     Us 

only    bea.ring   points    are   pivoted    eccentric 

rolls. 

The     Keeler    "Pinch     Handle"     Fixture     is 

superior   in  action    to  other   fixiures  of    this 

type. 

rEDER.AL  MANUFACTURING   CO. 

R&ilway    Equipnient    Dept. 

Cleveland,    Ohio. 

EASTERN  AGENT-  H.  E.  HEEIUCR 
26  Cortlandt  St.     New  York. 


ELECTRIC  RAILWAY  EQUIPMENT  CO. 

The  Electric  Hallway  Equipment  Co.,  of  Cincinnati.  Is  show- 
ing wrought  Iron  and  steel  tulmlar  poles  and  brackets,  and  a 
full  liiK'  of  overhead  materials.  .V  feature  of  the  e.vlilbit  Is  a 
hydraulic  wire-grooving  machine  for  recessing  round  wire,  plac- 
ing therein,  on  each  side,  a  4-in.  groove  by  means  of  which  the 
wire  may  be  clutched  by  a  drop-forge  stool  mechanical  clip,  or 
ear.  This  ear  will  not  pull  out  of  the  groove  even  under  a 
."i.lKiO-lli.  strain,  it  is  slated,  and  to  substantiate  this  claim  tests 
ari'  ni.-ido  at  tlie  exhibit  under  direction  of  1'.  V.  Ilarlen,  superin- 
tendent. Elmer  I'.  Morris,  sales  agent,  is  in  charge  of  the  ex- 
hibit. 

V.  II.  Xewcoinb.  of  Brooklyn,  the  well  known  "cap"  man  is 
showing  a   full  line  of  uniform  caps. 


DAILY    STREET    RAILWAY    REVIEW 


5th  Teab  ( 
No.  4         t 


SEPTEMBER  5,   1903 


Serial  No. 


(  Vol.  XIII 

I  No.  8d 


Papers  Before  the  American  Street  Railway  Association. 


Presented  Sept.  i,  18l« 


MAINTENANCE  AND  CHAMPERTY  IN  PERSONAL  INJURY 
CASES. 


By  Michael  Brennan,  Attorney,  Detroit  United  Ry. 


1  have  chosen  for  this  short  paper,  n  title  that  may  appear  to 
savor  too  much  of  antiquity,  viz.:  Maintenance  and  Champert.v 
in  Persouai  Injury  Cases. 

Maintenance  at  the  common  law  was  an  officious  intermoilcllin;; 
in  a  suit  that  in  no  way  belonged  to  one,  by  maiutaiuinK  or  as- 
sisting either  party  with  money  or  otherwise  to  prosecute  or  de- 
fend it.  It  was  an  offense  against  pnl)lic  justice,  as  it  kept  alive 
strife  and  contention  and  perverted  the  remedial  processes  of  the 
law  into  an  engine  of  oppression.  A  man  might,  however,  main 
tain  the  suit  of  his  near  Ijinsman,  servant  or  poor  neighbor  out  of 
charity.    Otherwise  the  punishment  was  fine  and  imprisonmeiil. 

Champerty  was  a  species  of  maintenance  and  was  punished  in 
the  same  manner.  It  derived  its  name  from  the  fact  that  It  was 
a  bargain  with  a  plaintiff  or  defendant,  campnn  partlre.  to  divide 
the  land,  sued  for  between  them  if  they  prevailed  at  law.  The 
ehamperter  was  to  carry  on  the  litigation  at  his  own  expense 
and  to  take  as  a  reward  part  of  the  land. 

Blackstone  says:  "  It  is  a  practice  so  much  abhorred  by  onr 
law  that  It  I.S  one  main  reason  why  a  chose  In  action  Is  not  as- 
signable at  common  law,  because  no  man  should  purchase  any 
pretence  to  sne  in  another's  right." 

This  practice  was  severely  condemned  by  the  Roman  law  and 
was  pnnlshed  by  a  forfeiture  of  a  third  of  the  goods  of  the  guilty 
party  and  perpetual  Infamy. 

The  common  law  prohibition  against  maintenance  and  cham- 
perty In  the  various  states  of  the  TTnlon  has  been  substantially 
abrogated,  and  it  Is  fair  to  say  that  In  practice  there  Is  no  legal 
punishment  meted  ont  to  the  champerter  In  any  state  of  the 
Fnlon. 

As  titles  to  land  have  become  settled,  there  Is  nrtthing  to  do  for 
the  real  champerter  or  divider  of  land,  and  It  has  been  necessary 
for  him  to  turn  his  attention  to  fresh  flelds  and  pastures  new. 

The  marvelous  growth  of  railroads  In  this  country  and  the 
multiplication  of  factories  and  Industrial  establishments  have 
nece^narlly  Increased  the  number  of  accidents  accruing  to  em- 
ployes and  others.  This  condition  of  thlnirs  has  given  rise  to  the 
existence  of  a  class  of  lawyers  In  nil  large  centers  of  population. 
who  make  a  speclnltv  of  pressing  cases  of  personal  Injury,  and 
whose  fees  are  contingent  upon  ultimate  snccess.  whether  by 
compromise  or  at  the  end  of  a  suit.  In  the  citv  of  New  York 
there  are  on  the  present  calendar  20.107  cases  for  trial,  and  of 
this  nnmher  K.TWl  are  against  the  surface  street  rallwav  corpora 
Mons.  Mr.  Hodkln.  In  TTamllton's  System  of  T,egal  Medicine, 
rtates  that  "  probably  half  the  jurjv  cases  heard  In  the  state  of 
New  York  alone  In  any  one  year  ai  ,  actions  for  personal  Injuries 
re«nltlnc  from  alletred  negligence." 

Mr.  Bailey.  In  his  excellent  treatise  on  Accident  and  Injury, 
pnbllshed  In  1R0«.  states  that  Mr.  R  Parmelee  Prentice  has  re- 
cently examined  the  records  of  the  Chicago  Courts  having  jurN 
diction  of  snch  cases.  ITe  states  that  In  the  year  ISTS  there  weri' 
altogether  about  200  personal  Inliiry  cases  pending  In  Cook 
County,  and  that  It  was  safe  to  say  that  there  are  pending  now 
In  the  Chicago  Conrti  S.flfK)  of  iiuch  cases,  and  It  Is  needless  to  say 


that  only  a  small  percentage  of  such  cases  ever  come  to  trial  or 
even  get  on  the  doclict  (or  trial. 

The  prosecution  of  personal  injury  cases  has  l)ecouie  a  sys- 
tematized business.  Many  lirms  employ  runners,  who  maintain 
close  business  relations  with  surgeons,  policemen,  saloon-keepers 
and  others,  whose  business  brings  them  in  touch  with  an  acci- 
dent shortly  after  its  occurrence,  so  that  these  runners,  wiio  are 
furnisiied  with  blank  contracts  by  their  patrons,  reach  the  hos- 
pital almost  as  soon  as  the  ambulance,  and  secure  a  contract 
from  the  injured  person,  giving  to  the  law  firm  .W  per  cent  of 
the  damages  to  l)e  recovered  before  the  surgeon's  knife  lias  left 
its  case. 

It  is  undoubtedly  from  this  well-known  practice  that  the  ex- 
pression '■  ambulance  chaser  "  has  been  coined.  The  incredulous 
may  think  this  statement  exaggeration,  but  it  is  too  mildly 
drawn.  The  writer  knows  of  an  accident  which  occurred  within 
the  past  .vear  in  the  city  of  Detroit  where  by  reason  of  a  collision 
between  two  cars,  a  man  named  "A"  had  his  foot  crushed.  It 
so  happened  that  there  was  a  damage  lawyer  on  one  of  the  cars, 
who  was  an  eye  witness  of  the  accident.  The  ambulance  was 
telephoned  for  and  the  first  man  to  mount  the  steps  after  the 
injured  man  had  been  placed  in  it  was  the  damage  lawyer,  who 
had  a  contract  in  his  pocket  signed  by  "A,"  giving  him  ,50  per 
cent  of  the  damages  to  be  recovered,  before  the  hosjiltal  was 
reached.  I  am  compelled,  however,  to  relate,  that  In  this  case 
the  truth  of  the  old  adage  that  the  early  bird  catches  tlie  worm 
did  not  prevail,  as  after  tlie  injured  man  had  recovered  he  set- 
tled personally  with  the  railway  company,  claiming  that  he  was 
imposed  on  by  the  lawyer  while  he  was  only  partially  conscious. 

Tinder  our  American  jurisprudence,  the  offices  of  attorney  and 
counselor  are  merged  and  the  same  lawyer  consults  with  his 
client,  hunts  up  witnesses,  drafts  the  pleadings,  examines  the 
law.  prepares  the  brief  of  facts  and  the  law  applicable  to  the 
case,  and  then  goes  Into  court  and  examines  the  witnesses  and 
|)le.'iils  licfore  judge  and  jury. 

In  most  European  countries  the  offices  of  attorney  and  counsel 
are  sharply  divided,  the  attorney  attending  to  the  case  outside 
the  court  and  preparing  pleadings  and  briefs,  and  the  barrister, 
advocate  or  counsel  taking  charge  of  the  conduct  of  the  case  at 
Ihe  trial  or  hearing.  An  advocate  Is  supposed  to  stand  at  the  bar 
demanding  justice  —  and  his  relations  to  his  client  are  not  so 
close  as  those  of  the  attorney  —  In  fact,  at  one  time  he  received 
for  his  compensation  a  qulddam  honorarium  (an  honorary  sum) 
and  he  could  not  receive  any  legal  fee  for  his  services  from  his 
client  by  an  action  at  law. 

In  the  United  States,  where  one  man  commences  at  tlie  be- 
ginning of  llie  case  and  follows  It  to  the  end,  there  Is  a  more 
inllniate  relation  between  him  and  his  client  — and  where  that 
relallonship  Is  made  closer  liy  the  fact  that  the  attorney  owns  n 
riortlon  of  tlie  claim  —  It  Is  a  dUflciiIt  thing  for  lilm  to  do  his 
duty  both  to  bis  client  and  to  the  court. 

That  sncli  a  lawyer  does  not  do  his  duty  to  the  court  as  a  gen- 
eral rule  Is  only  too  well  known  to  those  who  are  called  upon  to 
defend  the  Interests  of  corporations  who  are  unfortunate  enough 
to  lie  ilefendants  In  personal  Injury  cases  before  onr  trial  courts. 

As  long  as  litigants  can  rely  upon  the  almost  universal  prejti' 
dice  that  exists  In  the  minds  of  petit  jurors  against  corporations, 
llie  temptation  to  bring  actions  to  recover  damages  for  personal 
Injuries,  no  matter  how  trifling  the  Injury  and  flimsy  the  pretext, 
will  continue  very  great. 


Ml 


DAILY  STREET  RAILWAY   REVIEW. 


(Sewal  No— Vou  XIII,  No  8  d. 


TIiIh  Iciiiplnlluii  Ik  kiihIiiIiiisI  iiiiiI  iililcil  li.v  (In-  |mtk4>iiiiI  |h' 
•'imliiry  liiti-ntit  wlildi  (lie  pliiliitin")i  nOoriicy  Iiiih  In  tin-  i-iiiiki- 
of  uclliiii  —  mill  cvcrylliliiK  Ii'IiiIb  Io  iiiil  In  llie  ri'Hiilt  hoiikIiI 
iiflor.  No  iiiatliT  liow  Irlviiil  tlif  Injiirj'  "i".v  '"•  —  "'•'  plnliilllT 
Ik  Ofcijiil  on  HO  III  Mpciik  liy  IiIk  liiwyor  iinil  IiIk  pliyKlrliiii.  Kvrii 
« lirn  lliiTO  Ib  no  i-xtiM'iinl  nliji-i'llvo  KyinptoniH  of  Injury  —  llw 
fxpi'i-l  nipclli'iil  wlliii'KK  Ih  proniplly  on  liiunl  to  KWi-iir  Mini  llir 
niovinK  cauw  of  tlir  nrrliliMil  wonlil  proilnrc  nil  tli<>  Ills  tlint 
tli>Kli  Ik  lioir  Io. 

'I'lio  i-xpiTt  wlln<>KM  niiilor  flio  prctii-nl  luck  of  Jndlclal  n-slnilnt 
wliloli  pxIkIh  In  tlio  rnlt<Kl  Stati'H  lias  lnNiiinc  a  stiMU'li  In  tln' 
noKlrllH  of  tli<"  Jn<lK<>s  of  llic  lanil. 

Tho  lali'  .Inilsi-  .Inhn   Uaxli-r.  JinlBo  of  tin"  tlnllol  Sliilrs  fii- 
cnlt  Court   nf    till-   Slxlli    I>lMlrl<-l.   said   that    liars   won-   iIIvIiUmI 
Into   tlirnc   crfal    siiImIIvIsIoiih:      Ist  —  Tin'  onlliu\ry    liar.      'Jil 
Tli<>  (lamni'il  llnr.     '.M  —  The  (>xpert   witness. 

.hulKc  r.Mkliam.  In  Itoliprts  v.  N.  Y.  E.  R.  R.  Co..  12S  N.  Y. 
Hit.  USPS  tills  Innifuaer:  "  Kxitort  cvlrtMU-p.  R<i-rnlloil.  or.  In  otlior 
wiirrts.  orliU'iico  i>f  tlio  nii'rc  opinion  of  wltno.ssos.  Iins  liwn  used 
til  such  an  cxtoiit  that  tlip  pvlilonco  (tivon  hy  tlicin  has  conip 
to  ho  lookpil  upon  with  prpaf  snsplilun  hy  txitli  courts  and  lurlps. 

and  tlip  fact  has  1 iiip  vpry  plain  that  In  any  caso  whori'  opin 

Ion  ovirtpncp  is  ndniissllilc.  the  jirnpor  kind  of  an  opinion  desired 
liy  any  party  to  tlip  InvpstlKiition  can  lie  readily  jjrocured  hy 
pa.vlnc  the  market  price  therefor." 

The  hest  men.  Isith  111  the  medical  and  lejial  iirofpssiims.  liavc 
struRKlpd  for  years  with  the  (juestlon  of  expert  testimony,  yet 
little  projrn'ss  has  heen  nnide.  especially  in  tliis  country,  on  this 
suhjpct.  In  France  the  court  may  order  an  Investigation  and 
refiort  hy  experts  whenever  it  deems  It  advisahle.  If  the  parties 
cannot  apree  upon  the  exi>erts  the  court  appoints  them.  They  are 
at  least  three  in  numher.  and  are  senerally.  though  not  neces- 
sarily, selected  from  a  list  of  specialists  termed  "  experts  as- 
sermentes."  The  order  directing  the  Investigation  contains  n 
statement  of  Its  precise  objections  and  appoints  a  referee  or 
Jupe  commlssalre.  Barristers  or  advocates  are  not  allowed  to 
appear  before  the  experts,  hut  the  parties  are  represented  before 
them  by  solicitors.  The  report  must  be  signed  by  all  three  of 
the  experts,  and  if  there  l>e  a  dissent,  the  dissenting  opinion  and 
the  reasons  for  It  are  set  forth  In  the  body  of  the  report.  The 
Judges,  however,  are  not  at  all  bound  by  the  report  If  It  is  op- 
posed to  their  conviction. 

In  Germany,  under  the  code  of  elvll  procedure,  after  the  is- 
sues are  frarted  on  which  expert  testimony  Is  sought,  the  parties 
may  agree  upon  the  experts  and  the  court  appoints  those  agreed 
upon.  Sometimes  the  court  submits  to  the  parties  the  names  of 
a  number  of  experts  and  allows  each  side  to  object  to  a  certain 
number  of  them,  and  then  appoints  those  remaining. 

In  Prussia.  It  Is  the  custom  to  appoint  a  physician  and  surgeon 
for  every  county,  and  an  appeal  lies  to  a  medical  college  in  each 
province,  if  the  experts  disagree  or  the  parties  desire  it.  There 
Is  also  an  appellate  commission  for  the  whole  kingdom. 

Several  of  the  medical  societies  of  Chicago  recently  appointed 
a  Joint  committee  of  eighteen  reputable  physicians  to  draft  a 
bill,  which  was  presented  to  the  legislature  of  Illinois,  and  wliich 
was  tiacked  hy  the  recommendation  of  the  State  Medical  Society 
for  that  state.     The  chief  provision  of  that  bill  was: 

"  That  the  Judges  of  the  Circuit  and  Superior  Courts  of  the 
State  of  Illinois  be  and  the  same  arc  liereby  authorized  to  ap- 
point in  the  month  of  .Tanuary  In  each  year,  persons  who  shall 
act  as  expert  witnesses  In  the  medical  and  other  sciences  in  giv 
Ing  opinion  upon  the  evidence  as  presented  In  a  hypothetical 
form  on  criminal  causes  that  may  be  on  hearing  in  the  courts 
presided  over  by  the  said  Judges.  Said  expert  witnesses  shall  hold 
their  said  appointments  for  one  year  or  until  their  successors 
are  appointed  and  fjuallfled.  •  •  •  When  expert  opinion  is 
desired  In  any  cause  pending  In  a  criminal  court,  the  trial  Judge 
presiding  In  any  such  ca.se  may.  at  his  discretion,  summon  for 
duty  under  this  act  such  expert  T\itncsses  to  the  number  of  three 
Such  expert  witnesses  shall  be  paid  for  their  services  by  the 
••onnty  In  which  the  trial  for  which  they  are  summoned  Is  held 
In  such  sums  as  may  be  named  by  the  Judge." 

.\n  attempt  has  also  been  made  In  Tennsylvanla  to  pass  a  stat 
ute  on  the  subject  of  expert  testimony,  but  thus  far  without 
success.  The  State  Bar  .\ssoclation  of  Michigan  recently  adopted 
a  resolution  reeommendlng  the  appointment  of  legal  expert  wit 


ncNNes  by  the  trial  Jiiilgiii  and  providing  for  their  coinpeiiHntlon 
liy  the  i-ourl,  and  lliat  such  expert  witnesses  sliuuld  have  ubuiul- 
tint  opportunity  to  InveKtlgale  the  factH  of  the  cane  on  trial  as 
liir  as  lliey  hail  a  lienrlng  upon  the  opInlonB  they  were  exi>eetpd 
to  deliver. 

The  lion.  Seymour  D.  TlionipKiin  In  an  able  lectilre  dellvenxl 
before  the  Michigan  Stati-  Bar  .VsKiH-latlon  on  "  Haniage  Law  and 
Iiaiiiage  Lawyers"  made  a  MuggeKtlon  In  relathm  to  contingent 
iiilerestK  In  damage  cases  held  by  lawyers,  viz.,  that  In  all  casiM) 
where  the  attorin-y  had  an  Interest  In  the  result  of  a  lawsuit,  that 
I.e  sliould  be  obliged,  In  order  to  iireserve  his  lien,  to  file  a  state- 
ment of  his  claim  in  the  particular  case. 

It  si-enis  to  me.  however,  that  a  more  coinplete  and  radical 
remedy  should  he  applied,  and  that  remedy  Is  the  re-enactment 
of  the  old  common-law  prohiliition  against  maintenance  and 
champerty.  It  Is  true  that  some  Inconvenience  and  suffering 
might  result  therefrom,  but  the  law  cannot  take  care  of  every 
ill.  and  the  greatest  goml  for  the  greati-st  number  should  be  the 
r\iie:  In  that  way  our  coiu-ts  would  be  purllied  and  the  terrible 
incentive  to  the  iH'nwtnitor  of  fraud  on  corimratlons.  and  the 
(iiiiiniisslon  of  iicrjiiiy  in  the  trial  of  cases  would  lie  reniovo<l. 

*.*.K 

THE  RIGHT  OF  WAY. 


By  H.  H.   Vreeland,  President  Interurban   Street   Railway   Co.,  New 
York  City. 


It  iias  alwa.vs  seemed  to  me.  when  the  (|ueslion  of  the  right  of 
way  of  street  cars  has  been  under  discussion  In  our  societies, 
tli.it  it  has  lieen  approachiil  from  the  wrong  point.  This  defect 
ill  the  discussion  seems  to  arise  from  a  lack  of  clear  statement  of 
what  is  meant  by  "  right  of  way."  Street  railroads,  in  the  sense 
that  steam  railroads  enjoy  this  privilege,  have  no  "  right  of  way." 
.\  steam  railroad  operates  along  a  strip  of  land,  owned  In  fee. 
wiiich  it  holds  and  uses  for  its  special  purjioses  against  all  in- 
iniilers.  and  it  can  only  be  obstructed  by  trespassers.  The  case 
oi  .1  street  raiiwa.v  is  entirely  different.  It  has  a  franchise  to  go 
along  .1  rigid  .ind  appointed  route  on  thoroughfares  which  are 
used  in  (Mimnion  liy  pedestrians  and  vehicles  of  ever.v  d(>scrlption. 

This  being  the  case,  the  question  of  "right  of  wa.v."  in  so  far 
MS  it  is  applicable  to  street  railroads,  iiccomes  one  not  of  right  of 
w:iy  hut  of  precedence,  since  the  general  public  has  equal  rights 
on  the  road.  These  roads  or  streets  being  dedicated  to  public 
use.  It  is  the  duty  of  the  authorities  to  see  that  they  are  so  policed 
as  to  obtain  for  the  greatest  number  of  people  the  fullest  and 
freest  use  of  the  facilities  which  they  afford.  If  street  railroad 
nu'u  would  view  the  topic  from  this  point  of  view  and  insist  that 
I  lie  streets  are  for  the  use  of  the  people  instead  of  corporations 
or  individuals,  the  whole  question,  in  a  short  time,  would  take  on 
a  different  aspect.  X  railroad  company  Is  permitteil  primarily  to 
exist,  not  for  the  aggrandizement  of  its  owners  or  operators,  but 
for  the  accommodation  of  the  public.  -Vn  individual  citizen  who 
enters  and  pays  a  fare  does  not  thereby  relinquish  any  of  his 
rights  to  free  passage  along  a  public  street,  and  there  is  hardly 
nil  iiour  of  the  day  or  night  in  which  he  can  enter  a  car  on  a 
strei't  anywhere  in  a  city  without  finding  company,  so  that  the 
vehich-  in  which  he  rides  represents  not  only  his  individual  right, 
but  the  assembled  rights  of  all  his  fellow  passengers;  and  so  It 
has  always  seemeil  to  me.  viewing  the  question  from  the  stand- 
poinl  I  have  indicated,  that  a  crowded  ear.  full  of  piniple.  should, 
by  mere  preponder.'ince  of  (he  number  of  individuals  it  contained, 
have  a  superior  rigid  of  passage  to  a  vehicle  with  a  single  indi- 
vidual in  it.  or  to  a  van  con.taining  merchandise.  If,  before  pniilic 
bodies,  il  was  unanimoui^V  insisted  by  railroad  men  that  the 
reason  they  demanded  "  right  of  way  "  was  because  of  their  pas- 
sengers. I  think  il  woulil  disarm  much  of  the  resistance  which 
has  met  the  attempt  to  secure  police  co-operation. 

.\  good  analogy  between  the  rights. which  all  street  railroad 
oiierators  claim  for  their  vehicles  Is  to  be  found  in  the  rules  of 
the  road  concerning  United  States  mail  vans.  These  have  the 
right  of  way  everywhere,  and  it  i.s  a  misdemeanor  to  obstruct 


5TH  Ve.vr.  \o.  4 — Sf.it.  5.  1903." 


DAILY  STREET  RAILWAY   REVIEW. 


6fi.-) 


tlu'ir  friH'  iiioveuiouts.  Tho  ivasou  of  this  is  not  lioiause  tlif 
wagon  is  lalicleil  "  Unitt-il  States  Mnil  "  or  because  of  any  su- 
perior autliorit.v  vested  in  the  driver.  Iiut  because  the  vehicle  eon- 
tains  hundreds— it  nia.v  lie  tliousands  —  of  Itusiness  communiea 
lious  involvins  complicated  business  interests.  Kor  the  .sani.> 
reason,  1  liave  aiwa.vs  held  tliat  a  street  ear  coutaininj;  a  crowil 
of  pi-ople.  uecessariiy  in  haste  or  tliey  would  find  a  cheaper  and 
more  leisurely  way  of  reaching  their  destination,  had  rii;lits  sn- 
IK-rior  to  other  vehicles  on  street  surfao-s. 

.Vdded  to  all  this  is  the  tact  that  these  public  conveyances  arc 
restricted  in  their  movements  to  a  !i.\ed  way.  whereas  the  others, 
in  addition  to  being  lighter  and  more  easily  niov.'d.  have  a  llexi 
biliiy  of  route  denied  to  tranicars. 

•«  -<   ."« 

TRAIN   ORDERS    AND   TRAIN   SIGNALS    FOR   INTERURBAN 
ROADS. 

By  Charles  A.  Coons.  Supt.  of  Transportation,  International  Railway 
Co.,  Buffalo. 


It  is  but  stating  a  self-evident  truth  to  .say  tliat  llie  lirst  anil 
paramount  ronsiileration  in  ilie  oiieratioa  of  any  Ingh  speed 
suburban  or  iuterurbnu  electric  road  must  be  tlie  safety  of  pa.s- 
sengers  and  trains.  To  this  element  all  otliers  must  be  subserved 
even  at  the  expense  of  the  prescribed  schedules,  but  it  must  be 
i-learly  borne  iu  mind  also  that  complete  safety  is  dependent 
very  largely  upon  the  maintaining  of  schedules  and  the  regii 
larily  and  punctuality  with  which  trains  move.  Kules  and 
ivgulatioiis  that  are  drawn  so  conservatively  as  to  interfere 
needlessly  with  the  movement  of  trains  may  very  easily  inlro- 
■  Uue  a  new  element  of  danger  to  s;iy  nothing  of  defeating  the 
imrpose  for  which  the  road  is  operated,  namely,  the  moving 
of  passengers  and  merchandise  with  promptness  and  dispatch. 

Inasmuch  as  the  condifiiuis  under  wliich  electric  interurl)an  rail- 
ways operate  are  beginning  to  approa<-h  very  closely  tlie  conditions 
pertaining  to  .steam  railroad  o|ieration.  and,  talcing  into  consider- 
.•itioii  that  steam  railroads  have  been  running  many  years  lieforc 

International  Railway  Company 

TRAIN  ORDER   NO.  

StiptKnUnilinft  Oftiet  190 


21 


21 


JbeV 

M. 

IM*                        of 

H,     ff«eVV 

o,v 

iCC 

MUN 

Tn«m 

CONDUCTON 

KHOINCCn  M  MOTORMAN 

riMC 

(Sl7.<-  f.f  ..rlKliiiil,  7  X  10  III.) 
•  •Ii-i  liii-  iiaeiloii  was  Introiliieeil,  It  woiilil  appear  that  cIimIijc 
railway  iiiaiiagers  eoiilil  piolit  by  sludyliig  anil  iidniiting  many 
of  the  rules  and  nielliods  of  operation  wliiiji  have  been  adopli'd 
HH  Hiaiidard  r.n  tin-  slenm  roads  and  wlili-h  may  be  considered 
Mil-  Hiirvivnl  of  the  lllleKl  after  years  of  evolution.  TIiIh  Ik  par- 
Ihulnrly  true  an  regards  methods  of  illHiiatehlng  trains.  Years 
of  flndy  and  exrxTliiient  on  the  part  of  those  responslbli'  for  tlii' 
opernlhiii  of  wteani  roads  In  this  country  have  resulted  In  llic 
nd"ptloii  by  praetiially  alt  of  Ihi-  proinliienl  trunk  sysleiiis  of 
eerlain  rules  and  iiiethodH  which.  II  Is  siiggested.  are  In  tin- 
mnlri  npplhiilile  to  i-ler-irle  railway  operation. 


'riiin-  will  iiol  be  lakeii  here  1,.  review  in  detail  ilic  rules  as 
.  coininoiily  accei)ted  by  111,'  proiiiliieiit  roads  for  the  managemeiil 
of  tlie  operating  depaiiiiinii.  'ilie  members  of  the  conveutiou 
are  doubtless  familiar  with  llieir  geiicial  lenor  and  to  those  who 
care  to  continue  tlie  study  into  details,  it  is  suggested  that  copies 
ol  the  iMiok  of  rules  as  used  by  the  rennsylvania.  New  i'orlv 
fcntial,  or  any  of  the  otiier  large  .systems,  can  probably  be  ob- 
laiiied  by  application  to  tlie  respective  operating  dcpartiiieiils. 
.VIIenli<m  is  also  diie<-ted  to  the  l'a<-t  that  the  code  u(  interurbaii 
rules  presented  to  this  convention  by  the  Committee  on  Standard 
Uuies  is  iiatterned  very  closely  after  tlie  rules  in  vogue  <iii  tlic 
best  managed  steam  mads, 

I'\>r  the  liandliiig  of  train  orders.  Ilie  steam  roads  almost  uni- 
versally eiuiiloy  two  blaiiUs.  known  respectively  as  Form  111. 
and  Form  .-{l.  Form  I'.i  is  .-i  blank  upon  which  the  operator 
writes  111.'  order  .-is  lie  reeeivcs  it  from  the  dispatclier,  which  is 
.•11  oii.-e  repealed  back  and  llic  -()  K  "  of  the  dispatclier  is  then 
^i\cii  .'uiil  pniiii'i-  notation,  willi  lime,  noted  thereon;  a  copy 
uf  ihis  order  is  lianclcd  by  llic  operator  to  tlie  train  iri.\v  In 
wliuiii  it  is  addressed.  Willi  order  blank.  Form  i:i,  im  ii.,-,.ipi 
is  obtained  from  the  train  crew  and  no  means  are  iirovitlcd  for 
knowing  alisoUitely  tliat  the  order  has  been  received  and  under- 
stood by  those  who  are  to  e.\ecute  il. 

Form  31  is  a  blank  upon  which  lli,.  iiper.-ilor  wrilcs  Ihc  message 
.•is   lie  receives   it   from  the  dispatcher,     .\fter  Ilie   message  has 
been  repeated  back  and  the  dispatcher's  "  O  K  "  received,  those 
lo   whom   the  order  is  addressed  must  sign   their   names  to  the 
lilauk,  after  which   the  ojierator  must  again  repeat  the  message 
liack  to  the  dispatcher  in  (he  presence  of  the  waiting  trainmen, 
and   iu  addition   must   ti'ansmit   tlie   signatures   of   the   trainmen 
ami    secure   the   dispatcher's    "  Complete "    before   the   order   be- 
comes operative.     The  use  of  this  form  gives  a  consideralile  ele- 
ment of  security,  but  it  is  not  recommended  for  electric  railway 
service  owing  to   the  delay   caused  by   compelling   the  trainmen 
to   wait   at    the   station   until   their   signatures   have   been   trans- 
iiiiltcil    and    the    "  (Joinplete "    response    received.      With    a    fre- 
i|iiciil   service  of  many  small  units,  Ilie  delays  from  this  source 
vMJUld   be  very  considerable  and   render  the   method   prohibitive. 
As  a  compromise  between   Imhih   hi  and  Form  31,  a  modilica- 
tion  of  both  Is  suggested   for   use  on   internrban   electric  roads. 
This  blank  is  here  designated  as  Form  L'l.     With  tliis  blank  the 
trainmen  .sign  ili.ir  iiaiiu's  to  the  order  at  the  operator's  oUlee; 
lliey  then  each  i,il;e  a  i-ailiuii  eo]iy  of  the  order  and  immediately 
liroceed  with  their  (•ar,   williout   the  del;iy   incident  to  the  trans- 
mitting of  their  signatures  as  riMiiiired  witli  Form  ;il.     In  detail 
llie  method   of   using   the   form   is  as   follows:     l)isji;itclier   tele- 
graphs order  for  trainmen  (o  operator.     The  operator  takes  down 
the  message  on   Form  21,  making  at  the  same  time  —  by  means 
of  carbons  —  .'is  many  copii's  as  may  hi'  necessary:  the  operator 
repc:,l.<    llie    message    back    lo   dlsiialeher:    If   idni'cl,    dispatclier 
wires   ••Complele"  and   operator   m;irks   the  blank    ■•  Comiilete," 
.\li  this  is  done  [irlor  lo  the  arrival  of  Irain.     When  the  train  ar- 
rives tin-  (•rew  Ihereor  goes  lo  llie  operalor's  ollici>  and  tills  In  on 
Hie  bliiiik.   In  iilaces  provldi'd.    Ilii>   lollouiiig  inrnniialloii :      Nuni- 

lii'l-   of   seclloll    lit    ll'.'llll    Is    bell,;;    u|lelalcil    ill    I f    lliaii    one   sec- 

liniii.   iiiiiiibci'  nl'  riiM,   iiiiiiibrr  nt   liaiii,   .•iiiil    liiur.     The  order  Is 

ilieii  sig I  for  by  bolli  loiidu.lor  ami  ninlonii.-ni.  «  Im  must  each 

lake  a  eiipy  of  saiiic.  Willi  llicir  names  Iheieon.  in  places  pro- 
vided (as  a  reicipl  ilierelm).  Iii.nir,.  ihcy  ,|(.|iarl.  The  opcialiir 
relains  one  of  llic  lopies  Im-  lilc  in  Ids  ollice.  it  one  or  more 
iiiiils   are   being   opi'ialed    as   seclions  of  a    single    Irain   number, 

II iicialiii-   makes  a    sullielc'iil    niimber   of   cojilcs   lo   give   each 

eoiidmlor  and  moloriiiaii  of  all  llie  si'cllons  a  copy  lliereof.  This 
blank  is  being  used  with  excellenl  results  by  llie  Intermilional 
liailway  Co.  on  lis  Inleriirbaii  lines.  Including  one  single  Irack 
Mile  ;!7  miles  In  li'iigdi,  on  wliicli  cars  are  opi'rali'd  .'il  a  ma.vlmum 
speed  of  ZtU  miles  per  hour,  wllli  cars  operalliig  In  eai'li  illrec- 
lion  at  Intervals  of  thirty  mliiiiles,  logi'llier  wllli  a  large  number 
of  freight  and  e.viiress  trains  belwccn  regular  cars. 

II  Is  iiol  out  of  place  lo  say  here  a  few  words  (■oncernliig  llie 
lelaiive  iiiiills  of  till'  telegnipli  and  llie  leleplione  as  the  medium 
for  Iransmltllng  messages  from  llie  ills|>iilclier  to  llii'  operatoi'H 
along  Hie  line.  II  Is  lrii<>  llial  most  sleam  roads  use  the  tele- 
graph and  mosi  electric  roads  use  llie  lele|ilioiie  for  dlsiiatchlng 
|iiirposes    and    lor   elei'lrle   railway    opci-allnii   opliiloii   ap|iears    lo 


one 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No  8  d. 


tiv  divldi-il  UK  ruKurils  Uiu  reliitive  lui-ritK  uf  lliu  two  DyHlvuis. 
The  uiniiiiKt'iueut  of  tliv  luturuiilluuiil  Knilway  Co.  bullevi-M  lliure 
Ik  littli-  lu  cliooHc  as  betwevu  llie  two  i«y8ti>iui),  aud  tliat  ettlivr 
ouc  will  prove  adequate  If  properly  IntitalU-d  and  properly  lualu- 
tiiiued.  The  cost  of  wire  aud  lUNtruuieulH  of  elllier  systcui  will 
lie  about  tbe  wiiiie  aud  either  syNleiii  Ih  liable  to  disarraugeuieul 
If  uot  properly  watcheil.  although  the  telephone  In  perhaps  more 
tiiiKcepllble  to  dlxturblUK  iullueueeK  thuu  tbe  telegraph.  With 
elllier  the  telephone  or  telegraph  system  It  Is  desirable  to  have 
operatoi-s  at  every  regiihir  uieetiiig  place  to  receive  aud  record 
messages,  or  In  lieu  of  oiieralors,  at  least  some  method  of  re 
curding  and  checliiiig  of  iiiessuges  as  they  are  received  by  the 
train  crew. 

In  further  elucidation  of  I  lie  method  of  dispatching  with  the 
use  of  Kurin  ^1,  the  foMowiiig  is  added: 

All  orders  issued  by  dispaldier  are  copied  in  a  book  kept  by 
him  for  that  purpose  in  the  fulluwing  manner:  Order  when 
repeated  back  liy  operator  is  cujiied  in  tills  book  word  for  word. 
All  operators  receiving  an  order  repeat  it  back,  the  dispatcher 
entering  it  in  this  book  word  for  word  as  it  comes  back  from 
the  llrst  operator,  and  iiuder.scoriiig  each  word  as  it  comes  back 
from  the  second  operator  and  so  on  uutll  all  operators  receiving 
the  ortler  have  repeated  it  back. 

Dispatchers  and  operators  are  supplied  with  a  form  knowu 
as  a  train  sheet  to  assist  tliem  lu  keeping  track  of  the  movement 
of  all  trains. 

A  daily  register  is  kept  at  all  single  track  terminals  for  the 
purpo.xe  of  trainmen  registering  their  trains  therein.  On  one 
page  northbound  traius  are  entered;  on  the  opposite  page,  south- 
bound trains.  Traiumeu,  in  places  pruvided,  till  in  the  follow- 
ing iufurmntiou:  Section  uiimber,  run  number,  train  number, 
signals  carried,  time,  signature  of  conductor  and  motorman  (or 
engineer). 

.\ll  regular  movements  of  trains  are  governed  by  the  printed 
time-table  which  is  deliued  as  '"  The  autliority  for  the  move- 
ment of  regular  trains  subject  to  tlic  rules."  The  time-table  con- 
tains the  classilied  schedules  of  trains  witli  special  instructions 
relating  thereto.  .Vii  movements  of  extra  aud  special  trains 
and  of  regular  traius  wlien  olT  scliedule  are  governed  by  special 
orders  Issued  by  dispatcher  in  tlie  regular  way. 

The  system  of  train  signals  in  use  liy  tbe  Interjiational  Kail 
way  Co.  is  practically  the  same  as  that  presented  to  this  con- 
vention by  the  Committee  on  Staudard  Kules.  and  it  is  uot 
uecessary  to  repeat  them  in  this  connection. 

In  tlie  matter  of  signals,  the  International  Kailway  Co.  ad- 
heres very  closely  to  the  methods  accepted  by  steam  railroads. 
In  tbe  adoption  of  signals,  etc.,  we  have  considered  the  fact  that 
steam  railroad  inanagenients  have  been  advancing  lu  the  science 
of  railroading  for  many  years,  while  the  electric  road  is  in  its 
Infancy.  We  naturally  felt  therefore  in  availing  ourselves  of 
their  knowledge  and  experience,  we  were  making  a  wise  move, 
in  any  eveut  until  something  better  and  newer  develops. 

It  should  also  be  noted  that  the  Interuallonal  Railway  Co. 
does  not  use  Hags  as  markers.  It  has  been  observed  that  when 
a  train  Is  ruunlng  at  .speed.  Ilie  movement  thereof  causes  the 
flass  to  hang  straight  to  the  rear,  consciiuently,  they  are  not 
plainly  disceruible  by  the  crew  of  an  opposing  train,  in  place  of 
tlags  for  designating  n  car  following,  run  numbers,  etc.,  a  metal 
dash  sign  is  used,  these  signs  lieiiig  about  .'Sx8  in.  They  have 
been  found  very  satisfactory. 

After  all  has  been  said  and  dciiie,  safety,  together  with  regu- 
larity and  punctuality  in  the  ciperatiou  of  any  electric  railway 
system,  do  not  dejiend  so  mucli  upon  the  methods  of  dispatching, 
or  the  rules  adopted  for  tin-  management  of  employes,  as  they 
do  upon  the  way  in  wliich  the  rules  are  observed  by  every  In- 
dividual In  the  organization  from  the  manager  down  to  the 
switch  boy.  An  Indifferent  set  of  rules  rigidly  and  consistently 
enforced  and  observed  Is  far  belter  than  the  best  code  of  regula- 
tions, half-heartedly  or  Inconsistently  enforced.  The  operating 
organization  constitutes  a  huge  and  complicated  machine  and 
the  Integrity  of  the  whole  depends  solely  upon  the  smoothness 
and  accuracy  with  which  each  of  the  individual  cogs  fits  into 
its  allotted  place  and  perforins  Its  allotted  functions.  A  rigid, 
never  ceasing,  never  relenting  inspection  of  every  cog  is  the 
first  requisite  to  the  elHcieut.  economical  and  safe  operation  of 
tbe  huge  mechanism  in  the  modern  Interurbao  electric  railway. 


A.  k.  111.  &  J:;.  A.  LOnoiiXUXlUN. 


>\  iicu  the  American  Hallway  Mechanical  aud  Klectricul  As- 
oociution  was  organized  in  I'ebruary  last  the  dralt  of  the  Cou- 
Kiituliou  and  Uy-Luws  reported  by  the  committee  appointed 
to  consider  the  subject  was  uot  formally  adopted  by  the  Asso- 
ciation, but  poMponed  to  the  time  of  the  auuual  couveuiion. 
Accordingly  Uie  Association  held  an  evening  session  on  Tuesday, 
at  which  after  full  discussion  the  CousUtutlou  aud  Uy-I^ws 
Here  adopted.  The  changes  made  affected  priuciiially  the  classl- 
Ucaliou  of  members.    The  articles  ameuued  now  reau  as  follows: 

Constitution. 
111.    Mb..MJil:.l(S. 

J.  J  he  heads  of  mechauical  or  electrical  dcparimcuts  ol  rail 
way  companies  may  be  elecled  active  members  ol  this  Associa- 
tion, and  shall  be  entillea  to  one  vole  each  aud  to  all  privileges 
of  this  Association. 

•J.  I  he  associate  members  of  the  Association  shall  cousisl  of 
American  Kailway  Companies  or  lessees,  or  iudividuai  owners 
of  railways,  and  each  member  shall  be  entitled  to  oue  vote  by 
delegates  preseuuug  proper  credeuliais. 

3.  Other  employes  of  mechanical  aud  electrical  deparlmeuls, 
uol  eligible  as  active  members,  may  become  eligible  to  Junior 
membership  upon  the  lecomuieudation  of  at  least  one  member, 
and  shall  be  entitled  to  ali  privileges  except  that  of  voting. 

j.  Techuicul  periodicals  shall  be  eligible  to  houorary  mem- 
bership upou  recommeudaliou  of  the  fcxecutlve  Commitlee,  aud 
their  representatives  shall  be  entitled  to  ail  privileges  except- 
ing that  of  voting. 

By-Laws. 
1.    AI'ri^lCATlONS. 

Every  applicant  for  membership  shall  signify  the  same  in 
writing  to  the  Secretary,  enclosing  the  requisite  fee,  Ihe  matter 
to  be  acled  upon  by  the  I'resideui  aud  Secretary. 

2.    OKl'TCKKS  A.NJJ   KXi-Cl/Il\K   COM-MITTEK. 

The  Ollicers  shall  cousisl  of  a  i'resident,  three  Vice-I'residents, 
a  Secretary  aud  Treasurer,  aud  lour  olliers,  who  shall  cousU- 
tute  the  Executive  Committee.  The  Executive  Committee  shall 
have  the  eutire  charge  aud  mauagement  of  tbe  affairs  of  the 
.\ssocialion.  The  Ollicers  and  Execiilive  Committee  shall  be 
elected  by  ballot  at  oach  regular  meeting  of  the  Associatiou,  and 
shall  hold  office  until  their  successors  shall  be  elected.  The 
duties  of  Secretary  and  Treasurer  may  be  performed  by  tbe 
same  person. 

T.    MEETINGS. 

The  regular  meetings  of  this  Associatiou  shall  convene  at  the 
same  place  as  the  American  Street  Kailway  Association,  and 
two  days  in  advauce  of  the  meeting  of  that  Association,  three 
sessions  to  be  held  each  day.  Notice  of  every  meeting  shall  be 
given  by  the  Secretary  in  a  circular  adilressed  to  each  member 
at  least  thirty  days  before  the  time  of  meeliug.  Ten  members 
siiail  constitute  a  quorum   of  any  meeting. 

11.    EXECUTIVE   COMMITTEE. 

Tbe  Executive  Committee  shall  meet  in  advance  of  each  au- 
uual meeting  of  the  Associatiou,  and  on  otlier  occasions  when 
the  I'resident  shall  deem  it  necessary,  upon  such  reasonable  no- 
tice, specifying  Ihe  business  to  be  attended  to  as  the  commitlee 
shall  by  vote  determine.  A  vote  of  the  Executive  Committee 
may  be  takeu  by  mail  when  deemed  advisable. 
13.    KEADING  OF  I'Al'EKS. 

All  papers  read  at  the  meetings  of  the  Associatiou  must  relate 
to  matters  connected  with  the  objects  of  the  Association  and 
must  have  the  approval  of  the  Execu.tlve  Committee  before 
Iwiug  read.  Persons  to  whom  subjects  are  assigned  must  sig- 
nify in  writing  their  inteutiou  to  prepare  the  paper  aud  forward 
it  to  the  Secretary  at  least  ninety  days  previous  to  the  date  of 
llie  meeting  so  tliat  advance  copies  of  the  paper  may  be  printed 
and   forwarded   to   the  members. 

15.    KEES. 

-Vi-tive  members  shall  pay  annual  dues  of  55.00.  Associate 
members  $20.00,  and  Junior  members  ?3.00.  all  payable  in  ad- 
vance. The  Executive  Committee  shall  have  no  power  to  expend 
for  any  purpose  whatever,  an  amount  exceeding  that  received 
as  hereinbefore  provided  for. 


STH  Ye-\r.  No.  4— Sept.  s,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


667 


FREIGHT  AND  EXPRESS  ON  ELECTRIC  RAILWAYS. 


By  J.  B.  McClary,  Manager  Railway  Department,  Birmingham  (Ala.) 
Railway  Light  and  Power  Company. 


AVlit'ii  I  commenced  work  on  this  paper  I  learned  a  valuable 
lesson.  I  sent  ovit  aliout  500  incniiries  for  data  on  freijilit  and 
express  handling  by  electric  railways,  and  received  182  replii>s. 
The  lesson  is  this:  Hereafter  when  a  circular  letter  comes  to 
my  desk  from  another  road  I  will  answer  it  promptly.  We  are 
apt  to  become  so  engaged  in  onr  work  that  we  often  neglect 
opportunities  to  aid  our  friends  in  the  railway  business,  when 
they  ask  us  for  information. 

We  hand  a  letter  or  circular  from  another  road  to  a  clerk  and 
fell  him  to  get  up  the  data,  and  then  we  forget  about  it  and  that 
is  the  end  of  it:  an<l  onr  friend  thinks  his  letter  was  miscarried 
liy  the  iwst-office  department. 

There  is  no  more  vital  subject  before  the  street  railways  of 
the  country  today  than  the  one  assigned  (o  the  writer  by  this 
association,  that  is.  "  Freight  and  Express  <m  Electric  Raihva.vs." 
The  main  idea  of  the  railway  business  is  to  make  money,  and 


.1.   H.   McCLAUy. 

any  manager  who  attcni|its  to  oi)erate  a  line  without  taking  on 
everything  he  can  liml  or  think  of  that  is  permitted  by  his  charter 
to  increase  his  earnings,  is  standing  In  his  own  light.  Some  of 
the  answers  to  my  circular  letters  were  amusing,  among  them 
several  imder.scorefi  "  No's  "  in  answer  to  the  question,  "  Do  you 
handle  freight?"  and  followed  by  rea.sons  which  would  indicate 
ihnt  the  parties  making  the  answers  had  a  supreme  contemjit 
for  the  Idea.  Others  wo(Ud  answer  that  tliey  did  not,  but  were 
deejd.v  Interested  In  the  subject  and  would  await  the  publica- 
tion of  this  paper  with  much  interest. 

Several  rei]nesled  advance  copies  of  any  table  which  might  he 
ciimpiled  from  the  answers  to  the  circulars,  as  they  were  tiiciii 
selves  seeking  information  on  the  subject. 

One  enthusiastic  manager  courteouslv  answered  all  fpiestions. 
even  to  the  figures  showing  his  profits,  and  added.  "This  Is 
velvet,"  and  his  "velvet"  amounted  to  man.v  thousands  of 
dollars.  Right  here  I  want  onr  people  to  stick  a  pin.  It  Is  In  the 
word  nse<l  by  onr  enthusiastic  friend. 

That  It  Is  "velvet"  there  is  no  doubt.  If  .vou  would  engage 
In  the  business  and  not  let  expenses  eat  It  up.  Tlieri-  is  no  excuse 
for  this,  for  almost  under  any  conditions  now  known  lo  the  fra- 
teridty.  freight  and  express  can  be  cheaply  hauled  on  the  electric 
rallwa.v.  that  Is  of  course  where  It  Is  p<'rmltted.  or  rather  not 
prohibited  by  charter  or  statute. 

From  the  timid  requests  of  a  passenger  to  the  conductor  or 
motormnn  to  "  Please  let  me  carry  this  box  on  the  platform." 
lo  magnificent  freight  trains  operated  separately  from  passenger 
service  or  frallers  attaclie<l  to  passenger  cars.  Is  the  evolution  of 
the  freight  and  express  business  on  electric  rallwa.vs  In  the  past 
dosten  years.  The  electric  railway  Is  responsible  for  more  subur- 
ban towns  than  any  other  factor,  rivlllzatlon  Itself  has  no  more 
potent  aid  than  the  trolley  car.  Indeed,  the  electric  motor  Is 
civilization's  maid  of  honor,  and  when  with  the  trolley  cars  we 
administer  to  man's  need  and  comfort,  we  should  not  neglect 
anytlilni;  that  man  wants  that  Is  within  our  range,  From  ob- 
servation and  research,  I  am  sure  of  one  thing,  and  that  Is  that 
the  personal  opinions  and  characterlattcs  of  a  railway  manager 


directly  or  indirectly  affect  the  happiness  and  comfort  of  the 
community  served  by  his  road.  The  relations  of  a  railway  to 
the  public  are  varietl  and  complex.  Let  a  car  break  down  and 
it  will  be  very  interesting  to  know  how  much  each  individual 
passenger  was  discommoded  and  the  real  cause  of  his  discontent. 
Hence,  I  say  we  can  add  to  the  comforts  or  discomforts  of  our 
customers  by  merely  following  to  a  certain  extent  our  personal 
inclinations,  or  be  bound  by  otu-  prejudices  in  doing  or  not  doing 
things  that  are  requested  or  demanded  by  our  [Mitrons.  I  am 
led  to  these  remarks  by  the  answers  of  over  fifty  managers  that 
they  did  not  liandlc  freight,  when  I  know  or  believe  they  would 
profit  by  it  if  they  should  engage  in  the  business.  Tlie  deduc- 
tion follows  that  they  would  please  the  community  it  they  did. 
Of  course  local  conditions  have  a  great  deal  to  do  with  this 
matter;  in  fact,  no  .general  rule  can  be  laid  down  for  the  guid- 
ance of  the  street  railways,  except  that  of  expediency.  There 
is  only  one  general  proposition  in  connection  with  this  question, 
and  that  is  that  the  jH^ople  want  everything  good  that  can  be 
had.  That  electric  railways  can  serve  the  public  in  transporting 
jiassengers  to  their  satisf.iction  is  proof  that  they  can  surely 
serve  tlie  same  people  in  hauling  freiglit  and  express  matter, 
and  do  it  safely  and  profitably. 

fpoii  investigation  of  1S2  roads,  we  find  that  71  ro.-ids  li.'indle 
freight  an<l  express,  45  roads  admit  that  it  is  i)rofltable  and  that 
they  inten<l  to  increase  their  facilities  for  handling  their  busi- 
ness, :'>T  say  that  this  is  a  very  attractive  feature  of  electric  rail- 
roading, whili-  n  answer  that  w-hile  they  <>arry  freight,  they  do 
not  think  well  of  it.  Thirty-five  roads  use  the  steam  railroad 
classification  of  their  states  or  railroad  districts,  otlicrs  have  rate 
sheets  of  their  own  based  ui>oM  local  conditions  and  generally 
much  lower  than  the  steam  railroads:  3.S  have  depots  at  terminals 
and  along  tlieir  lines,  and  0  say  they  liave  none;  24  are  silent 
on  this  subject;  IS  handle  steam  railroad  cars  on  their  line.  This 
is  particularly  a  fine  feature,  provided  the  track  is  good  and  the 
special  work  will  allow  it.  Of  course  this  cannot  he  done  in 
many  cities  and  towns,  but  on  the  outskirts  and  suburbs,  where 
factories  and  mills  are  located,  it  can  be  made  to  pay  hand- 
somelv.  Fift.v  roads  have  separate  freight  cars  or  trains,  three 
have  trailers  atl^ached  to  passenger  car.s,  and  eight  handle  pack- 
ages on  passenger  cars;  111  answered  that  they  do  not  handle 
freight  at  all;  17  of  these  admit  that  they  believe  it  should  be 
done,  and  four  of  the  111  recjuest  information,  .stating  that  they 
are  interested  in  the  idea.  Compiling  our  1.S2  letters,  we  have 
tlie  following: 

Ilanille  freiglit  and  express  on  electric  railways 71 

Do  not  handle  freight  and  express Ill 

182 

I'ldfilablc 4r> 

Doubtful  9 

T.eas<'d  to  local  express  companies 5 

N'oiicommittal 10 

.Von  profit;iblc  2 

71 

Attrai'tive 37 

Steam  railroail  clasKlflcations   35 

Depots 38 

Handle  steam  cars   18 

Sei>.irate  freight  trains   50 

Trailers 3 

I'se  passenger  cars  8 

Tlilrty  tliree  freight  carrying  roads  do  not  handle  steam  cars. 
Six  liave  Hat  rates.  The  biggest  development  seems  to  be  in  the 
middle  west.  'riiirt.v-Heven  roads  reported  the  gross  earnings 
from  freigiit  anil  express  for  11102  as  aggregating  over  .$1,(H)0,(M)0. 
The  amounts  ranging  from  .fl.OOO  to  .fllHI.ntKI  In  i-oimd  nuniliers, 
or  an  average  of  over  ,$27,000  jier  road.  Tlie  operating  expenses 
of  the  freight  departinent  do  not  Hceni  to  be  very  nccuralcly 
kept,  or  at  least  the  same  details  In  accounting  are  not  adhered 
to  as  are  other  features  of  the  bualncBS.  This  Is  of  course  n  mat- 
ter of  private  concern  to  each  compan.v,  but  ojir  Acconntants' 
Association  will  get  this  straight  pretty  soon,  as  they  do  all 
oilier  imiiortant  matters  connected  with  railway  work. 

The  most  expensive  plan  we  find  Is  that  of  running  wagons 


(ids 


DAILY  STREET  RAILWAY  REVIEW. 


ISerial  No— Vol.  XIII,  No.  8  d. 


to  riilliM-t  piii'i'i'ls  rrolii  alilpiHTN  iiiiil  to  ilrllvcr  llirlii  to  tlii'  riiii- 
HifniOt'K.  \Vi-  iiri-  iiiiiiMi'  lo  liiKl  lliat  tlilH  pii.VH  iik  k>°<'»<  »  prulit 
an  wlicrc  It  l8  not  iiltriiipt^il.  In  a  liirKi-  I'lty  tlii>  iiioxt  iiltnicttvi' 
pliiii.  It  woillil  N<'i-iii,  would  lie  III  li-l  II  Hi-pariiti'  i-.\prfss  iir  partn-l 
roiiiiMiiiy  (III  tlilH  mill  pay  tlii'  rallriMiil  roiiipaiiy  a  i-crtalii  aiiioiiiit 
for  i-ai^  or  wparc,  or  a  piTri'iitaK''  of  tin"  Kro»H  riTplpts  ami  llir 
rallroailx  Inivo  iiotliliiK  to  ilo  with  II.  i>M'i-pt  to  iiifn-ly  haul  tin- 
K(kmIh  for  the  rxpn'MH  <'oiii|Miiiy.  Sonit'thliiK  on  IIiIh  iirilcr  Ik  iIoiic 
III  St.  I.,<iiil>i.  Kaltiinori-.  <'lcvi>hiiiil.  New  llavi'ii.  rorllaiiil  (Orel. 
anil  Ni'w  York.  KIpiircK.  however,  that  woiihl  lie  of  interest  to 
the  aHKiKialloii  are  not  avallalile  from  these  lilles.  lint  It  seeinn 
to  lie  a  safe  pri>|K>slthiii  anil  everylioily  satlstleil  with  the  results. 


BY  ELECTRIC  EXPRESS  CO. 


R<«r^lTwl  from 

Thi*  |.r..|»rl>  il«..«Tlb«l  iK-liiw,  111  RiiiMiri'iit  i;ik..I  . 

ronU'nt'.  «»r  iwrkaitr-  iiiilinowii.  tiiHrkiHl.  voiihIici  

roiiiIMtiy  «trnt»>  l«'i«rry  tii  Ihf  wilU  ilf  tliiiillim.  It  «"|  lU  roml.  .iIIhthIm.-  l«i  -.   _.  ^.  ,.  .  ... 

nun  Oie.1  ..r  mrrrnl  lor  iwrvlio  <lnJiiiiiil«l  i.)    lil|i|«T  iiniliT  (In™  A.  H  nr  (  ,  ii.  explnliiM  Wlo" 


i*|il  H"  noliil  ii'ontftu*  (iihI  citinlll.ini  of 
'nlrnVn;i"'|iiVkV,^iiiiiino«nri;;.Vk.Hl.  TOiiMitiir.^  mid  aflliiixl  »■  ln.ll.i.uM  l*luw.  whi.li  wild 
.iiitMtiy  utrnt.^  !»'  i«rry  In  Ihf  wild  lit'  tliiiillim.  11  «"|  lU  roiid.  iil 


lifliVl.T  to   I 


CLANS  A. 

Kxlirviw 

Wa^n  R«rvlr«  iHith  oniU 

of  Hue 


CLASS  n. 

FralKliI 

No  Waieon  Service 


CLASS  C. 
Kxpn*M 
Wbroii  Hrrvlcr  onu  end 
of  lino      


Oonidifnee 

Sln>rt  and  No. . 
l>eetlnmUoii   .-. 


lUrka 


No. 
PaekMva 


Vslo*  or  C.  O.  D. 


OESCRimoN 


H 
v: 

a 

■  o 

H 


Thr  drllvrr;  of  mid  article  lo  and  lt«  rt^lpt  for  lnini.|iorl«ll<m  l.y  the  Ki.k.ctkii-  Kxr»K«s  C  -^ 
arc  o"  the"  ip4.  condition,,  a.  prinled  on  the  tack  bereol.  wlil.li  .re  accepted  and  approved  Ly 
the  shipper. 

Name  of  Shipper 


PKEPAID 


COLLECT 


ON  ACCOUNT 


The  condition,  upon  which  the  aliove  mentioned  proptirty  i.  recelre-l  for  tmiiaponallon  ore 
printed  on  hack  hereof.  ELECTRIC  EXPRESS  CO  . 

Per 

kh;.  1.^  uKcKii-i-  tsi:i)  »y  Schenectady  hy. 


The  method  of  handling  freight  and  express  on  electric  rail- 
ways is  the  next  thine  to  he  I'oiisidered.  The  dat.n  obtained  form 
the  most  interesting  part  of  this  paper.  As  to  rates,  we  have 
mentioned  tliat  :!">  roads  lieard  from  nse  steam  railroad  elassiliea- 
tions.  There  may  tie  smiie  very  good  reason  for  this,  liut  it  seems 
to  the  writer  that  if  otherwise  praeticahle.  this  need  not  be  done. 
In  Indianapolis  and  some  other  places  the  tag  system  is  in  use. 


BBIPriNU  ORDER 


.150.— 


TO  ELECTRIC   EXPRESS  CO.. 


PtrAM<  Hhlp  the  purkmre!!  crmmerntrd  tw-tow.  which  iire  In  irotMl  onlor.  mnrkwl  eon.-'litiiwl  and 
rle-«tlnr<l  a*  b«tow.  to  Ims  rairlwl  to  wiM  tk-Htliiiitloit.  If  on  your  roii(l.  olhorwl<i.e  to  dtlivt-T  I"  an- 
other rarrltr  on  tho  route  to  unhl  tIeHtlmiilon.  <-hurK««  to  l>ts  tollii-iwl  in  Hrfonlnn<-e  with  M-Iieitiilo 
or  rnt«K  nxed  or  aicrced  lor  iwrvico  desliinntcd  by  xhlppvr  uniler  Claaa  A,  B  or  C,  as  expliiined 
below. 


CLASS  A. 

EiprfUft 

WniTon  HrrvK'<*  hoth  cnils 

of  lliiv 


CLASS  It. 

Kri'lk'lit 

No  Waieon  Servii*e 


CLASS  C. 

Kxpresa 

Wflffoit  SiTvk-e  one  end 

of  line 


Connlff'nec  — •• 
Street  and  No.. 
DMtl  nation    — 


r 
PI 
o 

■  2 
o 

■  w 

>: 


Mark! 

Value  or  C.  O.  D. 

t 

No, 
I-ack«(te« 

DEBORIFTION 

Weltrht  Subject  to 
Correction 

Tho  delivery  of  said  article  lo  and  llK  receipt  for  lnim.|MirUtlon  hy  the   Kl.KcTKIc  EXI-RKs,.!  Co    v. 

are  on  the  oxpresa  conditions,  as  printed  on  the  hack  hereof,  which  nre  accepted  niid  approved  hy  ^ 

the  shipper.  f~ 

Namoof  S'.ilpper . 


PREPAID 


COLLECT 


ON  AOCOCNT 


For  CONSlOMBB : 

Received  from  the  Rl.ltTRlr  ExrRna  Co 
forth  In  the  foreffolnjt  shlpplnK  order. 


In  lEood  order,  tho  packaifes  referred  to  and  set 

„ . Conngntt. 

■IG.  2.—  SIlirri.NG   GAUD   t'SED   liV   8CHUNECTAUY   RT. 


Tills  In  very  gootl.  TleketH  or  tagM  are  sold  to  inerehantK,  farm- 
ers and  others,  and  when  a  package  Is  to  lie  shipped  by  e.\press 
or  freight,  the  shipper  merely  consults  a  scheiliile  of  rates  ami 
attaches  to  his  package  a  ticket  tlial  will  carry  the  package  to  its 
desllniitloii.  These  tags  are  sold  In  certain  iiuantities.  having 
values  of  different  ih'nominatioiis,  and  work  HatlHfactorlly,  the 
tag  going  to  the  auditor  In  the  plai-e  of  cash. 

The  Uiiikford,  III.,  road  has  a  nice  system  In  use.  This  wan 
described  in  a  recent  Issue  of  the  "  .Street  Ilailwuy  Itevlew." 

I  The  <Ie.scri]itlon  of  the  system  and  the  forms  used  will  be 
found  In  the  "  Street  Hallway  Itevlew  "  for  .Tune,  ]!Kl,'t,  pages 
:!1-J  to  :il4.—  Kd,] 

We  lliid  a  good  form  of  receipt  to  shippers  is  that  used  by  the 
Scheniftady  road  shown  In  Fig.  1. 

The  S<-heiiectJidy  receipt  from  consignees.  Fig,  'J,  Is  a  most 
excellent  form  and  is  a|ipende<I  for  the  guidance  of  I'oails  seeking 
Information  as  to  forms, 

('ontlniiing  tlie  Scheneclad.v  de.scrl|ilioii  liclmv  liml  ;i  very  iit- 
Iriiclive  circular  used  by  "The  ICleclrlc  IC.xiiress  Co.,"  which  Is 
sii|ip(ised  to  be  an  orgiini/.atlon  inside  of  tlie  rMllroail  conipany: 

Electric  Express  Company. 

iNSTmtTio.vs  |-on  SiiU'ri.vc. 

Tills  comjiany  is  doing  both  an  e  press  and  freiglit  ImsineKS 
and  our  charges  are  based  on  the  kind  of  service  desireil.  We 
have  therefore  classilied  our  service  :is  follows: 

"Class  \" —  lOxpress  service,  includes  collectinii  niid  ilcliveiy. 

"Class  H" — Freight    service,   no  wagon   service  whatever. 

"  Class  (;  " —  Freight  service,  includes  wagon  service  one  enil. 

In  order  that  we  nia.v  dcleriiiine  what  class  of  service  is  de- 
sired it  is  vi'i'.v  necessary  that  shippers  enter  on  shipping  orders 
the  class  under  wliicli  goods  arc  to  be  haiulled. 

Fiiless  specitied  on  sliipping  order.  Class  "  15"  or  "  C."  all 
sliipments  Inouglit  to  our  office  or  collected  by  our  wagons  will 
lie  treatetl  as  e.xjiress  and  charged  for  under  "  Class  .\." 

It  sliould  lie  understood  tliat  express  matter  receivi"s  tirst  at- 
tention at  our  liaiids.  and  wliile  freiglit  .service  is  Just  as  fast, 
preference  iii  luMiIiiii;  ami  ilclivcry  will  lie  given  lo  express 
Imsiness. 

Receipt  books  will  lie  fiirnisiied  on  appiicatioii.  and  we  re- 
.spectfully  reiiuesf  sliippers  to  make  out  their  own  sliipping  or- 
ders, entering  on  the  diiplicale  tiie  class  of  service  wanted,  as 
per  schedule  given  above. 

Special  attention  should  be  given  to  blank  spaces  headed 
"Charges."  crossing  tint  "Collect"  space  when  prepayment  Is 
desired, 

Kates  and  furtlier  inrorniatioii  will  be  furnislied  by  agents  or 
communications  may  he  addressed  to 

ELECTRIC  K.XI'RESS  CO.. 

E.  .1.  Ryou,  Manager. 

Schenectady.  N.  Y..  Mar.  2.j.  VMrl. 

Tiie  Citizens'  Railway  &  1-igiit  Cd..  nl'  .Miiscaline,  Iowa,  uses 
a  stamji  s.vstem,  one  of  the  slainjis  being  sliown  in  Fig.  ;i. 

Tile  Elmira  AVater.  Light  &  Railroad  Co.  also  uses  the  tag  and 
staniii  system. 

The  tariff  sheet  of  tlie  Des  Moines.  Iowa,  Inlerurlian  Railway 
is  reproduced  in  full.  Fig,  4,  as  one  of  the  simiilest,  yet  most  com- 
plete in  use. 

The  list  of  commodity  rates  of  tlie  Camden  Interstate  Railway 
Co.  is  as  follows: 

Between  Huntington  and  all  points  west  to  .\shland. 
Rates  subject  to  change  without  notice. 

.Vpples.  per  bbl -$0. 10 

Beer,   per   bbl 20 

Beer,  per  half  bbl 10 

Beer,  per  case   10 

Baby   buggies,   each    25 

Bic.vcles.    each    25 

Bread,  per  basket 2o 

Bananas,  loose,  per  hunch 03% 

Bananas,  p.ncked.  per  ease 25 

Bananas,  packed,  per  ',/■  case 15 

Brick  in  flour  bbls 25 


5TH  Year,  No.  4— Seit.  5,  1903.] 


DAILY  STRKRT  RAILW.W  REVIEW. 


669 


Boots  and  shoes,  per  lb 1"' 

Cabbage,  per  flour  bbl in 

Cabbage,  per  sugar  bbl 1"' 

Calves,   each   ■"•*' 

Cement,  per  liXl  lb.  sack   <•>< 

Cement,  per  Louisville  bbl -i' 

•  Cement,   per  Portlanil  bbl -'> 

Cider,  per  bbl "■•'■ 

Coffee,   per  case <>8 

Canneil  goods,  per  UW  lbs Dii 

Dry  goods,  per  UX)  lbs 1  •"• 

Dynamite.  400  lbs.  or  less  -.n'l 

Eggs,  per  crate   n-' 

Empty   crates   returned    0:1 

Empty  iiop  crates  returned  ii^« 

Empty  beer  cases  returned   "■> 

Empty  beer  kegs  returned 1  '■"> 

Fertilizer,  per  bag   -i' 

Flour,  per  bbl t" 

Fee<l   (niilli.    per   ton    l.i"i 

Grapes,  per  basket   n- 

Glass.  pa<-ked.  per  100  lbs 1  •" 

Groceries,   assorted,    packed    1" 

Hay.  per  bale  of  KKI  lbs 1  "■ 

Hay.   per  ton    -."in 

Hardware,  per  100  lbs n.s 

Ice.  per  1IK»  lbs lo 

Lime,   per  bbl ]"i 

Lime,    per   ton    1 .2."i 

Laundry,   per   basket    '-'"> 

Li(|Uor.   per   bbl :!•" 

Liipior.   per  case    10 

Meal,  pt'r  lOO  lb.  bag «~> 

Meats,  fresh,  per  100  lbs 'J.") 

Meats,  cured,  per  KH)  lbs OS 

Meats,  per  IHXt  lb.  box   1  -"i 

Meats,  per  :!<I0  lb.  bo.\   l-'ii 

Molasses,   per   bbl -"o 

Xail.s.  per  keg.  .">  and  over  o") 

Nails  in  .300  keg  lots   04 

Notions,  per   100  lbs 20 

Oil.  per  bbl :i."> 

Oranges,   per  box    10 

' >rgans.  each   1 , IHI 

I'ianos,   each    2,00 

riaster  (same  as  cement). 

I'otatot-s  and  all  vegetables,  per  Hour  bbl 10 

I'otalo«-s,  10.  l.'j  and  20c.  ])er  bag. 

Top  and  seltzer,  per  case 10 

.<!e»-ing   madiines    li."i 

Sugar,  per  Vm  lbs 07 

Shingles,    |)rT    M ."lO 

Salt,  per  bbl 1,". 

Stoneware,  per  100  lbs l,"i 

Trniiks.    each    2."> 

Tar.    per   bbl :■.-) 

Varnish,  per  l>lil .'i.-i 

Varnlsli.  in  HKI  lb.  cans 10 

Vinegar,   per  blil :!."p 

Wire  Cable,  per  l.CXMI  Hi.  reel :!.(I0 

Wire,  barbed,  pi-r  100  lbs Od 

No  single  pjickage  shipment  less  tlinii  2.">  ceiils. 

Special  prici'H  on  car  lots  uiion  application  to  K.  li.  Cole-,  <l. 
F.  A.,  or  T.  IL  f^lay.  Agt. 

In  eloHlng  this  paper  it  might  be  interesting  to  learn  liow  the 
freight  and  express  Is  handled  In  Itirniinghaiii. 

The  company  maintainH  a  large  and  cominorilous  di-pot  at  a 
convenient  dlslnnce  from  the  heart  of  the  city,  where  all  fri'iglit 
for  the  Hubnrbnn  lines  is  received.  I'.esldes  this  central  ilepol. 
there  are  nve  other  depots  with  agents  along  the  lines  and  at 
termlnnlH.  The  bUHlneMK  nt  the  terminals  is  so  heavy  that  the 
agents  have  to  have  an  assistant  and  a  freiglit  handler.  At 
the  central  station,  the  lii-lji  reipiired  Is  an  agi-nt,  a  bill  r\rrk  afid 
Ave  freight  handlers. 


Auytliiiig  is  reoeiviHl  for  shipment  from  a  package  of  yeast 
cakes  to  n  hogsli(>ad  of  sugar,  and  it  shippers  desire  to  do  so. 
tlie.v  may  prei>ay  sliipineiit.  and  if  not,  goods  are  sent  collect:  that 
is.  wln-re  tliey  are  going  to  an  agency  station,  and  sliiiiments  are 
always  prepaid  when  siiipped  to  stations  where  tliere  is  no  agent, 
ami  tile  liill  of  lading  is  stamped  as  in  Fig,  5, 

Tliis,  of  ci>urse,  renders  tlie  I'oinpan.v  not  iialile  siionld  tlie 
sliipmenis  lie  stolen  or  molested  after  tliey  are  put  oft'. 


FIG.    3, 

No  (',  O.  D.  business  is  done,  and  we  take  this  occasion  to  warn 
oni-  friends  against  it,  as  it  will  lie  a  never-ending  source  of  ex- 
lien.se  and  annoyance.  This  is  particularly  line  in  instances 
wliere  perishable  goods  are  shipped  C  O.  I),  if  liu're  is  any 
(•oiitention  aiiout  it  so  tiiat  the  goods  cannot  lie  delivered  iironiptly 
tliey  may  spoil,  ami  llien  someone  will  want  tlie  railroad  company 
lo  ii.iy  for  tlieni. 


MERCHANDISE    l.\  CENTS 

Special,  car  Load 

Classes  in  Cents 

I'ER  liKi  Lbs. 

Peii  100 

rus. 

Mii.es. 

1 

2 

3 

4 

-5 

A 

B 

C 

D 

E 

>i 

12 

10 

8 

8 

4.7 

4.8 

4.7 

4 

3.3 

2.7! 

10 

12.5 

10.5 

S.5 

6.5 

4.97 

5.8 

4.37 

4.33 

3  51 

2.75 

IB 

18 

11 

11 

7 

6.23 

5.38 

5.23 

4,44 

3.7 

2  90 

80 

14 

115 

1)5 

7.5 

5,51 

5.58 

5.51 

4.07 

3,a5 

3.00 

as 

14  n 

1:.' 

Id 

8 

ft. 71 

5.88 

5.71 

1.K4 

4.04 

3.23 

30 

IS 

13 

10.5 

8.5 

6  91 

6.ft5 

5.01 

5.1X1 

4.18 

3  34 

i'i 

1,'j.r) 

13.5 

11 

9 

U.12 

0.14 

0.18 

5  34 

4.33 

3.4U 

NuTK  1.  -Miuiiiium  cliarge.  25  cents. 

Note  2.— Stations  where  there  is  no  agent,  charges  must  be  prepaid. 


Cak  LoAii  Classes 

IN   t'KNTS 

PKii  100  Lns. 

Live  .Stock  in  Cents 
PEU  100  Lbs. 

In  Cents 

FKit  Ton 

of  2.000  Lbs. 

M 

J 

■a    ■ 
.-a 

El 

i  «  ^ 

So. 

Hard  and  Soft  Lumber. 
Lath.  Shingles,  hash, 
Dnors  and  Blinds. 

h 

Horses  and   Mules    in 
Car  Loads;  Minimum 
Weight.   20.000  lbs.; 
31-foot  car  inside. 

^  ^' 

a-,3 

si: 

£32 

u 

hi 

.a? 

s 
t 

1 

a 
a 

a 

1 
■3 

ij&.» 

ooZ 

rto. 

ctj  0 

en 

a 

5^ 

^"l 

4.27 

3.50 

.H.33 

3,09 

ft  1 

4.87 

5.39 

8 

57 

28 

24 

4  40 

3.72 

3.48 

3  22 

5.40 

6  25 

5.7 

8.38 

00 

33 

27 

1!) 

4.05 

3.88 

3.03 

3.35 

5  81 

5.02 

6 

8  74 

IVI 

30 

29 

20 

4  81 

4.04 

3.78 

3  48 

0  18 

« 

0  31 

9.12 

08 

5.03 

4.30 

3.113 

3.81 

0  08 

0  37 

0  05 

1)5 

78 

44 

5.28 

4.37 

4.08 

3  75 

0  W) 

0.75 

«.«! 

1)88 

70 

48 

38 

:i5.... 

5,41 

4.. 53 

4  04 

3.88 

7.24 

7.12 

7.30 

10  30 

80 

50 

41 

Approved; 

H.  II.  POLK.  President. 


J.  F.  JOHNSTON, 

General  Freight  At;ent. 


I'll;.    I.     Kiii;i(;iii'  TAitii'-i''   ok  dios   moinks   iN'ruui'UU.VN   itv. 

•file  towns  wlM're  liie  most  freiglil  is  sliipiMMi  li:ivi>  foni-  liaiiis 
per  day.  others  three  anil  the  smaller  ones  only  two,  'I'lie  smallest 
towns  are  served  iiy  freiglit  trains,  consisliiig  of  two,  three  or 
four  cars  as  llic  needs  demand.  Tile  cars  are  drawn  liy  large 
motor  cars  iiiiiil  in  tiic  company's  simps,  111111  on  liicse  trains  tiie 
molorman  serves  as  coiiilnrloi-  ami  clioi  ks  oiil  llie  freiglit.  wiilch 
Is  iiaiidled  liy  the  brakeman. 

KcKH er,  a  large  suliiirliaii   liiuii    It  miles  from   Itiiinlngliam, 

gels  its  dally  supply  of  meal,  lircad.  fruit  and  vegetables  from 
Itlrniiiigliain  every  day,  and  a  train  is  run  out  of  Hlrmliighaiii 
every    morning     al     live    o'clock     known    as    tiie   "  Fresh    Meat 

Special." 

Tlie  company  has  several  com tloiis  with  steam  railroads  and 

iiiindies  sidiil  car  load  slii|imeiils  to  tlie  siiliurliaii   towns.     This 


r,:o 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8  d. 


BIRMINGHAM  RAILWAY,  LIGHT  ANU  I'DWKK  CO. 
Division. 


IllltMINGIIAM.    Al  t 


Receivrd  Irom- 
rontigncd  lo 


Suiion. 


the  lollowing  packagn  (conlenl*  and  value  unknown).  In  apt- 


ChanPM 


in  till-  rv.-«-iiit  iiii.-r  I 


l..,\,-  lull UUIliill 

l.ltltit  .V   I'liwrr  fi. 
r    tlir  nrlli'l*.*   iiitiiMHl 

!■>    HIT  UnltNulvll. 


Ko  llnl.llllr  »ltl  IH.  uaunml  ror  wpniiie  inrrlwo  ..r  «rc.liit  cl€.|l«iir»  ..r  iroo<l»  liinrkml  In.or 
nrtir  "r  w  II.  InflUI  or  nunilwr.    The  utiilsnlKnnl  •surm.l;  .uw  tlwt  Ihev  .n-  not  ri|.iK>n.lbl» 

r«l<Mml  ui>l««N  .HUiT*tp4'  Bliwrlnttl.  AcKNT 


pays  exceedingly  vciAl.  ns  tliorc  is  practically  no  expense  nttaeliod 
to  It. 

The  forms  and  otlioe  method  of  liaiHllliiK  frcislil  iin-  llii>  same 
ns  used  by  standard  railroads. 

When  a  package  or  packages  are  olTcrcil  fi>r  sliipiiiiMit  a  liill  uf 
lading  In  duplicate  Is  presented  and  llie  goods  checkitl;  the  bill 
of  lading  is  signed,  one  copy  being  retained  by  the  coiislguor  and 
the  other  by  the  agent.  These  bills  of  lading  arc  made  up  in 
books  of  one  hundred  each  and  these  books  are  distributed 
among  the  sliippers.  From  the  stub  reUiined  by  the  agent  the 
way  bills  are  made  up  and  a  copy  of  the  same  is  made  on  tissue 
paper.  This  copy  goes  to  the  auditor  who  checks  it  up  and 
charges  to  each  agent  the  amount  due  from  each  agent,  a  sepa- 
rate account  being  kept  with  eaili  agent.  The  agents  remit 
their  receipts  daily  to  the  auditor,  and  he  diecks  the  accounts  of 
each  agent  to  see  that  everything  has  been  remitted. 


K.Xl'ItF.SS   TRAIN,   HIUMINGHAM. 

The  receiving  agent  takes  his  way  bills,  which  are  sent  out 
In  advance  of  the  freight  train,  and  makes  out  a  combination 
freight  bill  and  rweipt,  the  two  being  a  folded  sheet  perforated 
in  the  middle.  When  the  consignee  calls  for  his  freight  the  agent 
signs  the  bill,  which  shows  the  receipt  for  the  money  and  the 
consignee  signs  tlie  receipt  which  the  company  holds  to  show 
delivery  of  goods. 

In  addition  to  these  forms  the  agent  at  the  central  station 
makes  out  a  recapitulation  sheet,  showing  total  amount  of  busi- 
ness transacted  on  all  lines  during  the  day,  and  each  agent  makes 
out  one  of  these  sheets  and  these  are  forwarded  to  the  auditor, 
who  by  this  means  can  keep  an  accurate  record  of  all  business 
done. 

The  central  deiM>t  agent  also  sends  daily  a  recapitulation  sheet, 
itemized  as  to  divisions,  to  the  manager  of  the  railway  depart- 
ment. The  sheet  each  day  covers  all  business  for  the  previous 
days  of  the  month,  and  the  sheet  for  the  last  day  of  each  month 
of  course  shows  the  total  business  for  the  month. 


Rates. 

Bar  Fixtures,  per  100  lbs |0  16 

Hilliiinl  Tablw.  |>er  100  lbs 16 

ll.-.T.  per  liHl  Ills 06 

MiMT.  U..ltl.Ml,  III  Casks  or  Boxes,  per  100  lbs 08 

HiigglcN.  crated,  per  100  Ib8 1  00 

Ucllciws,  per  UN)  llis 15 

Hoots  and  .Shoes,  imt  100  lbs 08 

Collins,  per  100  lbs 15 

( 'roikery.  per  100  lbs 1.1 

Chli'kens  and  other  iKinltry,  per  cmip K 

Ciilekens  and  other  poultry,  jier  «Mip,  extra  large  coop....  35 

Conwi-e ."59 

Cariiets.  per  100  lbs l.'> 

Cider  and  Vinegar,  In  kegs  or  barrels,  per  100  lbs 08 

I  'lothing,  per  100  lbs 08 

Dry  (ioods.  Notions,  etc.,  per  100  lbs OS 

Kiiiplles,   each    05 

(Kxcejit  empty  Beer  Kegs,  S'^c.  each.) 

Kggs,  per  1(H)  lbs 08 

Fish,  Fresli  Meat,  etc.,  per  100  lbs 08 

I'niits.  per  100  lbs 08 

Funiiture,  per  100  lbs 15 

(ilassware.  per  100  lbs 15 

(irocerles,    per  100  lbs 08 

(irain,  per  100  lbs 05 

Hats,  per  100  lbs 08 

Hay.  per  100  lbs 05 

Hardware,,  per  100  lbs.. 08 

Household  Goods,  Owner's  Bisk,  released,  per  100  lbs 15 

Harness,  per  lOi)  lbs OS 

Iron  and  Iron  I'ipe,  per  100  lbs 08 

Iron    Safes,  per  100  lbs 08 

.lugs,  .lars,  etc.,  crated  or  boxed.  Owner's  Risk,  released,  per 

KH)  lbs 15 

I.iia.liMl  Shells,  per  KXI  lbs 08 

l.uiMlii'r,  per  Km  ll>s 08 

l.iiiie.  Cement  and  I'laster,  per  100  lbs.,  Bessemer  Division.  08 

l.inie.  Cement  and  I'laster,  per  100  lbs.,  other  Division....  05 

Mattresses,  per  100  Ilis 08 

.Meat,  in  bulk  or  box,  per  100  lbs 08 

Melons,    each    02M> 

Marlile.  crated  or  boxed.  Owner's  Kisk,  released,  per  100  lbs.  15 

(iigaiis.  crated  or  boxed.  Owner's  IMsk.  ivleased.  per  100  lbs.  15 

( Irgiins.  not  crate<i  or  boxed,  eadi   50 

I  lils.  in  barrels  or  cans   08 

I'l-oiliice.   Fruit,  etc..  per  100  lljs 08 

I'i.inos,  lioxcd.  Owner's  Risk,  released,  per  100  ll>6 15 

Sewing  .Macliiiies,  cnited.  Owner's  Hisk,  released,  each....  15 

Sewing  Maciiines,  not  crated,  each 26 

Sdda  Water,  in  cases,  per  100  lbs 10 

Stoves  and  Sloveware,  per  100  lbs 15 

Siiiit  Baskets,  per  100  lbs 26 

'i'inware,  i)er  100  lbs 15 

'I'ruiilvS,  each  10c.  to  25 

'I'erra  Cotta  Pipe,  Owner's  Risk,  released,  per  100  lbs 06 

Terra  Cotta  Pipe,  not  released,  per  100  lbs 16 

Wagons,  per  100  lbs. 16 

Whiskey,  Wines,  etc.,  in  bbls.  or  kegs,  per  100  lbs 08 

Wliiskey,  Wines,  etc.,  in  bottles  or  boxes,  per  100  lbs 15 

.Ml  empties  must  be  prepaid.     All  goods  must  be  marked  by 
consignor.     No  package  for  less  tlian  10  cents. 

Car  load  shipinent.s.  .$2.(M»  per  car  to  <3otton    Factory,   Elyton 
and  (ireens,  $5.00  per  car  to  points  beyond. 

$7.50  ]H'r  car  Bessemer  to  Birmingham   and  all  intermediate 
sidings,  except  Wilkes. 

On  Knsley  Division.  $2.00  per  car  switching  in  Pratt  City  from 
Birmingham   Sontliern  Railway. 

$7.50  per  car  Birmingham  to  Knsley  or  Pratt  City. 

On  I'^tst  I>ake  Division  no  freight  will  be  handled  In  ear  load 
lots  except  from  Wahouma  to  East  Lake.    Price  $2.00  per  car. 

On  f!ate  City  Division  loaded  cars  are  handled  at  East  Bir- 
mlngliam  only,  at  $2.00  per  car. 


5TH  Year.  No.  4— Sett   5,  lOO.?.] 


DAILY  STREET  RAILWAY  REVIEW. 


671 


lorm  M. 

BlRIhGBAI  RAILWiT.  LI6BT  k  POWER  fO. 

Division. 

Birmingham.  Ala-, 190 

Received  from 

consigned  lo 

Station 

the  following  packages  (contents  and  value 
unknown),  in  apparent  good  ord«*r: 


Muks 

Weight 

Clwrges 

Form  Mk. 

KIBllNt;B.\R  BULn\T.  UtiflT  &  POWKR  CO. 

Division. 

Birmingham,  Ala., 100.,. 

Received  from 
consi; 


No  lUbltity  will  be  assuiuert  for  wroii(f  rnrria^re  or 
wroa*r  difllvery  of  t;i>xls  niarke<t  iniorrt^-tly.  or 
with  inm.i! '-r  numbvr.  The  undt*n.iirnttl  expressly 
-t..  .re  not  rfc^poriiilhle  for  Boods  put  olY 

.>;  .nd  all  ^Hxlii  to  way  stHtlonti  must 

jrood^    shipped    releai*d    unless 


t-l. 


Agent. 


..Ala. 
.._I90.-,- 


To 


-..•\Ia. 


Dkar  Sir  : 

Hereafter  you  will  oleiise  route 
:„__j  ._  all  my  alitpments  via  tW  Bihmini;- 

it,nea  lo ^^j,    Railway.    I.uhit    &   Powkk 

Station Company's  fust  freight  line. 

the  following  packages   (contents  and  value     

unknown),  in  apparent  good  order: 


..19a—. 


To 


Dear  Sir: 

Hereafter  you  will  please  route  all  shipments 
to  me  via  the  fast  freignt  line  of  the  Birmingham 
Rail\v.-\,y,  Light  &  Power  Co. 

RespectfviUy, 


Harks 

Articles 

Wei«hC 

Charges 

The  iiiiileryieiied  expret^.sly 

itre  not  responsible  fopBOoda  put  oil 


No  liability  wttl  be  ai^s 
wronff  delivery  of  bo< 
with  inltiiil  or  nuiiilier. 

^tJtU-  thiit  tlie       , 

at  way  stations,  and  all  ROixls  to  way  stiitions  lilUiit 
be  pri'iuiid.  All  goods  Hhlpiwd  released  uuless 
otherwise  »|>ectlled. 

Agent. 


BIRMINGHAM  RAILWAY 


Division. 

LIGHT  AND  POWER  CO. 


Daii.v  Report  of  Freight. 
Station.         

ISO- 

No.  oi 
Wav  Bill 

To 

Prepaid    |  To  be  Collected 

Total 

-Agent. 


^/.. 


FREIGHT  BILL 
Station, 


Slif  Xo. 


To  BIRMINGHAM  R.AILW.^V,  LIGHT  &  POWER  CO. 

Dr. 

WlyRill 

For  Transportation  on  the  following 
-Articles  ol  Freiuht,  viz: 

Weight 

Rate 

Freight  and 
Charges 

ign 

Consignor 

Original  Point 
of  Shipment 

.All  Bills  Pay- 
ahlr  in  Banlc- 
able  Funds 

Received  P.iymenl  for  the  Company, 
.AL-enl. 

FREIGHT  RECEIPT 
._ Station, 


5/1/  No.. 


Received  of  the  BIRMINGH.AM  R.AILWAY,  LIGHT  &  POWER  CO., 
In  Good  Order,  the  following  Described  Property; 


Way-Bill 

IWi 
Consignor 
Original  Point 
ol  Shipment 
All  Bills  Pay- 
able In  Bank- 
able Funds 


ARTICLES 


Weight     Rate 


Freight  and 
Charges 


BIKMINCHAM  RAILWAY,  LIGHT  &  POWER  COMPANY 

Division  No., 

Local  Freight  WayBill 


_To_ 


.Date_ 


Consignor 


Marks 


Consignee 


Articles 


Weight 


Rate 
per 


Charges 


100  lbs.  PrepiilJ 


Railway  Department 

BIRMINGHAM  RAILWAY,  LIGHT  AND  POWER  CO. 

Daily  Recapitulation  of  Freight  Received  and  Forwarded 

Birmitt^hant,  Ala. /flo,. 


Freight  Forwarded 

"        Delivered 
Previously  Reji't'd 

Total  to  Date 
Tonnage  Forwar'd 
"        Delivered 
Previously  Kep't'd 

Total  to  Date 
Articles  Forwarded 

"        Delivered 
Previously  Re|»'t'd 

Total  to  Date 
Steam  Cars  Ilnnd'd 
Previously  Reii't'd 

Total  to  Date 


To 

Wood 
ward 


To 
B'tiier 
DIv. 
Loc'ly 


Ens- 
ley 


To  Ens- 
ley 
Ulv. 

Locally 


To 


Numbers  and  Initials. 


.Gen'l  Frt.  Agl. 


Special  rates  are  made  on  car  load  shipment."!-  All  rates  are 
subject  to  change  without  notice. 

Trains  for  Ensley,  Pratt  City,  Thomas  and  W.vliiin,  leave 
Birmingham  6  a.  m.,  9  a.  m-,  1  p.  m.,  4  p.  m. 

For  East  Lake,  leave  Birmingham  10:45  a.  m.,  3:15  p.  m. 

For  Bessemer,  leave  Birmingham  5:30  a.  m.,  10:45  a.  m.,  2:45 
P-  m. 

For  Gate  City,  leave  Birmingham  10:4.")  a.  m. 

An  attractive  card  advertising  tlie  frelgiit  liiisiiiess  and  niiin 
ing  the  rates  on  tlie  principal  articlf.s  for  siii|>inciit,  is  tacl<crl 
up  in  the  warehouses  and  offices  of  the  various  nierciimits- 

A  freight  solicitor  is  employed,  who  Is  provided  witli  an  iid 
vertlsing  card  and  a  stub  boolt  which  contains  requests  signed 
by  suburban  merchants  requesting  their  freight  shlpiwd  tiy  tln' 
Kirmlnghaw  Hallway  Light  &  Power  Co's.  fast  freiglil- 

The  freight  business  Is  steadily  on  the  Increase  and  new  fnclli 
ties  have  to  Im;  brought  Into  s«Tvicp  from  lime  lo  lime  to  take 
care  of  the  buslness- 

The  frclglit  buslnrws  pays  very  well  indeed,  as  only  alKiut  20 
per  cent  of  the  gross  receipts  are  necessary  to  condiicl  llie  de- 
partment. 

Owing  to  the  careful  system  of  check  lug.  very  little  freight  is 
lost  or  damaged. 

Summing  up  our  conclusions,  we  make  tlie  assertion  that  if  It 
pays  now  in  a  great  many  lnstHncf.s,  It  can  be  made  to  pay  In  a 
great  many  more  where  It  Is  not  now  paying,  and  that  many 
roada  that  arc  not  giving  It  any  attention  at  present  will  soon 
adopt  It 


DECORATED  CAR  FEATURE  OF  CELEBRATION. 


Tliere  was  an  "  old-homo  week  "  celebration  at  Stow,  Mass., 
(lie  last  of  ,Iuly,  the  success  of  which  was  augmented  liy  the 
raiillties  alTorded  liy  the  (^Itmcord,  Maynard  &  Hudson  Street 
i;;iilwiiy  ('().,  especially  on  the  occasion  of  a  trolley  ride  on 
IIm!  evening  of  .hily  2!1th.  A  novel  feature  of  the  trolley  trip 
was  the  car  on  wlilch  llie  band  rode.  This  was  a  flat  construe- 
lion  car  wiilcli  had  been  artistically  decorated  at  the  company's 
liarn,  wKli  bunting,  sliields,  rosettes  and  spread  etigles,  by  Hie 
siiperinlenilelit,  Mr.  .Tolin  \V.  Ogdeii.  ,\t  the  top  of  eadi  side 
"f  tlie  i-ar  a  strip  bore  tlie  inscription.  "  StoVv  Old  Home  Week." 
.Mr.  Ogden  stales  Unit  the  icsiiK  proved  thiit  a  little  effort  put 
forth  in  fills  way  will  bring  many  dollars  In  return,  at  the  same 
time  showing  tlie  public  that  tlie  railway  company  is  anxious 
lo  coiiperate  with  It  for  mutual  benellt.  On  tlie  occasion  In 
question  Hie  Iridley  procession  loiiipilsi'd  a  speilal  parlor  ear, 
the  band  car  and  live  others,  brilliantly  Illuminated.  About  400 
piTsoiis  enjo.yed  the  ride.  The  residenis  of  Slow  were  en- 
thiislastic  In  praise  of  the  company's  endeavors  and  acknowl- 
edged that  the  trolley  trip  conlrlbuted  more  than  one-half  to 
the  week's  enjoyment.  For  a  souvenir  the  company  Issued  half- 
tone pictures  of  the  deeoralcd  band  car. 

VV.  I(.  KerchniT.  second  vice-president  of  tlie  f>)lumbla  Ma- 
••hine  Works  &  Maili-abie  Iron  Oo.,  of  nrooklyii,  was  In  evidence. 


072 


DAILY  STREET  RAILWAY  REVIEW. 


ISeki.m.  No— Vol..  Xlll.  No.  8  d. 


THE    PRODUCTION    AND    DISTRIBUTION    OF    ALTERNATING 
CURRENT  FOR  LARGE  CITY  SYSTEMS. 


By  Richard  McCulloch,  Assistant  General  Manager,  Chicago  City  Ry. 


'I'lu-  liirKi-  ili.v  Mii'i't  lallwiiy  oyslpni  of  tiMliiy  Ih  iluo  to  a 
lii'iM'itiK  i>f  «'Vi«1mIIiiii.  Ill  iiKisI  rItlPd  twciily  y<'iini  ago  tlio  Ulisl- 
iK'ss  of  (raiiNiHirtliiK  pa-vsciiB'-is  llmnich  tlir  kIi-im>18  on  rails  was 
(livlilfil  lip  aiiiniiK  sovoral  ciiiiiiiaiiifs  opcratoil  wllli  iiiori-  or  Utm 
skill,  carli  liiiloiH-ndi-ut  of  llu-  ollii-r.  anil  i-aili  slrlvliiR  aflor  tin- 
ollicr's  Imslnoss  ami  paralli'lliiu:  lis  tracks.  When  tlio  i-lcctrlp 
ora  came  on.  luotlvf  powi-r  was  cliaiitri'il.  ami  a  now  ciniipnicnt 
scU'Hi'il  aiTonllnt;  to  the  Jnd^inii'iit  of  llio  iii;inai;i'r.  wllli  no 
liartli'iilar  rfcanl  for  slandanll/.allon  of  apparatus,  and  without 
any  thought  toward  a  unity  of  purpose  In  llu'  opcraliiin  of  the 


ltl«ll.\nil   Mil'lI.I.UCI!. 

several  piMpcrtios.  And  so  it  eonu's  almut  that  when  the  sovoral 
roads  aro  oonsolidatod  into  one  system,  as  has  happonod  in  all 
exeept  a  few  of  our  large  oitios,  the  nianaKor  of  the  oonsolidatod 
property  finds  himself  in  possession  of  all  sorts  and  styles  of 
iMinipment.  idiosen  with  a  greater  or  less  ainotiut  of  wisdom,  and 
an  agjrrogalion  of  power  plants  and  feeiler  systems  which,  how- 


systems  is  the  task  of  today.  The  iiuestlon  of  power  plants  ami 
distrlliutloii  Is  the  most  dinieult  of  solution,  and  In  taking  It  up 
sevpnil  plans  suggest  thpuiKClves. 

(1)  To  keep  the  best  of  the  pntioiit  plants,  add  to  them  as 
iieeessnry,  ami  adjust  the  dlstriltution  systems  from  them. 

CJ)  To  abandon  the  pn-sont  plants,  const riiet lug  an  entirely 
new  plant  with  a  new  distribution  system  lending  from  It,  using 
the  old  plaiils  as  sub-stations  If  they  are  suitably  located. 

(It)  A  comblnaliim  of  these  two  systems,  which  consists  In  the 
beginning  of  n  new  plant,  the  plans  of  which  contemplate  the 
operation  of  the  entire  system  from  It  at  some  fntuiv  date;  nt 
(he  iiresent  time,  however,  only  pulling  onoiigh  apparatus  In  the 
station  to  take  care  of  the  growth  of  the  system  and  addlim 
to  It  from  year  to  year  as  other  stations  are  abandoned. 

Kitlier  of  tiie  lalter  schemes  would  lead  us  to  consider  the 
generation  of  alternating  current  anil  Its  transmission  to  sub- 
stations, and  any  diange  in  the  power  plant  system  Involves  n 
discussion  of  the  relative  advantages  of  iM)wer  generation  In  one 
or  several  power  plants.  This  i|uostloii  has  lately  received  a 
groat  deal  of  atlentlon  in  the  engineering  world,  and  has  been 
thoroughly  discussc-d  from  an  engineering  standiioiiit. 

The  great  and  all-important  ipiestion  which  confronts  the 
manager  and  which  the  engineer  should  assist  him  In  solving,  is 
how  to  transport  passengers  with  the  greatest  degree  of  safety, 
reliability  and  economy.  The  power  i>lant  and  transmission  .sys- 
tem consliliite  only  two  links  in  the  chain  of  many  devices  neces- 
sary to  accomidish  this  task,  and  should  not  be  given  iinduo  ini- 
liorlanif  in  (he  laying  out  of  the  general  scheme.  Ki-onomy  of 
generation  or  transmission  of  power  should  never  be  sought 
after  at  the  expense  of  safety  or  i-eliability  of  ojieration.  True 
engineering  should  take  into  account  the  flnancial  ques(i<ui8  in- 
volved in  the  operation  of  the  property,  but  unfortunately  there 
aro  fads  and  fashions  in  engineering.  Just  as  in  matters  of  dress. 
Large  questions  of  policy  which  should  be  solved  h.v  sound  en- 
gineering have  sometimes  been  settled  from  a  desire  to  lie  in  the 
jirovailing  fashion  or  to  have  a  power  plant  which  will  eclipse 
in  daring  the  last  one  built.  This  cannot  always  lie  laid  at  the 
iloor  of  the  engineer,  who  is  .sometimes  called  inio  eonsultallon 
only  after  the  great  fashions  have  been  ilisi>osed  of.  leaving  him 
only  the  details.  .\I1  this,  jiorhaps.  has  little  to  do  with  the 
subject  of  this  paper,  but  it  is  given  as  a  preface,  because,  after 
all.   more  iniporlant   than  the  question  of  how  to  generate  and 


l-MO.    2.— CROSS-SECTIO.V      0|. 


ever  suitable  they  might  have  been  for  the  individual  roads,  do 
not  lend  themselves  reailily  to  an  econoniical  operation  of  the 
pro|K"rty  as  a  whole.  The  weeding  out  and  the  standardization 
of  apparatus,  and  the  adjustment  of  generation  and  transmission 


M.VMIATTAN      POWKU      STATION.      C.MAlirY,    4il.(KMl   K\V. 

curroiit  is  whether  or  not  to  generate  it  at 


traiisniit   allernatin;: 
all. 

In  this  paper  the  alternating  current  will  be  considorod  to  be 
made  by  steam  power  at  a  central  power  station,  transmitted  at 


jxn  Year.  No.  4 — Seit.  5,  1003  1 


DAILY  STREET  RAILWAY  REVIEW. 


6Y3 


:i  liij;h  v.ilt.'ige  to  sub-stations  located 
ill  (litl'diMii  parts  of  the  territoi-y  to  be 
sci-vcil.  tlioro  CDiivoi-tod  into  r>75-volt  di- 
n>ct  cnrrcnt  .'ind  disti'ibnlod  b.y  means 
III'  feedefs  Id  I  lie  Inilli'v  sections  in  tile 
usual  way. 

Tlie  use  ol'  alternating  cnrrent  nio- 
lers  for  sti-eet  cars,  altlumgli  tlie  subject 
of  a  sji-eat  deal  of  expei'inientins.  has 
not  yet  been  successful.  In  Switzeiland 
on  Ml!  iiileiiirli:in  io;i(l  and  in  nortlieni 
Italy  (HI  .-i  steam  niail  which  has  been 
i-onvci-ted  to  electric  traction,  .•illernat- 
in.^  cnrrent  motors  are  used,  and  their 
nsc  was  seriously  considered  iu  tiie  elec- 
tric ciinipmciit  of  one  of  the  London 
iinderyronnil  lo.ids  formerly  operated 
liy  steam  locomotives.  Where  the 
slops  are  frecpient,  however,  as  is  tlie 
case  in  city  service,  iu  tlie  present 
state  of  tlie  art  tlie  use  of  alternating 
current   motors   is   ini practicable. 

h'or  railway  and  iiower  transmission 
work.  I  he  .-idvantage  of  transmission  by 
;illerii:itin.;;  cnrrent  is  that  small  biglT- 
Icnsicin  fccdcM-s  from  tlie  central  station 
:iiid  sliorl  direct  (iirri'iit  feeders  ri-ciiii 
I  he  sub  sl:il  ions  arc  snlistitlUed  lor 
llie  loiij;.  Iic.i\y  lines  of  feeilers  lead- 
ing from  tlie  cenlr.-il  direct  current 
station.  Tlie  prolilem  is  more  oni'  of 
cm-ri'iil  traiismissioii  tli.-iii  of  cnn-ent 
liroduction. 

■flic  disriission  will  he  hikcM  up  under 
I  he  follow  in;;  he.-idings: 

■I'hc     I'rodiicli r    .Ulcniating    Ciir- 

rent. 

■fill-  TiMnsiiiissinii  of  Allcni.Mliiig  Cnr- 
i-eul. 

'i'lic  U.'l.-ili\c  Advanl.igcs  of  .Vllci- 
naiiiig  .'iiiil  liji-cii  Ciin-ciil  ■I'l-.-irisniis- 
siori. 

.\s  a  coiiiplcic  lics.'riplinii  of  .'III  .-illrr 
Haling  cnrrciil  sl.-ilinii.  li-.-iiisinission  line 
and  sub-slaliiiii  would  \,f  x  cry  Iciiglliy. 
and    of    no   gi-c.il    ii.iNdly.    ih,.    full,, wing 

d;sciissi,,n     will    .'all     .-illi'iilhii ly     |o 

those  gciMTMl    p,,iiils   Hhiih   .-ir,'   si    n- 

iii:irK.-il,l,'  ill  pi-i'siMil  |iracli,'e  :iii,l  (hose 
wliiih  shoulil  he  especially  looked  after- 
ill  Ihe  design: 

The  Production  of  Alternating  Current. 

Si I'   Sl.-ilioii.       'I'l eiilral    slalion 

should      he     I. Milled      where    eo:il      lii.-|y      he 

ohl.-iiheil    hy    iMil   or   w.iler,   nr   h,,lli.   .■ind 

w  lien-    hil-gi-    .|lljlllilies    nl     water    lii,-i^     he 

ohl;ii I    loi-   colidensillg    purposes.       It    11 

loe.ilinii       lllllilling       llli-si-       1-eiplil-elllellls 

llia.\     I hl.-iilieil    ill    Mliy    huge   eily    ne:ll- 

Ihe    eelihl-    ol     ;:l-.-n  i  I .(     ol     llie    lo:id.     well 

and   u I:  it  iiol.   il    is   iiol    so  serious  as 

il    \\oiil,l    he   it   Ihe   pl.-inl    were   designed 

In  I  III  llisll  dil.  el  elll-l-i-nl.  'I'llc  loi-Mlioll 
should     Mill      he     ill     :i      resilience     dislriel 

where     Ihe      philil      Is     .'l|il      In      he.- n 

llllisi!nie.    .'Illll     pll\sieMi      ohsl.'leles      III    llie 

hiyliig   of    leedei-    ni.-iins,   such    jis   rivers. 

hrid;;es.    elc..    sliolllil    he   .-ivoided    If    possi 
hie    in    Ihe  seleeli f    llli'   slle. 


074 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vou  XIII,  No.  8  d. 


la  tlio  cfiicnil  prliiclpU'S  of  ll»  coiislriictlou.  tlie  iilliTinitliij; 
furreiit  plant  dncH  not  dIffiT  from  llio  dlnvl  curri'nt  pliiiit,  except 
tbnt  the  uiiioiiiit  of  iwwer  liiMliilled  mid  tlie  Hlze  of  uiiltn  UKiiully 
wnrriiiit.s  a  niuenltiule  of  eoiixlriietlon  nirely  attempted  lii  di- 
rect current  plnnts.  We  linvo  the  same  holler  plant,  the  same 
enitlneH,  similar  genernlors,  and  a  switchboard  which  transmits 
alternating  current  to  finnlers  Instead  of  direct  current. 

Ooal  Supply.—  There  Is  no  point  more  ImiHirtant  to  the  con- 
tinuous operation  of  a  power  plant  than  regularity  and  Infulll- 
Mllly  In  the  delivery  of  coal.  The  amount  of  coal  coming  to  one 
of  our  large  power  plants  Is  such  that  extraordinary  means  must 
he  taken  for  quickly  unloading  and  hanilling  It.  If  coal  Is  de- 
livered by  rail,  a  large  switch-yard  must  be  provided  for  handling 
the  cars,  and  If  bottom  dumping  cars  cannot  be  depended  upon, 
some  form  of  a  car  tipple  for  <iuick  unloading  should  be  Installed. 
The  tipple  used  on  the  ore  docks  suggests  Itself  for  this  purpose. 
If  coal  Is  deliver)^  by  water,  clum  shell  drop  buckets  are  used 
for  unloading  the  barges.  Those  of  us  in  the  west  learned  by 
last  winter's  experience  that  we  must  expect  at  times  to  be  ob- 
liged to  burn  all  sorts  of  coal  In  all  sorts  of  conditions.  It  Is,  of 
course,  preferable  that  the  coal  sliould  be  delivered  crushed  ready 
for  the  automatic  stokers,  but  provision  should  be  nniile  in  the 
lay-out  of  the  station  for  a  coal  crushing  plant  to  handle  lump  and 
mine  run  coal.  The  quantity  of  coal  burned  in  the  large  stations 
Is  such  that  If  an  attempt  Is  made  to  furnish  storage  capacity 
within  the  plant  for  even  a  modest  period  of  time,  the  size  and 
cost  of  the  building  is  enormously  increased  by  the  large  coal 
tank  perched  high  in  the  air  above  the  boilers.  It  Is  perhaps  a 
better  plan  If  the  location  of  the  power  plant  permits  It.  to  carry 
oidy  a  few  days'  sui>ply  in  the  tank  in  the  boiler  room,  and  pro- 
vide a  separate  buiiiling  for  the  coal  reserve,  connected  by  con- 
veyors to  the  boiler  room,  where  the  coal  may  be  kept  nearer 
the  ground,  and  the  cost  of  the  Iron  work  for  Its  storage  dimin- 
ished. 

The  large  power  plants  in  the  eastern  cities  burn  buckwheat 
anthracite  while  those  in  the  west  burn  l)ituniinous  screenings, 
which  term  includes  all  that  will  pass  through  the  114-in.  screen 
at  the  mine,  including  the  dust  and  line  coal  made  by  the  cut- 
ters. The  plant  should  be  laid  out  for  the  kind  of  coal  it  is  in- 
tended to  burn,  and  in  cases  where  the  cities  are  located  so  far 
from  the  mines  that  the  cost  of  transportation  becomes  a  large 
factor  In  the  cost  of  the  coal.  It  would  pay  to  devote  a  great 
deal  of  attention  to  a  determination  of  what  Is  really  the  most 
economical  coal  to  burn,  and  not  assume,  as  is  often  done, 
that  that  coal  is  the  best  which  can  be  had  at  the  lowest  price 
per  ton. 

Building. —  The  power  plant  building  should  be  sul)stantial  and 
fireproof  and  just  as  ornate  as  the  directors  of  the  company  wish 
to  authorize,  it  being  remembered  that  although  it  is  creditable 
to  a  railroad  company  to  have  a  handsome  power  plant,  the  gross 
receipts  are  not  Increased  nor  the  operating  expenses  decreased 
thereby.  The  plant  should  be  entirely  closed  and  should  be  con- 
structed with  the  idea  that  all  employes  and  visitors  should  enter 
by  one  door  and  be  checked  in  and  out,  just  as  in  a  well  man- 
aged factory.  When  this  door  Is  closed  the  plant  should  be  im- 
Iiregnuble,  and  convenieuces  should  be  arranged  so  that  if  neces- 
sary the  entire  operating  force  can  be  lodged  and  fed  In  the 
building. 

Coal  and  Ash  Handling  Machinery.—  The  apparatus  to  handle 
the  coal  and  ashes  of  a  large  power  station  constitutes  a  formid- 
able plant  in  itself.  It  is,  perhaps,  better  In  a  large  installation 
to  keep  the  coal  and  ash  handling  apparatus  independent,  as 
ashes  are  much  more  abrasive  than  coal,  and  it  is  better  to  leave 
either  set  of  apparatus  free  so  that  it  can  be  used  at  any  time. 
Some  form  of  the  self-dumping  bucket  conveyor  Is  In  general  use 
for  coal,  while  various  apparatus  has  been  installed  for  handling 
ashes. 

Mechanical  Stokers.—  The  use  of  mechanical  stokers  in  the 
large  plants  of  today  is  universal.  They  are  more  efficient  on 
low  grade  fuel,  and  by  their  use  and  that  of  coal  and  ash  handling 
machinery,  the  employment  of  a  large  number  of  laborers  in  the 
boiler  room  is  dispensed  with,  and  the  likelihood  of  labor  troubles 
diminished.  In  fact,  If  It  were  necessary  to  handle  the  coal  and 
ashes,  and  lire  the  boilers  by  hand,  it  would  be  difficult  to  get 


men  enough  Into  some  of  our  large  plantii  to  k(>ep  them  going,  and 
these  men  would  be  a  constant  source  of  annoyance. 

Hollers. —  Some  form  of  water  tube  boiler  Is  usually  chosen 
for  large  plants  because  It  may  be  made  in  large  sizes  without 
danger  of  explosion,  and  occupies  less  ground  space  per  horse 
l)ower  than  the  lire  tube  boiler.  There  Is  nothing  remarkable 
iilXiUt  the  boiler  Installation  for  an  alternaling  current  plant  ex- 
cept that  the  size  of  Llie  plant  and  the  size  of  the  units  Is  such 
that  a  two-Rtory  boiler  room  Is  usually  required.  This  feature, 
however,  has  already  been  Introduied  in  some  of  our  large  direct 
current  plants.  The  question  of  pressure  and  superheated  steam, 
while  naturally  belonging  to  boilers,  will  be  taken  up  In  the  dis- 
cussion of  steam  engines. 

Knglnes.—  Until  quite  recently  the  only  prime  mover  for  driving 
generators  of  large  size  In  railway  steam  plants  was  the  com- 
I>ound,  condensing  steam  engine.  The  triple  expansion  engine 
has  been  used  in  no  large  installation.  In  one  recent  Installation 
a  duplex  compound  engine,  with  the  two  low  pressure  cylinders 
horizcmtal  and  the  two  high  pressure  cylinders  vertical,  drives 
the  generator.  This  Is  a  mamniolh  unit  of  5,0(X)  kw.,  and  is  the 
largest  which  has  been  built. 

Steam  Turbines. —  Of  late  years,  however.  Improvements  In 
manufacturing  facilities  and  our  Increased  knowledge  of  the 
properties  of  steam  have  made  possible  the  utilization  of  the 
steam  turbine,  which,  remarkable  to  state,  makes  use  of  the 
principle  upon  which  the  first  steps  toward  the  application  of 
steam  as  a  prime  mover  was  based.  It  seems  as  if  we  are  on  the 
verge  of  a  radical  change  in  Uie  application  of  steam,  as  the  In- 
troduction of  the  turbine  makes  an  entire  change  In  the  usual 
layout  of  the  power  station.  And.  as  in  the  case  of  all  great  In- 
ventions, necessity  was  the  mother  of  this  one.  The  steam  en- 
gine has  reached  sui'h  a  size  that  for  large  units  It  Is  heavy, 
clumsy,  delicate  of  adjustment  and  rec|uires  constant  skilled  at- 
tention. On  account  of  the  inertia  of  the  valves  and  reciprocating 
parts,  the  speed  of  the  steam  engine  must  be  kept  so  low  that  the 
cost  of  the  electric  generator  is  greatly  increased.  In  fact,  it 
would  seem  that  the  limit  in  the  size  of  steam  engines  for  driv- 
ing electric  generators  is  about  reached.  If  the  claims  of  its  ad- 
vocates are  only  partly  realized,  the  steam  turbine  is  the  ideal 
machine  for  driving  alternating  current  generators.  The  efli- 
ciency  of  the  steam  turbine  is  claimed  to  be  fully  equal  to  that 
of  the  best  steam  engine;  the  turbine  being  a  rotary  machine,  the 
thrusts  caused  by  the  reciprocating  motion  of  the  steam  engine 
are  avoided,  thus  relieving  the  foundation  and  frame  of  that 
strain,  and  facilitating  the  operation  in  parallel  of  alternating 
current  generators;  foundations  and  buildings  for  turbines  are 
cheaper  than  for  engines;  as  the  electric  generator  is  driven  by 
the  turljiue  at  a  much  higher  spee<i  than  by  the  engine,  its  cost  is 
less;  there  being  no  valve  gear  and  reciprocating  parts  in  con- 
nection with  the  turl)ine.  its  maintenance  is  less,  and  there  Is  no 
need  of  the  skilled  attendance  during  operation,  so  necessar.v  with 
the  engine;  as  no  oil  is  needed  for  the  lubrication  of  the  turbines, 
the  steam  may  lie  condensed  in  surface  condensers  and  used  over 
again  In  the  boilers,  thus  affording  practically  distilled  water  for 
boiler  use.  All  of  these  claims  are  being  made  for  the  turbine, 
and  although  all  of  them  may  not  be  fully  realized,  it  is  likely 
that  there  will  be  such  advantages  in  the  use  of  steam  turbines 
that  no  large  alternating  current  plant  will  be  built  in  the  future 
containing  any  other  prime  mover.  One  of  the  most  important 
advantages  of  the  steam  turbine  for  electric  work  is  that  between 
half  load  and  fifty  per  cent  overload  its  efficiency  is  nearly  con- 
stant, and  that  even  at  less  than  half  load  its  efficiency  is  good. 

Superheated  Steam.— The  amount  which  steam  may  be  super- 
heated when  used  for  driving  steam  engines  is  limited  on  ac- 
count of  the  carbonizing  action  of  the  steam  on  the  cylinder  and 
valve  lubricants.  With  a  special  valve  gear  constructed  for 
use  with  superheated  steam,  steam  superheated  1.10  degrees 
Fahrenheit  above  the  temperature  corresponding  to  Its  pressure 
may  be  used.  With  steam  turbines  any  superheat  which  it  is 
practicable  to  obtain  may  be  used,  and  great  economy  is  effected 
by  its  use.  Some  of  the  makers  of  water-tube  boilers  now  make 
an  attachment  to  be  placed  in  the  path  of  the  heated  gases 
within  the  brickwork  of  the  boiler  for  superheating  the  steam. 
The  amount  of  superheat  which  can  be  obtained  by  this  device 
depends  upon  its  heating  surface,  but  enough  heating  surface  may 


jrii  Ve.\r,  No.  4 — Seit.  5,  1W3.] 


DAILY  STRFHT  RAILWAY   RKMKW 


675 


'  «..    ■■        «-'■      ■   :w  /  ,-      a  -  n" 


.    n B,,  ,  , — -n «• 


— O O O D— 


— O D— 


— O  O  \    '       '     g  Q 1  : 


FIG.  3— PLAN  OF  CHELSKA  STEAM  TURBINE  STATION,  LONDON.  CAPACITV,  r.7,000  KW. 


irio.  4  —  CUO88  8KCT10N  oir  cnBLSBA  steam  tuiihinb  btation.  London,    capacity,  57,000  kw. 


r.Tti 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8d. 


l>o  pinoed  ■nrltliln  the  brickwork  of  n  holler  to  obtnin  about  'Jixi 
(IccrwR  of  (Hiperhont.  If  It  Ik  divilriHl  to  obtnin  n  Rrontor  di-Kri'i- 
of  »u|MTliiMil  thnn  this.  It  Is  iiilrlMiiblo  to  use  nil  pxtcninl  mi|nT 
hi'iiliT. 

<;oiiiliMi8Prs. —  In  onli'i-  In  ulilaln  llic  innxliiiuin  (•ciiiiinii.v  li.v 
till-  use  of  stonni  turhliu-s.  iis  niro  n  variimii  ns  possllilo  nIiciiiUI  he 
mniiitninr<l  t).v  the  oonileiisor.  tlio  usiinl  six'clllcatiDii  I'lilUnu  for 
2S  ill.  Tbis  iiiTPSsltntoH  n  Inrcr  nnil  inure  expensive  conileiiser 
Ihnii  Is  nsniilly  Inslnlleil  wllli  the  same  capaelty  In  steam  eii- 
Klnes.  The  economy  of  the  steam  liirlilne  liuTcnses  very  rapliUy. 
iMilh  Willi  the  i|iiaiitlty  of  siiperhi'at  and  the  rareness  of  the 
vaiiiiim.  anil  the  limit  of  a«  In.  lias  only  been  set  lieonnso  it  is 
llie  llmitlnK  vaiMinin  which  it  Is  prai-liciilile  to  maintain. 

Steam  PrcR'^ire.—  Kconoiny  In  the  use  of  steam  also  increases 
with  the  steniu  pressure.  With  compoiiiiil  conilensiiiK  enBines  the 
I'oinnion  pressnro  in  use  Is  175  lb.,  while  with  steam  turbines 
the  economical  point  seems  to  be  about  200  lb. 

PIplnK.— The  design  nud  lustnllntlon  of  the  piping  In  a  large. 
hlRh  pressure  plant  necessitates  the  greatest  degrt^-  of  skill.  The 
old  fads  of  double-henders,  auxiliary  headers  and  loop  systems 
have  expired,  and  now  the  best  practice  Is  to  make  the  piping  as 
short  and  simple  ns  possible,  and  make  up  in  excellence  of  con- 
struction the  security,  which  It  was  once  sought  to  obtnin  by 
doubling  the  Installation.  In  some  of  the  large  plants  recently 
installed,  the  condensers  have  been  set  directl.v  over  tunnels  con- 
nected with  the  water  sii|>pl,v  and  the  heavy  piping  necessary 
for  the  condensing  water  has  lieen  entirely  done  away  with. 

.\uxiliarle«.— The  auxiliary  aiiparatus.  such  as  coal  crushers, 
coal  and  ash  handling  niacliinery.  stoker  machinery,  boiler  feed 
pumjis.  condenser  iiiimps.  air  luiiups,  cranes,  exciters,  elevators, 
eti',.  refjiiire  a  large  amount  of  power  for  their  operation,  and  the 
piping  for  the  engines  furnishing  this  power  is  expensive  of  in- 
stallation and  maintenance.  It  Is  recommended  that  these  aux- 
iliaries, so  far  as  possilile.  be  driven  by  motors,  preferably  in- 
duction motors.  There  will  be  a  gain  in  economy  over  steam 
operation,  and  a  large  amount  of  high  pressure  steam  piping 
will  be  done  away  with.  .\ny  machine  which  should  run  at  a  rea- 
sonably constant  speed  can  be  operated  by  means  of  an  induction 
motor,  and  one  which  requires  a  variable  speed  can  be  run  with  a 
direct  current  motor. 

For  one  large  alternating  current  plant,  the  construction  of 
which  is  now  pending,  it  Is  proposed  to  furnish  current  for  the 
anxlliaries  and  for  the  excitation  of  the  generators  as  follows: 
Small  alternating  current  generators,  driven  by  turbines,  are  to 
be  Installed  to  furnish  current  of  a  voltage  suitable  for  driving 
all  the  Indnction  motors  In  the  plant.  Rotary  converters,  driven 
by  this  current,  furnish  the  direct  current,  probably  at  2."0  volts, 
for  exciting  the  main  generators,  and  for  lighting  the  plant.  A 
storage  battery  lnstallp<l  on  this  S-'iO-volt  circuit  steadies  any 
nuctuations  and  furnishes  a  reserve  in  case  of  a  break-down.  Tn 
this  way  the  running  of  the  auxiliaries,  the  excitation  of  the 
generators  and  the  lighting  of  the  plant  are  made  entirely  inde- 
pendent of  the  main  current  supply. 

Plvlsion  Into  Fnlts. —  lyarge  alternating  current  city  plants  ns 
at  present  Installed  represent  a  vast  fiuantity  of  power  under  one 
roof.  Any  accident  which  might  cripple  the  plant  would  have 
very  serious  results,  and  afTert  a  large  numlier  of  people  and  in- 
dustries. The  greatest  care  should  be  taken  to  avoid  such  a 
possibility.  In  order  to  prevent,  as  far  as  possible,  the  crippling 
of  the  entire  plant  by  nn  accident  to  any  part  of  It.  some  of  the 
more  recent  Installations  have  been  dlvide<1  into  units,  each  unit 
consisting  of  a  generator,  engine  and  condenser,  together  with 
the  necessary  number  of  boilers  to  furnish  steam  for  the  engines 
and  the  auxiliaries  In  connection  with  the  boilers.  It  Is  Intended 
that  each  unit  sliall  be  Independent  of  any  other:  In  fact,  therf 
will  be  »s  many  separate  power  plants  as  there  are  units.  An 
emergency  steam  connection  Is  made  between  the  steam  headers, 
but  fur  emergency  use  alone.  The  unit  method  minimizes  the 
danger  of  a  complete  shut-down  of  the  plant,  but  the  price  paid 
for  It  is  the  greater  amount  of  reserve  apparatus  necessary,  and 
also  n  somewhat  poorer  economy  If  the  unit  Idea  is  carrlefl  nut  in 
detail  as  to  feeders  and  sub-stations. 

Frequency. — Hy  common  consent  a  periodicity  of  2.')  cycles  per 
second  has  been  adopted  In  the  Fnlted  States  for  alternating  cur- 
rent power  work.    In  Kiirope  there  seems  to  be  no  fixed  standard. 


each  Instnllntlon  following  the  Ideas  of  Its  designer,  Rolnry  con- 
verters work  better  nt  low  frequency,  and  In  n  comblnp<I  rnil- 
way  and  lighting  plant  where  alternating  current  lighting  Is  to 
be  iloiie  It  Is  best  to  generate  at  2.'>  cycles,  use  rotary  con- 
verters at  this  periodicity  for  the  railway  and  direct  current  llglit- 
Ing.  and  Install  motor  generators  to  give  a  frequency  of  lUi 
cycles  for  any  alternating  current  llghling. 

rhase.— Where  the  generator  voltage  Is  used  in  transmission. 
It  Is  the  accepted  practice  to  generate  three  phase  current.  Whure 
the  generator  current  is  stepped  up  for  transmission.  It  is  the  cus- 
tom with  some  manufacturers  to  generate  two  phase  current  and 
In  stepping  up  the  current  for  transmission  to  clinnge  It  to  three 
phase.  In  most  city  installations  the  desired  transmission  volt 
age  Is  less  than  1,">.0*IO.  and  as  this  voltage  can  be  olitained  with 
modern  Insulation  In  well  designed  generators,  unquestionably  the 
best  practice  Is  to  generate  at  the  transmission  voltage,  because 
this  obviates  the  use  of  step-up  transformers.  Where  the  de- 
sired transmission  voltage  Is  above  that  which  can  be  obtnlne<1 
in  the  generator.  It  Is  common  to  generate  nt  a  low  voltage  and 
raise  to  the  transmission  voltage  by  means  of  step-up  trans- 
formers. 

Operation  of  Henerators. —  For  railway  and  power  purposes 
there  is  no  great  diffi'rence  between  the  running  of  alternat'iig 
and  direct  current  generators.  If  there  is  any  dilTerenee  it  should 
lie  in  favor  of  the  alternating  current  machine,  owing  to  tlie  sub- 
stitution of  rings  for  the  commutator,  and  the  slightly  greater 
elTiciency  owing  to  the  absence  of  brush  friction  and  losses.  The 
large  modern  machines  are  made  of  the  revolving  field  type,  the 
revolving  parts  carrying  low  voltage  current  and  the  high  voltage 
confined  to  the  stationar.v  parts  witli  little  rislc  of  accidental  con- 
tact with  persons.  With  engines  of  good  regulation  and  similar 
types  of  valve  gear  there  Is  no  difficulty  in  running  engine  driven 
alternating  current  generators  in  parallel,  and  with  generators 
driven  by  turbines  which  have  a  constant  Impulse  throughout  the 
entire  revolution,  operation  In  parallfl  becomes  a  simple  matter. 

Switches. — ^^The  handling  of  high  voltage  current  In  large  quan- 
tities Is  quite  a  serious  question,  and  the  switches  and  switch- 
ing devices  of  a  large  alternating  current  station  have  become  one 
of  tlie  most  Important  parts  of  the  plant.  Tn  the  more  recent  In- 
stallations, the  switch  contacts  are  broken  tn  oil  and  each  switch 
is  built  in  n  brick  fireproof  compartment.  The  bus  bars  are 
divided  into  several  sections,  so  that  In  case  of  a  short  circuit 
any  section  may  be  isolated.  All  switches  are  opened  and  closed 
Iiy  means  of  a  motor  running  nn  an  auxiliary  circuit  controlled 
by  the  switch  board  attendant.  No  high  voltage  current  Is 
brought  to  the  switch   board. 

Central  Station  Plans. —  In  order  to  indicate  the  general  trend 
of  modern  practice  in  central  station  design,  there  are  published 
witli  this  article  the  following  power  station  plans: 

Figs.  1  and  2  are  a  plan  and  cross-section  of  the  Manhattan 
Power  Statinn.  Xew  York  Pity.  This  installation  is  the  latest 
large  .\merican  installation  and  represents  the  highest  develop- 
ment of  an  engine-driven  station.  It  contains  4<1.noo  kw..  divided 
into  eight  n.fXlO-kw.  units,  and  covers  about  R2.-tOO  sq.  ft.,  or 
2.0(1  sq.  ft.  per  kilowatt.  The  cubical  contents  of  the  building 
are  about  S.r;,<!0.00O  cu,  ft.,  or  215  cii.  ft.  per  kilowatt  capacity. 

Figs.  .T  and  4  show  the  plan  and  cross-section  of  the  Phelsen 
Station,  London,  now  under  construction.  This  statinn  Is  to  be 
equipped  with  ten  .'•.fiOO  kw.  turbine  driven  units  and  one  smaller 
unit,  making  a  total  capacity  of  ".OflO  kw.  These  turbines  are 
(if  the  lioriznntal  shaft  type,  and  this  is  tlie  first  large  station  to 
ho  entirely  equipped  with  steam  turbines.  From  a  published 
report  tlie  ground  area  is  L.^R  sq.  ft.  per  kilowatt,  and  the  cubical 
contents  of  the  building  1.1!>  en.  ft  per  kilowatt.  These  measure- 
ments  Include  an  office  building  ad.1oinlng  the  station. 

Figs.  r>  and  c,  are  sketches  showing  the  proposed  arrangement 
of  a  station  to  contain  eight  f),000-kw.  steam  turbines  of  the 
vertical  shaft  type.  Tliis  has  the  same  capacity  as  the  Man- 
hattan and  It  would  lie  interesting  to  compare  the  relative  sizes 
of  the  two  buildings.  The  turbine  station  covers  an  area  of 
.''i.S.SfiO  sq.  ft.  or  1.47  sq.  ft.  per  kilowatt.  The  cubical  contents 
of  the  building  aiv  5,403,000  en.  ft.,  or  l,"?:"  cu.  ft.  per  kilowatt. 
Tills  statinn  also  contains  space  for  12,000  kw.  sub-station 
capacity. 


5th  Ye.\k,  No.  4 — Sept.  s,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


677 


I   : 


i 


A.  C.  SWITCHJ-S 


I    I    I    I'  l_F 


a-LJ     L-Ljnn: 


I    I    I    I    ■    I    I    1    I    I   1— r- 


DDD     nPDf:?DDDC3aDD 


n     UUU       ULjLJ 


n  an  n  n 


A.O.  SWrCHfS 
1  I  I   I  I     I   I  I   I  I   I    I   I  I   I   I  I     I   f 

DOD  C3  DDD  CT  DDD      DDD 


a  i 


sua  -  STAt'OA; 

....r?  ...1,  .n, 


.Q..  ,..n, 


TUP^thf.C^ 


\\\', V  s V V ^ vv V ^ V  ■. VT\vvv '.vvv.v\'\VAv|p7^ 


5i/S  3  TAT/ ON 

n.......vQ..v.vvvrTl...v. 


^v'^  v^"^'-'--'^ '^^^^'■- '^'-^ '-'■■'- '^'-'^'-^ '■■'^\'^'-- 


-270-O*t|_._— __-;- 


T^^-M- 


l|  rflAC/(     fO/?     COAL 


II  VI    L.<  1: 

*  :  >  ir 

I;  j)  i|ni  i|  

''Si  '"  n       r/?ACn  ro>?  coal 


FIG.    5  — IM-AN    OF    PKOl'O.SKU    TUUBINI';   STATION    AN'l)    SUB  STATfON.       CAPACITY,     40,(KJ0     KVV.     (iENHKATOllS 

.VMi    I'J.ilMll  KW.    ItllTAlilKS. 


The  Transmission. 
Trunsnilssiuii  Voltaic. —  In  a  I'lW  winds  tin'  a(lv:iiita);cs  wliich 
.■illHriiutliit;  "UiTi'iit  tniiisiiiissioii  offiT  lie  in  llic  ixissiliilit.v  i)f 
transiiiiltliiK  larije  aiiiouiits  of  i)<)wer  over  loiit;  ilislani-cs  witli 
<-uiii|>arutivi-l.v  small  win-.  Since  llie  size  iif  tlie  wire  nece.ssaril.v 
decreases  as  the  trausuiissiiin   voltage  in<'rea.ses,  tliere  seems  to 


lie  MO  reason  wliy  for  city  use,  where  heavy  loads  must  be  trans- 
mitted, tie  limiting;  transmission  voltage  sliould  not  be  the  limit- 
ing voltage  at  wliieh  current  can  be  produced  in  the  generator, 
except  that  voltages  above  ].">.(MI0  rei|ulre  cables  of  high  cost.  It 
is  un<iueslion:ibI.v  Ihc  licst  pr.'icticc  to  carry  the  high  tension 
cabli's    undergroimd    in    conduits.     There    are    some    large    cities 


StKtn 


LJUIil^i^^Hi 


0 


^^  SBL 


Kli;     11        I'ltnCiiXKIi    TrllHINI-:    HTATKI.V    ANt>    Hill  STATION.     CAPACITY.     lO.IKHI     KW.     (JKNIOUATOIIS     AND    ]2,niKI     KW.     IIOTAUIEH. 
SKCTIO.NS   TIIIC<II'<;||    JKIII.KIt    ANIi    TUilUlNt;    ItOII.M.    A.M)   TIlllOl  lill    UOTAUY    IIOOM. 


C78 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vou  XIII,  No  8  d. 


where  altoriintliig  current  at  n  pressure  of  (5,000  volta  or  lilglier 
la  carried  uii  overhead  wires  strung  along  city  streets,  but 
althuugli  <iulte  u  sum  of  money  is  saved  In  the  Initial  cost  of 
feeders,  the  true  economy  of  such  iin  Installation  Is  doubtful. 
•Serious  Inlerruptious  to  trnllic  and  perhaps  Injury  to  the  central 
slallou  and  substation  inariiinery  uvf  Invlliil  by  short  circuits 
aud  grounds  from  fires,  storms.  Uiriilnlut;  and  acciileulal  crosses 
with  other  wires,  while  the  danger  to  liuman  life  is  such  that 
the  railway  company  is  lialiie  al  any  lime  on  account  of  some 
fatality  to  bo  ordered  to  place  the  high  tension  wires  under- 
ground  at  a  greater  exis'nse  llian  if  It  hail  been  lione  in  llie  llrst 
Installation. 


be  deterudneil  very  simi)ly  by  dividing  the  watts  to  be  trang- 
nillled  by  tlie  transudsslon  voltage  multiplied  by  the  square 
root  of  three. 

Tile  cross-sections  of  the  coj)per  may  be  taken  very  conserv- 
ali\ely  al  I.OIH)  circular  ndls  per  ampere  for  rubber  lusulaleil 
i-ables  and  !HHI  circular  ndls  per  ampere  for  paper  Insulated 
cables.  The  copper  cross-section  should  be  checked  by  estimat- 
ing the  drop  in  voltage  at  mnximum  load,  but  for  the  compara- 
tively short  instances  of  city  work  it  will  usually  be  found  that 
tile  drop  in  voltage  Is  very  small  In  a  cable  properly  iiroporlioned 
for  tile  current  It  Is  to  carry.     The  largest  si/.c  three-conductor 


l''IG.  7. 


Transmission  Cables. —  As  by  three  phase  transmission  a  miui- 
muni  of  copper  transmits  a  given  amount  of  power  with  a  given 
loss,  tills  Is  the  system  wliicii  has  lieen  generally  adopted  for 
transmission.  Where  the  feeders  are  placed  underground,  three 
conductor  cables  are  used,  the  tiirec  conductors  being  separately 
insulated  and  then  sunounded  by  a  lead  sheatii.  Formerly 
rubber  was  the  Insulation  used  for  this  purpose,  but  paper  has 
come  rapidly  to  the  front  and  at  present  paper  insulation  is  pre- 
ferred by  many  to  rubber.  Paper  docs  not  soften  under  heat 
like  rubber,  and  tlie  cable  has  the  advantage  of  being  cheaper 
tiinn  rubber  and  of  having  a  soiiiew iiat  greater  overload  capacity. 
Tlie  weak  part  of  any  cable  is  tlie  joint,  and  great  caie  slinuld 


KIG.  9  — DUCTS  FOK  UNDERGROUND  CONDUIT. 

be  taken  in  spUclDg  to  exclude  all  moisture.     This  Is  especially 
true  of  paper  Insulated  cables. 

In  estimating  tiie  sizes  of  caiiles  for  carrying  the  high  tension 
current  it  is  usually  necessary  to  ligure  tlie  cable  for  ampere  car- 
rying capacity  instead  of  for  drop  in  voltage,  as  is  customary  in 
loug-distiince  transmission.  This  is  on  account  of  the  short  trans 
mission  distances  as  compared  witli  tlic  high  transmission  volt- 
age.    The  amperes  per  phase  for  three  phase  transmission  may 


cable  which  it  is  advisable  to  install  in  an  ordinary  duct,  is  one 
in  whicli  each  conductor  has  a  ^o.  OOUU  section. 

Tables  >;os.  1  aud  2  give  data  aud  cost  of  rubber  aud  paper 
insulated  three-conductor,  lead-covered  cables  with  No.  tW  con- 
duclors,  lor  voltages  ranging  from  o,W0  to  20,000.  It  will  be 
otjservcd  that  above  10,000  volts  lor  rubber  aud  above  15,000  volts 
lor  paper  insulated  cables,  the  cost  increases  so  rapidly  as  almost 
to  make  these  tiie  limiting  voltages  for  uudergrouud  distribution. 

l''igs.  7  and  S  illustrate  a  three-conductor,  lead-covered  cable. 

In  some  iuslallalioiis  one  cable  for  each  rotary  has  been  run 
between  tlie  pow  er  iiluiit  aud  tiie  sub-station.  In  other  instances 
a  standard  size  of  cable  has  been  adojiled  for  tiie  system,  aud  a 
number  of  cables  run  to  each  sub-slalion  corresponding  txi  tiie 
estimated  load.  Au  e.\tra  cable  should  always  be  provided,  so 
thai  the  maximum  load  of  the  sub-stalicm  may  be  carried  with 
uuc  cable  out  of  service. 

Conduit. —  Various  forms  of  duel  have  been  used  for  uuder- 
grouud conduits.  The  old  woodcu  pump-log  ducts  have  beeu 
aiiaudoned  because  the  wood  rots  and  tiie  juices  in  the  wood 
ael  chemically  on  tlie  lead  covering  of  the  cable.  The  ducts  at 
piesent  laid  arc  usually  of  ccmeut-lincd  iron  pipe,  tile  iu  either 
single  or  multiple  duct,  aud  concrete  tubes.  It  pays  to  imbed 
the  ducts  well  in  coucrete,  so  tliat  au  excavation  under  the  con- 
iluil  line  will  not  cause  settling.  The  spacing  of  the  brick  man- 
liolcs  is  usually  dclcrmiued  by  the  obstructions  met  w  ith  iu  the 
street,  but  may  be  put  down  as  averagiug  about  400  ft.  apart, 
ill  some  rcceut  iustallalious  great  precautious  have  beeu  taken 
tu  avoid  tlie  danger  of  lire  and  damage  to  other  cables,  arisiug 
from  a  short  circuit  in  one  of  tiie  high  teusiou  cables.  The  liigli 
tension  cables  have  beeu  kept  to  themselves  and  at  the  mauholes 
^hey  have  beeu  wrapped  with  asiiestos  clotli.  The  destructive- 
iiess  of  a  short  circuit  on  underground  high  tension  cables  has 
not  proved  as  great  as  was  anticipated.  In  one  instance  a  laborer 
drove  a  pick  through  a  U.OOO-volt  three-conductor  cable  without 
experiencing  any  shock,  or  producing  any  great  amount  of  pyro- 
tecliuics.  It  was  fortunate  for  tlie  laborer  that  tiie  pick  had  a 
long  woodeu  handle.  The  lack  of  destructiveness  iu  the  arc  is 
liiobably  due  to  the  quick  action  of  the  automatic  circuit  breakers 
at  each  end  of  the  cable,  and  also  to  the  fact  that  altliougli  the 
pressure  is  of  great  iuteusity,  the  current  flow  is  small.  Fig.  9 
shows  various  sections  of  duct  for  underground  conduits. 

Sub-Stations.— Tiie  location  and  number  of  sub-stations  might 
form  tlie  suliject  of  an  interesting  discussion  as  to  the  relative 
costs  of  iuteiest  on  feeder  investment,  sub-station  equipment 
and  maintenance  and  operation  of  tlie  suli-station  were  it  not 
for  tlie  fact  tliat  for  city  use  the  location  of  the  sub-stations  is 
lu-elty  closely  determined  liy  a  study  of  tlie  density  of  tlic  tralllc. 
The  lougesled  jioints  arc  closely  marked,  but  wiiere  doulit  exists 
as  to  tlie  wisdom  of  several  locations,  an  estimate  of  the  costs 


STH  Ye.\r,  Ko.  4— Sept.  5,  1903.] 


DAILY  STREET  RAILW^W  REVIEW. 


679 


I        I 


'•Hi.    10— I'l.AN   Ul'   sun  STATlllN.    MANHATTAN     liAII.WAY.      OAPACITV,    I'J.OOO    KW. 


ill  either  case,  togetlier  Willi  llie  cxiiciiso  of  iiiaiiilniiiiiii;  ami  ii|ici- 
atiug  the  sub-stations,  will  iiuiikly  ilcti'iiiimu  wliiih  is  tin"  better 
plan. 

In  iiiteriirlian  coiistriietion  there  are  two  dilTereut  opinions 
maiiituiiied  regarding  siili-st.it ions.  One  is  that  sub-stations 
should  be  iiilniature  power  .stations,  contain  a  large  quantity  of 
apparatus,  in  charge  of  skilled  attendants,  and  be  spaced  at 
rather  long  intervals  along  the  road;  the  other  idea  is  tliat  snb- 


stations  should  lie  rriM|uciit,  contain  little  reserve,  and  .slioiild  be 
taken  care  of  by  the  .station  aiieut  or  some  other  employe,  whose 
principal  duties  are  not  the  caretaking  of  tiie  sub-station.  In  city 
piaitice.  however,  there  is  no  question  but  that  the  sub-station 
should  be  ilesigned  and  built  with  as  much  care  as  that  used  in 
the  power  |ilant  construction,  that  it  should  contain  reserve 
apparatus  enough  to  tide  over  any  ordinary  break-down,  and 
that  it  slioidd  be  constantly  in  charge  ot  skilled  altetidants. 


H(i.    11-LONOITUUINAL   SKCTION    OIC   8UU-8TATIO.N,    .MA.MIATTAN   ItAll.WAV.     CAI'ACI'l'V,   fJ.tKK)    KW. 


C80 


DAILY  STREET  RAILWAY  REVIEW. 


[Squal  No— Vol.  XIII,  No.  8d. 


The  high  roltflgc  current  entering  the  Biib-Hlatlong  Is  hnndlod 
by  brk'k-liiclosed,  oll-brenk,  niulor.ojHTnlt'd  hwIIcIioh,  JiiHt  n»  In 
tlie  (loner  Htutlon.  Fruiu  tlie  HwitclieM  It  pnHHeH  to  trHnsriirnicni, 
where  Its  roltnge  is  (lecreiixed  to  tliiit  suitable  fur  driving  the 
converters.  This  eurrent,  fed  In  nt  the  nllerntitlng  current  end 
of  the  rotnrj'  converters,  produce*  the  075  or  (itMlvolt  dlro<-t  cur- 
rent whieli  Is  sent  to  the  direct  current  bus  bur  for  tmnsmlsBlon 
to  the  tmllcy  wire.  The  trnnsforniers  nre  cooled  either  by  water 
clri'UlatlnK  around  the  shell  or  by  air  blown  thruugli  the  wlndiiiKx. 

Itotiiry  Converters. —  A  size  of  rotary  converter  which  lias  been 
largely  adoiitiMl   for  city   work   Is   1,0<H)  kw.,  nlllioMgh  one  large 


■  CUOSS-SECTION   OF  SUB  STATION. 
RAILWAY. 


MANHATTAN 


Installation  has  l,50(>-kw.  rotarles.  There  seems  to  be  no  reason 
why  rotary  <'onverlers  should  not  be  built  in  as  large  sizes  as 
direct  current  gciienitors,  which  have  been  successfully  built 
ill  sizes  of  2.7)m  kw.  The  rotary  converter  is  just  as  reliable  u 
inachine  as  the  direct  current  generator,  and  there  should  be 
about  the  same  resene  capacity  in  a  sub-station  as  is  allowed  in 
a  direct  cuiTent  station;  that  Is.  one  reserve  machine  to  evei-y 
three  or  four  units.  Where  the  load  is  subject  to  sudden  fluctu- 
ations, it  is  customary  to  place  n  reactive  coil  in  the  transformers 
and  provide  the  rotaries  with  series  windings  on  the  pole  pieces, 
in  adiiition  to  the  shunt  windings.  For  city  use  rotaries  have 
simiile  shunt  lields.  and  if  they  are  kept  well  loaded  at  all  times, 
their  direct  current  voltage  is  uniform.  The  sub-station  of  a  large 
city  system  has  such  a  large  output  that  the  momentary  fluctu- 
ations noticeable  In  a  small  system  are  lacking.  The  load  varies 
with  the  time  of  day;  the  attendants  usually  have  plenty  of  time 
to  prepare  for  any  change  in  load,  and  there  is  no  reason  why 
they  should  not  keep  the  rotaries  well  loaded. 


Storage  Hatterles  for  Sub-Stations. —  Storage  batteries  have 
bci'u  Installed  in  many  of  the  large  substations  for  the  pur[>o8e 
of  steadying  the  load  on  the  rotary  converters,  taking  care  of  the 
]>eaks  of  the  load  and  creating  n  reserve  capacity  In  the  sub- 
station In  case  of  a  break-down  of  the  machinery.  If  It  Is  pos- 
sible, with  any  reasonable  degree  of  accuracy,  to  draw  the  load 
curve  for  a  proposed  sub  station,  the  (|uestlou  of  whether  It  Is 
more  economical  to  Install  rotary  converters  or  storage  batteries 
to  lake  care  of  the  peaks  may  be  determined  In  advance.  Most 
railway  load  curves  show  peaks  in  the  uiorning  and  evening, 
some  portions  of  wlilcli  may  be  taken  by  batteries  working  up 
to  their  one-hour  rale,  provliled  the  duration  of  the  peaks  Is 
not  ton  long.  In  cose  the  shape  of  the  peak  is  siicli  that  no  por- 
tion of  It  Is  of  shorter  duration  than  three  or  four  hours,  tlie 
cost  of  a  battery  for  handling  it  would  jirobably  be  excessive. 
It  sliould  be  taken  into  account  that  a  sub-station  battery  carry- 
ing the  peak  of  the  load  not  only  takes  the  place  of  a  certain 
amount  of  rotary  capacity,  but  exercises  a  valuable  smoothlng- 
out  effect  on  the  load,  rcjilaclng  an  equivalent  amount  of  station 
cajiacity  at  the  central  power  plant;  so  that  the  investment  In 
battery  should  be  compared  with  the  investment  of  rotaries, 
liigli  tension  feeders,  and  In  generator  and  steam  plant  capacity 
llnis  (lis|>ciised  with  at  the  power  plant.  Kigured  at  the  one- 
iiour  disciiarge  rate,  tiie  relative  first  cost  of  storage  liattery 
as  comi)areii  with  nitary  converter,  feeder  and  steam  plant  Is 
appidximatcly  lf!M)  per  kilowatt  for  the  storage  l>atteiy  and  $130 
per  kilowatt  for  the  converter  plant,  steam  plant  and  transmis- 
sion line,  the  latter  figure  being  ?.'iO  for  the  rotjiry  plant  and  $1(J0 
for  the  steam  plant  and  transmission  line.  This  estimate  for 
rotary  and  steiim  plant  is  based  on  tlie  nominal  ratings  of  the 
iiiacliines  and  docs  not  take  into  account  their  overload  capac- 
ities. A  battery  worked  on  the  peak  at  its  one-hour  rate  Is  likely 
to  cost  about  the  same  or  somewhat  less  than  tlie  apjiaratus 
wliicli  it  displaces. 

The  value  of  the  storage  battery  as  a  reserve  in  heavy  sub- 
station work  depends  upon  the  comparative  amount  of  storage 
battery  and  rotaries  which  has  been  installed.  If  tlie  sub-station 
contains  a  small  amount  of  battery  and  a  large  amount  of  rotary, 
tiie  reserve  value  of  the  battery  is  likely  to  be  small;  If,  bow- 
ever,  the  short  duration  and  sharp  nature  of  the  jH'aks  has  war- 
ranted a  comparatively  large  battery  installation,  the  battery 
may  be  of  sufficient  size  to  handle  the  eutire  load  of  the  sub- 
station during  the  lighter  hours  of  the  day  for  a  period  long 
enough  to  tide  over  a  break-down,  provided  that  this  period  Is 
not  longer  tiiau  half  to  three-(iuarters  of  an  hour.  Wiiile  the 
battery  may  replace  those  rotaries  which  would  be  operated  for 
an  hour  or  two  on  the  peak,  it  cannot  be  depended  upon  to  take 
the  place  of  those  machines  which  run  tlirougliout  tiie  entire 
(lay.  Tlie  reserve  feature  of  a  storage  battery  is  especially  valu- 
able because  it  may  be  put  into  service  immediately  and  in  this 
it  has  tlie  advantage  of  the  steam  plant,  where  time  is  required 
to  get  boilers  ready  for  steaming. 

Ill  laying  out  a  sub-station,  it  would  be  well  to  design  the 
Imiidiiig  Willi  reference  to  tlie  future  installation  of  storage  bat- 
teries, even  It  it  is  not  Intended  to  install  them  at  once.  No 
general  statement  can  be  made  In  regard  to  the  advisability  of 
tlieir  installation,  as  that  should  be  figured  out  for  each  special 
case. 

IjOW  Tension  Switchboard. —  The  feeder  for  the  sub-station  and 
the  5()0-volt  feeders  leading  from  it  to  the  trolley  sections  are 
practically  the  same  as  tliose  used  lu  connection  with  a  direct 
current  station,  and  all  of  the  devices  installed  in  tlie  best  direct 
current  stations  for  the  detection  and  Isolation  of  trouble  on  the 
trolley  sections  should  also  be  placed  in  the  sub-stations. 

Sub-.Stalion  I'lans. —  Figs.  10,  11  and  12  show  the  plan  and 
cross-sections  of  the  suli-stations  of  the  Manhattan  Kailway. 
These  liuildings  were  designed  for  the  purpose  of  sul)-stations 
and  represent  the  l»st  practice  in  sub-stations  for  heavy  work. 
I'nfortunately,  in  luany  recent  installations,  substation  machin- 
017-  has  been  stuck  into  any  out-of-the-way  place,  and  a  good 
sulj-station  design   is  comparatively   rare. 

The  Relative  Advantages  of  Alternating  and  Direct  Current  Gener- 
ation and  Transmission. 
AVith  a  desire  of  learning  exactly  what  are  the  conditions  in 
the  cities  of  the  United  States,  a  circular  letter  was  mailed  to 


STH  Yeas,  No.  4— Sept.  s.  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


681 


TABLE  I. 

RUBBER  INSri-ATED  LEAD  COVERED,  THREE   No.  00  CONDUCTOR 
For  three  phase,  alternating  current,  underground  distribution. 
Cables  to  be  carried  in  tile  or  concrete  ducts,  one  cable  in  each  duct. 


CABLES. 


Working 
Vollage. 

Outside 
Diameter 
of  Cable. 

Thickness  of 
euvelfiiie  of 

fiich 
conductor. 

Thickness  of 

envelope 

aroumi 

conductors. 

Thickness  of 

lead 
covering. 

Weight 
per  fool. 

Cost 
per  foot. 

Test  voltage 
for  1  minute. 

Minimum 
radius  of 
bending. 

Working  capacity 
each   conductor   am- 
peres  per   sq.    in.  of 
cross   sci-tiou   Temp, 
rise  30°  C. 

5000 
7500 

laioo 

12500 
150(X) 

17.MI0 
20000 

I [J  inches 

2»;     •• 
3,'.      •■ 

s»sj  inch 

V  :: 

A    " 
A    " 

A  inch 

»'.    " 
A    " 
A    " 

^inch 

%  •• 

•yi     " 
'A     " 

4.86  lbs. 
6.50    " 
7.24   " 
8.27    " 
9.29    " 
10.22    ■■ 
11.15    " 

80.64 

0  91 
l.Ki 
l.iiT 
1.02 

1  79 
2.08 

15000 
22500 
.'illOOO 
;!5000 
40000 
45000 
50000 

10?^  inches 
12 

UH     •• 

mn    " 

17  >V       " 
19 

11.50 
11.50 
11. 50 
11.50 
1050 
10.50 
10.50 

TABLE  2. 

PAPER  INSULATED  LEAD  COVERED,  THREE  No.  00  CONDUCTOR  CABLES. 

For  three  phase,  alternating  current,  underground  distriliution. 

Cables  to  be  carried  in  tile  or  concrete  ducts,  one  cable  in  each  duct. 


Thickness  of 

Thickness  of 

Working 

envelope  of 

envelope 
around 

Voltage 

of  Cable. 

each 

cKUt-luctor. 

ctmductors. 

.5000 

1  H  inches 

g%  inches 

jj',  inches 

7.500 

Ml  :: 

n         <• 

A       " 

10000 

n         ■< 
Si 

A       " 

12.5(KI 

•>  ti      " 

s',       " 

»',       " 

1.5(KKI 

2^*       •• 

A     " 

A     " 

17.500 

2.J      ■• 

A     " 

A     " 

2001K) 

3,^,      " 

!,t     " 

Thickness  of 

lead 

covering. 


'i  inches 

'A  " 
%  " 
M  " 
'A     " 


Welgbl 
per  fof)t. 


5.5  lbs. 

6..52  " 

7.26  " 

8.04  " 

8  84  " 

10.110  " 

11.28  " 


Cost 
ler  °oot. 


Test  voltage 
for  1  irinute. 


1.5(X10 

22."  no 

HOI  11 10 
b.5IIIIO 
4n(lllO 
4.5('llO 
.50000 


Minimum 
radius  of 
bending. 


Working  capacity 
each   conductor   am- 
peres  per   sq.  in.  of 
cross  section.  Temp. 
rise  35°  C. 


15     inches 

17K  " 

19K  " 

20K  " 
22 

23^  " 

25  !4  " 


11.50 
11,50 
1150 
1150 
1050 
1050 
1050 


TABLE  3. 

General  data  concerning  power  stations  in  the  large  cities  of  the  United  States. 


City. 

Name  of  Railway  Company. 

Popula- 
tion of 
City. 

a 

^  u 

=  !■« 

m 

Capacity  of 
D.  C. 
Stations. 
Kilowatts.    1 

D  0  C 

gdi? 

Capacity  of 

A.  C. 

Stations, 

Kilowatts. 

Remarks. 

New  York 

Metropolitan  street  Ky.  Co 

Manhattan  liy .  Co 

1.850,093 

1,698.575 

1.293.697 

1.1IK5,.5«2 

675,2;i8 

660.892 
50S.U57 
451.512 
3«1.7ti8 
.366  3.50 
3.52,219 
342,782 
325.1102 
287.104 
2&5.704 
28.5.315 
278.718 
240,070 
215,170 
20U.438 
204,7,11 
175  .597 
169,104 
102,135 
l33.a5U 
131,823 
125„560 
1IR,4!1 
l"8.37l 
I08,0i7 
105,171 
101,8113 
102.970 
102.5.55 
102.479 
102,320 
lOa.iriB 

40 
40 
40 
110 

"aid' 

65 
125 
116 

230 
84 
175 
80 
445 
520 
313 
11 

1 
1 

38,"iOO 
40000 

Another  A.  C.  station  soon  to 

[be  put  in  operation. 

A.  C.  station  proposed  to  re- 

[]>lace  present  stations 

A.  C.  Htiitluii  under  construotluQ. 

Chicago 

Chicago  City  Uy.  Co 

Union  Traction  Co 

' '  60  ■ 
80 

41 
52 

3 

5 

7 

6 
4 

8 

11580 
l-,2.i0 
31.500 
2Hl(iO 

20S1HI 
3i);5 

3li«41 

PhJladi-lphla  Kajild  Transit  Co 

T 
1 

1 

17000 
102(X) 
2500 
2(00 

SU  Louis 

Boston 

St.  Louis  Transit  Co 

.St.  Louis  and  .suburban  Ky.  Co 

Bfiston  Elevati-d  l;v.  Co 

United  Hallways  and  ElectlioCo 

Pltt.'.burg  Kailwavs  Co 

Baltimore 

Pittsburg  and  Allegheny.. 

375 

824 

179 

6 
3 

0 

,5 

19200 
161.50 
0500 
3,X)0 
70.15 

i.5aio 

2 
.... 

1 

1 

13050 

,5000 
.KKIO 
4800 

St.  Paul  and  Mlnneupolls. 
Budalii 

Twin  City  Rapid  Tran.sit  Co 

1.50 

' '  63  ■ 
79 

2:12 
21)2 
249 
181 

20 
156 
2? 
35 

(  Also  rents  power  from  Nlag- 
l     ara  Falls. 

San  FraucU*co 

Cincinnati 

United  Italli  oads  of  San  Francisco. . . 
The  clndiuiati  Traction  Co. 

Detroit 

Detroit  Uniti'd  Hv.  Co 

189 

311 

6 

12060 

2 

2000 

Mllwaukie  Electric  Ky.  and  Light  Co. 
Washington  Ky.  and  Light  Co 

107 

38 

4 

47.50 

1 

000 

Newark 

Kansas  City,  Mo.  and  Kan. 

Jerseyclty 

lyoulsville 

167 

15 

5 

8950 

1 

9000 

Public  Ser\'lco  Corporation 

20 

I2i 
163 

18 
101 

1 

61100 
7.5U0 

Combined  A.  C.  and  D.  C  sta- 

I 

3500 

,     tion  under  ctmsiructlon. 

A.  C.  for  uso  on   suburban 

68 
07 
20 

25 
25 

03 
145 

100 

82 
60 
5U 
47 

59 
3 

2.5 
80 

"53" 

2 
8 

4 
I 

2620 
5000 
4000 

"'7176' 
41100 
2975 

1 
1 

000 
1.500 

roads. 

Denver 

Toledo 

l>-nver  ( 'Ity  Tramway  Co 

A.  C.  station  pi'oposed. 
Change  to  A.  c.  for  suburban 
[lines  under  consideration. 

Worcester 

Syratuse 

VVor'-eslt-r  Consolidated  St.  Ry.  Co.., 

Syracuse  Kaolil  TratjsIt  Ky.  Co 

Fair  Haven  and  Westvllle  It.  K.  C.i. 

Putdlc  Servire  Corporal  ion 

Ma.s-aclniHetis  Elect rlc  Com.)anles. .. 
St.  Joseph  Ky     Lt..  Ilcat  &  Power  Co. 
Omaha  .street  Hallway  Co 

Pater-on 

Fall  Klver 

U.-)0 

123 

207 

10 

13317 

2 

14000 

Largely  an  interurban  system. 

St.  Joseph 

Omaha 

60 
25 
50 
140 

120 
100 
68 
32 

10 

"h 

45 

2 

3.V10 

5iKK) 
3000 
2™',0 

1  Suburban  system  run  Inilo- 
1     poudontly. 

Scranton 

Scranton  Httllway  Co 

roaclB  In  all  cities  of  more  than  100,000  InhnbltnntH.  Tlio  Infor- 
mation la  tabulated  In  Table  3  for  those  railways  from  which 
flnHwera  were  received.  It  will  be  observed  that  the  n.se  of  alter- 
nntini;  ciirrent  for  city  work  1h  at  present  largely  eoiiflned  to  the 
operation  of  suburban  ronils  from  elty  power  stdtlons.  With  the 
exception  of  New  York,  most  of  the  oilier  cities  have  a  mixed 
system,  dlreet  current  beliiB  used  for  city  work  and  allernatlnR 
eiirrent  for  suburban  work.  lirooklyn  and  Phlliidelpliln  are  now 
biilldlnK  alternating  current  stations  and  Clilcaco  will  iirobnbly 
WKjn  lieKin  the  eban((e  to  alterniitliiK  current  dlslrlbiitlon.  With 
the  single  exception  of  New  York,  all  cities  of  more  than  2<^I0,000 
liiliabltantM  have  from  three  to  elclit  jiower  stations.  Whether 
this  condition  is  more  economical  or  more  desirable  than  distri- 


bution from  a  single  power  station  Is  a  problem  which  must  be 
solved  for  each  special  case.  The  number  of  AniLM-lciiii  roads 
usIiiR  nlternntlnK  current  for  purely  city  work  Is  at  present  very 
small,  but  It  Is  likely  tliiit  within  the  next  few  years  ninny  city 
roads  will  cluiiiKo  piirllnlly,  at  least,  to  the  nlternntlnK  current 
system. 

In  Table  4  are  tabtiliilod  general  ddtii  reg.'irdliiK  the  alternatluK 
current  liiKhilhiUoiis  In  Ihe  large  cllles.  It  Is  dinii'ult  to  tabulate 
such  data  because  special  conditions  exist  In  nearly  evei-y  case. 
It  will  be  noted  that  three  phase  dislrlbutlon  and  a  periodicity 
of  25  cycles  per  second  Is  nearly  universal. 

A  discussion  of  the  relative  advaiitapeB  of  Mllernating  and 
direct  current  generation  and  transmission  Involves  a  dlscuHslon 
Of: 


682 


DAILY  STREET  RAILWAY  REVIEW. 


[SiuAL  No.— Vol.  XIII,  No.  8  d. 


TABLE  4- 
Data  coDcerDlns  th»  u»e  of  klternatlng  current  In  vartons  large  oltiM  of  the  CnlMd  St«i««. 


Namu  <>(  Cniiipany. 


Metn>|>»t»»  •'•'"■••I  liiillwiiy  Co. 

MiititiittiAn  Kitllwity  (*(i 

I'lillauclpkl;i  Uu|ilil  TrausllCo.. 


Ilri><>klyn  UHplI  Trnnslt  Co , 

St.  I,iinls  Ti-jiuhM  Co 

.St.  UotiK  luiil  Stilmrliiui  Ky.  Co. 

Plttsburit  Ifcillways  Co 

Twin  Clly  RapM  Tranull  Co. 


luteruatliinnl  Railway  Co 

I'ulli'tl  KallwaVM»(  Sail  l-'ranclwii. 

IviiMli  riMt.il  Hallway  Co 

WaxhltiKt.Mi  Hallway  ami  I.lisbt  Co. 
Mi'tru|i<>llian  sin'iit  Hallway  Co.  . 
KocbivsliT  Hallway  Co 

DouverClty  Tramway  Co 

Maii.sacliu.ietia  Electrlr  Comiiaiili's 

RbiMlc  Islaiiil  Company 

Loulxvllle  Railway  Co 


IjOi-allon. 


Ni>w  York... 
Nhw  York... 
PbllaUolpbla- 


DrunUlyn . 

St.  Ij4IU1H.  . 

SI.  l.ioubi . 
Pliuiburg. 


Minneapolis 
Buffalo 


.'^ali  Frunt'laco 

IVlrolt 

WasliliiKlon 
Kall^<a^•  City. 
Koibu.'.tor  — 

Deuvrr 

DOfttOD 

Providence . 
[«oulavUle — 


:t  phase 
3  phase 


a 

a 


^;§ 


2S 


4l(XI0 

8  sauoo 

*nUetermlneil  Undetermined 


2100 
IMUO 


4X00 
IlKUO 

7(jno 
law 

WKIII 
IklO 

•MX) 

12750 

4000 

21100 


lU 
5 


Remarks. 


)  Second  A.  C.  siallon 
I  under  erection. 

1  CbanKe  t<i  A.  C.  trans- 
'l  mission  con(eml>lat4»d. 
I  Intended  to  use  iioth  A. 
i  C.  and  D.  C. 


J  A.  C.  also  rented  from 
I  Niagara  Falls  Co. 


I  Ultimately  one  DC. 
I  and  one  A.  C  Station. 

I  A.  c.  for  use  on  KUbur- 

I  ban  roads. 

)  Chanue  lo  AC.  trans- 

/  mls.>*lon  In  progress. 

j  A.  ( '.  for  use  on  Hubur- 

I  ban  roads. 

j  A.  C.  station  under  con- 

I  Atructlon.         


(1)  The  relative  economy  nnd  rollnblllty  of  generation  nnil 
transmission,  end 

(2)  The  relative  advantages  of  one  and  several  power  stations. 
The  transmission  losses  In  the  feeders  and  return  circuit  from 

a  direct  current  station  depend  entirely  uiwn  the  quantity  of 
copper  which  it  is  deemed  advisable  to  put  into  the  feeders.  For 
a  city  transmission  where  tlie  feeders  are  long,  and  where  con- 
centrated loads  are  liliely  to  occur  at  long  distances  from  the 
power  station,  the  trnnsnilssion  losses  are  probnlily  between  15 
and  20  per  cent  at  maximum  load  in  a  well-installed  system. 

In  an  alternating  current  transmission,  the  losses  at  maximum 
load  are  liiicly  to  be  al)out  ns  follows: 

High  tension  feeders  3  per  cent 

Transformers 2>/4  per  cent 

Rotary  converters  5  per  cent 

Low  tension  feeders 7  to  10  per  cent 

making  a  total  transmission  loss  between  the  generator  and  the 
trolley  wire  of  1~V4  to  20%  iwr  cent,  which  is  about  the  same 
as  tliat  estimated  for  the  direct  curreut  transmission.  From 
these  figures  it  will  be  seen  that  if  the  generating  plant  in  the 
direct  current  station  is  as  economical  as  that  in  the  alternating 
current  station,  alteniatiug  current  generation  and  transmission 
should  be  no  more  economical  than  that  liy  direct  current. 

As  to  the  relative  reliability  of  alternating  and  direct  current 
transmission,  the  latter  has  many  advantages,  owing  to  its 
greater  simplicity.  In  tlie  direct  current  transmission  the  cur- 
rent is  sent  straight  from  the  direct  current  switchboard  to  the 
trolley  feeders,  while  in  the  case  of  alternating  current  trans- 
mission, there  are  interposed  in  the  circuit.  In  addition  to  every- 
thing required  in  direct  current  transmission,  the  alternating 
current  switches,  the  high  tension  feeders,  the  step-down  trans- 
formers and  the  rotary  converters.  A  failure  of  any  piece  of 
apparatus  in  tliis  chain,  or  a  mi.stake  of  any  operator,  is  likely 
to  cripple  tlie  system.  With  equal  standards  of  workmanship 
and  with  equal  quality  of  operating  skill  In  the  two  cases,  the 
direct  current  system  would  be  the  more  reliable. 

The  real  problem  wliich  confronts  most  railroad  companies  In 
large  cities  is  the  question  of  the  substitution  of  an  alternating 
current  plant  equipped  with  modern  machinery  in  large  economi- 
cal units  to  replace  several  direct  current  plants  badly  located 
with  reference  to  the  load  and  contjiining  more  or  h^s  antiquated 
apparatus.  It  may  be  argued  in  favor  of  the  operation  of  sev- 
eral power  plants,  as  against  one,  that  the  power  plants  being 
located  in  different  parts  of  the  city  there  is  little  likelihood  of 
the  same,  lire,  flood,  cyclone  or  other  calamity  destroying  all 
of  them,  and  thus  entirely  crippling  tlie  road.  This,  and  the  fact 
that  the  direct  current  system  Is  the  simpler  and  the  more  easily 


comprehended  by  ordinary  power  plant  men,  are  about  the  only 
arguments  which  may  be  advanced  for  the  several  power  plant 
plan. 

In  a  large  city  convenient  locations  for  water,  coal  and  rail- 
road facilities  are  not  easy  to  obtain  near  the  center  of  h>ad,  and 
it  is  obviously  much  easier  to  obtain  one  good  location  for  a 
central  iK>wer  plant  than  several  good  locations  to  supply  differ- 
ent parts  of  the  system.  A  central  power  station  should  be  abso- 
lutely fireproof,  and  if  the  plant  Is  constructed  on  the  unit 
system,  it  would  be  a  very  great  calamity  which  would  cripple 
more  than  one  unit.  An  accident  throwing  out  of  service  one 
unit  would  not  be  so  serious  as  an  accident  incapacitating  one 
power  station,  and  thereby  crippling  the  service  in  one  part  of 
the  city.  It  is  likely,  however,  that  the  greatest  advantages  of 
the  one  central  plant  is  the  fact  that  better  sui)ervision  may  be 
obtained,  as  it  is  much  easier  to  get  one  good  set  of  operators 
than  several,  and  in  times  of  trouble  it  Is  much  easier  to  keep 
one  plant  in  operation  than  .several.  The  economy  of  generation 
where  the  same  quality  of  apparatus  is  installed,  would  not  vaiy 
greatly,  as  the  cost  per  kilowatt  for  the  generation  of  power 
decreases  very  sliglitiy  after  a  large  outi)ut  has  been  reached, 
and  it  is  assumed  tliat  In  cither  case  the  plants  would  be  of  large 
size.  To  choose  ijetween  the  direct  and  alternating  current  sys- 
tems of  generation,  very  careful  estimates  of  the  cost  of  instal- 
lation and  operation  should  be  made  in  each  case,  and  decision 
slunild  be  reserved  until  after  these  estimates  are  compared. 

In  some  of  our  largest  cities,  where  heavy  loads  must  be  taken 
care  of  at  long  distances  from  tlie  central  station,  or  where  the 
central  station  cannot  be  located  near  the  center  of  the  load,  or 
where  reasons  exist,  such  as  cheap  coal,  water  transportation, 
etc.,  for  locating  tlie  central  station  away  from  tlie  center  of 
load,  alternating  curreut  distribution  from  a  central  station  will 
probably  be  found  tlie  more  economical;  but  if  a  location  for  an 
economical  power  plant  may  be  obtained  near  the  center  of 
load,  and  the  total  city  load  is  comprised  within  a  radius  of  five 
miles  from  this  point,  as  is  the  case  in  most  cities  of  less  than 
250,(X)0  inhabitants,  it  is  probable  that  direct  current  generation 
and  distribution  from  this  central  station  will  prove  the  more 
desirable.  Where  doubt  exists,  preference  should  be  given  to 
the  direct  current  system  on  account  of  its  greater  simplicity, 
unless  there  is  a  likelihood  of  a  great  expansion  of  tlie  system  in 
the  near  future,  when  direct  current  transmission  might  prove 
burdensome.  In  case  the  direct  current  system  is  adopted,  sub- 
urban lines  too  long  or  too  heavy  for  500-volt  transmission  may 
be  supplied  Iiy  alternating  current  generated  in  the  power  plant 
for  their  use,  or  by  means  of  boosters.  If  the  suburban  lines 
are  of  moderate  length  or  if  they  require  normally  only  a  small 
amount  of  power,  and  make  unusual  demands  upon  the  power 
plant  only  at  Intervals,  such  as  on  holidays  and  pleasant  Sun- 


5TH  Year,  No,  4— Sept.  5, 


1903] 


DAILY  STREET  RAILWAY  REVIEW. 


683 


ilays,  wliicli  is  tlie  couilitiou  ou  mauy  suburbau  roads,  these  Hues 
oau  best  be  taken  care  of  by  means  of  boosters,  and  the  same 
Iwostiug  system  may  be  useful  in  operating  some  of  tlie  city 
lines.  A  company  wliidi  installs  an  alternating  current  trans- 
mission system  ou  its  lieavy  city  lines  merely  to  furnish  power 
for  a  few  light  straggling  suburban  hues  more  economically. 
would  place  itself  in  tlie  illogical  position  of  allowing  the  tail 
to  wag  the  dog. 

it  is  dillicnlt  to  make  any  recommendations  as  to  the  choice 
lietween  alternating  aud  direct  curivnt  distributiou  in  merely  an 
abstract  discussion.  All  that  can  be  done  is  to  give  the  argu- 
ments pro  and  con.  with  the  advice  that  each  case  of  generation 
should  be  hgured  out  for  itself,  aud  no  plan  adopted  until  its 
advantages  had  beeu  thoroughly  demonstrated.  The  discussion 
in  this  paper  has  been  on  .current  generation  and  distribution 
(or  use  in  liiriie  cities.  The  question  of  long  distance  transmis- 
sion has  not  been  taken  up.  and  no  attempt  has  been  made  to 
discuss  the  question  of  the  supply  of  current  for  interurban 
roads,  or  for  cities  where  the  principal  part  of  the  load  comes 
from  interurban  or  long  suburban  roads.  For  these  cases,  alter- 
nating current  transmission  unquestionably  offers  great  advant- 
ages. 

•>.  K.  i*, 
BRUCK   OIL  WON'T   MELT. 


One  of  tlie  most  enthusiastic  supi'lymen  on  the  grounds  yes- 
terday was  .T.  X.  Brui'k.  general  manager  of  the  Bruck  Solidified 
Oil  Co..  of  Boston,  and  the  reason  was  that  at  the  close  of  the 
conveution.  as  he  figured  it  out.  Mr.  Bruck  found  that  he  had 
taken  many  bona  fide  orders,  besides  a  large  number  of  sample 
orders.  Incidentally  he  met  many  persous  with  whom  he  has 
lieeii  in  touch  by  correspondence,  and  altogether  ho  thinks  it 
was  a  pretty  good  convention.  Mr.  Bruck  demonstrated  one 
quality  of  "  Globe "  solidified  oil  to  the  satisfaction  of  every- 
body, and  that  is  that  sun  will  not  melt  it.  Several  samples  of 
the  oil  have  stood  unprotected  on  the  sininy  side  of  the  Bruck 
booth  all  the  week,  but  not  a  particle  of  it  had  run  up  to  closing 
up  time  last  night.  It  is  equally  impervious  to  cold.  Amoug 
the  orders  received  this  week  was  one  from  an  electric  road  in 
Colnndins.  O..  it  being  a  large  dni)licate  order.  When  yester- 
day's orders  are  shipped  and  delivered  "Globe"  solidified  oil 
will  be  in  use  on  33,000  cars  in  tlie  United  States. 

COURT   SAYS   "NOT  GUILTY." 


Chief  .ludge  Gnnimere,  with  the  concurrence  of  Associate 
.Tudges  Van  Syckel  and  Dixon,  sitting  in  the  Essex  County 
Court,  Newark,  N.  .T.  at  the  trial,  on  indictment  for  man- 
slangliter,  of  11  olticers  and  directors  of  the  North  .Jersey  Street 
Kailway  Co.,  yesterday  granted  the  motion  of  the  defense  aud 
instructed  the  Jury  to  find  for  each  of  the  defendants  a  verdict 
of  "  not  guilty."  The  defendants  were  charged  with  causing, 
b.v  criminal  carelessness,  the  death  of  a  Newark  Higli  School 
girl  who  was  killed  on  the  morning  of  February  19th  last  In 
a  collision  between  a  North  .lersey  trolley  car  and  a  Delaware 
&   Ijickawanna   railroad   train. 

*t  K  K 
THE   CONANT  TESTERS. 


K.  W.  ('onant,  of  Cnmbrldgeport,  Mass.,  exhibited  the  Ojnant 
motor  tester  and  the  T  pole  bond  le.sti'r.  and  gave  dally  demon- 
Htrntlons  with  most  gratifying  results.  He  also  showed  several 
spM'linenH  of  defects  that  were  picked  out  of  motors  after  being 
located  by  a  Coiiant  (ester.  The  T  pole  bond  tester  Is  an  Ira- 
proved  form  of  the  0)nant  rail  joint  testing  Instrument.  It  has 
been  In  use  on  several  of  the  [iromlnent  New  lOngland  roads  for 
a  long  time,  and  a  Hatlsfactory  guarantee  Is  furnished  with  each 
Instrument.  Only  one  operator  Is  required  and  rail  Joints  may 
be  tested  with  It  at  the  rate  of  about  TOO  per  hour.  The  C^iiant 
motor  tester  Ik  Hultlclently  well  known  not  to  require  extended 
mention  here. 

••If  » 
A  PARK  DRAWING  CARD. 


a  large  number  of  persons  have  left  the  piazza  where  the  musk- 
was  dispensed  aud  betaken  themselves  to  the  lugersoU  booth  and 
its  mirth-provoking  mirrors.  The  lugersoU  mirrors  are  not  like 
the  old-fashioued  concave  aud  couvex  mirrors,  uut  are  built  ou 
new  aud  origiual  lines,  resulting  in  an  almost  incalculable  variety 
of  reUections,  each  fuuuier  tlian  the  other.  Electric  railway  men 
who  followed  the  crowd  aud  the  laugliter  obtained  au  object 
lesson  that  will  lilioly  result  iu  more  street  railway  parks  being 
equipped  with  laughing  galleries  before  ue.vt  seasou,  albeit  a 
good  many  parlis  have  them  now.  It  is  uuciuestiouably  a  strong 
drawiug  card.  The  lugersoU  Construction  Co.  is  a  I'ittsburg  in- 
stitution aud  it  builds  laughing  galleries  lor  others  to  operate, 
or  will  both  build  aud  operale,  as  desired. 

A   WONDERFUL   FUEL. 


Harold  1'.  Browu's  exhibit  of  "  Brillium  "  was  one  of  the 
features  of  the  conveution  aud  the  demonstrations  of  the  etlicacy 
of  this  uew  method  of  making  fuel  gas  out  of  water,  as  shown 
daily  iu  the  boiler  room  of  the  Grand  Uniou,  were  witnessed  by 
a  great  mauy  people.  By  the  use  of  "  Brillium  "  a  water  gas 
llame  five  feet  long  is  produced.  No  apparatus  is  necessary,  the 
mixture  of  which  "  Brillium "  is  a  couipoueut  being  fired  iu 
tlie  ordinary  way.  By  the  use  of  this  uew  fuel  one  boiler  Is 
expected  to  do  the  work  of  two  at  about  oue-third  the  cost  of 
runuiug  oue.  To  show  this  a  special  test  was  given  in  the 
Grand  Union  boiler  room  last  Wednesday.  Two  tons  of  coal 
were  burned  under  boiler  No.  3  at  a  cost  of  $0.70.  "  Brillium  " 
mixture  was  burned  uuder  boiler  No.  4  at  a  total  cost,  including 
labor,  of  $3.'24,  showing  a  saving  of  $6.46  by  the  use  of  "  Brill- 
ium." The  mixture  which  composed  the  uew  fuel  burned  on 
that  occasiou  was  made  up  iu  the  following  proportions:  1,500 
lbs.  hard  coal  screenings,  1,000  lbs.  Delaware  &  Hudson  Ky. 
cinders,  375  lbs.  water  and  (JO  lbs.  "  Brillium "  at  1  cent  per 
pound.  Mr.  Brown  is  delighted  at  the  interest  shown  in  tlie 
uew  fuel,  as  well  as  in  the  results  procured  during  convention 
week.  Mr.  Browu  also  exhibited  his  plastic  plug  boud  for  re- 
bouding  roads.  Assisting  in  caring  for  Mr.  Browu's  exhibits 
were  James  llollowood,  .1.  Maxwell  Coote,  William  Temple, 
George   Canuon   aud   William   H.   Smith. 

A  DISAPPEARING  WINDOW. 


The  O.  M.  Edwards  Co.,  of  Syracuse,  N.  Y.,  exhibilcd  the  spe- 
cial features  of  a  disappearing  car  window  designed  especially 
for  sti-eet  car  use.  This  window  is  lowered  into  the  encasement 
and  covered  eutirely  by  the  sill  cap.  When  it  is  desired  to  raise 
tlie  window  the  sill  cap  is  drawn  forward  aud  the  window  is 
automatically  forced  into  a  raised  position  by  a  spring  roller,  no 
counterweights  iieing  used.  Other  forms  of  automatic  windows, 
there  being  14  different  styles  in  all,  are  made  by  this  company 
and  are  used  largely  on  steam  railroads,  although  they  are  also 
designed  for  street  car  use. 

The  company  is  represented  at  the  conveution  by  U.  M.  Ed- 
wards, .1.   10.   Simons  and  G.  G.   Norrls. 

THE  BLISS  CO.  EXHIBIT. 


The  InKemoll  Conntrnetlon  Co'r.  Innghlng  (fnllery  has  been  the 
l(«dlng  evenin;;  attraction  of  the  convention,  even  sharing  the 
honorH   with    Victor   Herbert'H   oreheiitrn.    It   being   the  fact   that 


The  E.  W.  Bliss  Co.,  of  Brooklyn,  bad  an  exceptionally  in- 
teresting exhibit  of  Its  pressed  steel  pinions  and  cut  steel  gears. 
To  show  how  accurately  the  teeth  of  these  wheels  are  made 
a  large  gi'ar  wheel  was  shown  into  the  teeth  of  which  were 
meshed  those  of  nine  pinions.  ei|Ui-(llslaiil.  so  that  iiy  turning 
the  gear  by  lueaus  of  a  handle  the  iilnlons  also  revolved.  They 
were  adjusted  witli  sucli  nicety  tliat  It  rciiulrcd  no  effort  to 
move  them  by  hand,  Parts  were  sliowu  to  describe  tlie  process 
of  iiiaiiufaclure.  anil  sevenii  projecliles,  symbolical  of  the 
"  rrojei'llle "  braiiil  of  gears  and  pinions,  adorned  the  bootli, 
as  did  also  large  photographs  of  the  company's  works,  0.  E. 
Porter  and    B.    W,   Stone   were   In   charge   of  the  exhibit. 

The  Programme  dii  .loiir.  whicli  Is  pnlillslied  weekly  for  nine 
weeks  each  summer  by  the  Grand  Iliilon  Hotel,  Is  a  very  use- 
ful publication,  well  gotten  np  and  Is  lielleved  to  be  the  largest 
Individual  liolel  [laper  piibllslied  In  this  country.  It  contains 
20  pages  of  hotel  news,  concert  program  and  hotel  arrivals  and 
advert IsenientH.     Fred  M.  W'aterbury  Is  Its  editor. 


fi«4 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No  8  d. 


TWENTY-SECOND    ANNUAL    MEETING 

AHEM  smtn  vma  assooaiion 

Saratoga.    N.    Y.-Sept.  2-4,  1903. 


FK11».\V.  SEl'T.  4,  UK*3. 

Vlce-l're»ldeut  Ely  called  tlio  meeting  to  order  at  U  o'clock,  and 
requested  Mr.  II.  II.  Vrcelaud  to  preside. 

Tlie  Chair:  The  Ursl  Lm.siiicss  to  be  considered  tills  iiioruiug 
Is  tlie  imper  ou  "  Electric  Welded  .luiuls,"  by  VVilllaui  I'eslell, 
su|icrliileudeiit  of  motive  power  and  iiuiclihiery  of  tlie  Worcester 
Cousulidaled  Street  ICailwuy  Co.  IiiasiuiicU  as  Ibis  paper  Is 
printed  and  bas  been  distributed  to  tUe  niciubeis  of  tbe  asso- 
ciation, it  will  not  be  necessary  to  bave  it  read.  1  learn  that 
Mr.  I'esteil,  tbe  writer  of  the  paper,  is  not  present.  I  intended 
to  ask  bini  lu  make  a  briel'  statement  of  tlie  points  contained  In 
bis  paper. 

I  For  .Mr.   I'eslell's  paper,  see  page  (illT.I 

The  Cbnir:  As  Mr.  Iticbard  JUCullongb.  tbe  autbor  of  tUe 
paper  on  "  The  Alanufaitnre  and  Distriliulion  of  AUernatiug 
Currents  for  Large  Cities  "  is  present,  we  will  b«ve  tbat  paper 
now.  As  tbe  paper  bas  been  distrilnited  to  tbe  members,  1  will 
ask  .Mr.  .MeCiillougb  lo  open  tbe  discussion  ol  tbe  paper,  calling 
attention  of  the  members  to  such  points  as  be  particularly  de- 
sires to  empbasize. 

[For  Mr.  McCuUocb's  paper,  see  page  tiTli.J 

Mr.  .McCullocb:  .Vs  tbe  paper  is  pretty  long,  1  will  not  at- 
tempt to  read  it  at  length.  Tbe  paper  consists  of  a  descrip- 
tion of  tbe  general  practice  in  large  city  power  plants  of  produc- 
ing alterualing  current,  with  limited  discussion  of  the  advantages 
of  some  of  the  newer  forms  of  i)roducing  the  current.  1  will 
state  that  in  general  terms  tbe  conclusion  of  the  paper  is  that 
in  cities  of  perhaps  less  than  :i5u,uU0  inhabilaiils,  unless  special 
conditions  aie  found  to  exist,  the  best  practice  would  be  to 
generate  uirect  current;  and  tbat  the  alternating  current  will  be 
serviceable  more  jiarticularly  to  the  very  large  cities  and  for 
cities  where  tbe  greater  part  of  the  load  comes  from  the  inter- 
urban  or  suburban  places.  1  do  uot  think  It  is  necessary  to  read 
the  paper,  because  it  has  beun  printed,  and  any  one  who  is  iuter- 
osted  in  the  paper  bas  bad  an  opportunity  to  read  it. 

Vice-1'resideiit  Ely  resumed  tiie  cliair  and  invited  discussions. 

Mr.  Maillou.x:  Tbe  paper  is  primarily  a  statement  of  facts  — 
an  analysis  of  the  present  state  of  tbe  art  of  producing  and  dis- 
tiil^uting  alternating  current.  It  is  a  paper  that  will  be  very 
useful  to  the  members  as  a  work  of  reference,  because  it  so  con- 
cisely, and  yet  comprehensively,  gives  a  resume  of  tbe  entire 
situation. 

Mr.  W.  O.  Uotshall,  I'ortchester,  N.  V.:  I  bave  read  Mr.  Mc- 
CuUoth's  paper  and  agree  that  it  is  a  piece  of  work  well  done. 
Some  data  are  given  as  to  the  relatite  areas  and  cubical  con- 
tents of  stations  designed  to  use  tbe  existing  reciprocating  en- 
gines and  also  to  use  turbines.  I  bave  no  doubt  Mr.  McCullocb 
got  considerable  information  while  he  was  gathering  tbe  data 
for  bis  paper,  as  to  the  cost  of  some  stations  which  have  been  in 
operation  for  a  short  time  producing  power  by  turbines  and  tbe 
details  of  tbe  cost  It  occurred  to  me  tbat  be  must  have  obtained 
some  data  of  the  cost  of  producing  a  unit  quantity  of  energy,  and 
the  disU'ibutiou  of  cost  for  those  places. 

Mr.  McCullocb:  In  answer  to  Mr.  Gotshall's  question,  1  will 
state  that  1  made  no  effort  to  incorporate  In  the  paper  any  data 
in  regard  to  tbe  cost  of  power,  because  that  depends  largely  ou 
local  conditions.  The  cost  in  most  of  tbe  large  stations  is  uot  a 
secret  at  all  and  is  pretty  generally  known,  so  that  1  made  no 
effort  to  put  anything  of  that  sort  In  the  paper. 


Tbe  Chair:  This  paper,  as  bas  been  observed  by  one  of  Uje 
geiillemen  who  spoke.  Is  certainly  a  very  complete  and  careful 
preseiilalion  of  this  mailer,  and  we  are  certainly  >ery  much 
indebted  to  Mr.  .McCullocb  for  the  great  care  and  pains  tbat 
bis  |>aper  reveals  in  its  preparation.  It  must  bave  taken  a  good 
di'al  of  lime,  and  It  is  an  e.vample  to  all  of  us  of  tbe  thorough 
I)erformaiico  of  work  assigned  to  us.  We  will  now  pass  to  the 
l)ai>er  entitled  "  The  Evils  of  JIaintenance  and  Champerty  in 
Personal  Injury  Cases,"  by  Michael  Krennau,  counsel  of  the 
I  "eiroit  United  Kaihvay. 

[For  Mr.  Urennan's  paper,  see  page  003.J 

The  Chair:  Tbe  Chair  will  say  that  tbe  committee  in  selecting 
this  topic,  were  actuated  liy  Ibe  feeUug  that  while  it  would  be 
impossible  lo  harmonize  tbe  statutes  and  rules  and  practices  of 
courts  that  alfcct  this  matter,  by  reason  of  the  association  ex- 
tending to  all  the  diUerent  st;ites,  still  it  was  along  tlie  line  of 
standardization,  and  tbe  ihought  upon  the  matter  and  tbe  con- 
.sideratiou  of  it  might  be  useful  in  bringing  about,  or  in  assisting 
lo  Iji'iug  alKiut,  something  that  would  oe  common  to  all.  Uf 
einnse,  the  laws  Ibal  allecl  the  subjects  treated  in  the  paper 
(lin'er  widely  in  tbe  different  parts  of  the  couuU'y. 

Tbe  next  iiaper  was  tbat  on  '•  Train  Orders  and  Train  Signals 
ou  Interurbau  Koads,"  by  C.  A.  Coons,  superintendent  of  trans- 
liorlation.  International  Itiiilway  Co.,  Buffalo,  N.  1.  This  paper 
will  be  found  at  page  tjUo. 

Tbe  Chair:  We  will  pass  to  the  next  paper —'■  Freight  and 
Express  ou  Electric  Uailways,"  by  Mr.  J.  U.  McClarj,  manager 
of  the  railway  department  of  tbe  Birmingham  Uailway,  Light  & 
I'ower  Co.,   Birmingham,   Alabama. 

[For  Mr.  McClary's  paper,  see  page  GU7.] 

.\lr.  W.  O.  Cotsball:  It  appears  lo  me  that  this  is  one  of  the 
most  important  subjects  in  connection  with  what  are  undoubt- 
edly tbe  coming  electric  railways,  that  is,  the  railway  connect- 
ing the  centers  of  population  adjoining  and  about  large  cities. 
For  about  a  year  past  I  bave  been  trying  to  get  some  informa- 
tion ou  this  matter  and  tbe  essential  trend  of  what  1  have  been 
doing  has  been  to  ascertain  the  income  from  this  service,  and 
the  amount  of  money  it  is  costing  to  do  a  given  amount  of  busi- 
ness. I  do  uot  liud  that  there  is  any  statement  in  this  paper 
showing  anything  from  which  you  could  derive  much  informa- 
tion eoncerning  the  point  of  income  or  the  cost  of  doing  busi- 
ness. 1  bave  found  in  going  over  the  matter  and  corresponding 
with  railroads  in  different  parts  of  the  country,  as  to  the  ex- 
press and  freight  business,  tbat  they  are  receiving  all  the  way 
from  .foOO  to  $900  per  mile  of  single  track,  that  is,  the  gross 
receipts  for  the  freight  and  express  business  they  are  doing. 
1  have  not  been  able  to  get  satisfactory  information  which 
would  indicate  tbe  cost  of  doing  that  business.  It  is  certainly 
unfortunate  that  our  time  is  limited.  It  would  require  three 
or  four  bom*  to  discuss  this  paper  properly. 

Mr.  C.  O.  Mailloux:  I  have  often  noticed  tbat  it  is  only  upon 
reading  paper.s,  after  they  become  cold  in  the  transactions  of 
an  association  that  one  gets  ideas  and  suggestions  which  might 
lead  to  important  questions  and  discussion.  It  seems  to  me, 
therefore,  that  in  the  case  of  this  association  many  of  the  sub- 
jects which  form  the  basis  of  papers  or  reports  at  one  annual 
meeting,  might  well  serve  ns  tbe  basis  of  topical  discussions 
at  a  subse(iuent  meeting.  In  this  way  the  members  would 
have  time  during  the  year  to  read  the  papers  and  collate  their 


5TH  Ye.\r.  No.  4 — Sept.  5,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


685 


ideas,  ami  luiue  prepared  nt  the  next  lueetiiis  to  discuss  aud 
tiuish  aii.v  consideration  of  a  snlijoct,  whioli  niijrlit  not  have  been 
acconiplishiMl  at  the  nieetins  at  wliich  tlie  papei-s  were  read. 
There  are  niaii.v  of  these  subjects  which  are  still  live  questions, 
even  after  the  lapse  of  a  year.  "  Express  and  Freight  on  Elec- 
tric Kailways  "  will  not  only  he  a  live  topi<-  next  year,  hut  a  bet- 
ter topic  tlian  today,  and  will  continue  to  bo  so  for  many  years: 
hen(V  there  will  be  no  harm  in  brinjiin.c  that  subject  up  again 
at  a  snbseiiuent  meetins.  The  same  thing  may  be  said  con- 
(•eming  the  paper  on  "  The  Right  of  Way."  which  will  be  as 
lively  a  ipiestion  next  year  as  it  is  this  year:  so  the  same  thing 
may  W  said  of  almost  all  the  papers.  In  looking  over  the  list 
it  seeius  to  me  that  all  of  the  subjects  will  be  just  as  interest- 
ing next  year  as  tlu>y  are  today,  and  I  think  it  would  be  well 
lor  the  committee  wlio  will  prepare  the  program  for  the  next 
meeting  to  bear  in  mind  that  fact  and  recommend  as  sul>jects 
for  topical  discussion  many  of  the  points  wluch  do  not  receive 
a  comprcliensive  and  satisfactory  disciu-isioii  today. 

Mr.  .lohn  I.  Keggs.  Mihvauki'c:  I  might  say  on  tliis  i|ucslioii. 
Mr.  Chairman,  tliat  as  Mr.  Mailloux  has  just  stated,  this  ques- 
tion of  freiglit  :ind  express  is  likely  to  become  much  more 
important  with  electric  railways  as  time  passes  along.  It  is 
being  tried  by  quite  a  nundier  of  the  roads  in  n  small,  and  by 
some  in  a  tentative  way.  In  many  of  the  states  of  the  union 
we  are  not  permitteil  to  carry  freight,  and  therefi>re  some  who 
attend  tin-  convention  have  not  given  attention  to  it,  except  in 
a  general  way.  In  Wisi-onsin.  where  our  company  has  large 
interest.s.  it  is  impracticable  to  i-arry  even  small  parcels,  unless 
the  parcel  is  in  charge  of  the  jiasscnger.  and  we  have  no  right 
to  make  an  extra  charge  f(M-  it  anywhere  in  Wisconsin.  In  Wis- 
consin if  we  attempted  to  carry  package  freight,  we  would  linv(> 
to  condemn  every  foot  of  ever.v  street  in  any  city  or  higliway 
on  which  the  company  operated  cars,  which  would  make  it  abso- 
lutely impraiticalile:  and  that  is  a  condition  which  meets  many 
of  tho.xe  oi>eniling  street  railways.  I  believe  it  is  generally 
admitted  throughout  the  East  that  the  right  does  exist  for  elec- 
tric railways  to  carry  freight.  I  am  not  prepared,  for  this  rea- 
son, to  discuss  this  ipiestion.  I  am  watching  the  matter  with 
much  Interest  and  am  awaiting  the  time  when  a  demand  shall 
tie  made  In  all  the  cities  of  the  union  that  the  electric  railways 
shall  be  permitted  to  perform  the  great  service  to  the  com- 
munity, particularly  in  the  rural  districts,  of  carrying  express 
and  freight  matter,  so  that  this  service  can  I)e  performed  with 
dispatch  and  economy  for  tlie  people. 

Mr.  O.  Tracy  Uogers.  Binghamton,  N.  Y.:  Some  years  ago 
we  started  an  express  business  in  a  small  way  on  our  interur- 
han  road,  about  fen  miles  in  length,  in  a  small  town  of  l.fiOO 
persons  at  the  -other  end.  We  used  a  trailer  first,  and  tlicn 
we  use*  a  larger  one,  and  then  we  bought  a  freight  car.  We 
had  no  terminal  and  left  the  freight  ear  standing  in  the  middle 
of  the  street  on  one  of  our  city  streets.  Some  of  the  city  ofh- 
clalti  objected  to  the  car  being  left  on  the  street,  and  resolutions 
were  introduced  in  the  council  to  liave  the  car  taken  off  the 
street:  tint  the  nierch:ints  in  the  city  came  forward  and  pro- 
tested and  wished  the  car  to  remain  anywhere  we  wanted  to 
leave  It  as  the  service  was  a  great  accommodation  to  them  and 
the  people  on  the  line.  The  result  has  been  that  in  our  small 
way  we  have  made  a  little  money  on  the  enterprise  and  today 
w  are  buying  real  estate  as  near  as  we  can  In  the  heart  of  the 
city  In  each  of  the  towns  we  reach  with  the  freight  and  ex- 
prewi  service.  Our  plan  Is  to  farm  the  buslncsB  out  to  an  ex- 
[iresH  man.  He  pays  so  much  of  the  expense,  and  then  we  have 
a  percentage,  and  I  will  state  that  the  business  has  been  fairly 
(irotltable. 

Mr.  <ii>tHliall:  If  Mr.  ICogers  has  no  objection  I  would  ask 
Idni  what  the  duly  of  the  car  Is  the  car  mileage,  or  how 
nniny  trips  a  day  It  makes,  or  what  is  the  basis  on  which  the 
btlsiijcss  Ih  computed. 

Mr.  Uogers:  The  <;ir  maki'S  two  trips,  the  distance  iieing 
about  nine  miles.  t)ne  of  the  principal  reasons  why  wc  Innu- 
giirnted  till-  service  and  continue  to  put  money  Into  It  Is  that 
It  hel|Mt  to  develop  outlying  Mei-tloim  of  onr  district;  openB  up 


new  fields  for  passenger  service.  New  towns  are  starting  up  in 
luir  vicinity  and  we  wish  to  encourage  them.  We  have  the 
competition  of  two  steam  roads  to  meet. 

Mr.  <TOtsliall:  1  would  again  express  the  hope  that  this  subject 
lie  continucil  at  tlie  ne\t  meeling  and  given  some  coiisidcraliou. 
In  iiivcstig.nting  the  express  and  freight  liusiiiess  on  electric  rail- 
ways. I  find  that  electric  railways  carry  parcels  at  about  one- 
half  the  price  charged  liy  steam  railroads.  Reports  which  some 
roads  make  are  very  interesting,  and  it  will  be  a  very  important 
sulijcct.  for  llie  reason  that  the  introduction  of  these  frequent 
units,  carrying  parcels  at  relatively  low  cost  compared  with  ex- 
isting conditions,  will  work  radical  changes  in  and  about  tlie 
centers  located  near  the  large  cities.  1  think  the  sulijecl  sli.nild 
lie  i-nntiinKMl  niiil  givi'ii  more  attention  tlniii  it  iias  rcccivcMl  in 
Mil'    ii.i|n'i'   .mikI    llic   slicii'l    (liscussioiis. 

.Mr.  ('.  i.ooinis  .\llcii.  I'tica.  X.  V.:  In  Hcccmlier  last  we  or- 
ganized an  express  department  on  llic  I'tica  &  Mohawk  Valley 
i;;iilrciii(l.  Wc  did  not  undertake  to  liiitulle  anything  111  Ilic  way 
uT  licav.v  iiiaicrial  or  siicli  matter  as  rrclglil.  We  operate  llircc 
express  cars,  wliicli  are  operated  nhoiil  twi-lve  hours  a  day.  We 
do  not  t.ike  any  inaterial  for  slii|nnciil  unless  that  material  lie 
delivered  at  llii'  terininal  point  of  shipment.  B.v  tjiat  I  iiieau  we 
liavc  at  (Mcli  village  or  inuiiicipality  where  we  give  service,  teams 
for  ihc  di'iii.ry  01'  llir  c.vpress  matter.  In  each  of  the  cities  wc 
uiair.tain  teams  I'ur  tljc  purpose  of  collecting  express  matter,  on 
tlie  same  sysUiii  as  that  adopted  liy  the  old  line  of  e.xpress  com- 
Ininies.  The  expense,  whiidi.  of  rniirse.  must  be  very  large,  due 
III  llic  inaintenance  of  llic  drivers  .■iiid  a.gciits  in  each  of  the 
iiMiniciii.-ililies,  has  been  in  llio  ncighborliond  of  alioul  Tl>  per 
ci'iit  of  the  gross  receipts. 

Mr.  W.  K.  iMorley.  tiraud  Uapids:  We  liave  about  forty-tivc 
miles  of  track,  and  operate  three  freight  cars.  We  make  a  round 
Irip  with  tliese  freight  cars  evei'y  day.  Tlie  management  tliinks 
tli.'il  the  freight  business  is  susceptilile  of  development,  and 
proposes  to  invest  considerably  more  monc.v  for  freight  equi]i- 
mcnt  next  year.  We  handle  almost  any  kind  of  freight,  cxcejit 
tlie  lower  classes  of  freight,  which  we  do  not  handle  and  do 
not  want.  We  liave- an  agent  at  all  our  terminals,  and  also  at 
I  lie  sub-stations,  wliicli  latter  costs  us  nothing  additional,  as 
we  should  be  obliged  to  have  some  one  at  the  sub-station  auy- 
liow  to  liclp  out.  Wc  figure  that  the  freight  business  pays  us 
and  we  are  going  to  develop  it.  We  get  the  same  rates  as  the 
sicaiii  roads.  We  do  not  devote  ourselves  entirely  to  the  high 
class  of  express  Inisincss.  but  handle  anything  except  low  class 
freiglit.  A\'e  cannot  handle  and  do  not  want  to  handle  carload 
business. 

The  Ciialr:  .\s  lo  the  siiggcslion  made  by  the  gentleniiin  rniiii 
(li(>  rortchester  road.  Mr.  (Jotsliall.  unless  tliere  is  some  direc- 
tion from  the  convention,  the  cliair  would  say  that  tlie  matter 
will  lie  tirouglit  lo  tlie  attention  of  the  executive  commltlec  when 
selecting  tlie  suiijects  for  next  year's  papers,  with  the  stateinenls 
Unit  were  made  in  tlie  convention.  It  would  sciMii  in  I  lie  liglit 
of  the  experience  which  we  are  having,  the  International  Rail 
way  Co.,  of  RulTalo,  operating  several  Interurban  lines,  one  of 
tliem  being  IW  miles  long,  —  a  liigli-speed  road,  operated  under 
steam  railroail  rules,  witli  freight  trains  drawn  by  electric 
locomotives,  handling  mail,  express,  fruit,  small  crops,  and  all 
kinds  of  baggage  freight  —  it  would  seem  In  the  light  of  our  ex- 
perience to  be  a  suliject  that  might  occupy  the  attention  of  the 
convention  again  with  great  profit.  Some  of  the  statements  con- 
tained In  the  paper  which  has  been  presented  are  very  pat.  and 
I'speclally  one  thought  where  the  manager  has  shown  ids  prollls 
and  added  "  that  It  Is  '  velvet.'  tliere  Is  no  doubt.  If  yon  would 
engage  in  the  business  and  not  let  expenses  eat  it  up."  'W'licre 
I  have  seen  this  business  best  done,  the  expenses  are  ealing 
it  up.  It  Is  all  right  enough  to  say  you  will  go  Into  the  freight 
and  ex|ircss  business,  but  when  you  establish  a  freiglit  Hfnllon 
and  go  there  to  get  freight,  then  you  must  have  a  station  mas- 
ter, some  one  to  unlock  the  car  and  let  the  stulT  out  to  the 
farmer  who  calls  for  a  bale  of  wire  or  something  of  that  sort. 
and  when  he  comes  with  stuff  to  ship  yon  must  hnve  some 
one  there  to  recalve  It  and  take  care  of  It.  That  means  you  are 
going   Into   the   equipment   of   0    fnll-fiodged    freight    operating 


♦iS6 


DAILY  SiREET  RAILWAY   REVIEW. 


ISekiai.   No— Vni.   XIII,   No.  8  D, 


ili-piirlniriil.  iiiid  tlint  Ih  a  liriiiirli  i>f  dtriiiu  nillroinl  n|H-iiillip|i 
Hint  In  liMlmlijil  ill  till"  lilclH'Ht  il.'Krn-.  Miiii.v  iiillwiiy  iiiniia 
pTH  Imvi-  iiifl  Mils  riillwiiy  I'linilllioii  liki?  ii  lot  of  hoys.  Tliiit 
In  not  II  rrllci-tlon  on  iiiiy  oin-  nl  nil.  Tlic  strrc-t  railway  iiiiin 
snys  ••  Kvrrylioily  i-onivdcs  tliat   In   llii-  Kti-am   nillroad   ImihIih-ns 

lln>  fii'lKlit    Is   till-   en 1  of   the  IhihIiii-ks;   the  lilt!   loails    iiiaki' 

tli,.|r  ni y  onl   of  tlio  frclBlit   ami  <arry   paHsi'iiuiTK  In   many 

onses  nt  a  Iokh.  tlicn-forc  «.•  can  make  mom-y  out  of  frolulil." 
Till-   blc  riiails   liavr  lone  liinils;   we   have  sliorf    lia\il».      If  yo" 
«!■.•  K"I"K   I"   liamlli-   fivlKlit   to  any   oxtrnl   yon    must    ninko  an 
arraiiKi-mi'iil    with   steam   nillroails   for  ••ars.      We   enniiot   ecinip 
our   ronils    with    stamlanl    frelclit    ears    to    haul    fielK'il    llfteen, 
twenty,  thirty  or  forty   miles.     We   must   make  an  arraiiKemenl 
with  the  steam   railroad  rcunpaiiles  not  only   to  furnish    freiRlit 
ear  e.|ulpnieiit.   lint  to  take  frel^tht    from   us  ami  haul   It   to  the 
.•enter  for  whleh  It  is  destined.     'I'hat  means  yon  go  to  a  steam 
railroad    inanaper.   prejudhed    acalu-st   you    very   often,   and   ask 
Ihi-iu  ti>  take  the  slulT  from  you.     The  answer  Is  Invarlalily  that 
Ihey   will   he  phi.l   to  do  it,  l.eeause  the  eleetrle  railroad   will   he 
ahle  to  orisliiale  frelcht  for  the  steam  roads.     It   Is  within  the 
kuowledsre  of  some  present  that  there  exists  as  beautiful  a  gen- 
llenieu's  nKreement  between  steam  railroad  pwple  to  dlseouratie 
this    kind    of  business   as    there   ever   was    whleh    repulatetl   the 
distribution  of  the  proceeds  of  the  mall  coach  robberies.     When 
yon  meet  It  you  are  received  with  courtesy  and  politeness,  en- 
tertained by  the  hour,  and  taken  otit  to  lunch;  but  you  do  not  get 
anythlnB,  except  what  you  eat.    They  do  not  propose  we  shall  pet 
into  that  business  if  they  can  stop  It.    I  know  of  my  own  knowl- 
edffe  Avhere  a  steam  railroad,  a  trunk  line,  extendins  from  New- 
York  to  Chlcneo.  operating  large  freight  steamers  on  the  (Ireat 
Lakes,  one  of  the  greatest  trunk   lines  In  this  country,   had  an 
arrangement  with  an  electric  railroad  wherennder  the  trunk  line 
furnished    the    freight    cars    to    the   electric    road,    and    received 
freight  originating  on  the  line  of  the  electric  railway  In  the  cars 
of  the  trunk  line,  and  In  turn  delivered  cars  to  the  electric  rail- 
way.    The  steam  railroad,  when  It  transported  these  freight  cars 
to  the  point  of  contact  with   another   trunk  line  which   was  to 
take  It  and  carry  it  to  points  not  on  the  line  of  the  trunk  line, 
owning  the  cars  which  received   the  freight,   was   met  with   a 
refusal  to  receive  the  car,  and  that  refusal  was  firm  and  would 
not  be  receded  from.     One  of  the  roads  refusing  these  cars  is  a 
trunk  line  In  the  New  Knglnnd  f5tates.  and  the  parties  who  have 
the  matter  in  hand  got  around  the   question   by  making  an   ar- 
rangement with  another  line  which  was  a  competitor  of  the  first 
named,  and  In  that  way  beat  the  devil  around  the  bnsh. 

I  agree  with  the  gentleman  representing  the  Portchester  road 
that  It  Is  the  subject  of  the  greatest  Importance:  and  Its  fair 
consideration,  with  the  idea  of  arriving  at  some  practical  deter- 
mination might  save  those  about  to  Institute  electric  express  and 
freight  routes  a  great  deal  of  money. 


Tf  there  Is  no  further  discnsslon  on  this  paper  we  will  proceed 
to  the  next  paper  entitled  "  The  Right  of  Way."  by  Mr.  H.  H. 
Vreeland.  president  of  the  Internrban  Street  Railway  Co.  of  New 
York. 

Mr.  Vreeland  rend  the  paper  (which  will  be  found  on  page 
r,fi4V  and  said:  Tn  the  preparation  of  a  paper  of  this  char- 
acter, not  having  to  do  with  statistics  or  illustrations.  It  has 
always  been  my  purpose  In  preparing  anything  of  this  character 
to  get  It  concise,  to  endeavor  to  have  It  bristle  with  points  which 
could  he  taken  up  for  discussion.  The  experience  and  ludgment 
of  the  writer  of  a  paper  of  this  class  are  generally  Indicated  in 
the  paper  Itself.  They  are  his  views:  he  can  only  enlarge  upon 
them,  not  add  to  them  much,  and  It  Is  the  discussion  whiih  fcil 
lows,  giving  the  views  of  gentlemen  from  various  parts  of  the 
country  on  this-  question,  which  Is  of  the  chief  value  to  the  mem- 
bers of  this  association. 

The  necessity  of  approaching  questions  of  this  character  from 
the  right  point  of  view  Is  verv  Important.  Last  winter  there 
was  a  great  agitation  In  New  York  Pity,  that  you  all  know,  on 
the  question  of  transportation.  The  existing  facilities  In  the 
city  were  clogged  and  hampered  In  every  way  by  abnormal  con 
ditlons  of  obstruction  —  the  aerial  lines  by  reason  of  reconstruc- 
tion and  the  snrfnce  lines  by  reason  of  subway  constnictlon. 
and  all  that  went  with  that:  and  It  was  taken  np.  as  n  burning 


i|iie8tioii,   lliul   pro|M'r   facllltleK   were  not   offered    to   the  pulilir. 
There  were  two   ways  to  approach   liiat  stale  of  alTalrs:       One 
way  was  to  say  that  the  company   was  giving  all  the  service  it 
ciuild  give  and  iloiiig  the  best   it  could  do,  and  that   is  all  that 
riiiild   be  done,    which   woulil   at   once  raise  a  controversy   us  to 
wiielhi-r   the  company    was   really   doing   if   or   not.     There   was 
anoller  way  to  ap|ii°oacli  the  matter,  and  thai  was  that  tlie  con- 
dilioiis   that  existed   nt  that   time,    which  snrronnileil   the  opera 
lion  of  the  cars  In  the  city,  were  <-oiidlllons  which  were  apparent 
to  tile  eye  of  everybody,  but   In   the  rush  of  business  liail    been 
lost    sight   of.     It   was  iKi   new   point,   nothrng   novel,   absolutely 
none:  every  one  knew  It  who  saw  It  every  day,  and  yet  when  I 
came  out  witli  llils  statement  before  a  public  meeting,  that  was 
called  on   this  burning  (luestion,   that   the  trouble  was  not  that 
Ihere  was  not  surllclent  service,  but  that  the  public  was  deprived 
of   the   use  of  tliat    service   by   reason   of  the  obstructions   that 
existed  lui  the  tracks  anri  streets,   for  which   the  railroad  com- 
pany  could   not   be  held    responsible,   and   could  do  nothing,  the 
mailer    was    viewi'd    in    an    entirely    difTerent    way.     We   elabor- 
:iled  on  that  point  after  making  a  i-arefnl  study  of  the  general 
Iraftlc  conilitioiis   of   tlie  city,   and   w-ent   on   to  show  tliat    until 
Ihere  was  a  recognition  on  tlie  part  of  public  authorities  tliat  the 
movement    of    thousands    of    citizens    should    be    considered    of 
greater  imi)ortaiice  than  the  delivery  of  a  ton  of  coal  or  a  barrel 
of    Hour,    the   railways   were    helpless    to   Improve   the   condition 
of  alTaii-s,  the  matter  was  taken  up  as  an  almost  entirely  new 
proposition.       .\ny  number  of  letters  were  w-rltten  to  me  at  that 
time  ii.v  persons  who  rode  in  the  cars  of  our  company  on  Uroad- 
way  and  who  would  sa.v  that  a  man  with  a  truck  of  coal  had 
held  the  car  up  for  live  or  ten  minutes,  and  fliey  would  all  close 
witli  saying  tliat  the  iiosition  which   the  company  had  taken  In 
the  matter  was  right.    The  man  with  the  truck  load  of  coal  had 
lieen  running  on  the  tracks  for  the  last  twenty  years  —  but  the 
public  had  become  so  used  to  the  condition  of  affairs  that  it  did 
not  exercise  enough  thought  to  tinderstand  that  the  true  cause 
of  the  del.iy   in  local  transportation  was  not   any   fault  of  the 
operating  company  bnt  of  the  conditions  of  traffic  which  existed 
on   the  streets  of  the  city   and  had  existed  all  the  while.     The 
agitation   resulted   in   strong   public   sentiment.     The   regulation 
of  city  vehicular  traffic  was  taken  np  by  the  police  authorities 
and  by  other  civic  liodies.  In  the  interest  of  the  movement  of 
car  traffic,  and  treated  it  from  the  standpoint,  not  of  the  com- 
p,iny,  but  of  the  public:  that  the  public  was  In  the  cars  and  that 
no  one  lost  his  right  to  free  movement,  etc.,  by  reason  of  being 
in  a  car,  and  while  the  car  Itself  might  not  have  the  same  rights 
:is   an    individnl    who   was  obstructing   it   in   the  street,   yet   the 
passengers  in  the  cars  lost  none  of  their  right  to  free  and  eas.y 
passage  through  the  city  streets:  that  it  was  a  question  of  the 
convenience  of  the  few  standing  aside  for  the  convenience  of  the 
many.     This  agitation  resulted  in  quite  a  revolution  which   has 
had  a  lasting  and  improving  effect  all  the  time  on  the  question 
of  our  transportation,  viewed   from  tills  standpoint  of  the  right 
of  way. 

On  the  same  line  as  T  indicated  in  my  paper  last  year,  and  on 
the  same  general  lines  as  taken  in  his  opening  address  by  the 
presiding  officer  a  few  days  ago.  It  seems  to  me  on  this  question 
of  right  of  way  and  other  important  questions  connected  with 
our  work,  that  they  are  not  taken  hold  of  in  a  snfflciontly  strong 
manner:  that  oiir  side  of  the  question  Is  not  put  in  proper  shape 
before  the  public  in  many  instances.  We  are  very  prone  to 
consider  we  know  it  all,  and  the  other  fellow  does  not  know 
anything:  that  the  ne-n-spaper  man  does  not  know  anything 
when  he  criticizes  us:  that  the  citizen  who  writes  a  letter  of 
complaint  or  criticism  to  the  company  does  not  know  anything: 
but  we  know-  it  all.  -We  make  ourselves  believe  that  we  are 
carrying  on  our  particular  business  better  than  any  one  else 
could  do  it;  and  we  resent  suggestions  and  criticisms,  when  we 
really  should  study  every  criticism  which  is  made  to  see 
whether  we  are  right  or  not  and  get  some  good  out  of  the 
criticism  to  produce  a  better  result.  It  is  the  one  tiling.  In  my 
opinion,  which  has  created  much  of  the  antagonism  that  exists 
in  the  public  mind  and  is  expressed  In  the  public  press  regard 
ing  matters  connected  with  the  operation  of  all  our  systems  of 
transportation,  some  of  the  new  systems  as  well  as  some  of  the 
old,  the  point  that  we  think  we  know  It  all,     I  find  when  yon 


STH  Year,  No.  4 — Sept.  5,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


687 


approach  any  question  from  that  standpoint,  tliat  you  can  crpato 
not  only  a  good  doal  of  disturbance  in  the  minds  of  otliers,  but 
a  good  deal  of  disturbance  in  connection  witli  tlie  manaiicniciil 
of  the  property  you  have  to  do  with. 

I  will  take  up  another  point  which  occurred  to  me  as  a  strong 
point,  and  that  is  the  moving  of  the  Vnited  States  mail.  When 
you  consider  the  rights  of  the  many  as  against  the  rights  of  the 
few.  the  I'nited  States  mail  wagon  affords  one  of  the  strongest 
examples.  A  mail  wagon  leaves  the  General  Post  Office  in 
New  York  to  go  to  the  Grand  Central  Depot.  It  has  mails 
destined  for  the  Pacific  Coast.  Ilonolnlu.  .lapau.  etc.. —  nothing 
local  in  its  character  whatever,  yet  I  as  a  citizen  of  New  York 
and  you  as  a  citizen  of  New  York,  or  any  other  city,  if  you  luip- 
pen  to  bo  in  New  York,  must  stand  aside  and  let  that  mail  wagon 
go  by.  The  mail  wagon  and  its  contents  are  of  no  interest  to 
us;  add  nothing  to  the  comfort  or  convenience  of  our  lives;  then- 
is  uo  mail  destined  for  our  office  or  our  houses;  we  have  no 
interest  in  it  whatever.  Y'et  the  consideration  of  the  interests 
of  the  world  as  a  whole  in  the  movement  of  its  mail  matter 
is  such  that  the  consideration  of  the  riglits  of  the  millions 
against  the  few  makes  it  necessary  tliat  .vou  all  must  go  a  little 
to  one  side  and  give  the  mail  wagon  tlie  freedom  of  the  streets. 

We  do  not  ask  in  our  linsiness  for  tlie  freedom  of  the  street 
in  the  operation  of  our  cars,  except  for  the  operation  of  tlie  cars 
in  tlie  interests  of  the  general  public  and  the  quick  handlin.ir  of 
the  people  who  are  entrusted  in  our  care.  Of  course,  it  is  abso- 
lutely unnecessary,  in  view  of  the  many  addresses  we  hare  had 
on  the  subject  of  what  a  boon  street  railways  have  be<>n  to  tlie 
I'nited  States,  to  go  over  th.it  old  ground  again  and  say  why  all 
this  should  he  done,  e.\cept  to  leave  the  slalement  in  this  shape 
—  that  we  should  consider  this  question  in  a  broaii  wa.v.  and  see 
if  we  cannot  get  the  general  authorities,  not  only  of  one  state. 
but  of  all  the  states,  educated  up  to  that  point  where  they  will 
consider  this  question  from  the  stanilpoint  of  the  public  itself. 
Our  regulations  are  just  as  crude  with  reference  to  municipal 
propositions  connected  with  railway  projierties,  lighting  proper- 
ties, etc.  as  are  many  of  our  rules  and  regulations  with  reference 
to  the  operation  of  a  property.  Tlie  conditions  have  changed  so 
quickly  in  street  railway  operation  that  they  have  not  been  mat 
at  all  by  any  change  In  municipal  regulations;  and  when  this 
question  was  receiving  so  much  I'onslderation  in  New  Yoric  Cit.v 
last  winter  and  tne  matter  discussed  very  thoroughly  in  the  news- 
papers, the  newspaper  men  were  surprised  to  lin<l  that  the  move- 
in^iit  of  electric  c^irs  with  the  millions  upon  millions  of  passen- 
gers transported  every  year  were  governed  by  regulations  and 
laws  made  away  back  in  the  OOs  and  "lis.  ami  it  was  necessary 
to  collate  these  and  present  them  to  the  city  authorities  before  it 
was  seen  how  absurd  it  was  to  attempt  to  regulate  it  by  rules 
which  had  been  framed  for  conditions  which  existed  thirty  or 
forty  years  ago.  It  was  like  an  experience  I  had  not  long  ago 
where,  in  looking  over  some  questions  <-onnected  with  an  acci- 
dent, in  taking  up  the  rules  and  regulations  of  a  certain  com- 
pany. I  found  that  the  rules  and  regulations  were  dated  in  ,)iily, 
1X72,  when  the  property  was  a  horsecar  iiroperty  with  less  than 
KtO  employes,  and  operated  about  20  lars,  and  that  same  propi'rty 
b.v  consolidation  had  grown  into  a  jiroperly  cmjiloyiiig  more  than 
l,20<l  men,  with  a  correHpomllng  imrcase  In  the  service  :iiiil  .ill 
the  operations  of  the  company  lncre:ise<l  in  proportion,  iiml  yd 
the  road  was  operated  under  rules  and  regulations  dated  in  1.S72, 
telling  how  the  men  should  care  for  the  horses,  etc,,  and  nothing 
lielng  Bald   with  reference  to  electric  motors, 

f  am  free  to  say  that  although  there  are  certain  llinllatloiiH, 
ri-xlricllons  and  conditions  Imposed  on  the  operation  of  street 
railwnyK  aliroad,  I  wonid  be  willing  (o  accept  these  restrictions 
and  limitations  and  liear  whatever  loss  might  ensue,  to  gain  the 
advantage  of  having  proper  regulation  of  all  kinds  of  street 
Irafflc.  and  have  sui'h  rcgnlatlons  thoroughly  and  Intelllgentl.v 
enforced,  as  Is  the  case  abroad.  The  systematic  manner  In 
which  regulations  governing  slreet  traffic  of  all  kinds  was  one 
of  the  things  which  appealed  (o  me  very  much. 

On  the  question  as  applied  to  this  Association,  f  think  (hat 
the  Imfffirtance  of  n  thing  of  (his  kind  may  be  minimized  In 
the  mlndt  of  men  who  have  to  do  with  the  operation  of  lines 
In  the  smaller  cities  and  towns:  but  the  Importance  of  matters 
of  thid  character  Ib  emphanlzed  when  you  consider  that  a  eom- 


pilaiioii  was  made  last  winter  of  the  laws  and  regulations  gov- 
criiiiig  the  movement  of  all  street  traffic  of  the  United  States 
by  the  authorities  of  the  city  of  New  York  to  determine  what 
was  reasonable  regulation,  Some  geuUeiiiaii  in  this  room  may 
consider  that  this  matter  is  of  no  interest  to  him,  because  of 
tlie  c(«idition  which  prevails  in  his  city,  where  his  lines  are 
located;  but  you  must  consider  these  two  points:  First,  that 
whatever  your  regulations  are.  when  this  (luestiou  comes  up  in 
oilier  sei-tioiis  of  the  country,  your  regulations  become  a  part 
of  the  consideration  of  what  is  being  done  in  otlier  places,  largo 
or  small,  and  the  next  cousideration  is  that  some  of  you  bright 
young  men  may  be  operating  the  lines  in  the  city  of  New  York 
within  tlic  iic.\t  few  years  and  will  have  to  face  this  condition 
yoiirsell'.  The  same  thing  is  true  of  the  franchise  proposition, 
and  franchise  regulations  and  limitations  and  restrictions, 
which  could  just  as  well  be  included  in  this  geiii'nil  proposition, 
in  my  iiiiiid.  On  tliis  point  of  franchise  limitations  and  condi- 
tions you  gciitlcmrii  of  the  Association  who  have  to  do  with 
the  operation  of  lu'oiicilics  cannot  in  fairness  to  the  country 
as  a  whole  consider  these  things  as  entirely  of  your  locality. 
Today  inquiry  is  being  made  abroad  as  to  what  we  are  doing 
ill  this  country;  and  the  limitations  and  restrictions  that  you 
may  have  in  a  weak  nionient  ai-ccpted  in  securing  something 
for  your  property  may  be  a  keynote  and  turning  point  on  which 
luindreds  of  enterprises  abroad  m;iy  lie  strained,  and  ultimately 
s(mie  in  our  owu  country,  and  without  going  into  a  discussion 
of  the  details  of  this  matter,  from  the  standpoint  of  franchise 
liiiiilations,  restrictions  and  conditions,  from  tin;  standpoint  of 
vehicular  tralhc  and  regulations,  and  from  the  standpoint  of 
niles  ;iiid  regulations  which  govern  employes  of  these  properties 
throughout  the  country,  we  cannot  consider  any  one  of  these 
points  as  individual,  but  llicy  must  be  considered  collectively 
and  as  a  part  of  the  whole  nuiiiber  of  tin-  railroad  properties 
of  the  United  States,  if  not  of  the  world. 

The  diairman  in  his  address  referred  to  the  maltci-  ol  rules 
and  regulations  of  the  steam  railroads,  wiiiili  1  was  very  glad 
to  have  brought  out  in  connection  witii  ihr  work  of  this  Asso- 
ciation, 1  had  occasion  liark  in  the  early  SO's  to  examine  a 
number  of  engineers  aiul  conductors  for  appointinent  011  a 
property  that  required  a  lieavy  summer  service  aud  among  the 
number  were  some  iiieii  from  the  West,  lu  examining  them 
on  our  train  mdcis  and  regulations,  the  most  Important  and 
essential  in  llie  oiieratioii  of  a  railroad,  there  was  not  one  man 
who  understood  our  orders.  They  were  men  who  had  run  trains 
for  lifteeii  or  twenty  years  in  tlie  West.  As  the  chairman 
poiut.'d  out,  today  an  engineer,  under  the  rules  and  regulations 
for  the  movement  of  trains,  by  telegraphic  orders,  who  may 
have  been  running  a  train  in  California  last  week  can  tomorrow 
stej)  on  an  engine  in  iMainc  and  his  rules  are  just  the  same,  aud 
the  engine  is  run  under  the  same  orders.  The  thing  is  import- 
.nil  to  us.  1(U-  the  reason  that  ill  New  York  City  we  are  every 
ihiy  hiring  men  as  niotormen  and  tln'y  come  from  all  parts  of 
the  United  States.  We  liave  a  school  of  examination  and  in- 
strnelion  in  wliicli  these  matters  arc  gone  over  tliorouglil.v, 
;ind  it  is  the  iiio.^l  surpri.sing  thing  to  liiid  what  a  dlver.sity 
tlMii'   is   in    ivgiil:ilions  in   cilics  :iiid  st.'iles  Unit    bonier   on   each 

,,l|i,.r  Willi   ivlnc-n.-.-  iicslioiis  <on.eniiiig  wliieli  there  should 

|„.  no  diiren^nrc  whatever,  any  re  llniii  Ilie  question  of  run- 
ning  a    loc-nlilolive. 

The  main   points  fur  cons iati„ii    lh;it    1    wanted   b,   bring  ont 

are  llios.'  I  have  covered,  and  1  wish  to  again  .■inpliasl/.e  the 
|,roposlli.iii  llial  Ihciv  is  nothing  injurious.  I  do  not  can'  how 
small  a  pn.perty  yen  an'  (qierating  in  the  rnileil  Slates,  that 
,-an  be  d.iuc  with  yonr  pnqierty,  but  what  will  have  its  elTcct 
on  all  the  pniperlles  of  the  United  Stales. 

Mr.  .1.  C.  While.  New  York:  Then'  Is.  pci-liaps.  no  need  to 
,'labonile  on  the  point  of  view  olfeivd  by  Mr.  Vn'dand.  who 
has  bniiighl  tills  subjei't  lo  our  atl.-ntion.  It  seems  to  me  that 
II   Is  sdfevld.'i.l    thai    to  secure  atli'tillon  at    the  hands  of  niunl- 

I'lpal  aullim-ltlcs  the  silbjed    must  be  pn'sented   as  c ludve  to 

I  he  comfort  ami  wdfan'  of  the  citizens,  and  not  as  Increasing 
the  earniiigs  of  the  sln'd  railway  companlr'S.  If  a  car  Is  dela.ved 
for  llfti'i'ii  mlnnlcK  by  a  coal  truck  unloa.ling.  It  Is  of  com- 
paratlvi-ly  IHtle  use  to  say  that  the  wages  of  tlie  inotormau  and 
conductor  for  that  llfteen  nilnutes  umoiintcd   lo   llVi  cents,   of 


fiS8 


DAILY  STREET  RAILWAY   REVIEW. 


ISeiuai.  No— V<il.  XIII.  No   80 


u'liiilcviT  II  may  Ih'  ninl  I  lint  iiiii<-h  of  I  In-  Kiri'i-l  nillwiiy  rmii 
piiny'ii  t'liriiliiKH  art'  naKli-d.  Km  If  we  |i<>liil  utit  tlial  Tri,  iir  |H-r 
Laps  ItHi  iir  I'J)  ptiHNi'iiKiTM,  ir  llii'y  nIiihiIiI  lir  nii  Mr.  Vrci'laiiil's 
rar.  Iiail  hriMi  iltOaycil  for  tlml  lirtccn  iiilnuli's.  Ilini  It  Iii-kImm  Ici 
l>i>  iif  liit<-i'i'xt  til  the  li'iiV4'llii):  jiiililli'  ami  tliry  will  hhsIsI  III 
hi'lii^iiif;    alHiiii    NiMiir    n-asuiialilc    ri'^nlalloiis. 

Till-  iC'Iii'i'al  iuipi'i'SHlnii  III  tills  I'liiiiilry  Is  llial  i-li-<'llii'  lalliMail- 
iiiK  lias  ailvani'i'il  far  lii'yoml  aiiylliliiK  kmiuii  iiii  tlic  iilliiT  slilc 
of  tlic  .\lliiiitli-.  .Mr.  Vri-claiiil  liii]<lli'<l  Hint  tills  Is  mit  ciitlii'ly 
oirriM't,  witliiiiit  KiiliiK  iiitii  ili'lalls.  In  this  malli-r  of  rcKiilatiiiu: 
ri'lili'iiliir  Irallli'  ami  ImpusliiK  iiiiiiiii-ipal  rcciilatliiiis  wlilrli  li-ml 
to  iiiliiliiii/.r  till-  ili'lays  to  tlic  lrav(>lliii:  ]iiililli'.  Kiiriipcaii  litlcs 
arr  far  aliiail  iif  tliiiBi-  In  this  •'uiiiitry.  rri-i|iii'iitly  niic  sees  mi 
I'liinilway.  in  .Ni-w  York,  prrliaps  a  ."1  tun  triirk.  hiaiU'il  with  cnal 
iir  llrr  iirixilliiK  iiiati-iliil  fur  a  m-w  liiillillni;.  which  Is  liarkcil 
ai.iiiml  w  nil  Its  rear  wIutIs  lowanl  tlu'  pavrmi'lit  and  wlilrli  pn> 
^fiits  the  passii.ur  of  sIriM'l  cars,  ami  tliiTo  is  a  strin;;  of  i-ars 
aiTiiniiihiti <l  riiniiin;:  down  Ihrfror  four  Idoi'ks  lifforr  the  wa}:oii 
will  inovi-or  Its  load  is  dlsi'liai';;<'d.  In  most  of  the  iniliili'ipalliit's 
aliroail  wa^ions  arr  not  allowed  to  hack  to  tlic  ciirh  in  that  way. 
and  If  any  particularly  heavy  inatcrlal  Is  to  he  unloaded.  II  lias 
tn  lie  done  within  certain  hours,  say  lielweeii  S  and  10  o'clock 
In  the  eveiiln;;.  and  at  no  other  time  dnriii);  the  Iwentyfonr 
lionrs  is  it  perniilled.  lint  If  the  malerial  to  lie  nnloadcd  is  not 
of  a  i:iitnre  to  cause  nincli  noise  and  keep  people  awake.  It  may 
be  done  dioiiiK  the  entire  nisht.  foal,  for  example,  may  not 
he  M  >loai!cil  unless  the  wa;;on  Is  drawn  .'iloiiK  the  ciirli  and  the 
coal  taken  away  in  sacks  or  Ijnskets.  The  cryinf;  need  for  siMue 
rcKiihillons  in  this  country  applies  more  |i;irtlcularly  to  cKlcs 
like  New  York,  where  the  trattic  Is  dense  anil  the  liesi  facilities 
possilile  to  provide  will  scarcely  take  care  of  it.  and  to  cities 
like  iloston  and  (■lihayo  where  the  trattic  is  condensed  into  re- 
stricted business  .ireus  and  particularly  In  Hostoii.  where  the 
streets  are  narrow,  and  eeiiseipienlly  where  special  regulations 
should  be  fonmil.ited  In  Justice  to  the  i-ily  .iiid  to  tlie  people  in 
th"  cll.\    ami  sliou'd  be  risldly  enforced. 

It  seems  to  me  this  .Association  misht  perhaps  jiartly  collate 
the  rules  ami  rej;i'hitloiis  on  this  sulijeet  in  foreijiu  cities  and 
tri'tlier  tile  iai'i'iiiation  in  convenient  form  so  that  it  could  be 
nse<l  by  the  members  of  the  .\sso<'iation  to  brinj;  about  police  anil 
municipal  reKulalioiis  In  tlieir  respective  cities;  and  such  an 
action  by  the  .\sseeiati(in  wi  nlil  le  very  ailvaiila);eous  in  tliis 
re«pec,'. 

The  ("iiair:  It  seems  to  me  thai  llic  i|iicstioiis  bioii;;lit  up  by 
Mr.  Vreehind  in  his  paper  and  in  his  remarks  conceriiinp  it. 
are  very  important,  and  that  in  the  invesliKation  of  these  nues- 
tlons  alout;  tiie  lines  of  an  honest  and  earnest  attempt  to  iiet 
soinethliiK  bitter  lies  as  iiiiich  money  saved  for  onr  corpora- 
tions as  in  any  other  linineli  of  the  busiiie.ss.  The  (treat  trouble 
today  with  us  is  this  —  we  who  use  alternating  current  In  the 
operation  of  eai^  know  what  "out  of  step"  means.  Has  it 
ivrr  occnrred  to  vs  that  we  are  a  little  out  of  step  with  the 
pi'blle  niid  the  authorities?  It  seems  to  me  that  we  are.  The 
Held  Is  wide  epeii  for  use'nl  t'llape.  In  what  public  school  in 
f'e  I  nitrd  ftntis  is  a  wrrd  ever  said  (o  a  boy  or  a  v'irl  about 
the  rule  and  law  of  the  road?  The  city  schools  are  filled  with 
liou'reds  of  thon.sanils  of  childreii  who  are  not  instructed  in 
tl'e  simplest  rules  .is  to  how  to  cross  a  street,  bow  to  go  along 
the  street,  er  how  to  drive  a  lirrse  or  a  dog  attached  to  a  ve- 
hicle, or  anything  of  the  kind.  What  little  instructions  children 
receive  In  this  particular  they  get  from  thoughtful  parents,  but 
many  of  the  parents  in  large  cities  arc  in  utter  igiioniine  of 
the  common  rules  and  l.'iws  governing  the  coiidni-t  of  individ- 
uals passing  along  the  public  way.  There  are  few,  if  any.  ordi- 
nances in  force  giving  aiiytliiug  like  proper  regulation  to  tbe 
passage  over  the  public  ways  or  streets.  It  is  as  siinjile  as  the 
nose  on  a  man's  face  —  the  portion  of  the  street  or  bigliwa.v 
from  curb  to  curb  should  be  reserved  for  the  passage  of  vehi- 
cles; pedestrians  should  be  limited  lo  the  sidewalks,  and  should 
be  compelled  to  ero.>-s  the  streets  at  the  street  crossing,  and  not 
to  make  a  fiMlcr  I'cor  of  a  city  street,  using  the  street  as  if 
they  were  in  their  own  homes,  as  is  done  in  HulTalo  and  oilier 
large  cities.  Women,  without  looking  up.  step  into  the  street 
in  every  part  of  HufTalo  where  we  have  asjihalt  pavements, 
meandering  along  the  street   with  the  cars  jKissiiig  by   them    in 


■  piick    Hii Kslon.    the    wonieii    acting    as    If    lliey    were    IreadliiK 

the  iiia/eN  of  llie  dance.  How  the  molornien  can  escajie  hilling 
them  Is  a  wonder  to  me.  Yesterday  Ihose  who  look  the  ride 
by    the   coiii'lesy   of    the    Seheneclady    Uallway    <'o.    and    looked 

■  lilt  of  the  window  saw  several  cases  where  women,  and  In  one 
case  a  large  llesliy  woinali.  with  a  young  infant  In  her  arms, 
rlske<l  llieir  lives  by  crossing  the  track.  Willi  perfect  reeklesn- 
iiess.  In  front  of  the  swiftly  niovlng  car.  In  .Nuremberg.  <ier- 
iiiaiiy.  It  Is  :i  criminal  orfenee  to  altenipt  lo  board  or  alight  from 
a  moving  car.  Why  should  there  not  be  a  law  like  that  In 
every  slate  in  Ibis  country?  There  Is  a  law  in  New  Y'ork  that 
makes  an  attempt  to  commit  suicide  n  crlinlnal  offenoe.  and 
It  Is  .lust  as  lunch  an  atlem|it  lo  coininlt  suicide  lo  Jump  off 
.'I  moving  car.  In  many  instances,  as  to  draw  a  razor  ncrosH  the 
tliroat.    and    Is    followed    with    as    bad   a    result    In    iiuiny   enseR. 

II  Is  a  perfectly  sim|ile  and  easy  nialter  to  gel  at.  for  the  reason 
that  onr  Interests  and  the  liiteresis  of  the  imbllc  are  identical, 
as  poinled  out  by  Mr.  Vrceland.  No  sane  person  wants  to  get 
hurt,  or  lo  be  killed,  and  therefore  the  method  of  controlling 
ti'.'ins|iortalioii  problems  should  be  carefully  examineil  by  the 
public  autliorities  ajid  ]iul>lii'  men.  and  the  peojile  should  l>c 
convinced  lliat  we  are  not  ailing  arbilrarily.  so  that  ■  the 
street  car  slmll  not  have  any  obstacle  and  shall  be  free  to  run 
lliroiigh  the  streets  al  :'>(>  miles  an  hour  without  let  or  hlndranee. 
but  that  we  are  endeavoring  to  work  for  the  people,  for  the 
beiielit  of  every  one  in  town.  ;iiid  that  is  nil  we  want  to  do. 

It  suggest  I'd  itself  to  me  a  short  time  ago  that  p<isRibly  I  might 
accomplish  some  goml  by  fiending  a  letter  to  School  Superin- 
tendent Kinerson.  of  the  city  of  Buffalo,  asking  him  if  he  would 
not  think  it  a  wise  thing  to  set  aside  several  periods  each  week, 
two  or  thrie.  consisting  of  a  few  minnli'S  each,  in  which  the 
teachers  might  in  a  ver.v  simple  way  instruct  the  children  as  to 
tile  rule  of  the  ro.id.  and  what  they  ought  to  do.  If  that  plan 
were  .idopted.  It  seems  to  me  that  after  a  while  — you  cannot  do 
things  in  a  minute,  cannot  arrive  at  results  in  a  minute,  every 
goi.d  result  obtained  has  been  Ihrough  long  agitation  and  hard 
work — we  would  have  a  lot  of  people  walking  on  the  streets 
that  know  sometliing  about  the  rules  of  the  road,  and  their  in- 
ilivi  Inal  rights  and  the  rights  of  others. 

Tbfre  liave  been  some  iinustial  decisions  of  the  courts  recentl.v. 
In  New  York  tbe  law  has  been  laid  down  by  courts  that  at  street 
'Olersections  the  rights  of  any  vehicle,  and  the  vehicle  known  as 
:i  street  ear.  are  equal;  that  is  to  say.  n  milk  peddler,  driving  n 
wagon  of  milk  or  a  man  bringing  in  garden  truclc  from  the 
criuntry.  has  as  much  right  to  our  tracks  at  the  Intersection  of 
streets  as  our  car.  with  1."0  busy  men  going  to  business.  I  do 
not  believe  that  such  a  decision  would  be  maintained  in  a  court 
of  last  resort. 

It  doe.s  seem  that  this  is  a  field  wide  open  for  us  to  go  into. 
.•led  if  we  do  not  do  anything  hut  shish  around  we  ought  to  get 
ri    whole  lot   of   benetit    out  of  it. 

Mr.  Hoggs;  I  think  we  can  do  more  than  slush  around.  Mr. 
Chairman.     I  reduced  the  obstrtiefions  to  onr  lines  in  Milwaukee 

III  a  ver.v  great  extent  by  a  personal  appeal  to  the  users  of  large 
ernibers  of  tc.ims  In  obtaining  their  co-operation;  as.  for  instance. 
the  brewing  interests,  with  hundreds  of  large  ."?  and  4-horRe 
teams    occupying  and   obslnn-ting   our  lines,   by   a    personal   re- 

•  pcst  made  to  them  to  reduce  this  annoyance  as  much  as  possi- 
ble, and  also  of  large  manufaeturers  who  many  times  with  their 
llea^'iI.v  laden  wagons  would  dela.v  a  car  for  several  blocks  rather 
than  turn  out  of  the  tracks,  and  by  that  kind  of  co-operation  much 
can  lie  done,  because  that  is  educational.  What  the  teamsters  of 
one  cImss  of  busine.is  will  do.  the  others  drop  into  after  a  while 
■n'd  follow  along.  It  seems  lo  me  if  we  could  enlist  the  co-opera- 
tion, for  instance,  of  the  express  companies  wliieh  have  a  large 
oeniber  of  tennis,  with  drivers  who  are  usuall.v  very  indifferent  as 
'o  the  iiccommodation  of  any  one  else,  and  the  Ice  distributors, 
'arge  ceal  dealers,  and  people  of  that  kind,  we  would  acconiplisli 
nmre  in  our  respective  cities  than  in  any  other  wa.v.  In  some 
of  the  cities  wl-ere  the  roads  continue  to  provide  a  steel  tram- 
way for  vehicular  traflie.  which  Is  done  by  muiiii-ipal  require- 
pent.  In  t'  ose  cities  that  lave  a  Hat  girder  rail  where  you  virtu- 
:illy  snpiily  a  steel  road  upon  which  to  run  vehicles,  it  is  dif- 
I'ciilt  to  keep  them  out  of  the  track,  as  it  is  the  easiest  place  in 
which  tl-ey  can  run.     This  is  one  of  the  disadvantages  that  come 


5TH  Ve-vr.  Xo.  4— Sept.  s,  igo3.] 


DAILY  STREET  RAILWAY  REVIEW. 


689 


ill  Willi  llio  grooviil  rail;  one  of  llu'  gri';iti'sl  ;ulv:iiitai;os  wirn-li 
we  have  wliore  wi-  liavi-  tinally  i-oiivoited  imr  rity  <iltii-ials  to 
realize  tl.e  benelit  of  a  liigli  Trail  witli  j;raniic  lieailers  on  oacli 
side,  a  groove  foniu'il  in  it.  It  ilocs  not  make  a  convfiiieiil  place 
for  driving,  and  onr  olist  met  ions  from  veliieles  in  tlie  city  of 
Milwaukee  lias  been  reiUired  oO  per  rent  in  live  years.  In  our 
state  we  are  fortunate  euousli  to  have  from  llie  Supreme  (.'ourt 
iu  the  last  two  or  three  years  a  very  sensible  deeisiou,  wliicli  lias 
accorded  to  street  ears,  at  street  intersections  at  least  and  in 
most  parts  of  the  city,  rights  superior  to  a  vehicle,  upon  tlie 
reasoning  that  a  street  ear  is  restricted  to  tlie  i-ails  upon  wliieli 
it  runs  and  cannot  turn  out  or  iu,  and  that  therefore  other 
vehicles  must  give  way  to  it;  and  at  street  intersections  tlie  law 
of  steam  railroads  applies — "Stop,  loolc  and  listen."  It  is  also 
held  that  where  a  team  coutiiuies  for  several  lilocks,  or  aiij  con- 
siderable <listauee,  iu  a  liaclc,  and  is  struck  by  a  street  car,  llic 
driver  is  guilty  of  contributory  negligence  and  cannot  rci-ovcr 
damages  from  the  street  car  company  —  that  it  is  liis  duly  to 
keel)  watdi.  knowing  he  is  in  the  line  of  street  car  track,  to  keep 
careful  watcli  and  keep  out  of  the  way.  fl'liere  was  a  case 
where  a  man  hail  not  looked  back  for  "Jio  feci,  and  tlie  case  was 
thrown  out  of  court. 

Mr.  .lolin  tJrant,  St.  Louis:  1  may  state  an  experience  wc  had 
in  St.  lAiuis.  We  found  iu  liKil  that  the  authorities  of  tlic  i  il.> 
did  not  kno>\  the  law.  We  went  to  tlie  police  deparliiieiit  and 
tried  to  have  the  delays  caused  to  cars  eliminated  to  .some  extent, 
and  were  infornuil  that  there  was  a  law  whii-li  allowed  a  wagon 
to  hold  a  ear  for  live  minutes.  We  lliouglit  that  was  peculiar 
and  had  our  attorneys  look  the  matter  up  and  foniid  the  law  was 
that  when  a  car  came  up  the  wagon  must  move  out  of  the  track 
imuiediately.  Some  of  our  friends  started  a  ci-iisade  against 
wagous  on  the  track,  with  the  result  that  drivers  on  tlie  track 
delaying  cars  are  arresteii  and  lined.  We  liad  some  troulile  from 
wagons  and  pursued  the  method  .Mr.  Beggs  mentioned,  going  to 
a  large  number  of  the  livery  wagon  and  express  companies  and 
breweries  and  making  aiipeals  to  them.  One  very  large  concern 
which  employs  in  the  neighborhood  of  M  wagons  niacic  il  a 
rule  that  any  of  their  drivers  whose  wagon  was  hit  by  a  slreet 
ear  paid  the  damages  to  tlie  wagon  and  lost  his  iiosition.  In 
that  way  iinich  can  be  accomiilished.  but  it  may  be  tlial  the 
great  number  of  changes  being  made  around  the  country  in  the 
different  road.s,  some  of  Ihc  men  do  not  know  (he  laws  of  their 
city  ill  relation  to  cars.  Some  of  our  city  authorities  did  not 
know  the  law,  and  as  soon  as  we  pointed  it  out  tliey  Helped  us 
to  do  away  with  a  gieat  many  of  the  delays.  In  the  last  two 
years  afty  per  cent  of  the  delays  on  our  line  have  been  eliminated. 
It  meiins  hard  work  all  the  time  —  you  have  to  keep  after  the 
drivers,  and  the  authorities  also  have  to  ki^eii  them  ui)  to  tlie 
mark.  If  laws  to  keep  wagon.s  off  the  tracks  could  be  passed  iu 
different  cities  generally,  the  law  being  a  rcasonalile  mic,  il  would 
be  a  good  thing. 

The  Chair:  We  will  take  uii  tlur  next  sub.ioct,  "  (^imparative 
.Merits  of  Single  and  Double  Truck  Cars  for  City  Service."  .Mr. 
Beggs  has  not  [irepared  a  paper,  but  as  lie  is  pii'si'iil  lie  will 
prob.-iMy   give  us   his  views  on   the  sulijwt. 

Mr.  Beggs;  This  subjei't  has  been  so  tliorouglily  llircslied 
out  III  the  last  seven  years  that  there  does  not  sr-eiii  to  be 
miieh  left  to  sny  upon  It,  as  It  appears  that  most  men  charged 
with  the  operation  of  large  systems  have  been  forceil,' almost, 
to  the  use  of  double  truck  cars,  even  for  heavy  city  service. 
The  principal  points  of  iidvaiilagi'  to  resiill  from  the  use  of 
doiilde  truck  cars.  In  Ihe  tlrst  place,  a  much  higher  sjieeil,  of 
which  the  public  receives  Ihe  benellt.  .\h  soon  as  the  public 
realizes  that  It  does  not  seriously  affect  the  street  railway  coin- 
linn.v  to  have  Its  cars  obstrucleil.  but  that  It  Is  the  people  on 
the  car  who  are  iliscoiiiiiioded,  the  iiubllc  will  awaken  to  the 
fact  that  it  Is  for  them  to  get  a  belter  condlllon  of  affairs,  so 
that  III  running  double  truck  ciirH  the  llrHt  point  Is  Ihe  sinoolh 
and  comfortable  rlilliig  of  the  piiHHenger,  as  comiinred  with  the 
Mingle  truck  ear,  with  the  greal  osclllallon  sometimes  experi- 
enced riinnlnK  over  a  track  which  Is  Indifferently  iiialiilalned. 
The  track  may  lie  realjy  twice  as  bad,  but  to  (In-  rlillng  inibllc 
It  would  not  be  evident  In  a  double  triiik  car.  The  next  llilng 
Ik  that  the  large  double  truck  car.  eipilpped  with  four  motors, 
one  on   each    axle,    which    Is   our   pnicllce   and    has    been    for   six 


or  seven  years,  cuaiilcs  the  i-ar  to  be  accelerated  inucli  quiclicr; 
ill  other  words,  in  many  of  our  cities,  tlie  blocks  are  only  ,'SIJI) 
1  r  tIK)  fe.ct  long,  some  shorter  lliaii  that.  If  we  follow  out  the 
rules  as  laid  oul  in  the  usual  book  of  rules,  you  would  not 
get  a  street  car  up  lo  speed  between  crossings.  Uy  the  time 
you  left  one  crosshig  ami  used  Ihc  regulation  method  of  feed- 
ing a  car,  it  would  not  lu'  up  to  speed  by  the  time  it  got  to 
the  next  crosswalk,  the  coiiseiiueucc  being  the  general  public 
is  dela.ved,  and  you  are  not  giving  I  hem  rapid  transit.  The  car 
is  limited  as  to  the  muulier  of  trips  il  can  make  over  a  line 
during  the  ilay  and  couseiiuciitly  the  cost  of  oi^eration  is  unnec- 
essarily increased.  Ihc  ipiicker  aect'leration  means  higher 
average  speed;  in  other  words,  I  lielieve  tlii>t  it  is  applicable  in 
most  cities,  even  where  there  is  pretty  dense  traffic  —  I  am  not 
referring  to  Broadway,  New  York.  Ihc  conditions  there  arc  uu 
usual  —  but  on  oiu-  cily  lini's.  where  Iraltie  is  smuetimes  (|iiilc 
ileuse.  wc  iiiaiiilaiii  an  .ivcrage  si'liedule  speed  of  nine  miles  an 
hour;  Willi  tlic  l.ii;;c  selling  cars  you  are  enabled,  because  of 
tie  greater  scaling  capacity,  to  uiaiulain  long  headway  on  llic 
lines  and  still  take  I'are  of  the  traveling  iniblic.  Longer  licad 
way  means  less  car  miles  and  less  car  iKuirs  and  less  train- 
men, and  that  .vour  traiiiiiicii  are  performing  more  service  for 
lie  company,  and  thereby  reducing  Ihe  cost  per  car  hour  or 
r:\y  mile  fur  liainmen  alone  The  consumption  of  [lower  is  pos- 
sibly increased,  yel  iinl  more  than  would  be  iiece.ssar.v.  in  all 
lirubaliilily,  lo  piil  the  same  luimlier  of  single  truck  cars,  with 
two  motor  ei|iiipiiiciit.  in  operation.  Then  the  cost  of  track  re- 
pair and  maintenance  is  less,  as  we  discovered  after  an  exiierleiice 
of  ,seven  years  with  double  truck  cars,  which  run  siiiootlier.  tli.Mu 
it    is   with   single  truck   cars. 

These  are  tlic  priiicip.-il  points  wliicli  seven  years  of  use  and 
the  adoption  of  heavy  truck  ears  as  standard,  lias  brought 
out.  and  which  in  our  experience  have  been  more  than  satis- 
factory. We  several  years  ago  established  as  a  standard  a  large 
double  liiirk  r;\y.  titled  Willi  cross  seats,  seating  44  passengers. 
Tliey  have  a  cap.Mcily.  when  passengers  stand,  of  over  1(H). 
These  are  the  reasons  lor  our  iiiaiiitainiiig  that  it  is  iiiuch  more 
advantageous,  both  to  llic  general  public  .■ind  the  npcr.Mliiig 
company,  lo  maintain  and  operate  l.irge  double  truck  cars 
eiiuipped  with  a  motor  mi  each  axle  and  witli  a  motor  of  suf 
(icicnt  capacity  to  warrant  you  in  ipiickly  accelerating  the  car 
and  getting  it  ilii  lo  S|iced  within  .ilioul  ;;(KI  feet,  so  that  ymi  are 
able  to  make  the  average  sliced  of  llic  car  witli  the  usu.-il  mini 
her  of  stops,  of  about   niiii'  miles  an   hour. 

Mr.  (iotshall:  Il  occurs  to  me  a  great  deal  of  good  could  be 
accomplished  by  this  .\ssociatioii  as  a  national  body,  if  there  were 
appointed  a  number  of  standing  committees  in  this  .\ssoeiallon, 
as  I  believe  now  exists  in  the  New  York  State  .Vssoelation.  My 
idea  is  tliat  there  should  boa  Commillcc  on  Legislation,  .■iimtlicr 
Comniiltei'  on  Slaiidaids  .iiid  Operation,  and  other  similar  com- 
mittees. II  .ippeais  Iu  me  lliat  if  Uie  Imiiorlanf  matlers  of  the 
.\ssociation  were  taken  up  by  special  coiumiltees  in  Ihls  manner 
niueli  good  could  be  accomplished  along  Ihe  lines  that  have  been 
indicated  by  Mr.  Vri'eland  and  the  other  speakers.  A  represelita- 
live  committee  of  this  .vssoelation,  embodying  llic  views  of  onr 
members,  could  iircseiit  these  matters  to  legislators  throughout 
the  conulry  and  seek  to  have  laws  enai'ted  which  will  remedy 
some  of  the  li'oubles  <'onipl:ilned  of.  I  would  suggest  that  the 
executive'  c-oiiiiiiilti'c  of  the  .Association  liiKc  up  the  mailer  of  the 
aplioliitiiiciil  of  the  Commlltee  on  Legislation,  anil  it  seems  to  me 
the  mailer  could  be  extelidcd  by  having  sub  coniiuillees  sub- 
sidiary to  the  main  conimittce   in  each  stale 

The  Chair;     It  is  qiiKc  evident  to  the  Cliair  fr very  c  tended 

Investigation  made  among  llic  iiiembers  of  the  .Association  and 
the  sn|iplynicii,  carefully  combictcd  by  him  since  lie  has  been 
here  llial  Ihc  lime  is  ripi'  for  tin'  making  of  new  arraiigciiicnis 
In  Ihe  affairs  of  the  .\ssoclallon;  and  It  Is  no  rcllcclloii  upon  any 
id'  lis  at  all.  Tlicri'  seems  lo  be  a  general  aciiulescencc  in  the 
lliouglit  and  ils  eX|iresslon.  thai  we  have  oulgrown  the  dotlies 
lliat  were  cut  for  a  much  smaller  association  and  an  association 
midi'r  dilTereel   conditions. 

It  Is  my  opinion  that  a  iiiollon  lo  rel'iT  lo  llii'  e\ceiitlvi'  com- 
mittee the  consideration  of  the  siibjeclH  which  Imve  biM-n  sug- 
gested would  111'  Ihe  propi'i'  way  lo  lijive  these  mailers  forinu- 
laled   and    presciiti  d    lo   the    incinbcrs. 


C!)0 


DAILY  STREET  RAILWAY   REVIEW. 


[Serial  No— Vol.  XIH,  No.  8  d. 


Mr.  CiilKliiiirK  siii.'»t<'«tiiiii  WHS  thus  ri'fcrrod. 

(VIcf-l'ri'Mlili-iil    .XrkwrlKlit    In    llic  rliiilr.t 

Tli»>  Cliiilr:  Tin-  iir.vt  liimliicHii  III  urdcT  In  tlir  ifixirl  of  the 
i-oiiiiiiltico  iMi  rillrs  fi>r  Iho  Kovriiliit'lil  "f  ciiiiiloyi'i'M,  of  wlilrli 
.Mr.  K.  (i.  ('■•iiiiftli'.  of  SyriiciiHi-,  Im  chnlriiiuii. 

(Fur  Kc|M)rl  of  roimiilttc*'  on   UiiIch,  soc  piigf  "(«.) 

(Wiiiii  of  Hpiici'  pn-viMitK  our  iinlillHhIiig  the  JlBcnsiilnii  of  the 
ri'iHirl  of  Mil-  ('oiiiiiilltt'i'  on  Itiih-H.  .\ii  iilixlriii't  of  this  will 
up|ii>iir  In  iiii  fiirl.v  Imsiu-  of  Hit-  "  Slri-i-l  Kiillwiiy  llevlfW."  The 
re|uir(  of  the  eoiiinilltei'  was  jiilopli-il   liy   the  ciiiiventlon.) 

The  fhair:      The  speelal   coiiiiiilllee   api«illiteil    at    the   session 
yesti-rihiy    to   eonsider   the    matter   of    fnrnishlnf;    reporlM    to    the 
press  Is  ri'aily  to  report. 
The   swrelary    read    the    followlii);    report; 

"  Your  siH-elal  eoiiiiiiltlee,  afler  duly  eoiislderliiK  the  (iiiestlou 
of  the  revision  of  jiapers  ami  ilisciissiiiiis  prior  to  piihlicallon, 
reports  as  follows: 

•'  We  reroKliIze  the  iiiiportanee  and  deslralillity  of  eiKoiirng- 
liig  and  seeiirlng  a  eoinpreheiislve  and  even  eoiitidential  dls- 
eiisslon    of   toples   presented    before   the  Assoelatlon. 

•'  We  also  re<'ogiiize  the  iiiiportaiire  and  utility  of  the  press  and 
the  deslralillity  of  luit  unduly  restrli-liiig  Its  privileges. 

"We  arc  of  the  uplnlun  that  the  realization  of  these  two  ob- 
jects necessitates  Intelligent  censorship  of  the  proceedings.  We 
reeoinniend  for  adoption   the   following  rules: 

••  Klrst.  Upon  the  request  of  any  delegate,  any  remarks  or 
data  submitted  by  hliu  shall  be  consideretl  privileged  couimu- 
nlcutions  and  withheld  from  publication  in  botli  the  press  and 
the  annual  reiiurt. 

■■  Seeoiul.  At  the  first  session  of  each  meeting  of  the  Associa- 
tion the  chairnian  shall  appoint  from  the  delegates  in  attendance 
a  censorship  committee  of  three  members.  All  reports  of  pro- 
ceedings shall  be  siibmitled  to  tills  committee  and  approved  by. 
at  least  one  member  thereof  before  lieiiig  made  accessible  to 
the  press. 

"  So  far  as  possiiiie  all  persons  participating  in  tiic  discus- 
sion shall  be  given  an  opportunity  by  tlie  committee  to  revise 
and  correct  their  remarks  liefore  pulilicalion.  The  committee 
also  reeoiiiineiids  that,  to  promote  the  best  interests  of  the  Asso- 
ciation, tile  tccliniial  press  be  respectfully  reiiuestcd  to  refrain 
from  the  ilaiiy  piiliiic.ition  of  the  pmcecdiiigs. 

"C.    O.    .Mallloux. 
"  ,]ohn    1.    Beggs, 
".I.  G.  White." 
Tiie  report  of  the  committee  was  adopted. 
.Mr.  Beggs  olTereil  a  resolution  for  the  appcjiiitincMt  of  a  com- 
mittee of  three  members  to  confer  with  the  so-called  "steel  rail 
IKiol,"  to  obtain,  if  possilile,  a  discoiitiiinancc  of  or  material  re- 
duction in  tlic  dilVerential  charged  for  high  tee  girder  and  grooved 
rails   used    in   street   railway    construction. 

Mr.  W.  K.  Morley  offered  the  following  resolution: 
"  Whereas,  owing  to  the  change  of  conditions  and  especially 
to  the  growth  of  the  suburban  ami  iiitcrurban  railway  interests, 
and  tiie  fact  that  tlie  mule  has  been  relegated  to  the  plow,  and 
that  electrii'ity  Is  the  motive  power  more  generally  used  in 
street,  suburban  and  interiirlmn  railway  service,  therefore  be  it 
UICSdl.NKIi.  That  the  name  of  this  .\ssociation  be  and  is 
hereby  ihanged  from  ".\niericaii  Street  IJailway  .\ssociation  "  to 
the  "American   Kleclric   Uailway   .\ssociatioii." 

On  motion  the  resolution  was  referred  to  the  executive  com- 
mittee. 

The  riiair;  The  Cliair  aniumiu-es  the  appointment  of  tlie  fol- 
lowing eommitlee  on  compensation  for  carrying  the  mails: 
Messrs.  Grant,  of  St.  I,ouis.  ciiairman:  Beggs,  of  Milwaukee; 
Rogers,  of  Binghaniton. 

Officers  for  iii'.\t  year,  as  reported  by  the  ('ommittce  on  Nomi- 
nations, were  unanimously  cicitcd.  as  follows: 

rresideiit.  W.  Ciiyl  Kly.  pii'sldciil  International  IJailway  Co., 
Buffalo.   \.   Y. 

Kirst  Vice  rresiiienl.  Klwiii  ('.  P'osler,  president  New  Orleans 
Itailways  Cii..  New  Orleans.  I,a. 

Second  VIce-rresident.  .lohii  Grant,  general  superintendent 
St.   I.oiiis  Transit  Go.,   St.   Ijouis,   Mo. 

Third  Vice-President.  .lames  K.  Shaw,  president  Boston  & 
Worcester  Street   Itailway  Co.,  Boston,  Mass. 


Se<-retary  and  TreaKur4'r,  T.  C.  I'enlngton,  treasurer  Chlcngo 
t.'lty   Hallway  L'o.,  Ghlcugo,   III. 

K.\eciillve  t'ommitlei':  rresident,  Vli'c-I'resldents,  and  Jere  C. 
Ilutchiiis,  president  Helroit  rnltiKl  Uailway,  Detroit,  .Mich.; 
A.  B.  L'olvin,  preslih-nl  IIiiiIhoii  Valley  Uailway  Co.,  Glens  KullB, 
N.  v.;  G.  Tracy  Uogfis.  prcsidi'iit  Binghamlon  Uailway  Co., 
rsiiighaiiiloii,  N.  v.;  W.  \.  Smith,  general  manager,  Omaha  & 
('ouiicil  Bluffs  Uailway  Co.,  Omaha,  .Veb.;  S.  1..  .Nelson,  vlce- 
Iiresideiit  and  general  manager  I'°ort  W.'iync  A:  Southwestern 
■I'ractlon   Co..    Fort    W;iyne,    llid. 

The  only  Invitation  ri ivcd   by  the  coiiimittee  for  a  place  of 

meeting  ne.\t  year  was  from  Cliallanooga.  Teiiii.,  and  the  coiii- 
mittee recommeiiili-d  that  tiie  niatler  be  referred  to  the  Incom- 
ing  Kxe<'Utive  Comiiiiltee. 

(in  motion  the  question  of  a  place  for  the  next  iiic-eting  was 
referred  to  the  executive  committee. 

Mr.  W.  Worth  Bean;  We  are  1!I  years  old  us  an  Association, 
and  we  have  met  for  '22  consecutive  years.  1  have  been  to  all 
the  conventions,  and  I  have  seen  the  time  when  the  .Nouiluat- 
iiig  Committee  has  had  considerable  trouble  In  selecting  the 
place  of  meeting,  owing  to  (lie  fact  that  numerous  invitations 
were  extended  to  the  .Association.  We  have  grown  to  such  mag- 
nitude and  such  projiortlons  that  the  American  Street  Railway 
.\ssociatioii  toda.v  has  no  invitation  to  visit  a  city  for  its  next 
meeting,  where  ample  liotel  accommodations  can  be  afforded  us. 
I  hope  the  time  will  <()iiie  when  we  sliall  luit  expect  such  In- 
vitations. I  hope  the  incoming  executive  committee  will  take 
decided  action  to  the  effect  that  we  do  not  desire  to  have  it 
understood  that  we  e.xpect  tlie.se  generous  invitations  from  our 
friends  in  the  business,  and  to  be  entertained  by  them  at  enor- 
mous expen.se.  in  the  future.  I  went  to  the  meeting  In  Boston 
in  1.882;  there  were  25  delegates.  Today  we  have  at  this  con- 
vention .'MlO  delegates,  and  our  membership  is  2()(j  companies. 
I  trust  the  executive  committee  will  consider  the  selection  of 
a  place  where  this  Association  can  meet,  and  where  we  Indi- 
vidually can  pay  our  bills,  and  pay  our  car  fares,  and  not  expwt 
courtesies  to  be  extended  so  that  burdens  are  put  on  local  com- 
panies; but  let  us  go  to  any  proper  place,  any  city  in  tlie  I'nited 
States  that  the  executive  committee  sees  fit  to  select,  transact 
our  business  as  business  people,  and  not  junket  and  waste  so 
much  time.  I,et  us  also  give  the  attention  to  tlie  supplymen 
that  is  proper  and  in  a  iiieasnre  repay  them  for  going  to  the 
enormous  expense  to  show  us  the  interesting  exhibits 
which  are  part  and  jiarcel  of  our  meetings;  and  if  we  do 
not  want  to  examine  and  look  into  the  supplymen's  exhibits,  we 
sliould  inforiu  the  gentlemen  we  do  not  want  them  around  us. 
I  want  them.  They  have  helped  to  increase  our  business  and 
helped  us  in  other  ways,  and  it  is  a  matter  of  courtesy  to  them 
that  we  should  give  them  attention, 

1  am  iufornied  they  feel  that  at  tliis  convention  we  have  had 
so  many  other  things  to  do  that  we  have  failed  to  visit  them  and 
give  them  the  attention  they  deserve,  after  offering  the  exhibit 
they  have  for  our  special  benefit.  I  do  not  know  that  it  is  ger- 
mane to  the  matters  before  the  house,  but  I  felt  it  was  my  duty 
to  speak  on  these  points.  1  hope  the  executive  cQmmittee  will 
tiike  this  matter  up  seriously,  and  let  us  do  our  business  In  the 
manner  it  should  be  done.  We  have  just  elected  a  very  able 
board  of  otlicers  and  executive  committee,  and  the  next  meeting 
of  the  Association  sliould  see  tlic  most  railicai  changes  in  our 
methods  of  doing  business. 

Mr.  W.  K.  Harrington,  Camden,  N.  J.:  I  wish  to  supplement 
Mr.  Bean's  statement  liy  some  observations  I  have  made  since 
I  liave  been  here,  that  struck  me  forcibly.  1  thinic  we  can  draw 
lessons  from  the  new  .\ssociation  composed  of  the  master  me- 
chanics, whicli  has  just  started  in.  They  have  decided  to  hold 
their  meeting  two  days  in  advance  of  the  meeting  of  this  Asso- 
ciation, and  to  liold  three  sessions  each  day  to  accomplish  their 
work.  I  have  been  here  since  Tuesday  morniiig,  and  have  not 
ijeen  able  to  accomplish  anything  like  what  I  wished  to  do  in  the 
matter  of  seeing  certjiin  exhibits  and  talking  with  certain  people 
as  to  certain  details  iu  connection  with  our  business.  I  think 
the  pleasure  trips  have  been  of  such  a  character  that  we  have 
lost  too  much  valuable  time.  1  know  from  talks  I  have  had 
witli  general  mamigers  of  dilTciciit  companies  that  they  will  not 
come  again    to  our  meetings  unless    we   make   some    very  great 


5TH  Year,  No.  4— Sept.  s,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


691 


chauges  iu  tbe  way  of  liaiidlins  om-  business,  1  think  the  in-ac- 
tice  of  spenUiug  so  nuii-li  time  in  sisrht-seeing  and  thiniis  of  that 
kind  should  be  done  away  with  and  we  slionlil  devote  ourselves 
strictly  to  tbe  business  for  whieh  the  ilele!.'ates  alteml  the  eon 
Tendon. 

President  Ely:  I  desire  to  return  to  you  my  sinoere  thanlis 
for  the  very  great  honor  wbieb  y<ni  have  conferred  upon  me  in 
eleeting  nie  President  of  the  .\ssociation.  I  accept  the  place 
with  a  full  realization  of  the  responsibility.  I  deem  it  a  posi- 
tion of  great  responsibility.  I  will  endeavor,  with  the  help  of 
the  other  oflieers  and  the  executive  conimiffee.  the  supplymen. 
and  all  who  are  com-ernej  in  tbe  welfare  of  tbe  Association  and 
the  business  represented  by  it.  to  devote  such  an  amomit  of 
whatever  of  ability  and  energy  I  may  have,  together  with  a 
sulBcient  amount  of  time,  in  an  earnest  em^'avor  to  bring  about 
good   results  during  the  next   year. 

While  returning  thanks.  I  wish  to  say  that  in  the  Census 
Bureau  report  upon  onr  industry,  it  is  stated  that  there  are  0S7 
companies  iu  the  United  States  engaged  in  the  street  railway 
business,  and  of  that  number  we  have  :iOG.  Of  course,  that 
is  a  large  membership,  but  it  would  seem  as  though  we  ought 
to  have  more  than  UO  or  -'>  per  cent  of  tbe  companies  repre- 
sentetl  in  this  organization,  when  it  must  lie  conceded  by  all  tlinl 
the  benefits  of  the  Association  arc  so  great:  and  it  would  seem 
that  we  might  make  a  much  larger  addition  to  our  membership 
during  tbe  coming  year  if  we  would  all  be  mindful  of  it  and 
when  we  meet  our  neighbors  who  are  not  memliers  of  the  Asso- 
ciation suggest  to  them  the  benefits  and  advantages  of  mem- 
bership. I  know  that  the  executive  committee,  the  viee-presi- 
dent.s.  and  the  secrefaiO'  of  the  Association  will  make  a  very 
determined  effort  along  those  lines  during  the  coming  year. 

I  wish  to  make  a  further  statement.  When  I  returned  to  tlie 
country  on  Saturday  last,  reaching  my  home  on  Sunday,  and 
Saratoga  on  Monday.  I  was  not  in  synchronism  witli  the  jiresent 
status  of  aOTairs  touching  onr  business,  nor  as  to  what  bad  been 
going  on  during  the  last  three  months,  because  I  had  been  en- 
gaged in  an  endeavor  to  have  .1  good  time  and  not  think  aliiiul 
any  business  at  all:  and  I  am  quite  satisfied  that  I  sticceeded 
in  a  very  eminent  degree.  Therefore,  my  first  thought  in  coming 
here  was  as  to  what  should  be  presented  to  you  as  an  opening 
address,  and  so  I  asked  some  of  my  friends  of  the  teclinic;il 
press  for  kind  suggestions,  and  I  desire  to  rettirn  to  those  gen- 
tlemen who  very  kindly  assisted  me  in  preparing  the  address 
presented  to  you.  not  only  my  thanks,  but  a  pid>lic  acknowledg- 
ment of  their  assistance.  Gentlemen,  I  thank  you  sincerely  for 
the  honor  conferred  upon  me.  and  I  pledge  my  best  efforts,  to 
gether  with  those  who  are  working  with  me.  towards  the  ad- 
vancement of  the  affairs  of  this  -V.ssociatlon. 

The  meeting  then  adjourned  to  re-assemble  at  the  banipicl 
at  9  o'clock  in  the  evening. 

AN   ADJUSTABLE  CAR   STRAP. 


NEW  CAR-BOILDING  PLANT. 


An  adJiLstable  passenger  strap  exhiliited  by  Cliarles  V.  Luther. 
of  Pawtucket.  IJ.  I.,  coinliines  features  that  brought  it  promi- 
nently into  notii'c  during  the  convention.  The  adjustable  fea- 
ture will  appeal  lo  most  car  patrons.  It  is  an  easy  matter  to 
lengthen  the  straj)  to  accommodate  i)aHHengcrs  of  sin;ill  stature 
by  pulling  down  one  Hide,  the  Straj)  l«-lng  |)rovidi'd  with  a 
hiwcial  attachment,  or  buckle,  for  the  purpose'.  A  taller  person 
gniNpH  the  short  end  ami  Is  thereby  alile  to  support  himself 
with  comfort.  The  strap  Is  made  of  webbing,  so  It  can  be  re- 
moved and  cleaned  at  any  time,  and  It  Is  placed  on  the  strap 
rod  or  removed  from  It  wilhont  having  lo  lift  or  disturb  llic  roil 
in  any  way. 

EOCENE  MDNSELL  &  CO. 


The  Hriggs  Carriasc  .Manufacturing  I'o..  of  .\nicsl]\n-y.  Mass., 
lias  separated  its  car-building  department  from  its  carriage  l)usi- 
ncss  and  is  aliout  to  establish  a  carliuildiug  plant  at  High  Point. 
.\.  (".  The  machinery  for  this  plant  has  been  packed  and  will 
be  shipped  soutli  this  mt>ntii.  .V  company,  known  as  tl»e  iSovitli- 
ern  Car  Co..  has  been  organized  witli  a  capital  of  .$7.">.< « H >.  dw 
the  purpose  of  con<lucting  the  car  industry  in  tlic  sontlicrn  c-ily 
named. 

\V.  S.  -Mrliuiiald  iicrsiiiially  chihIuiIciI  llic  Hctroil  Trolley  \- 
Manufacturing  Co's.  exhibit  and  reports  that  tliis  was  a  very 
successful  meeting,  so  far  as  his  company  is  conceriu'd.  'I'lic 
base,  which  has  been  on  the  market  only  a  little  over  a  year, 
is  a  ball-l)earin.g  device.  Tt  has  come  into  prominence  in  a 
rcniarkalily  short  time. 

•!:  *e  K 

The  Kearborn  Uru.g  *:  Clicniical  Works  issued  a  variety  of 
souvenirs  tliis  year,  as  usual,  but  llie  one  wliicli  it  considers 
ils  ollici.il  s{i\ivcnir  was  an  engineers'  spirit  level,  pocket  size, 
enc-loscd  in  ,'i  round  case  about  the  size  of  a  cigar.  For  the 
ladies  l)ottlcs  of  perfumery  made  in  the  company's  works  were 
given. 

Tlic  .\IIis-('lialniers  Co.  was  re[irescnl('(l  at  (lu>  convention  by 
Kdwaril  .1.  Meiscnheimcr.  advertiser;  .1.  U.  Allan,  man.ager  Eng- 
lish sales:  .1.  Vail.  New  York  representative,  and  ,Tanies  Lyon, 
of  Chii-ago.     .Mr.   I. yon   was  accompanied  b.v  .Mrs.   I,yon, 

Tlie  many  friends  of  .\.  II.  Sisson.  general  manager  of  the 
.Icwetl   Car  Co..  were  pleased  to  see  him   in  attendance. 

l!c|irc'srnlativcs  of  tlic  Ilarliour-StocUwcll  Co..  of  Cambridge- 
porl.  .Mass..  wlio  were  .-li  llic  conveiilioii  ycsli'iday  were  II.  It. 
liUther,  iu'esidenl:  !■'.  S.  SlocUwell,  geiieral  iikiii.i;;ci-;  I'.  II.  lOllis, 
engineer,  anil    Williaiii    W.    Field. 

•!.  »r.  *!. 

Tlie  Cri'Mnlicad  Kii,:;iiiccring  Co..  of  Ciiii-iniiali,  prcsciileil  all 
callers  an  ivory  pockcl  rule  with  mclrir  and  slariilanl  lucasure- 
inenls. 

*>.  r.  •», 
HOW  TO  HIDE  YOUR  SINS. 


A  helpftd  suggestion  may  be  found  iu  the  following  cuiiho- 
nlous  conlriluition  from  the  pen  of  a  represenlalive  of  llie 
Iictroit    (irapliilc    M.-inurai-tui-ing   Co.:    it's   not    lialf   bad  a  bad: 

King  ■•  Itad-a-Had  " — a   wicked  king: 

His  sins  were  piled  so  high. 
.\   ghastly   monument   they   formed 
Tli.'il    well    nigh   reached   the  sky. 

.\   i|iiccii    I  here   was  —  so  fail'  and   pure. 

I-"roiii    III.'   hiiiils  across  llie  sea: 
.\iid  she,  olil  ■  Had  a-liad  "  woidd   wed  — 
If  she  woiilil   faiii  agree. 

"Indeed,    my    lord."    these    words    she    said: 

■•  I  surely  must  decline; 
Till  all  those  lowering  sins,  I'orsonlli, 

Willi   virluoiis  splcndoi-  shine." 


Eugene  Mnnsell  ti  Co.  and  Ibe  .Mica  IriHuhitor  Co..  of  New 
York  and  Chicago,  were  reprcHenled  by  Charles  K.  Coleman, 
mnnnger  of  Ibe  <'hlcngo  house.  Their  exhibit,  which  consisted 
of  "MIcnnlte"  ring  wegcnentH  iind  "Empire"  clolh  and  their 
oilier  linen  of  InNlallalinn.  was  located  at  the  left  of  the  mnln 
eriMN  nlsle  In  the  boolli  with  the  National  Carbon  Co,  RnmpleH 
of  lh<-se  mnterlalK  wer<'  frrcly  rlistrlbulcd  among  the  vlslftng 
delegated,  and  nt  all  the  writing  desks  of  the  liotelH  very  at- 
tractive blotteni   were  very   ninch    in  evidence. 


King  "  r.ad-a  Ibid."    in   deep   despair, 

Trieil  every  patent   mix: 
Alas!  Ilio'  lliesi-  were  water-proof, 

For  sins,   well,  Ihey  were  nix. 

.\l    lasl.   Iiow'cer,   lie  won    his  bride  — 

Hecanie  a   glorious  salnl; 
For   "  Hml  a-Mad  "   loudied   up   his  sins 

Wllh  Su|ierlor  (JriipliMc   I'lilnt. 


rt!t2 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.,  XIII,  No.  8  d. 


DAILY  STREET  RAILWAY  REVIEW 

PUBLISHED  BY 

WINn50R  &  KENFIELD  PUBLISHING  CO.. 
99-107  Hudson  Ave,  -  -  Albany.  N.  Y 


BRANCH  OFFICES: 

Chicago  ^4S-47  Plymouth  Court. 

New  York    39  CortUndt  Street.  Cleveland-  302  Electric  Building. 

Philadelphia    The  Bourse. 

SUBSCRIPTION  AGENCIES: 
Auitrla,  Vienna  — Lehmann  It  Wentiel,  Karntneratrasse. 
France,  Paria     Boyveau  &  Chcvillet,  Librairie  Etrangere,  Ruedeia  Banque. 
Italy.  Milan  — Ulrico  Hocpli.  Librairta  Delia  Real  Caaa. 

New  South  Wales,  Sydney  -Turner  &  Henderson,  i6«nd  16  Hunter  Street. 
Queensland  iSouth],  Brisbane— Gordon  ft  Cotch. 
Victoria,  Melbourne— Qordoo  &  Cotclii  Limited,  Queen  Street. 


TiiK  Daily  Sthkkt  Railway  Rkvikw  i«i  piibtiKhed  i*ach  yi*:ir  nn  the  iK:ca- 
(*ion  of  thi*  ini'tftini:^  uf  ih«  Anifricnn  Slrrft  Kuilwav  Ass<K'ialioii,  th«  Street 
Kailuav  AccuimiaiitH'  A'*'^oclati<-n  of  Aimrica,  ami  ihi!  American  Kailvvav 
Mechanical  and  Eu'Cirical  Asnocialion.  ami  cnittaiiiH  the  convention  reports. 
Thla  pubUcatioii  it  Keparato  fntni  the  .V/rc«-/  /{aiizroy  /iVr vWc,  published  moiilhlv 
at  Cblcaifu,  III.,  but  is  in  itn  nature  suppliineiitary  ihcreio. 

SUBSCRIPTION  RATES : 

In  the  United  States,  Canada  or  Mexico: 

Dailv  Sthkkt  R.mlw.w  Ki;vii:\v  (fourormore  issues). ..$  .SO 

Street  A'liUutiy  A'ci'it «'  (12  monthly  issues) 2.75 

Combined  Subscription  (D.mlv  Kiiviiiw  and  /Review) 3.0(1 

In  All  Other  Countries: 

D.\ii.Y  Strkkt  R.\ilway  Review  (four  or  more  issues). . .  .50 

Street  Railicay  A'eview  (12  monthly  issues) 3.75 

Combined  Subscription  (Daily  Kkvikw  and  /Review) 4.00 


AppIicatioD  made  for  entry  as  second  class  matter. 


5tm  Year    I, 
No.  4  ( 


Saturday,  Sept.  6, 1903. 


•Sc„A.No.{VOIf.XJIl 


SAVE  THE  DAILIES. 


The  piiKi-  niunlxTs  of  the  ■liiiily  Slreit  Kailwny  Ut-vicw " 
:ir<'  ninsciulivi'  with  llio  page  numbers  of  the  monthly  "Street 
Itallway  Kcvirw."  Thcrofiiro  savi-  all  your  copies  of  the 
■•l)aily."  .Nil.  s  „{  \i<\.  XIII  of  the  ".street  Ititihvay  Keview  " 
eiideil  with  pajie  5o<);  Xo.  'J  will  <-omineiKe  with  page  711.  The 
iiilerveiilii';  ll^l  pages  are  eoiiiprised  ill  tin-  Saratoga  "Dailies" 
whii-h  bear  the  serial  numbers  —  Vol.  .Mil.  Xos.  8.\.  U.  C 
and  D. 

The  publishers  of  the  "  Daily  Ueview  "  feel  that  tliey  have 
every  reason  to  eoiigratulate  themselves  upon  the  success  of  tins 
enterprise.  The  following  table  shows  the  growth  of  the  "  Daily 
striMt  Uallway  Keview"  in  a  very  striking  manner: 

Pages. 

City.                                              Year.  Issues.  Heading.  Total. 

Chicago     I.SUll  .-,  102  :il2 

Kansas   City    l!M«i  I  S.S  ISS 

New   York    r.Piil  I  12.J  252 

Detroit    l'.MJ2  1  1.:j  300 

S.iratoga     l!Ki:{  I  h,  |  3(;s 

TIh'  "  Daily   Ki'View  "  Hill  be  tlwre  in   I'.KM. 

A.  R.  M.  &  E.  A. 

The  promises  held  out  at  the  Ursl  meeting  for  an  enthusiastic 
and  siK-cessful  lannching  of  the  American  Kailway  .Mi-ch.inic.il 
and  ICIectrical  As.soiiation  have  been  more  than  fiillilled,  and 
the  society  starts  upon  its  lirst  complete  year  under  ausi)ices  that 
promise  a  luight  and  useful  future.  Since  the  opeiung  of  the 
Sarato.ga  convention,  over  thirty  new  members  have  been  adileil 
to  the  roll,  making  a  total  membership  of  over  Ud.  As  results 
have  demonstrated  the  ollice  of  secretary  has  bei'ii  in  good  hands 
and  in  recognition  ot  this  fact  .Mr.  Walter  Mower,  of  Detroit, 
was  re-electe<l  secretary  and  treasurer,  and  at  the  last  session 
I'resldent  Farmer  in  a  few  well  chosen  words  propo.sed  a  vote  of 
thanks  to  Secretary  Mower  for  the  e.xeelleiit  manner  in  which  he 
had  handled  the  business  of  the  Association  entrusted  to  his  care. 


ELECTRIC   RAILWAY   SDPPLYMEN'S  ASSOCIATION. 

A  merlliig  of  the  street  railway  supplyiuen  exhibiting  at  the 
colMeiilioli  was  called  at  I  oNlock  p.  m..  Krlday.  .Sept.  4,  I'.HKt, 
ill  (he  nieeliiig  riHiiii  of  the  Street  Uaihvay  .\i'couiitants'  .Vssocla- 
tloii.  The  meeling  was  called  lo  order  by  .Mr.  ().  W.  .lohnson, 
general  manager  of  the  .IoIiiikoii  Wrecking  Krog  Co.,  who  ex- 
idalncd  that  the  object  was  lo  form  an  organization  of  the  nnin- 
iiiactu"ers  of  and  dealers  in  street  railway  <H|iilpnieiit  and  Hup- 
plles,  wli'i  attend  (he  annual  cnnvenlions  of  the  .Xmerh-an  Street 
Uallway  Assixiatlon  aiirl  its  allied  associations.  .Mr.  I).  M. 
ISrady,  president  of  tlie  ISrady  Kra.ss  Co.,  explained  the  organlzn- 
lloii,  anil  the  melhoilK  of  the  snpplymen's  association,  which  eoii- 
iliii'ts  entertainments  and  arranges  fiu'  exhibits  in  connection 
with  the  conveutlous  of  tlie  .\merii'aii  Kailway  .Master  Mechanl<-«' 
.Association  and  tie'  .Master  Car  Itullders'  .Vssoclation. 

After  some  disi-ussion  as  to  the  best  method  of  proci-ediiig  and 
an  explanation  as  to  what  had  been  done  in  past  years  In  at- 
teiiipls  lo  form  an  association  along  (he  lines  suggesled.  .Mr.  W. 
.1.  Cooke,  viii'-president  and  general  manager  of  the  .MciJnlre 
.Maiiufaelurliig  Co..  was  by  motion  chosen  temporary  chairman: 
.Mr.  Cornell  S.  Hawley.  of  the  CoiLsolldateil  Car  lli^aling  Co..  was 
then  cliosen  temiiorary  secretary. 

.Mr.  .lohnson  stated  that  he  had  secured  the  signatures  of  .HO 
per  <  cut  of  the  exhibitors  at  the  Saratoga  convention,  all  of 
whom  tirmly  believed  tliat  such  an  organization  as  had  been  nnt- 
liiii'd  was  a  necessity  if  exhibits  were  to  be  held  at  future  eon- 
\  em  ions.  TJiese  signatures  were  arranged  alphabetically  In  a 
book  which  was  turned  os-er  to  the  secretary  of  the  meeling. 

Mr.  .1.  (!.  While,  of  .1.  <!.  White  \-  Co..  moved  tliat  an  organiza- 
tion of  KleclrU'  Kailway  Supplymeii  lie  formed  anil  that  a  com- 
inltli'e  consisting  of  W.  .1.  Cooke,  vice  president  and  general  inan- 
a;:er  of  the  Mcliuire  M;iiiufacturing  Co..  Chicago.  Cliairmaii;  D. 
.\l.  I'nidy.  iiresideiit  of  the  Hrady  Brass  Co..  .lersey  City.  N.  J.: 
.Scott  I'.lewitt.  of  the  .\nierican  Car  &  Foundry  Co..  .St.  Louis; 
Fred  S.  Kenlield.  president  of  the  "  .Street  Kailway  Keview."  Chi- 
cago, .'ind  .lames  II.  MeCraw.  presiih'Ut  of  the  Street  Kailway 
.lournal.  Xew  York,  be  constituted  an  Kxecutive  Committee,  to 
«  liicli  they  sliall  add  four  other  representative  supplymeii;  that 
llie  full  committe.'  of  nine  as  thus  appointed  confer  with  the 
I'xe.Mitive  ciimniittie  of  llie  .\mericaii  Street  Kailway  Association 
and  other  committees  representing  tliose  who  may  have  interest 
in  this  nuestion.  and  that  the  Kxecutive  CommitttK'  have  full 
jiowcr  to  estaldish  a  permanent  orgaulzation,  to  dei-ide  iii)on 
the  name  of  the  a.ssoeiation,  and  to  act  upon  all  busine.'ss  affect- 
ing the  interest  of  the  association. 

The  motion  being  duly  secondi'd  and  put  was  carried  uiiaiii- 
Mioiisly. 

.Mr.  White  suggested  that  the  name  of  the  association  be  the 
RIectrie  Kailway   Supiilymen's  .\ssociation. 

The  organization  as  outlined  contemplated  the  apiK>iutmeut 
each  year  of  a  luiinber  of  sub-committees  on  tinance.  on  enter- 
tainments, on  exhibits,  "tc.  which  sub-committees  would  liave 
charge  of  details  connecleil  with  the  meeting  of  the  assoiiation. 

The  meeting  then  ad.jouriied. 

.\    meeting  of   the  four   members  of   the   executive  committee 

who  had  been  present  at  the  meeting  when  they  were  apiiointed. 

was  at  once  held.     After  a  lirief  discussion  of  plans  for  future 

action  the  executive  committee  adjourned  to  meet  in  New   York 

city  at  the  call  ot  the  chairman,  at  which   time  the  other  four 

members  will   be  added  to  the  committee  and  the  plans  of  the 

association  lie  fullv  outlined.  i 

« 

.Vmmig  those  pri'sciit   at   the  meeting  were: 

W.  .1.  Cooke,  vice-president  .Mcliuire  Manufailuriug  Co.. 
Cltic.'igo. 

1 1.  .\l.  Itrady.  president  Hrady  Hrass  Co..  Xew  York. 

II.  W.  .lohnson.  general  manager  The  .lohn.son  Wrecking  Frog 
Co..   Cleveland.   O. 

Cornell  S.  Ilawley.  general  agent  Consolidated  Car  Healing 
Co.,  Xew  York. 

S.  T.  Dodd.  Stanley  Klectric  Maniifactnring  Co.,  I'iltstield. 
.Mass. 

1'".  X.  Koot,  manager  Root  Track  Scraper  Co.,  Kalani.tzoo, 
.Mich. 


5T1I  Year.  No.  4 — Seit.  5,  1903.] 


DAILY  STREET  RAILWAY   REVIEW. 


69£ 


O.  p.  .Tolmson.  si'ciclar.v  and  treasmvr  Star  Urass  Woi-ks.  Kala- 
mazoo. Mich. 

.1.  <!.  White.  |>iv.*i<l('iit   J.  (!.  Wliito  v'^.-  Co..  Now  Yorli. 

Bortrain  Rorry,  Ilo.vAvood  Bros.  &  Waliolipld  Co..  Now  YorU. 

F.   S.   Kcntiold.  prosidoiit    "  ."^tri'ot  Itailwa.v   Hoviow." 

r..  S.  Siheiick.  The  Storliii.:;  Variiisli  Co..   I'itt.-ilmri;.   I'a. 

.las.  II.  Moi;raw,  pre.'sideiit  Street  R.iihva.v  .Imirnal. 

Philip  C.  Snow.  (Jlolio  TicUet  Co..  Philadelphia. 

Maniel   IJojse.  e<litor  "Street   Itailwa.v   Keview."  Chicago. 

R.  \V.  Conant.  Cainbridjie.   Mass. 

Or.  I'liaiincey  B.  Forward,  president  F.clipse  Car  Fender  Co.. 
Cle-eland. 

.T(din  C.  Pidph,  Standard  Yarnish  Works.  New  York. 

Wni.  K.  Reid.  United  Stati-s  Steel  Co..  F.verett.  Mass. 

W.  C.  Pope,  vice  president  tllohe  Tieket  Co..  Philadelphia. 

Kinier  P.  .Morris,  pnviiilent   Kliner  P.  Morris  Co..  New  York. 

r>e  Witt  Clinton  Crilliths.  Clolie  Tieket  Co..  Philadelphia. 

K.  <;.  Chandierlin.  Standard  Pole  &  Tie  Co.,  New  York. 

W.   K.  Daria.  Mauni'to  F.leetrie  Co..  .Vnisterdam.   N.  Y. 

C.  B.   Fairchihl.  "  Street  Railway  Review."  New  York. 

THE    NEED   FOR   THE   NEW   ASSOCIATION. 


A.   S.   R.   A.   OFFICERS. 


The  re.iilers  iif  llu'  "I '.lily  Street  li.iilway  Uevii-w  "  all'  fa- 
miliar with  tin-  elTorts  niaile  in  reient  yc>ars  to  efl'i'et  .in  or.aani- 
zation  of  the  supplynien  who  e.'iliil)it  at  the  street  railway 
eouventioiis.  In  llMiil  at  Kansas  City  we  gave  eonslilerable 
spaep  to  this  snlijec't.  In  ItMil.  at  New  York,  steps  were  taken 
towards  su<-h  an  organization,  and  :i;:.'iin  in  I'.Krj.  at  Detroit,  the 
matter  was  under  consideration. 

These  attempts  came  to  naught  largely  liei-anse  tlie.x  liid  not 
have  the  syinpath.v  of  the  FIxecntive  Committees  of  the  .Vmeri- 
ean  Street  Railway  .Vssixiations  which  served  in  those  years. 
It  needed  a  convention  held  otherwise  than  as  the  gnest  of  a 
street  railway  i-ompariy  to  emphasize  the  need  of  an  organiza- 
tion of  snpjil.vmen.  So  long  as  the  chairman  of  e.\hil)its  was 
a  street  railway  man.  and  the  exhiliit  hall  was  furnislieil  liy 
the  local  street  railway,  matters  were  handled  in  a  manner 
that  \^^ls  reasonably  satisfactory  to  all  con<-erne(l,  though  it  was 
recognized  that  there  were  good  reasons  for  concerted  action 
by  exhibitors  which  wonlil  relieve  the  street  railway  oflicial  act- 
ing as  chairman  of  exhibits  of  these  additional  duties. 

This  year  for  the  first  time  in  its  history  tlie  A.  S.  It.  .\.  was 
not  the  guest  of  a  street  railwa.v  company,  as  exliiliilors  liavc 
foun<l  to  their  sori'ow. 

There  has  been  general  complaint  of  the  exorbitant  ch.irges 
with  whii'h  the  exliibltors  were  met  on  ever.v  lian<l  —  for  hotel 
aeconimorlations.  for  booths,  for  decorating,  for  trucking,  for 
signs,  for  power.  In  oni-  instani'c  the  cliarge  for  trucking  was 
reported  as  fully  tour  limi's  i-ity  prices  for  tlie  same  service. 
.Mifiut  the  only  thing  regarding  which  the  suiiplymen  have  no 
cause  of  <'omplaint    Is  the  weather  for  the  week. 

The  .\merican  Street  Railway  .\ssocialion  has  been  .it  I'.-iiilt 
Iti  aci'cjiting  plans  for  entertainiiK'iits  and  excursions  which  took 
the  majority  of  delegates  away  from  the  exhibit  grounds  dur- 
ing practically  all  the  lime  the  conventions  were  not  in  session. 
This  fact  was  fully  feci  gnizcd  by  .Mr.  Ely  and  by  Mr.  Bean 
and  Mr.  Harrington,  wliosi-  em|ihatlc  remi:rks  on  this  subject  ap- 
pear on   page's  iJ'.Ki  anil  <i!il   of  this  Issue. 

Read   them  agaiii! 

"  DEPRECIATION." 


The  .\ccouiitaiitH'  .\sr.ociatlon  was  extremely  foi^lnnale  in 
having  presented  licfore  it  two  able  arlleles  on  "Depreciation" 
—  a  iiioKt  lni|H>rlant  and  a  too-little  ciinKldered  subji-et.  The 
rnnual  addresH  of  President  Davli-s  cointirlNcd  an  able  dIscUMslon 
of  this  Kiilijei  t  which  was  also  treated  in  an  admirably  frank 
manner  tiy  Mr.   Nleuarl   of  the   I'nited   Slatitt  CeiisiiH   Otili-i'. 

.1.  I'.  Provost.  cnHhler  of  the  It.  D.  Nutlall  Co.,  was  on  hand 
to   help   look   after   the   i'oiii|iaiiy'N    IntiTenlM. 


The  .-Vssociation  is  to  be  I'ongratulatod  \ipon  the  otticers  chosen 
to  serve  for  the  ensuing  year.  ,Mr.  Ely's  election  as  i>resiileiit 
Is  a  nH-ognition  of  liis  ability  as  the  executive  otHcer  of  large 
traction  and  electrical  interests,  and  a  timely  acknowledgenieut 
of  the  able  and  graceful  maner  in  which  ho  presidinl  at  the  llNlIi 
eonveution.  The  re-election  of  Secretary  Peningtou  is  an  aiUli- 
lional  cerlilicale  of  faithful  work  well  |iim ioniieU. 

SECRETARY    BROCKWAY. 


The  Accountants'  .Association  has  again  elected  Mr.  Brockway 
to  the  ottice  of  secrctar.v  and  treasurer.  We  congratulate  Mr. 
ProcUw.iy.    anil    we   also   coiigralulate   llii'    .\ssiiciatioii. 

*>.  <?.  *r. 

A  WORD  OF  ACKNOWLEDGMENT. 


\\i'  (l"siri'  III  lake  lliis  (i|ipiirliiiiity  of  expressing  our  tiiaiiks 
I"  llic  -1.  1'.  l-yoii  Co..  iif  .\lliaiiy.  wliicli  has  l)een  printing  the 
■li.iil.v  Street  It.-iihvay  Review"  (hn-iiig  the  Saratoga  (3onven- 
lion.  Altliough  most  of  tlie  work  has  been  done  at  night,  and 
under  exceptionall.v  trying  conditions,  the  "Daily  Reviews," 
well  printed  and  well  liiiuiiil,  have  been  placed  on  the  early 
morning  train  regularly  cvny  iiiuniiiig  .•mil  iiave  reached  Sara- 
toga before  tile  oiieiiiii.g  of  tile  \arioiis  conventions.  'I'o  acconi- 
lilisli  this  result  has  taken  very  careful  inanageiiiciil  in  cM-ry 
department  of  tlir  printing  ortlce,  liut  not  a  sliji  h.-is  occurred 
tliriiughoiil  llic  I'lilire  week.  Tiiis  s])c;iks  well  for  the  inanage- 
iiiciil and  organization  of  this  printing  liou.se  and  it  is  owing 
III  ils  rcimtation  in  tliis  ver.v  line  that  the  cstablislinient  has 
si'iMircd   the  stale  printing  of  the  Stale  of  New   York. 

ill  addition  to  this  wholly  iiiadeiiuale  expression  nf  mir  ap- 
[ireciatioii  nf  the  service  renilercd  us  by  tile  conipaiiy,  we 
wotdd  also  put  mi  recoril  oiu"  obligations  In  the  heads  of  the 
four  departinenls  —  the  composing  riiiuii,  tlie  pressriHini,  the 
bindery,  and  the  shipping  otilce — w  linsc  liearly  co-operation 
anil  iniliriiig  cITorls.  have  enableil  iis  In  iii;ike  this  year's 
"Daily"    llic    iiiiisl    nearly    perfecl    iiiic    we    have   ever    piihlislicil. 

K  »>.  tr;. 
"  Dail.v    Keview"    would   iml    liavc    liecii    pnssililc    wiUiinil 
l'..  Crossnian  and  Mr.  .\.  I'..  Weaver,  otHclal  sleimgraplicrs 
.\ssociations,  and  their  ellicient  assistants. 

*r.  *>.  •!. 

THE  BANQUET. 


Tlic 
•Mr.  T. 
Ill'  llii 


'I'lic  liL'd  aiinnal  liaiii|Uel  of  the  .VniericMii  Street  Railway  .\s 
sociatioii  was  held  last  evening  at  the  (iraiiil  TIniiiii  lliilcl. 
.\rtir  (lie  haiiqiU'l  the  newly-elected  i.lMccrs  were  installed,  I'lil 
liiwcil  liy  liie  piist'prandial  exercises.  Ilmi.  .Vddlson  It.  Colvin 
was  toast  master  anil  tlie  toasts  announced  and  their  sponsors 
were  as  follows:  "  How  tlie  Whe'els  (!o  Round,"  Hon.  .\ilclberl 
I.  Kiiaiip:  "Tie  Legal  Side,"  Hon.  .Iiib  lO.  llcilges:  " 'i'lie  Km- 
pirc  Stale."  linn,  (ieorge  10.  (Irceii;  " 'I'lic  Ivi'lalinii  of  Labiir  In 
Capital."  Rev.  .lolin  R.  .Mackay.  D.  D.:  "The  I'erl'ectlon  of  Sue- 
<ess,"  Herbi'rt  H.  Yreeland:  " 'i'lie  llap|iiness  ( '.'1  of  Pnlilic  Ser- 
vice," Hon,  Fdgar  T.  Brackcll:  "  Tlic  I'.csl  fare  - 'i'lic  l''ciiiiiiiiii. 
Fair,"  Hon.  W.  Caryl  Fly. 

r.  f.  K 

\\'e  feel  iicc)if,\  iiiilclilcil  In  iiiir  cslceiiicil  eastern  cniilciii- 
IM.rar.v  lor  tlic  lirilliani  llliiniinalinii  provided  for  tlie  "Street 
liallwa.v    Review"    liiinlh   eacli    iilglit   of   liie  convention. 

It  is  extremely  gralifyiiig  In  llic  "Review"  Unit  lis  siiggcs 
tlon  made  Just  a  yi>ar  ago  In  relation  to  tlie  cliauglng  nf  tlic 
came  of  the  .\mcrlcan  'Street  Railwa.v  .Association  to  tlie  .\iiieil 
can  ICIeclrieal  Railway  .Association  Is  In  a  fair  way  of  being 
I'arrled  out,  as  a  resolution  providing  for  this  change  of  mime 
v.as  Intrrili'ced  at  tin-  session  yi'sterday  ami  Is  now  In  llic  hands 
if  the   Kxecutlve  Comnilttee, 

The  .\iii  rlian  Street  Hallway  .Association  this  year  broke  the 
Iccord   for  the  dlspiili'h    with    which   II    disposed   of  the  business 

lii'fi.rc   it       Dui'lng   the   tin (lays  of   the   meeting  the   sessions 

di>voteil    III    the    consideration    of    technical    papers    aggregali'd 
about  live  hours. 


Ml 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol    XIII,  No.  8  d. 


AUTOGRAPHIC  TEST  CAR. 


.MInTt  II.  Ili-rriik.  i-oiikiiIIIii);  pliK-trlnil  t'liKliii'i'r.  »(  Srw  York, 
tviiN  |>rr»ciit  lit  llir  I'liiivi-iilliiii  iiiiil  liiiiilr  llir  iiiiml  of  llir  i>|i- 
lioiiiiiili.v  til  i'.\|iljilii  to  III!'  cli'i'trlr  riiilwii.v  rriitcriiity  tin-  work 
III'  IiIm  iniliiifi'apliii'  tr.st  riir.  TIiIk  riir  iih  It  iiiiHHfN  iivcr  the 
Inii'k  tiikcM  II  ri'<'iiril  Irniii  the  liiiiiils  of  Wt'Htuii'H  liiKtruiiiciit.s 
of  the  lliiw  or  ritii'i'iit  nil  till'  rii!l.  iih  wril  iih  the  ri'HlKtaiiit'  of 
rvi-ry  Joint  on  liolli  tr.-lckK  witlioi>t  toilrliilif;  the  IiiiikIh  of  tlic 
liiHtriiiiiciilK  or   liitrrri'i'lnK   witli   tlii-lr  HciiKlliillt.v. 

TIiIh  rrcoiil  ti'iivfln  lit  tin'  rati'  of  I  In.  of  rrioril  to  1(k)  ft.  of 
truck,  mill  tlir  iitito):rii|ililc  iiimi'IiIiio  will  iiIho  mark  on  tlio  ro<-oril 
till*  l<M-alioii  of  any  Joint  \vl|{:.xr  rrKlKtanri'  In  aliovc  Hint  for 
wlili'li  thr  iiiiii'lilni'  Ik  Hi-t:  tin-  pi'ii  on  tin'  ri'i-oril  Klinnltancously 
si|iilrtH  paint  on  ilic  tnirk  at  tin-  liail  lioinl.  Tlu'  oar  Is  llttol  np 
for  inakliiK  liin'.  cliH'trolyli)'  anil  ('i|iii|iiii<>nt  ti-Kts.  nnil  iiIho  with 
.'ipli.'iratns  for  coniploto  station  ti'stn.  Siin'o  .lannary  1st  Mr. 
Ilorrlrk  lias  tpstoil  and  ri'porlfil  on  sovoral  iiii]iortaiit  railway 
liropiTtlos. 


tii'orcc  W.  I'rovoKt,  iiinimKor  uf  tlif  (Jfiu-ral  Itiillway  Supply 
I'd.  ..r  I'liKliiirc,   was  uniuiiK  tlioHt-  iircNi-nt. 

»(•(■( 

.ViiioiiK  tlioKc  who  I'l'KiHlcri'i!  dnrliiK  tin-  wci-k  Ih  Arthur  S. 
r.'irlrliici'.   Ilii'  St.   l.oiiiH  Ktri'ct  railway  snpplyinaii. 

«t*t«( 

.1.  11  Stcilniaii.  of  UorlK'slcr.  N.  Y.,  was  iin  intfivKted  viHitur 
at    till'  ('(tiivi-ntion. 

.1.  .\.  lianiia.  of  ('li'vciaiiil.  was  iiri-Ki'nt  in  tin-  donlih'  rapacity 
of  wi'sli'in  si'llinn  atfoiit  of  llic  .loiin  Stciilicnnon  Co.  and  tlic 
rcckiiaiii    .Mannfactnriii);  Co. 

.Iiilin  .lay  .Morse.  Irpasnivr  and  iiKsiHtant  secretary  of  the  St. 
I.oiiiii  C'lr  Wheel  Co.,  was  aniunj;  the  late  arrivals. 


158 


YANKEE    DOODLx^ 


BROADWAY    RELIEVED    OF     ITS- TRAVEL. 


A  Reporl  st^Dcd  *'  many  citizens  uf  Watrnown  "  tins  recenily 
demonclraicil.  us  far  as  logic  can  demon^lralf.  ihal.  "  all  things  conoid- 
creJ,  a  Plank  Rail  Roud  is  Ihe  moat  ad«anlag*:oiis-.-)nd  cheapen  that  can 
ba  conatruclcd  over'a  aoil  not  naturally  lilted  for  ro;id-making  "  To 
prevent  iJiff  ntorlificaiion  of  bvmg  beaten  by  un  nb'.'ure  country  town. 
Vaukci  DooOLe  cjIN  upon  llie  city  aolliuiihes  al  orce  to  take  thw 
matter  in  hand — not  the  road — but  the  rfdmbitity  uf  adapting  it  to  our 
thcroughfareH  Aa.  by  the  cotntnon  prtctice.  Broadway  Mould  seem 
totally  unlit  for  road  making,  uiaiiy  dollars  niiglii  be  annually  wivcd  to 
the  ci!^  :rea.i.ry,  and  lilt  vvayfarera  of  that  over<rovsJrO  artery  grale- 
ftilly  relieved  of  Ihe  drnjter  and  inconvenience  of  traveling  m  omnibuaea. 
by  the  novf.l  plan  set  fortS  above  .  The  road  should  be  conntructed  of 
good  solid  plank,  elevated  about  liHeen  (id  to  admit  Ihe  pawtaga  of  the 
tail  turn-outs  of  the  upper  ten,— the  only  turn-outs  on  the  road, —  without 
knocking  utf  tho  hats  of  Ihe  driven  and  fuoimen;  aiipported  in  the  centre 


of  the  alieel  by  Iucuki  uprtglite.  which  aie  very  djiablv  Along  this 
elevated  plane  a  double  ttrean,  of  cars  iinghi  tly  with  Ihe  vtlocity  of  a 
he  on  the  Magnetiv  Teb-graph  wiie"  snd  mmIiuuI  any  very  great  Jjnger 
to  Ihowe  cautious  pedei,lii.in>  who  niay  lake  tlie  Mdewalk-  Di-pota 
might  be  e-italili..hid  at  Miilable  dflancts— ^.vy  on.-  at  Trimly  and  Iho 
other  at  <jrace  Church,  thus  uniiing  the  two  e»in  km  i  tif  Iliojdwoy  in 
cotnoieicL-  and  piely  A  star  polui-iiian  ^huuid  be  stationed  ;il  each  end 
to  »ee  lliat  Ihe  evertiM-s  are  not  di-turbed.  and  now  anil  llii-n  10  look 
inio  Wall  street  liy  Ihis  plan,  the  inh.ilittaiiij.  ol  the  upper  \V  ardii  might 
ju^l  tilep  into  i:rate  {■bun  h  and  bear  tlie  winging  and  am*,  al  Triuity 
lime  enough  to  li.ar  the  text  .  and  aller  doling  dirough  I'te  ternioii, 
return  to  (irate  id  Iiiiu'  for  the  lanl  vololilH/y  The  Magoelir  Wires 
uiight  also  be  ele.nied  on  ibe  plane  of  the  Kad  Koad.  and  thus  rid 
Uioadvsay  of  dial  ptcturewjue  absurdity 


WAS  FUNNY  IN   1846. 


Till'  funny  iiitiii  of  Yankee  Doodle,  a  I'oiiiic  paper  piihlisiietl 
in  .New  York  City  in  Hie  -Hi's.  tiiiuiKlit  lie  struck  a  very  IiiiinoronH 

lead    wlieii    lie    sketched    Hie   ciioi 'artooii    reproilnced    iu    fac 

simile  lii'i'e.    wiiiclt  appeaieii    in   tiiat   Jonrnal   in    I.S4i>.      Reing  a 

friiny  man  lie  dtinlitless  lias  I n  roasting  tiiese  many  years  in 

1  xpi.'ilion  of  Hie  roasts  he  pcipetiated  when  on  eartli:  lint  in  tlie 
liifht  of  sntiseiiiieiit  evenls.  iiis  sanasHc  predictions  have  now 
lecoiiie  an  inlerestiii!.'  iilcr.iiy  inriiisily. 

The  Old  Colony  .Street  Itailway  (,'0..  has  jnirchased  Lakeside 
I'ark.  in  Kreetown,  near  New  Bedford.  Mass.  The  Mnssachnsetts 
liailroad  Commissioners  ai)proved  of  the  purcliase.  the  Oltl 
Colony  payiiii;  ?'_'". ."i7."i.  for  wliicli  lilMI  shares  of  stock  will  be 
i.ssned  at  livr>.  This  park  was  linilt  liy  the  .Tames  R  Shaw  syn- 
dicate when  the  street  railway  between  New  Bedford  and  Brock- 
ton was  opened  and  is  consitlered  one  of  the  best  properties  of 
this  kind  lu  Now  England. 


The  western  aiieiil  uf  I  lie  Mali  .V  Wood  Co.,  .1.  H.  Pnrsball,  of 
Chicago,  was  among  tlic  iilliinlaiils  at  the  convention. 

The  I'ositive  Kaihv.iy  Saiiilei-  Co..  of  l.aiic.ister.  I'a..  showed 
ii  sample  of  a  track  sainler  that  came  in  for  considerable  at- 
tention thiougiionl  the  convention.  Charles  V.  Rote,  vice-presi- 
tlent.  poiiitetl  out   the  varittiis  features  of  the  tieviee. 

The  Uool  Tiaik  Scraper  Co's.  exliiliit  arriveil  and  was  .set 
np  yestertlay  and  K.  N.  Knot,  the  manager  of  the  company, 
lia"d  one  of  the  busiest  days  he  has  known,  lie  states  that  he 
soltl  more  than  2.t  scraiiers  .vesti'rda.v.  and  ditl  not  sell  more 
than  three  to  any  one  road,  it  being:  what  he  calls  a  nice  sample 
ortler  business. 

William  1!.  McVicker.  the  iiojinlar  second  vice-president  and 
eastern  maiiasci'  of  the  nearborn  Drug  &  Chemical  Works,  was 
kept  busy  dispensing  souvenirs  and  good  fellowship,  as  usual, 


5TH  Year.  No.  4— Sept.  5,  1903.: 


DAILY  STREET  RAILWAY  REVIEW. 


695 


SEVENTH    REGULAR    ANNUAL    MEETING 


Saratoga,    N.    Y.— Sept.  2—4,  1903. 


riuK.w.  sKi-r.  4.  i!K«. 

President  Davies  called  the  meeting  to  order  at  lOr'JO  a.  in. 
and  called  for  llio  report  of  the  Kxecutivc  Committee,  as  the 
lirst  order  of  business,  whicli  rejiort  was  presented  by  Secre- 
tary Brockway,  on  motion  duly  ac<-ei)ted  and  its  recomnien<ia- 
tions  adopted. 

Mr.  Frauli  K.  Henry  of  St.  Louis  tlien  read  liis  pajier  on  "  Tlic 
Advantages  and  Disadvantages  of  the  "  Bag  System  '  as  coui- 
pareil  with  the  "  Receiver  System  '  of  lian<Iling  conductors'  re 
nilttances." 

IFor  Mr.  Henry's  paper,  see  page  tvi7  of  tlie  "Daily  Slrcel 
Uailway  Keview."  September  4,  1903.1 

Mr.  Ham  said  that  the  paper  expressed  his  views  and  that 
he  agreed  absolutely  with  everything  stated  therein.  In  Wash- 
ington, however,  probably  IH)  per  cent  of  the  business  was  ticket 
business  and  he  (the  speakeri  felt  satisfied  that  under  tliose  con- 
ditions the  re<-eiver  system  was  impracticable.  They  made  it 
a  practice  to  deal  personally  with  conductors  in  the  adjustment 
of  discrepancies  and  he  was  l)ecoming  more  and  more  impressed 
with  the  defects  in  tlie  methods  of  making  returns  in  bags.  Tlie 
better  that  you  could  treat  the  men.  the  more  courtesy  you 
could  show  them,  the  better  it  was  for  the  company,  and  from 
that  standiKjint  alone  lie  should  prefer  the  receiver  system  to 
the  bag  s.vsteni  where  the  former  could  be  employed. 

Mr.  Smith  reported  some  valuable  details  as  well  as  the  gen- 
eral results  obtained  by  his  company  (Chicago  TTnioii  Traction 
Co.)  in  the  use  of  the  receiver  system  and  stated  that  the  expense 
of  that  system  amounted  with  them  to  $1.93  per  thousand  dol- 
lars collected. 

Mr.  Mitchell  stated  that  in  Pittsburg  they  had  both  .systems. 
and  he  might  say  also  a  third  system  which  was  somewhat  like 
the  bag  system.  They  had  gone  througli  a  consolidation  some 
18  months  ago  and  had  not  yet  been  able  to  make  up  their  mind 
as  to  which  system  they  wanted  to  adopt  exclusively,  largely 
owing  to  the  fact  that  there  were  conflicting  opinions  among  the 
several   officers. 

Mr.  Fullerton  said  his  company  at  Detroit  had  the  tickets 
and  transfers  turned  In  each  trip  and  the  cash  once  a  day. 
They  had  the  same  trouble  with  contentions  over  shortages  and 
averages  that  others  complained  of,  and  for  that  reason,  among 
others,  he  was  very  much  Interested  In  this  question  and  Its  con- 
sideration at  this  meeting,  to  see  if  something  could  not  be  in- 
vented to  do  away  with  that  feature.  One  other  ditliculty  they 
experienced  was  the  delay  caused  conductors  In  turning  in  their 
receipts  at  limes  when  a  great  many  of  them  pulled  off  at  about 
the  same  time. 

Mr.  Henry  said  that  at  their  largest  barn,  where  (hey  ran 
wjme  240  cars,  they  never  experienced  serious  trouble  from  that 
Honrce.  the  men  not  being  delayed  as  a  rule  more  than  a  minute 
or  a  minute  and  a  half.  During  exceptional  rushes,  and  such 
conditions  as  they  expecti'd  to  arise  al  Ihi'  World's  Fair  time, 
doubtli-HS  there  would  be  more  congesllon,  and  then  It  would  be 
a  (juestlon  of  [nitling  on  more  receivers  and  throwing  more  work 
on  them. 

.Mr.  Lester  of  the  Worcester  Consolidated  said  they  had 
adopte<!  the  receiver  s.vstem.  They  had  had  the  bag  system  In 
vogue  on  some  of  the  suburban  roads  before  the  conHolldatlon. 
but  It  was  very  unsatisfactory,  as  sometimes  bags  were  turned 
In  as  they  Hhonid  be  and  sometimes  not  and  there  was  always  a 
dispute  bi'tween  the  recelvr^r  and  the  conductor. 

Mr.  Henry  explalnMl  that  Instead  of  having  the  receiver  Indl 
cBte  the  amount  of  money  and  adult  tickets  on  the  trip  sheet,  as 
rtescrlbcd  In  his  paper,  they  had  since  changed  the  procedure  by 
cuttlog  out  that  detail,  and  all  the  receiver  did  now  waa  to  take 


the  amount  reported  lo  him.  wliicli  he  could  check  if  he  snw 
fit.  put  his  initials  on  the  Irip  sheet,  treating  that  as  a  teller 
would  a  deposit  sheet. 

Mr.  Duffy  stated  that  Irom  his  experience  both  with  the  bag 
system  and  the  receiver  system,  there  was  nothing  whatever  to 
be  said  in  favor  of  the  former  where  (he  latter  was  practicable. 

.Mr.  Hnrllcit  said  thai  in  Boston  (hc.v  wei-e  using  the  bag  sys- 
tem, more  from  force  of  oircumstanees,  lie  supposed,  than  any- 
thing else,  but  he  agreed  with  those  who  had  already  spoken 
in  the  view  that  tlie  receiver  system,  whore  it  could  be  used 
with  rea.sonable  economy,  was  the  system  to  use. 

Mr.  Mitchell  reported  that  in  their  experience  the  bag  system 
was  costing  them  about  .$2.00  for  a  thousand  dollars  collected, 
and  the  receiver  system  about  .$3.17  a  thousand. 

Mr.  Boyle  stated  his  company  used  the  fare  box  syslem  on 
four  lines  and  the  receiver  system  on  the  others;  he  hardly 
knew  whether  theirs  would  be  called  a  receiver  or  a  bag  system, 
as  it  was  a  combination  of  Iioth. 

Mr.  Mackay  stated  that  they  were  using  tlie  liag  syslem, 
principally  he  thought  on  the  .ground  of  greater  economy,  but 
they  had  overcome  some  of  the  ditliculties  that  had  been  men- 
tioned by  preceding  speakers,  as  for  instances,  in  the  check 
provided  against  the  purloining  of  receipts. 

Vice-President  Ely  of  the  A.  S.  R.  A.  visited  the  Accountants' 
meeting  at  this  point,  and  w.ns  invited  by  the  chair  to  address 
the  members. 

Mr.  Ely  was  greeted  with  applause  and  spoke  briefly.  He 
said  that  he  came  before  the  Accountants  with  fear  and  tremb- 
ling, as  he  always  did,  because  he  never  knew  what  the  result 
was  going  to  be  until  after  he  had  gotten  through.  Though 
he  had  left  the  meeting  of  the  A.  S.  R.  A.  In  the  midst  of  a  very 
ini|)or(aiit  discussion,  and  had  but  a  moment  to  sjiare.  he  felt 
that  he  could  not  refrain  from  accepting  their  kind  invitation 
to  appear  before  them.  He  looked  upon  the  Accountants'  As- 
sociation as  one  of  tlie  most  valuable  results  of  the  existence  of 
the  A.  S.  R.  A.  and  (ho  work  which  the  former  had  accomplished 
spoke  for  Itself  and  was  an  achievement  of  which  they  might 
well  feel  proud.  llow(<ver,  Rome  was  not  built  in  a  day,  and 
perfection  could  no(  be  attained  without  continuous  lalior.  The 
only  thing  to  do  was  to  put  their  shoulders  to  the  proi>osltlons 
still  before  them  and  .just  keep  on  pushing.  He  complimented 
the  accountants  upon  lieliig  a  body  of  thoughtful,  very  Intelligent, 
clean,  bright  and  business-like  men.  He  hoped  to  meet  twice  as 
niaii.v  of  them  nevt  year,  and  that  success  would  crown  their 
ell'orts  in   every   hram-li   ipf  Ihrir   work. 

.Messrs.  Hogartli.  Henry.  Smith.  Christ,  Pease.  Simii.son  and 
others  contrlbuled  further  to  the  discussion  of  the  bag  versus  the 
receiver  system  of  handling  remiltances,  whereupon  (his  sub.1ect 
was  closed  and  tlie  chiiii-  called  uiion  Mr.  C.  N.  DulTy  lo  present 
(he  subject  next  annoiMiced  on  IIk;  program,  a  "Comiiarlson  of 
the  .Mnnh'Ipal  Tramways  .\ssocia(lon  of  t!rcat  Britain  Proposed 
Standard  ('lassitieatiuii  and  I''umii  nt'  Ue|iiirt  with  the  .\iiiiTicaii 
Standard." 

Mr.  DulTy  preseiilcd  (his  subject  very  inleiestiugly  In  wliat  he 
lernied  an  "  infoniial  (alk."  beginning  with  (he  correspondence 
with  Mr.  Dalryniple  of  Hk;  Clasgow  Corporation  Tramways  Com- 
pany preliminary  (o  (he  Investigation  lha(  liad  been  made,  show 
liig  among  other  (hings  that  full  credit  had  been  given  to  I  hi' 
work  accomplished  by  the  S.  R.  A.  A.  of  .\merica.  lie  (the 
speaker)  had  advocated  very  warmly  the  adoption  by  the  British 
.Vssoclatlon  of  the  .\merlcan  classlllciitlon  with  a  view  to  secur- 
ing its  use  the  world  over,  and  was  met  with  tin;  argument  that 
the  dllTerence  In  conditions  presented  obstacles  to  (hat  consum- 
mation, eHpcclally  In  rcapect  to  those  c-ompunleH  abroad  which 


(196 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8  d. 


wore  iniiiik-lpiilly  owned  iiiiil  ii|ii-r<ite<l.  .Mr.  DuflTy  tlien  proceeded 
to  u  roiiipiirlsiiii  of  the  detuilK  o(  the  reNpeetlve  rhiHHltlcatloiiK 
niid  ruriim.  whii'h  iiwIiik  to  the  liiiiiteil  time  lit  hiN  iliHpuMiil  was 
iieeeHMiirlly  Moiiiewhiit  liiirrieil  anil  liieoinplete;  nnil  on  lUotloM  It 
wiiH  voted  that  iinylhliiK  iiililllloiuil  uhleli  .Mr.  DiilTy  wouhl  hiive 
lime  to  write  upon  the  sulijeet  Hhoiild  lie  hirliideil  in  the  prliileil 
jiroeeetlhiKX. 

(Ill  iiiiitliin  of  Mr.  UiiKN,  the  I'reslileiit  wan  ilirerteil  to  appoint 
:i  eonimlltee  of  ont>  to  re]irnuii;e  the  seleelloii  of  liltinkK,  as 
|-e>'oiiiiiieii(leil  liy  Hie  K.\eeiitlve  I'oiiimiUee.  anil  Ml'.  Wlille  of 
llurironl  was  appnlnU'il  a.x  Niirli  roniiiilttee. 

.Mr.  Smith,  for  tlie  I'oniinitlee  on  .\ineiiilnieiil  of  the  Ity Laws 
i'e|iorleil    ailvei'sely    to    iiiakilif;    any    ehaii;;e    at    this    time. 

The  t'oinnilttee  on  .Vnmlnatlniis  preseiitril  llii'  rollowini:  re- 
porr,   whieh    was  ailopteil    nnaiilmoiisly : 

Presiileiit.    !•'.    K.   Smith,  of  ChleaKo: 

I'list    Vlee-I'residenl.   !•'.   1{.   Henry,  of  St.   I.oiiis: 

.Second    Vlre.rreslileiil.   ('.    U.    .Simpson,    nl'    ItinniiiKham.    .Ma.: 

Tlilrd    Vlie  riTshli'iit.   .1.    .1.    .MaKllloii.    Srlieiieilaily ; 

Serietiiry  Treasurer.   \V.   U.    Itrorkway.   Yoiikers; 

Kxeeiitive  Comniiltee.  11.  .1.  HavicK.  of  Clevelanil:  S.  I',  ito;; 
ers.  of  Yoimiistown.  lUiin;  S.  (J.  Koyle.  of  Louisville.  I\y.;  II.  .\l. 
I'ea.se.  of  Muft'tllo. 

rresldenl  Haviessaiil  that  in  leliriliK  from  the  chair  lie  wisheil 
lo  express  his  lliaiiks  to  the  ini'iiiiiers  for  tlieir  alteiiilaiice.  lor 
their  patience  with  their  presiiliiiK  otiicer.  to  tlie  meiniiers  of  the 
Kxeentlve  Committee  for  their  assistance  and  especially  lo  Sec- 
retary Hrockway  for  courtesies  iiiiinmeralile.  wiiicli  iiail  made 
the  work  of  the  I'resldent  almost  a  pastime.  Me  coiiKratu 
lated  the  .Vssoeiathin  lljion  Hie  selection  inailc  lor  ils  olHcers 
fir  the  coming  year. 

I"resideiit-i  lect  Smith  was  then  c;illed  lo  Hie  <li:iir.  and  pleaded 
the  lateness  of  tile  lionr  as  an  excuse  for  limiting  his  rein.-irks  to 
an  expression  of  his  high  appreiMation  of  the  honor  conferred. 

Seeretaiy  Hrockway  announced  tlial  the  place  of  tlie  next  meet- 
ing of  the  .\.  S.  U.  .\.  had  heen  left,  as  it  was  last  year,  to  tlie 
K.xecutlve  Coiumittee.  in  cou.sciiuence  of  whieh  it  would  not  he 
known  until  that  conimiltlce  liad  taken  action  where  the  place 
of  meeting  would  be. 

Mr.  White  nioved  that  the  Kxeeiitive  Coniiiiittee  be  given  au- 
thority to  arrange  for  the  printing  of  the  standard  report  of  the 
eomnii.ssioners  of  the  several  states  in  the  regular  form  for  dis- 
tribution to  members  of  the  Association,  which  motion,  as 
amended  in  some  of  its  details  in  the  cimrse  of  a  brief  discus- 
sion, was  carried. 

It  was  moved  liy  Mr.  Mackay  tlial  llie  portrait  of  the  milgoin.g 
I'resideiit  lie  inserted  in  the  rroceediiigs.  and  tliat  the  thanks  of 
the  .Vssoelation  be  extended  to  liini  for  the  very  able  manner 
in  which  he  had  discharged  tlie  iliilies  of  tlie  office. 

Carried. 

The  Secrelary  was  directed  lo  draft  a  set  of  resolutions,  ex- 
pressing the  ap]ireciation  of  the  .\ssociation  for  the  courtesies 
and  privileges  extended  at  this  meeting. 

.Mr.  Henry,  of  St.  I.ouis,  reminded  the  .\ssociation  of  the  ap- 
liro.iching  World's  Fair  in  his  city  and  invited  the  meinliers  to 
call  uiion  him  during  their  visit  there,  when  he  would  do  ail  in 
his  power  to  see  that  they  were  properly  taken  care  of. 

On  motion  of  Mr.  .Mitcliell  the  convention  then  adjourned  sine 
die. 

CROUSE-HINDS   CO. 


THE    ACCOUNTANTS'   PRESIDENT. 


The  rrouse-Hinils  lOleitric  Co.  exhibit  included  guy  anchors, 
sockets  for  series  wiring  and  a  new  arc  headliglit.  which  was 
exliiliited  for  the  lirst  time.  Tile  exhibit  was  lioused  in  a  pa- 
goda erei'ted  in  the  courtyard  designed  by  the  Cronse-Hinds 
company  and  lighted  iiy  [.."idO  lamps  set  in  the  "  Norbit " 
sockets.  \.  V.  Hills.  Nathan  Sluite  and  H.  B.  Grouse  were  In 
attendance. 

Edward  P.  Sharp,  manager  of  the  street  railway  department 
of  the  l/unien  Co..  was  in  charge  of  that  company's  exhibit  of 
I.umen  bronze  bearing  and  trolley  wheels. 


In  KelectiiiK  Mr.  F.  K.  Smith  as  preHldent,  tin-  .\ecoHntnnts' 
.\ssoclalion  has  made  no  nilnlake.  He  has  be(>n  ckmely  Idenlitied 
with  the  work  of  the  AHHOclatlon  from  the  lirst.  Is  a  thoroughly 
practlial  man  and.  thi-relore.  familiar  with  anil  capable  of  de- 
vising ways  and  nicaiis  for  iiKTcasing  the  practical  bcnellt  of  the 
.VsNoi-iation  to  the  mendiers.  We  predict  a  successful  iiiid  jiros- 
peroii.-;  year  for  the  .\ccoiiiitaiitM. 


F.  E.  SMITH. 

Mr.  Smith  holds  the  office  of  auditor  for  the  receivers  for  the 
Cliicago  Union  Traction  Co.  and  auditor  for  tlie  Chicago  Con- 
solidated Traction  Co.  Prior  to  his  going  to  Chicago  four  years 
.ago  lio  was  general  auditor  for  the  Massachusetts  Electric  Com- 
panies of  P.oston  to  which  iiosition  he  was  appointed  after  the 
Mi-rger  of  the  I.ynn  &  Boston  system  on  which  he  had  held  the 
olflce  of  auditor  for  five  years.  Previous  to  his  work  in  Massa- 
chii.ictts  he  had  held  the  position  of  auditor  for  the  Zanesville 
4;  Ohio  Kivcr  Railway  Co. 

The  Baldwin  &  Rowland  Switch  Co.  exhibited  the  B.  &  R. 
switch  for  electric  railways.  "  a  marvel  in  simplicity ".  This 
switch  opens  by  magnetism  and  sets  by  gravity  and  has  very 
few  part.s. 

If,  mi 

The  Baltimore  Railway  Specialty  Co..  represented  by  J.'l^. 
Norwood,  showed  the  "  Norwood "  improved  center  and  side 
liearings.  which  are  in  service  on  nearly  100  large  electric  and 
steam  roads.  The  combination  bearing,  style  K.  Is  made  to  fit 
all  liolsters.  In  It  all  the  bearings  are  suspended.  The  use  of 
these  bearings  is  said  to  prevent  lateral  strain  between  car  and 
truck. 

The  George  W.  Knowlton  Rubber  Co..  of  Boston,  was  repre- 
sented by  D.  R.  Wakelee.  who  cheerfully  exiiounded  the  virtues 
of  the  Knowlton  packings  and  gaskets,  at  the  same  time  dis- 
tributing ruliber  cigar  holders  as  souvenirs. 

'  The  Diamond  State  Steel  Co..  of  Wilmington.  Del.,  had  a  small 
exhibit,  showing  diamond  tie  plates  and  spikes.  All  the  products 
of  this  comiiany  are  made  from  open  hearth  steel  or  iron. 

The  Traction  Equipment  Co..  of  Brooklyn.  N.  Y..  was  repre- 
sented by  George  B.  Cornell.  George  Best  and  C.  V.  Rapelje.  The 
company  distributed  useful  vest  pocket  note  books  for  souvenirs. 


5TH  Year,  No,  4— Sept.  5,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


697 


ELECTRIC   WELDED  JOINTS. 


By    William    Pestell,   Superintendent    Motive    Power   and    Chief 
Engineer,  Worcester  Consolidated  Street  Railway  Co. 


rrob:ilil.v  uo  ouo  thins  i-ontributes  luoio  to  the  expense  of 
operating  an  eleetiie  railway  than  bail  joints  in  the  traek.  First 
eoiues  the  wear  and  tear  ou  ears,  triieks,  motors  ami  equipment 
from  the  eoustaut  poumliui:  over  the  Joints:  the  loss  of  voltage 
due  to  the  breaking  of  bonds  with  its  inevitable  eonsequenee. 
baked  out  motors,  reduced  seheilule  speeds,  increased  eoal  con- 
sumption and  chances  for  elei-trolysis;  then  the  e.\peuse  of  tak- 
ing up  paving,  renewing  splice  bars,  bolts,  etc..  in  an  almost 
hopeless  attempt  to  make  the  rail  lit  for  further  service.  It  is 
usually  found  that  by  the  lime  a  general  overhauling  of  the 
track  is  decided  upon  the  rail  ends  are  so  badly  pounded  out  that 
the  simple  raising  of  the  joints  and  renewing  of  splice  bars  and 
iKilts  does  not  extend  the  life  of  the  rail  to  a  commercially  prac- 
tical extent.     This  is  i)articularly  so  in  the  case  of  girder  rail  in 


WM.   PESTELL. 

paved  streets.  Trail  Is  usually  more  accessible  and  less  costly 
to  repair,  conseiinently  it  does  not  get  into  as  bad  condition 
before  repairs  are  made  and  can  by  the  use  of  some  of  the  pat- 
ented joints  be  put  in  such  i-ondition  that  many  years  are  added 
to  its  useful  life. 

In  l.sy2  the  .lohuson  Co.  organized  a  deparliiient  for  electric 
welding  of  track  working  under  the  patents  of  Prof.  Elihu 
Thompson,  of  Lynn,  .Muss.  In  1S!»3  and  181)4  the  Johnson  Co. 
welded  about  M  miles  of  track  in  the  cities  of  Boston,  Cleve- 
land. Brooklyn.  .lohnstown,  lietrolt  and  St.  Louis.  The  track 
welded  had  been  laid  for  some  time  and  was  in  bad  condition 
.so  that  the  first  work  attempted  was  repair  work  rather  than 
construction. 

It  was  early  founil  that  the  voltage  was  not  maintained  at 
all  polnt.s  on  the  line  at  the  necessary  500  volts  the  apparatus 
was  designed  for  and  a  booster  was  introduced  to  compensate 
for  the  line  losses  and  make  up  the  delli-iency.  Storage  bat- 
teries were  also  used  with  the  lirst  apparatus  to  help  maintain 
the  voltage  and  prevent  an  excessive  demand  ou  the  station  for 
current.  It  was  soon  found  Ihat  sultlclent  current  could  be  ob- 
tained from  the  line  without  the  use  of  l)atterle8  and  they  were 
:>liandone;l. 

The  HrHt  welds  were  made  by  welding  a  short  vertical  bar 
directly  ovit  the  joint  as  shown  by  I''ig.  1.  This  weld  was  made 
under  pressure,  but  the  jiressure  was  not  c(uitinued  after  the 
weld  was  completed  and  the  metal  became'  porous  In  cooling, 
leaving  a  mechanically  weak  Joint.  A  great  deal  of  the  ten- 
dency to  porosity  In  the  metal  was  undoubledly  due  to  the  burn- 
ing of  the  rail  and  bars  at  the  small  jioInlH  of  contact  then  used. 
To  overcome  the  tenilency  to  burn  anil  the  porosity  In  the  metal, 
a  form  of  weld,  KIg.  2,  was  devised,  two  distinct  welds  being 
maile  at  each  Joint,  practically  butt  welding  the  rail  ends  to- 
gether. As  In  the  previous  case,  the  welding  was  done  under 
prenHure  but  the  pressure  was  Immediately  released  when  the 
weld  WUB  completed,  the  welding  company  not  yet  realizing  the 
ImiMirtnnce  of  continuing  the  application  of  pressure  until  the 
weld  hnri  practically  set.  Ah  In  I  he  case  of  the  flrst  weld,  the 
iiecond  weld  wan  porou*  and   weak  mechanically,  and  In  addi- 


tion, the  heat  being  applied  directly  at  the  head  of  the  rail, 
bulged  the  latter  so  that  it  became  necessary  to  plane  it  down 
tu  a  working  surface  after  welding. 

.\  great  nunil>er  of  breaks  occurred  iu  lioth  these  types  of 
welds  and  iu  each  case  the  track  opened  up  from  one-fourth  iucli 
to  one-half  inch.  The  breaks  occurred  soon  after  wel<iing,  usually 
during  the  tirst  twenty-four  hoiu's.  The  welding  company  was 
led  to  believe  from  the  nature  of  the  breaks  and  from  the  open- 
ing in  llir  irack  after  breaks  occurred  that  they  were  due  to 
strains  in  the  rail  from  coutractiou  after  welding. 

The  company  then  devised  a  machine  to  compress  a  length  of 
track  before  and  during  welding,  the  idea  being  to  put  enough 
compression  into  the  track  while  welding  to  prevent  any  tendency 
to  contraction  strains  after  welding.  While  this  reduced  the  breaks 
to  some  extent,  breakage  was  still  excessive  and  the  porosity 
of  the  metal  at  the  fracture  led  tlie  welding  company  to  believe 
tliat  a  change  had  taken  place  iu  the  metal  from  the  passage 
of  the  electric  current  through  it  and  commercial  welding  was 
discontinued  until  some  method  of  overcoming  the  defects  could 
be  devised  iu  the  company's  shops.  Kxperiuicnts  were  carricil 
on  continually  both  from  a  chemical  and  meclianical  standpoint 
from  l.SK'i  to  1S!)7,  and  it  was  proved  conclusively  that  the  heat- 
ing of  the  metal  by  electricity  had  no  more  iujiuious  effect  than 
heating  by  any  other  source.  At  the  latter  part  of  the  experi- 
nu'Uts  it  was  discovered  that  by  making  the  weld  under  pressure 
and  increasing  the  pressure  as  the  weld  was  completed,  con- 
tinuing Ihe  pressure  until  weld  had  i)ractii-ally  cooled,  the  metal 
Has  Icll  In  :i  dense  condition,  free  ri-ciin  imrusily  and  of  high 
Iciisilc  sticMgth.  It  was  also  found  tliat  any  part  of  the  weld 
dial  h;id  nui  been  sidijeet  to  this  condition  was  of  a  porous 
nalurc  and  weak  mechanically.  This  led  to  the  making  of 
projeiiioMs  or  bosses  on  the  bars  which  were  as  in  Figs.  3,  4,  5 
and  ti.  llie  bars  being  placed  one  (ui  each  side  of  the  rail  and 
welded  in  their  places  directly  to  the  web  of  the  rail,  the  center 
weld  being  made  through  a  loose  piece  of  nu'lal  dropped  ou  th<' 
bar  rather  than  a  boss  on  the  liar. 

The  welding  plant  consisted  of  live  cars  —  the  sand  car,  weld- 
ing car,  I'otary  converter  car,  booster  and  motor  car  and  motor 
and  emery  wheel  car  for  tiuishing.  The  cars  are  run  on  the 
track  by  their  own  motors,  and  can  be  sent  from  place  to  place 
ovt.'r  the  different  roads  wherever  there  are  conuccting  lines. 
The  connections  of  the  first  welding  outfit  were  as  iu  Fig.  7. 

Recent  improvements  have  reduced  the  number  of  cars  from 
five  to  four  and  instead  of  regulating  on  the  D.  C.  side  of  the 
rotary  transformer  by  a  motor  generator,  the  regulating  Is  done 
on  the  A.  C.  side  by  means  of  variations  in  the  couiu'ctions  of 
a  regulating  transformer.  The  latter  machine  is  shown  dla- 
grammatically  in  Fig.  8.  This  type  of  machine  has  reduced  the 
auu)unt  of  current  taken  from  the  trolley  from  a  maximum  of 
,500  amperes  to  a  maximum  of  300  amperes  under  adverse  con- 
ditions. At  the  present  time  all  welds  are  made  by  means  of 
two  .steel  bars,  the  usual  size  of  which  are  1  In.  x  3%  In.,  and 
from  18  in.  to  48  In.  long,  18  in.  being  the  shortest  bar  found 
practical  to  weld  even  where  the  holes  are  not  drilled  Iu  the  rail, 
the  greater  lengths  depending  on  Ihe  distance  of  drilled  or 
punched  holes  from  the  end  of  rail.  It  is  not  safe  to  weld  on  bars 
where  holes  are  nearer  than  3  in.  from  end  of  the  bar.  The 
sanu>  sl/.i'  bar  Is  used  on  both  6-ln.  and  0-in.  rail,  the  strength  of 
thi!  bar  being  ample  to  support  the  joiut  directly  at  the  weld 
without  ihc  bar  mechanically  fitting  the  rail. 

The  first  mile  of  track  welded  under  the  system  using  long 
plates  was  welded  In  the  fall  of  1807  on  the  .lohnstown  I'assenger 
Uy.,  .lohnstown,  \'n.  The  niil  was  (!-in.  girder,  78  lb.  (o  the  yard, 
78-2'J."i  .lohnson  Co.  sectlou.  Breaks  to  date,  3;  street  macadam- 
ized, no  paving.  Next  welding,  Nassau  IClectrIc  Ky.,  Brooklyn, 
N.  Y.,  Fifth  Ave.,  from  Atlantic  Ave.  to  .30th  St.,  Marcy  Ave., 
from  Fulton  St.  to  Flatbush  and  So.  II.  St.,  a  total  of  nine 
miles.  This  Brooklyn  rail  was  0-ln.  girder  laid  In  paved  streets; 
at  the  end  of  the  llrsi  year  there  had  been  eight  breaks. 

In  MiMcli.  1001,  seven  different  roads  In  and  about  Worcester, 
.Mass.,  were  consolidated  under  (be  luiiiie  of  the  Worcester  Con- 
Holldated  Street  Hallway  Co.,  with  liead(nuirterH  at  Worcester, 
anil  Mr.  11.  T.  Lallln  as  general  manager. 

Upon  InvcHllgatlon  It  was  lonnd  (hal  a  number  of  miles  of 
ll-ln.  and  0-In.  girder  rail  while  not  worn  out  was  so  badly  down 
at  Ihc  Joints  required  that  some  method  had  to  be  devised  to 


698 


DAILY  STREET  RAILWAY   REVIEW.  [Seiiiai.  No-Vou  XIII,  No  8d. 


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FIU.  3     -BAH    KOK   WKbDING. 


STH  Year,  No.  4— Sept.  s,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


699 


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FIO.  10  — WELDED  TBAOK  IN  WOBCICSTICB. 


700 


DAILY  STREET  RAILWAY  REVIEW. 


[SnuAL  No— Vol.  XIII.  No.  8  d. 


BO.NDI.Nl;    AUOU.NU   SI-BOIAL    WOKK  —  COITEK   cable    CAIiniED    KllOM    WELIiED    RAIL  AltOUND   SWITCH   PIECE. 


ELECTRICALLY  BRAZED  COPPER  CONNECTION. 


JOINT    AS   APPLIED   TO   C  i.N.    RAIL. 


BROKEN  JOINT  —  WORCESTER. 


raise  tho  joints  or  renewal  of  rails  would  be  necessary.  After 
careful  Investigation  It  was  decided  to  electrically  weld  the  Joints 
on  all  I5-In.  and  9-ln.  girder  rail  that  had  sutflcient  wear  left  to 
pay  for  the  work.  Arrangements  were  made  with  the  Lorain 
Steel  Co.  (successor  to  the  .Tohusou  Co.)  to  bring  Its  apparatus 
to  Worcester,  and  work  was  started  the  latter  part  of  April, 
1902.  the  first  year  being  devoted  to  the  laying  of  new  track. 

The  method  of  procedure  was  to  take  up  paving,  remove  splice 
bars  and  raise  and  shim  joints  a  suflicient  distance  ahead  of  the 
welder  so  that  no  delay  would  be  Incurred,  paving  being  taken  up 


BROKEN  JOINT  — WORCESTER. 


one  day  (where  it  was  necessary  to  weld  at  night)  and  replaced 
the  next  day.  We  at  tirst  started  to  renew  ties  and  line  up  track 
ahead  of  the  welder,  but  the  rail  being  surface  bent  (see  Fig.  9) 
It  was  impossible  to  raise  joints  without  raising  the  center  of 
the  rail  In  about  tho  same  proportion,  consequently  the  rail  could 
not  be  properly  lined  and  no  allowance  could  be  made  for  the 


STH  Yeas,  No.  4— Sept.  s,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


701 


WELDER. 


SAND    BLAST. 


J 


702 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol  XIII,  No.  8  d. 


rolling  action  of  the  oars  after  wpldlDg.  Id  Bubspiiuent  work, 
on  ailvici'  (if  llio  Lorain  Steel  Co.  uo  IIiiIiik  np  of  track  wan  at- 
tempted liefore  welding,  tlie  Jointn  lieliiK  Kiniply  rained  ami 
Hliiniined  liolli  iH-tween  and  nndernealli  tiie  railK.  It  Ik  import- 
ant to  sec  tliat  tlie  Joints  are  raised  a  siillicient  lieiglit  as  llie  roll- 
in);  artioii  of  tlie  ears  on  tlie  rail  lends  to  strai);lilen  out  the  sur- 
face if  llie  raising  of  Joints  Is  not  properly  alteiidi-d  to.  Wherever 
it  was  iie<essar.v  to  renew  ties  the  work  was  done  iiiimcillalely 
after  welding,  the  track  being  lined  up  at  llie  same  time.  Wc 
liiive  foiiiiil  tliiii  solid  Joints  stand  up  licttcr  than  suspended  ones 
anil  would  recomiiicnil  n  three-lie  Joint  for  all  welilcil  work.  It 
is  possilile  where  tics  arc  not  more  than  °Jii  in.  apart  under  Joiiils 
that  a  suspended  Joint  would  he  nil  riglit.  The  I.oraiii  .Steel  (.'o. 
ri'commeiiils  Hint  no  lining  up  of  Irack  or  renewing  of  ties  lie 
attempted  niilil  after  the  tlrsl  season's  run  over  the  welded  track, 
claiming  that  the  roadbed  should  not  be  disturbed  until  the  rail 
had  been  rolled  back  to  a  proper  surface.  The  company  esti- 
mates that  a  li-iu.  rail  will  be  rcdied  to  a  proper  surface  In  about 
one  year,  while  a  !l-in.  will  take  from  one  to  two  years  accord- 
ing to  the  traBic  over  IL 

Mr.  T.  \V.  Wilson,  of  Hie  Intcriiatloii.il  Traction  Co.,  Buffalo, 
N.  Y.,  says.  In  answer  to  tlie  <|Ucstion.  "  Wlial  siiall  we  do  willi 
e.vpaiisloiiV  "  '■  Wc  lorget  it  the  same  as  we  ilo  the  joint  after 
it  IS  welded." 

In  tins  connection  wc  would  quote  from  I>r.  I.ouls  Hell,  "  Tower 
Iiistriliution  for  Klectric  Railways:  "  "That  a  continuous  rail 
Is  entirely  feasible  now  admits  ot  no  dispute.  Kxpansion  does 
not  and  cannot  take  jilaic  loiigitudiiially  when  the  rails  are 
lirmly  emlicdiled  in  the  paviiij;  even  under  liic  cxiicmcs  of  tem- 
pera tines  encountered." 

Dawson,  In  Ids  "Tlie  '  Kngineering '  and  Klectric  Traction 
I'ocketbook."  says:  "  It  is  easy  to  ascertain  Hie  stiain  on  rails 
due  to  variations  of  teiiipeiaiure.  Assuming  a  coettiiient  of  e.v- 
pansion  for  steel  of  O.tUiUOOtl.'i,  and  nuilti]ilying  tliis  iiy  7.i,  which 
is  a  lilieral  ligure  for  the  number  of  degrees  of  maximum  devia- 
tion from  tlie  temperature  at  wliicli  Hie  welding  is  done,  we 
get  0.000-I87,  which  is  Hiat  part  of  its  length  whi<-h  a  rail  would 
expand  when  exposed  to  a  rise  of  75  degrees,  or  contract  when 
exposed  to  a  fall  of  7.">  degrees  in  temiierature.  A  steel  bar  wouiil 
expand  (l.tKHlOIi  of  its  length,  due  to  a  load  of  1,0SH)  lb.  per  sq.  in. 
Dividing  Hie  estimated  expansion  by  this  ligure,  we  get  for  the 
stress  lf>,2(XI  lb.  per  sq.  in. 

"As  40,0()0  lb.  per  sq.  in.  is  a  safe  value  for  the  elastic  limit 
of  steel,  it  can  readily  be  seen  tliat  tlie  elastic  limit  will  never 
be  reached.  This  means  tliat  tliesc  expansions  and  coutiactions 
may  go  on  iudetiiiitely,  and  so  h>ng  as  tiie  joints  remain  iiu- 
br(d<cn.  no  harm  will  be  done  to  the  rail,  for  stresses  wilhiu  tlie 
eiastii-  limit  work  no  harm.  Assuming  SO.WIO  Hi.  i)er  sq.  in.  as  the 
ultimate  strength  of  steel,  there  is  still,  as  far  as  the  strength 
of  Hie  rails  themselves  is  concerned,  a  factor  of  safety  of  five. 

"  Wherever  Joints  liave  broken,  in  no  case  have  Hiey  pulled 
apart  more  tiian  2  in.  This  would  seem  to  sliow  that  tlie  pull 
wliich  broke  the  joint  was  not  a  cumulative  effort  extending 
all  along  tlie  line,  but  merely  the  result  of  a  local  strain  extend- 
ing but  a  sliort  distance  on  either  side  of  the  Joint." 

Fig.  10  is  a  map  showing  the  welded  track  In  the  city  of 
Worcester,  giving  some  idea  of  the  location  as  well  as  the  con- 
tinuous lengths  of  track  welded.  The  rail  welded  was  prin- 
cipally !l-in.  girder,  there  being  about  15  miles  I".  S.  section  201. 
two  miles  I'.  S.  222,  four  miles  Wharton  2-00  and  about  one-half 
mile  (i-in.  and  miscellaneons.  The  I'.  S.  section  201  had  been 
In  use  aiiout  nine  years.  Hie  222  had  been  in  use  from  one  to 
four  years  and  Hie  \\"liiirton  No.  90  about  ten  years. 

The  lireaks  to  date  have  lieen  24  on  I'.  S.  201,  17  (Ui  V.  S.  222. 
12  on  Wliarton  No.  2-!l0  and  1  on  (j-in.,  a  total  of  54  out  of  7.3!S:! 
or  about  .7  of  one  per  cent.  While  tills  seems  a  small  proportion, 
tiie  record  of  Kochcsler,  N.  Y.,  of  10  breaks  out  of  7.CiO!)  welded 
Joints  is  remarkaliie  considering  the  fact  that  ■i,;!OS  were  welded 
in  liiOl,  and  have  done  service  through  two  winters.  The  ma- 
jority of  the  breaks  occurred  during  tiie  winter  months  and 
especially  during  sudden  changes  of  temperature. 

In  addition  to  the  welding  of  track,  we  run  l,000,000-c.  ni.  calilo 
through  all  special  work  and  to  connect  to  overhead  negative 
feeders  using  the  I.^ralu  Steel  Co's.  electrically  brazed  connec- 


tion for  Hip  i>urpose.  The  ImprovemeutB  we  have  made  In  our 
tracks.  Including  new  rails  and  bonding,  electrically  welded  Joints 
and  snpidemeiitary  cables,  have  reduced  our  track  loss  about 
seventy-tive  per  cent.  The  cost  of  removing  jiaving,  welding 
joints,  replacing  paving  and  cleaning  up  Hie  street  is  variously 
estimaled    by    Hie   roads    who   have   done    the   most    welding   at 

fi I  .•ii2,iKHi  to  ?2.,100  |>er  mile  on  a  basis  of  :iO-ft.  rail  lengHis. 

The  above  costs  will  not  include  renewal  of  ties. 

It  is  certainly  obvious  from  tiie  results  obtained  on  electrically 
welded  old  track  that  this  metliod  is  equal  t<i  any  other  known 
method  for  extending  Hie  useful  life  <if  tiie  rail,  decreasing  Hie 
repair  bills  for  trai'k  and  equipment  and  lessening  the  electrical 
losses. 

I'roiii  Hie  experience  of  Hiiffalo  and  Uochester,  .New  York,  and 
('oliiiiiliiis,  Ohio,  where  new  track  lias  been  welded,  It  would 
appear  that  in  cities  where  permanent  grades  liave  be<'n  estab- 
lisiicd  and  the  liability  of  changes  in  track  hication  are  appar- 
ently remote,  the  electric  welding  of  new  tracks  seems  advisable. 
The  expense  of  original  construction  should  certainly  be  much 
less  than  it  would  be  several  years  later  when  the  Joints  com- 
mence to  go  down,  and  it  Is  a  question  whether  It  would  not  be 
cheaiier  tlian  a  good  sjdice  bar  joint  liondcd  to  the  same  capa<'lly. 
I'idiii  tests  made  iiy  the  General  Electric  Co.  and  the  writer  on 
I'ieclriiaiiy  welded  joints,  the  conductivity  equals  from  1:10  to 
140  per  cent  on  (i-in.  girder  rail  and  from  110  to  120  per  cent 
on  il-in.  girder,  compared  with  eipiai  leugtlis  of  solid  rail. 

.\ppended  are  tables  showing  the  mileage  of  w<4di>d  track  in 
service,  cuts  sliowing  sections  of  welded  Joints,  broken  joiiils 
laki  n  out  at  Worcester,  and  a  patched  joint  on  ICast  Merriiiiac 
St.,  Lowell,  Mass.  The  latter  is  especially  interesting,  as  it 
shows  the  metliod  u.i^ed  to  rejiair  a  broken  joint  liy  the  welding 
process,  a  siiort  pie<'e_of  liar  being  first  welded  across  the  break, 
iiutting  up  to  the  original  bar,  a  ciiiu'k  being  tlien  wi-lded  to 
iioth  Ijars  at  the  junction,  practically  extending  the  original  bar 
beyond  the  break.  The  method  used  when  lircakage  occurs 
after  the  welding  outfit  has  left  the  job  Is  to  cut  out  aliout  a 
10-fl.  section,  putting  in  a  new  piece  of  rail  by  means  of  spllci! 
iiars  and  bolts  and  iionding  in  tlie  usual  manner. 

Table  Showing  Mileage  of  Electrically  Welded  Track  in  this  Country 

Today. 
Y'ear. 
1S07 


I'lace. 
.Toliiistown,  Pa. 

Hrooklyn.  N.  Y.  1898 

Buffalo,  N.  Y.  1899 

Buffalo,  N.  Y.  1900 

Lockport,  N.  Y.  1900 

Buffalo,    N.   Y.  1901 

Uociiester,  N.  Y.  1901 

Hochester.   N.    Y.  1902 

(Vilumbus.    Ohio  1!KI2 

■Worcestci-,  Mass.  l'M2 

Lawrence.   Mass.  1002 

Lowell,  Mass.  VM2 

Lowell,   Mass.  1903 

Total  miles  welded. 


Miles. 

1. 

9. 
39. 
(iO.5 

1. 

6. 
18. 

8.5 
18. 
22. 

4.2 

6.8 
14. 

208. 


1 1'or  data  on  Hie  amoiml  of  electrically  welded  track  in  Buf- 
falo, and  the  iiumlier  of  broken  joints  see  the  article  by  Mr. 
T.  W.  Wilson,  in  the  "  Street  Railway  Review,"  Feb.  20,  ll>o:!, 
page  i:il.— Kil.] 

v**  .*«  .•« 

Ciiarles  V.  Lutlier,  nf  Pawtucket.  R.  L.  was  present  in  the  in- 
teri'sts  of  Hie  adjustable  passenger  strap  which  he  makes,  and 
reported  Unit  suiist.-iiilial  retiiriK  arc  in  sight  as  a  ri'sult  of  ids 
efforts. 

One  of  the  most  congenial  supply  tnen  at  the  iiiiivcntioii  was 
"  Pinky"  Spear,  one  nf  Hie  Dearborn  Drug  &  Clieiuical  Works' 
most  entertaining  representatives. 

HiHirge  Weston,  vice-president  of  the  Chicago  Engineering  & 
Constructing  Co.  (formerly  Weston  Brothers),  with  Mrs.  Weston, 
enjoyed  the  convention  immensely. 


STH  Ye.\r,  No.  4— Sept.  5,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


703 


REPORT  OF  COMMITTEE  ON  RULES  FOR  THE  GOVERNMENT 
OF  EMPLOYES. 


The  committee  respeLtfully  submits  tlie  roUowiui;  as  a  stuud- 
ard  code  ot  rules  I'ur  Llie  goveiumeul  of  couduelois  and  uioloi'uieu 
of  street  railways  (except  iuterurbau  liues),  but  would  call  the 
special  atteutiou  of  the  members  of  tlie  associatiou  to  Rules  til- 
ti".i,  to  determine  as  to  the  advisability  of  tbelr  adoption  as  a 
standard  for  geueral  use. 

The  committee  reports  these  rules  as  fuudameulal  iu  their  char- 
acter, auil  therefore  cau  be  used  by  roads  both  large  aud  small. 
If  the  local  couditious  ot  auy  compauy  are  such  as  to  require  ad- 
ditions to  auy  of  the  rules,  they  cau  be  added  by  usiug  the  same 
rule  number  aud  affixing  letters  of  the  alphabet;  for  instance,  if 
it  is  desired  to  add  to  Uule  SO,  the  addition  would  be  embraced 
as  rule  'M-ti. 

ALL  E.MPLOiES  WHOSE  DUTIES  ARE  PRESCRIBED  BY 
THESE  RULES  WILL  BE  FURNISHED  WITH  X  COPY,  FOR 
WHICH  THEY  WILL  SION  RECEIPT,  AND  WILL  BE  RE- 
QUIRED TO  HAVE  THE  S.V.ME  IN  THEIR  PUSSESSIUN  -VT 
ALL  TIMES  WHILE  UN  DUTY. 

GENERAL   RULES. 

1.  Knowledge  of  Rules. —  Conductors  and  motormeu  are  re- 
quired to  be  familiar  with  the  rules,  aud  with  every  si>ecial  order 
issued.  The  bulletin  lx)ard  must  be  examined  daily  for  special 
orders.  Employment  by  the  company  binds  the  employe  to  com- 
ply with  the  rules  and  regulations,  and  ignorance  thereof  will 
not  be  accepted  as  an  excuse  lor  negligence  or  omission  of  duly. 
If  lu  doubt  as  to  the  exact  meaning  of  auy  rule  or  special  order, 
aiiplicatiou  must  be  made  to  the  proper  authority  for  iulurmation 
aud  instruction. 

2.  Report  for  Duty. —  Regular  conductors  aud  motormeu  must 
report  for  duty  teu  minutes  before  leaviug  lime  for  their  lirst 
trip,  or,  if  for  auy  good  reason  unable  to  so  report,  must  give 
notice  at  least  ten  minutes  before  such  leaving  time. 

Extra  men  must  rejwrt  at  such  time  as  ordered,  or  must  give 
notice  at  least  teu  minutes  before  such  time.  They  must  not 
absent  themselves  after  answeriug  roll  call  without  permission. 

'J.  Personal  .\ppearauce. —  Conductors  and  motormeu  must  re- 
port for  duty  clothed  in  full  icgulatinn  unifurui,  aud  must  be 
clean  aud  neat  iu  appearance. 

4.  Politeuess. —  Couductors  aud  motormeu  must  treat  all  pas- 
sengers with  iK)liteness;  avoid  diHiculty  aud  exercise  patleuce, 
forbearance  and  self-control  under  all  conditions.  They  must 
not  make  threatening  gestui-es,  or  use  loud,  uncivil,  indecent  or 
profane  language,  even   under  the  greatest  provocation. 

5.  Habits  and  Personal  Conduct. —  The  following  acts  are  pro- 
hibited: 

laj  Drinking  intoxicating  liquors  of  auy  kind  wliile  on  duly. 

(bj  Entering  any  place  where  the  same  is  sold  as  a  beverage 
while  in  uniform  or  while  on  duty,  except  in  a  case  of  necessity. 

(c)  Constant  frequenting  of  drinking  places. 

(d^  Carrying  any  intoxicating  drink  aljout  the  person  while  on 
duty. 

(e)  Carrying  Intoxicating  drinks  on  tlie  company's  premises  at 
any  time. 

If;  Indulging  to  excess  in  intoxiiallng  llijuors  at  any  time. 

ig)  Uambling  in  auy  form,  induiling  the  laying  of  bets  (and 
playing  rafiles)  while  upon  tlie  premises  of  the  company. 

ih)  Smoking  tobacio  while  ou  duty. 

(1)  Smoking  tobacco  wliile  off  duty  in  any  part  of  the  com- 
pany's building,  except  In  the  conductors'  or  motormen's  room. 

(i.  Talking  to  Motormau. —  Motormeu  while  ojjcrating  cars  are 
permitted  to  answer  queHtlons  of  superior  oUlcers  and  to  give 
projxT  lUHtructiouH  to  stjideiitH  only.  All  other  conversallon  with 
motornicn  while  car  is  in  motion  Ik  forbidden. 

7.  Run  on  Time. —  Cars  niust  never  be  run  ahead  of  Kcliedule 
time,  but  must  pasx  lime  |HiintH  and  leave  lerminals  promptly 
on  time,  unlesM  unavoidably  delayed. 

8.  Railroad  CroHHingH. —  Cars  niUHt  Im-  brought  lo  a  full  Htop, 
at  u  Hafe  dlHlance,  npproacliliig  Kicaiii  railroad  i-roKsiiigH  at  griule. 
and  motormiMi  niiiNt  not  priM'ced  until  roniluitor  has  gone  ahead 
to  the  center  of  croHHing.  looking  Iwlli  ways,  and  given  the  "  f^nne 
ahpad"  dlKiial.  Before  KtartliiK,  (lie  motormau  will  l<K>k  bin-k 
to  i^e  that  DO  pawen^era  ore  getting  on  or  off;  and  In  no  008e 


proceed,  even  after  conductor's  signal,  until  he  has  also  examined 
the  crossing  and  satislied  himself  that  steam  cars  are  not  ap- 
proaching. 

When  there  is  more  than  one  track  the  conductor  must  remain 
lu  advance  of  tiie  car  until  the  last  track  is  reached. 

Where  crossiug  is  protected  by  derail,  interlocking  plant  or 
Uagman  (employed  by  the  compauy)  tills  rule  does  not  apply, 
special  instructions  beiug  issued  to  govern. 

9.  Starting  Cars  After  Blockage. —  In  the  event  of  a  blockade 
of  cars  from  any  cause,  all  cars  in  such  blockade  must  not  be 
started  at  one  time,  but  only  singly  and  at  such  intervals  as  will 
not  bunleu  the  feeder  line. 

10.  Reporting  Defects. —  Conductors  and  motormeu  will  re- 
port to  foremau  or  inspector  any  defect  in  car,  track  or  wire 
which  needs  inimediale  alteutiou. 

11.  Hearing  by  SuiK'rintendont. —  A  hearing  will  be  given  by 
the  superintendent  to  every  employe  who  desires  to  complain. 
Reports  or  s\iggestions  for  tlie  betterment  of  the  service  will  al- 
ways receive  consideration. 

RULES  EOR  CONDUCTORS. 

12.  Be  on  Rear  Platform. —  Remain  ou  rear  platform  wheu  not 
collecting  fares,  keeping  a  lookout  for  persons  desiring  to  board 
car. 

iKeep  careful  watch  of  passengers  to  observe  requests  to  stop 
car. 

When  stops  are  made  at  principal  streets,  places  of  amuse- 
meut,  churches,  or  at  any  point  where  a  cousidorable  number 
uf  passengers  enter  or  leave  the  car,  couductors  must  be  on  rear 
platform  until  such  point  is  passed. 

13.  Anuouncenienls. —  .\nnounce  distinctly  the  names  of 
streets,  iiublir  phu'cs  and  transfer  points  wlicii  Miipniai'liiiig  the 
same. 

14.  Removing  Trolley. —  Do  not  remove  trolley  from  wire  al 
cud  of  run,  or  elsewhere  at  night,  until  passeugers  have  aliglited 
from  car. 

15.  Route  Signs. —  See  that  route  signs  are  prop(>rly  displayed 
on  each  half  trip. 

111.  Carrying  Packages. — •  Passengers  must  not  be  allowed  to 
carry  bulky  or  dangerous  packages  aboard  cars. 

Do  not  in  any  way  take  possession  of,  or  assume  responsibility 
for,  auy  package  which  a  passenger  may  bring  upon  the  car, 
excepting  such  articles  as  are  to  be  turned  into  the  Ixist  Article 
Department. 

17.  Watching  the  Trolley. —  Keep  your  hand  upon  the  trolley 
rope  when  passing  over  switches,  crossings,  or  going  around 
curves.  Should  the  trolley  leave  the  wire,  the  conductor  must 
at  once  pull  down  the  trolley  and  signal  the  motormau  lo  stop. 
.\fter  the  car  has  slopped  replace  the  trolley  on  the  wire,  look 
around  and  through  the  car  anil  see  if  any  persons  are  boarding 
or  leaving  same;  ring  two  bells  for  the  molornian  to  start.  See 
that  passengers  keep  their  hands  off  the  trolley  rope. 

18.  Keeping  dales  Closed. —  l""ronl  and  rear  gales  on  closed 
cars  on  the  side  between  the  tracks  must  always  be  kept  closed 
and  socurcly  fastened  (when  running  on  the  road).  On  open 
cars  the  guard  chains  and  guard  rails  must  be  kept  fastened  on 
the  side  between  the  tracks.  When  gules  m-  chains  or  tlieir  fas- 
tenings are  broken  or  out  of  onler,  prumpl  report  must  lie  made 
to  foreman,  inspector  or  starter. 

19.  Housing  Caifi. —  When  car  Is  run  in  the  house,  either  day 
or  night,  always  shut  off  lights,  reiiiuve  Irnllcy  froin  the  wire  and 
turn  to  position. 

This  aplillcs  til  roiicis  Imviiig  iivc-i-hc;iil  (nillry.  ready  for  leav- 
ing, aud  turn  up  longitudinal  .seats  of  closed  cars. 

20.  Moving  Forward. —  On  closed  cars,  when  Hiaiiilliig  pas- 
Kongers  crowd  the  rear  door,  rei|uesl  llieiii  lo  "please  step  for- 
ward in  car." 

21.  Sealing  Passengers. —  ■Slandlng  iiasseiigers  should  be  di- 
rected to  vacant  hciiIh,  and  an  effort  made  to  provide  them  with 
HOtttB  where  possible. 

22.  Assisting  PasHengers. —  Elderly  and  feeble  persons,  and 
Women  and  children,  should  be  given  assistance  getting  on  and 
off  car,  when  poHslble. 

2:5.  DogH  In  (Jars.^  No  doga  should  be  allowed  on  n  car  except 
Huch  small  dogs  as  can  be  carried  In  the  laps  of  pnsacngerH. 


704 


DAILY  STREET  RAILWAY  REVIEW. 


[Sekial  No— Vol.  XHI.  No.  8  d. 


Rules  for  Motormen. 

•J4.  Stopiilii):  for  rniWfiimT.s.  -  Krcp  a  ciin'riil  liMikmil  on  Ik.iIi 
»ldi'«  of  tin-  slrei'l  uiiil  hrliiK  llu;  far  to  a  full  hIu|i  for  i-vcry  pi-r 
sou  wlio  HiKlialH.  <'X<-e|>l  llial  wiicii  a  rai-  lia«  .•mislili'iiil'li'  lifad 
way,  Is  ovorrrowiliMl,  ami  aiiotlu-r  rar  follows  witlilii  ll»-  saiuc> 
liliM'k  loi-  :;<K(  fi'cip.  |iaHMi-iii;<'i°s  sliiiiilil  ln'  n-inii'sicil  in  lakr  tlii' 
following  car. 

I'ai-M  will  slop  oh  siKiial  only  at  farlluT  t-orni'i-s.  at  i-ar  utatlonn, 

traiisfiT  points  and  at  iwliits  as  provldiil  In  K|H-rlal  ordi-rs. 

Do  not  stop  ears  so  as  to  block  cross  streets  or  crosswalks. 

•JTi.  t'linrclips  and   Uodpllals.  -  Wlicn  passing'  a  clnu-ch  dnrin),' 

tlio  hours  of  service,  anil,  at  all  times  when  passln);  n  hospital. 

do  not  use  the  cnrrenl  and  do  not  rhiK  the  n»uit.  unless  necessary. 

•J<i.  Iteverslng  Car.  -  NeviT  use  the  reverslnc  li-ver  to  slop  car 

except    to  avoid  a   collision   or   Injuring  a   persi ■  anlinal,  or 

when  the  brake  rlKKln);  Is  lUsahled. 

Ho  not  reverse  the  power  when  the  brake  Is  set,  lint  release  the 
brake  and  reverse  the  power  simultaneously,  and,  when  the  re- 
verse lever  Is  thrown  in  position,  ap|>ly  the  current  one  point  at 
a  lime,  otherwise  the  fuse  will  melt  or  the  breaker  will  release. 
Sand  should  be  used  when  makinii  an  emeriieucy  stop. 

IT.  rasslim;  Cars. —  Ni'ver  run  against  the  switch  point  of 
crossover  when  meeting  a  car,  but  slacken  speed  sulllclently  t'> 
allow  the  car  inovlnn  In  the  opposite  direction  to  pass  before 
strlkiu),'  switch  point. 

This  rule  refers  particularly  to  nil  crossovers  having  switch 
IM>lnts  faclnt;  opposite  to  the  direilion  In  wliicli  the  car  is  moving. 
•J8.  I.eavlnj;  Car.—  Never  leave  plairorm  of  car  without  taking 
controller  handle.  throwluK  off  the  overhead  switch  ami  applyiuf.' 
brake.  He  careful  to  sec  that  the  hands  point  to  the  "  oil"  mark 
before  lakinj:  off  controller  handle. 

•Jih  I'^-onomicai  Use  of  Current.—  In  order  to  effect  an  economi- 
cal use  of  (he  electric  current,  it  is  necessary  tliat  the  continuous 
movements  of  startin;;  and  imreasing  speed  should  be  made 
pradunlly. 

In  stnrtinj;  a  car.  let  it  run  unlii  llic  maximum  speed  of  each 
notch  has  been  obtained  liefore  moviufj  handle  to  tin-  ne\t  notch. 
Do  not  apply  brakes  when  the  current  is  on. 
Do  not  apply  current  when  brakes  are  applied. 
Do  not  allow  the  current  to  remain  on  when  car  is  f,'oiu^'  down 
grade,  or  when  passing  over  section  breakers.     lOndeavor  to  nni 
car  with  the  least  amount  of  current,  allowing  the  car  to  drift 
without  the  use  of  the  current   when   it  can  be  done  without 
falling  behind  time. 

A  great  amount  of  power  can  be  saved  l)y  using  judgment  and 
discretion  in  approaching  stopping  places  and  switches  by  shut- 
ting off  the  power  so  as  to  allow  the  car  to  drift  to  the  stopping 
place  or  switch  without  a  too  vigorous  use  of  the  i>rake. 

.■50.  Throwing  Overhead  Switch.— An  overhead  switch  must 
never  be  thrown  until  iMiwer  is  turned  entirely  off,  except  in  case 
controller  cylinder  fails  to  tinn  w  lien  power  is  on.  It  must  be 
thrown  by  hand  only. 

,'11.  I'ower  off  Line. —  Wlicn  llic  piiwi>r  leaves  the  line,  tlie  con- 
troller must  be  shut  off,  ami  the  overhead  switch  llu'own.  the 
light  switch  turned  on,  and  tliu  car  starte<l  only  when  the  lamps 
Imrn  brightly. 

32.  Kelease  Hrakes  Before  Sto]'. —  When  brakes  are  set  to  make 
a  stoi)  they  shoidd  always  be  released,  or  nearly  so.  Just  before 
the  car  comes  to  a  standstill. 

.■{3.  Water  on  Track.—  When  there  is  water  on  the  track  run 
the  iiir  very  slowly,  drifting  witliout  use  of  ixiwer  whenever 
possible,  otherwi.se  there  is  danger  of  burning  out  the  motors. 

S4.  Saiuled  Kails. —  Never  run  on  freshly  sandetl  rails  with 
brakes  full  on,  e.xcept  to  prevent  an  accident,  as  the  wheels  are 
liable  to  be  flattened  when  this  is  done.  On  cars  provided  with 
sand  boxes,  in  case  of  slljppery  rail,  always  sand  the  track  for  a 
short  distance  before  applying  the  brakes. 

35.  "Spinning"  of  Wheels.— Care  must  be  taken.  p;lrlicularl> 
during  snow  storms,  to  avoid  "  spinning  "  of  the  wheels  with  no 
forward  or  back  movement  of  the  car. 

30.  Do  Not  Slide  Wheels.—  On  a  slippery  rail   do   not  allow 
wheels  to  slide;  as  soon  as  wheels  commence  to  slide  the  brake 
must  be  released  and  reset. 
37.  Do  Not  Oil  tJar. —  Do  not  oil  or  grease  any  part  of  a  car. 


Signals  and  Their  Application. 

The  following  code  of  bell  signals  will  be  used  in  tin-  o|MTa- 
tion  of  cars: 

.'tK.  Hell  .Signals. —  Kroni  inmluilor  to  motorinan,  to  be  given 
on  niolorman's  signal  bell: 

1    Itell        "Stop  at  next  crossing  or  slatlon." 

■J  Hells     -  "  (Jo  ahead." 

;i  Hells       "  .Stop  Inunedlately." 

4  Hells  Civen   when   car  Is  standing --"  Hack  car  slowly." 

Krom  niotormau  to  conductor,  to  be  glvi-ii  on  conductor's  signal 
bell: 

1   Hell  —  "  t'ome  nlu-ad." 

U  Hi'lls —  "  Watch  Ihe  trolley  and  danger  signal  to  the  cou- 
duct<ir." 

;}  Hells  —  "  Set  rear  brake." 

4  Bells  —  Signal  to  conductor  tliat  motorman  ileslrcs  to  back 
the  car. 

5  Bells  —  Warning  —  "Pull  trolley  down  to  root."  This  ap- 
plies to  roads  having  overhead  trolley. 

Whenever  a  car  In  service  Is  stoppe<l,  the  motorinan  will,  as 
soon  as  he  Is  ready  to  go  forward,  give  two  taps  of  the  gong: 
after  which.  If  the  conductor  Is  ready  to  proceed,  he  will  give 
the  regular  "  Oo  ahead  "  signal  —  two  bells. 

The  motorman  will  answer  the  signal  to  stop  from  conductor 
by  one  loud  tiip  of  gong  and  two  loud  taps  of  gong  after  receiv- 
ing the  signal  to  go  ahead.  If  unable  to  proceed  Immediately 
upon  receipt  of  sigmil,  motorman  will  wait  for  anotiier  "  (io 
ahead"  signal  before  starting  the  car. 

When  the  car  is  standing  and  motorman  desires  to  b:ick.  for 
any  reason,  he  will  give  the  conductor  four  bells,  but  must  not 
move  the  car  until  the  conductor  has  answered  with  four  bells 
to  signify  "All  is  clear  behind." 

:«».  Danger  Signals.—  Red  ligiils  or  flags  Indicate  danger,  and 
when  they  are  placetl  alongside  the  trai-k  cars  must  be  run 
slowly  and  with  caution.  When  placed  on  the  track,  cars  must 
come  to  a  full  stop  until  such  signal  is  removed. 

M>.  Signals  Before  I'assing  Obstructions  Near  TYack. —  Before 
passing  any  vehicle  or  olislruclioii  close  to  the  track,  where  pas- 
sengers or  conductor  are  liable  to  be  iiijurwl  while  standing  (Ui 
the  step  of  an  open  car.  motorman  must  give  two  taps  of  signal 
bell  as  warning,  reduce  speed,  and  assure  himself  that  all  is  clear 
before  proceeding. 

41.  Starting. — •  Motorman  must  never  move  car  (whether 
stopped  on  signal  or  for  any  other  riNison)  without  signal  from 
conductor,  and  tlien  only  when  assured  that  no  one  Is  getting  on 
or  off  front  platform. 

Conductor  must  never  give  signal  to  start  when  passengers  are 
getting  on  or  off. 

Conductor  must  never  give  signal  to  back  a  car  mdess  he  is  on 
rear  pl.-itlorm  and  knows  track  is  clear  behliul  the  car. 

Precautionary  Rules  —  Accidents. 

42.  Safety. —  The  safety  of  jiassengers  is  the  first  cmisideration. 
.Ml  emiiloyes  arc  i-cipiircd  to  exercise  constant  care  to  prevent  in- 
.iury  to  persons  or  jiroperty.  and  in  ail  cases  of  doubt  take  the 
safe  side. 

4;!.  I'ersons  Between  Cars.—  Cars  moving  in  opposite  ilirectlons 
must  not  pass  at  points  where  per.S(Uis  are  standing  l>etween  the 
tra<'ks,  but  must  be  operated  so  as  not  to  occupy  both  tracks  at 
sui-h  points  simultaneously. 

44.  Patrols. —  When  any  police  or  lire  depart mc>nl  vehicle  is 
observe*!  approaching  (from  any  direction)  cars  must  lie  stopped 
until  such  vehi<le  has  passed, 

■m.  Ambulances. — Ambulances  must  be  allowed  the  right  of 
way.  and  when  approaching  or  passing,  cars  must  be  kept  under 
control  to  avoid  collision.  • 

4(;.  Warning  to  I'assengers. —  Conductors  and  motormen  must 
(in  a  polite  way)  endeavor  to  keep  people  from  jumping  on  and 
off  the  cars  while  in  motion. 

If  such  people  attempt  to  get  on  or  off  the  car  while  it  is  in 
motion,  notify  them  i>olitely  to  wait  until  the  car  stops.  If  pas- 
sengers are  leaving  cju'  while  another  car  is  approaching  from  the 
opposite  direction.  luitify  them  politely  to  look  out  for  car  on 
other  track. 

47.  Standing  on  Steps.—  Do  not  permit  any  one  to  stand  On  the 


5TH  Ye-M!,  No.  4— Sept.  5,  1903.] 


DAILY  STREET  RAILWAY  REVIEW. 


705 


steps  or  buffers,  and  never,  under  any  circunistances.  permit  a 
woman  or  child  to  ride  on  the  steps.  The.v  sl\ould  bo  fully  inside 
of  the  car  before  the  signal  is  given  to  start. 

4S.  Leaving  Car.—  When  necessary  for  coiuluclor  to  leave  liis 
oar  he  must  notify  the  niotorman  to  protivt  passengers  and  car. 
Should  passengers  board  oar  during  at>souce  of  conductor,  motor- 
man  will  notify  conductor  of  the  number  and  location  of  such 
passengers  upon  his  return. 

Cars  in  commission  must  not  be  left  unprotected:  either  con- 
ductor or  motorman  always  remaining  in  charge. 

49.  Exercise  Care. —  Motormen  arc  cautioned  to  exercise  great 
care  when  a  vehicle  is  passing  alongside  of  track  ahead  of  car. 
Ring  the  gong  vigorously  .to  attract  the  attention  of  the  person 
driving  as  a  warning  not  to  pull  in  ahead  of  car,  and  run  cau- 
tiously until  the  vehicle  is  passed  in  safety. 

50.  Passing  Cars.—  When  passing  standing  cars  gong  must  In- 
rung  and  car  brought  to  slow  speed. 

51.  Render  Assistance.^ — In  case  of  accident,  however  slight, 
to  persons  or  property  in  connection  with  or  near  any  car.  tlic 
motorman  and  conductor  in  charge  of  the  same  will  render  all 
assistance  necos.sary  and  praoticalile.  In  no  case  will  they  leave 
injnreJl  persons  without  first  having  seen  that  they  are  cared  for. 

'>2.  Medical  .Vttendanoe. —  Motormen  or  conductors  are  di- 
rected not  to  employ  medical  attendance  to  injured  persons,  ex- 
cept for  the  first  visit,  in  cases  of  personal  injury:  nor  will  tliey 
visit  such  persons  at  any  other  time  afterward,  unless  spociallv 
instructed  so  to  do  by  an  officer  of  the  company. 

VS.  Fatal  Accidents. —  In  the  event  of  a  fatal  accident,  it  will 
not  he  necessary  to  blockade  the  line  awaiting  the  arrival  of  tlie 
coroner  or  any  other  official.  If  any  accident  occurs  where  it  is 
impossible  to  carry  the  body  to  a  place  of  shelter  and  security, 
motorman  and  conductor  will  put  the  body  on  the  car  and  con- 
vey It  to  some  suitable  place. 

."M.  Reports  to  be  Full  and  Complete. —  A  full  and  complete 
report  of  every  accident,  no  matter  how  trivial,  and  whether  oc- 
curring on  or  near  the  car,  must  be  made  by  the  conductor.  Ac- 
cidents sometimes  considered  as  not  worth  reporting  are  often 
the  most  serious,  tronblcsorae  and  c.vpensivc. 

Tlie  conductor  will  ol>tain  the  name  and  residence  in  full  of  nil 
witnesses  on  or  near  the  car. 

The  motorman  will  assist  tlie  conductor  in  securing  the  names 
of  witnesses  whenever  practicable,  and  lie  will  be  held  re- 
sponsible for  any  neglect  to  render  assistance. 

In  all  cases  fnll  facts  must  be  obtained  and  stated  in  tlie  re- 
port.<<  as  follows: 

The  date,  exact  time,  exact  place,  run  and  car  nnmlier.  and  tiie 
direction  in  which  the  car  was  moving,  the  nature  of  tlie  acci- 
dent or  collision,  and  the  cause  of  Its  occurrence. 

The  full  name  and  address  of  the  party  injured  or  whose 
vehicle  was  In  collision  ^giving  the  name  of  I>oth  the  driver  and 
the  owner  of  the  vehicle). 

Ascertain  the  extent  of  injuries  or  dnmnge.  if  any.  before  leav- 
ing the  spot. 

In  ease  there  has  been  an  accident  on  the  car.  and  the  con- 
diictorB  change  ahead,  the  conductor  taking  car  on  which  flic 
accident  happened  must  secure  the  names  of  witnesses  as  above. 

In  case  a  person  Is  struck  by  a  car  after  passing  around  flic 
rear  of  a  standing  car.  the  numbers  of  both  cars  must  lie  ob- 
tained, and  both  crews  shall  report  accident. 

If  an  accident  Is  caused  by  any  defect  or  damaged  condition  of 
car.  conductor  must  report  the  same  and  Its  cause. 

.\ccldents  to  employes  will  be  reported  the  same  as  accidents 
to  passengern. 

Any  trouble  or  disturbance  of  a  boisterous  or  quarrelsome 
character  which  occurs  on  a  car.  or  the  ejeclment  of  a  person 
from  n  car.  will  be  reported  as  an  accident. 

."1.  Telephone  Information. —  In  case  of  accident  Involving  per 
•'inal  Injury  or  serious  damage  to  property,  conductor  will  tele 
phone  at  once  to  headquarters,  giving  notice  and  particulars  of 
accident. 

In  case  of  n  blockade,  where  assistance  Is  required  to  get  cars 
moving,  conductor  of  car  first  In  block  must  perforin  this  duty. 
Kxpense  of  telephone  message  will  be  refunded  tiiKin  application 
^f  ofllce.  '        I 

Tin.  Report  Accidents  to  Inspectors, —  Conductors  and  motor- 
men  will  moke  a  verbal  report  to  the  flrirt  Inspector  or  official  of 


the  company  they  meet  of  any  accident,  blockade  or  misliap  of 
any  kind. 

57.  Give  Information  to  Proper  Tersons. —  No  employe  siiall, 
under  any  circunistances,  give  any  information  wliatever  con- 
oorning  any  accident,  delay,  blockade  or  niisliap  of  any  kind  to 
any  person  except  to  a  properly  autliorized  representative  of  tlie 
company. 

itS.  Respoiisihilily  for  Damages. —  Kniployes  will  be  liekl  an- 
swerable for  any  damages  caused  by  their  neglect  or  careless- 
ness or  by  disobedience  of  rules. 

r>0.  Disabled  Cars. —  The  motorman  or  conductor  of  any  dis- 
abled oar,  withdrawn  from  tlie  track,  must  remain  witli  tlie  car 
iiiilil  relieved  by  proper  authority  or  until  oar  reaches  depot. 

Ejectments. 

('■().  Ejectments. —  No  passenger  shall  bo  forcibly  ejected  from 
a  car  for  any  cause  wliatsoever  without  order  of  an  inspector, 
starter  or  official  of  the  company,  unless  the  conduct  of  the 
passenger  is  dangerous  or  grossly  offensive.  In  such  case  the 
ejectment  must  be  made  by  the  conductor  with  the  assistance 
of  tlie  niotorman  after  the  car  has  been  brouglit  to  a  stop,  using 
•■  only  such  force  as  is  sufficient  to  expel  the  offending  passenger 
with  a  rea.sonable  regard  for  his  personal  safety." 

(il.  Refusing  to  Pay  Fare. —  Transfers. —  When  a  passenger  re- 
I'lisos  to  pay  fare  or  presents  a  defective  transfer,  or  ticket,  upon 
whicli,  in  the  judgment  of  tlie  conductor,  the  passenger  is  not 
entitled  to  ride,  the  conductor  must  secure  the  names  of  as  many 
witnesses  to  the  fact  as  is  possible,  wliereupon  the  car  must  be 
stojiped  and  tlie  passenger  requested  to  leave.  If  the  passenger 
fails  111  isimply  with  such  request,  the  facts  of  the  ease  must  be 
brought  to  tlie  attention  of  the  first  insjieator.  starter  or  official 
of  the  company,  wlio  is  met,  and  the  conductor  must  act  accord- 
ing to  instructions  received  from  sucli  inspector,  starter  or 
oflicial.  In  all  cases  the  passenger  must  he  given  the  benotit 
of  any  doubt. 

When  a  pa.ssengcr  wlio  refuses  to  pay  fare,  rcqiiosls  to  be  al- 
lowed to  leave  the  oar.  the  car  iiuist  bo  Kloiipod  and  tlio  iior.son 
permitted  to  aliglit. 

02.  Intoxloalion. —  No  passenger  will  be  ejected  from  a  car  for 
mere  intoxication,  unless  said  passenger  becomes  dangerous  or 
ofronsive;  such  passenger  must  be  then  ejected  witli  great  care 
and  must  be  guided  until  free  from  probable  Injury. 

0.*?.  Stealing  Rides. —  Any  person  caught  stealing  a  ride  on  a 
car  must  never  be  pushed  therefrom  while  it  is  in  motion. 

CA.  Spitting  on  Floor. —  No  passenger  will  be  ejected  from  a 
car  for  spitting  on  tlie  floor.  If  a  passenger  violates  the  rule  of 
law  prohibiting  spitting,  the  conductor  will  call  tlie  attention  of 
the  passenger  to  the  law  prohibiting  such  conduct,  and  endeavor 
to  pi'rsiiade  passenger  to  desist. 

(V).  Cot  Witnesses. —  In  case  of  ejectment,  always  get  names 
of  witnesses,  and  make  report  showing  all  the  circumstances,  the 
same  as  In  case  of  accident. 

C>>\.  Where  to  FJect. —  .\ny  person  cjeolod  from  a  oar  must  be 
put  off  at  a  regular  stopping  place. 

No  passenger  will  bo  put  off  at  a  point  where  likely  to  be  ex- 
posed to  danger. 

must  bo  paid  to  tills  rule  during  bad  and 
lafc  at   niglit.  or  \vlion  a  iiassenger  Is  Intoxl- 


Partlcnlar  altonti 
iiicloinoiit  wonllior. 
•  •.itod. 


Fares  and  Transfers. 

07.  Collection  of  Faros. —  Fares  must  be  collooted  promptly 
after  pas.scnger  has  boarded  car.  Wlien  more  than  one  passenger 
or  parly  hoards  car  at  a  time  the  fares  must  be  rung  up  on  the 
register  In  the  presence  of  the  party  who  paid  It  before  any  more 
fares  are  collected.  Conductor  must  ring  each  fare  from  the 
|ilace  where  he  collects  It.  Thus,  a  fare  paid  Inside  of  car  mtist 
lie  rung  ii|i  from  tlio  Iiisldr.  or  froiii  the  plalform  If  collected 
llioroon. 

O.S.  Change.  Wlioii  ncoossary  to  give  change,  condiicldrs  must 
first  register  faro,  and  Inimedlately  thereafter  give  cluiiigc 

<KI.  Roglsti'r  Rings.  •  Conductors  must  be  ciirofiil  to  sec  Unit 
register  rings  eiioli  faro  and  Unit  dial  shows  It. 

70.  Roglslor  Out  of  Order. —  In  ciiso  the  register  gets  out  of 
order  the  cnndiiotor  must  stop  using  II.  iiiiike  report  of  fares  on 
hack  of  trip  report  or  on  blanks  supplied  for  that  purpose,  and 


ro6 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XIII,  No  8d 


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5TH  Ye.\r,  No.  4— Sept.  s.  iQp,^  1 


DAILY  STREET  RAILWAY  REVIEW. 


707 


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report  the  fact  to  the  first  iuspector  or  starter  met  on  the  roaU, 
and  subsequently  report  to  superinteiideut. 

71.  Trausfei-s  iu  Blockades. —  In  case  any  line  is  blocked,  it  is 
the  desire  of  the  oompauy  to  carry  passengers  to  their  destina- 
tion on  other  lines.  Under  such  circumstances  conductors  of 
parallel  or  intersecting  lines  will  accept  transfer  tickets  accord- 
ingly and  will  issue  a  ttansfer  on  a  transfer  if  necessary.  They 
will  also  accept  transfer  passengers  without  tickets  on  orders 
from  any  inspector  or  authorized  representative  of  the  company, 
making  report  of  same  on  back  of  trip  report. 

71'.  Transfer  Point  Meetings. —  Motormen  and  conductors  will 
be  held  eqiuilly  responsible  for  leaving  a  transfer  point  so  quickly 
as  to  prevent  the  transfer  of  pa.ssengers  from  an  approaching 
car  on  a  connecting  line. 

Interurban  Rules. 
Iu  addition  to  the  rules  hereinbefore  given,  the  following  rules 
will  be  observed  by  crews  of  interurban  cars; 

Definitions. 

Train. —  A  car,  or  more  than  one  car,  coupled  together,  dis- 
playing signals. 

Kegular  Train. —  A  train  represented  on  the  time  table.  It  may 
consist  of  sections. 

Section. —  One  of  two  or  more  trains  running  on  the  same 
M-hedule  displaying  signals  or  for  which  signals  are  displayed. 

Kxtra  train. —  A  train  not  represented  on  tlie  time  table.  It 
may  be  designated  as: 

K.xtra  for  any  extra  train,  except  work  extra. 

Work  Extra. —  For  work  train  extra. 

Superior  Train.— .V  train  having  precedence  over  other  trains; 
a  train  may  be  made  superior  to  another  train  by  KIIJHT, 
CLASS  or  DIUECTION. 

Uight  is  conferred  by  train  order;  CLASS  and  UIUECTION 
Ijy  time  table. 

Right  is  superior  to  CLASS  or  DIRECTION.  DIRECTION  is 
superior  as  between  trains  of  tlie  same  class. 

Note.— SuiJeriority  by  direction  is  limited  to  single  track. 

Train  of  Superior  Right.—  A  train  given  precedence  by  train 
order. 

Train  of  Superior  Class. —  A  train  given  precedence  Ijy  time 
table. 

Train  of  Superioa-  Dlrectiou.—  A  tralu  given  precedence  in  tlie 
direction  specified  in  the  time  table  as  between  trains  of  the 
same  class. 

Note.—  Superiority  by  direction  is  limited  to  single  track. 

Time  Table.— The  autliority  for  the  movement  of  regular 
trains  subject  to  the  rules.  It  contains  the  classified  schedules 
of  trains  with  special  instructions  relating  thereto. 

Schedule.— That  part  of  a  time  table  which  prescribes  the 
class,  direction,  number  and  movement  of  a  regular  train. 

Main  Track.— A  principal  track  upon  whicli  trains  arc  operated 
by  lime  tal)le,  train  orders,  or  by  blo<'k  signals. 

Single  Track. —  A  main  track  upon  wldcli  trains  arc  operated 
in  Ijotli  directions. 

Double  Track.— Two  main  tracks,  uixin  one  of  whlcii  the  cur- 
rent of  trafflc  is  in  a  specilled  direction,  and  upon  the  other  in 
tlie  opposite  direction. 

(Current  of  Trallic— The  dirccliou  in  which  trains  will  move 
on  a  main  track,  under  the  rules. 

Station.  — A  place  designated  on  the  tim<'  table  by  name,  at 
w  hicli  a  train  may  stx)p  for  Irattlc;  or  lo  enter  or  leave  the  main 
hack;  or  from  wbicli  fixed  signals  are  operated. 

Siding.— .\  (rack  auxiliary  lo  the  main  track  for  meeting  or 
passing  trains,  limited  lo  the  distance  l)etwecn  two  adjoining 
Htallons  from  which  train  orders  may  be  received. 

Elxed  Signal.— A  signal  of  fixed  locallon  Indicating  a  condi 
thin  nITeclIng  the  movement  of  a  train. 

Nolo  to  doHnltlon  of  FIx.'d  Signal;  The  dellnlliori  of  a  "  Ki.xed 
Signal"  eoviTK  such  signals  as  slow  boards,  stop  lioiirdH.  yard 
lliiillH,  Bwltch,  train  order,  block.  Interlocking,  seimiphore.  illsk, 
liall,  or  other  means  for  Indicating  stop,  eanllon  or  iiroccc  d. 

Yard.- A  systoni  of  tracks  within  defined  lludls  provided  for 
the  making  up  of  trains,  Htorlng  of  cars,  and  other  purposes, 
over  which  movements  not  authorized  by  time  table,  or  train 
order,  may  U:  made,  subject  to  prescribed  signals  and  regulations. 


708 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No— Vol.  XllI,  No.  8  d. 


I'llut. —  A  poi-Muii  UHlilKiifil  tu  a  (ruin  wlifii  the  uiuturuiiui  ur 
c-<iii>liii-tor,  or  liutli,  iirL-  nut  (iillj'  iiri|uuliiteil  with  tin*  pliyNlciil 
i-harm-lcilrtllr.t,  or  running  ruli-M  of  tli«'  road,  or  imrtlon  of  the 
ruml,  ovor  wlilrh  the  train  In  to  bo  niove<l. 

Rules. 
I  1.^  Kni|ilo,\<'S   wlioNc  ilnlli.s   nia.v    ri'iinln-   Ihi-ni    In  i;lvi-  Hig- 
naU,  iiuiHt  iirovlile  llii-uLselvrd  Willi  the  iirojH'r  a|i|illHneeH,  k«f|> 
I  hem  In  gooil  order  anti  reaily  fur  Innneilhile  nxe. 

1  •_'.— .Moturnieii  will  be  held  reK|>oUKlble  for  the  rare  luid 
|iro|>er  operation  of  the  Kigiial  lamps  and  signals  as  well  as  I  he 
headlight  on  the  front  of  the  ear. 

I 'onilnetora  will  be  held  resiKinslble  for  thf  rare  of  I  he  tail 
lights  and  signals  on  the  rear  of  the  cur. 

.Motormen  will  see  that  tlieir  lai-s  are  pmvidi'd  willi  llie  fol 
lowing  eiinlpmeut,  viz.: 

-  Kegular  Run  Nnmhers. 

2  "Car  Following"  signs. 
1!  "  X  "  signs. 

4  Omiblnation  on  Classilieatlon   Lamps  with  oil. 

t  Headlight. 

1  Ueil  Lantern. 

1   Ued  riag. 

('■onduelors  will  .see  lliat  their  eai"s  are  jirovided  witli  llie  fol- 
lowing eqnlpment,  viz.: 

I    l{e<l  ling  to  Ik-  ennied  on  rear  platform. 

1  Ued  lyimleni  III  sin  h  a  maimer  as  to  be  nviiilablu  for  iiii 
mediate  use. 

l-.'!. —  Signs  of  the  preseiiiied  eolor  must  be  iis<><l  li.v  ila.v.  anil 
lamps  of  the  preseribed  lolor  by  niglil. 

1-4. — -Niglit  silgmils  are  lo  be  displayed  from  sunset  to  sun 
rise.  When  weather  or  oilier  eondilioiis  obscure  d.-iy  signals. 
night  signals  must   be  used  in  addition. 

Visible  Signals. 
I-Ti. —  Color  Sigmils. 
Color.     ludleatloii. 

(a)  lied.     Stop. 

(b)  White,     rroeeed,  anil  for  other  uses  prescrilied  liy  tlie  Utiles. 
lO. —  Uand,  l'"lag,  ami  Lamp  Signals. 

Manner  of  Using.     IiKlieation. 

(a)  Swung  aewss  the  Irark.     Stop.     (See  Figs.  1  and  2.) 

(b)  Kaisiil  ami  lowered  vertically.     I'roeeed.     (See  Figs.  :!  ami  4.1 
(e|  Swung  verliially  in  a  circle  across  the  Iniek.  when  tiie  train 

is  standing.     Back.     (S»'e  I'lgs.  5  and  <>.) 

idi  Swung  vertically  in  a  circle  at  arm's  length  across  tlie  track 
when  till'  train  is  running.  Train  has  parted.  (See  Figs. 
7  and  S.) 
A  Mag.  or  the  hand,  moved  in  any  of  the  directions  above  w  ill 
indicate  the  same  signal  as  given  by  a  lamp,  e-xcejit  the 
"  ("ome  ahead "  signal,  w  hen  used  tlaggiiig  railroad  cross- 
ings, wideh  shall  be  as  provided  for  in  IJule  1  P.  (See  Figs. 
!l.  10,  n  and  12.) 
1-7. —  Any  object  waved   violeiilly   by  any  one  on  or  near  the 

track  is  u  signal  tu  stop. 

Audible  Signals. 

I-S.     Whistle  Signals. 

Note.— The  signals  in-es<Tibe<l  .in-  iiluslrntcil  by  "  n "  for 
short  sounds:  "  —  "  for  longer  sounds.  The  Siumd  of  liic  wiiistle 
should  be  distinct,  Willi  intensity  and  diiralion  proportionate  to 
tlie  ili.stance  signal  is  to  be  conveyed. 

Sound.  Indication, 

(a) Ti-.'iiii    lias    parted.      To    be    rc|ic.'itcil    iiiKll    an 

swi'ied.  as  provided  for  in   Itulel  (I  nil. 

(b) ; Flagman  return  from  west  or  south. 

(ei Flagman  return  fiMiu  east  or  inuili. 

(d)  — o  o  To  call  the  attention  of  trains  of  tlw  same  or 

Infi'rior  liass  to  signals  displayed  for  a   fol 

lo\\iiig  se<'tioii. 

(el o  o  .\pproachiiig  public  crossings  at  grade. 

(f|  o  o  All  answer  to  any  signal  (except  train  partedi. 

(g)  o  o  o  o  Molorman's  call   for  signals   fnuii  switcliteiid 

ers.  watebmcn.  trainmen  and  others, 
(h)  Approaching   stations,   junctions   and   railroad 

crossings  at  grade. 


A  succpsslou  of  short  Bounds  of  the  wiilstlo  Is  an  alarm  fur 
persons  ur  cattle  on  the  track,  anil  calls  the  attention  of  Iraliinieii 
to  danger  ahead. 

I-ii.  In  addllion  to  the  inslructioiis  coiilalni'd  in  Itiile  !l,  which 
iijiply  while  cat's  are  operating  over  city  lines,  eondiictors  when 
Magging  railroad  crossings  will  use  rinl  lantern  at  night  and  red 
tliig   by   day:    bolli   ill    manner   prescribed    in    Kiile    lli.      The  red 

Hag  to  I arrled,  rolled  up.  under  riglit    arm,  and  used    only  ns  n 

signal  (hat  crossing  is  not  clear  and  train  may  not  proceed. 

I  111.  The  headlight  will  be  displayed  to  the  front  of  every  train 
liy  night. 

1-11.  All  regular  trains  will  display  on  outside  of  front  and 
rear  dash  In  place  provided  a  red  sign  with  ili'slgnatiiig  run 
number  signals  lliereon  by  day,  and,  in  addition,  a  risl  signal 
light  liy  niglit. 

1-12.  Facli  seiiion  of  a  (rain,  except  the  last,  will  display  on 
Hillside  of  front  and  rear  dash  in  places  jirovided,  In  addition  to 
its  red  dash  signs  and  its  risl  signal  lights,  a  green  sign  with  (lie 
words  OAK  FOLLOWING  tlK'ri'on  by  day,  and  a  green  signal 
light  nt  night 

I-i;{.  Kxtra  trains  will  display  on  outside  of  front  and  rear 
<l«sh  In  place  provided  a  wiiite  sign  with  black  "  X  "  thereon  by 
day.  and.  in  addition,  a  wiiite  signal  light  at  night. 

.\ii  extra  train  at  night  will  display  on  outside  of  rear  dash 
ill  place  pri>\idci1,  in  adililinii  to  Its  other  signals,  a  red  signal 
liu'lit. 

Use  of  Signals. 

1-14.  A  signal  lni|ierfectly  displayed  or  the  ab.sencc  of  a  signal 
al  a  place  wiiere  a  signal  is  usually  shown,  must  be  regarded 
as  a  stop  signal,  and  the  fact  rejiurted  to  the  dlspalcher. 

1-1.").  The  gong  must  lie  rung  on  apiiroacliiiig  every  public  road 
crossing  and  until  it  is  passed;  and  tiie  wiiistle  must  be  sounded 
1.(10(1  feet   from  the  crossing. 

I-Ki.  The  unnecessary  use  of  either  the  whistle  or  the  bell  is 
pi'oiiiiiited.  They  will  be  used  only  as  prescribed  by  rule  or  law, 
or  1(1  iireveiit  ai'chleiit. 

1  IT.  Watclimen  stationed  .-it  public  road  ami  slicet  crossings 
iiiiist  use  red  signals  only  wlieli  necessary  to  stop  trains. 

1-18.  Express  trains,  work  trains  and  extras  must  keep  out  of 
the  way  of  a  regular,  and  clear  its  time  at  least  five  minutes. 

I-l!>.  .\  train  failing  to  clear  the  main  track  by  the  time  rc- 
cliiireil  by  rule,  must  be  protiiicd  as  prescrilied  by  Rule  No.  1-2;}. 

1-2(1.  I'liless  some  form  of  bloiiv  signals  is  used,  cars  must  keep 
.It  least  one  mile  apart,  when  running  at  speed. 

1-21.  Work  extras  will  be  assigned  working  limits.  Witliiu 
lliese  limits  such  trains  must  move  w  Itli  the  current  of  tratlic. 

1-22.  Trains  must  approach  the  end  of  double  track,  and  junc- 
tions, prejiarcd  to  stop. 

I  2:f.  When  a  train  stojis  or  is  delayi'<l,  under  circumstances  in 
which  it  may  be  overtaken  b.v  another  train  the  conductor  must 
go  back  immediately  with  stop  signals  a  snfficient  distance  to  In- 
sure full  protection.    AVIien  recalled  he  may  return  to  his  car. 

Tlie  front  of  a  train  must  be  protected  in  the  same  wa.v  when 
necessary. 

1-24.  Switches  must  be  left  in  proper  position  after  having 
been  used.  Condm  tors  arc  responsible  for  the  position  of  the 
switches  used  b\'  liu-iu,  I'xci'iit  where  switiii  tenders  ar«'  sta- 
tioned. 

I-2ri.  r.i'lli  coiidudors  ami  moturmen  are  responsilde  for  the 
safety  of  tlielr  trains  and.  under  coudillons  not  provided  for  by 
the  rules,  must  take  every  precaution  for  tlielr  protection. 

l-2(!.  In  all  cases  of  douiit  and  uncertainly  the  safe  course  must 
be  l.ikeii  to  guard  against  accident. 

1-27.  When  a  train  crosses  over  lo,  or  obstructs  llie  other  track, 
unless  otherwise  provided,  it  must  first  be  protected  as  prescrlbeil 
b.v  Rule  1-2,'t  in  both  directions  on  that  track. 

I^.**.  Trains  must  use  caution  in  passing  a  train  receiving  or 
discliarging  passengers,  and  must  not  pass  between  it  and  the 
lilatforni  at  which  the  passengers  are  lieing  receiveil  or  dis- 
cliaiged. 

E.   (i.  CONNETTE, 

T.    E.    MITTEN. 

W.    K.    lf.\RltINf;TON, 

itdi'.T.  .\i. crr.i.fxui. 

tloniniittee. 


5rH  Year,  No.  4— Sei-t.  5,  uw,?  1 


DAILY  STREET  RAILWAY  REVIEW. 


ruo 


TAYLOR   TRUCK  CO. 


LATE   REGISTRATIONS. 


Tlio  Taylor  Tru<  k  I'o.  iiiaiio  a  jiixmI  i-xliiliit,  whii'li  omluacod 
seven  styles  of  taMirks  made  liy  it.  The  many  merits  of  these 
iriu'ks  were  earefnll.v  detailed  to  iiuiuiriiis  visitors  liy  .lolui 
Taylor,  F.  M.  NielioU.  G.  A.  Tupper  and  T.  Thome. 

»  ». »? 
STANDARD  AUTOMATIC  LUBRICATOR. 


The  Standard  .\iitoniatie  I.ulirieator  Co..  of  I'liiladelidiia.  ex- 
liil>ite<1  its  device  in  whieh  oil  is  fed  from  a  reservoir  to  the  top 
and  sides  of  the  journal  and  liearinjrs.  No  change  is  necessary 
in  the  journal  ho.xes  and  no  dust  suard  is  required,  as  the  lu- 
bricator is  dustproof.  It  was  stated  that  by  actual  test  a  mileage 
of  .SS.OOO  miles  had  been  obtaineil  at  a  cost  of  15  cents  for  a 
double  truck  car.  based  on  oil  at  10  cent.s  a  jrallon.  The  com- 
pany is  representiHl  by  John  I".  Durkiu  and  .1.  B.  Klrkl>ride. 

A   WORLD'S   FAIR   SOUVENIR. 


In  aildilion  to  its  comiirehensive  exliibit  tlii>  Security  Itefjistcr 
Co.,  of  St.  Louis,  provided  a  souvenir  of  unusual  attractiveness, 
it  being  an  album  treating  of  the  World's  Fair  at  St.  Louis  in 
lOlH,  and  containing  many  beautiful  engravings  and  short  pen 
sketches  of  the  conung  Exposition.  The  idea  was  that  of  Giles 
S.  .VUison.  the  well-known  New  York  supply  man,  whose  nam<' 
is  synonymous  with  "' Security"  registers.  TIic  e.^cliiliit  was 
further  cared  for  by  H.  K.  IKinecker  and  1>.  .1.   I'ilili. 

COIN  COUNTING  MACHINE. 


'I'hi'  .Nalii>nal  Coin  Counting  Machine  Co's.  exliiliil  alliacieil  an 
unusual  amount  of  aitention.  It  sliowed  one  of  its  aiiloiii.itii' 
maehine.s  for  counting  and  wra|>ping  siiecie.  lOach  <oin  is  ad- 
vanced separately,  registered  and  assemlded  in  a  row  Willi  tlie 
othe|-s.  ready  to  be  transferred  to  the  wnipiiing  device  liefiirc 
the  next  coin  is  handled.  Twenty  coins  of  the  second  linndlc 
may  be  counted  while  the  lirst  bundle  is  being  wrapped.  'I'lic 
machine  innnts  at  the  nile  of  three  coins  a  secoml,  or  I81)  .1 
ndniite.     It    is   a<-curate,   also. 

H  m  •? 

NEW  AUTOMATIC  SWITCH. 


The  Keefi'r  Car  Switch  Co..  of  .Mbany,  showed  an  antom.ilic 
switch  which  it  h;is  rei-i-nlly  place<i  upon  the  market  ami 
which  Iiiiiks  to  be  a  meritcirioiis  device.  It  is  opi'raled  rniiii  llic 
•  ■ar  without  stoiiping  the  vehicle,  thus  dispensing  with  swililiiiicn 
and  saving  time.  It  consists  esseiilially  of  a  bi-il  jilate  .iiiil  a 
Kinfting  block  pivoted  thereon,  the  shifting  block  being  .'iilaplcd 
to  engage  with  a  eross-liar  running  in  a  gmove.  A  lever  carry- 
ing a  shoe  at  llie  lower  end  is  alta<-he<l  to  lh<'  car.  When  lids 
lever  Is  in  its  normal  position  the  shoe  is  not  in  contact  Willi 
the  shifting  bloi-k.  but  on  pri-ssing  down  the  [ilunger  wliiili 
projeelK  tliroiigli  the  car  platform  the  shoe  is  broughl  in  icm 
tact  with  the  shifling  block,  which  in  tlUTi  engages  with  the 
cross-bar  In  the  groove,  thus  throwing  the  switch.  The  ear 
plnlform  is  not  alTeded  by  wri'iiching  or  olherwise  by  the  opera- 
tion i.f  switching.  The  switch  lies  entirely  on  llie  surface,  re- 
•luires  no  weights  or  (lelic.ale  adjust  mcnis,  no  conneclion  with 
drain  or  sewer  and  may  be  allailicd  to  any  switch  point  In 
use, 

.1.   W.    Keefer.    prcsidcid    "I'    IIm-   i-ompaify.    pcrsuiially    sn|icriii 
li'nded    the  exhibit. 

IP  f  » 

William  It.  .Mc\'lcker.  lie-  popular  second  vlci-presidenl  ami 
eiixtiTn  manager  of  the  Dearborn  Krug  Ai  f'hendejil  Wru-ks.  was 
kept  liHsy  dlspensltig  KoiivelHrs  and  gmid   felliiwship,  as  iiKiial. 

KKK 

Itichard  I,.  WidlhaM.  represeiillng  the  .National  Lead  Co.,  ar 
rlve<l  at  till!  convi-nlioii  Thursday. 

The  .VrniBpear  Manufacturing  Co..  of  .New  York,  had  no  exhlbll 
thU  year,  bnt  the  company's  Inleresls  were  ably  i-onscrved  by 
<*.  K.  Freeman,  of  the  New  York  olllce  and  F.  A.  Ituckley,  man- 
nger  of  the  ChlcflKo  branch. 


.\.   S.    K.  .\.   DFl.KtiATKS. 

Alliaiiy,    N.   V.     .1.    W.   .Maclnhisli,   United  'rr.HliuM  Co. 

UnlTaln,  \.  V.  I'.  M.  Wilsuii  and  Kdwai'il  M.-Iionnie,  Inlcr- 
n,-ltio[l,'ll     U;lil\\;l\     Cm. 

Clevelaml.  O.  lleracc  K.  .Viidrcws,  \\-.  (1.  .MrHolc.  F.  U. 
riiillips,   ClevchUKi    lOlcctric    I!y.   Co. 

l)etroit,   .Mich. — \\'aller   .Mower.    Kapid   Itailway   System. 

Glens  Falls,  N.  Y. — F.  H.  Harrington.  M.  P.  McKernon,  S.  K. 
Cochrane,  U.  E.  V;in  Wiiit,  C.  M.  Dicker.  Hudson  Valley  l!y.  Co. 

Hastleton.  Fa.— A.    .Markle.    I.clugh   Traction   Co. 

New  Orleans.  La. — 11.  \.  I^'errandaii.  .New  Orleans  Uailw.ays 
Co. 

New  York — Henry  San<lers(in.  Intcriulian  St.  Ky.  Co. 

Oneida,  N.  Y.— E.  Leland   Hunt.  Oneida   I!y.   Co. 

Schenectady.  N.  Y.— .lanics  F.  llMinillcni,  K.  K.  Harris,  C.  B. 
D;ivis.  Schenecta<ly   My.  Co. 

Utiea.  N.  Y.— A.  W.  Weswall,  Ftica  &  Mohawk  \allry   liy.  Co. 

Wa.shington,  V>.  C. — E.  B.  Blizzard.  George  H.  Harries.  Wash- 
ington By.  &  Elec.  Co. 

MISCELLANEOITS. 
B,-irnes,  G.  Edgar.  Asst.  Se<'y.  A.  S.  U.  A..  Chicago. 
Bowers,  (!.  II.,  I'eckliam  .Mfg,  Co.,  New  York. 
Buckle.v.   F.  A.,   .\rmsiiear  MI'g.   Co.,   Chicago,    111. 
Clark.  Geo.   C,  Adam   (^)ok   Sons,   New  York, 
ensiling.  Chas.  R.,  .Ino,  A,  Koebling  &  Sons  ('o..  'rreiilon,   N.  .1. 
D.-ivis.  'I'lios.,  Wesliuglions  Elec.  &  MI'g.  Co.,  East  I'ittsburg,   I'a. 
l''.'irnli:ini,  W.   B..  Oliiner  Fare  Be.gister  Co.,  Dayton,  O. 
I'reeman,  C.    K.,   .\nnspear   MI'g.  Co.,   New   York. 
Goddard,   Steplicn    H..    Elci'lrii'al    Ui'view,   New    York. 
Gaunt,  H.  H.,  .\.  W.  llnnis  Oil  C,...  „(  I'nividriice.   K.   I.,  Spring- 
Meld,  Mass. 
i;illierl,  Geo.    I''.,    II.    W.   .IdlinsM.-iin  ille   Co..    New    Y.ifk. 
Hyde,    h.    W..    Ingersoll   Conslrm-I  inn    Cn..    I'illslmrg.    I'a. 
Lewis.    II.    E.,    Mayer    &    Englnnd    Cn..    riiiladelpliia.    Fa. 
Haiunicll.    Edward.    Mayer   iV    Englnnd    Co..    I'liil.-idclpliia,    I'a. 
L.iidlaw.    .\.    11..    'I'liirliiin    Eipii]inient    Co..    .New    Vuik. 
Mead.   George   A..   Oliio      Brass   Co.,    Manslield.   O. 
.\lnrphy,    W.    .M.,    Electric    Cable    .Iniiil     >V     .\|i|ili.-i  lire    C<i.,    New 

York. 
0;ikiii:iii.    Henry    I'...    Gonld    Sliiragc    liallcry    Co.,    New    York. 
I'enninglon.    Waller    \'.,    Kegisler    Clei'k.    .\.    S.    Ky.    .\ssii..    Clii 

cago.   111. 
Fries!.   E.    D..   Gener;il    Elec.   Co.,    Sclicnecl.-idy,    N.    V. 
Knssrll.    S..   .Ir..   Crocker  Wli(  elcr   Cii..    I'liiladelpliia.    I'a. 
liiley.   .1.  .1..    I'eckhain    Mfg.   Co..    Kingston.    N.    Y. 
Scliilling.    r.    .1..    Troy    Mallealile    Iron    Cii..    'I'l-oy,    N.    Y. 
Sandersdii.    II.    A..    .Mason    MI'g.    Cn..    Springlielil.    Mass. 
'riionisdii.    G.    I!.,    Weslinglionsc   Cn..    Glens    h'alls.    N.    Y. 
'I'aylor,    Knox.    T;iylor   Iron    >V    Slcc-1    ('(.,.    Iligli    Bridge.    N.   .1. 
Fnderwood.    ('..    Wcstinglionse    lOlcr.   &    .MI'g.    Co..    Bnri'alo,    N.    Y. 
\an  Oudeu.   Frank.   Feckham    Mfg.   Cn..    Kingslon.    N.    >'. 
Willerl.    ^\'.    I''..    lOlec.    .Miilor    >V    lOiiiiipnienI    Cn..    Newark.    N.    .1. 
Wilkinsnii.    II.    W..    I'crkliaiii    .MI'g.    C..,.    Kiiigslmi,    N.    Y. 

LADIES. 

Mrs.   Chas.    I!.   Ciisliiiig.   Trenlon.    N.   .1. 

lOliz.-ilM-tli    Y.    Daly.    Springlield.    .M.-iss. 

Miss    Maud.'    I'cniiigliiii.    Cliic-igo.    111. 

Mrs.    10.    D.    I'liesl,   Sclieni'clady.   N.    Y. 

Mrs.    \V.   G.    McDole.    Clevelanil.   O. 

Mrs.   A.    M.arkle.    Il.-r/.lclnii.    F:i. 

Miss    Markle.    Ila/.lclmi.    I'a. 

Mrs.    II.    .\.    P'crnindan.    Nc-w    Oilrans,    La. 

Mrs.  Iv   l,.-l.iiiil   lliiiil.  < id.-i.   N.   Y. 

•>.  >>.  *!. 

The  Ciinliniioiis  Ball  .iniiil  Cn.  nl'  ,\iiieriia.  of  Newark,  N.  .1., 
was  represeiiled  by  B.  .M.  BaiT.  W.  .\.  Chapman,  S.  F,  McGongli, 
W.  E.  CI:iik.   L.   F.   Braine  and   W.  .1.   Bradley.     The  company   is 

sui-N   a    useful    ineninraiHlnm   I k    fni-   engim'crs,   which    will    be 

si'Ul  In  Ihnse  who  reglslcicil  al  llii'  Imnlli.  nr  In  all  wlm  may  wrlli! 
fur  iiUf. 

Tlie  Slcillnt Mcakia-  Co's.  IrilercMlIng  exhllill  was  hanillcil  by 
.1.  Alberl  Sloni',  presldi'Ul;  H.  E.  Beach  and   K.   W.  llliiinaii. 


710 


DAILY  STREET  RAUAVAY  REVIEW. 


[Serial  No— Vol.  XIII,  No.  8  d. 


The  American  Automatic  Signal 

GIVES    ENTIRE    SATISFACTION 

It    aliDoliiK'ly    pn-vontd    lirail-im   nr    n-iir-i'iiil    riiUisiiiiiH.     WliiMi    nlicvril    Iwn   cars 

runiiiit    iK-riiiiy    any    liltn-k  nr  8i'<tii>n    of    track    at    tbn   »aine   tiiiin.       It    will    not 

[uTinit    tilt'  scttinfT   <if   a   cautionary   or    iM-rmissivc    signal    at    near   i-nil    of    IiUkU 

unless  tlio  (lan^jcr  si),'iial  at  far  cnil  i»  set. 

Inraiulr.st'i'iit  lamps  do  not  form  a  i>art  of  tlu-  main  i-irciiit.  a.s  tltcy  hIioiiIH    not  bo  tlie 

oiilv  visual  indication  <)f  a  sigtial   but  sliouhl    follow  tin*   niovfincnt  of  a   scuiaphrtr*' 

blade,  wliicli  will  niovf  nacli  tiiiii'  Ibe  signal  is  operated,  wbelber  tlir    laiTi|is  burn  or 

not. 

Tbe  Slotting  and  clearing    circuits    are   closed    automatically   anil  wben    the   signal 

ba.s  been  set  at  danger  it  is  Imked  and  lannot  be   cleared    until   the   car   lias    |>u.ssed 

tlirougb  tbe    blcK-k.     It    will    work    only  one    way    wben    two    cars   enter  tbe  bltM-k 

from  botb  ends  at  the  same  time.     It  will  operate   anywberc    iKitwcen    2.'i(l   anil    (KHI 

volts. 

American  Automatic  Switch  ®  Signal  Co.,  84-86  La  Salle  St.,  Chicago 

♦ 

9 

) 

1 

1      "^ 

'-  - 

'D'RECrORS  AN'  RULES." 


.\  few  (Inys  nfterwiirds  I  got  on  No.  S'.l's  car  ami  as  there 
were  several  on  the  platform  I  started  to  enter  tlic  car;  the 
iiiotoirnnn  "plugged  the  switch"  a  little  too  hard  and  the  ac- 
companying lurch  threw  me  back  against  someone  entering  be- 
hind me  who  immediately  clasped  me  violently  around  the  arms 
with  Ibe  result  that  we  both  went  bodily  backwards  itito  tbe 
vestibule  and  —  from  the  sounds  —  pretty  nearly  drove  No.  8!) 
through  the  rear  end.  We  were  untangled  by  adjacent  people 
and  my  rear-guard  turned  out  to  be  a  stout  little  gentleman  of 
about  tifty  who  paid  no  attention  whatever  to  my  apologies  but 
immediately  "  jumped  on  "  No.  80  "  with  both  feet." 

"  What  do  you  lueau  sir  by  c-ursing.  and  what  do  you  mean 
by  giving  the  signal  to  start  before  the  passengers  are  seated 
and  what  do  you  mean  by  allowing  your  motorman  to  jerk  the 
car  in  that  way?" 

No.  89  was  stooping  over,  gathering  up  punch,  transfer.s.  small 
change  and  so  forth  which  our  combined  att.ick  had  squeezed 
out  of  him,  and  I  heard  a  rumbling  mutter  eome  from  between 
his  legs  of  which  the  only  tinderstandalde  part  was  "  I  ain't  run- 
nin'  th'  car! " 

•'  But  you're  in  charge  of  the  running  of  it!  Rule  42  distinctly 
states  that  '  the  conductor  is  In  charge  of  the  running  of  the  car 
and  will  be  held  responsible  for  any  abuse  or  misuse  of  same'  — 
where  is  your  rule-book  sir?" 

"  'f  I  know!  " 

"  What  Is  that?  " 

"  I  don'  know!  " 

"  You  don't  know?  And  rule  No.  7  orders  you  to  carry  it  '  at  all 
times  when  on  duty '  ?    Ito  you  consider  yourself  on  duty  now?  •' 

"  Mark't  St!    Change  f'r  th'  Avenoo  east  an'  west!" 

"  Answer  my  question  sir?  " 

"  M-a-a-a-rk't  Street!!     Change  f'reastanwest!!!  " 

"  Answer  —  " 

"  Stand  ter  one  side  please  an'  let  tb'  ladies  out!  " 

"Are  you  going  —  " 

"  Seat  right  over  there  sir,  'gainst  th'  rules  to  stand  when 
there's  empty  .seats!  " 

"  But  I  want  to  know  whether  —  " 

"  'Gainst  th'  rules  to  talk  to  passengers  sir." 

Then  the  stout  gentleman  sat  down  —  literally  boiling,  took 
off  his  hat  and  stuck  his  head  and  arm  out  of  the  window  to 
get  cooled,— a  touch  on  the  shoulder  and  a  loud  "  Fare,  please!" 
made  him  take  his  arm  In,  knock  his  bat  on  the  floor  and  put 
his  foot  on  it  —  all  in  one  movement.  There  was  evidently  no 
rule  to  cover  such  a  case  and  No.  8!)  looked  into  distant  space 
with  such  a  noncommittal  air  that  the  only  revenge  open  to  the 

POSITION    WANTED. 
Wanted,   position   as  General   Manager  or   Superintendent  of 
Electric  Lighting  riant:  10  years'  e.xperience  as  Manager  and 
Superintendent.      Best   of   references.      Address   X,    C/o    Street 
Railway  Review,  39  Cortlandt  St.,  N.  Y.  City. 


lia.sscngcr   was  tlic  prnlTir  of  a   live  ilidbir  bill.      I   saw  No.   S!)'s 
jaw  stifl'en  but  lie  only  said,  "  Smallest  you  got,  sir?" 

The  old  gentleman  nodded  a  lie  and  No.  89  made  a  very  care- 
lul  and  elaboiate  examination  of  tlie  bill,  tirst  on  one  side  and 
I  lien  on  the  otiier,  then  he  carried  it  out  to  the  motorman  .and 
said  something  to  him  and  he  gave  it  a  critical  examination  and 
rclurned  it  with  a  shake  of  his  head.  Then  No.  89  approached 
ids  victim, —  Who  had  been  .squirming  under  these  maneuvres 
and  the  curious  gaze  of  the  otlier  passengers  —  and  said,  in  a 
most  meek  and  concilia torj'  tone, 

•'  \ery  sorry,  mister,  but  this  bill  don't  seem  to  be  just  right 
.'111'  if  you  wanter  ride  an'  ain't  got  no  other  change  I'll  ha'  to 
gel  you  to  ride's  far's  th'  ollicc  with  lue  an'  see  'f  it's  good." 

"  Why  you're  crazy!  'I'lie  bill's  perfectly  good,  I  just  received 
it  from  the  bank!  " 

"  Ves  sir.  But  sometimes  banks  makes  mistakes  an'  if  tills 
wasn't  good  ifd  come  outer  me.  So  if,  as  you  say,  you  ain't  got 
.inytiiin"  smaller  —  " 

■•  (iive  me  (hat  bill!"  and  the  passenger  plunged  his  hand 
into  his  pocket  and  lironght  up  a  handful  of  change,  selected 
five  pennies,  turned  them  over  to  No.  89  in  exchange  for  the 
liill  and  again  thrust  his  head  and  arm  out  of  the  window.  A 
gentle  touch  on  the  shoulder  brought  tliem  inside  again  to  hear 
an  insinuating  voice  say. 

"  Beg  pardon,  sir,  Imt  it's  diiiigcnnis  to  put  your  head  or  arm 
outside  th'  winder." 

The  victim  gasped,  choked  and  spat  and  the  voice  went  on, 

"  'Gainst  th'  reg'lations  'f  th'  Boarderhealth  to  spit  'n  th'  floor!" 

Tills  was  the  last  straw!  The  stout  gentleman  arose,  shouted  — 
rather  than  said  — 

'■  I'll  report  .vou  for  thi.s,  sir!  •'  and  incontinently  fled  off  the  car. 

I  went  out  to  No.  89.  v  ho  was  now  alone  in  the  vestibule,  he 
grinned  amiably  and  said. 

"Guess  I  evened  up  matters  all  right,  all  right,  didn't  I? 
Ain't  no  small  change  due  me,  is  there?" 

"  How  about  his  reporting  .vou?  " 

"  No  fear!  When  he  comes  outer  that  trance  an'  tliinks  how 
many  kinds  of  er  fool  he's  made  'f  hisself  he  won't  report;  'sides, 
I've  got  you  fei'or  witness!  " 

'■  I'mph!  —  Who  is  he?  " 

"  D'rector  o'  th'  road.  Rich  ol'  blokie,  lives  off'n  his  in-come 
an'  ain't  got  nothin'  else  to  do  but  meddle.  Oughter  have  petti- 
coats on  'im! — Say.  you've  been  in  this  business,  what  good  on 
earth  is  d'reetors  'n  a  comp'ny?" 

Tliis  was  a  poser,  so  1  fenced  in  the  Yankee  manner. 

"  Why  do  you  ask?  " 

"  Well,  I  never  seen  no  good'n  d'reetors.  any  place  where  I've 
been.  Look't  this  road,  got  a  No.  1  superintendent,  knows  his 
biz  from  th'  bottom  up.  easy's  'n  old  shoe  'f  you  half-way  try 

~  POSITION    wanted! 

A  master  mechanic  of  20  years'  experience  —  both  mechanical 
and  electrical  work.  Can  furnish  good  references.  Apply  at 
Street  Railway  Review  Booth,  or  address  Street  Railway  Re- 
view,  Chicago,   III. 


jTH  Ve.\r,  No.  4 — Seit.  5,  1903] 


DAILY  STREET  RAILWAY  REVIEW. 


31 


250  K.  W.  Bullock  Railway  Rotary 

BILLOCK 
[LECTRIC  MfO.  CO. 

CINCINNATI,  OtllO 


We  have  a  400  K.  W.  Rotary  on  Exhibition  at  the 
Saratoga  Convention,  Booth  96. 


to  ilu  your  duty,  siniari/s  ii  die  an"  straiglit's  a  string  with  it 
all,  never  no  trouble  with  lueu  or  passengers  when  he  has  his 
way  an"  lie"s  made  this  road  'n  Iess"n  tliree  years  —  made  it  what 
t"i»  outer  what  it's  earnt.  Now  you'd  think  that  boarderd'rect- 
ors"d  let  him  alone,  wouldn"t  you?  Not  they!  l''ns"  thing  wi; 
knows  there's  some  dam  fool  rule  or  reg'Iation  or  order  up  mi 
til'  buirtin  lioard  "by  order  o'  th'  boarderd"reotors '  an'  then 
there's  trouble  with  men  or  passengers  or  somethin'!  Why  don't 
tfeey  let  hiiu  nione,  be  knows  his  biz;  time  enough  to  give  him 
a  eall-dowu  when  he  shows  he  don't!  No,  't  seems  to  nie's  it 
s'soon's  a  man  gets  to  be  a  d'rector  he  wants  to  meddle.  Now 
liHik't  that  ol'  fool  as  jus'  got  off,  there  wan't  no  call  for  him 
t'ai-t  that  way  jus'  t'  show  bis  authority!  Lord  knows  we  get 
enough  from  passengers  'ithout  th'  directors  putlin'  em  up  to 
new  trieks!  Itules'/  (Juess  I  know  th'  rules  better'n  h(^  evei 
will  an'  'f  I  tried  t'  obey  'em  all  I'd  have  more  scraps  than  fares 
by  th'  end  o'  th'  run! 

"Say  —  you  just  orter  see  our  new  rule  book  —  it's  a  peaeli! 
Th'  directors  got  a  notion  some  time  back  as  our  ol'  rule  book 
wasn't  the  cheese  for  th'  road  's  'tis  now  —  an'  I  say,  an'  all  the 
boys  siiys  as  'twas  a  good  rtde-book  an'  had  all  in  it  yon  wanted 
t  carry  out.  But  no  —  th'  d'rectors  had  t'  have  a  new  book  p 
rules  an'  'stead  o'  lettiu'  th'  old  man  get  it  up  they  'pointed  a 
committee  to  do  It,  an'  th'  <-onimittee  —  so  I  hears  —  sent  olT  to 
all  th'  other  roads  "n  lli"  I'nitcd  States  an'  got  their  rule-books 
an'  —  from  th'  looks  o'  things  —  they  put  'em  in  a  bar'l  an' 
clmrned  'eiu  up  an'  took  tlie  iileces  "s  they  come  out  an'  callcMl 
It  a  rule-book!  Why.  wlien  they  was  Issued,  Pete  .Tohnson.  ,-i 
Swede,  what's  been  eonductln'  for  ten  years  —  he's  an  A.  No.  1 
conductor  too, —  th'  best  on  lli'  line  —  lie  reads  it  through  an'  lie 
goes  into  th'  ol'  man  an'  says, 

"  Mr.  Taylor,  are  w<r  e.vpected  to  renieniber,  an'  obey,  an'  en- 
force all  these  rules  or  take  th'  penalties  In  'em?"  (Johnson's 
cddlcatid,  tir  is!  "i     .An'  th'  ol'  man  says,  says  he. 


"  Tliat's  the  order  from  tli'  lio.-irilcrcl'rcctors,  ,Jiilinson."  .\u' 
.Ii)lins(in,  lie  says. 

"Well,  Mr.  Taylor,  1  uni'ss  I'll  ask  I'cr  my  lime.  I'vi'  bi'cn 
'top-car'  r'l'  a  loii^'  timi'  an'  I'd  lialc  In  imhiic  down  Imt  I  can't 
c'llect  fares,  'tend  lo  passengers  an'  carry  unt  tliese  rules,"  he 
says,  "all  't  th'  same  time!  Why,"  he  says,  ""there's  over  lil'ly 
o'  these  rules  tliat  I'd  g("t  discliargeil  under  th"  first  run  I 
made!  " 

"  Wi'll,  tir  ol'  man  tried  to  reason  willi  liim,  Inil  lie  iinil  —  said 
'1'  lie  worked  for  a  comji'uy  lie'd  obey  ih'  rnli's,  'r  quit,  but  th' 
Angel  tiabriel  couldn't  run  a  nnin'  nip  'iilimil  smasliin'  nine- 
tenths  of  'em!     An'  that's  a  fact!" 

"  Well,  how  do  you  and  tlie  others  duV  " 

"  .Just  the  best  we  can,  sir,  's  near  as  lli'  rules  11  Id  ns.  Uiiles 
is  all  riglil,  gut  to  have  'em,  spccial'y  'special  rules'  I'ur  new 
lliiugb  as  come  up  and  safely  rules,  of  course,  but  wiicn  il  comes 
to  rules  telliu'  you  liout  every  move  you've  t'  make  an'  how 
jou've  to  lireathe  an'  such  —  why  it  makes  a  man  feel  's  if  lie'd 
gone  liack  lo  sucUin  milk  oul  'I  a  liolilc." 
"■■  But,  you'\e  got  lo  have  rules  for  the  uew  iiicii." 

"Say  —  who  learns  the  uew  men?  Why,  us  older  men  an' 
111'  inspectors,  an'  the  passengers,  an'  111'  ol'  mau  liisself.  'I'liem's 
111'  ones  as  learns  th'  new  men  their  Iiiz  —  wliy  a  new  man  might 
Uii'iw  th'  rules  so's  lie  c'cl  say  'cm  Imih  lor'ards  and  back  wards 
an'  he  wouldn't  run  a  trip  'illioul  breakin'  liall'  of  em  an'  lialiin' 
his  returns  so's  tliere'd  he  no  head  or  tail  to  il.  I'.iit  yon  let  th' 
ol'  man  give  him  a  few  riniarks.  let  Ih'  inspcclois  piil  liim  onto 
a  lliing  or  Iwo  an'  Ihc  ii  piil  liini  Icarnin'  onio  a  hard  inn  willi 
a  good  mail  t'  iiislrucl  him  an'  if  lie's  liright  an'  wants  to  h>arn 
he'll  be  ready  to  take  an  easy  run  with  a  good  man  with  lilni  on 

111'   other   <'iiil    ImI'.ii'c   lii''(l    liceii   able    lo    I'cail    lliis   'ere   riili'  1 k 

lliroiigli,   I'm   li'llin'  yon!  " 


ALUMINUM 

RAILWAY 

FEEDERS 


Atumlnum  feeders  are  less  than  one- 
half  the  weight  of  copper  feeders  and 
are  of  equal  conductivity  and  strength. 

If  insulated  wire  or  cable  is  required 
high    grade    insulation    is  guaranteed. 

Prices   with    full   information 
furnished  on  application 


AND  ALL  KINDS  OF 


*  The  Piitsburgti  Reduction  Company 
ELECTRICAL  CONDUCTORS  p.ttsburch,  pa. 


82 


DAILY  STREET  RAILWAY  REVIEW. 


[Serial  No.— Vol.  XIII,  No  8  n 


WHICH  IS  SIMPLER  AND  CHEAPER? 


^^ 


THE  OLD  WAV 

Of  Replacing  Handles  on  Register  Rods 

Till-  jift'sfiit  jiractit.''  i"*  I*'  lKi\r  .III  f\r  oi  heir  ;it  'int-  rnd  <>( 
tlir  liaiKtIe  llirouifli  winch  ihi-  nx)  (hiHst-ii.  Ttu- rrMl  ;iii(l  han- 
dle arc  held  in  Tl^^^l^  (V.i  n-latiun  by  niuan*  of  a  hcI  kcti-w.  '1  hi- 
r.ici  Im  that  the  •■>-«•  Kir<'tchf<i  .1  ml  the  iw-t  sc><-w  tu-conii-i^  worn 
or  hiiikrn  (roiii  «.'<>ntiniif<l  liifhteniii^,  anil  tif  coutnc  nitki-H  it 
iiicapaMi*  of  hulillii^'  thi*  haitdli-  rl|fi<l  tm  thr  bar.  ThiH  ni'i;«*hHi- 
tall-*  III*' i>rt>vuliiitf  iif  a  nt-w  hantilc,  anil  the  removal  i>f  thr 
ihr  .»Ii'  om-.  Till-  iinl.v  way  m  ifi-t  .1  now  mn*  nn  is  tn  looKrii  all 
the  hamlli-s  uri  tin-  li:ir,  and  ri'mnvi*  tin*  rod  from  its  bt-arinifH 
and  iiinm-ctionH  with  tin-  retfistt-r.  This  of  cour'»f  in%olv«'S 
CiinHideral>l<*  iroutilr,  niatrrlal  loss  of  tinii',  and  a  (freai  ex- 
IM'iiHe,  3LH   it   taki'H  two    maclianics    five  hours  to  do  the  job. 


THE  NEW  WAY 

Take  a   Wrench  and   an  Oberg  Handle  and    the 
job  IS  done  almost  instantly. 

C.  0.  OBERG  &  CO. 

100  Purchase  St.,  Boston,  Mass. 


■  l.iKiis  Si.'.'     Vi'.s'iii.     lour  liliM-ks  iij)  jot  —  " 

"  An'  aiiotlior  lliliig  —  'siioslu'  wt-  kep'  tlirowlu'  tU"  rules  nt 
tlif  iiassfiigfi-s  saiiiu'.s  1  did  iit  tluit  ol'  d'reflor,  whure'd  we  be'/ 
•  iiid  knows  wu  gel  'uoii);ii  jawiu'  now  wbeu  we  have  to  eall  a 
lia.sseiiger  down  or  do  so'tliiu'  lie  don't  like  —  an'  say  —  what 
makes  peoiile  Juui|i  ou  llie  men  aboiit  tli'  rules';  Anyliody'd  tlilnk 
lo  hear  some  o"  these  people  talk  that  we  made  th'  rules  aii' 
made  'em  just  out  o'  spite  to  suit  the  occasion  —  like  a  lot  o" 
little  kids  at  play,    't  makes  me  tired  —  It  does,  honest! 

"  l.mas  St. Lucent  fsl..' LfCAS  ST..  lady)!  " 

"Well,  I'm  not  deaf!  That's  no  way  to  shout  at  a  lady!  You 
iiiiBlit  give  a  person  time  to  get  up  and  get  off!  No,  I  can  get 
olT  without  any  o'  your  help!  I  do  Ihiuk  this  company  might  get 
gi'iiUeineii  to  run  Its  ears.  I've  a  great  mind  lo  report"  —  and 
liy  lliis  lime  the  <-ar  and  No.  SU  were  out  of  hearing. 

"Have  you  any  rule  in  the  new  I  look  "  —  I  asked,  "to  cover 
siii'li  a  ciLse  as  that'/" 

■•  Xex"  street's  where  you  get  oH',  sir!  "     Clang! 

•>. »;  f. 

TURNING  THE  TABLES. 


At  a  recent  stag  party  a  coterie  of  newspaper  men  were  ex- 
cliauging  some  of  ihat  iunumeraljie  stock  of  anecdotes  whicli  is 
gathered  during  the  ordinary  routine  of  travel  and   work. 

"  Did  you  ever  hear  liow  the  tables  were  turned  on  Seymour'.'  " 
asked  one  of  the  old  sporting  hands.  "  No'/  I  was  working  on 
the  Kiirr.'iio  Courier  at  tlie  time  and  Charlie  Seymour  was  the 
sporiing  lorrespondent  for  the  Ciiicago  Clirouicle.  I  gue-ss  Sey- 
mour was  one  of  the  most  popular  members  of  tlie  reportorial 
craft  at  lliat  time  and  when  the  great  liglit  between  Fitzsim- 
iiioiis  and  Corbett  was  arranged  to  take  place  at  Carson  City, 
.Seymour  was  appointed  to  remain  in  touch  with  the  training 
(|uarters  and  keep  the  Chicago  wires  hot  with  live  stuff  day  by 
day.  The  stuff  he  sent  was  great  and  people  took  the  paper  for 
Charlie's  news  alone.  All  went  well  till  a  week  before  the  light 
and  tlieii  all  communications  <-eased  from  Charlie.  Frantic 
wiring  brought  no  trace  of  his  whereabouts  and  another  man  had 
to  be  engaged  from  Frisco  at  a  pretty  stiff  price  to  take  his 
place. 

"  What  had  hajipened  was  soon  known,  however.  It  appears 
Ihat  Charlie  liad  fallen  in  witli  an  old  college  chum  and  the  two 
of  them  iiad  taken  the  train  to  San  Francisco  and  had  indulged 
in  an  emiless  round  of  festivity  which  effectually  and  literally 
drowned  all  recollections  of  duties  past  and  present.  On  the 
afternoon  of  the  great  light,  .Seymour  and  his  <hum  were  wenil- 
ing  their  erratic  way  ahmg  some  of  the  principal  thoroughfares 
of  the  city  when  their  attention  was  arrested  by  a  huge  bulletin 

board,   the  center  of   attin<ti( f   a   large   and   e.xcited   crowd. 

The  returns  of  the  fight  were  coining  in  round  by  round.  How 
the  fight  could  possibly  take  place  witliout  .Seymour's  presence 
was  the  liasis  of  an  animated  argument  between  the  two  jagged 
ones  for  several  miniiles  as  they  stood  at  one  of  the  Intersec- 


CURTAIN 
FIXTURES 


The    Keeler    "Eccentric"    Fixture    ha.s     no 

cables,   adjusting    or    rela.ining   devices.    Its 

only    be&ring    points    are   pivoted    eccentric 

rolls. 

The     Keeler    "Pinch     Hsvndle"     Fixture     is 

superior   in  action    to  other  fixtures  of    this 

type. 

FEDER.AL   MANUFACTURING   CO. 

R.8Lil\vay    Equipment    Depl. 

Cleveland,    Ohio. 

EASTERN  AGENT    H.  E.  HEELER 
26  Cortlandt  St.    New  York. 


tions  of  the  street  viewing  the  ciianging  of  the  bulletins  with 
growing  sui'iirise.  Tlien  all  the  buildings  went  round  and  round 
and  frantically  grasping  each  other,  the  bewildered  pair  crawled 
on  hands  and  knees  to  tlie  edge  of  tlie  curb.  Seymour  exclaiming 
that  at  last  he  knew  he  hail  got  them  and  got  them  bad.  They 
hailed  a  cab  and  drove  to  the  nearest  Turkish  bath,  and  later 
tliey  emerged  in  a  comparatively  respectable  condition  and  the 
securing  of  an  evening  paper  was  the  lirst  move.  Tlie  liglit  was 
described  in  detail  and  an  amusing  ]iaragrapli  told  how  some 
practical  joker  bad  turned  the  street-car  turntables  beneath 
Seymour  and  his  friend  wliile  tiny  slociil  rcailing  the  returns." 

Mlt.  .III.SOX  .7.  COT.EMAN.  consulting  engineer,  has  removed 
his  ortice  from  :{ri  Nassau  St.  to  .IT  Broadway,  New  York  City. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


SEPTEMBER  20,  1903 


No.  9 


Electric  Railways  of  Budapest. 

Description  of  the  Electric  I'liderground  and  Surface  Railways  and  Power  Plant  Construction 

in  That  City. 


BY  FRANZ  KOSTER. 


In  no  European  city  has  the  development  of  electric  surface  and 
underground  street  railways  been  prosecuted  with  greater  vigor 
than  in  Budapest,  the  capital  of  Hungary,  a  progressive  commercial 
city  of  more  than  a  half  million  inhabitants,  lying  on  both  sides  of 
the  Danube,  one  hundred  and  fifty  miles  east  of  Vienna,  Pest,  on 
the  east   bank  of  the  river,   is  the   more   modern  citv  and  contains 


chains  instead  of  cables;  the  llaviptzolianU  bridge,  named  from  an 
adjacent  custom  house;  the  Schvvurplatz  bridge,  from  a  court  house; 
the  Franz-Joseph  bridge,  with  sub-surface  trolley,  and  two  r.iilway 
bridges;  a  prodigality  of  bridges,  it  would  seem,  judged  l)y  llic 
standard  obtaining  between  New  York  and  Brooklyn. 
The   underground   railway   is   for  the   most  part   under   Andrassy 


ENOI.NK     ItOOM     OK     I'Al.KKY     ST.    rnWICI!    IHHSl';,    IH '  1  i.\  I'lOST. 


the  (jrealer  mflciKC,  Buda  U-inu  the  oUlcr  in  appearance,  more 
piclu^e^(|m■  and  principally  a  cily  ol  residences.  Here  on  July  .io. 
1889,  the  firit  electric  railway  in  Ivumpe  built  in  city  streets  was 
opened  to  the  public,  and  at  the  prc^erll  lime  there  are  in  operation 
in  the  cily  125  miles  of  electric  railways.  Ho  miles  of  overhead  Irolley, 
mostly  in  the  suburbs;  40  miles  of  sub-surface  trolley  and  S  miles 
of  underground  road.  The  cities  are  connected  by  seven  bridges; 
Ihc  Margaret  Bridge,  an  immense  structure  wilh  overhead  trolley ; 
the  Keltcn  or  chain  bridge,  1,240  fl.  long,  a  suspension  bridge  wilh 


street  and  is  in  every  way,  exicpl  as  Id  lenglb,  niilablc.  The  kioskes, 
or  entering  slatiiins,  are  of  great  beanly  ,iiid  .ippiuprialeness,  while 
in  Ihc  subway  itself  ,111  ;i|ipe:il  i-  ni.ule  Ici  llie  sen^e  n{  lie.nily  as 
well  as  to  ulility. 

The  suburban  stations  of  the  surface  roads  are  also  of  well-sUwIied 
design  and  great  beauty,  and  as  much  may  be  said  of  the  cars, 
which  compare  favorably  wilh  those  of  American  construction.  They 
are  .v  ft.  long,  6  fl.  g  in.  wide  and  10  fl.  6  in.  from  rail  to  top  of 
roof.     An  interesting  arrangement  is  that  cif  transverse  seats  on  one 


7i: 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  g. 


Hide  of  tlic  car  and  a  longitudinal  bench  on  tlic  opposite  side,  tlic 
aisle  thus  being  out  of  center.  The  cars  are  mounted  on  double 
swivel  trucks  with  wheels  of  equal  she.  They  are  equipped  with 
two  20-h.  p.  motors,  of  the  Siemens  &  Ilalske  typo. 

The  franchises  arc  divided  between  two  companies,  the  Budapcster 
Kliktrischcn  Stadtkihn-.Xktiengesellschaft  and  the  Budapcster 
Sirasseneiseiiliahn-riescllschaft.  The  first  is  the  older  company  and 
it  purchased  the  franchise  and  equipmetit  of  this  fiudapest  road, 
the  first  electric  suh-surface  trolley  line  constructed  and  put  in 
operation  over  a  city  thoroughfare,  from  Siemens  &  Halske,  of  Ber- 
lin, the  builders.  This  original  line  is  on  Buross  street  and  is  alxiut 
20  miles  in  length. 

Generally  speaking,  the  construction  of  overhead  trolleys  was  de- 
layed by  arbitrary  police   regulations,  as  such  roads  were  consid- 


ihe  water  of  the  Uanubc  being  unliltcd  for  immediate  boiler  use. 
The  power  plant  in  Palfty  street,  which  is  shown  herewith,  develops 
3,800  h.  p.  with  six  horizontal  tandem  engines,  two  of  800  h.  p. 
each,  two  of  700  h.  p.  each  and  the  others  of  400  h.  p.  each.  The 
piston  rods  of  these  engines  extend  through  the  steam  chest  and 
connect  with  the  air  pumps  in  the  cellar  lielow  by  means  of  a  bell 
crank.  Two  dynamos  of  615  kw.  each  and  two  of  500  kw.  each  are 
direct  connected  with  the  large  engines.  The  small  dynamos  of  250 
kw.  each  arc  also  direct  connected  and  make  115  r.  p.  m.  In  the 
i]oiler  house  arc  eight  Babcock  &  Wilcox  Ixiilers,  with  2,800  sq.  ft. 
of  heating  surface  each,  usually  working  under  a  pressure  of  150  lb. 
They  also  use  purified  water.  This  plant  is  fully  supplied  by  two 
water  softening  devices  with  a  capacity  of  i,S50  gallons  per  hour 
each.     The  water  is  taken  out  of  a  pit  at  some  distance  from  the 


BOII.ER   ROOM,    PALFFV    ST.    POWER    H< 


BUDAPEST. 


ered  loo  dangerous.  They  were  perm-.tted  after  experience  had  in 
some  instances  shown  the  ncedlessness  of  this  over-precaution.  Even 
now  the  voltage  is  restricted  by  the  police  to  400  for  sub-surface 
trolleys  and  350  for  overhead  trolleys,  measured  at  the  power  house 

The  second  named  company  began  the  change  from  horse  to  elec- 
tric power  six  years  after  the  first  installation  of  the  experimental 
lines.  Siemens  &  Halske  installed  the  entire  work  for  both  com- 
panies. 

The  entire  125  miles  of  road  is  supplied  by  three  power  houses 
which  are  so  located  that  the  greatest  distance  to  which  power  is 
transmitted  does  not  exceed  10  miles.  .Mtcrnating  current  is  not 
used. 

The  first  plant  in  Gartner  street  has  seven  horizontal  compound 
engines,  with  condensers.  The  plant  has  a  capacity  of  2,800  h.  p. 
and  1,500  kw.,  and  has  13  water  tube  boilers  with  a  total  heating 
surface  of  27,000  sq.  ft.  Both  the  condensation  water  and  the  feed 
water  is  drawn  from  pits  constructed  for  this  purpose.  Before  the 
feed  water  is  used  it  is  chemically  purified  with   soda  and  chalk, 


power  house.  This  pit  is  l6>^  ft.  in  diameter  and  the  bottom  of  il 
is  7  ft.  3  in.  below  the  low  water  mark  of  the  Danube. 

The  boiler  house  of  the  third  plant  in  Uamjanich  street  has  eight 
Babcock  &  Wilco.x  boilers,  each  having  3,260  sq.  ft.  of  heating  sur- 
face. These  boilers  are  arranged  for  superheating  and  are  in  bat- 
icries  of  two,  the  engines  using  this  steam,  as  w-ell  as  those  in  the 
plant  previously  mentioned,  are  arrayed  in  such  a  way  that  the 
heat  of  the  steam  is  not  detrimental  to  the  dynamos.  This  is  done 
l)y  placing  the  low  pressure  cylinder  nearest  the  dynamo.  This  plant 
usually  furnishes  power  for  the  underground  railroad,  and  it  con- 
tains four  horizontal  tandem  engines,  developing  at  no  r.  p.  m.  800 
h.  p.  each.  The  dynamos,  which  are  also  direct  connected,  arc  of  the 
direct-current  type,  each  of  615  kw.  .\ny  surplus  current  is  used  for 
charging  a  storage  battery  for  lighting  the  offices,  the  pow-cr  plants 
and  the  roads.  Space  has  been  left  for  the  installation  of  more  en- 
gines should  it  become  necessary  and  ihe  total  output  of  the  plants 
can  thus  be  increased  to  13.000  h.  p. 

One  feature  of  the  construction  of  the   road  noticeably   diflfercnt 


Sept.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


713 


from  American  construction  is  the  conduit,  the  slot  of 
which  forms  the  groove  of  one  of  the  rails,  the  conductor 
rails  thus  being  directly  beneath  the  flange  of  the  wheels 
instead  of  in  the  middle  of  the  roadway.  This  accom- 
plishes a  considerable  economy  both  as  to  the  amount  of 
material  used  and  the  necessarj-  work  of  construction. 
The  supporting  yokes  are  imbedded  in  a  concrete  mass  25 
in.  high  and  22  in.  wide,  in  the  center  of  which  run  the 
contact  rails  through  a  channel  of  oval  cross-section,  15  in. 
deep,  8  in.  wide  at  the  top  and  1 1  in.  at  the  widest  part.  In 
this  oval  channel  the  contact  rails  of  T-iron  arc  supported 
on  porcelain  insulators  which  are  in  two  parts.  These  are 
fastened  to  the  supporting  yokes  and  are  not  placed  oppo- 
site each  other  but  the  insulator  holding  one  contact  rail 
is  half  way  between  the  insulators  of  the  opposite  rail. 
The  distance  between  insulators  is  11  ft.  One  of  these 
contact  rails  is  negative  and  the  other  positive  and  they  are 
readily  accessible  through  covered  openings,  the  covers  of 
which  are  of  cast  iron  in  the  form  of  basins  or  boxes, 
filled  with  concrete,  rather  than  presenting  a  surface  of 
cast  iron  to  traffic. 

The  faces  of  the  contact  rails  are  i^  in.  apart,  and  the 
current  is  taken  from  them  in  an  interesting  way.  The 
trolley  plow  or  hanger  extending  through  the  slot  between 
the  well  below  the  faces 
of  the  contact  rails  car- 
ries on  each  side  a  shoe, 
which  slides  along  the 
vertical  face  of  the  con- 
tact rail.  These  shoes 
are  hinged  to  the  hanger, 
the  hinge  being  level 
with  the  bottom  of  the 
rails  and  the  shoes  are 
carried  at  an  angle  so 
that  in  a  cross  section 
the  shoes  have  the  ap- 
pearance of  butterfly 
wings  touching  the  rail- 
with   their  tips. 

Each  car  has  oiu 
trolley  apparatus,  though 
in  Berlin  the  cars  are 
supplied  with  two.  The 
construction  of  the  trol- 
ley    trench     under     the 

wheels  is  economical  and  at  switches  has  the  advantage  of  not 
having  to  cross  one  of  the  rails  as  is  necessary  with  the  center 
trench  plan.  When  a  car  reaches  the  suburbs  the  change  to  the 
overhead  trolley  is  made  without  delay,  as  the  trolley  hanger  is 
drawn  out  of  the  slot,   the  wings  coming  together  to  allow  this, 


SKCTION    THROUGH    SUB-SURFACE  CONDUIT. 


I'NDBROROUNn    FlAlt.WAV,    BUDAPBHT. 


STATION    BNTUA.Xri;.    liUlJ.VlE.ST. 

and    the    ovcrliead    trol- 
ley pole   is   swung  up. 

The  supply  cables  are 
laid  outside  the  concrete 
and  are  non-covered. 
The  trench  is  drained  at 
suitable  intervals.  In 
this  road  no  cross  ties 
are  used,  the  rails  rest- 
ing on  the  concrete  and 
being  kept  to  gage  by 
bars  of  iron.  The  max- 
imum gradient  is  i  in 
18,  and  the  minimum 
curve  has  a  65-ft.  radius. 
Little  can  be  said  of  the 
overhead  trolley  line,  as 
its  construction  is  about 
the  same  as  in  this  coun- 
try. The  principal  dif- 
ference is  in  the  manner 
in  which  electricity  is 
taken  from  the  wire 
with  llie  Siemens  & 
Halske  sliding  contact. 
The  trolley  pole  is  a 
loop  of  steel  pipe, 
arnund  which  at  the  top  is  a  channel  with  the  opening  up- 
pirniost.  This  channel  is  filled  vvilli  a  soft  composition 
iiKial,  which  is  replaced  when  it  wears  away,  and  does 
nut  cause  any  considerable  abrasion  of  the  trolley  wire. 
The  device  is  always  in  contact  with  the  trolley  wires, 
while  adjacent  telephone  connnunicalion  is  not  so  much  dis- 
turbed as  where  the  trolley  wheel  is  used.  Further  ad- 
vantages of  this  plan  are  the  absence  of  overhead  frogs  and 
other  incumbrances,  and  the  fewer  number  of  span  wires 
necessary,  giving  a  less  cumbersome  look  to  the  line. 

The  Franz  Joseph  Underground  Railway,  which  takes 
it^  iianie  from  the  beloved  emperor,  who  upon  riding 
llirnugh  il  and  being  asked  if  it  could  be  named  for  him, 
granted  llie  permission,  is  five  miles  long  and  has  eleven 
stations,  including  (he  terminals.  The  maximum  gradient 
is  K  per  cent  and  the  radius  of  llic  smallest  curve  is  l.^o 
ft.  The  tracks  are  standard  gage  and  the  tunnel  is  a 
iImuIjIc  track  one,  the  roof  beams  being  suppurled  by  col- 
iinms  between  the  tracks.  The  side  walls  are  of  concrete 
inasonary,  3.28  ft.  wide  at  the  bottom  and  2.15  ft.  wide  at 
the  lop.  These  walls  were  first  constructed  and  the  bottom 
of  the  tuimel,  which  is  of  concrete,  was  then  laid.  In 
cross  section  this  bottom  shows  four  chamiels  and  three 
ridges,  the  center  ridge  supporting  ihe  roof  columns  and  the 
other  two  ridges  being  in  the  middle  of  the  tracks.     These 


714 


STREET    RAILWAY    REVIEW. 


IVoL.  XIII.  No.  9. 


longitiiiliiial  grooves  arc  led  to  bi-  lilli-il  with  iiiori-  concrclc  when  the 
wix>ughl  iron  lies  arc  laid,  this  double  concrctini;  serving  to  deaden 
noise.  Tlic  roof  beams  arc  bolted  'o  the  center  girders,  but  lie  free 
at  the  ends  on  the  masonry.  The  girders,  snpiMjrtcd  by  the  center 
columns,  IJ  ft.  apart,  arc  13  in.  deep  and  the  beams,  J.28  ft.  apart, 
arc  9,  10  and  11  in.  deep.  No  riveting  was  done  in  the  field  during 
the  progress  of  the  work  in  order  not  to  disturb  the  residents  along 
the  route.  The  tops  of  the  roof  beams  arc  but  a  few  inches  below 
the  surface  of  the  asphalt  street  and  the  tuiuiel  is  waterproof,  being 
of  concrete  at  iHJiloni  and  sides  with  asphalt  pai>er  and  paving  above. 
lUiween  the  roof  l>cams  the  asphalt  is  supixirted  by  concrete  arches. 
The  tunnel  is  20  ft.  wide  and  at  curves  22|  j  ft.  It  is  9  ft.  high, 
from  track  to  roof,  making  a  short  descent  from  the  street.  The 
stations  are  from  10  to  25  ft.  wide  and  from  70  to  100  ft.  long  and 
approach  is  had  on  either  side.  The  tunnel  is  in  a  wide  street  and 
only  occupies  the  sub-surface  on  one  side,  the  other  having  been 
left  open  to  traffic  during  construction.    Current  is  taken  from  a  2-in. 


rail  overhead,  by  a  Siemens  &  Halskc  device  similar  to  that  used 
for  overhead  surface  trolley.  As  the  roofs  of  the  cars  run  quite 
close  to  (he  tuimcl  roof  there  is  no  room  for  a  pole  and  each  motor 
car  is  fitted  with  two  inverted  U-shaped  pipes,  the  tops  of 
which  carry  the  soft  metal,  the  |>oiiits  being  hinged  to  the  sides  of 
the  car.  The  feeder  cable  is  covered  with  iron  and  lead  and  runs 
underground  to  the  first  station.  ]n  the  tunnel  it  is  bare.  Positive 
and  negative  cables  are  laid  so  that  power  can  be  taken  from  either 
of  two  power  houses  or  from  txith,  the  underground  railroad  being 
llu'u  in  parallel  with  the  sub-surface  trolley  street  railroad. 

The  traffic  is  accommodated  ly  single  cars  during  the  lighter 
hours  and  by  trains  of  two  cars  during  the  rush  hours.  They  run 
under  two  minutes  headway  and  a  car  is  not  allowed  to  leave  a 
station  until  the  car  ahead  has  left  the  next  station,  a  block  system 
of  signals  being  provided. 

The  financial  success  of  the  linei  has  been  much  greater  than 
was  anticipated. 


Autumn  Work  in  the  Park. 


HY   W.  K.   PARTRIDGE. 


When  the  season  at  the  amnseniciu  park  closes,  managers  arc 
prone  to  drop  all  thought  of  the  park  and  its  operations  for  the 
year.  The  general  feeling  is  that  the  work  is  done  and  there  may  be 
at  least  three  or  four  months'  work  before  taking  it  up  again.  But 
after  apparatus  is  put  aw.iy,  seats  taken  care  of,  buildings  closed  for 
the  winter,  and  the  usual  shutting  down  of  machinery  and  liuus- 
ing  of  boats,  carriages  and  the  like  nave  been  accomplished,  llicrc 
is  much  work  that  can  profitably  be  done  in  the  park  during  the  fall 
in  preparation  for  the  coming  season,  in  fact,  in  many  electric  rail- 
way parks,  probably  as  nuich  work  can  be  done  in  the  fall  as  at  any 
other  season  of  the  year;  much  of  it  with  less  annoyance  and  less 
inconvenience  to  the  public. 

This  is  the  most  favorable  time  for  many  of  the  gardening  opera- 
tions. With  care  and  a  few  not  very  expensive  pieces  of  apparatus, 
tree  planting  can  be  carried  on  and  the  groinul  prepared  for  spring. 
In  these  days  it  is  not  necessary  to  limit  the  work  to  the  handling  of 
small  trees  with  a  mere  brush  of  foliage  at  the  lop.  Trunks  friini 
six  to  eight  inches  in  diameter  may  be  readily  handled  and  shade  or 
even  groves  provided  ready  made.  Where  any  trouble  has  been 
experienced  from  insects,  this  is  the  season  at  which  the  cocoons  and 
eggs  are  most  readily  reached,  and  the  scraping  of  trunks  and  the 
clearing  of  trees  generally  from  the  eggs  and  cocoons  of  noxious 
insects  can  be  carried  on  to  good  advantage.  .Although  this  is  a 
work  sometimes  put  off  until  spring,  it  frequently  happens  that  the 
spring  work  presses  so  severely  that  it  is  impossible  to  find  the 
time  to  go  over  the  plantation  or  groves  with  sufficient  care. 

Nearly  every  state  in  the  union  has  a  Government  .Agricultural 
experimental  station.  These  stations  will  furnish  special  information 
on  request,  and  from  them  it  is  easy  to  obtain  details  in  regard  to  the 
Ix'st  means  of  combating  the  insects  most  injurious.  It  would  be 
quite  possible  to  give  general  directions  for  the  "Bordeaux"  solu- 
tion and  others  of  well-known  character,  but  local  conditions  vary 
so  greatly  that  such  information  is  hardly  worth  the  space  it  would 
occupy.  Where  one  park  is  finding  trouble  with  one  species  of  in- 
sect, another  one,  not  too  miles  distant,  may  be  troubled  with  some- 
thing altogether  different.  The  experimental  station  will  give  just 
the  information  needed  for  each  locality. 

In  almost  all  the  states  the  stations  issue  bulletins  relating  to  the 
special  conditions  prevailing  in  their  territory.  These  bulletins  and 
the  information  which  they  furnish  are  usually  free  or  are  provided 
at  a  merely  nominal  charge.  Where  intelligent  co-operation  can  be 
had  and  good  use  made  of  information  furnished,  the  stations  usually 
take  a  great  deal  of  pains  to  make  their  investigations  valuable. 
Managers  of  parks  having  any  considerable  area  of  forests  can  afford 
valuable  assistance  to  the  stations  and  at  the  same  time  receive 
equally  valuable  information  in  regard  to  the  preservation  and  in- 
crease of  their  forest  land. 

Tor  almost  every  variety  of  shrub  and  especially  for  evergreens, 
the  fall  of  the  year  is  the  best  time  for  pruning.  In  groves,  the  ice 
storms  of  winter  do  a  great  deal  of  pruning,  but  frequently  in  a 
most  disastrous  manner.     It  is  worth  while  for  the  sake  of  the  life 


and  value  of  shade  trees  and  groves  to  take  out  everything  dead  and 
secure  all  limbs  that  arc  likely  to  break  away  and  injure  the  symme- 
try of  the  trees.  Here  a  word  about  supporting  limbs. — Never  put  a 
band  around  a  growing  tree  at  any  point ;  never  allow  a  wire  guy 
to  be  wrapped  around  a  tree  no  matter  how  many  padding  boards 
or  how  much  soft  protecting  material  may  he  put  under  it.  The 
reason  for  this  is  found  in  the  rapid  growth  of  the  tree  and  the 
choking  results  which  follow.  .An  eye-bolt  put  straight 
through  a  lind)  with  a  fair-sized  washer  on  the  side  opposite  the 
eye  does  no  harm  whatever.  The  guy  wires  may  be  attached  to  these 
eye-lmlts  with  safety  and  branches  secured  permanently  and  safely. 
Where  a  large  tree  has  branching  limbs  liable  to  be  split  from  the 
trunk  by  the  winds,  they  can  he  drawn  together  by  eye-bolts  and 
bars  or  links  connected  by  turn-buckles.  At  the  end  of  summer, 
when  bare  wood  on  the  trees  due  to  scars  or  pruning,  is  perfectly 
dry,  painting  is  valuable  to  prevent  decay.  The  great  loss  of  our 
forest  trees  seems  to  be  because  o£  the  decay  of  wood  from  which 
I  lie  bark  has  been  removed. 

Trees  in  parks  are  peculiarly  liable  to  have  their  bark  injured, 
exposing  the  wood.  If  a  tree  is  given  fair  opportunity,  the  hark  will 
usually  cover  such  scars  and  the  healing  will  be  satisfactory.  Many 
trees,  however,  throw  out  bark  to  cover  wounds  so  slowly  that  the 
wood  beneath  dec.iys  before  the  irjury  is  healed.  Paint,  cement, 
grafting  wax  and  the  like  can  be  successfully  used  to  protect  the 
wood  until  the  bark  again  covers  it.  In  cutting  off  limbs,  the  stump 
remaining  is  a  source  of  danger.  Decay  begins,  and  although  the 
tree  makes  efforts  to  cover  up  the  stump,  the  injury  has  been  done 
and  after  decay  commences  there  is  little  hope  of  saving  the  tree, 
although  years  may  elapse  before  its  final  destruction.  If  the 
wood  is  kept  sound  by  paint  or  otherwise,  the  bark  will  ultimately 
cover  the  wound,  provided  the  limb  is  sawn  off  closely.  Many  of 
the  oaks  push  the  bark  out  and  cover  stumps  projecting  several 
inches.    There  are  few  trees,  however,  so  vigorous  in  this  respect. 

Ihere  are  some  superintendents  who  make  it  a  rule  to  plan  the 
spring  campaign  in  the  fall  and  so  far  as  possible  start  the  work  that 
would  otherwise  he  put  off  until  early  spring.  When  the  results  of 
a  season  are  fresh  in  mind,  the  time  is  especially  favorable  to  make 
them  useful.  Much  of  the  laying  out  of  new  grounds,  and  the  altera- 
tion of  old  can  at  least  be  begun  at  the  close  of  the  season.  The  work 
will  have  the  advantage  of  avoiding  the  rush  just  before  the  open- 
ing. 

A  gentleman  who  has  visited  most  of  the  New  England  parks 
makes  a  suggestion  something  like  this :  "When  people  wish  to 
sec  they  like  to  sit  with  ease.  It  makes  no  difference  whether  it 
be  a  landscape  or  a  boat  race,  they  enjoy  it  better  on  a  comfortable 
seat  than  when  standing."  The  common  fault  with  the  amusement 
parks  and  one  that  causes  much  complaint  is  that  there  are  not  seats 
enough  at  the  right  places.  Where  there  are  water  sports,  everyone 
has  to  stand  and  a  few  only  are  able  to  lean  against  the  rail.  If 
there  are  seats,  they  are  apt  to  be  placed  too  far  away  or  located  so 
that  nothing  can  be  seen  from  them.     If  there  is  a  fine  view  where 


Sept.  jo,  1903.] 


STREET    RAILWAY    REVIEW. 


715 


people  stop  to  admire,  bring  out  your  scats  and  place  thoiu  conven- 
iently. Very  few  parks  have  enough  seats  and  there  is  small  danger 
of  having  too  many. 

One  of  the  cheapest  forms  of  park  decoration  is  the  rustic  shelter 
or  summer  house.  Rustic  work  is  always  attractive.  Where  rustic 
shelters  are  numerous  they  contribute  much  to  the  pleasure  and 
comfort  of  visitors,  and  they  are  so  cheap  that  their  expense  is  not 
an  item  to  be  considered.  The  more  rustic  work  and  the  more  rus- 
tic it  is,  the  better,  excepting  for  scats  and  backs.  Let  the  people 
sit  comfortably  and  admire  the  artistic  value  of  crooked  branches 
and  bark  and  knots  from  a  distance.  Hark  and  knots  are  not  de- 
sirable in  connection  with  one's  anatomy.  One  of  the  advantages 
of  building  rustic  structures  in  the  fall  is  that  the  winter  months 
remove  the  raw  freshness  of  the  carpenter  work. 

One  of  the  subjects  that  can  be  taken  well  care  of  in  the  fall  is 
that  of  the  paths.  Generally  speaking,  these  are  most  exasperating. 
When  they  are  not  wrong  artistically,  they  are  vicious  practically.  A 
path,  primarily,  shoidd  be  a  C(»nif(»rtal)le  way  of  passing  from  one 
point  to  another.  For  purpo.ses  of  beauty,  the  path  is  not  desirable 
even  when  made  winding.  It  is  only  a  little  less  of  an  eyesore  than 
when  straight.  Its  first  requirement  is  a  good  surface  comfortable 
to  walk  upon;  second,  it  should  l>e  well  drained,  so  that  it  cannot  be 
converted  into  a  river  in  case  of  a  shower.  It  ought  to  be  wide 
enough  but  not  too  wide  and  paths  should  never  be  placed  where 
people  do  not  wish  to  walk.  The  Maltese  cross  with  a  flower  bed 
in  the  center  is  one  of  the  favorite  forms  used  by  landscape  garden- 
ers. So  far  as  our  observation  goes,  people  never  willingly  walk  so 
that  their  steps  form  a  Maltese  cross.  A  flower  bed  in  the  cen- 
ter is  always  a  source  of  annoyance.  Now  and  then  some  hoodlum 
will  rush  across  it.  If  the  central  place  is  occupied  by  a  fountain  or 
a  statue  so  much  the  worse  as  the  inconvenience  is  greater. 

In  placing  paths  the  fundamental  idea  should  be  to  give  the  peo- 
ple a  convenient  means  for  going  from  point  to  point.  If  the  crowd 
wears  out  your  lawns  by  crossing  them  or  walking  on  the  edges, 
your  design  is  pretty  sure  to  be  faulty.  Make  the  paths  convenient 
and  people  will  .stay  in  them.  The  tendency  of  the  crowd  is  always 
toward  the  line  of  easiest  travel.  This  tendency  cannot  be  over- 
come except  by  fences.  To  make  a  winding  path  across  a  level  lawn 
and  expect  to  keep  the  people  from  going  in  straight  lines,  shows  a 
lack  of  thought  or  common  sense.  A  flower  bed  in  the  middle  of  a 
path  is  an  invitation  for  its  destruction.  However,  in  laying  out  a 
path  it  is  not  necessary  to  follow  straight  lines.  Crowds  crossing  an 
open   field    usually   produce   beautifully   curved   paths,   provided   the 


field  be  not  absolutely  level.  Now,  in  laying  out  paths  or  walks, 
points  ^>f  interest  can  be  just  as  easily  connecteil  by  easy  simple  curves 
as  by  straight  lines,  and  if  care  in  the  design  of  the  grounds  is 
taken  these  curved  lines  will  be  followed  just  as  readily  as  the 
straight  ones.  To  do  this,  it  is  only  necessary  to  place  an  obstruc- 
tion like  :i  tree  or  a  bank  or  a  pile  of  stones,  so  as  tn  uKike  the  curve 
seem  natmal  and  necessary. 

Where  people  are  passing  constantly  between  two  given  points, 
it  is  an  absurdity  to  place  a  broad,  smooth  lawn  between  them  and 
carry  the  path  around  the  lawn.  The  crowd  will  in  every  case  give 
con.stant  trouble  by  crossing  directly.  The  turf  will  be  destroyed 
and  there  will  always  be  a  disordered  look  about  the  place.  The 
erection  of  a  fence  or  the  putting  up  of  guards  and  signs  may  do 
nnich  towards  keeping  people  away,  but  there  will  always  be  an 
exasperated  feeling  which  is  unnecessary.  On  the  other  hand,  if 
the  lawn  is  raised  in  gentle  swells  so  that  the  path  may  be  made  to 
curve  gently  between  them,  people  will  instinctively  recognize  that 
it  is  easier  to  follow  the  curving  path  than  to  pass  over  the  mounds, 
so  whenever  a  curve  is  desirable,  have  a  reason  for  it,  and  the  easier 
line  will  be  acceptable.  When  paths  are  laid  out  in  this  way,  peo- 
ple keep  off  the  grass  naturally. 

The  Japanese  in  some  of  their  gardens  avoid  the  trampling  of 
grass  at  the  edge  of  the  path  by  sinking  the  path  12  or  14  in.  and 
letting  the  sod  rise  to  make  a  bank,  but  they  avoid  in  such  cases  a 
level  top  above  the  bank.  The  round  edge  is  not  easy  to  walk  on 
and  since  the  path  is  the  best  place,  people  naturally  stick  to  it. 

One  of  the  signs  that  should  not  be  seen  in  a  park  is  "Keep  Off 
the  Grass."  There  is  practically  no  use  for  it,  except  around  a 
llowcr  bed  or  where  there  are  the  so-called  sunken  gardens.  If 
you  have  proper  paths  and  proper  seats,  the  people  will  not  hurt 
your  grass  sufficiently  to  make  it  worth  while  to  annoy  them  with 
a  sign.  In  many  parks  it  is  found  that  when  people  are  allowed  to 
go  freely  everywhere,  the  damage  to  the  grass  becomes  insignificant 
and   unnoticeablc. 

The  comfort  and  freedom  which  is  experienced  by  the  public 
when  allowed  perfect  freedom  in  a  park  greatly  overbalances  the 
annual  cost  of  resodding  the  places  where  the  grass  disappears.  It 
is  an  immense  relief  to  those  whose  feet  are  tired  with  long  walk- 
ing on  hard  pavements  to  stray  upon  the  green  sod.  When  no 
restraint  is  placed  upon  them  they  scatter  widely  and  the  sod  is  less 
worn  than  in  parks  where  every  piece  of  sod  a  foot  square  has  the 
exasperating  sign:  "Keep  Off  the  Grass."  The  wear  is  distributed 
and  no  .spot  suffers  very  much. 


Improvements  at  Detroit. 


The  Detroit  United  Ry.  recently  erected  a  new  car  house  at 
Gratiot  and  Harper  Aves.,  Detroit,  at  the  northern  terminus  of  the 
Michigan,  Harper  and  Gratiot  Ave.  lines,  it  being  also  at  the 
point  of  entrance  into  the  city  of  the  Rapid  Railway  System.  Ad- 
jacent to  the  new  car  house,  which  has  been  in  use  since  August 
iSlh,  a  large  storage  yard  has  been  established,  in  which  cars  will 
be  allowed  to  stand  in  the  open,  instead  of  being  housed  in  car 
l)arns,  it  being  reasoned  that  the  life  of  the  woodwork  of  cars  is 
so  much  longer  than  that  of  the  electrical  equipment  the  additional 
exposure  will  not  make  any  material  difference;  also  that  the 
danger  of  loss  by  fire  will  be  practically  eliminated,  a  desideratum 
that  was  forcibly  emphasized  when  the  Jefferson  Ave.  barn  was 
destroyed  last  December;  and  it  is  further  argued  that  electric  cars 
can  l)C  stored  outdoors  as  well  as  steam  cars.  Both  the  new  car 
house  and  the  storage  yard,  plans  of  which  arc  shown  herewith,  pos- 
sess features  out  of  the  ordinary,  and  each  is  a  home  product,  hav- 
ing l»een  evolved  by  the  company's  engineers,  uniler  the  supervision 
of  Mr.  John  Kcrwin,  superintendent  of  track. 

The  new  car  house,  which  is  two  stories  in  front,  is  170  ft.  long 
and  42  ft.  wide,  and  it  contains  on  the  ground  floor  an  office  and 
an  air  compressor  room,  wash  track  and  pit,  with  provision  for  the 
storage  of  coal,  sand  and  salt.  On  the  second  floor  over  the  office. 
is  a  rof)m  for  conductors  and  molormrn.  The  building  is  fif  brick, 
with  ifi-in.  walH,  the  side  walls  resting  on  slonc  foimdations  4  ft. 
deep.  The  roof  is  of  gravel  and  has  a  pilch  of  alx)Ut  I  in.  per  foot. 
The  office,  which  is  in  the  front  of  the  building,  is  separated  from 
the  entrance  to  the  wash  room  and  pit  by  a  dividing  wall,  as  is  alio 


the  air  compressor  room  at  the  rear  of  the  office.  Windows  have 
been  placed  in  this  partition  to  furnish  additional  light  for  these 
rooms.  All  the  outside  windows  have  4x7  ft.  openings  and  stone 
sills.  The  office  and  air  compressor  room  extend  backward  40  ft. 
to  a  wooden  rear  wall,  which  will  later  be  removed  and  this  pari 
of  the  building  extended  back  to  a  distance  of  80  ft.  The  office 
is  about  20  ft.  wide.  The  two-story  part  of  the  building  is  36  ft. 
high,  while  the  one-story  section  has  a  headroom  of  16  ft. 

The  pit  is  go  ft.  long.  A  feature  of  the  pit  construction  is  in  the 
pockets  which  have  been  recessed  at  various  points  along  the  sides 
of  the  pit,  and  which  serve  the  double  purpose  of  forming  conveni- 
ent receptacles  for  brake  shoes  and  other  parts,  which  may  be  tem- 
porarily removed  from  the  trucks,  and  also  make  excellent  vantage 
points  from  which  to  reach  up  and  work  around  the  outside  of  the 
trucks.  The  pit  is  floored  with  concrete  and  drained  in  accordance 
with  modern  practice.  The  wash  track  is  concreted,  also.  One 
track  only  enters  the  building,  the  wash  track  being  a  spur.  At  the 
rear  of  the  house  the  wash  and  pit  tracks  are  connected  with  the 
first  of  the  car  storage  tracks  in  the  yard,  so  that  a  car  can  be  put 
into  the  house  from  the  yard  without  going  around  to  the  front. 
Old  rails  from  the  Jefferson  Ave.  yard  are  used  inside  the  new  car 
house,  and  the  floor  is  composed  of  common  gravel  from  the 
company's  gravel  pit  with  cement  laid  over  it  and  rolled  to  make  it 
smooth  and  solitl.  Alongside  the  parlilion  between  the  entrance  to 
the  wash  room  and  the  oflire  benches  have  been  placed  for  (he 
convenience  of  inspectors. 

The  pit  and   wash  room  can   be  closed   in   winter  by  means  of 


716 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII.  No.  9 


large  doors  extending  to  ilic  roof,  front  and  rear.  1  hose  iii  front 
arc  wooden  swing  doors  which  rest  their  whole  weight  upon  the 
bottom  hinges,  the  sockets  for  which  are  imbedded  in  cement.  These 
doors  are  balanced  so  nicely  that  a  child  can  swing  them.  The 
rear  doors  slide  either  way,  and  close  on  each  other,  so  that  either 
the  pit  or  wash  track,  or  both,  may  be  closed,  as  desired. 

The  Magann  storage  air-brake  system  has  been  installed  at  this 
car  house  and  both  the  Rapid  Railway  cars  and  those  of  the  Michi- 
gan and  Gratiot  Ave.  lines  of  the  Detroit  United  Ry.  will  take  air 


shown  in  the  accompanying  diagram,  and  it  will  also  be  noticed 
that  the  Y  in  no  way  interferes  with  the  use  of  the  loop.  When 
completed  there  will  be  two  miles  of  track  in  this  yard,  of  which 
'4  mile  has  t)cen  laid.  The  yard  has  a  frontage  of  about  300  ft. 
and  a  depth  of  400  ft.,  and  it  is  designed  to  have  28  storage  tracks, 
llie  work  was  first  ordered  for  lO-ft.  track  centers,  but,  the  size  of 
the  cars  having  increased,  loVj-ft.  centers  were  deemed  necessary, 
room  enough  being  allowed  to  wheel  a  barrow  between  the  cars. 
.■\n  obvious  advantage  of  the  loop  arrangement  is  that  it  avoids  the 


/.5-tf      -  4.        /o 


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PLAN  AND  SIDE  ELEVATION  OF  NEW  CAR  HOUSE. 


from  this  compressor.  The  air  compressor  room  has  been  arranged, 
also,  to  permit  the  installation  of  a  transformer  and  switch-board 
at  some  future  time  for  a  small  sub-station  to  help  feed  the  city 
lines  from  the  interurban  high  tension  service,  if  need  be. 

The  locker  room  upstairs  is  commodious  and  attractive.  In  it 
arc  tables  at  which  the  men  may  read,  write  or  play  games.  There 
are  several  tiers  of  lockers  made  of  southern  pine,  so  constructed 
that  they  may  be  easily  moved  to  permit  cleaning.  There  is  an 
opening  at  the  bottom  of  each  locker  door  and  holes  in  the  back- 
boards  to   insure  ventilation,   and   each   locker   has   a   shelf   at   the 


wearing  out  of  frogs  and  switch  points.  The  Harper  K\t.  line  has 
direct  connection  with  the  storage  yard  at  the  side,  while  the  Michi- 
gan and  Gratiot  Ave.  cars  will  use  the  loop  and  Y,  and  the  Rapid 
Railway  cars  will  use  the  Y.  Aside  from  the  layout  of  the  storage 
tracks  there  is  nothing  unusual  about  them.  Gravel  has  been  used 
to  fill  in  around  the  tracks.  The  company  is  planning  to  build  a 
smaller  storage  yard  at  the  corner  of  Gratiot  and  Superior  Aves., 
where  formerly  stood  the  old  Superior  car  house,  which  has  just 
been  torn  down.  In  fact,  it  is  doubtful  if  the  company  will  ever 
build   another    car   barn,   although,   of   course,    those    now   existing 


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SECTION  AND  PLAN  OK  PIT  TRACK. 


top.  The  toilet  room  is  at  the  rear  of  the  men's  room.  The  ceiling 
and  walls  of  the  locker  room  are  whitened  with  cold  water  paint. 

The  office  and  locker  room  are  heated  by  the  Peter  Smith  system, 
and  heater  coils  also  extend  around  the  walls  of  the  pit  and  wash 
room.  The  heater  is  located  in  a  pit  at  one  end  of  the  air  com- 
pressor room  and  access  is  had  to  it  by  means  of  stairs  leading 
from  the  entrance  to  the  wash  room. 

The  arrangement  of  tracks  in  the  storage  yard  is  such  that  all 
switching  and  moving  of  cars  can  be  done  without  interfering  with 
traffic  on  Gratiot  Ave.,  by  means  of  a  running  loop  and  a  Y,  as 


will  be  continued  in  use,  being  made  as  nearly  fireproof  as  possible 
by  the  introduction  of  fire  walls,  which  work  has  been  going  on  all 
summer. 

The  Detroit  United  Ry.  is  now  rebuilding  about  two  miles  of 
track  on  Woodward  Ave.,  and  on  Jefferson  Ave.,  from  the  junction 
of  those  two  thoroughfares  to  the  Michigan  Central  station.  This 
work  is  of  a  character  that  calls  for  special  mention,  it  being  the 
intention  to  make  it  the  best  electric  roadbed  in  the  world,  and  if 
it  proves  to  be  all  that  is  hoped  for  it  several  miles  more  of  city 
track   will   be   rebuilt   in   like  manner  next   season.     The   portion 


Seft.  20.  1903.] 


STREET    RAILWAY    RK\ll'W. 


717 


IKKANdKMKNT  OK  TKKMINALS  ANL  TKACKS  IN  CAK  STORAllE  VAKO. 


718 


STREET  RAILWAY  REVIEW. 


(Vol..  XIll,  No.  9 


bcints  rebuilt  replaces  track  that  wa>  laid  with  metal  ties  in  1897, 
the  lies  resting  on  a  concrete  foundation  laid  to  a  depth  of  si."; 
inches  below  the  tics,  which  were  indiedded  to  their  full  depth  as 
required  by  the  provisions  of  a  city  ordinance.  This  work  was  fully 
ilescril>ed  in  the  "Review"  for  January.  1H97.  The  concrete  used 
consisted  of  Louisville  eeincnl,  sand  and  crushed  stone.  The  con- 
crete construction  seemed  to  lie  satisfactory,  but  serious  cracks  ap- 
peared,  extending   clear  through   the   concrete   bed.     I(   was    found 


f—  J»-3'--+- 


■     24--0     - 


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FRONT  ELKVATION,  NEW  CAR  HOUSE. 

that  the  ends  of  the  metal  ties  settled,  causing  the  concrete  to 
break  under  the  rail,  while  the  tie  bent  in  the  middle,  thereby  causing 
further  disintegration  of  the  concrete.  Tlicn  it  was  decided  that  in 
all  new  work,  and  in  repairing  old  work,  it  should  be  the  practice 
to  put  in  at  least  i  ft.  of  concrete  under  the  ties  and  to  use  a  good 
quality  of  portland  cement  in  place  of  the  Louisville  mixture.  Con- 
crete ties  were  also  experimented  with.  Now,  however,  there  has 
been  a  return  to  6-in.  white  oak  ties,  carefully  imbedded  and  laid 
but  30  in.  between  centers  and  12  in.  between  centers  at  rail  joints; 
it   is  believed   that  oak   lies,  being   more   resilient   than   metal,   will 


which  is  used  to  pave  lR-tween  and  around  the  tracks.  Asphalt  was 
used  for  paving  between  tracks  at  one  time,  but  the  asphalt  became 
broken  by  wa^on  Iraflic.  so  the  company  obtained  permission  from 


LAP   SroKAl.K    VAKI).   llETROIT  CAR   SHOPS. 

the  city  to  use  brick  instead  ami  that  has  been  found  to  l«;  quite 
satisfactory.  All  concrete  work  is  allowed  to  set  10  days  before  the 
track  is  used. 

The   accompanying   engraving   will    show    the    track   construction 


DIAGRAM  OF  SWITCH  LOCK. 

employed  at  the  present  time.    The  concrete  ntixing  train,  which  was 
described  and  illustrated  in  the  "Review"  for  .August,  is  used  in  this 


COA'C/?£T£-  6  jii  /2  -SS 


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LOA^G/TOO//\/^L    3SCT/OA/  /7S 


ELEVATION  AND  SECTIONS  OF  NEW  TRACK  WORK. 


be  less  likely  to  break  up  the  concrete.  The  rails  used  arc  of  9  in. 
girder  section,  in  lengths  from  64  to  ()^  ft.  and  weigh  about  100  lb. 
per  yard.  The  depth  of  grade  used  is  13  in.,  instead  of  6  in.,  as 
formerly  used,  and  from  the  pavement  to  the  bottom  of  the  foun- 
dation is  21  in.,  including  a  t-iiii  cushion  of  sand  under  the  brick 


work  and  is  eminently  satisfactory,  it  being  possible  to  build  nearly 
two  blocks  of  track  per  day.  In  fact,  so  successful  has  been  this 
mixer  a  new  mixer  has  just  been  built  at  the  track  department 
shops,  which  will  mix  2  cu.  yd.  of  concrete  in  less  than  5  minutes, 
and  will  do  the  work  of  14  men,  the  capacity  being  about  double 


Seit.  m,  1903.] 


STREET  RAILWAY  REVIEW. 


719 


lliat  of  the  old  mixer.  The  track  ilepartmciit  has  Soo  men  on  its 
pay  rolls.  It  has  a  large  shop,  300  .\  150  ft.,  whore  are  made  most 
of  the  special  track  work  as  well  as  numerous  original  devices. 

One  of  the  accompanying  ilhistrations  shows  a  switch  lock  for 
tongue  switches,  which  is  made  at  the  track  department  shops  after 
a  design  furnished  by  Mr.  Kerwin.  This  device  prevents  the 
derailment  of  a  car  by  reason  of  the  front  truck  tipping  the  point 
of  the  switch,  opening  it  slightly  and  allowing  the  rear  truck  to  take 
the  other  track.  The  tongue  will  spring  back  to  the  position  shown 
in  the  sketch,  until  it  is  thrown  beyond  the  dead,  center  point,  when 
it  springs  in  the  opposite  direction  and  is  locked  tight.  The  parts 
are  few  and  simple  and  are  held  in  place  by  studs  and  eyeholes, 
there  being  no  screws  or  nuts.  The  parts  can  he  taken  out  of  the 
bo.x  in  less  than  half  a  minute.  The  box  is  inserted  in  the  ground 
at  the  side  of  the  switch,  the  lop  plate  being  level  with  the  surface. 
Several  of  these  switch  locks  have  been  used  successfully  in  Detroit 
and  also  in  St.  Louis,  where  Mr.  Kerwin  sent  one  to  be  tried  some- 
time ago. 

Mr.  Kerwin  has  devised  a  handy  blue-print  map  showing  the 
layout   of  all   the   lines   controlled   by   the   company,   both   city   and 


and  register  work,  lu  iho  blacksmith  shop  the  company  docs  all  its 
own  babbitting,  there  being  mandrils  for  all  hearings  used.  In  the 
armature  department  between  ,^0  and  40  hoys  arc  employed  at  taping 
f<ir  repair  work,  but  it  is  proposed  to  install  taping  machines  such 
as  are  used  by  the  Chicago  City  Railway  Co.  for  this  work.  Sev- 
eral "Detroit"  machines  are  now  used  for  retaping  field  ctiils. 

In  the  truck  shop  a  lo-ton  air  hoist  has  been  installed  by  the  North- 
ern Knginecring  Works,  to  be  used  in  connection  with  the  Magann 
air  storage  system  for  hoisting  cars  or  trucks.  The  hoist  runs  on  an 
overhead  I-beam  track  extending  Ihe  entire  length  of  the  shop  at 
the  rear.  Smaller  hoists  serve  the  15  tracks  that  enter  the  truck 
shop  from  the  transfer  table  platform.  It  is  possible  to  raise  a 
car,  remove  the  truck  and  put  another  in  place  in  12  minutes.  The 
truck  shop  also  contains  six  65-ft.  pits. 

The  plant  is  divided  into  seven  principal  departments,  with  two 
minor  ones,  each  under  a  foreman,  and  there  are  at  this  time  about 
390  employes. 

The  entire  plain  is  633  ft.  long.  It  coniprises  two  buildings  built 
on  both  sides  of  an  open  area  through  which  a  transfer  table  is 
operated,  serving   the  dififerent   shops   and   the  20  or   more  storage 


Df:TR(lIT  CAK   A.Nlt  KKI'AIK   SHOl'S. 


suburban.  It  is  not  drawn  to  scale,  but  it  is  so  arranged  that  in 
case  of  fire  or  accident  it  can  be  readily  seen  at  a  glance  how  the 
routes  may  be  changed  for  the  time  being  without  seriously  inter- 
fering  with   schedules. 

AI)OUt  a  year  ago  the  Detroit  United  Ry.  purchased  the  old  Pull- 
man repair  shops  located  on  the  block  bounded  by  St.  Anbin  and 
Monroe  Avcs.,  De  Quindre  and  Macomb  Sts.,  of  which  a  general 
description  was  published  in  the  "Daily  Review"  for  Oct.  II,  1902. 
As  shown  by  the  accompanying  plans  these  shops  arc  exceptionally 
well  arranged  and  very  commodious.  The  shops  arc  in  charge  of 
Mr.  Sylvester  Potter,  master  mechanic. 

There  is  now  being  installed  an  alternating-current  transformer 
for  testing  armature  fields  and  coils.  At  present  tests  for  grounds 
are  made  by  Ihe  voltmeter  method  by  means  of  a  portable  tester, 
and  a  milli-vollmelcr  is  used  to  lest  commutator  segments  for  short 
circuit.  As  rapidly  as  possible  all  Ihe  suburban  cars  are  being 
brought  into  the  shops  to  be  repainted  a  wine  color,  which  is  to  be 
the  standard  color  for  suburban  cars  in  the  future,  instead  of  yellow. 
New  signs  have  been  adopted  for  the  inlerurban  cars;  these  arc 
made  of  tin  and  painted  wine  color,  with  silver  tellers.  The  signs 
are  24  x  38  in. 

The  company  makes  and  grinds  paints  at  the  shops. 

All  the  woodworking  machinery  is  run  by  an  electric  motor  made 
from  a  generator  formerly  used  in  Ihe  Antoine  shops.  The  tool 
room  is  caged  in  in  the  machine  shop  and  one  man  does  all  the  drill 


tracks  at  the  north  end  of  the  yards.  These  storage  tracks  arc 
capable  of  accommodating  40  cars,  the  entire  capacity  of  the  shops 
being  115  cars.  There  is  about  $50,000  worth  of  stock  on  hand  at 
all   times. 

.'\n  electric  locomotive  to  be  used  in  shunting  coal  for  the  power 
house  has  just  been  turned  out  at  the  shops.  It  has  a  two-motor 
equipment. 


T(»  Rebuild   Klevatcd  Structure. 


The  Melropolilan  .Street  Railway  Co.,  of  Kansas  City,  has 
awarded  the  contract  for  rebuilding  llial  portion  of  the  elevated 
road  in  that  city,  which  was  wrecked  by  the  Hood  last  June,  to  the 
American  liridge  Co.,  of  New  York,  At  the  same  time  the  Central 
.\vo.  bridge  over  the  Kaw  River  is  to  be  rebuilt.  The  steel  in  the 
new  elevated  structure  will  be  unieh  heavier  than  before.  Each 
cnlunui  will  rest  on  a  cement  foundation  and  will  be  securely  an- 
chored.    Plate  girders  will  be  used  in  the  reconstruction. 

The  route  of  the  elevated  road  will  be  about  Ihe  same  as  before 
Ihe  flood.  The  only  difference  will  be  at  Central  Ave,,  west  of 
Rivervicw  in  Kansas  Cily,  Kan.,  where  instead  of  making  a  curve 
north  of  Central  Ave.  to  Rivervicw  station  it  will  run  straight  west 
on  Central  Ave.  to  a  jioint  a  block  west  of  Rivervicw  and  then 
turn  back  to  the  old  course. 


Cleveland  Electric  Depot  (](). 


Ill  tlic  "Review"  for  Ai>ril,  igoo,  (Vol.  X,  p.  199)  was  a  some- 
what extended  description  of  the  method  of  handling  freight  and 
express  that  had  been  adopted  by  the  electric  railways  of  Cleveland, 
with  illustrations  of  scenes  in  front  of  the  headquarters  of  the 
Electric  Package  Co.  which  at  that  time  were  in  a  storeroom,  no 
loading    platforms    other   than    the    sidewalk   hoing    used.      At   that 


Eastern  R.  R.,  the  Northern  Ohio  Traction  &  Light  Co.,  the  Lake 
Shore  Electric  Railway  Co.,  the  Eastern  Ohio  Traction  Co.,  and 
the  Cleveland  &  Southwestern  Traction  Co.  By  reason  of  the  con- 
solidation of  the  Cleveland  City  with  the  Cleveland  Electric  Ry. 
the  latter  now  owns  two-sevenths  of  the  Depot  company  slock. 
A    site    was   secured   convenient    to   the   business    district   of   the 


KREK.HT  ST.VTION.  ELKCTRIC  DKl'OT  CO..  CLEVELAND. 


time  the  roads  interested  in  the  freight  and  express  business  in 
Cleveland  were  the  Lorain  &  Clevclaiul.  the  Cleveland,  Bcrea,  Elyria 
&  Oberlin,  the  Northern  Ohio  Traclioii,  ami  the  Cleveland,  Paincs- 
ville  &  Eastern. 

Since   1900  this  business  in   Cleveland  has  developed   rapidly  and 
some   time   ago   it    became   apparent    'hat    better  terminal    facilities 


city  and  the  Electric  Depot  Co.  erected  a  station  which  has  been 
leased  to  the  Electric  Package  Co.  The  freight  station,  as  will  be 
seen  by  reference  to  the  accompanying  plans,  is  239  ft.  long  by  25 
ft.  wide,  and  is  one  story  high  ;  at  the  front  end  is  a  two-story  struc- 
ture 28  ft.  square  used  for  office  pmposes;  the  whole  is  of  brick. 
The  building  lot  extends  the  full  width  of  a  block,  so  that  the  station 


Ffi^ 


I. 


/7/?S  T TLOOf!  Pi. /If/ 
STATION  OF  ELECTRIC  DEPOT  CO.,  CLEVEL.VND. 


were  required  by   the   Electric   Package  Co.,   which   conducts  this 
business  for  the  railway  companies. 

Some  time  ago  the  Electric  Depot  Co.  was  organized,  the  capital 
stock  of  this  company  being  distributed  equally  among  the  Cleveland 
Electric  Ry.,  the  Cleveland   City  Ky.,  the   Cleveland,   Painesvillc  & 


is  easy  of  access.     On  the  receiving  side,  which  has  no  platform,  is 
a  driveway  for  wagons. 

At  tlic  opposite  side  is  a  7  ft.  6  in.  platform  protected  by  a  pro- 
jecting roof  as  shown  in  the  sectional  view.  The  railway  track  is 
alongside  this  platform  and  additional  tracks  are  provided   for  the 


Seit.  X).  190J.] 


STREET  RAILWAY  REVIEW. 


U'Hilxjrary  use  by  cars  that  cannot  be  acconiinodatcd  at  the  platform 
track.  The  floor  of  the  station  is  given  a  slight  slope  from  the  re- 
ceiving to  the  platform  side  to  facilitate  the  transfer  of  heavy  pack- 
ages across  the  building.  The  doors,  S  ft.  wide,  are  placed  at  inter- 
vals of  about  23  ft.,  between  centers,  and  are  all  of  the  rolling  steel 
type.  The  building  was  designed  by  Searles  &  Hirsh,  architects. 
Electric  Bldg.,  Cleveland,  to  whom  we  are  indebted  for  the  draw- 
ings reproduced  herewith. 

It  is  confidently  e.xpected  that  the  improved  facilities  for  handling 
express  matter  will  result  in  a  marked  increase  in  the  business. 


INTERIOR  OF  FREIGHT  HOUSE. 

The  new  depot  was  formally  opened  Saturday  evening,  ■\ugust 
29lh,  with  a  banquet  at  which  about  80  traction  and  electric  pack- 
age managers  and  employes  were  present.  B.  Mahler,  president  of 
the  Electric  Depot  Co.,  and  general  manager  of  the  Electric  Pack- 
age Co.,  acted  as  toastmastcr.  F.  T.  Pomeroy.  of  the  Cleveland  & 
Southwestern  Traction  Co.,  spoke  on  "The  Necessity  of  Electric 
Package  Employes  Co-operating  with  the  Employes  of  the  Trac- 
tion Companies".  C.  A.  Kenworthy  superintendent  of  the  Electric 
Package  Co.,  spoke  on  "The  Necessity  of  the  Traction  Employes 
Co-operating  with  the  Electric  Package  People".  A.  Lewenthal. 
attorney  for  the  company,  spoke  on  "The  Benefits  Derived  by  Sur- 
rounding Cities  from  Electric  Tractions".  Others  who  spoke  were 
F.  W.  Coen,  secretary  of  the  Lake  Shore  Electric  Railway  Co.; 
Edgar  H.  Hyman,  auditor  of  the  Electric  Package  Co.,  and  M.  W. 
Wciner,  treasurer  of  that  company. 


CROSS  SECTION  01    KKKM.II'r   MOUSE. 

The  oflTicers  of  Ihc  Electric  Depot  Co.  arc :  President,  B.  Mahler  ; 
vice-president,  A.  E.  Aikins;  secretary  and  treasurer,  H.  J.  Davics, 
and  of  the  Electric  Package  Co.:  Manager,  H.  Mahler;  superin- 
tendent, C.  A.  Kenworthy. 

The  methods  of  accounting  of  the  Electric  Package  Co.  were  quite 
fully  described  in  the  discussion  of  Mr.  Fullerton's  paper  on  "Freight 
and  Express  Accounting"  submitted  by  Mr.  E.  II.  Hyman,  auditor 
r.f  the  Electric  Package  Co.,  and  published  in  the  "Daily  .Street 
Railway  Review",  Sept.  3,  1903,  page  O27. 


To  Carry  Freight  Underground. 

Ihc  Illinois  Telephone  &  Telegraph  Co.,  of  Chicago,  has  per- 
fected its  plans  for  connecting  38  downtown  freight  yards  and  all 
power  plants,  factories  and  other  buildings  with  its  system  of  tun- 
nels for  the  delivery  of  freight  underground,  and  it  is  officially  an- 
nounced that  contracts  have  been  awarded  for  50  motor  cars  of 
200  tons  capacity  each  and  1,500  freight  cars  to  carry  six  tons  of 
freight  each.  These  are  to  be  operated  by  an  overhead  electric 
trolley  system  in  the  20  miles  of  tunnels  which  the  company  has 
built.  The  equipment  is  to  be  delivered  and  installed  complete  not 
later  than  July  i,  1904,  and  in  the  meantime  the  work  of  connecting 
llie  tunnels  w-ith  the  freight  yards  in  the  downtown  section  of 
Chicago,  within  a  territory  of  two  sq  lare  miles,  will  begin. 

It  is  planned  to  transfer  100,000  tons  of  freight  daily  in  the  tun- 
nels, which  is  the  amount,  it  is  estimated,  that  is  now  handled 
through  the  downtown  streets  on  trucks,  and  it  is  expected  that  the 
congestion  in  the  streets  will  be  appreciably  relieved.  Practically 
all  that  is  necessary  to  be  done  now  to  prepare  for  handling  this 
freight  business  is  to  connect  the  tunnels  with  the  freight  yards  and 
the  buildings  by  means  of  a  .system  of  elevators  and  conveying  belts. 
The  company  has  expended  to  date  $5,000,000  and  present  plans 
contemplate  the  expenditure  of  $20,000,000  more. 

The  company's  telephone  business  has  reached  such  a  stage  thai 
contracts  have  just  been  awarded  for  the  installation  of  an  exchange 
of  100,000  telephones.  The  present  exchange  in  the  business  section 
of  the  city,  which  will  accomraodaie  10,000  subscribers,  is  to  be 
uiaititaincd  separately  from  the  other  and  oper.ited  entirely  as  a  busi- 
ness men's  tcleplione  exchange. 

<  «  » 

Wants  Interurban  Enjoined. 

Peter  Koontz,  of  Dayton,  O..  has  applied  to  the  courts  for  a 
permanent  order  restraining  the  Dayton  &  Muncie  Traction  Co. 
from  occupying  the  street  in  front  of  certain  business  properties 
belonging  to  the  plaintiff  in  Union  City,  Ind.  Mr.  Koontz  takes 
the  position  that  inasmuch  as  the  defendant  is  not  a  street  railway 
company  with  the  special  mission  of  serving  the  citizens  of  Union 
City,  but  is  operating  a  through  line,  that  therefore  any  franchise 
that  might  be  granted  by  the  city  to  the  defendant  company  could 
not  estop  the  owner  of  the  fee  to  set  up  his  rights,  and  that  before 
the  defendant  company  can  encumber  that  part  of  the  street  in 
which  he  owns  the  fee,  it  must  do  so  with  the  consent  of  the  fee 
owner. 


Change  in  C.,  D.  &  T.  Management. 

Cincinnati  interests  acquired  control  of  llie  Cincinnati,  Dayton  & 
Toledo  Traction  Co.  at  the  stockholders'  meeting  at  Hamilton,  O., 
September  ist.  Messrs.  Claude  Ashbrook,  Williams  E.  llutton  and 
George  B.  Cox,  of  Cincinnati,  were  reported  to  have  held  prosics 
representing  21,000  shares  of  stock,  while  the  Cleveland  holdings 
were  represented  by  M.  J.  Mandelbaum  and  II.  C.  Lang,  president 
and  secretary  of  the  company,  whose  proxies  aggregated  about  12,000 
shares.  The  following  directors  were  elected ;  George  B.  Cox,  W. 
Kesley  Schoepf,  J.  B.  Foraker,  jr.,  C.  C.  Richardson,  Claude  Ash- 
brook, Lewis  A.  Ireton,  all  of  Cincinnati;  and  M.  J.  Mandelbaum, 
H.  C.  Lang  and  W.  C.  Shepherd,  of  Cleveland. 

The  directors  elected  George  B.  Cox  president  in  place  of  M.  J. 
Mandelbaum ;  W.  K.  Schoepf  first  vice-president  in  place  of  Will 
Christy;  C.  C.  Richardson  second  vice-president  in  place  of  O.  V. 
Parrish;  J.  B.  Foraker,  jr.,  secretary  and  treasurer  in  place  of  H.  C. 
I-ang ;  F.  R.  Williams,  assistant  secretary  and  treasurer,  and  F.  J.  J. 
.Sloat,  general  manager.  The  operating  office  will  remain  at  Ham- 
ilton, while  the  executive  office  will  he  removed  from  the  Garfield 
Building,  Cleveland,  to  Cinciimati. 

The  Cincinnati,  Dayton  &  Toledo  Traction  Co.  operates  66-}4 
miles  of  suburban  railway  connecting  Cincinnati  with  Dayton,  and 
I)  miles  of  railway  in  Hamilton,  O.  The  road  was  built  by  Cleveland 
and  Hamilton  people.  Tlie  company  was  reorganized  May  19,  1902. 
It  is  a  consolidation  of  the  Southern  Ohio  Traction  Co,  Hamilton 
&  Linderwald  Electric  Traction  Co.,  Miamisburg  &  Gernianlown 
Traction  Co.,  and  the  Cincinnati  &  Northwestern  Railway  Co. 


The  Washiiigliin    (Pa.)   and   Canonsburg   lUcclric  Railway,  seven 
miles  long,  was  opened  for  traffic  last  sveek. 


STREET    RAILWAY    REVIEW. 


[Vol.  XIll,  No.  g. 


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CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
en(ra(rcd  in  iinr  branch  of  street  railway  work,  and  will  trratefully  appreciate 
any  marked  copies  of  papers  or  news  items  our  street  railway  friends  may  send 
us,  pcrtainin(f  cither  to  companies  or  officers. 

DOES  THE  MANAGER  WANT  ANYTHINGf 

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

This  paper  Is  a  memtier  of  the  Chicago  Trade  Press  Association. 

Entered  at  the  Post  Office  at  Chicago  as  Second  Class  Matter. 


VOL.  XIII. 


SEPTEMBER  20,  1903. 


NO. 


SUMMARY  OF  CONTENTS. 

KItitrIc  Railways  of  BuJapcst.  Illustrated.    By  Franz  Koster 711 

Avaumn  Work  In  the  Park.    By  \V.  V..  Partridge JM 

Improvements  at    Detroit.     Illustrated 'la 

flevelaiid   Electric  Depot  Co..    Illustrated 720 

Kdltorlal    722 

Harmony  of  Color  in  FinlshinE  and  Furnishing  the  Modern  Pas- 
senger Coach.    By  Chris  Clark  72o 

How   the   Telephone   Operator  Assists   the    Electrician,    Illustrated. 

By  A.    B.    Weeks    72i 

Subway  Stations  In  New  York  City,   Illustrated 729 

Recent  Street  Railway  Decisions   '■'! 

The  Columbus.    London  .%  Springlleld  and   the   Dayton.  Springfield 

anil  rrbana  Rallwavs.  Illustrated.    By  H.  C.   Reagan 735 

Ml  thod  of  Bringing  High  Tension  Conductors  Into  Buildings,  Illus- 
trated.    By  C.   E.   Skinner 712 

Some  Ueeommendations  Concerning  Electrical  and  Mechanical  Spe- 
clllcations    of   Trolley    Insulators.     By   Samuel    Sheldon    and   John 

1 ).    Kelley    713 

The  TnimwavK  of  Sydney.  New  South  Wales.   Illustrated 74.') 

The   I'rovlnce  of   the    Street    Railway   Accountant.     By   Henry    W. 

Brooks,  Jr 7« 

Some   Practical  Notes.    By  \V.   A.  B 7B2 

Rules  for  the  Government  of  Employes 753 

Street   Railways  of   Leipzig TBS 

Street   Railway   Ix-Kl.slatlon   for  19(B 757 

The  Comiiarlson  of  the  Standard  Classification  of  Accounts  and 
Forma  of  Reports  Proposed  by  the  Municipal  Tramways  Associa- 
tion   of    Great    Britain    and    the    American    Standard.     By    C.    N. 

DufTy    759 

Personal    762 

Power  Plants  of  the  Nashville  Railway  &  Light  Co 764 

Financial    7«B 


SAVE  THE  "  DAFLY  REVIEW." 

Do  not  fiiTKcl  lliat  the  pane  nninlicrs  of  llic  "Daily  .Street  Railway 
Review"  fnllinv  consecutively  those  of  ihe  ".Street  Railw.iy  Review" 
(or  .\iiK"s|  jotli.  and  that  this  issue  begins  with  paRc  711,  following 
the  Saturday  "Daily."  Keep  all  Ihe  "Dailies"  in  order  lo  have  your 
lile  complete  for  binding. 


NEW  LEGISLATION. 

.\s  supi>lcincmiiig  the  very  coinplcic  and  systematic  report  of  the 
decisions  of  courts  of  last  resort  in  cases  involving  legal  points  of 
interest  to  street  and  electric  railways,  which  is  recognized  as  one 
of  the  imporlanl  features  of  the  "Review,"  we  announce  a  compre- 
hensive summary  of  Ihe  legislation  for  kjo.I  ll'-tt  affects  llic  electric 
railway  field.  The  first  installment  appears  on  page  757  of  this 
issue. 


LEGAL  ADVICE  FOR  EMPLOYES. 

llic  I'.o-liin  i;ii\:ilcil  K:illw:iy  to.  is  one  of  the  large  corpora- 
tions which  has  always  heen  mindful  of  tlic  welfare  of  its  employes, 
and  has  availed  itself  of  every  opportunity  to  dcmonslralc  that  fact. 
As  recent  examples  of  the  generous  policy  of  the  company  its  action 
in  importing  coal  during  the  winter  of  1902-3,  and  the  establishment 
of  a  pension  system  will  be  recalled.  On  another  page  we  publish 
an  order  of  the  management  announcing  that  the  Legal  Department 
has  established  a  bureau  for  the  purpose  of  assisting  employes  by 
furnishing  free  of  charge  legal  advice  regarding  their  personal  af- 
fairs. This  is,  we  believe,  the  first  instance  of  a  corporation  employ- 
ing so  many  men — nearly  10,000 — undertaking  to  render  such  a 
service.  We  consider  this  action  of  the  Boston  Elevated  Railway 
to  be  a  most  commendable  one,  and  that  the  bureau  will  be  of  vast 
good  to  the  men.  Every  one  familiar  with  the  conditions  in  cities 
of  the  size  of  Boston  knows  something  of  the  methods  of  collection 
agencies  and  loan  sharks  whose  opportunity  is  afforded  by  the  igno- 
rance of  their  victims  as  to  the  law.  By  thus  placing  at  the  disposal 
of  its  employes  the  services  of  its  own  legal  counsel,  the  company  has 
provided  a  substantial  bulwark  against  extortion,  and  furnished  an 
example  that  might  well  be  followed  by  other  corporations. 


THE  ACCOUNTANTS'  ASSOCIATION. 

The  proceedings  of  the  Street  Railway  .Accountants'  .Association  at 
the  Saratoga  Convention  were  characterized  by  the  same  business- 
like methods  which  have  prevailed  at  all  the  former  meetings  of  this 
association.  As  pointed  out  by  Secretary  Brockway,  an  association 
can  be  organized  from  two  standpoints,  for  entertainment  or  for 
work.  These  two  elements  can  only  be  combined  under  the  most 
careful  administration  and  by  Ihe  members  keeping  clearly  before 
them  where  one  leaves  off  and  the  other  begins.  The  association 
can  certainly  point  with  pride  to  its  achievements  during  the  last 
few  years  in  the  direction  of  standardizing  the  system  of  street  rail- 
way accounting.  The  fact  that  this  work  has  been  favored  not  only 
by  large  financial  interests  throughout  the  country  but  that  the 
government  has  also  .stamped  it  with  its  approval  by  incorporating 
the  association's  standards  into  its  stati.stical  work  gives  evidence  of 
the  care  and  thoroughness  with  which  the  work  of  the  association 
has  heen  carried  out. 

Representation  by  membership  in  this  association  is  of  real  value 
and  vital  interest  to  every  street  railway  company,  and  many  of  the 
roads  not  now  members  of  this  association  would  be  greatly  bene- 
fited by  taking  part  in  the  deliberations  of  this  body.  It  has  been 
found  by  experience  that  the  small  roads  gain  comparatively  more 
by  membership  in  the  association  than  do  the  large  ones  and  for 
this  reason  every  road,  no  matter  how  small,  should  avail  itself 
of  the  privileges  of  this  association.  Moreover,  the  greater  the 
membership  the  broader  will  be  the  effect  of  the  association's  work. 


OUR  CONVENTION  REPORT. 

riic  four  issues  of  the  "Daily  Street  Railway  Review"  published 
Sept.  2,  T,.  4  and  5,  gave  to  our  readers  a  far  more  complete  report 
of  the  meetings  of  the  three  associations  than  any  one  person  could 
have  secured  by  a  personal  attendance.  With  three  conventions  in  ses- 
sion .at  the  same  time  the  "Daily  Review"  proved  a  veritable  boon  to 
those  who  desired  to  gain  a  comprehensive  idea  of  the  work  and 
keep  in  touch  with  the  proceedings;  without  the  "Daily"  even  the 
delegates  woidd  have  to  wait  one  or  two  weeks  to  get  the  full  re- 
ports of  what  had  transpired  at  the  meetings  of  the  other  two  asso- 


Aug.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


723 


ciations  which  they  could  not  attend  becanse  of  the  obvious  im- 
possibility of  being  in  three  places  at  once.  As  it  was,  full  and  ac- 
curate reports  of  each  day's  meetings  were  in  the  hands  of  the  del- 
egates at  8:30  the  following  morning. 

During  the  four  days  of  the  Saratoga  meetnig  wo  published  1O4 
pages  of  reading  matter  devoted  to  the  conventions.  This  is  a 
showing  of  which  we  feel  proud,  the  more  so  that  others  who  at- 
tempt to  einulate  it  must  reckon  in  weeks  and  not  in  days. 

A  summary  showing  the  growth  of  the  "Daily  Review"  was  pub 
lished  in  the  "Daily"  for  September  5ih.  but  we  repeat  it  here: 

Pages. 

City.                                                  Year.  Issues.  Reading.  Total. 

Chicago   1899  5  102  212 

Kansas  City  1900  4  88  188 

New  York 1901  4  125'  252 

Detroit   1902  4  132  300 

Saratoga    1903  4  164  368 

The  "Daily  Review"  will  be  there  in  1904. 


THE  NEWARK  ACCIDENT. 

.\ccidents  that  result  in  death  or  serious  personal  injury  arc 
always  to  be  deplored,  but  equally  deplorable  is -the  spirit  which  so 
often  shows  itself  in  attempts  to  fasten  criminal  responsibility  upon 
the  chief  executive  officers  of  corporations,  whose  servants  have 
been  concerned  in  an  accident.  Feb.  19,  1903,  a  car  of  the  North 
Jersey  Street  Railway  Co.  got  beyond  control  of  the  motorman  and 
slid  down  a  sharp  grade  in  Newark  onto  the  tracks  of  the  Dela- 
ware, Lackawanna  &  Western  and  was  struck  by  a  fast  train, 
nine  persons  being  killed  and  many  injured.  A  number  of  the  direc- 
tors of  the  North  Jersey  Company  were  indicted  for  manslaughter, 
but  at  the  trial,  the  first  week  in  September,  after  the  state  had 
rested  its  case  the  court  directed  the  jury  to  return  a  verdict  of 
not  guilty.  This  result  may  be  taken  as  an  indication  that  the 
grand  jury  and  its  adviser,  the  state's  attorney,  were  actuated  by 
passion  rather  than  a  desire  to  enforce  the  law. 

In  the  trial  of  the  case  it  was  established  that  the  rules  of  tlic 
company  were  adequate,  if  carried  out,  to  insure  the  safety  of  pas- 
sengers, as  evidenced  by  the  fact  that  for  two  years  cars  had  been 
operated  down  the  grade  and  in  no  case  had  a  motorman  lost  con- 
trol of  his  car.  The  fatal  accident  resulted  because  the  track  on  this 
occasion  was  not  sanded  as  required  by  the  rules,  and  this  omission, 
direful  as  were  its  consequences,  was  not  one  for  which  the  direc- 
tors of  the  company  were  criminally  liable.  The  court  also  held 
that  the  company  had  not  been  negligent  in  failing  to  provide  de- 
railing switches. 

What  we  have  said  is  not  to  be  considered  an  apology  for  condi- 
tions which  make  grade  crossing  accidents  possible,  but  as  a  protest 
against  a  not  unusual  attitude  on  the  piirt  of  the  public.  Laws  are 
the  index  of  public  opinion  and  when  the  state  permits  the  con- 
struction and  operation  of  railroads  with  crossings  at  the  same 
grade  the  public  must  share  with  the  railroads  the  moral  responsi- 
bility for  the  occasional  accidents  that  result.  The  railroads,  as  a 
rule,  will  of  their  own  accord  adopt  greater  precautions  than  are 
required  of  them  by  law,  Iwcause  they  recognize  that  a  serious  acci- 
dent is  more  expensive  than  the  most  costly  means  of  preventing  it. 


A  NEW  BURDEN  ON  THE  FEE. 

When  electricity  Iwcamc  accepted  as  the  best  motive  power  for 
street  railways  one  of  the  legal  questions  at  once  raised  was  whether 
the  use  of  the  new  power  did  not  constitute  an  additional  burden 
on  the  fee  of  abutting  property  for  which  the  owners  were  entitled 
lo  compensation  from  the  street  railway.  This  was  decided  in  the 
negative  in  every  case,  we  believe,  that  reached  a  court  of  last  re- 
Mirt,  and  for  several  years  the  doctrine  has  been  settled  so  far  as 
street  railways  arc  concerned.  The  same  question  has  now  been 
raised,  however,  as  affecting  electric  intcrnrban  roads  using  the 
tracks  of  urban  companies  under  traffic  agreements,  a  properly 
owner  in  Indianapolis  having  attacked  the  right  rif  the  local  street 
railway  lo  lease  track.igc  to  inlerurban  companies  operating  cars  in 
the  city. 

In  the  argument  of  this  case  il  will  imdoubtedly  be  claimed  that 
a  crmipany  recognizing  the  advantages  of  owning  a  right  of  way  in 
fee  in  the  country  districts,  and  perhaps  organized  under  the  general 
railroad  law  of  its  slate,  is  not  entitled  to  exemptions  merely  because 


it  is  operating  within  the  limits  of  a  city.  This  proceeds  upon  the 
assumption  that  the  conditions  governing  the  operation  of  steam  and 
electric  railways  are  identical  within  the  city  as  well  as  without  its 
corporate  limits,  which,  however,  is  seldom  the  case.  But  when  an 
inlerurban  car  crosses  the  corporate  line  it  in  most  cases  changes 
the  character  of  its  service  and  becomes  to  all  intents  a  street  car; 
the  management  is  no  longer  free  to  regulate  the  halting  points 
lint  must  stop  to  receive  and  discharge  passengers  at  all  street  cross- 
ings, and  even  though  a  passenger  does  not  leave  his  seat  his  posi- 
tion is  not  analogous  to  a  passenger  on  a  steam  railroad,  but  rather  to 
one,  a  farmer  for  instance,  who  drives  to  the  city  limits  in  his  own 
conveyance  and  there  transfers  to  a  street  car.  It  is  the  character 
of  the  service  rather  than  the  type  of  vehicle  or  the  owner  of  it  that 
should  determine  the  rights  in  the  streets,  and  it  would  certainly  be  a 
backward  step  to  curtail  the  terminal  privileges  of  inlerurban  lines, 
which  have  been  so  potent  in  making  such  lines  popular.  The  fact 
of  handling  freight  should  not  affect  the  situation,  because  this  serv- 
ice also  is  one  that  may  be  called  an  improved  and  not  an  enlarged 
use  of  the  street ;  it  is  for  the  benefit  of  the  general  public  both  in 
giving  quicker  service  and  reducing  the  amount  of  trucking  which 
congests  the  streets. 


A.  S.  R.  A.  CONVENTION, 

The  22d  annual  couvciilion  of  the  .'\merican  .Street  Railway  .-Vs- 
sociatiou  is  past,  and  the  time  is  opportune  for  comments  on  the 
work  done  and  discussion  as  to  the  plans  for  the  future.  The  asso- 
ciation is  to  be  congratulated  upon  the  papers  which  were  pre- 
sented before  it ;  these  were  good  in  themselves,  all  giving  evidence 
of  careful  and  painstaking  work  on  the  part  of  their  authors.  The 
limited  discussion  had  upon  these  papers  is  greatly  to  be  regiellcd 
and  the  authors  might  well  take  exception  to  llic  si-anl  consukra- 
lion  given  them. 

The  want  of  adequate  discussion  on  papers  i)re>enlcil  at  I  he  an- 
nual meetings  of  the  association  has  been  apparent  for  several  years. 
The  low  water  mark  of  debate,  if  the  expression  may  be  permitted, 
was  reached  in  1900,  at  Kansas  City  when  less  than  7,500  words 
sufficed  for  a  verbatim  report  of  the  convention.  At  that  lime  it 
w.is  recognized  that  the  subjects  before  the  association  were  no 
longer  such  as  lo  permit  of  extemporaneous  debate ;  and  such  dis- 
cussion was  all  that  could  be  offered  because  the  delegates  had 
their  first  knowledge  of  the  views  of  the  author  when  he  read  his 
paper  at  the  meeting.  Accordingly,  lo  remedy  this  condition,  U  wa^ 
decided  to  print  the  convention  papers  in  advance  of  the  UK-eliiig, 
and  read  the  papers  by  title,  thus  not  only  giving  opporlvuiily  for 
the  preparation  of  discussions  but  also  affording  more  lime  at  the 
meeting  for  their  presentation.  The  result  has  beiii  ;i 
substantial  increase  in  the  volume  of  debate,  although  in  scunc  in- 
stances the  dilatoriness  of  the  authors  in  getting  their  papers 
into  the  hands  of  the  secretary  of  the  association  has  partially  de- 
feated the  iirincipal  object  of  the  advance  publicalion.  However  at 
New  York  and  Detroit  as  well  as  at  Saratoga  the  discussion  has 
been  limited  to  a  comparatively  few  papers,  some  of  the  most  im- 
portant being  merely  read  by  title. 

A[  the  .Saratoga  convention,  of  tlie  llnie  il.iys  llie  con\iiiliHii  u.is 
nominally  in  session,  the  time  given  to  the  couisideration  of  iirli 
nical  papers  was  about  five  hours,  and  besides  the  Report  of  llie 
Commitlec  on  Rules,  only  three  papers  were  discussed  .11  .ill. 
Responsibility  for  this  condition  of  affairs  is  divided — delegates  were 
late  in  reaching  Saratoga,  those  present  were  tardy  in  going  to  the 
convention  hall,  and  early  adjournments  were  made  in  order  lo 
permit  the  entertainment  features  of  the  program  lo  be  cnried  out. 

Several  delegates,  including  the  presiding  officer,  placed  ^llemselve^ 
on  record  as  recognizing  the  fact  that  the  .American  Street  Kail 
way  Association  has  developed  to  such  an  extent  that  its  .inniial 
meetings  can  no  longer  be  conducted  according  to  the  plans  in 
vogue  heretofore,  if  it  is  desired  lo  realize  lo  the  fullest  exleiit  (lie 
opporlnnilies  before  the  as.sociation.  Anollui  iiorni  mi:uU-  on  llic 
floor  of  the  convention  was  ihat  the  program  as  arranged  for  the 
.Saratoga  convenlion  did  nol  give  suHicient  opporlunity  for  llie  in 
speetion  of  the  very  extensive  exhibits  made  by  the  electric  railway 
mannfaclnrcrs  and  supply  houses.  These  various  mailers  will  be 
lakeii  under  consideration  by  the  recently  elected  executive  com- 
uiillee,  and  next  year  wc  may  expect  the  reconnnendalion  of  sev- 
eral important  changes.  One  of  the  queslious  now  before  the  coni- 
millee  is  lhat  of  changing  the  name  to  the  American  ICIeclrie  Rail- 


724 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  9 


way  .Association — a  change  lliai  was  urged  by  the  "Review"  in 
September,  igOi. 

We  iKlievc  the  principal  reason  why  the  papers  read  before  the 
American  Street  Railway  Association  have  not  been  more  thor- 
utighly  discussed  is  that  the  papers  have  dealt  with  subjects  in 
which  the  chief  executive  officers  of  companies  take  only  a  general 
interest,  and  with  the  details  of  which  they  arc  not  familiar,  these 
details  being  delegated  to  subordinate  officials.  For  example,  at 
Saratoga  the  papers  on  "Electric  Welded  Joints"  and  "Alternating 
Current  for  Large  Cities"  were  not  discussed  by  the  A.  S.  R.  A. 
Now,  we  venture  the  assertion  that  had  these  papers  been  pre- 
sented before  a  body  composed  of  electrical  engineers  and  superin- 
tendents of  power  houses  there  would  have  been  no  lack  of  dc- 
l«le  lliat  would  have  brought  out  many  interesting  points.  On  the 
Dther  hand,  the  subjects  of  "Freight  and  Express"  and  "Right  of 
Way"  elicited  discussion,  these  dealing  with  matters  of  policy  and 
nut  involving  engineering. 

Since  the  .Accountants'  Association  was  organized  accounting  sub- 
jects have  not  been  considered  by  the  A.  S.  R.  A.,  and  now  that 
the  first  convention  of  the  .American  Railway  Mechanical  and  Elec- 
trical .Association  has  demonstrated  the  ability  of  that  body,  it 
would  seem  desirable  that  power  house  and  shop  subjects  be  left 
to  that  association,  reserving  to  the  .A.  S.  R.  A.  those  matters  more 
intimately  concerning  the  managerial  department.  Some  of  the 
questions  that  suggest  themselves  as  being  most  appropriate  for  an 
association  attended  by  presidents  and  managers  are  matters  of 
policy  in  dealing  with  the  public  and  the  municipality;  the  desira- 
bility of  inaugurating  or  extending  special  classes  of  service;  the 
principles  on  which  systems  of  discipline  should  be  liased;  the 
adoption  of  standards  recommended  by  the  allied  associations  of 
specialists;  the  relations  between  railways  and  their  employes;  leg- 
islative reforms. 

W'ith  papers  on  subjects  of  special  instead  of  only  general  inter- 
est to  the  delegates,  and  publication  of  these  papers  a  sufficient 
time  in  advance,  there  should  be  no  difficulty  in  securing  adequate 
discussion. 


DEPRECIATION. 

I  he  address  of  President  Davies  before  the  Street  Railway  .Ac- 
countants' Association  at  Saratoga  was  one  of  the  most  important 
papers  that  has  ever  been  read  before  this  association  and  treated 
in  a  straightforward  and  fearless  manner  a  subject  which  figuratively 
speaking  has  heretofore  been  handled  with  gloves.  The  subject  of 
depreciation  of  street  railway  plant  and  equipment  is  one  of  the 
most  difficult  with  which  the  accountant  has  to  deal,  and  owing  to 
the  position  taken  by  the  boards  of  directors  of  many  street  rail- 
way companies  the  accounting  departments  have  felt  constrained  to 
touch  upon  the  subject  of  depreciation  but  lightly.  For  this  reascm 
the  appeal  of  Mr.  Davies  for  honest  accounting  in  this  respect  is 
especially  commendable,  particularly  at  this  time  when  the  vast 
amount  of  promoting  of  new  electric  railway  properties  makes  the 
subject  one  of  unusual  importance. 

A  large  proportion  of  the  electric  roads  which  are  being  built 
today  are  built  with  borrowed  money,  and  in  order  to  dispose  of 
bonds  issued  for  construction  purposes  such  bonds  have  to  be  sold 
considerably  below  par  and  are  often  accompanied  with  a  stock 
bonus.  The  bonded  indebtedness  of  some  roads  represents  almost 
the  full  value  of  the  properties,  and  is  a  debt  which  must  be  paid 
sooner  or  later,  or  else  the  value  of  the  stock  must  ultimately  dwindle 
to  nothing  and  the  properties  revert  to  the  bondholders.  Under 
these  conditions  the  only  proper  course  to  be  pursued  by  the  direct- 
ors of  a  company  is  to  set  aside  annually  a  sum  adequate  to  provide 
for  the  depreciation  of  the  property  so  that  all  necessary  repairs 
and  renewals  ca'n  be  made  and  the  property  kept  in  a  condition  equal 
to  new.  If  this  is  not  done  the  security  of  the  bondholders  is  being 
diminished  constantly.  In  addition  to  the  allowance  made  for  de- 
preciation a  sinking  fund  should  also  be  established  from  which  the 
bonds  can  be  paid  off  as  they  become  due. 

In  the  language  of  Mr.  Davies.  the  accountant  should  explain  to 
his  directors  (if  they  lack  that  knowledge)  that  the  bonds  of  a  com- 
pany should  be  considered  as  a  debt  to  be  paid,  and  that  the  pay- 
ment of  the  interest  does  not  in  any  way  reduce  this  debt.  The 
only  way  in  which  the  stock  can  ultimately  approach  its  true  value 
is  by  making  sufficient  allowance  for  depreciation  and  by  p.iying  off 
the  bonds  as  they  become  due.    There  is,  of  course,  a  strong  tempta- 


tion to  make  the  stock  appear  as  valuable  as  possible  by  declaring 
as  large  dividends  as  the  earnings  will  stand,  but  it  cannot  be 
doubted  that  this  is  a  short-sighted  policy.  To  declare  dividends 
which  have  never  been  earned,  by  applying  the  difference  between 
the  gross  earnings  and  the  operating  expenses  plus  the  fixed  charges 
to  dividends  without  creating  the  proper  reserves  for  depreciation  or 
sinking  fund,  means  that  stockholders  receive  money  to  which  they 
arc  not  entitled,  at  the  expense  of  the  bondholders.  Under  this 
method  of  accounting  the  day  of  reckoning  for  the  stockholders 
comes  when  the  bonds  become  due.  These  unearned  dividends  of 
the  stockholders  arc  paid  at  the  expense  of  their  principal  and  when 
reorganization  comes,  as  it  inevitably  must  under  these  conditions, 
their  stock  is  comparatively  worthless. 

The  question  of  the  proper  amount  of  depreciation  to  be  allowed 
on  a  street  railway  property  is  perhaps  difficult  to  determine  and  it 
will  vary  greatly  on  the  different  parts  included  in  the  whole  prop- 
erty. The  amount,  however,  should  be  greater  than  will  cover  ordi- 
nary wear  and  tear  for  the  reason  that  as  engineering  practice 
changes  and  improvements  are  made,  it  frequently  becomes  neces- 
sary to  discard  apparatus  which  is  in  comparatively  good  condition, 
but  which,  by  reason  of  improvements,  is  no  longer  to  be  used  with 
economy.  A  discussion  of  the  proper  allowance  for  depreciation  on 
the  various  parts  of  a  street  railway  plant  would  be  one  of  the  most 
important  subjects  that  could  be  undertaken  by  the  .Accountants' 
.Association. 

The  practice  of  railroads  in  the  matter  of  reconstruction  charges 
which  is  closely  allied  to  depreciation  accounting  has  varied  greatly. 
At  one  limit  arc  companies  that  have  had  practically  no  reserves, 
and  to  meet  the  exigencies  of  reconstruction  have  charged  the  cost 
of  rebuilding  to  capital.  The  other  limit  may  be  represented  by 
some  of  the  older  steam  railroads  which  have  recently  established 
the  policy  of  charging  reconstruction  and  renewals  to  operating  ex- 
penses. For  instance,  if  an  old  frame  station  be  replaced  by  a  much 
larger  modern  and  perhaps  fireproof  structure,  the  management  can 
very  justly  argue  that  the  new  building  has  in  nowise  increased  the 
earning  capacity  of  the  property  and  does  not  serve  any  purpose  that 
the  old  one  did  not  serve.  In  opposition  to  this  view  it  may  be  said 
that  improvements  of  the  character  mentioned  make  a  better  road 
and  a  more  costly  one,  and  that  the  greater  assets  should  be  repre- 
sented by  correspondingly  greater  capital  liabilities.  The  Massachu- 
.setts  rule,  applied  by  the  Railroad  Commissioners  to  both  steam  and 
electric  roads,  is  in  case  of  reconstruction  to  survey  the  work  and 
charge  to  operating  expenses  or  maintenance  the  sum  estimated  to  be 
necessary  to  replace  the  original  construction,  and  charge  to  capital 
the  excess  over  this  estimate  that  the  new  work  actually  cost ;  the 
cost  of  the  new  work  is  usually  greater  than  the  estimated  cost  of 
replacement,  because  heavier  rails,  more  ties,  etc.,  are  used  in  the 
new  than  in  the  original  work,  and  in  the  case  of  buildings  larger 
structures  are  erected.  A  half-way  measure,  condemned  by  Mr. 
Davies,  is  that  of  charging  renewals  to  operating  expenses,  in  lieu 
of  all  other  depreciation  reserves. 

The  conservative  policy  of  the  steam  railroads  which  have  been 
charging  betterments  to  operating  expenses  has  within  the  year 
been  criticised  by  the  Interstate  Commerce  Commission  which  takes 
the  ground  that  betterments  should  be  charged  to  capital,  and  future 
surplus  earnings  avoided  by  reducing  rates.  Such  a  theory  as  this 
may  be  very  pretty  and  not  difficult  of  application  in  times  of  pros- 
perity; but  in  view  of  the  fact  that  transportation  companies  are 
ever  subject  to  great  loss  by  flood  and  storm,  and  to  reductions  in 
earnings  during  periods  of  business  depression,  the  policy  of  creat- 
ing reserves  and  charging  the  cost  of  improved  facilities  thus  fur- 
nished to  the  public  to  operation  and  not  to  capital,  is  the  wiser 
one.  Take  as  an  example  the  railroads  in  the  Mississippi  and  Mis- 
souri valleys  that  suffered  the  loss  of  millions  by  flood  last  spring; 
unless  they  had  reserves  set  aside  for  the  purpose  of  meeting  just 
such  demands  the  only  recourse  would  be  to  increase  the  capital 
account  by  borrowing.  If  overcapitalization  is  an  evil,  it  is  not 
lessened  because  done  by  direction  of  public  authorities. 

The  public  clamor  for  lower  fares,  for  greater  compensation  to 
the  municipality  for  franchise  grants,  or  for  municipal  ownership, 
is,  we  believe,  largely  due  to  false  accounting  methods  which  swell 
dividends  at  the  expense  of  reserves.  It  is  the  usual  thing  now  to 
capitalize  a  business  on  its  earning  capacity,  a  very  proper  course 
provided  the  true  earning  capacity  is  made  the  basis.  A  short  term 
-ilrcct  railway  franchise  is  far  from  being  the  "valuable  grant"  that 
the  public  reads  about  in  the  daily  press,  when  reserves  for  sinking 


Sept.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


725 


fund,  for  depreciation  of  capital  investments,  and  for  extraordinary 
expenses  made  necessarj-  by  the  progress  in  the  art,  have  been  pro- 
vided. The  diversion  of  reserves  to  dividends,  while  it  may  for  a 
time  appreciate  the  stock,  eventually  cuts  both  ways;  it  leaves  the 
stockholder  with  less  assets  than  he  should  have  at  the  end  of  the 
franchise  term,  and  it  makes  him  pay  more  than  he  should  for  a 
new  franchise  grant. 

What  is  called  overcapitalization,  that  is  excess  of  stock  and  bonds 
over  cost  of  construction  (.which  excess  for  the  street  railways  of 
the  United  States,  according  to  Mr.  W.  H.  Steuart,  of  the  U.  S. 
Census  Office,  in  his  paper  before  the  Accountants'  Association, 
"Daily  Review"  page  631,  amounts  to  nearly  one  hundred  forty-one 
million  dollars)  is  not  necessarily  a  needless  or  improper  expendi- 
ture. Capital  is  timid  and  the  man  of  money  takes  no  chances  unless 
he  is  well  paid  for  the  risk.  For  instance  the  bonds  of  a  railroad 
may  sell  for  no  more  than  70  or  80  per  cent  of  their  par  value  be- 
cause the  capitalist  considers  the  risk  worth  that  much,  and  may 
only  take  them  at  that  price  when  given  a  further  premium  in  the 
shape  of  a  stock  bonus,  perhaps  demanding  enough  stock  to  give  him 
control  of  the  property.  That  a  given  road  is  overcapitalized  is  not 
a  reflection  upon  the  management,  but  it  does  entail  responsibilities 
in  the  matter  of  accounting  to  provide  for  making  good  the  excess. 


New  Cars  for  St.  Louis. 


Mr.  Wvistinjihousc  on  Overhead  and   lender- 
ground  Electric  Railway  Operation. 

Mr.  George  Wcstinghouse,  in  a  recent  letter  published  in  the  New 
York  Times,  discusses  the  precautions  that  electric  railways  oper- 
ating over  elevated  .structures  or  in  tunnels  should  adopt  in  order 
10  prevent  such  catastrophes  as  that  on  the  Paris  underground 
line.  Mr.  Wcstinghouse  enumerates  the  following  requirements  as 
among  those  that  could  be  met  easily : 

"l.  Trains  to  be  constructed  of  iron  or  steel,  with  llie  interior 
finish  of  incombustible  materials. 

"2.  The  division  of  the  third  rail  for  llic  supply  of  clei:tric  currt'iit 
into  suitable  sections,  each  section  being  supplied  w-ith  current  only 
when  required  to  propel  a  train. 

"3.  The  limitation,  by  suitable  devices,  of  the  amoimt  of  current 
supplied  to  each  section  so  that  in  the  event  of  a  short  circuit  on 
ihc  train  the  current  will  be  automatically  and  instantaneously  cut 
off  at  a  point  .some  distance  from  such  section  of  the  third  rail. 

"4.  Provision  for  the  cutting  off  of  the  current  from  each  supply 
section  of  the  third  rail  at  the  will  of  the  niotorman. 

"5.  No  other  live  conductors  than  the  third  rail  to  be  in  close 
proximity  to  the  line. 

"6.  No  wires  carrying  high  voltages  except  upon  motor  cars, 
and  motor  cars  only  at  the  ends  of  a  train, 

"The  state  of  the  electric  art  has  so  advanced  that  compliance 
with  the  foregoing  requirements  is  simply  a  matter  of  additional 
expense,  incomparable,  however,  to  the  financial  losses  which  the 
companies  will  suffer  if  they  do  not  make  the  electric  operation  of 
their  railways  absolutely  safe." 


Marion-Wabash  Interurhan  fJne. 


The  Indiana  Northern  Traction  Co.  and  the  Marion  (Ind.)  Light 
&  Heating  Co.  have  been  consolidated.  A  power  house  is  to  be 
erected  at  North  Marion,  and  work  on  the  proposed  electric  line 
between  Marion  and  Wabash  is  to  begin  October  1st,  This  is  the 
road  that  was  to  have  Iwcn  built  liy  the  Wabash-Marion  Electric 
Co.,  of  which  G.  A.  H.  Shideler  and  f!,  F.  Burk  were  the  projectors, 
the  Indiana  Northern  being  the  successor  to  this  company.  These 
gentlemen  were  also  the  largest  owners  of  the  Marion  Light  &  Heat- 
ing Co.  The  contract  for  building  the  new  road  has  been  awarded 
to  J.  G.  White  &  Co.,  and  the  road  is  to  be  in  operation  next  June. 
From  Wabash  it  will  be  extended  north  to  Warsaw  and  lalor  In 
Grwhen.    The  capital  slock  of  the  company  was  increased  to  $500,000. 

The  officers  of  the  Indiana  Northern  Traction  Co.  arc  as  fol- 
lows :  President,  J.  J.  Coleman ;  vice-president,  R.  E.  Breed ;  secre- 
tary, F.  S.  Kalcnback;  treasurer,  II.  F.  Coleman. 


The  St.  Louis  Transit  Co.  recently  ordered  450  new  cars  from 
the  St.  Louis  Car  Co.,  which  will  make  a  total  of  1,350  cars  which 
will  be  in  operation  by  the  time  the  World's  Fair  opens.  The  new 
cars  arc  to  be  built  on  hygienic  lines;  all  carving  or  fancy  finishing 
liable  to  catch  dirt  will  be  avoided,  and  instead  of  wooden  beams 
and  sills  sleel  will  be  used.  The  latter  can  be  more  readily  cleaned 
and,  being  smaller,  will  present  shallower  crevices.  The  scats  arc 
to  be  so  arranged  that  dirt  cannot  accumulate,  and  the  window 
sockets  will  be  closed  by  a  panel  whether  the  window  is  open  or 
shut.  The  front  platform  only  will  be  vestibuled,  the  rear  platform 
Ixjing  a  broad,  double  one  designed  by  Mr.  .\.  B.  du  Pont,  vice- 
president   of  the  company. 

Westinghouse  air  brakes  are  to  be  placed  upon  all  the  cars, 
new  and  old.  and  it  is  thought  that  the  brakes  can  be  delivered  and 
installed  at  the  rate  of  40  per  week.  The  brakes  are  now  being 
(klivercd  and  the  work  of  equipping  the  cars  with  them  has  be- 
gun. In  addition  to  the  sanitary  precautions  in  the  construction  of 
the  cars  the  company  will  appoint  a  physician  as  inspector  to  keep 
the  cars  in  a  sanitary  condition. 


Consolidation  at  Salt  Lake  City. 


Negotiations  are  pending  and  will  probably  be  consnnmiated,  by 
which  the  Utah  Light  &  Power  Co.  will  obtain  control  of  the  Con- 
solidated Railway  &  Power  Co.,  of  Salt  Lake  City,  Utah.  The  trans- 
fer will  involve  $6,000,000.  The  president  of  the  Utah  Light  & 
Power  Co.,  Joseph  F.  Smith,  is  also  president  of  the  Mormon 
Church,  The  first  and  second  vice-presidents,  John  R.  Winder  and 
Thomas  G,  Webber,  are  also  prominent  in  the  church.  It  is  author- 
itatively stated,  however,  that  the  plan  to  consolidate  the  two  com- 
panies has  nothing  to  do  with  the  church.  The  Utah  Light  & 
Power  Co.  has  been  furnishing  power  to  the  traction  company  for 
five  years,  and  it  has  added  about  $500,000  worth  of  railway  equip- 
ment during  that  lime.  Its  present  contracts  with  the  railway  com- 
pany expire  in  about  four  years,  so  it  is  necessary  to  make  some  new 
permanent  arrangement,  for  should  the  railway  company  acquire  a 
plant  of  its  own  the  value  of  the  light  and  power  company's  plant 
would  be  depreciated.  If  the  consolidation  is  effected  an  interurban 
system,  inchiding  a  line  to  Saltair,  will  be  built  and  many  improvc- 
nicnts  made. 


Harmony  of  Color  in  Finishing  and  Furnishing 
the  Modern  Passenger  Coach.* 

BY  CHRIS  CLARK,  NEW  YORK,  CHICACO  &  ST.  LOITIS  RY. 


The  Mansfield  (O.)  Railway,  Light  &  Power  Co.  has  purchased 
land  in  Mansfield  upon  which  to  ercci  a  car  barn  and  storage  battery 
"lioosler"  plant. 


So  many  and  varied  articles  necessarily  compose  the  equipment 
of  a  modern  passenger  coach  that  it  presents  a  somewhat  crowded 
appearance  and  to  secure  harmony  of  the  whole  requires  artistic 
ability  of  no  mean  order. 

The  color  of  the  wood,  style  of  carvings  ,niul  trimmings  with 
which  it  is  embellished,  the  color  and  pattern  of  the  carpet  and  the 
material  with  wliich  chairs  or  seats  are  upholstered,  must  all  be 
considered,  as  they  form  the  keynote,  as  it  were,  to  which  the 
painter  must  attune  his  work.  This  requires  on  his  p^it  a  kirn 
sense  of  the  perception  of  the  harmony  of  colors,  which,  like  a  cor- 
rect ear  for  music,  is  a  natural  talent,  to  a  large  degree,  but,  also 
like  it,  may  be  cultivated  and  improved  by  study.  We  nnist  re- 
member that  this  perceptive  quality  is  also  posses.sed  by  the  people 
that  travel  in  the  coaches,  who,  although  not  painters,  have  a 
knowledge  of  the  same  definite  facts  as  to  colors  that  suit  each  other 
that  we  have. 

Harmony  does  not  necessarily  demand  that  similar  colors,  or 
only  those  of  a  like  nature,  be  used,  as  harmniiy  may  be  assisted 
by  contrast  produced  by  the  employment  of  colors  which  are  opposed 
to  each  other;  as,  for  instance,  a  warm  and  cold  color— red  and 
blue — in  suitable  quantities  and  location,  form  a  harmonious  con- 
trast. 

To  secure  a  desirable  effect,  due  regard  nuist  be  given  to  the 
quantity  of  each  color,  as  well  as  to  their  relative  positions,  in  order 

•A  paper  re:iil  bef<if<"  tile  lliirty-fourlli  aiinii.-il  coiiviMiIiim  of  MantiT  C.nr  ;iinl 
Locnmollve  PalntefH*  ANsnclatlon,  Cliicagu,  Hrpt.  H.I1,  VHiX 


72(. 


STREET   RAILWAY    REVIEW. 


(Veil    XIII.  No.  9. 


10  iii.iiiitaiii  wlial  is  known  as  llie  balance  of  color,  wliicli  is  also  es- 
sential to  harmony. 

The  correct  jnxtaposition  of  colors  is  also  important,  and  is  ex- 
emplified when  a  red  and  a  blue  stripe  arc  next  to  eacli  other,  which 
then  have  the  appearance,  especially  at  a  distance,  of  their  sec- 
ondary color,  or  pnrple,  and.  if  this  be  on  a  green  gronnd,  purple 
and  (treen  U-ing  a  discord,  the  effect  is  uiiharinnnious;  liul  by  plac- 
ing yellow  or  gold  iK-lween  the  red  and  blue,  ipiile  a  different  an<l 
harmonious  effect  is  produced. 

Thus  we  see  two  priinary  colors  in  juxtaposition  change  the  effect 
of  each,  although  yellow — which  is  also  a  primary— and  blue  do  not 
assume  tlieir  secondary  hue — green — when  placed  next  to  each  other. 
Yellow  next  to  red.  however,  lightens  the  red,  giving  to  it  an  orange 
cast.  This  harmonizes  with  blue.  It  is  well  known  that  some 
colors  have  a  direct  effect  on  others,  adiling  to  their  strength  and 
power,  or  softening  their  influence,  as  the  case  may  be;  (or  instance, 
black  near  white  appears  blacker,  and  white  whiter  near  black. 

Blue,  red  and  yellow  not  only  harmonize  perfectly,  but  mutually 
heighten  their  appearance. 

"Each   gives  each  a  double  charm 
As  pearls  upon  an  Ethiop's  arm." 

Red  loses  much  of  its  power  in  the  presence  of  green,  while  black 
and  green  neutralize  each  other,  and  black  between  red  and  green 
looks  dull. 

Green,  as  a  rule,  lends  brightness  to  other  colors,  and,  in  addition, 
is  restful  to  the  eye.  It  is  now  very  generally  used  for  groundwork 
on  ceilings  and  side  linings,  and  is  undoubtedly  a  most  suitable  color 
in  that  capacity. 

In  addition  to  green,  nearly  all  light  colors  brighten  those  of  a 
deeper  kind,  as  white  with  blue  or  yellow  with  red. 

C'ireen  and  gold  look  well  with  red  for  a  border,  but  where  dif- 
ferent tones  or  shades  of  the  same  kind  of  green  are  used  in  striping 
or  ornamenting  the  ground  should  always  be  of  the  darker  tone. 
i.  e.,  a  dark  green  should  not  be  placed  upon  a  light  green  grouiul. 
Gold  is  useful  on  a  green  ground  for  the  purpose  of  harmonizinR 
purple,  or  other  color  that  would  not  harmonize  with  green,  without 
the  aid  of  gold  or  yellow. 

The  proper  arrangement  and  selection  tf  color  is  of  importance, 
as,  for  instance,  when  blue,  which  has  a  very  unpleasant  and  for- 
lorn appearance  as  a  border  or  at  the  edge  of  an  ornament,  if  car- 
ried in  to  the  center  of  a  panel  or  pattern,  is  heiglilened  in  effect 
and  looks  much  better. 

Selection  and  arrangement  may  also  he  employed  to  give  addi- 
tional height  to  a  ceiling,  as  some  colors  appear  distant,  while  others 
in  the  same  location  appear  nearer.  Blue,  for  instance,  recedes, 
while  red  appears  to  approach  the  eye.  The  correct  arrangement  of 
colors  is  also  necessary  to  display  each  with  distinctness  and  to  avoid 
confusion.  Bearing  in  mind  the  afore-mentioned  general  conditions 
governing  the  requisites  for  harmony  in  color,  let  us  apply  them 
to  the  finishing  and  furnishing  of  a  modern  coach. 

Somewhat  bright  colors  in  furnishing  are  pleasing  and  do  net 
appear  gaudy  or  glaring  if  employed  in  moderate  quantities  and 
with  due  regard  to  their  suitability  to  each  other. 

I  he  pattern  and  color  of  the  carpet  or  aisle-strip  is  an  important 
factor,  and.  both  in  color  and  character  of  pattern,  it  should  corre- 
spond with.  or.  at  least,  bear  a  hariuonious  relation  to  every  other 
color  in  the  coach — to  the  ceiling  and  side  lining  in  particular — and 
must  not  contain  anything  that  either  overwhelms,  dwarfs  or  sug- 
gests  incompatibility  with  its   surroundings. 

The  same  rule  applies  in  regard  to  the  plush  or  other  materials 
with  which  the  chairs  or  seats  are  upholstered.  This  should  be  of 
a  bright  color,  forming  a  pleasing  contrast  with  the  wood  of  which 
the  coach  is  built ;  while  the  window  curtains  should  be  of  a 
lighter  and  subdued  tone  of  the  same  color. 

The  ceiling  and  side  lining  have  a  very  potent  influence  on  the 
aspect  of  a  coach,  and,  as  a  rule,  the  same  general  colors  should  In- 
used  in  its  decoration  that  are  contained  in  the  carpet,  taking  care. 
however,  that  the  groundwork  is  sufficiently  light  and  soft  to  add 
as  much  as  possible  to  the  apparent  height  of  the  ceiling,  while 
avoiding  heavy  and  dark  shading,  also  the  use  of  bright  red.  which 
seldom  looks  well  on  a  ceiling  (or  the  reason  before  staled,  that 
red  always  appears  nearer  to  the  eye  than  other  colors. 

Let  the  composition  of  all  colors  in  the  ceiling  be  of  a  subdued 
tone,  selected  and  arranged  both  as  to  quantities  and  location  of 
each,  so  as  to  lend  distance  to  the  whole. 


The  design  of  the  ornaments  on  the  ceiling  should  agree  with  the 
carvings  and  other  woodwork  in  general  style  and  character  in 
order  to  preserve  harmony  of  design,  which  is  of  equal  importance 
with  harmony  of  color.  With  this  end  in  view,  we  should  avoid  all 
incongruities,  duly  considering  the  suitability  of  our  subject,  or,  in 
other  words,  display  a  sense  of  the  fitness  of  things. 

It  may  be  well  in  this  connection  to  call  to  mind  the  "artist"  that, 
having  |)ainted  a  picture  of  Adam  and  Eve  in  the  Garden  of  Eden, 
to  enhance  the  effect,  painted  the  figure  of  a  man  in  the  background 
carrying  a  double-barreled  breech-loading  shotgun  over  his  shoulder. 

As  to  the  second-class  coaches:  'Ihere  is  no  more  reason  for 
lack  of  harmony  in  a  second-class  coach  than  for  a  woman  to  dis- 
regard its  principles  in  a  dress  because  made  of  inexpensive  material. 
The  same  fundamental  rules  as  to  color  prevail  as  with  a  (irst- 
class  coach,  and  a  like  care  should  be  taken  in  the  selection  of  color 
for  painting  floor,  seat  ends,  ceiling,  etc.,  because  harmony,  like 
civility,  costs  nothing,  but  positively  adds  value  where  its  prin- 
ciples are  applied. 

Flowers  and  foliage  are  not  so  extensively  used  as  ornaments  in 
decorations  of  coaches  as  formerly,  but  for  a  second-class  coach 
ceiling  they  are  both  inexpensive  and  effective.  If  used,  however, 
it  is  necessary  to  be  true  to  nature,  giving  to  each  its  correct  form 
and  color,  but  which,  of  course,  must  be  of  such  a.  tone  as  to  con- 
vey the  impression  of  proper  distance. 

To  illustrate  the  necessity  of  being  true  to  nature  I  will  mention 
the  "artist."  I  guess  he  was  of  the  same  school,  if  not  a  relative, 
of  the  man  that  painted  the  Garden  of  Eden  picture.  This  man 
had  painted  a  view  of  the  seashore,  and  on  returning  to  Chicago, 
Pittsburg,  or  some  other  inland  city,  a  bright  idea  struck  him— to 
paint  some  crabs  and  lobsters  in  the  foreground.  So  he  forthwith 
sent  to  the  fish  dealer  for  models  and  innocently  painted  these  red 
in  his  picture,  as  indeed  were  his  models,  which,  of  course,  had  been 
boiled. 

Let  me  urge  the  necessity  of  harmony  in  every  detail.  For  har- 
mony is  the  equilibrium  of  nature;  our  senses  are  attuned  to  it;  the 
keenest  susceptibilities  of  mind  demand  it;  completeness  and  pro- 
liortion  arc  contained  in  it;  perfect  composure  and  repose  are  im- 
possible without  it.  It  is  definite,  positive  and  indivisible  in  its  na- 
mre;  incapable  of  sustaining  violence  to  any  one  part  of  its  min- 
ute organism  without  a  sympathetic  protest  being  excited  in  every 
other  part. 

.■\n  appreciation  of  harmony  is  possessed  in  a  greater  or  less 
degree  by  all.  though  perhaps  unconsciously  by  some.  Therefore 
none  can  escape  its  benign  influence  or  fail  to  be  affected  by  its 
absence. 

It  is  far  from  my  intention  that  any  remarks  or  rules  contained 
herein  shall  be  considered  as  of  a  dictatorial  nature;  but.  on  the 
other  hand.  I  hope  there  arc  those  present  whose  longer  and  wider 
range  of  experience  will  enable  them  in  pointing  out  the  errors, 
to  sliinulale  discussion  that  will  be  of  benefit  to  all  concerned,  and 
tlius  fulfill  the  intent  of  this  paper,  which  is  to  learn,  rather  than 
lo  leach,  llic  jirinciples  of  harmony  in  color  as  applicable  lo  the 
finishing  of  a   modern  coach. 

In  closing.  I  would  invite  attention  to  the  very  marked  improve- 
ment that  has  taken  place  during  the  last  two  or  three  decades  in  the 
decoration  of  coaches.  Each  succeeding  effort  in  this  direction  has 
outstripped  the  former,  until,  in  place  of  the  erstwhile  circus  band- 
wagon exterior,  and  heavy  and  squatty  appearing  interior  with 
small  Gothic  windows,  and  landscape  painted  panels,  we  now  have 
the  cheerful,  light,  artistically  decorated  and  richly  furnished  coach. 


The  Elizabeth,  I'lainfield  &  Central  Jersey  Street  Ry.  has  ap- 
parently been  the  victim  of  a  very  clever  swindle.  .Xbout  a  year  ago 
one  .'\iinet  was  killed  in  a  collision  and  shortly  afterwards  the 
company  settled  the  resulting  claim  for  damages  with  a  woman  who 
claimed  to  be  the  widow  of  the  deceased,  but  who  did  ni>l  sustain 
thai   relalioii  to  liini. 


The  city  touring  car  "400."  which  has  been  making  five  two-hour 
trips  daily  over  four  different  routes  in  Cleveland.  O..  was  to  have 
been  taken  off  and  the  touring  season  closed  on  September  istli. 
but  it  was  decided  at  the  last  moment  to  continue  the  car  in  service 
until  further  notice.  Mr.  J.  W.  Butler,  the  excursion  manager  for 
the  Cleveland  Electric  Railway  Co..  states  that  the  touring  car  ex- 
periment has  been  such  a  success  that  next  season  the  company  will 
put  on  a  new  car  with  easy  chairs  and  luxurious  fittings. 


How  the  Telephone  Operator  Assists  the  Electrician. 


HY     ARTHUR    B.     WEEKS. 


The  extiMit  of  the  demands  made  upon  the  telephone  operator  at 
a  great  power  plant  during  times  of  emergency  or  unusually  busy 
periods  is  seldom  realized.  The  position  is  an  important  and  respon- 
sible one,  since  the  operator  must  not  only  be  quick  and  accurate. 
but  must  in  a  measure  anticipate  the  messages  which  the  electrician 
in  charge  would  deliver,  thereby  greatly  facilitating  changes  in 
switching  in  various  stations,  and  frequently  preventing  disaster. 
For  there  are  times  when  the  entire  attention  of  the  electrician  must 


be  centered  on  his  switching.  At  times,  also,  on  such  occasions,  the 
night  watchman  and  assistant  electrician  come  to  him  for  instructions 
he  may  wish  to  give  to  the  telephone  operator. 

One  of  the  illustrations  shows  a  night  scene  at  the  lcU|)hiine  ex- 
change of  the  Niagara  Falls  Power  Co.  There  the  operator  is  almost 
always  busy.  At  the  right  is  the  night  lineman,  whose  duly  it  is  to 
patrol  the  transmission  lines  at  night  i|i  cases  of  necessity,  lookinj; 
out  for  leaky  insulators,  burnt  poles,  or  more  severe  troubles  after  a 
short  circuit. 

This  telephone  exchange  is  in  direct  conuinniicalion  with  the  main 
switchlwards,  all  of  the  local  suli-slations  and  the  transformer  sta- 
tions of  all  tenants,  as  well  as  with  all  stations  along  the  transmission 
lines,  such  as  La  Salle,  Tonawanda,  Lockporl,  and  a  nuniber  of  sub 
stations  in  Buffalo. 

Everything  here  runs  smoothly  as  long  as  there  is  no  trouble;  but 
as  soon  as  the  electrician  foresees  a  possible  complication,  he  put-. 
the  operator  on  his  guard,  and  in  times  of  thunder  storms  or  a  heavy 
run  of  grass  or  ice  in  the  river,  sees  that  regular  communication  is 
kept  up  every  half-hour  iK-twecn  the  stations  liable  to  be  called  upon 
to  reduce  load,  should  such  necessity  arise.  Some  electricians  prefer 
to  do  their  own  telephoning,  but  it  saves  time  to  leave  this  to  the 
operator  when  he  is  thoroughly  reliable,  giving  the  electrician  op- 
portunity to  devote  his  attention  at  once  to  all  the  details  of  the 
entire  plant. 

.Supposing  a  severe  east  wind  blows  up  during  the  grass  season ; 
the  governor  foreman  may  have  dozens  of  extra  men  oiit  raking 
grass,  while  a  heavy  rain  is  pelting  down,  and  the  steam  crane  con- 
stantly hauling  away  car  loads  of  grass.  And,  in  spite  of  all  cfTorts, 
the  grass  may  be  gelling  Ihc  best  of  them,  with  the  result  that  the 
water  is  greatly  reduced  at  one  nr  more  (>cnslocks.  The  loarl  must  be 
at  once  reduced  by  .ui  amount  •letermincd  by  the  judgment  of  the 
electrician.  He  telephones  the  operator  and  advises  him  to  call  a  cer- 
tain power  tenant  and  instruct  him  lo  lake  off  a  staled  amount  of 
load  at  once.  The  request  rompliefl  wilh,  ihc  allenrlant  telephones  Ihe 
power  house  exchange  lo  that  cffecl,  and  the  operator  in  turn  notifies 


the  electrician ;  though  the  electrician,  who  keeps  a  constant  watch  on 
the  output  of  the  50,000-h.  p.  plant,  is  aware  of  the  change  before 
the  messitge  has  been  received.  The  only  way  to  operate  a  switch- 
lioard  successfully  is  lo  keep  thus  in  touch  with  the  whole  plant. 

The  storm  may  increase  in  severity  and  require  more  load  reduc- 
tion; perhaps  even  a  third  or  fourth  reduction;  and  each  time  it 
must  be  so  timed  that  there  will  be  no  burned-out  bearings.  The  load 
is  not  all  taken  ofif  from  one  concern,  but  the  reduction  is  divided 
among  several.  This  is  one  of  the  ticklish  things  to  be  encoun- 
tered, and  at  times  the  electrician  must  call  upon  his  superior  officers 
Ix'forehand  to  learn  where  the  reduction  can  best  be  made.  He 
would  be  very  neglectful,  to  say  the  least,  if  this  information  were 
ascertained  too  late  to  .save  trouble,  for  difficulties  of  another  sort 
would  await  him  if  he  failed  in  this.  "He  must  predetermine  his 
exact  course  in  all  cases  of  trouble." 

Quickness  is  essential  in  all  concerned;  for  when  a  turbine  gov- 
ernor shows  that  it  is  taking  on  excessive  "rack"  and  the  generator 
load  is  diminishing  at  the  same  lime,  the  corresponding  dynamo 
must  be  shut  down  at  once.  Different  methods  of  operation  prevail 
on  each  shift,  all  acting  according  to  their  best  judgment ;  for  there 
can  be  no  fixed  rules  for  emergencies  like  these.  Indeed,  though 
the  Power  company  has  laid  down  rules  to  cover  every  point  possi- 
ble, for  the  guidance  of  all  departmients,  it  stops  short  here.  Each 
electrician  in  charge  must  run  his  shift  according  to  his  best  judg- 
ment in  times  of  emergency,  and  must  frequently  decide  almost 
instantaneously. 

Here  the  telephone  operator  comes  to  the  assistance  of  the  elec- 
trician again.  Il  may  be  there  has  been  a  great  run  of  ice,  and  the 
local  load  has  been  reduced ;  and  Buffalo,  which  is  last  to  be  reduced, 
gets  a  hurried  call  to  throw  off  load;  the  blast  from  a  semaphore, 
also,  which  means  the  immediate  shut-dowu'  of  the  dynamo  corre- 
sponding, calls  for  another  immediate  reduction  of  load.  If  it  is 
impossible  to  get  the  parties  in  time  to  accomlplish  this  before  a 
bearing  becomes  dangerously  hot,  as  indicated  by  the  thermometers 
in  the  oil   of  the   bearings,  the   electrician   must   resort   to   the   last 


'I'lIK    NllJirr   (ll'EHATOH. 

means  at  liis  disposal-  llirouitig  the  eniergeiK-y  switch,  which  opens 
all  Ihe  fields  of  the  dynamos  involved. 

There  is  a  busy  lime  now  for  the  telephone  operator.  Besides 
Ihe  numerous  inquiries  as  lo  "Whal's  the  matter?"  "How  long  will 
Ihe  power  be  olT?"  "Any  damage  done?"  etc.,  all  of  which  must 
he  promptly  and  respectfully  answered,  he  nnisl  be  reaily  to  carry 
out  al  once  Ihe  electrician's  orders. 

The  melhod  of  starting  depends  upon  the  nature  of  a  shut-down. 
The   hiiig-dislaiice   lines    always    have    preference.      The   electrician 


728 


STREET    RAILWAY    REVIEW. 


(Vui..  XIII.  No.  9 


will  uMially  close  a  dynamo  a.  c.  swilcli  and  put  on  the  field  in 
starting  up,  no  current  being  on  the  a.  c.  bus-bars.  He  will  then 
^yMchronizc  the  next  generator  and  telephone  to  Buffalo  and  Tona- 
wanda  to  put  on  a  certain  load,  according  to  the  conditions.  Before 
they  can  get  on  their  load,  he  will  have  another  dynamo  in  operation, 
and  all  safe  for  the  time  being.  So  many  conditions  exist  which 
are  liable  to  change  this  plan  that  no  set  regulations  can  apply. 

Tlicrc  have  been  limes  when  the  local  and  long-distance  bus-bars 
have  lieen  paralleled  and  the  voltage  averaged  accordingly.  All 
three  of  the  long-dislanco  lines  are  then  put  in  parallel  to  assist 
llie  voltage  and  all  four  of  the  a.  c.  bus-bars;  both  sets  of  both 
l)oards  are  paralleled  through  the  cross-connecting  switches  under 
No.  2  l)oard.  The  electrician  encounters  many  pnz/.ling  combinations 
at  such  times  as  these,  and  wilhonl  a  minute  understanding  of  his 
switching  and  load,  he  may  be  sending  an  enormous  current  through 
a  switch.  lie  must  have  enough  feeder  switches  on  both  bus-bars  to 
carry  the  current  safely. 

When  a  shut-down  is  due  to  a  short-circuit  on  local  or  long- 
distance lines,  the  method  of  starling  is  the  same;  and  the  order 
of   giving   current   to   the   numerous   tenants   is    usually   the    same. 


l.NTEKl' 
Switchboard  No. 


tli    UK    I'UWKR    llOrSE. 

!  in   foregrounii.   No.   1   in  distance. 


Ordinarily,  only  one  parly  is  affected  by  a  short  circuit  on  the  local 
service,  and  that  feeder  is  left  open  until  the  repair  men  report  all 
right. 

A  short  circuit  on  the  transmission  lines,  however,  usually  affects 
the  whole  system,  though  occasionally  a  Lockport  breaker  may  drop 
out  without  shutting  down  everything. 

Should  there  be  trouble  any  time  on  a  certain  line,  that  line  is 
cut  out,  and  the  remaining  lines  carry  the  load.  There  must  be 
great  accuracy  in  telephoning  at  these  times,  for  the  electrician 
must  give  instructions  to  Tonawanda  to  make  certain  changes,  and 
different  instructions  must  go  to  the  terminal  house  at  Buffalo.  He 
also  instructs  his  assistant  at  the  power-house  what  changes  are 
to  be  made  in  switching  in  the  transformer  room  across  the  bridge. 
Besides  this,  a  return  call  must  be  received  from  each  party  inter- 
ested. 

A  short  circuit  is  manifested  in  differing  degrees  of  severity. 
Should  it  hang  on,  and  the  tenants'  breakers  not  open  after  the 
lapse  of  a  few  seconds,  the  electririan  may  deem  it  best  to  use  the 
emergency  switch.  When  this  occurs  on  the  local  service,  the  tele- 
phone operator,  as  well  as  everybody  else  on  the  shift,  has  a  busy 
time  of  it.  Before  starting,  in  order  to  avoid  accident,  the  assistant 
electrician  must  examine  every  switch,  to  ascertain  whether  they  are 
all  open.     The  electrician  can  see  none  of  the  switches  he  opens 


and  closes,  having  only  short  levers  to  throw,  which  pneumatically 

I'iMilrul  llic  main  switches. 

The  switches  must  also  be  examined  to  sec  that  they  enter  right; 
for  if  thrown  in  considerably  out  of  step,  a  buck  takes  place  and 
the  switches  slop,  entering  only  on  the  shunts.  In  this  -case,  the 
electrician  opens  the  switch  when  notified  and  synchronizes  over 
again.  If  not  discovered,  when  the  load  is  put  on,  the  switch  would 
naturally  overheat  and  burn  out  with  disastrous  effect,  and  another 
complete  shut-down   follow. 

When  one  dynamo  is  on  and  the  most  important  feeder  is  also 
closed,  the  tenant  at  this  plant  immediately  proceeds  to  start  his 
machines  which  supply  direct  current  for  electrolytic  purposes.  An- 
other dynamo  is  put  on,  and,  as  generators  are  started  and  feeders 
closed,  load  is  given  out  in  a  certain  order  until  all  are  served.  This 
is  an  exciting  period,  and  the  work  is  carried  on  swiftly  with  rarely 
an  accident  in  any  way. 

Synchronizing  requires  special  attention,  and  if  the  governor 
attendant  is  alert,  he  can  generally  assist  in  shortening  this  period, 
which  varies  from  one-half  minute  to  one-half  hour.  Some  men 
are  over-careful  and  timid,  whereas  confidence  should  be  the  watch- 
word of  every  electrician  in  this  position.  It  is  not  suited  to  a 
timid  person.  He  must  never  lose  his  nerve.  If  he  dois,  he  had 
Ijetter  give  up  at  once  and  save  his  reputation,  as  well  as  thou- 
sands of  dollars  to  the  company.  If  one  mistake  is  made,  another 
is  liable  to  follow  at  once;  for,  always  fearing  trouble,  one  is  almost 
certain  to  do  the  wrong  thing  when  it  comes.  The  electrician  is 
under  constant  nerve-strain. 

To  inlclligently  carry  on  his  work,  the  telephone  operator  must 
know  the  amounts  of  power  used  by  the  various  tenants.  These 
have  increased  rapidly.  Some  concerns  have  only  to  trip  a  circuit- 
breaker,  and  all  is  clear.  Some  changes  are  necessary  at  other 
plants  before  it  is  safe  to  open  breakers  under  load,  as  they  hold  the 
arc,  which  would  burn  down  an  entire  panel  in  less  time  than  it 
lakes  to  tell.  A  remflrkable  occurrence  at  the  Niagara  Falls  power- 
house was  the  actual  warping  of  a  marble  barrier  between  two 
circuit  breakers  at  2300-volt  mains.  Barriers  under  similar  circum- 
stances had  been  blown  to  atoms. 

This  description  of  the  work  of  electrician  and  telephone  oper- 
ator in  emergencies  will  serve  to  show  the  importance  of  these 
positions,  and  the  qualities  required  for  their  successful  filling  in 
the  power-house  of  a  large  electric  plant. 


Progress  of  the  Western  Illinois  System. 


The  Western  Illinois  Railway  Co.,  of  Milan,  111.,  which  was  in- 
corporated to  build  an  electric  line  between  Aledo  and  Rock  Island, 
has  just  completed  the  field'  work  from  Aledo  to  Milan,  a  distance 
of  47^  miles.  It  found  a  natural  grade  practically  all  the  way, 
passing  through  a  rich  farming  and  stock  raising  country.  The 
towns  touched  by  this  section  of  the  line  are  Millersburg,  Buffalo 
Prairie,  Illinois  City,  Edgington  and  Andalusia,  none  of  which 
has  a  railway,  and  which  are  from  6  to  10  miles  from  the  nearest 
railroad  point.  At  Aledo  the  Western  Illinois  will  connect  with 
the  Chicago,  Burlington  &  Quincy,  and  at  Milan  with  the  Rock 
Island.  At  .■\ledo.  also,  a  connection  will  be  made  with  the  Tri 
City  Street  Ry..  to  Rock  Island  and  Davenport,  and  suburbs,  as  well 
as  with  the  Moline,  East  Moline  &  Watertown  Railway  Co.,  which 
also  has  a  line  to  the  new  Rock  Island  railroad  shops  at  East 
Moline. 


DO  keep  awake  and  find  seats  for  passengers  that  may  be 
standing. 

DON'T  forget  that  little  things  make  the  road  and  its  employes 
popular. 

DO  remember  that  a  lad  temper  is  an  awkward  thing  to  have 
but  a  worse  thing  to  lose. 

DON'T  forget  that  it  takes  two  to  make  an  argument. 

DO  remember  that  Rockefeller  made  his  money  by  attending 
strictly  to  his  own  business. 

DON'T  forget  that  you  have  the  same  opportunity. 

DO  look  out  for  has-beens.    Their  tale  is  sad. 

DON'T  become  one  of  them. 

DO  remember  that  success  is  often  killed  by  misdirected  ambi- 
tion.— Buzzard's  Bay  Philosophy. 


Subway  Stations  in  New  York  City. 


The  Columbus  Circle  station  of  the  Interborough  Rapid  Transit 
Co.,  of  Xcw  York  City,  is  the  first  of  the  subway  stations  to  be 
completed.  There  are  38  stations  in  all  in  the  Rapid  Transit  sub- 
way as  at  present  laid  out.  Five  of  them  are  express  stations ; 
that  is,  they  have  island  platforms  for  receiving  and  discharging 
passengers  from  the  two  inside  tracks,  which  are  express  tracks. 
The  Columbus  Circle  station,  near  the  entrance  to  Central  Park, 
is  one  of  the  most  important  on  the  line,  and  it  is  typical  of  all 
the  underground   stations.     They   \ary   in   length   and   in   width   of 


At  each  station  there  are  two  entrances  and  two  exits,  arranged 
so  that  passengers  leaving  the  tunnel  will  be  separated  from  those 
taking  a  train.  .Ml  the  tunnel  stations  arc  widest  in  the  middle, 
so  that  when  the  crowds  are  going  out  of  the  tunnel  there  will  be 
sufficient  room  for  comfort  near  the  stairways.  The  station  plat- 
forms are  narrowed  in  many  instances  to  9  ft.  at  each  end.  The 
color  scheme  of  the  Columbus  Circle  station  is  of  dark  green,  with 
faience  and  terra  cotta  decorations.  Faience  is  a  dull  glazed  terra 
cotta.     The   platform   floor   is   of  granolithic,   divided   into   squares 


SllIW  AY    l-Xl)KR    COLUMBUS    CIRCLE. 


VAULT    LIGHTS    AND    ENAMKLED    BRICK    BORDERS. 


platforms,  but  the  conveniences  for  the  public  are  about  the  same 
in  all.  .\n  interesting  feature  of  these  stations  is  the  use  of  differ- 
ent colored  brick  and  tile  at  each  station,  .so  that  travelers  in  the 
subway  will  know  by  glancing  out  of  a  fast  moving  train  whether 
they  are  approachipg  the  .station  at  which  they  wish  to  alight.  In 
the  treatment  of  the  stations  five  or  si.x  different  color  designs  were 
adopted  and  each  design  is  repeated  every  five  or  six  stations. 
That  is,  each  station  on  the  line  is  not  different  from  all  the  others, 
but  there  are  five  or  six  different  general  color  designs  or  treat- 
ments  which   are  carried  out   in   recurring  order,   beginning  at   the 


measuring  .5  ft.  on  each  side.  This  pavement  is  nearly  while  in 
color.  Where  the  platform  connects  with  the  side  wall  there  is  a 
"sanitary  curve,"  so  that  there  are  no  corners  or  crevices  to  gather 
dust  or  filth.  The  wainscot  just  above  Ihc  "sanitary  curve"  is  of 
Norman  brick,  2'/z  to  3  ft.  in  height,  and  above  this  is  a  marble 
cap  of  green  veined  white  Vermont  marbh  extending  the  whole 
length  of  the  station.  The  side  walls  over  the  marble  cap  arc  made 
up  with  glass,  art  ceramic  and  mosaic  work.  The  cornice  in  this 
station  is  designed  in  Gruby  faience  and  set  in  place  are  many  art 
plaques    in   terra    cotta    displaying    in    dislanl    relief   the    caravels   of 


IM)OK    AND    WALL    DESIGN 


HI'IOCI.M,    IIKICK    WORK-    AT   CITY    HALL. 


City  Hall  station.  Regular  passengers  will  soon  bect>me  fatniliar 
with  Ihc  general  color  scheme  and  can  tell  at  a  glance  what  section 
of  the  city  they  arc  traveling  through.  The  accompanying  views 
thow  the  application  of  the  brick  and  tile  at  the  stations. 

The   Columbus   Circle   station   has   an   cast   and    west    platform, 
each  aoo  fl.  in  length.     They  vary  in  width  from  43  ft.  to  9^^  f' 


ChrislDpher  Colunilius.  I'roni  the  top  of  the  coniiie  lliere  is  a 
"sanitary  curve"  of  cement  to  (he  ceiling,  which  is  of  wire  laths. 
The  ceiling  is  broken  up  into  panels  by  heavy  molding  conforming 
lo  the  panels  on  the  side  walls.  The  ceiling  panels  measure  15  ft. 
from  center  to  center  and  in  each  will  be  an  electric  light,  except  in 
I  lie  portions  of  the  station  which  can  be  illuminated  from  the  vault 


730 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No,  9. 


liKlits  overhead.  Each  ceiling  panel  is  composed  of  ceramic-mosaic 
pilasters  supporting  a  faience  platter,  with  a  decorative  design  on 
each. 

Near  ihe  center  of  each  platform  is  a  toilet  room  for  men,  and 
niiolher  for  women.  In  each  room  there  is  one  closet  having  :i 
ceramic  tile  Il<x>r  and  side  walls  of  glass,  with  partitions  of  marlile 
and  red  slate,  entrance  to  which  can  only  lie  gained  by  dropping  a 
nickel  in  the  slot. 

The  height  of  the  Colnmhns  Station  varies.  At  one  point  it  is 
iq   ft.    from   the   platform   to   the  vanit    light   above.     The  average 


l)b:COKATl.N"(:   AND   DKSlCiNATING   PANK1.S. 

height  is  gl/j  ft.  The  platform  of  each  station  will  be  "valleyed," 
so  that  a  hose  can  be  used  in  washing  down  the  platforms  and  the 
water  will  run  into  drains  near  the  side  walls.  The  Columbus 
Circle  station  will  he  fitted  with  aulonialic  pumps  to  force  the 
sewage  into  the  sewer,  which  at  this  point  is  above  the  station. 
Special  ventilating  appliances  will  be  placed  in  all  the  stations. 
Each  stairway  will  be  S'A  to  6  ft.  in  width.  In  the  center  of  each 
station  there  will  be  two  large  tile  panels  of  decorative  design,  with 
the  name  of  the  station  in  large  letters. 

One  of  the  accompanying  illustrations  shows  the  arched  roof  con- 
struction of  the  subway  at  the  City  Hall  loop.  This  is  made  by 
special  brick  furnished  by  R.  Guastavino  Co.,  of  New  York,  and  it 
is  known  as  Guastavino  brick. 


Power  Brakes  in  St.  Louis. 


In  order  to  lessen  the  number  of  street  car  accidents  in  St.  Louis 
an  ordinance  was  passed  in  1902  requiring  all  street  cars  in  the  city 
to  be  equipped  with  brakes  of  a  design  approved  by  the  Board  of 
Public  Improvements.  The  ordinance  grants  this  Board  the  right 
to  revoke  any  certificate  of  approval  which  may  have  been  given, 
forbids  the  use  of  brakes  which  are  broken  or  dilapidated  and 
prescribes  penalties  for  violation  of  the  ordinance.  After  the  pass- 
.ige  of  this  law  the  Board  made  extensive  investigations  of  power 
brakes  adapted  to  use  on  street  cars.  Tliere  were  several  different 
makes  of  brakes  approved  by  the  Board  among  which  were  the 
Christensen  air  brake.  Standard  air  brake,  Westinghouse  electro- 
magnetic track  and  wheel  brake  and  the  Neal  hydraulic  brake.  If 
at  any  time  any  other  air  brake  company  should  wish  to  have  its 
brake  approved  for  use  on  St.  Louis  street  cars  the  Board  will  take 
the  matter  under  consideration  and  if  the  brake  meets  the  require- 
ments the  Board  will  give  it  its  approval. 

The  St.  Louis  Transit  Co.  operates  about  1,500  cars  varying  in 
weight  from  16  to  24  tons  which  are  to  be  equipped  with  the  West- 
inghouse brake.  Each  car  will  have  a  regular  air  brake  but  will  not 
carry  an  air  compressor.  The  air  will  be  supplied  from  a  central 
compressor  plant  located  near  the  car  barns.  Each  car  is  to  he 
equipped  with  a  storage  tank  to  carry  air  at  an  initial  pressure  of 
300  lb.  and  there  will  be  an  operating  tank  connected  to  the  high 
pressure  tank  through  a  reducing  valve  so  as  to  supply  air  for  the 
brake  at  a  pressure  of  40  to  60  lb.  The  tanks  are  estimated  to  hold 
enough  air  to  make  three  round  trips  of  12  miles  with  a  24-ton  car. 
This  system  has  been  in  operation  hut  a  short  time. 

Tlie  St.  Louis  &  Suburban  Ry.  operates  150  cars  which  are  nearly 


all  equipped  with  Christen>en  air  brakes  and  motor  driven  air  com- 
pressors. The  same  make  of  air  brake  is  also  used  on  the  St.  Louis 
Water  Works  Ry.  These  brakes  operate  on  from  60  to  80  lb.  air 
pressure. 

Nearly  all  of  the  street  car  lines  enter  the  small  business  section 
of  St.  Louis  which  is  only  aiiout  six  blycks  square,  and  there  are 
far  loo  many  cars  in  this  section  for  rapid  service.  The  speed  of  a 
car  in  this  congested  district  is  naturally  slow  as  it  must  take  its 
turn  in  passing  around  one  of  the  several  loops,  e.ich  of  which  is 
used  by  several  different  lines.  In  case  of  any  accident  or  delay 
all  the  cars  on  a  loop  are  put  behind  their  schedule  time  and  this 
Ipst  time  must  be  made  up  in  some  less  crowded  portion  of  the 
city.  The  cars  are  usually  limited  to  the  very  best  speed  it  is  pos- 
sible to  make  safely,  and  where  time  is  to  be  made  up  hand  brakes 
are  often  too  slow  and  loo  weak  to  stop  a  24-ton  car  in  time  to 
avoid  accident. 

4  ■  » 

The  Cincinnati  Traction  Building. 


We  have  received  from  J.  P.  Hornaday  &  Co.,  dealers  in  invest- 
ment securities,  a  general  description  of  the  new  Traction  Building 
in  Cincinnati  in  which  are  located  the  general  offices  of  the  Cin- 
cinnati Traction  Co.  The  building  was  erected  in  a  little  more  than 
a  year  in  spite  of  many  obstacles.  It  stands  at  the  southeast  corner 
of  5th  and  Walnut  Sts.,  and  is  14  stories  high.  It  is  the  direct  out- 
come of  the  efforts  of  Mr.  W.  Kesley  Schocpf.  president  of  the  Cin- 
cinnati Traction  Co..  who  organized  the  Cincinnati  Traction  Build- 
ing Syndicate;  this  is  composed  of  W.  A.  Elkins,  P.  A.  B.  Widener, 
Thomas  Dolan,  Randall  Morgan,  J.  B.  Koraker  and  Hugh  McGowan, 
and  Mr.  Schocpf  is  trustee  and  manager. 

.\11  the  modern  methods  of  construction  were  used  in  the  new 
building.  The  walls  are  of  what  is  known  as  rain-drop  brick.  Each 
floor  is  different  in  finish  and  design.  The  offices  of  the  traction 
company  are  on  the  ninth  lloor,  and  the  private  office  of  President 
Shoepf  is  said  to  be  the  most  handsomely  finished  and  furnished 
of  any  in  the  country.  'The  rest  of  the  building  is  occupied  by  rail- 
road and  insurance  men,  brokers,  and  others.  The  furnishings 
throughout  are  expensive  and  handsome,  and  the  building  is  also 
equipped  with  the  United  States  mail  chute  system.  The  building 
cost  upwards  of  $500,000. 


Hudson    River  Water  Power  Co. 


On  August  26th  the  first  wheel  turned  in  operation  of  the  Hud- 
son River  Water  Power  Co's.  dam  at  Glens  Falls,  N.  Y.  The  res- 
ervoir is  nearly  five  miles  long,  with  an  average  width  of  nearly 
five  miles,  and  a  greatest  depth  of  135  ft.  Three  of  the  10  generators 
are  connected  with  the  canal,  which  was  filled  on  the  morning  of 
August  26th,  with  a  head  of  50  ft.  of  water  available  for  the  tur- 
bines. On  September  17th  the  company  began  to  supply  the  Sche- 
nectady works  of  the  General  Electric  Co. 

The  Hudson  Valley  Railway  Co.,  operating  between  Lake  George 
and  Troy,  has  practically  closed  with  the  power  company  for  2.000 
h.  p.  to  be  delivered  at  its  Glens  Falls  station.  This  is  now  a  steam 
plant  and  it  is  to  be  used  for  an  emergency  station.  Wires  are  now 
being  strung  from  the  dam  to  the  station. 


Quick  Work  on  Rockford-Freeport  Line. 


Indications  point  to  the  speedy  completion  of  the  Rockford  & 
Freeport  (III.)  Electric  Railway  Co's.  system,  and  it  is  believed 
that  the  line  will  be  in  operation  by  November  15th.  the  date  orig- 
inally set.  The  construction  work  was  begun  only  last  May,  yet 
in  .spite  of  more  or  less  inclement  weather  the  contractors,  Bracey, 
Howard  &  Co.,  have  completed  grading  for  28  miles.  The  work 
called  for  the  setting  of  3.120  poles  after  the  grading  and  ballasting 
are  completed,  28  miles  of  double  trolley  wire  and  23  miles  of  high 
tension  wire  to  be  strung.  There  will  be  seven  miles  of  direct  feed 
wire.  The  sub-stations  at  Pecatonica  and  Ridott  are  practically 
completed  and  that  at  Winnebago  is  well  under  way.  Four  miles 
of  track  lias  been  laid,  six  cars  arc  nearly  ready  and  the  overhead 
work  has  been  started.  The  company  has  arranged  for  a  depot  in 
Freeport  in  the  heart  of  the  city. 


Recent  Street  Railway  Decisions. 


EDITED  BY  J.  L.  ROSENBERGER.  ATTORNEY  AT  LAW,  CHICAGO. 


REFUSING  TO  ACCEPT  FARE  AND  ORDERING  ARREST 
OF  PASSENGER  EVIDENCE  OF  MALICE. 


Kelly  vs.  Durham  Traction  Co.   (N.  C),  43  S.  E.  Rep.  923.     Apr. 

21.  J903- 
That  a  conductor,  after  an  altercation  with  a  passenger,  in  which 
he  had  repeatedly  demanded  the  fare,  refused  to  accept  the  fare 
when  tendered,  and  ordered  the  arrest  of  the  passenger,  the  supreme 
court  of  North  Carolina  holds,  tended  to  show  malice,  although 
the  tender  was  not  made  until  just  before  the  passenger's  being 
taken  from  the  car;  his  claim  being  that  he  had  already  paid  his 
fare. 


DUTY   AS   TO    FURNISHING   A    SAFE    PLACE 
CAR  OR  ALIGHT. 


TO   TAKE 


MacKenzie  vs.  Union  Railway  Co.  (N.  Y.  Sup.),  81  N.  Y.  Supp.  748. 
.■\pr.  17,  1903. 
The  general  rule  of  law  that  a  street  railway  company  is 
bound  to  ordinary  care  in  furnishing  a  safe  place  to  passengers  to 
enter  upon  or  alight  from  its  cars,  the  first  appellate  division  of  the 
supreme  court  of  New  York  says,  is  well  established;  but  it  would 
be  extending  the  rule  of  liability  far  beyond  what  has  been  ad- 
judged in  any  case  to  which  the  court's  attention  has  been  called  to 
hold  that  a  street  railway  company  guarantees  or  insures  the  safety 
of  a  public  highway  along  which  an  intending  passenger  chooses  to 
move  in  order  to  reach  a  car  which  has  overrun  its  usual  stopping 
place  and  is  waiting  for  that  intending  passenger  to  enter. 


FAILURE  TO  LOOK  AND  LISTEN  CONTRIBUTORY  NEGLI- 
GENCE—MOTORMAN  MAY  ASSU.ME  TH.Vl'  PERSONS 
STOPPING  NEAR  TRACK  WILL  LET  CAR  PASS. 


\>'olf  vs.  City  &  .Suburban  Railway  Co.  (Or.),  72  Pac.  Rep  329. 
May  I,  1903. 
Where  a  man  was  crossing  a  public  street,  in  broad  daylight,  at  a 
place  where  his  view  was  unobstructed,  the  supreme  court  of  Oregon 
holds  that  it  was  his  duty  to  look  and  listen  for  a  car  before  cross- 
ing the  track,  and,  if  he  did  not,  he  was  guilty  of  such  contributory 
negligence  as  would  preclude  recovery,  notwithstanding  the  com- 
pany may  have  been  negligent  in  running  the  car  at  a  dangerous 
rate  of  speed.  The  testimony  showing  that  he  saw  the  approaching 
car,  and  stopped  when  near  the  track,  but  afterwards  concluded 
that  he  had  time  to  pass  safely  in  front  of  it,  the  court  holds  that, 
when  he  slopped,  the  motorman  had  a  right  to  assume  that  he 
intended  to  wait  until  the  car  passed  before  crossing  the  track,  and 
was  not  guilty  of  negligence  in  releasing  his  brakes  at  the  lime. 


HOW  A  CONSOLIDATION  IS  EFFECTED— LIAniLllY 
UPON  JUDGMENT  RENDERED  AFTER  CONSOLIDA- 
TION AGAINST  OLD  COMPANY. 


Chicago  &  Jolict  Electric  Railway  Co.  vs.  Ferguson  (III.  App.),  loTj 
III.  App.  356.  Jan.  27,  1903. 
The  appellate  court  for  the  second  district  of  Illinois  says  tha( 
the  statute  provides  that  in  all  cases  when  any  company,  or  corpora- 
tion chartered  or  organized  under  the  laws  of  this  state  shall  con- 
vilidalc  in  properly,  stock  or  franchises  with  any  other  company 
or  companies,  such  consolidated  company  shall  Ik-  liable  for  all  debts 
or  liabilities  of  each  company  included  in  said  con.solidaled  com- 
pany, existing  or  accrued  prior  lo  such  consolidation ;  and  actions 
may  lie  brought  or  maintained,  and  recovery  had  therefor,  against 
such  consolidated  company.  A  consolidation,  not  a  purchase,  is 
cflFccled  t>y  the  transfer  of  the  franchise  and  all  the  properly  of 
one    corpr>ration   to   another   under   an   arrangement   by    which    the 


stockholders  of  the  former  company  exchange  their  stock  for  stock 
in  the  latter  company.  A  consolidated  railroad  company  is  not  re- 
lieved from  liability  upon  a  judgment  rendered  against  one  of  its 
constituent  companies  after  the  consolidation. 


A  COMMON  CARRIER  OF  PASSENGERS— BURDEN  OF 
PROOF  IN  PERSONAL  INJURY  CASES. 


Omaha  Street  Railway  Co.  vs.  Boeson  (Neb.).  94  N.  W.  Rep.  619. 
Apr.  9,  1903. 
It  may  be  stated,  as  a  general  proposition,  it  is  said  in  the  commis- 
sioners' opinion  in  this  case,  that  a  street  railway  company  is  a 
common  carrier  of  passengers  for  hire;  that  ordinarily  it  will  be 
sufficient  for  one  to  show  that  he  was  a  passenger,  that  while  such 
passenger  he  was  injured,  and  the  e.\tent  of  such  injuries.  It  will 
then  devolve  upon  the  company  to  show  that  the  injury  occurred 
without  any  negligence  on  its  part,  and  that  by  the  e.xcrcise  of  the 
highest  degree  of  care  it  could  not  have  prevented  such  injury.  It 
will  be  found,  however,  that  this  doctrine  has  been  laid  down  in 
cases  where  there  was  a  collision,  or  where  the  person  injured  had 
been  struck  or  run  over  by  a  street  car — in  short,  in  cases  where 
the  undisputed  cause  of  the  injury  fairly  raised  the  presumption  of 
negligence.  .\nd  it  wotild  seem  that  where  there  was  no  collision, 
and  the  plainlifT  was  not  run  over  or  struck  by  the  street  car,  but  he 
alleged,  as  a  substantive  part  of  his  case,  that  he  was  thrown  from 
the  car  by  a  derailment  of  it  caused  by  the  negligence  of  the  com- 
pany, before  he  could  make  his  case,  it  would  be  necessary  to  show 
at  least  that  he  was  thrown  from  the  car  as  alleged  in  bis  petition, 
liefore  any  presumption  of  negligence  could  arise. 


CARE  REQUIRED  OE  COMMON  CARRIER  AS  TO  CARS, 
APPLIANCES  AND  SERVANTS  WHETHER  MOTIVE 
POWER  IS  STEAM  OR  ELECTRICITY— NOT  AN  IN- 
SURER—DUTY OF  PASSENGER— FAILURE  TO  DIS- 
COVER CLOSING  OF  SNAP  SWITCH. 


McAllister  vs.  People's  Railway  Co.  (Del.  .Super.),  54  All.  Rep. 
743.    Feb.  27,  1903. 

"Common  carriers  of  passengers  are  responsible  for  any  negli- 
gence resulting  in  injury  to  them,  and  are  required  in  Ihe  preparation, 
conduct,  and  management  of  their  means  of  conveyance  lo  exercise 
every  degree  of  care,  diligence,  and  skill  which  a  reasonable  man 
would  use  under  such  circumstances.  This  obligation  is  imposed 
on  them  as  a  public  duty,  and  by  their  contract  to  carry  safely,  as 
far  as  human  care  and  foresight  will  reasonably  admit.  A  railroad 
company,  using  as  it  does  the  powerful  and  dangerous  agency  of 
steam,  is  bound  to  provide  skillful  and  careful  servants,  competent 
in  every  respect  for  the  posts  they  arc  appointed  to  fill  in  their 
service;  and  is  responsible  not  only  for  their  possession  of  such 
care  and  skill,  but  also  for  Ihe  continued  application  of  these  qualities 
at  all  times."  The  superior  court  of  Delaware  said  this  in  the  case 
of  Flinn  vs.  P.,  W.  &  B.  R.  R.  Co.,  i  Houst.  469  (499),  and  adds, 
in  this  case,  that  the  degree  of  care  required  in  these  matters  is 
I  lie  same  whether  Ihe  motive  power  be  steam  or  electricity.  A  com- 
mon carrier  is  not  an  insurer  of  the  safely  of  its  passenger.?,  but  is 
required  to  exercise  Ihe  highest  degree  of  care  and  diligence  that 
is  rea.sonably  practicable  in  securing  their  safety  by  keeping  its  cars 
and  appliances  in  a  safe  condiliou,  and  at  all  limes  under  ihe  conlrol 
and  management  of  skilled  cotnpelcnl  servanls.  There  is  at  the  same 
time  a  duty  resting  upon  the  passenger  lo  act  with  prudence,  aiul 
to  use  the  means  provided  for  his  safe  transporlalion  with  reason- 
able circumspection  and  care,  and,  if  his  negligent  act  contributes 
lo  bring  about  Ihe  injury  of  which  he  complains,  he  cannot  recover. 

The  court  furlher  holds  thai  if  Ihe  jury  found  in  this  case  thai 
the  snap  switch  on  the  rear  of  car  No.  5  was  closed,  without  regard 


732 


STREET    RAILWAY    REVIEW. 


(Vol..  XIII,  No.  9. 


as  10  I10W  iir  when  it  was  closed,  if  l>y  llic  exercise  of  clue  care  and 
caution  the  servants  of  the  company  might  or  should  have  dis- 
covered that  it  was  closed,  and  that  by  reason  thereof  the  air  brake 
failed  10  act  effectually,  as  it  was  designed  to  act,  and  that  the 
resultant  failure  so  to  act  was  due  to  the  carelessness,  incompetency, 
or  negligence  of  the  servants  of  the  company  in  not  discovering 
that  the  switch  was  closed,  and  that,  as  a  result  of  the  failure  of  the 
air  brake  to  work,  the  niotorman  lost  control  of  car  No.  5,  and  by 
reason  thereof  car  No.  16  was  forced  against  car  No.  12,  causing 
the  irarty  suing  to  l>c  thrown  therefrom  and  injured,  then  the 
failure  to  make  the  discovery  and  open  the  switch  would  constitute 
negligence. 


K|-.l..\ll\  ]■:  KK.IllS  .XNIJ  UUTIKS  OV  SI'RKF.I'  CAKS  AND 
VKIIICI.KS  OR  PF.UESTHI.AN.S  UN  TR.VCK.S— DUl  Y  0|- 
MOTORM.W  10  .AVOID  COLLISIONS  AND  INJURING 
PEOPLE. 


Southern  Electric  Railway  Co.  vs.  Hagcnian  (V.  S.  C.  C.  A..  Mo.), 
121  Fed.  Rep.  262.  Mar  9,  1903. 
The  rules  of  law  which  prescribe  the  ihilies  and  liabilities  of  those 
who  g(i  on  the  track  of  a  steam  railroad  al  other  places  than  street 
crossings,  the  United  States  circuit  court  of  appeals,  eighth  cir- 
cuit, s.iys,  have  little,  if  any.  application  to  those  who  go  upon  the 
track  of  a  street  railway.  The  former  arc  trespassers,  while  the  lat- 
ter are  not.  One  who  has  occasion  to  drive  upon  a  public  thorough- 
fare Vfherein  a  street  railway  track  is  laid  at  grade  has  the  riglit  to 
use  any  part  of  the  street  which  he  finds  it  necessary  or  convenient 
to  usi .  He  may  drive  along  a  street  railway  track,  if  occasion  exists 
for  s<  doing,  the  only  limitation  upon  his  rights  in  this  respect  being 
that  he  must  not  unnecessarily  obstruct  the  movement  of  street 
cars;  and,  being  free  to  move,  he  must  turn  off  the  track  as  soon 
as  he  can  conveniently,  if  he  sees  a  cat  approaching,  and  he  must 
also  Ix;  on  the  lookout  at  all  times  for  cars.  On  the  other  hand, 
companies  who  operate  street  cars  in  the  public  streets  owe  certain 
duties  to  the  public  that  are  equally  imperative.  Those  persons 
whom  they  place  in  charge  of  their  cars  must  be  on  the  lookout  for 
veh  cles  and  pedestrians  who  may  be  expected  to  lie  found  traveling 
on  the  street,  and  who  have  an  equal  right  with  the  railway  com- 
pary  to  use  the  street.  They  must  take  all  reasonable  and  proper 
precautions  to  avoid  running  over  pedestrians  or  into  vehicles,  and 
must  not  move  at  such  a  high  rate  of  speed  as  will  endanger  the 
li-res  of  others  and  imperil  the  safety  of  their  own  passengers.  In 
other  words,  a  niotorman  in  charge  of  a  car  has  no  right  to  act  on 
the  assumption  that  he  is  entitled  to  a  clear  track  at  all  times  and 
that  pedestrians  and  vehicles  are  bound,  at  their  peril,  no  matter  what 
may  be  the  inconvenience,  to  get  out  of  the  way.  In  short,  a  motor- 
man  is  under  the  same  obligation  to  exercise  care  and  prudence,  so 
as  to  avoid  collisions  and  to  avoid  injuring  people,  as  these  arc  to 
exercise  care  not  to  gel  in  the  way  of  street  cars,  so  as  to  be  run 
over  and  injured. 


STATUTE  MAKING  JUDGMENT  AGAINST  "ANY  RAIL- 
RO.\D  CORPOR.\TION"  FOR  INJURIES  .A  PRIOR  LIEN 
NOT  APPLICABLE  TO  STREET  R.MLWAY  COMPANY- 
SUFFICIENCY  OF  INCORPORATION  UNDER  INDUS- 
TRIAL ACT— GIVING  OF  MORTG.AGE  NOT  PROHIR- 
ITED  ALIENATION  OF  FRANCHISE  IN  AVOIDANCE 
OF  LIABILITIES. 


Central  Trust  Co.  vs.  Warren  (U.  S.  C.  C.  A.,  Uon.).  121  Fed.  Rep. 
323.  Feb.  2,  1903. 
Section  707  of  the  fifth  division  of  the  Compiled  Statutes  of  Mon- 
tana of  1887  (section  914  of  the  civil  code,  approved  February  19. 
1895),  which  provides  that  "A  judgment  against  any  railroad  cor- 
poration for  any  injury  to  per.son  or  property,  or  for  materials  fur- 
nished, or  for  work  or  labor  done  upon  any  of  the  property  of  sucli 
corporation,  shall  be  a  lien  within  the  county  where  recorilcd  on 
the  property  of  such  corporation,  and  such  lien  shall  be  prior  and 
superior  to  the  lien  of  any  mortgage  or  trust  deed  provided  for  in 
this  act,"  which  was  part  of  ".An  act  in  relation  to  railroads,"  the 
United  States  circuit  court  of  appeals,  ninth  circuit,  holds  was  in- 
tended to  relate  to  the  railroads  of  commerce,  and  is  not  applicable 
to  corporations  formed  for  the  purpose  of  operating  street  railways; 
and  holds  that  a  judgment  rendered  against  a  street  railway  corpora- 


tion for  per.sonal  injuries  has  no  priority  over  the  existing  lien  of  a 
mortgage  upon  the  corporate  property. 

Section  446  of  chapter  25  of  division  s  of  the  Compiled  Statutes 
ol  Montana  of  1887  providing  that  three  or  more  persons  may  form 
a  corporation,  among  other  things,  to  carry  on  any.  "branch  of 
business  designed  to  aid  in  the  industrial  or  productive  interests 
of  the  country  and  the  development  thereof,"  the  title  of  the  chapter 
Iwing  "Corporations  for  Industrial  or  Productive  Purposes,"  the 
court  holds  furnished  sufficient  authority  for  the  formation  of  a 
corpciration  for  the  purpose  of  owning  and  operating  a  street  rail- 
way. 

Section  17  of  the  constitution  of  Montana,  which  provides  that 
"The  legislative  assembly  shall  not  pass  any  law  permitting  the  leas- 
ing or  alienation  of  any  franchise  so  as  to  relieve  the  franchise  or 
properly  held  thereunder  from  any  of  the  liabilities  of  the  lessor  or 
granti>r  or  lessee  or  grantee  contracted  or  incurred  in  the  operation, 
use,  or  enjoyment  of  such  franchise,  or  any  of  its  privileges,"  the 
court  holds  was  not  violated  by  the  giving  of  a  mortgage,  for  a 
valuable  consideration,  in  the  due  course  of  business,  with  nothing 
to  show  that  the  mortgagor  was  insolvent,  or  gave  the  mortgage  in 
anticipation  of  insolvency,  or  gave  it  for  the  purpose  of  hindering 
or  delaying  other  creditors ;  and  holds  that  the  provision  gave  a 
bolder  of  a  subsequent  judgment  for  damages  for  personal  injuries 
no  right  to  have  his  judgment  declared  a  prior  lien  to  that  of  the 
mortgage. 


INJURY  TO  P.ASSENGER  RIDING  ON  RUNNING  BOARD 
TUROl'GH  TUNNEL,  CLOSE  TO  WALL— DUTY  OF 
COMPANY  USING  CITY  TUNNEL— RISK  ASSUMED  BY 
PASSENGER— LATTER  NOT  BOUND  TO  USE  HIGH- 
EST CARE— NEGLIGENCE  A  RELATIVE  TERM. 


.North  Chicago  Street  Railroad  Co.  vs.  Polkcy  (.HI  App.),  106  111. 
App.  98.  Feb.  13,  1903. 
Carelessness  and  negligence,  the  branch  appellate  court  for  the 
first  district  of  Illinois  holds,  are  relative  terms.  What  is  negligence 
in  operating  a  train  in  one  place  would  not  be  necessarily  in  an- 
iilher.  It  might  be  entirely  proper  to  permit  passengers  to  ride 
upon  the  footboard  extending  along  the  side  of  a  car  in  an  open 
street  where  there  are  no  obstructions  and  where  there  is  plenty  of 
space  outside  of  the  car  so  that  passengers  thus  riding  would  not 
\k  liable  to  sufTer  injury  from  outside  obstructions,  and  negligence 
lo  allow  them  to  .so  ride  under  different  conditions,  where  dangers 
would  be  encountered  of  which  the  passenger  had  no  notice.  .\nd 
tile  court  regards  it  as  a  question  for  the  jury  to  deterinine  whether, 
in  this  case,  it  was  or  was  not  negligence  for  the  company  to  so 
run  and  operate  its  trains  when  passing  so  close  to  the  wall  of  a 
tunnel  where  stones  projected  several  inches  and  the  space  between 
the  wall  and  the  footboard  was  from  three  to  twelve  inches,  that 
a  passenger  riding  upon  the  footboard  should  be  injured. 

It  might  be  true,  the  court  says,  that  the  character  and  construc- 
tion of  the  tunnel  wall  were  outside  of  the  company's  control,  if,  as 
was  said,  the  tunnel  was  the  property  of  the  city,  but  the  operation 
of  its  cars  when  passing  in  close  proximity  to  the  wall  of  the  tun- 
nel was  not  beyond  such  control.  It  was  entirely  within  the  power 
of  the  company,  either  to  prohibit  passengers  from  riding  on  the 
footboard  of  the  car  while  going  through  the  tunnel,  or  if  it  per- 
mitted them  to  so  ride,  to  warn  them  of  the  danger  and  to  operate 
the  car  at  such  a  slow  rate  of  speed  with  such  precautions  as  to 
prevent  the  occurrence  of  accidents   like  that   under  consideration. 

It  is  probable  that  few,  if  any,  of  the  multitudes  of  people  who  pass 
through  the  tunnel  in  question  (the  La  Salle  street  tunnel,  in  Chi- 
cago) on  the  company's  cars,  day  after  day,  have  any  knowledge 
of  the  particular  source  of  danger  from  which  the  passenger  in 
([uestion  received  his  injuries.  The  company  invites  passengers 
when  the  .scats  upon  the  car  are  full  to  place  themselves  upon  the 
running  board  where  he  was  riding.  These  passengers  have  a  right 
to  presume  that  when  so  riding  they  will  not  be  brought  into  such 
close  proximity  to  the  projecting  stones  of  the  tunnel  wall,  that 
ordinary  movements  of  the  body,  whether  caused  by  the  passenger 
putting  his  hand  into  his  pocket  to  get  at  his  fare,  or  changing  his 
position  from  one  foot  to  another,  or  allowing  his  body  to  project 
two  or  three  inches  beyond  the  outer  edge  of  the  footboard,  will 
thereby  endanger  life.  A  passenger  may  assume  the  increased  risk 
that  may  result  in  the  ordinary  course  of  things  from  riding  upon  a 
footboard  of  the  car  when  properly  managed  in  a  place  ordinarily 


Sept.  x.  1903.] 


STREET    RAILWAY    REVIEW. 


733 


safe,  but  he  does  not  assume  as  a  matter  of  law  a  risk  that  results 
from  running  the  car  so  close  to  a  fixed  obstruction  of  which  he  has 
no  knowledge  that  while  standing  in  a  perfectly  natural  position  and 
making  only  such  movements  as  are  ordinarily  safe  and  natural  he 
will  be  brought  into  contact  with  such  obstruction.  But  it  is  the  duty 
of  the  company  to  so  operate  its  trains,  where  they  pass  so  close  to 
a  fixed  obstruction,  that  a  passenger  who  has  not  been  warned  of 
any  danger,  and  who  simply  lifts  an  arm  or  raises  a  shoulder  to  put 
his  hand  in  his  pocket,  or  makes  any  similar  movement,  shall  not 
thereby  endanger  his  life.  The  passenger  is  not  bound  to  use  the 
highest  degree  of  care.  When  the  company  laid  its  tracks  through 
the  tunnel  so  close  to  the  tunnel  wall  as  the  evidence  showed  it  had 
done  in  this  case,  it  thereby  assumed  the  responsibility  of  using  all 
the  care,  vigilance  and  foresight  reasonably  necessary  and  practicable 
in  the  operation  and  management  of  its  cars  to  protect  its  passen- 
gers against  being  brought  in  contact  with  an  obstruction  caused  by 
the  close  proximity  of  such  wall. 


DUTY  TO  EMPLOYES  OF  TELEPHONE  COMPANIES  AND 
TO  OTHERS  TO  INSULATE  SPAN  WIRES,  DETECT 
AND  REMEDY  LEAKAGES— FREQUENT  INSPECTIONS 
NO  DEFENSE— PRIMARY  OBJECT  OF  INSULATION- 
ENGAGING  IN  DANGEROUS  OCCUPATION  NOT  CON- 
TRIBUTORY NEGLIGENCE. 


Potts  vs.  Shreveport  Belt  Railway  Co.  (La.),  34  So.  Rep.  103.  Feb. 
2,  1903.    Rehearing  denied  .*\pr.  13,  1903. 

.\n  employe  of  a  telephone  company,  who  was  the  foreman  of  a 
line  gang  engaged  at  the  time  in  stringing  wires,  received  a  fatal 
shock  from  the  telephone  wire  which  he  was  stringing  coming  in 
contact  with  an  uninsulated  span  wire  of  the  railway  company 
through  an  assistant  stumbling,  letting  the  wire  slack.  But  the 
supreme  court  of  Louisiana  holds  that  the  fact  that  he  knew  there 
was,  at  that  point,  leakage  from  the  trolley  wire  to  the  span  wire, 
and  yet  continued  working  there,  was  not,  of  itself,  negligence  bar- 
ring recovery.  He  could  still  work  there  notwithstanding  knowledge 
of  the  "hot"  span  wire,  and  would  not  be  chargeable  with  negligence 
unless  he  failed  to  take  due  precaution  and  exercise  due  care  to 
shield  himself  from  harm.  It  is  not  of  itself  contributory  negligence 
to  engage  in  a  dangerous  occupation.  Where  a  person  is  employed  in 
the  presence  of  a  known  danger,  to  constitute  contributory  negligence 
it  must  be  shown  that  he  voluntarily  and  unnecessarily  exposed 
himself  to  the  danger. 

A  company  maintaining  electrical  wires  over  which  a  high  volt- 
age of  electricity  is  conveyed,  rendering  them  highly  dangerous  to 
others,  is  under  the  duty  of  using  the  necessary  care  and  prudence  at 
places  where  others  may  have  the  right  to  go  either  for  work  or 
pleasure,  to  prevent  injury.  It  is  the  duty  of  the  company  under  such 
conditions  to  keep  its  wires  perfectly  insulated,  and  it  must  exercise 
the  utmost  care  to  maintain  them  in  this  condition  at  such  places. 
And  a  company  maintaining  such  wires  mu.st  see  to  it  that  its  lines 
are  safe  for  those  who  by  their  occupation  arc  brought  in  close 
proximity  to  them.  It  must  see  to  it  that  its  wires  arc  perfectly 
insulated,  and  kept  so.  or  else  it  must  provide  adequate  guard  wires 
or  other  sufficient  safety  appliances,  as  means  of  protection  against 
the  dangerous  wires.  In  the  instant  case  the  fact  of  the  span 
wire  Ijcing  heavily  charged  by  leakage  from  the  trolley  wire  sub- 
jected the  workman  to  greater  risks  than  those  which  belong  to  the 
employment  he  was  engaged  in.  For  this  the  railway  company 
must  be  held  liable  under  the  circim)stances  disclosed. 

The  fact  that  frequent  inspections  of  the  line  were  made  to  ascer- 
tain the  condition  of  the  wires  and  remedy  defective  insulation,  did 
not  relieve  the  company  of  liability.  If  the  span  wire  had  become 
dangerously  charged  with  the  electrical  current,  the  company's  in- 
spection should  have  been  thorough  enough  to  have  detected  it.  It 
was  the  company's  business  to  know  the  dangerous  defects  in  or 
along  its  lines,  and,  knowing,  to  safeguard  the  same.  Using  an 
agency  of  such  subtle  and  dangerous  power  as  electricity,  the  burden 
of  the  utmost  care  and  vigilance  to  keep  all  wires  connected  with 
the  trolley  perfectly  insulated  was  upon  the  company. 

The  current  should  be  confined  to  the  trolley  wire.  Had  this  been 
done  and  the  employes  of  the  telephone  company  had  been  so  care- 
less as  to  get  the  wires  they  were  stringing  mixed  up  with  the 
trolley  wire  and  injury  or  death  resulted,  there  could  l)e  no  recovery. 
But  it  is  diflFcrent  as  regards  the  span  wires  suspending  the  trolley. 
It  is  the  duty  of  the  car  company  to  keep  these  immune  from  elec- 


trical contagion,  free  from  dangerous  and  deadly  electrical  energy. 
Such  is  intended  to  be  and  should  be  their  usual  condition.  When  it 
is  otherwise  and  injury  or  death  ensues  to  those  who  have  not  ac- 
cepted such  risks,  owners  of  the  offending  wire  must  stand  the  re- 
sponsibility. Courts  of  justice  will  not  consider  it  the  primary  object 
of  insulating  span  wires  to  keep  unimpaired  the  efficiency  of  the 
power  which  drives  the  cars  where  danger  to  humanity  lurks  in 
span  wires.  They  will  consider  the  piimary  object  of  the  insulation 
to  be  to  obviate  such  danger,  and  the  efficient  propulsion  of  the 
cars  a  secondary  object. 


RUNNING  DOWN  BICYCLIST  WTTH  NORTH-BOUND  CAR 
ON  SOUTH-BOUND  TRACK. 


North  Chicago  Street  Railroad  Co.  vs.  Irwin  (III.),  66  N.  E.  Rep. 
1077.  Apr.  24,  1903. 
It  appeared  that,  the  company  having  two  tracks  on  a  certain 
street,  it  was  its  invariable  custom  to  run  all  south-bound  cars  en- 
gaged in  conveying  passengers  on  the  west  track  and  all  north-bound 
cars  for  the  conveyance  of  passengers  on  the  east  track.  But  two  cars, 
which,  during  the  daytime,  were  used  by  the  company  on  another 
line,  were,  after  the  work  of  conveying  passengers  was  over,  about 
midnight  of  each  day,  taken  northward  on  the  west  track,  to  the  car 
barns.  Under  these  circumstances,  where  a  man  was  riding  a  bicycle 
northward,  at  about  1 1  .'40  p.  m.,  the  portion  of  the  street  on  either 
side  of  the  outermost  rails  of  the  tracks  being  covered  with  snow, 
ice,  and  slush,  and  impassable  for  a  bicycle,  and  one  of  the  two 
cars  mentioned  was  run  on  the  west  track  northward  at  a  rate  of  12 
to  16  miles  per  hour,  and  the  niotorman  saw  the  man  riding  in  the 
space  between  the  tracks,  and  when  within  from  25  to  35  feet  rang 
his  bell  or  gong,  but  did  not  slacken  the  speed  of  his  car,  besides 
which  there  was  evidence  tending  to  show  that  the  man  believed  the 
car  which  was  approaching  from  the  rear  was  on  the  east  track  and 
turned  to  go  from  the  space  between  the  tracks  upon  the  west  track, 
in  order  that  he  might  be  beyond  all  danger  of  being  struck  by  the 
car,  the  supreme  court  of  Illinois  holds  that  whether  the  motorman 
was  in  the  exercise  of  ordinary  care  for  the  safety  of  persons  who 
might  be  upon  the  street,  or  the  bicyclist  guilty  of  contributory 
negligence,  were  questions  of  fact  for  the  jury.  Moreover,  while 
there  was  no  allegation  that  propelling  the  car  northward  upon  the 
west  or  south-bound  track  was  an  act  of  negligence,  the  court  holds 
there  was  no  error  in  permitting  the  existence  of  the  custom  of  run- 
ning all  north-bound  cars  on  the  east  track  and  all  south-bound  cars 
on  the  west  track  to  be  proved.  It  says  that  the  existence  of  the 
custom  entered  into  the  consideration  of  the  question  whether  the 
motorman  was  in  the  exercise  of  ordinary  care  in  propelling  the  car 
northward  on  the  west  track  at  such  a  rate  of  speed  as  12  or  15 
miles  per  hour,  and  also  bore  upon  the  question  of  the  carefulness  or 
negligence  of  the  bicyclist  in  leaving  the  space  between  the  tracks 
and  going  upon  the  west  track  in  order  to  be  out  of  danger  from  a 
car  moving  northward.  However,  the  court  holds  that  an  instruction 
was  erroneous  from  which  the  jury  might  understand  that  the  bi- 
cyclist had  a  right  to  rely  upon  the  continued  observance  by  the 
company  of  what  it  was  contended  he  understood  to  he  a  fixed  and 
established  custom,  and  that,  if  he  did  rely  thereon,  it  should  be 
deemed,  as  a  matter  of  law,  that  he  had  exercised  ordinary  care.  It 
says  that  it  was  the  province  of  the  jury  to  determine  whether  he 
h.^d  exercised  ordinary  care  for  his  own  safety.  If  ordinary  pru- 
dence would  have  dictated  .something  more  should  have  been  done 
than  merely  to  rely  upon  the  observance  of  what  he  may  have  under- 
stood to  be  a  universal  custom  governing  north-bound  cars,  then 
reliance  alone  upon  such  presumption  would  not  avail  to  relieve  from 
the  imputation  of  contributory  negligence. 


ILLINOIS  STATUTE  CONSTRUED  TO  CONFER  NO  AU- 
THORITY TO  GRANT  FRANCHISES  TO  INDIVIDUALS 
—FRANCHISE  DI'-.FINF.D. 


Goddard  vs.  Chicago  &  Northwestern  Railway  Co  fill.'),  66  N.  F. 
Rep.  1066.  Apr.  24,  1903. 
The  Illinois  act  in  regard  to  street  railroads,  apiiroved  March  7, 
'^kW.  provides  "thai  any  company  which  has  been  or  shall  l)c  in- 
corporated under  the  general  laws  of  this  state  for  the  purpose  of 
constructing,  maintaining  or  operating  any  horse,  dummy  or  street 
railroad  or  tramway,    ♦    *    *    may,  subject  to  the  provisions  con- 


■M 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  9. 


taincil  in  this  act,  locate  and  construct  its  road  npon  and  over  any 
street,"  etc.  Section  3  provides  that  "no  sucli  company"  shall  have 
the  right  to  locate  or  construct  its  road  upon  or  along  any  street, 
etc.,  in  any  inciirimralcd  city,  town  or  village  without  the  consent 
of  the  cor|Hirate  authorities,  nor  upon  or  along  any  road,  etc..  with- 
out any  incorporated  city,  town  or  village,  e.xccpt  upon  the  consent 
of  the  county  lK>ard,  etc. 

The  supreme  court  of  Illinois  holds  that  this  statute  conferred 
upon  the  l>oard  of  supervisors  of  a  county  no  authority  to  grant  to 
private  individuals  a  right  to  construct  and  operate  a  street  railw.iy 
in  the  highway.  It  says  that  if  the  act  should  Iw  extended  beyond 
its  terms,  so  as  to  embrace  individuals,  it  would  extend  to  them 
the  right  to  exercise  the  sovereign  power  of  eminent  domain  for 
the  purposes  of  their  street  railways,  and  statutes  conferring  such 
lM>wers  are  to  be  construed  strictly.  The  question  was  not  whether 
a  natural  person,  if  the  law  so  provided,  might  acquire  a  right  of 
way,  exercise  the  right  of  eminent  domain,  and  enjoy  the  fran- 
chise to  operate  a  street  railway,  but  wlicthcr  the  law  did  so  provide. 
The  legislature  had  power  to  limit  the  authority  of  the  county  hoard 
to  grant  a  license  to  incorporated  companies  created  under  the  gen- 
eral laws  of  the  state  for  the  purpose  of  construcling  and  operating 
street  railways,  and  it  is  not  material  what  reason  existed  for  pre- 
scribing the  limit.  It  was  a  case  for  the  exercise  of  the  legislative 
judgment,  with   which  the  court   is  not  concerned. 

Furthermore,  the  court  holds  that  the  operation  of  a  street  rail- 
way is  not  one  of  the  ordinary  avocations  to  which  the  constitutional 
provisions  securing  to  every  individual  the  right  to  choose  his  own 
occupation,  to  pursue  any  ordinary  calling  or  trade,  and  to  acquire, 
hold,  and  sell  property,  apply.  It  is  a  special  privilege  conferred 
by  the  government,  which  does  not  belong  to  citizens  of  the  country 
generally,  by  common  right.  The  right  to  operate  a  street  railway 
and  collect  fares  for  carrying  passengers,  and  the  power  to  exercise 
the  right  of  eminent  domain,  are  franchises.  A  franchise  is  a 
special  privilege  conferred  by  grant  from  the  sovereign  power,  not 
Ix-longing  to  the  citizen  of  common  right.  It  must  be  derived  from 
the  laws  of  the  state,  and  emanate  from  the  sovereign  power,  and  it 
cannot  be  exercised  by  an  individual  on  his  own  lands  vvithoul  the 
consent  of  the  state. 


LI.\BIL1TY  FOR  INJURY  TO  EMPLOYE  RIDING  HOME  ON 
P.-\SS  DUE  TO  OPENED  SWT  ICU— M.MN  lAININCi 
FULL  SPEED— DU'IDED  OPINION  ON  DUTY  TO 
PLACE  TARGET  OR  LIGHT  ON  SVVnCll. 


Noe  vs.  Rapid  Railway  Co.  (Mich.),  94  N.  \V.  Rep.  743.  May  12. 
1903 

.•\n  employe,  who  had  liccn  engaged  with  others  in  constructing 
an  addition  to  a  power  house,  while  riding  home  from  his  work  on 
one  of  the  company's  regular  employe  passes  was  injured  by  the 
car  being  wrecked  at  a  switch  which  was  thrown  open  by  some  one. 
though  whether  by  a  malicious  person  or  the  act  of  chihircn  was  not 
determined.  The  supreme  court  of  Michigan  holds  that  there  was 
a  case  for  the  jury,  and  affirms  a  judgment  for  damages.  The 
negligence  charged  was  failure  to  have  a  light  or  target  at  the 
switch,  failure  to  keep  the  switch  locked,  and  failure  to  provide  for 
slowing  up  the  car  at  that  point. 

The  court  says  that  the  fault,  if  any.  was  not  that  of  the  motor- 
man,  if  conceded  to  be  a  fellow-servant,  but  was  in  not  providing 
a  safe  system  in  running  the  cars,  as  the  motorman  was  quite  within 
his  orders  in  running  the  train  at  full  speed  in  disregard  of  this 
switch.  The  fault,  then,  if  there  was  a  fault,  was  the  fault  of  the 
master — the  company.  As  to  the  contention  that  the  employe  had 
assumed  the  risk  of  these  appliances,  the  court  says  that  he  had 
no  duty  which  would  bring  to  his  attention  the  defects  complained 
of.  His  work  was  performed  at  a  distance  from  the  switch,  and 
no  notice  of  the  defects  would  come  to  him  through  his  work,  as 
his  duties  had  no  relation  to  the  track.  He  simply  rode  over  the 
track,  as  did  any  other  passenger. 

It  was  contended  that  the  tcstmiony  showed  that  target  lights 
and  locks  were  not  used  in  street  or  electric  railway  lines,  and  that, 
if  the  company  had  shown  that  it  had  observed  the  same  care  that 
other  electric  railways  had  exercised,  this  must  he  held  to  be  due 
care.  Two  members  of  the  court.  Justices  Montgomery  and  Moore. 
.^ay  that  if  it  be  assumed  that  it  is  not  negligent  to  conduct  a  busi- 
ness in  the  usual  manner   (as  to  which,  see  Railway  Company  vs. 


Judson,  34  Mich.  507),  it  remains  to  consider  what  shall  furnish 
the  standard.  Can  the  defendant  company  neglect  precautions  which 
are  taken  by  steam  railroads  against  the  same  character  of  disaster 
as  the  defendant  is  called  upon  to  guard  against?  We  think  not. 
It  can  make  no  difference  whether  the  force  which  propels  a  car 
freighted  with  human  beings  and  going  at  a  rate  of  35  or  40  miles 
an  hour,  is  propelled  by  one  power  or  another.  A  misplaced  switch 
is  as  sure  to  result  in  serious  damage  in  one  case  as  in  the  other. 
The  question,  nuire  properly,  is,  what  has  human  foresight  pro- 
vided as  a  safeguard  against  such  a  disaster?  And  common  prudence 
would  suggest  an  investigation  into  the  methods  of  such  business 
as  involved  such  contingencies  as  confront  the  operating  company. 
Justice  Carpenter  says,  in  concurring  in  the  result  for  the  other 
reasons  stated  in  the  opinion,  that  he  doubts  the  right  of  the  jury  to 
find  that  a  street  railway  company  is  under  an  obligation  to  place  a 
target  or  light,  which  may  possibly  be  an  obstruction  to  travel,  in 
the  public  highway.  Hooker,  C.  J.,  and  Grant,  J.,  dissent;  the 
former  writing  a  dissenting  opinion,  concurred  in  by  the  latter. 


INJURY  TO  MOTORMAN  FROM  CAR  AHEAD  RUNNING 
BACKWARD  ON  ACCOUNT  OF  DERAILMENT  OF  AN- 
OTHER CAR— WANT  OF  NECESSARY  RULE  MUST  BE 
SHOWN— RISK  FROM  KNOWN  METHODS  ASSUMED 
—ABSENCE  OF  RED  LIGHTS  ON  REAR  OF  CAR  AND 
TELEPHONE  CONNECTION  WITH  Y— CONDUCTOR 
JUMPING  OFF  BEFORE  COLLISION— INCOMPETENT 
SERVANT  AND  FELLOW-SERVANT  RULE. 


Seccomhe  vs.  Detroit  Electric  Railway  (Mich.),  94  N.  W.  Rep.  747. 
May  12,  1903. 

.•\t  a  switch  at  a  point  where  there  were  two  tracks,  and  cars 
were  not  expected  to  run  both  ways  upon  cither,  a  car  was  derailed, 
it  was  asserted,  in  consequence  of  a  worn  rail.  The  next  car  to 
arrive  was  sent  hack  to  carry  word  to  the  car  l>arn,  a  distance  of  a 
mile  and  a  half.  While  running  backward,  this  car  met,  in  collision, 
llie  car  which  had  been  following  it  before,  injuring  the  motorman 
on  the  latter.  The  supreme  court  of  Michigan  holds  that  a  verdict 
was  properly  directed  for  the  company.  It  holds  that  the  worn  rail 
was  not  the  proximate  cause  of  the  motorman's  injury,  if  it  was  a 
remote  one.  It  also  holds  that  the  trial  judge  did  not  err  in  declin- 
ing to  submit  to  the  jury  the  question  of  whether  this  accident  was 
not  due  to  the  want  of  some  reasonable  and  necessary  rule  for  the 
backing  of  cars.  It  says  that  the  record  showed  that  a  printed  rule 
required  that  "motormen  must  not  start  their  cars  until  receiving 
two  Ik'IIs  or  the  word  'Right'  from  the  conductor,  nor  start  the  car 
backward  before  receiving  three  bells  from  the  conductor,  who  must 
remain  on  rear  platform  while  car  is  moving  backward."  The 
ciuirl  was  not  advised  that  any  other  or  dilTcrent  rule  was  in  use  on 
any  street  railway  in  the  conntrj'.  Counsel  suggested  that  the  com- 
])any  should  have  established  telephone  connection  with  the  Y,  or 
should  have  required  red  lights  on  the  rear  of  cars.  It  requires 
more  than  the  production  of  authorities  asserting  that  it  is  the 
duty  of  railroads  to  promulgate  reasonable  rules  for  the  running 
of  trains  to  establish  the  fact  that  a  company  has  been  negligent  in 
that  respect. 

.•\s  another  reason  why  llio  plaintitT's  contention  sliould  not  pre- 
vail, the  court  .says  that  he  was  not  a  passenger,  but  an  employe, 
who  was  familiar  with  the  company's  methods  and  rules;  he  knew 
that  cars  had  been  backed  on  this  piece  of  road,  and  that  it  was 
likely  to  happen  again ;  he  knew  that  the  cars  did  not  carry  red 
lanterns  upon  the  rear,  as  is  customary  upon  sttam  roads,  and  he 
knew  what,  if  any,  means  there  were  of  determining  whether  a  car 
was  approaching  or  going  away  from  him;  and,  under  such  cir- 
cumstances, he  may  be  said  to  have  assumed  the  risk  of  such 
methods.  The  conductor  of  the  backing  car  jumping  therefrom 
after  giving  the  signal  to  stop,  and  when  he  could  do  no  good  by 
remaining  on  the  car,  the  court  holds,  would  not  be  culpable  or 
negligent.  On  the  other  hand,  it  holds  that  the  fellow-servant  rule 
was  clearly  applicable,  unless  the  company's  negligence  in  relation 
to  such  conductor's  competency  were  proved  to  relieve  the  motor- 
man  from  the  effect  of  such  rule.  But  before  a  master  can  he  held 
liable  on  the  ground  that  he  has  in  his  employ  an  incompetent  ser- 
vant, it  holds  that  it  must  appear  that  he  has  been  negligent  cither 
in  emi>loying  or  retaining  him.  and  the  burden  of  proof  is  upon  the 
plaintiff. 


The  Columbus,  London  &  Springfield  and  the  Dayton, 
Springfield  &  Urbana  Railways. 


BY  H.   C.   REAGAN. 


The  Columbus,  London  &  Springfield  am!  ilie  Dayton,  Springfield 
&  Urbana  railways  are  owned  by  the  Appleyard  syndicate  and  to- 
gether constitute  one  of  the  finest  interurban  systems  in  the  middle 
west.  The  geographical  location  of  these  roads  is  admirable,  from 
a  financial  standpoint,  as  the  system  reaches  the  three  principal 
cities  of  middle  Ohio.  The  Columbus,  London  &  Springfield  Ry. 
passes  through  a  rich  farming  country  and  several  large  towns 
between  Columbus  and  Springfield,  midway  between  which  is  the 
town  of  London  which  is  the  county  seat  of  Madison  County.  This 
has  a  population   of  3.500  and  contains  many  business  places   and 


for  a  short  distance  over  the  tracks  of  the  local  railway,  .\fter 
leaving  the  station  the  road  passes  through  a  picturesque  country 
in  the  Mad  River  valley.  The  track  parallels  the  Dayton  branch  of 
the  Erie  and  the  Big  Four  railroads.  This  line  traverses  some  of 
the  richest  farming  countries  in  the  state  of  Ohio.  Among  the 
numerous  towns  through  which  it  passes  may  be  mentioned  Harsh- 
man,  Osborne  and  Medway,  and  just  west  of  Springfield  on  this  line 
is  situated  the  beautiful  Masonic  Home  of  Ohio.  The  power 
house  of  this  system  is  one  of  the  largest  in  the  middle  west  and 
is  located  at  Medway.     Springfield   and  Dayton,   the  two  principal 


OKNKftAI,    VIKW   or    lONfilN'IO    AND    DYNAMO    ROOM. 


hand.somc  residences.  Columbus,  the  capital  of  Ohio,  has  a  popu- 
lation of  130,000  and  Springfield,  the  terminus  of  the  road,  is  a 
prosperous  city  with  a  population  of  40.000  and  is  the  county  seat 
of  Garlc  County.  The  passenger  Iraflic  between  the.se  is  very  heavy. 
The  terminal  building  at  Colnmlnis  is  located  at  36  W.  Gay  St.  and 
is  known  as  the  Inlcrurlwui  Union  Station.  The  Columbus,  Buck- 
eye I^ke  &  Newark,  the  Columbus,  Delaware  &  Marion,  the  Cen- 
tral Market  and  the  Grove  City  lines  all  start  from  this  station 
making  it  an  easy  matter  to  reach  any  point  on  these  lines  from  the 
ColumlMis,  I»ndon  &  Springfield  Ry.  The  Springfield  terminus 
is  at  the  .\rcadc  in  Foinilain  .Sfjuare  which  is  also  the  terminus  of 
the  Dayton,  Springfield  &  I'riKina  Klectric  Ry.  The  latter  road 
starl.i  at  the  corner  of  Third  and  Main  streets  in  Dayton  and  runs 


(■ili<"j,  conlriliule  a  heavy  passenger  trallic  lu  the  mad.  I'lu'  l.itkT 
city  has  a  population  of  loo.ocx).  The  Urbana  division  which  acts 
as  a  Jeedcr  to  the  system  is  now  being  extended  to  Bellefontainc 
an<l  Kenton,  Obit),  and  a  liranch  line  extends  from  the  main  line 
to  New  Carlisle  which  is  lo  be  extended  to  Troy.  In  order  to 
complete  the  system  to  Cincinnati  the  .'\ppleyard  .syndicate  has  .se- 
cured ctMilrol  of  the  Dayton,  Lebanon  &  Cincinnati  which  is  a 
sleain  road  but  which  will  be  converted  into  an  electric  railway  as 
soon  as  possible.  The  c<iinbinalion  of  these  two  roads  with  other 
lities  owned  an<l  projected  by  the  Appleyard  .syndicate  will  form  one 
great  system  between  Pittsburg  anil  Cincinnati.  The  Columbus, 
L<indon  &  Springfielil  and  the  Dayton,  SpriTigfield  X  Urbana  rail 
ways  arc  located  at  about  the  middle  of  this  system. 


736 


STREET    RAILWAY    REVIEW. 


IVni..  .XI 1 1,  No.  9. 


In  addilioii  to  tlic  passenger  service  these  companies  have  a  very 
large  freight  and  express  business  for  which  they  use  the  most 
modern  express  cars.  By  referring  to  the  map,  the  tcrritor)-  cov- 
ered and  the  population  reached  by  this  system  will  be  seen. 

Roadbed. 

These  companies  intend  to  own  their  own  private  right  of  way 
wlicrcvor  possible  and  the  roadbed  is  built  according  to  the  highest 
sLindards,  thereby  insuring  solidity  and  safety.  The  rails  are  laid  on 
standard  white  oak  tics  and  the  gravel  ballast  is  well  tamped  under 
and  even  with  the  tops  of  the  tics.  The  rail  through  the  country 
districts  is  a  70  lb.  T-rail  in  30-ft.  lengths  joined  by  6-holc  fish 
plates  and  bonded  with  a  No.  0000  bond  at  each  joint.  The  lines  are 
single  track  with  suitable  turnouts  and  switches.  An  automatic 
signal  system  is  now  being  installed.  The  bridges  along  the  line 
are  built  of  slcel  and  concrete.  The  roads  traverse  a  level  country 
so  there  are  very  few  heavy  grades.  Cattle  guards  are  used  at  all 
country  crossings,  and  where  traffic  demands  it,  neat  stations  arc 
provided   for  passengers. 

Direct   Current   Overhead   Lines. 

The  direct  current  overhead  lines  arc  very  substantially  built. 
Except   in  the  cities   the  overhead  construction   is  of  the  bracket 


was  necessary  to  tear  out  the  end  and  side  of  the  old  building  back 
to  the  switchboard  compartment  and  this  hail  to  be  done  without  in 
any  way  slopping  the  operation  of  the  machinery  in  the  old  station. 
.Ml  steam  pipes  and  connections,  steam  mains  anil  discharge  lines 
had  to  be  connected  under  the  same  conditions,  and  further,  an 
entrance  was  made  in  the  old  stack  for  the  new  breeching,  all  of 
which  was  done  without  stopping  or  interfering  with  the  operation 
of  the  old  station  for  one  minute.  One  of  the  illustrations  shows 
the  exterior  of  the  present  power  house  with  the  outgoing  line  and 
the  wire  tower  for  the  high-tension  lines  al  the  from  of  the  build- 
ing. The  distributing  rack  is  also  shown  for  the  high  tension  lines 
going  east  and  west  and  where  they  leave  the  line  anchorages  in 
front  of  the  lower.  This  building  is  very  substantial.  The  main 
walls  are  of  brick  with  monitors  over  the  engine  rooms  and  boiler 
houses,  which  are  provided  with  ventilating  windows.  Ample  pro- 
visions for  light  arc  made  in  the  front  and  ends  of  the  building  by 
means  of  large  double  windows-  7x7  ft.  in  size  trimmed  with  gray 
sandstone  sills  between  the  pilasters.  At  each  end  of  the  building 
there  is  a  large  double  door  provided  with  iron  steps  and  landing. 
The  gable  ends  and  the  top  of  the  wall  over  the  wire  tower  have  a 
coping  of  gray  sandstone,  giving  it  a  neat  appearance.  The  area  of 
the  engine  room  is  194  ft.  by  47  ft.  2  in.  and  from  the  floor  line  to 
the  bottom  of  the  trusses  is  18  ft.  2  in.     There  arc  pilasters  on  the 


/ 


S    M     r    L    B   r 


/  ^: 


MAP  OF  THE  C.   I-.  &  S.  AND  THE  D.  S.  &  U.  RAILWAYS. 


type  using  straight,  sound,  well-set  poles  35  ft.  long  and  8  in,  at 
the  top.  In  other  places  span  wire  is  used.  The  trolley  wire  is 
No.  0000  grooved  section  and  No.  0000  feeders  arc  tapped  in  at 
intervals.  Glass  insulators  are  used  for  pull-off  and  strain  insula- 
tors. On  the  Dayton,  Springfield  &  Urbana  Ry.  two  trolley  wires 
are  used,  thereby  avoiding  switches  on  the  overhead  lines.  On  the 
Columbus,  London  &  Springfield  d.iuble  bracket  arms  are  used  at 
turnouts,  the  poles  being  set  between  the  tracks. 

Power  House. 

The  power  for  this  system  is  furnished  from  the  power  house 
situated  at  \tedway,  O..  about  half  way  between  Columbus  and 
Cincinnati  and  is  near  the  Mad  River.  This  was  formerly  the  site 
of  an  old  woolen  mill  which  was  run  by  water  power,  the  old  race 
taking  water  from  a  dam  across  the  river.  This  race  now  provides 
plenty  of  water  for  condensing  purposes  and  for  boiler  feed  and  the 
station  is  situated  close  to  the  Big  Four  and  Erie  railroads,  making 
it  convenient  for  coal  shipments.  The  power  house  is  located  at  the 
load  center  of  the  system.  The  new  building  is  a  combination  of  the 
Dayton,  Springfield  &  L'rbana  power  house,  which  was  built  about 
three  years  ago,  and  a  new  portion  which  was  built  for  the  Colum- 
bus. London  &  Springfield  Railway  Co..  making  together  a  large 
and  handsome  power  house,  of  which  the  writer  is  the  constructing 
engineer.     In  order  to  incorporate  the  two  buildings  into  one  it 


side  walls  of  the  engine  room  on  top  of  which  arc  mounted  cap 
stones  which  will  carry  the  track  for  an  electric  crane  which  is  to 
be  installed.  The  roof  over  the  engine  room  is  supported  by  iron 
trusses  on  top  of  which  nailing  pieces  are  bolted.  Rafters  are 
placed  between  the  trusses,  the  whole  being  covered  with  a 
sheathing  of  yellow  pine.  On  top  of  this  is  tar  paper  and  slate 
making  a  tight  and  substantial  roof.  The  .south  wall  of  the  engine 
room  is  a  fire-proof  wall  provided  w  ith  fire-proof  iron  doors.  To 
the  rear  of  this  wall  is  the  boiler  room.  The  basement  of  the  new 
part  of  the  building  is  13  ft.  deep  and  that  of  the  old  part  has  a 
depth  of  10  ft.  All  of  the  basement  floors  are  of  cement.  The  en- 
gine room  floor  is  built  of  steel  girders  with  brick  arches  and  has 
a  cement  surface.  This  makes  a  strong  floor  to  resist  weight  and 
vibration.  Cast  iron  steps  lead  from  both  the  engine  room  and 
boiler  room  to  the  basement.  The  interior  of  the  main  building  is 
painted  white  and  the  exterior  wood  work  is  painted  olive  green 
with  lake  red  window  sash.  The  basement  has  double  windows 
along  the  front  and  both  ends,  with  doors  at  each  end. 

Boiler  Room. 

The  boiler  room  is  situated  on  the  south  side  of  the  engine  room 
and  is  136  ft.  long  by  41  ft.  wide.  The  height  of  the  room  from 
the  floor  to  the  bottom  of  the  trusses  is  23  ft.  The  roof  is  composed 
of  sheathing  with  a  covering  of  tar  and  gravel  and  ample  ven- 


Sept.  jo,  1903.] 


STREET    RAILWAY    REVIEW. 


737 


tilation  is  provided  by  two  monitors.  The  top  of  tlie  wall  has  a  gray 
sandstone  coping.  This  room  contains  seven  Babcock  &  Wilcox 
boilers,  each  having  a  rated  capacity  of  267  h.  p.  These  are  de- 
signed for  a  working  pressure  of  160  lb.  being  tested  at  240  lb.  hy- 
drostatic pressure.  The  boilers  arc  fired  by  hand.  The  coal  bun- 
kers extend  the  whole  length  of  the  boiler  room,  being  136  ft.  long, 
13  ft.  7  in.  wide  and  12  in.  in  height  to  the  bottom  of  the  girders 
which  run  along  the  top  of  the  bunkers.  These  girders  carry 
stringers  to  which  rails  are  spiked  and  the  coal  cars  are  run  upon 
these  rails  over  the  bunkers  and  unloaded.  There  are  also  tracks 
on  the  boiler  room  floor  on  which  steel  coal  cars  are  used.  These 
are  loaded  and  run  on  a  surface  scale  in  the  boiler  room  where  the 
coal  is  weighed  as  it  is  used.  The  tracks  extend  out  to  the  ash 
bank. 

Heaters. 

Two  Sorge-Cochrane  heaters  of  1,500  h.  p.  each  arc  installed. 
These  heaters  have  a  maximum  capacity  for  heating  and  purifying 
90,000  lb.  of  water  per  hour.  They  receive  the  exhaust  steam  from 
the  condensers,  steam  pumps  and  engine  exciter  which  is  sufficient 
to  heat  the  water  to  between  180  and  205°  F.  The  Sorge  chemical 
system   is   used   the   tanks  being   placed    in   the   boiler   room   and 


POWER  HOUSE. 

piped  to  the  heater.  These  heaters  arc  connected  so  that  either  one 
may  be  by-passed  and  the  other  connected  on  both  sets  of  boilers ; 
both  may  be  by-passed,  or  water  may  be  taken  from  both  or  either 
one  separately.  Previous  to  the  installation  of  the  heaters  there 
was  constant  trouble  from  boiler  incrustation  due  to  the  impurity 
of  the  water  which  contained  magnesium,  5.684  grains  per  U.  S. 
gallon,  silicon,  .105  grains,  oxide  of  iron,  .ogo,  sodium  chloride, 
1.584,  potassium  carljonate,  9.907,  potassium  sulphate,  .664  or  a  to- 
tal of  18.337  grains  per  gallon.  This  formed  a  hard  incrustation 
which  required  constant  cleaning;  but  since  installing  the  heaters 
and  using  soda  ash  the  incrustation  is  being  cut  off  rapidly.  The 
blowing  down  of  the  boilers  is  accompanied  with  sediment  and 
lime  in  vast  quantities. 

Pumps. 

In  the  Ijoiler  room  there  are  four  duplex  steam  pumps  with  steam 
cylinders  10  in.  x  12  in.  and  water  cylinders  S'/i  in.  x  12  in.  These 
pumps  arc  of  the  latest  Blake  pattern  having  composition  pistons 
and  arc  packed  for  hot  water.  The  valves  in  the  water  end  arc  of 
hard  rubber.  These  pumps  arc  placed  two  in  each  section  of  the 
Ixiiler  room,  or  two  to  a  heater.  Each  pump  can  lake  water  from 
the  heater  or  direct  from  the  cold  water  supply.  There  arc  three 
sources  of  water  supply;  from  a  well  in  the  building,  from 
the  canal,  or  from  a  creek,  and  suitable  valves  arc  provided 
to  allow  for  drawing  water  from  either  place.     One  pump  is  gen- 


erally used  to  supply  water  to  the  heaters  as  there  is  no  head 
to  allow  the  heaters  to  be  supplied  otherwise.  This  makes  one 
pump  a  supply  pump  and  the  other  a  delivery  pump  to  the  boilers. 
Either  set  of  pumps  can  supply  water  to  each  section  of  the  boilers 
or  one  set  can  deliver  water  to  both  sets  of  boilers.  These  pumps 
are  set  on  brick  foundations  with  a  cement  top  in  which  anchor 
bolts  are  embedded  making  a  compact  and  rigid  base.  Lubricators 
are  used  which  are  operated  from  the  valve  motion  lever.  The 
steam  ends  of  the  pumps  have  a  metallic  packing  and  all  drips  are 
piped  into  a  drip  line.  There  is  a  safety  valve  on  each  delivery 
line  located  near  the  pumps. 

Condensers. 

The  basement  of  the  engine  room  contains  five  Blake  vertical 
twin  jet  condensers  three  of  which  are  in  the  old  part  of  the  build- 
ing and  two  in  the  new  part.  The  two  new  condensers  are  placed 
between  the  engine  foundations  while  the  old  ones  are  located  back 
of  the  foundations  as  shown  in  the  plan  of  the  station.  The  two 
large  condensers  are  each  attached  to  a  1,500-h.  p.  engine.  They 
have  two  14  in.  x  21  in.  steam  cylinders  and  two  32  in.  x  21  in.  air 
cylinders.  The  steam  and  air  cylinders  are  connected  by  means  of 
four  heavy  stretcher  rods.  A  walking  beam  is  connected  to  each 
piston  rod  by  links,  a  cross-head  and  guide  being  provided  in  this 
style  of  pump  to  prevent  the  springing  of  the  piston  rod  and  the  leak- 
ing of  the  packing. 

In  order  to  know  that  the  force  feed  pump  for  each  condenser 
is  working,  without  going  down  into  the  basement,  the  writer  had  the 
lubricators  mounted  on  the  hand  rail  around  the  opening  in  the  en- 
gine room  floor.  A  shaft  was  placed  across  this  opening  with  a 
link  and  a  lever  attached  to  a  bell  crank  of  the  pump;  a  rod  con- 
nects to  the  ratchet  wheel  of  the  force  feed  pump.  This  operates 
the  feed  and  can  be  seen  by  the  engineer  or  oiler  without  going  below 
to  the  basement.  It  acts  as  an  indicator  showing  the  movement  of 
the  condenser.  All  oil  pipes  are  brought  up  above  the  floor  and  all 
valves  are  worked  by  floor-stand  wheels  in  the  engine  room.  The 
JTijection  pipe  comes  in  from  the  intake  and  is  connected  to 
each  condenser,  a  10  in.  check  valve  being  placed  between  each 
condenser  and  the  injector  pipe.  The  injection  line  has  diameter? 
of  14  and  10  in.  and  has  cast  iron  bell  joints.  The  discharge  line  of 
piping  is  composed  of  a  14-in.  and  a  24-in.  section.  The  14-in.  sec- 
tion takes  the  discharge  water  from  the  small  condensers  and  the 
-'4-in.  section  the  water  from  the  two  large  condensers.  These 
lines  have  bell  joints  except  where  they  are  joined  to  the  condenser 
where  the  joints  are  flanged.  The  three  condensers  in  the  old  part 
of  the  station  are  of  the  twin  type  having  dimensions  of  9  ,x  20  x  I2 
in.  These  condensers  also  take  the  water  of  condensation  from 
the  canal  through  a  separate  line.  Between  the  condensers  and  the 
low  pressure  cylinders  arc  Goubert  primary  heaters  through  which 
the  exhaust  steam  passes  on  its  way  to  the  condensers  or  to  the  at- 
mosphere. The  water  from  the  supply  pumps  passes  through  the 
heaters  and  is  then  delivered  into  the  Cochrane  open  heater  in  the 
boiler  room. 

Piping. 

The  accompanying  illustrations  give  a  general  diagram  of  the 
piping  of  this  station.  The  piping  is  all  extra  heavy.  The  steam 
pipe  from  each  boiler  is  an  8-in.  wrought  iron  pipe  with  screwed 
flange.  These  pass  over  and  down  the  back  of  the  boilers  to  a  12-in. 
steam  header  which  is  carried  from  one  end  of  the  boiler  room  to 
the  other  on  cast  iron  brackets  with  rollers.  This  main  is  a  wrought 
iron  pipe  and  is  divided  into  .sections  by  12-in.  gale  valves  with  by- 
pass valves  so  that  in  case  of  leak  or  accident  any  section  can  be 
cut  out.  There  are  three  valves  in  the  old  main  and  two  in  the  new 
main.  The  steam  pipes  from  the  boiler  to  the  header  have  8-in.  gate 
valves  near  the  header  and  also  stop  valves  on  top  of  the  boilers, 
riiere  arc  three  6-in.  steam  pipes  leading  to  the  high  pressure  cylin- 
ders of  the  engines  in  the  old  station  and  two  lo-in.  pipes  to  the 
engines  in  the  new  station.  These  arc  all  extra  heavy  wrought  iron 
liipes  with  screwed  flanges  peened  over.  A  gate  valve  is  placed  in 
each  pipe  to  the  engines. 

In  joining  the  old  mains  lo  the  new  piping  the  problem  of  how  lo 
pass  between  the  wall  and  the  old  stack  aro.se.  This  was  overcome 
by  forming  a  loop  between  the  two  mains  having  a  10  ft.  radius  which 
carried  the  pipe  up  to  a  point  between  the  wall  and  the  stack  where 
the  space  was  suflicient  owing  to  the  taper  in  the  stack.  At  the  same 
lime  this  formed  an  expansion  loop.  The  exhaust  pipes  in  the  old  sta- 
tion from  the  low  pressure  cylinders  are  lo-in.  cast  iron  pipes  with 


738 


STREET    RAILWAY    REVIEW. 


(Vol,  XIII,  No.  9. 


a  branch  U>  cacli  condenser.  The  exhaust  main  is  a  i6-in.  cast  iron 
pipe  leading  to  a  l6-in.  galvanized  spiral  riveted  pipe  and  exhaust 
head.  'lluTe  arc  three  back  pressure  valves  in  the  exhaust  line,  one 
for  each  engine.  Between  the  condenser  and  the  low  pressure 
cxhau^l  is  a  primary  heater  and  the  live  steam  passes  through  a 
GoulK-rt  separator  in  the  old  station.  An  auxiliary  exhaust  pipe  of 
5  in.  diameter  leads  to  the  open  heater.  The  feed  water  pipes  arc  on 
lop  of  the  boilers  and  are  in  duplicate,  one  line  being  of  brass  pipe 
and  the  other  of  iron.  The  brass  line  is  in  service  most  of  the  time. 
Itninch  line?  with  check  and  stop  valves  pass  down  in  front  of  the 
or  from  iKrth  heaters  by  both  sets  of  pumps  or  by  any  single  pump. 


Engines. 
The  new  part  of  the  power  house  contains  two  Hamilton-Corliss 
cross-compound  condensing  engines  having  a  normal  capacity  of 
1,250  h.  p.  and  a  maximum  capacity  of  1,500  h.  p.  These  engines  can 
be  run  cither  condensing  or  non-condensing  and  in  the  latter  case 
have  a  capacity  of  1,190  h.  p.  with  an  initial  steam  pressure  of  150 
lb.  The  indicated  horse  power  running  with  condensers  at  one- 
quarter  cut-off  is  1,250  h.  p.  and  at  one-third  cut-off,  1425  h.  p. 
These  engines  are  very  inassive  in  construction  in  order  to  with- 
stand the  heavy  work  which  they  are  called  upon  to  do.  They  are 
placed  on  foundations  laid  in  p<)rtl.'ind  ccnu-nt.    The  foundation  bolts 


f-fusmn'mn. 


i^ij 


LI 

u 

u 

DIAGRAM    IIF    STIC.VM    I'lI'ING. 


The  open  heaters  can  be  by-passed  and  the  water  pumped  from  either 
so  that  either  battery  of  boilers  can  be  fed  from  cither  heater 
steam  drums.  The  feed  water  lines  for  lK>th  stations  arc  connected 
by  a  set  of  pumps  through  the  primary  heaters  into  the  boilers,  or 
cold  water  can  be  pumped  direct  into  the  boilers.  This  makes  a 
very  flexible  system.  .^11  the  pumps  have  a  5-in.  suction  line  of  cast 
iron  with  suitable  valves  arranged  for  taking  water  from  three  dif- 
ferent points.  Cochrane  separators  are  used  in  the  new  installation 
and  Goubert  separators  in  the  old  plant. 

Holly    Return    System. 

I  he  Holly  return  system  is  used  to  return  all  the  water  of  con- 
densation to  the  boilers.    There  are  two  distinct  systems,  one  in  the 


were  grouted  in  with  portland  cement  and  sharp  sand  and  the 
engines  show  no  perceptible  movement  uiwler  operation.  They  run 
at  a  speed  of  94  r.  p.  m.  and  are  guaranteed  to  regulate  within  two 
per  cent.  The  fly-wheels  are  made  in  six  sections  which  are  fas- 
tened together  by  T-head  links  in  the  sides  of  the  sections.  The 
spokes  are  bolted  to  disks  on  the  shaft  between  which  they  fit.  The 
weight  of  each  wheel  is  no  tons,  diameter  18  ft.,  face  of  rim  18  in. 
and  width  of  hub  3  ft.  6  in.  at  shaft.  These. wheels  are  guaranteed 
to  run  up  to  a  speed  of  114  r.  p.  m.  and  as  erected  they  run  very 
true  for  a  built-up  wheel  of  this  type.  The  cylinder  dimensions  of 
the  engines  are  26  and  50  x  48  in.  and  the  other  general  dimensions 
are  as  follows :  Cross-head  pin  'Vi  x  7^  in.,  diameter  of  piston 
rods  5  and  6  in.,  crank  pin  8x8  in.,  diameter  of  shaft  at  largest  part 


i;:^-^- 


DIAGRAM    f)!'"    EXllAfST    PIPING. 


old  plant  and  one  in  the  new.  This  system  prevents  water  in  the 
steam  pipes,  water  liannner  and  the  carrying  over  of  water  to  the 
engines,  and  at  the  same  time  secures  a  high  degree  of  economy  in 
returning  the  water  of  condensation  to  the  boilers.  Below  the  steam 
maiti,  back  of  the  boilers,  is  run  an  auxiliary  drip  line  connected 
directly  with  the  steam  main  and  the  Holly  receiver.  There  is  a 
receiver  for  each  section  of  the  boiler  room  and  the  pipes  between  the 
steam  mains  and  the  drip  line  have  gate  valves  so  that  the  main  can 
be  cut  off  for  repairs.  The  drip  line  also  has  stop  valves  so  that  the 
two  sections  can  be  separated  permitting  each  receiver  to  collect  the 
water  from  the  separate  steam  systems;  or  the  two  can  be  operated 
together.  The  separator  for  each  system  is  placed  in  a  weather- 
proof house  on  top  of  the  boiler  house  roof  and  the  water  of  con- 
densation is  returned  to  the  mud  drum  of  the  boilers,  suitable  check 
and  gate  valves  being  provided  in  the  line.  All  water  of  con- 
densation from  the  separators  and  re-heaters  is  returned  by  the 
Holly  system. 


23  in.,  diameter  of  journals  20  in.,  length  of  journals  36  in.  The 
engines  are  equipped  with  the  usual  oiling  devices  and  with  indicator 
rigging.  The  valve  motion  is  of  the  two  wrist  plate  type  with  inde- 
pendent movements  for  the  exhaust  and  steam  valves.  The  valves 
are  double  ported.  The  governor  is  of  the  Porter  weighted  type  with 
adjustable  weights,  and  there  is  provided  the  usual  knock-off  to 
prevent  running  away.  There  are  cross  shafts  between  the  high 
pressure  and  low  pressure  motion  to  regulate  the  cut-off,  with  a 
hand  adjustment  on  the  low  pressure  side.  In  order  to  prevent  any 
side  strains  on  the  wrist  plate  shafts  A-shaped  frames  are  attached 
to  the  end  of  the  bearings  to  hold  them  rigid. 

In  the  old  portion  of  the   power  house   there  are   three   Slater- 
Corliss  cross-compound  condensing  engines  of  450  h.  p.  each.   These 


Seit.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


739 


engines   have  the   Slater   valve   motion   with   separate   eccentric,   no 
wrist  plates  being  used  for  the  steam  valves. 

The  cylinder  dimensions  are  16  and  32  x  42  in.  Other  general  di- 
mensions are :  diameter  of  main  bearings  13  in.,  length  of  bear- 
ings 22  in.,  diameter  of  shaft  15  in.,  diameter  of  fly-wheel  15  ft.. 
weight  of  fly-wheel  15  tons,  width  of  rim  12  in.  The  fly  wheels  are 
made  in  two  pieces.  The  cranks  are  of  the  counter  balanced  disk 
pattern  with  crank  pins  5  .\  5  in.  The  engines  run  at  a  speed  of  100 
r.  p.  m.  and  are  mounted  on  brick  foundations  built  upon  a  4-ft.  con- 
crete base. 

The  Hamilton-Corliss  engines  have  the  lo-in.  steam  pipe  con- 
nected to  the  side  of  the  high  pressure  cylinder  steam  chest  and  the 
i2-in.  e.xhaust  to  the  receiver  is  attached  underneath  the  high  pres- 
sure cylinder,  a  stop  valve  being  placed  between  the  cylinder  and  the 
receiver.  The  receiver  is  of  the  vertical  re-heating  type,  the  re- 
heating portion  being  in  the  center,  and  is  formed  by  a  number  of 
tubes  surrounded  by  live  steam  from  the  boilers  through  which  the 
e.xhaust  steam  from  the  high  pressure  cylinder  must  pass  on  its  way 
to  the  low  pressure  cylinder.  The  water  of  condensation  in  the 
re-heater  is  returned  to  the  boilers.  The  pipe 
leading  from  the  receiver  of  the  low  pressure  cyl- 
inder is  16  in.  in  diameter  and  contains  a  gate 
valve.  Leading  from  the  low  pressure  exhaust 
side  is  an  i8-in.  pipe  with  a  gate  valve.  This 
pipe  is  connected  to  the  primary  heater  as  shown 
in  the  plan  of  the  engine  room.  In  order  to  run 
cither  cylinder  separate  from  the  other,  there  is 
a  12-in.  pipe  connected  between  the  high  pressure 
exhaust  and  the  low  pressure  cylinder  with  a  suit- 
able gate  valve.  .Mso  in  order  to  run  high  pres- 
sure steam  in  the  low  pressure  cylinder  the  live 
steam  pipe  to  the  high  pressure  engine  is  con- 
nected across  to  the  i6-in.  exhaust  pipe  leading  to 
the  low  pressure  cylinder.  This  connection  has  a 
Davis  reducing  valve  in  it  and  a  gate  valve  for 
shutting  it  off.  .AH  valves  have  by-passes  and 
the  pipes  are  provided  with  pop  valves.  The  re- 
heating pipes  are  tapped  into  the  lO-in.  steam 
pipes  and  the  receiver  is  provided  with  a  Nason 
high  pressure  trap.  By  this  system  of  piping 
the  engines  arc  run  as  compound  condensing,  or 
non-condensing,  compound  or  independent  con- 
densing or  each  as  a  high  pressure  engine,  mak- 
ing the  system  very  flexible.  All  valves  for  the 
engines  and  condensers  arc  provided  with  floor 
stands   with  indicators. 

Generators. 

The  generators  in  the  new  part  of  the  plant  arc  2,300-volt  three- 
phase  revolving  field  General  Electric  machines  of  800  kw.  capacity 
each.  These  are  direct  connected  to  the  cross  compound  en- 
gines. These  generators  have  32  poles  and  the  principal  dimensions 
are  as  follows:  diameter  of  armature  over  all  19  ft.,  width  3  ft.  Ij4 
in.,  width  of  hub  2  ft.  10  in.,  diameter  of  l)ore  23  in.  The  fly-wheel 
effect  of  the  armature  does  not  exceed  37,000  lb. 

The  direct  current  generators  in  the  older  portion  of  the  station 
arc  VVestinghousc  8-pole  machines  generating  a  current  of  542  am- 
peres at  600  volts  and  are  compounded  for  a  10  per  cent  raise  in 
voltage.  These  machines  have  carried  the  load  for  three  years 
under  all  conditions  and  arc  direct  connected  to  the  Slater  engines. 

There  are  two  exciters  shown  in  the  accompanying  illustration, 
one  of  which  is  steam  driven  and  the  other  motor  driven.  Ihe  steam 
driven  exciter  Is  a  35-kw.  machine  of  the  General  Electric  slandanl 
marine  type  running  at  305  r.  p.  m.  and  delivering  280  amperes  al 
125  volts.  This  makes  a  very  compact  unit  which  is  used  to  start 
up  the  alternating  current  machines  when  all  are  shut  down.  After 
the  machine  fields  are  built  up  the  steam  driven  exciter  can  be  shut 
down  and  the  motor  driven  machine  used.  The  lighting  system  is 
operated  from  this  unit  when  the  main  generators  arc  shut  down 
after  the  load  Is  off.  This  unit  furnishes  light  to  the  car  barn  as 
well  as  to  the  power  house.  The  lights  in  the  power  house  arc 
enclosed  arcs  of  the  General  Electric  type  and  arc  wired  in  multiple 
series  so  that  they  can  tic  run  on  either  the  500  or  the  125  volt  circuit. 
The  other  exciter  is  a  3-phase  induction  motor  generator  t)f  35  kw. 
capacity  and  consists  of  a  50  h.  p.  motor  and  a  direct  current  gen- 
erator giving  280  amperes  at  125  volts.     The  motor  takes  2,300  volts 


and  is  connected  to  the  circuit  of  llie  main  alternating  current  gener- 
ator. This  set  is  used  generally  after  one  machine  is  started  by  the 
steam  driven  exciter.  The  two  exciters  can  also  be  run  in  nuiltiplc 
with  each  other  if  desired.  This  exciter  can  be  run  from  either  alter- 
nating current  generator,  as  leads  are  taken  from  the  three  leads 
or  phases  of  each  generator  to  a  three-position  oil  switch  on  the 
2.300-volt  motor  panel.  The  engine  exciter  is  set  on  a  brick  and 
cement  foundation  and  the  induction  exciter  is  set  on  top  of  heavy 
l-beains  and  a  brick  arch  and  is  grouted  in.  All  the  wires  to  these 
machines  are  bniuglit  up  throtigli  the  lltmr  in  heavy  porcelain 
tubes. 

Oil  Switches. 
The  main  switches  in  tliis  station  are  the  General  Kleclric  motor 
driven  type  H  with  oil  break.  There  are  two  outgoing  line  switches 
and  two  generator  switches,  one  set  for  each  bank  of  transformers. 
Each  switch  is  divided  into  three  compartments  with  a  soapstonc 
barrier  between  the  compartments.  The  outside  of  the  cell  is  built 
of  pressed  brick  and  there  are  three  independent  doors  in  front  of 
each  cell  the  upper  portion  of  which  contain  heavy  plate  glass  so 


VIKW    l.M    KNIJINIO    ROOM. 

the  connections  can  be  seen  at  the  yoke  and  switch  points.  Indicator 
lamps  are  placed  on  the  switchboard  to  show  whether  the  switch  is 
open  or  closed.  When  the  switch  is  closed  a  red  lamp  burns  and 
when  open  a  green  lamp.  These  oil  switches  are  operated  by  a 
small  control  swilcli  on  the  board  which  can  be  operated  by  hand  or 
they  arc  operated  automatically  by  reverse  relays  and  overload 
relays  which  cause  the  switch  to  open  for  a  reversal  or  overload  of 
current.  To  operate  the  indicating  lamps  there  arc  three  cams 
on  the  crank  shaft  of  the  oil  switches  which  operate  three  contact 
arms  or  terminals  which  open  and  close  the  lamp  circuit  in  either 
position  of  the  switcli. 

Transformers. 

The  transformers  are  of  the  General  lileclric  air  blast  type  with 
a  capacity  of  275  kw.  each.  All  the  connections  between  the  trans- 
formers and  the  machines  and  switches  are  carried  below  the  floor. 
There  arc  two  hanks  of  transformers,  three  for  each  generator,  and 
the.sc  are  located  hack  of  the  switch  cells  over  openings  provided  in 
the  floor.  The  necessary  ventilating  dampers  are  provided  at  the 
sides  and  top  permitting  the  transformers  to  operate  under  varying 
loads  and  on  overloads  without  undue  heating. 

Swilcliboards. 

There  are  two  swilchlxiards  in  the  engnie  room,  one  direct  current 
and  one  alternating  ciirrenl.  These  are  shown  in  one  of  the  ac- 
companying illustrations.  The  one  to  llie  left  In  the  illu.straliou  Is 
llie  alternating  current  board  controlling  the  generators,  oil  switches 
and  exciters.     The  righl   hand  porlimi  of  this  lio.ird  has  three  gen- 


740 


STRHKT    kAIIAVAY    REVIEW. 


(Vol.  XIII,  No,  9. 


crator  panels  on  which  arc  niounird  the  power  factor  meters,  am- 
meters anil  vollnit'lcrs,  also  the  recording  voltmeter,  indicating  lamps, 
tield  rheostat  wheel  ami  dial,  synchronising  lamps  and  plugs,  and  the 
control  switch  to  the  generator  switch.  The  two  next  panels  contain 
three  line  ammeters  indicating  lamps  and  control  switch  for  the 
line  oil  switch.  On  the  hack  of  these  panels  are  the  rel.iys  to  open 
the  switches  on  reverse  currents  and  overloads.  The  portion  of  the 
Imard  to  the  left  contains  two  c.\citer  panels,  one  for  each  exciter 
set.  Un  these  panels  are  mounted  the  main  switches,  volt  meters  and 
annnelers.' hlowcr  switches  and  oil  switch  circuit  switches.  There 
is  a  J.30O  volt  panel  for  the  three-throw  switch  from  the  machines 
to  the  motor  oil  switch.  The  purpose  of  the  latter  switch  is  to 
permit  the  one  motor  to  l>e  driven  from  each  separate  generator. 
The  motor  switch  is  provided  with  trip  coils  to  open  on  overload  or 
ground.  All  wiring  except  that  from  the  generators  to  the  trans- 
formers and  the  wires  to  the  exciters  are  In  iron-armored  conduit 
inider  the  cement  floor  and  all  the  wires  come  to  the  back  of  the 
switchboard  through  openings  in  the  floor. 

The  direct  current  switchboard  is  made  up  of  three  generator 
panels,  four  feeder  panels  and  two  booster  panels,  the  latter  not 
being  in  use  at  present.  The  generator  and  feeder  panels  have  the 
usual  direct  current  instruments  with  circuit  breakers.  A  total  re- 
cording wattmeter  is  about  to  be  installed  on  this  board  and  the 
circuit  breakers  are  operated  by  the  Monarch  circuit  breaker  trip 
when  for  any  cause  the  engines  should  start  to  run  away.  One  of 
the   illustrations   shows   a   rotary   converter   which   is   an   inverted 


>\\i;i;ti:i;s  a.xL' 


111,   S\VITl■llK^^, 


rotary  that  was  used  temporarily  to  carry  part  of  the  load  on  the 
Columbus,  London  &  Springfield  Ry.  before  the  large  units  were 
installed.  This  unit  took  current  from  the  positive  bus  of  the  direct 
current  board  at  600  volts  giving  on  the  alternating  current  side 
370  volts  which  was  stepped  up  by  the  transformers  to  26,000  volls. 
This  current  was  carried  over  the  transmission  line  to  the  sub- 
stations. This  unit  operated  very  successfully  under  varying  condi- 
tions. 

Bus  Bar  Compartment  and  .■\ir  Cell. 

The  bus  bar  compartment  and  air  cell  is  very  substantially  built 
and  is  divided  into  two  sections  each  of  which  contains  a  set  of  bus 
lines.  These  bus  lines  are  situated  at  right  angles  to  each  other 
forming  a  tee.  one  being  situated  in  the  air-tight  compartment.  The 
three  phases  are  separated  from  each  other  in  separate  tunnels. 
Each  of  the  compartments  contains  a  bus  line  of  No.  i  copper  wire 
supported  on  Locke  'Imperial"  insulators.  Where  the  bus  lines 
meet  at  right  angles  they  are  supported  on  two  insulators  and  a 
joint  made  between  them.  At  each  end  of  the  bus  compartment  there 
arc  placed  strain  insulators  of  porcelain  supported  by  wooden  pins. 
At  each  side  of  the  bus  bar  compartment  are  two  sets  of  barriers 
with  openings  into  the  bus  bar  tunnels  through  which  the  wires  are 
carried  up  to  the  oil  switches  overhead.  There  are  three  wires  for 
each  switch  cell  and  by  this  construction  each  phase  is  kept  entirely 
separate  so  that  the  danger  of  short  circuit  is  reduced  to  a  mini- 
mum. At  present  there  are  two  sets  of  switches  in  use  between 
the  transformers  and  bus  lines.  Over  the  bus  line  compartment 
outside  of  the  air-tight  compartment  are  placed  the  two  motor  driven 


oil  switches  with  wires  leading  from  the  busses  between  the  bar- 
riers to  the  switches.  There  are  two  outgoing  switches  installed  and 
provision  has  been  made  for  two  more  in  the  future.  In  order  to 
get  the  high  tension  wires  out  of  the  building  there  are  four  chim- 
neys leading  from  the  bus  bar  compartment  to  the  outgoing  line 
anchorage.  Each  of  these  chimneys  contains  three  lines  from  the 
oil  switches  carried  on  insulators.  The  air  tight  bus  line  compart- 
ment is  30  ft.  long,  38  ft.  wide  and  13  fl.  high.  This  gives  ample 
room  for  the  wiring  Iwlwcen  transformers  and  bus  lines  and  ample 
space  between  bus  lines  and  side  walls.  It  also  provides  a  large 
air  space.  Two  blowers  are  placed  over  the  opening  in  the  floor 
leading  directly  into  the  compartment.  An  air  lock  is  provided  con- 
taining two  doors,  the  inner  door  containing  3  small  equalizing  door 
to  equalize  the  air  pressure  between  the  lock  and  the  bus  compart- 
ment when  it  is  desired  to  enter. 

Station  Wiring. 
The  electrical  wiring  of  this  station  follows  the  latest  practice. 
.Ml  the  wires  leading  from  the  switchboard  to  the  exciters,  oil 
switches  and  generator  fields  are  placed  in  iron  armored  conduit  and 
are  concealed  beneath  the  floor  in  concrete.  The  wires  from  the 
main  generators  are  carried  on  porcelain  insulators  mounted  on 
iron  racks  and  these  racks  arc  bolted  to  oak  blocks  built  into  the 
wall.  These  blocks  arc  made  widest  in  the  back  to  prevent  their 
pulling  out  of  the  wall.  Asbestos  covered  wire  is  used  on  tin 
exciter  mains  and  none  of  this  wiring  shows  above  the  main  floor, 
'he  leads  from  the  main  generators  enter  the  bus  bar  compartment 
01  air  cell  where  they  are  connected  to  the  low  tension  side  of 
the  transformers.  The  three  leads  to  the  induction  motor  oil  switch 
on  the  switchboard  are  tapped  on  the  generator  lead  in  the  air  cell 
i.nd  are  brought  up  to  the  switch  under  the  floor  back  of  the  switch 
panel.  There  are  six  wires  leading  to  the  oil  switch  from  the 
induction  motor,  three  for  each  generator  so  that  the  motors  can 
lie  run  from  either  generator  through  this  one  switch.  The  trans- 
formers are  connected  in  delta  on  the  low  tension  side  and  are  star 
connected  on  the  high  tension  side.  The  potential  and  current  trans- 
formers are  placed  in  the  air-tight  bus  bar  compartment  and  the 
field  rheostats  for  the  generators  and  exciters  are  suspended  below 
the  floor  in  a  clear  space  having  a  10  ft.  head  room.  The  field 
break  switch  resistance  is  also  in  this  compartment. 

Stacks. 

The  station  has  two  stacks,  one  for  each  of  the  sections.  The  one 
to  the  left  in  the  illustration  is  the  fir.st  stack  built  and  is  a  double 
shell  with  a  diameter  of  14  ft.  at  the  base.  The  diameter  of  the  flue 
is  7  ft.  In  order  to  have  draft  for  the  new  boilers  before  the  new 
stack  was  built  the  writer  had  to  make  an  opening  4x6  ft.  in  the 
stack  opposite  the  old  flue  entrance.  This  was  satisfactorily  accom- 
plished without  interfering  with  the  operation  of  the  old  toilers. 
The  crown  was  sprung  in  quarters  and  the  forms  were  made  in  two 
parts,  an  opening  being  made  to  take  half  of  the  form.  The  half 
arch  was  laid  up  which  closed  the  opening  then  the  other  half  was 
opened,  the  form  put  in,  and  the  rest  of  the  arch  laid  after  w^hich 
the  opening  was  cut  in  and  closed  temporarily.  A  second  arch  was 
sprung  between  the  inner  and  outer  shell  and  the  inner  shell  was 
then  taken  out  to  the  last  brick  which  was  the  fire  brick  lining. 
The  crown  was  then  sprung  over  the  opening  of  the  inner  shell  after 
which  the  breeching  was  put  in  position  and  the  damper  cIo.sed. 
Then  the  inner  course  of  brick  was  taken  out  and  the  opening  of 
the  stack  was  complete  without  any  loss  of  draft  or  interference 
with  the  operation  of  the  boilers. 

The  new  stack  is  a  Custodis  chimney  liiiik  by  ihe  .'Mphons  Cus- 
todis  Chimney  Construction  Co.  of  Chicago.  The  stack  was  placed 
on  a  concrete  foundation  28  ft.  square  and  9  ft.  deep  resting  on  a 
gravel  bottom.  The  lower  part  is  square,  built  of  hard  brick,  and 
above  the  square  part  cellular  brick  of  the  Custodis  pattern  was 
used,  each  brick  being  locked  to  the  next  by  cement  mortar  in  the 
cavities.  This  makes  a  substantial  and  neat  stack  of  much  less 
weight  than  where  ordinary  brick  is  used.  Its  height  is  150  ft.  which 
is  35  ft.  higher  than  the  old  stack,  its  diameter  at  the  flue  is  8  ft.  8 
in.  and  at  the  top  7  ft.  6  in.  It  was  built  without  scaffolding  from 
the  inside  with  a  platform  and  tripod.  The  iron  ladder  is  on  the  in- 
side of  the  stack. 

Sub-stations. 

There  are  at  present  five  sub-stations  in  operation  and  under  con- 
struction, and  portable  sub-station.  These  are  located  at  Springfield, 
Urbana,  Brighton,  West  Jefferson  and  Columbus.     The  general  ap- 


Sept.  jo,  1903.] 


STREET    RAILWAY    REVIEW. 


741 


pearance  of  the  exterior  of  the  sub-stations  is  shown  in  the  accom- 
panying illustration.  The  buildings  are  entirely  plain  and  are  sub- 
stantially built  of  brick  with  slate  roofs  and  large  windows.  These 
stations  have  concrete  floors  with  structural  steel  framing  in  the 
floors  for  all  openings  as  well  as  steel  framings  for  galleries  and 

bus  bars. 

The  Springfield  sub-station  contains  two  600  volt  rotary  conveners 
with  speed  limit  switches.  6  oil  cooled  transformers,  two  45-kw.  oil 


SWITCHBOARDS. 

cooled  reactive  coils.  The  switchboard  contains  two  direct  currem 
rntary  converter  panels  and  three  feeder  panels.  The  bus  Imcs  are 
mounted  above  the  transformers  and  back  of  the  lightning  ar- 
rester on  Locke  "Imperial"  porcelain  insulators.  1  he  lightning 
arrester  is  directly  above  the  transformers  and  there  are  nine  oil 
switches  between  the  bus  bars  and  transformers.  T  here  arc  two  in- 
coming lines  and  two  outgoing  line;,  the  latter  running  from  Spring- 
field to  the  Brighton  sub-station.  The  high  tension  lines  to  the 
transformers  are  connected  in  at  the  top  of  the  transformers  an. 
are  carried  on  insulators  while  the  low  tension  lines  are  connected 
at  the  sides  of  the  transformers.    The  high  tension  switches  have  trip 


load  due  to  holiday  crowds,  fairs,  etc.  This  car  is  very  substantially 
built  and  the  incoming  lines  enter  it  at  one  end  on  heavy  porcelain 
insulators.  It  is  equipped  with  a  600-volt  rotary  converter,  a  three- 
phase  air  blast  transformer,  a  blower  set  consisting  of  a  370  volt 
induction  motor  direct  connected  to  a  40-in.  Buffalo  blower,  one 
air  blast  reactive  coil  and  switchboard  with  the  necessary  instru- 
ments and  indicating  apparatus.  The  transformer  has  the  three 
phases  contained  in  one  case,  making  it  very  compact.  The  primary 
current  is  7.22  amperes  and  the  full  load  secondard  515  amperes. 

The  West  Jefferson  &  Brighton  sub-stations  are  equipped  with 
single  units  and  provision  has  been  made  for  an  additional  unit. 
These  stations  are  about  15  miles  apart.  The  sub-station  at  Columbus 
is  somewhat  different  in  its  arrangement  as  provision  has  been 
made  for  the  installation  of  three  units  with  air  blast  transformers. 
This  station  is  arranged  so  that  it  can  connect  in  with  the  Buckeye 
Lake  &  Newark  line,  so  that  in  case  of  any  trouble  with  the  high 
tension  system  at  Medway  this  circuit  can  be  thrown  in  on  the 
lUickeye  Lake  transmission  line  to  prevent  a  tie-up  on  the  Columbus 
ciul  of  the  system.  For  this  purpose  one  of  the  units  at  this  sub- 
station will  be  used  with  a  compensating  transformer.  Ihe  primary 
is  designed  for  220  kw.,  1 10  kw.  to  be  used  with  the  secondary  as 
an  ordinary  transformer  and  the  remaining  110  kw.  as  a  compen- 
sator  giving   1.^.200  Y   vohs.   which   is  the   voltage  of   the   Buckeye 

Lake  system. 

riie  arrangement  of  the  wiring  of  all  ihe  intermediate  sub-sta- 
ti„ns  such  as  Brighton  and  West  Jefferson,  is  practically  uniform. 
I„  the  Columbus  sub-station  the  wiring  is  somewhat  different  in 
„rder  to  provide  for  the  inter-connection  between  the  Buckeye  Lake 
&  Newark  system  and  the  Columbus.  London  &  Springfield  system. 

Transmission   Lines. 

The  transmission  line  reaches  from  Medway  to  Columbus,  a  dis- 
tance of  SO  miles  and  is  a  single  line  at  present.  The  poles  are  35  ft- 
long  spaced  ico  ft.  apart,  some  being  sawed  and  others  dressed. 
The  line  follows  the  railway  from  Medway  to  a  point  near  Spring- 
Heid  where  it  takes  a  roundabout  course  so  as  to  avoid  the  city.  In 
tlie  same  way  it  takes  a  course  around  Somerford.  Passing  back  to 
ihe  track  at  Lafayette  it  follows  the  road  to  a  point  near  Columbus 
where  it  passes  into  the  Columbus  sub-station  situated  in  the  sub- 
urbs The  wires  are  run  in  the  form  of  a  triangle  3  ft.  between 
each  wire  and  they  are  mounted  on  Hemingray  glass  insulators  of 
Ihe  triple  petticoat,  three-groove  type  with  the  pins  projecting  well 
up  into  the  insulator.     The  pins  are  of  locust  soaked  in  parafhne 

llie  size  of  Ihe  wire  used  from  Medway  to  Springfield  is  No.  i  and 


ST.\N1).\HI)    Cl.llSlOn    TAR. 


coils  which  open  them  in  case  of  an  overload  and  this  action  i.s 
shown  by  the  lighting  of  the  pilot  lamps.  The  rotary  converters  are 
compound  wound  and  are  equalized  on  the  negative  side.  ITiese 
machines  have  oscillators  attached  which  cause  the  armatures  to 
move  laterally  and  cause  an  even  wear  on  the  commutator  by  the 
brushes.  All  rotaries  arc  started  from  the  alternating  current  side 
through  reactive  coils.  The  commercial  cfliciency  of  the  rotaries  is 
04  per  cent  and  their  weight  is  23.500  lb.  They  will  carry  an  ovcr- 
Irjad  of  so  per  cent  without  sparking. 

The  company   has  a   portable   sub-station   which   can   be   used   at 
any  point  along  its  line  in  case  of  an  emergency  or  an  increase  of 


from  Springfield  to  Columbus  No.  4.  This  line  has  withstood  severe 
electrical  and  rain  storms.  The  top  insulator  pin  is  fastened  to  he 
top  of  the  pr.le  aiKl  all  gains  are  painte.l  with  white  le.ad  before  the 
cross  arms  are  put  in  place.  All  corner  poles  are  well  guyed  :oul 
provision  is  made  to  prevent  wires  from  pulling  off  when  on  curves 
|,y  heavy  upright  pieces  from  the  lower  to  a  top  cross  arm  on  he 
inside  of  the  curve.  The  transmission  line  is  now  being  exlende.l 
to'  Urbana  where  a  combined  sub-station,  waiting  room  dwelling 
,n<l  baggage  and  express  building  has  been  built.  1  his  building  is 
ornamcMUaF  in  design  and  is  arranged  .0  be  operated  with  a  mun- 
mum   of  attendance. 


742 


STRERT    RAILWAY    RKXIKW. 


(V.iL.  XIII,  No.  9. 


Uolliiig  Slock. 
The  rolling  sluck  of  llicsc  roads  is  modern  in  every  respect.  The 
;iccc)m|>aii)ing  jlUislralion  shows  one  of  (he  cars  used  on  the  Day- 
Inn,  SprinKlitld  &  I'rbana  hne,  these  cars  In-ing  50  ft.  long,  S'/a  ft. 
wide  and  niiiippeil  with  four  50  h.  p.  motors.  They  have  series  par- 
allel  controllers,  some  having  electric  lirakes  and  B-8  controllers; 
others  are  equipped  with  Christenseii  air  hrakes.  There  are  two 
trolley  poles  to  each  car  and  Wagenlials  head  lights  arc  used.  1  he 
cars  are  vestitmled  and  have  smoking  compartments  at  one  end.  .'Ml 
the  seats  have  plush  cushions  and  hacks  and  the  interior  hiiish  is  of 
mahogany.  They  are  equipped  with  "Providence"  fenders.  The 
cars  used  on  the  Columhus,  London  &  Springfield  division  are  fo  ft, 
long,  vestihuled  at  each  end  and  the  interior  is  mahogany  finish.  The 
cross  seats  are  plush  covered  and  are  arranged  with  a  center  aisle. 
These  cars  are  equipped  with  four  G.K.  7J  motors  of  75  h.  p.  and  the 
type  M  system  of  control  is  used,      nierc  arc  side  brackets  on  the 


trucks  for  the  third  rail  system  and  the  cars  are  equipped  with  Chris- 
lensen  air  brakes  and  are  mounted  on  swing  Ixjister  trucks,  making 
very  comfortable  riding  at  high  speed.  The  comliinalion  cars  have 
a  smoking  comparlnieiit  and  baggage  section,  the  latter  having  side 
<lrop  seats.  The  company  also  has  several  new  60-ft.  express  cars 
in  service  which  are  eipiipped  with  the  (i  K.  motors  and  controllers. 
Its  express  and  freight  business  is  increasing  rapidly  and  large  cars 
are  required  for  this  service.  Hoth  the  passenger  and  freight  cars 
were  built  by  the  Harney  &  Smith  Co.,  of  Dayton,  O. 

I'he  roads  herewith  descrilwd  were  built  by  the  Great  Northern 
Construction  Co.,  of  which  Mr.  C.  A.  Alderman  is  chief  engineer. 
I'he  [mwer  house  was  also  built  by  the  same  company,  the  writer 
being  the  resident  construction  engineer.  Mr,  Egbert  Douglass  was 
the  resident  engineer  for  tbc  General  Electric  Co.  Mr.  A.  E.  Ap- 
pleyard  is  managing  director  of  the  Appleyard  system,  and  Mr.  R. 
Emory  is  general  manager. 


Methods  of  Bringing  High  Tension  Conductors  into  Buildings.' 


BY   C.    E.    SKINNER. 


One  of  the  points  in  the  design  of  high  tension  transmission  lines 
which  seems  not  to  have  received  general  attention  is  the  methods 
of  supporting  and  insulating  conductors  entering  stations.  In  some 
cases  the  line  is  brought  through  a  hole  in  the  wall ;  in  others 
through  a  .system  of  tuln-s  in  the  wall;  in  others  ihrough  a  piece  of 
insulating  material  .set  in  the  wall ;  in  others  through  an  elaborate 
tower  on  top  of  the  building,  or  it  is  taken  directly  through  the  roof 
of  the  building. 

While  no  fixed  niethoil  can  be  prescribed  for  :ill  voltages  and 
locations  much  would  l>e  gained  if  there  were  some  general  and 
accepted  scheme  which  could  be  followed  by  designers  of  buildings. 


should  be  prevented  both  to  avoid  damage  to  the  contents  of  the 
building  and  on  account  of  weakening  the  insulation  at  the  point  of 
entrance.  In  most  climates  it  is  necessary  to  have  all  openings 
closed  for  at  least  a  portion  of  the  year.  Proper  mechanical  fasten- 
ings must  be  supplied  to  take  up  the  end  strain  of  the  wire.  It  is 
also  necessary  to  hold  the  wire  in  a  fixed  position  where  it  passes 
through  the  opening  into  the  building.  It  is  self  evident  that  the 
construction  must  be  such  that  it  will  be  reliable  under  all  circum 
stances,  and  usually  as  in  most  other  work  the  simplest  form  of  con- 
struction will  be  found  the  most   reliable. 

The  simplest  form  of  construction  consists  merely  of  an  opening 
in  the  wall  large  enough  to  allow  the  proper  air  insulation  between 


The  methods  to  l)c  followed  will  depend  on  the  following  condi- 
tions :  ( I )  The  voltage  of  the  transmission  circuit.  (2)  The  cli- 
mate in  which  the  plant  is  operated.  (3)  The  size  of  the  high  ten- 
sion conductor.  (4)  The  kind  and  height  of  building  used.  (5) 
The  conditions  of  approach  to  the  building  and  the  location  of  the 
apparatus  in  it. 

To  maintain  proper  insulation  it  is  necessary  cither  to  allow  suffi- 
cient open  space  about  the  wire,  or  some  insulating  medium  such 
as  a  tube  must  be  used.     The  entrance  of  moisture,  snow  and  dust 

Al>siraei  of  a  paper  read  at  the  2nth  Annual  Conventlnn  nf  the 
Amerlran   Institute  of  Electrical  Engineers. 


the  wire  and  the  wall,  this  opening  being  suitably  protected  from 
rain  either  by  means  of  a  large  pipe  set  in  the  wall  sloping  outwards 
or  by  a  sufficient  extension  of  the  roof  above,  or  both.  The  pipe 
must  be  of  a  sufficient  size  so  there  will  1k'  no  possibility  of  striking 
across  under  any  conditions.  The  pipe  should  always  be  considered 
as  ground  and  the  cross  arms  holding  the  wire  both  inside  and  out- 
side of  the  building  should  be  so  located  that  the  wire  will  remain 
central  in  the  pipe.  This  construction  can  be  used  to  advantage 
only  in  dry,  warm  climates. 

With  potentials  of  15,000  volts  or  lower  a  disk  of  glass  or  other 
fireproof  insulating  material  placed  over  the  wire  at  the  inner  end 


Sept.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


743 


of  the  pipe  will  usually  accomplish  this  purpose.  In  this  case  the 
tube  must  be  large  enough  so  that  the  surface  insulation  of  the  disk- 
will  be  ample  to  prevent  trouble  under  the  worst  conditions.  Where 
there  is  any  danger  of  condensation  of  moisture  due  to  the  differ- 
ence in  temperature  on  the  different  sides  of  the  disk,  two  disks  a 
little  distance  apart  should  be  used.  The  disks  may  be  placed  in  the 
pipe  itself  or  they  may  be  cushioned  and  swung  on  the  wire  itself 
resting  against  the  ends  of  the  pipe.  The  surface  insulation  of  the 
disks  should  never  be  less  than  that  of  the  line  insulators,  and  as 
they  will  usually  be  less  advantageously  placed  e.\tra  distance 
should  be  allowed  if  possible. 

For  voltages  above  15.000  a  long  insulating  tube  of  small  diameter 
and  very  heavy  wall  may  be  placed  over  the  wire  and  placed  through 
a  slab  of  insulation  set  in  the  wall  of  the  building.  This  should  be 
protected  from  the  rain  by  an  extension  of  the  roof.  The  tube 
should  slope  outward  in  all  cases.  Some  form  of  drip  point  should 
be  provided  on  the  wires  just  outside  of  the  tube.  The  slab  holding 
the  tube  should  be  large  enough  to  prevent  actual  breakdown  even 
if  the  tube  is  broken.  Both  tube  and  slab  should  be  of  fire  proof  ma- 
terial. This  form  of  construction  has  been  successfully  used  for 
potentials  as  high  as  50,000  to  60,000  volts.  Glass  and  porcelain  arc 
electrically  the  best  materials  for  this  purpose  but  when  these  are 


used  it  is  generally  necessary  on  account  of  their  lack  of  mechanical 
strength  to  take  up  the  end  strain  outside  of  the  building. 

Tower  construction  may  be  necessary  where  the  building  is  low, 
but  it  is  generally  very  cumbersome  and  bringing  the  wires  through 
the  sides  of  the  tower  presents  the  same  problem  as  bringing  them 
through  the  sides  of  the  building.  The  wires  may  be  brought  directly 
through  the  roof  of  the  building  but  this  requires  e.xtra  precautions 
to  secure  sufficient  insulation  and  to  keep  out  all  moisture.  This 
method,  however  well  carried  out,  will  probably  constitute  a  danger 
point  in  the  system. 

No  combustible  materials  should  be  used  near  the  wire  even  when 
separated  from  it  by  insulating  material,  as  leakage  or  brush  dis 
charge  is  liable  to  cause  burning  sooner  or  later.  Figs.  I  and  2 
show  diagramatically  the  two  plans  recommended.  Both  of  these 
plans  are  in  successful  use  by  important  transmission  plants.  Changes 
in  details  to  suit  particular  cases  may  be  necessary,  but  it  is  believed 
that  the  plan  proposed  may  be  made  effective  for  any  transmission 
circuit.  The  subject  of  bringing  the  wires  into  buildings  should  be 
carefully  considered  when  the  building  is  designed  and  proper  pro- 
vision made.  This  point  is  frequently  not  taken  into  consideration 
and  the  result  is  an  unsightly  and  unsuitable  arrangement  made 
after  the  completion  of  the  building  and  at  an  increased  expense. 


Some  Recommendations  Concerning  Electrical  and  Mech- 
anical Specifications  of  Trolley  Insulators.* 


BY  SAMUEL  SHELDON  AND  JOHN   D.   KEILEY. 


At  present  there  appears  to  be  no  standard  basis  for  comparison 
of  relative  merits  of  insulators  for  overhead  trolley  line  construc- 
tion. It  is  obviously  desirable  that  there  should  be  a  definite  basis 
upon  which  a  proper  selection  can  be  made.  With  a  view  to  formu- 
lating specifications  for  such  materials  it  was  found  necessary  on 
account  of  the  lack  of  published  data  to  conduct  a  series  of  tests  to 
determine  the  electrical  and  mechanical  properties  of  these  mate- 
rials. The  tests  were  made  upon  samples  obtained  in  the  open  mar- 
ket and  some  of  the  results  of  these  tests  and  recommendations  con- 
cerning specifications  are  given.  Determinations  were  made  of  the 
tensile  strength  of  the  samples  of  the  voltage  necessary  to  perforate 
the  insulation  or  arc  between  the  conducting  parts,  of  their  mechan- 
ical softening  temperature  and  of  the  relative  magnitudes  of  the  in- 
sulation resistances. 

Tensile  Strength. 

These  tests  were  made  by  pulling  the  samples  apart  in  a  Richie 
30,000-lb.  machine.  Globe,  Brooklyn,  and  other  strain  insulators 
were  tested  in  this  way  and  the  results  obtained  from  breaking  the 
samples  are  given  below.  The  product  of  different  makers  is  repre- 
sented by  the  letters  A,  B,  C  and  D,  and  the  numbers  represent  the 
tension  in  pounds  when  the  sample  broke. 
2'/2-iN  Globes. 


A 

B                   C 

D 

37  "O 

5950               7725 

6320 

4510 

5770               747S 
3-1 N  Guides. 

6890 

A 

B                   C 

4210 

1 1 190               5450 

53  >o 

8930               5550 
Small  Brooklyns. 

A 

C 

n 

yyyo 

10320 

S520 

11130 

9010 
Large  Brooklyns. 

r.450 

A 

B                  C 

11490 

19670             18510 

10510 

17140             18250 
INS111.ATED  Bolts. 

A 

B                  C 

D 

6370 

6130              73G0 

3280 

4495 

5490                9010 

292s 

Some  o(  Ihc  samples  gave   way  in  the  eyes. 

others  broke  in  the 

insulation.     It  is  very 

desirable  that   strain 

insulators  should  be  so 

designed  that  vvlicn  subjected  to  a  test  for  tensile  strength  they 
sliould  give  way  in  the  eye.  It  is  important  that  one  may  be  able 
to  depend  upon  the  fact  that  if  the  eyes  be  intact  the  insulation  is 
also  in  good  condition. 

Breakdown  Voltage. 
Ill  carrying  out  these  tests  the  two  metal  portions  of  the  insulators 
were  connected  respectively  with  the  two  high  pressure  terminals  of 
a  I  :200  step-up  transformer  whose  low  pressure  terminals  were 
connected  in  series  with  a  regulating  rheostat  to  an  alternating  cur- 
rent supply  with  a  frequency  of  60.  A  dead-beat  volt  meter  was  con- 
nected to  the  low  pressure  terminal.  By  means  of  the  rheostat  any 
desired  voltage  could  be  impressed  upon  the  low  pressure  coil  and 
its  value  determined  from  the  volt  meter.  The  high  pressure  voltage 
would  be  200  limes  as  large  provided  the  insulator  was  unpunctured 
and  there  was  no  arcing  present.  The  test  was  started  with  a  low 
voltage  which  was  gradually  raised  until  a  sudden  drop  in  the 
volt  meter  reading  indicated  that  a  breakdown  had  occurred.  The 
following  results  were  obtained. 

2V4-IN  Globes. 
A  B  C  D 

8010  8610  5610  7500 

7610  5110  61 10 

4510*  5910 

3-1 N  Globes. 
ABC 
11410  12810  8010 

10810  10810  9010 

Smai,l  Brooklyns. 

BCD 
14810  6710  35000 

£5io* 
I.ai<(;k   Buiioklyns. 

B  C 

14410  11410 

I. 10 10*  7610* 


A 
8010 
4210 
4010* 


Abulnict   of   a    pnpiT    rend    at    Ihi!   ZOIh    Anniml    ('onvintlnri    i>r    the 
American  Inclltuto  of  Electrical  RnKlnc-pm. 


Insiu.atkii  Holts. 

A                  B                  C  D 

12010              144.50  12210  arc  at 

1.10I0             14450  looio  25000 

The  voltage  necessary  to  rupture  the  dielectric  would  undoubtedly 
have  been  loss  than  the  amounts  given  if  the  duration  of  the  appli- 
cation of  the  high  pressure  had  been  increased.  In  practice  trolley 
insulators  arc  '.rhUun  snbiriiid  to  n  voltage  greater  than  that  of  the 


744 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  9. 


generators  or  converters.  The  values  uliicli  are  followed  liy  an 
asterisk  were  obtained  from  tests  on  insulators  which  were  at  the 
time  under  a  tensile  strain  of  al>out  4.500  lb.  The  dielectric  strength 
is  slightly  reduced  hy  strain  but  in  all  the  samples  tested  it  was  suffi- 
ciently high  to  meet  the  requircnienls  nf  priMut  prariicc 

Heat  Tests 
Often  when  a  trolley  wire  breaks  it  becomes  heated  on  account  ol 
the  grounding  of  a  broken  end  and  often  the  insulating  material  in 
the  round  top  hangers  softens  under  the  iiilluence  of  the  heal  com- 
municated from  the  wire  and  allows  the  ear  and  wire  to  drop  to  the 
ground.  EfTorts  were  made  to  determine  the  temperature  of  the 
insulation  at   the  time  of   softening.      .\    banger   was   screwed   niln 


FIG.  1. 

a  regular  car  and  was  su.spended  in  an  inverted  position  in  a  dou- 
ble walled  oven.  A  weight  of  about  too  lb.  was  attached  to  the  sus- 
pended cap,  this  weight  being  equal  to  about  200  ft.  of  No.  000  trol- 
ley wire.  The  temperature  of  the  oven  was  raised  and  noted  on  a 
mercury  thermometer  whose  bulb  was  placed  near  the  ear.  Unques- 
tionably the  temperature  varies  greatly  at  difTerent  points  inside  tin- 
insulating  material,  but  the  material  ne.\t  to  the  metal,  however,  is 
probably  the  hottest  and  its  temperature  is  nearly  that  of  the  metal. 
As  the  temperature  rose  the  insulating  inaterial  softened  and  the 
weight  pulled  the  round  top  cap  of  the  hanger  away  from  its  bolt. 
This  result  was  obtained  in  the  case  of  three  samples  at  the  follow- 
ing temperature:  A,  168°  C. ;  B,  168°  C,  and  C,  145°  C. 

Appreciating  the  uncertainty  of  such  a  test,  another  method  was 
devised  which  tested  the  hangers  under  working  conditions.  This 
method  gives  but  relative  results  but  under  the  circumstances  tbey 
are  more  to  be  desired  than  absolute  values  of  temperature. 

A  soft,  iron,  round  rod  !4  in.  in  diameter  and  .JO  in.  long  was 
damped  by  an  ordinary  trolley  ear  s^  in.  long.  This  was  suspended 
as  shown  in  Fig.  I,  and  into  the  ear  was  screwed  the  bolt  of  the 
round  top  hanger  to  be  tested.  To  the  cap  of  the  hanger  was  sus- 
pended a  weight  of  200  lb.  .\  current  of  200  amperes  was  then  seiit 
through  the  iron  and  the  time  which  elapsed  between  closing  the 
circuit  and  the  separation  of  the  parts  of  the  hanger  was  noted. 
These  times  in  minutes  were  as  follows: 
ABC 
50  34  94 

EflForts  were  made  to  determine  roughly  the 
position  of  the  insulating  materials  employed, 
of  the  materials  burned  quietly  with  a  very  small  tlame  and  with 
the  characteristic  odor  of  burning  shellac.  Each  sample  when  placed 
in  alcohol  went  partially  into  solution,  leaving  a  residue.  Mica  and 
asbestos  were  present  in  some  of  the  residue.  If  the  binding  material 
be  in  all  cases  shellac  the  softening  temperature  is  an  indetciniinate 
quantity.  Its  viscosity  rises  with  increase  of  temperature.  Insulat- 
ing bolts  were  placed  in  boiling  water  and  allowed  to  remain  until 
they  had  assumed  the  temperature  of  the  water,  100°  C,  and  in  each 
case  the  insulating  material  softened  so  as  to  permit  of  molding  un- 
der slight  pressure.  The  viscosity  at  a  given  temperature  is  also 
dependent  upon  the  relative  amount  of  shellac  to  the  other  material 
present. 

Insulation  Resistance. 

The  resistance  of  an  ordinary  strain  insulator  is  very  large  and  if 
it  were  not  for  the  large  number  of  them  connected  in  parallel  no 
consideration  need  be  given  to  this  point.  The  following  method  of 
determining  the  relative  resistance  values  was  devised.  A  Hoi/ 
machine  when  run  at  a  constant  speed  owing  to  its  practically  in- 
finite internal  resistance  functionates  as  a  constant  current  gener- 
ator. For  obtaining  the  comparative  values  of  the  resistances  of 
the  insulators  such  a  machine  was  used  as  a  source  of  c.  m.  f.  The 
apparatus  was  arranged  as  shown  in  Fig.  2. 


D 

74 
character  and  com- 
Upon  ignition  each 


The  relative  resistances  obtained  by  this  method  are  given  here- 
with in  terms  of  an  arbitrary  standard. 
2-IN.  GuiBES. 

.1  B  C 

61  g8  1.7 

55  76  '-iO 

2'/i-IN    Gl.OBIU>. 

//  B  C 

27  36  I 

SS  18  l.S 

61  37  1 

.Small  Brooklvns. 

B  C 

35  40 

35  43 

LaKUE     Kr(K)KLVNS. 

ABC 
0.7  39  27 

0.8  41  27 

Specifications. 

Specifications  for  the  various   forms  of  insulators  used  in  trolley 

construction  must  vary  with   local  conditions  and   with  the  policy 

of  the  user.    Specifications  for  Globe  and  Brooklyn  Strain  insulators 

should  cover  the   following   points : 

1.  Dimensions. 

2.  Size  of  eye. 

3.  All  samples  tested  shall  break  in  the  eye. 

4.  The  average  ultimate  tensile  strength  of  all  samples  subjected 
to  mechanical  test  shall  not  be  less  than  A  lb.,  and  no  individual 
sample  shall  show  a  tensile  strength  of  less  than  85  per  cent  of  the 
average  tensile  strength  of  all  the  samples  that  are  tested. 

5.  The  average  break-down  voltage,  for  samples  which  have 
been  broken  in  the  eye  in  the  mechanical  test,  shall  not  be  less  than 
B  volts,  and  no  individual  sample  shall  break  down  at  less  than  90 
per  cent  of  B  volts. 

.■\s  to  the  values  to  be  specified  for  ultimate  tensile  strength  and 
breakdown  voltage,  the  following  are  suggested,  where  high  class 
insulators  for  use  on  500  volt  lines  are  to  be  specified. 

Ultimate  Tensile     Breakdown 
Strength  in  lb.         Voltage. 

2'/2-in.  globes   , (rooo  7000 

3-in.    globes    9000  loooo 

Small    Brooklyns    9000  10000 

Large    Brooklyns    18000  loooo 

Owing  to  the  comparatively  low  softening  temperature  of  the  in- 
sulating materials  generally  used,  and  to  the  close  proximity  of  the 
working  conductor  when  in  service,  it  is  important  that  specifications 


C=3^ 


00  s  0=0 


F-^VWWH 

p 


CD 


FIG.   2. 

for  round-lop  hangers  should  impose  a  test  for  softening  tempera- 
ture.    The  following  "hot  rod  test"  is  suggested : 

Round-top  hangers  when  suspended  free  from  draught  in  an  in- 
verted position  by  means  of  a  bronze  car  weighing  8  ounces  and 
being  s'/i  in.  long,  the  ear  clamping  the  middle  of  a  round  rod  of 
soft  iron  '/i  in.  in  diameter  and  of  at  least  20  in.  length  between  con- 
nectors, must  be  able,  without  breaking  down  or  becoming  perma- 
nently deformed  by  more  than  1/16  in..'  to  sustain  a  weight  of  200 
lb.  from  the  cap  for  one  hour,  a  current  of  200  amperes  being  passed 
continuously  through  the  iron  rod,  the  rod  being  cold  at  the  start. 


The  Tramways  of  Sydney,  New  South  Wales. 


The  most  complete  tramway  system  in  the  southern  hemisphere 
is  that  located  at  Sydney,  the  capital  of  New  South  Wales.  This 
most  important  state  of  Australia  is  situated  on  the  shores  of  Port 
Jackson  and  has  a  population  of  about  half  a  million  people.  About 
forty  years  ago  a  horse  railway  was  built  in  Sydney,  the  rail  for 
which  was  laid  considerably  above  the  street  level.  This  was  found 
so  objectionable  that  the  road  was  discontinued  after  being  in  opera- 
tion but  a  short  time  and  no  further  development  occurred  in  the 
street  railway  field  in  this  city  until  1879,  at  which  time  an  inter- 
national exhibition  was  held  in  Sydney. 

The  terminus  of  the  railway  system  of  the  state  is  about  a  mile 
and  a  half  from  the  site  of  the  exhibition  and  the  harbor,  and  in 
order  to  connect  this  site  with  the  railway  a  road  was  built  and 
operated  by  steam  motors.    This  road  proved  a  great  financial  suc- 


adopted,  or  a  cable  line  constructed,  the  latter  in  the  meantime 
having  been  laid  in  the  adjoining  capital  of  Victoria,  Melbourne, 
and  proving  a  splendid  success.  Owing  principally  to  this  success, 
it  was  decided  to  lay  down  a  further  length  of  cable  line. 

A  few  years  later  again,  another  discussion  took  place  in  con- 
nection with  further  extensions,  as  to  whether  the  time  had  not 
arrived  when  the  new  lines  should  be  laid  down  on  the  electric  sys- 
tem, and  the  success  of  American  enterprises  was  so  convincing 
that  in  iSgs  it  was  decided  to  build  a  power  house,  and  to  construct 
tracks  through  the  main  streets  of  the  rity  to  be  worked  on  the 
electric  system,  and  the  first  electric  lines  were  opened  in  Decem- 
ber, iSgg.  And  not  only  are  new  lines  in  and  about  Sydney  being 
built  on  the  electric  system,  but  the  steam  and  cable  also  are  being 
converted  to  the  more  modern  system,  and  in  a  comparatively  short 


ii;i/.c  j.\T.\l. 


cess  owing  to  the  heavy  traffic  from  the  railway,  especially  during 
the  time  the  exhibition  was  open,  and  it  was  so  generally  appreci- 
ated by  the  public  that  numerous  applications  were  made  for  the 
extension  of  tramways  to  the  different  suburbs.  These  tramways 
were  undertaken  by  the  government  and  have  throughout  been 
constructed  and  maintained  by  the  state.  Private  ownership  has 
not  been  favored  locally  although  private  companies  have  endeav- 
ored to  obtain  permission  to  build  tramways  but  without  success, 

For  about  seven  years  after  their  establishment  in  1879,  the  steam 
trams  were  the  only  ones  thought  of.  but  cable  lines  in  San  Fran- 
cisco proving  so  successful,  as  also  in  New  Zealand,  led  to  inquiries 
being  made  in  favor  of  cable  trams  in  directions  where  there  were 
heavy  gradients  and  a  line  was  laid  down  in  what  is  known  as 
North  Sydney  on  the  opposite  shore  of  Port  Jackson  to  the  city 
proper,  A  few  years  later  in  considering  a  project  for  a  new 
tramway  to  the  eastern  suburbs  of  Sydney,  considerable  discussion 
ensued  as  to  whether  the  new  system  of  electric  traction  should  be 


SYDNKY. 


lime  the  whole  ni  ilu-  lnie»  in  ■.im\  about  Sydney  will  be  worked 
under  the  electric  system.  At  the  present  date,  the  total  mileage, 
single  track,  on  the  electric  system  is  102;  there  arc  5  ""I'^^s  <>' 
cable  road,  while  28  miles  are  still  worked  by  steam. 

Local    bealnres, 

Sydney  possesses  the  characteristics  of  being  a  very  hilly  city, 
and  conscquenlly  gradients  are  numerous  and  steep,  and  curves 
are  frequent.  Grades  as  severe  as  I  in  S'A  in  one  case 
have  to  be  surmoimted,  and  in  order  to  render  the  working  safe  at 
this  point,  a  counter-weight  sy.stem  is  adopted.  In  other  parts  of  the 
city  grades  ranging  from  i  in  10  to  I  in  20  are  met  with,  and  arc 
worked  without  any  special  contrivances  other  than  the  power 
1  iri  kos 

In  regard  U,  llu-  curves,  the  -.Iwiiprst  is  .|'>  H  i^i-lms  mi  Imll.M.n 
loops,  and  on  the  main  lines  f/)  ft.  radius. 

One  difficulty  that  presented  itself  when  laying  uiil  the  trams,  was 


r4(> 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  9- 


tlie  narrow  and  sinuous  course  of  the  principal  llioroughlarcs.  One 
of  the  principal  streets  through  which  the  tramways  run  has  a 
width  of  33  ft.  from  curb  to  curb,  and  in  this  a  double  line  of  tram- 
ways is  laid,  and  has  been  worked  without  accident,  although  it 
necessarily  entails  great  caution,  both  on  the  part  of  the  drivers  and 
those  conducting  the  vehicular  traflic. 

The  lines  do  not  possess  any  special  engineering  features.  The 
bridges  are  comparatively  few.  One  long  bridge  over  an  arm  of  the 
harbor  has  a  total  of  nine  spans,  the  aggregate  length  being  1,140  ft. 

Permanent  Way  Construction. 
The  track  is  laid  to  standard  gage,  4  ft.  S'/i  in.  and  the  standard 
rail  is  an  83-lb.  girder  rail.  T-rails  of  80-lb.  and  60-lb.  .sections  arc 
also  used,  to  which  a  42-lb.  rail  is  attached  as  a  guard,  the  lines 
having  been  originally  laid  with  the  last-named  section.  The 
girder  rail  is  adopted  in  the  city  where  the  streets  are  largely  laid 
with  wood  blocks,  but  on  the  macadam  roads  the  T-rail  is  more 
generally  adopted.  The  length  of  rail  now  used  is  30  ft.  A  special 
feature  in  connection  with  the  80-lb.  Trails  is  the  provision  of  milled 


plastic  bond  has  given  the  highest  conductivity  of  any,  but  longer 
experience  is  required  to  fully  demonstrate  its  reliability.  The 
"Crown"  type  of  copper  bond  has  also  been  largely  used,  where 
the  type  of  rail  was  not  suitable  for  the  plastic  bond. 

Overhead  Construction. 
The  overhead  trolley  is  used  exclusively.  Side  pole,  centre  pole, 
and  span  construction  are  all  used  on  various  portions  of  the  track, 
the  form  used  depending  upon  local  considerations.  In  the  main 
streets  handsome  poles  of  the  Mannessman  type  are  adopted  for 
centre  and  span  poles.  In  other  streets  the  Morris-Tasker  poles, 
of  a  minimum  size  of  S,  6  and  7  in.  internal  diameter,  are  used  for 
span  poles.  In  the  outlying  suburbs  local  iron-bark  poles  are  used. 
These  are  grown  and  obtained  within  50  miles  of  Sydney. 
They  are  straight,  29  ft.  6  in.  in  length,  and  have  a  straight  taper 
from  a  diameter  of  10  in.  at  the  ground  level,  to  6Vj  in.  at  the  top. 
These  cost,  delivered  in  Sydney,  about  £1-15-0  each,  and  they  are 
estimated  to  last  from  25  to  30  years.  Sydney  is  fortunate  in  pos- 
sessing such  excellent  material  both  for  the  permanent  way  and  for 


VERTICAL  ENGINES.  ULTIMO  POWER  STATION,  SYDNEY. 


rails  and  fish-plates,  the  rails  being  specially  butted,  and  bolts  made 
a  driving  fit,  no  expansion  being  possible.  The  bonding  is  effi- 
ciently and  cheaply  provided  for  in  connection  with  this  joint  by 
the  insertion  of  a  thin  sheet  of  copper  between  the  top  and  bottom 
edges  of  the  fish-plate  and  the  surface  of  the  rail,  all  of  which  are 
milled.  Nothing  has  so  far  been  done  irt  regard  to  track  welding, 
although  the  question  is  under  serious  consideration. 

In  regard  to  the  structure  of  the  permanent  way,  the  tracks 
through  all  the  principal  streets  arc  laid  in  wood  blocks,  6x3x9  in., 
made  of  local  hardwood,  and  this  wood  is  found  to  give  excellent 
results,  either  when  used  for  wood  blocks  or  for  sleepers.  In  fact, 
it  is  considered  that  the  iron-bark,  used  for  sleepers,  is  the  best 
timber  of  its  kind  for  this  purpose  to  be  found  in  the  world.  After 
the  wood  blocks  have  had  a  life  of  12  years,  when  the  track  is  being 
renewed,  the  old  blocks  are  cut  for  rails  of  shorter  section,  and  arc 
found  to  be  perfectly  sound.  Cross  sleepers  are  used,  the  dimen- 
sions being  9x4!/^  in.  x8  ft.,  there  being  13  laid  to  a  30-ft.  rail. 

The  cost  of  a  macadamized  track  when  laid  down  may  be  esti- 
mated at  from  £2,500  to  £3,000  per  mile  of  single  track,  T-rail,  and 
of  the  girder  rail  track,  wood-blocked,  about  £5,000  per  mile. 

In  regard  to  rail  bonding,  the  experience  of  the  engineers  is  that 


the  trolley  poles.  The  poles  are  plaied  at  an  average  distance  of 
40  yards. 

A  copper  trolley  wire  of  .132  sq.  in.  sectional  area  is  used 
throughout.  Two  forms  of  wire  have  been  in  use,  the  figure  8  and 
the  circular  section,  but  so  far  experience  has  shown  that  the  latter 
appears  to  answer  better.  A  fixed  trolley  head  is  used,  and  the  over- 
head wiring  is  laid  out  accordingly,  the  wire  being  located  cen- 
trally. 

The  system  being  one  of  direct  current  supply  to  the  area  in  the 
immediate  vicinity  of  the  power  house,  and  high  tension  supply 
to  sub-stations  in  the  outlying  areas,  there  are  three-phase  alternating 
current  feeders  to  the  latter.  These  are  three-core  paper  insulated 
lead-covered  cables,  laid  in  double  hardwood  troiighing.  In  order 
to  feed  the  North  Sydney  sub-station  it  is  necessary  to  cross  the 
harbor,  and  for  this  purpose  two  lengths  of  2,700  ft.  of  paper-insu- 
lated lead-covered  double  steel  wire  sheathed  cables  have  been  used. 
Some  little  trouble  has  been  experienced  so  far  with  the  submarine 
cables  owing  to  seepage  of  the  water,  as  the  result  of  a  faulty  joint, 
but  local  experience  has  not  been  sufficient  to  demonstrate  the  merits 
or  value  of  the  paper-covered  submarine  cable  as  against  other 
forms,  such  as  india-rubber,  which  have  been  suggested.     All  the 


Sept.  20,  1903.] 


STREET    RAIL\\AY    REVIEW. 


747 


high  tension  cables  are  in  duplicate  and  are  of  the  same  area,  viz,  3 
cores  of  37  No.  16  S.  W.  G.  each. 

The  direct  current  feeders  from  the  power-house  are  bitumen  in- 
sulated, drawn  into  bitumen  conduits  with  man-holes  at  distances 
of  about  300  ft.  apart.  More  recently  laid  direct  current  feeders 
in  the  city  from  the  sub-stations  have,  however,  been  paper-insu- 
lated, lead-covered  solid  laid,  similar  to  the  high  tension  feeders 
described  above. 

Electric  Power  Station. 

The  power  station  is  located  in  a  central  situation,  convenient 
for  the  lines  of  the  whole  system,  and  at  the  same  time  close  to  the 
waters  of  Port  Jackson,  so  that  ample  supplies  of  water  are  ob- 
tainable alongside  for  condensing  purposes.  The  greatest  distance 
which  power  has  to  be  transmitted  from  the  power  station  in  any 
direction  is  at  present  seven  miles.  One  of  the  illustrations  shows 
the  exterior  of  the  power  house,  which  is  located  in  a  portion  of 
the  city  known  as  Ultimo.     It  has  a  total  length  of  31S  ft.,  a  widtli 


MAP  OF  SYDNEY  TRAMWAYS. 

of  186  ft.  and  consists  of  three  stories  and  covers  on  the  ground 
floor  59,148  sq.  ft.  The  building  is  a  brick  structure,  on  stone 
foundations,  and  as  will  be  seen  has  three  chimneys,  also  of  brick, 
the  height  of  the  chimneys  being  227  ft.  with  an  internal  diameter 
of  II    ft. 

At  the  present  time  there  are  installed  in  the  power  house  32 
tjoilcrs  of  the  Babcock  and  Wilcox  make,  and  additions  arc  in 
progress.  The  boilers  are  arranged  in  two  tiers.  Each  is  rated  at 
250  h.  p.,  and  has  a  heating  surface  of  2,852  sq.  ft.  B.  &  W.  auto- 
matic chain  grate  stokers  arc  used,  and  the  boilers  are  fed  by  coal 
conveyors,  electrically  driven.  Small  coal  is  used,  brought  from 
local  collieries,  the  nearest  situated  about  .10  miles  from  the  power 
house.  A  siding  leads  from  the  railway  into  the  power  house,  so 
that  no  handling  is  necessary.  The  coal  is  obtained  at  a  cost  of 
from  3s.  to  4s.  6d.  per  ton  at  the  pit,  and  as  it  is  hauled  by  the  state 
railways,  it  is  consequently  delivered  at  a  minimum  of  cost.  About 
200  tons  of  coal  arc  used  per  day,  and  the  ashes  which  result  are 
removed  by  the  same  conveyors  as  arc  used  for  the  coal. 

The  engine  room  has  a  length  of  275  ft.,  a  breadth  of  go  and  height 
of  30  ft.  There  arc  four  cross-compound  condensing  horizontal  cn- 
ginei,  made  by  the  Allis-Chalmcrs  Co.,  of  Milwaukee,  running  at 
100  revolutions  per  minute,  and  rated  at   1,250  h.  p.  each,  and  also 


three  cross-compound  condensing  engines  of  the  vertical  type,  made 
by  the  .Mlis-Chalmers  Co.,  and  rated  at  2,850  li.  p.  each,  at  75  r.  p. 
ni.  Each  horizontal  engine  is  direct  coupled  to  an  850-kw.  General 
Electric  compound-wound  railway  type  generator,  and  each  vertical 
engine  is  direct  coupled  to  a  1,500-kw.  three-phase  rotating  field 
alternator,  also  of  the  General  Electric  Co's.  make,  furnishing  cur- 
rents at  6,600  volts,  25  cycles.     It  is  customary  to  keep  one  unit  of 


ULTIMO    POWER    STATION,    SYDNEY. 

each  type  in  reserve  and  to  operate  each  of  the  units  in  work  up  to 
25  per  cent  overload  for  a  short  period  at  the  busiest  times  of  the 
day.  The  present  output  of  the  station  is  about  85,000  to  90,000  kw.- 
hours  per  day. 

The  switchboards  are  of  the  General  Electric  Co.  make,  and  this 
company  has  been  the  successful  tenderer  in  each  instance  for  the 
supply  of  the  generating  equipments  md  switchboards.  The  orig- 
inal plant  was  entirely  for  direct  current  supply,  and  the  600  volt 
switchboard  is  situated  at  one  end  01  the  power  house.  This  is  of 
llie  well-known  railway  type  and  consists  of  four  generator,  one 
summation  and  twenty  feeder  panels  in  addition  to  which  there 
are  six  lightning  panels  in  connection  with  the  railway  and 
tramway  work  under  the  commissioners.  When  the  three-phase 
plant    was    laid    down   about    a    year   ago,    the    alternating    current 


WAVIORI.KY   SIIB-flTATTON. 

switchboard  was  erected  in  a  central  position  in  the  power  house. 
This  is  a  handsome  board  of  blue  Vermont  marble,  and  consists  at 
present  of  six  generator,  one  summation,  three  exciter  and  five 
feeder  panels. 

The  switchboards  at  the  five  sub-stations  consist  of  the  standard 
American  type  of  converter  and  feeder  panels,  as  well  as  the 
necessary  equipment  for  booster  and  battery  operation. 


748 


STREET    RAILWAY    REVIEW. 


(Vol..  XIII,  No.  9. 


Sub-staliun:>. 

There  arc  at  present  five  sub-stations,  each  containing  two  450-kw 
shunt  wound  converter-  and  two  battery  boosters  each  capable  i>f 
booAling  a  current  of  1,000  amperes.  Each  sub-station  ii  equippeil 
with  two  l>atleries  of  the  Tudor  type,  having  j8o  cells  each  of  500 
ampere   hours  capacity.      F.ach   is   also  ecjuippcd   with    six   air-blast 


INTKKIllU.    \V.\\KK1>KV     ST  H-S'I'.\TI(J,\, 

transformers  of  i/j-kw.  output  each.  Ihy  location  of  the  existing 
sub-stations  is  indicated  on  the  map  by  heavy  black  dots.  Boosters 
are  also  being  installed  in  the  power  house  and  sub-stations  for  deal- 
ing with  the  return  current. 

Rolling  Stock. 

In  regard  to  the  rolling  stock,  150,000,000  passengers  are  carried 
annually,  and  it  can  be  well  understood  therefore  that  it  is  neces- 
sary to  have  a  very  considerable  rolling  stock.  .\t  the  present  "time 
the  stock  in  use  is  400  electric.  60  steam,  and  70  cable  cars,  the  elec- 
tric cars  averaging  a  sealing  capacity  of  40  passengers,  the  steam 
70  passengers,  and  the  cable  about  20.  It  is  not  intended  to  describe 
the  cable  and  steam  cars  in  detail,  as  they  are  not  to  be  continued, 
being  shortly  to  be  superseded  by  the  electric  cars.  There  are  sev 
eral  distinct  types  of  electric  cars  in  use,  viz. :  four-wheeled  closed 
and  side-door,  double  truck  California,  with  longitudinal  seats,  and 
double  coupled  cars  with  cross  seats  at  one  end  and  the  saloon  at 
the  other. 

.■Mf  the  cars  have  one  deck  only.  In  the  early  stages,  when  steam 
cars  only  were  run,  double-deckers  were  used,  but  discarded  as  they 
were  found  inconvenient  both  with  regard  to  the  facility  with  which 
passengers  entered  and  left,  as  well  as  fur  the  collection  of  fares. 

The  general  practice  is  to  run  independent  cars,  but  the  demand 
locally  has  been  for  couple<l  cars,  and  in  consequence  of  the  disad- 
vantage connected  with  trailers,  the  motor  cars  arc  coupled  in  pairs. 


ordinary  four-motor  type.  Some  little  trouble  was  originally  ex- 
perienced with  the  electrical  couplings,  but  this  has  been  entirely 
surmounted. 

One  feature  of  the  traffic  in  Sydney  is  that  a  number  of  very 
popular  resorts  are  served  by  the  tramways,  such  as  the  cricket 
ground,  show  ground,  and  race  courses,  where,  particularly  at  holi- 
(Liy  times,  a  very  large  number  of  people  have  to  be  carried  al  one 
time,  and  as  many  as  14,000  persons  are  carried  from  one  place  in 
20  minutes  by  the  trams.  In  order  to  de;il  with  this  traflk,  not  only 
are  the  single  cars  used,  but  trailers  seating  70  persons  which  were 
used  on  the  steam  trams  are  attached  to  two  coupled  motor  cars, 
and  run  without  difficulty. 

.'\t  the  present  time  each  car  is  equipped  with  hand  and  air  brakes. 
Previous  to  the  introduction  of  the  electric  cars,  the  cable  cars 
were  equipped  with  air  brakes,  the  air  for  which  was  compressed 
by  an  axle-driven  compressor  actuated  by  an  eccentric  strap  on 
the  axle  of  the  dummy.  In  the  earlier  types  of  electric  cars  the 
same  practice  was  followed  but  the  more  rapid  service  was  found  to 
be  unsuitable  for  this  typ?  of  compres.-or,  and  after  various  tests 
the  commissioners  have  adopted  the  Chr.stensen  motor  driven  com- 
pressor and  brake  equipment  on  all  cars.  Every  car  is  fitted  with  a 
life  guard,  which  is  flush  with  the  front  of  the  car,  and  is  released 
automatically.  Heaters  are  not  used  in  the  cars,  the  climate  being 
equable,   and  the  cars  are  electrically  lighted. 

Originally  25-h.  p.  motors  were  used  on  the  four-wheeled  motor 
cars,  but  the  present  practice  is  to  equip  them  with  35-h.  p.  motors, 
and  the  bogie  cars  with  40  or  50-h.  p.  motors.  Every  motor  car  is 
equipped  with  two  motors.  The  controllers  found  most  satisfactory 
up  to  the  present  are  the  G.  E.  type  Kfi 

Car  SlictN. 

Car  sheds  are  provided  al  convenient  localities  for  the  conveni- 
ence of  working,  and  are  seven  in  number.    They  are  substantially 


c^^wn^ 

^^^M^^E^lF'^^Hiidkii^^^^^^k 

eAR   HOfSE.    FORT   M.^CQUARIE. 

built  of  brick  and  provided  with  pits  throughout,  and  hold  from  70 
to  187  cars  each.  They  are  fitted  with  all  conveniences,  such  as 
lavatories  for  the  drivers,  conductors  and  repair  stalT,  offices  for 
the  revenue  clerks,  dining  rooms,  and  the  necessary  offices  for  the 
collection  of  revenue,  etc.  One  feature  is  to  make  the  comfort  of 
the  staflf  a  consideration. 


.STANriARt)   Dcil'l'.l   !■:   Tl:! 


i,\l|-.IXA-rh  IN    CAR 


This  has  been  effected  very  successfully  in  connection  with  both  the 
four-wheeled  and  the*  bogie  types  of  motor  car.  Special  couplers 
have  been  designed  for  this  purpose,  and  in  some  cases  the  cars  are 
coupled  together  or  disconnected  while  in  service  in  accordance  with 
traffic  requirements.  In  other  instances  they  are  kept  permanently 
coupled.      The  class  of  controller  used   for   this  purpose   is   of  the 


I  he  cars  are  built  by  private  companies,  but  there  is  one  general 
repair  shop  for  the  system.  Ordinary  running  repairs  are  eflfected 
at  the  car  sheds,  but  periodical  overhauling  and  larger  repairs  are 
carried  out  at  the  general  repair  shop.  This  shop  is  a  special  feature 
of  the  system,  and  is  equipped  throughout  with  traversers,  overhead 
cranes,  and  every  class  of   labor-saving  appliances. 


Sept.  20,  1903] 


STREET    RAILWAY    RFA'IEW. 


749 


Traffic  Arrangemeiils. 
The  service  is  practically  a  continuous  one  throughout  the  34 
hours,  but  of  course  is  more  frequent  during  the  business  times  of 
the  day.  and  in  the  principal  thoroughfares  trams  are  run  on  a 
headway  of  30  seconds.  The  average  speed  per  hour  within  the 
city  is  S  miles  and  outside  the  city  10  miles.  The  lines  are  divided 
into  convenient  penny  sections,  such  sections  averaging  two  miles 
in  length,  but  passengers  on  entcrng  a  car  are  able  to  pay  for  the 


a    half    millions,    the    return    paid    upon    the    capital    for    the    last 
financial  year  being  about  3!4  per  cent. 

The  average  hours  worked  by  the  running  men  arc  eight  per  day. 
The  ciiuductors'  wages  average  7s.  per  day,  with  a  ma.ximura  of 
7S.  6d..  and  for  the  motormen  the  average  is  8s.  3d.,  with  an  ordi- 
nary maximum  of  8s.  6d. 

The  magnitude  of  the  operations  is  evidenced  by  the  total  staff 
employed,   whicli   at   the  present  time  numbers  four  thousand. 


STAND.\RD    SINGLE    TRUCK     SIDE     DlKiK     CARS.     SYDNEY 


through  journey,  tickets  being  given  by  the  conductor  for  either  I,  ->. 
3  or  more  sections.     The  longest  through  run  is  ii.'i  miles,  the  fare 

for  which  is  6d. 

Financial. 
The  total  revenue  collected   for  the   si.s  months  ended  December 
30th  last  was  £356,000.  or  say  i;oo,ooo  per  annum,  and  up  to  date  the 
total  amount  spent  in  the  capital  cost  of  the  line  has  been  two  and 


The  administration  of  the  tramway  system  of  Sydney  is  in 
charge  of  the  railway  commissioners  of  New  South  Wales  who 
are:  Charles  Oliver,  chief  commissioner;  David  Kirkcaldie  and 
W.  M.  Fehon.  The  operating  staff  comprises:  John  Kneeshaw, 
traffic  superintendent;  O.  W.  Brain,  electrical  engineer;  G.  R.  Cowil- 
ery,  tramway  maintenance  engineer;  \V.  I'hnw,  cliief  mefh.inical 
engineer. 


The  Province  of  the  Street  Railway  Accountant. 


BY    IIKNRY   W.    BROOKS.    JR. 


Some  weeks  ago  I  had  occasion  to  examine  an  extensive  quarry 
property.  Leaving  the  office  where  a  staff  of  chief  engineer,  pur 
chasing  agent,  sales  manager,  auditor,  paymaster,  and  accountants 
were  busily  engaged,  we  visited  the  power  plant  with  its  engineers 
and  firemen,  the  crushing  plant  wilh  its  engineer,  foremen  and  labor- 
ers the  ledge  with  its  superintendent,  foremen,  channelers,  drillers, 
labijrers  and  others.  Standing  on  top  of  the  ledge  and  overlooking 
the  extensive  operations,  the  vast,  well  organized  army  of 
men  and  rapid,  lal)or-saving  machinery,  the  owner  told  me  how 
he  had  started  the  industry  with  less  than  two  hundred 
dollars  and  two  men.  He  quarried  the  stone,  then  sold 
and  shipped  it,  raised  the  money  for  pay  rolls  and  sal  up  at  night  to 
keep  the  books  and  study  the  engineering  features  of  quarrying. 

What  is  true  of  this  business  is  true  of  all  other  lines— the  growth 
from  a  simple  beginning  to  a  complex,  specialized,  organized 
business  of  great  magnitude.  The  same  has  occurred  in  transporta- 
tion—in steam  railroading  it  has  been  a  steady  evolution  extending 
over  nearly  three-quarters  of  a  century,  but  in  street  railroading  the 
development  has  been  more  rapid  and  recent. 

It  takes  any  new  business  years  to  perfect  the  different  branches 
and  departments;  consequently  the  mechanically  operated  street  rail- 
way being  of  recent  origin,  has  only  neared  perfection  within  the 
last  few  years.  In  this  specialization  process  accounting  talent  is 
becoming  recognized  as  a  necessary  element  of  practical  value  in 
the  efficient  organization  of  a  street  railway  property.  The  practical 
old-lime  railway  manager  has  a  tendency  to  look  upon  the  expert 
accoununt  as  a  '■gentlemanly  luxury"  or  a  •'necessary  evil,"  but 
nevertheless  the  accountant  is  being  more  and  more  appreciated  be- 
cause of  his  usefulness  and  practical  value. 

I  want  to  emphasize  this  point,  that  the  intelligent  accountant  is 
just  as  much  a  "prrHliicer"  and  necessary  element  in  a  proper  rail- 
way organization  as  the  man  at  the  controller  or  the  man  in  the 
shop. 

There  is  reason  for  this  opinion  or  prejudice  of  manager'.,  for  111 
the  past  there  was  not  a  necessity  for  particular  accoiinliiig  skill. 
and  no  doubt  the  work  has  been  carried  on  in  a  more  ..r  less  slip 
shod  manner,  wilh   great    inaccuracy  and   incomplclciicss  and  lillh 


understanding  of  the  principles  of  railroad  operations.  P.iil,  at  the 
same  time,  due  credit  should  be  given  to  those  railway  accountants 
who  have  labored  faithfully  and  intelligently,  often  with  scant 
recognition  of  their  efforts,  to  bring  the  accounting  of  this  im- 
portant branch  of  transportation  to  the  perfection  it  has  generally 
reached  at  the  present  time. 

Many  of  our  large  street  railway  systems  have  revenues  equal  to 
and  an  organization  as  complete  as  the  average  steam  road.  The  de- 
tail and  complexity  of  the  street  railway  business  has  become  such 
that  there  is  a  decided  demand  for  talent  in  the  accounting  as  well 
as  in  the  mechanical,  engineering  and  other  departments. 

The  qualifications  of  the  ideal  railway  accountant  are  many  and 
varied.  He  should  be  a  man  of  ability,  of  honesty  and  of  accuracy. 
Not  only  should  he  have  all  the  qualifications  of  an  expert  book- 
keeper, but  should  have  a  general,  practical  knowledge  of  railroading 
in  its  various  branches  of  finance,  const  uiction,  maintenance  and 
operation.  Not  only  should  he  have  this  knowledge,  but  he  should 
be  in  close  touch  with  the  various  deparlmcnls  of  his  road.  He 
must  possess  the  ability  of  the  statistician  for  the  nice  work  of 
separating  cost  elements  properly  and  accurately,  of  discrimuiatinn 
in  cause  and  effect,  of  measuring  the  effect  of  certain  causes  or 
tracing  certain  effects  to  their  causes.  In  one  respect  he  is  some- 
what like  a  doctor  in  diagnosing  a  disease,  but  it  is  for  llie  manager 
to  apply  the  cure. 

Now,  what  is  the  special  province  of  the  accounlant ,'  it  is  as 
right-hand  man  to  the  manager,  in  tabulating  accurately  the  exact 
mndilion  and  trend  of  the  business  in  general  <.r  in  minute  detail. 
Most  managers  are  eminently  practical  men  with  a  pretty  defimte  idea 
of  what  they  want  to  know  but  don't  know  how  to  get  at  it,  1  he 
forceful,  executive  man  often  lacks  the  keen  disrriminahnn  and 
detail  that  an   intelligent   accountant   often  possesses. 

As  a  right-hand  man  to  the  manager  he  must  join  wilh  limi  111 
studying  railway  operations;  the  manager's  part  m  art.  the  ac- 
niiintant's  to  measure  the  results  of  those  acts, 

ICveii  the  iiK.sl  skillful  managers  arc  liable  to  errors  of  judgment, 
to  prejudices  in  favor  of  or  against  some  |.olicy,  to  exaggerate  or 
imderesliniat.-    certain    coii<litions.-     l-stimales    and    "guess    work 


750 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  9. 


may  be  wrong,  l)iit  figures,  when  properly  arrived  at,  do  not  lie — 
tlicy  slate  the  case  exactly  as  it  is— they  tabulate  facts  precisely. 

For  lack  of  complete  statistics,  how  many  managers  have  had  to 
base  their  opinions  and  decisions  on  "estimates,"  almost  the  only 
knowledge  of  the  results  of  their  efforts  in  certain  directions  being 
what  they  could  see  by  general  observation,  a  rough  approximation 
at  best.  In  these  days  when  railroading  has  Ixrcome  a  science  the 
same  precision  should  be  used  by  the  accountant  in  measuring 
causes  and  effects  as  is  used  by  the  civil  engineer  or  master 
mechanic. 

In  having  the  exact  figures  the  manager  can  conduct  his  business 
more  understandingly,  with  a  better  knowledge  of  the  relative  value 
of  things.  The  manager  and  accountant  should  work  in  unison, 
with  the  same  object  in  view — to  reduce  expenses,  increase  profits 
and  proniote  the  general  prosperity  of  their  road. 

One  of  the  first  and  most  important  fields  for  the  accountant's 
efforts  is  in  providing  statistics  as  to  the  efficiency  and  economy  in 
operating — tracing  this  down  minutely  in  the  various  departments. 
I'ndoubtcdly  his  intelligently  and  diplomatically  directed  efforts  in 
this  line  will  be  of  great  assistance  to  the  manager,  as  he  will  present 
facts  and  figures  that  will  enable  the  latter  to  reduce  some  necessary 
expenses,  and  put  a  stop  to  needless  drains  upon  the  earnings. 

The  manager  finds  his  road  is  carrying  a  large  number  of  passen- 
gers a  comparatively  short  distance.  The  statistics  show  the  traffic 
is  dense  and  the  car  service  well  regulated  to  the  volume  of  business. 
Still  the  road  does  not  earn  satisfactory  dividends.  The  company  is 
conservatively  capitalized,  not  overburdened  with  excessive  fixed 
charges,  nor  are  their  franchises  or  taxes  onerous.  We  have  traced 
the  trouble  down  to  the  operating  expenses — there  is  a  leak  some- 
where— but  where?  It  is  for  the  accountant  to  point  out,  through 
statistics,  the  source  of  the  leak.  Of  course  it  is  not  presumed  that 
he  should  know  just  what  each  detail  of  operating  should  cost — 
that  is  the  manager's  business,  but  working  together  they  get  at 
the  seat  of  trouble.  By  his  statistics,  comparative  statements  and 
groups  of  relative  items,  the  former  points  out  where  the  loss  is — 
in  car  service  expense,  repair  of  track,  shop  work,  production  of 
power,  wages  or  elsewhere.  The  manager,  thus  aided,  quickly  dis- 
covers the  cause  of  the  leak  and  promptly  applies  the  remedy. 

Of  course,  it  is  understood  that  the  accountant  docs  not  point 
out  errors,  ignorance  or  incompetency  on  the  part  of  the  manager, 
but  simply  aids  him  like  a  loyal  lieutenant  in  what  they  both  have 
at  heart — the  success  of  their  road. 

In  all  large  lines  of  industry,  commerce  and  transportation  great 
weight  is  laid  on  accurate  and  complete  cost  accounts.  Only  by  hav- 
ing the  most  minute  information  of  the  cost  of  production  of  each 
unit,  can  the  modern  manufacturer  fix  his  selling  price,  reduce  the 
cost  and  know  how  far  competition  can  be  met.  The  same  applies 
to  railroading,  although  the  latter  is  at  a  disadvantage  in  that  his 
selling  is  limited.  But  perhaps  it  is  just  as  well  we  have  no  rate 
wars  in  street  railroading.  Therefore  the  manager  in  his  aim  for 
a  large  margin  of  profits,  must  look  to  reducing  operating  expenses 
more  particularly,  but  increasing  traffic  as  well.  It  is  therefore  most 
necessary  that  the  most  accurate  and  complete  statistics  of  cost — or, 
in  other  words,  operating  accounts  be  kept. 

The  satisfactory  classification  of  operating  accounts  now  in  gen- 
eral use  may  be  supplemented  by  further  division  and  by  statistics 
recorded  in  the  various  departments.  It  is  the  custom  of  most  of 
the  large  roads  to  prepare  most  of  these  detailed  .statistics  in  each 
department  and  under  the  general  supervision  of  the  head  of  that 
department — for  instance,  the  master  mechanic  keeps  those  relating 
to  the  repairs  and  construction  of  cars,  trucks,  motors,  etc. ;  the  chief 
engineer  those  relating  to  the  operation  of  the  power  plant.  This  is 
right,  as  their  working  tools  (statistics)  are  handy  and  it  keeps 
them  well  and  currently  posted.  At  the  same  time  the  scheme  and 
work  of  the  department  clerks  should  be  under  the  joint  control  and 
supervision  of  the  department  head  and  accountant. 

Quite  naturally  the  head  of  a  department  wishes  to  make  a  good 
showing  for  his  department,  or  some  pet  innovation,  and  is  more 
or  less  apt  to  be  prejudiced  in  compiling  statistics  thereon.  Con- 
sequently the  joint  supervision  has  a  tendency  to  make  them  more 
impartial  and  authoritative,  as  well  as  better  classified. 

In  these  detailed  records  of  operating  costs,  as  kept  in  the  various 
departments,  it  is  essential  to  keep  not  only  the  cost  in  dollars  and 
cents,  but  in  amount  of  work  done — and  that  the  cost  per  unit  be 
compared  to  check  the  economy  of  shop  or  track  work. 


Some  of  the  important  department  statistics  that  the  accountant 
should  see  are  kept  in  order  to  properly  inform  the  general  manage- 
ment, are  briefly  given  below. 

Statistics  of  Roadway  and  Track. — Records  in  relation  to  renewal 
of  rails,  paying  special  attention  to  the  cost,  cost  of  laying,  tons  laid, 
patterns  and  composition,  life,  cost  of  maintenance  per  mile  of  the 
various  sections  of  rail  and  per  car  mile  run.  Where  a  road  has  dif- 
ferent sections,  weight  and  composition  of  rail,  department  recorils 
should  be  kept  of  the  maintenance  cost  and  life,  making  due  allow- 
ance for  the  volinne  and  severity  of  traffic,  whereby  the  relative  effi- 
ciency of  each  pattern  of  rail  can  be  determined.  Data  in  reference 
to  the  cost  and  maintenance  of  switches,  castings,  joints,  rail  bonds, 
etc.,  should  be  kept.  Regarding  ties,  records  should  show  number 
laid  or  renewed,  kind  of  wood,  size,  whether  treated  or  not,  where 
laid,  cost  of  ties  and  laying,  average  cost  per  mile,  condition  of  old 
ties  removed,  etc. 

Now  that  many  of  the  street  railway  companies  have  to  pave  the 
streets  they  run  through,  for  the  cities  this  item  becomes  one  of 
considerable  importance.  This  line  of  work  being  open  to  waste  or 
economy,  records  will  be  valuable  of  the  cost  of  paving,  repairs, 
amount  done,  quantity  of  blocks,  tar,  gravel,  sand,  asphalt  or  other 
paving  material  used,  labor,  tools,  etc. 

Memoranda  relative  to  overhead  construction  may  mention  cost 
of  maintenance  per  mile,  per  car  mile,  cost  of  setting  poles,  painting, 
kind  and  number  set,  renewal  of  trolley  wire  and  feeder  system, 
ducts. 

A  few  detailed  records  may  be  kept  in  regard  to  street  cleaning, 
removal  of  snow  and  ice,  cost  of  same,  labor  and  material,  approx- 
imate quantity  of  snow  removal,  cost  per  cubic  yard. 

The  cost  of  maintaining  buildings  is  usually  small  and  requires  but 
a  few  simple  records  of  cost,  work  done,  and  cost  per  unit. 

It  is  well  to  investigate  the  expenditures  for  bridges,  should  there 
be  any  on  the  line.  If  too  small,  considering  the  type  and  date,  the 
maintenance  may  be  neglected  until  there  is  a  bridge  accident, 
probably  serious,  and  then  the  dividends  for  several  years  to 
come  are  wiped  out  perhaps. 

Statistics  of  Car  Equipment. — The  tw'O  principal  things  the  mana- 
ger wishes  to  know  in  reference  to  car  equipment  arc  whether  the 
rolling  stock  is  being  properly  kept  up  to  standard,  and  whether  the 
work  is  being  done  in  an  economical  manner. 

We  will  refer  to  the  matter  of  standards  and  depreciation  later. 
In  reference  to  the  latter  point,  it  is  very  essential  that  the  manage- 
ment should  have  accurate  records  of  the  economy  of  shop  methods 
and  daily  work. 

The  master  mechanic  should,  as  also  the  man  at  the  head  of  every 
other  department,  be  able  to  tell,  when  called  upon,  the  cost  and 
amount  of  any  kind  of  work  under  his  charge.  In  order  to  be  well 
and  accurately  informed  about  his  work,  he  nuist  rely  on  a  good 
system  of  shop  records,  not  necessarily  elaborate. 

The  manufacturer  is  very  careful  to  keep  a  minute  cost  account 
of  the  very  articles  the  railway  uses  or  makes  in  its  own  shops. 
Repair  work  affords  many  opportunities  for  unnecessary  expendi- 
tures and  leakages,  often  and  easily  overlooked.  The  drains  are 
often  small,  but  continuous.  This  line  of  expenditure  must  be 
closely  watched  and  checked  by  shop  records. 

Shop  records  must  be  simple,  correct,  definite  and  the  elements  of 
cost  properly  separated.  They  must  be  sufficiently  explicit,  yet  free 
from  useless  detail,  and  cost  as  little  as  possible  to  compile.  Some 
statistics  I  have  seen  cost  more  to  compile  than  they  were  worth, 
.''in  important  field  for  the  accountant's  usefulness  is  in  designing 
a  system  of  shop  accounts,  eminently  practical,  yet  cheap,  being 
specially  adapted  to  the  size  and  particular  needs  of  his  road,  if  one 
is  not  already  in  satisfactory  use. 

While  many  roads,  the  larger  ones  particularly,  have  an  efficient 
system  of  shop  accounts,  yet  it  is  surprising  to  find  how  many 
have  scarcely  any  system,  or  very  faulty  or  cumliersome  ones.  It 
is  impossible  within  the  limits  of  this  article  to  set  forth  a  perfect 
system  of  shop  work  records,  however  much  such  a  contribution  to 
street  railway  literature  is  needed.  The  best  that  can  be  done  by 
way  of  suggestion  is  mentioning  some  of  the  salient  points  that 
should  be  recorded. 

The  master  mechanic  should  know,  through  shop  accounts,  the 
detailed  cost  or  cost  per  unit  of  repairing  and  rebuilding  car  bodies, 
painting,  varnishing,  relettering,  upholstering,  repairs  to  trucks, 
brakes,  fenders,  etc.,  renewal  of  wheels,  axles,  and  brake  shoes,  cost 


Sept.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


751 


of  repairs  or  renewals  of  motors,  or  parts  of  same,  controllers,  trol- 
leys, etc.,  showing  also  the  life  of  various  parts  per  car  mile  rim,  as 
wheels,  axles,  motors,  etc. 

These  records,  upon  close  scrutiny  and  intelligent,  careful  consid- 
eration, will  result  in  checking  many  little  leaks,  and  discovering 
many  mechanical  economies  that  can  be  instituted. 

Shop  tools  and  machinery  must  not  be  overlooked. 

Statistics  of  Maintenance  of  Power  Plant. — ."Mong  similar  lines 
to  shop  accounts,  the  power  house  log,  together  with  the  correspond- 
ing operating  accounts,  will  give  a  record  of  the  cost  of  maintenance 
of  boilers,  engines,  pumps,  generators,  and  other  power  plant 
machinery.  These  statistics  should  be  based  on  the  work  they  per 
form — the  power  they  produce. 

Transportation  Statistics. — Detailed  statistics  showing  the  cost 
of  car  service  per  car  mile  and  the  relation  of  car  service  to  traffic, 
comparing  it  with  similar  records  of  other  roads,  and  the  same 
road  for  previous  periods,  will  help  the  manager.  The  superintendent 
needs  certain  transportation  figures,  such  as  the  cost  of  labor,  con 
sumption  of  oil.  waste  and  sand  for  cars,  cost  of  lighting  and  heat- 
ing cars. 

The  efficiency  of  car  cleaning  gangs  and  other  car  house  expenses 
to  be  based  on  number  of  cars. 

The  importance  of  economical  prc^duction  of  power  is  manifest, 
and  the  accountant's  work  in  this  direction  will  be  of  considerable 
monetary  value. 

The  operating  accounts  show  in  considerable  detail  the  cost — labor, 
light  and  supplies,  water  and  fuel — of  operating  the  plant.  Compari- 
son of  these  accounts  by  months  or  years,  in  totals  of  dollars,  and  in 
unit  costs  based  on  power  produced,  can  be  made  with  profit.  These 
statistics,  together  with  those  of  the  power  house  log,  showing 
quantities  of  fuel,  water  and  supplies  consumed,  will  give  a  good 
idea  as  to  whether  the  plant  is  being  managed  economically. 

Statistics  of  power  plant  and  sub  station  operations  should  be 
kept  separate.  And  here  it  may  be  remarked  that  comprehensive 
statistics,  which  will  include  construction,  maintenance,  and  opera- 
tion in  units,  such  for  instance  as  in  the  comparison  of  two  power 
plants — cost  of  buildings,  steam  plant,  electric  or  cable  plant,  inter- 
est charges  and  taxes  on  fixed  investment,  maintenance  of  buildings, 
steam  plant,  electric  or  cable  plant,  cost  of  labor,  supplies,  fuel  and 
water,  may  be  made  the  subject  of  special  statistical  investigation. 

When  in  the  course  of  consolidation  of  companies,  it  becomes 
necessary  to  take  under  consideration  proposed  operating  changes, 
the  nice  work  of  the  statistician  is  required.  For  instance,  the  con- 
solidation of  power  houses,  and  the  saving  resulting  therefrom. 

The  limits  of  this  article  will  permit  of  but  a  few  general  remarks 
on  depreciation,  a  subject  worthy  of  close  study  and  analysis.  This 
being  an  important  feature,  often  determining  whether  or  not  divi- 
dends should  be  declared,  and  one  which  is  extremely  difficult  to  ac- 
curately determine,  it  calls  for  the  nice  work  and  discrimination  of 
the  trained  accountant.  It  is  his  duty  to  the  stockholders  and 
landholders  as  auditor  to  ascertain  and  allow  for  depreciation,  that 
their  property  may  not  be  diminishing  in  value  and  their  investment 
weakened.  If  due  allowance,  in  one  form  or  another,  is  not  made 
for  wear  and  tear  to  roadway,  plant  and  equipment,  the  bondholders 
who  perhaps  have  furnished  'he  bulk  of  the  money  for  construction, 
will  find  after  a  term  of  years  and  when  their  bonds  arc  nearing 
maturity,  that  they  have  only  claims  against  a  worn  out  property, 
whose  standard  is  so  low  the  company  is  on  a  non-competitive  basis 
At  the  same  time  the  stockholders  have  been  receiving  dividends 
not  fairly  earned  and  far  in  excess  of  the  actual  earning  capacity 
of  the  road,  which  amounts  should  have  been  spent  for  proper 
maintenance.  Plainly,  they  not  only  received  their  profits  but  were 
paid  back  part  of  their  capital  from  time  to  time. 

Every  ambitious  manager  takes  a  pride  in  keeping  the  standard  of 
his  road  up  to  dale,  and  up  to  the  cheapest  possible  method  of 
operation.  The  accountant's  difficult  task  is  to  show  him  by  figures 
just  what  the  standard  is  at  present  and  its  tendency,  whether  falling 
behind  or  improving.  I  say  "difficult  task,"  because  it  is  a  difficult 
task  to  gage  the  depreciation  of  a  railway  property,  where  repairs 
and  renewals  arc  made  from  time  to  time  and  not  charged  to  any 
regular  depreciation  account,  and  it  is  no  easy  matter  lo  make  the 
books  fit  the  conditions  and  facts.  Through  his  various  comparative 
stafemcnis  of  outlay  for  maintenance  and  detailed  statistics  of 
departments,  he  can  give  the  manager  a  pretty  clear  idea  of  the 
physical  condition  and  maintenance  of  standard. 


From  time  to  time  will  arise  plans  for  effecting  operating  econo- 
mies, and  the  expediency  of  any  such  move  can  only  be  determined 
by  actual  figures.  Definite  accounting  as  to  first  costs,  operating 
expenses  and  maintenance  charges  are  required.  Is  the  saving 
sufficient  to  warrant  the  outlay? 

Wliile  a  certain  spirit  of  seeking  innovations  and  improvements 
should  be  encouraged,  yet  a  check  should  be  put  to  over-zealous 
heads  of  departments  with  a  costly  inventive  genius,  or  who  may 
wish  to  hoist  some  pet  theory  on  the  road.  They  keep  on  inventing 
one  thing  or  another,  never  considering  the  expense  and  that  the 
cost  of  experimenting  exceeds  the  saving.  Shop  records  put  a 
check  to  this. 

At  the  same  time  very  valuable  experimental  work  with  a  view  to 
the  discontinuance  of  money-wasting  methods,  has  been  done  and 
is  being  done  by  nearly  all  roads  with  up-to-date  management.  The 
accountant's  figures  of  the  cost  under  old  methods,  comparatively 
small  cost  of  experimental  work  and  great  saving  effected,  will  often 
be  extremely  gratifying  to  the  manager,  and  speak  for  itself  as  to  the 
manager's  enterprise  and  ability. 

The  accountant's  figures  in  such  matters,  being  from  an  impartial 
officer,  give  more  weight  and  are  more  accurate  than  the  interested 
head  of  a  department. 

As  the  result  of  consolidations,  changing  conditions  and  the  effort 
to  reduce  operating  costs,  the  subject  of  choosing  the  method  of 
traction  comes  under  consideration  by  the  directors  and  manage- 
ment. Before  taking  a  step  that  will  necessitate  the  outlay  of 
hundreds  of  thousands,  perhaps  millions  of  dollars,  very  definite, 
reliable  and  comprehensive  figures  of  construction  costs,  cost  of  op- 
erating under  horse,  trolley,  cable,  conduit  electric,  storage  battery, 
compressed  air  or  other  motive  power,  and  cost  of  maintaining 
different  systems  of  mechanical  traction  are  necessary  and  call 
for  the  accountant's  best  work.  I  am  .speaking,  of  course,  of  where 
figures  can  be  obtained  from  past  experience  and  present  operations, 
rather  than  the  technical  estimates,  also  taken  under  consideration. 
During  this  change  and  afterwards  his  accounting  will  be  valuable, 
as  to  the  costs  and  results  of  changi  from  horse  to  trolley  or  com- 
pressed air,  or  from  cable  to  conduit  electric  traction. 

Along  this  line  his  work  should  be  so  comprehensive  as  to  include 
:dso  the  traffic  changes  resulting  therefrom.  The  increase  in  passen- 
gers carried  was  marvelous,  after  the  change  from  horse  to  conduit 
electric  railway  in  New  York  City. 

Along  this  same  line  of  work  the  accounting  in  relation  to  new 
construction,  new  competitive  lines,  extensions  to  trolley  parks  or 
other  centers  of  traffic,  will  be  invaluable.  It  will  be  seen  the  ac- 
countant will  have  to  be  well  versed  in  railway  operations  and 
finances  to  take  up  these  various  matters  and  compile  figures  that 
will  actually  and  comprehensively  measure  and  illustrate  the  condi- 
tions themselves. 

Take,  for  instance,  his  figures  relative  to  the  establishment  of  a 
railway  park,  showing  the  cost  of  construction  or  investment,  at- 
tendance, increase  of  traffic  actually  from  that  source,  average  cost 
of  carrying  a  passenger  from  the  city  to  the  park,  cost  of  mainten- 
ance of  park,  expenses,  receipts  from  various  sources,  profitable- 
ness of  different  attractions  and  many  other  details. 

On  new  lines  the  growth  of  traffic,  the  securing  new  or  competi- 
tive traffic  for  the  main  line,  together  with  the  cost  of  operating  and 
general  wisdom  of  the  construction  should  be  tabulated. 

Particularly  will  the  manager  appreciate  the  accountant's  statis- 
tics in  various  forms,  setting  forth  traffic  conditions.  By  way  of 
suggestion  I  would  mention  tables  showing  volume  of  traffic,  total 
anil  by  lines,  direction  of  traffic  or  current  of  travel,  traffic  centers, 
density  of  traffic.  Other  groups  showing  the  tendency  of  the  vol- 
ume of  traffic,  whether  temporary  or  permanent,  increase  by  new 
lines,  competitive  lines,  feeders,  establishment  of  amusement  resorts, 
belter  car  service  and  accommodations.  Again  we  may  classify 
into  competitive  and  non-competitive;  business,  shopping,  amuse- 
ment or  general ;  fixed  or  within  the  power  of  the  management  to 
regulate;  volume  according  to  the  hours  of  the  day  and  in  fact  the 
field  for  analysis  and  tabulation  of  traffic  conditions  seems  limitless. 

These  various  investigations  of  particular  or  regular  conditions 
should  be  made  from  time  to  lime  or  periodically  as  rach  demands. 
Their  expense  is  usually  far  less  than  the  results  accomplished 
Ihrough  them.  .Simply  the  compilation  of  figures  brings  no  results; 
it  is  putting  the  knowledge  derived  therefrom  into  (iraclical  execu- 
tion, and  upon  examining  the  various  tables,  they  should  not  be  put 


752 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  9 


out  of  niiiid  liecausc  they  show  an  increase  of  traffic  or  a  rcductiuii 
of  operating  expense,  but  followed  up  to  sec  if  wc  are  getting  all 
the  increase  of  business  or  decrease  of  expense  we  might. 

Avoid  useless,  impractical  figures :  furnish  fresh,  accurate,  prac- 
tical tables  to  a  purpose.  Understand  the  conditions;  separate  ihc 
elements  of  cost  first,  then  measure  those  conditions  by  means  of 
statistics. 

In  the  foregoing  I  have  tried  to  set  forth  the  province  of  tin- 
railway  accountant,  and  some  suggestions  along  that  line.  I  wished 
to  point  out  he  must  keep  well  informed  on  railway  operations,  thai 


he  must  be  something  more  than  a  mere  bookkeeper  and  that  lu- 
can  he  a  money-saver  and   money-maker  for  his  road. 

I  am  firmly  convinced,  and  Ijclieve  most  managers  agree, 
that  in  his  province,  the  accountant  is  a  most  valuable  assistant, 
particularly  in  informing  the  manager  upon  the  efficiency  and  econ- 
omy of  operating  departments,  the  maintenance  of  the  property, 
the  results  of  outlays  for  cfTeciing  operating  economics,  of  extensions 
or  new  const  ruction,  of  the  cost  and  relative  economy  of  operating 
under  diflfereni  methods  of  traction,  the  capability  of  subordinate 
officials,  traffic  conditions  and  general  financial  affairs. 


Some  Practical  Notes. 


HY  W.  A.  B. 


The  following  descriptions  of  many  special  designs  often  re- 
quired.about  a  power  house,  sul)-station,  or  other  places  where  elec- 
trical work  is  done,  will  undoubtedly  be  of  value  to  the  pr.nctical 
man.  One  is  frequently  at  a  loss  to  devise  a  solution  for  some  pe- 
culiar problem,  and  while  many  can  work  from  a  drawing,  they 
may  not  be  able  to  successfully  plan  the  work  for  themselves. 

Occasionally  it  becomes  necessary  to  fasten  a  marble  slab  to  a 
brick  or  stone  wall,  as  in  Fig.  i.  Perhaps  a  heavy  switch  or  circuit- 
breaker  is  to  be  secured  to  the  slab.  This  construction  sometimes 
is  required  where  a  switchboard  is  already  crowded  and  there  is 
lack  of  space  for  a  new  panel. 

In  "plugging"  a  brick  wall  if  one  can  space  the  holes  in  the  slab 
after  those  in  the  wall  are  made,  so  much  the  better;  for  one  can 


cut  out  the  mortar  between  bricks  with  a  flat  chi.sel  and  drill  tlie 
holes  in  the  slab  accordingly.  For  ordinary  construction,  a  hole  is 
made  for  a  wooden  wedge  3  in.  long,  I'A  by  J4  'i-  at  the  large  end 
and  tapered  about  J4  in.  Drive  it  home  with  a  very  heavy  hammer 
and  cut  off  any  projecting  portion.  For  heavier  work,  leaf  lead 
rolled  up  and  driven  into  a  hole  made  with  a  gas  pipe  is  just  tin- 
thing.  The  pipe  should  have  teeth  cut  in  one  end  all  the  way 
around  and  afterward  hardened  by  the  blacksmith.  The  same  kind 
of  pipe  is  used  to  cut  holes  through  brick  walls  for  inserting  por- 
celain air  tubes  for  the  passage  of  wires.  The  sire  of  the  pipe  is  of 
course  determined  by  the  outside  diameter  of  the  tube.  Wires  and 
cables  should  fit  as  tightly  as  possible  in  the  tubes. 

Do  not  overlook  the  fact  that  when  punching  holes  through  brick 
walls  large  portions  of  brick  may  be  forced  through  and  damage 
done  to  the  other  side  if  proper  precautions  are  neglected.  The 
writer  has  seen  this  occur  back  of  switchboards  and  where  there 
was  running  machinery  in  an  adjoining  room.  Falling  debris  may 
also  get  into  belts.  Porcelain  insulators  are  sometimes  placed  be- 
tween the  wall  and  marble  slab  or  hardwood  board.  If  fastened  to 
a  surface  of  iron,  drill  and  tap  the  same  and  use  porcelain  insulators 
between.  Where  the  wall  is  plugged  with  wood  or  lead,  wood 
screws  or  lag  screws  can  be  used  as  the  case  demands.  Drive  :i 
drift  into  the  lead,  if  necessary,  to  get  the  screws  started. 


The  small  wires  back  of  the  switchboard  will  need  fastenings. 
Single  wire  porcelain  ck-ats  come  into  frequent  use.  The  holes  for 
the  wood  screws  are  best  miide  with  a  breast  drill,  and  twist  drills 
are  probably  more  used  than  flat,  for  they  can  be  more  readily 
ground  and  do  not  need  re-dressing  as  do  flat  drills ;  and  the  holes 


EBSB^ 


can  be  made  more  true.  A  great  deal  depends  upon  one's  skill  in 
manipulation. 

The  fronts  of  marble  slab  switchboards  are  often  drilled  and 
plugged  for  fastening  on  name  plates  to  indicate  the  bus-bars,  feeder 
and  lightning  mains,  etc.  Large  holes  in  switchboards  for  the  addi- 
tion of  any  special  apparatus  are  made  by  the  use  of  an  "old  man." 
It  often  requires  considerable  ingenuity  to  secure  the  ratchet  drill 
to  the  panel.  Do  not  use  undue  force,  lest  the  marble  crack ;  espe- 
cially when  the  drill  is  about  to  go  through  the  marble.  Keep  the 
drills  as  sharp  as  possible.  One  unaccustomed  to  sharpening  drills 
must  remember  that  the  heel  of  the  drill  must  be  lower  than  its  cut- 
ting edge. 

.•\nother  method  of  securing  wires  from  switches  to  bus-bars,  etc.. 
is  for  use  at  the  rear  of  switchboards.  Angle  irons  are  commonly 
used,  secured  by  means  of  bolts  to  the  T  or  channel  iron,  and  por- 
celain insulators  or  knobs  are  fastened  at  the  proper  distances  on 
the  angle  iron  by  means  of  stove  bolts  or  machine  screws.  If  tie 
wires  are  not  used,  two  porcelain  insulators  are  fastened  side  by  side, 
and  the  wire  passed  between  them.  The  grooves  should  be  small 
enough  so  that  when  the  knobs  are  fastened  in  place  the  wire  will 
be  snugly  gripped  and  prevented  from  moving. 

This  method  of  wiring  is  not  confined  to  switchboard  work,  as 
heavy  cables  are  also  secured  in  this  manner  when  strung  through 
subways,  or  on  ceilings  or  side  walls.  This  system  should  not.  how- 
ever, be  used  exclusively,  for  there  are  cheaper  methods  of  construc- 
tion. 

One  is  sometimes  confronted  with  a  condition  like  that  shown  in 
Fig.   2,   where  wires   are  run   in   a   subway  along  the  ceiling.     The 


Q 


i^ 


% 


^^^ 

-^—r^ 


^JZ=i 


M^ 


FIG.    3. 


wires  come  under  arches  as  shown.  A  is  the  lower  part  of  an  iron 
girder  to  which  a  strap  of  iron  is  secured  by  means  of  cap  screws. 
Since  there  will  be  a  great  strain  on  the  insulators  to  keep  the  wires 
taut  it  will  be  necessary  to  brace  the  other  end  of  the  strap.  This 
is  done  by  plugging  the  arch  with  lead  and  hammering  it  in  well. 
Then  drill  and  tap  for  a  machine  bolt,  or  weld  a  lag  screw  on  an 


Sept.  -"o.  1903.] 


STREET    RAILWAY    REVIEW. 


753 


iron  rod  Have  a  nut  on  tlie  rod  at  the  proper  distance,  and  force 
the  lower  one  up  to  place.  As  many  insulators  can  be  put  on  as 
may  be  required.  It  would  of  course  be  cheaper  to  do  all  the  neces- 
sary drilling  even  for  the  future  at  this  time. 

Large  conducting  cables  have  specially  designed  insulator  fasten- 
ings each  usually  formed  of  two  pieces  of  porcelam  set  n.  an  iron 


EBB 


FIO. 

frame  When  the  wire  is  pulled  up  tight,  the  parts  are  drawn  to- 
gether with  nut  and  bolt,  and  the  cabk  is  securely  locked.  Very 
heavy  cables  in  a  subway  are  usually  placed  on  insulated  iron  brack- 
ets.    Still  another  make  of  insulator  for  heavy  cables  is  shown   111 

Cables  from  generators  of  large  capacity  are  frequently   run  Ik- 
low  the  machine,  and  along  the  iron   frame-work.     Here  this   last 
memioned  style  of  insulator  is  unexcelled.     The  iron  is  drilled  aiul 
tapped  as  shown  in  the  sketch. 

To  secure  light  under  such  a  generator,  run  iron  conduit  and  at 
the  proper  height  place  a  flange  upon  which  is  secured  a  piece  of 
well  filled  wood.  To  this  a  weather-proof  socket  with  center  con- 
nections is  secured,  as  shown  in  Fig.  4-  H  the  construction  of  the 
generator  is  such  that  one  can  gain  access  to  its  interior,  this  socket 
may   be  used   by  means  of  an  extension   lamp   and   cord   for   such 

inspection. 

To  dead  end  a  wire,  use  a  plan  similar  to  that  shown  in  iMg.  5- 
The  strain  is  to  the  left  on  the  insulators,  and  one  or  more  can  be 

used  as  desired.  . 

Where  two  or  more  parallel   wires  are  dead  ended,  -onie  similar 


,netho<l  can  be  employed.    The  form  of  the  iron  will  of  course  de- 
pond  upon  the  local  construction.  ,,,,„„„i. 

Another  method  of  dead  ending  a  line  is  to  run  a  wire  through 
a  glass  or  porcelain  insulator,  securing  it  to  a  wall  or  other  firm 
support;  then  tie  the  line  wire  aroimd  the  insulator  in  its  groove. 
Pull  up  tight,  and  twi.st  the  free  end  of  the  wire  over  the  hue  wire 
a  number  of  times,  to  insure  its  remaining  tight.  If  the  wire  is 
large  and  requires  the  aid  of  pliers  or  other  tools  to  make  the  twist 
be  careful  not  to  impair  its  insulation  and  leave  the  wire  almost  bate 
in  spots,  as  is  frequently  done. 

The  same  can  be  said  as  to  making  ties  to  insulators.  One  end  of 
the  wire  is  passed  around  the  insulator  over  the  wire,  and  the  other 
end  passed  in  the  opposite  direction,  in  such  a  way  that  if  the  insii- 
lator  were  removed  and  the  wires  twisted  together,  they  would  fol- 
low the  direction  of  the  strands  of  a  cable.  Frequently  in  making 
the  tie  the  insulation  is  utterly  ruined,  not  only  making  a  bad  job. 
but  failing  to  comply  with  underwriters'  rules  and  requirements. 

Fig  6  shows  the  way  to  run  the  wires  for  an  electnc  light  mast 
containing  one  or  more  lights.  The  column  rests  upon  a  large  sand- 
stone A  channel  is  cut  in  the  stone  below  the  surface,  and  the  pipe 
laid  in  it,  with  the  end  under  the  column  projecting  upward.  The 
pipe  is  afterward  covered  with  cement.  The  wires  are  drawn  into  the 
conduit,  and  the   iron   pipe  for  the   lights  put  m   place   and  bolted 

°Fig  7  shows  the  method  of  running  and  fastening  duplex  wire 
for  subway  lighting  either  on  the  ceiling  or  along  a  brick  wall  ac- 
cording to  local  conditions.  The  wall  is  plugged  at  certain  intervals 
for  fastening  the  wire  to  porcelain  insulators.  These  insulators  are 
composed  of  two  parts,  with  an  opening  in  each  part  to  receive  the 


FIG 


wire  When  the  screw  for  the  porcelain  insulator  is  set  up  to  place 
the  wire  is  tightly  clamped.  At  the  lamp  the  wall  is  plugged  again 
and  a  small  piece  of  wood  fastened  to  it  by  screws.  To  this  is  se- 
cured a  keyless  receptacle  with  outside  connections.  The  duplex 
wire  is  carefully  separated  at  each  lamp  socket  as  here  shown,  and  is 
also  fastened  at  each  side  of  the  block  to  porcelain  nisnlatprs. 


Rules  for  the  Government  of  Employes. 

DISCUSSION  OF  A.  S.  R.  A.  COMMITTEE  REPORT  AT  THE  SARATOGA  CONVENTION. 


Mr.  Connette;     Mr.  Chairman,  the  report  ..f  the  Rules  Committee 
has  been  primed  and  distributed  among  the  members  of  this  Asso- 
ciation, and  the  members  have  had   the   report   in   their  possession 
long  enough  to  know  what  it   contains  without  my  underlaking  to 
read  any  portion  of  it.     The  committee  of  course,  in  undertaking 
to  compile  a  standard  code  of  rules,  met  with  more  difficulties  than 
any  of  you  would  imagine.     For  instance,  when   we  undertook  to 
make  a  rule  that  was  applicable  to  the  small  roads  as  well  as  to  the 
very  large  roads,   in  a   good  many   cases   we  encountered   serious 
difficulty.     We  have,  therefore,  only  presented  to  you   a   code  of 
rules    general    in    their   nature,   applicable   only   to    conductors   and 
motormen,  because  they  are  the  employes  principally  to  whom  the 
rules  apply.     A  rule  that  will  apply  to  a  motorman  and  conductor 
running  upon  a  small   road   can   also  1«  applied   to  one   similarly 
employed   upon   a  large   road.      The   rules  pertaining   to   inlcrurban 
service,  I  am  free  to  say,  were  practically  confiscated  (roin  the  rules 
of  the   American  Railway  Association,  which   is  composed  of  the 
steam  railroads,  and  the  rules  which  are  in  effect  upon  steam  rail- 
roads are  the  result  of  years  of  experience  and  study-wc  believe 
of  over  twemy-five,  perhaps  forty  years'  experience  ,  and  the  com- 
mittee did  not  think  it  could  compile  a  set  of  rules  which  would  be 
an  improvement  on  the  rules  which   were  a.lopted  and   are  now  in 
cflFect  u|K)n  the  various  steam  railroa.ln  of  the  country,  especially  '■•• 
far  as  the  movement  of  trains  i,  cncrned,  and  the  use  of  signals 
I  am  now  going  to  diverge  just  a  little  from  the  report,    l  brought 


this  question    up   befmc   the   committee,   but    it   was   deemed   to   be 
perhaps  not  within  its  scope  to  embrace  a  suggestion  of  the  plan 
which  I  am  about  to  make,  and  that  is  upon  long  interurban  lines, 
single  track  lines,  that  it  is  better  practice,  or  it  would  be  better 
practice  when  it  was  adopted,  that  instead  of  running  more  cars, 
separate  cars,  or  changing  the  headway  as  the  business   fluctuates, 
it  would  be  better  to  maintain  a  uniform  schedule  of  headway  and 
use  the  multiple  control  system  and  increase  the  length  of  the  train 
as  the  business  may  require  it,  instead  of  changing  the  headw.ty  or 
instead  of  running  cars  in  sections,     In  my  opinion  this  method  of 
operation    would    be   more   satisfactory    from    several    standpoints- 
first    less  liability  of  accident,  which  is  a  great  factor  in  the  opera- 
tion'of  cars:     Secondly,  it  would  reduce  the  expense  of  operation 
so  far  as  the  platform  expense  goes.     Third,  it  would  take  care  of 
the  traveling  public,  I   believe,  in  a  more  satisfactory  manner,  be- 
cause if  the  schedule  is  30  minulcs  headway  on  an  interurban  line, 
and  that  schedule  is  uniformly  maintained,  no  matter  what  the  busi- 
ness may  I.e.  whether  you  carry  1,000  or  lens  of  thousands  of  people 
,laily    instead  of  changing  it  to  meet   lUicluating  conditions,  main 
tain  it   rigidly  so  that  the  public  will  know  that  a  car  will  !.<■  at   a 
given  point  at  a  given  lime  and  ample  cars   will  be  provided  and 
if  one  is  insuflicient  put  on  two,  three  or  four,  and  make  the  same 
time  as  you   would   with   one,  on   the  multiple  control   system,   the 
same  as  the  system  by  which  the  trains  on  the  New  York  elevated 
road  are  operated.     1   put  this  out  as  an  opinion  of  my  own,     1 


754 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  9 


believe  the  intcrurban  roads  will  come  to  it,  and  run  trains  as  steam 
roads  run  trains,  not  only  one  car,  and  if  a  little  more  demand  for 
service  is  made  to  run  out  another  car  and  run  it  as  a  second  sec- 
tion ;  but  the  cars  will  be  run  in  trains.  I  believe  the  running  of 
separate  cars  to  meet  increased  demands  will,  be  done  away  with 
ullimalely  and  that  wc  will  adhere  to  the  time  table  instead  of 
changing  the  headway  and  mixing  up  the  motormcn  and  conductors 
and  multiplying  the  duties  of  the  train  dispatcher  and  getting  him 
confused  and  causing  accidents,  at  least  increasing  the  hazard  of 
them,  the  danger  would  be  reduced  to  a  minimum  and  I  believe  the 
service  in  every  respect  would  be  the  more  appreciated  by  the 
public. 

Mr.  Mailloux :  I  desire  to  make  a  suggestion  that  every  indi- 
vidual member  present  who  has  the  authority  to  do  so  should  make 
a  careful  study  of  these  rules  and  endeavor  to  apply  them  if  pos- 
sible and  report  the  results  to  the  committee.  In  that  way  every 
member  of  the  Association  becomes  a  co-operative  factor  in  the 
development  and  perfecting  of  a  system  of  rules  and  regulations, 
signals,  etc. ;  by  sending  opinions,  criticisms,  suggestions  of  changes, 
etc.,  to  the  committee  during  the  next  ten  months,  the  committee 
would  be  able  at  the  next  annual  meeting  to  give  us  valuable  in- 
formation tending  to  the  further  development  and  perfection  of  the 
system  of  signals,  etc. 

I  want  to  take  issue  with  Mr.  Connette  in  regard  to  what  he 
said  in  regard  to  the  single  headway  system.  I  think  that  depends 
entirely  on  the  form  of  load  curve  with  which  he  has  to  deal.  It 
would  be  influenced  by  the  line  and  the  service  the  line  is  expected 
to  give.  In  an  ordinary  intcrurban  line,  where  the  stations  are 
relatively  far  apart  and  the  load  curve,  so  to  speak,  fairly  even,  that 
method  might  well  apply;  but  I  submit  in  cases  where  your  inter- 
urban  line  approximates  at  all  conditions  resembling  rapid  transit, 
such  a  method  will  be  absolutely  impossible.  Take  a  case  like  the 
New  York  &  Portchester  Railroad — if  you  plot  the  number  of  pas- 
sengers carried  per  hour  during  the  24  hours,  you  will  find  enor- 
mous peaks  which  represent  the  times  at  which  people  go  to  New 
York  and  the  times  they  are  coming  back.  Evidently  the  service 
must  be  adequate  for  the  maximum  demands  made  upon  it.  That 
service,  with  a  4-track  road,  requires  five  minutes  headway  with 
as  long  trains  as  we  can  possibly  operate  on  the  local  track  and  ten 
minutes  headway  on  express  trains  with  as  long  trains  as  we  can 
operate.  Wc  cannot  maintain  such  a  headway  as  that  during  the 
entire  day.  There  are  times  when  it  is  necessary  to  reduce  the 
number  of  trains,  as  well  as  the  number  of  cars. 

Mr.  Connette :    I  refer  to  a  single  track  road. 

Mr.  Mailloux:  It  may  be  on  a  single  track  road  it  would  be 
valuable,  but  it  depends  on  the  load  curve.  When  the  curve  is  llat 
and  does  not  have  enormous  peaks,  the  method  suggested  is  most 
satisfactory  and  preferable ;  Init  where  the  curve  shows  peaks  it 
would  not  be. 

Mr.  L.  E.  Myers:  I  understand  that  the  committee  is  to  be  con- 
tinued for  another  year,  according  to  the  appointment  made  yes- 
terday, and  is  to  go  on  with  its  work.  I  assume  that  these  rules 
are  to  be  adopted  by  the  Association.  I  have  been  waiting  for 
seven  months  to  get  these  standard  rules  in  order  to  apply  them 
to  property  we  took  over  some  time  ago.  I  want  to  start  ofl  with  a 
firm  foundation,  and  I  told  our  superintendent  we  would  wait  until 
the  Association  met,  when  these  rules  were  to  be  presented,  and 
that  as  they  were  to  be  adopted  by  the  various  roads  in  the  country 
wc  would  also  adopt  them.  I  want  to  apply  these  rules  to  the 
property  at  Pckin.  I  want  to  get  an  expression  as  to  how  many 
members  will  apply  these  rules,  so  as  to  make  them  effective,  and 
I  want  to  ask  Mr.  Connette  a  few  questions. 

Mr.  Connette:  The  Committee  on  Rules  were,  as  I  understood 
it,  expected  to  compile  what  in  their  judgment  was  a  proper  code 
of  standard  rules  as  far  as  they  could  go  and  submit  their  report 
to  the  members  of  the  Association  for  their  consideration.  There  is 
no  use  in  this  Association  continuing  a  committee  on  rules  unless 
when  the  committee  has  given  a  report  that  is  satisfactory  to  the 
.\ssociation  it  is  adopted  and  becomes  the  standard  of  the  members 
of  the  Association.  Of  course,  there  is  nothing  binding  or  com- 
pulsory on  the  members  of  the  Association  to  adopt  the  code  of 
rules  that  might  be  presented  by  this  committee  and  approved  by 
the  Association,  but  there  is  no  use  in  the  Association  considering 


the  question  of  a  standard  code  of  rules  unless  the  members  arc 
willing  to  adopt  the  rules,  when  the  Association  finds  that  the 
committee  has  presented  a  code  of  rules  that  is  satisfactory.  I 
will  say  in  this  connection  that  the  New  York  State  Association 
has  had  a  committee  on  standard  rules  for  nearly  three  years,  of 
which  I  have  the  honor  to  be  chairman,  and  this  report  is  prac- 
tically, to  a  large  extent,  the  result  of  the  work  of  that  committee, 
supplemented  by  the  committee  of  this  Association.  The  New  York 
State  Board  of  Railroad  Commissioners  I  think  met  with  the  com- 
mittee at  two  or  three  of  its  meetings,  and  finally  approved  the 
report  of  the  committee,  but  requested  that  the  commitec  pursue 
the  matter  of  rules  applying  to  intcrurban  roads  a  little  further.  In 
fact,  the  committee  has  presented  very  few  rules  applicable  to  in- 
tcrurban service  and  the  Board  of  Railroad  Commissioners  asked 
that  we  might  continue  the  committee  to  further  consider  the  rules 
applicable  to  intcrurban  roads  which  is  now  being  done  by  the  New 
York  State  Association.  This  report  is  before  the  convention.  It 
is  for  you  to  do  as  you  please  with  it.  I  do  not  think  we  have  the 
time  to  consider  even  a  half  dozen  of  these  rules,  if  we  take  them 
rule  by  rule,  even  two  or  three  of  the  principal  topics  in  connection 
with  these  rules,  concerning  which  there  may  be  a  difference  of 
opinion.  I  would  suggest,  if  it  meets  with  the  views  of  the  Asso- 
ciation, that  if  you  do  not  want  to  take  action  on  this  report  at 
this  meeting,  each  member  of  this  Association  carefully  consider 
the  rules  and  write  his  suggestions  or  recommendations,  and  trans- 
mit them  to  the  committee,  either  direct  or  through  the  secretary 
of  the  Association. 

Mr.  Bcggs:  I  desire  to  say  a  word  in  commendation  of  the 
work  of  this  committee,  and  I  say  it  as  freely  and  as  cheerfully 
as  I  severely  criticised  the  report  presented  to  us  twelve  months 
ago,  which  did  not  seem  to  have  been  compiled  for  street  railway 
management  at  all,  but  was  apparently  compiled  for  limited  trains 
on  trunk  lines.  I  may  say  that  for  two  years  we  have  had  no  books 
of  rules  to  give  our  1,000  or  1,200  trainmen,  waiting  as  a  matter 
of  courtesy  to  this  Association  until  it  should  have  had  presented  to 
and  approved  by  it  a  code  of  rules  that  we  could  feel  might  be 
fairly  adopted  by  all  the  roads  connected  with  the  Association,  if 
not  all  the  roads  of  the  country.  That  code  I  now  have  in  my 
hand  and  I  would  like  to  have  it  receive  the  sanction  of  this  Asso- 
ciation ;  but  whether  it  does  or  not,  with  a  few  trifling  modifications 
in  these  rules,  they  will  be  printed  for  our  company  within  the  next 
thirty  days.  I  have  read  every  section  in  the  report  very  carefully. 
We  operate  nearly  200  miles  of  interurban  line  in  connection  with 
our  metropolitan  system,  and  therefore  the  rules  which  these  gen- 
tlemen have  so  carefully  embodied  in  the  latter  part  of  this  report 
are  valuable  indeed  and  give  evidence  of  having  been  given  thought 
to  by  some  gentleman  who  has  experience  in  the  operation  of  in- 
terurban lines.  I  think  there  is  very  little  to  be  desired,  from  my 
point  of  view  at  least,  in  these  rules,  for  many  of  them  I  have  been 
responsible  for  putting  into  effect  and  maintaining  in  the  operation 
of  interurban  lines  for  several  years  past.  I  want  to  suggest  changes 
in  three  paragraphs.  In  paragraph  5  I  should  provide  that  smoking 
tobacco  while  on  duty  in  any  part  of  the  company's  buildings,  except 
in  the  conductors'  and  motormen's  room,  be  prohibited,  and  would 
likewise  prohibit  the  trainmen  from  smoking  w-hen  riding  on  the 
company's  equipment  when  in  uniform  and  not  on  duty.  I  would 
enlarge  Rule  14.  just  to  broaden  it  slightly. 

The  rule  says :  "Do  not  remove  trolley  from  wire  at  end  of  run. 
or  elsewhere  at  night,  until  passengers  have  alighted  from  the  car." 
T  would  add  to  that  rule,  "nor  until  those  waiting  to  enter  the  car 
have  entered  it  and  are  seated."  Rule  24  raises  an  important  ques- 
tion. I  seriously  consider  the  advisability  of  assuming  the  street 
railways  generally  are  going  to  continue  to  stop  on  the  far  side  of 
the  streets,  as  it  is  called.  There  are  some  municipalities  which 
are  now  enacting  ordinances  requiring  the  street  cars  to  stop  on  the 
near  side  of  the  street,  and  I  am  in  favor  of  that. 

The  committee  in  the  first  paragraph  in  the  report  directs  special 
attention  to  Rules  61  and  62.  I  believe  it  would  be  advantageous 
to  leave  the  matters  referred  to  in  those  rules  to  the  decision  of  the 
local  companies,  because  we  must  give  our  conductors  and  motor- 
men  authority  to  put  off  the  cars  passengers  who  refuse  to  pay 
their  fare;  otherwise  they  will  discuss  the  matter  w-hile  they  ride 
out  the  distance  they  want  to  go.  It  is  not  unusual  on  street  rail- 
ways to  have  a  man  present  a  large  bill  to  the  conductor  and  the 
conductor  is  unable  to  change  it.    Under  this  rule  the  man  would 


Sett.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


755 


not  be  put  off.  We  put  him  oflF.  We  require  them  to  pay  their 
fare,  but  here  you  say  they  must  not  be  ejected  from  the  car,  but 
the  facts  of  the  case  must  be  brought  to  the  attention  of  the  first 
inspector,  starter  or  official  of  the  company,  who  is  met,  and  the 
conductor  must  act  according  to  the  instructions  received  from  such 
inspector,  starter  or  officials.  In  the  heart  of  the  city  tlie  conductor 
would  not  go  very  far  before  coming  to  a  superior  officer,  but  in 
sparsely  settled  sections  it  is  different  and  the  conductor  would 
probably  reach  the  heart  of  the  city  before  he  reached  an  officer 
whom  he  could  consult,  whether  the  passenger  should  be  put  off. 
I  think  most  of  the  provision  you  have  made  for  protecting  the 
passenger  and  keeping  the  company  from  being  involved  in  litiga- 
tion by  unauthorized  ejectment  of  the  passenger  is  carefully  taken 
up. 

I  move  that  the  rules  as  presented  by  this  committee  be  adopted 
as  the  standard  code  of  rules  of  the  street  railway  companies  in  the 
jurisdiction  of  this  association. 

Mr.  J.  G.  White :  I  will  second  the  motion  of  Mr.  Beggs,  and  if 
he  will  allow  it,  suggest  an  amendment — that  is,  that  the  set  of  rules 
as  presented  be  adopted  by  the  Association  and  that  the  members 
of  the  association  be  requested  to  adopt  these  rules  as  their  standard 
rules,  with  such  modifications  as  may  be  necessary  to  meet  local 
conditions;  and  that  the  members  of  the  .Association  be  requested 
to  communicate  with  this  committee,  which  is  to  be  continued  during 
the  current  year,  any  amendments  which  their  experience  with  the 
rules  leads  them  to  think  advisable,  and  the  committee  report  to  the 
ne.\t  meeting  such  amendments  as  they  think  will  be  advantageous, 
to  be  embodied  into  the  later  standard   rules. 

Mr.   Beggs:     I   cheerfully  accept  the  amendment. 

Mr.  L.  E.  Myers :  I  want  to  bring  to  the  attention  of  the  asso- 
ciation a  scheme  we  have  recently  adopted.  I  do  not  know  that  it 
is  original  with  us,  but  on  the  backs  of  our  accident  reports  we  have 
placed  all  possible  forms  of  construction  for  special  work,  cross- 
overs, single  and  double  track,  turn-outs,  etc.,  and  we  require  the 
employes  to  illustrate  on  the  back  of  the  accident  report  just  where 
an  accident  happened,  whether  to  a  person  or  vehicle,  the  position 
of  the  car  when  the  collision  occurred.  I  think  such  a  provision  in 
connection  with  these  rules  in  regard  to  reports  would  be  a  very 
valuable  thing.  The  trainmen's  reports  are  often  confused.  I  make 
this  suggestion  to  work  in  with  the  form  of  reports  of  accidents 
recommended  in  the  book  of  rules.  I  will  report  that  I  have  been 
wailing  for  these  rules  for  seven  months  and  1  hope  to  get  them  in 
use  on  our  road  as  promptly  as  Mr.  Beggs. 

Mr.  John  Grant :  I  understand  the  idea  is  that  w  here  a  company 
requires  a  modification  in  the  rules  to  meet  the  conditions  in  its  city. 
it  makes  it  under  the  rule;  for  example,  in  Rule  8,  relating  to  rail- 
road crossings,  we  are  required  by  ordinance  to  stop  at  our  own 
crossing.  So  if  we  adopt  these  rules  we  would  have  to  embody 
an  amendment  to  the  rule  and  that  would  be  in  the  nature  of  an 
amendment  to  Rule  8,  the  present  Rule  8  to  remain  as  the  standard. 
The  rule,  however,  will  still  be  Rule  8,  and  any  amendments  to  it 
would  be  Rule  8,  section  a,  b,  c,  etc. 

Mr.  Connette:  Referring  to  Rule  8,  I  will  say  that  that  rule  gave 
the  committee  perhaps  more  trouble  than  any  rule  in  the  book.  In 
fact  they  gave  this  subject  more  time  and  attention  than  any  other 
rule  in  the  book,  particularly  so  because  the  State  Railroad  Commis- 
sioners of  the  State  of  New  York  have  a  pretty  close  supervision 
over  the  railroads  in  the  stale,  and  they  were  particularly  insistent 
on  this  rule. 

There  was  some  further  discussion  regarding  the  minor  changes 
already  suggested  in  the  rules,  after  which  the  motion  of  Mr.  Beggs, 
as  amended  by  Mr.  White,  was  adopted. 


Street  Railways  of  Leipxig. 


An  interesting  description  of  the  street  railways  of  Leipzig  has 
liecn  furnished  to  the  State  Department  by  Consul  D.  H.  Warner, 
jr.,  from  which  the  following  details  are  taken.  The  first  street  car 
lincj  in  this  city  were  open  to  traffic  in  1872  and  continued  in  opera- 
lion  with  horse  propulsion  until  i8g5.  In  the  latter  year  the  Leip- 
zig city  council  granted  franchises  to  two  companies  to  build  elcclric 
Mrcct  railways,  Wh  of  which  franchises  were  practically  identical. 
The  concessions  extend  for  40  ycar.s  at  the  end  of  which  lime  the 
lines  and  rolling  stock  revert  10  the  city  with  the  exception  of  (he 
grounds,  buildings  and  machinery  and  those  motor  cars  which  shall 


have  been  built  witliin  the  last  preceding  five  years.  The  city, 
however,  has  the  right  to  buy  such  grounds,  buildings  and  machin- 
ery at  the  price  at  which  they  arc  assessed  and  in  addition,  to  take 
over  the  lines  after  the  expiration  of  20  years  by  payment  of  certain 
prearranged  values.  After  the  first  three  full  years  the  lines  are 
in  operation  they  must  pay  the  city  for  the  use  of  the  streets  2  per 
cent  of  the  gross  receipts  which  amount  will  be  increased  one  per 
cent  every  five  years  until  it  reaches  5  per  cent.  The  companies 
pay  for  paving  and  repairing  the  streets  where  new  tracks  are  laid 
in  one  case  and  where  the  running  of  the  cars  is  responsible  for 
the  wear  and  tear  in  the  other. 

The  Grosse  Leipziger  Strassenbahn  Gcsellschaft,  locally  known  as 
the  "Blue  Line,"  has  a  capital  stock  of  $_>,38o,ooo  and  a  bonded  in- 
debtedness of  the  same  amount  bearing  4  per  cent  interest.  The 
company  has  paid  regular  dividends  since  it  began  operation  which 
have  varied  from  8  to  S'A  per  cent.  The  Leipziger  Elektrischc 
Strassenbahn  Gesellschaft,  known  as  the  "Red  Line,"  is  capitalized 
at  $1,487,500  and  has  issued  4  per  cent  bonds  to  the  amount  of 
$925,000.  It  has  declared  dividends  annually  since  its  organization 
varying  from  4  to  6  per  cent. 

The  overhead  trolley  system  is  used,  the  span  wires  being  fast- 
ened chiefly  to  the  fronts  of  the  houses,  a  few  iron  posts  being  used 
where  there  are  no  houses.  The  total  mileage  of  both  companies 
including  sidings,  etc.,  is  131. 17  miles,  of  which  77.2  miles  belong  to 
the  "Blue  Line"  and  53.97  miles  to  the  "Red  Line."  The  former 
has  2/5  motor  cars,  112  closed  and  30  open  trailers,  or  a  total  of  417 
cars.  The  latter  company  has  130  motor  cars,  20  closed  and  30 
open  trailers,  or  180  cars  in  all.  The  cars  of  the  blue  line  are 
equipped  with  Westinghouse  air  brakes  in  addition  to  the  hand 
brakes  and  all  the  cars  are  liglitcd  by  electricity.  It  is  noticeable 
that  none  of  the  cars  are  heated  even  in  the  coldest  days  in  winter. 
In  winter  the  car  floors  are  covered  witli  straw  and  strips  of  cheap 
cotton  plush  cloth  are  hung  before  the  windows  to  keep  some  of  the 
cold  air  off  the  passengers'  backs. 

Automatic  signal  boxes  were  introduced  by  the  smaller  company 
last  year;  these  are  placed  at  intersections  of  the  lines  to  warn 
motormen  of  the  approach  of  cars.  They  have  been  found  very 
satisfactory  as  flagmen  arc  no  longer  needed  at  the  crossings  nor 
have  the  conductors  to  run  forward  to  see  if  the  way  is  clear. 

Cars  are  run  from  five  o'clock  in  the  morning  until  midnight 
upon  headways  varying  from  4  to  15  minutes.  The  cars  are  limited 
to  a  speed  of  9  miles  an  hour  in  the  business  section  or  7.2  miles 
with  trailers.  In  the  suburbs  the  speed  is  15  miles,  or  12  miles  with 
trailers.  Cars  are  not  stopped  at  every  street  crossing  but  at 
specified  points  about  250  yards  apart  which  are  marked  by  iron 
sign  posts.  When  a  trailer  is  attached  to  a  car  another  conductor 
is  required  to  take  charge  of  it;  trailers  and  motor  cars  are  not 
connected  by  a  passageway,  and  passengers  arc  forbidden  to  go 
from  one  to  the  oilier  without  paying  an  additional  fare.  There  are 
20  seats  in  each  car  and  standing  room  for  about  15  on  the  plat- 
forms. The  aisles  must  be  kept  clear  and  when  these  places  are 
filled  no  more  stops  are  made  to  take  on  passengers.  The  fare  for 
a  single  trip  is  equal  to  2.38  cents  which  entitles  the  passenger  to 
line  free  transfer.  Passengers  carrying  large  baskets,  bundles,  etc., 
must  pay  full  fare  for  such.  A  habit  which  has  almost  become  a 
local  custom  is  that  of  feeing  conductors.  This  is  practiced  by 
almost  every  one.  Commutation  tickets  are  also  issued  by  companies 
and  postmen,  telegraph  and  messenger  boys  are  carried  by  contract 
for  which  the  government  pays  a  yearly  sum.  All  city  employes 
when  in  uniform  are  entitled  to  ride  free  upon  the  front  platform 
but  not  more  than  two  at  a  lime  and  a  large  number  of  the  cily 
officials,  about  560  at  the  present  time,  are  given  annual  passes. 
Special  school  tickets  are  also  issued  to  school  children  under  15 
years  of  age. 

The  pay  of  a  conductor  is  $20  per  month  for  the  first  year's 
service  and  the  same  amount  is  paid  motormen  for  the  first  six 
weeks.  After  their  apprenticeship  they  are  paid  from  $21.42  to 
$28,52  per  month,  according  to  the  length  of  their  service.  The 
working  d.iy  is  from  10  to  12  hours.  A  system  of  sick,  accident 
and  life  insurance  is  mainlained  at  the  companies'  expense  for  the 
benefit  of  lhlJ^e  oinploycs  whose  wages  do  not  exceed  $47^)  per 
:imium. 

.*♦♦■ 

On  (Jclober  1st  an  eleclric  car  mail  -.ysU-iu  will  Ik-  iiKciiKiiraled 
in  Chattanooga,  Tenn.,  as  an  experiment. 


756 


STREET    RAILWAY    REVIEW. 


I  Vol.  XIII.  No.  9. 


Recent  Advancements  in  Electric  Railways.* 


BY    F.    C.   CALX>WKL.L. 


In  his  opening  remarks  tlie  author  dwelt  briefly  on  the  early  his- 
tory of  electric  railways  and  traced  the  grachial  growth  in  the  size 
of  cars  and  eqnipincnts  down  to  those  of  the  present  time.  The 
question  of  braking  was  next  discussed  and  the  author  considered 
the  air  brake  to  be  the  most  reliable  solution  of  the  problem  yet 
found  for  electric  railways.  It  is  natural,  however,  that  eleclrical 
engineers  should  have  early  set  their  hearts  upon  the  adaptation  of 
the  electric  current  to  the  carrying  out  of  this  important  function. 
It  now  appears  that  the  solution  of  this  question  is  to  come  by 
causing  the  motors  to  act  as  generators  and  then  with  the  current 
so  generated  operating  the  brakes  upon  the  wheels.  The  author 
gave  a  brief  explanation  of  the  magnetic  track  and  wheel  brake 
which  operated  upon  this  system  and  which  seems  to  be  giving 
satisfactory  service. 

In  regard  to  the  question  of  acceleration  the  author  quoted  the 
report  of  Mr.  B.  J.  Arnold  on  his  tests  made  in  connection  with 
the  New  York  Central  R.  R.,  the  results  of  which  showed  that 
trains  drawn  by  electric  locomotives  came  up  to  speed  from  15  to 
60  per  cent  more  rapidly  than  those  drawn  by  steam  locomotives. 
The  author  classifies  electric  railway  service  as  city,  suburban,  inter- 
urban,  rural,  freight,  electrification  of  suburban  steam  roads  and 
long  distance  high  speed  service.  The  alternating  current  distribu- 
tion at  high  potential  in  the  large  cities  was  described  as  well  as 
the  complete  alternating  current  systems  devised  by  Mr.  B.  G. 
Lamme  and  Mr.  B.  J.  .\rnold. 

Tlie  question  of  competition  between  electric  and  steam  railways 
is  a  most  interesting  one.  That  the  electric  railway  can  more  suc- 
cessfully handle  the  business  of  carrying  passengers  over  short 
distances  seems  to  admit  of  little  question  and  it  is  claimed  that  the 
short-haul  business  of  steam  railways  has  already  been  much  af- 
fected, but  it  is  stated  that  this  condition  of  affairs  is  rather  satis- 
factory than  otherwise  to  those  roads  whose  business  is  mostly 
heavy  through  travel.  The  question  arises,  however,  how  far  elec- 
tricity may  eventually  supersede  steam  even  for  this  work.  So  far 
the  speeds  which  have  been  used  upon  electric  railways  have  not 
been  great  enough  to  attract  many  passengers  for  long  distances, 
though  there  should  certainly  be  a  demand  for  sleeping  cars  run- 
ning over  distances  which  can  be  covered  during  the  night. 

If  the  rates  charged  by  electric  railways  continue  as  low  as  they 
have  been  in  the  past,  economy  will  often  lead  passengers  to  take 
these  routes,  and  the  large  and  increasing  class  who  travel  for 
pleasure  will  often  prefer  the  clean  electric  cars. 

While  the  interurban  cars  are  a  great  boon  to  those  who  live  in 
the  country  and  will  be  even  more  so  in  the  future,  the  fact  remains 
that  since  the  present  heavy  construction  and  high  speeds  can  only 
be  made  to  pay  where  the  line  joins  two  or  more  centers  of  popula- 
tion, such  lines  will  only  lie  built  on  roads  which  lie  between  towns 
of  considerable  size,  so  that  while  they  make  a  pretty  close  net  work 
on  the  map,  there  will  be  large  areas  and  many  roads  that  will 
never  be  touched  by  them.  It  is  not  unlikely  that  when  this  net 
work  has  been  well  established  a  new  class  of  roads  of  nuich 
cheaper  and  lighter  construction  and  built  for  only  moderate  speeds, 
will  be  installed,  which  will  branch  out  through  the  couiUry  districts 
and  act  as  feeders  to  the  more  important  lines. 

This  latter  class  of  rural  roads  should  result  in  a  great  increase 
in  the  freight  traffic  of  the  electric  roads.  This  business  has  been 
already  well  established,  most  of  the  interurban  roads  now  carrying 
a  considerable  amount  of  light  freight,  milk,  and  other  produce.  In 
some  of  the  larger  cities  freight  houses  expressly  for  the  handling 
of  such  freight  have  been  established,  and  even  enlarged. 

The  extent  to  which  the  electric  railways  will  offer  serious  com- 
petition to  the  freight  traffic  of  the  steam  roads,  remains  to  be  de- 
termined. On  account  of  the  facility  with  which  the  electric  cars 
overcome  considerable  grades,  not  so  much  pains  have  been  taken 
to  maintain  a  level  track,  as  has  been  done  with  the  steam  roads. 
This  fact  will  militate  against  the  running  of  heavy  freight  trains 
over  such  roads  by  electric  locomotives,  and  it  is  very  doubtful 
whether  the  freight  business  can  be  made  to  pay  for  the  increased 
fixed  charges,  which  would  result  with  motor  equipments  supplied 
to  each  freight  car. 

•Alistract  of  a  lectun*  dfliviTt'd   before  tin-    EturineiTs'  Clul»,  Columl>us,  (>. 
Mr.  Caldwell  is  the  head  uf  the  Electrical  Department,  Ohio  State  University 


One  of  the  most  interesting  and  important  developments  in  the 
superseding  of  steam  by  electricity,  is  found  in  the  electrification 
of  the  suburban  branches  of  the  steam  railways.  The  great  advan- 
tage which  the  electric  railway  has  in  this  class  of  work  is  that 
the  trains  being  made  up  of  but  one  or  two  ears  permit  of  a  very 
fretpient  service,  while  the  rapid  .icceleralion  that  electricity  makes 
possible  greatly  facilitates  frequent  stops ;  the  electric  road  also 
lakes  its  patrons  nearer  to  their  destination  than  is  possible  with 
the  steam  railway.  To  meet  this  competition  which  has  already 
proved  very  serious,  it  seems  probable  that  the  steam  railways  will 
soon  adopt  electricity  to  a  considerable  extent  for  the  operation  of 
their  suburban  trains.  The  new  South  Sl.ation  in  Boston  was  built 
with  provision  for  a  loop  railway  on  a  level  below  the  main  tracks, 
over  which  loop  it  was  proposed  to  eventually  run  the  suburban 
trains  electrically. 

The  last  division  of  our  classification,  that  of  long  distance  and 
high  speed  electric  traction,  is  largely  a  problem  of  the  future.  That 
speeds  as  high  as  arc  now  attained  on  steam  railways  and  even 
much  higher,  can  easily  be  accomplished,  so  far  as  the  electrical 
equipment  is  considered,  admits  of  no  doubt.  So  far  as  speeds 
now  used  are  concerned,  the  question  is  purely  a  financial  one,  if 
however,  the  alternating  current  motors  mentioned  above  should 
prove  to  be  all  that  is  hoped  for  them,  there  seems  to  be  no  good 
reason  why  electric  traction  for  passenger  purposes  should  not  be 
as  economical  for  long  distances  as  the  steam.  When  the  question 
of  still  higher  speeds,  running  even  as  high  as  one  hundred  miles 
an  hour,  is  under  consideration  the  difficulties  which  present  them- 
selves are  those  of  constructing  a  track  and  a  mechanical  equip- 
ment strong  enough  to  withstand  the  heavy  shocks  resulting  from 
such  high  speed,  and  also  to  devising  a  construction  which  should 
make  it  impossible  for  the  car  to  leave  the  track.  It  is  highly 
probable  that  these  engineering  problems  could  be  worked  out,  but 
liere  again  comes  in  the  financial  ([ucstion,  and  it  seems  very  doubt- 
ful whether  enough  high  priced  passenger  traffic  could  l>e  obtained 
to  pay  for  the  additional  cost  of  such  high  speed  transportation. 
Inseparably  connected  with  the  question  of  high  speeds  comes  the 
problem  of  securing  private  right  of  way.  Hitherto  the  use  of 
public  highways  has  been  one  of  the  most  attractive  features  to 
the  electric  railway  promoter.  With  the  advent,  however,  of  such 
speeds  as  are  in  use  on  the  steam  railways,  must  come  the  private 
way,  and  with  it  additional  first  cost,  interest  upon  which  must  be 
made  before  the  road  becomes  a  paying  preposition. 

In  conclusion,  it  would  seem  that  there  are  few  developments 
cif  the  present  time  which  should  be  watched  with  so  much  interest 
by  the  general  public,  as  the  working  out  of  these  problems  which 
li.ive  been  outlined. 


Rights  of  Way  in  San  Francisco. 

The  United  Railroads  of  San  I'rancisco  has  adopted  the  following 
rule,  effective  June  17th,  respecting  rights  of  way  of  cars; 

Cars  must  hereafter  come  to  a  full  stop  on  the  near  side  of  the 
street  covered  by  the  intersecting  car  line,  and  a  careful  survey  of  the 
street  must  be  taken.  The  motornian  must  not  proceed  without  two 
bells  from  the  conductor,  to  be  rung  after  the  situation  is  inspected. 
Then  the  car  will  cross  the  street  at  a  reduced  rate  of  speed,  stop- 
ping on  the  far  side  at  a  signal,  but  not  necessarily  signaled  by  a 
passenger. 

In  regard  to  rights  of  way,  when  two  cars  arrive  together  at  the 
same  intersecting  point  on  a  level  street,  the  one  to  arrive  first  is 
given  the  right  of  way.  At  points  where  a  level  street  crosses  a  hill, 
however,  the  car  on  the  incline  will  be  given  the  precedence,  regard- 
less of  the  time  of  its  arrival,  while  at  points  where  two  car  lines 
both  on  hills  cross  each  other  the  car  on  the  steep  grade  will  be 
given  the  right  of  way.  Where  two  car  lines  meet  at  a  junction, 
one  of  them  coming  around  a  curve,  and  proceed  to  cross  the  same 
intersecting  lines,  the  car  on  the  curve  is  given  the  right  of  way. 


The  Public  Service  Corporation  of  New  Jersey  has  secured  the 
line  of  the  South  Orange  &  Maplewood  Traction  Co.,  running 
through  private  right  of  way  between  West  Orange  and  South 
Orange.  The  ro,ad  was  originally  built  by  the  late  Henry  A.  Page 
and  at  his  death  its  control  passed  into  the  hands  of  his  son,  Edward 
n.  Page,  president  and  manager.  The  road  traverses  a  thickly  pop- 
ulated district  and  has  been  in  operation  since  1894. 


Street  Railway  Legislation  for  1908. 


Indiana. 


LIMIT  OF  CHARGES  OX  EXCESS  BAGGAGE. 


Chapter  CXXVI  of  the  Indiana  Acts  of  1903  provides  that  it  shall 
l>c  unlawful  for  any  railroad  in  the  state  over  five  miles  in  length, 
using  steam  or  electricity  as  a  motive  power,  to  charge,  between  any 
points  in  the  state,  more  than  twelve  per  cent  of  the  amount  of  a 
first  class  fare  between  such  points  per  one  hundred  pounds  for 
excess  of  baggage  over  one  hundred  and  fifty  pounds ;  provided;  that 
the  total  minimum  charge  for  such  excess,  when  the  same  does  not 
exceed  two  hundred  pounds,  shall  not  he  less  than  twenty-five  cents. 
The  penalty  for  a  violation  of  this  act  is  a  fine  of  from  $25  to  $100, 
except  when  it  is  clearly  shown  that  the  overcharge  was  caused  by 
clerical  error. 


AUTHORITY  REQUIRED  FOR  COXSTRUCTION  OF  RO.\l) 
UPON  STATE  PROPERTY. 


Chapter  CXIX  of  the  Indiana  Acts  of  1903  provides  thai  no  rail- 
road, street  railroad  or  electric  railroad  shall  be  located  or  con- 
structed upon,  across  or  through  any  grounds  owned,  held,  used  or 
occupied  by  the  slate  of  Indiana  for  any  penal,  correctional,  reforma- 
tory, charitable,  educational,  or  other  state  institution,  except  upon  a 
written  contract  between  the  company  constructing  the  same  and  a 
commission  composed  of  the  governor,  auditor  of  state  and  attorney 
general,  acting  for  the  state,  which  contract  shall  fully  state  the 
terms  and  conditions  upon  which  such  railway  shall  be  built  and 
operated  within  and  upon  the  grounds  of  the  state. 


AUTHORITY   FOR   CERTAIN  TOWNS 
RAILWAYS. 


TO   AID   ELECTRIC 


Chapter  CLXXIII  of  the  Indiana  Acts  of  1903  provides  that  the 
l>oard  of  trustees  of  any  incorporated  town  in  the  state  having  a 
population  of  2,200  to  2,300,  by  the  last  preceding  United  States 
census,  shall  have  the  power  to  donate  from  the  general  funds  of 
said  town  a  sum  not  exceeding  $10,000  to  any  electric  railway  cuni- 
pany  which  may  contemplate  building  its  line  of  railway  tliTough 
the  town,  upon  such  terms  and  conditions  as  the  board  may  order. 
after  having  submitted  the  question  of  such  donation  to  a  vote  of 
the  qualified  voters  of  the  town,  and  a  majority  of  the  votes  cast 
being  for  the  donation,  which  may  be  in  money,  or  in  interest-bearing 
bonds  of  the  town. 


PUT  ON  AN  EQUALITY  WITH  OTIIKK  K.MI. ROADS. 


Chapter  CXXXIV  of  the  Indiana  Acts  of  1903  provides  that 
wherever  the  word  "railroad"  occurs  in  either  section  of  the  act 
entitled  "An  act  to  authorize  aid  to  the  construction  of  railroads 
by  counties  and  townships  taking  stock  in,  and  making  donations  to. 
railroad  companies,"  approved  May  12,  1869,  and  in  various  other 
enumerated  acts,  it  shall  be  extended  10  and  hehl  to  include  every 
kind  of  street  railroad,  suburban  street  railroad,  or  interurban  street 
railroad,  whether  its  lines  of  railroad  are  to  be  maintained  either  at 
the  surface,  or  above  or  below  the  surface  of  the  earth,  and  by 
whatever  power  its  vehicles  are  to  be  and  are  transported. 


MU.ST  PROVIDE  DRINKING  WATER  AND  CLOSETS. 


Chapter  CXLI  of  the  Indiana  Acts  of  1903  provides  that  all  elec- 
tric railway  companies,  traction  companies,  inlcrnrban  companies 
and  all  companies  operating  and  propelling  cars  on  railway  tracks 
h)  meant  of  electricity  for  a  distance  and  continuous  run  of  over 
eighteen  mites  shall  provide  and  maintain  a  suitable  water  closet, 
and  a  tank  containing  water  in  each  regular  motor  passenger  car 
for  the  convenience  of  the  traveling  pulilic;  provided,  that  this  act 
shall  not  apply  to  any  interurban  linn  until  it  has  been  in  operation 
for  a  (Kriod  of  six  months;  and  provided,  further,  that  where  such 
mierurlian  company  or  companies  run  and  operate  passenger  cars,  in 


whole  or  in  part,  on  and  along  public  highways  or  streets  of  towns 
and  cities,  the  use  of  such  closets  shall  be  subject  to  such  rules  and 
regjlations  as  the  board  of  health,  board  of  trustees  and  common 
councils  of  such  towns  and  cities  may  prescribe.  Any  such  company 
failing  to  comply  with  the  provisions  of  the  above  section  shall  be 
guilty  of  a  misdemeanor  and  be  fined  in  any  sum  not  more  than 
ilirec  hundred  dollars  and  not  less  than  twenty-five  dollars  for  each 
offense. 

EXTENSION  OF  POWERS. 

Chapter  XXXVI  of  i1k-  Indiana  Acts  of  1003  amends  chapter 
CCVn  of  .Acts  of  igoi,  entitled.  ".An  act  concerning  street  railroad 
companies,  granting  additional  rights  and  powers,"  etc.  The  amend- 
ed act  includes  within  its  terms  "any  street  railroad  company  *  *  * 
desiring  to  construct  or  acquire,  or  having  heretofore  constructed 
or  acquired  any  street  railroad,  interurban  street  railroad  or  suburb- 
an street  railroad,  introducing  the  words  here  italicized.  It  also 
provides,  among  other  tilings,  that,  if  at  any  time  after  the  location 
or  construction,  in  whole  or  in  part,  of  such  street  railroad,  inter- 
urban street  railroad  or  suburban  street  railroad,  it  shall  appear  to 
a  majority  of  the  directors  of  such  company  that  the  line  of  such 
railroad  is  unnecessarily  dangerous,  inconvenient  or  expensive  to 
operate  by  reason  of  grades,  curves  or  other  physical  conditions 
affecting  the  construction,  maintenance  or  operation  of  such  road,  or 
that  for  any  other  reason  the  location  of  such  railroad  should  be 
changed,  it  may  make  alterations  in  its  line  and  route,  and  for  that 
purpose  may  enter  upon,  take  and  hold  the  real  estate  necessary 
iherefor  in  the  nianner  and  by  ibe  spci-ial  proceedings  prescribed 
in  ibis  act. 


.M-TIIORITY   TO   ISSUE  STOCK   TO    BE   PREFERRED    IN 
I)|\-1S10N  OF  ASSETS  AS  WELL  AS  IN  DIVIDENDS. 


Chapter  CXCIX  i>f  the  Indiana  Acts  of  1003  pro\ides  that  any 
street  railway  or  interurban  strcil  railway  company  hereafter  organ- 
ized under  the  laws  of  the  stale  of  Indiana,  is  aiUborizcd  and  em- 
powered to  fix  in  its  arlicles  of  association,  and  issue  an  amount  of 
preferred  stock,  not  exceeding  one-half  of  the  company's  total  capital 
slock,  and  provide  in  said  articles  of  association  that  ihc  preferred 
stock  shall  be  preferred  in  the  division  of  assets,  over  the  common 
stock,  in  addition  lo  being  preferred  in  dividends,  as  now  provided 
by  law. 

.Any  street  railway  or  interurban  street  railway  company  hereto- 
fore organized  under  the  laws  of  the  slate  of  Indiana  is  authorized 
and  empowered  lo  issue  preferred  stock,  not  exceeding  one-half  of 
ihc  company's  total  capital  slock,  which  shall  be  preferred  over  the 
common  stock  in  the  division  of  assets,  in  addition  to  being  pre- 
ferred in  the  dividends,  as  now  provided  by  law.  if  all  of  the  stock- 
holders of  the  company  shall  vote  in  favor  of  authorizing  the  issue 
of  such  preferred  slock  al  a  slockholders'  meeting  called  for  that 
purpose,  of  which  ihe  slockbr)lders  shall  have  at  least  ten  days' 
nolire. 

RKOIURING  DISINFECTION  OF  CARS  AND  OBSICRVANCE 
OF  QUARANTINE  ORDER.S. 


Chapter  LXXXIIl  of  ilu-  Indiana  .Acts  of  1903  provides,  among 
other  things,  that  all  trolley,  sleam  or  electric  cars  or  other  public 
conveyances  which  are  known  to  contain  the  infection  of  any  disease, 
or  any  such  cars  or  public  conveyances  which  may  reasonably  be 
supposed  to  contain  such  infeclion,  shall,  upon  order  of  Ihc  state 
health  officer  or  any  health  officer  in  whose  jurisdiclion  llie  infected 
car  or  other  public  conveyance  may  be  found,  be  disinfcded  accord- 
ing to  the  rules  of  ihe  state  board  of  health,  and  the  cost  of  disin- 
fection shall  be  paid  by  the  company,  person  or  persons  owning  said 
cars  or  oilier  public  conveyances ;  provided,  ihat  any  and  all  inspec- 
tions and  fumigations  of  such  cars  be  al  such  times  and  places  as 
not  lo  interfere  with  Ihe  general  trafiic  of  the  road.  If  at  any  lime 
any   city,   town   or   region   is   under  quarantine,   all    trolley,   electric 


758 


STREET  RAILWAY  REVIEW. 


IV..I..  XIII,  No.  9. 


and  steam  railroad  companies  passing  through  any  such  quarantined 
city,  town  or  region,  shall  obey  the  quarantine  orders  of  the  stale 
board  of  health,  which  are  issued  for  the  purpose  of  preventing  the 
spread  of  infection.  Each  violation  of  such  order  shall  be  a  sepa- 
rate offense,  for  which  a  tine  of  one  hundred  dollars  shall  be 
assessed. 


HENCING  AND  FARM  CROSSINGS  REQUIRED. 


Chapter  CCXXVII  of  the  Indiana  Acts  of  190J  provides  that  any 
corporation,  lessee  or  assignee  or  receiver  or  other  person  or  cor- 
poration, owning,  controlling  or  operating,  or  that  may  hereafter 
construct,  build,  run,  control  or  operate  any  inlcrurban  railroad, 
traction  line,  or  suburban  railway  within  the  state  of  Indiana,  using 
electricity  for  a  motive  power,  either  by  overhead  trolley  system, 
storage  battery  or  third  rail  system,  or  otherwise,  shall  within  one 
year  from  the  taking  effect  of  this  act,  as  to  those  already  con- 
structed, and  as  to  those  hereafter  constructed  within  one  year  from 
the  dale  of  the  completion  of  any  part  of  such  line  and  putting  the 
same  in  operation,  erect,  build,  construct  and  thereafter  maintain 
fences  on  both  sides  throughout  the  entire  length  of  such  road  com- 
pleted within  the  state  of  Indiana,  sufficient  and  suitable  to  turn  and 
prevent  cattle,  horses,  mules,  sheep,  hogs  or  other  stock  from  get- 
ing  on  such  road,  except  at  crossings  of  public  roads  and  highways 
and  within  such  portions  of  cities  and  incorporated  towns  and  vil- 
lages as  are  or  may  hereafter  be  laid  out  and  platted  into  lots  and 
blocks,  and  shall  also  in  like  manner  and  within  the  time  herein- 
before prescribed  construct,  where  the  same  has  not  already  been 
done,  and  thereafter  maintain  at  all  public  roads  and  highway  cross- 
ings now  existing  or  hereafter  established  barriers  and  cattle  guards 
suitable  and  suflicient  to  prevent  cattle,  horses,  sheep,  hogs  and 
other  stock  from  escaping  to  or  getting  on  such  road.  But  it  shall 
not  be  required  to  fence  such  railroad  track  through  unimproved 
and  unenclosed  lands,  and  when  any  such  railway  is  built  in  any 
public  highway  the  provisions  of  this  act  shall  not  apply  thereto. 
Kor  shall  anything  in  this  act  affect  or  change  any  existing  contract 
with  reference  to  the  building  or  maintenance  of  any  fence  along 
any  such  railway.  And  nothing  in  this  act  shall  in  any  manner 
affect  or  change  the  liability  of  railroad  corporations,  or  of  the 
assignees,  lessees  or  receivers  of  such  corporations  for  stock  killed 
or  injured  upon  their  railroad. 

Owners  of  tracts  of  land  separated  by  the  right  of  way  of  any 
juch  railroad  company,  or  owner  of  a  tract  or  tracts  of  land  sepa- 
rated by  the  right  of  way  of  such  railway  company  from  a  public 
highway  or  road  lying  and  situated  immediately  contiguous  to  and 
adjoining  said  right  of  way,  may  require  such  railway  company 
or  person  controlling  and  operating  the  same  to  construct  and  main- 
tain wagon  and  driveways  over  and  across  such  right  of  way  leading 
from  one  of  such  tracts  to  another  on  the  opposite  side  of  such 
right  of  way,  or  leading  from  such  tract  or  tracts  of  land  on  one 
side  to  the  highway  on  the  other  side  of  the  right  of  way,  at  a 
point  most  convenient  to  such  owner.  When  such  railroad  is  fenced 
on  one  or  both  sides  at  the  point  where  such  way  is  constructed, 
such  abutting  land  owner  shall  erect  and  maintain  substantial  gates 
in  the  line  of  such  fence  or  fences  across  such  way,  and  keep  the 
same  securely  fastened  and  closed  when  not  in  use  by  himself  or 
his  employes. 


AUTHORITY  TO  SELL,  LEASE  OR  TRANSFER  PROPERTY 
AND  MODE  OF  DOING  SAME. 


Chapter  CLXXXVI  of  the  Indiana  Acts  of  1903  provides  that  any 
street  railroad  company  now  or  hereafter  incorporated  under  the 
laws  of  the  state  of  Indiana,  owning  or  operating  or  possessing  a 
franchise  to  own  and  operate  a  street  railroad  therein,  may  sell. 
lease  or  otherwise  transfer  its  property,  franchises  and  assets  of 
every  description  and  wheresoever  situated,  or  any  portion  of  the 
same,  to  any  other  company  authorized  to  acquire  the  same  by  pur- 
chase, l»ase  or  otherwise  for  money,  stock  or  bonds  or  other  obliga- 
tions; provided,  however,  that  such  sale,  lease  or  transfer  shall  be 
authorized  by  the  vote  of  a  majority  in  value  of  all  the  shares  of 
said  company  given  at  a  meeting  of  the  shareholders  called  for  the 
purpose.  At  such  meeting  a  resolution  specifying  the  terms  and 
conditions  of  such  sale  or  transfer  shall  be  submitted  to  the  share- 
holders for  their  approval  or  disapproval,  and  upon  the  vote  of  a 
majority  in  value  of  said   shareholders,   the  board  of  directors  of 


the  said  company  shall  cause  tiie  contract  authorized  by  such  reso- 
lution to  be  duly  executed  and  delivered  to  such  purchaser,  lessee 
or  transferee  by  the  proper  officers  of  the  company.  Such  meeting 
of  said  company  shall  \x  called  in  pursuance  of  a  resolution  of  its 
board  of  directors  instructing  the  proper  officers  of  the  company  to 
call  the  same,  and,  after  twenty  days'  notice,  which  shall  be  given 
by  written  or  printed  notice  mailed  to  every  shareholder  at  his  last 
known  postofficc  address. 

If  a  sale  be  made,  approved  by  the  vole  of  a  majority  in  value 
of  all  the  shares  of  the  company  as  aforesaid,  any  shareholder  or 
shareholders  of  such  company  not  voting  in  favor  of  such  sale  and 
who  ULiy  be  dissatisfied  with  the  terms  thereof,  may  apply  by  peti- 
tion to  the  circuit  court  of  any  county  in  which  such  railroad  is 
located  or  operated  within  thirty  days  after  such  shareholders'  meet- 
ing, praying  said  court  to  appoint  three  disinterested  persons  to 
estimate  and  appraise  the  value  of  the  property  so  sold,  over  and 
above  any  liens  or  incumbrances  thereon  and  claims  or  indebtedness 
for  the  payment  of  which  the  same  may  be  liable,  and  having  .so 
appraised  the  said  properly  and  franchises  to  estimate  and  ascertain 
llie  value  thereof,  and  the  value  of  said  shares  having  been  so  ap- 
praised by  the  said  commissioners,  by  a  concurrence  of  a  majority 
thereof,  shall  be  reported  to  said  court,  and  when  confirmed  by  the 
said  court  shall  be  final  and  conclusive  on  all  parties.  The  value 
of  the  shares  thus  ascertained  shall  be  paid  to  the  said  petitioning 
shareholder  or  shareholders  by  the  street  railroad  company  pur- 
chasing the  property  and  franchises  and  other  assets  sold  as  afore- 
said upon  surrender  to  the  purchasing  company  of  the  shares  so 
appraised.  In  case  said  petitioning  shareholders  shall  not  present 
their  shares  to  the  purchasing  company  for  surrender  within  sixty 
days  from  the  date  of  said  award,  or  in  case  of  minority  or  other 
legal  disability,  said  purchasing  company  shall  make  payment  of 
(he  amount  of  said  award  to  the  clerk  of  the  court,  and  upon  such 
payment  to  the  clerk  of  the  court  the  property  and  franchises  pur- 
chased shall  be  released  from  the  lien  of  said  award.  The  cost  of 
said  proceeding  shall  be  paid  by  the  purchasing  company. 

All  rights  of  creditors  and  liabilities  for  damages  and  all  liens  or 
incumbrances  upon  the  property  or  franchise  sold  or  transferred 
pursuant  hereto  shall  continue  unimpaired,  and  may  be  enforced  as 
against  such  property  and  franchises  as  if  said  sale  or  transfer  had 
not  been  made. 


AUTHORITY     TO    CROSS    RAILROADS    AND    REQUIRE- 
MENTS THEREFOR. 


Chapter  LIX  of  the  Indiana  Acts  of  1903  provides  that  any  street 
railroad  organized  under  the  laws  of  the  state  desiring  to  construct, 
maintain  and  operate  its  street  railroad,  interurban  street  railroad  or 
suburban  street  railroad  across  the  tracks  and  right  of  way  of  any 
railroad  company  shall  have  the  right  so  to  do  at  grade,  and  if  the 
two  companies  shall  fail  to  agree  as  to  the  amount  of  compensation 
therefor  or  the  point  or  points  of  crossing,  the  street  railroad  com- 
pany desiring  to  cross  may  acquire  the  right  to  construct,  maintain 
and  operate  its  street  railroad,  interurban  or  suburban  street  rail- 
road, or  any  of  its  main,  side  or  spur  tracks,  across  the  tracks,  right 
of  way  and  railroad  of  the  company  to  be  crossed,  at  the  grade  of 
the  principal  main  track  at  the  point  of  crossing  of  the  company  to 
be  crossed,  in  the  manner  prescribed  in  respect  to  the  taking  of 
lands.  At  every  crossing  of  the  main  track  of  a  railroad  company 
constructed  under  the  special  proceedings  herein  provided  for,  the 
company  desiring  to  cross  shall,  within  six  months  after  it  com- 
mences to  use  such  crossing,  at  its  own  expense,  construct,  and. 
likewise  at  its  own  expense,  maintain  and  operate  a  system  of  full 
interlocking  works,  with  a  derailing  apparatus  in  the  tracks  of  each 
company,  of  such  design  and  character  as  will  be  best  calculated 
to  prevent  collisions  at  such  crossing,  and  will  meet  with  the  ap- 
jiroval  of  the  auditor  of  state. 

If  any  street  railroad  company  desires  to  construct,  maintain  and 
operate  its  street  railroad,  interurban  or  suburban  street  railroad 
across  the  tracks,  right  of  way  and  railroad  of  any  railroad  company, 
not  at  grade,  but  by  means  of  an  over  or  under  crossing,  it  shall 
have  the  right  to  do  so  at  the  point  or  points  chosen  by  the  com- 
pany desiring  to  cross,  and  if  the  two  companies  shall  fail  to  agree 
as  to  the  amount  of  compensation  therefor,  the  street  railroad  com- 
pany desiring  to  cross  may  acquire  the  right  to  do  so  by  pursuing 
the  method  provided  in  respect  to  taking  of  lands.  Any  and  all 
plans  and  specifications  calling  for  an  overhead  crossing  shall   pro- 


Seit.  X.  1903.] 


STREET    RAILWAY    REVIEW 


759 


vide  a  clearance  of  not  less  ll.an  iwcutj-onc  feet  six  inches  above 
the  top  of  the  rails  of  the  main  track  of  the  company  to  be  crossed, 
and  any  and  all  plans  an<l  specifications  calling  for  an  under  crossmg 
shall  provide  for  carrying  the  tracks  of  the  company  to  be  crossed 
on  arches  of  stone,  concrete  or  vitrified  brick,  or  on  steel  bridges 
resting  on  permanent  masonry. 

\ny  crossing  of  the  tracks  of  a  street  railroad.  nUerurban  or 
suburban  street  railroad  and  a  railroad  «l,ich  has  been  heretofore 
or  shall  be  hereafter  constructed  at  grade,  outside  the  corporate 
limits  of  any  town  or  city,  may,  by  agreement  of  the  two  companies 
concerned,  be  changed  so  that  the  tracks  of  o4ie  of  such  companies 
shall  cross  the  tracks  of  the  other  below  or  above  the  grade  of  the 
tracks  of  such  other.     If  such  companies  shall  fail  or  be  unable  to 


a-ree  as  m  svuli  cliaiige,  cither  the  railroad  company  or  the  street 
railroad  coiiii>anv  iiiav  institute  and  prosecute  a  proceeding  against 
the  other  therefor,  i'.ul  the  court  shall  not  order  the  construction 
of  a  heavier  grade  tliaii  a  two  per  cent  grade  on  such  street  railroad, 
interurban  or  suburban  street  railroad  without  the  consent  of  the 
street  railroad  company;  neither  shall  a  grade  of  any  steam  railroad 
track  be  required  that  shall  exceed  the  maximum  or  ruling  grade 
.governing  the  operation  of  engines  on  that  division  or  part  of  the 
railroad  011  which  the  change  is  to  he  made,  without  the  consent  of 
Uie  railroad  company,  nor  shall  the  track  or  tracks  of  any  of  the 
companies  coiioeriied  he  required  to  be  placed  below  high  water  mark 
at  the  point  where  such  change  is  made. 


A  Comparison  of  the  *^  Standard  Classification  of  Accounts 

and  Form  of  Report" 

Proposed  hy  th.  Municipal  Tramways  Association  of  Great  Britain  and  the  American  Standard. 

BY  C.  N.  in-FFY.  COMfTROLLER,  INTERURBAN  STREET  RAILWAY  CO.,  NEW  YORK,  N.  Y. 


[The  following  is  based  upon  the  remarks  by  Mr.  Duflfy  before 
the  Street  Railway  .Accountants'  .Association  at  its  session  of  Sept. 
4,  1903,  but  is  not  to  be  considered  as  a  verbatim  report.— Ed.] 
'  Un  his  introduction  Mr.  Uuffy  explained  that  in  November,  1902, 
he  had  made  an  analysis  of  the  report  of  the  Glasgow  Corporation 
Tramways  for  the  fiscal  year  ending  May  31,  1902,  and  with  a  de- 
sire  to   learn    more   concerning    a    number    of    questions    involved, 
entered  into  correspondence   with   Mr.  James   Ualrymple,   the  chief 
accountant  for  the  Glasgow  Tramways.     As  a  result  of  this  corre- 
spondence Mr.  DufTy  was  asked  to  criticise  the  standard  classifica- 
tion of  accounts   and   form   of   report,   which   Mr.    Dalrymple   con- 
templated  presenting   before   the    Municipal    Trannvays   Association 
of  Great  Britain.     In  the  course  of  his  correspondence  Mr.  DufTy 
presented   arguments    for   adopting   the    classification    of    accounts 
adopted  by  the  Street  Railway  Accountants'  Association  of  America, 
and   thus  make  that  classification   applicable  to   any   street   railway 
property  on  the  face  of  the  globe.     Mr.  Dalrymple  was  iu  sympathy 
with  this  idea,  but  pointed  out  that  by  reason  of  differences  m  con- 
ditions between  European  and  .American  practice,  and  more  especi- 
ally with  those  tramways  owned  municipally,  as  is  the  Glasgow  Cor- 
poration Tramways,  the  particular  difficulty  was  that  there  arc  officers 
of  the  municipality  who  have  it  in  their  province  to  determine  how 
the  accounts  shall  be  kept.     Mr.  Uuffy  was  appointed  to  reprc«nt 
the   Street  Railway  Accountants'   Association  at   the  Glasgow   con- 
ference, in  response  to  an  invitation  of  Mr.  John  'Voung,  president, 
and  Mr.  J.   M.  McElroy.  secretary,  of  the  Association  of    Tramway 
Managers.     Mr.   Duffy  had  gone  so  far  as  to  engage  his   steamer 
passage,    when    the    franchise    negotiations    in    Chicago    required    a 
change   of   plans   and   prevented   his   going.) 

Mr.  Dalrymple  in  presenting  the  suggestod  standard  form  of 
accounts  stated  that  he  confined  himself  to  the  form  of  the  Annual 
Financial  Statement,  including  Revenue  and  Expenditure  Account, 
Capital  Account  and  Balance  Sheet,  with  an  appendix  giving  the 
classification  of  construction,  equipment  and  operating  expense  ac- 
counts, while  purchasing,  receiving  and  dispatching  of  stores  and  the 
recording  of  time  and  material  were  left  for  a  future  report.  Mr. 
Dalrymple  a\s»  slated  that  he  had  endeavored  to  adhere  as  closely  as 
possible  to  the  standard  forms  adopted  by  street  railways  and  steam 
railroads  in  America  and  ha.l  cr.nsulted  the  classifications  of  work- 
ing expenses  prrscnte<l  before  the  International  Tramways  Union  at 
il<   meeting  in  Ixjndon,   July,   T902. 

Instead  of  the  American  "Income  Account"  Mr.  Dalrymple  pro- 
•  jM.ses  a  "Revenue  Account."  In  the  form  submitted  the  receipt  or 
liability  side  is  on  the  right  hand  and  the  expense  or  asset  side  is 
on  the  left.  I  have  neen  Iwlancc  sheets  just  the  reverse  and  the 
practice  in  England  is  alx.ut  equally  divided,  as  I  understand.  At  the 
head  of  this  account  are  given  the  total  numlwr  of  kilowatt-hours 
for  the  period  covered  by  the  account  on  one  side  and  on  the  other 
fide  the  total  car  miles.  This  account  Is  used  for  a  year.  The 
Cr.  Mde  at  the  right  of  the  page  is  ruled  with  columns  for  the 
amount  in  p.,unds,  ithlllings  and  pence,  and  for  the  average  per  car- 


mile  in  pence.  At  the  left  of  the  page  are  corresponding  columiis 
for  entering  the  amount  and  the  average  per  car-mile  for  the  cor- 
responding items  in  the  preceding  year,  to  render  them  readily 
available  for  the  purpose  of  comparison.  On  the  Dr.  side  on  the 
right  hand  of  the  page  are  the  columns  for  iwunds,  shillings  and 
pence  and  for  the  average  per  car-mile  (and  under  power  expense 
an  additional  column  for  the  average  per  kilowatt-hour).  On  the 
left  hand  side  of  the  page  are  corresponding  columns  for  entry  of 
figures  for  the  preceding  year. 

As  opposed  to  the  American  standard  "Gross  Earnings  as  per 
Schedule  A"  (.see  Standard  Form  of  Report  for  Electric  Railways 
Adopted  hy  the  Street  Railway  Accountants'  Association  in  1902; 
"Daily  Street  Railway  Review".  Oct.  10,  1902,  page  688;  "Street 
Railway  Review",  Vol.  xii,  page  688).  Mr.  Dalrymple's  report 
has  only  two  items  "'Traffic  Revenue"  and  "Sundry  Revenue"  with 
the  sul>-head  'Advertising"  under  the  item  "Sundry  Revenue."  The 
explanation  is  that  practically  all  the  revenue  the  tramways  have  is 
from  traffic  and  advertisements  on  the  tickets.  No  advertisements 
are  carried  in  the  cars. 

On  the  Dr.  side  in  place  of  the  three  general  heads  "Maintenance' , 
"Transportation"  and  "General"  with  the  sub-headings  under  each 
which  we  use,  Mr.  Dalrymple  has  six  headings.  "Power  Expenses" 
is  the  first  of  the.se;  this  is  a  part  of  "■Transportation"  with  us. 
Next  he  has  "Traffic  Expenses".  The  sub-divisions  which  he  makes 
here  under  "Power  Expenses"  and  "Traffic  Expenses"  are  practically 
the  same  as  our  "Transportation"  with  a  little  difference  in  the 
titles.  He  follows  with  "General  Expenses."  Then  as  opposed  to 
our  "Maintenance"  he  uses  the  word  "Repairs." 

I  wish  at  this  point  to  express  my  appreciation  of  the  debt  which 
1  think  our  association  owes  to  Mr.  W.  G.  Ross,  of  Montreal,  for  his 
suggestion  of  the  concise,  logical  and  appropriate  names  for  our 
three  general  divisions  "Maintenance",  "Transportation"  and  "Gen- 
eral" and  I  regret  that  our  British  lirethreii  could  not  have  adopted 
these-  same  heads,  because  it  would  have  made  it  very  much  easier 
for  all  of  us  to  compare  European  and  American  accounts.  'I  he 
choice  of  these  general  headings  is  one  that  gave  our  committee 
a  great  deal  of  concern  and  has  been,  I  feel,  very  well  taken  care  of. 
Now,  passing  to  the  arrangement,  Mr.  Dalrymple  has  under 
"Power  Expenses"— which  wouUl  correspond  to  our  "Operation  of 
Power  Plant,"— the  same  number  of  accounts,  wilh  this  difference, 
account  No.  i;,  "Hired  Power",  is  omitted.  His  account  No. 
I  "Salary  and  Wages",  is  the  same  as  our  No.  10;  "Fuel"  the  san,e 
as  our  No.  ir;  "Water"  same  as  our  No.  12;  "Oil  and  Waste"  the 
same  as  our  No.   1.I,  "Miscellaneous  Supplies"  Ihc  same  as  our  N  1. 

'•I' 

In  his  next  sub-division,  "Traffic  Exiieiises",  he  has  ten  accoimls. 
"Superintendence"  corresponds  to  our  No.  16;  "Wages  of  Moto, 
men  and  Conductors"  corresponds  to  our  No.  17  and  No.  18  earned 
seiiarately;  "Wages  of  other  Traffic  F.mployes"  corresponds  to  otir 
No  19  "Miscellaneous  Car  Service  Employes";  "Cleaning  and  Oil- 
ing Cars"  "Lighling  Cars",  "Cleaning,  Salting  and  Sanding  Track". 
"Fuel     Power,    Light    and    Water    for    Depots",    "Ticket    Check", 


76(1 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No,  9 


"Uniforms",  and  "Miscellaneous"  would  correspond  to  our  Nos.  JO, 
11,  22  and  2,V  He  has  omitted  our  No.  24,  "Removal  of  Snow  and 
Icr". 

In  "(jtneral  Expenses"  he  has  "Salaries  General  Officers  and 
Stall",  which  correspond  to  our  No.  25.  "Auditor's  Fee",  appears  to 
be  considered  so  im|>ortant  that  it  has  a  separate  account,  allhougli 
I  take  it  that  the  transactions  in  connection  with  this  account  must 
be  very  limited.  "Store  Expenses,"  which  we  call  "Stores",  corre- 
sponds to  our  No.  29.  "Rent  of  Office"  will  correspond  to  our  No. 
36.  "Rent  of  I-and  and  Buildings".  That  is  followed  by  "Local 
I'iixcs"  nnd  "Property  and  Income  Tax". 

1>R.  SIDE  OF  ACCOUNT. 

POWER  EXPENSES— 

1.  Salaries  and  Wages. 

2.  Fuel. 

3.  Water. 

4.  Oil  and  Waste. 

5.  Miscellaneous  Supplies. 
TR.VFEIC  EXPENSES— 

6.  Superintendence. 

7.  Wages  of  Motorineii  and  Conductors. 

8.  Wages  of  other  Traffic  Employees. 

9.  Cleaning  and   Oiling   Cars. 

10.  Lighting  Cars. 

11.  Cleaning,   Salting,  and  Sanding    Irack. 

12.  Fuel,    Power,   Light,  and   Water   for   Depots. 

13.  Ticket  Check. 

14.  Uniforms. 

15.  Miscellaneous. 
CENER.'VL  EXPENSES— 

16.  Salaries  of  General   Officers  and   Staff. 

17.  .Vuditor's  Fee. 
iS.  Store  Expenses. 

19.  Rent  of  Offices,  etc 

20.  Local  Taxes. 

21.  Property  and  Income    Tax. 

22.  Printing  and   Stationery. 

23.  Fuel,  Light,   and  Water  for  Offices. 

24.  Legal  Expenses. 

25.  .'Vccident    Insurance    (third   party). 

26.  Employers'  Liability   Insurance. 

27.  Fire  and   Boiler   Insurance. 

28.  Miscellaneous. 
REPAIRS— 

29.  Track  and  Roadway. 

30.  Electrical   Equipment  of  Line. 

31.  Buildings  and   Fixtures. 

32.  Steam  Plant. 
i3.  Electrical   Plant. 

34.  Workshop  Tools  and  Sundry  Plant. 

35.  Cars. 

36.  Electrical   Equipment  of  Cars. 

37.  Miscellaneous    Equipment. 
PERMANENT  WAV  RENEWAL— 

38.  Permanent  Way  Renewal   Fund  at  ^450  per  mile  of  Single 

Track  per  annum. 
DEPRECIATION— 

39.  Electrical  Equipment  of  Line. 

40.  Buildings  and  F'ixtures 

41.  Power  Plant  and  Sub-Station   Plant. 

42.  Workshop  Tools  and  Sundry  Plant. 

43.  Cars. 

44.  Electrical  Equipment  of  Cars. 

45.  Miscellaneous   Equipment. 

46.  Furniture. 

Total  Amount  of  Working  Expenses. 
Balance,  carried  to  Net  Revenue  .Account. 

OR.  SIDE  OF  ACCOUNT. 

TRAFFIC  REVENUE. 
SUNDRY  REVENUE— 
.Advertising. 
It  will  be  seen  that  Mr.  Dalrymple  includes  taxes  in  his  general 
expenses.    That  was  one  of  the  questions  wc  discussed.    You  know 


it  is  a  very  old  question  with  us,  and  a  very  much  discussed  ques- 
tion. On  calling  Mr.  Dalrymple's  attention  to  this  he  said  he 
thought  that  in  theory  we  were  correct,  that  taxes  should  be  a 
deduction  from  income,  but  that  so  far  as  the  accounts  of  the  Glas- 
gow Corporation  Tramways  were  concerned,  or  this  classification,  in 
the  practice  and  under  the  conditions  there  prevailing  it  should  be 
an  expense,  and  properly  belonged  in  "General   Expenses". 

The  next  account,  "Printing  and  Stationery",  is  our  No.  27; 
"I-'uel,  Light  and  Water  for  Offices",  will  correspond  to  our  No.  28; 
"Ix-gal  Expenses"  corresponds  to  our  No.  35.  They  take  care  of 
their  damages  there  by  insuring  the  roads,  so  they  use  two  ac- 
counts, ".Accident  Insurance,  third  party",  and  "Employer's  Liabil- 
ity Insurance",  which  would  correspond  to  our  Nos.  33  and  34. 
It  seems  to  me  that  the  breadth  and  scope  of  our  accounts  33  and 
34  and  the  definition  of  what  constitutes  the  charges  to  those  ac- 
counts, where  we  have  provided  for  the  company  who  is  fortunate 
enough  to  insure  his  road  against  accidents,  is  preferable  to  this. 

Then  he  has  "I-'ire  and  Boiler  Insurance,"  which  corresponds  to 
our  No.  3*^;  "Miscellaneous,"  under  "Genera!  Expense,"  which 
would  correspond  to  our  No.  32. 

In  "REPAIRS",  which  corresponds  to  our  "MAINTENANCE", 
he  has  practically  the  same  arrangement  that  we  have.  "Track  and 
Roadway,"  means  the  same  as  our  No.  i.  "Electric  Equipment  of 
Line,"  is  our  No.  2;  "Buildings  and  Fixtures,"  our  No.  3;  "Steam 
Plant,"  our  No.  4;  "Electrical  Plant,"  our  No.  5;  "Workshop,  Tools 
and  Sundry  Plant,"  our  No.  9;  "Cars,"  our  No.  6;  "Electric  Equip- 
ment of  Cars,"  our  No.  7 ;  "Miscellaneous  Equipment,"  our  No.  8. 

Mr.  Dalrymple  has  37  accounts  where  we  have  39,  and  the  ar- 
rangement of  them  under  the  headings  is  practically  our  arrange- 
ment. The  arrangement  of  the  headings  is  dilTerent.  He  starts 
with  "Power  Expenses"  and  "Traffic  Expenses",  meaning  "Trans- 
portation" where  we  have  "Maintenance."  The  second  one  is 
"General  Expenses,"  where  we  have  "Transportation."  The  third 
is  "Repairs"  where  we  have  "General  Expense ;"  but  the  number  of 
accounts,  their  titles,  their  arrangement,  and  their  grouping,  and 
the  detailed  instructions  as  to  what  constitute  their  charges,  arc, 
I  may  say,  identical  with  the  American  classification,  and  this  clas- 
sification is  such  that  I  think  it  is  not  only  possible  but  entirely 
practical,  surely  not  a  very  difficult  or  complicated  proposition,  to 
compare  any  street  railway  in  this  country  with  any  street  railway  in 
that  country,  as  far  as  the  accounts  are  concerned.  Of  course,  you 
must  take  into  consideration  the  difference  in  conditions. 

Mr.  Dalrymple's  next  heading  is  "Permanent  Way  Renewal." 
This  is  providing  a  reserve  for  depreciation  or  extraordinary  ex- 
penditures. 

The  next  heading  is  "Depreciation,"  which  embraces  each  one  of 
the  following  construction  and  equipment  accounts:  "Electrical 
Equipment  of  Line,"  "Buildings  and  Fixtures,"  "Power  Plant  and 
Sub-station  Plant,"  "Workshop,  Tools  and  Sundry  Plant,"  "Cars," 
"Electrical  Equipment  of  Cars,"  "Miscellaneous  Equipment  and  Fur- 
niture." There  is  a  permanent  way  renewal  fund  or  charge,  and  the 
depreciation  charge  is  a  part  of  expenses,  so  that  he  has  six  sub- 
headings where  we  have  three.  The  arrangement  is  that  the  total 
amount  of  the  working  expenses  is  added  up,  the  difference  between 
the  two  sides  of  the  "Revenue  Account"  taken  and  the  balance  car- 
ried to  "Net  Revenue  .Accovmt." 

There  are  a  number  of  points  that  have  occurred  to  me  which  I 
will  mention.  One  of  them  is  this, — Is  our  maintenance  properly 
made  up  with  respect  to  maintenance  of  equipment?  As  to  equip- 
ment I  think  we  rather  borrowed  or  followed  the  usage  applicable 
to  the  steam  railroad  classification,  where  it  means  rolling  stock. 
.A  steam  road  has  locomotives  to  operate  the  cars ;  it  has  no  sta- 
tionary or  central  power  plant,  and  the  word  "Equipment"  at  first 
thought  to  the  average  man  means  the  "cars".  I  would  like  to  have 
all  of  you  think  of  this  point  and  if  you  have  any  suggestions  to 
make,  to  communicate  with  the  secretary  and  let  the  Classification 
Committee  have  the  benefit  of  your  thought.  It  seems  to  mc  that, 
just  as  we  have  divided  "Transportation."  we  ought  to  divide  our 
maintenance :  "Way  and  Structures,"  "Power  Plant,"  "Cars,"  "Mis- 
cellaneous Equipment,"  "Repair  Shops,  Tools  and  Machinery," 
and  I  think  we  ought  to  enlarge  our  "Operation."  I  think  we  should 
have  "Operation  of  Miscellaneous  Equipment,"  the  snow  plows, 
salt  cars,  water  cars  and  sprinkling  cars.  etc..  and  to  have  "Opera- 
tion of  Repair  Shops,"  all  of  which  now  goes  into  account  No. 
9.  That  has  been  very  forcibly  impressed  upon  my  mind  be- 
cause this  year  we  have,  in  Chicago,  operated  what  is  probably  the 


Seit.  jo.  1903.] 


STREET    RAILWAY    REVIEW. 


761 


most  complete  and  extensive  repair  sliops  that  ever  were  built.  We 
have  a  power  plant  tlierc,  that,  ten  years  aga,  would  have  been  consid- 
ered large  enough  to  run  an  ordinary  city  railway  and  to  my  mind 
there  is  just  as  much  reason  why  the  operation  of  the  repair  shops 
and  the  operation  of  the  miscellaneous  equipment,  defined  as  I  have 
explained,  should  be  kept  separate,  as  there  is  that  the  operation 
of  power  plant  should  be  kept  separate  from  its  maintenance  and 
the  operation  of  the  cars  from  the  maintenance  of  the  cars. 

Passing  on  to  Mr.  Dalrymplc's  accounts,  now  comes  the  "Net 
Revenue  Account."  On  the  credit  side  he  brings  over  the  "Revenue 
.\ccount"  balance.  .'Vgainst  that  is  charged  interest  on  capital  at 
three  per  cent,  sinking  fund, — that  is  to  retire  bonds,  etc.,  and 
then  brings  down  a  balance  which  is  termed  "Net  Surplus  Carried  to 
.Appropriation   Account." 

In  the  "Appropriation  Account,"  the  net  surplus  carried  down 
is  added  to  the  net  surplus  of  the  year  before.  Then  a  certain 
sum  is  carried  to  the  general  reserve  fund  and  the  balance  remains 
in  this  fund. 

The  "Capital  Expenditure  .\ccount"  simply  shows  the  amount  of 
capital  used  in  the  current  year  and  the  distribution  of  it,  which  is 
not  material  for  discussion. 

The  "Capital  .Account"  shows  the  total  capital  that  went  into  the 
construction  and  equipment  of  the  road.  Columns  are  provided  at 
the  left  of  each  page  for  the  entry  of  corresponding  figures  for  the 
preceding  year. 

Then  we  come  to  the  balance  sheet.  In  this  accrued  liabilities, 
like  taxes,  insurance  and  interest,  etc.,  are  included  in  ".Sundry 
Creditors." 

In  his  "Sundry  Information"  (reproduced  herewith)  he  has  quite 
an  exhaustive  exhibit.  There  are  some  things  in  here  which  were  in- 
serted at  my  suggestion,  "car-miles  per  day  per  car,"  "speed  per 
hour  of  cars,"  "car-hours  per  day  per  car".  Another  thing  which 
I  think  very  important  if  it  is  ascertainable,  is  the  "average  rides 
per  capita  per  annum."  In  Mr.  Steuart's  address  he  particularly 
dwelt  on  that,  and  put  it  as  200.  I  am  glad  to  know  that  those 
arc  the  figures,  but  they  are  very  much  higher  than  I  thought  they 
would  l)e.  Of  course,  that  is  the  average  for  cities  of  a  certain  popu- 
lation. Financiers  and  street  railway  men  want  to  know,  as  one  of 
the  first  things.  "What  is  your  population?"  and  "What  do  you  get 
out  of  it?"  Mr.  Dalrymple  calls  this  "Average  journeys  per  head 
of  population  per  annum." 

SUNDRY  INFORMATION. 

I  otal  Borrowing   Powers. 

liorrowing  Powers  exercised. 

Unexliausted  Borrowing  Powers. 

Gross   Capital   Expenditure. 

Capital  Expenditure,  as  reduced  by  Depreciation. 

Mileage  of  Track: — 

SINGLE.  DOUBLE.  TOTAL. 

Owned. 
I.*ased. 
Totals. 
Population  served  by  Tramways. 
Traffic  Revenue. 
Total  Revenue. 

Working  Expenses   (excluding  Depreciation). 
Working  Expenses   (including  Dc|)rccialion). 
Interest  on  Capital. 
Sinking  Fund. 
Net  Balance. 

Disposal  of  Net  Balance. 
Car  Miles. 
Passengers  carried. 
.\vcrage  numlier  of  Cars  in  use  for 
Percentage    of    Working    Expenses 

Receipts. 
Percentage    of    Working    Expenses 

Receipts. 
Average    Traffic  Revenue  per  car  mile. 
Average  'Traffic   Revenue  per  mile  of  single  track. 
Average  Total  Revenue  i>cr  car  mile. 
Average  Car  Miles  per  day  per  car. 
Average  Speed  per  hour. 
Average  Car  Hours  per  day. 
Average  Working  Expenses  per  car  mill-   Cixrlndiiig  Depreciation). 


hour  day. 
(excluding    Depreciation)     to 

(including    Dciirtcialion)     to 


.Vvcrage  Working  Expenses  per  car  mile   (including  Depreciation!. 
Scale  of  Fares: — 

Hd.        Id.        lyid.        2d.        2;:.d.        3d.        3K>d.        Av. 

Average  distance   (miles). 
.\verage   Fare  paid   per  passenger. 
.-\verage  Number  of  Passengers  per  mile. 
.■Serage  Journeys  per  head  of  population  per  annum. 
Number  of  Cars  in  stock. 
Total  -Amount  of  Sinking  Fund. 

.Amount  of  Sinking  Fund  applied  in  reduction  of  debt. 
.Amount   Renewal   Fund. 
.Amount  Reserve  Fund. 

As  opposed  to  our  classification  of  construction  and  equipnicut 
accounts,  Mr.  Dalrymple  has  a  classification  of  capital  accounts,  and 
he  has  nearly  the  same  arrangement  that  we  have  except  that  the  ac- 
counts are  not  arranged  in  the  same  way.  He  has  about  the  same 
number  and  I  think  the  same  constituent  charges.  For  instance,  he 
has  -A,  "Permanent  Way,  Track  and  Roadway,"  corresponding  to  our 
D ;  B,  "Electric  Equipment  of  Line,"  to  our  E ;  C,  "Ground,"  to  our 
F;  D,  "Buildings  and  Fixtures,"  to  our  G;  E,  "Power  Station  and 
Sub-station  Plant,"  to  our  I ;  F,  "Workshop,  Tools  and  Sundry 
Plant,"  to  our  J;  G,  "Cars,"  to  our  K;  H,  "Electrical  Equipment  of 
Cars,"  to  our  L;  I,  "Miscellaneous  Equipment,"  to  our  M;  J,  "Of- 
fice Furniture,"  to  our  O ;  K,  "Parliamentary  Expenses,"  to  our  A. 
Then  he  has  L,  "Preliminary  Expenses,"  which  we  would  include 
in  A.  Our  account  H  is  omitted  and  accounts  N  and  B  are  omitted, 
as  is  also  account  C.  That  simply  means  that  he  has  condensed  or 
grouped  these  items  into  a  smaller  number  of  accounts. 


Litigation  Over  Crawfordsville  (Ind.)  Roads. 

In  the  "Review"  for  July  we  gave  a  brief  account  of  the  situation 
at  Crawfordsville,  Ind.,  where  two  interurban  electric  roads,  the 
Consolidated  Traction  Co.  and  the  Indianapolis  and  Northwestern 
'Traction  Co.,  were  attempting  to  occupy  the  streets  of  the  city.  Both 
companies  had  been  enjoined  from  proceeding  with  track  construc- 
tion in  the  city,  aiul  on  July  6th  the  Consolidated  company  removed 
the  litigation  to  the  United  States  Circuit  Court,  sitting  at  Indi- 
anapolis. 

Judge  Baker,  of  the  federal  court,  on  September  gth  ruled  that 
his  court  had  jurisdiction  of  the  cause  and  issued  a  citation  for 
George  'Townsend,  president  of  the  Indianapolis  &  Northwestern ; 
Clift  Wise,  contractor,  and  William  Johnston  and  W.  N.  Harding, 
attorneys,  to  .show  cause  why  they  should  not  be  punished  for  con- 
tempt for  laying  tracks  in  Crawfordsville  in  violation  of  the  injunc- 
tion issued  by  the  state  court. 

September  nth  the  hearing  on  the  contempt  proceedings  was  set 
for  September  24th.  Judge  Baker  has  refused  to  remand  the  case 
to  the  state  court,  and  also  to  quash  the  contempt  proceedings.  The 
delay  in  the  hearing  was  granted  to  accommodate  counsel. 

'The  injunctions  against  further  work  in  Crawfordsville  are  con- 
tinued in  force. 


Free  Legal  Advice  for  limployes. 

Sc])l.  14,  iyo3.  C.  S.  Sergeant,  vice-president  of  the  Boston  Elevated 
Railway  Co.,  issued  the  foUowing  General  Order  No.  414,  which  is 
self-explanatory : 

"lion.  Russell  A.  Sears,  Manager  of  the  Legal  l>ep;iriTniin,  an 
thorizes  the  publication  of  the  following  notice: 

"  'Beginning  Monday,  .September  14,  igo,^,  any  employe  of  this 
company  will  be  furnished  legal  advice  concerning  his  personal 
affairs  by  the  Legal  Department,  free  of  charge.  Any  employe  de- 
siring to  avail  himself  of  the  above  may  call  at  the  offices  of  the 
Legal  Department  at  101  Milk  Street,  Room  300,  and,  upon  showing 
himself  to  be  an  employe,  will  be  assisted  in  his  affairs,  as  far  as 
legal  advice  is  concerned,  by  the  attorneys  of  the  conipauy. 

"'This  undertaking  is  largely  experimental,  and  should  it  I"- 
deemed  expedient  In  enlarge,  qualify  or  discontinue  the  saine,  ihii' 
notice  will  be  given.'  " 

'The  New  York  &  North  Shore  Railway  Co.,  of  Long  Island  City. 
N.  Y.,  has  received  permission  from  the  .Supreme  Court  to  change 
its  name  to  the  Long  Island  F.leclric  Railway  Co.,  the  change  to 
liccome  effective  Octol>cr  1st. 


7b2 


STREET    RAILWAY    REVIEW. 


XIII.  No.  9. 


T.  N.  KEKK. 


Personal. 

MI<  J.  \V.  F-  T.WLOR  has  l>een  appuiiiti'd  principal  assislaiil 
iMiRiiicor  of  the  I'acific  Electric  Railway  Co. 

MR.  HI'.NJ.XMIN  J.  WKEKS  has  rcsigiicJ  as  gi-ncral  siiptriu- 
lendcnl  of  the  Tiigct  Soiiiul  Klcctric  Railway  Co.  and  accepted  the 
position  of  manager  of  the  Spokane  Traction  Co. 

MR.  F.  M.  FOWLER  has  hcen  appointed  claim  adjnster  for  the 
I'acific  Electric  Railway  Co.,  vice  Mr.  W.  H.  Fanst,  resigned.  His 
lHad(|iiarters  will  be  at  555  South  Main  St.,  Los  Angeles. 

MR.  A.  11.  WOODW.'XRD,  president  of  the  International  Regis- 
ter Co.,  left  Chicago  Scptemhcr  15th  and  will  spend  a  month  mak- 
ing an  automobile  tour  in  the  White  mountains  and  .Xdirondack 
region. 

MR.  M.  D.  STROUT,  for  12  years  superintendent  of  the  engi- 
neering lalmratory  of  Purdue  Univeisity,  has  resigned  thai  posi- 
tion to  enjoy  in  his  declining  years  a  well  merited  release  from 
routine  duties. 

MR.  T.  N.  KERR,  of  Columbus,  O..  promoter  of  the  Delaware  & 
Magnetic  Springs  Railway  Co..  has  resigned  as  secretary  and  gen- 
eral manager  and  it  is  understood 
that  he  has  sold  his  entire  inter- 
est in  this  road,  which  is  Hear- 
ing completion.  Mr.  Kerr  has 
been  in  the  electric  railway  busi- 
ness for  the  past  three  years.  He 
tirst  plaimed  the  system  now  he- 
nig  built  in  Delaware  and  Union 
Counties,  and  through  him  the 
owners  of  the  road  purchased 
two  hotels  ill  Magnetic  Springs, 
as  well  as  the  park  containing  11 
acres  in  which  is  situated  the 
spring  for  which  the  town  is 
named.  Mr.  Kerr  has  disposed 
of  his  interest  in  these  hotels, 
which  he  successfidly  managed 
during  the  pa.st  season,  and  will 
again  take  up  his  residence  in  Columbus,  where  he  has  been  in 
business  a  number  of  years.  Mr.  Kerr,  who  is  a  young  man.  is  an 
Oliioan  by  birth.  He  is  well  known  in  local  railway  circles  and 
has  been  very  successful  in  securing  rights  of  way.  He  will  un- 
doubtedly enter  the  railway  field  again  m  the  near  future. 

MR.  11.  C.  REAG.'\N,  of  Osborn,  O.,  has  resigned  as  superin- 
tendent of  motive  power  of  the  .\ppleyard  lines  in  Ohio,  where  he 
bad  charge  of  the  high  tension  system  and  both  the  main  power 
plants  and  sub-stations. 

MR.  H.  A.  FR.^ZER  has  resigned  as  master  mechanic  of  the 
Montgomery  Street  Railway  Co.,  of  Montgomery,  .Ma.,  to  accept  a 
similar  position  with  the  New  Hampshire  Traction  Co.,  with  head- 
quarters at  Salem,  N.  H. 

MR.  W.  H.  CONRY,  for  20  years  identified  with  the  Santa  Fe 
shops  at  Topeka,  and  recently  in  charge  of  the  tool  room  at  that 
point,  has  been  appointed  superintendent  of  the  engineering  labora-^ 
tory  at  Purdue  University. 

MR.  W.  RICHARDSON,  who  was  for  nearly  ten  years  super- 
intendent of  the  elevated  railroad  of  Kansas  City,  Kan.,  and  Kansas 
City,  Mo.,  has  resigned  th.it  position  to  take  charge  of  the  rebuilding 
of  the  lines  in  Topeka,  Kan. 

MR.  E.  F.  GOULD,  who  was  recently  appointed  electrical  en- 
gineer of  the  Aurora,  Elgin  &  Chicago  Railway  Co.,  was  formerly 
with  the  General  Electric  Co.,  where  he  was  in  charge  of  nnportant 
work  in  the  railway  engineering  department. 

MESSRS.  STONE  &  WEBSTER,  of  Boston,  announce  the  re- 
moval of  their  offices  to  the  9th,  loth  and  nth  floors  of  the  newly 
constructed  India  Building,  State  St.,  corner  of  Merchants'  Row. 
the  new  address  being  No.  84  State  St.,  Boston,  Mass. 

MR.  M.  E.  WILLIAMS  has  been  appointed  superintendent  of 
the  Indian  Territory  Traction  Co.,  with  headquarters  at  Smith  Mc- 
Alester,  I.  T.  He  was  formerly  traveling  freight  and  passenger 
agent  of  the  Missouri.  Kansas  &  Texas  Railway  System. 

MR.  H.  P.  BRUCE,  general  manager  of  the  Demcrara  Electric 
Co.,  of  Georgetown,  British  Guiana,  who  has  been  spending  his 
vacation  in  this  country,  sailed  for  home  September  i-th.  Mr. 
Bruce  has  been  manager  of  the  Demcrara  Electric  Co.  for  al)Out 
three  years  and  under  his  supervision  the  property  has  developed 


rapidly  and  is  now  on  an  excellent  basis.  Several  new  extensions 
have  lx:en  built  and  the  road  has  Ix-en  the  means  of  greatly  develop- 
ing the  surrotuiding  territory. 

MR.  H.  L.  .SMITH  has  been  appointed  superintendent  of  the  Co- 
lumbus, Delaware  &  Marion  Electric  Railroad  Co.  and  assumed  his 
new  duties  September  nth.  Mr.  Smith  was  formerly  connected 
with  the  Central  Market  Street  Railway  Co.,  of  Columbus. 

MR.  IC  S.  DIMMOCK,  formerly  general  manager  of  the  Bay 
Cities  Consolidated  Railway  Co.,  has  been  appointed  manager  of  the 
Cape  Breton  Electric  Co.,  Ltd.,  and  the  Glace  Bay  &  Sydney  Rail- 
way Co.,  with  headquarters  at  Sydney.  Nova  Scotia.  These  com- 
panies are  Stone  &  Webster  syndicate  properties, 

THE  LANSINC;  CITY  ELECTRIC  RAILWAY  CO.,  of  Lan- 
sing, Mich.,  has  been  purchased  by  interests  controlling  the  Lansing, 
St.  John  &  St.  Louis  Railway  Co.,  and  the  two  roads  will  later  be 
consolidated  and  incorporated  under  a  new  name.  It  is  stated  that 
Mr.  James  R.  Elliott  is  to  become  the  general  manager  of  the 
company. 

MR.  W.  D.  KURZ  has  been  appointed  general  foreman  and  elec- 
trician of  the  Marinette  division  of  the  Menominee  and  Marinette 
Light  &  Traction  Co.  Mr.  Kurz  was  the  first  superintendent  of 
the  first  central  station  in  the  world  to  sell  electric  current  for 
lighting,  namely  the  old  Edison  plant  at  .'Kppleton,  Wis.,  which  was 
started  in  1882. 

THE  ROYAL  COMMISSION  on  London  street  traffic  appointed 
a  sub-committee  last  July  to  visit  this  country  for  the  purpose  of 
studying  .American  street  railway  systems,  and  the  members  of  the 
committee,  with  one  exception,  sailed  from  Liverpool  for  New  York 
on  September  i8th.  The  committeemen  sailing  are  Lord  Ribblesdale, 
George  Bibb,  general  manager  of  the  Northeastern  Ry. ;  Sir  David 
Barbour  and  Sir  J.  Dickson  Poynder. 

THE  CHICAGO  MIDLAND  TRANSIT  CO.,  recently  organ- 
ized, has  acquired  the  interests  of  the  Chicago  General  Ry.  repre- 
.scnted  by  J.  H.  Witbeck  and  C.  L.  Bonney  and  is  consolidating  the 
other  conflicting  interests.  The  Midland  company  has  control  of 
the  General  Railway  bonds  and  stocks  and  has  affiliated  with  it  the 
official  organization  as  well  as  the  receiver  for  the  Chicago  General 
Ry.  The  Midland  Transit  Co.  intends  to  operate  the  system  of  the 
Cliicago  General  Ry. 

MR.  T.  F.  MANVILLE,  president  of  the  H.  W.  Johns-Manville 
Co.,  returned  .'\ugust  20th  from  a  two  months'  trip  abroad  during 
which  he  visited  London,  Paris,  Berlin  and  other  places  on  the  con- 
tinent. Mr.  Manville  was  largely  interested  in  some  very  important 
tests  of  the  efficiency  of  pipe  coverings,  which  were  conducted  by 
tlie  English  government,  and  he  feels  confident  of  closing  .some 
very  important  contracts  as  a  result.  Mr.  Manville  was  accom- 
panied by  his  family. 

THE  PACIFIC  ELECTRIC  RAILWAY  CO.  has  reorganized 
its  mechanical  department  in  consequence  of  the  resignation  of  Mr. 
C.  E.  Donnctin.  the  former  superintendent,  and  hereafter  Mr.  A. 
II.  Lindemuth.  master  ear  builder,  will  report  to  Mr.  William  Jen- 
nings, the  new  superintendent,  as  will  Mr.  Richard  Nelson,  who  was 
recently  appointed  mechanical  foreman  of  the  mechanical  and  labor 
departments,  and  Mr.  Joseph  Strang,  who  has  been  appointed  gen- 
eral foreman  of  the  machine  shop. 

MR.  S.  L.  NELSON,  who  on  July  7th  was  elected  president  of 
the  Galcsburg  Electric  Motor  &  Power  Co.,  will  continue  to  serve 
as  vice-president  and  general  manager  of  the  Fort  Wayne  &  South- 
western Traction  Co.,  for  which  company  he  is  also  receiver.  Mr. 
Nelson  is  also  general  manager  of  the  Wichita  Railroad  &  Light 
Co..  which  position  he  has  held  for  years,  and  he  has  Iwen  for  a 
long  time  closely  identified  with  other  properties  known  as  the 
McKinley  syndicate  properties.  His  headquarters  will  continue  to 
be  Ft.  Wayne.  Ind. 

Mr.  V.  W.  BERGENTH.\L  on  September  1st  resigned  as  as- 
sistant manager  of  the  Chicago  office  of  the  Stanley  Electric  & 
Manufacturing  Co.  to  take  charge  of  the  sales  department  of  the 
.Vmerican  .Automatic  Switch  &  Signal  Co.,  of  Chicago,  of  which 
company  he  has  also  been  elected  vice-president,  vice  Mr.  E.  T. 
(Ilennon.  resigned.  Mr.  Bergcnthal,  who  was  associated  with  the 
Stanley  company  five  year.s.  in  the  capacities  of  engineer,  salesman 
and  assistant  manager,  has  many  friends  among  the  trade  who  will 
be  pleased  to  learn  of  his  new  appointment. 

MR.  C.  E.  DONNETIN  recently  resigned  as  superintendent  of 
the  mechanical  department  of  the  Pacific  Electric  Railway  Co.,  which 
position  he  held  a  little  more  than  a  year  and  a  half.    He  was  pre- 


Sept.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


763 


viously  for  2r}  years  master  car  rcpairi-r  for  the  Southern  Pacific 
Co.  Mr.  Donnctiii  is  a  director  in  and  vice-president  of  the  Dollar 
Savings  Hank,  of  Los  -■\ngeles,  and  president  of  the  Southern  Cali- 
fornia Savings  Association,  besides  having  an  interest  in  the  com- 
pany which  is  e.xploiting  a  new  pneumatic  trolley  base,  and  he  will 
hereafter  devote  his  attention  to  these  and  other  private  interests. 

DR.  BVROX  BRIGGS  BRACKE'1"I\  A.  B.,  A.  M.,  has  been  ap- 
pointed to  the  chair  of  physics  and  electrical  engineering  at  the 
Thomas  S.  Clarkson  Memorial  School  of  Technology.  Dr.  Brackett 
is  a  graduate  of  the  Syracuse  University  and  received  the  degree 
of  Ph.  D.  from  the  Johns  Hopkins  University.  He  is  an  associate 
member  of  the  American  Institute  of  Electrical  Engineers  and  a 
member  of  the  American  Association  for  the  Advancement  of  Sci- 
ence His  teaching  experience  has  been  in  the  Dickinson  Seminary, 
Williamsport,  Pa.,  Adelphi  Academy,  Brooklyn,  N.  Y.,  Eastern 
High  School,  Washington,  D.  C,  Electrical  Engineering  Laboratory, 
Johns  Hopkins  University,  Union  College.  Schenectady.  N.  Y.,  and 
Rutgers  College,  New  Brunswick,  N.  J. 

MR.  .\.  H.  POMEROY  has  resigned  as  president  of  the  Cleve- 
land &  Southwestern  Traction  Co.  and  has  been  succeeded  by  his 
son.  Mr.  F.  T.  Ponieroy,  the  general  manager  and  treasurer,  who 
has  resigned  the  latter  office  to  Ix^comc  president,  but  retains  his 
position  as  general  manager.  The  elder  Pomeroy's  health  has  been 
poor  since  he  sustained  a  stroke  of  apoplexy  a  year  ago,  and,  be- 
sides, he  has  private  interests  that  'demand  his  attention.  The 
vacant  treasurcrship  has  Iwcn  filled  by  the  election  of  Mr.  F.  L.  Ful- 
ler, a  broker,  who  has  been  interested  in  the  road  from  the  begin- 
ning. The  office  of  assistant  treasurer  has  been  created  and  Mr. 
J.  O.  Wilson,  general  passenger  agent,  has  been  elected  to  fill  it.  at 
the  same  time  continuing  to  bold  his  old  position. 

MR.  THO^L\S  R.  GABEL,  who  on  July  ist  was  appointed  gen- 
eral traffic  manager  of  the  Los  Angeles  Pacific  Railroad  Co.,  was 
born  in  F'redericton,  N.  B.  He  entered  railway  service  April  30, 
1877,  as  clerk  in  the  general  freight  department  of  the  Central  Ver- 
mont Ry.,  at  St.  Albans,  Vt.,  and  in  1880  became  chief  clerk  of  the 
department.  In  October.  1882,  he  was  appointed  chief  clerk  to  the 
general  manager  of  the  Mexican  Central  Railway  Co.,  with  head- 
quarters in  Mexico.  From  September,  1885,  to  November,  1886,  Mr. 
Gabcl  was  chief  clerk  to  the  general  manager  of  the  Atlantic  & 
Pacific  R.  R..  and  then  became  acting  general  superintendent  of  the 
same  road.  In  February.  1887,  he  was  appointed  general  material 
agent  for  the  Colorado  Midland  Ry.,  and  resigned  in  August,  1888, 
to  again  become  chief  clerk  to  the  general  manager  of  the  Atlantic 
&  Pacific  R.  R.  From  Sept.  i,  1891.  to  Jan.  i,  1895.  he  was  general 
superintendent  of  the  road.  From  1K95  to  1901  he  was  engaged 
principally  in  mining,  and  in  the  latter  year  he  entered  the  service 
of  the  Los  Angeles  Pacific  Railroad  Co. 


Accidents. 


On  August  21st  an  electric  car  filled  with  picnickers  ran  away  on 
a  steep  grade  in  Fremont,  a  suburb  of  .Seattle,  and,  leaving  the  track 
at  a  curve  at  the  bottom  of  the  hill,  crashed  into  a  yard.  Fourteen 
passengers  were  injured,  one  fatally,  and  the  car  was  wrecked. 

A  rear-end  collision  between  two  Colorado  Springs  &  Intcrurban 
Railway  Co.  cars  occurred  August  23d  on  the  Cheyenne  Canon  line. 
Two  women  passengers  were  seriously  injured.  One  of  the  motor- 
men  was  thought  to  have  been  negligent  as  the  cars  were  running 
on  a  very  close  headway. 

The  first  street  railway  collision  to  (Kcur  In  Newport,  R.  I.,  took 
place  August  25th.  It  was  a  rear-end  collision  clue  to  wet  rails.  Both 
conductors  were  slightly  injured,  one  passenger's  arm  was  hurt  and 
one  car  was  badly  damaged. 

An  casthound  Albany  car  and  a  work  train  going  west  collided 
on  the  Albany  division  of  the  Schenectady  Railway  Co.  .SeptemlK-r 
5th.  The  conductor  of  the  Albany  car  was  severely  injured  by  flying 
glass  and  an  unknown  man  was  seriously  injured.  There  was  a 
heavy  fog  and  neither  motornian  could  see  the  approfiehing  car. 

There  was  3  head-on  collision  on  the  Orange  County  Traction 
Co's.  line  at  Newlxirgh,  N.  Y.,  September  Jth,  which  resulted  in 
serious  injury  to  five  persons,  one  of  them  a  motornian,  whose 
thigh  and  arm  were  broken.  The  cars  were  a  regular  ami  an  extra, 
and  a  misunderstanding  of  orders  caused  the  collision. 

On  .Seplemlier  0th  a  trolley  car  on  the  Wilkeslnrre  (Pa,),  Dallas 
&   Harvey's  l^ke   Railway  Co's.   line   was  wrecked   in  a   mountain 


gorge  five  miles  from  Wilkesbarre  and  plunged  down  a  30-ft.  em- 
bankment, killing  one  passenger  and  injuring  11  others.  The  wreck 
was  caused  by  a  stone  believed  to  have  been  maliciously  placed. 

A  misplaced  signal  was  said  to  be  responsible  for  a  collision  of 
two  trolley  cars  at  Fort  Washington,  Pa.,  September  6th,  in  which 
14  persons  were  injured,  two  of  tluin  not  being  expected  to  survive, 
the  track  at  a  sharp  curve. 

Four  persons  were  killed  and  19  seriously,  and  some  of  them 
probably  fatally,  injured  in  a  head-on  collision  September  6th  on 
the  Hudson,  Pelbam  and  Salem  division  of  the  New  Hampshire 
Traction  Co's.  system.  The  accident  occurred  near  Pelham,  N. 
H.,  and  misunderstanding  of  a  starter's  orders  was  given  as  the 
cause. 

Eight  persons  \*ere  injured  in  a  head-on  collision  on  the  Easton 
and  Bethlehem  branch  of  the  Lehigh  Valley  Traction  Co.,  Sep- 
tember 7th.     The  cars  met  on  a  curve  on  a  steep  grade. 

A  car  on  the  Lake  Shore  Electric  Railway  Co's.  system  ran  into 
an  open  switch  near  Sheffield,  O.,  September  3d,  and  crashed  into 
a  gondola  car  loaded  with  coal.  Five  persons,  including  the  con- 
ductor and  motornian,  were  injured.  It  was  thought  that  the  con- 
ductor would  die. 

Four  persons  were  injured  in  a  head-on  collision  on  the  Milford, 
.•Kltlelxiro  &  Woonsockct  Street  Railway  Co's.  line  at  Eagle  Hill, 
Wrenthani,  Mass.,  September  7tli.  Both  legs  of  one  of  the  motor- 
men  were  cru'ilu'd  and  lie  was  expected  to  die,  as  was  one  of  the 
passengers. 

A  freight  train  on  the  Chicago  &  Northwestern  Ry.  ran  into  a 
Manitowoc  &  Northern  Traction  Co.  car  at  Manitowoc,  Wis., 
September  14th.  Nine  persons  were  injured,  five  of  them  seriously, 
and  the  car  was  badly  damaged. 


Strikes  of  the  Month. 


The  street  railway  strike  against  the  Virginia  Passenger  &  Power 
Co.,  of  Richnumd,  Va.,  which  was  mentioned  in  the  "Review"  for 
June,  July  and  August,  was  officially  declared  off  August  24th,  after 
lasting  two  months  and  seven  days,  the  strike  having  begun  June 
17th.  It  is  estimated  that  the  .sti-ikc  cost  the  company  $125,000  and 
that  the  men  lost  $50,000  in  wages.  One  man  was  shot  and  killed 
by  soldiers  during  the  trouble  and  one  motornian  was  fatally 
stabbed  by  another,  while  a  number  of  persons  were  more  or  less 
injured. 

The  most  important  feature  of  the  victory  from  the  standpoint 
of  the  company  is  the  total  disruption  of  the  union  in  Richmond. 
The  strikers  lost  everything.  More  than  a  hundred  of  them  re- 
turned to  work  some  time  ago,  but  400  are  without  work  and  deeply 
in  debt.  The  company  also  lengthened  the  hours  of  labor  to  12 
daily,  with  a  uniform  wage  of  $2  per  day. 

The  unsettled  condilioiLs  that  have  prevailed  among  the  em- 
ployes of  the  -Seattle  Electric  Co.  for  a  long  time  resulted  in  a 
strike  being  called  on  September  qlli.  The  men  did  not  respond  as 
spontaneously  as  had  been  anticipated,  however,  and  fewer  than 
100  went  out.  The  men  were  divided  as  to  the  merits  of  the  strike, 
so  the  International  Union  of  Street  Railway  Employes  recom- 
mended that  the  strike  be  declared  oflF,  which  was  done  on  Sep- 
tember istli.  l"oity-five  of  the  men  who  struck  were  dropped  from 
the  company's  payrolls.  The  disaffection  grew  out  of  the  strike  last 
March,  which  was  mentioned  in  the  "Review"  for  April,  and  which 
the  union  did  not  consider  salisfaclt)rily  settled. 

The  men  employed  on  overhead  construelicm  work  for  Ihe  ludi- 
aiuipolis  &  Northwestern  Traetiou  Co.,  between  Frankfort  and  Indi- 
ana|)olis,  struck  September  4II1  for  more  pay.  They  were  receiving 
$2.75  per  day.  On  .Seplemlier  olli  the  cumpaiiy  decided  to  recog- 
nize the  union  and  pay  union  wa^es  .lud  the  nun  went  back  to 
work. 

The  .strike  of  the  eoiiduclors  ami  niolornien  of  the  K.inawha 
Valley  Traction  Co,,  of  Charleslon,  W.  Va.,  which  was  mentioned 
in  the  "Review"  for  July,  was  ended  Augu.st  21st  by  the  signing 
of  a  compromise  agreement  by  which  a  new  wage  scale  went  into 
eflFect  September  isl,  the  company  agreeing  to  icinstale  a  portion 
of  the  strikers  at  once  and  others  as  vacancies  occur, 

♦-»♦ 

The  Omaha  .Street  Railway  Co.  expects  to  build  i(s  r.ilh  Si.  line 
soulli  to  Missouri  Ave.  in  South  Omaha  this  year,  lli;il  bcinK  111'' 
only  extension  conleniplaled  before  frost  sets  in. 


764 


STREET    RAILWAY    REVIEW. 


[Vol..  XIII,  No.  9. 


Po\\cr  Plant  of  the  Nashville  Kail  way  A: 
Li^ht  Co. 

The  N.ishvillc  Kailway  &  Light  Co.  which  is  a  consolidation  of 
ihc  Cumberland  Electric  Light  &  Power  Co.  and  the  Nashville  Ry. 
is  now  completing  a  large  and  modern  power  plant  which  was  bc- 
gnn  about  a  year  ago  under  the  direction  of  Percy  Warner  and  E. 
C.  Lewis,  at  that  time  receivers  for  the  Nashville  Ry.  and  man- 
agers of  the  Cumberland  Electric  Light  &  Power  Co.  I'lie  engi- 
neering features  of  this  plant  arc  under  the  supervision  of  Ford, 
Uacon  &  Davis.  The  cost  of  the  complete  plant  including  the  build- 
ing and  site  will  be  over  $500,000  and  owing  to  the  completeness  of 
its  detail  and  the  size  of  its  units  the  new  plant  will  be  equal  to 
any  in  the  South. 

The  power  house  is  situated  on  North  Front  St.  adjoining  the 
new  municipal  plant  of  the  City  of  Nashville  and  stands  upon  the 
bank  of  the  Cumberland  River.  It  is  a  fire  proof  structure  300  ft. 
long  by  no  ft.  wide  and  is  built  of  brick  and  steel  with  a  gravel 
roof  and  with  floors  of  tiling  and  cement.  The  only  wood  used  in 
the  building  is  in  the  window  frames.  The  girders  carrying  the 
floor  are  built  of  reinforced  concrete  and  no  steam  piping  or  wires 
are  run  above  the  floor,  all  being  in  the  basement. 

The  boiler  plant  comprises  six  batteries  of  Babcock  &  Wilcox 
boilers  each  of  700  h.  p.  capacity.  As  yet  only  one  battery  has  been 
installed,  the  remaining  five  batteries  which  are  practically  new 
now  being  in  operation  at  the  old  plant.  These  will  be  gradually 
moved  to  the  new  power  house.  The  main  generator  unit  for  the 
railway  load  is  a  i,6oo-kw.  direct  connected  General  Electric  gen- 
erator operated  by  a  2,500-h.  p.  Green-Wheelock  cross-compound 
condensing  engine.  The  electric  light  load  will  be  handled  by  a 
1,250-kw.  General  Electric  generator  direct  connected  to  a  i,6oo-li. 
p.  Green-Wheelock  cross-compound  condensing  engine.  These  en- 
gines were  built  by  the  American  &  British  Manufacturing  Co.,  of 
Providence,  R.  I.,  and  all  of  the  electrical  machinery  for  the  plant 
was  furnished  by  the  General  Electric  Co. 

The  engine  room  is  spanned  by  a  traveling  crane  built  by  the 
Reading  Crane  &  Hoist  Works,  of  Reading,  Pa.  It  has  a  span  of 
60  ft.  and  a  carrying  capacity  of  30  tons.  It  traverses  the  entire 
length  of  the  building.  The  pumps  and  condensing  apparatus  are 
of  the  Blake  and  Worthington  types.  The  boiler  furnaces  were 
built  by  the  Hawley  Down  Draft  Furnace  Co.  and  are  located  in  the 
rear  of  the  building  on  a  foundation  of  solid  stone  15  ft.  below  the 
level  of  Front  St.  In  the  rear  of  the  building  is  a  condensing  well 
20  ft.  in  diameter  and  60  ft.  deep,  which  serves  as  a  reservoir  for 
water  from  the  river,  to  which  it  is  connected  by  a  tunnel  6  ft. 
square  and  60  ft.  long.  This  tunnel  runs  from  the  bottom  of  the 
well  to  the  low  water  mark  of  the  Cumberland  River.  The  large 
condensing  pumps  are  located  in  rooms  around  the  bottom  of  this 
well  which  radiate  from  the  central  shaft.  This  shaft  and  the 
rooms  were  cut  out  of  solid  rock  and  no  artificial  walls  were  re- 
quired. There  are  two  condensers  one  having  7,000  sq.  ft.  of  cool- 
ing surface  and  the  other  5.700  sq.  ft. 

The  boilers  are  situated  on  the  side  of  the  power  house  facing 
the  river  and  run  the  entire  length  of  the  building.  The  arrange- 
ments for  receiving  the  coal  supply  are  especially  convenient  as  the 
tracks  are  mounted  on  steel  trusses  and  run  through  the  rooms  so 
that  coal  cars  can  be  run  in  and  dumped  just  where  the  fuel  is 
needed.  Retaining  walls  over  50  ft.  high  were  built  up  from  the 
river  bank  to  secure  the  foundation  for  the  boiler  room.  Just  out- 
side of  this  room  are  two  large  coal  pockets  for  storing  coal  which 
have  a  capacity  of  about  4,000  tons.  The  chimney  is  built  outside 
the  main  building  and  is  200  ft.  high,  25  ft.  square  at  the  base  and 
is  12  ft.  in  internal  diameter. 

The  switchboard  is  of  the  General  Electric  Co.  standard  type  and 
is  built  of  black  marble.  All  of  the  principal  switches  are  of  the 
oil  break  type  which  overcomes  all  possibility  of  arcing.  The  oiling 
of  the  machinery  is  done  automatically.  A  tank  is  located  high  up 
on  the  wall  of  the  engine  room  from  which  the  oil  is  piped  to  all 
the  bearings.  From  these  the  waste  oil  is  led  to  a  tank  in  the 
cellar  where  it  is  filtered  after  which  it  is  pumped  up  to  the  supply 
tank  and  thus  used  continuously. 

While  the  two  generators  cannot  be  used  interchangeably  reversi- 
ble rotary  converters  are  installed  by  means  of  which  either  direct 
or  alternating  current  can  be  obtained  from  either  unit.  This  will 
prove  a  great  convenience  in  case  of  any  extraordinary  demand  on 
the  railwav  lines  or  in  case  either  machine  should  be  disabled.  These 


machines  are  arranged  so  that  if  desired  only  a  part  uf  the  current 
from  either  unit  will  be  converted  and  the  remainder  used  in  the 
way  fur  which  it  was  originally  designed. 

Comparison  of  the  new  power  house  with  the  old  plant  is  interest- 
ing owing  to  the  great  changes  in  engineering  practice  which  are 
exhibited.  In  the  new  plant  two  generators  take  the  place  of  16 
now  in  use  at  the  old  plant,  and  the  two  machines  have  almost 
double  the  capacity  of  the  16  old  ones.  In  designing  the  new 
plant  ample  provisions  for  increase  in  the  future  have  been  made. 
The  new  equipment  will  more  than  take  care  of  the  present  needs 
of  the  company  but  the  building  is  of  suflicicnt  size  to  double  the 
present  capacity  if  necessary.  The  location  of  the  machines  and  the 
piping  has  been  arranged  so  that  new  machines  can  be  added  as 
needed  without  making  any  changes  in  the  present  equipment.  It 
is  probable  that  some  of  the  best  electrical  machinery  in  the  old 
plant  may  be  temporarily  installed  in  the  new  plant  to  be  used  in 
cases  of  emergency.  When  the  new  power  house  is  fully  com- 
pleted and  the  relaying  of  the  street  railway  tracks  in  Nashville  is 
tinished,  that  city  will  have  a  thoroughly  modern  electric  railway 
and  lighting  system. 


Los  Angeles  Notes. 

The  Los  .Angeles  Traction  Co.  was  recently  acquired  by  the  Hun- 
tington-Hellman  syndicate,  the  formal  transfer  taking  place  July 
13th ;  the  price  paid  is  reported  to  have  been  $1,750,000.  The  com- 
pany operates  three  city  lines,  and  an  interurban  line — the  California 
Pacific — to  San  Pedro.  The  Los  Angeles  Pacific  Railroad  Co.  and 
the  Los  Angeles  &  Redondo  Railway  Co.  are  now  the  only  systems 
not  owned  by  the  Huntington  interests.  The  Los  Angeles  Traction 
Co.  is  to  undergo  a  thorough  overhauling  under  direction  of  S.  B. 
McLenegan,  the  superintendent.  The  rolling  stock  will  be  renovated 
and  renewed,  the  cars  painted  and  repaired,  and  portions  of  single- 
track  road  will  be  double  tracked.  The  schedules  will  be  changed, 
so  that  night  men  will  have  an  equal  chance  with  the  day  men,  and 
motormcn  will  be  pcnnitted  to  sit  while  on  duty  within  certain 
limits. 

The  Los  Angeles  Railway  Co.  has  begun  work  upon  a  new  car 
house  which  will  be  the  largest  in  this  region.  It  will  be  263x400 
ft.,  with  20  tracks,  and  will  cost  about  $75,000.  It  will  be  similar 
to  the  Pacific  Electric  Railway  Co's.  car  house  in  Los  Atigelcs,  and 
is  located  some  distance  south  of  the  city,  in  anticipation  of  the  city's 
growth. 

The  steel  construction  work  on  the  Pacific  Electric  Railway  Co's. 
new  terminal  station  is  nearing  completion  and  the  heavy  girders  are 
being  erected.  The  girder  over  the  entrance  is  the  largest  west  of 
the  Rocky  Mountains;  it  weighs  41  tons.  The  Llewellyn  Iron  Works, 
of  Los  Angeles,  was  awarded  the  contract. 

The  Los  Angeles-Pacific  Railroad  Co.  is  building  a  new  power 
house  southwest  of  the  city.  It  will  contain  four  Stirling  boilers,  a 
Mcintosh  &  Seymour  horizontal  cross  compound  engine  and  a  Stan- 
Icy  alternator  of  about  800  kw.  capacity.  A  new  sub-station  is  be- 
ing built  nearer  the  city,  it  being  a  step-down  transformer  station  of 
about  300  h.  p.  capacity. 


New  Cars  for  Union  Traction  Co. 


The  receivers  for  the  Union  Traction  Co.,  of  Chicago,  have  let 
contracts  for  100  new  cars  at  a  cost  of  $493,500.  These  cars,  which 
will  be  built  by  the  St.  Louis  Car  Co.,  will  be  40  ft.  long  and  will 
contain  reversible  back  cross  seats  and  large  windows.  They  will  l)e 
equipped  with  air  brakes  and  General  Electric  motors.  The  com- 
pany has  applied  to  the  city  for  permits  to  substitute  the  overhead 
trolley  system  for  the  cable  in  certain  streets  on  the  north  and  west 
sides  of  the  city  which  it  .seems  improbable  that  the  municipal  author- 
ities will  grant.  The  receivers,  however,  are  apparently  relying  on 
the  decision  of  Judge  Grosscup  in  which  he  held  that  for  the  pur- 
poses of  the  receivership  the  99-year  act  carried  the  broadest  rights 
claimed  under  it. 


.An  order  has  been  issued  establishing  mail  service  by  the  Mil- 
waukee Electric  Railway  &  Light  Co.,  between  Milwaukee  and  Hale's 
Corners,  beginning  September  21st.  Two  mails  each  way  will  be 
carried  on  week  days  and  one  on  Sundays  and  holidays.  It  is  the 
first  electric  road  mail  route  in  the  county. 


Sew.  20.  igoj.] 


STREET    RAILWAY    REVIEW. 


765 


Financial. 

Recciuly   the   Joliet,    Plainfield   &    Aurora   Ry.    voted    a   $400,000 
bund  issue. 


The  Pueblo  &  Suburban  Traction  &  Lighting  Go's,  gross  earnings 
for  July,  1903,  were  $44,222. 


The  earnings  of  the  Boston  &  Worcester  Street  Railway  Co.  for 
July  were  129,090;  for  .\ugust,  $29,655.  The  road  began  operation 
in  July. 


The  gross  receipts  of  the  Metropolitan  West  Side  Klevatcd  Rail- 
way Co.,  of  Chicago,  for  the  first  si.K  nn>ntlis  of  its  fiscal  year,  to 
September  1st,  were  $1,006,981,  an  increase  of  $56,022. 


The  Massachusetts  Railroad  Commissioners  recently  authorized 
the  Boston  &  Worcester  Street  Railway  Co.  to  issue  $1,000,000  4'/^ 
per  cent  20-year  bonds  and  2,500  additional  shares  of  stock  at  par. 

The  earnings  of  the  St.  Louis  Transit  Co.  for  .-Kugust  were 
$659484,  compared  with  $579,524  for  .'Vugust,  1902,  a  gain  of  $79,960. 
The  .■\ugust  earnings  show  a  gain  of  $26,880  over  those  for  July. 


It  is  announced  that  the  Hoosac  Valley  Street  Railway  Co.,  of 
Xorth  Adams,  Mass.,  recently  increased  its  capital  from  $200,000  to 
$400,000  and  that  all  of  the  new  stock  has  been  taken. 


The  net  income  of  the  Syracuse  Rapid  Transit  Co.  for  the  year 
ending  June  30,  1903,  amounted  to  upwards  of  $100,000,  and  the 
gross  earnings  showed  even  a  greater  increase,  on  account  of  the 
operating  expenses  having  increased  considerably  over  the  year 
before. 


The  Pottsvillc  (Pa.)  Union  Traction  Co's.  statement  for  .'Vugust 
shows  that  the  receipts  for  the  month  were  $22,344,  compared  with 
$17,156  for  .August  of  last  year.  The  total  receipts  for  this  year 
up  to  .\ugust  31st  are  $129,161,  as  compared  with  $110,358  last 
year. 


The  receivers  of  the  Lehigh  Valley  Traction  Co.  and  the  Phila- 
delphia &  Lehigh  Valley  Traction  Co.  have  paid  all  the  fixed  charges 
maturing  September  ist,  amounting  to  $70,000.  The  gross  receipts 
for  August  were  $113,182,  an  increase  over  August,  igo2,  of  $9,093. 


The  earnings  of  the  Northern  Ohio  Traction  Co.  for  August  were 
$83,118,  against  $71,655  for  August,  1902,  a  gain  of  $11,463.  The  gain 
in  lighting  earnings  and  miscellaneous  was  approximately  $2,000. 
The  average  daily  passenger  earnings  for  the  month  wore  $2,681, 
against  $2,311  for  last  year,  a  daily  gain  of  $369. 


The  gross  earnings  of  the  Binghamton  (N.  Y.)  Railway  Co.  for 
the  year  ending  June  30,  1903,  were  $226,702,  as  against  $207,900  for 
1902.  The  operating  expenses  were  $126,600;  net  earnings,  $100,101; 
operating  ratio,  .558.  For  the  quarter  ending  June  30th  the  gross 
earnings  were  $61,321,  an  increase  of  $9,042;  operating  expenses, 
$31,267,  an  increa.se  of  $1,663;  net  earnings,  $30,054,  an  increase 
of  $7J79. 


Following  are  the  gross  earnings  of  the  Springfield  &  Xenia  Trac- 
tion Co.  for  the  13  months  beginning  with  May,  1902,  and  ending 
May,  1903.  This  company  was  recently  acquired  by  the  Bushncll 
syndicate,  of  Springfield.  The  earnings:  1902 — May,  $49;  June, 
$714;  July,  $1,650;  August,  $2,889;  September,  $3,501;  October, 
$3,624;  November,  $3,794;  December,  $3,107.  1903 — January,  $2,909; 
February,  $2,783;  March,  $3,457;  April,  $3,720;  May,  $S,3''3- 


The  Mincola,  Hempstead  &  Frceport  Traction  Co.,  now  the  New 
York  &  I^ng  Island  Traction  Co.,  on  September  .^d  filed  a  mortgage 
for  $1,000,000  in  favor  of  the  Savings  &  Trust  Co.  of  Cleveland,  O., 
the  loan  having  Iwen  secured  for  the  purpose  of  completing  its  lines 
in  and  around  Mincola,  Frceport,  Rockville  Center,  Queens  and 
Babylon,  L.  I.,  including  an  extension   to  the  New  York  City  line. 


The  gro^s   passenger   earnings   of  (he   Aurora,   F.lgin   &   Chicago 
Railway  Co.  for  August  were  $53,704.     Following  arc  the  earnings 


by  weeks  from  the  week  ending  Jmie  7th  to  the  week  ending  .Vug. 
y.  1903:  June  7.  $8,516;  June  14,  $9,4 u ;  June  21,  $9,297;  June  28, 
$9,590;  July  5,  $14,831;  July  12,  $11,285;  July  19,  $11,700;  July  26, 
$11,385;  .'\ugust  2,  $12,205;  August  9,  $12,144.  For  the  week  ending 
.\ugust  30tli,  a  stormy  week,  the  earnings  were  $10,073. 


The  Capital  Traction  Co.,  of  Washington,  D.  C,  has  decided  to 
remove  its  stock  transfer  office  from  New  York  to  Washington  about 
November  1st.  It  is  one  of  the  rules  of  the  New  York  Stock  Ex- 
cliange  that  a  company  that  wishes  to  have  its  stock  listed  must 
maintain  its  transfer  office  in  New  York.  It  is  stated  that  the  trades 
in  the  Capital  Traction  Co.  stock  on  the  New  York  exchange  have 
not  been  important,  however. 


It  was  announced  August  22d  that  a  syndicate  headed  by  William 
C.  Whitney  and  Thomas  F.  Ryan,  of  New  York,  and  P.  A.  B.  Wid- 
ener  and  Thomas  Dolan,  of  Philadelphia,  had  taken  over  the  entire 
hoklings  of  Kuhn,  Loeb  &  Co.  in  the  Metropolitan  Securities  Co., 
which  through  a  third  company  holds  a  lease  of  the  Metropolitan 
Street  Railway  Co.  lines  in  New  York  City.  It  is  stated  that  the 
syndicate  originally  owned  the  stock  and  sold  it  to  Kuhn,  Loeb  & 
Co.  with  a  guarantee  that  the  Metropolitan  earnings  would  show  7 
per  cent  upon  the  stock.  This,  it  is  claimed,  they  have  not  done,  so 
Knhn,  Loeb  &  Co.  offered  the  stock  back  under  the  guarantee. 


CONSOLIDATION  AT  ALTON,  ILL. 
We  are  advised  by  Joseph  F.  Porter,  president,  that  on  July  30tli 
the  Alton  Railway,  Gas  &  Electric  Go.  and  the  Alton  &  East  Alton 
Railw:iy  &  Power  Go.  were  consolidated  under  the  name  of  Alton 
Light  &  Traction  Co.,  with  a  capital  of  $1,000,000.  Under  the  plan 
of  consolidation  $500,000  of  preferred  and  $150,000  of  common  stock 
have  been  issued. 


NORTHERN  TEXAS  TRACTION  CO. 
The  statement  of  the  Northern  Texas  Traction  Co.  for  the  month 
(if  July,  1903,  shows  the  gross  earnings  to  have  been  $42,548;  oper- 
ating expenses,  $20,543;  net  earnings,  $22,005;  fixed  charges,  $9,018; 
net  profit,  $12,986.  For  the  eight  months  ending  August  31st  the 
gross  earnings  were  $293,347;  "ct  earnings,  $131,062;  surplus,  $64,- 
369.  The  .August  earnings  were  $43,859  gross,  $19,357  net  and 
$1 1,024  surplus. 


TOLF.DO  RAILWAYS  &  LIGHT  GO. 
The  gross  earnings  of  the  Toledo  Railways  &  Light  Co.  for  the 
first  six  months  of  the  present  year  were  $772,178,  an  increase  of 
$100,894;  operating  expenses,  $401,205,  an  increase  of  $48,824;  net 
earnings,  $370,972,  an  increase  of  $52,070;  fixed  charges,  $242,070, 
an  increase  of  $15,037;  surplus,  $128,901,  an  increase  of  $37,032. 
The  operating  ratio  for  June  was  .5073;  for  ihe  six  months,  .5196. 


UNITED  TRACTION  CO.,  ALBANY. 
The  annual  report  of  the  United  Traction  Co.,  of  Albany,  N.  Y., 
sliows  the  following  statistics:  Gross  earnings  from  operations, 
$1,606,089;  operating  expenses,  $1,076,847;  net  earnings,  $529,242; 
fixed  charges,  $299,1.38;  five  per  cent  dividend  distributing,  $249,997; 
deficit  for  the  year,  $1,677;  surplus  for  next  preceding  year,  $67,320; 
total  surplus,  $65,642.  Number  of  passengers  carried,  including 
transfers,  31,680,601 ;  number  of  transfers,  2,703,339.  The  operation 
of  the  Cohocs  Cily  railway  shows  a  deficit  for  llic  year  of  $36,149, 
or  a  total  deficit  of  $40,928. 


SYRACUSE,  LAKESIDE  &  BALDWINSVILLE  RY. 
Since  Mr.  W.  B.  Rockwell  became  manager  of  the  Syracuse, 
Lakeside  &  Baldwinsville  Ry.,  on  July  i,  1902,  the  road  has  made  a 
remarkably  good  showing,  largely  on  account  of  reduced  operating 
expenses.  The  annual  report  shows  the  net  receipts  for  the  fiscal 
year  ending  June  30,  1903,  to  have  been  $34,217,  as  compared  with 
$13,141  for  the  previous  year,  a  gain  of  more  than  160  per  cent. 
The  gross  receipts  were  $87,950,  as  against  $87,835,  and  the  operat- 
ing expenses  $53,733,  compared  with  $74,714.  In  1902  there  was  a 
deficit  of  $14,935 ;  (his  year  there  was  a  surplus  of  $6,726.  The 
fixed  charges  and  taxes  were  about  $28,000  for  each  year.  The 
showing  is  the  more  remarkable  when  it  is  consiilered  that  the  gross 
receipts  were  nearly  the  same,  wages  were  increased  approximately 
10  per  cent  and  fares  were  materially  reduced  to  regular  patrons. 


766 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  9 


Where  formerly  four  c.irs  witc  i-niployi'il  to  take  care  of  through 
traffic,  three  are  now  used,  and  the  service  has  not  siifTered.  For 
the  lake  resort  business  three  double-deck  cars,  with  nine  men  to 
run  lluni,  used  to  be  employed,  while  t\ovt  two  cars  and  four  men 
perform  the  same  service.  The  employes  have  been  carefully  drilled 
and  accidents,  and  resulting  damage  claims,  are  fewer. 

LOUISVILLE  &   SOUTHERN   INUI.W.A. 

The  New  Albany  (Ind.)  Street  Railway  Co.  has  executed  a  lease 
to  the  Louisville  &  Southern  Indiana  Traction  Co.,  transferring  to 
the  latter  all  its  property.  The  lease  is  for  25  years  at  an  annual 
rental  of  $500.  The  lessee  assumes  all  debts,  contracts  and  obliga- 
tions of  the  street  railway  company,  including  an  issue  of  $250,000 
5  per  cent  bonds,  and  also  agrees  to  pay  preferred  stockholders 
the  divideiid.s  as  they  mature.  The  $250,000  bond  issue  is  guaranteed 
by  the  United  Gas  &  Electric  Co.,  which  agrees  to  deliver  to  the 
traction  company  2,000  shares  of  common  slock,  par  value  $200,000, 
and  to  furnish  electrical  power  for  25  years.  A  deed  has  also  been 
filed  for  record  transferring  all  the  property  of  the  Southern 
Indiana  Interurban  Co.,  the  consideration  Iwing  $2,000,000,  the 
transfer  being  necessary  because  of  the  traction  company's  change 
of  name. 

The  stockholders  of  the  Louisville  &  Southern  Indiana  Traction 
Co.  have  voted  to  issue  $1,000,000  of  5  per  cent  bonds,  the  money 
to  be  used  in  building  new  lines  and  equipping  the  bridges  for  en- 
trance into  Louisville.  The  company  has  a  20-year  lease  for  the 
use  of  the  Big  Four  bridge  and  is  negotiating  for  the  use  of  the 
Kentucky  and  Indiana  bridge. 

LOUISVILLE  TRACTION   CO. 

The  Louisville  Traction  Co.,  which  was  recently  incorporated  to 
take  over  the  Louisville  Railway  Co.,  has  an  authorized  capital  of 
$2,500,000  of  5  per  cent  cumulative  preferred  stock  and  $12,000,000 
of  common  stock.  According  to  the  plan  of  reorganization  the 
traction  company  will  give  for  the  preferred  stock  of  the  Louisville 
Railway  Co.  an  equal  ainount  of  the  preferred  stock  of  the  Louis- 
ville Traction  Co.,  and  also  give  in  its  common  stock  20  per  cent  of 
the  amount  of  such  preferred  stock.  For  each  share  of  the  com- 
mon stock  of  the  Louisville  Railway  Co.,  with  the  additional  pay- 
ment of  $55,  the  traction  company  will  issue  three  shares  of  its 
common  stock.  The  new  stock  will  be  delivered  Apr.  i,  1904.  The 
common  stock  deposited  will  draw  interest  at  the  rate  of  5  per  cent 
per  annum  from  July  i,  1903.  to  Apr.  I,  1904,  payable  quarterly; 
cash  payments  at  the  rate  of  5  per  cent  per  annum  from  the  time 
the  payments  are  made  to  Apr.  I,  1904,  and  preferred  stock  at  the 
rate  of  5  per  cent  from  Apr.  i,  1903,  to  .\pr.  i,  1904,  payable  semi- 
annually. The  Fidelity  Trust  &  Safety  Vault  Co.,  and  the  Colum- 
bia Finance  &  Trust  Co.,  both  of  Louisville,  are  depositaries. 

Up  to  September  lOth  54.000  of  the  60,000  shares  had  been  de- 
posited, 6,000  shares  only  being  then  out.  I  lie  cimipany  has  al- 
ready paid  off  $600,000  of  its  borrowed   money. 

ITHACA  STREET  RAILWAY  CO. 

Following  is  the  statement  of  the  Ithaca  (N.  Y.)  Street  Railway 
Co.  for  the  quarter  ending  June  30th: 

11JO2,  1903.  Increase. 

Earnings    from    operation $21,238  $23,011  $  1,773 

Miscellaneous  earnings   4,823  6.625  ■.^2 

Total  earnings   26,061  29.636  3..';"5 

Operating  expenses   26,621  15.137  **ii.4K4 

Net   earnings    *      559  I4,4<»  15.058 

Fixed  charges    "5,720  5,217  **      503 

Net  income *  6,279  9,281  15,560 

♦Deficit.     **Decrease. 


CINCINNATI,  NEWPORT  &  COVINGTON 
The  statement  of  the  Cincinnati,  Newport  &  Covington  I 
Traction  Co.  for  July  is  as  follows : 

1902.  1903.      Ii 

Earnings  from  operation $9^,976      $iog.oo6 

Operating   expenses    36.4.15  42.858 

Miscellaneous  expenses  13.978  16,839 

Total  expenses SO.414         59,697 

Net  earnings   41,562         49,3oS 

Fixed  charges   21,670         20,929 


,ighl  & 

icrease. 
$17,030 

6423 
2,861 
9,283 
7,746 
*74i 


Net    income lO^Ji  28,379  8487 

Oper.iting   ratio   S481  -.5476  *.O0O5 

•Decrease. 

For  the  six  months  ending  June  30,  1903,  the  gross  earnings  were 
$573..l84,  as  against  $519,241  in  1902;  operating  expenses,  $238,750 
in  1903  and  $215,189  in  1902;  net  earnings,  $234,419  in  1903  and 
$222,256  in  1902;  operating  ratio,  .5911  in  1903  and  .5719  in  1902. 


INTERNATIONAL  TRACTION  CO. 

Following  is  the  comparative  statement  of  income  account  of  the 
International    Traction  Co.,  Buffalo,  for  July: 

ig02.            1903.  Increase. 

Earnings  from  operation $328,627      $390,4'3  $  61,785 

Operating  expenses    162,179        190,490  28,311 

Net  earnings 166448         199.923  33474 

Fixed     charges,     including     interest, 

taxes,  rental,  etc 127,393        134.990  7,596 

Net  income   39.055          64.933  25,877 

Operating  ratio   503              -497  *oo6 

♦Decrease. 


BROOKLYN  HEIGHTS  R.  R.  CO. 

The  Brooklyn  Heights  Railroad  Co.  reports  for  the  quarter  end- 
ing June  30,  1903,  and  for  the  year  ended  the  same  date  as  follows: 

F'or  the  quarter  ended  June  30 — 

1903.  Increase. 

Gross    earnings    $3,358,250  $303,686 

Total    net    earnings 1,412,508  129,364 

Surplus    312,869  102,873 

F'iscal  year — 

Gross  earnings    $12,357,041  $831,839 

Total  net  earnings  5.925-491  885,894 

Surplus 735,584  *864,740 

♦Deficit  last  year  $129,156. 


CHICAGO  &  MILWAUKEE, 

The   Chicago    &    Milwaukee   Electric   Railway   Go's,    comparative 
statement  of  earnings  for  August  is  as  follows : 

1902.            1903.  Increase. 

Gross    earnings    $25,529        $30,465  $4,936 

Operating  expenses    7,221            8,746  1.525 

Net   earnings    18,308          21.719  3-411 

From  January  ist — 

Gross  earnings  $128,058      $153,715  $25,657 

Operating  expenses    .' 52,858          57-1 16  4.258 

Net  earnings 75,200         96,599  21,399 


MON  TREAL  STREET   RAILWAY   CO. 

Following  is  the  comparative  statement  of  earnings  and  expenses 
of  the  Montreal  Street  Railway  Co.  for  the  month  of  July: 

1902.  1903.       Increase. 

Earnings    from    operation $194,194      $212,337      $18,142 

Miscellaneous  earnings  4.461  3,899      *       562 

lotal  earnings   198,636        216,236  17,580 

Operating  expenses    93,9^6        116,157  22,190 

Net  earnings  104.689        100,679      *    4,610 

Fixed  charges 19-929  24.696  4,766 

Net  income  84.759  75.383      *    9.376 

Operating  ratio    4839  -5470  -0631 

♦Decrease. 

The  net  earnings  for  10  months  ended  July  3'.  1903.  decreased 
$24,608,  and  the  net  income  for  the  same  period  showed  a  deficit 
of  $40,743.  although  the  gross  earnings  increased  $144,341. 


rilU.ADKLPill.X  CO.  AND  AFFILIATED  CORPOR.VITONS. 
Comparative   statement    for   July   of    Philadelphia    Co.,    Equitable 
Gas  Co.,  Consolidated   Gas  Co.  of  the  City  of  Pittsburg,  the  .Mle- 
gheny  County  Light  Co.,  and  Pittsburg  Railways  Co. : 

1902.  1903.      Increase. 

Earnings  from  operation   $1,111,338    $1,222,579    $111,241 

Miscellaneous  earnings  30,670  21,808    *    8,862 

Operating  expenses    708,300         785.529        77,229 

Net  earnings  433.708        458,858        25,150 

Fixed  charges 307,537         3i9,i37        11,600 


Sept.  jo,  1903.] 


STREET    RAILWAY    REVIEW. 


767 


>«et    income    •02,J34         1 15.784        13.550 

Available  for  Philadelphia  Co 102,234         115.627        I3,39J 

'Decrease. 

For  the  six  months  ending  June  30.  1903,  the  gross  earnings  were 
$7,728,567,  an  increase  of  S878.102;  net  earnings,  $3,442,942,  an  in- 
crease of  S276.962. 


L.\KE   SHORE  ELECTRIC, 

The  earnings  of  the  Lake  Shore  Electric  Railway  Co.  for  the 
first  23  days  of  August.  1903,  were  $57,560.  against  $33,313  for  the 
•corresponding  period  of  last  year,  a  gain  of  $24,246.  The  average 
daily  earnings  for  the  23  days  were  $2,502,  against  $1,448  for  the 
same  period  in  1902,  an  average  daily  gain  of  $1,054.  For  the  first 
six  months  of  this  year  the  gross  earnings  were  $259,903,  an  in- 
crease of  $60470  over  the  first  six  months  of  1902;  operating  ex- 
penses, $184,376,  an  increase  of  $51,425;  fixed  charges,  $75,526.  an 
increase  of  $9,044;  operating  ratio,  .7094,  an  increase  of  .032S. 

Following  is  a  tahle  showing  the  earnings  of  the  road  for  the 
first  seven  months  of  the  present  year  as  compared  with  the  same 
period  of  1902: 

1902.  1903. 

January     $29,746        $34,749 

February    24,690  32.030 

March    32,.347  4^,309 

.-Vpril    31.562  4^,501 

May    .38.219  51.448 

June    42,936  56.822 

July    49.121  67,186 


MANCHESTER  CORPORATIOX    I'RAMWAYS. 

The  annual  report  of  the  Manchester  (Eng.)  Corporation  Tram- 
ways for  the  year  ended  Mar.  31,  1903,  has  been  received.  The 
report  of  the  Tramways  Committee,  which  was  submitted  by  Mr. 
D.  Boyle,  chairman,  shows  that  during  the  year  three  new  routes 
were  opened,  comprising  57  miles  531  yards  measured  as  single 
track,  making  a  total  of  77  miles  1,611  yards  open  for  traffic.  The 
gross  earnings  for  the  year  were  £317,960;  operating  expenses, 
.£193.989;  net  earnings,  £123,970.  to  which  is  added  bank  and  other 
interest  amounting  to  £2,595,  leaving  £126,566  available  to  be  applied 
to  fixed  charges  and  other  obligations.  The  net  earnings  for  the 
preceding  year  aggregated  £63,456.  which  included  £13.548  transferred 
from  surplus  account.  The  total  operating  expenses  per  car  mile 
amounted  to  6.95d.,  as  compared  with  8.iod.  the  preceding  year. 

The  total  cost  for  power  for  the  year  was  £53,126;  traffic  ex- 
penses, £100,311,  of  which  wages  of  drivers,  guards  and  traffic  staff 
amounted  to  £62,811;  management  expenses,  £20.783;  maintenance, 
£•9.767.  The  balance  sheet  shows  the  total  liabilities  as  £1,251.275; 
total  outlay  and  assets.  £r,.309,62S,  the  outlay  during  tlie  year  amount- 
ing to  £597,541. 

During  the  year  66,849,457  passengers  were  carried,  the  total  re- 
ceipt'   fr<ini   ihi*   source  being  £306,249. 


NEW   ORLEANS   RAILWAYS   CO. 

The  semi-annual  statement  of  the  New  Orleans  Railways  Co., 
<lated  June  30,  1903,  has  just  been  issued.  In  it  the  president,  Mr. 
E.  C.  Foster,  states  that  the  result  of  operation  for  the  six  months 
shows  as  follows : 

Income:  Dividends,  interest  and  undivided  surplus,  on  account 
of  securities  of  constituent  companies  owned  by  the  Railways  com- 
pany. $424,229. 

Charges :  Taxes,  $3.705 ;  general  expenses,  $9,595 ;  interest  on 
bonds,  $400,702;  total,  $414,003. 

Surplus  for  six  months  ending  June  ,30,   1903,  $10,225. 

Special  attention  is  called  to  the  following  facts : 

New  Orleans  &  Pontchartrain  Railroad  :  That  while  over  $240,000 
has  been  expended  on  the  New  Orleans  &  Pontchartrain  Railroad, 
the  railroad  is  still  in  process  of  construction,  so  that  the  Railways 
company  has  received  no  appreciable  income  or  benefit  from  the 
moneys  expended. 

Betterments  and  Improvements:  .Since  the  organi;<ation  of  the 
railways  company  there  has  Iwcn  expended  approximately  $1,500,000 
in  betterments  and  improvements  to  the  various  properties,  from 
which  the  expected  benefits  are  only  now  commencing  to  be  realized. 
In  the  electric  light  and  power  department  one  unit  of  1,050  kw.  ca- 
pacity was  installed  complete,  ready  for  regular  operation  on  or  al)Out 


July  6,  1903,  and  a  second  unit  of  1,000  kw,  capacity  is  expected  to 
be  brought  into  operation  by  the  end  of  this  month,  thus  increasing 
the  capacity  of  this  plant  from  3,200  to  5,250  kw.,  an  increase  of  64 
per  cent.  In  the  new  power  house  a  new  unit  of  i.SOO  kw.  was  put 
into  operation  on  or  about  February  8,  1903.  A  second  unit  of  2,250 
kw.  capacity  is  expected  to  be  installed,  ready  for  operation  about 
December  i,  1903,  and  a  third  new  unit  of  2,250  kw.  now  under 
order  is  expected  to  be  installed  ready  for  operation  in  time  for  use 
during  the  Mardi  Gras  season  of  1904,  making  a  total  of  6,000  kw. 
of  new  and  most  modern  electric  equipment  installed  in  the  new 
power  house.  Upon  the  completion  of  these  new  units,  operated 
with  the  present  boiler  plant,  it  is  expected  that  there  will  be  an  an- 
nual net  saving  cost  of  operation  of  over  $20,000,  due  to  economies 
to  be  obtained  by  shutting  down  several  of  the  various  plants  now 
being  operated  under  adverse  conditions  as  to  location  and  apparatus. 
With  the  installation  of  a  proposed  new  l)uiler  plant,  the  estimated 
annual   saving  will  amount  to  approximately  $60,000. 

The  company,  in  order  to  take  care  of  the  increased  demand  for 
gas,  the  price  of  whicli  had  been  reduced,  has  expended  about 
$300,000  for  improvement. 

During  past  six  months  the  cunipany  \\a.'  called  upon  to  meet 
large  unexpected  charges,  which  include  an  increase  in  taxes  amount- 
ing to  $40,506;  increase  in  wages  of  motornien  and  conductors, 
$37,944  ■  increase  in  cost  of  fuel,  $45,588,  and  reduction  in  price 
for  municipal  lighting.  $26,472.  a  total  of  $150,512. 


B.  R,  T.  ANNUAL  REPORT. 

The  annual  report  of  the  Brooklyn  Rapid  Transit  Co.  was  made 
public  September  I2tb,  Following  is  the  summary  of  operation  for 
the  year : 

Gross  Earnings — Passenger,  $13,086,840;  freight,  mail  and  ex- 
press, $75,658;  advertising.  $117,823;  total  earnings  frotn  operations, 
$13,280,321. 

Operating  Expenses — Maintenance  of  way  and  structure,  $495,188; 
maintenance  of  equipment,  $812,600;  operation  of  power  plant  (a), 
$1,680,751;  operation  of  cars — trainmen's  wages,  $2,542,214;  opera- 
tion of  cars — other  expenses.  $908,310;  damages  and  legal  expenses, 
$956,730;  general  expenses,  $535,286;  total  operating  expenses,  $7,- 
931,079;  net  earnings  from  operation,  $5..'?4g,242. 

Income  from  Other  Sources — Rent  of  land  and  buildings,  $81,877; 
rent  of  tracks  and  structure,  $09,054;  miscellaneous.  $96,562;  total  in- 
come. $5,626,735. 

Deductions — Taxes.  $757,789;  interest  and  rentals,  net.  $3,904,068; 
total  deductions,  $4,661,857;  net  income,  $964,878;  .special  appropria- 
tions, $168,095 ;  surplus  for  the  year,  $796,783 ;  sundry  accounts  from 
previous   years   charged   off,   $40,386;    balance  to   credit   of   surplus, 

$756,397. 

The  gross  earnings,  which  were  the  greatest  in  the  liistory  of  the 
company,  show  an  increase  of  $769,699,  while  the  gain  in  net  earn- 
ings over  1902  was  $1,022,517.  The  net  returns  would  have  been 
greater  had  it  not  been  for  unusual  expenditures  under  the  heading 
"operation  of  power  plant,"  these  including  $109,337  paid  for  hired 
power  and  $283,979  increase  in  the  cost  of  coal  due  to  the  coal  strike. 
The  passenger  earnings  are  divided  as  follows ;  Surface,  $9,284,157, 
an  increase  of  $234,928;  elevated  and  bridge.  $3,802,683.  an  increase 
of  $5.^647, 

Of  the  operating  exi)eii>cs  llie  total  aiuoniil  of  ii-.iinmen's  wages 
is  $2,542,214,  a  decrease  as  compared  with  the  preceding  year  of 
$63,116,  The  damage  and  legal  expenses  this  year  are  $956,7.^0,  a 
decrease  of  $1,38,015,  'IMicre  was  also  a  decrease  in  the  maintenance 
of  equipment  account  of  $,?48.,399,  and  a  total  decrease  of  operating 
expenses  of  $252,818, 

There  was  an  increase  in  taxes  of  $14,972,  ami  of  iiUerest  and 
rentals  of  $171,435.  The  income  from  rent  of  land  and  buildings, 
rent  of  track  and  structure  and  miscellaneous  showed  an  increase  of 
$25,447,  and  a  total  increase  in  the  total  income  of  $1,047,964,  T'he 
increase  in  the  net  income  is  $861,557,  .-igainsl  which  is  charged  an 
increase  in  special  appropriations  of  $83,667, 

The  mileage  of  the  system  is  251  miles,  of  which  242  is  double 
track.  In  addition  there  are  35  miles  of  sidings  and  turnouts.  Dur- 
ing the  year  there  was  added  to  car  equipment  120  open  elevated 
cars,  16  open  surface  cars,  34  combination  surface  cars,  10  freight 
gondola  cars  and  2  snowplows. 

In  his  report  the  president,  Mr.  Edward  W.  Winter,  says  that 
the  new  central  power  station  is  progressing  toward  completion  and 
is   expected    to   be   fully   in   operation    with   its   equipment   of   eight 


768 


STREET    RAILWAY    REVIEW. 


[Vol.  XllI,  No.  9. 


4.000-I1.  p.  einfiiies  ill  the  spring  of  1904.  There  were  installed  and 
arc  ill  operation  in  the  eastern  power  station  one  new  4,000-h.  p. 
engine  with  2,700-kw.  generator  and  at  various  siib-stations  six  1,000- 
kw.  rotary  converters  and  18  static  transformers.  Sub-stations  at 
Essex  and  Halsey  Sts.  were  completed  and  put  in  operation,  and  the 
Sands  St.  sub-station  well  advanced.  Besides  a  large  amount  of 
.special  track  work  there  was  added  to  surface  tracks  9,076  ft.  of  new 
construction;  four  car  storage  yards  were  constructed;  inclines  from 
three  elevated  stations  were  constructed ;  the  work  of  equipping  the 
elevated  lines  for  operation  by  electricity  was  nearly  completed ;  a 
clubhouse  (or  employes  was  built,  the  Brighton  Beach  Hotel  was 
renovated  at  a  cost  of  $18,000,  and  there  were  several  other  substan- 
tial improvements  made. 


New  York  State  Street  Railway  Association. 


The  twenty-tirst  annual  nKeling  of  the  Street  Railway  .'\ssociation 
of  the  State  of  New  York  will  be  held  in  Syracuse  on  Juesday  and 
Wednesday,  October  6  and  7,  1903.  The  headquarters  of  the  Con- 
vention will  be  at  Yates  Hotel,  Syracuse. 

President  Rogers  informs  us  that  an  unusually  interesting  meet- 
ing is  anticipated  and  assured.  The  date  of  the  convention  this 
year  is  a  month  later  than  usual,  owing  to  the  date  at  which  the 
.Vmerican  Street  Railway  .'\ssociation  held  its  meeting,  but  it  is 
believed  that  this  change  in  the  date  will  in  no  way  detract  from  the 
interest  and  attendance  at  the  State  meeting.  Numerous  papers 
upon  important  electric  railway  subjects  will  be  presented  and 
topics  of  general  interest  and  profit  to  electric  railway  men  will  be 
thoroughly  discussed.  In  addition  to  the  interesting  and  profitable 
features  of  the  meeting,  a  splendid  program  of  entertainment,  in- 
cluding the  annual  dinner  on  Tuesday  evening,  October  6th,  has 
been  arranged  by  the  local  committee.  As  heretofore,  supply  men 
are  cordially  invited  to  participate  in  the  pleasures  and  benefits  of 
the  meeting  and  all  supply  houses  are  requested  to  send  one  or 
more  representatives,  .\rrangements  have  been  made  for  exhibits 
and  ample  .space  for  the  displ.iy  of  supplies,  small  models,  etc.,  in 
close  proximity  to  the  place  of  meeting  will  be  provided  without 
charge  to  those  who  desire  to  avail  themselves  of  the  privilege. 

It  will  be  the  aim  of  those  in  charge  of  the  association  to  make 
the  twenty-first  annual  meeting  a  largely  attended,  interesting  and 
profitable  event.  Those  who  anticipate  attending  and  especially 
those  who  will  require  space  for  exhibits  are  requested  to  com- 
municate in  advance  with  Mr.  G.  T.  Rogers,  president,  Street 
Railway  Association  of  the  State  of  New  York,  Binghamton,  N.  Y. 

Papers  on  the  following  subjects  have  been  allotted; 
"Steam  Railroad  Crossings  or  Right   .\nglc  Crossings  of  Elec- 
tric Railways." 

"Repair   Shop  Methods." 

"Hydraulics  in  Connection  with  Street   Railway  Operation." 

"Track  Construction  and  Maintenance." 

"Accounting  and  Way-Billing  on  Trolley  Express  Lines." 

"Dispatcher's  Duties  and  Electric   Signals." 

"Methods  of  Discovering  Fraudulent  Claims  for  Injury." 

"Physical  Examination  Accident  Cases." 

"Physical  Examinations  as  Aid  for  Trial   Counsel." 

In  addition  to  these  papers  upon  technical  subjects  which  always 
form  the  principal  part  of  the  program  an  allotment  of  sub-topics 
has  been  made  upon  the  following  subjects: 

"Intcrurban   Service,"  divided  into  three  heads: 

1.  Standard  Equipment. 

2.  Car  Dispatching. 

3.  Standard  Methods  of  Fare  Collection  and  Ticket  Taking. 
"Extra   Freight   and   Baggage   Service   on   Intcrurban   Lines,"    di- 
vided under  three  heads : 

1.  Traffic  Arrangements  with  Steam  Roads  and  Boats. 

2.  Traffic  -Arrangements  with  Other  Intcrurban  Lines. 

3.  Development  of  Freight  and  Express  Service. 

"The  Advantages  and  Disadvantages  of  Oil  Tail  Lights  for  Inter- 
urban  Cars." 
"Street  Car  Controllers — Their  Proper  and  Improper  Operation." 


Reorganization  of  the  Western  Electrical 
Supply  (]o. 

Owing  to  the  steady  growth  of  the  business  of  the  Western  Elec- 
trical Supply  Co.,  of  St.  Louis,  Mo.,  during  the  past  ten  years,  the 
company  has  found  it  advisable  to  increase  its  cash  capital  and  to^ 
divide  the  business  into  two  parts.  The  part  of  the  business  relating 
to  railway  supplies  and  the  building  of  electric  light  plants  and  elec- 
tric railroads  will  be  retained  by  the  old  company  which  will  here- 
after restrict  itself  to  these  departments,  in  which  it  now  has  orders 
on  hand  which  amount  to  nearly  $1,000,000. 

That  portion  of  the  business  relating  to  electrical  supplies,  with 
the  stock  and  good  will,  has  been  sold  to  the  Wesco  Supply  Co... 
which  has  been  organized  recently  with  ample  capital.  The  new 
company  will  be  under  the  personal  management  of  Mr.  R.  V.  Scud- 
dcr,  who  is  also  the  vice-president  of  the  corporation.  Mr.  Scudder 
started  in  the  electrical  business  in  1886  with  the  Western  Light 
Co.,  of  St.  Louis,  Mo.,  where  he  remained  for  several  years.  In 
1891  he  organized  the  Western  Electrical  Supply  Co.  with  which  he 
was  identified  until  two  years  ago  when  he  severed  his  connection 
with  it  and  moved  to  New  York  where  he  has  been  engaged  in  other 
lines  of  business. 

The  president  of  the  Western  Electrical  Supply  Co.,  Mr.  H.  K. 
Oilman,  has  occupied  that  position  for  the  past  ten  years  and  the 
very  rapid  growth  and  prosperity  of  the  company  has  been  largely 
due  to  his  careful  management.  Mr.  Oilman  will  retain  an  interest 
in  the  Wesco  Supply  Co.  and  will  serve  as  one  of  its  directors.  Mr. 
II.  S.  Doyle,  who  has  been  for  some  time  manager  of  the  railway 
and  mining  department  of  the  Western  Electrical  Supply  Co.,  has 
been  appointed  as  general  manager  of  that  company.  Mr.  Doyle  is 
a  graduate  of  the  college  of  engineering  of  the  Missouri  State  Uni- 
versity. He  was  for  some  time  superintendent  of  the  Sedalia  Elec- 
tric Ry.  and  later  held  the  position  as  electrical  engineer  of  the  Mis- 
souri, Kansas  &  Texas  R.  R.  For  some  years  he  was  with  the  con- 
structing engineering  department  of  the  General  Electric  Co.  and  per- 
sonally superintended  the  erection  of  some  very  large  power  plants. 
Both  companies  will  be  officered  by  old  employes  of  the  Western 
Electrical  Supply  Co.  and  will  undoubtedly  continue  the  record  of 
success  already  achieved. 

Greeting  to  Employes. 

Chattanooga,    Tenn.,   Sept.  y,   1903. 
Ill  the  Employes  of  the  Chattanooga  Electric  Railway  Co. : 

The  4th  of  July  and  Labor  Day,  Sept.  7th,  have  come  and  gone. 
These  events  stir  our  people  up  to  an  exciting  interest  as  evidenced 
by  the  great  crowds  using  our  cars  on  those  days  en  route  to  the 
park  and  other  points  seeking  relaxation  and  pleasure. 

Never  before  in  the  history  of  this  company  or  this  city  have  such 
large  numbers  ridden  upon  the  street  cars,  and  seldom  if  ever  have 
such  large  masses  of  people  been  carried  from  point  to  point  so 
successfully,  so  expeditiously  and  so  safely  as  was  done  on  these  twa 
occasions  by  the  careful  and  zealous  work  of  our  employes.  It  is 
safe  to  say  that  many  accidents  entailing  death  and  injury  were 
avoided,  and  if  the  number  of  people  so  saved  was  known  and  real- 
ized by  the  general  public  it  would  be  something  startling.  The 
management  therefore  takes  this  method  of  expressing  their  warm- 
est thanks  and  commendation  to  our  officers  and  especially  to  our 
motormen,  conductors  and  other  employes  for  the  noble  and  satis- 
factory work  done  upon  these  two  occasions.  The  management  is 
proud  of  such  men  and  the  public  we  know  are  bound  to  have  for 
you  a  latent  regard  and  appreciation.  The  position  held  by  the  con- 
scientious motormen  and  conductors  in  charge  of  electric  cars  and 
who  incidentally  have  in  their  keeping  the  comfort  and  safety  of 
thousands,  is  one  of  honor  and  trust.  It  is  even  more  than  that  in 
an  abstract  sense,  for  the  public  expect  and  receive  at  your  hands 
many  attentions  that  affect  their  interest  and  happiness. 

You  will  observe  that  the  management  accords  you  full  credit 
for  all  this,  and  that  it  is  eager  in  looking  to  your  elevation  and  gen- 
eral interest.        CHATTANOOGA  ELECTRIC  RAILWAY  CO.. 

By  J.  H.  Warner,  President. 


Plans  have  been  completed  for  a  new  brick  car  barn  for  the 
Toledo  Railways  &  Light  Co.,  on  Starr  Ave..  Toledo.  It  will  be 
80  ft.  wide  and  either  200  or  400  ft.  long,  with  six  tracks.  It  will 
cost  not  less  than  $15,000. 


The  foundation  is  laid  for  a  brick  and  stone  power  house  for  the 
Omaha  &  Council  Bluffs  Street  Railway  at  Omaha,  Neb.  It  will  be 
one  story.  140  x  170  ft.,  and  30  ft.  in  height. 


Sept.  20.  1903] 


STREET    RAILWAY    REVIEW. 


769 


More  Convertible  Cars  for  Virginia. 

The  J.  G.  Briil  Co.  recently  shipped  seven  ot  its  patented  con- 
vertible cars  to  the  Roanoke  Railway  &  Electric  Co.  of  Roanoke, 
Va.  This  is  the  third  order  for  convertible  cars  from  the  Lynch- 
burg syndicate  which  is  evidence  of  the  satisfaction  that  this  type 
of  cars  is  giving.  Roanoke  is  a  city  of  25,000  population  and  is 
situated  in  the  southwestern  part  of  the  state  of  Virginia.  It  is  an 
important  shipping  center  for  a  large  district  and  the  street  railway 
company  operates  lines  between  Roanoke,  Salem  and  Vinton.  The 
company  also  owns  a  tine  park  which  is  a  very  popular  resort  dur- 
ing the  summer  months.  The  cars  of  this  order  are  to  be  used  in 
the  city  of  Roanoke  and  will  run  a  short  distance  into  the  suburbs. 

The  construction  of  these  cars  includes  an  unusual  style  of  side 
sill.  This  sill  which  is  3^  by  7  in.  in  size,  is  plated  on  the  side 
with  ^  X  7  in.  steel  to  which  is  securely  bolted  a  ^  x  3  x  4  in.  angle 
iron  the  full  length  of  the  sill.  On  the  outwardly  extending  flange 
of  this  angle  iron  is  placed  a  smaller  sill  through  which  the  tie  rods 
are  bolted.    The  end  sills  are  4^  x  7  in. 

The  platform  knees  are  reinforced  by  angle  irons  and  the  ends 
of  the  platforms  are  protected  by  angle  iron  bumpers  of  the  Brill 
patented  type.  The  corner  posts  are  3^  in.  thick  solidly  connected 
with  panels  to  the  first  post,  the  center  of  which  is  15  in.  from  the 
corner.  From  center  to  center  of  side  posts  is  2  ft.  7  in.  and  the 
thickness  of  the  side  posts  is  3)^  in. ;  the  sweep  of  the  post  is  5  in. 
Other  principal  dimensions  are   as  follows:   from   rail   to   platform 


Arnold  Magnetic  Couplings. 

A  new  form  oi  magnetic  couplings  lias  been  put  upon  the  market 
by  the  .Arnold  Magnetic  Clutch  Co.,  of  Milwaukee,  Wis.,  consist- 
ing of  two  cast  steel  rings  which  are  carried  on  steel  plate  webs 
bolted  to  hubs  on  the  shafts  to  be  coupled.  One  of  these  rings, 
called  the  field  ring,  has  an  annular  slot  in  which  the  energizing 
coil  is  placed.  The  other  ring  acts  as  the  armature  or  keeper  and 
is  separated  from  the  field  ring  when  the  coupling  is  not  energized 
by  a  gap  of  from  1-16  to  3-16  of  an  inch,  according  to  the  size  of 
the  coupling.  Owing  to  the  spring  of  the  steel  plate  webs  the  field 
and  armature  rings  come  togcllier  when  the  field  coil  circuit  is 
closed,  and  the  magnetism  induced  by  this  circuit  holds  the  sur- 
faces of  the  two  rings  together  with  a  heavy  pressure.  To  release 
the  coupling  the  circuit  of  the  field  coil  is  opened  and  the  spring 
of  the  plates  separates  the  surfaces  of  the  rings. 

Where  a  very  quick  release  is  desired  a  simple  automatic  device  is 
provided  to  momentarily  reverse  the  current  in  the  coil  which  de- 
stroys the  residual  magnetism  of  the  field  ring  and  releases  the  keeper 
at  once.  The  magnetizing  current  is  very  small,  amounting  in  the 
large  sizes  to  a  small  fraction  of  one  per  cent  of  the  power  transmit- 
ted. Collector  rings  are  mounted  on  the  field  hub  and  a  brush  holder 
stand  is  attached  to  the  floor  or  ceiling  and  is  adjusted  so  that 
the  brushes  bear  centrally.  This  type  of  coupling  occupies  about 
the  same  space  on  the  shaft  that  is  required  by  an  ordinary  flanged 
coupling.     The  hubs  are  pressed  on  the  shaft  and  may  be  faced  true 


C'i.nvi:ktii:i,f.  c.\k  Vir  roanokk,  va.   j.  c.  hkili.  CO. 


step,  is'A  in.;  from  step  to  platform,  i2  in.;  from  platform  to  car 
floor,  7'/i  in. ;  from  rail  to  top  of  running  board,  iS'/j  in. ;  from 
running  board  to  car  floor,  16  in. ;  length  of  cars  over  end  panels. 
25  ft.  9  in. ;  length  over  crown  pieces,  34  ft.  9  in. ;  length  from  end 
panels  over  crown  pieces  4  ft.  6  in.;  width  over  sills.  6  fl.  10  in.; 
width  over  posts  at  belt,  7  ft.  9  in. 

The  interiors  of  the  cars  are  finished  in  quartered  oak  with  deco- 
rated ceilings  of  the  same.  The  seats  are  of  spring  cane  with 
reversible  backs  and  arc  32;/^  in.  long,  leaving  the  width  of  the 
aisle  i8J4  in.  and  giving  a  seating  capacity  for  36.  Tool  lx)xes  are 
placed  under  the  corner  seats.  Round  corner  seat  end  panels  of 
the  Brill  type  arc  used  which  allow  the  curtains  to  be  drawn  to  the 
floor,  and  these  panels,  together  with  the  seats,  add  to  the  stiffening 
of  the  side  posts.  The  panels  and  sashes  arc  stored  in  roof  pockets 
when  not  in  use.  The  platforms  are  equipped  with  portable  vesti- 
bules which  arc  particularly  suitable  for  this  type  of  car  in  southern 
states  and  folding  gates  of  the  Brill  type  are  provided  at  the  plat- 
form entrances.  Ash  guard  rails  arc  provided  which  move  behind 
the  grab  handles  and  which  arc  held  in  place  under  the  water  board 
by  gravity  catches  when  not  in  use.  Other  specialties  with  which 
these  cars  arc  equipped  include  "Uumpit"  sand  boxes,  "Dedenda" 
gongs,  radial  draw  bars  and  ratchet  brake  handles.  The  cars  arc 
mounted  on  Brill  "Eureka"  maximum  traction  trucks  having  33-in. 
driving  wheels  and  28-in.  i>ony  wheels,  and  a  4-ft.  wheel  base.  Each 
truck  is  equipped  with  a  .l8-h.  p.  motor  and  the  weight  of  the  car 
without  motors  is  20,700  lb. 

■»«» 

The  Worcester  &  Southbridge  Street  Railway  Co.,  which  recently 
went  into  receivers'  hands,  is  10  lie  reorganized. 


after  mounting,  if  desired,  although  ibis  is  not  essential.  Once 
mounted  there  are  no  further  adjustments  to  be  tuade.  The  faces 
of  the  two  rings  are  accurately  finished  so  as  to  make  good  con- 
tact, and  one  of  the  important  features  of  this  device  is  that  if  the 
shafts  get  somewhat  out  of  alignment  it  will  not  interfere  with  the 
operation  of  the  clutch  as  the  spring  of  the  steel  plate  webs  will 
.  take  care  of  this. 

This  type  of  coupling  is  not  adapted  tu  starling  a  load  from 
rest  and  bringing  it  up  to  the  speed  of  the  driving  shaft,  but  is 
<lcsigned  for  use  where  both  shafts  are  stationary  or  running  at 
approximately  the  same  speed.  For  example,  in  power  station  work 
a  generator  or  section  of  line  shaft  may  be  shifted  from  one  engine 
to  another  and  this  can  be  done  at  llie  switchboard  regardless  of 
the  location  of  the  generator  shaft.  Small  switches  for  opening  the 
clutch  circuit  can  be  placed  at  various  points  within  instant  reach 
of  workmen  in  order  to  effect  a  quick  release  to  prevent  accidents, 
and  the  clutch  can  be  so  wired  as  to  open  the  circuit  in  case  of  the 
breaking  of  the  belt.  It  can  aNo  be  regulated  .so  as  to  slip  when 
the  load  exceeds  a  certain  liniil,  lluis  guarding  against  excessive 
overloads. 


A  petition  has  been  filed  in  the  superior  court  at  Concord,  N.  II., 
the  object  of  which  is  the  dissolution  of  the  Concord  Street  Ry.  cor- 
poration and  the  assuming  of  the  rights  and  property  by  the  Con- 
cord &  Montreal  R.  R.,  which  avers  that  it  has  purchased  the  entire 
preferred  stock  and  more  than  three-fourths  of  the  common  stock 
of  the  street  railway  company.  I  bis  petition  is  the  first  move  under 
the  statute  passed  by  the  last  Legislature  perniitliug  llu-  Concord  &: 
Montreal  R.  R.  to  acquire  property. 


770 


STRF.F.T    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  9. 


New    Puhlicutions. 

VV'AIER  TLKIKICM  lOX  I-OR  CI  I  IKS  ItV  SL'LPll.MK  OF 
IRON.  Published  l)y  llic  .Vinericaii  Steel  &  Wire  Co.,  maker  i>f  the 
Milpliate  of  iron  coagulant  used  in  the  process  described.  The  l>ook, 
which  contains  50  pages,  5  .\  7^  in.,  embodies  interesting  reports  of 
Mr.  Ernest  F,.  Irons,  the  well-known  hacleriologisi,  and  Mr.  James 
E.  Camplx'll,  a  chemical  engineer  of  repute.  The  data  were  obtained 
at  the  Quincy  Water  Works,  at  Quincy,  Miss.,  and  deal  with  the 
purification  of  the  Mississippi  River  water  to  render  it  suitable  for 
domestic  and  commercial  uses.  The  American  Steel  &  Wire  Co. 
invites  correspondence,  its  principal  offices  being  at  Chicago,  New- 
York,  Worcester,  Denver  and  San  Francisco. 

SPECIFICATIONS  FOR  PORTLAND  AND  NATURAL  CE- 
MENTS, Adopted  1903.  Published  by  the  .American  Railway  En- 
gineering and  Maintenance  of  Way  Association.  Pamphlet  form, 
8  pages,  6.\9  in.  The  pamphlet  also  contains  the  specifications  for 
concrete  submitted  by  the  Connnittec  on  Masonry,  but  not  acted  upon 
by  the  convention  for  lack  of  time.  Price,  single  copies  postpaid,  to 
cents.    .Address  the  secretary,  1562  Monadnock  Block,  Chicago. 


A  Large  Coiiiinutator. 

The  accompanying  illustration  shows  an  assembled  commutator 
which  is  to  form  part  of  a  i,8oo-kw.  d.  c.  generator  field  under  con- 
struction in  the  shops  of  the  British  Wcstinghouse  Co.,  of  Man- 
chester, Eng.  This  generator  is  being  built  for  the  City  of  London 
Electric  Lighting  Co.  and  will  be  run  in  conjunction  with  units  of  a 


COMMUTATOR   I'OR   l,.sOil.K\V.  GENERATOR. 

similar  size  which  are  now  in  operation  at  the  Bankside  station. 
The  external  diameter  of  the  connnulalor  is  10  ft.  and  it  contains  900 
segments  of  hard  drawn  copper  around  the  circumference.  The 
generator  is  designed  for  a  normal  output  of  1,800  k\v.  at  500  volts 
and  will  be  capable  of  carrying  a  continuous  overload  of  20  per  cent. 
This  commutator  illustrates  the  size  of  the  work  being  turned  out 
from  the  Wcstinghouse  works  now  that  the  organization  has  be- 
come settled  into  definite  operation.  The  development  of  this  enter- 
prise will  be  watched  with  special  interest  from  the  fact  that  some 
of  the  largest  schemes  under  consideration  for  power  distribution 
and  railway  operation  arc  now  in  the  hands  of  this  company. 

On  September  7th  llie  Danville,  I'rliana  &  Champaign  Railway 
Co's.  system  was  opened  between  Danville  and  Champaign,  111.,  a 
distance  of  3.1  miles.  The  line  is  a  liivk  in  the  McKinley  system  and 
it  is  expected  that  by  the  time  the  World's  Fair  opens  a  through  line 
will  be  in  operation  from  Danville  via  Champaign,  Decatur  and 
Springfield  to  St.  Louis. 


Wcstinghouse  Sales  Department. 

The  New  York  office  of  the  sales  organization  of  the  Wcstinghouse 
Electric  &  Manufacturing  Co.,  consisting  of  the  New  York  Sales 
Department,  Department  "I,"  the  Export  Department,  and  the 
(ieneral  .Agent's  oftice,  have  been  removed  to  the  new  Hanover  Bank 
Building,  corner  of  Nassau  and  Pine  Sts.  The  new  offices  occupy  the 
entire  17th  floor  of  this  building,  where  the  arrangements  and  facil- 
ities will  be  of  the  best,  both  for  the  representatives  of  the  company, 
and  the  public  with  whom  they  do  business.  The  mail  address  of  the 
-everal  departments  of  the  Sales  Organization  in  New  York  will  be 
No.  II  Pine  St.  The  telephone  numlHT,  6131  Cortlandt,  remains 
unchanged. 

The  Executive,  Financial  and  Stock  Transfer  offices  will  remain 
on  the  fourth  floor  of  the  Equitable  Building. 

The  present  organization  of  the  Wcstinghouse  Electric  &  Manu- 
facturing Co.  has  been  quartered  in  the  Equitable  Building  since  1889, 
but  the  rapid  and  material  increase  of  business  has  made  a  removal 
necessary. 


Union  Traction  Co.  to  Mine  Coal. 


Pursuant  to  the  plans  reported  in  the  "Review"  for  August,  the 
Indiana  United  Tractions  Coal  Co.,  of  which  the  Indiana  L'nion 
Traction  Co.  is  the  principal  member,  has  arranged  to  take  over 
4,500  acres  of  coal  lands  in  Sullivan  County,  Ind.  The  price  to  be 
paid  ranges  from  $25  to  $35  an  acre,  the  fanners  being  allowed  to 
retain  the  "top"  for  farming  purposes.  Certain  rights  for  shafts, 
railroad  tracks,  etc.,  are  included  in  the  contract. 


Conductors  Indicted  for  Transfer  Thefts. 


Three  conductors  employed  by  the  Chicago  City  Railway  Co.  and 
a  newsboy  were  indicted  by  the  grand  jury  at  Chicago  September 
17th  for  the  theft  and  sale  of  transfers.  The  conductors  are  charged 
with  the  theft,  while  the  newsboy  is  accused  of  complicity  in  the 
theft  and  with  the  sale  of  the  stolen  tickets.  It  is  stated  that  col- 
lusion between  conductors  and  newsboys  is  extensive  and  that  the 
company  has  lost  thousands  of  nickels  by  the  traffic  in  transfers 
by  newsboys.  Most  of  the  transfers  are  secured  by  the  boys  from 
passengers  who  do  not  intend  to  use  them  and  are  either  begged 
or  taken  in  payment  for  newspapers. 


Automatic  Signals  at  Syracuse. 

.An  interesting  demonstration  of  what  automatic  block  signals 
will  do  occurred  at  Syracuse,  N.  Y.,  during  the  recent  State  Fair 
week.  Because  of  the  State  Fair,  Labor  Day  and  President  Roose- 
velt's visit  happening  at  the  same  lime,  an  immense  number  of  peo- 
ple had  to  be  carried  to  the  Fair  Grounds.  To  do  this  it  was 
necessary  to  divert  the  street  and  suburban  cars  to  this  purpose,  and 
in  order  to  reach  the  grounds  all  the  cars  were  obliged  to  pass  over 
a  stretch  of  single  track,  going  and  coming.  'This  piece  of  single 
track  crosses  the  New  Y'ork  Central  tracks  on  a  trestle  and  has  a 
sharp  curve  and  incline  at  each  end,  making  it  a  very  dangerous 
piece  of  road  to  operate  on  such  occasions.  Previous  to  this  year 
it  required  the  services  of  four  flagmen  to  regulate  the  cars  and  guide 
them  safely  across.  Shortly  before  State  Fair  week  the  manage- 
ment decided  to  install  a  set  of  automatic  block  signals  to  protect  this 
part  of  the  road.  On  Monday,  September  7th,  the  signals  were 
given  their  first  test,  and  although  it  was  a  very  severe  one  they 
performed  their  work  so  satisfactorily  that  within  an  hour  after 
the  beginning  of  the  trial  the  manager  sent  the  four  flagmen  back 
to  the  car  barns,  as  their  services  were  no  longer  required.  The 
cars  were  controlled  entirely  by  the  signals,  and  although  they  were 
operating  on  two-minute  headway  and  carried  over  180,000  people  in 
five  days,  they  were  able  to  do  so  without  an  accident  or  a  mistake 
of  any  kind.  The  four  chances  of  an  error  in  flagging  were  elim- 
inated and  the  cars  were  enabled  to  cross  without  being  obliged 
to  slow  up,  and  thus  maintain  schedules  throughout. 

'These  signals  were  furnished  by  'The  .American  Automatic  Switch 
&  Signal  Co.,  of  Chicago. 


'The  .Atlantic  City  (N.  J.)  &  Suburban  Traction  Co's.  power  house 
and  seven  new  cars  were  wrecked  by  a  tornado  September  i6th. 


Sept.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


771 


Nc«    Cars  for  Oakland.  C^al. 


r\\(>  New    Southern  Interurban  Roads. 


The  St.  Louis  Car  Co.  has  just  finished  an  uijcr  lor  lO  cars  for 
the  San  Francisco.  Oakland  &  San  Jose  Ry.,  one  of  which  is  shown 
in  the  accompanying  illustrations.  .-\s  will  be  seen  the  cars  are 
unusually  large  and  have  handsomely  finished  interiors.  Some  of 
the  principal  dimensions  of  these  cars  are  as  follows:  length  over 
all,  54  ft.  7'4  in.;  length  over  liody,  44  ft.  il!4  in.;  length  from  body 
over  bumper,  4  ft.  10  in. ;  length  from  corner  post  to  inside  of  crown 
piece,  .2  ft.  6  in.     The  clear  opening  of  windows  is  2  ft.  3'4  in.,  the 


Knox.  George  &  Co.,  of  New  Orleans,  consiilling,  constructiuK 
and  operating  engineers,  have  recently  been  awarded  two  important 
contracts,  one  for  building  and  equipping  an  interurban  electric  road 
out  of  Biriningbam,  .Ma.,  and  one  for  building  and  equipping  the 
Jennings  &  Northern  R.  R.  in  Louisiana. 

The  Birmingham  road  will  be  40  miles  long,  part  of  it  double 
track.  It  is  to  be  built  for  the  Birmingham  &  Steel  Cities  Railway  & 
Power  Co..  capital  $1,000,000.      Tlic  line  will  run  from   Birmingham 


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width  over  posts,  8  ft.  loJ4  in.,  and  the  width  inside  of  car  sills,  8  ft. 
8'/2  in.  The  height  of  the  car  from  the  rail  to  the  bottom  of  the  side 
sill  is  38^  in.  and  the  width  over  all  is  9  ft.  The  car  contains  32 
cross  scats  of  the  St.  Louis  Car  Co.'s  reversible  type  and  it  is 
mounted  on  the  company's  No.  32-B  trucks,  the  length  between  truck 
centers  being  32  ft.  jyi  in.  These  trucks  are  of  the  M.  C.  B.  type 
and  have  a  wheel  base  of  6  ft.  6  in.  They  are  built  for  standard  gage 
tracks  and  each  truck  is  equipped  with  a  G.  E.-66  motor. 

The  vestibules  of  these  cars  are  provided  with   folding  doors   in 
addition  to  which  there  arc  wire  gales  which  slitle  in   front   of  the 


INTERIOR  OK  OAKLAND  l  AK. 

platform  steps  preventing  any  access  to  them  when  the  gales  are 
closed.  The  interiors  of  these  cars  are  illuminated  with  arc  lights 
and  the  cars  arc  also  provided  with  arc  headlights,  both  of  which  arc 
upecialties  of  the  .St.  Ix>uls  Car.  Co. 


Work  on  the  new  general  repair  and  car  shops  of  the  Indiana 
Union  Traction  Co.  is  about  to  begin.  The  shops  will  cover  more 
than  six  acres  of  ground  and  will  cost  about  $,100,000.  They  will 
t)C  situated  directly  north  and  east  of  the  main  power  house  at 
Anderson. 


to  Enslcy,  Pratt  City,  Bessemer,  and  surrounding  towns  and  factory 
districts.  The  territory  to  be  traversed  has  a  population  uf  ii3,(X)o 
It  is  the  intention  to  carry  baggage,  express  and  freight,  as  well 
as  passengers. 

The  power  house  will  be  equipped  with  boilers  of  2,500  h.  p.  ca- 
pacity, and  the  engines  and  electrical  apparatus  will  be  of  the  most 
improved  types.  Automatic  stokers,  coal-conveyors  and  ash-handling 
machinery  are  contemplated.  The  line  construction  and  rolling  stock 
will  be  up-to-date  in  every  particular.  Sixty  cars,  both  interurban 
and  standard  city  types,  will  be  required.  Surveys  for  the  road 
have  been  begun  and  the  plans  arc  under  way.  In  addition  to  this 
being  the  largest  contract  of  the  kind  ever  awarded  to  a  New  Or- 
leans company,  it  will  be  the  longest  interurban  line  in  the  South. 
The  builders  will  operate  the  road  for  a  time  after  its  completion. 

The  Jennings  &  Northern  K.  R.  will  be  nearly  40  miles  in  length. 
It  will  run  from  a  point  on  Lake  Cha_rli's  in  Calcasieu  Parish  to  a 
northern  connection  with  the  Te.xas  &  Pacific  Ry.  Work  on  the 
main  line  has  not  begun,  but  the  grading  for  a  spur  line  from  Jen- 
nings to  the  Jennings  oil  fields  is  practically  completed  and  it  is 
expected  to  have  the  branch  in  operation  by  January  isl.  I'lie  build- 
ers will  also  operate  the  road. 

Knox,  George  &  Co.  have  offices  in  Chicago  and  New  Orleans. 
George  W.  Knox  is  president  of  the  company,  James  Z.  George,  vice- 
president  and  general  manager,  and   ,\.   II.  (tc(trg<',  secretary. 


Will.  Wharton,  Jr.  &  Go's.  Catalog. 

I'be  new  eatalcig  (No.  10)  of  rails  and  special  track  work  just 
issued  by  William  Wharton,  jr.,  &  Co.,  Inc.,  of  Philadelphia,  and 
which  was  distributed  at  the  street  railway  convention,  is  one  of 
the  finest  productions  of  the  kind  that  lias  come  to  band.  Il  con- 
tains iKo  pages,  g  X  II  in.,  handsomely  printed  on  colored  paper 
and  bound  in  crimson  doth  boards.  It  is  profusely  illustrated,  and 
|)age  and  alphabetical  indexes  make  il  easy  to  locale  the  desired 
subject.  Particular  attention  is  called  to  the  introduction  of  Man- 
ganese steel  in  track  work,  for  which  the  company  has  the  .sole 
right  in  the  United  Slates.  The  views  contained  in  this  catalog 
show,  among  others,  some  of  the  most  important  special  track 
layouts  in  the  world.  There  arc  also  numerous  diagrams  and  tables, 
and,  in  fact,  everything  of  interest  in  conncclion  with  work  of  this 
character. 

»«» 

I  he  Georgia  Railway  &  lileclric  Co,  on  Sepleiiibrr  iitli  put  in 
operation  a  suburban  ex|)ress  car  for  the  Iraiispnrlalion  nf  express 
aiul  freight  lo  the  suburbs  of  Atlanta. 


72 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII,  No,  9. 


.V  Si>ii\cnii-  for  the  .\sUiiit;. 


Tilt  Mas^acllllSl.■tts  Cliciiiical  Co.,  170  Suninicr  St.,  Bu>u>ii,  cli^- 
iribiitcd  as  a  souvenir  at  the  recent  .street  railway  convention  riili- 
l>er  mats  for  nse  under  cuspidors,  the  mats  heiiiK  a  product  of  the 
company's  Walpolc  rubber  works.  The  ileuiaiid  diil  not  cease  with 
the  convention,  for  the  company  has  since  received  many  letters 
asking  if  it  has  any  of  these  useful  souvenirs  left.  The  company 
slates  that  it  will  be  pleased  to  send  a  souvenir  to  any  applicaiu  who 
will  forward  the  name  of  the  railway  company  with  which  he  is  con- 
nected and  the  position  he  holds. 


Inipr<»vcincnts  on  the  Union  Loop,  Chicu^o. 

I  he  L'nion  ^Loop)  Elevated  Kailroad  Co.,  of  Chicago,  is  now 
engaged  in  extending  the  plalfornis  at  its  stations,  an  improvement 
which  will  increase  the  capacity  of  the  loop  about  35  per  cent  and 
provide  for  all  increase  of  tralVic  that  can  be  handled  through  the 
.several  inlcrlocking  junctions.  ,\  plan  now  under  consideration  by 
the  management  to  be  carried  out  in  the  course  of  a  few  years  when 
the  capacity  of  the  present  interlocking  junctions  is  reached,  provides 
for  the  elevations  of  portions  of  the  outer  track  of  the  loop  to 
eliminate  the  grade  crossings  with  the  lines  using  the  inner  loop, 
i'lie  plan  is  to  begin  at  Madison  St.  and  Wabash  .'\ve.  and  gradually 
elevate  the  outer  track  until  at  Van  Buren  and  Wabash  it  is  high 
enough  to  permit  the  South  Side  trains  to  pass  under  it.  The  ele- 
vated track  will  continue  in  Van  Buren  St.  clearing  the  Metropolitan 
junction  in  Fifth  .-Xve..  and  return  to  the  present  elevation  at 
Qnincy  St.  and  Fifth  .\ve.  A  similar  elevation  of  the  incoming 
tracks  at  the  northwest  corner  of  the  loop  would  enable  incoming 
trains  to  clear  outgoing  Northwestern  trains,  the  superstructure  in 
I.akc  St.  coming  to  the  present  elevation  at  State  St. 

When  the  outer  loop  is  thus  elevated  moving  stairways  will  be 
insialled  in  ihe  State,  Dearborn  and  La  Salle  St.  stations. 


Half  Fares, 


The  Indianapolis  &  Eastern  Railway  Co.  celebrated  the  open- 
ing of  its  line  to  New  Castle,  Ind.,  September  nth,  by  inviting  the 
leading  business  men  of  New  Castle  to  ride  over  the  line  in  the 
tirst  car  leaving  that  city.  The  party  was  entertained  at  dinner  al 
Greenfield,  also. 


The  Dunkirk  &  Fredonia  Railroad  Co..  of  Fredonia.  X.  V.,  trans- 
ported without  accident  over  35.000  passengers  from  Dunkirk  and 
I'redonia  to  Central  Park  on  the  recent  State  Fair  days  and  Labnr 
Day,  which  is  considered  a  fine  record  for  an  electric  railway  unac- 
customed to  heavy  traffic. 


The  Indiana  Union  Traction  Co.  recently  built  at  its  shops  at  .Vn- 
derson.  Ind.,  an  express  and  freight  car  which  gives  such  satisfac- 
tion that  six  iijore  of  the  same  pattern  w'ill  be  made  at  once.  The 
company  has  purchased  land  in  Alexandria  for  a  new  freight  station, 
15x90  ft.,  which  is  in  course  of  erection. 


The  Youngstown  &  Southern  Railway  Co.  has  purchased  i.ioo 
acres  of  laiid,  including  coal  and  surface  rights,  situated  in  the 
West  Point  (O.)  coal  field.  The  price  was  about  $50,000.  The 
company  proposes  to  make  coal  mining  an  important  part  of  its 
business.     It  also  owns  about  1,200  acres  at  North  Lima.  O. 


The  Lake  Shore  Electric  Railway  Co.  plans  to  extend  the  service 
of  the  Electric  Package  Co.  over  the  entire  line  and  abolish  general 
freight  service  from  Norwalk  to  Toledo,  at  least  until  it  can  secure 
a  freight  depot  and  extensive  terminals  that  will  simplify  the  freight 
business.  In  the  meantime  it  will  confine  its  attention  to  package 
freight  at  express  rates. 


The  Sterling  (III.X  Dixon  &  Eastern  Electric  Ry.  has  purchased 
nine  motor  cars,  four  for  city  use  and  five  for  interurban  traffic.  The 
interurban  cars  will  be  50  ft.  long,  9  ft.  wide,  and  weigh  about  8 
tons  each.  The  .seating  capacity  will  be  60  persons.  One  of  the 
interurban  cars  will  be  used  for  baggage,  and  also  to  deliver  milk 
to  the  Dixon  milk  factory.  Nine  trailer  cars  have  been  purchased, 
alsr>. 


How  the  Tnilley  Raises  Rural  Tastes. 

IIV   JOHN   l-AKSON.  I'HESIUENT  CALUMET  KLKCTKIC  STHKKT 
HMI.WAY  CO.,  IN  THE  CBICAOO  TRIBI'NK. 


\\  nlun  the  last  lour  or  five  years  the  extension  of  mierurban 
electric  railways  has  worked  a  notable  change  in  Ihe  character  of 
rural  cunnuunities  Throughout  the  state  of  Ohio,  all  oVcr  northern 
aii<l  eastern  Indiana,  and  through  several  of  the  counties  adjoining 
our  own  perfect  networks  of  electric  railway  systems  have  been  built 
within  an  incredibly  short  time.  Before  these  roads  were  con- 
structed people  living  in  the  country  made  only  occasional  visits  to 
the  city,  while  even  to  the  inhabitants  of  the  towns  and  villages 
along  steam  railroad  lines  the  trip  was  attended  with  so  much  in- 
convenience it  was  rarely  made. 

The  railways  stopped  perhaps  a  train  a  day  each  way  at  the 
smaller  stations,  but  in  most  of  these  cases  the  trains  were  scheduled 
at  such  hours  that  it  was  impossible  to  transact  any  busmess  in  the 
city  and  return  the  same  day.  Now  any  one  living  within  fifty  to 
eighty  miles  of  Cincinnati,  Columbus,  Cleveland,  Detroit,  Indianap- 
olis, or  Chicago  may  leisurely  journey  to  his  metropolis,  spend  sev- 
eral hours  in  marketing  or  in  transacting  other  business,  and  reach 
his  home  the  same  day. 

Not  only  have  these  helps  to  transportation  made  local  travel  more 
convenient  and  more  saving  of  time,  but  they  have  changed  mate- 
rially the  character  of  small  towns  and  cities.  More  than  this,  they 
have  affected  the  tastes  and  the  manners  and  customs  of  the  people, 
Ihis  eflfect  is  not  unlike  the  influence  of  the  post  roads  in  the  best 
days  of  the  Roman  empire  when  the  city  and  the  provinces  were 
linked  so  closely  together  by  excellent  systems  of  roads  that  urban 
civilization   permeated   the   entire  empire. 

It  is  always  true  that  one  opportunity  breeds  a  desire  for  more 
opportunities.  The  rural  citizen  who  can  now  visit  Chicago  once  a 
week  with  less  inconvenience  than  four  trips  a  year  gave  him  before 
the  electric  roads  were  built  has  come  to  accommodate  himself  to 
the  ways  and  the  tastes  of  the  city.  He  reads  the  city  papers  daily. 
1  le  has  found  interests  there,  and  must  keep  pace  with  them.  More 
magazines  and  books  find  their  way  to  his  parlor  table.  He  has 
unconsciously  absorbed  much  of  the  life  of  the  city,  and  many  of  its 
tastes  have  become  his  own. 

Travelers  in  the  rural  districts  of  Arkansas  or  the  mountains  of 
North  Carolina  and  southern  Kentucky  have  noticed  that  while  the 
cliildren  have  almost  uniformly  bright,  pretty  faces,  the  men  and 
women  seem  altogether  dispirited  and  lacking  in  intelligence.  These 
people  never  touch  the  life  of  the  cities.  Seldom  do  they  go  beyond 
the  confines  of  their  own  stony  plantations,  for  roads  are  too  poor 
for  travel  even  on  horseback.  The  women  almost  never  visit  even 
the  smaller  towns,  and  the  ideas  that  prevail  are  the  ideas  of  fifty 
years  ago.  Here  the  effect  of  the  separation  of  the  city  from  the 
country  is  seen  at  its  maximum.  To  the  extent  that  the  life  of  the 
centers  of  activity  can  be  shared  with  the  less  populated  districts. 
Ihe  civilization  of  the  entire  country  will  be  enhanced. 

This  ease  of  communication  with  the  city  has  brought  keen  com- 
petition to  the  country  store.  It  can  no  longer  satisfy  its  patrons 
with  cast  off  styles.  It  must  be  up  to  date.  Its  show  windows  are 
tastefully  arranged,  and  a  better  grade  of  goods  is  carried. 

Of  little  less  importance  is  the  opportunity  for  recreation,  with  its 
beneficial  effect  upon  the  health  and  happiness  of  hard  working  peo- 
ple. Particularly  is  this  true  of  the  busy  housewives,  whose  little 
journeys  are  no  longer  of  such  rare  occurrence  as  to  be  epochs.  The 
actual  toil  of  the  average  farmer's  wife  is  not  half  so  hard  to  bear 
as  its  monotony. 

This  development  is  not  due  to  one  movement  alone,  and  the 
beneficial  effect  of  the  extension  of  postal  rural  delivery  routes  and 
the  building  of  telephone  lines  in  the  farming  districts  must  be  ad- 
luitlcd.  But  above  and  beyond  this,  the  traction  lines  reaching  out 
from  our  large  cities  have  probably  been  of  more  value  in  the  de- 
velopinent  of  our  smaller  towns  and  villages  than  any  other  agencies 
now  at  work. 


It  is  stated  that  under  an  agreeiuenl  between  the  Cincinnati.  Day- 
ton &  Toledo  Traction  Co.  and  the  Miami  &  Erie  Canal  Transpor- 
tation Co..  the  former's  cars  will  run  to  the  heart  of  Cincinnati  over 
the  latter's  tracks,  provided  the  necessary  legislation  is  secured.  It 
is  understood  that  the  traction  company  guarantees  the  interest  on 
the  bonds  of  the  canal  company. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


OCTOBER  20,  1903 


No.  10 


The  Utica  &  Mohawk  Valley  Railway. 


Complete   Description   of  One  of  the   Most   Important    Electric    Railway   Systems   in    New    York 

State— Histor>'  of  the  (Consolidated  Companies— Track  Construction— Arransements 

for  Power  — Siih. station    Huildings  and    Electrical    l-^quipment- Trans- 

mission    Lines  — Direct  Current    Line -Car   Houses  and 

Shops— Rolling    Stock  —  Bridges— Express 

Service— Official  Organization. 


There  are  two  ways  by  which  money  is  soiiittimes  made  from  in- 
vestments in  electric  railway  enterprises.  One  is  by  the  legitimate 
operation  of  the  rolling  stock ;  the  other  by  the  illegitimate  manipu- 
lation of  capital  stock.  It  is  unfortunately  true  that  in  the  early 
days  of  the  art  the  latter  method  was  occasionally  resorted  to,  or — 
and  it  produced  the  same  results — it  was  commonly  reported  that 
such  was  the  case.  It  was  said  that  electric  roads  were  "built  to 
sell,"  and  the  character  of  construction,  service  given  and  other  de- 
tails of  operation  received  secondary  and  oftentimes  scant  consider- 
ation.    This  reputation,   for  a  time,  kept   electric  railway  securities 


spicuous  example  of  the  high  status  that  has  been  attained  in  this  di- 
rection by  the  combining  of  sound  financial  methods  with  the  highest 
possible  standards  in  construction  and  management. 

The  Utica  &  Mohawk  Valley  Railway  Co.  furnishes  electric  rail- 
way transportation  facilities  for  nearly  half  the  Mohawk  Valley.  Its 
main  line  comprises  a  double  track  road  for  practically  its  entire 
length,  stretching  from  Rome  at  the  head  of  the  Mohawk  Valley  to 
Little  Falls,  a  distance,  as  the  crow  flies,  of  about  37  miles,  and 
with  its  branch  lines,  the  system  serves  a  territory  said  to  be  the 
most  thickly  populated  area  to  the  square  mile  outside  of  cities  in 


CONCKETK    HUKTION    UK    HKKK  I.MKIl    HHHiCK— lU    CONCRETK    .MtcllKS    Willi    .sr.\N.S    I'Kn.M    llj    j.r      lO   m'i,    KT. 


as  a  class  in  more  or  less  ill-repute  with  rcsprjiisible  bankers  and 
brokers  and  with  the  investing  public  generally.  It  can  be  stated  to 
day,  however,  with  emphasis,  that  the  "huild  to  sell"  idea  is  not  in 
favor  with  promoters  and  capitalists  and  efforts  arc  now  directed 
towards  securing  soundness  and  permanence  in  construction,  and 
intelligent  and  conservative  management  in  operation  rather  than 
toward  finding  unsuspecting  and  unsophisticated  purchasers  upon 
whom  to  unload  "doctored"  securities  of  decrepit  properties.  It  is 
gratifying  to  record  that  the  electric  transportation  industry  stands 
upon  an  entirely  diflfcrent  basis  from  that  of  ten  years  ago,  and  to- 
day electric  railway  securities,  as  a  class,  arc  as  highly  regarded  as 
arc  the  high-grade  steam  railroad  or  industrial  stocks. 

All  this  is  introductory  to  a  description  of  the  Utica  &  Mohawk 
Valley  Ry.,  because  this  property  affords  a  most  striking  and  con- 


New  York  State.  At  practically  the  central  point  of  the  system  is 
ihc  city  of  Utica  with  62,000  population,  for  which  the  Utica  & 
Mohawk  Valley  Railway  Co.  in  addition  to  its  intcrurban  connections 
furnishes  all  the  electric  railway  transportation  facilities  within  the 
city  limits  and  to  the  surrounding  suburbs.  From  Utica  cast,  the 
cities  and  towns  reached  by  the  main  line  with  their  population 
(census  of  1900)  are  as  follows:  Harbor,  200;  Frankfort,  2,664; 
Ilion,  5,138;  Mohawk,  2,028;  Herkimer,  6,748,  and  Little  Falls, 
10.381.  From  Utica  west,  the  towns  on  the  main  line  are:  Whitcs- 
lioro,  6,23s;  Oriskany,  811,  and  the  city  of  Rome,  18,000.  From 
Utica  there  are  four  lines  running  to  the  southwest,  one  line  to 
New  Hartford,  one  to  Capron,  one  to  Clinton  and  one  to  Forest 
Hill  Cemetery.  Ihc  population  of  New  Hartford  is  S.230;  of  Clin- 
ton  (inclndit)g  the  town  of  Kirkland)  3,.Soo;  of  Capron  200.     There 


774 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  lo. 


is  also  one  line  to  the  southwe.^t,  serving  the  town  of  New  York 
Mills,  with  a  population  of  1,800.  The  total  population  served  by 
the  system  in  its  entirety  approximates  125,000. 

In  the  city  of  Utica  the  local  service  is  cared  for  by  what  are 
termed  respectively  the  Eagle,  Elm,  South,  Blandiana,  Lincoln  and 
Phillip  St.  lines,  which  accommodate  all  parts  of  Utica  proper. 

The  system  of  schedules  adopted  is  interesting  as  showing  the 
service  necessary  to  properly  accommodate  the  business  in  the  terri- 
tory covered  by  the  company's  property.  On  the  main  line  a  regular 
half  hour  service   is  given  between   the   two  terminals,   Rome  and 


HISTORY    OF    ORGANIZATION    OF    THE    VARIOUS    COMPANIES 
FORMING  THE  UTICA  &   MOHAWK    VALLEY  RAILWAY   CO. 


Utica  &  Mohawk  Valley  Railway  Co.— Thla  company  was  formed  on 
Nov.  27.  1901,  as  a  consolidation  of  the  following  companies  (I 
and   II): 

I.  Utica  Belt  Line  Street  Railroad  Co.— Tills  company  was  char- 
K-rcd  June  18,  18S6.  On  Dec.  1,  1886,  the  comiiany  leased  the 
street  surface  railroad  lines  owned  and  operated  by  the  Utica. 
(,'llnton  &  BInghamlon  Railroad  Co.  In  the  city  of  Utica  and 
the  villages  of  yorkvllle.  New  Hartford  and  Whltesboro.  The 
jiropertv  was  In  the  hands  of  a  receiver  from  Feb.  1.  189:.  until 
Aug.  12.  18W.  On  the  latter  date  the  receiver  was  discharged 
and  the  road  passed  Into  the  hands  of  the  stockholders.  On 
Nov.  27.  1901.  this  company  was  merged  with  the  Utica  & 
Mohawk  RfUlroad  Co.,  forming  the  Utica  &  Mohawk  Valley 
Railway   Co. 

II.  Utica  &  Mohawk  Railroad  Co.— This  company  was  chartered 
Jan.  8,  1874,  as  a  successor  to  the  Utica  &  Mohawk  Street 
Railroad  Co.  (chartered  originally  In  June,  1869).  On  Nov.  87, 
1901.  the  Utica  &  Mohawk  Railroad  Co.  was  merged  with  the 
Utica  Belt  Line  Street  Railroad  Co.,  forming  the  Utica  &  Mo- 
hawk Valley  Railway  Co. 

On  Nov.  29,  1901,  the  following  companies  were  merged  with  the  Utica 
&  Mohawk  Valley  Railway  Co.; 

III.  Utica  Suburban  Railway  Co.— This  company  was  chartered 
Apr.  11,  1896.  In  January  1897  the  property  of  this  company 
was  leased  to  the  Utica  Belt  Line  Street  Railroad  Co..  but  on 
Nov.  29,  1901,  the  company  was  merged  Into  the  Utica  & 
Mohawk  Valley  Railway  Co. 

IV.  Deerfleld  &  Utica  Railroad  Co.— This  company  was  char- 
tered May  8,  1888.  It  was  merged  Into  the  Utica  &  Mohawk 
Vallev   Railway  Co.  on  Nov.  29.  1901. 

V.  Herkimer,  Mohawk.  Illon  &  Frankfort  Electric  Ry.— This 
company  was  chartered  Feb.  4.  1895.  as  a  consolidation  of  the 
Mohawk  &  Illon  Horse  Railroad  Co.  (chartered  Apr.  12.  1870); 
the  Herkimer  &  Mohawk  Street  Railroad  Co.  (chartered  Mar. 
3.  1871):  and  the  Frankfort  &  llion  Railroad  Co.  (chartered 
May  9.  1871).  The  company  was  merped  Into  the  Utica  &  Mo- 
hawk Valley  Railway  Co.   on   Nov.   29,   1901. 

VI.  Frankfort  &  Utica  Street  Railway  Co.— This  company  was 
chartered  Feb.  6.  1895,  and  was  merged  into  the  Utica  &  Mo- 
hawk Valley  Railway  Co,  on  Nov.  29.  1901. 

VII.  Little  Falls  &  Herkimer  Street  Railway  Co.— This  company 
was  chartered  Feb.  6.  1895.  The  road  was  never  completed 
or  operated  and  the  company  was  merged  into  the  Utica  & 
Mohawk  Valley  Railway  Co.  on  Nov.   29,  1901. 


MAP   OF  THE   UTICA  &   MOHAWK   VALLEY   RT.    SYSTEM. 


Little  Falls.  A  half  hour  service  is  furnished  between  Herkimer  and 
Frankfort,  passing  through  Herkimer,  Uion  and  Frankfort,  and  in 
conjunction  with  the  main  line  cars  giving  a  is-minute  service  be- 
tween all  these  points,  A  half  hour  service  is  provided  between 
Utica  Park,  located  just  east  of  the  outskirts  of  the  city  of  Utica, 


tracks  forming  the  main  line,  one  called  the  North  or  old  line — 
this  being  a  single  track  road ;  the  other  known  as  the  South  or  new 
line,  being  double  track  on  private  right  of  way.  The  Clinton  line 
gives  half  hour  service  between  Clinton  and  the  New  York  Central 
Depot  in  Utica ;  the  Capron  line  gives  a  40-minute  service  to  Capron ; 


VIEW    OF   MOH.\WK   VALLEY    AS    SEEN    FROM    THE    UTICA   &    MOHAWK  VALLEY   RY. 


to  New  York  Mills,  alternating  with  the  Rome  and  Little  Falls  cars. 
A   is-minute  service  is  provided  between  Utica  Park  and  Whites- 
boro,   this,   in  conjunction   with   the  other  schedules,  giving  a   j'/i- 
minute  service  through  Utica. 
Just  west  of  Utica  and  through  Whitesboro  there  are  two  sets  of 


the  New  Hartford  line  a  20-minute  service  to  New  Hartford;  and 
ihe  cars  are  sandwiched  in  such  a  way  as  to  give  a  lo-minute  service 
from  Utica  to  New  Hartford. 

On   the    city    lines    a    lo-minute    straight-away    schedule    is    main- 
tained with  sufficient  extras  to  take  care  of  the  morning  and  even- 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIl'.W. 


775 


ing  travel.  During  afternoons  there  is  given  a  special  15-minute 
service  from  the  center  of  Utica  to  Summit  Park  to  care  for  the 
park  travel.  The  business  from  Rome  to  Summit  Park  is  all  han- 
dled by  extras,  depending  on  the  travel  and  attractions  at  the  park. 

Tlie  local  system  within  the  city  of  Rome  is  owned  by  the  same 
interests  as  control  the  Ltica  &  Mohawk  Valley  Ry.  The  local  Rome 
system  comprises  7  miles  of  track  and  operates  four  cars,  giving  a 
15-minute  service  to  all  parts  of  the  city.  The  local  lines  in  Rome 
are  operated  by  power  furnished  by  the  Utica  &  Mohawk  Valley 
Railway  Co. 

The  rates  of  fare  on  the  suburban  and  interurban  lines  average 
1.42  cents  per  mile,  with  a  minimum  charge  of  s  cents  within  the 
limits  of  each  municipality  served,  except  that  six  tickets  for  25 
cents  are  sold  in  the  cities  of  Utica  and  Rome,  villages  of  Herki- 
mer, Mohawk,  Ilion  and  Frankfort.  Single  and  round  trip  tickets 
are  sold  to  suburban  and  interurban  points. 


furnished  by  the  Cleveland  Frog  &  Crossing  Co.  Porter  de-rails 
made  by  the  same  company  are  placed  at  all  crossings.  The  ballast 
is  gravel  and  crushed  stone. 

A  noteworthy  feature  in  connection  willi  the  track  construction  is 
the  very  careful  attention  that  has  been  given  to  securing  proper 
drainage.  The  roadbed  for  its  entire  length  is  double  ditched  with 
cross  drains  at  frequent  intervals.  To  the  end  that  track  surface 
and  alignment  would  be  preserved  against  disturbance  in  times  of 
excessive  rain,  streams  were  frequently  diverted  from  their  natural 
courses  to  other  locations,  and  when  necessary  to  cross  a  spring 
or  stream  or  to  build  through  low  or  marshy  land,  concrete  culverts 
were  put  in  of  ample  proportions  to  prevent  any  excessive  accumula- 
tion of  water  along  the  line  of  track.  Streams  that  could  not  be 
cared  for  by  24-in.  culverts  were  crossed  on  small  bridges  made  en- 
tirely of  concrete  or  with  concrete  abutments  and  steel  spans.  Most 
of  these  concrete  bridges  have  heavy  concrete  protecting  wing  walls. 


VIEWS  ON  UTICA  &   MOHAWK    VALLEY   RY.,  SHOWING   TRACK    AND    (1  VKFtl  I  KA  1)    I  l  )N.STHri  TION. 


Track. 
Including  interurban,  suburban  and  city  tracks,  the  Utica  &  Mo- 
hawk Valley  Railway  Co.  owns  and  operates  an  aggregate  of  114 
miles  measured  as  single  line.  For  the  most  part,  the  interurban  lines 
arc  laid  on  private  right  of  way  100  ft.  wide,  which  is  fenced  on 
both  sides  for  practically  the  entire  length  with  American  Steel  & 
Wire  Co.'s  wire  fencing  and  with  iron  gates  at  all  farm  crossings. 
The  rail  selected  is  an  80-lb.  A.  S.  C.  E.  T.  section  laid  on  oak, 
chestnut  and  Georgia  pine  ties,  measuring  6x8  in.  x8  ft.  The  rails 
arc  connected  by  "Continuous"  rail  joints  and  arc  bonded  with  10 
and  I2-in.  bonds  of  250,000  c.  m.  capacity,  supplied  partly  by  the 
American  Steel  &  Wire  Co.  and  partly  by  the  Ohio  Brass  Co.  There 
it  no  cross  bonding,  as  it  is  the  intention  eventually  to  use  one  rail 
of  each  track  as  one  side  of  the  circuit  for  a  block  signal  system. 
All  special  work  is  80-lb.  T  rail  of  "hard  center"  construction  with 
double  spring  frogs  and  trailing  switches.     T-rail  special  work  was 


Cattle  passes  are  all  constructed  of  concrete  cement  work. 

The  general  form  of  concrete  culvert  and  method  of  construction 
arc  interesting.  The  form  adopted  as  stan<lard  comprises  a  length 
of  vitrified  pipe  of  double  strength  24-in.  in  diameter,  bedded  on  a 
foundation  of  concrete  throughout  its  entire  length,  and  having  its 
ends  set  in  concrete  endwalls.  In  some  cases,  double  barrel  culverts 
were  put  in,  having  two  24-in.  pipes  instead  of  the  one. 

In  building  these  culverts  the  pipe  was  laid  on  a  concrete  founda- 
tion having  a  thickness  of  from  6  to  9  in.  Where  the  soil  was 
boggy  with  little  supporting  power,  18  to  24  in.  of  sand  and  gravel 
rammed  in  layers  was  put  in  under  the  concrete.  The  concrete  was 
carried  half  way  up  the  sides  of  the  pipe  throughout  the  entire 
length  and  dirt  filling  was  put  in  to  bring  the  surface  to  grade.  In 
the  end  walls  the  concrete  was  carried  down  approximately  2  ft. 
below  the  bottom  of  the  pipe.  In  some  cases  a  greater  depth  was 
required  in  order  lo  get  below  the  frost  line.      The  materials  com- 


776 


STREET    RAILWAY    REVIEW. 


[Vc.i..  XIII,  N...  10. 


prising  ilie  culverts  are  all-masonry  concrete,  good  gravel,  and 
Portland  cement,  mixed  \n  the  proportions  of  one  part  packed  cement, 
three  parts  loose  sand  and  seven  parts  clean  gravel. 

To  care  for  the  surface  drainage,  wooden  box  cross  culverts  12  in. 
wide  X  12  in.  deep  were  put  in  across  the  entire  width  of  the  road 
bed  at  frequent  intervals  wherever  necessary.  These  give  good 
drainage  into  the  side  ditches.  Care  was  also  taken  to  provide  for 
draining  the  water  in  the  side  ditches  away  from  the  location  of  the 


cials.  The  special  work  in  city  slrcits  is  all  of  p-in.  95-lb.  girder 
rail  of  "hard  center"  construction  furnished  by  the  Lorain  Slecl  Co. 
and  Wni.  Wharton,  Jr ,  &  Co. 

Power. 

The  company's  steam  plant,  which  was  taken  over  at  the  time  of 
consolidation  and  which  was  put  to  its  final  use  some  time  since  in 
feeding  direct  current  into  the  city  system  only,  has  given  place  to  a 


CONCKKTK  CATTLK   PASSES— ITIC.\  .V-   MOIl.WVK    VALLEY. 


roadhcd  so  that  there  can  be  no  excessive  accumulation  of  water  in 
the  ditches. 

.All  curves  are  elevated  for  a  running  speed  of  65  miles  per  hour. 

Where  the  railway  crosses  highways  at  grade,  the  crossings  are 
thoroughly  protected  with  heavy  planking  in  the  manner  shown  in 
the  illustrations.  At  each  crossing  are  placed  "Climax"  cattle  guards. 
As  required  by  the  Board  of  Railroad  Commissioners,  all  liighway 
crossings  are  protected  by  crossing  signs  reading  "Railroad  Cross- 
ing— Stop — Look — Listen."  These  are  metal  signs  supported  on  iron 
posts  supplied  by  the  Climax  Fence  Post  Co.,  of  Chicago.  The 
crossings  are  numbered  consecutively  throu.i;hout  the  entire  length  of 
the  road,  and  the  number  of  the  crossing  is  shown  in  each  case  on  a 
conspicuous  sign. 

For  enabling  persons  who   wish   10   signal   ibe  car   (o  stop,  signal 


purely  sub-station  system.  This  system  now  derives  its  power  from 
the  generating  station  at  Trenton  Falls,  some  12  miles  north  of 
Utica,  which  is  owned  by  the  Utica  Gas  &  Electric  Co.  Power  is 
purchased  of  this  company  delivered  at  the  Utica  sub-station  high 
tension  switchboard  at  20,000  volts,  7,200  alternations  per  minute, 
three  phase.  Tliese  sub-stations  are  located  along  the  line  as  shown 
on  the  accompanying  map,  and  contain  the  usual  complement  of 
machinery  for  the  transforming  of  high  tension  alternating  current  to 
600-volt  direct  current. 

Transformer   Sub-Slalians — Buildings. 

I'lie  transformer  sub-stations  of  th.'.  LTtica  &  Mohawk  Valley  Rail- 
way Co.  are  four  in  nimiber,  one  being  in  the  city  of  Utica  at  the 
Cornelia  St.  station  of  the  Utica  Gas  &  Electric  Co.,  from  which  the 


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SINGLE     HAKHKI.    IIM.VIORT. 

boxes  are  placed  at  all  stopping  places  in  the  country.  The  boxes 
contain  a  knife  switch,  operated  by  means  of  a  rope,  which,  when 
pulled  by  the  intending  passenger,  closes  the  circuit  and  lights  a 
lamp  in  the  box,  the  lamp  remaining  lighted  so  long  as  the  rope  is 
held  down. 

In  city  streets  the  track  comprises  either  a  7-in.  8o-lb.  T  rail  or  a 
9-in.  9S-lb.  girder  rail  laid  on  oak  and  pine  ties  6x9  in.  x  8  ft.  In 
the  village  of  Whitesboro  there  is  1000  ft.  of  track,  comprising  80-lb. 
T  rail  laid  with  6-in.  of  concrete  under  the  track,  the  concrete  form- 
ing the  foundation  for  the  brick  paving  required  by  the  village  offi- 


DOUBLE    BAKKKl.    CIIAKKT. 

railway  company  purchases  power,  and  the  other  three  being  located 
along  the  line  of  the  road  as  shown  on  the  map. 

The  three  outlying  stations  were  built  from  the  same  plans  and 
are  brick  buildings,  39  x  51  ft.  with  steel  roof  trusses  carrying 
white  pine  planking  and  slate  roofing.  The  floors  are  of  cement,  and 
artificial  stone  conduits  connect  the  bases  of  the  machines  to  the  main 
conduit,  which  carries  all  the  wires  to  and  from  the  switchboards. 
Special  attention  was  paid  to  the  high  tension  wire  entrances,  which 
are  constructed  of  8-in.  tile  built  in  the  walls.  In  these  tiles  are  ce- 
mented plate  glass  disks  carrying  2-in.  holes,  through  each   one  of 


Oct.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


777 


which  passes  one  of  ihc  Iiigli  tension  wires.  This  anangeineiit  has 
thus  far  proved  to  be  a  very  satisfactory  method  of  entrance  and 
exit.  Outside,  a  small  protecting  roof  was  built  over  the  entrances 
to  assist  in  keeping  out  the  snow  and  rain.  The  trimmings  over  win- 
dows and  doors,  and  all  sills  are  of  litholite,  an  artificial  stone 
molded  to  the  shape  required. 
.\  door  of  usual  size  is  at  one  end  of  the  building,   while  at  the 


are  to  be  transferred  as  rapidly  as  the  500-kw.  units  arrive.  I'he 
switchboard  equipment  of  these  thtee  stations  consists  of  an  alter- 
nating current  load  panel  containing  three  pairs  of  transformer 
switches,  three  aliernating  current  ammeters,  bracketed  synchroscope 
and  voltmeter.  The  use  of  these  switches  in  connection  with  the 
opening  of  a  special  quick-break  arrangement  on  the  high  tension 
side   of   anv   transformer   enables    that    transformer   to   be   cut   out. 


ShowitiK  I'lankiiiK. 


\l  i:\V.S   OF   TYPICAl,    HIGHWAY  CROSSING 
"Cliniax"  CaUle  Gimril.  Sign  Po.st  and  Stop  Signal  I'nr 


ISP    of    iTili'mliriK    p.'isMflli^erH. 


Other  side  a  sliding  door  10  ft.  wide  admits  of  moving  machines  in 
or  out  of  the  building.  These  buildings  were  designed  and  con- 
structed by  the  .'\rchbold- Brady  Co.,  of  Syracuse,  N.  Y. 

Electrical  Equipment  of  Sub-Stations. 

After  entering  the  sub-station  building  the  high  tension  line 
passes  to  the  lightning  arrester,  the  high  tension  switches,  static 
interrupters  and  thence 
to  the  high  tension  side 
of  the  step  down  trans- 
former. From  these  the 
current  at  360  volts 
passes  to  the  alternating 
current  load  panel  and 
through  the  individn 
rotary  converter  paneli 
to  the  machines.  The 
current  passes  from  the 
direct  current  side  of  the 
rotaries  to  the  machine 
panels  on  the  d.  c.  board 
and  thence  to  the  line 
through   feeder  panels. 

The  equipments  of  the 
four  sub-stations  are 
similar  in  plan  and  the 
three  outlying  station> 
are  identical,  both  as  to 
plan  and  details  of  in- 
stallation. 

Frankfort  sub-station. 
for  example,  has  three 
Weslinghouse  330-kw. 
oil-cooled  transformers, 
connected  in  delta.  This 
station  is  at  present 
equipped  with  two  300-kw..  lliree-phasc,  *x)-cyclc,  600-voll 
fd.  c.)  rotary  converters,  a  third  convener  to  be  in.slallcd  later  from 
the  Ulica  sub-station.  'I'his  latter  arrangement  holds  true  of  each 
of  the  three  outlying  stations  fat  Frankfort,  Oriskany,  and  Little 
Falls),  the  Utica  «la(ion  having  been  temporarily  equipped  with  the 
third  rotary  from  each  of  these  stations.     These  300-kw.  machines 


thus  connecting  the  other  two  transformers  in  delta  and  enabling  the 
rotaries  to  run  with  this  connection.  Each  rotary  has  an  individual 
panel  consisting  of  one  threc-hlade  quick-break  main  switch,  three 
pole  starting  motor  switch  and  an  alternating  current  amineter 
The  rotaries  arc  brought  up  to  speed  by  a  starting  motor  and  are 
synchronized  by  means  of  lamps  or  synchroscopes.  Facing  the  front 
of  the  switchboard  Ibe  load  panel  is  on  llie  left  ami  the  rotary  con- 


INTRKloll    (ih-    SIJB-HTATION    .\T    I'TH'A. 


verier  |)anels  on  ihc  right  of  the  switchboard.  .Xdditioiial  rotary 
converter  panels  may  be  placed  on  the  extreme  right  of  the  board 
lorresponding  to  the  position  of  the  converter  in  the  slalioii.  .  The 
ilircel  current  converter  panels  arc  of  standard  type  suitable  for  the 
control  of  railway  generators,  wilh  llic  exception  of  the  field  rheo- 
stat face  plate,  which  is  mounted  on  the  back  of  the  alternating  cur- 


778 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  lo. 


rent  panel.  The  direct  current  load  panel  contains  the  totalizing 
ammeter,  differential  voltmeter  and  the  Thomson  recording  watt- 
meter. 

For  these  strictly  intcrurban  sl.ilioiis  the  feeder  panels  arc  two  in 
number  and  are  equipped  with  the  usual  instruments,  switches  and 
c-ircuit  breakers,  each  panel  carrying  the  feeders  running  to  the  first 


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TK.V.s^ril-.jK.MEK   Uuo.M    .\ND    BUS   B,\U  CU.MrAKTMENT -UTICA  SUU-aT.\TH  l.N 


section  each  side  of  the  station.  Facing  the  front  of  the  board  the 
feeder  panels  are  placed  on  the  left  with  the  main  rotary  converter 
panels  on  the  extreme  right.  The  load  panel  occupies  the  middle 
of  the  board.  It  will  be  noted  that  the  alternating  current  and  direct 
current  switchboards  are  entirely  separate  and  that  the  order  of 
panels  on  the  direct  current  board  is  the  exact  reverse  of  that  usually 
followed.  They  were  so  placed  in  order  to  readily  facilitate  the  ad- 
dition of  more  rotary  converters  with  the  accompanying  switchboard 
panels  and  feeder  panels.  This  arrangement  permits 
of  the  additions  being  made  without  changing  any  of 
the  present  wiring  or  interfering  with  the  straight 
running  of  the  added  new  work.  .Ml  of  the  alter- 
nating current  ammeters  and  voltmeters  are  of  the 
long  scale  type,  while  the  direct  current  ammeters 
on  the  rotary  converter  and  feeder  panels  are  the 
round  pattern  instrument.  The  local  panel  instru- 
ments are  of  the  illumTnated  dial  dead  beat  type. 
All  the  above  apparatus  is  mounted  on  blue  Ver- 
mont marble,  and  all  instruments  are  dead  beat. 

-Attention  is  called  to  the  fact  that  current  for 
the  rotary  converters  is  furnished  from  a  single  bank 
of  transformers,  and  the  converters  therefore  oper- 
ate in  multiple  on  both  the  alternating  and  direct 
current  sides.  No  choke  coils  are  used  in  the  indi- 
vidual converter  leads  to  prevent  cross  currents. 
At  present  there  is  rnc  soo-kw.  macliine  operating 
with  the  three  3CO-kw.  converters  in  this  manner  in 
the  main  sub-station  at   Utica. 

These  stations  are  protected  from  lightning  and 
static  disturbances  by  low  equivalent  lightning  ar 
resters,  supplemented  by  static  interrupters.  The 
former  are  placed  where  the  high  tension  line  en- 
ters the  building,  while  the  latter  are  adjacent  to  the 
330-kw.  transformers,  thus  being  placed  between 
transformer  and  high  tension  switch.  These  latter  are  the  stick 
type  of  fused  circuit  breaker  switches. 

The  main  sub-station  at  Utica  has  practically  the  same  arrange- 
ment of  apparatus,  except  with  reference  to  the  direct  current 
switchboard,  which  is  placed  in  the  reverse  order  from  that  in  the 
other  stations.  Blank  panels  were  placed  in  Ibis  board  to  provide  for 
further  extensions  or  additions. 

The  transformers  are  of  the  oil-cooled  type,  each  having  a  capac- 


ity of  SSO  kilowatts.  They  furnish  current  at  present  to  one  500-kw. 
and  three  30o-kw.,  60-cycle  rotary  converters,  the  last  three  being 
duplicates  of  those  placed  in  the  outlying  stations.  As  stated  pre- 
viously these  will  eventually  be  supplanted  by  soo-kw.  converters. 

The  total  high  tension  current  delivered  from  Trenton  Falls  passes 
on  to  the  high  tension  bus  bars,  placed  on  top  of  the  transformer 
room,  With  accompanying  low  equivalent  lightning 
arresters,  shown  in  the  illustration.  From  these  bus 
bars  are  taken  taps  for  the  outgoing  transmission 
lines  feeding  the  three  stations  previously  described. 
1  hese  lines  are  also  controlled  by  two  sets  of  stick 
type  circuit  breakers,  thus  giving  the  main  sub-station 
complete  control  of  all  stations.  The  entire  input  is 
measured  by  a  20,000-volt,  three-phase  integrating 
wattmeter  and  is  also  shown  by  means  of  an  indi- 
cating wattmeter  mounted  on  the  low  tension  switch- 
board. The  direct  current  output  is  measured  by  a 
Thomson  recording  wattmeter  at  each  station  and 
the  readings  from  these  as  well  as  from  the  alter- 
nating current  input  meter  are  taken  hourly,  thus 
enabling  a  close  check  to  be  kept  on  efficiency  of 
operation.  During  September,  1903,  the  efficiency  of 
the  entire  system  varied  from  70  to  84  per  cent ;  this 
includes  all  transmission  and  station  losses.  All  sta- 
tions are  connected  by  a  private  telephone  line  which 
runs  on  the  d.  c.  pole  line,  so  that  communication 
may  be  had  at  any  time  with  any  station. 

The  entire  electric  equipment  was  furnished  and 
installed  by  the  Wcstinghouse  Electric  &  Manufac-. 
turing  Co.  and  represents  the  latest  type  of  its  ap- 
paratus in  every  respect. 

Daily  record  sheets  are  also  kept  at  all  sub-sta- 
tions. A  copy  of  one  of  these  (that  of  Utica  sub- 
station) appears  here.  The  readings  are  taken  every  fifteen  minutes 
by  the  station  operator  and  plotted  on  the  log  sheet,  which  is  suitably 
ruled  for  the  purpose.  The  sheet  is  arranged  to  show  the  total  load 
readings  a.  c.  voltmeter,  and  d.  c.  voltmeter  readings  at  the  station, 
and  is  divided  into  rectangles  representing  one  hour  each  on  the 
horizontal  scale  and  250  amperes  and  50  volts  respectively  on  the 
vertical  scale.  These  rectangles  are  subdivided  horizontally  into 
four   fifteen-minute    squares    and    vertically    into   five    squares    rep- 


INTBRIOR    OF    FR.\NKFORT    SUB-STATION. 

resenting  50  amperes  each  for  the  load  curve  and  ten  vohs  each 
for  the  a.  c.  and  d.  c.  voltage  curves.  The  hours  are  printed 
at  the  top  of  the  sheet,  the  curves  beginning  at  4 :00  a.  m. 
The  hours  representing  the  afternoon  are  in  full  faced  type.  A 
curve  arranged  in  this  way  represents  graphically  the  work  done  at 
each  station  ,-uid  enables  a  close  check  to  be  kept  on  that  station's 
operation.  Operators  do  not  plot  swing  readings  so  that  with  the 
dead  beat  type  of  instruments  used  the  curves  give  a  very  accurate 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


779 


780 


STREET    RAILWAY    REVIEW. 


IV.iL.  XIII.  No.   lo. 


i<li'a  of  llic  (liniaiid  on  each  station.  On  tlic  lower  section  of  the 
plotting  surface  horizontal  lines  are  drawn  hy  the  operator  indicat- 
ing the  time  during  which  each  machine  has  been  numiiig.  Sp»oCT 
are  provided  for  the  customary  daily  wattmeter  reaiTings  and  circuit 
breaker  records  and  also  line  notes  and  remarks.  These  sheets  are 
fiUd   for  future  reference,  as  are  also  the  hourly  wattmeter  record'!. 

Transmission   Lines. 
In  the  principal  sub-station  of  the  railway  company  at   Utica  arc 
located  in  addition  to  the  rotarics  described,  the  switching  appantlna 
lo  control  the  high  tension  lines   running  to  the  other  sub-stations. 


as 


K\^ 


ST.VNDAHU    CONSTliUCTION    FOR    TRANSMISSION     LINE. 

These  lines  run  through  the  city  on  poles  of  the  Utica  Gas  &  Electric 
Co..  crossing  to  a  point  just  north  of  the  New  York  Central  Rail- 
road track,  where  they  pass  to  the  poles  of  the  railway  company. 
G;ie  of  the  lines  turns  west  along  the  Mohawk  Valley  flats  to  a 
point  west  of  the  town  of  Whitesboro.  where  it  crosses  the  New 
York  Central  Railroad  tracks  and  the  Erie  Canal,  and  thence  runs 
west  along  the  trolley  right-of-way  to  the  Oriskany  sub-station. 
This  sub-station  is  located  about  one  half  mile  west  of  the  famous 
Oriskany  Battle  Monument.  This  latter  stretch  of  line  diverts  from 
ll'e  trolley  right-of-way  to  pass  around  the  village  of  Oriskany  and 
(lien  it  follows  the  Berme  bank  of  the  Erie  Canal.  The  total  length 
of  this  west  line  is  approximately  ten  miles,  five  luiles  being  along 
the  trolley  right-of-way. 

The  other  line  follows  the  transmission  line  right-of-way  of  the 
lighting  company  4.300  feet,  across  the  Mohawk  flats,  when  it  turns 
and  runs  east  on  the  railway  company's  pole  line  to  a  point  about 
one  mile  east  of  Utica  Park,  where  it  follows  the  trolley  line  right- 
of-way  to  the  Frankfort  sub-station,  which  is  just  west  of  the  village 
of  Frankfort.  This  portion  of  the  transmission  line  carries  current 
for  both  the  Frankfort  and  the  Little  Falls  sub-stations.  Coimccted 
to  this  line  in  the  station  arc  switches  to  connect  on  the  line  which 
runs  to  the  Little  Falls  sub-station,  following  the  trolley  right-of-way 
'o  a  point  a  short  distance  west  of  the  village  of  Ilion,  where  tlie  line 
turns  and  runs  over  the  hills  south  of  ihe  villages  of  Ilion,  Mohawk 
ind  Herkimer,  and  then  crosses  the  Mohawk  River  and  Erie  Canal 
and  joins  the  trolley  right-of-way  at  a  point  near  the  big  concrete- 
steel  bridge  over  West  Canada  Creek  at  Herkimer.  From  this  point 
the  transmission  line  runs  along  the  trolley  right-of-way  to  the  sub- 
station about  three  miles  west  of  the  city  of  Little  Falls. 

Where  the  transmission  lines  follow  the  trolley  right-of-way  the 
wires  are  carried  on  the  field  side  of  the  poi'  not  used  for  carrying 
the  direct  current  feeders.  On  the  -.ross-cri,  .tv  sections  the  trans- 
mission pole  line  occupies  one  side  of  a   rij,...-,,     <  uy  one  rod  in 


width,  purchased  for  transmission  purposes,  the  poles  being  placed  so 
that  tlie  «nd  of  the  long  cross  arm  comes  on  one  edge  of  the  right- 
of-way,  as  this  will  allow  rooin  on  the  other  side  of  the  right-of-way 
for  a  second  transmission  line  if  such  should  be  required. 

'Hie  line  voltage  beings  20,000,  precautions  were  taken  lo  use  a 
construction  that  would  insure  the  greatest  continuity  of  service 
possible.  The  limited  time  available  for  repairs  (there  being  only 
two  hoors  shut  down  per  night)  also  argued  for  substantial  and 
permanent  construction. 

The  poles  are  cedar  and  chestnut  of  :i  minimum  length  of  35  ft. 
and  with  tops  25  in.  in  circumference.  Tlie  cedar  poles  were  used 
along  the  trolley  right-of-way  and  part  of  the  way  where  the  trans- 
mission lines  have  their  own  right-of-way.  Where  the  poles  on  the 
flats  might  be  in  danger  of  floods,  ice,  etc.,  chestnut  was  used  as 
aflfording  greater  strength,  and  as  a  good  quality  of  chestnut  poles 
was  available,  that  timber  was  used  for  a  great  part  of  the  other 
work  also.  Where  special  danger  from  ice  was  anticipated,  two 
chestnut  sticks,  not  less  than  7  ft.  in  diameter,  were  set  alongside 
of  the  poles  and  bolted  to  them,  the  sticks  being  on  the  upstream 
side.  These,  it  is  believed,  will  buffet  off  any  ice  or  driftwood  and 
be  a  protection  to  poles  in  time  of  flood  Poles  in  earth  or  clay 
were  set  at  least  7  ft.  in  depth,  in  gravel  6  ft.,  and  in  rock  they  were 
set  4  ft.  or  more  and  concreted  in.  When  there  was  danger  that 
water  would  wash  around  the  bases  of  the  poles  in  flood  time  a  6-in. 
layer  of  concrete  extending  two  or  three  feet  around  the  poles  was 
laid  as  affording  additional  protection. 

A  maximum  distance  of  140  ft.  was  fixed  as  spacing  between  poles 
and  this  was  shortened  as  required  to  take  care  of  curves,  grades, 
etc.  Special  attention  was  paid  to  guying  and  bracing  the  poles. 
Braces  were  framed  into  the  poles  and  all  guying  was  done  with 
■3^-in.  double  galvanized  steel  strand.  Where  the  transmission  lines 
were  carried  on  the  trolley  line  poles,  all  the  poles  were  guyed  to 
5^-in.  guy  rods,  which  were  bolted  to  blocks  of  wood  at  least  3x6 
in.  X  2  ft.  6  in.  buried  4  ft.  in  the  ground,  the  guy  opposing  the 
strain  of  the  span  wire. 

Great  care  was  used  in  grading  the  line  so  that  there  should  be 
no  undue  strain  up  or  down  on  insulators  or  pins.  The  accompany- 
ing illustrations  will  show  the  care  with  which  this  was  done.  No 
attempt  was  made  to  use  instruments  for  this  work,  as  it  was  thought 


I.liNlO    l'(i,\'.STtii;CTION    AT    SII.\H1'    AXGCES. 

ihat  better  results  would  be  obtained  by  relying  on  the  judgment  of  the 
line  foreman  who  had  special  instruction  and  experience  on  this  part 
of  the  work. 

The  drawing  of  the  pole  lop  will  show  the  arrangement  of  cross 
arms,  pins,  etc..  on  the  poles.  The  cross  arms  are  of  southern  pine 
and  were  given  two  coats  of  lead  and  oil  paint  after  they  were  re- 
ceived at  Utica.    Most  of  the  cross  arms  were  inspected  at  the  mill 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW 


781 


10  insure  the  quality  necessary  for  this  work.  Pins  are  locust  and 
special  care  was  used  in  the  selection  of  the  wood.  The  form  of 
cross  arm  bracing  used  is  also  shown  in  the  drawing.  Instead  of 
the  complicated  form  of  bent  angle  which  is  frequently  used,  to  at- 
tach the  cross  arm  braces  under  the  cross  arm  in  high  tension  work. 
the    combination    of   a    galvanized    iron    angle    clip,    which    can    be 


VIEW    ()!•■   CR.ADI.K   D.V    IIHiH    TKNSld.N    I.I.N'KS. 

screwed  to  the  arm  and  a  galvanized  cruss  arm  brace  bolted  to  the 
clip  with  a  small  galvanized  bolt,  was  found  to  be  the  most  simple 
and  effective  metal  brace  arrangement. 

The  insulators  used  are  the  Locke  No.  ico  one-piece  insulator  and 
were  tested  to  6o,oco  volts  for  five  minutes.  This  is  an  extreme 
test,  but  it  has  proved  its  value,  as  none  of  the  insulators  has  broken 
down  from  electrical  strains. 


with  No.  2  solid  aluminum.  Twisted  sleeves  were  used  for  splicing, 
using  two  and  one-half  full  turns   per  sleeve. 

At  highway  and  railroad  crossings,  cradles  were  put  under  the 
wires  to  prevent  broken  wires  from  falling  on  other  wires,  vehicles 
or  trains  below.  These  cradles  are  carried  on  lO-ft,  arms  on  high 
tension  insulators  and  consist  of  3^-in.  double  galvanized  steel 
strands  carrying  triangular  wood  sticks  2-in.  on  a  side,  the  sticks  be- 
ing laid  flat  on  the  wires  about  10  ft.  apart.  Standard  cradle  con- 
struction is  shown  in  the  illustrations. 

At  slight  angles  or  changes  in  grade  double  crossarms  were  used, 
giving  the  strength  of  two  insulators,  pins,  etc.,  for  each  wire.  At 
sharp  angles  in  the  lines  four  arms  were  framed  on  the  poles,  as 
shown  in  the  illustration,  to  divide  the  strains  due  to  the  wire  over 
four  piifs  and  insulators.  At  right  angle  turns  in  the  line  the  wires 
in  each  direction  were  dead  ended  on  four  arms,  jumpers  being 
used  to  complete  the  electrical  connection.  This  construction,  while 
somewhat  complicated  in  appearance,  is  strong  and  does  not  require 
frequent  repair.  Right  angle  turns  in  the  line  were  few  and  were 
avoided  as  much  as  possible  and  curves  used  in  their  stead.  A  tele- 
phone line  runs  on  the  poles  on  the  cross  country  sections,  which  is 
used  by  repairmen  in  communicating  with  the  nearest  station.  This 
line  is  independent  of  the  d.  c.  telephone  system  already  mentioned. 

The  lines,  in  general,  presented  various  problems  of  considerable 
difficulty.  The  construction  on  the  Mohawk  flats  is  on  wet  lands 
with  much  quicksand,  and  required  the  most  careful  work  to  guard 
against  high  water  and  ice.  On  the  line  over  the  hills  alxive  Tlion 
and  Mohawk,  following  a  country  which  is  extremely  rough,  poles 
varying  from  35  ft.  to  75  ft.  in  length  were  required  to  grade  the 
wires  properly.  These  lines  were  designed  and  built  by  the  Arch- 
Iiold-Brady  Co.,  Syracuse,  N.  Y.,  who  had  charge  of  the  work  as 
contractor  and  engineer. 

Direct   Current   Line. 

The  direct  current  feeders  pass  out  of  the  sub-station  buildings 
through  2-in.  porcelain  tubes.  These  feeders  comprise  two  500,000 
c.  m.  copper  cables  running  to  the  end  of  each  section  east  or  west 
from   the   sub-station,   together  with  one  400,000  c,   m.   copper  cable 


iJTifA  *  M'lir.wvK   v,\i.i.i;v   itv 


Seven  strand  aluminum  cable  was  used  throuKhout  the  line,  that 
from  Utica  to  the  Oriskany  sub  Hlition  and  from  h'rankfort  sub 
elation  to  Little  Falls  sub-station  being  N".  2  ahnninum  equivalent 
to  No.  4  copper.  The  line  from  I'lica  to  Prankforl  substation  is 
No.  o  aluminum,  equivalent  to  No.  2  copper,  allowing  carrying 
capacity  for  both   Frankfort  and  Little  F.ills      All  tics  were  made 


running  approsimalely  nne-hiilf  llie  leiiglli  cif  eaili  Milinii.  Tlu-se  are 
lapped  lo  two  No,  (X)00  trolleys  every  12  poles.  Ilir  ilcmble  trolley 
ex(en<is  over  praclirally  the  entire  length  of  the  in.iin  line,  the  only 
exception  being  where  single  track  is  being  used  lempnrarily.  This 
will  soon,  however,  he  made  uniform  with  the  rest  of  the  sy.stem, 
the  side  lines  operated   in  ihc  cities  of  Utica  and   Rome  and   the 


782 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  lo. 


branches  in  Whitesboro,  New  York  Mills  and  the  north  side  of  the 
Eric  Canal  in  Frankfort  being  the  only  other  sections  operating  with 
single  trolley  and  turnouts. 

Taps  from  feeder  to  trolley  are  made  with  No.  o  B.  &  S.  insulated 
copper  wire.  Columbia  anchor  cars  arc  placed  every  12  poles  along 
the  entire  line,  coming  midway  between  feed  taps.  The  first  four 
feed  taps  at  the  sub-station  are  omitted. 

The  line  is  divided  into  sections,  a  section  insulator  being  placed 
at  each  sub-station  and  also  midway  between  the  stations,  thus  mak- 


THEATER  AT  PARK. 

ing  approximately  a  five-mile  section  in  each  case  except  in  the  city 
of  Utica,  where  the  arrangement  is  altered  by  local  conditions. 

Span  construction  is  used  on  all  the  new  work,  poles  being  of  cedar 
35  ft.  long  set  7  ft.  in  the  ground,  and  placed  80  ft.  apart  on  tan- 
gents. The  standard  form  of  cap  and  cone  hangers  is  used  with  15- 
in.  soldered  ears  for  No.  0000  round  trolley. 

Lightning  arresters  have  been  placed  along  the  line  one-half  mile 
apart  e.xcept  where  conditions  warranted  a  closer  spacing.  These 
arresters  are  placed  invariably  at  the  feed  tap.  Feeders  are  of  bare 
copper  cable  on  the  private  right-of-way  and  of  covered  cable  in  the 
cilies  and  villages.  The  feeder  system  is  designed  for  a  minimum 
voltage  of  400,  under  the  most  severe  conditions  of  load.  This  will 
also  permit  of  temporary  handling  of  the  direct  current  line  of  one 
sub-station  from  its  adjacent  station  in  case  of  high  tension  trouble. 

As  a  safety  precaution  wherever  the  electric  railway  crosses  steam 
railroad  track,  the  trolley  wire  is  suspended  in  an  inverted  trough. 
The  trough  is  made  of  copper  and  l>eing  alive,  ,'ihoiild  the  trolley 
wheel  leave  the  wire  it  will  strike  the  trough  and  thus  supply  suf- 
ficient current  to  the  motors  to  carry  the  car  over  the  crossing.  It 
is  practically  impossible  for  a  car  to  become  dead  on  or  near  a 
railroad  crossing.  These  overhead  troughs  were  supplied  by  the  C. 
D.  Austin  Manufacturing  Co.,  of  .Amsterdam,  N.  Y. 

Car  Houses  and  Shops. 

The  car  houses  of  the  company  are  si.\  in  number,  that  at  Utica 
Park  being  the  largest  and  most  recently  erected.  This  car  house  is 
built  of  brick  with  steel  roof  trusses,  carrying  plank  and  slate  roof- 
ing as  in  the  case  of  the  sub-station.  The  building  is  in  the  form 
of  two  bays  each  45  ft.  x  500  ft.,  with  three  tracks  each,  and  has  a 
capacity  for  60  interurhan  cars.  The  several  other  car  houses  are 
older  and  smaller,  and  have  a  total  storage  capacity  of  67  cars. 

The  new  shops  of  the  company  are  located  adjacent  to  the  car 
house  at  Utica  Park  and  are  of  the  same  style  of  construction.  The 
shop  building  is  50  ft.  x  204  ft,  and  is  subdivided  into  shops  for  the 
various  departments.  The  main  shop,  36  ft.  x  204  ft.,  contains  two 
tracks  with  pits  and  has  a  capacity  of  six  of  the  large  type  cars.  The 
pits   are  each   equipped   with   movable   hydraulic  jacks. 

Beginning  at  the  front  of  the  building  is  the  office  of  the  master 
mechanic  and  adjoining  this  is  the  stock  room,  with  nearly  4,000 
sq.  ft.  of  shelf  room.  The  heavier  pieces  are  kept  in  a  building  near 
the  main  shop  and  fitted  up  for  that  purpose.  The  machine  shop 
proper  is  located  in  the  center  of  this  side  of  the  building  and  is  30 
ft.  X  14  ft.  Opening  out  of  this  toward  the  front  of  the  building  and 
adjoining  the  stock  room  is  the  armature  room,  and  opening  out  of 


the  machine  shop  toward  the  rear  of  the  building  is  the  black- 
smith shop. 

Most  important  in  the  equipment  of  the  machine  shop  are  a  Put- 
nam geared  lathe  with  24-in.  swing;  one  42-in.  boring  mill;  one  l8o- 
ton  wheel  press;  one  planer;  a  30-in.  drill  press  and  a  small  geared 
lathe  of  14-in.  swing.  The  armature  room  contains  one  re-taping 
machine,  one  field  winding  machine  and  one  machine  for  taping  field 
coils.  The  blacksmith  shop  contains  the  usual  outfit  of  smithing 
tools,  including  a  bolt  cutting  machine. 

In  the  rear  of  this  last  shop  is  the  carpenter  shop  with  a  capacity 
of  two  of  the  large  interurhan  cars.  This  shop  contains  a  34-ft. 
band  saw,  one  circular  saw,  one  planer  and  a  wood  lathe. 

The  paint  shop  occupies  the  rear  of  the  car  house  proper  and  has 
a  capacity  of  six  of  the  large  interurban  cars.  All  machinery  is 
operated  by  electric  power  furnished  from  the  d.  c.  system  of  the 
railway  company  by  means  of  a  small  motor  located  in  the  machine 
shop.  Washrooms  and  closets  are  located  in  an  extension  on  the  west 
side  of  the  machine  shop  and  arc  furnished  with  city  water.  This 
building  and  car  house  have  their  own  heating  plant,  which  is  located 
in  the  former  building.  Six  Dudgeon  jacks  form  a  part  of  the  mis- 
cellaneous equipment  of  the  shop.  Detached  buildings  are  provided 
for  the  storage  of  oil,  gasoline  and  car  signal  lamps,  and  also  build- 
ings for  sand  and  coal  storage. 

Rolling  Stock. 
In  the  selection  of  rolling  stock,  logical  care  has  been  exercised 
in  order  to  meet  the  conditions  of  ser^'ice  as  they  exist. 

Closed  Cars. 

The  company  operates  three  types  of  closed  cars,  as  follows :  A 
single  truck  i8-ft.  body  for  service  on  purely  local  lines  within  the 
limits  of  the  city  of  Utica ;  a  28- ft.  double  truck,  single  end  car  for 
use  in  what  is  called  the  suburban  service  running  outside  of  the 
limits  of  the  city  of  Utica  and  to  the  immediate  adjoining  towns; 
a  34-ft.  6-in.  double  truck  car  for  the  strictly  interurban  service 
between  Rome  and  Little  Falls. 

Of  the  first  class  for  local  service,  the  company  owns  34  cars  in 
all.  These  are  equipped  with  two  motors  to  the  car  and  are  the 
double  end  type,  that  is  they  run  either  end  on.  They  are  mounted 
on  Peckham,  du  Pont  or  Taylor  single  trucks  and  are  equipped 
with  two  motors  to  the  car,  the  motors  being  either  G.  E.  800  or 
Westinghouse  No.  49.  The  bodies  were  built  by  Brill  and  Jackson 
&   Sharp. 

Of  the  28- ft.  double  truck  cars  for_  suburban  service  the  company 
owns  32,  of  which  22  are  of  Brill  semi-convertible  type,  and  ten  are 


ii#.^- 


THEATER  FROM   STAGE. 

of  the  John  Stephenson  Co.  make.  These  cars  are  designed  to  run 
the  same  end  on  for  both  directions  and  are  mounted  upon  Brill 
27  F  double  trucks  with  four  Westinghouse  No.  68  motors  to  each 
car. 

Of  the  long  cars  for  interurban  service,  the  company  owns  14. 
These  are  of  the  Brill  semi-convertible  type,  having  a  smoking 
compartment  separate  from  the  regular  passenger  compartment. 
The  bodies  measure  34  ft.  6  in.  and  are  mounted  on  Brill  27  Ai 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


783 


double  trucks,  equipped  with  four  Wcstinghouse  No.  56  60-h.  p. 
motors,  geared  24-58-  The  cars  are  finished  in  mahogany.  Ihe 
wheels  under  the  BriU  27  Ai  trucks  were  made  by  the  Railway 
Steel  Spring  Co.  and  are  of  the  "fused"  type  of  steel  wheel  34  m. 


Snow  Equipment. 
The   snow    equipment   consists   of    two     double    truck     Ruggles 
rotaries  mounted  on  Peckham  trucks  and  equipped  with  four  Wcst- 
inghouse No.  68  motors.    The  fans  are  driven  by  two  Wcstinghouse 


liKi'.MK  Sill  ir; 


.Ui   iiiiL  SIC  .\SV  K.Ml'I.OTES 


in  diameter,  having  3-in.  tread  and  i^^-in.  flange.  The  interurban 
cars  are  equipped  with  Wcstinghouse  storage  air  brakes.  For  addi- 
tional safety  on  the  rear  platform  of  each  interurban  car  is  a  valve 
which,  when  opened,  will  admit  air  directly  to  the  brake  cylinder 
and  apply  air  brakes  without  aid  from  the  motorman.  This  per- 
mits the  conductor  to  stop  the  car  in  case  of  extreme  emergencies. 


PAINT    .\ND    REP.-MR    SHUl 


Open  Cars. 
For  city  service  the  company  has  twenty-one  :o-bench  open  cars. 
For  suburban  service  there  arc  thirty  14-bench  single  end  cars  of 
the  Cleveland  type  built  by  the  J.  G.  Brill  Co.  and  mounted  on 
Brill  27F  trucks,  equipped  with  four  Wcstinghouse  No.  68  motors. 
No  open  cars  are  used  in  the  interurban  service. 

The  equipment  of  the  passenger  cars  includes  the  following: 
Consolidated  electric  heaters  on  the  single  truck  city  cars;  Peter 
Smith  hot  water  heaters  on  all  double  truck  closed  cars,  the  No.  3 
heater  on  the  2S-ft.  bodies  and  the  No.  2  heater  on  the  34-ft.  6-in. 
bodies;  seals  of  the  Wheeler  make;  Providence  fenders;  New 
Haven  registers;  Pantasolc  cnrlains;  Syracuse  changeable  head- 
lights and  Neal  electric  headlights  on  the  city  cars;  oil  headlights 
on  the  interurban  cars;  Kalamazoo  No.  3  trolley  wheels;  and 
Union  trolley  stands.  All  cars  which  pass  without  the  city  limits 
of  Utica  are  equipped  with  oil  tail  lights  and  oil  classification  lights 
in  accordance  with  the  standard  code  of  signals  adopted  by  the 
New  York  State  Street  Railway  Association  and  the  American 
Street  Railway  Association. 

Illuminated  destination  signs  are  carried  on  Imlh  deck  and  dash. 
These  arc  wooden  signs  with  open  letters  having  celluloid  twcks. 
Express  Cars. 
ITie  company  has  three  express  cars,  two  of  which  are  double 
truck.  2»-ft.  bodies  mounted  on  Brill  27  Ai  trucks  equipped  with 
four  Westinghousc  No,  s^  motors;  Ihe  third  car  is  a  single  truck. 
l8-ft.  body  on  Peckham  truck  equipped  with  two  G.  E.  52  motors. 


BUILDING— SIGN  K.\l 

No  68  motors  mounted  on  the  floor  of  the  car.  All  appliances  are 
controlled  by  compressed  air.  The  single  truck  rotary  is  mounted 
on  a  Peckham  truck  and  equipped  with  G.  E,  i,2C0  motors. 

There  are  two  steel  double  truck  sheer  plows  equipped  with  four 
Wcstinghouse  No.  68  motors.    These  plows  were  built  by  Smith  & 
Wallace  and  are  of  novel  type  in  that  the  bucking  of  the  snow  is 
done  with  the  truck. 

There  are  two  single  truck  nose  plows  equipped 
with  Wcstinghouse  No.  68  motors  and  two  single 
truck  sheer  plows  equipped  with  Wcstinghouse  No. 
68  motors. 

The  company  owns  a  single  truck  all-steel  sweeper 
equipped  with  Wcstinghouse  No.  68  motors. 

All  of  the  snow  equipment  with  the  exception  of 
the  three  Ruggles  rotaries  was  built  by  Smith  &  Wal- 
lace. The  company  also  has  three  Lewis  &  Fowler 
sweepers  which  have  no  motive  power  of  their  own. 
For  use  in  building  the  recent  extensions  to  Little 
Falls  there  won-  used  36  cars  and  3  locomotives  of 
the   type   used   l)y   ihc   Manhattan   Elevated    in    New 

York   City. 

Bridges. 

On  the  main  interurban  line  between  Rome   and 

Little  Falls  there  are  over  25  bridges,  having  spans 

of     13     ft.      These     are     for     the     most     part     steel 

resting     on      concrete     abutments,      and      are      built 


in     excess 
structures 


.-.nd     maintained     according     to    the     best     steam     railroad     stand- 


|.:n1)  viiow  i.A'flU'io  iiiiiiiKK    I  in;"!'-.!!   r.Kii"ii'. 

ards.  Two  ..f  the  typical  bridges  on  the  Little  Falls  cslciision  arc 
illustrated  in  the  accompanying  engravings.  One  of  these  shows 
the  103-ft.  through  lattice  girder  span  which  crosses  the  dry  channel 
of   the    Mohawk    River.      Another    engraving     shows     the     130-ft. 


784 


STREET    RAILWAY    REVIEW. 


(Vol.   XIII.  Nn.   lo. 


through  lallicc  truss  span  which  crosses  the  Mohawk  River  just 
above  the  103-ft.  span.  These  bridges  are  of  very  heavy  design,  the 
103-ft.  span  weighing  about  08  tons  and  the  130-ft.  span  135  tons. 
They  were  designed  to  carry  the  heaviest  cars  which  the  Utica  & 
Mohawk  Valley  Railway  Co.  is  now  using,  and  are  much  heavier 
than  the  average  electric   railway  bridge.     The   steel   for  the  struc 


riir  bridge  structure  proper,  beginning  at  the  west  end,  com- 
prises a  scries  of  ten  concrete  cement  arches  which  begin  where 
tlie  earth-fill  ends,  a  point  distant  about  100  ft.  from  the  west  bank 
of  the  creek,  and  which  ends  at  a  point  about  230  ft.  beyond  the 
east  bank  of  the  creek.  As  stated,  these  arches  vary  in  span  from 
ft2  ft.  to  665/.   ft.      The  supports  for  the  arches  consist  of  two  abut- 


COMBI.XED   CONCRETE    .\ND    STEEL  SP.\M    BRIDGK    .\r    IIERKIMER-TOT.'M.    LENGTH 


tares  was  furnished  and  erected   by  the   Snare  & 
Cortlandt  St.,  New  York. 


I'riest   Co.  of  39 


The   Herkimer   Bridge. 

The  Herkimer  Bridge,  by  means  of  which  the  company's  cars 
cross  the  West  Canada  Creek  and  the  tracks  of  the  New  York 
Central,  excels  in  magnitude  anything  of  the  kind  yet  attempted  in 
this  country,  for,  while  it  is  true  there  are  many  bridges  of  concrete 
steel  construction,  and  some  of  them  with  one,  two  or  even  three 
spans  greater  than  any  at  Herkimer,  yet  the  boldness  of  the  design 
which  provides  for  a  series  of  ten  concrete  arches  with  spans  from 
62  ft.  to  66^  ft.,  and  in  addition  to  this  continues  the  same  struc- 
ture with  a  225-ft.  steel  span,  completing  the  viaduct  with  three 
55-ft.  steel   spans  and   making  the  bridge    1,212   ft.   long,   puts   this 


mcnt-piers  with  nine  intermediate  piers.  One  of  the  features  of 
the  design  provides  that  the  intermediate  piers  shall  be  of  two 
different  sizes,  the  third,  sixth  and  eighth  being  larger,  so  that  they 
may  act  as  abutments  in  case  a  portion  of  the  bridge  should  fail.  The 
second  to  the  eighth  inclusive  are  so  constructed  at  the  upstream 
end  as  to  act  as  ice  breakers.  The  faces  of  the  piers  have  a  batter 
of  three-quarters  of  an  inch  per  foot,  and  are  provided  with  a 
moulding  at  the  top,  having  a  depth  of  2  ft. 

The  arches  have  a  thickness  at  the  crown  of  21  in.,  this  increasing 
to  4'/2  ft.  at  the  haunches,  and  each  contains  32  pairs  of  i54-m. 
steel  rods  of  the  Thacher  patent,  which  are  placed  3  in.  from  the 
e.xtrados  and  intrados  and  extend  down  into  the  piers.  The  first 
seven  arches  have  a  clear  span  of  62  ft.  with  a  rise  of  12  ft.,  the 
l:ist  three,  a   span  of  66H   ft.,  with  a  rise  of  14  ft.     The  spandrel 


1 

^ 

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f 

.1 

. 

J^  ^1^^^^^^ 

^^^^^-__g_-^^^^^^^^^^^  ^^^^^^^^7 

^•"rtw^^ 

i 

m 

J^  ^\/*  **    ^^^' 

1       ^^L.       1 

.2^s^  \y. 

H^HM 

MHspH 

^^^^^  ^^^[^^^K^tei^^SiHlHI 

bOii.    ' 

i 

103-l'"l 


work  beyond  comparison  with  anything  which  has  yet  been  done  in 
this  line. 

K  technical  description  of  the  engineering  details  of  this  bridge, 
written  by  Mr.  F.  C.  Phillips,  the  company's  resident  engineer,  will 
be  found  in  the  "Street  Railway  Review"  for  Dec.  20,  1902,  begin- 
ning at  page  893.  A  brief  extract  from  this  article  will  be  repeated 
here. 


walls  extend  2  ft.  9  in.  above  the  arches  and  arc  surmounted  by  a 
coping  18  in.  in  depth. 

The  pilasters  above  the  piers  project  i  ft.  beyond  the  spandrel 
walls,  and  those  of  the  larger  piers  extend  a  certain  distance  above 
the  coping.  Steel  poles  for  supporting  the  trolley  wire  are  placed 
one  in  each  pilaster. 

The  arches  are  covered  with  two  coats  of  cement  grout  to  ren- 


Oct. 


20,  1003] 


STREET    RAILWAY    REVIEW. 


785 


der  them  water-proof,  and  this  coating  is  extended  part  way  up  on 
the  spandrel  walls.  The  tilling  over  the  arches  and  piers  consists 
of  sand  and  gravel,  forming  a  good  roadbed  for  the  electric  railway 
track.  Drainage  is  provided  for  by  4-in.  vitrified  pipes  located  over 
each  pier. 

The  east  abutment  pier  serves  not  only  as  an  abutment  for  Ihe 
arches,  but  also  to  support  one  end  of  the  225-ft.  steel  through  truss 
which  spans  the  tracks  of  the  New  York  Central,  thus  nxakiiig  the 
steel  bridge  continuous  with  a  series  of  arches. 

That  part  of  the  structure  following  the  long  steel  span,  nainclv. 
the  three  5S-ft.  girder  spans,  is  on  a   curve  to  the   right,  and   the 
piers  are  set  radially  on  this  curve.    The  curvature,  however,  is  not 
abrupt,  being  a  Searles  spiral  made  up  of  14  20-ft.  chords. 
Masonry. 

The  brand  of  cement  used  was  "Nazareth,"  made  by  the  Naza- 
reth Cement  Co.,  at  Nazareth,  Pa.,  and  sold  by  the  Chas.  Warner 
Co.,  of  Wilmington,  Del.  The  cement  was  carefully  loslcd  at  the 
electric  railway  company's  laboratory  on  the  work. 

In  the  foundations  and  in  the  piers  the  materials  were  mixed  in 
the  proportion  of  one  part  cement,  three  parts  of  sand  and  seven 
parts  gravel,  the  only  distinction  being  that  in  the  foundations  less 
attention  was  paid  to  the  screening  of  the  sand  than  in  the  super- 
structure of  the  piers.  In  the  arch  rings  and  .spandrel  walls  a  pro- 
portion of  I  to  2j<;  to  5  was  used. 

On  exposed  surfaces  a  facing  mortar  ij^-in.  thick  was  used. 
This  mortar  was  first  made  i  to  2,  but  was  afterward  changed  to 
1  to  2^.  The  facing  was  placed  by  means  of  slip  boards  and  was 
rammed  at  the  same  time  with  the  body  of  the  concrete.  On  the 
up-stream  ends  of  those  piers,  which  were  sharpened  to  act  as  ice 
breakers,  a  mixture  of  l,  2  and  4  varying  in  thickness  from  6  to  8 
in.  was  used  in  addition  to  the  ordinary  facing. 

The  proportioning  of  the  materials  in  the  concrete  was  on  the 
basis  of  packed  cement,  loose  sand  and  loose  gravel,  and  was  de- 


lermiued  by  tests  of  materials  combined   with  the  judgment  of  the 
inspector  on  the  work. 

.\  word  with  reference  to  the  method  of  depositing  concrete  on  the 
arches  niav  1h'  of  interest.     The  arches  were  built  in  transverse  sec- 


PLATIO    GIRDER    HRlDnR -CONCRETK    .\  HUTiM  lOiNTS, 

tions,  extending  the  full  width  of  27  ft.  The  rods  were  first  placed 
in  position  and  the  section  at  the  crown  deposited  first.  This  sec- 
tion varied  in  width  from  10  to  14  ft.  The  sections  at  the  haunches 
were  then  placed  and  continued  up  toward  the  crown. 

Work  was  begun  on  the  earth  embankment  May  22,  iyo2,  on  the 
abutments  of  the  "Dry  Channel   Span"  June  22d,  and  on  the  main 


Board  of  Directors 


President 
Horace  E.  Andrews 


First  Vice-President 
John  J,  Stanley 


Second  Vice-President 
Alden  M.  Youn|r 


(Jencral  Manager 
C.  Lonniis  Allen 


Si'crelar.v 
W.  N.  Kernan 


Treasurer 
C.  U.  Roifurs 


Ahh',  Sec.  and  Trejs. 
A.  L.  Linn,  »r. 


Accounlinff  Department 
Store  Kee)>cr 


Claim  Department 


Supu  of  Trannportatlon 
F.  J.  Gcrdon 


PurcliajRlnff 
Department 


Supl.  Main.  Way  &  Illdir. 
K.  a.  YoiuiK 


Section  BoHBeliand 
Uang* 


Electrical  Eniflneer 
W.  J.  Hirvcjr 


Master  Mechanic 
A.  C.  WlHwall 


Sub-Stations 

Power  Plants 

Transnilsslon  Lines 


Repair  Shop  Force 
Car  Inspectors 


Inspector* 


Dispatch- 
ers 


Conductors 
Motormcn 


IIIAl.KAM  SHOWINI.   KXECIITl VE  OHIi ANI/.ATION,  IITII  A   a   MOHAWK    VAI.LEV   RAILWAV  CO. 


786 


STREET   RAILWAY    REVIEW. 


[Vol.  XIII,  No.  lo. 


structure  the  latter  part  of  June.  Messrs.  Beckwith  &  Quackenbush, 
of  Herkimer  and  Mohawk,  N.  Y.,  were  contractors  for  the  masonry, 
and  Messrs.  Snare  &  Triest,  of  39  Cortlandt  St.,  New  York, 
erected  the  steel  work. 

Express  Service. 

The  company  operates  with  success  an  express  service  over  all 
its  lines.  In  speaking  of  this  department  at  the  Saratoga  Conven- 
tion of  the  American  Street  Railway  Association,  Mr.  C.  Loomis 
Allen,  general  manager  of  the  company,  epitomized  the  experience 
with  this  department  as  follows : 

In  December  last  we  organized  an  express  department  on  the 
Utica  &  Mohawk  Valley  Railroad.  We  did  not  undertake  to 
handle  anything  in  the  way  of  heavy  material  or  such  matter  as 
freight.  We  operate  three  express  cars,  which  are  operated  about 
twelve  hours  a  day.  We  do  not  take  any  material  for  shipment 
unless  that  material  be  delivered  at  the  destination.  By  that  I 
mean  we  have  at  each  village  or  municipality  where  we  give  service, 
teams  for  the  delivery  of  the  express  matter.  In  each  of  the  cities 
we  maintain  teams  for  the  purpose  of  collecting  express  matter, 
on  the  same  system  as  that  adopted  by  the  old  line  of  express  com- 
panies. The  expense,  which,  of  course,  must  be  very  large,  due  lo 
the  maintenance  of  the  drivers  and  agents  in  each  of  the  municipali- 
ties, has  been  in  the  neighborhood  of  about  70  per  cent  of  the  gross 
receipts. 


Oldest  Indiana  Inteiurhan  Completed. 


The  Indianapolis,  Columbus  &  Southern  Traction  Co's.  extension 
from  Franklin  to  Columbus,  Ind.,  was  opened  for  traffic  September 
2ist.  The  line  was  completed  between  Indianapolis  and  Greenwood 
in  December,  1899,  and  was  opened  Jan.  15,  1900.  In  the  summer 
of  1902  the  system  was  e-vtended  to  Franklin.  This  was  originally 
the  Indianapolis,  Greenwood  &  Franklin  Railroad  Co.,  which  was 
incorporated  in  November,  1894,  and  which  is  believed  to  be  the 
first  electric  interurban  road  projected  in  Indiana.  The  original 
projectors  were  Messrs.  Grafton  Johnson,  J.  T.  Polk  and  John  A. 
Polk,  of  Greenwood.  They  began  construction  in  1896  and  had 
practically  completed  the  grading  to  Greenwood,  when  money  be- 
came tight  and  they  were  forced  to  abandon  the  enterprise.  In 
July,  1899,  Messrs.  Joseph  I.  Irwin  and  William  G.  Irwin,  his  son, 
of  Columbus,  undertook  to  complete  the  road.  It  was  constructed 
wholly  with  private  capital,  the  entire  stock  being  owned  by  mem- 
bers of  the  Irwin  family.  The  officers  of  the  corporation  are: 
President,  Joseph  I.  Irwin;  vice-president  and  general  manager, 
William  G.  Irwin;  secretary  and  treasurer,  Hugh  T.  Miller.  These 
with  the  other  two  stockholders,  Mr.  and  Mrs.  Z.  T.  Sweeney,  com- 
prise the  board  of  directors. 

The  work  of  building  the  road  to  Columbus  was  begun  in  Sep- 
tember, 1902.  It  is  a  well-built  road,  very  free  from  grades  and 
curves.  The  bridges  are  all  of  iron  and  the  masonry  for  bridges 
and  culverts  is  entirely  of  concrete.  A  new  power  house  has  been 
erected,  at  Edinburg  and  a  sub-station  at  Greenwood.  The  car  barn 
and  shops  will  be  at  Columbus.  The  walls  of  the  car  barn,  a  por- 
tion of  which  is  completed,  will  be  of  concrete.  A  number  of  new 
high-speed  interurban  cars  have  been  put  in  service.  Mr.  A,  B.  Hogue, 
of  Greenwood,  who  has  been  the  Messrs.  Irwins'  superintendent 
from  the  first,  has  supervised  the  entire  work.  Those  portions  of 
the  road  that  have  been  in  operation  have  been  well  patronized  and 
free  from  accidents. 


Brooklyn  Heights  Road   Adopts  Merit  System, 

Under  date  of  Oct.  i,  1903,  D.  S.  Smith,  general  superintendent 
of  the  Brooklyn  Heights  Railroad  Co.,  issued  the  following  order: 

"Commencing  Oct.  15,  1903,  all  punishment  of  conductors,  guards, 
switchmen,  flagmen,  engineers,  motormen  and  firemen  in  train  ser- 
vice by  suspension  from  duty  with  loss  of  pay  will  be  abandoned, 
and  thereafter  discipline  for  neglect  of  duty,  violation  of  rules  and 
bad  conduct  shall  be  by  reprimand,  demerit  marks  or  dismissal 
from  the  service. 

"On  that  date,  every  employe  above  named  starts  with  a  clear 
record,  except  that  when  subsequent  records  show  that  past  offenses 
are  being  repeated,  the  persons  concerned  will  be  dismissed  from 
the  service  or  double  the  demerit  marks  entered  against  them. 

"It  will  be  understood  that  disloyalty,  intemperance,  insubordina- 


tion, immorality,  wilful  or  gross  carelessness,  incompetence,  dis- 
honesty, false  statements  or  concealing  facts  concerning  any  matter 
under   investigation  will   be   dischargeable  offenses. 

"A  complete  record  of  each  employe  will  be  kept  and  all  disci- 
pline imposed  will  be  shown  thereon.  Credit  will  be  given  for 
excellent  conduct,  deeds  of  heroism,  or  extraordinary  service  ren- 
dered, and  these  credits  will  receive  due  consideration  in  connection 
with  any  charges  which  may  be  made  against  such  employe. 

"For  every  three  consecutive  months  of  service  free  from  demerit 
marks  or  reprimand,  five  marks  will  be  deducted  from  any  that  may 
have  been  previously  entered  against  an  employe's  record.  When 
sixty  marks  shall  have  been  entered  against  the  record  of  an  em- 
ploye his  services  will  be  dispensed  with. 

"On  January  ist,  of  each  year,  the  names  of  employes  who  have 
at  that  time  completed  a  year  with  a  clear  record  will  be  posted. 

"In  the  promotion  of  employes,  their  previous  record  will  always 
be  considered. 

"Record  bulletins  of  an  educational  nature  will  be  posted  periodi- 
cally, giving  a  brief  account  of  cases  where  employes  have  been 
disciplined,  stating  what  action  was  taken  in  each  case  but  will 
not  ordinarily  give  the  name  of  the  employe  nor  any  information 
that  would  identify  him. 

"Each  employe  will  be  notified  in  writing  of  any  action  con- 
cerning him,  and  will  have  an  opportunity  to  appeal  from  any 
decision  as  to  the  number  of  demerit  marks,  but  such  appeal  must 
be  made  to  the  Division  Superintendent  within  ten  days  after 
receipt  of  notice. 

"The  objects  of  this  system  are: 

"First — ^To  continue  employes  in  the  service  without  interruption, 
loss  of  wages  and  consequent  suffering  to  those  dependent  upon 
their   earnings    for   support. 

"Second — To  obtain  greater  efficiency  in  the  safe  and  careful 
operation  of  the  company's  service  by  encouragement  to  faithful 
and  intelligent   performance   of  duty. 

"This  system  is  introduced  in  the  belief  that  it  will  be  beneficial 
to  employes  and  that  it  will  meet  with  their  hearty   co-operation." 


Pittsburg  and  Charleroi  Line  Opened. 

On  September  27th  the  Pittsburg  and  Charleroi  line  of  the  Pitts- 
burg Railways  Co.  was  formally  opened.  The  route  is  through  a 
picturesque  section  and  the  road  touches  all  of  the  important  steel 
centers  of  the  Monongahela  valley.  Construction  on  the  road,  which 
presents  the  longest  continuous  track  in  western  Pennsylvania,  was 
begun  in  1901.  It  is  27J/2  miles  long,  having  its  northern  terminus 
at  West  Liberty,  Pa.,  and  its  southern  terminus  at  AUenport,  35  miles 
from  the  Pittsburg  Union  station.  It  extends  south  in  a  direct  line 
through  Castle  Shannon  and  Finleyville  to  Monongahela  City,  Char- 
leroi and  other  towns  along  the  MonDngahela  River,  and  except  in 
the  towns  through  which  it  passes  it  runs  on  private  rights  of 
way.  There  are  no  grade  crossings,  the  maximum  grade  is  6  per 
cent,  and  with  8o-lb.  rails  on  a  thoroughly  ballasted  road  it  is  ex- 
pected that  high  speed  will  be  maintained.  Between  Castle  Shannon 
and  AUenport  there  are  25  steel  and  stone  bridges,  one  of  them 
being  165  ft.  high.  On  the  long  stretches  betw'een  towns  a  single 
track  has  been  laid,  but  grading  has  been  completed  for  another 
track  whenever  it  is  deemed  necessary. 

At  present  the  line  is  divided  into  three  sections  for  purposes  of 
operation.  One  extends  from  Union  station  to  Castle  Shannon, 
another  from  Castle  Shannon  to  Riverview,  and  the  third  from 
Riverview  to  AUenport.  Current  is  transmitted  over  a  high-tension 
line  at  15,000  volts,  the  power  house  being  at  Rankin  and  the  sub- 
stations at  Riverview,  Library  and  Charleroi.  The  cars  are  each 
equipped  with  four  56-h.  p.  motors.  A  steel  car  barn,  220  x  80  ft.,  is 
being  erected  at  Charleroi.  The  new  road  opens  up  Washington 
County,  and  saves  40  miles  in  some  instances  in  the  journey  to 
Pittsburg. 

■*--¥ 

The  Pacific  Electric  Railway  Co.,  of  Los  Angeles,  is  building  a 
new  line  to  Whittier,  a  distance  of  13  miles.  The  road  is  graded, 
poles  are  set  and  wires  strung,  and  the  rails  are  being  laid.  The 
line  to  San  Pedro  is  also  under  construction.  Considerable  work 
is  also  being  done  on  the  company's  new  power  house.  The  foun- 
dations have  been  built  for  three  2,500-h.  p.  engines,  and  10,000  h.  p. 
in  Edge  Moor  boilers  is  being  installed. 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


787 


Indiana  Raihvuys. 

The  Indiana  Union  Traction  Co.  is  now  engaged  in  building  a 
line  from  Anderson  to  Elwood,  via  Florida  and  Frankton,  a  dis- 
tance of  14  miles;  from  Muncie  to  Alexandria,  a  distance  of  17 
miles,  and  from  Anderson  to  New  Castle  via  Middletown,  a  distance 
of  22  miles.  Grading  on  the  Muncie-Alexandria  and  the  Anderson- 
Elwood  lines  was  practically  completed  October  ist  and  it  is  ex- 
pected that  these  divisions  will  be  in  operation  by  January,  1904. 
The  line  to  Elwood  will  be  eight  miles  shorter  than  the  present 
route  via  Alexandria,  while  the  Muncie-Alexandria  route  will  make 
the  distance  between  these  points  13  miles  less  than  the  present 
route  of  the  Union  Traction  lines  via  Anderson,  and  establish  a 
through  line  from  Muncie  to  Tipton  paralleling  the  Lake  Erie  & 
\\''estern,  the  lines  between  Elwood  and  Tipton,  built  by  the  In- 
dianapolis Northern  Co.,  having  been  in  operation  for  some  time. 

It  is  hoped  that  the  lines  of  the  Indianapolis  Northern  Traction 
Co.  (which  by  the  terms  of  its  merger  with  the  Union  Traction  Co. 
of  Indiana  was  to  complete  the  construction  work  and  constitute 
the  construction  department  for  the  Indianapolis  Northern  system 
as  originally  contemplated)  will  be  completed  by  January  1st.  This 
route  is  from  Indianapolis  to  Kokomo,  the  county  seat  of  Howard 
County,  via  Noblesville,  the  county  seat  of  Hamilton,  and  Tipton, 
the  county  seat  of  Tipton.  From  Kokomo  two  branches  will  ex- 
tend, one  to  Logansport,  the  county  seat  of  Cass,  and  one  to  Peru, 
the  county  seat  of  Miami.  Entrance  to  Indianapolis  is  over  the 
line  of  the  Broad  Ripple  Traction  Co.,  which  from  28th  St.  to  Broad 
Ripple  has  been  acquired  by  the  Indianapolis  Northern.  The  engi- 
neering work,  which  has  been  in  charge  of  Mr.  S.  H.  Knight,  on 
this  line  is  of  exctptionally  high  quality,  and  the  large  number  of 
bridges  has  made  the  construction  expensive.  Much  of  the  bridge 
and  culvert  work  was  done  by  the  National  Bridge  Co.,  of  Indianap- 
olis. 

For  the  operation  of  the  Indianapolis  Northern  lines  there 
are  to  be  six  sub-stations  located  at  Froad  Kipple,  Noblesville, 
Tipton,  Kokomo,  three  miles  southeast  of  Logansport,  and  three 
miles  south  of  Peru.  Power  is  generated  at  the  station  of  the 
Indiana  Union  Traction  Co.  at  Anderson.  From  Anderson  to  Tip- 
ton there  are  two  transmission  lines  which  feed  into  common  bus 
bars  at  the  Tipton  sub-station.  From  these  bus  bars  one  circuit  is 
carried  south  to  Noblesville  and  Broad  Ripple  and  two  circuits  arc 
taken  north  to  Kokomo,  where  they  feed  into  common  bus  bars. 
From  these  bus  bars  the  Kokomo  sub-station  is  supplied  and  two 
circuits  are  carried  north,  one  to  Peru  and  one  to  Logansport. 

The  Wabash-Logansport  Traction  Co.,  controlled  by  the  same 
interests  as  the  Indiana  Union  Traction  Co.,  is  operating  between 
Wabash  and  Logansport,  and  the  Ft.  Wayne  &  Southwestern 
Traction  Co.  is  operating  between  Wabash  and  Ft.  Wayne.  The 
Ft.  Wayne,  Logansport,  La  Fayette  &  Lima  Traction  Co.  will  build 
along  the  Wabash  River  from  Logansport  to  La  Fayette,  and  thence 
southwest. 

In  order  to  take  care  of  the  Indianapolis  Northern  system  the 
power  house  of  the  Union  Traction  Co.  at  Anderson  has  Ijcen 
enlarged  and  two  i,ooo-kw.  alternating  current  units  installed.  A 
new  stack  is  also  under  construction.  These  generators  are  Wcst- 
inghouse  three-phase  machines  generating  at  375  volts,  3,200  alterna- 
tions. In  the  boiler  room  will  be  installed  four  Babcock  &  Wilcox 
Ijoilcrs,  two  of  400  h.  p.  and  two  of  600  h.  p.  each.  The  design  of 
the  addition  to  this  station  is  similar  to  that  of  the  older  portion 
of  the  station,  which  was  described  at  length  in  our  issue  of  April, 
1901.  A  new  building  has  l)cen  erected  near  the  power  station  the 
first  floor  of  which  will  receive  the  fifteen  2.i;o-kw.  375-15,000  volt 
transformers  formerly  located  in  the  basement  of  the  main  station 
and  .wven  500-kw.  375-3,000  volt  transformers  for  the  Indianapolis 
Northern  system.  In  the  second  story  of  this  new  building  there 
will  be  the  high  tension  switchboard.  This  work  has  been  carried 
out  under  the  direction  of  the  company's  electrical  engineer,  Mr. 
A.  S.  Richey. 

The  Indianapolis  &  Eastern  Railway  Co.,  which  has  been  operating 
l>etwecn  Indianapolis  and  Dublin  via  Greenfield  and  in  connection 
with  the  Richmond  Street  &  Interurlran  Ry.  and  Ohio  lines  gives 
a  tnrough  line  from  Indianap'ilis  to  Columbus,  on  September  isth 
opened  the  branch  line  from  Dunrcith  to  New  Castle,  a  distance  of 
lo'/i  miles.  The  Indianapolis  &  Fjislorn  Company  has  in  operation 
60  miles  of  track.    The  main  line  is  from  Indianapolis  to  Greenfield, 


17  miles,  thence  to  Dunreith,  18  miles,  and  thence  to  Dublin,  12 
miles.  The  cars  in  Indianapolis  are  operated  over  the  Indianapolis 
Traction  &  Terminal  Co's.  tracks  for  five  miles,  but  this  is  not 
counted  in  the  mileage  given. 

The  Indianapolis  &  Cincinnati  Traction  Co.,  which  was  organized 
in  May  last  to  operate  from  Indianapolis  to  Cincinnati  via  Rushville, 
Connersville  and  Hamilton,  has  completed  grading  and  bridge  foun- 
dations as  far  as  Rushville,  a  distance  of  40  miles  from  Indianapolis. 
The  roadway  has  been  graded  for  a  double  track  line  throughout 
and  all  bridge  foundations  and  culverts  have  been  constructed  with 
a  double  track  in  view.  A  single  track  only  will  be  laid  at  first, 
however.  The  whole  is  on  a  private  right  of  way  which  has  a  mini- 
mum width  of  66  ft.  TTie  distance  between  the  principal  towns  are : 
From  Indianapolis  to  Rushville,  40  miles  (three  miles  in  Indianapolis 
will  be  over  the  local  tracks)  ;  to  Connersville,  17  miles;  to  Hamil- 
ton, O.,  33  miles;  to  Cincinnati,  25  miles.  Total,  115  miles.  The 
officers  of  the  Indianapolis  &  Cincinnati  Traction  Co.  are :  President 
and  general  manager,  C.  L.  Henry;  secretary;  William  L.  Taylor; 
treasurer,  E.  M.  Johnson.  John  W.  Moore  is  chief  engineer.  The 
offices  of  this  company  are  in  the  Stephenson  Building,  Indianapolis. 

The  Consolidated  Traction  Co.  of  Indianapolis  has  practically 
completed  grading  between  Indianapolis  and  Crawfordsville,  43.5 
miles,  is  securing  a  right  of  way  between  Crawfordsville  and  Cov- 
ington, 29  miles,  and  is  at  work  on  the  preliminary  survey  between 
Crawfordsville  and  La  Fayette.  The  headquarters  of  this  com- 
pany are  403  Indiana  Trust  Bldg.,  Indianapolis.  Edward  Hawkins 
is  president  and  manager  and  Guy  E.  Hawkins  secretary. 

The  Indianapolis  &  Northwestern  Traction  Co.  formally  opened  its 
line  between  Lebanon  and  Indianapolis  September  30th,  and  one 
or  more  trips  were  made  over  the  line  each  day  thereafter,  although 
a  regular  schedule  was  not  established  until  October  sth.  The  line 
from  Lebanon  to  Frankfort  is  practically  completed  and  work  is 
progressing  rapidly  between  Frankfort  and  La  Fayette,  the  present 
terminus  of  the  line.  The  car  equipment  is  to  include  10  passenger 
coaches  and  4  freight  cars,  all  built  by  the  Jevvett  Car  Co.,  of 
Newark,  O.  The  cars  are  mounted  on  Peckham  No.  36-B  trucks 
and  equipped  with  four  G.  E.-73  motors.  The  equipment  includes 
the  General  Electric  type  M  control,  Westinghouse  air  brakes,  Peter 
Smith  hot  water  heaters,  Hale  &  Kilburn  push-over  scats. 

The  power  house  and  car  house  are  located  at  Lebanon.  The 
power  house  equipment  includes  four  500-h.  p.  Stirling  boilers  with 
Roney  stokers,  two  370- volt,  1,250-ampere  alternating  current  gen- 
erators operating  at  107  r.  p.  m. ;  two  300-kw.  rotary  converters  and 
two  125-volt,  440-ampere  exciter  generators  driven  by  Ideal  engines 
and  one  motor-driven  exciter.  There  are  six  270-kw.  transformers 
for  raising  the  voltage  to  26,400  for  transmission.  The  electrical 
equipment  is  all  General  Electric. 

The  officers  and  operating  force  of  the  company  are:  President, 
George  Townsend;  vice-i  resident,  r.  L.  Saltonstall;  .secretary,  Win- 
ihrop  Smith;  treasurer,  Chauncey  Eldridge;  general  manager,  C.  C. 
Reynolds;  auditor,  Howard  St.  G.  Eldridge;  superintendent,  G.  K. 
Jeffries ;  chief  engineer  and  electrician,  Mr.  Alexander. 

• ■*—* 

Prospcroii.s  Employes'  Association. 


The  annual  report  of  the  Consolidated  Traction  CoTupany  Employ- 
es' Relief  Association,  which  includes  only  the  men  employed  on 
the  consolidated  system  of  the  Pittsburg  Railways  Co.,  shows  that 
since  the  inception  of  the  association  in  i8go,  it  has  paid  to  mem- 
bers $85,528.50  in  sick  benefits  and  to  decea.scd  members'  families 
$i5,4K7.i;o  in  death  benefits,  a  total  of  $101,016.  The  treasurer's  re- 
port for  the  year  ending  August  31st  is  as  follows:  Balance  on 
hand  Sept.  i,  1902,  $6,940;  dues  from  members  Aug.  16,  1902,  to  July 
15.  1903.  $13,803.50;  donations  from  the  Pillsbiirg  Railways  Co., 
$6,751;  returned  benefits,  $9450;  interest  on  deposits,  $277.87;  total 
receipts,  $27,866.93.  Disbursenieiils :  Sick  and  death  benefits  and 
miscellaneous,  $19,264.15;  refunded  dues.  $5 ;  balance  on  hand, 
$8,597.78.  The  association  has  a  total  of  1,566  member.s,  a  net  gain 
of  71 ;  the  first  year  it  had  54  members  and  the  dues  were  not  suf- 
ficient to  pay  the  benefits.  It  was  formed  by  employes  of  the  old 
Citizens  Traction  Co. 

^-»^ 

DO  your  railroading  while  on  duty. 

DON'T  do  it  in  the  barber  shop.— Buzzard's  B.iy   riiilcisopliy. 


788 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  10. 


PUBLISHED    ON    THE    20th    OF    EACH    MONTH. 

WI^DSOR  &  KENFIELD  PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICAGO,  ILL. 


OABLK  AOORESSi      WINPICLO.' 


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BRANCH  OFFICES: 

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Italy,  Milan— Ulrico  Hoepli,  Librairia  Delia  Real  Casa. 

New  South  Wales.  Sydney— Turner  &  Henderson,  16  and  18  Hunter  Street. 
Queensland  (South),  Brisbane— Gordon  &  Cotch. 
Victoria,  Melbourne -Gordon  &  Cotch.  Limited.  Queen  Street. 


The  publisher  of  the  Strebt  Railway  Review  issues  each  year  on  the 
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numbers  of  th<<  /yai/y  SIretl  Kitil-waY  Ki-.ira;  ivhich  is  published  in  the  convention 
citv  and  contains  tfie  convention  reports.  The  Daily  Slrett  Raihvay  Review  is 
separate  from  the  Stkeet  Railway  Review,  bat  is  in  its  nature  supplementary 
thereto. 

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Address  all  Communtcations  and  Remittances  to  Windsor  d  Kenfield  Publishing  C  o. 
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CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
engaged  in  any  branch  of  street  railway'  work,  and  will  gratefully  appreciate 
any  marked  copies  of  papers  or  news  items  our  street  railway  friends  may  send 
us,  pertaining  either  to  companies  or  officers. 

DOES  THE  MANAGER  WANT  ANYTHING? 

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

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


VOL.  XIII. 


OCTOBER  20,  1903. 


NO.  10 


SUMMARY  OF  CONTENTS. 

Th.;   Utica  ..t   Mohawk   V:ilky  Ry.- lllii.slratcd    T'3 

Imiiana     Railways     'S' 

Convention  of  the  New  York  State  Street  Railway  Association iW) 

Transfer.s,  Their  Use  and  Abuse.    By  John  B.   Duffy 793 

The   I'hysicial    E.xamination    from    the    Physician's    Standpoint.     By 

Dr.   J.   J.    Moorehead    796 

Physical  Examination  in  Accident  Cases.    By  W.  A.  Dibbs 798 

Hydraulics  in  Connection  with  Street  Railway  Operation.    By  C.  E. 

Parsons    ^^ 

Track  Construction  and  Maintenance.     By  T.    K.  Wilson sni 

Power  Transmission  for  Interurban   Lines.    By  J.  B.  Storer 80.S 

Dispatchers'    Duties   and    Electric   Signals.     By  Orlando   W.    Hart... 811 
Crossing  of  Steam  and  Electric   Railways.    By  Charles  R.   H:irncs.  ..Si:! 

Interurban  Train   Dispatching.     By  E.   B.   Wllcoxen 815 

Interurban  Ticketing.     By  J.    E.   Stephenson.     Illustrated 816 

Freight  Developments  by   Interurban  Roads.     By   F.    E.   Seixas 818 

Regulating    Newsboys.      Illustrated    821 

Patent  for  Jointing   iiiid   Supporting  Tram    Rails.     Illustrated 82'2 

The  Electric    Tramways  of  Kalgoorlle.    Western  Australia.      Hy   S. 

W.    Childs.     Illustrated   823 

Convention   of   the    Pennsylvania   Street   Railway   Association 829 

Fares  and  Fare  Protection.    By  John   I''.  Ohmer 830 

Question    Box     831 

Recent    Street   Railway    Decisions    849 

Fire  Protection  in  Power  Plants  and  Car  Houses  853 

Personal 854 

Handling  Garbage  in  Savannah,  Ga.    Illustrated    856 

Street  Railway  Legislation  for  1903  857 

Financial     859 


FAR  OR  NEAR  CROSSING? 

At  the  Saratoga  convention  when  moving  thai  the  American 
Street  Railway  Association  adopt  the  "Rules  for  the  Government 
of  Employes"  as  submitted  by  the  Commiuce  on  Rules,  Mr.  John  I. 
Bcggs,  of  the  Milwaukee  Electric  Railway  &  Light  Co.,  called  al- 
Icnlion  to  several  changes  thai  he  would  make  in  preparing  a  copy 
of  the  rules  for  use  by  his  company.  One  of  these  changes  sug- 
gested was  to  make  rule  24  provide  for  stopping  cars  on  the  near 
side  instead  of  on  the  far  side  of  an  intersecting  street,  and  Mr. 
Bcggs  cited  with  approval  tlie  fact  that  several  municipalities  were 
at  that  time  enacting  ordinances  providing  for  stops  at  the  near 
crossing.  An  argument  in  favor  of  the  near  crossing  is  presented 
by  a  correspondent  in  this  issue  of  the  "Review",  who  speaks  from 
ihe  standpoint  of  a  conductor,  and  believes  that  the  "near  stop" 
would  be  a  remedy  for  the  gelting-off  backward  evil. 

Mr.  Beggs  is  satisfied  that  stopping  on  the  near  side  of  the  street 
is  best  adapted  to  the  conditions  obtaining  in  his  city,  which  is  fur- 
ther evidence  that  there  is, one  principle  on  which  all  street  railway 
nicii  can  agree,  to  wit :  "That  local  conditions  differ."  Whatever 
the  conditions  are  in  Milwaukee,  and  in  smaller  places,  that  make 
the  near  stop  preferable,  or  a  matter  of  indifference  to  the  manage- 
ment, we  believe  that  in  the  larger  cities  there  are  serious  objections 
to  the  proposed  change  in  rule  24. 

In  1896  the  Chicago  city  council  passed  a  near  stop  ordinance  with 
which  the  street  raihvay  companies  promptly  complied.  The  or- 
dinance was  repealed  at  the  meeting  of  the  council  next  following 
the  date  on  which  the  change  became  eflfective,  and,  if  our  recollection 
is  correct,  was  in  force  for  less  than  two  weeks.  It  was  found  that 
the  change  was  not  agreeable  to  passengers,  who,  leaving  at  the  rear 
end  of  the  cars,  had  to  walk  at  least  twenty  feet  farther  through  the 
slush  and  mud  with  which  the  streets  were  usually  covered,  in  order 
to  reach  the  crossing  walk. 

The  most  important  objection,  however,  to  the  near  stop  was  the 
increased  number  of  accidents,  both  injuries  to  pedestrians  and  col- 
lisions with  vehicles  which  could  be  attributed  to  the  new  rule.  It 
was  found  that  pedestrians  and  drivers  of  vehicles  assumed  that  the 
cars  would  stop  before  crossing  each  street,  and  as  no  stop  was 
made  unless  a  passenger  wished  to  alight,  this  assumption  too 
often  resulted  in  injury  to  persons  or  property;  so  often,  in  fact, 
tliat  the  ordinance   was   repealed. 


GERMAN  HIGH  SPEED  EXPERIMENTS. 

Considerable  interest  is  being  taken  in  the  experiments  on  the 
Berlin-Zossen  military  road  in  the  operation  of  electric  cars  at  very 
high  speeds.  The  latest  reports  are  that  a  speed  of  125.8  miles  has 
been  attained,  this  being  about  §^  of  a  mile  higher  than  the  fastest 
run  previously  made.  The  engineers  announce  that  they  feel  con- 
fident of  attaining  a  speed  of  140  miles  per  hour.  The  engineers  are 
reported  as  saying  that  they  do  not  believe  125  miles  will  be  practi- 
cable in  regular  service,  but  that  they  are  prepared  to  recommend  a 
*;peed  of  93  miles  per  hour  between  Berlin  and  Hamburg. 

It  will  be  remembered  that  in  the  experiments  conducted  early  in 
ig02  on  the  same  road  the  highest  speed  attained  was  about  100 
miles  per  hour,  and  at  this  speed  the  cars  became  very  uncomfort- 
able because  of  the  side  motion,  and  it  was  found  necessary  to  repair 
the  tracks  at  the  conclusion  of  each  run.  Inasmuch  as  the  spttd 
has  been  greatly  increased  this  year  it  is  to  be  presumed  that  the 
difficulties  formerlv  encountered  have  been  obviated. 


NO  MUNICIPAL  LINE  FOR  SAN  FRANCISCO. 

The  citizens  of  San  Francisco  recently  had  the  opportunity  to  try 
an  experiment  in  the  municipal  ownership  and  operation  of  street 
railways,  and  we  are  gratified  that  the  decision  was  in  the  negative, 
although  the  city  had  a  narrow  escape.  San  Francisco  is  a  city 
of  about  350,000  population  with  probably  75,000  voters,  yet  the 
total  vote  on  the  question  of  issuing  bonds  for  the  purchase  of  the 
Geary  Street,  Park  &  Ocean  Rail'oad  was  but  little  in  excess  o5 
26,000,  the  affirmative  vote  being  14,481  and  the  negative  10,745. 
The  proposition  failed  because  a  majority  of  two-thirds  was  re- 
quired. 

It  is  well  known  to  all  who  read  the  returns  of  municipal  elec- 
tions that  by  far  the  greater  number  of  electors  as  a  rule  will  not 
vote  upon  the  various  questions  which  are  from  time  to  time  sub- 
mitted   at   general    elections,    but    the   fact   that   the   advocates    of 


Oct.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


789 


municipal  ownership  are  lew  in  niimber  is  more  than  offset  by  their 
pernicious  activity.  While  heietofore  radical  action  in  the  direction 
of  municipal  ownership  of  the  so-called  public  utilities  has  been  pre- 
vented because  the  laws  under  which  the  questions  were  submitted 
to  popular  vole  have  required  that  the  number  of  affirmative  votes 
l>e  a  majority  of  all  the  votes  cast  at  the  election,  and  not  a  majority 
merely  of  the  votes  on  the  particular  proposition.  This  defense  has 
now  been  broken  down  in  various  of  our  states,  and  unless  some  ef- 
fectual means  is  devised  for  arousing  the  conservative  elements  of  a 
conmiunity  and  bringing  them  to  the  polls,  we  predict  that  it  will 
not  l>e  long  before  some  American  city  is  made  to  serve  as  a  horrible 
e.xample  of  how  an  incompetent  municipal  government  can  misman- 
age a  street  railway. 


THE  QUESTION  BOX. 

Klsewhere  \n  this  issue  will  be  found  a  complete  report  of  the 
convention  of  the  Pennsylvania  Street  Railway  Association  held 
at  Williamsport.  Pa.,  September  23  and  24.  An  innovation  in  the 
proceedings  of  this  convention  was  the  introduction  of  a  question 
bo.\,  which  proved  of  very  general  interest  and  elicited  consid- 
erable discussion.  The  question  box  was  classified  under  si.x  differ- 
ent heads,  namely :  Power  House  Department,  Operation  and 
Maintenance  of  Equipment,  Track  and  Roadway  Deparlmenl.  Bond- 
ing Department.  Overhead  Line  Department  and  Management. 
Owing  to  the  very  large  number  of  questions  and  answers  received, 
want  of  space  prevents  us  from  giving  the  question  bo.K  in  full  at 
this  time  and  the  remainder  will  be  given  in  our  next  issue. 

While  the  idea  of  a  question  bo.x  is  by  no  means  new,  it  has 
usually  been  of  secondary  importance  where  it  has  been  adopted, 
but  the  prominence  which  it  attained  at  the  Williamsport  conven- 
tion points  to  possible  important  developments  in  this  direction 
for  future  conventions.  It  certainly  forms  a  convenient  method 
of  tabulating  the  experiences  of  different  street  railway  companies. 
and  the  wide  range  from  which  this  experience  is  gathered  would, 
in  many  cases,  make  the  information  so  obtained  more  valuable 
than  a  paper  on  the  same  subject  expressing  only  an  individual 
opinion.  While  many  of  the  answers  are  very  brief  and  lack  con- 
siderably in  details  which  might  be  desirable,  this  is  perhaps  largely 
due  to  the  very  large  number  of  questions  it  contains.  .'\t  the 
same  lime  it  must  be  remembered  that  street  railway  men  as  a  rule 
are  busy  men  who  have  but  little  time  for  the  preparation  of  ex- 
tensive papers,  and  by  means  of  a  question  box  many  answers 
requiring  but  little  or  no  time  for  their  preparation  would  be 
received  which,  on  the  other  hand,  would  not  be  elicite<i  in  the 
discussion  of  a  paper. 

The  question  box  of  the  Pennsylvania  .Street  Railway  Associa- 
tion contains  a  great  deal  of  practical  information,  and  if  this 
department  is  continued  in  the  succeeding  conventions  of  this  asso- 
ciation the  question  box  will  ultimately  prove  a  valuable  com- 
pendium of  current  practice  in  the  various  departments  of  street 
railway  work. 


COURTESY  TO  PATPONS. 

It  has  come  to  be  generally  recognized  that  courtesy  is  one  of  the 
cheapest  things  available  in  the  business  world,  though  one  is  some- 
times tempted  to  add — and  one  of  the  scarcest.  We  fear  that  too 
many  of  the  electric  intcrurban  railways  arc,  in  the  treatment  of 
patrons,  following  a  practice  that  was  formerly  considered  as  "stand- 
ard" by  many  steam  roads  and  which  has  been  epitomized  in  a 
terse  remark  concerning  the  public  which  is  usually  attributed  to 
the  late  Commodore  Vanderbilt.  An  instance  of  useless  and  out- 
rageous disregard  of  the  rights,  not  to  say  sensibilities  of  passengers, 
by  the  employes  of  an  electric  railway  in  western  Michigan  has 
Iwen  brought  to  our  notice  recently.  A  gentleman  had  purchased 
tickets  for  himself  and  family  and  was  standing  on  the  sidewalk 
when  the  car  arrived ;  iR'ing  unable  to  carry  his  hand  bag  and  al 
ihc  same  lime  assist  his  wife  and  children  to  board  the  car,  the 
handbag  was  necessarily  left  on  the  sidewalk.  The  party  being  on 
lioard  the  conductor  gave  the  starling  signal  and  refused  to  hold 
Ihc  car  the  few  seconds  that  would  have  enabled  the  man  of  the 
family  lo  gel  his  baggage.  'ITiis  forced  the  passenger,  after  accom- 
panying his  family  lo  the  junction  point  and  transferring  them,  lo 
return  for  hi^  bag.  causing  a  loss  to  him  of  three  hours'  time  and 
the  carfare.    To  make  matters  worse  complaint  lo  the  superintendent 


elicited  the  response,  "he  guessed  the  conductor  waited  as  long  as 
he  cOuld." 

.Such  treatment  of  patrons  is  evidence  of  poor  discipline  which 
in  tiim  means  poor  management,  and  if  continued  is  sure  to  result 
in  a  bitter  feeling  that  will  manifest  itself  in  opposition  to  franchise 
renewals,  verdicts  for  excessive  damages,  and  the  many  other  ways 
in  which  corporations  are  affected  by  adverse  public  sentiment.. 


THE  SYRACUSE  CONVENTION. 


We  prim  in  this  issue  a  complete  report  of  the  New  York  State 
Street  Railway  Association,  which  is  one  of  the  most  successful 
and  businesslike  conventions  which  the  association  has  ever  held. 
Not  only  was  a  large  number  of  important  papers  prepared,  but 
the  discussions  on  several  topics  showed  evidence  of  careful  prep- 
aration. One  of  the  features  of  these  conventions  for  several 
years  past  has  Ijeen  the  annual  address  of  the  president,  which  sum- 
marized the  history  of  the  year's  progress  in  all  departments  of 
street  railway  work.  The  large  variety  of  subjects  touched  upon, 
as  well  as  the  diversity  of  subjects  treated  in  the  different  papers, 
provided  sontething  of  interest  for  every  member  present,  and 
the  excellent  discussions  on  almost  all  of  the  topics  introduced 
show  the  general  interest  and  enthusiasm  of  the  members  in  the 
work  of  the  association. 

The  social  features  of  the  convention,  while  subordinate  to  the 
business  meetings,  were  thoroughly  enjoyed  by  the  delegates  and 
visitors.  The  banquet  and  excursions  arranged  by  the  entertain- 
ment committee  provided  a  welcome  relaxation  between  the  long 
business  sessions.  The  association  is  to  be  congratulated  upon 
its  businesslike  methods  and  the  excellent  character  of  its  pro- 
ceedings, and  the  well-known  ability  and  energy  of  its  newly 
elected  officers  is  a  guarantee  of  the  maintenance  of  the  present 
high  standard  which  this  association  has  reached. 


TAXATION  OF  STREET  RAILWAYS. 

It  is  admittedly  difficult  to  determine  an  equitable  basis  for  the 
taxation  of  public  service  corporations  such  as  street  railways,  and 
the  tendency  to  impose  additional  burdens  upon  these  corporations 
in  the  way  of  taxation  appears  to  be  growing  in  spite  of  the  fact 
that  most  of  our  street  railroads  are  now  bearing  as  heavy  burdens 
in  the  way  of  taxation  as  they  can  be  expected  to  carry.  This  fact 
was  prominently  brought  out  in  the  presidential  address  of  Mr.  G. 
Tracy  Rogers  at  the  Syracuse  convention  of  the  New  York  State 
Street  Railway  -Association,  in  which  are  given  some  convincing 
figures  relative  to  the  street  railways  of  New  York  state.  These 
figures  taken  from  the  last  annual  report  of  the  State  Board  of  Rail- 
road Commissioners  show  that  for  the  year  ending  June  30,  1902, 
there  were  but  11  of  the  <»  operating  roads  in  that  state  which  paid 
dividends,  three  of  these  being  in  New  York  City.  Of  the  eight 
ntlur  dividend-paying  roads  three  showed  deficits  after  so  doing. 
The  percentage  of  gross  earnings  paid  by  the  railways  of  New  York 
stale  during  the  year  of  1902  was  5.2  i>er  cent  which  would  seem  to 
be  their  full  share  of  the  lax.  yet  for  several  years  these  roads  have 
been  faced  with  a  proposition  to  tax  their  mortgages.  Should  such 
a  law  be  passed  it  would  undoubtedly  seriously  affect  the  sale  of 
ihese  companies'  securities  and  greatly  retard  the  future  development 
of  street  railways. 

The  same  tendency  towards  excessive  taxation  of  street  railway 
corporations  is  noticeable  in  most  other  parts  of  the  country  and 
arises  probably  from  a  misconception  of  the  earning  capacities  of 
these  roads.  There  is  undoubtedly  .1  popular  opinion  among  those 
not  conversant  with  the  subject  that  the  operation  of  a  street  railway 
company  results  invariably  in  very  large  profits,  but  a  glance  at  the 
financial  statistics  of  street  railways  is  sufficient  to  disprove  this 
rrincrption.  It  is  a  fact  that  while  some  of  the  roads  in  the  largest 
cities  exiiibil  large  earnings  it  is  only  by  careful  and  economical 
Mianagement  that  many  other  roads  are  maintained  on  a  paying  basis. 
Il  is,  therefore,  against  public  policy  (o  burden  street  railways  with 
more  than  a  fair  share  of  tax.ation.  as  such  a  course  will  inevitably 
retard  their  development,  which,  if  uninlerruplcd,  materially  in- 
creases the  assessed  valuation  of  real  estate  wherever  these  roads  are 
extended.  It  should  also  Iw  remembered  that  whatever  taxes  arc  paid 
by  Ihc  street  railways  are  paid  indirectly  by  the  traveling  public  and 
lo  make  such  taxation  excessive  means  that  either  the  service  of 
these  corporations  must  be  reduced  or  the  rates  of  fare  increased. 


Street  Railway  Association  of  the  State  of  New  York. 


Twenty. first  Annual  Meeting  Held  at  the  City  Hall  in  the  City  of   Syracuse,  N. 

and    7th,    1903. 


October  (ith 


The  meeting  was  called  to  order  by  President  G.  Tracy  Rogers 
of  the  Association  at  10:35  a.  m. 

After  the  roll  call,  which  showed  about  IJ5  representatives  of 
members  to  be  present,  the  mayor  of  Syracuse.  Hon.  Jay  B.  Kline, 
welcomed  the  association.  The  president  then  delivered  his  annual 
address,  as  follows : 

Presidential  Address. 

Gentlemen :  Nine  years  have  passed  since  we  met  in  annual 
convention  in  this,  the  "Central  City"  of  the  Empire  State.  The 
wonderful  changes  which  we  see  in  the  street  railway  construction, 
equipment  and  service,  and  the  cordial  lelations  which  I  understand 
exist  between  the  public,  the  city  officials  and  the  street  railroad  in 
this  beautiful  and  thrifty  city,  fostered  and  solidified  withm  that 
time,  illustrate  the  results  achieved  by  courage,  capital,  diplomacy 
and  good  management. 

The  year  past  has  been  one  of  general  thrift  and  prosperity.   This 


is  most  fortunate,  as  otherwise  the  smaller  and  interurban  roads 
The  enterprise  of  railroad  extension  must  have  the  Hearty  co- 
operation and  good  will  of  the  people  along  the  route,  as  the  short- 
sighted policy  of  placing  obstacles  in  the  way  of  street  railway  de- 
velopment, or  of  imposing  serious  restrictions  and  impracticable 
regulations  for  operation,  will  result  in  the  abandonment  of  many 
projects  from  the  completion  of  which  the  entire  community  would 
reap  valuable  and  substantial  benefits. 

The  most  poorly  constructed  electric  railroad,  operated  in  the 
most  shiftless  way,  would  not  willingly  be  dispensed  with  by  the 
community    which    it    serves,    even    inefficiently. 

The  electric  railroad,  if  not  seriously  hampered,  and  with  a 
fair  amount  of  encouragement,  is  bound  to  progress,  as  it  will 
give  the  best  system  of  urban  and  interurban  transportation  that 
the  world  has  ever  known,  therefore,  its  progress  must  not  be 
retarded.     Its   growth   should   be  carefully   fostered,   regulated    and 


"^^ 

s'.^  ^sS    _>^     S'jn    ft  9    JiSHn  iS    ^'^      «     Si'  ^^''^MH 

jms_  ^  j>.    ^  ■>  __,  ^        djL  ■  1 . ;.  a^. :.  g  k  .J 

1 

■        _i^.  -   ■  _^^^ 

DELEGATES,   SUPPLYMEN  AND   VISITORS   AT   THE   SYRACUSE  CONVENTIO.N'. 


would  have  suffered  equally  with  the  other  factors  of  summer  life 
whose  prosperity  has  been  injured  by  the  unseasonable  summer 
weather.  The  results  for  both  have  been  most  disastrous  and  are 
to  be  deplored.  I  wish  to  congratulate  the  roads  of  the  state  upon 
their  handsome  gain  in  gross  receipts,  made  under  the  existing  cir- 
cumstances. The  electric  roads  of  the  state  continue  to  improve 
the  conditions  of  life,  and  are  a  power  for  public  benefit.  They 
continue  to  work  changes  in  the  sociological,  moral  and  financial 
growth,  a  factor  in  producing  the  present  prosperous  condition  of 
our  people. 

I  believe  that  the  most  liberal  and  fair-minded  man  realizes  what 
we  are  doing,  and  to  a  degree  understands  the  difliculties  and  ap- 
preciates the  many  obstacles  which  have  to  be  overcome  in  our 
construction,  operation  and  in  every  department  of  our  work,  also 
in  our  relations  with  the  public.  Wherever  the  rails  of  an  electric 
railroad  go,  there  follows  increased  population  and  prosperity, 
therefore,  the  people  who  build  and  operate  these  roads  are  en- 
titled to  a  fair  return  upon  their  investments,  and  an  adequate 
recompense  for  their  services. 

Any  movement  tending  to  hamper  or  obstruct  the  completion 
and  extension  of  electric  railroad  transportation  facilities  is  a  seri- 
ous menace  to  the  general  public  good,  the  merchant,  and  especially 
the  owner  of  real  estate  in  outlying  districts. 


guided,  but  it  should  not  be  limited  and  circumscribed  with  useless 
restrictions  and  conditions. 

The  state  of  New  York  has  been  far  behind  many  of  the  sister 
states  in  the  construction  of  interurban  electric  railroads  and  until 
a  comparatively  recent  date,  inactivity  in  this  particular  has  pre- 
vailed, but  the  present  extensive,  thorough  and  I  must  say  perfect 
character  of  the  interurban  construction  now  under  way,  particu- 
larly in  the  central  portion  of  our  state,  will  soon  place  us  foremost 
in  the  matter  of  electric  interurban  transportation  facilities.  Tlie 
builders  of  the  numerous  roads  recently  constructed  and  now  in 
process  of  construction,  although  tardy,  will  be  able  to  take  ad- 
vantage of  the  experience  and  mistakes  of  others,  thereby  working 
out  a  material  benefit  which  will  redound  to  the  traveling  public 
as  well  as  those  investing  in  the  properties. 

Considerable  attention  is  being  paid  to  the  light  freight  and 
local  express  business  on  interurban  roads.  I  think  this  a  desirable 
step,  not  only  for  profit,  but  because  of  the  material  assistance  in 
developing  the  territory  through  which  smaller  roads  operate.  The 
interurban  proposition  today,  in  all  of  its  departments,  is  worthy 
of  our  most  careful  thought  and  consideration.  Its  problems  are 
still  new,  and  contain  many  questions  which  must  be  worked  out 
by  careful  thought  and  experience. 

The   evolution   of   equipment,   track   construction   and   the    pow-er 


Oct.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


791 


station;  the  development  of  power  transmission;  tlie  introduction 
of  the  rotary  converter;  the  third  rail  and  the  multiple  unit  sys- 
tem of  control,  have  given  great  impetus  to  the  intenirban  road. 

What  the  steam  turbine  has  in  store  for  us  remains  to  be  seen, 
but  from  present  indications,  I  judge  that  there  is  still  another  sur- 
prise for  us  through  its  introduction.  No  doubt  the  500-volt  sys- 
tem will  remain  standard  for  some  years  to  come,  especially  for 
city  systems,  but  we  hope  that  in  the  near  future,  the  inventor  will 
solve  the  questions  before  us  and  introduce  more  economical  power 
for  use  upon  our  interurban  roads.  It  may  be,  that  the  next  step 
in  this  great  development  of  power  will  be  the  perfection  of  the 
present  experimental  use  of  the  alternating  current  motor  upon 
the  cars. 

I  am  informed  that  the  inventor  will  have  the  alternating  cur- 
rent motor  in  actual  use  within  the  year.  I  am  also  informed  that 
this  motor  is  constructed  to  operate  with  a  direct  current  as  well  as 
an  alternating  current.  This  will  be  of  great  advantage  to  provin- 
cial  cities  operating  both   urban   and   interurban   lines. 

It  is  to  be  hoped  that  the  American  railway,  mechanical  and  elec- 
trical associations  will  work  out  for  us  a  system  of  standardiza- 
tion. There  is  nothing  more  important,  or  which  deserves  more 
thoughtful  attention  at  this  time  than  this  question.  While  we  are 
working  to  this  end  on  our  individual  properties,  a  general  stand- 
ardization plan  should  be  perfected,  which  would  greatly  cheapen 
maintenance  and  improve  the  practical  operation,  as  well  as  assist 
in  transporting   our  patrons   with   a   greater  degree   of   safety   and 

economy. 

I  have  each  year  called  your  attention  to  the  fact  that  we  are 
carr>-ing  the  United  States  mail  at  a  rate  which  does  not  pay  actual 
expenses.  It  is  to  be  hoped  that  the  committee  appointed  by  the 
American  Street  Railway  Association  will  succeed  in  obtaining  an 
increase  in  the  rate. 

It  is  often  suggested  by  the  public  press  that  the  street  railroads 
are  making  a  vast  amount  of  money  out  of  the  streets,  to  the  ex- 
clusion of  the  citizens  who  are  being  deprived  of  their  rights,  but 
these  self  same  men  are  never  ready  to  come  forward  with  their 
money  to  invest  in  this  character  of  valuable  franchises.  Some  one 
must  furnish  the  intelligence  and  the  capital  to  improve  the  streets, 
which  were  primarily  intended  for  transportation  purposes.  While 
the  majority  of  the  franchises  of  our  state  are  perpetual,  this  title 
does  not  prevent  an  arbitrary  and  rigorous  supervision  of  all  de- 
tails of  construction  and  operation  by  the  state  railroad  commis- 
sion, or  the  local  authorities. 

I  believe  it  to  be  of  great  benefit  to  any  property  to  be  in  close 
touch  with  local  officials,  and  if  the  securities  are  placed  locally,  the 
integrity  of  the  enterprise  is  assured;  thereby  it  will  be  much 
easier  to  obtain  the  local  legislation  absolutely  necessary,  insuring 
a  more  sympathetic  co-operation  of  the  public  which  we  serve. 

I  am  pleased  to  note  that  the  once  much  mooted  question  of 
municipal  ownership  of  street  railroads  is  one  which  has  been 
finally  settled  adversely  in  the  minds  of  the  American  people.  They 
full  well  appreciate  what  municipal  ownership  of  street  railroads 
would  mean  under  our  system  of  politics.  The  American  citizen 
has  learned  that  it  is  safest  to  keep  the  transportation  facilities  of 
our  cities  out  of  local  political  control. 

In  the  greater  city  of  New  York,  the  street  railways  haije 
progressed  rapidly  in  the  construction  of  the  improvements  indi- 
cated in  my  last  address,  but  no  new  construction  propositions  of 
interest  and  importance  have  been  advanced.  'ITie  city  is  resting 
meamime  awaiting  the  completion  of  the  underground  subway, 
and  to  determine  its  effect  both  upon  the  growth  of  the  city  at 
large  and  the  present  transportation  facilities.  It  is  to  be  regretted 
that  the  delays  of  the  past  year,  caused  by  strikes  and  inability  to 
procure  machinery,  will  prevent  the  completion  of  this  great  im- 
provement as  early  as  anticipated. 

The  lease  of  the  elevated  lines  to  the  subway  operating  company 
is  another  step  in  the  line  of  consolidation  of  railroad  interests 
which  has  been  so  noticeable  during  the  past  five  years. 

A  subject  which  is  of  the  greatest  interest  to  cities.  aflfeclinR 
especially  at  present  those  of  the  first  class,  and  which  will  un- 
dotibtedly  affect  the  other  cities  of  the  slate,  is  the  status  of  the 
law  under  which  the  public,  upon  paying  a  fare  of  5  cents,  demands 
a  transfer  as  well  as  a  re-transfer  upon  the  lines  of  a  system.  The 
extent  to  which  the  net  earnings  are  diminished  by  this  obligation 
will  at  once  be  recognized  as  serious  and  militating  against  the 
»ies«  infcresn  of  street  railways.     Its  effect  is  shown  by  the  rcduc- 


liun  oi  the  average  fare  on  roads  iii  Manhattan  Island  to  3a(^ 
cents  and  on  roads  in  the  Borough  of  Bronx  and  Westchester  to 
J.64  cents,  and  the  evidence  that  30  per  cent  of  all  payers  of  fare 
request  a  transfer  ticket.  While  the  issuance  of  transfer  tickets, 
in  my  opinion,  is  of  great  value  to  the  companies  and  undoubtedly 
increases  their  income  the  law  under  which  transfers  were  first 
given  has  been  so  construed  as  to  make  it  optional  with  a  pas- 
senger as  to  what  point  and  upon  what  lines  he  would  ride,  thus 
depriving  the  company  of  the  exercise  of  the  discretion  which  is 
vested  in  its  board  of  directors  to  oi^rate  their  road  for  the  best 
interests   of   the   public. 

This  condition,  overburdening  as  it  does  some  lines  and  prevent- 
ing the  distribution  of  traffic  upon  others,  which  reach  substantially 
the  same  point  of  destination,  rapidly  wearing  out  the  equipment, 
militates,  in  my  opinion,  strongly  against  the  best  interests  of  street 
railway  companies  and  of  the  public  itself. 

While  1  am  not  prepared  at  this  moment  to  recommend  in  what 
particulars  a  change  should  be  made  in  the  present  methods,  I  am 
of  the  opinion  that  this  paramount  question  of  importance  should 
receive  our  full  and  complete  consideration. 

The  transportation  facilities  of  the  various  railroads  of  the  city 
of  New  York,  as  well  as  those  of  the  other  large  cities  of  the  state, 
were  taxed  beyond  their  capacity  during  the  holiday  season  of  last 
year.  As  an  outgrowth  of  this  condition  of  affairs,  and  in  pur- 
suance of  the  clamor  of  public  and  press,  hearings  were  held  by 
the  state  railroad  commission  at  which  numerous  reform  societies 
and  individuals  appeared  and  were  heard,  offering  suggestions  for 
relief  and  proposing  ordinances  or  laws  for  facilitating  transporta- 
tion, some  of  which  suggestions  were  partially  feasible,  others  ut- 
terly impossible  and  impracticable.  Later  the  congestion  receded 
and  the  transportation  situation  resumed  its  normal  condition,  but 
not  until  the  reform  societies  and  individuals  above  referred  to 
had  studied  the  situation  and  discovered  the  many  insurmountable 
embarrassments  and  obstacles  which  the  managers  of  the  various 
transportation  companies  daily  encountered.  There  is  no  question 
as  to  the  probable  honest  intent  and  purpose  of  the  societies  and 
individuals  who  seek  to  revolutionize  transportation  methods,  but  it 
is  generally  attempted  with  no  knowledge  of  the  true  conditions  of 
the  situation  as  it  exists,  and  uniformly  without  any  experience, 
consequently  unreasonable  demands  are  made  and  impracticable 
suggestions  for  relief  offered. 

Legislation  pertaining  to  street  railroads,  owing  to  the  evolution 
and  rapid  growth  and  development  of  the  business,  occupies  a 
prominent  place  in  stale  legislative  matters,  therefore,  it  has  be- 
come necessary  to  modify  and  amend  somewhat  the  existing  street 
railway  laws  enacted  during  the  days  of  horse  car  operation,  to 
properly  meet  the  present  day  requirements  of  financiering,  con- 
struction, operation  and  maintenance  of  the  great  network  of  street 
railroads  throughout  the  state  of  New  York,  also  to  afford  proper 
protection  to  investors  and  adequate  facilities  for  prospective  de- 
velopment. Unfortunately  there  has  been  an  apparent  disposition 
on  the  part  of  the  public  and  press,  in  certain  quarters,  to  attack 
vigorously  all  legislative  bills  pertaining  in  any  way  to  street  rail- 
ways or  their  operation;  oftentimes  without  even  inquiring  into 
the  merits,  necessity  or  intent  of  the  proposed  law.  This  condi- 
tion of  affairs  has  developed  until  now  the  introduction  of  a  street 
railroad  measure  in  either  branch  of  the  state  legislature  is  the 
signal  for  an  unwarranted  attack,  arising,  T  think,  from  a  misunder- 
standing or  misinterpretation  of  the  true  text  of  the  proposcil  meas- 
ure, rather  than  from  a  desire  to  do  the  street  railway  interests 
of  the  state  an  irreparable  injustice.  Street  railroads  are  entitled 
to  the  same  consideration  at  the  hands  of  the  legislature  as  ac- 
corded to  an  individual,  firm,  or  any  other  corporation,  particularly 
in  view  of  the  fact  that  they  are  a  prominent  factor  in  the  building 
up  and  broadening  out  of  the  territory  through  which  they  oper- 
ate, and  when  they  ask  for  legislation,  special  or  general,  their 
motives  or  honesty  should  not  be  impugned  or  questioned,  at  least 
umil  the  proposed  legislation  is  thoroughly  investigated  and  under- 
stood. 

The  street  surface  railroad  laws  uf  the  state  of  New  York 
arc  at  present  in  a  somowhat  chaotic  and  decidedly  ambiguous 
condition,  owing  to  the  general  rliaracter  of  a  number  of  the  most 
important  sections  which  affect  both  steam  and  street  railroads  in 
a  manner  that  it  is  almost  impossible  to  draw  the  line  of  distinction. 
This  is  due  to  the  fact  that  at  the  time  the  laws  were  enacted 
the  sleam  railroad  interests  of  the  stale  were  paramount,  those  of 


7^2 


STREET    RAILWAY    REVIEW. 


[Vol..  XI 11.  No    10, 


the  street  surface  railroads  being  entirely  subordinate  and  not  seri- 
ously affected  by  the  laws,  as  they  were  governed  largely  and  al- 
most entirely  by  local  municipal  acts.  It  would  be  much  more 
advantageous  to  all  parties  concerned,  and  prevent  misunderstand- 
ings, misinterpretation  and  endless  litigation  if  the  street  railroad 
laws  were  properly  codified  and  made  applicable  to  street  railroads 
in  plain,  certain  and  decisive  terms. 

The  street  railway  interests  of  the  state  of  New  York  arc  largo 
and  rapidly  growing.  Millions  upon  millions  of  dollars  are  already 
invested  in  transportation  enterprises  by  the  public;  millions  more 
are  required  to  complete  the  necessary  growth  and  development, 
particularly  the  much  needed  interurban  construction  which  is 
comparatively  in  its  infancy  in  New  York  state.  In  order  to 
interest  capital  in  street  railway  enterprises,  adequate,  just  and 
equitable  protection  is  necessary  and  must  be  atTorded  by  sliaping 
laws,  both  local  and  state,  to  that  end. 

We,  in  asking  for  legislation,  either  local  or  state,  make  no  mis- 
lake  in  frankly  and  clearly  setting  forth  the  necessity  and  reasons 
for  the  required  legislation,  as  well  as  what  we  hope  to  accomplish 
thereby. 

It  is  often  the  case  that  men  elected  to  make  our  local  and  state 
laws  have  conceived  the  idea  that  it  is  their  duty  to  oppose  any 
request  that  we  may  make.  Those  very  men,  after  careful  observa- 
tion and  upon  becoming  more  fully  acquainted  with  the  true  situa- 
tion, appreciate  the  difficulties  that  we  experience  and  the  struggles 
we  are  necessarily  making  to  meet  the  requirements  of  the  ex- 
acting public,  and  to  build  up  the  territory  through  which  we 
operate. 

We  also  make  no  mistakes  in  taking  state  or  city  officials  and 
the  public  into  our  confidence,  as  we  must  have  their  co-operation. 
The  evolution  of  the  street  railway  from  the  tramway  to  the  elec- 
tric railway  has  been  so  rapid  and  startling  that  the  public  has 
become  so  suspicious  and  apprehensive  that  its  rights  will  be  im- 
posed upon,  that  it  is  difficult  to  obtain  necessary  legislation  to  meet 
the  changes. 

The  injustice  of  being  denied  the  privilege  of  carrying  negligence 
actions  to  the  court  of  appeals  is  an  unwarranted  discrimination, 
without  reason  or  justice.  Legislation  modifying  the  present  law  in 
this  respect  should  be  secured  if  possible.  Last  year  I  called  your 
attention  to  the  injustice  of  the  present  law  whereby  a  negligence 
action  can  be  brought  any  time  within  three  years  from  the  date  of 
accident  without  giving  notice.  An  effort  was  made  again  last 
winter  (without  success)  to  have  the  law  amended,  giving  the  in- 
dividual and  the  corporation  the  same  consideration  that  is  now 
given  municipalities,  whereby  notice  is  required  of  an  accident.  The 
association  should  again  make  a  determined  effort  to  have  this  law 
placed  on  the  statute  books,  thereby  to  a  degree  stemming  the  tide 
of  unjust  speculative  litigation,  with  which  we  are  almost  daily 
confronted. 

I  also  call  your  attention  to  the  condemnation  law  affecting  our 
rights  to  condemn  easements  of  abutting  property  owners  in  the 
streets  of  cities.  I  feel  that  this  is  an  important  question  which 
merits  your  thoughtful  consideration. 

For  a  number  of  years  we  have  been  confronted  in  the  legislature 
with  a  proposed  mortgage  tax  bill,  taxing  our  corporation  mortgage. 
I  consider  it  imperative  to  remind  you  of  the  disaster  which 
would  befall  us  in  event  the  proposed  law  should  be  enacted.  The 
street  railroads  are  bearing,  in  the  way  of  taxation,  all  the  bur- 
dens that  should  be  imposed  upon  them. 

The  percentage  of  net  income  'paid  in  taxes  by  the  street  railways 
of  the  state  as  shown  by  the  last  annual  report  of  the  State  Board 
of  Railroad  Commissioners,  for  the  year  ending  June  30.  1902,  was 
35  per  cent — when  the  Ford  franchise  tax  bill  was  passed  it  was  28 
per  cent.  Tliis  percentage  does  not  include  the  amount  of  the 
Ford  franchise  tax  which  was  assessed  for  1902,  but  not  paid  by 
the  large  companies  for  that  year  they  claiming  the  law  to  be  un- 
constitutional, but  the  court  of  appeals  has  since  declared  it  con- 
.stitutional,  and  the  amount  as.ses.scd  against  these  companies  for 
that. year  must  be  paid  and  added  to  the  above  percentage,  which 
will  very  materially  increase  the  above  rate. 

Of  the  99  operating  roads  of  this  state  for  that  year,  but  eleven 
paid  dividends,  three  of  these  being  in  New  York  City.  Of  the 
remaining  eight  dividend  paying  roads,  three  showed  a  deficit  after 
so  doing. 

The  percentage  of  gross  earnings  paid  for  ta.xes  during  the  year 
1902  for  the  maintenance  of  state,  local  and  municipal  government, 


was  5.2  per  cent.  It  would  seem  from  the  above  figures  that  wc 
are  now  paying  our  share  of  the  tax.  Should  a  law  be  passed 
taxing  our  mortgages,  it  would  seriously  affect  the  sale  of  our 
securities,  which  would  result  in  retarding  the  future  development 
of  street  railroads  throughout  our  state,  which  development,  if  un- 
interrupted, would  materially  increase  the  assessed  valuation  of  real 
estate  10  an  extent  which  would  largely  offset  the  expected  revenue 
li>  be  derived  by  the  enactment  of  a  law  taxing  our  mortgages. 

1  do  not  believe  that  the  slate  of  New  York  can  afford  to  enact 
any  law  that  will  in  any  way  thwart  or  retard  the  prospective  great 
development  of  street   railroads,  particularly  the  interurban   service. 

It  is  time  to  enter  an  emphatic  protest  against  the  policy  of  im- 
posing every  year  some  new  burden  of  taxation  upon  public  service 
ciirporations  for  the  purpose  of  reducing  and  ultimately  abolishing 
the  annual  state  tax  levy.  If  the  legislature  is  able  to  make  reck- 
less appropriations  from  a  state  treasury  swollen  by  the  tributes 
annually  extorted  from  public  service  and  other  corporations,  and 
still  the  members  of  the  legislature  can  go  back  to  their  con- 
stituents with  a  reduced  state  tax  levy,  the  people  may  be  deceived 
for  a  time,  but  the  policy  is  essentially  vicious  and  must  inevitably 
lead  to  ruinous  results.  Extravagance  and  corruption  will  be  en- 
couraged, and  the  sense  of  official  responsibility  for  the  expendi- 
ture of  the  people's  money  will  be  destroyed.  Ultimately,  the 
people  will  learn  that  excessive  taxation  distributes  itself,  and  that 
every  citizen  must  bear  his  share  of  the  burden  of  public  extrava- 
gance. If  street  railroad  service  is  to  be  extended  and  improved, 
the  people  who  travel  and  whose  property  is  transported  must 
ultimately  pay  for  the  extension  and  improvements.  Rates  of  fare 
and  freight  must  increase  with  increased  burdens  of  taxation  or 
else  the  public  accommodations  must  be  correspondingly  reduced. 
Street  railroad  corporations  are  limited  to  their  five  cent  fares,  and 
they  cannot  maintain,  improve  and  extend  their  railroads  if  their 
resources  for  such  purposes  are  to  be  exhausted  by  increased  taxa- 
tion. 

Even  if  all  the  state  taxes  should  be  paid  by  the  corporation, 
the  various  municipalities  would  receive  no  direct  benefit  therefrom, 
and  would  inevitably  seek  to  imitate  the  example  of  the  state  by 
demandiiig  that  corporations  should  also  bear  a  larger  proportion 
of  the  heavier  burden  of  local  taxation.  The  next  step  would  be 
legislation  requiring  additional  payment  by  public  service  corpora- 
tions into  treasuries,  based  on  percentages  of  gross  receipts  or 
other  similar  devices,  which  would  prevent  all  further  extensions, 
betterments  or  improvements  either  of  roadbed  or  equipment  so 
earnestly  desired  by  the  public  and  demanded  by  the  press,  and  in 
most  instances  would  mean  receiverships  and  the  loss  of  savings 
invested  by  the  public  in  street  railroad  securities.  Such  legisla- 
tion would  not  interfere  with  state  expenditures  and  would  present 
a  very  seductive  appearance  to  legislators,  who  would  still  be  able 
to  keep  up  the  false  pretense  of  reducing  the  taxes  of  their  constit- 
uents  while   encouraging   a    more   elaborate   municipal    expenditure. 

I  have  called  your  attention  to  the  unjust  discrimination  in  the 
state  franchise  tax  law,  whereby  we  are  taxed  one  per  cent  of  our 
gross  earnings  and  other  public  serving  corporations  pay  but  one- 
half  of  one  per  cent.  An  effort  should  be  made  to  correct  this 
injustice. 

The  committee  on  rules  of  this  Association  is  to  be  congratu- 
lated upon  its  splendid  work.  No  greater  endorsement  can  be 
had  than  the  action  of  the  American  Street  Railway  .\ssociation 
in  adopting  the  code  prepared  by  our  committee  without  change. 
I  understand  that  the  committee  is  to  report  on  the  rules  govern- 
ing interurban  service  at  this  meeting. 

The  discussion  at  the  recent  meeting  of  the  .\merican  Street  Rail- 
way .Association  upon  Mr.  Vreeland's  paper.  "Right  of  Way," 
brought  out  some  most  excellent  ideas,  which  I  believe  we  should 
attempt  to  put  into  actual  practice  in  this  state.  I  think  we  should 
follow  President  Ely's  example  and  request  our  respective  school 
superintendents  to  set  aside  a  few  moments  each  week  in  instruct- 
ing the  children  of  our  schools  as  to  the  rules  of  the  highway. 
If  that  plan  could  he  adopted,  we  would  later  on  have  people  upon 
our  streets  familiar  with  the  common  rules  and  laws  governing  the 
use  of  the  highway  by  pedestrians  and  drivers  of  vehicles.  If  people 
could  be  taught  to  cross  the  street  at  crossmgs,  it  would  save 
a   vast  amount   of  time,   also  prevent   confusion   and   accidents. 

I  understand  that  the  accidents  on  the  roads  of  this  state  are  on 
the  decrease.  I  believe  this  result  is  largely  due  to  the  fact  that 
people  are  becoming  used  to  the  electric  car  and  familiar  with  the 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


793 


dangers,  together  w.th  the  greater  experience  of  and  the  increased 
care  taken  bv  our  motomien.  An  effort  should  be  put  forth,  1 
lieheve  to  have  ordinances  enacted,  giving  proper  regulations  to 
the  passage  over  public  ways  and  streets,  and  regulating  the  opera- 
tion of  trucks  and  other  heavy  vehicles  as  far  as  possible  and  prac- 
ticable Every  facilitv  should  be  afforded  by  the  local  authorities 
to  regulate  the  use  of  the  street  and  assist  in  promoting  rapid 
transit  The  question  as  to  whether  a  car  should  stop  on  the  near 
or  far  side  of  the  street  is  being  agitated  to  some  extent.  I  believe 
that  stopping  cars  on  the  near  side,  in  cities  where  the  streets  arc 
paved    would  be  a  great   saving  in  time  and  accidents. 

The  pleasant  relations  existing  between  the  employers  and  em- 
ployes of  the  roads  of  this  state  is  a  matter  of  congratulation.  This 
situation  is  largely  due  to  the  application  and  practice  of  the  senti- 
mems  expressed  at  these  meetings,  and  the  encouraging  and  assist- 
ing of  the  mutual  benefit  associations,  and  in  maintaining  the  club 
and  reading  rooms  connected  with  our  roads.  It  is  our  duty  to 
make  the  life  and  lot  of  our  employes  as  comfortable  as  possible— 
we  should  go  out  of  our  way  to  do  this,  also  showing  true  personal 
interest  in  their  future  welfare,  and  if  possible  assist  them  to  better 
their  position  in  life,  thereby  creating  a  sympathetic  and  harmo- 
nious co-operation  as  well  as  lo>'alty  to  the  service  and  faithfulness 
in  the  performance  of  their  duties. 

Proper  discipline  promotes  manliness  and  candor.  Just  and  con- 
siderate discipline  cannot  help  but  command  the  respect  of  em- 
ployes Courtesy  and  civility  on  the  part  of  the  employes  to  the 
public  will  make  the  road  popular  and  will  tend  to  eliminate  the 
annoying  occurrences  which  often  arise  between  them  and  the 
exacting  public,  and  thereby  reflecting  credit  upon  the  management. 
The  success  of  the  management  of  a  road  is  largely  in  having 
loyal  cmhusiastic  and  efficient  co-workers  in  all  departments,  and 
it  is 'the  duty  of  the  management  to  encourage  breadth  of  thought 
and  personal  imerest  in  all  employe.s,  thus  broadening  the  ideas  and 
interest  of  the  co-worker  and  teaching  him  to  think.  1  he  more 
closely  we  can  have  employes  identified  with  the  development  and 
prosperity  of  the  roads,  the  more  efficient  and  ambitious  they  will 
be  to  rise  from  the  ranks.  To  every  such  employe  a  helping  hand 
should  be  extended.  . 

The  plan  so  successfully  worked  out  by  the  steam  railroads, 
through  their  R.  R.  Y.  M.  C.  A.,  is  a  plan  well  worthy  of  our  con- 
sideration. A  suggestion  has  been  made  that  the  steam  and  electric 
railroads  work  together  in  this  laud?ble  departure. 

The  large  attendance  of  supply  men  at  these  meetings  is  most 
gratifying,  as  they  always  add  interest  to  the  occasion.  The  annual 
meeting  with  the  men  with  whom  we  deal,  and  the  pleasant  inter- 
change of  social  relations  must  necessarily  prove  of  benefit  to  the 
interests  we  both  represent. 

I  feel  that  the  Association  is  greatly  indebted  to  the  supply  men 
and  representatives  of  the  press,  who  have  for  years  attended  our 
state  convemions.  For  a  number  of  years  they  were  an  important 
factor  in  keeping  the  Association  together.  It  was  largely  through 
their  efforts  that  new  members  were  induced  to  join.  Nine  years 
ago  in  this  city,  when  I  was  honored  by  being  elected  your  presi- 
dent there  were  but  twelve  street  railway  men  present,  outside  of 
the  local  represemation,  and  at  Rochester  the  year  preceding,  but 
eleven  At  Rochester  there  were  twenty-seven  supply  men  and 
representatives  of  the  press  in  attendance,  and  at  Syracuse  thirty- 
three  The  purpose  of  the  meetings  at  that  time  seemed  to  be  to 
spend  a  few  hours  in  pleasure  seeking,  the  actual  business  of  the 
Association  being  of  secondary  importance. 

I  cannot  refrain  from  alluding  to  the  great  changes  which  have 
iKren  brought  alwut  in  the  growth  and  usefulness  of  this  Associa- 
tion which  are  due  to  the  hearty  interest  taken  in  its  future  and 
usefulness  by  all  its  members  and  officers.  I  have  had  occasion  to 
call  upon  you  many  times  and  have  always  found  you  ready  to 
respond  promptly  and  with  hearty  interest  in  the  work  required  1 
have  but  to  refer  to  the  printed  reports  of  our  meetings  to  show 
the  influence  and  benefit  to  the  great  interests  in  this  state  which 
we  represent  I  feci  that  the  good  this  Association  can  do  is  but 
just  begun,  ami  when,  not  long  ago,  one  hour  was  all  that  was 
required  to  perform  the  business  of  the  convention,  the  full  day 
and  one-half  is  now  insufficient  to  perform  the  work  of  the  Asso- 
ciation and  discuss  the  many  questions  of  importance  to  us  all 
which  are  brought  up  for  consideration. 
At  one  time  it  was  very  difficult  to  obtain  papers  to  be  presented 


and   still    more   difficult   to    provoke    a    frank    discussion   on    them. 
.Vow  the  time  allowed  is  insufficient. 

I  feel  it  my  duty  to  call  your  attention  to  the  splendid  work  of 
the  executive  committee;  these  men  representing  large  interests 
and  having  great  responsibilities,  have  always  been  ready  to  spend 
their  time  and  money,  and  to  travel  across  the  state  in  the  interest 
of   the   .\ssociation. 

In  closing,  I  bespeak  an  even  wider  and  more  important  work  for 
the  Association  in  the  future,  which  result  can  only  be  attained  by 
a  continuance  of  the  same  hearty  support  and  co-operation  of  the 
individual  members  accorded  the  officials  and  executive  committee 
in  the  past.  The  .Association  has  demonstrated  that  it  is  an  impor- 
tant factor  in  the  development  and  protection  of  the  business  inter- 
ests which  we  represent,  and  its  usefulness  should  he  increased  and 
perpetuated. 

After  the  reading  of  the  reports  of  the  secretary  and  treasurer, 
Mr.  Duffy  read  his  paper  on  "Transfers,  Their  Use  and  Abuse." 

Transfers  — Their  Use  and  Abuse. 


BY  JOHN  E.  DUFFY,  SYRACUSE.  N.  Y. 


When  asked  by  the  president  of  this  association  to  prepare  a  paper 
to  be  read  at  this  convention  upon  "Transfers— Their  Use  and 
Abuse,"  I  hesitated  in  giving  consent,  feeling  that  this  subject,  of 
so  much  importance,  should  be  dealt  with  by  someone  with  a 
wider  experience  than  is  to  be  found  in  the  city  of  Syracuse;  and, 
in  presenting  this  paper,  no  claim  is  made  that  the  conditions 
enumerated  and  met  with  in  this  city  are  applicable  to  any  other  lo- 
cality, but,  as  to  the  general  laws  governing  the  right  of  passengers 
to  vide  between  any  two  points  in  a  city  in  this  state,  where  a  line 
has  received  a  franchise  under  the  laws  of  1884,  or  the  railroad 
laws  now  existing,  a  discussion  of  the  general  practice  cannot 
help  but  prove  to  be  useful  and  beneficial.  It  is  not  always  pos- 
sible to  give  all  passengers  a  continuous  ride  covering  all  points 
of  the  compass  in  every  city  or  village  and,  therefore,  the  use  of 
the  transfer  ticket  has  com£  into  existence.  Whenever  it  is  pos- 
sible, it  should  be  the  duty  of  the  manager  in  routing  the  lines 
to  so  arrange  them  that  as  large  a  percentage  of  its  patrons  should 
have  the  benefit  of  a  continuous  passage  as  is  possible  from  the 
standpoint  of  economical  operation. 

There  is,  perhaps,  no  part  of  the  successful  operation  of  a  street 
railway  that  has  caused  the  management  more  thought  and  worry 
than  the  adoption  of  a  transfer  system  that  would  prove  satisfac- 
tory to  its  patrons  and  not  leave  loopholes  that  could  be  taken 
advantage  of  by  those  who  think  it  is  no  sin  to  beat  a  corporation. 
It  may  be  disputed  that  the  giving  of  transfers  by  railway  com- 
panies to  complete  a  passenger's  journey  from  one  point  to  an- 
other point  on  its  system  has  not  proven  beneficial  but,  in  a  large 
majority  of  cases,  the  adoption  of  such  a  system  has  been  highly 
beneficial  to  the  receipts  of  the  company  adopting  it  and  to  such 
a  large  extent  that  most  of  the  street  railways  of  this  state,  and 
geiu-rallv  llirougliout  the  United  States,  have,  from  year  to  year 
extended  such  privileges  very  liberally  and  the  management  of 
one  of  the  largest  systems  in  this  country  has  stated  that  in  its 
opinion  there  is  iKithi.ig,  since  the  adoption  of  electric  traction  as 
motive  power,  that  has  done  more  to  increase  its  receipts  than  the 
giving  of  transfers.  ,,•,,, 

Riding  on  the  street  cars  in  cities  of  moderate  size  is  a  habit  to 
he  acquired  and  the  more  attractive  the  habit  can  Ik  made  the 
larger  proportions  it  will  assume,  and  managers  are  today  provid- 
ing parks,  pleasure  resorts,  summer  theaters,  Ijeautifnl  cars  and 
everything  that  will  tend  to  stimulate  travel  and  attract  passengers, 
•ind  the  transfer  is  one  of  the  reasonable  privileges  that  companies 
intend  to  give  their  patrons  and  only  trying  to  provide  that  the 
passenger  shall  not  be  permitted  to  ride  back  Inward  the  starling 
point  of   his  trip  for  a  single   fare.  ,,        ,     a  „,„, 

The  transfer,  under  legal  requiremenls  and  from  the  standpoint 
,.f  the  company  presenting  it,  is  not  intended  to  be  a  stop  oyer 
ticket  but  to  Ixr  used  for  a  continuous  passage  from  one  point  to 
another  point  on  its  lines,  not  reached  by  the  car  on  which  the  pas- 
senger's journey  began  and  it  is  only  proper  that  reasonable  rules 
for  its  use  may  be  made  and  it  is  too  often,  in  trying  to  enforce  such 
rules   the  manager  finds  that,  regardless  of  the  thought  and  energy 


794 


STREET  RAILWAY  REVIEW. 


[Vol,  XIII,  No.  lo. 


expended  in  perfecting  the  system  of  transfers,  it  is  more  perfect 
in  theory  than  in  practice;  but,  as  attraction  of  passengers  to  your 
cars  is  the  first  consideration,  the  impositions  practiced  on  the  part 
of  the  public  arc  put  up  with. 

The  ideal  system  uf  transferring  is  the  station  where  all  cars 
would  pass  through,  and  which  would  prohibit  a  large  number 
of  the  general  abuses  that  arc  now  practiced.  This  is  imprac- 
ticable in  a  large  majority  of  cases  so  that  the  street  transferring 
is  the  one  in  general  use.  It  is  sometimes  a  problem  to  provide 
for  ihi-  congestion  that  this  causes  at  more  important  points  of 
transfer,  and  especially  is  this  true  in  the  large  cities  at  what  are 
known  as  the  rush  hours,  but  as  the  transportation  of  passengers 
is  the  business  of  a  railway  company,  this  is  generally  taken  care 
of  successfully,  and  here  it  might  be  added  that  one  of  the  trouble- 
some questions  that  presents  itself  if  the  collecting  of  the  fares 
on  the  large  cars  that  are  constantly  l)eing  added  to  the  service  of 
all  roads.  With  the  collection  of  cash  fares,  making  change,  etc.. 
the  transfer  ticket  should  be  simplified  so  that  the  conductor  can 
see  at  a  glance  what  it  is.  Do  not  make  it  so  complicated  that  his 
examining  it  to  see  that  it  is  good  takes  up  so  much  time  that  he 
will  lose  three  or  four  fares  that  he  might  have  collected  while 
looking  at  the  transfer.  Have  all  of  the  spaces  that  are  to  be 
punched  and  looked  at  as  large  as  can  be.  The  daily  dated  transfer 
has  done  much  in  this  respect  ai:d  different  colors  for  different 
directions   is   another  change   to  be   commended. 

The  registration  or  nonregistration  of  transfers  is  a  debatable 
question  and  one  on  which  all  managers  do  not  agree. 

One  of  the  most  general  forms  of  abuse  practiced  by  passengers 
is  the  over  staying  of  the  time  limit  and  when  they  intentionally 
do  so  invariably  claim  that  the  transfer  has  been  received  within 
the  proper  time  and  that  conductor,  who  issued  the  same,  punched 
it   improperly. 

Another  is  that  the  people  living  between  parallel  lines  coming 
toward  the  center  of  the  city,  cume  in  on  one  line,  get  a  transfer 
l)ack  on  the  other  line,  stop  over  and  do  their  shopping,  returning 
home  for  a   single  fare. 

Another  is  the  abuse  by  clerks  and  others  returning  from  meals. 
by  obtaining  a  transfer  to  the  line  on  which  their  brother  clerk 
rides  and  he.  in  turn,  coming  back  obtaining  a  transfer  for  use  of 
the  succeeding  clerk.     This  is  practiced  in  some  places. 

Another  is  the  obtaining  of  transfers  by  passengers,  who  have 
no  use  for  them,  and  the  giving  of  them  to  newsboys  or  saloons 
and  they,  in  turn,  distributing  them  to  persons  who  are  not  entitled 
to   their  use. 

The  liberal  giving  of  transfers  has,  to  a  very  large  extent,  aided 
in  increasing  the  business  of  the  system  with  which  the  writer  is 
connected.  The  lines  of  this  company  may  be  compared  to  the 
spokes  of  a  wheel,  radiating  out  from  a  common  center  to  all  points 
of  the  compass  and  a  large  number  of  the  lines  parallel  each  other 
for  long  distances  or  converge  together  at  the  outer  ends,  and, 
in  other  cases,  start  from  the  same  point  at  outer  extremities  and 
come  together  again  at  the  common  center.  In  some  cases  it  has 
been  necessary  to  prevent  abuse  to  make  closed  lines  of  them  as  far 
as  the  use  of  the  transfer  is  concerned.  In  other  cases  it  has  been 
necessary  to  make  the  last  junction  point  the  transfer  point,  instead 
of  the  first  point  of  intersection  as  is  commonly  the  case ;  but,  it 
is  possible  for  a  passenger  to  go  from  any  one  point  in  the  city 
to  a  point  distant  in  any  other  part  of  the  city  for  a  single  fare. 

The  Stedman  time  limit  is  used  and  is  lived  up  to  as  close  as 
possible,  although  great  care  is  taken  before  ejecting  a  passenger 
from  the  car  on  account  of  nonpayment  of  fare,  because  the  time 
limit  on  transfer  has  expired,  on  account  of  the  liability  of  error 
of  the  issuing  conductor,  which,  in  one  or  two  instances,  was 
proved  on  trial  of  cases  brought  again.st  the  company  to  be  the 
case ;  and,  here  it  might  be  said  that  there  is  a  wide  difference 
of  opinion  amongst  passengers  as  to  the  time  limit  on  the  transfer 
being  of  any  account,  claiming  that  the  transfer  is  good  any  time 
within  the  24  hours  in  which  it  was  issued  and  this  causes  a  great 
number  of  disputes  between  passengers  and  conductors. 

On  account  of  the  size  of  our  road,  conductors  punch  the  date 
on  the  transfer,  and  we  have  found  that  there  is  a  liability  of  er- 
ror in  this  way.  Conductors  are  required  to  place  the  transfers 
collected  on  each  trip  in  an  envelope  and  deposit  such  envelope  in 
a  box  provided  for  that  purpose  at  the  common  center  where  all 
cars  pass.     Collections  of  the  envelopes  through  the  day  are  made 


at  regular  intervals  and  are  turned  in  to  the  auditing  department 
to  be  checked  by  clerks,  whose  duty  this  is,  with  the  trip  card  of 
conductor  to  show  that  the  number  called  for  by  the  trip  card  has 
been  turned  in.  'Hiey  are  also  checked  for  sequence  of  time  to 
show  that  conductors  have  issued  them  properly  according  to  serial 
number.  All  spoiled  and  unused  transfers  are  turned  in  at  the 
close  of  the  day's  work  with  their  cash  to  the  receiver.  Transfers 
short  in  envelope,  punched  wrong  date,  or  no  date,  are  charged  to 
the  conductor,  the  same  as  register  shortage.  All  other  errors  in 
punching  of  transfer  are  called  to  the  conductor's  attention. 

Transfers  are  registered  on  single  registers  the  same  as  cash 
fares,  on  double  registers  transfers  arc  registered  on  one  side  and 
cash   fares  and  tickets  on  the  other  side. 

It  is  shown  by  our  reports  that  one  passenger  in  five,  who  rides, 
rides  upon  a  transfer.     This  is  a  yearly  average. 

The  trafficking  in  transfers  by  employes  is  a  trouble  that  we  have 
not  experienced  to  a  very  great  extent  and  gross  abuses  of  transfer 
privileges  are  generally  called  to  the  attention  of  the  officials  of 
the  company  by  the  conductors  to  be  remedied  where  possible. 

In  conclusion,  it  may  be  said  that  the  transfer  is  here  to  stay  and 
companies,  while  desiring  to  be  as  liberal  as  is  consistent  with  good 
business  policy,  must  adopt  such  measures  as  will  prevent  them 
from  being  imposed  upon  too  generally  as  has  happened  in  several 
cases,  notably,  the  systematic  robbing  practiced  by  conductors  and 
accomplices  in  some  of  the  large  cities,  the  forging  of  tickets,  as 
practiced  in  another  city,  and  must  ever  keep  a  watchful  eye  on  this 
important  branch  of  their  business ;  as  the  volume  increases  new 
difficulties  will  be  met  with  by  those  in  charge  and  must  be  handled 
according  to  the  local  conditions  that  present  themselves.  The 
public  know  that  they  are  entitled  to  certain  privileges  after  they 
have  paid  a  fare  but  are  hard  to  satisfy  as  to  how  far  those  privi- 
leges extend,  some  believing  that  the  laws  are  all  made  to  fit  their 
side  of  the  case,  that  the  corporations  have  no  right  to  restrict 
those  privileges  in  any  way,  that  they  can  ask  for  a  transfer  at  any 
time  throughout  their  trip,  get  off  at  any  place  they  desire,  stay 
as  long  as  they  want  to  and  then  board  any  car  that  conies  along  and 
be  carried  to  their  destination ;  and,  on  the  part  of  the  railway  com- 
panies there  does  not  seem  to  be  any  concerted  effort  to  find  out 
how  far  the  laws  fit  their  side  of  the  case,  but  go  on  from  year  to 
year  satisfied  because  their  business  has  increased  and  hoping  that 
the  public  will  be  contented:  but  experience  has  shown  that  re- 
gardless of  how  much  is  given,  they  will  still  ask  for  more  and 
rail  at  the  hard-heartedness  of  corporations  if  they  do  not  get  it. 


Discussion  of  Mr.  Duffy's  Paper. 


Mr.  Rockwell ;  There  is  one  part  of  that  paper  that  I  would 
like  to  take  exception  to,  and  that  is  the  statement  that  the  trans- 
fer has  come  to  stay.  I  would  like  to  see  it  abolished  altogether. 
It  is  the  most  burdensome  thing  that  has  been  imposed  upon  rail- 
road companies.  I  would  rather  give  the  passengers  a  four-cent 
fare,  and  abolish  the  transfers  altogether.  They  do  it  in  Phila- 
delphia, and  I  do  not  know  why  it  cannot  be  done  in  other  places. 

Mr.  Cole:  In  the  last  Census  Bulletin  I  think  it  is  stated  that 
the  use  of  transfers  during  the  last  year  has  increased  about  20 
per  cent.  This  is  especially  true  in  cities  of  the  third  class.  In 
Elmira  the  demand  for  transfers  is  greater  than  in  any  city  of  its 
size.  Every  other  passenger  calls  for  a  transfer ;  50  per  cent  of 
the  travel  upon  the  road  is  upon  transfers.  I  think  one  point  that 
might  be  brought  up  is  the  consideration  of  a  standard  method 
throughout  the  state  in  the  use  and  handling  of  transfers,  in  order 
to  educate  the  public  up  to  their  proper  use.  Today  there  are  hardly 
any  two  roads  using  similar  transfer-punching  sy.stems  or  having 
transfers  that  look  at  all  alike,  so  that  the  people  in  using  them 
do  not  know  how  to  look  at  them  to  see  whether  they  are  punched 
right  or  not:  and  one  of  the  sources  of  complaints  from  the  public 
is  from  the  fact  that  they  claim  that  the  transfers  have  not  been 
issued  properly,  and  it  has  been  the  occasion  of  several  lawsuits. 

As  to  the  use  of  transfers,  looking  over  cities  of  the  third  class 
that  have  put  it  into  effect,  I  think  there  is  no  question  but  that 
it  has  effected  an  increase  of  riding  in  those  cities.  Take  our  own 
city,  for  instance.  \  few  years  ago  there  was  very  little  transfer 
riding  done  in  the  city,  but  after  the  consolidation  of  all  the  lines 
there  was  inaugurated  a  general  transfer  system,  and  it  had  the 
effect  largely  to  increase  our  receipts — about   22   per  cent    for  that 


Oct.  20,  1903.1 


STREET  RAILWAY  REVIEW. 


795 


one  year.  So  I  do  not  think  the  transfer  is  entirely  an  evil.  The 
evil  comes  from  the  abuse  and  improper  handling  of  it.  If  the  mis- 
use of  transfers  could  be  done  away  with  I  think  there  is  no 
question  that  their  use  would  lead  up  to  a  great  increase  in  our 
receipts. 

Mr.  Nicholl :  The  e.xperience  of  the  reader  of  tlic  paper  in 
Syracuse  is  very  much  the  same  as  we  have  had  in  Rochester.  I 
would  very  gladly,  in  some  respects,  do  away  with  the  transfer 
altogether,  and  accept  cheaper  fare.  But  I  do  not  believe  that 
would  quite  remedy  matters.  .\s  bearing  on  our  earnings.  I  really 
think  that  the  transfer  is  a  great  thing,  and  that  the  liberal  use 
of  transfers  will  increase  our  receipts.  We  have  to  educate  the 
people,  especially  in  a  city  of  the  layout  of  Rochester,  where  it  is 
very  easy  to  walk  anywhere  and  find  the  center,  and  I  presume 
the  same  thing  is  true  in  Syracuse;  and  in  such  cases  I  think  we 
want  to  make  it  as  easy  as  possible  for  people  to  ride.  In  our  city 
the  increase  has  not  been  very  great  in  the  use  of  transfers.  It 
has  kept  at  about  30  per  cent,  I  think,  ever  since  the  use  of  transfers 
A'as   adopted. 

I  am  very  much  in  favor  of  what  Mr.  Cole  says,  that  there  should 
be  some  action  taken  in  the  way  of  standardizing  transfers, 
although  I  can  see  many  difficulties  which  would  come  up  in  that 
respect,  because  all  cities  are  not  laid  out  the  same  and  would 
require  different  forms  of  transfers.  But  at  the  same  time  I  think 
there  might  be  something  done  to  educate  the  people  to  the  use 
of  a  certain  form  of  transfer,  so  that  there  would  be  no  mistake, 
and  a  conductor  going  from  one  road  to  another  would  understand 
it  easily  without  receiving  fresh  instructions.  I  do  not  know 
whether  it  is  a  subject  that  is  worthy  of  the  appointment  of  a  com- 
mittee for  its  consideration.  I  think  the  convention  cannot  do 
better  than  to  take  some  action  in  that  line. 

Mr.  Mitten,  Buffalo:  I  hardly  think  we  can  look  for  the  doing 
away  of  the  transfer  system,  because  in  the  way  that  lines  are  laid 
out  and  built  in  cities  of  the  size  of  ours  it  would  create  a  clamor 
for  the  different  operation  of  the  lines  and  such  a  change  as  to 
make  the  expense  of  operation  very  much  greater  on  cross-town 
lines  or  lines  which  do  not  directly  reach  the  center  of  the  city, 
or  with  the  majority  of  the  passengers  it  would  become  very 
unpopular.  The  residences  on  cross-town  lines  would  be  hard  to 
rent,  for  the  reason  that  the  people  would  he  obliged  to  pay  two 
fares  to  get  to  or  from  their  homes;  so  that  we  would  find  a  con- 
dition of  quite  high  rents  in  localities  reached  with  one  fare,  and 
houses. going  begging  on  the  lines  where  two  fares  were  demanded. 
That  would  be  against  the  interest  of  the  railway  company. 

We  now  endeavor  in  Buffalo  to  use  the  transfers  as  a  method 
of  building  up  the  newer  districts,  and  as  soon  as  the  volume  of 
transfer  passengers  becomes  great  enough  we  endeavor  to  run 
such  lines  of  cars  directly  to  the  center  of  the  city.  In  the  newer 
districts  we  have  the  tracks;  we  have  our  investment.  If  we 
should  cut  out  the  transfer  system  it  would  be  a  great  many  years 
before  those  districts  became  paying  portions  of  our  system. 

Personally  I  believe  in  the  transfer  to  an  extent,  and  where  there 
is  the  issue  of  a  transfer  upon  a  transfer,  if  that  is  confined  to 
pleasure  travel,  I  do  not  think  its  effect  upon  the  earnings  will 
become  very  detrimental.  If  your  passenger  leaves  his  home 
and  can  go  to  his  place  of  business  or  his  objective  point,  and  by 
the  paying  of  one  fare  can  procure  a  transfer  which  will  take  him 
on  the  return  trip,  then,  of  course,  you  have  lost  a  fare.  But 
with  us,  where  belt  lines  are  becoming  quite  popular,  if  our  passen- 
ger in  an  effort  to  beat  the  company  leaves  his  home  to  go  to  an 
outlying  district  and  rides  around  a  belt  line,  taking  a  transfer  and 
riding  the  entire  distance  around  it  and  transfers  home,  he  is 
getting  a  pleasure  ride;  he  is  acquiring  the  habit,  and  we  have 
hi«  five  cents.  1  do  not  think  we  lose  in  those  cases.  While  the 
transfer  is  not  an  unmixed  blessing.  I  think  it  can  he  used  to  our 
advantage. 

Mr.  Rockwell:  I  am  perfectly  willing  to  agree  with  all  lliat  the 
Rcnilcman  says  In  regard  to  building  up  suburban  property  through 
the  use  of  transfers.  But  let  us  look  into  the  matter  a  little 
farther.  When  I  suggested  making  a  universal  four-cent  fare  I 
did  not  mean  that  you  nhould  charge  four  cents  for  your  average 
rider»i  Each  fare  wnuld  remain  the  same  five-rent  fare;  but  I 
should  use  something  similar  to  that  used  in  Philadelphia,  which 
is  the  interchangeable   or  exchange  ticket.     That   exchange  ticket 


becomes  practically  a  transfer.  The  passenger  pays  one  fare.  In 
going  to  work  in  the  morning  he  buys  an  exchange  ticket,  paying, 
we  will  say,  for  example,  eight  cents,  as  it  is  in  Philadelphia;  you 
can  make  it  six  if  you  want  to.  He  pays  six  cents  and  receives  an 
exchange  ticket,  and  that  exchange  ticket  is  good  for  a  transfer 
if  he  wants  to  use  it  that  day.  Fifty  per  cent,  I  think  it  is  safe  to 
say,  of  the  regular  riders  in  Philadelphia  do  not  want  a  transfer; 
they  do  not  want  to  go  on  another  line,  but  they  go  on  and  buy  the 
exchange  ticket  just  the  same,  and  that  ticket  is  good  at  any  time 
on  any  line,  just  the  same  as  though  bought  from  the  ticket  office. 
He  accumulates  those  tickets.  Every  time  he  gets  on,  if  he  has  not 
an  exchange  ticket  in  his  pocket  he  buys  one,  and  he  accumulates 
them  in  that  way ;  and  then  when  he  wants  to  ride  again,  if  he  does 
not  happen  to  have  an  exchange  ticket  he  pays  his  fare.  If  the 
people  on  a  certain  line  were  opposed  to  an  eight-cent  fare,  there 
are  many  places  where  there  are  short  distance  riders  where  a 
six-cent  fare  would  be  advi.sabk  Paying  it  every  time  that  a 
passenger  rides  back  and  forth  to  his  work  it  might  be  a  burden, 
perhaps;  but  he  rides  at  other  times,  and  if  he  gets  the  benefit  at 
some  time  later  in  another  direction  he  begins  to  see  it  after  a 
while.  If  you  can  obliterate  the  transfer  I  am  satisfied  that  you 
are  going  to  increase  your  gross  receipts,  provided  it  does  not  do 
the  harm  which  Mr.  Mitten  suggests  to  suburban  property.  I  admit 
that  is  an  important  point.  But  I  do  not  see  why  it  cannot  be 
worked  out.  Local  conditions  have  always  got  to  be  taken  into 
consideration.  The  same  rule  would  not  apply  in  Rochester  and  in 
Buffalo  and  in  New  York.  The  local  conditions  have  to  be  always 
worked  out  by  the  local  management,  and  each  can  work  out  a 
transfer  system  of  his  own  in  the  shape  of  an  exchange.  There 
isn't   any  system  but  what  it  can  be  used  on. 

Mr.  Cole:  In  New  York  City  nearly  every  transfer  that  is 
granted  today  contains  a  clause  that  passengers  shall  be  carried 
upon  it  within  the  city  limits.  There  arc  very  few  cities  where  it 
would  be  possible  to  issue  a  ticket  for  six  cents,  making  the  addi- 
tional charge. 

I  would  like  to  ask  in  regard  to  ringing  up  tr.insfers — whether 
they  find  that  they  have  any  difficulty  or  greater  loss  in  ringing 
transfers  up  than  those  who  do  not  ring  them  up.  I  think  that  is  a 
point  that  is  of  considerable  interest  in  handling  transfers. 

In  answer  it  was  stated  that  transfers  were  rung  up  in  Buffalo 
and  in  Rochester,  but  not  in  New  York  City  and  Utica. 

Mr,  Cole :  I  would  like  to  ask  if  there  is  any  trouble  through 
not  ringing  up  transfers?  Suppose  a  conductor  has  twenty  passen- 
gers on  and  has  five  transfers,  and  he  should  only  ring  up  fifteen 
fares  while  he  has  twenty  passengers  on ;  how  can  your  inspector 
Icll  which  are  cash  fares  and  which  are  transfers? 

Mr.  Rockwell:  That  subject  was  brought  up  in  Brooklyn,  and  it 
was  considered  imadvisable  to  ring  up  transfers,  because  they  are 
not  worth  a  nickel.  The  object  was  to  make  a  transfer  a  worthless 
piece  of  paper. 

Mr.  Root:  As  far  as  that  particular  point  affects  the  railroads 
in  New  York,  our  .system  is  simply  this:  Our  detective  force  which 
keeps  track  of  conductors  are  instructed  to  pay  no  attention  to  the 
comparative  number  of  people  in  the  cars  and  the  number  on  the 
register.  Any  one  familiar  with  New  York  and  the  conditions 
under  which  we  operate  will  know  the  number  of  short  rides  we 
have  and  will  immediately  recognize  the  impossibility  of  trying  to 
reconcile  the  nmnber  of  people  recorded  on  the  register  and  the 
number  of  people  in  the  car.  It  is  not  at  all  an  unusual  occurrence 
In  have  a  car  on  Broadway  start  at  Bowling  Green  and  go  up  to 
Wall  St.  and  have  2.1;  on  the  register  and  only  have  five  in  the  car, 
the  distance  from  the  Bowling  Green  to  Wall  St.  being  probably 
half  a  mile.  And  that  condition,  to  not  so  exaggerated  an  extent, 
prevails  all  over  New  York,  or  at  least  the  island  of  Manhattan ; 
so  that  with  very  few  exceptions  on  isolated  portions  of  the  road  it 
is  impossible  to  reconcile  the  number  of  fares  on  the  clock  with 
the  number  of  passengers  on  the  car.  For  that  reason  it  is  abso- 
lutely immaterial  to  us  as  to  whether  transfers  are  rimg  up.  Like 
a  great  many  others,  we  are  very  strongly  against  the  ringing  up  of 
transfers.  We  have  followed  the  matter  very  closely  in  all  its  rela- 
tions, and  we  do  not  consider  that  the  company  is  dcfr.nided  to  any 
material  extent  in  the  use  of  the  transfer  system.  I  might  add  that 
we  are  using  now  on  the  average  about  S.SO.ooo  transfers  a  day. 

Mr.  J,  P,  K,  Clark:     I  think  Ihal   a  very  important  point  bearing 


796 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.   lo. 


ii|>oii  the  question  of  whether  transfers  are  a  good  thing  in  con- 
nection with  the  operation  of  a  railroad,  parlicnlarly  in  the  smaller 
cities,  is  their  use  in  connection  with  pleasure  resorts.  In  Bingham- 
ton  wc  have  had  a  practical  ex|)erience  both  ways.  Our  franchises 
arc  of  such  early  date  that  we  are  not  by  them  required  to  issue 
transfers.  For  a  number  of  years  we  operated  without  transfers. 
In  the  meantime  wc  established  pleasure  resorts  in  coimection  with 
our  lines,  which  arc  a  very  prominent  factor  in  our  earnings,  par- 
ticularly during  the  sunmier  months.  We  found  that  it  was  an 
absolute  necessity  to  issue  tran,sfers  in  order  properly  to  maintain 
the  resorts.  There  was  an  unjust  discrimination  arising  in  this 
respect ;  parties  might  live  possibly  a  mile  from  the  resort  and  be 
obliged  to  use  two  lines,  and  to  be  charged  to  cents  (or,  if  you 
please,  six  or  eight  cents,  as  some  gentleman  has  suggested)  imme- 
diately led  them  to  believe  that  it  was  for  their  best  interest  to  stay 
at  home.  Therefore  we  have  found  that  the  issuance  of  transfers 
in  Binghamton  has  stimulated  our  traffic,  particularly  during  the 
summer  months,  from  20  to  30  per  cent,  and  we  do  not  believe  that 
we  could  maintain  or  operate  the  two  pleasure  resorts  that  are  con- 
trolled and  operated  by  the  Binghamton  Railroad  Co.  were  it  not 
for  the  transfer  system.  That  the  privilege  is  abused  frequently  and 
repeatedly  there  is  no  question.  The  only  thing  we  can  do  is  to 
keep  the  closest  watch  possible.  I  quite  agree  with  Mr.  Cole  and 
Mr.  Nicholl  that  if  a  standard  form  could  be  agreed  upon  it  would 
be  advantageous  to  the  railroad.s,  but  I  firmly  believe  that  the  trans- 
fer is  one  of  the  modern  street  (;ar  conveniences  that  the  public  has 
a  right  to  expect  and  that  the  roads  in  their  own  interest  should 
maintain. 

Mr.  Allen :  In  Utica  (it  being  a  very  small  town)  we  do  not 
register  the  transfer;  we  treat  it  as  of  no  value.  To  reply  di- 
rectly to  Mr.  Cole.  The  inspector's  duty  is  to  tell  what  happens  on 
a  car;  not  to  make  any  comparison  at  all  of  the  condition  of  the 
register  with  the  number  of  passengers,  except  to  tell  what  the 
condition  of  that  register  is  and  what  passengers  are  on  the  car. 
We  take  the  transfers  from  the  conductor  each  trip.  Of  course, 
he  has  his  envelope  in  which  he  encloses  his  transfers,  and  in  com- 
paring the  conductor's  statement  the  inspector's  statement  must  be 
taken  into  account. 

We  are  firm  believers  in  transfers.  We  do  everything  we  possibly 
can  to  urge  the  people  to  use  them.  We  have  increased  our  re- 
ceipts very  materially  since  the  use  of  transfers  has  been  inaugu- 
rated upon  the  system.  I  would  like  to  ask  if  there  is  a  member  of 
this  association  who  has  tried  the  use  of  transfers  who  would  now 
withdraw  them  if  he  could? 

The  President :  There  seems  to  be  no  response.  I  will  ask  Mr. 
Allen  one  question.  You  told  me  recently  of  a  few  years  ago 
having  four-cent  fares.  Have  you  now  four-cent  fares  on  the 
road? 

Mr.  Allen :  We  had  until  recently  a  nickel  fare,  but  we  placed 
on  sale  six  tickets  for  a  quarter  on  Dec.  i,  1902. 

The  President :  I  would  ask,  before  we  close  this  discussion, 
what  is  the  custom  in  Philadelphia? 

Mr.  Root :  Merely  in  a  general  way  I  know  there  are  some  lines 
on  which  they  give  a  transfer  for  five  cents,  but  on  the  majority  of 
lines  they  have  what  has  been  described  as  exchange  tickets  and 
charge  eight  cents,  the  ticket  being  good  at  any  time.  It  may  be 
of  some  interest,  although  a  little  aside  from  the  question,  to  know 
that  the  Interurban  Street  Railway  Co.  of  New  York  about  six  or 
eight  months  ago  obtained  a  very  satisfactory  contract  with  an 
advertising  concern  for  advertising  on  the  back  of  transfer  tickets. 
This  is  a  matter  which  I  know  has  been  taken  up  in  a  great  many 
cities  and  has  been,  as  far  as  I  have  been  able  to  find  out,  success- 
fully carried  out.  But  we  have  a  contract  now  which  more  than 
pays  us  for  the  price  of  the  tickets,  which  is  quite  material  where 
the  number  runs  up  to  two  hundred  millions  per  annum,  .^nd  it 
has  a  secondary  value,  in  that  it  makes  it  much  more  difficult — 
practically  impossible — for  the  tickets  to  be  duplicated  by  any  out- 
side parties,  as  has  occurred,  for  instance,  in  Boston.  No  ticket  is 
got  up  that  cannot  be  duplicated;  but  with  the  advertising  matter 
on  the  back  of  it  it  is  made  very  difficult,  because  no  one  knows 
until  the  ticket  is  presented  for  that  day  what  (be  advertising  is  to 
be,  as  it  is  changed  every  day. 


The  Physical  Kxaniiiiati<>n  fniiii  the  Physician's  Stand- 
point. 


liV    DH.    J.    J.    .VIOOREHEAD.    NEW    YORK    CITY. 


The  next  paper  was : 


From  present  indications  it  requires  no  priii)hct  lo  predict  that  the 
prolils  of  a  street  railway  company  will  soon  cease  lo  be  based  on 
the  number  of  passengers  carried  and  the  (>i)erating  expenses,  but 
instead  be. counted  by  the  number  of  accidents  occurring  and  the 
amount  that  the  legal  and  claim  departments  require  to  pay  in 
adjusting  them.  Every  large  city  seems  to  be  an  epidemic  center 
for  the  development  of  the  claimant  bacillus,  and  like  most  germs 
of  that  sort,  many  arc  infected  by  contact  therewith,  and  none 
liccome  better  until  he  takes  the  gold  cure  dispensed  by  the  treas- 
urer's department.  These  conditions  have  made  necessary  the  es- 
tablishing of  a  medical  examining  department ;  and  it  is  of  this 
that  I  wish  lo  sa\  a  few  words  that  may  seem  to  justify  its  exist- 
cice. 

In  determining  the  value  of  what  we  may  call  the  "physical  inves- 
tigation" of  the  claimant,  the  surgeon  is  called  upon  to  answer 
three  main  questions,  namely: 

1.  Could  the  accident,  as  descriljed,  reasonably  cause  the  effects 
complained  of? 

2.  Are   these   eflfects   actually    present? 

3.  If  they  are  present,  will  they  be  temporary  ur  permanent? 

In  confirming  or  refuting  what  is  claimed,  he  is  guided  by  visible 
or  objective  symptoms  and  by  subjective  or  invisible  symptoms. 
His  task  is  comparatively  easy  if  all  the  ills  are  of  the  former  class, 
but  if  to  a  simple  scalp  wound  are  added  the  symptoms  of  ringing 
in  ears,  dizziness,  spots  before  the  eyes,  or  a  host  of  other  sub- 
jective signs,  then  is  his  labor  of  a  different  kind.  This  suggests 
the  question  as  to  the  advisability  of  an  examination,  where  the 
effects  of  an  accident  are  evident,  and  where  a  visit  from  a  surgeon 
would  exaggerate  the  claimant's  already  great  self-importance  and 
induce  him  to  add  to  his  ills.  This  query  would  readily  be 
answered  if  all  claimants  were  honest,  and  if  objective  and  subject- 
ive symptoms  were  not  closely  allied,  and  if  the  element  of  exag- 
geration w^ere  not  present  in  nearly  80  per  cent  of  the  cases  we  are 
called  upon  to  diagnose.  If  a  man  in  a  brawl  or  in  falling  down- 
stairs receives  a  battered  face  and  a  black  eye  he  will  probably  re- 
turn to  work  next  day;  but  if  the  same  injuries  be  received  in  a 
fall  from  a  car  he  immediately  goes  to  bed,  and  when  examined  a 
week  later  two  physicians  are  in  attendance,  his  head  is  swathed  in 
bandages  and  a  trained  nurse  is  keeping  the  ice  bags  replenished 
to  aid  the  medical  men  in  their  diagnosis  of  "threatened  ineningitis 
following  concussion  of  the  brain." 

In  a  general  way  we  can  divide  all  claimants  into  three  classes, 
to  wit :  Honest,  partly  honest,  and  shammers.  The  first  class 
is  rare  enough  to  demar.d  a  special  note  in  the  making  of  a  report ; 
the  second,  the  most  numerous  and  the  hardest  of  properly  esti- 
mating, and  the  third  often  demand  a  searching  scrutiny  that  re- 
solves itself  into  an  effort  on  the  part  of  the  examiner  to  get  the 
claimant  off  his  guard  and  thus  fail  to  maintain  a  symptom  hitherto 
well  mimicked. 

It  may  be  of  interest  to  cite  a  few  of  the  commoner  complaints 
and  show  how  readily  some  of  them  are  disposed  of. 

The  most  familiar  of  all  alleged  effects  from  railroad  accidents 
are  those  under  the  general  caption  of  "nervous  prostration,"  "rail- 
road spine,"  or  "neurasthenia."  Such  a  claimant  rarely  presents 
greater  objective  signs  than  a  small  discoloration  on  his  back,  but 
what  he  lacks  in  outward  manifestations  he  makes  up  in  subjective 
signs.  There  is  no  ill  in  medical  lore  they  have  failed  to  inherit ; 
they  cannot  eat  and  cannot  sleep ;  they  have  no  memory ;  and,  to 
use  their  own  terms,  they  are  "mental  and  physical  wrecks."  On 
cxaiiiination  they  appear  generally  in  good  health,  and  their  mem- 
ory is  so  apt  that  the  minutest  detail  connected  with  the  happening 
and  sequence  of  the  accident  is  readily  recalled,  and  they  act  out 
precisely  how  they  fell,  and  all  this  despite  their  assertion  that 
memory  and  muscular  power  are  bygone  things.  Of  all  the  cases 
the  surgeon  examines  these  are  the  hardest,  and  his  opinion  is  most 
guarded  concerning  them.  Frequently  they  are  complicated  by 
asserted  paralysis  of  a  limb,  and  you  find  your  claimant  in  bed  at 
the  time  of  your  call,  and  you  are  told  that  no  power  exists  to  rise 
therefrom.  This  occurred  not  long  ago  in  a  collision  case,  and 
the  injured  woman  was  surrounded  by  the  usual  sympathisers  who 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


797 


clieeriiigly  told  her  she  was  crippled  lor  life.  There  was  a  sus- 
picious resistance  in  the  paralyzed  leg  during  the  manipulation  and 
it  readily  remained  in  the  position  it  was  placed,  even  when  sus- 
pended above  the  bedding ;  suffice  it  to  say  that  this  woman  got 
out  of  bed  and  stood  alone  before  the  examination  ended. 

Deafness  is  frequently  consequent  upon  a  blow  on  the  head. 
according  to  many  claimants,  but  the  majority  of  these  cases  have 
l>een  hard  of  hearing  for  years.  In  two  recent  cases  the  removal  of 
a  piece  of  ear  wax  brought  about  a  marked  change;  another  showed 
a  hole  in  the  car  drum  that  followed  the  child's  recent  attack  of 
measles,  and  of  course  it  had  nothing  to  do  with  the  accident. 

Internal  injuries  arc  frequently  asserted,  especially  in  women,  and 
this  term  is  designed  to  cover  anything  from  dyspepsia  to  a  rup- 
tured spleen. 

Floating  kidney  comes  under  this  class :  and  a  woman  from  out 
of  town  said  her  right  kidney  was  displaced  six  inches  owing  to  a 
fall  as  she  was  about  to  get  on  a  car;  her  physician  made  the 
diagnosis  for  her  because  she  had  a  bruise  on  the  right  side  of  her 
alxlomcn.  hut  he  forgot  to  examine  the  opposite  kidney,  which  was 
even  more  movable;  and  also  neglected  to  lay  the  blame  on  a 
recent  long  illness  which  had  caused  marked   loss  of  flesh. 

Within  three  months  three  cases  of  appendicitis  have  been  traced 
to  car  accidents  by  the  attending  doctors  because  the  abdomen  in 
each  case  was  slightly  bruised.  Injury  is  the  rarest  of  all  the  causes 
for  such  a  condition,  and  in  two  of  the  cases  which  were  operated 
upon,  an  inspection  of  the  appendix  showed  that  it  had  been  in- 
flamed for  years. 

Tumors  and  various  enlargements  are  favorite  claims,  birthmarks 
even  being  foisted  on  the  unsuspecting  examiner.  This  was  well 
shown  last  spring  in  the  supreme  court,  where  a  very  reputable 
physician  supported  a  veracious  plaintiff  in  her  claim  that  an  en- 
largement on  the  back  "of  her  neck  was  due  to  a  "fatty  tumor" 
following  a  sprain  and  bruise  of  the  neck.  The  examination  made 
a  few  months  previously  had  disclo.sed  a  bony  enlargement  such  as 
we  all  have  in  alx>ut  the  location  where  a  man  buttons  the  back  of 
his  collar.  This  was  pointed  out  to  the  jury,  and  each  talesman 
felt  his  own  neck  and  brought  in  a  verdict  for  the  company.  Many 
times  the  swelling  over  the  "Adam's  apple"  (technically  known  as 
goitre)  has  been  said  to  follow  a  bruise  in  this  region,  but  this  is 
readily  proved  due  to  other  causes. 

Ruptures  frequently  follow  our  accidents,  if  all  the  claims  regard- 
ing them  are  to  be  believed.  As  against  this  is  the  experience  of 
many  competent  physicians  that  such  cflfects  occur  only  in  those 
having  a  tendency  thereto,  and  do  not  result,  therefore,  directly 
from  a  fall  or  a  blow.  One  case  is  recalled  following  a  collision, 
in  which  a  large  rupture  was  claimed,  but  this  individual  had  worn 
a  truss  so  long  that  his  skin  was  shiny  by  tlie  friction  produced. 

Disabled  joints,  especially  the  shoulder,  constitute  a  large  share 
of  alleged  effects.  These  individuals  will  many  times  forget  their 
part  when  suddenly  asked  to  remove  or  replace  their  clothing,  and 
in  so  doing  widely  move  the  part  supposed  to  be  immovable.  Not 
long  ago  a  woman  on  the  witness  stand  claimed  inability  to  move 
her  right  thumb,  and  she  kept  up  the  deception  before  the  judge 
and  jury  until  she  had  her  attention  riveted,  and  she  was  then 
asked  to  remove  the  glove  from  the  other  hand,  and  in  so  doing 
she  moved  the  alleged   stiff  thumb. 

Fractures  arc  exceedingly  common  and  are  frequently  hard  to 
diagnose,  especially  if  they  are  not  seen  until  several  weeks  after 
they  arc  received,  a  plaster  of  paris  cast  having  meanwhile  been 
employed,  causing  a  stiff  joint.  In  such  cases  we  have  found  the 
recent  installation  of  an  X-ray  apparatus  of  extreme  value  and 
predict  that  certain  doctors  well  known  to  us  will  have  fewer  cases 
of  this  sort  and  more  sprains  and  contusions  when  they  learn  that 
their  schemes  can  !«  literally  seen  through.  It  is  our  practice  to 
allow  the  claimant  to  view  the  examiner's  hand  first  and  then  his 
own,  with  the  double  object  of  showing  how  plainly  the  l)ones  arc 
outlined  and  also  relieving  bun  of  any  fear.  With  the  machine 
employed  as  stated,  accidental  burns  never  occur  and  an  opinion  of 
the  gravity  of  a  case  can  l)c  instantly  formed.  Its  value  was  re- 
cently shown  in  a  case  where  the  allcnding  surgeons  had  set  a 
fracture  and  dislocation  about  the  rllH>w  and  in  which  they  expected 
a  speedy  recovery.  An  cxamiiuition  of  a  fraction  of  a  minute  with 
the  ray  showed  that  the  fracture  had  Iweii  set  poorly,  and  that  the 
dislocation  had  not  l<een  set  at  all.  There  was  still  greater  swelling 
a>»ut  the  parts   and   little   handling  could   be  attempted,   and   the 


diagnosis  was  made  wiilunit  removing  the  bandages.  .\  liad  oui- 
come  was  predicted  in  our  report ;  and  the  physicians  have  recently 
stated  that  this  man  was  operated  upon  in  West  Virginia  because 
the  "dislocation  slipped  out  of  place,"  as  they  put  it,  and  another 
operation  is  to  be  attempted  within  a  few  days  in  a  New  York  hos- 
pital. 

These  are  some  of  the  more  frequent  sequences  alleged  that 
would  result  in  large  damages  were  they  incapable  of  medical  dis- 
proof. That  many  cases  are  defeated  on  medical  testimony  alone 
is  also  true,  and  w'e  have  recently  had  two  experiences  illustrating 
this  very  forcibly.  In  one  instance  paralysis  of  half  the  body,  with 
convulsions  and  loss  of  memory,  was  alleged  as  a  result  of  being 
struck  by  a  car.  The  claimant  presented  a  sorry  appearance,  and 
there  was  no  question  of  some  of  his  symptoms.  Suspicion,  how- 
e\er,  was  in  some  way  aroused,  and  it  was  learned  that  he  had 
l)een  in  a  certain  hospital  prior  to  the  alleged  accident.  On  investi- 
gation we  soon  learned  that  he  was  a  well-known  clinical  exhibit 
and  had  been  used  by  many  professors  for  the  past  decade  to 
exhibit  the  very  symptoms  he  now  manifested  to  the  court  and 
jury.  When  some  of  these  professors  appeared  in  court  as  our 
witnesses,  he  suddenly  pleaded  illness  and  hurriedly  left  the  court 
and  has  not  Ijeen  heard  of  since.  His  injury  was  not  due  to  the 
accident  on  our  lines,  but  occurred  fifteen  years  ago  in  the  New 
York  Central  freight  yards,  where  he  fell  from  a  car.  In  the  other 
case  a  verdict  of  $7,700  had  been  rendered  for  the  death  of  a  man 
six  months  after  the  receipt  of  a  compound  fracture  of  the  wrist 
which  had  practically  healed  two  months  before  his  demise.  His 
doctors  claimed  that  his  sudden  death  was  due  to  an  abscess  of 
the  brain  from  the  original  injury,  and  they  perfonned  an  autopsy 
10  prove  their  contention.  We  contended  that  this  brain  condition 
was  due  to  a  long  standing  ear  disease  and  showed  that  80  per 
cent  of  such  abscesses  follow  such  ear  troubles.  On  appeal,  the 
presiding  justice  reversed  the  verdict  on  the  medical  testimony 
alone,  and  his  opinion  analyses  the  expert  testimony  with  skill  that 
would  excel  that  of  many  a  physician. 

So  much  then  for  the  physician  in  his  effort  to  present  exact  con- 
ditions UTedically  to  the  claim  agent  leading  to  the  adjustment  of 
the  case  and  in  his  testimony  at  the  trial  of  these  actions. 

But  aside  from  what  value  he  may  possess  in  his  detection  of 
the  .shammer  and  the  cxaggerator.  there  is  what  might  be  termed 
llie  moral  function  exerted  alike  over  claimant  or  his  physician  or 
attorney.  The  time  is  not  far  distant  when  some  method  will  be 
demanded  to  curb  the  growing  tendency  to  make  minor  accidents 
an  excuse  for  the  legal  blackmail  now  so  universally  levied  on  street 
railway  companies.  Let  it  become  known  that  the  company  insists 
on  a  rigid  physical  investigation  of  every  case,  then  it  is  not  too 
much  to  predict  that  many  of  these  cases  will  fail  of  their  own 
accord.  .-K  claimant  will  not  hesitate  to  furnish  a  long  list  of  wit- 
nesses to  support  his  version  of  the  occurrence,  but  he  hesitates  at 
submitting  his  alleged  numerous  infirmities  to  a  doubting  examining 
surgeon.  The  verlxise  attorney's  bill  of  particulars,  rich  in  such 
phrasing  as  "Sick,  sore  and  disabled,  and  has  been  and  will  be 
sul>ject  to  much  pain  and  suffering  for  a  long  time,  if  not  perma- 
nently." will  dwindle  into  less  roundabout  terms  if  he  knows  a 
medical  examination  will  disprove  his  statements;  and  the  memljer 
of  my  own  profession  who  knowingly  calls  a  simple  sprain  a  severe 
fracture  will  be  more  cautious  of  his  moral  and  professional  stand- 
ing when  he  learns  that  an  X-ray  is  to  dispute  him  and  that  a  plas- 
ter of  paris  splint  cannot  cloak  even  so  l»ild  an  allciuiil  al  dccep- 
lion. 

It  is  perhaps  too  ideal  to  hope  that  one  day  there  will  he  what 
may  1)C  termed  a  medical  jury  to  pass  on  cases  of  the  sort  we  are 
all  so  familiar  with.  Such  a  jury  within  a  very  few  moments  could 
verify  or  nullify  the  alleged  symptoms,  and  their  decision  as  to  the 
medical  merits  of  a  case  would  make  uimeccssary  the  unseemly 
contentions  of  so-called  exiwrts  who  usually  succeed  in  baflling 
rather  than  aiding  a  jury  of  the  laity.  Much  valuable  time  would 
be  saved  to  all  concerned  and  the  hopeless  congestion  of  the  courts 
would  Ik-  much   relieved   and  more  equable  justice  dispensed. 

There  is  also  another  feature  of  the  surgeon's  relations  to  bis 
company,  and  one  that  is  not  always  taken  at  its  full  value,  namely, 
his  knowledge  of  his  own  profession  and  his  acquaintance  among 
Iheni,  It  is  our  practice  to  index  the  various  physicians  we  meet 
and  in  this  way  wc  soon  learn  their  bias  or  fairness.  An  honest 
physician   with  an   honest  claimant   meets  the   company    more   than 


798 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  lo. 


half  w.iy,  and  an  amicable  adjustment  results  minus  the  interfer- 
ence of  the  ambulance-chasing  legal  light.  ■\  scheming  physician 
may  seek  lo  distort  and  exaggerate  his  patient's  illness  prior  to  the 
c.taniination,  but  at  the  bedside  he  knows  that  every  statement 
needs  ocular  proof.  Strange  as  it  may  seem,  he  will  not  hesitate  to 
stretch  his  moral  fibre,  but  he  balks  in  the  presence  of  another 
doctor  when  called  upon  to  swear  falsely  regarding  medical  axioms. 

There  is  an  auxiliary  branch  of  the  medical  investigation  almost 
as  important  as  the  physical  examination,  namely,  the  seeking  of 
what  we  term  the  hospital  record.  As  soon  as  possible  after  an 
accident  one  of  our  staff  appears  at  the  hospital  and  obtains  the 
ambulance  or  accident  ward  diagnosis,  the  disposition  of  the  case, 
and  the  attending  doctor's  name.  The  latter  is  then  interviewed, 
and  from  him  the  exact  nature  of  the  injuries  learned,  with  their 
possible  outcome.  Any  statement  made  by  the  patient  as  to  how 
he  was  injured  is  also  learned,  as  is  also  his  condition  regarding 
alcoholism.  In  this  manner  we  are  able  to  obtain  information  at 
first  hand  from  trained  observers  who  are  generally  alert  for  the 
malingerer.  In  very  many  cases  facts  obtained  from  these  hospital 
doctors  have  won  cases  that  otherwise  would  have  resulted  in  large 
verdicts.  Incidentally  our  acquaintance  professionally  is  much  en- 
larged, as  in  the  ten  hospitals  of  our  city  maintaining  ambulances 
for  emergency  work  there  are  seventy-eight  doctors  who  are  well 
known  to  us,  twenty-six  of  whom  leave  the  hospital  each  year, 
many  of  them  remaining  in  the  city.  A  special  address  book  is 
kept  and  any  of  these  hospital  men  can .  be  located,  even  though 
some  of  them  are  at  the  present  moment  in  Beirut,  Pekin,  Paris 
and  Honolulu. 

That  the  medical  examination  has  a  legitimate  place  in  the  inves- 
tigation of  nearly  every  case  w^e  firmly  believe,  and  it  is  our  con- 
viction that  its  monetary  value  is  equal  to  that  of  any  other  single 
line  of  work  in  the  disposition  of  claims. 


Discussion  of  Dr.  Moorehead's  Paper. 


Mr.  Almy :  It  seems  to  me  there  are  two  or  three  things  that 
J5r.  Moorehead  did  not  touch  upon  along  this  line.  I  speak  from 
the  standpoint  of  the  lawyer,  and  I  would  like  to  present  two  or 
three  points  that  seem  to  me  to  need  attention.  In  the  first  place 
a  doctor  who  makes  a  physical  examination  for  a  railroad  com- 
pany, employed  by  the  company,  it  has  been  my  experience,  is  always 
open  to  the  suggestion  that  he  is  biased,  and,  therefore,  it  is  not 
always  wise  for  a  railroad  company  to  put  the  examining  physician 
upon  the  stand.  For  the  purposes  of  his  testimony  in  the  case,  that 
seems  to  me  to  be  the  smallest  element  of  the  value  of  a  physical 
examination.  But  you  find  that  a  lawyer  going  into  court  with  the 
papers  in  a  case,  the  first  thing  he  looks  at  is  the  physical  examina- 
tion, because  there  he  finds  the  patient's  first  version  of  how  the 
accident  occurred ;  not  in  legal  form,  but  what  he  has  told  the 
physician  about  how  the  accident  occurred.  You  get  his  own  ver- 
sion. So  many  times  in  the  trial  of  these  cases  we  find  that  the 
few  words  that  the  patient  has  said  to  the  physician  about  how  the 
accident  occurred  give  a  clue  whereby  his  testimony  can  be  broken 
down  absolutely.  Again,  they  very  often  make  admissions  to  the 
physician  which  when  brought  to  their  attention  they  feel  that 
they  cannot  deny.  The  other  lawyer  has  not  got  at  them  strong 
enough ;  he  has  not  brought  up  the  point ;  they  have  not  mentioned 
to  him  that  they  told  the  physician  certain  things ;  and  very  often 
you  will  find  an  instance  where  you  can  win  a  case  on  admissions 
made  about  the  circumstances  of  the  injury  or  something  that  hap- 
pened at  the  time.  I  remember  a  case  where  an  old  Irishman  was 
suing  a  railroad  company,  and  in  the  course  of  the  examination  the 
physician  found  an  old  break  in  his  arm,  and  he  said  to  him  that 
the  arm  was  broken  years  before.  He  said,  "How  do  you  know?" 
He  said.  "I  know  it  was."  He  said.  "Yes ;  it  was  broken  twenty- 
eight  years  ago,  in  Ireland."  For  the  moment  I  think  the  old  man 
had  forgotten  that.  He  went  on  the  stand  and  swore  that  the 
cause  of  the  crookedness  of  that  arm  and  the  fact  that  it  had 
been  useless  for  nearly  a  year  and  a  half  was  a  bruise  received  on 
it  just  above  the  elbow.  When  faced  by  that  physician  and  put  back 
on  the  stand  after  the  physician  bad  testified  to  deny  the  statement 
that  we  claimed  he  made  to  the  physician,  he  admitted  it.  and  we 
won  the  case.  That  was  a  serious  case,  and  it  was  a  case  which, 
if  it  had  not  been  for  that  admission,  I  am  satisfied  would  have 
been  lost. 


There  is  another  thing  which  the  doctor  opened  up  to  a  limited 
extent.  A  man  going  into  a  case  wants  to  know  in  the  first  place 
what  the  injury  really  is;  he  wants  some  knowledge  of  it  in  order 
to  carry  on  his  case.  I  remember  a  case  that  was  tried  where  it 
was  claimed  the  man  could  not  raise  his  left  arm  up  to  his  shoul- 
der. \Vc  had  had  a  physical  examination  of  that  man,  and  the 
doctor  said,  "It  is  all  foolishness.  He  can  raise  his  arm;  there  is 
no  sort  of  question  about  it."  He  was  asked  if  he  had  ever  seen 
him  raise  his  arm.  He  said,  "No,  I  never  saw  him,  but  he  can  do 
it."  On  the  trial  he  was  asked  to  show  how  far  he  could  raise  it 
at  that  time,  and  asked  how  far  he  could  raise  it  before  he  was 
hurt — and  up  it  went;  of  course,  demonstrating  to  the  jury  in  a 
moment  that  there  was  nothing  in  it  whatever.  Another  thing;  if 
you  have  a  physician  who  has  examined  the  patient  and  you  know 
that  what  he  tells  you  is  right,  you  can  depend  on  it  and  go  as  far 
as  you  like.  I  know  of  a  case  in  Brooklyn  only  last  year  where 
three  reputable  physicians,  supposed  to  be  experts  along  their  line 
in  New  York  City,  went  on  the  stand  and  testified  that  a  man  had 
a  heart  murmur  and  that  it  was  the  result  of  a  bruise  received  upon 
the  chest  in  a  collision,  by  reason  of  being  thrown  upon  the  seat  in 
front  of  him  in  an  open  car.  We  had  a  physician  who  examined 
that  man — a  physician  in  whom  we  had  confidence — and  he  said 
positively  that  there  was  no  such  thing,  that  there  was  no  heart 
nuirmur.  It  came  to  issue  in  court,  and  the  judge  said  that  he 
thought  the  case  was  particularly  a  case  where  doctors  disagreed, 
and  that  we  ought  to  have  some  person  who  had  no  interest  in  the 
case  examine  it.  There  were  three  eminent  experts  on  the  plain- 
tiff's side,  and  there  was  a  doctor  on  the  defendant's  side  who  had 
examined  the  man  and  knew  what  was  or  was  not  the  matter  with 
him.  Of  course,  we  consented  to  the  suggestion  of  the  judge  in  a 
minute.  A  doctor  was  called  and  examined  him  at  the  order  of  the 
court ;  he  did  not  see  either  side  and  did  not  know  what  he  was 
examining  for  except  that  he  was  to  examine  his  heart.  He  came 
directly  from  the  examination  and  went  on  the  stand  and  nobody 
had  said  a  word  to  him.  He  said  there  was  no  heart  murmur.  The 
result  of  that  was  that  we  won  that  case,  because  they  were  putting 
lip  a  fraudulent  claim.  So  where  doctors  disagree,  if  you  have  a 
man  that  you  can  depend  on,  you  can  take  any  kind  of  chances. 

In  the  line  of  the  thumb  illustration.  I  saw  a  case  once  where 
the  plaintiff  claimed  that  she  could  not  shut  her  hand,  and  the 
doctor  said  she  could  shut  it.  So  when  the  doctor  was  on  the 
stand  he  was  asked  that  question,  and  he  said  that  she  could  shut  it. 
The  patient  was  brought  up  there  and  we  made  the  claim  that  we 
could  shut  the  hand  for  her.  She  was  brought  up,  and  the  doctor 
shut  it.  Now,  you  would  not  dare  take  chances  like  that  unless 
you  had  a  physical  examination  and  knew  absolutely  what  the  situa- 
tion was.  llierefore,  I  think,  from  the  lawyer's  standpoint,  for  the 
purpose  of  preparation  and  for  the  purposes  of  the  trial  of  cases 
of  that  kind,  that  there  is  no  one  element  in  the  investigation  of  an 
accident  that  is  so  valuable  as  a  physical  examination  of  the  claim- 
ant. 


The  next  paper  was : 

Physical  Examinations  in  Accident  Cases. 


BY   W.    A.    DIBBS.    NEW   YORK   CITY. 


Physical  examinations,  the  reports  of  which  are  pretty  dry  read- 
ing,  but   most  essential. 

By  the  time  you  get  through  perusing  a  few  hundred  medical 
reports  a  month  as  w-e  have  you  are  pretty  well  acquainted  with  the 
human  frame  and  its  functions. 

We  believe  it  most  advisable  to  get  an  examination  whenever 
possible  and  it  invariably  means  a  strong  argument  in  settlement. 
We  will  have  the  claimant  present  his  case  with  a  plea  that  he  is 
injured  for  the  remainder  of  his  life.  That  he  or  she  is  the  most 
maligned  one  in  existence.  That  he  is  suffering  the  tortures  of  the 
damned,  but  as  soon  as  the  suggestion  is  made  for  an  examination 
he  tells  you  that  there  is  nothing  to  see  or  feel.  We  more  than  ever 
insist  upon  an  examination,  as  our  suspicions  are  certainly  aroused. 
.After  the  examination,  and  he  is  told  by  the  surgeon  he  is  in  a 
healthy  condition  (and  the  type  of  his  kind  are  usually  pretty 
healthy)  he  or  she  frequently  coine  to  your  own  terms,  or.  we 
might  express  it  charitably,  and  say  that  their  minds  have  been 
relieved.    Then  again  those  of  the  above  class,  despite  the  fact  that 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


799 


nothing  is  the  matter  with  them,  will  not  admit  that  there  is  nothing 
physically  wrong,  and  still  believe  that  they  are  intense  sufferers. 
This  has  been  instilled  into  their  minds  by  friends  and  unscrupu- 
lous physicians,  something  with  which  we  are  blessed  in  New  York. 
Then  our  troubles  begin.  If  it  is  a  case  warranting  settlement,  all 
your  arguments  and  blandishments  are  of  no  avail.  It  means  to 
pay  a  price  which  you  know  is  not  commensurate  with  the  injuries, 
or  stand  a  suit,  with  the  physician  to  back  up  the  claimant,  and 
probably  get  a  verdict  against  you  that  will  make  you  swear,  even 
if  you  are  a  railroad  man.  I  might  here  cite  a  few  cases  similar 
to  the  above  which  came  under  our  observation  recently : 

A  youth  fell  from  a  moving  car.  His  physician  took  charge  of 
the  case,  acting  in  an  advisory  position  as  well  as  physician.  He 
presented  the  claim,  contending  that  the  boy  was  thrown  by  a 
sudden  start,  and  had  received  a  dislocation  of  the  shoulder.  Our 
examination,  made  shortly  after  the  accident,  failed  to  bring  out 
any  evidence  of  dislocation  (generally  a  pretty  hard  condition  of 
affairs  to  disprove).  Nevertheless  our  surgeon  was  positive  that 
the  injuries  claimed  did  not  exist.  The  boy  resisted  the  efforts  of 
the  surgeon  to  flex  the  arm  beyond  a  certain  degree.  This  was  a 
case  just  as  we  explained.  The  boy  believed  he  was  permanently 
injured,  and  the  doctor  fathered  the  thought.  All  the  time  previous 
to  the  trial  (we  had  refused  the  claim)  the  boy  had  the  arm  either 
in  a  sling  or  carried  partly  helpless  at  his  side.  On  the  day  of  the 
trial  our  astute  counsel  while  cross-examining  him  asked  him  how 
far  he  could  raise  his  arm.  He  could  not  get  it  beyond  a  level  with 
his  shoulder,  but  when  he  asked  how  far  he  could  raise  it  before 
the  accident  he  forgot  himself  and  his  teachings  and  put  the  arm 
far  above  his  head.  It  is  needless  to  say  that  the  jury  gave  us  a 
verdict. 

A  patrol  wagon  with  a  number  of  police  officers  was  hit  by  a  car. 
.All  of  the  cases  were  disposed  of  except  one.  This  particular  officer 
weighed  probablj'  250  pounds,  and  could  hardly  walk  on  account  of 
his  fat,  and  he  was  rather  short.  He  alleged  that  he  was  so  nervous 
that  he  could  not  sleep,  although  it  took  considerable  punching  to 
awaken  him  whenever  we  called  upon  him.  He  had  all  kinds  of 
backaches  and  all  kinds  of  headaches.  We  had  him  examined,  and 
all  we  found  was  fat.  We  declined  to  deal  with  him,  as  his  claim 
was  too  exorbitant.  After  he  found  out  his  game  had  no  effect  he 
started  off  on  another  tack,  and  began  to  develop  facial  paralysis. 
Whenever  he  thought  someone  from  the  road  was  near  he  began 
to  screw  up  one  side  of  his  face,  and  kept  it  that  way  for  .some 
time.  We  demanded  another  examination  and,  to  our  surprise, 
we  got  it.  In  making  a  test  our  surgeon  got  him  to  stick  out  his 
tongue,  but  he  forgot  himself  and  stuck  it  out  on  the  wrong  side, 
and  when  he  found  that  out  it  was  quickly  moved  to  the  other  side, 
but  he  was  too  late. 

An  interesting  case  came  up  a  few  weeks  ago.  A  woman  of 
respectable  appearance  claimed  she  was  thrown  by  a  sudden  start, 
and  that  the  shock  affected  certain  muscles,  which  in  course  of 
time  became  powerless,  and  she  was  unable  to  retain  urine,  and  at 
the  same  time  had  bladder  hemorrhages.  At  the  call  of  our  doctor 
she  volunteered  to  show  him  the  discharge  of  blood,  but  was  un- 
able to  do  so.  Later  on.  however,  she  did  show  him  a  discharge 
that  had  the  appearance  of  blood,  but  on  closer  examination  it  was 
found  to  be  snuff  which  she  had  carefully  dropped  into  the  recep- 
tacle. 

A  woman  from  the  South  claimed  to  have  injuries  she  had  sus- 
tained by  falling  against  the  edge  of  the  car  seat.  On  examination 
she  was  foimd  in  bed  apparently  paralyzed  from  the  waist  down, 
and  paralysis  of  different  functions.  She  complained  of  a  girdle 
sensation  atxiut  the  waist.  She  was  able  to  withstand  sudden  and 
unexpected  pricking  with  a  needle,  even  under  the  toe  nails,  without 
flinching.  An  abrasion  of  the  skin  over  spine  some  two  inches  in 
length  was  found.  There  was  something  about  the  case  that 
aroused  the  suspicions  of  the  surgeon.  One  of  the  reasons  was  the 
fresh  appearance  of  the  abrasion,  and  that  the  skin  about  the  abra- 
sion was  not  black  and  blue.  We  were  to  have  a  test  made  with 
a  battery,  but  the  woman  requested  that  it  be  put  off  for  a  short 
while  as  she  could  not  stand  a  thorough  examination  at  that  time. 
Arrangements  were  made  to  continue  the  examination  the  following 
morning.  When  he  arrived  there  it  was  found  that  she  had  left  on 
the  midnight  train.  Ujion  investigation  it  was  found  that  her  hus- 
l»and  had  used  a  knife  and  scraped  her  skin  over  the  spine,  and  that 
he  did  it  just  before  our  physician  had  arrived  there. 


.\notIier  woman  claimed  that  she  had  received  a  fracture  of  the 
knee-cap.  Upon  our  doctor's  examination  it  was  found  that  the 
leg  was  put  up  in  a  very  pretty  cast  of  plaster.  The  woman  was 
attended  by  a  presumed  trained  nurse.  At  the  removal  of  the  plas- 
ter for  the  examination  we  were  unable  to  find  signs  that  there  had 
ever  been  any  injury.  The  woman  contended  that  as  a  result  she 
had  become  completely  paralyzed,  and  the  doctor  in  attendance  was 
grossly  deceived  by  her.  She  was  able  to  gain  the  sympathy  and 
support  of  a  number  of  charitable  women,  and  also  several  physi- 
cians. She  remained  in  bed  for  several  months,  but  got  tired  of  the 
game  and  left  for  the  West,  from  where  we  received  a  report  that 
she  had  been  arrested  for  forgery,  and  seemed  to  be  then  in  first- 
class  physical  condition. 

These  are  quoted  just  to  show  the  paramount  importance  of  an 
examination,  and,  of  course,  the  surest  way  to  detect  the  fraud.  .iVn 
argument  might  l>e  raised  as  to  what  effect  morally  the  examination 
has  on  the  majority  of  cases,  and  from  our  experience  the  elTect 
can  be  easily  seen.  The  injured  lose  their  aggressiveness,  and  then 
say:  "What  will  you  give  me?"  and  are  glad  that  they  get  some- 
tliing,  no  matter  how  small.  A  discourse  on  this  point  can  be 
lengthened,  but  the  fact  nevertheless  is  apparent  that  the  examina- 
tion does  have  a  material  moral  effect.  Of  course,  there  are  excep- 
tions. 

Now  let  us  take  up  cases  of  more  serious  moment — I  mean  cases 
of  severe  injuries.  We  are  presented  with  a  claim  running  into 
big  money,  if  we  may  apply  that  term.  Presuming  that  your  claim- 
ant has  a  fractured  femur,  or  leg,  or  arm ;  we  may  add  ribs.  The 
fracture  has  been  reduced  by  the  attending  physician  and  plaster 
applied  frequently  before  we  are  aware  of  the  extent  of  the  trouble, 
and  frequently  when  a  claim  is  presented  for  adjustment  all  signs 
of  the  fracture  are  gone.  Though  the  demand  is  made  upon  the 
severity  of  the  injuries,  it  is  advisable  to  get  the  examination  as 
.soon  as  possible.  The  claim  will  be  based  upon  the  length  of  disa- 
bility,  a   fact  easily   established  by   the  attending  doctor. 

Now  we  come  to  another  type,  namely,  internal  injuries.  Most 
of  these  are  subjective  and  hard  to  disprove,  but  if  examined  within 
a  short  period  after  they  occur  something  can  invariably  be  noticed. 
We  have  had  cases  of  this  character  which  upon  the  closest  medi- 
cal cxann'nation  were  found  to  be  well  developed  cases  of  appendi- 
citis (something  new  in  the  way  of  claims),  the  attorney  and  doc- 
tor contending  that  the  appendix  was  injured  in  an  accident,  though 
the  disease  at  the  examination  was  so  far  developed  that  it  could  be 
plainly  seen  that  it  was  there  before  the  accident. 

Dislocations  of  shoulder  after  replacement  are  deceiving,  though 
they  do  sometimes  leave  a  permanent  affection.  Women  with  in- 
ternal trouble  brought  alKiut  by  child  bearing  have  endeavored  to 
foist  the  damages  oii  the  road,  but  a  surgeon  well  versed  can 
without  much  trouble  detect  the  real  cause. 

There  is  .still  atiother  type  that  can  be  touched  uifon,  and  that  is 
brain  concussion,  an  injury  the  consideration  of  which  it  is  pretty 
dangerous  to  delay.  It  might  or  might  not  leave  a  permanent  eifect. 
-■Xn  early  examination  is  most  advisable.  Whenever  a  concussion 
is  claimed  to  have  existed  another  examination  later  on  will  he 
advantageous.  The  surgical  examination  is  almost  as  imperative 
for  the  defen.se  of  an  action  as  witnesses,  and  we  have  upon  a  nuni- 
lier  of  occasions  won  our  cases  on  the  medical  testimony  alone, 
and   we  presume  others  have  done  the  same. 

Let  us  say  a  few  remarks  about  si>me  of  the  so-called  doctors. 
I  low  they  ever  passed  an  examination  in  anatomy  heaven  only 
Isiiows.  It  recalls  to  mind  where  one  doctor,  when  asked  if  he  knew 
what  a  fractm-c  was,  he  replied:  "Why.  certainly,  it's  a  contusion." 
.Some  of  these  fellows,  to  the  delrimcnl  of  the  re|)ulal>le  ones,  have 
a  good  deal  to  do  with  fostering  of  fraudulent  claims,  they  declining 
III  allow  an  examination  of  patients  at  first,  and  they  advise  holding 
nut  for  exorbitant  sums.  After  the  examination  has  taken  place 
and  they  are  told  that  the  patient  is  but  slightly  hurl  they  usually 
recede  from  their  independent  stand  and  accept  the  diagtiosis  of  the 
company's  surgeon,  who  they  know  i.s,  and  has  to  be,  a  doctor  in 
all  that  the  term  implies.  Here  it  is  again  thai  lln'  moral  effect  is 
brought   to  bear  fruit 

We  can  take  up  in  a  few  words  our  experience  with  the  reputable 
physicians.  It  is  an  experience  upon  wliicfi  we  cm  look  h:u'k  with  a 
good  deal  of  admiration  for  the  medical  profession.  Doctors  of 
this  kind  come  out  straightforward  and  tell  you  that  the  patient 
is  a  serious  subject  or  he  is  not.     They  never  stick  to  the  former 


800 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII.  No.   lo. 


or  say  lli.it  llicrc  is  no  chance  for  a  complete  recovery,  nor  do  they 
act  as  legal  advisor,  telling  their  patients  that  such  and  such  a 
lawyer  might  get  a  lot  of  golden  dollars,  but  they  do  advise  arbitra- 
tion and  counsel  peace.  Physicians  of  this  kind  arc  plentiful  in 
New  York,  and  our  experience  with  them  has  always  been  of  the 
most  pleasant  nature. 

It  prolKibly  will  not  come  amiss  to  explain  the  system  in  the 
claim  deiartmciU  of  our  road,  showing  how  the  medical  records 
arc  kept.  A  form  provides  for  the  file  number,  date,  place  of  acci- 
dent and  circumstances,  attending  physician,  and  whom  to  communi- 
cate with  to  arrange  for  examination.  The  record  is  inadc  in 
duplicate,  and  also  entered  in  a  book.  One  copy  is  sent  to  the 
company's  surgeon  and  the  other  filed  with  the  papers. 

Upon  the  return  of  the  surgeon's  report  the  receipt  is  checked  off 
in  the  book  and  the  report  with  the  papers.  If  there  is  no  exam- 
ination to  be  had  the  surgeon  indorses  his  part  of  the  blank  and 
returns  it  to  the  ofiice  with  the  proper  explanation,  and  that  is  put 
away  with  the  papers.  A  record  is  also  kept  stating  how  many 
cases  each  physician  has  had  and  how  he  is  disposed  toward  the 
road,  and  how  he  appears  upon  the  witness  stand. 

Claim  agents,  with  whom  I  have  had  much  lo  do,  are  very  much 
divided  upon  the  necessity  of  having  immediate  attention  from  the 
company's  surgeon.  While  such  prompt  attention  may  be  given  to 
the  injured  in  small  towns  and  villages  or  in  places  in  which  the 
accidents  are  not  numerous,  it  seems  to  me  that  as  far  as  the  larger 
cities  are  concerned  that  it  would  be  impossible,  and  in  many  cases 
undesirable,  to  have  the  immediate  attendance  from  the  company's 
physician.  In  such  larger  cities  there  are,  first,  the  well  appointed 
ambulances  of  the  various  hospitals,  and  second,  the  representatives 
of  the  school  of  the  "first  aid  to  the  injured,"  and  frequently  many 
passing  physicians,  through  whose  efforts  the  suffering  of  the  in- 
jured is  allayed.  In  the  den.ser  populated  portions  of  the  city, 
where  the  greater  number  of  accidents  occur,  doctors  are  to  be 
found  in  the  immediate  neighborhood  who,  as  a  rule,  reach  the 
scene  of  the  accident  within  five  or  ten  minutes  after  its  occurrence, 
making  far  better  time  than  could  the  company's  physician. 

It  seems  to  me  that  the  standing  of  the  company's  physician  who 
is  regularly  at  the  scene  of  the  accident,  at  or  about  the  time  of 
its  occurrence,  is  greatly  injured,  if  not  entirely  destroyed,  if  in 
this  way  he  becomes  a  portion  of  the  investigating  force  of  the 
claim  department.  There  is  no  doubt  that  their  standing  in  the 
medical  profession  would  be  impaired  hy  the  continuance  of  such  a 
line  of  conduct. 


Discussion  of  Mr.  Dibbs'  Paper. 


Mr.  Cole ;  I  would  like  to  ask  a  question.  Take  a  case  where 
the  company's  physician  has  attended  a  case  of  (we  will  say,  for 
instance,)  compound  fracture  of  the  elbow  or  wrist,  in  a  compara- 
tively aged  person,  and  the  wrist  or  elbow,  after  it  has  been  treated, 
is  stiff,  has  anyone  ever  known  of  a  suit  being  brought  against  the 
company  and  an  attempt  made  to  prove  that  there  was  improper 
treatment  on  the  part  of  the  physician? 

Mr.  Dibbs ;  We  do  not  allow  physicians  to  attend  the  case  all 
the  way  through.  It  is  just  the  mere  examination  for  the  purpose 
of  adjustment  or  disposal  of  it. 

Mr.  Danforth  :  The  practice  in  Rochester  is  to  employ  not  one 
physician,  but  a  number;  wc  distribute  our  work  around  among  the 
reputable  physicians  of  the  city.  Our  physicians  in  these  cases  do 
not  attend  the  injured  parly,  but  simply  make  examinations. 

Mr.  Allen:  Our  practice  is  the  same,  with  this  exception  (and 
I  presume  our  practice  in  that  regard  is  governed  by  the  fact  that 
Utica  is  a  small  town),  that  our  physician  looks  after  the  injured 
party  or  attends  him  to  the  completion. 


Hydraulics  in  Connection  with  Street  Railway  Operation. 


BY  C.  E.  PARSONS,  GLENS  FALLS.  N.  Y. 


Before  the  possibilities  of  the  electric  railway  were  recognized 
nearly  all  of  the  accessible  water  powers  of  the  country  had  been 
developed  for  use  in  various  arts  and  industries.  So  when  the 
demands  for  cheap  transportation  increased  it  became  necessary  to 
find  immediate  means  for  supplying  energy,  and  steam  seemed  to 
be  the  only  available  source.     Railways  were  pujected,  built,  and 


operated  in  a  few  months'  time,  and  although  the  cost  of  energy  by 
steam  was  high,  there  seemed  to  be  no  other  means  of  getting  a 
([uick  return  on  the  capital  invested.  Today  the  engineer,  with  his 
knowledge  of  what  may  be  done  in  electrical  transmission  and  con- 
version, recognizes  that  water  powers  are  much  the  most  important 
factors  by  which  the  cost  of  electrical  energy  may  Ix:  reduced. 

The  new  hydro-electric  development  at  Spier  Falls  on  the  Hudson 
River  is  to  play  a  most  important  part  in  the  operation  of  the 
street  railways  in  the  eastern  part  of  the  state.  Some  of  the 
features  of  this  plant  and  of  the  one  at  Mechanicsville,  together 
with  their  various  transmission  systems,  give  an  idea  of  what  may 
be  done  in  reducing  the  cost  of  energy  as  used  for  electric  traction. 

Within  the  past  year  a  most  complete  system  of  connecting 
railways  has  been  put  in  operation  in  the  Hudson  and  Mohawk 
valleys,  and  lines  now  run  from  Gloversville  on  the  west  to  Albany 
and  Hudson  on  the  east  and  south,  and  Lake  George  on  the 
north,  and  all  of  the  intervening  cities  have  the  benefit  of  the  most 
modern  electric  railway  engineering  and  construction.  Six  differ- 
ent railway  systems  are  located  within  a  radius  of  45  miles  of  the 
Spier  Falls  plant.  The  Hudson  Valley  Railway  connects  Albany 
and  Warrensburg  and  the  adjoining  villages.  The  Ballston  Termi- 
nal Railway  connects  the  various  manufacturing  villages  in  the 
vicinity  of  Ballston.  The  United  Traction  Company's  lines  are  lo- 
cated in  Albany,  Troy  and  vicinity.  The  Albany  &  Hudson  Rail- 
way's third  rail  system  covers  the  territory  from  -Mbany  south  to 
Hudson.  The  Schenectady  Railway  Co.  operates  lines  between 
Schenectady,  ."Mbany  and  Troy  and  has  a  line  to  Ballston  and  Sara- 
toga nearly  completed.  The  Fonda,  Johnstown  &  Gloversville 
Railroad  covers  34  miles  between  Gloversville  and  Schenectady. 
Three  of  these  systems  are  now  using  power  from  Spier  Falls  and 
Mechanicsville. 

The  Hudson  Valley  Railway  is  connected  with  the  Glens  Falls 
transmission  line  at  Glens  Falls.  The  voltage  on  this  line  is  20,000, 
and  part  of  the  current  is  used  in  the  railway  rotaries  at  this  point 
and  the  rest  is  transmitted  over  the  high  tension  lines,  located  on 
the  right  of  way  to  the  Wilton  sub-station.  The  18-mile  line  from 
Saratoga  to  Glens  Falls  is  supplied  from  the  rotaries  at  this  station. 
The  railway  company  has  a  complete  system  of  high  tension  lines, 
and  connections  may  be  iriade  with  very  little  additional  copper, 
so  that  the  whole  125  miles  of  line  may  be  operated  from  Spier 
Falls.  The  United  Traction  Co.  of  Albany  is  under  contract  to 
take  fi.ooo  h.  p.  at  its  sub-stations  in  Watervliet  and  Albany,  and 
a  large  part  of  this  power  is  now  being  supplied.  The  Schenectady 
Railway  Co.  is  receiving  power  over  three  separate  transmission 
lines.  Two  are  from  the  Mechanicsville  plant  at  10,000  volts  and 
one  from  Spier  Falls  at  30,000  volts.  These  lines  reach  sub-stations 
at  Latham's  Corners  on  the  Troy  branch.  Colonic  on  the  ."Mbany 
branch,  and  the  Dock  Street  station  in  Schenectady.  The  railway 
company  also  has  a  10,000-volt  transmisr.ion  system  connected  with 
its  steam  plant. 

With  the  prospect  of  so  much  of  the  energy  being  used  from 
Spier  Falls  for  railway  purposes  it  became  of  the  utmost  importance 
that  a  reliable  and  constant  supply  should  be  assured.  The  one 
object  which  of  all  others  has  been  kept  in  view  since  the  very  in- 
ception of  this  water  power  development  was  to  so  build  that  the 
supply  of  power  would  never  fail. 

One  of  the  first  questions  to  be  decided  in  a  water  power  plant 
is  the  size  of  the  units,  both  of  wheels  and  of  generators.  The 
Spier  Falls  plant  is  laid  out  with  four  more  generators  than  can 
be  run  in  extreme  low  water.  This  gives  a  spare  set  of  generators 
during  the  low  water  months,  and  provides  for  the  sale  of  30  per 
cent  more  power  during  the  eight  months  of  the  year  when  the 
supply  is  abundant.  Another  feature  which  also  applies  to  most 
plants  is  that  of  the  construction  of  storage  reservoirs  to  regulate 
the  flow  during  the  summer  months,  and  it  is  easier  to  provide  for 
additional  units  to  be  supplied  from  this  storage,  while  the  first 
part  of  the  plant  is  under  construction,  than  at  some  future  time 
when  foundations  would  have  to  be  put  in  with  the  aid  of  coffer 
dams.  The  additional  cost  of  the  masonry  and  roclc  work  for 
spare  units  is  small  as  compared  with  the  expense  of  a  shut  down 
if  future  extensions  are  found  to  be  desirable.  In  regard  to  the 
question  of  the  comparative  size  of  water  wheels  and  generator." 
there  seems  to  be  a  difference  of  opinion  among  designing  engineers, 
and  at  first  consideration  it  might  seeiu  as  if  there  were  no  neces- 
sity for  a  wheel  much  larger  than  the  generator.     The  Spier  Falls 


LHT.   20,    1903.] 


STREET   RAILWAY   REVIEW. 


801 


wheels  are  built  to  develop  40  per  cent  more  power  than  tlie  rated 
capacity  of  the  generators  and  the  wisdom  of  such  construction 
has  already  been  demonstrated  in  the  following  manner.  It  be- 
came necessary,  in  order  to  fill  power  contracts,  to  start  the  gen- 
erators before  the  dam  was  carried  up  to  its  full  height,  and  the 
wheels  are  now  operated  under  a  04-ft.  instead  of  an  So-ft.  head. 
Because  of  their  large  capacity  they  are  able  to  maintain  the  speed 
and  develop  the  full  rated  power  of  the  generators  although  the 
head  is  20  per  cent  less  than  that  for  which  the  wheels  were 
designed. 

rhe  protection  of  the  canal  and  forebay  is  a  most  important 
feature  and  a  thorough  study  of  existing  plants  was  made  before 
the  present  layout  was  adopted.  The  canal  and  intake  rack  run 
parallel  with  the  river,  and  the  racks  are  made  continuous  witli 
ample  space  behind  them.  This  gives  a  large  rack  surface,  and 
the  velocity  being  correspondingly  less,  there  is  not  so  great  a 
tendency  for  drift  wood  to  choke  the  water  supply.  This  arrange- 
ment allows  the  larger  pieces  of  wood  to  be  floated  down  the  face 
of  the  racks  and  over  the  waste  way  at  the  end,  instead  of  lifting 
them  out  bodily.  .-^  practice  which  should  be  avoided  where  feasible 
is  that  of  placing  the  intake  square  across  the  current.  If  this  is 
done  heavy  projecting  piers  must  be  built  to  take  the  ice  thrust  in 
times  of  high  water.  The  plant  at  Mechanicsville  unfortunately 
has  this  arrangement  and  there  was  serious  trouble  with  the  ice 
almost  every  year  until  a  series  of  ice  breakers  was  built  diagon- 
ally across  the  river.  In  order  to  facilitate  the  making  of  repairs 
on  the  hydraulic  equipment,  and  to  enable  any  part  of  the  system  to 
be  laid  up  without  interrupting  service,  a  series  of  grooves  for  stop 
logs  was  arranged  both  for  the  canal  head  gates  and  for  the 
gales  in  front  of  the  penstocks,  and  any  of  the  gates  may  now  be 
repaired  or  replaced  without  affecting  the  others. 

The  question  of  the  governing  of  a  plant  is  one  to  which  aUo- 
gether  too  little  attention  is  usually  given.  It  is  impossible  to  at- 
tain accurate  speed  regulation  with  the  best  governor  that  can  be 
built  unless  due  consideration  has  been  given  to  the  principles 
upon  which  depends  the  speed  of  a  water  wheel.  The  function  of 
a  governor  is  to  vary  the  energy  delivered  to  the  wheel  as  the  gen- 
ralor  load  changes,  and  this  can  be  satisfactorily  done  only  when 
the  gates  and  gate  rigging  are  so  designed  that  they  will  respond 
quickly  to  the  governing  mechanism.  The  limitation  of  speed  con- 
trol is  that  imposed  by  the  inertia  of  the  water  and  to  obtain  good 
governing,  the  one  most  essential  thing  is  for  the  water  column  to 
respond  promptly  to  the  varying  aperture  of  the  gates.  It  is  to  the 
water  column  therefore  that  attention  should  be  given  from  the 
moment  the  plant  is  begun,  if  the  accurate  speed  control  which  is 
now  demanded  is  to  be  obtained.  The  shorter  the  penstock,  the 
sharper  the  downward  pitch  and  the  less  the  velocity,  the  better 
on  the  whole  will  be  the  regulation.  It  must  be  remembered  also 
that  the  water  column  does  not  end  at  the  gate ;  and  long  and  con- 
tracted draft  tubes  and  shallow  tail  races  may  have  a  serious  effect 
on  the  governing,  even  if  the  work  al>ove  the  wheel  is  correctly 
planned.  A  frequent  cause  of  disaster  is  the  sudden  and  danger- 
ous rise  of  pressure  in  the  penstock  due  to  sudden  closing  of 
the  gates,  and  there  seem  to  be  but  two  practical  methods  of  elim- 
inating this  danger.  Standpipes  arc  effective  if  properly  built  but 
are  expensive  and  a  source  of  trouble  in  cold  climates.  The  prob- 
lem seems  to  be  solved  at  Spier  Kills  by  the  use  of  Lombard  relief 
valves.  They  are  easily  adjusted,  open  and  close  quickly  and  have 
a  discharge  area  large  enough  to  afford  ample  protection.  As  a 
result  of  a  study  of  the  foregoing  principles  and  of  the  adoption  of 
the  most  modern  governors  the  regulation  of  the  Spier  Falls  plant 
is  very  satisfactory. 

The  switchlxwrd  is  another  jiart  of  the  system  which  needs  to 
lie  carefully  studied  if  shut  downs  are  to  Ik  reduced  to  a  minimum, 
and  the  one  at  Spier  Kails  is  to  be  modern  in  every  respect.  It 
will  l)C  possible  to  put  any  one  of  the  ten  machines  on  any  one  of 
the  eight  outgoing  circuits,  by  mean.s  of  the  small  controlling 
switches  on  the  operating  Inard  in  the  center  of  the  station;  so  that 
in  case  of  trouble  with  the  generators  there  will  be  no  delay  in 
changing.  The  transmission  linos  are  all  to  be  built  in  duplicate, 
and  two  separate  pole  lines  running  through  different  sections  of 
Ihc  country  will  reach  the  larger  centers  of  power  distribution. 

There  is  a  great  deal  of  scepticism  among  railway  managers  in 
the  ea!»t  as  to  Ihc  reliability  of  water  pf>wcr  as  applied  to  electric 
traction.     This  is   largely  due  to  Ihc  fact   that   designing  engineers 


have  not  given  the  proper  study  to  tlicir  hydro-electric  develop- 
ments, and  numerous  shut  downs  and  poor  regulation  have  caused 
the  more  conservative  to  withhold  their  approval.  Krom  the  re- 
sults which  will  be  attained  in  the  Spier  Falls  piaitt,  and  in  other 
modern  plants  of  this  character  under  construction,  it  seems  safe  to 
predict  that  water  power  will  be  as>  reliable  as  steam,  with  the  ad- 
ditional advantage  of  a  saving  of  50  per  cent  in  the  cost  of  energy. 


Discussion  of  Mr.  Parsons'  Paper. 


Mr.  Pardee:  Mr.  President,  I  would  inquire  whether  any  of  the 
transmission  lines  were  carried  through  villages? 

Mr.  Parsons :  They  are  carried  through  some  small  villages,  but 
not  through  large  ones,  on  pole  lines  through  the  streets. 

Mr.  Pardee:  Did  they  adopt  any  means  of  protecting  or  taking 
care  of  them? 

Mr.  Parsons:  We  have  in  the  principal  streets,  but  not  many 
in  the  side  streets. 

Mr.  Clark:  I  would  like  to  inquire  into  the  advisability  or  the 
non-advisability  of  labeling  poles  for  high  power  transmission  wires 
with  danger  signals.  I  would  like  to  learn  whether  it  is  customary 
to  do  it  and  whether  it  is  thought  advisable  not  to  do  it,  and  what 
the  legal   status  of  the  proposition  is. 

Mr.  Parsons :  I  am  not  prepared  to  say  in  regard  to  the  legal 
status  of  it;  but  we  label  all  our  high  tension  wires  dangerous 
where  they  go  through  villages.  Usually  where  it  is  twenty  or 
thirty  thousand   volts  the  danger  signal  is  put  up. 

Mr.  Mitten:  We  have  not  labeled  ours;  still,  we  only  go 
through  very  sniall  hamlets  and  on  what  is  practically  a  private 
right  of  way,  only  striking  the  streets  at  highway  crossings. 

Mr.  Danforth :  Our  line  passes  largely  along  private  way. 
They  are  not  labeled,  except  where  the  line  passes  through  a  small 
hamlet. 

On  motion  an  adjournment   was  taken  until  2  p.  m. 


TUESD.W  AFTERNOON  SESSION. 
I'he  first  paper  was : 

Track  Construction  and  Maintenance. 


BY   T.    K.    WII.SONt.    BUl''FALO,    N.    Y. 


The  close  relationship  of  the  terms  "Construction"  and  "Main- 
tenance" does  not  seem  to  be  fully  appreciated.  The  track  upon 
which  all  the  traflic  has  to  be  carried  is  one  of  the  most  essential 
parts  of  a  railway,  and  yet  the  importance  of  the  track  and  track 
work  in  relation  to  the  operation  of  the  railway,  and  the  portion 
which  the  maintenance  of  track  bears  to  the  total  operating  expenses 
(kies  not  seem  to  be  fully  recognized  by  street  railway  officials. 
This  proportion  is  usually  high  and  due  to  a  great  extent  to  the 
fact  that  the  majority  of  our  street  railways  were  originally  built 
by  promoters  with  regard  to  immediate  cheapness  of  construction 
rather  than  the  ultimate  economy  in  operation.  While  this  was  jus- 
tified in  many  cases  by  the  tracks  being  constructed  in  advance  of 
the  prospective  travel,  still  in  too  many  instances  the  mistake  has 
been  made  of  adhering  to  the  original  types  and  standards  of  con- 
struction long  after  they  were  inadequate  to  the  greatly  increased 
traffic  and  the  heavier  e(|uipment.  The  result  of  this  is  seen  on  the 
auditor's  books,  the  road  having  to  sustain  an  undue  continual  charge 
fur  maintenance.  If  those  who  originally  built  street  railways  had 
to  inaitUain  them  they  might  have  been  built  dififcreutly.  This  rc- 
liuilillng  of  old  track  to  take  care  of  increased  travel  and  heavier 
iquiprnein  makes  necessary  the  constrnction  account  of  which  has 
been  aptly  said,  "The  construction  account  can  never  be  closed 
utttil  our  railways  are  built.  To  attempt  it  involves  a  destruction 
account  of  fearful  magnitude.  Under  our  present  system  we  are 
I)erpelually  rebuilding  our  railways,  not  reaching  the  life  of  our 
works,  and  thus  rumiing  capital  to  waste.  \  Iwtter  system  will 
strike  at  the  root  of  the  evil  by  enrreeting,  mil  nursing,  the  defects 
')f  our  permanent  way." 

It  behooves  us,  therefore,  to  cirefully  review  our  staud.'irds  of 
C'tnslructinn  in  order  lo  Ik-  ceitain  that  we  .-ire  ImildiMg  for  the 
future. 

tchlof  LOmkIik'it  Inlrrtiiillninil  Itfiilwiiv  Cu..  AHHoeiiile  Member 
Amerleati  Society  <Mvll  KlurlneerH,  Member  Anierlean  Hiillwiiv  lOn- 
KlneerhiK  and  Mnliitetiane«  of  VVav  AHHoeljitlnii,  M.-nitp'-i'  (■IiiKln'-ciliiK 
Hoelely  of  WeHtorn  New   York. 


802 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.   lo. 


Rail. 

On  October  9,  1901,  the  Committee  on  Standards  of  the  American 
Street  Railway  .Association  reported  in  favor  of  a  T-rail  for  use  in 
city  streets  whether  paved  or  unpaved,  the  recommendation  being ; 
"We  recommend  a  T-rail  as  the  most  desirable  under  any  condi- 
tions." 

This  is  the  generally  accepted  solution  of  the  rail  question,  the 
familiar  arguments  of  the  T-rail  being  small  resistance  to  tractive 
force,  ease  of  installation  and  the  keeping  of  vehicular  traffic  away 
from  the  tracks.  And  yet  it  would  seem  that  we  lose  sight  of  the 
most  important  point,  viz.:  the  maintenance  of  the  pavement  along 
the  gage  line  side  of  rail.  On  Archer  Ave.  in  Chicago,  a  mile  of 
Trilby  girder  rail  and  a  mile  of  T-rail  were  laid  side  by  side  about 
two  years  ago  in  order  to  convince  the  municipal  authorities  that 
T-rail  was  the  best.  TJie  writer  inspected  this  stretch  of  track 
lately  and  found  that  while  the  girder  rail  track  was  practically  as 
good  as  new,  the  paving  along  the  inside  of  the  T-rail  had  been 
rutted  out  badly  by  the  teams,  in  some  places  the  ruts  being  four 
inches  deep.  That  track  looks  as  if  it  would  have  to  be  entirely  re- 
paved  within  a  short  time,  and  meanwhile  is  a  constant  menace  to 
the  wheels  of  all  vehicular  traffic,  with  a  consequent  liability  for 
accident.  Again,  the  track  on  North  Main  St.,  Buffalo,  was  relaid 
four  years  ago  with  a  semi-groove  girder  with  block  stone  paving 
in  the  tracks.  Within  a  year  afterward  the  paving  stone  ne.xt  to  the 
gage  had  worn  down  to  the  lip  of  the  rail  but  no  furtlier.  It  has 
remained  in  the  same  condition  for  four  years  and  will  apparently 
outlive  the  rail.  If  this  track  had  been  Iniilt  of  T-rail  repaying 
would  now  be  in  order. 

So  it  would  seem  that  we  cannot  afford  to  overlook  the  fact  that 
the  pavement  along  the  T-rail  is  subjected  to  much  greater  wear  than 
along  the  girder  and  may  be  a  source  of  expensive  maintenance  on 
busy  streets.  As  to  the  question  of  keeping  the  vehicular  traffic 
away  from  the  tracks,  this  might  possibly  be  the  case  on  wide, 
smoothly  paved  streets  of  cities  of  less  than  200,000  population  and 
where  there  is  very  little  trucking.  But  in  the  narrow  busy  thor- 
oughfare of  the  larger  cities,  where  there  is  not  room  enough  in  the 
street  for  the  vehicular  and  car  traffic,  this  would  be  impossible,  and 
a  rail  must  be  installed  which  w-ill  provide  for  the  trucking  as  well 
as  for  the  cars,  and  afford  the  best  protection  to  the  paving  ad- 
jacent to  it. 

These  were  the  reasons  which  probably  led  up  to  the  adoption  of 
the  Crimmons  or  Trilby  shaped  rail  (so  called  on  account  of  its 
resemblance  to  a  foot  when  inverted),  which  has  been  laid  in  New 
York,  Chicago,  Washington  and  many  other  cities,  which  finds  its 
highest  development  today  in  a  section  weighing  137  lb.  per  yard, 
now  being  laid  in  Philadelphia.  The  extra  weight  of  this  rail  has 
nearly  all  been  placed  in  the  lip,  solely  for  the  purpose  of  furnishing 
a  runway  for  the  tires  of  vehicles  and  keeping  them  off  the  pave- 
ment. Another  argument  against  the  T-rail  is  that  nearly  all  the 
municipal  authorities  of  our  larger  eastern  cities,  and  the  public,  are 
against  its  adoption  on  account  of  the  aforesaid  rutting,  and  the  city 
ordinances  usually  prohibit  it.  As  public  carriers,  we  can  scarcely 
afford  to  ignore  their  point  of  view. 

A  practical  solution  of  the  rail  question  would  seem  to  be  to 
use  the  Q-in.  Trilby  type  in  the  busiest  thoroughfares  of  our  larger 
cities  where  the  trucking  is  heavy,  and  the  traffic  congested ;  the 
semi-grooved  girder  in  the  quieter  streets  and  those  districts  which 
by  reasons  of  architecture  and  location  have  become  fixed  as  resident 
districts;  and  the  T-rail  in  the  smaller  towns  and  cities,  and  in  the 
suburbs  of  the  large  cities. 

Besides  the  shape  of  the  lip  of  the  girder  rail,  which  has  al- 
ready been  mentioned,  there  are  two  other  important  points  to  be 
carefully  considered,  viz. :  the  width  of  base  and  the  depth  of 
groove.  The  base  on  a  g-in.  girdiT  should  not  be  less  than  6  in. 
This  makes  a  firm  support  when  superimposed  upon  concrete,  and 
lessens  the  tendency  of  wide  gage,  due  to  tipping.  Too  little  at- 
tention is  paid  to  this  point  by  street  railway  engineers.  When  the 
track  and  all  its  fillings  are  new  a  narrow  base  does  not  matter 
so  much,  but  after  8  or  10  years  of  continuous  service,  with  the 
pavement  loosened  and  the  ties  rotten,  the  6-in.  base  should  do  its 
work  well. 

The  depth  of  groove  should  not  be  less  than  I'/i  in.  With  the  use 
of  a  concrete  roadbed  the  wear  upon  the  head  of  the  rail  is  un- 
doubtedly greater  than  with  a  flexible  roadbed,  and  every  1-32  in. 


of  increased  depth  means  a  longer  life  for  the  track,  depending  of 
course  upon  depth  of  wheel  flange  and  condition  of  traffic. 

Very  careful  measurements  in  Buffalo  have  resulted  in  determin- 
ing that  the  average  wear  of  head  for  four  years  on  the  busiest  street 
has  been  1-32  in.  per  year.  THp  largest  tread  operating  over  this 
track  being  J4  i".  and  the  original  depth  of  groove  being  I'/i  in.;  a 
very  simple  computation  gives  16  years  as  the  life  of  this  track.  In 
this  connection  it  will  appear  strange  to  the  old  trackman  to  speak 
of  the  life  of  the  rail  being  fixed  by  the  wear  of  the  head,  rather 
than  the  joint,  but  this  is  one  of  the  results  the  welded  joint  has 
achieved.  To  be  paradoxical,  after  the  joint  is  welded  it  ceases  to 
be  a  joint. 

Joints. 

With  the  advent  of  the  welded  joints  came  a  great  decrease  in 
maintenance.  The  cast  welding  of  joints  has  been  carried  on  for 
some  eight  years,  especially  in  the  west,  with  varying  success.  The 
percentage  of  breakage  never  seems  to  have  been  less  than  21/2.  The 
electric  weld  we  are  all  familiar  with  and  it  seems  to  be  the  highest 
type  of  joint  today.  The  per  cent  of  breaks  during  the  last  year 
has  been  kept  down  to  the  astonishing  figure  of  one-tenth  of  i  per 
cent.  The  only  objection  to  this  joint  is  in  its  method  of  application, 
a  train  of  four  cars  being  necessary  which  occupy  the  track  and 
interferes  with  the  regular  traffic.  Another  drawback  is  that  it  is  not 
IKJSsible  to  contract  for  a  small  number  of  joints  on  account  of  ex- 
pense attached  to  shipping  the  equipment  from  place  to  place.  This 
puts  it  beyond  the  reach  of  all  roads  who  have  less  than  2,000  joints 
to  weld. 

Among  the  best  of  the  mechanical  joints  is  the  riveted  splice  bars 
of  the  Philadelphia  Rapid  Transit  Co.  It  consists  of  the  regular 
splice  bar,  with  rivets  substituted  for  bolts,  and  the  space  between 
the  rail  and  the  bar  is  filled  solid  with  molten  zinc. 

With  the  introduction  of  concre'e  roadbed  came  the  necessity  for 
a  steel  tie,  as  with  a  track  whose  life  is  estimated  at  from  15  to  20 
years,  it  would  hardly  be  economy  to  install  ties  with  a  life  of  from 
10  to  12  years.  These  steel  ties  should  be  secured  to  the  rail  by 
means  of  brackets  which  fit  up  well  under  the  head  of  the  rail,  and 
which  accomplish  the  same  purpose  as  a  brace  tie  plate  or  a  tie 
rod.  Old  rail  can  be  very  readily  used  as  a  tie  when  cut  up  into 
proper  lengths. 

Where  wooden  ties  are  used  on  interurban  work,  they  should  be 
white  rock,  or  burr  oak,  or  long  leaf  southern  pine.  Cedar,  while 
being  long-lived,  is  too  soft,  especially  with  heavy  interurban  pas- 
senger and  freight  service,  and  will  not  hold  a  spike. 

While  on  the  question  of  ties  it  may  be  of  interest  to  note  that 
the  steam  and  electric  railways  of  the  United  States  are  using  over 
one  hundred  million  wooden  cross  ties  per  annum.  The  prices  are 
constantly  advancing  and  it  is  evident  that  we  will  be  forced  to  turn 
to  the  steel  tie  as  a  substitute  for  wood.  As  a  starter,  the  entire 
roadbed  of  the  Pittsburg,  Bessemer  &  Lake  Erie  R.  R.  is  being 
equipped  with  steel  ties. 

Roadbed  and   Paving. 

One  of  the  greatest,  if  not  the  greatest,  source  of  expense  for  track 
maintenance  is  on  account  of  no  ballast,  loose  track,  and  consequent 
failure  of  pavement.  Miles  upon  miles  of  track  in  which  the  rail 
was  good,  the  joint  perfect,  and  the  tie  sound,  has  been  torn  up  and 
relaid  because  the  ties  had  been  laid  in  the  mud,  concrete  placed  on 
top  of  them  and  around  them,  in  fact  any  place  but  underneath  them, 
and  the  whole  surmounted  by  a  3-in.  veneering  of  asphalt  laid  right 
against  the  rail.  Could  anything  be  more  short  sighted?  Such  a 
track  will  last  from  three  to  six  years,  depending  upon  traffic,  and 
then  suddenly  the  pavement  will  all  go  to  pieces. 

"Never  lay  asphalt  against  a  steel  rail"  has  come  to  be  a  street 
railway  axiom. 

Brick,  sandstone,  granite,  all  make  a  very  acceptable  pavement, 
but  in  order  to  preserve  the  pavement  it  is  necessary  to  have  a 
foundation  of  concrete,  and  this  means  concrete  under  the  rails 
and  ties. 

The  concrete  roadbed  consequently,  either  of  the  beam  or  solid 
type,  has  come  to  be  recognized  standard,  and  although  some  ob- 
jection is  made  to  this  construction  on  account  of  the  rigidity 
of  the  track  and  the  wearing  of  the  rail,  yet  a  railroad  can  better 
afford  to  have  the  head  of  the  rail  wear  for  a  certain  period  for  no 
maintenance,  than  to  have  it  wear  a  little  longer  time  with  constant 
repairs  to  pavemept. 


Oct.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


803 


Costs. 
(H-ing  to  different  prices  of  material  at  various  places,  estimates 
of  cost  must  necessarily  vary  with  the  locality.     The  foUowmg  may 

be  of  interest,  however : 

Construction. 

I  Replacing  old  6-iii.  track  in  asphalt  with  new  9-in.  94-lb. 
girder  rail,  portland  cement  concrete  base,  steel  ties  10  ft. 
c.  to  c,  welded  joints.  No.  i  -Medina  sandstone  block  pav- 
ing with  grouted  joints,  toothing  and  asphalt  in  2  ft.  strip, 
including  cleaning  up  street,  and  allowing  salvage  on  old 
6-in   rail.     Per  foot  of  single  track,  about ?4  3° 

^  Relaying  and  welding  rail  already  in  street,  concrete  base, 
steel  ties,  pavement,  etc.,  as  above,  except  that  there  is  no 
salvage.    Per  foot  of  single  track 3  3° 

Maintenance. 
The  cost  of  maintenance  of  track  and  roadway  of  nine  railways, 
per  mile  of  single  track,  per  year,  for  1901,  is  given  in  the  table 
below  It  will  be  seen  that  the  cost  varies  from  $215  to  $733  per 
mile.  It  is  interesting  to  note  that  the  larger  the  mileage  the  higher 
the  cost  of  maintenance  seems  to  be.  Not  much  can  be  gleaned, 
however,  from  these  comparative  figures  as  the  conditions  are  so 
diverse;  for  instance,  the  Brooklyn  Heights  is  mostly  on  elevated 
structure  and  of  course  is  more  costly  to  maintain.  The  cost  per 
car-mile  of  maintenance  of  track  and  roadway  for  the  International 
Railway  Co.  for  1903,  was  .008  cent. 

Cost  of  maintenance  per  mile  of  single  track  for  year  1901 ; 

Tracks  & 
Railway  Company.  Mileage.  Roadway.     Remarks 

Brooklyn  Heights  R.  R 401  $733    6  mo.  end.  Dec.  3.. 

Cleveland  Elec.  Ry 630    A     city. 

Montreal   St.   Ry m  469    All  city^ 

Rochester  Ry ■«>  ^^8    City  and  suburban. 

Denver  City  Tramway m  298    All  city 

International    Ry.,    'O. 33°  ^9°    City  and   suburban. 

International  Ry.,  '03 357  ^S»    City  and   suburban. 

Milwaukee,    .900 ^55  ==5°    City  and   suburban. 

Scranton   Ry 76  221    ^ity  only. 

Schenectady    Ry 3^  ^'5    City  and   suburban. 

\s  potent  a  factor  as  any  in  the  economical  construction  and 
maimenance  of  track  is  the  organization  not  alone  of  the  track 
department,  but  of  every  individual  job  undertaken.  All  work  shou  d 
be  carefully  laid  out  and  planned  beforehand  and  the  plans  rigid  y 
followed  As  little  initiative  as  possible  should  be  left  to  the  sub- 
foreman.  Cheap  tools,  cheap  material  and  cheap  foreman  are  not 
necessarily  economical  and  are  usually  the  reverse.  And  atove  all, 
a  close  watch  must  l«  kept  on  details,  with  a  view  to  turning  aside 
all  the  undirected  and  misdirected  tendencies  which  might  lead  to 
extravagance,  inefficiency,  or  whatever  in  the  end  might  operate  de- 
pressingly  upon  dividends,  which  after  all  constitute  the  ultimate 
aim  of  our  friends  the  directors. 


I)iscii.s9ion  «.f  Mr.  Wilson's  Paper. 

Mr    Cole-     How   long  do  you  allow  your  cement  to  set  before 
you  begin  to  run  your  cars  over  it,  after  you   have  graded  on  the 

side? 

Mr.  Wilson :     Seventy-two  hours.  .  ,      . ,        ., 

Mr    Danforlh :     The  city  of  Rochester  has  considerable  mileage 

of  Trilby  rails.    Within  the  city  25  per  cent  of  the  total  mileage  is 

of  the  T-rail,  laid  at  the  side  of  the  street,  outside  of  the  curb  line^ 

We  find  the  greatest  trouble  with  the  Trilby  rail  in  the  mailer  of 

,now  and  ice.     The  condition  in   northern    New   York,   and   par- 

tieulariy  the  western  part,   is  that   during  the   winter   we   have  a 

great  deal  of  very  damp  weather  and  wet  snow.    This  snow  falling 

on  a  grooved  rail  packs  readily  and  fills  the  groove  and  causes  con- 

,iderable  difficul.y  in  operating.     The  best  rail  '"■•  '      ^w'T.vI 

car,  in  our  section  of  the  slate,  of  course,  is  the  T-rail.    We  have 

not  attempted  to  use  the  T-rail   in  paved  streets,  excepting  cross 

.ircets.     I  should  quite  agree  with  Mr.  Wilson  in  limiting  the  use 

of  the  T-rail  to  small  towns  or  in  streets  where  there  is  extreme  y 

light  traffic.    I  see  no  objection  to  the  use  of  the  T-rail,  particularly 

the   Shanghai   ^in.    rail,    in   brick    paved   .streets,    residence   streets. 

where  there  is  very  light  or  almost  no  teaming.     Mr.   Wilson  has 


brought  out  very  nicely  and  convincingly  the  danger  of  using  the 
T-rail  in  a  street  where  there  is  a  heavy  vehicular  traffic.  As  I 
have  said,  we  have  25  per  cent  of  our  tracks  laid  with  T-rails.  but  it 
is  so  situated  that  we  are  not  bothered  with  teams. 

Mr.    Lewis    (Schenectady):     Mr.   Wilsons   experience   in  track 
work  and  my  own  have  been  so  nearly  along  parallel  lines  that  I 
do  not  imagine  that  1  would  voice  any  sentiment  in  regard  to  track 
construction  or   building  essemially  diflferent   from  those  which  he 
has  already  expressed.     I  think  it  is  true  that  the  question  of  track 
construction  is  becoming  very  important.     I  do  not  think  it  has  had 
attached  to  it  the  importance  in  the  past  that  it   should  have  had; 
but  I  think  the  necessity  of  having  a  better  roadbed  than  has  been 
had  in  very  many   instances   is  being   recognized.     I    have  had   a 
chance  lately   to  witness  and  have  witnessed    some  very  fine  track 
construction  showing  all  the  essentials  of  a  good  track  which   Mr 
Wilson  spoke  of  until  it  got  to  the  bottom  of  the  ties,    'l  he  roadbed 
and  track  from  the  ties  up,  or  from  the  bottom  of  the  ties  up,  was 
as  good  as  could  be  put  in,  but  it  was  laid  on  mud.     It  seems  to 
me  strange  that  such  things  as  that  are  done  in  this  day  of  electric 
railroading.    I  believe  with  Mr.  Wilson  that  the  concrete  construc- 
tion in   paved  streets   is   absolutely   essential,   for   this    reason:      In 
open  track  work,  where  the  joints  can  easily  be  got  to  at  any  time 
of  the  year   aexibility  is  correct  theoretically  and  practically;    but 
when  it  is  not  possible  to  get  at  the  joints  a  construction  must  be 
used   which   will   make  the   joints   practically   indestructible.     Now, 
if  a  road  is  so  small  that  it  cannot  aflford  to  put  in  electric  or  cast- 
welded  joints,  it  should  use  the  very  best  type  of  mechanical  joint 
such  as  a  bridge  joint  of  some  kind,  of  which  there  are  several  good 
examples   in  the  market,   such  as  the   joint   of   which    Mr.   Wilson 
speaks  as  being  used  in  Philadelphia.     I  think  that  is  perhaps  one 
of  the  very  best  mechanical  joints  which  is  in  the  scope  of  a  small 
road  to  have.     An  electric  welding  plant  is  an  expensive  plant  to 
have      I  don't  suppose  any  railroad  company  in  the  country  today 
owns  one-    but  there  are  some  roads  which  do  own  a  cast  welding 
plant     But  the  day  of  the  old  girder  rail  joint,  the  old  fish-plate, 
the  ordinary  joint,  which  is  not  a  bridge  joint,  is  past;   just  as  dis- 
tinctly past  in  open  T-rail  work  as  it  is  in  girder  work.    We  should 
at  least  have  a  bridge  joint  if  we  cannot  get  something  better  than 
that     There  is  no  question  in  my  mind  about  the  matter  of  paving 
around  the  T-rail.     I  have  passed  through  the  same  experience  that 
Mr.    Wilson   speaks   of.     A    T-rail    in   paved    streets    ,s   not    to   be 
thought  of  for  permanent  work. 

There  is  one  thing  I  have  had  in  mind  since  the  Saratoga  con- 
vention.    I  do  not  know  just  how  much   the  managers  of  electric 
railways  are  interested  in  it,  but  I  have  felt  considerably  interested 
in  it  and  want  to  mention  it.     There  is  a  new  association  in  the 
electrical   field,   the   American   Railway    Mechanical    and   Electrica 
Association.     It  has  been   organized   by   the  master  mechanics   and 
electrical  engineers,  but  it  does  not  take  in  the  extremely  important 
question    of    roadbed    construction    and    maintenance.      I    tried    to 
interest   some  of  the  mechanical   and  electrical   engineers   in  it,  but 
I  did  not  have  much  encouragement.    I  talked  afterward  with  some 
managers  of   railways  and   found   more  encouragement.     But   I   be- 
lieve that  the  parent  association  is  so  taken  up  with  questions  of 
policy  and  management  that  the  matter  of  track  construction  and 
maintenance,  which   is  of   such   great   importance   with   our  presen 
heavy  cars,  will  not  receive  proper  attention  and  discussion.    It  must 
be  taken  up  by   those  who  are  practically  concerned   with   it.  the 
engineers     The  organizations  of  different  railway  officials,  owing  to 
the  difference   in  the  management  of   different   roads,  overlap   each 
other;    some  departments  embrace  both  operation  and  track  work; 
some  have  the  mechanical  department  in  the  track  work,  and  some 
the  electric  department  in  the  track  work.     So  there  is  no  clear-cut 
distinction  as  far  as  the  engineering  and  mechanical  parts  are  con- 
cerned'   but  there  is  quite  a  clear-cul  distinction  between  the  man- 
agement and  all  the  engineering  questions  proper.     It   would  seem 
to  mc  that  if  track  construction  and  maintenance  are  going  to  re- 
ceive proper  attention  and  be  systematically  discussed  and   stand- 
-,rds  adopted  it  must  be  by  some  association  which   takes  up   par- 
"licularly   engineering   topics.     I    thought   perhaps    I    mi«l.t    ...lercst 
some  one  at  least  in  that  question,  .so  that  topics  enil.raced  1.1  prac- 
tical railway  construction  could  be  taken  up  in  the  association  and 
,he  scope  widened.     1  believe  if  the  engineers  were  interested   in  it 
p,-rhaps  the  scope  <.f  the  present  association  could  be  changed  so  it 
could   be  taken   up.     There   arc   these   questions  of   standard   track 


804 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  lo. 


conslruclioii,  slaiidartl  section  of  rail,  llic  depth  of  throat,  width  of 
tliroat,  and  special  work  of  various  kinds  for  suburban,  inlerurlian 
and  city  tracks.  More  than  that,  there  is  the  matter  of  interurban 
roads,  which  nearly  every  large  city  has  or  will  have.  Nearly  every 
large  system  has  an  interurban  coinicction;  and  the  work  which 
has  been  done  on  many  of  those  lines  has  been  far  from  creditable, 
and  there  is  a  good  deal  to  be  discussed  along  those  lines.  I,  for 
one,  would  be  very  much  pleased  indeed  to  see  the  engineering  asso- 
ciation of  the  street  railway  companies  embrace  in  its  scope  the 
question   of  track  construction  and   maintenance. 

I  just  happen  to  think  of  one  more  thing  that  Mr.  Wilson  spoke 
of,  and  that  was  the  ballasting,  which  perhaps  1  have  touched  on  a 
little  before.  1  meaiU  to.  We  arc  building  some  road  from  Troy 
to  Schenectady,  and  nowhere  are  we  putting  less  than  a  foot  of 
lallast  under  our  ties.  On  our  Albany  road  we  are  putting  in  a 
foot  of  crushed  stone.  That  crushed  stone  costs  us  less  perhaps 
than  it  would  in  many  locations,  because  we  have  our  own  quarry 
and  plant  for  crushing.  We  are  putting  crushed  stone  under  the 
track.  We  think  the  conditions  of  the  traffic  warrant  it,  and  the 
iiuiintenance  will  be  sufficiently  less  to  justify  it.  On  our  other 
interurban  proix)sitions  we  are  putting  in  a  foot  of  gravel,  as  good 
as  we  can  get. 

Mr.  Wilson :  Before  we  leave  the  question  of  snow  and  ice  on 
the  Trilby  rail  I  would  like  to  hear  from  some  one  connected  with 
the  Metropolitan,  which  perhaps  has  more  of  the  Trilby  rail  than 
any  other  company  in  the  country. 

Mr.  Starrett :  In  the  absence  of  other  representatives,  perhaps 
I  can  say  a  word  regarding  that.  The  climatic  conditions  in  New 
York  City  are  widely  different  from  what  obtain  in  other  parts  of 
New  York  State,  especially  the  northern  and  central  parts.  We 
do  not  look  for  the  trouble  that  we  should  expect  in  this  vicinity, 
and  practically  do  not  get  it.  There  are  only  a  few  days  in  the 
year  when  w-e  have  snow  enough  to  appreciably  afifect  the  Trilby 
rail.  We  in  fact  do  not  have  as  much  trouble  with  the  groove  in 
the  Trilby  rail  as  we  used  to  have  with  the  rail  which  was  formerly 
laid,  which  was  a  semi-grooved  rail.  In  fact,  that  used  to  fill  up 
with  mud  and  in  the  winter  with  snow,  so  that  we  had  to  run  a 
scraping  car  or  digger  over  the  road  to  clean  it  out.  We  rarely  do 
that  with  the  Trilby  rail.  The  design  of  the  Trilby  rail,  or  the 
groove  at  least,  is  such  that  it  is  practically  self-cleaning — that  is. 
if  used  with  the  proper  Hange  on  the  wheel ;  but  in  order  to  be  at 
all  self-cleaning  the  proper  flange  must  be  used  with  it.  We  expe- 
rience very  little  trouble  either  from  mud  or  from  snow  and  ice. 

Mr.  .\llen:  I  don't  think  I  can  add  anything  to  the  paper  that 
Mr.  Wilson  has  read  to  us  on  the  city  work.  On  interurban  work 
we  have  tried  as  near  as  we  possibly  could  to  follow  the  type  of 
construction  that  has  been  used  on  large  steam  roads  in  the  past 
few  years.  We  have  on  the  Utica  &  Mohawk  Valley  made  great 
efforts  to  secure  a  roadbed  that  was  properly  drained.  Our  road- 
bed for  more  than  90  miles  out  of  our  114  miles  is  constructed  on 
private  right  of  way.  Passing,  as  we  do.  through  a  valley  and  on 
the  hillside,  we  have  encountered  some  difficulties  in  the  way  of 
drainage  that  would  seem  to  be  hard  to  overcoirie.  We  have  con- 
structed on  the  uphill  side  of  our  roadway  a  series  of  two  ditches, 
one  near  the  line  of  the  right  of  way,  just  within  the  right  of  way. 
which  receives  the  water  that  comes  from  the  hillside ;  and  from 
this  outer  ditch  it  is  conducted  to  and  through  and  under  the  road- 
bed and  under  the  track  structure.  About  four  and  a  half  feet  out- 
side of  the  end  of  the  ties  on  the  hill  side  we  have  constructed  still 
another  ditch,  which  gathers  what  water  falls  on  the  right  of  way 
and  would  overflow  the  outer  ditch. 

Drainage  may  not  seem  to  be  a  very  important  problem  to  some 
interurban  roads,  but  with  us,  having,  as  we  do.  in  practically  the 
summit  of  the  Mohawk  Valley,  a  great  deal  of  rainfall,  that  locality 
being  practically  in  the  watershed  of  Lake  Ontario  and  of  the 
Mohawk  and  Hudson  Rivers — we  believe  we  have,  and  in  fact  the 
records  show,  as  kept  by  the  government,  that  the  rainfall  at  the 
Little  Falls  Station  is  considerably  greater  than  it  is  at  the  Syracuse 
or  Oswego  station.  The  question  of  drainage  structures  beneath 
our  roadbed  is  one  that  we  have  taken  a  great  deal  of  pains  with. 
Our  culverts  throughout  are  built  of  concrete,  and  are,  as  we  be- 
lieve, sufficient  to  take  care  of  all  the  drainage.  Our  roadbed  is 
made  of  the  excavated  material  which  we  have  found  in  the  cuts. 
On  top  of  this  roadbed  we  have  placed  eight  inches  of  gravel  or 
crushed  stone  ballast.     Upon  the  crushed  stone  ballast  we  have  laid 


oak  or  long-leaf  yellow  pine  lies,  spaced  from  18  in.  to  2  ft.  on  cen- 
ters, depending  upon  their  proximity  to  joints.  The  rail  wc  have 
used  has  been  thf  A.  S.  C.  E.  standard  8o-lb.  T-rail,  in  30-ft. 
lengths,  and  supported  by  one  or  the  other  of  two  types  of  iron 
joints.  Wc  have  used  the  Weber  and  the  Continuous  joint.  Wc 
have  had  the  greatest  portion  of  this  road  in  operation  something 
over  a  year.  Our  cost  of  maintenance  has  varied  as  the  quality  of 
the  grave!  under  the  track  structure  has  varied.  I  believe  that  if 
«c  had  the  roadbed  to  build  over  again,  instead  of  spending  the 
lal)or  and  energy  we  have  in  placing  the  gravel  which  we  have 
found  and  which  has  been  accessible  to  our  work  trains,  we  would 
pay  the  additional  cost  of  putting  broken  stone  under  the  track 
structure.  The  first  cost  of  crushed  stone  would  be  perhaps  25 
per  cent  greater,  but  the  cost  of  maintenance  would  be  considerably 
less. 

Mr.  Mather:  1  do  not  know  that  I  can  add  to  the  remarks  that 
have  been  made  by  the  gentlemen  who  have  preceded  me,  but  some 
of  my  experience  I  can  give.  Curiously  enough,  in  our  Auburn  & 
Syracuse  road  the  part  that  has  cost  us  the  most  in  maintenance 
from  Skaneateles  to  Syracuse  has  been  the  stone  part.  I  think  in 
the  first  year  or  tW'O  more  work  will  have  to  be  put  on  that  to  get  it 
into  a  good  road,  but  afterward  I  admit  it  will  outlast  the  gravel. 
P.ut  the  gravel  that  we  have  on  al)Out  seven  miles  of  the  distance 
from  Syracuse  to  Skaneateles  has  lasted  very  well;  it  has  kept  up 
under  heavy  traffic.  More  curiously  still,  the  60-lb.  rail  laid  three 
years  ago  from  Skaneateles  to  .Auburn  has  cost  during  that  time  I 
do  not  think  for  the  seven  miles  over  $400  for  maintenance. 

The  President:     Four  hundred  dollars  a  mile? 

Mr.  Mather:  No.  sir;  the  whole  thing.  Seven  miles  was  made 
of  gravel  and  was  ballasted  by  means  of  a  snow-plow.  It  was  got 
down  in  very  good  shape  and  has  simply  lasted.  In  the  60-lb.  rail 
I  think  one  can  notice  more  flexibility  of  the  track  itself  than  with 
a  70-lb.  rail ;  but  the  rigidity  of  the  70-lb.  rail  is  all  that  we  desire. 
I  have  my  own  opinions,  of  course,  about  the  weight  of  rails.  I  do 
not  object  to  the  use  of  a  lOO-lb.  rail,  if  one  can  get  it,  but  I  would 
rather  put  the  money  into,  I  think,  about  a  70  or  75  or  even  an  80- 
Ib.  rail,  which  is  ample  for  all  the  requirements  of  interurban 
traffic.  Given  sufficient  ballast,  a  well  drained  road,  and  plenty  of 
ties.  I  would  rather  accept  the  lighter  rail.  I  think  too  much  im- 
portance is  attached  to  the  weight  of  the  rail.  I  notice  the  financial 
companies  ask  the  first  thing  what  the  weight  of  the  rail  is.  If  a 
rail  will  break  in  the  distance  between  the  ties  its  utility  as  a  car- 
rier is  ended.  One  cannot  expect  that  throughout  a  30-ft.  rail  there 
will  be  no  deflection.  The  platform  upon  which  it  is  placed  is,  in 
my  opinion,  the  important  part.  From  the  foundation  to  the  top  of 
the  tie  is  the  important  part.  Any  neglect  there  will  certainly  re- 
dound to  excessive  cost  of  maintenance  of  track.  I  would  very 
much  rather  personally  take  a  light  rail  (say  50-lb.),  with  plenty  of 
ties  and  plenty  of  ballast,  and  put  the  roadbed  down  as  it  ought  to  be 
put  down,  and  guarantee  a  better  track  than  with  a  90-lb.  rail,  with 
fence-posts  for  ties,  spaced  four  or  five  feet,  as  many  early  roads 
were  built,  and  without  ballast.  The  90-lb.  rail  will  not  keep  the 
track  up.  It  will  help  some.  I  think  one  can  better  afford  to  make 
a  careful  study  of  the  size  of  rail  that  will  amply  carry  the  cars 
under  proper  loads  from  tie  to  tie.  and  there,  in  my  opinion,  the 
utility  of  weight  ends.  If  there  is  any  excessive  deflection  I  think 
it  rests  with  the  ties  and  ballast.  Rock  ballast  undoubtedly,  once 
it  is  settled,  is  the  very  best  that  can  be  obtained.  I  would  have  it 
crushed  not  to  exceed  an  inch  and  a  half;  I  would  to  a  certain 
extent  (depending  on  the  nature  of  the  rock)  have  it  screened,  so 
as  to  get  tlie  most  perfect  drainage.  But  an  important  thing  to  be 
considered  in  laying  a  new  roadbed  with  rock  ballast  is  that  the 
ties  in  one  or  two  places  may  rest  on  the  edge  of  a  stone.  A  car 
running  over  that  tic  will  disturb  the  stone,  and  the  tie  certainly 
will  go  down.  I  think  the  experience  of  all  railroad  builders  would 
be  that  no  amount  of  tamping  will  put  a  stone  ballasted  road  in  as 
good  order  as  the  more  compact  gravel  ballasted  road  would  be  in 
at  the  same  time;  but  I  think  at  the  end  of  three  years  the  advan- 
tage will  be  very  much  in  favor  of  the  stone  ballast.  So  far  as  our 
city  traffic  is  concerned,  in  Auburn  we  have  been  unable  to  use 
concrete,  not  having  had  the  means.  Tlie  road  is  too  small  to  go 
into  very  expensive  construction.  We  have  found  that  six  inches 
of  crushed  stone,  thoroughly  rolled,  after  digging  the  trench  and 
rolling  the  sub-grade,  taking  care  that  nothing  was  done  during  wet 
weather   and   that    the    roadbed   was   allowed    to   be   dry   before   the 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


805 


superstructure  was  put  on — with  the  trench  rolled  and  six  niches  of 
stone  thoroughly  rolled  into  the  softer  sub-grade,  and  then  gravel 
placed  on  top  of  the  stone,  gave  very  good  results.  We  have  had 
some  of  it  down  for  eight  years,  and  I  do  not  think  in  probably  nine 
miles  and  a  half  of  girder  rail  construction  we  have  nine  low  joints. 
It  has  stood  wonderfully  well.  The  earth  was  very  rigidly  packed 
at  the  bottom,  part  of  it  being  old  macadam,  and  had  been  built 
for  3  great  many  years.  Auburn  has  well  macadamized  streets. 
We  had  a  magnificent  base  to  work  on.  That,  with  the  precaution 
of  packing  the  earth  and  our  foundation  stone  well  into  this  has 
had  practically  the  same  result  as  if  concrete  had  been  used. 
There  has  been  no  possibility  for  that  stone  to  shift  in  any  way, 
and  to  all  intents  and  purposes  it  was  concrete.  That  road  in  a 
great  many  places  was  laid  in  a  macadam  pavement,  and  the  streets 
have  since  been  re-paved,  and  in  only  one  or  two  places  has  the 
foundation  been  able  to  steal  away  from  the  ties  and  leave  any 
hollow,  and  that  was  over  bridges,  and  that  we  could  not  help. 
We  have  had  some  thought  of  filling  that  up  with  concrete,  but  we 
have  not  done  it.  The  brick  paving  has  gone  over  it.  We  filled  it 
in  with  crushed  stone  the  last  time  it  was  paved,  and  since  then 
have  had  very  little  trouble,  but  that  is  only  a  comparatively  short 
time.    That  is  about  our  experience  in  ballasting. 

As  far  as  that  point  is  concerned,  we  are  all  very  much  in  favor 
of  the  T-rail  construction.  For  our  projected  road  from  Rochester 
to  Syracuse  we  have  secured  through  all  the  villages  the  right  to 
lay  T-rails,  and  at  Fairport  we  have  put  in  about  half  a  mile  of 
/O-lb.  T-rails.  That  is  the  only  construction  we  have  on  the 
Rochester,  Syracuse  &  Eastern  at  present.  We  have  very  carefully 
looked  after  the  foundation  and  have  put  in  specially  made  brick. 
Teams  are  able  to  drive,  even  with  :-in.  tires,  upon  the  track.  It 
allows  a  i-in.  tire  to  go  iit  exactly  %  in.  and  as  far  as  vehicular 
traflfic  is  concerned,  it  is  far  ahead  of  any  other  rail.  Whether  it 
will  last  under  that  traffic  or  not  I  do  not  know.  I  have  not  had 
experience.  I  have  no  doubt  that  Mr.  Wilson's  observation  will  be 
ours,  probably,  except  that  we  have  through  those  villages  very 
light  traffic  compared  with  what  he  speaks  of.  But  we  are  in  hopes 
that  we  will  be  spared  the  taking  up  of  that  pavement  for  some 
years.  I  am  not  able  to  say  what  the  result  will  be,  whether  it  will 
bear  out  our  hopes  or  not ;  hut  in  Auburn  we  have  about  two  miles 
of  such  rails  (in  macadamized  streets),  and  the  maintenance  of 
that,  although  it  is  only  a  45-lb.  rail,  has  been  comparatively  light. 
The  maintenance  of  the  macadam  has  been  very  light  indeed;  but 
then,  unfortunately  for  the  purpose  of  illustration,  that  is  on 
Seymour  St.,  a  street  that  is  not  much  affected  by  heavy  traffic. 
We  have,  unfortunately  for  illustration,  no  T-rail  in  any  street 
that  is  heavily  affected.  On  the  brick  pavement  the  tram  rail  docs 
not  seem  to  have  worn  at  any  particular  point  other  than  on  the 
head,  but  there  is  not  much  traffic,  and  we  have  had  the  brick 
pavement  in  there  for  the  last  eight  years.  There  is  no  point  in  that 
pavement  that  has  shown  any  particular  wear.  Still  the  outside  of 
the  girder  rail  would  be  as  susceptible  to  wear  as  the  inside  of  the 
T-rail.  I  am  quite  sure  that  under  heavy  traffic  there  would  he  the 
chance  that  Mr.  Wilson  speaks  of,  of  wearing  a  rut  that  would  be 
objectionable  for  vehicular  traffic,  and  probably  dangerous.  But  we 
feel  in  our  interurban  building  that  we  desire  as  much  T-rail  con- 
struction as  possible,  and  in  the  villages  I  think  we  can  maintain 
it  to  the  satisfaction  of  all  parties. 

The  President :  I  would  like  to  ask  if  anybody  has  used  to  any 
extent   the  60-ft.   length  T-rail? 

Mr.  Mather:  Yes,  we  have  used  it,  and  we  have  used  it  at  a 
place  that  is  especially  dangerous  for  expansion,  since  it  is  in  a 
rock  cut  and  the  reflection  from  the  rocks  surrounding  it  raises  the 
temperature  to  a  very  great  extent.  When  I  saw  it  in  construction 
in  the  winter  time  I  was  very  much  afraid  the  first  thing  we  would 
have  to  do  in  the  spring  would  be  to  relay  it,  but  there  has  not 
l>ccn  even  there  that  objection.  That  is  between  .Skaneateles  and 
.Syracuse.  Rut  on  the  Oo-lb.  60-ft.  length  from  Skaneateles  to 
Auburn  the  first  two  years  that  wc  operated  it  we  had  two  places 
that  the  sun  kinked.  There  were  two  each  year,  and  in  every  place, 
rather  to  my  astonishment,  in  each  case  it  has  been  on  the  top  of  a 
hill,  not  in  the  hollow.  All  wc  have  done  for  it  has  l>een  to  slack 
ofT  six  or  eight  joints  on  e,ich  side  and  throw  the  rail  in  place,  and 
wc  have  had  no  returns  of  it.  This  year  I  do  not  know  of  any 
place  where  there  has  Iteeji  a  sim  kink  on  the  enlirc  line,  and  those 
arc  all  6o-tt.  lengths. 


My  practice  lias  been  largely  before  this  on  steam  roads.  From 
a  steam  road  point  of  view  I  do  not  like  the  60-ft.  rail.  From  the 
point  of  view  of  the  better  bonding,  I  think  I  do.  I  think  as  long 
as  no  danger  shows  in  it  we  will  continue  to  use  the  60-ft.  length, 
for  the  sole  reason  that  it  is  more  easily  bonded.  I  do  not  know 
that  it  affords  any  better  riding.  I  have  not  noticed  that.  But  we 
have  a  pretty  fair  riding  track. 

Mr.  Nicholl:  We  have  34  miles  out  of  38  miles  of  T-rail.  We 
have  34  miles  laid  with  60-ft.,  6o-lb.  T-rails.  The  superintendent 
of   that   division   is   present. 

Mr.  Wilcoxen:  We  used  the  60-ft.  rail  on  the  Rochester  & 
Sodus  Bay  division,  and  we  found  that  it  ran  about  three  or  four 
or  five  joints  very  nicely,  and  then  wc  got  an  opening  all  the  way 
from  half  an  inch  to  an  inch  sometimes,  breaking  the  bolts  right 
out.     We  have  not  had  any  trouble  outside  of  that. 

Mr.  Wilson:  On  the  Lockport  division  of  the  International 
Railway  for  a  distance  of  about  32  miles  it  is  laid  entirely  with 
85-lb.  rails  in  60-ft.  lengths,  with  the  exception  of  about  two  miles. 
We  had  some  trouble  at  the  curves  because  they  were  not  fully 
filled  up  to  the  top  of  the  ties  and  sufficient  shoulder  given,  but 
since  that  work  has  been  done  we  have  had  no  trouble  on  account 
of  expansion  or  contraction.  I  recommend  that  length  of  rail  on 
account  of  the  bonding  and  the  joints. 

Mr.  Rockwell :  We  liave  22  miles  on  the  Lakeside  road  laid 
with  60-ft.  lengths  of  56-lb.  rails  from  beginning  to  end.  For 
trolley  road  work   I  would  not  use  anything  else. 

Mr.  Wilson :  The  .American  Society  of  Civil  Engineers  has  rec- 
ommended ,33-ft.  lengths.  Of  course,  it  probably  had  in  mind 
steam  railway  practice. 

Mr.  Lewis:  Mr.  Wilson  speaks  of  the  rail  on  ihc  Lockport  line 
and  the  difficulty  he  has  had.  I  remember  distinctly  the  trouble 
we  had  when  I  was  in  Buffalo.  It  occurred  in  a  section  of  road  a 
mile  or  two  outside  of  Lockport.  The  track  was  laid  in  the  mid- 
dle of  the  winter  and  laid  with  very  tight  joint.s,  and  the  con- 
traction sheared  the  bolts  in  some  places  in  the  winter,  and  in  the 
summer  the  expansion  threw  some  of  the  joints  out  of  line.  We 
easily  overcame  the  difficulty  and  I  don't  think  that  there  has 
been  any  serious  difficulty  since.  I  am  decidedly  in  favor  of  the 
60-ft.  rail.  I  do  not  think  there  can  be  any  question  at  all  with 
reference  to  rails  laid  in  city  streets  which  are  paved.  I  think 
that  has  been  demonstrated.  And  I  think  that  very  much  better 
lionding  can  be  got  by  laying  a  60-ft.  rail  in  open  track  work. 

Mr.  Mather:  There  is  one  other  thing  that  I  have  in  mind  that 
may  not  be  generally  known.  As  the  section  of  the  rail  increases 
the  expansion  may  be  disregarded.  A  light  rail  will  expand  more 
l>cr  foot  of  track  than  a  heavy  rail.  That  is  accounted  for  by  the 
fact  that  the  entire  section  of  a  light  rail  may  heat  up  from  the 
sun's  rays,  clear  to  tlvc  center  of  the  metal;  while  in  a  heavier 
section  there  is  always  a  part  which  remains  cool  and  does  not  ex- 
pand so  much.  So  that  the  expansion  of  an  80-lb.  rail  will  not  be 
so  great  as  with  a  6o-ll>.  rail;  and  yet  it  is  the  sixty  that  I  have 
given  my   experience   with. 

Mr.  Clark:  I  would  like  to  ask  Mr.  Wilson  if  one  of  llie  plans 
he  advocates  for  the  drainage  of  the  ordinary  gravel-ballasted  inter- 
urban or  outlying  track  (and  how  far  it  is  practicable  and  advan- 
tageous, if  at  all)  is  to  leave  the  tie  exposed  in  accomplishing  the 
drainage? 

Mr.  Wilson :  I  think  by  following  out  steam  railroad  practice 
to  the  bitter  cud  on  our  suburban  roads  we  can  get  very  fair 
drainage.  By  that  I  mean,  the  giving  of  a  slant  to  the  roadbed, 
so  that  the  water  will  drain  from  the  center  into  the  ditches.  On 
city  work  we  lay  a  drain  tile  on  each  side  of  our  track,  which  is  a 
4- in.  tile,  and   is  connected   into  the   sewer. 


The  rrcsi<lcnl :  If  there  is  no  further  discussion,  wc  will  now 
lake  up  the  time  which  has  been  allotted  for  discussion  of  the  Rail- 
way Young  Men's  Christian  Association  work.  Mr,  F.  J.  Poarsall 
of  New  York  is  with  us  and  will  address  us. 


.Street   KaiUviiy  Y.  M.  C.  A.   Work. 


Mr.  Pcarsall :  Mr.  President,  and  Gcnllcnicn ;  There  are  two 
topics  that  I  noted  in  the  list  sent  me  by  your  president  that  it 
seems  to  me  arc  intimately  related.  They  are  "Reading  and  Club 
Rooms  for   Employes"  and  "How   Can   Wc   Increase  the  Efficiency 


806 


STREET    RAILWAY    REVIEW. 


IV.ii..  XIII,  No.   10. 


of  Employes?"  One  of  the  significant  developments  of  recent  years 
has  been  an  increasing  recognition  of  two  things  on  the  part  of 
employers  and  men.  One  is  that  the  way  a  man  spends  his  time 
when  off  duty  has  a  direct  relation  to  the  efficiency  of  his  service 
whin  on  duty.  If  I  am  correct,  it  is  this  to  no  small  extent  that 
justifies  this  association  in  devoting  some  time  to  the  consideration 
of  a  topic  of  this  kind.  The  second  significant  thing  is  a  recogni- 
tion on  the  part  of  employers  that  their  full  duty  is  not  done  when 
the  employe  is  given  his  wages.  That  was  emphasized  most  hap- 
pily by  your  president  this  morning  when  in  his  opening  address 
he  said,  "It  is  our  duty  to  make  the  life  ind  lot  of  our  employes 
as  comfortable  as  possible;  we  should  even  go  out  of  our  way 
to  do  this."  , 

Now  in  connection  with  the  opening  of  club  rooms  and  reading 
rooms  for  men  we  have  in  mind  more  than  merely  the  occupation 
of  the  men's  leisure  time.  In  connection  with  some  of  the  work 
which  has  been  done  among  the  street  railway  men  of  the  stale 
(and  as  to  which  in  a  few  minutes  I  am  going  to  ask  a  statement 
to  be  made  by  two  gentlemen  who  are  members  of  your  organiza- 
tion) there  is  more  than  merely  the  filling  in  of  the  time  by  games. 
There  is  the  giving  of  those  men  an  opportunity  to  have  a  bed  in  a 
convenient  place.  I  learned  quite  recently  in  connection  with  one 
street  railway  company  in  the  state  which  is  operating  a  reading 
room,  that  some  of  the  men  got  in  from  their  runs  late  at  night, 
and  being  unable  to  get  the  last  car  out,  living  far  out  in  the 
suburbs,  from  necessity,  on  account  of  small  rents,  and  unable  to 
walk  the  distance  home,  they  have  spent  every  night  in  the  car 
barn,  sleeping  on  the  seats  of  the  cars,  as  in  this  particular  case, 
or  in  other  cases  sleeping  on  wooden  benches  in  the  reading  room, 
and  getting  up  in  the  morning  in  that  condition  to  go  to  work. 
'Hiat  was  the  best  they  were  able  to  do.  I  ain  glad  that  there  is 
under  consideration  in  that  particular  city  a  plan  for  the  introduc- 
tion of  dormitories  in  addition  to  reading  rooms  and  game  rooms. 

It  was  31  years  ago  that  the  first  Railroad  Young  Men's  Christian 
Association  was  organized,  and  that  was  in  Cleveland.  The 
growth  of  the  organization  in  the  last  ten  years  has  been  by  far 
greater  than  its  growth  during  the  first  twenty  years.  This  is  a 
significant  statement  when  it  is  understood  that  the  organization  has 
been  dealing  with  the  presidents  and  the  managers  and  the  super- 
intendents of  railroads — gentlemen  whose  hard  business  sense  en- 
ables them  to  see  through  a  proposition  about  as  soon  as  any  class 
of  men  on  top  of  the  ground ;  gentlemen  whose  occupation  is  such 
that  they  have  all  kinds  of  propositions  made  to  them,  most  of 
them  not  worth  considering.  Now,  after  close  contact  with  the 
kind  of  work  that  the  Railroad  Young  Men's  Christian  Association 
has  done  through  these  years,  the  managers  are  giving  their  hearty 
co-operation  in  extending  these  organizations  among  their  men, 
more  than  ever  before,  because  the  organization  is  better  under- 
stood. The  Railroad  Young  Men's  Christian  Association  is  the 
railroad  man's  club,  and  when  I  say  that  it  is  putting  it  as  briefly 
as  it  is  possible  to  put  it  and  as  accurately.  They  spend  their  time 
Ixiwling,  playing  billiards,  in  the  reading  room,  or  in  the  lunch 
room,  for  many  of  the  organizations  have  lunch  rooms  for  the  men  ; 
or  in  the  dormitory  upstairs.  Many  men  who  run  from  one  point 
to  another  and  are  away  from  home  every  other  night  find  this  place 
a  club,  where  the  privileges  are  within  their  reach. 

At  the  present  time,  after  this  31  years  of  effort,  it  is  rather  sig- 
nificant that  the  organization  possesses  a  membership  of  62,000 
railroad  men.  It  owns  in  buildings  and  real  estate  property  amount- 
ing to  $1,250,000.  Another  significant  thing  connected  with  those 
figures  is  that  at  the  outset  the  leaders  of  this  movement  among  the 
railroad  men  felt  that  if  they  were  able  to  get  the  men  to  con- 
tribute one  dollar  for  every  two  dollars  that  the  companies  contrib- 
uted it  was  a  good  proportion  and  about  as  much  as  they  could  be 
expected  to  do.  But  during  these  years  the  proportion  that  the 
men  have  given  has  increased  so  that  the  inen  now  give  more  than  a 
dollar  for  every  dollar  that  the  compraiies  contribute.  If  I  read  that 
statement  aright,  it  means  that  the  men  themselves  are  more  inter- 
ested in  this  organization.  It  is  not  a  missionary  movement  to 
them,  but  it  is  a  movement  among  themselves ;  it  is  not  a  going 
down  of  outsiders  among  the  railroad  men  to  do  missionary  work 
with  them.  It  is  a  club  composed  of  railroad  men  themselves. 
Eighty-seven  of  the  114  railroad  branches  in  the  country  own  their 
own  buildings,  and  buildings  are  going  up  faster  than  one  a 
month,  and  only  in  one  case  in  two  years  has  one  of  those  build- 


ings been  erected  for  the  Railroad  Young  Men's  Christian  Associa- 
tion where  it  has  not  been  opened  entirely  free  from  debt.  In 
erecting  the  buildings  the  companies  usually  contribute  three  dollars 
to  one  dollar  contributed  by  tht  men,  and  in  that  ratio  they  agree  to 
contribute  up  to  a  certain  amount,  that  ratio  being  larger  than  the 
ratio  for  support,   which  is  about  dollar  for  dollar. 

Now,  I  have  spoken  somewhat  at  length  in  describing  this  kind 
of  work,  because  it  seems  to  me  that  there  is  a  similarity  between 
steam  railroad  men  and  street  railroad  men.  I  have  been  inter- 
ested to  hear  one  or  two  gentlemen  speak  inferentially  of  the  fact  of 
their  having  been  connected  with  sieam  railroads  formerly.  The 
two  are  so  related  that  the  character  of  the  employes  is  quite  simi- 
lar; their  tastes,  their  mode  of  life,  all  mark  them  as  being  men 
of  similar  calibre ;  and  men  who  can  be  reached  by  the  Railroad 
Young  Men's  Oiristian  Association  on  the  steam  railroads  can  be 
reached,  I  believe,  with  equal  efficiency  by  the  same  organization 
among  street  railway  employes. 

Hefore  I  speak  farther  about  this  matter  I  want  to  call  on  two  of 
the  gentlemen  who  are  here  today,  members  of  your  organization, 
who  have  some  knowledge  of  this  work  as  it  is  now  Ixing  done  in 
the  state  of  New  York,  and  I  am  going  to  call  first  upon  Mr. 
Nicholl  of  the   Rochester  Railway. 

Mr.  Nicholl :  I  am  not  much  of  a  man  to  make  a  speech,  and 
have  not  had  an  opportunity  to  write  one  beforehand.  I  was  rather 
under  the  impression  that  my  friena  Pearsall  was  going  to  make 
more  of  a  speech  before  he  called  upon  me.  If  I  had  not,  I  think 
when  I  went  out  a  few  minutes  ago  I  would  have  stayed  out 
longer. 

Aside  from  any  religious  views  that  I  may  have,  or  that  I  ought 
to  have,  I  am  really  very  much  struck  with  the  Young  Men's 
Christian  Association  work  amongst  street  railway  men,  and  I  have 
good  reason  to  feel  that  way,  from  the  fact  that  a  little  over  a 
year  ago  we  in  Rochester  organized  the  first  street  railway  Y.  M. 
C.  A.,  they  tell  me,  in  the  world.  I  have  my  doubts  about  the  cor- 
rectness of  that  statement,  but  they  say  that  it  was  the  first  m 
the  world.  And  I  promptly  became  the  first  member — not  because 
I  knew  anything  about  religion,  because  you  know  street  railway 
men  cannot  possibly  know  much  about  religion ;  they  do  not  get 
any  opportunity  to  go  to  church  or  to  attend  religious  services  of 
any  kind;  on  the  contrary,  they  are  continually  up  against  the  real 
thing  in  the  way  of  dealing  with  the  public,  who  are  not,  as  you 
know,  always  considerate,  and  very  often  liable  to  try  your  pa- 
tience— try  the  patience  of  the  conductor  and  motorman  as  well 
as  the  man  in  the  office. 

A  little  over  a  year  ago  we  started  with  one  member,  and  two 
or  three  persons  joined  very  soon  afterward.  In  May  last  our 
association  was  asked  to  send  delegates  to  Topeka,  Kansas,  to 
attend  the  conference,  as  they  call  it,  of  the  Railroad  Y.  M.  C.  A. 
We  sent,  I  think,  four  delegates  to  that  conference,  and  at  that 
time  we  had  less  than  one  hundred  members.  That  was  in  May. 
Today  in  Rochester  we  have  nearly  two  hundred  members  of  the 
Young  Men's  Christian  Association,  men  to  whom  really  it  has  been 
of  assistance,  who  have  watched  the  development  of  things  and 
have  made  up  their  own  minds  without  the  slightest  coercion,  that 
it  was  the  proper  thing  for  them  to  do  to  join  this  Young  Men's 
Christian  Association.  You  understand  we  have  outside  of  the  Y. 
M.  C.  A.  a  benevolent  as.sociation  that  takes  care  of  the  men  in 
the  way  of  taking  care  of  their  families  should  they  be  disabled  or 
sick,  built  very  much  upon  the  same  lines  as  the  Metropolitan  and 
and  other  associations.  But  the  Y.  M.  C.  A.  comes  in  and  takes 
charge  of  our  rooms  particularly  and  of  the  conduct  in  those  rooms. 
In  Rochester  we  spent  between  five  and  six  thousand  dollars  in 
fixing  up  the  rooms  for  reading,  where  we  have  all  the  popular 
magazines  of  the  day,  newspapers,  etc.,  and  billiard  rooms,  ping 
pong  tables,  etc.,  and  besides  that  we  have  toilet  and  bath  rooms 
prepared,  and  a  nice  room  where  they  can  retire  for  religious  meet- 
ings. Let  me  say  that  we  are  somewhat  religious,  for  on  Sunday 
morning  last  I  understand  that  they  had  thirty-five  of  our  boys 
who  voluntarily  attended  what  they  call  a  prayer  meeting  in  the 
morning.  It  certainly  has  done  a  great  deal  of  good  morally. 
Before  we  had  the  Y.  M.  C.  A.  in  charge  of  the  rooms  there  was 
a  great  deal  of  blasphemy  and  all  sorts  of  disagreeable  talk  about 
the  rooms.  Since  they  have  been  in  charge  we  have  not  heard  a 
word  of  it.  Everything  has  been  nice  and  courteous ;  the  men  have 
been  courteous  to  each  other,  and  you  will  never  hear  a  blasphemous 


Oct.  20,  1903.1 


STREET    RAILWAY    REVIEW. 


807 


word  spoken,  because  as  soon  as  (here  is  something  of  that  kind 
the  secretary  goes  up  and  in  a  very  quiet  and  gentlemanly  manner 
does  not  insist  but  requests  that  it  be  discontinued,  and  rather 
shames  the  man.  I  think  it  has  a  subduing  effect  on  those  men, 
to  make  them  more  patient  than  they  otherwise  would  be  in  their 
connection  with  the  public. 

I  cannot  but  say  that  I  am  heartily  in  favor  of  it,  and  I  think 
that  the  manager  makes  a  mistake  who  does  not  allow  the  Y.  M. 
C.  A.,  where  they  can  do  so,  to  exercise  its  influence  in  the  same 
way  as  it  has  in  Rochester,  through  their  secretary,  who  is  the  only 
man  that  they  appoint,  the  other  men  being  appointed  by  our  own 
men  themselves.  Of  course,  there  is  an  incentive  to  the  men  to 
belong  to  the  Y.  M.  C.  A.  Men  outside  of  the  association  are  re- 
quired to  pay  a  little  more  for  their  games  of  billiards  and  bowling 
and  for  the  use  of  towels,  etc.,  than  the  men  that  belong  to  the 
association,  but  it  is  quite  trifling.  Still  it  is  sufficient  to  make  the 
men  feel  that  it  is  a  good  thing  to  b(  long  to  the  association.  They 
of  course  come  under  the  influence  of  the  secretary  and  others 
perhaps  who  feel  religiously  inclined. 

Mr.  Pearsall:  I  would  like  to  have  the  gentlemen  hero  know 
that  Mr.  Nicholl  was  at  the  big  railroad  gathering  at  Topeka. 
where  President  Roosevelt  and  he— we  shall  have  to  put  the  presi- 
dent first,  because  it  would  be  treason  to  do  otherwise— made  the 
two  leading  addresses  in  the  convention  of  railroad  men  which 
was  attended  by  thousands,  and  his  speech  was  applauded  most 
heartily  and  circulated  in  the  press. 

I  would  like  to  say  this  with  reference  to  the  religious  element 
of  the  organization.  In  the  first  place  we  do  not  hide  it.  In  the 
second  place  we  do  not  apologize  for  it.  And  in  the  third  place 
we  do  not  intrude  it. 

I  ask  your  attention  to  this  one  fact,  that  in  the  7,^  years  that 
we  have  been  working  among  railroad  men— and  I  was  a  railroad 
man  myself;  I  went  into  the  secretaryship  out  of  the  railroad  ser- 
vice—in that  time  the  religious  side  of  the  work  has  been  handled 
so  wisely  and  unobtrusively  that  it  has  won  its  way  into  the 
confidence  of  railroad  officials  who,  if  it  were  sectarian  in  its 
character  or  obtrusive  in  its  methods  would  throw  it  out  of  the 
railroad  service.  ITic  association  stands  for  twentieth  century 
religion.  It  believes  that  affording  a  man  a  chance  to  have  a  clean 
bed  and  a  square  meal  is  a  religious  act.  It  stands  for  the  kind 
of  religion  that  I  believe  you  gentlemen  stand  for  and  believe  m. 
A  significant  thing  is  that  railroad  officials  who  were  afraid  of 
this  movement  fifteen  or  twenty  years  ago  are  now  not  only  its 
leading  supporters,  but  are  the  leading  officials  in  the  state  and 
national  organization. 

I  am  now  going  to  ask  if  Mr.  Clark  of  Ringhamlon  will  say  a 
word. 

Mr.  Clark:  I  feel  myself  in  a  somewhat  embarrassing  position 
at  this  time  in  attempting  to  discuss  a  proposition  concerning  which 
I  have  a  comparatively  limited  knowledge,  and  particularly  in  fol- 
lowing in  the  wake  of  my  friends  Secretary  Pearsall  and  Mr. 
Nicholl,  who  to  my  knowledge  made  a  long,  extensive  and  verv 
clrxjucnt  address  upon  this  subject  at  the  national  convention  held 
recently  at  Topeka,  which  address  I  read  with  a  great  deal  of 
interest  and  a  great  deal  of  pleasure. 

My  first  contact  with  Railroad  Young  Men's  Christian  Associa- 
tion work  occurred  about  three  or  four  months  ago,  when  it  was 
my  pleasure  and  my  privilege  to  participate  in  the  dedicatory  exer- 
cises of  the  new  Railroad  Young  Men's  Christian  Association  build- 
ing in  Binghamton.  I  am  ashamed  to  say  that  notwithstanding 
there  had  been  a  local  branch  in  the  city  of  Binghamton  bearing  the 
name  of  the  Railroad  Young  Men's  Christian  Association  for  a 
number  of  years,  I  was  not  aware  of  its  true  character,  the  class 
of  work  it  was  performing,  or  the  great  benefit  it  was  extending  to 
its  meml)ers.  You  may  imagine  my  surprise  when  I  accepted  an 
invitation  to  make  a  few  remarks,  upon  entering  a  beautiful  brick 
structure  of  considerable  size  and  finding  gathered  there  several 
hundred  railroad  employes  with  their  families,  who  were  to  be 
addressed  by  President  Trucsdcll  of  the  Delaware,  I-ackawanna  & 
WcMern  Railroad  Co..  and  T.  W.  Oliphanl,  secretary  of  the  Dela- 
ware *  Hudson  Co..  and  two  or  three  prominent  Eric  officials. 

Before  wc  commenced  the  exercises  we  were  shown  about  the 
building,  and  wc  found  a  splciulidly  equipped  place.  Wc  were  taken 
upsUirj  first,  where  wc  were  shown  a  succession  of  nicely  furnished 
tjcdr.K^m*  or  dormilorie.s ;  we   were  shown   iiilo  several   first  class 


hathrooins  or  lavatories,  and  everything  that  goes  toward  completing 
the  sanitary  regulations  of  a  well  kept  institution  of  that  charac- 
ter; and  when  1  was  informed  that  all  those  advantages  and  all 
those  privileges  were  afforded  to  the  members  of  the  Railroad 
Young  Men's  Christian  Association  at  a  very  nominal  cost,  I  can 
assure  you  I  was  surprised  Upon  going  downstairs  we  were 
shown  through  a  handsomely  equipped  reading  room,  a  finely  fur- 
nished billiard  room,  card  rooms,  a  first  class  assembly  hall,  and  the 
office.  Wc  were  then  taken  to  the  lower  floor  and  were  shown 
splendid  bowling  alleys  and  other  athletic  conveniences.  I  can  as- 
sure you;  gentlemen,  that  it  was  one  of  the  most  completely  equipped 
club  houses  that  I  have  ever  visited. 

At' the  completion  of  the  exercises   I   casually  said  to   the  secre- 
tary of  the  local  association  that  I  thought  privileges  of  that  char- 
acter would  be  a  great  thing  for  street  railroad  employes.    "Well," 
he  said,  "why  don't  you  take  advantage  of  them?    You  are  eligible. 
Your  boys  are  at  perfect  liberty  to  attend  -and  participate   in  these 
benefits  upon  paying  a  nominal   fee   (I   think  two  dollars  a  year). 
They  can  enjoy  the  bedrooms   upstairs  at  a   cost  of   ten  cents  a 
night.     While  we  have  not   perhaps   presented  the  proposition   as 
thoroughly   to   the   street   railroad   interests  of   the   country    as   we 
should  have  done,  yet  your  men  are  eligible,  and  we  would  be  glad 
to   welcome   them  to  membership  at   any   time."     As   a   result,   the 
following  day  I  posted  an  order  on  the  bulletin  board  setting  forth 
what  I  believed  to  be  the  advantages  and  stating  that  those  privi- 
leges would  be  accorded  to  them  gladly ;  and  I  am  pleased  to  state 
that   within  ten  days  from  the  posting  of  that   notice  upwards  of 
seventy   of  our  two   hundred   motormen   and  conductors   connected 
themselves   with   the   Railroad   Young   Men's   Christian   Association 
of  Binghamton.  and  have  from  that  time  enjoyed  its  privileges  and 
advantages  with  great  benefit  to  themselves  and  to  ourselves.     There 
is  no  question  but  what  the  refining  innucnces  of  the  association 
are  a  benefit  to  the  men.    I  am  not  speaking  from  a  spiritual  stand- 
point at  all ;  I  am  going  to  put  it  upon  a  plain,  ordinary  business 
basis.    I  think  as  a  business  proposition  that  this  subject  is  worthy 
of  the  most  thorough  and   careful  consideration  of  the  .street  rail- 
road companies  of  the  state  of  New  York,  because  anything  that 
has  a  tendency  to  refine  or  elevate  men  necessarily  increases  their 
efficiency;    and    I   believe   that    the   seventy   men    from   among   our 
motormen    and    conductors,    notwithstanding    the    fact    that    they 
have  been  members  comparatively  a  short  time,  are  improved  and 
•  benefited   by   the   privileges   which   Ihcy   have   enjoyed.     I   think   as 
an  economic  proposition  the  street   railroads  of  the  slate  can  well 
afford    to    consider   the    advisability    of    taking   advantage   of   the 
privileges   that   the   Railroad   Young    Men's    Christian    Association 
affords. 

In  a  conversation  with  Naliona!  Secretary  Moore,  following  the 
occasion  which  I  mentioned  a  while  ago,  he  stated  to  mc  that  they 
were  going  to  lake  up  more  actively  the  question  of  identifying 
street  railroad  employes  with  their  work;  and  he  said  furlluTmore 
that  when  our  membership  had  increased  in  the  city  of  Binsham- 
ton  to  one  hundred  he  would  be  very  glad  indeed  to  establish  a 
railroad  branch,  and  I  shall  he  very  glad  (and  I  am  sure  Mr. 
Rogers  hears  me  out  in  the  statement)  to  have  him  do  exactly  that 
thing.  We  believe,  irrespective  of  any  spiritual  or  religious  henefil 
that  they  may  derive  from  their  intercourse  with  the  officers  of 
the  association  and  their  associates,  that  as  a  business  proposition 
it  will  be  both  profitable  and  pleasant.  Therefore  I  say,  witlioul 
taking  up  further  lime,  that  I  think  this  is  a  matter  of  considorahle 
importance  to  the  street  railroad  companies  of  the  stale  of  New 
York,  and  a  question  to  which  they  should  and  I  believe  will  give 
line  consideration. 

I  presume  it  goes  wilhoiil  s.aying  that  if  the  street  railroads  of 
the  country  generally  take  advantage  of  the  throwing  open  of  the 
doors  of  these  various  associations  throughout  the  United  States, 
possibly  the  question  of  their  assisting  in  their  niainleiiance  may 
arise;  but  I  lielieve  that  any  co-operation  along  consistent  and  eco- 
nomical lines  tending  toward  the  development  of  the  Railroad 
Yoimg  Men's  Christian  .Association  inovemenl  among  street  rail- 
road employes  will  he  money  well   iiivciled  and  well  spent. 

Our  boys,  irrespective  of  creed  or  of  belief,  lake  advantage  of 
the  manifold  privileges  which  they  enjoy;  you  can  see  llicm  daily 
enjoying  the  privileges  of  the  lavatories;  you  can  find  them  at  the 
tables  in  the  reading  room;  you  can  find  them  iiailicipaling  In 
games.     I   say   to  you   unhesitatingly   that    I    lielieve   it   is    innniu-ly 


808 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.   lo. 


better  for  an  employe  of  any  street  railroad  company,  when  his 
day's  work  is  ended,  to  seek  diversion  with  the  Railroad  Young 
Men's  Christian  Association  rather  than  in  the  temptations  of  the 
saloon.  As  I  stated  before,  anything  that  has  a  tendency  to  ele- 
vate or  that  has  a  tendency  to  improve  the  morals  and  conduct  of 
the  men  is  a  good  thing  for  them,  and  necessarily  the  railroad  com- 
panies must  inherit  a  benefit  therefrom  also.  Therefore  I  say  in 
closing  that  I  am  most  heartily  in  sympathy  and  accord  with  the 
work,  and  I  sincerely  trust  that  the  street  railroad  companies  not 
only  of  the  state  of  New  York  but  of  the  United  Slates  generally 
will   give   this  question  careful  consideration. 

Mr.  Pearsall :  I  wish  to  make  two  statements.  The  first  is  that 
I  presume  that  in  New  York  there  are  only  a  few  cities  where  the 
street  railway  men  are  as  closely  related  in  various  ways  to  the 
location,  for  instance,  of  the  steam  Railroad  Young  Men's  Christian 
Association  building  as  to  enable  them  to  take  advantage  of  the 
facilities  to  the  same  degree  that  they  do  in  Binghamton.  In  most 
cases  it  is  very  likely  that  the  managers  will  find  it  desirable,  if  not 
necessary,  to  establish  reading  rooms  for  their  own  men,  as  Bing- 
hamton may  in  the  course  of  the  months,  as  they  find  out  that  the 
men  themselves  call  for  such  an  organization  and  promise  their 
support  to  it. 

Now  with  relation  to  the  Young  Men's  Christian  .-Xfisociation 
form  of  organization,  I  have  three  things  to  suggest  regarding  it. 
I  believe  it  is  desirable,  because  in  the  first  place  it  brings  into 
its  work  the  experience  of  more  than  thirty  years  and  adopts  meth- 
ods which  have  been  tried  and  proven  by  time.  In  the  second  place, 
it  has  been  training  secretaries,  many  of  whom  came  from  the  ranks 
and  know  how  to  appeal  to  the  men;  and  after  all  that  is  the  chief 
difficulty  in  any  kind  of  work  of  this  character.  It  is  not  the  money 
that  is  the  chief  difficulty.  It  is  one  of  the  hardest  things  in  the 
world  to  try  to  do  good  to  others,  and  I  believe  you  gentlemen  know 
it  quite  as  well  if  not  better  than  I  do.  The  difficulty  is  in  helping 
a  man  in  such  a  way  as  not  to  pauperize  him  for  one  thing;  not  to 
knock  his  support  from  under  him  by  making  him  think  that  you 
are  going  to  carry  him  in  your  arms  and  help  him  unduly.  It  is 
not  the  lack  of  money  chiefly  that  stands  in  the  way.  One  of  the 
wealthy  men  of  the  United  States,  feeling  his  responsibility  in 
view  of  his  great  wealth,  has  apparently  searched  to  find  how 
best  he  could  spend  his  money  for  the  benefit  of  his  fellows  in  order 
that  he  may  not  die  a  rich  man.  Today  he  has  only  found  one 
method  so  far  as  we  are  able  to  see,  and  the  danger  seems  to  be 
as  great  that  he  will  die  in  spite  of  all  a  rich  man  as  that  some  of 
us  may  die  poor  men.  The  third  thing  regarding  the  Young  Men's 
C'liristian  .Association  is  this.  There  are  two  supervisory  organiza- 
tions which  look  after  these  individual  associations,  which  isolated 
would  be  likely  to  do  a  less  efficient  work ;  the  state  committee, 
whose  secretary  for  the  railroad  work  I  am,  and  the  national  com- 
mittee, whose  secretary  Mr.  Clark  mentioned  a  moment  ago.  We 
follow  up  these  individual  organizations,  try  to  co-ordinate  their 
eflforts,  and  carry  along  the  plan  from  one  place  to  another,  and 
in  any  way  we  can,  without  cost  to  those  organizations,  endeavor 
to  make  their  work  efficient.  , 

I  hope,  gentlemen,  that  the  support  which  has  been  given  to  this 
work  by  the  officials  of  the  steam  railroads,  men  who  stand  and 
have  stood  as  leaders  in  all  that  is  best  and  largest  in  the  steam 
railroad  world,  men  such  as  Mr.  Ingalls,  Mr.  Depew  and  Mr.  Van- 
derbilt — that  the  support  which  has  been  accorded  to  the  associa- 
tion of  railroad  men  by  these  gentlemen  may  be  emulated  by  simi- 
lar cordial  support  by  the  leaders  in  the  street  railway  work  of  the 
Empire  State. 

Mr.  Nicholl :  I  must  say  that  the  eloquence  of  our  friends  Mr. 
Pearsall  and  Mr.  Clark  together  has  made  me  more  convinced  than 
ever  that  I  did  right  in  starting  this  movement  in  the  city  of  Roch- 
ester, and  I  am  more  convinced  than  ever  that  it  is  a  very  im- 
portant thing  for  this  association  to  take  in  hand.  Having  that  in 
mind,  if  it  is  in  order,  I  would  be  glad  to  move  that  this  matter 
be  referred  to  our  executive  committee,  to  take  it  into  consideration 
and  under  investigation  through  the  proper  channels,  and  make 
recommendations  as  to  what  we  shall   do  at  another  meeting. 

The  motion  of  Mr.  Nicholl  was  put  by  the  president,  seconded 
oud  carried  unanimously. 


Power  Trausniis.sion  fur  liitcriii-han  Linus. 


BY  J.   H.   STORER,   SYRACUSE,  N.  Y. 


The  President :     We  will  now   hear  from   Mr.  J.  B.  Storer,  of 
Syracuse,  on  "Power  Transmission  for  Interurban  Lines." 


The  successful  and  efficient  transmission  and  utilization  of  power 
is  something  which  has  been  an  object  of  study  for  many  years,  and, 
while  it  may  seem  to  be  in  a  very  advanced  stage,  yet  there  is  cer- 
tainly nuich  room  for  increased  efficiency  in  transmission,  conver- 
sion and  distribution — particularly  the  latter  two — before  it  can  be 
said  to  have  attained  anything  like  perfection  in  connection  with 
interurban  railway  lines.  It  is,  of  course,  the  ambition  of  electrical 
engineers  to  so  perfect  their  type  of  equipment  as  to  make  it  ad- 
vantageous to  the  great  steam  railroads  to  adopt  electricity  as  a 
motive  power,  but  unless  some  very  radical  improvements  are  made 
in  the  present  electrical  systems  it  will  be  a  long  time  before  any 
such  change  will   be  seriously  considered. 

A  computation  of  the  series  of  losses  that  occur  between  the 
steam  engine  driving  an  electrical  generator  in  a  centrally  located 
power  house  and  the  driven  wheels  on  a  motor  car  is  not  so  apt 
to  make  one  enthusiastic  over  the  efficiency  of  that  system  as  it  is 
to  bring  to  one's  mind  the  thought  of  the  extraordinary  losses  that 
must  occur  in  a  steam  locomotive  to  make  such  a  wasteful  electrical 
system  as  widely  used  as  it  already  is.  It  is  safe  to  say  that  on  an 
average  not  over  fifty  per  cent  of  the  energy  delivered  to  a  generator 
is  utiHzed  in  actually  moving  the  cars.  The  rest  is  consumed  in  the 
generator,  transformers,  transmission  line,  rotary  converters,  distrib- 
uting lines,  motors  and  gears.  However  great  this  loss  may  be,  there 
are,  fortunately  for  the  electrical  men,  other  factors  besides  the  mere 
consumption  of  coal — labor  being  the  chief  one  of  these — and  this 
gives  the  electrical  outfit  such  advantages  that  steam  locomotive 
manufacturers  have  been  forced  to  make  great  advances  in  their  own 
line.  The  compound  locomotive  engine  as  now  used  on  the  prin- 
cipal steam  railroads  is  a  very  difl^erent  machine  from  the  old  sim- 
ple engines  that  have  made  such  records  as  coal  consumers.  It 
now  becomes  imperative  that  the  electrical  manufacturers  should 
bring  out  a  corresponding  improvement  if  they  are  to  retain  the 
prestige  they  have  already  gained. 

In  considering  the  possible  improvements  that  may  be  made  in 
the  electrical  system  as  now  used  on  interurban  lines,  the  separate 
sources  of  loss  must  be  considered  independently  to  see  where  and 
how  they  may  be  decrea.sed.  It  is  safe  to  say  without  going  into  de- 
tails, that  no  further  improvements  can  be  made  in  generators, 
tiansformers,  rotary  converters  or  motors  that  will  sensibly  affect 
their  efficiencies.  The  only  thing  remaining  is  to  cut  down  the 
losses  of  transmission  and  distribution.  This  can  be  done  by  either 
one,  or  both,  of  two  ways;  that  is,  to  increase  the  voltages  or  in- 
crease the  size  of  the  conductors.  The  transmission  loss  cannot 
practically,  or  commercially,  be  reduced  to  less  than  five  per  cent 
unless  the  original  cost  of  power  be  very  high.  In  general  it  can- 
not be  reduced  to  much  less  than  ten  per  cent — the  customary  figure 
for  present  lines — for  too  high  a  voltage  brings  an  increased  risk 
of  operation  that  may  more  than  ofl:'set  any  advantage  gained  in 
!-mall  losses,  and  large  conductors  bring  up  the  first  cost  too  much. 
This  also  applies  to  the  distributing  system,  except  with  regard  tc 
the  percentage  loss,  which  can  seldom  be  placed  at  even  as  low 
as  ten  per  cent.  The  location  of  sub-stations  closer  together  than 
customary  may  materially  reduce  the  loss,  but  only  at  a  very  con- 
siderable increase  in  cost  of  attendance,  which  in  general  more  than 
offsets  the  gain.  The  transmission  and  distribution  losses  there- 
fore seem  to  be  at  a  minimum  the  same  as  in  the  apparatus,  and  it 
becomes  evident  that  the  desirable  increase  in  efficiency  must  come, 
not  in  the  present  system,  but  in  some  other  one  that  will  possess  all 
the  advantages  now  attained,  and  will  reduce  waste  energy  to  a 
minimum  by  doing  away  with  all  unnecessary  steps  or  transforma- 
tions in  the  power  generated.  It  remains  to  be  seen  what  this 
next  improvement  will  be. 

Among  the  many  questions  pertaining  to  power  transmission  that 
have  been  more  or  less  the  subjects  of  discussion,  that  of  the  fre- 
quency of  the  system  has  perhaps  attracted  more  attention  than  any 
other.  It  has  been  attacked  on  all  sides,  but  the  great  majority  seem 
to  favor  25  cycles  as  being  the  best  from  an  operating  standpoint. 
This  is,  of  course,  due  to  the  better  regulation  on  the  transmission 
line  and  also  to  the  greater  success  met  with  in  the  manufacture  of 
rotary  converters  of  this  frequency.  It  is  a  question,  however,  if 
this  is  not  due  more  to  the  fact  that,  owing  to  the  choice  of  25  cy- 
cles at  the  Niagara  plant,  rotary  converters  of  this  frequency  were 


Oct.  20,  1903] 


STREET    RAILWAY    REVIEW. 


809 


developed  more  rapidly  and  to  a  greater  extent  than  otliers.  It  in  a 
measure  standardized  that  as  a  strictly  railroad  frequency,  as  well 
as  for  general  systems  making  use  of  direct  current  for  lighting  pur- 
poses through  rotary  converters.  Later  experience  has  shown  that 
for  almost  all  purposes  except  the  strict  transtnission  of  the  power 
a  higher  frequency  might  better  have  been  selected.  Even  the 
transmission  drop  due  to  inductance  may  be  so  regulated  by  means 
of  compound  wound  rotary  converters  that  no  difficulty  is  experi- 
enced in  lines  operating  at  as  high  as  sixty  cycles.  This  is  due  to 
the  high  power  factor  that  can  be  maintained  over  widely  varying 
loads  and  without  hand  regulation.  In  this  respect  as  well  as  in 
efficiency,  the  rotary  converter  will  always  be  preferable  to  motor 
generators.  This  applies  to  both  induction  and  synchronous  mo- 
tors, for,  although  the  latter  may  be  adjusted  for  a  high  power 
factor  at  one  certain  load,  their  power  factor  changes  with  every 
change  in  load  and  unfortunately  >t  changes  in  the  wrong  direction. 
This  cannot  be  overcome  on  a  railway  system  by  hand  regulation 
of  the  field  rheostat  owing  to  the  too  rapid  fluctuations  of  load. 

The  iniluction  motor,  while  it  may  have  a  lower  power  factor  at 
full  or  partial  loads,  than  can  he  attained  with  the  synchronous  mo- 
tor, has  a  nuich  more  even  effect  on  the  transmission  line,  and  it 
is  one  that  may  be  provided  for  as  a  certainty.  It  is,  therefore,  pref- 
erable to  the  synchronous  motor,  but  as  stated  above,  the  rotary  con- 
verter is  preferable  to  either. 

The  question  of  frequency  for  railway  circuits  is  decided  uncier 
existing  conditions  not  so  much  by  what  may  be  considered  as  the 
best  for  the  purpose  as  by  conditions  imposed  by  something  that 
may  be  quite  at  variance  with  what  is  considered  strict  railway 
practice.  Most  power  equipments  for  new  railways,  as  well  as  for 
old  roads  that  are  being  reconstructed,  are  installed  with  a  fre- 
quency the  same  as  the  nearest  large  water  power  or  steam  plants, 
purely  for  commercial  reasons.  This  has  been  made  possible  only 
by  the  success  finally  attained  in  the  manufacture  of  rotary  con- 
verters of  high  frequencies,  which,  although  it  conies  at  a  consid 
erably  later  date  than  the  success  attained  with  25  cycle  converters, 
is  nevertheless  just  as  marked.  There  are  today  in  New  York  Stale 
large  railway  systems  operating  at  25.  40  and  60  cycles,  and  llic 
representatives  of  those  companies  will  verify  my  statements  that 
all  are  operating  equally   successfully  and  satisfactorily. 

The  long  transmission  systems  for  electrical  railways  involve  so 
many  considerations  of  a  commercial  nature  that  the  electrical  engi- 
neers having  their  design  and  construction  in  charge,  must  in  re- 
ality often  entirely  subserve  their  own  personal  preferences  from  a 
technical  point  of  view,  to  the  other  conditions.  In  fact  it  is  incum- 
bent on  electrical  engineers  to  make  themselves  almost  as  familiar 
with  financial  and  commercial  matters  pertaining  to  railways  as 
they  arc  with  strictly  technical  subjects  Phis  is  owing  to  the  neces- 
sity of  being  able  to  realize,  in  a  measure,  the  possibilities  of  the 
future  with  reference  to  consolidations  and  the  consequent  nccessily 
of  having  everything  as  interchangeable  as  possible,  and  to  decide 
how  much  considerations  of  this  kind  should  influence  the  char- 
acter of  any  installation.  The  laying  of  a  few  sections  of  rails  be- 
tween local  railway  companies  to  complete  a  through  road  is  a  small 
matter  compared  to  connecting  a  number  of  power  houses  together 
through  high  voltage  transmission  lines  and  operating  all  as  one 
common  system.  One  is  a  purely  mechanical  piece  of  work  and 
once  completed  it  is  done  for  all  time,  The  other  is  hut  sljirted  when 
it  seems  to  be  completed. 

The  necessity  which  frequently  arises  in  comparatively  small  rail- 
way -lyslems,  of  putting  in  a  power  transmission  outfit  at  a  reasona- 
ble cost — in  fact,  at  a  small  cost — also  emphasizes  the  necessity  of 
having  a  grasp  of  strictly  commercial  conditions  so  that  a  success- 
ful outfit  may  be  installed  without  burdening  the  company  with  such 
a  heavy  fixed  charge  that  it  is  unable  to  operate  on  a  profitable 
Viasii.  There  arc  many  engineers,  for  example,  who  profess  to 
believe  that  a  high  voltage  transmission  line  built  with  poles  having 
anything  smaller  than  an  8-in.  top,  or  with  wire  smaller  than  No.  3 
or  No.  4,  can  never  Ik:  maintained  in  .successful  operation.  The  dif- 
ference in  cost,  however,  between  a  pole  line  of  the  above  type  and 
one  with  poles  having  6-in.  tops  and  with  No.  6  wire,  is  very  marked, 
and  would  make  con<.ideralilc  difference  in  the  interest  charge.  'Hierc 
is  no  question  hut  what  the  latter  outfit  would  be  entirely  successful 
if  carefully  erected  and  would  he  dur.'ihlc,  having  no  higher  per- 
centage of  depreciation  than  the  former. 

There  would  certainly  be  greater  reliability  of  operation  on  a  sys- 
tem with  two  complete  lines  of  No.  6  wire  than  with  one  of  No. 


J  wire,  and  the  cost  would  be  practically  the  same.  The  reliability 
of  the  smaller  transmission  line  is  illustrated  by  one  in  central  New 
York  which  has  been  operating  for  over  five  years  in  furnishing 
light  and  power.  During  that  time  no  break  has  occurred  in  the 
twelve  miles  of  line  except  when  caused  by  a  falling  tree,  which 
would  have  broken  any  line  ever  built.  On  a  railway  system  using 
both  No.  6  and  No.  3  wire  I  was  recently  told  that  less  trouble 
had  been  experienced  with  the  smaller  wire  than  with  the  larger. 
In  general  too  much  emphasis  is  given  to  making  the  poles  all  of 
a  certain  size  top  and  too  little  attention  is  paid  to  the  size  of  the 
pole  where  it  enters  the  ground  and  where  the  greatest  strain  comes. 

It  would  hardly  be  fitting  to  close  an  article  of  this  kind  and  at 
this  time  without  referring  to  the  new  single  phase  railway  system 
as  developed  by  Mr,  Lamme  of  the  Wostinghouse  Electric  &  Manu- 
facturing Co.  If  it  demonstrates  its  success  as  fully  as  its  promoters 
claim  it  will,  then  it  will  have  marked  an  advance  in  electric  railroad- 
ing that  no  one  can  overlook.  Its  main  feature  of  improvement 
over  the  present  system  is,  of  course,  the  absence  of  rotary  con- 
verters, with  a  higher  distributing  voltage  and  consequent  lower 
loss  as  well  as  less  cost  of  installation.  With  this  system  there 
should  be  delivered  to  the  motor  car  wheels  at  least  15  per  cent  more 
of  original  engine  power  than  with  the  use  of  rotary  converters  and 
direct  current  motors.  This  is  a  noteworthy  achievement  even  in 
this  day  of  extraordinary  development  along  electrical  lines. 

The  simplicity  of  the  system  from  a  transmission  and  distribution 
standpoint  is  also  a  feature  that  will  make  it  attractive.  It  enables 
a  single  power  house  to  handle  with  ease  a  railway  one  hundred  miles 
long  and  with  the  least  possible  item  of  labor.  The  line  could  readily 
be  sectioned,  as  in  city  service,  and  with  high  voltage  feeders  for 
each  section,  with  transformers  connected  in  as  part  of  the  trans- 
mission line,  we  have  a  system  as  simple  to  operate  as  an  ordinary 
city  railway  plant.  The  transformers  could  be  fused  so  heavily  that 
nothing  less  than  a  continued  short  circuit  would  open  the  incoming 
and  outgoing  lines,  suitable  circuit  breaker  protection  being  given  in 
the  main  power  house  as  in  present  installations  for  each  feeder 
circuit.  It  may  be  said  that  this  would  multiply  the  number  of  wires 
to  an  objectionable  extent,  but  by  using  a  common  return  this  could 
largely  be  obviated,  and  duplicate  pole  line  construction  would  ren- 
der continuity  of  service  almost  assured.  The  main  objection  to 
the  new  .system  seems  to  be  from  commercial  considerations  rather 
than  from  anything  electrical.  The  frequency — about  17  cycles — at 
which  it  operates  is  unlike  any  .system  in  use,  and  as  the  motors  are 
also  alternating  it  precludes  their  use  on  direct  current  circuits  except 
by  the  use  of  a  double  type  of  control  for  the  cars,  which  is  very 
cumbersome.  Its  advantflc;es  from  an  operating  point  of  view,  as  re- 
gards efficiency  and  itei,.j  of  attendance  or  labor,  must  be  demon- 
strated very  clearly  before  its  general  adoption  will  render  the 
present  commercial  objections  ineffective.  As  the  only  really  prac- 
tical system  of  its  kind,  today,  however,  its  full  development  is  being 
awaitetl  with  the  greatest  of  interest  by  tlie  enlirc  r.iilrond  fr.itcrnity 
of  the  country. 


Discussion  of  Mr.  Storcr's  I'apcr. 


Mr.  Harnes:  .Socking  for  information,  I  would  like  to  inquire 
why  a  pole  is  labeled  "Dangerous"  carrying  a  high  voltage  current. 

Mr.  St(U-er:  I  do  not  sec  any  reason,  if  the  transmitting  line  is 
nperating  successfully,  why  the  pole  should  be  labeled  "Dangerous" 
with  a  20,000-volt  current  any  more  than  with  2,200.  The  general 
conditions,  of  course,  arc  such  that  if  a  high  voltage  circuit  drops 
on  a  cross-arm  or  on  a  pole,  you  cannot  help  but  notice  it,  be- 
cause it  generally  .sets  fire  to  the  pole  or  the  cross-arm  and  begins 
to  burn  it  up.  But  the  amount  of  leakage  that  would  come  from 
an  ordinary  pole  I  do  not  think  would  be  sufficient  to  injure  any 
person.  Il  is  more  with  the  idea  of  keeping  people  away  from  it 
and  impressing  them  that  it  is  not  safe  to  throw  wires  across  trans- 
mitting lines  than  it  is  froin  any  actual  danger  of  the  opcr.iling  line 
itself. 

Mr,  Harnes:  Have  any  tests  been  made  of  the  voltage  that  can 
be  taken  from  a  pole  in  wet  weather,  with  defective  insulation? 
Woulil  serious  .shock  result  to  persons  coming  in  coiil.Ki  with  such 
a  pole? 

Mr,  Storer:  I  do  not  know  where  any  lests  of  that  kind  have 
been  made. 

The  President:  If  the  wire  came  in  contact  with  the  |)ole,  would 
not  it  char  it? 


810 


STREET    RAILWAY    REVIEW. 


[Vol..  XIII,  No.  lo. 


Mr.  Storcr:  It  u.sually  sets  fire  to  Ihc  pole.  I  lie  ikpIc  is  piirl  of 
the  srouinl  just  .is  much  as  the  person  who  is  slandiiig  on  the 
griiuml  anil  touching  the  pole,  and  for  that  reason  I  do  not  sec  that 
there  conid  he  any  great  danger. 

Mr.  Rockwell:  Mr.  Slorer  means  that  jj.cxxj  volts  would  not  kill 
an)-  ([uicker  than  .',cco. 

Mr.  Storer:  I  have  known  of  people  taking  curreni>  up  lo  jo.ooo 
volts  and  living  through  it,  so  I  do  not  think  that  electricity  will 
necessarily  kill. 

Mr.  Danforth:  I  would  like  to  ask  Mr.  Storer  concerning  his 
statement  or  recomniendatinn  of  si.\  wires  on  single  pole  lines,  for 
in.stancc,  in  preference  lo  three  heavy  wires,  in  giving  more  reason- 
able, proper,  or  continued  service.  In  case  of  the  breaking  of  an 
insulator  on  one  circuit,  or  the  breaking  down  of  the  insulation  in 
any  way,  or  a  wire  dropping  off  from  the  insul-alion  upon  a  cross 
line  and  the  cross  line  may  be  burned  off,  and  very  frequently  the 
pole  is  burned  to  the  ground.  Does  not  that  endanger  the  other 
circuit  ? 

Mr.  Storer:  Certainly  it  endangers  it,  but  in  general  the  damage 
is  not  carried  that  far  before  it  is  discovered  that  one  circuit  is  in 
that  condition.  Your  ground  detector  should  enable  you  to  know 
that  there  is  a  grounding  of  one  wire,  and  that  circuit  should  be 
thrown  out  of  service  at  once  and  the  service  put  on  the  idle  line 
before  the  damage  could  have  reached  any  such  serious  stage  as  a 
person  operating  a  system  with  one  line  would  be  forced  into  on 
account  of  the  necessity  of  keeping  the  cars  moving.  With  merely 
one  transmission  line  you  have  to  keep  the  cars  moving  and  keep  the 
line  in  service,  whereas  if  you  have  duplicate  lines  you  could  detect 
a  fault  almost  instantly  and  could  take  advantage  of  the  ground 
detector  and  transfer  the  pressure  over  to  the  idle  circuit  and  let 
the  defective  circuit  remain  idle. 

Mr.  Pardee:  I  would  like  to  inquire  if  any  one  has  had  any 
e.iperience  with  municipal  interference  wiih  liigli  voltage  lines  near 
highways? 

Mr.  Allen:  We  have  a  transmission  line  operating  at  22,000  volts, 
and  of  about  31  miles  of  that  line  1,000  ft.  is  in  a  street  in  a  village 
of  about  1.200  inhabitants.  A  resident  on  that  street  made  a  com- 
plaint of  the  state  board  of  health,  claiming  that  we  were  operat- 
ing a  line  at  22,000  volts  pressure  over  and  alK)ve  his  sidewalk,  and 
that  he  thought  it  was  dangerous.  That  communication  was  re- 
ferred' to  the  board  of  railroad  commissioners,  and  in  turn  was 
referred  to  Mr.  Barnes,  and  the  matter  is  now  being  held  without 
determination  by  the  board  of  railroad  commissioners.  I  think  that 
is  a  very  important  question.  I  know  of  one  situation  on  this  line 
now,  in  a  city  of  25.000  inhabitants,  where  a  transmission  line  of 
16,000  volts  is  being  held  up  awaiting  the  determination  of  the  state 
board  of  railroad  commissioners  in  this  matter. 

Mr.  Barnes :  I  am  not  going  to  make  any  official  report,  hut  1 
agree  with  Mr.  .Mien  in  thinking  that  this  is  an  important  subject 
and  one  which  should  receive  the  serious  consideration  of  this  /\';. 
sociation.  The  increase  in  the  weight  of  cars  operated  and  tiie 
speed  at  which  they  are  run  on  suburban  lines  located  through  high- 
ways has  materially  increased  the  danger  not  only  to  the  operation 
of  the  electric  road  but  to  travelers  on  the  highway.  There  is  this 
new  element  of  danger  appearing,  if  it  is  such :  and  if  it  is  not, 
this  .\ssociation  should  take  steps  to  let  the  public  know  that  it  is 
not  dangerous;  and  that  new  clement  is  the  construction  of  high 
voltage  transmission  lines.  When  you  set  poles  through  the  streets 
and  lal)el  them  "Dangerous"  the  public  has  a  right  to  believe  that 
they  are  so;  and  if  they  are  not  dangerous  the  public  should  be  in- 
formed and  not  be  misled  into  Iwlieving  that  they  are  danserous. 
It  is  a  very  serious  question,  I  think,  and  one  that  should  be  tho' 
oughly  discussed. 

Mr.  Wilcoxen :  On  our  high  voltage  line  we  found  labeling  the 
poles  a  very  good  thing.  I  do  not  know  whether  it  is  so  in  other 
parts  of  the  state,  but  every  boy  out  of  Rochester  for  40  miles  has 
a  gun,  and  when  the  line  was  first  put  up  the  insulators  made  the 
best  kind  of  targets.  W'e  had  a  great  deal  of  trouble  with  broken 
insulators,  and  finally  we  labeled  the  poles.  We  had  some  signs 
printed  and  they  were  placed  on  about  every  tenth  pole,  and  a  copy 
of  the  sign  was  given  to  the  different  public  schools  in  the  villages 
through  which  we  ran,  and  the  principals  of  the  .schools  were  re- 
quested to  show  the  sign  to  all  the  school  children  and  explain  to 
them  that  the  line  was  very  dangerous  and  that  there  might  be  a 
liability  to  accidents  in  shooting  the  insulators  providing  the  wire 


should  drop  or  anything  of  the  kind.  Since  that  was  done  we  have 
had  very  little  trouble  with  insulation  along  the  line. 

Mr.  Brady:  It  seems  to  mc  the  question  of  what  is  high  voltage 
is  something  that  has  hardly  been  settled.  In  1886,  I  think  it  was, 
I  remember  the  war  between  the  Edison  company  and  the  West- 
inghousc  company  regarding  high  voltages.  The  W'estinghousc 
compiiny  I  believe  at  that  lime  spent  a  great  deal  of  money  in  trying 
to  convince  people  that  a  1,000-voIt  line  was  not  dangerous.  Now 
you  are  talking  about  2,000  and  10,000  and  20,000.  1  know  that 
both  of  the  large  electric  companies  have  reached  a  point  where 
they  arc  transmitting  at  60,000  volts. 

This  question  is  one  that  immediately  affects  the  matter  of  in- 
surance. The  board  of  underwriters  presented  a  resolution  on  the 
subject  at  its  last  meeting,  and  which  was  held  up  for  the  time 
being,  suggesting  the  restriction  of  these  high  voltage  transmission 
lines  to  a  certain  distance  from  buildings.  That  matter  is  pending 
at  the  present  time,  I  believe,  before  the  National  Board  of  Under- 
writers. It  would  not  surprise  mc  to  see  an  effort  made  to  have 
legislation  enacted  that  would  be  very  detrimental  to  the  transmis- 
sion lines  where  you  are  using  high  voltage,  and  inasmuch  as  the 
r:iilroad  business  is  developing  so  fast  that  would  be  very  bad. 

You  will  have  to  face  that  question  sooner  or  later.  I  know  now 
steps  are  being  taken  to  bring  the  St.  Lawrence  power  down  through 
centra!  New  York  as  far  as  Utica  and  to  Syracuse;  and  if  that  is 
dime  they  must  use  fifty  or  sixty  thousand  volts.  The  time  is  com- 
ing when  I  do  not  believe  there  will  be  as  much  water  going  over 
Niagara  Falls  as  would  run  a  loo-h.  p.  wheel,  but  the  power  of  that 
falls  will  be  distributed  east  and  west  of  that  point  for  hundreds  of 
miles.  I  d6  not  believe  there  is  a  railroad  west  of  Syracuse  that 
within  the  next  ten  years  will  not  be  served  by  power  from  Niagara 
Falls. 

Mr.  Rockwell:  Why  not  put  the  "Dangerous"  label  on  all  the 
electric  light  poles  in  cities  that  are  carrying  2.400  volts?  I  would 
as  soon  be  struck  with  60,000  volts  as  with  2,400  although  I  do  not 
want  lo  be  hit  with  either  one  of  them. 

Mr.  Cole :  At  the  last  Electric  Light  convention  in  Chicago  the 
question  was  very  instructively  discussed  between  the  underwriters 
a[id  the  electric  light  men  as  to  what  constitutes  a  dangerous  cur- 
rent for  high  potential  transmission,  and  a  complete  report  is  10 
be  made  on  that  subject  at  the  next  meeting  of  the  Electric  Light 
Association.  The  claim  among  the  electric  light  men  was  that 
a  22.ooo-volt  current  was  no  more  dangerous  than  2,200  on  a  well 
constructed  line,  so  that  no  shock  could  be  received  from  the  pole 
in  case  of  leakage  or  during  rain  storms,  and  that  there  should 
he  some  standardizing  of  the  method  of  construction  of  high  poten- 
tial lines.  That  was  conceded  by  both  sides.  It  was  conceded  that 
both  were  equally  dangerous  if  a  man  took  hold  of  them. 

Mr.  Storer:  Referring  to  Mr.  Brady's  remarks  concerning  what 
is  high  voltage,  I  wish  to  refer  to  a  conversation  that  I  had  some 
time  ago  with  Professor  Ryan  of  Cornell  University,  who  had  been 
conducting  some  experiments  in  connection  with  the  protection  of 
transformers  and  high  voltages,  and  he  ventured  the  prediction 
tliat  in  our  life  time  we  would  see  power  transmission  circuits  oper- 
ated at  not  less  than  500,000  volts.  If  that  is  the  case  it  will  be 
a  very  simple  matter  for  the  Manhattan  to  use  its  steam  power 
plant  as  a  reserve  for  the  Niagara  power.  I  would  not  be  at  all 
surprisc<l  if  we  were  to  see  that  time  come,  and  the  question  as 
10  what  is  high  voltage  today  is  no  more  settled  than  what  high 
voltage  was  twenty  years  ago.  The  question  is  merely  relative. 
With  reference  to  the  question  of  its  effect  on  human  life,  that  is 
a  question  depending  entirely  on  the  physical  condition  of  the 
person  getting  the  shock.  W^e  know  of  people  that  have  been 
killed  with  a  hundred  volts,  and  we  know  of  those  that  have  taken 
all  the  way  up  from  a  hundred  to  thirty  thousand  without  being 
killed.  One  person  that  I  know  of  particularly  was  connected 
with  a  thirty  thousand  volt  current  so  long  and  was  burned  so 
badly  that  both  feet  and  one  arm  w-ere  amputated  as  a  result,  and 
yet  he  still  lives,  and  aside  from  that  he  is  in  reasonable  health, 
considering  that  there  is  only  part  of  him  left.  I  think  that  any 
steps  that  the  legislature  or  the  underwriters  may  take  with  refer- 
ence to  transmission  lines  and  regulations  as  to  their  position  and 
construction  should  he  taken  with  a  great  deal  of  care,  for  if  it  is 
done  unwisely  it  will  certainly  restrict  transmission  line  construc- 
tion and  the  distribution  of  power  to  such  an  extent  as  to  be  very 
detrimental  to  all  railroad  interests. 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


cSU 


Mr.  Comiettc :  We  liavc  one  employe  connected  with  the  Syra- 
cuse Rapid  Transit  Railroad  Co.  who  will  stand  with  his  hare  feet 
on  the  ground  and  take  hold  of  a  trolley  wire  with  his  bare  hands 
without  any  apparent  disturbance. 

Mr.  Barnes :  The  matter  that  I  had  in  mind  was  not  a  theory 
It  is  a  fact.  The  companies  arc  today  using  a  22.000-voli  ciirrciu. 
In  some  cases  those  currents  are  transmitted  on  the  highway.  What 
Mr.  Brady  suggested  I  think  is  so;  that  the  legislature  may  be 
called  on  to  take  some  steps  to  pr<.vent  a  danger  which  perhaps 
does  not  exist,  and  I  think  this  Association  can  do  a  great  deal 
in  preventing  unnecessary  legislation  in  that  direction  by  taking 
some  initiative  action  in  the  matter.  Without  e.xpressing  an  opin- 
ion, there  is  a  great  question  whether  the  current  transmitted  at 
that  voltage  in  the  way  it  is  at  present  is  a  danger  to  the  com- 
munity. One  man  may  take  30,000  volts  and  live,  but  we  know 
that  an  electric  current  will  kill,  and  the  general  public  know  it ; 
they  know  that  people  can  be  killed  with  a  great  deal  less  voltage 
than  20,000. 

Some  intelligent  action  on  the  part  of  this  .Association  in  deter- 
mining whether  the  present  transmission  and  construction  of  lines 
over  which  it  is  transmitted  is  dangei;ous  or  not  would  do  a  great 
deal  to  satisfy  the  public  mind  in  the  matter,  and  if  it  is  not  danger- 
ous they  should  be  convinced  that  it  is  not,  and  if  it  is  dangerous 
some  steps  ought  to  be  taken  to  minimize  that  danger. 

My  suggestion  is  that  a  committee  be  appointed  by  this  associ- 
ation that  shall  undertake  an  investigation  of  the  conditions  as 
they  exist  today,  and  report  at  the  next  convention. 

Mr.  Peck :  As  the  American  Institute  of  Electrical  Engineers 
have  taken  this  matter  up,  I  move  that  this  .Association  appoint  a 
committee  of  three  to  act  jointly  with  that  society  and  the  National 
Board  of  Underwriters,  the  committee  to  be  appointed  by  the  chair, 
and  report  later.     Motion  carried. 

The  President  appointed  as  members  of  the  Nominating  Commit- 
tee Messrs.  T.  E.  Mitten,  H.  A.  Xicholl,  and  J.  T.  Smith. 

On  motion   the  convention  adjourned  till  9:30  a.  m.   Wednesday. 


SECOND  DAY'S  SESSION. 


The  President:    We  will  listen  to  Mr.  Hart's  paper. 

Dispatcher's  Duties  and  Electric  Signals. 

BY  ORLANDO   W.   HAtlT,   FALL   RIVER,    MASS. 


The  system  known  as  train  dispatching,  which  is  practiced  on 
nearly  all  the  steam  railroads,  in  the  United  States  and  Canada,  has, 
for  its  chief  aim,  the  safe  operation  of  trains  along  a  single  track 
line,  and  the  fixing  of  their  meeting  points. 

On  double  iron,  the  dispatcher's  duties  amount  to  little  more 
than  keeping  apart  the  regulars  and  the  extras,  except  in  case  of 
accident  or  other  interruption  to  one  or  both  tracks,  which  would 
make  it  necessary  to  move  trains  in  an  opposite  direction  from  that 
given  by  schedule,  then  the  dispatcher's  responsibilities  are  far 
greater  than  under  any  ordinary  conditions  presented  by  single 
track  operation. 

Electric  railways,  except  in  a  few  instances,  have  not  the  ad- 
vantage of  manned  stations  along  the  line,  with  telegraphic  com- 
munication with  the  dispatcher's  office,  as  is  the  case  with  the 
steam  roads.  They  arc  also  at  a  disadvantage,  owing  to  the  large 
number  of  operating  units  and  the  fast  schedules  maintained  on 
their  urban  and  intcrurl>an  divisions. 

By  the  use  of  the  modern  high  power  telephone  instruments  and 
lines,  it  is  possible,  by  the  use  of  verbal  orders,  to  derive,  from  a  dis- 
patcher's office,  all  the  advantages  now  obtained  by  the  use  of  the 
telegraph ;  but  on  most  railways  it  would  be  impracticable  to  keep 
in  operation  the  manned  order  stations,  and  so,  some  system  of  sig- 
nals should  be  installed  and  maintained,  enabling  the  dispatcher  to 
set  an  order  signal  at  any  desired  point  or  telephone  station  along 
the  line,  and  to  receive  an  "answer  back"  or  reply  from  the  sta- 
tion so  operated,  which  would  be  characteristic  of  itself,  recording 
the  same,  together  with  the  dale,  hour  and  minute,  of  the  operation, 
on  an  inilrument  in  the  office  provided  for  the  purpose.  All  movc- 
nieiils  should  l>e  simple  and  automatic  in  their  action  and  positive 
in  reply,  hul  in  no  case  should  the  "answer  liack"  be  received  until 
after  the  signal  is  at  "full  danger",  and  locked  in  that  position. 


Only  one  signal  should  be  operated  at  a  time,  but  so  arranged 
that  in  case  of  the  setting  of  two  or  more  signals,  two  or  more 
movements  of  the  office  instrument  should  be  made,  and  their 
replies  recorded. 

By  the  use  of  such  a  system,  all  the  advantages  of  the  manned 
.stations  could  be  obtained,  together  with  the  additional  advantage 
of  its  being  always  on  duty. 

Any  system  of  signals  'which  will  bring  about  these  results  is  of 
vital  importance,  when  set  at  special  meeting  points,  either  as  a 
safeguard  on  crews  forgetting  orders  which  have  been  given,  or  in 
case  of  a  car  or  train  whose  right  of  track  having  been  over- 
looked, is  running  ahead  of  a  car  whose  rights  have  been  re- 
stricted by  orders.  And  lastly  the  important  factor  of  operation, 
enabling  the  dispatcher  to  correct  a  blunder  should  one  be  made. 
While  this  course  is  seldom  necessary  its  importance  is  ap- 
parent, as  an  accident   is  generally  the  resiUt. 

The  combination  of  this  system  of  signalling  with  the  telephone 
puts  every  car,  train  and  crew  in  the  direct  charge  and  control  of 
the  dispatcher.  The  operation  of  the  road,  or  the  respective  divi- 
sions thereof,  will  then  be  reduced  to  the  one  man  on  duty,  tlirougli 
whom  all  operating  orders   should  be   sent. 

The  importance  of  the  dispatcher  is  second  to  no  official  of  the 
road.  He  must  be  strictly  temperate,  of  quick,  sound  judgment, 
a  cool,  clear  head,  and  of  unquestioned  ability.  He  must  have  a 
thorough  knowledge  of  the  road,  the  running  time  of  cars,  the 
ability  of  the  crews,  and  how  much  dependence  to  place  in  them. 
In  fact  all  the  minute  details  of  everything  connected  with  the 
operation  of  cars  and  the  character  of  the  road  must  be  knowTi  to 
him,  but  more  especially  the  time  tables  and  schedules. 

.Ml  persons  must  recognize  his  authority,  and  his  alone.  All 
matters  concerning  time  tables  and  rights  under  existing  schedules 
sliould  be  his,  regardless  of  opinion. 

A  dispatcher's  duties  are  to  keep  the  road  operating,  as  near  the 
running  time  given  in  the  time  tables  as  possible,  and  when  "on 
time"  there  is  little  for  him  to  do.  As  soon  as  a  car  becomes  "off 
time"  or  late  it  is  necessary  for  the  dispatcher  to  take  control  of 
this  car  and  govern  its  movements,  properly  restricting  its  right 
of  track,  and  then  moving  up  other  cars  against  it,  so  keeping  the 
road  "on  lime",  making  the  already  late  car  later  if  necessary,  but 
holding  all  other  cars  to  the  time  table  as  nearly  as  possible.  Oth- 
erwise his  entire  schedule  becomes  upset  and  the  road  late.  At  these 
times  complete  control  must  be  had  of  all  "extras",  so  they  may 
be  handled  with  due  regard  to  the  schedule. 

He  must  daily  test  his  instruments  and  signals,  and  report  to  the 
superintendent  any  defects  or  interruptions  that  exist,  or  have 
existed,  and  what  nieasvn'es  have  been  taken  for  repairs.  He  nnist 
report  all  facts  concerning  employes  disobeying  orders,  or  disregard- 
ing the  rules  of  his  department,  and  order  the  removal  of  such 
men  pending  investigation,  should  he  deem  such  a  course  necessary. 

He  must  construct  all  orders,  keeping  in  a  book  provided  for  the 
purpose  an  exact  copy  of  the  same,  and  in  addition  to  this  should  he 
kept  a  train  sheet,  showing  all  the  oporalloiis  of  the  day,  and  then 
filerl  away  for  future  reference. 

A  dispatcher  can  be  held  responsible  only  so  far  as  his  orders  and 
authority  go,  and  any  accident  that  may  occur  generally  is  traced 
to  carelessness  on  the  part  of  (he  disjiatcher  and  the  two  men  at 
fault. 

The  weak  point  in  all  systems  of  order  dispalcliing  is  thai  it 
proves  little  or  no  check  on  the  employe,  and  when  important  move- 
ments are  intrusted  to  them,  either  singly  or  doulily,  if  tliey  blunder, 
the  error  goes  on  to  the  result  without  chance  <pf  deleclioii.  Human 
agents  err,  and  the  dispatcher's  system  is  devised  so  as  to  keep  a 
check  on  the  employe.  If  no  mistakes  are  made  by  ihem,  no  system 
would  he  necessary.  But  as  it  is  a  system  is  needed,  which  will 
reduce  the  liability  of  making  blunders,  and  by  demanding  of  the 
employe  a  full  knowledge  of  the  system,  there  is  a  chance  of  cor- 
recting the  error  as  soon  as  made.  The  efTiciency  of  the  system  is 
dependent  upon  the  rapidity  and  surely  with  which  it  corrects  the 
mistakes  made  by  the  employe. 

Time  is  an  imporlant  subjccl  to  be  considered  in  the  operation  of 
railways,  by  the  dispatcher  system,  and  one  to  which  little  or  no 
allenliiin  is  paiil.  No  employe  shotdd  be  allowed  to  carry  a  watch 
thai  will  not  run  within  Ihiiiy  seconds  a  week.  Certificates  of  the 
roiidiliim  and  reliability  of  their  watches  should  be  furnished  Ihe 
dis(i:iiiher,  un  regular  blanks  intended  for  that  purpose,  and  signed 


812 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  lO. 


by  Ihe  jcwi-kr  appointed  l>y  the  company,  and  who  shall  l>e  of- 
licially  known  as  the  inspector  of  time. 

Standard  railroad  time  should  be  adopted,  and  main  regulators 
or  master  clocks  should  only  be  used  for  comparison,  by  the  men. 
The  steam  railroad  rule  governing  the  daily  registration  of 'any 
variation,  should  be  strictly  adhered  to  and  adopted. 

All  cars  should  be  run  according  to  schedule,  unless  superseded  by 
special  orders  from  the  dispatcher. 

An  order  from  the  dispatcher  takes  precedence  always,  and  upon 
arrival  of  the  car  at  the  point  designated  in  the  order,  the  car  falls 
back  on  its  schedule  rights,  unless  the  order  be  renewed  or  extended. 
A  special  order  is  never  considered  to  mean  more  than  it  expresses, 
and  must  not  be  used  as  rights  not  fully  and  distinctly  expressed  in 
them.  Crews  hiving  special  orders  against  a  certain  car  must  be 
governed  strictly  by  their  orders  and  rights,  as  against  all  other  cars 
not  specified.  All  cars  running  as  extras  or  work  cars,  under  spe- 
cial orders,  are  considered  "wild",  and  their  rights  are  only  to  the 
extent  of  their  orders. 

Whether  written  or  verbal  train  orders  are  given  or  received,  es- 
tablished forms  should  always  be  adhered  to,  when  possible,  and 
orders  must  be  so  constructed  as  to  admit  of  but  one  interpretation 
and  given  in  the  same  words  to  all  employes  affected  by  them. 

Having  given  an  outline  of  the  system,  it  will  be  well  to  give  an 
example  of  a  movement  made  by  a  dispatcher,  using  the  telephone 
and  signal  system  previously  described. 

Should  it  become  necessary  to  make  a  new  iiictting  point  for  two 
cars,  we  will  say  for  example  at  station  No.  s,  the  dispatcher,  by 
the  use  of  the  signal  sy.stem,  sets  a  signal  at  stations  No.  4  and  No.  6, 
for  it  is  his  purpose  to  operate  only  on  the  side  of  safety  and  use 
the  double  order  system  of  orders.  The  replies  having  been  re- 
ceived that  both  signals  are  at  danger,  the  dispatcher  must,  by  or- 
der, hold  all  other  cars  at  these  points  until  he  hears  the  call  from 
the  crew  having  the  right  of  track.  The  motormen  seeing  the 
signals  at  danger,  or  against  them,  will  stop  the  car,  and  the  con- 
ductor will  go  to  the  telephone  station,  and  call  the  dispatcher's 
office ;  on  receiving  a  reply,  will  say :  "Smith  and  Jones  east  bound, 
station  No.  6,  signal  set".  This  being  the  crew  holding  the  rights 
of  track,  the  dispatcher  gives  this  order:  "Smith  and  Jones,  east 
bound,  will  meet  Hughes  and  Wheeler,  west  bound,  at  station  No.  5." 
This  message  is  repeated  by  Jones,  and  if  correct,  he  is  given  orders 
to  have  Smith,  the  motorman,  repeat  the  message  as  he  heard  it ; 
this  is  done,  and  if  not  repeated  correctly  Smith  is  again  given  the 
order  till  he  has  it  correct.  He  must  then  listen  on  the  line  till  he 
receives  the  O.  K.  from  the  dispatcher;  should  he  hear  the  order 
given  to  the  Hughes  and  Wheeler  crew,  he  must  note  carefully  the 
message,  and  should  any  mistakes  be  made,  iinmediately  call  atten- 
tion to  the  fact. 

The  message  sent  to  Hughes  and  Wheeler,  at  station  No.  4,  should 
be  in  the  exact  words  that  it  was  given  to  the  Smith  and  Jones  crew. 
The  O.  K.  in  any  case  is  given  by  the  dispatcher  in  this  manner: 
"Smith  and  Jones  O.  K. ;  restore  the  signal".  Both  crews  now  hav- 
ing the  O.  K.  they  can  proceed  to  the  new  passing  point.  As  a 
precautionary  measure  the  dispatcher  may  now  set  the  signal  at 
station  No.  s,  and  the  first  car  arriving  at  the  station  will  call  the 
office,  and  the  dispatcher  asks  for  information  regarding  the  other 
car.  Upon  its  arrival  being  given,  the  time  is  noted  on  the  train 
sheet,  and  orders  given  to  restore  the  signal. 

Unless  new  orders  are  given  at  this  point  the  cars  now  continue 
on  their  schedule. 

In  the  transmission  of  telephonic  messages,  giving  orders  for  the 
movement  of  cars,  it  is  best  to  use  a  slow,  distinct  monotone,  with 
no  special  stress  on  any  part  of  the  message,  but  making  the  whole 
message  of  the  saine  importance. 

No  variation  from  the  original  wording  of  the  message  can  be 
allowed,  when  repeated  by  an  employe,  but  it  must  tally,  word  for 
word,  with  the  written  order  in  the  order  book,  then  it  will  come 
from  all  men  repeating  it  in  precisely  the  same  language  as  given. 

It  would  be  useless  to  discuss  the  subject  of  electric  block  signal- 
ling systems,  as  applied  to  trolley  lines,  and  used  alone  as  an 
operating  measure,  for  none  of  the  systems  now  shown  possesses  the 
first  principles  of  a  safe  device. 

No  signal  should  be  used  as  a  running  measure,  wherein  any 
wire  or  part,  necessary  for  the  operation  of  the  signal,  can  be  dis- 
connected or  broken,  without  the  signal  coming  immediately  to 
danger.  A  signal  that  does  not  do  this  is  not  worthy  of  even  a 
moment's  consideration. 


.■\l  best,  an  electric  signalling  device,  dependent  for  its  means 
of  operation  on  either  the  car  or  crew,  should  not  be  used  as  an 
absolute  running  signal,  but  only  as  a  cautionary  measure.  Expe- 
rience has  proved  this,  and  it  matters  not  if  some  roads,  who  have 
used  such  signals,  have  never  had  an  accident  by  their  use,  the  time 
will  come  when  too  much  dependence  will  be  placed  on  them,  and 
serious  results  will  follow. 

It  would  no  doubt  be  very  beneficial  to  the  subject  in  question 
if  the  managers  of  the  various  railways  of  the  country  employing 
dispatchers  would,  during  the  coming  winter  months,  send  their 
disiKttchers  to  a  convention  held  for  the  purpose  of  discussing  the 
question  of  safe  operation,  under  the  train  order  system,  and  also 
to  adopt  a  set  of  rules  and  forms  for  the  government  of  all  the 
companies  represented,  and  which,  in  their  opinion,  will  be  consist- 
ent with  safety,  and  also  make  their  association  permanent,  so  that 
from  year  to  year  they  may  make  such  amendments  to  the  rules 
adopted  as  they  may  deem  advisable. 


The  President:  Mr.  Hart's  paper  and  the  discussion  by  Mr. 
Wilcoxcn  of  Rochester  are  so  closely  related  that  we  will  take  up 
the  discussion  after  Mr.  Wilcoxen  replies  to  the  topic  of  "Car  Dis- 
patching."   The  next  order  will  be  Mr.  Barnes'  paper. 

Crossings  of  Steam  and  Electric  Railways. 


BY     CH.AS.     R.     BARNES,     ELBXTTRIOAL    EXPERT,     NEW     YORK 
ST-VTE    BO-^VRD    OF    RAILROAD    COMMISSIONERS. 


The  danger  caused  by  railroad  operation  at  grade  crossings  of 
streets  or  highways  is  directly  proportionate  to  the  number  of 
trains  operated  on  railroads  and  the  amount  of  pedestrian  and 
vehicular  traffic  on  the  street  or  highway. 

Before  the  introduction  of  street  railways  every  city  or  village 
street  or  country  highway  had  a  natural  and  legitimate  amount  of 
travel  over  it.  This  travel  increased  in  the  same  proportion  as  the 
population  or  the  business  of  the  section  through  which  the  street 
or  highway  was  located.  This  condition  was  changed  by  the  intro- 
duction of  the  electric  railroads.  A  line  of  cars  operated  through 
a  city  street  usually  affects  the  pedestrian  traffic  in  a  section  on 
cither  side  of  it,  increasing  the  number  of  people  who  pass  over 
the  street  through  which  the  electric  railroad  tracks  are  con- 
structed, and  to  a  like  extent  reducing  the  number  on  the  streets  in 
the  territory  which  is  tributary  to  this  particular  street  car  line. 

For  example — three  city  streets  extending  parallel  with  each 
other,  with  a  line  of  street  cars  operated  through  the  center  one, 
all  of  them  crossing  a  steam  railroad  at  grade,  there  would,  most 
invariably,  be  more  people  cross  the  steam  railroad  track  on  the 
street  through  which  the  electric  cars  were  operated  than  on  either 
of  the  others,  even  though  the  population  were  greater  on  either 
one  of  the  other  two. 

This  holds  good  in  the  case  of  parallel  country  highways,  and 
perhaps  to  a  greater  degree  for  the  reason  that  the  suburban  electric 
railroad  reduces  the  number  of  vehicles  in  use  on  the  highways 
tributary  to  it. 

The  above  statements  tend  to  prove  that  the  introduction  of  the 
electric  road  has  caused  a  greater  number  of  people  to  cross  over 
the  grade  crossings  of  steam  railroads  on  the  streets  or  highways 
through  which  they  are  constructed  than  did  before,  increasing  the 
liability  of  accidents  at  these  crossings  and  decreasing  it  at  others. 
The  danger  is  still  further  increased  from  the  fact  that  a  large  per- 
centage of  the  people  passing  over  these  crossings  are  in  a  car  and 
if  an  accident  occurs  more  people  are  liable  to  injury  than  though 
the  same  number  crossed  the  tracks  in  the  usual  manner.  In  addi- 
tion to  the  liability  of  injury  to  passengers,  in  an  electric  car,  must 
be  added  the  possibility  of  derailment  of  the  steam  train  and  the 
resulting  possible  injury  to  its  passengers.  Another  feature  of  the 
operation  of  electric  cars  over  steam  railroad  tracks  which  must 
he  taken  into  account  when  considering  the  increased  danger  inci- 
dent to  such  operation  is  the  fact  that  the  passengers  in  a  car  can- 
not exercise  their  judgment  as  to  the  safety  of  going  over  the 
steam  tracks  at  the  time,  but  must  depend  entirely  upon  the  judg- 
ment of  the  two  men  operating  the  car. 

Grade  crossing  accidents  are  usually  the  most  serious  ones  which 
occur  on  electric  roads,  and  in  most  cases  result  in  loss  of  life.  It 
is  not  necessary  to  use  arguments  or  cite  cases  to  impress  on  the 
minds   of   electric   railroad   managers   the   dangers   connected   with 


Oct.  20,  igo.vl 


STREET    RAILWAY    REVIEW. 


813 


grade  crossing  operation.     They  all   realize  the  danger  and  have 
taken  precautions  to  prevent  accidents   at   such   crossings  on   their 
roads      In   most  cases   tlie   precautions  taken  are   not   sufticient   to 
prevent  accidents  and  are  of  such  a  nature  as  to  give  the  manager 
a  sense  of  security  which  does  not  really  exist.     He  reads  m  his 
morning  paper  of  the  Cohoes  or  the  Newark  grade  crossing  dis- 
aster   expresses    sorrow    for   the   passengers   who   were   killed   or 
injured,  svmpathizes  with  the  manager  of  the  road  and   congratu- 
lates himself  that  no  such-  accident  can  occur  at  his  grade  crossing, 
for  all  of  his  motormen  bring  their  cars  to  a   slop  and   the   con- 
ductors go  ahead  and  pilot  them  across  the  steam  tracks.    In  addi- 
tion to  this,  the  crossing  is  equipped  with  gates  and  the  steam  road 
company  has  a  man  there  to  operate  them  at  all  hours.    That  mana- 
ger is  sincere  and  honest  in  his  conviction  that  his  cars  are  oper- 
ated over  the  grade  crossing  in  a  safe  manner,  and  if  an  accident 
occurs  at  that  point  he  satisfies  his  conscience  with   the  statement 
that  he  has  made  the  crossing  as  safe  as  possible  and  the  accident 
was  one  of  those,  incident   to  railroad   operation,   which  could  not 
be  prevented  and  which  will  happen  as  long  as  railroads  arc  oper- 
ated. 

The  investigation  of  accidents  for  a  number  of  years  shows  that 
the  above  conditions  which  led  the  manager  to  believe  his  crossing 
safe  added  an  element  of  danger  rather  than  diminished  it.      Hie 
rule  referred  to  is  a  good  one  if  the  instructions  in  it  were  properly 
complied  with.    This  is  not  done.    If  this  statement  is  doubted,  let 
any  railroad  manager  go  on  some  road  where  he  is  not  known  and 
watch  the  operation  over  grade  crossings.    He  will  find  that  in  most 
cases  the  rule  is  complied  with  in  a  perfunctory  manner.     He  wi.. 
find  that  the  usual  custom  is  for  motormen  to  slow  up  within  a  few 
feet  of  the  crossing,  the  conductor  will  run  ahead  about  even  with 
the  front  end  of  the  car  and  usually  hold  a  conversation  with  the 
motorman  umil  they  reach  the  first  rail  of  the  steam  track  and  he 
will  board  the  car  and  it  will  proceed  over  the  crossing.    I   do  not 
wish  to  be  understood  that  this  is  done  in  all  cases,  but  my  observa- 
tion is  to  the  effect  that  this  is  the  method  in  a  large  majority  of 
cases.    Complying  with  the  rule  in  this  manner  adds  an  cllme.it  of 
danger  to   the  operation   for  the  reason  that   if  the  conductor   re- 
mained on  the  rear  end  of  the  car  the  motorman,  for  self-protection, 
would  exercise  more  care  than  he  does  when  the  responsibility  for 
the  safety  of  his  car  is  placed  on  the  conductor,  who  does  not  know 
the  condition  existing  on  the  steam  track. 

The  operation  of  gates  at  a  grade  crossing  of  steam  and  electric 
railroads  adds  an  element  of  danger  to  operation  at  that  point,  for 
the  reason  that  gates  are  placed  at  grade  crossings  of  steam  rail- 
-oads  for  the  purpose  of  preventing  pedestrians  and  vehicles  from 
going  over  the  steam  tracks  when  a  train  is  approaching  the  cross- 
ing.   I  know  of  no  case  where  gales  have  been  placed  at  crossings 
for  the  purpose  of  preventing  an  electric  car  from  going  on  to  the 
steam  tracks  when  a  train  is  approaching.    These  gates  are  usually 
operated  by  men  in  the  employ  of   the  steam  railroad  companies 
who  arc  in  no  manner  responsible  for  the  safety  of  electric  cars  m 
going  over   the  crossing.     Accidents  have  been   invcstigalcd   where 
motormen   have   run  through   the  gates   and  several   accidenls  have 
occurred  by  gatemen  raising  the  gates  on  double  track  roads  after 
a  train  had  passed  the  crossing  in  one  direction  and  another  ap- 
proaching  in   the   other,    the   gateman    not    seeing   the   latter   one. 
Where    crossings    are    equipped    with    gates,    molormen    and    con- 
ductors will  invariably  become  so  accustomed  to  their  use  that  they 
will  depend  upon  iheir  position  as  an  indication  of  the  conditions 
on  the  steam  track.    The  most  .serious  accident  at  grade  cVossings 
of  sieam  and  electric  railroads  in  this  slate  occurred  at  a  crossing 
equipped  with  gales.     There  were  3.I  passengers  on  the  electric  car, 
15  of  whom  were  killed  outright  and  16  injured.     WKhin  the  past 
three  months  an  accident  has  occurred  in  this  state  at  a  crossing 
equipped  with  gates.     The  crew  of  the  electric  car  operated  it  m 
the  manner  described  alwvc,  the  motorman  slowing  np  approaching 
Ihc  crossing,  the  conductor  running  ahead  lo  the  front  end  of  the 
car   a  train  was  passing  in  one  direction  at  the  lime  and  the  gates 
were  lowered  for  it.     As  the  rear  end  of  this  train  was  going  over 
the  cros.ing  the  galcman  raise.l  the  gates,  not   seeing  another  tram 
approaching  on  the   opp.,site  track    from  the  other  rhrection      ll.s 
view   of   the   latter   train   was    obstructed    by   the   train    which    had 
previously  passed  over  the  crossing.     »oth  the  molorman  and  con- 
ductor when  Mcing  the  gates  raised  took  this  as  an  indication  that 


the  crossing  was  clear  for  them  and  proceeded.  From  where  they 
stood  had  they  looked,  they  could  have  seen  the  train  approaching 
for  I '500  ft.  They  did  not  do  so,  depending  entirely  upon  the  con- 
dition of  the   gates,   wilh  the  result   that   their   car   was  completely 

demolished. 

The  board  of  railroad  commissioners,  acting  under  the  authority 
conferred  upon  it  by  the  laws  of  the  state,  has  caused  an  examina- 
tion to  be  made  of  every  grade  crossing  of  steam  and  electric  rail- 
roads in  the  state,  as  to  the  physical  conditions  at  the  crossings  and 
approaching  them  on  both  roads;    the  distance  a  view  of  the  steam 
tracks  can  be  had  from   the  electric   tracks;    the  number  of  trains 
operated  on  the  steam  road  and  the  headway  on  which  electric  cars 
are  operated  over  the  crossing.     The  commission,  realizing  the  lia- 
bility of  accidents  at  these  points,  and   that  the  most  perfect  rules 
as  rigidly  enforced  as  possible  were  not  sufficient  protection  at  these 
points    even  where  gates  were  maintained,  have  ordered  additional 
protection  at   these   crossings.     In  cases  where   the  traffic   on  the 
steam    and    electric    roads    warranted,    they     have     ordered     derail 
switches  operated   from   a   tower;   in  other   cases  where   the  traffic 
was  not  so  great  they  have  ordered  derail  switches,  to  be  operated 
bv  the  conductors  of  electric  cars,  the  levers  for  operating  these 
switches  placed  in  such  a  position  that  the  conductor  must  go  onto 
the  steam  tracks  before  they  can  operate  the  derail.     They  have  also 
ordered,    where    necessary,    special    work   cut    crossings   and    at   all 
crossings  copper  troughs  placed  on  the  trolley  wires. 

There    are   at   present   410  crossings   of   steam    and   electric    rail- 
roads in  Ihis  state;    164  are  under  or  over  grade,  and  246  at  grade. 
The  ideal  protection  at  the  crossing  of  steam  and  electric  tracks 
consists  of  derail  switches,'  in  the  electric  tracks,   interlocked   with 
home  and  distance  signals  on  the  steam  road  arranged  so  that  after 
a  train  has  reached  the  home  signal  the  derail  cannot  be  set  for  an 
electric  car  to  proceed  imlil  after  the  train  has  passed  the  crossing. 
In  the  case  of  a  steam  road  with  more  than  one  track,  this  condi- 
tion to  hold  good  when  a  train  approaches  a  crossing  on  a  track 
over   which   trains  are   usually  operated   in   the   opposite  direction; 
the  home  and  distant  signals  to  be  set  at  danger  before  the  derail 
can  be  set  on  the   straight  track  and  these   interlocked  so  that  the 
signals  cannot  be  moved  to  safety  until  the  derail  is  set  at  dera,  ; 
semaphores  rigidly  connected  with  the  derail  switch  both  normally 
set  at  danger;    a  metal  trough  on  the  trolley  wires  extending  over 
the  steam  tracks  a  sufficient  distance  to  carry  the  rear  end  of  the 
electric  car  clear  of  the  steam  track  in  case  the  trolley  wheel  leaves 
the  wirp;    a   first  class  special  work  cut  crossing  and  all   of  the 
signals  and  derails  to  be  operated  from  a  tower  located  where  the 
towerman  can  have  an  unobstructed  view  of  the  steam  and  electric 
tracks      In   addition   to  the  above   equipment   safety   of   operation 
requires  that  ihe  derail  and  signal  on  the  electric  track  should  not 
be  set  for  the  electric  car  to  proceed  until  the  conductor  has  gone 
ahead  to  the  center  of  the  steam  tracks  and  signalled  the  towerman 
to  operate  them,     In  addition  to  insuring  the  stopping  of  an  electric 
car  before  going  over  the  steam  tracks  in  regular  operation,  derails 
are  necessary  to  safe  operation  on  grades  descending  lo  steam  road 
crossings,  for  the  purpose  of   preventing  runaway   cars  from  gomg 
onto   the   steam   tracks.      Several    accidenls   in   this    stale    resulting 
from   this   cause    would    have    been    prevented    had    crossings    been 
equipped   with  derails.     Metal  troughs  are  ordered  by  the  railroad 
commissi<m  to  be   placed   on   tjie  trolley   wires   for   the   P">-P'«^   " 
insuring  the  supply  of  power  for  the  operation  of  cars  over  s    a 
tracks  if  the  trolley  wheel  leaves  the  wire.     In  this  case,  it  is  caug 
by  the  metal  trough  which  is  in  metallic  contac.  with  the  wire  and 
the  wheel  receives  current   from  the  trough.     This  device  is  neces- 
sary  for  safe  operation  of  electric  cars  across  steam   tracks. 

1  find  managers  of  electric  railroads  throughout  the  stale  realize 
the  iniporlnnce  of  proper  protection  at  grade  crossings  of  steam 
railroads.  There  is.  however,  in  some  cases  a  difference  of  opinion 
as  to  the  proteclion  required  at  these  ixiinls,  but  in  a  majority  "1 
cases  the  derails  properly  installed  are  considered  by  tlieii,  the 
best  means  of  proteclion  and  Uie  order  of  the  Hoard  of  Railroad 
Commissioners  in   reference  lo  their   inslallntion  ,s  bung  clurrfnlly 

complied   with. 

Considering  the  large  number  of  grade  crossing  accidents  occur- 
ring throughout  Ihe  country,  nianagers  of  eleclric  roads  in  this  slate 
are  lo  be  congratulated  on  the  comparatively  small  loss  of  life  aiicl 
the  number  of  persons  injured  at  grade  crossings. 


814 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  id. 


Discussion  of  Mr.  Bariiu 


I'apcr. 


Mr.  Barnes  was  asked  whctlii-r  llic  mimlicr  of  crossings  stated 
includes  crossings  of  switches,  ami  replied,  yes.  Every  crossing  of 
a  steam  railroad  track  over  which  there  is  any  operation,  whether 
freight  or  passenger,  is  considered  as  a  crossing  of  a  steam  railroad. 

It  was  stated  by  a  member  that  in  his  case  the  company  reported 
one  crossing,  but  there  were  two  or  three  switches  which  were 
crossed,  and  he  aske<l  whether  these  were  considered  steam  railroad 
crossings. 

Mr.  Barnes :  Yes.  We  have  had  accidents  occur  at  crossings 
of  that  character,  and  my  experience  has  led  us  to  consider  them  as 
steam  road  crossings. 

Mr.  Hart:  1  would  like  to  ask  Mr.  Barnes  if  he  prefers  a  .stop- 
block  or  a  derailing  switch  on  street  railroads? 

Mr.  Barnes:  I  do  not  wish  to  express  an  opinion  on  that.  .-Xny 
means  of  derailing  a  car  or  preventing  its  passage  onto  a  steam 
railroad  track  in  the  manner  described  in  the  paper  in  my  judgment 
is  sufficient  protection,  whether  a  stop-block  or  otherwise. 


Discussion  on  Oil  Tail  Lights  and  Street  Car  Controllers. 


The  President :  I  he  Board  of  Railroad  Commissioners  has  sug- 
gested two  topics  for  discussion  here:  First,  "The  .'Advantages  and 
Disadvantages  of  Oil  Tail  Lights  for  Interurban  Cars."  I  would 
like  to  have  some  remarks  upon  that  subject. 

Mr.  Barnes:  Several  accidents  have  occurred  in  the  state  which 
have  been  caused  by  cars  breaking  down,  being  derailed,  or  stop- 
ping from  other  causes,  and  losing  their  supply  of  electric  current, 
leaving  them  in  darkness,  and  cars  following  have  run  into  the  rear 
end  of  them,  and  the  number  of  those  was  .so  great  that  the 
Board  of  Railroad  Commissioners  has  suggested  to  the  managers 
of  the  roads  the  plan  followed  by  steam  roads,  of  having  an  oil 
light  or  signal  on  the  rear  end  of  each  car,  and  especially  on  sub- 
urban or  interurban  cars,  and  not  only  on  those  operating  at  high 
speed,  because  we  have  had  a  number  of  accidents  of  that  character 
occurring  on  what  might  be  termed  ordinary  interurban  or  sub- 
urban roads.  1  am  glad  to  state  that  nearly  every  road,  with  a  few 
exceptions,  has  today  its  cars  of  that  class  equipped  with  oil  tail 
lights. 

The  President:  The  next  topic  is  "Street  Car  Controllers — Their 
Proper  and  Improper  Operation." 

Mr.  Barnes:  In  that  respect,  it  seems  Iiardly  possible  that  there 
can  he  any  defect  in  the  modern  controller  as  manufactured  by 
the  leading  electrical  companies  in  that  line  of  business;  bul  the 
fact  is  that  in  the  case  of  nearly  every  accident  investigated — that 
is,  collisions — the  motorman  has  a  stereotyped  answer  in  reply 
to  the  question  why  he  didn't  bring  his  car  to  a  stop,  and  that  is, 
"The  brake  wouldn't  work,  and  I  tried  the  controller  and  that 
wouldn't  take."  In  some  cases  I  have  come  to  the  conclusion  that 
that  is  the  fact,  whether  through  inexperience  in  its  use  or  lack 
of  knowledge  of  its  construction,  or  because  of  an  inherent  defect 
in  the  controller  itself.  'Ihe  matter  is  one  which  will  bear  discus- 
sion at  this  convention. 

Mr.  Cole:  I  think  there  is  no  question  but  what  with  all  mechan- 
ical appliances,  especially  those  with  as  many  moving  parts  and  as 
many  working  parts  as  a  controller,  there  is  some  chance  for  a 
defect ;  but  I  think  that  necessarily  has  to  be  taken  care  of  in  the 
inspection.  The  system  should  be  such  that  when  a  motorman 
turns  his  car  in  at  night  that  car  should  be  either  ab.soUitely 
reported  O.  K.  or  defective,  and  a  sy.stem  that  will  check  off  the 
repairs  to  the  car  before  it  goes  out  in  the  morning,  showing 
what  inspector  made  the  repairs  and  that  it  is  turned  out  O.  K. 
It  is  entirely  upon  the  inspection  in  the  car  barn  to  keep  it  in 
order. 


Interurban  Service. 


The  President :  We  will  proceed  with  the  different  topics  as 
suggested  by  Mr.  Vreeland  last  year:  "Interurban  Service,"  di- 
vided into  three  heads:  "a — Standard  Equipment."  Mr.  C.  Loomis 
.Mien  of  Utica  has  kindly  consented  to  open  this  topic. 

Mr.  Allen :  Standard  equipment  for  the  successful  operation  of 
interurban  lines  is  a  question  that  is  a  very  large  one.  Today 
within  the  limits  of  the  state  of  New  York  you  can  visit  each  inter- 


urban system  or  interurban  line  and  you  will  find  operating  there 
as  many  different  types  of  cars  and  as  many  sizes  and  types  of 
motors  as  there  are  roads.  Whether  it  is  possible  to  adopt  a 
standard  car  for  interurban  service  is  a  question  in  my  mind.  Each 
system  or  each  road  has  some  peculiar  conditions  that  must  be 
dealt  with.  I  have  in  mind  a  road  operating  through  about  forty 
miles  of  sparsely  settled  farming  country,  passing  through  three 
or  four  hamlets,  and  I  do  not  presume  that  the  gross  receipts  of 
that  property  will  exceed  a  hundred  thousand  dollars  in  a  year. 
Still  upon  that  road  are  operated  large  interurban  cars  which  will 
seat  comfortably  62  people,  and  that  weigh  not  less  than  30  to  35 
tons.  I  cite  this  instance  as  that  of  a  road  which  has  purchased 
equipment  that  is  far  greater  than  the  demands  of  the  traffic  re- 
quire. I  have  in  mind  another  interurban  road  whose  gross  receipts 
are  approximately  $650,000  a  year,  whose  service  during  every  day 
between  the  termini  is  never  less  than  30  minutes,  and  on  Satur- 
days and  Sundays  and  on  all  holidays  is  cut  to  fifteen  minutes 
and  possibly  seven  and  a  half  minutes.  The  equipment  used  on 
that  road  is  not  a  heavy  equipment  so  far  as  weight  is  concerned, 
the  cars  seating  approximately  48  people  and  weighing  not  to 
exceed  25  tons  light.  1  cite  you  these  two  instances  to  show  you 
the  extremes. 

What  kind  of  car  and  equipment  on  the  car  could  be  used  as  a 
standard  is  a  question  which  I  think  this  As.sociation  should  take 
up.  Perhaps  I  might  give  my  personal  experience.  At  the  time 
that  the  Utica  &  Mohawk  Valley  Railway  Co.  was  purchasing  cars 
for  the  operation  of  the  road  the  question  arose  whether  long, 
heavy  cars  should  be  purchased,  or  whether  cars  of  less  length 
and  not  so  great  weight,  but  more  of  them,  should  be  purchased. 
A  study  of  the  conditions  as  they  existed  at  that  time  showed 
that  it  was  not  a  long  rider  we  would  have  to  deal  with ;  that  we 
would  have  to  deal  with  the  rider  who  would  be  on  our  cars  not 
to  exceed  45  minutes.  We  adopted  a  car  not  of  great  length  and 
not  of  great  weight.  We  believe  that  the  people  in  that  particular 
territory  have  responded  to  the  service  and  to  the  policy  which 
W'e  have  used  in  giving  them  that  service,  namely  this,  that  it  was 
not  a  large  car  hourly  that  the  peopk  wished,  but  it  was  a  com- 
fortable car  and  more  frequent  service.  To  be  a  little  more  explicit : 
We  could  have  placed  upon  our  system  a  car  weighing  approxi- 
mately thirty-live  to  forty  tons  and  seating  from  sixty  to  seventy 
people,  and  could  have  taken  care  of  the  traffic  with  hourly  service. 
We  have  placed  upon  the  system  a  shorter  car  and  have  given 
half-hourly  service.  The  people  have  appreciated  the  increased 
service  and  I  think  have  not  been  discommoded  by  the  use  of  the 
lighter  weight,  shorter  car. 

As  to  the  electric  equipment  on  a  standard  car  for  interurban 
service,  I  hardly  think  it  is  possible  to  attain  that  point.  There  arc 
so  many  local  conditions  controlling;  grades,  frequent  stops,  and 
the  alignment  of  the  road  should  determine  the  question  of  the  size 
of  equipment  to  be  placed  under  an  interurban  car.  As  to  the 
trucks,  I  think  interurban  practice  has  settled  down  practically  to 
three  types  of  trucks  for  interurban  service ;  first,  the  Master  Car 
Builders  truck,  which  has  come  into  general  use;  second,  the  large, 
heavy  truck,  as  built  by  the  Brill  company  and  sold  for  heavy 
elevated  service  and  for  heavy  interurban  service;  and  practically 
the  same  type  of  truck  which  is  built  by  the  Peckham  company. 

When  we  take  up  the  question  of  trucks  the  question  of  wheels 
comes  to  us.  Those  who  have  been  ojierating  cars  at  fairly  high 
speeds  with  chilled  wheels  I  think  will  feel  that  they  have  had 
some  experiences  that  lead  them  to  wish  that  they  could  feel  sure 
the  wheels  that  they  were  operating  were  thoroughly  safe.  It  has 
been  a  question  in  my  mind  why  it  is  that  we  do  not  get  the  quality 
of  wheels  that  we  did  ten  years  ago.  I  am  sure  that  in  city  service 
the  mileage  that  we  are  making  today  on  chilled  wheels  is  not  as 
great  as  the  mileage  that  we  made  in  the  years  from  1893  to  1898. 
The  question  whether  a  chilled  wheel  or  a  steel  wheel  is  the  proper 
thing  to  use  on  interurban  cars  from  an  economical  standpoint 
is  one  that  should  be  investigated  very  carefully.  On  the  question 
of  safety,  I  think  general  practice  has  shown  that  there  is  but  one 
wheel  to  adopt,  namely,  the  steel  wheel.  The  question  of  whether 
the  steel  wheel  is  economical  or  not  depends  very  largely  upon  the 
dimensions  of  the  flange  and  tread;  the  greater  the  depth  of  the 
flange  and  its  width  the  greater  the  life  will  be  that  of  the 
wheel.  What  I  have  said  of  the  dimensions  of  the  steel  wheel 
is    true    also    of  the    chilled    wheel.     Steel    wheels    that    by    rea- 


Oct.  20,  190J.I 


STREET  RAILWAY  REVIEW. 


815 


son  of  local  conditions  have  to  be  designed  with  shallow- 
treads  and  with  shallow  flanges  will  not,  of  necessity,  give 
the  service  that  a  wheel  that  has  the  large  tread  and  the  deep  flange 
will  give.  I  think  the  consideration  of  safety  alone  should  control 
the  question  of  wheels.  One  of  the  most  serious  accidents  that 
occurred  in  the  territory  surrounding  the  city  of  Cleveland  last 
winter  was  due  to  the  breaking  of  a  wheel  while  the  car  was  in 
motion  at  a  speed  of  appro.vimately  forty  miles  an  hour.  The 
body  of  the  car  left  the  trucks  completely,  and  rolled  over  on  its 
side,  and  some  of  you  probably  will  remember  the  photograph  that 
was  shown  in  the  "Street  Railway  Review"  for,  I  think,  the  month 
of  March,  of  a  car  lying  on  its  back.  The  photograph  was  shown 
advertising  the  quality  of  cars  of  a  certain  car  builder.  The  ques- 
tion of  wheels  to  nic  is  one  of  the  most  serious  that  we  have  to 
contend  with  in  the  selection  of  car  equipment. 

As  I  said  in  the  beginning,  it  seems  to  me  a  difficult  matter  to 
adopt  a  standard  car.  In  steam  railroad  practice  this  was  not  so. 
Steam  railroads  are  built  with  as  little  grade  and  as  little  curvature 
as  possible.  If  the  trolley  road  were  limited  to  low  grades  and 
light  curvatures  it  would  not  exist.  The  trolley  has  made  its 
success  through  the  fact  that  it  has  been  possible  to  overcome 
grades  and  overcome  difficult  locations  by  the  use  of  very  sharp 
curves.  Those  two  things  alone  would  control  in  my  mind,  to  a 
large  e.xtent,  the  question  of  what  the  car  should  be  on  any  inter- 
urban  line. 

Mr.  Rockwell :  I  would  like  to  ask  Mr.  .Mien  w  licther  he  con- 
siders a  i-in.  flange  sufficient  for  fifty  miles  an  hour? 

Mr.  .Mien :  I  have  operated  cars  having  a  ?s-in.  Ilange  and  a 
thickness  of  three-quarters  of  an  inch  at  speeds  up  to  fifty  miles 
an  hour.  We  have  adopted  on  the  Utica  &  Mohawk  Valley  the 
standard  Master  Car  Builders'  wheel  with  this  exception,  in  the 
width  of  the  tread.  Our  flanges  arc  1%  in.  in  depth,  l'^  in.  in 
thickness,  and  our  tread  is  2j4  in.  Our  special  work  has  been 
designed  and  built  for  that.  We  have  operated  chilled  and  steel 
wheels  over  old  girder  rail  sections  which  had  originally  only  a 
depth  of  I  in.  from  the  head,  which  was  difficult  and  which  beyond 
doubt  was  expensive  as  far  as  the  item  of  power  was  concerned. 
because  the  car  was  riding  practically  on  the  flange.  But  since 
that  time  we  have  been  operating  those  wheels  and  not  confining 
them  to  any  one  piece  of  track,  but  have  operated  them  all  over  our 
whole  system.  There  is  not  a  double  truck  car  in  the  city  of 
Utica  today  that  has  not  wheels  having  a  flange  of  i^  in.  depth 
and  t'/n  in.  thickness.  We  have  chilled  wheels  in  city  and  sub- 
urban service  that  have  operated  36,000  to  40,000  miles,  while  wheels 
having  a  flange  of  only  ^  or  J4  in-  depth  have  not  given,  on  the 
same  roads  and  the  same  streets,  exceeding  20.000  to  25,000  miles. 

Mr.  Rockwell :  I  had  not  reference  so  much  to  mileage  as  to 
safety.  The  question  in  my  mind  is  whether  a  %-in.  flange  is 
sufficient  for  a  speed  of  fifty  or  sixty  miles  an  hour.  Of  course, 
you  have  had  the  same  experience  we  have  all  had,  in  regard  to 
having  many  sections  of  girder  rail  on  wjiich  we  could  not  use  a 
deeper  flange,  and,  of  course,  we  arc  obliged  to  use  what  we 
have  on  hand  oftentimes.  In  T  rail  construction,  of  course,  we 
do  not  strike  the  same  difficulty.  Our  T  rail  work  or  special  road 
work  will  carry  almost  any  type  of  flange,  but  girder  rails  will 
not.  The  great  difficulty  I  find  with  the  Trilby  rails  is  to  keep 
them  clean,  and  I  find  that  there  is  a  great  liability  of  springing 
an  axle.  In  »pile  of  all  the  care  taken  oftentimes  the  tracks  will 
not  be  all  alike,  and  if  you  do  any  interchanging  with  steam  roads 
you  will  find  many  limes  cars  that  will  not  track  at  all;  you  will 
find  the  flange  resting  in  such  a  way  on  the  side  that  you  arc 
very  likely  to  strain  an  axle.    We  use  a  3-i".  tread  altogether. 

Mr.  Allen:  I  do  not  consider  that  the  flange  is  the  only  dan- 
gerous point  in  the  wheel.  In  fact  I  believe  that  the  tread  is  just 
as  great  a  source  of  danger,  if  not  greater,  than  the  flange.  The 
flange  trouble  may  occur  in  a  steel  wheel,  although  not  to  quite 
»o  great  an  extent  as  it  docs  in  the  chilled  wheel.  But  there  arc 
certain  classes  of  accidents  that  we  have  connected  with  the  tread 
of  the  wheel,  namely  the  bursting  of  the  tread  of  the  wheel,  that 
»eem  to  me  of  far  greater  imjiortance  than  the  breaking  of  the 
flange.  As  an  example,  before  we  coidd  equip  our  cars  with  steel 
wheeU  we  had  a  chilled  wheel  burst,  and  approximately  nne-half  of 
the  rim  of  the  wheel  came  ofT  while  the  car  was  running  at  the 
rate  of  not  less  than  45  miles  an  hour,  and  it  came  up  through  the 


floor  of  the  "car.     That   it   seems  to  me  is  one  of  the  most   serious 
points  in  weak  wheels. 


The  President :  "Car  Dispatching"  is  the  next  sub-liead  under 
the  title  of  "Iiiterurban  Service."  Mr.  Wilcoxen,  of  Rochester, 
has  kindly  consented  to  respond  to  that. 

Intei'urban  Train  Dispatching. 


BY    K.    B.    WII.CO.XEN.   ROCHESTER,   N.   Y. 


The  question  of  the  proper  method  of  dispatching  trains  on  in- 
tirurban  lines  has  no  doubt  caused  the  operating  dcpartnient  more 
worry  than  any  other  subject,  and  although  the  handling  of  freight 
and  express  has  been  a  little  troublesome,  it  does  not  touch  the 
vital  part  of  the  system  as  does  the  dispatching  of  trains,  llow 
are  we  to  dispatch  them  in  order  to  protect  the  public,  our  em- 
ployes and  ourselves?  It  must  naturally  drift  down  to  one  of 
three  ways — namely,  telegraph,  telephone  or  block  signal. 

.■Ml  methods  have  their  advantages  and  disadvantages.  We  find 
the  steam  roads  with  their  private  rights  of  way,  two  to  five  tracks, 
telegraph,  block  signals,  an  efficient  force  of  dispatchers — most  of 
whom  have  spent  years  in  the  service — and  still  having  accidents. 
Can  it  be  wondered  at  that  we — with  our  single  track,  more  frequent 
train  service  and  stops,  first  upon  and  then  off  the  public  highway, 
with  very  often  finances  too  low  to  permit  the  employing  of  experi- 
enced men  and  the  rctiuircd  number  of  meii^ — should  have  accidents, 
and  that  so  many  of  our  interurbau  supcriuteudeuts  are  getting  gray? 

If  we  adopt  the  telegraph,  we  must  naturally  adopt  the  steam  road 
system,  which  requires  a  larger  force  of  experienced  employes,  with 
increased  cost  of  maintenance.  We  will  have  the  advantage  of  al- 
most an  uninterrupted  service,  whicb  it  is  impossible  to  get  from  the 
telephone  on  account  of  atmospheric  conditions.  Also  the  benefit 
of  operators  and  agents  paid  by  ourselves,  whom  we  are  able  to 
control  and  who  will  give  our  interests  better  attention  than  oper- 
ators and  agents  receiving  connnissions  for  their  services  and  who 
devote  part  of  their  time  to  other  business. 

The  electric  block  signal  we  can  safely  say  also  suffers  from 
atmospheric  conditions  and  mechanical  defects  and  cannot  always 
be  depended  upon,  so  if  the  telegraph  or  block  system  is  used,  our 
resources  must  be  such  as  to  stand  the  increased  cost  of  installation 
and  maintenance,  and  furthermore,  other  methods  nni.st  be  provided 
for  controlling  trains  when  electric  block  is  out  of  order.  ,\s  in 
steam  railroad  practice,  an  automatic  block  signal  system,  in  conjunc- 
tion with  an  eflicieni  dispatching  system,  would  be  an  ideal  situation. 
The  present  automatic  block  signal  systems  either  provide  for  the 
operation  of  the  signals  and  targets  through  contactors  arranged 
along  the  trolley  wire,  which  are  operated  by  the  travel  of  the  trolley 
wheel,  or  through  contactors  placed  along  the  track  and  operated 
by  some  attachment  to  the  car.  The  electrical  and  mechanical  diffi- 
culties due  to  the  sudden  making  and  breaking  of  circuits,  makes 
the  u.se  of  block  signals  more  or  less  uncertain.  Prominent  switch 
and  signal  builders  are  endeavoring  to  produce  a  .system  which  will 
use  the  rails  for  at  least  one  side  of  the  circuit  indcpeiulenl  of  con- 
tinuous current  running  therein,  in  a  maimer  similar  to  that  by 
which  automatic  blocks  are  now  operated  on  steam  railroads.  Dur- 
ing the  past  few  months  experiineiUs  have  been  going  on  along  this 
liiu',  but  the  system  has  not  been  sufficieiuly  perfected  to  be  put  in 
regular  operation.  This  leaves  the  ordinary  iiUenirban  road  the 
last  method  of  controlling  the  ciperaliDM  uf  l^aill^-  uainily,  by  the 
use  of  the  telephone. 

In  the  ordinary  practice  a  telephone  system  is  laid  out  along  the 
railway,  telephones  placed  in  stations,  agencies,  on  sidings  or  car- 
ried on  the  cars,  and  orders  from  the  dispatcher  transmitted  verbally 
by  telephone  cither  direct  to  conductor  or  molorman,  or  to  agent  or 
operator,  and  with  more  or  less  formality.  Train  orders  thus  given 
vary  all  the  way  from  an  informal  conversation  between  conductor 
and  dispatcher,  to  a  verbally  transmitted  order  from  dispatcher  to 
operator,  taken  down  on  proper  blanks,  repeated,  O.  K.'d,  signed 
for  and  completed,  strictly  according  to  steam  railroad  practice. 
All  railroads  endeavor  to  have  the  verbally  transmitted  orders  so 
wordeil  as  to  remove,  as  far  as  possible,  chances  of  inisuuderstand- 
ing,  and  the  length  to  which  each  suburban  road  m.inagenieiU  goes 
in  obtaining  this  end,  depends  largely  upon  |)ersonal  characteristics 
and  local  conditions. 


816 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.   lo. 


The  Rochesler  &  Sodus  Bay  division  of  the  Rochester  Railway 
system  has  been  in  operation  four  years,  using  the  telephone  system 
of  dispatching  trains.  It  is  a  single  track  line,  extending  from 
Rochester  to  Sodus  Point,  a  distance  of  40  miles,  13  of  which  is  on 
private  right  of  way  with  sidings  every  mile,  a  majority  of  which  are 
used  only  for  freight,  and  meeting  points  when  trains  become  late. 

Telephones  are  in  agencies  at  each  village,  in  sub-stations  and  on 
each  car,  and  plugging  boxes  arc  placed  at  every  siding.  The  dis- 
patcher is  located  at  Ruclicstor,  the  western  terminus  of  the  division. 
Train  crews  receive  written  orders  issued  in  triplicate  form,  motor- 
man,  conductor  and  dispatcher  each  retaining  a  copy.  Meeting  points 
of  regular  trains  are  denoted  by  heavy  face  type  on  time  table,  and 
which  govern  all  regular  trains  when  on  time.  The  dispatcher  keeps 
train  .sheet  showing  location  of  trains,  which  arc  reported  by  sub- 
station attendants  at  Ontario,  18  miles  out,  and  at  Sodus,  31  miles 
out.  Conductors  report  the  arrival  and  departure  of  trains  at 
Sodus  Point,  the  eastern  terminus  of  the  line. 

Standard  steam  road  signals  are  used  with  the  following  excep- 
tion: No  signal  is  used  on  rear  end  of  a  train  during  day,  and 
only  one  red  light  at  night. 

Watches  are  inspected  every  three  months,  and  train  crews  arc 
examined  twice  each  year.  Train  crews  report  for  orders  and 
register  at  each  sub-station  and  at  terminal  points.  They  also 
report  at  meeting  points  when  opposing  train  is  late,  and  when  un- 
able to  make  meeting  place  on  time.  Agencies  are  equipped  with 
red  flag  and  lantern,  which  are  displayed  when  train  orders  are  to 
be  given.  At  sub-stations  and  agencies  the  attendant  or  agent  acts 
as  operator,  writing  the  train  order  in  triplicate  form,  retaining  a 
copy,  and.  after  repeating  to  dispatcher,  delivering  two  copies  to 
conductor,  who  repeats  to  dispatcher,  who  in  turn  repeats  to  motor- 
man  with  proper  O.  K. 

On  sidings  the  conductor  acts  as  operator,  and  after  repeating  to 
dispatcher  delivers  a  copy  of  the  order  to  the  molorman,  who  re- 
peats to  dispatcher  for  O.  K.  Train  orders  are  numliered  consecu- 
tively each  day,  commencing  at  midnight  with  No.  i.  E.xtra  trains 
clear  regular  trains  at  meeting  points  by  three  minutes.  Trains  are 
run  under  a  number  which  is  displayed  on  the  left  side  of  the  front 
vestibule,  corresponding  with  the  same  number  on  the  official  time 
table. 

1  he  motorman  on  a  train  carrying  signals,  when  passing  another 
train,  sounds  his  gong  or  whistle  three  times,  to  call  the  attention 
of  motorman  on  opposing  train  to  the  signal  carried,  and  which  is 
answered  in  the  same  manner  by  the  motorman  on  opposing  train. 
Should  the  motorman  carrying  the  signal  fail  to  get  the  answer, 
he  immediately  stops  and  calls  the  attention  of  the  other  motorman 
to  the  signal  carried. 

When  the  telephone  service  becomes  defective  and  train  crews  are 
unable  to  get  the  dispatcher,  the  fnllowing  rules  immediately  go 
into  effect : 

First  class  regular  trains  wait  at  meeting  points  until  opposing 
train  is  five  minutes  late,  then  proceed  with  caution  until  opposing 
train  is  met.  "Proceed  with  caution"  means  that  conductor  will  go 
forward  and  flag  all  curves.  We  do  not  give  trains  going  in  either 
direction  an  absolute  right  of  way,  as  we  have  found  it  safer  to 
require  both  crews  to  proceed  with  caution. 

When  regular  trains  proceed  after  waiting  the  required  five  min- 
utes, they  are  not  allowed  to  make  up  time,  but  must  run  at  least 
five  minutes  late  until  the  opposing  train  is  met.  Second  class 
trains  wait  at  meeting  points  for  first  class  trains  ten  minutes,  and 
then  proceed  in  the  same  manner.  West  bound  extra  trains  imme- 
diately lose  their  rights  as  extra  trains,  and  always  follow  west 
bound  regular  trains  as  second  sections. 

We  have  found  this  method  of  car  dispatching  to  work  very  sat- 
isfactorily. 


Discussion  of  Messrs.  Hart's  and  Wilcoxcn's   Papers. 


The  President :  We  will  take  up  this  topic  in  connection  with 
Mr.   Hart's  paper. 

Mr.  Barnes:  In  regard  to  the  train  dispatching  matter  the  two 
able  papers  that  have  been  presented  here  are  on  the  right  line. 
I  do  not  know  of  any  department  in  the  operation  of  electric  cars 
that  needs  more  overhauling  and  revising  and  improving  than  the 
one  under  consideration.  Nine-tenths  of  the  collisions  that  are 
occurring  on  electric  railroads  today  are  the  direct  result  of  defects 
in  train  dispatching.     It  is  a  branch  of  the  operation  which  should 


be  improved  for  the  protection  of  the  public  and  for  the  financial 
interests  of  the  companies.  I  was  very  much  interested  in  both 
papers.  The  first  paper  presented  included  a  new  feature  and  one 
which  has  not  been  considered,  and  that  is  where  a  train  dis- 
patcher makes  a  mistake,  providing  a  means  of  rectifying  it  before 
a  collision  occurs ;  and  with  the  class  of  train  dispatchers  that 
necessarily  arc  employed  by  electric  roads  that  is  liable  to  and  does 
occur.  As  an  additional  means  of  preventing  an  accident  caused 
by  a  mistake  on  the  part  of  the  train  dispatcher,  I  think  a  safer 
and  easier  method  of  preventing  collisions  in  such  cases  would  be 
that  the  train  dispatcher  should  be  able,  either  through  switches 
in  his  office  or  by  direct  communication  with  sub-stations  or  the 
power-house,  to  shut  off  the  current  on  the  trolley  wire,  so  that 
if  the  train  dispatcher  has  nia<k'  a  mistake  no  collision  will  result 
from  it. 

A  serious  question,  and  one  which  should  receive  proper  consid- 
eration, is  whether  it  is  advisable  to  give  trains  operating  in  either 
direction  a  superior  right  on  electric  roads.  In  deciding  that 
question  the  class  of  employes  on  electric  railroads  must  be  taken 
into  consideration.  While  that  is  the  plan  employed  by  steam  roads, 
with  their  experienced  engineers  and  conductors  and  train  crews, 
it  is  a  question  whether  today  accidents  would  not  be  lessened 
by  not  giving  either  direction  trains  superior  rights.  I  hope  that 
the  matter  will  be  considered  by  the  .-Xssociation  in  some  manner. 
The  suggestion  made  by  the  reader  of  the  first  paper  is  a  good  one, 
that  train  dispatchers  should  be  brought  together  and  these  ques- 
tions discussed  and  some  plan  adopted  by  them  and  presented  to 
this  convention  for  its  approval.  The  standardizing  of  equipment 
is  a  good  thing,  but  the  standardizing  of  train  dispatching  is  more 
important  and  will  prevent  more  accidents. 

Mr.  Pardee:  On  the  question  of  shutting  off  the  powder  in  case 
of  a  mi.stake  by  the  dispatcher,  I  would  like  to  state  that  last  sum- 
mer an  accident  occurred  on  the  Grand  Rapids,  Grand  Haven  & 
Muskegon  road  in  Michigan.  A  dispatcher  found  that  he  had 
made  a  mistake  and  the  cars  would  probably  come  together  head 
on.  He  immediately  telephoned  to  the  substation  and  had  the  cur- 
rent shut  off.  One  of  the  cars  was  on  one  side  of  a  valley  and 
the  other  was  on  the  other  side;  they  both  saw  each  other,  but 
they  had  no  power  to  stop  those  cars,  and  they  came  together.  If 
they  had  had  power  on  they  could  have  stopped,  but  they  came 
together  in  a  head-end  collision  on  account  of  the  lack  of  power. 

Mr.  Hart :  I  w-ill  say  that  on  the  Boston  &  Worcester  Street 
Railway,  between  Boston  and  Worcester,  they  have  a  device  whereby 
they  shut  the  power  off  the  entire  line,  whether  it  be  east  or  west 
of  the  dispatcher's  office.  Nevertheless  they  have  had  accidents 
occur  just  the  same.  The  only  objection  that  I  see  to  shutting  the 
power  off  the  entire  line  is  that  you  up.sct  your  enTire  schedule 
which  you  want  lo  adhere  to  as  nearly  as  possible.  By  a  device 
which  has  been  in  use  on  the  New-  Bedford  road  for  the  last  two 
years  a  system  is  used  whereby  they  can  set  a  signal  at  any 
terminal  by  telephone  communication,  and  after  that  signal  has 
been  locked  in  that  position  so  it  can  not  be  disturbed  by  any 
malicious  person,  the  dispatcher  feels  safe  to  run  a  train  against 
that  signal.  The  signal  used  is  only  a  7-in.  disk,  which  is  not 
advisable,  in  my  opinion,  not  being  large  enough.  At  least  a  30-in. 
semaphore  should  be  used,  and  I  believe  a  constant  light  should 
be  used  in  connection  with  it,  and  not  dependent  upon  the  oper- 
ation of  the  signal  for  the  illumination  of  it. 

Mr.  Allen :  I  think  what  Mr.  Barnes  has  said  is  practical.  I 
do  not  think  there  is  a  road  in  this  state  that  has  not  at  some 
point  on  its  system  an  interurban  line.  I  think  we  are  all  familiar 
with  the  good  work  that  the  Cominittee  on  Rules  have  done  in 
handing  to  us  the  standard  book  of  rules.  If  it  is  not  out  of  order 
I  would  move  that  this  subject  be  referred  to  the  Committee  on 
Rules.     The  motion  was  carried. 


The   President :     The  next  topic   is   "Standard   Methods  of   Fare 
Collection  and  Ticket  Taking." 

Interurban  Ticketing. 


BY.    ,T,    E.    STEPHENSON-.    PASSENGER    AND    FREIGHT    AGENT 
INTERNATIONAL^    RAIL,W.\Y    CO.,    BUFFALO,    N.    T. 


Traffic  on  an  electric  line  is  so  widely  at  variance  with  that  on  the 
steam  roads  that  the  subject  of  dealing  with  it  is  distinctly  in  a  class 


OlT.   20.    1003.] 


STREET  RAILWAY  REVIEW. 


817 


by  itself  and  the  problems  which  it  presents  must  be  worked  out  on 
entirely  different  Hues. 

To  begin  with,  every  electric  car  is  at  once  a  passenger  coacli  and 
a  moving  ticket  office;  its  conductor,  both  a  conductor  and  a  ticket 
agent:  and  its  stations  arc  on  every  street  corner,  at  each  highway 
crossing  and.  indeed,  almost  anywhere  along  the  line.  With  this 
uncertainty  of  stations  it  is  easily  seen  that  systems  in  vogue  on 
steam  railroads  cannot  be  applied  to  electric  interurban  lines. 

In  addition  to  this  phase  of  the  question,  there  is  the  likelihood 
that  interurban  cars  will  operate  over  different  systems,  so  that  the 
conductor  must  be  familiar  with  and  meet  the  regulations  of  the 
local  lines  over  which  he  runs.  In  short,  he  may  be  forced  to  meet 
the  requirements  of  several  different  lines  in  the  operation  of  his 
run  and  must  meet  the  need  of  the  city  as  well  as  of  the  rural 
traffic.  He  must  know  the  lines  of  the  city  as  well  as  the  regular 
city  conductor..  He  must  know  the  transfer  points,  the  prominent 
places  and.  in  short,  be  a  sort  of  a  directory.  He  must  operate  liis 
car,  seeing  that  passengers  board  and  alight  safely;  he  must  collect 
his  fares:  he  must  sell  tickets  to  the  passengers  between  scores  of 
points;  round  trip  fare  ticktts  between  all  the  separate  stations,  one 
way  fares,  cash  fares,  transfers,  etc.,  all  must  be  handled  in  account- 
ing and  he  must  carry  a  full  supply  of  tickets  in  order  to  meet  the 
demands  of  traffic:    he  must   keep   his  own  books,  make   his   own 


Inteniitional  Railway  Company 

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reports,  and  the  heavier  the  traffic,  the  heavier  will  become  his 
duties.  Then,  after  his  day's  work  is  done,  its  entire  detail  must 
be  gone  over  again  in  the  auditing  department  and  the  checking 
must  balance. 

So  any  system  which  shall  be  most  simple,  efficient  and  satisfac- 
tory, should  appeal  to  every  interurban  passenger  agent  and  officer. 

I  have  for  some  time  devoted  much  attention  to  this  subject, 
and  in  that  period  many  of  the  systems  in  vogue  have  come  under 
my  notice,  and  in  each  of  them  I  have  seen  efforts  to  attain  a 
greater  simplicity  and  efficiency  of  the  scheme  of  interurban  ticket- 
ing, and  I  present  to  you  my  personal  conclusions  on  a  system  nf 
ticketing  which,  I  believe,  is  carefully  surrounded  by  safeguards  an'l 
which  at  the  same  time  is  simple  and  easy  of  operation. 

The  system  here  presemed,  with  a  few  minor  variations,  is  not 
entirely  new,  but,  I  believe,  with  the  exception  of  a  few  interurban 
lines  in  the  west,  is  very  little  known.  As  a  verbal  description 
would  fail  of  its  purpose,  I  have  had  it  prepared  and  printed  in  such 
a  manner  as  to  bring  out  its  salient  points,  and  the  illustrations 
accompanying  this  article  will  serve  to  assist  in  its  description,  the 
tickets  here  represented  being  reduced  to  two-thirds  regular  size. 

Illustration  No.  I  is  the  form  of  round  trip  ticket  carried  by  con- 
ductors and  which  is  furnished  to  them  from  the  station  in  books 
of  100,  neatly  Ixiund  and  convenient  to  carry,  a  separate  bfmk  Iwing 
uned  for  each  direction.  On  this  form  is  shown  the  various  stations 
lietwcen  which  ticket  may  \x  issued,  and  on  collection  of  round 
trip  fare  from  passenger  the  conductor  separates   the  ticket  in  the 


International  Railway  Company 

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place  indicating  on  the  portion  handed  to  passenger  the  reading  of 
ticket  for  the  return  trip;  thus,  the  ticket  shown  herewith  is  par- 
tially detached,  showing  passenger's  half  is  good  for  trip  on  return 
journey  "Lockport  to  Tonawanda."  The  conductor's  stub  indicates 
by  indc.K  the  value  of  ticket  so  issued,  and  the  passenger's  fare  is 
recorded  on  the  cash  register. 

It  l)eing  the  custom  on  the  majority  of  interurban  roads  to  allow 
free  transfer  to  and  from  the  city  system,  illustration  No.  2  shows 
method  of  taking  account  of  interurban  passengers  carried  on  city 
cars.  .\  printed  slip  is  furnished  to  conductors  of  the  sity  lines  on 
which  is  indicated  the  various  stations  to  which  passengers  may  be 
ticketed,  and  on  presentation  of  ticket,  this  form  is  issued  by  city 
conductor  and  punched  to  show  stations  between  which  passenger  is 
traveling,  together  with  the  date  of  the  transaction,  record  of  the 
number  of  ticket  presented  being  entered  on  the  face  of  the  form, 
which  is  remitted  to  the  company  in  lieu  of  the  passengdr's  fare.  .\ 
place  being  provided  on  the  through  ticket,  the  city  conductor  at  the 
same  time  records  by  punch   mark  that  the  passenger's   ticket  has 

been  honored  for  city  fare  and 
therefore  will  not  be  honored 
again  except  for  ride  on  the  in- 
terurban car  from  junction  point 
to  passenger's  destination.  No.  3 
shows  return  portion  of  ticket  thus 
treated. 

In  the  case  of  passenger  buard- 
ing  city  car  and  desiring  ticket 
through  to  interurban  point,  the 
"onductor  collects  only  the  city 
fare,  transferring  passenger  to  the 
interurban  car,  credit  for  the 
transfer  being  allowed  to  passen- 
ger by  the  conductor  furnishing  a 
ticket  at  5  cents  less  than  the  tar- 
iff rate,  a  place  being  provided  on 
the  round  trip  ticket  for  such 
fares. 

A  form  of  receipt  or  ticket  for 
one-way  cash  fares  collected  is 
shown  herewith  as  illustration  No. 
4:  this  form  being  arranged  m  a 
similar  manner  to  the  round  trip 
tickets  before  described. 

In  addition  to  the  various  fig- 
ures representing  amounts  of  cash 
fare  collected  on  the  road,  the 
company's  passenger  tariff  of  one- 
way rates  is  printed  and  is  a 
guide  both  to  passengers  and  con- 
ductors to  the  proper  collection  of 
fare.  The  illustration  shows  cash 
receipt  partially  separated  to  in- 
dicate  receipt   for    15-cent    fare. 

This  system  of  interurban  tick- 
eting   lends    itself    easily    to    the 
NO.  4.  methods  of  the  average  interurban 

road  in  ticket  accounting.  The 
tickets  may  be  reported  by  conductors  on  every  trip  or  on  tlicir 
sheet  showing  ticket  transactions  for  the  entire  day;  this  being  left 
10  the  requirements  of  the  accounting  department. 

I  do  not  assume  to  say  that  the  system  of  ticketing  which  I  have 
lierewith  set  forth  is  the  best,  or  that  other  systems  which  I  tnay 
never  have  seen  have  not  equal  merit ;  but  my  opinion  as  to  the 
strong  points  of  this  method  is,  as  I  said,  formed  after  a  careful 
study  of  all  lickcling  plans  that  have  come  to  my  iiolice. 


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LNkpod 

3c  Firi  for  Chlldr«n  o*«r  B  and  undtr  12  i»at» 
In  Toniamdi  Ind  North  Toniwinda.  Incluilr*. 

6c  Fdro  .llhin  corrcriU  llmllc  of  oXf  of  Lock, 
port,  and  wlfhtn  th*  t.O  cititt  of  Ion**>nda  and 
North  toniaanda. 


Urge  Figure  on  Bottom  Line  loillcites 
Fare  Pali  to  Coadeclot, 


10 


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TS" 


The  President :  As  there  is  no  discussion  we  will  proceed  to 
the  topic  of  "Kxtra  Freight  and  baggage  Service  on  Inlerurlian 
Lines."  The  first  head  is  "Traffic  .'Vrrangenienls  with  .Suinii 
Koads  and  Boats."  That  was  to  Ix'  allotted.  It  was  very  dillicull 
to  find  a  road  in  the  state  that  had  any  extensive  arrangements  of 
this  kind.  I  wouhl  like  to  ask  if  there  are  any  here  who  have 
arrangements  with  sleamlxfats  or  steam  roads  that  they  will  rc- 
s|M)nd  to  this  topic.  If  there  is  no  one  here,  we  will  pass  to  the 
next  topic,  "  I  r.iffic  Arrangements  wilh  Olher  Interurban  Lines." 

Mr.  Nicholl;     We  have  no  special  traffic  arrangement  wilh  other 


818 


STREET    RAILWAY    REVIEW. 


IVui..  XIII,  No.  10. 


intcrurban  lines.  VVc  arc  running  a  freight  and  express  business 
over  our  own  lines,  but  we  arc  not  turning  it  over  to  other  lines 
except  in  one  case  where  we  turn  it  over  to  a  steamboat  company, 
and  that  is  not  sufficiently  developed  to  be  of  any  value  to  this 
convention.  We  anticipate  in  the  near  future  we  shall  be  compelled 
to  make  arrangements  with  other  interurban  lines  for  the  trans- 
portation of  passengers  as  well  as  freight.  We  have  a  number  of 
contracts  with  other  intcrurban  lines  or  lines  entering  our  city, 
and  possibly  our  form  of  contract  is  a  little  peculiar.  In  fact  I 
do  not  know  of  any  other  company  that  has  precisely  the  same 
form  of  contract  that  we  have  with  other  lines  in  our  city.  To 
begin  with  our  policy  has  been  to  welcome  any  reliable  promoters 
who  were  really  going  to  build  a  road,  to  welcome  tliem  to  our 
city  and  to  the  use  of  our  tracks  under  proper  restrictions.  One 
of  the  restrictions  is  that  we  retain  the  right  to  change  the  crews 
at  the  point  of  junction.  That  is,  although  we  generally  allow 
their  crews  to  come  into  the  city,  at  the  same  time  we  retain  the 
right  to  put  our  own  crews  on  their  cars;  and  the  crews  of  the 
entering  company  have  to  be  under  our  orders  and  under  our 
control.  I  presume  the  main  feature  of  all  these  contracts  is  the 
same  in  that  respect.  But  the  point  as  to  the  compensation  to  be 
paid  to  the  city  road  is  the  respect  in  which  we  arc  peculiar, 
and  that  is  this:  we  require  the  incoming  road,  in  consideration 
that  they  are  allowed  to  do  such  traffic  as  they  wish  on  their 
streets,  to  pay  us  the  gross  earnings  on  that  line.  They  can  pick 
up  passengers  or  drop  them  off  anywhere,  or  do  a  city  business 
on  the  street  on  which  they  come  in,  but  if  the  car  earnings  on 
that  line  arc  twenty  cents  we  require  them  to  pay  us  twenty  cents 
for  the  use  of  track  and  power.  They  supply  their  own  cars  and 
provide  their  own  men  to  run  the  cars  and  indemnify  us  from 
accidents.  This  is  peculiar,  inasmuch  as  I  think  as  a  rule  the 
companies  are  charged  a  fixed  rate  per  car-mile  and  the  expense 
of  running  the  cars  is  divided  and  the  interurban  company  is  re- 
quired to  pay  to  the  city  company  so  much  for  each  passenger  it 
picks  up — about  half  or  a  little  more  or  something  of  the  kind. 
That  is  the  main  diflfcrence  between  the  contracts.  We  not  only  give 
the  incoming  road  the  right  to  use  our  tracks  and  use  our  power  and 
to  do  the  same  business  that  we  do  on  those  streets,  but  we  give 
tliem  the  right  to  transfer.  They  issue  a  transfer  which  is  specially 
designed  or  colored,  upon  which  we  carry  a  passenger  to  any  part 
of  the  city  or  any  other  of  our  s-cent  lines,  and  in  turn  we  agree 
in  some  cases  to  sell  their  tickets,  where  it  can  be  done,  to  some 
resort  point  or  something  of  the  kind,  or  amusement  point.  Of 
course,  we  cannot  carry  a  full  line  of  tickets  for  a  road  extending 
from  Rochester  to  Syracuse  for  all  the  way  stations ;  but  our 
conductors  are  allowed  to  carry,  as  a  rule,  one  set  of  tickets  to 
some  special  point  without  the  city.  Those  tickets  we  sell  and 
we  take  up  their  coupons.  The  transfers  that  they  issue,  the  special 
colored  transfers,  which  we  take  and  which  we  honor  and  the 
coupons  which  we  take  up  of  theirs  are  redeemed  at  one  half  fare. 
We  think  that  is  fair,  because  we  carry  the  passenger  from  some 
point  in  our  line  to  the  center  of  the  city  or  to  the  connecting 
point  with  the  suburban  line,  and  we  charge  2^  cents  for  carrying 
them  there.  ."Vud  when  they  bring  a  passenger  into  the  city  or 
pick  up  a  passenger  in  the  city,  they  issue  one  of  their  own  trans- 
fers and  they  redeem  the  transfer  at  2^  cents.  That  evens  up 
the  matter  of  fares.  It  has  been  suggested  by  some  of  our  friends 
that  our  arrangement  is  a  little  hard  on  some  of  the  interurban 
companies ;  but  when  you  come  to  figure  out  the  privileges  that 
they  are  getting  without  first  cost,  in  obtaining  rights  of  way 
through  the  city,  and  the  value  of  the  franchise,  and  the  amount 
of  fixed  charges  that  we  have  to  pay  on  the  installation  of  the 
property,  and  power,  etc.,  I  think  you  will  find  that  it  is  not  very 
far  out  of  the  way.  We  have  found  it  to  work  very  satisfactorily 
to  the  companies  that  opcralc  in  that  way. 


The  President:     The  next  subject,  and  the  last,  is  the  "Develop- 
ment of  Freight  and  Express  Service,"  by  Mr.  Seixas. 

Freight  Development  by  Interurban  Koads. 


BY.  E.  F.  SEIXAS.  ST.  CATHERINES,  ONT. 


"'I'he  transportation  service  performed  hy  the  railroads  includes 
the  movement  of  freight,  the  carriage  of  passengers,  and  the  trans- 
mission of  mail  and  express  matter.    Each  of  these  services  merits 


careful  consideration.  Whether  viewed  from  the  standpoint  of 
public  benefit,  or  considered  with  regard  to  the  volume  of  business 
done  and  profits  received  by  the  company,  the  transportation  of 
freight  is  the  most  important  service  performed  by  the  railroad. 
Ilie  income  from  the  passenger  business  is  about  one-fifth  of  the 
total  income  and  earnings  of  the  railroads  in  the  United  Stales, 
while  the  receipts  from  the  freight  amount  to  seven-tenths.  More- 
over, the  social  welfare  is  more  dependent  upon  cheap  and  unfet- 
tered movement  of  commodities  than  upon  inexpensive  and  speedy 
means  of  travel.  Now,  however  imixirlant  it  may  be  that  the  rela- 
tively few  people  who  may  at  any  one  time  desire  to  take  a  journey 
should  be  able  to  reach  their  destination  promptly  and  comfortably, 
it  is  of  incalculably  greater  consequence  that  producers  should  be 
able  to  dispose  of  the  commodities  upon  the  sale  of  which  their 
livelihood  depends  and  that  consumers  should  have  the  power  of 
drawing  upon  distant  as  well  as  near  sources  of  supply  for  the 
satisfaction  of  their  wants  and  the  gratification  of  their  desires. 

"The  volume  of  freight  transported  increases  rapidly  with  the 
progress  of  civilization  and  the  diversification  of  men's  wants.  The 
freight  business  is  carried  on  to  enable  men  to  secure  what  they 
want ;  and  the  more  complex  their  demands  the  more  goods  will 
be  produced  and  transported.  The  growing  demand  for  the  freight 
service  has  furnished  a  most  powerful  stimulus  to  inventors  and 
engineers  to  lessen  the  obstacles  to  the  movement  of  commodities 
by  improving  of  tracks,  cars  and  locomotives,  and  making  other 
changes  in  the  railroad  mechanism  whereby  the  costs  of  transporta- 
tion have  been  reduced  to  their  present  small  amount.  Whether 
the  endeavor  of  railroad  companies  to  increase  the  speed  of  their 
passenger  trains  or  their  efforts  to  lessen  the  cost  of  freight  move- 
ment have  been  the  more  potent  incentive  to  mechanical  improve- 
ments, it  would  be  impossible  to  say;  but  the  results  accruing  to 
society  from  these  improvements  have  come  more  largely  from  the 
greater   facilities  for  the  shipment  of  goods." 

So  writes  Prof.  E.  R.  Johnson  in  his  very  excellent  review  of 
.\merican  Railway  Transportation.  So  much  for  our  friends  the 
steam  roads.  The  conditions  that  have  caused  such  signal  success 
in  the  passenger  business  of  interurban  lines  that  depend  on  electric 
energy  for  their  motive  pow'er  are  to  a  great  extent  responsible  for 
the  hearty  greeting  with  which  the  average  shipper,  be  he  merchant 
or  farmer,  hails  the  advent  of  the  trolley,  and  for  the  great  com- 
plaisance with  which  he  views  the  humming,  whizzing  cars  that 
frighten  his  teain  of  colts  and  send  clouds  of  dust  into  his  wife's 
otherwise  immaculate  parlor. 

The  first  condition  that  tells  in  favor  of  the  interurban  line  is  the 
frequent  service  and  the  frequent  stopping  places.  The  second  is 
that  the  interurban  line  is  more  or  less  of  a  local  affair,  and  for 
that  reason  is  more  intimately  cognizant  of  local  necessities.  In 
the  battle  between  the  piston  rod  and  the  trolley  pole  passenger 
rates  have  suffered  to  a  more  or  less  extent,  while  freight  rates 
have  pretty  generally  remained  where  they  were.  The  interurban 
lines  have  not  found  it  necessary  to  inaugurate  a  rate  war  to  get 
freight  business  from  the  steam  roads,  for  they  receive  and  are 
justly  entitled  to  their  proportion  of  the  business  on  account  of  the 
increased  facilities. 

The  present  Niagara,  St.  Catherines  &  Toronto  Railway  was 
originally  a  steam  road,  constructed  in  I.S86,  and  changed  to  elec- 
tricity in  1899  and  igoo,  the  first  electric  car  running  July  19,  1900, 
from  Niagara  Falls,  Ontario,  to  St.  Catherines.  Prior  to  the  change 
in  igoo  the  road  had  through  poor  management  and  consequent  poor 
patronage  fallen  into  the  hands  of  a  receiver,  and  was  sold  by  the 
courts  under  the  hammer,  the  present  stockholders  purchasing  and 
converting  it  into  an  electric  line,  afterward  extending  the  line  to 
Port  Dalhousie,  and  establishing  communication  with  Toronto  by 
steamers,  which  are  also  owned  and  operated  by  the  company.  A 
track  connection  had  by  the  original  company  been  arranged  with 
the  Michigan  Central  Railroad  Co.  at  Niagara  Falls,  Ontario,  which 
has  been  since  maintained,  and  which  affords  free  interchange  of 
cars  to  and  from  all  points  in  Canada  and  the  United  States,  thus 
forming  a  line  in  competition  with  the  Grand  Trunk  Railway  sys- 
tem in  the  territory  covered  by  the  line  and  its  steamers,  for  which 
purpose  the  original  line  was  intended.  The  gross  annual  freight 
earnings  of  the  line  prior  to  1900,  or  during  the  operation  by  steam, 
was  less  than  $20,000,  and  the  freight  handled  was  confined  to  low 
classes  of  carloads,  such  as  coal,  this  being  in  fact  the  principal 
traffic  handled.  \'ery  little  attention  was  paid  to  the  higher  class 
traffic,  such  as  package  merchandise,  and  it  was  not  until  1901  that 


Oct.  jo,  1903.] 


STREET    RAILWAY    REVIEW. 


819 


any  marked  increase  was  shown.  This  upward  tendency  was  caused 
by  an  energetic  and  persistent  endeavor  on  the  part  of  the  manage- 
ment to  increase  the  development  of  the  faLilities  which  were  prac- 
tically dormant,  in  taking  care  of  higher  class  traffic  and  leaving 
low  class  to  itself.  The  methods  cf  handling  had  to  be  improved, 
system  organized,  and  particular  attention  paid  to  the  dispatch  of 
business  taken  hold  of.  There  was  no  attempt  made  to  reduce  rates, 
the  traffic  being  carried  on  exactly  the  same  conditions  as  steam 
lines  under  all  circumstances.  It  was  found  that  accommodation  to 
patrons  had  a  great  deal  more  effect  than  any  benefits  derived  from 
useless  rate-cutting  could  afford.  Cars  are  placed  at  convenient 
points  for  shippers  to  load,  they  are  picked  up  at  convenient  hours, 
and  shipping  receipts  are  given  at  the  counters  of  the  business 
firms  by  a  responsible  man  who  has  the  freight  train  in  charge,  thus 
saving  the  customer  the  trouble  and  time  of  going  to  the  railway 
station  to  make  shipments.  .Ml  this  tended  to  increase  popularity 
and  consequently,  by  increased  shipments,  revenue,  until  for  the 
year  ending  Aug.  31.  1903.  we  are  able  to  show  an  earning  of  120 
per  cent  greater  than  in  igoo,  and  an  operating  expense  of  52  per 
cent,  as  against  a  previous  loss.  The  package  freight  must  stay 
with  the  electric  roads,  as  their  methods  will,  if  properly  organized, 
hold  it  against  steam  roads,  unless  congestion  is  allowed,  when  the 
great  advantage  of  quick  handling  will  be  lost.  The  handling  of 
low  class  freight  involves  the  expense  of  terminal  facilities,  which 
in  large  cities  is  practically  prohibitory,  and  unless  there  is  assured 
enough  freight  to  keep  a  regular  competitive  service  against  steam 
fully  alive,  it  is  better  that  electric  roads  confine  their  business  to 
the  higher  classes  of  package  merchandise.  With  us  it  is  found 
also  that  switching  service  is  a  source  of  revenue  which  if  facilities 
are  available  is  remunerative,  we  having  arrangements  to  switch 
loaded  cars  to  and  from  the  Grand  Trunk  Railway,  our  competitor, 
and  industries  located  on  our  tracks.  This  service  is  easily  per- 
formed, and  at  a  very  little  expense,  the  distance  usually  being 
short  and  quickly  handled,  and  it  pays  because  ordinary  power  is 
employed  at  times  when  we  can  afford  it  without  detriment  to  our 
other  interests.  There  is,  in  our  opinion,  ample  revenue  in  the 
development  of  freight  service  for  iittcrurban  lines  provided  as 
above  that  low  class  traffic  is  not  sought  after  too  closely  and  only 
taken  care  of  when  it  involves  the  higher  classes.  No  freight  can 
l)e  handled  at  a  profit  that  pays  less  than  i  cent  per  ton  per  mile, 
and  even  at  that  figure  there  is  not  enough  revenue  to  warrant  short 
haul  lines  .seeking  it.  To  sum  up,  all  that  is  necessary  to  make 
electric  lines  a  factor  in  freight  traffic  is  seeking  high  class  freight, 
quick  handling,  and  promptly  attending  tr-  customers'  requests,  to 
secure  success. 

Wc  have  found  that  working  arrangements  cannot  well  be  based 
upon  a  mileage  pro  rate  unless  a  constructive  mileage  is  allowed  the 
smaller  line,  and  it  is  not  practicable  to  do  this  in  our  case  (although 
conditions  with  other  lines  may  be  different  and  groupings  may  be 
obtained  from  connecting  lines  affording  a  pro  rate)  because  we  are 
a  lake  and  rail  line,  peculiarly  situated,  breaking  bulk,  and  our  con- 
nections do  not  favor  percentage  arrangements.  We  therefore  have 
worked  almost  our  entire  traffic  on  an  arbitrary  basis,  receiving  as 
our  proportion  on  classes  one  to  six  under  the  official  freight  classi- 
fication the  following   figures,   viz. : 

Class    I  2  3  4  5  6 

Cents    8  7  6  5  4  .2'/2 

per  hundred  pounds  for  our  haul,  whether  long  or  short,  and  not 
participating  in  any  reductions  made  by  connections  due  to  com- 
petition from  various  causes.  We  therefore  submit  that  interurban 
lines  arc  in  a  letter  position  on  an  arbitrary  basis  than  percentage, 
although  the  disadvantages  of  having  no  voice  in  rate  making  with- 
out consent  is  apparent  by  reason  of  non-participation  in  the  reduc- 
tion of  rate  asked,  but  this  is  only  a  matter  of  corresiKjndence,  wc 
find,  and  is  generally  acceded  to  readily  by  conncclioivs  upon  rep- 
resentation of  the  facts.  The  classes  shown  al)Ovc  do  not  cover  the 
low  cla.ss  or  commodity  traffic  which  I  have  alluded  to  in  the  first 
part  of  this  paper,  which  arc  carried  only  by  special  arrangement 
l»ctwcen  lines  interested  and  generally  calls  upon  the  short  line  to 
reduce  their  earnings  to  merely  what  it  costs  to  handle,  hence  the 
a>i!icrlion  that  it  is  l)ellcr  to  leave  it  alone  except  where  it  may 
carry  other  higher  traffic  with  it,  when  it  cannot  profitably  \k  turned 
down  because  the  manufactured  product  might  Ik?  lost,  and  as  this 
i*  high  ciaH  it  is  profitable.  We  unforlimatcly  had  to  take  hob! 
of  an  existing  line,  with  its  rales  and  obligations  fixed,  and  were 


unable  to  alter  the  existing  divisions  of  rates,  although  we  have 
from  time  to  time  endeavored  to  do  so.  Initial  errors  are  costly, 
and  upon  interchange  being  arranged  care  should  be  taken  to  have 
all  traflic  arrangements  thoroughly  arranged  by  competent  men, 
fully  conversant  with  such  subjects.  The  earnings  per  ton  per  mile 
should  be  fixed  as  high  as  possible,  and  never  allowed  to  be  less 
than  what  steam  lines  earn.  Short  mileage  allows  fair  revenue,  such 
as  our  earnings  being  not  less  than  25  per  cent  minimum  of 
through  rates,  and  upon  extension  of  line  minimunis  could  be  in- 
creased correspondingly.  Conditions  of  traffic  in  Canada  differ, 
however,  from  those  in  the  United  States  in  many  respects.  For 
instance,  we  have  in  large  centers  cartage  to  perform  which  is 
forced  upon  us  by  an  old  existing  arrangement  made  by  the  Grand 
Trunk  Railway  when  it  was  practically  the  only  line  in  Canada, 
and  which  was  inaugurated  by  it  to  take  care  of  friends.  This  is  a 
burden,  because  the  expense  is  not  covered  by  extra  clvirge  made 
alx>ve  freight  rates,  part  being  absorbed  in  the  rate.  Another 
factor  of  expense  in  handling  is  the  freight  car  equipment,  which 
costs  interurban  lines  a  per  diem  rate  of  twenty  cents  for  every 
calenilar  day  if  foreign  lines  permit  the  use  of  car.s.  No  line  should 
be  dependent  upon  equipment  belonging  to  others,  nor  should  they 
undertake  to  do  more  than  deliver  on  cars  at  convenient  points, 
unless  the  circumstances  are  very  exceptional,  as  every  transfer  or 
mo\ement  necessarily  costs  money  and  increases  the  operating 
expenses  materially.  Rates  should  be  maintained,  and  although 
steam  roads  are  liable  to  cut  with  a  view  of  forcing  the  business 
from  electric  roads,  the  public  soon  find  that  the  competitor  is 
being  neighborly  enough  to  try  such  tactics  to  force  the  electric 
road  out  of  business  and  then  put  up  its  rates  with  all  the  old 
disadvantages  of  slow  time  and  poor  service,  that  they  will  not 
patronize  the  line  adopting  such  practice.  Another  commanding 
advantage  to  interurban  lines  is  that  their  business,  is  done  on  main 
roads  in  a  number  of  cases  where  there  are  no  terminal  expenses, 
unless  they  endeavor  to  enter  into  active  competition  with  steam 
lines,  when  terminals  must  be  provided. 

The  handling  of  fruit  is  an  important  item  in  our  season's  busi- 
ness, Toronto  being  the  central  market.  To  handle  our  heavy 
freight  traffic  with  the  quickest  dispatch  at  a  minimum  cost  has 
brought  us  to  a  point  of  efficiency  whereby  we  find  it  necessary  to 
allow  our  lx)ats  only  thirty  minutes  at  terminal  points  to  load  and 
unload  from  five  to  seven  carloads  of  freight.  To  meet  the  re- 
quirements of  our  traffic  wc  built  a  number  of  four-wheeled  plat- 
form trucks,  the  platform  of  which  is  similar  to  express  trucks 
seen  on  steam  lines,  and  capable  of  carrying  two  tons.  On  these 
we  load  all  merchandise  and  package  freight,  ready  to  run  aboard 
the  boat  on  her  arrival.  The  freight  she  brings  in  is  run  from 
the  forward  gangway,  and  the  freight  for  her  is  run  in  the  after 
gangway.  To  handle  our  fruit  traflic  with  dispatch  we  have  erected 
at  points  along  the  line  fruit  platforms,  on  which  wc  keep  a  supply 
of  these  trucks.  The  farmer  drives  to  this  platform,  loads  his  fruit 
on  the  trucks,  and  this  is  picked  up  by  our  fruit  train,  which  con- 
sists of  flat  cars  the  same  height  as  the  platforms,  and  are  run  to 
make  connections  with  each  boat.  This  train  is  manned  with  three 
men  who  run  the  loaded  trucks  from  the  platform  on  the  cars.  .\t 
Port  Dalhousie  they  are  run  directly  from  the  cars  on  the  l:o:ii. 
This  prevents  handling,  which  is  very  damaging  to  the  fruit,  and 
also  permits  the  fruit  grower  lo  use  a  cheaper  grade  of  baskets, 
thereby  effecting  a  great  saving  for  him. 

On  the  whole,  therefore,  freight  business  of  iiUerurli.ui  lines  will 
pay  if  confined  to  the  higher  class  of  traflic  and  parlicul.ir  atkn- 
tion  is  paid  to  <lispatch  and  accommodation  to  the  public. 


The  President:  I  was  to  appoint  a  connnitlec  of  three  to  ad 
with  the  national  underwriters  and  the  ElectrijC  Light  Association. 
I  will  appoint  Messrs.  S.  R.  Storcr  of  Syracuse,  W.  K.  Rockwell, 
and  R.  K.  Danforth,  as  such  connnittee. 

Mr.  Connetle  of  the  Connnitlec  on  Rules  I  understand  will  rc'|)ort. 

Kcport  of  Coiiiiiiittce  on  Kiilcs, 


Mr.  Connetle:  This  Association  adopted  the  report  which  was 
sidimilted  al  the  last  meeting  of  Ihis  Association  at  Lake  George. 
.Since  that  lime  the  Standard  Rules  Coinniiilc  c  nf  ihi-  .American 
.Street  Railway  Association  has  subniilln!  a  n|irirl  ,il  lis  meeting 
in  .Saratoga  last   monlli.  and  tln'  rrpMrl    In  a   l:irgc  exicnl    was  .iboul 


820 


STREET    RAILWAY    REVIEW. 


(Vol..  XllI,  No.  10. 


the  same  as  was  adopted  by  this  Association,  so  far  as  the  rules 
governing  molormcn  and  conductors  arc  concerned.  There  were 
some  minor  changes  made  by  that  committee,  but  they  were  not 
essential.  The  committee  of  this  New  York  State  Association  be- 
lieve that  it  is  a  good  idea  to  recommend  to  thi}  Association  to 
adopt  the  report  that  was  adopted  hy  the  National  Association, 
because  it  differed  but  very  little  from  the  one  which  is  already  in 
vogue.  The  committee  would  make  that  recommendation.  Now 
as  to  rules  governing  interurban  service,  it  was  deemed  by  the  A.  S. 
R.  A.,  we  believe,  that  action  upon  it  should  be  deferred.  How- 
ever, it  will  be  submitted  here,  but  we  suggest  that  action  be 
deferred  until  the  State  Board  of  Railroad  Commissioners  can 
have  an  opportunity  to  examine  it  and  pass  upon  it.  We  would 
recommend,  therefore,  that  the  Association  adopt  the  report  so 
far  as  the  rules  governing  conductors  and  mntormen  are  con- 
cerned, and  that  the  recommendations  governing  interurban  service 
be  postponed — tliat  is,  that  action  upon  that  portion  of  it  be  post- 
poned until  the  State  Board  of  Railroad  Commissioners  can  have 
a  chance  to  examine  it  and  pass  upon  it,  and  that  the  committee 
make  its  final  report  on  the  interurban  service  rules  at  the  next 
meeting. 

Mr.  Allen ;  I  move  that  the  report  of  the  Committee  on  Rules 
be  accepted,  and  that  the  committee  Ix;  contimied  for  another  year. 
Carried. 

The  nomination  committee  reported  as  follows : 

For  President,  G.  Tracy  Rogers,  of  Binghamton,  K.  Y. 

For  First  Vice-president,  E.  G.  Connette,  of  Syracuse,  N.  Y. 

For  Second  Vice-president,  .<\ddison  B.  Colvin,  of  Glens  Falls, 
N.  Y. 

For  Secretary  and  Treasurer,  \\'.  W.  Cole,  of  Elmira. 

For  Members  of  the  Executive  Committee,  C.  Loomis  Allen,  of 
Utica,  B.  B.  Nostrand,  jr.,  of  Peekskill,  and  W.  H.  Pouch,  of 
Newburg. 

President  Rogers  then  addressed  the  convention  declining  the  re- 
election as  president  and  stating  that  while  he  greatly  valued  the 
acquaintance  and  friends  he  had  made  during  the  nine  years  he 
had  served  as  president  of  the  Street  Railway  Association  of  the 
State  of  New  Ycrk,  as  well  as  the  cordial  relations  which  had 
always  existed  between  him  and  the  other  members  oi  the  executive 
committee  of  the  Association,  he  felt  that  his  personal  interests 
required  that  he  devote  some  of  the  time  which,  in  recent  years, 
had  been  given  to  the  Association  to  looking  after  his  own  affairs. 

Mr.  W.  Caryl  Ely  addressed  the  convention  to  move  that  Mr. 
Rogers'  declination  to  be  a  candidate  for  president  be  accepted 
and  took  the  occasion  to  pay  a  hearty  tribute  to  Mr.  Rogers  and 
the  work  he  had  done  for  the  Association,  speaking  of  the  high 
standard  which  the  Association  had  reached,  a  result  which  he 
considered  to  be  largely  due  to  the  efforts  of  Mr.  Rogers.  In  mak- 
ing this  motion  Mr.  Ely  stated  that  he  knew  from  personal  con- 
versation that  Mr.  Rogers  felt  that  he  should  be  released  from  the 
arduous  duties  which  the  presidency  of  the  .Association  imposed 
upon  him. 

This  motion  having  been  carried,  Mr.  Ely  nominated  for  the  presi- 
dency Mr.  E.  G.  Connette,  of  Syracuse. 

Mr.  Connette  stated  that  he  appreciated  the  honor  it  was  pro- 
posed to  confer  upon  him,  but  did  not  feel  that  he  could,  under 
present  conditions,  accept  the  office  and  if  necessary  would  have  to 
decline  the  nomination. 

On  motion  the  secretary  was  authorized  to  cast  the  ballot  of  the 
.Association  for  Mr.  Connette  as  president,  which  was  accordingly 
done.    The  other  offices  were  filled  as  follows : 

First  Vice-President,  A.  B.  Colvin,  of  Glens  Falls.  N.  \'. 

Second  Vice-President,  John  L.  Hcins,  of  the  Coney  Island  & 
Brooklyn  Rapid  Transit  Co. 

Secretary  and  Treasurer,  W.  W.  Cole  of  Elmira. 

Members  of  the  Executive  Committee :  C.  Loomis  Allen,  of  Utica, 
B.  B.  Nostrand,  jr.,  of  Peekskill,  W.  H.  Pouch,  of  Newburg. 

Mr.  J.  P.  E.  Clark,  of  Binghamton,  moved  that  the  thanks  of  the 
Association  be  extended  to  each  member  of  the  several  committees, 
to  the  press  of  Syracuse  and  the  city  officials,  all  of  whom  had  done 
so  much  to  make  the  Twenty-first  Convention  of  the  .Association 
so  agreeable  and  so  successful.  This  motion  was  unanimously 
carried. 

Mr.  Ely  stated  that  for  several  years  past  the  Association  had 
had  as  secretary  and  treasurer  Mr.  Robinson,  who  was  one  of  the 


ablest  street  railway  lawyers  of  the  speaker's  acquaintance,  and  that 
he  desired  at  the  proper  time  to  move  the  appointment  of  a  com- 
mittee to  provide  resolutions  expressing  the  appreciation  of  the 
Association  for  the  work  of  Mr.  Robinson.  Mr.  Clark  moved  that 
this  committee  1m:  composed  of  Messrs.  Ely,  Cole  and  Allen,  and 
the  motion  was  carried  unanimously.  On  the  motion  of  Mr.  Clark 
the  convention  then  went  into  executive  session,  at  the  close  of 
which  it  was  announced  that  Jtica  had  been  chosen  as  the  next 
meeting  place. 


Entertainments  at  the  Syracuse  Convention. 

Never  has  the  New  York  State  Association  been  more  royally 
entertained  than  it  was  during  the  two  days'  meeting  at  Syracuse. 

The  local  committee  of  which  Mr.  E.  G.  Connette  was  chairman 
had  prepared  an  unusually  pleasing  program  of  trips,  excursions 
and  entertainment,  and  each  member  of  the  general  committee  and 
of  the  several  sub-committees  seemed  to  feel  a  personal  responsi- 
bility in  the  matter  of  making  every  visitor  feel  at  home  in  Syra- 
cuse. The  members  of  the  local  ladies'  committee  especially  earned 
the  thanks  of  the  members  and  guests  for  the  cordial  reception  and 
attention  extended  to  the  .Association  members,  guests  and  ladies. 
All  of  the  electric  railway  companies  entering  Syracuse  united  in 
entertaining  the  convention,  those  including  the  Syracuse  Rapid 
Transit  Co.,  the  Syracuse,  Lakeside  &  Baldvvinsville  Railway  Co., 
the  Syracuse  &  Suburban  Railroad  Co.  and  the  .Auburn  &  Syra- 
cuse Electric  Railway  Co.  The  convention  badge  was  honored  for 
transportation  on  the  lines  of  all  of  these  companies  during  the 
meeting. 

At  10 .30  on  Tuesday  morning  a  committee  of  ladies  met  the  vis- 
iting ladies  in  the  parlors  of  the  Yates  Hotel  and  accompanied  them 
on  a  trolley  ride  in  the  parlor  car  "Syracuse"  over  the  lines  of  the 
Syracuse  Rapid  Transit  Railway  Co.,  visiting  points  of  interest. 
The  ladies  were  then  taken  to  Onondaga  Valley,  where  luncheon 
was  served. 

In  the  afternoon  the  ladies  were  given  a  tally-ho  ride  to  Onon- 
daga Indian  Reservation  and  Green  Lake  Park. 

The  annual  dinner  was  held  Tuesday  evening  at  the  Yates  Hotel. 
The  following  toasts  were  spoken  to ;  Introduction,  G.  Tracy 
Rogers ;  toastmaster,  Charles  L.  Stone ;  "The  City  of  Syracuse," 
Hon.  Jay  B.  Kline,  mayor  of  Syracuse;  "The  State  of  New  York," 
Hon.  Frank  Hiscock,  former  United  States  Senator;  "Electric 
Railways  and  Their  Future,"  H.  H.  Vreeland,  of  New  Y'ork  City; 
"Useful  Workers,"  Hon.  Peter  B.  McLennan,  Justice  of  the  Su- 
preme Court  .Appellate  Division ;  "My  Paradoxical  Relations — 
Legislation  vs.  Street  Railways,"  Hon.  John  T.  Smith,  Fishkill, 
N.  Y. ;  "New  York  State  Commerce."  W.  Caryl  Ely,  of  Buffalo ; 
"The  Ladies,"  J.  M.  Wakeman,  of  New  York  City ;  "The  Supply- 
man,"  E.  J.  Lawless,  of  New  Y'ork  City. 

On  Wednesday  morning  the  ladies  were  given  a  trolley  ride  in 
special  cars  to  Edwards'  Falls  over  the  line  of  the  Syracuse  &  Su- 
burban Railroad  Co. 

Wednesday  afternoon  the  ladies,  delegates  and  guests  partici- 
pated in  a  trip  to  Skaneateles  on  special  cars  over  the  line  of  the 
Auburn  &  Syracuse  Electric  Railway  Co.,  a  very  picturesque  and 
beautiful  ride.  On  arrival  at  Skaneateles  the  party  was  taken  on 
the  steamboat  "City  of  Syracuse"  for  a  trip  up  and  down  Skaneat- 
eles Lake,  one  of  the  most  beautiful  lakes  in  central  New  York. 

Immediately  on  arrival  at  Syracuse  after  the  return  trip  the 
party  was  met  by  special  cars  and  taken  over  the  line  of  the  Syra- 
cuse, Lakeside  &  Baldwinsville  R.  R.  to  Long  Branch,  where 
luncheon  was  served,  after  which  music,  dancing  and  bowling 
were  enjoyed   at  the  Long   Branch   Pavilion. 

.About  250  members,  guests,  ladies  and  visitors  were  in  at- 
tendance during  the  convention. 

*—¥■ 

Exhibitors  and  Supply  Men  Present  at  the  New 
York  State  Convention. 


The  National  Electric  Co.  exhibited  a  working  model  of  the 
Christensen  air  brake.  The  company  was  represented  by  H.  N. 
Ransom  and  Robert  Long,  of  Cleveland,  and  J.  Cunningham,  of 
New  York. 

R.  W.  Conant.  of  Cambridge,  Mass.,  exhibited  the  Conant  bond 
tester. 


Oct.  2o,   1903.] 


STREET  RAILWAY  REVIEW. 


821 


The  O.  M.  Edwards  Co.,  of  Syracuse,  exhibited  the  Edwards 
automatic  car  windows,  Edwards  vestibule  steps  and  a  new  dis- 
appearing window  for  convertible  cars.  The  company  was  repre- 
sented by  O.  M.  Edwards,  J.  E.  Simmons  and  G.  G.  Norris. 

The  exhibit  of  the  Consolidated  Car  Heating  Co,  of  Albany, 
comprised  parlor  car  heaters,  "subway"  heaters,  cross-seat  and 
other  heaters.  The  exhibit  was  in  charge  of  C.  S.  Hawley  and 
S.  B.  Keys. 

One  of  the  largest  exhibits  was  that  of  the  Croiise-Hinds  Electric 
Co.,  of  Syracuse,  which  showed  a  new  combination  arc  and  in- 
candescent headlight  which  has  just  been  placed  upon  the  market. 
This  headlight  is  intended  for  interurban  cars  and  is  designed  so 
that  within  city  limits  the  arc  light  may  be  cut  out  and  the  incan- 
descent used  instead.  The  well-known  Syracuse  changeable  head- 
light was  also  among  the  specialties  shown. 

The  Continuous  Rail  Joint  Co.  of  America  was  represented  by 
B.  M.  Barr,  who  exhibited  samples  of  the  continuous  rail  joint  for 
which  this  company  is   favorably  known. 

The  Curtain  Supply  Co.,  of  Chicago,  exhibited  a  line  of  car  cur- 
tains, fixtures  and  materials  under  the  direction  of  .\.  L.  Whipple, 
the  New  York  manager. 

An  exhibit  which  attracted  considerable  attention  was  that  of 
the  Cornell  Manufacturing  Co.,  of  Syracuse,  which  is  placing  a  new 
automatic  trolley  switch  upon  the  market.  The  company's  inter- 
ests were  in  charge  of  C.  P.  Cornell.  C.  B.  Forgliam,  Dr.  F.  E. 
Easton  and  John   S.  Burdick. 

The  Bemis  Car  Truck  Co.  showed  a  model  of  its  new  double 
truck  No.  45,  the  company  being  represented  by  E.  McKerman. 

The  Ohio  Brass  Co.,  of  Mansfield,  O.,  had  a  large  exhibit  of 
overhead  material  in  charge  of  H.  M.  Garland,  New  York  agent. 

The  Dearborn  Drug  &  Chemical  Works,  of  Chicago,  made  an 
interesting  exhibit  of  several  of  its  specialties.  William  B.  Mc- 
N'icker.  second  vice  president  and  eastern  manager,  had  charge 
of  the  exhibit  and  was  assisted  by  H.  L.  Chambers,  of  Buffalo. 

The  .■\nierican  .\utomatic  Switch  Co..  of  New  York,  showed  a 
working  model  of  its  devict.  which  was  explained  by  H.  N.  Powers. 

W.  A.  Dutton,  of  the  Van  Dorn  &  Duttou  Co.,  of  Cleveland. 
was  among  those  present. 

The  Columbia  Machine  Works.  Brooklyn,  was  represented  by 
\V.  R.  Kcrschner. 

The  representatives  of  the  American  Brake  Shoe  &  Foundry 
Co.  who  were  in  attendance  are  H.  S.  Bradfield  and  Louis  Seibold. 

T.  W.  Meachem,  T.  G.  Meachem  and  A.  C.  Vosburgh  were  very 
active  in  the  interests  of  the  New  Process  Raw  Hide  Co.,  of 
Syracuse. 

H.  C.  Evans,  of  the  Lorain  Steel  Co.,  was  in  attendance  in  Uie 
interest  of  his  company. 

The  John  Stephenson  Co's.  interest  i  were  well  cared  for  by  its 
general  sales  agent,  Edward  Lawless. 

John  High,  general  sales  agent  of  the  Pantasote  Co.,  was  kept 
busy    greeting   friends    and    booking   orders. 

Daniel  M.  Brady,  president  of  the  Brady  Brass  Co.,  of  Jersey 
City,  was  an  interested  visitor. 

The  Peckham  Manufacturing  Co.  was  represented  by  E.  G. 
Long. 

James   Perry  represented   the   H.   W.  Johns-Manville   Co. 

The  Ohmer  Fare  Register  Co.,  of  Dayton,  O.,  was  represented  by 
J.  H.  Sledman,  secretary,  and  C.  W.  Kctteman. 

C.  D.  Porterfield,  of  New  York,  looked  after  the  interests  of  the 
.■\tlas  Railway  Supply  Co. 

National  Car  Wheel  Co.  representatives  in  attendance  were  E.  H. 
Chapman,  eastern   sales  agent,  and   Charles   L.   Jackson. 

The  Sherwin-Williams  Co.  was  represented  by  F.  A.  Elmquist,  of 
Cleveland. 

The  Taylor  Truck  Co.,  of  Troy,  was  represented  by  Frank  M 
.N'icholl,   general   sales   agent. 

The  J  G.  Brill  Co.  was  represented  by  George  Haskell. 

Edward  P.  .Sharp  was  present  representing  the  Tyumen  Bearing 
Co.,  of  Buffalo, 

Arthur  R.  John-ton  represented  Clarence  Brfjoks  &  Co. 

Representatives  of  the  Westinghousc  Traction  Brake  Co.  who 
were  in  attendance  are  J.  R.  Ellicott,  C.  R.  F.llicolt,  Frederick  V. 
Green  and  George  E.   Baker. 

The  John  A.  Roebling  .Sons  Cn  w.is  niirrsiiilcd  by  M  R  Cnck- 
Icy  and  G.  W.  Swan. 


The  Westinghouse  Electric  &  Manufacturing  Co.  was  well  rep- 
resented by  Paul  T.  Brady,  S.  B.  Storer,  George  W.  Pulver,  F.  B. 
"Erwin  and  J.  D.   Mickle. 

J.  C.  Calisch,  Gibson  Carey,  Harry  Grier,  A.  D.  Babson,  J.  J. 
Mahony,  H.  H.  Crowell  and  J.  G.  Barry  were  present  in  the  in- 
terests of  the  Geneva  Electric  Co. 

Berry  Bros.,  the  well-known  varnish  manufacturers,  were  rep- 
resented by  F.  B.  .'\rchibald. 

The  Weber  Railw.iy  Joint  Manufacturing  Co.  was  represented  by 
James  Barr. 

Bertram  Berry   represented  the  Heywood  Bros.   &  Wakefield  Co. 

n.  W.  Plielan.  of  New  York  City,  dealer  in  poles  and  ties,  was 
in  attendance,  also. 


Regulating  New.sboys. 

Under  date  of  September  iSth,  Mr.  John  Murphy,  general  super- 
intendent of  the  Pittsburg  Railways  Co.,  issued  general  order  No. 
89  which  reads  as  follows : 
"To  All   Motormen  and  Conductors : 

"On  and  after  September  21st  you  will  not  allow  any  person  to 
lx)ard  your  car  for  the  purpose  of  selling  newspapers  within  the 
limits  of  the  cities  of  Pittsburg  or  Allegheny,  unless  he  wear  a 
cap  as  shown  in  photograph  attached.     The  cap  is  made  of  black 


RIOGULATION   C.W    l>'OR    NKWSBOYS. 

Icallier,  with  gold  letters  sewn  in  the  band,  and  is,  after  above  date, 
the  only  badge  of  authority  recognized  by  this  company  for  the 
newspaper  privilege  on  its  cars  in  the  limits  mentioned. 

"This  cap  cntilles  the  wearer  to  board  cars  only  for  the  purpose 
of  selling  newspapers,  and  to  remain  on  car  only  long  enough  to 
supply  the  waiUs  of  passengers;  it  does  not  allow  wearer  to  ride 
free   from    point    to  point   at   any   time,   except   as   stated." 

The  accompanying  illustration  shows  a  view  of  the  cap  referred 
to  in  the  article. 

This  action  on  the  part  of  the  Pitlslnng  Railways  Co.  will,  we 
believe,  prove  to  be  most  effective  in  protecting  the  company  against 
damage  claims  arising  from  accidents  to  boys  on  the  cars. 


(ireen  Bay-Kaukauna  Intcrurhan  Line. 

The  Kno.x  Construction  Co.,  which  was  incorporated  to  build 
an  electric  interurban  line  between  Green  Hay  and  Kaukauna,  Wis., 
by  way  of  De  Perc,  will  build  its  power  house  and  car  barn  at 
Green  Bay  on  property  owned  by  the  Fox  River  Electric  Railway 
&  Power  Co.,  and  on  adjoining  property  which  it  recently  pur- 
chased. The  power  house  will  be  yo  x  I.S.S  ft.,  with  a  lo-ft.  basement. 
It  will  be  equipped  with  two  Corliss  engines  and  two  Westinghouse 
a.  c.  generators.  At  Wrightslnwn  tliere  will  be  a  one-story  sub- 
station, 35  X4S   ft. 

Hie  car  barn  will  Iw  Go  x  200  ft.,  and  will  \x  located  66  ft.  from 
I  he  power  house.  Track  construction  has  begun  and  it  is  expected 
Ihat  the  line  will  be  in  operation  by  next  spring. 


The  Brooklyn  Rapid  Transit  Co.  has  been  experimenting  willi 
cliMlric  lime  clocks  at  terminals  and  crnssiugs  to  clieck  the  actual 
running  time  of  cars,  with  a  view  of  making  it  a  permanent  feature 
of  the  operating  department   if  its  value  is  sufllclcntly  proven. 


822 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.   lO. 


Patent  for  Jointing  and  Supporting  Tram  Kails. 

Wc  have  been  favored  with  the  accompanying  drawings  and 
description  of  a  new  method  for  jointing  and  supporting  tram 
rails,  the  invention  of  Mr.  W.  C.  Sample  and  Mr.  W.  R.  Binncy, 
momliiTS  of  the  city  surveyor's  staff  of  ShefHeld,  Eng.  These 
gentlemen  have  laid  out  many  of  the  tram  routes  in  Sheffield.  Mr. 
Sample  writes  that  there  has  been  a  long  recognized  want  in  Eng- 
land for  some  reliable  method  of  jointing  electric  railway  rails,  and 
the  inventors  arc  hopeful  thai  their  patent  will  in  some  measure 
tend  to  solve  the  existing  difficulty. 

The  patent  consists  of  a  transverse  girder  passing  between  and 
under  the  tram  rails,  carrying  two  plates.  The  plates  in  turn  sup- 
port and  are  secured  to  the  tram  rails  at  the  joints  and  also  at  the 
center  of  the  rails,  which  ni.ay  be  of  any  length  and  laid  to  any 
gage.  The  plates  on  the  transverse  girder  will  be  bolted  or  riveted 
thereto  at  the  points  marked  G  on  plan,  and  will  be  so  fi.\ed  before 
arrival  on  the  site  of  the  works.  The  necessary  bolt  or  rivet  holes 
will  be  drilled  or  punched  in  the  plates,  girders  and  tram  rails  in 
their  correct  positions  at  the  works,  so  that  tlic  drilling  of  further 
holes  on  the  site  of  the  work  will  be  rendered  unnecessary.  In 
double  junctions  and  on  curves  where  the  joints  of  the  tram  rails  do 


Stopping  at  the  Near  (Crossing. 

Kduor  "Review": 

1  have  just  received  your  valuable  paper  and  read  the  discussion 
report  of  the  A.  S.  R.  A.  Committee  on  Rules.  I  find  ("Daily 
Review",  page  704)  Rule  24  provides  for  stopping  on  the  far  side 
of  the  street  crossing.  Mr.  Beggs  in  his  remarks  ("Review",  page 
754)  stated  that  some  cities  were  requiring  street  cars  to  stop  on 
the  near  side  of  the  street.  I  am  employed  as  a  conductor  on  one 
of  Youngstown's  most  prosperous  and  best  managed  electric  roads 
and  I  highly  endorse  Mr.  Beggs'  view  as  to  cars  stopping  on  near 
crossing.  First,  it  saves  the  various  companies  thousands  of  dollars 
in  damage  suits,  Ijccause  with  a  woman  passenger  it  is  ten  to  one 
that  in  alighting  she  steps  oflf  backward.  This  is  because  the  car 
has  crossed  the  street  to  which  she  wishes  to  go.  She  naturally 
looks  back  to  the  street  to  which  she  wants  to  go,  and  even  when 
the  car  makes  its  final  stop,  a  passenger  getting  off  backwards  is 
apt  to  fall.  If  the  car  stops  on  near  side  of  the  street  crossing  this 
passenger  will  look  forward  towards  the  street  and  will  get  off  all 
right.  Again,  the  motorman  by  stopping  on  near  side,  will  make  his 
stop  so  the  car  will  clear  the  cross  walk.  Stopping  on  the  near  side 
would  relieve  the  companies  of  many  complaints  against  them  Jor 


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PI^ANS    AND    SECTIONS    OF    DEVICE     FOR    SXj'PPORTING    AND  JOINTING    TRAM   RAILS. 


not  come  opposite  one  another  the  transverse  girders  can,  if  neces- 
sary, be  shortened  as  shown  at  H  on  the  plan.  Cases  will  occur  in 
which  the  plates  to  carry  points  and  rails  will  vary  in  shape  and 
size,  and  in  which  the  transverse  girder  will  have  to  carry  more 
than  two  plates  and  rails  as  shown  at  J  on  plan,  but  the  patent  will 
be  equally  applicable  to  these  and  similar  cases. 

It  is  claimed  by  the  patentees  that  the  adoption  of  this  method 
will  render  the  use  of  fish  plates  and  tie  bars  unnecessary  and  will 
prevent  all  movement  in  the  tram  rails,  which  is  so  detrimental  to 
the  wear  of  the  rails  .md  which  causes  the  displacement  and  conse- 
quent expense  in  the  maintenance  and  repair  of  the  paving.  .  It  will 
also  secure  greater  uniformity  of  track  than  is  possible  under  pres- 
ent conditions,  as  the  transverse  girder  embedded  in  concrete  will 
secure  the  one  rail  firmly  to  the  other. 

The  address  of  Mr.  W.  C.  Sample  is  (14  Woodstock  Road,  Nether 
Edge,   .Sheffield,   Eng. 

Beginning  October  1st  the  pay  of  motormen  and  conductors  who 
have  been  in  the  service  of  the  Lincoln  (Neb.)  Traction  Co.  four 
years  or  more  was  increased  from  18  to  19  cents  an  hour. 


The  St.  Louis  &  Suburban  Railway  Co.  will  erect  a  three-story 
office  building  on  Morgan  St.,  St.  Louis,  to  cost  upwards  of  $100,- 
000,  and  the  Union  Electric  Light  &  Power  Co.  will  build  a  tran.s- 
forming  station  that  will  cost  $150,000  on  the  site  of  the  old  Suburb- 
an power  house.  Neither  company  is  related  to  the  other,  although 
Mr.  Julius  Walsh  is  president  of  both. 


cars  not  clearing  the  crossings,  and  the  motorman  making  his  stops 
at  proper  places,  generally  speaking,  would  relieve  the  crew  of 
many  responsibilities. 

I  am  therefore  congratulating  Mr.  Beggs  on  drawing  the  at- 
tention of  Rule  24  to  the  American  Street  Railway  Association,  and 
hope  and  trust  that  this  rule  as  modified  can  and  will  be  enforced  by 
all  railway  companies  throughout  the  country. 

Voungstown,    O.  Arnold    C.    Schlatte. 


New  Speed  Regulations  in   Boston. 

The  street  railway  speed  regulations  which  were  issued  by  the 
Boston  (Mass.)  aldermen  last  May  have  been  revised  by  the  Mas- 
sachusetts Railroad  Commissioners,  whose  regulations  provide  that 
cars  must  be  under  perfect  control  in  approaching  intersecting  pub- 
lic or  private  ways ;  speed  must  be  reduced  to  meet  the  condition 
of  limited  vision  when  rounding  curves  or  when  the  motorman's 
view  is  obstructed,  or  to  meet  existing  conditions,  where  the  railway 
is  within  a  highway  or  clo.se  to  a  narrow  traveled  road,  or  where 
it  is  necessary  to  permit  the  safe  use  of  the  road  by  others ;  and  speed 
must  be  reduced  so  as  to  test  the  brakes  when  the  car  is  going 
down  a  heavy  grade. 

The  aldermanic  order  provided  that  cars  should  not  go  faster  than 
10  miles  per  hour  in  the  business  district  of  the  city;  nor  faster  than 
12  miles  per  hour  in  the  city  proper,  north  of  Massachusetts  Ave.; 
nor  faster  than  15  miles  per  hour  in  any  other  part  of  the  city;  nor 
faster  than  four  miles  per  hour  in  turning  a  corner. 


The  Electric  Tramways  of  Kalgoorlie,  Western  Australia. 


BY    S.    W.    CHILDS,    FORMERLY   GENERAL    MANAGER   OF   THE    KALGOORLIE    ELECTRIC    TRAMWAYS    CO. 


In  many  respects,  the  continent  of  Australia  offers  opportunities 
for  the  investment  of  American  capital,  energy  and  brains  unsur- 
passed by  but  few  other  countries  in  the  world.  This  is  particu- 
larly true  of  the  state  of  Western  Australia,  occupying  the  western 
portion  of  the  island  continent.     This  section  comprises  an  area  of 


may  possibly  be  of  interest  to  readers  of  the  "Street   Railway  Re- 
\'iew." 

Kalgoorlie  has  a  population  of  about  30,000  people  and  the  tram- 
way lines  were  laid  out  to  furnish  transportation  within  the  city 
itself  and  to  the  gold  fields  lying  in  the  outskirts  of  the  city.     The 


BIRDSEYE   VIEW   OF   KALGOORLIE,    AUSTRALIA. 


nearly  a  million  square  miles,  much  of  which  is  yet  undeveloped,  but 
which  has  large  mining,  agricultural  and  industrial  possibilities. 

A  description  of  the  Kalgoorlie  Electric  Tramways  will  suffice  to 
show,  as  a  single  instance,  what  has  been  and  what  can  be  accom- 
plished  in   the  transportation  line  alone.     Although   Kalgoorlie   is 


heaviest  business  handled  by  the  tramway  comes  from  the  miners, 
who  flock  to  the  city  in  large  crowds,  particularly  on  Saturdays 
and  Sundays.  The  tramway  system  comprises  16  miles  of  track, 
of  which  10  miles  are  double  track  and  6  miles  are  single  track 
lines.     The   fares   are   collected   on    the   "flat"    system,   that   is,   the 


POWER  PLANT  SLi'l-LVl.NU  Cl.;Uia:;.\T  TO   I'i  A  l.GOUIiLlK  liLliLTKH  :   TltA.M  W  A  ^  .s    1  c  1 


.situated  4fx>  miles  inland  from  Perth,  the  nearest  scacoast  town, 
this  city  now  enjoys  the  facilities  of  an  electric  tramway  system, 
built  and  operated  according  to  the  latest  American  practice,  and 
not  lurpaised  as  far  as  engineering  features  are  concerned  by  any 
city  of  similar  size  in  the  old  or  new  world.  Incidentally,  a  state- 
ment of  some  of  the  difficulties  encountered  in  building  the  system 


fare  is  3  pence  or  6  cents  for  a  ride  within  the  nnmicipal  boun- 
daries, and  6  pence  or  12  cents  to  any  point  outside  the  city  or  into 
the  Roadsboard  district,  as  the  suburbs  are  called.  Ca^h  fares  are 
collected  and  registered  as  in  the  United  States. 

The  tracks  are  laid  in  a  soil  which  is  practically  a  good  natural 
cement    of    ironstone    composition,    which,    though    hard    to    work. 


824 


J^TREET    RAILWAY    REVIEW. 


IVm..  XIII.  No.   10. 


OPENING    r>.\y    KALGOORI.IE    ELECTRIC    TR.\M\VAYS.    MAY    20.  IDC 


.  S  IRI.'CTION   OF   KAT.GOORTJE   ELECTRIC   TRAMWAYS. 


Oct.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


825 


forms  a  very  good  and  permanent  roadbed.     In  some 
cases,  e.xcavations  for  track  were  made  by  native  la- 
borers with  pick  and  shovel,  and  in  some  cases  with 
horse  drawn  plows.  The  rail  is  a  90-lb.  girder  supplied 
partly  by  a  Belgian  house  and  partly  by  the  Lorain 
Steel  Co..  of  the  United  States.    For  ballast  and  road 
making,    residue    from    the   gold    mines    known    as 
•blve    metal"    was    used    to   good    advantage.      This 
is   harder  than  gnnitc  and   when  broken   into  sizes 
ranging  from  i- i  to  2]A  in.  in  diameter  and  laid  to  a 
depth  of  6  in.  under  the  lies  forms  a  very  hard  and 
firm,    yet    elastic,    roadbed.      The    rails    are    laid    on 
ties  of   "Jarrah"   wood,  a  native  wood  as  hard   and 
fine  as   .American  mahogany.     This  wood  is  practi- 
cally  indestructible   and    is   absolutely   proof   against 
the  attacks  of  the  white  ants  and  is  impervious   to 
moisture.     This  is  the  wood  that  is  now  being  used 
with  great  success  as  block  paving  in  the  streets  of 
London.     The  ties  are  6  x  8  in.  x  7  ?(■  6  in.,  laid 
2  ft.  between  centers.     The  rails  are  joined  with  six- 
bolt  fish  plates  with  tie  rods  every  6  ft.     The  track 
is    bonded   with    Mayer    &    Englund    double   bonds 
under  the  fish  plates.    It  is  interesting  to  know  that 
during  the  track  excavation  work,  gold  nuggets  were 


I.N-TEHIOR    OF   CAR    HOUSE.    SHOWING    CEMENT    TANKS    FOR 
COLLECTING    RAIN    WATER    FROM    ROOF. 


and  taken  under  the  cars  to  any  part  of  the  work- 
shops on  the  bogie  trucks.  The  workmen  stand  on 
the  bogies  when  doing  the  truck  and  motor  repair 

work.  ■      .      1       I 

Owing  to  the  scarcity  of  fresh  water  in  this  local- 
ity, there  have  been  constructed  at  the  car  barn  two 
concrete  cement  tanks  running  the  full  width  of  ihr 
building  and  into  which  is  drained  all  the  ram  water 
falling  upon  the  roof.  These  tanks  are  60  ft.  long, 
8  ft.  deep  and  5  ft.  wide,  and  each  year  they  catch 
and  render  available  about  $5.«»  wo"''  "'  *"»'"■ 
which  is  used  for  washing  the  cars  and  for  fire 
protection.  The  car  house  is  cciuipped  with  a  com- 
plete system  of  automatic  .sprinklers  in  the  roof,  the 
water  for  the  sprinkling  system  being  drawn  from 
the  cement  storage  tanks  by  a  pump  and  forced  to  an 
elevated  lank  near  the  car  house  by  which  means 
adequate  pressure  is  mainlaiiie.l  011  the  sprinklnm 
Rystem. 

The  cotnpany  own*  10  (Imtble  truck  cars  and  i.S 
single  truck  cars,  all  of  which  are  of  the  closc.l 
type  and  w.rc  furnished  by  llic  J.  (I.  Brill  Co.  ..f 
Philadelphia.  The  cars  arc  mounted  on  Brill  trucks 
and  in  the  case  of  the  single  truck  bodies  they  arc 
equipped  with   two   G.   E.    58  motors.     The   double 


ALIGNING    AND    SURFACING    TKACK-KALGOORLIE. 


frequently   turned   to   the   surface   by  the   plow— un- 
fortunately, however,  not  in  paying  quantities. 

For  double  track  lines,  the  double  bracket  style 
of  overhead  construction  was  employed  with  a  sin- 
gle line  of  35-ft.  poles  of  "Jarrah"  wood  between 
the  tracks.  The  overhead  brackets  were  supplied 
by  the  Mayer  &  Englund  Co.  of  Philadelphia.  On 
single  track  lines  single  bracket  construction  was 
used. 

The  c:ir  house  measures  .100  x  60  ft.  and  is  equal 
u>  anything  to  be  found  of  similar  size  in  the 
L'nitcd  States.  It  is  built  of  steel  throughout  and 
covered  with  galvanized  iron.  The  steel  for  the 
building  was  furnished  by  the  American  Bridge  Co. 
The  pit  arrangement  at  the  car  house  is  novel  and 
is  applicable  to  American  conditions.  The  track 
rails  upon  which  the  cars  rest  in  the  car  house  arc 
carried  on  cast  iron  columns  s  in.  in  diameter  rest- 
ing upon  concrete  cement  piers.  There  is  no  floor- 
ing, strictly  speaking,  in  the  car  barn,  but  all  the 
work  is  done  from  the  ground  level,  as  will  be  un- 
derstood from  the  illustrations.  To  expedite  re- 
pair work,  a  bogie  truck  with  flat  tired  wheels  is 
used,  which  can  be  moved  about  at  will  over  the 
ground  level.  At  the  back  of  the  barn  on  the  lower 
level  is  a  set  of  cross  tracks  so  that  armatures  and 
truck  and  motor  parts  can  be  dropped  to  this  level 


CAR    HOUSE   PIT   CONSTRUCTION. 


826 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.   lo. 


truck  cars   have   four  G.  E.   58  motors  lo  each  car,   following  ac- 
cepted American  practice. 

Power  is   furnished  by  the  Kalgoorlie  Electric   Power  &  Light- 
ing Corporation,  Limited,  which  also  supplies  electric  power  to  the 


1 

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i 

1 

HH 

if 

llliifiiliij^iijiiiiiii^^ 

^^ii^^lHiHMK' 

CAR  HUUSE  IN  COURSE  OF  CONSTRUCTION. 

neighboring  gold  mines.  This  power  plant  is  capable  of  producing 
power  economically,  using  during  dry  seasons  water  which  is  prac- 
tically a  saturated  solution  of  ordinary  and  other  salts.  The  entire 
plant  was  designed  by  J.  G.  White  &  Co.,  Limited,  of  London,  and 


&  Co.,  of  London  and  Glasgow,  and  direct  connected  to  a  soo-kw. 
(General  Electric  alternator.  ITiese  units  supply  two  cycle  alternat- 
ing currents  at  600  volts,  which  for  tramway  purposes  is  changed  to 
550  direct  current  in  two  G.  E.  rotary  converters,  located  at  the  power 
house.  Steam  is  furnished  by  a  battery  of  Babcock 
&  Wilcox  boilers  using  "Australian  gum"  wood  as 
fuel. 

Up  to  a  short  time  ago  practically  the  only  water 
available  for  power  house  purposes  was  a  brackish 
water  obtained  from  the  low  levels  of  the  mines, 
and  to  fit  this  for  boiler  purposes  it  was  necessary 
to  maintain  large  evaporating  and  condensing  plants. 
Lately,  however,  the  Kalgoorlie  water  system  has 
been  completed,  which  is  now  pumping  fresh  river 
water  from  the  coast  400  miles  away. 

The  Kalgoorlie  Electric  Tramways  are  owned  by 
a  London  syndicate,  but  were  built  by  J.  G.  White 
&  Co.,  of  New  York  and  London.  The  tramways 
were  opened  to  the  public  May  20,  1902,  and  on  the 
iipening  day  souvenir  tickets  were  sold  for  50  cents 
each,  at  which  price  over  10,000  tickets  were  sold  to 
llie  people  who  were  anxious  to  commemorate  the 
event  by  riding  on  the  opening  day. 
One  of  the  difficulties  in  the  way  of  economical 
operation  is  tlie  climate,  which  is  very  dry  for  nine  months  in  the 
year,  these  conditions  giving  rise  to  severe  dust  storms,  the  dust 
in  the  air  at  times  becoming  as  thick  as  the  proverbial  London  fog. 
Under    these    conditions    it    is    difficult     to    maintain    the    exterior 


INTERIOR    OF    POWER    HOUSE— KALGOOnLIE    TRAMWAYS    CO. 


this  company  later  secured  the  contract  for  its  complete  construc- 
tion, and  built  a  plant  which  is  generally  recognized  as  being  un- 
usually well  designed.  The  power  house  contains  three  vertical  units, 
each  consisting  of  an  8oo-h.  p.   Stewart  engine  made  by  D.  Stewart 


and  interior  finish  of  the  cars  in  good  condition,  and  the  dust  also 
hinders  operation  by  filling  in  the  groove  of  the  rail.  The  only  way 
of  freeing  the  groove  from  this  accumulation  of  dust  is  to  force  U 
out  by  a  stream  of   water,   fed  under  pressure   to  nozzles  attached 


Oct.  20,  1903.1 


STREET    RAILWAY    REVIEW. 


827 


OVERHEAD  CROSSING. 


GENERAL  OFFICES.  K AI.GOORLIE   FILECTRIC  TRAMWAYS. 


j 

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ELEVATED  TANK  FOR  SPEJI  V  K  l.i:i{  SYSTKM. 


iTi"i'i.\T',   ni'  TurcKs    i<.\i.c;(  i(  im.iK. 


.-.'!.. ..l/.\l.i,    .,1..   ...I ....,    |;|,|.,    TltUlK    CAItH-  KAI.GiMilll.il-;    'IKA.M  WA  VS. 


828 


STREET  RAILWAY  REVIEW. 


[Vol..  XIII,  No.  lo. 


to  the  sprinkling  cars.  As  before  stated,  the  water  contains  a  large 
percentage  of  salt,  and  this  is  not  conducive  to  long  life  of  rails 
or  motor  equipincnts.  The  top  soil  is  also  saline  and  very  hard  on 
the  rails. 

Although  the  cost  of  building  these  tramways  was  very  high,  due 
to  the  transportation  and  tariff  charges,  it  is  interesting  to  know 
that  the  road  was  built  at  a  cost  of  $5,000  per  mile  less  than  the 
original   estimate.     The  cost   of   living  in   Australia    is   high,   and 


J 


'W^> 


'w^  \mimmM 


scale  with  imusual  cfTicicncy  and  energy  and  with  uniformly  good 
results. — Ed.] 

When  Mr.  Childs  left  Kalgoorlie  he  was  presented  an  illu- 
minated address  signed  by  officials  of  the  city  of  Kalgoorlie  and 
Moulder  City  and  representatives  of  leading  interests  there.  The  ad- 
dress read  as  follows : 

"Dear  Sir:    On  the  eve  of  your  departure  from  Kalgoorlie  we  feel 


DECORATED   >  .VH-K.w.i 


•  KI.]I^-JUNE 


S.    W.    CHILDS. 


labor  is  able  to  demand  high  wages.  Ordinary  laborers  on  the 
track  receive  one  shilling  three  pence  or  30  cents  an  hour,  and  con- 
ductors and  motormen  are  paid  $3  a  day  of  eight  hours. 

.'\nother  example  of  the  application  of  .\merican  ideas  in  the 
operation  of  the  road  is  given  in  the  running  of  decorated  cars  to 
commemorate  special  events.  One  of  these  cars,  which  was  beauti- 
fully arranged  with  red,  white  and  blue  bunting,  is  illustrated  here- 
with, and  the  idea  was  also  carried  out  by  decorating  the  com- 
pany's hurry-up  tower  wagon. 

The  grade  crossing  elimination  idea  has  reached  into  the  center 
of  Australia,  and  one  of  the  views  illustrates  the  "Golden  Gate 
Crossing"  at  Kalgoorlie,  where  a  crossing  at  grade  was  overcome 
by  building  an  overhead  bridge,  consisting  of  steel  girder  floor 
beams,  resting  upon  concrete  cement  abutments. 

[Mr.  S.  W.  Childs,  former  general  manager  of  the  Kalgoorlie 
Electric  Tramways  of  Kalgoorlie,  Western  Australia,  has  just  re-' 
turned  to  this  country  after  an  absence  of  several  years.  Mr.  Childs 
started  in  the  electric  railway  business  on  the  old  Watervliet  Turn- 
pike R.  R.  at  Albany,  N.  Y.  He  went  to  Boston  in  1890  and  re- 
mained in  the  employ  of  the  West  End  Street  Railway  Co.  for  two 
years.  He  then  went  to  Lincoln,  Neb.,  where  he  was  engaged  in 
construction  work.  He  went  to  Brooklyn  in  1892,  and  was  em- 
ployed with  the  Atlantic  Avenue  R.  R.  under  the  late  Deacon 
Richardson,  well  known  to  many  electric  railway  men  of  this 
country.  Mr.  Childs  left  Brooklyn  to  enter  the  employ  of  J.  G. 
White  &  Co.,  and  was  assigned  to  Baltimore,  Md.,  where  he  had 
charge  of  track  and  overhead  construction  work.  He  next  went  to 
Columbus,  O..  and  was  superintendent  of  construction  for  the 
Columbus  Central  Railway  Co.,  for  which  he  laid  out  the  entire 
track,  overhead  and  pleasure  park  system.  He  left  Columbus  in 
1896  to  take  charge  of  construction  work  at  Fort  Wayne,  Ind., 
for  the  Degnon  Construction  Co.,  and  in  1898  went  to  Charleston. 
S.  C,  where  he  had  charge  of  construction  work  on  the  electric 
railways  in  that  city.  In  the  fall  of  1898  he  went  to  .Australia  for 
the  first  time  and  became  assistant  engineer  for  J.  G.  White  &  Co. 
in  connection  with  the  electric  tramways  at  Perth,  Western 
Australia.  He  returned  to  .'\merica  in  1901  and  had  charge  of  con- 
struction for  the  Toledo  &  Monroe  Electric  Ry.  He  left  this  posi- 
tion to  return  to  Australia  as  manager  of  the  Kalgoorlie  Electric 
Tramways.  Mr.  Childs  on  his  recent  return  trip  to  America  made 
an  extensive  tour  of  New  Zealand,  the  Philippine  I.slands  and  a  few 
cities  in  China  and  Japan  where  electric  tramways  are  contem- 
plated or  are  being  built.  At  each  of  these  places  Mr.  Childs  has 
added  to  his  large  list  of  friends  and  at  the  same  time  added  sub- 
stantially to  his  enviable  record  for  carrying  out  work  on  a  broad 


it  incumbent  upon  us  to  express  our  sincere  appreciation  of  your 
undoubted  abilities  as  an  engineer,  and  of  the  splendid  work  achieved 
in  the  construction  of  the  tramway  service  in  the  municipality,  and 
of  that  connecting  this  center,  Kalgoorlie,  with  the  mines  and  Boul- 
der City. 

"Your  untiring  energy  and  genial  disposition  have  won  the  es- 
teem and  regard  of  all  with  whom  you  have  come  in  contact,  and  the 
citizens,  as  a  small  memento  of  your  stay  amongst  them,  beg  your 
acceptance  of  the  accompanying  bag  of  sovereigns. 

"With  best  wishes  for  your  future  success  and  welfare,  we  remain, 
on  behalf  of  the  citizens,  yours  faithfully," 
♦-•-♦ 

Interurban  Advertising  in  Southern  California. 


We  have  received  from  Mr.  H.  F.  Stewart,  assistant  general  man- 
ager of  the  Pacific  Electric  Railway  Co.,  of  Los  Angeles,  specimen 
copies  of  advertising  matter  issued  by  the  company  to  set  forth 
the  attractions  of  its  interurban  service.  The  company  does  a  great 
deal  of  advertising;  in  fact,  it  is  believed  that  no  other  company 
does  as  much  display  advertising  for  excursions  and  visitors  as 
is  done  by  this  interurban  system  in  southern  California.  Folders 
printed  in  different  colors  and  illustrated  with  half-tones  are  issued 
frequently,  treating  of  the  scenic  Mt.  Lowe  route,  "a  trip  of  sur- 
passing grandeur";  Monrovia  and  Baldwin's  Ranch,  "the  orange 
grove  route";  San  Gabriel,  "where  the  Mission  bells  chime  the 
'Angelus' ",  and  Long  Beach,  "the  Atlantic  City  of  the  West" 
These  folders  describe  the  trips  and  picture  the  scenes  en  route 
most  alluringly.  For  the  most  part  the  views  arc  tinted,  rendering 
them  doubly  attractive.  For  special  occasions,  such  as  G.  A.  R.  and 
other  large  gatherings,  souvenir  folders  are  issued,  resplendent  with 
vari-colored  lettering  and  photographs.  For  Grand  Army  excur- 
sions a  red,  white  and  blue  scheme  is  always  adopted.  The  folders 
vary  in  size,  folded,  from  3'4-^6!4  "'•  to  3^^x8i/2  in.,  either  being 
a  convenient  pocket  size,  and  each  has  =ix  pages.  On  some  of  them 
is  printed  a  map  showing  the  Pacific  Electric  Railway  Co's.  lines. 
From  time  to  time  cards  are  issued  containing  brief  data  about  the 
different  routes.  During  a  recent  gathering  of  Grand  .A.rmy  vet- 
erans in  Los  Angeles  white  cards,  3J4  x  5^4  "i..  printed  in  red  and 
blue,  were  distributed  and  became  quite  popular. 

One  of  the  best  things  the  company  has  published  is  a  30-page 
pamphlet,  4!/^x62-3  in.,  containing  a  rambling  description  of  a 
jaunt  over  the  company's  system,  which  has  Mt.  Lowe  for  one  ter- 
minus and  Long  Beach  for  the  other  with  a  side  trip  to  San  Gabriel. 
Each  poiiU  of  interest  is  seductively  outlined  in  romantic  language. 


The  Pennsylvania  Street  Railway  Association. 

Proceedings  of  the  Twelfth  Annual  C.nvention   Held    at  Williamspo.t,  Pennsylvania.  September 


The  twelfth  annual  convention  of  the  Pennsylvania  Stale  Street 
Railway  Association  was  held  at  Williamsport.  Pa.,  September  23d 
and  24th.  About  65  members,  associate  members  and  guests  were 
in  attendance  and  all  present  were  enthusiastic  in  their  expres- 
sions of  appreciation  of  the  success  of  the  meeting  and  particu- 
larly of  the  hospitality  extended  by  the  Williamsport  Passenger 
Railway  Co.— the  host  of  the  occasion.  Wednesday,  the  first  day 
of  the  convention,  was  devoted  to  a  morning  and  afternoon  busi- 
ness session,  and  in  the  evening  the  attendants  enjoyed  a  "Dutch 
lunch-  at  the  Park  Hotel,  provided  by  the  Williamsport  Passenger 
Railway  Co.  During  the  evening  an  entertainment  and  cake  walk 
was  given  bv  a  local  colored  troupe. 

Thursday  was  spent  at  Eagle's  Mere,  the  parly  leaving  Williams- 
port at  10  o'clock  in  the  morning  by  special  coaches  over  the  Read- 
ing railroad.  After  a  l>oat  ride  on  the  lake  dinner  was  served  at 
Cresmont  Inn.  and  a  short  business  session  was  then  held  at  which 
F.   B.   Musser,  general   manager  of  the   llarrisburg  Traction   Co., 


KKANK  B.  MUSSER, 
Prejiidcnl  PennBvlvania  Strt-et  Railway  Association. 

was  elected  president  for  the  ensuing  year.  The  rest  of  the  after- 
noon was  given  over  to  driving,  an  impromptu  base  ball  game  and 
other  sports,  and  singing  by  the  "Dolly  Gray"  brigade.  In  some 
unaccountable  way  the  parly  became  confused  with  the  Williams- 
port Y.  M.  C.  A.,  which  fact  gave  rise  to  a  musical  program  which 
had  to  be  heard  to  be  appreciated. 

The  first  session  on  Wednesday  was  called  to  order  at  n  o'clock 
with  President  Davis  in  the  chair.  An  address  of  welcome  was 
made  by  John  F.  Lacdiein,  m.iyor  of  Williamsport,  and  then  fol- 
lowed the  president's  annual  address  in  which  he  urged  the  neces- 
sity for  every  electric  railway  company  in  the  stale  of  Pennsyl- 
vania joining  the  association   and  co-operating  in  its  work. 

The  address  in  full   was  as  follows: 

Address  <>f  President  l)a\  is. 


On  behalf  of  the  assr>ciation,  I  desire  to  express  our  appreciation 
of  the  hearty  welcome  extended  to  us  in  the  name  of  this  bcauti 
ful  city,  we  are  all   so  proud  of.     Through   the  energetic  cfTorls 
of  its  public  spirited   citizens,  it   now   ranks   among   the   most   pro 
gressivc  of  our   inland  cities. 

The  object  of  the  association  is  the  promotion  of  the  street  rail- 
way interests  of  Pennsylvania.  While  the  development  of  our 
jtreet  railways  in  cities— the  larger  ones  particularly— has  kept  pace 


with  the  demands  of  the  public,  much  yet  remains  to  be  done  in 
providing  interurban  facilities,  especially  in  localities  not  now 
adequately  served  by  the  steam  railroads.  While  the  present  state 
laws  are  to  a  large  e.\tent  unduly  restrictive  as  to  the  construc- 
tion and  operation  of  interurban  lines,  it  would  be  well  for  the  asso- 
ciation to  strain  every  effort  to  increase  its  membership  and  scope 
of  influence,  so  that  when  the  opportunity  is  ripe  for  the  passage 
of  revised  legislation,  our  forces  will  be  combined  and  in  shape 
to  take  advantage  of  such  opportunity. 

.\s  a  means  of  increasing  the  importance  of  the  association  to 
its  members,  and  to  the  street  railway  interests,  every  possible 
effort  should  be  put  forth  to  make  the  membership  attractive.  If 
through  the  efforts  of  the  association,  information  as  to  details 
of  operation  and  management,  useful  to  managers,  but  not  easily 
accessible— especially  to  the  smaller  companies— could  be  collected 
and  put  in  shape  for  ready  use,  a  great  step  will  have  been  made. 
Accordingly  at  this  meeting,  a  Question  Box  has  been  started,  the 


E.  n.  D.wis. 

results  of  which  will,  1  am  sure,  dcmonstrale  its  value.  Great 
interest  has  been  manifested,  especially  on  the  part  of  our  associate 
members,  to  whom  the  thanks  of  the  association  are  due.  It  is 
strongly  urged  that  our  active  members  take  a  hearty  interest  in 
the  discussions  which  will  form  part  of  the  proceedings  of  this 
meeting,  and  which  to  a  large  extent  will  be  based  upon  the  topics 
suggested  by  the  answers  already  received. 

The  questions,  answers  and  discussions  therein  are  expected  to 
be  incorporated  in  a  book,  which  I  am  sure  will  be  of  great  value  to 
the  association  and  its  members.  More  time,  however,  should  be 
given  to  this  subject  than  has  been  possible,  and  I  leave  to  my 
successor  the  duty  and  pleasure  of  improving  upon  the  subject,  if 
the  same  shall  l>e  considered  by  ll'f  association  of  sufficient  value 
to  warrant  its  further  consideration. 

The  meeting  adjuuiiicd  for  hiiicli  and  reconvened  at  2:^0  p.  m. 
f,.r  the  consideration  of  papers  and  questions.  A  paper  was  pre- 
sented by  John  F.  Ohmer,  of  the  Olimer  Fare  Register  Co..  on 
"l''ares  and   1'"are   Protection". 

,\ii  iiileresling  feature  of  Ihis  session  was  a  very  ounplelr  and 
valuable  "Question  Box",  which  was  planned  and  prepared  largely 
by  the  outgoing  president,  Mr.  K.  H.  Davis,  general  manager  of 
the  Williamsport   Passenger  Railway  Co.,  ably  assisted  by  Mr.  G. 


S30 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  Nu.  lu. 


E.  Weiidle  electrical  engineer  for  llic  same  company.  I'lu  questions 
presented  covered  a  wide  range  of  topics  pertaining  to  electric  rail- 
way construction  and  operation  and  the  answers  brought  out  con- 
stitute a  very  valuable  contribution  to  the  general  fund  of  knowl- 
edge concerning  the  industry. 


Tares  and  Fare  Protection.^ 


Ilv  Jcihn  F.  Ohm.T. 


In  opening  his  paper  the  author  recounted  the  conditions  whicl; 
have  led  to  the  use  of  the  modern  fare  registers  and  showed  their 
value  both  to  the  public,  the  street  railway  companies  and  the  con- 
ductors. In  the  old  horse  car  days  a  conductor  was  placed  in  charge 
of  his  car  with  the  understanding  that  lie  was  to  collect  as  many 
fares  as  possible  and  to  return  to  the  company  all  collections  made. 
He  was  solely  upon  his  honor  and  there  was  no  connecting  link  be- 
tween the  hands  of  the  conductor  and  the  cashier  of  the  company. 
Because  of  the  lack  of  some  connecting  link  it  was  always  an  open 
question  whether  conductors  were  turning  in  to  the  company  all  the 
fares  collected,  and  the  honest  conductor  was  confronted  with  the 
fact  that  although  he  might  turn  in  absolutely  every  fare  collected 
there  was  always  liable  to  e.xist  some  doubt  as  to  his  integrity,  be- 
cause of  the  absence  of  the  missing  link  referred  to.  The  intro- 
duction of  the  bell  punch  taught  conductors  to  settle  upon  the  basis 
of  fares  registered  and  it  was  soon  discovered  by  unscrupulous  con- 
ductors that  to  give  a  fare  for  each  fare  registered  meant  to  retain 
a  fare  for  each  fare  not  registered,  and  with  the  portable  machine  it 
was  found  easy  to  avoid  registration. 

To  provide  some  evidence  to  the  passenger  that  a  fare  was  paid 
the  stationary  clock  register  was  introduced,  but  the  system  upon 
which  it  operates  remained  unchanged.  The  introduction  of  tickets 
and  transfers  subsequently  added  complications  and  increased  the  op- 
portunities of  dishonest  conductors.  If  the  conductor  registers 
cash,  tickets  or  transfers  together,  or  collects  two  denominations  of 
cash  fares,  it  is  left  for  him  to  determine  how  many  of  either  kind 
have  been  collected.  The  double  register  was  next  introduced,  but 
being  practically  two  single  registers  enclosed  in  one  case  it  is  op- 
erated upon  the  same  principle  as  the  single  register,  and  the  con- 
ductor is  educated  in  the  same  way  to  settle  upon  the  basis  of 
fares  registered  instead  of  turning  over  all  collections.  The  author 
then  illustrated  in  the  case  of  roads  having  different  rates  of  fare 
and  various  kinds  of  tickets  how  several  denominations  of  fares  may 
be  turned  in  so  as  to  correspond  with  the  register  reading  and  at 
the  same  time  considerable  of  the  actual  collections  may  be  re- 
tained. 

We  have  consumed  what  may  seem  an  unnecessary  time  in  re- 
viewing existing  conditions  of  which  many  or  all  of  you  are  aware, 
but  this  review  when  brought  into  contact  with  what  the  Ohmer 
register  and  system  really  mean  can  only  bring  to  you  the  better 
realization  of  what  has  been  solved  in  working  out  this  perplexing 
problem,  .\side  from  the  Ohmer  register  and  system  little  or  no 
improvement  has  been  made  in  30  years  and  railway  companies  are 
today  using  practically  the  same  style  of  "counting  machines"  which 
were  used  when  only  a  five-cent  fare  was  collected.  This  system 
was  created  to  meet  existing  conditions  both  in  city  and  country 
lines  and  it  enables  the  companies  to  abandon  the  inaccurate  system 
of  bookkeeping  on  the  cars  by  the  conductors,  as  well  as  the  con- 
ductor's reports.  The  register  now  makes  the  report.  In  addition 
lo  this  it  accomplishes  the  following  objects: 

It  makes  a  separate  registration  for  each  fare  collected,  the  dif- 
ferent kinds  of  fares  being  registered  separately. 

It  keeps  a  separate  printed  record  of  the  collections  of  each  con^ 
ductor. 

It  shows  a  separate  indicator  for  each  kind  of  fares  registered. 
The  fares  registered  are  simultaneously  indicated  at  various  places 
alx>ut  the  car;  as  the  platform,  on  the  inside  of  the  partitions,  in 
special  compartments  of  the  interurban  cars.  etc. 

It  makes  a  total  registration  of  all  fares,  irrespective  of  the  class. 

It  is  easily  and  rapidly  operated. 

It  indicates  the  direction  in  which   the  car  is  moving. 

It  prints  the  number  of  fares  in  each  class  for  each  half  trip. 


•Abstract  fnim'a  paix-r  read  l)ef.iri>  llii-  Ulli  .\iiiuki1  C.niv.'iilinii  df  ih.-  Pi- 
vlvaiiia  Street  Railway  Association. 


It  prints  the  trip  number. 

It  prints  the  month  and  day. 

It  prints  the  number  of  the  register. 

It  prints  the  number  of  each  conductor  (and  motorman  if  de- 
sired) and  shows  the  platform  time  he  takes  and  leaves  the  car. 

It  fixes  the  work  and  responsibility  of  each  conductor,  and  removes 
all  occasion  for  disputes.  From  the  register  records  it  shows  the 
various  fares  in  detail  which  are  collected  upon  interurban  cars  run- 
ning over  city  lines. 

It  prints  a  duplicate  or  triplicate  record,  showing  a  summary  of 
the  day's  business  for  each  car,  irrespective  of  the  number  of  con- 
ductors who  operate  it.  the  duplicate  or  triplicate  copies  may  go 
Tiircct  to  tne  treasurer  and  auditor  of  the  company. 

vVith  all  this,  it  is  so  ingeniously  contrived  that  it  is  always  locked 
wiicn  not  in  service,  and  cannot  be  put  into  service  until  the  con- 
ductor's badge  number  is  first  printed  upon  the  statement  enclosed 
in  the  register.  It  docs  the  work  of  an  adding  machine,  a  printing 
press,  a  time  clock  and  a  cash  register.  It  is  as  valuable  and  in- 
dispensable for  street  car  service  as  is  the  cash  register  for  certain 
commercial  enterprises. 

In  studying  out  the  solution  of  this  problem  we  did  not  lose  sight 
of  the  fact  that  three  interests  must  be  considered:  First,  the  com- 
pany's interests;  second,  the  public,  and,  third,  the  interests  of  the 
conductor  who  is  the  instrument  between  the  company  and  the  rid- 
ing public.  No  system  could  succeed  which  in  its  operation  was  an- 
tagonistic to  the  public,  and  the  system  which  affords  more  or  less 
protection  to  the  public  must  naturally  be  in  favor  and  grow  in  pop- 
ularity. The  indicator  is  to  the  passenger  a  visible  receipt  for  the 
fare  paid,  and  assures  to  him  his  right  to  destination.  It  insures  to 
the  passenger  on  an  interurban  line  that  he  has  not  been  charged  in 
excess  of  the  regular  rates.  If,  however,  a  passenger  should  pay  a 
T5  cent  fare,  and  the  conductor  should  register  and  indicate  for  a 
10  c?nt  payment,  the  passenger  can  have  his  alternative  of  two  con- 
clusions, either  the  conductor  has  charged  in  excess  of  the  regular 
rate,  or  has  charged  the  regular  rate  and  receipted  for  a  less  amount. 
by  which  action  it  is  implied  that  5  cents  of  the  15-cent  collection  has 
neen  appropriated  to  himself.  The  moral  force  supporting  the  visible 
indicator  for  each  fare  paid  will  prevent  conductors  from  i-egistering 
inaccurately  just  as  much  as  the  indicator  to  a  cash  register  compels 
the  clerk  to  register  the  amount  received. 

Our  system  is  devised  to  teach  and  educate  conductors  to  act  in 
the  capacity  of  agent  for  the  company,  and  as  he  formerly  did  be- 
fore the  advent  of  "counting  machines,"  or  registers  of  any  kind. 
We  tell  him  to  count  his  cash  before  taking  the  car.  and  at  the  fin- 
ish of  his  run  to  first  take  out  the  amount  of  money  he  had  when 
taking  the  car,  and  turn  over  the  balance  to  the  company.  In  so  doing 
he  can  point  \\\th  pride  to  the  register  record  Cover  which  he  has  no 
control)  to  back  up  his  integrity.  The  honest  conductor  is  pleased 
with  the  system  which  protects  his  own  interests. 

We  contend  that  every  man,  woman  and  child  should  pass  some 
medium  of  exchange  to  the  conductor  for  the  ride  and  that  there 
should  be  a  separate  accounting  made  for  each  at  the  time.  This  is 
what  we  do.  With  our  system  we  teach  the  conductor  to  turn  in  all 
fares  of  every  denomination  he  has  collected,  and  having  given  him 
mechanical  means  for  keeping  a  record  of  all  fares  his  competency 
will  be  measured  by  the  accuracy  with  which  his  record  of  fares  is 
kept. 

It  has  been  the  custom  with  manufacturers  of  registers  to  send 
them  on  trial  whenever  requested,  and  we  have  had  a  few  demands 
from  managers  for  machines  on  trial.  With  one  exception  since  we 
have  been  in  business  we  have  refused  to  send  registers  out  on  trial 
for  the  reason  that  without  proper  knowledge  of  how  the  machine 
should  be  operated  mechanically  and  systematically,  there  would  be 
little  hope  for  success.  We  consider  the  mechanical  operation  of 
our  registers  next  in  importance  to  the  system  which  it  precedes, 
and  it  would  be  difficult  to  put  in  successful  operation  a  system  by 
those  who  have  not  given  the  subject  sufficient  study. 

There  has  been  some  objection  to  our  manner  of  putting  out  ma- 
chines upon  a  rental  basis,  but  it  's  apparent  that  this  register  is 
very  expensive  to  manufacture  and  market  and  that  if  sold  the  price 
must  be  put  at  a  figure  which  might  be  considered  prohibitive.  Tlie 
rent  charged  by  us  has  proved  to  be  very  inconsiderable  compared 
to  the  advantages  obtained,  and  the  question  of  costs  should  only  be 
considered  in  connection  with  what  one  receives  for  the  outlay.  The 
rental   charge   we   make   is   but   a   fraction   of   a    cent   per   hour   for 


Oct.  30,  1903.] 


STREET  RAILWAY  REVIEW. 


831 


work  you  could  not  possibly  buy  in  any  other  way  for  20  times  this 
cost. 


The  complete   "Question    Bo.<i"    with    the   questions   and   answers 
was  as  follows : 

Question  Box* 


Power  House  Depurtiiicnt. 


1.  In  boiler  feed  pumps  for  handling  hot  water,  200°  F.  and  hotter. 
what  results  have  been  obtained  by  using  ball  valves  instead  of 
usual  flat  valves,  composition  or  otherwise? 

It  is  my  experience  that  any  pump,  handling  hot  water  200°  F. 
or  higher,  can  be  profitably  changed  over  to  use  ball  valves  through- 
out on  the  water  end.  The  space  available  for  valves  may  make 
such  change  impossible,  but  in  the  Dean  pump,  which  is  used  in  our 
Edison  plant,  complete  equipment  of  ball  valves,  with  necessary 
cages,  replaced  the  regular  spring  controlled  disk  valves.  With  the 
old  disk  valves,  there  was  always  more  or  less  hammering  and 
valves  were  refaced  or  renewed  regularly  every  few  months.  Since 
ball  valves  are  used,  the  action  of  the  pump  is  smooth  and  there  is 
no  evidence  of  wear  on  either  ball  or  seat.  The  tells  and  seats, 
ground  to  fit,  were  purchased  from  a  local  firm.  These  with  a  brass 
casting  for.cage  and  a  cast  iron  bushing  f<ir  old  valve  seat,  repre- 
sented our  entire  bill  of  material.  The  fitting  and  lathe  work  was 
done  by  the  power  house  employes.  The  cost  for  material  was 
appro.ximately  $1.25  per  valve  for  2-in.  ball  system. — Paul  A.  Hess. 

Have  always  used  flat  valves,  which  have  given  satisfaction. — H. 

Use  bronze  flat  valves  and  find  same  satisfactory. — A. 

The  Draper  Manufacturing  Co.,  Port  Huron,  Mich.,  has  made  a 
specialty  for  some  years  of  adapting  various  appliances  to  use  its 
line  of  turned  solid  and  hollow  balls.  To  my  inquiry,  Mr.  Draper 
writes :  "There  is  no  question  that  pumps  of  all  sizes  can  be 
adapted  to  use  ball  valves  with  entire  satisfaction,  provided  these 
are  properly  constructed.  In  making  such  change,  it  is  absolutely 
essential  that  balls  be  absolutely  true  and  balanced,  and  of  ample 
weight  to  keep  their  shape  under  heavy  service.  Alx)ve  2-in.,  hollow 
brass  balls  are  recommended.  With  a  properly  proportioned  and 
lalaiKcd  ball,  it  is  only  necessary  to  provide  a  seat  ground  to  fit  the 
ball,  and  some  sort  of  cage  over  the  ball,  rounded  up  inside  at  top 
to  the  same  as  the  seat  t«low,  so  that  ball  in  rising  will  meet  with  a 
surface  similar  to  its  own  shape,  and  of  height  sufficient  lo  give 
proper  lift  to  ball." — Editor. 

2.  What  type  of  bfjilcr  feed  pumps  have  given  satisfactory  service 

with  water  200  to  210°  F.  ?  What  is  the  minimum  head  of  hot 
water  supply  above  pump  suction  for  reliable  pumping  service? 

Our  experience  lias  tjeen  that  the  Knowles  double  pump  works 
very  satisfactorily  with  water  up  lo  200  to  210°  F.  Three  feet  head 
meets  all  requirements  for  hot  water. — F.  B.  Musser. 

Knowles  and  Blake  pumps. — H. 

Brass  lined  outside  packed,  plunger  type  of  pumps.  A  head  of  4 
or  5  feet  is  desirable. — M. 

The  Worthington  .Vdmirally  type.  Three  feet  of  head  with  a  short 
and  direct  connection  of  ample  size ;  but  with  a  long  pipe  or  several 
t>cnds  in  run,  the  head   should  be  greater. — A. 

3.  What  is  the  most  economical  and  reliable  method  for  handling 
drips  and  condensation   from   various  classes  of  steam   piping? 

The  steam  loop  and  Holly  gravity  return  system  will  accomplish 
this  with  the  minimum  operating  and  maintenance  costs.  This 
system,  modified  to  suit  special  plant  conditions,  has  been  installed 
in  practically  all  modern,  high  grade  plants. — E.  H.  Sniffin. 

Have  used  Holly  gravity  system  with   satisfactory  results, — H. 

Either  the  Holly  system,  or  have  drips  conducted  lo  a  closed  lank 
from  which  they  arc  relurnod  to  boilers  by  i>umps  controlled  by  a 
float  in  lank. — A. 

Holly  gravity  return  system  In  a  recent  complete  efficiency  lest 
of  a  J/xo-kw.  modern  plant,  in  which  almost  exactly  200.000  lb. 
were  evaporated  in  24  hours,  the  Holly  system  re<|uired  2,300  lb. 
of  (team  in  24  hours — slightly  over  I  per  cent  of  steam  generated. — 
Editor. 

4.  Is  there  any  type  of  steam  trap  which  can  be  depended  on  for 
high  pressure  ntcam  Iine.«? 

I   understand  the   Flinn   mercurial   trap   works   very  satisfactorily 
on  high  pressure  lines —E    H    Foster. 
*Aniwrf«  Mlirncd  Rdltiir  are  hj  lli«  Kdltor  of  tlm  (^ur>tii>>ii  Ifus. 


The  T.  K.  Kiely  trap  gives  reliable  service. — F.  B.  Musser. 

Not  only  has  my  experience  with  steam  traps  been  bad,  but  1 
can  find  practically  no  engineers  who  have  obtained  satisfactory 
results  with  reasonable  care. — J.  O'Toole. 

We  have  found  none  entirely  reliable  or  satisfactory. — H. 

The  Pennsylvania  R.  R.  reports  reliable  service  from  a  special 
open  pan  float  trap  liuilt  and  guaranteed  by  one  of  its  steam 
piping  contractors.  This  trap  does  not  return  condensation  to 
boilers,  but  is  generally  discharged  into  ;in  open  heater. — Editor. 

5.  What  arc  relative  merits  of  extra  lieavy  iron  and  brass  for  hot 
feed   water  piping? 

Iron  and  steel  pipe  on  hot  water  feed  piping  is  very  unreliable, 
as  the  hot  water  corrodes  and  eats  through  the  pipe  from  the  inside, 
and  also  clogs  up  the  feed  pipe  entering  boiler.  Brass,  on  the  other 
hand,  is  not  affected  by  hot  water. — F.  B.  Musser. 

Brass  is,  in  our  experience,  best  for  permanent  construction. — H. 

Brass  is  preferable  where  condensed  water  is  used  (as  iron  will  pit 
ill  a  few  years)  ;  and  where  there  is  considerable  expansion  in  short 
connections. — A. 

6.  What  advantage  or  economy  is  obtained  by  the  use  of  automatic 
boiler  feeding  devices? 

The  use  of  automatic  boiler  feeding  devices  secures  a  uniform 
level  of  water  in  boiler,  thereby  preventing  uneven  expansion  and 
contraction.  Such  device  also  makes  the  boiler  steam  more  uni- 
formly.— F.  B.  Musser. 

We  find  it  best  to  use  regular  water  lenders  to  better  provide  for 
emergencies. — H. 

Inquiry  among  plants  which  have  used  such  devices  for  some  years 
brought  out  the  following  statements : 

"No  trouble,  better  quality  of  steam,  and  saving  in  fuel  over  our 
previous  results  of  5  to  10  per  cent." 

".•\  good  investment,  absolutely  reliable,  and  practically  no  repairs 
necessary.  Stops  the  fireman  from  filling  up  the  boiler  every  time 
steam  pressure  raises  up  or  blows  off.  Makes  the  fireman  coal 
more  carefully  and  watch  the  draft  in  order  to  maintain  even 
steam  line." — J.  O'Toole. 

No  economy  in  labor  except  in  a  \'ery  large  boiler  room,  but  bet- 
ter  regulation.     They  are  also  advantageous  provided  with  a   high 
and  low  water  alarm  to  give  notice  of  danger. — A. 
-.     Is  there  any  damper  regulator  which  will  control  steam  pressure 
within  two  or  three  per  cent  of  noniial  under  railway  load  con- 
ditions? 

The  reliable  makes  of  regulators  will  regulate  within  3  per  cent 
upon  lighting  loads;  but  on  rapidly  fluctuating  railway  load,  per- 
centage variation  will  likely  be  higher. — A. 

After  tborough  trial  of  several  well-known  damper  regulators, 
we  found  none  that  would  control  steam  pressure  closer  than  five 
pounds  on  either  side  of  normal.  The  damper  regulator  which  gave 
the  closest  regulation  was  one  which  either  entirely  closed  or 
opened  damper  when  steam  pressure  rvni  above  or  below  normal. — 
J.  O'Toole. 

Any  of  the  well-known  standard  makes  will  accomplish  this  re- 
sult, provided   fluctuations  are   reasonable  in  extent. — H. 

Kockc  damper  regulator  controls  williin  2  or  3  per  cent  inider 
orilinary  conditions. — F.  B.  Musser. 

<S.  What  is  the  best  arrangement  of  valves  on  individual  boiler  feed 
lines  in  order  to  regulate  water  supply,  and  to  permit  inde- 
pendent separation  of  any  lx>iler  feed  from  main  supply  lines? 

Taking  valves  in  order  from  main  feed  water  line,  and  assuming 
2-in.   line  to  each  l)oiler: 

(a)  Globe  or  gate  valve,  (b)  globe  valve,  metal  seat,  for  regu- 
lating supply,  (c)  ball  check,  and  (d)  globe  or  gate  valve.  With 
this  combination  the  only  valve  subjecled  lo  cutting  or  serious  wear 
can  be  repaired  or  replaced  wilhoul  .•iffecling  olher  boilers. — Paul 
A.  Hess. 

Loop  feeder  waUr  mains,  wilh  valves  in  s.iiin'  to  enl  oni  imli- 
vidual   boilers. — II. 

Duplicate  mains  jiroviiled  so  that  sections  of  mains  and  pipes  Ir 
individual  boilers  can  be  cut  out. — A. 

g.  What  is  the  smallest  size  of  boiler  plant,  or  miniinnni  eoal  con- 
sumption, which  warrants  the  use  of  automatic  stokers? 

From  the  labor-saving  side  of  the  question,  a  boiler  plant  will 
warrant  the  use  of  stokers  as  soon  as  it  reaches  a  size  requiring  the 
atlenlion  of  more  than  one  fireman.  The  fuel  saving  by  Ihc  use  of 
a  good  stoker  will  be  a  certain  percentage  over  hand-firing;  conse- 
quenlly  the  size  of  the  boiler  plant  has  little  bearing  on  the  question 


832 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  lo. 


of,  fuel  economy.  1  he  lalxjr  required  for  operating  the  boiler  plant 
is  therefore  the  most  important  question  in  determining  how  small  a 
plant  will  warrant  the  use  of  mechanical  stokers,  and  I  would  say 
as  soon  as  the  plant  reaches  a  size  requiring  more  than  one  man  for 
iiand-liring,  stokers  would  then  be  a  profitable  investment. — E.  11. 
Sniflin. 

When  the  plant  requires  i,6oo  h.  p.  in  boilers  for  regular  service, 
corresponding  to  an  annual  consumption  approximating  i6,ooo  tons. 
—II. 

A  plant  using  about  40  tons  of  coal  on  a  single  lo-hour  shift  is  the 
dividing  line. — A. 

The  statement  of  a  number  of  the  large  lighting  stations,  using 
both  automatic  stoking  and  hand-tiring,  is  that  automatic  stokers 
offer  no  especial  advantage  where  plants  are  burning  less  than  I'/i 
tons  of  coal  per  hour  and  able  to  obtain  fair  steam  coal  at  a  reason- 
able price.  The  handling  of  I'S  tons  of  coal  per  hour  seems  to  be 
regrarded  as  the  limit  for  one  fireman  with  hand-firing  furnaces,  and 
it  would  require  one  fircmati  to  look  after  a  stoker. — Editor. 
10.  What  is  the  comparative  economy,  including  operation  and 
maintenance,  of  automatic   stokers  and   hand-firing? 

The  comparative  economy  of  automatic  stokers  and  hand-firing 
will  be  so  much  affected  by  local  conditions,  such  as  size  of  plant, 
kind  of  fuel,  hours  per  day  under  full  service,  etc.,  that  it  is  difficult 
to  make  a  definite  statement.  It  is,  however,  a  fair  estimate  that, 
under  average  street  railway  conditions,  with  the  average  sire  of 
boiler  plant,  a  properly  designed  and  operated  stoker  should  show 
an  economy,  including  operation  and  maintenance,  of  10  per  cent,  and 
upwards  over  average  hand-firing. — E.  H.  Sniftin. 

Last  week  we  made  tests  in  our  boiler  house  which  will  interest 

you.     As  you  know,  we  have  put  on  one  of  our  boilers 

stoker,  and  these  people  guaranteed  us  a  saving  in  coal  of  10  per 
cent  against  the  best  hand-firing.  At  first  we  made  a  test  of  eight 
hours,  the  stoker  people  getting  a  saving  in  coal  of  a  little  more 
than  5  per  cent.  When  we  stated  then  to  the  representative  that  he 
had  several  advantages  against  our  hand-feeding  at  this  test,  he 
requested  to  have  another  test  of  24  hours.  We  allowed  this,  after 
he  had  signed  an  agreement  in  which  we  gave  our  conditions.  And 
one  of  them  was  that  this  test  should  be  considered  final.  After  this 
test  was  finished,  we  saw  that  we  not  only  worked  with  the  same 
success  with  our  hand-firing,  but  had  saved  I  per  cent  more  than 
the  stoker  man.  The  man  left  my  office  with  the  words,  "I  am  a 
sad  buried  man."  As  a  reason  for  his  defeat,  he  claims  that  besides 
the  good  fireman  we  placed  against  him.  our  chimney  draft  was  too 
good.  He  stated  then  that  with  their  stoker  they  got  good  results 
only  by  using  western  coal,  and  where  the  chimney  draft  was  not 
so  good. — M.  E. 

The  cost  of  firing  boilers  by  hand  or  by  automatic  stokers  will  at 
the  end  of  the  year  be  practically  equal  when  the  cost  of  main- 
tenance plus  labor  is  equated  for  the  stokers  against  the  cost  of 
labor  plus  maintenance  of  hand-fired  grates. — H.  S.  N.  Y. 

Practically  no  difference  in  total  costs,  when  all  repairs,  etc.,  are 
included. — H. 

In  one  instance,  the  boiler  room  cost  for  hand-firing,  including 
unloading  coal,  handling  ashes,  firing  and  tending  water,  was  35 
cents  per  ton;  and  with  stokers,  17  cents  per  ton.  The  additional 
cost  for  repairs  to  stokers  over  hand-fired  furnaces  was  3  cents  per 
ton. — A. 

The  figures  furnished  by  a  number  of  the  Edison  stations,  in  the 
matter  of  hand-firing  versus  automatic  stoking,  are  as  follows : 

Hand-fired  furnaces,  25  to  32  cents  a  ton  to  charge  the  coal  under 
the  boilers.  .Automatic  stokers,  in  connection  with  overhead  coal 
bins,  6  to  7  cents  a  ton  to  charge  the  furnaces.  Repairs  are  reported 
from  25  cents  to  $1  per  h.  p.  per  annum  more  with  automatic  stokers 
than  with  hand-fired  furnaces. 

In  addition  to  the  above  data,  the  following  was  submitted  by  Mr. 
G.  B.  Leland :  Plant  consisting  of  four  250-h.  p.  Babcock  &  Wilcox 
toilers  equipped  with  .American  stokers,  with  induced  draft,  we 
found  the  saving  over  hand-firing  to  be  appro.ximately  30  per  cent, 
using  run  of  mine  coal  which  cost  $2.35  in  the  bin.  from  which  we 
were  enabled  to  obtain  the  equivalent  of  11.25  lb.  from  and  at  212°. 
The  cost  of  renewals  and  repairs  to  the  stoker  was  equal  to  25.8  lb. 
of  castings  per  h.  p.  per  year.  The  stokers  consumed  approximately 
2  per  cent  of  the  steam  generated  to  operate  them.  On  an  overload 
test  they  would  run  up  to  too  per  ceiit  over  their  rated  loads  without 
unsatisfactory  results.  ITie  stokers  cost  approximately  $3.50  per 
b.  h.  p.  installed. — Editor. 


11.  Are  there  any  automatic  stokers  which  are  equally  adapted  for 
burning  bituminous  and  small  sizes  of  anthracite  coal? 

The  Koney  mechanical  stoker  has  been  in  operation  for  the  past 
5  years  at  the  power  station  of  the  Metropolitan  Street  Railway  Co., 
in  New  York  City,  and  in  other  street  railway  power  houses  burn- 
ing both  bituminous  and  anthracite  coal.^E.  11.  Sniffin. 

No.— H. 

12.  Can  a  boiler  be  forced  as  hard  with  automatic  stokers  as  with 
hand-firing? 

With  suitable  draft  and  fuel,  it  is  possible  with  a  mechanical 
stoker  to  maintain  a  higher  percentage  of  overload  capacity  than 
with  the  average  hand-firing.  Boilers  have  been  fired  with  the 
Roney  mechanical  stoker  200  per  cent,  or  three  times  their  rated 
capacity,  and  it  is  a  common  occurrence  for  boilers  fitted  with  this 
stoker  to  run  as  high  as  70  per  cent  above  rating  continuou'sly  for  24 
hours  with  good  bituminous  coal. — E.  H.  Snitfin. 

No.— H. 

No.  The  fireman  is  unable  to  work  his  fires  with  an  automatic 
stoker. — F.  B.  Musser. 

Yes,  if  forced  draft  is  used.^A. 

13.  Is  there  any  rapid,  simple  and  easily  manipulated  apparatus  for 
testing  Hue  gases? 

Either  the  Econometer  or  the  Orsatt  apparatus. — A. 

The  only  direct  reading  apparatus  which  has  been  tested  in  power 
house  service  and  reasonable  in  cost  is  a  modified  balance  type,  the 
Arndt  "Econometer."  This  instrument  has  been  tested  in  power 
house  service  by  the  Chicago  Edison  Co.  and  the  reports  indicate  a 
sufficient  commercial  accuracy  for  station  purposes.  As  arranged  by 
this  company,  samples  of  flue  gases  can  be  taken  from  any  boiler 
during  operation  by  pipe  connecting  each  uptake  with  test  room,  and 
the  efficiency  of  the  firing  is  continuously  shown  by  the  position  of 
the  balance  pointer  on  the  attached  scale  showing  the  per  cent  of  car- 
Ixjnic  acid  gas  present. 

This  same  instrument  w-as  carefully  examined  into  on  behalf  of 
the  Steam  Users'  Association  by  Mr.  R.  S.  Hale  and  his  tests  and 
report  on  this  instrument  show  it  to  be  reliable  and  a  valuable  ad- 
junct to  the  testing  equipment  of  any  power  house. — Editor. 

14.  Is  there  any  hot  water  meter  which  can  be  run  continuously 
and  maintain  reasonable  accuracy? 

Our  experience  with  hot  water  meters  in  the  high  pressure  feed 
line  has  been  unsatisfactory.  The  meter  seemed  to  be  subject  to 
variable  errors  and  it  was  impossible  to  depend  on  it  for  con- 
tinuous records.  The  meters  we  (ested  were  run  at  low  loads,  but 
there  were  frequent  breakages  of  parts  and  the  meters  were  thrown 
out  of  service. — J.  O'Toole. 

Some  impulse  meters,  similar  to  the  Pittsburg,  have  given  fairly 
good  results. — A. 

Meter  manufacturers  generally  decline  to  make  any  guarantees  as 
to  continued  accuracy  of  their  hot  water  meters  when  operated  con- 
tinuously on  high  pressure  boiler  feed  lines.  Their  advice  is  to  ar- 
range by-pass  and  only  cut  in  meter  for  periodical  test  runs.  If  so 
used,  the  accuracy  claimed  is  within  five  per  cent.  This  applies  to 
meters  of  both  the  displacement  and  impulse  types  and  is  in  har- 
mony with  the  observations  of  Mr.  R.  S.  Hale  on  European  hot 
water  meters. — Editor. 

15.  Has  the  Venturi  meter  been  applied  to  measuring  feed  supply 
to  boiler?     If  so,  what  results  have  been  obtained? 

The  Venturi  meter  has  been  used  on  boilers  and  the  results  are 
expected  to  be  satisfactory. — A. 

16.  Is  it  easier  for  the  firemen  to  handle  coal  from  the  floor  with 
a  long-handled  shovel  or  from  a  charging  car  with  a  short- 
handled  shovel  ? 

From  the  floor  with  a  long-handled  shovel. — H. 

The  fireman  can  handle  coal  from  the  floor  with  a  long-handled 
shovel  easier,  because  he  can  put  his  weight  on  the  shovel  more 
advantageously. — F.  B.  Musser. 

The  practice  in  the  matter  seems  to  be  largely  one  of  local  cus- 
toms. The  firemen  ,in  a  plant  where  method  of  handling  coal  was 
changed  from  floor  dump  to  charging  car  state  that  at  first  it  was 
much  harder  to  work  the  short-handled  shovel  in  connection  with 
charging  car;  but  after  a  little  practice  this  opinion  changed.  The 
knack  of  swinging  the  shovel  secured,  the  convenience  of  having  all 
coal  grouped  in  cars  in  front  of  furnaces  at  a  distance  requiring 
practically  no  additional  work  beyond  filling  the  shovel  and  throw- 
ing into  the  fire,  made  this  arrangement  preferable  to  the  men. — J. 
O'Toole. 


Oct.  20,  1903.; 


STREET    RAILWAY    REVIEW. 


833 


17.  What  is  the  boiler  room  labor  cost  per  ton  fired,  to  cover  coal 
and  ash  handling? 

57.2  cents  per  ton  ot  coal  used. — F.  B.  Musser. 

About  40.9  cents  per  net  ton. — H. 

Total  labor  cost,  including  dumping  from  cars,  firing  into  fur- 
naces, and  wheeling  out  ashes,  21  cents  per  short  ton.  Coal— run-of- 
minc  bituminous  and  high  in  ash.— J.  O'Toole. 

Our  coal,  anthracite  No.  3  buckwheat,  is  delivered  by  carts  close 
10  the  fire-room.  Average  cost  per  long  ton  for  firing  and  wheehng 
ashes  about  150  ft.  is  37  cents.— Paul  A.  Hess. 

18.  Which  is  the  better  or  more  economical  method  of  increasmg 
boiler  capacity  during  heavy  peak  loads— forced  or  induced 
draft? 

This  question  must  be  determined  largely  by  the  question  ot  the 
coal  used.  With  the  smallest  size  of  anthracite  coal,  the  best  results 
can  be  obtained  by  maintaining  a  reasonable  pressure  in  the  ash 
pit :  while  with  bituminous  coal,  induced  draft  is  the  more  economi- 
cal method  of  increasing  boiler  capacity  under  heavy  peak  loads. 
The  combination  of  induced  and  forced  draft  with  small  anthracite 
coal  has  been  found  very  effective.  There  are  some  large  street  rail- 
way power  plants  provided  with  chimneys  of  sufficient  heights  to 
carry  the  average  load  and  fitted  with  induced  draft  fans,  arranged 
by  means  of  dampers,  to  take  care  of  the  peak  of  the  load,  and  in 
cfTcct  increase  the  height  of  the  chimney  in  accordance  with  the 
demands  for  steam.  These  fans  act  as  boosters  for  the  draft  ami  are 
very  effective  when  thus  used.— E.  H.  Sniffin. 

Forced  draft,  because  induced  draft  increases  leakage  throusli  the 
setting.— .\.  . 

19.     Under  what  conditions  is  it  more  advisable  to  use  mechanical 
instead  of  natural  draft  in  the  regular  operation  of  a  plant? 
E.xperience  thus  far  has  shown  that  small  or  moderate  sized  boiler 
plants  are  benefited  by  the  use  of  mechanical  draft,  for  the  reason 
that  their  economy  is  more  affected  by  a  fluctuating  load  than  are 
large  plants  whjere  the  variations  in  the  load  are  distributed  over  a 
large  number  of  boilers.    It  is  also  advisable  to  use  mechanical  in- 
duced  draft   in   the   place   of   natural    draft   when   economizers   are 
used,  to  overcome  the  loss  in  draft  both  by  the  cooling  of  the  gases 
and  by  the  mechanical  interference  with  their  flow.     If  natural  draft 
is   used,  a   very   tall   chimney   is    required,   whereas    induced    draft 
will   overcome   the   effect    of   the    economizers     and     at    the    same 
lime  take  care  of  the  peak  of  the  load  by  increasing  the  speed  of  the 
fans  at  the  time  of  the  greatest  demand  for  steam.     There  are  many 
railroad  plants  equipped  with  economizers  and  induced  draft,  where 
the  engines  operating  the  fans  arc  filled  with  automatic  valve  on  the 
steam  line,  which   regulates  the  speed  of  ihe  fans  according  to  the 
l)oiler  pressure  and  the  demand   for   steam.     This   is  accomplished 
without  any  increase  of  attentirin  by  the  fireman.— E.  H.  Sniffin 
N'atural  draft  is  preferable.- II. 

A  large  western  street  railway  company  recently  substiuiud  nat- 
ural for  induced  draft,  as  it  was  found  that  the  coal  required  to 
drive  the  fan  engines  for  the  latter  system  would  pay  for  the  chim- 
ney in  a  short  time. — ^'W. 

The  plant  should  have  sufficient  ..atural   draft   for  ordinary  con- 
ditions, and  supplemented  by  forced  draft  for  emergencies.— A. 
20.     Is  there  any  financial  ecoiwmy  in  lining  steel  stacks  with  brick? 
If  so,  to  what  height  should  lining  be  carried  and  what  kind  of 
brick  used? 
The  Bethlehem  Steel  Co.  is  reported  as  having  a  steel  stack,  com- 
pletely lined  with  fire  brick  and  yet  corroded  ladly.— M.  E. 
21      What  is  relative  cost  of  regular  brick,  special  radial  brick  and 
self-supporting   brick-line.l    steel    stacks    from    160   lo    200    feet 
high  ? 
In  competition  we  fin.l  Cnstodis  chimneys  are  about   10  per  cent 
chcaf^r  than  well  designed  common  brick  chimneys,  Ijcsides  being 
lighter  and  requiring  less  costly   foundations.     As   compared   with 
lined  steel  stacks,  Custodis  type  is  generally  cheaper,  but  there  is  no 
way  of  giving  average  comparison.— William  1-.  Greeley. 
22      Is  there  any  way  to  protect   llie  interior  of  brick  stacks  against 
cracking  and  disimegralioii   when  boilers  are  forced  and   slack 
temperature  is  approxinialrly  650°  F? 
We  presume   this   refers  10  Ihe  cracking   noticeable  in   the   inner 
core  of  common  brick  chimneys  as  ordinarily  designed,  and  where 
the  core  usually  has  a  thin  wall  of  considerable  height  with  conse- 
quent  pressure.     The   material   used   in  ihc   Custodis  chimneys   is 
specially  prepared  for  the  purpose  and  will  not  crack  at  temperatures 


up  to  650°  F.  Where  the  temperatures  are  likely  to  be  much  higher 
.  and  where  explosions  occur,  a  sectional  lining  is  used.  By  so 
dividing  the  lining,  the  expansion  is  similarly  reduced,  preventing 
Ihe  lining  from  cracking.  In  case  lower  sections  of  lining  are 
burned  out,  these  can  be  replaced  without  disturbing  the  upper.— 
William  L.  Greeley.  ^ 

We  have  experienced  no  trouble  with  cracking  at  650°  ^""^ 
Should  not   crack   under   much   higher  temperauire  than  650°   F. 

—A. 

23.     Is  there  any  reliable  method  of  testing  soils  m  order  to  ensure 
brick  chimney  against  cracks  and  other  defects,  due  to  irregular 
settling  of  foundation? 
The  most  reliable  method  of  testing  soil  lo  ascertain  its  carrying 
capacity  is  to  impose  loads  on  it,  either  with  dead  weight  or  by  a 
system  of  levers,  and  observing  the  actual  settlement.     In  case  foun- 
dation is  liable  to  settlement,  it  should  be  built  of  concrete  with  a 
grill  work  of  iron  rails  or  expanded  melal.— William  L.  Greeley. 

The  best  plan  is  to  coilsult  and  contract  with  experienced  chimney 
conslructing  firms,  who  will  examine  soil  and  erect  chimney  under 
suitable  guarantees  covering  settling,  etc.— H. 
24.     W'hat  difficulties  have  been  experienced  with   superheaters? 

With  highly  superheated  steam,  the  difficulties  are  liability  of 
superheater  tubes  to  burn  out,  and  engine  lubrication,  unless  special 
valve  system,  like  poppet  type,  is  used.  Inquiry  concerning  super- 
heater at  a  large  mill  in  Philadelphia  developed  the  fact  that  super- 
healer  had  been  burned  out  after  comparative  short  service.— M.  E 
Experience  with  superheaters,  heating  steam  up  to  800°  F.,  and 
in  service  for  considerable  period  of  time,  indicates  that  no  troubles 
are  experienced  other  than  those  due  to  gross  carelessness  in  man- 
agement, and  the  ordinary  wear  and  tear  of  settings  and  furnaces. 
In  one  case  a  superheater  was  damaged  by  building  a  fierce  fire 
under  it  and  subjecting  it  to  thi.'  severe  heat  for  several  hours 
with  no  steam  passing  through.  This  same  superheater  has  re- 
peatedly had  the  flow  of  steam  slopped  for  half  an  hour  at  a  time, 
with  no  damage  whatever.  With  ordinary  care,  the  superheater  is 
easier  to  handle  than  a  boiler,  and  fully  as  durable.  I  have  seen 
temperatures  of  940°  and  over  realized  in  a  separate  superheater, 
for  short  periods,  without  damage  to  engine  or  superheater.— Rich- 
ard H.  Rice. 

With  reasonable  care,  tlicre  is  no  dilliciilly   with  gridiron  valves, 
using  steam  superheated  too  to  105°  F.,  and  sleam  pressure  160  lb. 

— H. 

25.     With  moderate  superheating,  not  over  150°  F.,  in  plant  of  1,000 
b    h    p.,  is  it  more  economical  or  advantageous  to  install   one 
separately   fired    superheater   or   an    individual    superheater   for 
each    boiler? 
It  is  probably  more  advanlageous  lo  install  imlividual  superheaters_ 
for  each  Iwiler  within  the  setting  because  of  the  greater  economy  of 
burning  fuel   in  large  quantities  and  also   in  the  diminished   radia- 
tion.—E.  H.   Foster. 

Separately  fired.— H.  , 

With  moderate  superheating,  up  lo  l.SO°  F.,  it  is  desirable  to  install 
a  separately  fired  superheater,  because  with  the  individual  super- 
heater connected  with  each  boiler  the  temperature  of  the  steam  is 
highest  when  the  l«.ilers  are  Ix-ing  forced  and  load  is  heaviest,  and 
least  when  the  load  is  lightest-exaclly  the  reverse  of  the  conditions 
called  for  by  the  engine  when  operating  under  the  safest  and  most 
economical  conditions.  When  an  engine  is  operating  with  early  cut- 
off and  light  load  the  tendency  to  cylinder  condensation  is  great- 
est and  consequently  a  hifih  degree  of  superheating  is  advisable  to 
overcome  this  tendency.  On  the  other  hand,  at  laic  cut-off,  a  high 
degree  of  superheat  would  be  liable  to  cause  .lamage  to  the  engnie. 
since  on  account  of  the  diminished  lendcncy  to  cylinder  condensation 
at  the  late  cut-off,  less  superheat  is  used  up  in  overcoming  such  ten- 
dency and  the  mean  lemi>eraUire  in  the  cylinder  during  admission 
and  expansion  is  therefore  higher.  For  Ix^st  economy,  the  lenipeia 
lure  of  the  sleam  should  vary  inversely  as  the  load;  while  the  boiler 
superheater  varies  it  directly  as  Ihe  load.  This  latter  condition 
forces  the  use  of  a  lower  average  temperature  than  is  possible  witli 
the  in.lependenl  superheater  and  theref.ire  makes  it  impossible  to 
secure  ihc  maximum  benefit  from  superheating. 

The  in.lependent  supcrhealer  also  permits  Ihe  temperature  to  be 
exactly  regulated  at  will,  involves  less  complications  of  piping  ami 
valves  and  can  be  more  readily  repaired  and  kept  111  order.-Rich- 
ard  H.  Rice. 


834 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  io. 


2b.     io   wlial  extent   cau   superheating   be   carried   safely   in   plants 

operating  engines  with  corliss,  gridiron,  or  usual  types  of  valves? 

i  o  a  temperature  of  500°  F.,  corresponding  to  a  superheat  of  about 
150°  above  the  normal  tcn)perature  of  steam  at  usual  pressures. — 
E.  H.  Foster. 

The  Boston  Edison  Co.  uses  Itabcock  &  Wilcox  superheater  and 
with  100°  superheat,  and  experiences  no  difficulty  in  the  operation 
of  gridiron  valves.  Practically  all  first-class  engine  builders  will 
guarantee  the  operation  of  their  valve  system  and  engines  to  be 
entirely  satisfactory  using  steam  up  to  500°  F.  With  steam  tem- 
perature in  excess  of  500°   F.,  poppet  valves  are  recommended. — P. 

With  160  lb.  steam  pressure,  superheating  100°   F.  is  safe. — II. 

Not  over  56°  F.  with  corliss  or  other  unbalanced  valves. — A. 

The  extent  to  which  superheating  can  be  safely  carried  with  usual 
types  of  valves  depends  somewhat  upon  the  nature  of  the  service 
as  to  variability  of  load,  and  upon  the  type  of  superheater.  With 
cut-oflf  at  about  one-fourth  stroke  and  a  steady  load,  48o°-soo''  tem- 
perature of  steam  at  the  cylinder  is  permissible ;  but  if  the  cut-off 
goes  to  one-half  stroke,  a  reduction  of  temperature  is  necessary. 
With  the  varying  loads  of  street  railway  service  and  boiler  super- 
heaters, 450°-46o°  is  the  highest  safe  average  temperature  of  steam. 

If,  however,  compound  engines,  fitted  with  ordinary  types  of 
valves,  are  supplied  with  a  Schmidt  reheater  receiver,  5O0''-6oo° 
steam  can  be  safely  utilized.  The  function  of  this  device  is  to 
reduce  the  temperature  of  the  steam  passing  into  the  high-pressure 
cylinder  when  the  load  on  the  engine  increases,  and  to  increase  the 
temperature  when  the  load  falls  off.  This  is  performed  by  using' 
more  or  less  of  the  steam  in  the  main  steam  pipe  to  superheat  to  a 
greater  or  less  degree  the  steam  entering  the  low  pressure  cylinder. 
The  heat  abstracted  from  the  steam  entering  the  high  pressure  cylin- 
der is  therefore  not  lost,  but  used  to  increase  the  efficiency  of  the 
low  pressure  cylinder ;  and  the  action  of  the  apparatus  is  to  preserve 
the  best  conditions  in  each  cylinder  for  all  conditions  of  load,  and  to 
maintain  the  cylinder  temperature  within  safe  limits.  This  permits 
of  the  use  of  a  maximum  temperature  of  superheat  at  all  times.-- 
Richard  H.  Rice. 

27.  What  is  net  gain  in  coal  economy  by  the  use  of  either  moder- 
ately or  highly  superheated  steam  ? 

Net  gain  in  coal  economy  has  been  frequently  reported  at  from 
8  to  40  per  cent.  The  more  wasteful  steam  engines  show  the  greater 
percentage  of  saving.  With  an  ordinary  cross-compound  corliss 
engine,  it  is  safe  to  count  on  a  coal  saving  from  8  to  15  per  cent, 
steam  superheated  150°  F. — E.  H.  Foster. 

A  conservative  estimate  of  the  saving  due  to  moderate  superheat- 
ing is  10  per  cent. — H. 

Compared  with  engines  using  saturated  steam,  the  use  of  150  de- 
grees superheat  will  save  roughly  12  to  14  per  cent  of  steam,  and  8 
to  9  per  cent  of  fuel ;  while  300  degrees  superheat  means  a  saving  of 
25  to  30  per  cent  of  steam  and  16  to  20  per  cent  of  fuel.  These  fig- 
ures are  based  on  actual  results.  The  use  of  superheat  renders  ben- 
eficial also  the  use  of  a  high  vacuum,  the  increase  of  temperature 
range  in  the  cylinder  with  superheated  steam  not  involving  any  in- 
crease in  cylinder  condensation.  Curves  of  steam  and  heat  con- 
sumption obtained  from  various  types  of  engines  tested  under  vary- 
ing degrees  of  superheating  show  that  the  gain  due  to  the  super- 
heat increases  more  rapidly  than  the  teinperature;  and  it  is  there- 
fore advisable  to  carry  superheating  as  high  as  possible  without  ap- 
pearance of  superheat  in  the  exhaust.  With  140  to  150  pounds  boiler 
pressure,  engines  of  the  Schmidt  .system  can  use  steam  at  a  temper- 
ature of  750  to  800  degrees  with  safety  and  without  superheating  the 
exhaust;  and  under  these  conditions  and  a  vacuum  of  27  to  28 
inches  these  engines  develop  a  horse  power  from  8.9  to  9  pounds 
steam,  at  rated  load ;  while  the  variation  of  economy  is  less  than 
with  saturated  steam,  under  varying  load. — Richard  H.  Rice. 

The  following  data  were  obtained  concerning  the  economy  of  the 
steam  plant  of  Milhourne  mills,  Philadelphia,  Pa.,  equipped  with 
separately  fired  Schmidt  superheater  and  Rice  &  Sargent  engines : 

Temperature  of  steam,  approximately,  700°   F. 

Coal  consumption  per  day.  using  steam  at  above  temperature, 
23.000  lb. 

Coal  consumption  per  day,  using  saturated  steam,  superheater  cut 
out,  32,000  lb. 

Approximate  net  saving  due  to  the  use  of  highly  superheated 
steam,  9,000  lb.  coal,  or  28  per  cent. — Editor. 

28.  What  precautions  are  necessary  to  avoid  trouble  with  cylinder 
and  valve  lubrication  with  superheated  steam? 


Use  ordinarily  good  oil  and  lubricate  positively,  or,  in  obstinate 
cases,  lubricate  the  cylinder  direct. — E.  H.  Foster. 

No  iruuble  if  good  grade  cylinder  oil  is  used  and  positive  feed  be 
used,  as  with  Rochester  automatic  cylinder  lubricator  or  similar 
type.— H. 

The  best  quality  cylinder  oil  must  be  used,  and  fed  positively  as 
by  Richardson,  Rochester  or  similar  type  oil  pump. — A. 

The  only  precautions  necessary  to  avoid  trouble  with  cylinder  and 
valve  lubrication  with  superheated  steam,  are,  first,  to  use  oil  hav- 
ing a  very  small  percentage  of  animal  or  vegetable  constituents ;  that 
is,  to  have  the  oil  as  nearly  as  possible  as  a  pure  mineral  oil,  and 
to  have  the  flash  point  of  the  oil  regulated  in  proportion  to  the 
amount  of  superheat  which  is  being  used.  The  higher  superheats 
requiring  a  flash  point  of  600  to  650  degrees  in  air,  corresponding 
to  about  700  or  750  degrees  under  pressure  of  140  pounds  per  square 
inch.  It  is  also  necessary  to  avoid  the  use  of  springs  in  the  piston 
packing  and  to  arrange  the  stufiing  boxes  with  cast  iron  rings,  in- 
stead of  bronze  or  soft  metal.  With  highly  superheated  steam  it  is 
necessary  to  keep  the  stuffing  boxes  well  away  from  the  high  tem- 
peratures existing  in  the  cylinders,  and  in  some  cases  to  water- 
jacket  the  packings  to  protect  them  from  the  superheat. 

With  this  steam  it  is  also  necessary  to  use  poppet  or  piston  valves, 
and  to  design  the  cylinder  so  that  the  barrel  is  free  from  ribs  or 
passages.  Lubrication  should  be  by  positive  oil  pumps,  rather  than 
displacement  cups;  and  brass,  bronze,  composition,  copper  or  other 
similar  materials  should  be  kept  away  from  the  action  of  the  stean., 
under  which  they  rapidly  deteriorate.  .'Ml  pipes  and  cylinders  should 
be  covered  with  not  less  than  three  inches  thickness  of  non-con- 
ilucting  material  of  the  best  quality ;  and  it  may  not  be  out  of  place 
to  mention  that  recent  experiments  indicate  that  this  same  thickness 
is  economical  for  saturated  steam  and  pays  a  handsome  return  on 
the  investment. — Richard  H.  Rice. 

The  Standard  Oil  Co.  recommends  Hecla  brand  of  cylinder  oil, 
made,  we  understand,  by  the  Vacuum  Oil  Co. — Editor. 

29.  Does  the  use  of  superheated  steam  require  a  different  ratio  of 
high  and  low  pressure  cylinders  than  for  saturated  steam? 

With  superheated  steam,  a  higher  ratio  between  the  two  cylinders 
may  be  used  because  of  the  elimination  of  cylinder  condensation. — 
E.  H.  Foster. 

No.  Same  engines  have  been  used  with  saturated  and  super- 
heated  system. — H. 

With  highly  superheated  steam,  a  low  ratio  of  high  and  low  pres- 
sure cylinders  is  necessary,  in  order  to  utilize  as  much  as  possible 
the  superheat  in  the  high  pressure  cylinder,  and  give  in  this  cylinder 
as  great  a  range  of  pressure  as  possible.  The  use  of  moderate 
superheat  would  involve  an  intermediate  condition;  that  is,  where 
a  ratio  of  2.7  or  3.1  would  be  right  for  high  superheat,  and  a  ratio 
of  3?4  or  3^  would  be  proper  for  moderate  superheat. — Richard 
H.  Rice. 

30.  What  type  of  gasket  is  best  to  use  in  superheated  steam  mains? 
Corrugated  brass  gaskets  have  been  found  to  give  excellent  re- 
sults.    Also  woven  wire  and  asbestos  gaskets. — E.  H.  Foster. 

Corrugated  copper  gaskets. — H. 

Either  ground  joints  or  copper  gaskets.    No  rubber  or  fibre. — A. 

The  best  gasket  for  use  in  superheated  steam  mains  is  an  asbes- 
tos gasket  made  as  thin  as  possible,  and  with  just  sufficient  rubber 
or  other  binding  material  to  hold  the  asbestos  together  and  prevent 
access  of  moisture  to  the  fibres  during  the  time  when  saturated 
steam  is  passing  through  the  mains. — Richard  H.  Rice. 

We  are  using  corrugated  copper  gaskets  in  one  of  our  plants, 
equipped  for  moderately  superheated  steam.  This  choice  was  largely 
due  to  the  experience  of  the  Boston  Edison  Co.  with  similar  gaskets 
on  its  superheated  steam  lines. — Editor. 


Discussion  on  Oiicstions  24  to  :?0   Inclusive  of  .Super- 
heated Steam. 


President  Davis :  As  I  understand  the  superheated  steam  ques- 
tion, the  claim  is  made  that  with  a  comparatively  small  investment 
and  using  our  present  apparatus  a  saving  of  approximately  10  per 
cent  can  be  obtained  by  the  use  of  moderately  superheated  steam. 
If  that  be  so,  then  this  subject  is  one  which  merits  very  careful  con- 
sideration. We  are  especially  favored  in  having  with  us  Mr.  Rice 
of  the  Rice-Sargent  Engine  Company,  who  has  kindly  furnished 
considerable  data  to  our  Question  Box  and  is  particularly  fitted  to 
discuss  this  subject.     It  is  desired  that  our  members  ask  such  ques- 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


835 


tions  as  they  may  wish,  and  I  would  ask  Mr.  Rice  to  address  him- 
self to  the  practical  man. 

Mr.  Weiidle:  What  changes,  if  any.  are  necessary  in  the  present 
piping  systems  in  the  smaller  stations? 

Mr.  Rice :  It  would  likely  be  necessary  to  change  gaskets  and  put 
on  a  greater  thickness  of  covering.  The  flanges  should  be  covered 
after  it  is  certain  that  the  joints  are  tight.  Precautions  would  have 
to  be  taken  in  regard  to  increased  expansion  in  the  steam  lines. 

President  Davis :  Within  your  own  experience,  what  has  been  the 
effect  of  100  degrees  superheat  in  old  plants? 

Mr.  Rice :  Where  plants  have  been  adapted  to  the  new  conditions, 
no  trouble  has  been  experienced. 

President  Davis:  Does  the  saving  amount  to  10  per  cent  under 
ordinary  commercial  conditions? 

Mr.  Rice :  I  do  not  think  there  is  any  question  about  it^the  ac- 
tual percentage  depends  on  the  degree  of  superheat. 

President  Davis:  I  think  this  is  a  most  important  subject.  It  is 
new  to  me  and  probably  to  some  of  the  gentlemen  here,  and  it  is  de- 
sired that  no  one  hesitate  to  ask  questions.  Mr.  Rice  has  come  a 
long  distance,  and  I  know  will  Ik  pleased  to  furnish  all  the  informa- 
tion possible. 

Mr.  Fairchild:  In  using  superheated  steam,  is  it  necessary  to 
make  any  changes  in  the  valves?  Mr.  Rice  has  said  there  is  prac- 
tically no  change  necessary  in  the  piping  system,  except  gaskets  and 
pipe  covering. 

Mr.  Rice:  I  think  it  would  be  necessary  to  remove  all  the  brass 
or  bronze  rods.  We  find  a  rapid  deterioration  of  such  rods  takes 
place. 

President  Davis :  What  is  the  dividing  line  between  moderate 
and  high  superheating? 

Mr.  Rice:  Moderate  covers  temperatures  from  400  to  500  degrees 
Fahrenheit ;  beyond  500,  we  call  it  high  superheat.  Usually  when 
speaking  of  high  superheat,  we  mean  700  to  800  degrees  Fahrenheit. 

Mr.  Wendle:  We  looked  up,  in  this  connection,  the  Milbourne 
Mills  in  Philadelphia.  Our  information  was  that  they  had  expe- 
rienced trouble  with  their  superheater.  This  information  made  us 
feel  that  a  small  station,  considering  the  grade  of  help  available  in 
the  fire  room,  was  trying  a  dubious  experiment  in  superheating  up 
to  700  degrees. 

At  Lancaster,  I  understand,  this  system  is  installed  complete.  We 
tried  to  obtain  some  data  from  this  plant,  hut  they  seem  either  un- 
able or  unwilling  to  furnish  any  informatioi..  I  would  ask  whether 
any  difficulties  have  been  experienced  at  Lancaster:  also  to  what 
extent  the  burnout  at  the  Milbourne  Mills  was  due  to  defects  in 
the  system;  and  finally  whether  ordinary  help  can  operate  without 
difficulty  a  boiler  plant  which  includes  superheating  up  to  700  de- 
grees? Whether  any  automatic  devices  arc  arranged  to  control  the 
heating  and  prevent  damage  to  superheater  tubes? 

Mr.  Rice:  I  referred  to  the  Miltourne  Mills  in  my  answer  to 
question  24.  In  that  case  the  superheater  operated  some  six  months 
and  gave  absolutely  no  trouble  with  temperatures  of  steam  up  to  940 
to  950  degrees  at  times.  In  several  instances,  the  flow  of  steam  was 
entirely  stopped  with  the  fire  under  the  superheater,  and  the  lubes 
were  not  damaged.  One  night  a  green  fireman  came  on,  built  a  fire 
under  the  superheater  and  finding  no  indication  on  the  gage,  in- 
creased his  fire.  In  the  morning,  when  the  engineer  came  in,  every- 
thing was  red  hot  and  the  tubes  were  damaged.  Exactly  the  same 
thing  would  happen  with  a  boiler  if  you  started  it  without  water — 
the  tubes  would  be  burned  out. 

I  think  a  talk  with  the  Millbourne  Mills  people  will  convince  any 
one  that  they  are  satisfied  with  the  superheater  and  find  it  easier  to 
run  than  a  Ixiiler.  The  only  thing  you  have  to  watch  is  the  gage 
showing  the  temperature  of  the  steam.  Automatic  devices  are  pro- 
vided which  open  up  cold  air  bars  in  case  temperature  runs  too 
high ;  but  if  a  man  chooses  he  can  throw  the  device  out  of  service 
and  depend  on  hand  regulation. 

At  Lancaster  there  has  lieen  considerable  delay,  due  to  the  neces- 
sity of  removing  old  apparatus  and  moving  station.  After  the  en- 
gines were  in  service  some  time,  it  was  necessary  to  wait  until  the 
boilers  were  removed  in  order  to  install  superheaters.  As  a  result, 
they  have  practically  had  no  continuous  operation  with  superheated 
steam.  On  the  short  runs  so  far  made,  the  data  obtained  were  en- 
tirely insufficient  to  determine  accurately  the  saving  due  to  super- 
heating. 

Mr.  Wendle:  In  your  Schmidt  system,  I  understand  that  you  use 
seamless    Jteel    tubes — Mannesman?      Another    manufacturer    uses 


thick  cast  iron,  constructed  on  what  is  known  as  the  Schwoerer  sys- 
tem. In  view  of  the  strong  claims  made  for  each  type,  will  Mr.  Rice 
state  what  are  their  relative  merits  as  to  safely,  reliability  and  dura- 
bility, with  special  reference  to  the  engineering  ability  usually  found 
in  the  smaller  stations? 

Mr.  Rice:  On  general  principles,  it  is  advisable  to  keep  the  joints 
entirely  away  from  the  action  of  the  gases.  This  condition  is  ob- 
tained with  the  Schmidt  superheater,  and  not  generally  with  the 
cast  iron  type.  Further,  where  you  expose  hot  pipes  to  steam  pres- 
sure, safety  demands  that  only  the  best  possible  material  be  used. 
Modern  steam  pipe  practice  has  settled  this  question  in  favor  of 
seamless  steel. 

Mr.  W'endle:  In  connection  with  an  engine  proposition,  where  the 
guarantees  covered  saturated  and  highly  superheated  steam,  there 
was  a  difference  of  three  poiuids  of  steam  per  i.  h.  p.  per  hour.  The 
question  then  was,  how  much  coal  per  i.  li.  p.  was  required  to  op- 
crate  the  superheater,  not  only  under  full  load,  but  under  average 
load  conditions  obtaining  in  railway  service?  Can  Mr.  Rice  state 
how  much  this  amounts  to — banking  and  all  other  items  included? 

Mr.  Rice:  That  is  a  difficult  question  to  answer.  We  have  made 
some  tests,  but,  owing  to  the  illness  of  Professor  Jacobus,  we  have 
not  received  the  final  results.  In  general,  about  .15  pound  of  coal  is 
required  to  superheat  one  pound  of  steam  250  degrees.  This  would 
cover  full  load  conditions  and  our  experience  is  that  superheater 
efficiency  is  fairly  maintained  through  a  wide  range. 

Mr.  Wendle;  If  the  superheater  furnace  is  operated  similarly  to 
boiler  fires ;  then  as  the  load  varied  or  fell  off,  the  superheater  fire 
required  would  not  fall  off  in  proportion.  Suppose  the  average  load 
on  a  railway  engine  is  30  per  cent  of  the  full  load,  and  that  the  super- 
heating requires  .15  pound  of  coal  per  i.  h.  p.  at  full  load,  amount- 
ing to  say  14  per  cent  of  coal  consumption  of  engine ;  what  variation 
would  there  be  in  the  .15  pound  and  in  the  percentage  of  coal  re- 
quired by  superheater,  as  compared  to  total  engine  consumption, 
under  average  load  conditions? 

Mr.  Rice :  It  would  be  a  smaller  percentage  of  the  actual  coal 
used  with  light  load  than  with  full  load ;  because  your  engine  econ- 
omy is  decreasing  with  decreased  load  and  the  superheater  economy 
remains  more  nearly  constant. 


31.  In  500-kw.  units,  what  are  the  relative  merits  of  steam  turbines 
and  modern  compound  condensing  engines  in  total  first  cost 
and  operating  economy? 

The  steam  turbine  is  less  in  original  cost  than  the  corresponding 
size  of  steam  engine  when  the  latter  is  put  upon  the  same  basis  of 
economy  and  capacity.  Aside  from  being  lower  in  first  cost,  it  re- 
quires a  comparatively  inexpensive  foundation,  and  there  is  also 
frequently  much  saved  in  the  way  of  space  that  would  be  valuable 
for  other  purposes. — E.  H.  Sniffin. 

Actual  results  with  modern  compound  condensing  engines,  160 
lb.  steam  pressure  and  26  in.  vacuum : 

One-half  load — 14.55  lb.  steam  per  i.  h.  p. 

Three-fourths  load — 13.4  lb.  steam  per  i.  h.  p. 

Full  load — 12.S  to  12.7s  lb.  steam  per  i.  h.  p. — H. 

Comparison  between  the  500-kw.  turbo-generator  .set,  running  at 
1,800  revolutions  per  minute,  and  a  modern  compound  condensing 
500-kw.  engine  unit,  running  at  125  revolutions  per  minute,  shows 
a  saving  in  first  cost  of  about  25  to  30  per  cent.  This  comparison 
covers  the  steam  prime  mover,  the  electric  generator,  and  all  auxil- 
iary machinery,  with  the  exception  of  the  condensing  apparatus.  In 
addition,  there  will  be  a  large  saving  in  first  cost  for— (a)  real  es- 
tate, (b)  buildings,  (c)  foundations,  and  t'd)  smaller  items  due  to 
decrease  in  floor  space  needed,  weight,  and  to  the  steady  revolving 
motion  of  turbine.  The  operating  economy  will  also  be  better  for 
the  turbine,  on  account  of — (a)  higher  thermal  elliciency  of  the  tur- 
bine, (b)  reduction  in  cost  of  maintenance,  due  to  simplicity  of  tur- 
bine construclion,  (c)  reduction  in  cost  for  attendance  (all  oiling  be- 
ing automatic),  (d)  saving  in  oil,  and  (c)  saving  in  boiler  feed 
water  by  use  of  surface  condensers. 

The  lubrication  is  done  by  a  circulating  oil  pump  and  one-half  bar- 
rel of  oil  is  about  suflicieni  for  a  500-kw.  set.  This  oil  can  be 
used  over  and  over  again  until  deteriorated.  As  oil  cannot  come  in 
contact  with  steam,  no  precautions  are  required  in  using  condensing 
water  for  boiler  supply. — R.  E.  Moore.         ' 

The  initial  expense  of  ihc  turbine  unit,  erected  ready  for  piping, 
is  given  imofficially  lo  Ihc  editor  as  practically  10  per  cent  less  than 
a  high  grade  compound  condensing  corliss  engine. 


836 


STREET   RAILWAY    REVIEW. 


[Vol.  XIII,  Ko.  Id. 


The  operating  economy  of  the  turbine  unit,  considered  by  itself, 
is  better  than  the  compound  condensing  corliss  unit ;  but  where 
direct  current  is  the  entire  output,  and  direct  distribution  is  possible, 
there  is  considerable  doubt  whether  llie  generating  cost,  including 
fixed  charges,  is  not  more  with  the  turbine  unit  and  necessary 
rotaries,   etc.,   than   with   compound   condensing   corliss   engines. 

32.  What  overload  can  be  carried  by  a  steam  turbine  under  the 
control  of  the  governor  and  without  opening  by-pass  or  turning 
on  additional  nozzles  by  hand? 

The  steam  turbine  should  be  rated  at  its  greatest  capacity,  for 
at  that  point  it  gives  its  best  efficiency,  and  then  by  means  of  a  by- 
pass it  is  able  to  carry  50  per  cent  overload;  or  it  would  give  the 
full  rating  non-condensing. — E.  H.  Sniftin. 

The  DeLaval  practically  limits  the  economical  range  luider  gov- 
ernor control  to  10  per  cent  above  rating. 

The  Parsons  to  about  25  per  cent,  as  per  tests. 

The  Curtis  does  not  furnish  this  information. 

On  any  of  these  turbines,  extreme  overloads  up  to  50  per  cent  arc 
taken  care  of  by  opening  additional  nozzles  or  a  by-pass. — W. 

We  build  our  steam  turbines  to  stand,  as  a  whole,  a  somewhat 
larger  overload  than  first-class  reciprocating  engines.  Generally  the 
overload  capacity  will  be  determined  by  the  generator  capacity,  which 
will  usually  allow  50  per  cent  overload  for  two  hours.  Our  turbine 
has  no  by-passes. — R.  E.  Moore. 

33.  Does  a  steam  turbine  require  a  special  or  more  expensive  con- 
densing equipment  than  reciprocating  engines? 

The  steam  turbine  does  not  require  a  more  expensive  condensing 
equipment  than  reciprocating  engines.  To  obtain  high  vacuum,  like 
_7  in.  or  28  in.,  of  course  requires  more  expensive  condensing  appar- 
atus than  the  lower  vacuums,  but  it  requires  simply  to  capitalize  the 
ditTerence  in  efficiency  to  prove  or  disprove  the  desirability  of  the 
extra  expense.  Usually,  high  vacuum  will  be  found  to  pay. — E.  H. 
Sniffin. 

From  statements  of  turbine  and  condenser  manufacturers,  the 
general  demand  is  for  28  in.  vacuum,  using  surface  condensers,  with 
two  stage  air  pumps,  and  every  refinement  to  increase  this  perform- 
ance. The  condenser  manufacturers  seem  unwilling  to  furnish  any 
actual  figures,  but  advise  that  the  cost  of  high  vacuum  equipment 
is  considerably  in  excess  of  that  usually  supplied  for  reciprocating 
engines  and  giving  26  in.  to  27  in.  vacuum. — J.  O'Toole. 

It  does  not  require  a  more  expensive  equipment ;  but  a  high  vacuum 
gives  a  better  efficiency  in  a  turbine  than  in  a  reciprocating  engine. 
—A. 

An  examination  of  curves,  deduced  by  Mr.  Emniett,  shows  clearly 
the  rapid  increase  in  efficiency  of  the  turbine  with  high  vacuum  and 
therefore  the  advisability,  in  most  cases,  of  the  best  possible  condens- 
ing equipment. — R.  E.  Moore. 

34.  What  is  the  best  type  of  condensing  equipment  for  steam  tur- 
bines? 

There  is  no  particular  type  of  condenser  equipment  specially 
adapted  to  the  steam  turbine.  The  type  of  condenser  depends  upon 
the  conditions,  and  in  steam  turbine  practice  there  are  no  character- 
istic limitations. — E.  H.  Sniffin. 

It  is  our  standard  practice  to  use  surface  condensing  equipments, 
the  reasons  being — higher  vacuum  and  possibility  of  re-using  boiler 
feed  water. — R.  E.  Moore. 

An  examination  of  a  number  of  the  latest  steam  turbine  installa- 
tions indicates  a  special  preference  for — (a)  surface  condensers, 
placed  as  close  to  the  turbine  as  permissible;  (b)  centrifugal  cir- 
culating pumps,  operating  in  connection  with  a  syphon  system  of 
water  piping;  and  (c)  air  pumps  of  either  tlie  Edwards  or  two 
stage  dry  air  type.  An  equipment  of  this  type,  with  the  amount  of 
piping  required,  was  estimated,  by  a  large  steam  piping  and  plant 
contractor,  to  cost  not  less  than  four  times  as  much  as  a  modern 
central  condensing  system  suitable  for  a  first-class  reciprocating 
engine  plant. — Editor. 

35.  What  vacuum  is  regularly  obtained  at  the  engine  cylinder  in 
plants  equipped  with  central  condensing  system? 

Twenty-five  and  one-half  inches  with  central  condensing   system 
and  261/2  in.  with  surface  condenser  near  engines. — H. 
Twenty-five  inches  is  good. — A. 

36.  What  is  the  relative  cost  of  fan  and  natural  draft  cooling 
towers  for  condensing  systems?  What  vacuum  can  be  obtained 
with  their  use? 

Cooling   towers   cost   about   $6  per   h.    p.,  basing  h.   p.    rating  on 


Corliss  engine  performance.    Vacuum  obtainable  24  to  26  inches,  de- 
pending on  atmospheric  conditions. — H.  C.  Reagan. 

37.  What  is  best  form  of  automatic  atmospheric  exhaust  valve  for 
use  in  condensing  plants? 

Schutte  automatic  exhaust  valve  is  entirely  reliable.— E.  H. 
.\Iusser. 

W.  II.  Gullisim  Co.  of  Uoston,  Mass.,  makes  a  satisfactory  one. 
— H. 

38.  What  is  relative  value  of  run-of-mine  bituminous  and  the  small 
sizes  of  anthracite  coal  in  regular  plant  service,  including  bank- 
ing, etc.? 

With  the  grades  of  bituminous  and  anthracite  coal  furnished  in 
iiur  market,  we  can  afford  to  pay  15  per  cent  more  for  a  short  ton 
of  rnn-of-niinc  bituminous  coal  than  for  a  long  ton  of  anthracite 
coal  No.  3  buckwheat. — Paul  A.  Hess. 

If  both  coals  are  clean,  there  is  little  difference  in  the  heating 
power.  Any  difference  in  results  is  due  to  the  method  of  firing. — A. 
_V).  What  is  the  cost  per  ton,  exclusive  of  fixed  charges  on  equip- 
ment, for  handling  coal  from  car  to  boiler  room  bins  with 
modern  coal  and  ash  conveying  machinery,  assuming  an  annual 
coal  consumption  of  6,000  to  10,000  tons? 

With  such  a  small  annual  consumption,  it  is  questionable  whether 
the  maintenance  and  fixed  charges  on  any  conveying  system  would 
not  amount  to  more  than  cartage.  A  modern  coal  and  ash  con- 
veying equipment,  suitable  for  handling  coal  for  storage,  conveying 
to  boiler  room  bins  and  for  taking  out  ashes,  would  probably  cost 
$15,000  to  $20,000  and  the  relatively  low  interest  and  depreciation 
charge  of  10  per  cent  would  make  the  costs  of  any  such  system 
prohibitive,  even  if  the  actual  operating  cost  nothing. — W. 

Slioveling  coal  off  car,  5  cents  a  ton ;  conveying,  i  cent  a  ton ;  and 
handling  ashes,  2  cents  per  ton  of  coal. — A. 

40.  What  is  the  cheapest  method  for  handling  ashes  in  plants  of 
1,000  to  1,500  h.  h.  p.? 

Dump  directly   into   the  conveyor. — A. 

Ash  cars  or  barrows  would  probably  be  the  only  method  at  a 
reasonable  cost. — W. 

41.  Are  economizers  a  profitable  investment  in  a  i.ooo-h.  p.  con- 
densing plant? 

We  consider  they  are  decidedly.  In  a  plant  of  1,000  h.  p.  we 
would  very  conservatively  say  an  economizer  will  save  10  per  cent 
in  fuel.  Records  show  over  this.  The  cost  of  such  an  economizer 
installed  and  bricked  in  ready  for  work  would  be  about  $5,200. 
Taking  3.70  lb.  of  coal  burned  per  b.  h.  p.  on  boilers  for  365  days 
in  the  year,  and  coal  at  $3  on  the  grates,  an  electric  plant  would 
consume  about  $18,000  of  coal  per  annum.  Ten  per  cent  of  this 
would  make  a  saving  of  $1,800. 

.\llowing  5  per  cent  for  borrowed  money  on  $5,200 $  260.00 

Allowing  6  per  cent  for  depreciation  on  $5.200 312.00 

.\llowing  114  percent  for  maintenance  and  repairs 78.00 

.\lIowing  i'/2  per  cent  taxes  and  insurance 78.00 

Total  charges  against  economizer $    728.00 

Ten   per  cent   saving $1,800.00 

Net  gain  (20  per  cent) $1,072.00 

This,  you  will  see,  after  borrowing  money,  will  pay  20  per  cent 
on  the  investment,  making  all  fair  allowances  and  being  very  con- 
servative. In  actual  practice  it  would  probably  be  larger.  One  of 
the  great  advantages  of  economizers  on  electrical  plants  is  certainly 
the  large  reserve  power  when  sudden  demands  are  made  for  steam, 
which  item  is  very  difficult  to  get  any  figures  on,  as  only  those  that 
have  experience  realize.  The  fireman  will  have  no  difficulty  in 
keeping  up  steam  during  heavy  peaks  of  the  load  when  using  the 
economizer,  having  about  an  hour's  supply  of  hot  feed  water.  They 
do  not  use  this  up  before  the  peak  of  the  load  is  off,  and  even  what 
water  is  coming  in  to  replace  that  which  is  used  has  the  benefit  of 
the  gases  when  the  boilers  are  being  worked  to  their  full  capacity. 
Managers  of  electric  power  plants  know  how  the  steam  begins  to 
drop  when  very  heavy  loads  suddenly  come  on  the  boilers,  and  during 
that  period  having  to  rush  a  lot  of  cool  water  into  the  boilers  makes 
the  work  harder  for  the  fireman.  An  economizer  overcomes  that. 
Then  again,  the  depositing  of  sediment  in  the  economizer  and  the 
saving  in  repairs  to  boilers,  it  is  difficult  to  estimate  or  get  figures 
on.  but  both  are  important  advantages  in  addition  to  the  saving  in 
fuel.     With  an  economizer  of  the  capacity  of  your  boiler  plant,  you 


Oct.  20,  190J.] 


STREET    RAILWAY    REVIEW. 


837 


do  not  have  to  keep  so  many  boilers  partly  banked  ready  lor  sudden 
emergencies,  as  the  economizer  increases  the  steam  capacity  of  your 
plant  10  per  cent.  The  fact  also  has  to  be  realized  that  your  men 
have  10  per  cent  less  coal  to  handle  and  proportional  amount  of  ash. 
—Green  Fuel  Economizer  Co. 

No.— H.  ^  ^ 

None,  unless  you  have  an  excessively  high  temperature  of  Hue 

gases. — A. 

In  answer  to  inquiries  among  plants  about  this  size,  using  econo- 
mizers, the  consensus  o£  opinion  was  as  follows:  In  an  existing 
boiler  plant,  the  advisability  of  adding  an  economizer  was  entirely 
a  question  of  finance  and  plant  conditions,  available  draft,  etc.  1  he 
fuel  saving  against  fixed  charges  and  maintenance.  If  a  new  plant 
«as  proposed,  then  the  almost  unanimous  opinion  was  the  econo- 
mizer should  be  considered  in  connection  with  boilers  in  distriouling 
the  heatmg  surface  to  be  provided.  The  general  experience  being 
that  of  the  total  heating  surface  required,  70  per  cent  should  be 
boiler  and  30  per  cent  economizer. — Editor. 

+2.  What  is  the  maintenance  cost  and  a  fair  depreciation  rate  on 
economizers  ? 
The  maintenance  cost  of  economizers  in  the  last  15  lo  20  years 
has  been  proved  to  be  under  i  per  cent  of  the  original  cost  of  the 
machine,  and  a  fair  depreciation  we  consider  is  6  per  cent,  as  a 
machine  will  last  with  ordinary  attention  over  20  years.  We  can 
show  any  number  of  records  of  machines  that  we  sold  over  20 
years  ago  that  arc  working  today  very  satisfactorily.— Green  Fuel 
Economizer  Co. 

43.     Have  any  power  houses  been  heated  by  hot  «alcr  supplied  from 

a  special  section  of  the  economizer  run  at  low  pressure?     If  so, 

■what  difficulties  have  been  experienced? 

We   do  not   know   of   any  electric  power   houses   that   have   been 

heated  by  hot  water  from  our  economizer,  but  we  are  healing  a 

number  of  mills  quite  satisfactorily  by  this  system,  among  which 

are  the  Queen  City  Cotton  Co.,  Burlington,  Vt.;    West  Boylcston 

Manufacturing  Co.,  Easthampton,  Mass.,  and  Pierce  Manufacturing 

Co..  New  Bedford,  Mass. 

We  have  also  recently  sold  economizers,  part  of  which  will  be 
used  for  heating  the  power  house,  to  the  Canadian  Pacific  Railway 
Co  shops  in  Canada.  There  is  no  reason  that  we  can  see,  if  we 
can  heat  mills  satisfactorily,  which  have  to  be  kept  at  high  tempera- 
ture why  the  hot  water  cannot  be  used  for  heating  power  houses. 
The  way  we  do  this  is,  we  take  the  cool  end  of  the  economizer 
furthest  away  from  the  entering  of  the  hot  gases,  and  use  a  portion 
of  that  for  heating  the  building,  by  making  a  constant  circulation  of 
the  water  through  it.  We  have  a  contract  at  the  Present  time  with 
the  Springfield  Electric  Light  &  Power  Co.,  Springfield,  111.,  for 
economizers,  in  which  it  is  going  10  use  the  whole  of  the  econo- 
mizers for  a  heating  system  that  is  run  in  conjunction  with  the 
plant.  The  boiler  capacity  of  this  plant  is  2,000  h.  p.  In  regard  to 
difficulties,  so  far  no  difficulties  at  all  have  been  experienced.  In 
fact,  it  is  the  ideal  and  most  economical  way  of  heating  a  power 
house.— Green  Fuel  Economizer  Co. 

44.     What  is  the   saving  in   coal   when  storage  batteries  are  kept 
floating  on  the  line?  ,  .  ,    ,, 

Th(e  coal  saving  depends  upon  the  class  of  service  for  which  the 
battery  is  installed,  and  is  brought  about  principally  by  shutting 
down  engines  and  generators  at  the  power  house  and  improving  the 
load  factor  If  a  battery  is  installed  on  the  line  at  a  distance  from 
the  power  house,  for  saving  copper  and  improving  voltage,  it  wil 
generally  affect  only  a  very  small  portion  of  the  total  load,  and 
may  have  but  little  effect  on  the  power  house  operation  and  economy. 
If  however,  the  battery  is  installed  at  the  power  house  and  is  ad- 
justed to  take  the  fluctuations  of  load  off  the  machines  so  that  the 
latter  can  1«  operated  continuously  under  a  steady  load  equal  to  their 
full  rated  capacity,  instead  of  under  a  widely  fluctuating  load  whose 
average  is  perhaps  under  50  per  cent  of  the  rated  capacity  about 
half  of  the  machinery  required  l«:fore  the  battery  was  installed  can 
l«  Hhut  down,  thus  saving  all  the  constant  losses  from  friction  and 
radiation  involved  in  operating  these  machines,  and  the  other  hal 
will  be  run  at  a  point  of  maximum  economy.  The  saving  in  fuel 
thus  accomplished  would  probably  range  from  15  to  25  per  cent 
The  saving  will  1*  greater  where  the  units  are  few  ,n  number  and 
the  fluctuations  excessive,  and  will  I*  less  where  the  fluctuations  of 
load  are  small  and  the  nuinl«r  and  size  of  uni.s  such  that  they  can 
be  readily  adapted  lo  the  load.-E  I..  Reynoldn. 
About  IS  per  cent.— W.  S.  B. 


45.     Does   ihc   storage   battery   require  any   extra  or  special   labor? 

Ill  the  great  majority  of  cases,  the  very  reasonable  amount  of 
allcntioii  required  lo  keep  a  battery  in  the  best  condition  is  secured 
without  the  necessity  of  employing  additional  or  special  labor.  With 
a  battery  of  ordinary  size,  the  time  that  should  be  spent  on  it  should 
not  exceed  four  or  five  hours  each  week.  It  has  very  generally  been 
found  practicable  lo  detail  an  employe  who  is  in  the  service  of  the 
company  for  this  battery  work  without  materially  interfering  with 
his  other  duties.— E.  L.  Reynolds. 

.\  man  carefully  selected  and  properly  instructed  should  be  placed 
in  charge  of  battery,  and  the  battery  made  his  first  and  most  impor- 
tant duty. — L. 

A  battery  requires  only  a  small  amount  of  labor,  bul  the  work 
done  should  be  done  thoroughly,  care  being  taken  not  to  neglect 
even  the  smallest  details.  The  most  important  point  in  the  care  of 
battery  is  that  the  man  who  is  in  charge  of  the  battery  must  be  able 
to  discover  and  remedy  the  slightest  trouble  in  ihc  cells  before  it 
grows  so   large  that   it   affects  the  good   working  condition   of   the 

battery. — G.  G. 

Yes,  it  requires  an  attendant  lo  take  gravity  and  temperature 
readings  and  to  fill  the  cells  to  a  uniform  level  as  the  water  evap- 
orates. This  man  is,  however,  able  to  perform  other  duties,  as  the 
battery  only  requires  his  attention  about  one-third  of  the  day.— F. 
B.  Musscr. 

46.     What  records  arc  essential   in   order   to   obtain   a   low   mainte- 
nance cost  on  batteries? 
In  order  to  keep  a  battery  in  the  best  condition   and  obtain  a 
minimum  maintenance  cost,  it  should  be  looked  after  in  tlic  follow- 
ing manner: 

In  the  daily  workings  of  a  battery,  hydrometer  readings  of  a  single 
cell,  usually  termed  the  "pilot  cell,"  should  be  taken  hourly,  or  as 
frequently  as  possible,  if  the  battery  is  so  situated  that  it  is  imprac- 
ticable to  take  the  hourly  readings  (from  one  to  two  minutes  only 
is  required  for  taking  these  readings).  When  a  battery  is  situated 
at  or  near  a  power  house  or  rotary  sub-station  where  an  attendant 
is  present,  there  should  be  no  difficuUy  in  arranging  for  the  hourly 
readings  to  be  taken.  In  the  case  of  line  batteries  where  there  is 
no  regular  attendant,  it  can  usually  be  found  practicable  to  have  at 
least  four  of  these  readings  taken  in  each  twenty-four  hours.  In 
any  case,  one  reading  a  day  must  be  taken.  In  addition  to  the  pilot 
cell  hydrometer  readings,  the  recording  voltmeter  records  must  be 
carefully  observed,  and  the  working  of  the  battery  as  indicated  by 
these  charts  and  pilot  cell  readings,  kept  in  proper  adjustment. 

Once  a  week,  when  what  is  termed  the  "weekly  overcharge"  is 
given,  a  specific  gravity  reading  of  each  cell  in  the  battery  should  be 
taken  just  before  the  charge  is  started.  If  the  charging  current 
can  be  kept  constant,  a  complete  set  of  voltage  readings  should  also 
l,e  taken;  these  at  the  completion  of  the  charge  and  just  before  the 
current  is  cut  off.  If  the  current  cannot  be  kept  constant  during 
this  part  of  the  charge,  then  these  voltage  readings  are  not  of 
suflicicnt  value  to  warrant  their  being  taken,  and  in  their  stead 
another  set  of  gravity  readings  should  be  taken  as  a  check  on 
those  taken  before  the  charge  is  started.  In  all  cases,  pilot  cell 
gravity  readings  should  be  taken  at  the  end  of  this  charge,  as 
well  as  at  the  beginning,  and  as  frequently  during  the  charge  as 
I>ossible.— E.  L.  Reynolds. 

There  should  be  a  recording  voltmeter  to  record  (he  hourly  gravity 
readings.— F.   B.   Musser. 

Accurate  records  covering-(a)  specific  gravity  of  acid,  (b)  re- 
cording voltmeter  charts,  and  (c)  input  and  output  of  battery.  Ihc 
first  two  are  essential  and  should  cover  lioth  charge  and  discharge. 

— L. 

47.     What   is  a   fair   maintenance   ami   dciiraMaln.n   cliarso   on   lul- 
teries,  under  railway  conditions  and  lloating  onUinuiiUy  mi  llie 

line? 

The  maimcnancc  and  depreciation  charge  of  such  batteries  nor- 
mally operated  and  properly  looked  after  should  not  exceed  5  or  6 
per  cent  annually  of  the  original  cost  of  the  battery. 

The  amount  of  work  that  a  battery  does  is  a  factor  that  slicuild 
always  be  taken  into  consideration  wh<n  llu-  qitcstion  of  mainte- 
nance charge  comes  up— E.  L.  Reynolds 

Based  on  Ihc  experience  with  large  lighting  batteries,  which  are 
completely  charged  and  discharged  regularly,  and  with  which  7  to 
7>',  per  cent  of  original  cost  of  battery  must  be  set  aside  for  main- 
icnance  and  renewals,  the  annual  charge  against  railway  hattonos, 
constantly  floating  on  line,  should  not  exceed  5  per  cent  of  original 


838 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No   lO. 


cost,  provided  proper  care  is  given  battery,  and  sufficient  capacity 
is  provided. — E. 

For  floating  batteries  4  to  s  per  cent  of  the  original  cost  should 
be  set  aside  annually  to  cover  renewal  of  plates  and  an  additional 
amount  to  cover  renewal  of  lca<l  tanks  in  10  years. — G.  G. 

No  definite  knowledge — varies  from  3  years,  in  case  of  abuse,  to 
7  years,  with  care  and  under  favorable  conditions  of  operation. — L. 

48.  Is  the  differential  booster  system  the  best  mode  of  controlling 
charge  and  discharge  in  railway  service? 

This  depends  also  on  the  character  of  service  in  question.  In  a 
small  plant  where  the  Huctualions  of  load  arc  rapid  and  the  bat- 
tery is  installed  at  the  power  house,  the  differential  booster  is  the 
best  method  of  automatic  control  that  has  yet  been  put  into  practical 
service.  Where  the  total  output  of  the  plant  is  large  and  the  bat- 
tery is  used  principally  for  peak  work,  a  compound  booster  is  often 
more  satisfactory  and  less  expensive.  Where  a  battery  is  installed 
on  a  line  at  a  distance  from  the  power  house,  a  plain  shunt  booster 
at  the  power  house  is  preferable. — E.  L.  Reynolds. 

Yes,  the  differential  booster  is  considered  the  best  mode  of  con- 
trol for  the  charge  and  discharge  for  railway  service. — K.  B.  Musser. 

Yes.— L. 

49.  What  precautions  are  necessary  in  cutting  out  batteries  and 
dynamos  in  case  of  line  troubles  or  excessive  overloads;  and 
also  in  cutting  in  batteries  and  dynamos  after  disconnection? 

In  the  case  of  excessive  overloads  the  circuit  breakers  on  the 
battery  and  dynamos  should  open  simultaneously  if  properly  ad- 
justed. It  is  preferable,  of  course,  to  have  the  feeder  circuit  open 
rather  than  throw  the  entire  plant  out,  but  this  is  not  always  pos- 
sible. Where  a  booster  is  in  operation  with  a  battery,  an  inter- 
locking device  is  installed  between  the  circuit  breakers  of  the  bat- 
tery and  the  booster  motor,  so  that  in  case  the  latter  opens  first, 
it  will  trip  the  former. 

In  cutting  in  batteries  and  dynamos  after  disconnection,  no 
special  precautions  are  necessary  other  than  to  see  that  the  circuit 
breakers  are  operating  properly  and  that  the  voltage  is  properly 
adjusted  before  throwing  switches. — E.   L.  Reynolds. 

When  cutting  out  a  battery  try  and  get  the  battery  at  or  as  near 
zero  as  possible.  When  cutting  in  a  battery  get  voltage  equalized 
same  as  when  cutting  in  a  generator. — F.  B.  Musser. 

50.  How  often  must  the  acid  be  removed  and  renewed? 

Unless  some  extraordinary  impurity  gets  into  the  battery  cells,  it 
is  not  necessary  to  consider  removing  or  renewing  the  battery  acid 
or  electrolyte.  In  the  use  of  the  battery,  there  is  some  slight  loss 
of  the  acid  in  the  electrolyte,  but  this  is  so  slight  that  the  cost  of 
replacing  is  almost  negligible. — E.  L.  Reynolds. 

Not  more  than  once  a  year  and  likely  once  in  two  years.  Keep 
the  specific  gravity  of  the  acid  right. — L. 

51.  What  is  the  best  method  of  removing  and  replacing  the  acid 
in  batteries? 

As  it  is  not  necessary  to  remove  the  acid,  means  for  doing  this 
need  not  be  considered.  In  replacing  the  slight  loss  of  acid  re- 
ferred to  in  the  answer  to  Question  50,  this  can  be  done  without 
special  cost  by  adding  new  acid  to  the  cells  at  the  usual  time  for 
replacing  the  evaporation  by  water. — E.  L.  Reynolds. 

For  batteries  of  fair  size,  either  the  syphoning  or  pumping  method 
is  generally  the  most  satisfactory.  If  battery  room  has  been  prop- 
erly designed,  the  syphoning  method  is  most  economical. — W.  E. 

Syphon  with  a  rubber  hose  or  pump  out. — L. 

52.  Is  there  any  method,  within  the  resources  of  the  ordinary 
central  station,  by  which  the  condition  of  a  battery  can  be 
determined  accurately  ? 

The  condition  of  a  battery  can  always  be  gaged  by  an  observa- 
tion of  the  cell  readings  and  the  physical  condition  of  the  plates. — 
E.  L.  Reynolds. 

By  keeping  careful  records  of  charges  and  discharges,  in  connec- 
tion with  the  color  of  the  plates  and  detailed  tests. — L. 

53.  Is  there  any  difficulty  with  overcharging  a  floating  battery? 
Overcharging   is   extremely  bad   in   any  kind   of   service,    in   that 

depreciation  of  the  plates  is  increased  much  beyond  what  it  would 
be  if  the  battery  were  properly  operated.  Continually  overcharging 
a  battery,  frequently  overdischarging  it  or  allowing  it  to  stand  for 
long  periods  completely  discharged  are  very  objectionable. — E.  L. 
Reynolds. 
Yes,  and  result  is  bad  for  the  battery. — L. 


Discussion  on  Questions  ■%%  to  n'.i  Inclusive  on  Storage 
Batteries. 


President  Davis :  Mr.  Reynolds,  of  the  Electric  Storage  Battery 
Company,  is  with  us,  and  will  undoubtedly  be  pleased  to  answer  any 
questions  which  may  be  asked.  I  trust  our  members,  especially  those 
who  have  had  storage  battery  experience,  will  co-operate  in  making 
this  discussion  valuable.  Mr.  Musser,  will  you  kindly  give  us  your 
exixjrience  on  the  battery  question? 

Mr.  Musser:  We  have  an  old  time  station,  very  much  overloaded, 
which  we  expected  to  suiK-rsede  with  an  entirely  modern  plant. 
Somewhat  over  a  year  ago,  additional  capacity  had  to  be  provided, 
and  it  was  a  question  whether  a  new  steam  unit  or  a  storage  batter>' 
l)c  selected  to  help  us  out.  After  going  over  the  matter  very  care- 
fully, we  concluded  to  put  in  the  battery,  because  we  could  install  it 
more  quickly  and  at  less  expense. 

We  have  been  running  the  battery  about  fifteen  months  success- 
fully, and  thus  far  with  absolutely  no  expense  except  a  part  of  the 
time  of  one  man.  The  battery  has  worked  regularly,  and  unless  a 
good  deal  of  deterioration  takes  place  shortly,  we  do  not  expect  to 
spend  any  money  on  it  for  some  time  to  come. 

\\  c  have  never  made  any  calculation  as  tv-  .iu;t  what  the  battery 
has  saved  us,  as  we  are  working  at  a  disadvantage.  So  far  it  has 
nv  t  all  our  expectations,  taking  care  of  the  peak  of  the  load  during 
the  rush  hours,  whh  practically  no  care  or  expense. 

President  Davis:  Captain  Lanius,  what  has  been  your  experi- 
ence with  the  storage  battery? 

Captain  Lanius :  I  have  had  some  e-xperience,  but  do  not  think 
that  I  could  add  anything  about  the  actual  working,  except  to  state 
that  the  battery  has  been  very  satisfactory  and  has  carried  our  load 
for  a  short  time  with  the  engines  shut  down. 

President  Davis:  Are  there  any  gentlemen  who  have  had  expe- 
rience with  the  maintenance  and  deterioration  cost  on  batteries? 

Mr.  Wendle :  When  we  took  up  the  question  of  labor  costs 
with  some  of  the  large  battery  users,  we  were  strongly  advised  that 
it  was  the  best  policy  to  have  one  man,  carefully  selected,  whose 
business  it  was  first,  last  and  all  the  time  to  look  after  the  battery 
properly.  If,  after  giving  the  battery  proper  attention,  he  had  time 
on  his  hands,  put  that  time  in  on  incidentals.  This  statement  is  the 
result  of  considerable  experience  in  paying  the  maintenance  expenses 
under  different  modes  of  caring  for  the  battery,  and  indicates  that 
saving  in  labor  and  inspection  means  increased  maintenance  costs, 
not  necessarily  at  once,  but  ultimately. 

From  the  answer  made  by  Mr.  Reynolds  and  the  statement  of  Mr. 
Musser,  the  labor  item  is  regarded  as  an  incidental.  Is  this  condition 
peculiar  to  a  floating  battery  or  railway  conditions? 

As  to  depreciation,  the  large  users  of  lighting  batteries  have  set- 
tled on  7  per  cent  of  the  total  cost  of  the  battery  as  the  proper  rate. 
Their  experts  reduce  this  to  S  per  cent  for  a  floating  battery.  Both 
of  these  figures  are  based  on  giving  the  best  care  possible  to  the  bat- 
tery. With  improper  attention  or  unskillful  care,  the  actual  main- 
tenance costs  have  been  much  higher.  In  view  of  these  facts,  it 
would  be  advantageous  to  hear  from  any  gentleman  who  has  had  a 
battery  in  service  more  than  six  or  seven  years,  and  given  it  the  inci- 
dental attention  implied  by  the  answers  received. 

Mr.  Reynolds :  Most  of  the  Edison  Companies  have  very  large 
batteries.  In  New  York,  there  are  30  batteries  distributed  over  the 
city.  The  aggregate  amount  of  labor  on  these  batteries  is  hardly  to 
the  point.  Take  the  average  street  railway ;  they  have  one  battery 
or  two,  one  at  each  station  along  the  line.  You  caimot  keep  a  man 
busy  watching  these  batteries.  Half  an  hour  during  the  day  will 
easily  cover  the  work;  but  it  must  be  good,  honest,  intelligent  atten- 
tion. Where  the  battery  is  in  the  power  station,  the  engineer  gener- 
ally looks  after  it.  I  will  be  pleased  to  refer  to  a  large  number  of 
stations,  operating  their  batteries  in  this  way,  which  have  had  bat- 
teries in  service  five  or  six  years. 

Mr.  Wendle :  The  Storage  Battery  Company  has,  by  reason  of 
supplying  most  of  the  repairs,  etc.,  special  facilities  for  learning  the 
exact  maintenance  costs.  Would  it  be  a  fair  question  to  ask  what  in 
the  experience  of  your  company  is  a  reasonable  depreciation  on  float- 
ing batteries? 

Mr.  Reynolds:  We  consider  that  five  per  cent  ought  to  be  ample. 
It  depends  altogether  upon  the  man  who  is  running  the  plant;  given 
the  right  sort  of  attention,  there  is  no  reason  why  the  percentage 
should  not  be  lower. 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


839 


Mr.  Wendle:  AU  the  percentages  have  been  based  on  the  total 
cost  of  battery.  In  order  to  put  the  matter  dearly,  what  would  be 
the  percentage  based  on  the  cost  of  plates  only? 

Mr.  Reynolds:     I  have  never  figured  it  out  that  way. 

President  Davis:  Mr.  Reynolds,  will  you  e.xplain  how  the  acid  is 
taken  from  the  tanks  in  practice? 

Mr.  Reynolds;  The  acid  is  never  removed  from  the  battery  unless 
you  have  a  tank  that  leaks,  or  are  taking  a  battery  out  of  commission. 
The  simplest  method  of  removing  acid  is  by  a  rubber  hose  syphon. 
It  is  not  necessary  to  remove  the  acid  in  making  repairs  to  plates. 
This  is  done  while  the  battery  is  working,  .^s  a  matter  of  fact,  we 
could  renew  an  entire  battery,  put  in  an  entirely  new  set  of  plates, 
and  keep  the  battery  working  all  the  time.  If  the  number  of  tanks  to 
be  repaired  is  small,  say  5  or  6,  these  batteries  could  be  cut  out  and 
repairs  made,  without  affecting  the  battery  as  a  whole. 

Mr.  Wendle :  In  answering  question  S3,  Mr.  Reynolds  states  that 
overcharging  is  bad.  The  question  is,  is  there  any  danger  of  over- 
charging, and  how  is  that  to  be  prevented  ?  The  overcharge  is  gener- 
ally admitted  to  be  bad;  but  dees  trouble  of  this  kind  occur? 

Mr.  Reynolds :  There  is  liable  to  be  trouble  on  this  account 
through  careless  supervision;  it  should  be  easily  determined  and 
stopped.  We  recommend  that  every  plant  be  equipped  with  a  record- 
ing voltmeter,  and  it  is  a  simple  matter  for  any  one,  with  proper  in- 
struction or  experience,  to  determine  the  conditions  of  charge  and 
discharge  of  the  battery  from  the  records.  Further,  we  are  desirous 
that  operating  companies  send  us  these  voltmeter  records  once  or 
twice  a  week.  This  enables  us  to  notice  any  overcharging  and 
promptly  advise  the  operating  company. 

The  practical  adjustment  to  prevent  overcharging  is  simple.  If 
your  battery  is  on  the  line,  say  7  or  8  miles  from  the  power  house, 
you  adjust  the  shunt  booster  to  give  the  proper  increase  of  voltage 
on  the  feeder  supplying  battery ;  in  case  no  booster  is  used,  the  main 
generator  voltage  is  adjusted  until  overcharging  stops.  Where  bat- 
tery is  at  the  power  house,  adjustment  of  the  differential  booster 
will  stop  trouble,  or  few  cells  may  be  added  to  bring  up  battery 
voltage. 

President  Davis :  What  provisions  are  necessary  for  ventilating 
and  what  kind  of  flooring  do  you  recommend  for  battery  rooms? 

Mr.  Reynolds :  The  best  flooring  is  vitrified  brick.  It  is  slightly 
more  expensive  than  cement,  but  is  l)est  for  permanent  construction. 

For  ventilation,  we  do  not  require  any  expensive  or  special  meth- 
ods; but  simply  want  a  good  circulation.  In  some  cases,  ventilators 
are  put  in  the  roof;  but  if  a  room  is  well  ventilated  for  ordinary  pur- 
poses, it  will  generally  meet  all  requirements.  It  is  essential  to 
guard  against  having  the  room  temperature  too  high. 

President  Davis:    What  is  the  effect  of  too  low  a  temperature? 

Mr.  Reynolds :  A  low  temperature  is  better.  With  ordinary  low 
temperatures  the  only  effect  is  to  lower  the  available  capacity  of  the 
hat'ery;  but  with  a  high  temperature  the  deterioration  of  the  plates 
increases. 

President  Davis :  How  about  the  side  walls  and  roof  construction 
in  a  battery  room? 

Mr.  Reynolds:  Iron  should  be  kept  out  of  it  as  much  as  possible, 
ordinary  wood  construction  is  satisfactory.  If  you  must  use  iron  on 
the  sides  or  in  the  roof,  be  sure  to  have  same  well  painted  with  acid- 
proof  paint. 


54- 


55 


56. 


Where  transmission  lines  run  overhead  through  cities  and 
towns,  what  precautions  are  necessary  to  insure  reliable  service 
and  freedom  from  accidents? 

Is  there  any  legal  method  by  which  property  owners  can  be 
compelled  to  allow  trees  to  \k  trimmed  in  order  to  keep  free 
of  transmission  lines? 

What  is  the  best  and  safest   method  of  synchronizing  altera- 
tions for  multiple  running? 
The   Lincoln   synchronizers.— H. 
57.     What  is  the  best  practice  in  regard  to  circuit  breakers  on  high 
potential  generators? 
Use  oil  switches. — H. 

The  General  Electric  Company  has  long  advocated  the  use  of  oil 
break  circuit  breakers  for  opening  or  disrupting  high  potential  power 
circuits.  This  type  of  circuit  breaker  is  not  only  more  positive  and 
reliable  in  action  than  the  air  break  switch,  but  the  nature  of  the 
break  is  such  as  to  produce  much  less  resonance  effect,  with  attend- 
ant decrease  in  strain  upon  the  insulation.    The  oil  twitch  is  also 


more  compact  in  form  and  may  be  located  at  points  most  convenient 
and  suitable  for  simplicity  in  wiring  and  control.  In  very  large  in- 
-stallations,  the  oil  switch  is  the  only  safe  and  reliable  means  of  dis- 
rupting the  circuit. — R.  E.  Moore. 

58.  Are   time   limit   circuit    breakers   satisfactory? 
Yes.— H. 

59.  In  railway  sub-stations,  is  it  advisable  to  connect  both  the  a.  c. 
and  d.  c.  sides  of  rotaries  in  nniltiple? 

Not  in  my  judgment. — H. 

When  rotary  converters  are  connected  together  at  both  the  a.  c. 
and  d.  c.  sides,  local  interchange  of  current  will  take  place  between 
the  machines  unless  the  brushes  of  all  the  machines  are  set  in  ex- 
actly the  same  position.  On  high  frequency  rotary  converters  a 
variation  of  i-i6  inch  in  the  setting  of  the  brushes  may  set  up  local 
currents  between  the  machines  exceeding  their  rated  capacity.  The 
only  effect  of  such  local  currents  is  to  cause  excessive  heating.  We 
have  seen  cases  where  the  temperature  had  been  more  than  doubled 
due  to  this  cause,  and  of  such  degree  as  to  seriously  threaten  the  life 
of  the  insulation.  It  is  a  very  simple  matter  to  avoid  metallic  con- 
nections between  collector  rings,  either  by  having  a  separate  bank  of 
transformers  for  each  rotary  converter,  or  else  providing  a  separate 
secondary  winding  for  each  rotary  in  case  a  number  of  machines  are 
run  from  a  single  group  of  transformers. — R.  E.  Moore. 

60.  In  a  complete  transmission  system,  what  is  the  best  method 
for  automatically  disconnecting  ntain  generators,  rotaries,  etc., 
in  case  of  line  or  apparatus  trouble? 

Oil  switches  in  connection  with  circuit  breakers. — H. 

The  General  Electric  Go's,  practice  is  to  install  automatic  oil 
switches  with  instantaneous  overload  relay  in  the  a.  c.  rotary  con- 
verter circuits  and  incoming  lines  at  the  sub-stations.  Time  limit 
relays  are  placed  on  the  automatic  oil  switches  controlling  the  out- 
going lines  from  the  main  station,  and  oil  switches  for  generators  are 
made  non-automatic.  With  this  arrangement  a  momentary  short 
circuit  will  only  disconnect  the  rotary  converters  in  the  sub-station 
affected.  If  the  short  circuit  hangs  for  a  length  of  time  exceeding 
that  for  which  the  time  limit  relay  is  set,  the  line  switches  at  the 
power  station  will  open.  If  the  trouble  continues  and  is  likely  to  in- 
jure the  generators,  the  main  generator  switches  may  be  opened  by 
the  attendant — R.  E.  Moore. 

61.  For  combined  railway  and  lighting  plants,  using  60  cycles  main 
generators,  is  it  better  to  use  rotaries  or  motor  generators  for 
the  lighting  service? 

Use  motor-generator  sets,  consisting  of  synchronous  a.  c.  motor 
direct  coupled  to  d.  c.  or  a.  c.  generator.  By  this  means  voltage 
lUictuations  in  main  generators,  due  to  railway  load,  are  not  car- 
ried into  the  lighting  system  as  with  rotaries.  With  synchronous 
motor  and  d.  c.  generator,  the  fluctuations  will  be  due  to  change  of 
frequency,  which  can  be  kept  within  limits  of  good  practice.  There 
is  also  a  great  advantage  in  the  independent  regulation  of  lighting 
generators  by  simple  field  regulation. — W. 

Our  practice  is  to  use  25  cycles  for  combined  lighting  and  railway 
plants.  This  frequency  is  better  suited  to  the  resign  and  operation 
of  rotary  converters.  While  60-cycle  rotaries  may  l>e  built  to  give 
satisfactory  shop  tests  and  to  even  operate  satisfactorily  under  serv- 
ice conditions  favorable  to  their  use,  their  necessarily  high  commu- 
tator speeds  make  them  inherently  more  sensitive  than  25-cycle  ro- 
taries. In  practice,  a  2S-cycle  rotary  will  respond  successfully  to  de- 
mands considerably  in  excess  of  its  guaranteed  capacity  without  in- 
jury and  with  minimum  attention,  while  a  60-cycle  machine  must 
be  given  skilled  and  careful  attention  if  subject  to  heavy  fluctua- 
tions; as  railway  loads  arc  usually  very  fluctuating,  it  is  advisable 
to  u.se  motor-generator  sets  for  the  liglillng  service  in  order  to  se- 
cure satisfactory  regulation  on  the  lights. — R.  E.  Moore. 
O2.  Are  60  cycle  double  current  generators  commercially  satis- 
factory  for  combined   railway   and    lighting  service? 

It   is  doubtful   whether  the   service  is  entirely  satisfactory. — H. 

We  do  not  consider  the  60-cycle  double  current  generator  satis- 
factory  for  this  service,  due  to  the  impossibility  of  securing  satis- 
factory regulation  where  the  load  is  at  all  variable. — R.  E.  Moore. 
'1.^.     In  a  .soo  to  i,ooo-kw.  plant,  using  compound  condensing  corliss 
engines    and    direct    coimectcd    generators,    what     is     a     good 
monthly  average  steam  consumption  or  coal  cost  per  kw,  hour? 

Large  modern  plants  arc  operating  on  24  lb.  of  steam  per  kw. 
hour,  with  total  generating  cost  of  ,556  cent  per  kw.  hour.  In  a 
lomparatively  small  station,  500  to  1,000  kw.,  30  to  32  lb.  of  steam 


840 


STREET  RAILWAY  REVIEW. 


[VuL.  XIII,  No.  10. 


per  kv,.  luiiir  ;iiiJ   :i  total   cost   of  .8  cent  per  kw.    hour   would   be 
good. — H . 


Operation  uiid  Maintenance  of  Kquipnient. 


101.  With  roads  iiot  lurger  than  25  cars,  how  extensive  a  machine 
shop  is  advisable  and  what  machine  tools  should  be  included? 
If  possible,  state   approximate  cost. 

We  suggest  a  planer,  a  drill  press,  a  lathe  large  enough  to  swing 
the  largest  motor  armature,  an  emery  wheel  and  a  blacksmith's  out- 
lit.    'ITie  approximate  cost  of  which  would  be  $1,800. — A.  F.  Rexroth. 

102.  To  what  extent  is  compressed  air  used  in  cleaning  and  repair 
work?  What  equipment  is  necessary  for  and  what  is  the 
approximate  cost  of  a  compressed  air  outlit  suitable  for  small 
and  moderate  sized  roads? 

Compressed  air  has  by  no  means  been  used  to  the  extent  justified 
by  its  special  adaptability  for  certain  classes  of  work — cleaning  ap- 
paratus, etc.,  in  power  houses  and  car  barns,  operating  machine  tools, 
and  in  foundry  work.  For  both  of  these  latter  uses  the  General 
Electric  Co.  uses  compressed  air  extensively  and  with  great  economy 
and  success. — R.  E.  Moore. 

President  Davis :  This  question  is  one  that  is  of  growing  im- 
portance, and  we  would  especially  request  that  our  members  and 
others  favor  us  with  their  experiences  in  the  uses  of  compressed 
air.    I  would  ask  Mr.  EUicott  to  open  the  discussion  on  this  subject. 

Mr.  Ellicott :  For  this  service,  we  usually  install  either  one  of 
our  small  steam  or  motor  driven  compressors.  In  connection  with 
the  compressor,  automatic  devices  are  provided,  which  start  or  stop 
the  compressor  as  the  pressure  falls  or  comes  up  in  the  reservoir. 
By  a  relatively  small  amount  of  piping,  nozzles  can  be  placed  at 
various  points  in  the  plant  for  hose  connection,  making  the  air  avail- 
able for  general  service.  For  the  special  service  around  car  barns 
and  on  the  road,  we  have  supplied  a  portable  compressor.  This  con- 
sists of  a  small  air  compressor  and  two  reservoirs  appro.ximately  14 
inches  by  48  inches  with  a  capacity  of  about  80  cubic  feet.  This  out- 
fit is  especially  desirable  where  electric  current  is  available  and  it  is 
not  desired  to  completely  pipe  the  plant. 

Among  the  special  applications  there  is  a  device  used  by  the  Penn- 
sylvania Railroad  Company  for  cleaning  the  plush  scats  in  the  cars, 
consisting  of  a  flat  nozzle  with  a  comb  in  front  of  a  number  of  per- 
forated holes.  The  teeth  of  the  comb  are  pushed  over  the  plush, 
loosening  the  dirt  and  raising  the  nap,  and  riie  air  blows  the  dirt  out 
thoroughly. 

President  Davis :  Can  you  give  some  idea  as  to  the  average  cost 
of  a  compressor  outfit  for  car  barns? 

Mr.  Ellicott :  The  cost  of  a  stationary  compressor  and  pipe  within 
a  radius  of  30  or  40  feet  would  cost  about  $375.00  for  the  electric 
outfit.  If  high  pressure  steam  was  available,  the  steam  compressor 
would  reduce  the  cost  to  about  $200.00. 

Mr.  Hammett :  Where  independent  compressors  are  used  on  the 
cars  in  connection  with  the  air  brakes,  a  special  hose  connection  is 
made  so  that  by  operating  the  compressor  the  necessary  air  for 
cleaning  and  other  work  about  the  car  can  be  obtained. 

Mr.  Power ;  A  number  of  companies  using  our  equipments  on 
their  cars  have  an  arrangement  by  which  they  attach  a  hose  and 
clean  their  motors  by  means  of  the  compressor  in  service  on  the  car. 

Mr.  Wendle:  I  notice  that  Mr.  O'Toole  is  here,  and  as  he  has  had 
some  experience  in  arranging  our  station  equipment  for  compressed 
air,  I  believe  his  figures  of  cost  would  be  of  interest  to  our  members. 

Mr.  O'Toole :  Our  equipment  consists  of  a  second-hand  eight-inch 
standard  Westinghousc  compressor,  such  as  is  used  on  locomotives. 
We  purchased  our  compressor  from  the  Pennsylvania  Railroad 
Company,  which  is  discarding  the  8-inch  size  and  installing  the  g- 
inch,  for  $10.00.  The  total  cost,  including  station  piping,  hose,  regu- 
lating valve  and  reservoir,  was  just  about  $25.00.  From  my  expe- 
rience, I  consider  compressed  air  one  of  the  best  and  most  con- 
venient devices  about  the  station.  We  use  it  for  cleaning  generators, 
switchboard,  etc.,  and  for  work  on  our  boilers  with  pneumatic  tools. 

Mr.  Wendle :  So  far  the  services  detailed  have  been  largely  clean- 
ing. Are  there  any  other  services  around  the  station  or  car  barn 
in  which  compressed  air  can  be  used  advantageously  and  cheaply? 

Mr.  Fairchild:  Among  the  uses  which  I  have  seen  in  various  parts 
of  the  country,  the  compressed  air  is  used  in  connection  with  a  sand 
blast  for  cleaning  trucks  for  repainting.     The  apparatus  necessary 


consists  of  a  pressure  lank  with  a  combination  nozzle  which  injects 
a  little  jet  of  sand  into  the  air,  throwing  it  with  considerable  force 
against  the  truck.  It  is  also  used  in  connection  with  ordinary  gas  for 
burning  off  the  paint  from  car  bodies.  The  apparatus  consists  of 
a  special  nozzle,  having  one  tul>e  within  the  other.  Into  the  smaller 
tube  is  admitted  the  gas  and  into  the  larger  the  air.  The  two  com- 
ing out  together,  the  effect  is  exactly  the  same  as  a  strong  blow 
torch.  I  he  use  of  this  device  has  enabled  one  particular  road  to  do 
away  with  the  gasoline  torch  and  has  resulted  in  reducing  their  in- 
surance rate  appreciably.  Another  service  is  in  lifting  jacks  and 
hoists. 

In  shops  where  compressed  air  is  to  be  used  extensively,  it  is  the 
general  practice  to  install  air  compressors  of  good  operating  econ- 
omy, so  that  the  cost  per  thousand  feet  is  reduced  to  the  minimum 
figure. 

Mr.  Stedman :  One  of  the  uses  of  compressed  air  is  in  white- 
washing or  painting  sheds  or  other  large  surfaces.  With  a  com- 
paratively simple  outfit,  one  man  will  do  as  much  work  as  five  by  the 
usual  brush  method. 

103.  What  are  the  comparative  maintenance  costs  of  standard 
single,  maximum  traction,  and   standard  double  trucks? 

104.  With  maximum  traction  trucks,  what  proportion  of  the  weight 
should  be  put  on  the  pony  wheels  to  insure  reliability  in  opera- 
tion? 

To  insure  good  traction  to  the  drivers,  the  pony  wheels  should 
have  sufficient  weight  to  keep  them  from  mounting  the  rail ;  say, 
al)Out  25  per  cent. — Chas.  H.  Smith. 

Various  large  users  of  these  trucks  advise  percentages  varying 
from  60  to  75  per  cent  of  total  weight  placed  on  drivers.  The  mode 
of  adjustment  we  follow  is  due  to  the  Brill  company,  as  follows; 
With  the  compression  post  at  height  to  just  touch  compression 
plate,  compress  the  spring  I'/z  in.  With  iJ4-in-  compression,  run- 
ning is  claimed  to  be  reliable;  but  with  the  l^-in.  adjustment,  it  is 
dead  sure. — C.  T.  Herrick. 

Our  experience  has  been  to  obtain  the  best  results  with  a  Brill 
maximum  traction  truck  it  was  necessary  to  put  20  per  cent  of 
the  total  weight  of  the  car  on  the  pony  wheels. — A.  F.  Rexroth. 

105.  With  maximum  traction  trucks,  what  is  the  best  method  of 
placing  brake  shoes: — both  inside,  lx>th  outside,   or  alternated? 

On  the  outside;    more  convenient  for  repairs. — Chas.  H.  Smith. 

Our  experience  has  been  to  place  the  brake  shoes  alternately  on 
the  outside  of  the  driving  wheel  and  on  the  inside  of  the  pony  wheel. 
This  reduces  the  wearing  parts  to  a  ininimum. — A.  F,  Rexroth. 

106.  What  is  the  wheel  expense  of  maximum  traction  and  double 
trucks,  as  compared  with  single  trucks? 

107.  What  is  the  cause  for  wheels,  apparently  in  first-class  condi- 
tion, breaking   down  or   collapsing   in   service? 

This  has  occurred  with  us  several  times  and  an  examination  of 
the  wheels  developed  no  apparent  reason  for  breakage. — Chas.  T. 
TIerrick. 

We  have  never  had  a  wheel  go  to  pieces  on  us.  On  several  occa- 
sions we  have  had  wheels  crack  through  the  spoke  and  through  the 
tread  of  the  wheel,  but  have  never  been  able  to  find  the  cause. — A.  F. 
Rexroth. 

T08.  What  has  been  the  experience  relative  to  wheels  becoming 
loose  on  axles? 

Think  this  is  due  to  the  fact  that  they  were  put  on  too  loosely. — 
Chas.  T.  Herrick. 

In  the  past  ten  years  we  have  had  perhaps  one-half  dozen  wheels 
get  loose  on  the  axles  and  in  each  case  we  found  it  to  be  due  to  the 
fact  that  the  wheels  were  not  put  on  the  axle  with  sufficient  amount 
of  press. — A.  F.  Rexroth. 
109.     What  pressure  is  used  in  pressing  wheels  on   axles? 

We  use  from  35  to  45  tons. — Chas.  T.  Herrick. 
no.     Is  there  any  form  of  wheel  gage  for  use  in  accurately  locating 
wheels  on  axles,  and  suitable  for  use  in  pressing  on  or  subse- 
quent inspection? 

111.  What  are  the  specifications  for  car  wheels  for  city  and  inter- 
urban  systems? 

We  use  a  wheel  with  a  2^-2-in.  tread  and  5^-in.  flange.  City 
service. — Chas.  T.  Herrick. 

We  use  33-inch  wheels.  2'4-inch  tread  and  -J^-inch  flange. — A.  F. 
Rexroth. 

112.  What  grade  and  treatment  of  steel   is  the  best  for  axles' 
W't  use  cold  rolled  steel. — Chas.  T.  Herrick. 


Oct.  20,  1903] 


STREET    RAILWAY    REVIEW. 


841 


Hi      Is  it  advisable  to   use  a   smaller  axle   than  3>4-i"-   Jianieler? 
No— makes  them  too  weak   tor  the  load  and   work  they  liave  to 
perform. — Chas.  H.  Smith. 

1  think  not.  tor  the  reason  that  anything  smaller  has  a  tendency 
to  bend  or  break  under  heavy  service.— Chas.  T.  Hernck. 

We  have  found  it  advisable  to  use  nothing  less  than  a  3H-mch 
axle,  with  the  journal  as  large  as  is  possible  to  get  in  the  journal 
box.— A.  F.  Rexroth. 

114.     .\re  any   of  the   various  types   of   brake  shoes,   usnig   special 
inserted   materials  or  pieces,  more   reliable  or  economical  than 
solid    brake    shoes,   taking   into   consideration   both    wheel    and 
brake  shoe  wear? 
We  get  the  best  results  from  a  solid  casting. 

We  find  the  cast  iron  shoe  made  from  good  nialeiial  to  give  the 
liest  results. — Chas.   H.   Smith. 

We  have  used  a  brake  shoo  with  steel  insertions,  but  «e  found 
it    wore  too  nuich   on  the   wheel   to   be   an   economical   shoe.— C,     1. 

Herrick.      .  <•        n       ^ 

Our  experience  has  been  that  the  most  reliable  shoe  for  all  parts 
of  the  system  has  lieen  the  ordinary  cast  iron  shoe,  but  that  on  hilly 
roads  the  expense  of  maintenance  has  been  enormous,  and  after  try- 
ing various  shoes  we  have  adopted  the  "Compo"  for  all  suburban 
hilly  roads,  and  the  diamond  "S"  shoe  for  city  work— A.  F.  Rexroth. 

115.  What    has   been   the   experience     with     track     brakes,     either 
mechanical  or  magnetic? 

Our  experience  has  been  they  are  not  suited  for  making  service 
stops.  As  an  emergency  device  or  for  use  on  very  long  steep  grades, 
there  may  be  some  small  field.— R.  E.  Moore. 

116.  What  results   have   been  obtained   in   the   use   of   the   various 
types  of  emergency  brakes? 

The  Bonta  brake,  as  incorporated  in  our  emergency  reversing 
switch  for  controllers,  fills  the  requirements  for  an  emergency  brake. 
It  is  simple,  cannot  get  out  of  order,  and  positive  in  its  action,  car- 
rying the  braking  cfltect  fully  up  to  the  slipping  point  on  the  wheels. 
— R.  E.  Moore. 

117.  Above  what  speed  and  weight  of  car  i>  it  the  l>cst  practice  to 

use  air  brakes? 

In  my  judgment,  it  is  advisable  to  vise  the  air  brake  on  any  cars 
over  18  feet  in  length,  and  making  a  speed  of  more  than  10  miles  an 
hour.  Wc  think  the  time. saved  in  stopping  and  starting,  and  avoid- 
ing all  accidents,  will  more  than  compensate  for  the  cost  of  the  air- 
brake equipment.— A.  F.  Rexroth. 

We  consider  that  air  or  some  form  of  power  brakes  should  be 
used  on  cars  weighing  15  tons  or  more,  and  operating  at  speeds  of 
25  miles  per  hour  or  over;  and  on  cars  weighing  25  tons,  operating  at 
any  speed.— R.  E.  Moore. 

118.     Are   independently  operated    compressors   necessary   for   relia- 
bility with  air  brakes? 

We  do  not  consider  that  independently  operated  air  compressors 
are  necessary  for  reliability  of  air  brakes  on  single  cars.  The  use  of 
individual  compressors  depends  upon  the  character  of  the  service 
which  the  cars  arc  required  to  perform— R.  F.    Moore. 


I)i.xciissi..ii  <.n  <,)iicsti..ns   IKi  t.>   ll(S   Inclusive  on  Air 
Urakcs. 


Mr  Musser:  We  have  about  24  e<|uipments,  which  have  been  in 
operation  various  terms  up  to  3  years.  Mr.  Rexroth,  our  master  me- 
chanic, is  here  and  he  can  give  yon  more  definite  information  as  to 
the  operation  and  maintenance  costs. 

Mr  Rexroth:  Our  early  troubles  wen-  principally  in  connection 
with  the  brackets  on  the  governor.  The  improved  form  now  made 
has  reduced  this  difficulty  materially.  We  also  had  some  trouble 
with  water  getting  in  the  pipes  and  freezing.  This  wc  obviated  by 
putting  in  drip  cocks. 

Mr.  Herrick:    Have  your  brakes  ever  failed?    If  so,  why? 

Mr  Rexroth:  Wc  have  never  had  a  case  where  the  air  brake 
failed.  The  only  reason  I  have  ever  known  for  failure  was  where 
wmething  went  wrong  with  the  gdvernor  and  it  failed  to  work. 

Captain  Lanius :  We  have  experienced  no  trouble  on  th--  three  stih- 
iirban  lines  which  arc  equipped  with  air  brakes 

Mr  Filler:  We  have  only  two  equipments.  I  liese  have  been  in 
Titration  3  year,  and  have  given  us  practically  no  trouble. 

Mr    Power      We  have  furnished  air  brakes  for  both  smglc  and 


double  truck  cars.  The  Lancaster  system  has  been  operating  a  num- 
ber of  single  truck  cars,  equipped  with  our  brakes,  and  informs  me 
that  they  are  entirelv  satisfactory.  The  majority  of  equipments  are 
naturally  installed  on  double  truck  cars;  but  it  is  my  experience  that 
regardless  of  the  si^e  of  car,  the  air  brake  deserves  careful  considera- 
tion on  the  score  of  safety  and  reduction  of  accidents. 

As  to  the  merits  of  axle  and  independent  driving,  my  advice  is  to 
stick  to  the  independently  driven  compressor. 

119.     What    is    a    reasonable   power   consumption   per    car-mile    for 

J5   ft.   closed   cars   mounted   on   maximum   traction  trucks   and 

equipped  with  two  motors  about  40  h.  p.  each? 

A  2S-foot  car  body  usually  weighs  about  8,400  pounds;  weight  of 

maximum  traction  truck  about  1,350  pounds  each;  weight  of  double 

40  H    P   equipment  about  5.710  pounds;  seating  load  of  36  passengers 

4.goo  pounds.    This  makes  the  total  estimated  weight  of  cars  equipped 

and  loaded  12.85  tons. 

For  a  car  of  the  dimensions  given  and  in  average  service,  the 
watt  hours  per  car  mile  would  probably  average  about  1,400. 

In  comparing  wattmeter  readings  taken  on  cars  operating  on  dif- 
ferent roads,  all  of  the  factors  such  as  number  of  stops  per  mile, 
coasting,  schedule  speeds,  duration  of  stops,  etc.,  should  be  taken  into 
consideration.— R.  E.  Moore. 

120.     What    is   relative    power    consumption    of    double    truck    cars 
■equipped  with   two  and  four  motors  respectively? 
-Phe  power  consumption   with   double  truck   cars  equipped   with 
four  motors  is  about  one-third  higher  than   where  the  same  trucks 
are  equipped  with  two  motors.— Chas.   T.   Herrick, 

Regarding  the  relative  power  consumption  of  double  truck  cars 
equipped  with  two  and  four  motors  respectively,  would  state  that  with 
motors  of  equal  efficiency  geared  to  the  same  speeds  and  giving  the 
same  torque  with  the  same  total  input  to  the  car,  the  four-motor 
equipment  should  not  take  any  more  power  when  used  in  exactly  the 
same  service  as  the  two-motor  equipment  except  for  the  slight  in- 
crease in  weight  of  the  four-motor  over  the  two-motor  equipment. 
This  increase  in  weight  is  a  very  small  proportion  of  the  total  weight 
of  the  car  equipped  and  loaded.  On  account  of  the  grinding  of 
wheels  on  the  track  during  acceleration  and  when  ascending  grades, 
it  is  quite  likely  that  the  power  lost  in  this  way  with  two-motor 
equipments  more  than  offsets  the  increased  power  required  due  to  the 
the  slight  increase  in  weight   of   the   four-molor  equipment.— R.   E. 

Moore. 

IJI.  With  double  truck  cars,  eciuipped  with  only  iwo  motors,  on 
which  axle  should  motors  be  mounted? 
I  would  not  suggest  using  two  motors  on  double  truck  cars.  Our 
experience  has  been  that  the  best  results  have  been  obtained  from 
using  four  motors  of  less  horse  power  per  motor;  but  if  a  double 
truck  car  is  to  be  equipped  with  two  motors,  the  best  way  would  be 
to  mount  the  motors  on  the  outside  axles.— A.  F.  Rexroth. 

122.  What  special  grade  or  qunlily  of  metal  gives  ihe  lowest  cost 
per  car-mile  for  gears? 

Steel  gears  when  steel  pinions  are  used.— Chas.  11.   Smith. 

Our  experience  has  been  that  the  best  results  can  be  obtained  by 
using  steel  gears  and  sleel  pinions,  run  in  oil  and  in  regular  gear 
casing. — A.  F.  Rexroth. 

123.  What  are  the  relative  merits  of  4  and  8-bolt  gears? 

We  find  that  Ihc  8-bolt  gear  is  more  satisfactory  under  very 
severe  conditions;  but  for  ordinary  conditions  .|  bolts  answer  very 
well —Chas.  T.  Herrick. 

Our  experience  has  been  that  for  all  service  it  is  best  to  use  an 
eight  bolt  gear,  as  it  is  impossible  to  draw  four  bolt  gear  tight  enough 
to  stand  a  heavy  strain.  We  have  some  four  bolt  gears  m  stock  that 
we  are  having  drilled  for  eight  bolts,  rather  than  lake  the  chances 
nf  the  four  bolt  gears  giving  way.— A.  F.  Rexroth. 
,24  What  are  the  relative  costs  per  car-mile  for  rawhule  .uul 
steel  pinions? 
We  find  that  the  rawhide  is  the  more  cxpenvue  as  rewards  price, 
1„„  it  gives  results  that  we  cannot  get  will,  -I..I.  inasmuch  as 
requiring  tio   lubricalion.   grease   is   not   dislnbniol   along   streets.- 

Chas.  T.  Herrick.  ,       ■       >     wu-,, 

,25.     What    is  a  reasonable  car  inilraKe   f..r  iiiolor  bearings?     What 

grade  of  babbitt   is  used? 
We  use  naker's  best  babbill,     I'sing  twr,  paiH  b;.bl»ll   lo  one  of 
tin-mileage   approximately    i5.n"o   for   both   arn.alure   and   axles.- 
Cbas    H    Smith 


842 


STREET    RAILWAY   REVIEW. 


[Vol.  XIII,  No.  lo. 


Wc  use  genuine  babbitt  metal,  or  the  same  formula  as  used  by 
the  General  Electric  Co.  We  ha\e  been  able  to  get  iS,ooo  to  18,000 
miles  on  armature  and  axle  bearings  on  suburban  lines,  arid  from 
18,000  to  20,000  miles  on  the  city  cars. — A.  F.  Rexroth. 

15,000  miles.— Chas.  T.  Hcrrick. 

126.  What  is  the  average  mileage  of  armature  bearings? 
15,000  miles. — Chas.  T.  Herrick. 

127.  Has  any  road  tried  cutting  the  oil  groove  in  the  motor  shaft 
instead  of  the  babbitt  lining?  If  so,  what  results  have  been 
obtained  ? 

128.  What  is  the  best  material  for  journal  bearings? 

Brass;  gives  longer  life  and  requires  very  little  attention. — 
Chas.  H.  Smith. 

Brass  or  bronze. — Chas.  T.  Herrick. 

Wc  have  used  the  Lumen  bearing  metal,  brass  and  bronze,  but  our 
experience  has  been  that  the  bronze  gives  the  longest  service. — A.  F. 
Rexroth. 

129.  What  convenient  method  has  been  found  to  accurately  deter- 
mine the  wear  in  armature  bearings  of  motors  with  small 
armature  clearance,  such  as  Westinghousc  68,  etc.? 

On  the  city  cars  we  use  grease  entirely.  On  the  long  road  cars,  we 
use  grease  on  the  axle  box ;  but  on  the  armature  bearings  we  fill  the 
grease  box  with  wool  waste,  and  depend  on  the  oil  for  lubrication. 
To  use  oil  on  the  armature  boxes  requires  no  change.  Our  reason 
for  using  oil  on  this  particular  line  is  that  the  line  is  considerably 
overloaded,  and  the  voltage  very  low  nt  end  of  line,  resulting  in  the 
motor  heating  up  more  or  less,  and  thereby  causing  the  grease  to 
melt  and  run  away. — A.  F.  Rexroth. 

During  the  past  several  years  the  General  Electric  Co.  have  man- 
ufactured a  large  number  of  motors  larger  than  50  h.  p.  which  use 
oil  instead  of  grease  for  lubrication  of  both  axle  and  armature  jour- 
nals. Motors  of  this  class  are  in  general  use  on  elevated  and  sub- 
urban lines.  More  recently  the  General  Electric  Co.  have  manufac- 
tured the  GE-74  motor  rating  65  h.  p.  and  the  GE-70  rating  40 
h.  p.,  which  have  oil  lubrications.  The  bearings  in  these  motors 
arc  lubricated  by  means  of  oil  and  waste  packed  around  the  journal 
in  a  manner  similar  to  that  used  in  standard  car  journal  boxes.  This 
system  of  lubrication  has  given  universally  good  results. 

I  would  also  state  that  there  are  several  devices  on  the  market 
whereby  a  motor  designed  for  ordinary  grease  lubrications  can  be 
fitted  for  oil  lubrications  instead.  These  devices  usually  consist  of  a 
cast  iron  cap  which  is  placed  inside  of  the  regular  grease  chamber 
and  having  some  device  for  allowing  the  proper  amount  of  oil  to  be 
fed  to  the  journal.  Reports  from  several  roads  indicate  that  the  use 
of  oil  on  these  motors  has  given  good  results  both  as  regards  cost 
of  lubrication  and  wear  of  the  bearings. — R.  E.  Moore. 

130.  Are  any  roads  using  oil  instead  of  grease  for  motor  lubrica- 
tion? If  so,  what  changes  were  required  and  what  results  were 
obtained  by  use  of  oil? 

131.  What  is  the  best  method  of  lubricating  motor  bearings  in 
Westinghouse  No.  3  and  similar  type  motors?  , 

132.  Is  there  any  cheap  and  reliable  outfit  by  which  car  motors  can 
be  tested  in  place  during  inspections,  and  which  can  be  oper- 
ated by  regular  repair  men? 

In  a  statement  made  by  the  repair  department  of  one  of  the  large 
western  roads,  which  has  tried  the  Conant  motor  tester,  it  is 
claimed  that  the  great  difficulty  is  in  obtaining  reliable  results  with 
the  telephone  method  where  such  observations  must  be  made  in 
noisy  places.  They  found  it  very  difficult  to  determine  the  silence 
point  accurately  when  tests  were  made  in  the  car  house  because  of 
the  noises  due  to  repair  and  other  work. — C.  H. 

It  is  our  experience  that  the  testing  of  motors  can  be  done  rapidly 
and  with  ample  accuracy  by  a  system  using  an  auxiliary  trolley  wire 
in  connection  with  a  regulating  rheostat,  ammeter  and  voltmeter. 
Our  practice  is  to  place  the  trolley  of  the  car  to  be  tested  on  the 
auxiliary  wire.  Cut  out  one  motor  entirely  at  the  controller  and 
short  circuit  either  the  armature  or  field  of  the  remaining  motor, 
depending  on  whether  you  desire  to  measure  the  field  or  armature 
resistance.  With  motors  so  arranged,  the  controller  handle  is 
moved  to  throw  a  notch  on  the  motor  to  be  tested  and  by  means 
of  a  water  rheostat  the  current  which  passes  through  this  circuit 
is  limited  to  20  amperes  approximately.  The  pit  man  then  touches 
the  ends  of  the  field  terminals  or  the  armature  terminals,  as  the 
case  may  be,  with  a  cable  which  is  connected  to  the  voltmeter  ;n 
the  testing  room.     From  the  indication  of  the  voltmeter  in  connec- 


tion with  the  current  passing,  the  resistance  of  either  armature  or 
fields  is  determined,  and  if  the  value  so  obtained  is  lower  than  the 
standard  for  that  particular  type  of  motor,  the  separate  field  coils 
are  tested  and  the  low  resistance  ones  picked  out.  We  have  used 
this  method,  which  is  strictly  a  drop  of  potential  method,  for  some 
years,  and  find  that  very  little  experience  is  necessary  to  manipu- 
late the  apparatus  and  to  determine  accurately  the  condition  of  field 
coils.  This  method,  as  practiced  by  us,  does  not  take  into  con- 
sideration the  varying  temperatures  of  the  motors  tested,  but  with 
comparatively  little  experience  any  of  our  men  will  detect  evidences 
of  faulty  field  coils.  The  cost  of  the  outfit  complete,  exclusive  of 
the  labor  of  installing  and  connecting  up  the  wires,  is  not  over  $60. 
— Chas.  T.  Herrick. 

The  Conant  motor  tester  operates  on  the  principle  of  separately 
comparing  the  individual  motor  field  coils  in  the  two  motors  ordi- 
narily installed  on  the  car.  It  picks  out  those  which  are  the  weak- 
est in  magnetic  strength.  The  coils  do  not  have  to  be  disconnected 
nor  the  motor  opened  for  the  test,  as  the  leads  can  be  readily 
reached  through  the  hand  holes  of  the  motor  case. 

Two  of  the  prominent  companies  using  them  have  in  all  20  of 
these  instruments  in  operation.  Where  proper  instruction  has  been 
given  the  car  house  men  there  is  no  difficulty  in  their  using  the 
instruments.  I  have  been  personally  told  by  representatives  of  the 
following  companies  that  their  men  find  no  difficulty  in  using  the 
instruments  satisfactorily:  Boston  Elevated  Ry.,  Union  Railway 
Co.,  New  Bedford,  Mass. ;  Union  Railway  Co.,  Providence,  R.  I. ; 
Holyoke  Street  Railway  Co.,  Holyoke,  Mass. ;  Norfolk  &  Newport 
News  Co.,  Norfolk,  Va. ;  Cleveland  Electric  Railway  Co. — R.  W. 
Conant. 

It  is  our  practice  to  test  all  motors  in  place,  by  disconnecting  each 
motor,  and  forcing  ten  (10)  amperes  of  current  through  the  resist- 
ance, and  measuring  the  fields  and  armature  separately,  with  a  low 
reading  voltmeter.  This  mode  of  testing  can  be  done  by  any  shop- 
man and  in  a  few  minutes'  time. — A.  F.  Rexroth. 

In  the  Harrisburg  repair  shops  the  following  method  for  testing 
armatures  for  short  circuits  has  been  devised  by  Mr.  Rexroth  and 
has  proved  practically  sure: 

In  making  test,  pass  a  current  of  about  10  amperes  at  500  volts 
through  it,  with  the  aid  of  a  yoke  with  adjusting  contacts,  so  as  to 
make  connection  on  some  bar  on  which  the  brushes  should  set. 
Use  a  voltmeter  with  low  reading  dial  so  that  two  volts  will  read 
600.  With  the  terminals  from  the  voltmeter,  test  the  adjoining  bars 
from  one  contact  to  the  other,  and  when  one  space  is  tested,  move 
the  yoke  to  the  other  part  of  the  commutator,  so  as  to  test  all  bars. 
If  bars  are  free  from  short  circuit,  they  will  read  about  eight  points 
on  the  voltmeter,  but  if  a  drop  of  two  or  more  points  occurs  on  any 
bar  you  may  look  for  a  slight  short  circuit.  If  meter  does  not  read 
any  figure  you  will  find  a  dead  short  circuit. 

A  coil  of  iron  wire  is  used  for  resistance,  or  where  this  kind  is 
not  at  hand,  a  water  resistance  can  be  used,  as  it  only  takes  a  few 
minutes  to  test  an  armature  and  the  water  will  not  have  time  to 
become  hot. — Editor. 

133.    What  is  the  average  life'of  field  coils  and  armatures  in  mod- 
ern enclosed  motors  such  as  G.  E.  57,  Westinghouse  68,  etc.? 

We  have  never  used  the  Westinghouse  No.  68  motor,  but  have 
used  some  G.  E.  57  motors  for  three  or  four  years,  and  up  to  this 
time  have  not  had  occasion  to  replace  either  armature  or  field  coils. — 
A.  F.  Rexroth. 

It  is  a  difficult  matter  to  make  a  just  comparison  of  the  life  of 
different  field  coils  and  armatures.  In  general  the  life  of  the  wind- 
ings of  a  railway  motor  depends  upon  the  temperatures  in  service. 
The  temperature  of  the  winding  depends  upon  many  variable  factors, 
such  as  schedule  speed,  weight  of  car,  and  other  factors  which  vary 
power  consumption  as  noted  above.  With  a  certain  definite  weight 
car  and  type  of  motor,  making  a  certain  definite  schedule  and  stops 
per  mile,  the  temperatures  might  vary  greatly  and  hence  the  life  of 
the  windings  by  simply  changing  the  gear  ratio  of  the  motors.  Our 
experience  has  shown  that  in  a  great  many  instances  the  tempera- 
ture of  windings  can  and  have  been  greatly  decreased  by  a  change  in 
gear  ratio,  the  same  or  practically  the  same  schedule  being  maintained 
as  before  the  change  of  gearing.  It  will  therefore  be  seen  that  the 
conditions  under  which  motors  operate  are  so  varied  that  it  is  al- 
most impossible  to  make  a  statement  as  to  the  life  of  the  windings 
which  could  be  compared  with  the  life  of  the  windings  on  other 
motors  operating  under  entirely  diflFerent  conditions. — R.  E.  Moore. 


Oct.  20,  1903,] 


STREET    RAILWAY    REVIEW. 


843 


134.  What  is  the  average  life  of  field  coils  and  amiatures  in  motors 
of  the  Westinghouse  No.  3  class  and  size? 

Two  and  one-half  to  three  years. — Chas.  T.  Herrick. 
From  two  (2)   to  three   (3)  years,  averaging  160  car  miles  per 
day— A.  F.  Rexroth. 

135.  Have  any  improvements  been  adopted  in  rewinding  Westing- 
house  No.  3  armatures  tending  to  diminish  the  trouble  by 
grounding  at  the  ends  of  the  slots? 

Mr.  A.  F.  Rexroth,  foreman  of  the  repair  department  of  the 
Harrisburg  Traction  Co.,  has  devised  an  improvement  in  rewind- 
ing Westinghouse  No.  3  armatures  which  has  reduced  their  trouble 
account  with  this  type  armature  about  40  per  cent  over  the  old  style 
form  wound  coils.  The  difficulty  with  form  wound  coils  is  the 
liability  of  injuring  the  insulation  in  putting  them  in  place,  as  it  is 
impossible  to  put  them  on  without  using  a  hammer,  and  when 
armature  is  put  under  heavy  load  it  is  liable  to  ground  at  the 
defective  point  and  burn  out.  The  present  plan  obviates  this 
difficulty  entirely.  In  the  new  system  of  winding,  one  sheet  of 
niicanite  and  two  sheets  of  brown  paper  are  used  in  lining  the  slots 
of  the  core,  making  the  insulation  five-eighths  of  an  inch  longer 
than  the  core  of  the  armature.  The  winding  is  the  same  as  with 
the  form  coils  from  slot  one  to  twenty-five.  When  the  section  is 
started  put  the  left  hand  lead  in  slot  twenty-six  until  the  section  is 
finished  in  one  and  twenty-five.  Then  put  a  piece  of  lead  cover 
on  both  leads  the  length  of  the  core  so  as  to  make  a  good  insula- 
tion between  the  sections.  This  is  done  so  as  to  bring  both  leads 
out  at  the  top  of  the  section.  On  the  ends  of  the  armature  one 
thickness  of  muslin  or  linen  is  enough  on  each  section.  The  time 
of  winding  armature  in  this  way  is  somewhat  longer  than  with 
form  coils,  but  the  greater  durability  warrants  the  expense.  The 
armature  connections  are  the  same  as  with  other  winding.  The 
ends  of  the  armature  are  much  smaller  with  this  system. 

136.  Is  there  any  brush  holder  for  Westinghouse  No.  3  motors, 
which  overcomes  the  troubles  with  standard  type  brush  hold- 
ers, getting  loose,  damaging  springs  and  causing  sparking  and 
heating  of  armatures? 

We  have  had  no  experience  with  anything  different  from  the  orig- 
inal brush  holder,  furnished  by  the  Westinghouse  Company.  Mr. 
Frank  Wampler,  master  mechanic  of  the  Union  Traction  Company, 
Philadelphia,  at  the  Sixth  street  repair  shops,  has  improved  a  brush 
holder,  that,  when  used,  will  overcome  the  trouble  referred  to. 
This  device  is  similar  in  construction  to  that  brush  holder  and 
works  similar  to  the  brush  holder  on  the  G.  E.-800  motor.— A.  F. 
Rexroth. 

137.  Can  a  small  road,  not  over  25  cars,  save  any  money  by  re- 
winding all  burned  out  armatures  and  field  coils  ? 

Yes,  if  done  by  one  of  the  car  house  employes  who  should  be  fa- 
miliar  with   this   kind   of   work. — Chas.    H.   Smith. 

We  think  not  at  the  present  time,  but  are  willing  to  be  con- 
vinced that  we  are  wrong. — C.   T.  Herrick. 

Yes,  I  would  think  it  would  repay  any  road  of  ten  cars  and  over 
to  do  its  own  rewinding  of  both  armatures  and  field  coils. — A.  F. 
Rexroth. 

138.  What  is  best  method  of  connecting  motor  terminals  to  car 
cables  on  double  truck  cars? 

Fasten  your  cables  as  near  the  kingbolt  as  possible  and  run 
from  there  to  the  motor. — Chas.  T.  Herrick. 

We  place  lead  wire  from  the  main  cable  over  to  the  motor,  in  the 
form  of  a  cable,  encased  in  cotton  hose  same  as  main  cable,  which 
is  cleated  to  the  floor  of  the  car,  leaving  an  end  of  alxjut  eight 
inches  hang  below  the  cleat.  To  this  the  leads  from  the  motors 
arc  connected  by  means  of  a  two-way  connector.  The  wires  from 
the  motors  arc  encased  in  a  circular  loom  to  prevent  the  insulation 
from  wearing  through  on  the  truck. — A.  F.  Rexroth. 

Wc  consider  the  best  mode  of  connecting  motor  terminals  to  car 
cables  on  double  truck  cars  to  be  the  use  of  a  split  connector,  one- 
half  of  which  is  soldered  to  the  motor  lead  and  the  other  half  to 
the  lead  from  the  car  wiring  cable.  The  connection  between  the  two 
halves  being  made  cither  by  clamping  screws  or  by  clamping  effect 
produced  by  turning  the  connector  through  an  angle. — R.  E.  Moorr. 
l,Yj.  What  is  a  proper  life  for  car  cables  on  open  cars? 
140.     What  has  been  your  experience   with   flexible,   stranded   and 


solid   wire  for  car  cable?     Also  advantages  of  single,  double 

and  triple  braiding? 
We  have  used  both  stranded  and  solid  wire  for  main  cable  in 
closed  and  open  cars,  and  have  found  from  experience  that  the 
cheapest  and  best  is  the  stranded  for  the  main  cable,  and  the  flexible 
for  leads,  using  triple  braided  insulation  in  all  cases. — A.  F.  Rex- 
roth. 

141.  Is  there  any  advantage  in  placing  a  hood  switch  at  each  end, 
and  connecting  so  that  throwing  off  hood  switch  cuts  off  trolley 
connection  from  controller  at  the  end? 

Yes,  very  useful  in  case  of  emergency;  making  repairs  or  exam- 
ination of  motors,  controllers  or  other  parts  of  the  circuit. — Chas. 
H.  Smith. 

We  think  there  is. — Chas.  T.  Herrick. 

From  our  past  experience  we  think  it  advisable  to  put  a  hood 
switch  at  each  end  of  the  car,  connecting  it  independently,  so  that 
by  throwing  either  of  the  switches  the  trolley  wire  is  disconnected 
from  the  controller  at  that  end  of  the  car. — A.  F.  Rexroth. 

We  do  not  consider  that  there  is  any  advantage  in  connecting 
hood  switches  at  the  two  ends  of  a  car  in  multiple  so  that  throwing 
one  switch  cuts  off  the  connection  only  from  the  controller  at  the 
same  end  of  the  car.  Such  an  arrangement  would  either  necessitate 
a  considerable  amount  of  extra  wiring,  or  the  use  of  separate  fuses 
and  lightning  arresters  for  each  controller,  and  there  would  be,  in 
our  opinion,  no  compensating  gain.  Where  the  hood  switches  are 
connected  in  series,  throwing  either  switch  cuts  off  both  controllers. 
— R.  E.  Moore. 

142.  What  are  the  weights  and  designs  for  trolley  wheels  for  city 
and   interurban   service? 

We  use  the  standard  4^2-Ib.  wheel. — Chas.  T.  tierrick. 

We  use  the  standard  3-pound  trolley  wheel  for  city  work  and  for 
long  time  and  suburban  work  we  use  the  6-inch  trolley  wheels,  made 
by  the  Star  Brass  Co.,  Kalamazoo,  Mich. — A.  F.  Rexroth. 

143.  What  is  most  economical  pressure  of  trolley  wheel  against  the 
wire  ? 

Depends  i.pon  the  conilition  of  the  track  and  height  of  the  trolley 
wire  from  the  rail — usually   18  lb. — Chas.  H.  Smith. 

From  16  to  20  lb.,  depending  upon  the  style  of  the  trolley. — 
Chas.  T.  Herrick. 

From  18  to  20  pounds,  depending  upon  the  style  of  the  trolley 
wheel. — A.  F.  Rexroth. 

144.  Do  any  of  the  roads  use  standard  limit  gages  for  deter- 
mining maxinuim   permissible  wear   on   trolley   wheels? 

145.  What  average  mileage  is  obtained   from  trolley  wheels? 

We  think  from  S.ooo  to  S.ooo  is  a  good  average  mileage. — Chas. 
T.  Herrick. 

From  5,000  to  8,000  is  the  average  for  the  3-lb.  wheel ;  but  on  6-in. 
wheels  we  have  been  getting  from  12,000  to  15,000  miles. — A.  F. 
Rexroth. 

146.  Do  you  consider  any  form  of  trolley  catcher  or  retriever 
commercially  successful? 

We  have  used  the  Wilson  trolley  catcher  with  splendid  results  for 
about  two  years. — A.  F.  Rexroth. 

We  consider  that  some  form  of  trolley  retriever  is  of  great  value 
on  high  speed  equipments.  The  retriever  is  much  preferable  to  the 
trolley  catcher,  as  it  immediately  pulls  the  trolley  pole  down  as  soon 
.IS  the  wheel  leaves  the  wire,  this  insuring  a  minimum  damage  to  the 
overhead  construction. 

147.  What  size  and  kind  of  Irolk-y  rope  is  best  for  general  service? 
Three-eighths   of   an    inch.     When   trolley   catchers   are   in   use, 

one-fourth  inch  rope  is  the  heaviest  we  can  use. — Chas.  H.  Smith. 
Three-eighths  and   M-inch  Samson   spot  cord  gives  us  the  best 
results. — A.  F.  Rexroth. 

148.  How  often  should  cars  be  completely  repainted,  assuming  cars 
arc  varnished  and  retouched  annually? 

Wc  have  cars  in  service  four  years  without  repainting.  We 
avoid  this  by  giving  tlicni  .1  mat  of  good  varnish  every  year. — 
Chas.    H.   .Smith. 

We  have  found  it  advisable  to  varnish  our  cars  at  least  once 
every  year,  and  to  completely  repaint  a  car  once  every  four  years; 
lint  in  repainting,  where  the  coals  arc  not  cracked  or  grazed,  we 
simply  Fjandpaper  the  top  coat  off,  leaving  a  smooth  surface  under- 
neath, which  saves  the  cost  of  a  ground  coat.— A.  F.  Rexroth. 


844 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.   lo. 


Uiscussiuii  on  (,>ucKti(in   14-8,  Cur  fainting. 


Mr.  Kexrotli :  We  try  to  varnish  our  cars  once  a  year;  and 
about  every  four  years  we  burn  the  paint  off  and  repaint  from  the 
wood. 

In  repainting  we  put  on  three  priming  coats  of  white  lead,  mixed 
with  a  little  Tuscan  red.  Then  we  add  a  dead  coat  of  color,  stripe 
and  letter,  and  put  on  one  coat  of  rubbing  varnish  and  two  coats 
of  linishing  varnish.  The  filling  coats  are  not  rubbed  down.  The 
cost  under  this  system  is  about  $40.00  per  car. 

Mr.  Wcndle:     What  make  of  finishing  varnish  do  you  use? 

Mr.  Rexroth :     Flood  &  Conklin's  body  varnish. 

Mr.  Faller:    We  use  Murphy  varnish. 

Mr.  Wendle:  We  have  been  using  Harland's  finishing  varnish, 
largely  because  of  the  special  claims  made  for  it  by  our  painter.  He 
claims  to  have  tried  a  number  of  prominent  American  finishing 
varnishes,  but  the  results  were  inferior  lo  those  obtained  with  the 
Harland  goods.  In  view  of  the  necessity  of  varnishing  every  year, 
it  is  a  question  whether  it  is  worth  our  while  to  spend  $1.50  to  $2.00 
more  per  gallon  for  varnish,  especially  as  Harrisburg  and  Mt.  Holly 
find  the  cheaper  varnish  entirely  satisfactory. 

Mr.  Ohmer:  In  car  painting,  one  of  the  troubles  is  surface  crack- 
ing. This  is  attributable  to  two  reasons — putting  on  the  coats  too 
rapidly,  the  foundation  coat  not  having  sufficient  time  to  thoroughly 
dry,  and  the  use  of  inferior  varnish.  If  ample  time  is  allowed 
for  each  coat  to  dry,  and  the  best  grades  of  finishing  varnish  used, 
there  should  be  no  necessity  for  burning  off  every  four  years,  if  cars 
are  regularly  varnished  each  year.  The  foundation  painting  should 
be  good  for  seven  or  eight  years. 

Mr.  Wendle:  This  repainting  question  is  important,  involving 
as  it  does  a  considerable  annual  expenditure.  On  our  road,  this 
work  has  been  done  by  contract.  The  contract  covered  not  only 
painting,  but  getting  the  car  ready,  dismantling,  and  other  operations 
not  strictly  defined  as  painting.  For  this  work  our  expense  is  about 
$80.00  to  $85.00  per  car. 

When  I  compare  this  cost  with  what  other  roads  are  doing  it 
seems  exorbitant;  but  I  have  been  unable  to  pick  out  just  which  of 
our  operations  was  the  luxury.  In  looking  up  the  subject,  I  have 
received  statements  of  labor  costs  alone,  varying  from  $24.00  to 
$52.00  per  car  for  burning  off  and  complete  repainting  inside  and  out. 
This  is  a  wide  discrepancy  for  what  is  presumably  a  carefully  con- 
ducted department  of  the  business. 

The  question  comes  to  wh;.t  each  of  the  roads  are  getting  for 
their  money  and  whether  the  requirements  of  street  car  service  are 
as  well  met  by  the  $24.00  job  as  the  $52.00  one,  and  in  order  to  place 
this  matter  on  a  more  definite  basis.  I  would  suggest  that  our  mem- 
bers keep  a  detailed  record  of  what  is  actually  done,  how  much  time 
is  required  for  each  particular  operation,  and  how  much  and  the  cost 
of  each  kind  of  material  used  in  each  coat.  Such  data,  covering  the 
roads  controlled  by  our  members,  and  others,  would  permit  intelli- 
gent comparisons  to  be  made  and  revision  of  methods  adapted,  if 
deemed  advisable. 


149.  How  many  times  is  it  advisable  to  varnish  cars  between  com- 
plete repaintings? 

150.  What  is  the  most  economical  and  serviceable  color  for  car 
bodies? 

Chrome  yellow. — C.  T.  Herrick. 
Tuscan  red. — S.  W.  Rhen. 

Chrome  yellow,  with  dark  brown  or  green  stripings  and  letterings. 
—A.  F.  Rexroth. 

151.  What  make  and  grades  of  varnishes  arc  best  adapted  for  in- 
side and  outside  service? 

Outside — Harland's  railway  body  varnish. 

Inside — Parrott's  inside  finishing  varnish — S.   W.   Rhen. 

152.  Assuming  an  18  or  20-ft.  closed  body,  w^hat  is  a  fair  cost  for 
the  following : — Burning  off  and  repainting  from  the  wood ;  re- 
touching and  varnishing  exterior. 

Twenty  to  25  feet  closed  car  bodies — (a)  to  burn  off  old  paint 
and  glare  with  white  lead  and  varnish  (including  inside  varnish- 
ing), and  painting  roof  and  floor,  $32.50  per  car;  (b)  burn  off  old 
paint  and  use  wood  filler,  primer,  etc.,  approximately  $46.00  per 
car.  As  we  find  the  first  method  very  satisfactory,  we  have  adopted 
it.— A.  F.  Rexroth. 


153.  Is  it  advisable  from  a  business  standpoint  to  liberally  decor- 
ate and  letter  sides  of  cars,  or  simply  stripe  in  color  and  num- 
ber, omitting   lettering  and   useless  decorations? 

1  think  not.  It  is  useless  expense  and  no  profit  gained.  We  use 
a  plain  stripe  and  number,  omitting  lettering  and  useless  decora- 
lions. — Chas.  H.  Smith. 

We  have  cut  out  all  fancy  gold  scroll  work  and  lettering;  we  do 
not  think  it  necessary. — C.  T.   Herrick. 

In  our  judgment  the  plainer  the  car  can  be  made,  the  richer  and 
better  it  will  look,  and  the  more  serviceable  it  will  be.  Our  system 
is  to  paint  the  car  in  plain  colors,  using  a  simple  stripe,  with  num- 
l>er  put  on  plainly,  and  small  initials  of  the  company  painted  in  plain 
lettering  at  one  end  of  the  car. — A.  F.  Rexroth. 

154.  In  a  road  where  the  amount  of  painting  is  not  sufficient  to 
keep  one  man  regularly  engaged,  what  is  the  best  method  of 
handling  this   work  cheaply  and   properly? 

We  hire  the  services  of  a  painter  in  our  town  as  we  need  him, 
paying  20  cents  per  hour. — C.  H.  Smith. 

155.  On  ordinary  track  construction  laid  some  years,  has  the  use 
of  maximum  traction  and  double  trucks  enabled  a  higher 
schedule  speed  to  be  maintained  without  discomforts  to  pas- 
sengers or  excessive  maintenance  costs? 

156.  Which  is  the  better  system  of  operating  registers,  rod  or  cord 
pull? 

We  consider  the  rod  pull  the  best. — Chas.  T.  Herrick. 

157.  What  is  the  best  size  and  material  for  register  strap? 
Five-sixteenth  inch  tannite. — Chas.  T.   Herrick. 
Five-sixteenth    inch    oak    tanned    leather    cord,    cut    with    edges 

champed  off. — A.  F.  Rexroth. 

158.  What  kind  and  size  of  signal  rope  is  most  satisfactory?  What 
are  relative  merits  of  solid  braided  and   steel  cord  ropes? 

One-quarter  inch  with  wire  center. — Chas.  T.  Herrick. 
We  use  the  same  rope  for  the  signal  bell  as  we  do  for  the  register 
cord. — A.  F.  Rexroth. 

159.  What  is  the  most  durable  covering  for  upholsterer!   scats? 
I   think   rattan. — Chas.   T.   Herrick. 

Rattan  is  cleaner,  and  I  think  more  serviceable. — A.  F.  Rexroth. 
t6o.     How  do  you  clean  your  closed  bodies?     Do  you  use  hot  or 
cold  water?     Do  you  use  soap  or  any  other  special  preparation 
in   cleaning? 
Warm  water  and  soap. — Chas.  H.   Smith. 

Cold  water  in  summer  and  hike  warm  water  in  winter  and  a 
mild  soap. — C.  T.  Herrick. 

We  use  cold  water  in  summer  and  luke-warm  water  in  winter, 
without  any  kind  of  soap. — A.  F.  Rexroth. 


Discussion  on  Question  IHO,  Car  Cleaning. 


Mr.  Herrick  :  At  .Saratoga  the  washing  of  cars  was  thoroughly 
discussed,  and  the  use  of  linseed-oil  soap  was  recommended  by  sev- 
eral members.  Mr.  Lake,  of  one  of  the  western  roads,  stated  tha; 
a  little  linseed-oil  soap  dissolved  in  the  cleaning  water  was  abso- 
lutely necessary  to  clean  the  oil  and  dirt  from  his  cars.  His  road 
operates  through  an  oil  territory  and  the  grease  and  grime  collect 
on  the  cars  so  rapidly  that  daily  cleaning  is  necessary.  In  spite  of 
daily  cleaning,  he  reported  no  evidence  of  damage  to  varnish  by 
the  linseed-oil  soap.  Other  large  companies  reported  a  similar  ex- 
perience. On  account  of  the  importance  of  proper  car  cleaning,  I 
would  ask  whether  any  of  our  members  have  had  experience  with 
this  soap  or  can  advise  me  where  to  get  it. 

Mr.  Ohmer  :  From  a  long  experience  in  wood  finishing,  let  me 
advise  you — "Don't  ever  use  soap  of  any  kind  in  car  cleaning."  The 
soap  contains  lye  and  disintegrates  the  varnish.  If  you  cannot  clean 
with  plain  water,  put  a  little  wood  alcohol  in  the  water.  This  will 
clean  off  the  grease  and  dirt  and  at  the  same  time  will  stiffen  up,  or 
rather  support,  the  varnish,  instead  of  cutting  it  away. 

Mr.  Wendle:  While  we  arc  on  the  subject  of  car  washing,  will 
the  members  state  the  system  they  are  using  in  car  washing?  How 
often  are  the  cars  gone  over,  and  how  many  men  are  actually  em- 
ployed in  washing  cars  exclusively? 

Mr.  Fairchild :  On  this  line  I  would  say  that  Mr.  Baker,  at 
Saratoga,  stated  that  they  allowed  eight  cars  to  a  man  a  day.  With 
Ibis  number  of  cars  per  man,  the  cleaning  was  done  in  fairly  good 
shape. 


Oct.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


845 


Mr.  Rexroth :  We  have  some  men  who  clean  cars  at  night ;  they 
do  some  washing,  but  not  very  nuich.  The  main  car  washing, 
namely,  from  the  windows  down,  is  done  in  the  day  time  by  several 
special  men.  With  this  force,  we  generally  get  our  60  cars  washed 
once  a  week. 


161.  Is  there  any  tread  for  car  steps  which  will  prevent  slipping  in 
winter  ? 

We  cover  our  steps  with  a  strip  of  corrugated  rubber. — Chas.  H. 
Smith. 

Corrugated  rubber,  we  think,  is  good,  and  there  is  a  safety  tread 
manufactured  with  lead  inserted  that  is  very  good. — Chas.  T. 
Herrick. 

162.  Arc  car  circuit  breakers  preferable  to  enclosed  fuses? 
I  think  they  are. — Chas.  T.  Herrick. 

Car  circuit  breakers  arc  more  reliable  and  convenient  than  en- 
closed fuses. — A.  F.  Re.xroth. 

For  all  equipments  with  a  total  capacity  of  90  h.  p.  or  over,  oper- 
ated only  as  single  cars,  we  consMer  that  the  use  of  circuit  breakers 
is  preferable  to  the  use  of  fuses,  as  they  are  much  quicker  in  their 
action  and  consequently  minimize  the  damage  in  case  of  short  cir- 
cuits on  the  apparatus.  Circuit  breakers  also  accomplish  the  double 
purpose  of  an  overload  interrupting  device  and  a  hood  switch;  and 
the  circuit  is  more  easily  and  quickly  re-established  than  where 
fuses  are  used.  It  must  be  considered,  however,  that  the  circuit 
breaker  is  necessarily  a  piece  of  apparatus  that  must  be  carefully  in- 
spected, in  order  to  insure  its  properly  accomplishing  the  results  for 
which  it  is  used.  A  fuse  used  in  sei:es  with  circuit  breakers  provides 
an  additional  factor  of  safety,  but  it  is  not  necessary  if  the  circuit 
breakers  are  carefully  inspected  and  kept  in  proper  operating  con- 
dition.— R.  E.  Moore. 

163.  What  type  of  headlight  is  best  for  city  service? 
Electric — Cleaner,  and  more  economical.  —Chas.  H.  Smith. 

We  think  oil  headlights,  for  the  reason  if  anything  gels  loose  or 
breaks  in  connection  with  the  trucks,  you  can  use  headlight  about 
the  car. — C.  T.   Herrick. 

Electric  headlights,  with  16  c.  p.  incandescent  lamps,  are  more 
reliable  and  economical. 

164.  What   has  been  your  experience   with   fenders? 

Our  fenders  have  not  been  patronized. — Chas.  H.   Smith. 
We  think  it  economical  to  use  fenders. — Chas.  T.  Herrick. 

165.  Do  you  have  any  system  of  reporting  electrical  and  mechanical 
defects  in  cars  by  conductors,  motormcn  or  other  employes,  es- 
pecially when  defects  arc  not  serious  enough  to  take  car  out 
of  service?     What  method  is  used  to  check  up  such  reports? 

Our  employes  are  instructed  to  report  to  the  car  house  defects  of 
any  kind  that  come  before  their  notice. — Chas.  H.  Smith. 

We  have  a  blank  which  we  furnish  each  crew  at  the  car  house. 
when  the  cars  are  turned  in  for  the  day.  Upon  this  blank  the  con- 
ductors and  motormen  are  instructed  to  report  any  repairs  necessary 
to  the  car,  or  any  shortage  of  tools  or  equipment  kept  upon  the  car.-- 
A.  F.  Rexroth. 

Our  system  is  as  follows:  Special  report  forms,  bound  cheaply  in 
a  manner  similar  to  the  Western  Union  books  of  telegraph  blanks. 
are  placed  in  each  car  by  car  repair  department.  These  forms  are 
ruled  and  printed  to  make  two  columns.  In  the  first  column,  the 
various  items  which  affect  the  safety  or  comfort  of  passengers  arc 
listed,  and  the  conductor  indicates  and  briefly  explains  nature  of  de- 
fect. In  the  second  column,  items  affecting  the  equipment  or  opera- 
tion of  car  are  listed,  and  the  motorman  similarly  marks  and  ex- 
plains. This  report  is  signed  by  both  the  conductor  and  motorman 
in  their  respective  columns,  .^t  the  lime  original  report  is  made  out, 
carbon  paper  is  placed  to  give  copy.  The  original  copy  of  report 
is  deposited  with  the  repair  deparlmcnl,  and  the  carbon  copy  with 
the  dispatcher.  It  is  the  moiorman's  special  duly  to  see  that  these 
reports  are  properly  made  out  nn.1  deposited  before  leaving  the  car 
barn  after  turning  in  the  car 

On  receipt  of  report  the  repair  department  is  expected  to  remedy 
defect,  if  possible,  before  the  car  is  again  placed  in  service;  and  in 
order  to  check  up  whether  repairs  are  promptly  and  properly  made 
the  dispatcher  look*  up  all  reported  cars  which  arc  again  placed  in 
service  and  if  defects  still  exist  he  reports  such  fact  daily  when  his 
copies  of  reports  are  turned  into  the  main  office.  This  enables  the 
management  to  keep  close  supervision  on  the  condition  of  cars,  and 


the  efficiency  of  the  repair  department  is  determined  by  comparison 
of  these  reports  with  the  daily  labor  and  material  reports  from  the 
car  repair  department. — Editor. 

166.  What  is  the  maximum  length  of  closed  body,  mounted  on 
single  truck,  seven  feet  wheel  base,  which  will  give  satis- 
factory service  to  the  public  and  reasonable  maintenance  cost 
on  truck  and  body? 

I   think  any   car   body   over   18   feet   in   length   too   long   to   be 
mounted  on  a  single  truck.^A.  F.  Rexroth. 

167.  What  has  been  the  experience  with  convertibl.'  cars?  Have 
there  been   any   serious   difficulties   with  the  closing   devices? 

168.  In  city  service,  what  is  the  relative  loss  of  time  due  to  pas- 
sengers entering  and  leaving  cars  with  cross  seats  as  compared 
with   longitudinal    seats? 

169.  What  popularity  has  the  semi-convertible  car  as  compared 
with  regular  cross  bench  open  cars,  especially  with  reference 
to  pleasure  riding? 

The  semi-convertible  type  has  given  general  satisfaction. — A.   F. 
Rexroth. 

170.  Are  accidents  less  with  cross  seat  cars  of  the  semi-convertible 
type  than  with  12  or  is-bench  open  cars? 

Very  much  less  with  the  cross  seat,  semi-convertible  type. — A.  F. 
Rexroth. 

171.  What  is  the  minimum  satisfactory  width  over  all  for  semi- 
convertible   cars  ? 

Our  semi-convertible  cars  run  from  8  ft.  2  in.  to  8  ft.  4  in.  wide 
over  all,  and  give  a  satisfactory  width  of  aisle. — A.  F.  Rexroth. 

172.  To  what  extent  have  track  scrapers  of  the  Van  Dorn-Dutlon. 
Root  and  similar  type,  been  a  commercial  success? 

Would    not    be   without    them.      Excellent    devices    for   removing 
snow  and  dirt  from  the  rail. — Chas.  H.  Smith. 

173.  Is  there  any  satisfactory  device,  attachable  to  each  car.  which 
will  scrape  packed  snow  from  girder  rails,  especially  along 
paved   streets? 


DisciKssion  on  Question  173. 


Mr.  Wendle:  Where  the  scraper  can  be  set  on  the  top  of  the 
rail  wc  find  Dorner  or  Brill  type  very  useful ;  but  where  the  track  is 
laid  in  asphalt  streets  with  granite  blocks  inside  and  outside  the  rail 
and  which  stick  above  the  top  of  the  rail,  this  type  of  scraper  is  of 
|)raclically  no  use  for  cleaning  out  snow  and  sleet  froin  the  tracks. 
Has  any  member  found  any  device  which  is  successful  under  these 
conditions? 

Mr.  Musser :  Wc  have  the  Dorner  and  Brill  scrapers  on  a  certain 
luimber  of  our  cars  on  each  street.  We  also  have  a  device  on  our 
combined  snow  scraper  and  plow,  made  by  the  Thomson-Houston 
company  a  good  many  years  ago,  consisting  of  a  spring  track  scraper 
which  is  kept  sharpened  and  held  against  the  rail  by  compression. 
This  works  very  satisfactorily  on  a  straight  track  as  long  as  the 
joints  are  tight,  but  it  would  not  be  at  all  satisfactory  for  the  entire 
service. 


174.  What  substitute,  if  any,  has  been   foinul  for  salt  in  removing 
snow  and  ice  from  track? 

175.  What  has  been  the  experience  with  crude  nil   in  cleaning  out 
nnd  prevciuing  the  freezing  up  of  special  work? 


Track  iinci   Roadway  Dcpailmcnt. 

2(ir.  What  arc  the  prarlical  advantages  of  "Trilby"  girder  mils  in 
paved  streets? 

1  think  none.  While  we  use  "Trilby"  and  side  bearing  girder 
rails,  the  T  rail  of  |iropcr  height  is  best  for  paved  streets. — A.  F. 
Rexroth. 

Very  little  of  the  "Trilby"  rail  has  been  in  service  sufficiently  long 
to  develop  its  defects.  One  of  the  New  England  roads,  in  connec- 
lion  with  the  numicipal  officers,  looked  into  this  matter,  and  their 
report  on  New  York  city  results  was  (hat  Iho  pavement  was  nol 
especially  preserved  by  this  special  form  of  rail.  The  modifieil 
form,  used  in  Philadelphia,  has  not  been  reported  on.  From  besi 
information    we   can   get,   the   advanl.TKcs   of   ihe   "Trilby"  type  are 


846 


STREET   RAILWAY   REVIEW. 


[Vol.  XIII,  No.  lo. 


largely  theoretical.  Practically  it  has  the  faults  cotnmon  to  all 
grooved  rails  and  is  by  no  means  the  salvation  of  municipal  pave- 
ments.— Editor, 

20i.  What  is  the  advantage  in  using  girder  rails  higher  than  seven 
inches  in  streets  paved  with  brick  or  asphalt? 
If  concrete  foundation  or  beam  construction  is  used,  with  welded 
joints,  there  is  no  advantage  in  using  over  7-inch  rails.  On  stand- 
ard ballasted  track,  with  mechanical  joints,  the  9-inch  girder  rail 
is  most  satisfactory. — T.  J.  King. 

203.  What  has  been  the  experience  in  using  T  rails  in  city  streets? 

204.  Has  any  satisfactory  method  been  devised  for  attaching  metal 
pieces  to  existing  girder  rails  to  change  the  head  to  a  shape 
similar  to  "Trilby"  or  grooved  rails?  Has  such  change  of  form 
been  voluntary  or  because  of  conditions  imposed  by  the  munici- 
pality ?     What  results  have  been  obtained  ? 

We  have  had  some  experience  in  the  use  of  Buckland  blocks 
which  are  intended  to  transform  the  ordinary  tram  head  rail  into  a 
grooved  head  rail. 

These  blocks  are  made  of  short  cast  iron  and  when  they  are 
tirst  placed  in  service  seem  to  fill  the  bill  quite  nicely. .  They, 
ho\vc\cr,  wear  out  rapidly  in  the  groove  due  to  the  abrasion  caused 
by  ordinary  street  traffic  as  well  as  that  caused  by  full-flanged 
wheels. 

In  my  opinion  they  are,  at  best,  a  makeshift,  which  may  be  used 
in  order  to  tide  over  the  necessity  of  replacing  rails  for  a  short 
period.  The  cost  of  these  blocks  is  about  20  cents  a  foot  of  rail 
or  40  cents  a  foot  of  single  track.  To  this  expense  must  be  added 
the  cost  of  splicing  the  blocks. — Norman  McD.  Crawford. 

205.  What  is  the  experience  with  special  rail  joints,  such  as  the 
Weber,  Continuous,  Atlas,  etc..  in  regard  to  reducing  main- 
tenance and  depreciation  charges   on   track? 

We  have  had  some  old  rails,  with  pounded  joints,  reclaimed  to 
some  extent  by  using  Weber  and  Continuous  rail  joints. — A.  F.  Rex- 
roth. 


Discussion  on  Question  205. 


Mr.  Musser:  We  have  used  the  Weber  joints  and  some  few  Con- 
tinuous. The  track  on  which  we  used  Weber  joints  had  been  worn 
considerably  and  the  rails  were  pounded  down  some  at  the  joints; 
after  the  new  joints  had  been  in  service  for  some  time  we  found 
that  the  ends  of  the  rails  had  smoothed  out  to  some  extent.  It  was 
not  expected  that  the  pounding  would  be  entirely  removed,  but  the 
rails  were  very  much  improved.  It  is  our  experience  that  these 
joints  are  economical  in  fixing  up  old  track,  where  you  do  not  want 
to  disturb  the  pavement  for  several  years.  We  are  now  using  these 
joints  on  a  stretch  of  new  work,  but  this  has  not  been  in  service 
a  sufficient  time  to  determine  results.  On  one  street  we  used  the 
Continuous  joint  and  at  the  end  of  a  year's  service  we  find  it  very 
satisfactory. 

206.  Has  the  riveted  fish  plate  joint,  either  with  or  without  special 
riveted  brace  under  joint,  been  successful?  With  joints  of 
this  type,  how  frequently  must  riveting  be  gone  over?  What 
is  the  cost  per  joint   in   place   for   six-hole  plate? 

207.  In  cast-weld  joints  of  the  type  installed  in  Philadelphia,  has 
there  been  any  trouble  with  breakage  or  loosening  of  joint? 
Are  separate  copper  bonds  required?  What  is  the  cost  of 
joint  complete,  including  cleaning  of  rails,  etc?  How  ex- 
tensive a  plant  is  required  for  this  system? 

208.  Is  there  any  way  by  which  the  hammered  ends  of  the  girder 
or  T  rails  can  be  smoothed  and  trued  up  without  taking  up 
the  rails? 

By  taking  up  sufficient  pavement  to  permit  sawing  ofif  the  battered 
ends  and  then  cast-welding  in  a  short  piece  of  good  rail  of  same 
shape.  By  extending  casting  mold,  it  would  be  possible  to  complete 
the  joint  casting  at  one  operation.  In  case  work  is  to  be  done  in  con- 
nection with  repaving,  it  is  best  to  take  up  the  rails,  saw  oflf  the  de- 
fective ends  and  use  a  mechanical  joint  of  Continuous  or  Weber 
type.  This  was  done  on  about  one  mile  of  badly  battered  rails;  Con- 
tinuous rail  joints  were  used,  and  from  present  indications  at  least 
seven  or  eight  years  additional  life  will  be  obtained  from  rails.  In 
three  years  the  maintenance  cost  in  this  stretch  has  been  very  low 
and  riding  is  reasonably  smooth. — T.  J.  King. 


309.     In  resurfacing  old  track  on  which  double  truck  cars  are  run 
exclusively,  how  much  above  the  general  level  of  the  rails  can 
the  joints  be  raised  without  making  the  riding  rough  or  seri- 
ously hammering  the  rail  ends? 
In  resurfacing  old  track,  laid  with  even  joints,  the  joint  can  be 

raised  j4-i"ch  above  the  general  rail  level.    This  elevation  docs  not 

cause  any  annoyance  to  passengers  or  unusual  wear  on  track  or  cars. 

If  this  work  is  done  in  connection  with  a  general  track  repair,  and 

joints  thoroughly  tamped,  no  attention  should  be  required  for  three 

years,  unless  joint  becomes  loose. 
With  broken  joints  it  is  not  advisable  to  raise  joint  very  much 

above  level. — T.  J.  King. 

210.  What  is  the  proper  safe  distance  between  the  inside  rails  on 
double  track  or  in  turnouts,  to  provide  for  passing  of  modern 
type  of  cars? 

Sufficient  to  allow  a  space  of  one  foot  or  more  between  the  run- 
ning boards  of  open  cars. — Chas.  H.  Smith. 

Not  less  than  5  ft.  and  if  possible,  6  ft.  between  inside  gage 
lines. — Meade  Coulton. 

Our  gage  is  5  feet  2^  inches.  We  make  all  our  double  track  to 
feet  from  center  to  center. — A.  F.  Rexroth. 

211.  Where  girder  rails  are  laid  in  dirt  streets  which  are  kept  in 
repair  by  the  company,  what  is  the  best  method  for  preventing 
the  continual  cutting  away  of  dirt  immediately  outside  the 
rails,  especially  at  curves,  by  wagon  traffic? 

We  find  it  profitable  to  pave  all  track,  and  at  places  where  the 
street  is  not  paved  we  pave  between  the  tracks  and  9  inches  outside 
of  the  rails  with  cobble  stones.  This  preserves  the  ties  and  prevents 
water  getting  under,  and  at  the  same  time  avoids  the  continual  ex- 
pense of  filling  up  with  broken  stone. — A.  F.  Rexroth. 

Where  girder  rail  is  6-in.  or  higher,  or  on  chairs,  we  find  paving 
with  cobbles  or  roughly  dressed  stones  along  the  outside  of  rail  to 
be  the  most  satisfactory  and  durable  construction.  By  carrying 
paving  out  about  10  to  12  in.  and  ramming  well,  the  stones  remain 
in  place  even  where  the  wagon  traffic  is  heavy. 

Where  paving  cannot  be  done,  we  have  had  good  success  with 
tamping  in  the  cinders  from  our  power  houses.  In  a  compara- 
tively short  time  these  form  a  hard,  compact  bed  and  raise  very 
little  objection  from  city  authorities. — M.   Coulton. 

212.  What  satisfactory  substitute  has  been  found  for  planking 
inside  and  outside  of  the  T  rails  laid  in  dirt  streets? 

We  use  stone  macadam  and  find  it  more  economical  and  better 
than  planking.     Not  affected  by   frost. — ('has.   H.   Smith. 

We  use  cinders  wherever  possible  and  where  teaming  is  light, 
have  been  able  to  meet  requirements  of  city  and  county  supervisors. 
— M.   Coulton. 

213.  What  is  the  average  life  of  modern  hardened  center  special 
work  ? 

Our  experience  is  that  this  work  will  by  no  means  last  as  long 
as  the  abutting  rails.  Examination  of  special  work  on  our  system, 
in  use  about  three  years,  shows  material  signs  of  wear  with  an  aver- 
age of  about  400  cars  passing  over  it  per  day. — Meade  Coulton. 

214.  What  is  the  average  life  of  steam  railroad  crossings,  made 
according  to  the  Pennsylvania  or  Reading  Railroad  standard? 
What  improvements  can  you  suggest  that  will  tend  to  lengthen 
life? 

215.  What  are  the  relative  costs  of  the  following  track  construc- 
tions: Broken  stone  foundation,  wood  cross  ties  2  ft.  centers, 
and  70-lb.  girder  rails ;  concrete  foundation,  wood  cross  ties 
2  ft.  centers,  and  70  lb.  girder  rails;  concrete  beams,  with 
track  mounted  thereon  and  bedded  in  concrete,  and  held  to 
gage  by  iron  tie  rods,   rail   70-lb.   girder? 

Basing  costs  on  first-class  construction,  and  calling  this  i.oo,  the 
relative  costs  are  approximately  as  follows:  2nd  type,  1.4;  3rd  type, 
if  built  in  paved  street,  using  no  forms,  i.i,  and  3rd  type,  new  work, 
requiring  forms,  1.25. — T.  J.  King. 

216.  What  is  the  minimum  depth  of  concrete  or  broken  stone  re- 
quired  for  permanent  track  construction  in  paved  streets? 

Not  less  than  4  inches  of  concrete  or  broken  stone. — A.  F.  Rexroth. 

Where  city  has  compelled  back  filling  of  trenches,  etc..  with  sand 
or  gravel,  and  subsoil  is  gravelly  or  sandy,  with  natural  drainage,  6 
to  9  inches  of  concrete.  If  clay  or  poor  subsoil,  concrete  should  ex- 
tend below  the  frost  line.  -T.  J.  King. 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


847 


217.  What  is  the  experience  in  using  the  cheaper  grades  of  cement 
for  concrete  foundation  work? 

We  substituted  rosendale  for  portland  cement  on  about  one-lialf 
mile  of  new  track  work,  paved  with  brick.  A  year's  service  has 
developed  no  difficulty  whatever. — M.  Coulton. 

Rosendale  does  not  seem  to  set  up  in  air  as  well  as  portland  ce- 
ment. For  foundations  of  piers  or  abutments,  below  the  water  line, 
rosendale  seems  as  good  as  portland.  In  paving,  in  order  to  obtain 
equal  strengths  of  concrete,  rosendale  at  85  cents  per  300  pound 
barrel  is  almost  equal  to  portland  at  $1.50  per  400  pound  barrel. — 
T.  J.  King. 

218.  What  precautions  must  be  observed  in  laying  track  on  con- 
crete beams  without  the  usual  cross-ties,  in  order  to  secure 
satisfactory  track  construction? 

Provisions  should  be  made  as  follows : 

1st.  To  actually  clamp  or  tie  rails  to  concrete  beam  and  at  the 
same  time  hold  the  rail  to  line  and  surface. 

2nd.  To  prevent  rails  expanding  or  contracting  widely  during  the 
setting  up  of  the  concrete,  otherwise  rails  are  apt  to  become  loose 
in  the  concrete. 

3rd.     To  be  so  placed  that  rails  are  butted  for  welding  joints. 

4th.  To  use  welded  joints  so  that  w-heels  run  perfectly  smoothly 
over  joints,  as  any  type  of  mechanical  joint  leaves  a  ridge,  which 
in  rigid  construction  of  this  type  will  result  in  pounded  rail  ends. 

The  most  important  point  is  that  concrete  be  brought  up  tightly 
against  the  bottom  of  rail.  After  concrete  is  properly  tamped,  it  is 
advisable  to  pour  a  grouting  of  strong  cement  and  fine  stone.  It  is 
essential  to  use  a  good  grade  of  portland  cement  in  the  construction 
of  the  beam. — A.  F.  Rexroth. 

5th.  To  anchor  each  rail  to  concrete  l>eam  so  that  on  grades  there 
will  be  no  creeping  of  rails,  and  rails  will  expand  evenly  in  both 
directions  and  return  to  original  position. — T.  J.  King. 

219.  In  streets  which  are  to  be  paved  with  asphalt,  what  is  tlic  most 
serviceable  pavement  to  lay  between  the  rails? 

Brick.  Can  be  opened  and  replaced  without  impairing  pave- 
ment. Is  not  rotted  by  grease  dropping  from  motors.  Is  relatively 
smooth  for  driving. — M.  Coulton. 

220.  What  form  of  cover  plate  and  system  of  openings  is  best  for 
track  drains  where  wagon  traffic  is  heavy? 

We  use  cast  iron  plates  of  the  plain  convex  pattern. — Qias.  H. 
Smith. 

We  have  tried  various  types  of  track  drain  covers  with  various 
widths  and  shapes  of  openings;  narrow  rectangular  slots;  raised 
ridge  tops  with  slots  between ;  and  flat  smooth  top  with  a  series 
of  round  holes,  5^-in.  diameter,  distributed  over  same.  With  all 
forms  except  the  last,  we  have  had  considerable  trouble  with  the 
caulks  on  horses'  shoes  getting  caught  in  openings,  and  injuring 
horse  or  pulling  shoes  loose. — M.  Coulton. 

One  of  the  most  successful  track  drains  and  covers  is  constructed 
as  follows:  On  a  brick  basin  is  mounted  a  cast  iron  frame  12 
inches  wide,  and  54  inches  long  over  all.  This  frame  is  arranged  to 
take  a  flat  rast  cover,  divided  into  two  equal  sections,  each  0%  inches 
wide  and  25!/  inches  long.  The  top  openings  are  "/j-inch  wide  and 
extend  over  8  inches  of  the  width  of  cover  and  at  an  angle  of  45 
degrees.  The  weight  of  cover  and  frame  is  about  244  pounds  and 
costs  approximately  $6.00.  The  brick  basin  underneath  can  be  built 
for  about  $4.00,  making  the  complete  cost  of  drain  $10.00.  The  use 
of  two  sections  enables  one  man  to  handle  cover  easily. — C.  B.  Fair- 
child,  jr. 


Konding  Ucpartniunt. 


250.     In  testing  bonds  against  the  connected   rails  with   Conant  or 
similar  type  of  testing  outfit,  what  length  of  rail  is  accepted  as 
the  equivalent   of  a   first-class  bond?     What   equivalent   length 
of  rail  as  read  on  the  instrument  is  regarded  sufficient  to  con- 
demn the  bond? 
A  bond  resistance  equal  to  3  ft,  of  rail  is  usually  considered  very 
K«)od.     If  equal  to  4Vj   ft-  of  rail,  it   is  fair.     If  it  equals  6  ft.  or 
more  of   rail,   it   ought    to   1)C  condemned.      If   the    rail    is   l)r)iulccl 
tc  the  full  capacity,  and  bonds  of  such  a  character  as  will  maintain 
their  initial  efficiency  arc  used,  the  resistance  of  the  t)ond  should  In- 
the  same  as  clear  rail  of  a  length  occupied  by  tbi-  lionds,  and  should 
remain  »o. — A.  H.  England. 


In  testing  a  rail  bond,  several  considerations  are  necessary  in 
order  that  the  work  of  repair  may  render  the  return  circuit  the 
most  effective  for  the  least  expenditure  of  money,  and  consequently 
the  resistance  of  a  bond  in  terms  of  the  length  of  the  rail,  which 
would  be  called  good,  bad  or  indifferent,  will  depend  on  what  por- 
tion of  the  rail  return  system  tliis  bond  occurs.  The  current  den- 
sity on  the  rail  being  the  important  factor  in  determining  what  will 
be  the  permissible  drop  and  on  this  basis  should  the  effectiveness 
iif  the  individual  bond  be  judged.  Assuming  what  the  maximum 
return  drop  that  we  wish  to  allow  for  a  given  stretch  of  road 
from  the  power  station  serving  that  road,  we  would  just  determine 
the  current  flow  that  the  rails  have  to  carry  back  to  the  power  sta- 
tion. The  voltage  being  taken  by  drop  tests  or  computed  for  the 
maximum  load  of  half  the  track  distance.  Assuming  that  for  rails 
weighing  over  40  lb.  (6o-lb.  rail  measures  .0052  ohm  per  thousand 
feet)  that  their  resistance  is  in  proportion  to  their  sectional  area, 
this  gives  us  the  drop  that  will  occur  with  the  current  flowing 
through  the  rails,  considering  it  a  continuous  rail  system,  assum- 
ing the  drop  to  be  20  volts.  Subtract  the  drop  thus  found  from  20 
volts  and  divide  this  difference  by  the  number  of  joints  occurring 
to  the  points  on  the  rails  where  we  assume  our  drop,  this  will  give 
the  potential  difference  on  the  average  joint  and  also  give  us  the 
length  of  rail  for  the  average  Ixjnd,  which  will  be  required  to  be 
maintained  in  order  to  give  the  drop  on  the  rail  joint,  which  will 
bring  us  within  the  desired  potential  loss  on  the  return  system. 

There  are  other  considerations  that  cannot  be  neglected  in  this 
proposition,  that  is,  where  the  equipment  is  large  the  acceleration  of 
this  equipment  becomes  an  important  factor  in  the  copper  overhead 
and  the  bonding  of  the  rail  return  in  order  that  the  equipment  may 
accelerate  without  undue  heating  and  schedule  may  be  maintained 
without  ovcr-.spceding  the  equipment  011  Iiigh  pressure  portions  of 
the  system. 

The  above  treatment  of  the  bond  question  leads  to  a  tapering 
l)ond  as  the  power  station  is  approached,  and  this  is  the  correct 
method  of  placing  for  a  given  amount  of  money  expended  in  bond- 
ing, bonding  to  give  the  least  possible  drop,  and  consequently 
it  is  impossible  to  arbitrarily  fix  any  length  of  rail  in  terms  of 
bond  resistance  without  knowing  the  conditions  under  which  the 
lK)nd  is  to  be  used. — A,  B.  Herrick, 

My  opinion  is  that  3  ft.  of  rail  and  joint  should  be  bonded  so  as 
to  test  equal  to  6  ft.  of  rail  and  that  any  joint  that  tests  over 
12  ft.  of  rail  should  be  re-bonded,  this  applies  to  moderately  heavy 
conditions  of  traffic,  but  there  are  very  few  roads  to  which  these 
conditions  do  not  apply.  Joints  which  test  between  these  limits 
should  not  be  allowed  to  pass  if  the  traffic  is  extremely  heavy,  but 
may  be  if  the  traffic  is  light, — R.  W.  Conant. 

We  use  a  milli-voltnieter,  with  double  needle  and  scale,  and  com- 
pare the  drop  between  3  feet  of  solid  uil  and  3  feet  across  the  joint. 
When  the  joint  reading  is  10  milli-volts  higher  than  the  solid  rail 
reading,  we  condemn  bond  and  replace  it. — P.  F.  Gerhart. 

1st  Question:  three  feet.  2nd  Question:  five  feet. — R.  E.  Moore. 
251,  What  is  the  best  method  of  rebonding  tracks  in  paved  streets 
with  the  minimum  disturbance  of  pavement,  tracks  consisting 
of  6-in.,  7-in,  and  ()-in.  girder  rails?  What  is  the  total  cost 
per  joint  for  such  re-bonding,  exclusive  of  cost  of  removal  and 
replacement  of  pavement  ? 

We  have  perfected  hydraulic  pimches  and  compressors  for  bond- 
ing girder  rails  in  paved  streets.  The  punch  cuts  a  tapered  hole  in 
that  part  of  the  tram  projecting  beyond  the  edge  of  the  joint  plate. 
The  compressor  forces  the  bond  terminal  Ixick  into  the  hole  against 
the  taper.  In  asphalt  streets,  with  the  usual  Belgium  blocks  against 
the  inside  of  the  rail,  it  is  necessary  to  remove  but  two  of  the 
Belgium  blocks  to  make  room  for  the  hydraulic  tools.  There  are 
over  100,000  joints  bonded  in  this  manner  in  Philadelphia.  Unof- 
ficial costs  given  us  by  the  Ixinding  department  show  that  the 
Belgium  blocks  can  be  removed,  two  bond  holes  punched,  the  Ixjnd 
inserted  and  compressed,  and  the  Belgium  blocks  properly  re- 
placed for  about  18  cents  per  joint,  exclusive  of  the  cost  of  the 
bond.  We  make  a  standing  offer  to  accept  for  our  method  75  per 
cent  of  the  cost  of  any  other  way  of  bonding  girder  rails  in  paved 
streets,  giving  equivalent  results  as  to  capacity  and  durability. 
'niis  method  of  l)onding  has  been  employed  al.so  in  Il.Trrisburg, 
York,  Norrislown  and  Tacony,   Pa, — A.   11.   F.nglund. 

Ilie  method  of  re-bonding  track  in  a  paved  street  economically 
has  not  yet  been  proposed,  but  from  my  experience  a  radical  dc- 


848 


STREET  RAILWAY  REVIEW. 


[Vou  XIII,  No.  10. 


parlurc  has  lo  be  made  for  this  class  of  track  work,  and  1  think 
the  soUilion  is  to  Im;  found  along  the  following  lines:  Instead  of 
removing  the  track,  to  use  a  cutter  or  pneumatic  tool  which  will  en! 
away  the  pavement  for  .}4-in.  friin  the  ball  of  I  he  rail  and  cut  a 
slot  in  the  pavement  for  about  0  in.  long.  Then  a  U-shapcd  bond 
made  of  riblwn,  the  edges  of  which  arc  presented  to  the  ball  of 
the  rail  and  electrically  .soldered  to  the  rail,  giving  a  U-shapcd 
l(K)p  projecting  into  the  slot  cut  in  tnc  pavement  and  bridging  the 
joint  of  the  rail.  I  am  designing  tools  to  produce  this  kind  of  a 
bonding  arrangement  and  I  believe  that  1  can  get  the  time  necessary 
to  put  in  a  bond  in  less  than  two  minutes  and  at  a  cost  of  less 
than  30  cents.  The  tools  and  .soldering  transformer  are  portions 
of  the  bonding  car,  so  the  work  can  be  done  most  expeditiously, 
and  after  this  bond  is  placed  and  connected,  the  slot  is  to  be  filled 
with  asphalt  or  equivalent  compound  to  restore  the  pavement  to 
its  original  surface. 

It  is  found  that  disturbing  the  pavement  around  a  joint  disturbs 
the  track  at  its  most  critical  point  and  a  patch  in  the  paving  is 
never  as  strong  as  the  original  pavement. — A.   !!.  1  Icrrick. 

We  use  a  6-inch  tram  bond,  with  a  •>4-inch  terminal,  made  by  the 
Protected   Rail   Bond  Co..   who   finnish   ns   with   hydraulic   punches 


Wheel  Co. ;  Charles  T.  Herrick,  S.  W.  Rhen,  A.  M.  Davis,  Ernest 
II.  Davis,  G.  E.  Wendle,  Williamsport  Passenger  Railway  Co.;  B. 
V.  Swartz,  Lehigh  Car  Wheel  &  Axle  Works ;  R.  E.  Moore,  Gen- 
eral Electric  Co.;  John  B.  Embeck,  Wendell  &  MacDuffie;  W.  A. 
.\rmstrong,  J.  F.  McCarthy,  Edward  Hammett,  Mayer  &  Englund 
Co.;  Charles  B.  Cushing,  Foster  Ivins,  John  A.  Roebling's  Sons 
Co.;  ilarry  DeStees,  Stnart-Howland  Co.;  C.  B.  Fairchild,  jr., 
"Street  Railway  Review";  C.  M.  Maxwell,  II.  C.  Roberts  Electric 
Co.;  Thomas  Cooper,  A.  II.  Allen,  C.  B.  Fairbanks,  George  B. 
Uusinberre,  Westinghouse  Electric  &  Manufacturing  Co. ;  Henry 
Beyer,  Crocker-Wheeler  Co. ;  L.  H.  Mountney,  John  P.  Coonan, 
Lewisburg,  Wilton  &  Watsontown  Passenger  Railway  Co. ;  F. 
Andes,  Susquehanna  Traction  Co. ;  Jacob  Scott,  Susquehanna 
Traction  Co. ;  E.  McKernan,  Bemis  Car  Truck  Co. ;  C.  A.  Allcr, 
Carlisle  &  Mt.  Holly  Railway;  F.  B.  Musser,  P.  F.  Gerhart,  A.  F. 
Rexroth,  Central  Pennsylvania  Traction  Co. ;  Hiram  E.  Ackerly, 
.American  Car  Scat  Co.;  J.  E.  Stedman,  Rochester,  N.  Y. ;  T.  E. 
Hughes,  Standard  Underground  Cable  Co.  and  Manufacturers'  Qub 
of  Philadelphia;  H.  E.  Overstreet,  Climax  Supply  Co.;  W.  H. 
Lanius,  York  Street  Railway  Co. ;  John  H.  Downs,  Climax  Fence 
Post  Co.:    Ricliard  TI.  Rico.  William  Gibbs  Bain.  Providence  Engi- 


DELEf.ATES  ANI>  VISITORS  AT  THE  PENNSYLVANIA  STREET  RAIUV.W  AS=;OCIATION  COSVENTION. 


and  compressors  tor  putting  them  in  place.  By  this  system  it  is  only 
necessary  to  open  a  space  on  the  inside  of  the  rail,  6  inches  wide 
and  18  inches  long;  punch  the  two  holes  in  the  rail,  insert  the  bond 
and  compress  it.  We  liave  only  used  this  type  of  bond  on  6-incli 
side  bearing  rails,  on  streets  paved  with  cobble-stones.  The  cost  of 
removing  and  replacing  cobble,  punching  and  inserting  the  bonds  is 
15  cents  per  joint.  The  bonds  cost  approximately  55  cents  each. — 
P.  F.  Gerhart. 

(To  bi-  coulinufd.) 


The  convention  adjourned  Thursday  night  to  meet  at  the  call  of 
the  executive  committee. 

The  following  were  in  attendance : 

Street  Railway  iMeniher.s  and  Others  in  .Vtteiidunce. 


C.  R.  Ellicolt,  Westinghouse  Traction  Brake  Co.;  Howard  M. 
Voorhis,  H.  W.  Johns-Manvillc  Co. ;  R.  H.  Harper,  Fred  C. 
Jaeger,  Western  Electric  Co. ;  Hugh  A.  Siggins,  Warren  St.  Rail- 
way Co. ;  W.  W.  Power,  W.  H.  Gable.  National  Electric  Co. ;  C. 
V.  Funk.  John  F.  Ohmer.  Ohmer  Fare  Register  Co. ;  Samuel 
Russell,  jr..  Crocker-Wheeler  Co.;  Julius  Krctz.  Walker  &  Kepler; 
Cornell  S.  Hawley.  Consolidated  Car  Heating  Co, :  John  A.  Mc- 
Qnale,  American  Steel  &  Wire  Co.;  W.  K.  Beard.  Street  Railway 
Journal:  Robert  E.  Hunt.  E.  I..  Reynolds.  Electric  Storage  Battery 
Co.;  Frank  C.  Wright.  Edison  Electric  Illuminating  Ci'. ;  Charles 
H.  Smith.  Lebanon  Valley  Street  Railway  Co.;  Bertram  Bero'. 
Heywood  Brothers  &  Wakefield  Co. ;    Frederic  A.  Lex,  Lobdell  Car 


iicering  Works;  H.  F.  Sanville,  Albert  &  J.  M.  .-Xnderson  Manu- 
facturing Co. ;  J.  Clifford,  Wilkesbarre  &  Wyoming  Traction  Co. ; 
Honj.   Smith,  Camden  Terminal,  N.  J. 


During  the  convention  the  National  Electric  Co.,  of  Milwaukee, 
exhibited  a  working  model  of  the  latest  type  of  Christensen  air 
brake. 

TTie  American  Car  Seat  Co.  showed  a  sample  of  its  No.  7  "Push 
Over"  type  seat. 

The  Bemis  Truck  Co.  exhibited  a  model  of  its  new  type  of  double 
truck. 

*  «  » 

Tlie  work  of  extending  the  platforms  on  the  stations  of  the  Union 
I-'levated  Railroad  Chicago  (the  loop),  will  perhaps  be  delayed  to 
some  extent  by  the  ruling  of  the  corporation  counsel  that  permis- 
sion to  do  this  work  must  come  from  the  city  council  and  not  from 
the  street  commissioner. 


The  Chicago  &  Milwaukee  Electric  Railway  Go's,  branch  to 
Libertyville,  111.,  was  recently  opened  to  traffic,  making  the  total 
mileage  in  operation  at  the  present  time  69  miles  of  single  track. 
When  the  present  extensions  are  completed  the  system  will  comprise 
So  miles  of  single  track,  being  double  tracked  from  Evanston  to 
Waukegan.  with  six  miles  of  double  track  in  Waukegan,  six  miles 
just  completed  from  Lake  Bluflf  to  Libertyville,  and  three  miles 
of  double  track  under  construction  between  Lake  Bluff  and  North 
Chicago  on  the  west  of  the  Chicago  &  Northwestern  Ry. 


Recent  Street  Railway  Decisions. 


EDITED    BY    J.    I..    ROSENBERGER,    ATTORNEY    AT    LAW,    CHICAGO. 


DUTY  AS  TO  RESTORING  STREET  CROSSED  lO  FORMER 
CONDITION  AND  OF  KNOWING  IT  HAS  BEEN  DONE. 


L'nioii  Traction  Co.  of  Indiana  vs.  Barncit  (hid.  App.),  67  N.  E. 
Rep.  205.  Apr.  28,  1903. 
The  company  having  constructed  its  road  across  a  brick  paved 
street,  the  appellate  court  of  Indiana,  division  No.  I,  holds  that  it 
was  its  duty  to  restore  the  street  as  nearly  as  practicable  to  its 
former  condition,  and  that  it  was  bound  to  know  whether  it  had 
done  so. 


VILLAGE  HAS  POWER  TO  AUTHORIZE  BUILDING  OF 
TRESTLE  IN  STREET  FOR  VIADUCT— ORDINANCE 
THEREFORE   NOT    NECESSARY. 


Village  of  Winnetka  vs.  Chicago  &  Milwaukee  Electric  Railway 
Co.  (111.  App.),  107  111.  App.  117.  Feb.  27,  1903. 
The  erection  of  a  trestle  in  a  street  for  a  viaduct  for  an  electric 
railway  to  cross  another  street,  the  branch  appellate  court  of  Illi- 
nois for  the  first  district  holds,  is  entirely  within  the  power  of  a 
village  to  provide  for,  the  trestle  work  not  exclusively  occupying 
the  street  in  which  built,  but  leaving  over  forty  feet  to  be  used  as 
a  highway  for  public  travel.  And  the  court  holds  that  it  was  im- 
material in  this  case  whether  the  public  authorities  of  the  village 
succeeded  in  expressing  their  will  with  reference  thereto  in  a 
written  ordinance,  properly  passed,  or  whether  by  their  conduct  or 
acquiescence  they  did  so. 


EQUAL  RIGHTS  OF  RAILWAY  AND  PEDESTRIANS  AT 
STREET  CROSSINGS— WHEN  ONE  MAY  CROSS  IN 
FRONT  OF  AN   APPROACHING  CAR. 


Du  France  vs.  Metropolitan  Street  Railway  Co.  (N.  Y.  Sup.),  82 
N.  Y.  Supp.  I.  May  8,  1903. 
The  rule  is  well  settled,  the  first  api)ellate  division  of  the  supreme 
court  of  New  York  says,  that  on  a  street  crossing  a  street  railway 
and  pedestrians  have  equal  rights;  but,  if  either  is  negligent  in  ex- 
ercising this  right,  he  cannot  recover  any  damages  sustained,  even 
if  they  might  have  l«en  prevented  by  the  exercise  of  ordinary  care 
on  the  part  of  the  other.  If  a  pedestrian  reaches  the  track  in  time 
to  cross  it  in  safety,  provided  the  speed  of  an  approaching  car  be 
not  increased,  he  cannot  be  said  to  be  negligent  in  proceeding ;  but 
If  it  is  apparent  to  him,  or  would  he  to  a  person  of  ordinary 
prudence,  exercising  ordinary  care,  that  the  car  will  inevitably 
overtake  him  unless  the  speed  is  slackened,  then  it  is  not  a  prudent 
act  for  him  to  assert  his  rights  and  proceed,  even  though  it  be  the 
duty  of  the  motorman  to  slow  down  to  enable  him  to  cross. 


POWER  OF  MUNMCIPALITY  TO  PROVIDE  FOR  RAILS  TO 
BE  LAID  WITHIN  A  SPECIFIED  TIME-LIABILITY  OF 
SURETY  ON  BOND  FOR  FAILURE  TO  LAY  THEM 
WITHIN  SUCH  TIME. 


Mayor,  etc.,  of  Borough  of  Carlstadt  vs.  City  Trust  &  Surety  Co. 
of  Philadelphia  (N.  J.  Sup.),  54  All.  Rep.  815. 
An  ordinance  of  the  borough  provided  that  a  traction  company, 
in  exercising  the  granted  right  to  lay  its  rails  in  the  public  streets, 
should  complete  the  work  within  a  specified  time.  Thereupon  a 
bond  wa.s  given  by  the  traction  company,  with  the  defendant  as 
iurety,  conditioned  to  perform  this  obligation.  The  supreme  court 
of  New  Jersey  holds  that  it  is  the  right  and  the  duty  of  the  gov- 
erning body  of  such  a  municipal  corporation  to  provide  that  com- 
panies, in  exercising  their  right  to  lay  rails  upon  the  public  streets, 
»hall  perform  the  work  with  »tich  reaionable  dispatch  that  travel 
shall  not  thereby  be  impeded  or  rendered  less  safe  for  an  un- 
reasonable length  of  time.     This  provision  of  the  ordinance  was  a 


reasonable  exercise  of  the  corporate  power,  and  the  failure  oi  the 
traction  company  to  comply  with  it  constituted  a  breach  of  the 
bond,  and  would  support  a  recovery. 


DRIVING  ON   TO   TRACK  IMMEDIATELY    IN   FRON'T 
MOVING  CAR. 


OF 


Chicago  City  Railway  Co.  vs.  Abler  (ill.  .^pp.),  107  111.  App.  397. 
Mar.  31,  1903. 
A  driver  of  a  wagon,  the  branch  appellate  court  of  Illinois  for  the 
first  district  holds,  had  no  right  to  go  on  the  company's  track  to 
make  use  of  same  as  !i  driveway  for  his  own  convenience  im- 
mediately in  front  of  a  moving  car  solely  because  it  was  easier  to 
drive  there,  when  by  so  doing  he  was  interfering  with  the  ordinary 
progress  of  the  car.  If  he  turned  so  suddenly  upon  the  track  in 
front  of  an  electric  car  as  to  render  striking  his  wagon  unavoida- 
ble in  the  exercise  of  every  reasonable  precaution  in  operating  the 
car,  and  an  accident  resulted  in  consequence,  he  was  not  entitled 
to  recover.  Until  he  started  to  get  on  the  track  there  would  ap- 
parently be  no  necessity  for  stopping  the  car,  and  if,  while  his  con- 
duct in<licated  no  such  intention,  he  changed  his  course  and  drove 
on  the  track  .so  suddenly  that  the  act  could  not  be  foreseen  or 
guarded  against  by  the  motorman  in  tiine  to  prevent  the  accident, 
then  the  company  was  not  liable  for  failing  to  slop  the  car  in  time 
tc)  avoid  a  collision. 


GRANTING  OF  FRANCHISES  A  LEGISLATIVE  FUNCTION 
—SUFFICIENT  NOTICE  OF  APPLICATION  FOR  FRAN- 
CHISE. 


City  of  Benwood  vs.  Wheeling  Railway  Co.  (W.  Va.),  44  S.  E. 
Rep.  271.  May  2,  1903. 
In  granting  a  franchise  or  privilege,  the  council  of  a  municipal 
corporation  or  a  couiUy  court,  the  supreme  court  of  appeals  of 
West  Virginia  holds,  performs  a  legislative,  and  not  a  judicial, 
function,  and  the  notice  required  by  section  i  of  chapter  29  of  the 
.■\cts  of  1901,  which  provides  that  no  franchise  shall  be  granted 
where  the  application  for  such  franchise  has  not  been  filed  at  least 
thirty  days  prior  to  the  time  when  it  is  acted  upon,  and  notice  of 
such  application,  stating  the  object  of  such  franchise,  shall  have 
been  given  by  publication  for  thirty  days,  is  provided  merely  in  aid, 
protection,  and  extension  of  the  right  to  be  heard  by  petition,  and 
need  not  set  forth  the  day  on  which  the  application  will  be,  or  is 
expected  to  be,  acted  upon.  As  the  act  requires  the  application  to 
be  filed  .^o  days  before  action  upon  it,  and  forbids  any  action  upon 
it  until  after  30  days'  publication  of  notice,  the  notice  is  merely 
intended  to  apprise  the  public  of  its  pendency.  Moreover,  the 
court  holds  that  a  statute  requiring  notice  to  be  "given  by  pub- 
lication for  thirty  days  in  some  newspaper  of  general  circulation" 
published  in  a  county  or  city,  is  sufficiently  complied  with  by  pub- 
lication in  the  successive  issues  of  a  weekly  newspaper  through 
the   period   of  time   named. 

ADDIITONAL     CARK     REQUIRED     WHEN     CARS     OVER- 
CROWDED AM)  PASSENGERS  ON  PLATFORMS. 


McCaw  vs.  Union  Tracliiin  Co.  (Pa.),  54  ,\tl.  Rep.  893.  Mar.  30, 
190,1. 
It  has  not  been  declared  negligence,  the  supreme  court  of  Penn- 
sylvania says,  for  a  street  railway  company  to  permit  its  cars  to  be 
overcrowded,  but  when  such  a  condition  prevails  additional  care 
and  precaution  nnist  be  exercised  by  the  conductor  and  motorman 
to  protect  the  passengers  against  resultant  danger.  A  street  rail- 
way company  cannot  invite  or  permit  passengers  to  board  its  cars 
beyond  their  normal  capacity,  and  not  be  responsible  for  danger 
which   necessarily  results  from  their  overcrowded  condition.     If  a 


850 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  lo. 


passenger  is  permitted  to  enter  a  car  having  no  vacant  place  ex- 
cept on  the  platforms,  and  the  conductor  accepts  his  fare,  he  is 
justified  in  standing  on  the  platform,  if  he  exercises  proper  care 
in  doing  so;  and  by  receiving  him  the  carrier  undertakes  and  gives 
him  assurance  that  it  will  lake  care  of  him,  and  guard  him 
against  accident,  as  far  as  the  circumstances  permit.  And  the 
court  holds  that  where  the  number  of  passengers  ni  a  car  was  far 
in  excess  of  its  normal  capacity  this  imposed  upon  the  company's 
employes  a  very  high  degree  of  care  in  crossing  railroad  tracks 
and  in  descending  a  grade  immediately  thereafter.  'I'hesc  were 
places  of  danger  to  persons  on  the  overcrowded  platform  of  the 
car,  and  the  employes  should  have  rccogni/ed  the  fact,  and  run  the 
car  accordingly. 


PRESUMPTION  AFTER  MUNICIPAL  ACTION  THAT  CON- 
SENTS COVERED  REQUISITE  NUMBER  OF  FEET- 
CONSENTS  KEQl'lRED  TO  HE  SEALED  AND  AC- 
KNOWLEDGED. 


Mercer  County  Traction  Co.  vs.  United  New  Jersey  Railroad  & 
Canal  Co.  (N.  J.  Ch.),  54  Atl.  Rep.  819.    .Apr.  16,  1903. 

Where  it  was  contended  that  the  legal  existence  of  a  company 
had  not  been  proved  because  it  did  not  appear  that  those  purport- 
ing to  give  their  consents,  filed  in  the  township  clerk's  office,  owned 
the  requisite  number  of  lineal  feet  required  by  the  statute,  nothing 
appearing  but  the  statement  in  the  written  consents  of  the  number 
of  feet  owned  by  each  consenting  owner,  the  court  of  chancery 
of  New  Jersey  thinks  that,  as  the  filing  of  the  requisite  consent 
was  a  condition  precedent  to  the  power  of  the  township  commit- 
tee to  pass  the  ordinance,  the  fact  of  the  passage  of  the  ordinance 
should  be  regarded  as  evidence  that  the  committee  found  that  the 
consents  filed  w-cre,  in  this  res[>ect,  in  accordance  with  the  statute. 
It  says  that  the  committee  could  resort  to  whatever  evidence  it 
wished  to  satisfy  itself  of  that  fact.  It  was  true  that  the  proceed- 
ings were  of  a  statutory  body  with  a  limited  power,  yet,  so  long 
as  nothing  appeared  in  the  record  of  their  proceedings  to  exhibit 
an  absence  of  power  to  act,  and  inasmuch  as  the  statute  required  no 
record  of  the  decision  of  the  committee  in  respect  to  the  fact  that 
the  owners  of  the  required  feet  had  consented,  it  might  be  as- 
sumed, until  the  contrary  was  shown,  that  this  fact  was  satis- 
factorily proven  to  exist. 

But  where  the  statute  required  that  the  consents  should  be  not 
merely  acknowledged,  but  should  be  executed  "as  are  deeds  en- 
titled to  be  recorded,"  and  the  consents  were  neither  sealed  nor  ac- 
knowledged as  sealed  instruments,  the  court  holds  that  the  con- 
sents were  not  provable  as  such,  and  at  the  time  of  the  passing  of 
the  ordinance  granting  permission  to  the  company  the  condition 
was  as  if  no  legal  consents  had  been  filed  with  the  clerk. 


DUTY  AS  TO  OBTAINING  CONTROL  OF  CAR  TO  AVOID 
INJURING  PEDESTRIAN— DUTY  TO  ABSENT-MIND- 
ED PERSONS— DEAFNESS  NO  EXCUSE  FOR  NOT 
TAKING  CARE— PEDESTRIAN  NOT  TO  BE  EXPECT- 
ED TO  STOP  OR  TURN  AROUND  ON  TRACK— DE- 
GREE OF  CARE  REQUIRED  TO  AVOID  INJURING 
PEOPLE— THINGS   A   MOTORMAN   MAY  ASSUME. 


.Mdrich  vs.  St.  Louis  Transit  Co.  (Mo.  .App.),  74  S.  W.  Rep.  141. 
Apr.  14,  1903. 
The  motorman  in  this  case,  the  court  of  appeals  at  St.  Louis, 
Mo.,  says,  was  not  bound  to  put  the  car  under  control  at  the  first 
sight  of  the  plaintiff,  instead  of  relying  on  her  observing  it  or  being 
aroused  by  the  bell.  But  she  neither  stopped  nor  noticed  the  car, 
but  continued  to  go  forward,  apparently  absorbed  in  the  writing  on 
a  postal  card,  and  unconscious  of  danger ;  and,  as  she  was  under  the 
motorman's  observation,  this  behavior  ought  to  have  warned  him  to 
get  ready  to  avoid  running  against  her.  Her  deafness  by  no 
means  excused  her  from  taking  care,  but  imposed  on  her  the  duty 
of  using  her  sight  to  learn  whether  she  might  safely  proceed ;  and 
when  she  went  on  the  track  without  looking  for  a  car,  as  she 
admitted  doing,  she  was  negligent.  But  such  an  act  of  negligence 
does  not  defeat  an  injured  plaintiff's  action  if  the  defendant  could 
have  prevented  the  injury  by  reasonable  efforts  and  did  not  try  to 
prevent  it.  When  the  behavior  of  a  person  clearly  signifies  before 
he  goes  on  the  track  that  he  will  go  on  it  in  unconsciousness  of 
impending  danger,  it  becomes  the  duty  of  the  motorman  to  begin 


to  obtain  control  of  his  car  before  it  is  too  late  to  avoid  striking  the 
person,  if  possible. 

It  is  no  duty  of  a  carman  to  stop  cars  in  anticipation  that  a  pas- 
senger who  is  going  over  a  street  crossing,  and  has  time  to  get  over 
before  the  car  reaches  him,  may  stop  to  turn  around  on  the  track, 
and  in  consequence  be  run  down.  The  degree  of  care  one  is  required 
to  take  to  avoid  hurling  another  is  proportioned  to  the  likelihood  of 
injury;  or,  to  use  another  common  and  equivalent  formula,  is  the 
care  that  men  of  ordinary  prudence  employ  in  similar  circum- 
stances. In  ascertaining  whether  the  proper  caution  was  exercised 
by  a  defendant  in  a  particular  case,  the  habits  and  usual  conduct  of 
mankind  arc  called  to  mind,  since  no  one  is  required  to,  does,  or 
can  take  precautions  against  sudden  erratic  acts.  We  must  guard 
against  events  which,  according  to  experience,  may  be  expected  to 
happen,  but  not  those  due  to  strange  and  abnormal  behavior,  or 
those  which  arc  possible,  but  quite  improbable.  Motormcn  have 
as  much  right  to  assume  a  traveler  on  a  crossing  will  continue  his 
progress  as  they  have  to  assume  that  one  whose  manner  shows  he 
is  conscious  of  his  surroundings  will  not  walk  in  front  of  a  moving 
car. 


FORM    OF    ACTION    FOR    WRONGFUL     EJECTION 
WRONGLY   PUNCHED   TRANSFER  TICKET. 


FOR 


Perrine  vs.  North  Jersey  Street  Railway  Co.  (N.  J.  Sup.),  54  Atl. 
Rep.  799.  Apr.  9,  1903. 
The  rules  of  the  company  required  that  a  conductor  issuing  a 
transfer  ticket  should  punch  upon  it  the  time  at  which  the  pas- 
senger left  the  car,  and  that  no  other  conductor  .should  receive  it 
in  lieu  of  fare  unless  it  was  tendered  within  10  minutes  after  the 
time  punched  upon  it.  The  uncontradicted  testimony  of  the  plain- 
tiff was  that  he  Iwarded  the  second  car  not  more  than  2  or  3 
minutes  after  leaving  the  first  one,  while  the  uncontradicted  testi- 
mony of  the  conductor  of  the  second  car  was  that  much  more  than 
10  minutes  had  elapsed  between  the  time  punched  on  the  transfer 
ticket  tendered  and  the  time  when  it  was  offered  to  and  refused  by 
him.  The  supreme  court  of  New  Jersey  holds  that  an  instruction 
was  erroneous  which  charged  the  jury  that  if  the  difficulty  was  due 
wholly  to  the  mistake  of  the  conductor  of  the  first  car,  and  if  the 
ten-minutes  regulation  was  a  reasonable  one,  then  the  verdict  ought 
to  be  for  the  company,  for  in  that  case  the  plaintiff  would  have 
to  sue  the  company  under  another  form  of  action,  in  an  action  upon 
the  contract,  and  not  in  this  action,  an  action  in  tort,  as  it  is  called. 
The  court  says  that  if  the  plaintiff  was,  by  his  contract  with  the 
company,  entitled  to  ride  upon  the  second  car  without  the  pay- 
ment of  an  additional  fare,  provided  he  boarded  that  car  within  10 
minutes  after  leaving  the  first  car,  and  was  entitled  to  proper  trans- 
fer ticket  as  an  evidence  of  his  right  to  do  so,  then  an  action  of  tort 
would  lie  for  his  wrongful  expulsion,  unless  by  his  own  fault  or 
carelessness  he  aided  in  producing  the  situation  which  led  to  that 
expulsion.  If  inquiry  on  his  part  would  have  informed  him  of  the 
rule  which  made  it  necessary  that  the  transfer  ticket  should  be 
used  within  10  minutes  of  the  time  punched  upon  it,  and  if  due 
care  on  his  part  required  that  he  should  make  such  inquiry,  then  his 
failure  to  do  so  would  have  been  a  contributing  cause  to  the  injury 
which  be  complained  of,  and  would  be  a  bar  to  his  right  to  recover 
for  his  alleged  wrongful  ejection  from  the  second  car. 


CARE  REQUIRED  OF  PEDESTRIAN  IN  CROSSING 
TR.'XCKS— DUTY  OF  ONE  SEEING  LIGHTS  IN  THE 
DISTANCE. 


Brown  vs.   Elizabeth,  Plainfield  &  Central  Jersey  Railroad  Co.   (N. 
J.).  54  .\tl.  Rep.  824.     Mar.  2,  1903. 

The  plaintiff  attempted  to  cross,  on  foot,  trolley  tracks  laid  in 
the  middle  of  an  avenue  with  which  he  was  familiar.  The  time 
was  after  7  o'clock  in  the  evening  of  February  12th.  The  night 
was  very  dark  and  rainy.  He  was  struck  and  injured  by  a  trolley 
car  coming  from  the  east.  In  that  direction  the  avenue  was 
straight  for  a  long  distance.  The  car  carried  a  headlight  at  its 
top,  and  its  interior  was  also  lighted.  From  the  configuration  of 
the  ground,  all  the  lights  of  a  car  thus  approaching  could  be  seen 
for  650  or  700  feet,  and  the  headlight  for  a  much  greater  distance. 
He  testified  that  when  he  started  to  cross  he  did  not  see  the  car, 
but  before  he  succeeded  in  crossing  he  was  struck,  though  he 
"stepped  as  quick  as  he  could."    The  court  of  errors  and  appeals  of. 


Oct.  x>,  190J] 


STREET  RAILWAY  REVIEW. 


851 


New  Jersey  holds  that,  upon  the  plaintififs  case,  his  iiegUgence  con- 
tributing to  his  inj'uo-  so  clearly  appeared  that  it  was  error  to  sub- 
mit the  case  to  the  jury. 

In  attempting  to  cross  the  tracks,  a  duty  was  imposed  on  the 
plaintiff,  the  court  says,  to  take  such  care  for  his  safety  as  reasona- 
ble prudence  required  under  the  peculiar  circumstances.  He  was 
lK>und  to  use  his  powers  of  observation  to  discover  the  approach- 
ing car  and  to  e.xert  his  judgment  how  to  avoid  the  dailger  of  a 
collision  He  admitted  that  when  he  started  to  cross  the  tracks 
he  "saw  lights  way  up  on  the  hill,"  and  did  not  know  what  lights 
they  were.  Prudence  required  him  to  wait  a  sufficient  lime  to  en- 
able him  to  observe  whether  the  lights  which  he  saw  were  those 
of  the  street  lamps  on  the  side  of  the  avenue,  or  were  those  of  a 
car  in  the  middle  of  the  avenue.  Without  waiting,  he  proceeded 
10  cross.  When  he  said  that  at  that  time  he  could  see  no  trolley 
car  in  sight,  he  conclusively  established  that  he  did  not  then  make 
the  observation  which  duty  required  of  him,  because,  if  he  had 
done  so.  he  would  undoubtedly  have  discovered  the  approaching 
car,  and  have  been  able  to  avoid  the  collision. 


\PPLICAT10N  OF  DOCTRINE  OT  RES  IPS.\  LOQUITUR 
TO  F\LL  OF  TROLLEY  WIRES-THE  FREQUEN 1 
SLIPPING  OF  TROLLEY  POLES  OFF  WIRES  NO  DE- 
FENSE. 


Clancy  vs.  New  York  &  Queens  County  Railway  Co.  CN.  \.  Sup.), 
81  N.  Y.  Supp.  875-  Apr.  24,  1903- 
The  second  appellate  division  of  the  supreme  court  of  New  York 
says  that  it  sees  no  reason  why  the  doctrine  of  res  ipsa  loquitur 
(the  matter  speaks  for  itself),  so  often  held  by  the  courts  to  apply 
to  cases  where  trolley  wires  have  fallen  into  the  streets,  or  upon 
persons  there,  should  not  control  here,  where  a  woman,  crossing 
at  an  intersection  of  streets,  was  injured  by  a  fall  of  trolley  wires. 
It  was  not  clear  whether  she  was  injured  by  physical  contact  with 
the  wire  as  it  fell,  or  by  one  of  the  currents  caused  by  circuits  of 
electricity  being  completed  by  the  wires  coming  in  contact  with 
the  ground  and  with  the  rails,  but  the  court  holds  that  was  not 
material,  for,  under  the  cases,  the  company  was  liable  in  either 
event  It  says  that  it  cannot  be  doubted  that,  had  it  not  been 
sought  to  show  the  cause  of  the  accident,  a  prima  facie  case  would 
have  been  made  out.  Proof  of  the  falling  of  the  wires  raised  a 
presumption  ihat  the  company  was  in  some  manner  negligent, 
cither  in  their  construction  or  maintenance,  and  this  presumption 
had  the  force  to  require  the  submission  of  the  question  of  negli- 
gence to  the  jury  until  it  was  rebutted,  or  until  evidence  was  ad- 
duced explaining  away  the  apparent  negligence. 

It  was  contended  that  the  slipping  of  a  trolley  pole  off  the  trolley 
wire,  and  the  striking  of  that  pole  against  the  cross-wires,  was 
sufficient  explanation;  and  the  court  was  urged  to  take  judicial 
notice  of  the  fact  that  the  slipping  of  trolley  poles  from  trolley 
wires  is  a  matter  of  hourly  occurrence  in  the  operation  of  street 
surface  railways.  The  court  states  that  it  does  not  undertake  to 
say  that  the  court  will  take  judicial  notice  of  that  fact,  but,  upon 
the  company's  solicitation,  it  is  willing  to  consider  it  m  the  dispo- 
sition of  this  appeal,  and  thinks  that  the  fact  completes  the  cham 
of  circumstances  so  that  the  doctrine  of  res  ipsa  loquitur  is,  if  pos- 
sible, more  truly  applicable.  If  it  is  a  fact  that  trolley  poles  slip 
ofr  the  wires  so  frequcmly,  then  the  inference  of  the  company  s 
negligence,  even  in  construction  or  maintenance,  is  to  be  drawn 
from  the  fact  of  several  wires  falling  at  the  intersection  of  two 
line*  of  street  railway,  as  a  result  of  the  mere  release  of  the  trolley 
pole  and  its  coming  in  contact  with  two  of  the  cross-wires.  The 
negligence  of  the  company  did  not  consist  in  the  escape  of  he 
trolley  pole.  There  was  a  presumption  of  it  from  the  fall  of  the 
wires. 


the  truck  was  loaded   struck  the  wooden  handles  or  stanchions  at 
the  middle  of  the  car,  shattering  them  so  that  a  passenger  on  the 
car  was  injured  by  the  flying  splinters.     The  second  appellate  di- 
vision of  the  supreme  court  of  New  York  says  that  the  actionable 
negligence   of   the    railroad   company   turned    upon    the   proposition 
whether  it  failed  in  its  legal  obligation  when  it  did  not  arrest  its 
c-ir      U  the   motorman  was  apprised,  or   in  the  exercise  of  proper 
care  should  have   been  apprised,  that  his  obligation  to  his  passen- 
gers required  him  to  stop  the  car  in  order  to  prevent  the  collision, 
and  could    in  the  exercise  of  such  care,  have  done  so,  and  thereby 
avoided  the  collision,  then  liability  for  the  injury  consequent  upon 
his  omission  might  be  cast  upon  the  company.    But  the  court  thinks 
that  there   was  error  in   charging  the  jury  that   the  company   was 
bound  to  "the  highest  degree  of  care  and  skill  which  human  fore- 
sight could  provide."     It  says  there  is  such  an  obligation  upon  the 
common  carrier  of  passengers  as  stated  in  the  clause  quoted.     But 
the   present   application    of    the    rule   depended    upon    the    circum- 
stances  of   this   case.     The   question   was   whether,   under   the   evi- 
dence  in   this   case,   the   accident   resulted   from   a   situation   from 
which  grave  injury  might  have  been  expected,  so  as  to  impose  the 
highest  obligation   short  of   insurance.     And  the   court  thinks   that 
the  circumstances  did  not  require   an  exercise  of  the     h-ghest   de- 
gree of  care  and  skill  which  human  foresight  could  provide.       Had 
the  charge  gone  no  further  than  that  the  company  was  bound  to  a 
high  degree  of  care  and  skill   in  the  operation  of  its   car,  or   had 
even   said   that   the   degree   should   have   been  very   high,   then   the 
charge,  the  court  says,  would  have  been  unexceptionable  under  the 
circumstances  of  this  case.  . 

Furthermore,  the  court  thinks  that  signals  by  'making  of  a 
shout"  to  the  motorman  to  stop  the  car  when  the  driver  saw  the 
car  coming  up  towards  the  bridge  and  he  was  going  down  the 
grade  or  by  "just  making  a  motion,"  or  something  more  than  a 
,„o,i„n-"a  motion  with  my  hands"-when  the  heavy  wagon  was 
approaching  at  a  regular  gait,  walking,  was  not  sufficient  to  bring 
to  the  attention  of  the  motorman,  in  his  exercise  of  proper  care 
the  fact  that  the  continuance  to  drive  the  car  slowly  along  its  track 
would  result  in  a  situation  from  which  grave  injury  might  be  ex- 
pected, in  view  of  the  relative  rights  and  duties  of  the  two  vehi- 
cles.   

RUlllTS  OF  NEWSBOYS  PERMITTED  TO  HOARD  CARS- 
REQUIREMENIS  OF  CONDUCTOR  ORDERING  OR 
COMPELLING  ONE  TO  GET  OFF-UNLAWFUL  EJEC- 
TION. 


DUTY  OF  PASSENGER  AS  TO  STOPPING  OF  CAR  I  O  PKF- 
VENT  COLLISION-HIGHEST  CARE  NOT  ALWAYS 
REQUIRED-INSUFFICIENT  SIGNALS  OF  DANGER. 

Conway  vv  Brooklyn   Heights  Railroad  Co.    (N.  Y.   Sup),  81    N. 

Y.  Supp.  878     Apr.  24.  1003  .,     ,     j  j  .      1, 

A^  a  car  slowly  approached  a  bridge  and  a  heavily  loaded  truck 

wa,  descending   the  grade   therefrom   and  the  driver   of   the   truck 

.ought  to  turn  out  for  the  car  the  rear  bags  of  cotton  with  which 


Indianapolis  Street  Railway  Co.  vs.  Hockctt   (l.ul.),  67  N.  E,  Rep. 
106.     Apr.  22,   1903. 
This  action   was  brought   to  recover  for  a  newsboy  damages  fo 
a    personal    injury    alleged   to   have   been   cau.sed   by   the    wrongfu 
acts  and  negligence  of  the  company.     The  special  findings  of  fact 
made  by  the  jury   left  uncontradicted   the   allegations   of   the  com- 
plaint that  newsboys  were  permitted  to  come  upon  the  company  s 
cars   upon   signals   from  passengers  to   sell   and   deliver  newspapers 
to  such  passengers,  and  that  upon  a  signal  of  this  kind  this  news- 
boy got  upon  its  car.     He  was,  therefore,  the  supreme  court  of  In- 
diana says,  not  a  trespasser  in  the  first   instance,  and  he  did  not 
become  a  trespasser  afterwards,  unless  his  right  to  remain  vipon  the 
car   for  the  purpose  of  selling  newspapers  was    terminated    by    a 
reasonable   notice  to   leave  the   car.     Until  his   right   to   reniam  on 
the  car  for  such  purpose  was  terminated  by  a  reasonable  notice  to 
get  off  the  car  at  a  time  and  place  and  under  such  circumstances, 
with   resiKTCt   to  the  speed   at   which  the  car   was  running,   and  the 
condition  of  the  street  at  the  time  and  place,  as  rendered  it  reasona- 
bly safe  for  h.m   m  do  so,  he  conld  not  be  ejecte.l  as  a  trespasser. 
Accor.ling   t..   llu-   averments    of   the   complaint,    which   the   gen- 
eral verdict  in  his  favor  affirmed,  the  entry  of  the  boy  on  the  car 
was  lawful.     H  ha.l  the  approval  of  the  company,  and  the  sanction 
of  a  long-established  cusl-im  known   to  tile  lK,y,  and  acquiesced  in 
by  the  company.     The  iK.y,  therefore,  the  court  says,  could  not  be 
regarded   as  a   trespasser,   unless   it   appearcl   from   the  answers  of 
tlie  jury  to  the  questions  of  fact   that   the  license  by  which  he  en- 
tered  the  car   was   subsequently    revoked   with   his  knowledge,   an.l 
under  such  conditions  as  rendered  it  possible  for  him  to  withdraw 
from  the  car  without  risk  of  injury.     If  the  conductor  ordered  li.m 
to  get  off  before  the  car  started,  and  also  just  after  it  started,  yet, 
if  the  1.oy  did  not  hear  these  orders,  they  did  iml  o|„rale  to  teniii- 


852 


STREET    RAILWAY    REVIEW. 


[Vol.  XUI,  No.  io. 


ii.ite  liis  right  to  be  upon  the  car.  If,  after  the  car  started,  the  con- 
ductor commanded  the  boy  to  leave  the  car  while  it  was  running 
at  such  a  rate  of  speed  as  rendered  it  hazardous  for  him  to  obey, 
then  the  order  was  an  unreasonable  and  an  unlawful  one ;  and,  if, 
under  the  influence  of  fear,  induced  by  the  manner  or  words  of  the 
conductor,  the  boy,  exercising  such  care  as  was  reasonable  under 
the  circumstances,  attempted  to  comply  with  the  command,  and  to 
get  oflf  while  the  car  was  running  at  such  dangerous  rate  of  speed, 
and  was  injured  without  fault  on  his  part,  the  company  must  be 
held  liable  for  the  injury. 

The  proper  determination  of  the  case,  the  court  continues,  de- 
pended upon  the  answer  to  a  single  inquiry :  Had  the  conductor 
the  right  to  compel  a  boy  12  years  of  age  to  get  oflf  an  electric  car 
while  running  at  the  rate  of  from  four  to  five  miles  an  hour,  the 
boy  having  entered  upon  the  car  with  the  permission  of  the  rail- 
way company?  He  had  such  right,  provided  it  was  safe  for  the 
boy  to  alight.  If  the  boy  could  not  get  oflf  without  risk  of  injury, 
then  the  order  was  unreasonable,  and,  if  unreasonable,  unlawful. 
Whether  it  was  safe  for  a  boy  of  the  size,  age,  activity,  and  intel- 
ligence of  this  one  to  alight  from  the  car  while  it  was  running  at  a 
speed  of  from,  four  to  five  miles  an  hour  along  one  of  the  principal 
streets  of  Indianapolis,  at  5  o'clock  in  the  afternoon  of  July  28, 
1899,  was  a  question  of  fact  for  the  iury.  They  decided  that  it 
was  not  safe,  and  that  the  e-xpulsion  of  the  newsboy  from  the  car 
was  wrongful;  and  the  judgment  entered   in  his  favor   is  aftirnied. 


DUTY  TO  HAVE  CAR  UNDER  CONTROL  AND  SLOW 
DOWN  AT  CROSSING  —  NOT  NOTICE  THAT  CAR 
WILL  STOP  OR  INVITATION  TO  BOARD  IT— FAIL- 
URE TO  STOP  TO  TAKE  ON  PASSENGERS  NOT  NEG- 
LIGENCE—NEED NOT  STOP  AFTER  BLOCKADE- 
SPEED  AT  CROSSINGS— NO  OBLIGATION  TO  TAKE 
TESTIMONY  OF  FORMER  EMPLOYE  OUT  OF  STATE. 


Fremont  vs.  Metropolitan  Street  Railway  Co.  (N.  Y.  Sup.),  82  N. 
Y.  Supp.  307.    May  15,  1903. 

In  this  case  a  man  sustained  fatal  injuries  in  attempting  to  board 
a  car  as  it  was  passing  over  a  cross  street,  or  just  beyond  it.  The 
car  was  the  second  one  after  a  blockade  of  about  20  minutes  at  the 
"rush  hour."  The  first  appellate  division  of  the  supreme  court  of 
New  York  says  that  it  was  the  duty  of  the  motorman  to  have  his 
car  under  control  as  he  approached  this  crossing,  and  to  slow  down 
while  passing  over  it,  if  there  were  people  crossing  the  track,  as 
testified  to  by  one  of  the  witnesses.  ,  This,  it  says,  is  an  important 
duty,  which  the  company  owes  to  the  traveling  public,  and  has 
been  repeatedly  announced  and  enforced  by  the  courts.  But  the 
court  goes  on  to  say  that  it  will  not  do  to  hold  that,  when  the 
railroad  company  has  its  car  under  control,  and  slackens  its  speed, 
in  obedience  to  his  duty,  this  is  notice  to  people  anywhere  in  sight 
of  the  car  that  it  is  going  to  stop,  or  an  invitation  to  people  to  run 
and  attempt  to  board  the  car  before  it  stops.  Perhaps,  under  all 
the  circumstances,  and  in  view  of  the  fact  that  others  were  boarding 
the  car  at  this  time,  it  might  not  be  said  that  the  man  was  guilty 
of  contributory  negligence  as  matter  of  law ;  but  the  court  fails  to 
discover  any  evidence  of  negligence  on  the  part  of  the  company. 
There  was  no  invitation  to  him  to  board  the  car,  and  there  was  no 
evidence  that  the  motorman  or  conductor  knew  that  he  was  at- 
tempting to  board  the  car  at  the  time  the  speed  was  accelerated. 
The  company  could  not  be  held  negligent  merely  because  the  mo- 
torman did  not  stop   to   take  on  passengers  at   this   crossing. 

It  is  evident,  the  court  says,  that  if,  after  cars  have  been  delayed, 
every  car  in  the  vicinity  of  the  blockade  stopped  to  take  on  all 
passengers,  the  cars  would  become  overcrowded,  and  unable  to  take 
on  passengers  at  other  crossings,  and  frequent  and  long  stops  by 
the  first  cars  of  the  blockade  would  tend  to  prolong  the  eflfects  of 
the  blockade,  and  not  relieve  and  equalize  the  traffic  over  the  entire 
line.  It  is,  therefore,  necessary  in  some  circumstances  for  the  cars 
to  pass  streets  without  taking  on  passengers.  The  company  should 
not  be  chargeable  with  negligence  from  the  mere  fact  that  the 
speed  of  the  car  passing  over  a  crossing  at  the  rate '  of  four  or 
more  miles  per  hour  is  somewhat  accelerated  at  the  usual  point 
of  stopping  to  take  on  passengers,  when  the  circumstances  were 
such  that  it  was  not  intended  to  stop  at  that  point.  Those  who  at- 
tempt to  board  a  car  under  such  circumstances  going  at  a  speed 
of  four,  five,  or  six  miles  an  hour,  in  the  absence  of  an  invitation 


by  signal  or  otherwise  from  the  conductor  or  motorman,  assume 
the  risk  of  the  change  of  speed  and  of  their  ability  to  get  on  in 
safety.  For  these  reasons  the  motion  for  a  nonsuit  and  for  dis- 
missal should  have  been  granted. 

Counsel  for  the  company  requested  the  trial  court  to  instruct  the 
jury  that  no  inference  adverse  to  the  company  could  be  drawn  from 
the  absence  of  the  conductor,  who  was  no  longer  in  its  employ, 
was  without  the  state,  and  refused  to  appear  as  a  witness.  The 
court  said  concerning  this  request :  "I  will  charge  it  with  this 
modification :  that  you  have  a  right  to  consider  the  failure  of  the 
defendant  to  procure  the  testimony  of  the  conductor  by  comtttis- 
sion  as  a  circumstance  bearing  upon  the  facts  in  the  case."  The 
company  excepted  to  the  refusal  to  charge  as  requested,  and  to  the 
modification  as  charged.  This  exception,  the  appellate  division 
holds,  also  presented  a  reversible  error.  The  company  was  under 
no  obligation  to  issue  a  commission  to  examine  this  witness,  who 
was  not  in  its  employ,  and  was  employed  and  sojourning,  if  not 
residing,  in  another  state.  Furthermore,  it  did  not  appear  that  he 
saw  the  accident,  or  could  have  given  any  material  evidence. 


CONSTRUCTION   OF  IOWA  STATUTE  AS  TO    TAXA  TION 
OF  STREET  RAILWAYS. 


City  Council  of  Marion  vs.  Cedar  Rapids  &  M.  C.  Ry.  Co.  (la.),  94 
N.  W.  Rep.  SOI.    Apr.  11,  1903. 

In  section  1343  of  the  Iowa  code  it  is  provided  that  "the  lands, 
buildings,  machinery,  poles,  wires,  overhead  construction,  tracks,  con- 
duits, and  fixtures  belonging  to  individuals  or  corporations  operating 
railways  by  cable  or  electricity  *  *  *  shall  be  listed  and  as- 
sessed in  the  assessment  district  where  the  same  are  situated.  But 
where  any  such  property  except  the  capital  stock  is  situated  partly 
within  and  partly  without  the  limits  of  a  city  or  town,  such  portions 
of  the  plant  shall  be  assessed  separately  and  the  portion  within  said 
city  or  town  shall  be  assessed  as  above  provided  and  the  portion 
without  said  city  or  town  shall  be  assessed  in  the  district  or  districts 
in  which  it  is  located." 

A  reading  of  the  section,  the  supreme  court  of  Iowa  says,  reveals 
that  it  was  apparently  drawn  with  care  to  exclude  the  idea  of 
making  the  franchise  a  distinct  item  of  valuation  in  an  assessment 
of  such  property  for  taxation.  Whatever  may  have  beet>  the  occa- 
sion which  inspired  the  provision,  its  effect  is  to  declare  that  the 
entire  physical  property  of  the  railway,  except  the  public  soil  upon 
which  it  rests,  shall  bear  its  equal  share  of  the  burden  of  taxation. 
The  thing  to  be  taxed  is  an  electric  railway,  or  some  specific  portion 
thereof,  and  not  the  steel,  iron,  and  wood  which  have  been  employed 
in  its  construction.  True,  the  condition  of  these  materials,  whether 
new  or  old,  sound  or  decayed,  would  be  a  proper  matter  to  be  looked 
into  in  fixing  the  value  of  the  property;  but  it  still  remains  the  value 
of  the  organized  whole — the  thing,  and  not  its  ultimate  component 
parts — which  is  to  be  assessed.  The  portions  which  are  to  be  as- 
sessed separately  are  not  the  machinery,  poles,  wires,  and  other  item- 
ized elements  in  the  construction  of  the  road,  but  the  portions  or 
parts  into  which  the  railway  is  divided  by  the  boundary  lines  of 
the  taxing  districts  through  which  it  passes. 

It  was  shown  that  one  mile  of  this  particular  railway,  or  about 
one-sixth  of  the  entire  line,  was  within  the  limits  of  Marion,  and 
the  court  holds  that,  under  the  law  as  it  has  interpreted  it,  that 
city  was  entitled  to  have  this  part  or  portion  of  the  property  assessed 
at  a  fair  and  equitable  valuation  as  a  railway.  This  did  not  necessa- 
rily mean  an  equal  one-sixth  of  the  entire  railway  property,  for  such 
an  apportionment  might  often  work  an  injustice  to  the  owners  or  to 
the  other  taxing  districts.  On  the  other  hand,  it  did  not  mean  the 
value  this  portion  of  the  property  would  possess  if  wholly  severed 
from  the  remainder  of  the  railway  of  which  it  formed  a  part,  or  its 
value  regarded  as  a  mass  of  dead  material.  It  was  rather  such 
value  as  fair  and  reasonable  men,  having  knowledge  of  such  mat- 
ters, would  place  upon  this  mile  of  road  as  an  integral  part  of  the 
system  to  which  it  was  attached ;  taking  into  due  consideration  its 
cost  of  construction,  state  of  repair,  and  capacity  and  cfliciency  for 
the  purposes  for  which  it  was  created. 

As  already  intimated,  the  court  thinks  that  the  value  of  the 
franchise  held  by  the  corporation — the  right  to  occupy  the  streets — 
is  not  the  subject  of  assessment  under  the  statute  as  it  exists;  but 
it  sees  no  reason  why  the  fact  that  the  railway  is  in  successful  opera- 
tion, earning  money  for  it  owners,  may  not  properly  be  considered 
by  the  assessor  in  estimating  its  value. 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


853 


Fin 


Protection  in  Power  Plants  and  Car 

Houses. 


Of  all  the  pressing  questions  which  confrom  the  nioilerii  engineer. 
the  problem  of  protection  against  fire  stands  among  the  foremost  in 
importance.  Nearly  $150,000,000  worth  of  properly  is  annnally  ile- 
stroyed  by  fire  in  the  United  States  alone,  while  it  is  impossible  to 
estimate  the  damage  entailed  by  the  loss  of  time  and  inconvenience 
Ixjnie  by  sufferers  from  this  fearful  source  of  waste. 

The  fire  risk  is  particularly  serious  in  all  electric  plants  which  are 
improperly  installed  or  carelessly  operated,  as  well  as  in  car  houses 
of  wooden  construction.  Unceasing  vigilance  is  the  price  of  secur- 
ity, and  it  is  the  purpose  of  this  article  to  point  out  some  of  the 
special  precautions  which  if  overlooked  may  lead  to  disastrous  con- 
sequences. 

Automatic  fire  sprinklers,  which  have  attained  great  perfection  in 
manufacturing  establishments,  department  stores,  warehouses  and 
mercantile  buildings  are  unfortunately  of  little  value  if  not,  indeed,  a 
positive  detriment  to  electric  plants  and  car  houses.  Electric  fire~ 
and  water  agree  far  too  well  to  be  allowed  to  bear  each  other  com- 
pany, and  in  power  houses  and  car  barns  dry  sand  is  a  much  more 
effective  fire  destroyer.  Buckets  of  .sand,  with  scoops  for  throwing  it 
should  be  kept  in  readiness  for  instant  use  adjacent  to  all  parts  of 
plants  and  car  stations  where  wires  run  in  pro.ximity  to  metal  or 
woodwork,  if  hydrants  are  installed  in  the  yards  for  the  protectiun 
of  store  houses,  oil  houses,  etc.,  they  should  be  provided  with  a  valve 
below  the  frost  line  in  the  earth  as  well  as  an  independent  outside 
valve  on  each  of  the  hose  connections. 

The  automatic  thermostat  of  the  solder  release  type  tind--  an  excel 
lent  field  for  operation  in  power  plants,  car  and  store  houses.  It  is 
simple  and  positive  in  action,  the  fusing  of  the  solder  rarely  failing 
to  close  the  electric  circuit  and  ring  the  alarm  in  the  earliest  stages 
of  the  fire.  For  several  years  a  special  cable  has  been  on  the  market. 
which  contains  wires  so  sensitive  to  heat  that  they  short  circuit  on  the 
approach  of  fire  at  any  point  in  their  length,  and  thus  give  immediate 
notice  in  case  of  trouble.  The  importance  of  grappling  with  a  fire 
in  its  earliest  stages  is  everywhere  recognized  by  experts  in  fighting 
the  flames,  and  money  spent  for  thermostatic  devices  is  generally  very 
well  invested.  Even  though  a  power  plant  may  he  constantly 
watched  by  the  operating  shift  in  charge,  there  is  good  sense  in 
equipping  out  of  the  way  corners  with  thermostats,  if  the  main  sta- 
tion be  left  to  protection  by  observation. 

Careful  inspection  and  proper  maintenance  of  all  fire  protection 
devices  is  as  essential  as  their  correct  installation.  Tanks  and  pails 
intended  for  fire  extinguishing  only  are  liable  to  become  empty,  elec- 
tric latteries  get  out  of  order,  and  changes  in  partitions,  shelves. 
racks,  bo,\es,  and  the  distribution  of  supplies  are  likely  to  interfere 
with  the  proper  fighting  of  fires  unless  the  subject  is  con.stantly  kept 
in  mind.  While  it  is  perhaps  needless  to  detail  a  man  in  car  houses 
and  power  plants  to  make  a  daily  inspection  of  valves,  tanks,  pumps, 
pails,  extinguishers,  shutters  and  alarm  systems,  it  is  highly  desir- 
able that  such  an  examination  be  ma<le  at  least  once  a  week  by  a 
competent  and  responsible  employe.  Written  reports  should  be  filed, 
mentioning  all  unusual  conditions  noted,  the  date  of  refilling  pails, 
recharging  batteries,  etc.  Loose  wiring  should  be  repaired  as  soon 
as  discovcrefl  and  frayed  insulation  ought  not  to  be  tolerated. 

All  officials  and  employes  should  make  themselves  fatniliar  with 
the  location  of  the  nearest  fire  alarm,  and  in  case  of  fire,  no  matter 
how  small,  should  ring  in  the  alarm  promptly.  The  water  supply 
and  hose  should  always  be  ready  for  instant  use,  but,  as  staled  almve. 
fires  started  by  electric  arcs  should  be  fought  with  sand  or  beaten 
out  with  coals  and  cloths  unless  ihey  attain  dimensions  where  water 
is  the  only  available  remedy  Thorough  instruction  should  be  given 
to  car  house  and  power  station  employes  by  an  occasional  fire  drill 
to  familiarize  Ihcni  in  the  handling  of  iiosc,  turning  on  water  and 
having  everything  in  readiness  for  grappling  with  a  fire,  should  one 
ari'c. 

In  case  of  fire  all  iransferway  floors,  pit  doors  and  uther  doiirs 
dividing  diflcrenl  pans  of  the  liuilding  should  \k  immediately  closed 
to  prevent  draughts,  and  check  the  fire  from  spreading.  All  tloors 
hung  on  inclined  tracks  so  as  to  lie  self  closing  should  be  inspected 
from  time  to  time  to  see  that  Ihey  are  in  good  working  order,  and 
will  close  automatically.  .Such  floors  shfiuld  Ik:  kept  clfjsed  as  much 
of  Ihc  time  as  possible,  and  when  it  is  necessary  to  keep  them  open, 
il  i»  a  gijixi  plan  to  hold  them  back  by  a  fusible  link  at  least  ,<;  feet 
alK)Vc  Ihe  flfior  on  Ihc  front  eflge  of  the  door.     A  dfi'ir  should  never 


lie  held  open  either  by  leaning  anything  against  it  or  by  fastening  it 
back  in  a  way  that  w'ould  prevent  it  from  closing  automatically  in 
case  of  fire. 

When  double  doors  are  used  for  oil  rooms  the  inner  door  when  in 
constant  use  inay  best  be  kept  open  by  a  fusible  link,  but  the  outer 
door  ought  to  be  constantly  kept  closed,  except  when  it  is  abso- 
lutely necessary  to  open  it  in  getting  out  stock.  Heavy  transfer- 
way  doors  should  be  held  open  by  substantial  chains  with  hooks  at 
the  door  fronts  that  can  be  instantly  unhooked  by  one  man.  Con- 
siderable damage  often  results  when  very  heavy  doors  close  them- 
selves. 

In  shops  and  car  houses  when  il  becomes  necessary  to  turn  the 
current  on  a  car,  the  car  should  never  be  left  alone  with  the  current 
on,  nor  should  workmen  leave  their  work  for  lunch  or  other  pur- 
poses and  congregate  in  any  place,  leaving  the  rest  of  the  property 
uncovered.  Windows  and  doors  in  lofts  or  storage  places  should  be 
closed  at  all  times  when  no  one  is  present.  The  danger  of  fire  from 
spontaneous  combustion,  or  from  spreading  flames  in  adjoining 
structures  is  greatly  increased  with  open  windows  and  doorways, 
(iasoline  torches  should  not  be  left  burning  during  the  noon  hour, 
while  the  men  eat  their  lunch  in  a  distant  part  of  the  building. 

It  is  of  the  highest  importance  that  all  the  premises  should  be 
kept  clean  and  free  from  combustibles.  Waste  with  any  oil  on  it 
should  he  considered  oily  waste,  and  should  invariably  be  kept  in  ap- 
proved fire  proof  oil  cans  or  boxes,  the  covers  of  which  clo.se  auto- 
matically. Such  cans  should  be  kept  either  in  oil  rooms  or  places 
where,  in  case  the  oily  waste  should  begin  to  burn,  it  would  not  set 
anything  else  afire.  It  is  better  to  keep  only  a  small  amount  of 
napluha,  turpentine,  gasoline  or  other  highly  inflammable  material  in 
stock,  and  safety  lies  in  taking  only  the  quantity  to  be  immediately 
used  from  the  store  room  at  any  one  time.  A  wise  precaution  is  to 
keep  a  chemical  extinguisher  and  half  a  bushel  of  dry  sand  in  buck- 
ets, with  .scoops,  within  easy  reach  of  the  oil  room. 

Finally,  all  new  construction  woriv  should  be  as  nearly  fire  proof  as 
the  available  appropriations  will  make  il.  The  architects  and  build- 
ers ought  to  keep  in  close  touch  with  the  developments  and  experi- 
ments at  the  fire  insurance  laboratories  in  Chicago  and  Boston. 
Here  tests  are  made  on  different  forms  of  fire  resisting  materials, 
extinguishers,  sprinklers,  valves,  alarms,  paints,  wire  glass,  fire  doors, 
gasoline  and  acetylene  lighting  machines,  electric  switches,  cutouts, 
fire  resisting  curtains,  partitions,  sleel  corrosion,  etc.  Information 
of  the  highest  value  is  constantly  being  acquired  by  these  organiza- 
tions. With  careful  attention  to  the  points  above  treated,  coupled 
with  a  progressive  willingness  to  take  such  new  precautions  as  the 
circumstances  of  individual  plants  suggest,  there  is  no  doubt  that 
the  fire  risk  in  electric  power  plants,  car  houses,  and  storage  build- 
ings can  be  greatly  lessened,  b'ven  a  modern  storage  warehouse  re- 
cently caught  fire  by  the  falling  c.f  a  ilerrick  across  some  electric 
wires  outside  the  building,  which  grounded  the  circuit  through  the 
steel  work  of  the  warehouse  frame.  'The  interest  which  has  recently 
been  aroused  in  the  new  profession  of  fire  insurance  engineering 
indicates  a  gratifying  effort  on  the  part  of  property  ojvners  to  em- 
ploy all  the  resfmrces  which  modern  science  makes  available  for  fire 
Ijrevention,  and  upon  the  continuance  of  this  interest  depends  to  a 
large  flegree  the  future  prosperity  of  many  industrial  undertakings. 
The  part  which  electricily  is  to  play  in  this  work  is  conslaiUly  grow- 
ing greater,  and  upon  faithful  .itleiition  lo  details  rests  the  prospects 
of  many  fresh  triumph-,  in  tin-  ceaseless  war  against  Ihe  greatest 
frienil  ami  tiiltleresl  enemy  that   mankind  knows — fire. 


The  Des  Moines  City  Railway  Co.  is  to  extend  and  practically  re- 
build ils  Clark  .St.  and  Center  St.  lines.  In  all  Ihe  extensions  will 
be  over  a  mile  in  length  and  a  large  population  of  northwest  Des 
Moines  will  be  benefited  by  the  new  service.  The  company  has 
secured  permissifin  from  the  city  ly  use  brick  pavement  exclusively, 
even  where  the  rest  of  the  street  has  to  be  asphalted. 


The  survey  for  the  prnpcised  electric  line  frnni  l.,i  Ci-.iiige  tn 
Williamslown,  Mo.,  by  way  of  Monlicello,  has  been  Cf>mpleled  by 
Z.  T.  Daniels,  tlie  engineer  in  cliarge.  Tliree  different  routes  into 
.Mfinlicello  were  laitl  out  and  from  a  few  miles  beyond  Monticcllo 
to  Williamslown  Ihe  f)ld  railroad  grade  was  followed.  F.  V.  Crouch, 
f)f  Ifila,  Kan.,  is  lo  furnish  an  estimate  of  the  cost  of  constructing 
aiifl  equipinng  the  road.  The  surveyor  slates  that  Ihc  location  is 
exccllcnl  and  but  little  grading  will  Ik-  necessary.  'The  line  will 
traverse  a  well  populated  section, 


854 


STREET  RAILWAY  REVIEW. 


[Vol..  Xni,  No.  10. 


Personal. 

.\1K.  J.  W.  S.\II  111  has  been  appointed  siiperintendem  of  the 
Schuylkill  Traction  Co.,  Girardvilie,  I'a. 

MR.  GEORGE  WHYSALL  has  been  chosen  to  succeed  Mr.  H.  A. 
Fisher  as  manager  of  the  CoUimbus,  Delaware  &  Marlon  Electric 
Railroad  Co. 

MR.  W.  H.  MANSFIELD  was,  on  Angnst  4th,  made  general 
passenger  agent  of  the  Keesevillc,  .\usable  Chasm  &  Lake  Cham- 
plain  Railroad  Co. 

MR.  A.  J.  CASS.\ T  I,  president  of  the  I'ennsylvania  Railroad  Co., 
on  September  30th  resigned  as  second  vice-president  of  the  Public- 
Service  Corporation  of  New  Jersey. 

MR.  M.  M.  PHINNEV  has  assumed  charge  of  llie  Dallas  (Te.\.) 
Street  Railway  Co..  succeeding  Mr.  J.  P.  Clark,  who  has  been  trans- 
ferred to  other  Stone  &  Webster  properties. 

MR.  LEE  D.  FISHER  has  resigned  as  cliief  engineer  of  the  Co- 
lumbus, Delaware  &  Marion  Electric  Railroad  Co.,  to  assume  the 
same  position  with  the  Fisher  Construction  Co.,  Jolict,  HI. 

MR.  W.  W.  SEYMOUR,  formerly  engineef  of  the  Western  Di- 
vision drawing  room  of  the  American  liridge  Co.,  is  now  associated 
with  the  Frederick  Post  Co.,  of  Chicago  an<l  New  Y'ork,  as  its 
western  manager. 

MR.  M.  M.  PHINNEY,  who  ha-  been  manager  of  the  Stone  & 
Webster  properties  in  the  vicinity  of  Boston,  Mass.,  has  been  ap- 
pointed general  manager  of  the  Dallas  (Tex.)  Electric  Corporation, 
which  is  controlled  by  the  same  interests. 

MR.  M.  J.  LOFTUS  has  been  promoted  from  superintendent  of 
the  Columbus,  Grove  City  &  Southwestern  Railway  Co.  to  superin- 
tendent of  both  the  Central  Market  Street  Railway  Co.  and  the  Co- 
lumbus, Grove  City  &  Southwestern  company. 

MR.  C.  F.  QUINCY'  was  on  October  7th  chosen  president  of  the 
Railway  Appliances  Co..  of  Chicago,  succeeding  Mr.  H.  K.  Gilbert, 
resigned.  Mr.  George  li.  Sargent  was  chosen  vice-president  and  Mr.. 
Percival   Manchester  secretary  and  treasurer. 

MR.  J.  E.  CAIN  has  resigned  as  division  superintendent  of  the 
Worcester  &  Connecticut  Eastern  Railway  Co.  to  become  assistant 
general  superintendent  of  the  Providence  &  Danielson  Street  Rail- 
way Co.     His  headquarters  will  be  at  Rockland,  R.  1. 

MR.  W.  B.  LONGY'E.\R  on  October  i  resigned  as  comptroller 
of  the  Brooklyn  Rapid  Transit  Co.  and  was  succeeded  by  Mr.  How- 
ard Abel,  who  was  for  several  years  protninently  identified  with 
several  Chicago  companies  with  which  Mr.  Yerkes  was  interested. 

THE  J.  G.  WHITE  &  CO.,  INCORPORATED,  announces  the 
removal  of  its  offices  to  the  22d  floor  of  the  newly  constructed  Wall 
St.  Exchange  building,  41-43  Wall  St.  and  43-49  Exchange  PI.,  New 
York  City,  its  address  after  October  5th  being  43-49  Exchange  PI. 

MR.  J.  P.  CL.ARK  has  been  appointed  general  manager  of  the 
Fort  Wayne,  Logansport.  Lafayette  &•  Lima  Traction  Co.,  with 
headquarters  at  Fort  Wayne,  Ind.  He  was  formerly  general  man- 
ager for  the  Stone  &  Webster  Co.,  of  the  Dallas  (Tex.)  Electric 
Corporation. 

MR.  H.  A.  FISHER  has  resigned  as  general  manager  of  the  Co- 
lumbus, Delaware  &  Marion  Electric  Railroad  Co.  and  will  move  to 
Joliet,  III.,  where  he  has  interests,  being  president  and  a  large  stock- 
holder in  the  Fisher  Construction  Co.,  which  is  building  the  Joliet, 
Plainfield  &  Aurora  R.  R. 

MR.  RICHARD  T.  L.\FFLIN  has  resigned  as  general  manager  of 
the  Worcester  Consolidated  Street  Railway  Co.  and  accepted  the 
position  of  general  manager  of  the  Manila  Electric  Railway,  Light 
&  Power  Co.,  which  has  been  organized  to  develop  electric  railway 
and  lighting  service  in  and  around  Manila.  P.  I. 

MR.  L.  N.  WHEELOCK.  superintendent  of  the  Amherst  &  Sun- 
derland Street  Railway  Co..  of  Amherst.  Mass.,  has  been  appointed 
general  manager  of  the  Claremont  (N.  H.)  Railway  &  Lighting 
Co.,  retaining  also  his  position  with  the  Amherst  &  Sunderland 
road.     It  is  his  intention  to  spend  one-half  the  time  in  each  place. 

MR.  J.  S.  YOUNG  has  been  appointed  auditor  of  the  United  Rail- 
ways, Light  &  Water  Co.,  of  Chattanooga.  For  two  years  past  he 
has  been  general  passenger  agent  and  assistant  superintendent  of 
railways  for  the  Toledo  Railways  &  Light  Co.,  and  prior  to  that 
time  was  paymaster  for  the  Northern  Ohio  Traction  Co.,  of  Akron. 

MR.  JAMES  WILLL\MS  has  been  appointed  chief  engineer  of 
the  Columbus.  Delaware  &  Marion  Electric  Railroad  Co.,  with  head- 
qtiarters   at   Prospect,   O.     Mr.   Williams   succeeds   Mr.   Lee   Fisher, 


who  li.is  been  a()pointe(l  to  a  similar  position  with  the  Joliet,  Plain- 
field  it  .\nrura  Ry..  of  which  his  father.  Mr.  11.  A.  Fisher,  is  pres- 
ident. 

THE  ZANESVILLE  RAILWAY,  LIGH  I'  &  POWER  CO.  has 
elected  officers  as  follows:  President,  F.  A.  Durbin;  vice-president, 
H.  M.  Byllesby;  secretary  and  treasurer,  \V.  D.  Breed;  general 
manager,  W.  A.  Gibbs.  The  directors  include  Messrs.  Dnrbin, 
Byllesby  and  Breed,  and  R.  Kleybolte,  G.  11.  Warrington,  George 
Clayton  and  John  lloge. 

MR.  .-\LKER  r  H.  ST.'XNLEY  has  resigned  as  superintendent  of 
the  Detroit  United  Ry.  to  accept  a  permanent  position  with  the  Pub- 
lic Service  Corporation  of  New  Jersey,  with  headquarters  at  New- 
ark. He  assumed  his  new  duties  October  1st.  Mr.  Stanley  entered 
the  employ  of  the  Detroit  United  Ry.  as  a  clerk  a  number  of  years 
ago,  when  horse  cars  were  in  operation. 

MR.  J.  11.  MAYSILLES  has  been  appointed  master  mechanic  of 
the  Cerro  de  Pasco  Ry.,  with  headquarters  at  Oroya,  Peru.  Mr. 
Maysilles  is  a  graduate  of  Purdue  University,  and  was  formerly  on 
the  editorial  staflF  of  the  "Street  Railway  Review,"  leaving  that  po- 
sition in  January,  1903,  to  go  to  South  America  as  representative  of 
the  American  Locomotive  Works. 

MR.  E.  W.  GOSS  has  resigned  as  manager  of  the  Milford  &  Ux- 
hridge  (Mass.)  Street  Railway  Co.  and  will  spend  the  winter  in 
I'lorida  with  his  family.  His  resignation  took  effect  October  3d. 
Mr.  Goss  has  had  offers  of  several  positions,  but  declined  to  con- 
sider any  which  contemplated  immediate  service,  it  being  his  inten- 
tion to  ohtaiii  a  much-needed  rest. 

MR.  II.  .-K.  NICHOLL  has  been  appointed  general  manager  of 
the  Cleveland  &  Southwestern  Traction  Co.,  and  Mr.  F.  T.  Pom- 
eroy,  who  has  been  filling  the  positions  of  president  and  general 
manager,  will  devote  his  entire  attention  to  the  former  office  after 
November  ist.  Mr.  Nicholl  has  been  treasurer  and  general  man- 
ager of  the  Ithaca  (N.  Y.)   Street  Railway  Co.  several  years. 

THE  PITTSBURG,  McKEESPORT  &  CONNELLSVILLE 
R.\1LWAY  CO.  has  announced  the  following  changes:  Mr.  Thomas 
Elliott,  who  has  been  general  manager  more  than  three  years,  has 
resigned  and  is  succeeded  by  Mr.  W.  E.  Moore,  of  Pittsburg.  Mr. 
J.  Wilbur  Brown,  who  has  been  division  superintendent  of  the  Mc- 
Keesport  division,  has  been  made  general  superintendent,  with  head- 
quarters at  Connellsville. 

MR.  A.  A.  ANDERSON,  who  a  few  weeks  ago  resigned  as  gen- 
eral superintendent  of  the  Indiana  Union  Traction  Co.,  is  interested 
in  an  intcrurban  railway  to  be  constructed  in  eastern  Kansas.  Fran- 
chises have  been  secured  in  Coffeyville.  Independence,  Cherryville 
and  Parsons  and  the  engineers  are  now  engaged  in  making  the  sur- 
veys for  a  route  between  these  cities.  Mr.  .Anderson  is  making  his 
headquarters  at  Independence,  Kan. 

THE  FIRM  OF  KNOX.  GEORGE  &  CO.,  New  Orleans,  which 
was  recently  incorporated,  announces  that  its  work  as  consulting, 
constructing  and  operating  engineer  will  be  carried  on  in  the  south- 
ern and  southwestern  states,  Mexico,  Central  America  and  the 
West  Indies.  Mr.  George  W.  Knox,  president  of  the  company, 
will  retain  his  office  in  Chicago,  while  the  principal  offices  of  the 
company  will  he  in  New  Orleans,  under  direction  of  Mr.  James  Z. 
George,  the  vice-president  and  general  manager. 

MR.  HORACE  H,  ESSELSTYN,  engineer  for  Westinghouse, 
Church,  Kerr  &  Co.,  who  had  charge  of  building  the  Grand  Rapids, 
Grand  Haven  &  Mu.skcgon  Railway  Co's.  line  into  Grand  Haven, 
Mich.,  has  gone  to  St.  Louis  to  superintend  the  installation  of  the 
power  plant  in  Machinery  Hall  of  the  Louisiana  Purchase  Exposi- 
tion. The  contract  for  this  plant  includes  four  2.000  kw.  units,  be- 
sides various  auxiliary  engines,  turbine  pumps,  etc..  all  of  Westing- 
house  make.  While  in  Michigan,  in  addition  to  building  the  inter- 
urban  line  to  Grand  Haven,  Mr.  Esselstyn  built  the  new  drawbridge 
across  the  Grand  River  at  Grand  Haven  to  accommodate  both  the  in- 
terurban  cars  and  the  highway  traffic,  the  contract  for  all  of  this 
work  having  been  awarded  to  Westinghouse,  Church,  Kerr  &  Co 


Obituary. 


MR.  FREDERICK  A.  WRIGHT,  an  old  street  railway  man.  died 
at  his  home  in  Brooklyn,  N.  Y..  recently.  He  was  formerly  super- 
intendent of  the  Brooklyn  City  Railroad  Co.  and  later  claim  agent 
for  the  same  company. 

MR.   ALEXANDER   CLARK,   of   Evanston,    111.,    died    suddenly 


Oct.  jo,  1903.] 


STRKEI"  RAILWAY   k FA  lEW. 


855 


September  271I1  at  Aiuioch,  111.  He  was  a  lawyer  and  at  the  time 
of  his  death  was  one  of  the  attorneys  for  the  Chicago  Union  Trac- 
tion Co..  the  Union  Elevated  Loop  Co.,  the  Chicago  &  Milwaukee 
Electric  Railway'  Co.  and  the  North  Shore  Electric  Co.,  of  Chi- 
cago. Mr.  Clark  was  also  president  of  the  Chicago,  Milwaukee  & 
Kenosha  Electric  Railway  Co.,  which  was  incorporated  in  Wiscon- 
sin in  1901.  to  complete  an  electric  line  from  Waukegan  to  Ke- 
nosha, the  new  road  to  be  operated  by  the  Chicago  &  Milwaukee 
Electric  Railway  Co. 

MR.  MILLER  ELLIO  1  I,  who  was  superintendent  of  the  Indian- 
apolis Traction  &  Terminal  Co,  nearly  eight  years,  died  at  Indian- 
apolis October  4th,  of  congestion  of  the  brain,  after  five  days'  illness. 
He  was  53  years  old  and  a  native  of  Pennsylvania.  Previous  to  go 
ing  to  Indianapolis  Mr.  Elliott  resided  in  Pittsburg,  where  30  years 
ago  he  entered  street  railway  work  as  a  horse  car  driver.  He  was 
afterward  prominently  identified  with  the  Pittsburg  &  Birmingham 
Traction  Co.    The  funeral  took  place  in  Pittsburg  October  6th. 

MR.  RICHMOND  O.  SCALES,  for  several  years  associated 
with  the  Consolidated  Car  Heating  Co.,  and  for  two  years  its 
general  manager,  died  in  Boston  October  17th.  Mr.  Scales  had 
been  connected  with  the  electric  heating  industry  nearly  15  years 
and  was  well  known  to  the  electric  railway  trade,  particularly  in 
the  \\-est.  He  had  charge  of  the  Chicago  office  of  the  Consolidated 
Car  Heating  Co.  for  some  time. 

*  ■  » 

Handbook  of  the  A.  R.  M.  and  E.  A. 


The  .\merican  Railway  .Mechanical  &  Electrical  .Association  is 
about  to  publish  a  vest-pocket  handbook  containing  data  relative  to 
the  organization,  such  as  the  constitution  and  by-laws;  statement  of 
the  objects  and  a  brief  review  of  the  .Association's  progress;  list  of 
members,  names  of  officers,  etc.  The  book  is  to  be  bound  in  the  best 
calf,  the  name  of  the  Association  to  be  embossed  on  the  cover  in 
gold,  and  the  paper  will  l>e  of  finest  quality  and  gilt-edged.  This 
manual  is  to  be  placed  in  the  hands  of  general  managers,  master  me- 
chanics, chief  engineers  and  chief  electricians  of  electric  railways 
throughout  the  United  States  and  Canada,  the  object  being  to  stim- 
ulate and  cause  to  be  retained  an  interest  in  the  Association.  The 
expense  of  publishing  the  manual  will  be  borne  by  advertisements 
for  which  a  section  of  the  book  will  be  reserved.  Mr.  Walter 
Mower,  secretary  and  treasurer  of  the  .Association,  has  the  mailer 
in  hand. 


Accidents. 

Septemlxir  30th  a  Wisconsin  Central  H\ .  limited  train  struck  a 
Chicago  Consolidated  Traction  Co.  car  at  the  52d  Ave.  crossing 
at  Hawthorne.  111.,  killing  6  persons  and  injuring  11  others.  All, 
except  the  conductor  and  niotornian.  who  were  among  ilic  injuri-cl. 
were  racetrack  employes. 

September  24th  a  work  train  on  the  Indiana  Union  Traction  Co's. 
system  ran  into  a  passenger  train  on  the  Cincinnati.  Richmond  & 
Muncie  R.  R.  at  Marion,  Ind.,  killing  three  persons  and  injuring 
two  others. 

♦<-• 

Flood  Damage  in  New  Jersey. 


An  unusually  heavy  rainfall  in  New  York  and  New  Jersey  October 
8ih  and  9th  caused  enormous  damage  to  street  railway  property,  es- 
pecially in  New  Jersey.  It  was  worst  in  Bayonne,  Hoboken,  Paler- 
son,  North  Hudson  and  'Trenton,  where  power  plants  and  tracks 
were  flooded  and  the  street  car  systems  were  lied  up  from  one  to 
three  days.  The  Public  Service  Corporation  and  the  Trenton  Street 
Railway  Co.  were  reported  lo  be  the  heaviest  sufTercrs. 
—  -♦♦♦. 

(irawfordsville  (Ind.;  Interburban  (Ja.sc. 


Judge  Baker  in  the  United  Stales  Circuit  Court  on  September  26lh 
decided  the  controversy  Ix-lween  the  Indianapolis  &  Northwestern 
Traction  Co,  and  the  Consolidated  Traction  Co.  regarding  the  lo- 
cation of  tracks  in  the  streets  of  Crawfordsville,  Inrl.,  in  favor  of 
the  ConsolidatCfl. 

The  court  held  that  the  Indianapolis  &  Northwestern  Co.  was  in 
contempt    in    having  laid    its   tracks    'n    Crawfordsville   and    it   was 


ordered  that  its  tracks  be  removed,  but  thai  the  marshal  was  not 
to  execute  the  order  until  the  final  determination  of  the  original 
suit  now  pending  in  the  federal  court  to  determine  which  of  the 
two  franchise  ordinances  passed  by  the  Crawfordsville  council  is 
effective.  The  Indianapolis  &  Northwestern  company  was  ordered 
to  pay  the  Consolidated  ifjoo  for  the  the  expense  incurred  in  bring- 
ing   the   contempt    proceedings. 


Half  Fares. 


The  Rapid  Ry.  branch  of  the  Interurban  Railway  &  Terminal  Co., 
of  Cincinnati,  has  been  completed  to  Lebanon,  O.  The  road  is  in 
operation  to  Kings  Mills,  22  miles,  the  distance  between  Kings 
Mills  and  Lebanon  being  8  miles. 

The  Cleveland  &  Southwestern  Traction  Co.  has  completed  its 
branch  line  from  Creston  to  Wooster,  O.,  13  miles,  this  being  the 
last  step  in  the  through  route  from  Cleveland  to  Wooster,  and  it 
completes  an  arm  of  the  system  57  miles  in  length.  The  through 
run  is  made  in  three  hours.  It  was  necessary  to  complete  the  new 
brancli  by  October  isl  to  accommodate  the  heavy  excursion  business 
booked  from  the  southern  terminals. 

The  Milwaukee  Electric  Railway  &  Light  Co's.  cable  tunnel  under 
ihe  Milwaukee  River,  connecting  East  Water  St.  with  Clinton  St., 
has  just  been  completed  by  the  contractors,  Richard  Forestal,  C.  H. 
Sullivan  and  W.  K.  Downey.  It  is  the  only  brick  tunnel  ever  built 
under  a  river  in  Wisconsin.  It  is  25  ft.  below  the  lowest  depth  of 
the  river;  its  diameter  is  5  ft.  6  in.,  and  its  length  530  ft.,  the  shafts 
al  each  end  being  65  ft.  deep.     It  cost  $30,000. 

The  paint  shops  at  East  Bridgewater  on  the  Brockton  division, 
at  West  Roxbury  011  the  Quincy  division,  and  at  Taunton  on  the 
TauiUon  division  of  the  Old  Colony  system  of  the  Mas.sachusetts 
IClectric  Companies  have  been  closed  and  all  the  paint  shops  are 
now  consolidated  at  the  Bridgewater  barn.  This  makes  the  Bridge- 
water  barn  the  largest  paint  shop  on  the  system,  as  well  as  the 
principal  one,  and  most  of  the  cars  for  all  these  three  divisions 
will  be  painted  at  this  place.  At  the  new  paint  shop  there  are  accom- 
modations for  25  cars  al  one  time.  Two  new  Sturtevant  down- 
ilraft  forges  have  been  added  lo  the  equipment  of  the  blacksmith's 
.^hop  al  the  Campello  car  house. 

Tile  Uniled  Railroads  of  San  Francisco  has  placed  an  order  for 
50  California  type  cars  with  the  St.  Louis  Car  Co.  The  cars  arc 
3y  ft.  6  in.  long,  the  closed  section  in  the  middle  being  14  ft.  8  in. 
long.  The  width  of  the  car  over  the  steps  is  9  ft.  The  steps  are 
placed  against  the  closed  section  and  are  32  in.  wide.  Inside  are 
Hale  &  Kilburn  rattan  longitudinal  seats  and  on  the  outside  are 
wooden  cross  seats.  'The  scaling  capacity  of  the  entire  car  is  for 
44  persons.  The  cars  are  to  be  mounled  on  Peckham  double  trucks, 
style  14-B-35  with  two  G.  E.  1,000  motors  on  each  truck.  'The 
c.irs  will  have  Christensen  air  br.-ikes  and  also  track  brakes  made  by 
the  United  Railroads. 

The  Union  Railway  Co.,  of  New  York,  is  building  three  sub- 
stations lo  be  equipped  with  Westinghousc  apparatus  exclusively. 
That  at  West  Farms  will  contain  nine  37S-kw.  oil  insulated  static 
transformers  for  three  i,ooo-kw.  rotary  converters.  The  other  sub- 
stations will  be  al  Mount  Vernon  and  Yonkers  and  will  be  similarly 
equipped,  except  the  capacity  of  each  will  be  three  soo-kw.  units. 
'The  switchboards  consist  of  high-tension  a.  c.  receiving  panels  with 
electrically  operated  oil  circuit  breakers,  low  tension  a.  c.  rotary 
panels  and  load  panel,  willi  direct-current  rotary  panels  and  load 
panel;  also  about  20  d.  c.  feeder  panels.  'The  power  will  come  from 
the  Interurban  Street  Railw.ay  Co's.  power  house  at  Kingsbridge, 
built  by  Westinghousc,  Church,  Kerr  &  Co.,  and  the  Weslinghouse 
ICleetric  &  Manufacturing  Co. 

'The  British  Westinghouse  Electric  &  Manufacturing  Co.,  Ltd., 
has  contracted  to  construct  the  buildings  and  equip  the  entire  sys- 
tem for  the  Bath  Electric  'Tramways,  Ltd.,  of  London.  The  generat- 
ing equipment  will  consist  of  three  200-kw.  Westinghouse  generators, 
direct  connected  to  Yates  and  'Thorn  horizontal,  tandem,  compound 
engines;  one  7S-kw.  Weslinghouse  generator  direct  connected  to  a 
Westinghouse  conipounil  sleam  engine;  two  is-kw.  negative  boosters, 
a  i2-panel  switchlxiard,  etc.  The  boiler  house  will  contain  three 
io,(x«  II).  Balx-ock  &  Wilcox  straight  lube  water  lube  boilers  and  a 
Clay  Cross  economizer.  There  will  be  40  cars,  of  Milnes  make, 
ri|nipped  with  Westinghouse  49  B  90  motors,  and,  at  the  outset, 
inosi  of  them  will  be  equipped  with  Ihe  Weslinghouse  magnetic 
brake. 


856 


STREET    RAILWAY    REVIEW. 


[Vol.  Xin,  No.   lO. 


Handling  Garbage  in  Savannah.  (Ja. 

By  courtesy  of  Mr.  C.  I?.  Kidder.  inaiiaRcr  of  llie  Savaiiiiali  (Ga.) 
Electric   Co.,   we  are  cinilikd  to   illiislrale  and   descrilw   the  system 


^^^^^^^^^^^^E^^^Vx.*C^v  M^^l^^^^^^l 


of  handling  tlie  city  garbage  that  has  been  adopted  with  the  co- 
operation of  the  street  railway  company.  Mr.  Kidder  states  that 
the  plan  is  working  very  satisfactorily. 


hatches  in  the  roofs  through  which  the  material  is  loaded  and  "A" 
shaped    floors   and   side   dump   doors. 

The  city  has  built  a  loading  platform  under  which  the  company 
has  built  two  side-tracks  (see  Fig.  I);  the  wagons  used  by  the 
city  are  of  the  dumping  type  and  are  driven  up  an  inclined  grade 
(see  Fig;  2)  to  the  dumping  platform,  then  dumped  through  open- 
ings in  ihe  platform  (see  Fig.  3)  and  through  the  hatches  in  the 
tops  of  the  cars. 

This  work  is  all  done  during  the  day,  the  wagons  making  several 
trip*  each  day.     The  hauling  of  the  cars  is  all  done  between   12:00 


The  Savannah  Electric  Co.  has  entered  into  a  contract  with  the 
city  of  Savannah  for  hauling  all  of  the  garbage  collected  through- 
out the  city  of  Savannah   to  a  point   nn   the  County  Farm  about  4 


FIG.    3. 

miles   from   the   city.     Six   cars   have   been   provided    for   this   pur- 
pose, each  of  45  cu.  yd.   and  30,000  lb.  capacity.     These  cars  have 


o'clock  midnight  and  6:00  o'clock  a.  m.,  and  after  the  regular 
passenger  cars  arc  of?  the  lines.  They  are  hauled  to  the  County 
Farm,  about  4  miles  from  the  city,  run  up  a  2  per  cent  grade  to  a 
dumping  trestle,  the  county  convicts  dumping  (see  Fig.  4)  and 
cleansing  the  cars  and  preparing  them  for  the   return   to   the   city. 

The  inclined  "A"  floor  has  openings  through  which  the  moisture 
in  the  garbage  percolates  to  the  interior  space  below  this  floor, 
which  is  lined  with  galvanized  iron,  with  three  large  valves  for 
controlling  the  discharge.  These  valves  are  left  open  during  the 
day  while  the  cars  are  being  loaded,  allowing  the  garbage  to  be- 
come pretty  thoroughly  drained  of  all  liquid  matter.  Just  before 
hauling  the   cars   through   the   streets,   these   drains   are  closed. 

The  side  dump  doors  arc  of  the   Hart   patent    (see  Fig.   5),  being 


FIG.  0. 

closed  by  a  crank  rod  on  the  side  of  the  car  operating  the  doors 
simultaneously.  The  doors  are  made  practically  water  tight  by 
rubber  gaskets. 


The  Trenton  Street  Railway  Co.  has  removed  its  offices  from 
the  building  corner  of  Greenwood  and  .S.  Clinton  Aves.,  Trenton, 
N.  J.,  which  it  occupied  many  years,  to  the  third  floor  of  the 
Fischer  Building  on  State  St.  The  old  building,  which  stands  on 
land  owned  by  the  Pennsylvania  R.  R.,  is  to  be  torn  down. 


Street  Railway  Legislation  for  1903. 


Arkansas. 


REQL'IRES  SEPARATE  ACCOMMODA  flOXS  FOR 
AXU    COLORED    PERSONS. 


WHITE 


No.  104  of  the  Acis  of  Arkansas  of  1903  provides  that  all  persons, 
companies  or  corporations  operating  any  street  car  line  in  any  city 
of  the  first  class,  in  the  state  of  Arkansas,  shall  be  reqnircd  tn 
operate  separate  cars  or  to  separate  the  white  and  colored  passen- 
gers in  the  cars  operated  for  both,  and  to  set  apart  or  designate 
in  each  car  or  coach  so  operated  for  Ixith  a  portion  thereof,  or 
certain  seats  therein  to  be  occnpied  by  white  passengers,  and  a 
portion  thereof  or  certain  seats  therein  to  he  occnpied  by  colored 
passengers.  No  said  persons,  companies  or  corporations  so  operat- 
ing street  cars  shall  make  any  difference  or  discrimination  in  the 
quality  or  convenience  of  the  accommodations  provided  for  the  two 
races  nndcr  the  provisions  of  this  act. 

ITic  conductor  or  other  per.son  in  charge  of  any  car  or  coach  so 
operated  upon  any  street  car  line  shall  have  the  right  at  any  time 
when  in  his  judgment  it  may  be  necessary  or  proper  for  the  com- 
fort or  convenience  of  passengers  so  to  do,  to  change  the  said  des- 
ignation so  as  to  increase  or  decrease  the  amount  of  space  or  seats 
set  apart  for  either  race;  or  he  may  require  any  passenger  to 
change  his  scat  when  or  so  often  as  the  change  in  the  passengers 
may  make  such  change  necessary.  All  persons  on  any  street  car 
line  shall  be  required  to  take  the  seat  assigned  to  them,  and  any 
person  refusing  to  do  so  shall  leave  the  car,  or  remaining  upon  lin- 
ear, shall  be  guilty  of  a  misdemeanor,  and  upon  c<<nviction  shall  be 
fined  in  any  sum  not  to  exceed  $25. 

Any  person,  company  or  corporation  failing  to  operate  separate 
cars,  or  to  set  apart  or  designate  portions  of  the  cars  operated  for 
the  separate  accommodation  of  the  w-hite  and  colored  passengers 
as  provided  by  this  act.  shall  be  guilty  of  a  misdemeanor,  and  upon 
conviction  shall  l)c  lined  in  any  sum  not  to  exceed  $25.  But  notli 
ing  in  this  act  shall  be  construed  to  prevent  the  running  of  e.xtr:i 
or  special  cars  for  the  exclusive  accommodation  of  either  white  or 
colored  passengers,  if  the  regular  cars  are  operated  as  required  by 
this  act. 

Kansas. 


REQUIREMENTS  AS  TO  HEIGHT  OF  WIRES  AND  STOP 
PING  OF  CARS  AT  RAILROAD  CROSSING. 


Qiapter  488  of  the  Laws  of  Kansas  of  igo^  provides  that  all 
street  railw.iy  companies  or  corporations  operating  cars  by  elec- 
tricity or  by  overhead  wires  shall  construct  and  maintain  its  wires 
at  a  height  of  not  less  than  twenty-one  feet  above  the  top  of  tin- 
rail  of  the  railroad  track  crossed  by  such   street   railway  coni])any. 

It  shall  lie  the  duly  of  every  street  railway  company  or  corpora- 
tion operating  a  street  railway  across  the  tracks  of  a  railroad  com- 
pany to  bring  its  cars  to  a  full  stop  at  lea.st  ten  and  not  more  than 
twenty  feet  ))efore  reaching  the  tracks  of  the  railroad  company. 
unless  a  flagman  is  kept  at  said  crossing. 


ALTIIOkllV      10 


Michigan. 

CON.SOLIDAIK    .\NI) 
TAIN   POWERS. 


.\CQU1RE    CVM 


No.  54  of  the  Public  Acts  of  Michigan  of  190.1  is  an  act  lo  author 
izc  any  gas  light  company  and  any  consolidated  company  formed 
by  the  union  of  a  street  railway  and  electric  light  company,  being 
corpiirations  organized  imder  the  laws  of  this  slate  [Michiganl  and 
having  their  principal  place  of  business  in  the  same  town,  village 
or  city,  to  unite  and  consoliilalc  willi  any  cor|)oration  organized 
under  the  laws  of  an  adjoining  stale,  and  which,  under  and  by 
virtue  of  the  rights,  powers  and  franchises  possessed  and  enjoyed 
by  it  inukT  ihc  laws  of  sncli  adjoining  slate,  owns  and  oi)erales  a 
■  Ireel  railw.-iy  therein  and  also  niannfaclnres,  pr(Mliices,  generates, 
<elU  and  furnishes  gas  and  cicclricily  for  heating,  lighting  and 
IKiwcr  pnrposeii,  where  the  street  railway  lines  of  the  two  corpora- 


tions last  uicmioiied  shall  form  a  connecting  and  continuous  line 
of  railway  between  tliis  state  and  such  adjoining  state.  Such  con- 
solidated company  shall  have  and  succeed  to  all  the  property, 
powers,  rights,  privileges,  franchises  and  immunities  possessed  and 
enjoyed  by  the  constituent  corporations  forming  the  same,  which 
were  organized  imder  the  laws  of  this  slate;  and  such  new  cor- 
poration shall  be  subject  to  all  restrictions  and  perform  all  duties 
inii>osed  upon  it  by  the  laws  of  this  state,  and  shall  he  and  con- 
stitute a  body  corporate,  unilcr  .-uid  by  virtue  of  the  laws  *f  the 
state   of    Michigan. 

No.  61  of  the  Public  Acts  of  Michigan  of  I(K3,5  is  an  act  to  enable 
any  consolidated  company  formed  prior  to  June  i,  1899,  by  the 
union  of  a  street  railway  company  and  an  electric  light  company 
10  acquire,  possess  and  exercise  all  the  rights,  powers,  privileges 
and  franchises  conferred  upon  electric  light  companies  by  section 
10  of  the  act  entitled  "An  act  to  authorize  the  formation  of  electric 
li.siht  companies,"  approved  April  i,  1881,  as  amended  by  act  No.  96 
of  tlic  public  acts  of  the  legislature  passed  at  the  regular  session 
of  1899. 

EXTF.NS1\'E   POWERS   CONFERRED  ON   COMMISSIONER 
OF  RAILROADS. 


No.  1S9  of  till-  Public  Acts  of  Michigan  of  ujoj  provides  that  the 
police  powers  of  the  state  over  street  railways,  interurban  railways 
and  suburban  street  railways,  whether  operated  by  steam,  electricity 
or  other  motive  power,  organized  or  doing  business  in  the  state  of 
Michigan,  shall  be  vested  in  the  commissioner  of  railroads.  Said 
commissioner  shall  examine  into  the  condition  and  management 
of  all  matters  cencerning  the  business  of  electric  railways  in  the 
state,  so  far  as  the  same  affect  or  relate  to  the  interests  of  the 
public  and  to  the  accommodation  and  security  of  passengers  or 
])ersons  doing  business  therewith ;  and  whether  such  railway  com- 
panies, their  officers,  directors,  lessees,  agents  and  employes,  com- 
ply with  the  laws  of  the  state  concerning  Ihetu,  and  such  other 
matters  as  he  may  deem  important ;  and  for  such  purpose  said 
conmiissioncr  shall  have  the  right  to  examine  the  hooks,  papers, 
records  and  vouchers  of  any  railway  in  the  .state,  in  his  discretion ; 
and  he  shall  have  power  to  examine,  under  oath  or  affirmation,  any 
and  all  directors,  officers,  managers,  lessees,  employes  or  agents  of 
any  such  railway,  corporation  and  any  other  persons,  concerning 
any  matter  relating  to  the  condition  and  nianagciucnl  of  llic  busi- 
ness of   such   corporation. 

Whenever  the  commissioner  shall  have  reasonable  grounds  to 
believe,  either  on  complaint  or  otherwise,  that  any  of  the  equip- 
ment, cars,  tracks,  bridges  or  other  structures  of  any  railway  cor- 
lioralion  of  the  state  arc  in  a  condition  which  renders  any  of  them 
ilangerous  or  unfit  for  the  transportation  of  passengers,  it  shall  be 
bis  duty  to  inspect  and  examine,  or  cause  the  same  to  he  inspected, 
examined  and  tested,  and  to  that  end  he  shall  have  free  access  to 
the  properly  of  such  company,  and  if,  on  such  examination,  in  his 
opinion,  any  such  equipment,  cars,  tracks,  bridges  or  other  struc- 
tures or  works,  are  unfit  for  the  transportation  of  passengers,  it 
shall  be  bis  duty  to  give  to  the  superintendent,  or  other  executive 
officer  of  the  corporation,  working  or  operating  said  defective  track 
or  bridge,  or  olhcr  structure,  notice  of  the  condition  thereof,  and 
of  the  repairs  necessary  to  place  the  same  in  a  reasonably  safe  con- 
dition. He  may  also  order  and  direct  the  rate  of  speed  of  passing 
trains  or  cars  over  such  dangerous  or  defective  track,  bridge  or 
other  structure,  until  the  said  repairs  shall  be  made,  and  the  lime 
ttilhin  which  such  repairs  shall  be  made  by  the  company. 

Whenever,  in  ihc  opinion  of  the  commissioner,  the  safety  of  the 
linblic  would  be  more  efficiently  secured  by  stationing  a  flagman 
lo  signal  trains  or  cars  where  a  highway  or  street  is  crossed  by  any 
street  railway,  or  when  any  such  street  railway  crosses  or  inter- 
sects another  street  railway,  or  any  railroad,  or  by  the  building  of  a 
g.ile  or  bridge  at  such  highway,  .street  or  railway  crossing,  or  by 
the  rredion  and  maintenance  of  an  electric  alarm  bell,  he  shall 
direct  the  corporation  or  corporations  owning  or  operating  any  such 
sirect  railway  or  street  railways,  to  station  a  flagman  or  to  erect 
and  maintain  a  bridge  or  gate  or  electric  alarm  1k-II  at  such  cross- 
ing, as  the  public  safely  may  demand;  and  in  case  it  is  directed  lo 
\k  done  where  one  street  railway  crosses  and  Inlersccis  another,  or 


858 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  lo. 


intersects  any  steam  railroad,  tlic-  expense  thereof  shall  be  borne 
jointly,  in  such  pruporlions  as  ditcrniined  by  the  commissioner,  by 
the  companies  owning  and  controlling  sncli  street  railway  and  steam 
railroad. 

Whenever  it  shall  conio  to  ihc  knowledge  of  the  commissioner, 
either  upon  complaint  or  otherwise,  or  he  shall  have  reason  to  be- 
lieve that  any  law  or  laws  pertaining  lo  street  or  electric  railways 
have  iK-cn  or  are  being  violated,  he  may,  if  lie  deem  it  c.xpedicm. 
prosecute  or  cause  to  lie  prosecuted,  all  corporations  nr  persons 
guilty  of  such   violation. 

In  order  to  enable  the  commissioner  lo  perform  his  duties  under 
this  act.  il  is  made  his  duty,  at  least  once  in  each  year,  to  visit  each 
county  in  the  state  in  which  is  or  shall  be  located  a  surface  street 
railway  and  personally  examine  into  the  management  i>f  the  same. 

The  commissioner  shall  have  power,  and  it  shall  be  his  duty, 
if  he  shall  deem  il  practicable,  in  all  cases  to  inspect  and  determine 
the  necessity  for  and  the  sufficiency  of  all  fences  required  to  be 
constructed  and  maintained  by  street  and  electric  railway  com- 
panies, and  he  shall  prescribe  the  manner  of  constructing,  and  the 
lime  within  which  it  shall  be  done. 

.\uthority  is  given  to  the  commissioner,  and  it  shall  be  his  duty, 
if  he  shall  deem  it  practicable,  to  prescril)e  the  use  of  the  inter- 
locking switch  and  signal  system,  or  some  other  system,  that  will 
secure  equal  safety  of  the  operation  of  trains  or  cars  at  all  crossings 
and  junctions  of  railways  in  tlic  state,  and  at  all  crossings  of  draw- 
bridges; and  the  commissioner  shall  apportion  the  cost  of  con- 
struction of  any  such  interlocking  switch  or  signal  system  among 
the  railroad  companies  aflfccted  thereby  in  such  proportion  as  his 
judgment  shall  direct.  The  commissioner  having  determined  such 
form  of  signals,  shall  immediately  cause  a  description  thereof,  over 
his  official  signature,  to  be  delivered  lo  the  general  manager  or 
superintendent  of  such  street  or  electric  railway  that  may  be  inter- 
ested in  such  crossing,  with  notice  that  the  same  must  be  adopted 
and  put  into  practical  force  within  sixty  days  thereafter,  or  within 
such  time  as  may  be  decided  upon  by  the  commissioner. 

Nothing  in  this  act  contained  shall  be  construed  to  take  from 
any  municipality  the  authority  now  vested  in  it,  to  regulate  the 
operation  of  lines  of  street  railway  already  in  existence  or  hereafter 
buih,  under  any  by-laws,  ordinances  or  regulation,  in  any  township, 
city  or  village  in  the  state.  And  this  act  shall  not  be  construed  so 
as  to  waive,  or  aflfect  the  right  of  any  person  injured  by  the  viola- 
tion of  any  law  in  regard  to  surface  street  railway  corporations 
to  sue  or  prosecute  for  his  private  damages  in  any  manner  allowed 
by  law. 

Illinois. 


SCREENS  OR  VESTIBULES  REQUIRED  FOR  MOTORMEN 
AND    CONDUCTORS. 


An  Illinois  act  of  1903  provides  that  every  cable,  grip,  electric, 
horse  or  other  street  car,  other  than  trail  cars,  which  are  attached 
to  motor  cars,  shall  be  provided  during  the  months  of  November, 
December,  January.  February  and  March  of  each  year,  at  IxJth  ends 
with  a  screen  or  vestibule  constructed  of  glass  or  other  material, 
which  shall  fully  and  completely  protect  the  driver  or  motorman 
or  gripman  or  conductor  or  other  persons  stationed  on  both  ends 
and  guiding  or  directing  the  motor  power  by  which  they  are  pro- 
pelled from  wind  and  storm. 


Wisconsin. 


AUTHORITY    FOR    CONSOLIDATION    WITH 
TIONS  OF  ADJOINING  STATES. 


CORPORA- 


Chapter  347  of  the  Laws  of  Wisconsin  of  1903  provides  that  any 
street  or  interurban  railway  company  organized  under  the  laws  of 
the  state  of  Wisconsin,  which  has  its  location  or  principal  place  of 
business  in  a  county  constituting  one  of  the  Ixirder  counties  of  the 
state,  and  which  possesses  the  functions  and  powers  of  building, 
running,  operating  or  maintaining  a  street  or  interurban  railway,  or 
of  manufacturing,  generating,  transmitting,  furnishing  or  selling 
gas,  electricity  or  steam  for  lighting,  heating  or  power  purposes; 
or  which  possesses  any  combination  or  union  of  any  two  or  more  of 
the  functions  and  powers  aforesaid,  may,  by  an  agreement  of  the 
directors,  ratified  by  the  stockholders  and  filed  with  the  secretary 


of  stale  and  register  of  deeds,  unite  or  consolidate  with  any  one  or 
more  corporations  organized  under  the  laws  of  any  adjoining  state, 
having  its  location  or  principal  place  of  business  in  a  county  in  such 
stale  adjoining  such  border  county  of  the  state  of  Wisconsin,  and 
which,  under  the  laws  of  such  adjoining  stale  possesses  any  one  or 
more  of  the  functions  and  powers  aforesaid,  or  any  combin.ition  or 
uniiin  thereof;  provided,  thai  no  such  consolidation  shall  be  made 
or  ilTecled  Ijclwecn  corporations  owning,  maintaining  or  operating 
competing  roads,  lines,  works,  plants  or  business.  Such  consoli- 
dated company  shall  have  and  succeed  to  all  the  property,  powers, 
rights,  privileges,  franchises  and  immunities  possessed  and  enjoyed 
by  the  constituent  corporations  forming  the  same,  which  were  or- 
ganized under  the  laws  of  the  stale  of  Wisconsin ;  and  shall  be 
charged  wilh  all  their  liabilities;  and  such  new  corporation  shall 
be  subject  lo  all  restrictions  and  perform  all  duties  imposed  upon  it 
by  the  laws  of  the  state  of  Wisconsin,  and  shall  be  and  constitute 
a  body  corporate,  under  and  by  virtue  of  the  laws  of  the  state  of 
Wisconsin. 

I'ROPl'.R  TV  MADE  SUBJECT  TO  SPECIAL  ASSESSMENTS 
FOR  LOCAL  IMPROVEMENTS. 


Chapter  425  of  the  Laws  of  Wisconsin  of  1903  provides  that  the 
property  of  every  corporation,  company  or  individual  operating  any 
street  railway,  etc.,  shall  be  in  all  respects  subject  to  all  special 
assessments  for  local  improvements  in  the  same  manner  and  to  the 
same  extent  as  the  property  of  individuals.  Provided,  that  such 
assessments  shall  not  extend  lo  the  right,  easement  or  franchise  to 
operate  or  maintain  street  railways,  etc.,  in  streets,  alleys,  parks 
or  highways. 

DRINKING    I  ANKS  AND  TOILET  ROOMS  REQUIRED  ON 
INTERURBAN   CLOSED  CARS. 


Chapter  74  of  the  Laws  of  Wisconsin  of  1903  provides  that  every 
person,  partnership  or  corporation  owning  or  operating  an  inter- 
urban car  line  in  the  state,  the  cars  upon  which  are  propelled  by 
steam,  cable,  electricity  or  horse-power,  shall  provide  each  closed 
car  with  a  suitable  drinking  tank,  and  a  toilet  room  composed  of 
wood,  iron  or  other  material  sufficient  for  the  comfort  and  con- 
venience of  passengers  upon  such  cars,  and  such  drinking  lank  and 
toilet  room  shall  be  at  all  times  maintained  in  a  sanitary  condition 
by  such  person,  partnership  or  corporation,  owning  or  operating 
such  interurban  railway,  provided,  that  such  toilet  room  may  be 
closed  or  locked  while  such  car  is  within  the  limits  of  a  corporate 
city. 

PROVISION    FOR    REFERENDUM. 


Chapter  387  of  the  Laws  of  Wisconsin  of  1903  provides  that  no 
ordinance  for  granting  a  street  railroad,  etc.,  franchise,  or  for  the 
extension  of  the  life  of  any  such  existing  franchise  shall  be  opera- 
tive in  any  city  in  the  state  until  after  sixty  days  from  the  date  of 
its  passage,  and  if  in  any  such  case  and  during  said  period  of  sixty 
days  a  number  of  the  qualified  voters,  equal  to  20  per  cent  of  the 
total  number  of  votes  cast  at  the  last  preceding  election  in  such 
city,  shall  demand  that  the  ordinance  be  submitted  to  a  direct  vote 
of  all  the  voters  therein,  such  ordinance  shall  not  be  valid  or  opera- 
tive until  it  shall  have  been  so  submitted  and  approved  by  a 
majority  of  those  having  voted  upon  it.  The  above  provisions  shall 
not  apply  to  the  extension  of  any  existing  line  or  system  upon  any 
street  or  highway,  if  the  term  of  such  extension  expires  at  the  same 
time  as  the  franchise  of  which  it  is  a  part.  In  every  such  case  the 
papers  containing  the  demand  for  such  direct  vote  shall  be  filed 
wilh  the  city  clerk  within  the  time  specified,  and  each  signer  shall 
write  his  occupation  and  residence  after  his  signature  and  the 
genuineness  of  the  signer  of  each  paper  must  be  affirmed  by  the 
affidavit  of  a  qualified  voter.  Such  submission  of  an  ordinance 
shall  be  made  at  the  next  municipal  election,  or  at  a  special  election 
to  be  held  within  ninety  days  of  the  filing  of  the  demand  for  a 
direct  vote,  as  the  common  council  may  determine.  In  submitting 
such  ordinance  to  a  direct  vote  the  common  council  shall  have 
clearly  printed  upon  the  official  ballot  the  title  of  the  ordinance 
with  the  words  "for"  and  "against"  in  capital  letters,  and  each  of 
the  said  two  words  shall  be  followed  by  a  square,  enclosed  space 
for  the  voters'  mark.  Except  as  herein  otherwise  provided,  every 
such  election  shall  be  governed  by  the  general  laws  of  the  state. 


Oct.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


859 


Financial. 


The  gross  earnings  of  the  Brooklyn  Rapiil  Traiisil  Co.  for  tlu- 
first  29  days  of  September  were  given  as  $1,208,367.  again.st  $1,042,- 
9+4  last  year. 


The  Indianapolis  &  Cincinnati  Traction  Co.  recently  recorded  a 
mortgage  for  $4,000,000  in  favor  of  the  Farmers  Loan  &  Trust  Co., 
of  New  York.  Ihe  mortgage  was  given  for  the  purpose  of  acquir- 
ing, constructing,  completing  and  equipping  the  company's   system. 


The  earnings  of  the  Toronto  Railway  Co.  for  Septeniher  were 
$237,609.  the  largest  on  record,  an  increase  of  $41, ,199  over  Septem- 
ber. 1902.  During  the  Exhibition  fortnight  the  road  carried  3,512.- 
41S  passengers,  not  counting  transfers,  the  increase  in  earnings  for 
that  period  amounting  to  $26,933. 


The  Fairmont  &  Clarksburg  (W.  Va.)  Electric  Railroad  Co.  has 
given  a  deed  of  trust  to  the  Guarantee  Trust  Co.,  of  New  York,  for 
$2,500,000,  and  will  issue  5  per  cent  first  mortgage  bonds.  Tlie 
money  is  to  he  used  for  improvements,  extensions  and  additions. 


Mr.  Charles  Hcnrotin,  receiver  for  the  Chicago  Electric  Traction 
Co..  has  issued  a  statement  for  the  period  .\pril  i  to  June  30  (in- 
clusive), 1903.  which  shows  a  total  net  gain  in  operation  account 
of  $7,503.  .Xpril  showed  a  deficit  of  $274;  May,  a  gain  of  $4,525.  and 
June  a  gain  of  $3,252. 


The  gro.s.s  earnings  of  the  Jackson  &  Battle  Creek  Traction  Co. 
for  .August  were  $15,233;  net  earnings.  $8,363:  for  the  first  u 
days  in  September.  $7,685.  The  earnings  for  July  amounted  to  $14.- 
232:  net  earnings.  $7,621.  The  operating  ratio  for  July  was  .4633; 
for  .•\ugxist,  .4;.  This  is  considered  an  excellent  showing  for  .1 
new   road. 


The  directors  of  the  Scioto  Valley  Traction  Co.,  of  Columbus, 
decided  unanimously  not  to  place  any  stock  or  bonds  of  the  com- 
pany on  the  market  this  fall,  but  to  supply  the  money  necessary  to 
complete  the  road.  Contracts  have  been  awarded  for  sub-stations 
at  Canal  Winchester,  Hookers  and  Ashville.  and  for  a  power  house 
and  a  car  barn  to  be  built  at  Reese's  Station. 


Hie  Cleveland  Electric  Railway  Co.  has  retired  the  $,?oo.ooo  0 
per  cent  bonds  of  the  South  Side  Street  Railroad  Co.  and  the  $600,- 
000  6  per  cent  first  mortgage  Imnds  of  the  Brooklyn  Street  Railroad 
Co..  which  matured  September  ist.  Of  the  $900,000  Cleveland  Elec- 
tric Consolidated  5s.  held  to  retire  these  underlying  bonds,  $.^42,000 
were  exchanged  therefor  at  par  and  $.^00,000  were  sold,  leaving 
$258,000  on  hand  to  provide  for  the  floating  debt,  which  was  in- 
creased to  pay  the  remainder  of  the  maturing  6  per  cent  bonds.  The 
refunding   will    save   the   company   $g,ooo  yearly. 


AURORA,  ELGIN  &  CHICAGO. 
Following  is  the  statement  of  earnings  of  the  Aurora,   Elgin  & 
Chicago  Railway  Co.  for  the  first  three  months  that  the  Elgin  branch 
has  been  in  operation: 

June.        July.     August. 

Earnings  from  operation $39,ioo    $53,855    $54,187 

Operating   expenses 18,081       19.726      22.208 

Net   earnings    21,018      ,14.128      31,979 

CINCINNATI,  DAYTON  &  TOLEDO. 

Following   is   Ihe  comparative   statement   of   the  Cincinnati,   Day- 
ton &    Toledo  Traction  Co.  for  August: 

1902.  ii/)3.     Increase. 

Earnings    from    operation $49,3oi  $56,.S44    $7,243 

Operating  expenses    24,482  26,277         1,795 

Net   earning* 243>!i  30,267        5,449 

'Interest  and  taxes 16,280  16,137    *      '4.1 

Net    income    ",538  14,1.10        5,592 

•Decrease. 


CHICAGO   &    MILWAUKEE    ELECTRIC    RY. 
The  earnings  of  the   Chicago  &    Milwaukee    Electric   Railway  Co 
lor  Scplcml)cr,  compared  with  Septeniiwr,  1902,  follow  : 


1902. 

F^truings  from  operation $  19,347 

Operating  expenses    6,988 

Net   earnings    12,350 

From  Jan.  i  to  Sept.  30 : 

1902. 

learnings   from  operation $'37,407 

Operating  expenses   59,847 

Net   earnings    87,559 


1903.  Increase. 

$  40,921  $  21,574 

9,820  2,832 

31,101  18,751 

1903.  Increase. 

$194,636  $  57.229 

66,935  7.088 

127,700  40,101 


ELGIN.   AURORA   &  SOUTHERN. 

Following    is    the   comparative    statement    of    the    Elgin,    .'\urora 
&    -ioutlu-rn    I" faction    Co.    for   .August: 

1902.           1903.  Increase. 

Earnings  from   operation $  43,506    $  47,423  $    3.917 

Operating   expenses    22,128         23,927  1,799 

Net   earnings    21,378        23,496  2,118 

For  the  eight  months  : 

Earnings  from  operation $270,435     $305,725  $35,290 

Operating  expenses    158,851       174,521  15,670 

Net    earnings    1 11, .584       131.204  19,620 


N.   Y.  &  L.   T.   TRACTION   CO. 

The  passenger  earnings  of  Ihe  New  York  &  Long  Ishiml    I  raction 
Co.  for  ;\ugust  compare  with  last  ye;  r  as  follows: 

ig02.  iip3.   Increase. 

h;;iniings   from   operalioii $3,071  $5,473     $1,402 

( )pei-al ing   expenses    2.27 1  3,334       1 ,062 

Net   earnings    804  2. 183       1 ,379 

Fixed   charges    37           37 

Net  income   804  2, 146       1 .342 

Operating  ratio    74  .61          *.i3 

'  Deere. l^c 

The  number  of  passengers  carried  during  ,\ugusl  was   114,(115,  as 
against  61.262  for  August,  1902. 


NORTHERN   'TE.XAS  'TKACITON   CO. 

Following  are   tlie   earnings  of   ihc   Norlhern    Texas    I'raclion    Co. 
for  September,  1903  : 

learnings   from  operation $  41 .94'J 

Operating   expenses    22,033 

Net   earnings    19.916 

Fixed   charges    9.673 

Net  income   10,242 

Nine  months  to  date: 

learnings  from  operation $335,296 

Operating   expenses    178,167 

Net  earnings 157,128 

Tixed  charges    82,490 

Net  income  74.6.18 

The  earnings  for  Septemlicr  increased  ,10.3  per  cent  over  Septeni 
her,  1902. 


INTlvRNATIONAL    TRACTION  CO. 

I'ollowing  i'.  tile  comparative  slatciiieiit   of  income  accoinil  of  tin- 
lnteni;iti<nial    Tniotion  Co.   .system,  of   HulTalo,   for  August: 

1902.  >')03.       Increase. 

l-'.arnings   from  operation $.169,564  $429,1)80    $  60,445 

Operating  expenses    182,960  201,395         18,434 

Net   earnings    18(1,574  228,585        42,010 

Fixed  charges,  including  interest,  taxes, 

rentals,    etc 127,918  1,16,535          8,617 

Net  income   58,656  92,049        3.1.39.1 

Operating  ratio    506  .478          *.028 

*  Decrease. 

The  net  income  July    1st   in  date  was  $1.56,983,  against  $97,712  in 
i</>2,  an  increase  of  $59,271. 

.SOUTH  SIDE  ELEVATT:1)  U  \i 
Accortling  to  the  annual  report  of  the  Soulli  Side  h'.levated  Rail- 
road Co.,  Chicago,  for  the  year  ending  June  .?o,  1903,  the  gain  in 
liaflic  was  10.4  per  cent,  as  against  5.9  the  [irevious  year  and  8,9  for 
Ihe  fiscal  year  ending  last  Dccenihcr  T'ollowiiig  is  llic  iiiroine 
siateincnl : 


860 


STREET  RAILWAY  REVIEW. 


l\ui.,  XIII.  .\u.  10. 


1902.  igoj.  Increase. 

Earnings   from  operation $1,408,325  $I,S55.044  $14'',719 

Operating  expenses   760,212  856.127  9S.9>S 

Net   earnings    648.113  698,916  50.803 

Fi.\ed  charges    I77.9l8  I5".27'  •26,647 

Dividends    4>2,952  4>2.952        

Snrpliis     61,227  I34.69.1  7i-<^ 

Operating  ratio   .540  .569  .029 

'Decrease. 


Ilie  earnings  (or  the  first  15  days  in  Septenil>er  were  $62,217,  as 
compared  with  $49,503  for  the  corresponding  period  of  last  year,  a 
gain  of  $12,713. 


rwiN   CITY   RAPID   TRANSIT  CO. 

The  report  of  the  Twin  City  Rapid  Transit  Co.  for  .Xugust  is  as 
follows : 

1903.       Increase. 

Earnings  from  operation $  656,466    $  41,933 

Operating  expenses    155554         '7585 

Net   earnings    209,912        24,348 

Charges  and  pref.  div 78427  694 

Surplus    I.?I.48S        23.654 

From  January  1st: 

Earnings  from  operation $2,648,590    $321,165 

Operating  expenses    i.,34i.963       181,254 

Net   earnings    1,406.627       139.9" 

Charges  and   pref.    div 627.193         16.697 

Surplus    779.434       123.218 

Earnings  for  the  second  week  of  September  were  $76,300,  an  in- 
crease of  $7,199.  For  the  month  of  September  earnings  amounted 
to  $370,348,  as  against  $.W7.966  last  year. 


MONTREAL  STREET  RAILWAY   CO. 

Tlie  comparative  statement  of  the  Montreal  Street  Railway  Co.  for 
August  follows: 

1902.  1903.  Increase. 

Earnings   from  operation $    195,610  $   208,586  $  12,976 

Miscellaneous  earnings  3.794  3.229  '565 

Total  earnings  I99,404  211,815  12,410 

Operating  expenses    100,086  109,158  9,072 

Net   earnings   99.3i8  102,656  3,338 

Fixed  charges    22,950  21,415  *l,535 

Net   income    16.368  21,415  4,873 

Operating  ratio 5117  -5233  •Ol>6 

October  1st  to  date : 

1902.  1903.  Increase. 

Earnings  from  operation $1,813,98/  $1-967.448  $l53.46i 

Miscellaneous    earnings    29,254  32.544  3.29° 

Total    earnings    1,843,241  1.999.993  156.752 

Operating  expenses    1,040,946  1,218,968  178,022 

Net   earnings    802,295  781,025  *2i.270 

Fixed  charges    187,178  210,778  23.599 

Net    income    615,116  570,246  *44.869 

Operating  ratio   5738  .6196  .0458 

*Decrease. 

Interest  on  the  Montreal  Park  &  Island  Ry.  bonds  owned  by  this 
company  not   included. 


TOLEDO  RAILWAYS  &  LIGHT 
The  following  is  the  financial  statement  of  the 
&  Light  Co.   for  August : 

1902. 

Earnings  from  operation $    1.38,642    $ 

Operating  expenses    69,889 

Net    earnings    68,753 

Fixed  charges  38.899 

Surplus    29,853 

Operating  ratio    504' 

For  the  eight  months : 

ig02. 

Earnings  from  operation $   94i.4'9    $ 

Operating  expenses 484.587 

Net  earnings   456.832 

Fixed   charges   .303.787 

Surplus    153.044 

Operating  ratio  ■5'47 

*Decrease. 


CO. 

Toledo 

Railways 

1903- 

Increase. 

i.io.515 

$  11,873 

76,231 

6,342 

74.284 

5.531 

4'.57i 

2.672 

32,712 

2.S59 

■5065 

.0024 

1903- 

Increase. 

1,075.913 

$1.34.494 

552,937 

68.350 

522,980 

66,148 

325.432 

21.645 

197,547 

44.503 

■5139 

*.ooo8 

DETROn    LXITED   KY. 

P'oliowing  is  the  comparative  statement  of  the  Detroit  United  Ry. 
for  ..Xugurt : 

1902.  1903.       Increase. 

l.:arnings   from   operation $   402.043  $    430.359     $28,316 

Operating  expenses   212.112  245,180        .13-068 

Net  earnings 189.931  185.179        *4.752 

Interest     79-583  .S4.167           4,584 

Net  income — surplus   1  io,.?47  101.012        *9.335 

'Decrease. 

For  the  eight  months: 

i(/)2.  1903.      Increase. 

Earnings  from  operation $2,613,020  $2,919,981     $306,961 

Operating  expenses 1,463.754  1,713,881         250,127 

Net   earnings    1,149,266  1.206,100        56,834 

Interest     621,960  659,554        37.594 

Net  income — surplus   527,.?o6  546,546        19,240 

For  the  first  14  days  of  September  the  Detroit  United  showed  a 
gain  of  $.?3.9io:  Rapid  Ry.,  $4,113;  Sandwich,  Windsor  &  .Vmherst- 
Imrg,  $1,421,  a  total  gain  of  $39,444.  For  the  third  week  of  Sep- 
tember the  total   earnings  were  $87,423.  a  gain  of  $2,917. 


CINCINNATI.  NEWPORT  &  COVINGTON. 

The  condensed  statement  of  the  Cincinnati.  Newport   & 
ton  Light  &  Traction  Co.  for  ."Xugust  is  as  follows: 

1902.  1903. 

Earnings  from  operation   $     96.217  $    112.576 

Operating  expenses 40.416  44.987 

Damages,  taxes,  rents  and  tolls 13.978  16,839 

Total   expenses    54.394  61,826 

Net   earnings    41.822  50,749 

Fixed  charges   21,113  21,350 

Net   profit    20,709  29,398 

Operating    ratio,    including    damages. 

taxes,  etc 5653  .549 1 

For  eight  months : 

1902.  1903, 

Earnings  from  operation $    707,435  $    794,967 

Operating  expenses    292.041  326.596 

Damages,  taxes,  rents  and  tolls 109,752  133.893 

Total   expenses    401,794  460.490 

Net  earnings  305.641  334.477 

Fixed   charges    168.749  168.534 

Net   profit    137.892  165.943 

Operating    ratio,    including    damages, 

taxes,  etc -56/9  -5792 

'Decrease, 


Coving- 
Increase. 
$  16.359 
4.571 
2,861 
7-432 
8,927 
237 
8.689 

*.Ol62 

Increase. 
$  87,532 
34.555 
24.141 
58.696 
28,836 

*2IS 
30,051 

-01 13 


NORTHERN    OHIO   TRACTION   &   LIGHT   CO. 

Following  is  a  statement  of  the  earnings  of  the  Northern  Ohio 
Traction  &  Light  Co.  for  the  12  months  ending  July  31,  1903: 

Gross   earnings    $829,724 

Operating  expenses    454,606 

Net   earnings    375-117 

Interest     270,000 

Surplus    105,117 

For  the  12  months  ending  Dec.  31,  1900.  the  gross  receipts  were 
$513,725:  for  the  year  ending  Dec.  31,  1901,  $617,011;  for  the  year 
ending  Dec,  31,  1902.  $745,044. 

For  the  first  8  months : 

1902.  1903.       Increase. 

Gross  earnings  $   484,407    $    582.286    $  97,879 

Operating  expenses    268,141  318.131        49.99° 

Net   earnings    216,266         264.254        47.988 

Interest     1.36.224         176.957        40,733 

Surplus     ■ 80,041  87,297  7,256 

Operating  ratio   5535  5462  

The  gross  passenger  earnings  for  September  were  $70,496,  a  gain 
of  $14,127.  or  an  average  daily  gain  of  $470. 


Oct.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


861 


PHILADELPHIA  CO.  .\ND  AFFILLVIED  CORPOR.\TIONS. 

Comparative  statement  of  Philadelphia  Co..  Equitahle  Gas  Co.. 
Consolidated  Gas  Co.  of  the  City  of  Pittsburg,  the  .Allegheny  County 
Light  Co..  and  Pittsburg  Railways  Co.  for  .\ugust : 

igcj.  190,?.       Increase. 

Earnings   from  operation $1,061,378    $1,177,759    $ii6.3{*i 

Miscellaneous  earnings  19.^95  35.076        15.7*^1 

Operating  expenses    708,705         748.989        40.184 

Net   earnings    371.96S         463.<*^6        91  .S7S 

Fixed    charges 307.O45  319.070         Ii.025 

.Accrued   preferred   dividend 22,780  23.9,^9  1.159 

Net  income  +2.143  12O,8,0        7^,693 

.Available  for  Philadelphia  Co +2,074         120.707        78,633 

Total  for  eight  months : 

1902.  1903.  Increase. 

Earnings    from   operation $9,023,183     $10,128,906    $1,105,723 

Miscellaneous   earnings    ,?J*'.563  316,019         *72,544 

Operating  expenses  5,101,491         5,820.144         718,653 

Xct    earnings    4.3 10.255        4.624.7S1  3 14-5-*> 

Fixed  charges  2.452.781         2.553.814  101.033 

Accrued  preferred  dividend 192..V58  191.+83  '875 

Net  income   1,665.115        1.879.484         214,369 

-Available  for   Philadelphia  Co....    1.662.899         i,877,,?03         214,404 

•Decrease. 


MA.XCHESTER    STREET    R.MI.WAV    CO. 

Following  is  the  statement  of  the  Manchester  (N.  H.)  Street 
Railway  Co.  for  the  year  ending  June  .?o,  1903.  as  shown  by  the 
aiini:al  report : 

Earnings  from  operation $267,967 

Operating   expenses   214.375 

Net  earnings 53.342 

Fixed  charges    21,585 

Net  income  31.807 

Dividend    31,230 

Surplus    577 

The  expenses  were  divided  as  follows :  Electric  motive  power, 
$61,502;  wages,  $62,000:  salaries  and  office  expenses,  $13,966;  fuel 
and  water,  $17,729;  parks.  $8,416:  maintenance  of  tracks  and  line, 
$17,000;  repairs  of  cars  $19,000.  During  this  year  the  company  col- 
lected 5.231.277  five-cent  fares,  received  for  advertising  in  the  cars 
$1,000.  and  from  park  entertainments  $5,189. 

The  length  of  the  road  is  28.375  niiles  and  ii  lias  5  .?05  miles  of 
double  and  2.425  miles  of  side  tracks.  .At  the  date  of  the  report 
it  had  30  closed  cars  and  56  open  cars  equipped  for  electricity  and 
163  motors.  It  has  since  bought  14  cars,  which  are  being  delivered. 
The  company's  capital  stock  is  $520,500,  its  bonded  debt  $250,000, 
and  its  floating  debt  $237,652.  The  slock  is  owned  by  ihe  Manches- 
ter Traction,  Light  &  Power  Co. 


MERIDEN  ELECTRIC  R.   R.   CO. 

The  annual  report  of  the  Meridcn  (Conn,)  Electric  Kaihoad  Cn. 
for  the  year  ending  June  30,  1903,  shows  the  following: 

Net  earnings  per  mile  run,  .0782;  miles  run.  70i,424!4 ;  passen- 
gers carried.  3.470,480:  number  of  paying  passengers  per  mile  of 
main  track  operated,  1.56.016:  number  of  paying  passengers  i>er 
mile  run.  3.9.16;  number  of  employes,  90;  number  of  cars,  55. 

Earning>  from  operation.  $149,469;  operating  expenses.  $94,588; 
net  earnings.  $54,880;  income  from  advertising.  $450;  rent  of  land 
and  buildings,  $248;  total  income,  $55,578. 

Deductions  from  income:  Taxes  (stale)  accrued,  $6,214:  other 
taxes,  $228;  interest  on  funded  debt.  $25,000:  interest  on  floaliiiK 
debt  accrued,  $8,533:  total,  $.19.97''- 

Net  income  from  all  sources.  $15,601 ;  deficit  for  year  ending  June 
.10,  IQ02,  $18,821 ;  total  deficit  for  year  ending  June  ,30,  1903,  $3,219. 


INTERIRI5AN  STREET  RAILWAY  CO. 

The  report  of  the  Inlernrlian  Street  Railway  Co.  for  the  year 
ending  June  .y),  1903,  the  first  full  year  of  the  operation  of  the  Mct- 
roiH)litan  system  by  the  Inlernrban  company  as  lessee,  shows  the 
gro»«  earnings,  which  are  divided  into  two  parts— Metropolitan  and 
Third  Ave.  line- — aggregated  $2i,54(,.,54S,  an  increase  of  $6|8,,377 
over  1902.  Fixed  charges  were  increased  by  $431,444  for  interest 
on  the  $11,000,000  of  Metropolitan  4  per  cent  refunding  Innds. 


The  con.solidaled  income  account  of  the  Metropolitan  lines  gives 
gross  earnings  of  $16,178,563;  net  earnings,  $8,372,245;  gross  income 
from  all  sources.  $8,620,844.  The  surplus  available  for  guaranteed 
dividend  of  7  per  cent  on  capital  stock  of  the  Metropolitan  Street 
Railway  Co.  is  $3.509.,339,  which  with  a  balance  of  guaranteed  divi- 
dend paid  by  the  Interurban  company  of  $130,452  makes  a  total  of 
$3.f'.?9.76i. 

The  con.solidaled  income  account  of  the  Tliird  .■\\e.  lines  aggre- 
gates $5,370,892;  net  earnings  from  operation.  $1,788,191;  gross  in- 
come from  all  sources.  $2,113,000.  leaving  a  deficit  of  $141,684. 

During  the  year  the  Metropolitan  lines  carried  469,183,445  fare  and 
transfer  passengers,  while  the  Third  Ave.  lines  carried  152,888,278 
passengers.  The  report  includes  a  schedule  of  60  pieces  of  real  es- 
tate, with  ,111  assessed   valiie  of  $22,000,000. 


MELBOURNE  TRAMWAY  &  OMNIBUS  CO. 

riio  30ih  annual  report  of  the  Melbourne  Tramway  &  Omnibus 
Co.,  Limited,  of  Melbourne.  Australia,  shows  the  traffic  receipts  for 
the  year  ending  June  30.  1903,  to  have  been  ^443,221,  a  decrease 
(if  £13.106.  The  total  receipts,  including  a  balance  of  £25,994  from 
the  year  before,  were  £488,539:  disbursements,  £462,291;  balance, 
£26,248.  During  the  year  £48,000  was  paid  in  dividends ;  wages 
amounted  to  £127,745;  salaries,  £18,076:  income  tax,  which  was  paid 
for  the  first  time,  £3,819;  repairs  and  maintenance,  £60,610;  interest 
and  sinking  fund,  £107,250;  transferred  to  reserves,  £32,313;  rating 
on  tramway  lines,  £19,885 ;  written  oflf  interest  and  sinking  fund, 
£3,000. 

The  company  is  capitalized  at  £2,ooo,(X30,  of  which  £400,000  is 
paid  in;  its  assets  are  placed  at  £951,001. 

.At  the  annual  meeting  .August  i8th  the  managing  director,  Mr. 
Francis  B.  Clapp,  reported  that  the  cost  of  feed,  licenses,  salaries, 
wages,  expenses  of  tramway  trust  and  income  tax  caused  an  in- 
crease of  £11,101,  while  fuel,  repairs  and  maintenance,  office  ex- 
penses, tramway  rating  and  leaseholds  decreased  £12,163.  There  was 
a  decrease  in  tramway  traffic  of  £15,043  and  an  increase  of  omnibus 
traffic  of  £1,937.  I  li^  total  number  of  passengers  carried  by  tram- 
cars  was  46,832.910,  an  increase  of  ,^89,894:  by  omnibuses,  1,171,456, 
an  increase  of  352,900 ;  total  number  of  passengers,  48,004,.366 ;  total 
increase,  742,794.  Number  of  train  miles  run  by  tramcars,  9,044,282, 
an  increase  of  166,060;  by  omnibuses,  450,109,  an  increase  of  101,448; 
total  miles  run,  9,494,391  ;  total  increase,  267,508.  The  total  mileage 
operated  by  the  company  is  48  miles  of  double  track. 

Dtiring  the  year  the  accommodation  at  a  lumiber  of  car  bouses 
was  increased  and  an  ;iddition  was  built  lo  tile  Nicholson  .St.  car 
and   machine   shop.;. 


LEVVlSrON,   BRUNSWICK  &   BATH  RY, 

The  annual  report  of  the  Lewiston,  Brunswick  &  Bath  Street  Ry., 
Brunswick,  Me.,  for  the  year  ending  June  .^o,  1903,  shows  a  deficit 
for  the  year  of  $4,025,  notwithstanding  that  100,000  more  passengers 
were  carried  than  the  year  before.  This  is  the  second  longest  trol- 
ley line  in  the  state.     Following  are  excerpts   from   the  report : 

The  gross  transportation  earnings  were  $221,379,  against  $210,901 
ill  1902;  total  earnings,  $223,,507,  against  $213,100  in  1902;  operating 
expenses,  $161,344.  against  $141,137  in  1902;  net  earnings,  $62,153, 
.igainsi  $72,963  in  1902.  The  gross  income  above  operating  expenses 
was  $70,502,  against  $90,819.  The  total  charges  and  deductions  from 
income  account  were  $74,528,  leaving  a  dilicit  of  $4,025.  Last  year 
the  total  net  income  was  $7,3.58. 

The  company  expended  $21,525  for  maintenance  of  roadway  and 
buildings,  against  $|6,.198  in  l</)2:  for  maiiilenaiice  of  e(|uipineiil, 
$32,963,  against  $27,747  in  1902.  The  Iransporlatioii  expenses  were 
$(;3.88i.  against  $82,3.58  in  ii^oj,  Tlie  net  expciidilnn.  cli;irgcil  to 
properly  account  was  $8,078. 

This  year  the  receipts  from  park,  advertising,  etc..  were  $8,338.  or 
$<).547  less  than  in    i<;o2. 

There  is  a  decrease  in  the  number  of  Maine  stockhcdders  from  26 
lo  24.  but  an  increase  in  the  amount  of  slock  held  in  Maine  from 
$88,800  to  $i;<j,ooo,  allbough  lliere  was  no  change  in  the  .iinnnni 
out  standing  . 

'Hie  record  of  traffic  shows:  Passengers  carried,  4,35Mt-|.  against 
4,237,o<')5  in  ifX)2,  Average  number  of  persons  employed,  180,  as 
against  178  in  1902.  Salaries  for  officers  and  clerks,  $5,2.i;4;  for  llic 
125  other  employes.  $72,231.  During  the  year  there  were  four  acci- 
dents, in   which   two   perscjus    were  killed    and   three   injured. 


862 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.   io. 


PHILADELPHIA  RAPHD  TRANSIT  CO. 

The  anmial  report  of  the  Philadelphia  Rapid  Transit  Co.  for  ihc 
year  ciuleil  Jime  .?oth  shows  the  miniher  of  passengers  carried  to 
have  Ik'i-11  .165.908,05 r.  an  increase  of  40,io6.o8K,  and  the  total  re- 
ceipts $15,4.16.572.  Hie  delailed  report  compared  with  last  year's 
annual  report  i>f  llie  I'nion    Traction  Co.  shows: 

190.V       Increase. 

KariiinRs   from  operation    $15,277,806    $i,3o8,S73 

Miscellaneons  earnings    158,766  9.840 

Operating  expenses  7,2.34,892         8,32,554 

Net  earnings   8,201  ,f)8o         485,859 

Kixed  charges   6,805,089       1,071,149 

Licenses  and  taxes 9Q0.7O'  86,860 

Net   income    405.888       *672,149 

Operating   ratio    .5384  •0'54 

♦Decrease. 

The  large  increase  in  fixed  charges  is  dne  in  part  to  the  pay- 
ment of  $900,000  Union  Traction  rental ;  the  balance  of  the  increase 
in  fixed  charges  was  dne  to  new  leases  made  dnring  the  year.  The 
fire  insurance  fund  was  increased  during  the  year  by  $178,375;  and 
$,500,000  of  the  amount  charged  to  operating  expenses  was  ex- 
pended on  the  Chestnut  St.  and  Walmit  St.  lines.  During  the  year 
approximately  25  miles  of  new  lines  were  built;  23V2  miles  of  track 
was  renewed,  and  550,564  lineal  feet  of  duct  conduit  was  laid.  I'lu- 
power  equipment  was  increased  by  i,.5(>o  kw.  .\  mimber  of  new  cars 
of  the  large  type  were  added  to  the  eiiuipment. 

The  report  of  the  treasurer  shows  the  total  receipts  lo  have 
been  $20,040,970:   disbursements,   $19.725.4.56;   balance,   $315,514. 

The  report  of  the  treasurer  of  the  I'nion  Traction  Co.  shows  the 
receipts  for  the  year  ending  June  30,  1903.  to  have  been  $8,6.56,549. 
including  a  balance  of  $2.10,464  as  per  re])c.rt  of  .Time  .10.   ig02. 


rilE   .\MF.K1CAN   RAILWAYS   CO. 

.Accompanying  the  fourth  annual  report  of  the  American  Rail- 
ways Co..  of  Philadelphia,  for  the  year  ending  June  30.  1903,  is  the 
report  of  the  president.  Mr.  J.  J.  Sullivan,  which  shows  that  the 
gross  earnings  of  the  subsidiary  companies  were  $1,245,298,  an  in- 
crease of  $238,802,  or  23  per  cent,  over  1902.  Dividends  amounting 
to  $223,774  were  paid,  leaving  a  b.ilance  of  $50,917,  which,  added 
to  the  surplus  of  1902,  makes  this  year's  surplus  $381,783.  The  rest 
of  the  issue  of  $2,500,000  of  collateral  trust  convertible  bonds  re- 
maining unsold  June  30,  1902,  amounting  to  $910,000,  was  disposed 
of  during  the  year  at  a  price  netting  the  company  98  per  cent  with 
interest.  The  $150,000  of  first  mortgage  five  per  cents  received  from 
the  Bridgetoni  &  Millville  Traction  Co.  in  part  payment  for  its  Port 
Norris  extension  were  sold  at  par  and  interest.  During  the  year 
holders  of  the  .American  Railways  Co.  5  per  cent  collateral  trust 
convertible  bonds  amounting  to  $52,000  converted  the  same  into 
stock.  The  company  sold  2,000  shares  of  its  unissued  stock  in  Sep- 
teml:>cr,  1902,  netting  $100,000,  making  the  capital  now  outstanding 
$3,903,000,   full  paid. 

During  the  year  the  company  purchased  the  rest  of  the  stock  of 
the  People's  Railway  Co..  of  Dayton,  O.  In  March,  1903,  the  com- 
pany purchased  the  I-Iome  Electric  Light  &  Steam  Heatin.g  Co.,  of 
Tyrone,  Pa. ;  also  the  Tyrone  Electric  Railway  Co.,  owning  and 
operating  about  12  miles  of  street  railway  in  Tyrone,  and  from 
Tyrone  to  Bellwood.  By  building  1.700  ft.  of  track  in  Bellwood  con- 
nection was  made  with  the  Altoona  &  Logan  Valley  system  and 
through  cars  are  now  run  between  Altoona  and  Tyrone,  The  com- 
pany now  has  in  .Mtoona  43. 8  miles  of  track:  the  total  trackage  of 
the  company  is  217.  i  miles,  showing  a  gain  for  the  ye.ar  of  .34.1 
miles. 

The  coinpany  has  in  Joliet,  Til.,  and  between  Joliet  and  Chicago, 
three  power  houses  aggregating  2,000  h.  o..  and  74  cars  on  77  miles 
of  track;  in  Dayton.  O..  it  has  one  power  hou.se  containing  2.000 
h.  p.,  and  iii  cars  on  28.3  miles  of  track;  in  Springfield.  O.,  it  has 
two  power  houses  aggregating  1,200  h.  p.,  and  54  cars  on  .30.3  miles 
of  track;  in  Bridgeton,  N.  J.,  and  from  Bridgeton  to  Millville,  and 
from  Bridgeton  to  Port  Norris,  it  has  28  cars  on  37  miles  of  track, 
and  one  power  house  containing  850  h.  p. ;  in  the  Altoona  system  it 
has  three  power  houses  aggregating  3.400  h.  p  ,  and  72  cars.  The 
company  owns  one  locomotive  and  eight  freight  cars,  making  a  total 
of  .348  cars. 

The  company  owns  three  electric  light  plants,  one  in  Springfield. 
one  in  Tyrone  and  one  in  Bridgeton,  and  it  has  municipal  contracts 


for  a  term  of  years  for  lighting  all  three  cities.  Near  .Mtoona  the 
company  owns  160  acres  of  land  for  park  purposes;  in  Dayton  it  owns 
47  acres;  in  Springfield  18  acres,  and  in  Bridgeton  II  acres.  The 
highest  standard  of  efficiency  has  been  insisted  upon  and  main- 
tained in  the  roadway,  car  equipments  and  power  houses  of  all  the 
properties. 

In  conclusion  Mr.  Sullivan  states  that  while  the  growth  of  the 
properties  shows  a  handsome  improvement,  the  increase  in  cost  of 
lalKir,  coal  and  electrical  equipment  has  been  a  factor  in  keeping 
down  the  profits  of  the  company. 

The  treasurer's  report  shows  the  gross  income  for  the  year  to  have 
been  $423,028;  deductions  from  income.  $148.3.36;  net  income.  $274, 
691. 


Strikes  of  the  Month. 


The  Newark  conductors  and  motormcn  of  the  Public  Service 
Corporation  of  New  Jersey  struck  September  24th  and  threatened 
to  involve  all  the  lines  operated  by  the  company.  The  next  morn- 
ing the  strike  was  called  off.  upon  the  contpany  promising  to  con- 
sider changes  which  should  be  to  the  men's  advantage.  The  com- 
pany declined  to  deal  with  the  union,  however,  or  with  any  employe 
representing  himself  as  a  union  man;  it  also  declined  to  grant  the 
increa.sc  in  wages  demanded.  Later  the  employes  on  all  the  com- 
pany's lines  in  the  st.itc  voted  upon  the  advisability  of  beginning 
an  extensive  strike,  with  ihc  result  ih.Mt  75  per  cent  of  the  men 
declared  themselves  against  it. 

Because  the  company  refused  a  proposition  lo  arbitrate  the  con- 
ductors and  motormen  employed  by  the  People's  Traction  Co.,  of 
Galcsburg,  111.,  went  out  on  strike  September  23d.  The  company 
had  discharged  three  men  for  drunkenness,  but  the  men  claimed  it 
was  because  they  belonged  to  the  union,  and  that  precipitated  the 
strike.  Since  the  strike  began  the  trolley  wires  have  been  cut 
twice  by  strike  sympathizers,  but  aside  from  that  there  have  been 
no  riotous  indications.  The  company  has  managed  to  keep  the  cars 
running  more  or  less  regularly.  October  5th  the  union  presented 
a  petition  to  the  Galesburg  city  council  praying  that  it  compel  the 
company  to  arbitrate.  The  petition  was  referred  to  the  mayor  and 
city  attorney,  with  power  to  act,  it  being  decided  by  the  council 
that  it  involved  a  question  of  law  enforcement. 

September  26th  the  conductors  and  motormen  employed  by  the 
Citizens  Railway  Co.,  of  Waco,  Tex.,  went  out  on  strike,  tying  up 
the  entire  system.  The  demand  of  the  union  is  that  the  company 
shall  enter  into  the  customary  agreement  with  the  Amalgamated 
Association  of  Street  Railway  Employes  of  America.  Citizens  ap- 
pointed a  committee  to  endeavor  to  adjust  the  differences,  without 
success,  although  both  sides  were  willing  to  make  concessions.  The 
company  absolutely  refused  to  allow  the  union  to  pass  upon  the 
discharging  of  the  men,  however,  so  the  strike  was  renewed  with 
more  vigor.  There  has  been  a  little  rioting  on  the  part  of  the 
men.  October  9th  the  niayor  of  Waco  notified  the  company  that  it 
must  run  its  cars  or  proceedings  to  forfeit  the  charter  would  be 
commenced.  Preparations  were  then  begun  to  try  and  operate  the 
cars.     October  12th  the  first  cars  were  run. 

October  7th  the  union  trainmen  of  the  San  .Antonio  (Tex.) 
Traction  Co.,  about  175  in  number,  struck  for  higher  wages  and 
for  the  regulation  of  the  right  of  discharge.  Previous  to  the  strike 
the  company  discharged  11  turbulent  union  leaders  and  that  brought 
the~  situation,  which  had  long  been  strained,  to  a  climax.  The 
company  rStn  cars  over  part  of  its  system  October  8th,  employing 
nonunion  men.  Rioting  broke  out  on  the  San  Pedro  and  Govern- 
ment Hill  lines,  but  the  disorder  was  promptly  suppressed.  The 
grand  jury  immediately  took  hold  of  the  situation  and  the  city 
officials  promised  to  give  the  company  all  the  protection  possible. 
October  loth  the  company  announced  that  it  had  all  the  men  needed 
to  operate  on  regular  schedules  and  full  service  would  be  re-estab- 
lished October  T2th.     During  the  riots  two  men  were  shot. 


The  Houston,  Tex.,  city  council  has  adopted  an  ordinance  re- 
quiring compartment  cars  on  the  Houston  street  railway  lines  to 
separate  the  white  and  black  races. 


The  City  Street  Car  Co..  of  Staunton.  Va.,  was  placed  in  the 
bauds  of  a  receiver  September  i6th  last.  What  will  be  done  with 
the  property  had   not  been  determined  up  to  September  26th. 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


863 


Cars  for  the  New  York  Subway. 

The  St.  Louis  Car  Co.  began  to  ship  the  new  suhway  cars  built 
for  the  Interb<irough  Rapid  Transit  Co..  New  York,  the  first  of 
this  month  and  up  to  October  12th  28  cars  had  been  delivered,  de- 
liveries taking  place  at  the  rate  of  15  cars  per  week.  Two  hundred 
of  these  cars  have  been  ordered  for  use  in  the  nndergrotnid  system 
of  New  York  City,  and  they  are  stated  to  lie  llie  fine~l  of  tlu'  kind 
ever  built. 

.\n  e.xterior  and  an  interior  view  of  these  cars  are  shown  here- 
with.    Some  of  the  principal  dimensions  are  as  follows;     Length  of 


IXTERBORofcia  CAR     ST.  LOI'IS  C.'M*  C" 

car  bodies  o\er  :ill.  51  ft.  5  in.;  o\'cr  corner  posts.  42  ft.  7  in.;  tlis- 
tance  from  center  to  center  of  needle  beams,  10  ft.  1 1  in. ;  width 
over  side  sills.  8  ft.  8)4  in. ;  height  of  end  door  openings.  6  ft.  6'/i 
in.;  height  of  Ixidy  from  bottom  of  sill  to  top  of  roof.  8  ft.  cj's  in. 
The  car  bodies  taper  toward  the  lop.  being  designed  to  give  the 
maximum  seating  space  and  al  llic  same  time  allow  the  niaxiinuni 
clearance  of  tunnels. 

The  liottom  framing  is  of  combined  steel  and  wood ;  the  bolsters 
are  of  heavy  rolled  steel  plates,  top  and  bottom  members  machined 
at  the  outer  ends,  bolted  together  and  re-inforced  with  steel  castings, 
which  are  planed  on  faces  and  edges  and  have  triple  floor.  The 
lower  floor  is  covered  with  !4-in.  asbestos,  rolled  fire  felt,  and  the 
finishing  or  third  floor  is  grooved  and  acts  -as  a  floor  mat.  Under- 
neath the  bottom  they  are  covered  with  J^-in.  transite  board,  securely 
nailed  to  all  bridges  and  fitted  to  the  side  sills. 

The  trucks  arc  swing  Ijolster  type,  with  solid  forged  frames.  Iran 
som  liars  and  all  bolts  and  wearing  parts  are  machine  fitted,  the  lH)lt 
holes  being  drilled. 

The  car  body  proper  is  covered   with   copper  sheathing,  to  make 


I.'.IKKIOR  OK  I.N  I  l.Kl;c)H(Jl,(.lI  CAR. 

the  cars   as  fircpriKif  as  possible   consistent    with  bnihling   a   hand 
w)me  passenger  coach. 

ITic  interior  finish  is  finest  African  mahogany;  the  seals  are  ar- 
ranged crosswise  in  the  center  of  the  car  and  longilndinally  a(  the 
cnej!i.  The  sash  arc  arranged  so  the  top  sash  will  drop,  the  lower 
Hash  remaining  stationary.  The  cars  arc  etpiipped  with  automat ii- 
air  hrakcs  and  other  niorleni  appliances  and  are  heated  with  elec- 
Iricily. 


Nashville  Railway  &  Light  (^o. 

riie  Xaslnillc  K:iiiway  &  Light  Co.  has  complcled  the  recon- 
struction of  iis  track  on  Broad  St.,  Nashville:  the  West  Nashville 
line,  which  is  being  double  tracked,  is  about  half  finished,  and  the 
double  track  on  Woodland  St..  from  1st  to  loth  St.,  is  practically 
completed.  The  extensions  of  aI>ont  -^  mile  each  on  the  (Jallatin 
and  Vaughn  Pikes  have  been  completed  and  the  cars  operating 
over  them  are  being  patronized  to  a  much  greater  extent  than  was 
anticipated.  The  company  is  receiving  from  the  Tennessee  Coal, 
Iron  &•  Railroad  Co.  1,200  tons  of  70-lb.  steel  rails  to  lie  used  to 
complete  the  double  track  to  West  Nashville  and  in 
the  reconstrnction  of  the  double  track  on  South 
Spruce  St.,  which  leads  to  the  company's  Glendale 
Park,  from  Broad  St.  to  Fogg  St. ;  the  rest  of  the 
line  to  the  park  is  in  gocul  oniulilion  and  will  not  be 
reconstructed  at  present. 

Al  the  corner  of  Broad  and  Spruce  Sts.  special 
track  work  has  been  laid  whereby  some  of  tlie  cars 
may  be  diverted  down  Broad  St.  and  up  College  St., 
10  the  center  of  the  city  and  the  transfer  station,  in- 
stead of  Spruce  and  Church  Sts.,  where  tr...ln 
is  greatly  congested.  This  also  gives  more  direct 
connection  between  the  South  and  West  Nashville 
lines  and  llie  Union  station  on  Broad  St.  These 
improveiiiems  have  been  in  charge  of  the  company's  engineers, 
Messrs.  Ford,  Bacon  &  Davis. 

.^n  ordinance  is  pending  in  Ihe  city  onuiieil  gi\ing  Ihe  company 
the  right  to  build  and  operate  a  double  track  line  on  Church  Si. 
from  McTyeire  .•\ve.  through  Felder  .\\e.  to  ihe  Horse  Show 
building  on  Cedar  St.  .\t  present  there  is  a  single  track  on  Church 
St.,  but  none  whatever  on  Felder  .Xvc.  Heretofore  the  crowds  that 
annually  attend  the  Horse  Show  have  been  inade(|uately  handled 
over  the  old  line  via  Jo  Johnston  Ave.  The  bill  has  passed  its 
second  reading  in  the  face  of  considerable  opposition  and  now  it  is 
thought  the  way  is  clear  for  its  final  passage. 

Tile  company  has  experienced  considerable  trouble  in  both  the 
railway  and  light  departments,  owing  to  lack  of  power  while  the 
change  is  being  made  from  the  old  to  the  new  pnwer  iiiaiil.  Re- 
cently, however,  an  arrangement  was  made  whereby  the  eoinpaiiy 
will  temporarily  obtain  steam  from  the  city's  electric  plant,  which 
adjoins  the  company's  new  pow-er  station. 


Chicago  Elevated  Traffic. 

In  September  the  South  Side  F.levated  Railroad  Co.  carried 
81.887  passengers,  as  against  76,572  in  September,  1902,  an  increa.se 
of  6.94  per  cent ;  the  Northweslern  F.levated  Railroad  Co.  carried 
112,99,?  passengers,  compared  with  I09,7.:;i  last  year,  an  increase 
of  6.50  per  cent ;  the  Metropolitan  We.it  Side  Elevated  Railroad  Co. 
carried  68,107  passengers,  compared  with  6,^950  in  Septemlwr,  1902, 
an  increase  of  2.95  per  cent ;  the  Lake  Street  Elevated  Railroad  Co. 
carried  41,705  passengers  on  its  main  line.  .111  increase  of  1.27  per 
cent;  with  transfers  it  carried  44.56,1.  In  Ai^iist  Lake  Street 
traO'ic  decreased  .01  per  cent. 


An  Accident  Report. 

The  following  report   was  turned  in  by  a   eonduelor  nf  the   kcieli- 
ester  fN.  Y. )   Railway  Co.  recently: 
Date         .Sept.  28,   lyo.v 

Where  accident   occurred.      In    front    of    .\lr.    Kalz'   sausage    f;ictiir.\. 
Name  and  residence  of  witnesses.     No  Botly  seen  it 
Statement   of   accident    in    full:      Mi.    Katz'    Mongrel    Dug    chased 
a  Sparrow  and  the  Sparrow  flew  over  the  car  and  the  Dog  Hew  uii 
dcr  the  car  almost  upselling  it  with  his  eiKU'inoiis  carcasi' 
Extreordincry  fat  he  was  indeed,     be   Died    Insl.iiilly.      I    utiderst.iiHl 
Mr.    Kal/    Buried    him    Daceiitlv. 


Condiiclor, 


Sr|iicniber  21-25,  inclusive,  the  Lehigh  Valley  Traction  Co.  and 
llie  Philadelphia  «i  Lehigh  Valley  Traction  Co.  carried  475,247  cash- 
fare  passengers,  it  being  Fair  week,  This  cxceef|s  all  previous 
records. 


864 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  io. 


Canadian  Notes. 

The  Toroiiio  Railway  Cu.  is  nisliing  work  on  coiiti-inplati-d  iiii- 
provoniciits  to  cosl  ai  least  $750,000.  Four  Ixilleries  of  boilers,  two 
new  engines  and  two  dynamos  are  lieing  installed  at  the  power 
house,  which  will  increase  its  capacity  l>y  .?.JOO  li.  p.,  and  to  secure 
additional  power  during  rush  hours  a  storage  battery  with  a  capacity 
of  .l.ooo  ampere-hours  is  being  erected.  Nearly  50  miles  of  new- 
feeder  wire  is  being  strung,  also.  A  number  of  new  cars  are  being 
built  for  winter  service.  15  of  them  to  be  convertible  cars. 

The  Montreal  Street  Railway  Co.  has  applied  for  an  extension 
of  franchise  for  ,\o  years  and  offers  to  remove  snow  and  dust,  and 
to  water  the  streets  upon  which  its  cars  run.  on  condition  that  it 
he  given  power  to  arrange  with  other  companies  matters  afTectiiig 
the  use  of  these  streets,  and  at  the  end  of  30  years,  in  event  of 
expropri.ition  by  the  city,  the  latter  shall  acquire  all  of  the  com- 
pany's undertakings  in  and  out  of  the  city.  The  company  will 
further  agree  to  sell  workingmen's  tickets  10  for  J5  cents,  the  new 
obligations  to  be  in  lieu  of  all  taxes  except  such  as  all  joint  stock 
companies  are  required  to  pay. 

A  bill  for  the  construction  of  a  radial  railway  from  Toronto 
to  Hamilton  passed  the  Senate  at  Ottawa  September  241!!.  The 
p  ojectors  of  the  road  are  Frederick  Nichols,  second  vice-president 
and  managing  director  Canadian  General  Electric  Co.;  William  Mac- 
Kenzie.  president  Toronto  Railway  Co..  and  Col.  II.  M.  Pellalt.  36 
Kinc  St.  East.   Toronto. 

'The  citizens  of  Woodstock.  Out..  September  jM  passed  a  reso- 
lution pledging  their  support  of  the  proposed  electric  line  between 
St.  Mary's.  Embro  and  Woodstock,  for  which  a  charter  has  been 
granted. 

The  electric  road  which  is  to  connect  St.  George  and  Gait  with 
Blue  Lake,  Paris  and  Brantford,  Out.,  is  practically  completed  from 
Paris  as  far  as  the  new  plant  of  the  Ontario  Portland  Cement  Co. 
A  franchise  has  passed  the  first  reading  in  the  council  at  St.  George. 
S.  Ruter  Ickes.  president  of  the  Brantford  Street  Railway  Co., 
James  G.  Wallace,  president  of  the  Woodstock.  'Thames  Valley  & 
IngersoU  Electric  Railway  Co..  and  W.  P..  Wood,  of  Brantford,  are 
interested. 

Mr.  H.  M.  Sloan,  of  Chicago,  is  president  of  the  Stratford  Radial 
Railway  Co..  which  is  to  bii51d  a  .system  between  Stratford.  Mitchell 
and  St.  Marys,  for  which  surveys  have  been  completed.  Idington 
&  Robertson.  Stratford.  Ont..  are  the  company's  solicitors. 

'The  Winnipeg  Electric  Street  Railway  Co.  has  been  granted  a 
franchi.se  in  St.  Boniface,  one  of  the  conditions  Ijcing  that  cars 
shall  be  running  before  winter  sets  in.     Construction  has  begun. 

'The  Peterboro  Radial  Railway  Co.,  which  recently  secured  a 
.W-year  franchise  in  Peterboro,  Out.,  and  will  use  the  tracks  of  tlie 
defunct  Peterboro  &  .-\shlnirnliam  company,  is  building  a  new  dam 
and  power  house  at  a  cost  of  $250,000. 

A  by-law  has  been  enacted  providing  for  the  taking  over  of  tlie 
Guelph  Railway  Co.  by  the  city  at  a  cost  of  $78,000. 

'The  British  Columbia  Electric  Railway  Co..  Ltd..  plans  to  extend 
its  line  from  New  Westminster  to  Ladner,  crossing  the  Eraser 
River. 


New  Officers  for  the  C,  H.  &  1). 


Municipal  Ownership. 


Mr.  Charles  Francis  .•\dams,  of  Boston,  is  quoted  as  having 
made  the  following  remarks  to  an  inquiry  concerning  mtniicipal 
ownership  and   its  practicability   in   Kansas   City: 

"ll  so  chances  T  have  had  occasion  to  examine  very  carefully 
nnmicipal  transportation,  both  for  city  service  and  for  railroads 
in  Europe.  I  can  only  say  that,  as  the  result  of  careful  official 
examination  on  my  part,  I  have  never  yet  found  in  Europe,  any- 
where, a  case  of  inunicipal  or  public  transportation  worthy  of  ,in 
instant's  consideration  as  compared  with  our  own.  'The  nnmicipal 
.systems  in  Glasgow  would  lead  to  a  riot  within  24  hours  if  put 
in  use  in  Kansas  City. 

"I'nder  the  circumstances,  do  not  look  for  sympathy  from  me 
in  a  movement  in  that  direction.  You  m.ay  regard  our  present 
condition  as  being  in  the  frying  pan.  I  can  only  say  that  if  yon 
wriggle  ont  of  it  into  anything  in  use  in  Europe  you  would  find 
yourself  sizzling  in  the  fire  at  short  notice.  Please  don't  talk  to 
ine  of  doing  business  through  government  machinery.  It  is  one 
colossal  exhibition  of  waste,   extravagance  and   incompetence." 


The  Ticket  and  Freight  Soliciting  Departmeitts  of  the  Cincinnati, 
Hamilton  S;  Dayton  Ry.,  which  have  been  located  in  the  Chamber  of 
Commerce  Building,  in  Cincinnati,  for  the  past  fifteen  years,  have 
removeil  to  the  corner  of  Fifth  and  Walmit,  in  the  new  Traction 
Building.  This  building,  which  is  the  second  of  the  so-called 
"Skyscrapers"  in  that  city,  is  a  magnificent  oitc.  The  location  is  on 
the  Public  Square  in  the  busiest  corner  of  the  city.  The  offices 
are  furnished  in  mahogany,  with  tile  floor,  and  contain  all  modern 
improvements.  The  character  of  the  furniture  and  the  magnificent 
frontage  of  fifty-five  feet  on  Fifth  St.  will  enable  the  company  to 
show  its  friends  what  is  now  and  will  likely  be  for  some  time  the 
finest  railroad  soliciting  office  in  the  country. 


Transit  Plan  for  East  River  Bridges. 

Bridge  Commissioner  Lindenlhal,  of  New  York  City,  recently 
submitted  a  plan,  which  has  been  transmitted  to  the  Rapid  Transit 
Commission,  for  connecting  the  East  River  bridges  with  the  surface 
and  elevated  lines  of  Manhattan  and  Brooklyn.  'The  plan  includes 
an  elevated  crosstown  line  in  Manhattan  extending  from  the  new 
Manhattan  Bridge  to  the  North  River,  crossing  the  Second,  Third, 
Sixth  and  Ninth  .\ve.  elevated  roads,  with  transfer  .stations  at  the 
inter.secting  points.  'The  Brooklyn  Bridge  would  be  double-decked, 
the  upper  portion  to  be  used  for  the  elevated  tracks,  the  trolley 
tracks  to  occupy  the  space  on  the  lower  part  now  used  by  the 
regular  bridge  cars.  At  the  Brooklyn  end  uf  the  bridge  the  ele- 
vated tracks  will  connect  with  those  on  Fulton  St.,  and  those 
leading  to  Myrtle  and  Flatbush  .Aves.  It  is  proposed  to  continue 
the  Flatbush  .Ave.  line  on  the  new  avenue  that  will  be  laid  out  as 
an  approach  to  the  new  Manhattan  Bridge  across  the  bridge  and 
extending  thence  to  the  North  River,  as  stated.  It  is  also  sug- 
gested that  the  south  track  of  the  Fulton  St.  elevated  road,  after 
it  is  continued  over  the  Manhattan  Bridge,  be  turned  off  into 
Division  St.,  taking  the  place  of  the  present  Second  .Ave.  elevated 
structure  on  that  street,  and  continued  down  Division  St.,  cross- 
ing the  Second  and  'Third  Ave.  lines  at  Chatham  Sq.,  and  contin- 
ued on  a  second  deck  down  Park  Row  into  the  proposed  new  City 
Hall  station.  In  this  station  the  tracks  will  he  on  the  same  level 
with  the  tracks  on  the  Brooklyn  Bridge,  and  the  elevated  road 
would  fonn  a  complete  loop  from  Fulton  St..  Brooklyn,  over 
Maidiattan  Bl-idge  and  back  over  Brooklyn  Bridge  to  Fulton   St. 

It  is  proposed  to  remove  the  present  elevated  structures  on  the 
Plaza  in  Brooklyn  and  convert  the  space  into  a  park.  The  present 
Bridge  station  will  then  front  the  park  and  it  w-ill  be  a  through 
station. 

Regarding  the  proposition  to  remove  the  trolley  tracks  from  the 
roadway  on  Brooklyn  Bridge,  Mr.  Lindenthal  states  that  when  the 
bridge  was  built  the  placing  of  trolley  tracks  on  the  roadway  was 
not  foreseen  and  the  stiffening  system  of  the  suspended  portion  of 
the  bridge  is  not  adapted  for  the  exigencies  of  the  elevated  and 
trolley  car  traffic.  Furthermore  the  running  of  trolley  cars  on  the 
roadway  not  only  impedes  the  movement  of  trucks,  but  it  overstrains 
the  bridge  floor  construction,  entailing  constant  and  extensive  re- 
pairs. It  is  suggested  that  provision  be  made  in  the  plans  for  the 
new  City  Hall  station  for  a  terminal  of  10  loops;  that,  it  is  be- 
lieved, will  allow  ample  facilities  for  all  trolley  cars  in  the  future. 

.■\s  to  the  Williamsburg  Bridge  Mr.  Lindenthal  suggests  plans 
for  comiecling  the  trolley  tracks  in  Williamsburg  with  the  surface 
afid  elevated  lines  in  Manhattan.  lie  also  advocates  the  moving 
platform  plan  which  is  now  being  considered  by  the  Rapid  Transit 
Connuission.  It  is  proposed  to  run  this  moving  platform,  which 
would  have  a  capacity  of  70.000  passengers  an  hour,  over  the  bridge 
froiu  the  Williamsburg  end  under  Delancey  St,  in  Manhattan  to 
the  Bowery,  and  thence  under  the  Bowery,  Park  Row  and  Nassau 
St.   to   the  Battery. 

The  elevated  railroad  tracks  on  the   BlackwelTs  Island  Bridge,  it 

is   suggested,   should  be   connected   in   Manhattan  with   the   Second 

.\ve.  elevated  by  tw'o  stub  tracks,  and  on  the  Queens  side  a  similar 

si)ur  shnuld  join  the  elevated  road  either  at  Thompson  or  Jackson 

.\vc. 

•*—* 

'The  long-projected  electric  line  of  the  Bakcrsfield  (Cal.)  and 
\'entura  Railway  Co.  is  under  construction  between  Bakersficld 
and  Hucnemc.    A  cargo  of  ties  was  recently  received  at  Hueneme. 


Oct.  20,  1903.] 


STREET   RAILWAY   REVIEW. 


865 


New  Publications. 


THE  AMERIC.W  R.\1L\\  AY  ENGINEERING  AND  MAIN- 
TENANCE OF  \V.\V  .\SSOCI.\TION  has  issued  BuUelin  No.  43, 
September.  1903.  containing  the  Report  of  Committee  No.  111. — On 
Ties.  Pamphlet  form,  6  .n  9  in..  40  pages.  ihis  bulletin  is  being 
sent  to  members  in  advance  of  the  fifth  annual  meeting  of  the  as- 
sociation, which  is  to  be  held  at  the  Auditorium  Vlotel,  Chicago, 
March  15-17.   1904. 

INDEX  OF  THE  TECHN1C.\L  PRESS  is  the  title  of  a  new 
monthly  publication  which  was  first  issued  in  April,  1903.  by  the 
Association  de  la  Presse  Technique,  of  Brussels.  Its  contents  com- 
prise a  series  of  indexes  giving  the  title,  with  brief  explanation,  the 
name  of  the  author,  the  original  date  of  publication  and  the  length 
of  articles  of  general  interest  appearing  in  the  principal  technical 
journals  throughout  the  world.  It  is  a  handy  volume,  4x9  in., 
with  paper  covers,  containing  300  pages,  it  having  been  increased 
from  75  pages  in  less  than  five  months.  It  is  unique  in  that  it  is 
printed  in  three  languages,  the  Engli.sh,  French  and  German  jour- 
nals and  reviews  being  indexed  in  these  Languages,  respectively ;  for 
Italian.  Spanish  and  Russian  papers  French  is  employed,  while  the 
Scandinavian  and  Dutch  journals  arc  indexed  in  German.  The 
subscription  is  5  shillings  per  annum. 


More  Brill  Cars  for  the  Caimlcn  Interstate 
Railway. 


Forestry  Station  at  Purdue  University. 


The   Bureau  of   Forcstrj',    United  States  Department  of   Agricul- 
ture, has  established  a  timber  testing  station  at   Purdue   University 
Lafayette,   Ind.,  which   is  the   nucleus   for   work   in   the   Mississippi 
N'alley  for  an  investigation  of  the  mechanical   prop- 
erties of  the  commercial  timbers  of  the  United  States. 
Other    stations    have    l)ecn    established    at   the    Uni- 
versity   of    California,    at    Yale    University    and    at 
Washmgton.     The   work  at   Purdue   University   will 
be  under  the  direction  of  Dr.  W.   K.   Hatt,  and  the 
immediate  work  of  the  bureau  will  be  the  study  01 
the  red  gum,  a   wood  that  possesses  valuable  quali- 
ties but  at  present  neglected  largely  because  of  prcju 
cicc.     Also   work   looking  to  the  standardization  of 
dimensions  for  packing  cases  will  be  carried  on  with 
a  view  of  eliminating  the  necessity  for  much  of  the 
waste  that  now  exists  by  reason  of  the  want  of  in- 
formation as  to  the  strength  needed  for  such  cases. 
I  he   location   of  a   forestry   station   at    Purdue   Uni- 
versity   is    doubtless    in    recognition    of    the    excel- 
lent  work   done   there   in   the  testing  of   materials  of  construction, 
and  the  appointment  of  Dr.  Hatt  as  a  director  is  a  high  compliment 
to  him. 


The  Camden  Interstate  Railway  Co.,  of  Huntington,  \V.  Va.,  has 
lately  added  to  its  equipment  three  fine  combination,  passenger  and 
smoking  cars,  built  by  the  J.  G.  Brill  Co.  The  railway  operates  be- 
tween Guyaudotte,  VV.  Va..  through  Ihinlington,  Central  City, 
Kellogg,  Ceredo  and  Kenova  in  West  \'u-ginia,  C.ittlesburg  and 
.\shland,  Kentucky,  and  by  transfer  across  the  Ohio  River  to  Coal 
Grove  and  1  ronton,  Ohio. 

The  system  is  ,^2  miles  long.  The  company  owns  and  operates 
amusement  parks  at  Kellogg,  .-Xshland  and  Ironton,  which  increases 
very  materially  tlie  number  of  passengers  carried  during  the  sum- 
mer mouths.  I'he  new  cars  arc  intended  for  through  service  be- 
tween Guyandotte  and  .-Kshland,  but  as  the  district  through  which 
the  road  extends  is  thickly  populated  and  the  cities  near  together, 
the  cars  will  not  be  required  to  run  at  a  very  high  speed  ;  therefore 
they  are  mounted  on  short-base  trucks  of  the  ■'Brill  27G"  type, 
which  can  be  run  at  about  30  miles  an   hnur. 

.-\s  the  engraving  shows,  the  cars  are  ve^lilmle.l  at  eiliier  end. 
have  steam  car  roofs,  and  straight  sides.  The  upper  sashes  of  the 
windows  are  stationary,  and  the  lower  arranged  to  he  raised  for 
their  full  height,  recesses  being  provided  in  the  side  roofs  for  that 
purpose.  Three-bar  window  guar-Is  extend  alou,!?  the  sides  for 
the  full  length  of  the  car.  The  vestibules  are  shrallied  inside  and 
out  with  tongued  and  grooved  boards. 

The  entrance  doors  are  arranged  to  fold  against  the  body  ends, 
and  folding  gates  are  provided  which  close  against  the  vestibule 
posts. 

The  vestibule  sashes  have  single  lights,  and  are  arranged  In  drop 


Chicago  Union  Traction  (>o. 

On  October  Kth  Judge  Grosscup  in  the  United  States  Circuit  Court 
resumed  hearings  on  various  matters  connected  with  the  receivership 
of  the  Chicago  Union  Traction  Co.,  which  had  In-en  adjourned  from 
August  iHtb.  Further  testimony  was  heard  regarding  the  negotia- 
tions for  compromise  in  which  $100,000  was  demanded  by  some  mi- 
nority stockholders.  The  receivers  were  exoncr.Tted  from  blame  in 
this  transaction.  Mr.  Townsend  and  his  attorneys,  who  had  been 
restrained  from  instituting  any  proceedings  in  the  stale  courts  at- 
tacking the  action  taken  by  the  stockholders  of  the  Union  Traction 
and  its  lesser  companies  .Xugust  iKth,  have  arranged  for  an  appeal 
to  the  United  Slates  Circuit  Court  of  Appeals  from  the  order  grant- 
ing the  interlocutory  injunction,  and  the  contempt  proceedings 
against  Mr.  'Townsend  and  his  attorneys  in  Judge  Grosscup's  court 
arc  in  abeyance  until  I  he  court  of  appeals  shall  have  passed  upon  the 
injunction  order.  Judge  (injsscup  directed  Ihe  receivers  to  pay 
$88>ioo  K.  the  stockhfdrlcrs  of  the  North  Chicago  Street  Railway  Co, 
Oclolicr  I5lh,  as  provided  by  the  amended  lease. 


The  Waterloo  &  Cedar  Falls  Rapid  Transit  Co.  recently  removed 
in  general  office*  from  the  Mullan  Block.  Commercial  St.,  Waterloo, 
to  Ihc  new  Ij  Fayette  Pdock  where  il  has  leased  a  suite  of  nine 
rooms  on  the  fifth  f1fK)r.  In  a<Ulilion,  the  company  has  secured 
space  on  the  first  flwir  for  a  ticket  office  and  waiting  room. 


i;K1I,I<  CAK   ink   111    \  I  l.NCTON,  W.  VA. 

into  pmkets.  Between  Ihe  pas-cnger  .iiul  smoking  aparlnieiits  are 
hardwood  partitions  with  single  sliding  doors.  The  passenger  coni- 
parlment  has  seats  for  forty  passengers:  the  seats  are  of  spring 
cane  with  reversible  backs  and  are  placed  transversely  in  the  ear. 
'The  seats  in  the  smoking  comparlment  are  also  of  spring  cane,  are 
placed   longiliuliually  and  will  accoinmndate   u  passengers. 

'The  |)rincipal  dimensions  are:  Length  over  end  panels,  37  fl.; 
over  vestibules,  46  fl.  -,  in.;  from  end  panels  over  vestibules,  4  fl, 
H</j  in.;  width  over  sides.  H  ft.  j  in.  The  side  sills  are  plated  on 
the  iiiMde  uilli  \s  \  I-'  ill-  '•leel  plates;  besides  these  steel  ]ilales 
the  car  is  trussed  with  upper  and  lower  rods,  I'latfnnn  limbers 
are  reinforced  with  angle  irnii^  and  sircnglluiud  and  |iicitected 
wilh  angle  iron  bumpers,  Ihe  luleriors  are  liiiislud  in  natural 
cherry  and  the  ceilings  are  "f  l.inli,  neatly  decorated.  The  liiieks 
have  a  4-ft.  wheel-base.  33-in.  wheels  and  4'/:.-in.  axles.  The  cars 
arc  provided  with  four  motors  of  35  h.  p.  each. 
♦*♦ 

Casino  Technical  Night  School. 

'The  Casino  Technical  School,  of  l•:a^l  Pittsburg,  I'a,,  instituted 
r)n  September  1st  a  night  school  in  the  Casino  buildings  for  iii- 
slruclion  in  nieehanical-electrical  engineering,  uieehanical-sleain  en- 
gineering and  shop  practice,  for  the  benefit  "!  mechanics,  clerks  and 
ap[)rentices.  School  sessions  will  be  held  every  evening  except 
Saturdays  anri  holidays  until  June  1st.  The  school  is  under  the 
management  and  personal  direction  of  Mr.  Henri  b".  Chadwick, 
B.  S.,  formerly 'one  of  the  facidty  of  Tiifis  College,  and  the  Ameri- 
can .School  of  Correspondence  at  the  \riiioiir  Institute  of  Tciliuol 
ogy,  Chicago. 


866 


STREET    RAILWAY    REVIEW. 


[Vol.  XITI,  No 


New  CAub  Rooms  at  Schenectady. 

rill'  formal  upcjiiiis  oi'  ihc  new  clul)  roimis  of  the  Sclu'iicctady 
Railway  lUncfil  Association  in  the  Fuller  St.  station  of  the  Sche- 
nectady Railway  Co.  occurred  at  8  p.  m.,  Octoher  ist.  .\fter  an 
address  l>y  the  president  of  the  association  there  was  a  vaudeville 
entertainment,  followed  liy  dancing.  The  new  rooms,  which  had 
heen  open  for  inspection  from  to  a.  m.  to  6  p.  m.,  were  warmly 
commended,  and  the  evening's  entertainment  was  most  enjoyable. 
The  committee  of  arrangements  comprised  Messrs.  James  ().  Carr. 
J.  S.  Coles.  E.  J.  Ryon  and  E.  Reichtmyer. 


Disastrous  Windstorm  at  Pleasantville,  N.  J. 

I'hc  newly  coiniileted  car  ham  and  power  house  of  the  .-Vtlantic 
City  &  Suhurhan  Railway  Co..  at  Pleasantville,  N.  J.,  were  in  the 
path  of  the  tierce  gale  that  destroyed  much  property  in  that  \icin- 
ity  on  Scplemher  l6th.  and,  with  the  exception  of  the  power  house 
chimney,  were  entirely  demolished.  No  lives  were  lost  and  hut 
rue  person  was  injured.  Kortunately  no  heavy  pieces  of  wreckage 
■fell  upon  the  machinery  in  the  power  house.  Si.\  new  Brill  semi- 
convertible  and  "Narragansett"  cars  were  standing  in  the  car  barn 


WRECK  OI'  LAK   Ii.\KN,  I'LIJASANT VILLK.  N.  .1. 

and  received  the  whole  weight  of  the  roof  a)ul  girders  when  they 
fell,  and,  strangely  enough,  the  girders  bent  over  the  car  roofs  with- 
out damaging  the  cars  below  the  roofs.  For  several  days  the  cars 
had  to  rentain  under  the  wreck  and  on  being  taken  out  revealed 
no  straining  of  the  side  posts  or  injury  to  the  framing.  The  lines 
were  opened  only  a  few  days  previous  to  the  storm  and  only  one 
car  was  running.  Several  more  cars  were  at  the  Brill,  works  ready 
to  be  shipped  to  Pleasantville  at  the  time  of  the  storm,  and  by  a 
fortunate  occurrence  were  not  sent.  The  wreckage  was  quickly 
removed  and  building  operations  have  commenced,  the  plans  calling 
for   more    substantial    conslrnclion. 


Injunction  Against  Stark  Ry.  Modified. 

Recently  the  village  of  Beloit.  O..  secured  a  temporary  injunc- 
tion restraining  the  Stark  Electric  Railway  Co.  from  entering  the 
village.  The  people  of  Beloit  claimed  that  the  company  never  se- 
cured a  franchise  and  was  about  to  enter  upon  the  streets  of  the 
village  without  legal  right,  .^t  a  hearing  the  conip:iny  claimed  that 
it  had  a  private  right  of  way  and  did  not  intend  to  enter  on  any 
of  the  streets  of  the  village,  and  it  prayed  the  court  to  annul  the 
injunction  as  far  as  it  might  apjily  to  the  private  right  of  way. 
The  court  did  so. 


The  Jackson  &  Battle  Creek  Traction  Co.  has  instituted  half-fare 
tickets  for  children  under  I2  years  of  age  for  all  sections  of  the 
road.  This  is  believed  to  be  the  first  electric  inierurban  railway  to 
adopt  a  half-fare  rate. 


A  Method  of  Hahhitting  Armature  Hoxes. 

The  accompanying  illustrations  show  a  convenient  method  of 
babbitting  armature  bo.xes  which  is  in  use  at  the  shops  of  the  Los 
.Vngeles  and  the  Pacific  Railw,iy  Companies.  This  method  has  been 
found  to  give  entire  satisfaction  and  it  permits  of  rapid  and  accurate 
work.  A  cast  iron  plate,  A,  an  inch  or  more  in  thickness,  is  counter- 
bored  as  shown  to  fit  the  outside  of  the  shell.  A  wrought  iron  or 
steel  bar,  B.  is  turned  to  the  size  of  the  inside  diameter  of  the  bab- 
bitt before  tinishing,  and  it  has  a  very  slight  taper  so  that  it  can  be 


withdrawn  after  the  babbitt  is  poured.  The  plate  A  is  drilled  at  the 
liottom  so  that  this  bar  fits  tightly  into  it  and  stands  perfectly  per- 
pendicular. This  bar  and  the  shell  are  then  set  up  in  the  position 
shown  in  Fig.  i  and  care  must  be  taken  that  when  the  parts  are  in 
place  the  shell  and  the  bar  are  concentric  so  as  to  give  a  iniiform 
thickness  to  the  babbitt. 

It  babbitting  new  bo.ses  before  the  oil  holes  have  been  drilled,  all 
that  is  necessary  is  to  insert  the  core  in  the  plate,  put  the  shell  in 
position  and  pour  the  babbitt.  Old  shells  which  are  to  be  rebabbitted 
are  first  put  in  the  pot  and  the  old  babbitt  melted  ouf.  They  are  then 
put  in  position  on  the  plate  and  wrapped  -with  a  piece  of  asbestos 
to  prevent  the  babbitt  from  running  out  of  the  oil  holes. 

This  method  of  babbitting  also  works  well  with  split  boxes,  .\fter 
being  put   in  position  the  bo.N   is   wrapped   with   asbestos  paper  and 


the  babl)itt  poured  in.  The  method  of  holding  the  asbestos  paper  is 
shown  in  Figs.  2  and  3.  A  piece  of  galvanized  iron  is  cut  and  rolled 
to  the  shape  shown.  A  w^ire  handle  is  fastened  to  one  end  of  the 
piece  and  the  opposite  end  is  bent  so  that  when  the  handle  is  in  the 
position  shown  in  Fig.  3  it  engages  with  the  bent  end  of  the  curved 
piece  drawing  it  tightly  around  the  asbestos  which  it  holds  in  place. 
When  the  babbitt  has  hardened  the  shell  and  lim'ng  may  be  re- 
moved by  turning  the  whole  upside  down  and  striking  the  end,  P, 
upon  a  block  of  iron,  when  the  shell  and  lining  will  slide  off,  or  the 
core.  B.  may  be  driven  out  of  the  plate.  A.  by  a  blow  at,  D,  and  the 
shell  and  lining  driven  ofT  as  before. 


Oct.  20,  190,^  1 
Progress  on   the    Buffalo.  Dunkirk  &  Western. 

Work  along  the  line  of  the  Buflfalo,  Dunkirk  &  W  estern  Railroad 
from  Buffalo  to  Westfield  is  progressing  rapidly.  Ihe  line  from 
Fredonia  to  Westfield-a  distance  of  about  x  niiles-is  snbstantially 
finished.  The  company  will  be  operating  cars  on  this  section  wuhiu 
two  weeks.  The  line  from  Buffalo  west  to  .\ngola-a  distance 
of  22  miles-has  been  graded  for  double  track  with  all  of  the  con- 
crete culverts  and  foundations  for  bridges  in.  The  bridges  have 
been  delivered  and  will  be  soon  erected.  Tics  and  poles  have  been 
delivered  along  this  section  of  the  line  and  it  is  imended  to  have  the 
line  to  Angola  from  Buffalo  in  operation  before  January  tst.  I-rom 
the  rapiditv  with  which  construction  has  been  progressing  during 
the  past  sununer  the  entire  line  should  be  in  operation  by  July  i. 
,904-which  will  be  six  months  in  advance  of  the  date  of  the 
completion  of  the  contract.  When  completed  the  company  will 
have  a  roadbed  and  overhead  work  of  the  latest  and  l>est   pattern. 

There  will  Ix;  90  miles  of  track  operated. 


STREET   RAILWAY   REVIEW. 


867 


were  indicated  bv  the  voltmeters  used  in  the  tests  when  the  stream 
of  water  was  only  3  inches  long.  On  the  whole,  the  results  of  the 
experiments  showed  that  the  danger  to  firemen  from  the  contact  of 
water  from  the  hose  with  live  wires  carrying  high  potentials  is  not 
ordinarily  so  great  as  has  been  generally  supposed  hitherto.  1  his. 
however,'  is  no  reason  for  lessening  the  precaulions  looking  to  the 
safety  and  best  interests  of  all  concerned  in  this  matter.-From 
Cassicr's   Magazine   for   October. 


New  Car  for  Boone,  la. 


Evansville  &  Princeton  Traction  Co. 

The  Evansville  &  Princeton    Traction  Co.,  of  Princeton,  Ind..  has 

alKjut    completed    its    system    and    plans   to   open    the    road    to    the 

public  Noveml>er   ist.      The  line  will  draw   from  a   territory  havmg 

a   population    of   90.000   and    will   pass   through   the 

towns  of  King.  Fort  Branch,  llanbstadt,   St.  James, 

Stacer,  Ingle,  Darmstadt  and  Laubscher.    The  power 

house  is  at  Fort  Branch  and  it  is  anticipated  that  th. 

road  will  eventually  be  extended  through    Ha/e:;..ii 

to  Vincennes,  which  is  25  miles  north  of  Princeton, 

the  present  length  of  the  line  being  28  miles. 
The  rails  are  70-II).    T-rails,  laid  on  heavy  tics,  and 

the  line  will  be  ballasted  with  broken  stone.     There 

are  seven  cars  built  by  the  St.  Louis  Car  Co.  at   a 

cost  of  $8,000.     They  are  equipped  with  Wcstinghousc 

apparatus  and  will  seat  68  passengers.  The  interior 
finish  is  mahogany,  the  seats  are  upholstered  in  rattan 
and  the  cars  will  be  heated  with  hot  water.  Tliey 
will  be  equipped  with  toilets  and  water  coolers. 

The  officers  of  the  company  are:     President,  Jo- 
seph   Heston,    Princeton;    vice-president,    Jonah    G. 
LaGrange,  Fort   Branch ;  secretary  and  general   freight   and  passen- 
ger agent    E.  J.  Baldwin,  Princeton  ;  general  manager,  W.  L.  Sonn- 
tag.  Evansville;  treasurer.  S.  G.   Heston,   Princeton;  superimendent, 
II.  E.  Burchfield,  Fort  Branch. 

Electric  Shocks  Through  Fire  Stream  Nozzles. 

One  of  the  objections  to  the  erection  of  electric  high-tension  wires 
on  poles  in  cities  is  the  himlr.ince  they  offer  to  free  access  to  a  bmldmg 
hy  means  of  ladders  and  fire  towers  in  case  of  fire.     It  is  at  times 
necessary  to  cut  such  wires  to  afford  access  to  a  burning  building- 
a  work   which   is   not  highly   appreciated   by  the   fire-fighters.     An- 
other danger  to  the  firemen   is  that  of  electric  shocks  due  to  elec- 
tric currems  carried  to  Ihe  no7./.le  by  the  stream  of  water  when  it 
comes  in   contact    with   live    wires.     Such   shocks  have   more    than 
once  been  of  sufficient  strength  to  disable  firemen  for  a  time,  bu  , 
so  far  as  is  known,  no  fatalities  due  to  this  cause  have   occurred 
In  order  to  ascertain  to  what  extent  firemen  are  subject  U.  risk  of 
life    if   at   all.   when   the   stream   of    water    thrown    from   the    hose 
,tnkes   against    live   wires,   a    series   of   experimems    were    recently 
undertaken  in  Germany.     They  were  ma.le  with  pressures  of  6,000 
volts  alternating  current,  and  S50  volts  direct  current.      I  he  stream 
of  water  was  directed   against  a   portion  of  the  wires   from   winch 
the  insulation  had  been  previously  removed.     With  the  6,000  volts 
presiure  it  was  found  that  the  resistance  of  ab<3Ut  one  fool   of  or- 
dinary  hydrant    water    re.hiced    the   potential    of   the    current    to   a 
,H,int  when  it  wa«  not  dangerous,  but  the  effects  were  not  pleasant. 
When    the    resistance   of   the    water    was    lowered   by   the    addilin,, 
of  a  small  prrrcniage  of  soda,  the  minimum  wfe  length  of  the  stre.im 
was    increased    .0   about    40   i".     With    .W   volts   direct    current    a 
dangerous   voltage   wa,  not    reached   with    pure  hydrant   water,  but 
with  the  Mmc  percentage  of  vda  in  the  water  harmful  potentials 


The  American  Car  Co.,  of  St.  Louis,  recently  built  a  handsome 
semi-convertible  car  of  the  Brill  patented  type,  for  the  Boone  Elec- 
tric Co.  for  use  on  a  line  which  connects  a  neighboring  town. 
Though  a  small  city,  Boone  is  an  important  railroad  point  and  the 
commercial  center  of  a  large  district.  It  is  situated  in  the  center 
of  the  state  and  is  about  40  miles  north  of  Des  Moines.  Being  the 
county  seat  there  is  a  considerable  amount  of  travel  from  neiglibor 
ing  towns  in  connection  with  legal  business.  The  railw.iy  compaiu 
controls  two  popular  amusement  parks  which  largely  increase  the 
receipts  during  the  summer. 

As  the  loading  and  unloading  is  from  one  ciul  only,  llio  vestibules 
are  furnished  with  but  one  door  which  is  hinged  to  the  vestibule 
post    and  the  door  giving  entrance  from  the  platform  to  the  car  is 


NEW  CAR   KilK   IKloNK.  lA.     AMKKICAN  CAK  C(l. 

set  at  the  side  to  accelerate  movement  in  and  out.  The  large  win- 
dows of  the  vestibules  arc  composed  of  single  lights  and  the  sashes 
are  arranged  to  drop  into  pockets.  The  windows  of  the  sides  of  the 
car  have -pockets  in  the  side  roofs  which  receive. both  "PP^r  and 
lower  sash  in  the  well-known  Brill  semi-convertible  method.  Ihe 
seats  are  spring  cane  with  reversible  backs,  .8  to  the  car.  giving  a 
seating  capacity  of  36.  Although  the  width  of  the  car  is  but  8  ft 
2  in.,  over  the  posts  at  .he  belt  rail  the  seats  are  36  m.  long  and 
the  aisles  22/4  in.  wi.le,  Th,-  .•ibsence  of  wall  wiiulow  pockets  per- 
mits this  ample  interior  wultb.  In  addition  to  the  hglU  "PPeanuH^ 
given  to  the  car  by  the  large  windows,  the  wood  work  of  light 
cherry  in  natural  cilor  and  the  birch  ceilings  make  the  interior  very 
bright  and  attractive. 

The  length  of  the  car  ove-r  vestibules  is  37  fl-  5  ">■  and  over  end 
panels,  28  fl.  From  end  panels  over  crown  pieces  is  4  ft.  8/i  in 
•The  width  over  sills  is  7  ft.  lo/.  in.  an.l  over  posts  at  the  belt  rail 
8  ft  2  in  The  corner  posts  are  3^4  i"-  Hiick.  and  the  side  posts 
3.4  in     the  sweep  of  posts  being  Ij4  i"-      'Ite  side  sills  are  4x7A 


in.  and  are  plated  with 


,4  X  i2-in 


steel ;  end  sills,  S'A  x  6.K1 


The 


floor   is  .louble.  with  one  inch  of   mineral   wool  between  to  .Ka.Un 

sound.     -The  clear  width  of  the  monUn,    deck  is  4  ft-  6  ".■     l''-""; 

,1K-  rail  to  the  top  of  the  step  is  U.H  n,.,  from  step  to  plalfoni.  14.. 

„,  ..„„,  from  platform  to  car  floor  8  in.    These  .-.re  the  standard  step 

bcighls  of  this  type  of  car  mounted  on  33-in.  wheels.     Among  other 

patented  specialties  of  Brill  make  with  which  .he  cars  are  equipped, 

angle-iron  bumpers,  sand  boxes,  alarm  and  con<l.ic.ors    gongs, 

.,lding  gates  an.l  radial  draw  bars.     The  .rucks  are  Brdl  No.  27-G, 

-l;    wheel  base,  a..d  equipped    with   ^,-h.  p.  motors.      Ihe  apprnx, 

male  weigh,  of  the  car  a.id  .rucks  wi.hou.  in..l..rs  ,s  2.S,o<x.  U. 


■»  »*■ 


ll„.  |,„iia„a  Union  Traclion  Co.  lias  established  parcel  rooms 
(,,r  checking  arlicles  that  belong  to  passengers  at  Us  van.>ns  sw, 
tions. 


868 


STREET   RAILWAY    REVIEW. 


[Vol.  XIII,  No.   lo. 


The  Cornell  Trolley  Switch. 

\Vi'  present  heri'wilh  a  view  of  the  Cornell  trolley  switch,  wliiili 
i.s  niamifactiircil  liy  the  Cornell  Mamifacliiring  Co.,  Syracuse.  It 
is  an  exceedingly  simple  device,  comprising  two  sections,  and  it  is 
guaranteed  to  be  effective.  The  top  plate,  or  support,  together  with 
the  stationary  rails  at  the  ends  of  the  top  plate  and  the  flanges  at 
the  sides,  arc  iiiade  in  one  piece.  The  stationary  rails,  which  arc 
3-16  in.  wide,  arc  grooved  to  receive  the  trolley  wire  and  arc  pro- 
vided with  cars  to  secure  it  in  place.  The  main  trolley  wire  is 
placed  in  the  single  stationary  rail,  passes  across  the  top  plate  and 
out  through  one  of  the  two  stationary  rails  at  the  other  end  of 
the  plate;  the  stub  wire  is  run  into  the  other  stationary  rail.  The 
flanges  at  the  sides  of  the  plate  have  a  depth  of  \\i  in.  to  protect 
the  switch  from  rain  and  sleet. 

The    movable    switch    section    is   composed    of    two    sjiorl    paralU-l 


CORNELL  TROLLEY  SWITCH. 

rails,  or  tongues,  placed  between  the  cuds  of  the  stationary  rails. 
each  tongue  l>cing  fastened  to  the  top  plate  at  one  end  by  a  pivot 
l)olt.  The  opposite  ends  of  the  tongues  arc  attached  to  a  small 
movable  plate  inserted  in  a  mortise  in  the  top  plate,  the  fuuctimi 
of  the  inovablc  plate  being  to  make  it  impossible  for  the  .switch 
tongues  to  drop  down,  at  the  same  time  acting  as  a  guide.  .X  lironze 
wire  spring  attached  to  the  .small  movable  plate  at  one  end  and  to 
the  top  plate  at  the  other  serves  to  withdraw  the  switch  tongues 
into  normal  position  after  the  trolley  wheel  has  pas.sed  through. 

When  the  Cornell  switch  is  in  position  on  the  trolley  wires  the 
right-hind  rail  of  the  movable  section  is  in  alignment  with  the 
single  stationary  rail,  so  that  the  trolley  wheel  going  in  one  direc- 
t'on  takes  this  right-hand  rail  upon  entering  the  switch  and  passes 
through  without  disturbing  the  alignment.  Going  in  the  opposite 
direction,  the  trolley  wheel  enters  on  the  stationary  rail  on  the  left 
si;!e  of  the  switch  and  ccmies  into  contact  with  the  left  flange  of 
the  top  plate,  which  causes  it  to  crowd  the  left-hand  movable  rail 
into  alignment  with  the  single  stationary  rail,  at  the  same  lime 
forcing  the  right-hand  tongue  against  the  right  llange  c!l  the  toii 
plate,  giving  the  wheel  an  uninterrupted  way  lo  pass  ali>ng  and  out 
onto  the  main  line. 

The  claims  ihat  are  made  for  the  Cornell  trolley  switch  incliule 
the  following:  That  its  use  will  keep  the  overhead  work  and  trolley 
wheels  in  better  urder.  thereby  .saving  the  cost  of  the  switches  in 
one  year;  that  it  is  impossible  for  a  trolley  wheel  to  jump  or 
leave  the  switch  while  i)assing  through  it;  that,  being  inaclc  of 
the  best  metal,  it  is  practically  impossible  for  it  to  break  or  wear 
out ;  that  it  is  the  cheapest  sw  itch  on  the  market  and.  once  properly 
hung,  it  will  keep  in  better  condition  than  any  other;  that  by  its 
use  three  cars  will  do  as  much  business  as  four  will  do  otherwise. 
as  a  car  can  enter  and  leave  a  switch  at  unlimited  speed  ;  ami  that 
the  trolley  wire  will  last  longer  and  give  better  service. 

The  company  recently  received  a  letter  from  Mr.  W.  B.  Rockwell. 
general  manager  of  the  Syracuse,  Lakeside  &  Baldwinsville  Ry..  in 
which  he  pronounces  the  Cornell  switch  the  best  overhead  switch  on 
the  market,  having  given  it  a  severe  test  on  the  company's  high 
speed  line,  the  cars  making  over  40  miles  an  hour. 


Steam  Turbines  for  Long  Island  R.  R. 

Westinghouse,  Church.  Kerr  &  Co.  recently  ordered  three  steam 
turbines  of  the  Westinghouse  Machine  Co..  to  form  the  initial  in- 
stallation in  the  new  Long  Island  power  house  of  the  Pennsylvania 
R.  R.,  which  will  serve  the  tumiels  for  the  Hudson  and  East  Rivers, 
the  new  New  York  terminal  at  32d  St.  and  Seventh  Ave.,  and  that 
part  of  the  Long  Island  R.  R.  sy.steni  which  is  being  converted  to 
electricity.  The  turbines  will  have  a  capacity  of  approximately 
7.400  electrical  h.  p.  each  and  will  dnve  5,500-kw.  three-phase  a.  c. 
generators   operating   in   parallel.     Their  overload   capacity   will   be 


liver  11.000  h.  p.  each.  Lach  generator  will  be  directly  cimnected  to 
ilie  turbine  shaft.  Current  will  be  delivered  directly  to  the  distribu- 
tion syslem  at  11.000  volts,  no  transformers  being  employed.  The 
turbine  equiinnenl  will  operate  under  200  lb.  steam  pressure,  28  in. 
vacuum  and  175°  F.  superheat.  Eleven  Westinghouse  turbines  of 
practically  the  same  size  are  now  under  construction  for  electric 
railway  service  in  this  country  and  abroad. 


An    l-^ffective  Trolley  Catcher. 


I'he  accompanying  illustrations  show  a  new  trolley  catcher  which 
has  been  perfected  by  Johnson  &  Morton,  of  Utica,  N.  Y.,  and 
which  depends  upon  the  simplest  principles  for  its  effective  opera- 
lion.  The  trolley  cord  is  wound  on  the  drum  by  means  of  a  plain 
coiled  spring  15  ft.  long,  which  winds  upon  a  shaft  i  in.  in  diam- 
eter, one  end  of  which  rests  in  a  bearing,  open  at  the 
top,  at  the  back  of  the  case.  When  the  trolley  leaves  the 
wire  the  cord  starts  very  suddenly  to  unwind  and  this 
action  instantly  lifts  the  drum  from  its  bearing  before 
the  cord  has  been  unwound  more  than  a  fraction  of  an 
inch.  By  this  means  a  ratchet  on  the  drumhead  is 
brought  into  engagement  with  a  stationary  tooth  at- 
tached lo  the  case,  which  prevents  the  turning  of  the 
drum,  with  the  result  that  the  trolley  pole  is  stopped 
in  its  upward  course  as  suddenly  as  it  started.  In  fact, 
the  action  is  so  rapid  and  positive  that  barely  half  an  inch  of  cord 
is  paid  out  before  the  catcher  operates,  thereby  keeping  the  trolley 
pole  well  below  the  span  wires. 

This  catcher  will  coil  15  ft.  of  '/4-in.  rope,  which  size  is  recom- 
mended, although  -Vi-in.  cord  may  be  used.  'Hie  heavier  cord  is 
not  required,  however,  as  the  movement  of  the  trolley  pole  between 
the  time  of  leaving  the  wire  and  the  instant  of  its  arrest  is  so  slight 
ihat  there  is  no  excessive  strain  upon  the  cord.  .'\  crank  is  at- 
tached to  the  shaft  of  the  cord  drum  on  the  outside  of  the  head  of 


PARTS  Ol'-  JOHNSON  i  MORTON  TROLLEY  CATCHER. 

the  case  by  means  of  which   the  spring  may  be  wound.     The  cord 
is  attached  to  the  drum  by  means  of  a  chain  with  a  hook  in  the  end. 

The  interior  parts  of  the  catcher  are  accessible  by  removing  the 
ca.se-hcad,  which  is  fastened  by  a  latch  joint  and  arranged  to  be 
taken  ofT  instantly,  but  so  designed  that  it  cannot  become  loos- 
ened liy  accident.  The  spring  is  held  in  a  recess  in  the  case-head 
and  can  be  removed  without  tools  when  it  is  desired  to  inspect  or 
replace  it. 

The  base  of  the  catcher  is  attached  to  the  car  by  three  bolts, 
and  by  the  use  of  a  bayonet  lock  the  catcher  can  be  removed  by  a 
half  turn  of  the  case  but  accidental  loosening  of  the  case  is  stated  to 
be  impossible.  By  this  method  it  is  possible  to  use  only  one 
catcher  upon  reversible  cars,  as  a  base  can  be  fastened  on  each  end 
and  the  catcher  readily  transferred  when  the  trolley  is  reversed. 

To  insure  durability  the  bearings  in  the  case  are  made  of  chilled 
iron,  as  is  the  rack  upon  the  cord  drum.  The  drum  shaft  and 
spring  shaft  are  of  the  best  mild  steel  and  easily  renewed  at  trifling 
cost.  The  catch  case  is  of  hardened  steel  and  the  spring  is  made  of 
finely   tempered   steel. 

*-"¥■ 

Septemlier  23d  a  trial  trip  was  made  from  .\shtabula  to  Geneva. 
().,  over  the  recently  completed  portion  of  the  Cleveland,  Painesville 
&  .\shtabula  Railway  Co's.  system.  \  large  portiun  of  the  com- 
pleted section  has  been  leased,  pending  the  completion  of  the  entire 
system,  to  the  .'\shtalnila  Rapid  Transit  Co..  and  has  been  put 
into  operation. 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


869 


Wireless  Electric    Light  Cluster. 

The  accompanying  illustration  shows  one  style  of  "Benjamin" 
wireless  clusters  made  by  the  Bcpjamin  Electric  Manufacturing 
Co.,  141  S.  Clinton  St.,  Chicago.  These  clusters  consist  of  a  por- 
celain insulating  base,  two  one-piece  contact  plates  attached  thereto 
and  a  removable  casing  of  brass  or  aluminum  supported  by  porce- 
lain rings  or  bushings  of  .special  design.  In  series  clusters  the 
contact   plates   are   made   in   sections,   each    section   e.\cept   the   two 


plan  and  have  endorsed  it  as  being  feasible, 
wealthy  residents  of  Williamsport.  Sunbury, 


The  projectors  include 
Milloii  and   ShanioUin. 


John   A.   Stewart    Electric   Co. 


'BENJAMIN"  WIRELESS  CLUSTER. 

carrying  the  binding  screws,  serving  two  adjacent  lamps,  the  inner 
and  outer  plates  overlapping  each  other,  thus  connecting  lamps  in 
series  without  wiring. 

Care  has  been  taken  in  designing  these  clusters  to  have  them  con- 
form to  the  requirements  of  the  National  Board  of  Fire  Under- 
writers, with  the  result,  it  is  stated,  that  many  architects  and 
engineers  now  specify  them.  By  doing  away  with  wires  in  the 
body  of  the  cluster  the  cost  of  installation  is  considerably  re- 
duced, while  the  cluster  is  neat,  strong  and  well  insulated.  These 
clusters  are  covered  by  numerous  patents.  The  company  also 
makes  an  all-weather  socket  which  is  considered  just  the  thing  for 
lighting  around   engines,  boilers,  machinery,  etc. 

The  Benjamin  Electric  Manufacturing  Co.  numbers  among  its 
largest  customers  such  electric  roads  as  the  Interbornugh  Rapid 
Transit  Co.  and  the  Intcrurban  Street  Railway  Co.,  of  New  York, 
the  St.  Louis  Transit  Co.,  and  the  Pacific  Electric  Railway  Co. 


The  John  .'\.  Stewart  Electric  Co.  is  the  present  name  of  the 
business  established  by  Mr.  John  A.  .Stewart,  who  is  one  of  tlie 
oldest  and  best-known  men  in  the  electrical 
trade,  having  been  for  many  years  with  the 
Thomson-Houston  Co.,  afterwards  with  the 
General  Electric  Co.,  and  later  with  Ros- 
siter,  McGovern  &  Co.  When  Mr.  Stew- 
art established  a  business  of  his  own  its 
growth  was  far  more  rapid  than  he  had 
expected.  The  company's  warerooms  and 
factories  are  at  Ludlow,  Ky.,  where  excel- 
lent shipping  facilities,  both  by  rail  and 
water,  are  available.  The  offices  of  the 
company  are  at  4,^0  Sycamore  St.,  Cincin- 
nati. 

The  company  is  prepared  to  purchase  for 
cash  electrical  and  steam  apparatus  and  car- 
ries a   large   stock  on   hand  for  sale  on  the  same   terms,  and   also 
makes  a  specialty   of  commutator  building  and  electrical   repairs. 

The  John  .'\.  Stewart  Electric  Co.  should  not  lie  confused  with 
the  Stewart  Electric  Co.,  also  of  Cincinnati,  which  is  an  entirely 
ditTcrcnt  concern. 


.roiiN  A.  STEW.^RT. 


Water  Power  Plant   Near  Sunbury.  Pa. 


A  company  with  $3,000,000  capital  has  been  incorporated  in  New 
Jersey  to  build  a  water  power  electric  plant  just  south  of  Sunbury, 
Pa.,  to  furnish  light,  heat  and  power  to  the  surrounding  country. 
The  plan  is  to  dam  the  Susquehanna  River  at  a  point  between  the 
Philadelphia  &  Reading  Ry.  and 
the  Northumberland  bridges, 
where  the  river  is  a  mile  wide  and 
about  20  ft.  deep.  The  proposed 
plant  will  furnish  electricity  to  the 
following  companies :  Lycoming 
Electric  Co.,  Milton  Electric  In- 
candescent Co.,  Williamsport  Pas- 
senger Railway  Co.,  Vallamont 
Traction  Co.,  East  End  Passen- 
ger Railway  Co.,  South  Side  Pas- 
senger Railway  Co.,  Montours- 
villc  Passenger  Railway  Co.,  Sun- 
bury &  Northumberland  Electric 
Railway  Co..  Northumberland 
Electric  Light,  Heat  &  Power 
Co.,  Milton  Electric  Light,  Heat 
&  Power  Co.,  .Shamnkin  Electric 
Light,      Heat      &      Power      Co., 

.Shamokin  &  Edgcwoorl  Electric  Railway  Co.,  Lewisburg  &  North- 
umberland Street  Railway  Co.,  Lewisburg  Street  .  Railway  Co., 
Muncy  &  Watsontown  .Street  Railway  Co.  and  the  Muncy  & 
Hughesvillc  Street  Railway  Co.  The  last  four  companies  are  build- 
ing their  roads. 

It  is  expected  that  by  the  time  the  plant  is  ready  for  operation  all 
the  trolley  roads  will  be  connected  from  .Shamokin  to  Williamsport. 
and  the  Shamokin  line  will  be  connected  with  lines  to  Pottsville. 
Reading  and  PhiLidelphia,  making  a  through  line  Ix'twecn  Williams- 
port  and    Philadelphia,      Prominent  engineers   have   examined   the 


The  Kimble  Convertible  Car. 

The  accompanying  illustration  shows  one  view  of  a  new  convert- 
ible car  which  is  manufactured  by  the  A.  Kimble  Car  &  Truck  Co.,  of 
Zanesville,  O.,  and  which  possesses  the  merit  of  appearing  as  a  per- 
fect open  car  when  open,  as  well  as  a  completely  closed  car  when 
closed.  Its  transformation  is  brought  about  by  means  of  removable 
parts,  which  are  so  arranged  as  to  make  it  exceedingly  easy  to  effect 
the  change.  The  car  has  practically  a  steel  frame.  A  steel  plate  is 
set  into  the  top  of  the  posts  at  each  side,  the  plate  extending  the  full 
length  of  the  car.  The  posts  are  of  full  size  and  are  bolted  through 
the  sills  to  make  the  car  perfectly  rigid.  Trust  bars  run  on  the  top 
of  the  sills  and  are  attached  to  the  outer  ends  of  the  vestibule  sills. 
The  trucks  are  arranged  to  permit  the  car  lo  hang  low,  the  bottom 
step  being  10  in.  and  the  top  step  i"  in.     The  wheels  arc  33  in. 

There  is  no  dilTicully  in  lakins;  mil    or  pntlins  in   panels  or  sash. 


KlMni,K  C(1NVI'.RTII1I,|-.  C.M<. 

The  ruiniing  boaril  Inrii.--  np  and  liils  oiu.  ami  lln-  riiiiimiK  Imard 
brackets,  as  well  as  the  handles,  can  be  taken  olT  very  readily.  .'\s 
an  open  car,  a  seat  is  put  in  each  veslihule  and  Ihe  shiu't  seals  in- 
side the  car  at  the  ends  are  extended.  Hie  curtains  are  so  arranged 
that  they  extend  lo  the  floor  for  an  open  car  and  lo  the  window 
sills  for  a  closed  car.  This  car  can  be  changed  from  a  winter  to  a 
siinnner  car  by  two  men  in  two  hours.  There  is  a  case  j'/j  ft.  x  y/2 
ft.  X  8  ft.  to  hold  Ihe  panels,  sash,  doors  and  npholslcring,  as  well 
as  (he  scats  and  seat  backs.  This  case  is  mounted  on  wheels  to 
make  it  convenient  to  handle. 


870 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  lo. 


A  New  Track   Sander. 


I  he  rosilive  Railway  Sander  Co.,  of  Lancaster,  Pa.,  lias  placed  on 
llie  market  a  track  sander  for  which  is  claimed  a  number  of  im- 
proved features.    The  two  chief  claims  for  the  device  arc  that  it  is 


-^  ■■'"  ^^ 


1  K.\l  h    S.\N  lU.K. 


not  affected  by  the  weather,  inasmuch  as  it  will  liandlc  wet  sand 
as  well  as  dry,  and  it  will  positively  sand  any  curve.  The  bo.\  does 
not  operate  with  a  valve,  so  there  is  little  danger  of  the  sand  clog- 
ging.   The  sand  drops  on  to  an  inclined  plane  and  is  fed  through  a 


DET.MLS  OF_SANDKR. 

tle.Kible  nozzle  directly  on  to  the  rail  and  immediately  in  front  of  the 
forward  pair  of  wheels. 

The  company  will  be  glad  to  send  further  particulars  on  applica- 
tion. 


Advertising    Literature. 


THE  SPRAGUE  ELECTRIC  CO.,  New  York,  has  issued  Bul- 
letin No.  411,  2d  edition,  on  "Iron- Armored  Conduit  Junction  Bo.xes, 
Fittings,  Tools,  etc." 

THE  CROCKER-WHEELER  CO.,  Ampere,  N.  J.,  publishes  in 
a  28-page  pamphlet,  354x6  in.,  an  alphabetical  list  of  the  Chicago 
users  of  Crocker-Wheeler  motors. 

THE  NERNST  L.AMP  CO.,  Pittsburg,  has  issued  special  pub- 
lication N-7,000,  24  pages,  6x9  in.,  treating  of  the  Nernst  lamp  and 
containing,  among  others,  half-tone  interior  views  of  the  Frick 
Building,  Pittsburg,  which  is  lighted  by  these  lamps. 

THE  NEWTON  MACHINE  TOOL  WORKS,  INC.,  of  Phila- 
delphia, has  issued  Catalog  No.  36,  236-pages,  6x9  in.,  treating  of 
cicctric-driven  tools  which  it  manufactures  for  army,  navy,  railway 
and  general  machine  shop  use.  The  catalog  is  illustrated  and  care- 
fully indexed. 

THE  BALDWIN  LOCOMOTIVE  WORKS  recently  issued  Cat- 
alog No.  44,  "Record  of  Recent  Construction."  It  contains  32 
pages,  6x9  in.,  describing  and  illustrating  a  variety  of  locomotives 
of  different  gages  and  for  different  kinds  of  service  representing  cur- 
rent requirements. 

THE  PITTSBURG  BLUE  PRINT  CO.,  of  Pittsburg,  has  just 
issued  a  new  catalog,  6x9  in.,  28  pages,  describing  and  illustrating 


the  different  types  of  the  cylindrical  electric  blue  printing  machine 
which  it  manufactures.  The  catalog  also  contains  a  partial  list  of 
users  and  many  testimonials. 

A.  C.  WOODWORTH,  general  manager  of  the  Consolidated  Car 
Fender  Co.,  39  Cortlandt  St.,  New  York,  is  distributing  a  natty 
pocket  memorandum  pad  with  Russia  Leather  back  and  a  recep- 
tacle for  slips  it  is  desired  to  retain.  Callers  at  the  company's  ex- 
hibit at  the  Saratoga  convention  were  presented  similar  pads  and 
found  them  very  useful. 

THE  OHIO  BRASS  CO.,  of  Mansfield,  O.,  has  issued  an  8-page 
booklet,  4x9  in.,  entitled  "About  Track-Cleaning  Devices,"  the 
object  being  to  call  attention  to  the  advisability  of  placing  orders  for 
these  devices  as  early  in  the  season  as  possible.  The  Monarch  track 
cleaner,  track  brooms,  brush  holders  and  snow  sweeper  rattan  are 
among  the  devices  treated  of. 

THE  LINK  BELT  ENGINEERING  CO.  has  issued  a  28-page 
pamphlet,  6x9  in.,  illustrated,  treating  of  "Shallow  Trough  Belt 
Conveyors"  and  "Coal  and  Coke  Crushers."  The  half-tone  views 
are  especially  good  and  show  some  important  installations  by  this 
company,  among  the  more  recent  being  those  for  the  South  Jersey 
Gas,  Electric  &  Traction  Co's.  coke  oven  plant  at  Camden,  N.  J. 

THE  H.  W.  JOHNS-MANVILLE  CO.,  100  W^illiam  St,,  New 
York,  has  issued  a  folder  containing  two  pictures  showing  "Uncle 
Sam"  before  and  after  the  recent  investigation  of  roofing  for  use 
on  the  army  buildings  in  the  Philippines,  which  investigation  resulted 
in  giving  the  H.  W.  Johns-Manville  Co.  two  orders  for  its  asbestos 
"army  brand"  roofing,  one  order  being  for  11. 120  rolls  and  the  other 
for  2,900  rolls. 

JAMES  BONAR  &  CO.,  INC.,  of  Pittsburg,  has  taken  over  the 
business  heretofore  known  as  James  Bonar  &  Co.,  and  has  issued  a 
new  catalog  treating  of  the  Pittsburgh  feed  water  heaters  (open  aiid 
closed  types),  Bonar  gage  cocks,  Bonar  steam  traps,  Bonar  im- 
proved oil  filters  and  Bonar  oil  filters,  classes  A  and  B.  The  cata- 
log contains  48  pages,  6x9  in.,  illustrated,  with  a  partial  list  of 
users,  which  comprises  nearly  500  names. 

THE  R.  WOODMAN  MANUFACTURING  &  SUPPLY  CO., 
63  Oliver  St.,  Boston,  has  issued  a  new  illustrated  catalog,  7  x  10  in,, 
46  pages,  treating  of  the  principal  supplies  it  manufactures  and  han- 
dles for  use  in  railway  offices  and  stations,  including  ticket  punches, 
dating  stamps,  perforating  and  numbering  machines,  badges,  checks, 
buttons,  key  tags,  scaling  presses,  speed  indicators,  etc.  Also  a  cir- 
cular treating  of  the  "hand  tally  register,"  or  autom.itic  counter. 

THE  GENERAL  ELECTRIC  CO.  has  published  two  pamphlets 
(591,869,  Nos.  I  and  2)  relative  to  the  case  of  the  General  Elec- 
tric Co.  v.  Wagner  Electric  Co.,  et  al.,  in  which  suit  was  brought 
to  prevent  infringement  of  an  air-cooled  electric  transformer  (Moody 
Patent  591,869),  the  first  pamphlet  containing  the  opinion  of  Judge 
Wheeler,  filed  in  the  United  States  Circuit  Court,  Southern  Dis- 
trict of  New  York,  and  the  second  containing  the  decree  of  the 
court  ordering  a  permanent  injunction  in  regard  to  five  of  the  seven 
claims  specified. 

THE  JOSEPH  DIXON  CRUCIBLE  CO.,  of  Jersey  City,  pre- 
sents an  entertaining  symposium  in  Graphite  for  October,  made  up 
of  likenesses  of  a  number  of  the  company's  salesmen,  each  likeness 
being  accompanied  by  a  character  sketch  furnished,  it  is  stated,  by  a 
New  York  phrenologist,  to  whom  the  original  photographs  were 
sent  to  be  "read."  It  is  announced  that  inadvertently  photographs 
of  Joseph  Dixon,  the  founder  of  the  company,  and  several  officers 
and  superintendents  were  mixed  in  'vith  the  other  photographs  and 
"readings"  were  also  furnished  for  these.  The  result  is  as  interesting 
as  it  must  be  gratifying  to  all  concerned. 

THE  AUSTIN  MANUFACTURING  CO.,  of  Chicago,  recently 
issued  a  very  handsome  catalog  treating  mainly  of  Austin  gyratory 
crushers  and  incidentally  of  elevators,  screens,  hoists,  cars,  wagons 
and  other  equipment  pertaining  to  rock  crushing  plants.  The  new 
catalog  contains  116  pages,  714  x  loj/.  in.,  32  pages  being  inserts 
containing  strong  testimonial  letters.  There  arc  a  great  many  half- 
tone illustrations  showing  plants  that  have  been  installed  by  this 
company  in  all  parts  of  the  country  and  Canada;  also  views  of  the 
company's  works  at  Harvey,  III.,  and  details  of  its  apparatus.  The 
reading  matter  embodies  considerable  valuable  information. 

THE  BULLOCK  ELECTRIC  MANUFACTURING  CO.,  of  Cin- 
cinnati, issues  a  very  handsome  monthly  calendar  suitable  for 
office  or  parlor  desk.  It  is  a  card,  3^  x  6  in.,  one  side  of  which 
contains  the  calendar  surmounted  by  the  photograph,  in  colors,  of 


Oct.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


69 


one  ot  the  sdi.-mific  world's  celebrities,  calendar  and  picture  being 
set  in  ornate  designs  involving  u  wealth  of  colors  harmoniously  as- 
sembled. On  the  reverse  side  is  primed  a  sketch  of  the  career  of 
the  subject,  that  for  Octolier  being  Sir  George  Uiddell  Airy,  K.  C. 
B.,  the  great  English  astronomer,  who  died  in  19OJ,  and  who  or- 
^nized  systems  of  record  tiling  and  ridnction  of  data  which  pci - 
vade  all  scientific  and  engineering  work  of  today. 

THE  PERKINS  ELECIRIC  SWITCH  MANUK.VCTURIXG 
CO.,  of  Bridgeport,  Conn.,  recently  issued  a  new  catalog  (..August. 
1903)  of  electrical  supplies.  It  contains  192  pages,  3J4x6,'.'  i"  . 
with  rounded  corners;  the  cover  is  dark  green  buckram.  The  from 
cover  design  shows  a  nickel-plated  flush  plate  with  two  rotary  flush 
switches;  the  back  cover  design  is  a  "Perkins"  key  socket  with 
shade  holder  rigidly  attached  to  the  shell,  this  being  a  new  product 
shown  for  the  first  time  in  this  catalog.  The  catalog  contains 
about  1,200  articles,  each  having  an  individual  catalog  number  and 
telegraph  code  word.  The  numerous  illustrations  are  half-tones. 
Inquiries  for  the  catalog  may  be  sent  to  any  electrical  supply  house 
in  the  country ;  they  are  not  distributed  direct  to  the  consumer. 

THE  KENNICOTT  WATER  SOETENER  CO.,  of  Chicago, 
has  issued  through  its  railroad  department  an  exceptionally  attractive 
catalog,  64  pages,  gx  12  in.,  treating  of  "soft  water  and  how  to  ob- 
tain it  for  railroads  and  industrial  purposes."  The  Kennicott  sys- 
tem of  softening  water  is  concisely  and  interestingly  described  and 
illustrated ;  what  it  is  designed  to  do  and  has  done  is  shown,  and  its 
especial  adaptability  to  railroad  uses  is  pointed  out,  as  well  as  its 
economy  of  operation.  The  catalog  is  printed  on  tinted  paper,  the 
type  is  large  and  clear  and  the  illustrations  numerous.  There  are 
about  30  photographic  views  of  installations  for  leading  railroads 
that  call  for  special  mention,  the  reproductions  being  of  unusual 
merit. 

A  DIAGRAM  OF  JOHNSONS  FORMUL.K  FOR  STEEL- 
CONCRETE  BEAMS,  together  with  a  reprint  of  tests  of  the  union 
between  concrete  and  steel,  made  at  the  Massachusetts  Institute  of 
Technology,  have  been  issued  in  folder  form  by  the  St.  Louis  Ex- 
panded Metal  Fireproofing  Co.,  Century  Building,  St.  Louis,  gen- 
eral agents  for  Johnson's  corrugated  steel  bars  for  steel-concrete 
construction,  for  which  T.  L.  Condron,  M.  Am.  See.  C.  E.,  1750 
Monadnock  Block,  Chicago,  is  agent  for  Michigan,  Indiana,  Illi- 
nois and  Wisconsin.  The  formulae  from  which  the  diagram  was  ob- 
tained were  derived  by  A.  L.  Johnson,  M.  .\m.  Soc.  C.  E.,  the  com- 
pany's engineer,  and  are  given  in  the  company's  book,  "Steel-Con- 
crete Construction,"  which  will  be  mailed  free  upon  request. 

THE  GENERAL  ELECTRIC  CO.  has  issued  the  following  pub- 
lications: Bulletin  No.  4334  (supersedes  No.  4300),  "Direct  Driven 
Continuous  Current  Generators  for  Lighting  and  Power."  Bul- 
letin No.  4335  (supersedes  No.  4155),  "Engine-Driven  Revolving 
Field  Alternators."  Bulletin  No.  4336  (supersedes  No.  4271),  "Iso- 
lated Plant  Switchboards,  Continuous  Current  Two-Wire  Type." 
Bulletin  No.  4337,  "Blower  Sets  for  Air  Blast  rransformers."  Bul- 
letin No.  4338,  "Power  Factor  Indicator  for  Balanced  Systems." 
Pamphlet,  "Core  Type  Transformers,"  reprint  from  a  technical  jour- 
nal with  additional  illustrations.  Supply  Catalog  No.  7583  (super- 
sedes No.  7552),  "Parts  of  U.  S.  Trolleys."  Flyer  No.  21 14,  "Dif- 
fusion of  Light  by  Concentric  Diffusers."  Flyer  No.  2116,  "Meter 
Jewels."  Flyer  No.  2117  (supersedes  No.  2056),  "Combined  Switch 
and  Enclosed  Fuse  Cut-out  for  Car  Lighting."  Errata,  Supply  Cat- 
alog No.  7582:  Page  24,  bottom  of  page,  Cat.  No.  51632,  should  be 
changed  to  read  16325. 

THE  WESTINGHOUSE  ELECTRIC  &  MANUFACTURING 
CO.  has  published  two  pamphlets  (A.  C.  Motors-A,  Nos.  5  and  6) 
relative  10  a  contempt  motion  entered  in  the  suit  of  the  Westing- 
house  Electric  &  Manufacturing  Co.  v.  Bullock  Electric  Manufac- 
turing Co.,  brought  to  enjoin  infringement  of  the  Tesia  polyphase 
system  (Patents  Nos.  38 1,968-382,279- .382,280),  and  for  an  account- 
ing. Pamphlet  No.  S  contains  Judge  Thompson's  opinion,  filed  in 
the  United  Stales  Circuit  Court,  Southern  District  of  Ohio,  and 
Pamphlet  No.  6  contains  the  order  of  the  court  finding  the  defendant 
guilty  of  contempt  and  ordering  a  fine  of  $.i;oo.  The  company  has 
also  issued  a  pamphlet  (A.  C,  .\Iolors-C.  No.  5)  relative  to  the 
final  hcarinffln  the  suit  of  the  Wcslinghouse  Electric  &  Manufactur- 
ing Co.  V.  H.  C.  Roljcrts  and  .Sangamo  Fleclric  Co..  brought  to  en- 
join infringement  of  the  TesIa  split-phase  molor  (i'atcius  Nos.  511,- 
559  and  Sl^.i/if})^  the  pamphlet  containing  the  opinion  of  Judge 
Archibald,  filed  in  the  United  .States  Circuit  Court,  F.a5tcrn  District 
of  Pennsylvania,  and  ordering  a  decree  in  favor  of  the  complainant. 


Creaghead 
Flexible 


Brackets 


70 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  lO. 


This  Is  It 


I^ooK  at  it  carefully 


Beats  Them  All 

The  only  Sander  that  is  not 

affected   by   the    weather. 

Will  throw  sand  out  wet  or 

dry.  (No  valve  to  clog.)  Will 

positively  sand  any  curve. 

See  it ! 

Guaranteed  to  work.    Send 

for  one  to  try. 

References    by  those   who 

are  using  them. 

Prices  quoted  on  application, 


THE 


Positive  I^ailway  Sander  Co. 

LANCASTER,  PA..  U.  S.  A. 

Eartern  Sales  Agent, 
H.  F.    SANVILLE 


7I0  and  711  Girard  Trust  Bldg., 
Philadelphia,  Pa. 


26  Cortlandt  Street, 
New  York 


THE  BORDEN  &  .SELLECK  GO'S,  catalog  No.  5,  which  treats 
of  the  Harrison  conveyor,  and  elevating  and  conveying  machinery 
of  every  description,  is  a  very  useful  :  s  well  as  comprehensive  com- 
pilation of  134  pages,  6\8l4  in.  It  is  profusely  illustrated,  many 
of  the  views  showing  large  plants  in  w-hich  this  company's  machin- 
ery has  heen  installed.  A  few  of  these  plants  are  those  of  E.  L. 
lledstrom  &  Co.,  Delaware,  Lackawanna  &  Western  Railroad  Co.. 
James  S.  Kirk  &  Co.,  Chicago  Public  library.  West  Chicago  Street 
Railroad  Co.,  Mutual  Kuel  Gas  Co.,  Armour  &  Co.,  Siegel,  Cooper 
&  Co.,  all  located  at  Chicago,  and  the  Toronto  Street  Railway  Co.. 
and  the  Armour  Packing  Co.,  of  Kansas  City.  The  company  also 
equipped  the  Toledo  Traction  Co.  and  the  Qiicago  City  Railway 
Co's.  plants.  The  Borden  &  Selleck  Co.,  whose  main  office  is  at  48- 
50  I..akc  St.,  Chicago,  is  not  only  manufacturer  of  and  dealer  in  mod- 
ern conveying  machinery,  but  is  also  contractor  and  designer  of 
complete  plants  and   docks  for  the  storage  and  handling  of  coal. 


Trade  Notes. 


rilK  TRANSIT  FINANCE  CO.,  of  Philadelphia,  announces  the 
removal  of  its  office  to  the  Land  Title  Building,  corner  of  Broad 
and  Chestnut  Sts. 

THE  CHASE-SH.'N.WMUT  CO.  announces  the  removal,  October 
->oth,  of  its  olifice  and  factory  to  Newburyport,  Mass.,  where  it  has 
greatly  increased  facilities. 

THE  LOR.MN  C.\R  CO.  has  been  organized  with  a  capital  of 
$200,000  to  establish  a  car  building  plant  at  Lorain,  O.,  for  the 
manufacture  of  electric  cars. 

THE  BROWN  CORLISS  ENGINE  CO.,  of  Corliss,  Wis.,  re- 
ports the  receipt  of  an  order  from  the  Lorain  Steel  Co.  for  one  30 
and  60  K  60-in.  cross  compound  corliss  engine. 

THE  STANDARD  UNDERGROUND  CABLE  CO.  announces 
the  removal  of  its  San  Francisco  office,  October  ist,  from  the  Mills 
Building  to  more  commodious  quarters  in  the  Crossley  Building, 
at  Mission  and  New  Montgomery  Sts. 


Will  Carry   loo  Per 
Cent  More  Load 
than  any  other 
Carbon  BRUSH. 

The  only  brush  perfectly  and 
permanently  Self-Lubricating 
— Non-Sparking— Non-Cutting 
— Noiseless. 


All  others  so-called  are  poor  imitations.  Com- 
mutators are  not  worn  down  by  Le  Valley 
Brushes  and  last  indefinitely.  Le  ValUy 
Brushes  last  from  4  to  10  times  longer  than  any 
others.     All  sizes  on  hand  for  prompt  shipment. 

LE  VALLEY  VIT^E  CARBON  BRUSH  CO. 

Offices  and  Storerooms:    119-125  E.  42d  St.,  N.  Y. 

Telephone  521 5-38th  St.  Cable  Address:   "Vitaebrush-New  Yorll." 


FROl^  ST.  MICHAEL 
TO  MAISILA^ 
11,974  MILES. 

And  the  Stars  and  Stripes  afiford- 
ing  piotection  to  American  Com- 
merce all  the  way. 

See  the  new  "  Round  the  World  " 
folder  of  the  New  York  Central 
Lines,  just  out. 

A  cop^  will  be  sent  free,  post-paid,  on  receipt  of 
three  ceats  in  stamps,  by  George  H.  Daniels,  Gen- 
eral Passenger  Agent,  Grand  Central  Station,  New 
York. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


NOVEMBER  20.  1903 


No.  11 


The  Interurban  Railway  &  Terminal  Co. 


Owning  and  Operating  the  Interurban  Terminal,  the  Rapid  Railway,  the  Suburban  Traction  and 

the  Cincinnati  &  Eastern  Electric  Ry. 


The  Interurban  Railway  &  Terminal  Co.,  of  Cincinnati,  Ohio, 
was  incorporated  under  the  laws  of  that  stale  Nov.  I,  1902,  by  the 
consolidation  of  the  Interurban  Terminal  Co.,  the  Rapid  Railway 
Co.,  the  Suburban  Traction  Co.  and  the  Cincinnati  &  Eastern 
Electric  Railway  Co.  This  consolidation  comprised  86.4  miles  of 
main  line  track,  and  22  miles  of  city  track  on  which  the  company 
has  a  44-year  contract  for  the  operation  of  its  cars,  making  a  total 
of  108.4  miles  of  track  owned  and  under  contract  by  this  company. 


Terminal  station  and  this  line  operates  over  the  line  of  the  Cin- 
cinnati Traction  Co.  to  the  city  limits;  thence  over  its  own  double 
track  line  through  the  new  water  works  to  California  and  Coney 
Island ;  thence  over  its  single  track  line  to  Sweet  Wine,  Eight 
Mile,  Nine  Mile,  New  Palestine,  Blairsville  to  New  Richmond, 
with  a  connecting  branch  extending  from  Coney  Island  to  Ml. 
Washington,  on  the  Suburban  division. 
A    5   ft.   2}^-in.   gage   is   used   throughout    this    system,    which    is 


VIICW    .M.ci.VC    •J'lIK    I, INK    sill  IWI.NC,  I  KNTKH   1 


riiiii'TlDN. 


Divisions. 

The  Rapid  Railway  division  commences  at  the  Interurhan  1  cr- 
minal  station  in  Cincinnati  and  extends  over  the  tracks  of  the 
Cincinnati  Traction  Co.  to  Norwood,  a  distance  of  S  miles;  thence 
by  iU  own  double  track  through  Pleasant  Ridge,  Kennedy,  Silver- 
ton,  Deer  Park ;  thence  by  single  track  with  turnouts  to  Ross- 
moync,  Terra  Alta,  Blue  Ash,  llazelwood,  IJrccon,  Miltomson, 
Mason,  Kings  Mills,  South  Lebanon  and  Lebanon. 

The  Suburlran  Traction  division  commences  at  the  Interurban 
Perminal  station  in  Cincinnati  and  extends  over  the  double-track 
East  End  line  of  the  Cincinnati  Traction  Co.  to  the  city  limits ; 
thence  over  its  own  tracks  to  Mt.  Washington,  Cedar  Point,  Fruit 
Hill,  Forestvillc,  Cherry  Grove,  Tobasco,  Withamsville,  Amelia, 
Hamlet,  Mt.  Holly,  liantam  and  Uethel. 

Tlie    Cincinnati    &    Eastern    Division    begins    at    the    Interurban 


the  same  gage  as  thai  of  llie  tracks  of  the  CiMcimi:ai  liacliou  t.'o., 
over  which  these  cars  operate  inside  the  city,  and  all  passengers, 
freight  and  express  matter  is  delivered  into  llio  heart  of  Cincinnrili 
witlxiut  change  of  cars. 

The   InlcTurban    Itiiuiiial    Slaliou. 

It  was  early  apparent  that  to  successfully  liainllc  I  he  inlciinbau 
passenger  and  freight  business  in  Cincinnati  it  would  lie  necessary  to 
establish  an  Interurban  Terminal  station  in  the  central  part  of  the 
city.  A  site  on  Sycamore  St.  between  4tli  and  sih  Sts.  was  selected 
anil  a  lot  60  x  236  ft.  purchased,  on  which  was  erected  a  6-story 
building,  60  x  160  ft.  This  building  is  of  heavy  warehouse  construc- 
tion ;  built  of  steel  and  specially  selected  brick,  with  Rcdford  stone 
front,  and  presents  a  very  handsome  appearance.  This  building  was 
described  and  illustrated  in  the  "Review"  for   Kebruary,   njo.i. 

The   lower  floor  of   this   building   is  divided  as   follows: 


872 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  ii. 


The  general  waiting  room,  which  is  30x64  ft.,  finished  with  tiled 
floor,  marble  wainscoting,  and  cciiiipped  with  ticket  offices,  news 
stands,  lelcphoiie  and  telegraph  oRices,  check  rooms,  etc. 


\ 


^». 


'}i.£B/l/VO^ 


y 


i.\ti;rirb.\n  r.mlw.w  &  terminal,  system. 

The  ladies'  waiting  room,  which  is  20  x  2J,  ft.,  fini.'^licd  with  marble 
wainscoting,  tiled  floor,  toilet  rooms,  etc. 
In  the  rear  of  the  waiting  rooms  is  the  general  cypress  receiving 


A  space  202x30  ft.  is  nlilized  for  storage  tracks,  for  the  loading 
and  imloading  of  both  freight  and  passengers.  This  space  is 
covered  with  an  asphalt  lloor,  and  is  connected  in  the  rear  with  an 
alley,  which  makes  very  convenient  and  econoinical  the  handling  of 
all  kinds  of  freight  and  express  matter. 

The  upper  floors  of  the  building  are  devoted  to  the  general 
oftices,  express  and  freight  storage  rooms. 


^^^'^^^■.,.  "■."■••'—  —  .^~  «r  ^  ~  —  "  ' 
.  "^    ••-    -••    ■■■    ■*"  ..."^  ■S'  •»•■*■*'  XT   -• 

u 

VIEW    IN    GENER.'M.    WAITING    Kc  m  ..\1 

The  building  is  complete  in  every  detail,  having  its  own  electric 
light  and  steam  heating  plants,  passenger  and  freight  elevators,  etc. 
It  is  located  within  one  block  of  Govcnunent  Square,  the  heart  of 
Cincinnati,  and  convenient  to  all  the  leading  business  houses,  local 
street  car  lines,  etc.,  and  is  from  seven  to  twenty  blocks  nearer  the 
central  part  of  the  city  than  any  of  the  steam  railroad  passenger 
stations. 


EXTERIOR    OF   POWER   STATION    NO.    ].   CONEY    ISLAND. 


rooms,  32x26  ft.,  adjoining  which  is  a  freight  room,  40x40  ft.  The 
express  room  is  connected  w-ith  the  upper  floors  by  a  large  electric 
elevator. 


Cincinnati  &  Eastern  Division. 
.\fter   leaving   the  city   limits   this   line   passes   through   the   New 
water    works   property    of    the   city   of   Cincinnati    now    being   con- 


Nov.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


873 


structed,  and  around  which  when  completed  will  be  one  of  the 
finest  parks  in  America.  Adjoining  the  water  works  property  is 
the  town  of  California,  east  of  which  is  Coney  Island,  one  of  the 
largest  and  best  equipped  pleasure  resorts  in  the  West.  From  this 
point  east,  the  road  traverses  a  thickly  populated  district,  and  fol- 
lows closely  the  line  of  the  Ohio  River,  making  one  of  the  most 
picturesque  trolley  rides  in  this  part  of  the  country,  .^fter  leaving 
Coney  Island,  the  road  passes  through  a  number  of  towns  and 
terminates  at  New  Richmond. 
Xew  Richmond,  the  largest  town  in  Clermont  County,  is  a  live 


river  and  the  city,  it  is  an  ideal  residence  district.  .'\t  Cedar  Point, 
adjoining  Mt.  Washington,  are  located  several  institutions,  the 
largest  of  whidi  is  St.  Gregory's  Catholic  Seminary,  wliich  is  di- 
rectly upon  the  line  of  this  road.  Fruit  Hill  and  Forestville  are 
suburban  towns,  surrounded  by  a  very  rich  district  with  a  large 
tributary  population,  and  Cherry  Grove,  Tobasco  and  Witliamsvillc 
are  centers  of  trade  for  the  market  garden  district.  Amelia  is  a 
town  about  two  miles  long  built  up  on  each  side  of  the  Ohio  Pike, 
with  fine  country  homes,  and  during  the  summer  months  the  town 
is  crowded  with  summer  hoarders.     From  .-Vniolia  llic  line  tr.iverses 


w^ 


zzn 


v//////!!mn^z77 


^T^mMMM 


-I^^^^ZM^^^^^^^^^^l 


ri-.\.\  (jf  main  AM)  kxii.mist  I'ln.N'o, power  station  no.  1. 


manufacturing  town  and  has  on  account  of  the  convenient  lumber 
supply  large  lumlwr  mills,  sash  and  door  factories,  planing  mills, 
desk  factory,  church  and  school  furniture  factory,  besides  woolen 
mills,  knitting  mills,  etc.  The  town  has  its  own  water  works, 
electric   light  plant,  city  buildings,  etc. 

This  entire  territory  has  no  steam  railroad  connections,  thus  in- 
suring a  large  passenger  and  freight  business,  besides  which  the 
road  draws  from  several  thousand  population  on  the  Kentucky  side 
of  the  river,  connections  with  which  arc  made  by  ferries. 

.  Suburban  Traction  Division. 

This  road  operates  along  Ihc  Ohio  Turnpike,  the  principal  street 
of  Mt.  Washingtf.n,  which  is  probably  the  most  picturesque  sulnirb 
of   Cincinnati.     Situated   on   a    high   plateau   overlooking   the   Ohio 


Mt.  1  lolly,  a  central  distributing  point  for  a  large  and  thickly 
settled  territory,  the  Bantam  fair  grounds,  liantam  and  Helhel,  the 
present  terminus,  a  beautiful  town  with  its  broad,  well  kej)!  streets 
lined  with  rows  of  massive  old  trees,  its  business  district  of  modern 
stores  and  factories. 

The  entire  line  passes  directly  llinniuli  [lie  longest  iiiarkil  garili'u 
district  of  Cincinnati,  the  territory  between  the  numerous  (owns 
being  cut  up  into  small  farms  from  which  is  received  a  large 
amount  of  light  freight  and  cNi)rebS  mailer. 

Rapid  Railway  Division. 

This  hue  operates  through  the  town  of  Norwood,  the  new  fac- 
tory district  of  Cincinnati,  and  at  wliioli  place  is  located  such  well- 
known  nianufacluring  jilaiils  .is  the  (ilobe- Wernicke  Co.,  the  liiillock 


874 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  ii. 


Electric  &  Manufacturing  Co.,  the  United  States  Playing  Card 
Co.,  the  United  States  Lithographing  Co.,  etc.,  at  which  plants  are 
employed  thousands  of  people.     Leaving  Norwood,  the  line  passes 


ill  southern  Ohio.  Leaving  Mason,  the  road  oper.ites  to  Kings 
Mills,  where  the  Kings  Powder  Co.  and  the  large  works  of  the 
Peter's  Cartridge  Co.  are  located.    These  companies  have  from  1,200 


IXTHRIOR  OF  POWER   STATION   NO.   1. 


through   several  towns  to  Brecon,  all   suburbs  of  Cincinnati   whose 
residents  are  employed  in  the  city,  which  makes  a  very  heavy  com- 


i 
1 

II          1    JE                ''^'ll^l^l 

EXTERIOR  OF   POWER  STATION   NO. 


SOUTH   LEBANON. 


muter  business  for  the  road.  Passing  Brecon,  at  the  new  High  Poinl 
subdivision,  the  road  enters  Warren  County,  and  passes  through 
Miltomson  and  Mason,  one  of  the  most  beautiful   residence  towns 


to  1,500  employes,  and  it  is  their  policy  to  have  their  employes  live 
at  points  away  from  the  works,  and  a  large  number  of  them  are  resi- 
dents of  Miltomson,  Mason,  South  Lebanon,  Morrow  and  Lebanon, 
making  an  exceptionally  good  riding  population  for  the  road  at 
these  points.  From  Kings  Mills  the  road  operates  to  South  Lebanon 
(with  a  branch  to  Morrow  to  be  constructed  this  year)  and  on  to 
Lebanon,  the  county  seat  of  Warren  County,  probably  the  richest 
town  of  its  size  in  the  state.  This  entire  road  is  practically  located 
through  a  continuous  row  of  towns,  and  one  is  never  out  of  sight 
of  one  of  them  while  on  the  cars.  The  territory  through  which 
this  line  passes  is  one  of  ihe  richest  and  most  thickly  settled  dis- 
tricts of  southern  Ohio. 

Power  Station  No.  I. 

This  station  is  located  at  Coney  Island  at  the  junction  of  the 
Cincinnati  &  Eastern,  and  the  connecting  track  of  the  Suburban 
division,  and  supplies  power  for  both  divisions. 

The  building  is  of  an  attractive  design,  constructed  of  buff  col- 
ored pressed  brick,  and  Bedford  stone  trimmings  with  engine  room 
59  x  125  ft.  and  boiler  room  60  x  125  ft.,  separated  from  the  engine 
room  by  a  fire-proof  dividing  wall.  Heavy  steel  roof  trusses  sup- 
port the  roof,  and  the  entire  structure  is  made  as  near  fire  proof  as 
possible.     The  entire  building  was  erected  on  concrete  foundations. 

The  site  selected  for  this  building,  was  near  the  center  of  dis- 
tribution of  the  power  it  was  to  supply.  The  grounds  cover  about  five 
acres  and  are  well  situated,  and  near  the  lake  from  which  the 
water  supply  is  taken.  The  grounds  are  well  graded,  and  the 
approaches  to  the  building  are  terraced  and  sodded,  and  sur- 
rounded by  a  rustic  wall.  Gravel  driveways  are  on  each  side  and 
concrete  walks  with  wide  concrete  steps  lead  from  the  roadway 
to  the  building. 

The  generating  ec|uipinent  of  the  engine  room  consists  of  two  heavy 
duty  condensing  cross  compound  engines,  i8j4  and  36  in.  by  33  in. 
stroke ;  these  engines  have  a  rated  capacity  of  600  h.  p.  each  with 
an  economical  range  of  from  450  to  850  h.  p.,  and  are  direct  con- 
nected   to    two    400-kw.    Westinghouse    direct    current    generators. 


Nov.  20.  1903.) 


STREET    RAILWAY    REVIEW. 


875 


The  above  units  supply  power  lor  the  Cincinnati  &  liastern  divi- 
sion. The  Suburban  division  is  supplied  with  power  by  two  heavy 
duty  direct  connected  condensing  cross  compound  Buckeye  engines. 
22  and  40  in.  by  36  in.  stroke.  These  engines  have  a  rated  capacity 
of  800  h.  p.  with  an  economical  range  of  from  600  to  1,080  h.  p. 
These  engines  are  direct  connected  to  two  500-kw.  Westinghouse 
lo.ooo-volt  alternating  current  generators  of  the  revolving  field  type 


I'he  piping  of  this  plant  is  practically  in  duplicate  and  any  unit  or 
section  can  be  easily  closed  for  repairs  without  interfering  with 
the  operation  of  any  other  part  of  the  plant.  Cochrane  oil  sepa- 
rators are  installed  in  the  main  exhaust  line  between  engines  and 
condensers. 

The   design   tlirou.gliout   represents  the   best   engineering   practice, 


IN'TlCKIiiR   (IF  PinVKH   S'l'ATION   NO. 


The  exciting  sets  are  one  direct  connected  motor-generator  e.xcitur 
of  37,'-j-kw.  capacity,  and  one  high  speed  direct  connected  Buckeye 
engine  7}i  by  12  in.  stroke,  direct  connected  to  one  37' j-kw.,  125- 
volt   Westinghouse  generator. 

The  direct  current   switchboard   is  of  blue  Vermont  marble,  and 
consists  of  one  main  panel,  two  machine    panels,     and     two     feeder 
panels   with   the   necessary   instruments,   circuit   breakers,   etc.     The 
alternating   current   high   tension   switchboard    is   of 
blue  V'ermpnt  marble,  and  consists  of  two  generator 
panels,    two    high    tension    feeder    panels,    and    one 
double-exciter  panel,  with  the  necessary  instruments, 
circuit  breakers,  etc.     These  boards   were   furnished 
by  the  Westinghouse  company. 

The  boiler  room  contains  six  horizontal  sectional 
water  lulie  boilers,  each  with  3.209  sq,  ft.  of  heating 
surface,  made  by  llic  .Xultnian  &  Taylor  Machinery 
Co.,  one  Cochrane  2,000  h.  p.  heater  and  purifier, 
two  McGowan  lioilcr  feeder  pumps,  each  with  a  ra- 
pacity sufficient  to  operate  the  plant. 

Wheeler  "Admiralty"  type  surface  condenser-' 
mounted  aliovc  combination  air  and  circulating 
pumps,  arc  used.  On  the  engines  used  for  driving 
the  direct  current  generators,  these  condensers  are 
12  X  14  x  14  X  12,  capable  of  condensing  12,000  lb.  of 
steam  per  hour,  and  having  1,2.30  sq.  ft.  of  cooling 
.surface.  The  condensers  used  on  ihe  two  large  en- 
gines arc  12  X  16  X  16  X  t6,  each  capable  of  condensing 
i6fioo  lb.  of  steam  per  hour,  and  containing  1,410 
s<|.  ft.  of  cooling  surface. 

Great  care  wa.1  exercised  with  the  piping  of  this 
plant,  it  being  designed  for  high  pressure  work 
throughout,  extra  heavy  pipe  with  long  fire  bends 
and  extra  heavy  fittings  l>eing  used.  On  all  the 
main  and  exhaust  steam  lines  Ihe  Fairbanks  company's  extra  heavy 
high  pressure  valves  with  lironze  removable  se.ils  and  rings  and 
bronze  stems  are  used. 

On  Ihe  exhaust  and  water  lines  Fairbanks  standard  valves  are  used. 


aiul  the  piping  was  installed  by  the  John  H.  McGowan  Co.,  of  Cin- 
cinnati. 

The  coal  supply  is  taken  from  the  barges  in  the  Ohio  river,  near 
V.  hich  this  station  is  located,  and  the  water  for  the  boilers  and 
coiiden.sers  is  supplied  from  a  large  lake  adjoining  the  power  station. 
The  foundatidns  of  the  building  and  all  the  niachincvy  are  inadc  of 
cc'ntrele,  and  vary  in  dcplli   from   t.(  to  20  fl.      Tlu'  Imilers  are  con- 


SI'H-S'I'ATIDN    Nil     I     l-iiUKSTVM.I, 


I'ccled  lo  a  self-supporting  steel  stack,  10  ll  in  ili.inictri  and  150 
fl  high.  This  is  erected  on  concrete  foundations  20x20  fl.  and  28 
It.  in  depth.  The  entire  coustrurlion  .ind  rr|uipnienl  of  iliis  plant 
is  I  f  the  niosl  snbslanlial  type 


876 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  ii. 


Power  Station  No.  2. 
This  power  plant  is  located  at  Sonlli  Lebanon,  and  supplies  power 
for  the  Rapid  Railway  division.     It  is  situated  on  the  line  of  the 
I'einifylvania  Railroad,  with  a  switch  from  its  tracks  for  the  coal 


37'/i-kw.    125-volt    Westinghouse    generators    which    are    used    for 

exciters,  each  having  a  sufficient  capacity  to  excite  both  generators. 

One    blue    Vermont    marble    alternating    current    switchboard    is 

installed  consisting  of  one  double  exciter  panel,  two  high  tension 


1 


30-2' 


PS 


DDDD 

1 1  J  -^s-o- 


-    26-/" 


■-''.'^1""'  ^' 


^^=? 


/3'y/ 


PL.AN    OF   FORESTVIT.T.E    SUB-ST.\TION. 


suppiy,  and  on  the  banks  of  the  Miami  river,  which  supplies  water 
for  the  boilers  and  condensers.  Water  is  taken  from  the  river  and 
stored  in  a  large  cistern,  from  which  it  is  pumped  into  a  tank  which 
supplies  the  boiler  room  by  gravity. 

This  power  plant  is  a  brick  and  steel  structure,  120  .\  125  ft.,  with 
a  dividing  wall  between  the  engine  and  boiler  rooms. 

The  engine   room   equipment   consists   of   two   heavy    duty   direct 


.SUB-ST.VTION    NO. 


AMELIA,   O. 


connected  condensing  cross  compound  Buckeye  engines,  22  and 
40  x  36  in.  having  a  rated  capacity  of  800  h.  p.,  with  an  economical 
range  of  from  600  to  1,080  h.  p.  These  engines  are  direct  connected 
to  two  500-kw.  10,000-volt  Westinghouse  alternating  current  gener- 
ators, of  the  revolving  field  type.  Two  high  speed  direct  connected 
Buckeye   engines   754  x  12  in.   stroke  are   direct   connected   to  two 


ihree-phasc    generator    panels,    and    one    high    tension    tliree-phase 
feeder  panel. 

In  this  power  station  is  located  sub-station  equipment  No.  4,  con- 
sisting  of   one   400-kw.    three-phase    rotary,   one   three-panel    sub- 
station switchboard,  and  three  150-kw.  self-cooling  oil  transformers. 
The  boiler  room  equipment  consists  of  four  horizontal  waier  tube 
boilers,  each  containing  3,209  sq.  ft.  of  heating  surface,  and  rated 
at  320  h^  p.  each,  made  by  the  Aultman  &  Taylor 
Machinery  Co.,  one  Cochrane  2,000  h.  p.  feed  water 
heater  and  purifier,  two  McGowan  boiler  feed  pumps, 
each  of  a  .sufficient  capacity  to  operate  the  plant,  and 
two  condensers,  one  for  each  engine. 

The  piping  throughout  is  designed  for  high  pres- 
sure work,  extra  heavy  pipe  being  used,  with  extra 
heavy  fittings  of  standard  design,  and  Fairbanks  high 
pressure  valves  with  bronze  stems  and  removable 
seats  are  used  tliroughout  the  high  pressure  line. 
Fairbanks  standard  valves  are  used  on  the  exhaust 
and  water  lines.  Cochrane  steam  separators,  Coch- 
rane vacuum  oil  separators  and  Flinn  differential 
steam  traps  are  used. 

In  the  rear  of  the  boiler  room  are  located  the 
switches  and  sidetracks  for  handling  coal  and  the 
coal  supply  yard,  which  has  a  storage  capacity  of 
several  hundred  thousand   bushels  of  coal. 

LTepots  and  Sub-Stations. 

Numcrons  depots  and  waiting  rooms  are  erected 
in  the  different  towns  along  the  lines.  The  depots 
and  sub-stations  are  constructed  of  pressed  brick 
with  tiled  roofs.  The  first  floors  are  divided  into 
passenger  waiting  rooms,  freight  rooms,  and  sub-sta- 
tions. The  second  floor  is  divided  into  parlor,  bed 
room,  dining  rooms,  kitchen,  and  hall  for  use  of  the 
attendant,  but  one  person  being  employed,  who  takes 
care  of  the  sub-station,  as  well  as  the  ticket  and 
freight  business. 

Sub-station  No.  i  is  located  at  Forestville,  a  town 
on  the  Suburban  division,  and  is  equipped  with  two 
300-kw.  Westinghouse  rotaries,  with  switchboards,  and  six  125-kw. 
Westinghouse  transformers. 

Sub-station  No.  2  is  located  at  Amelia,  on  the  Suburban  division, 
and  Yi  equipped  with  one  300-kw.  rotary  and  three  i2S-kw.  trans- 
formers, with  necessary  switchboard,   etc. 
Sub-station  No.  3  is  located  at  Deer  Park,  on  the  Rapid  Railway 


Nov.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


877 


division,  and  is  equipped  with  two  30O-k\v.  rotaries,  and  six  125-kvv. 
transformers  with  necessary  switchboard,  etc. 

Sub-station  No.  4  is  equipped  with  one  400-kw.  rotary,  with  three 
150-kw.  transformers,  switchboard,  etc.  This  sub-station  is  lo- 
cated at  power  station  No.  z.  South  Lebanon. 

Car   Barns. 

Car  bam  No.  1  is  located  at  Coney  Island  on  the  Cincinnati  & 
Eastern  division,  and  is  a   substantial  brick  building  100  x  275   ft. 


strain  incident  to  this  class  of  work.  They  are  equipped 
with  Westinghouse  air  brakes,  arc  and  incandescent  headlights, 
fare  registers,  etc.,  and  are  mounted  on  St.  Louis  Car  Co's.  all 
steel  trucks. 

The  open  cars  are  of  the  14-bench  type,  and  have  a  seating  ca- 
pacity for  70  people.  They  are  equipped  with  four  Westinghouse 
motors,  air  brakes,  arc  ami  incandescent  headlights,  double  con- 
trollers, etc. 

The  terminal   staiinu.   depots  and  ihc  country  through   which  the 


SS-3^ 


y/z/^Y'''. 


fl>.\.N  (II''   .\M10L1.\   SliB-STATION. 


with  three-story  pressed  brick  office  building,  in  which  is  located 
on  the  ground  floor  the  superintendent's  and  cashier's  office.  On 
the  second  floor  are  located  the  niotormen's  and  conductors'  rooms, 
and  on  the  third  floor,  the  dispatcher's  office.  In  the  rear  is  lo- 
cated the  store  rooms,  machine  shops,  etc.  This  car  barn  has  a 
storage  capacity  for  36  inlcrurban  cars. 

Car  barn  No.  2  is  located  at  Deer  Park  on  the  Rapid  Railway 
division  and  is  an  exact  dupMcate  of  the  barn  at  Coney  Island,  ex- 
cept with  some  slight  changes  in  the  architectural  design  of  the 
trimmings  of  the  office  building. 

Rolling  Stock. 

The  present  equipment  of  the  road  consists  of  six  14-lKnch  open 
motor  cars,  equipped  with  four  Westinghouse  No.  49  motors;  2f) 
passenger  cars  with  smoking  rooms,  equipped  with 
four  Westinghouse  No.  56  motors ;  nine  combination 
passenger  and  express  cars  equipped  with  four  West- 
inghouse No.  56  motors;  three  freight  and  express 
cars  equipped  with  four  Westinghouse  No.  56  motors, 
and  one  private  car,  making  a  total  of  45  cars.  In 
addition  to  this,  the  company  has  three  motor  work 
cars,  and  a  large  number  of  ballast  and  construction 
cars. 

The  passenger  cars  arc  46  ft.  over  all,  with  two  6-fl 
platforms,  and  have  a  sealing  capacity  of  52  passen- 
gers. These  cars  are  divided  by  a  glass  partition, 
making  one-third  of  Ihc  car  a  smoking  compart- 
ment, furnished  with  rallan  seals,  and  the  oilier 
Iwo-thirds  a  passenger  compartment,  furnished  with 
plush  scats,  toilet  room,  water  cooler,  etc.  The  in- 
teriors of  these  cars  are  finished  in  selected  mahog- 
any. 

The  combination  cars  arc  46  fl.  over  all,  and 
have  a  seating  capacity  for  36  passengers  exclusive 
of  the  express  r'jom  which  is  furnished  with  movable  seats,  so 
that  when  not  being  used  for  express  it  can  be  used  as  a  smok- 
ing room.  These  combination  cars  are  provided  with  plush  seats, 
toilet  rfxwn,  water  crx)lcr,  and  the  interiors  arc  finished  through- 
out with  selected  mahogany.  ITiese  care  arc  of  steel  frame  con- 
itniction   and   all   parts   are   made   extra   heavy   to   withstand   the 


roads  operate,  makes  it  necessary  to  use  indepcinli.nl  freight  motor 
cars.  These  cars  are  similar  in  appearance  to  baggage  cars  used  on 
steam  railroads,  and  are  operated  for  the  handling  of  freight  at 
niglit  and  at  such  times  during  the  day  as  occasion  demands. 

Tliese  freight  motor  cars  are  46  ft.  lon.e;  nnd  have  an  interior 
space  of  40  ft.  with  a  9-ft.  ceiling.  They  havi'  ;i  carrying  capacity 
of  40,000  lb.  and  are  provided  with  sliding  doors  on  each  side. 
They  arc  each  equipped  willi  four  Weslingluni.se  No.  56  motors, 
geared  for  a  speed  of  42  miles  an  hour,  thus  allowing  a  very  fast 
-schedule  to  be  made  when  operating  in  connecdon  with  the  regular 
passenger  cars.  They  arc  provided  with  Westinghouse  air  brakes, 
arc  and  incandescent  headlights,  etc.  .Ml  of  ihe  company's  cars 
were  built  by  the  St.  Louis  Car  Co. 

In   addition   (o   the   depots.   numiTon'^   pliilforms   have   been   linill 


<'.\I(    II.MIN 

along  llie  lutes  where  liu-  lanmng  cominunily  leave  lliiir  produce 
and  receive  goods  from  the  cily  Tlu'se  i-.irs  make  collections  on  a 
regular   schedule. 

For  trolley  parties  and  special  excursion  trips,  the  company 
owns  a  parlor  car  which  represents  the  latest  development  in  the 
art   of  car  building.     It   is  46  ft.  over  all,  and   is  dividcrl   into  two 


878 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  n. 


compartments  with  entrances  at  the  sides,  and  has  a  motorman's  cal) 
at  each  end. 

One  compartment  is  arranged  with  a  buffet,  writing  desk,  card  and 
dining  tables,  movable  chairs,  settees,  etc.,  and  the  other  compart- 
ment, which  is  nsed  as  an  observation  and  smoking  room,  is  fnr- 


.STEEI.    FRAME    f.\SSi:.\i  I ICR    CAR. 

iiishcd  with  can!  tables,  settees,  movable  cliairs.  toilet  rooms,  etc. 
.•\t  both  ends  of  the  car  are  large  obiicrvation  windows,  giving  an 
unobstructed  view  when  the  car  is  running  iu  either  direction,  as 
the  motorman's  cab  occupies  only  a  small  space. 


I.XTERHpR   of    rl.ii.SKti    (WR. 

'I'he  buffet   is  equipped   with  china  closets,  linen  closets,   ice  box. 
oil  stove,  etc.,  and  under  the  car  is  a  refrigerator  for  storage. 

The  interior  finish  of  this  car  is  of  specially  selected  mahogany. 
and  all  the  decorations  are  inlaid  in  white  liircli.  .Ml  the  posts, 
scroll  work,  etc.,  are  hand  carved  of  solid  mahogany. 
The  roof  is  of  the  empire  pattern,  and  all  the  glass 
is  selected  French  plate,  with  beveled  edges.  Special 
care  was  taken  in  the  selection  of  rugs,  curtains, 
draperies,  etc. 

This  car  is  equipped  with  four  Ko.  56  Westing- 
house  motors  geared  for  a  speed  of  60  miles  an 
hour,  air  brakes  and  arc  and  incandescent  head- 
lights.    It  has  a  seating  capacity   for  40  persons. 

Track  Construction. 

The  entire  track  is  constructed  in  llic  best  possi- 
ble manner,  all  heavy  grades  and  sharp  curves  being 
eliminated,  and  great  care  was  taken  in  the  location 
and  alignment  of  these  roads.  Outside  of  the  city. 
70-lb.  T-rails  of  A.  S.  C.  E.  section  arc  used.  These 
rails  are  laid  on  strictly  first-class  white  oak  ties. 
6x8   in.  X  8    ft.,    no    chestnut    nor    black    oak   being  ' 

used. 

The  lines  are  ballasted  the  greater  part  of  the  way 
with  crushed  stone  and  the  balance  with  gravel.  Inside  of  the  city. 
and  in  some  of  the  towns  7-in.  Trilby  grooved  rails  are  used,  with 
ties  bedded  in  concrete.  All  the  special  work  is  the  "Guarantee" 
type  furnished  by  the  Lorain  Steel  Co.  Split  switches  and  double 
spring   frogs  arc  nsed   whenever  possible.     "Continuous"  rail  joint.s 


are  used  on  the  greater  part  of  the  track,  both  inside  and  outside 
the  city,  and  the  track  is  bonded  with  one  or  more  No.  0000  9-in. 
General  Electric  rail  bonds.  Great  care  was  taken  in  the  bonding  of 
the  track,  the  drilling  having  been  done  after  the  rails  were  in  posi- 
tion, and  the  bonds  inserted  in  the  holes  as  soon  as  the  rails  were 
drilled.  The  rails  are  also  cross-bonded  every  thou- 
sand feet,  and  at  all  the  special   work  and  turnouts. 

Overhead  Construction. 

The  greatest  care  was  exercised  in  the  construction 
and  design  of  this  branch  of  the  work.  Specially 
selected  poles  are  used  throughout,  a  large  portion 
being  Idaho  cedar.  These  poles  are  carefully  graded 
for  high  voltage  lines  35  ft.  above  the  track,  and 
for  direct  current  and  span  work  30  ft.  above  the 
track.  The  poles  arc  set  with  face  and  heel  boards, 
thoroughly  tamped.  Through  the  country  side  pole 
Ijrackct  construction  is  used,  and  in  the  towns,  span 
construction,  erected  on  both  wood  and  iron  poles, 
and  in  a  few  cases  center  iron  pole  bracket  work 
is  used.  The  material  used  is  very  heavy,  having  been  manufac- 
tured to  withstand  the  severe  u.sage  to  which  it  is  subject. 

Two  trolleys  are  used  on  all  single  track  work,  which  avoids  the 
necessity  of  switches  in  the  line  at  turnouts.  Great  care  was  taken 
in  the  distribution  of  copper  throughout  the  system,  and  the  feeder 
system   installed   is  considerably   above   the   present    requirements. 

Telephone   System. 

At  points  every  half  tnilc  along  the  road,  and  at  all  switches  and 
turnouts,  on  single  track  lines,  telephone  boxes  have  been  installed. 
These  telephones  are  connected  direct  to  the  dispatcher's  office,  and 
are  nsed  for  the  dispatching  of  cars  only,  no  general  conversation 
being  allowed  over  the  line,  as  a  separate  telephone  system  is  used 
for  that  purpose. 

Bridges  and  Masonry. 

The  bridges  and  culverts  throughout  are  of  first  class  construction. 
But  one  large  bridge  was  required,  that  being  across  the  Little  Mi- 
ami river  on  the  Cincinnati  &  Eastern  division.  This  bridge  is 
double  track  'with  the  main  span  400  ft.  'ong  and  an  approach  span 
60  ft.  long. 

Where  the  .-^pan  required  was  more  than  30  ft.,  through  span 
girder  bridges  were  constructed;  when  less  than  30  ft.  and  more 
than  lO-ft.  openings  were  required,  concrete  arch  culverts  were 
used ;  when  less  than  ro-ft.  and  more  than  24-in.  openings  were 
required,  concrete  or  cut  stone  arch  culverts  with  concrete  wing 
walls  were  used,  and  openings  less  than  24  in.  were  made  of  double 
strength  sewer  pipe  with  concrete  head  walls. 

Parks    and    Pleasure   Resorts. 
There  ar'.-  a   numlier  of  parks,  picnic  grounds,  groves,  etc.,   situ- 


EXPRESS    .\NT)    FRl':n;llT    <'.\K. 

ated  at  points  along  the  different  divisions.  The  largest  of  these  is 
the  new  water  works  park  on  the  Cincinnati  &  Eastern  division. 
This  property  will  cost  the  city  of  Cincinnati  upward  of  $9,000,000 
and  when  completed  will  be  one  of  the  finest  park  systems  in  Amer- 
ica.    The  grounds   are  beautifully   situated,  overlooking   the  Ohio 


Nov.  20.  190,^.] 


STREET    RAILWAY    REVIEW. 


879 


River,  and  the  immense  reservoir  and  filtration  basins  with  rolling 
sodded  slopes  and  the  beautiful  drives  and  walks  make  one  of  the 
grandest  attractions  in  the  vicinity  of  Cincinnati.  The  Cincinnati 
&  Eastern  division  operates  a  double  track  line  through  the  center 
of  this  park,  on  the  only  public  highway,  the  remainder  of  the 
driveways  being  on  park  property,  and  not  available  for  street 
railways. 

Coney  Island,  one  of  the  largest  pleasure  resorts  in  the  West,  is 
located  along  the  double  track  line  of  the  Cincinnati  &  Eastern  divi- 
sion, and  cars  are  operated  directly  into  the  center  of  the  groinuis 
over  a  double-track  loop. 

This  resort  comprises  about  1.30  acres  of  ground  beautifully  situ- 
ated along  the  banks  of  the  Ohio  River,  and  about  one-half  of  the 
acreage  is  covered  by  a  heavy  growth  of  large  trees.  In  this  part 
of  the  grounds  are  located  the  club  house,  theater,  band  stands, 
dancing  pavilion,  bowling  alley.'!,  riding  galleries,  skating  rink, 
scenic  railroad,  chutes  and  other  features.  The  equipment  of  the 
park  is  very  complete,  and  all  of  the  buildings  arc  of  permanent  con- 
struction. 

Near  the  center  of  the  park  is  located  Lake  Como,  covering  about 
fifteen  acres,  in  the  center  of  which  is  an  island,  used  for  open-air 
performances,  fire-works,  balloon  ascensions,  etc.      This  pleasure  re- 


iii 

OVEKHBAli    (Kd.SSINc;    uK    I'KN.NSYI.VAN'IA    K.    R 

sort  has  been  established  for  about  twenty  years,  and  is  run  on  an 
extensive  scale,  everything  being  first  class  in  every  particular. 

Franchises  and  Rights  of  Way. 

It  has  been  the  policy  of  the  company  to  purchase  private  rights 
of  way  wherever  possible,  and  also  to  purchase  or  control  the  high- 
ways along  which  the  roads  operate.  Private  rights  of  way  vary 
m  width  from  40  to  75  ft.  and  arc  all  purchased  with  a  view  of 
having  sufficient  space  to  construct  a  double-track  road.  Through 
all  of  the  towns  and  villages  passed  the  road  occupies  the  principal 
streets  under  a  2S-year   franchise. 

Operation. 

Passenger  cars  are  operated  on  the  Cincinnati  &  Eastern  ami 
.Suburban  divisions  from  5  a.  m.  until  10  p.  m.,  with  theater  cars 
leaving  the  Terminal  station  at  11:40  p.  m.  On  the  Rapid  Railw.iy 
division  cars  are  operated  every  15  minutes  for  three  hours  in  the 
morning  and  evening  to  Blue  Ash.  and  every  hour  from  5  a.  ni 
until  tl  p.  m.  from  the  Terminal  station  to  Mason  and  Lebanon. 
On  .Sundays  and  holidays  cars  arc  operated  every  30  minutes,  or 
oflencr  as  the  traffic  warrants,  on  all  divisions. 

Every  three  hours  a  combination  passenger  and  express  car  is 
operated  on  each  division,  on  which  cars  arc  handled  only  mail, 
newspapers  and  express  matter  on  which  express  rates  arc  charged. 
All  heavy  freight  is  handled  after  9  p.  m.  out  of  the  city,  and  de- 
livery is  made  at  points  along  the  line  early  in  the  morning.  These 
cars  collect  freight  during  the  day,  and  deliver  it  at  the  city  lerminal 
iftcr  9  p.  m. 

The    passenger,    express    and    freight    departments    are    each    in 


charge  of  a  special  agent  and  the  business  is  handled  similarly  to 
the  standard  practice  of  steam  railways  and  express  companies. 

Express   and  Freight. 

One  of  the  interesting  features  of  the  express  department   is   its 
express  tariff  sheet,  which  is  the  same  for  all  three  divisions  of  the 


(IVERHEAD  CROSSING  OF  BALTIMORE  &  OHIO  R.  R. 

system,  excepting  that  rates  are  varied  slightly  according  to  local 
conditions  and  distances  between  stations.  For  instance,  there  are 
12  stations  enumerated  on  the  tariff  list  which  went  into  effect 
.Sept.  to,  1903,  on  the  Cincinnati  &  Eastern  division,  and  package 
rales  range  from  10  to  35  cents;  on  the  Suburban  division  16  sta- 
lions  are  given,  package  rates  ranging  from  10  to  40  cents;  on  the 
Rapid  Railway  division  17  stations  aic  named  and  package  rates 
range  from  10  to  40  cents  on  that  line  also.  The  rates  for  poullry 
are  practically  the  same  all  over. 

The  express  tariff  is  printed  on  white  paper,  7'.;  x  i6  in.,  and  black- 
face type  is  used  so  it  may  he  plainly  read.  At  the  top  of  each 
tariff  sheet  is  the  naine  of  the  company  and  directly  under  it  the 
name  of  the  division ;  then  the  words  "Express  Tariff",  followed 
by  the  date  upon  which  Ihc  tariff  went   itilo  effect.     Then  in  schedule 


I'oNCRH'ri'.  .11.'   il   '   1   I.  .  I.l;  I 

form  appear  the  package  rates.  At  the  left  under  the  sub-head  "Sta- 
tions" are  given  (he  names  of  the  stations  on  (he  division,  one  sta- 
tion to  a  line.  Next  is  a  columti  in  whicli  are  shown  the  mnnber 
of  miles  each  station  is  from  the  terminal  station  at  Cincinnati; 
I  hen  come  seven  columns  under  the  head  "Package  Rates",  in 
whicli  are  given  the  rales  per  weight,  beginning  with  "5  pounds  and 
unrler"  and  curling  with  "100  lbs    and   nol   under  .qo  lbs."     Another 


880 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  ii. 


and  final  column  shows  the  rate  "Per  lOO  pounds"  for  "PouUry  and 
Undressed  Poultry."  The  instriuiion  is  also  given,  "To  find  any 
rate  between  stations  take  the  number  of  miles  between  stations, 
then  follow  down  the  column  and  take  rate  opposite." 

The  heading  and  schedule  of  package  rates  occupy  half  of  the 
tariff  slip,  the  lower  portion   hcing  given  over  (n   special   rates   for 


CONCRETE   riKUS  CROSSINr;   SM.\I,I.  STUK-^M. 

special  articles,  such  as  the  following :  Ice,  packed,  to  any  point 
IOC  per  100  lb.;  bread  in  baskets,  25c.;  fresh  meat,  in  sacking.  2.sc. 
per  100  lb.,  etc.    There  are  22  of  these  items. 

The  freight  tariff  used  by  the  company  naturally  differs  from  the 
express  tariff,  inasmuch  as  the  rates  are  named  in  cents  per  hun- 
dred pounds  and  the  classification  is  much  more  simple,  all  freight 
being  divided  into  first,  second,  third,  fourth,  fifth  and  sixth  classes. 


of  the  company,  followed  by  the  words  "Traffic  Department,"  its 
purport  and  date  of  going  into  effect. 

Express  and  freight  receipts,  waylills,  etc.,  are  printed  on  yellow 
paper,  as  are  the  agents'  and  conductors'  daily  abstract  sheets.  The 
express  receipt  is  4%  x  ^'A  in.  in  size  and  contains  besides  the  usual 
data  blanks  the  following  notices :  "This  company  is  not  responsi- 
ble for  damage  caused  by  poor  packing",  and  "Goods  delivered  at 
points  where  there  are  no  agents  ends  this  company's  responsibility." 
A  duplicate  express  waybill  is  used,  which  is  4^x8J4  in.  in  size, 
and  contains  the  usual  formula.  The  original  and  duplicate  are  at- 
tached and  are  used  with   carbon  paper. 

A  novelty  is  a  combined  freight  bill  and  receipt,  which  is  used 
in  duplicate,  the  original  side  being  marked  "Freight  Bill"  and  the 
duplicate  side  "Freight  Receipt".  Tlie  original  and  duplicate  are 
identical,  with  four  exceptions:  On  the  original  side,  in  place  of 
"Received  from",  the  word  "To"  is  used,  and  after  the  name  of 
the  road  and  division  the  W'ord  "Dr."  is  added ;  at  the  bottom  of  the 
statement  on  the  original  side  are  the  words  "Received  Payment"; 
on  the  duplicate  side  this  line  reads  "Received  the  above  described 
property  in  good  condition";  on  the  original,  under  the  signature 
line,  is  the  word  ".'\gent",  and  on  the  duplicate  "Agent"  is  omitted; 
for  the  rest  this  form  contains  spaces  for  entering  the  waybill  num- 
ber, date,  name  of  consignor,  point  of  shipment  and  name  of  con- 
necting line.  The  body  of  the  form  is  ruled  to  permit  the  convenient 
entry  of  the  number  of  packages  shipped,  names  of  articles,  rate, 
etc.  At  the  bottom  of  both  bill  and  receipt  is  the  notice:  "Original 
Freight  Bill  must  accompany  all  claims  for  Overcharge,  Loss  or 
Damage."  After  the  agent  has  filled  out  the  form  he  gives  the 
original  to  the  shipper  for  a  freight  bill ;  the  shipper  signs  the 
duplicate  for  a  receipt,  which  he  returns  to  the  agent. 

Two  sizes  of  freight  waybills  are  used,  one  8^  .x  14  in.,  contain- 
ing lines  for  26  entries,  and  the  other  4x14  in.,  containing  spaces 
for  8  entries.  Another  form  of  waybill  used  is  called  a  "Bill  of 
Lading".  It  is  SlA  x  11  in.  in  size  and  contains  at  the  lop  the  rules 
and  regulations.  It  is  really  a  receipt  to  be  signed  by  the  agent 
for   the   company,   after   noting   the   condition    in    which   the   goods 


STATIONS. 


Cincinnati 

Carrell  Street,      . 
Gwendolen  .. 
Water  Works. . 

California 

Coney  Island   . 
Mt.  Washington 
Cedar  Point 

Fruit  Hill 

Foresiville 

Cherry  G'-ove, . , 
Tobasco.  . .    . 

Wiiliamsville   . . . 

Mights  Farm 

Amelia   . .     

Hamlet. 

Mt.  Holly     .    .    . 

Bantam 

Bethel 


The   Interurban    Railway 
and    1  erminal  Oo. 


Passenger  Tariff 
No.  1. 


Suburban  Division. 
In  Effect  September  15, 
1903. 


Round  Trip  Fares. 


When  Single      Sell  Ruund 
Trip  Fare  U    Trip  Ticket  at 


INSTRUCTIONS 

To  Ticket  Agent*: 

No.  1.— Sell  SIhrIo  Trip  Ticket*  al  rala  given  in  thii  tnrilT  until 
further  ooticr 

No  2.— S«>ll  Bound  Trlji  TlokfU  to  und  from  alt  points  fomhich 
ftingle  trip  rnrc^  «ri:  qiiotcil  tit  the  round  Inp  fnrcs  sivcD  in  the  tarifT 

No  3  —Aril  Full  Farr  TlckrU  (or  children  7  years  of  a^orover 
Children  iinilcr  Tyeirsof  age  when  accompanied  by  person  in  charge 
holdiDK  leRular  ticket,  are  carried  free 


To  Conductors : 

Tn  KD(I  from  &II  Fulnta.  coUccl  end  reeisler  full  cash  fare  from 
all  persons  ovt  T  years  o(  age  who  do  not  hold  tickets  or  other  evidence 
of  beiiig  entitled  to  passage 

B.   E.   ME.RWIN, 

General  Supennleiidenl. 


PASSENCER  TARIFF  SHEET  FOR  SUP.URBAN  DIVISION. 


.^s  with  the  e.xpress  tariff,  the  frciglit  rates  are  given  in  schedule 
form.  They  range,  on  the  Cincinnati  &  Eastern  division,  from  5 
cents  to  IS  cents  per  100  Ih.,  according  to  class,  etc.;  on  the  Rapid 
Railway  division  freight  rates  range  from  S  to  17  cents,  and  on  the 
Suburban  division,  from  5  to  15  cents.  No  shipment  is  taken  for 
less  than  25  cents.  The  freight  tariff  is  printed  on  paper  S'/i  x  1 1 
in.  in  size,  and  there  being  no  special  classifications  no  space  is 
taken  up  by  special  rates.  As  noted,  the  highest  freight  rate  is  17 
cents,  that  being  the  charge  for  first  class  freight  to  Lebanon,  32 
miles.     Besides  the  schedule,  the  freight  tariff  contains   the  name 


have  been  received,  there  being  a  column  for  remarks,  as  well  as 
line  for  a  description  of  the  goods. 

The  daily  abstract  blanks  referred  to  are  of  two  sizes.  One, 
ii'/2  X  II  in.,  is  a  condiictor's  daily  abstract  of  express  business,  and 
the  other,  12x18  in.,  is  the  agent's  daily  abstract  of  express  or 
freight  business  as  the  case  may  be. 

For  use  between  stations,  and  at  points  at  which  the  company 
has  no  agents,  the  conductor  receiving  freight  or  express  matter 
makes  a  triplicate  record  of  the  transaction  by  means  of  blank 
shipping  tickets  with  which  he'  is  provided,  using  carbon  paper  be- 


Nov.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


881 


tween  the  blanks.  Three  diflferent  colored  blanks  are  used — white, 
yellow  and  pink.  The  white  ticket  has  printed  upon  it  at  the  top 
"(Original)  Shipper  Receipt,"  and  this  is  given  to  the  shipper  by 
the  conductor;  the  yellow  ticket  is  marked  "(Duplicate)  Accompany 
Freight,"  and  is  forwarded  with  the  articles  shipped;  the  pink  slip 
is  marked  "(Triplicate)  Auditor's  Copy,"  and  it  goes  to  the  auditor. 
In  the  upper  right  hand  corner  of  these  tickets  the  series  number 
is  inserted  in  red  by  a  numbering  machine.  Each  ticket  also  bears 
the  title  of  the  company,  the  word  "Express,"  also  at  the  top;  a  line 
for  the  conductor's  name,  a  date  line  and  spaces  in  which  to  insert 
the  names  of  the  places  from  and  to  which  the  freight  is  shipped. 
The  lower  half  of  each  slip  is  ruled  to  permit  the  necessary  data 
t>.  be  scheduled  under  the  following  heads:  Shipper,  Consignee, 
.\riicles.   Weight,   Rate,  Freight.   Charges,   Prepaid.     These  tickets 

The  Interurban  Railway  &  Terminal  Co. 
SUBURBAN  DIVISION. 


Commuta.tion  Tickets. 

In   E-ffect   September  15,  1903. 


STATIONS 

SIngIa 
Trfi, 

Round 
Trip 

10 
Ride 

20 
Ride 

SO 
Ride 

Monthly 

School 

Cincinnati 

Carrel  Streei     

06 

10 

60 

1  00 

2.60 

2.60 

Gwendolen    

10 

20 

95 

1  90 

4  60 

4.60 

3  00 

'  Water  Wotiis          

10 

20 

.96 

1.90 

4.60 

4.60 

3.00 

California 

.10 

20 

96 

I  90 

4  60 

4.60 

3.00 

Coney  Island 

.10 

20 

86 

I  90 

4.60 

4.60 

3  00 

Mt.  Washinpton.    . 

.10 

20 

.96 

1.90 

4.60 

4.50 

3.00 

Cedar  Point 

10 

20 

96 

1.90 

4.60 

4  60 

3.00 

Fruit  Hill 

.16 

25 

1.25 

2  40 

6  00 

6.50 

3.75 

Forcstville 

.16 

26 

1.26 

2  40 

0  00 

6.60 

3.75 

Cherry  Grove  . 

.20 

36 

1.7U 

8  26 

7.80 

6.60 

4.25 

Tobasco . 

20 

36 

1.70 

8  26 

7  80 

8  76 

4.25 

Withamsville 

2.1 

45 

2  15 

4  20 

10  26 

8  25 

6.00 

Mights   Farm   . . 

26 

.45 
66 

2.16 

4  20 

10.26 

8  60 

8.00 

Amelia 

SO 

2.80 

6  10 

12  00 

10  00 

6.00 

1  Hamlet 

!I0 

66 

2  60 

6  10 

12  60  |10  110 

6.00 

Mt.  Holly 

86 

66 

8  16 

6.10 

14.60 

10  60 

7.00 

.88 

66 

3  15 

6.20 

14  60 

10  76 

7.00 

Bethel 

40 

76 

8.60 

7.00 

16.60 

11  00 

8.00 

COMMI.'TATIOX  RATES  ON  SUBURBAN  DIVISION. 

arc  y/j  x8  in.  in  size,  and  arc  attached  to  a  stub  and  brniiiil  in  book 
form   and  arc  torn  out  as  used. 

B.  E.  Mcrwin  is  general  superintendent,  in  charge  of  the  operat- 
ing department,  and  J.  M.  Kennedy,  jr.,  purchasing  agent. 

Personnel. 

The  executive  officers  of  ihe  company  are  G.  R.  Scrughani,  presi- 
dent and  general  manager;  Lee  H.  Brooks,  first  vice-president;  Ellis 
G.  Kinkead,  second  vice-president  and  general  counsel ;  Jno.  M.  Ken- 
nedy, treasurer;  W.  E.  Hulton,  secretary,  who  together  with  Chas. 
H.  Davis,  Geo.  H.  Worlhington  and  Guy  W.  Mallon  constitute  the 
lioard  of  directors. 

The  properties  were  all  ronstrucled  by  ihc  company  direct,  the 
details  of  which  were  in  charge  of  an  executive  committee,  con- 
sisting of  G.  R.  Scrugham,  Chas.  H.  Davis,  Jno.  M.  Kennedy  and 
r^e  H.  Brooks,  assisted  by  J.  M.  Harper,  chief  engineer;  E.  J. 
Heckle,  first  assistant  engineer;  F.  H.  Talbot,  superintendent  <i( 
construction.  C  J.  Williams  is  auditor  o!  the  company;  W.  I.. 
Hallpike,  cashier,  and  Werner  &  Adkins,  architects. 
• * »» 

DON"!    ever  sacrifice  safely  for  speed. 

DO  rememlxrr  that  for  good  men  it  is  easier  to  do  right,  than  to 
find  an  excuse  for  not  doing  so. 

DON'T  think  that  it  is  a  pleasure  for  the  boss  to  reprimand, 
suspend,  or  discharge  men.— Blizzard's  Bay  Philosophy. 


Coal  Feeding  Difficulties  in  Hoppers  and 
Spouts. 

BY    WILLIAM     L.    MORRIS.    M.    E. 


There  seems  to  be  but  one  rule  laid  down  for  the  designing  of 
coal  hoppers,  spouts,  etc.,  and  that  is  "the  angle  of  the  sides  must 
not  be  less  than  40  degrees  from  a  horizontal  plane." 

Coal  in  the  pile  will  ordinarily  assume  an  angle  of  about  45  de- 
grees. One  of  the  first  difficulties  that  this  40-degree  rule  leads  us 
into  is  in  the  design  of  a  square  bin  having  the  four  sides  of  the 
botlom  placed  at  this  angle.     The  n.iliiral  inference  is  that  since  all 


3iCT/0/v^-3. 


^/\/n-r 


./0?/VZ7Z^ 


FIG.  1. 


^ides  have  Ihc  prescribed  pitch,  the  bottom  will  be  self-clearing. 
We  easily  overlook  the  fact  that  Ihc  intersections  of  the  sides  of  the 
liiiltom  have  but  a  .•ji-degree  angle  with  one  or  possibly  two  seams  of 
rivets  running  down  the  intersections.  The  result  is  that  in  Ihe 
corners  having  this  slight  angle  the  coal  will  stand  indefinitely  and 
begin  heating,  and  although  coal  may  be  constantly  drawn  from 
I  lie  hopper,  the  coal  in  the  corners  will  remain  even  more  securely 
llian  before  healing  began,  due  to  coking  onto  the  plates.  The  only 
method  of  releasing  the  burning  corners  is  to  empty  the  bin  and 
poke  the  corners  loose,  the  coal  falling  out  red  and  smoking  from 
ihe  heat. 

This    defective    design    is    not    only    nbjcclionablc    fin    account    of 
the  loss  of  coal,  but   it  causes  a  had  eating  action  on  the  nu-lal. 
The    life   of    a    lutpper    bnttom    is    seriously    rerltici-d    by    allnwiii^ 


/Wl  SS  Co/?/V£/? 


FIG. 


ciial   Id  ^lalld  ,inil  generate  Ileal   and   ,iKii   In  ev.ipmali'  ninivlure  mit 
of  the  coal   at   these  heated   points. 

1  have  in  mind  a  ca<ie  where  a  brace  was  run  from  an  iiuliiu'i! 
bottom  of  a  hopper  and  caused  an  obstniclioii  at  that  point,  permil- 
ling  a  portion  of  coal  to  remain  indefinitely.  The  coal  was  damp 
and  Ihe  hopper  lay  over  a  boiler  due.  The  continuniis  healing  and 
evaporating  at  this  point  caused  the  \\  x  4-in.  brace  to  be  eaten 
entirely  through  after  being  in  use  about  16  months,  and  caused 
serious  defects  in  the  hopper  plalcs  also,  This  hopper  was  placed  tn 
a  hot  locality,  but  the  difficulties  observed  in  coal  bin  bottoms  pre- 


882 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  m. 


viously  mentioned  were  not  due  to  a  hot  locality,  the  bin  bottoms 
being  virtually  in  a  celUr,  the  coolest  portion  of  the  plant. 

This  demonstrates  that  placing  coal  in  storage  even  in  a  perfectly 
cool  locality  does  not  insure  against  fire  .starting  in  the  bins.  There 
were  i8  bins  and  practically  every  one  started  heating  after  stand- 
ing about  60  days.  Each  bin  had  about  too  tons  slack,  with  more 
or  less  moisture,  just  as  received  from  [he  mines. 

Another  detail  that  proved  insufficient  was  where  a  spout  12  in. 
wide  had  a  40-degree  bottom.     This  angle  though  sufficient  for   a 


hirge  surface  was  not  enough  to  permit  the  corners  to  clear  them- 
selves. The  corners  were  of  short  radius  and  full  rivet  heads  pro- 
jected into  the  spout. 

It  will  be  quite  readily  understood  frojn  the  foregoing  difficulties 
that  we  cannot  accept  the  40-degree  rule  and  secure  proper  results.  If 
we  are  to  use  it  at  all,  it  should  be  modified  to  read  that  "no  portion 
of  the  bottom  shall  offer  greater  resistance  than  a  smooth  uninter- 
rupted surface  at  an  angle  of  40  degrees."  If  we  are  to  u.se  squarn 
hoppers  with  bottoms  inclined  we  should  make  the  corners  of  no 
greater  resistance  than  that  of  a  smooth  flat  plate  at  an  angle  of  40 
degrees.  This  is  a  very  difficult  detail  to  provide  at  times,  but  if 
fire  in  hoppers  is  to  be  avoided  there  is  no  alternative. 

Fig.  I  shows  a  square  tank  with  a  cone-shaped  bottom.  The  cor- 
ners are  described  with  a  long  radius  to  avoid  rivet  and  corner  re- 


wm%^Wm 


^ 


§, 


sistance,  until  an  angle  greater  than  40  degrees  is  readied.  Tlic 
valve  is  shown  supported  entirely  from  the  outside  and  arranged 
to  draw  from  either  side  and  keep  all  sides  moving.  The  radius 
at  the  corner  is  6  in.,  the  angle  of  hntloni  .it  the  sidis  50  degrees 
and  at  corners  40  degrees. 

The  seams  are  made  shingle  fashion,  a  detail  that  would  be  un- 
satisfactory for  caulked  work,  but  without  any  particular  objection 
(or  this  class,  of  work.     There  are  many  forms  of  hoppers  that  can 


be  more  economically  constructed  using  standard  corner  construc- 
tion and  long  radius  bent  false  corners  placed  in  the  tank  as  shown 
in   rig.   2. 

Round  hoppers  with  cone  bottoms  at  an  angle  of  45  degrees 
offer  no  obstruction  to  the  flow  of  coal  provided  rivets  are  not 
close  and  do  not  have  heads.  This  form  is  by  far  the  more 
satisfactory,  and  the  coal  movement  is  uniform  around  the  entire 
shell. 

However,  this  form  is  very  difficult  to  provide  in  many  cases,  and 
if  the  following  rule  be  adhered  to  it  is  safe  to  assume  that  there 
will  be  no  difficulty  encountered  as  far  as  fire  and  eating  out  of  plates 
is  concerned,  providing  coal  is  occasionally  drawn  off  at  the  bottom. 
If  the  coal  is  not  drawn  off  any  hopper  will  get  on  fire  under  the  or- 
dinary conditions  in  which  coal  is  received.  The  rule  proposed  is  as 
follows: 

Sides  or  corners  should  offer  no  greater  resistance  than  smooth 
plates  set  at  an  angle  of  40  degrees;  no  corners  should  be  less  than 
6  in.  in  radius;  seams  should  be  placed  shingle  fashion;  rivets 
should  be  driven  flat  inside;   the  valve  should  be  arranged  to  permit 


B/P/06£-  iV/7/.l. 


( 


\ 


lIUIIIlllll 


r-a/'  M\Mi  'II 1 


In/I.     1    I'll!      I  IMIII  IIMT7T 


FIG.  5. 

flow  from  all  sides.  This  rule,  if  closely  followed,  will  save  one 
many  repentances.  The  writer  formerly  erred  in  thinking  that 
"coal  will  make  its  angle  on  itself."  It  certainly  will  make  its 
angle,  but  what  eventually  happens  to  coal  that  forms  the  "false 
bottom?" 

When  it  comes  to  the  economic  side  of  the  question  the  loss  of 
lank  bottoms  alone  will  more  than  pay  the  difference  in  cost  of  the 
long  radius  corners  and  special  design  of  the  bin  shown  in  Fig.  i. 

We  will  now  consider  another  feature  of  coal  tank  and  spout  de- 
signing— a  detail  that  is  almost  if  not  wholly  overlooked  in  designing 
bins   and  spouts. 

When  a  car  of  coal  arrives  at  a  plant  after  considerable  jarring 
ill  transit  we  can  note  very  readily  that  the  coarse  coal  lies  entirely 
iin  top  and  the  fine  coal  at  the  bottom.  We  can  also  note  in  drawing 
off  bins  at  the  bottom  that  we  get  nothing  but  coarse  coal  for  some 
lime,  then  nothing  but  fine.  Then  going  to  spouts  feeding  boilers,  in 
c.ise  they  have  independent  tanks  over  them,  we  can  see  much  the 
same  thing  again,  viz.,  that  coal  is  feeding  into  the  furnace  hoppers 
nearly  all  coarse  part  of  the  time,  then  all  fine  at  other  times.  In 
looking  at  the  fire  where  an  automatic  furnace  is  used  we  can  notice 
that  it   is  streaked,  part  burning  and  part  consumed;    looking  into 


Nov.  20.  1903.) 


STREET  RAILWAY  REVIEW. 


883 


the  iurnace  hopper,  we  can  see  that  the  same  condition  of  sorting 
exists  and  that  a  portion  of  the  furnace  gets  fine  dust  and  other 
portions  get   luinps. 

Without  prearrangement  on  our  part  the  coal  at  all  times  tends 
to  sort  in  size;  this  sorting  takes  place  wherever  the  coal  can 
"run." 

For  example,  if  coal  is  thrown  on  top  of  a  pile  the  coarse  rattles 
off  to  the  sides,  as  in  Fig.  3.  The  coarse  runs  together  and  the  fine 
stays  in  the  center.  We  draw  from  the  bins,  taking  all  fine  or  all 
coarse,  and  we  drop  it  into  say  an  overhead  boiler  hopper  and 
that  sorts  it  again.  We  next  drop  it  down  into  the  furnace  hopper, 
where  the  sorting  is  repeated.  The  result  of  all  this  is  that  furnaces 
may  be  burning  irregularly  because  they  are  fed  very  coarse  coal 
today  and  all  dust  tomorrow.  And  whatever  grade  we  are  getting 
at  the  boiler  hoppers,  we  are  regrading  again  at  the  furnaces,  feed- 
ing coarse  at  one  point  on  the  grate  and  fine  at  another.  This  sort- 
ing out  is  difficult  to  overcome,  yet  it  is  both  wasteful  in  fuel  and 
annoying. 

When  operating  with  heavy  loads  you  can  perhaps  draw  nothing 
but  fine  dust,  and  when  running  light  you  may  use  nothing  but  coarse 
coal.  The  difficulty  on  the  grates,  if  usnig  a  chain  grate,  appears 
in  shape  of  "streaked"  fire.  Fig.  4  shows  a  spout  as  used  in  con- 
nection with  a  chain  grate.  At  points  A  the  coal  would  be  the  coars- 
est, the  heavy  coal  "running"  down.  The  very  fine  would  be  at 
B   and  the  pressure   from   the   column   of  coal   in  the  spout   would 


m^^'M:s^:'M 


G^/7  r£-S 


t 


2L 


Fia.  6. 

compress  it  closely  on  the  grate.  After  this  fire  has  burned  for 
some  time  it  would  appear  as  in  Fig.  5.  Sonic  portions  would  be 
nothing  but  ash,  the  two  points  of  live  coal  burning  so  slowly  that 
it  would  be  necessary  to  dump  part  of  it  into  the  ash  pit  in  order 
to  bum  sufficient  coal  to  keep  up  steam.  The  coarse  coal  would  flash 
up  quickly  and  burn  out.  The  dust  and  dirt  would  not  burn  up  by 
the  time  the  grates  had  reached  the  end  of  their  travel,  and  would  go 
over  into  the  ash  pit. 

In  order  to  at  least  partly  remedy  this  the  spouts  were  changed 
as  shown  in  Fig.  6.  The  weight  was  taken  off  at  points  B  and 
the  dead  streaks  were  made  more  numerous,  but  not  so  long.  There 
seems  to  be  but  one  practical  method  out  of  this  "sorting"  difficulty, 
in  view  of  the  fact  that  it  is  almost  impossible  to  prevent  sorting; 
that  is,  to  make  for  chain  grates  or  furnaces  with  gales  a  sectional 
gale  with  many  small  lift  pieces,  each  consisting  of  one  tile  sepa 
ralely  raised  and  lowered.  The  main  gate  would  carry  all  the  dif- 
ferent tile.  As  shown  in  Fig.  7,  the  tile  can  lie  raisc<l  and  lowered 
along  the  lower  line  of  the  gale,  and,  since  the  grade  of  coal  varies, 
admit  as  much  of  each  kind  as  ran  be  consumed  by  the  time  it 
reaches  the  "dump." 

Inclined  automatic  sicker  grates  could  be  fitted  up  in  a  similar 
manner.  Without  this  detail  properly  provided  for  it  is  necessary 
to  stoke  iKrth  ill  the  furnace  maga/ini-  and  through  fire  door,  spread- 
ing live  coah  over  dead  sputs.  This  means  both  labor  and  fuel 
loss.  There  is  no  particular  objection  to  feeding  cither  all  coarse 
or  all  fine  coal  to  a  furnace,  the  only  practical  re(|uisile  being  ihal 
the  coal  shall  burn  uniformly  over  the  entire  grate,  though  not  neces- 
tarily  of  a  uniform  thickness,  and  by  the  time  Ihe  fuel  reaches  the 


discharge  to  the  ash  pit  the  Fine  belweon  the  consumed  and  burning 
coal  be  fairly  straight;  if  it  be  otherwise,  the  furnace  cannot  be 
run  to  its  full  capacity  without  considerable  loss  in  fuel  and  damage 
to  the  furnace  due  to  carrying  live  coals  into  the  ash  pit. 

W'lien  we  take  into  consideration  the  fact  that  coal  has  become 
sorted  while  in  transit,  and  each  handling  tends  to  do  the  same,  the 
difficulty  of  mixing  and  retaining  it  mixed  up  to  time  of  placing  it 
im  the  prate  is  loo  great  to  undertake.     There  remains  virtually  but 


•mrrr, 


7*7 


FIG.   7. 


one  method  for  us  to  pursue  to  keep  a  uniform  tliickncss  of  the 
bed  of  coal  and  a  fairly  uniform  grade  of  fineness  across  llie  entire 
width  of  furnace,  and  that  is  as  sliown  in  Fig.  8. 

The  stationary  hopper  spout  discharges  into  a  reciprocating  hop- 
I)er  or  spreader,  which  travels  backward  and  forward  across  the 
magazine.  Owing  to  the  spreading  action  in  receiving  and  the 
spreading  action  in  discharging,  the  coal  would  be  fed  in  layers  of 
coarse  and  fine,  but  each  foot  in  width  would  be  layered  the  same.  ■ 
Coarse  coal  could  be  fed  out  of  the  hopper  one  time,  then  all  fine, 
but  the  spreader  would  distribute  a  small  amount  of  each  over  the 
entire  width  of  the  furnace. 

There  is  still  another  factor  that  enters  into  the  maintenance 
01  a  uniform  straight  "dead  fire  line."  In  the  case  of  boilers  in  a 
battery,  the  side  of  the  furnace  alongside  of  an  outside  wall  will 
be  very  likely  to  carry  live  coal  over,  due  to  slower  combustion 
against  the  cooler  wall.  To  avoid  this  the  coal  gate  must  have  a 
projection  on  its  lower  edge  to  reduce  the  quantity  fed.  The  draft 
resistance  shows  dififerently  at  various  points  in  llie  width  and,  tak- 
ing all  conditions  into  consideration,  we  must  provide  diflferent 
thicknesses  of  coal  bed,  even  with  a  uniform  size  fuel  across  the 
furnace. 

The  difficulties  as  here  outlined  have  been  only  too  forcibly  deni- 


S.".V.f>7/J^-V 


G/?y77T3 


M 


FtO.   8. 

lln^lr:lU•d;  the  renieily  as  suggested  lias  been  but  partially  proven 
as  being  sufficient  to  overcome  Ihe  difficulties.  This  subject  is  turned 
over  to  the  reader  where  the  writer  left  off,  and  by  inure  careful 
consideration  possibly  some  remedy  more  suil.ible  for  the  purpose 
than  is  here  outlined  can  be  devised. 

• «  »»  - 

The  York  &  Wrighlsvillc  KIcctric  Ry.,  of  York,  Pa.,  has  purchased 
several  lots  of  lan<l  at  Wrighlsvillc  and  will  erect  thereon  large  car 
barns  and  repair  shops. 


884 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  ii. 


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eng-aged  in  any  branch  of  street  railway  work,  and  will  gratefully  appreciate 
any  marked  copies  of  papers  or  news  items  our  street  railway  friends  may  send 
us,  pertaining-  either  to  companies  or  officers. 

DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
you  much  time  and  trouble.  Drop  a  line  to  The  Review,  stating  what  you  are 
in  the  market  for,  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
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Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

This  paper  is  a  member  of  the  Chicago  Trade  Press  Association, 
Entered  at  the  Post  Office  at  Chicag-o  as  Second  Class  Matter. 


VOL.  XIII. 


NOVEMBER  20,  1903. 


NO.  II 


SUMMARY  OF  CONTENTS. 

The  Inlerurban   Railway  &  Terminal  Co.     Illustrated 871 

Cual  Feeding  Difficulties  in  Hoppers  and  Spouts.     Illustrated.     By 

William    L.    Morris    8S1 

Kditorial    884 

Testing  Rail  Bonds.     Illustrated   8SC 

Some  Operating  Data,  on  the  Wilkesbarre  &  Hazelton  Ry.     Illus- 
trated.    By  J.   E.  Wallace 887 

Fu.ses  and  Circuit  Breakers  In  Transmission  Lines.     By  Alton  D. 

Adams    895 

Some  Features  of  the  Butte  (Mont.)  Electric  Ry.    Illustrated.     By 

J.  R.  Wharton  897 

Car  Repairs.     By  W.  B.   Partridge   901 

Street  Railways  of  Lima.  Peru.     Illustrated 902 

Recent  Street    Railway    Decisions    903 

Car  Shops  of  the  St.  Ix>uls  Transit  Co.    Illustrated 907 

Chlrago  City  Railway  Strike  912 

Improvements  at   Everett,    W;ish 914 

Anotht-r   Inlerurban  for  Los  Angeles 914 

Street   Railway  Legislation  for  1903 915 

Question  Box  of  the  Pennsylvania  Street  Railway  Association 917 

High  Speed  Electric  Traction  at  Berlin 922 

Personal     924 

New   Publications   925 

Chicago  Union  Traction  Co 926 

Reorganization  of  the  Lake  Street  Elevated  R.  R 926 

Los  Angeles  Notes  927 

New    Orleans    Notes    927 

First  Convention  of  th«' Southwestern  Electrical  Association 92S 

Electric  Railways  and  Electrical  Congress  at  the  World's  Fair ')2? 

Financial    "37 


CO-OPERATION  BETWEEN  STEAM  AND  ELECTRIC  RAILWAYS, 

1  lie  extent  to  which  cleclricity  will  be  adopted  in  the  near  future 
as  the  motive  power  for  existing  steam  railroads  is  a  mooted  ques- 
tion, but  .some  recent  developments  indicate  that  there  is  a  method 
by  which  the  relative  advantages  of  steam  and  electricity  can  be 
determined  amicably  and  without  the  actual  or  threatened  dupli- 
cation of  investment  by  rival  interests  which  is  so  undesirable 
from  an  economic  standpoint.  The  experience  of  intcrurban  elec- 
tric railways  in  all  parts  of  the  country  has  clearly  demonstrated 
that  as  between  an  electric  and  a  steam  railroad  the  former  will 
secure  the  local  passenger  business,  the  three  points  of  more  frequent 
service,  more  convenient  terminals  and  cheaper  rates  being  effect- 
ive arguments  with  the  public.  Also,  it  is  admitted  that  passenger 
train  operation  on  branch  lines  of  steam  railroads  does  not  pay. 
Our  readers  who  have  followed  the  history  of  the  independent 
motor  car  cannot  fail  to  have  observed  the  numerous  attempts 
to  displace  "shuttle"  steam  trains,  and  the  failure  of  these  attempts 
from  such  widely  differing  causes  as  faulty  design  of  the  cars  and 
threatened  labor  troubles. 

Where  a  steam  railroad  is  operated  between  towns  less  than 
twenty  miles  apart  it  is  only  a  question  of  time  when  there  will 
be  an  electric  interurban  proposed  to  serve  the  same  territory.  In 
many  instances  the  desirability  of  such  a  road  as  an  investment 
may  be  problematical,  and  such  local  electric  railway  companies  as 
operate  in  the  towns  may  for  this  reason  hesitate  to  try  the  experi- 
ment. It  is  apparent  that  if  the  electric  interurban  is  built  it 
should  be  done  by  the  interests  that  already  control  the  urban 
roads  at  the  termini,  in  order  that  competition  may  not  be  intro- 
duced as  a  factor  of  urban  operation. 

On  the  one  hand  the  steam  railroad  is  saddled  with  an  unprofit- 
able passenger  service,  and  threatened  with  a  competitor  for 
freight  business;  on  the  other  the  electric  street  railway  must 
hazard  a  considerable  investment  or  see  that  investment  made  by 
other  interests  which  may  become  competitors,  or  at  least  will  ask 
for  city  franchises  and  effectually  curtail  the  development  of  sub- 
urban extensions  into  the  territory  served  by  the  interurban. 

Conditions  in  some  respects  similar  to  those  here  outlined  have 
led  to  the  adoption  of  a  plan  of  co-operation  between  the  Northern 
Pacific  Railway  and  the  Everett  Railway  &  Electric  Companies, 
and  the  joint  operation  of  the  Northern  Pacific's  branch  line  be- 
tween Everett,  Wash.,  and  Snohomish,  a  distance  of  about  nine 
miles.  The  Northern  Pacific  has  made  an  agreement  with  the 
Everett  Railway  &  Electric  Co.  under  which  the  latter  was  to  erect 
trolley  wire  over  the  railroad  from  Snohomish  to  a  point  a  little 
over  two  miles  from  Everett,  which  is  the  terminus  of  a  suburban 
line  of  the  electric  railway,  and  care  for  all  passenger,  baggage 
and  express  business  between  Everett  and  Snohomish  in  electric 
cars,  while  all  freight  would  be  handled  by  the  Northern  Pacific 
with  steam  locomotives.  The  electrical  construction  under  this 
agreement  was  completed  very  recently  and  the  line  was  expected 
to  be  in  operation  by  November  20th.  In  lieu  of  the  former  passen- 
ger service,  which  was  limited  to  one  train  each  way  daily,  the 
Everett  company  will  give  an  hourly  service  between  7  a.  m.  and 
10  p.  m. 

Electric  cars  will  be  manned  by  employes  of  the  Everett  com- 
pany, but  operated  under  the  rules  of  the  Northern  Pacific.  Under 
the  agreement  the  electric  company  pays  an  animal  rental  for  the 
use  of  the  roadbed  and  stations,  but  incurs  no  additional  charges 
other  than  for  taxes  and  maintenance  on  the  electric  construction. 

Such  an  arrangement  as  this  is  one  that  can  be  made  entirely 
"without  prejudice"  to  either  of  what  are  too  often  considered  as 
opposing  interests,  and  is  one  that  is  very  easily  capable  of  expan- 
sion as  circumstances  may  warrant,  and  in  this  case  we  believe 
both  parties  are  to  be  congratulated  on  undertaking  an  experiment 
that  not  only  amicably  avoids  danger  of  wasteful  competition,  but 
also  points  the  way  for  giving  to  many  other  communities  the 
advantages  afforded  by  electric  traction  earlier  than  would  other- 
wise be  the  case.  

FIELD  OF  THE  NEW  ASSOCIATION. 

The  .\merican  Raihv.iy  Mechanical  and  Electrical  .Association 
was  organized  at  Cleveland  in  February,  1903,  by  the  representatives 
of  a  few  of  the  most  important  electric  railway  systems  of  the 
country,  who  believed  that  the  development  of  apparatus  and  equip- 
ment to  meet  the  modern  conditions  on  street  railways  and  the  rapid 
extension  of  interurban  electric  railways  in  recent  years  had  intro- 


Nov.  20,  1903.] 


STREET    RAILWAY    REVIEW 


885 


iluccd  so  many  new  questions  to  tlie  heads  of  sliop  and  motive  power 
departments  as  to  justify  the  existence  of  a  national  association, 
whose  work  should  deal  exclusively  with  these  branches  of  electric 
railroading.  If  there  were  ever  any  doubt  as  to  there  being  a 
field  for  this  youngest  of  the  national  electric  railway  organiza- 
tions, that  doubt  was  certainly  removed  by  the  first  annual  con- 
vention of  the  association  held  at  Saratoga  Springs  in  September 
last.  That  meeting  demonstrated  that  there  was  much  work  the 
association  could  appropriately  undertake,  and  also  that  the  asso- 
ciation was  capable  of  carrying  its  undertakings  to  successful  con- 
clusions. 

The  subjects  coming  before  this  association  are  those  connected 
with  shop  practice,  power  house  design  and  operation,  and  the 
design  and  equipment  and  care  of  rolling  slock. 

-•Ml  of  these  subjects  involve  a  great  mass  of  delails,  wliicli  in- 
<lividually  might  be  neglected  with  inipunily,  but  which  collectively 
dctcnnine  the  success  or  failure  of  a  shop  or  ix>wer  plant  adminis- 
tration. To  secure  satisfactory  results  these  subjects  must  be 
considered  by  men  who  are  themselves  familiar  not  only  with  the 
general  practice,  but  with  all  the  details,  and  the  A.  R.  M.  and  E. 
association  has,  therefore,  a  field  that  is  peculiarly  its  own.  The 
[Kipers  and  discussions  before  the  as,sociation  have  so  far  been 
confined  mostly  to  shop  practice  and  the  care  of  rolling  stock;  the 
power-house  portion  of  the  field  will  perhaps  be  taken  up  for  the 
next  convention. 

The  Mechanical  and  Electrical  association  has  the  hearty  ap- 
proval and  support  of  the  American  Street  Railway  Association, 
and  is  in  a  position  to  be  of  great  service  to  the  electric  railway 
industry  by  co-operating  with  the  A.  S.  R.  A.  in  its  work  of  stand- 
ardizing equipments — in  fact,  it  should  assume  the  work  hereto- 
fore undertaken  by  the  committee  on  standards  of  the  .\.   S.  R.  A. 

The  adoption  of  a  standard  is  usually  a  matter  for  the  manage- 
ment to  decide,  and  in  many  cases  the  general  manager  would  not 
act  without  laying  the  matter  before  his  board  of  directors;  the 
recommendation  of  what  should  be  adopted  as  the  standard  is,  how- 
ever, especially  within  the  province  of  the  man  in  responsible 
charge  of  the  department  wherein  the  slajulard  belongs.  The  choice 
of  a  standard  can  properly  be  made  only  after  the  fullest  discus- 
sion of  the  merits  and  demerits,  and  consideration  of  bow  ihc  pro- 
posed change  will  affect  other  parts  of  the  apparatus  or  structure. 
Since  the  heads  of  the  mechanical  departments  arc  the  ones  who, 
so  to  speak,  live  with  the  standards,  they  are  most  competent  to 
consider  proposed  changes  with  the  view  of  eliminating  the  bad 
points  of  the  design  and  improving  the  good  points,  and  tliis  dis- 
cussion can  be  had  best  before  such  a  body  as  the  Mechanical  and 
Electrical  association. 

The  head  of  department  will  also  have  occasion  to  consider 
proposed  standards  with  his  management,  but  the  place  for  that 
discussion  is  quite  evidently  not  on  the  floor  of  a  convention. 

Similarly  this  association  can  work  with  advantage  in  connection 
with  the  .Accountants'  Association,  by  laying  before  the  latter  tlie 
master  mechanic's  views  as  to  how  he  can  best  make  the  records  of 
material  and  pay-rolls  that  the  accounting  dcparlnicnt  requires. 

To  continue  the  work  of  the  American  Railway  Mechanical  and 
Electrical  Association  in  keeping  with  the  manner  it  has  been 
iK'gun  will  require  earnest  effort  on  the  part  of  the  officers  and 
memlwrship,  both  active  and  junior,  but  we  predict  that  this  effort 
will  be  gladly  made,  and  that  in  a  short  time  this  association  will 
l)c  recognized  as  occupying  a  position  relative  to  the  electric  rail- 
ways of  the  country  that  is  similar  to  that  of  a  master  mechanic 
or  superintendent  of  mf<livc  power  in  the  organization  of  his  own 
road. 


CAR  SHOP  PRACTICE. 

I  he  icnilency  i.f  the  large  «trecl  railway  systems  at  present  ap- 
pears to  be  in  the  direction  of  building  large  car  shops  which  may 
really  lie  classed  as  complete  manufacturing  establishments  for  mak- 
ing almost  every  part  of  the  cars  and  their  equipment.  Uwing  to 
Ihc  formation  of  many  of  the  large  companies  by  successive  con- 
wlidalion  or  by  the  purchase  of  smaller  ones,  many  of  these  sys- 
tems have  found  themselves  in  possession  of  a  nnmber  of  small 
rci>air  shops  scattered  about  different  parts  of  the  city,  and  under 
these  conditions  it  has  been  found  impossible  to  make  repairs  or 
to  build  new  cars  or  appliances  economically,  as  it  necessitated  car- 
rying work  from  one  part  of  the  city  to  another.     Beside  this,  for 


economic  reasons,  it  is  manifestly  impossible  to  equip  a  number 
of  small  shops  with  as  complete  automatic  machinery  and  labor- 
saving  devices  for  handling  work,  etc.,  as  can  be  placed  in  a  large 
plant  where  all  the  ditTcrent  departments  of  work  are  centered, 
riiis  practice  is  exemplified  in  the  new  car  shop  of  the  St.  Louis 
Transit  Co.,  which  is  described  elsewhere  in  this  issue.  In  this 
case  the  new  shop  takes  the  place  of  nine  isolated  shops  at  which 
repairs  of  various  kinds  were  formerly  carried  on,  and  now  all 
heavy  repairs  and  manufacturing  work  are  carried  on  in  these 
new  shops,  the  only  other  repair  work  being  done  at  the  barns  at 
ilie  termini  of  some  of  the  routes.  These  latter  repairs,  however, 
are  only  such  as  can  be  readily  made  without  the  use  of  machinery 
and  any  car  which  cannot  be  put  in  order  by  the  use  of  ordinary 
hand  tools  is  immediately  sent  to  the  new  shop. 

The  equipmcul  of  this  new  shop  comprises  a  number  of  features 
which  are  of  special  interest,  the  most  notable  one  being  the  very 
extensive  use  which  is  made  of  compressed  air.  Eroni  the  central 
compressor  room  the  air  is  piped  to  outlets  all  over  the  shop  so 
ihat  connection  with  the  compressed  air  system  can  be  made  for 
the  use  of  pneumatic  tools  in  almost  any  locality  where  it  is  desired 
to  operate  them.  .\  large  number  of  automatic  hoists  suspended 
from  the  overhead  travelers  are  in  almost  constant  use  for  the  pur- 
I)o.se  of  elevating  and  moving  heavy  machinery,  mounting  the  work 
cm  lathes,  planers,  etc..  and  being  always  accessible  and  ready  for 
use  they  effect  a  wonderful  saving  in  the  amount  of  manual  labor 
ri'iiuireil  in  the  shop. 

The  overhead  traveler  system  which  is  described  in  connection 
with  this  shop  is  also  a  great  saving  of  both  time  and  labor.  While, 
of  course,  it  is  inferior  to  an  overhead  crane  in  carrying  capacity, 
yet  its  capacity  is  ample  for  any  work  ordinarily  handled  in  a  street 
railway  shop,  and  where  the  crane  can  be  used  only  for  one  opera- 
tion at  a  lime,  this  system  may  be  in  service  at  any  number  of 
points  throughout  the  shop  sinuillaneously.  It  also  has  the  advan- 
tage of  requiring  considerably  less  height  than  the  crane,  so  that 
the  building  can  be  made  correspondingly  lower. 

The  car  hoist  system  used  in  this  shop,  while  not  entirely  novel, 
embodies  some  improvements  not  heretofore  used.  While  such  a 
hoist  may  be  somewhat  more  expensive  to  install  than  some  other 
kinds,  it  has  the  merit  of  being  absolutely  safe,  which  is  a  con- 
sideration which  should  weigh  more  than  that  of  first  cost.  Its 
action,  also,  is  absolutely  uniform,  so  that  there  is  no  possibility 
of  car  bodies  being  strained  by  any  unequal  effort  at  different 
points.  'J'lie  cost  of  operating  such  a  hoist  is  hardly  to  be  con- 
.■■idercd,  as  it  is  in  actual  motion  but  very  seldom.  An  old-style 
motor  which  would  no  longer  be  permitted  upon  car  equipments  is 
well  adapted  for  the  motive  power  of  such  hoists. 

Another  feature  of  this  shop  which  is  noticeable  is  the  extensive 
use  of  jigs  and  templates  for  shaping  work,  punching  holes,  bending 
and  other  operations.  In  hardly  any  case  is  the  work  laid  out  to 
dimensions,  which  not  only  means  that  the  work  can  he  performed 
by  cheap  labor,  but  it  also  means  a  much  greater  uniformity  in  the 
finished  product.  While  much  of  the  equipment  of  this  shop  is  far 
loo  expensive  to  be  reconnncnded  for  the  shops  of  smaller  railway 
.systems,  this  shop  contains  a  number  of  time  and  labor  .saving 
devices  that  arc  well  wilhin  the  reach  of  the  smallest  repair  shops 
and  which  could  profitably  be  copiid  by  llioni. 


PROTECTED  THIRD  RAIL. 

I'.isewliere  will  lie  l"itnd  .111  interesting  article  on  "Souic  ( )peral- 
ing  Data  on  the  Wilkisbarre  &  llazelton  Ry,"  which,  in  addition 
to  giving  a  general  description  of  some  of  the  unusual  features 
of  this  road,  also  gives  some  figures  nn  llio  current  consinnption 
of  cars  operating  on  different  grades  ami  at  various  speeds.  This 
road  is  the  first,  we  believe,  lo  make  use  of  a  protective  covering 
for  the  third  rail,  anil  the  experience  already  gained  with  it  ap- 
pears to  justify  its  use  in  this  locality  at  least.  In  places  less  sub- 
ject to  severe  snow  an<l  sk'Ct  storms  the  nscfnlnc';  of  ihe  thiril  rail 
prolcclion  may  be  reasonably  queslioned.  IpuI  in  ilir  iisi  runs  dc 
scribed  in  this  article,  where  part  of  llir  third  rail  was  exposed 
and  part  protected,  the  difficulty  nf  niiiniiig  a  car  along  the  ex- 
posed ijorlion  after  a  sleet  slorm  was  in  marker!  contrast  to  the 
ease  and  smoothness  with  which  it  ran  after  reaching  ihc  prolecled 
part. 


886 


STREET  RAILWAY'   REVIEW. 


[Vol.  XIII,  No.  ii. 


Testing  Rail  Bonds 


At  all  of  the  fall  electric  railway  conventions,  the  bonding  ques- 
tion received  attention  in  the  discussions,  and  although  there 
seems  to  be  no  difference  of  opinion  as  to  the  importance  of  the 
subject  of  installing,  testing,  and  maintaining  bonds,  the  dis- 
cussions developed  a  wide  range  as  to  the  methods  of  handling 
this  phase  of  track  work.  This  was  particularly  true  as  regards 
methods  of  testing  to  determine  voltage  drop  and  defective  bonds, 
the  ways  suggested  varying  from  the  "guess"  method  of  taking 
readings  across  each  bond  with  a  simple  voltmeter  to  the  use  of 
a  special  car  elaborately  fitted  up  with  apparatus  and  appliances 
for  taking  and  recording  voltage  readings  over  an  entire  system. 
Apropos  of  this  discussion,  a  description  of  a  method  of  bond 
testing  suggested  and  used  with  satisfaction  by  Mr.  P.  Frank 
Gerhart,  electrician  for  the  Harrisburg  (Pa.)  Traction  Company, 
will  be  of  value.  The  system  is  not  claimed  to  be  new  nor  ab- 
solutely accurate  from  a  theoretical  standpoint,  but  it  is  found 
sufficiently  accurate  within  practical  limits,  and  its  low  cost  and 
simplicity  render  it  available  for  the  average  and  smaller-size 
road. 

The  method  involves  the  familiar  application  of  a  double  scale 
milli-voltmeter  in  conjunction  with  means  for  taking  the  read- 
ing of  a  standard  length  of  rail  (usually  3  to  s  f')  a"d  a  read- 
ing across  the  joint  to  be  tested.  By  comparing  the  reading 
across    the    joint    with    the    reading    through    the    standard    length 


•  To  BOTTO/^  SC^/.S 


DEVICE  FOR  TESTING  RAIL  BONDS. 


of  rail  with  the  same  current  flowing,  the  resistance  of  the  joint 
tan  be  determined  inasmuch  as  the  resistance  of  the  joint  will 
be  to  the  resistance  of  the  rail  as  the  drop  across  the  joint  is 
to  the  drop  across  the  standard  rail  length. 

The  novelty  in  Mr.  Gerhart's  suggestion  is  included  chiefly  in 
the  contact  bar  or  pole,  by  which  contact  is  made  with  the  rail 
for  the  purpose  of  taking  the  readings  across  the  joint  and 
across  the  selected  length.  This  implement  consists  of  an  oak 
piece  about  6^4  ft.  long  and  i  in.  square,  to  one  side  of  which  are 
attached  cold-chisel  pomts  which  form  the  contact  points  with 
the  rail.  There  are  four  of  these  points  instead  of  three,  as  are 
commonly  used.  The  oak  piece  referred  to  is  slightly  bow 
shaped,  so  that  when  placed  on  the  head  of  the  rail  without 
pressure  the  piece  will  rest  upon  the  two  outer  chisel  points. 
Pivoted  to  the  center  of  this  piece  is  an  upright  which  forms  a 
handle  and  carries  at  its  lower  end  one  of  the  four  contact  points. 
By  reference  to  the  sketch,  it  will  be  seen  that  by  placing  the 
foot  upon  the  horizontal  piece  near  the  center,  the  contact  point 
at  the  end  of  the  upright  can  be  pressed  to  the  rail,  thus  giving 
a  reading  across  the  length  of  rail  that  has  been  selected  as 
standard.  After  this  reading  has  been  taken  on  the  upper  scale  of 
the  milli-voltmeter  the  other  foot  is  placed  upon  the  plunger 
shown  on  the  sketch,  and  the  remaining  contact  point  is  pressed 
to  the  head  of  the  rail,  thereby  giving  a  reading  across  the 
joint  upon  the  lower  scale  of  the  milli-voltmeter.  If  the  drop  in 
both  joint  and  rail  is  alike  the  resistance  of  the  joint  is  that  of 
the  standard  rail  length,  and  the  joint  is  in  good  condition.  If 
unlike,  the  resistances  are  directly  in  the  ratio  of  the  drops,  and 
the  exact  resistance  of  the  joint  in  comparison  with  that  of 
the  standard  length  of  rail  can  be  determined  at  a  glance  by 
comparing  the  readings  on  the  two  scales   of  the  milli-voltmeter. 


The  milli-voltmeter  used  for  this  purpose  comprises  virtually 
two  standard  portable  direct-current  milli-voltmeters  of  the  Whit- 
ney type,  conveniently  and  compactly  combined  in  one  case.  The 
one  that  measures  the  drop  on  the  length  of  rail  has  the  upper 
scale,  and  its  terminals  are  the  upper  right-hand  binding  posts. 
Its  range  is  about  75  milli-vohs.  and  there  are  150  scale  divisions, 
each  of  ^  milli-volt  value.  The  one  that  measures  the  drop 
across  the  joint  or  bond  has  two  sets  of  windings.  With  one 
winding  in  circuit  it  is  of  i,soo  milli-volts  (1.5  volts)  full  ca- 
jiacity,  and  each  scale  division  represents  :o  milli-volts.  With 
the  other  winding,  its  range  is  75  milli-volts,  each  division  then 
being  Yi  milli-volt.  A  push  button  near  the  lower  left  hand 
binding  posts  determines  which  of  these  windings  is  in  circuit. 
The  push  button  is  normally  held  up  by  a  spring  and  the  instru- 
ment is  then  of  1.5  volts  capacity.  On  depressing  the  button  its 
full  distance  the  1.5-volt  winding  is  cut  out  and  the  75-milli-volt 
winding  substituted.  This  expedient  is  adopted  because  a  poor 
bond  might  give  a  drop  considerably  in  excess  of  the  capacity  of 
the  more  sensitive  winding,  which  would  result  in  injury  to  the 
meter.  As  the  i.s-volt  scale  is  always  in  first  and  is  kept  so  by 
the  spring,  unless  deliberately  cut  out  by  manipulating  the  push 
button,  not  only  is  this  danger  obviated,  but  it  becomes  pos- 
sible to  measure  the  resistance  of  good  or  poor  bonds  with  equal 
accuracy. 

When  using  the  instrument  without  a  four-point  contact  bar, 
as  devised  by  Mr.  Gerhart,  it  will  frequently  occur  that  the  in- 
strument will  give  no  reading  whatever  when  contact  is  made 
with  the  rail,  and  it  is  then  impossible  to  decide  definitely  whether 
this  is  due  to  the  fact  that  the  joint  is  perfect  or  whether  it  is  due 
to  an  entire  absence  of  current  in  the  rail  itself.  With  the  four- 
point  bar  this  difficulty  is  overcome  because,  if,  upon  making  the 
contact  across  the  standard  rail  length,  no  reading  is  secured,  it 
can  be  at  once  assumed  that  no  current  is  flowing.  With  an 
instrument  of  this  kind,  it  is  possible  to  tell  in  which  direction 
the  current  is  flowing,  whether  plus  or  minus,  by  the  direction  in 
which  the  needle  moves,  and  it  can  therefore  be  determined 
whether  the  rails  are  plus  or  minus  to  surrounding  objects. 

With  this  contact  bar  and  instrument  bond  testing  can  be  done 
by  one  man  if  necessary,  and  Mr.  Gerhart  states  that  he  has  test- 
ed all  the  bonds  on  over  a  mile  and  a  half  of  track  in  a  single  day. 
When  working  on  outlying  lines  where  it  is  not  possible  to  have  at 
least  one  regular  car  at  all  times  beyond  the  point  at  which  the  men 
are  testing  so  as  to  insure  flow  of  current  in  the  rails,  it  is  cus- 
tomary to  take  out  a  special  car,  which  runs  slowly  ahead  of  the 
men,  so  that  there  will  be  sufficient  current  passing  back  to  the 
power  house  to  give  readings.  Or,  if  it  is  desired  to  have  the 
car  stand  still,  the  same  results  can  be  secured  by  keeping  the 
light  circuit  on  in  the  car.  If  it  is  not  desirable  to  use  a  special 
car,  the  men  can  carry  a  fish  pole  connection  along  with  them 
and  make  contact  with  the  trolley  wire  through  resistance  at  any 
point. 

The  double  scale  milli-voltmeter  can  be  purchased  for  about 
$75,  and  the  contact  pole  with  the  four  contacts,  as  described, 
can   be    made    for   about   $1.50. 


Competition  in  England. 


According  to  Mr.  Marshal  Halstead,  United  States  consul  at 
Birmingham,  Eng.,  the  English  steam  railroads  are  endeavoring  to 
compete  with  existing  electric  systems,  and  to  forestall  and  prevent 
the  building  of  other  electric  lines,  by  establishing  self-propelled 
individual  passenger  cars,  and  also  establishing  railway  stations  and 
automobile   services    in   country   districts. 

In  a  recent  report  Mr.  Halstead  incorporated  a  paragraph  from 
the  speech  of  the  chairman  of  the  Great  Western  Railway  Co.,  to 
the  effect .  that  the  company  had  suffered  from  the  competition  of 
tram  and  motor  service  to  such  an  extent  that  it  had  decided  to 
establish  a  motor-car  service  of  its  own  by  means  of  a  combination 
engine  and  car  which  seats  52  passengers,  and  the  company  also 
ordered  five  motor  cars,  to  be  driven  by  petrol,  capable  of  carrying 
22  persons  each,  to  be  used  as  feeders  to  the  Great  Western  system. 


DON'T  forget  that  enthusiasm  makes  heavy  work  light. 
DO  your  best  to  keep  your  car  on  schedule  time;  also  on  the 
track. — Buzzard's  Bay  Philosophy. 


Some  Operating  Data  on  the  Wilkesbarre  &  Hazelton  Ry. 


Physical  Features  of  the  Road  —  Protection  of   Third    Rail —Novel  Form    of   Shoe ^ Test    During 

Sleet  Storm  —  Bonding  Tests  to  Determine  Consumption    of   Current    by   (]ars   and 

Trains — The  Question  of  Trailers — Power   House   Data   and   Practice  — 

Sub-station  Practice  — Tying  Stations  Together  —  General  Results. 


BY    J,    K.    WALLACE,    COXSTRl-CTLNG    ENGINEER,    WITH    L.    B.     STI LLWKLL.    NEW    YORK    CITY. 


The  Wilkesbarre  &  Hazelton  Rv.,  in  the  heart  of  the  anthracite 
coal  fields  of  Pennsylvania,  constructed  during  the  summer  of  1902 
and  put  in  operation  foi  the  transportation  of  passengers  during 
February  of  the  present  year,  presents  some  features,  notably  a 
protected   third   rail,   which    may  be  of  interest. 

The  road,  as  indicated  by  the  name,  runs  between  the  ?ities 
of  Wilkesbarre,  Pa.,  and  Hazelton,  Pa.,  and  connects  the  trac- 
tion systems,  operating  under  street  railway  conditions  in  the 
respective  cities,  by  means  of  a  high-speed  third-rail  electric  r;ii! 
way   operating    under   steam    railway    practice. 

The  population  in  and  about  Hazelton,  estimated     as    65,000  pto- 


Railroad,  50  miles.  Roughly  speaking,  these  two  routes  form  the 
two  sides  of  a  circle,  on  whose  diameter  it  was  desired  to  locale 
the  new  route.  The  map  herewith  presented  gives  a  very  good 
conception  of  the  routes  of  all  three  roads,  which,  due  to  the 
mountainous  character  of  the  country,  are  very  devious. 

It  was  desired  to  accomplish  the  distance  between  the  two 
business  centers  in  one  hour.  The  limitation  of  speed  permissible 
on  the  streets  of  the  respective  cities  left  but  approximately  40 
minutes  to  accomplish  the  distance  over  the  private  right  of  way 
between  the  two  junctions.  The  problem  at  once  became  one  of 
high   speed,  and   to   reach   the  results   in  the  mo.st  economical  man- 


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INTKHKlH    OF    TOWKH    IIOl!SE. 


pie,  is  served  with  transportation  facilities  Iiy  tin-  l^liigh  Trac- 
tion Co.,  with  tracks  centering  at  Broad  and  Wyoming  streets, 
Hazelton.  From  City  Hall  Square.  Wilkesbarre,  radiate  the 
tracks  of  the  Wilkesbarre  &  Wyoming  Valley  Traction  Co.,  .serv 
ing  a  populace  of  about  11.S.000.  I'rum  the  junction  with  (he  for- 
mer in  Hazel  Park,  on  the  outskirts  of  H.ixelton,  to  the  connec 
lion  with  the  latter  in  the  borough  of  Ashley,  near  Wilkesbarre, 
is  a  distance  of  25.7  miles  entirely  on  a  private  right  of  way,  60 
ft.  wide,  free  from  grade  crossing  and  carefully  fenced  on  both 
sides.  By  the  terms  of  a  traffic  agreement  between  the  above- 
mentioned  traction  companies  and  the  Wilkesbarre  &  Hazelton 
Railway  Co.  the  cars  of  the  latter  are  enabled  to  lake  jiassengcrs 
from  the  business  center  of  ila^rellon,  at  Mroad  and  Wyoming 
streets,  and  deliver  thetn  at  City  Hall  Square,  the  business  cen- 
ter of  Wilkeslrarre,  or  vice  versa,  a  total  distance  of  .30  miles. 

Prior  to  the  building  of  this  road,  the  travel  between  the  two 
cities  was  by  means  of  two  routes — that  of  the  Pennsylvania 
Railroad,    approximately    S'    niiles    long,    and    the    Lehigh    Valley 


ner  ^  per  cent  gr.'ides  were  chosen  as  the  nia.xininni  .'illowable.  A 
difference  in  level  betwten  llu-  two  juiidions  of  114,!. 5  ft.  in  a 
very  mountainoin  country,  .■mil  a  liinitalion  of  a  3  per  cent  grarle 
made  reasonably  bold  engineering  necessary  to  secure  a  fairly 
direct  route.  Heavy  rock  cuts  and  deep  fills,  as  a  result,  are 
quite  numerous  in  the  roadbed  conslruclion,  together  with  a  tun- 
nel 2,684  ''■  i"  ienglh.  Curves  were  kepi  quite  low.  with  the  ex- 
ception of  one  18°  curve.  Ojieralion  around  this  curve,  however, 
is  (piite  easy,  due  to  the  cars  having  double  trucks  and  the  cen- 
ter of  gravity  being  low.  It  rt'ould  be  diflicull  with  the  weight 
that  is  on  the  wheels  of  these  cars  to  get  them  lo  climb  ihe  rail. 
A  pn>file  of  the  route  shows  the  various  gra<les  which  resullecl 
from  Ihe  survey.  78  per  cent  of  tluni  being  grades  of  over  2  per 
cent,  and  the  average  grade  from  one  cncl  In  llir  nllier  is  .76  per 
cenl. 

In  passing  it  may  be  of  inlerest  In  llic  reader  lo  know  ihni 
since  operation  comineiiced  the  passenger  service  by  way  of 
While     Haven    Jnnclinn.    on    ihe    l.eliigh     Valley    rouli'.    li.is      been 


888 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  ii. 


abandoned,  and  great  inroads  have  been  made  into  the  traffic  of 
the  Pennsylvania  route,  both  local  and  through.  In  spite  of  the 
fact  that  the  Pennsylvania  Tlycr  covers  the  distance  between  the 
two  cities  in  r  hour  ind  35  minutes,  and  that  passengers  by  the 
electric  lines  have  to  make  two  transfers  between  Ashley  Junc- 
tion and  City  Hall  Square,  numerous  through  pas- 
sengers from  Wilkesbarre  to  Philadelphia  come  to 
llazelton  on  the  W.  B.  &  H.  line,  and  continue  on 
toward  Philadelphia  from  Hazelton.  When  the  ulti- 
mate schedule  is  reached  a  passenger  for  Philadel- 
phia can  miss  his  train  by  20  minutes  in  Walkesharre 
and  still  catch  it  at  Hazelton  by  the  assistance  of  the 
new  route.  The  fare  one  way  from  Wyoming  street, 
llazelton,  to  City  Hall  Square,  Wilkesbarre,  is  go 
cents;  round  trip,  $1.50.  Books  good  for  several 
trips  are  issued,  whereby  a  one-way  trip  costs  6S 
cents.  Mileage  tickets  are  issued  on  a  basis  of  $20 
for  1. 000  miles.  Local  tickets  are  issued  on  a  basis 
of  approximately  3  cents  per  mile.  The  rate  charged 
by  the  Pennsylvania  was  and  still  is  $1.50  one  way, 
$2.50  round  trip,  and  2  cents  a  mile  by  mileage 
books.  Commercial  men  still  prefer  the  steam  route 
on  account  of  the  two  transfers  that  exist  in  the 
electric  route. 

Before  continuing  the  consideration  of  engineer- 
ing details,  the  scenic  beauties  of  the  route  deserve 
attention.  The  track  crosses  three  valleys,  climbs 
the  sides  of  two  mountains,  and  penetrates  a  third 
Leaving  Hazel  Park,  the  route  passes  over  Black 
Creek  bridge  and  through  Cunningham  gap.  From 
the  side  of  Cunningham  mountain  is  seen  Sugar  Loaf 
mountain  in  the  distance,  and  down  in  the  valley 
below  is  a  panorama  of  rural  civilization,  the  whole 
forming  a  most  attractive  picture,  which  never  fails 
to  please  the  eye  and  rest  the  mind.  Crossing  Butler 
valley  the  route  passes  the  power  house  at  St.  Johns, 
and  climbs  the  Nescopeck  mountain.  From  Nescopeck  pass  the  view 
is  in  sharp  contrast  to  that  previously  noted.  Here  on  one  side 
spreads  a  vast  tract  of  country  rugged  and  uncultivated,  where  na- 
ture has  full  sway.  On  the  other  hand  one  views  a  thickly  wooded 
country  which  is  partly  under  cultivation.  Crossing  the  Schweitz 
valley  and  passing  through  the  tunnel,  one  finds  another  view  of  a 
thickly  settled  country,  with  the  town  of  Nanticoke  in  the  distance. 
After  traversing  a  gorge  running  over  Solomon's  Gap  bridge  and 
crossing  under  the  Central  Railroad  of  New  Jersey,  one  is  presently 
at  Ashley  Junction. 

Mr.  Alvin  Markle,  ot  Hazelton,  who  projected  this  road  and 
carried  it  to  its  completion,  was  unsparing  of  money  where  public 
safety    and    convenience    were    concerned.      .Among    the    results    of 


large   bridges   of   granite   masonry   complete   the   amount  "of   bridg- 
ing to  be   found  in  the   roadbed  construction. 

The  track  construction  is  on  best  standard  lines  of  modern  prac- 
tice. The  track  rails  (Boston  and  Albany  section)  have  a  3-in.  head 
and   weigh  95  lb.   per  yard.     Coal  cinders  and  ashes  are  in   use   for 


______  LCM/SN  r/f^cT/av  Co. 

........  w.s  Hi  iVro/^t/^s  ifjv^i.srr/f/rcr/o^fCo. 


MAI*    Ol''    THK    WILKESBARRE 


HAZiELTON 


ballast.  Cinders  make  a  nice  springy  ballast  to  which  will  be  added 
in  the  near  future  10  in.  of  rock  ballast  when  banks  and  fills  have 
reached  stable  conditions.  Curves  are  elevated  approximately  }4  in. 
per  degree  of  curvature  in  the  track,  and  the  ends  tapered  off  with 
transition  curves.  Final  elevations  arc  determined  by  the  speed  of 
cars  at  local  points. 

The  contact  rail,  in  line  with  the  poh'cy  of  this  road  as  regards 
safety,  is  a  step  in  advance  of  the  usual  practice,  in  that  a  protec- 
tion over  the  contact  rail  is  used.  It  is  the  belief  of  the  writer  that 
this  road  enjoys  the  distinction  of  being  the  first  to  adopt  a  pro- 
tected third  rail.  The  design  of  the  rail  and  protection  is  such  as  to 
permit  operation  over  the  road  of  all  standard  steam  railway 
(.quipnicnt,  including  large  composition   locomotives  and  hopper  cars 


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fUUKIl-E   (IF    WILKESBARRE   &   HAZELTON    RY. 


his  liberal  policy  is  the  elimination  of  grade  crossings  of  all  sorts. 
Operation  has  demonstrated  the  wisdom  of  such  a  procedure.  Cars 
approaching  at  high  speed  on  the  heavy  rails  with  which  this  road  is 
equipped  give  very  little  warning  of  their  proximity.  The  writer 
while  walking  on  the  track  has  at  numerous  times  been  passed  by 
cars,  and  except  for  the  slight  singing  of  the  rails,  their  approach 
was  scarcely  noticeable.  Instances  are  known  where  men  walking 
on  the  tracks  have  narrowly  escaped  being  run  down  by  a  car 
coming  around  a  curve  upon  them.  The  operator  on  the  car  under 
present  conditions  has  no  strain  upon  his  nerves  in  approaching  a 
crossing,  and  speed  results.  This  policy  of  avoiding  grade  cross- 
ings made  necessary  the  construction  of  26  highway  crossings  and 
cattleways  of  various  kinds,  all  concrete  construction.  Nine  more 
bridges,  of  concrete  construction,   crossing  small  streams,  and  two 


for  carrying  coal.  Tlic  protection  consists  of  a  2  x  6-in.  pine  plank 
held  directly  over  the  rail  at  a  distance  of  21^2  in.  Tliis  pine  plank 
is  supported  every  8  ft.  by  3  x  4-in.  oak  posts  cut  out  to  clear 
the  side  motion  of  the  shoe  when  journals  and  track  become  worn. 
The  illustrations  will  give  the  reader  a  clear  conception  of  this 
construction,  and  show  the  relative  position  of  the  contact  rail  to 
the  track  rail.  The  third  rail  is  28  in.  from  the  gage  line  and  S  in. 
above  the  track  rail.  This  location  of  the  third  rail  was  arrived  at 
after  a  consideration  of  the  various  conflicting  interests  involved; 
height  of  shoe  above  pavements,  clearance  of  contact  rail  protection, 
an  effort  to  keep  the  shoe  from  projecting  from  under  the  car,  etc. 
The  problem  was  not  simple,  since  it  was  desired  not  to  have  a 
shoe  that  would  have  to  be  moved  from  its  running  position  when 
the  car  was  on  a  paved  street. 


Nov.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


889 


The  objects  in  adopting  a  protected  contact  rail  were  twofold— to 
prevent  the  formation  of  ice  on  the  rail  during  sleet  storms,  and  to 
prevent  personal  injury  by  accidental  contact  with  the  rail.  The 
second  object  has  thus  far  proven  very  satisfactory.  The  writer 
has  often  seen  men  working  around   the  tracks  in  3  very  confident 


NESCOPECK   BRIDGE. 

and  careless  manner,  using  the  rail  protection  as  a  brace  for  the 
feet  in  moving  heavy  objects,  and  in  a  general  manner  showing 
no  fear  of  injury,  which  is  not  usually  the  case,  especially  with 
Italian  laborers.  One  cannot  usually  get  them  near  a  rail  .vhicli 
they  know  to  be  carrying  current.  Occasionally  an  unusually  care- 
less laborer  with  a  bar  gets  a  moderate  shock,  but  nothing  hai  ever 
occurred  which  resulted  in  loss  of  life.  Short  circuits  from  crow- 
bars and  chains  are  very  rare.  In  regard  to  the  primary  object — 
namely,  preventing  sleet  from  forming  ice  on  the  contact  rail — the 


ItOiK  «UT 

protection  has  demun^traled  itself  as  very  efficient.  In  a  system  like 
this,  where  nearly  an  hour,  or  a  whole  night,  may  elapse  between 
the  passage  of  trains,  ice  may  become  very  thick  and  hard  on  the 
contact  rail.  The  writer  in  the  capacity  of  construction  engineer, 
representing  the  consulting  engineer,  was  present  when  the  guard 
was  Ijcing  installed.  A  sleet  storm  followed  by  cold  and  drifting 
snow  came  up  during  the  period,  and  part  of  the  rail  protection, 
aliout  a  mile  in  length,  was  completed  immediately  after  the  storn.. 
f'ower  was  then  turned  on  that  section  of  the  completed  rail,  and 
a  car  made  its  maiden  trip  over  the  line  on  a  track  covered  in  places 
with  densely  packed  snow  2  ft.  in  depth.  The  experiences  of  that 
trip  were  certainly  exceptional  in  the  history  of  electric  railroading. 
Vo  difficulty  was  experienced  on  the  outgoing  trip,  as  points  of  the 
route  deepest  under  snow  were  on  down  grade.  Coming  to  that 
portion  of  the  rail  where  the  protection  had  been  completed  after 
the  sleet  storm,  pyrotechnic  displays  were  at  once  in  evidence.  The 
continued  cold  had  thoroughly  hardened  the  ice,  which  was  nearly  'A 


in.  thick.  Every  8  ft.  the  workmen  installing  the  guard  had  melted 
the  ice  off  with  a  blow  torch  in  otder  to  attach  the  post  carrying 
the  guard  plank,  and  every  8  ft.  came  a  lunge  and  more  fireworks. 
The  apparatus  was  being  tested  out  very  nicely.  The  car  kept  mov- 
ing, as  it  was  still  down  grade,  and  finally  reached  the  power-house, 
which  was  the  end  of  the  section.  The  return  trip  of  8  miles 
up  nearly  all  3  per  cent  grade  was  then  entered  upon.  The  car  went 
forward  by  jerks  for  a  few  hundred  feet  and  stopped — no  contact. 
Presently  the  shoe,  which  had  become  hot  from  so  much  arcing, 
melted  through  the  ice,  establishing  a  connection,  and  backing  out,  a 
fresh  start  would  be  made.  About  a  thousand  feet  of  the  first  mile 
was  up  a  3  per  cent  grade ;  it  took  several  attempts,  and  any  amount 
of  sputtering  and  arcing  to  get  up  that  thousand  feet.  Finally 
reaching  the  rail  which  had  been  covered  by  the  protection  prior  to 
the  sleet  storm,  the  car  moved  along  smoothly  and  easily.     Coming 


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SOUTH  END  OF  TUNNEU 

to  the  hard  packed  snow  drifts,  whicli  was  again  up  a  j  per  cent 
grade,  no  difficulty  was  experienced  in  keeping  the  car  moving, 
although  heavy  arcing  could  be  heard  under  the  snow.  The  snow 
was  very  dense  and  hard,  and,  in  the  opinion  of  the  writer,  the  or- 
dinary form  of  shoe  carried  by  links  would  have  been  unable  to 
keep  the  car  moving.  The  drawing  and  lifting  action  of  the  links 
would  have  raised  the  shoe  two  or  more  inchas  high  over  the  snow. 
Brushes  no  doubt  would  assist,  but  unless  they  were  very  close  to 
the  shoe   the   'innw    wciuld  have  dropped  back  and  again  caused  the 


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KOAUBED   ASH    'litANSMlSSlON    l.iNE. 

shoe  to  ride.  Under  high  speed  conditions,  unless  the  brushes  were 
very  strong,  they  would  not  stand  the  strain  that  would  be  im- 
posed upon  them  from  hard  packed  snow.  The  shoe  with  which 
the  car  is  equipped,  however,  had  no  tendency  to  ride  the  snow,  ex- 
cept that  caused  by  the  rounding  up  of  the  end  usually  adopted  to 


890 


STREET    RAILWAY    REVIEW. 


(VcM    XIII,  No.  II. 


prevent  catching  on  nnivcn  joints  and  end  inclines.      The  design  of 
the  shoe  as  developed  hy  Mr.  W.  B.  Potter  is  shown  herewith. 

The  shoe  has  shown  its  superiority  over  the  link  type  in  the 
matter  of  sparking  when  operating  at  high  speeds.  In  several 
places    in   the   line   the   joints   in    the  contact   rail  come  midway  be- 


than  2H  in.  it  was  impossible  to  get  45°  in  this  instance  and  clear 
the  cylinders  of  locomotives  that  might  be  operating  over  the  line. 
In  regard  to  drifie<l  snow,  the  shoe  has  on  several  occasions 
hronght  cars  in  during  drifting  .storms  from  regular  runs  somewhat 
behind  schedule  time,  but  its  action  of  riding  and  ironing  out  the 
snow  was  not  satisfactory,  and  a  shoe  of  another 
type,  shown  herewith,  was  designed  for  snowstorm 
purposes.  This  latter  shoe  arrived  in  Hazleton  loo 
late  for  practical  test  during  the  past  winter,  but 
from  results  of  tests  made  prior  to  its  sbipnu-nt.  it 


SECTION    OF   Gr.\RD    RAIL   AND   CONTACT   SHOE 


tuoen  the  supporting  insulators;  also  many  of  the  contact  rails 
came  from  the  rolling  mills  somewhat  arched,  and  these  conditions 
tonibined  sometimes  resulted  in  a  very  low  joint.  At  high  speed 
the  ordinary  type  of  shoe  would  not  only  be  likely  to  jump  such 
joints,  but  bound  when  it  struck  the  other  side.  No  such  action, 
however,  occurs  with  this  shoe  at  any  speeds  under  50  miles  per 
hour.  A  spring  with  which  it  is  equipped,  and  its  small  moment  of 
inertia  make  it  respond  quickly  to  irregularities  in  the  third  rail. 

While  the  sleet  problem  has  been  solved,  in  its  solution  has  been 
created  a  new  problem  already  touched  on.  of  drifting  snow.  This, 
however,   from   the  experience   gained,   does   not   appear   diflficult,  as 


SNOWSTOK.VI   CONTACT   SllO|i;. 


is  anticipated  that  it  will  do  the  work.  Doubtless  to 
some  the  thought  may  occur  that  the  contact  area  of 
this  latter  type  of  shoe  is -small  for  a  car  taking  900 
amperes  to  accelerate,  and  often  carrying  500  to  600 
amperes  for  periods  of  several  minutes.  Practice  has 
demonstrated   otherwise,    however,   as   the    shoe   has 

htcn   used  for  periods  of  several  days,  giving  no  evidence  of  more 

than  natural  wear. 
The  contact  rail  is  an  80-lb.  section  in  6o-ft.  lengths,  supported  by 

insulators  every  10  ft.,  holding  the  foot  of  the  rails  5  in.  above  the 


STANDARD    TRUCK. 

ties.  To  prevent  creeping  the  fish  plates  at  joints  are  moderately 
loose,  and  an  anchoring  insulator  midway  between  joints  is  used  in 
every  rail.  Mr.  Houck,  superintendent  of  motive  power  of  the 
company,  stated  to  the  writer  that  the  guard  plank  keeping  the 
greater  portion  of  the  rail  shaded  from  the  sun  reduced  expansion 
and  thereby  the  tendency  to  creep.  The  rail  is  of  special  composi- 
tion, possessing  high  conductivity  and  is  quite  soft.  It  was  quite 
a   problem  to   find   a  method  of  distributing  the   lengths  of  contact 


CONTACT    SHOE    A.\|i 


I'l  si;    i:<i.\. 


■ iS 


^-sr- 


will  be  presently  shown.  Ihe  writer  has  never  noted  a  sleet  storm 
in  which  the  sleet  drives  down  at  a  greater  angle  than,  approxi- 
mately, 30°  from  vertical.  The  angle  from  the  corner  of  the  con- 
tact rail  to  the  corner  of  the  overhanging  plank  in  this  protection  is 
about  25°.  In  March  of  the  present  year  a  very  driving  sleet  storm. 
blowing  at  right  angles  to  the  tracks,  caused  some  ice  to  form  on 
one  side  of  the  contact  rail.  It,  however,  was  not  troublesome, 
and  no  difficulty  was  experienced  in  operating  cars.  An  angle  of 
45°  from  the  top  corners  of  the  contact  rail  to  the  corners  of  the 
protecting  plank  overhanging  will  give  perfect  protection  from 
sleet.     .As   it  was  undesirable  to  move   the   contact   rail   out   further 


REI,.\TIVE  POSITION  OF  TR.A.CK  AND  THIRD  RAII>. 

rails  without  causing  kinks.  The  method  used  was  to  hook  on  the 
end  of  the  rail  and  have  the  locomotive  diaw  the  rail  car  from  un- 
der. The  rail  came  oft'  with  a  long  bend  and  a  slap  on  the  ties,  and 
suffered  no  injury.  Third  rail  distribution  of  energy  to  the  cars, 
rather  than  the  trolley,  was  chosen   chiefly  because  of  the  difficulty 


Nov.  20.  1903.1 


STREET    RAILWAY   REVIEW. 


891 


cxperiencod  with  the  latter  from  the  trolley  wheel  slipping  the  trol- 
ley wire  at  high  speed.  Third  rail  construction  is  also  usually 
cheaper  than  trolley  and  less  costly  to  maintain.  This  method  of 
distribution  also  does  away  with  that  rather  disagreeable  sensation 
often  existing  in  trolley  construction,  due  to  the  vibratory  action  of 
the  trolley  pole  on  the  roof  of  the  car.  In  cars  with  moderate  speeds 
this  action  is  not  so  noticeable,  but  usually  exists  to  a  more  or  less 
extent. 

Both  the  contact  rail  and  the  track  rails  are  bonded  with  Chase- 
Shawmut  bonds,  soldered  under  the  foot  of  the  rail.  The  bon<ls 
have  now  been  applied  for  nearly  a  year  and  a  half,  and  neither  the 
shock  of  heavy  locomotives  and  cars  passing  during  the  construe 
tion  periods,  when  alignment  was  bad.  nor  the  passage  of  45-ton 
cars  operating  under  schedule  speed,  has  caused  the  bonds  to  show 
any  indication  of  breaking  away,  as  found  by  an  inspection  of  their 
physical  condition,  or  any  changes  in  the  track  return.  A  uniform 
drop  all  over  the  line  of  approximately  3.6  volts  per  mile  per  100 
amperes  indicates  a  uniform  condition  of  the  bonds.  No  systematic 
test  has  yet  been  made  throughout  the  line,  but  such  bonds  as  have 
been  tested  show  a  joint  resistance  equivalent  to  approximately  4 
ft.  of  rail.  To  apply  soldered  bonds  under  the  foot  of  the  rail  with 
any  degree  of  economy  necessarily  involved  some  departure  from 
the  usual  methods  employed  in  laying  track  where  protected  or 
other  types  of  bonds  which  can  be   applied  to   the   side  of  the  rail 


steel  tires.  M.  C.  B.  couplers  are  used,  with  Gould  platforms,  and  a 
cowcatcher  is  installed  at  each  end.  which  does  not  interfere  with 
coupling.  The  motors  are  G.  E.-66,  one  being  attached  to  each  axle, 
thus  making  500-h.  p.  of  rated  motor  capacity  on  the  car.  The  mo- 
tors,  which   have  thus   far  given   exceedingly   line    service,    are   gov- 


INTKRIOR   <i|'    r.\H    SllOWI.Vr;    RK1,.\V    lill.VHD    KOR    CONTROI.. 

are  to  be  used.  .An  arrangement  had  10  be  made  for  the  passage  01' 
the  construction  train  and  a  sort  of  schedule  was  adopted,  after 
which  the  matter  quickly  settled  down  to  a  routine.  The  general 
performance  of  the  bonds  have  thus  far  been  very  satisfactory. 
The  writer  is  acquainted  with  some  tests  that  have  been  made  by 
the  Chase-Shawmut  Co.  which  would  indicate  that  the  danger  from 
crystallization  is  overestimated.  Also  the  writer  does  not  believ 
that  any  bad  results  will  occur  from  contraction  and  expansion  by 
heat  and  cold. 

The  schedule  originally  con>.idered  for  this  road  called  for  an  ex- 
press service  every  hour,  and  a  local  service  every  hour  and  a 
half.  To  perform  this  work  six  cars  were  provided.  Hiey  arc 
combination  coaches,  having  a  baggage  comparlmcnl  filled  with 
folding  seals  for  the  tise  of  sm'»kers,  a  passenger  compartment  seat- 
ing 38  people,  and  a  loilcl  rrmm.  Electric  heaters  furnished  by  the 
Consolidated  Car  Heating  Co.  arc  used.  1  he  interior  fini-h  is  very 
handsome,  lieing  solid  mahogany  in  the  passenger  compartment,  and 
natural  ash  in  the  baggage  rrxim.  leading  steps  are  provided  at 
only  fHic  side  of  each  platform,  the  other  side  being  used  for  the 
molorman's  cab.  This  latter  arrangement  would  not  be  good  prac- 
tice on  «>me  road*  making  numerous  slops,  but  in  this  instance 
has  been  f^iunfl  satisfactory. 

A  view  of  the  interior  nl  the  car  shows  the  relay  board  which 
oi>erale»  the  motor  control.  Transite  firepr<M>f  material  is  used 
freely  under  the  car  for  protection  from  fire.  The  cars  were  built 
by  Ihc  J.  O,  lirill  Co.,  of  I'hiladelphia,  and  are  equipped  with  Brill 
.\o.  27  E-2  trucks  weighing  i.j,ooo  lb.  each  wilhonl  motors.  'Hie 
wheel  ba-te  is  6  ft.  6  in.  and  Ihc  wheel*  are  36  in.  in  diameter,  with 


MOTOR   CONTROI.   I'ONT.ACTORS. 

erned  by  the  use  of  two  sets  of  automatic  multiple  unit  control,  as 
embodied  in  the  Spraguc  contactor  system.  These  controls  operate 
in  parallel,  and  either  set  can  be  cut  out  by  pulling  a  small  switch 
on  the  relay  board.  This  system  was  designed  to  give  operative  re- 
sults similar  to  the  Sprague  pilot  motor  drum  control,  and  obtain 
the  advantages  of  the  contactor  .system.  It  is  very  much  quicker  in 
response  to  the  master  controller  than  the  original  pilot  motor  con- 
trol. The  system  of  brakes  pro\'ided  on  these  cars  is  in  line  with 
the  policy  of  the  Wilkcsharre  &  Hazcltou  Railway  Co.  as  regards 
safety  of  operation,  and  to  the  public.  In  both  cities  the  route  in- 
cludes some  grades  which  are  quite  heavy  for  cars  of  great  weight 
to  operate  upon,  under  the  conditions  of  a  slippery  or  icy  rail.  In 
Wilkesbarre  is  a  5  per  cent  grade  ending  upon  the  main  line  tracks 
of  the  Central  Railroad  of  New  Jersey.  'The  management  is  desirous 
of  having  this  latter  grade  cro.ssing  abolished  for  a  different  route  or 
an  overhead  crossing;  otherwise  an  attempt  will  be  made  to  reach 
the  center  of  the  city  by  other  means.  But  in  the  meantime  every 
precaution  has  been  taken  to  enable  the  man  in  tlio  cab  to  stop 
bis  car  at  any  point  under  all  conditions  of  rail.  'Tlie  car  is 
equipped  with  sand,  and  two  independent  foundation  brake  rig- 
gings; one  having  its  point  of  applicilion  on  shoes  between  the 
wheels  of  the  truck,  the  other  on  shoes  outside  of  the  wheels.  The 
inside  brake  shoes  are  actuated  by  magnetic  brakes  griiipitig  the  rail, 


l'o\\|.;j!  iKifsi':  .\'i'  S'l'.  .1011N.S. 

and  a  ratchet  lever  in  llu-  vestibule  of  the  car.  The  onlsidr  shoes, 
in  line  wilh  the  standard  practice,  are  appliol  by  Wesiinghouse 
automatic  air  brake  equipment,  atul  a  ratchet  lever  in  the  molor- 
luan's  cab.  'This  all  reduces  to  two  independent  brake  e(|iiipments, 
wilh  four  o|)erativc  points  tor  a|iplicalioii  of  brakes  In  the  wheels. 
.An  air  signal  system  is  provided  whereby  the  coiuhictor  at  any 
point  on  a  train  can  signal  Ibc  operator  at   llu-  lic.id  end,  as  is  now 


892 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  ii. 


done  in  steam  passenger  service.  Trolley  poles  permit  operation  on 
streets  of  city  traction  systems,  together  with  gongs  and  such  equip- 
ment as  is  usually  found  in  street  car  service.  Tlic  total  weight  of 
the  car  fully  equipped  is  84,000  lb.  To  install  all  this  apparatus  on 
a  car  in  a  manner  so  that  it  will  give  satisfactory  operative  results 
and  be  accessible  for  inspection  arid  repairs  is  not  an  easy  problem, 
as  the  engineer  who  has  met  such  will  appreciate.  Tlie  equipment 
has  given  good  service,  and  the  general  layout  would  not  be  differ- 
ent if  it  were  built  in  the  light  of  present  experience.  Every  south- 
bound car  in  passing  Hazel  Park  Junction  is  inspected  for  loose 
bolts,  brake  rods,  and  broken  parts  in  the  trucks. 

Because  of  sewer  construction  going  on  in  Wilkesbarre  the  cars 
have  thus  far  run  only  to  Ashley  Junction,  and  there  passengers  are 
transferred  to  the  local  traction  company.  The  round  trip  schedule 
speed  at  present  is  slower  than  intended,  and  averages  about  31 
miles  per  hour.  For  the  round  trip  the  amount  of  energy  drawn 
by  the  car  from  the  contact  rail  is,  approximately,  4.2  kw.  per  car 
mile,  and  the  amount  delivered  to  the  contact  rail  by  the  sub-sta- 
tions s  kw.  per  car  mile.     The  average  grade  from  Hazel  Park  to 


makes  the  ultimate  schedule  intended  easily  within  the  limits  of  the 
car  equipment.  These  cars  make  their  schedule  so  easily  that  the 
question  of  handling  a  trailer  was  made  the  subject  of  a  test.  On 
account  of  the  speeds  reached  it  was  not  considered  advisable  to  use 
a  trailer  coach  weighing  less  than  50,000  lb.  For  the  test  an  empty 
70,000-lb.  coach  was  attached  to  the  empty  motor  car  and  run  over 
the  line.  The  run  from  Ashley  to  Hazel  Park,  25.7  miles,  including 
6  stops  of  10  seconds,  was  made  in  i  hour  and  8  minutes.  The 
power  absorbed  by  the  cars  was  10.75  kw.  per  train  mile  ,and  that 
delivered  by  the  sul>-stalions  13. i  kw.  per  train  mile.  The  power  used 
by  the  car  was  practically  double  what  it  used  in  making  the  trip 
alone.  The  current  consumption  of  the  train  when  climbing  3  per 
cent  grade  was  approximately  850  amperes,  and  the  speed  was  about 
25  miles  an  hour.  The  motors  had  heated  up  86  degrees  F.  in  mak- 
ing the  round  trip.  Their  action  in  climbing  heavy  grades,  com- 
nuitaling  200  to  250  amperes,  was  without  a  fault.  The  decision 
was  that  as  a  regular  thing  it  would  not  be  good  practice  to  attempt 
to  use  a  trailer.  The  limit  switch  in  the  control  made  it  at  times 
difficult  to  start  on  grades,  and  the  motors  would  get  very     hot. 


PLAN  OK   POWER  HOUSE. 


Ashley  Junction  is  a  down  grade  of  .76  per  cent.  The  consump- 
tion of  power  by  cars  running  toward  Ashley  Junction  is  3.07  kw. 
per  car  mile,  with  stops  averaging  every  10  miles.  During  the  re- 
turn trip  to  Hazelton,  the  consumption  per  car  is  5.27  kw.  per  car 
mile,  with  the  same  relative  number  of  stops.  A  car  loaded  weighs 
about  44  tons,  and  with  a  gear  ratio  of  1.85  ascends  a  2.74  per  cent 
grade  at  37.2  miles  per  hour  with  an  average  energy  consumption  of 
8.02  kw.  per  car  mile;  the  car  starting  from  a  standstill  on  the 
grade  and  passing  a  point  4.24  miles  distant  in  7  minutes  and  4 
seconds.  Cars  ascend  3  per  cent  grades  at  a  speed  of  38.4  miles  per 
hour,  taking  from  the  contact  rail  530  amperes  at  520  volts.  A  cur- 
rent of  132.5  amperes  in  a  motor  gives  775  lb.  tractive  effort  at  the 
wheel,  or  3.100  lb.  for  the  car.  Three  per  cent  of  the  weight  of  the 
car  deducted  for  grade  resistance  from  3,100  lb.  leaves  550  lb.  as 
the  amount  of  tractive  effort  used  in  overcoming  friction,  wind,  and 
track  resistance,  or  about  13  lb.  per  ton.  Considered  in  the  light 
of  certain  tests  that  have  been  made  with  cars  driven  by  electric 
motors,  13  lb.  per  ton  seems  small,  and  approaches  more  nearly  re- 
sults obtained  in  steam  practice.  There  are  no  level  places  in  the 
line  of  sufficient  length  to  make  a  check  test  of  current  consumption 
on   level  track.       Running  down  grades  at  45  to  50  miles  an  hour 


When  traffic  is  heavy  two  motor  cars 'and  one  trailer  will  probably 
be  the  method  adopted. 

The  power  house  is  located  8.35  miles  from  the  Hazelton  end  of 
the  line,  where  suitable  feed  water  is  found.  The  general  layout  is 
upon  the  unit  system,  following  closely  the  standard  lines  which 
have  been  found  best  in  power-house  practice,  and  which  most 
readily  permit  of  extensions.  It  is  expected  to  increase  the  power 
plant  to  double  its  present  capacity  in  the  near  future.  A  coal 
trestle  delivers  coal  at  the  side,  so  that  it  flows  right  into  the 
boiler  room  ready  for  stoking.  Ashes  are  removed  by  being 
dropped  into  a  car  which  runs  undenieafh  the  floor  in  front  of  the 
boilers.  The  boilers  were  supplied  by  the  Heine  Safety  Boiler  Co. 
and  contain  2,600  ft.  of  heating  surface.  The  grates  contain  85  sq. 
ft.  of  working  surface.  The  length  of  grate  bars  is  7  ft.,  thus 
making  an  easy  grate  to  clean. 

The  boilers  are  grouped  si.x  in  a  nest,  as  is  possible  with  Heine 
setting,  with  a  5-ft.  steel  stack  on  the  division  wall  between  each 
pair  of  boilers.  In  addition  to  the  stacks  a  blower  capable  of  de- 
veloping 2H  in.  of  forced  draught  is  installed.  The  boilers  are 
operated  under  125  lb.  pressure.  The  furnace  and  grates  of  these 
boilers  were  designed  to   burn  rice  anthracite  coal.     The  setting  is 


Nov.  20,  1903.) 


STREET    RAILWAY    REVIEW. 


893 


high  enough  to  permit  the  utilization  of  stokers  should  the  same 
become  desirable,  and  leaves  a  distance  of  6  ft.  between  the  grates 
and  water  tubes.  Some  question  was  raised  as  to  the  good  judg- 
ment of  this  distance  between  grate  and  tubes,  but  results  have 
proved  that  it  is  all  right.  The  bridge  wall  first  installed,  however, 
was  found  too  high  and  was  lowered,  too  much  heat  being  con- 
centrated on  the  tubes  over  the  grate  by  a  sort  of  blast  action 
These  boilers  were  installed  during  the  summer  of  1902,  when  the 
coal  strike  was  on,  and  only  bituminous  coal  was  to  be  had.  The 
writer  was  verv  much  interested  in  the  action  of  these  furnaces  as 


e.Ntremely  wide  and  violent  fluctuations  of  load,  these  engines  op- 
erate very  nicely  and  regulate  within  very  reasonable  limits.  The 
economic  performance  at  full  load  of  600  i.  h.  p.  is  23.9  lb.  of  steam. 
Three  phase  current  of  3,000  alternations  is  in  use  on  this  system. 
.Ml  electrical  apparatus  used  for  delivering  power  to  the  third  rail 
was  supplied  by  the  Westinghouse  Electric  and  Manufacturing  Co. 
Tlie  power  house  contains  three  4do-kw.  direct  connected  alter- 
nators, which  normally  deliver  current  at  390  volts  to  the  switch- 
board bus  bars,  from  whence  it  is  fed  to  the  converters  and  step-up 
Iransfonners.     The  transformers  step  the  voltage  up  to   15,000  volts 


CROSS  SECTION   Oli"   POWER   HOUSE. 


regards  smokeless  combustion  of  soft  coal.  Making  inquiry  as  re- 
gards the  coal  in  use,  he  was  told  that  it  came  from  the  coal  fields 
of  Western  Pennsylvania,  and  was  usually  rather  smoky.  Com- 
bustion in  these  furnaces,  however,  seemed  nearly  perfect.  Rarely 
was  smoke  seen  coming  from  the  stacks,  except  at  such  times  as 
the  furnace  doors  were  open  for  stoking.  In  considering  the  cause 
of  these  facts  the  writer  concluded  that  a  large  combustion  cham- 
ber and  some  distance  to  travel  before  the  gases  could  encounter 
tubes  to  cool  them,  was  accountable,  and  so  reported  at  the  time.  In 
Heine  boilers  the  lowest  row  of  water  tubes  over  the  grates  is  en- 
tirely inclosed  with  C  tile  bricks  from  the  front  waterleg  to  within 
about  4  ft.  of  the  rear  waterleg,  this  tiling,  as  is  well  known. 
also  serving  as  a  baffling  to  conduct  the  gases  to  the  rear 
of  the  boiler  before  entering  among  the  tubes.  The  dis- 
tance of  6  ft.  from  the  grates  to  the  tile-covered  tubes,  in 
addition  to  the  distance  to  the  rear  end,  apparently  leads  to  a  very 
high  furnace  efficiency,  although  the  writer  in  the  test  he  made  of 
these  boilers,  did  not  have  apparatus  at  hand  sufficient  to  determine 
this  definitely.  During  a  six  hour  test  with  rice  anthracite  coal,  22.C> 
per  cent  ash,  they  developed  40  per  cent  overload  (10  ft.  rating) 
with  an  evaporation  of  7.54  lb.  of  water  from  and  at  212°  per  lb. 
of  coal.  During  the  intermediate  four  hours  of  the  test,  approxi- 
mately 70  per  cent  overload  was  carried,  the  boilers  delivering 
steam  containing  1.3  per  cent  of  moisture.  The  coal  burned  per  sq. 
foot  of  grate  averaged  20.8  lb.  The  piping  is  arranged  to  permit 
any  section  to  be  cut  out  for  repairs  and  is  extra  heavy  throughout. 
Brown  engines,  made  by  C.  H.  Brown,  of  Fitchburg,  Mass.,  are 
in  use.  They  consist  of  three  pairs  of  18  x  36-in.  cross  connected 
engines  direct  connected  to  400-kw.  alternators.  Each,  pair  develops 
normally  600  i.  h.  p.  and  revolves  at  115  r.  p.  m.  These  engines  arc 
handsomely  finished  and  are  massive  looking  machines.  In  plants 
where  an  extremely  fluctuating  load  occurs,  compound  engines  are 
found  to  be  not  much  more  economical  in  steam  consumption  than 
simple  engines;  neither  arc  they  so  quick  to  catch  a  load.  These 
facts  together  with  cheap  coal  and  simplicity  of  plant  led  to  the 
adoption  of  single  expansion  non-condensing  engines.  It  was  de- 
cided, however,  in  the  interest  of  parallel  operation  to  connect  to 
each  alternator  two  engines,  with  cranks  90°  aparl,  rather  than  one, 
in  order  to  obtain  a  more  uniform  turning  moment.  Flywheels  15 
ft.  in  diameter  and  weighing  60,000  lb.  were  used  to  assist  parallel 
operation  and  decrease  the  shock  on  engines  when,  as  often  occurs, 
SO  per  cent  ovCTload  is  suddenly  thrown  on  or  off.    In  spite  of  the 


for  delivery  to  the  sub-stations  where  it  is  stepped  down  to  390  volts. 
All  switching  is  done  on  the  low  tension  side  of  the  transformers. 
The  transformers  are  connected  permanently  to  the  line,  and  may 
be  considered  a  part  of  the  line,  although  each  can  be  disconnect- 
ed by  means  of  bayonet  switches  and  flexible  leads.  In  the  district 
where  the  road  is  located  lightning  discharges  are  very  severe. 
Both  ends  of  the  line  are  protected  by  choke  coils  and  low  equiva- 
lent arresters,  and  the  transformers  add  a  further  protection  to  the 
generators   and    converters.     The   transmission    line    is   made   up  of 


COM .   iKi'isi'i  ^'^. 

lliree  bare  copper  wires  No.  4  B  &  S  gage,  forming  a  triangle  with 
30-in.  sides.  The  insulators  are  glass,  with  a  double  petticoat,  of 
which  the  larger  one  measures  7  in.  in  diameter.  The  insulators 
arc  supported  by  locustwood  pins  7  in.  long  above  the  cross-arm 
and  2  in.  in  diameter  in  the  shank.  The  pins  are  boiled  in  paraffine. 
This  line  has  been  thoroughly  reliable  and  has  never  given  the 
slightest  trouble  since  it  started   in  operation,  nearly  a   year   ago. 

Two  permanent  sub-slations  are  at  present  provided,  one  at  the 
power  house  and  one  at  Nuangola,  each  equipped  with  one  400-kw. 
converter  and  foundations  for  one  additional.  These  converters 
deliver  current  at  625  volts  to  the  contact  rail  and  are  rompDundcd 


894 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  ii. 


lo  iiiaintaiii  coii.stanl  vollngc  and  apfiro.ximalcly  unity  power  (actor. 
In  aildition  to  the  permanent  siil>-slations  is  a  portable  400-kw. 
plant  which  is  usnally  located  In  the  power  house  on  tracks  pro- 
vided for  it,  as  the  heaviest  demands  for  current  occur  at  this 
point,  due  to  a  passing  point  in  front  of  the  station.  This  portable 
plant  which  was  designed  to  care  for   special   conditions  and   emer- 


l;Ai'k    (i|.-    L(l\V-TENSION   SWITCH  BO.MiD. 

gencies.  has  already  demonstrated  its  itsefulness  in  an  emergency. 
and  will  be  further  described.  Including  a  constant  load  on  the 
converters  at  St.  Johns  of  160  amperes,  which  will  be  e.\plained 
later,  the  average  load  on  these  rotary  converters  is  approximately 
165  kw.  or  41  per  cent  of  the  capacity  of  the  machine.  The  maxi- 
mum demand  approache.i  too  per  cent  overload,  and  some  general 
instructions  regarding  running  have  to  be  given  to  operators  on 
cars  to  prevent  exceeding  too  per  cent  overload  on  the  sub-sta- 
tion  at    Nuangola  and   causing   the   circuit   breakers    to    open.     The 


cent  of  the  maxinuim  swings.  The  regular  schedule  consists  of  a 
car  each  way  every  houi  and  calls  into  use  three  cars.  A  5-car 
service  giving  a  car  each  way  every  half  hour  has  been  put  into 
operation  with  great  success.  The  maximum  demands  on  the  con- 
verters at  St.  Johns  were  not  materially  increased.  At  Nuangola 
sub-station  the  maximum  demands  were  increased  about  20  per 
cent.  This  may  seem  surprising,  but  a  glance  at  the  profile  will 
give  a  very  fair  explanation  of  it.  Hie  average  load  on  the  two 
generator  units  that  are  normally  used  was  very  much  improved. 
Of  course,  overloads  occurred,  but  the  generators  generally  car- 
ried about  full  load  and  the  fuel  economy  of  the  station  was  very 
much  improved.  The  managemenl  is  contemplating  the  imme- 
diate addition  of  another  converter  at  St.  Johns  and  Nuangola  and 
the  erection  of  a  complete  new  sub-station  near  .Xshlcy  on  a  pro- 
posed extension.  This  will  permit  the  operation  of  two  motor 
cars   in   a   train   when  desirable. 

A  feature  of  this  sy.stcm,  namely,  the  portable  sub-station  of 
400  kw.  capacity,  intended  to  care  for  special  conditions,  such  as 
excursions  and  emergencies,  is  very  interesting.  The  layout  of  this 
car  is  illustrated.  The  plant  is  installed  on  a  car  especially  de- 
signed for  the  puriMse,  and  is  equipped  from  an  operative  stand- 
point exactly  similar  ;o  the  other  sub-stations.  The  rotary  con- 
verter, switchboard  and  lightning  arrc'ters  are  the  same 
with  slight  modifications  to  suit  the  conditions.  TIm  length 
of  the  car  is  36  ft.,  width  g  ft.  6  in.  Sections  of  the  roof  over  the 
transformers  and  rotary  converter  come  oflF  to  enable  the  ma- 
chinery to  be  handled  by  the  crane  in  the  power  house.  The  dis- 
tribution of  the  apparatus  leaves  ample  room  for  the  attendant  to 
examine  the  machinery  and  move  fredy  about  the  car,  although, 
of  course,  no  room  is  wasted.  The  total  weight  of  the  machinery 
is  about  51,000  lb.  Tlio  transformer  cases  are  made  very  high  to 
prevent  oil  overflowing  and  running  out  on  the  floor  on  account 
of  the  movement  of  the  car.  Long  poles  are  provided  to  hook 
connection  onto  the  transmission  lines  at  any  point  alongside  of 
the  track.  Bayonet  switches  complete  the  connection  to  the  car 
and  an  oil  break  switch  furnishes  a  reliable  means  of  opening  or 
closing  the  connection  between  the  transformers  and  the  high 
tension    line. 

From  Ashley  to  Nuangola  the  distance  is  6.5  miles.  From 
Nuangola  to  .St.  Johns  the  distance  is  io.8  miles.  The  contact 
rail  between  the.se  la.st  two  points  is  continuous  and  the  con- 
verters at  the  respective  points  feed  into  each  end  of  the  rail, 
nie  voltage  at  the  Hazelton  end  of  the  line,  which  is  8.35  miles 
distant  from  St.  Johns  power  house,  is  held  up  by  tying  into  the 
Lehigh  Traction  system  at  Hazel  Park  until  a  proposed  sub-station 
to  be  located  at  that  point  is  completed.  This  latter  sub-station 
will,  when  completed,  care  for  the  local  traction  system,  and  the 
present  power  plant,  which  is  d.  c,  will  he  dismantled  and  sold. 
A  rather  interesting  bit  of  operating  experience  is  covered  in  the 
tying  of  these  two  plants  together  electrically.  The  schedule  of 
the  local   traction   system   comprises   usually   about   8  cars  operating 


PI..\N    OF    PORT.XBLE    SrB-ST.\TION    CAR. 


objection  to  running  converters  with  the  circuit  breaker  set  at  100  to 
125  per  cent  overload  is  when  a  real  short  circuit  occurs  on  the  line 
the  circuit  breakers  come  out  with  such  a  rush  of  current  that  the 
machine  is  sometimes  thrown  out  of  step  and  the  polarity  reversed. 
Some  delay  then,  of  course,  occurs  in  getting  back  into  circuit.  In 
connection  with  this  fact  is  a  very  important  point  for  the  engineer 
to  consider    in  systems  where  the  average  load  is  such  a  small  per 


under  a  pressure  of  525  volts.  .•Xs  often  occurs  with  a  small  num- 
ber of  cars,  some  arc  standing  and  the  others  are  drifting.  The 
generated  potential  at  St.  Johns  power  house  is  625  volts,  and  it 
was  feared  that  under  these  conditions  the  St.  Johns  plant  would 
motorize  the  Hazelton  plant  when  moments  of  no  load  occurred, 
.-lud  the  attempt  to  tie  the  two  systcius  together  was  made  with 
some    caution.       Strange    to    say,    the    Hazelton    generators     were 


Nov.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


895 


found  to  be  able  to  stand  just  enough  current,  without  racing,  to 
cause  the  hne  to  drop  to  equalize  the  vohages  of  the  two  plants. 
Occasionally  the  generators  show  evidence  of  motorizing  current 
when  not  expected,  due  to  throwing  off  the  load,  but  never  to 
any  injurious  extent.  The  operators  at  Hazelton  know  when  to 
expect  heavy  loads  from  the  big  cars  on  the  Wilkesbarre  &  Hazel- 
ton  road,  and  are  on  the  alert  to  pull  their  machines  out  if  neces- 
sary. When  the  last  car  from  Wilkesbarre  reaches  Hazelton  at 
12:30  a.  m..  all  the  Lehigh  Traction  cars  are  in.  and  the  operator 
at  Hazelton  has  to  stand  ready  to  pull  his  machine  out  when  the 
car  shuts  oflf  power  at  Hazel  Park,  else  the  higher  voltage  at  St. 
Johns  coupled  with  the  inductive  kick  of  the  rails  on  the  inter- 
urban  line  may  cause  trouble.  ITie  crew  of  the  car  open  the  switch 
tying  the  systems  together,  and  continue  into  town.  The  St. 
Johns  plant  usually  carries  alxiut  160  amperes,  as  already  men- 
tioned, of  the  load  on  the  Hazelton  plant,  thereby  helping  the 
latter  pull  the  big  cars  in  and  out  of  town,  nie  operative  results 
of  tying  the  two  plants  together  have  been  verj'  satisfactory.  A 
little  trouble  sometimes  experienced  with  the  controllers  on  the 
cars  of  the  Lehigh  Traction  Co..  when  operating  iK:ir  Hazel  Park, 
is   the   only  objection. 

.■\  telephone  system  is  installed,  which  includes  a  special  portable 
outfit  in  each  car,  and  plug-in  boxes  are  placed  every  quarter  of 
a  mile  along  the  line.  The  telephone  line  is  No.  10  hard  drawn  cop- 
per wire  run  on  separate  poles  and  transposed  to  meet  require- 
ments. Separate  poles  were  deemed  advisable  because  of  the  dan- 
ger to  operators  from  broken  lines,  should  the  telephone  circuit  be 
on  the  same  poles  with  the  high  tension  line.  Heavy  gongs  are 
placed  at  each  siding  in  order  that  cars  passing  over  the  line  can 
be  reached  by   signal   from  the  office. 

The  management  has  not  yet  decided  up(»n  the  hkK-k  signal  sys- 
tem to  be  installed.  As  already  mentioned,  it  is  the  purpose  to  pro- 
vide every  possible  safeguard  for  the  operation  of  the  road  at  high 
speeds  without  jeopardizmg  life  or  property  of  patrons,  and  a  care- 
ful investigation  of  the  practical  operation  of  several  systems  is 
being  made  by  the  engineers  of  the  company. 

As  soon  as  an  efficient  signal  system  has  been  installed  the  tele- 
phone system  will  be  made  use  of  to  control  the  movements  of  cars 
out  on  the  line.  In  the  meantime  cars  operate  by  schedule  and  are 
allowed  to  pass  each  other  only  at  scheduled  passing  points.  This 
is  very  safe  railroad  practice,  but  of  course  lacks  flexibility,  as  one 
late  car  can  throw  the  v;hole  schedule  late.  Regular  duplicated  or- 
ders are  given  operator  and  conductoi.  Future  telephone  dispatches 
will  1)6  received  on  the  same  regular  form  in  triplicate,  signed  by 
the  conductor  and  moloiman  or  engineer,  each  retaining  a  copy, 
and  the  third  being  sent  to  the  dispatcher's  office. 

With  the  exception  of  the  first  10  miles,  the  country  traversed  by 
this  route  is  rather  sparsely  settled,  and  the  road  was  originally  de 
veloped  as  a  through  passenger  scheme.  Considerable  local  pas- 
.scnger  traffic  has  developed  together  with  a  continually  growing 
freight  business.  Freight  will  be  handled  by  a  locomotive  until  the 
business  warrants  electric  equipinenl.  Freight  connections  are  made 
at  Hazelton  with  the  Lehigh  Valley  and  the  Pennsylvani.i  Railroads, 
and  can  also  be  made  with  the  Central  Railroad  of  New  Jersey, 
the  Delaware,  Lackawanna  &  Western  an<l  the  Delaware  &  Hud- 
son, at  Wilkesbarre.  A  traffic  agreement  now  exists  whereby  pas- 
sengers are  exchanged  with  the  Lehigh  Valley  Railroad.  Baggage 
rooms  and  express  and  ticket  offices  are  provided  al  both  ends  of 
the  route.  As  there  arc  no  agents  at  inlerincdiatc  points,  express 
matter  is  prepaid  and  delivered  on  the  platform  at  owner's  risk. 

As  previously  mentioned,  some  extensions,  including  a  new  sub- 
station at  .\shley,  are  contemplated  which  will  enable  the  company 
10  independently  control  the  movement  of  its  cars  from  one  end 
of  the  route  to  the  other.  In  the  not  distant  future  a  spur  about  a 
mile  long  will  be  constructed  from  a  point  near  Nuangola  to  Tri- 
angular Lake.  'ITie  latter  is  a  beautiful  sheet  of  w.-itcr  up  among 
the  hills,  and  although  in  the  past  it  has  l)ecn  quite  inaccessible,  is 
quite  a  summer  resort. 

Mr.  Alvin  Markle,  president  and  general  manager  of  the  l.cbigh 
Traction  Co..  of  Hazelton.  also  of  the  system  here  described,  gave 
the  road  much  personal  attention.  L.  U.  .Stillwell,  consulting  engi- 
neer, of  New  York,  as  chief  engineer  of  the  company,  was  responsi- 
ble for  all  designs  and  r(|uipinent,  and  the  entire  road  was  built  under 
his  directions.  The  other  officers  of  the  company  are:  George 
Thompson,  general  superintendent;  A.  V.  Hargar,  traffic  manager, 
and  C   A.  U.   Ifouck,  superintendent  of  motive  power  and   machin- 


ery. During  the  construction  period,  the  writer  was  much  associ- 
ated with  Mr.  Houck  and  to  him  many  thanks  are  due  for  assist- 
ance in  preparing  this  article. 


Fuses  and    Circuit    Breakers    in    Transmission 
Lines.* 


ALTON   D.   ADAMS. 


Fuses  and  circuit  breakers  alike  are  intended  to  break  connec- 
tions without  the  intervention  of  human  agency  under  certain  pre- 
determined conditions.  In  the  fuse  the  heat  generated  by  a  certain 
current  is  sufficient  to  melt  or  vaporize  a  short  length  of  special 
conductor.  In  the  circuit-breaker  a  certain  current  gives  a  magnet 
or  motor  sufficient  strength  10  overcome  the  pressure  of  a  spring, 
and  contact  pieces  through  which  the  current  is  passing  arc  pulled 
apart.  Tlie  primary  object  of  both  the  fuse  and  the  circuit  breaker 
is  thus  to  open  connections  and  stop  the  flow  of  energy  when  more 
than  a  certain  current  passes.  When  any  current  passes  through  a 
circuit  in  the  reverse  of  its  regular  direction  the  circuit  breaker 
can  be  arranged  to  break  the  connections,  though  the  fuse  cannot. 
A  fuse  must  carry  the  current  at  which  it  is  designed  to  molt  dur- 
ing some  seconds  before  enough  heat  is  developed  to  destroy  it, 
and  the  exact  number  of  seconds  for  any  particular  case  is  made  a 
little  uncertain  by  the  possibility  of  loose  connections  at  the  fu.se 
tips  which  develop  additional  heat  and  also  by  the  heat  conducting 
power  of  its  connecting  terminals.  A  circuit  breaker  inay  be  set  so 
as  to  open  its  connections  in  one  or  more  seconds  after  a  certain 
current  begins  to  flow,  with  a  high  degree  of  accuracy.  When 
connections  are  broken  by  a  fuse  the  inolten  or  vaporized  metal 
forms  a  path  that  an  arc  may  easily  follow.  A  circuit  breaker  with 
its  contacts  under  oil  offers  a  much  smaller  opportunity  than  a  fuse 
for  the  maintenance  of  an  arc.  Tlicse  qualities  of  fuses  and  circuit 
breakers  form  the  basis  of  their  general  availability  and  comparative 
advantages  in  transmission  circuits. 

Much  variation  exists  in  practice  as  to  the  use  of  fuses  and 
circuit  breakers  on  transmission  circuits.  One  view  often  followed 
is  that  fuses  and  circuit  breakers  should  be  entirely  omitted  from 
the  generator  and  transmission  lines.  Phc  argument  in  favor  of 
this  practice  is  that  temporary  short  circuits  due  to  birds  that  fly 
against  the  lines  or  to  sticks  and  loose  wires  that  are  thrown 
onto  them  will  interrupt  all  or  a  large  part  of  the  transmission 
service  if  fuses  or  circuit  breakers  that  operate  instantly  are  em- 
ployed. On  the  other  hand,  it  may  be  said  that  if  fuses  and  cir- 
cuit breakers  are  omitted  from  the  generator  and  transmission  cir- 
cuits a  lasting  short  circuit  will  make  it  necessary  to  shut  do\\n 
an  entire  plant  in  some  cases  until  it  can  be  removed.  RIectric 
transmission  at  high  voltages  1)ecame  important  before  magnetic 
circuit  breakers  competent  to  open  overloaded  circuits  at  such 
voltages  were  developed.  Consequently  the  early  question  was 
whether  a  transmission  line  and  the  generators  that  fed  it  should 
be  provided  with  fuses  or  be  solidly  connected  from  generators  to 
the  distribution  circuits  of  sub-stations.  The  original  tendency  was 
strong  to  use  fuses  in  accord  with  the  practice  at  low  voltages. 
The  great  importance  of  continuous  service  finni  Iransmission 
systems  and  the  many  interruptions  caused  by  temiiorary  short 
circuits  where  fuses  were  used  led  to  their  abandonment  in  some 
cases.  An  example  of  this  sort  may  be  seen  al  llic  first  Niagara 
station.  In  i8q.i,  when  this  station  w;is  equi)>pccl,  no  magnetic 
circuit  breaker  was  available  for  circuits  of  cither  ir,ooo  or  2,200 
volts,  carrying  currents  of  several  thousand  horse  power,  and 
fuses  were  employed  in  lines  al  both  these  pressures  (Xl'lll  A.  I. 
E.  E.  495,  497).  The  fuses  adopted  in  this  case  were  the  same  for 
both  the  2,200  and  the  it,ooo-volt  lines  and  were  of  the  expulsive 
type,  I'!ach  complete  fuse  consisted  of  two  lignum-vita;  blocks  that 
were  hinged  together  al  one  end  and  were  secin'cd  when  closed 
at  the  other,  In  these  blocks  three  parallel  grooves  for  fuses  were 
cut  and  in  each  groove  a  strip  of  alinnimun  was  laid  and  con- 
nected to  suitable  terminals  at  each  end.  Vents  were  proviiled  for 
ihc  grooves  in  which  the  ahnniiunn  strips  were  placed  so  thai  the 
expanding  gas  when  a  fuse  was  blown  would  escaiie.  When  these 
fuse  blocks  were  new  and  the  blocks  of  lignum-vila'  made  light 
joints  the  metallic  vapor  produced  when  a  fuse  was  blown  was 
forced  out  at   the  veins  and   llic  icmneclions  of  llie   line   were   thus 


•Copyright.  1903.  Ii.v  Alii.n  1),  Ailjinm 


896 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII.  No.  ii. 


broken.  After  a  lime,  however,  when  the  joints  between  the  blocks 
were  no  longer  tight  because  of  shrinkage  the  expanding  gas  of 
the  fuse  would  reach  the  terminals  and  an  arc  woiild  continue  after 
lite  fuse  had  blown.  These  aluniinum  fuses  which  were  adopted 
about  1893  were  abandoned  at  the  Niagara  plant  in  i8g8.  Since  this 
later  date  the  2,200-volt  feeders  from  the  No.  i  power  house  to 
the  local  consumers  have  had  no  fuses  at  the  power  house,  nor 
have  circuit  breakers  been  installed  there  in  the  place  of  the  fuses 
that  were  removed.  At  the  large  manufacturing  plants  supplied 
through  these  local  Niagara  feeders,  the  feeders  formerly  terminated 
in  fuses,  but  these  have  since  been  displaced  by  circuit  breakers. 
In  the  second  Niagara  power  station,  completed  in  1902,  the  local 
j,20O-volt  feeders  are  provided  with  circuit  breakers,  but  no  fuses. 
Between  the  generators  and  bus  bars  of  the  first  Niagara  plant  the 
circuits  were  provided  with  neither  fuses  nor  automatic  circuit 
breakers  and  this  practice  continues  there  to  the  present  time. 

Besides  the  aluminum  fuses  in  the  ii-ooo-volt  transmission  line 
at  the  first  Niagara  station  there  were  lead  fuses  in  the  2,200-volt 
primary  circuits  of  the  step-up  transformers  that  supplied  these 
lines.  At  the  other  end  of  these  lines,  in  the  Buffalo  sub-station, 
another  set  of  aluniinum  fuses  was  inserted  before  connection  was 
made  with  the  step-down  transformers.  Between  the  secondary 
coils  of  these  transformers  and  the  5SO-voIt  converters  there  were 
no  fuses,  but  these  converters  were  connected  to  the  railway  bus 
bars  through  direct  current  circuit  breakers.  These  lead  fuses, 
which  contained  much  more  metal  than  those  of  aluminum,  when 
blown  set  up  arcs  that  lasted  until  power  was  cut  oflf  by  opening  a 
switch  and  usually  destroyed  their  terminals.  An  effort  was  made 
to  so  adjust  the  sizes  of  the  fuses  in  this  transmission  system  that 
in  case  of  a  short  circuit  in  distribution  lines  at  Buffalo  only  the 
fuses  in  the  sub-station  would  be  blown,  leaving  those  at  Niagara 
entire.  This  plan  did  not  prove  effective,  however,  and  a  severe 
overload  on  the  distribution  lines  in  Buffalo  would  blow  out  fuses 
clear  back  to  the  generator  bus  bars  at  the  Niagara  station. 

In  order  to  accomplish  the  opening  of  overloaded  circuits  with 
greater  certainty,  to  delay  such  opening  a  little  where  the  overload 
might  be  of  only  a  momentary  nature,  and  to  confine  the  open  cir- 
cuit to  the  lines  where  the  overload  exists,  automatic  circuit  break- 
ers were  substituted  for  the  fuses  named  in  the  Niagara  and  Buf- 
falo transmission  system.  This  .system  was  also  changed  from 
11,000  to  22.000  volts  on  the  transmission  lines,  thus  rendering 
the  requirements  as  to  circuit  opening  devices  more  severe.  These 
circuit  breakers  were  fitted  with  time-limit  attachments  so  that 
any  breaker  could  be  set  to  open  at  end  of  any  number  of 
seconds  after  the  current  flowing  through  it  reached  a  certain 
amount.  .\  circuit  breaker  with  such  a  time-limit  attachment  will 
not  open  until  the  time  for  which  it  is  set,  after  the  amperes  flow- 
ing through  it  reach  a  certain  figure,  has  elapsed,  no  matter  how 
great  the  current  may  be.  Moreover,  if  the  overload  is  removed 
from  a  line  before  the  number  of  seconds  for  which  its  time-limit 
circuit  breaker  is  set  have  elapsed,  the  circuit  breaker  resets  itself 
automatically  and  does  not  open  the  connections.  If  a  circuit 
breaker  is  set  to  open  a  line  after  an  interval  of  say  three  seconds 
from  the  time  when  its  current  reaches  the  limit,  the  line  will  not 
be  opened  by  a  mere  momentary  overload  such  as  would  blow  out  a 
fuse.  By  setting  the  time-limit  relays  of  circuit  breakers  in  trans- 
mission lines  to  actuate  the  opening  mechanism  after  three  seconds 
from  the  time  that  an  overload  comes  on,  and  then  leaving  the 
breakers  on  distribution  lines  to  operate  without  a  time  limit,  it 
seems  that  the  opening  of  breakers  on  the  distribution  lines  should 
free  the  system  from  an  overload  there  before  the  breakers  on  the 
transmission  lines  have  time  to  act.  Such  a  result  is  very  desira- 
ble in  order  that  the  entire  service  of  a  transmission  system  may 
not  be  interrupted  every  time  there  is  a  fault  or  short  circuit  on 
one  of  its  distribution  lines.  This  plan  was  followed  in  the  Niagara 
and  Buffalo  system.  In  the  22,000-volt  lines  at  the  Niagara  station 
the  time  relays  were  set  to  actuate  the  breakers  after  three  seconds, 
at  the  terminal  house  in  Buffalo,  where  the  transformers  step 
down  from  22.000  to  10,000  volts,  the  circuit  breakers  in  the  11,000- 
volt  lines  to  sub-stations  had  their  relays  set  to  open  in  one  second. 
Finally  the  circuit  breakers  in  the  distribution  lines  from  the 
several  sub-stations  were  left  to  operate  without  any  time  limit. 
By  these  means  it  was  expected  that  a  short  circuit  in  one  of  the 
distribution  circuits  from  a  sub-station  would  not  cause  the  con- 
nections of  the  underground  cable  between  that  sub-station  and 
the  terminal  house  to  be  broken,  because  of  the   instant  action  of 


the  circuit  breaker  at  the  sub-station.  Furthermore,  it  was  ex- 
pected that  a  short  circuit  in  one  of  the  underground  cables  between 
ihc  terminal  house  and  a  sub-station  would  be  disconnected  from 
the  transmission  line  at  that  house  and  would  not  cause  the  circuit 
breakers  at  the  Niagara  station  to  operate.  It  is  reponed  that  the 
foregoing  arrangement  of  circuit  breakers  with  time  relays  failed 
of  its  object  because  the  breakers  did  not  clear  their  circuits  quick 
enough  and  that  the  time  limit  attachments  on  the  22,000  and  11,000- 
volt  lines  are  no  longer  in  use  {XV II I  A.  I.  E.  E.  500.).  As  the 
circuits  under  consideration  convey  thousands  of  horse  power  at 
11,000  and  22,000  volts  it  seems  probable  that  time  limit  devices 
with  circuit  breakers  would  give  good  results  under  less  exacting 
conditions.  Time  limit  relays  arc  no  doubt  an  important  aid  to- 
ward reliable  operation  of  transmission  systems,  but  they  are  subject 
to  the  objection  that  no  matter  how  great  the  overload  they  will 
not  open  the  circuit  until  the  time  for  which  they  arc  set  has  run. 
In  the  case  of  a  short  circuit  the  time  limit  relay  may  lead  to  a  pro- 
longed drop  in  voltage  throughout  the  system  which  is  very  undesir- 
able for  the  lighting  service  and  also  allows  all  synchronous  appara- 
tus to  fall  out  of  step.  With  a  mere  momentary  drop  in  voltage  the 
inertia  of  the  rotating  parts  of  synchronous  apparatus  will  keep  them 
in  step.  For  these  reasons  it  is  desirable  to  have  circuit  breakers 
that  will  act  immediately  to  open  a  line  on  which  there  is  a  short 
circuit  or  very  great  overload,  but  will  open  the  line  only  after  an 
interval  of  one  or  more  seconds  when  the  overload  is  not  of  a  very 
extreme  nature.  This  action  on  the  part  of  circuit  breakers  at  the 
second  Niagara  power  station  was  obtained  by  the  attachment  of  a 
dash  pot  to  the  tripping  plunger  of  each  circuit  breaker  (XIX 
A.  I.  E.  E.  543).  With  moderate  overloads  of  a  very  temporary 
nature  this  dash  pot  so  retards  the  action  of  the  tripping  plunger 
that  the  circuit  breaker  does  not  open.  When  a  short  circuit  or 
great  overload  comes  onto  a  line  the  pull  on  the  tripping  plunger  of 
the  circuit  breaker  on  that  line  is  so  great  that  the  resistance  of 
the  dash  pot  to  the  movement  is  overcome  at  once  and  the  line  is 
disconnected  from  the  remainder  of  the  system. 

The  fact  that  a  circuit  breaker  may  be  designed  to  open  the  line 
which  it  connects,  whenever  the  direction  from  which  the  flow  of 
energy  takes  place  is  reversed,  is  taken  advantage  of  at  some 
sub-stations  to  guard  against  a  flow  of  energy  from  a  sub-station 
back  towards  the  generating  station.  By  this  means  a  flow  of 
energy  from  a  suh-station  to  a  short  circuit  in  the  line  or  cable 
connecting  it  with  the  generating  plant  is  prevented. 


Alternating  Current  Railway  Motor. 

.'Xn  interesting  description  of  a  new  alternating  current  street- 
railway  motor  has  been  reported  by  Consul  Genera!  Mason,  of  Ber- 
lin, who  states  that  in  that  city  there  has  recently  been  in  daily 
operation  a  car  driven  by  a  new  motor  built  by  the  Union  Electric 
Co.,  of  Berlin.  This  motor  derives  its  energy  from  a  single  phase 
alternating  current  of  6,000  volts  carried  on  a  single  overhead  trolley 
wire,  the  current  being  delivered  to  the  motor  without  conversion  to 
a  lower  voltage  or  to  a  continuous  current.  The  report  states  that 
this  experimental  car  is  of  the  ordinary  size  and  can  be  run  at  any 
desirable  degree  of  speed,  and  that  it  does  not  require  any  conduit 
or  expensive    regulating  devices. 

The  question  of  extreme  high  speed  is  not  involved  in  this  experi- 
ment, but  rather  the  transmission  of  a  single  phase  alternating  cur- 
rent at  a  voltage  (6,000  volts  in  this  case)  sufficient  to  carry  it  over 
a  long  line  on  a  small-sized  wire  and  the  direct  use  of  the  current 
without  transformation  by  a  motor  capable  of  running  econom- 
ically at  any  desirable  speed  and  which  fulfills  all  the  requirements 
for  electric  traction.  The  feature  demonstrated  by  the  tests  men- 
tioned is  the  effectiveness  of  the  new  motor  for  electric  railway 
work ;  no  sparking  or  other  technical  difficulties  have  thus  far  de- 
veloped. Such  a  system,  of  course,  eliminates  the  use  of  sub-sta- 
tions, with  their  heavy  initial  outlay  and  operating  expenses,  and 
may  apparently  be  applied  to  lines  several  hundred  miles  in  length. 
The  present  tests  are  over  lines  three  or  four  miles  in  length,  and  it 
is  believed  that  the  new  motor  will  open  the  way  to  economical  long 
distance  electric  traction  on  railways  of  standard  capacities. 


The  Muncie,  Hartford  &  Fort  Wayne  Traction  Co.  has  increased 
the  wages  of  conductors  and  motormen  according  to  length  of 
service. 


Some  Features  of  the  Butte,  Mont.,  Electric  Ry. 


BY   J.    R.    WHARTON.   GENERAI,   MANAGER. 


The  Butte  Electric  Railway  Co.  is  a  reorganization  made  in  igoi 
of  the  Butte  Consolidated  Railway  Co.,  which  in  1891  effected  a 
consolidation  of  the  then  existing  electric  railways  of  Butte — the 
Butte  City  Street  Ry.  which  was  started  as  a  horse  and  cable  road 
in  1887  and  changed  to  electricity  in  1889,  and  the  Metropolitan 
Ry.,  an  electric  line  built  in  1889.  The  company  at  present  has 
11.57  miles  of  single  track,  6.27  miles  of  double  track,  and  .30  mile 
of  sidings,  making  a  total  of  24.41  miles,  measured  as  single  track. 

Butte   is   a   city   of   57.000    population   and   is   recognized    as   the 


The  fare  is  5  cents,  except  on  the  Columbia  Gardens  line  where 
it  is  10  cents,  and  heretofore  no  transfer  privileges  have  been  ex- 
tended. It  is  the  belief  of  the  management  that  transfers  would 
increase  traffic  to  such  an  extent  as  to  make  their  use  profitable, 
and  it  has  been  decided  to  offer  universal  transfers  as  soon  as  a 
satisfactory  form  of  ticket  is  chosen,  possibly  by  December  ist. 

The  passenger  equipment  of  the  company  includes  two  closed 
double  truck  cars  with  24  ft.  bodies  mounted  on  Taylor  trucks, 
equipped    with    four    Sprague    motors ;    four   open    16-bench    double 


VIEIW   OF    BUTTE    FROM    BIG    BUTTR.    T,OOKING    SOUTHEAST— SPRING    OK   1902. 


"greatest  mining  town  in  the  world";  it  is  the  only  "brick  mining 
camp"  and  lies  in  the  north  half  of  a  crater  just  west  of  the  "Con- 
tinental Divide."  The  central  point  of  the  city,  Main  and  Park 
Sts.,  where  all  cars  of  the  street  railway  pass  is  5.700  ft.  above  sea 
level,  and  thence  the  town  extends  up  hill  to  the  north,  down 
hill  to  the  south,  and  both  up  and  down  hill  to  the  east  and  west. 
The  electric  railway  lines  are  all  comparatively  short  measured 
from  this  central  point,  the  longest  haul  being  to  Columbia  Gar- 
dens, 3.48  miles,  to  the  east.  The  central  portion  of  the  city  has 
car  tracks  on  three  cast  and  west  streets  and  on  four  north  and 
south  streets;  two  lines  extend  north  to  portions  of  the  city  known 
as  Centerville  and  Walkerville,  respectively,  the  terminus  in  Wal- 
kervillc  being  6,172  ft.  atwve  sea  level,  a  rise  of  472  ft.  to  be  over- 
come in  aljout  three  miles  of  track,  and  these  routes  are  fully  as 
crooked  as  they  arc  steep;  south  there  arc  three  lines  to  reach  the 
Butte  Reduction  Works,  the  Colorado  Concentrator,  the  principal 
cemeteries  and  the  race  course,  and  cross  connections  give  more 
than  one  route  to  several  of  these  points. 


truck  cars  37  ft.  over  all  with  four  G.  E.  52  motors  each ;  19  closed 
single  truck  cars,  12  with  i6-fl.  bodies  and  7  with  i8-ft.  bodies,  and 
II  single  truck  open  cars.  Two  of  the  large  opeh  cars  were  rebuilt 
from  steam  dummys  and  two  were  buili  by  the  company  in  its 
own  shops.  The  motors  on  the  smaller  cars  are  G.  E.  52  except  on 
five  of  the  closed  cars  which  have  G.  E,  1,000.  The  trucks  except 
for  the  large  closed  cars  were  built  by  the  company. 

One  of  the  accompanying  illustrations  shows  the  double  truck  ot 
this  type,  which  differs  very  slightly  in  general  design  from  the 
single  truck.  This  engraving  also  shows  the  toggle  brake  that  is 
applied  to  all  passenger  car  trucks,  the  toggle  arms  for  the  single 
truck  brake  are  longer  50  that  the  adjustment  can  be  made  by  a 
turn-buckle  instead  of  having  to  iliscoiuu'cl  the  arm  from  the 
brake  shoe  as  in   the  drawing  shown. 

Ordinarily  about  17  cars  arc  operated,  giving  c.us  ,il  intervals 
of  10  to  20  minutes  during  the  busy  part  of  the  day  and  about  hall 
as  frequcnily  during  the  forenoon   when  Iraflic  is  lighter. 

While    the   company    has    a    power    plant    located    in    tlu'    sduthcni 


898 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  ii. 


part  of  the  cily.  adjacent  to  the  shops,  currcni  is  purchased  from  the 
lUittc  LiRhling  &  Power  Co.  at  prices  that  effect  a  saving  of  ap- 
proximately $i,ooo  per  month  as  compared  with  the  operation  of  a 
steam  plant.     The  steam  plant  has  five  joo-h.  p.  hoilers,  and  a  26  x 


the  switchboard  is  the  only  portion  of  the  plant  nsed  in  operating 
the  railway;  eight  circuits  (one  for  the  car  house  and  shops)  are 
fed  from  this  hoard,  and  a  nintli  is  fed  dir'-ct  frnni  the  liehting  and 
power  stalion. 


.Sl'M.MKR    I'.XK    BI'II.T    HV    HITTK    KI.KCTRIC    RY. 

4S-iii.  1  laniilton-Corliss  engine  direct  connected  to  a  500-kw.  Sie- 
mens-Halske  generator  and  a  double  i8x42-in.  simple  engine  to 
which    was    formerly   connected    by    rope    drive   a    225-kw.    General 


-  «  •  -.^ ' 


IN'Ti'IIiUjR    OF   CAR    IKJfSE. 


The  electric  railway  system  of  liutte.  Mont.,  is  perhaps  best 
known  by  reason  of  two  features,  the  hauling  of  copper  ore  down 
a  grade  that  in  places  is  steeper  than  10  per  cent,  and  the  Columbia 
Gardens,    the    company's    pleasure   resort.      Both    of   these    features 


(•iiI,ri\IP.IA    ITARDKNS. 


iClectric    generator.       The    smaller    gcncraUir    has    lu'cn    removed    to 
the  plant  of  the  power  company. 

Save  a   portion   of  the  boiled   plant   used   for   heating   the  shops, 


have  been  mentioned  in  the  "Review"  but  one  cannot  appreciate  the 
Columbia  Gardens  and  what  they  mean  to  the  people  of  Butte 
without   knowing   the    contrast    they    present    to    the    surroundings. 


Nov.  20.  1003] 


STREET    RAILWAY    REVIEW. 


899 


The  sombre  background  furnisbed  by  Butte  and  vicinity  is  some- 
thing tliat  has  not-been  dwelt  upon  in  connection  with  former  ref- 
erences to  the  Gardens. 

The  Gardens  were  opened  as  a  beer  garden  aboul    i88j  and  were 
purchased    by    the    railway     company    in     iSiw.    sin'^'e    which    d;ite 


STANDARD  DOITBLE  TRUCK  WITH  TOGGLE  RRAK 


a  great  deal  of  money  has  been  spent  in  purchasing  additional 
ground  and  in  improvements.  The  present  Gardens  comprise  about 
75  acres   lying   at  the   base   of   the   mountain,   y/2    miles   from    the 


Butte    and    even    the    surrounding    mountains    can    show    but    little 
except   a  few   stunted  pine  trees  and   sage  brush.     While  the  mar- 
kets of  Butte  have  everything  that  grows  nothing  is  raised  at  home. 
Columbia   Gardens   have   been    developed    with    the    idea   of    pro- 
viding not  only  a  pleasure  resort  for  the  adult  jMipulation  but  also 
an  educational  institution   for  the  children  wdio  oth- 
erwise would  have  only  the  vaguest  idea  of  how  veg- 
etables, fruits  and  flowers  appear  while  growing. 

Senator  \Vm.  \.  Clark,  the  president  and  principal 
stockholder  of  the  Hutte  Electric  Railway  Co.,  has 
taken  a  keen  personal  interest  in  the  Gardens,  and 
encouraged  what  would  be  called  extravagance  in  the 
management,  were  this  a  money-making  enterprise. 

The  principal  building  at  the  Gardens  is  the  pavil- 
ion, with  the  front  view  of  which  the  readers  of  the 
"Review"  are  familiar.  The  most  recent  addition  is 
an  athletic  field,  wiih  the  finest  baseball  gniunds  and 
grandstand  in  the  West. 

At  the  main  pavilion  is  a  dancing  hall  in  the  upper 
floor,  and  below  an  "amusement  parlor"  which  is 
rented  as  .1  concession,  where  are  various  slot  ma- 
chine attractions ;  one  wing  of  the  lower  floor  is 
leased  for  a  high-grade  cafe  (in  the  matter  of  res- 
taurants Butte  demands  the  best).  The  company  has 
expended  large  sums  in  making  a  collection  of  min- 
erals and  has  what  is  without  doubt  the  finest  such 
collection  in  the  slate;  this  is  arranged  iu  cases  lo- 
cated on  tlic  main  floor  of  the  pavilimi,  and  is  care- 
fully cataloged. 

Near    the    railway    terminal    is    the    animal    house 

with  wolves,  coyotes,  badgers,  porcupines,  foxes  and 

other  native   animals,   and   in   nearby   enclosures   are 

deer,  goats,  rabljits.  elk.  bears  and  various  species  of 

native  birds. 

In   the   rear  of   the  pavilion  are   the   greenhouses   having   in   the 

aggregate   10,000  sq.  ft.  under  glass,  where  are  started  the   flowers, 

which  when  transplanted  I0  llir  nut. In,, r  beds,  make  the  Ganlens  so 


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LAN   AND   KI.KVA'IION  0|,'  OltK  CAH. 


c„..er  ...   Bn...     There  is  a  double  track  :ine   w.th  a  , er a,  .aut.fu,  2;Z-2::- ::rri:t  "Zi::  :i:^r 

on  the  grounds. 

Because  of  the  light  rainf'ill  and  the  presence  in  the  valley  of  tin-  of  .,',   n.  ,  „,   :     .      ,,,.,11    ,,,,.„„   ,,f   wucr   which 

ore  ,mcltcrH  there  is  almo.t  al«ol«te1y  no  vegetation  of  any  knnl  m  I  be  treasure  .,f   ihe   t.ardens  ,s   „    snull    slu.nn   of 


900 


STREET    RAILWAY    REVIEW. 


[Vol..  Xlll,  No.  II 


flows  down  the  mountain  and  is  hoarded  in  an  artificial  basin,  and 
made  to  do  repeated  service  in  the  fountains  on  the  grounds  and 
used   for  irrigating  the  lawns  and  flowers. 

Admission  to  the  Gardens  is  free,  and  no  charge  other  than  for 
transportation  is  made  by  the  railway  company,  the 
liall  games  being  under  the  auspices  of  the  League, 
which   charges  an   admission  fee  of  25  cents  to  the 
liall  park. 

.\rl)or  Day.  .1  day  designated  liy  the  governcr,  iisu 
ally  early  in  May,  is  a  special  holiday  for  the  sclionl 
children  of  Silver  How  County,  all  of  whom,  U.v 
oiurtesy  of  the  Unite  Electric  Ry.  and  the  steam  rail- 
mads  entering  Butte,  are  carried  from  their  homes 
t(i  the  Gnrdens  and  l)ack  free  of  charge.  .'\i)propriate 
exercises  are  held  and  then  follow  a  hall  game  anil 
sports  of  different  kinds,  including  ludicrous  prize 
cnnlesls  designed  to  furnish  the  maxinuiin  of  anuise- 
iiu-nl  lo  the  children.  On  Arhor  Uay  in  igo.i  ovir 
S.ccx)  children  were  at  the  Gardens. 

During  July  and  .\ugust  the  management  sets 
apart  one  day,  usually  Thursday  or  Kriday,  as  "Chil- 
dren's Day,"  when  all  children  of  school  age  in  Butlr 
arc  carried  to  the  Gardens  and  hack  for  5  cents  each. 
which  also  includes  entrance  to  the  ball  game.  Per- 
haps the  most  gratifying  thing  in  connection  with  the 
operation  of  the  park  is  the  fact  that  the  children  appreciate  what  the 
company  is  trying  to  do  for  them,  and  thousands  of  children  are 
given  the  freedom  of  the  grounds  and  greenhouses  with  the  assurance 


During  the  season  of  1903  some  400,000  passengers  were  carried 
on  the  Gardens  line.  The  record  for  the  quick  handling  of  traffic 
was  made  on  October  13th  when  6,500  men  were  hauled  two  miles  in 
70   minutes,   only   20  cars   being   in   service. 


BAI-L   PARK— COLUMBI.\   GARDEXS. 

that  no  harm  will  be  done  to  trees  or  flowers.  Towards  the  close 
of  the  summer,  the  latter  part  of  September,  free  flower  days  are 
instituted  and  visitors  are  at  liberty  to  carry  away  with  them  all 
the  flowers  they  care  to  take.  Signs  are  displayed  which  read:  "Pick 
all  the  flowers  you  want  but  do  not  destroy  the  others." 

On    Sundays   and    holidays    the    Boston    and    Montana    Band,    an 


POWKR    llOrSK.   CAR    HOfSE   AND   SHOPS. 

The  Butte  Electric  Ry.  carries  ore  from  three  mines,  Clark's 
Original,  the  Stewart  and  the  West  Stewart,  down  hill  to  the 
smelter;  the  distance  is  I'/z  miles,  and  the  average  grade  6  per  cent, 
being  iijl.  per  cent  for  one  block.  At  the  instance  of 
the  city  most  of  the  ore  hauling  is  done  during  the 
night.  Eor  this  traffic  there  have  been  used  eight  sin- 
gle truck  cars,  about  lo  tons  capacity,  equipped  with 
two  Spiaguc  motors  each;  these  are  operated  in 
trains  of  three  with  one  man  on  each  car. 

riicre  have  just  been  completed  three  new  ore  cars 
Iniilt  after  the  plans  of  Mr.  J.  S.  Wathey,  superin- 
tendent of  the  company.  These  cars  are  of  60,000  lb. 
capacity,  mounted  on  Taylor  double  trucks  and 
equipped  with  four  G,  E.  52  motors,  Christensen  air 
brakes.  These  three  cars  will  be  operated  in  one 
train,  with  the  Type  M  control,  the  front  and  rear 
cirs  each  having  a  motorman's  cab. 

The  plan  of  covering  a  street  car  with  signs  and 
placing  a  band  inside  and  running  it  through  the 
streets  for  advertising  purposes  is  in  vogue  in  sev- 
eral cities,  but  last  summer  Mr.  Adolph  Heilbronner, 
the  company's  advertising  agent,  introduced  an  im- 
provement, which  has  made  the  Butte  advertising 
car  more  popular  with  advertising  patrons  and 
cheaper  to  operate.  The  change  was  to  substitute  for  the  band  a 
merry-go-round  organ  driven  by  a  2-h.  p.  electric  motor. 

The  big  day  in  the  history  of  the  company  was  when  "Bryan  was 


TERMINAL   LOOP   AT    COLUMBIA    G.\KDKNS. 


A    CHII.DRKN'S   D.\Y   .\T    BUTTE. 


organization    of    national    reputation,    formed    by    employes    of    the 
Clark  mines,  furnishes  music. 


in  Butte"  in  1896,  and  all  comparisons  are  made  with  that  day.     In 
1902,    5,314,002   passengers    were   carried   and   259,500   tons   of   ore 


Nov.  20,  1903] 


STREET  RAILWAY  REVIEW. 


901 


hauled  to  the  smelter.     Receipts  from  passengers  were  $277,634.76; 
from  freight,  $56_t03.2O;  total,  $334,039-96. 

The   officers   of   the   Butte   Electric   Railway   Co.   are;     President, 


FREE   FLOWERS  AT  COLUMBIA  GARDENS. 

\V.  .\.  Clark:  vice-president.  Francis  E.  Sargent;  secretary  and 
treasurer,  J.  C  Kennedy:  general  manager.  J.  R.  Wharton;  super- 
intendent, J.  S.  Wathey. 


Car  Repairs. 


BY  W.   E.  PARTRIDGE. 


When  the  subject  of  car  repairing  comes  up  for  discussion  before 
the  general  manager,  one  important  question  is  generally  disre- 
garded, because  it  is  taken  for  granted  that  the  answer  is  in  the 
affirmative.  That  question  is,  "Have  we  cars  enough  to  repair?"  In 
other  words,  are  there  cars  enough  on  the  road  so  that  one,  or  any 
number  that  may  be  necessary,  can  be  sent  to  the  shops  for  overhaul- 
ing? The  road  which  every  day  uses  every  car  it  owns  during  the 
rush  hours  has  not  cars  enough  to  enable  it  to  successfully  keep  its 
rolling  stock  in  repair.  It  makes  no  difference  whether  the  number 
be  four  or  four  hundred,  having  none  to  spare  from  its  daily  service, 
it  has  an  insufficient  number  to  enable  it  to  do  repairs.  Ordinarily 
the  reply  to  this  is  there  are  two  complete  equipments  of  cars,  the 
open  for  summer,  the  closed  for  winter,  and  every  car  has  the  op- 
portunity to  go  into  the  shop  once  a  year.  Tliis  is  partly  true,  but  on 
many  large  systems  there  are  branches  where  one  set  of  cars  are 
used  the  year  round,  and  where  each  car  is  in  service  every  day.  If 
the  two  equipments  are  barely  sufficient  to  operate  the  road  during 
the  rush  hours,  the  rule  holds  good  in  spite  of  the  fact  that  the 
cars  may  be  taken  in  every  season. 

Elegantly  equipped  repair  shops  are  very  desirable,  but  in  some 
cases  the  money  they  cost  can  be  better  invested  in  the  purchase 
of  spare  cars.  One  of  the  finest  repair  equipments  in  the  country 
is  merely  an  ornamental  appendage  to  a  very  extensive  system,  be 
cause  there  is  practically  no  spare  rolling  stock.  In  winter  nearly 
every  closed  car  sees  service  every  day  and  on  some  of  its  lines  every 
car  is  operated  every  day  in  the  year.  This  road  has  repeatedly 
been  forced  to  buy  new  cars  to  replace  those  that  could  have  been 
kept  in  service  by  owrhauling  at  proper  times.  A  surprishigly 
large  number  of  street  railways  are  in  such  a  condition  that  judi- 
cious repairs  arc  out  of  the  question.  The  superintendent  who 
can  take  in  all  his  cars  into  the  shop  at  the  moment  when  they  need 
an  overhauling,  regardless  of  the  time  of  the  year,  is  an  exception 
rather  than  a  rule.  Of  course  it  is  to  be  understood  that  such  re 
pairs  as  take  ten  or  twelve  hours  are  not  to  be  considered.  These 
can  be  put  through  between  night  and  morning  or  perhaps  between 
morning   and    evening. 

The  ideal  condition  of  the  street  railway  is  to  have  such  a  num 
ber  of  cars  that  whenever  it  is  necessary  to  take  one  from  service 
that  it  can  go  into  the  shops  for  sufficient  length  of  lime  to  put  it 
in  a  sound  condition.    This,  of  course,  requires  a  considerable  num 
ber  of  cars  over  and  above  those  necessary  for  the  rush  hour,  and 
until  this  service  is  obUincd,  the  repair  plant   is  somewhat  of  sec- 


ondary consideration.    Car  bodies  permanently  go  out  of  service  for 
one  of  four  reasons.    They  may  wear  out,  they  may  be  injured  by 
'  accident,  they  may   be  destroyed  or  they  may  go  to  pieces  on  ac- 
count of  poor  workmanship  and   repairs.    Wearing  out  is  a  purely 
theoretical  reason  because  electric  cars  have  not  been  in  service  long 
enough  to  determine  what  their  length  of  life  will  be.    Well-cared 
for  horse  car  bodies,  after  years  of  service  have  been  fitted  with 
motors  and  trolley  poles  and  are  still  in  good  condition,  apparently 
as   good    for  service   mechanically   as   they   were  twenty   years   ,igo. 
Such  cars  offer  the  best  possible  proof  that  repairs  thoroughly  ex- 
ecuted at   the  time   when   needed   practically   eliminate   depreciation 
of  the  structure.     There  seems  to  be  no  probability  that  they  ever 
will   wear  out.     When  they   disappear   it  will  be  for  other  reasons. 
Accident  destroys  a  snull  proportion  of  our  closed  car  bodies.    The 
results  of  poor  workmanship  can  be  avoided  by  the  most  careful  re- 
pairing, but  decay,  which  is  the  great  enemy  of  the  street  car,  can 
be  completely  taken  care  of  by  prompt  repairs.     The  origin  of  de- 
cay in  the  street  car  is  moisture— the  one  great  enemy  of  all  wood 
construction,   and   when    from   any  cause   moisture   gains   access   to 
the  irame  work  of  the  street  car,  the  damage  is  almost  beyond  re- 
pair.    One  of  the  primary  objects  is  to  prevent  entrance  of  water. 
One  of  the  advantages  of  a  large  storage  capacity  in  the  car  barn 
is  to  keep  cars  .when  out  of  service  protected  against  the  weather, 
especially  against  driving  rains.     No  matter  how  careful  the   rules 
may  be  made  relative  to  the  closing  of  cars  left  out  doors  instead 
of  in  proper  storage,  it  is  found  that  moisture  enters,  and  that  head- 
linings  and  framing  become  saturated  when  standing.    When  stand- 
ing still  the  damage  is  very  nuich  greater  than  it  is  when  the  cars 
are  in  operation. 

Clamor  of  the  master  painter  to  be  allowed  to  take  cars  into 
the  paint  shop,  when  he  considers  them  in  need  of  paint  or  varnish 
or  touching  up,  is  not  founded  so  much  on  the  appearance  of  the 
paint  or  the  condition  of  the  varnish,  as  on  the  knowledge  that 
both  paint  and  varnish  are  open  at  seams  and  points  and  permit 
water  to  reach   the  frame. 

When  cars  are  never  housed  their  destruction  is  unaccountably 
rapid.  A  few  ventilators  carelessly  left  open  may  cause  the  destruc- 
tion of  the  ceiling  in  a  storm  of  a  single  night. 

Rigid    roofing    inspection    and    frequent    painting    are   needed    not 
because  there  are  leaks  which  the  passenger  notices,  but  to  insure  the 
absolute  tightness  of  the  roof  and  protection  of  the  frame.     Under 
no   conditions   should   moisture  be  allowed  to   penetrate   to  the   in- 
terior.   The  highly  seasoned  woods  used  in  our  car  construction  are 
extremely   sensitive   to   moisture.     Tightly   fitted   joints   when   wet 
swell,  compress  and  crush  their  fibers.     Their  strength  is  reduced 
and  at  the  same  time  decay  follows  rapidly.     The  reason  why  the 
car  should  be  watched  so  closely  is  because  frames  are  elastic,  yield- 
ing to  a   certain   extent  in   all   directions.     Frequently,   after   a   few 
months  of  use,  paint  and  varnish  cease  to  be  sufficiently  elastic  to  re- 
sist movements  at  the  joints,  and  cracking  begins  at  the  edge  of  the 
panel   strips,  etc.     For   this   reason,   the    painters'   services   are    fre- 
quently needed.     Paint   and   varnish,   however,   do  not   follow   any 
regular  rules.     It  is  impossible  to  say  that  every  car  can  be  safely 
kept  in  service  for  so  many  months.    When  the  paint  gives  way  is 
tlie  time  that  repair  is  necessary.    Then  is  the  time  cars  require  im- 
mediate attention.    It  is  no  excuse  to  say  that  the  body  has  just  left 
Ihc  shop.     A  blow  upon  a  corner'post  may  have  opened  a  joint  .and 
the  repair  is  needed  as  soon  as  an  opening  appears  through  which 
the  water  m.ay  enter.     There  are  numerous  accidents  mccliamcally 
trivial  which  demand   immediate  repair,  not  that  the  car  cannot   be 
lun  for  months  without  attending  to  it,  but  if  the  body  is  to  retain 
its  full  strength,  the  work  must  be  done  before  decay  sets  in,  or 
before    the    frame    has    lind    lime    In    change    its    shap<'    nr    lose   its 

strength. 

♦-*-• 

"It  may  he  the  natural  thing  to  do  to  call  a  newsboy  on  the  car 
when  you  want  a  paper  and  Ihc  hoy  being  ,-i  boy,  is  always  ready  to 
take  the  risk.  But  please  do  not  do  it.  In  the  fir.st  place  there  is  a 
city  ordinance  which  forbids  newsboys  riding  on  the  cars.  It  is  a 
h.ighly  .langerous  game  and  the  accidcnls  of  the  past  are  what  sug- 
gested Ihc  ordinance  and  made  its  passage  necessary.  The  conductors 
of  the  company  are  ordered  impressively  lo  see  that  this  ordinance 
is  rigidly  enforced  and  they  are  called  to  account  for  any  violation 
thereof.  The  boys  will  come  if  they  arc  called.  So  don't  call  them. 
I!uy  your  paper  before  boarding  the  car."— Extract  from  netroil 
United   Weekly.   Issued   by   Petroil   United   Ry. 


902 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  ii 


Street  Kailwaj's  in  Lima,  Peru. 

Ill  order  lo  i'iicoura(!u  patronage  a  curious  (are  system  lias  been 
put  into  ctTcct  in  Lima.  Peru,  by  the  Conipania  cjcl  Fcrrocarril  Ur- 
bano  dc  Lima.  A  conductor  is  given  a  nuiiiber  of  books  containing 
too  tickets  each  and  is  charged  with  the  amount  represented  by  the 
number  of  books  received.  On  payment  of  a  fare  the  passenger  is 
presented  a  ticket  which  is  in  rc;ihty  a  lottery  ticket  having  a  chance 


OFFICE   AND   BARNS.    I'RBAN   STREET  RV..    LIMA,    PERU. 

of  winning  £50  or  less  at  the  prize  drawing  held  at  the  end  of  the 
current  month.  The  back  of  the  ticket  is  used  for  advertising  pur- 
poses, which  brings  in  a  handsome  revenue  to  the  company.  Each 
passenger  is  entitled  to  either  a  ticket  or  a  transfer,  hut  not  to  both 


the  usual   fare,  but  the  stub  bearing  the  lottery  number   remains  in 
the  passenger's  keeping. 

Lima   is    a   city   of   about    14.000   population,   situated    nine    miles 


FRONT   OF    EXPOSITION    BriLDING.    l.IMA.    PERU. 

from  the  coast  on  an  extensive  plain  elevated  561  ft.  above  the 
ocean.  The  city  is  built  in  the  form  of  a  triangle,  the  longest  side 
lying  along  the  bank  of  the  river  Rimac.  It  is  said  to  be  the  hand- 
somest city  in  South  .America.  The  streets  are  at  right  angles  with 
each  other  and  cars  run  the  full  length  of  the  city,  returning  on 
the  next  parallel  street.  Free  transfers  are  given  to  cross-town  lines; 
the  fare  is  cinco  centavos,  or  about  2^  cents. 

.\n   electric   line  is   now   in   course  of  construction   between   Lima 


COVrAUlt  Itl  rERROCkRISIl 

I'RBANO. 
BE 

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LO  F.  C.  Urbuio  N.  31        A 

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tile  BoleioctelcoRiprobanle  para  elpajiod'lDunicro 
il^iciado,  V  debe  coiiierTarie  Inicgro 

—  o 


^inp.9U 


TICKETS    AND    TRANSFERS    USED    IN    LIMA.      (SIZE    OF    ORIGINALS  2   X   Hi    IN.) 


MARZO,  1903 


The  system  serves  the  purpo.-;e  of  a  fare  register,  or  a  check  on  the 
honesty  of  the  conductor,  of  inducing  patronage  by  the  use  of  the 
lottery  ticket,  and  of  producing  revenue  by  the  advertising  feature. 
As  will  be  seen  by  the  accompanying   illustrations,  the  date  of   use 


S| 

n^ 

¥ 

^SP!^- 

m 

m 

CAR    NEAR    DESC-ALZOS    P.VRK.    LIMA. 

of  the  ticket  is  shown  by  the  us\ial  punch  mark.  The  hour  of  the 
day  is  shown  on  the  transfer  by  a  slit  torn  in  the  margin  of  the 
ticket.  Tickets  are  also  issued  to  passengers  in  book  form  at  re- 
duced  rales.     This  ticket   is  taken   up  by   the   conductor  instead  of 


and  its  seaport,  Callao,  a  distance  of  nine  miles.  It  is  being  built 
by  the  Conipania  Ferrocarril  Elcctrico  de  Lima  y  Callao,  of  Lima, 
which  was  recently  organized  with  a  capital  of  £100.000.  There 
will  be  seven  miles  of  double  track  and  three  miles  of  single  track. 
The  grading  was  begun  about  the  middle  of  August  by  Messrs. 
Bolan  &  Dillon,  of  Lima.  The  contract  for  the  track  material  and 
equipment  has  been  awarded  to  W.  R.  Grace  &  Co.,  also  of  Lima, 
'llie  electric  equipment  will  be  furnished  by  the  General  Electric 
Co.  The  cars  are  to  be  of  the  closed  type,  each  with  a  seating  ca- 
pacity of  40  persons,  and  are  being  built  by  the  J.  G.  Brill  Co.  The 
power  will  be  furnished  by  the  hydro-electric  plant  of  the  Emprcsa 
Electrica  de  Santa  Rosa,  Lda.,  of  Lima.  This  company  is  construct- 
ing its  power  plant  at  Chosica.  26  miles  from  Lima  on  the  Rimac 
River.  It  is  expected  that  the  road  will  be  in  operation  in  January. 
1904. 

The  officers  of  the  company  are:    President,  Giobatta  Isola ;    gen- 
eral manager.  Mariano  Prado;    chief  engineer.  A.   L.  Kenyon. 


Embarrassing   Stunts. 

"When  one  enters  the  front  door  of  a  car  and  starts  sauntering 
down  the  aisle  for  a  seat,  there  is  apt  to  be  a  bit  of  unannounced 
comedy.  The  car  starts  in  the  opposite  direction  from  that  in  which 
one  is  walking.  Then  one  takes  steps  ten  feet  long,  grabs  at  picture- 
hats  and  derbies,  and  when  one  has  a  fair  collection  of  assorted 
headgear  one  is  apt  to  sit  in  some  one  else's  lap,  usually  of  the  op- 
posite sex.  All  that  is  diverting  to  the  passengers,  but  embarrassing 
10  the  performer.  It  is  easily  avoided.  Stand  still  and  hold  your 
equilibrium  by  a  support  until  the  car  has  gathered  its  headway — 
that's  all."— Extract  from  Detroit  United  Weekly,  Issued  by  De- 
troit United  Ry. 


Recent  Street  Railway  Decisions. 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


DUTY   TO   ASCERTAIN    AND   REMOVE   CAUSES   WHICH 
MIGHT  DERAIL  CARS. 


W,    Rep.    742. 


Louisville  Railway  Co.  vs.  Hartlege  (Ky.),  74  ^ 
June  4,  1903.  "Not  to  be  officially  reported." 
The  law  requires  carriers  of  passengers  by  rail,  the  court  of  ap- 
peals of  Kentucky  holds,  to  know,  or  exercise,  the  highest  degree  of 
care  consistent  with  the  proper  and  prudent  conduct  of  their  busi- 
ness to  ascertain,  and  remove,  lauses  which  might  derail  tlieir  cars 
and  injure  their  passengers. 

REQUIRING  SEPARATE  ACCOMMODATIONS  I-OR  Will TE 
AND  COLORED  PASSENGERS. 


Mar.  16,  1903.     Rehear 


State  vs.  Pearson  (La.),  34  So.  Rep.  575. 
ing  denied  May  14,  1903- 
The  supreme  court  of  Louisiana  holds  that  it  was  competent  for 
the  general  assembly  to  require  street  railway  companies  to  provide 
separate  but  equal  accommodations  for  white  and  colored  passen- 
gers using  their  cars,  and  to  enforce  same  by  penalties  imposed 
upon  the  officers  of  such  companies  in  case  of  their  neglect  of  thi? 
legal  duty. 

RISK  OF  FALLING  ACCOUN  1'  OF  WEAKNESS  OK  OLD 
POLES  ASSUMED  BY  LINEMAN-NO  DUTY  OF  IN- 
SPECTION ON  COMPANY. 


Rep. 


Kellogg  vs.  Denver  City  Tramway  Co.  (Colo.  App.),  72  I'ac 
609.  May  II,  1903. 
The  risk  of  falling  on  account  of  the  weakness  of  old  poles,  the 
court  of  appeals  of  Colorado  holds,  was  a  risk  of  the  business,  which 
the  plaintiff  assumed  by  his  contract  to  work  as  a  lineman  for  the 
defendant;  and,  as  between  the  plaintiflf  and  the  dcfcntUnt,  the 
defendant  was  under  no  obligation  to  inspect  the  poles  to  see 
whether  they  were  decayed  an<l  unsafe. 


DUTY  OF  MOTORMAN  IN  CHARGE  OF  CAR  TO  LISTEN 
FOR  SIGNALS  TO  STOP-EVIDENCE  OF  MOTORMAN 
BEING  ANGRY  WITH   PASSENGER  ADMISSIBLE. 


Fuller  vs.  Denison  &  Sherman  Railway  Co,  (Tex.  Civ.  .\pp. ),  74 
S,  W.  Rep.  940,  May  2,  1903-  May  30.  1903 
Where  there  was  no  conductor  on  a  car,  but  the  motorman  was 
in  charge,  the  court  of  civil  appeals  of  Texas  holds  that  it  was  the 
duty  of  the  motorman  to  use  reasonaole  care  in  listening  for  the 
usual  signal  to  stop  the  car  and  give  passengers  an  opportunity  to 
alight,  and  his  failure  to  perform  this  duty  would  constitute  negli- 
gence. It  also  holds  that  testimony  as  to  the  motorman  demanding 
fare  from  the  passenger  after  it  had  been  paid  and  getting  angry 
with  him  was  relevant,  as  tending  to  show  that  there  was  ground 
for  the  passenger's  belief  that  the  motorman  would  carry  him  down- 
town unless  he  got  of!  at  ihe  time  he  did.  while  the  car  was  in 
motion,  Ihe  company  having  pleaded  thai  he  was  guilty  of  con- 
tributory negligence  in  leaving  Ihe  car  at  the  time  and  in  Ihe 
manner  he  did. 


MUNICIPALITY  CANNOT  QUESTION  VALIDITY  OF 
LEASE  BY  COMPANY  AUTHORIZED  TO  LAY  TRACKS 
WITHOUT  ITS  CONSENT, 


MinersviUe  Borough  vs,  Schuylkill  Electric  Railway  Co,  (Pa,),  54 
All,  Rep,  1053,  Apr.  20,  1903, 
Where  a  railway  company  was  chartered  by  act  of  assembly  ami 
had  the  right  10  lay  its  lrack,s  in  the  liorough  without  municipal 
consent,  the  supreme  court  of  Peninylvania  holds  that  Ihe  question 
.,f  whether  it  and  a  company  which  had  been  using  its  tracks  by 
agreement  had  cxccc.led  Iheir  powers  in  enlering  into  an  agrccmcm 


for  the  use  or  lease  of  the  tracks  could  be  raised  unly  by  the  com- 
monwealth. In  olher  words,  it  says  that  it  was  properly  held  that 
whether  any  of  the  above  companies  exceeded  their  lawful  authority 
by  becoming  a  party  to  the  contracts  entered  into  was  a  question 
of  excessive  exercise  of  power  by  a  corporation,  for  which  it  was 
amenable  to  the  commonwealth,  but  not  to  a  private  suitor  or 
another  corporation,  unless  such  suitor  had  sustained  a  private 
injury,  or  such  corporation  had  had  its  rights  and  franchises  m- 
vaded';  and  that  this  plaintiff  had  not  sustained  such  injury. 


STEPPING  FROM  BEHIND  OBSTACLE  ON  l()  TR,\CK— 
DOCTRINE  OF  PRESUMPTION  FR(DM  INSTINCT  OF 
SELF-PRESERVATION, 


,\ines  vs,  Waterloo  &  C,  F,  Rapid  Transit  Co,  (la,),  yS  N,  W,  Rep. 
161.  May  25,  1903. 
Where  five  or  six  covered  wagons,  described  as  "movers  wag- 
ons "  followed  one  after  the  other  close  to  the  street  railway  track, 
and  a  man  stepped  from  behind  the  last  of  the  wagons  toward  the 
track,  without  taking  any  precaution  whatever  to  anticipate  or  avoid 
the  danger  incident  to  his  own  act,  and  was  struck  by  a  car,  the 
supreme  court  of  Iowa  holds  that  he  was  conclusively  guilty  of 
negligence.  It  says  that  had  there  been  no  evidence  whatever  as 
to  the  circumstances  surrounding  him  at  the  time  his  injury  was 
received,  or  as  to  how  ihe  accident  occurred,  the  presumption  would 
have  been  entertained  that,  prompted  by  Ihe  inslincl  of  self-preserva- 
lion  he  was  taking  reasonable  precautions  for  his  own  safety.  But 
sevc'ral  witnesses  saw  him  just  as  he  stepped  forward  from  behind 
the  moving  wagon  and  was  struck  by  Ihe  car;  and  the  fact  that 
there  was  such  cvi.leuce  as  to  what  occurred  pieveuled  the  pre- 
sumption which  would  otherwise  have  been  drawn  from  the  instinct 
of  self-preservation  from  being  entertained.  In  olher  words,  where 
there  is  direct  evidence  as  to  the  circumstances  of  the  accident  ihe 
presuinplion  is  not  lo  be  entertained. 

S\LE  TO  -\NOTUER  COMPANY  PARTLY  FOR  BENEFIT 
OF  DIRECTORS  FRAUDULENT  AND  VOID  AS 
\G\INST    CREDITORS-PRESIDENT  TAKING  BONUS 

'holds    s\me    in    trust-provision    against 

CONSOLIDATION   OF  COMPETING   RAILROADS   NOT 

applicablf:  to  street  railways. 


Scott  vs.   Farmers'  &   Merchants'  National   Bank   (Tex.).  75  S.  W. 

Rep.,  7-  Ji'iic  '5.  1903- 
It  appearing  that  the  directors  of  a  street  railway  company,  or 
■11  least  some  of  them,  owned  lands  near  the  terminus  of  the  rail- 
way and  that  a  part  of  the  consideration  of  the  sale  of  the  com- 
pany to  another  company  was  the  promise  on  the  part  of  llu  pur- 
chaser to  operate  a  street  railway  to  that  point  for  the  ten,,  ..1  live 
years  and  it  further  appearing  that  this  stipulation  was  made  for 
Ihe  benefit  of  the  directors  of  the  first  company,  which  was  at  the 
time  insolvent,  the  supreme  court  of  Texas  holds  that  the  convey- 
ance  was  frau.liileiit   and  void  as  against  the  creditors  of  Ihe  first 

company. 

If  Ihe  president  of  a  company,  who  was  also  its  promoter,  wilh- 
,.ul  salary  or  other  compcnsnliou,  rendered  services  in  the  ad- 
\ancemcnl  of  Ihe  enterprise,  and  if  he  furnished  his  own  money  to 
eonslruci  the  road,  the  court  says  Ihal  this  may  have  eiitilled  him 
10  compensation  by  Ihe  company,  hul  it  did  not  cnlille  liini  lo  lake 
and  hold  the  property  of  the  corporation  as  his  own.  unless  au- 
Ihorizc.l  to  do  so  by  the  corporation  itself.  And  il  liohls  llinl  where 
he  look  title  to  properly  Ihe  consideralion  for  Ihe  conveyance  of 
which  was  the  conslruclion  and  operalion  of  the  railway  he  held  it 
111  trust  for  the  company. 

Section  5  of  article  10  of  the  constilution  of  Texas,  which  pro- 
vides that  no  railroad  or  other  corporation,  or  Ihe  lessees,  purchas- 
ers or  managers  of  any   railroad  corporalim,.  sl,:ill  ronsoli.late   the 


904 


STREET    RAILWAY    REVIEW. 


[Vou.  XIII,  No.  II. 


stock,  prupcrly  or  franchises  of  such  corporation  wilh,  or  lease  or 
purchase  the  works  or  franchises  of,  or  in  any  way  control  any 
railroad  corporation  owning  or  having  tinder  its  control  a  parallel 
or  competing  line,  etc.,  the  court  is  of  the  opinion  applies  to  rail- 
roads proper,  and  not  to  street  railways.  It  says  that  section  7  of 
that  articles  does  apply  to  street  railways,  and  there  they  are  spe- 
cifically named.  Ordinarily,  when  we  speak  of  a  "railroad,"  we 
mean  a  railroad  over  which  freight  and  passengers  are  transported 
Ironi  one  town  or  city  to  another;  when  we  speak  of  those  roads  on 
which  passengers  are  transported  over  the  streets  of  a  town  or 
city,  we  call  them  "street  railways." 


INSUFFICIENT  LOCATION  OF  RAILWAY  TO  GIVE  AU- 
THORITY FOR  OCCUPATION  OF  STREET  FOR  CON- 
STRUCTION PURPOSES. 


Lenoi.\  vs.  Dover,  Somersworth  &  Rochester  Street  Railway  (N. 
H.),  54  Atl.  Rep.  1022.  Feb.  5,  1903. 
Where  a  company's  charier  required  that  the  questions  of  whether 
the  public  good  required  the  construction  of  the  railway  upon  a 
particular  street,  and,  if  so,  where  upon  the  street,  should  be  deter- 
mined "in  like  manner  as  highways  are  laid  out,"  and  one  of  tlie 
provisions  as  to  the  laying  out  of  highways  was  that  the  selectmen 
should  make  their  decision  in  writing,  and  cause  the  same  to  be 
recorded,  which  decision  should  be  of  no  force  until  this  was  done, 
the  supreme  court  of  New  Hampshire  holds  that  the  requirements 
of  the  charter  had  not  been  complied  with,  and  the  company  was 
not  authorized  to  occupy  the  street  for  construction  purposes,  the 
vote  of  the  selectmen  or  corresponding  municipal  authority  of  the 
city  in  terms  having  granted  nothing  more  than  a  "general  location," 
while  the  subsequent  votes  and  conduct  of  the  city  council  showed 
conclusively  that  there  was  nc  location  or  record  thereof,  within 
the  meaning  of  the  statute,  until  long  after  the  time  in  question, 
when   the   plaintiff   was   injured. 


DUTY  OF  DEAF  PERSON  WALKING  ON  1  RACK  10  LOOK 
BACK— RIGHT  OF  MOTORMAN  TO  ASSUME  THAT 
PERSON  ON  TRACK  WILL  HEAR  WARNING  BELL 
AND  STEP  ASIDE— DUTY  TO  PERSON  OBLIVIOUS  OF 
DANGER  OR  UNABLE  TO  SAVE  HIMSELF. 


Shanks  vs.  Springfield  Traction  Co.  (Mo.  App.j,  74  S.  W.  Rep. 
386.    Apr.  28,  1903. 

Hie  court  of  appeals  at  St.  Louis,  Mo.,  says  that  the  plaintiflf  was 
undoubtedly  guilty  of  negligence  in  walking  on  the  car  track,  when 
he  was  deaf,  without  looking  back  frequently  to  see  if  a  car  was 
coming;  but,  in  view  of  the  recent  decisions  on  the  last-chance 
doctrine,  it  was  for  the  jury  to  say  whether  the  motorman  dis- 
cerned that  the  plaintiflf  was  likely  to  remain  on  the  track,  and  in 
danger  of  being  run  over,  soon  enough  to  stop  the  car  before  it 
overtook  him. 

Ordinarily  a  motorman  or  locomotive  engineer  is  justified  in 
assuming  that  a  person  on  a  railway  track  will  hear  a  warning  bell 
or  whistle,  and  step  aside  in  time  to  escape  harm  irom  an  approach- 
ing car  or  train.  But  measures  must  be  taken  to  save  an  individual 
in  that  situation  as  soon  as  his  behavior  or  any  other  circumstance 
signifies  that  he  is  oblivious  of  the  danger,  and  cannot  be  aroused 
in  time  to  save  himself,  or  that  he  is  conscious  of  the  danger,  but 
unable  to  save  himself.  As  to  just  when  it  becomes  the  duty  of  a 
motorman  or  engineer  to  begin  to  put  his  car  or  engine  under  con- 
trol, is  the  essential  question  in  every  such  case,  and  is  commonly 
one  for  the  jury  to  answer,  as  is  the  further  question  of  whether 
that  duty  was  performed  with  reasonable  diligence. 


RULES   FOR   ASSESSING   A    COMPANY'S    KI-.AL   ESTATE 
FOR  PAVING. 


Chicago  Union  Traction  Co.  vs.  City  of  Chicago  ( III.),  67  N.  E.  Rep., 
383.  April  24,  1903.  Rehearing  denied  June  5,  1903. 
The  position  was  recognized  in  this  case  as  being  correct  that  cer- 
tain lots,  parts  of  lots,  and  blocks  owned  by  the  company,  against 
which  it  was  asked  that  a  special  assessment  for  paving  be  confirmed, 
were  held  and  owned  by  the  company  only  for  railroad  purposes  and 
uses,  and  that  the  company  could  not  lawfully  apply  said  property  to 
any  other  use  or  purpose  than  such  as  was  necessary  to  the  operation 


and  maniteiiancc  of  its  railway,  and  that,  in  this  view,  on  the  ques- 
tion of  whether  the  property  had  been  assessed  more  than  it  would  be 
benefited  by  the  proposed  improvement  the  evidence  should  be  con- 
fined to  the  proof  of  benefit  which  the  improvement  would  confer  to 
the  property  for  the  special  use  to  which  it  was  restricted.  But  as  to 
lots  which  the  company  had  leased  out  for  manufacturing  purposes 
the  supreme  court  of  Illinois  holds  that  evidence  of  benefits  not  based 
on  the  restricted  or  limited  use  of  the  property  by  the  company  was 
correctly  admitted.  The  leases  contained  clauses  authorizing  the 
company  to  cancel  them  upon  si.\  months'  notice,  but  the  court  ^ 
unable  to  sec  that  the  right  to  so  cancel  the  leases  established  that 
the  property  was  only  temporarily  devoted  to  private  business  uses 
and  purposes.  Land  taken  in  satisfaction  of  debts  due  a  corpora- 
tion, or  held  in  violation  of  law,  not  for  corporate  use,  the  court 
says,  may  be  benefited  by  an  improvement,  and,  if  so,  should  be 
required  to  bear  its  ratable  burden  of  making  the  improvement. 
I'-urthermore,  in  arriving  at  an  opinion  as  to  the  benefits  which 
would  accrue  to  the  company's  property  by  the  construction  of  the 
proposed  pavement,  the  court  holds  that  there  was  no  error  in  ad- 
mitting testimony  as  to  the  benefit  which  would  accrue  from  en- 
abling the  firemen  of  the  city,  with  their  engines,  to  more  speedily 
reach  the  hydrant  or  fire  plug  in  front  of  the  company's  car  barn. 


INJURY  TO  BOY  RIDING  ON  SIDE  STEPS  OF  FREIGHT 
CAR  ON  TRACK  CLOSE  TO  STREET  RAILWAY— FAIL- 
URE OF  MOTORMAN  CONFRONTED  BY  SUDDEN 
DANGER  TO  FOLLOW  WISEST  COURSE. 


.^ckerman  vs.  Union  i'raction  Co.  (Pa.),  55  Atl.  Rep.  16.  May  4, 
1903. 
.\  motorman  as  soon  as  he  saw  a  boy  riding  on  the  side  steps 
of  a  freight  car,  where  the  tracks  of  the  two  roads  were  parallel  and 
so  close  that  there  was  a  space  of  only  a  few  inches  between  the 
sides  of  the  cars  as  they  passed,  called  to  the  boy  and  made  gestures 
to  indicate  that  he  should  jump  ofT  the  step,  or  climb  on  the 
Imnipcr  at  the  end  of  the  car,  which  was  one  foot  from  the  step. 
This  warning  was  disregarded.  The  boy  attempted  to  avoid  injury 
by  straightening  his  body  and  keeping  close  to  the  side  of  the  car. 
He  was  struck  on  the  shoulder,  thrown  to  the  narrow  space  be- 
tween the  tracks,  and  injured  by  the  wheels  of  both  cars.  In  this 
situation  the  supreme  court  of  Pennsylvania  finds  nothing  from 
which  negligence  on  the  part  of  the  motorman  could  fairly  be  in- 
feri'ed.  It  says  that  he  firsst  saw  the  boy  when  the  distance  between 
them  was  150  feet,  and  they  were  approaching  each  other  at  the 
rate  of  at  least  15  or  20  miles  an  hour.  With  a  clear  understand- 
ing that  the  boy  would  be  injured  unless  he  got  out  of  the  way  of 
the  electric  car,  the  inotorman  called  and  motioned  to  him  to  jump 
off  or  climb  on  the  bumper.  Possibly,  under  the  circumstances,  it 
would  have  been  better  to  stop  the  car,  and  thus  lessen  the  injury, 
than  attempt  to  avert  it  altogether ;  hut,  since  he  was  confronted 
by  a  sudden  and  unexpected  danger,  and  had  but  a  moment  in  which 
to  act,  the  motorman  could  not  be  held  liable  for  failure  to  see  and 
follow  what  might  appear  on  reflection  to  have  been  the  wiser  course. 


SUSPENSION  OF  OPERATION  OF  FENDER  LAW  BY  COM- 
MISSION INVALID— FAILURE  TO  PROVIDE  FENDERS 
OR  OTHER  VIOLATION  OF  STATUTE  OR  ORDINANCE 
EVIDENCE  OF  NEGLIGENCE. 


Henderson  vs.  Durham  Iraction  Co.  (X.  C.).  44  S.  E.  Rep.,  598. 
June  6,  1903. 
Conceding  for  the  purpose  of  this  opinion,  only,  that  the  portion  of 
the  North  Carolina  act  of  igoi  requiring  fenders  w-hich  authorizes  the 
state  corporation  commission  to  make  exemptions  from  the  provi- 
sions thereof  in  such  cases  as  in  their  judgment  the  enforcement  of 
the  same  is  unnecessary  is  constitutional,  the  supreme  court  of  North 
Carolina  says  that  it  thinks,  by  a  proper  construction,  the  extent  of 
the  power  conferred  upon  the  commission  is  one  of  exeitiption,  and 
not  of  suspension,  and  that  an  order  exempting  all  street  railway 
companies  from  the  provisions  of  the  act  as  to  fenders,  until  other- 
wise ordered  by  the  commission,  operated,  if  valid,  to  suspend  the 
statute,  and  exceeded  the  power  conferred  by  the  statute,  and  was 
therefore  invalid.  This  left  the  act  in  force,  and  the  duty  of  the 
street  railway  companies  to  provide  fenders  as  prescribed  by  the 
act.     The  failure  to  do  so,  the  court  goes  on  to  say,  was  evidence 


XOV.   20,    1903.] 


STREET    RAILWAY    REVIEW. 


905 


proper  to  be  submitted  to  the  jury  upon  the  question  oi  negligence, 
ajid  as  to  the  proximate  cause  ot  the  injury.  It  the  jury  should  so 
tind,  as  a  fact,  that  the  failure  to  have  the  tender  was  the  pro.xhuate 
cause  of  the  injury  (.that  is  to  say,  that  the  plaintiff  would  not  ha\e 
been  injured  it  the  defendant  had  provided  its  cars  with  fenders), 
and  that  the  plaintiff  was  guilty  of  contributory  negligence,  or,  it 
guilty,  that  the  defendant  had  the  last  clear  chance  to  prevent  the  in- 
jury, the  plaintiff  would  be  entitled  to  recover.  After  a  careful  exam- 
ination of  a  number  of  authoritie;,  the  court  is  of  the  opinion  that 
the  sound  doctrine  is  that  a  violation  of  the  public  statute  or  a  ouy 
ordinance  is  evidence  of  negligence,  to  be  submitted  to  the  jury. 


UL  1  V  Ot"  CONDUCTOR  GEi  liNL.  UX  ilu\  IXC  C.\R  iu 
AVOID  COMING  IN  CONTACT  WTIH  PASSENGER  ON 
S  i  EPS. 


I'leming  vs.  St.  Louis  &  Suburban  Railway  Co.  ^,^^o.  .A.pp.J,  74  S.  \\ . 
Rep.  j8j.  Mar.  3,  1903.  Rehearing  denied  April  26,  1903. 
The  evidence  for  the  plaintiff  tended  to  show  that  when  a  car  on 
rthich  he  was  a  passenger  readied  a  railroad  crossing  it  stopped 
about  a  minute,  at  a  point  where  cars  going  in  that  direction  always 
stopped,  where  there  was  a  platform  and  where  passengers  regularly, 
got  on  and  off  the  cars,  and  that  on  this  occasion  a  number  of  people 
got  off,  and  he  was  in  the  act  of  getting  off,  when  the  car  was 
started  up  with  a  jerk  and  moved  ahead  rapidly,  in  consequence  of 
which  he  concluded  to  wail  until  the  railroad  tracks  were  passed  be- 
fore getting  off,  and  remained  on  the  steps  of  the  platform,  holding  to 
the  car,  when,  as  the  car  was  passing  over  the  railroad  tracks,  the 
conductor  who  had  gone  ahead  at  the  crossing  and  signaled  the  1110- 
torman,  boarded  the  car  at  the  rear  platform,  and  in  doing  so  col- 
lided with  the  plaintiff,  and  his  legs  became  entangled  with  those  uf 
the  plaintiff,  causing  the  latter  to  be  thrown  to  the  ground  and  in- 
jured. Ihe  court  of  appeals  at  St.  Louis,  Mo.,  holds  that  the  jury 
would  have  been  warranted  in  finding  the  conductor  guilty  of  negli- 
gence from  the  circumstance  that  in  getting  on  the  car  he  both 
struck  the  plaintiff  and  so  interfered  with  his  fooling  on  the  steps  as 
to  throw  him  to  the  ground.  Ii  says  that  the  plaintiff's  position  on 
the  steps  of  the  rear  platform  while  the  car  was  moving  rapidly  was 
perilous.  His  position  was  seen  by  the  conductor,  and  it  was  negli- 
gence in  liira  to  increase  the  plaintiff's  peril  by  coming  in  contact 
with  him  as  he  mounted  the  steps.  His  duty  was  to  avoid  contact 
with  the  plaintiff,  and,  if  he  could  not  mount  the  steps  without  collid- 
ing with  the  plaintiff,  then  he  should  have  remained  off  the  car,  or 
lj<jarded  it  at  some  other  place  of  ingress. 


LIABILITY  FOR  LN'JURY  TO  PASSENGER  FROM  ROTTEN 
PLANK  LN  PLATFORM  BUILT  BY  THIRD  PARTIES- 
ONE  MAY  ASSUME  OFFICIALS  HAVE  TAKEN  PRE- 
CAUTIONS TO  INSURE  SAFETY— BURDEN  OF  PROOF 
WHERE  INJURY  OCCURS  FROM  BREAKING  OF  AP- 
PLIANCE—DUTY TO  KNOW  EFFECT  OF  TIME  AND 
WEATHER  ON  APPLIANCES  AND  TO  INSPECT  AND 
RENEW  SAME. 


Leveret  vs.  Shrevcport  Belt  Railway  Co.  (La.),  34  So.  Rep.,  579. 
Aoril  13,  10^3.  Rehearing  denied  May  25,  1903. 
''his  action  was  brought  to  recover  fi-om  the  defendant,  a  street 
railway  corporation,  for  injuries  which  the  plaintiff  sustained  by  the 
giving  way  of  a  rotten  plank  in  a  covered  platform  used  as  a  station. 
Ihis  platform  or  pavilion  was  built  by  real  estate  agents  interested 
in  the  sale  of  suburban  property,  and  the  railway  company  contended 
that  it  was  therefore  not  liable  for  the  injuries  received.  But  the 
supreme  court  of  Louisiana  holds  that  parties  embarking  on  or 
alighting  from  railway  trains  upon  the  invitation,  express  or  implied, 
of  its  officials,  are  justified  in  acting  upon  the  assumption  that  the 
officials  have  taken  proper  precautions  to  insure  their  safety.  Where 
an  accident  happens  to  a  passenger  by  the  breaking  of  one  of  the 
railway  company's  appliances,  the  burden  is  upon  it  to  show  afririna- 
tively  a  condition  of  things  which  would  exonerate  it  from  liability. 
A  railroad  company  is  l>ound  to  know  of  the  effect  of  time  and 
weather  upon  its  appliances.  It  should,  by  proper  inspection,  and 
liniely  changes  and  renewals,  keep  them  safe.  Even  should  a  rail- 
way company  be  under  no  direct  obligation  to  repair  or  keep  in  good 
condition  the  bridges  or  streets  along  its  line  of  way,  it  should  avoid 
stopping  its  cars  at  places  where  it  is  not  safe  for  passengers  to  cm- 


bark  or  aliglu.  li  Should  cither  stop  ils  cars  short,  or  pass  them  be- 
yond the  uaiiger  point.  A  railway  company  wlucli  uses  as  a  station 
lor  embarking  or  uisemuarking  us  passengers  a  pavilion  construcica 
upon  a  street,  is  liable  lo  a  passenger  lor  injuries  receivea  irom  liie 
breaking  ot  a  rotten  piank  m  the  steps  leading  to  me  cars,  whether 
the  station  was  constructed  by  it  or  not.     It  is  liable  as  a  licensee. 


UUri  10  CHECK  SPEED  OR  STOP  CAR  TO  PREVENT 
CULLlbiUiN  WiiH  I'ERaOX  Oa  OR  WEAR  lKAi_lv— 
Ll-Mll     lU   R.^l  ID- IRAiNSii    kiCillS   UT    PUBLIC. 


Schafstette   vs.   St.   Louis   &   Meramec   River   Railroad    Co.    (,Mo.), 
74  b.  \V .  Rep.,  S2ti.     .-\pril  1,  1903.     Kehearing  denied  May  27, 

ll  is  true,  the  supreme  court  uf  Missouri,  division  No.  1,  says, 
that  street  cars  are  not  compelled  to  dieck  up  every  time  a  person 
approaches  a  track,  but  it  is  equally  true  that  if  a  person  13  on  or 
so  near  a  track  that  a  car  cannot  pass  without  a  collision,  and  the 
operative  of  the  car  sees,  or  by  the  e-xercisc  of  ordinary  care  can 
see,  the  condition  of  danger  ot  such  person,  it  is  his  duty  to  check 
the  speed  of  the  car,  or  even  to  slop  the  car  entirely,  to  prevent  in- 
jury to  the  person.  This  duty  is  just  the  same  as  between  street 
cars  and  a  citizen  as  it  is  between  any  two  citizens  when  using  a 
street. 

The  traveling  public  has  no  right  to  demand  such  rapid  transit 
on  streets  of  a  city  as  to  amount  to  negligence  in  the  rumiing  of 
the  car.  The  citizen  who  is  not  in  such  a  hurry,  but  is  exercising 
ordinary  care  while  upon  the  street,  has  rights  that  are  just  as 
sacred  in  the  eye  of  the  law  as  those  of  the  hurrying  crowds  who 
demand  such  rapid  transit,  and  if  a  street  car  company  heeds  the 
demands  of  the  latter  class,  and  thereby  negligently  injures  the 
former,  it  must  stand  the  consequences. 

It  is  not  true,  as  a  matter  of  law,  and  prima  facie  cannot  be  true 
as  a  matter  of  fact,  the  court  more  specifically  holds,  that  it  is 
negligence  for  a  citizen  to  cross  or  drive  upon  and  along  a  street 
car  track  when  a  street  car  is  500  feet  away,  although  it  may  be 
coming  in  the  same  direction,  and  running  at  the  speed  of  s,  10,  or 
even  more  miles  an  hour,  when  the  track  is  straight,  and  the  oper- 
ative of  the  car  can  easily  and  plainly  see  that  such  person  is  in 
such  a  position.  In  such  case,  particularly  where  the  citizen  turns 
onto  the  track  and  drives  upon  or  close  to  it,  with  his  back  to  the 
approaching  car,  it  is  the  duty  of  the  operative  to  check  the  car 
and  avoid  the  accident,  and  if  a  collision  occurs  it  is  prima  facie, 
if  not  altogether,  owing  to  the  negligence  of  the  operative  of  the 
car. 


VALIDITY  OF  CONDITIONING  GRANT  ON  BUILDING 
OF  BRANCH-POWER  TO  IMPOSE  REASONABLE 
CONDITIONS  IMPLIED— DELAY  IN  COMMENCING 
PROCEEDINGS  FOR  FORFEITURE  NO  BAR  THERETO. 


.Miiiersville  Borough  vs.  Schuylkill  Electric  Railway  Co.  (Pa.),  54 
Atl.  Rep.,  1050.    April  20,  1903. 

'Ihe  grant  of  the  right  to  the  railway  company  to  occupy  a  street 
was  on  condition  that  within  one  year  the  company  should  construct 
and  operate  a  branch  railway  from  such  street.  The  ordinance 
contained  the  following  provisions:  "The  right  above  granted  to 
the  said  company  lo  construct  and  lay  a  track  on  Sunbury  street  or 
maintain  the  same  where  already  constructed  shall  he  forfeited  by 
said  company  and  its  successors  unless  a  track  is  constructed, 
maintained  and  operated  into  and  along  Heckersville  Valley  to 
Scott's  Store,  in  Glen  Carbon,  within  one  year  of  the  acceptance 
of  this  ordinance  by  the  Schuylkill  Electric  Railway  Company." 
"All  rights  and  franchises  heretofore  and  hereby  granted  on  any  of 
Ihe  streets  of  said  borough  to  said  railway  company  shall  be  void 
unless  the  said  company  shall  construct,  maintain  and  operate  a 
r.iilway  on  Sunbury  street  and  a  branch  into  Heckersville  Valley  to 
I  lien  Carbon  under  the  rights  and  franchises  granted  by  the  said 
bnrough." 

The  supreme  court  of  Pemisylvania  holds  that  the  condition  im- 
p<jsed  by  the  ordinance  was  a  reasonable  one.  It  says  that  this 
condition  was  expressly  accepted  by  the  railway  company,  and  It 
became  a  contract  between  the  parties,  by  which  the  right  to  occupy 
the  street  was  regulated,  and  it  was  binding  upon  the  defendants. 
The  power  of  the  borough  to  give  or  refuse  consent  to  the  occupa- 


906 


STREKT    RAILWAY    REVIEW. 


|V(ii.   XIII,  No.  II. 


tioii  uf  Its  streets  was  unqualified,  and  the  power  to  impose  rea- 
sonable conditions  was  necessarily  implied.  The  company  having 
failed,  without  adequate  reason,  to  perform  a  condition  on  which 
the  gram  was  made,  the  court  aflirnis  a  decree  declaring  the  right 
to  use  the  street  forfeited,  etc.,  with  leave  to  the  court  of  common 
pleas  to  fi.x  such  a  time  for  the  removal  of  the  tracks  of  the  rail- 
way company,  and  the  restoration  of  the  street  to  the  condition  it 
was  in  before  they  were  laid,  as,  under  the  circumstances,  might 
be  deemed  reasonable  and  just.  The  officers  of  the  borough  having 
given  notice  that  they  would  insist  upon  the  building  of  the  branch 
road,  the  supreme  court  holds  that  delay  in  commencing  proceed- 
ings was  indulgence,  only,  which  led  to  no  prejudicial  change  in  the 
situation,  and  did  not  give  rise  to  an  estoppel. 


NEGLIGENCE  l.\  KIDING  ON  PLATFORM  OE  INTERUR- 
B.\N  C.\R  IN  OPEN  COUNTRY  SAME  AS  ON  STEAM 
RAILROAD— NO  RECOVERY  L\  CASE  OF  DERAIL- 
MENT—RULE NOT  ALLOWING  PASSENGERS  ON 
PLATFORM  REASONABLE— NO  LIABILITY  FOR  IN- 
JURY TO  PASSENGER  PURPOSELY  VIOLATING 
RULE. 


Cincinnati,  Lawrenccburg  &  Aurora  Electric  Street  Railroad  Co. 
vs.  Lohe  (.Ohio),  67  N.  E.  Rep.  161.  Mar.  2,  1903. 
I'he  law  of  negligence,  or,  rather,  of  contributory  negligence,  of 
one  riding  upon  a  platform  of  a  street  railroad  car,  the  supreme 
court  of  Ohio  says,  is  not  the  same  as  of  one  riding  upon  the  plat- 
form of  a  steam  railroad  car.  An  interurban  electric  railroad  is 
classed  as  a  street  railroad  by  the  statutes  of  Ohio.  It  seems 
reasonably  clear  that,  while  operating  the  cars  of  an  interurban  rail- 
road within  a  municipality,  the  regulations  and  powers  of  a  street 
railroad  company  are  applicable;  but  when  it  comes  to  running 
cars  of  such  railroads  in  the  open  country,  upon  a  track  substan- 
tially the  same  as  the  track  of  a  steam  railroad,  and  at  a  high  rate 
of  speed,  it  would  seem  that  the  same  rules  as  to  negligence  and 
contributory  negligence  should  prevail  as  are  applicable  to  steam 
railroads,  and  that  a  passenger  standing  upon  the  platform  of  an 
interurban  car  in  the  open  country  should  be  held  to  the  same 
rules  as  if  he  were  standing  on  tlie  platform  of  a  steam  car.  The 
danger  is  the  same  in  either  case,  and  where  there  is  no  diflference 
in  danger  there  should  be  no  difiference  in  the  care  required,  nor  in 
the  rights  and  liabilities  flowing  from  the  neglect  to  observe  the 
proper  care. 

So  the  court  holds  that  while  interurban  electric  railroad  com- 
panies are  subject  to  the  same  regulations  and  have  all  the  powers 
of  street  railroad  companies,  so  far  as  applicable,  the  law  of  negli- 
gence governing  the  standing  on  a  platform  of  a  moving  street 
car  in  a  municipality  is  not  applicable  to  the  case  of  standing  on 
such  platform  of  a  moving  interurban  car  in  the  open  country.  The 
law  of  negligence  governing  the  standing  on  a  platform  of  a  mov- 
ing interurban  car  outside  of  a  municipality  is  the  same  as  in  the 
case  of  steam  cars ;  and  where  a  rule  of  the  company  prohibits  pas- 
sengers from  standing  on  the  platform,  and  notice  thereof  is  prop- 
erly posted,  or  where  the  passengers,  upon  request,  refuse  to  enter 
the  car,  there  being  in  either  case  vacant  seats,  they  remain  on  the 
platform  at  their  peril. 

Again,  the  court  says  that  for  an  injury  received  by  a  passenger 
on  a  steam  railroad  by  reason  of  a  collision  or  derailment  while 
standing  upon  the  platform,  in  violation  of  the  known  rules  of  the 
company,  there  being  vacant  seats  in  the  car,  there  can  be  no  re- 
covery against  the  railroad  company.  The  authorities  as  to  this 
seem  to  be  uniform.  In  the  present  case  the  passenger  was  ordered 
into  the  car  by  the  conductor,  and  requested  to  go  in  by  the  as- 
sistant conductor;  there  were  vacant  seats  inside;  a  sign  was  up. 
"Passengers  not  allowed  on  the  platform;"  and  yet  he  remained  on 
the  platform  because  he  wanted  to  smoke  a  cigar.  He  remained 
there  at  his  peril,  and,  even  though  the  company  may  have  been 
negligent  in  not  preventing  a  derailment,  he  was  also  negligent 
in  standing  upon  the  platform.  Those  inside  the  car  escaped  with- 
out injury,  and,  if  he  had  gone  inside  when  ordered  to  do  so,  the 
presumption  was  that  he,  too.  would  have  escaped.  It  was  a  case 
where  it  required  the  negligence  of  both  himself  and  the  company 
to  bring  about  the  disaster,  and,  where  the  injury  is  brought  about 
by   the   combined   negligence   of   both,   both    arc   without    remedy. 

Another   reason    why   there    could    be    no    recovery    in   this    case 


upon  the  facts  appearing  in  the  record,  the  court  says,  was  that 
the  action  was  for  a  violation  of  the  contract  of  safe  carriage,  and 
such  a  contract  has  implied  therein  that  the  passenger  will  obey 
the  reasonable  rules  of  the  carrier.  The  rule  against  standing  on 
the  platform  was  a  reasonable  one,  and  this  the  passenger  delib- 
erately, persistently,  and  purposely  violated,  and  that  violation  aided 
in  causing  the  injury  of  which  complaint  was  made.  Having  him- 
self first  violated  the  contract,  and  that  violation  having  brought 
about  the  injury,  he  had  no  cause  of  action  against  the  company  for 
violating  a  contract  by  the  terms  of  which  he  first  refused  to  be 
lx)und. 


CUTTING  OFF  ACCESS  TO  PRIVATE  PROPERTY  BY 
RAISING  TRACKS  ABOVE  GRADE  OF  HIGHWAY- 
MEASURE  OF  DAMAGES- ABUTTER'S  RIGHT  OF  AC- 
CESS   TO  PROPERTY  INVIOLABLE. 


Farrar  vs.  Midland  Electric  Railway  Co.  (Mo.  App.),  74  S.  W. 
Rep.,  500.     May  12,  1903. 

I'he  plaintifif  alleged  that  subsequent  to  the  time  that  he  became 
the  owner  of  certain  real  estate  the  defendant  constructed  and  then 
maintained  a  street  railway  along  the  full  frontage  of  his  prop- 
erty, with  the  track  and  roadbed  from  four  to  six  feet  higher  than 
the  grade  of  the  highway,  and  located  on  the  side  immediately  ad- 
joining the  sidewalk  line  in  front  of  his  property,  to  the  deterioration 
in  value  of  the  property,  by  obstructing  ingress  to  and  egress  from 
it.  The  court  of  appeals  at  St.  Louis,  Mo.,  holds  that  the  fact  that 
the  defendant's  predecessor  had  constructed  originally  a  track  on 
the  grade  of  the  highway,  which  the  defendant  raised,  and  there- 
from operated  its  railroad  above  the  grade,  did  not  require  the  plain- 
tiff to  aver  that  such  latter  work  was  a  reconstruction  or  a  change 
nf  a  prior  existing  grade  of  its  roadbed  and  track  thereon;  nor,  in 
the  absence  of  such  allegations,  was  there  any  dei)arture  from  the 
cause  of  action  pleaded  in  the  testimony  that  the  defendant  had 
constructed  and  then  maintained  its  railway  by  elevating  the  road- 
bed above   the  established  grade   in  the  manner  described. 

The  true  measure  of  damages  was  clearly  expressed  in  the  in- 
structions as  the  difference  between  the  fair  market  value  of  the 
jiroperly  immediately  before  the  tracks  of  the  railway  were  so 
raised,  elevated,  and  maintained,  and  its  fair  market  value  after 
such  tracks  were  so  changed.  Testimony,  sought  to  be  elicited  by 
expressions  of  judgment  by  witnesses,  real  estate  experts,  of  the 
probable  value  of  the  property  without  any  railroad,  was  not  ad- 
missible. Such  evidence  related  to  no  issue  presented,  and  any 
l)enefit  from  the  railroad  to  the  property  involved  was  a  general 
benefit  common  to  all  other  property  in  the  vicinity,  which  could 
not  be  deducted  from  the  damages  thereto;  and  no  special  benefit  to 
tlie  property  affected  was  claimed  or  shown. 

The  right  of  the  plaintifif,  as  an  owner  of  properly  abutting  on 
the  public  highway,  to  have  free  and  undisturbed  access  to  his 
property  over  the  adjacent  highwaj',  was  as  inviolable  and  as  sacred 
as  his  right  to  the  property  itself.  The  use  of  the  adjoining  highway 
was  a  property  right  of  which  he  could  not  be  deprived  without 
just  compensation.  Although  the  defendant  or  its  predecessor  had 
received  authority  from  the  county  court  to  locate  and  build  its 
track  on  the  highway,  yet  if,  in  constructing  its  roadbed  thereon  in 
front  of  the  plaintiff's  property,  by  making  its  roadbed  and  the 
grade  of  its  track  above  the  grade  or  level  of  the  public  thorough- 
fare, it  impaired  the  usefulness  of  the  highway  to  the  plaintiff's 
ground  by  interfering  with  access  thereto,  the  defendant  was  re- 
.sponsible  for  the  loss  to  the  plaintiff  in  the  diminished  value  of  his 
property. 


According  to  reports  in  Pittsburg  papers,  the  Pennsylvania  R.  R. 
is  endeavoring  to  secure  control  of  the  Pittsburg  Railways  Co. 
Mr.  J.  H.  Reed,  vice-president  of  the  Pittsburg  Railways  Co.  and 
president  of  the  Philadelphia  Co.,  denies  the  possibility  of  such  a 
change  in  ownership. 


The  executive  committee  of  the  American  Railway  Master  Me- 
chanics' Association  has  awarded  the  Joseph  T.  Ryerson  &  Son 
Scholarship  in  Purdue  University  to  Arthur  B.  Marsh,  of  Boston, 
Mass.  Seventeen  candidates  submitted  to  the  prescribed  examina- 
tion, and  Mr.  Marsh  was  certified  to  by. the  University  authority  as 
having  obtained  the  best  results  in  his  examination. 


Car  Shops  of  the  St.  Louis  Transit  Co. 


The  St.  Louis  Transit  Co.  has  recently  completed  extensive  new 
car  shops  located  at  the  corner  of  Park  and  Vandervenler  avciuies 
which  are  unique  in  both  design  and  engineering  appliances.  The 
most  noticeable  features  of  these  shops  and  the  ones  which  will  be 
of  the  greatest  interest  lo  street  railway  master  mechanics  are  the 
peculiar  design  of  the  building  which  provides  a  good  even  light 
over  the  entire  area  of  the  shops,  the  metliod  of  handling  materials 
by  means  of  overhead  travelers  and  air  hoists,  the  .system  of  car 
hoists  and  the  extensive  use  of  compressed  air  through  the  shops 
for  numerous  operations. 

These  shops  are  used  primarily  as  repair  shops,  hut  llicy  arc  also 
to  be  considered  as  a  complete  manufacturing  plant,  as  the  com- 
pany is  constantly  doing  a  large  amount  of  work  in  the  manufac- 
turing of  new  trucks,  special  summer  cars,  etc.,  and  has  also  made 
a  heavy  electric   locomotive.     The  new  shops  have  only  been   com- 


ated  are  specially  conwniont  and  are,  we  believe,  in  some  respects 
unique.  M  each  of  the  27  sliding  doors  along  this  side  of  the 
building  is  a  track,  over  the  cenler  of  which  is  a  channel  iron 
forming  a  continuation  of  the  trolley  wire,  which  extends  out  to 
meet  a  similar  chaniu-l  lainning  across  the  l<M>  "'  'l'^'  transfer  table. 
These  chainiel  irons  arc  slightly  flared  where  ihcy  come  together, 
so  as  to  avoid  any  possibility  of  the  trolley  jumping  off  at  the 
junction.  A  trolley  wire,  from  which  the  transfer  table  is  operated, 
runs  along  the  top  of  the  channels  ,)n  the  building  at  their  outer 
edge  and  is  fastened  on  top  of  each  clianncl  by  means  of  an  ordi- 
nary trolley  ear,  which  is  inverted  and  fastened  upon  ilu-  channel 
iron.  The  transfer  table  trolley  consists  of  two  short  arms  running 
on  top  of  this  trolley  wire,  which  arc  hinged  together,  forming  an 
inverted  V.  and  the  two  arms  are  comiected  by  springs,  which 
secure  the  necessary  tension  between  the  trolley  wheel  and  the  wire. 


u    Ar.iiN(;  ONK  SIDE  OF  SHOI'  sll(i\VI.N(;  -IK  A  NSI'KK   TAIII.F., 


pitted  a  short  time,  and  the  machmery,  winch  has  been  installed 
hut  about  six  weeks,  was  largely  taken  from  nine  other  shops  scat 
lered  about  different  parts  of  the  city,  all  but  two  of  which 
have  been  since  atandoned  as  repair  shops,  this  concentrating  all 
the  work  at  one  central  point.  The  two  other  remaining  shops  will 
al.o  be  abandoned  as  soon  as  the  rush  of  special  work  preparatory 
to  the  World's   Fair  next   summer  has  been  finished. 

The  new  shop  building  is  a  large  rectangular  brick  structure,  432 
ft.  long  and  165  ft.  wide,  the  general  appearance  of  which  is  shown 
in  the  accompanying  illustration.  The  r«.f,  which  is  rather  low. 
i^  of  the  saw-tooth  pattern,  which  permits  of  rows  of  windows 
running  crosswise  of  the  buil.ling,  thus  securing  an  even  distribution 
of  light  over  in  whole  area.  On  one  side  of  the  building  are  three 
parallel  tracks  on  which  two  long  transfer  tables  capable  r,f  carrying 
the  largest  size  cars  travel,  and  these  arc  used  for  transferring  the 
cars  between  27  tracks,  which  extend  for  80  ft.  transversely  across 
the  building.    The  arrangements  by  which  the  transfer  table  in  oper 


By  means  of  this  arraiigeineiu  cars  are  taken  from  the  outside 
tracks  at  either  end  of  the  building  and  run  onto  any  of  the 
car  bouse  tracks  without  handling  or  paying  any  attention  whatever 
to  the  trolleys  on  the  car.  The  channel  on  top  of  tlie  turntable 
is  brought  directly  opposite  the  end  of  the  overhead  trolley  wire 
when  the  transfer  table  tracks  are  brought  into  their  proper  position, 
and  the  car  is  then  run  onto  the  transfer  table  by  nu-aiis  of  its 
own  trolley,  which  bears  upon  its  flanges  when  it  enters  the  over- 
head channel.  When  the  transfer  table  is  moved  along  lo  another 
track  the  car  is  simply  backed  oul,  its  Irnlley  niniiing  along  the 
channel  irons  and  Ihciice  passing  onto  the  overlicail  lines  inside 
of  the  barn  without  being  handled  in  any  way.  The  two  transfer 
tables  arc  i<lentical  in  design  and  are  each  operated  by  a  G.  E.-54 
motor  and  K-Ii  controller  and  are  equipped  with  hand  brakes.  The 
transfer  tabic  is  supported  on  three  pairs  of  wheels,  the  two  outside 
pairs  being  geared  to  a  counter  shaft  which  extends  between  the 
gears   on   the   two   axles.      These   wheels,   axles,   gears   and    journal 


90S 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  ii. 


boxes  arc  all  of  the  same  standard  sizes  that  are  used  on  the  cars, 
.ind  any  of  the  parts  can  consequently  be  replaced  at  short  notice 
in  case  of  accident. 

The  general  arrangement  of  the  interior  of  the  building  is  shown 
on  the  accompanying  plan,     'llic  shop  is  divided  by  columns  and 


will  obtain  a  better  class  of  employes.  Beyond  this  wash  room  is 
a  long  store  room,  in  which  new  motors,  repair  parts,  etc.,  are  kept 
in  stock  and  underneath  this  room  is  a  basement  in  which  the 
heating  system  for  the  plant  is  installed.  Next  to  the  store  room 
comes  the  grinding  room,  in  which  the  car  wheels  are  bored  and 


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PLAN  OF  NEW  SHOP  OI"  THE  ST.  LOUIS  TKANSIT  CO. 


a  division  wall  into  four  main  bays  running  tlu-  entire  length  of  the 
building.  One  corner  of  the  building  contains  the  master  mechanic's 
and  clerks'  office;  beyond  this  comes  an  L  from  the  armature  room, 
next  to  which  is  a  wash  room  and  toilet  room.  The  wash  room 
contains   rows   of   expanded   nielal    Inckers  and   onnmeled   iron    wash 


various  grinding  operations  are  perftinned.  ne.xt  to  which  is  a  room 
containing  the  blower  and  exhaust  fans  for  the  heating  system  and 
the  air  pumps  which  supply  the  compressed  air  for  operating  many 
of  the  shop  tools.  The  blower  and  exhaust  fan  were  built  by  the 
Ruffalo   Forge   Co.,  and   are  linth   ninuulcd  on   the   same   shaft   and 


GENERAL  VIEW  IN  MACHINE  SHOP. 


basins  fitted  with  open  plumbing.  Shower  baths  are  also  provided 
for  the  men  in  this  department,  it  being  the  theory  of  the  manage- 
ment that  by  providing  opportunities  for  all  the  men  lo  wash  them- 
selves thoroughly  and  present  a  neat  appearance  after  leaving  their 
work    the    men     will    have    more    self-respect    and    the    company 


driven  by  an  electric  motor.  The  air  compressors  were  made  by 
the  Rand  Drill  Co.  and  are  50-h.  p.  machines  operating  at  150  r.  p.  m. 
The  air  is  compressed  at  about  125  lb.  pressure.  At  the  end  of  the 
shop  beyond  the  blower  and  air  pump  room  is  an  L  from  the  black- 
smith shop  which  extends  out  into  the  next  parallel  bay.     The  shop 


Nov.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


909 


contains  nine  forges,  all  of  the  down-draft  type,  several  oil  furnaces 
for  heating  large  size  parts  and  two  Bemcnt-Niles  air  hammers. 
one  of  1,100  lb.  blow  and  the  other  of  600  lb.  The  ne.Nt  bay  on 
this  building  is  used  as  a  machine  shop  throughout  its  entire  length. 
A  general  view  of  this  portion  of  the  shops  is  shown  in  one  of 
the  accompanying  illustrations.  In  the  foreground  of  this  illustra- 
tion will  be  seen  some  of  the  heavier  machinery,  such  as  machines 
for  pressing  wheels  on  axles,  for  bending  the  frames  of  trucks, 
for  straightening  a.\les  and  other  heavy  work.  Most  of  these  oper- 
ations are  performed  by  means  of  compressed  air.  Tlie  heavy 
planers  and  shapers  are  driven  by  individual  motors,  which  are 
geared  by  means  of  chain  drives.  These  have  been  found  highly 
satisfactory  and  operate  with  practically  no  noise.  The  lathes  and 
smaller  machinery  arc  generally  driven  from  line  shafting,  one  main 
shaft  extending  for  the  greater  part  of  this  bay  and  driven  by  an 
old-style  Edison  two-pole  motor. 

In  the  rear  of  this  illustration  is  shown  the  department  for  con- 
troller repairs,  and  also  that  for  the  repairing  of  armature  cores 
and  other  lighter  parts.  In  the  controller  department  the  repair 
parts  are  all  made  by  the  company,  the  segments  and  contact  fingers 
being  stamped  out  of  '4-in.  stock,  bent  and  drilled  in  jigs. 

The  next  bay  of  the  shop  contains  no  machinery  and  is  devoted 
to  overhauling  and  assembling  trucks,  motors,  etc.,  which  are  taken 
from  the  cars  which  stand  on  rows  of  jacks  located  along  the  last 
bay.  This  latter  bay  contains  27  tracks  on  i6-ft.  centers,  24  of 
which  are  provided  with  special  hoists,  which  will  be  described  later. 
Twelve  of  these  tracks  are  provided  with  pits,  although  it  is  the 
company's  policy  to  eliminate  pit  work  as  far  as  possible,  for  the 
reason  that  work  will  be  done  more  ihorouclily  and  in   less  lime  by 


C.\KS  O.S  CAR  HOIST^. 

removing  the  trucks  and  handling  them  from  above  than  can  be 
done  where  a  man  has  to  work  looking  upward  and  in  the  con- 
strained positions  which  he  must  necessarily  assume  in  working  in 
a  pit.  These  pits  have  floors  on  two  levels,  the  end  of  the  pit 
nearest  the  side  wall  of  the  building  being  2  ft.  deep  and  the  other 
end  being,  s  ft.  deep.  The  two  levels  are  connected  by  cement 
^leps  and  the  whole  of  the  pit  is  cement  lined.  In  the  deeper  section 
of  the  pits  the  company  is  installing  air  hoists,  by  means  of  which 
the  wheels  and  motors  may  be  lifted  from  the  cars  and  carried  nnl 
in  the  clear  section  of  the  shop,  where  they  will  be  picked  up  by 
other  air  hoists  suspended  from  the  overhead  travelers  and  laid 
on  the  shop  floor,  where  the  repairs  will  be  carried  on.  These  pit 
air  hoists  arc  mounted  on  platforms,  which  in  turn  are  carried  on 
tracks  along  the  bottom  of  the  pit.  The  hoists  also  travel  on  trans- 
verse tracks  on  lop  of  the  platforms,  which  gives  them  a  side  play  of 
about  I  ft.  in  order  to  make  them  adjustable  under  various  parts 
of  the  cars.    The  pit  tracks  are  also  provided  with  car  hoists. 

Car  Hoists. 

There  arc  27  car  hoists  along  one  side  of  ihc  building,  and  these 
devices  form  an  important  part  of  the  equipment  of  this  shop.  The 
hoists  are  composed  of  two  parallel  12-in.  I-beams  set  on  each  side 
of  the  track  which  are  slightly  longer  than  the  longest  cars.  Each 
of  these  I-beams  is  supported  on  two  posts  set  near  either  end  of 
the  beam,  the  upper  end  of  which  is  slotted  to  receive  the  web  nf 
Ihc  lieam  after  the  lower  flanges  have  been  cut  away.  The  lower 
part  of  these  posts  are  threaded  and  arc  provided  with  a  mit  which 
forms  the  huh  of  a  sprocket  wheel.  A  fifth  sprocket  wheel,  which 
is  a  driving  wheel,  is  located  in  a  pit  between  the  tracks  and  is 
driven   by   a    Spragiie    street    car    nvitor   turnc'l    up    on    cud.     This 


motor  is  luounted  on  a  sliding  frame  to  lake  up  the  slack  of  the 
diain.  These  five  sprocket  wheels  arc  all  connected  with  a  sprocket 
chain,  and  the  motor  is  operated  by  a  type  K  street  car  controller 
set  against  the  wall  of  the  building  adjacent  to  the  hoist  which  it 
operates.      Wluii    llu-    sprocket    chain    is    set    in    motion    it    turns    the 


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PART  OF  OVEK!lE-\Ii  TK.\V1:I.i:k  ^^S'1•|■;M. 

nuts  on  all  of  the  four  posts  of  the  hoist  at  the  same  time,  thus 
securing  a  perfectly  even  elevation  of  the  hoist.  The  sprocket 
wheels  are  4  ft.  6  in.  below  the  floor  line,  allowing  for  a  car  eleva- 
tion of  about  4  ft.,  and  the  posts  which  are  S  in.  in  diameter  are 
threaded  at  the  lower  end  only,  so  that  when  the  hoist  is  in  its 
liiglicst  position  the  threads  do  not  extend  above  the  floor.  When 
the  hoist  is  lowered  the  lower  ends  of  the  posts  go  down  into 
pipes  closed  at  one  end  which  are  partially  filled  with  oil.  .\s  the 
screw  travels  down  in  this  pipe  the  oil  rises  around  the  nut  in  the 
sprocket  wheel,  thus  making  the  device  self  lubricating.  'I'ho 
sprocket  wheels  arc  equipped  with  ball  bearings.  The  operation 
of  these  hoists  is  extremely  smooth,  and  the  car  bodies  can  be 
raised  to  the  full  limit  of  the  hoists  in  less  than  a  niinule.  To 
support  the  cars  on  the  hoists  short  pieces  of  old  rail  are  passed 
underneath  the  car  bodies,  the  ends  of  the  rail  resting  on  the 
I-bcants.  Should  it  become  necessary  to  tilt  a  car,  which  is  seldom 
required,  this  is  easily  efl^ectcd  by  means  of  altering  the  position 
of  the  cross  pieces  on  which  the  car  rests.  One  of  the  illustrations 
-hows  a  view  of  a  number  of  cars  raised  up  upon  these  hoists. 

On  one  track  at  one  end  of  the  building,  in  line  with  the  car 
hoists,  the  company  is  installing  a  special  device  for  the  grinding 
of  flat  wheels.  This  consists  of  a  special  car  hoist  composed  of 
four  columns  which  will  support  llic  truck  directly  under  tin- 
journal.  The  car  will  be  brought  onto  this  track  and  raised  jusi 
suflicicnily  to  have  its  wheels  clear  the  rail.  A  small  section  of 
about  12  in.  of  rail  under  each  wheel  will  be  removed  and  in  these 
spaces  will  be  placed  emery  wheels  connected  at  either  end  of  the 
-linft   of  an   electric  motor.     The  car  wheels   will   then   be   run   free 


DUI'ONT  TWI'CK   niMI/l'   IIV  ST.  l,lll)[S  TKAN-IT  in. 

and  the  grinder  will  be  brought  up  in  contact  with  llnm.  the  motor 
driving  the  emery  wheels  being  adjustable  within  ;i  Iru  niches,  so 
as  to  thoroughly  true  up  the  wheels.  In  this  way  the  wheels  can 
be  ground  absolutely  true,  as  they  revolve  on  their  own  bearings, 
the  s;une  as  when  in  service. 

Overhc.id    Travelers. 
.Another  iniporiani    feature  of   these  shops,  and  one-   which   tends 
greatly   to  economy   in   h.indling    materials,   is   the  overhi-.-id    Iravclcr 


yiu 


STRllirr    RAILWAY    RKVIEW. 


I  Vol..  XIII.  No.  ti. 


system,  part  of  which  is  shown  in  one  of  the  illustrations.  This 
system  consists  of  lo-in.  I-bcanis  which  arc  suspended  from  the 
roof  of  the  building  and  upon  the  lower  flange  of  which  the  trav- 
elers  nni.      The  installation   of  this  overhead   system   is   very  com- 


ELECTRIC  LOCOMOTIVE  BUILT  BY  ST.  LOUIS  TR.VNSIT  CO. 

plele,  the  tracks  serving  almost  every  portion  of  the  shop  floor. 
The  main  track  of  the  overhead  system  runs  the  full  length  of  the 
overhauling  and  erecting  bay.  and  from  this  main  track  branch 
tracks  lead  to  either  side  of  the  building,  branches  being  located 
over  each  car  track  and  over  all  of  the  heavy  ma- 
chines. The  switches  at  each  branch  are  controlled 
by  means  of  chains  which  hang  down  just  within 
the  reach  of  the  workmen.  On  the  main  track  arti- 
cles arc  generally  raised  on  the  travelers  by  means  of 
blocks  and  falls,  but  on  all  of  the  branch  lines  air 
hoists  are  connected  to  the  travelers  and  heavy  parts 
are  picked  up  by  these  air  hoists  and  carried  around 
from  place  to  place  in  the  shop  by  one  or  two  men 
without  the  expenditure  of  practically  any  muscular 
ei'.ergy.  The  practical  utility  and  labor  saving  of  lliis 
device  is  apparent  when  one  man  is  seen  to  pick  up 
a  complete  car  motor  or  a  pair  of  w-hccls  and  axle 
and  carry  them  from  one  part  of  the  shop  to  any 
other  pan  with  ease  and  in  much  less  time  than  an 
overhead  crane  could  be  brought  into  play.  It  also 
has  the  added  advantage  of  being  independent  of  any 
floor  tracks,  so  that  at  times  when  the  entire  floor 
is  covered  with  trucks,  motors,  wheels,  etc.,  any  of 
the  parts  may  be  lifted  up  to  clear  whatever  else  is  on 
the  floor  and  be  transported  to  any  part  of  the  shop  without  tlic 
necessity  of  moving  any  of  the  other  machinery  or  apparatus  on 
the  floor.  The  switches  in  the  overhead  system  lock  automatically 
when  rhey  arc  in  position,  and  stops  are  provided    so  Ibat  a  traveler 


Shop  Methods. 

In  addition  to  the  usual  repairs  the  company  builds  considerable 
new  equipment  complete,  and  is  at  present  extremely  busy  in  prep- 
aration for  the  unusual  demands  which  will  be  occasioned  by  the 
World's  Kair  next  sunnner.  Four  hundred  and  fifty  new  double 
truck  car  bodies  arc  being  built  for  the  company  by  the  St.  Louis 
Car  Co.,  and  the  trucks  for  these  cars  are  being  built  in  the  new 
shops.  These  900  trucks  are  being  made  at  the  rate  of  six  per  day. 
and  it  is  noticeable  in  the  building  of  these  trucks  that  they  have 
been  so  designed  and  the  work  has  been  so  systematized  as  to 
require  the  minimum  of  manual  labor.  All  of  the  rivet  holes  arc 
punched  in  jigs  or  templates  and  the  frames  and  other  wrought 
iron  parts  are  bent  in  special  bending  machines  or  in  bulldozers  and 
upsetting  machines.  'Iliere  is  practically  no  hand  forging  whatever 
in  the  construction  of  these  trucks,  nor  any  drilling  or  laying  out 
of  the  work.  Most  all  of  this  work  is  done  with  a  single  stroke 
of  the  machine.  When  the  parts  are  assembled  the  frame  is  tem- 
porarily held  together  by  driving  taper  pins  through  the  rivet  holes, 
by  means  of  which  the  various  parts  are  brought  into  position, 
where  they  arc  held  by  pneumatic  clamps.  The  rivets  are  then 
heated  in  an  oil  furnace  and  one  at  a  time  the  taper  pins  are  driven 
out  and  the  rivets  inserted.  The  riveting  is  done  by  means  of  a 
pneumatic  riveter,  which  is  in  reality  a  pneumatic  press  rather  than 
a  liammer.  This  riveter  is  carried  on  an  air  hoist  by  an  overhead 
traveler  and  can  be  located  in  a  moment  wherever  the  work  is  to  be 
<lone.  When  the  air  is  admitted  to  the  riveter  the  piston  does 
the  riveting  in  one  stroke;  this  upsets  the  rivet  and  holds  the  work 
so  tightly  in  place  that  loose  rivets  arc  impossible.  The  twelve 
rivets    which    are    used    in    assembling   the    truck   bnl«(er    can    be   all 


FINISHING  .\ND  TESTING  DEPARTMKXT 


.\  KM.VTVKi;  SHOP. 


"MODNI.K.HT-  C.\R    IIIULT    r.V   ST.   I.mis  TkWNSIT  Cn. 

cannot  possibly  run  off  the  track  at  an  open  switch.  This  system 
is  in  use  for  mounting  heavy  work  on  the  lathes,  planers  and  other 
machines,  as  well  as  for  transferring  it  around  the  shops,  and 
branches  have  been  arranged  with  a  view  to  serving  this  heavy 
machinery. 


heated  in  the  oil  furnace,  put  in  place  and  headed  down  in  less 
than  five  minutes.  The  type  of  Dupont  truck  which  is  used  by  this 
company  is  shown  in  one  of  the  illustrations,  and  the  capacity  of 
the  shop  may  be  judged  from  the  fact  that  six  of  these  trucks  are 
being  built  per  day  in  addition  to  the  ordinary  repair  work  of  the 
shop  and  the  assembling  of  new  equipments  for  the  450  new  cars. 
The  company  has  also  built  an  electric  locomotive,  shown  in  one  of 
the  accompanying  illustrations,  which  is  used  in  hauling  coal  cars 
to  its  power  house.  This  locomotive  is  equipped  with  four  motors 
and  the  G.  E.  type  M  control. 

The  company  has  also  built  a  number  of  roofless  cars,  known  as 
"Moonlight"  cars,  which  have  proved  very  popular.  These  cars 
have  an  overhead  structure  in  the  shape  of  arched  iron  pipes  i  in. 
in  diameter  which  are  fastened  to  wooden  poles  at  the  ends  of  the 
^cats  on  each  side  of  the  car.  The  trolley  board  is  of  the  ordinary 
■iize.  but  beneath  it  is  a  wooden  channel  544  x  5'/^  in.  in  section, 
into  which  the  canvas  roof  can  roll  after  the  manner  of  an  awning. 
Canvas  is  laced  onto  the  ends  of  the  car,  forming  a  hood  at  each 
end,  and  a  rope  on  each  side  at  the  rear  of  the  car  controls  the 
rolling  and  unrolling  of  the  roof.  The  company  has  built  ten  of 
Ihe  cars,  which  operate  both  during  the  day  and  at  night  on  the 
Creve  Coeur  line  from  Fourth  and  Olive  Sts.  to  Creve  Coeur  Lake. 

A  new  system  is  being  developed  in  the  repair  department  where- 
by a  record  of  the  mileage  of  each  car  is  kept  and  cars  are  to  be 
brought  into  the  shop  for  general  overhauling  after  they  have  made 
a  certain  number  of  miles.     Heretofore   it  h.is  been  the  custom  to 


Nov.  20,  1903.1 


STREET    RAILWAY    REVIEW. 


911 


leave  cars  out  for  a  certain  length  of  time  regardless  of  the  mileage 
made,  and  this  has  been  found  unsatisfactory,  due  to  the  fact  that 
while  some  of  the  cars  would  be  almost  constantly  in  operation 
others  would  be  used  as  trippers  during  the  morning  and  evening 
rush  hours  and  would,  therefore,  make  but  a  comparatively  small 
mileage  during  the  same  amoimt  of  time.  The  greater  part  of  the 
repairs  are  necessitated  by  the  wear  in  the  bearings  of  the  armature 
shafts,  allowing  the  armatures  to  come  in  contact  with  the  lower 
pole  pieces,  causing  grounds  and  short  circuits.  By  bringing  m 
the  cars  for  overhauling  after  they  have  run  a  certain  mileage  this 
difficulty  of  worn  journal  boxes  and  the  attendant  evils  can  be  very 
largelv  eliminated.  The  company  pours  its  own  babbitt  shells  for 
both  motor  bearings  and  car  journals.  The  new  shop  records 
which  the  company  now  has  in  course  of  preparation  will  include 
an  accurate  record  of  each  car  as  it  leaves  the  machine  shop,  will 
show  the  condition  of  all  the  different  parts  of  the  equipment,  and 
also  what  work  has  been  done  and  what  renewals  have  been  made 
when  the  car  was  last  in  the  shop. 

Armature  Depart ment. 
The  department  in  which  the  field  and  arnialnre  windings  and 
testing  is  carried  on  is  one  of  the  most  interesting  departments  of 
this  shop,  both  on  account  of  the  amount  and  diversity  of  the  work 
carried  on  here  and  the  labor-saving  devices  and  testing  methods 
to  be  found  in  this  department.  The  armature  room  is  L-shaped. 
one  part  of  it  being  chiefly  devoted  to  the  winding  of  field  and 
armature  coils  on   formers  and  the  insulating  and   taping   of  these 


really  to  have  the  bands  put  on  they  are  put  into  a  machine  which 
is  operated  by  one  of  the  worm  gear  devices  with  friction  clutch, 
already  described.  Before  being  taken  to  the  testing  machines  for 
a  pronv  brake  test   the  armatures  are  subjected  to  the  transformer 


PLAN  AND  ELEVATION  OK  ARMATURE  TRUCK. 


coils,  and  the  other  part  of  the  room  containing  the  apparatus  for 
the  assembling  and  finishing  of  the  armatures  and  the  apparatus 
for  testing.  The  company  u'es  a  large  variety  of  equipments,  which 
requires  the  use  of  a  great  many  different  coil  formers,  and  in 
connection  with  all  of  the  winding  machines  there  is  used  a  clutch 
mechanism  which  greatly  facilitates  the  work  of  winding  both  the 
field  and  armature  coils  and  of  putting  the  bands  on  the  assembled 
armatures.  This  device  consists  of  a  worm  gear  belted  to  the  line 
shaft,  between  which  is  a  friction  clutch  which  is  manipulated  by 
the  foot.  The  worm  gear  which  drives  the  coil  formers  is  bronghl 
into  play  by  simply  pressing  a  treadle  which  throws  the  clutch  into 
action.  .\s  the  reduction  in  speed  of  the  worm  gear  is  very  large, 
the  coil  formers  can  be  rotated  as  much  or  as  little  as  desirable, 
a  motion  of  an  inch  or  two  being  readily  made  by  simply  touching 
the  treadle  for  a  moment.  Tho  device  is  extremely  convenient,  as 
the  motion  of  the  coil  formers  is  regulated  entirely  by  the  foot, 
leaving  the  workman  with  l)oth  hands  at  liberty  to  handle  his  wires 
and  tic  up  the  coils.  As  the  worm  gear  prevents  any  reverse 
motion  of  the  coil  formers,  the  wires  are  always  kept  taut. 

After  the  coils  arc  formed  they  are  next  passed  to  another  bench, 
on  which  are  a  number  of  presses  fitted  with  special  templates  for 
putting  on  fiber  insulation.  This  is  already  cut  in  strips  of  proper 
sizes,  is  folded  over  the  sides  of  the  coil  in  the  press,  after  which 
the  edges  are  raised  np  and  glued  and  again  held  firmly  in  pl.icc  in 
the  press.  The  coils  are  then  passed  on  to  the  taping  machines, 
where  they  arc  rapidly  taped,  this  operation  requiring  less  than  a 
minute    for    each    roil.      When    the    armatures    arc    assembled    and 


AKMATl'Kli  TESTINC.   MACHINE. 

test,   which   is   shown  in  one  of  the  accompanying  ilUuslrations.     A 
block  of  metal,  the  under  side  of   which   is  bored  out  at  a   radius 
the  same  as  the  outside  radius  of  the  armature,   is  wound   with   a 
number  of  turns  of  wire  connected  lo  a  source  of  alternating  cur- 
This  block  of  iron  is  suspended  from  a  pulley,  so  that  when 
the  armature  is  laid  upon  one  of  the  special  trucks  used  for  trans- 
ferring the  armatures  about   the   room   this  block  may  be   pulled 
down    and   laid   upon   the   surface   of   the    armature.     The   device 
forms  a  sort  of  transformer,  in  which  the  winding  on  the  block  is 
the  primary  circuit  and  the  armature  winding  itself  forms  the  sec- 
ondary.     When    the   current   is   turned    on   the   tester   simply    feels 
around   the   side   of   the   armature   with   a   small   piece   of   iron   and 
any  short  circuit   in  the   winding  is  at  once   notice- 
able by  the  fluttering  of  the  iron  over  the  faulty  coil. 
The  block  with  the  primary  circuit  covers  several  ol 
the  armature  coils  at  once  and  can  be  used  around 
the   whole  surface  of  the   armature  in   six  or  eight 
operations,  the  whole  test  taking  three  or  four  min- 
utes.    The  value  of  this  test  lies  in  the  fact  that  a 
short  circuited   coil   can   be   detected   and    removed 
before  any  damage  is  done,  whereas  if  the  armature 
was  put  into  its  fields  and  the  brake  test  applied  con- 
siderable  damage   might    result   to  the   whole   wind- 
ing.    The  final  brake   tests  are  carried   on   in   that 
part   of  the  armature   room   shown   herewith.     A   crane   spans   this 
part   of    the    room    and    the    armatures    arc    lifted    by    means   of    a 
kind    of    ice    tongs,    the    ends    of    which    take    hold    at    the    center 
holes    in    the    ends    of    the    shaft.      It    is    then    picked    up    liy    the 
crane  and   put   into  one  of  a   row   nf   ni..t.>r   frames   which   extend 
along  nnc  side  of  the  room.     These  frames  :ir<'  filled  ii|i  with  coun- 


Mf)TOR DYNAMO  TESTINC  SET 


ler  shafts,  one  end  of  which  carry  pulleys  niuuiiled  111  pidiiy  hrakes 
an<l  the  pressure  is  brought  upon  the  brakes  liy  means  of  hand 
screws.  Each  armature  is  tested  in  this  manner  until  it  draws 
from   12.S  to  150  amperes. 

The  armature  trucks  which  are  used  in  this  ilepartmeiil  are  very 
convenient  for  transporting  the  armatures  about,  and  the  general 
assembly  of  one  of  these  trucks  is  shown  herewith.      The  armature 


912 


STREET    RAILWAY    REVIEW. 


[Vol.  XUI,  No.  ii. 


shaft  rests  on  bearings  at  either  cn<l  of  the  truck,  so  that  the 
armature  can  be  turned  on  its  shaft  while  in  the  truck,  the  com- 
nuitalor  and  windings  examined  and  minor  repairs  made  without 
remnviuB  it  from  the  truck.  As  a  number  of  different  makes  of 
armatiiri-i  are  used,  the  end  castings  of  this  truck  carrying  the 
bearings  arc  made  r^'vcrsible,  thus  changing  the  length 
between  the  bearings,  so  as  to  be  adaptable  to  armatures 
of  different  lengths. 

In  repairing  burnt-out  fields  the  company  adopts  a 
very  simple  niclhod.  The  old  fields  are  suspended  on 
horizontal  bars  and  are  pulled  apart  sufficiently  to  allow 
the  old  insulation  to  be  scraped  off.  This  is  done, 
however,  without  spoiling  the  general  form  of  the  wind- 
ing. When  the  old  wires  arc  cleaned  they  are  simply 
taped  over,  which  can  be  done  with  very  cheap  labor, 
and  the  coils  are  again  bunched  up  and  tied  in  their 
proper  form,  thus  avoiding  any  straightening  out  and 
rewinding  of  the  field  wire.  After  the  coil  has  been  tied 
up  in  its  finished  form  it  is  given  a  kind  of  transformer 
test  very  similar  to  that  described  for  the  armatures. 
The  device  with  which  this  testing  is  accomplished  is 
illustrated  herewith.  A  U-shaped  block  of  iron  built  up 
of  laminated  sheets  is  used  as  the  core  of  a  trans- 
former and  a  keeper  block  covers  over  the  open  end 
of  this  field,  completing  the  closed  magnetic  circuit. 
One  leg  of  this  magnet  is  permanently  wound  with 
a  primary  circuit  connected  to  a  source  of  alternat- 
ing current,  and  the  field  coil  is  then  slipped  over 
the  other  leg  of  the  magnet,  forming  the  secondary  winding  of 
the  transformer.  When  the  alternating  current  is  turned  on  to 
the  primary  circuit  there  is  a  very  loud,  humming  noise  if  the 
insulation  of  the  secondary  is  good,  but  in  case  of  short  cir- 
cuit in  the  winding  of  the  field  coil  this  noise  disappears  almost 
entirely.  The  alternating  current  used  in  these  tests  is  obtained 
from  a  General  Electric  motor  generator  set  which  was  re- 
cently installed  in  the  new  shops.  Previous  to  this  installation, 
how-ever,  the  company  used  a  home-made  device  which  answered 
the  same  purpose.  This  consisted  of  two  old  Sprague  motors,  one 
arranged    as   an    a.    c.    generalnr,    the    shafts    of   the   two   machines 


these  chaimels  on  the  floor  are  wooden  gratings,  underneath  which 
are  drip  pans  to  catch  the  varnish  which  drains  from  the  coils  which 
arc  hung  in  the  oven.  The  method  of  suspending  armatures  is 
shown  in  the  illustration,  and  for  drying  out  the  individual  coils 
when  first  varnished  racks  are  provided  from  which  a  large  number 


t2i;_i 


FIELD  TESTING   M.\CHINE. 

being   directly   coupled    together.     This   device,   which   can   be   very 
cheaply  installed,  is  illustrated  herewith. 

.Another  interesting  device  in  connection  with  the  winding  de- 
partment is  the  system  of  ovens,  the  general  design  of  which  is 
shown  in  the  accompanying  illustration.  These  ovens  are  heated 
by  means  of  electric  coils  placed  beneath  the  floor  and  which  are 
covered  by   inverted  channels   forming  part   of  the   floor.     Between 


ELECTRIC  OVENS 


N  WINDING  DEP.iiRTMENT. 


of  these  coils  can  be  suspended  at  once.  The  coni])any  is  also 
building  a  tank  to  contain  insulating  varnish,  so  that  a  whole 
row  of  these  suspended  coils  may  be  dipped  into  the  varnish  at 
one  time  instead  of  being  handled  each  one  separately,  as  they  are 
at  present. 

The  ovens  are  built  with  sliding  doors  in  front,  and  holh  the 
iron  doors  and  walls  are  filled  in  with  non-conducting  material. 
The  temperature  of  the  ovens  is  about  200°  F.  .As  will  be  seen 
from  the  illustration,  the  racks  from  which  the  armature  and  coil 
frames  are  suspended  are  so  arranged  that  when  the  oven  door  is 
opened  these  may  be  drawn  entirely  outside  of  the  oven,  permitting 
the  contents  of  the  oven  to  be  picked  up  by  the  overhead  crane. 

Heating  System. 

The  shops  are  heated  by  a  hot  air  system  which  is  carried  through 
ducts  under  the  floor  and  which  have  outlets  at  regular  intervals 
along  the  partition  wall  and  adjacent  to  the  supporting  pillars  of 
tlie  building.  These  outlets  ri.se  about  10  ft.  in  the  air,  where  the 
ends  are  turned  over,  discharging  the  hot  air  in  a  downward  direc- 
tion. .Another  system  of  inlets  is  supplied  for  cold  air,  which  is 
carried  in  ducts  to  the  heater  room  beneath  the  store  room.  Here 
the  cold  air  passes  through  a  .system  of  steam  coils  which  are  healed 
liy  means  of  exhaust  steam  from  the  power  house  in  the  inunediate 
vicinity,  and  this  air  after  it  is  heated  up  passes  out  again  through 
llie  hot  air  ducts,  thus  keeping  up  a  constant  circulation  of  hot  air 
111  the  shops  and  cold  air  returning  to  the  heating  coils. 


Elevated  Traffic  in  Chicago. 

Elevated  traffic  in  Chicago  during  October  showed  a  gain  over  that 
cif  last  year  for  the  same  period,  the  increase  on  the  Metropolitan 
West  Side  Elevated  being  1.21  per  cent,  South  Side  Elevated  3.02 
per  cent,  and  the  Northwestern  Elevated  2.96  per  cent.  The  Metro- 
politan carried  117,387  passengers,  an  increase  of  1,407;  the  South 
.^ide  carried  85.788  passengers,  an  increase  of  2,676,  and  the  North- 
western carried  71,617  passengers,  an  increase  of  2,055. 


Beginning  November  15th,  express  trolleys  are  run  between  Jersey 
City  and  Trenton,  N.  J.,  over  the  lines  of  the  Public  Service  Cor- 
poration, the  Middlesex  &  Somerset  Traction  Co..  and  the  Trenton 
"fast  line." 


The  Lake  Shore  Electric  Railway  Co.,  of  Cleveland,  has  leased 
■A  building  in  Norwalk,  O..  into  which  have  been  removed  the  offices 
of  the  general  manager,  auditor,  superintendent  of  construction, 
roadmaster  and  claim  agent  of  the  company. 


Xov.  20.  190J.] 


STREET  RAILWAY  REVIEW. 


913 


Removing  Boiler  Scale. 


Editor  "Review" : 

As  I  believe  all  engineers  li.ive  more  or  less  trouble  with  boiler 
scale,  I  will  give  my  e-tpcrience  in  dealing  with  this  trouble,  which 
may  be  of  interest  to  some  one,  and  which  may  bring  out  the  ex- 
perience of  others: 

In  the  first  place,  I  believe  we  can  all  agree  on  the  fact  that  the 
best  cure  for  scale  is  the  use  of  some  means  of  water  purification  to 
remove  the  scale-forming  substances  from  the  water  before  it  enters 
the  boiler.  The  removal  of  scale  after  it  once  gets  into  the  boiler 
is  a  difficult  matter,  especially  when  the  number  of  different  types  of 
boilers  is  taken  into  consideration.  Numerous  compounds  are  ad- 
vertised, any  one  of  which  is  said  to  be  just  the  right  thing  for 
removing  scale  and  preventing  new  scale  from  forming.  I  have  no 
doubt  but  this  is  true,  and  some  of  them  would  remove  the  boiler 
also  if  given  a  fair  trial.  These  are  good  when  properly  com- 
pounded ;  in  other  words,  compounds  to  be  of  any  service  and  at 
the  same  time  not  to  be  injurious  to  the  boilers,  should  be  prepared 
only  after  making  a  careful  analysis  of  the  feed  water  and  scale,  or 
both.  A  compound  cannot  be  made  to  suit  every  case  and  at  the 
same  time  not  be  injurious  to  the  iron  or  steel  with  which  it 
comes  in  contact. 

Mechanical  cleaners  for  the  successful  removing  of  scale  from  the 
tubes  of  water  tube  boiUrs  have  been  in  use  nearly  as  long  as  this 
type  of  boiler,  but  the  cleaner  that  will  remove  scale  from  the  water 
side  of  return  tubular  boiler  tubes  is  a  production  of  the  past  few 
years.  The  latter  fills  a  long-felt  want,  as  it  not  only  lessens  the 
labor  connected  with  the  cleaning  of  this  type  of  boiler,  but  insures 
clean  tubes  throughout. 

Cleaning  return  tubular  boilers  by  hand  does  not  amount  to  much 
at  best.  Of  course  the  particles  of  scale  and  mud  that  may  have 
collected  on  the  bottom  can  be  removed,  but  when  it  comes  to  the 
tubes,  .ibout  the  best  one  can  do  is  to  tap  the  bottom  and  top  rows 
with  a  hammer,  by  which  means  most  of  the  scale  can  be  removed. 
But  what  about  the  rest  of  the  tubes?  Even  the  lower  row  cannot 
be  treated  in  this  way  when  the  size  of  the  boiler  does  not  permit  nf 
a  manhole  below  the  lubes.  It  is  under  these  conditions  that  tin- 
makers  of  compounds  claim  that  scale  solvents  and  removers  art- 
found  valuable.  Let  us  see  if  this  is  the  case.  \  brother  engineer 
recently  told  me  that  he  had  tried  several  different  compounds 
and  thought  he  had  finally  found  the  right  one  for  his  case  until  one 
day  he  was  induced  to  try  a  mechanical  tube  cleaner.  The  scale 
that  came  oflf  those  tubes  was  surprising,  and  the  saving  in  fuel 
thereafter  was  marked.  There  arc  devices  for  removing  impurities 
in  boilers,  known  as  boiler  skimmers,  of  which  there  are  several 
different  makes.  While  I  have  not  used  any  of  them,  those  who 
have  tell  me  that  they  arc  great  labor  savers,  as  the  boilers  do  not 
have  to  be  cleaned  half  as  often  as  they  did  before  the  skimmers 
were  in  use. 

My  experience  has  been  that  no  har<l  and  fast  rules  can  lie  Iniil 
down  for  operating  boiler  pLints  located  in  various  localities.  Of 
course  general  theories  and  principles  are  laid  down  governing  the 
operation  of  all  boilers,  but  the  man  in  charge  must  use  a  great  deal 
of  good  judgment  in  applying  these  principles.  I  have  found  many 
of  the  compounds  adv;-rtised  are  good,  as  arc  also  the  mechanical 
cleaners,  and  I  have  also  found  if  a  good  compound  is  used  in  con- 
nection with  mechanical  cleaners,  the  work  of  cleaning  is  facilitated 
very  much,  for  the  following  reasons:  If  a  lioiler  is  badly  scaled 
and  compound  is  used  alone  it  will  take  a  long  time,  a  great  deal 
of  compound,  and  will  be  an  item  of  considerable  expense  to  re- 
move the  scale.  If  a  very  strong  compound  is  used,  it  is  liable 
to  injure  the  boiler.  On  the  other  hand,  if  lube  cleaners  arc  used 
in  the  same  case  without  first  using  some  compound,  the  work  will 
lake  a  long  time  and  the  cutters  in  the  cleaner  will  be  in  a  very 
bad  condition.  If  a  '.mall  quantity  of  compound  is  used,  it  will 
soften  the  scale  somewhat  and  if  the  mechanical  cleaner  is  used 
after  this,  the  time  consumed  in  cleaning  will  be  only  about  half 
at  long,  the  wear  on  the  cleaner  will  not  be  great,  and  the  cost 
of  the  compound  will  be  small.  The  ultimate  cost  of  the  com- 
bination of  a  compound  and  mechanical  cleaner  will  not  be  as 
much  as  it  will  be  if  either  one  is  used  alone.  While  this  applies 
more  especially  to  water  lube  l)oil.Ts.  il  will  be  found  that  if 
some  compound  is  used  in  return  tubular  boilers  before  the  me- 
chanical cleaner  is  applied,  a  similar  saving  in  lime  and  labor  will 
result,  A.   K.   VRADENBURG, 

Lloyd,  N.  Y. 


Chicago  City  Railway  Strike. 

Train-service  men  of  the  Chicago  City  Railway  Co.  went  on  strike 
at  4  a.  m.  November  12th.  after  the  company  had  made  every  rea- 
sonable appeal  to  its  employes  that  it  could  formulate.  Almost 
immediately  after  the  strike  began  mobs  inaugurated  a  season  of 
wild  disorder,  which  for  a  day  at  least  assiuned  uiuisually  serious 
a-spects.  For  a  time  the  company  had  to  suspend  operation  of  its 
cars,  although  it  had  enough  of  its  old  employes  to  man  them,  but 
the  second  day  arrangements  were  made  to  have  part  of  the  cars 
and  the  routes  properly  policed,  with  the  result  tliat  llu-  service  was 
partially  resumed. 

The  trouble  which  led  up  to  the  strike  began  with  the  expiration 
of  the  contract  between  the  company  and  its  men  on  September 
30th.  The  men  submitted  a  new  form  of  contract  for  the  ensuing 
year  in  which  demands  were  made  for  an  increase  of  pay  for  men 
in  the  electric  train  departments,  a  reduction  in  hours  for  the  car 
house  and  repair  men,  and  the  employment  of  union  men  only.  To 
ihis  demand  the  general  manager,  Mr.  Robert  McCulloch,  made 
answer  in  writing  that  the  company  was  willing  to  renew  the  old 
contract,  but  that  it  could  not  grant  more  pay,  nor  would  it  agree 
to  the  "closed  shop''  policy. 

The  company  also  issued  in  pamphlet  form  the  demand  of  the 
union,  the  company's  answer,  and  the  company's  proposition,  and 
caused  a  copy  of  the  pamphlet  to  be  placed  in  the  hands  of  every 
employe.  Tlie  more  pertinent  portions  of  the  company's  answer, 
as  contained  in  the  pamphlet,  were  the  following: 

"'Hie  first  clause  in  your  proposition  relates  exclusively  to  an 
increase  in  wages.  This  question  was  adjudicated  a  year  ago  by  a 
board  of  arbitration,  which  awarded  substantial  advances.  Mami- 
facturing  and  steam  transportation  companies  and  business  con- 
cerns generally  have  provided  for  increases  in  wages  by  advancing 
llieir  rates  and  the  prices  of  their  commodities;  the  rate  at  which 
this  company  nnist  sell  its  product  is  fixed  and  it  can  make  no  such 
provision,  but  must  provide  for  increase  in  expense  solely  through 
increase  in  business.  .Ml  its  increase  in  business  has  been  more 
than  absorbed  by  the  increase  in  wages  awarded  a  year  ago.  and 
there  is  nothing  in  the  financial  affairs  of  the  company  to  justify 
or  warrant  or  allow  a  further  increase  in  wages." 

In  answer  to  the  demand  for  the  exclusive  cniplnvMunt  of  nnioii 
Tuen  the  pamphlet  stated  : 

"The  fourth  clause  gives  your  association  ccnnplelc  and  .ibsolute 
control  of  the  selection,  employment,  retention  in  service  and  disci- 
pline of  all  men.  Under  prevailing  laws  and  customs  the  company 
is  responsible  and  liable  to  the  public  for  the  acts  of  its  employes 
while  on  duty,  and,  precedent  to  any  discussion  of  this  clause,  your 
association  nuist  give  the  company  ample  and  acceptable  security 
that  it  can  and  will  assume  and  take  care  of  said  responsibility 
and  liability  of  the  company  to  the  public,  since  it  proposes  to 
assume  the  absolute  control  of  the  selection,  employment,  retention 
in  service  and  discipline  of  all  employes," 

In  the  company's  proposition  incorpiir:ilc-d  in  llu-  painplili  I  il  was 
staled  the  company  was  willing  to  agree  mil  Id  discriiiiiiiMli-  fur  cir 
against  men  who  belong  to  the  union,  cir  men  who  do  mil  dunise 
to  belong  to  it.  but  all  employes  to  be  allowed  to  exercise  llu-ir 
pleasure  in  the  matter;  the  general  plan  (if  npcralion  of  cars,  linurs 
cif  work  and  rate  of  wages  llu-n  prevailing  ((Iclober  7th)  to  remain 
the  same;  the  company  was  willing  to  receive  the  union's  gricvanci- 
convmittees,  and  the  company  was  furlluT  willing  to  subniii  In 
arbitration  all  questions  that  ccmld  mil  In-  si'HUd  between  il  .md 
the  grievance  connnittees, 

October  loth  the  employes  nul  and  vnu-d  In  rejecl  llu-  cniiiji.iny's 
reply,  and  October  I2lh  the  ciinnnitlee  waited  upon  Mr,  McCnllnch 
again.  They  were  told  that  the  cnmpany  had  mil  clinngcd  ils  mind, 
and  would  not.  Thereupon  ihe  men  sialyl  lli.il  tlu'v  wihiM  .iiipiiil 
111  Ihe  president,  Mr.  D,  G,  llamiltnn. 

October  .^isl  Mr,  llainillon  met  llu-  iininii  nlVu-ials  and  inlornu-d 
Ihem  that  the  board  of  directors  had  indorsed  the  action  nf  (leneral 
Manager  McCulloch  in  refusing  ihc  union's  demands. 

The  union  then  ordered  Ihe  employes  to  ballot  upini  the  advisa- 
liility  of  ordering  a  strike,  and  the  voting  occurred  between  4  a.  m, 
.■November  .^lli  and  4  a,  m,  November  61I1.  after  which  it  was  an- 
nounced thai  out  of  2,i.";o  nienibers  of  the  association  1,80.1  voted 
for  strike  and  15,1  were  opposed,  Tlien  began  a  seconri  series  of 
conferences  between  Ihc  union  and  Ihc  company,  and  finally  the 
union  offered  lo  submit  all  its  demands  to  arbllralion.     Mr,  McCul- 


914 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  ii. 


locli  made  answer  that  lie  would  consult  his  superiors  and  give  the 
union  a  delinitc  reply  November  I4lh.  The  delay  did  not  suit  the 
union  officials,  who  sent  au  "ultimatum"  to  Mr.  McCulloch  that 
if  the  answer  were  not  forthcoming  by  6  p.  m.  November  iith  the 
strike  would  be  ordered  on  the  12th.  The  strike  was  ordered  and 
a  communication  was  sent  to  the  company  to  the  cITect  that  the 
members  of  the  union  had  determined  "to  suspend  the  operation" 
of  the  company's  lines  until  the  company  should  see  fit  to  accede  to 
the  demands  made  upon  it  by  the  union. 

The  tirsl  day  of  the  strike  the  company  made  several  attempts 
to  run  cars  on  the  Wentworlh  Ave.  (electric)  and  Cottage  Grove 
Ave.  (cable)  lines,  but  the  attempts  were  abandoned  for  the  day 
about  3  p.  m.,  owing  to  the  attitude  of  the  mobs,  who  had  virtually 
wrecked  several  cars,  injured  a  do/.cn  men,  plugged  the  cable  con- 
duit and  otherwise  hindered  the  company,  .\nlicipating  that  the 
mobs  would  not  delay  their  demonstrations,  Mayor  Carter  Harrison 
issued  a  proclamation  at  the  outset  requesting  citizens  to  remain 
away  from  the  troublous  sections.  In  the  meantime  the  unions 
gave  it  out  that  there  would  be  no  rioting,  but  that  this  strike 
was  to  be  a  peaceable  one  in  every  respect. 

November  13th  it  was  decided  to  make  lui  attempt  lu  run  cars 
upon  other  than  the  Went  worth  ,\ve.  line  at  first,  and  arrangements 
were  made  with  the  mayor  and  chief  of  police  to  give  the  com- 
pany all  the  protection  necessary.  As  a  result  the  company  suc- 
ceeded in  sending  the  cars  on  three  trips  over  the  entire  line,  the 
route  being  well  jwliced  and  iK)licemen  riding  on  each  car.  Tlie 
greatest  annoyance  was  caused  by  teamsters  who  caused  many 
blockades.     A  number  of  teamsters  were  arrested. 

On  the  afternoon  of  November  14th  the  firemen  and  engineers 
employed  in  the  company's  shops,  about  160  in  number,  went  on 
strike,  but  their  places  were  soon  filled.  In  fact,  it  appears  that 
the  company  has  had  no  difficulty  whatever  about  hiring  non-union 
men,  who  only  stipulate  that  they  shall  be  protected  from  deadly 
assault.  The  firemen  and  engineers  who  struck  had  just  signed  a 
new  agreement  with  the  company,  in  which  they  agreed  not  to 
go  out  on  a  sympathetic  strike  during  the  year.  Their  repudiation 
of  this  agreement  led  Mr.  McCulloch  to  state  that  an  agreement 
with  a  union  is  not  worth  the  paper  it  is  written  on. 

.Sunday,  November  15th.  the  Wentworth  .\vc.  cars  were  operated 
practically  upon  regular  schedule,  but  with  the  police  guard  still  in 
force.  The  police  made  30  arrests.  The  cars  began  to  be  better 
patronized,  however,  and  it  was  announced  that  in  a  short  time  that 
line  would  be  practically  able  to  take  care  of  itself.  It  was  also 
stated  that  the  cable  splicers  and  electricians  had  gone  out,  but 
the  company  was  in  nowise  crippled  by  their  action.  The  union 
electric  linemen  and  horseshoers  also  voted  to  strike. 

November  i6th  more  progress  was  made  on  the  Wentworth  Ave. 
line  and  very  little  rioting  was  attempted  during  the  day.  At  night, 
however,  after  the  police  had  withdrawn  the  hoodlum  element 
began  operations. 

November  17th  the  Cottage  Grove  .Ave.  line  was  opened  under 
police  protection  and  no  rioting  of  consequence  was  reported. 

Governor  Yates  personally  visited  Chicago  to  investigate,  with 
the  adjutant  general,  the  prospects  of  the  need  of  the  state  militia 
being  called  out,  which  it  is  feared  may  have  to  be  done,  it  being 
admitted  that  the  police  force  is  too  small  to  adequately  protect 
all  the  company's  lines. 

The  total  number  of  motormen,  gripmen  and  conductors  employed 
by  the  company  before  the  strike  was  3.300;  the  estimated  number 
of  passengers  carried  daily  was  500,000;  the  total  number  of  cars 
operated,  1,007;  miles  of  track,  320. 

.Apropos  of  the  demand  for  higher  wages  the  company  pointed 
out  to  the  men  that  their  wages  were  raised  last  year  3  cents  an 
hour — a  yearly  aggregate  of  about  $300,000 — and  that  this  has  ab- 
sorbed the  entire  increase  in  net  earnings  in  that  time.  To  grant 
the  new  demands  would  mean  to  add  $400,000  more  to  the  payrolls. 
It  is  further  shown  that  the  company  has  spent  |i,500.ooo  in  im- 
jirovements,  that  the  increase  in  the  cost  of  coal  and  teaming  had 
added  $20,000  to  the  expenses  every  12  months,  and  that  the  com- 
pany has  been  forced  to  build  a  new  $250,000  power  plant  to  meet 
the  growth  in  traffic.  The  wage  now  asked  for  is  28  cents  an  hour, 
instead  of  24  cents. 

The  Chicago  City  Railway  Co.  has  a  contract  with  the  govern- 
ment to  carry  mails,  and  so  far  no  attempt  has  been  made  to  block 
the  transit  of  the  mail  cars,  although  they  have  frequently  been 
delayed  on  account  of  the  blockades  to  the  regular  cars.     The  city 


council,  on  November  17th,  authorized  the  mayor  to  appoint  a 
committee  of  eight  aldermen  to  try  and  bring  about  a  settlement. 
The   .State  Board  of  Arbitration   is  also   working  to  that   end. 


Impiovciiicnts  at  Everett,  Wash. 

The  Everett  (Wash.)  Railway  &  Electric  Co.  has  just  completed 
the  erection  of  a  trolley  wire  over  a  branch  line  of  the  Northern 
Pacific  Railway  Co.  between  Kverett  and  Snohomish,  Wash.,  a 
distance  of  9  miles,  and  will  henceforth  conduct  the  passenger, 
baggage  and  express  business  of  this  branch ;  the  Northern  Pacific 
will  conliiuie  to  handle  freight. 

Other  improvements  recently  effected  by  the  Everett  Railway  & 
Electric  Co.  (which  is  one  of  the  many  Everett  interests  owned 
by  the  Everett  Improvement  Co.)  inchide  the  extension  of  its  light- 
ing lines  3^  miles  to  Marysville  and  the  building  of  one  mile  of 
new  track  in  Everett. 

The  company  this  year  has  built  three  cars  in  its  own  shops 
under  the  direction  of  Mr.  J.  F.  Reardon,  master  mechanic.  The 
last  of  these  is  a  double  truck  car  44  ft.  long  over  all,  which  is  as 
handsome  and  well-built  a  piece  of  rolling  stock  as  is  to  be  found 
in  the  country.  This  car  has  rounded  front  vestibules,  with  steps 
on  one  side  only  of  each  platform.  It  is  mounted  on  Brill  21  E 
trucks,  with  6-ft.  wheel  base,  and  equipped  with  four  Westinghouse 
No.  49  motors,  K6  controllers,  Westinghouse  air  brakes,  and  Chris- 
tensen  motor-compressor.  The  interior  finish  of  the  car  is  ex- 
tremely simple,  all  scroll  work,  carving  and  beading  being  avoided, 
which  we  consider  an  admirable  style. 

Two  cars  of  similar  type  are  now  being  built  for  Everett  by  the 
J.   G.  Brill  Co. 

Our  readers  will  recall  the  interesting  article  descriptive  of  the 
power  plant  of  the  Everett  company  by  Mr.  E.  P.  Burch,  which 
was  published  in  the  "Review"  for  May  20,  1903. 

The  president  and  treasurer  of  the  Everett  Railway  &  Electric 
Co.  is  Mr.  J.  T.  McChesney.  who  has  had  charge  of  the  property 
since  it  was  acquired  by  the  Everett  Improvement  Co.  two  and  one- 
half  years  ago.  ^  ,  ^ 

Another  Interurban  for  Los  Angeles. 


Another  interurban  electric  railway,  making  the  fourth  entering 
the  city  of  Los  -Angeles,  Cal.,  is  being  rapidly  pushed.  The  new 
road,  the  Los  .Angeles  &  Glendale  Electric  Ry.,  is  about  nine  miles 
long  and  runs  from  Glendale  through  Tropico  to  Los  Angeles.  En- 
tering the  city  from  the  north  the  road  runs  along  Lake  Shore 
Boulevard  to  Figueroa  St.,  then  down  Figueroa  to  Sixth  St.,  thence 
to  the  Southern  Pacific  depot. 

The  road  will  be  first  class  in  all  respects,  being  standard  gage 
and  double  track  the  entire  distance.  After  leaving  the  city  limits 
of  Los  Angeles,  the  road  is  for  the  most  part  over  private  right 
of  way  and  is  being  built  with  the  expectation  of  running  at  high 
speeds.  The  grades  are  light,  being  mostly  one  per  cent,  or  under, 
and  in  no  case  exceeding  two  per  cent.  The  rolling  stock  will 
be  similar  to  that  used  by  the  Pacific  Electric  Railway  Co.  on  its 
Long  Beach  line :  48-ft.  combination  cars,  equipped  with  four  75- 
h.  p.  motors. 

.After  leaving  Los  Angeles  the  road  follows  a  somewhat  wind- 
ing but  very  picturesque  route  around  the  hills  and  through  groves 
of  live,  oaks;  the  last  three  miles,  however,  are  perfectly  straight. 
The  company  will  not  erect  a  power  house  at  present,  but  will  pur- 
chase its  power  from  the  Pacific  Light  &  Power  Co.,  of  Los 
.Angeles,  and  will  convert  from  high  tension  alternating  to  direct 
current  by  means  of  sub-stations. 

The  company  has  secured  the  privilege  of  carrying  strawberries 
and  this  concession  will  be  of  great  benefit  to  the  road  and  the 
country  which  it  serves.  The  franchise  requires  the  company  to 
sell  commutation  tickets  at  the  rate  of  10  cents  per  trip.  The  regu- 
lar round-trip  rate  will  be  25  cents.  It  is  expected  to  have  the  road 
in  complete  running  order  in   four  or  five  months. 

L.  C.  Brand  is  president,  W.  H.  Holliday,  .secretary  and  treas- 
iner,   and   C.   C.    Sroufe.   chief  engineer. 

«  '  » 

The  Indianapolis  Northern  Traction  Co.  is  to  build  a  large  inter- 
mediate station  at  Kokomo,  Ind.,  the  building  to  cover  an  entire 
block  and  be  four  stories  high.  It  will  be  the  only  large  station 
between  Chicago  and  Indianapolis 


street  Railway  Legislation  for  1903, 


AN    ACl" 


Maine. 

TO   PROHIBIT   SPITTING  UPON 
OF  STREET   CARS.  ' 


THE  FLOORS 


Chapter  139  of  the  Public  Laws  of  Maine  of  1903  provides:  Sec- 
tion I.  Whoever  spits  upon  the  floor  of  any  street  car  shall  be  fined 
not  less  than  two  nor  more  than  ten  dollars  10  be  recovered  on 
conjplaint.  Section  2.  The  officers  of  all  street  railroad  companies 
shall  cause  a  copy  of  the  preceding  section  to  be  posted  in  their 
several   street  cars. 


CANCELL.VnON  AND  CHANGING  OF  LOCAITON. 

Chapter  86  of  the  Public  Laws  of  Maine  of  1903  provides  tliat 
wherever  a  location  for  a  street  liilroad  upon  any  street,  road  or 
way  has  been  approved  under  the  general  law  or  any  special  act 
with  no  actual  occupation  thereof  by  the  rails  of  such  company, 
such  location  in  whole  or  in  part  may  be  canceled  at  any  time  by 
the  municipal  officers  of  the  town  where  so  located  upon  the  peti- 
tion of  the  directors  of  the  corporation  entitled  to  the  same.  Any 
street  railroad  corporation,  under  the  direction  of  the  railroad  com- 
missioners, may  make  any  changes  in  the  location  of  its  road  whicli 
it  deems  necessary  or  expedient  and  such  changes  shall  be  recorded 
where  the  original  location  was  required  by  law  to  lie  recorded. 


EXIENSION    OF    SUNDRY    PROVISIONS    OF    RAILRO.VD 
LAW  TO  STREET  RAILWAYS. 


Chapter  19  of  the  Public  Laws  of  Maine  of  1903  further  amends 
section  10  of  chapter  268  of  the  public  laws  of  1893.  as  amended  by 
section  3  of  chapter  249  of  the  public  laws  of  1897,  extending  sun- 
dry existing  provisions  as  to  railroads  to  street  railways,  so  far  as 
applicable.  Ihc  provisions  referred  to  authorize  railroad  compa- 
nies to  build  branch  tracks  to  mills,  mines,  quarries,  gravel  pits  and 
factories.  They  provide  for  cattle  guards  and  passes  to  be  main- 
tained by  the  company;  that,  on  failure,  the  company  may  be  com- 
pelled or  enjoined,  or  the  injured  party  may  recover  double  dam- 
ages. They  also  relate  to  punishment  for  evading  payment  of  fare, 
loitering  in  cars,  posting  this  last  section,  foreclosure  of  mortgage 
given  to  trustees,  powers  of  commissioners  as  to  taking  of  land, 
and  damages  therefor.  References  to  a  provision  with  regard  to 
punishment  of  negligence  of  company  or  its  servants  causing  death 
is  stricken  out. 


ENLARGEMENT    OF 


POWERS    OF 
SIONERS. 


kAII.RoAl)    COMMIS- 


Chaplcr  15  of  the  Public  Laws  of  Maine  of  1903  amends  section 
11  of  chapter  268  of  the  public  laws  of  1893  by  striking  therefrom 
the  words:    "If  the  tracks  of  a  street  railway  cross  any  steam  rail- 
road and  a  dispute  arises  in  any  way  in  regard  to  the  manner  of 
crossing,  the  tjoard  of  railroad  commissioners  shall  upon  hearing  de- 
cide and  determine  in  writing  in  what  manner  the  crossing  shall  be 
made  and  it  shall  l>c  made  accordingly."     It  then  adds  a  new  sen- 
tence, making  the  section  now   read :     Said  railways  shall  be  con- 
structed and  maintained  in  such  form  and  manner  and  with  such 
rails  and  upon  such  grade  as  the  municipal  officers  of  the  cities  and 
towns  where  the  same  are  located  may  direct,  and  whenever  in  the 
judgment  of  such  corporation  it  shall  l>e  necessary  to  alter  the  grade 
of  any  city,  town,  or  country  road  said  alterations  shall  be  made  at 
the  sole  expense  of  said  corporation  with  the  assent  and  in  accord- 
ance with  the  directions  of  said  municipal  officers.     The  said  cor- 
poration may  at  any  time  appeal  from  the  decision  of  said  municipal 
officers  determining  the  form  and  manner  of  the  construction  and 
maintenance  of  its  railroad  and  the  kind  of  rail  to  be  used  to  the 
hoard  of  railroad  commissioners,  who  shall   upon  notice  hear  the 
parties  and   finally  determine  the  questions  raised  by  said  appeal. 
Section  IS.  giving  the  municipal  ( fficcrs  of  any  town  power  to  make 
regulations  as  to  the  mode  of  use  of  tracks,  the  rate  of  speed,  and 


the  removal  of  snow  and  ice,  is  amended  by  providing  for  an  appeal 
to  the  board  of  railroad  commissioners,  who  shall  upon  notice  hear 
the  parties  and  finally  determine  the  questions  raised  by  the  appeal. 


AN  ACT  TO  ENLARGE  THE  POWERS  OF  STREET  RAIL- 
ROADS IN  TAKING  LANDS. 


Chapter  25  of  the  Public  Laws  of  Maine  of  1903  provides  tliat  any 
street   railroad   corporation  may  purchase  or   take  and  hold,  as  for 
public  uses,  land  for  burrow  and  gravel  pits,  spur  tracks  thereto,  side 
tracks,   turnouts,    stations,   car    barns,    pole   lines,   wires,   installing 
and  maintaining  power  plants,  double  tracking  its   road,   improving 
the  alignment  thereof,  changing  or  avoiding  grade,  or  for  avoiding 
grade  crossings  of  any  railroad;  but  if  the  owner  of  said  land  does 
not  consent  thereto,  or  if  the  parties  do  not  agree  as  to  the  neces- 
sity therefor  or  the  area  necessary  to  be  taken,  the  corporation  may 
make  written  application  to  the  railroad  commissioners,  describing 
the  estate  and  naming  the  persons  supposed  to   be  interested;   the 
commissioners  shall  thereupon  appoint  a  time  for  the  meeting  near 
the  premises,  and  require  notices  to  be  given  to  the  persons  so  inter- 
ested as  they  may  direct   fourteen  days  at  least  before  said  time; 
and  shall   then  view  the  premises,   hear  the  parties,  and  determine 
bow  much,  if  any,  of  such  real  estate  is  necessary  for  the  reasonable 
accommodation  of  the  traffic  and  appropriate  business   of  the  cor- 
poration.    If  they  find  that  any  of  it  is  so" necessary,  they  shall  fur- 
nish the  corporation  with  a  certificate  containing  a  definite  descrip- 
tion thereof;  and  when   it  is  filed  with  the  clerk  of   courts   in  the 
county  where  the  land  lies,  it  shall  be  deemed  and  treated  as  taken ; 
provided,  however,  that  when  land  is  held  by  a  tenant  for  life  and 
the  reversion  is  contingent  as  to  the  persons  in  whom  it  may  vest 
on  the  termination  of  the  life  estate,  such  fact  shall  be  stated  in  an 
application  and  the  commissioners  shall,  in  addition  to  the  notice  to 
the   tenant    for    life,    give    notice   by   publication   to    all    others    in- 
terested in  such  matter  as  they  deem  proper.    The  land  taken  under 
the   foregoing  shall   not  be  entered  except  to  make  surveys   before 
the  certificate  aforesaid  has  b'ecn  filed  with  the  clerk  of  courts.     All 
damages   shall   be  determined  and   paid   as   provided  by   chapter  52 
of  the  revised  statutes  for  lands  taken  by  railroads,  etc.     No  meet- 
ing house,  dwelling  house,  public  or  private  burying  grounds  shall 
be  so  taken  without   consent  of  the  owners.     Nothing  herein  con- 
tained shall  authorize  the  taking  of  lands  already  devoted  to   rail- 
road uses  except  in  cases   where  the  railroad   commissioners  deter- 
mine that  such   lands  may  l)e  crossed   in  such  miinmr  as  to  avoid 
grade  crossings  with  railroads. 


Massachusetts. 


AS  TO  EQUIPMENT  OF  CARS. 


Chapter  134  of  the  Acts  of  Mas.sachusetts  of  1903  amends  section 
52  of  chapter  112  of  the  Revised  Laws  to  read:  A  street  railway 
"company  shall  equip  its  cars,  when  in  use,  unless  propelled  by 
horse  power,  with  such  fenders  and  wheel  guards,  "brakes  and 
emergency  tools  in  such  cases"  as  may  be  required  by  the  board, 
and  the  board  may,  from  time  to  time,  modify  its  requirements;  the 
change  in  the  section  being  in  the  words  in  quolalion  marks  being 
inserted. 


SPEED  AND   MODE  OF  USE  OF    TRACKS    ro   W.   REGU- 
LATED. 


fhaplcr  141  of  the  Acts  of  Massachusetts  of  1903  amends  section 
40  of  chapter  112  of  the  Revised  Laws  so  that  it  reads  that  the 
l«ard  of  aldermen  or  selectmen  "shall"  (instead  of  "may")  from 
lime  to  time  establish  such  regulations  as  to  the  rate  of  speed  and 
as  to  the  mode  of  use  of  the  tracks  within  their  city  or  town  as  the 
interest  and  convenience  of  the  public  may  require,  "subject  to  the 
approval,  revision  or  alteration  of  the  board  of  railroad  commis- 
sioners," etc. 


916 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  Ii. 


lO  GIVE  NOTICE  Ul-  ACCIDENTS. 


Chapter  J(J7  oi  the  Act6  ul  iMa^sachusetts  of  19OJ  aiiiend:>  section 
263  o£  chapter  iii  of  the  Revised  Laws  by  inserting  after  the  word 
"railroad,"  in  tlic  first  line,  the  words  "and  street  railway,"  so  that  it 
reads :  Every  railroad  "and  street  railway"  corporation  shall  give 
immediate  notice  of  an  accident  on  its  road,  which  results  in  a  loss 
uf  life,  to  the  medical  examiner  of  the  county  who  resides  nearest 
to  the  place  of  accident,  and  shall  also,  within  twenty-four  hours, 
give  notice  to  the  board  of  any  such  accident  or  of  any  accident  oi 
the  description  of  accidents  of  which  the  board  may  require  notice 
to  be  given.  I'or  each  omission  to  give  such  notice  the  corporation 
shall  forfeit  not  more  than  $100. 


AUTHORITY  TO  CARRY  BAGGAGE  AND  EREIGIIT. 
Chapter  202  of  the  Acts  of  Massachusetts  of  190J  authorizes  street 
railway  companies  to  act  as  common  carriers  uf  baggage  and  freight; 
provided,  however,  that  no  such  company  shall  so  act  in  any  city  or 
town  until,  after  public  notice  and  a  public  hearing,  it  has  obtained 
the  consent  of  the  board  of  aldermen  or  selectmen,  or  of  those  ex- 
ercising the  powers  of  such  boards,  and  also  a  certificate  of  the 
board  of  railroad  conmiissioners  to  the  effect  that  public  necessity 
and  convenience  so  require;  and  provided,  further,  that  said  com- 
panies shall  be  subject  to  such  regulations  and  restrictions  as  may 
from  time  to  time  be  made  by  the  local  authorities  aforesaid,  with 
the  approval  of  the  board  of  railroad  commissioners,  and  shall  also 
be  subject  to  the  provisions  of  all  laws  now  or  hereafter  in  force 
relating  to  common  carriers. 


AUTHORITY 


TO  TAKE  LAND  TO  AVOID  DANGEROUS 
CURVES  OR  GRADES. 


Chapter  476  of  the  Acts  of  Massachusetts  of  iQoj  provides  that 
any  street  railway  company,  organized  under  the  laws  of  the  com- 
monwealth, may  apply  to  the  board  of  aldermen  of  any  city  or  to 
the  selectmen  of  any  town  in  which  it  desires  to  take  land,  for  an 
adjudication  that  public  necessity  and  convenience  require  that  cer- 
tain land  or  interests  in  land,  as  described  in  its  petition  and  for  the 
specific  purpose  therein  stated,  be  taken  by  such  company,  to  enable 
it,  in  constructing  its  street  railway  or  a  branch  or  extension  there- 
of, to  avoid  dangerous  curves  or  grades  existing  in  the  highways, 
or  for  other  similar  purposes  inciden!  to  and  not  inconsistent  with 
its  corporate  franchise  of  operating  a  railway  to  accommodate  pub- 
lic travel  in  public  ways.  If  the  board  to  which  application  is  made 
finds  in  favor  of  the  petitioner,  after  such  public  notice  and  hearing 
as  are  required  by  law  in  the  case  of  the  grant  of  locations  for 
street  railways  in  public  ways,  the  company  may,  upon  complying 
with  certain  provisions,  apply  to  the  board  of  railroad  commission- 
ers for  a  certificate  that  public  necessity  and  convenience  require 
the  construction  of  the  proposed  railway  between  the  termini  and 
substantially  in  the  route  fixed  by  the  agreement  of  association  in 
case  of  a  company  organized  under  the  general  laws  and  by  the 
charter  of  a  company  created  by  special  statute,  or  of  the  proposed 
branch  or  extension  substantially  on  the  location  already  duly 
granted  therefor,  and  for  approval  of  the  adjudication  of  the  alder- 
men or  selectmen  as  to  the  necessity  and  reasons  for  taking  land 
or  rights  in  land  in  every  city  or  town  in  which  such  adjudi- 
cation has  been  made.  If  said  commissioners,  after  public  notice 
and  a  hearing  at  which  all  persons  or  corporations  alleging  that  they 
would  be  injured  by  the  construction  of  the  proposed  railway  shall 
be  deemed  to  be  interested  parties  and  entitled  to  be  heard,  grant 
the  certificate  as  prayed  for,  the  petitioner  may  take  in  any  city 
or  town,  in  the  manner  provided  in  certain  provisions  of  law  which 
are  to  apply,  any  land  or  rights  in  land  the  taking  of  which  has 
so  been  approved  by  said  commissioners. 

A  street  railway  company  authorized  to  construct  its  railway  at 
grade  across  a  public  way  in  any  place  where  such  crossing  is  not 
a  part  of  the  crossing  of  such  way  by  another  public  way,  and  in- 
cident to  the  construction  of  the  street  railway  longitudinally  within 
the  limits  of  such  other  public  way,  shall,  in  any  proceedings  here- 
after begun  for  the  abolition  of  such  grade  crossing,  be  considered 
as  a  railroad  corporation,  etc.,  if  such  company  has  taken  any  land 
or  other  property  under  authority  of  this  act;  and  it  may  bring  a 
petition  or  be  made  a  respondent  to  a  petition  brought,  etc.,  in  the 
.same  way  and  be  subject  to  the  same  liabilities  as  if  it  were  a  rail- 
road corporation. 


This  act  shall  not  enlarge  the  extent  or  purposes  for  which  a 
street  railway  may  be  constructed  or  operated  outside  the  limits 
of   public    ways. 


New  llumpshire. 

SPITTING  PROHllilTED. 


Chapter  .>  of  the  Laws  of  New  Hampshire  of  1903  makes  it  un- 
lawful for  any  person  to  spit  in  any  railway  station  or  in  any  street 
or  steam  railway  car  other  than  smoking  cars,  except  into  spittoons 
ur  other  receptacles  provided  for  that  purpose.  The  penalty  for  a 
violation  of  the  provisions  of  this  act  is  a  fine  not  exceeding  $10. 


CONCERNING  CARE  OT  illGUVVAY. 


Chapter  94  uf  the  Laws  of  New  Hampshire  of  lyoj  amends  sec- 
lion  7  of  chapter  27  of  the  laws  of  1895,  so  that  it  now  provides, 
among  other  things,  that  the  boards  of  mayor  and  aldermen  of 
cities  and  selectmen  of  towns,  respectively,  may  from  time  to  time 
make  such  reasonable  orders,  rules,  and  regulations  with  refer- 
ence to  that  portion  of  the  street  railway  occupying  the  public 
highway  as  to  rate  of  speed,  etc.,  "and  the  care  of  such  highway" 
as  the  interest  or  convenience  of  the  public  may  require,  etc.,  the 
words  in  quotation  marks  being  inserted.  Section  10  of  said  chapter 
27,  requiring  street  railways  to  keep  highways  in  repair,  etc.,  is 
amended  by  incorporating  the  provision  that  every  street  railway 
neglecting  to  comply  with  any  of  the  requirements  named  in  this 
section  shall,  after  due  notice  from  the  person  having  charge  of  the 
streets,  forfeit  to  the  use  of  the  city  or  town  the  sum  of  $50  for 
each  day  during  such  neglect. 


CONCERNING  REPORTS  AND  INCREASE  OF  STOCK  AND 
BONDS  OF  CORPORATIONS  OWNING  STOCK  IN 
RAILWAYS. 


Chapter  55  of  the  Laws  of  New  Hampshire  of  lyoj  provides 
that  all  corporations  owning  a  majority  of  the  stock,  or  operating, 
under  lease  or  otherwise,  railways  in  the  state,  shall  make  returns 
and  furnish  information  to  the  board  of  railroad  commissioners 
as  to  all  their  properties  and  business,  and  the  provision  of  the  pub- 
lic statutes  respecting  reports  and  information  concerning  railroads 
shall  be  held  to  apply  to  all  properties  and  business  owned,  leased, 
or  managed  by  such  corporations,  whether  used  or  employed  in 
railway  transportation  or  otherwise.  The  provisions  of  sections  17 
and  18  of  chapter  27  of  the  laws  of  1895  and  of  sections  I  to  4 
inclusive  of  chapter  19  of  the  laws  of  1897,  in  relation  to  the  in- 
crease and  issue  of  capital  stock  and  bonds  and  the  authority  and 
duty  of  the  railroad  commissioners  in  relation  to  such  increase 
and  issue  of  capital  stock  and  bonds,  shall  be  applicable  to  and  ob- 
served by  all  corporations  holding  stock  as  provided  in  the  pre- 
ceding section.  (The  above  is  indexed  under  "street  railways,"  in  the 
laws  of  1903,) 


RESTRICTIONS  ON  SALE  OF  BONDS  AND  APPLICATION 
OF  PROCEEDS. 


Chapter  22  of  the  Laws  of  New  Hampshire  of  1903  provides  that 
no  bonds,  coupon  notes,  or  other  evidences  of  indebtedness  payable 
at  periods  of  more  than  twelve  months  from  the  date  thereof,  and 
issued  in  accordance  with  the  provisions  of  any  special  charter  or 
general  law,  shall  be  sold  or  disposed  of  by  a  street  railway  or  other 
railroad  company  for  a  less  sum  to  be  paid  to  said  company  in  cash 
than  the  face  value  thereof.  All  such  bonds,  coupon  notes,  and 
other  evidences  of  indebtedness  shall  be  issued  and  sold  to  bona 
fide  purchasers  in  such  manner  and  subject  to  such  restrictions  as 
the  board  of  railroad  commissioners  may  prescribe,  and  no  such 
street  railway  or  other  railroad  company  shall  apply  any  part  of 
the  proceeds  of  said  bonds  for  the  original  construction,  or  original 
equipment  of  its  plant,  except  in  accordance  with  the  approval  of 
the  railroad  commissioners.  Any  director  or  oflicer  of  a  street 
railway  or  other  railroad  company  who  knowingly  violates  or  dis- 
regards any  of  the  provisions  of  this  act  shall  be  punishable  by  a 
fine  not  exceeding  $1,000  or  by  imprisonment  not  exceeding  one 
year,  or  by  both  fine  and  imprisonment. 


Nuv.  JO,  lyoj.J 


STREET  RAILWAY  REVIEW. 


917 


Question  Bov  of  the  Pennsylvania  Street 
Kailwaj"  Association.* 

.Cuucludtid. 

252.  What  average  hie  can  be  expected  from  bonds  put  in  accord- 
ing to  the  most  modern  niethods?  In  what  way  is  the  raam- 
tcnonce  expense  ior  bondnig  handled  to  provide  for  general 
overhauhng  and  renewal? 

A  protected  bond,  of  the  proper  design,  length  and  cross-section, 
applied  under  the  plate  of  any  modern  T  or  girder  rail  should 
last  not  less  than  five  years.  If  the  joints  are  kept  up  in  strictly 
first-class  condition,  a  "Protected"  bond  will  last  as  long  as  the 
rail. — .\.  ii.   Englund. 

1  have  tested  bonds  which,  at  the  end  of  five  years,  showed  prac- 
tically no  depreciation,  less  than  one-tilth  of  i  per  cent  of  them 
being  defective.  The  elements  surrounding  the  installation  of  a 
bond  largely  affect  the  life  of  that  bond,  poor  track  foundations, 
defective  ties,  and  splice  bars  which  do  not  tit  the  rail,  and  too 
short  a  bond  to  allow  for  the  expansion  and  contraction  of  the 
rail,  are  causes  which  contribute  to  bonds  succeeding  in  one  instal- 
lation and  failing  in  another,  which  are  identical  in  construction  and 
applicatioiL 

1  find  the  same  bond  in  pavements  with  concrete  construction 
and  the  rail  well  grouted,  gives  much  lunger  service  than  the  in- 
terurbau  track  when  ballasted  according  to  the  Pennsylvania  R.  R. 
specifications.  Moreover,  a  longer  bond  must  be  used  in  exposed 
rails  and  nothing  under  a  6-in.  expansion  should  be  used  in  a 
concealed  type  of  bond,  as  the  contraction  and  expansion  of  the 
rails  are  passed  through  the  fish  plate  and  more  latitude  must  be 
given  at  joints  for  expansion  and  contraction  than  theoretical  con- 
siderations would  dictate.  1  believe  the  test  for  maintaining  bonds 
are  best  made  by  means  of  pressure  wires;  in  any  city  where  the 
railroad  owns  its  own  telephone  system,  these  wires  can  be  used 
with  pressure  wires  by  placing  the  telephone  wire  upon  the  track, 
plugging  around  the  exchange  by  means  of  the  station  telephone 
wires  and  connecting  to  the  negative  bus.  This  gives  the  aggregate 
drop  including  the  rail  and  all  the  bonds  and  a  criterion  of  the 
condition  of  the  ground  returns.  If  a  railroad  company  took  these 
records  once  a  month  on  each  line,  they  would  be  in  a  position  to 
say  with  surety  on  what  lines  their  re-bonding  should  be  done  with 
the  greatest  profit  and  the  saving  of  energy  delivered  to  the  cars. 
When  it  has  been  decided  to  re-bond  a  road,  the  bonding  foreman 
should  be  instructed  thoroughly  in  the  use  of  the  niilli-voltmeter 
and  should  determine  for  himself  the  condition  of  every  bond  and 
renew  those  which  show  a  rail  length  greater  than  that  which 
would  be  determined  in  applying  the  rule  in  answer  to  question  250, 
and  the  most  economical  maintenance  of  the  bonding  of  railway 
return  is  by  continuous  tests  and  inspection  of  these  bonds  from 
month  to  month  as  an  aggregate,  by  the  method  described  above. — 
A.  B.  Herrick. 

After  two  or  three  years'  use  of  compressed  terminal  bonds  we 
found  no  bad  joints  in  the  bonds.  Where  bonds  are  compressed  and 
ball  joints  kept  in  first-class  condition,  the  bond  should  last  as  long 
as  the  rail. — P.  F.  Gerhart. 

Average  life  depends  on  soil,  trafllc  and  various  other  conditions. 
— R.  E.  Moore. 

233.  For  new  work,  are  short  flexible  bonds  either  under  the  fish 
plates  or  base  of  rail  more  durable  than  the  solid  bonds  out- 
side the  fish  plates? 

The  fact  that  flat  wire  flexible  bonds  placed  under  joint  plates,  or 
on  the  base  of  rail  have  almost  entirely  replaced  solid  bonds  outside 
of  the  plates,  must  argue  ihat  they  arc  equally  durable,  and  more 
so. — A.  H.  Englund. 

Flexible  bonds  under  the  fish  plate  over  6  in.  long  are  more 
durable  relative  to  their  conductivity  and  less  liable  to  be  stolen  than 
exposed  bonds.  Bonds  under  the  fish  plate  give  belter  life  than 
tho«c  under  the  base  of  the  rail— A.  B.  Merrick. 

We  u!c  flexible  bonds  on  tram  and  under  the  fish  plates,  and  have 
found  them  most  durable.- -P.  F.  Gerhart. 

Yes.— R.  E.  Moore. 
254.     Are  soldered  bonds  as  satisfaclory  as  the  expanded  terminal 
or  compressed  terminal  types? 

Has  it  been  demonstrated  by  anyliody  that  a  copper  Iwnd  can  lie 


•Aoawen  alirDed  Etiitor  are  bj  Ihi'  K<lllor  of  Ih*  Vi"'i>llnn  )l<i< 


soldered  to  a  steel  rail,  and  make  a  pcrinancnt  contact,  having  the 
etticiency  one  year  after  installed  equal  to  thai  when  applied? — A. 
ti.  Englund. 

boldered  bonds  where  the  edges  of  the  lamiiialiuiis  are  soldered 
to  the  rail,  and  soldered  in  sucU  a  position  that  the  blow  on  the 
rail  is  given  vertically  to  the  lamination,  show  less  diop  in  their 
connection  as  compared  with  their  cross  section  than  expanded 
terminals,  and  the  total  drop  across  the  bond  in  this  type  of  bond  is 
less  than  the  compressed  terminal. — .\.  B.  Herrick. 

We  have  used  only  the  compressed  bonds  and  have  found  them  to 
meet  our  requirements  in  all  cases. — P.  F.  Gerhart. 

No. — R.  E.  Moore. 

255.  Can  a  pin-expanded  bond  terminal  be  installed  so  as  to 
maintain,  during  a  period  of  five  years  or  the  life  of  the  bond  if 
longer,  as  reliable  and  as  low  resistance  contact  with  the  rails 
as  a  solid  copper  terminal  bond  expanded  by  a  hand  or  hy- 
draulic compressor? 

In  a  pin-e.xpanded  bond  terminal,  it  would  be  absolutely  neces- 
sary, in  order  to  make  a  perfect  contact,  to  have  the  diameter  of 
the  terminal  exact,  and  the  hole  in  the  rail  reamed  to  exact  size  to 
fit  the  terminal.  Under  this  cuiidilion,  the  full  limit  of  the  expan- 
sion of  the  pin  would  be  obtained,  and  a  good  job  would  result. 
In  practice,  however,  it  is  found  that  hardly  any  two  terminals  are 
exactly  of  the  same  diameter,  and  it  is  a  well-known  fact  that  in 
rails  bored  at  the  mill,  there  are  no  two  holes  exactly  the  same 
diameter;  and  further,  many  of  the  holes  are  not  round.  To  clean 
out  the  holes,  in  order  to  get  them  round  and  free  from  rust,  they 
are  enlarged  to  such  an  e.xtent  that  the  bond  terminal  fits  loo 
loosely,  and  as  the  expansion  of  the  terminal  in  the  hole  is  limited 
to  the  maximum  taper  of  the  pin,  it  follows  that  the  average  con- 
tact in  pin-expanded  terminals  is  bad.  The  compressed  terminal 
can  always  be  made  to  fill  the  hole,  as  compression  need  not  stop 
until    the   hole    is   filled. — A.    H.    Englund. 

The  comparison  of  the  diflferent  modes  of  connecting  bonds  to 
rails  rest  so  largely  with  the  man  putting  the  bond  in  and  his  abil- 
ity to  do  honest  work,  that  under  practical  operation  bonds  show 
such  an  enormous  difference  in  their  conductivity  in  the  different 
parts  of  the  country,  that  it  is  extremely  hard  to  differentiate  be- 
tween bonds  as  to  their  adaptability  to  the  purpose  for  which  they 
are  intended,  but  a  large  amount  of  the  trouble  in  the  past  has 
risen  from  ignorant  and  cheap  labor  installing  the  bonding,  and 
not  being  instructed  in  the  method  of  testing  the  results  of  their 
work. — A.  B.  Herrick. 

We  have  been  using  the  expanded  terminal  bond  for  about  two 
years  and  on  making  a  test  on  track  that  had  been  bonded  with  lliein 
a  few  months  ago  we  found  the  terminals  had  become  loose  in  the 
rail  and  made  very  poor  contact,  and  have  replaced  them  with  com- 
pressed bonds. — P.  F.  Gerhart. 

Yes. — R.  E.  Moore. 

256.  Of  what  value  is  treating  bond  holes  and  bonds  with  Edi-son 
plastic  alloy?  Will  such  methods  prevent  the  deterioration  of 
contact  surfaces  and  reduce  conlacl  resistance? 

The  application  of  Edison  plastic  alloy  to  a  bond  where  the  bond 
service  is  rough  is  an  improvement,  and  seals  and  prevents  the 
access  of  moisture,  which  will  by  capillary  action  eat  around  the 
terminal  when  interstices  are  left  between  the  shank  of  the  bond 
and  the  hole  in  which  it  is  inserted ;  but  with  a  smooth  shank  to  a 
bond  and  the  use  of  a  compressor  its  use  is  not  to  be  advised. — A. 
B.  Herrick. 

According  to  our  experience  treating  bond  holes  and  bonds  with 
Edison   Plastic  Alloy  is  of  no  value. — K.  IC.   Moore. 

257.  Have  any  of  the  types  of   Edison  plastic  linnds   proved  cmii 
mcrcially  satisfactory? 

258.  What  is  the  best  method  of  covering,  coating  or  ollierwisc 
protecting  bonds  against   corrosion? 

A  good  weatherproof  and  insulating  paint  is  a  desirable  roaliiig 
for  copper  rail  iKinds,  providing  such  paint  docs  not  possess  in- 
gredients Ihat  will  deteriorate  the  copper.  Such  compounds  as 
".Monarch,"  "M.   I.  C."  or  ".Sterling"  are  proper.^A.    II.   F.nKhnid 

Any  good  asphalt  will  do  it. — R.  E   Moore. 

The  bond  under  the  fish  plate  docs  not  need  any  protection.  The 
exposed  Iwnd,  if  painted  with  hot  asphalt  paint,  has  its  life  greatly 
prolonged;  hut  coaling  with  coal  lar  compounds  is  a  dclrimcnl, 
.Some  roads  practice  the  melliod  of  boxing  the  bonds  where  the 
noil  conditions  show  active  corrosive  qualities.     They  groove  one 


918 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  ii 


piece  of  board  long  enough  to  contain  the  straight  portion  of  the 
exposed  bond,  till  with  hot  asphalt  and  nail  on  a  half-inch  capping. 
The  soil  conditions  that  corrode  the  bond  when  of  copper  are 
where  the  filling  has  organic  matter  in  it  and  exposed  to  moisture 
from  sub-surface  sources. — .'\.   B.   Herrick. 

259.  How  frequently  should  tracks  be  cross-bonded? 
Cross-bonding  should  be  done,  according  to  the  amount  of  cur- 
rent carried.    By  using  No.  0000  bonds,  the  usual  and  most  satisfac- 
tory method  is  as  follows: 

For  150  amperes,  cross  bond  each   1,200  ft. 

For  250  amperes,  cross  bond  each  1,000  ft. 

For  500  amperes,  cross  bond  each  900  ft. 

For  1,000  amperes,  cross  bond  each  540  ft. 

For  1,500  amperes,  cross  bond  each  360  ft. 

For  2,000  amperes,  cross  bond  each  240  ft.— A.   11.   Englund. 

In  interurban  work  cross-bonding  should  be  practiced  on  single 
tracks  a  great  deal  more  than  it  is,  and  for  a  four-motor  (50-h.  p.) 
equipment,  at  least  five  times  a  mile,  especially  where  sub-stations 
and  rotary  transformers  are  used,  for  if  the  bonding  is  defective 
near  the  sub-stations,  it  throws  the  load  unequally  on  sub-stations. 
1  have  recently  found  two  sub-stations  adjacent  to  each  other,  one 
operating  normally  at  one-half  load  and  the  other  at  40  per  cent 
overload.  The  whole  cause  pf  this  unequal  distribution  between 
sub-stations  was  due  to  defective  bonding  and  no  cross-bonding. 

The  critical  portions  of  an  interurban  road,  where  the  bonding 
becomes  defective,  are  at  switches  and  turnouts,  railway  crossings 
and  derailing  switches,  and  the  only  satisfactory  solution  for  bond- 
ing around  this  portion  of  the  track  is  to  bond  in  supplementaries 
having  an  aggregate  section  equal  to  the  section  of  the  bonds  em- 
ployed and  completely  surrounding  the  special  work  by  the  supple- 
mentary, tying  the  four  tracks  of  the  turnout  together  and  the  two 
tracks  of  the  main  line  with  this  jumper,  and  at  steam  road  cross- 
ings to  connect  the  rail  with  electric  road  abutting  the  steel  track. 
It  is  well  to  assume  that  the  bonding  between  electric  rail  and 
steam  rail  cannot  be  maintained.  Bridges  arc  critical  points  and  a 
supplementary  wire  or  double  bonding  should  be  used  across 
bridges ;  but  do  not  use,  in  case  of  double  bonding,  two  bonds  of 
ihc  same  type.  A  concealed  and  an  exposed  bond  in  this  location 
give  better  results  with  time  than  two  bonds  of  tlie  same  kind. — 
A.  B.  Herrick. 

Depends  on  the  number  of  cars  in  service.  Four  to  the  mile  will 
do  for  interurban  work. — R.  E.  Moore. 

260.  What    is   the   best    practical    method    of   testing   condition   of 
bonds? 

The  new  T-pole  testing  instrument,  made  by  Mr.  R.  W.  Conant, 
is  very  popular  and  seems  to  meet  all  requirements  for  rapid  and 
accurate  bond  testing.  We  think  so  much  of  it  that  we  have  in- 
vested in  several  ourselves,  for  the  purpose  of  testing  out  bonds 
on  such  of  the  small  roads  as  do  not  feel  that  they  can  afiford 
to  invest  in  one  of  the  instruments.  We  have  found  it  extremely 
satisfactory  and  entirely  accurate. — A.  H.  Englund. 

The  aggregate  drop  method  constitutes  the  best  form  of  inspec- 
tion of  the  bonding,  but  to  locate  the  bonds  which  are  bad  and  their 
condition,  the  niilli-vohmeter  method,  comparing  a  length  of  rail 
with  the  joint,  is  effective  and  also  the  Conant  method  where  it  is 
certain  that  a  current  flows  in  the  rail  while  making  a  test.  It  is 
very  hard  to  determine  whether  a  current  always  flows  in  the  rail 
and  neither  system  is  useful  where  the  rail  is  dead.  Being  very 
important  in  my  work  to  determine  these  conditions,  the  method 
I  use  may  be  of  interest. 

On  my  test  car,  I  use  two  brushes  on  each  track  to  take  the 
drop  from  the  rail,  as  the  car  moves  along  about  five  miles  an  hour. 
I  use  a  motor-dynamo  transformer,  which  gives  me  about  too 
amperes  through  each  rail  as  the  car  moves  along.  I  autograph- 
ically  record  the  movements  of  the  Weston  milli-voltmeters,  one 
for  each  track,  without  touching  the  hands  of  the  .same,  on  a  record 
which  moves  at  the  rate  of  one  inch  per  hundred  feet  of  track.  I 
have  in  connection  with  the  drop  circuit  also  a  very  sensitive  auto- 
matic, which  can  be  adjusted  to  work  for  any  relation  between 
rail  drop  and  joint  drop.  This  relation  being  varied  for  different 
portions  of  the  road,  depending  upon  the  current  density  in  the 
rail.  This  automatic  moves  a  pen  on  the  record  where  a  bond  is 
passed  over  exceeding  a  fixed  length  of  rail.  In  interurban  work, 
when  this  pen  moves,  it  also  closes  the  circuit  through  an  electrically 
controlled  valve,  and  squirts  paint  on  the  track  at  the  defective 
bond.     AH  intersections  of  the  streets,  turnouts,  private  crossings, 


are  marked  by  a  third  pen  on  the  record  and  a  number  telegraphed 
on  the  record  corresponding  to  this  intersection  on  the  list.  From 
this  record  the  resistance  of  every  bond  is  given,  the  current  flows 
and  its  direction  on  the  rail  and  any  bond  can  be  located  by  scaling 
from  the  last  intersection  or  station  at  the  scale  of  i  in.  to  100  ft. 
After  testing  over  1,000  miles  of  road  in  different  parts  of  the  coun- 
try, with  this  test  car,  I  find  I  can  get  the  most  reliable  results  and 
a  permanent  record,  from  which  re-bonding  can  be  done  with  surety. 
Another  important  object  for  getting  up  this  apparatus  was  to  get 
a  record  for  the  railroad  companies  in  electrolysis  cases  which  could 
be  produced  as  a  court  record. — A.  B.  Herrick. 

The  Conant  rail  joint  testing  instrument  is  now  being  gradually 
conceded  to  be  a  very  practical,  rapid  and  accurate  means  of  testing 
the  condition  of  the  bond  and  requires  no  special  skill  to  operate  it. 
With  it,  an  ordinary  man  can  test  100  joints  per  hour,  which  cov- 
ers the  ground  as  rapidly  as  ordinarily  could  be  desired. — R.  W. 
Conant. 

A  double  milli-voltmeter  as  described  in  my  reply  to  question  250. 
—P.  F.  Gerhart. 

261.  What  is  the  cheapest  method  of  drilling  holes  in  rails  for 
bonds  or  bolts?  What  lubricant  do  you  find  best  for  this  class 
of  drilling? 

For  drilling  bond  or  bolt  holes  in  the  web  of  rails,  under  all  or- 
dinary conditions,  we  do  not  believe  there  is  anything  better  or 
more  economical  than  a  good  modern  power  hand  drill,  such  as 
the  Buda  or  Millers-Falls.  Where  there  are  a  great  many  holes 
to  drill,  a  power  drill  will  no  doubt  prove  more  economical.  If 
trolley  current  is  available,  an  electric  drilling  plant  is  very  sat- 
isfactory, but  it  is  hardly  economical  for  less  than  5,000  holes,  if 
the  investment  in  the  plant  is  to  be  charged  up  as  part  of  the  cost 
of  drilling. — A.  H.  Englund. 

For  drilling  holes  for  rail  bonds,  both  soap,  water  and  oil 
(heavy  mineral  oil)  are  generally  used.  I  find  that  with  either  of 
these  lubricants  being  used,  that  if  the  hole  is  carefully  cleaned 
immediately  after  drilling,  it  does  not  affect  the  resistance  or  the 
life  of  the  bond;  but  the  bond  should  be  inserted  and  fixed  in  its 
position  as  soon  after  the  hole  is  drilled  as  possible.  No  drill 
hole  should  be  left  over  night  and  this  work  should  not  be  carried 
out  in  damp  or  foggy  weather;  as  a  film  of  oxide  forms  on  the 
freshly  drilled  surface  of  iron  almost  immediately  and  seriously 
affects  the  resistance  of  contact  between  the  bond  surface  and  the 
rail. — A.  B.  Herrick. 

For  our  work  we  use  Sweet's  hand  drill,  polish  the  terminal  with 
sand  paper,  and  insert  and  compress  bond  terminals  immediately 
after  drilling  the  holes.  We  use  no  lubricant  of  any  kind. — P.  F. 
Gerhart. 

1st  question:    .Any  good  track  drill  will  do. 

2nd  question :    Soap  water. — R.  E.  Moore. 

262.  What  is  the  best  method  of  treating  bondholcs  in  order  to 
be  certain  that  contact  surfaces  are  thoroughly  dry  and  clean? 
Is  there  any  merit  in  smearing  bond  terminals  with  thin  white 
lead  before  inserting  in  bond  holes? 

No.    Better  clean  the  whole  with  gasoline. — R.  E.  Moore. 

The  best  and  surest  way  of  getting  a  good  contact  for  bonds  is 
to  ream  the  holes  immediately  before  placing  the  bonds,  care 
being  taken  that  no  oil  or  moisture  is  left  on  the  walls  of  the  holes. 
If  the  holes  are  round  and  smooth,  but  rusty,  a  simple  way  of  re- 
moving the  rust  and  getting  a  bright  surface  is  to  take  coarse 
gunny-sack,  cut  into  strips  about  four  inches  wide,  twisting  one  of 
these  into  a  rope.  Insert  one  end  of  this  through  the  hole,  and 
pull  the  material  back  and  forth  rapidly  all  around  the  hole.  This 
will  produce  a  result  almost  the  same  as  a  file,  and  with  much 
more  ease  and  rapidity. — A.  H.  Englund. 

In  holes  that  have  been  bored  or  old  holes  to  Ije  rebonded,  a 
reamer  is  the  best  method  of  cleaning  this  hole,  and  a  reamer  which 
has  on  it  a  miller  which  cleans  the  surface  of  the  rail  against  which 
the  head  portion  of  the  bond  will  be  compressed,  decreases  the  re- 
sistance of  contact  between  the  bond  and  the  rail  about  40  per  cent. 
The  importance  of  this  additional  contact  is  apparent  when  one 
considers  that  in  a  properly  installed  cast  head  concealed  bond, 
6  in.  long,  the  resistance  at  the  contacts  of  the  two  terminals  of 
the  bond  average  about  75  per  cent  of  the  total  bond  resistance 
of  a  No.  0000  stranded  bond  with  24  in.  shank.  The  application  of 
white  lead  to  the  bond  before  inserting  is  not  advisable  and  has 
been  abandoned  by  the  railroad  companies  who  instituted  it. 
Plastic  alloy  in  the  case  of  a  rough  bond  being  the  only  intermedi- 


Nov.   20,    IQO.^.l 


STREET    RAILWAY    REVIEW. 


919 


ary  used  between  the  shank  and  the  hole  that  increases  the  conduct- 
ivity of  a  bond.  The  alloy  should  never  be  used  with  a  bond 
having  anything  but  a  pure  copper  head,  as  it  will  rot  out  any 
compound  of  copper  with  zinc  or  tin,  as  mercury  in  this  case  per- 
meates into  the  body  of  the  bond  and  destroys  its  mechanical  struc- 
ture.— A.   B.   Herrick. 

263.  What  results  have  been  obtained  in  welding  bond  terminals 
to  the  rails?  What  equipment  is  necessary  and  what  precau- 
tions must  be  observed  in  operation?  What  is  the  cost  per 
bond  installed? 

Welding  bond  terminals  to  the  rail  is  the  ideal  method,  especially 
in  the  case  of  electric  weld,  yet  this  method  has  been  so  surrounded 
by  patents  and  litigations  that  the  railroad  companies  are  deprived 
of  utilizing  this  method.  The  soldered  bond  can  be  applied  to  some 
rails  and  not  others.  The  bond  underneath  the  foot  of  the  rail 
requires  suspended  joints  and  a  number  of  the  rail  splices  used 
are  not  adaptable  to  the  use  of  this  type  of  bond  without  a  special 
joint  being  made  for  the  purpose;  but  the  type  of  soldered  bond, 
soldered  to  the  ball  of  the  rail,  gives  the  ideal  method,  and  I  un- 
derstand the  cost  is  about  35  cents  per  bond  complete.  This  type 
of  bond  has  the  objection  of  being  exposed  and  stolen,  but  I  have 
suggested  coating  with  a  paint  containing  arsenic,  so  very  little 
value  can  be  obtained  where  this  copper  was  melted  for  reduction. — 
A.   B.   Herrick. 

264.  Has  practical  experience  with  cast  welded  rail  joints  shown 
that  separate  rail  bonds  are  unnecessary? 

Cast  weld  joints  since  1896  do  not  require  any  Ijond  around  them, 
as  they  average  lower  than  the  rail  resistance  itself.  This  is  the 
case  in  Minneapolis,  Milwaukee,  Indianapolis,  Rochester,  N.  Y., 
Grand  Rapids  and  other  towns  where  I  have  investigated  this  mat- 
ter, and  the  same  is  true  of  the  electric  weld  made  since  1898. 
Bonding  and  cross  bonding  should  both  be  employed  where  ex- 
pansion joints  are  used,  but  with  a  concrete  grouting  rich  in  lime 
between  the  rail  and  adjacent  pavement,  assuming  that  there  is  a 
concrete  base  upon  which  the  rail  is  laid,  either  beam  or  tie  con- 
struction, no  movement  of  the  rail  takes  place  with  the  temperature 
changes  and  expansion  joints  are  unnecessary.  Particular  care 
should  be  taken  to  maintain  the  effectiveness  of  the  cast  weld  rail 
return  at  special  work  by  supplementarics  at  steam  road  crossings, 
for  I  frequently  find  more  drop  at  a  steam  road  crossing  in  a  cast 
weld  track  than  I  have  in  6,000  ft.  of  track  adjacent  to  this  cross- 
ing.— A.  B.  Herrick. 

In  most  cases  Ixinds  are  necessary — R.  E.  Moore. 

President  Davis :  I  would  ask  Mr  Gerhart,  who  is  in  charge  of 
the  bonding  department  of  the  Ilirrisburg  Company,  to  open  the 
discussion  on  this  subject. 

Mr.  Gerhart :  We  have  been  doing  considerable  bonding  during 
the  last  several  years,  using  the  Protected  Rail  Bond  altogether.  As 
you  are  aware,  this  bond  is  of  the  compressed  terminal  type,  and 
we  use  a  hydraulic  compressor  on  this  work.  Where  we  are  re- 
bonding  old  tracks  we  are  using  the  bonds  in  various  lengths  from 
6-inch  trams  to  42-inch  regular  l>onds.  Wherever  it  is  possible  we 
try  to  use  the  6-inch  tram  bond. 

In  new  work  we  use  l>onds  which  are  placed  under  the  fish  plate, 
but  in  repair  work  we  frequently  have  lo  carry  the  liond  around  the 
fish  plate.  We  do  not  run  any  separate  return  wire,  but  depend  en- 
tirely upon  thoroughly  Iranding  the  rails.  We  consider  it  a  waste  of 
time  and  money  to  run  any  return  wire  where  bmuling  is  properly 
done. 

President  Davis:     How  do  you  bond  in  and  around  special  work? 

Mr.  Gerhart :  That  is  one  question  I  would  like  lo  hear  discussed. 
I  know  of  no  way  to  place  bonds  properly  in  special  work,  particu- 
larly as  this  work  is  8  to  12  inches  through  at  points  where  it  is  de- 
sirable to  bond.  I  sec  Mr.  Hammcti  of  the  Mayer  &  Enghnid  Com- 
pany is  here,  and  I  would  ask  him  to  describe  how  his  firm  handles 
such  work  without  running  a  special  return  wire  lo  which  various 
pieces  of  special  work  are  connected  by  bonds. 

Mr.  Hammetl :  In  every  case  that  I  have  seen  we  have  been  able 
lo  use  a  cross  bond  and  tic  cross  bonds  together  around  the  special 
work.  You  can  set  your  cross  bond  back  far  enough  to  get  into 
the  single  rail  and  a  T  splice,  placed  at  the  center  of  each  cross 
bond,  enables  you  lo  lie  all  the  varionn  sections  together. 

Mr.  Gerhart :  We  do  that.  But  the  long  bonds  ofTer  a  higher  re- 
sistance as  compared  lo  the  rails.  It  seems  to  me  that  there  should 
be  some  short  bond  device  by  which  every  joint  in  the  special  work 


could  be  thoroughly  bonded.  With  such  short  bonds  at  the  joints 
and  the  addition  of  the  long  cross  bonds  properly  cross  connected, 
a  great  deal  of  the  trouble  with  drop  in  the  return  circuit  would  be 
cut  out. 

Mr.  Hanunctt;  In  my  experience  1  have  found  that  the  majority 
of  roads  seem  to  prefer  cross  bonding  and  then  tieing  the  cross 
bonds  together,  as  it  is  only  a  matter  of  placing  sulVicient  copper  to 
reduce  the  drop  to  desired  limits.  In  this  connection  I  would  like  to 
call  attention  to  our  special  tram  bond.  With  this  bond  it  is  only 
necessary  to  remove  three  Belgian  blocks  in  the  pavement.  The  bond 
hole  is  made  in  the  tram  of  the  rail  with  a  hydraulic  punch,  which 
makes  a  tapered  hole  with  the  large  end  of  the  taper  at  the  top  of  the 
rail.  The  bond  is  then  compressed,  using  a  hydraulic  compressor 
giving  about  40  tons.  With  this  bond  it  is  unnecessary  to  remove  the 
fish  plates,  and  the  actual  cost  of  installation,  exclusive  of  tlie  bond 
itself,  is  from  17  cents  to  18  cents  each. 

President  Davis:    Does  that  cost  include  anything  except  labor? 

Mr.  Hammett :  The  cost  covers  removal  of  Belgian  blocks  and 
replacing  them,  and  installation  of  bond. 

President  Davis:  Mr.  Gerliarl,  can  you  nivc  us  the  cost  of  install- 
ing the  tram  bond? 

Mr.  Gerhart :  With  the  6-incli  tram  bond,  where  we  have  to 
open  only  a  small  space,  the  cost  is  j.ist  about  16  cents  per  joint 
for  labor.  This  cost  was  possible  where  the  paving  was  cobble  stones 
and  easily  taken  up  and  replaced.  Ii'  other  places  it  cost  from  45 
cents  to  50  cents  per  bond,  depending  on  the  type  of  pavement  and 
foundation  of  same. 

President  Davis :  We  have  received  sonic  interesting  data  on  the 
practical  methods  of  testing  bonds.  Is  it  your  practice,  Mr.  Gerhart, 
to  test  your  bonds  periodically? 

Mr.  Gerhart :  We  have  a  double  milli-voltmeter  that  we  use  very 
successfully  in  testing  bonds.  We  have  a  contact  device  that  simul- 
taneously connects  the  voltmeter  terminals  to  3  feet  of  solid  rail 
and  3  feet  in  which  the  joint  is  included.  If  the  instrument  readings 
are  the  same,  the  bond  section  is  eqi'al  in  carrying  capacity  to  the 
solid  rail  and  is  regarded  as  first-class.  If  the  reading  across  the 
joint  is  three  or  four  times  as  high  as  the  reading  on  the  3  feet  of 
solid  rail,  then  ihe  bonding  is  regarded  as  bad,  and  a  new  bond  is 
put  in. 

Mr.  Fallcr:  1  would  ask  why  it  is  necessary  to  take  a  reading  of 
the  rail  as  well  as  the  joint.  I  use  :i  plain  milli-voltmeter,  and  if  the 
reading  exceeds  three  or  four  niilli-volts  the  bond  is  replaced.  In 
connection  with  this  test,  we  arrange  to  have  a  car  run  so  that  we 
are  sure  of  getting  current  across  the  joint. 

Mr.  Hammett:  Mr.  Wcndlc  spoke  to  me  a  short  time  ago  rela- 
tive lo  a  special  arrangement  for  insuring  current  when  testing  with 
the  Conanl  instrument.  What  results  were  nlitaineii  with  this 
scheme? 

Mr.  Wcndle:  We  have  been  unable  to  complete  our  arrangement 
for  making  a  complete  test  of  our  bond  system,  and  1  am  unable  to 
furnish  any  definite  results.  Our  diHiculty  was  the  delay  in  getting 
current  reading  for  lest,  and  the  uncertainly  of  the  results  when 
made  by  comparatively  inexperienced  men.  We  proposed  lo  equip  a 
small  cart  with  a  resistance  which  would  give  approximately  15  or 
20  amperes  when  connected  lo  the  trodey  circuit  and  the  rail.  The 
idea  was  to  have  one  man  observing  with  the  Conant  instrument 
and  the  other  man  was  to  make  the  trolley  and  rail  connections.  By 
this  means  there  should  be  no  delay  in  getting  definite  results,  since 
current  could  be  applied  at  the  joint  tested  and  the  work  could  be 
pushed  along  without  the  expense  of  operating  a  special  car  back 
and  forth  near  the  test  point  and  which  would  more  or  less  inter- 
fere with  the  regular  cars  on  single  tracks. 


<)\i;rlicaU  Line  I)cpai-tnii;iil 


300.     How  can  trouble  with  sleet  he  overcome? 

We  use  sleet  wheels,  tying  tl.cm  fast  to  the  harp  willi  uiie  tn 
keep  them  from  rotating.  The  wheels  give  longer  life  ami  luller 
results.  Water  being  a  lubricant  il  does  not  injure  the  wire.—  Chas. 
If,   Smith. 

The  Easton  Transit  Co..  Easton,  Pa.,  avoids  llic  use  of  sleet 
cutting  trolley  wheels  and  Irnnblc  from  sleet  mi  llic  imllcy  wire 
by  greasing  the  trolley  wire  late  in  the  fall,  which  previ-nis  ihe 
water  from  adhering  lo  Ihe  wire.  The  grease  is  best  ap|ilied  by 
ilriving  the  construction   wagon   iiiirliT  llif   Imllcy   wire  aiul   having 


920 


STREET    RAILWAY    REVIEW. 


IVnI..  XIII.  No.    II. 


a  man  apply  a  siitT  lubricating  grease  by  dipping  his  gloved  hands 
into  the  grease  and  letting  the  trolley  wire  slip  through  his  hands 
as  the  wagon  is  driven  along.  In  this  way  two  men  can  cover  about 
10  miles  of  wire  per  day,  and  one  application  will  last  all  winter 
and  obviate  all  sleet  troubles. 

We  use  the  regular  ice  cutting  trolley  wheel,  although  this  is  not 
entirely  satisfactory.  We  tried  greasing  the  wire  some  years  ago,  but 
found  the  grease  held  dust,  etc.,  and  gave  poor  contact  at  times  when 
there  was  no  sleet. — P.  F.  Gerhart. 

With  the  trolley  wire  use  sUct  wheel;  mi  the  third  rail  use  paste 
made  for  the  purpuse.^R.  E.  Moore. 

301.  Are  any  uf  the  so-called  preservative  paints  of  any  real  value 
for  preserving  butts  of  poles?  What  method  of  treatment  or 
setting  will  prolong  the  life  of  pole  sufficiently  to  warrant  the 
extra  cost? 

At  present  prices  of  chestnut  poles,  we  have  failed  to  find  any 
treatment  that  warranted  the  expense.  Our  practice  has  been  to  use 
poles  five  feet  higher  than  actually  required,  and  after  the  butt  has 
rotted  badly,  reset  pole.  On  this  plan  we  expect  to  get  about  five 
to  six  years  more  service,  without  changing  any  wires  except  span 
wires. 

We  have  tried  concreting  from  three  feet  below  ground  line  to 
ground  surface,  but  do  not  find  that  results,  except  in  case  of  ex- 
pensive junction  poles,  warrant  the  expense.  Our  pole  life  has  been 
longest  in  clay  soil,  and  in  case  large  poles  are  set  in  gravelly 
ground,  we  consider  it  desirable  to  fill  the  space  around  butt  thor- 
oughly  with   clay,   thoroughly    tamped. — J.    Shultz. 

Tar  is  good. — R.  E.  Moore. 

302.  What  are  relative  values  of  cedar,  chestnut  and  cypress  poles? 

303.  Does  double  galvanized  seven-strand  suspension  cable  last 
enough  longer  than  single  galvanized  to  warrant  the  added  cost? 

Our  experience  is  that  double  galvanized  pays. — J.  Shultz. 
Double  galvanized  pays. — P.  F.  Gerhart. 
No. — R.  E.  Moore. 

304.  Does  modern  safe  construction  require  a  strain  insulator  in 
span  wire  on  each  side  of  trolley  wire,  where  wooden  poles 
are  used? 

Yes.— P.  F.  Gerhart. 

305.  What  size  span  wire  is  regarded  best  practice? 
Quarter-inch,    7-strand,    No.    14    double    galvanized    wire. — P.    F. 

Gerhart. 
We  use  5-16-inch,  "-strand,  double  galvanized  wire. — J.  Shultz. 

306.  Are  metal-top  trolley  hangers  or  bells  of  the  "West  End"  or 
"Keystone"  type  more  durable  than  the  cap  and  cone  type? 

Yes.  There  is  not  as  much  danger  of  hanger  dropping  from 
span  wire  and  being  carried  off,  as  with  caps  and  cones. — J.  Shultz. 

Yes,  the  Keystone  type  hanger  is  more  durable,  as  the  insulation  is 
protected  from  the  weather  antl  bell  cannot  get  Io<:ise  from  cross  sus- 
pension.— P.  F.  Gerhart. 

307.  On  single  track  inlcrurban  roads  with  turnouts,  is  the  use 
of  two  separate  trolley  wires  more  satisfactory  than  a  single 
wire  of  the  same  total  carrying  capacity,  with  Inrnout  wires  and 
overhead  switches? 

Yes,  two  wires  are  more  satisfactory.  The  conductors  do  not 
have  to  bother  with  the  trolley  while  entering  or  leaving  turnouts. 
It  also  saves  the  extra  cost  of  repairing  trolley  wires  at  overhead 
switches  and  tlie  wear  and  tear  on  overhead  switches. — P.  F.  Ger- 
hart. 

308.  Is  grooved  or  figure  .S  trolley  wire  more  din'alilc  than  regular 
round  wire  of  the  same  gage? 

Figure  8  wire  offers  advantages  in  smooth  running  and  in  fur- 
nishing more  contact  with  the  usual  narrow  groove  trolley  wheel  as 
compared  with  plain  round  wire.  This  surface  contact  amounts 
to  about  one-third  more  with  figure  8  than  round.  By  using  U- 
shaped  groove,  the  surface  contact  is  further  increased. — Editor. 

Grooved  wire  best  of  all. — R.  E.  Moore. 

309.  Does  the  use  of  grooved  or  figure  8  trolley  wire  cause  less 
wear  on  trolley  wheels  than  round   wire? 

Yes. — R.  E.  Moore. 

310.  What  type  of  ear  is  the  most  satisfactory  for  grooved  or 
figure  8  trolley  wire:  Regular  soldered:  mechanical  with 
paired  halves  screwed  together ;  or  mechanical  with  interlock- 
ing halves  which  are  forced  tight  by  special  mechanical  de- 
vices? 

Two  halves  secured  together. 


311.  What  length  of  mechanical  ear  gives  the  best  service  on 
grooved  or  figure  8  wire? 

We  use  a  y-inch  ear  on  straight  track  and  2  short  ears  coupled 
together  for  curves.  This  combination  holds  2-0  G.  E.  grooved 
wire  without  bad  kinks  and  provides  ample  supporting  surface. — J. 
Shultz. 

Five  to  seven  inches  on  a  straight  line;  nine  to  twelve  inches  on 
curves. — R.  E.  Moore. 

312.  What    arc    the    relative    advantages    uf    plain    malleable,    gal 
vanized  malleable  and  brass  for  mechanical  trolley  cars? 

Plain  malleable  ears  rust  and  break;  while  brass  stands  exposure 
indefinitely  without  serious  deterioration. — P.  F.  Gerhart. 

313.  In  trolley  hangers  of  the  "West  End  '  or  "Keystone"  type,  arc 
brass  tops  worth  the  excess  cost  i>ver  galvanized  malleable 
tops? 

We  do  not  think  so. — P.  F.  Gerhart. 
No. — R.  E.  Moore. 

314.  How  frequently  should  lightning  arresters  be  placeil  on  trolley 
lines? 

We  use  four  to  the  mile. — Chas.   H.   Smith. 
Five  to  the  mile  is  a  safe  number. — P.  F.  Gerhart. 

315.  What  type  of  line  lightning  arrester  has  given  the  best 
service? 

The  Wurtz  and  G.   E.  MD  type.     We  prefer  the  latter. — .Anon. 

The  Garton  arrester  is  giving  us  good  results. — P.  F.  Gerhart. 

Our  experience  has  been  principally  with  various  types  of  Westing- 
house  and  general  electric  arresters.  With  the  Wurtz  non-arcing 
arrester  we  have  had  difficulty  with  arcing  across  and  grounding  the 
system,  but  with  the  G.  E.  magnetic  blowout  type  we  have  had  no 
occasion  to  cut  or  replace  arresters  due  to  breakdown. — J.  Shultz 

316.  Are  splicing  ears  as  satisfactory  as  splicing  sleeves  for  joints 
in  trolley  wire? 

We  find  splicing  sleeves  to  give  better  satisfaction  than  ears. — 
Chas.   H.  Smith. 

No.— P.  F.  Gerhart. 

With  splicing  ears  we  had  trouble  with  the  wire  breaking  at  the 
upward  bend  in  ear.  due  to  bend  somewhat  and  weakening  of  wire 
because  of  trolley  wheel  pounding  it.  We  now  use  hard  drawn  cop- 
per splicing  sleeves  exclusively  and  find  no  difficulty  with  wire 
breaking  or  pulling  out  of  sleeve.  Further,  the  trolley  wheel  moves 
over  the  sleeve  smoothly. — J.  Shultz. 

317.  What  is  the  best  form  of  strain  ear  or  hanger? 

We  are  using  the  General  Electric  form  of  strain  ear.  with  very 
good  results. — P.  F.  Gerhart. 

We  have  experimented  some  with  the  Strain  Platetype  made  by  the 
Ohio  Brass  Company,  and  so  far  our  results  have  been  satisfactory. 
—J.  Shultz. 

318.  Which  is  the  better  practice  in  anchoring  trolley  wire  at  the 
ends  of  curves — anchor  all  four  ways  at  each  end  or  only  two 
ways,  both  tow-ard  the  curve,  tending  to  hold  all  slack  in 
curve? 

We  anchor  our  curves  at  ends  of  curves  two  ways,  to  hold  the 
curves. — Chas.    H.    Smith. 

On  level  track  wc  anchor  two  ways  toward  the  curve,  keeping 
slack  in  the  curve.  On  grades,  we  anchor  all  four  ways,  keeping 
slack  in  curve. — P.  F.  Gerhart. 

319.  How  frequently  should  trolley  wire  be  anchored  on  straight 
line  ? 

Our    lines   are   anchored    every    10   poles,    both    ways. — Chas.    H. 
Smith. 
We  anchor  every  half  mile. — P.  F.  Gerhart. 
Every  1,000  feet. — R.  E.  Moore. 

320.  What  is  the  most  accurate  method  for  locating  overhead 
switches  ? 

We  use  a  tower  car  for  construction  work  on  the  lines,  and  test 
each  switch  location  with  the  trolley  on  that  car. — P.  F.   Gerhart. 

The  variation  in  length  of  poles,  freedom  of  movement  of  trolley 
base,  and  other  considerations  in  actual  operation  of  cars,  is  so  wide 
that  cut-and-try  is  about  the  only  practical  method  available.  In  the 
majority  of  cases  we  find  it  advantageou.'-  to  cut  ofT  some  of  the 
pan  end  of  the  straight  outgoing  tongue  of  switch,  leaving  the  side 
turnout  tongue  full  length  and  giving  the  side  tongue  the  advantage 
in  catching  the  trolley  wheel. — J.  Shultz. 

321.  What  type  of  section  insulator  is  most  satisfactory  as  re- 
gards durability  and  ease  of  renewal  of  wearing  part? 


Nov.  JO,  iqo.^.l 


STREET  RAILWAY  REVIEW. 


921 


We  find  the  General  Electric  section  insulator  eaitirely  satisfactory. 
—A.  F.  Rexroth. 

We  have  tried  the  Macalleii,  General  Electric  and  H.  W.  Jones' 
Philadelphia  types,  and  find  that  the  later  type  of  Philadelphia  sec- 
tion insulator  meets  our  requirements  and  at  less  cost  than  any  one 
of  the  other  makes. — J.  Shultz. 

322.  Of  what  value  are  systematic  insulation  tests  on  the  over- 
head system? 

We  test  frequently  at  night  when  all  load  is  off  the  line,  and  are 
able  to  locate  grounds,  which,  if  allowed  to  go.  would  result  in  con- 
tinuous loss  of  current. — P.  F.  Gerhart. 

323.  What  is  the  relative  cost  per  mile  of  iron  poles  as  compared 
with  wooden  poles?  What  is  relative  depreciation  on  the  two 
kinds  ? 

The  cost  of  placing  iron  poles  is  about  five  times  greater  than 
wooden  poles.  The  life  of  wooden  poles  is  about  seven  years.  We 
have  lately  moved  iron  poles  which  have  been  in  the  ground  eleven 
years,  and  there  was  no  evidence  of  deterioration. — P.   F.  Gerhart. 

324.  Is  it  advisable  to  connect  the  various  sections  of  trolley  line 
together  through  100  to  150  ampere  fuses  at  section  insulators? 
What  difficulties  are  experienced? 

I  do  not  think  it  advisable.  If  any  of  the  circuit  breakers  should 
open  at  the  station,  that  section  would  take  current  through  the  fuses 
at  section  insulators,  which  would  blow  these  fuses,  rendering  them 
useless. — P.  F.  Gerhart. 

The  advantage  of  inter-connecting  various  trolley  sections  is  in 
obtaining  the  full  benefit  of  all  feeder  copper.  In  our  tests,  we 
found  that  with  a  fuse  of  size  sufficient  to  materially  realize  the  ad- 
vantages, when  trouble  came  on  any  section,  it  resulted  in  pulling 
out  the  feeder  and  generator  circuit  breakers  at  the  station.  This 
condition  we  considered  was  due  to  the  relatively  small  size  of  our 
generating  plant.  In  a  station  with  large  units  and  ample  power  there 
should  be  no  more  difficulty  in  inter-connecting  trolley  wires  than 
with  Edison  three-wire  networks,  especially  if  time  limit  circuit 
breakers  are  used  on  the  generators. — Editor. 

.325.  What  is  the  most  economical  repair  or  construction  eciuipmenl 
for  line  repair  department  on  small  roads,  20  to  30  cars? 

I  think  a  line  construction  car,  with  an  adjustable  tower  platform. 
with  a  place  to  carry  one  mile  of  trolley  wire,  and  equipped  with 
ladders,  pike  poles  and  tools  of  all  kinds,  the  most  economical  kind 
of  construction  and  repair  car. — P.  F.  Gerhart. 


Muiiagcmcnt. 


350.  What  is  the  experience  relative  to  carrying  United  States 
mail?  What  is  a  proper  basis  of  charge  to  ensure  a  fair  return 
from  this  service? 

The  United  States  Government  have  adopted  a  uniform  rate  for 
carrying  mail,  which  is  very  low,  but  in  our  case  we  handle  two 
routes  by  simply  carrying  the  pouch  on  the  front  plalfnrm.  which 
causes  us  very  little  trouble. — P.  F.  Gerhart. 

351.  What  is  a  fair  annual  charge  per  man  to  be  made  the  Gov- 
ernment  for  carrying  mail   carriers   while   on   duly? 

A  contract  was  made  to  carry  regular  and  substitute  carriers, 
"while  in  uniform  and  on  duty,"  for  $250  a  year,  and  special  de- 
livery letter  messengers  for  $15  a  year  each,  in  a  town  of  35,000 
population.  During  the  year  ending  June  30th,  1903,  21  carriers  and 
two  special  messengers  used  26,.386  tickets,  or  an  average  of  1,147 
rides  per  employe  per  annum,  at  a  charge  of  about  one  cent  a  ride. 
Evidently  the  contract  has  been  abused.  Contracts  should  \x  lim- 
ited as  to  carriers  to  transportation  while  on  duty  and  with  mail 
pouch.  From  a  business  standpoint,  it  would  be  difiicnlt  to  make 
a  contract  with  the  Government  at  profitable  figures.— Ernest  H. 
Davis. 

352.  Is  there  any  reasonably  cheap  method  by  which  the  improper 
use  or  issuance  of  transfers  can  be  checked  and  surely  detected? 

We  have  no  system  in  daily  use.  Periodically,  attempts  have 
Ix-cn  made  to  check  up  transfers  fur  three  or  four  consecutive  days 
with  some  benefit,  Iml  the  results  have  iiol  been  very  satisfactory. 
— Ernest   H.    Davi*. 

3S3-    Should  conductors  Ix:  required  10  note  on  their  reports  at  the 
end  of  each  trip  the  number  of  transfers  issued  and  the  num- 
ber of  tickets,  transfers  and  passes  received?     If  so,  why? 
Yc«.     Conductors  should  be  rfiiiired  tfi  note  on  their  reports  al 


the  end  of  the  last  trip — the  number  of  transfers  issued  and  col- 
lected, and  all  transfers  collected  and  deposited  in  envelopes  at  each 
trip  end.  In  this  way  you  can  compare  the  number  of  cash  fares  on 
any  particular  trip  with  the  number  of  transfers  he  issued. — P.  F. 
Gerhart. 

354.  Should  conduclors  be  required  to  deposit  at  the  end  of  each 
trip  a  bag  or  envelope  containing  all  tickets,  transfers  and 
passes  received  during  said  trip?  If  so.  how  should  checking 
be  managed  and  what  system  provided  for  conductui'i  running 
on   lines   not   passing   the   receiving  station? 

This  is  not  our  practice.  The  method  specified  should  be  bene- 
ficial, especially  if  some  cheap  way  of  daily  checking  the  trans- 
fers, etc.,  deposited  per  trip,  could  be  enforced. — Ernest  H.  Davis. 

Under  our  system  every  car  on  the  line  passes  our  office  on  each 
trip.  The  conductors  deposit  an  envelope  at  the  end  of  each  trip,  con- 
secutively numbered,  and  marked  with  his  car  number,  time  trip  ends, 
route  and  nrme.  In  this  envelope  he  deposits  all  the  transfers  and 
tickets  collected  on  the  trip.  In  this  way  we  arc  alile  to  see  if  he  ac- 
cepts dead  transfers. — F.  B.  Musser. 

355.  What  conditions  can  a  company  agree  to  fulfill  for  a  franchise 
in   small   cities   and   boroughs? 

Depends  upon  local  conditions.  All  companies  arc  subject  to 
the  usual  police  regulations  and  ta>fes,  which  may  amount  to  con- 
siderable. In  addition,  paving  between  the  track,  and  to  the  ends  of 
the  ties,  and  keeping  such  parts  in  repair,  should  be  the  limit,  except 
inider  unusual  conditions. — Ernest  H.  Davis. 

A  fair  consideration  on  the  part  of  the  company  for  a  franchise  in 
a  small  city  or  borough  would  be  to  keep  in  repair  the  part  of  street 
occupied  by  its  tracks  and  ties ;  and  perhaps  a  small  tax  per  pole 
for  all  poles  used. — F.  B.  Musser. 

356.  In  interurban  roads,  less  than  10  miles  long,  and  running 
through  a  district  not  heavily  populated,  is  a  half-hourly 
service  too  much  or  too  little? 

Half-hour  service  is  too  often.  We  give  hour  service  to  suburban 
homes,  except  on  special  days,  when  we  increase  to  half  hour. — 
Chas.  H.  Smith. 

I  would  say  hourly  service  would  be  ample,  except  during  the  sum- 
mer months,  when  half-hourly  service  would  probably  pay.  Tfiis 
would  depend  upon  the  amount  of  traffic. — F.  B.  Musser. 

357.  Where  interurban  roads  connect  one  or  more  towns,  what 
provision,  if  any,  has  been  found  advisable  to  make  for  carrying 
packages,  trunks,  .sample  cases  of  traveling  men,  and  similar 
articles? 

We  carry  packages  on  regular  cars,  chargnig  the  usual  fare. — 
Chas.  H.  Smith. 

We  do  not  carry  packages  except  when  accompanied  Ijy  a  passen- 
ger ;  but  it  would  be  profitable  business  for  a  company  to  do.  I  see 
no  reason  why  this  traffic  cannot  be  properly  handled  by  running  a 
car,  specially  equipped  for  the  purpose,  every  two  or  three  hours. — 
F.  B.  Musser. 

358.  What  additional  expense,  if  any,  should  be  incurred  in  the 
construction  of  an  interurban  ruad,  to  secure  a  private  right 
of  way  in  preference  to  the  use  of  part  of  a  highway? 

As  much  as  possible,  private  rights  of  way  are  preferable,  es- 
pecially if  the  I'Oad  in  time  is  likely  to  be  part  of  a  through  sys- 
tem. The  higher  the  speed,  and  the  greater  the  mileage,  the  cheaper 
the  operating  expense,  and  the  greater  the  receipts  per  car  mile. 
The  proportion  of  ^xtra  construction  cost  justifiable  nuist  be  de- 
termined by  local  condition.?, — E.  H.  Davis. 

All  would  depend  upon  Jocal  conditions;  but  when  a  road  can  be 
kept  upon  a  private  right  of  way,  adjacent  to  a  highway,  a  fair  price 
to  pay  for  such  right  of  way  would  be  from  $1,000  to  $i,.SOO  per  mile 
of  track. — F.  B.  Musser. 

359.  What   maxinumi  and  average   rate  of   speed   is  pr.icticahle  or 
advisable    on     interiirhan    systems    o|)erating    on     pnlilie     lii)s'li 
ways  ? 

.irto.     In  interurban  roads,  what  shoiild  be  the  minimum  rate  of  fare 

per  mile  based  on  the  use  of  the  entire  system? 
.361.     Is   it   customary   or   advisable   to  'charge   extra    faro    for    late 
running  cars?     If  so,  how  much  and   under  what   conditions? 
We  charge  two  dollars  per  car  per  hour  besides  the  regular  fare 
for  cars  after  midnight. — Chas.  M.  .Smith. 

We  make  it  a  rule  to  charge  double  fare  on  cars  tli;it  leave  the  city 
for  snbnrbaii  towns  after  I2:.30  a.  m. — F.  B.  Musser. 


922 


stri:kt  railway  Rr:\iF.w. 


(Vol.  XIII.  No.  ii. 


362.  Is  it  better  to  punish  an  employe  for  breach  of  rules  by  sus- 
pension or  fines — or  lo  warn  first  and  then  discharge  upon  be- 
ing satisfied  as  to  his  indifference  or  incompetency? 

\Vc  suspend  our  men  for  breach  of  rules;  ihcy  arc  discharged 
wlun  rc|>orlcd  too  often. — Chas.  11.  Smith. 

1  think  it  belter  to  warn  firit;  then  if  no  sign  of  improvement  is 
shown,  dismiss. — F.  B.  Musser. 

363.  Is  the  offering  of  premiums  or  extra  pay  conditioned  on  good 
service  and  freedom  from  accidents,  conducive  to  satisfactory 
results?     What  has  been  your  experience  in  this  matter? 

Our  experience  has  not  been  very  satisfactory.  It  is  very  dirficiilt 
to  keep  the  record  of  employes  so  as  to  avoid  dissati'ifaclion  on  the 
part  of  those  who  do  not  share  in  the  bonus,  but  who  think  they 
are  entitled  to.  Give  the  employes  longest  in  the  service  the  best 
runs,  and  pay  a  fair  rale  of  wages,  is  the  practice  we  have  adopted. 
— E.  H.  Davis. 

364.  Should  conductors  and  molormcn  be  rated  according  to  length 
of  service  or  quality  of  service?  How  should  such  rating  be 
rewarded — more    pay   or    better   nms? 

\Vc   promote  our   men   to  the  best   runs.— Chas.    II.   Smith. 
I  think  men  should  be  rated  according  to  length  of  service  and  rc- 
wardeil  by  graduated  pay  and  selections  of  runs. — F.  B.  Musser. 

365.  What  has  been  your  e.xpcricncc  with  the  Brown  or  other 
merit  system  of  rating  employes?  How  do  you  carry  out  sys- 
tem  in  practice? 

We  have  never  tried  the  Brown  system. ^F.  B.  Musser. 

366.  What  is  the  nia.ximiini  number  of  hours  per  day  conductors 
and   motormen    should   be   called   to   work   regularly? 

Our  cars  work  18  hours  each  day.  Three  men  to  a  car,  each 
making  12  hours,  allowing  them  to  take  their  meals  at  home. 
Changes  every  week,  i.  c.,  their  hours  arc  changed. — Chas.  H.  Smith. 

The  men  on  best  runs  make  about  lOjj  hours  per  day.  We  prefer 
to  have  our  men  on  best  runs  work  not  more  than  11  hours. — E.  H. 
Davis. 

367.  What  system  docs  your  company  use  to  determine  the  com- 
petency  of   your   conductors   and   motormen  ? 

368.  Is  it  advisable  to  charge  an  employe  with  damages  caused  by 
gross  or  ordinary  carelessness?  If  so,  to  what  amount  in  dol- 
lars? 

Our  men  are  held  responsible  for  all  damages  caused  by  their 
neglect  or  carelessness. — Chas.  H.  Smith. 

I  do  not  think  it  advisable  to  charge  an  employe  for  damage,  as 
it  is  apt  to  cause  him  to  neglect  to  report  accidents  which  might 
lead  the  company  into  lawsuits. — F.  B.  Musser. 

369.  In  view  of  the  recent  increase  in  the  rates  of  fire  insurance, 
would  it  not  be  advisable  for  various  companies  to  unite  in 
having  the  combined  insurance  placed  with  one  party  so  as  to 
get,  if  possible,  better  rates  on  account  of  the  larger  amount 
of  insurance  placed? 

370.  To  what  extent  are  sprinkling  systems  used  in  car  barns? 
.Are  the  interest  and  maintenance  charges  on  a  sprinkler  system 
greater  than  the  saving  in  insurance? 

Sprinkling  systems  have  been  applied  to  car  barns  with  consid- 
erable reduction  in  insurance  rates.  This  is  a  matter  that  I  think 
can  be  profitably  looked  into. — E.  II.   Davis. 

371.  What  are  relative  merits  of  slow-burning  mill  construction 
and  steel-concrete  fireproof  construction  for  car  barns? 


High  Speed  Electric  Traction  at  Berlin. 


.Apropos  of  the  press  report  that  a  speed  of  i3iV5  miles  an  hour 
was  achieved  October  23d  on  the  experimental  electric  railroad 
from  Marienfeldc  to  Zossen,  Germany,  the  report  of  the  United 
States  consul  general  at  Berlin,  Mr.  Frank  H.  Mason,  in  this  con- 
nection will  be  of  interest.  The  first  part  of  Mr.  Mason's  report, 
which  is  dated  Sept  29,  1903,  deals  with  the  inception  of  these 
experiments,  including  the  organization  of  a  company  in  October, 
l8<)9,  entitled  "The  Company  for  Experiments  in  Electric  High- 
Speed  Railways."  Mr.  Mason's  report  covering  the  first  experi- 
ments, which  occurred  in  October  and  November.  1901,  was  printed 
in  full  in  the  "Street  Railway  Review"  for  May,   1002,  page  267. 

The  last  report  goes  on  to  state  that  during  the  22  months  since 
the  close  of  the  first  experiments  the  track  from  Marienfelde  to 
Zossen  has  been  taken  up  and  relaid  with  new  steel  rails  weighing 
41  kilograms    (86.1    lb.')   per  lineal   meter,   resting  on   heavy  spruce 


lies  li  in.  from  center  to  center  aod  heavily  ballasted  with  broken 
basalt.  The  rails  are  set  on  each  tie  in  a  steel  chair,  strongly 
bulled  down,  and  are  joined  perpendicularly  by  beveled  joints  7  in. 
in  K'liglh,  held  firmly  together  by  bolts  passing  horizontally 
through  the  fish  plates,  so  that  the  cflFcctiveness  of  a  continuous  rail 
is  practically  secured.  The  old  light  rails,  which  had  failed  in  igoi 
and  were  therefore  taken  up,  have  been  laid  down  flat  as  guard 
rails,  resting  horizontally  on  special  cast-iron  chairs  in  such  a  way 
that  the  Hat  liotlom  Range  of  the  rail  stands  vertically  along  the 
inside  line  of  each  heavy  rail  and  about  2  in.  distant  from  the 
inner  edge  of  its  face. 

The  track  is  a  nearly  level  air  line  throughout  its  length,  except 
one  curve  of  2,000  yd.  radius  near  its  southern  extremity,  and  is  in 
all  respects  up  to  the  highest  standard  of  modern  railway  con- 
struction. The  motors  have  been  likewise  improved  in  various 
minor  details,  but  the  cars  are  substantially  the  same  as  when  first 
constructed.  Each  is  22  meters  (72.18  ft.)  in  length  and  weighs 
<p.;   metric  tons,  or  about  200,000  lb.   avoirdupois.     Of  this   weight 

48  nietrlc  tons  comprise  the  Ixtdy  and  running  gear  and  42.5  tons 
are  made  up  by  the  motors,  transformers,  and  other  details  of  the 
electrical  equipment.  Each  end  of  the  car  rests  on  a  six-wheeled 
iKigie  truck  of  the  .American  type,  and  the  motors  are  four  in 
luimlx-r,  one  att.iched  to  the  front  and  rear  axle  of  each  truck,  the 
middle  pair  of  wheels  in  each  group  running  free.     The  wheels  are 

49  in.  in  diameter  and  are  equipped  with  pneumatic  brakes  of  the 
standard  type. 

The  transformers,  which  are  hung  beneath  the  middle  section  of 
the  car,  weigh  12  Ions,  besides  which  a  storage  battery  of  631  lb. 
weight  supplies  the  current  for  lighting  purposes.  The  interior  of 
the  car  is  provided  with  upholstered  seats  lengthwise  along  the 
sides,  and  an  open  railing  incloses  at  each  end  the  space  occupied 
hy  the  driver,  who,  standing  behind  a  curved  front  of  plate  glass 
within  easy  touch  of  volt  and  ampere  meters,  gages  which  show 
the  resistance  of  the  air,  and  a  dial  that  indicates  and  registers  the 
speed,  controls  its  movements  by  turning  a  pilot  wheel. 

i'hc  present  scries  of  trials  began  September  15th,  where  those 
of  1901  had  ended,  with  a  speed  of  150  kilometers  (93.2  miles)  an 
hour,  which  has  been  gradually  increased  until  September  26th, 
when  the  car  built  by  Messrs.  Siemens  &  Halske  ran  for  miles  at 
the  unprecedented  rate  of  189  kilometers  (117-32  miles)  an  hour— 
a  small  fraction  under  2  miles  per  minute.  The  three-phase  cur- 
rent from  the  power  station  registered  13,500  volts,  and  every  part 
of  the  installation — transformers,  motors,  car,  track,  and  recording 
instruments— worked  to  perfection;  the  swaying  movement  was 
scarcely  noticeable,  and,  according  to  the  verbal  reports  of  those 
who  were  privileged  lo  make  the  two  trial  trips  from  Marienfelde 
to  Zossen  and  return,  no  discomfort  from  vibration,  wind  pressure, 
or  other  cause  was  experienced  in  greater  degree  than  on  an  ordi- 
nary express  train. 

Careful  examination  since  the  trial  fails  to  delect  any  sign  of 
failure  or  deterioration  in  track,  car,  or  transmission  system,  and 
it  is  thought  that  it  is  hardly  too  much  to  assume  that  the  technical 
problem  of  electric-traction  speed  up  to  100  miles  and  more  per 
hour  is  successfully  solved  for  all  localities  where  straight  and 
reasonably  level  and  well-guarded  railway  lines  can  be  provided. 

The  report  concludes:  These  experiments  show  that  the  trolley- 
line  voltage  can  be  easily  transformed  on  the  motor  car;  while 
another  series  of  tests  now  in  progress  on  another  line  have  proven 
that  a  single-phase  alternating  current  of  6,000  volts  can  be  carried 
to  long  distances  along  one  small  wire  and  used  directly  in  a  new 
high-vollage  induction  motor  without  transformation.  Upon  these 
two  demonstrations,  which  the  electricians  of  Berlin  have  made 
within  a  single  month,  will  be  based,  more  or  less  directly,  future 
progress  in  high-speed  traction,  which  becomes  henceforth  a  com- 
mercial question,  the  technical  difficulties  of  which  have  been,  or 
certainly  soon   will  be,   successfully  overcome. 

The  tests  at  Zossen  show  that  with  properly  constructed  track 
and  car,  high  velocities  are  not  only  possible,  but  free  from  dis- 
comfort to  passengers.  The  experiments  at  Oberschcinweide  show 
that  the  complications  entailed  by  overhead  wiring  for  polyphase 
currents,  as  well  as  the  weight  and  cost  of  transformers,  may  be 
eliminated  by  ihe  use  of  high-voltage,  single-phase  apparatus.  It 
remains  lo  be  demonstrated  to  what  extent  the  speed  of  public 
travel   can   be   accelerated   between   large   cities  and    through   popu- 


Nov.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


923 


lous    districts    under   conditions    which    will   command    public    con- 
fidence and  patronage. 

The  outward  results  of  these  experiments  are  to  all  appear- 
ances complete  in  their  success,  but  their  economics — the  relation 
of  cost  to  service  rendered — are  not  yet  disclosed.  It  remains  only 
to  be  demonstrated  to  what  limit  high-speed  transit  is  demanded 
by  public  utility,  and  will  therefore  be  financially  profitable  in 
actual  practice. 


Canadian  Notes. 


Al  a  meeting  of  ihe  citizens  of  St.  Mary's  $18,000  was  pledged 
toward  the  construction  of  the  St.  Mary's,  Embro  and  Woodstock 
radial  road. 

The  water-power  plant  at  Dashwood  Falls,  near  Lac  du  Bunnci, 
owned  by  the  Winnipeg  Power  Co.,  is  being  developed  rapidly,  and 
work  is  progressing  on  the  long  sluice  which  is  being  cut  through 
solid  rock  to  give  the  necessary  head  of  water  for  generating  elec- 
trical energy.  The  plant  will  cost  nearly  $500,000.  Tlie  Winnipeg 
I'ower  Co.  is  controlled  by  the  MacKenzie  &  Mann  Curporalion,  and 
will  be  incorporated  with  the  present  Winnipeg  Electric  Street  Rail- 
way Co. 

The  Hamilton.  Grimsby  &  licanv>villc  Electric  Railway  Co.  will 
issue  first  consolidated  mortgage  bt  nds,  not  to  e.vcecd  fio.ooo  a 
mile,  for  the  whole  length  of  the  line,  and  secure  the  same  by  mort- 
gage. Prior  to  this  the  directors  have  not  had  authority  to  issue 
bonds  on  that  portion  of  the  railway  east  of  Beamsville. 

The  Hamilton  Street  Railway  Co's.  receipts  for  the  quarter  ending 
September  30th  increased  $1,241.77  over  the  corresponding  quarter  of 
last  year. 

The  Berlin  and  Preston  street  railway  promoters  conteniplatc- 
extending  their  road  to  Welleslcy,  Listowcl  and  Goderich. 

Bids  for  the  erection  of  a  brick  and  steel  power  house  at  De  Ccw 
Falls,  near  St.  Catherines,  have  been  taken  by  the  Hamilton  Cataract 
Power,  Light  &  Traction  Co.  I'oiir  generators  of  about  7,000  I1.  p. 
will  be  installed  in  Ihe  new  building,  which  is  to  be  .100  x  80  ft.  and 
30  ft.  high. 

More  power  is  needed  on  the  west  side  of  St.  John,  N.  B.,  and 
the  St.  John  Street  Railway  Co.  is  rushing  the  extension  of  its 
power  house  to  supply  this  need.  In  the  addition  will  be  installed  a 
•new  engine  of  about  900  h.  p.,  and  a  generator  of  600  kw.  capacity, 
in  addition  lo  another  combined  unit  of  400  h.  p.  Some  of  the 
smaller  engines  in  the  main  power  house  will  be  removed  and  one 
i,ioo-h.  p.  Laurie  engine  substituted. 

November  2d  Mayor  White,  of  Port  Hope,  received  a  Idler  from 
.Mr.  A.  E.  Pond,  of  Boston,  Mass.,  on  behalf  of  the  Ontario  Electric 
Railway  Co.,  which  recently  received  a  charier,  and  of  which  the 
Hon.  Richard  Cartwright  is  president,  claiming  that  his  company 
intends  to  build  an  electric  line  from  Brockville  to  Toronto,  and 
stating  that  it  is  the  intention  lo  commence  construclion  in  the 
^pring,  beginning  at  Trenton  and  building  to  Belleville.  Eventually 
Ihe  road  will  lie  completed  from  Toronto  to  Belleville,  where  con- 
nections can  be  made  with  the  Canadian  Pacific  Ry.  Water  power 
will  tie  used. 

At  a  meeting  of  the  Stratford  city  council  November  .vl  a  draft 
containing  the  basis  of  the  proposed  agreement  with  Ihe  Stratford 
Radial  Railway  Co.  was  completed  and  has  been  submilted  lo  City 
Solicitor  Idington,  of  Slratfor<l,  and  Mr.  T.  G.  Meredith,  cily  solic- 
itor of  London.  Tlie  promoters  ennlended  strongly  10  be  allowed  lo 
use  the  T-rail,  but  Ihc  comniillee  flecided  to  ask  for  an  improved 
girder  rail.  Guelph,  St.  Catherines,  .St.  Thomas,  Berlin.  Woodstock 
and  Gait  use  T-rails.  Windsor  has  flat  and  "JumlK)"  T-rails,  London 
has  groove  girder  rails  and  'Toronto  uses  an  improved  sicci  girder 
rail. 

It  looks  as  if  Mayor  Urquharl,  of  Toronto,  had  solved  Ihe  radial 
railway  problem  thai  han  been  troubling  the  cily  so  long.  His  plan 
w»s  ^nlmiiltcd  November  7lh  lo  Mr.  W.  H.  Moore,  assistant  lo  Ihe 
prciidenl  of  the  Toronto  Railway  Ct)„  and  Mr.  Waller  Barwick. 
K.  C,  solicitor  for  Ihc  Metropolitan  Railway  Co..  and  they  approved 
it.  No  aKreenieiil  has  yet  liecn  ciilcred  into,  but  the  general  plans 
are  acceptable  lo  iKrth  sides  and  all  are  anxious  10  arrive  at  a 
sclllenienl.  Only  Ihe  Metropolitan  Iracki  are  now  standard  gage; 
Ihc  track*  of  the  three  other  radialn  will  have  lo  be  narrowed.  Tile 
terms  submilted  are,  briefly,  as  follows : 
The  city  shall  provide  a  right  of  way  for  radial  purposes  only, 


.Mie  from  the  north,  one  from  the  east  and  one  from  Ihe  west,  cen- 
tering at  Front  St.  and  the  Market. 

The  radials  shall  carry  passengers,  light  or  package  freight  and 
express  traffic  only,  and  during  limited  hours  other  classes  of 
freight,  mostly  coal,  subject  to  the  supervision  and  direction  of  the 
city  engineer. 

The  tracks  shall  bo  slaiulard  gage.  (The  gage  of  the  street  railway 
iracks  is  four  inches  wider.) 

The  radial  railways  shall  pick  up  no  city  passengers. 

The  radial  companies  shall  pay  for  the  privilege  of  the  right  of 
way  a  certain  rate  per  cent  on  the  cost  to  the  city,  to  include  a  rea- 
sonable compensation  for  the  use  of  the  streets  traversed.  ('Hie  rate 
suggested   is  5  per  cent.) 

Tlic  radial  companies  shall  also  pay  a  percentage  on  the  fare 
for  every  passenger  they  bring  into  the  city.  (The  Toronto  Rail- 
way Co's.  average  rate  of  fare  is  about  4  cents,  and  the  city's  per- 
centage about  10  per  cent,  and  the  percentage  to  be  paid  by  the 
radials  will  be  calculated  on  that  basis.) 

These  rights  of  way  shall  be  available  for  all  radials  desiring  to 
come  into  the  city,  but  the  right  of  other  than  the  exi.sting  lines  lo 
use  them  .shall  be  subjected  to  Ihc  approval  of  the  city. 

The  radial  railway  companies  covenant  to  build  within  four  years 
at  least  150  miles  more  of  tracks.    (They  have  now  150  miles.) 

That  the  franchise  shall  be  granted  for  18  years,  to  be  then  re- 
newable for  20  years  and  expire  absolutely  at  the  end  of  40  years. 

As  the  city  limits  extend  the  cily  shall  have  the  right  to  purchase 
the  right  of  way  and  roadbed  to  the  boundary  lines. 

The  city  to  purchase  the  right  of  way,  construct  the  roadbed,  and 
lease  them  lo  the  company,  the  company  laying  the  r.iils  and  doing 
the  other  construction  work. 

'The  Toronto  Railw.ay  Co.  has  agreed  lo  niuve  its  Front  St.  tracks 
111  Wellington  St.  to  make  room  for  the  radials  on  I'Vont  St.  It  is 
proposed  that  the  radial  (erniinals  and  yards  be  located  near  the  foot 
of  Bathurst  St.,  with  freight  tefmiuals  at  St.  Lawrence  Market. 

'Those  having  in  hand  the  proposition  to  harness  the  Mississippi 
Falls,  45  miles  north  of  Kingston,  and  carry  electricity  to  Kingston, 
are  securing  right  of  w;iy  fmin  the  falls  t,i  the  lu-arlland  lake.  .?o 
miles  distant. 


Auiciican  Society  of  Mechanical  l^ngineers. 


'The  program  of  the  annual  meeting  of  the  .Anierican  .Society  of 
Mechanical  Engineers,  which  is  lo  be  held  in  New  'Vork  December 
1-4  next,  is  in  substance  as  follows:  'The  opening  session  will  be 
held  at  Society  House  Tuesday  evening,  December  ist,  at  g  o'clock. 
'The  president,  Mr.  James  M.  Dodge,  will  deliver  tlie  annual  address, 
the  subject  being,  "'The  Value  of  an  Engineering  Education  to  a 
Young  Man".  'The  second  session  will  be  held  Wednesday  morn- 
ing at  the  hall  of  the  Mendelssohn  Glee  Club,  ii.^  W.  40th  St.,  it 
being  a  business  session  al  which  professional  papers  will  also  be 
presented.  Following  luncheon  there  will  be  excursions  to  various 
power  houses  and  points  of  interest. 

'The  third  session  will  be  held  at  Ihe  Carnegie  I.abnralory  of  ihe 
Stevens  Institute  'Thursday  forenoon,  and  lunch  will  l)c  served  at 
the  Institute,  followed  by  visits  lo  points  of  interest  in  and  around 
the  grounds,  'niursday  evening  there  will  he  a  reception  for  guests 
and  friends  al  Sherry's,  lo  be  followed  by  dancing  and  supper.  The 
closing  session  will  take  place  al  Society   llou.se   Friday  at   10  a,  in. 

Following  are  Ihe  nominating  comniillees'  recommendations  of 
iillicers  for  Ihe  ensuing  year  to  be  voted  upon  at  the  December 
niecling ;  For  president,  Mr.  Ambrose  .Swasey,  of  Cleveland,  O. 
Fur  vice-presidents.  Prof.  D.  S.  Jacobus,  of  Hoboken,  N.  J.;  Mr. 
M.  L.  Ilolman,  of  Si.  Louis,  Mo.;  Mr.  William  J.  Keep,  of  Detroit, 
Mich.  For  managers,  Mr.  George  I.  Rockwood,  of  Worcester, 
Mass.;  Mr.  John  W.  Lieb,  jr.,  of  New  York  City;  Mr.  Asa  M.  Mat- 
lice,  of  I'illsburg,  Pa.  For  treasurer,  Mr.  Willi.ini  II.  Wiley,  of 
New    York   Cily. 


Il   is  announced   llial   Ihe  luniiel  under  the   North   River  between 
Jersey  Cily  and  New  York  is  now  within  to)  fl    of  Miinhattan. 


Judge  I'eler  S.  Grosscup,  acting  as  arbilralor  of  the  Chicago 
I'nion  'Traclion  Co's.  afTairs,  recently  decided  that  the  pay  of  Ihc 
employes  of  the  road  should  be  equalized,  which  gives  most  of  them 
an  increase  of  20  per  cent,  lo  become  cflfeclivc  next  month. 


924 


STREET  RAILWAY  REVIEW. 


|\hi    XIII.  N...  II 


Personal. 

MR.  W.  J.  EADIi  has  resigned  as  general   freight  agent  of  the 
Rockford,  Hcloit  &  Janesvillc  Railroad  Co.,  to  enter  mercantile  life. 
MR.   JOHN   CL.JiRK   has   been   appointed   general   claim   agent 
for  the  Cincinnati.  Dayton  &  Toledo  Traction  Co.,  the  claim  depart- 
ment having  licen   recently  created. 

MR.  WTI.I-  RICK  has  resigned  as  siiperinundenl  uf  the  Portland 
&  Brunswick  (Me.)  Street  Ry.,  which  position  he  had  held  since  the 
opening  of  the  road,  in  Jnne,  1902. 

MR.  J.  M.  M.ARITN  has  resigned  as  district  sales  agent  at 
the  Philadelphia  office  of  the  Nernst  Lamp  Co.,  and  Mr.  A.  K. 
P.aker  hn<  heen  appointed  as  his   successor. 

MR.  MILLARD  B.  MERELY,  (or  several  years  trattic  manager 
of  the  Chicago  Union  Traction  Co.,  has  been  appointed  general 
superintendent  of  the  company,  vice  Mr.  T.  A.  Henderson,  resigned. 
MR.  G.  P.  BULI.IS  has  been  appointed  assistant  manager  of 
the  Beaumont  Traction  Co.,  of  Beaumont,  Tex.,  with  the  duties 
and  authority  of  the  manager,  Mr.  Ren  Johnson,  who  is  on  an  in- 
definite leave  of  absence. 

MR.  R.  L.  POST,  in  addition  to  being  secretary  and  treasurer 
of  the  Ithaca  (N.  Y.)  Street  Railway  Co.,  of  which  he  is  also  a  di- 
rector, has  been  appointed  general  manager  of  the  company,  vice 
Mr.    II.    .\.    Nicholl,   resigned. 

MR.  CHARLES  T.  BISHOP,  formerly  willi  Ladenburg,  Thal- 
mann  &  Co.,  New  York,  and  late  paymaster  of  the  United  States 
naval  service,  has  been  appointed  auditor  of  the  H.  W.  Johns- 
Manville  Co.,  too  William  St..  New  York. 

THE  SANDUSKY  SOUTHWESTERN  RAILWAY  CO.,  at  its 
annual  meeting.  November  gth,  elected  the  following  rifficers :  Pres- 
ident, John  Van  Sanfleet ;  vice-president  and  general  manager,  F. 
O.  Olcson;  secretary,  G.  A.  Smith;  treasurer,  Lyman  Means. 

MR.  HLTBBELL  ROBINSON  has  been  appointed  attorney  in 
charge  of  claims  and  real  estate  by  the  Schenectady  Railway  Co. 
He  was  formerly  connected  with  the  claim  department  of  the  New- 
York  Central  R.  R..  and  llie  l.iw  department  of  the  Brooklyn 
Heights   Railroad   Co. 

MR.  IRVING  I-I.  REYNOLDS  will  shortly  retire  from  the 
Allis-Chalmers  Co.,  and  the  duties  of  chief  engineer  will  be  as- 
sumed by  the  engineers  in  charge  of  the  various  departments,  these 
engineers  availing  themselves  of  the  advice  of  Mr.  Edwin  Rey- 
nolds,  consulting   engineer   of   the   company. 

MR.  JOHN  MAHONEY  has  heen  appointed  general  superin- 
tendent of  the  St.  Louis  &  Suburb.-m  Railway  Co..  the  appointment 
becoming  effective  November  ist.  Mr.  Mahoney  has  been  in  the 
street  railway  business  since  1874.  holding  various  positions,  as  fore- 
man,  superintendent   and   secretary   and  treasurer. 

MR.  CH.^RLES  H.  COX  has  been  appointed  general  manager  of 
the  Lincoln  (Neb.)  Traction  Co.,  vice  Mr.  J.  H.  Humpe,  resigned. 
Mr.  Cox  is  now  manager  of  the  Middleboro,  Wareham  &  Buz- 
?ard's  Bay  Street  Railway  Co..  of  Middleboro.  Mas>.  He  will 
rssume    his    new   duties    the   middle    of    December. 

MR.  JOHN  1.  BEGGS,  president  of  the  Milwaukee  Electric 
Railway  &  Light  Co.,  has  been  appointed  nominal  manager  during 
the  World's  Fair  period  of  the  Union  Electric  Co.,  of  St.  Louis, 
which  has  been  awarded  a  contract  to  supply  the  World's  Fair 
10.000  h.  p.  of  electric  current,  beginning  May  i,  1904. 

MR.  J.  P.  CLARK,  who  was  recently  appointed  general  man- 
ager of  the  Fort  Wayne,  Logansport,  Lafayette  &  Lima  Traction 
Co.,  has  resigned  that  position  to  accept  another  in  the  employ  of 
the  Indiana  Union  Traction  Co.,  for  which  he  will  superintend  the 
construction  of  a  branch  line  from  Marion  to  Huntington.  Ind. 

MR.  CH.'\RLES  E.  FIFE  has  been  appointed  superintendent 
of  the  Pittsburg,  McKeesport  &  Connellsville  Railway  Go's,  lines 
south  of  Connellsville,  with  headquarters  at  Uniontown.  He  was 
formerly  in  charge  of  the  Connellsville  division  from  Mt.  Braddock 
as  far  north  as  Scottdale.  including  the  Vanderbilt  and  Leisenring 
lines. 

MR.  IRA  A.  McCORM.\CK.  formerly  superintendent  of  the 
Cleveland  Electric  Railway  Co..  and  more  recently  manager  of  the 
New  York  Central  R.  R.  lines,  with  jurisdiction  between  the  Grand 
Central  depot.  New  Y'ork,  and  Mott  Haven  Junction,  has  been  ap- 
pointed manager  of  the  Grand  Central  Depot,  and  also  manager  of 
the  New  York  Central's  Harlem  division.  His  promotion  became 
effective  November  ist. 


MR.  II.  G.  lYRRHLL,  chief  engineer  of  the  Bracket!  Bridge 
Co.,  of  Cincinnati,  has  just  returned  from  an  extensive  trip,  cover- 
ing the  country  from  Colorado  to  the  Atlantic  coast,  in  the  interest 
of  his  company.  Mr.  Tyrrell  is  widely  known  as  a  journalist,  who 
has  contributed  to  the  leading  technical  journals,  in  addition  to  be 
ing  the  author  of  several  technical  works,  including  "Bridge  and 
Structural   Index"   and  "Standard   Roofs  and   Bridges." 

THE  PUBLIC  SERVICE  CORPORATION  OF  NEW  JER- 
SEY has  announced  the  following  changes  in  its  street  railway  de- 
partment, which  became  cfTective  November  9th:  Mr.  A.  J.  Bliss 
has  been  .appointed  a  division  superintendent,  vice  Mr.  Hugh  Brooks, 
assigned  to  other  duties ;  Mr.  W.  F.  Revoire,  division  superiiUend- 
ent,  in  addition  to  his  other  duties,  has  been  appointed  to  have 
charge  of  the  lines  hitherto  managed  by  Mr.  A.  J.  Bliss,  transferred ; 
Mr.  Frank  C.  Southard,  division  superintendent,  in  addition  to  his 
present  duties,  appointed  in  charge  of  lines  formerly  in  charge  of 
Mr.  John  Sloane,  resigned;  Mr.  James  Smith,  appointed  division 
superintendent  in  place  of  Mr.  John  A.  Campion  and  Mr.  James 
McDonough,  resigned;  Mr.  Frank  H.  Brown  has  been  appointed  a 
division  superintendent ;  Mr.  John  J.  Gettings,  division  superintend- 
ent, in  addition  to  his  present  duties,  to  have  charge  of  the  lines 
formerly  managed  by  Mr.  William  B.  Taylor,  resigned ;  Mr.  Patrick 
McDermott,  division  superintendent,  in  addition  to  his  present  du- 
ties, in  charge  of  the  Kearney  Line,  heretofore  in  charge  of  Mr. 
John  Sloane.  Mr.  Hugh  Brooks  has  been  appointed  in  charge  of 
all  horses  and  wagons,  with  the  title  of  superintendent  of  trucking 
uf  the  North  Jersey  Street  Railway  Co.,  the  Jersey  City,  Hoboken 
&  Paterson  Street  Railway  Co..  the  Elizabeth,  Plainfield  &  Central 
Jersey  Railway  Co.,  the  Orange  &  Passaic  Valley  Railway  Co.,  and 
the  Port  Richmond  &  Bergen  Point  Ferry  Co. 


Obituary. 

MR.  MICHAEL  OHMER,  father  of  Mr.  John  F.  Ohmer,  of  the 
Ohmer  Fare  Register  Co.,  died  November  nth,  at  his  home  in  Day- 
ton, O.  He  was  born  in  Bispang,  Lorraine,  FraiKe,  Dec.  25,  1826. 
He  removed  to  Dayton  in  1837,  afterward  going  to  BulTalo,  New  Or- 
leans and  other  cities,  returning  to  Dayton  in  1848,  where  he  estab- 
lished a  furniture  manufactory  which  grew-  to  large  proportions. 

MR.  JOHN  GRAHAM  MILL,\R.  manager  of  the  roofing  depart- 
ment of  the  H.  W.  Johns-Manville  Co.,  of  New  Y'ork  City,  died 
October  15th  at  St.  Luke's  Hospital,  New  Y'ork,  of  typhoid  fever.  He 
was  42  years  old  and  was  born  in  Birmingham,  Eng.  He  came  to 
this  country  in  1885.  and,  after  a  short  period  in  the  employ  of  the 
United  States  Leather  Co.,  he  entered  the  service  of  the  Johns- 
Manville  Co.  15  years  ago. 

MR.  JOHN  C.  DANIELS,  president  of  the  Garton-Daniels  Co., 
died  October  25th  at  his  former  home  at  Eau  Claire,  Wis.,  where 
he  had  gone  in  the  hope  of  securing  relief  from  his  sickness.  He 
was  born  in  New  York  state  in  1840,  and  was,  therefore,  63  years 
of  age.  Mr.  Daniels  was  formerly  the  owner  of  a  fleet  of  raft 
boats  operating  on  the  Mississippi  River,  and  in  1892  engaged  in  the 
business  of  the  Garton-Daniels  Co.,  with  headquarters  at  Keokuk, 
la. 

MR.  WILLIAM  L.  ELKINS  died  November  7th  at  his  summer 
home,  Ashbourne,  near  Philadelphia.  He  was  71  years  old.  having 
heen  born  near  Wheeling.  W.  Va.,  May  2,  1832.  He  was  educated 
in  the  Philadelphia  public  schools.  In  1881  he  took  up  street  rail- 
roading, and  his  first  success  was  in  organizing  the  Philadelphia 
Traction  Co.,  which  resulted  in  the  consolidation  of  all  the  lines 
of  the  city  under  the  name  of  the  Union  Traction  Co.  Mr.  Elkins 
was  a  stockholder  in  street  railway  lines  in  New  York.  Chicago. 
Baltimore  and  other  large  centers.  He  was  a  director  of  the 
Pennsylvania  R.  R.  for  21  years,  and  was  interested  in  gas  and 
electric  light  companies.  He  also  organized  the  LInited  Gas  &  Im- 
provement Co..  and  had  many  other  interests  of  a  quasi-public 
nature. 


Preparations  are  under  way  for  the  building  of  two  competing 
electric  lines  between  Kalamazoo  and  Lake  Michigan  points.  These 
lines  are  projected  by  the  Kalamazoo  &  Lake  Michigan  Traction  Co., 
which  will  operate  between  Kalamazoo  and  South  Haven,  and  the 
Kalamazoo  &  Lake  Michigan  Electric  Co.,  which  will  build  from 
Kalamazoo  to  Benton  Harbor  with  a  branch  line  to  South  Haven 
and  Saugatuck. 


Nov.  20.  IQO.vl 


STREET    RAILWAY    REVIEW. 


925 


New  Publicatious. 


SMITHSONIAN  INSTITUTION,  ANNUAL  REPORT  of  the 
Board  of  Regents,  showing  the  operations,  expenditures  and  condi- 
tion of  the  institution  for  the  year  ending  June  30,  1902.  687  pages. 
Illustrated. 

THE  ALTERNATING  CURRENT  TR.J1NSFORMER.  By  F. 
G.  Banni.  Published  by  tlic  McGraw  Publishing  Co..  New  York. 
Price  $1.50.  This  book  contains  188  pages,  including  an  appendix. 
It  is  illustrated  and  is  bound  in  cloth  boards.  The  work  originated 
from  a  course  of  Stanford  University  lectures,  and  it  is  intended 
to  be  of  use  to  the  engineer  and  general  reader  who  may  lia\'C 
some   knowledge   of   elementary    alternating    currents. 

THE  LAW  OF  STREE'l"  SURFACE  RAILROADS,  as  com- 
piled from  statutes  and  decisions  in  the  various  states  and  terri- 
tories. By  Andrew  J.  Nellis.  6S2  pages.  Published  bv  Matthew 
Bender,  Albany,  N.  Y.  The  writer's  aim.  as  stated,  has  been  to 
put  together  in  convenient  form  and  under  a  logical  arrangement 
an  epitome  of  the  judicial  decisions  relating  to  street  railways, 
the  idea  being  to  make  the  book  a  time  and  labor  saver  and  a  work 
of  ready  reference.  It  is  claimed  for  it  that  it  contains  a  survey 
of  the  entire  field  of  the  law.  The  author  is  a  member  of  the 
New  York  bar. 

ENGINEERING  PRELIMINARIES  FOR  AN  INTERUR- 
BAN  ELECTRIC  RAILWAY.  By  Ernest  Gonzenbach.  Publislud 
by  the  McGraw  Publishing  Co.,  New  York.  70  pages,  cloth  board 
covers.  In  the  introduction  the  author  states  that  "in  view  of  the 
present  interest  in  interurban  railway  development  and  engineering, 
the  writer  submits,  as  a  result  of  an  invitation  from  the  Street 
Railway  Journal,  the  plans  and  recommendations  embodied  in  a  re 
port  on  a  proposed  railway  in  the  Middle  West,  which  serves  as  a 
good  example  of  many  roads  now  on  paper,  and  uliioli  niriy  sni>ii 
assume  tangible   form."     Price  $1. 

FRICTION  AND  LUBRICATION,  a  Handbook  lor  Engineers. 
Mechanics,  Superintendents  and  Managers.  By  WilMam  M.  Davis. 
Mem.  N.  A.  S.  E.,  E.  S.  of  Western  Pennsylvania  and  Ohio  So- 
ciety of  M.,  E.  and  S.  E.  216  pages,  cloth  bound,  illustrated.  This 
work  presents  the  subject  of  lubrication  and  lubricants  in  a  plain, 
concise  way  th.at  will  be  of  practical  value  to  the  engineers,  man- 
agers and  mechanics  who  read  it.  it  being  the  author's  plan  to  get 
away  from  the  old-style  treatment  of  the  subject  and  treat  it  from 
a  practical,  or,  rather,  a  mechanical  point  of  view,  ll  is  pub- 
lished by  the  Lubrication  Publishing  Co.,  of  Pittsburg,  Pa. 

THE  "ENGINEERING"  AND  ELECTRIC  TRACTION 
POCKET  BOOK.  By  Philip  Dawson,  author  of  "Electric  Rail- 
ways and  Tramways."  Third  edition,  190.^,  revised  and  rewritten. 
1,412  pages,  flexible  covers,  gilt  edges,  illustrated.  In  the  second 
edition  two  new  sections  were  added,  one  on  gas  engines  and  gas 
producers,  and  one  on  the  use  of  electrical  energy  in  factories  and 
workshops.  Conversion  tables  of  English  and  foreign  measurements 
were  inserted,  also.  In  this  third  edition  a  large  number  of  sec- 
tions have  been  entirely  rewritten  and  brought  up  to  date.  Heavy 
electric  traction  has  grown  so  rapidly  since  the  last  edition  that 
a  very  large  amount  of  new  matter  has  had  to  l)e  added.  Pub- 
lished by  "Engineering,"  London.  Eng. ;  New  ^'ork.  John  WiUy  & 
Sons. 

NOTES  ON  ELECTRIC  RAILWAY  ECONOMICS  AND 
PRELIMINARY  ENGINEERING.  By  W.  C.  Golshall,  Mem. 
A.  S.  C.  E.,  Mem.  A.  I.  of  E.  E..  and  president  of  New  York 
&  Port  Chester  Railway  Co.  This  book  is  based  upon  a  series 
of  lectures  which  the  author  delivered  al  Lehigh  Universily,  the 
subject  of  which  dealt  with  the  economics  of  the  i)reliminary  ele 
terminations  and  of  the  construction  and  operation  of  high-speed 
interurban  electric  roads.  The  work  treats  exclusively  of  high- 
speed roads,  taking  up  the  project  from  the  preliminary  office  in- 
vestigation of  the  probable  earnings  and  expenses.  Original  draw- 
ings and  diagrams,  which  were  ined  in  the  lectures,  have  been 
reproduced.  VI.  +  252  pages,  cloth  Imards.  Published  by  (In- 
McGraw  Publishing  Co.,  New  York.     Price  $2. 

INTRODUCTION  TO  POOR'S  MANUAL  FOR  190.1. 
Pamphlet  form.  16  pages,  containing  statistics  of  the  railroads 
of  the  United  Slates  in  1002  'Hiis  is  a  compilation  showing  lli<> 
fmancial  condition,  statistics  of  operation,  mileage,  classification. 
equipment,  statements  of  construction,  stock  and  bond  capitalization, 
passenger  traffic  for  l.l  years,  freight  traffic,  etc.  Published  by 
H.    V.    and    II     W     Poor.    New    York        Ihe    publishers   of    Poor's 


Maimal  for  lyoj  recently  announced  that  its  issuance  had  been 
delayed,  chiefly  because  it  was  entirely  set  by  linotype  and  Lanston 
machines,  this  being  an  innovation,  and  also  because  it  contains 
iSo  more  pages  of  text  than  last  year.  It  was  expected  that  the 
edition  would  be  ready  for  delivery  by  November  i6th.  The  M  nunl 
contains  the  latest  railroad  informalion  prblisl-.ed  prior  to  Noven.ber 

I  St. 

COMPOUND  CORLISS  ENGINES.  Ily  Jamo.-i  Tribe,  Mem. 
A.  S.  M.  E.,  author  of  "Compound  Engines."  177  pages,  leather 
covers,  gilt  edges.  First  edition,  1903,  illustrated  by  cuts  and  dia- 
grams. Published  by  the  author  at  Milwaukee,  Wis.  The  author 
states  that  this  volume  was  intended  as  the  second  edition  of  "Com- 
pound Engines,"  but  so  much  new  material  has  been  added  and  so 
many  changes  made  as  to  make  it  virtually  a  new  book.  It  is  es- 
sentially an  elementary  text  book  on  the  generation  and  utilization 
of  heat  and  the  transformation  of  heat  energy  into  mechanical 
luergy  by  means  of  the  multi-cylinder  Corliss  steam  engine.  Al- 
though theoretical  in  treatment,  it  aims  to  be  practical  in  purpose, 
all  of  the  examples  being  based  on  actual  up-to-date  practice.  It 
was  expressly  written  to  meet  the  needs  of  the  steam  engine  de- 
signer whose  knowledge  of  higher  mathematics  may  be  limited 
and  who  finds  himself  handicapped  by  the  complex  formulas  usually 
found   in  works  on  this   subject.     Price  $2.50. 


Strikes  of  the  Month. 


So  far  as  the  company  is  concerned  the  strike  of  llie  conductors 
and  motormen  of  the  Citizens  Railway  Co.,  of  Waco,  Tex.,  has 
been  over  since  the  first  cars  were  run  on  October  12th,  as  stated 
in  the  "Review"  for  October.  On  October  19th  a  temporary  in- 
junction was  ordered  by  the  district  court  restraining  the  city  from 
allcmpting  to  enforce  tlie  ordinance  requiring  persons  seeking  em- 
pluymcnt  as  motormen  to  show  that  they  had  had  30  days'  experi- 
ence before  they  filed  their  applications.  After  the  injunction  was 
issued  the  company  had  no  difficulty  in  manning  their  cars.  Novem- 
ber 6th  the  city  council  repealed  the  ordinance  referred  to.  Octo- 
ber 20th,  in  a  battle  between  union  and  nonunion  men,  one  of  the 
nonunion  motormen  was  fatally  shot.  The  strike  began  September 
26lh  and  was  declared  off  November   nth. 

As  mentioned  in  the  "Review"  for  October,  the  strike  on  the  San 
Antonio  (Tex.)  Traction  Co.'s  lines  was  practically  concluded 
October  12th,  when  full  schedules  were  run  with  nomuiion  men. 
There  was  a  revival  of  rioting  November  2d.  when  a  Laurel  Heights 
car  w,as  ambushed  and  stoned  and  the  niolorman  severely  hurt. 
.November  8th  a  number  of  strikers  made  application  for  reinstate- 
ment, and  six  were  taken  back  upon  their  promising  to  forsake 
llie  union.  Others  followed  suit  and  will  he  given  work  as  vacan- 
cies occur.    The  strike  began  October  71I1. 

The  strike  of  the  employes  of  ihe  l'o(jple's  Traction  Co.,  of 
Galesburg,  III.,  which  was  mentioned  in  Ihe  "Review"  for  October, 
was  called  off  October  26lh,  the  company  agreeing  not  to  discrimi- 
nate against  union  men,  but  insisting  upon  hiring  nonunion  men, 
loo,  if  it  sees  fit.     The  strikers  conceded  everything  else. 

The  motormen  and  conductors  of  the  Murphysboro  (III.)  &  Car- 
bondale  Electric  Railway  Co.,  which  connects  the  mines  and 
mining  towns  of  Williams  County,  went  oiil  on  strike  October  30th, 
lying  up  the  road.  They  were  receiving  15  cents  an  liour  and 
asked  for  20  ceiUs.  The  company  is  surveying  for  a  2fi-inile  exten- 
sion to  Harrisburg. 

The  decision  of  the  commission  which  was  appointed  several 
months  ago  in  the  San  Francisco  street  railway  wage  arbitration 
was  handed  down  November  4th.  It  awards  an  increase  of  10  per 
cent  in  wages  to  men  employed  for  two  years  prior  to  April  I,  1903, 
and  .1;  per  cent  to  those  of  shorter  service.  Hoins  were  left  un- 
rhanged  and  the  wage  rate  was  declared  effective  from  May  r,  1903. 
to  May  I,  1904.  The  award  was  written  by  Mr.  Oscar  Strauss 
and  was  assented  to  by  Mr.  W.  D.  Mahon. 


The  Mansfield  (O.)  Railway,  Light  &  Power  Co.  reccnlly  ordered 
to  closed  cars  of  the  J.  G.  Rrill  Co  ,  to  be  shipped  on  December  tst. 
'Iliey  arc  to  be  35  ft.  over  all,  monnled  on  Brill  27  G  doidilc  trucks 
and  will  be  equipped  with  "American"  upholsteretl  spring  seals, 
Ilunler  signs,  safety  car  steps  and  K-12  controllers,  The  company's 
old  cars  are  lo  be  used  as  stations  along  the  line  of  the  Mansfield 
&  Shelby  branch 


926 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  ii. 


(Chicago  Inion  Traction  Co. 


Matters  are  practically  at  a  standstill  between  the  Chicago  Union 
Traction  Co.  and  the  city  of  Chicago,  owing  to  the  city  insisting 
upon  the  waiver  of  the  99-year  franchise  act,  which  the  company 
Slates  it  cannot  assent  to.  A  new  clement  entered  into  the  situation 
October  Jgth,  when  the  Chicago  Railways  Co.  was  incorporated 
with  the  ostensible  purpose  of  taking  over  the  Union  Traction  and 
underlying  companies,  if  it  can  be  arranged.  The  new  company 
has  a  nominal  capitalization  of  $10,000,  but  it  is  stated  that  the 
capital  is  to  be  increased  to  $5,000,000.  Mr.  Alfred  L.  Skitt,  of 
New  York,  will  be  prt^sident,  and  Messrs.  R.  R.  Covin,  Joseph 
Auerbach  and  H.  B.  Hollins  will  be  directors.  The  incorporators 
of  the  new  company  are  Nathan  C.  Johnston,  William  E.  Cooper 
and  Archibald  G.  Thiselton.  It  is  stated  that  H.  B.  Rollins  &  Co. 
are  ready  to  finance  the  company.    This  matter  is  in  abeyance. 

October  31st  two  bills  were  filed  in  the  Cook  County  circuit  court 
by  Jacob  Miller,  a  resident  of  Germany  and  a  stockholder  in  the 
North  and  West  Chicago  Street  Railroad  Companies,  seeking  to 
have  adjudicated  the  legality  of  the  amendatory  leases  and  the  tri- 
partite agreement  entered  into  by  the  three  companies,  and  asking 
that  the  officers  and  directors  of  the  North  and  West  companies 
\k  enjoined  from  acting  as  such  or  transacting  any  business  on 
behalf  of  the  companies,  and  that  a  new  election  of  officers  and 
directors  be  held.  He  also  asked  that  the  new  leases  and  tripartite 
agreement  be  declared  void  and  beyond  the  power  of  the  North 
and  West  companies  to  execute.  November  isl  Judge  Grosscup. 
of  the  federal  court,  caused  warrants  to  be  issued  summoning  Mr. 
Miller's  attorneys  before  him  on  a  charge  of  contempt  in  attempt- 
ing to  secure  an  injunction  against  the  officers  of  the  North  and 
West  Chicago  companies.  A  restraining  order  was  also  issued. 
November  12th  this  preliminary  injunction  was  made  permanent 
and  Judge  Grosscup  intimated  that  in  future  all  parties  who  at- 
tempt to  delay  matters  by  bringing  suits  in  the  state  courts  will 
be  harshly  dealt  with.  He  also  said  that  he  would  act  in  this  case 
as  in  the  Townsend  suit  and  would  not  order  the  dismissal  of  the 
state  court  suits  until  the  Court  of  Appeals  had  passed  on  his 
right  to  enjoin  the  prosecution  of  those  bills. 

November  4th  the  announcement  was  made  to  stockholders  of 
the  three  companies,  whose  stock  interests  have  been  in  the  hands 
of  a  protective  committee  for  reorganization  purposes,  that  cer- 
tificates of  deposit  may  now  be  exchanged  again  for  the  original 
stock  certificates  through  the  Guarantee  Trust  Co.  The  committee 
took  this  stand  upon  the  ground  that  its  work  had  been  completed. 
a  new  company  having  been  incorporated  and  substantial  progress 
having  been  made  in  safeguarding  the  interests  of  stockholders. 
Stockholders  of  the  North  Chicago  and  West  Chicago  companies 
have  held  meetings  at  which  the  advisability  of  forming  a  voting 
trust  to  represent  their  interests  in  the  negotiations  with  the  new 
company  have  been  considered. 

November  12th  Judge  Grosscup  directed  the  receivers  to  pay 
$74,917.50  to  the  stockholders  of  the  West  Chicago  Street  Railroad 
Co.  November  15th,  as  provided  by  the  amended  lease. 


Reorganization  of  the  Lake  Street  Elevated. 

October  26th  the  Equitable  Trust  Co.,  of  Chicago,  was  appointed 
receiver  for  the  Lake  Street  Elevated  Railroad  Co.,  of  the  same 
city,  upon  application  of  James  Bolton  and  Daniel  F.  Crilly,  the 
former  a  director  and  stockholder  and  the  latter  a  stockholder. 
Mr.  Bolton  owns  3,500  shares  of  stock  and  Mr.  Crilly  owns  700 
shares.  Mismanagement  was  alleged  in  strong  terms  in  the  bill, 
and  the  president,  Mr.  Clarence  A.  Knight,  and  Mr.  Charles  T. 
Yerkes  were  directly  accused  of  trying  to  ruin  the  company,  which 
was  claimed  to  be  insolvent.  October  28th  Lester  E.  Frankenthal. 
Samuel  J.  Kline,  Leo  Grossman  and  Eli  B.  Rosenthal  were  allowed 
by  order  of  court  to  become  co-complainants  with  Messrs.  Bolton 
and  Crilly. 

October  28th,  also,  Mr.  Alfred  Kohn.  one  of  the  defendants, 
filed  an  answer  and  cross-bill,  denying  that  he  was  guilty  of  any 
wrong-doing  and  praying  that  the  injunction  and  receivership  al- 
ready obtained  be  continued.  October  31st  President  Knight  filed 
his  answer  to  the  petition  for  receiver,  in  which  he  stated  that 
everything  charged  against  him  was  untrue.  He  also  stated  that 
Mr.   Yerkes  had   sold  all  his   stock  in  the   road   in   February,   1901, 


and  since  that  time  had  had  nothing  whatever  to  do  with  the  com- 
pany.    He  asked  the  court  to  dismiss  the  bill  as  regards  himself. 

Four  committees  had  been  at  work  for  some  time  in  an  effort 
to  harmonize  the  conflicting  interests  of  the  company  and  effect  an 
equitable  reorganization,  and  it  is  announced  that  the  receivership 
came  upon  the  eve  of  the  submission  of  a  plan  by  the  reorganization 
conmiittec  that  would  very  likely  have  been  acceptable,  especially 
in  view  of  the  belief  that  there  was  no  necessity  for  the  appoint- 
ment of  a  receiver  at  this  tnne.  The  reorganization  committee 
comprises  H.  N.  Higinbotham  (chairman),  David  R.  Forgan,  Helge 
.\.  Haugan,  Cory  E.  Robinson  and  Thomas  Templeton.  Ibis  com- 
mittee was  appointed  January  29th  last. 

November  5th  it  was  announced  that  the  reorganization  of  the 
company  had  been  virtually  accomplished,  and  November  6th  formal 
approval  was  given  by  the  security  holders'  committee  to  a  plan 
of  reorganization  which  had  been  approved  by  the  stockholders' 
protective  committee  and  the  income  bondholders'  committee.  All 
that  remained,  it  was  announced,  was  the  submission  of  the  plan 
Id  the  security  holders,  and  it  was  stated  that  this  would  be  done 
at  once,  and  that  the  approval  of  90  per  cent  had  already  been 
obtained. 

Under  the  proposed  reorganization  plan  the  company  will  con- 
tinue under  a  new  name,  and  it  is  stated  that  there  will  be  a  new 
set  of  officers.  The  new  company  will  be  capitalized  as  follows: 
l-'irst  mortgage  5  per  cent  bonds,  $5,000,000 ;  preferred  stock,  $3,- 
joo,ooo ;  ccmimon  stock,  $6,000,000.  The  capital  stock  of  the  old 
company  was  $10,000,000,  all  common.  It  is  not  thought  that  it  will 
lie  necessary  to  disturb  the  present  first  mortgage  bonds  other  than 
to  reduce  the  amount  of  the  issue,  which  is  now  $5,860,000.  The 
reduction  of  the  bond  issue  brings  the  fixed  charges  of  the  com- 
pany within  its  net  earning  capacity.  The  $3,200,000  preferred  stock 
will  be  5  per  cent  non-cumulative,  and  the  income  bondholders  are 
to  receive  this  stock  to  the  ainount  of  80  per  cent  of  the  face  or 
par  value  of  their  income  bonds.  The  stockholders  are  to  pay  an 
assessment  of  $2  per  share  in  exchange  for  each  share  of  their 
present  stock,  and  for  the  said  assessment  they  will  receive  $40 
in  new  common  stock  and  $4  in  new  preferred  stock. 

The  plan  of  reorganization  sets  aside  $2,000,000  of  preferred  stock, 
$2,000,000  of  common  stock  and  $500,000  of  bonds,  the  proceeds 
of  which,  together  with  the  $200,000  assessment  paid  by  the  stock- 
holders, will  be  used  for  paying  the  notes  and  floating  indebtedness 
of  the  old  company.  The  Northwestern  Elevated  Railroad  Co. 
agreed,  in  settlement  of  its  claim  of  approximately  $770,000,  to  ac- 
cept the  debenture  note  of  the  company  for  $350,000,  payable  in  five 
years. 

November  nth  the  receiver  was  discharged  and  the  bill  dis- 
missed upon  the  application  of  the  attorneys  for  both  sides,  Messrs. 
Bolton  and  Crilly  having  testified  that  the  reorganization  plan  is 
a   fair  settlement  in  which  no  preferment  is  shown. 


The  Michigan  &  Indiana  Traction  Co. 

The  Michigan  &  Indiana  Traction  Co.,  which  was  recently  in- 
corporated, and  which  has  its  headquarters  at  Battle  Creek,  Mich., 
has  arranged  with  the  Peninsula  Construction  Co.,  which  was  or- 
ganized for  the  purpose,  to  construct  its  third-rail  system  from 
Battle  Creek  to  Grand  Ledge,  Mich.,  by  way  of  Bellevue,  Olivet, 
Charlotte,  Potterville,  Millets,  Ledey's  Park  and  Lansing.  It  is 
the  intention  to  secure  right  of  way  four  rods  wide,  and  to  build 
all  bridges  for  future  double  track.  In  entering  Battle  Creek,  Char- 
lotte and  Lansing  the  company  will  procure  mostly  private  right  of 
way.  with  the  object  of  running  through  cars  with  as  little  delay  as 
possible  in   entering  these  cities. 

-'\t  Battle  Creek  there  will  be  facilities  for  transferring  passengers 
to  Gull  Lake,  an  ideal  summer  resort.  Lake  Goguac,  about  lyi 
miles  from  Battle  Creek,  will  also  be  on  the  line.  Olivet  is  a 
college  village;  Ledey's  Park  is  about  three  miles  from  Lansing 
and  is  a  popular  resort  for  Lansing  people ;  Grand  Ledge,  situated 
on  the  Grand  River,  is  anothel-  attractive  resort,  where  the  Spiritual- 
ist association  holds  a  60-day  camp  meeting  each  year.  The  road 
will  be  equipped  in  an  up-to-date  manner  and  cars  will  be  run 
with  an  idea  of  combining  speed  and  comfort. 

The  officers  of  the  Michigan  &  Indiana  Traction  Co.  are:  Presi- 
dent, Edward  F.  Pangburn ;  .secretary,  William  M.  Dibble;  treas- 
urer, Charles  J.  Austin;  chief  engineer,  John  M.  Comstock;  assistant 


Nov.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


927 


engineer.  Frederick  G.  Higby.  The  company  has  no  connection 
with  the  Michigan  Central  Traction  Co.  which  was  incorporated 
some  time  ago  to  build  a  trolley  system  between  the  same  points. 


New  Orleans  Notes. 


Los  Angeles  Notes. 


In  addition  to  building  new  car  houses,  the  Los  .A.iigeles  Railway 
Co.  is  about  to  erect  car  shops.  The  company  formerly  had  its 
own  shops,  but  these  are  now  used  mostly  as  car  houses  and  most 
of  the  car  building  and  repairing  is  being  done  in  the  shops  of  the 
Pacific  Electric  Railway  Co.  The  amount  of  work  is  becoming  so 
great,  however,  that  these  shops  are  unable  to  handle  it  all  and  the 
new  shops  have  been  decided  upon.  They  will  be  located  at  the 
Siouthem  end  of  the  city  adjoining  the  new  car  houses  and  will 
be  similar  to  the  shops  of  the  Pacific  Electric  Railway  Co.  They 
will  be  arranged  in  two  rows  with  a  transfer  table  between.  The 
estimated  cost  is  $300,000.  and  the  enterprise  will  give  employment 
to  about  300  men. 

The  roadlwd  of  the  Los  .\ngeles  Traction  Co.,  recently  pur- 
chased by  the  Hellman-Huntington  syndicate,  is  being  put  in  first 
class  condition.  Many  of  the  Traction  company's  cars  arc  also  in 
the  shops  of  the  Pacific  Electric  Railway  Co.,  being  overhauled  and 
repaired.  Instead  of  having  a  distinctive  color  for  each  of  its  three 
lines  (red,  white  and  green),  the  cars  are  all  to  be  green.  A  num- 
ber of  changes  will  be  made  in  the  design  of  the  cars  as  they  are 
rebuilt. 

The  Los  Angeles  Railway  Co.  recently  received  another  shipment 
of  cars  from  the  St.  Louis  Car  Co.  These  arc  being  put  through 
the  shops  as  rapidly  as  possible,  being  fitted  with  Westinghouse 
air  brakes  and  a  number  of  new  features.  .\s  fast  as  these  cars  are 
put  in  service  the  old-style  cars  are  brought  in  and  rebuilt.  About 
20  new  cars  are  standing  in  the  yards  at  the  shops  receiving  their 
equipments. 

Many  of  the  old  cable  cars,  which  have  been  stored  in  the  cable 
power  houses,  are  being  brought  in  and  are  either  scraped  or 
worked  over.  The  grip  cars  are  being  used  for  waiting  stations 
along  interurban  lines. 

The  Pacific  Electric  Railway  Co.,  it  is  reported,  has  taken  formal 
action  to  increase  its  capital  stock  from  $10,000,000  to  $20,000,000, 
the  funds  thus  derived  to  be  used  in  making  extensions  to  the  road, 
some  of  which  are  already  under  way. 

The  company  recently  adopted  the  use  of  mileage  books,  issued  in 
books  of  500  miles  each  and  sold  for  $6.25,  or  at  the  rate  of  1% 
cents  per  mile.  The  tickets  are  good  over  all  divisions  of  the  road 
excepting  on  the  Mt.  Lowe  division  north  of  .A.ltadena.  The  rate 
is  of  great  benefit  to  persons  living  along  the  line  between  the  im- 
portant points,  but  is  no  cheaper  for  through  rides.  A  minimum 
fare  of  five  cents  is  collected. 

The  city  council  has  just  passed  an  ordinance  compelling  the  street 
railway  companies  to  sprinkle  their  tracks  and  the  street  for  two 
feet  on  either  side  of  the  outer  rails.  The  saving  to  the  city  is  es- 
timated to  be  about  $50,000  annually.  It  is  expected  that  the  maj'or 
will  sign  the  ordinance  in  a  few  days.  The  street  railway  companies. 
it  is  understood,  will  vigorously  contest   it. 

The  Griffith  Ave.  line  of  the  Los  Angeles  Railway  Co's.  system 
was  recently  opened  and  franchises  for  two  new  lines  are  soon  to 
be  offered  for  sale.     The  new  lines  will  be  several  miles  in  extent. 

The  first  installment  of  machinery  in  the  new  power  house  of  the 
Los  Angeles  Pacific  Ry.  has  just  been  started.  Two  sub-stations 
fed  from  this  station,  one  at  Playa  del  Rey  on  the  coast  and  one  in 
I>M  Angeles,  arc  also  in  operation. 

The  Whitlier  branch  of  the  Pacific  Electric  Ry.  was  opened  No- 
vcmlier  7th.  The  road  follows  the  Long  Beach  line  to  the  south- 
em  end  of  the  city  and  then  turns  east.  The  new  line  is  about  13 
mile*  long,  or  17  miles  from  I^js  Angeles.  A  new  sub-station  has 
been  erected  at  I^aguna  and  the  first  of  three  machines,  a  400-kw. 
Stanley  motor  generator  set,  is  in  operation. 

Contracts  for  the  brick  work  on  the  new  interurban  depot  of 
the  Pacific  Electric  Railway  Co  have  been  awarded  to  C.  I^onardt. 
Four  million  common  brick  and  600,000  pressed  brick  will  be  re- 
quired. TTie  contract  for  fireproofing  the  building  was  awarded  to 
the  same  contractor.  This  is  the  largest  brick-work  contract  in  the 
history  of  southern  California. 


During  the  past  season  the  New  Orleans  Railways  Co.  renewed 
its  rolling  stock  by  the  purchase  of  larger  and  better  cars  from  the 
St.  Louis  Car  Co.  At  first  the  new  cars  were  unpopular,  patrons 
averring  that  they  did  not  make  as  good  time  and  could  not  be 
stopped  as  promptly  as  the  old  cars ;  also  that  the  schedules  were 
not  maintained.  As  the  motormen  became  more  accustomed  to  the 
air  brake  and  other  improved  appliances,  however,  complaint 
ceased,  and  the  big  cars  are  running  satisfactorily  upon  all  the 
important  routes. 

This  fall  the  company  is  improving  its  tracks  in  the  Canal  St. 
district.  ."Vmong  others,  one-half  mile  of  double  track  each  in  St. 
Charles,  Bourbon  and  Baronne  Sts.  is  being  constructed  with 
lo-in.  groove  rails,  to  replace  9-iii.  girder  rails.  The  city  is  paving 
the.se  streets,  which  arc  narrow  and  are  used  almost  cxculsively 
for  theater  traffic,  with  asphalt,  instead  of  the  old  cobble-stone 
pavement.  The  new  rails  are  being  furnished  by  the  Lorain 
Steel  Co.  and  the  Pennsylvania  Steel  Co. 

.\fter  the  first  of  the  year  several  contemplated  extensions  will  be 
completed,  among  them  the  Napoleon  Vve.  line,  which  will  be  ex- 
tended one  nrile  toward  the  river,  thus  completing  one  side  of  the 
V-shaped  cross-town  line,  which  was  built  last  year  and  which  in- 
tersects the  principal  up-town  routes.  The  company  is  also  building 
a  new  power  house,  to  be  equipped  with  up-to-date  .ijencrating  and 
transmitting  apparatus. 

Recently  the  New  Orleans  Railways  Co.  agreed  tu  repair  all  the 
city  bridges  which  are  used  by  its  cars.  Consequently  the  company 
will  purchase  a  considerable  quantity  of  supplies  tliis  winter  for 
use  early  in   1904. 


Receiver  for  Springfield  &  Xenia  Traction  Co. 

October  2ytli  the  Springfield  &  Xenia  (O.)  Traolion  Co.  was 
placed  in  the  hands  of  a  receiver,  Mr.  F.  J.  (ireeii,  at  llie  instance 
of  William  L.  .Snyder,  a  creditor. 

April  IS,  1903,  when  the  present  nianagcnient  took  possession 
of  this  properly,  the  company  had  issued  $421,000  of  bonds;  Its  float- 
ing indebtedness  amounted  to  about  $()0,ooo;  it  had  $438  in  the 
treasury,  and  no  provision  bad  lieen  made  to  meet  the  $10,525  of 
interest  due  May  i,  1903.  Sevcnly-niue  of  the  bonds,  for  $1,000  each, 
had  not  lieen  sold,  but  the  same  had  been  pledged  as  collateral 
security  to  a  portion  of  the  floating  debt,  and  the  present  manage- 
ment was  in  hopes  that  they  could  make  such  a  showing  in  the 
way  of  earnings  for  the  propert)  that  these  79  bonds  might  be 
sold  for  a  price  sufficient  to  pay  the  floating  debt  and  leave  a  small 
margin  for  much-needed  repairs  upon  the  property;  but  purchasers 
for  these  bonds  could  not  be  found.  The  property  was  also  in  very 
bad  physical  condition  and  there  were  expensive  repairs  needed. 

The  road  has  been  carefully  and  economically  managed  during 
the  past  season,  but  notwithstanding  the  large  increased  earnings  it 
was  unable  to  accumulate  suflicient  money  to  pay  the  interest  on 
its  bonds  due  November  ist,  or  even  to  pay  back  the  money  bor- 
rowed for  paying  the  interest  due  May  r,  1903;  and  justice  to  its 
creditors  and  stockholders  seemed  to  require  that  il  be  placed  in 
the  hands  of  a  receiver  until  such  time  as  a  plan  can  be  matured 
for  the  reorganization  of  the  company  on  a  firm  financial  basis. 

The  Columbus  Railway  &  Lighting  Co.  on  Novcnd)er  4th  dis- 
tributed checks  to  its  employes  amounting  to  alxjut  $5,000,  it  being 
a  5  per  cent  dividenrl  on  t!ie  men*',  wnge^  fnr  the  fpinrler  just 
passed. 


During  a  severe  electrical  storm  November  iilli  IikIiIiiihk  sinuk 
the  wires  at  the  power  house  of  the  Rapid  Transit  In,  nf  Chatta- 
nooga, Tenn.,  causing  a  loss  of  about  $20,000  and  fatally  injuring 
the  engineer.      The  50-ft.  fly  wheel  burst. 


Work  has  begim  on  the  construction  of  a  power  house,  150x125 
fl..  for  the  Kokomo,  Marion  &  Western  Traction  Co,,  at  Kokonio. 
fnd.  The  plant  will  be  er|uippe(l  with  four  3f)0-h.  p.  boilers,  two 
rwo-h.  p.  engines,  directly  connected  with  two  350-kw.  <lyuamos;  two 
i.SO-kw,  rolaries  and  one  75-kw.  2,200-volt  a.  c.  generator.  The  old 
|K)wer  house  will  be  converted  into  a  car  barn  and  general  rci>air 
and  machine  shop. 


9-28 


STREET    RAILWAY    REVIEW. 


|V(,i.    Xlll.  N(i.  II. 


First   Convention    of   Southwestern    Electrical 
Association. 


The  first  conveiuion  of  the  Soiilhwesterii  Electrical  .Association 
was  held  October  gth  and  loth,  at  Delinar  Garden,  Oklahoma  City. 
The  first  session  was  called  to  order  at  9:30  a.  m.  by  the  president, 
C.  W.  Ford,  and  the  members  were  welcomed  to  the  city  by  Hon. 
C.  Porter  Johnson.  The  address  of  welcome  was  responded  to  by 
M.  W.  Hanks,  representing  the  Nernst  Lamp  Co.  President  Ford 
outlined  the  history  and  objects  of  the  Association,  and  was  fol- 
lowed by  reports  of  the  secretary,  G.  W.  Cooper,  and  the  treasurer, 
M.  G.  Fristoe.  I'pon  motion  of  T.  K.  Jackson,  of  Enid,  Okla.,  the 
.Association  was  made  a  permanent  organization ;  the  acts  of  the 
executive  committee  were  ratified,  and  several  applications  for 
membership  were  accepted. 

Friday  afternoon  session  was  called  to  order  by  the  vice- 
president,  J.  W.  Wilson,  of  Oklahoma  City.  The  constitution  of 
the  Ohio  Electric  Light  Association  was  adopted  by  the  Associa- 
tion, with  minor  changes,  upon  the  recommendation  of  the  execu- 
tive commitlee.  It  was  voted  that  the  officers  and  committees 
chosen  at  this  meeting  serve  only  until  the  next  annual  meeting. 
John  \V.  Shartel,  secretary  of  the  Metropolitan  Railway  Co.  and 
president  of  the  Oklahoma  Traction  Co.,  read  a  paper  on  "The 
Possibilities  of  the  Electric  Railway  in  Oklahoma  and  Indian 
Territories."     Following   is   an   abstract   of   Mr.    Shartel's    paper: 

The  subject  may  be  rudely  divided  into  three  branches,  namely: 
First,  the  possibilities  of  street  railways  standing  alone;  second, 
the  street  railway  as  a  part  of  an  interurban  system,  and  third, 
affinity  between  street  railways  and  lighting  plants.  The  street 
railway  by  itself  presents  the  most  difficult  and  doubtful  problem 
with  respect  to  a  small-sized  city,  as  the  maintenance  of  a  power 
house  and  paying  salaries  for  a  small  system  becomes  a  destructive 
factor  in  the  expense  account,  and  greater  care  and  caution  must  be 
exercised  in  looking  a  situation  in  the  face  under  these  circum- 
stances than  any  other.  The  diflference  in  the  cost  of  maintenance 
of  a  power  house  for  15  miles  of  railway  and  for  4  miles  is 
measured  chiefly  by  the  fuel  bill.  The  difference  between  the  cost 
of  power  house  mainlenance  for  a  small  system  of  electric  railway 
by  itself  and  such  a  system  in  combination  with  an  electric  light- 
ing plant  is  measured  in  the  cost  of  installation  of  separate  units 
for  generating  power  and  the  additional  fuel  consumed,  yet,  not- 
withstanding these  factors,  the  successful  operation  of  an  electric 
street  railway  system  in  cities  of  from  six  to  twelve  thousand 
people  is  by  no  means  an  impossibility.  There  are  more  than  150 
such  street  railway  plants  in  the  United  States  and  their  success 
is  by  no  means  measured  by  the  size  of  the  town,  and  their  vicis- 
situdes under  recent  developments  of  modern  methods  are  in  the 
main  not  below  the  average  maintained  in  cities  of  from  twenty- 
five  to  fifty  thousand  people,  which  has  clearly  demonstrated  in 
practice  that  while  the  size  of  the  city  or  town  is  a  factor  greatly 
in  favor  of  a  proposition  it  is  by  no  means  controlling. 

Electric  railway  enterprise  in  the  small  cities  was  largely  dis- 
couraged by  the  unfortunate  experience  of  is  years  ago,  at  a  time 
when  electric  railway  construction  was  a  fury  almost  amounting  to 
insanity  under  crude  methods  of  construction  and  insane  routings 
of  lines.  Horse-car  tracks  were  thought  to  be  good  enough  for 
electric  railways  and  imaginary  populations  were  converted  into 
actual  patrons  in  the  mind  of  the  promoter,  and.  if  in  spite  of  all 
these  conditions  the  gross  earnings  were  sufficient  to  have  reason- 
ably supported  a  line  they  were  completely  exhausted  and  deficits 
created  by  the  necessity  of  keeping  very  poor  roadway  and  equip- 
ment in  repair;  scarcely  without  exception  in  the  smaller  cities 
and  very  few  exceptions  in  the  medium  size  cities  bankruptcy,  fore- 
closure and  reorganization  or  complete  abandonment  was  the  price 
paid  "the  fiddler,"  out  of  which  resulted  the  philosophy  that  it 
requires  an  urban  population  away  up  in  the  tens  of  thousands  to 
furnish  an  adequate  patronage  for  any  kind  of  a  street  railway 
system.  Of  course,  no  one  will  question  the  fact  that  it  takes  a 
fixed  amount  of  population  to  contribute  the  necessary  nickels  to 
keep  up  a  line  of  street  railway,  but  a  few  people  who  will  pay 
their  nickels  often  are  just  as  good  as  more  people  who  do  not 
pay  so  often,  and  the  question  resolves  itself  finally  to  a  careful 
study  of  traffic  conditions  in  each  locality,  and  no  infallible  rule 
can  be  laid  down  to  govern  every  case.  As  a  general  proposition, 
if  from  ten  to  fifteen  hundred  people  can  be  located  in  a  bunch,  so 


to  speak,  a  mile  beyond  the  business  center  of  the  city  or  town 
the  routing  of  a  line  to  that  portion  of  the  community  can  be  made 
with  safety,  and  for  the  location  of  lines  with  respect  to  every  day 
traffic  some  such  rule  as  this  may  be  regarded.  Very  often  in 
rapidly  growing  towns  one  or  two  street  car  lines  may  be  made  a 
very  safe  factor  in  anticipation  of  controlling  the  future  settlement 
of  the  inhabitants  and  the  street  railway  thus  creates  its  own  pat- 
ronage. This  is,  of  course,  to  be  pursued  to  a  very  limited  extent 
and  with  extreme  caution,  and  regard  nnist  always  be  had  whether 
the  proposed  extension  of  the  community  is  one  which  might  be 
abandoned  if  the  growth  of  the  town  should  be  checked  or  re- 
versed. 

There  are  many  towns  in  Oklahoma  and  Indian  Territories  that 
will  meet  these  conditions  and  they  present  an  inviting  field  for 
the  construction  of  small  systems  of  street  railways.  There  is  very 
little  opportunity  to  secure  the  enlistment  of  outside  capital  for 
these  smaller  enterprises,  even  if  their  success  is  fully  demon- 
strated, because  the  eastern  investor  is  impregnated  with  the  preju- 
dices outlined,  and  because  there  is  little  economy  in  the  ownership 
and  operation  of  a  small  plant  at  so  great  a  distance.  The  initial 
development  of  all  these  enterprises,  both  large  and  small,  will  de- 
pend largely,  if  not  wholly,  upon  local  capital. 

There  are  now  but  two  systems  in  the  two  territories,  one  in 
each.  The  results  obtained  in  these  cases  arc  calculated  to  inspire 
confidence  in  development  in  other  communilies,  although  it  must 
be  admitted  that  the  two  most  inviting  opportunities  have  been 
taken  advantage  of  in  these  instances ;  but  it  is  a  fact  that  careful, 
conservative  judgment  based  upon  the  experience  of  other  com- 
munities, and  the  experience  of  the  country  generally,  would  seem 
to  point  to  many  more  equally  inviting  on  a  smaller  or  a  greater 
scale.  The  past  e.xperience,  however,  has  a  retarding  effect  upon 
the  local  investor,  and  even  though  the  opportunity  could  be  dem- 
onstrated to  be  a  better  one  than  the  best  paying  institution  in  the 
town  it  is  not  generally  regarded  as  such  and  the  difficulty  of 
securing  capital  either  locally  or  from  abroad  is  almost  insur- 
mountable. Notwithstanding  these  obstacles,  however,  the  day  is 
approaching,  and  more  rapidly  than  we  think,  when  a  well-planned 
and  well-executed  electric  railway  enterprise  in  Oklahoma  will  be 
regarded  as  better  than  almost  any  other  form  of  investment. 

The  combination  of  street  railway  and  electric  lighting  interests 
in  the  same  town  multiply  the  chances  of  success  of  both  enter- 
prises. It  divides  the  power  house  expense  in  two,  it  affords  an 
opportunity  which  could  not  otherwise  be  sustained  by  selling  com- 
mercial electricity  24  hours  in  the  daj',  while  now  the  lighting  plant 
"wakes  up  and  goes  to  bed  with  the  owl";  and  the  operating  re- 
sults of  lighting  plants  and  street  railways  in  combination  in  the 
smaller  cities  of  the  country  show  in  the  great  majority  of  cases 
that  the  larger  portion  of  the  revenue  and  clean  profit  results  from 
the  operation  of  the  electric  railway.  Given  a  town  tw'o  miles  in  its 
longest  dimension,  with  a  park  or  pleasure  resort  at  a  sufficient 
distance  to  compel  the  use  of  street  cars  in  going  to  and  from  the 
park,  and  you  have  an  assured  success  for  a  railway  and  lighting 
plant,  and  the  street  railway  will  be  the  better  of  the  two. 

There  is  no  economy  in  any  plant  that  is  worth  installing  until 
it  is  installed  properly.  The  success  of  the  enterprise  depends  on 
not  what  it  costs,  but  on  what  it  costs  to  operate.  One  mile  of 
track  constructed  of  40  or  so-lb.  rails  will  require  more  care  and 
attention  than  five  miles  constructed  of  6s-lb.  rails,  and  this  is 
given  merely  as  an  illustration  of  the  burden  of  maintenance  be- 
tween a  poor  and  good  construction.  The  rule  holds  good  through- 
out. 

The  interurban  railway  in  connection  with  the  street  railway 
forms  mutual  support  for  both.  Many  a  street  railway  system  in 
the  country  dragging  a  miserable  existence  has  been  saved  by  inter- 
urban connections  and  many  a  town  or  village  which  would  be 
wholly  inadequate  to  support  a  street  railway  system  has  enjoyed 
the  benefit  of  these  facilities  by  means  of  interurban  railways  pass- 
ing through  them,  with  branch  lines  leading  to  the  most  populated 
parts  of  such  towns,  which  performs  the  functions  of  both  street 
and  interurban  railways.  Many  such  a  combination  will  in  the 
future  be  effected  in  these  territories.  Town  development  is  just 
now  in  process  and  the  time  is  surely  coming  when  eastern  and 
central  Oklahoma  and  the  Indian  Territory  will  be  served  with 
adequate  electric   railway   facilities    so   common   in   older   communi- 


Nov.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


92y 


ties,  and  which  add  more  to  the  enjoyment   and  comtoit   of  the 
community  than  any  other  industrial  factor  known  in  modern  life. 
The  convention  was  called  to  order  Saturday  morning  Iiy  Chair- 
man Wilson. 

T.  K.  Jackson  presented  a  paper  on  "Benefits  Derived  from 
Heating  from  the  Central  Station  Electric  Lighting  Plant."  Mr. 
Jackson  is  manager  of  the  Enid  Electric  &  Gas  Co.,  and  his  paper 
was  substantially  a  discussion  of  certain  methods  of  central  station 
heating  and  their  pitfalls. 

T.  E.  Bissell,  of  the  Wagoner  Electric  Co.,  read  a  paper  on 
"Single  Phase  a.  c.  Motors  as  a  Means  of  Increasing  Central  Sta- 
tion Earnings,"  after  which  adjournment  was  taken  until  2:30  p.m. 
Saturday  afternoon  session  was  opened  by  a  pai)cr  on  "Central 
Station  Accounting,"  by  U.  S.  Hart,  secretary  and  treasurer  of  the 
Shawnee  Light  &  Power  Co.,  of  Shawnee,  Okla.  This  paper  was 
read  by  J.  L.  Sale,  Mr.  Hart  being  absent.  Following  are  excerpts 
from  Mr.  Hart's  paper: 

Accounting,  with  the  central  station  man,  begins  with  tlie  fuel 
pile,  and,  I  might  say,  never  ends,  for  ilicre  are  many  little  details 
about  a  plant  that  we  do  not  keep,  which  we  often  afterwards  wish 
we  had  kept.  We  will  begin  with  the  source  of  power— the  boiler 
room.  In  order  to  keep  the  proper  check  on  the  expense  of  oper- 
ating, it  is  necessary  to  weigh  every  pound  of  fuel  that  goes  into 
the  furnaces.  By  doing  this,  an  exact  check  can  be  had  as  to  what 
it  costs  per  kilowatt  hour  for  fuel,  and  also  how  many  pounds  of 
fuel  it  requires  to  generate  a  kilowatt  of  current  per  hour.  The 
fireman  is  furnished  with  a  daily  report  sheet,  and  this  report  is 
filled  in  by  him  and  turned  in  to  the  office,  which  gives  the  number 
of  pounds  of  fuel  consumed  during  his  shift,  and  also  the  minimum 
and  maximum  pressure  carried  on  the  boilers.  By  this  report, 
firemen  soon  learn  who  is  doing  the  load  with  the  most  economy 
and  each  tries  to  keep  the  coal  consumption  per  kilowatt  output 
lower  than  the  other,  and  by  this  means  you  get  the  most  econom- 
ical firing  possible.  They  fire  to  make  steam  and  not  to  burn  coal. 
The  engineer  keeps  a  record  of  the  voltage  and  amperes,  notmg 
it  on  his  report  sheet  every  15  minutes  during  the  day.  This  proves 
a  very  interesting  and  valuable  card.  It  gives  you  a  comparison  of 
the  day's  load  with  the  previous  day,  with  the  same  day  last  week, 
last  month  and  last  year.  He  also  gives  the  reading  of  the  panel 
meters  showing  the  kilowatt  output  for  the  day.  This,  with  the 
fireman's  report,  will  give  you  the  data  to  figure  the  cost  per  kilo- 
watt for  generation.  This  report  also  covers  ihe  amount  of  oils 
and  waste  used,  repairs,  etc. 

For  keeping  up  with  the  line,  poles  and  transformers,  I  keep  a 
map  and  in  addition  to  this  what  I  term  "pole  cards."  Beginnmg 
with  the  first  pole  out  of  the  power  house,  a  card  is  issued  with  a 
pole  and  the  number  of  cross  arms  drawn  on  it.  This  pole  is  num- 
l,ered  and  the  number  of  the  pole  is  on  the  card,  also  the  street, 
and  the  number  of  the  street.  The  arms  are  lettered  and  the  pms 
are  numbered.  This  is  the  first  card  in  my  file,  and  covers  the  line 
With  full  data  until  it  makes  a  change.  When  a  change  is  made,  a 
new  card  is  issued  covering  the  change  from  that  point  to  the  next 
change  in  the  line.  A  card  is  issue.l  for  each  junction  pole  and 
each  transformer  pole,  in  a  similar  manner. 

Transformers,  when  purchased,  have  cards  issued  for  them,  with 
full  data,  giving  the  make,  number,  size,  voltage,  when  bought, 
when  installed,  voltage  connected  for,  location,  etc. 

A  vote  of  thanks  was  tendered  the  authors  of  the  papers  read 
at  the  convention,  after  which  officers  were  elected  as  follows: 
President,   J.    W.    Shartel,   Oklahoma    City. 
First  Vice-President,  J.  W.   McLendon,   Fayetlev.lle,  Ark. 
Second  Vice-President,  L.   1'.  Duggan,  Wichita,  Kans. 
Third  Vice-President,  Samuel  A.  Hobson,  Dallas,   Texas. 
Secretary-Treasurer,  J.   L.   Ellis,   Oklahoma  City. 
Executive   Committee:      T.    K.    Jackson     Enid,    Okla        \V,    K. 
Berry.   Ardmore,   I.   T. ;     S.    P.    Render,   Oklahoma   C.ty ;    W.    E, 
Robertson,  Oklahoma  City. 

A  motion  to  incorporate  the  Southwestern  Electrical  Association 
was  tabled  indefinitely. 

An  invitation  was  received  and  accepted  to  meet  in  Dallas,  Tex., 
next  spring,  cither  in  April  or  May. 

After  installation  of  officers  the  convention  adjourned. 
The  new  Asiociation  has  46  active  memben. 


Electric    Railways  and    Electrical   Congress  at 
World's  Fair. 


Plans  arc  being  made  wOiich  contemplate  a  very  prominent  recog- 
nition of  the  electric  railway  and  electric  railway  problems  at  the 
St.  Louis  Exposition.  The  appointment  of  an  advisory  commission 
on  electric  railway  tests  of  the  Louisiana  Purchase  Exposition  has 
just  been  announced.  The  commission  is  thoroughly  representative 
of  each  branch  of  electric  railway  activity  and  its  personnel  is  as 
follows : 

Mr.  J.  G.  While,  president  J.  C.  White  &  Co.,  New  York  City, 
chairman;  Mr.  H.  II.  Vreeland.  president  New  York  City  Street  Ry., 
New  York  City;  Mr.  W.  J.  Wilgus,  vice-president  New  York  Cen- 
tral &  Hudson  River  R.  R..  New  York  City;  Mr,  George  McCul- 
loch,  president  Union  Traction  Company  of  Indiana,  Indianapolis, 
Ind,';  Mr.  J.  G.  McGraw,  president  McGraw  Publishing  Co.,  New 
York  City. 

The  commission  will  act  in  an  advisory  capacity  in  connection 
with  a  series  of  tests  on  electric  railway  apparatus  to  be  conducted 
at  the  Exposition  under  the  auspices  of  the  Department  of  Elec- 
tricity. 

From  Mr.  W.  E.  Goldsborough,  chief  uf  the  Department  of  Elec- 
tricity, we  learn  that  the  electric  railway  test  tracks  have  been  laid 
north  of  the  Transportation  Building  on  the  Exposition  grounds, 
and  represent  a  practically  level,  clear  double  track,  1,400  ft.  in 
length.  These  tracks  will  connect  with  the  Intramural  Ry.  and  also 
tlie  steam  railway  system  serving  the  grounds.  It  is  said  that  sev- 
eral important  manufacturers  have  already  promised  complete 
equipments  for  exhibition  and  test,  and  the  present  outlook  indicates 
that  all  of  the  new  systems  of  alternating  current  propulsion,  as 
well  as  the  old  direct  current  system,  will  he  offered  for  inspection 
and  operation. 

It  is  not  so  much  the  intention  to  conduct  these  tests  in  a  com- 
petitive sense  as  it  is  to  arrange  for  the  accumulation  of  data  which 
will  be  valuable  in  promoting  further  electric  railway  undertakings 
from  an  engineering  standpoint.  A  very  complete  equipment  of  test- 
ing apparatus  will  be  provided,  and  all  of  the  work  will  be  done  in  a 
thoroughly  scientific  manner. 

The  program  of  the  International  Electrical  Congress,  which  was 
outlined  in  the  "Review"  for  August,  Has  been  further  worked  out 
and  the  following  appointments  have  been  made  by  Prof.  Ehhu 
Thomson  president  of  the  organization  committee,  for  the  officers 
of  the  various  sections :  General  Theory-Section  A,  Mathematical 
and  Experimental,  Prof.  E.  L.  Nichols,  Cornell  University,  chair- 
man; Prof.  H.  T.  Barnes,  McGill  University,  secretary.  Applica- 
tions—Section B,  General  Applications,  Dr.  C.  B.  Steinmets,  Schen- 
ectady, N.  Y.,  chairman;  Prof.  Samuel  Sheldon,  Polytechnic  Insti- 
tute, Brooklyn,  secretary.  Section  C,  Electro-Chemistry,  Prof.  H.  S. 
Carhart,  University  of  Michigan,  chairman;  Mr.  Carl  Hering,  Phil- 
adelphia, secretary-  Section  D,  Electric  Power  Transmission,  Mr. 
Charles  F.  Scott,  Pittsburg,  chairman;  Dr.  Lonis  Bell,  Boston  sec- 
retary Section  E,  Electric  Light  and  Distribution,  Mr.  J.  W.  Licb, 
jr,  New  York,  chairman;  Mr.  Gano  S.  Dunn.  Ampere,  N.  J.,  sec- 
retary. Section  F,  Electric  Transportation,  Dr.  Louis  Duncan, 
Massachusetts  Institute  of  Technology,  chairman;  Mr.  A.  H.  Arm- 
strong Schenectady,  secretary.  Section  G,  Electric  Communication, 
Mr  F  W.  Jones,  New  York,  chairman;  Mr.  B.  Gherardi,  jr.,  New 
York  secretary.  .Section  H,  Electro-Therapeutics,  Dr.  J.  W.  Mor- 
ton  New  York,  chairman ;  Mr.  W.  J.  Jenks,  New  York,  secretary. 
With  one  exception  these  gentlemen,  who  are  well-known  special- 
ists have  accepted  these  appoinlmeiils.  The  gentleman  who  has  not 
accepted  has  been  in  Europe,  but  it  is  ihouglit  tliat  he  will  accept 
upon  his  return  home.  . 

The  papers  that  are  to  be  read  at  the  congress  will  be  eontnb- 
uted  upon  invitation  by  well-known  authors;  afterward  ihey  will  be 
published  in  book  form.  Over  O.ooo  circular  letters  .)f  invitation  to 
join  this  congress  will  he  sent  out.  Members  will  be  entitled  to  par- 
ticipate in  the  various  functions  at  St.  Louis  and  will  receive  also 
a  copy  of  the  Transactions.  It  is  exi>ecle<l  Hut  many  will  join  who 
c-mnot  attend  the  sessions  merely  to  make  snre  of  receiving  the 
Trans.iclions.  Already  about  ,150  American  electricians  have  joined 
in  response  to  circulars,  and  but  a  small  part  of  the  circular  catalog 
hffs  been  covered.  Communications  concerning  the  congress  should 
be  addressed  to  Dr    A    E.  Kennrlly,  rambrldgc,  Mass. 


930 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  ii. 


A  New  Block  Signal  System. 

The  Eureka  Automatic  Electric  Signal  Co.,  of  Laiisforil.  Pa.,  has 
developed  a  new  block  signal  system  for  single  track  electric  roads, 
which  we  illustrate  herewith,  and  the  principal  claims  for  which  are 
the  following:  Any  number  of  cars  can  follow  each  other  into  a 
block;  the  first  car  in  sets  the  signals  to  danger;  the  last  car  out 
sets  the  signals  to  safety ;  cars  in  a  block  can  leave  it  at  cither 
end  without  deranging  the  signals;  cars  trying  to  take  a  block  at 


-<5r- 


-vy- 


DIAGRAM  OF  CIRCUITS-EUREKA  BLOCK  SIGNAL. 

opposite  ends  cannot  set  tlie  signals;  signals  are  so  placed  lliat  the 
motomian  always  has  one  ahead  of  him  when  setting  the  system 
to  danger  or  safety;  the  conductor  is  relieved  from  giving  attention 
to  signals,  thereby  allowing  him  to  attend  to  his  other  duties;  sig- 
nals show  the  direction  a  car  is  moving  in  a  block  and  can  be  read 
by  day  as  well  as  by  night ;  burnt-out  lampS  do  not  make  the  sys- 
tem inoperative;  there  are  no  operaliiig  magnets  in  series;  there 
are  no  operating  magnets  or  mechanism  in  circuit  with  the  over- 
head wiring,  hence  freedom  from  the  effects  of  lightning ;  the  mag- 
nets are  wound  for  certain  operation  even  with  65  per  cent  drop  in 
voltage;  the  contact  makers  are  certain  of  action  with  the  least 
sparking,  avoid  generation  of  electro-motive  forces  in  the  magnet 
coils,  and  although  hut  12  in.  long  will  operate  at  a  speed  of  60 
miles  per  hour. 

The  signals  consist  of  incandescent  lamps  contained  in  improved 
lanterns,  and  instead  of  thick  lenses  a  deflecting  screen  and  thin 
plate  glass,  colored  green  or  red,  are  used.  To  prevent  burnt-out 
lamps  from  throwing  the  system  out  of  service,  a  resistance  is 
shunted  aroimd  each  lamp,  except  one  in  each  red  lantern ;  that 
lamp  should  be  replaced  when  it  has  been  in  service  about  half  of 
its  life.  The  life  of  lamps  with  resistance  in  shunt  is  greatly  length- 
ened, owing  to  the  slight  reductions  in  voltage,  which  does  not  ap- 
preciably affect  the  incandescence  of  the  lamps.  The  system  is  au- 
tomatic    in   that   the   signals   arc    actuated   by   means   of   a   contact 


OVERHEAD  CONTACT  MAKER. 

maker  overhead.  This  contact  device  consists  of  a  double  row  of 
steel  fingers  somewhat  in  the  form  of  a  comb,  mounted  on  a  wooden 
insulator  against  which  the  trolley  wheel  presses  as  it  passes  un- 
derneath. One  side  of  the  device  is  connected  with  the  feed  wire 
and  the  other  with  the  signal  wire.  When  the  trolley  wheel  en- 
gages the  contact  maker  it  energizes  a  controller. 

Normally  the  signal  circuit  of  an  empty  block  is  grounded  at  both 


ends.  It  includes  a  series  of  green  lamps  distributed  along  the 
block  and  red  lainps  at  the  extreme  ends  of  the  block.  A  feed  wire 
comes  into  the  circuit  at  each  end  between  the  red  lamp  and  the 
first  green  lamp,  and  these  feed  wire  connections  are  normally  open. 
The  signal  circuit  being  normally  dead,  no  accidental  grounding 
through  bad  insulation,  falling  wires,  etc.,  can  cause  false  signals. 
In  case  of  any  such  accidental  grounding  the  system  will  still  work 
on  the  entrance  of  a  car  into  the  block  affected,  but  the  dulling  of 
the  lamps  will  show  the  existence  of  trouble  and  enable  the  repair 
gang  to  locate  it.     If  a  red  lamp  that  has  no  resist- 

ance  in  shunt  burns  out  it  disables  the  system  for  cars 

entering  at  the  other  end  of  the  block.  If  both  red 
lamps  burn  out  it  disables  the  system  until  they  are 
replaced. 

Upon  entering  a  block  a  frog  of  special  construc- 
tion causes  the  trolley  wheel  to  take  the  right  hand 
branch  of  the  trolley  wire  and  engage  the  contact 
device  thereon.  This  operates  the  circuit  controller 
at  that  end  of  the  block,  cutting  out  the  ground 
and  cutting  in  the  feed  connection.  This  causes  all 
the  green  lamps  to  glow  and  also  the  red  light  at 
the  far  end  of  the  block.  The  green  lights  indicate 
that  the  block  ahead  is  clear  and  the  far  red  light 
indicates  to  the  motomian  of  a  car  approaching  the 
other  end  uf  the  block  that  the  block  is  occupied  by  a  car  coming 
toward  him.  If  another  car  follow  the  first  the  glowing  green  light 
and  the  absence  of  any  red  light  at  his  end  shows  the  motorman 
that  a  car  is  ahead  of  him  going  in  the  same  direction,  and  if  his 
instructions  are  to  follow  thai  car  lie  enters  the  block  under  control. 


CONTROLLER. 

This  does  not  change  the  signals,  but  moves  the  circuit  controller  a 
notch  further.  When  the  first  car  goes  out  of  the  block  it  sets  back 
the  controller  at  the  other  end  one  notch,  provided  there  are  one 
or  more  cars  following  in  the  same  block;  if  that  is  the  only  car  in 
the  block,  it  cuts  out  all  the  lamps. 

If  a  motorman  overruns  a  danger  signal  and  enters  a  block  while 
a  car  in  it  is  running  in  the  opposite  direction,  it  cuts  out  both 
grounds  and  extinguishes  all  the  lamps.  This  notifies  the  motorman 
in  the  block  that  a  car  has  entered  from  the  other  end,  or  that  the 
system  is  out  of  order  and  he  must  stop  or  feel  his  way  out.  If  a 
car  enters  a  block  wrongly  for  any  reason,  backing  out  will  reset 
the  system.  When  traffic  is  heavy  any  number  of  cars  going  in 
the  same  direction  may  occupy  the  block  at  the  same  time.  If  any 
part  of  the  system  is  thrown  out  of  service  every  motorman  within 
the  district  affected  is  notified  by   the  lamps  going  out. 

Where  the  cost  of  extra  wiring  is  not  prohibitive,  the  green  lamps 
may  be  connected  in  multiple,  and  when  the  number  of  green  lamps 
in  any  one  block  exceeds  the  voltage  capacity  of  the  signal  current 
the  multiple  system  must  be  used.  Semaphores  may  be  used  in  ad- 
dition to  the  lamps ;  the  current,  not  being  dependent  upon  lamps  for 
continuity,  first  sets  the  far  signal  before  it  can  operate  the  near 
signal,  thus  securing  the  certainty  that  both  ends  of  the  block  are 
guarded  before  a  car  enters  it  and  eliminating  all  possibility  of  ac- 
cident through  failure  of  the  far  signal  to  work.  The  controller 
is  retained  in  the  system  employing  semaphores. 

The  Eureka  system  has  been  in  use  for  more  than  a  year  on  the 
1  aniaqua  &  Lansford  Street  Railway  Co's.  system  at  Lansford,  Pa., 
with  such  satisfactory  results  that  all  the  blocks  of  the  road,  about 
20  in  number,  have  been  protected  with  it. 
•-•-• 

One  man  was  killed  in  a  collision  on  the  Cincinnati,  Dayton  & 
Toledo  Traction  Co's.   line  November  isth. 


N'liv.  20.  1903.1 


STREET  RAILWAY  REVIEW. 


931 


New  Open  Cars  for  Rutland  Street  Railway  Co. 

The  accompanying  illustration  shows  one  of  eight  new  open  cars 
built  bv  the  Laconia  Car  Co.  and  recently  delivered  to  the  Rutland 
Street 'Railway  Co.,  of  Rutland,  Vt.  The  car  bodies  are  44  ft- 
long  over  all,  9  ft.  3;-<  in.  wide  over  the  lower  runnnig  boards  and 
12  ft.,  S'/i  in.  high  when  mounted  on  trucks.  The  roofs  are  of 
steam-cartype,  with  full-length  monitors  extending  over  the  dash- 

^Each  car   is  equipped   with   double  steps   running   the   full   length 


KIFTKKN   liliNCH  C.^R.     L.\CnXI.\  LAK  C". 

of  the  car,  the  lower  step  being  arranged  to  fold,  and  each  ha>  drop 
life  guards  and  safety  chains.  The  grab  handles  are  of' ash  fitted 
10  bronze  sockets  and  extending  from  the  eaves  to  the  ends  of  the 
seats,  all  trimmings  being  of  solid  bronze,  highly  polished.  The 
general  finish  of  the  cars  is  of  white  ash,  the  ceilings  being  of  white 
birch  and  the  seats  of  paneled  white  maple.  'Hiere  are  15  seats  in 
each  car,  11  being  reversible  and  4  having  stationary  backs.  Ihe 
curtains  of  waterproof  duck   extend  to  the  floor. 

These  cars  are  also  equipped  with  Providence  fenders.  Sterling 
registers  operated  by  rods,  De  Witt  sand  boxes,  Wheeler  headlights 
placed  on  the  ends  of  the  roof,  Christensen  air  brakes  and  Westing- 
house  motors.  The  trucks  are  the  Laconia  high- 
speed trucks,  with  S-ft.  wheel  base,  and  with  patented 
swing  bolsters  and  Laconia  33-i"-  donbk-plate 
wheels. 


the  Union  Railway  Co.,  of  New  York  City ;  two  to  the  Cleveland 
Electric  Railway  Co.;  one  each  to  Albany,  N.  Y.,  Camden,  N.  J., 
Girardville,  Pa.,  and  Youngstown,  O. ;  two  to  the  Levis  County  Rail- 
way Co.,  Levis,  Can.,  and  one  to  the  Ottawa  Electric  Railway  Co. 
Vmong  other  recent  orders  for  sweepers  received  by  the  McGuire 
company  are  the  following:  Montreal  Street  Railway  Co.,  three; 
Public  Service  Corporation  of  New  Jersey,  six;  Lake  Shore  Electric 
Railway  Co.,  of  Cleveland,  two.  The  company  has  also  received 
many  orders  for  its  well-known  trucks,  including  recent  shipments 
of  100  trucks  to  the  Pittsburg  Railways  Co.,  15  trucks  to  the  Met- 
ropolitan Railway  Co.,  of  Oklahoma  City,  and  two 
carloads  to  the  Madison  (Wis.)  Traction  Co. 

In  addition  to  the  demands  for  its  regular  product 
I  Ik-   McGuire  Co.  is   frequently  in  receipt  of  orders 
lor  special  apparatus,    .\mong  the  most  recent  of  this 
character  is  an   order   for  a   combined    sweeper  and 
sprinkler   car   for  service   in   Wellington,   New   Zea- 
land. t|.ie  order  coming  through  Macartney,  McElroy 
&  Co.    Outwardly  the  combined  sweeper  and  sprink- 
ler   resembles   the   regular    veslibuled   snow   sweeper 
hnilt    by   the   company.     The    sides    of    the   car   are 
formed  hy  two  steel  tanks,  28  in.  wide,  iOi-3  ft.  long, 
and  6  2-3  ft.  high,  the  tanks  extending  from  the  floor 
I.,  the  roof.     These  tanks  will  contain  the  water  and 
I...1I1  will  hold  approximately  J,50O  gallons,-or  more 
linn   10  tons.     The  sprinkling  will  be  done  by  grav- 
My  and  will  be  regulated,  of  course,  by  the  amount  of 
water   in  the  tanks.     Special   sprinkler  heads  of  the 
McGuire    patent    will    be    employed,    there    being    a 
sprinkler  at  each  end  of  the  car,  under  the  center  of 
llK-  plaltonii.    The  sprinklers  may  be  used  separately  or  together,  and 
as  it  is  desired  to  sprinkle  only  in  the  region  of  the  track  they  will 
be  placed  so  that  only  about  half  the  street  will  be  covered,  includ- 
ing: the  car  tracks. 

The  sweeper  brooms  will  be  similar  to  the  regular  McGuire 
brooms,  only  smaller,  and  they  will  be  controlled  by  the  same  gen- 
eral arrangement  as  those  on  a  regular  sweeper.  Good  stiff  brooms 
set  at  an  angle  of  45°  will  be  used  and  each  broom  may  be  operated 
independently,  or  both  together.  There  will  he  a  steel  roof  with 
ventilators,  and  a  framework  on  the  outside  of  the  tanks  will  cou- 
Ip.in  windows,  so  that  the  car  will  have  the  appearance  of  an  ordinary 


Tunnel  System  in  Chicago. 


The    Illinois    Tunnel    Co.    was    incorporated    last 
month  with  a  capital  of  $30,000,000  to  take  over  all 
the   property,    franchises,   etc.,   of   the   Illinois    Icle- 
phnnc  &  Telegraph  Co.,  of  Chicago,  and  in  addition 
to  expend  about  $io.ooo.oco  more   in   perfecting   the 
system   for  underground  transportation  of  merchan- 
dise   in   Chicago,   as   outlined    in    the    "Review"    for 
September,    1903.      The    incorporators   of    the    new 
company  are  Charles  C.  Wheeler,  Henry  A.  Wilkcning  and  Thomas 
A.   Moran,   jr.     The   incorporation   fee  amounted   to   $30,045.     The 
same   interests   arc   behind   the   new    company   as   tin-   old   and    the 
officials  will  remain  the  same. 


YARll 


nil-;  McCt'IRE  MANIIl'ACTORINi;  C(l. 


McCiuire  Sweepers  and  Sprinklers. 

That  the  McGuire  Manufacturing  Co.,  of  Chicago,  is  experiencing 
a  busy  season  is  evidenced  by  the  accompanying  view  of  a  portion 
of  its  North  Sangamon  St.  yard.  Iherc,  it  will  be  noted,  arc  sev- 
eral of  the  sn'jw  sweepers  for  which  the  company  is  so  favorably 
known  in  pr<K:ess  of  manufacture  and  equipment,  and  these  are  but 
a  small  part  of  the  sum  total  cither  rcccnily  finished  and  shipped, 
or  waiting  to  Ik  built.  On'  October  20th  last  the  company  shipped 
12  completed  sweepers  in  one  train,  the  sweepers  being  loaded  on 
flat  freight  cars,  making  an  interesting  spectacle.  I  he  destinations 
of  the  sweepers   shipped  on   that  date   were  as   follows:     Three  to 


street  car.  Inside  there  will  be  a  passageway  between  llic  water 
tanks.  The  car  will  be  mounted  on  Ihe  McCiuire  four-wheel  loco- 
motive type  truck.  It  is  anticipated  that  not  only  will  the  car  be 
used  to  clean  the  tracks  of  sand,  which  abounds  in  New  Zealand, 
and  to  sprinkle  ihcm,  but  because  of  its  weight  it  can  be  used  as  an 
electric  locomotive. 

Another  piece  of  .special  work  which  the  McCJuire  company  has 
111  hand  is  an  electric  locomotive  for  the  Chicago,  Harvard  &  Ge- 
neva Lake  Railway  Co.,  of  Walworlh,  Wis.  Phis  is  to  Iw  36  ft.  x  8 
ft.  6  in.,  all  steel,  of  a  special  design.  It  will  be  muunled  on  Mc- 
Guire No.  35  steel  trucks  and  will  be  ctiuipped  with  four  electric 
motors  and  with  steam-road  couplers  and  fillings.  The  trucks 
weigh  over  11,000  lb.  each.  TTic  locomcilivc  building  for  the  Geneva 
Uke  road  is  to  Ix-  used  in  transferring  freight  cars  between  the 
Chicago  &   Northwestern  and  the   Chicago,   Milwaukee  &   St.    Paul 

rnads,  «  '* 

Ihe    h'orl    Wayne   &    Southwestern     Praction    Co.    carried    55.309 
passengers  in  OcloK-r,  an  increase  of  10,526  over  Oclnher,  igo2. 


932 


STREET    RAILWAY    REVIEW. 


[Vol.  XIIl.  No.  ii. 


Suspension  liridKc  Built  in  Five  Days. 

Herewith  is  illustrated  a  suspension  fool  bridge  built  by  the  John 
\.  Rocliling's  Sons  Co.  at  Paterson,  N.  J.,  the  entire  work  on 
which,  from  design  to  finish,  required  but  five  day-s.  It  was  built 
for    Ibr    N'rw    Ji'rscy    &    Hudson    River    Railway    &•    l-'erry    Co.,    to- 


TEMPOKARV   rooT  llRII)i;K    \r   l-.VTTKRSON,  N.  .1. 

temporarily  replace  a  bridge  wliich  was  carried  away  by  recent 
floods.  To  prevent  interrupt  inn  in  travel  as  much  as  possible  it 
was  necessary  to  act  quickly. 

The  work  of  desiging  the  bridge,  constructing  the  cables,  sus- 
penders and  fittings,  together  with  the  time  consumed  in  shipping 
the  materials  from  rrenlon,  tuuk  three  days;  in  another  48  hours 
the  bridge  had  1k.'cu  completed  and  thrown  open  to  the  public. 

The  bridge  is  150  ft.  long  ami  4  ft.  wide.  The  cables  are  steel 
wire  ropes,  i'/2  in.  in  diametir.  and  they  will  safely  carry  the 
entire  span  fully  loaded.  It  was  designed  by  Mr.  S.  A.  Cooncy. 
engineer  for  the  John  .\.  Rnehliiig's  Sons  Co.,  who  also  superin- 
tended its  erection. 


The  Arthur  Rail  Block  in  Service. 


In  the  "Review"  for  July,  1903.  an  improved  rail  paving  block 
was  described  and  illustrated,  it  being  the  invention  of  Mr.  William 
H.  Arthur,  superintendent  of  public  works  at  Stamford,  Conn. 
These  blocks  are  designed  to  be  used  with  T-rail  for  city  pave- 
ments. During  the  past  summer  the  Arthur  block  was  laid  on 
West  Main  St.,  Stamford,  where  it  has  been  in  use  a  sufficient 
length  of  time  to  have  its  merits  fully  tested,  and  according  to  the 
Stamford  Advocate  it  has  been  found  to  come  fully  up  to  the 
claims  that  were  made  for  it.  Speaking  of  the  difficulty  of  keeping 
carriage  wheels  in  the  tracks  where  these  blocks  are  used,  the 
newspaper  states  that  carriage  wheels  will  become  caught  in  tht- 
rail  groove  for  only  a  few  seconds,  when  they  work  out  themselves, 
owing  to  the  arrangement  of  the  patented  rail  block.  Recently  a 
driver  who  was  skeptical  regarding  the  merits  of  the  Arthur  block 
deliberately  tried  to  keep  the  carriage  wdiecls  in  the  rail  groove 
and  utterly  failed  to  do  so  for  more  than  a  distance  of  lo  ft.  or  so. 
'ITie  wheels  would  mount  out  of  the  groove  and  cross  the  rail  with- 
out any  strain  to  the  carriage,  and  it  was  quite  impossible  to  drive 
between  the  rails  for  any  distance. 


The  Positive  Railway  Sander. 


The  "Positive"  railway  sander,  which  is  made  by  the  Positive 
Railway  Sander  Co.,  of  Lancaster,  Pa.,  and  which  was  illustrated 
in  the  "Review"  for  October,  is  the  result  of  years  of  careful  study 
on  the  part  of  the  inventor,  who  is  convinced  that  it  will  appeal  to 
traction  companies  as  a  sander  that  can  be  relied  upon.  It  com- 
prises a  sand  box,  which  is  placed  under  the  car  seat,  and  a  flexible 
tube  or  pipe,  which  is  attached  to  the  car  truck.  The  object  in 
attaching  the  pipe  to  the  truck  is  to  keep  it  central  with  the  wheel 
at  all  times,  thereby  making  it  possible  to  sand  a  curve  at  any 
radius  as  well   as  a  straight  track.     Furthermore,  it  is  claimed  that 


the  pipe  being  connected  with  the  truck  (he  constant  jarring  which  it 
receives  will  not  permit  the  sand  to  collect  in  the  pipe  during  damp 
or  freezing  weather. 

The  sand  box  is  made  of  good  galvanized  iron  and  is  strong  and 
durable.  Being  placed  under  the  seat  it  cannot  freeze.  Under  the 
box  is  a  mechanism  which  is  worked  by  the  action  of  the  pedal  and 
lever.  This  mechanism  has  a  corrugated  upper  sur- 
face over  which  a  lip  projecting  from  the  bottom  of 
the  forward  end  of  the  box  runs  backward  and  for- 
ward as  the  lever  is  worked.  This  action  agitates  the 
box  and  contents,  throwing  the  sand  against  a  check 
piece  in  the  front  of  the  box,  and  the  sand  being 
divided  by  striking  against  this  check,  it  either  flows 
under  or  over  it  out  onto  an  inclined  spring  lip  at 
the  front  end,  through  which  it  passes  into  the 
spout,  or  pipe.  The  pipe  is  not  connected  to  the 
sand  box,  but  has  a  funnel  shaped  orifice  into  which 
the  sand  is  thrown. 

I  he    company    guarantees    that    this    sander    will 

throw   sand  wet  or  dry,  and  that  at  no  lime  will   it 

lose  the  sand  or  allow  it  to  escape  during  the  travel 

if  the  car.     A  hand  lever  may  be   used,  if   desired, 

it  only  being  necessary  to  work  the  lever  backward 

and  forward ;  if  a  pedal  is  used,  it  is  pressed  up  and 

down  the  same  as  a  gong  pedal.    The  coinpany  also 

has  a  fender  that  may  be  fastened  to  the  under  part 

of  the  car  floor,  for  the  purpose  of  keeping  any  slop 

from  entering  the  upper  end  of  the  pipe.     The  fender  consists  of  a 

piece  of  sheet  iron,   12x14  '"•!  it  is  not  furnished  with  the  sander 

unless  requested,  but  its  use  is  recommended. 

4  ■  » 

The  Car  Heating  Problem. 

In  view  of  the  approach  of  the  time  of  the  year  when  car  heating 
becomes  necessary,  attention  is  called  by  the  firm  of  William  C. 
I3aker,  of  143  Liberty  street.  New  York  City,  to  the  Baker  system  of 
hot  water  heating,  which  is  claimed  to  be  cheaper  and  more  agree- 
able than  anj'  other  .system  of  heating  for  electric  railway  service. 
Since  the  death  of  Mr.  Baker,  the  former  head  of  this  company,  the 
business  has  been  carried  on  as  usual,  with  constantly  increasing 
success.  Baker  heaters  are  used  on  the  interurban  cars  of  the  Twin 
City  Rapid  Transit  Co.,  the  Milwaukee  Electric  Railway  &  Light 
Co.,  the  Waterloo  &  Cedar  Falls  Rapid  Transit  Co.,  and  on  other 
large  systems. 

As  an  indication  of  the  success  of  this  method  of  heating,  the  fol- 
lowing letter  from  A.  B.  Newell,  vice  president  and  general  inanager 
of  the  White  Pass  &  Yukon  route,  is  quoted:  "Last  year  you  fur- 
ni.shed  us  with  one  'mighty  midget'  heater  No.  4,  which  was  installed 
in  our  private  car  No.  200.  The  car  has  been  in  commission  all  win- 
ter, and  I  am  glad  to  say  that  the  heater  has  given  excellent  satis- 
faction. In  one  instance  it  was  out  for  24  hours  with  the  ther- 
mometer averaging  50°  below  zero,  but  no  difficulty  was  experienced 
in  keeping  the  car  warm  with  Comox,  B.  C.  soft  coal  (which  is  sim- 
ilar to  Pennsylvania  .soft  coal)  ;  in  fact,  we  have  burnt  soft  coal  in 
the   heater  almost   entirely." 

The  firm  of  William  C.  Baker  emphasizes  the  fact  that  inasmuch  ps 
various  imitations  and  infringements  of  various  parts  of  the  Baker 
system  have  appeared,  it  is  best  to  order  direct  from  the  company 
and  thus  avoid  the  use  of  infringing  apparatus. 


Electric  Towing  on  Erie  Canal. 

October  28th  a  public  demonstration  of  electric  towing  was  made 
in  the  Erie  Canal  at  Schenectady,  N.  Y.,  under  the  auspices  of  the 
International  Towing  &  Power  Co.,  of  New  York  City,  which  has 
acquired  the  system  invented  by  Mr.  Stephen  W.  Wood.  The 
governor  of  New  York  and  many  other  prominent  officials  were 
present  at  the  Jest.  The  towing  device,  or  "mule,"  is  a  inotor  car 
about  10  ft.  long,  2  ft.  wide  and  3  ft.  high.  It  is  equipped  with 
two  40-h.  p.  motors.  The  track  over  which  the  test  was  made  is 
2,700  ft.  long.  It  was  built  by  the  Jones  &  Laughlins  Co.  The 
power  and  electric  equipment  were  furnished  by  the  General 
Electric  Co.,  the  designing  engineer  being  Mr.  C.  W.  Larson  and 
the  electrical  engineer  Mr.  F.  O.  Blackwell.  The  test  was  con- 
sidered successful  in  every  respect. 


N'ov.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


933 


Fort  Wavne. Southwestern  Time-Table. 


A  New   Power  Brake. 


ITie  Fort  Wayne  &  Southwestern  Iraction  Co.  has  issued  an  ex- 
ceptionally attractive  time-table  folder,  comprising  8  pages  printed 
in  red  and  green,  the  covers  being  adorned  with  designs  in  which 
the  company's  trade-marks  are  emphasized.  Folded,  it  is  about  3I  j 
xS'i  in.  in  size;  opened,  the  pages  are  7  in.  wide.  Leading  mer- 
chants in  the  cities  through  which  the  line  passes  advertise  in  the 
time-table,  and  space  is  also  devoted  to  showing  serviceable  time- 
tables of  the  roads  with  which  the  Fort  Wayne  &  Southwestern 
connects.  On  one  page  is  a  map  of  the  company's  lines  and  con- 
nections, and  in  the  November  issue  the  many  merits  of  the  Fort 
Wayne-Southwestern  line  are  set  forth  in  catchy  rhyme.  Mr.  S.  L. 
Nelson  is  general  manager  of  the  company. 


Mile  Posts  on  Electric  Railways. 

Mr.  Charles  H.  Cox,  resident  manager  of  the  Middleboro  (Mass.), 
Wareham  &  Buzzard's  Bay  Street  Railway,  who  believe  in  encour- 
aging the  employes  of  the  company  to  take  an  interest  in  ways  and 
means  for  bettering  the  service,  has  recently  tried  the  experiment  of 
placing  mile  posts  marking  each  mile  along  the  road  as  an  assist- 
ance to  the  men  in  keeping  on  schedule  time.  This  idea  has  been 
adopted  so  commonly  in  steam  railroad  operation  it  is  surprising 
that  electric  railway  companies  have  not  given  more  attention  to  it. 
By  marking  off  the  line  into  mile  lengths  and  designating  posts  by 
consecutive  numbers,  not  only  are  the  car  crews  able  to  keep  better 
check  on  their  running  time,  but  the  track  department  also  is  able 
to  locate  work,  and,  in  fact,  to  use  the  scheme  in  vari- 
ous ways.  The  posts  stand  as  permanent  and  visible 
records  of  the  official  survey  and  can  be  used  as  refer- 
ence marks  for  all  sorts  of  measurements  and  for  des- 
ignating locations.  .Mthongh  perhaps  of  secondary  im- 
portance, the  idea  is  of  appreciable  interest  to  the  pub- 
lic, as  passengers  frequently  like  to  know  just  how  far 
they  are  from  other  points. 

-As  arranged  on  the  MiddlelKiro  road,  the  mile  signs 
arc  made  of  pine  board  8  x  24  in.  and  I  in.  thick,  and 
the  signs  are  attached  to  the  line  poles  alxjut  12  ft. 
from  the  ground.  The  signs  have  beveled  edges,  the 
beveled  portion  being  painted  black,  with  the  body  of 
the  sign  in  white.  On  each  side  of  the  board  are  6-in. 
black  block  letters,  indicating  the  number  of  miles  from 
the  pole  to  the  terminus  at  Middleboro. 


The  licar  and  the  Fender. 


A  car  equipped  with  the  Providence  fender  was  bowling  along 
at  a  good  rate  over  a  thinly  populated  section  of  the  Tyrone  line 
on  the  Altoona  (Pa.)  &  Logan  Valley  Flectric  Ry.,  on  the  eve- 
ning of  October  20th,  when  Motorman  Cox  suddenly  straightened 
up  and  rubbed  his  eyes.  Down  the  track  a  short  distance  ahead 
was  a  genuine  black  bear,  ambling  along  with  his  nose  to  the  ground 
in  the  shiftless  way  that  bears  have.  Motorman  Cox  became  very 
much  excited,  but  the  bear  didn't  in  the  least.  Motorman  Cox 
yelled  with  all  his  might,  wildly  clanged  the  hell  and  lugged  fran- 
tically at  the  brake.  The  bear  look  one  glance  at  the  fender,  grunted 
and  switched  what  should  have  been  his  tail  contemptuously  and 
continued  on  toward  the  rapidly  approaching  car.  The  bear  had 
never  seen  a  car  fend.-r  before,  but  by  all  the  laws  of  bear  logic 
such  an  insignificant-looking  thing  as  that  should  fold  up  and  pass 
into  oblivion  before  any  respectable  sized  bear.  Where  the  bear 
made  his  mistake  was  in  not  knowing  the  fender  was  a  "Provi- 
dence." 

In  spile  of  the  ni'jtornian's  efforts  to  stop,  the  car  continued  on 
at  good  speed  and  the  fender  struck  .\lr.  I5rnin  fair  and  square  head 
on.  When  the  bear  had  completed  two  somersaults  in  the  air  and 
had  landed  20  ft  away,  a  sadder,  and,  it  is  to  \>c  inferred,  a  wiser, 
bear,  his  ideas  concerning  fenders  had  evidently  inidergone  a  rad- 
ical change.  Me,  did  not  wail  for  any  further  acquaintance,  but 
turned  tail  and  fled  off  into  the  underbrush  at  bis  Iwst  speed.  The 
fender  was  not  damaged  in  any  way.  Motorman  Cox  made  out  a 
report  of  the  incident  and  at  the  end  of  the  report  added  the  remark. 
"Thai    fender  seem^   to  have   been   built    to  bear  anything." 


The  McCoUum  moment\mi  brake,  which  has  been  in  use  in  To- 
ronto and  other  Canadian  cities  about  two  years,  is  to  be  manufac- 
tured and  sold  in  this  country,  exclusive  rights  for  the  United  States 
having  been  secured  by  the  Slcrling-Meakcr  Co..  of  Newark,  N.  J. 
This  company  is  the  owner  of  the  Sterling  safety  brake,  the  sale 
of  which  is  steadily  increasing,  but  the  company  also  recognizes  that 
there  is  a  growing  demand  for  power  brakes  and  has  put  itself  in 
position  to  meet  this  demand.  I'lie  momentum  brake  is  applied  by 
means  of  a  lever,  utilizing  the  power  developed  by  the  car.  It  not 
only  stops  the  car  as  quickly  as  may  be  desired,  but,  it  is  stated,  it 
is  so  constructed  that  the  stops  arc  graduated  and  the  comfort  of 
passengers  thereby  conserved,  and  flat  wheels  avoided.  The  device 
is  strong,  moderate  in  price,  and  is  said  t(.  W  very  moderate  in 
point  of  maintenance.  Mr.  T.  E.  McCoIlum,  the  inventor,  has  asso- 
ciated him.self  with  the  Sterling-Meaker  Co.,  still  retaining  the  over- 
sight of  bi*  interests  in  Canada. 


More   Brill   Cars    for    Taniaqua    and    Lansford 
Railway. 


The  Tamaqua  &  Lansford  Street  Railway  Co.  has  received  an- 
other handsome  car  from  the  J.  G.  Brill  Co.,  similar  to  the  four  cars 
:|fliiH  by  the  same  company  for  it  last  year.  The  lines  of  this  railway 
liaye  been  extended  to  Mauch  Chunk  and  the  road  now  operates 
about  thirty  miles  of  track.  The  cities  of  Tainaqua  and  Lansford  arc 
situated  in  the  heart  of  the  anthracite  coal  region — a  region  which 


INTHRIIRllAN  lAK     .1.  C.  I'.RILI^  CO. 

is  thickly  populated  and  affords  an  excellent  field  for  intcrurban 
railroading.  As  an  illustration  shows,  the  cars  make  a  handsome 
appearance  with  their  twin  windows,  straight  sides,  steam  car  roofs 
and  enclosed  vestibules.  The  smoking  compartment  seats  16  and 
the  larger  compartment  seats  32  passengers.  These  cars  arc  not 
intended  for  high  speed,  as  the  stojjs  are  frequent  and  the  grades 
heavy.  Brill  27-G  trucks  are  used  which  arc  capable  of  thirty  miles 
an  hour.  The  Brill  link-suspended  semi-elliplic  eciualizers  of  this 
truck,  it  is  claimed,  give  an  extremely  easy  motion  and  carry  the 
cars  smoothly  around  curves  even  with  these  large  and  heavy  car 
bodies.  The  interior  is  finished  in  mahogany  with  birch  ceilings, 
h'olding  gates  are  provided  at  the  platform  entrance  in  addition  to 
the  folding  vestibule  doors.  Upper  and  lower  truss  rods  strengthen 
the  sides.  The  side  sills  are  4J^x8  in.  and  the  center  crossings 
4'A'^  Sfii'in.  ..Tht  corner  posts  arc  3ii  in.  thick  and  the  side  posts 
3  in.  Each  alternate  post  is  thicker  than  usual  to  make  up  for  the 
lighter  posts  which  go  back  of  the  glass  of  the  np|ior  sashes.  The 
lower  sashes  drop  into  wall  pockets  and  whin  (Iuvvti  ilie  opening  is 
closed  by  a  hinged  cover. 

The  general  dimensions  of  the  car  are  as  follows :  Length  over 
end  panels  34  ft.  5  in.;  over  rrown  pieces  and  vestibules  43  ft.  10  in.; 
width  over  sills  and  sheathing  8  ft,  4  in.;  from  bottom  of  sill  over 
lop  of  deck  9  ft.  4'/j  in.  and  over  IroIIey-board  0  ft.  7'A  i"-  All  the 
carlincs,  with  the  exception  of  (hose  next  lln'  i-iul,  have  steel  sand- 
wiched between  the  wood.  Between  the  comparlnunls  there  is  a 
partition  of  hardwood,  with  glass  in  the  np|)er  |>art,  and  single 
sliding  door.     The  smoking  compartment  is   ri   ft.   io'-<  in    ni  IimikIIi. 

The  Northern  Ohio  Traction  &  Light  Co.  has  mclered  a  steam 
Inrliinr  gciu-ralor  for  its  Beech  St.  power  bouse  at   Akron,  (). 


934 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  ii. 


Perry  Roller  Side  Bearings. 

The  I'crry  riillcr  side  l)iariiig,  two  views  of  which  are  shown 
herewith,  is  made  by  the  Midland  Kailway  Supply  Co.,  of  Chicago, 
for  all  classes  of  railway  equipment,  and  especially  for  street  rail- 
way, elevated  and  interurlian  cars.  This  tearing  has  been  in  suc- 
cessful operation  for  3' ■  years  under  the  heaviest  kind  of  freight 
and  locomotive  tank  equipment.  The  bearing  is  designed  to  be  ap- 
plied to  any  kind  of  truck  by  simply  arranging  the  lugs  to  fit  and 
increasing  the  height  if  necessary.  The  working  parts  are  protected 
so  that  it  is  not  necessary  to  have  the  upper  bearing  come  into 
direct  contact  with  the  rollers.  This  is  accomplished  by  a  movable 
cover,  in  which  a  50-point  carbon  steel  plate  is  inserted  for  the  top 
of  the  rollers  to  operate  on,  a  similar  plate  being  inserted  in  the 
bottom,  so  that  the  carriage  of  rollers  operates  between  these  carbon 
steel  plates  and  gives  a  very  large  bearing  surface  to  carry  the  load. 
The  cover  distributes  the  load  evenly  on  the  rollers,  of  which  there 


Accidents. 


HERRY  ROLLliR  SIDE  BEARING. 

are  lO,  and,  being  turtle-back  in  shape,  the  entire  load  is  carried  on 
the  center  of  the  cover ;  in  whatever  position  it  moves  it  is  always 
inside  of  the  two  outside  sets  of  rollers.  This  prevents  all  possibil- 
ity of  part  of  the  rollers  having  to  carry  the  entire  load,  owing  to  the 
upper  bearing  not  being  level,  as  is  sometimes  the  case.  In  case  of 
accident  this  bearing  is  interchangeable,  so  that  separate  parts  can 
be  easily  supplied,  thus  reducing  the  expense  of  operation  to  a 
minimum. 

With  a  roller  side  bearing,  instead  of  carrying  the  weight  of  the 
car  on  the  center  plates,  as  with  the  old  rigid  type,  the  load  is  car- 
ried on  the  two  side  bearings  and  center  plate,  and  this  makes  the 
car  ride  more  evenly  and  avoids  a  rocking  motion.  With  the  old 
.style  bearing,  it  is  stated,  trucks  cannot  adjust  themselves  going 
around  curves  on  account  of  the  heavy  w-eight  thrown  on  the  bear- 
ings at  that  point,  and  this  causes  the  greatest  amount  of  flange  and 
rail  wear.  In  the  Perry  bearing  the  extent  of  travel  is  provided 
for  so  that  the  bearing  can  take  all   curves.     On  a   recent  test  by 


be.\rim;  with  COVER  rf.muveu. 

tlie  Pullman  Co.,  made  under  sleeping  cars  on  the  Pennsylvania 
R.  k.,  the  report  showed  that  by  using  a  roller  side  bearing  instead 
of  the  rigid  type  there  was  a  reduction  in  the  amount  of  flange 
wear  of  17V2  per  cent. 

The  Midland  Railway  Supply  Co.  has  a  well-equipped  plant  for 
turning  out  these  bearings  and  supplying  them  to  the  trade,  and 
has  complete  drawings  and  pamphlets  which  will  be  furnished  on 
request. 


A  motorman  fainted  and  fell  off  his  car  on  the  Chicago  &  Joliet 
Electric  Railroad  Co's.  line  at  Joliet,  111.,  October  2Sth,  and  the  car 
ran  down  a  steep  hill,  caught  up  a  boy  on  the  fender  and  crashed 
into  a  house,  killing  the  boy  and  unsettling  the  house. 

October  26th  a  Euclid  Ave.  car  of  the  Cleveland  Electric  Railway 
Co.  was  struck  by  a  "wildcat"  train  at  the  Euclid  Ave.  crossing  of 
the  Pennsylvania  H.  R.  -Vbout  29  persons  were  injured,  two 
fatally,  it  was  thought. 

Si.x  persons  were  injured,  one  of  them  fatally,  in  a  street  railway 
accident  at  Chicago,  October  26th.  It  was  stated  that  a  gripman 
failed  to  drop  his  grip  when  passing  a  cable  vault,  and  a  North 
Clark  St.  grip  car  and  a  trailer  car  of  the  Union  Traction  Co. 
crashed  into  each  other,  practically  telescoping  the  latter. 

By  the  caving  in  of  the  roof  of  the  Rapid  Transit  subway  in  New 
York  at  195th  St.  and  St.  Nicholas  Ave.,  October  24th,  17  workmen 
were  buried  under  thousands  of  tons  of  rock  and  earth.  The  total 
number  of  killed  was  10. 

A  workmen's  train  on  the  Philadelphia,  Wilmington  &  Baltimore 
R.  R.  collided  with  a  trolley  car  at  23d  St.  and  Washington  Ave., 
Philadelphia,  Octoljer  28th.  Six  passengers  of  the  trolley  car  were 
luirt  and  the  car  wrecked.     The  locomotive  was  derailed. 

A  motorman  was  fatally  hurt  and  several  other  persons  injured 
in  a  collision  October  30th  between  two  cars  on  the  Miamisburg 
and  Germantown  branch  of  the  Southern  Ohio  Traction  Co.  One 
was  an  e.\press  car. 

A  car  of  the  Cincinnati,  Dayton  &  Toledo  Traction  Co.  left  the 
track  at  a  curve  at  Hamilton  Ave.  and  the  old  College  Hill  railroad 
junction,  November  2d,  and  struck  an  iron  trolley  pole.  One  man 
was  killed  and  several  were  injured.  The  car  was  cut  in  two. 
Wet  leaves  on  the  rails  caused  the  car  to  slide. 

Two  Fond  du  Lac  Street  Railway  &  Light  Co.  cars  were  in  a 
head-on  collision  between  Fond  du  Lac  and  North  Fond  du  Lac 
November  2d.  A  motorman  was  seriously  injured  and  five  other 
persons  slightly  so.     The  cars  were  damaged  considerably. 

The  conductor  was  killed  and  a  dozen  persons  hurt  in  a  wreck 
on  the  Danville,  Urbana  &  Champaign  Railway  Co's.  line  at  Ver- 
million Heights  November  3d.  The  car  jumped  the  track  while 
rounding  a  curve. 

The  breaking  of  a  coupling  pin  between  a  work  car  and  a  heavy 
sweeper,  together  with  slippery  rails,  caused  an  accident  on  the 
Versailles  division  of  the  Pittsburg,  McKeesport  &  Connellsville 
Railway  Co's.  system,  near  McKeesport.  November  3d,  that  resulted 
in  the  death  of  the  motorman  and  injury  to  three  passengers. 

Two  vestibuled  cars  of  the  Montgomery  (Ala.)  Street  Railway  Co. 
collided  head-on  November  5th  on  Hall  St.,  and  six  persons,  in- 
cluding the  conductor  and  motorman,  were  injured.  There  was  a 
dense  fog. 

One  person  was  killed  and  about  si.xty  injured  in  a  collision  of 
two  cable  cars  in  a  dense  fog,  November  4th,  on  the  steep  12th  St. 
viaduct  in  Kansas  City.  Mo.  The  accident  was  due  to  slippery 
tracks. 

Five  persons  were  killed  and  one  fatally  injured  November  nth 
at  McKean,  Pa.,  when  a  crowded  trolley  car  of  the  Erie  Traction 
Co.  was  struck  by  a  gravel  car  on  a  down  grade.  The  brakes  of 
the  latter  broke. 

November  lolh  an  Indiana  Union  Traction  Co.  interurban  car 
was  derailed  at  a  switch  in  Anderson,  Ind.,  left  the  track  and 
struck  a  telegraph  pole,  injuring  20  people,  some  seriously. 

A  Northampton  Traction  Co.  car  was  wrecked  by  a  Bangor  & 
Portland  Ry.  freight  train  near  Easton.  Pa..  November  loth,  and 
two  persons  were  killed. 

♦-•-• 

November  2d  the  Louisville  Railway  Co.  presented  154  winter 
uniforms  and  20  new  overcoats  to  employes,  in  accordance  with 
its  annual  custom.  Employes  who  are  given  uniforms  one  year 
receive  overcoats  the  next. 


The  interurban  companies  in  Indiana  have  been  occasioned  a  great 
deal  of  annoyance  by  thieves,  who  steal  grips  and  valises  of  passen- 
gers. The  plan  is  to  wait  until  the  conductor  goes  inside  the  car 
to  collect  fares  and  then  to  throw  off  the  grips  which  have  been  left 
on  the  rear  platform,  and  jump  off  before  the  conductor  returns. 


Nov.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


935 


Best  Methods  and  Material  for  the  Interior 
Finish  of  Modern  Passenger  Cars.* 


BY  D.  L.  PAULUS,  BARNEV  Jt  SMITH  CAR  CO. 


The  first  consideration  of  this  subject  is  the  design,  style,  archi- 
tectural treatment,  etc. ;  second,  the  color  scheme,  and  last,  but  not 
least,  the  inanner  of  filling,  varnishing  and  polishing 
— all  under  the  master  hand,  the  object  being  to  pro- 
vide every  comfort,  convenience  and  decorative  fea- 
ture known  to  the  car  bijilders'  art. 

Note  the  improvements  that  have  taken  place  in 
the  last  few  years.  There  arc  today  leaving  Chicago 
and  numerous  other  cities,  over  various  railroads, 
trains  palatial  in  all  tht'ir  appointments.  These  con- 
sist usually  of  buffet,  library,  smoking,  pai  lor,  dining 
and  sleeping  cars,  also  chair  and  day  coaches,  and. 
with  but  few  exceptions,  none  under  /j  ft.  in  length. 

The  structural  design,  decorations  and  furnishings 
of  these  trains  are  of  the  highest  order,   the  most 
noticeable  feature  being  the  extreme  simplicity   and 
the   fine  quality   and   iK^autiful      finish   of   the   wood, 
mahogany   predominating.     The     upper  deck     or   headlining     is    of 
the  new  dome  or  the  efltictivc  Empire  design,  mostly  colored  in  soft 
blended  greens  and  ornamented  in  a  neat  design  in  gold,  the  latter 
broken  by  art  deck  glass,  and  by  handsome  combina- 
tion gas  and  electric  fixtures,  heavily  carpeted,  and  w 

the  color  scheme,  including  a  specially  designed  up- 
holstering, forming  an  harmonious  effect.  This  in- 
terior finish  has  simple  but  beautiful  lines,  and  orna- 
ments of  marquetry  of  plain  and  smooth  architectural 
effect,  none  of  the  heavy  carved  and  molded  finish 
of  the  past,  where  the  principal  object  seems  to  have 
been  to  catch  and  hold  dirt,  which  has  been  one  of 
the  hardest  and  most  trying  features  of  terminal  clean- 
ing, particularly  at  the  shopping  the  experience  of  those  of  us  who  have 
a  dark  shop  and  are  at  the  mercy  of  the  interior  car  scrubbers  being 
that  after  the  car  is  tracked  ready  for  service,  we  will  discover 
the  majority  of  the  crevices  and  carvings  well  filled  with  dirt  and 
sealed  under  varnish.  This  new  feature  of  plain  finish  has  also 
the  advantage  of  being  thoroughly  sanitary,  through  being  so  eas- 
ily kept  clean  at  terminals. 

Regarding  the  hardwood  acid  and  burning  method  and  staining. 
these  are  all  false  methods,  and  have  a  tendency  to  destroy  the  beauty 
of  the  wood  in  that  it  places  an  opaque  finish  over  the  grain.  I  am 
of  the  opinion  that  this  method  is  not  used  by  any  reputable  car 
building  establishment,  as  I  know  our  company  uses  nothing  of 
the  kind,  but  select  first-class  lumber,  matched  as  to  color,  discard- 
ing 10  to  30  per  cent  in  order  to  get  a  uniform  effect;  but,  however. 
you  are  compelled  to  stain  your  wood  filler  slightly  with  burni 
sienna  and  Vandyke  in  order  that  the  filler  does  not  show  white  or 
milky.  After  the  filler  has  been  applied  and  dried  over  night,  there 
should  be  two  coats  of  inside  car  bur  varnish,  each  coat  allowed 
48  hours  to  dry,  and  each  coat  well  sanded.  The  third  coat  of 
varnish  allowed  48  hours  for  drying,  then  rubbed  with  F.  FF.  pumice 
stone  and  water.  The  fourth  coat  varnish  48  hours  for  drying, 
then  rubbed  with  F.  FF.  pumice  stone  and  water,  and  allowed  to 
stand  24  hours,  rerubbcd  with  rotten  stone  and  polished.  Age  will 
give  mahogany  that  rich  effect  of  which  no  stain  is  capable. 
♦  «  » 

New  Cars  for  Cleveland,  Painesville 
&  Ashtabula  Railway. 


bolster  and  truss-rod  work.  The  body  framing  is  of  white  ash, 
steam  car  construction.  Each  car  is  equipped  with  Jcwett  standard 
vestibules  with  double  folding  doors  at  each  side  and  automatic 
trap  door  over  steps. 

Each  car  is  divided  into  three  compartments — passenger,  smoking 
and  baggage.  The  main  and  smoking  conipartments  arc  finished  in 
Honduras  mahogany  inlaiil  with  niariiiictry.  and  the  baggage  com- 


NKW  CAR  1-OR  CLi:VEI.ANl>     JEWETT  CAR  CO. 

partincnl  in  white  ash,  natural  finish.  The  ceiling  is  green  with 
gold  decorations.  Ilale  &  Kilburn  "Walkover"  .seats  are  used  being 
jiveen  plush  in  the  main  compartment  and  rattan  in  the  smoker.   The 


— ■— .— ..q 


JUUUUUU 


PLAN  OF  JEWETT  CAR. 

w  iiidows  arc  of  polished  plate  glass,  except  the  gothics,  which  are 
of  green  opalescent  leaded  glass,  and  the  deck  lights  of  white 
cliipped  glass.  Trimmings  are  of  solid  bronze  and  the  curtains  of 
"Crown"  goods,  Forsyth  type. 

The  cars  are  lighted  by  .15   single   incandescent   lights   distrilnUed 


The  Jewett  Car  Co.  has  ju^t  shipped  several  large,  handsome 
cars  to  the  Cleveland.  Painesville  &  Ashtabula  Railway  Co.  The  ac- 
companying illuMration'S  show  exterior  and  interior  views  and  gen- 
eral plan  of  the  new  cars,  the  principal  dimensions  of  which  are  as 
follows:  Length  over  buffers,  5,5  ft.  1%  i"- 1  width  over  posts,  8  ft. 
4  in.;  width  over  all,  8  ft.  8  in,;  height  from  rail  lo  top  of  roof,  12 
ft.  9  in.;  distance  between  centers  of  trucks,  .^.l  ft.  There  arc  six 
longitudinal  yellow  pine  sills  in  the  floor  framing  running  the  full 
length  in  one  continuous  piece.  The  .lide  sills  are  additionally 
mrengihcned  by  a  6  x  ft<A-in.  steel  plate.  All  cross  timbers  are  of 
the  best  quality  while  oak.    M.  C.  B.  construction  is  used   in  the 

•A  iMfMT  read  hrtrne  tlir  thlftr-fourth  annual  conTcnllnn  n(  ManUT  Car  and 
lyocomollre  Paintrr»'  AiMiKiallna,  CIlicaKO,  HrpI,  H-ll.  ■''03. 


INTERIOR  OE  JEWETT  l  AR. 

c\cnly.  They  are  heated  by  the  I'elcr  .Smith  hot  water  .system 
r.nd  arc  equipped  with  Chrislensen  straight  air  brakes,  hand  brakes, 
water  coolers.  Van  Dorn  drawbars,  locomotive  type  of  pilots,  arc 
headlights  and  the  Dc  France  patent  air-blast  sanding  device,  made 
by  the  Newark  Air  .Sand  Rox  Co.,  of  Newark,  O.  The  cars  arc 
mounted  on  Pcckham  M.  C.  B.  double  trucks,  equipped  with  four 
0.  E.  .S7  motors. 

♦-•-• 

It   is  expected   that   the   I^uisville   Railway   Co's.  new    inlcrurhan 
luie  to  JefTcrsontown  will  be  opeiietl  (o  IradTic  January  1st. 


M36 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  ii. 


A  Ilaiidsoni«;  Private  Electric  Car. 


The  Newark  Air  Sand  Box. 


The  St.  Louis  Car  Co.,  which  has  built  a  number  of  private  trol- 
ley cars  which  have  called  for  special  notice,  recently  built  a 
handsome  private  electric  car,  called  the  "Palatine",  which  it  con- 
siders one  of  the  best  it  has  turned  out.  It  was  built  for  Mr. 
Charles  H.  Ledlie,  of  St.  Louis,  Mo.  It  is  divided  into  two 
compartments,  a  parlor  and  a  smoking  room.  The  buffet  is  in  the 
smoking  compartment  and  its  appointments  arc  first  class  in  every 
particular. 

As  will  be  seen  by  referring  to  the  illustration  showing  the  in- 


We  present  herewith  views  of  the  "Newark"  air  sand  box,  which 
has  been  devised  for  use  on  all  cars  equipped  with  air  brakes,  and 
which  has  been  adopted  by  several  prominent  electric  intcrurban 
railways.  It  is  made  by  the  Newark  Air  Sand  Rox  Co.,  of  Newark. 
O.  As  will  be  seen  by  reference  to  Fig.  2,  which  shows  a  general 
outline  of  one  equipment,  the  sand  box  proper  has  a  basket  or 
screen  at  the  top  to  prevent  stones  and  gravel  from  passing  into 
the  pipes  and  clogging  them.  This  basket,  which  is  made  of  3-16-in. 
wire  mesh,  may  be  removed  and  emptied  whenever  necessary. 


PRIV.\TE  CAR.   -ST.  LOUIS  CAR  CO. 

terior  of  the  car,  its  finish  and  furnishings  are  exceedingly  attract- 
ive. A  beautiful  settee  adorns  the  center  of  the  parlor  and  is  up- 
holstered in  the  finest  of  fabrics.  The  interior  finish  is  of  African 
mahogany,  with  artistic  designs  of  inlaid  marquetry.  The  lower 
sash  is  of  polished  beveled  edge  plate  glass,  while  the  upper  sash  is 


INTERIOR  OF  PRIVATE  CAR. 

of  plate  glass  with  designs  of  opalescent  art  glass  in  the  center. 
The  interior  is  lighted  with   St.  Louis  Car  Co.  arc  lamps. 

The  car  has  a  double  observation  room  at  each  end,  the  en- 
trance being  at  the  center,  and  there  is  a  motorman's  cab  at  each 
end,  also.  The  car  is  arranged  to  carry  a  large  supply  of  water, 
which  is  stored  in  tanks  underneath  and  is  forced  into  the  toilets  by 
compressed  air. 

The  "Palatine"  is  further  equipped  with  the  St.  Louis  Car  Co. 
arc  headlight,  No.  23-A  truck,  and  air  brakes. 


FIG.  1. 

The  box  is  provided  with  a  mixer  C,  shown  in  Fig.  i.  Compressed 
riir  applied  at  the  valve  B  passes  through  this  mi.xer  and  its  force 
blasts  loose  any  sand  that  may  be  clogged,  the  mixer  being  ma- 
nipulated by  turning  the  handle  on  the  top  of  the  box.  An  impor- 
tant advantage  of  the  mixer,  also,  is  that  it  will  alinost  immediately 
dry  damp  sand,  if  any  there  be.  Then,  by  applying  the  air  at  the 
valve  A  it  passes  through  the  T-joint  D,  which  has  a  combining 
cone  which  forces  the  sand  through  the  pipes,  causing  it  to  separate 
at  E,  and  delivers  the  sand  in  front  of  both  wheels  at  the  same  time. 


I'he  pipe  1 1  shown  in  Fig.  2  is  fastened  to  the  truck  and  a  rub- 
ber hose.  H,  permits  it  to  swing  freely,  so  as  to  always  throw 
the  sand  directly  in  front  of  the  wheels,  even  on  the  shortest  curves. 
.Ml  the  pipes  are  air-tight  and,  consequently,  water-tight. 

.\mong  the  roads  on  which  this  sanding  device  is  in  operation 
are  the  following:  Indianapolis  &  Northwestern  Traction  Co.; 
Cleveland,  Painesville  &  Ashtabula  Railway  Co. ;  Columbus,  Buck- 
eye Lake  &  Newark  Traction  Co. ;  Canton-Akron  Railway  Co. ; 
Newark  &  Granville  Street  Railway  Co. ;  Columbus,  Delaware  & 
Marion  Electric  Railroad  Co.,  and  the  Indianapolis  &  Southern 
Traction  Co. 


Nov.  20,  1903.1 


STREET    RAILWAY    REVIEW. 


937 


Financial. 


The   gross   earnings   of   the   St.   Louis   Transit   Co.   for   October 
were  $667,1-4,  an  increase  of  $60,771  over  October,  1902. 


The  gross  earnings  of  the  Detroit  United  Ry.  systems  for  the 
nine  months  ended  September  30th  were  $3,304,050;  net  earnings, 
S'.356.57->  a  gain  of  $71465;  other  income,  $29,572;  total  income, 
$1,386,114;  fixed  charges,  $743,762;  surplus,  $(142,382,  against  $614,- 
883  for  the  corresponding  period  last  year.  The  gain  for  all  lines 
for  the  first  three  weeks  in  October  was  $28,327. 


The  earnings  of  the  Toronto  Railway  Co.  for  October  show  an 
increase  of  $29,059  over  October  of  last  year. 


The  gross  earnings  of  the  Pueblo  &  Suburban  Traction  &  Lighting 
Co.  for  August  amounted  to  $44,223;  for  September,  $47,191;  for 
the  nine  months,  $368,707. 


The  earnings  from  operation  of  the  Northern  Texas  Traction  Co. 
for  October  were  $47,200,  as  compared  with  $41,458  for  September 
and  $43,389  for  .August.    The  increase  was  due  to  the  state  fair. 


The  annual  report  of  the  Hoosac  Valley  Street  Railway  Co.  shows 
that  during  the  year  the  company  carried  2,874,287  passengers.  The 
gross  earnings  were  $144,706;  operating  expenses,  $101,976;  net 
divisible  income,  $28,248. 


The  September  earnings  of  the  Eastern  Ohio  Traction  Co.  amount- 
ed to  $21,676;  operating  expenses,  $12,899;  net  earnings,  $8,777.  For 
the  nine  months  ending  September  30th  the  earnings  were  $153,214; 
operating  expenses.  $97,130;  net  earnings,  $56,084. 


The  Savannah  Electric  Co's.  net  earnings  for  September  amounted 
to  $19,100,  against  $20,080  for  the  same  month  last  year.  The  operat- 
ing expenses  increased  16.2  per  cent. 


The  Seattle  Electric  Co.  reported  net  earnings  for  September  of 
$53478,  against  $55,796  in  September,  1902.  The  operating  expenses 
increased  13.2  per  cent. 


The  report  of  the  Northampton  &  Amherst  Street  Railway  Co. 
for  the  year  ended  September  30,  1903,  shows  gross  earnings  of 
$56,746 ;  operating  expenses,  $44,042 ;  net  earnings,  $12,704 ;  fixed 
charges,  $12,561 ;  surplus.  $143.  During  the  year  1.162,025  passengers 
were  carried.    The  company  operates  over  14  miles  of  track. 


The  Boston  &  Worcester  Street  Railway  Co.  reported  as  follows 
for  September:  Gross  earnings,  $,30449;  operating  expenses,  $12,- 
299;  net  earnings,  $18,150.  For  July,  August  and  September  the 
gross  earnings  amounted  to  $91,808;  operating  expenses,  $,36,023; 
net  earnings,  $55,785.  The  interest  on  the  company's  bonds  amounts 
to  $56,250  per  annum. 


The  Chicago  &  Milwaukee  Electric  Railway  Co.  reported  $32,561 
net  earnings  for  October,  and  for  the  10  months,  $160,261,  as  com- 
pared with  $110,746  for  the  entire  year  1902.  The  gross  earnings 
for  1902  were  $190,110;  operating  expenses,  $79,.364;  gross  for  the 
first  10  months  of  1903.  $237,943  ;  operating  expenses,  $77,682. 


Ocloljer  26th  a  mortgage  for  $600,000  was  filed  by  the  Chicago 
Midland  Transit  Co.  with  the  Wisconsin  Trust  &  Security  Co.  of 
Milwaukee,  on  the  assets  of  the  Chicago  General  Railway  Co.  The 
Midland  Transit  Co.  will  issue  $600,000  in  new  bonds  for  the  pur- 
pose of  acquiring  the  $400,000  of  the  West  &  South  Towns  Street 
Railway  Co's.  bonded  indebtedness,  and  also  paying  off  the  judg- 
ments and  other  floating  indebtedness. 


A  meeting  of  the  bondholders  of  the  Mauch  Chunk,  Lehighton  & 
Slalington  Street  Railway  Co.  was  held  November  6lh  to  devise 
means  for  either  settling  up  the  affairs  of  the  company  or  to  place 
it  on  a  sound  financial  footing,  the  company  having  been  in  the  hands 
of  a  receiver  for  the  past  eight  months.  Resolutions  were  adopted 
appointing  a  committee  to  consider  the  advisability  of  seeking  a 
foreclosure  of  the  mortgage,  the  auditing  of  the  accounts  of  the 


receiver,  and  to  formulate   plans   for   the   future  operations  of  the 
road.    The  last  two  payments  of  bond  interest  were  defaulted. 


MUNCIE,  HARTFORD  &  FT.  WAYNE. 
Following  is  the  statement  of  the  Muncic.  Hartford  &  Fort  Wayne 
Railway  Co.  for  September; 

Earnings  from  operation $12,444 

Operating  expenses 6,105 

Net  earnings 6,339 

(Operating  ratio 49 


SYRACUSE  RAPID  TRANSIC  CO. 
The  Syracuse  Rapid  Transit   Co.    n-porlrd    for  the  .quarter  ended 
September  30th  as  follows  : 

1902.            1903.  Increase. 

Earnings  from  operaliun $182,741       $211,519  $28,778 

Operating  expenses  101,223         ii".459  16,236 

Net  earnings  81,518          94,060  12,542 

Total  income 83,090          95,133  12,043 

Fixed  charges 57,075          ()0,882  3,807 

Net  income  26,015          34,251  8,236 


OSWEGO  TRACTION  CO. 

The  report  of  the  Oswego  (N.  Y.)  Traction  Co.  for  the  quarter 
ended  September  30th  is  as  follows ; 

1902.  1903.      Increase. 

Earnings  from  operation '.$13,990        $I7,3IS        $3,325 

Operating  expenses  8,820  9,191  371 

N'et  earnings  5,170  8,124  2i9S4 

Other  income    25  25 

Gross  income  5,170  8,149  2,979 

Fixed   charges    3,540  3,498  *42 

Net  income 1,630  4,651  3,021 

♦Decrease. 

The  assets  of  the  Oswego  Traction  Co.  amount  to  $654,984,  includ- 
ing $622,196  cost  of  road  and  equipment.  The  capital  stock  is  $300,- 
(X)o;   fimded  debt,  $288,000. 


LAKE  SHORE  ELECTRIC  RY. 

Following  are  the  earnings  of  the  Lake  Shore  Electric  Rai 
for  September : 

1902.  1903, 

Earnings  from  operation $46,051  $63,198 

Operating  expenses 29,795  361639 

Net  earnings 16,256  26,859 

Operating  ratio    6470  5770 

For  the  nine  months  : 

I'^arnings    from    operation $342,574  $467,913 

Operating    expenses     215,027  291,136 

Net    earnings    127,546  176,777 

Operating   ratio    6277  .6222 

♦Decrease. 


I  way  Co. 

Increase. 

$17,447 

6,844 

10,603 

''■.07 

$125,339 
76,109 
49.230 
*ooss 


ELGIN,  AURORA  &  SOUTHERN. 

The  Elgin,  .Aurora  &  .Southern  Tr.-u-tion  Co.,  reported  for  Septem- 
ber as  follows : 

iiK>3-  Increase. 

Earnings  from  opei'.ilinii $  40,446  $  2,640 

Operating  expenses   22,056  1,243 

.Vet  earnings   18,390  1,397 

Fixed    charges    9,172  122 

Net    income    9.218  1,275 

From  July  i  : 

Earnings    from    operation $135,051  $13,267 

Operating    expenses    7i,s8i  8,658 

Net  earnings   63,470  4,609 

Fixed   charges    ;....    27,517  368 

Net    income    35.953  4.*4I 


LONDON   fONT.)   .STREET  RAILWAY  CO. 
The  comparative   statement   of  the   London    (Out.)    Street   Rail- 
way Co.  for  September  follows: 


V38 


STREET   RAILWAY   REVIEW. 


[Vol..  XIII,  No.  II. 


1902.  1903.     Increase. 

iilarniiigs   from  uperalioii $  18,157  $  19.536  I  1,379 

Operating    expenses    8,648  10,308  1,660 

Net  earnings   9,509  9,277  *282 

Fixed  charges    2.109  2>43i  322 

Net    income    7.399  6,795  *6o4 

Kor  the  nine  months : 

Earnings    from    operation $115,611  $132,516  $16,855 

Operating    expenses     70,811  83,755  >2,944 

Net    earnings     44.849  48,761  3,912 

Fixed   charges    20,284  19.872  ♦412 

Not    income     24.565  28,889  4.324 

'Decrease. 


employed,  42;  miles  of  road  in  operation,  15.41.  There  were  no 
accidents  during  the  year.  The  total  assets  amount  to  $535,901 ; 
total  cost  of  road,  $524,300;  capital,  $300,000;  funded  debt,  $205,000. 


INTERNATIONAL  TRACTION  CO. 

I-'ol lowing    is    the    comparative    statement    for    SeplciiiljiT    of    ilu- 
International  Traction  Co.  system,  Buffalo: 

1902.  igo.v  Increase. 

Earnings     from    operation $   321,355  $   377.921  $     56,566 

Operating   expenses    161,524  301,040  39,5i5 

Net    earnings    159,830  176,880  17,050 

Fixed   charges    125,887  127,445  1,558 

Net    income    33,943  49,435  15,491 

Operating   ratio    .512  .539  .027 

For  (|uArtfr  ended  Sept.  30: 

igo2.  igoj.  Increase. 

Earnings    front   operation $1,019,518  $1,198,315  $    178,797 

Operating    expenses    506,664  592,925  86,261 

Net  earnings   512,854  605,390  92,535 

Fixed    charges    381,198  398,970  i7,772' 

Net  income    131.656  206,419  74,762 

Operating    ratio     .507  .503  *.0O4 

*Decrease. 

PHILADELPHIA  CO. 

Comparative  statement  for  September  of  Philadelphia  Co.,  Equit- 
able Gas  Co.,  Consolidated  Gas  Co,  of  the  City  of  Pittslnirg,  the 

.•\Ilegheny  Light  Co.  and   Pittsburg  Railways  Co.: 

1902.  1903.  Increa.se. 

Earnings    from    operation $1,085,792  $1,199,076  $    113,284 

Miscellaneous   earnings    15,622  21,070  S.448 

Operating    expenses    and    taxes....      664,360  720,221  S5,86i 

Net    earnings    437,054  499.925  62,871 

Fixed  charges  ,308,045  318,419  10,374 

.Accrued  div.   on   Pliila.   pref 23,936  23,936           

Net    income    105,072  157,569  52,497 

.Kvailable   for   Phila.    Co 104.937  157.425  52,488 

For  nine  months  of  calendar  year: 

1902.  1903.  Increase. 

Earnings    from    operation $10,108,975  $1 1,327,983  $1,219,008 

Miscellaneous   earnings    404,186  337,090  *67,096 

Operating  expenses  and   taxes..,.     5,765,852  6,540,366  774,514 

Net    earnings     4.747,309  5.'24.707  377,398 

Fixed   charges    2.760,826  2.872,234  111,408 

."Accrued  div,  on    Phija.   pref 216,295  215,419  *S76 

Net    income    1,770,187  2,037,053  266,866 

.Vvailable   for   Pliila.    Co 1,767,836  2.034.729  266,893 

'Decrease. 

ONEIDA  RAILWAY  CO, 
The  annual  report  of  the  Oneida  (N.  Y.)  Railway  Co,  for  the 
year  ended  June  30,  1903,  shows  the  gross  earnings  to  have  been 
$6,240;  operating  expenses,  $7,108;  net  loss,  $869;  other  income,  $4; 
gross  loss,  $.S65;  fixed  charges,  $749;  year's  loss,  $1,614;  total  defi- 
cit, $1,460,  The  assets  amount  to  $27,743,  including  $24,765  cost 
of  road  and  equipment.  The  capital  stock  is  $15,000;  funded  debt, 
$lo,oco.  The  number  of  passengers  carried  was  143.423.  The 
length  of  thcj-oad  is  4'<  miles   (single  track). 


PORTLAND  &  BRUNSWICK  STREET  RY, 
The  annual  report  of  the  Portland  &  Brunswick  Street  Ry,,  of 
Portland,  Me,,  for  the  year  ended  June  30.  1903,  shows  the  earnings 
from  operation  to  have  been  $28,854;  miscellaneous  earnings,  $100; 
total  earnings,  $28,954;  operating  expenses,  $17,552;  net  earnings, 
$11,401;  interest  on  funded  debt,  $9,625;  net  divisible  income,  $1,776. 
Tlie  number  of  passengers  carried  was  523,880;   number  of  persons 


Ihe 
N.  Y., 
$2,102; 
$6,781 ; 
to  $29 
capital 
ber  of 
ployes 
I  rack ) 


ROME  CITY  STREET  RAILWAY   CO, 
annual  report  of  the  Rome  City  Street  Railway  Co.,  of  Rome, 
for  the  year  ended  June  30,  shows  the  gross  earnings  as 
operating  expenses,  $2,636;   net    loss,   $1,534;   fixed   charges, 
year's  loss,  $8,315 ;  total  deficit,  $10,284.      rhc  assets  amount 
1,488,  including  $280,440  cost  of  road  and   equipment.     The 
stock  is  $150,000  and  the  funded  debt  is  $123,500.    The  num- 
passengers  carried  during  the  year  was  43,482.    The  five  em- 
received  $1,160  in   wages.     The  length  of  the  road   (single 
is  syi  miles,  and  the  rolling  stock  comprises   10  cars. 


INTERBOROCGII  RAPID  TRANSIT  CO, 
The  Interborough  Rapid  Transit  Co.,  of  New  York,  which  has 
operated  the  Manhattan  Railway  Co's,  elevated  lines  since  April 
1st,  issued  a  report  of  the  earnings  of  those  lines  for  the  six  months 
ended  September  30th.  Gross  earnings  amounted  to  $6,210,540,  an 
increase  of  $858,178  over  the  same  period  last  year;  operating  ex- 
penses were  $2,609,710,  a  decrease  of  $130,336;  net  earnings,  $3,600,- 
830,  an  increase  of  $988,514.  Deducting  dividends  and  fixed  charges 
there  was  a  surplus  of  $762,267. 

For  the  year  ended  September  30lh  gross  earnings  were  $12,651,- 
977;  operating  expenses,  $5,429,473;  net  earnings,  $7,222,504.  The 
surplus  balance  to  the  credit  of  profit  and  loss  account  Sept.  30, 
1903,  was  $7,102,772,  an  increase  of  $730,354, 


UTICA  &  MOHAWK  VALLEY   RAILWAY   CO. 

The  annual  report  of  the  Utica  &  Mohawk  Valley  Railway  Co.  for 
the  year  ended  June  30,  1903,  shows  the  gross  earnings  to  have  been 
$619,065 ;  operating  expenses,  $368,382 ;  net  earnings,  $250,683 ;  other 
income,  $2,gii;  gross  income,  $253,594;  fixed  charges,  $147,680; 
year's  surplus,  $105,904;  total  surplus,  $292,946.  The  assets  amount 
to  $7,889,901,  including  $5,404,381  cost  of  road  and  equipment.  The 
capital  stock  is  $2,500,000  and  the  funded  debt  is  $2,700,000, 

The  number  of  passengers  carried  during  the  year  was  13,335.409 
Salaries  and  wages  paid  the  350  employes  amounted  to  $216,009. 
The  year's  accident  record  shows  10  persons  killed  and  12  injured. 
Accident   damage  claims  paid  amounted  to  $18,571, 


MONTREAL   STREET   RAILWAY   CO. 

The  annual  report  of  the  Montreal  Street  Railway  Co.,  for  the 
year  ended  Sept.  30,  1903,  shows  the  number  of  passengers  carried 
to  have  been  54,592,014,  or  an  increase  of  4,644,547  over  1902 ; 
number  of  transfers,  16,774.595,     Other  statistics  follow: 

1902.  1903.         Increase. 

Earnings    from    operation $2,046,208    $2,222,787    $176,579 

Operating   expenses    1,135,176       1,316,848       181,672 

Net    earnings     gii  .032         905,939        "'5,093 

*Decrease, 

The  assets  amount  to  $10,405,721,  including  $9,724,497  cost  of 
road  and  equipment.    The  capital  stock  is  $6,000,000. 

.\ccompanying  the  annual  report  is  the  report  of  the  president, 
Mr.  L,  J.  Forget,-  in  which  he  states  that  during  the  year  the 
directors  declared  four  quarterly  dividends,  amounting  to  $600,000, 
and  in  view  of  the  company  having  assumed  its  own  fire  insurance 
risk,  placed  an  additional  sum  of  $25,000  to  the  credit  of  the  fire 
insurance  fund,  which  now  amounts  to  $239,377,  and  $50,000  to  the 
credit  of  the  contingent  account,  leaving  a  surplus  of  $9,907.  The 
company's  earnings  increased  in  a  satisfactory  ratio  (8,63  per  cent)  ; 
the  operating  ratio  shows  an  increase  of  .0381,  due  to  the  heavy 
increased  rate  of  wages  paid  in  all  departments,  the  increased 
amount  for  maintenance  and  the  increase  paid  to  the  city  per  cent 
on  gross  earnings. 

During  the  year  $1,000,000  of  new  stock  was  issued  to  provide 
for  extensions  and  additions  to  rolling  stock  and  equipment.  Dur- 
ing 1903  the  company  paid  the  city  the  following  amounts :  Tax 
on  earnings  and  other  taxes,  $121,298;  on  account  of  snow  clearing, 
$47,t68,  making  a  total  of  $168,466,  The  directors  during  the  year 
have  assisted  in  the  establishment  of  a  mutual  benefit  association, 
to  provide  life  insurance,  relief  in  cases  of  sickness  and  accident, 
and  pension  for  long  and  faithful  service,  to  the  funds  of  which 
the  company   will   contribute   liberally. 


Xiiv.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


939 


New  Lines  and  Extensions  Opened. 


Ihc  Erie  (I'd.)  Electric  Motor  Co.  opened  its  east  side  extension 
October  26th.  The  line  is  six  miles  long,  is  double  tracked  for 
a  good  part  of  the  distance,  and  cost  $100,000. 

The  first  trip  over  the  Cleveland.  Painesville  &  Ashtabula  Railway 
Co's.  line  from  Painesville  to  Ashtabula,  O.,  was  made  October  24tli. 

The  Richmond  Street  &  Interurhan   Railway   Co.,  of   Richmond, 
Ind.,    has    completed    its   branch    to    Easthaven    and 
cars  now  run  on  schedule. 

The  Blue  Crass  Traction  Co's.  line  between  Lex- 
ington and  Paris,  Ky.,  was  formally  opened  Novem- 
ber 7th  and  invitations  were  issued  by  the  McAfee 
Co.  to  prominent  persons,  who  rode  over  the  line  on 
special  cars,  leaving  Lexington  at  u  a.  m. 

The  Conneaut  &  Erie  Traction  Co's.  system  was 
opened  to  traffic  October  29th.  The  opening  of  this 
road  is  said  to  complete  the  longest  length  of  electric 
railway  line  in  America,  making  it  possible  to  travel 
uninterruptedly  by  trolley  from  W'estfield,  N.  Y..  to 
Port  Huron,  Mich.,  with  opportunities  to  continue 
further  south  and  west  by  connecting  lines. 

The  Indianapolis  Northern  Traction  Co.,  which  is 
building  a  line  to  Peru,  Ind.,  has  established  regular 
service  between  Indianapolis  and  Tipton.  The  fare 
is  half  that  charged  by  the  Lake  Eric  &  Western 
R.  R. 

The  Winnipeg  (Manitoba)  Electric  Street  Railway 
Co.  opened  its  St.  Boniface  line  to  traffic  Novem- 
ber 4th. 

November  7th  cars  were  run  over  the  Joliet,  Plain- 
field  &  Aurora  Ry's.  line  from  Joliet  to  Plainfield,  and  there  was 
celebration    in    which    the    leading   officials   of   the   two    cities    par- 
ticipated. 

The  first  car  from  Canandaigua  to  Rochester,  N.  Y.,  over  the 
Rochester  &  Eastern  Rapid  Railway  Co's.  line  was  run  November 
Sth  at  midnight.  Regular  traffic  was  not  begun  until  recently,  how- 
ever. 


Electric  Locomotive  for  the  Las  Vegas  &  Hot 
Springs  Railway. 

The  American  Car  Co.,  of  St.  Louis,  recently  sent  to  the  Las 
Vegas  &  Hot  Springs  Electric  Railway  Light  and  Power  Co.  a 
heavy  electric  locomotive,  as  shown  in  the  accompanying  illustration. 
.\u  interesting  fact  connected  with  the  delivery  of  this  locomotive 
was   that   although    the   body  was    finished    fhaving   been    built    for 


C.  O.  Oberg  &  Co.  in  New  Factory. 

The  "Never-SIip"  register  rod  handles  made  by  C.  O.  Obcrg  it 
Co.,  of  Boston,  have  sprung  into  almost  instant  favor,  and  the  de- 
mand for  these  handles  has  increased  to  such  an  extent  during  the 
past  two  months  that  the  company  found  its  old  factory  at  100 
Purchase  St.,  Boston,  altogether  inadequate  to  care  for  the  rapidly 
increasing  business.  In  consequence,  more  commodious  quarters 
have  been  leased  at  102  Pearl  St.,  Boston,  where  the  company's 
office  and  factory  are  now  located.  The  new  factory  has  been 
equipped  with  the  most  modern  machinery  and  the  company  has 
every  facility  to  enable  it  to  fill  orders  very  promptly. 


Large  Orders  for  Consolidated  Heaters. 

The  Consolidated  Car  Heating  Co.,  of  Albany,  .\'.  Y.,  is  rushed 
with  orders  this  season,  which  it  reports  as  one  of  the  most  pros- 
perous seasons  it  has  known.  .Xmong  recent  large  orders  which  the 
company  has  received  is  one  from  the  Boston  (Mass.)  Elevated 
Railway  Co.,  for  60  heating  equipments  for  surface  cars.  Another 
large  order  was  received  from  the  Brooklyn  Heights  Railroad  Co., 
which  has  purchased  171  equipments  for  the  elevated  cars.  This 
order  was  in  addition  to  the  contract  which  the  company  had 
already  awarded  the  Consolidated  company  for  100  cars  which  are 
now  Ix-ing  hiilt.     Those  orders  were  all  taken  by  Mr.  C.  S.  Hawlcy. 

♦  »» 

The  tracks  of  the  three-cent  fare  railroad  on  Dcnison  Ave.,  Cleve- 
land, O.,  have  Iwcn  laid  from  Rhodes  Ave.  as  far  as  Ridge  Ave. 
Thi^  is  about  half  way  to  Lorain  St.,  the  proposed  terminus  of  the 
road. 

The  Kvansville  &  I'rmcclon  find.)  Trad  ion  Co.  has  purchased 
a  «ite,  67'/  X  i.tO  ft.,  in  Evansville,  Ind.,  for  headquarters,  freight 
<lepot,  ticket  offices  and  waiting  rooms.  A  building  now  on  the  land 
will  l)e  remodeled  to  suit  the  needs  ,,(  ihr  rompany. 


LOCOMOTIVE-AMERICAN  CAR  CO. 

another  party),  ibe  motors  were  brought  from  Pittsburg,  the  car 
was  mounted  on  its  trucks,  the  equipment  installed  and  the  car 
received  by  the  company  in  ten  days.  A  short  time  after,  the  Gales- 
burg  &  Kewancc  Electric  Co.  asked  to  have  this  feat  of  rapid  de- 
livery duplicated  in  regard  to  a  large  car.  The  motors  were  ob- 
tained, the  car  mounted  on  trucks  and  the  equipment  installed,  and 
icn  days  after  the  contract  was  given  the  car  was  at  Galcsburg. 

The  Las  Vegas  locomotive  measures  30  ft.  over  crown  pieces, 
and  8  ft.  2  in.  over  sills  and  sheathing.  It  is  equipped  at  cither 
end  with  steam  road  pilots  and  standard  M.  C.  B.  couplers.  The 
ends  are  octagonal  in  form,  and  the  doors  situated  at  diagonally 
opposite  corners,  with  a  view  to  loading  to  its  greatest  length.  The 
sliding  doors  are  placed  in  the  center  at  cither  side  and  have  forty- 
inch  openings.  The  four  windows  in  each  side  arc  protected  with 
iron  bars,  as  it  is  intended  to  carrying  freight  and  baggage.  The 
windows  in  the  ends  are  arranged  to  drop  into  pockets;  those 
at  the  sides  have  stationary  upper  sashes  which  may  be 
raised.  The  locomotive  is  mounted  on  Brill  27  G  trucks  and 
equipped  with  four  so-h.  p.  motors.  Automatic  air-brakes  arc  used 
as  well  as  hand-brakes. 


Scaife  (Company  in  Mexico. 

The  William  13.  .Scaife  &  Sons  Co.,  of  Pittsburg,  manufacturer 
of  the  "Scaife"  and  "We-Fu-Go"  .systems  for  softening  and  purify- 
ing water,  has  appointed  Mr.  C.  A,  Malau,  of  the  City  of  Mexico, 
its  sole  representative  in  Mexico.  Mr,  Malau  is  especially  well 
fitted  to  look  after  his  client's  interests  in  that  republic,  as  he  is 
thoroughly  acquainted  with  the  engineering  and  indiistrial  wants 
of  the  country,  and  has  devoted  considerable  allentiini  to  the  sub- 
ject of  water  purification. 

The  Scaife  company  is  now  nKimif,Kliiriug  every  type  of  water 
purifying  systems,  intermittent  nr  continuous,  treating  the  water 
either  hot  or  cold.  It  is  softening  and  purifying  350,000.000 
gallons  of  water  daily  for  steam  bnilers  .-uul  oilier  piupnses  where 
pure,   soft    water  is   desired. 

The  queslioii  of  whether  the  so-called  Mueller  law,  applying  to 
public  ownership  of  street  railways,  shall  be  put  into  effect  in  Chi- 
lago  will  he  subniilled  tn^a  vote  of  the  people  at  the  next  aldcrnianic 
election,  April  .sth,  the  city  council  having  passer!  an  orclin.uicc  to 
that  efTecl,  

.An  Indiana  Hiiioii  Traction  Co,  car  on  NovemlxT  T51I1  ran  igyi 
miles  in  2^  tiiimitrs,  and  a  mile  in  46  seconds. 


940 


STREET  RAILWAY  REVIEW. 


(Vol..  XIII,  No.  II. 


Car  Barns  at  Cleveland  Burned. 


A  disp.ntch  3l;ites  lli.it  three  iminber.^  of  tlic  Cleveland  tire  depart- 
nient  were  killed  and  three  injured  dnring  a  fire  in  the  car  barns 
of  the  Cleveland  Electric  Railway  Co.,  November  l6th,  the  barns 
being  located  on  ilolmden  Ave.  and  Pearl  St.  There  were  lOO 
motors  stored  in  the  buildint;.  which  covered  fonr  acres.  Tlic 
total    loss    is   placed    at    more   than   $200,000. 


Njew  Fenders  for  Brooklyn  Kapid  Tran.sit. 


The  ilrooklyii  k:i|>id  Transit  Co.  has  jiisl  ordered  from  the 
Eclipse  Car  Fender  Co.,  of  Cleveland,  O..  complete  outfits  of 
Eclipse  life  guards  to  be  placed  upon  the  new  cars  being  built  for 
the  rapid  transit  company  at  the  Kuhlnian  car  works  at  Cleveland, 
riiis  order  was  given  after  the  company  gave  the  fenders  an 
exhaustive  test  at  Brooklyn,  which  convinced  the  company  officials 
that  the  Eclipse  fenders  were  all  that  is  claimed  for  them. 
♦<-♦ 

Infringement  Suit  Appealed. 


The  infringement  suit  brought  some  three  years  ago  by  John  A. 
Urill  vs.  the  North  Jersey  Street  Railway  Co.  and  defended  by  the 
Peckham  Motor  Truck  and  Wheel  Co.,  and  which  was  recently  de- 
cided by  District  Judge  Bradford  of  Delaware  in  favor  of  Mr. 
Brill,  has  been  appealed.  Pending  the  appeal  Judge  Bradford  has 
suspended  the  injunction  granted  against  the  railway  company  and 
the  appeal  will  be  heard  at  the  March  term  of  the  circuit  court  of 
appeals. 


Advertising  Literature. 


THE  CROCKER-WHEELER  CO.,  Ampere,  N.  J.,  has  issued 
Bulletin  No.  38,  October,  1903,  on  "Small  Motors,  Form  L." 

THE  LUNKENHEliMER  CO.,  of  Cincinnati,  issues  an  at- 
tractive circular,  sl-'jxfi  in.,  illustrating  the  Lunkenheimer  regrind- 
ing  valves,  which  arc  made  of  gun  metal  and  are  especially  adapted 
to  high  pressure  power  plants. 

THE  JOSEPH  DIXON  CRUCIBLE  CO.,  of  Jersey  City,  has 
issued  a  24-page  pamphlet,  4x8.'/^  in.,  entitled  "Graphite  Sugges- 
tions," and  treating  of  the  more  important  uses  of  Dixon's  graphite. 
It   is   illustrated   and   lias   an   illuminated   cover. 

THE  ALUS-CHALMERS  CO.  has  issued  Catalog  No.  62,  78 
pages,  4J4X6  in.,  containing  a  partial  list  of  foreign  users  of  Corliss 
engines,  pumping  engines,  hoisting  engines,  compressors  and  blow- 
ing engines  built  by  the  .Mlis-Chalmers  Co. 

H.  B.  COHO  &  CO.,  INCORPORATED,  contracting  engineers, 
114  Liberty  St.,  N.  Y.,  has  issued  a  12-pagc  pamphlet,  attractively 
got  up,  showing  some  of  the  work  the  firm  has  been  engaged  upon 
during  the  past  10  years,  including  some  notalilc  installations  of 
steam    and    electrical    machinery. 

THE  JOSEPH  DIXON  CRUCIBLE  CO.,  Jersey  City,  has 
issued  a  20-page  description  and  price  list  of  Di.xon's  graphite 
lubricants  as  prepared  by  the  company.  The  pamphlet  is  6x7^  in. 
in  size,  nicely  printed  and  illustrated,  and  the  subject  is  treated  in 
the  readable  style  which  marks  all  of  the  Dixcm  productions  of  this 
character. 

THE  CENTRAL  ELECTRIC  CO.,  of  Chicago,  has  just  issued 
its  November  price  list  and  discount  sheet.  It  is  an  exceedingly 
attractive  little  book,  designed  to  suppleinent  the  company's  1903 
general  catalog.  It  has  been  revised  to  date  and  contains  the  very 
latest  prices  in  force,  and  consequently  will  be  of  help  to  all  in  tlie 
electrical   field. 

THE  AMERICAN  BLOWER  CO.,  Detroit.  Mich.,  has  issued 
the  following  catalogs:  No.  118,  "Mechanical  Draught";  No.  145. 
"The  Heating  and  Ventilation  of  Manufacturing  Establishments"; 
No.  155,  "Steel  Plate  Fans."  .Mso  pamphlets  treating  of  the  "A. 
B.  C."  moist  air  dry  kiln,  and  of  heating,  ventilating,  drying  and  me- 
chanical  draft  apparatus  generally. 

THE  BRUSH  ELECTRICAL  ENGINEERING  CO.,  LIM- 
ITED, of  London,  Eng.,  has  issued  Bulletin  No.  4.  for  August, 
1903,  on  "Incandescent  Lamps  and  Fittings."  It  is  SjXxioJ^  in.  in 
size,  contains  30  pages  and  is  handsomely  illustrated  with  half  and 
full-page  views  of  interiors  of  churches,  theaters,  residences,  pub- 
lic buildings,  steamers,  electric  cars,  etc. 


THE  ELECTRIC  SMELTING  &  ALUMINUM  CO.,  of  Cleve- 
land, has  caused  to  be  published  in  pamphlet  form  a  decision  of  the 
United  States  Circuit  Court  of  .Appeals  for  the  Second  District, 
sustaining  the  "pioneer  Bradley  patent  No.  168,148,"  for  electric 
smelting,  and  instructing  that  a  decree  be  entered  in  favor  of  the 
company  for  an   injunction  against  the   Pittsburg   Reduction  Co. 

THE  LUMEN  BEARING  CO.,  of  Buflfalo,  N.  Y.,  chose  an  ex- 
ceptionally pretty  subject  for  illustrating  its  November  desk  cal- 
endar, which  it  sends  to  customers  and  friends.  The  view  is  a 
country  wayside,  beautifully  colored,  entitled  ".\utunin  in  Vir- 
ginia," it  being  a  copy  of  the  well-known  painting  by  E.  Lamasurc 
riiese  calendars  arc  costly  to  make  and  are  in  great  demand  each 
month,  as  has  been  slated  in  the  "Review"  heretofore. 

THE  CHASE-SHAWMUT  CO.,  of  Newburyport,  Mass.,  has 
just  issued  its  1904  edition  of  "Electrical  Data."  This  is  a  36-page 
illustrated  catalog,  4x7  in.,  treating  of  switchboards,  wiring,  fuses, 
conduit  boxes  and  rail  bonds.  It  contains  also  general  data  and 
definitions  which  serve  to  make  the  little  book  valuable  in  more 
ways  than  one.  It  will  be  mailed  upon  request.  As  will  be  noted, 
the  address  of  the  Chase-Shawmut  Co.  is  now  Newburyport,  Mass., 
instead  of  Boston,  as  formerly. 

THE  ABENDROTH  &  ROOT  MANUFACTURING  CO.,  of 
Newburgh,  N.  Y.,  is  sending  out  a  return  post  card  setting  forth  its 
products  and  requesting  those  interested  to  fill  out  and  return  the 
card  and  mail  it  to  the  company,  whether  in  the  market  for  boil- 
ers, pipe  or  other  lines  of  the  .Abendroth  &  Root  manufacture,  or 
if  it  is  desired  that  a  representative  of  the  company  should  call, 
or  if  any  of  the  company's  literature  is  desired. 

THE  UNDER-FEED  STOKER  CO.  OF  AMERICA,  in  its 
Publicity  Magazine  for  November,  illustrates  the  Commerce  St. 
plant  of  the  Milwaukee  Electric  Railway  &  Light  Co.,  in  the  boiler 
room  of  which  32  Jones  stokers  are  in  operation  beneath  6,400 
h.  p.  of  Edge  Moor  water  tube  boilers,  the  stokers  being  automat- 
ically equipped.  A  view  is  also  shown  of  the  installation  of  coal- 
conveying  and  ash-handling  machinery  in  the  same  plant,  which  are 
used  in  connection  with  the  Jones  stokers. 

THE  STEWART  HARTSHORN  CO.,  E.  Newark,  N.  J.,  in 
Hartshorn's  Roller  for  October,  announces  that  it  has  been  coin- 
pelled  to  increase  its  f.ictory  space  at  Muskegon,  Mich.,  to  keep 
pace  with  its  increased  business,  and  the  result  is  a  building,  nearly 
completed,  342  ft.  long  and  150  ft.  wide.  It  has  also  enlarged  its 
factories  in  E.  Newark  and  in  Toronto,  Can.  The  illustrations 
and  the  reading  matter  in  the  Roller  sustain  the  high  standard 
which  makes  it  a  much-sought  paper  every  month. 

THE  EDGE  MOOR  IRON  CO.  has  published  a  catalog.  120 
pages,  6x9  in.,  cloth  board  covers,  treating  of  the  three  different 
types  of  boilers  which  it  makes — Edge  Moor  improved  Galloway, 
Edge  Moor  internally  fired  return  tubular,  and  Edge  Moor  water 
tube  boilers.  The  catalog  is  nicely  got  up  and  well  illustrated 
with  views  of  the  Edge  Moor  plant,  and  of  plants  equipped  with  the 
Edge  Moor  boilers.  A  partial  list  of  users,  which  is  appended, 
shows  that  the  Edge  Moor  boilers  are  widely  known. 

THE  B.  F.  STURTEVANT  CO.,  Jamaica  Plain,  Mass.,  an- 
nounces that  the  second  edition  of  Catalog  No.  115,  the  company's 
condensed  general  catalog,  has  gone  to  press  and  will  soon  be 
ready  for  distribution.  A  few  pages  in  this  revised  edition  have 
been  devoted  to  factory  and  industrial  railway  equipments,  a  new 
departure  of  this  enterprising  company.  The  manufacture  of  this 
new  line  of  products  is  the  outgrowth  of  the  success  attained  by 
the  company  in  equipping  its  new   plant  at   Hyde  Park,   Mass. 

THE  GENERAL  ELECTRIC  CO.  has  issued  the  following 
publications;  Bulletin  No.  4339  (supersedes  No.  4285).  "Automatic 
Circuit  Breakers,  Type  M,  for  600  Volt  Direct  Current";  Bulletin 
No.  4340,  "Meridian  Lamps";  Bulletin  No.  4,Mi.  "Standard  Pho- 
tometer Lamps";  Bulletin  No.  4342  (supersedes  No.  4230),  "List 
of  Polyphase  Power  Plants";  Bulletin  No.  4343  (supersedes  No. 
4174),  "Slow  and  Moderate  Speed  Motors,  Type  MP,  Form  H"; 
Bulletin  No.  4344.  "The  Synchronism  Indicator";  Flyer  No.  21 15. 
"Meridian   Lamps." 

THE  FRANKLIN  PORTABLE  CRANE  AND  HOIST  CO.. 
of  Franklin,  Pa.,  has  issued  a  24-page  catalog,  4x7  in.,  treating  of 
the  Franklin  portable  crane  and  hoist,  which  has  been  designed  for 
use  in  shops,  factories  and  all  places  where  it  is  necessary  to  lift 
heavy  bodies,  or  to  transfer  them  from  place  to  place  with  safety 
and  with  the  least  expenditure  of  time  and  labor.  One  man  can 
easily   lift    with  this   device   a   large   casting   or   any   piece   weighing 


Nov.  20.  1903] 


STREET  RAILWAY  REVIEW. 


65 


up  to  three  tons  and  convey  and  place  it  where  required.  It  is 
recommended  for  street  railway  shops,  where  it  would  simphly  the 
handling  of  motors,  armatures  and  truck  parts. 

THE  MAYER  &  ENGLUND  CO.,  of  Philadelphia,  in  the  Key- 
stone Traveller  for  October,  makes  the  following  interesting  an- 
nouncement: "Outside  of  a  check  book,  a  pocket  book  and  Web- 
ster's dictionary,  we  don't  know  any  book  which  has  been  so  help- 
ful to  successful  street  railway  men  as  our  cloth-bound,  550-Pase 
catalog.  It  has  been  styled  the  Street  Railway  Encyclopedia. 
The  October  Traveller  is  replete  with  bright  sayings  calculated  to 
advertise  the  Mayer  &  Englund  specialties  in  attractive  fashion. 
among  the  best  being  a  series  of  illustrated  "Rail  Bond  Proverbs 

THE  AMERICAN  STEAM  SUPERHEATER  CO.,  176  Fed- 
eral St.  Boston,  has  issued  a  new  catalog  with  the  object,  as  stated, 
to  describe  the  American  superheater,  and  to  point  out  the  features 
of  its  construction  which  make  it  a  practical  and  valuable  appliance 
to  users  of  steam.  The  new  catalog  contains  46  pages,  6x9  m- 
onehalf  of  them  being  blank.  The  pages  are  not  bound  together. 
but  are  tied  by  a  string.  The  descriptions  are  short  and  to  the 
point  and  the  illustrations  are  unusually  clear.  There  have  been 
incorporated  into  the  catalog  two  interesting  items,  one  a  letter 
from  the  Merrimack  Manufacturing  Co.,  of  Lowell,  Mass.,  attesting 
the  virtue  of  the  American  superheater,  and  the  other  a  paper  on 
"The  Practical  Economy  of  Using  Superheated  Steam,"  by  P. 
Nolet;  translated  by  George  L.  Fowler. 

THE  GREEN  ENGINEERING  CO.,  of  Chicago,  has  issued  a 
20-page  pamphlet,  3/^x6  in.,  containing  testimonial  letters  from  a 
number  of  its  many  customers,  including  the  Chicago  Electric 
Traction  Co.,  the  Chicago  Union  Traction  Co.,  the  Evanston 
Yarv-an  Co,  the  Anglo-American  Provision  Co.,  E.  A.  Cummmgs 
&  Co  C  H  Wilmerding,  Cook  County  Hospital,  the  Evanston 
Heating  Co.,  the  Toledo  Heating  &  Lighting  Co.,  the  Waukesha 
Sheet  Steel  Co,  the  Atchison,  Topeka  &  Santa  Fe  Railway  Sys- 
tem, Armour  Packing  Co.,  Charles  G.  Armstrong  &  Co.,  Danville 
(111  )    Street    Railway   &    Power   Co.,   and    Michigan    Central    Rail- 


Creaghead 
Flexible 


Brackets 


66 


STREET  RAILWAY  REVIEW. 


[Vol..  Xni.  N'a 


INSULATING 


THE  STANDARD  FOR  rs  YEARS 


ENDORSED  BY  EXPERT 
ELECTRICIANS 


It  is  always  flexible 

It  is  always  strongly  adhesive 
It  is  water-  and  acid-proof 
It  does  not  vulcanize 
It  does  not  dry  out 
It  is  easily  applied 


Positively  the  Most  Durable  On  the  Market 

SEND    FOR    P    &    B    BOOKLET 


STANDARD  PAINT  COMPANY 

NEW  YORK  CHICAGO 

100  William  Stroot  188-90  Madison  Street 

HAMBURG  PARIS  LONDON 

Dovenhof  93    20  Rue  St.  Georges     59  City  Road,  E.G. 


road  Co.  In  every  case  the  writer  states  that  the  Green  traveling 
link  grates  give  perfect  satisfaction.  The  pamphlet  also  contains 
a  few  views  of  prominent  installations  of  Green  stokers. 


Trade  Notes. 


rilE  JOHN  STEPHENSON  CO.  advises  us  that  Mr.  John  G. 
Root,  who  has  been  associated  with  the  company  for  some  time, 
has  been  appointed  its  secretary. 

THE  LUKENIIEIMER  CO.,  of  Cincinnati,  has  opened  a  branch 
ortice  in  Paris,  France,  at  No.  24  Bonlevard  Voltaire,  where  will  be 
i-.irried  a  tomplete  stock  fjf  the   Lukenheimer  products. 

THE  CROCKER-WHEELER  CO.,  of  Ampere,  N.  J.,  has  es- 
tablished headquarters  for  the  southern  representative  of  its  Wash- 
ington oflice,  Mr.  S.  M.  Conant,  at  425  Empire  Building,  Atlanta,  Ga. 

THE  CHICAGO  INSULATED  WIRE  CO.,  of  Chicago,  has 
just  installed  in  its  plant  at  Sycamore,  111.,  several  large  stranding 
tools,  which  will  enable  it  to  build  rope-laid  cables  up  to  2,000,000 
c.   m.   capacity. 

THE  STYLE  OF  CJiAS.  G.  ARMSTRONG  &  CO.,  consult- 
ing; engineers,  of  Cliiiago.  has  been  changed  to  Armstrong  &  Fergus, 
consultint?  electrical  and  mechanical  engineers,  and  the  office  ad- 
dress is  now   i.ii'O   ri.'her   B'.ijlding,  instead  of   1510. 

THE  NATIONAL  STEEL  FOUNDRY  CO.,  New  Haven, 
('onn.,  announces  the  e-tablishment  of  an  open-hearth  steel  casting 
l.iant,  with  all  the  conditions  right  for  the  production  and  deliv- 
ery of  good  work  promptly.  The  first  pouring  is  to  take  place 
r.boit  Dec.  I,   1903. 

THE  BALL  &  WOOD  CO.,  of  New  York  City,  builder  of  large, 
liigh-class  engines,  recently  opened  an  office  in  Chicago  at  Room 
i.=;47  Marquette  Building.  J.  H.  Parshall,  who  has  been  associated 
with  the  company  several  years,  has  charge  of  this  office  and  the 
surrounding   territory. 

THE  W.  T.  VAN  DORN  CO.,  Chicago,  has  been  awarded  the 
contract  to  equip  too  elevated  railroad  cars  recently  ordered  by 
llie  Bi-ooklyn  Rapid  Transit  Co.,  with  the  well-known  Van  Dorn 
couplers  and  draw  bars.  The  Van  Dorn  coupler  has  also  been 
placed  upon  the  cars  of  the  Danville.  Urbana  &  Champaign  Rail- 
way Co. 

THE  ST.  LOUIS  CAR  CO.  advises  us  that  it  has  received 
another  contract  from  the  Oakland  Transit  Co.  for  10  more  hand- 
si  jmc  suburban  cars,  similar  to  the  16  which  were  furnished  for  the 
.San  Francisco,  Oakland  &  San  Jose  Ry.  system  of  the  transit  com- 
pany, and  which  were  described  and  illustrated  in  the  "Review" 
Inr   September,   1903. 

THE  lACONIA  CAR  COMPANY  WORKS,  of  Boston,  re- 
cently built  for  Suine  &  Webster  seven  25-ft.  closed,  vestibule  cars 
for  the  new  Blue  Hill  (Mass.)  Street  Railway  Co.'s  system.  The 
new  cars  arc  -verj'  hand'-onic.  being  painted  a  rich  olive  on  the 
oiUiidc.  J  hey  have  cross  seats,  seating  36  persons.  They  are 
iloiible- truck  cars,  wnh  four-motor  equipment,  and  are  provided 
with  air  brakes. 

THE  UNDER-FEED  STOKER  CO.  OF  AMERICA  adivses 
us  that  it  recently  received  a  second  order  for  Jones  stokers  to  be 
installed  in  the  power  house  of  the  John  Plankinlon  estate,  the  prop- 


Fast 
Schedule 


Unequaled 
Service 


BETWEEN 


CINCINNATI 

DECATUR,  ILL. 
DAYTON 


CHICAGO 

SPRINGFIELD,  ILL. 
TOLEDO 


DETROIT — 

Direct  connections  miade  at  Chicago  for  all  points  in  the  West  and 
Northwest.  At  Detroit  direct  connectioni  for  all  points  in  Michie'an  and 
Canada.  . 

A!>o.  tue  ticket  agent  f  roote  you  via  C.  H.  &  D. 
or  address, 

D.  G.  EDWARDS,  P.  T.M., 

Cincinnati,  O. 


Nov.  20,  1903] 


STREET  RAILWAY  REVIEW. 


67 


erties  of  which  include  the  well-known  Plankinton  House,  in  Mil- 
waukee. A  iihort  time  ago  the  chief  engineer  for  the  Plankinton 
estate.  Mr.  A.  W.  Grabe,  made  an  exhaustive  test  of  Jones  stokers, 
with  the  result  that  he  obtained  a  boiler  efficiency  of  82.82  per  cent. 
THE  HEIL  R.A.1L  JOINT  WELDING  CO..  of  Milwaukee. 
Wis.,  has  closed  a  contract  with  the  South  Covington  &  Cincinnati 
Street  Railway  Co.,  for  welding  a  considerable  portion  of  its  line. 
and  work  commenced  November  i6th.  The  rails  on  this  line  are 
six  and  seven-inch  girder.  The  above  company  has  just  finished 
its  season's  work  at  Pittsburg,  and  the  machinery  used  in  the  work 
will  be  stored  in  that  city  during  the  winter  and  work  will  l)o  re- 
sumed there  in  the  spring. 

THE  LUDLOW  SUPPLY  CO.  has  appointed  W.itts  &  Uthoff, 
of  St.  Louis,  southwestern  agents  for  the  Cleveland  track-drilling 
machine,  their  territory-  including  Missouri,  Arkansas.  Louisiana. 
Mississippi,  Texas.  Kansas,  Colorado,  Nebraska.  Utah.  Oklahoma. 
Indian  Territory,  southern  Illinois  and  Memphis,  Tenn.  Porter 
&  Berg.  Incorporated^  of  Chicago,  has  the  northwestern  agency. 
covering  northern  Illinois,  Wisconsin,  Iowa,  Minnesota.  North  Da- 
kota,  South   Dakota   and   the   northern   peninsula   of   Michigan. 

THE  UORNER  TRUCK  &  FOUNDRY  CO..  of  Logansport. 
Ind.,  in  order  to  better  care  for  its  increasing  business  in  the  street 
railway  field,  has  opened  a  general  sales  office  at  1062  Monadnock 
Block,  Chicago,  111.  The  new  office  will  be  directly  in  charge  of 
Mr.  H.  A.  Domer,  general  sales  agent,  who  has  a  wide  acquaint- 
ance  among  street  railway  officials  throughout  the  country.  The 
Dorner  Truck  &  Foundry  Co.  not  only  makes  trucks,  track  cleaners 
and  brake  shoes,  but  it  also  deals  in  axles,  fenders,  pit-jacks,  car 
wheels  and  other  street  railway  supplies  of  that  nature. 

THE  MALTBY  LUMBER  CO.,  of  Bay  City,  Mich,,  advises  us 
that  the  Kansas  City  &  Olathe  Electric  Ry.,  now  under  construc- 
tion, is  using  a  special  cedar  tie  that  is  proving  very  satisfactory 
as  regards  price  and  wearing  qualities.  The  grade  is  the  same  as 
that  used  by  steam  roads,  the  only  difTcrence  being  that  this  tie  is 
slightly  smaller.  The  much  lower  price,  however,  enables  the  road 
tn  space  the  ties  closely  and  -till  have  a  cheaper  but  no  less  durable 


Special 
Conductors'  Safes 

FOR    STREET  RAILWAYS. 

Conductors  can  deposit  their 

returns  without  access 

to  Sale. 

Made  in  Several  Sizes 

In  useon  over  100  roads. 

Si-nd  for  prices  and  Catalo^rur. 

.MOKKIS-IKKLAM) 
SAIi;      COMPANY, 

111  SuJbnry  St..     Boston.  Mii-s. 


FROy\  ST.  mCNAEL 
TO  nAISILA^ 
11,974   MILES. 

And  the  Stars  and  Stripes  afford- 
ing piOtection  to  American  Com- 
merce all  the  way. 

See  the  new  "  Round  the  World  " 
folder  of  the  New  York  Central 
Lines,  just  out. 

A  cop»  will  be  sen!  Iree,  po«l  paid,  on  receipt  o« 
three  ceota  In  .l.im,.»,  by  George  H  Daniel.,  (..n. 
•ral  Paaaeogar  Ageal,  Grand  Central  Station,  New 
York. 


The  western 
ELECTRICAL 
SUPPLY    CO, 


Engineers  and  Builders  of 

Electric 
Railways 

Lighting 
Plants 


and 


Central 
Stations 

Correspondence  Solicited 
Estimates    Furnished 


Western  Electrical 
Supply    Company 

Chemical        gt.  LouiS,  U.S.A. 

Building         ^  — 


68 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII.  No.  ii. 


IT  IS   EASY 

\.v.\\\  \\.\ 

.  \  to  put  new  brushes  on  the  cars 

\!.\ws\\  BUT  it  takes  TIME 
and  LABOR  to  turn 
down  Commutators 


LE    VALLEY    VIT/E     BRUSHES     LAST 

They  require  few  renewals.  With  them  Com- 
mutators SELDOM  have  to  be  turned  down. 
This  is  why  so  many  Street  Railways  use  them 
Exclusively. 

Le  Valley  Vitae  Carbon    Brush   Co. 

NEW  YORK. 


HE  Standard     ^^i^q 

LNOl^"^     (pMPANT- 


Generals 

Engineer 

and 

I0«    CAPiriCLD   aUlLCXNC.    CLEVELAND   -OMIO.  ^OmraClOrS 

Electric  and  Steam  Railways  a  Speclalt.v.  Power  PUats,  Bridges, 
Structural  Steel  Work,  Watrr  i'ower  Developmeat,  River  and  Harbor  Im- 
prtiveiiu-nts,  Municipal  Engiureriiig.    luveitineut  Reportw. 


SANDERSON    &    PORTER 

ENG/rJEERS   AND 
CONTRACTORS 

ELEOTHIO   IfAILWAy,    LKSHTINQ    AND    POWER    PLANTS 
HYDRAULIC     DEVELOPMENT 


52  WILLIAM  ST. 


NEW  YORK 


Government 
Mail  Trains 


Thousands  of  people  use  the 
Lake  Shore  &  Michigan  South- 
ern Railway  because  of  its  great 
record  in  the  mail  service — and 
it's  a  good  reason. 

Uncle  Sam  stipulates  for  the 
best  service.  Excuses  for  tardi- 
ness and  poor  service  otherwise 
are  not  accepted. 

Careful  work  in  the  opera- 
tion of  the  greatest  fast  mail  ser- 
\  ice  in  the  world,  for  more  than 
thirty  years  has  established  a 
world-wide  record  for  safe, 
prompt  service  over  the  Lake 
Shore. 

Nineteen  il  a  i  1  y  passenger 
trains  between  the  great  commer- 
cial centers— Chicago,  Cleveland, 
Buffalo,  St.  Louis,  Pittsburg, 
New  York,  Boston,  etc.,  have 
the  same  careful  attention  as  the 
government  trains. 


Address  undersigned  for  desired  information  about  travel  over  tbe 

Lake  Shore 

&  Michigan  Southern  Railway 

C.  F.  DALY,  A.  J.  SMITH, 

Chief  A.  G.  P.  A.,  Chicago,  111.      G.  P.  &  T.  A.,  Cleveland,  O 


inadbcd  iliaii  if  the  larger  tie  were  used.  The  Maltby  company 
lias  delivered  50  carloads  of  these  ties  during  the  past  three  weeks. 

THE  B.  F.  STURTEVANT  CO.  is  building  a  new  power  plant 
at  Hyde  Park,  Mass.,  work  upon  which  is  rapidly  nearing  comple- 
tion. It  promises  to  be  one  of  the  most  complete  plants  of  its  kind 
in  the  country.  It  will  comprise  four  water-tube  boilers,  with 
stokers  supplied  by  Sturtevant  forced  draft,  an  economizer  with 
Sturtevant  induced  draft,  and  a  complete  outfit  of  Sturtevant  gen- 
crating  sets,  together  with  condenser,  air  compressor,  etc.  Tlic 
Sturtevant  exhaust  head  is  used  for  separating  water  and  oil  from 
I  he  exhaust  steam. 

rUE  NATIO:^'.■^L  iROLLEY  \'.' \UFACTURING  CO.  OF 
LOCK  PORT,  N.  J.,  has  purchased  all  rights,  title  and  interest  of 
llie  National  Trolley  Manufacturing  Co.  of  Rochester,  N.  Y.,  in 
.iiid  to  the  Moon's  patent  trolley  wheel,  the  invention  of  Mr.  F.  D. 
Moon,  a  member  of  the  company.  The  company  also  announces 
that  it  is  introducing  a  new  trolley  base,  also  invented  by  Mr. 
Moon,  which,  used  in  connection  with  the  Moon  patent  roller- 
bearing  Irol'ey  wheel,  is  thought  to  make  an  unusually  efficient 
combination.  It  is  claimed  that  nothing  but  an  obstruction  will 
cause  the  wheel  to  jump  the  wire,  even  at  the  greatest  speed,  and 
in  that  event  the  pole  immediately  throws  off  the  tension  and  drops 
"lifeless"  near  the  top  of  the  car.  A  simple  pull  on  the  rope  again 
locks  it  under  the  tension,  which  drives  it  back  to  its  place  on  the 
ivire  with  little  or  no  loss  of  time  and  giving  no  embarrassment. 

THE  CANADIAN  WESTINGHOUSE  CO.,  LIMITED,  which 
was  organized  at  Hamilton,  Ont.,  last  month,  with  a  capital  of 
$2,500,000,  is  a  consolidation  of  all  the  Westinghouse  interests  in 
Canada,  which  have  heretofore  been  conducted  individually.  It 
will  take  over  all  the  property,  patents  and  other  interests  of  the 
succeeded  companies,  including  the  sales  organization  and  business 
of  Ahearn  &  Soper,  of  Ottawa.  The  new  company  will  build  a 
new  plant,  for  which  ground  has  been  broken,  at  Hamilton,  which 
will  give  work  to  at  least  1,000  employes.  The  output  of  the  aggre- 
gated manufactories  of  the  Westinghouse  companies  in  the  United 
States  is  over  $50,000,000  per  year  in  actual  shipments,  and  it  is 
expected    that    the    establishment    of    this    Canadian    company    will 


FORD,  BACON  &  DAVIS 

ENGINEERS 

24  Broad  Street,        New  York 


2104  First  Avenue 
1500  Grand  Avenue 
331  N.  College  St. 


BRANCH  OFFICES 


Birmingham,  Ala. 
Kansas  Citv,  Mo. 
Nashville,  ^eiin. 


GEO.  TOWNSEND. 


WM.  S.  REED. 


Townsend  Reed  &  Co., 


1208  STBVBNaoN  Bloq., 


INDIANAPOLIS.  IND 


SECUR  E    A   HOME 

IN    THE    GREAT   SOUTHWEST! 

The  rapid  incrt-ase  in  population  and  the  phenomenal  crops  of  iy03 
;ire  pushing  land  prices  upward.  The  Southwest  was  never  as  pros- 
perous as  now,  and  never  before  has  there  been  such  a  demand  for 
good  farm  lands.  Through  the  M.  K.  &  T.  Land  Bureau  thousands  i.f 
acres  of  rich  farm  lands  (improved  and  unimproved),  located  along 
the  line  of  the  M.  K.  &  T.  Railway,  are  now  offered  for  sale.  The 
lands  are  especially  adapted  to  the  growth  of  corn,  wheat,  oats,  fruits 
and  vegetables,  rice,  cotion,  sugar-cane,  and  for  stock  farming.  The 
lands  are  ■well  located  as  to  markets,  schools,  etc. 

If  you  are  interested  in  this  new  and  prosperous  country,  offering 
so  many  opportunities,  and  rich  farming  Iand<,  which  can  be  secured 
at  low  prices,  we  will  gladly  furnish  you  information  about  lands, 
busieess  chances,  etc.  Adv  se  exactly  what  you  want,  what  state  or 
u-rrit<irv    you  prefer,    and  the  amount  vou  have  to  invent. 

Thf  Homeseekers'  Excursions  on  the  first  and  third  Tuesdays  of 
.-ncli  month  afford  an  opportunity  to  visit  the  great  Southwest  at  a 
small  cost.      If  you  are    interested    write  to-da\  for  full  information. 

AddfL-ss  GEORGE    MORTON,  Gen'l   Pass.   Agt.,  M.  K-  A:  T.  Ry. 
Box  91 1     .    St.  Louis,  Mo. 


Nov.  20.  1903.] 


STREET  RAILW  AV  RE\IEW. 


69 


increase  this  amount  considerably.  Tlie  Westinghouse  Manufactur- 
ing Co.  alone  has  had  sales  in  the  Dominion  amounting  to  about 
$2,000,000   annually. 

THE  ELECTRIC  STORAGE  BATTERY  CO.,  of  Philadelphia, 
manufacturer  of  the  "Chloride  Accumulator,"  recently  closed  a 
contract  through  its  Canadian  representative,  the  Canadian  General 
Electric  Co.,  Ltd.,  for  an  installation  in  the  power  house  of  the 
Toronto'  Railwa.v  Co.,  of  a  regulating  battery,  consisting  of  276 
cells,  capable  of  dischavginj  .3.000  amperes.  Other  recent  contracts 
arc  the  following:  Bangor  (Me.)  Public  Works,  a  railway  reg- 
ulating battery  of  2C4  cells,  capable  of  discharging  160  amperes ; 
Carnegie  Steel  Co.,  a  rtgulatirg  battery  at  its  Youngstown  works, 
capable  of  disclnrging  i  (ko  .-imperes  at  260  volts;  Chicago  Edison 
Co..  a  battery  for  ihe  Haddock  Place  station,  having  a  capacity  of 
i6-i.v'oo  :impere  h<  ITS  .'it  ;j8  \oi,.':  United  Staces  governnvr.',  f.)r 
a  battery  ai  Fort  Totten,  consisting  of  62-640  ampere-hour  cells ; 
the  Stevens  Building,  Detroit,  146-160  ampere-hour  cells;  House  of 
the  Good  Shepherd.  Roxbury.  Mass.,  62-160  ampere-hour  cells,  and 
the  Johnson-Kahn   Co.,   68-560  ampere-hour   cells. 

ADAM  COOK'S  SONS.  .31.3  West  St.,  New  York,  sole  makers  of 
.Mbany  grease,  have  long  claimed  that  the  use  of  .A.lbany  grease 
for  lubricating  machinery  of  all  kinds  will  cut  the  oil  bills  in  half. 
As  conclusive  evidence  that  it  will  do  better  than  that,  even,  they 
submit  the  following  letter,  dated  Oct.  10,  1903,  from  L.  G.  Mills. 
chief  engineer  of  the  Knoxville  (Tenn.)  Ice  Co.:  "In  answer  to 
yours  of  recent  date,  will  say  that  the  Albany  grea.se  cups  you  sent 
me  I  put  on  some  of  our  different  machines,  and  I  have  had  ver\ 
good  results  from  them.  Our  machines  have  run  harder  and  longer 
this  season  than  ever  before,  and  with  80  lbs.  of  grease  and  your 
cups  I  cut  the  oil  from  12  bbls.  last  season  to  4  bbls.  this  season 
For  instance,  our  electric  light  engine,  nmning  at  320  r.  p.  m.,  al- 
ways took  a  gallon  of  oil  a  night,  and  it  was  hard  to  keep  cool  bear- 
ings with  that  amount.  I  put  your  cups  on  this  engine  in  June,  and 
have  only  filled  them  once  since  then,  and  at  no  time  have  the 
bearings  <hown  any  signs  of  heating.     It  is  the  same  on  our  large 


Chan.  fi.  .Vrmstkon'V. 


WlM.IAM    L.    1*'EKGI'S 


ARMSTRONG  &  FERGUS 

CONSULTING  ENGINEERS 
1510  Fisher  Bldg.  CHICAGO 


SHEAFF  &  JAASTAD. 

ENGINEERS, 

85  Water  Street,    BOSTON,  MASS. 


PEPPER  &  REGISTER. 

GENERAL  CONTRACTORS. 

Complete  Construction  and  Equipment  of  Electric  Railways. 

FIDELITY   MUTUAL   LIFE   BUILDING. 

tl2-1l4-lie  N.  BROAD  8T.  PHILADELPHIA,  PA. 


L.  Hollings^£M)orth,  Jr. 

'De-tl^ntn^  and  Con-tlractlnfj  Engineer. 

i  OMI'I  El  I.  I  I  1.1  Ti:ir  I.K.IIIINa 
ANIi    IIMI.WM     l-'i\M  II    ri.ANIS. 

412  Clrard  ■Building.    THI LyKTtELTHIjK.   TA. 

fjo  llrrmJvav,  ^f--  torli,  ,V.  /  .  a  h'ill<y  .Strttt,  lto*ttm^  Mt»» 


OUR 

New  Center  Dump,  Double  Truck  Car 

TEN     YARDS     CAPACITY 


Strongly   Built,  l^o^v  Construtttion,  Easily 
l^Okded,  Easily  Dumped 


Doors  dropped  instantly  by  moving  a  lever.  Equipped 
with  simple  but  effective  device  for  regulatinj,^  opening  to 
any  desired  size,  from  one  inch  to  width  of  car.  These 
cars  will  stand  up  under  any  load,  require  few  repairs, 
and  stick  to  the  track,  are  easily  handled,  save  labor  in  load- 
ing, and  dump  clean. 

Also  all  sizes  of  Side  and  Bottom  Dump  Cars,  Wheeled 
and  Drag  Scrapers,  Dump  Wagon.s,  Grading  Plows,  Road 
Graders,  and  Rock  Crushers,  and  The  Western  Elevating 
Grader  and  Wagon-Lo.ider. 

For  full  information,  address 

WESTERN   WHEELED    SCRAPER  CO. 

A.UROR.A.     II^LINOIS 


LOWEST   QUOTATIOJNS 

Dump  Cars  of  Every  Tyge 

CAR  ®,   FOUNDRY  CO. 

CATAWISSA,   PA. 


FREDERICK  SARGENT. 

A.  D.  L 

IINDV. 

SARGENT 

& 

LUNDY, 

ENGINEER  S. 

4<5 

■-*B  Van     Buren     St. 

' 

c:hic:ago. 

ILl^. 

STEEL  BRIDGES  AND  BUILDINGS 


<II'  .\LL   KINDS 


LARGE  STOCK  OF  MATERIAL 
ON  HAND  AND  PROMPT 
SHIPMENTS    GUARANTEED 


The  Bracket!  Bridge  Company 


CINCINNATI,  OHIO 


70 


STREET  RAIEWAY  RE\  lEW. 


(Vol.  XIII,  No,  ii. 


■  Superior  Graphite  Paint  • 


I 
I 
I 

M         Chi 


Should  bt  Known  to  Every  Manager  and  Engineer. 

It  prevents  rust  and  has  no  equal  for  pro- 
tectinK  .structural  steel,  bridpes,  car  roofsi 
trucks,  tanks,  trolley  poles,  corru^fated 
iron,  etc.  We  also  make  very  durable 
and  handsome  machinery  paints. 

Write  at  on  r  a  scientific  trcatl.tc  on  protective 
palntlnK. 

DETROIT  GRAPHITE  MFG.  CO. 


Nf.l'  I'ork 
'hicago 
'   Louis 


DETROIT,   MICH. 


Hitffalo 
Cleveta, 
St.    Louis 


I 
I 
I 

and         ^H 


THE  AUDIT  COMPANY 


OF  NEW  YORK 


Queen  Building 
New  York 


New  York  Lif«  BIdg. 
Chicago 


AUGTJST  BELMOXT,  Acting  President. 
WILLIAM  A.  NASH,  Vice  President. 
JOHN  J    MITCHELL,  Vice  President. 
THOMAS  L.  GREENE,  Vice  President. 

Examinations  of  financial  conditions,  audits  of  ac- 
counts, appraisals  of  land,  buildings  and  machin- 
ery. Certificates  of  values  issued  which  are  ac- 
cepted by  financiers  in  large  or  small  underwrite- 
ings.  Appraisals  in  connection  with  audits  enable 
the  showing  of  complete  values. 


machines,  and  I  will  say  (hat  your  grease  has  done  the  work  on 
whatever  bearing  I  have  used  it." 

I  HE  CROCKKR-WHEFXER  CO.,  of  Ampere,  N.  J.,  advises 
US  that  during  the  past  fortnight  a  number  of  not.iblc  orders  have 
been  received,  and,  being  pretty  evenly  distributed  I)ctween  its 
larger  branch  offices,  this  is  taken  to  indicate  that  the  improving 
condilion  of  business  is  not  confined  to  any  one  section.  Among 
the  orders  referred  to  arc  the  following;  Lorain  Steel  Co,  41 
motors,  ranging  from  2'^  to  360  h.  p.,  and  representing  a  total  of 
1.423  h.  p.;  New  Jersey  Zinc  Co.,  Hazard,  Pa.,  one  125-kw.  and 
two  Coo-k\v.  generators,  and  37  motors  aggregating  401  h.  p.;  War- 
ren Foundry  &  Machine  Co.,  Phillipsburg,  N.  J.,  one  200-kw.  gen- 
erator, four  35-h.  p.  motors  and  two  6o-h.  ]).  motors;  G.  II.  Ham- 
mond Co.,  for  its  plant  at  the  Stock  Yards,  Chicago,  one  so-'i-  P-. 
one  2S-h.  p.,  and  two  20-I1.  p.  motors,  and  an  8oo-kw.,  550-volt, 
engine-type  generator.  This  last  is  a  duplicate  of  one  now  being 
I'uilt  for  the  St.  Louis  Exposition,  the  Crocker- Wheeler  Co.  having 
the  contract  to  provide  the  generators  for  the  entire  intranuiral 
system  at  the  World's  Fair. 

THE  VILTER  MANUFACTURING  CO.,  of  Milwaukee,  maker 
of  refrigerating  and  ice-making  machinery,  corliss  engines,  brewers' 
and  bottlers'  machinery,  recently  closed  large  contracts  with  the 
following;  Mesa  Dairy  &  Ice  Co.,  Mesa,  .Ariz.;  .Adam  Scheldt 
Brewing  Co.,  Norristown,  Pa. ;  Brownsville  Brewing  Co.,  Browns- 
ville, Pa.;  Shrcveport  Brewery,  Shreveport.  La.;  Cornell  Bros.. 
Iliintlej,  111.;  Bay  City  Ice,  Light  &  Power  Co,  Bay  City,  Tex.; 
l):ilhart  Ice  &  Electric  Co.,  Dalhart,  Tex.;  Leefsdale  Ice  Co.,  Leets- 
dale,    Pa.;    Spanglcr   Brewing   Co.,    Spanglcr,    Pa.;    Idalin    Brewing 


JILSON    J 

.    COLEMAN 

Expert  examinations 

and  reports  made  of  street 

railway  and  electric 

ight  properties.     .£>     j0 

35  NASSAU  ST. 

NEW  YORK 

CHICAGO  ENGINEERING 

AND  CONSTRUCTING  CO, 

ISUOOISBORS  TO   WEttTON     snOS.) 

Consulting,  Designing  and  Contracting 
Engineers  and  Builders 

Electric  Railway  properties   created  and    dclivc^ed  with  opef'- 

ating  organization  perfected. 

B^amin-ations  and  reports  upon  proposed  or  existing  properties 

undertaken  and  delivered  on  shorr    notice. 

Surveys,  estimates,  plans  and  specifications. 

711  MERCHANTS  LOAN  AND  TRUST   BUILDING 
135  Adanas  Street,  Chicago. 


OFFICERS 


Okokue  Weston, 
Gkokoe  a.  Yuillk, 
HekvevBkyan  Hicks, 


President— En  gfineer. 

Vice-President— Gen.  Mngr. 

Counsel. 


J.  G.  White  &  Company, 

INCORPORATED. 

ENGINEERS,    CONTRACTORS. 

43-49   EXCHANGE   PLACE, 
NEW  YORK,  N.  Y. 

London  Correspondents 

J.  G.  WHITE  i.  COMPANY,  L,»,tco. 

22A    COLLEGE   HILL,   CANNON    ST. 


JOHN  BLAIR  MacAFEE 


THE  BUILDING  AND  EQUIPMENT  OF  STEAM 
AND  ELECTRIC  RAILWAYS.  POWER  PLANTS 
AND  LIGHTING  SYSTEMS. 

PRELIMINARY  ENGINEERING  WITH  ESTIMATES. 
REPORTS  ON   PROPERTIES  IN   OPERATION. 


Harrison   Building,    Philadelphia. 


E.  SAXTON, 

CONTRACTOR 

CABLE  RAILWAYS, 

CONDUIT  ELECTRIC    RAILWAYS, 

TROLLEY     LINES, 


OITV     AND    SUBURB 


CONDUIT    SYSTEMS,    ETC. 

Office:  S4I  Bladensburg  Road.,  (4OO  Ft.  North  of  \Si\\  and  N  Sts.) 
Washington,  D.  C. 

Long  Distance  Telephone,  Eastb40. 


Nov.  20,  1903  ] 


STREET    RAIUNAY    REVIEW. 


71 


WE  desire  to  notify  our  customers  and  the 
trade  tliat  no  suit  has  ever  been  brou^dit 
against  us  lor  infringement  of  any  patent  arising 
out  of  the  manufacture  by  us  of  any  of  our  well 
known  types  of  trucks. 

In  the  suit  brought  by  John  A.  Brill  vs.  The 
North  Jersey  Street  Railway  Company  and  de- 
fended bv  the  Peckham  Motor  Truck  &  Wheel 
Companv.  in  which  our  14- B- 3  truck  was  in- 
volved, we  would  say  that  an  appeal  has  been 
taken  from  the  decision  of  District  Judge  Brad- 
ford of  Delaware  against  that  Company,  and  we 
believe  that  the  appeal  will  lead  to  a  reversal  of 
the  decision  of  the  lower  court,  as  we  are  advised 
bv  our  attorneys.  We  have  evidence,  which  the 
defendant  in  the  North  Jersey  suit  was  not  per- 
mitted to  otfer  in  evidence,  which  of  itself  is  a 
complete  defense  to  any  claim  of  infringement. 

No  customer  of  the  Peckham  Motor  Truck  & 
Wheel  Company  or  The  Peckham  Manufactur- 
ing Companv  has  ever  been  obliged  to  pay  one 
dollar  to  settle  any  claim  for  alleged  infringe- 
ment claimed  to  have  arisen  by  the  use  of  any 
truck  manufactured  at  any  time  by  either  ol 
these  companies.  We  will  protect  our  customers 
in  the  future  as  we  have  in  the  past. 


The 

Peckham  Manufacturing  Company 

26  Cortlandt  Street  :   New  York 


72 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  ii. 


TNC    Lire  or  A    MOTOR    IS 
PROLOMeCD  Br  USING 


.0 


ALBANY  GREASE; 

■   Never  Failed  to  RedDoa  ) 
lot  Joarnal    Where   Uted.  [ 

r-    The  Albany  Electric  Motor  I 
Orcaee  la  the  only   ereaae  ( 
used  from  Maine  loCallfor-  i 
nia  that  gives  universal  sal-  i 
lefactlon.    Why?   Because  It  J 
docs  the  work  required,  has  j 
proven  Itself  cheaper  than 
I  any  of  the  motor  g:reaBe8  on 
Ithe  marhet  today,  and  Is  al- 
ii ways   uniform    In    quality. 


Will  send  a  keif  (100  lbs.) 
of  our  Grease  for  trial  on 
approval  at  our  regular 
barrel  price. 


This  Trade  Mark  on  Bvery  Package 


If  It  doea  not  prove  satis*  j 
factory  after  an  Impartial  ] 
test,  will  make  no  charge  for  ' 
keg.  Wc  know  the  result:  f 
you  win  want  more. 

ADAM  COOK'S  SONS 

tlSWettSt.  KT.CItT.r.B.l. 
Branch:  81  S.  rmnllKt.,  Chl»to. 


Edward  H-  Kitfield, 

.  .  .  fH>ecban(cal  lEnolnecr 


53  State  Street, 


BOSTON. 


ELECTRIC  LIGHTING  AND  STREHT  RAILWAY  POWER 
STATIONS  AND  BUILDIPJGS. 


EDWARD  P.   BURCH. 

Member  American  Institute 
of  Electrical  Engineers. 

Consulting     Engineer 

Estimates.  Plans  and  Specifications 
for  Heavy  Electric  Railways. 

Guaranty  Building,  Minneapolis,  Minn. 


€€ 


f9 


Big'  Four 

TKe  World's  Fair 
R.oute  from  tHe 
I^eading>  Cities  of 


Ohio,  Indiana 
and  Illinois 


TO 


Si,  IvOuis 


^rite  for  Folders. 


^Varren  J.  Lynch, 

Gen'l  Pass.  Agt. 


XV.  p.  Deppe, 

Ass't  Gen'l  P.  A. 


CINCINNATI,    OHIO. 


Co.,  Uoisc,  Idaho;  F.  A.  W.  Kicckhcfer,  Pewaukee,  Wis.;  Arbo- 
gu-'t  &  Baslian  Co..  Allcntown,  Pa.;  Washington  &  Virginia  Stock 
■Sards  &  Abattoir  Co.,  Jackson  City,  Va. ;  Azusa  Ice  &  Cold  Storage- 
Co.,  AzuM,  Cal. ;  Southern  California  Ice  Co.,  San  Bernardino, 
Cal. ;  University  of  Wisconsin,  Madison,  Wis.;  Cresson  Springs 
lircwcry,  Cresson,  Pa.;  Charleston  Brewing  Co.,  Charleston,  W. 
\'a. ;  Ph.  Schneider  Brewing  Co.,  Trinidad,  Col. ;  Tube  City  Brew- 
ing Co.,  McKcesport,  Pa.;  Bluefield  Brewing  Co.,  Bluefield,  W.  Va. ; 
Krantz  Brewing  Co.,  Findlay,  O. ;  Tivoli  Union  Brewing  Co.,  Den- 
\cr;  Nelson  Morris  &  Co.,  Philadelphia;  Smith  Bros.,  New  Bcd- 
tord,  Mass.;  Philadelphia  Brewing  Co.,  Philadelphia;  Escanaba 
I'.rewing  Co.,  Escanaba,  Mich.;  P.  M.  Smith,  Wcllsville,  O. ;  Pitts- 
burg Brewing  Co.,  Wainwright  Branch;  Diamond  Ice  Co.,  Stam- 
ford, Conn.;  Ruenimeli-Dawley  Manufacturing  Co.,  St.  Louis; 
Milwaukee  Malting  Co.,  Milwaukee;  Hastings  Wool  Boot  Co., 
I  tastings.  Mich.;  Milwaukee- Western  Malt  Co.,  Milwaukee;  Im- 
perial Furniture  Co.,  Grand  Rapids;  Menasha  Wooden  Ware  Co., 
Menasha,  Wis. ;  Independent  Malting  Co.,  Davenport,  la. ;  Ward- 
Corby  Co.,  Providence,  R.  I. ;  North  Branch  Lumber  Co.,  and 
Adam  Schillo  Lumber  Co.,  Chicago;  City  of  Algoma,  Wis.;  C.  A. 
I.awton  Co.,  De  Perc,  Wis.;  C.  F.  Baum  Co.,  Chicago. 


The  Blue  llill  Street  Railway  Co.,  of  Boston,  one  of  the  Stone 
X;  Webster  traction  interests,  has  placed  another  order  for  closed 
lars  with  the  Laconia  Car  Co.  Tlie  new  cars  will  be  vestibuled 
.ind  have  cross  seats,  and  arc  to  be  equipped  with  air  brakes  and 
specially    heavy    motors. 


JOHN  J.  LIGHTER.                                                                        WM 

JENS. 

LIGHTER  &  JENS, 

Consulting,   Civil,    flechanical   and 

Electrical  Engineers 

1303-1304     CHEMICAL     BUILDING. 

ST.  LOUIS. 

MO. 

CiviU  Mechanical  and  Electrical 
ENGINEERS 

AND 

GENERAL  CONTRACTORS 

For  the  complete  design,  construction 
and  equipment  of 

ELECTRrc  Railways 

special  attention  given  to 

INTERURBAN  RAILWAY  PROJECTS 

Seoorltles  Accepted  and  Neg^otiated,  Examinations.  ReportSi  Bstl- 

mates,  Plans,  Specifications  and  Superrlslon. 

Electrical  Installation   Co. 

Incorportated  1893.  MONADNOCK   BUILDINQ.  ChICAQO. 


ARNOLD 
ELECTRIC  POWER  STATION  CO. 


ENGINEERS,  CONTRACTORS. 

Dui^nen   and  Builders  of  Complett  Electric   Railway, 
Lighting  and  Power  Installations,    ijt    ^r    yi    ^r    41    ^ 


Transit  Building, 
NEW  YORK. 


Marquette  Building, 
CHICAGO. 


STREET  RAILWAY  REVIEW 


Vol.  XIII 


DECEMBER  20,  1903 


No.  12 


The  3Iuiicie,  Hartford  &  Ft.  Wayne  Ry. 


General  Description  of  Route— Track  Construction— Safety  Devices — Bridges — Overhead  Construe 

tion — Power  Station    Sub. Stations— Car  House  and   Shops— Rolling  Stock — Dis- 

patching — Freight  and  Express — Traffic   Statistics- -Personnel. 


The  Muncie,  Hartford  &  Ft.  Wayne  Railway  Co.,  which,  like  some 
of  the  steam  railway  corporations,  liniis  its  name  too  long 
for  convenience  and  prefers  to  have  its  line  locally  known 
as  the  "Hartford  Route,"  was  organized  in  July,  1901,  by 
Cleveland  capitalists.  The  first  idea  was  to  build  from  Muncie 
to  Montpelier,  a  distance  of  27.8  miles,  and  the  portion  between 
Muncie  and  Hartford,  18.5  miles,  was  opened  Feb.  11,  1903,  and 
from  Hartford  to  Montpelier.  9.3  miles,  was  opened  May  7th.    This 


considerable  travel  for  pleasure  purposes  throughout  the  year. 

All  of  the  road  in  the  country,  and  small  portions  in  the  towns, 
is  on  private  right-of-way,  the  balance  being  on  the  streets  in  the 
several  towns.  The  cities,  towns,  and  villages  through  which  the 
road  passes,  starting  from  the  south  end,  are  as  follows:  Muncie. 
Royerton,  Shideler,  Eaton,  Hartford  City,  Montpelier,  Keystone. 
Poneto,  and  Bluffton. 

The  road  is  practically  parallel  to  the  Lake  Erie  &  Western  R.  R. 


P.MIK  ON  MTflSISSINEWA  RIVER— MUNCIE.   HARTFORD  &  PT.  WAYNE  RY. 


season  the  company  has  been  building  from  Montpelier  to  BluiTton, 
14  miles,  and  eventually  it  will  extend  from  HlufTlon  to  Fort 
Wayne,  a  further  distance  of  25  miles.  This  will  give  the  company 
a  line  of  O7  miles  in  practically  a  straight  line  from  Muncie  north 
10  Ft.  Wayne,  and  in  connection  with  the  Indiana  Union  Traction 
Go's,  line  furnishing  an  electric  route  from  Indianapolis  10  F"t. 
Wayne.  There  is  also  a  spur,  two  miles  long,  from  Shideler  di- 
rectly east  to  a  large  gravel  pit,  fron:  which  all  of  the  ballast  for 
the  road  has  been  obtained.  At  Eaton  there  is  a  spur,  approxi- 
mately three- frnirlhs  of  a  mile  long,  from  the  main  line  to  a 
park  situated  on  the  north  side  of  the  Mississincwa  Riv<-r,  which 
park  is  ownc<l  by  the  railway  company,  and  the  main  building'' 
are   equipped    for  use   in   winter   as   well   a*   summer,  thus   insuring 


and  lies  in  what  is  known  as  the  gas  and  oil  region  of  Indiana. 
Muncie  and  Hartford  City  arc  the  county  seats  of  Delaware  and 
Blackford  Counties,  respectively,  and  Montpelier,  in  the  northern 
part  of  Blackford  County,  is  the  operating  headquarters  of  the 
Standard  Oil  Co.  in  this  part  of  the  state.  Bluffton  is  the  county 
seat  of  Wells  County.  There  is  a  great  deal  of  pas- 
senger traffic  between  Montpelier  and  the  other  towns  on  the  line 
due  to  the  gas  and  oil  well  operations,  and  the  legal  business  rela- 
tive to  real  estate  transfers  calls  for  transportation  facilities  to  and 
from  the  county  seats.  The  road  is  practically  level;  the  steepest 
grade  outside  of  the  towns  is  2  per  cent,  and  there  is  but  liltlc  of 
that,  and  in  Hartford  City  5  per  cenl  for  a  short  distance.  Tlie 
sharpest  curve  on  the  line  l>ctween   (he  terminal   Y's  is  23  degrees 


942 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  12. 


Track  Construction. 
The  road  is  single  track  with  lurnouts  spaced  for  a  haff-hoiirly 
service,  and  some  additional  ones  in  and  near  towns.  The  rail  is  60-ft. 


J 

^ 

THROUGH   TRUSS   BRIDGE.    HARTFORD.    MUNCIE   & 
FT.  WAYNE  RY. 

70-lb.'  A.  S.  C.  E.  section  laid  on  6  x  8  in.  n  8  ft.  ties  spaced  2  ft. 
c.  to  c.  Cedar  ties  are  used  on  tangents  and  oak  ties  on  curves  and 
in  streets.  "In  Muncie  7-in.  98-lb.  full-grooved,  girder  rail  is  used  in 
order  to  conform  to  the  regulations  of  the  Muncie  city  council,  while 


POWER  HOUSE,  MUNCIE,   HARTFORD   &   FT.    WAYNE   RT. 

in  Bluffton  8^-in.  95-lb.  J^-grooved,  girder  rail  is  used  in  order  to 
make  a  neat  and  durable  track  in  the  asphalt  streets. 

In   Muncie   a   portion   of  the   track   is   laid    in   an   asphalt   paved 
street;    the   asphalt    was    cut    under   the   location    for   the    rail,    and 


VIEW   IN  POWER  HOUSE,  MUNCIE.  HARTFORD   & 
FT.   WAYNE    RY. 

a  concrete  base  was  constructed,  the  rail  placed  on  the  same,  con- 
creted up  to  the  lower  level  of  the  asphalt,  and  a  top  coat  of  asphalt 


plated  up  to  top  of  rail,  this  being  the  same  construction  as  that 
of  the  Union  Traction  Co.  in  Muncie,  and  as  desired  by  the  city 
engineer.     Similar  construction  is  used  in  Bluflfton. 

The  rail  bonds  on  the  line  between  Bluffton  and  Montpelier  were 
furnished  by  the  Ohio  Brass  Co. ;  bet.ween  Montpelier  and  Muncie 
"Protected"  bonds  are  installed. 

All  track  is  fully  ballasted  with  not  less  than  6  in.  of  good 
gravel  ballast  under  the  lies,  and  filled  flush  with  the  top  of  the 
tie,  and  neatly  dressed  off  on  the  slopes. 

The  grades  and  alignments  outside  of  the  cities  and  towns  are 
excellent,  and  in  the  towns  the  grade  is  necessarily  controlled  by 


ENGINE    ROOM.    MUNCIE,    HARTFORD    &    FT.    WAYNE    RY. 

the  grade  of  the  streets  and  the  curves  necessary  in  order  to  turn 
such  corners  as  required.  Such  curves,  however,  are  few  in  num- 
ber, there  being  two  in  Eaton,  which  are  approximately  2So-ft.  and 
32S-ft.  radius;  these  were  secured  by  obtaining  private  right  of  way 
across  corner  lots.  Tlie  sharpest  curve  outside  of  towns  is  six  de- 
grees. There  are  many  tangents  over  five  miles  in  length.  The  ef- 
fect of  these  very  favorable  conditions  as  to  grades  and  alignment 


■Hnp 

■! 

f^BBi 

ill 

B^ 

'^^^te^.         ^^S^ 

"HI^H 

BOILER    ROOM.    MUNCIE.    HARTFORD    &    FT.    WAYNE    RY. 

will   undoubtedly  be  apparent  in  low  operating  and  maintenance  ex- 
penses. 

Safety  Devices. 
All  but  two  of  the  grade  crossings  with  steam  railroads  are  pro- 
tected by  hand-operated  derail  switches.  At  these  two,  Granville 
crossing  near  Muncie,  and  a  crossing  at  the  Montpelier  sub-station, 
"half-interlocking"  systems  are  installed.  These  were  put  in  by 
the  Pneumatic  Signal  Co.,  of  Chicago,  and  are  as  follows :  Derail- 
ing switches  are  placed  in  the  electric  railway  tracks  and  semaphore 
signals  on  the  steam  railroad  500  ft.  from  the  crossing,  both  derails 
and  semaphores  being  actuated  by  levers  in  a  tower  so  located  as 
to  give  a    clear   view   of  the   tracks.     Track  circuits   on   the   steam 


Dec.  20.  1903.) 


STREET  RAILWAY  REVIEW. 


.943 


road  extend  for  2,000  ft.  in  each  direction  with  connections  at  the 
tower  so  that  a  train  within  the  track  circuit  sections  locks  the  op- 
erating levers.     When  an  electric  car  reaches  the  crossjng  the  de- 


Bridges, 
rhere  are  several  bridges  on  the  line,  the  principal  ones  being  a 
through  truss  bridge  with  spans  of  128  ft.  and  104  ft.  over  the  Mis- 


l-_S  -    . —        //-tf 


PLAN    AND   ELEVATION   OF   POWER    HOUSE    MACHINERY,  MUNCME,   HARTFORD   &   FT.   WAYNE   RY 


rail  is  open;  the  conductor  goes  to  the  signal  lower  and  (the  steam 
road  being  clear)  throws  the  lever  setting  semaphore  signals 
against  steam  trains,  and  then  the  lever  closing  the  derails  in  the 


1^  m  £^'•3^ 

P^ 

HWITI.'IIBOARD.    MUNCIE.    HARTFORD   A    I'T     WAYNK    RY 

electric  track.  The  movemem  of  Iheje  levers  locks  the  door  of 
ihc  tower  «o  that  the  conductor  cannot  leave  until  (he  levers  have 
been  restored  to  their  normal  poiilion. 


sissinewa  at  Eaton;  through  truss  with  two  104-ft.  spans  over  tJie 
White  River  near  Muncic;  two  80-fl.  deck  girder  spans  near  Mont- 
pelier;  a  7S-ft.  through  girder  near  Hartford;  and  an  overhead 
crossing  with  the  L.  E.  &  W.  at  Eaton,  this  last  having  two  40-ft. 
deck  and  one  so-ft.  through  girder  spans. 

ihe  bridges  along  the  line  are  designed  for  a  loading  of  3,000 
lb.  per  lineal  foot,  and  also  for  the  concentrated  loads  of  40-ton 
cars.  The  piers  and  abutments  for  these  bridges  are  concrete.  In 
addition  there  are  a  few  short  timber  spans,  and  a  number  of  con- 
crilf  culverts,  one  near  Eaton  being  4  ft.  wide  by  6  ft.  high,  in  a  20- 
ft.  fill. 

Overhead    Construclion. 

The  overhead  work  is  bracket  construction,  except  in  cities. 
I  wci  trolley  wires,  No.  00  figure  8,  are  used  to  avoid  overhead 
switches.  Direct  current  feeders  are  of  ahuninum,  477,000  c.  in. 
in  cross  sec:ion,  equal  to  .100,000  c.  ni.  of  copper,  except  an  auxil 
iary  feeder  of  No.  o  bare  cupper  which  is  carried  for  abniU  two 
miles  south  of  the  power  station.  On  the  HlulTton  extension  No.  0000 
copper  feeder  is  used.  Garlon  lightning  arresters  are  placed  every 
quarter-mile  for  the  protection  of  the  lines.  Tlie  overhead  material 
is  of  Ohio  Brass  Co.  make. 

A  telephone  system  is  provided  with  telephones  ou  each  car  and 
in  Ihe  dispatcher's  office,  the  sub-stations  and  the  principal  wait- 
ing rooms  along  the  road,  with  "plug  in"  boxes  at  all  switches 
and  other  convenient  points. 

Power  Station. 

The  main  power  station  is  at  Eaton,  and  the  sub-station  fthcrr 
being  only   one   now    in   operation)    is   near   Mmilpclicr,    rfi'v    milr>: 


944 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII.  No    12. 


from  tliL-  power  house.  Another  sub-station  and  small  car  barn  arc 
located  at  Bluffton.  The  transmission  voltage  is  15,000,  three  alum- 
inum No.  8  B.  &  S.  wires  being  carried  on  the  line  poles  (excepting 
in  Hartford  and  Monlpelier,  where  the  high  tension  line  is  carried 
around  the  towns)  from  Eaton  to  Montpelier  and  three  No.  4  copper 
wires  from  Monlpelier  to  Bluffton.  High  tension  wires  are  carried 
on  Locke  glass  insulators. 
The  power  house  is  of  brick  with  steel  trusses,  gravel   roof,  and 


gine  room  is  $7  f'-  x  80  ft.,  with  average  height  of  30  ft.  The  room 
in  which  the  static  transformers  and  high  tension  switches  are 
placed  is  an  addition  to  the  building  proper,  and  is  of  brick  with 


EI.i:V.\TII)N    111-    Hlill.lili    IK">M    i'll'ING.    .MrNCIE,    H.\RTFlJHl.i   &    FT.    WAVM';    ItV 


tmmimimmmmfimmmffm 


PLAN  AND  ELEVATION  OF  POWER  HOUSE.  MUNCIE,  HARTFORD  &  FT.  WAYNE  Ri. 


concrete  floor  in  the  boiler  room  and  the  basement  below  the  en- 
gines; the  floor  at  the  engine  level  is  of  slow  burning  construc- 
tion. The  boiler  room  is  41  ft.  x  80  ft.,  and  the  height  from  the 
floor  to  top  of  truss  in  center  of  room  is  40  ft.  The  coal  storage 
room  is  15  ft.  x  77  ft.  4  in.,  with  average  height  of  19  ft.     The  en- 


concrete  floor  and  concrete  roof,  and  with  fire  doors  between  it  and 
the  engine  room.     These  dimensions  are  12  ft.  x  40  ft.,  and  an  av- 
erage height  of  29  ft.  8  in.     The  engine  room  contains  a  traveling 
crane  with  two  trolleys,  each  capable  of  carrying  fifteen  tons. 
The  principal  machinery  in  the  power  house  is  as  follows:   Two 


Dec.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


945 


540-kw.  three-phase  revolving  field,  25  cycle,  400-voU 
General  Electric  generators,  directly  connected  to  two 
Cooper  cross-compound  condensing  engines,  having  a 
speed  of  94  r.  p.  m. ;  two  400-kw.  rotary  converters. 
G.  E.  make;  six  75-kw.  static  transformers,  G.  E. 
make;  complete  switchboard,  having  all  the  necessary 
switches  and  indicating  apparatus,  and  also  recording 
wattmeters,  and  a  Lincoln  synchronizer.  Three  300- 
h.  p.  Stirling  water-tube  boilers  are  installed  with  room 
provided  for  a  fourth  boiler.  The  boilers  arc  arranged 
for  burning  either  coal  or  natural  gas,  the  gas  being 
used  during  the  summer  and  coal  during  the  winter,  the 
gas  not  being  obtainable  at  this  season.  For  burning 
coal  each  furnace  has  an  equipment  of  two  Jones  under- 
feed stokers,  and  for  burning  natural  gas  each  boiler 
has  20  gas  burners. 

Each  boiler  has  a  stack  48  in.  in  diameter  and  76 
ft.  high  above  the  grates,  and  also  for  use  in  connection 
with  the  stokers  there  is  provided  one  American  Blower 


3^a*-^CoA«*v 


jprwp-wjr^ 


""^^s^^-ae*/^ 


POWER  HOUSE  ELEVATIONS,   MUNCIE.    HARTFORD    & 
WAY.VK    RV. 


Co's.blower.having  aS4-iii.whccl  and 30-in. outlet, and  for 
driving  same  there  arc  provided  two  9  in.  x  7  in.  Ameri- 
can blower  Go's,  automatic  engines,  one  of  which  is 
belted  to  the  fan  and  the  other  kept  for  reserve. 

The  auxiliary  steam  apparatus  consists  of  the  follow- 
ing: Two  Wheeler  Admiralty  type  surface  condensers, 
having  l^oo  sq.  ft  condensing  surface  each;  two  14-ui. 
Bundy  vacuum  separators  with  special  individual 
vacuum  pumps;  one  r,20O-h.  p.  Cochrane  feed 
water  heater;  two  10  x  6  x  lo-in.  outside  center  packed 
iKiiler  feed  pumps;  one  6  x  yV'  "  6-in.  piston  pattern 
heater  pump;  one  16  x  9  x  12-in.  standard  Underwriter's 
fire  pump;  one  a'A  x  3J4  x  4-'"-  <lrinking  water  pump 
connected  to  a  deep  well.  All  of  these  pumps  are  of  the 
standard  Worlhinglon  duplex  type,  the  boiler  feed 
pumps  l)eing  fitted  with  bronze  piston  rods,  plungers 
and  valves  for  handling  hot  water.  The  pumps  are  so 
crojs  connected  that  the  failure  of  any  pump  will  not 
injure  the  operation  of  the  system. 

The  Jtcam  and  water  piping  is  of  the  most  complete 
character  for  convenience  and  reliability  of  operation. 
The  Holly  system  is  provided  for  returning  the 
live  «eam  drips  10  the  boilers.  Water  is  pumped 
from   a  cold  well    10  ft.  in  diameter.  22  fl.  deep,  located 


-ST.-VTIO.N    AND    lNTEIiLOCKI-\'G    CABIN.    NEAR   AloN'n'KI.IER, 

adjacent  to  the  boiler  house,  and  the  water  tknvs  by  gravity  into 
this  well  from  the  Mississinewa  River  through  an  intake  pipe  20  in. 
in  diameter.  A  spur  from  the  L.  E.  &  W.  is  provided  for  oblaining 
coal. 

Sub-Stations. 

.\t  sub-station  No.  i,  south  of  Montpolier,  there  are  two  200-kw. 
rotary  converters,  six  7S-kw.  static  transformers  with  the  necessary 
switchboard   instruments  and   controlling  apparatus. 

In  sub-station  No.  2,  south  of  Bhiffton,  there  ,->rc  about  to  bo 
placed  one  200-kw.  rotary  converter,  three  "S-Uw.  static  transform- 
ers,   and    the    necessary    switchboard    instruments,    and    comrolling 

apparatus.  . 

The  sub-station  buildings  arc  each  ,U  ft-  x  M  ft-  x  ig  tl.  willi 
brick  walls  and  gravel  roofs.  ^ 

All  of  the  electrical  apparatus  is  of  General  Electric  Cos.  manu- 
facture. 

Car   House  and   Shop. 

The  car  house,  shop  and  operating  ollicc  arc  at  Eaton.  At  Muncie. 
where  the  company  has  its  indciK-ii.leiU  track  direct  to  the  court 
house  at  Eaton,  at  Hartford  and  at  Montpelier  waiting  rooms 
arc  provided,  the  plan  being  to  place  the  room  in  charge  of  a  man 
who  serves  as  agent  and  care  taker  without  compensation  other 
than  the  privilege  of  conducting  a  confectionery  store  and  news 
and  cigar  stand,  rent  free. 

The  car  house  and  shop  arc  nii.lcr  one  roof,  but  scparale.l  by  a 
brick  wall;  four  tracks  nro  in  the  car  house  and  one  in  the  shop 
The  shop  equipment  includes  a  wheel  press,  a  20-in.  sliaper,  radial 
drill,  sensitive  drill,  M-i"-  lathe,  an.l  42-in.  lathe.  In  the  rear 
portion   of   the   shop   are   the   armature    repair   room   an.l    the   store 

"a'i!   the  car  honsc  tracks  have  pits  cxiciulint;  .ihonl   two-fifths  of 


HUB-STATION 


INTKKIOK,    Mt'NCIK.    HARTI'DRU   >t    FT    WAYNK    RY 


946 


STREET    RAILWAY    RKVIF.W. 


(Vou  XIII,  No   12. 


building;    tlie  pit   floors  arc  concrcic,  and   elsewhere  in   the  house  with  6-ft.   wheel   base.     The  wheels  are  33   in.   in   diameter,   with 

the  floor   is  gravel.  3-'"-  'fca''  ^"'^  '"'"•  fla"gc;  axles  are  4!/^  in.  in  diameter  with  jour- 

Rolling  Slock. 

The  passenger  car  equipment  comprises  12  cars,  eight  built  by  the 
John  Stephenson  Co.  and  four  by  the  Niles  Car  Co.     These  are  all 


CAR   BARN,    MUNCIE,    HARTFORD   &    FT.    WAYNE    RY. 


INTERIOR    OF   CAR  BARN,   MUNCIE.    HARTFORD   &    FT. 
WAYNE    RY. 


similar  in  design,  excepting  that  the  later  cars  received  are  plainer 
in  finish,  and  have  the  following  principal  dimensions:  Length 
of  body,  34  ft.  4  in. ;  length  over  vestibules,  43  ft.  6  in. ;  length  over 
bumpers,  44  ft.  5  in. ;  width,  8  ft,  4  in. ;  height  from  bottom  of  sill 


nals   3J4   X   yyi   in.     Two  G.   E.-S7   motors  are   mounted    on    each 
truck,  with  a  K  14  controller  on  the  front  platform  only. 

The   equipment   includes   Baker   hot    water   heaters,   Ohmer    fare 
registers,    Wagenhals    electric   headlights,    Wilson    trolley   catchers. 


PLAN  OF  CAR  BARN,  MUNCIE.  HARTFORD  &   PT.  WAYNE  RT. 


to  roof,  9  ft  4  in. ;  height  inside,  8  ft.  5^  in. ;  weight  24,000  lb. 
.Ml  cars  have  vertical  siding  below  the  window  rests,  and  round 
fronts.      In   eight   cars   there  are  baggage   compartments,   also   used 


Kalamazoo  trolley  wheels.  Hale  &  Kilburn  "walkover"  seats,  and 
Christensen  air  brakes,  with  AA-I  motor  compressors  and  8-in. 
brake  cylinders.     The  equipped  car  weighs  about  26  tons. 


SECTION  THROUGH  CAR  BARN,   MUNCIE,   HARTFORD  &  FT.  WAYNE  RY. 


for  smokers;   four   cars   have   the   smoking  compartment   only.      All 
cars  have  toilet  rooms. 
The  cars  are  mounted  on  Peckham  No.  26  swing  bolster  trucks 


For  its  passenger  cars  the  company  has  chosen  a  very  handsome 
green  as  the  standard  color.  Those  who  followed  the  proceedings 
of   the   American   Railway    Mechanical    and   Electrical    Association 


Dec.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


947 


will  doubtless  recall  the  remarks  of  Mr.  H.  J.  Lake 
regarding  the  care  required  to  keep  clean  cars  that 
are  operated  in  the  oil  and  gas  regions.  .\  greasy  and 
gritty  coating  forms  on  the  cars  and  would  gather 
dust  and  destroy  the  varnish  were  it  allowed  to  ac- 
cumulate. Accordingly,  the  cars  are  thoroughly 
cleaned  after  a  day's  run  before  they  are  again  put 
in  ser\'ice.  One  man  can  clean  only  two  cars  per 
day,  going  over  the  whole  of  them  carefully.  For 
car  cleaning  "Knoxall"  soap,  made  by  the'  Hoosicr 
Manufacturing  Co.,  is  used.  A  solution  of  this  soap 
is  kept  in  the  car  house  and  diluted  for  use  as  need- 
ed, the  proportion  in  the  wash  water  as  used  being  a 
tablespoonful  of  soap  to  two  gallons  of  water.  This 
amount  of  soap  softens  the  water  and  cleans  the 
woodwork.  For  cleaning  trucks  gasoline  is  used  to 
cut  the  grease. 

Three  cars  at  present  give  hourly  service  between 
Muncie  and  Montpelicr,  making  mileage  as  follows:  A.  389  miles;  B, 
.133  miles;  C.  372  miles.    On  Deo.  i>t  regular  two-hourly  service  was 


STANDARD    CAK,    MUNCIE,    HARTFORD    &    FT.    WAYNE    RT. 

this   division,   hourly   service   will   be   inaugurated  and   all   cars   run 
through.     During  the  very  hot  weather  last  summer  cars  would  be 


PAVILION.   MTJNCIE,   HARTFORD   &  FT.    WAYNE    RY. 


begun  between  Montpelicr  and  Bluflton,  one  car  giving  this  service 
and  making  252  miles  per  day.  .\f;er  the  installation  of  the  Bluflfton 
sub-station  machinery  and  the  completion  of  the  track  ballasting  on 


INTERIOR   OK    I'AVII-IO.N.    MtJNCIE.    HARTFORD   A    FT    WAYNE   RY 


taken  out  of  service  after  half  a  day's   run  in  order  to  avoid  dan 

gcr  of  over-heating  the  motors. 

Besides  the  passenger  cars  the  company  has  16  construction  fiat 
cars,  a  motor  box  car,  and  a  general  utility  work  car. 
The  work  car  is  35  ft.  long  over  the  bumpers,  with 
a  controller  house  2V2  x  6  ft.  in  the  center.  This  car 
is  equii)pe(l  with  four  G.  K.-.S7  motors  and  has 
enough  ballast  added  to  bring  the  weight  up  to  60,000 
lb  The  box  car  has  the  same  equipment.  For  bal- 
l.isting  gravel  was  taken  from  a  .^o-acre  tract  near 
Sliiilcler  that  was  bought  by  the  company,  the  gravel 
being  hauled  by  steam  engines  for  ballasting  from 
.\huu-ie  to  Hartford,  and  by  electric  power  the  bal- 
ance of  the  distance  lo  HluflFton. 

Dispatching. 

The  operation  nf  cars  is  governeil  by  lilr|iliuiic  or 
ilers  from  the  car  dispatcher  in  Eaton.  The  ofhce. 
power  stations,  and  wailing  rooms  arc,  of  course,  in 
Icleiihonc  coiuieclinn,  and  all  cars  arc  provided  with 
iinrlable  iclrpliones  with  llexibic  cord  and  plugs  for 
plugging  into  the  line  at  turnouts,  where  taps  are 
brought  down  from  the  telephone  wires  carried  on 
the   lino   poles. 

Habitually  cars  are  run  on  the  time-table  which 
shows  the  time  each  train  should  arrive  at  every 
turnout.  For  the  hourly  schedule  figures  on  the 
time-table  arc  written  horizontally,  and  for  the  extra 
cars   needed   to   provide   a    half-hourly   schedule   the 


948 


STREET    RAILWAY    REVIEW. 


IVoL.  Xlll.  No.   12. 


figures  are  written  on  an  angle  of  45  degrees.  Passing  points  are 
indicated  by  a  semi-circle  drawn  abont  the  lime,  and  placing  above 
the  time  the  number  of  the  train  to  be  passed  at  that  point.  Each 
car  runs  on  a  train  number  indir.-itcd  by  the  time-table 


package  and  express  business  done  by  the  company.  A  freight  de- 
partment has  not  yet  been  organized,  but  all  sorts  of  packages  not 
too  bulky  for  the  baggage  compartment  are  handled  by  the  car 
crews  on  demand;    a  piano  is  not  an  unusual  shipment      During  a 


MUNCIE- HARTFORD  &  FORT  WAYNE  RAILWAY   CO. 

DISPATCHER'S  TRAIN  SHEET. 


A.  M.  OR  P.  M. 


ni|tlu«  *<f.  Sl«Jai 


N«ik  nvflMd  V 


RBMARK8-Delaye.  etc. 

So  long  as  cars  arc  on  schedule  time  <he  duties  of  the  dispatcher 
are  simply  to  record  the  reports  made  to  him  from  the  various 
reporting  points.  When  a  change  from  the  schedule  is  necessary  an 
order  is  written  by  the  dispatcher,  who  fills  out  form  T  O  2  (shown 
herewith),  a  form  6'4  x  35/.  in.,  above  the  upper  double  rule.  He 
then  telephones  the  order  to  Conductor  Brown,  who  writes  out  the 
order  on  a  similar  form  carried  by  him  on  the  car;  Motorman 
Smith  then  reads  the  order  to  the  dispatcher,  who  underscores 
each  word  and  enters  the  names,  train  number.  s:ation,  and  time. 
and  signs  with  his  initials,  as  shown  on  the  first  line  below  the 
order  proper.  The  dispatcher  keeps  this  order  before  him  until  he 
can  get  the  other  train,  when  the  order  is  given  to  Conductor  Doe. 
repeated  by  Motorman  Roe,  the  dispatcher  again  underscoring  each 
word,  and  when  the  record  from  Doe  and  Roe  is  made  the  order 
is  completed. 

The  middle  portion  of  the  train  sheet  is  shown  herewith.  So 
long  as  trains  are  on  lime,  this  when  filled  out  is  simply  an  abbre- 
viated copy  of  the  time-table,  since  train  crews  ordinarily  report  only 
at  regular  reporting  stations. 

Freight    and    Express. 
The  tables   showing  the   receipts  by  inonths  give  an   idea   of   the 


Muncie.  Hartiord  &  Ft.  Wayne  Ry.  Go. 

COAL  RECORD. 

Order  No Cars 

From  whom  ordered 

Date  of  Shipment ; 

Date  Received 

Car  No 

Car  Initial 

Billed  Weight  

Correct  Weight    .- 

Date  Freight  Paid 

Amount  Freight  Paid 

Date  of  Invoice 

Amount  of  Invoice 

Amount  Paid 

Date  Paid 

Remarks 


fair  held  at  Montpelier  recently  25  race  horses  were 

shipped  from  Indianapolis  over  the  lines  of  the  In- 
diana Union  Traction  Co.  and  the  Muncie.  Hartford 
&  Ft.  Wayne  Ry. 

Park. 
The  company's  pleasure  resort  is  known  as  River- 
side Park  and  is  a  tract  of  35  acres  located  on  the 
Mississinewa   River   about   M    mile   from   the   main 
line  in  Eaton.     The  principal  improvements  at  this  park  ccnprise  a 
pavilion  and  an  eight-room  cottage  for  use  as  a  residence  by  the  paik 
manager.     The   pavilion,   of  which  exterior  and    interior  views   are 

FORM  TO  2 

MUNCIE,  HARTFORD  &  FT.  WAYNE  RY.  CO. 


Train  Order  No / Date- 
Train  No ^.4f. 

Car  No. 


- 1903.      rim<^.3.;..ii&.{Sbi. 


R.e*lTM  bT  CoodncWt 

Repealed  bj-  Motormu 

Train  No. 

At 

TlB> 

..../assKfltfe... 
..._<fi^- 

£»^. 

&AA^. 

JQMCL.-:. 

Mu>.S 

..Dispatcher. 


shown  in  the  engravings,  is  surrounded  on  all  sides  by  a  lo-ft. 
veranda.  Inside  is  a  hard-wood  floor.  50  x  70  ft.,  for  dancing, 
around  which  is  a  promenade  10  ft.  wide.     Only  dancers  are  allowed 


Dec.  20,  1903.1 


STREET    RAILWAY    REVIEW. 


949 


upon  the  floor,  the  charges  being  5  cents  per  dance,  or  50  cents  for 
the  entire  evening,  .\hove  the  promenade  is  a  gallery,  as  shown  in 
the  interior  view 


Mm,  Hantord  &  Fi  Wayne  Ry.  Go. 

Disturbance  Report  No 


Date .Car  Xo ..:Train  No. 

Time Place s 


Name  and  address  of  passeng^ers.causing'  disturbance. 


addresses  oi  witnesses.  The  "disturbance  report"  is  also  an  in- 
teresting form ;  on  the  reverse  of  this  form  are  three  vertical  col- 
umns for  the  names,  addresses,  and  occupations  of  witnesses.  There 
are  twelve  horizontal  lines  on  this  side  of  the  form. 

Traffic  Statistics. 
The  population  of  the  principal  towns  along  the  line,  based  upon 
.school   census   and   other   available   data,   is   as    follows : 

Muncie 32,<»o 

Koyerton    •  •  •  •  3°° 

Shideler 300 

Eaton 2,000 

T 1  artford L 8.000 

Montpelier   6,000 

Keystone    .3°° 

Poneto 500 

Bluflton    7,000 


56,400 


Cause  of  disturbance  (state  fully  what  occurred) 


Was  it  necessary  to  eject  passenger?.. 
If  so,  was  it  done  without  injury? 


(NOTE — If  any  injury  was  sustained,  fill  out  repular  accident 
report.) 

Was  car  Standing,  starting,  stopping  or  running? 


Speed  of  car? _ 

Where  did  passenger  board  car?     

Destination? 

Amount  of  fare  paid? Amount  refunded? 

Wc  certify  that  the  above  is  a  true  statement. 

Conductor 

Motorman 

(OVER) 

Band  concerts  are  given  every  Sunday  during  the  summer,  and 
there  is  dancing  every  evening  except  Sunday.  The  only  other  at- 
traction provided  at  the  park  is  boating  on  the  river,  the  company 
having  a  fleet  of  row  Iwats.  No  gambling  or  liquor  is  permitted  on 
the  park  grounds. 

The  park,  with  pavilion  and  manager's  residence,  is  leased,  the 
rental  paying  about  5  per  cent  on  the  park  investment. 

Accident   Reports. 

The  form  of  accident  report  used  is  shown  in  one  of  the  en- 
gravings ;  on  the  reverse  side  is  a  ruled  blank  for  the  names  and 


Muncie,  Hartford  and  Ft.  Wayne  Railway  Company. 


ACCIDENT  REPORT. 


NOTICE  TO  EMPLOVES. 

Employ,...  jfc  lojuitoa  to  fill  out  actirtcnt  report,  anil  Imvc  tticm  nt  the  office  iriMEDIATELV  alter  the  ic- 
ciJi-nt  occur*  Rejwrt  cvrrr  accirlent  however  nlight  the  same  may  appear,  even  though  do  ilamaRe  or  injury  ea- 
i»l%  or  i,  claime'l. 

EVERY  EMP1.0VE  who  roar  WITNESS  an  accident  in  which  Ihia  Company  may  be  intereated  ia  required 
to  fill  out  one  ol  the*c  blank*  ami  iranwnit  ,ame  to  the  office.  All  reportaahouM  be  maile  a,  full  and  complete 
a,  pOMible,  and  ahould  include  name*  and  addreaaea  of  all  witneaaea. 

Under  particulara,  on  reverse  aide  ol  aheel.  alate  fully  any  detail  not  called  for  on  thia  .ide. 


NOTE, 


DO  NOT  TALK  ABOUT  THB  ACCIDENT.  EXCEPT  TO  omCEBi  OF  THB  COMPANY.    KKHP  AWAY  FPOM 
INItJHKD  PAPTIK5  AND  HAVE  NO  COMMUNICATION  WITH  THEM  AFTEK   THKY  HAVE  BEEN  CAKED  VOK. 


Date  of  accident 

Gaact  place  of  accident 

Name  and  reaidence  of  peraon  injured  o 

Name  of  Driver  of  Vehicle 
Nature  and  eatent  of  injuriea 


ol  properlv  damaged 


Motor  No.  carrying 

Motorman 

Poaitioa  of  Conductor  and  Motorman  at  time  of  accident 


panaengera.                   Trailer  No.                   carryinc                   pu»tngvn. 
0,nductor  


Ponilioa  of  pcnoa.  or  vehicle  at  time  of  accideitt 


Other  vehicle?... 


Waa  peraon  under  influence  of  liquor? 
In  what  direciion  wa,  car  (foinif'' 

A1  what  apeed  per  hour?  

Waa  motor  reveraedT  Hole  far  did  CAr  move  after  accident? 

Wa,  car  atandiog.  atarling.  running  or  atoppisf? 

Waa  warning  bell  or  whiatle  aounded  before  accldeDl? 

What  wae,ataleof  weather? Condition  of  afreet? 

Condition  of  Kaila?  Condition  of  pavement? 

lA'hat  waa  damage  to  car? 

What  wa*  done  for  or  with  pervrn  or  property  injured? 


Name  of  doctor  called  Dy  whom  waa  doctor  calleal? , 

Slate  remarba  made  by  injured  peraon.  by  |4rly  in  charge  of  property  damaged  or  by  any  witneaaea  of  the 
accident. 


RECEIPTS  fJK  MUNCIK.  HARTrORD  *  FT.  WAYNE  RY 


Mostk 

Dmjf 

PaftMaifrr 

RecelptM  from 

Condoctorft 

Frrlahi  and 
Kx|>rc.« 
Rpce-lplia 

--   . — 

24..<M 

411.30 

W.SO 
152.10 
l'/2.1S 
252J)0 
215.15 
30X.2.5 
210  55 
24110 

Local  Ticket 
Saleii 

Cbartcrid 
Cara 

Olhcr 
Racelpla 

Total 
Rcct^lpU 

Car  Mllrn 

PaNHeiti^iT 
KffcelplH 

pi,r  pitHai'U- 
Ifar,  CfiKn 

PaHHpiiifor 

KccplpiH 

per  car 

mill*,  cptitH 

Total 
Pa«Kfii((i!ri 

Fpb. 
Mar. 

iane 

Jaly 

Aa(. 

»ept. 

Oct. 

Mot. 

I* 
11 
3fl 
31 
M 
11 
11 
» 
11 

3.I14.7S 
(1,111.25 
6,1».45 
10.242. 10 
1I.///7.55 
12.214.W 
ll.('42M) 
II.M3  4S 
lil.Jim.51 
■<.71J.0I 

247.15 

.127.30 
250.110 
.WO.flli 

1.6'<l  40 

1.513  00 

■142.25 

471.90 

Mb.10 

104.75 
fiO.OU 
162.51) 
IbO.IIO 
118.111 
UI.OO 
50.00 
40X10 

ZiO 

S0..'0 
I1..50 

7K.4n 
10  oil 

7.K7 
1.V).22 
KOI* 
ll«.ltl 

m.l•^ 

1.40«.i)0 
6.5*>.15 

II..55I.JI 
lO.VU.oO 
12,«35.05 
I4..14l,.42 
14,lim.<>7 
I2.f.iw  01 
ll.fl.'n.67 
10,1,20.611 

9,747 
17,176 
21, U3 
33,51" 

M,<.M 
3»,0% 
14,197 
1»,IS3 

15.7 
15.9 
10.7 
17.4 
16.5 
14.4 
16.2 
16,2 
16.7 
17.1 

14,11 
17. 1 
11.0 
.32.6 
11.9 
36.5 
34.7 
31.1 
32.1 
10.2 

21.649 
40,425 
38,693 
61,114 
74,(t07 
96.019 
83,978 
74,911 
66.102 
63,148 

950 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII.  No.  12. 


The  townships  in  which  these  towns  arc  located  have  rural  popu- 
lations in  addition  as  follows : 

Center    ( Muncie    8,000 

Hamilton   ( Royerton  and  Shideler)   goo 

Union    (Eaton) 1,300 

Licking    (Hartford)    t 2,000 

Ilarri.son    ( Montpelier)     2,100 

Chester     (Keystone) 2,100 

Liberty    ( Poncto) .   1,700 

Harrison    (Hhiffton) 2,200 


20,300 


8/5 


8/e 


a?tf 


&i£72S  626  52i 


93Z 


ssa 


S'Pa  7-^3  6^3 


«<«7-?.5 


'^6  36  sat 


7^0 


90/ 


/z 


7/5 


S.4i7«B 


30/ 


sae8aB70s 


9Zia2J72S 


93ig3i7.3S 


/o 


6/3 


5/i 


&/6SJ6 


6 20  Sic 


63Z 


£3Z 


is-i«  S4£  <?«  ^<«  <ooi  '■• 


W7  747  6/^  S47  ^7  *«'/ 


70/ 


643  S43  ^t'Ha  'f4£  vet 


6/6^/6S0i 


yfjv 


T/?/f//^    T^O. 


?2Z  6ir^Mi^/uf^o/Ae  S£5!  ^39 


'fuve/eax//iT//aa  77^  SOB  605  70S 


97  '/fMiMa^sSiOf'W  asa:  503  600  700 


SZ^  ^ysfi/iiy-S/a/A/a  SSt  ^£3  s-^s 


8/3  S/^/^^£f^£/V/?. 


dSi  i^^fdsS/a//^e  SX  ■7'77  ^^ 


"'''/^ir^r^ixisJ'''  "73 


'Aofi 


SSi  7S3  6S6  SSi  4Si  ■^■m  S'JZ  3»n/7)^.i«^»/>/,i« 


SO/  SO'  ^S3  '£3i  i»rainuvrJv/*s  '/«6 


6aSSOS4SS  03^ 


t^-«?<a  '33i' 


5xa  /SU/y/wrj  Y 


623  SZ6  *%  r:!>A/vf7r/r^&a^ 


77i//VC/£  y    '7Si  SO?  604 


96-.,74es4/ 


^^^L/iwC770Jvy.  7-3£. 


S/7710^ 


•r/f 


^43  337  6.37 


.773 


?a^  'CJ£ySi^A^aS/a/A 


scs  ^r/77vav  //2 


^A3 -(?}eV/^^?«-><5"/^.'>«  .57 


^3i'  '730  A/OA-rPi-i./£l?    o 


r/?/7/77    jVO. 


S36  6  36  7-3783. 


S37 


7S5S04/O.0i' 


76/ 


663  747  &Si3Sf 


74/  643  5<C 


64/^^64/ 


633  633 


632 


SOi  6.04 


903 120t 


^ 


vi%j^ 


733S37  937 


737  333,933 


730^32  93Z 


626  626  726^26  3.23 ' 


S^^g^^^^^g 


704ao43ai 


6.Si7SSa.S3 


6^C  7SC33C 


The  rural  population  within  one  mile  of  the  railway  was  estimated 
at  10,000. 

These  figures  on  population,  from  Muncie  to  Montpelier,  together 
with  the  tables  showing  the  nunitx-r  of  passenger  fares  of  each  de- 
nomination collected  P..T  month,  will  Iw  found  extremely  interesting 
and  valuable  to  those  charged  with  the  responsibility  of  passing 
upon  the  merits  of  proposed  electric  railw-iys  in  territory  where 
conditions  are  at  all  similar.  July  4.  igoj,  15,466  passengers  were 
carried  on  the  main  line  and  9.551   on  the  park  branch. 

The  regular  operating  schedule  provides  for  an  hourly  service  in 
each  direction,  excepting-  on  Saturdays  and  Sundays  during  the 
summer,  when  cars  are  operated  at  half-hourly  intervals  from  noon 
until  6  p.  m.  The  running  time  between  Muncie  and  Montpelier, 
27.8  miles,  is  80  minutes,  which  with  a  lay-over  of  10  minutes  at 
termini  requires  three  cars  to  maintain  the  usual  schedule.  Four 
cars  will  give  hourly  service  between  Muncie  and  Bluffton,  making 
the  41.8-niile  run  in  no  minutes,  and  lying  over  10  minutes  at  ter- 
mini. 

The  rate  of  fare  is  approximately  2  cens  per  mile.  From  Muncie 
to  Hartford.   18.5  miles,   is  35  cents;   from   liar: ford  to   Montpelier, 


s 

1          1          r          r          1 

2^ 

(X 

Or 

Hf- 

CO 

to 

I— ^ 

IC* 

gs- 

CO 

,          ,          .          . 

CO 

=£ 

1—' 

t-» 

(— I 

fp 

on 

<1 

CO 

=D 

to 

1— > 

0 

CO 

"^           QO 

PORTION    OF    TIME    TABLE.    MITNCIE.    HARTFORD    &    FT. 
WAYNE    RY 

Muncie,  Hartford  &  Fort  Wayne  Railway  Co. 


HAT    CHECK. 

g.3  miles,  is  15  cents;  from  Muncie  to  Montpelier  is  50  cents;  Mont- 
pelier to  Bluffton,  25  cents;  Muncie  to  Bluffton.  75  cents.  The 
cars  are  all  equipped  with  Ohmer  fare  registers,  on  which  are 
separately  recorded  5,  10,  15,  and  20-cent  fares  and  passes  and  tickets. 
For  fares  from  25  to  75  cents,  varying  by  increments  of  5  cents, 
duplex  tickets  are  used. 

For  fare-fi.xing  purposes  the  road  between  Muncie  and  Bluffton 
is  divided  into  16  sections,  corresponding  to  s-cent  fares.  Stops  are 
made  only  at  designated  points,  which  are  from  a  half-mile  to  a  mile 
apart  outside  of  towns ;  the  s'.opping  points  and  fare  section  limits 
were,  of  course,  chosen  with  due  regard  to  the  tributary'  population, 
the  greatest  convenience  for  the  greatest  number  being  kept  in  mind. 


RECORD  FOR  MONTH 

OF 

19 

0     . 

CASH  RECEIPTS 

PASSENGERS  CARRIED 

CAR  MILEAGE 

■ssic- 

FREIOKT  HECEIfTS 

CMi- 

lu'llX 

rkkrl 

S«l. 

Rtnulj 

^. 

^•^^ 

Cuh 
Fan* 

TKket* 

P««» 

,.u, 

PAMENQER  CAR  MItES 

4=. 

sz. 

™];*>-      weAtnER. 

~_ 

,.„ 

•"■" 

C«rt 

41 

42 

43 

■II 

45 

46 

47 

48 

MILES      Sp«W  e««t. 

, 

MUNCIE,  HARTFORD  AND  FORT  WAYNE  RAILWAY  CO. 


Speoial.  Event„ 


DAILY   RECORD  OF  RECEIPTS. 

_  NA/EATHER 


ANALYSIS  OF  PASSENGER  TRAFFIC,  MUNCIE.  HARTFORD  &  FT.  WAYNE  RY. 
Showing-  Number  of  Each  Denomination  of  Fares  CoUeded  per  Moath. 


Fare, 

Cents 

Ticket 

Paying 

Total 

Month 

Days 

Open 

Miles 

Tick- 
ets 

Passes 

Total 
Pass'ngrcrs 

passengers 

per  car 

mile 

S 

10 

IS 

20 

25 

30 

35 

40 

45 

50 

per  car 

mile 

Feb.; 

18 

18.2 

9,747 

7,923 

1,822 

3.873 

3,864 

3,445 

614 

108 

21,649 

2.15 

2.22 

Mar. 

31 

18.2 

17,376 

12,836 

3,663 

7,462 

7,094 

7,261 

1,903 

206 

40.425 

2  15 

2.32 

Apr. 

30 

18.2 
182 
27.2 

21,123 

11,191 

3,339 

6,590 

7,874 

7,581 

1,782 

336 

38,693 

1.73 

1.83 

May 

31 

33,519 

13,373 

5.490 

19.938 

8,U5 

205 

d23 

7,867 

27 

33 

2,688 

2,264 

485 

61.114 

.   •  1.74 

1.82 

Jane 

30 

27.2 

39,295 

20,049 

6,028 

22,796 

9,171 

267 

1.105 

7.069 

88 

33 

3  688 

3.888 

625 

74,807 

1.78 

1.89 

July 

31 

27  2 

39,320 

28,550 

6,224 

24,602 

10  066 

163 

1.225 

6,830 

32 

18 

2.901 

14,648 

780 

96.039 

2.05 

2.44 

Aug. 

31 

27.2 

39,693 

21,067 

6,330 

21.349 

8,245 

492 

1.452 

7.793 

36 

82 

3,978 

12.190 

963 

83,978 

1.78 

2.28 

Sept. 

30 

27.2 

38,'% 

19,253 

^.186 

21.760 

6,781 

360 

LOSS 

7,661 

98 

75 

3.357 

7,218 

1,074 

74,911 

1.72 

1.93 

Oct. 

31 

27.S 

34  197 

16,534 

6,391 

21.481 

6,774 

176 

878 

6,521 

40 

56 

1.806 

3.614 

799 

06,100 

1.80 

1.93 

Nov. 

30 

27.8 

35,153 

15,566 

6,614 

18,25.-< 

6,423 

1,498 

763 

6,087 

24 

53 

2,839 

3.441 

675 

62,241 

1.65 

1.77 

Note:  The  line  between  Muncie  and  Hartford.  1S.5  miles,  was 
opened  Feb.  11.  1906;  the  section  between  Hartford  and  Montpelier 
was  opened  May  7.  1903.  Tickets,  passes  and  5,  10,  15  and  20-cent  fares 
are  registered  on  Ohmer  fare  registers.  For  fares  above  20  cents. 
25.  30,  35.  40.  45  and  50  cents,  duplex  tickets  are  used.  From  Feb. 
11,  1903,  to  May  8.  1903,  inclusive,  no  record  was  kept  by  the  com- 
pany to  show  how  many  farea  of  each  denomination  were  included 


in  the  returns  of  duplex  tickets:  accordingly  in  this  table  the  total 
numbers  of  duplex  tickets  prior  to  May  9th  are  entered  as  35-cent 
fares. 

It  is  stated  that  the  value  of  tickets  sold  at  local  offices  each  day 
is  approximately  the  same  as  the  value  of  the  tickets  collected  on 
the  cars  each  day. 


Dec.  20,  1903.] 


STREET    RAILWAY    REVIEW. 
WIUNCIE,  HARTFORD  fc  FT.  WAYIME  RY.  CO. 


POWER  HOUSE  STEAM  REPORT. 


Willi*  »«i»ui«_ 


CHn.  WMIMIM4 


951 


Sigurd, 


-Cuttr  EnaiNttm.  — 


MUIMCIE,  HARTFORD  «<  FT.  WAYIME  RY.  CO. 

POWER  MOUSE  ELECTRICAL  REPORT.  '_I~Z 


A.  C   W«tt««tff 


Oulpvl 
Prevtoui  Mr. 


0.  C  WitltDdff 

BOlMTT 


Outoul 
Pre*lou«Hr 


Powpr  Farlor 
6en«ralor 


E«cit*r 
Wattmeti'f 


li'htiiit 
Corrwil 


TranimU^lon         J»   C.  Ammeter 
Linr 
Ammelem 


Powvr  Factor 
Rolary 


D.  C.  Ammeter 


D,  C.  VollBoe 
Rolary 


Feeder 
Am  pares 


F 


952 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  12. 


riic  only  lickcts,  besides  park  tickets,  sold  are  commutalioii  books 
on  which  a  reduction  of  25  per  cent  from  the  cash  fare  rate  is 
made,  bringing  the  commutation  rate  to  about  I'/i  cents  per  mile. 
To  stimulate  IratTic  to  the  park,  which  is  at  Eaton,  round  trip  tick- 
ets good  after  6  p.  m.  are  sold  at  the  rate  of  25  cents  from  Muncie 
and  Hartford  and  35  cents  from  Montpclicr. 

Passengers  arc  given  bat  checks  on  which  the  section  niniiber  to 
which  they  have  paid  is  punched,  although  this  method  is  varied  by 
the  conductors ;  one  of  these  checks  is  reproduced  herewith  full  size. 

Special  cars  are  furnished  at  the  following  rates :  Muncie  to 
BlufTton,  $50  for  the  round  trip;  Muncie  to  Montpclicr,  $35  for  the 
round  trip;  Muncie  to  Hartford,  $25  for  the  round  trip;  Muncie  to 
Eaton,  $is  for  the  round  trip. 

The  Muncie.  Hartford  &  Ft.  Wayne  Railway  Co.  has  a  capital  of 
$1,000,000  and  will  issue  $1,000,000  in  bonds. 

The  officers  and  operating  staff  arc:  President,  S.  M.  Hexter. 
Cleveland;  vice-president,  A.  L.  Johnson,  Muncie;  secretary,  F.  M. 
Osbonie,  Cleveland;  assistant  secretary,  A.  Lcwenthal,  Cleveland; 
treasurer,  J.  C.  Gilchrist,  Cleveland;  manager,  Louis  Hexter,  Qcve- 
land ;  superintendent.  L.  J.  Shiesinger.  Eaton ;  master  mechanic, 
H.  J.  Lake;  chief  engineer,  A.  L.  Rowen ;  roadmaster,  C.  C.  Jacobs; 
Chief  Lineman,  R.  L.  Stacey. 

E.  P.  Roberts  &  Co.  were  the  engineers  for  the  company  during 
construction. 

An  interesting  series  of  car  tests  has  been  made  on  this  road,  in- 
cluding tests  nn  passenger  cars  in  regular  service,  gravel  cars,  work 
cars,  etc..  which  includes  the  current  consumption  of  cars  and  trains 
running  at  various  speeds  on  level  track,  grades  and  curves.  A 
complete  report  of  tliese  tests,  including  a  large  amount  of  interest- 
ing data,  will  he  given  in  the  next  issue  of  the  "Review." 


A  School  for  Conductors  and  Motonncn. 


Conductors'  Transfer  Boxes. 


The  Brooklyn  Rapid  Transit  Co.  has  adopted  a  new  system  where- 
by conductors  deposit  transfer  slips  in  bo.xes  which  have  been  placed 
in  the  cars,  instead  of  having  to  leave  the  cars  at  various  depots  to 
deposit  them.  At  the  end  of  every  half  trip  the  conductor  seals  the 
transfers  collected  in  an  envelope  and  drops  it  into  the  box  within 
the  car.  The  side  of  the  box  is  glass,  and  as  the  envelope  falls  face 
upward  the  inspectors  can  see  at  a  glance  by  the  endorsement  on  the 
envelope  whether  the  conductor  made  the  deposit  of  transfers  at 
the  end  of  his  last  trip.  When  collected  from  the  boxes  at  the 
close  of  the  day  all  the  envelopes  are  ready,  sorted.  The  new  plan 
not  only  saves  the  conductor's  time,  but  it  also  economizes  clerical 
work  and  expedites  the  checking  up  of  the  transfers. 

nie  company  has  also  abandoned  all  its  street  transfer  stations 
except  two  and  the  passenger  now  receives  his  transfer  when  he 
pays  his  fare. 

Columbus,  Greensburg  &  Richmond  Traction  Co. 

The  Columbus,  Greensburg  &  Richmond  Traction  Co.,  with  head- 
quarters at  Indianapolis.  Ind.,  was  incorporated  November  20th  vnth 
a  capital  of  $1,000,000  and  on  November  24th  elected  officers  as  fol- 
lows: President,  Amos  K.  Hollowell ;  vice-president,  Harris  F. 
Holland;  treasurer,  Milton  O.  Reeves;  secretary  and  manager, 
Charles  N.  Wilson ;  general  counsel,  Thomas  E.  Davidson.  The 
board  of  directors  comprises  Messrs.  Reeves,  Holland,  Hollowell 
and  Wilson,  and  Messrs.  .August  M.  Kuhn,  W.  P.  Myer  and  Walter 
McConaha. 

The  company  proposes  to  build  a  double-track  road  on  a  private 
right  of  way  from  Richmond.  Ind.,  to  Louisville,  via  Greensburg. 
and  this  will  be  followed  by  a  line  to  Indianapolis.  The  line  will 
connect  directly  with  the  Applcyard  system  of  Ohio,  and  it  will 
have  eight  connections  with  Indianapolis  over  other  lines.  The  com- 
pany proposes  later  to  build  a  belt  line  from  Columbus,  Ind.,  to 
Shelbyville,  then  to  Rushville.  Comiersvillc.  BrookviUe,  Batesville. 
North  Vernon  and  back  to  Columbus. 

Construction  will  begin  early  in  the  spring,  the  surveys  and  other 
preliminary  details  l>eing  well  under  way,  and  the  company  is  get- 
ting along  nicely  as  regards  financing.  There  will  be  erected  a 
$450,000  power  house  at  Greensburg  and  extensive  shops  at  Con- 
nersville.  Two  parks  will  be  opened  along  the  line,  one  at  Harts- 
ville  and  one  at  Connersville.  The  road  is  intended  for  passengers, 
freight  and  mail.  Electric  locomotives  will  be  used  for  hauling 
freight.    The  third-rail  system  may  be  adopted. 


The  Los  Angeles  Railway  Co.  recently  cstabli.'^hed  a  school  where 
Its  numerous  trainmen  may  receive  the  proper  education  and  train- 
ing to  fit  them  for  their  duties.  The  company  employs  about  275 
conductors  and  a  like  number  of  motornien,  and  is  constantly 
increasing  this  force,  and  the  school  was  established  to  facilitate 
a  thorough  and  uniform  training  for  all. 

A  space  in  one  of  the  car  barns  has  been  partitioned  off  and 
fitted  up  for  instruction  purposes.  An  ordinary  open  trailer  car 
was  rebuilt  and  equipped  with  complete  electrical  and  air  brake 
apparatus;  all  the  seats  were  removed  and  all  of  the  wiring 
brought  out  in  plain  sight,  so  as  to  be  easily  traced.  The  wires 
arc  all  tagged  and  diagrams  on  the  wall  of  the  room  are  lettered 
and  immbered  to  correspond.  The  air  compressor  and  motor  are 
mounted  on  the  floor  of  the  car  and  arc  readily  accessible.  In 
order  to  run  the  motors  without  moving  the  car,  the  drive  wheels 
have  been  jacked  up  clear  of  the  track,  the  followers  only  resting 
on  the  rails.  Extra  resistances  have  been  placed  in  the  motor  cir- 
cuits to  prevent  them  from  attaining  too  great  a  speed.  Trap 
doors  are  placed  over  each  motor,  and  these,  when  removed,  leave 
the  motors  in  full  view.  The  headlight  and  interior  wiring  is 
the  same  as  in  ordinary  cars.  There  is  a  pit  under  the  car  to 
afford  access  to  the  parts  under  the  body. 

On  the  walls  of  the  room  are  numerous  diagrams  showing  the 
wiring    details    of    different    equiiimrnts,    also   drawings   of    ibe    air 


INSTRUCTION  CAR  IN  MOTORMENS  SCHOOL. 

valve;  and  in  addition  to  these  there  are  air  valves,  controllers 
of  various  types  and  a  trolley  base,  all  of  which  may  be  dissected 
at  the  pleasure  of  the  students.  A  raised  platform  in  one  corner 
of  the  room  is  provided  with  benches  so  that  in  case  a  large 
class  is  to  discuss  some  point  they  may  be  seated  while  the  in- 
structor lectures  and  demonstrates  from  the  front  platform  of 
the  car. 

It  is  not,  as  a  great  many  people  suppose,  an  easy  matter  to 
become  a  tnotorman  or  a  conductor,  and  the  company's  records 
show  that  after  having  passed  the  physician's  and  other  preliminary 
examinations  about  25  per  cent  of  the  students  resign  Iwfore  their 
final  examination,  or  fail  to  make  the  necessary  showing  in  the 
earlier  stages.  The  applicant  for  a  position  as  niotorman  or  con- 
ductor is  first  interviewed  by  the  assistant  superintendent  and  is 
given  an  application  blank  to  fill  out.  This  blank  is  8M.XI4  in.  in 
size  and  contains,  besides  the  usual  questions  as  to  age,  physical 
description,  relatives,  habits,  etc.,  a  schedule  blank  in  which  must 
be  stated  fully  where  and  how  the  applicant  has  been  employed 
since  leaving  school,  it  lieing  stipulated  that  each  year  must  be 
fully  accounted  for.     References   are  also  required,  of  course. 

The  applicant  is  next  given  an  order  to  the  examining  physician, 
and  he  must  not  only  pass  a  good  physical  examination,  but  his 
eyesight  and  hearing  inust  be  shown  to  be  of  the  best.  If  the 
applicant    is    fortunate    enough    to    pass    these    examinations    his 


Dei-.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


953 


application   is   placed   on   file   and  his   record   investigated   while   he 
awaits  a  call  to  work. 

The  company  has  about  190  men  on  its  extra  list,  and  when  from 
any  cause  this  number  runs  down,  notices  are  sent  out  to  10  or 
JO  of  the  men  whose  applications  are  on  file.  Such  of  these  as  are 
still  desirous  ot  employment  report  to  the  assistant  superintendent 
and  are  usually  given  a  talk  by  the  superintendent  himself.  In  this 
talk  their  relations  to  the  company  and  general  duties  are  outlined. 
They  are  then  required  to  furnish  a  $500  bond  from  one  of  the 
regular  bonding  companies;  this  costs  them  $2.50  a  year.  They 
are  also  given  an  order  for  their  outfit,  which  in  the  case  of  con- 
ductors is  a  punch,  badge  and  a  book  of  the  company's  rules;  the 
motormen  receive  pliers  and  a  screw-driver,  a  badge  and  a  book 
of  rules.     These  outfits  are   furnished  by  the  company   free. 

The  applicant  is  now  turned  over  to  the  student  instructor.  He 
is  first  questioned  as  to  his  age,  previous  experience,  etc.,  and  these 
are  noted  in  a  book  in  which  his  records  as  a  student  are  also 
kept.  The  students  are  then  taken  to  the  class-room  and  con- 
ductors and  motormen  alike  are  given  a  complete  explanation  of 
the  car  mechanism  and  instruction  in  regard  to  operating  the  car. 
The  wiring  is  traced  and  explained,  the  air  equipment  thoroughly 
gone  over  and  the  students  are  then  left  by  themselves  to  trace 
out  the  wiring,  examine  the  air  mechanism,  brakes,  rods,  shoes, 
controller,  trolley  base  and  other  parts.  The  company  furnishes 
copies  of  "Tlie  Motorman  and  His  Duties"  for  the  men  to  study 

Before  the  student  is  put  on  a  car  he  must  be  able  to  answer, 
among  others,  the  following  questions: 

Trace  the  course  of  the  current  through  all  of  the  electrical 
equipment  on  the  car.  Give  description  and  uses  of  electrical 
equipment. 

Name  and  describe  different  types  of  motors— their  general  ap- 
pearance, their  horse-power.  What  arc  field  coils,  suspensions. 
bearings,    cases,    commutators,    armatures,    brushes,    brush    holders? 

Describe  shoe  hangers  and  locate  goose  neck,  adjusting  rods, 
brake  beams,  floating  bar.  equalizer  bar,  piston;  air  compressor. 
governor — their   action. 


After  having  mastered  these  pomts  the  men  are  put  on  the  cars 
m  regular  service  in  charge  of  experienced  men.  The  conductors 
serve  iS  or  20  days  and  the  motormen  from  14  to  18  days.  The 
men  are  kept  out  in  this  way  until  they  arc  acquainted  with  every 
route  over  which  the  company  operates ;  the  conductors  must 
know  all  the  streets  over  which  the  car  passes  on  each  route,  the 
transfer  points  and  rights  of  way,  and  who  arc  entitled  to  ride 
free.  The  motormen  must  know  the  routes,  the  rules  of  right  of 
way  and  the  use  of  circuit  breakers. 

When  the  conductors  are  ready  to  leave  their  traveling  instructor 
they  are  put  on  the  front  end  of  the  car  for  two  days;  the  motor- 
men  do  not,  however,  act  as  conductors. 

The  time  spent  on  each  line  is  recorded  on  student  cards,  vvhicli 
are  attested  by  the  regular  man  who  is  acting  as  instructor.  These 
cards  are  S'/i  in.  square  and  arc  ruled  so  that  the  date,  number  of 
the  run,  the  car  run  and  car  number  may  be  entered  against  the 
line  the  student  is  working  on,  also  whether  a.  m.  or  p.  m.,  to- 
gether with  the  name  of  his  instructor,  the  name  of  the  regular 
carman  and  the  total  time  spent  by  the  student  on  each  line. 
During  this  training  novices  receive  no  pay  whatever.  Having 
passed  this  period  they  arc  now  ready  for  their  final  examination, 
which  is  by  no  means  an  easy  one.  They  are  given  a  set  of 
searching  questions  on  equipment  and  operation  to  see  if  they 
remember  the  class  room  instruction.  These  questions  are  printed 
on  a  card,  SyixS'A  in.,  and  comprise  in  addition  to  those  men- 
tioned, and  several  relating  to  the  topography  of  the  city,  and  what 
to  do  in  cases  of  emergency  and  accident,  nearly  100  questions  anent 
transfers— how,  when,  where  and  to  whom  issued,  etc.  The  appli- 
cant must  be  thorouglily  posted  on  these  questions. 

If  the  men  are  found  lacking  they  are  given  furtlicr  drill  and 
perhaps  sent  out  on  llie  cars  again  as  students.  A  standing  of  at 
least  94  per  cent  is  required  in  the  final  examination.  Having 
satisfied  himself  that  the  candidates  arc  competent  to  be  put  on 
runs  by  themselves  the  student  instructor  makes  out  his  report 
to  the  superintendent  and  the  men  arc  placed  on  the  extra  list, 
where  they  nuist  await  their  Imn  for  a  regular  run. 


A  Suspended  Railway  Project  for  Hamburg,  Germany. 


With  the  rapid  increase  of  tlic  population  in  the  large  cities  of 
Germany,  the  question  of  sufficient  transportation  facilities  becomes 
more  and  more  acute,  and  this  is  also  the  case  in  many  of  the 
cities  of  the  United  States.  Some  data  will,  therefore,  be  of  in- 
terest regarding  the  project  of  a  suspended  railroad  in  the  city  of 
Hamburg,  which  has  been  worked  out  very  elaborately  by  the 
"Cominentale  Gesellschaft  fuer  Elektrische  Unterchmungen." 
Nuremberg.  On  account  of  the  success  which  attended  the  opera- 
tion of  the  suspended  railway  at  Barmen-Elberfeld,  this  new  sys- 
tem of  transportation  has  attracted  considerable  attention  from 
those  interested  in  this  question,  so  that  at  the  present  time  several 
large  cities  are  contemplating  the  introduction  of  this  system.  The 
city  of  Hamburg  has  been  negotiating  for  the  last  ten  years  for  the 
construction  of  an  extended  system  of  elevated  railways  con- 
necting Hamburg  and  its  densely  populated  suburbs.  Extended  in- 
vestigations have  been  made  as  to  the  growth  of  population  and  the 
number  of  people  circulating  in  the  city  districts,  on  the  existing 
street  car  lines,  etc.  The  following  table  gives  an  interesting 
comparison   between   Berlin,    Hamburg   and    New   York, 


Town* 


Hamburf 
Berlin 
New  York 


Popnlation 


|lncrt'a»eiit  Traffic  on  Elfvalw!  Koadn 
a»  Yi-ar*  and  Slrwt  Can* 


iftfn 
40'i,aao 

1,123,100 
1,84)1,700 


.     IWl"' 
Uti.inia  I67|icrccni 

1  ,M<.,2<>0  ;  IM  ix^r  citot 
3,Z7I),0<IO  jlTT  per  cent 


I8H0 
16,140,700 
62,l.l').OUO 

2iw,aoo,uoo 


I(W) 
1(5,844.3110 
414,682,400 
'Wi,000,000 


IncreaMin 
20  VcarH 


.^2  iier  cenl 
b62 percent 
J42  per  cent 


From  this  tabic  it  can  be  seen  that  following  the  growth  of  the 
population  the  number  of  people  circulating  upon  the  street 
car  lines  increases  at  a  very  much  higher  rate  than  the  population. 
Although  the  population  of  New  York  is  17;  per  cent  greater  than 
that  of  Berlin,  the  numljcr  of  people  riding  on  the  street  car  line^ 
and  the  elevated  lines  in  New  York  is  2.^8  per  cent,  of  that  of 
Berlin.  It  was  therefore  deemed  wise  in  laying  out  the  plans  of. 
the  new  elevated  railway  not  only  to  provide  for  the  prrsrni  re- 
quirements, but  to  consider,  at   least   to  some   extent,   the  expected 


development  of  the  city.  Based  upon  these  conditions  and  upon  llu 
rcsult  of  thorougli  investigations,  a  road  has  been  projected  of 
which  the  accompanying  map  outlines  'he  general  directions.  The 
project  involves  the  construction  of  the  first  section.  I3'4  miles 
long,  the  ccist   of  which   will  be  $7,g50.«)0.     Five  years  will   tic   re- 


anuTK  or  i'1{ii.iic<:tii;i>  susrio.N'uicD  rtAiiAVAV 

I'llK    IIAMBIJKG 

(|uired  to  build  this  porlinn.  Some  idea  of  tlic  relative  cost  of  llii< 
style  of  road  may  be  gained  from  the  statement  that  the  section 
aliovc  outlined  will  rover  a  consider.ably  larger  area  than  the 
former  project  for  surface  lines,  and  yet  the  cosi  will  be  nearly 
$7,a)0,ooo  less  than  that   of  the  surf.ice  road.     None  of   the  former 


954 


STREliT  RAILWAY  REVIEW. 


(Vol.  XIII.  N!o 


projects  for  elevated  ;inil  surface  ruads  for  llamlnirg 
have  been  accepted,  but  il  Is  expected  that  this  suspen- 
sion n;ono-raiI  of  the  Langcn  system  will  have  the  ap- 
proval of  the  city  officials  on  account  of  the  muncrou- 
advantages  which  it  doubtlessly  possesses  over  the  other 
systems   proposed. 

The  following  description  gives  some  of  the  principal 
advantages  claimed  for  this  system.  On  account  of  its 
typical  construction,  this  .system  very  largely  increases 
the  facility  of  transportation  beyond  the  limits  of  the 
common  two-rail  system,  as  all  danger  of  running 
off  the  track  is  eliminated,  and  even  the  shortest  curves 
can  be  made  at  the  same  high  speed  attained  on  straight 
runs.  On  account  of  (he  suspension  of  the  car  from 
a  single  rail,  the  car  body  as  a  whole  can  yield  to  cen- 
trifugal force  and  take  an  oblique  position  according 
to  the  resultant  of  the  two  acting  forces,  gravity  and 
centrifugal  force.  The  experiments  on  the  Barmen- 
Elberfeld  railroad  have  shown  that  a  declination  of  12'.. 
degrees  of  the  car  from  the  vertical  is  not  objectionable 
to  the  passengers  in  the  car,  and  this  declination  corre- 
sponds to  r.  speed  of  35  miles  per  hour  on  a  curve  of 
270  ft.  radius.  This  would  be  absolutely  impossible  for  an  ordi- 
nary train  running  on  two  rails,  as  derailment  would  be  the  con- 
sequence. Comparing  suspended  railroads  with  surface  railroads 
built  according  to  the  rules  of  the  German  Goveniment.  it  re- 
-ults  that  the  radii  of  curves  of  a  suspended   railroad  may  be  only 


^^o/tfs  or  Ct/^i/rs 
RATIO   OF  SPEED  TO  CENTRIFUGAI,   FORCE   ON  CURVES. 

connnon  elevated  railroad  the  structure  requires  nearly  double  this 
width,  which  circumstance  allows  the  suspended  railways  to  run 
even  in  the  narrowest  streets  where  ordinary  elevated  railways 
would  be  impossible.  For  the  same  reason,  and  on  account  of  the 
peculiar  construction  of  the  suspended   railway  as  shown   herewith. 


LONGITUDINAL  u4ND   TRANSVERSE  SECTION  OF  SUSPENDED    RAILWAY  STATION. 


about  one-si.\th  of  that  of  an  ordinary  railway  assuming  the  same 
speed.  The  acconipanymg  diagram  shows  the  ratio  between  the 
centrifugal  force  and  weight  for  speeds  up  to  125  miles  per  hour 
and  radii  of  curves  up  to  13,000  ft.,  and  shows  clearly  the  advantage 
which  the  suspended  niono-rail  system  has  in  this  respect  over  the 
ordinary  two-rail  system.  The  lines  of  the  road  can  follow  ex- 
actly the  lines  of  the  streets,  and  the  corners  can  be  turned  without 


S'iA'i'TiJN    FOR    SUSPENDED    l:\ll,\x  Ai 

removing  adjacent  houses  while  maintaining  the  regular  speed  of 
city  railways,  about  25  to  35  miles  per  hour.  Also  it  must  be 
further  taken  into  consideration  that  the  width  of  the  elevated 
structure  for  a  suspended  railroad  is  only  equal  to  the  distance  be- 
tween the  center  line  of  the  tracks,   whereas,  in  the  case   of  the 


it  is  evident  that  the  Langen  system  darkens  the  streets  much  less 
than  the  usual  elevated  structures. 

In  case  of  a  car  running  on  two  tracks  there  is  always  some 
noise  resulting  from  shocks  produced  by  the  inequality  in  the 
parallelism  of  the  rails;  as  the  Langen  railway  only  employs  one 
rail  the  noise  is  greatly  reduced  on  account  of  lack  of  resonance 
pf  the  structure,  as  the  road  bed  of  the  common  elevated  railway 
forms  a  compact  structure,  whereas  in  the  Langen  system  it  con- 
sists mainly  of  two  beams.  Furthermore,  the  suspended  car  can  be 
built  much  lighter  than  an  ordinary  car  on  account  of  the  fact  that 
the  vertical  parts  of  the  car  withstand  a  tensile  strain  instead  of  be- 
ing compressed,  and  on  account  of  the  lack  of  lateral  torsion.  For 
this  reason,  the  iron  trusses  and  girders  of  the  overhead  system 
need  not  be  so  heavy,  resulting  in  cheaper  cost  of  construction  as 
compared  with  the  common  elevated  railway.  The  following  table 
gives  some  data  as  to  the  cost  of  construction  of  different  under- 
ground railways,  and  shows  that  the  Hamburg  elevated  railway 
would  be  about  50  per  cent  cheaper  than  the  cheapest  underground 
rr.ilway  of  the  list. 

COST  AND  LENGTH   OP   DIFFERENT  CITY  RAILWAYS. 


Citi.'s 

Opened 

Sti-am  Diider^roundRys. 

Lenpth 
in    Mile- 

Cost  of  Construction. 

Minion  Dollars  per 

Mile 

London 

1S63 
1871 
1886 

Mftropolitan    Ry. 

Metropolitan  District  Ry. 

Common  End  Line 

10.65 
7.25 
1.7S 

2.41 
J.W 
7.62 

Electric  U 

ndcrground  Lines  in  Construction  and  Approved 

London 

Paris 
Hambuf^ 

1900 
lOOO 

Central  London 
Great  Northern  &.  Strand 

Ry. 
Metropolitan,  First  Sec- 
tion 
Elevated,  Suspended  Ry. 

6.5 
6.37 

13.25 

2.12 
2.104 

1.16 
0.6 

Dec.  20.  1903.] 


STREET  RAILWAY  REVIEW. 


955 


To  all  these  advantages  may  be  added  that  of  a  very  low  con- 
sumption of  current.  .-Vt  the  maximum  speed  of  32  miles  per  hour 
the  current  consumption  of  the  Barmen-Elberfeld  line  was  i.i  kw 
hours  per  car  mile,  and  the  consumption  per  ton  mile  .08  kw.  hours. 
This  consumption  is  lower  than  that  of  any  other  elevated  railroad, 
and  the  principal  reason  for  it  is  the  fact  that  the  mono-rail  system 


one  of  these  stations.  This  arrangement  makes  it  necessary  for 
.each  car  to  be  accompanied  by  one  conductor.  The  trains  are  de- 
signed to  consist  of  three  cars,  the  trains  running  at  intervals  of 
2',A  minutes.  The  cars  shown  herewith  arc  much  larger  than  the 
usual  street  car  and  have  a  seating  capacity  for  85  passengers.  The 
arrangement  of  seats  is  similar  to  the  cars  of  the  New  York  elevated 


'\' 1:1;  1 1  i-:.\i  I 


'■(iN.STRUCl 


has  a  considerably  lower  traction  coefficient  than  the  ordinary 
roads.  The  number  of  wheels  in  the  Langen  system  is  two  instead 
of  four  for  each  truck,  and  the  whole  weight  of  the  car  is  utilized 
for  traction.  There  is  no  doubt  that  in  coupling  the  wheels  mechani- 
cally by  means  of  two  rails,  losses  of  energy  are  produced  whicli 
are  avoided  in  the  mono-rail  system. 

.As   to  the   detail   of   construction   of  the    Hamburg   elevated    rail- 


1:    SUSPENDED    R.\ll,\V.\Y 

lailways,  but   differ   in   lluit   llie  entrance  to   the  car   is  made   in   the 
center  and  not  at  the  ends  of  the  car. 

Special  attention  has  been  paid  to  the  block  signals,  and  the 
system  proposed  is  that  of  Mr.  Natalis,  chief  engineer  of  the 
Scluickert  Co..  of  Nuremberg.  This  system  has  worked  very  satis- 
factorily for  two  years  on  the  Barmen-Elberfeld  railroad  and 
avoids    ihe   defects   of   many   systems    in    use. 


I)  LI  J  J — ' — '  <T^ 


I,O.VOITt;DINAI-    AND   TRAN8VKR8K    ELEVATIONS    f)F  HTRlJi -TIRE   AND   CAR.     (DlmeimlonB   In   nj. 


way,  the  following  features  may  be  of  intercut.  In  order  to  avoid 
Ihe  los«  of  time  which  always  occurs  at  .italions  due  to  llic  blockail 
ing  of  aisles  by  the  passengers  getting  off  and  aboard  the  car, 
the  stations  are  to  be  provided  with  three  platforms,  the  outer 
ones  serving  only  as  entrances  and  the  middle  platform  as  an  exit. 
The   accompanying   Illustrations   show   the   general   arrangement   of 


The  Natalis  system  Is  absolutely  automatic  and  e^cli  tiain 
in  passing  a  signal  throws  it  upon  "slop,"  and  only  after  the  train 
having  passed  the  succeeding  signal  and  thrown  it  to  "stop"  can 
Ihe  preceding  signal  go  back  to  "clear  track."  Each  train  there- 
fore protects  itself  liy  the  stop  signals.  If  it  happens  that  the  train 
iloes    not    throw    Ihe   signal    to    ihe   "slop"    pfisilinn,    Ihe    preceding 


956 


STREET  RAILWAY  REVIEW. 


[Vou  XIII.  No.  12. 


signal  does  not  go  back  to  "clear  track,"  and  the  train  is  always 
protected.  As  signals  are  ordinarily  observed  by  the  motorman 
only,  it  sometimes  happens  that  he  overlookj  a  signal  when  the 
train  is  running.  In  order  to  avoid  this,  arrangements  are  made 
that  only  out-bound  signals  arc  used,  which  serve  at  the  same  time 
as  in-bound  signals  for  the  next  station.  These  signals  are  watched 
when  the  train  is  starling.  If,  therefore,  one  of  the  out-bound 
signals  indicates  "clear  track,"  it  is  a  sure  sign  that  the  preceding 
train  has  left  the  next  station.    The  signal  can  not  be  overlooked  as 


END  AND   SIDE  ELEVATIONS  OF  OVERHEAD   SWITCH. 

in  starting  it  must  be  observed  b.v  two  men,  the  motorman  and  the 
conductor  of  the  last  car.  If  ihe  latter  sees  the  signal  "clear  track" 
he  closes  the  doors  and  gives  the  sign  for  starting  to  the  motorman. 
For  switching  a  train  from  one  track  to  another  transfer 
switches  are  used  which  arc  shown  herewith,  .\fler  being  put  into 
position  this  switch  is  locked  mechanically  and  then  the  signal 
thrown  upon  "clear  track,"  after  which  the  switch  for  the  current 
can  be  cut  in.  The  overhead  switch  can  only  ]>e  unlocked  when 
the  the  signal  is  brought  to  the  "stop"  position  and  when  the 
current  is  cut  off  from  the  train.  At  the  end  of  the  main  and  branch 
lines,  loops  are   provided  such  as  are   largely   used  in  the   United 


PI,AN  OF  OVERHEAD  SWITCH  SET  FOR  STR.MGHT   AND 
RRANC'Il   TRACK 

States,  but  which  have  never  been  employed  to  any  extent  in  Europe. 
The  radii  of  the  loops  vary  between  45  and  75  ft. 

.^s  previously  mentioned  the  iron  structure  is  very  light,  and 
the  supporting  girders  are  spaced  90  ft.  apart,  which  is  nearly  double 
the  space  generally  used  on  elevated  railroads.  The  current  for 
trains  is  supplied  by  iron  rails  which  lay  under  the  girders.  The 
Shuckert  multiple  unit  control  system  is  provided  so  that  the  whole 
train  can  be  operated  from  either  platform  of  any  car.  .'\ir  brakes 
are   used  exclusively. 


Ihc  contact  rail  is  divided  into  several  sections  so  that  if  a 
.short  circuit  occurs  it  can  be  isolated  upon  the  section.  Telephone 
lines  are  also  provided  so  that  each  station  is  connected  with  the 
main  ollicc,  and  bare  double  wires  run  along  from  station  to  sta- 
tion, and,  in  case  of  emergency,  the  conductor  can  connect  the 
telephone,  which  is  carried  in  the  car,  to  the  liiics  and  thus  com- 
municate with   the  next  station. 

It  has  been  calculated  that  93,000^000  passengers  can  be  trans- 
ported during  the  year  with  this  new  railway  system  for  Hamburg. 


Prefer  One  Motorman  in  Cab. 


Following  a  recent  accident  on  the  Brooklyn  Elevated  R.  R.,  the 
second  motorman  idea  was  revived,  on  the  theory  that  the  death  of 
the  motorman  on  Ihe  rear  train  led  to  the  collision.  Mr.  Frank  M. 
Baker,  Stale  Railroad  Commissioner,  of  New  York,  is  quoted  as 
stating  that  he  is  not  in  favor  of  the  two-motormen  plan,  and  his 
experience  has  shown  him  that  the  men  are  not  in  favor  of  it,  either. 
If  one  man  were  to  run  the  train,  another  standing  by  would  annoy 
him  and  distract  his  attention,  even  if  there  were  no  talking  between 
the  two.  There  are  signals  in  the  motorman's  box  by  which  the 
conductor  or  guard  can  attract  his  attention  at  any  time,  while  in 
Ihe  ordinary  elevated  train  it  is  practically  impossible  for  anything 
to  liappen  to  the  motorman  without  its  becoming  known. 

Mr.  J.  F.  Calderwood,  the  superintendent  of  the  Brooklyn  Rapid 
Transit  Co.,  is  also  quoted  as  saying  that  the  second  motorman 
idea  is  not  feasible.  One  man,  feeling  the  responsibility  on  him 
alone,  would  use  every  precaution,  while  two  men  might  between 
them  grow  careless  or  neglect  their  duty. 


A  Reward  for  the  Firemen. 


As  an  incentive  to  do  careful  work  the  Elmira  Water,  Light  & 
Railroad  Co.,  of  Elmira,  N.  Y.,  pays  the  firemen  at  its  power  house 
on  a  competitive  basis.  There  are  three  firemen  and  three  helpers 
on  each  shift,  and  each  set  of  men  receive  10  per  cent  increase  in 
wages  for  each  yi  lb.  of  coal  per  kw.  h.  below  7,1/J  lb.  per  kw.  h. 
consumed  during  their  firing,  reckoned  on  a  monthly  average  basis. 
If  they  go  over  an  average  of  71/2  lb.  per  kw.  h.  a  deduction  of  10 
per  cent  is  made  in  their  wages.  The  standard  of  yy^  lb.  of  coal 
per  kw.  h.  is  taken  as  the  average  economy  of  production  for  this 
station.  The  object  is  of  course  to  encourage  the  men  to  take 
a  greater  interest  in  their  work  and  e.xercise  caution  in  firing  and 
in  the  general  care  of  the  fires.  Tlie  coal  is  weighed  as  it  conies  to 
the  boilers;  a  record  is  kept  of  the  steam  pressure  throughout  the 
day's  run  by  means  of  a  Bristol  recording  gage ;  and  from  these 
data,  together  w'ith  the  total  output  of  the  station  for  the  period,  the 
performance  for  each  shift  is  determined. 


Trolley  Rights  on  Private  Way. 


I'he  Massachusetts  railroad  commissioners  denied  the  petition  of 
the  Springfield  Suburban  Street  Railway  Co.  for  approval  of  loca- 
tions in  Springfield,  Ludlow  and  Wilbraham,  Mass.,  and  issued  an 
unique  order  in  the  case.  One  of  the  legal  questions  raised  at  the 
time  of  the  hearing  related  to  the  forfeiture  of  all  rights  in  the 
streets  for  violations  of  the  conditions  incident  to  the  gran'.ing  of 
locations.  The  commissioners  declare  this  to  be  contrary  10  law. 
Regarding  the  construction  of  street  railways  over  private  lands, 
the  board  says  that  there  is  no  general  law  permitting  street  rail- 
ways to  build  for  long  distances  on  such  locations.  The  com- 
missioners also  state  that  they  favor  control  of  local  tran- 
sit by  a  single  company,  and  that  "history  has  repeatedly 
proved  that  such  competition,  after  a  fitful  existence,  always  gives 
way  under  the  compelling  force  of  business  principles  to  the  consol- 
idation of  competing  companies,  leaving  behind  evils  which  are 
lasting  in  their  eflFect." 


.'\ccording  to  the  decision  of  the  referee  in  the  ta.x  arrears  case  of 
the  City  of  New  York  vs.  the  Manhattan  Railway  Co.,  the  company 
owes  the  city  $307,185. i,^  on  account  of  the  old  West  Side  and 
Yonkers  corporation,  now  the  Ninth  and  Sixth  Ave.  elevated  lines 
below  8,id   St. 


Dec.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


957 


Dispatching  on  Double  Track  Roads. 


BY  ORLAXDO  W.HART. 


Since  the  adoption  by  the  American  (steam)  Railway  Associa- 
tion, at  its  fall  meeting,  of  the  report  of  the  committee  on  "train 
rules"  reconmiending  the  nse  of  block  signals  in  lieu  of  train  orders, 
on  double  track  roads,  the  report  has  been  widely  circulated 
ihrough  the  press  and  more  or  less  briefly  discussed.  There  seems 
to  be  some  misunderstanding  as  to  the  exact  import  of  the  new 
rules,  the  impression  having  gained  ground  among  electric  railway 
men  that  by  the  amended  rules  the  steam  roads  have  decided  to 
rely,  under  certain  conditions,  entirely  upon  the  block  signals,  instead 
of  upon  telegraphic  train  orders  as  formerly.  The  opinion  has  been 
expressed  that  if  the  steam  roads  can  safely  use  the  block  signal  on 
double  track  roads  in  lieu  of  train  orders,  the  electric  railways 
should  be  able  to  do  the  same. 

It  is  .wilh  the  view  of  correcting  this  error  that  the  following  ar- 
ticle has  been  written.  The  situation  has  not  changed  materially 
from  what  it  was  before  this  action  was  taken,  and  the  electric 
roads  are  still  at  a  disadvantage,  owing  to  their  limited  control 
.system  of  operation. 

Nearly  every  one  who  has  carefully  studied  the  subject  admits 
that  conditions  can  occur  on  double  track,  not  properly  guarded, 
which  are  fully  as  dangerous,  if  not  more  so,  than  any  found  on  sin- 
gle track.  While  accidents  do  not  occur  as  often  as  on  single  track, 
it  is  their  very  in  frequency  which  makes  them  dangerous. 

The  fact  must  be  l)orne  in  mind  that  the  signal  system  used  on 
steam  roads  have  been  brought  to  a  nnich  higher  degree  of  effi- 
ciency and  reliability  than  those  on  electric  roads. 

As  a  ma'.ter  of  fact,  the  new  rule  adopted  by  the  sicani  railroad 
association  is  an  advancement  in  the  use  of  the  train  order  system. 

In  brief,  the  action  of  the  steam  roads  will  be  found  in  the  fol- 
lowing rule  adopted,  and  which  is  in  four  sections : 

1.  On  portions  of  the  road  so  specified  on  the  lime-table,  trains 
will  run  with  the  current  of  traffic  by  block  signals  whose  indica- 
tions will  supersede  time-table  superiority. 

2.  The  movement  of  trains  will  be  supervised  by  the  superintend- 
ent or  train  dispatcher,  who  will  issue  instructions  to  signalmen 
when  required. 

3.  A   train   having   work   lo   do   which   may   detain   it   more   lh:in 

minutes,   must  obtain   permission   from  the  signalman  al   llu- 

last  station  at  which  there  is  a  siding  before  entering  the  block  in 
which  the  work  is  lo  be  done.  The  signalman  must  obtain  authority 
to  give  this  permission  from  the  superintendent  or  train  dispatcher. 

4.  Except  as  aflfected  by  these  rules,  all  block  signal  and  train 
rules  remain  in  force. 

It  will  be  readily  seen  by  these  rules  that  it  was  no:  intended  to 
abandon  the  use  of  train  orders,  but  instead  of  being  sent  to  the 
conductor  and  engineer  of  a  train,  as  the  custom  formerly  was,  the 
orders  are  now  to  be  sent  to  the  signalman,  who  will  then,  by 
means  of  his  semaphore  signals,  direct  the  movements  of  the  train 
which  the  orders  arc  intended  to  govern,  consequently  saving  the 
time  formerly  required  to  stop  the  train  and  sign  for  orders.  The 
system  possesses  the  additional  advantage  of  enabling  the  dispatcher 
to  correct  any  error  immediately,  if  one  be  made. 

The  plan  adopted  was  the  system  which  has  been  in  operation 
on  the  lines  of  the  Chicago.  Burlington  &  Quincy  R.  R.,  and  in  out- 
line consists  of  the  following:  On  portions  of  the  double  rail  des- 
igna'cd  on  the  tinie-lable,  block  signal  towers  arc  placed,  which  are 
manned  both  night  and  day  by  an  operator  who  acts  as  signalman, 
and  to  whom  all  orders  are  sent  by  the  dispatcher,  and  who  govern^ 
all  trains  entering  his  block  thereby. 

On  allowing  a  train  lo  enter  his  block,  the  signalman  will  block 
all  trains  of  the  same  direction,  and  by  automatic  means  the  sig- 
nals arc  locked  and  cannot  be  restored  to  safely  till  the  train  has 
left  the  block.  Should  the  automatic  lock  fail,  manual  service  can 
l»e  substitiiled  upon  an  order  from  the  proper  authority.  When 
word  is  received  ir'im  the  signalman  in  the  next  lower  that  the 
train  has  left  llie  block,  anil  entered  the  next,  the  block  now  being 
clear,  any  train,  irrespcclivc  of  class,  may  proceed,  with  Ihe  current 
or  Irafiir,  upon  a  clear  indication  being  shown  from  Ihe  signal 
lower.  Il  is  iriic  that  the  train  proceeds  without  ordcrH,  but  it  is 
slill  under  the  control  of  the  train  dispatcher,  through  Ihe  signal- 
man, and  he  alone  controls  its  movements.  By  this  nielliod  the  sys- 
tpin  of  train  dispatching  is  greatly  simplified,  owing  to  the  fad  that 


all  trains  are  of  the  same  standing,  and  there  is  no  chance  for  con- 
flict as  to  trains. 

•  Electric  railways  operating  under  high  speeds  must  keep  pace  witli 
.ill  the  actions  of  the  steam  roads,  and  in  a  great  measure  be  gov- 
erned by  steam  r.iilroad  experiences,  and  it  has  been  the  experience 
that  just  as  serious-  results  may  be  obtaine<J  on  double  tracks  as 
on  any  other  part  of  the  system.  , 

The  use  of  train  orders  is  as  imperatiyb  on  double  track  as  on 
single,  an.d  no  measures  for  safety  used  ort  single  track  .should  in 
any  way  be  relaxed  by  the  introduction  of  double  tracks.  Passing 
points  should  be  maintained  by  schedule.  So  as  to  separate  the  cars 
al  proper  distances,  and  also  a  system  of  Conmumietition  and  signal- 
ing should  be  installed,  whereby  the  dispatcher  can,  at  will,  stop, 
hold,  and  communicate  with  all  cars  under  his  control.  The  opera- 
lion  of  cars  on  double  tracks  solely  by  the  use  of  automatic  block 
signals  is,  in  the  opinion  of  the  writer,  undesirable  and  dangerous 
and  is  far  worse  than  no  sytem  at  all,  for  it  teaches  the  crews 
In  regard  the  signal  as  a  safely  rather  than  a  cautionar>-  measure. 

Steam  railroads  use  automatic  block  signals  only  as  a  precaution, 
.ind  the  systems  they  use,  owing  to  the  existing  conditions  of  their 
track,  are  far  more  reliable  than  most  of  those  offered  to  electric 
roads.  Managers  of  electric  railways  should  guard  their  whole  sys- 
tem, whether  single  or  double  track,  in  the  same  manner,  leaching 
employes  that  the  same  danger  exi.sts  on  double  tracks  as  on  single 
and  for  the  sake  of  safety  the  same  safeguards  should  be  used  in 
operating  on  double  tracks  as  on  single  tracks. 
— «  »♦ 

Chicago  ITnion  Traction  Co. 


November  i6th  the  commissioner  of  public  works  denied  the  re- 
quest of  the  receivers  for  permits  for  overhead  trolleys  over  certain 
cable  lr,acks  and  November  igth  the  receivers  applied  to  the  federal 
court  for  an  order  to  compel  the  city  authorities  to  show  cause  why 
the  improvements  which  had  been  directed  by  Judge  Grosscup  should 
not  l)c  made  at  once.  The  application  cited  an  ordinance  of  Feb.  4. 
1885.  under  which  the  city  agreed  to  the  use  of  overhead  trolleys  by 
the  North  and  West  Side  companies  for  connecting  the  then  exist- 
ing electric  lines.  The  receivers  also  referred  to  the  injunction  of 
last  July  by  which  the  city  officials  were  restrained  from  interfering 
with  the  operation  of  the  lines  until  the  effect  of  the  99-year  act  is 
(Iclerniined.  Orders  for  the  improvements  were  issued  last  June 
and  the  receivers  slated  that  they  had  ordered  100  cars,  lo  be  de- 
livered December  i,sth,  and  made  contracts  for  poles,  wires  and 
ether  appliances.  November  21st  the  local  transportation  conunit- 
lee  finally  decided  to  refuse  lo  grant  Ihe  permits. 

Judge  Grosscup  set  December  ,vl  for  hearing  the  petition  of 
the  receivers  for  making  the  changes,  and  January  i6th  for  hearing 
Ihe  argument  on  whether  Ihe  order  for  the  permits  shall  be  made 
permanent.  .\l  thai  lime  Ihe  whole  matter  of  the  gg-year  act  will 
come  up,  as  the  company  claims  the  right  lo  make  the  changes  under 
this  act  and  the  city  denies  il. 

December  ,vl  llie  corporalimi  counsel  .ippi'.ircd  before  JikI^c- 
Grosscup  and  denied  Ihe  cnnstilulionalily  of  the  gg-year  act  and 
slated  that  it  never  conferred  power  upon  the  conqjany  lo  operate 
its  cars  by  other  than  animal  power. 

December  iclh,  at  Ihe  eoiUinued  hearing,  Judge  Grosscup  s,'iid 
lliat  the  object  of  the  court  was  to  improve  the  service  and  that  the 
plan  luider  consideratioTi  conleniplated  the  expeiuliture  of  $4,(XXi,ooo 
or  $5,000,000.  December  nth  the  judge  announced  that  he  would 
not  consider,  in  iiassing  u|K)n  Ihe  petition,  any  of  the  underlying 
questions  involved  in  Ihe  i/j-year  act  controversy.  December  17th 
the  judge  ordered  the  Lincoln  Ave.  aiul  Blue  Island  Ave.  lines 
equipped    with   Ihe  overhead   trolley  system. 

Mr.  William  K.  Vatulcrbill,  jr.,  arrived  in  Chicago  December  4lh 
and  inspected  the  Union  Traction  Co.'s  system,  it  being  slated  that 
he  is  In  become  financially  interested  in  Ihe  company. 


Abutting  Property  Owners'  Fascments. 

Justice  liischoff,  in  the  Supreme  Court  at  New  York  Dcceniber 
71b,  decided  adversely  lo  the  Metropolitan  Elevated  R.  R,,  Ihe  Man 
haitan  Railway  Co's.  predecessor,  in  a  suit  brought  to  recover  dam- 
ages for  the  maintenance  of  the  elevated  structure  in  front  of  Ihe 
complainanl's  pro|)erty  in  Sixth  Ave.  lie  set  forth  that  he  had 
been  debarred  of  his  light  and  other  casements.  Tlie  company  con- 
tended that  long  occupancy  gave  il  prescriptive  right. 


958 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII.  No.  12. 


PUBLISHED   ON   THB   20th  OF   E*CH   MONTH. 

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city  and  contains  tfie  convention  reports.  The  Dailv  Street  Railway  Review  is 
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CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
engaged  in  any  branch  of  street  railwa.v  work,  and  will  gratefully  appreciate 
any  marked  copies  of  papers  or  news  items  our  street  railway  friends  may  send 
us,  pertaining  either  to  companies  or  officers. 

DOES  THE  MANAGER  WANT  ANYTHING? 

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

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


VOL.  XIII. 


DECEMBER  20,  1903. 


NO.  12 


SUMMARY  OF  CONTENTS. 

The  Muncie.  Hartford  &  Ft.  Wayne  Ry.  Co.     Illustrated 941 

The  Columbus.  Greensburg  &   Richmond  Traction  Co... 952 

A  School   for  Conductors  and  Motormen.     Illustrated 952 

A  Suspended  Railway  Project  for  Hamburg,  Germany.    Illustrated. 953 

A  Reward  for  the  Firemen   956 

Dispatching  on  Double  Track  Roads.    By  Orlando  W.  Hart 957 

Chicago    Union   Traction   Co 957 

Editorial     958 

The   Massachusetts   Electric   Companies.     Illustrated 961 

Materials   and    Supplies   Accounting.     By    W.    S.    Dimmock.    Illus- 
trated     9T0 

Conditions  which  Affect  the  Resistance  of  Bonded  Rail  Joints.    By 

Charles   R.    Sturdevant    976 

Tennessee    Notes    976 

Strikes   of    the   Month    976 

Recent    Street    Railway    Decisions    ?77 

Financial     981 

To   Pi-event  Accidents.     By  G.   J.   A.   P 984 

Novel  Method  for  Handling  Coal.     Illustrated 985 

The  Small  Road.    By  L.   H.   Mountney.     Illustrated 986 

Rapid   Method  of  Testing   Armatures.     Illustrated 987 

A   Well-Written    Folder.     Illustrated 988 

New  Lanes  and  Extensions   Opened   989 

New  Orleans  Railways  CD's.  New  Plant  989 

Personal     ^^ 

Obituary     991 

New    Publications    ■ •  •, ■, ^^ 

A  Gage  Cock  That  Can  Be  CTosed  Tight.    By  W.  L.  Morns.    Illus- 

trated    99^ 

Street   Railway    Legislation    for  1903 • -993 

Combination  Safety  Gate  and  Step  Guard.    Illustrated  995 


ANNUAL  INDEX. 

riic  aiiiiu.il  index  fur  tlic  current  year — Vol.  XIII  of  the  "Street 
Railway  Review" — forms  a  part  of  this  number,  and  attention  is 
directed  In  the  fact  in  order  that  the  index  may  not  be  overlooked 
when  sending  tile  "Review"  to  be  bound.  .Attention  is  also  again 
cillcd  to  the  four  nunil)ers  of  the  "Daily  Street  Railway  Review," 
piiblishcd  in  September  last;  these  constitute  pages  551  to  710  of  the 
volume  fur  1903.  and  should  be  bound  with  the  12  monthly  num- 
bers  Id   have   the    volume   complete. 


THE  "STREET  RAILWAY  REVIEW"  OF  LONDON. 

We  take  pleasure  in  announcing  that,  beginning  with  January, 
1904,  we  shall  issue  a  journal  devoted  lo  electric  railway  and  tram- 
way interests,  to  be  published  in  London,  England,  and  to  bear  the 
same  name  as  this  pttJilication — 'Street  Railway  Review.'  This 
progressive  step  of  the  "Review"  is  the  first  attempt  on  the  part 
of  any  journal  of  this  character,  either  here  or  abroad,  to  publish 
a  paper  which  shall  be  international  in  fact  as  well  as  iit  name. 
This  undertaking  was  determined  upon  only  after  a  most  careful 
canvass  of  the  European  field  by  our  president,  Mr.  F.  S.  Ken- 
field,  who  has  l)een  abroad  engaged  in  this  work  for  several  months 
past. 

It  is  recognized  everywhere  that  America  has  been  the  pioneer 
in  electrical  railway  work,  and  the  stupendous  development  in  this 
field — first  street  railways  proper,  then  interurban  lines,  and  most 
recently  high  speed  roads  designed  to  carry  freight  as  well  as  pas- 
sengers— has  given  her  a  lead  which  it  is  reasonable  to  suppose 
will  not  be  lost  either  soon  or  readily.  Among  the  things  favor- 
ing this  development  of  one  of  the  most  important  applications  of 
electricity  may  be  mentioned  the  liberal  laws  designed  to  encourage 
l)rivate  enterprise ;  the  prosperous  industrial  conditions  obtaining 
here  during  the  latter  80's  and  early  go's  when  the  electric  railway 
was  just  being  introduced,  and  again  since  1896;  the  boldness  which 
manufacturing  concerns  have  ever  shown  in  making  experiments 
looking  to  the  improvement  of  either  method  or  product,  and  per- 
haps most  important  of  all.  the  willingness  of  railway  managements 
to  invest  capital  in  new  projects.  The  history  of  the  electric  rail- 
way in  America  is  full  of  lessons  by  which  the  entire  world  has 
been  eager  to  profit,  although  we  are  willing  to  admit  that  there  is 
neither  "all  the  good"  nor  "nothing  but  good",  in  America.  There 
are  directions  in  which  European  practice  was  well  advanced  be- 
fore  Americans  began  to  give  the  subjects   serious  consideration. 

While  foreign  readers  who  are  interested  in  tramways  fully  ap- 
preciate the  "Review."  there  is  a  demand  abroad  for  a  tramway 
journal  which  shall  not  only  be  a  true  exponent  of  American  ideas 
and  make  available  the  experience  of  .American  roads,  but  shall 
also  l>e  in  close  touch  with  European  conditions.  We  recognize  this 
demand  as  being  one  justified  by  recent  advances  and  the  present 
situation  abroad  and  to  meet  it  the  London  "Street  Railway  Re- 
\iew"   will   be  established. 

Our  foreign  "Review"  will  have  at  the  outset  all  the  prestige 
which  a  successful  career  of  thirteen  years  has  given  to  this  paper. 
With  editorial  and  business  ofiices  in  London  we  shall  be  able  to 
cover  the  whole  European  field  in  the  same  thorough  manner  that 
we  now  reach  -America,  and  there  is  a  further  advantage  in  this 
arrangement  because  of  the  large  number  of  tramway  enterprises 
in  other  parts  of  the  world  backed  by  British  capital  and  maintain- 
ing London  offices.  The  superiority  of  an  international  journal 
from  the  standpoint  of  foreign  readers  is  readily  apparent,  but  we 
trust  that  the  better  opportunity  we  shall  have  for  presenting  inter- 
esting points  of  European  practice  to  .\merican  subscribers  will 
lirove  quite  as  advantageous  to  them.  To  patrons  who  are  desir- 
ous of  further  extending  their  export  trade  the  European  connec- 
tion of  the  "Review"  offers  exceptional  opportunities. 

The  editorial  department  of  the  London  office  will  be  for  the 
present  in  charge  of  Mr.  C.  B.  Fairchild,  jr.,  who  for  the  last  three 
years  has  served  so  acceptably  as  eastern  editor  of  the  "Street  Rail- 
way  Review. " 


INTERURBAN  TRAFFIC. 

What  receipts  can  be  reasonably  expected?  This  is  the  vital 
question  that  is  asked  when  capital  is  offered  an  opportunity  to  em- 
bark in  a  new  enterprise,  and  upon  the  answer  and  the  proof  sub- 
mitted to  substantiate  that  answer  depends  the  decision  of  the 
capitalist.     When   an   interurban   electric  railway  into  new  territory 


Dec.  20,  1903.] 


STREET    RAILWAY    REVIEW 


959 


is  the  project  under  discussion  a  preliminary  survey  will  enable  a 
competent  engineer  to  estimate  accurately  the  initial  cost  of  the 
road  and  its  equipment.  The  cost  of  operating  is  also  readily  ap- 
proximated by  an  experienced  man  familiar  with  the  conditions. 
But  on  the  matter  of  probable  receipts  there  is  usually  a  very  large 
element  of  guess — the  information  at  hand  often  does  not  justify 
the  word  "estimate." 

Were  the  data  on  population  served  and  fares  collected,  which 
are  in  the  possession  of  companies  already  operating,  available  they 
would  furnish  a  basis  for  determining  with  a  considerable  degree 
of  accuracy  the  prospects  of  projected  roads.  Information  of  this 
character  is  made  public  by  few  companies,  however,  and  the  engi- 
neers reporting  on  proposed  railways  have  generally  to  rely  on 
results  within  their  own  professional  experience,  or  perhaps  on  the 
courtesy  of  personal   friends. 

In  connection  with  the  description  of  the  Muncie,  Hartford  & 
Ft.  Wayne  Railway,  which  appears  in  this  issue,  we  are  fortunate 
in  being  able  to  present  data  on  the  population  of  the  territory 
served  and  an  analysis  of  the  receipts  from  the  day  the  first  sec- 
tion of  the  road  was  opened  until  the  close  of  November,  making 
this  one  of  the  most  valuable  articles  on  interurban  work  that  has 
ever  been  presented  to  the  railway  public.  We  feel  that  the  man- 
agement of  the  railway  company  is  to  be  heartily  congratulated  on 
the  liberal  spirit  which  actuated  it  in  thus  making  public  its  traffic 
returns  for  the  general  information  and  advancement  of  the  indus- 
try. 

To  recapitulate  some  of  the  facts  regarding  population  and  traf- 
fic as  affecting  this  road:  The  population  of  the  towns  through 
which  the  line  passes  (including  the  southern  terminus,  Muncie, 
32,000)  is  48.(300  for  the  28.2  miles  between  Muncie  and  Montpe- 
lier,  this  being  the  portion  of  the  line  to  which  the  figures  in  the 
tables  for  the  months  from  May  to  September,  inclusive,  apply. 
The  rural  population  of  the  townships  through  which  the  line 
runs  is  14.100  additional,  probably  one-third  of  this  population  being 
within  one  mie  of  the  railway.  This  makes  the  available  i>opula- 
tion  in  towns  and  within  one  mile  of  the  road  5.^.?oo  persons.  In- 
cluding the  whole  of  May.  though  the  line  from  Hartford  to  Mont- 
pelier  was  not  opened  until  May  "ih.  the  number  of  passengers  pay- 
ing fare  from  May  I  to  September  ,10.  1903.  was  .190,844,  or  2,555 
per  day.  That  is,  5  per  cent  of  the  available  population  made  a 
trip  one  way  each  day.  or  the  number  of  rides  per  capita  per  year 
is  about  18.  The  average  fare  per  passenger  for  this  term  was  16.5 
cents,  making  the  receipts  per  capita  per  annum  $2.98.  This  figure 
is  somewhat  too  high,  l)eing  based  on  traffic  for  five  warm  months, 
and  probably  $2.50  per  capita  per  annum  will  more  closely  represent 
the  income  per  capita  per  annum.  Passenger  receipts  per  car-mile 
for  g%  months  range  from  30.2  to  37.1  cents,  the  mean  of  the  ten 
averages  being  33.2  cents. 

The  classification  of  passengers  according  to  the  length  of  their 
ride,  or  amount  of  fare  paid,  a  result  readily  secured  with  the  type 
of  fare  register  used,  is  also  an  interesting  one  which  will  Ik  found 
of  value  in  making  estimates  for  projected  roads  of  the  same  gen- 
eral character.  Roughly.  al)f>ut  one-quarter  of  the  business  is  from 
short  rider.s,  one  S-cent  fare  each,  ar.d  nearly  all  the  rest  is  town 
to  town ;  that  is,  the  numlier  of  passengers  traveling  from  one 
town  to  another  town  is  from  two  to  three  times  the  luinilier  of 
passengers  entering  or  leaving  the  cars  at  rural  stations. 

Apropos  of  the  rates  of  fare  on  electric  railways  which  come 
into  competition  with  steam  lines  the  Muncie,  Hartford  &  Ft, 
Wayne  has  demon-.!  rated  that  there  is  no  necessity  to  cut  below 
the  standard  2-ccnt  per  mile  rate  in  order  to  secure  local  passenger 
business.  The  more  frequent  service  is  quite  as  effective  for  induc- 
ing traffic  as  is  a  low  fare,  and  the  feeling  seems  to  \>c  general 
that  some  of  the  earlier  electric  roads  made  serious  mistakes  in 
•■^talili^hing  r.ite>  of  f.ire  much  less  than  2  cents  per  mile. 


when  valuable  material  is  handled  the  records  that  are  kept  should  be 
such  as  will  enable  those  in  responsible  charge  to  promptly  detect 
waste,  carelessness  or  dishonesty,  so  that  losses  from  these  causes 
can  tie  prevented.  Further,  that  what  is  worth  doing  is  worth  doing 
thoroughly,  and  adequate  records  can  be  most  easily  kept  by  means 
of  carefully  prepared  forms.  Mr.  Dimmock's  method  of  .stores  ac- 
counting is  based  on  the  report  on  this  branch  of  accounting  that 
was  presented  at  the  Detroit  convention  of  the  Street  Railvx-ay  Ac- 
countants' .Association,  and  approved  hy  that  body,  and  it  is  pre- 
sented as  a  manager's  idea  of  an  accounting  system  that  will  best 
assist  the  management  in  administering  this  department,  and  with 
the  hope  that  others  interested  in  the  subject  will  discuss  and  criti- 
cise  the   scheme. 

We  believe  that  no  exception  can  Ik-  taken  to  what  Mr.  Dim- 
mock  has  assumed  as  his  "axiomatic  principles."  Differences  of 
opinion  will  most  probably  arise  on  the  question  of  whether  it  is 
expedient  for  a  given  company  to  adopt  so  complete  an  account- 
ing system,  and  on  the  details  of  the  individual  forms;  on  these 
points  discussion   is  invited. 


MATERIAL  AND  SUPPLIES  ACCOUN-nNC. 

In  this  issue  we  publish  an  article  on  this  subject  by  Mr.  W.  S. 
IJimmock.  general  manager  of  the  Taoma  Railway  &  Power  Co 
and  the  F'ugct  Sound  Electric  Railway  Co.,  in  which  the  author 
presents  a  set  of  carefully  designed  blanks  tor  stores  accounting 
and  describes  the  manner  in  which  thty  are  intended  lo  tw  used,  giv 
mg  «uch  explanations  as  do  not  appear  from  the  forms  them 
•elves. 

The   theory    on    which   these   blanks   have    been    designed    is    thai 


A.  C.  VERSUS  D.  C.  TRACTION  SYSTEMS. 

An  iiitcreslins  paper  on  the  aliove  suliject  was  recently  read  by 
.Mr.  P.  M.  Lincoln  before  the  eleclrical  Section  of  the  Canadian 
Engineers'  Society.  Montreal,  in  whicli  the  author  reviews  the  Eu- 
ropean practice  in  the  direction  of  allcrnating  current  railway  mo- 
tors and  equipment  and  afterwards  takes  up  the  consideration  of  the 
single  phase  alternating  current  motor  for  railway  work  which  has 
been  developed  by  the  Westinghouse  company.  Our  readers  are 
familiar  with  the  general  design  of  this  system  which  was  given 
in  a  paper  read  by  Mr.  H.  G.  Lamme  before  the  American  Institute 
of  Electrical  Enguieers  and  published  in  the  "Review"  for  Oct.  20, 
IQ02.  Further  details  of  this  system,  including  a  dtscription  of 
the  general  design  and  characteristics  of  the  motor  and  the  method 
of  control  by  means  of  an  induction  regulator  were  also  published 
In   the  "Review"  for  Aug.  20,   1903, 

In  addition  to  the  details  which  we  have  already  published  in 
regard  to  this  alternating  current  railway  system,  the  paper  by  Mr. 
Lincoln  contains  an  interesting  estimate  of  the  cost  of  equipping 
an  interurban  road  60  miles  in  length,  first  with  the  third-rail  direct 
current  system  and  secondly,  hy  the  alternating  current  system 
under  consideration.  The  schedule  speed  on  the  proposed  road  is 
taken  at  30  miles  per  hour,  the  cars  running  half  an  hour  apart. 
The  number  of  stops  is  assumed  at  ,10,  giving  run^  two  miles  long. 
The  weight  of  the  direct  current  car  complete  is  35  tons  aitil  tlu- 
weight  of  the  alternating  current  car  is  41.3  tons. 

Ill  these  estimates  the  cost  of  tlu-  electrical  equipiiu-iit  ol  tlu- 
pnwi-r  stations  is  practically  the  ^.iim-  for  both  .system-,  .iiid  tin- 
co.st  of  the  high  tension  lines  is  slightly  higher  for  the  alternating 
current  systems.  In  coming  to  the  sub-stations,  however,  the  rela- 
tive economy  of  the  alternating  current  system  first  makes  itself 
apparent.  In  the  first  place,  one  less  sub-station  is  possible  with 
the  alternating  current  system  than  with  the  direct  current  system, 
as  the  high  tension  current  of  the  power  station  is  fed  directly  into 
the  overhead  trolley  syslun.  The  item  of  rotary  converters  for  the 
direct  current  station  is  entirely  absent,  of  course,  in  the  alternating 
currciu  station;  the  switchlK)ards  at  the  latter  station  are  considera- 
bly cheaper  than  those  of  the  former  sub-stations,  although  the  dif- 
ference in  the  cost  of  the  switchlKiards  is  inude  up  by  the  inslalla- 
lion  of  auxiliary  signaling  lines  for  operating  the  substation 
switches  from  a  distant  ixjinl.  Taking  the  total  sub-station  equip- 
ments, however,  the  alternating  ciirieiil  sjslem  shows  a  saving  of 
over  $.10,000  under   the  conditions  just   named. 

It  is,  however,  in  the  low  tension  distribution  system  where  the 
most  marked  saving  in  first  cost  of  the  alternating  current  system 
appears.  The  cost  of  installing  63  miles  of  (lO-lb.  conductor  rail 
and  of  Imnding  the  same  length  of  the  main  track  for  the  direct 
current  system  is  estimated  at  $182,700.  Against  this  is  given  for 
the  alternating  current  system  the  .same  length  of  No.  0000  trolley 
wire  installed,  the  bonding  of  the  main  track  and  i.s  miles  of  ix>le 
construction  not  included  in  the  high  potential  line,  all  of  which  is 
estimated  at  $yi,,too.  so  that  in  this  portion  of  the  installation  a  sav- 
ing of  over  $fX),ooo  is  edtimaled.  To  offset  these  gains  the  cost 
of  car  equipnienls  is  considerably  higher  for  the  alternating  current 
system,  Ix-ing  about  $40,000  greater  for  the  12  equiimienis  assumed. 
Ihc    total   first    cost   of  the   complete    electrical    e(|nlpnu-nl,   however. 


960 


STREET  RAILWAY  REVIEW. 


I  Vol.  XIII.  No.  12. 


.shows  a  difference  of  about  $68,500  in  favor  of  the  alternating  cur- 
rent system. 

It  is  now  generally  conceded  that  in  the  development  of  the  elec- 
tric railway  which  is  to  conic,  namely,  the  building  of  long  dis- 
tance roads  comparable  in  extent  to  the  steam  roads  of  the  coun- 
try, some  form  of  alternating  current  motor  is  essential  in  order 
l)Oth  to  overcome  the  picsent  limitations  of  voltage  of  the  direct 
current  system  and  also  to  avoid  the  use  of  rotary  transtortiier  sul>- 
slalions.  While  the  rotary  transformer  has  Iwen  perhaps  the  most 
important  factor  in  developing  long  distance  electric  railroading  up 
to  the  present  time,  it  now  seems  apparent  that  its  limit  of  useful- 
ness has  been  reached,  and  if  greater  distances  are  to  l>c  achieved 
in  future  electric  railway  construction  l>oth  the  high  first  cost  of 
the  rotary  transformer  sub-stalion  as  well  as  the  high  cost  of  at- 
lend.ince  which  it  entails  nnist  be  avoided.  While  it  is,  as  yet,  too 
early  to  predict  the  success  of  any  particular  scheme  of  alternating 
current  railroading,  the  number  of  workers  in  this  field  at  present 
leaves  lint  little  doubt  that  a  successful  system  of  this  character 
will  1k'  fiirlhconiing  within  a  short  time. 

«  ■  » 

Mechanical  and  Electrical  Association. 


Chicago  Elevated  Traffic. 


A  meeting  of  the  exetutive  committee  of  the  American  Railway 
Mechanical  and  Electrical  Association  was  held  at  Oevcland  De- 
ccml)er  7th,  and  the  principal  features  of  the  program  for  the  next 
annual  convention  determined  upon.  The  members  of  the  com- 
mittee present  were:  President  Olds,  Alfred  Green,  W.  O.  Mundy, 
'r.  J.  Mullen,  H.  H.  Adams  and  Walter  Mower.  Other  active 
members  of  the  association  in  attendance  were  Thomas  Farmer 
and  W.  W'.   Annable. 

The  subjects  assigned  for  papers  at  the  next  convention  were: 
"Wheels,"  "Maintenance  and  Inspection  of  Electrical  Equipment," 
"Power  Houses."  "Plans  for  an  Ideal  or  Universal  Street  Car 
Body."  "Plans  for  an  Ideal  Shop." 

Mr.  .^dams  w-as  appointed  a  committee,  with  power  to  select  his 
associates,  to  report  upon  the  standardization  of  shop  account 
forms. 

It  was  determined  to  have  the  program  include  a  "Question  Box." 
which   will  be  handled  by  the  secretary. 

The  gentlemen  in  attendance  at  the  meeting  were  in  the  evening 
entertained  at  dinner  by  Mr.  Harry  Ransom,  of  the  National  Elec- 
tric Co. 

*—¥■ 

Crawfordsville,  Ind.,  Controversy. 

Judge  Baker,  of  the  United  States  Circuit  Court,  sitting  at  In- 
dianapolis on  November  20th,  sustained  the  demurrers  of  the  Con- 
solidated Traction  Co.  and  of  the  city  of  Crawfordsville  to  the 
complaint  of  the  Indianapolis  &  Northwestern  Traction  Co.  The 
effect  of  this  ruling  is  to  leave  the  Indianapolis  &  Northwestern 
company,  which  has  built  20  miles  of  road  from  Lebanon  to  Craw- 
fordsville, without  any  franchise  rights  in  the  city  of  Crawfords- 
ville. It  is  understood  that  the  order  to  tear  up  the  tracks  of  the 
Indianapolis  &  Northwestern  company  at  Crawfordsville,  reference 
to  which  was  made  in  the  "Review"  for  October,  as  being  sus- 
pended until  the  hearing  on  the  principal  case,  will  now  go  into  ef- 
fect. Judge  Baker's  decision  also  removed  the  prohibition  against 
the  Consolidated  Traction  Co.  building  in  Crawfordsville,  and  it  is 
announced  that  the  company  will  proceed  at  once  to  complete  the 
city  system. 


Chicago  City  Ry.  Franchise. 

N'ovember  .'joth  the  Chicago  city  council  extended  the  Chicago 
City  Railway  Co's.  franchise  90  days,  or  until  February  2gth.  The 
rights  of  the  company  on  certain  trunk  lines,  which  expired  July 
.■joth  last,  had  been  extended  until  November  30th.  December  2d  a 
series  of  public  hearings  began  on  the  tentative  franchise  ordinance 
which  is  in  the  hands  of  the  local  transportation  committee,  and 
which,  it  is  expected,  will  he  disposed  of  lieforc  the  company's  tem- 
porary franchise  expires  in  February. 


The  traffic  of  the  South  Side  Elevated  Railroad  Co.  in  November 
was  the  largest  in  the  history  of  the  present  company,  due  to  the 
strike  of  the  Chicago  City  Railway  Co.  From  November  12  to  25 
it  exceeded  by  10  per  cent  the  traffic  of  any  similar  period  during 
the  World's  Fair.  'ITie  average  number  of  passengers  per  day  dur- 
ing this  period  was  206,000  and  the  average  tor  the  entire  month 
was  143,398.  This  compares  with  an  average  of  83,299  in  Novem- 
ber, 1902,  an  increase  of  72.15  per  cent.  The  largest  day's  traffic 
was  229,535  on  November  14th. 

The  daily  average  of  the  Metropolitan  West  Side  Elevated  Rail- 
road Co.  was  114,148,  as  against  110,289  for  November,  1902.  an  in- 
crease of  3,859,  or  3.5  per  cent. 

The  daily  average  of  the  Northwestern  Elevated  Railroad  Co.  was 
72,422,  compared  with  67,236  in  November  of  last  year,  a  gain  of 
4.186,  or  6.23  per  cent. 

Ndvemlier  traffic  figures  for  the  Lake  Street  Elevated  Railway  Co. 
show  a  daily  average  of  43.319.  a  gain  of  863  per  day,  or  2.03  per 
cent. 

«  <  » 

Pascagoula  Street  Railway  &  Power  Co. 


In  order  to  provide  yard  room  for  its  increasing  freight  business, 
the  Pascagoula  Street  Railway  &  Power  Co.,  of  Scranton,  Miss.,  is 
electrifying  part  of  the  old  Moss  Point  &  Pascagoula  R.  R.,  which 
extends  from  Scranton  to   Moss  Point. 

The  company  has  notified  the  Scranton  authorities  that  it  will 
lie  ready  to  assume  charge  of  the  water  works  and  electric  light 
plant  Deceinber  29th,  and  the  city  has  appointed  a  committee  to 
inspect  the  street  car  system  and  report  whether  the  conditions  of 
transfer  of  the  public  utilities   have  l>een  complied   with. 

December  3d  the  company  transmitted  current  for  lighting  the 
streets  of  Moss  Point  for  the  first  lime. 


Kansas  City  Notes, 

The  new  steel  double-deck  bridge  over  the  Kaw  River  at  Cen- 
tral Ave.,  which  is  being  built  by  the  American  Bridge  Co.,  to  re- 
place the  bridge  swept  away  by  the  flood  of  June  I,  1903,  will  be 
completed  about  February  ist.  All  the  bridges  which  were  de- 
stroyed by  the  flood  are  being  rebuilt.  That  across  the  Blue  River 
is  practically  finished.  It  was  formerly  single-tracked,  but  is  now 
double-tracked. 

The  Metropolitan  Street  Railway  Co.  has  changed  the  name  of 
the  Northeast  division  to  the  Forest  Park  division,  on  account  of 
the  line  having  been  extended  to  a  new  park  of  that  name. 

The  Kansas  City  &  Olathe  Electric  Railway  Co.  is  pushing  con- 
struction on  its  interurban  and  hopes  to  begin  operating  by  May 
1st  next.  The  intention  is  to  enter  the  city  over  the  Metropolitan 
tracks,  if  possible,  by  way  of  the  Southwest  Boulevard  through 
Rosedale.     This   will   be  the   first  interurban  out   of  Kansas   City. 

The  Kansas  City-Leavenworth  line  is  also  trying  to  get  permis- 
sion  to  enter  the  city  over  the  Metropolitan  tracks. 

Trailer  cars  are  now  run  on  the  15th  St.  line.  This  line  was 
recently  changed  from  cable  to  electric,  and  the-  old  summer  cable 
cars  have  been  labeled  "smoking  cars."     They  are  very  popular. 

The  several  lines  of  the  Metropolitan  now  loop  in  the  down- 
town district  by  having  all  the  principal  lines  of  the  city  use  two 
of   the  three  principal  streets   in  the   retail   section. 

Electrically-operated  switches  are  rapidly  taking  the  place  of 
switchmen  in  Kansas  City  and  are  giving  satisfaction  under  trying 
conditions. 


Fires  Caused   by  Fallen  Feed  Wire. 


There  was  sncli  a  heavy  fall  of  snow  in  the  vicinity  of  Dunkirk, 
N.  Y.,  December  5th,  that  the  cars  of  the  Dunkirk  &  Fredonia  Rail- 
road Co.  were  blocked  all  night  half  way  between  the  termini. 


One  of  the  Chicago  &•  Joliet  Electric  Railway  Co's.  feed  wires 
connected  with  the  Lemont  and  Summit  stations  broke  December 
15th  and.  falling  across  the  Santa  Fo  and  other  railroads  and  West- 
ern L'nion  'telegraph  wires,  caused  a  series  of  fires  on  the  Romeo, 
Joliet  &  Spencer  line.  The  crossed  current  set  fire  to  the  depot  at 
Romeo,  the  telegraph  station  at  Joliet,  and  also  to  the  depot  at 
Spencer.  A  number  of  Western  Union  connections  between  Chi- 
cago and  Kansas  City  and  St.  Louis  were  burned  out. 


The  Massachusetts  Electric  Companies. 


Xew  Power  Generating  and  Distributing  System      Description  of  the   New   Quincy   Point  Steam 

Turbine  Power  House. 


Announcement  was  made  in  the  "Street  Railway  Review"  for 
Feb.  20.  1903.  that  the  Massachusetts  Electric  Companies,  operating 
approximately  850  miles  of  electric  railway  track  north  and  south 
of  the  city  of  Boston,  were  about  to  install  a  complete  new  high 
tension  alternating  system  for  supplying  current  to  all  the  lines 
included  in  the  Massachusetts  Electric  Companies'  properties,  power 


lor  many  of  the  minor  details  connected  with  steam  turbine  work. 

The  Newport  station  has  been  in  operation  for  several  months, 
and  it  can  be  stated  authoritatively  that  despite  minor  difficulties 
which  might  well  he  expected  at  any  new  station,  the  Newport  plant 
has  been  operating  in  an  economical  and  satisfactory  manner. 

Through    the    courtesy    of    vnrinns    officials    of    the    Massaduiselts 


•LAN    DK    yt'INf-Y    F'OINT    I'OWKIt    .STATION. 


for  the  system  to  l>c  generated  in  three  new  slcam-lurhine  alternat- 
ing current  central  stations  which  .verc  to  supersede  some  13  en- 
gine-driven direct  current  stations  scattered  over  the  territory  served, 
Wc  were  able  at  that  time  10  give  merely  a  brief  outline  of  the 
general  scheme,  inasmuch  as  the  plans  had  not  iK-eii  fully  perfected 
At  the  time  of  making  the  announcement,  we  also  gave  a  complete 
<lc«criplion  w'llh  plans  of  the  small  combined  elcclric  lighting  and 
railway  station  at  Newport,  R.  I.,  which  contained  three  i,ooo-h,  p. 
steam  turlio-generalors  and  which  was  built  somewhat  as  an  ex- 
perimental  station    for   the  piir|HPse  of  determining   the  best   design 


Electric  Companies,  wc  are  enabled  to  make  here  the  first  detailed 
presenlalion  of  ihe  general  scheme  for  subsliluling  a  high  tension 
allernaling  syslem  for  Ihe  direct  current  sysU-iii  luTclofore  used,  and 
we  are  also  enabled  I"  give  complele  plan-  ■■(  I  In-  (Juincy  Point 
power  house  which  is  the  first  nf  llic  lluri-  .illiiiMliiin  cnrniil  iciilral 
stations  to  be  built, 

Uriefly.  the  Mass.iehusilts  I'lleclric  Companies  conlrnl  H.so  miles 
of  electric  railway  track,  covering  a  strip  of  territory  comprising 
Ihe  extreme  eastern  portion  of  Massachusetts  for  a  distance  of  about 
.SO  miles  from  the  Atlanlie  coast  and  extending  north  from  the  city 


962 

of  Boston  to  and  into  the  stale  of  New 
Hampshire,  anj  south  from  the  city  of 
Boston  to  and  into  tlie  state  of  Rhode  Is- 
land. I  he  lines  north  of  Boston,  known  as 
the  Boston  &  Northern  division,  comprise 
about  455  miles  of  track.  The  Inies  south 
of  Boston,  designated  as  the  Old  Colony 
system,  comprise  about  400  miles  of  track. 

Ihe  lines  north  of  Boston  now  receive 
power  from  to  separate  power  stations. 
Kive  of  these  power  houses  will  be  dis 
placed  by  one  steam  turbine  station,  aggre- 
gating 9,000  h.  p.  located  at  Danvers,  Mass. 
Plans  for  this  development  have  not  yet 
been  fully  perfected  and  work  for  the  pres- 
ent will  be  confined  to  the  rearrangement 
of  the  power  facilities  on  the  lines  south 
of   Boston. 

The  southern  or  Old  Colony  division  is 
now   operated   from    11    direct   current   sta- 
tions, distributed  irregularly  over  the  terri- 
tory served.   These  will  all  be  superseded  by 
two  steam  turbine  central  stations,  one  ag- 
gregating u,ooo  h.  p.  in  steam  turbine  capac- 
ity located  at  Fall  River,  and  one  of  15,000 
li.    p.     capacity     at     Quincy     Point,     near 
Uuincy,     Mass.,     and     eight     miles     from 
Boston.      The    Fall    River   plant   has    been 
laid  out   for  three  3,000  h.  p.   turbo-gcnei- 
ating   units,   and  the   Quincy   Point   power 
house    for    four    3,000    h.    p.    units    with 
room    in    each    station    for    an    additional 
unit.     The     turbines     are     of     the     Curtis 
vertical  type,  as  made  by  the  General  Flee 
trie    Co.      The    generator    is    mounted    di- 
rectly   on    the    upper    end    of   the    turbine 
shaft,  and  the  turbines  are  run  at  750  r.  p. 
m.     (For  complete  description  of  the  Curtis 
turbo-generator    see    the    "Street    Railway 
Review-  for  April  20,  1903.;   Both  of  these 
central    stations    will    generate    alternating 
current  at    13,200   volts,  3-phase,  25   cycles, 
and  the  current  will  pass  at  this  voltage  to 
the  3-phase  transmission  line  without  step- 
up  transformers.     This  voltage  was  select- 
ed as  possessing  the  most  desirable   char- 
acteristics for  railway  service.     In  the  pres- 
ent stage  of  the  art,  it  is  a  comparatively 
simple  matter  to  build  generators  tjiat  will 
develop    13,000   volts    within   the   armature 
coils.    Moreover,  this  pressure  does  not  in- 
terpose serious  difficulties  in   the  construc- 
tion and  maintenance  of  the   high   tension 
line,    and    losses    are    avoided    incident    to 
stepping    up   the    voltage    for    transmission 
purposes. 

Alternating   current    'rom   the    two   cen- 
tral stations  will   be  received  m   nine  sub- 
stations,   distributed    over   the    territory    «o 
that  each  sub-station  will  serve  an  area  of 
about   5   miles   in   each    direction   from    the 
sub-station    location.      The    size    and    num- 
ber of   rotary   converter  units  at  each  sub- 
station will  be  proportioned  to  the  load  to 
be    carried    at    each.     The    13,200-voIt,    25- 
cycle,  3-phase  current  will  be  received  from 
the    transmission   line   at    each    sub-station 
and    transformed    to    350-370-volt    alternat- 
ing current  for  conversion  and  distribution 
to  the  trolley  converters.     The  rotary  con- 
verters and  transformers  will  be  furnished 
by  the  General  Electric  Co.  and  a  novelty 
will    be    introduced    inasmuch    as    each    ro- 
tary  will   be  served  by  one  3-phasc   trans- 
former instead  of  three  single-phase  trans- 
formers as  are  commonly   used  in  electric 
railway    work.     In    other    words,   the   three 


STREET    RAILWAY    REVIEW. 


fVou  XIII,  No.  12. 


OVCIfMCAO  HIGH  TCNSIONLIHE CONDUIT  HIGH  TENSION  LINL 

■ Tt>OLL€Y  LINES 

•C^^  HOUSES  *P«ESE,^TPO»ER  STATIONS 

f^/foposEo  Sub  Statwais  «  New  power  stations 

M.Af    ,JF    TIIK    MASSACHUSETTS    ELECTRIC    COMPANIES'    SYSTEM. 


Dec.  20,  1903.1 


STREET    RAILWAY    REVIEW. 


963 


transformers  will  be  combined  into  a  single  piece  of  apparatus.  The 
two  central  generating  power  houses  will  be  tied  together  so  that 
each  station  can  supply  various  combinations  of  substations,  thus 
introducing  a  considerable  fle.xibility  and  rendering  a  complete  shut- 
down of  any  section  of  the  system  a  very  remote  possibility. 


Bridgewater.  Designed  for  four  300-kw.  rotary  units  of  which 
three  will  be  installed  at  once. 

Taunton.  Designed  for  four  ;50-kw.  units  o,  wind,  three  w^l 
bo  installed  at  once.     -Xt  this  sub-station  there  will  also  be  a  300- 


UONGITUDINAI.   SBCT.ON    THROUGH    QU.NCY    POINT    POWER  STATION. 


The  nine  sub-stations  with  their  location  and  capacity  are  as  fol- 

'°Quincy  Point.  This  stib-station  is  located  in  one  division  of  the 
main  power  house  and  will  contain  three  750-kw.  rotary  converters 
r-tht'heir  attending  transformers.  The  station  is  laid  out  for  an 
ultimate  capacity  of  three  additional  rotary  units. 


kw  booster  driven  by  an  induction  motor  to  supply  the  Rehohoth 
extension,  which  is  a  long  line  running  into  the  country  and  some- 
what away   from  the  general  territory  served. 

Fall  Ri«r  The  sub-stalion  at  Fall  River  will  be  located  in  a  sec- 
tion of  the  central  generating  station  at  this  point  and  will  prob- 
ably be  laid  out  for  six  750-kw.  rotary  units. 


COAL   HANDUNG   APPARATUS  AT  QUINCY    POINT  STATION.     ,..n.<N   A.   MRAP  *  CO.) 


,      1  ■  .    ,h..,.  !  ikeville      Designed  for  four  200-kw.  rotary  units  of  which  ihree 

Brockton.     Designed  for  four  75-kw.  rotary  unit,  of  which  thro.  Jf^^^J^,  „«  „„„. 

will  be  in,talled  at  once.  Portsmouth,    R.    I.      Designed    (or    four    .1oo-kw.  units    of   whuh 

Milton.     Designed   for   four  200-kw.   rotary  units,  of   which  ^^^^^^l^^,  ^^  ^^^^ 

will  be  installed  at  once.                                                        ,     ,  .  ,     .^^  Zc.ul  in  the  si.e  and  number  of  units,  .he  substations  will    u 

"bington.     Designed  (or  four  300-kw.  rotary  umt,.  of  winch  three  ^^;^'^^.;;^  '.„  „..,;,„,  ,„e  idea   bein«   in  each   case  to  simphfy  .he 
will  l>c  inntalled  at  once. 


')r)4 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  12. 


wiring  as  much  as  iHissiblo.  iTi  the  sub-stalion  design 
parliciilar  effort  ha.s  been  made  to  reduce  the  high  ten- 
sion wiring  within  the  station,  and  to  make  the  runs 
of  high  tension  cables  as  short  as  possible,  and  at  the 
same  time  keep  the  cables  out  of  sub-cellars  as  much 
as  possible.  .Vt  three  of  the  sub-stations,  the  high  ten- 
sion wires  enter  the  building  from  underground  con- 
duits. The  cables  for  each  unit  rise  lo  the  main  floor 
through  conduits  and  pass  direct  from  the  cable  l)ells 
to  the  old  switches,  making  a  short  run.  liy  another 
short  run,  they  pass  to  the  transformers  and  then  di- 
rect to  the  rotaries.  There  is  therefore  no  crossing  or 
recrossing  of  high  tension  wires.  From  the  rotaries  the 
cables  pass  direct  to  the  d.  c.  swilchl)oard  and  out 
liach  unit  is  controlled  from  independent  panels,  placeil 
conveniently  near  the  transformers.  It  will  thus  be  seen 
that  on  the  switchboard  where  the  iuslrumvius  and  ca- 
bles are  bunched  together  everything  is.  low  tension. 

The  accompanying  suh-station  plans  show  the  ar- 
rangement at  the  Brockton  sul)-station  which  is  the 
first  one  that  will  go  into  operation,  and  which  is  typical 
of  the   others. 

Transmission  Line. 

The  distriliution  -ysteni  fur  the  Old  Colony  division 
calls  for  alwut  100  miles  of  liigli  tension  transmission 
lines  for  carrying  the  13.200-volt  current  from  the  two 
central  power  houses  to  the  various  sub-stations.  The 
transmission  line  as  designed  by  the  engineers  of  tlie 
company  has  a  number  of  features  that  are  somewhat 
unique.  Its  most  prominent  characteristics  are  strength 
and  stability. 

The  transmission  wires  for  carrying  the  high  tension 
current  arc  strengthened  aluminum  cables,  equivalent  to 
262,000  c.  m.  capacity.  On  straight  runs  the  wires  arc 
carried    on    .s.s-ft.    chestnut    poles,    measuring    not    less 


*-rT 


■.■.,vaaaw.  •.k.,^..^^^^*^!^^,.,-^^'-,^ 


EI.KV.ATKIN    OF    BOILER    SHOWING    SUPERHEATER. 


rzt 


--       /S-/0' 


PLAN.   ELEVATION  AND  SICrTiON  OF  QT'IXrV  TKliMINAI.   HOlTgE. 


Dec.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


than  13  in.  at  tht  bntt  and  8  in.  at  the  top.  The  poles  aro 
cut  with  gains  for  two  crossarins,  bnt  at  present  only  one  cross- 
arm    will     be    placed    in    position     throughout    the    whole   line,   as 


965 


wliicli   inllueiiced 


.\PPI,lC.\TrOX    OF    KOSTBR    SUPERHEATERS   To    \VATER-TUHIO    HOII.KUS 


only  one  set  of  transmission  lines  will  be  installed  at  first.  When  it 
becomes  necessary  to  put  in  a  double  transmission  system  the  second 
row  of  crossarms  will  be  added.  For  the  present  the  three  wires  of 
the  transmission  line  will  be  carried  flat,  occupying  three  pins  of  the 
top  crossarm  as  shown  in  the  drawings.  An  extra  wire  for  emergency 


avoidance  of  transpositions  was  one  of  the  factors 

the  adoption  of  an  initial  voltage  of  13.000. 

The  crossarms  are  4.\6-in.  hard  pine  and  arc  attached  to  the 
poles  in  a  novel  way.  Instead  of  using  two  lag  screws 
or  one  bolt  as  is  connnonly  done,  the  arms  are  held  in 
place  by  two  -^^-in.  Ixilts  which  pass  clear  through  the 
arm  and  the  pole,  the  opposite  side  of  the  pole  being 
countcrbored  to  receive  the  bolt  heads.  The  arms  are 
braced  by  2  x  2  x  l4-m.  angle  iron  braces,  fastened  to 
the  pole  by  two  14  x  4-in.  lag  screws  and  to  the  under 
side  of  the  arms  by  double  ;i-in.  holts.  The  details  of 
this  construction  are  shown  in  the  drawings.  All  iron 
used  in  pole  line  work  is  galvanized  and  all  bolls  arc 
square  head,  extra  heavy. 

For  angle  construction,  the  poles  are  not  less  than  ,vS 
ft.  long  and  heavier  at  bntt  and  tip  than  the  straight 
run  poles.  The  angle  poles  have  double  crossarms  thor- 
oughly liraccd  and  lied  together  as  shown  in  the  draw- 
ing. 

On  straight  run  work  the  wires  arc  carricil  on  Locke 
No.  100  double  petticoat  porcelain  insulators  with  gal- 
vanized iron  pin  which  is  cemented  to  the  insulator. 
On  angle  poles  a  special  insulator  is  used,  designed  to 
be  carried  iKtween  the  two  crossarms  and  to  give  ex- 
tra strength. 

The  pole  locations  for  turning  angles  were  all  deter- 
mined by  a  standard  system,  the  idea  being,  when  turn- 
ing angles,  to  have  practically  the  same  angle  of  strain 

at  each   individual   situation.    The  scheme  for  the   location  of   poles 

for  all  angles  is  reproduced  herewith. 
The  Old  Colony  system  .serves  a  large  lunuber  of  villages,  towns 

Piid   independent    nnniicipalilies   and    it    therefore   became   necessary 

in    a   number   of   instances    10    c:uTy    the    high    tension   lines   under- 


Ct-LlOT  Srff£tT 


i/l- 


I'l.A.S'    OK    III««'l<TON   Sfft-HTATIoN 


u»c  will  l>e  carried  on  the  fourth  pin  When  i:  bccumes  necessary  to 
duplicate  the  Iransmisiion  synlcni,  two  additional  wirei  will  be  placed 
on  the  second  cro^narm  and  the  two  «cli  Of  wire*  will  then  he  ar- 
ranged in  triangle.  The  line  will  not  Ix-  transposed  either  when 
carried  flat  or  in  triangle,  it  having  l)crn  decided  that  transpositions 
arc  not  necessary  with   a   zj-cycle  current   at    l.i.fxm  volts,  and  this 


groinKJ  when  (lassing  through  populated  centers.  As  it  became  nec- 
essary lo  do  this  in  several  (daces,  it  was  thought  best  lo  adopt 
a  standard  design  for  a  terminal  house  in  which  to  locale  discon- 
necting switches,  lightning  arresters,  etc,  at  each  point  where  the 
high  tension  wires  enter  or  leave  Ihc  ground.  The  general  ar- 
rangement of  these  houses  will  be   understood   from   the   drawings. 


966 


STREET    RAILWAY    REVIEW. 


(Vol.  XIII,  No.  12. 


All  iiiulcrgrouiid  cables  were  furnished  by  Ihe  Standard  Under- 
gruuiul  Cable  Co.  and  are  carried  in  II.  B.  Camp  single  3'/j-in.  vitri- 
fied clay  conduits.  At  each  terminal  house  the  cables  leave  the 
conduits  and  are  brought  up  along  the  inside  wall  of  the  house  in 
conduits  to  cable  bells  at  which  point  each  cable  circuit  is  divided 
into  a  duplicate  system  so  that  if  one  cable  is  out  of  order  the  other 


building  a  concrete  retaining  wall  at  approximately  the  line  of  mean 
low  water  level  and  utilizing  the  ash  from  the  power  house  for  fill 
ing  material. 

'nie  new  turbine  station  is  a  combined  steel  and  brick  building  160 
ft.  long  X  121  ft.  wide.  The  general  arrangement  of  the  various 
bays  will  be  at  once  evident  from  the  drawings  accompanying  this 


SECTION   ON    A.    A.,  BROCKTON  SITB-STATION. 


one  will  carry  the  current  anil  prevent  a  complete  shut-down.  After 
passing  through  switches,  the  duplicate  cables  again  unite  into  one 
circuit  and  the  lines  pass  from  a  special  anchorage  insulator  on  the 
outside  of  the  wall  direct  to  the  high  tension  pole  line.  The  high 
tension  pole  is  located  entirely  on  a  private  right  of  way  50 
ft.  wide  upon  which  the  company  has  purchased  the  right  to 
trim  and  clear  as  much  as  may  be  necessary  to  thoroughly  protect 
the  line. 


article.  All  of  the  foundations  of  the  building,  including  the  foun- 
dations for  the  turbine  units,  are  of  concrete  mixed  in  the  proportion 
of  one  part  portland  cement,  two  parts  sand  and  5  parts  broken 
stone.  This  concrete  was  put  in  during  the  summer  with  fresh 
water  mixture.  The  station  is  laid  out  for  five  3.000-h.  p.  turbo- 
generator units,  only  four  of  which,  however,  will  be  installed 
immediately. 

As  pointed  out  in  the  description  of  the  Newport  turbine  station 


^s^^ii.>^y^;i.>^l^1i^:■;?^y.^^i^y,^yii&;;asS^ 


SECTIONS  THROUGH   BROCKTON  TERMINAL  HOUSE. 


.\  complete  private  telephone  line  connects  all  the  terminal  sta- 
tions,  sub-stations,  power  houses  and   offices  of  the   company. 

Quincy  Point   Power   House. 

The  Quincy  Point  turbine  station  is  located  on  tide  water  in  the 
city  of  Quincy  on  property  which  has  been  partly  reclaimed  by  fill- 
ing  and   to    which    it   is   proposed   to    make   extensive   additions   by 


previously  referred  to,  an  interesting  feature  in  connection  with 
the  design  of  a  turbine  station  of  this  kind  is  the  arrangement  for 
condensing  the  exhaust  steam  from  the  turbines  inasmuch  as  the 
efficiency  of  the  turbine  is  very  materially  influenced  by  the  degree 
of  condensation  .secured. 

In   this   instance,   the   turbine   units   are   arranged    along   a   center 
line,   immediately   over  a   double  concrete  sewer,   one  of  the  sewers 


Dec.  20.  1903.] 


STREET    RAILWAY    REVIEW, 


967 


being  the  suction  or  intake,  and  the  other  the  discharge.  The  in- 
take sewer  takes  sah  water  from  the  river  at  the  front  of  the 
building  and  the  discharge  sewer  empties  into  the  river  on  the 
opposite  side  of  the  building.  The  sewers  are  formed  entirely  of 
concrete  with  arched  roofs,  the  lower  line  of  the  sewers  being  about 


this  layout  bringing  the  condensers  in  staggered  relation  to  each 
other;  that  is,  the  first  unit  has  its  condenser  on  the  hight  hand 
*ide  and  the  second  unit  has  its  condenser  on  the  left  hand  side 
and  so  on  alternately.  This  arrangement  was  decided  upon  as  it 
made  a  very  material  saving  in  floor  space,  altliough,  as  will  be 


SECTION"   ON    B.    B.,    BROCKTON   SUB-STATION. 

24  ft,  below  the  floor  level  of  the  turbine  room.  The  sewers  proper 
are  6  ft.  high  by  about  3  ft.  wide,  and  the  condensers  receive  and 
discharge  water  from  and  into  the  sewers  through  wells  located 
at  each  turbine  unit.  It  will  be  understood  that  each  turbine  has 
its  own  motor-dri\'en  circulating  pump  for  raising  the  condensing 
water  from  the  suction  sewer  and  its  own  condenser  located  as  close 
to  the  turbine  exhaust  as  possible.  'ITic  condensers  are  of  the  Wheeler 
surface  type.  From  the  plans  it  will  be  seen  that  the  water  is  drawn 
from  the  suction  sewer  near  by,  the  circulating  pump  crosses  over  to 
the  condenser  and  after  passing  through  the  condenser  is  immediately 
returned  to  the  discharge  sewer,  both  the  intake  and  discharge  pipes 
going  down  to- the  bottom  of  the  respective  sewers  and  thus  estab- 
lishing a  practically  perfect  siphon.  The  hot  water  of  condensation 
passes  from  the  condensers  to  three  storage  tanks,  each  20  ft,  long  by 
'1  ft.  in  diameter  which  are  located  in  the  boiler  room  and  which  per- 


^ti  /*o^  roar  «Ai  v^Mx  eo 


CROSS  ARM   FOR  STRAIGHT  RUN. 


CROSS   SECTION    OF    STRAIGHT    I.INE    I'OI.E    AND   CROSS   ARM. 

understood,  it  places  certam  of  the  condenser  suction  intakes  on  the 
side  adjacent  to  the  discharge  sewer  and  vice  versa,  the  arrangement 
requiring  that  the  suction  and  discharge  pipes  of  two  of  the  units 
be  brouglit  down  underneath  one  or  the  other  of  the  sewers  in 
order  to  make  connection  with  the  proper  one. 

Any  of  the  turbines  can  be  run  non-condensing,  if  absolutely 
necessary,  the  free  exhaust  from  all  the  units  being  led  into  a 
concrete  tunnel  located   over  the  condensing  water  sewers. 

Boiler    Room. 

The  boiler  equipment  consists  of  eight  7S0-h,  p.  water  tube  boilers 
arranged  in  two  lines  facing  each  other.  The  boiler  settings  are 
carried  upon  I-beams,  the  boiler  room  floor  being  14  ft.  above  grade, 
this  arrangement  giving  room  beneath  the  boilers  for  dumping  the 
ashes  directly  into  hand-carts  running  over  tracks  upon  the  grade 
level  to  the  water  edge  where  the  ashes  will  be  used  as  filling  mate 
rial  for  creating  new  land  adjoining  the  present  power  house  prop 
erty. 

.Superheating  Steam, 

It   has  been  demonstrated  that   the  steam  turbine  presents  a  con- 


^'Sotrs\ 


lf,t>.«    ^. M^ ,*", » 


§'SOi.rs 


CROSS  AHMS   I'-OK   AN(!I,1':  ( 'i  ).\H'l'Hi;cTII)N. 


form  the  office  of  a  combined  hot  well  and  storage.  These  tanks  arc 
also  connected  to  the  city  water  mains  and  if  the  supply  of  hot  water 
in  the  tanks  falls  below  a  predetermined  quantity,  the  cily  mains  arc 
automatically  connected,  and  water  is  taken  from  the  city  supply. 

All  of  the  air  pumps  and  circulating  pumps  in  the  turbine  room 
are  driven  by  constant  speed  alternating  current  motors,  these 
being  supplied  with  current  from  a  cable  main  which  is  carried 
around  the  entire  station,  taps  being  taken  off  to  each  motor.  Thi« 
cable  main  is  supplied  with  3-phase,  z.l-cycle  current  at  370  volts 
by  means  of  330-kw.  auxiliary  transformers,  placed  at  the  siric  of  llic 
railway  transformers  in  the  Quincy  Point  sut>-stalinn,  immediately 
adjoining  the  main   power   house. 

It  will  be  noticed  from  the  plan  of  station  reproduced  herewith 
that  the  turbine  units  are  arranged  alternately  right  and  left  handed. 


dition  where  superheating  is  practically  .1  necessity.  Numerous 
tests  show  not  only  an  iniprovcmenl  in  thermal  elliciency  by  the 
addition  of  superheating,  but  also  a  considerabje  increase  in  the  ca- 
pacity of  the  turbine  machine.  The  advantage  is  evident  of  hav- 
ing perfectly  dry  steam  following  the  law  of  a  perfect  gas  instead  of 
a  mixture  of  steam  and  water  lo  pass  through  the  mnnerous  small 
orifices.  Moreover,  the  friction  of  the  rapidly  revolving  buckets  in 
the  surrounding  medium  is  an  important  item  and  it  has  been  found 
that  this  friction  is  much  less  when  the  steam  is  superheated. 

By  condensing  the  exhaust  of  a  steam  turbine,  its  economy  is  im- 
proved to  even  a  greater  extent  than  in  a  steam  engine,  and  in  con- 
sequence a  good  vacuum  is  of  much  importance.  Superheated 
steam,  because  of  its  greatly  reduced  density,  always  produces  a 
better   vacuum — a   given   volume  of  superheated    steam   when   con- 


968 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  12. 


densed  occupying  imicli  less  space  than  would  an  i'<|ual  volume  of 
saturated  steam. 

The  design  of  the  Quincy  Point  station  calls  for  superheaters 
made  according  to  the  Foster  patents,  which  are  controlle<l  by  the 
Power  Specialty  Co.  of  New  York  City.  The  superheaters  are 
applied  directly  to  the  toilers  in  contradistinction  to  the  separately 
tired  type,  as' was  used  at  the  Newport  station.  The  adoption  of  the 
attached    form   instead   of   the   separately   tire<l    superheater   was   in- 


INS11..\T(1R   .\ND   PIN    FOR   STR.MGHT  LINE. 

Ilucnced  largely  by  the  limited  amount  of  door  space  available  at 
this  station,  as  well  as  by  the  greater  simplicity  of  .steam  pipe 
connections. 

The  Foster  superheater  consists  cbielly  nf  parallel  rows  of 
straight  tubes  or  elements,  joined  at  their  ends  to  return  headers 
and  manifolds,  the  arrangement  of  tubes  and  headers  l)eing  suggest- 
ive in  many  ways  of  standard  water  tube  boiler  design.  The  straight 
elements  are  fitted  with  concentric  cores  which  confine  the  steam 
to  thin  annular  spaces  with  smooth  surfaces,  through  which  the 
steam  is  passed  at  high  velocity.  The  exterior  of  the  elements  is 
provided  throughout  with  a  series  of  projecting  flanges  or  gills  for 
increasing  the  surface  area  in  contact  with  the  hot  gases  and  for 
giving  strength.  One  prominent  feature  is  the  utilization  of  cast 
iron  for  all  surfaces  presented  to  the  hot  fire  gases.  The  bodies 
of  the  elements  are  formed  of  seamless  drawn  steel  tubes  on  which 
are  shrunk  the  cast  iron  jackets. 

The  most  usual  cause  of  trouble  with  a  superheater  is  the  liabil- 
ity of  the  lubes  to  bi-in  or.l  in  case  the  flow  of  the  steam  is  ar- 
rested w-hile  a  heavy  fire  is  carried  and  devices  are  ordinarily  pro- 
vided for  admitting  cold  air  to  the  setting  to  moderate  the  tempera- 
ture of  the  hot  gases. 

The  wide  experience  with  cast  iron  superheaters,  particularly  in 
Europe,   has  shown   that   in  this  type  the  danger  of  burning  out   is 


—  ■^x -t-^#- 


.ANGLE  INSULATOR. 

not  to  be  feared,  but  in  using  cast  iron  exclusively  a  difficulty  is 
introduced  inasmuch  as  this  metal  is  brittle  and  to  a  certain  extent 
unreliable,  particularly  if  subjected  to  sudden  heating  and  cooling 
strains.  The  combination,  therefore,  of  a  superheater  tube  obtain- 
ing its  strength  and  elasticity  by  the  use  of  high  grade  steel  and 
protection  from  burning  out  or  over-heating  by  the  use  of  an  effect- 
ive cast  iron  armor  produces  a  form  of  superheater  which  is  be- 
lieved to  approach  very  clo'e'-  the  ideal  in  superheater  construc- 
tion. 


It  is  also  aimed  to  provide  a  great  mass  of  metal,  which  acts  as 
a  storage  for  heat  and  tends  to  secure  a  '.miform  temperature  of 
steam  in  spite  of  any  fluctuations  in  the  heating  gases. 

The  superheaters  are  placed  within  the  boiler  settings  just  under 
the  drums  and  alxive  the  tul>es  where  they  are  affected  by  the  gases 
in  turning  the  first  baffle.  The  steam  is  brought  down  from  the 
boiler  drums  to  the  superheater,  and  after  having  traversed  the  fuP 
length  of  the  latter,  is  delivered  to  the  main  steam  line.  In  this 
particular  installation,  the  superheater  for  each  boiler  consists  of  36 
elements  formed  of  tubes  of  4-in.  external  diameter.  The  super- 
heaters are  designed  to  give  200  degrees  of  suiK'rhcat  at  200  lb.  steam 
pressure. 

The  piping  is  extra  heavy  throughout  and  the  layout  is  simple, 
although  the  arrangement  of  having  one  line  of  toilers  at  the  far 
side  of  the  building  requires  long  leads  in  order  to  carry  the  steam 
from  the  far  line  of  boilers  to  the  main  header,  which  is  located  along 
the  partition  between  the  boiler  room  and  the  turbine  room.  The 
main  header  is  12  in.  in  diameter,  all  valves  and  fittings  being  extra 
heavy.  The  piping  was  installed  by  Lumsden  &  Van  Stone  of  Bos- 
ton. 

The  feed  water  is  drawn  from  the  storage  tanks  previously  men- 
tioned, and  on  its  w^ay  to  the  boilers  is  passed  through  three  Na- 
tional heaters,  each  of  4.500  b.  p.  capacity,  any  two  nf  which  are 
sufticienl  to  supply  the  station. 

The  toilers  are  fitted  with  force  draught  blowers  supplied  by 
the  B.  F.  Sturtevanl  Co.  There  are  two  stacks,  each  125  ft.  high, 
including  sub-base,  and  to  ft.  internal  diameter  at  sub-base  and  also 
at  top. 

The  furnaces  are  fitted  with  Jones  under-feed  stokers  manufac- 
tured by  the  Under-Feed  Stoker  Co.  of  .America,  with  general 
offices   in   the   Marquette   Building.   Chicago.       I'his   particular  order 


/^Oi  e  i  OC/9T/OJV  ^ev?  Ta^y^/yi/o  ^A^Gi£E 
POLE   LOCATIONS  FOR  TURNING   ANGLES. 

was  placed  through  the  company's  eastern  oflice,  429-430  Board  of 
Trade  Building,  Boston,  Mass.  There  are  32  stokers  in  all,  four 
under  each  boiler,  for  6,ooo-h.  p.  .service.  The  stokers  are  of  stand- 
ard type  and  the  air  is  furnished  by  a  blower  driven  by  an  auxiliary 
engine.  The  coal,  descending  from  the  hopper  is  forced  into  and 
along  the  retort  by  means  of  a  ram  plunger  operated  by  steam.  The 
ram  at  each  fresh  charge  carries  forward  15  to  20  lb.  of  coal ;  a 
plunger,  or  auxiliary  ram,  moving  in  connection,  ensures  an  equal 
distribution  within  the  retort.  The  effect  of  this  operation  is  to 
give  the  entire  bed  of  fuel  an  upward  and  backward  movement, 
thereby  automatically  breaking  the  fire  at  each  charge,  and  forcing 
the  clinker  and  non-combustible  to  the  dead  plates  on  either  side 
of  the  retort.  There  are  claimed  for  the  Jones  under-feed  system 
of  stoking  many  distinct  points  of  advantage  for  operation  in  plants 
where  the  duty  exacted  is  either  excessive  or  irregular.  This  is 
stated  to  be  due  to  the  fact  that  absolute  control  is  maintained  at  all 
times  over  the  proportionate  quantities  of  fuel  and  air  entering  the 
furnace,  it  being  the  only  system  of  stoking  in  which  control  is 
exercised  over  these  two  essential  elements  by  the  demand  for 
steam. 

Handling   Coal.  ' 

The  coal  will  be  delivered  by  vessels  alongside  the  dock  adjacent 
to  the  power  house  property  and  be  discharged  temporarily  from 
the  vessels  by  mast  and  galif  tub  rig.  The  coal  consumed  at  this 
station  will  be  bituminous  coal  and  will  be  delivered  by  cars  from 
the  hoist  on  the  dock  into  the  receiving  hopper  atove  the  coal 
crusher  mechanism,  which,  as  wnll  be  seen  from  one  of  the  draw- 
ings, is  located   in  a  tunnel  just  below  ground  level.     This  tunnel 


Dec.  20.  1903.] 


STREET    RAILWAY    REVIEW. 


969 


is  built  of  concrete  with  brick  lining,  and  the  .irrangenicnt  is  such 
that  the  coal,  after  being  crushed  to  the  proper  degree  of  fineness 
by  the  coal  crusher  mechanism,  drops  into  the  lower  horizontal  line 
of  the  conveyor  in  the  tunnel.  The  coal  crusher  mechanism  is  of 
the  self-contained  direct  connected  electrically  driven  type,  and 
so  arranged  as  to  tw  readily  adjusted  to  crush  the  coal  to  any  degree 
of  fineness  that  may  he  desired  for  automatic  stoking.  The  coal 
crusher  mechanism  is  al.'^o  so  arranged  as  to  by-pass  small  coal  not 
necessary  to  be  crushed  without  operating  the  coal  crusher  mech- 
anism, by  simply  swinging  back  the  baffle  plate  away  from  the 
crusher  roll  and  permitting  the  coal  to  pass  down  and  through  ihc 
crusher  mechanism  into  the  hopper  and  chute  under  the  crusher, 
which  will  deliver  the  coal  into  the  lower  horizontal  line  of  the 
conveyor. 

The  conveyor  system  installed  at  this  station  is  of  the  well-known 
McCaslin  overlapping  gravity  bucket  conveyor  type,  manufactured 
and  installed  by  J.  .V.  Mead  &  Co.,   11   Broadway,  New  York  City. 

The  conveyor  driving  mechanism  is  of  the  self-contained  direct 
connected  electrically  driven  type  and  is  located  in  the  upper  left 
hand  corner  of  the  boiler  room  next  adjacent  to  the  elevated  coal 
bunker.  I'he  upper  line  of  the  conveyor  moves  from  right  to  left 
and  conveys,  elevates  and  delivers  the  coal  from  the  coal  crusher 
mechanism    into   the   elevated   coal   bunker   above    the   boiler   room. 

A   movable   dumping  carriage   is   provided,   for   automatically  dc- 


v;iA% 


Hi 

tin 


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i 


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.ii 


-j/rK- 


-•4/.rv- 


POLE  DETTAILS. 


livering  the  coal  from  the  upper  horizontal  line  of  the  conveyor  into 
the  elevated  coal  bunker  at  any  |K>int  or  points  along  its  travel, 
and  so  arranged  as  to  fill  the  elevated  coal  bunker  without  trimming. 
This  movable  dumping  carriage  is  controlled  by  the  operator  at 
the  wheel  shown  on  the  upper  left  hand  corner  of  the  illustration 
next  adjacent  to  the  conveyor  driving  mechanism,  and  is  so  ar- 
ranged that  the  movable  dumping  carriage  can  l)c  moved  cither 
forward  or  backward  as  may  be  desired.  The  conveyor  buckets 
after  discharging  the  coal  into  the  clevateil  coal  bunker,  pass 
down  and  under  the  elevated  coal  bimker  to  the  vertical  riser  of 
the  ascending  track  where  it  changes  direction  downwardly  and 
along  to  the  coal  crusher  mechanism  and  thus  the  operation  is 
continued. 

The  horizontal,  vertical  and  curved  portions  of  the  trackway  for 
the  conveyor  and  movable  dumping  carriages,  consist  of  steel  T- 
rail  supported  by  structural  work  and  cast  iron  track  stands. 

The  conveyor  tightener  mechanism  for  taking  up  the  slack  in  tin- 
endless  chain  conveyor  is  located  at  Ihc  left  hand  end  of  the  tun- 
nel and  is  of  the  self-contained  adjustable  type.  The  capacity  of 
Ihc  coal  crusher  and  conveyor  machinery  for  this  station  will  be 
from  40  to  4S  Ions  per  hour  wilh  Ihc  conveyor  traveling  at  a  speed 
of  from  40  to  43  lineal  feet  per  minute. 

The  electric  motors  for  operating  the  coal  crusher  and  coal  con- 
veyor machinery  are  of  the  a.  c.  variable  speed  type,  wound  for 
350  volts.    The  m'jtorj  will  lie  arranged  so  a>  to  operate  from  half 


10  full  speed.  This  is  a  desirable  feature  since  with  this  type  of 
motor  the  capacity  of  the  coal  crusher  mechanism  and  conveyor 
can  be  so  regulated  that  the  coal  crusher  mcdianism  will  not  de- 
liver a  greater  quantity  of  coal  to  the  conveyor  tlum  tlic  conveyor 
can   properly   dispose   of. 

The  coal  is  delivered  from  the  elevated  coal  bunker  into  the  eight 
suspension  weighing  hopper  scales,  and  when  the  weight  has  been 
t.iken  is  delivered  through  the  down  spouts  into  the  automatic  stok- 
ers. The  ashes  are  delivered  from  the  automatic  stokers  into  the 
ash  hoppers  under  the  boilers  from  which  they  are  delivered  into 
the  tip  cars  and  removed  from  the  ash  room  and  used  for  filling 
in  the  property  next  adjacent  the  power  house  site.  The  weighing 
scales,  ash  cars,  and  track  system  are  also  furnished  and  installed 
by  J.  A.  Mead  &  Co.  The  capacity  of  the  elevated  coal  bunkers  is 
about   1,000  tons. 

It  is  the  idea  eventually  Ui  huiUl  a  coal  storage  bunker  near 
(he  site  of  the  power  house  and  close  to  the  water's  edge  so 
that  the  coal  will  be  delivered  from  the  vessels  directly  into  this 
bunker.  The  bunker  w-ill  be  supported  on  trestle  work  .so  that  the 
hand  cars  can  run  underneath  and  receive  coal  from  hoppers  in  the 
l)ottom  of  the  bunker.  The  hand  cars  will  then  haul  the  coal  to,  and 
dump  their  contents  into,  the  hopper  of  the  coal  crusher  mechanism 
in  the  tunnel.  This  arrangement  will  permit  of  a  storage  capacity 
sufficient  to  hold  6,000  Ions  of  coal  in  addition  to  the  i.ooo-ton  ca- 
pacity contained  within  the  power  house  itself.  It  is  believed  by 
having  this  auxiliary  coal  storage  bunker  outside  the  power  house 
that  risks  of  fire,  caused  by  spontaneous  combustion,  will  be  largely 
reduced,  and  in  addition  a  considerable  economy  in  room  within 
the  power  house   building  is  eflfectcd. 

It  is  the  intention  to  have  the  Quincy  Point  tmbine  station  in 
partial  operation  in  the  spring.  The  Brockton  sub-station  will  go 
into  operation  about  Feb.  ist,  1004,  and  the  other  sub-stations  will 
follow  as  soon  as  they  can  he  built  and  iquipped.  In  the  meantime, 
a  temiKirary  power  house  is  being  built  on  property  adjoining  the 
Quincy  Point  station  and  this  will  supply  13,200-volt  current  to  the 
Brockton  sub-station  until  the  turbine  station  at  Quincy  Point  is 
ready  for  operation.  This  temporary  plant  will  contain  one  2,500- 
h.  p.  Cooper  corliss  engine,  direct  connected  to  an  i,Soo-kw.  Gen- 
eral Electric  alternator,  delivering  ,1-phase  23-cycle  alternating  cur- 
rent at  13.200  volts. 

Tlie  entire  scheme  of  high  tension  ami  construction  of  power  sta- 
tion and  sub-stations  has  been  developed  by  the  department  of  mo- 
live  power  and  machinery  of  the  Massachusetts  Electric  Companies 
as  follows :  C.  F.  Bancroft,  superintendent  of  motive  power  and 
machinery;  G.  W.  Palmer,  jr.,  electrical  engineer,  in  general 
charge  of  all  construction  work  and  design  of  main  stations,  sub- 
stations, and  high  tension  lines ;  W.  N.  Sheaflf.  on  the  mechanical 
engineering  of  the  Quincy  power  station;  C.  W.  Jones,  in  charge 
of  Quincy  Point  power  station  construction:  J.  I'".  Cobb,  in  charge 
of  sub-station  construction;  George  W.  Blodgetl,  engineer  in  charge 
of  high  tension  line  surveys  and  construction. 


A.  K.  M.  &  E.  A.  Compendium. 

We  have  received  from  ilic  secretary  and  treasurer  of  the  .Vnicn 
can  Railway  Mechanical  and  Electrical  .Association.  Mr.  Waller 
Mower,  of  the  Detroit  United  Ry.,  a  compendium  of  the  associa- 
tion, which  has  just  Ixjen  published.  It  is  a  clear,  concise  summary 
of  the  purpose  for  which  the  association  was  fmnied,  and  the  needs 
leading  up  to  its  inception,  and  it  contains,  l)csides  the  list  of  ollicers 
and  the  constitution  and  by-laws,  addresses  to  general  managers, 
nuisler  mechanics,  chief  engineers  and  eleclricians,  calling  allenlion 
III  the  im|)orlance  of  the  organization  and  its  scope;  also  an  ab- 
stract taken  frimi  the  report  of  the  21st  annual  convention  of  the 
.American  Street  Railway  Associalinn,  showing  the  origin  of  the 
new  assfK-ialion,  and  an  extract  from  the  address  of  the  presidcul  of 
ihe  American  Street  Railway  Association,  Mr.  W.  Caryl  Ely,  de- 
livered al  ihe  Saratoga  convention,  in  which  is  emphasized  Ihc  worth 
of  the  new  associalinn.  Blank  applications  for  associate,  active  or 
juniiir  memUrship  accom|iany  the  compilation,  which  is  excellently 
printed,  and  bound  in  pamphlet  form.  iK  pages,  4!4  x  <')}i  in. 
•-»♦ 

The  Public  Service  Corixiration  of  New  Jersey  recently  issued  an 
order  prohibiting  conductors  and  molormen  from  entering  a  saloon 
while  on  duly  or  within  a  short  time  previous  to  going  on  duly. 


Materials  and  Supplies  Accounting. 


BY  W.  S.  DIMMOCK,  MANACICR  TACOMA   RAILWAY  &  POWER  CO.  AND  IMIC.KT  SOUND  ELECTRIC  RAILWAY  CO. 


The  writer  lias  always  been  deeply  interesled  in  railway  account- 
ing and  was,  he  believes,  the  only  general  manager  of  a  railway 
company  who  attended  the  organization  meeting  of  the  Street  Rail- 
way Accountants'   .Association,  but  no  claim  is  made  of  being  an 


454.  Bin  Label. 

5.  Storekeeper's  Record. 

6.  Accountant's  Record. 

7.  Report  of  Bills  Approved. 


Fiirni  No.  1. 
A.  It.  &  C.  R.V 


RKyUISITION  FOR   MATERIAL  AND  SUPPLIES. 

Dki'artme.nt 

Sturckeeper:     This  department  nectl-i  the  fultuwin^  Articles  within days. 


SHEET  NO. 


QUANTITY                                                            1 

Description 

For  What 
Purpose 

RECEIVED 

On  Hand 

Doe  on 
Pkevious 

Rkuuisitions 

^AST 

Received 

Now 
Required 

Appkoved 

FOK 

Delivery 

STOREKeKPF.R'S 

Manifest 

Memo.  Requisition 

Charpe 
Account 

Amt. 

Name 

Date 

Amt. 

Date 

Amt. 

Amt. 

Amt. 

Date        No. 

Amt. 

Date 

No. 

Amt. 

Approved 


Signed. 


Manager 
FORM   NO.  l-2r.  HORIZONTAL  LINES— SIZE  OF  ORIGINAL.  10^4   x  l.V^*   in. 


In  charge 


Form  No.  2. 
A.  B.  &  C.  Rv. 


REQUISITION   ON   PURCHASING  AUENT. 
Purcliasinj,'  Apent:      Please  f  uniisli  the  following  arlicU-s  within Days. 


REQ.  No. 


Lot  No. 

of 
Quantity 
on    Band 

Quantity 
now 

on  Hand. 

Name. 

Quantity  Due 

from 

Previous 

Reijuisitions. 

LAST 
RECEIVED. 

NOW- 
REQUIRED. 

Quantity 
Approved 

for 
Delivery. 

1        Description."; 

For  What  Purpose. 

Purchas- 
ing Agts. 
Order 

Date. 

Amount. 

Date. 

Amount. 

Number. 

Approved . 


Manager. 

FORM  NO. 


Signed . 
-17  HOKIZONTAL   LINES— SIZE  OF  ORIGINAL.   814  X  13  IN. 


Storekeeper. 


authority  on  the  subject.  The  system  of  Material  and  Supplies 
.\ccounting  described  in  this  article  represents  the  ideas  of  one  who 
is  seeking  to  make  the  accuunling  department  of  the  greatest  assist- 
ance to  the  management,  and  is  presenteii  to  the  readers  of  the  "Re- 
view" with  the  hope  of  eliciting  criticism  and  discussion  that  will  be 
of  benefit  to  all  interested.  The  general  scheme  is  based  upon  the 
report  on  Material  and  Supplies  .\ccount5  presented  at  the  Detroit 
meeting  of  the  Accountants'  Association  and  adopted  by  it. 

In  undertaking  to  develop  a  set  of  blanks  adequate  for  the  purpose 
of  accurately  recording  the  receipt  and  disposition  of  valuable 
goods,  the  following  principles  were  accepted  as  axiomatic. 

1.  The  most  important  thing  for  a  manager  is  to  show  satisfactory 
results. 

2.  To  know  whether  results  are  good  or  otherwise  they  inust  be 
subjected  to  an  analysis  based  on  an  efficient  system  of  accounting. 

3.  While  the  need  of  such  analysis  is  recognized  in  the  case  of  a 
smaller  non-paying  property,  the  importance  of  it  is  greater  when 
the  property  is  larger,  because  the  opportunities  for  wasteful  leaks, 
and  the  corresponding  savings,  are  greater. 

4.  The  essentials  in  the  acounting  for  property  are  that  the 
record  show  where,  when,  why,  and  at  what  cost  the  property  was 
purchased;  the  individuals  responsible  for  its  custody;  where,  when 
and  on  whose  authority  the  property  was  expended;  and  especially 
to  locate  and  prevent  carelessness  and  waste. 

5.  It  is  easier  to  keep  such  a  record  by  using  carefully  designed 
forms  than  to  rely  on  unsystematic  memoranda. 

The  forms  which  were  regarded  as  necessary  in  order  to  carry 
out  the  requirements  enumerated  in  clause  4,  are  15  in  number  as 
follows ; 

1.  Requisition  on  Storekeeper. 

2.  Requisition  on   Purchasing  Agent. 
.V     Order  of   Purchase. 

4.    Lot  Number  Record. 


Form  No.  3 


A.  B.  4C.  RY. 

To 


ORDER  OF   PURCHASE 


Note  this 

Order  No 

on  vour  iiivoic 


Please  furnish  this  Company  with  the  following  articles,  niailinir  Invoice 
fitr  Each  Consignment,  the  same  day  shipment  is  made.  Direct  to  our  Purchas- 
ing Agent  at 


DEPARTMENT 

QUANTITY 

Description  of 
Article 

PRICE 

Letter 

Requisi- 
tion 
Number 

Amount 

Name 

Amount 

Per 

(19  Horizontal  Lines.) 


CONDITIONS 

(4  Horizontal  Lines.) 


Ship  to 

Within 

APPROVED 


Via 

Terms 

SIGNED 


Manager 


Purchasing  Agent 


Immediately  on  Receipt  of  this   Order  fill  out  this  Blank  and  mail   to  our 

Purchasing  Agent. 

A.  B.  &   C.  RY. 

Receipt  of  your  Order  No is  hereby  acknowledged  and  accepted,  sub- 
ject to  all  of  the  conditions  thereon.     Shipment  will  commence 

and  be  completed 

Date  of  Return  Mailing 190.. 


Consignor 


FORM  NO.  3— SIZE  OF  ORIGINAL,  9  x  12%  IN. 


Dbc.  20.  1903.1 


STREET  RAILWAY  REVIEW. 


971 


8.  Report  of  General  Storekeeper. 
8A.  Report  of  Branch  Storekeeper. 

9.  Cost  Sheet. 

10.  Manifest  of  Goods  Expended. 

11.  Memorandum  of  Transfers. 

12     Emergency  Requisition  and  Record. 

'I  .SStt  ^^^or  convenience,  a  form  to  he  used  h. 

fofrn  of  invoice  to  accompany  the  order  of  purcl>ase.  requ.rmg  that 
oTecet  at'ntion  all  bills  be  rendered  on  the  company's  own  fortrts^ 
The  use  of  such  a  form  would  pcrhap.  entail  some  inconvenience  for 
Jiose  ft.°nishinV.he  material  and  supplies,  but  would  insure  urn- 
Cnr^Ifv  and  hence  convenience  in  filing. 

™e  CO  umn  headings  and  general  appearance  of  the  various  forn, 
enlmeratd  are  shown  herewith  with  the  addition  of  memoranda  of 


On  a   number  of  the  blanks   there   appears  =>"   ^'PP"^  J'"^J!: ' 
■the  manager      On   small   roads   in   many   cases  this   will  l>e   used 
01  la  g     Toads  i,  will  not  be  necessary,  but  as  the  blanks  are  mad 
"o'er  all  kinds  of  conditions  they  should  be  complete  in  deta  I 
One  of  the  main  criticisms  at  the  Detroit  convemion  in  rega  d  to 
1  .,,    was  whether  the  results   obtained   would   warrant   the 

'SLXZ;:^  :^t:ys.^.     U  was  deeded  tha.  there  was  no 


Form  No.  41*. 


QUANTITY 


Name 


L,ol  Ni. 


Description 


H-ORM  NO.  ««^  HOR.ZONTAI.  T.INE^SIZE  OF  ORIGINAL, 
i%  X  3%  IN. 


LOT  NUMBER  RECORD 


Lot  Nos to. 


Lot 

Number 


1;     DISTRIBUTION 
UNIT  COST  11  OF  COST 


Order 
Number 


Description 


FROM 


Consignor     I      Address 


Bill  or         Received 
Cost  Sheet        Report 
Number         Number 


FORM  NO.  4-50  HORIZONTAL 


LINES-SIZE  OF  ORIGINAL,  17%  %  15%  IN. 


Form  No.  5. 

A.  B.  *  C.  Ry. 


MEMO,  OF  MATERIAL  AN 


if I[;^;?^R^.VED  AND  DtSTR.BUTEO. 


Form  No.  *» 

A.  B,  *  C. 

R> 

Stored  al  

Dt-HCriptiun  .   • 

From 

AddreM 

Received  ReporlH 

:;^^;r^;Z^Zl  HORIZONTAL  LINES-SIZE  OF  ORIGINAL.  .V4  X  7%  IN. 

ACCOUNTANT'S 

KECORD  OK  MATERIAL  AND  SUPPLIES 

RECEIVED  AND  DISTRIilUTED. 

Purcliasinir  Aifent'B  Order  No 

■•  Freiiflit  Cl.arues  .i«  iht  Invoice  No ......•••• 

Cartatfe  and  Hnudlinjf         ■       "        *        ' 


Lot 
Bill 


No. 
No 


;;;;;^o''^2,  horizontal  LINES-S.ZE  or  ORIGINAL.  .V4  x  7*  IN. 


iHe  ...e  of  the  bUnk  ^-a  .um^er  of  ..s  Un.     Tbe^^^^^ 
adopting  such  variety  in  sues  may  be  qu" 'o  y  ^^^^^ 

r""^""Mct"::t  w  rrerm"ined  by^the  number  of  column, 
the  size  of  each  sheet  was    .  ^^.^^^  ^^  ^^^^„ 

and  line,  needed  .0  i'"""""''^  ,  'a  few  L"  would  require  undue 
in  each  case.    To  limit  the  sheet,  to  a  few  s.«^  M  ^^  ^^  ^^^^ 

crowding  or  needle„ly  wide  maK  n.     Aho  the  o     ^^^^^^  ^^^  ^^^ 
of  uniformity  in  ..ze,  while  P'»     ^  ^^^^.^^  that  the  blanks 

:iti';s^o.sr;rr:*- ,:» -'-  *'• 

and  at  separate  times. 


...ore  work  about  this  system  than  any^.Jer  system  P;^;- enough 

"C,. .. ...» --  - -:;  :LT;r::r";- ■ 

The  .klailca  cxpbn.'ioi'  "f  ''«  "*<»  '"  "'"^" 
a,t  (o  b«  put  Uai  follow* : 


972 


STREET    RAILWAY    REVIEW. 


[Vol.  XIII,  No.  12. 


Form  No.  i — Requisition  on  Storekeeper  for  Material  and  Sup- 
plies. This  is  to  be  made  in  duplicate,  by  the  head  of  department 
is.suing  it,  the  original  being  sent  to  the  storekeeper  and  the  dupli- 
cate retained  by  the  department.  Before  reaching  the  storekeeper  it 
is,  however,  sent  to  the  manager  for  approval. 

Kor  convenience  it  should  l>c  made  in  two  sizes;  the  larger  size 
(aliout  10' J  by  I5fi  in.  with  25  horizontal  lines)  for  the  ordering 
of  monthly  supplies  as  accurately  as  can  be  anticipated  on  the  first 


chasing  agent  issues  Form  3  in  triplicate,  sending  all  three  copies  to 
the  manager  for  approval  and  investigation.  When  approved  and 
returned  the  purchasing  agent  sends  the  original  to  the  party  who 
is  to  furnish  the  article,  the  duplicate  to  the  storekeeper,  and  retains 
the  triplicate.  However,  before  sending  the  duplicate  to  the  store- 
keeper it  is  first  sent  to  the  accountant,  who  enters  it  on  his  Lot. 
No.  Record  (Form  4)  and  also  enters  the  necessary  information 
in  the  spaces  so  provided  on  the  duplicate,  fills  in  the  number,  de 


Form  No.  7 
A.  I!.*  CRY. 


REPORT  OF  BILLS  APPROVED  BY  PURCHASINC,  AGENT 


Bill 

Date 

Bouerlit  of 

AddrMs 

Order 
Number 

Total 
Amount 

DISCOUNT 

Deduc- 

tioUR  foi 

Frelgbt, 

etc. 

Ni-t 
Amount 

O 

3- 

r. 

Charee  to 

Store 

Account 

CHARGE  TO  OTHER 

Date  Sent 

Rate 

Amt. 

to  Auditor 

iKT 

Account 

Amount 

Purchasinj^  Apent 


FORM   NO.    7— «   I1UR1Z0NT.\L   LINES— SIZR  OP  ORIGINAL.   15   X    WVi    IN. 


Fcirni  No.  » 

A.  B.  A  C.  Rv 


CENERAL  STOREKEEPERS 
REPORT  OF  MATERIALS  AND  SUPPLIES 
RECEIVED. 
Accountant: 

We  have  tlii.s  day  received  for  stores  the  following'  articles. 


Order 

Lot 

Number 

Quantity 

Description 

Stored  at 

Branch 

Received 

Report 

No. 

Condition 

From 

Number 

Amt. 

Name 

Consifjrnor 

Address 

FORM  NO.  S— 25  HORIZONTAL,  LINES— SIZE  OF  ORIGINAL,  lihi  x  ll)%   IN. 


Storekeeper. 


Form  No.  SA 

A.  B.  &  C.  Ry. 


BRANCH  STOREKEEPER'S  REPORT  OF 

MATERIAL  AND  SUPPLIES 

RECEIVED. 


General  Storekeeper: 

We  have  this  day  receive 

Quantity 

Description 

Condition. 

From 

Amount 

Name 

Consig'nor 

Address 

Signed 
FORM  NO.  8A— 20  HORIZONTAL  LINES— SIZE  OF  ORIGINAL,   10  x  8^    IN. 


In  charge. 


Torm  No.  0  COST  SHEET. 

A.  B.  A.  C.  Ry. 

Accountant:     The  follow! njj  is  a  detailed  st;iienieru  of  the  cost  of 

Made  for Uept.        Purchasiuti^  A^'-ent*s  Order  No- 

Charged  against Account. 


Dates 

Hours 

Rale 

Per 

Amount 

Material  Used                                              ' 

This  space  will  be  filled  in  by 
Accountant 

Lot  Number 

Quantity 

Description 

Price               Per                  Amount 

j 

Signed 

FORM  NO.  9—33  HORIZONTAL  LINES— SIZE  OF  ORIGINAL.  9  x  SVi  IN. 


of  the  month,  and  a  much  smaller  size  lo  be  used  from  time  to 
time  for  a  single  article  or  more,  as  the  demand  may  arise  for  vari- 
ous materials  and  supplies  during  the  month.  The  column  at  the  ex- 
treme right  is  provided  for  convenierce  in  case  of  some  special 
and  particular  charge. 

Form  No.  2 — Requisition  on  Purchasing  Agent.  When  Form  i 
has  been  approved  by  the  manager  and  sent  to  the  storekeeper  who 
finds  that  he  does  not  have  the  articles  on  hand,  he  immediately 
makes  out  Form  2,  in  duplicate,  sending  the  original  to  the  purchas- 
ing agent  and  retaining  the  duplicate. 

Form  No.  3 — Order  of  Purchase.     On  receipt  of  Form  2  the  pur- 


scription,  etc.,  on  Forms  4!^.,  5  and  6,  then  sends  the  duplicate  and 
Forms  4J4  and  5  to  the  storekeeper. 

If  the  order  is  on  the  company's  shop  to  be  manufactured  by  the 
company  the  original  order  is  also  sent  to  the  accountant,  who  en- 
ters the  number  assigned  to  it.  to  enable  the  shop  department  to 
make  the  correct  charges  against  this  number. 

The  two  left-hand  columns  on  the  blank  herewith  do  not  appear 
on  the  "Original",  these  two  columns,  together  with  another  column 
at  the  left  for  the  Lot  Number,  appear  on  the  second  and  third 
copies  only. 

When   making  the  copy  for  the  storekeeper   a   short   carbon  may 


Dec.  20.  1003.1 


STREET  RAILWAY  REVIEW. 


973 


be  used  in  case  it  is  deemed  advisable  to  not  allow  the  storekeeping 
department  to  become  familiar  with  prices,  etc. 

Form  No.  4 — Lot  Number  Record.  This  is  kept  by  the  account- 
ant, and  should  explain  itself. 

Form  No.  4!'j — This  contains  simply  the  Lot  Number,  and  the  de- 
scription of  the  material,  to  be  made  by  the  accountant  at  the  time 


Form  No.  7 — Record  of  Bills  .-\pproved  by  the  Purchasing  Agent. 
The  purchasing  agent  makes  up  this  blank  in  duplicate,  sending  the 
'  original  to  the  accountant  and  retaining  the  duplicate.  This  is 
checked  with  Form  3. 

Form  No.  8 — Storekeeper's  Receipt  of  Material  &  Supplies,  is 
made   in  duplicate  by   Ihc   storekeeper,   sending  the   original    to  the 


Form  No.  10 

A.  B.  i  C.  RY.  MANIFEST  FOR  MATERIAI<  AND  SUPPLIES  ISSUED 

From  Gonoral  Storo-rooni  to Department 


D.ate 190. 


DEPT.  RE(>U1SITI0>4      | 

Lot 

Number 

QUANTITY 

Description 

Chartre 

I«etter 

Number 

Amount 

Name 

Number 

Received  tlie  atx>ve 


FORM  NO.  in— 13  HORIZONTAI,  I,1NES-SIZE  OF  ORIGINAL.  9  x  6'A  IN 


Storekeeper 


Form  No.  11 
A.  B.  4  C.  RY. 


From . . . 
Cliarge . 


.MEMORANDUM  OF  MATERIAL   AND   SUPPLIES 

RETURNED  TO  STORES  OR   TRANSFERRED 

To 


QUANTITY 

New,  Second-Hand 
or  Scrap 

Descriptioit 

Value 

Lot 

Number 

Credit 

Account 

Amt. 

Name 

Amount 

! 
! 

ReceiTed  the  above 


Signed 


FORM  NO.  11-13  HORIZONTAI,  MNES— SIZE  OK  ORIGINAL,  9V!.  x  7   IN. 


Form  No.  12 

A.  B.  &  C.  Ry. 


MEMORANDUM 
REQUISITION  FOR  MATERIAL  AND  SUPPLIES. 


promptly. 

rtment  needs  iht-  followiiiir  ariicles  for  IMMEDIATE)  use,  rcjfular  Re.iuisiiioii  for  which  will  bu  furnished 

Quantity  Wanted 

Description 

Amount  Ri'ceived 

REGULAR  REQUISITIONS 

Amount 

Name 

Dates 

Req.  No. 

Amount 

Dates 

Req.  No. 

Amount 

• 

Sluiled. 
FORM   NO.    I2.-8IZH  OK   ORiaiNAL.  7%  X  i%  IN. 


the  duplicate  order  (Form  3)  is  sent  in  to  him.  This  form  is  then 
sent  to  the  storekeeper  to  Ik-  tacked  on  the  bin  or  placed  in  some 
proper  place  where  these  articles  are  to  be  stored 

Forms  No*.  S  and  6— These  are  partially  filled  in  by  the  ac- 
countant fas  staled  in  explaining  Form  3)  and  completed  by  the 
accountant  and  Ihc  .storekeeper  when  the  bill  and  arliclcs  arrive. 
These  two  forms  do  away  with  the  necessity  of  keeping  a  Stock 
Ledger. 


accountant,  retaining  the  du|)licatc.      This  is  checked  with  Ihc  diipli 
catc  of  Form  3  by  the  slorekeepcr  and  reporlcd  acconlingly. 

Form  No.  8A — Branch  .Storekeeper's  Kcporl  of  Material  and  Sup- 
plies Received.  This  is  nia<le  in  duplicate  at  the  braiuli.  ihu  origi- 
nal going  to  the  general  storekeeper  who  makes  oul  the  regular  re- 
ceived report  (Form  8)  to  Ihc  accountanl.  The  duplicalc  is  re- 
tained at  the  branch  oflice. 

Form  Nil.  g— Cuiit  Sheet.     This  blank  is  for  articles  made  in  lliu 


974 


STREET    RAILWAY    REVIEW. 


[Vol.  Xm,  No.  12. 


company's  shop  on  original  order,  Form  3;  It  is  kept  until  finished 
by  heads  of  dcparlnients,  tlic  original  going  lo  the  acconniant.  and 
the  duplicate  being  retained  by   the  departments. 

Form  No.  10 — Manifest  of  Material  and  Supplies  Issued.  This 
is  made  in  triplicate,  the  duplicate  and  original  being  sent  with  the 
articles  to  be  delivered.  The  duplicate  is  kept  by  the  party  receiv- 
ing the  articles.     The  original  is  signed  and  receipted  and  returned 


New  Interurban  Opened. 

The  Buffalo,  Dunkirk  &  Western  Electric  Railroad  Co.,  which 
has  been  engaged  for  the  past  six  months  in  constructing  its  line 
from  Buffalo  fx)  mile,  toward  Cleveland,  Ohio,  with  its  terminus  at 
WestficUl,  Chautauqua  County,  N.  Y..  opened  the  part  of  its  line 
for   operation   between    I'rcdonia   and   Westfield   on   December   loth. 


Reverse  of  Form  Nti.  12 

When  using  material  received  on  this  Memorandum  Requisition,  correct  entries  should  be  made  immf.diatklv  in  spices  provided  for  that  purpose  hereon. 


Date  Oswl 

L<'t  N... 

AriKiuiU 

Name 

Description 

Where  Used 

Requisi- 
tion 
Number 

UKVERSE   OF    FORM   NO.    12-SlZE   OF   ORIGINAL,   7%  x   4%   IN. 


to  the  storekeeper  who  then  sends  it  to  the  accountant.     The  tripli- 
cate is  retained  by  the  storekeeper. 

Form  No.  ii— Memorandum  of  Material  and  Supplies  Returned  to 
the  Stores  or  Transferred.  This  is  made  in  triplicate  by  the  store- 
keeper, the  original  going  to  the  accountant  and  the  storekeeper 
retaining  the  duplicate ;  the  triplicate  sent  to  the  department  return- 


Form  No.  13 


A.  n.  &  C.  Ry. 


^'^'^^  I  Incorrect 


Bill  No 

Deduct  $  (Reason) 

Charge Accouo 

Deduct  from  Bill  No 

Favor  of    

Pay  on  or  before 190  — 

P.  A 110  .... 

STOREKEEPER'S  ADVICE. 
Received  Report  No Date 190 


■  RUBBER   STAMP-SIZE  OF   ORIGINAL,   2%   x  2   IN. 

ing  the  articles. 

Form  No.  12 — Memorandum  Requisition  for  Material  and  Sup- 
plies. This  is  to  be  made  in  duplicate  by  the  heads  of  departments 
in  cases  of  emergency  only ;  the  original  going  direct  to  the  store- 
keeper, and  the  duplicate  being  retained  by  the  party  making  it.  A 
regular  requisition  (Form  I)  must  be  made  at  the  earliest  conveni- 
ence in  lieu  of  this  blank,  be  approved  by  the  manager,  and  reported 
in  the  regular  way.  The  reverse  of  Form  12  gives  a  record  of  the 
disposition  of  material  drawn  on  an  emergency  requisition. 

Form  No.  13 — A  rubber  stamp  to  be  used  by  the  purchasing  agent 
on  the  face  of  invoices;  the  necessary  information  to  be  filled  in  by 
the  purchasing  agent  and  in  the  accountant's  office. 
♦-•-• 

All  that  was  left  of  the  Ottawa  (,Kan.)  Street  Railway  Co.,  except 
some  unoccupied  real  estate,  was  sold  November  25th  for  three  dol- 
lars, the  tangible  remains  being  some  old  ties.  Local  men  invested 
$24,000  in  the  line  16  years  ago  and  for  two  years  mule  cars  were 
operated. 


A  Brooklyn  magistrate  recently  decided  that  a  man  who  had  paid 
the  required  $25  a  year  for  a  permit  to  carry  dogs  on  the  street  cars 
was  within  his  rights  in  putting  a  dog  upon  the  car  seat.  The  per- 
mit, the  judge  said,  was  a  general  one  and  if  the  company  objected 
to  dogs  on  the  seats  it  should  have  so  specified  in  the  permit. 


The  distance  from  Dunkirk  to  Fredonia  now  in  operation  is  about 
20  miles.  The  opening  of  its  completed  section  was  celebrated  by 
the  people  in  the  towns  through  which  the  completed  line  passes  by 
turning  out  en  masse  to  greet  the  initial  car.  which  was  decorated 
with  American  flags,  loaded  with  the  officials  and  directors  of  the 
line  and  many  prominent  citizens  of  the  various  towns  along  the 
line.  The  oflicials  of  the  road  present  were:  Luther  Allen,  J.  W. 
Holcomb  and  J.  E.  Latimer,  of  Cleveland;  Homer  H.  Peters  and 
Herbert  E.  Rycroft,  of  Chicago;  W.  J.  Conners  and  Trueman  G. 
Avery,  of  Buffalo;  Fred  R.  Green  and  Dr.  M.  M.  Fenner,  of  Fre- 
donia. The  car  left  Fredonia  with  the  officers  and  city  officials 
and  after  returning  to  Fredonia  a  second  trip  was  made  to  the  fur- 
ther end  of  the  line  with  the  officials  of  Westfield  and  Brocton 
under  the  same  auspicious  circumstances. 

The  company  is  to  be  congratulated  on  the  work  accomplished 
during  the  past  summer,  fn  addition  to  the  section  of  the  line 
completed,  it  has  done  substantially  all  of  the  grading  between  Dun- 
kirk and  Buffalo,  has  completed  all  of  the  concrete  work,  laid  the 
ties  and  erected  poles  and  is  now  erecting  its  high-level  doulde-track 
steel  bridges. 

By  the  federal  census  of  1900  and  exclusive  of  the  city  of  Buffalo 
with  400,000  people — which  is  its  terminus — the  road  averages  1,200 
people  to  the  mile  between  Buffalo  and  Westfield.  It  goes  through 
the  rich  section  of  the  country  in  western  New  York  familiarly 
known  as  the  "Grape  Belt"  and  should  be  one  of  the  greatest  revenue 
producers  of  interurban  trolley  lines.  Cars  will  start  at  Westfield, 
where  it  will  be  fed  by  a  thiough  line  from  Cleveland,  Ohio,  as  well 
as  the  line  from  Jamestown  and  Chautauqua  Lake,  and  run  to  the 
city  of  Buffalo,  terminating  upon  Main  St.  opposite  the  Iroquois 
Hotel.  It  is  expected  to  have  the  entire  line  completed  and  in  full 
operation  by  Oct.   i,  1904. 


Ft.  Wayne  &  Southwestern  Traffic. 

The  report  of  Mr.  S.  L.  Nelson,  as  receiver  for  the  Ft.  Wayne  & 
Southwestern  Traction  Co.,  Ft.  Wayne.  Ind.,  for  the  six  months 
ending  November  30th,  shows  that  duiing  this  time  271,440  car 
miles  were  run  and  337.862  passengers  carried,  an  average  of  1,866 
daily.  In  this  time  there  has  been  no  injury  to  passengers  nor  has 
any  claim  for  dainages  to  property  or  for  personal  injury  been 
made  and  there  is  no  litigation  of  this  nature  pending.  This  record 
in  itself  is  sufficiently  remarkable  for  any  transportation  company, 
but  it  is  only  a  continuation  of  the  good  record  made  in  the  pre- 
ceding three  half-years.  The  first  car  was  put  in  operation  Dec.  12, 
1901,  and  since  then  over  1,000,000  passengers  have  been  carried 
without  injury  to  any  of  them. 


A  theater  car  on  the  Rochester  &  Eastern  Rapid  Ry.   ran  for  10 
miles  at  the  rate  of  a  mile  a  minute  on  November  24th. 


Dei    jo.  icx>.?.  I 


STREET    RAILWAY    REVIEW. 


975 


Conditions  Which    Affect    the    Resistance    of   a 
Bonded  Rail  Joint. 


BY   CH.XRLES  R.    STURDEV.ANT 


The  total  ohiuic  resistance  of  a  bonded  rail  joint,  not  including 
that  of  the  splice  bars,  is  equal  to  the  sum  of  tour  distinct  re- 
sistances. Of  all  the  factors  which  determine  the  track  losses,  these 
alone  may,  within  certain  limits,  be  controlled.  Of  these  resist- 
ances, the  first  to  be  considered,  the  most  uncertain  and  usually  the 
greatest,  is  the  contact  resistance  between  the  two  copper  terminals 
and  the  steel  rails  in  which  the  terminals  are  compressed  or  ex- 
panded. The  second  is  the  resistance  of  the  copper  contained  in  the 
two  terminals.  Hie  third  is  that  of  the  flexible  part  or  body  of 
the  bond  which  connects  the  terminals.  The  fourth  is  the  resist- 
ance of  the  two  joints  or  unions  between  the  body  of  the  bond  and 
its  two  terminals. 

When  copper  and  steel  surfaces  are  pressed  together  into  close 
contact,  as  when  the  shank  of  a  copper  bond  terminal  is  compressed 
or  expanded  into  a  closely  fitting  hole  drilled  in  steel,  the  ohmic 
resistance  of  the  contact  will  depend  upon  flie  physical  condition  of 
each  surface,  the  area  of  the  contact  surface,  and  the  contact  pres- 
sure. To  insure  a  low  contact  resistance,  both  surfaces  should  be 
made  smooth  and  very  clean.  The  importance  of  this  precaution 
does  not  seem  to  be  generally  well  understood.  To  neglect  it  will 
mvariably  cause  a  wasteful  loss  of  energy.  For  example,  if  the  sur- 
face of  the  copper  be  tarnished  or  but  slightly  o.\idized,  the  contact 
.  resistance  with  a  given  pressure  will  in  consequence  be  increased 
from  two  to  five  times.  'ITie  presence  on  the  steel  surface  of  a  very 
thin  fresh  coating  of  oxide  will  multiply  the  contact  resistance  i6o 
limes,  or  more.  A  heavy  coating  of  rust,  slowly  formed  during  a 
long  period  of  time,  enormously  increases  the  contact  resistance.  A 
thin  film  of  oil  or  white  lead,  or  any  substance  of  this  nature,  will 
increase  it  from  5  to  60  per  cent.  A  thin  coating  of  tin  on  the 
copper  docs  not  materially  affect  the  contact  resistance,  nor  does  it 
prevent  oxidation  or  corrosion  of  the  joint  as  is  often  supposed. 
Amalgamating  the  tenninals  will  slightly  reduce  the  contact  resist- 
ance, especially  if  either  contact  surface  be  rough.  It  is  equivalent 
in  results  to  applying  a  very  high  contact  pressure,  one  considerably 
above  that  possible  to  apply  in  practice. 

The  contact  resistance  between  cast  copper  and  steel  is  from  10  to 
15  per  cent  greater  than  that  between  forged  copper  and  steel.  Tins 
is  probably  due  to  the  fact  that  the  conductivity  of  cast  copper  as 
ordinarily  used  in  terminals  is  always  much  lower  than  that  ol 
forged  copper,  and  it  is  more  crystalline  and  has  a  smaller  elasticity 
of  volume.  The  former  will  therefore  not  make  such  a  low  resist- 
ance contact  with  the  steel  as  the  latter  under  similar  conditions. 

While  the  presence  of  moisture  between  the  surfaces  does  not  ma- 
terially affect  the  initial  contact  resistance,  it  will  lead  to  a  rapid 
corrosion  of  the  surfaces.  If  the  contact  surfaces  are  thoroughly 
clean  and  dry  when  placed  together,  and  if  the  terminals  be  prop- 
erly compressed  and  riveted  over  the  edges,  there  should  be  little  iir 
no  corroding  or  rusting  of  joints  for  an  indetinite  period. 

With  a  given  pressure  the  contact  resistance  will  vary  inversely 
with  the  area  of  actual  contact.  The  nominal  contact  area  is  deter- 
mined from  the  average  current  density  allowable,  and  this  may  be 
taken  at  90  or  ico  amperes  per  square  inch  for  forged  tenninals.  or 
less  than  this  for  cast  terminals.  Since  the  average  resistance  of 
steel  used  for  service  rails  is  about  11.5  limes  that  of  commercial 
copper  of  equal  section,  the  area  of  contact  surface  for  each  ter- 
minal should  be  from  10  to  12  times  that  of  the  sectional  area  of 
copper  in  the  body  of  the  bonil,  for  equal  losses.  If  the  opposite 
surfaces  of  the  rail  adjacent  to  the  circumference  of  the  hole  be 
well  cleaned,  the  additional  contact  surface  thus  gained  when  using 
the  compressed  tyjte  of  terminal  is  as  effective  as  that  about  the 
walls  of  the  hole.  This  additional  contact  area  will  often  amount 
to  30  per  cent  or  more,  depending  on  the  dimensions  of  the  ter- 
minal, and  usually  it  cannot  be  utilized  with  the  pin-expanded  ter- 
minal, because  as  the  shank  is  expanded  about  the  pin  the  two  faccb 
will  be  forced  away  from  the  sides  of  the  rail  section.  If  the  wall 
of  the  hole  or  the  surface  of  the  terminal  Ix-  very  rough  or  uneven. 
the  actual  area  of  contact  obtained  is  considerably  less  than  if  bo'li 
surfaces  were  smooth.  Thus  a  punched  hole  is  not  so  effective  as  a 
drilled  hole,  the  contact  resistance  being  frrnn  10  10  20  per  rent  more 
in  tlie  former  rase,  and  a  drilled  hole  docs  not  give  »o  good  results 
Ik  a  reamed  hole. 


rhe  contact  resistance  between  copper  and  steel  will  gradually  de- 
crease as  the  pressure  is  jncre;iscd,  until  a  critical  point  is  reached 
at  a  pressure  considerably  beyond  that  applied  in  practice.  This  is 
true  with  either  the  compressed  or  the  pin-expanded  type  of  ter- 
minal, and  whether  the  surfaces  be  rough  or  smooth,  clean  or  other- 
wise. The  pressure  applied  axially  to  the  faces  of  a  Jj-in.  terminal 
should  be  about  25  tons  and  the  work  should  be  done  with  consider- 
able care  to  insure  good  results.  A  compressed  terminal  can  usually 
be  made  to  fill  a  hole  more  effectively,  when  the  contact  surfaces 
are  rough  or  uneven,  than  a  pin-expanded  type  which  is  limited  by 
the  relative  dimensions  of  the  various  contact  parts. 

When  a  solid  copper  terminal  is  gradually  compressed  into  a  closely 
fitting  hole  in  steel,  by  a  pressure  greater  than  the  counter  presure 
or  resistance  offered  by  the  walls  of  the  steel,  the  hole  will  be 
slightly  increaseil  in  diameter  and  both  metals  will  be  subjected  to 
great  stresses  in  sections  adjacent  to  the  contact  surface.  If  the  dis- 
torting stress  be  small,  upon  its  removal  the  wall  of  the  hole  will 
spring  back  to  its  original  diameter,  owing  to  the  elasticity  of  the 
steel;  and  likewise,  the  copper  terminal,  owing  to  its  elasticity  of 
volume,  will  slightly  increase  in  diameter  upon  the  removal  of  die 
confining  wall  of  steel.  Even  if  the  metals  are  strained  considerably 
beyond  their  elastic  limit  and  the  deformations  become  partially  per- 
manent both  will  spring  back  a  little,  tending  to  resume  their  former 
dimensions,  when  the  restraining  forces  are  removed.  This  restitu- 
tion pressure  is  ever  present  and  forces  the  surfaces  into  close  con- 
tact. If,  however,  the  distorting  force  be  suddenly  applied,  as  by 
a  blow  or  sudden  shock  on  the  terminal,  the  resulting  inomenlary 
elastic  distortions  will  be  much  greater  than  when  steadily  applied, 
and  the  elasticity  of  both  metals  will  be  greatly  injured.  Therefore, 
a  terminal  which  is  hammer-riveted  into  a  hole  will  never  give  as 
low  a  contact  resistance  as  one  which  is  compressed.  Aid  simi- 
larly, considering  the  pin-expanded  type,  the  contact  resistance  will 
be  greater  when  the  pin  is  hammered  than  where  it  is  steadily 
pressed  into  the  terminal. 

It  is  interesting  to  note  in  this  connection  that  the  combined  re- 
actions of  the  two  metals,  which  would  take  place  upon  the  removal 
of  the  distorting  stresses,  is  many  times  the  actual  difference  of  con- 
traction which  takes  place  upon  any  reduction  of  temperature  likely 
to  occur.  That  is  to  say,  if  a  tenninal  be  well  compressed,  it  will 
not  be  loosened  by  the  usual  atmospheric  changes  of  temperature ; 
the  contact  pressure  will  to  a  small  extent  be  temporarily  decreased, 
not  wholly  relieved. 

If  a  forged  bond  terminal  %-in.  in  diameter  be  compressed,  under 
the  most  favorable  conditions,  in  a  rail  section  J/j  in.  thick  the  con- 
tact resistance  should  be  as  low  as  0.0000023  ohm.  This  would  cause 
a  loss  in  176  bonded  joints  (one  mile  of  30  ft.  rails)  of  only  8.1 
watts  per  hundred  amiwres  flowing  through  the  rail.  And,  further, 
if  the  track  be  maintained  in  good  condition,  the  joint  would  dete- 
riorate but  slightly,  if  any,  during  the  life  of  the  rail.  If  any  or  all 
of  the  conditions  be  ignored,  the  loss  of  energy  may  be  any  number 
of  times  8.1  watts  and  it  will  usually  increase  with  time.  With 
one  exception  all  the  conditions  mentioned,  affecting  the  contact  re- 
sistance and  to  a  large  extent  the  permanency  of  contact,  arc  under 
the  direct  personal  control  of  the  man  who  installs  the  bonds,  and 
it  remains  with  him  to  render  the  contact  resistance  very  great  or 
inappreciable,  and  the  rail  bond  investment  a  loss  or  one  which 
would  bring  in  good  returns.  Is  it,  then,  good  policy  to  place  this 
work  in  the  hands  of  a  man  who  is  wholly  ignorant  of  the  electrical 
requirements  of  a  good  bonded  joint? 

The  terminals  of  a  bond  arc  made  of  cast  copper,  cold  rolled 
copper,  or  drawn  copper,  and  with  one  exception  they  are  cast  or 
forged  to  the  ends  of  the  flexible  portion  or  Ixidy  of  the  Ijond.  In 
one  make  of  bond  the  body  and  tenninals  are  actually  one  contimi- 
oiis  piece,  the  terminals  being  forged  out  of  the  strands  which  con- 
stitute the  flexible  body  of  the  bond,  thus  wholly  eliminating  the 
joint  resistances  between  the  body  and  terminals.  'Ilie  conductivity 
of  cast  copper  as  ordinarily  used  for  bond  terminals  is  very  low, 
averaging  about  .34  per  cent  of  that  in  the  forged  terminals  and  in 
some  cases  being  as  low  at  26  per  cent.  As  is  generally  known, 
this  is  caused  by  the  presence  of  a  sub-oxide  of  copper  in  the  metal, 
which  Is  readily  absorbed  when  the  copper  is  in  a  molten  state,  or 
by  the  presence  of  another  metal  |iiirpo.sely  alloyed  with  the  copper 
lo  facilitate  its  working,  or  by  both.  The  resistance  of  the  two  ter- 
minals, though  seemingly  very  small,  often  constilitlcs  a  large  per- 
cenlage  of  the  resistance  of  the  whole  bond.  e>|)erially  when  the 
liond  is  »horl  »nd  the  terminals  are  call. 


976 


STREET    RAILWAY    REVIEW. 


[Vou  XIII,  No.  12. 


nic  body  of  the  bond  serves  as  an  electrical  circuit  connecting  the 
terminals  and  it  lias  to  successfnlly  withstand  very  severe  physical 
conditions.  It  is  subjected  to  certain  vibratory  strains  and  it  must 
be  capable  of  extension  and  contraction.  Hence  it  is  built  up  of 
several  snull  annealed  copper  strands  either  rectangular  or  circular 
in  section  to  give  it  llexibility,  and  the  strands  are  lient  or  crimped 
to  allow  variations  in  length.  Increasing  the  length  of  the  body  of 
a  bond  or  decreasing  its  sectional  area  will  increase  both  its  flexibil- 
ity and  its  ohmic  resistance.  The  capacity  of  the  bond  is  fixed  ac- 
cording to  the  average  strength  of  current  flowing  through  the  rail, 
and  the  density  of  current  in  the  copper,  which  is  usually  taken  at 
1,200  ani|>eres  per  square  iiKh  of  section.  The  return  current,  like 
the  outgoing  current,  is  usually  much  heavier  near  a  generating  sta- 
tion than  at  extremities  of  the  line  and  the  bonding  system  should 
therefore  Ih;  tapered  like  the  feeder  .system.  That  is,,  large  bonds 
should  be  used  where  the  strength  of  current  is  greatest,  and  small 
ones  where  the  current  is  light.  The  resistances  are  practically  the 
same  for  bcKiies  of  diff'erent  makes  of  bonds  similar  in  length  and 
capacity  and  having  an  equal  degree  of  flexibility. 

The  resistance  of  the  joint  where  the  body  is  united  to  the  ter- 
minal will  depend  largely  upon  the  thermic  states  of  the  metals  at 
the  time  of  their  union.  If  Ixith  be  in  a  molten  condition  and  if  they 
blend  or  commingle,  then  there  will  be  no  contact  resistance.  But 
this  is  a  condition  wliich  is  exceedingly  diflicult  to  obtain  in  prac- 
tice, especially  when  ihe  parts  are  forged  together.  As  a  conse- 
(luence,  in  most  cases,  the  union  is  a  physical,  not  a  luolecular  one. 
and  the  two  surfaces  will  be  separated  by  a  thin  film  of  oxide  which 
will  offer  an  appreciable  resistance. 

It  rests  with  the  engineer  who  selects  the  liond  to  dcterniini- 
largely  what  its  resistance  shall  be.  This  will  be  modified  by  the 
length  and  section  of  the  body,  by  the  kind  of  metal  in  the  terminals 
and  by  the  character  of  the  union,  if  any,  between  body  and  ter- 
minal. And  it  is  not  a  question  of  first  cost,  for  a  low  resistance 
Ixjnd,  one  whose  forged  terminals  arc  integral  parts  of  the  body, 
can  be  sold  as  cheaply  as  a  high  resistance  bond. 


Tennessee  Notes. 


The  reconstruction  work  on  the  Nashville  Railway  &  Light  Go's, 
system,  which  has  been  under  way  five  months,  is  progressing  satis- 
factorily considering  that  the  streets  are  paved  either  with  granite 
or  bituminous  macadaiu.  More  than  14  luiles  of  "O-lb.  T-rails  have 
been  laid.  Work  on  the  South  Spruce  St.  line,  from  Broad  St.  south 
to  Fogg  St.,  has  been  completed,  and  the  reconstruction  of  the  line 
between  Nashville,  West  Nashville  and  the  state  penitentiary  nearly 
so.  Travel  is  very  heavy  on  the  latter  line,  and  it  is  being  double- 
tracked.  Work  has  be«n  begun  on  the  South  Nashville  lines,  by 
placing  improved  curves  and  crossings  at  Broad  and  College  Sts. 
and  Broad  and  Cherry  Sts.  The  line  on  First  St.,  between  Wood- 
land and  Oldham  Sts.,  is  also  being  rebuilt.  ITie  improvements  are 
proving  more  expensive  than  was  anticipated,  owing  to  the  poor 
condition  of  many  of  the  streets  and  the  extra  ballasting  required. 
In  order  to  double-track  Belmont  Ave.,  the  street  will  have  to  be 
widened  five  feet  and  the  abutters  have  agreed  to  give  the  necessary 
land  in  order  to  secure  the  improvement. 

The  trafiic  receipts  of  the  Nashville  Railway  &  Light  Co.  con- 
tinue to  show  gains  of  about  15  per  cent  over  corresponding  periods 
of  the  previous  year.  Tlie  record  for  handling  pas.sengers  which 
was  made  last  Fourth  of  July  was  broken  one  day  recently  on  the 
occasion  of  Barnum  &  Bailey's  circus  giving  afternoon  and  even- 
ing performances,  when  133,000  passengers  were  cared  for  without 
accident,  46,000  of  them  being  handled  through  the  new  transfer 
station.  As  luany  as  56  trains  were  run  on  the  Broad  St.  line  during 
the  heaviest  of  the  travel. 

Mr.  James  B.  .Armstrong,  secretary  to  the  mayor  of  Nashville, 
has  patented  an  original  device  designed  to  throw  switches  without 
getting  off  the  car.  It  is  a  small  w-heel  attached  to  the  car,  and 
operated  by  a  pedal,  and  is  provided  with  a  spring  which  throws  it 
back  to  normal  when  the  motorman  releases  it.  Nashville  Railway 
&  Light   Co.  officials  have  agreed  to  give  it  a  trial. 

After  a  fight  extending  over  several  months,  St.  Louis  capitalists 
have  been  granted  a  franchise  for  a  street  railway  in  Memphis. 
The  new  contpany  will  be  known  as  the  City  Street  Railway  Co. 
Tlie  principal  promoters  are  Mr.  Corbin  H.  Spencer,  vice-president 
of  the  World's  Fair  .Association;  Mr.  J.  G.  McGannon  and  Mr. 
L.   G.  McNair. 


I'be  Nashville  &  Lcwisburg  Electric  Railway  Co.  has  been 
financed  and  will  build  its  proposed  52-milc  electric  interurban 
-ystein  early  in  the  spring.  The  company  will  do  a  passenger, 
freight  and  parcel  express  business,  but  expects  to  derive  nio.st  of 
its  revenue  from  freight.  The  offices  as  well  as  the  power  house 
will  be  located  at  Nashville.  It  will  cost  $1,000,000  to  build  the 
road. 

Mr.  C.  M.  Henley,  of  Columbus,  O. ;  Judge  M.  U.  Smallmaii,  of 
McMimivillc,  Tcnn. ;  Mr.  W.  B.  Bellis,  of  Indianapolis,  Ind.,  and 
.Messrs.  John  M.  Gaut,  T  S.  Weaver  and  W.  G.  .'\nderson,  of 
Nashville,  directx>rs  of  the  McMinnvillc,  Woodbury  &  Nashville 
F'!lectric  Ry.,  recently  met  at  Nashville  and  increased  the  capital 
>tock  from  $10,000  to  $1,000,000.  Later,  when  it  is  decided  to  build 
beyond  McMinnvillc  into  the  coal  lands,  the  capital  will  be  in- 
creased to  $2,500,000.  It  is  sta:ed  that  a  contract  has  been  awarded 
to  a  construction  contpany,  of  which  Mr.  Joseph  Ellis  is  president, 
and  that  the  preliminary  w-ork  has  been  begun.  The  proposed  road 
will  be  70  miles  long.  Electricity  will  be  used  for  passenger  traf- 
fic and  steam  for  freight.  The  franchises  and  rights  of  way  have 
lieen  obtained.  Mr.  II.  II.  Zigler,  of  Coluinbus,  will  proljably  be 
general  manager. 

Mr.  C.  W.  Ruth,  of  Pitt.sburg.  has  disposed  of  his  interest  in 
the  Tennes.see  Interurban  Railway  Co,  to  Messrs.  Thomas  A. 
Perry,  jr..  and  H.  A.  Gross,  also  of  Pittsburg,  and  Mr.  Perry  has 
been  elected  president  of  Ihe  company  and  Mr.  (Jross  vice-presi- 
dent. Mr.  J.  H.  Connor,  of  Nashville,  is  general  manager.  It  is 
expected  that  the  system  will  be  built  next  spring. 

With  the  completion  of  the  proposed  interurban  roads  which 
uill  enter  Nashville,  over  200  miles  of  electric  railways  will  center 
at   thai   city,   exclusive  of  the  local   system,  which   is  70  miles  long. 


Strikes  of  the  Month. 


The  strike  of  the  Chicago  City  Railway  Co.  employes,  which 
liegan  November  12th,  as  rejwrted  in  the  "Review"  for  November, 
was  declared  off  November  25th,  after  the  men  had  been  idle 
isyi  days.  It  was  essentially  a  victory  for  the  company,  the  only 
material  difference  between  the  company's  original  proposition  and 
the  provisional  agreement  assented  to  by  the  men  being  in  the 
company's  willingness  to  arbitrate  the  wage  scale.  'J'he  terms  of 
the  agreement  are  practically  as  follows :  The  company  and  men 
agree  to  arbitrate  wages,  the  present  scale  to  be  set  aside  and  the 
actual  worth  of  labor  to  be  estimated.  (This  luay  raise  some 
wages  and  lower  others.)  Two  propositions  are  made  for  the 
routing  of  cars,  the  men  to  take  their  choice.  One  is  a  minimum 
of  8  hours  and  a  maximum  of  11,  all  within  a  limit  of  15  hours; 
the  other  alternative  is  an  opportunity  to  earn  10  hours'  pay  in  15 
liours.  The  company  retains  the  right  to  discharge,  discipline  and 
hire  its  men  without  interference  of  the  union  in  any  way,  the 
shop  to  be  open  to  union  and  non-union  men  alike.  The  com- 
pany agrees  to  take  l)ack  all  of  the  striking  employes  except  those 
who  have  been  guilty  of  violence  since  November  I2;h.  This  in- 
cludes those  who  went  on  sympathetic  strikes.  All  but  45  of  the 
men  were  taken  back  to  work,  and  President  Hamilton  stated  that 
the  45  ivill  be  taken  back  if  the  courts  find  that  they  have  not  com- 
mitted acts  of  violence.  Owing  to  the  vigilance  of  the  police,  there 
•was  very  little  rioting  during  the  strike  compared  with  fonner 
strikes,  and  although  a  number  of  persons  were  assaulted,  no  one 
was  killed.  President  Hamilton,  acting  for  the  company,  pre- 
sented the  chief  of  police  $5,000  to  be  distributed  at  his  discretion. 
It  was  recommended,  however,  that  all  or  part  be  given  to  the 
Police  Benefit  .Association. 

November  28th  the  conductors  and  motormen  employed  by  the 
Marquette  City  &  Presque  Isle  Railway  Co.,  of  Marquette,  Mich., 
went  out  on  strike  because  the  company -refused  to  grant  their  de- 
mand for  20  cents  per  hour,  an  increase  of  3  cents.  With  the 
exception  of  one  car.  the  system  was  completely  tied  up.  The 
car  that  was  in  operation  was  manned  by  the  superintendent.  De- 
cember 2d  non-union  men  began  to  replace  the  strikers,  and  all 
but  one  line  was  opened.  Regular  service  on  all  lines  was  re- 
established  December   3d.     There   was   no    rioting. 


The  New'  York  railroad  commissioners  refused  the  Buffalo  & 
Williamsvillc  Electric  Railway  Co.  permission  to  use  the  third-rail 
svsteni. 


Recent  Street  Railway  Decisions. 


EDITED  BY  J.  1..  ROSENBERGER.  ATTORNEY  AT  LAW.  CHICAGO. 


K\1LURE  OF  PERSON   IN  VEHICLE  TO  LOOK  AND  LIS- 
TEN FOR  CAR  NO  T  NECESSARILY  NEGLIGENCE. 


Rep. 


Memphis  Street   Railway  Co.  vs.  Riddick   (lenn.),  75   S.  \V. 

924.    June  9.   1903. 

The  supreme  court  of  Tennessee  holds  thai  it  was  not  error  10 
charge  the  jury  that,  while  it  is  ordinarily  the  duty  of  a  person 
traveling  on  the  street  in  a  vehicle  to  look  and  listen  for  the  ap- 
proach of  cars,  yet  this  is  not  an  absolute  rule  of  law :  but  it  is  for 
the  jury  to  say.  in  view  of  all  the  proof,  whether  the  plaintiff  wa- 
guilty  of  contributor)-  negligence  in  failing  to  look  and  listen. 


\BUTTER  CANNOT  HAVE  ORDINANCE  SET  ASIDE  FOR 
INEXPEDIENCY.  BUT  IS  ENTITLED  TO  COMPENSA- 
TION BEFORE  CONSTRUCTION  OF  COMMERCIAL 
STREET  RAILWAY. 


Lange  vs.  La  Crosse  &  Eastern  Railway  Co.  (Wis.).  95  N.  \V    Rep 

952-  J"'y  3.  1903- 

An  owner  of  land  abutting  on  a  street,  the  supreme  court  ol 
Wisconsin  holds,  owns  the  fee  to  the  center  of  the  street  subject 
only  to  the  public  easement.  But  he  is  not  entitled  to  have  an  ordi- 
nance authorizing  a  commercial  street  railway  company  to  con- 
struct and  operate  an  electric  railway  in  the  street  nullified  and  set 
aside  on  the  mere  ground  of  inCNpediency  or  impropriety.  He  lias. 
however,  the  right  to  compensation,  as  a  condition  precedent  t.i  the 
placing  of  such  track,  etc.,  in  front  of  his  premises. 


FRANCHISE    REQUIREMENT    AS   TO   FARE    MAY 
EXTR.\TERRlTORIAL   EFFECT. 


HAVE 


Vining    vs.    Detroit.    Ypsilanti,    Ann    Arbor     &     Jacksmi     Railway. 

(Mich.).  95  N'-  W.  Rep.  542     J»"c  23.  'Ooy 

It  being  provided  by  a  village  franchise  that  the  company  sh.uilil 
be  entitled  to  charge  at  the  rate  of  one  and  one-half  tents  per 
mile  between  any  two  points  on  its  line  between  certain  cities,  the 
supreme  court  of  Michigan  holds  that  such  provision  could  not  he 
evaded  on  the  ground  that  to  enforce  it  would  be  to  give  the 
franchise  extraterritorial  effect  and  that  such  construction  ought 
not  to  be  given  as  to  extend  the  force  of  the  ordinance  or  franchise 
beyond  the  limits  of  the  village.  It  holds  the  provision  binding  nn 
the  company. 

PROHIBITION  .AGAINST  DIGGING  ALONG  EDGE  OF 
HIGHWAY  NO  RESTRICTION  ON  CONSTRUCTION  Ol 
STREET  RAILWAY  THEREIN. 


Freud  vs.  Detroit  &  Ponliac  Railway  Co.   ^Mich.),  o.S  N.   W  .   Re|.. 

S59.     June  23,   1903. 

A  statute  prohibiting  digging.  pL.wing  or  scraping  nearer  than 
within  eight  feet  of  the  margin  of  the  highway,  without  the  consent 
of  the  owner  of  the  premises  adjacent  thereto,  which  is  a  mere 
limitation  on  the  right  of  the  overseer  of  highways  to  enter  upon 
this  eight-foot  strip  in  building  or  improving  the  public  highway, 
the  supreme  co.irt  of  Michigan  holds,  does  not  prohibit  the  con- 
struction of  a  siren  railway  within  eight  feet  of  the  nuirgin  of  1  be 
highway  the  iK.wer  10  determine  the  l.icaion  m  a  highway  of  the 
tracks  of  a  street  railway  company  being  vested  in  the  township 
board,  and  not  in  Ihr  overs<-cr  of  highways. 

INSUFnCIKNT    EVIDENCE    OF    AMOUN  r    OF    PROFITS 
LOST  BY  SUSPENSION  OF  OPERATION  OF  ROAD 

Bristol  Bell  Line  Railway  Co.  vs    Bullock  Eledric  Mfg.  Co.  (Va.). 
44  S.  F.    Rep.  «92     June  3f,  tQOS 
The  amount  of  lo,s  of  profit,  caused  by  the  suspen.ion  of  .lie 


operation  of  an  electric  railway  for  a  time,  the  siipienie  court  ol 
appeals  of  Virginia  holds,  was  not  sufficiently  shown  by  proof  of  the 
number  of  fares  received  on  five  consecutive  days  immediately 
preceding  the  suspension,  and  on  eight  consecutive  days  after  the 
resumption  of  traffic,  deducting  from  the  estimated  gross  receipts 
lost  based  thereon  the  cost  of  fuel  and  an  estimate  of  the  cost  of 
the  skilled  labor  employed.  The  court  says  that  tliere  are  many 
other  charges  incident  to  the  operation  of  an  electric  railway  which 
must  be  deducted  from  the  gross  receipts  in  order  to  ascertain  the 
profits  in  the  business. 


INJURY  TO  PEDESTRIAN  BETWEEN  CARS  ON  CROSS- 
ING DUE  TO  LATERAL  MOVICMEN  T  OF  ONE  FROM 
CURVE— DUTY  NOT  TO  PERMIT  CARS  TO  MEET 
THERE. 


•Schwartz  vs.  New  Orleans  &  Carrollton  Railroad  Co.  (La.).  34  So. 
Rep.  C67.  Nov.  17,  1902.  Rehearing  June  8,  1903- 
The  act  of  the  company  in  creating  upon  one  of  ihc  mo-t  fre- 
(luented  crossings  of  the  city  of  New  Orleans  an  insidious  danger, 
namely,  from  the  lateral  movement  of  a  car  on  a  curve  at  the 
crossing,  where  a  person  might  find  himself  between  such  car  and 
one  passing  on  an  adjoining  track,  the  supreme  court  of  Louisiana 
holds  to  constitute  actionable  negligence,  when  the  company  could 
have  avoided  creating  such  danger  l.y  not  permitting  the  cars  to 
pass  each  other  upon  the  crossing.  This  danger,  the  court  says. 
might  have  been  avoided  without  material  impairment  of  the  cfti- 
ciency  of  the  service  by  simply  not  permitting  the  cars  to  meet  or. 
Ihe  crossing,  and  it  was  incumbent  upon  the  company  10  do  so.  It 
should  have  known  of  this  danger  and  gunnled  agaiiiM  il. 

STATUTE  AUTHORIZING  RESERN^ATION  OF  SPACE  FOR 
ELECTRIC  RAILWAYS   NEAR  SIDE  OF  W.\Y  NOT  UN 
CONSTITUTIONAL     AS     IMPOSING     AN     ADDIIIONAI. 
SF.RVTTUDK. 

ICustis  vs.  Milton   Street  Railway  Co.   (Mass.).  67.   N.   E.  Rep.  (.63. 

June  18,  1903.  ,  •  ,    f    1  •  , 

Chapter  121  of  the  Massachusetts  Statutes  of  i8<j5.  which  forhuN 
(he  granting  of  any  location  for  the  track  of  any  street  railw.ay  111 
Milton  except  in  ways  in  which  special  space  for  the  use  of  street 
railways  shall  have  been  reserved  prior  to  such  location  of  tracks, 
and  except  within  the  limits  of  such  reserved  space,  an.l  winch 
further  authorizes  the  selectmen  "f  the  town  to  lay  out,  and  Ihe 
town  to  accept  and  allow,  such  space  for  the  use  of  street  railways 
in  any  townway  or  highway  herUofore  or  hereafter  laid  out  withm 
Ihe  town  Ihe  supreme  judicial  cniirl  of  Massachusetts  holds  is  nol 
unconstitutional  as  purporting  lo  anlliorize  the  imposition  of  an 
additional  servitude  upon  Ihe  land  previously  taken  for  streets  aii.l 
highways  in  Milton,  withoni  provi.ling  for  comiH-nsation  lo  the 
owners.  The  railway  consider, -.1  in  lliis  ease  was  an  electric  street 
railway. 


STOPPING  OF  HICVCLKST   TN  FRONT  Ol'   A   C  \\i   Willi 
'out    looking     B.ACK    MOTDRMAN     Sllollli    W\KN 
OF  APPROACH  OF  CAR. 


-/oliiher  vs.  Camden  81  Suburban  Railway  C.   (N    .1  ).  .s.S  All    Rep 

249.     June   18,   I9<'3  ,  .       ,     , 

11  i,  nol  necessarily  negligenl  for  a  traveler  n|.on  a  hieyc  e  <■ 
Slop  upon  the  track  in  front  of  an  approaching  car,  wilhonl  lik- 
ing behiml  him.  the  court  of  errors  an.l  appeals  of  New  Jersey 
bolds  when  the  usual  audible  warning  of  ihe  car's  approach,  by  bell 
or  gong  is  not  given  by  the  molorman.  In  this  case  a  bicyclist, 
who  had  been  ri.ling  on  the  right  band  si.le  of  the  street  until  he 
rime  lo  a  pile  of  stones  which  obstructe.l  his  passage,  inrnrd  onto 


978 


STREET    RAILWAY    REVIEW. 


IVi.i.    Xlll,  N(.    12. 


the  track,  and,  afterwards,  on  account  of  a  high  wind,  had  to  get 
off  his  wheel,  which  he  did  without  looking  around.  It  was  proven 
ihat  he  got  safely  on  the  track  at  least  twelve  feet  in  advance  of  the 
car.  The  court  says  he  was  not  bound  to  look  behind  after  he  was 
fairly  on  the  track.  It  then  became  the  duty  of  the  motorman  to 
give  warning,  and  to  exercise  reasonable  care   to  avoid  a  collision. 


cars,  she  was  bound  to  use  greater  care  than  under  ordinary  cir- 
cumstances. 


TURNING   TO   RIGHT   ONTO   ANOTHER 
HICLE  MEETING  CAR. 


TRACK   OF   VE 


Adams  vs.  Camden  &  Suburban  Railway  Co.   (N.  J.),  55  .\tl.  Rep. 

254.     June  15,  1903. 

It  is  not  an  act  of  negligence,  per  se  tby  itself),  the  court  of 
errors  and  appeals  of  New  Jersey  holds,  for  the  driver  of  a  car- 
riage, whether  of  burden  or  pleasure,  in  passing  over  the  public 
roads  of  the  state  where  the  track  of  any  street  railway  company 
may  be  laid,  when  either  met  or  overtaken  by  the  cars  of  such  com- 
I'any,  to  keep  to  the  right,  upon  other  tracks  of  the  company 
even  though  such  carriage,  by  turning  to  the  left,  might  have 
avoided  both  meeting,  and  being  overtaken  by  the  company's  cars. 
.\gain.  it  holds  that  the  defendant  company  was  bound  lo  take- 
notice  that  the  law  required  other  carriages  or  vehicles  using  the 
parts  of  the  highway  covered  by  its  car  tracks,  upon  meeting  its 
cars  coming  from  an  opposite  direction,  to  keep  to  the  right,  except 
it  was  perilous  to  do  so,  and  to  control  its  overtaking  cars,  in 
anticipation  that  such  other  carriages  might  so  turn  upon  its  car 
tracks,  in  obedience  to  the  law,  .it  anv   instant. 


NO  AUTHORITY  TO  CONDEMN  LONGITUDINAL  STRIPS 
OF   RAILROAD   RIG  1  IT   OF   WAY. 


liulianapolis  &  Vincennes  Railroad  Cn.  vs.  Indianapolis  &  Martins- 
ville Rapid  Transit  Co.  (Ind.  App. ).  (j-  N.  E.  Rep.  lotj.  Jtuu- 
25.  190,?. 

The  power  to  condemn  land  wliich  has  theretofore  been  ap- 
propriated to  public  use,  the  appellate  court  of  Indiana  holds,  must 
be  conferred  by  the  legislature  in  express  tenns  or  by  necessary 
implication.  Under  the  Indiana  act  of  1901  the  transit  company 
was  authorized  "to  construct  its  road  upon  or  across  any  stream 
of  water,  water  course,  road,  highway,  railroad  or  canal,  so  as  not 
to  interfere  with  the  free  use  of  the  same,  which  the  route  of  its 
road  shall  intersect  in  such  manner  as  to  afford  protection  for  life 
and  property,  but  the  corporation  shall  restore  the  stream  or  water 
course,  road  or  highway,  thus  intersected,  to  its  former  state,"  etc. 
Tlie  right  to  cross  in'.ersecting  highways  and  railroads  thus  in  terms 
conferred  by  the  language  used,  the  court  says,  does  not  purport 
to  authorize  the  appropriation  of  a  railway  right  of  way  longitud- 
inally in  whole  or  in  par;.  Neither  is  such  power  conferred  by  nec- 
essary implication.  Wherefore,  the  transit  company,  it  holds,  did 
not  have  that  power. 


PASSENGER  ALIGHTING  FROM  CAR  AT  ONCE  BE- 
COMES TRAVELER  ON  PUBLIC  THOROUGHFARE- 
CARE  REQUIRED  IN  PASSING  BEHIND  CAR  AND 
OVER  OTHER  TRACK— DUTY  OF  LOOKING  AND  LIS- 
TENING. 


Indianapolis   Street   Railway  Co.  vs.  Tenner    (Ind.   .■\i>p.),  67   N.   E. 

Rep.   1044.    June  25.   1903. 

The  plaintiff  on  alighting  from  a  car  walked  around  the  rear  end 
of  it  and  started  to  cross  the  other  track,  when  she  was  struck  by 
another  car.  The  appellate  court  of  Indiana,  division  No.  2,  holds 
that  when  she  alighted  from  the  car  on  which  she  had  been  riding, 
she  at  once  became  a  traveler  upon  a  public  thoroughfare,  and  as 
such  the  law  cast  upon  her  the  responsibilities  of  her  surround- 
ings and  environments.  In  crossing  over  the  street  car  tracks  so 
as  to  reach  the  sidewalk,  where  she  desired  to  go.  she  was  under 
obligations  to  use  ordinary  care  and  precaution  for  her  own  safety, 
and  such  ordinary  care  and  precaution  must  be  measured  by  the 
situation  in  which  she  was  placed  and  the  surroundings  and  con- 
ditions that  confronted  her.  With  knowledge  of  the  manner  in 
which  cars  were  operated  on  the  tracks,  she  was  required,  in  the 
exercise  of  ordinarj-  care  for  her  own  safety,  to  look  and  listen  for 
approaching  cars.  To  the  extent  that  the  car  from  which  she 
alighted  was  an  obstruction,  shutting  off  her  view  of  approaching 


A  CITY  MAY  BIND  ITSELF  TO  DO  ALL  PAVING  EX- 
TENDING TO  THE  REPAIRING  OF  THE  FOUNDATION 
UNDER  A  STREET  RAILWAY. 


City  of  Detroit  vs.  Detroit  United  Railway  (Mich.),  95.  N.  W.  Rep. 

736.    June  30,  1903. 

The  supreme  court  of  Michigan  does  not  agree  with  the  conten- 
tion that  a  city  cannot  bind  itself  by  contract  to  do  all  the  paving 
or  repaving  or  repairing  of  the  pavement  in  a  street,  covering  the 
foundation  necessary  for  the  support  of  a  street  railway  track,  al- 
though the  construction  and  use  of  a  street  railway  requires  a 
heavier  and  stronger  foundation  than  is  required  in  the  other  por- 
tions of  the  highway  used  by  lighter  vehicles.  It  says  that  the  street 
railway  law  does  not  in  any  way  relieve  the  municipality  from  the 
responsibility  of  maintaining  the  highways  in  a  reasonably  safe 
condition  for  public  travel,  and,  as  it  cannot  shift  its  liability  to  a 
railway  company  by  contracting  with  it  for  the  maintenance  of  the 
way,  it  would  seem  that  it  should  be  authorized,  if  it  is  not  under 
a  legal  obligation,  to  repair  the  way  when  out  of  repair,  whatever 
the  cause.  The  laws  presuppose  a  highway  maintained  by  the  pub- 
lic, and  the  court  is  of  the  opinion  that  it  is  not  beyond  the  au- 
thority of  the  public  officers  to  build  a  highway  that  will  support 
such  traffic,  even  though  it  need  a  heavier  pavement  than  ordinary 
traffic  requires.  It  is  also  of  the  opinion  that  it  cannot  he  said  that 
the  city  engages  in  work  of  internal  improvement  by  making  a 
contract  whereby  it  shall  construct  and  repair  its  highways  and 
pavements,  instead  of  allowing  the  railroad  company  to  interfere 
with  them. 


SUFFICIENT  COMPLIANCE  WITH  STATUTE  GIVING 
RIGHT  TO  TAKE  POSSESSION  OF  LAND  NEEDED  TO 
CROSS  RAILROAD— RIGHT  NOT  SUSPENDED  BY  AP- 
PEAL. 


Wabash  Railroad   Co.   vs.  Ft.  Wayne  &  Southwestern  Traction  Co. 

(Ind.),  67.  N.  E.  Rep.  674.    June  5.  1903. 

Intertirban  street  railroad  companies  are  expressly  authorized  bv 
statutes  in  Indiana  to  construct  their  roads  across  any  railroad  in 
the  state.  When  the  proposed  crossing  is  not  within  the  limits  of 
any  street  or  highway,  if  the  two  corporations  cannot  agree  upon 
the  amount  of  compensation  to  be  made  therefor,  or  the 
manner  of  such  crossing,  the  same  must  be  ascertained  and  de- 
termined by  commissioners  to  be  appointed  as  is  provided  in  the 
statute  in  respect  to  the  taking  of  lands.  In  this  case  the  filing  of 
the  instrument  of  appropriation  in  the  office  of  the  clerk  of  the 
proper  court  in  which  the  land  or  interests  to  be  appropriated  were 
situated,  the  notice  thereof  given  by  the  traction  company  to  the 
railroad  company,  the  action  of  the  court  thereon  in  the  appointment 
of  duly  qualified  appraisers  the  award  of  the  appraisers  in  writing 
assessing  the  amount  of  the  damages  sustained,  and  designating  the 
manner  of  the  crossing,  and  the  payment  by  the  traction  company 
to  the  clerk  for  the  use  of  the  railroad  company  of  the  damages  as- 
sessed, constituted,  as  the  supreme  court  of  Indiana  thinks,  a  suffi- 
cient compliance  with  the  statute  under  which  the  proceedings  were 
taken,  and  authorized  the  traction  company  to  take  possession  of  the 
strip  of  land  designated  in  the  instrument  of  appropriation  for  the 
purpose  of  constructing  the  crossing.  Nor  does  it  consider  that 
this  right  was  lost  or  suspended  by  reason  of  the  exceptions  and 
appeal  by  the  senior  corporation,  or  railroad  company. 


LIABILITY  FOR  "RAILWAY  SPINE"— COMPANY  NOT  LI- 
ABLE FOR  PUNITORY  DAMAGES  AFTER  CRIMIN.\L 
PROSECUTION  OF  NEGLIGENT  EMPLOYES. 


Patterson  vs.  New  Orleans  &  Carrollton  Railroad.  Light  &  Power 
Co.  (La.).  34  So.  Rep.  782.  Feb.  t6.  1903.  Rehearing  denied 
June  22.  1903. 

The  plaintiff  sued  the  above  and  another  company  for  damages 
for  personal  injuries  sustained  whilst  a  passen.eer  in  a  street  car, 
which,  through  the  negligence  of  its  servants,  was  collided  with  by 
a  car  belonging  to  such  other  company,  against  which  he  obtained 
a  judgment  for  $4,000     The  plaintiff  and  the  medical  experts  sworn 


Dec.  20.  1903.1 


STREET    RAILWAY    REVIEW. 


979 


on  his  behalf  testified  that  the  injuries  so  received  had  resulted  in 
partial  paralysis.  Upon  the  other  hand,  medical  experts  called  on 
behalf  of  the  company,  whilst  conceding  that  he  was  not  responsi- 
ble for  his  condition,  and  also  conceding  the  possibility  that  such 
a  condition  might  have  resulted  from  the  causes  to  which  he  at- 
tributed it,  propounded  the  theory  that  he  was  suflfering  from  "rail- 
wai  spine";  that  is,  that  he  was  the  victim  of  his  imagination,  anil 
believed  that  he  was  paralyzed,  whereas  he  was,  in  fact,  aJFected  by  no 
physical  ailment.  But  as  it  did  not  appear  that  he  was  any  more 
likely  to  get  well  in  the  one  case  than  in  the  other,  and  as,  in 
neither  case,  was  he  responsible  for  his  condition,  the  supreme 
court  of  Louisiana  says  that  it  was  not  clear  that  it  would  make 
any  difference,  for  the  purposes  of  the  present  claim,  whether  he 
was  really  paralyzed  or  was  merely  laboring  under  a  fixed  belief 
10  that  effect.  Considering  the  whole  evidence,  however,  the  con- 
clusion was  reached  that  the  company's  theory  was  not  sustained. 

The  actual  wrongdoers,  i.  e..  those  in  charge  of  the  colliding  car. 
having  been  prosecuted  criminally,  and,  no  doubt,  punished  if  they 
deserved  it,  the  court  holds  that  there  was  no  sufficient  reason  for 
awarding  punitory  damages  against  the  company,  which  was  only 
consequently  liable  as  the  principal  is  liable  for  the  acts  of  his 
agent. 


NEGLIGENCE  IX  E.MPLOYING  TOO  YOUNG  AND  INEX 
PERIENCED  MOTORMEN— DUTY  OF  MOTORM.'XN  SEE- 
ING .V  PERSON  NEAR  TRACK— INFERENCE  FRO.M 
FAILURE  TO  STOP  CAR  IN  SHOR  I  SPACE  AS  POSSI- 
BLE. 


Crisman  vs.  Shrevcport  Belt  Railway  Co.   (La.),  34  So.  Rep.    718 

Dec.  IS,  1902.     Rehearing  denied  June  22,  1903. 

It  is  negligence,  on  the  part  of  an  electric  railway  company  whose 
line  traverses  a  city,  the  supreme  court  of  Louisiana  holds,  to  have 
one  of  its  cars  in  the  charge  of  a  young  man  only  18  years  old, 
whose  experience  in  the  handling  of  an  electric  car  dates  only  20 
days  back.  For  the  shortcomings  of  such  a  motornian,  in  a  case 
where  the  death  of  a  human  being  has  ensued,  the  car  company  will 
be  held  to  the  strictest  accountability;  and  doubt  as  to  whether  the 
life  of  the  deceased  might  not  have  been  spared  had  the  car  btdi 
in  the  hands  of  a  more  experienced  and  more  competent  motoniian 
will  be  construed  against  the  car  company. 

The  situation  having  been  that  the  street  was  one  thoroughfare, 
with  continuous  pavement  from  curb  lo  curb,  the  car  track  being 
in  the  center,  the  rails  flush  with  the  surface,  and  nothing  setting 
them  off  from  the  rest  of  the  street;  and  that,  as  the  car  ran  the 
deceased  was  riding  on  horseback  somewhat  ahead  of  the  car,  close 
enough  to  the  track  for  his  proximity  to  challenge  attention  (not 
so  close,  however,  as  to  be  within  the  line  of  danger),  and  that  the 
car  was  gaining  upon  him,  and  that  the  street  was  somewhat 
crowded — the  court  holds,  first,  it  was  not  negligence  under  the  cir- 
cumstances not  to  have  checked  the  speed  of  the  car  before  the 
actual  emergency  had  arisen ;  secondly,  it  was  incumbent  on  the 
motorman,  under  the  circumstances,  lo  prepare  for  emergencies  by 
turning  off  his  current  and  winding  the  slack  out  of  his  brake,  and 
the  failure  to  do  the  latter  was  negligence. 

From  the  fact  that  the  car  was  not  stopped  within  the  space  with 
in  which  it  was  possible  to  stop  it.  there  arises  an  inference  that 
the  motorman  was  not  as  prompt  or  as  energetic  as  it  was  possible 
for  a  motorman  to  he.  and  this  inference  overcomes  the  statement 
of  witnesses  that  the  motorman  did  all  that  was  possible  to  stop  the 
car. 


LIABILITY  FOR  GIVING  WRONG  TRANSFER— TICKET  A 
MERE  TOKEN— PASSENGER  NOT  REQUIRED  TO  VERI- 
FY ACTS  OF  CONDUCTOR. 


Memphis  Street   Railway  Co.  v«.  Graves   (Tenn.),  75  S.   W,  Rep. 

729.     May  23.  1903. 

The  supreme  court  of  Tennessee  holds  that  there  was  no  error 
in  charging  the  jury  that  "it  was  the  duty  of  the  defendant  com- 
jiany,  upon  being  applied  lo  for  a  transfer,  to  furnish  the  plaintiff  a 
proper  transfer,  and,  if  the  conductor  furnished  the  plaintiff  a  dif 
ferent  transfer  from  the  one  called  for,  that  would  be  the  negligence 
of  the  conductor,  and  not  the  negligence  of  the  plaintiff;  that  the 
plaintifT  had  the  right  lo  presume  thai  the  street  car  conductor 
would   do  his  duly   in   Ihc  premixrs,  and  had  a   right   lo  rely  for 


passage  upon  the  transfer  given  him."  It  docs  not  think  the  conten- 
tion sound  that  passengers  should  be  required  to  examine  transfei 
'  tickets  when  handed  10  them,  and  verily  the  action  of  the  conductor, 
and,  if  there  is  any  defect  in  the  ticket  or  any  deviation  from  the 
request,  to  have  it  at  once  corrected,  and,  if  he  does  not  do  so,  he 
is  guilty  of  such  negligence  as  must  bar  his  recovery. 

The  ticket,  the  court  say-s,  is  a  mere  token,  to  be  used  for  the 
convenience  of  the  road.  It  is  not  the  contract  between  ihe  road 
and  the  passenger.  It  i>  a  statement  by  the  initial  conductor  to  the 
subsequent  conductor  what  the  contract  is,  and  what  the  passengci- 
is  entitled  to.  and.  if  it  is  not  correct,  the  fault  is  that  of  the  road. 
Nor  can  the  passenger  be  required  to  verify  the  acts  of  the  con- 
ductor, but  they  may  presume  that  he  acts  correctly.  The  tickets 
or  tokens  are  prepared  by  the  company.  They  contain  more  or  less 
of  printed  and  other  directions.  Some  passengers  cannot  read. 
Others  arc  children.  None  of  them  have  the  time  or  opportunity  in 
tile  rush  of  travel  to  scrutinize  Ihe  ticket,  and,  in  many  instances, 
if  they  did,  they  could  not  understand  the  devices  used  by  the  com- 
pany, Ihe  passenger  has  the  right  to  presume  the  conductor  has 
given  him  a  proper  ticket ;  and.  if  he  make  a  mistake,  it  is  the  fault 
of  the  company,  for  which  it  is  liable;  and,  if  the  passenger  in  good 
faith  accept  the  ticket,  he  is  not  bound  to  s  op  and  scrutinize  it.  to 
see  that  no  mistake  has  been  made. 


REASONABLENESS  OF  REGULATION  l.l.MllTNG  ITMF. 
IX)R  USE  OF  TRANSFER— TRANSFER  VOID  AFTER  EX- 
PIRATION OF  TIME  LlMir  PUNCHED  AND  FARE 
MUST  BE  PAID  ALTHOUGH  THERE  HAS  BEEN  NO  OP- 
PORTUNITY 10  USE  TRANSFER— REMEDY  OF  PAS- 
SENGER IN  ACTION— EJECTION  ONCE  BEGUN  MAY  BE 
COMPLETED  N( VTWrTIISTANDING  SUBSEQUENT  TEN 
DER  OF  FARE 


iiiirison   vs,   T'nited    Railways  &   Electric  Co,   of   Baltiniorc    (Md,). 

55  All.  Rep,  J7I,    June  29,  1903. 

.\  statute  requiring  the  giving  of  a  free  transfer,  when  requested, 
upon  the  payment  of  each  cash  fare,  which  transfer  shall  be  good  at 
all  points  of  intersection  of  lines  of  the  company  for  a  continuous 
ride,  but  the  statute  containing  no  specific  provision  declaring  for 
what  length  of  time  the  transfer  shall  be  good,  the  court  of  appeals 
of  Maryland  says  that  it  is  obvious  that  it  does  not  contemplate  that 
no  reasonable  regulation  shall  be  made  upon  the  subject.  In  the 
nature  of  the  case,  regard  being  had  to  the  character  and  the  mag- 
nitude of  the  business  of  conveying  on  street  cars  hundreds  of  thou- 
sands of  passengers,  it  would  seem  to  be  a  very  proper  precaution 
for  the  company  to  protect  itself  against  imposition  by  affixing  to 
the  transfers  which  it  is  required  to  issue  a  limit  beyond  which  they 
should  not  be  available  for  use.  When  thus  limited  they  are  void, 
and  do  not  entitle  the  holder  to  ride  on  the  cars  after  the  expira- 
tion of  the  time  ,specified  by  the  punch  marks.  'lite  statute  makae 
the  transfers  good  for  a  continuous  ride.  That  language  would 
seem  lo  exclude  Ihc  notion  that  there  can  be  no  time  limit  affixed, 
.'\  continuous  ride  does  not  mean  a  ride  interrupted  by  a  consider- 
able interval  of  time.  If  Ihc  time  within  which  the  transfer  may  he 
used  expires  by  reason  of  the  failure  of  Ihe  company  lo  run  its 
ears  frequently  enough,  that  fact  does  not  make  the  transfer  good, 
or  authorize  a  conductor  lo  honor  it.  In  such  circumstances  il  is  Ihe 
[ilain  duly  of  Ihe  passenger  lo  iiay  his  fare.  But  he  is  not  without 
remedy.  If.  by  the  company's  fault,  the  transfer  expires  before  the 
holder  has  had  an  opportunity  lo  use  it,  and  in  consequence  he  is 
required  to  pay  and  does  pay  his  fare,  he  would  have  his  action 
against  the  company.  Rut  if  it  were  hold  that,  in  spite  of  the  ex- 
piration of  Ihc  transfer,  Ihc  conductor  was  still  obliged  lo  accept  it. 
the  company  woidd  be  exposed  lo  flagrant  imposition  without  any 
meatvs  of  prolecling  itself.  The  iransfer.  like  a  railronil  company's 
ticket,  is  Ihc  evidence  of  the  passenger's  right  to  ride.  If  Ihe  trans- 
fer, like  the  lickcl,  Is  void  on  its  face,  it  is  not  a  token  of  Ihe 
holder's  right  lo  he  Iransporteil  on  the  carrier's  conveyance. 

Furthermore,  both  upon  authority  and  principle,  it  is  clear,  the 
rourl  holds,  thai,  when  Ihe  condnclor  has  given  the  passenger  a  rea- 
sonable lime  and  opporlunily  to  pay  Ihe  fare,  and  Ihe  passenger  has 
persislcnlly  refused  to  comply,  and  Ihe  cnndurinr  has  iK'gun  the 
process  of  expulsion  by  stopping  Ihe  car  or  by  applying  force  lo  the 
passenger,  when  necessary,  Ihe  passenger  thereupon  forfeits  his 
rights  as  a  passenger,  and  his  ejection  may  be  complcled,  even 
Ihougli  he  may  thereafter  lender  the  performance  demanded. 


980 


STREET  RAILWAY  REVIEW. 


IVuL.  XIII,  No.   12. 


ELECTRIC  KAILUAV  NUI  AX  AUUUTOXAL  SERVllUUE 
— ABb'TTER  XOT  ENHILEIJ  IO  CUMI'EXSA HON  BE- 
CAUSE OF  LOWERING  01-  GKAUIC— rR-\CKS  MAY  BE 
PLACED  AT  SIUK  OI-'  IlIGIiW.W— UWXI-.K.^I  III'  OE 
HIGHWAV  BY  i'LANK  ROAD  COMI'ANY  IMMAIERIAL 
— SMOOITl.NESS  BETWEEN  RAILS  AND  ADJOINING 
TRACK  NOT  REgUlREU— CROSSINGS  MOST  ABUTTER 
CAN  ASK— CONSEXl  OF  AUTHORITIES  MAY  BE  AS- 
SUMED.   

Austin  vs.  Detroit,  Ypsilaiiti  &  Ann  Arbor  Railway  (.Mich.),  yO 
N.  W.  Rep.   35.    July  14,  1903- 

The  more  imporlanr  questions  in  this  case  were,  according  to  the 
supreme  court  of  Michigan:  (i)  Was  the  construction  and  opera- 
tion of  this  electric  trolley  railroad  an  additional  servitude?  (.2) 
Has  an  abutting  owner  a  right  to  compensation  by  reason  of  the 
lowering  of  the  grade  of  the  highway?  (3)  Was  it  unlawful  to 
place  the  railroad  to  the  side  of  the  highway,  in  proximity  to  the 
plaintitT's  premises,  and  was  he  entitled  to  compensation  therefor? 
(,4)  Did  the  fact  that  the  highway  in  question  was  owned  by  a  plank 
road  company,  or  the  changing  of  the  grade  of  the  highway  to  ac- 
commodate the  railroad,  aflfect  the  question? 

Along  the  east  side  of  the  plaintiff's  farm  ran  a  steam  railroad, 
cated,  a  few  rods  east  of  his  house.  The  steam  railroad  was  about 
which  crossed  the  highway  in  question,  on  which  his  farm  was  lo- 
cight  feet  above  the  natural  surface  of  the  ground  bordering  the 
highway,  which  its  trains  crossed  above  grade  by  means  of  a  bridge. 
By  consent  of  the  plank  road  company,  by  which  the  highway  was 
maintained,  the  traveled  portion  of  the  highway  was  widened  and 
lowered,  by  grading,  to  accommodate  the  electric  road,  and  a  new 
bridge  was  built  by,  and  at  the  joint  expense  of,  the  two  railroad 
companies.  The  electric  line  was  laid  along  the  north  side  of  the 
highway,  near  to  the  line  of  the  street,  nearly  the  entire  width  of 
the  roadway,  including  the  bed  of  the  railway  track  being  cut  down 
to  a  uniform  grade,  so  that  the  cut  reached  the  level  of  the  highway, 
as  it  therefore  existed,  some  rods  west  of  the  plaintiff's  house, 
which  left  the  plaintiff's  premises  some  three  or  four  feet  higher  than 
the  roadway  where  the  cut  was  deepest,  the  ground  being  cut  back 
lo  within  a  foot  or  two  of  his  fence  at  the  surface,  and  sloping 
thence  to  the  track.  A  flight  of  five  or  six  steps  was  built  by  the 
railroad  company  from  the  track  up  to  the  level  of  the  land  in 
front  of  the  plaintiff's  house.  'Tliis  action  was  brought  to  recovei 
damages  for  an  alleged  injury  to  the  plaintiff's  premises,  his  conten- 
tion being  that  the  railroad  company  had  no  right  to  cut  ofif  or 
impair  his  access  to  the  highway  from  his  premises  by  lowering  the 
grade  for  its  track  below  the  highway  as  it  then  existed,  and  by 
laying  it  so  close  to  the  line  of  the  highway  as  to  subject  his  fence 
and  land  to  the  danger  of  sliding  into  the  highway. 

Under  these  circumstances,  the  court  decides  the  questions  stated 
in  the  negative.  It  holds  that  the  jury  should  not  have  been  al- 
lowed to  infer  that  the  construction  of  the  electric  railroad  consti- 
tuted an  additional  seryitude  because  of  its  location,  or  by  reason  of 
the  excavation  made  for  it,  or  for  the  impairment  of  access  to  the 
plaintiff's  premises  by  reason  thereof,  and  that  there  was  no  error 
in  instructing  the  jury  that  damages  were  not  recoverable  because 
of  the  prevention  of  the  hitching  of  teams,  in  front  of  the  plaintiflf's 
premises,  under  the  declaration. 

The  court  is  of  the  opinion  that  the  location  of  a  railway  in  the 
center  of  the  highway  cannot  he  required  by  an  abutting  proprietor. 
It  says,  too,  that  it  takes  judicial  notice  that  in  rural  districts  the 
traveled  portion  of  the  road  is  but  a  small  part  of  the  land  whhin 
the  limits  of  the  highway.  It  is  manifest  that  in  such  places  the 
railway  may  be  more  safely  operated  if  tiuilt  at  one  side  and  used 
separately.  It  was  evident  from  the  franchise  that  the  authorities 
thought  so  in  this  instance,  and  required  it  to  be  kept  away  from 
the  traveled  portion.  There  was  therefore  no  necessity  for  making 
a  smooth  way  between  the  rails  and  adjoining  the  track,  and  it 
might  have  been  imprudent  to  do  so.  thereby  inviting  travelers  to 
unnecessarily  drive  in  a  place  of  danger.  So  long  as  it  does  not 
oflfer  a  comparatively  insuperable  obstacle  to  the  use  of  the  portion 
of  the  highway  occupied  by  it  for  purposes  reasonably  necessary, 
and  reasonable  provisions  are  made  by  crossings  for  ingress  and 
egress  over  it,  and  from  adjoining  premises,  the  owner  of  such 
premises  cannot  complain,  if  he  could  in  any  case,  which  the  court 
does  not  decide. 

If  the  public  weal  requires  it,  it  is  as  much  within  the  power  of 
the  public  to  lessen  the  grades  for  street  cars  as  for  wagons  or  auto- 


mobiles. One  of  the  statutes  requiring  the  railway  to  be  laid  at 
the  same  grade  as  the  highway,  the  court  says  that  this  was  a 
proper  provision,  but  it  disbelieves  that  it  was  the  intention  that 
where  this  was  not  feasible,  in  view  of  existing  grades,  no  railway 
could  be  constructed,  or  that  the  adjacent  proprietors  acquired 
rights  to  compensation  in  consequence.  There  is  a  manifest  pro- 
priety, if  not  a  necessity,  that  the  township  authorities  provide  for 
such  general  grades  as  may  be  advisable,  and  cause  them  to  be 
made  at  the  time  a  railroad  is  constructed,  and  there  is,  to  the 
mind  of  the  court,  no  impropriety  in  imposing  upon  the  railroad  the 
burden  of  these  changes  for  the  general  public  good.  So  long  as 
the  authorities  do  not  object  and  take  steps  to  prevent  such  changes 
as  will  permit  of  a  proper  construction  of  the  road  that  they  have 
authorized,  we  must  assume  consent,  and  the  abutting  proprietors 

cannot  complain.  

P.OARDING  CROWDED  CAR— STOPPING  CAR  IMPLIED 
INVITATION  TO  TAKE  SAME— NOTICE  TO  BE  GIVEN 
WaiEN  STOPPING  NOT  INTENDED  AS  INVITATION- 
DUTY  TO  GIVE  PASSENGER  CHANCE  TO  GET  SAFE 
PLACE  BEFORE  STARTING  CAR— WHAT  CONSTI- 
TUTES A  PASSENGER— BURDEN  OF  PROOF  AS  TO 
TRESPASSER— CARE  REQUIRED  IN  CONSTRUCTION 
AND  OPERATION  OF  ROAD. 


Jolly  vs.  Citizens'  Street  Railroad  Co.    (Ind.),  67  N.  E.  Rep.  535. 

June  16,  1903. 

The  mere  fact  thai  a  car  was  "crowded"  with  passengers  when 
the  party  by  whom  this  action  was  brought  attempted  to  take  pas- 
sage thereon,  the  supreme  court  of  Indiana  holds,  would  not  alone 
,  constitute  his  act  of  negligence  per  se  (by  itselfj,  or  as  a  matter  of 
law.  Stopping  the  car  as  was  customary  was  at  least  impliedly  an 
invitation  to  those  in  waiting  to  take  passage  thereon  if  they  so 
desired.  If  the  company  by  stopping  its  car  did  not  thereby  intend 
or  desire,  by  reason  of  the  fact  that  it  was  already  crowded,  to  in- 
vite persons  waiting  to  take  passage  thereon,  it  ought  to  have  given 
some  warning  or  notice  to  that  effect.  As  to  whether  the  plaintiff 
was  or  was  not  guilty  of  contributory  negligence  in  boarding  the  car 
in  its  crowded  condition,  and  in  exercising  the  care  which  he  dia. 
was  a  question  of  fact  to  be  determined  by  the  jury,  under  and  in 
the  light  of  all  the  attending  circumstances,  after  being  properly 
instructed  by  the  court.  The  company,  under  the  circumstances, 
having  impliedly  invited  the  plaintiff  to  become  a  passenger  on  its 
car,  he  had  the  right  to  assume  that  its  servants  in  charge  thereof 
would  afford  him  at  least  a  reasonable  opportunity  to  secure  a  place 
of  safety  upon  the  car  before  it  was  started  or  put  in  motion. 

As  to  whether  the  relation  of  passenger  and  carrier  exists,  under 
certain  circumstances,  is  frequently  a  mixed  question  of  law  and 
fact.  Such  issue,  where  there  is  conflict  of  evidence  in  respect 
thereto,  is  one  for  the  determination  of  the  jury,  under  proper  in- 
structions, and  is  not  to  be  decided  by  the  court  as  a  matter  of  law. 
This  relation,  in  the  absence  of  an  express  contract  or  agreement, 
may  be  implied  from  the  attending  circumstances  in  the  case.  The 
circumstances,  however,  must  be  such  as  will  justify  an  implica- 
tion that  the  person  desiring  passage  has  offered  himself  to  the  car- 
rier, and  that  such  offer  has  been  accepted  by  the  carrier.  Or.  in 
other  words,  the  person  desiring  passage  must  in  some  manner  in- 
dicate his  intention  of  becoming  a  passenger,  and  place  himself  in 
the  charge  or  care  of  the  carrier.  In  this  case,  it  appearing  that  the 
plaintiff  was  waiting  at  a  point  where  it  was  customary  to  stop  to 
receive  passengers ;  that  he  desired  and  intended  to  take  passage ; 
that  the  car  was  stopped  for  the  purpose  of  taking  on  passengers, 
and  that  he  stepped  upon  the  step  '.if  the  rear  platform  and  was  at 
least  endeavoring  to  move  forward  onto  the  platform,  when  he  was 
injured  through  the  alleged  negligence  of  the  company,  the  court 
holds  that  he  was  at  least  prima  facie  shown  to  have  been  a  passen- 
ger at  the  time  of  the  accident.  If,  under  the  circumstances,  he  got 
upon  the  car  step  merely  as  a  trespasser,  and  not  for  the  purpose 
of  becoming  a  passenger  for  hire,  as  alleged  and  claimed,  then  the 
burden  was  upon  the  company  to  establish  that  fact. 

The  company,  as  shown,  being  a  common  carrier  of  passengers 
for  hire,  the  law  exacted  of  it  the  highest  degree  of  care,  skill,  and 
diligence  for  the  safety  of  its  passengers  in  operating  its  cars  and 
road,  consistent  with  the  mode  of  its  conveyance,  and  likewise  in 
the  construction  and  maintenance  of  its  tracks,  roadway  and  ma- 
chinery. But  it  was  only  liable  for  negligence,  and  could  not  be 
considered  as  an  insurer  of  the  safety  of  its  passengers. 


Oei  .  JO.  1903.] 


STl<i:iir  RAILWAY   RliVlliW. 


981 


Financial. 

The  quarterly  repon  of  the  Hudson  Valley  Railway  Co.,  extend- 
ing to  September  jotli.  sliows  gross  earnings  of  $181,388;  operat- 
ing expenses,  $103,823;  net  earnings.  $77,565;  fixed  charges.  $64,122; 
net  income,  $13,442. 


The  Aurora.  Elgin  &  Chicago  Railway  Co.  reported  for  October 
as  follows;  Gross  earnings,  $38,878;  operating  expenses,  $20,079; 
net  eaniings,  $18,799. 


The  annual  report  of  the  Norwich  (^Conn.)  Street  Railway  Co. 
showed  net  earnings  of  $43,539.  the  operating  expenses  being  $71,- 
990:  surplus.  $7,672.      I'he  road  carried  2,641.058  passengers. 


The  Montville  Street  Railway  Co.,  of  Norwich,  Conn.,  reported 
net  earnings  for  the  past  year  of  $43,866;  surplus,  $11,355.  The 
operating  expenses  were  $51,249.     It  carriei!   1.583,626  passengers. 


The  New  Ijjndon  Street  Railway  Co.  reported  for  1903  operating 
expenses  of  $47,907;  net  earnings.  $22,936;  deficit,  $499.  Tlie  num- 
ber of  passengers  carried  was  1,535,279.. 


The  Somers  &  Enfield  (Conn.)  Electric  Railway  Co.  reported 
operating  expenses  far  the  past  year  as  $7.473 ;  net  earnings.  $4,691  ; 
surplus,  $3,941.     It   carried   250,501   passengers. 


The  Capital  Traction  Co.,  Washington,  D.  C.  has  given  up  its 
fire  insurance  on  its  difTereiu  properties  and  has  set  aside  $100,000 
of  its  4  per  cent  bonds  as  its  own  insurance  fund. 


December  ist  the  regular  quarlerly  dividend  of  zY^  per  cent  was 
declared  by  the  Chicago  City  Railway  Co. 


The  Havana  Electric  Railway  Co's.  earnings  for  October  were 
reported  at  $125,031  (Spanish  silver),  an  increase  of  $18,892  over 
October  a  year  ago. 


The  Hartford  &  Springfield  Railw,iy  Co's.  annual  report  showed 
gross  earnings  of  $71,202;  operating  expenses,  $43,804;  net  earnings, 
$27,377;  dividends  and  taxes,  $14,900.  The  capital  is  $400,000; 
bonded  indebtedness,  $456,000;  cost  of  road  and  equipment, 
452.     The  road  carried   1.31 1.597  passengers  during  the  year. 


The  gross  earnings  of  the  Chicago  Union  Traction  Co.  in  Novem- 
ber were  stated  to  have  been  nearly  $2,000  a  day  over  the  earnings 
in  November,  1902. 


'ITie  Buflfalo,  Dunkirk  &  Western  Railroad  Co.,  which  is  now 
building  the  last  link  in  the  Cleveland-Hnflalo  line,  is  selling  its 
second  million  of  bonds  and  is  meeting  with  good  success. 


The  Farmington    (Conn.)    .Street   Railway   reported  operating  ex- 
penses of  $37,742  and  nc:  earnings  of  $531   for  the  last  fiscal  year. 


The  Sao  Paulo  Tramway,  Light  &  Power  Co.,  of  I'rnzil,  rcporl'- 
gross  earnings  of  $109,200  and  net  earnings  of  $77,000  during  Oc- 
tober, and  net  earnings  of  $745,000  for  the  10  months  of  the  current 
year.  Compared  with  last  year  this  shows  a  decrease  of  9.7  per  cent 
in  operating  expenses  for  October,  an  increase  of  .35  per  cent  in  the 
net  earnings  for  that  month,  and  an  increase  of  31.7  per  cent  in  the 
net  earnings  for  the  to  months. 


The  Detroit  United  Ry's.  operating  expenses  for  October  were 
$2.34,239,  an  increase  of  17.5  per  cent;  the  net  earnings  were  $150,- 
028,  an  increase  of  4.8  per  cent,  and  the  surplus  was  $67,982.  The 
operating  expenses  since  January  ist  increased  16.8  per  cent  and 
the  net  earnings  54  per  cent. 


The  annual  report  of  the  Geneva.  Waterloo,  .x-ncra  I'alls  &  Ca- 
yuga I^ke  Traction  Co.  shows  the  gross  earnings  to  have  been 
$29,293.  as  against  $2.i,8j6  for  the  preceding  year;  operating  ex- 
penses, $12343.  against  $11,792;  fixed  charge^.  $5,185.  against  $5,l.'i4; 
net  income,  $16450,  against  luAVt:  surplus.  $11,366,  against  $<j.ooi. 


10  iHoMths  of  the  year  shows  as  follows:  Gross  earnings.  $382,- 
800;  operating  expenses,  $205,626;  net  earnings,  $177,239;  fixed 
charges,  $92,212;  net  income,  $85,926.  Taxes  accruing  to  dale  were 
included  in  the  fixed  charges. 


i'he  Mass.ichusetts  railroad  commissioners  have  authorized  the 
Blue  Hill  Street  Railway  Co.  to  issue  $200,000  five  per  cent,  20- 
ycar  bonds  for  the  purpose  of  paying  the  floating  iiulebtedness. 


The  expenses  of  the  Boston  Transit  Co.  for  tlic  year  ending 
June  30,  1903,  were  $1,278,918.  iiiakiiiR  the  unal  expenditure  on  the 
subways  and  tunnel  $8,121,214. 

The  Michigan  Traction  Co.  has  given  a  uiorlgage  to  tlic  Knicker- 
bocker Trust  Co.,  of  New  York,  to  secure  the  payment  of  $500,000 
six  per  cent  gold  bonds  payable  in  20  years.  The  mortgage  covers 
the  line  from  Kalamazoo  to  Battle  Creek,  the  Battle  Creek  and  the 
Kalamazoo  city  railways,  also  the  franchises  granted  by  the  villages 
of  Comstock,  Augusta  and  all  places  through  which  the  road  passes, 
including  the  spur  to  Gull  Lake. 


MILWAUKEE  ELECTRIC  RAILWAY  &  LIGHT  CO. 
The  report  of  the  Milwaukee  Electric  Railway  &  Light  Co.  for 
October  shows  gross  earnings  of  $262,917,  as  against  $2,78.313  in 
October  of  last  year;  net  earnings,  $125,027,  compared  with  $123,- 
411;  fixed  charges,  $73,949.  as  against  $68,814;  net  income,  $52,674, 
as  compared  with  $57,137.  'The  surplus  from  January  ist  to  October 
31st  amounted  to  $520,071,  as  against  $528,758  for  the  correspond- 
ing period  last  year. 


N.  Y.,  N.  U.  &  II.  K.  K.  TROLLEY  COM P.\ NIKS. 
'The  three  trolley  companies  owned  by  the  New  York,  New  Haven 
&  Hartford  Railroad  Co.,  in  Conncclicut,  have  filed  annual  reports 
as  follows :  'The  Worcester  &  Connecticut  Eastern  Railw.iy  Co. 
gave  its  operating  expenses  as  $100,373  •  "et  earnings,  $26,823  •  s'""- 
plus,  $117,517;  passengers  carried,  2,464.000.  The  Meridcn  Elec- 
tric Railroad  Co.  reports  operating  expenses  of  $94,588;  net  earn- 
ings, $54,880;  surplus.  $15,601;  passengers  carried,  3,470.480.  'The 
Stamford  Street  Railroad  Co's.  operating  expenses  were  $55,411; 
net   earnings,  $27,542;   deficit,  $15,956;  passengers  carried.   2.101, ,104. 


MOLINE.  EAST  MOLINE  &  WATERTOWN  CO.  LRASED. 
November  2Sth  the  Moline,  East  Moline  &  Walcrtown  Railway 
Co.  filed  in  the  circuit  clerk's  office  at  Moline,  III.,  an  instrument 
by  which  it  leases  its  railway,  together  with  all  its  property  and 
appurtenances  to  the  Mississippi  Valley  Traction  Co.  for  50  years. 
At  the  same  time  a  deed  of  trust  or  mortgage  to  the  American 
Trust  &  Savings  Bank,  trustee,  of  Chicago,  to  secure  the  first  mort- 
gage l)onds  of  the  Mississippi  Valley  'Tracli(ui  Co..  was  filed.  The 
amount  given  in  the  trust  deed  is  $600,000. 

CONNECTICUT  RAILWAY  &  LIGHTING  CO. 
The  annual  report  of  the  Connecticut  Railway  &  Lighting  Co. 
shows  that  the  gro.ss  earnings  amounted  to  $1,048,258;  operating  ex- 
penses. $819,090;  net  eaniings.  $229,168.  'The  report  shows  a  deficit 
of  $79,864.  reported  as  due  to  "expenses  due  to  strikes."  llu-  1  ini^ 
under  this  head  being  $13,578,  $12,682.  $47,496  and  $7,119.  a  tol.il  of 
$80,875.  The  number  of  passengers  carried  for  the  last  year  was 
25,020,2,37;  number  of  employes,  900.  Salaries  amounted  to  $19,202; 
wages,  $125,507.  Damages  paid  amounted  to  $i9..so6;  legal  ex- 
fienses,  $24,272. 


The  statement  of  the  Northern  'Texas  Traction  Co.  for  the  first 


NEW  BEDFORD  &  ONSET  RY. 
The  annual  report  of  the  New  Bedford  &  Onset  Sireii  Railway 
Co.  for  the  year  ending  September  .iolli  slwuved  the  earnings  from 
operations  to  have  been  $91,721;  operating  expenses.  $.58,903;  net 
earnings,  $32,817;  fixed  charges.  $24.6,14;  siuplus  for  the  year. 
$8,182.  Number  of  passengers  carried  during  the  year,  1.023.748; 
average  number  employed.  45.  The  total  assets  are  $887..si)o;  cost 
of  road  and  equipment,  $6663)0 ;  capital  .stock.  $.5ooo(ki;  funded 
debt.  $280,000. 

IIOLYOKE   STKKI   I-   RAILWAY   CO. 
The   annual    report   of  the    Holyoke    Street    Railway    f'^p     for   the 
year  ending   September  .lolli  shows  a   deficit   of  $7,482.      llu-   kkpss 
earnlnRH   were  $,l69,.3.36;   operating   exiienses,   $25:^.706;    ml    ini-oiiii'. 


982 


STREET  RAILWAY   REVIEW. 


[Vol.  XIII,  No.  12. 


$116,629;  fixod  charges,  $63,459;  dividends,  $56,000;  deficit  at  Moun- 
t.iin   Park.  $4,642.     Number  of  passengers  carried,  6,998,056. 

UNION  STREET  R.MLWAY  CO. 
The  annual  report  of  Ihe  Union  Street  Railway  Co.,  of  New  Bed- 
ford, Mass.,  for  the  year  ending  September  30th  showed  the  earn- 
ings to  have  been  $366,158;  operating  expenses,  $258,753;  net  earn- 
ings, $107,400;  fixed  charges,  $55,237;  net  income,  $52,162;  divi- 
dends (8  per  cent  on  $600,000),  $48,000;  surplus,  $4,162.  Number 
of  passengers  carried  during  the  year,  6.964,930;  average  number 
employed,  240.  The  total  assets  are  $1,589,471  ;  cost  of  railway  and 
equipment,  $1,051,360;  capital  stock,  $900,000;   funded  debt,  $400,000 

D.AlRTMOUTH  &  WESTPORT  RY. 
The  annual  report  of  the  Dartmouth  &  Westport  Street  Railway 
Co.  for  the  year  ending  September  30th  showed  the  earnings  from 
operation  to  have  been  $145,656;  operating  expenses,  $102,945;  nel 
earnings,  $42,711;  fixed  charges,  $14,880;  net  income,  $27,830;  divi- 
dends (8  per  cent  on  $150,000),  $12,000;  surplus,  $15,830.  Number 
of  passengers  carried  during  the  year,  2,718,144;  average  number 
employed,  40.  The  total  assets  are  $286,292;  cost  of  railway  and 
equipment.  $259,742;  capital  stock.  $150,000;   funded  debt.  $90,000. 


JOLIET,  PL.MNFIELD  &  AURORA  R  R. 
The  Joliet,  Plainfield  &  Aurora  Raih-oad  Co.  has  issued  a  cir- 
cular in  which  are  set  forth  briefly  the  physical  features  of  the 
enterprise,  as  outlined  in  the  "Review"  for  June,  1903,  the  progress 
which  has  been  made  in  construction,  and  its  character,  and  the 
estimated  earnings,  which  on  a  very  conservative  basis  are  expected 
to  amoimt  to  at  least  $100,000  annually.  From  the  earnings  are  to 
be  deducted  55  per  cent  for  operation  and  $20,000  for  interest,  leav- 
ing $25,000  for  sinking  fund  and  dividends.  It  is  further  antici- 
pated that  the  bonds  will  be  worth  from  three  to  six  per  cent  pre- 
mium before  the  road  has  been  in  operation  two  years.  In  support 
of  this  it  is  stated  that  the  road  is  doing  a  phenomenal  business, 
actually  earning  the  interest  on  half  its  bond  issue,  the  proportion 
covering  the  Joliet-Plainfield  part  of  the  line.  In  other  words,  the 
money  necessary  to  pay  the  interest  on  the  bonds  covering  this  part 
of  the  road  is  being  earned  and  is  being  set  aside  daily  for  that 
purpose,  and  no  more  bonds  can  be  issued  until  the  line  is  finished 
to  Aurora,  which,  it  is  expected,  will  take  place  by  June  i,  1904. 
The  road  is  being  built  by  the  Fisher  Construction  Co.,  of  Joliet. 


MONTREAL  STREET 
The  October  Statement  of  earnings 
Street  Railway   Co.,  exclusive  of  the 
Park  Island  Railway  Co.,  follows : 

1902. 

Earnings  front  operation    $179,432 

Miscellaneous  earnings    1.972 

Total    earnings    181,405 

Operating    expenses     96,418 

Net    earnings    84.986 

Fixed    charges    15.991 

Net    income    68.995 


RAILWAY  CO. 
and  expenses  of  the  Montreal 
interest    on   the   Montreal   & 


1903. 

$204,152 

4.148 

206.600 

1 10.708 

95.89' 
18,921 

76.970 


Increase. 

$25,019 

175 

25,19s 

12,290 

10,905 

2.930 

7-97S 


INTERURBAN  STREET  RAILWAY  CO. 
The  Interurban  Street  Railway  Co.,  of  New  York,  reports  for  the 
quarter  ended   September  30tb.   covering  the  entire   system,   includ- 
ing the  Third   Avenue  Railroad   Co.   and   nil   leased   and   controlled 
properties,  as  follows : 

Increase. 

$198,522 

25.578 

172.944 

*5S.702 

117,240 

100,235 

17.007 


Earnings   from   operation    $5,570,212 

Operating    expenses     2.761.600 

Net    earnings    2,808.612 

Other   income    .■ 370.924 

Total    income    3,178,836 

Deductions    3.015.459 

Surplus    163,377 

*Decrease. 


LAKE   STREET  ELEVATED. 
The  annual   report  of  the  Lake  Street  Elevated  Railroad  Co..  of 
Chicago,  for  the  year  ended  June  30,  1903,  was  given  out  December 
5th.     It  shows  a  deficit  of  $49,170,  as  against  a  surplus  last  year  of 
$3.69.'?-     Following  is  the  statement : 


1902. 

Gross    earnings    $794,042 

Operating   expenses    409.155 

Net   earnings    , 384,887 

Fixed  charges    381,194 

Deficit    

f)perating   ratio    5153 

•Decrease. 


■903 

Increase. 

$834,059 

$40,017 

465.491 

56,336 

.?68,s68 

•16,319 

417.738 

36.544 

49.170 

49.170 

5580 

.0427 

INTERNATIONAL  RAILWAY  CO. 
I  he  statements  of  the  International   Railway  Co.,  of  Buffalo,  and 

the  Crcsstown  Street  Railway  Co.,  for  the  quarters  ending  Sept.  30, 
1902-03,   respectively,   follow : 

1902.              1903.  Increase. 

Ivarnings    from    operation    $999,060     $1,176,629  $177,569 

Operating   expenses   506,664          592.925  86,261 

\e-.    earnings 492.396          583.703  9I.307 

Other    income    20,457            21,686  1.229 

Gross  income    512,854          605,390  92,536 

I'ixed    charges    235.740          245,867  10,127 

Surplus     277.113          369,522  92,409 

( )perating    ratio    507                .503  *.004 

•Decrease. 


NORTHWESTERN  ELEVATED  K.  R.  CO. 

riic  annual  report  of  the  Northwestern  Elevated  Railroad  Co.,  of 
Chicago,  for  the  year  ended  June  .^o.  1903,  shows  the  following 
statistics  of  operation : 

Gross  earnings    $1,642,456 

Operating    expenses    517,441 

Net    earnings    1,125,015 

Fixed    charges    •  • 941.605 

Surplus     183,410 

The  assets  are  $29,954,472,  including  $28,589,089  cost  of  road  and 
c(|uipmen'.  :    capital   $10,000,000:   bonds  outstanding.  $18,000,000. 


LONG    ISLAND   TRACTION    CO. 
The  annual   report  of  the  Long  Island  Traction  Co.   for  the  year 
ending  September  30th  show's  operating  statistics,  as  compared  with 
the  previous  year,  as  follows: 

1902.  1903.         Increase. 

Earnings   from   operation    $9,413  $17,514  $8,101 

Operating   expenses    '. 6,320  12,282  5.962 

Net    earnings    3,093  5,232  2,139 

Other    income    86  86 

Gross    income    3.093  5.318  2.225 

Fixed   charges    127  127 

Net    income    3.093  5. 191  2.098 

The  assets  of  the  road  are  $1,024,567.  including  $995,057  cost  of 
road  and  equipment :  capital.  $750,000  common  and  $250,000  pre- 
ferred. 


BOSTON  ELEVATED   RY. 

The  Boston   Elevated  Railway  Co.  reported  to  the  railroad   com- 
mission  for  the  year  ended   September  ,30th  : 

1902.                  1903.  Increase. 

Earnings   from  operation   $11,421,030      $11,959,514  $638,484 

Operating   expenses    7.862,571          8,259,860  .397,289 

Net    earnings    3.458.4.S9          3.699.654  241,195 

Other   income    59,857  59.857 

Total    income    3,458,459          3.759,5 11  301,052 

Fixed  charges    2.8.36..56o         2.932.556  95.996 

Net    income    621.899             826.955  205,056 

Dividends   (6  per  cent) 600,000             798,000  198.000 

Surplus     21.899               28.955  7.056 

The  rent  of  the  subway  was  $1,101    less  in  1903  than  in    1902. 

The  balance  sheet  shows  a  surplus  of  $2,327,688  and  cash  amount- 
ing to  $4,019,432. 


ELGIN.  AURORA  &  SOUTHERN. 

The    comparative    statement    of    the    Elgin,  ,^urora    &  Southern 
Traction  Co.  for  October  is  as  follows: 

1902.  1903.  Increase. 

Earnings   from   operation $33,648  $37.oii  $3..l63 

Oi)erating   expenses    20,494  22,869  2,375 

Net    earnings    13.153  14.142  pSp 


Dec.  20.  1903-) 


STREET    RAILWAY    REVIEW. 


9.049 
4,104 


Fixed   charges 

Net  income  ^  ■ 

For  four  months ; 

Earnings  from  operation ^^^j-*^ 

Operating  expenses    

Xel    earnings    

Fixed  charges    

Net   income    • 


S3.418 
72.014 
36,198 
35.816 


9.172 
4.969 

5172,062 

94.459 
77.612 
36.690 
40,922 


123 
865 

$16,030 

11,041 

5.598 

492 

S.106 


TOLEDO  R.MLWAYS  &  LIGHT  CO. 
The  statement  of  operation  of  the  Toledo  Railways  &  Light  Co. 

for  October  is  as  follows; 

1902.  <903- 

Earnings   from  operat-on S,2^487        ^Ujg. 

Operating  expenses   ^4^3  .^ 

^«  '''^'"^' ::::::::::::;::;  33:832     4..245 

25,172    26,601 


Fixed   charges    

Net    income    

For  the  lo  months  : 
Earnings    from    operation 

Operating    expenses    

Net    earnings     

Fixed    charges    

Net   income   


Increase. 

$18,164 

14.322 

3.842 

2,413 

1.429 


.$1,193,546 
607.072 

.  586.4-4 
381.541 

.      204,933 


$1,368,580 
705.979 
662,601 
408,096 
254.505 


NORTHERN    OHIO    TRACTION    ii    LIGHT 
The"  comparative    statement    of    the    Northern    Ohio 
Light  Co.  for  October  is  as  follows 


$175,034 
98,907 
76,127 
26,555 
49.572 

CO. 
Traction   & 


1902. 
.$65,627 
.  36,332 
.  29,394 
.  16,769 
.  12,525 
. .      5536 


Earnings   from  operation 

Operating   expenses    

Net   earnings    

Interest  

Net    income    

Operating  ratio   

For  the  10  months: 

Earnings   from   operation $617,526 

Operating    expenses    

Net   earnings    

Interest     

Net    income    

Operating   ratio    

*Decrease. 


340,470 
277.055 
170,067 
106,988 

.5513 


1903. 
$75.27" 
4I.3>4 
33.957 
22,446 
n.5H 
.5488 

$741-573 
403.263 
388..309 
222,111 
116,198 
.54.38 


Increase. 
$9,644 
4.982 
4.563 
5.677 
*  1,014 
.0048 

$124,047 

62,793 

111,254 

52.044 

9,210 

.0075 


LAKE  SHORE  ELECTRIC  RY. 
Following  arc  the  earnings  of  the  Lake   Shore   Electric 
Co.  for  October: 


12,291 


igo2. 

Earnings   from   operation $4'.975 

Operating  expenses    ^-    •' 

Net  earnings    

Interest    

Deficit    

For  the  10  months : 
Earnings  from  operation 


1903. 
$55.3.36 
35-589 
19.747 
20.370 
623 


$523,250 
326.72s 
196.524 
200,004 

' ' ' ' ' ' ' 3.479 

for    Novemlx-r    were  $4.5.034. 
iTeWling  ofT'in  October  and    November  is 


$384,549 

244.7M 
Operating   expenses    L, 

Ne.   earnings    '^^^S? 

1 ntercst     

Deficit     

The  passenger  earnings 
11171      The   falling  ofT  i.-    -  u„..c. 

SeaUing  down  of  boilers  in  the  Fremont  power  house 


1 10,807 
156,672 

45.864 


983 


*5i.i32 


Net    income    '^'P 

Dividend    '56.672 

,,      ,                                               5,267 

Surplus    ^ 

Deficit    

•Decrease.  .         ,  ^ 

The  road  carried   .8,260,0.9  passengers  during    '«  yeaj'  3    ,,„ 

crease  of   ..38..n4  over   .902;   average   number  of   employes,  ^S^o. 

I'he  total  assets  are  $3,770,862 

.•«8;  capital  stock,  $..958,400;  bonds. 

able,  $953-000. 


a 
due 


an  in- 


62  ■  cost  of  road  and  equipment,  ^,eoo,- 
$600.000 ;  loans  and  notes  pay- 


SPRINOFIELD  STREET  RAILWAY  CO^ 

statement:  _^^ 

Earnings   from  operation $8.w.'68 

Miscellaneous  earnings 

Total    earnings    

Operating  expenses    

Net    earning-i    

Fixed  charges    


I'lULADELPHIA  CO. 
comparative  statement  for  October  of  .he  Phila- 


Following    is  ih 
delphia  Co.  and  alViliatcd  corporations  ; 

1902. 

Earnings   from  operation $.,146,297 

Expenses  and  taxe 
Net   earnings    .... 
Miscellaneous   income 
total  earnings  and 

Fixed   charges    

Total   income    

Dividend,   Phila.  Co.  Pref 
Surplus    

♦Decrease. 

For  10  months  of  calendar  year: 

1902. 

Earnings    from    operation $.1,255,273 

Expenses  and  taxes 6,425.059 

Net    earnings    

Miscellaneous    income 

Toal   earnings   and   income 5.2.57.69! 

Fixed  charges    

Total    income    

Dividend,  Phila.  Co.   Pref 

Surplus    

•Decrease. 


Railway 

Increase. 

$7..'!6i 

5.906 

7.456 

20.370 

623 

$1.38,701 

82,014 

56,687 

200,004 

3.479 

gain   of 

to  the 


5.497 

844.6<''5 

594.636 

25o.r2') 

88.o«« 


1903 
$9074.2 
8.464 
915.876 
674.426 
241.450 
130,643 


659,207 

487,090 

23,297 

income 510,387 

315,094 

195.292 

23.936 

17I.35(' 


4.830,213 
427,483 


1903. 

$1,283,915 
796.523 
487.39. 
17,766 
505,167 
328,001 
177,166 
23,936 
.53-229 


Increase. 

$137,618 

137,316 

30. 

*5.52i 

»5,220 

12,907 

♦18,126 


3,075,921 

2,181,776 

240.232 

1,941,543 


1903. 
$12,611,898 
7-3.36,889 
5.275.008 

354.866 
5.6-'9.875 
3.200,235 
2,429,639 

2.39.356 
2.190,283 


.8,. 27 


Increase. 

$1,356,625 
9... 830 
444.795 
*72,6.7 
.172,178 
.24,314 
247,863 
♦876 
248,740 


MANHAPrAN   RAILWAY    CO. 

■"7ri;:e=t;=.-H-"r'"-^ " 

were  $6,441,437  ;  operating  expenses,  $2,8.9.76.3 
(,7.,:   total   income,  $3,797,057;   interest   ..n   b 
$!i87.5o8:  net  income.  $2,.305.53.- 
■  The  comparative  statement  for  the  year  toll 

1902. 

Gross   earning^  .$1  ..0^-7.746 

i,  ^4^.V)t 
Operaliiig  expenses   ■''•?'*-^  •' " 

Net   income   :  '  ,«,-i 

t  .  6038.15' 

loal  income 

Inlerest  and  .axes 

Dividends     

Surplus    

•Decrease. 

The  Inlerborough    Kai'.d    1  lansil   C 
.-li-vau-d  (or  the  si.\ 


2.712,081) 
1 ,920,000 
1 ,406,062 


net  earniiiKS, 

$3,621,- 

jncis,   $004,018 

;    taxes. 

iws : 

1903. 

ncrease. 

$12,651,977    * 

1.584.23. 

5.429.474 

♦1 15.921 

7,222,503 

1.700,152 

7,5f)8.362 

1.. 5,10,2 11 

2.K44-5''4 

132,475 

3.894.000 

1 .974.01X) 

829,798 

♦576,264 

of  the  Manh.illan 
is  as   follows  : 


staemenl  of  its  npeialion 
«ubs  ended  Scplcmber  30'.h 


Increase. 
$68,244 
2.967 
71.211 
79.790 
•8,579 
42.555 


larniiigs   from   operandi 

Operaling   expenses    

Net    earnings    .    

Gross    income    

Interest    and  taxes 

Net   income    

Divs.    on    Man     Rv.    slock    (3   Pf 
cent)    •  .  

Surplus    

(iperating    ratio 
•  Decrease 


1902. 
$5,352,262 
2,740,046 
,  2,612.316 
,  2.804,89. 
.  1,300.619 
.    1.504.273 


960,000 

544,273 

5"9 


.903- 
$6,210,540 
2,609,710 
3,600.830 
3,77 1, .V'5 
1,353.0.18 
2,418,267 

1,656,000 

762,267 

.4202 


Increase. 

$858,278 

♦  1 30,3.36 

988.514 

(/)6,4.4 

52.4'9 

908.994 

696,000 

217.994 

.0917 


984 


STKKEI    RAILWAY  REVIEW. 


[Vol.,  Xin.  No.  12 


To  Prevent  Accidents. 


BV    C.    J.    A.    I' 

The  causes  of  accidents  arc  too  numerous  to  be  enumerated,  but 
the  one  most  frequently  beard  is  "the  brakes  refused  to  work.' 
If  all  tbe  accidents  attributed  to  tbat  cause  are  really  the  result  of 
brakes  refusing  to  work,  there  must"  lie  a  woeful  lack  of  efficiency, 
or  negligent  supervision  of  car  barn  work.  It  is  incredible  that 
any  electric  railway  manager  can  be  so  lax  in  management  as  not  to 
make  the  safety  of  cars  a  prime  factor  in  tbe  management  of  his 
road.  It  has  lieen  tbe  writer's  ex|icrience  that  the  sooner  a  "brakes 
won't  hold"  motorman  is  placed  on  the  retired  list  the  better,  both 
for  the  man  and  the  company.  .\  motorman  who  will  operate  a  car 
even  for  one-half  a  trip  and  does  not  discover  that  the  brakes  are 
not  what  they  should  be  is  not  a  safe  man  in  be  intrusted  with  the 
operation  of  an  electric  car. 

.\  method  which  has  been  found  effective  in  bringing  motormen  to 
a  realizing  sense  of  the  uselcssncss  of  such  an  excuse  is  to  have 
each  man  make  a  written  report  of  the  condition  of  his  car  when 
he  leaves  it,  cither  at  the  barn  or  when  he  turns  it  over  to  the  relief 
crew.  In  these  reports  especial  stress  is  placed  on  the  report  of 
"condition  of  brakes."  Failure  to  note  either  "O.  K.,"  or  call  atten- 
tion to  a  defect,  is  cau.se  for  reprimand.  If,  after  making  a  report 
of  "O.  K."  the  brakes  art  inspected  and  found  defective,  he  suffers 
the  consequences.  Or,  if  he  brings  a  car  in  at  night  and  his  report 
reads  "O.  K.,"  then,  if  he  takes  the  same  car  out  in  the  morning, 
and  it  is  not  in  working  order,  he  is  the  suflerer.  In  this  manner 
carmen  know-  that  they  are  held  responsible,  to  the  extent  of  re- 
porting correctly,  at  le.ist,  for  the  condition  of  their  cars.  Should 
a  motorman  report  a  defect,  and  it  is  not  repaired  or  adjusted  by  the 
car  barn  employes,  motormen  have  strict  instructions  not  to  take  out 
or  continue  operating  such  cars,  and  to  report  the  facts  to  the  super- 
intendent at  once.  This  may  seem  like  allowing  motormen  to  "go 
over  the  heads"  of  the  car  repair  department,  but,  as  safety  is  an 
all-important  matter,  it  is  a  method  which  tends  to  prevent  work 
being  slighted  by  the  car  house  employes. 

Then  we  have  the  rear-end  collisions,  often  caused  by  bunching 
cars  on  one  line  and  not  giving  ample  instructions  as  to  what  cars 
are  to  make  the  stops  for  picking  up  passengers.  In  such  a  case  the 
crew  operating  the  head  car  will  perhaps  run  by  several  crossings, 
relying  on  the  car  following  to  pick  up  passengers;  the  next  inan 
may  think  the  same  thing  and  follow  the  head  car  closely  at  a  good 
rate  of  speed;  then  the  fir.st  car  makes  an  unexpected  stop,  the 
next  car  is  too  close  to  come  to  a  stop  in  time,  and  then  comes  the 
crash — and  next  the  question,  "Who  is  to  blame?" 

It  appears  to  me  that  the  safe  plan  is,  first,  to  prohibit  cars  from 
running  closer  to  each  other  than  would  allow  of  making  a  safe  or 
sure  stop  at  any  time;  second,  when  cars  are  bunched  regulations 
for  picking  up  passengers  should  be  adopted.  This  can  be  done  by 
numerous  methods,  and,  if  properly  handled,  time  can  be  saved  for 
all  cars.  When  a  line  has  a  numljer  of  railroad  crossings  to  con- 
tend with,  the  rule  of  having  all  cars  come  to  a  "dead  stop"  should 
be  strictly  enforced.  It  is  at  these  points  where  the  "brakes-won't- 
hold"  man  usually  comes  to  grief.  lie  will  "sneak"  up  to  a  cross- 
ing, and,  if  he  thinks  the  crossing  is  clear,  will  not  wait  for  the 
conductor  to  flag  him  across,  but  "take  a  chance  at  it."  Then,  if 
anything  goes  wrong,  it  is  a  case  of  "the  brakes  would  not  hold."' 

The  writer  has  noticed  a  tendency  among  carmen  to  accept  a 
"come  ahead"  signal  from  almost  any  person  at  a  crossing.  This  is 
a  bad  practice,  and  motormen  who  do  so  are  not  fit  to  operate  cars 
over  such  points,  .^n  outsider,  even  though  he  be  a  railroad  em- 
ploye, is  not  familiar  with  the  speed  at  which  a  car  can  safely  cross 
a  track,  and  he  may  give  a  signal  to  come  ahead  w'hen  it  is  impos- 
sible for  a  motorman  to  clear  the  crossing  in  front  of  an  approach- 
ing train. 

Other  accidents  are  caused  by  carmen  having  indulged  a  little  too 
freely  in  intoxicants.  This  class  of  men  is  rapidly  being  weeded 
out  of  the  service  of  nil  steam  and  electric  roads,  and  the  impor- 
tance of  being  rid  of  such  men  is  too  obvious  to  require  comment. 
Still  another  frequent  cause  of  accidents  is  running  into  open  or 
misplaced  switches.  A  motorman  who  will  run  up  to  and  over  a 
blind  switch  at  such  rapid  speed  that  he  can  not  come  to  a  stop 
when  he  sees  the  switch  is  set  wrong  needs  a  little  advice,  and 
it  should  be  administered  before  he  has  an  accident  resulting  from 
such   running.     Then   we   have   the  numerous  accidents  caused  by 


reckless  running,  misjudging  distances,  etc.  Motormen  will  too  fre- 
quently continue  running  at  a  high  rate  of  speed  after  seeing  that 
they  are  getting  into  close  quarters,  but  depend  on  the  other  party 
to  get  out  of  the  road,  or  rely  upon  their  ability  to  make  a  quick 
enough  stop  to  prevent  an  accident  should  they  get  in  a  tight  place. 

But,  some  will  say,  you  will  lose  time  if  you  do  not  take  a  chance 
sometimes.  That  may  be  true,  but  of  what  consequence  is  a  half 
or,  for  that  matter,  a  whole  trip  lost  in  a  day,  when  your  taking 
chances  costs  more  in  accident  claims  than  a  good  many  trips  will 
bring  in? 

There  is  one  cause  of  accidents  that  can  be  traced  directly  to  the 
conduct  i>f  petty  officers  in  their  dealings  with  tbe  men.  The  writer's 
experience  with  handling  men  has  convinced  him  that  a  good  many 
accidents  can  be  avoided  by  having  the  good-will  of  all  employes. 
A  good  many  carmen  will  neglect  their  duties  simply  because  they 
imagine  they  are  not  receiving  proper  consideration  from  the  man- 
agement. This  feeling  is  very  often  caused  by  the  action  of  some 
petty  officer  who  happens  to  be  in  charge  of  the  men,  but  who 
has  become  so  arrogant  that  an  employe  cannot  get  a  civil  answer 
to  a  question  asked  of  him.  This  naturally  irritates  a  carman  and 
leads  to  carelessness  on  his  part. 

If  some  "bosses"  were  made  to  understand  that  they  are  there  to 
instruct  and  he  of  assistance  to  the  men.  and  that  they  are  not  "mule 
drivers,"  a  good  number  of  .accidents  would  be  avoided.  Discipline 
is  most  essential  to  the  operation  of  an  electric  railway,  but  you  can- 
not maintain  a  proper  degree  of  discipline  among  your  employes  if 
you  have  a  disturber  as  "boss."  All  men  have  a  certain  amount  of 
pride  in  themselves,  and  it  showi  itself  in  carmen  as  much  as  in 
others.  Once  a  man  knows'  that  every  employe  will  be  treated  ac- 
cording to  his  merits,  and  that  no  favoritism  will  be  shown,  that 
is  the  man  who  attends  strictly  to  business,  obeys  orders  and  rules 
laid  down  by  the  company.  He  soon  learns  that  his  work  is  appre- 
ciated, and  it  will  tend  to  make  him  a  valuable  employe.  On  the 
other  hand,  allow  your  "bosses"  to  treat  the  men  like  so  many 
machines,  and  they  will  become  careless,  negligent  and  disgruntled, 
and  your  discipline  will  fail  to  have  the  desired  result. 


Chicago  Car  Barn  Murderers  Caught. 

Chicago  and  Hanmioud  (Ind.,)  police,  aided  by  Pennsylvania  R.  R. 
detectives  and  farmers  living  in  the  vicinity  of  Hammond,  on  No 
vember  27th,  after  an  all  d.-iy  fight  in  the  Toleston  marshes,  near 
Pine,  Ind,,  captured  three  of  the  robbers  who  killed  two  men  and 
wounded  a  third  at  the  receiver's  office  of  the  Chicago  City  Rail- 
way Co.  at  6ist  and  State  Sts,.  Chicago,  on  the  morning  of  August 
30th  last,  and  escaped  with  $2,250  which  had  been  turned  in  by  con- 
ductors and  which  was  being  counted  by  the  clerks.  The  occurrence 
was  reported  in  the  "Daily  Street  Railway  Review"  for  Sept.  2. 
1903.  Previous  to  the  capture  of  these  three,  which  was  not  effected 
until  two  Chicigo  officers  and  a  railroad  brakeman  had  been  shot, 
two  of  them  fatally,  a  fourth  member  of  the  gang  had  been  arrested 
November  21st  in  a  Chicago  saloon,  after  he  had  killed  one  of  tht 
detectives  who  went  to  arrest  him.  and  it  was  due  to  his  confession 
that  the  other  three  were  located  hiding  in  a  dugout  near  Hammond, 
The  quartet  are  the  most  atrocious  criminals  ever  known  to  the 
Chicago  police,  having  committed  no  less  than  eight  murders  dur- 
ing as  many  months,  according  to  alleged  confessions.  None  is 
over  21  years  of  age  and  all  were  reared  by  respectable  parents,  in 
Chicago.    The  grand  jury  voted  indictments  against  all. 


Elevated-Suhway  Railway  for  St.  Louis. 

Mr,  H.  K,  Gihnan,  president  of  the  Western  Electrical  Supply 
Co.,  and  Mr.  1 1.  S,  Doyle,  a  department  manager  of  the  same  company, 
are  interested  in  a  new  company  which  has  applied  for  a  franchise 
in  St.  Louis  for  an  elevated-subway  railway,  to  run  underground 
from  3d  St.  and  Washington  Ave.  under  St.  Charles  St.,  to  be- 
tween i/th  and  19th  Sts.,  thence  on  an  elevated  structure  over  St. 
Charles  .St.,  Bell  and  Fairfax  .\ves..  west  to  Taylor  Ave.,  south  over 
Taylor  Ave.  to  Manchester  Ave.,  then  over  Manchester,  Clayton. 
Berthold,  Billon  and  McCaiisland  .\ves.  to  the  city  limits  on  the  Wat- 
son road. 


The   carmen    employed   by    the   Wilkesbarre   &    Wyoming   Valley 
Traction  Co,  have  received  an  increase  in  wages. 


Pec.  m.  1903.1 


STREET    RAILWAY    REVIEW. 


985 


Novel  Plan  for  Handling  Coal. 

Ihc  accompanying  iUnstration  shows,  in  part,  the  novel  metho.f 
employed  bv  the  Milwaukee  Electric  Railway  &  Light  Co.  to  de- 
liver coaV  to'  the  storage  bins  in  its  new  Commerce  St.  power  house, 
in  which  the  bins  are  located  over  the  boilers.  The  apparatus  used 
to  elevate  and  transfer  th'e  cctnl  is  a  modification  of  tlie  travchng 
electric  hoist  which  is  made  by  Pawling  &  l.Iarnischfeger,  of  Mil- 
waukee  by  whom  this  special  contrivance  was  built. 

A  framework  of  20-i.i.  I-beams  projects  beyond  the  building  and 
one  of  the  Warns,  which  is  used  as  the  outer  runway,  extends  back 
within  the  power  house  and  above  tlie  coal  storage  "l)ins.     From  tlie 


,.te  for  full  load  and  175  ft-,  light.  A  direct  current  of  220  volts 
is  used  The  different  speeds  and  reversing  movement  are  maiinni- 
lated  by  an  operator  in  the  cage  attached  to  the  hoist  frame  from 
which  all  movements  are  in  full  view.  The  capacity  of  the  hoist  is 
5  tons  and  the  total  lift  is  50  ft.  ,        , 

'  The  coal  is  delivered  by  wagons,  which  have  been  c.,uipped  wuli 
removable  boxes  holding  8,000  lb.  each. 

The  wagons  are  driven  beneath  the  hoist  and  ihc  operator  lowers 
ihe  bottom  blocks,  so  the  driver  may  hook  onto  the  raising  bales. 
Two  sets  of  bales  are  provided,  one  set  being  attached  by  chains 
10  the  drop  iKHtoms  of  the  box,  and  the  other  set  to  the  box  sides. 
The  bottom  hooks  are  attached  to  the  first  set  and  both  serve  to 
retain  the  coal  in  the  box  and  permit  its  being  raised  to  the  hoist 
doorway,  and  thence  it  travels  to  the  bin  the  coal  is  destined  for. 

riie  'coal  is  dumped  by  the  operator  throwing  a  lever,  which 
causes  the  two  auxiliary  hooks  to  engage  with  the  second  set  of 
bales,  when  by  slightly  lowering  the  bottom  blocks  the  weight  0 
the  coal  bpens  the  drop  bottoms  and  the  coal  falls  n.lo  the  selected 
bin  When  through  dumping  the  operator  brings  the  box  onto  t he 
first  set  of  bales  by  raising  the  bottom  blocks  and  disengaging  the 
auxiliary  hooks.  He  then  runs  the  hoist  with  the  attached  box 
onto  the  outer  framework  and  lowers  the  box  onto  the  wagon  run- 
„iug  gear  Provision  is  made  to  suspend  the  loaded  box  at  any 
point  by  means  of  a  load  brake,  and  a  limit  switch  provides  against 
hoisting  the  load  too  high. 

<  ■  » 

Green  Bay  Traction  Company. 

The  Green  Bay  Traction  Co.  is  the  title  of  the  company  for  which 
the  Knox  Engineering  Co.,  of  Chicago,  is  Iniilding  an  intenirban  • 
Hue  between  Green  Bay  and  Kaukauna,  Wis.  Construction  work  on 
,he  line  is  well  under  way,  the  company  having  recently  begun  to 
hnild  the  track.  When  completed,  the  trip  over  this  road,  which 
will  be  made  in  one  hour,  will  be  very  interesting,  the  road  runmug 
as  it  does  through  some  of  the  most  beautiful  scenery  along  the 
lower  Fox  River,  and  over  ground  nearly  every  foot  of  whid,  is  his- 
toric The  line  traverses  the  point  where  the  last  and  bloodiest  bat- 
Ue  of  the  Indian  war  took  place;  land  owned  and  occupied  for 
years  by  Eleazer  Williams,  the  lost  dauphin  of  France:  past  the 
site  of  the  fir.st  mission  established  by  the  Jesuu  hather..  and  on 
III  old  Fort  Howard. 


SI-ECIAL  ELECTRIC  TKAVEI.IN..  C.M.  IK.lsT. 


lower  nange  of  the  beam  the  hoiM  i*  su>,K.-nded  by  two  doublo 
ruck,  which  are  attached  to  the  hoiM  frame  by  two  ngid  A-fnuK  . 
rJ  ■  hoi.,  frame  i.  made  of  channels,  and  U-.ween  and  sl.ghtl 
below  these  channels  extends  the  hoi,,  shaft  with  a  single  gnnne.! 
dr  m  .each  end.  This  shaft  i,  operated  by  a  -'-/'"y-^  , 
Ldprovidc,  a  hois,inK  s..«'.I  "f  So  ft.  I«r  mmule  for  '»"'-.'■' 
!"c  Twhcn  running  ligh,,  The  travel  motor  H  attached  directly 
,f,he  double  .ruck  and  provides  a  travel  s.^-ed  of  ,50  ft.  pcr  m.n- 


Nonunion  Men  Assaulted. 


Since  the  termination  of  the  Chicago  City  Kailway  Co.  strike 
antagonism  to  nommioii  molornien  and  conductors  has  found  ex- 
pression in  assaults  committed  by  union  sympathisers  upon  train- 
men who  do  not  wear  a  union  button.  A  secretary  of  a  steamt^^t- 
ters'  union  was  ejected  from  a  Chicago  City  Ka.lway  Co.  car  De- 
cember 2d  bc^-ause  he  refnscl  .0  pay  his  fare  .0  a  nnnuinon  cm. 
,h,ctor.  Afterward  he  pursued  the  car  for  five  blocks  and  assatdt  d 
,1K-  conductor  so  savagely  that  the  latter  shot  his  assailant  in  self- 

'''u"«inber  r.l>  ■>  -'"l-""-  ""  "^  "^''^"■■'  ^'  '""  "'  "';,  "'"' 
company  was  knocked  down  and  sustanie.l  a  severe  cut  over  he  eye 
from  a  stone  thrown,  lie  was  compelled  ,0  defen.l  himsel  w  1 
an  iron  rod  while  endeavoring  In  gel  the  names  of  w.liiesses  lo  the 

"'Tl'lalsted  St.  motormaii  was  taunted  with  being  a  "scab"  and 
„therwise  annoye.l.  nnlil  in  desperation  he  struck  one  of  Ins  tor- 
„K-ntors  with   the  controller  handle  and   nearly   killed  Inm. 

On  December  loth  an  Archer  Ave.  mob  assaulted  the  crew  o  . 
passing  car  and  practically  demolished  the  car  body.  '>-■•'"«•  '^ 
,o„ductor  and  motormaii  did  not  wear  nuioii  bimons.  I  he  1- 
,,„..,or  would  have  been  killed  but  for  .lie  arriva  of  a  policeman, 
who  kept  the  crowd  at  bay  with  his  revolver.  he  uio.onuan  es- 
caped by  running,  at  the  same  lime  firing  his  revolver  a,  the  inol,. 

. ■♦«» 

A  car  on  the  Cleveland  &  Southwestern  Traction  Co's.  .^y^'""  "" 
U,Cember  O.h  ran  between  Norwalk,  O..  aiul  Cleveland,  .,7/.  m.^-. 
in   !•/,  hours 


Tlu.  old-time  hor,c  cars  on  the  .4lh  St.  cro.s-tnwn  line  of  the  In- 
.erurban  S.ree,  Railway  Co..  New  York  City,  were  superseded  by 
electric  cars  December  ad. 


986 


STREET  RAILWAY  REVIEW. 


[Vol.  XIII,  No.  12. 


The  Small  Road. 


HY  I,.  H.    MOHNTNEY,  SUPEKINTENDKNT    LEWISIinRc;,  MILTON  i 
WATSONTOWN  I>ASSKSi;ER  K AILROA  1>  CO  .  MILTON.  I'A. 


Frimi  tlie  receiilly  issued  preliminary  report  of  tlic  United 
Slates  Census  Office,  concerning  the  street  and  electric  railways  of 
this  country,  it  appears  that  out  of  817  operating  companies  in  the 
United  St.ites,  613  or  75  per  cent  of  the  total  arc  operating  less  than 
JO  miles  of  track;  or  to  be  exact,  .VJ4  companies  are  operating 
less  than  10  miles  of  track  and  219  are  operating  between  10  and 
20  miles.  From  these  statistics,  it  will  be  seen  that,  although  the 
manager  of  the  small  road  may  not  be  of  much  importance  indi- 
vidually, yet,  collectively,  he  deserves  some  recognition,  and  his 
needs  should  receive  more  attention  at  the  electric  railw.iy  conven- 
tions and  in  the  technical  press  than  they  usually  obtain.  I  am 
glad  to  state  that  the  "Review"  has  evidently  made  considerable 
effort  to  supply  the  wants  of  the  small  manager  for  practical  infor- 
mation relating  to  the  various  topics  and  problems  which  confront 
him,  and  in  the  hope  of  stimulating  further  discussion  on  the  best 
ways  and  means  of  solving  the  problems  in  which  those  in  charge 
of  the  ID  and  20-milc  roads  are  particularly  interested.  I  take 
the  liberty  of  stating  my  views  on  some  of  the  everyday  questions 
that  the  "little  fellow"  has  to  answer.  Right  here,  it  may  be  said 
that  the  problems  of  how  to  increase  gross  receipts  and  reduce 
expenses,  which  the  manager  of  the  small  road  has  to  meet,  are 
as  important,  at  least  to  him,  as  the  questions  of  policy  and  prac- 
tice which  ccHifront  hi.-i  brother  managers  of  the  larger,  properties. 
Moreover  the  manager  of  the  average  road  is  thrown  almost  en- 
tirely upon  his  own  responsibility  and  has  to  find  his  way  out  of 
his  troubles  alone  and  usually  w-ithout  the  benefit  of  competent  ad- 
vice from  anyone,  whereas  his  more  fortunate  brother  of  the  larger 
property  has  at  his  command  a  half  dozen  men  upon  whom  he  can 
rely  for  practical  advice,  and  to  whom  he  can  intrust  the  execution 
of  many  of  the  details  of  the  business.  Moreover,  the  larger  re- 
ceipts render  available  to  the  manager  of  the  larger  property  a 
fund  for  experiment  and  possible  failure,  this  fund  in  many  cases 
amounting  to  the  total  net  receipts  of  the  smaller  road. 

This  is  not  minimizing  the  troubles  of  the  manager  of  the 
larger  road,  but  it  is  emphasizing  the  fact  that  the  small  manager 
has  a  few  of  his  own  and  will  appreciate  any  infortnation  he  can 
get  as  to  how  some  of  them  can  he  lessened.  The  following  re- 
marks are  made  in  the  hope  of  starting  discussion  and  an  exchange 
of  ideas  along  this  line. 

The  road  of  which  I  am  superintendent  is  10  miles  long  and 
owns  eight  single  truck  cars,  four  of  which  are  open  and  four 
closed.  The  regular  cars  run  iS  hours  a  day  and  make  about 
i£o  car  miles  per  day.  The  total  population  served  is  about  11,000. 
The  town  of  Milton  with  7,000  population  is  located  at  practically 
the  center  of  our  line.  We  charge  a  5-cent  fare  from  Milton  to  any 
point  north,  or  to  any  point  south,  making  a  lo-cent  fare  from 
terminal   to   terminal,  a  distance   of   10  miles. 

In  the  first  place,  I  do  not  believe  in  building  a  small  road  by 
contract  work,  nor  do  I  believe  in  building  extensions  by  contract. 
It  is  better  to  hire  a  reasonably  good  track  man  at  a  salary  of 
$Soo,  buy  your  own  material  and  do  the  work  under  your  own 
supervision  by  day  labor.  You  then  know  what  you  are  getting  and 
you  can  save  money  on  the  job.  For  maintaining  track  on  a  road 
of  this  size,  we  keep  one  man  the  year  round  to  fix  joints,  grease 
track,  cut  weeds  and  do  the  odd  jobs  on  track  and  roadbed  that  are 
always  necessary.  In  summer  we  give  the  track  man  a  helper  at 
.$1.50  a  day.  With  this  force,  we  keep  the  track  in  reasonably 
good  condition. 

We  keep  one  man  to  look  after  overhead  work  and  he  also  does 
car  and  light  repairs.  Once  a  year  we  give  the  entire  overhead 
work  a  good  overhauling  with  two  men  who  work  from  the  roof 
of    an    ordinary    car. 

For  a  road  where  the  average  haul  is  five  miles  and  the  maxi- 
mum haul  is  ten  miles,  I  prefer  the  single  truck  car  with  two  motors 
for  the  regular  service,  and  in  this  climate  it  is  necessary  to  have 
duplicate  equipment,  open  cars  for  summer  and  closed  cars  for 
winter.  It  is  well  to  have  open  trailers  for  the  extra  excursion 
travel,  park  crowds,  etc. 

As  to  the  best  way  of  handling  car  repairs,  it  is  a  question  how 
far  the  small  road  can  go  in  the  matter  of  repairing  parts,  such  as 
rewinding  armatures,  casting  babbitt  bearings,  etc.       Our  company 


does  a  lighting  business  in  addition  to  operating  the  electric  rail- 
way, and  we  keep  one  man  who  attends  to  the  overhead  line, 
makes  car  repairs  and  also  does  the  electric  light  repairing.  If 
necessary,  he  gels  one  of  the  conductors  or  motormen  to  help  him 
with  the  car  repairs,  and  if  absolutely  necessary,  we  call  in  a  machin- 
ist from  town  to  help  out.  Our  conductors  and  motormen  have  all 
had  training  in  the  shops,  and  they  are  glad  to  do  extra  work  in  the 
shops  after  hours  in  times  of  emergency.  Of  course,  we  do  not 
call  upon  them  as  a  regular  thing,  but  only  when  there  is  more 
work  in  the  shops  than  our  man  can  handle.  It  is  the  ability  to  util- 
ize the  forces  at  hand  in  emergencies  that  will  count  for  suc- 
cess on  any  small  road.  The  small  manager  must  be  able  to  dis- 
pose his  forces  at  all  times  to  the  best  advantage  and  he  must  be 
able  to  accomplish  things  with  what  he  has.  The  receipts  will  not 
warrant  retaining  even  one  extra  man  in  order  to  have  him  on  hand 
lor  emergencies. 

If  a  company  operates  a  railway  alone  without  the  lighting,  I 
should  say  it  would  pay  to  rewind  armatures  at  the  company's 
shops.  One  man  can  do  all  the  car  and  truck  repair  work  and  have 
time  to  rewind  armatures  and  do  other  odd  jobs  too,  granting,  of 
course,  that  he  must  have  help  occasionally  from  a  conductor  or 
motorman  or  from  an  outside  machinist  when  necessary.  The  point 
is,  keep  every  man  you  employ  busy,  for  dead  time  and  uselessly 
expended  time  means  "deficit"  at  the  end  of  the  year's  report.  This 
does  not  mean  that  men  are  to  be  overworked  or  pushed  beyond 
natural  and   reasonable  limits. 

.■\nd  here  should  be  said  a  few  words  as  to  the  treatment  of 
employes  and  the  relations  that  should  exist  between  the  men  and 
the  manager  or  superintendent.  The  matter  can  all  be  summed  up 
in  the  words,  "treat  them  like  men,  and  they  w'ill  act  like  men." 
Let  every  man  on  the  road  understand  that  he  can  stay  with  the 
company  at  a  good  wage  just  as  long  as  he  behaves  himself  and 
fills  his  position  in  a  reasonably  satisfactory  way.  Foster  a  spirit 
of  mutual  good-will.  Let  the  men  understand  that  they  are  es- 
sential to  the  company  and  that  the  company  is  essential  to  them. 
Invite  suggestions  from  employes.  Commend  good  behavior  and 
encourage  the  men  to  take  an  interest  in  the  company's  welfare  and 
in  its  business  generally.  The  employes  are  not  mere  machines 
but  intelligent  human  beings.     Treat  them  as  such. 

For  painting  cars  on  a  road  of  this  size,  I  am  in  favor  of  day 
labor  rather  than  contract  work.  When  it  becomes  necessary  to  go 
over  our  equipment,  we  engaged  a  good  carriage  painter  at  $2.25 
a  day  for  a  day  of  10  hours.  The  company  buys  the  material  and 
the  superintendent  supervises  the  work.  It  is  surprising  how 
much  work  one  good  painter  can  accomplish.  Our  system  is  to 
burn  off,  white  lead,  add  two  coats  of  color  and  finish  with  two  coats 
of  rubbing  varnish.  We  find  it  costs  about  $50  to  paint  a  closed 
car  in  this  way,  this  including  everything  inside  and  out.  hood, 
trucks,  etc.  An  open  car  costs  $30  to  treat  in  the  same  way.  A 
car  so  painted,  if  brought  into  the  shop  once  a  year  and  touched 
up,  should  last  five  or  six  years  without  repainting.  We  are  using 
a  Pennsylvania  R.  R.  maroon  color  but  a  canary  yellow  would  un- 
doubtedly be   more   durable. 

One  clerk  in  the  office  keeps  all  our  accounts,  receives  and  counts 
the  conductors'  cash  and  has  time  to  do  some  collecting  for  the 
lighting  department. 

In  the  matter  of  stimulating  excursion  and  pleasure  travel  a 
small  road  can  do  considerable.  We  operate  a  small  park  outside 
of  Milton  where  we  give  orchestra  music  and  dancing  three  even- 
ings a  week.  We  cannot  afford  vaudeville  of  a  high  enough  class 
to  warrant  trying  it.  Dancing  takes  very  well,  and  we  carry  from 
300  to  1,000  people  to  the  park  every  pleasant  evening.  There  is  a 
restaurant  in  connection  with  the  park,  and  this  is  well  patronized. 
The  orchestra  comprises   eight  pieces. 

The  fair  grounds  are  located  about  two  miles  from  the  center  of 
Milton,  and  we  handle  about  10,000  people  on  each  of  the  two  fair 
days  in  the  year.  We  have  an  arrangement  w-ilh  the  owners  of  the 
fair  grounds  whereby  we  lease  the  grounds  for  ball  games  or  other 
attractions,  we  of  course  giving  the  grounds  free  to  any  team  that 
wishes  to  play.  We  encourage  circuses  and  other  traveling  shows 
to  give  exhibitions  at  points  on  our  lines  outside  the  city. 

Our  power  house  is  located  in  Milton  near  the  center  of  distribu- 
tion. It  supplies  current  for  the  electric  railway  and  also  for  arc 
and  incandescent  lighting.  We  have  been  able  to  combine  the  rail- 
way and  the  lighting  business  to  excellent  advantage,  and  we  are 
now    carrying   our   entire    day    load    for   incandescent    lighting   and 


Dec.  x.  1903.1 


STREET    RAILWAY    REVIEW, 


987 


power  by  means  of  a  motor-generator  set,  driven  from  the  railway 
unit.  Our  railway  machine  consists  of  a  325-kw.  55«>-volt  General  , 
Electric  railway  generator,  direct  connected  to  a  475-'>-P;  Hamilton 
Corliss  simple  non-cd^ulensing  engine.  This  unit  is  sufficiently  large 
to  take  care  of  our  heaviest  peaks  and  in  addition  it  gives  sufficient 
power  for  other  purposes.  The  motor-generator  set  referred  to 
takes  current  from  this  unit,  the  set  consisting  of  a  40-h.-p.  550- 
volt  General  Electric  motor,  operating  at  1500  r.  p.  m.  and  driving 
a  30-kw.  1 100- volt  incandescent  lighting  machine  which  carries  the 
day  load  for  light  and  power  and  also  helps  out  on  the  night  load. 
To  carry  the  night  load  on  the  incandescent  circuit  there  is  one 
QO-kw.  uoo-volt  General  Electric  machine  belted  to  a  loo-h.  p. 
simple  non-condensing  engine.  The  arrangement  is  such  that  this 
machine  can  be  used  in  conjunction  with  the  motor-generator  set 
so  they  can  help  each  other  out  in  time  of  heavy  load,  or  either  one 
of  the  machines  can  carry  the  load  during  the  light   load  hours. 

For  street  lighting,  there  are  two  Thomson-Houston  scries  arc 
machines  of  50-light  capacity  each,  both  belted  to  a  single  lOO-h.  p 
simple  non-condensing  engine. 

The  boiler  equipment  consists  of  two  200-h.  p.  Kecler.  boilers, 
made  by  E.  Keelcr,  of  Willianisport,  Pa.,  and  two  i2S-h.  p.  boilers 
made  by  the  Stearns  Manufacturing  Co.,  of  Erie,  Pa.  During  the 
coal  strike  of  last  winter  we  were  forced  to  rely  upon  a  very  poor 
quality  of  coal,  and  at  times  all  we  could  get  was  river  coal, 
which  is  a  coal  that  comes  down  the  river  from  the  mines  and 
which  is  dug  out  of  the  river  bed  by  anyone  who  cares  to  take  it. 
For  a  part  of  the  lime  the  very  Iwst  thing  we  could  get  for  fuel  was 
a  poor  quality  of  screenings  from  nearby  coal  yards,  valued  at 
about  25  cents  a  ton.  In  this  emergency  we  rigged  up  a  home- 
made steam  jet  blower  for  use  under  our  boilers  and  this  has  worked 
so  satisfactorily  that  we  put  it  under  all  of  our  boilers  and,  as  a 
consequence,  we  arc  now  using  a  rice  coal  which  costs  $1.65  a  ton 
in  place  of  the  coal  we  formerly  used,  which  cost  $2.10  a  ton.  I  am 
aware  that  this  idea  of  introducing  a  jet  of  steam  under  the  grates 
i<  not  new,  and  I  am  also  aware  that  the  scheme  is  not  generally 
regarded  favorably  by  engineers.  But  in  our  own  case  the  blower 
enables  us  to  keep  up  steam  with  a  poor  quality  of  coal,  and   I  am 


AKKANi.KMK^  1 


confident  we  have  reduced  the  cost  of  power  to  somelhing  like  i/. 
cents  per  kilowatt  hour.  We  carry  a  normal  pressure  of  90  pounds 
of  steam  on  our  boilers,  and  when  the  peak  begins  to  come  on,  we 
can  raise  the  steam  pressure  10  pounds  in  to  minutes  with  the  use  of 
the  steam  blower.  We  do  not  have  to  use  the  blower  for  more  han 
,0  or  20  minutes  at  a  time,  and  1  am  confidem  .hat  the  blower  itself 
uses  but  a  very  small  fraction  of  the  extra  steam  which  it  makes 

"'lietlower  is  nothing  more  than  a  2'A  ft.  leng.h  of  galvanised 
iron  pipe,  9  in.  in  diameter,  which  is  introduced  through  the  front 
wall  of  the  ash  pit  aUnit  6  or  8  inches  Wow  the  grate  level,  as 
shown  in  the  accompanying  illustration.  A  V,-m  V'V-  ''^'"8'"';^ 
live  steam  down  into  this  9-in.  piix-,  and  -he  end  of  the  small  steam 
pipe  is  lient  into  a  circle  or  a  spiral  as  shown  in  .he  cnt.  Hie  section 
of  the  smaller  pipe,  included  in  the  larger  pipe,  is  perfr^ate,  on 
,he  side  toward  the  ash  pit  v.  that  the  live  steam  .s  direc.ed  back 
under  the  grates.  We  nave  a  ./.-ft.  slack,  an.l  by  ,ust  cracking  the 
valve  admitting  s.ear.  .0  the  blower  we  can  instantly  •••"--;'"• 
.Iraught  sufficient  .0  raise  available  steam  prcs.ure  to  meet  all  over- 


load demands  in  spite  of  tho  comparatively  poor  coal  we  are  using. 
We  run  our  station  in  two  shifts   of   12  hours  each,  with  one 
tircman  and  one  engineer  on  the  day  shift,  and  one  fireman  and  one 
engineer  at  night. 


Rapid  Method  of  Testing  Armatures. 

We  are  indebted  to  Mr.  S.  P.  Baird.  general  manager  of  the 
Portsmouth  (O.)  Street  Railroad  &  Light  Co.,  for  the  following 
description  of  an  efficient,  rapid  and  economical  method  of  tcstnig 
for  short  and  open  circuits  in  newly-wound  or  repaired  railway 
c-rmatures.  The  company  tried  various  methods  with  varying  re- 
sults    but    n.me    was    satisfactory    until    the    present    method    was 


HeAo 


.S/vp/^s  or  i^  Cfl  i.t/^^s 
DEVICE  I'OR  TEST1N<-.  ARMATURES. 

a.lnpled.     The  accompanying  sketch  will  iuvnisli  an  cxcdltnt  uK'a  of 
ihe  arrangement  of  the  testing  apparatus. 

The  armature  to  be  tested  is  mounted  belween  lallic  center-  and 
tested  just  after  the  last  turning  down  of  the  commutator.  K  boar.l 
clamped  to  the  la.he  carriage  carries  two  brushes  so  placed  as  m 
make  c.mtact  on  the  commutator  90  degrees  apart ;  one  brush  is  c.)n- 
nccted  to  the  ground  and  the  other  to'lhe  trolley  Ihrough  a  series 
nf  .32  c  1).  lamps.  -Any  telephone  may  be  used  with  a  lua.l  r.' 
ceiver  to  allow  the  operaf.r  two  hands  lo  work  with.  Ihe  oi)aalnr 
should  stand  on- an  insulated  plallonn  lo  prevent  accidental  shock 
in  case  the  trolleyc/in-acl  should  happen  t..  be  ma.le  and  the  ground 
contact  broken. ' 

The    testing    operalion    is    as    I ws ;       Place    the    two    contacts 

uh.di  coi.nec.  will,  llie  telephone  on  adjacent  bars;  if  everything  is 
normal,  and  there  are  no  open  or  short  circuits,  the  operator  will 
hear  the  generator  current  very  plainly,  as  .lie  telephone  is  in  mu  - 
liple  with  an  armature  coil.  The  armature  is  revolved  and  each 
p-,ir  of  bars  teste.l.  Should  two  bars  be  short  circuited  no  sound, 
or   very  little,  will   be  lieanl,  dependini!   upon   (be  resistance   of  tne 

short.  ,        ,  ,    , 

If  there  is  an  oirmi  circuit  no  sound  will  be  heard  between  any 
bars  until  t.be  bars  arc  found  between  which  the  open  circuit  oc- 
curs when  a  very  large  .sound  results,  as  .lie  t.lephone  is  in  parallel 
with  half  the  coils  in  series.  The  time  re.iuired  for  testing  by  this 
method  is  only  a  few  minutes  and  the  cost  is  trifling. 

-»••-♦- 

"How  .0  haiKlle  Ihe  .raveling  public"  is  .he  subject  of  a  series  of 
heart-to-heart  talks  which  Mr.  R,  I'.  Lee,  general  superintendent  of 
Ihe  Cincinnati  Iraclion  Co.,  has  been  giving  to  Ihe  employes  a.  the 
different  car  barns.  Uniform  |Mj|lteness  and  kind  words  are  among 
the  reiiuisiles  urged. 

Ihc  Metropolitan  Street  Railway  Co.,  of  Kansas  Cily,  began  Sep 
lember   ist   lo  improve  the  81I1   St.   tunnel  accor.hng  to  plans   pre- 
pared by  Messrs.   Ford,  Bacon  &  Davis,  the  company  s  engineers. 
Ihc  work  to  cost  $.50,000.     It   will  be  complele.l   by  Mar,    ..   1904. 
The  old  tnimel  was  nh  fl.  long;  the  new  will  be  i,..»;  ft. 


988 


STREET  RAILWAY  REVIEW. 


I  Vol..  xni.  No.  11. 


A  Well. Written  Folder. 


The  Ballslon  Terminal  Railroad  Co.,  which  operates  about  12 
miles  of  track  in  and  near  Ballston  Spa,  N.  Y.,  although  owning  a 
comparatively  small  property,  believes  in  progressive  methods  of 
doing  business,  and  as  a  result  the  company  enjoys  a  larger  gross 
revenue  than  the  population  of  the  territory  itself  would  seem  to 
afford.  A  freight  and  express  business  has  been  inaugurated  and 
the  actual  freight  toiniage  moved  over  the  road  during  the  past 
year  was  in  excess  of  88,ooo  tons,  this  coming  largely  in  car-load 
lots  to  and  from  the  mills  and  other  factories  along  the  line. 

The  company  does  considerable  intelligent  advertising.  One  of  its 
folders  issued  late  in  the  summer  is  considered  worthy  of  repro- 
duction in  part  as  furnishing  a  pcctiliarly  good  example  of  an  ex- 
cellent choice  of  language  for  a  folder  of  this  nature.  The  wording 
is  simple  with  just  enough  of  the  poetic  lo  express  the  sentiment 
in  pleasing  form  without  being  too  "flowery" — a  result  to  be  com- 
mended as  the  average  writer  is  apt  lo  ovcrdn  the  poetic  idea  when 
attempting  nature  descriptive  work. 

The  following  is  an  abstract  from  the  folder : 

"While  the  attractions  of  Saratoga  and  its  near-by  lake  resort  at 
this  season  of  the  year  are  not  to  be  gainsaid,  yet  to  one  who  has 
the  love  of  nature  implanted  strongly  within  his  breast,  a  trip  up 
the  Ballstoii  Terminal   R.   R.   to  the   pretty  village  of   Middle  Grove 


POWER  HOUSE -liALLSTUN  TKKMIN.M.  K.  K. 

cluster.  Over  a  large  part  of  the  distance  the  road  makes  its  way 
through  or  skirts  along  dense  forests  of  pine,  hemlock  and  our  na- 
tive hardwoods,  which  are  almost  primeval  in  their  luxuriance,  and 
furnish   the   harmonizing   shades   of   green   without    wliicli    all    land- 


KMPIRE  MILL  SWITCH~B.\LLSTON  TERMINAL  R.  K. 


is  infinitely  more  satisfying.  The  route  lies  for  the  most  part  along 
tile  banks  of  the  beautiful  Kayaderosseras  creek,  and  passes  through 
several  interesting  hamlets,  w-hose  business  lifeblood  is  furnished  by 
the  pulsations  of  the  machinery  of  the  paper  mills  about  which  they 


r.LlTE  MILL   llRIDCE-ll.VLLSTON  TERMINAL  R.  R. 


scapes  would  be  dull  and  uninteresting,  and  which  are  reflected  with 
little  loss  of  color  from  the  still  stretches  of  the  Kayaderosseras. 
Vistas  of  distant  mountains  and  open  farming  country  are  re- 
vealed through  breaks  in  the  forest  growth,  and  peaceful  homes 
singly  and  in  groups  pass  in  succession  before  the 
eyes.  There  are  anon  rushes  of  waters  down  the 
declivities  of  the  stream-bed,  ending  in  deep  pools, 
and  the  mind  conjures  a  picture  of  Isaak  Walton, 
and  wonders  whether  the  last  trout  has  been  taken 
from  the  waters  that  assuredly  at  one  time  teemed 
with    them. 

"IVi  ilie  amateur  botanist  and  lover  of  our  native 
plants  and  flowers,  the  trip  furnishes  a  panorama 
of  vegetable  life  that  is  at  once  a  surprise  and  a 
s.itisfaction.  Everywhere  we  catch  glimpses  of  the 
different  members  of  the  family  of  brakes,  and  here 
and  there  the  drapery  of  polypods  whose  dark  green 
will  remain  to  give  a  touch  of  color  to  the  winter 
landscape.  In  the  deeper  and  cooler  recesses  of  the 
forest  we  are  quite  sure  the  graceful  maidenhair 
would  reveal  itself,  and  in  its  .season  jack-in-the- 
pulpit  be  discovered  preaching  his  sermon  without 
notes  to  the  forest  denizens.  In  the  open  places, 
sumacs,  the  wild  sun-flower,  black-eyed  susans  and 
other  midsummer  flowers  of  high  color  form  a 
picture  of  barbaric  splendor.  Cattails  and  bull- 
rushes  lave  their  feet  in  the  shallow  margins  of  the 
stream.  'Bouncing  Bet'  is  elbowing  her  weaker  sis- 
ters aside  and  appropriating  quarter  sections  to  her- 


Dec.  20,  1903.] 


STREET    RAILWAY    REVIEW. 


989 


self.  A  dazzling  Hash !  and  a  clump  of  lobelia  cardinals  on  tin- 
opposite  bank  is  revealed  and  holds  attention  until  the  intervening 
shrubberj-  cuts  off  the  view.  Goldenrod  is  everywhere,  and  in 
many  of  its  multitudinous  forms.  In  the  damp  places  and  along 
the  margins  of  the  creek  the"  swamp  milkweed  furnishes  a  mass 
of  color  whose  beauty  it  would  be  difficult  to  picture  in  words. 
Oematis  Virginiana  ('virgin's  bower')  is  just  opening,  and  throw- 
ing a  drapery  of  lace-like  effect  in  white  over  brush,  and  fence,  and 
decaying  log.  There  are  other  flowers,  hosts  of  them,  but  before 
one  can  make  a  mental  catalog  of  all,  the  car  has  come  to  a  stop 
in  Middle  Grove,  and  the  end  of  the  road  and  of  our  outward  jnur- 
ney  is  reached." 


New  Orlcan.s  Railways  Co'.s.  New  Plant. 


New  Lines  and  Extensions  Opened. 


The  Joliet,  Plaintield  &  .Aurora  Railroad  Cos.  luie  has  been 
finished  between  Joliet  and  Plaintield  (10  miles),  and  on  Sunday, 
November  8th,  regular  service  was  established  between  these 
points— two  cars  on  Sunday,  with  a  45-minute  headway,  and  one 
car  on  week  days,  making  the  round  trip  in  i  h.  30  min.  The  open- 
ing of  this  part  of  the  system  was  made  the  occasion  of  a  cele- 
bration on  November  7th,  which  was  participated  in  by  the  mayors 
and  leading  citizens  of  Joliet  and  Plainfield.  as  mentioned  in  the 
"Review"  for  November. 

The  extension  of  the  Toronto  branch  of  the  Stcubenville  (O.) 
Traction  &  Light  Co,  from  the  north  end  of  Toronto  to  the  New 
Cmnberland   Ferry,   was  opened   to  the  public   November   15th. 

Trial  runs  were  made  November  22d  over  the  Dayton  &  West- 
ern Traction  Co's.  new  branch  line  from  Richmond  to  New  Paris. 
The  line  is  now  open  to  traffic. 

The  formal  opening  of  the  Evansvillc  &  Princeton  Traction  Co., 
mtniioned  in  the  "Review"  for  October,  took  place  December  8tli 
with  elaborate  ceremonies,  for  which  souvenir  tickets  were  sold  at 
$5  each. 

The  Western  Ohio  Railway  Co.  has  finished  its  line  from  Lima, 
O.,  to  Piqua,  Wapakonela  to  St.  Marys,  Celina,  New  Bremen,  and 
Minster,  a  total  of  78  miles,  and  cars  are  running  on  a  new  sched- 
ule. It  is  the  intention  to  run  cars  direct  from  Lima  to  Dayloii 
without  change. 

The  Little  Rock  (Ark.)  Traction  &  Electric  Co.  inaugurated 
regular  service  over  its  Pulaski  Heights  extension  Nnvcmher  26lh. 
This  bids  fair  to  be  a  profitable  line. 

The  first  interurban  car  over  the  Indianapolis  &  Northwestern 
Traction  Co's.  line  between  Lebanon  and  Lafayette,  Ind.,  was  run 
December  2d.  Tlie  regular  schedule  between  Indianapolis  and  La- 
fayette was  put  into  operation  December  7lh.  The  first  car  to 
enter  Kokomo  was  rim  Deccmlwr  6th  and  a  two-hour  schedule 
between    Kokomo   and    Indianapolis   was    inaugurated. 

The  Cleveland  &  Southwestern  Traction  Co.  inaugurated  a 
through  trolley  service  from  Cleveland  to  Wooster,  53  miles,  No- 
vember 28th. 

The  Wheeling  &  Elm  Grove  Ry.  has  completed  its  line  from 
Elm  Grove  to  the  state  line  at  West  Alexander,  W.  Va.,  and 
through  service  from  Wheeling  to  that  point  was  instituted  De- 
cember 7th. 

The  Illinois  Valley  Traction  Co's.  system  was  opened  from  Ulica 
to  Marseilles,  III.,  Noveml)er  29th.  Regular  hourly  service  is 
given. 

The  I^naconing  &  Wcsternixjrt  Electric  Railway  Co's.  system 
has  Iwcn  completed,  the  first  car  running  into  Wcsternporl,  Pa.. 
November  29th.  This  gives  a  service  between  Ciimbeiland  ami 
Wcstcrnport,  over  30  miles. 

Dec<-ml)cr  13th  was  the  date  for  the  oi)en'nj{  of  the  Rockford 
&  Erccport  Electric  Ry's.  line  to  Pecatonica,  111. 

The  Tcrrc  Haute  Electric  Co's.  interurban  line  to  Clinton,  Inrl., 
was   formally  opened    December   nth. 

The  York  Furnace  R.  R.,  a  trolley  line  between  York  Eiirniicc 
and  .Vlillcrsville,  Pa  ,  was  opened  December  5th. 

December  5th  the  Na^hville  Railway  &  Light  Co.  placed  in  op- 
eration its  fifit  car  on  the  new  North  First  St.  line,  which  reaches 
a   part  of  the  clly  heretofore  without  car  service. 

The  Mackentack  Heights  extension  which  connects  the  Newark 
&  Hackensark  Traction  Co's.  line  with  the  New  Jersey  &  Hudson 
River   Railway  &   Ferry  Co.,  was  opened   for  traffic   Decemlier  7lh. 

'I  he  new  line  of  the  Providence- I'awlucket- Rhode  Iiland  Suburban 
Co ,  from  East  Providence  lo  Pawtuckcl,  r»pcned  Dccemlicr  4lh. 


When  the  New  Orleans  Railways  Co's.  new  power  plant  is  com- 
pleted, which  will  be  in  less  than  two  years,  it  will  consist  of  two 
engine  divisions,  one  for  rail\v.\v  uses  only,  and  the  other  for  com- 
niercial  and  electric  ligluing  purposes.  Both  divisions  will  be 
served  by  one  immense  boiler  plant  coniprising  16  batteries  of  two 
water-tube  toilers  each.  The  railway  engine  division  is  completed 
to  the  extent  that  one  of  the  three  engines  is  in  operation  and 
another  is  nearly  ready.  The  steam  for  this  division  is  generated 
al  the  present  central  power  liouse.  Part  of  the  new  boiler  house 
will  be  located  behind  the  railway  engine  room  and  after  it  is  com- 
pleted and  connections  made,  the  present  central  power  house, 
which  stands  upon  the  adjoining  site,  will  be  torn  down  to  make 
way  for  the  connnercial  division  engine  room  and  the  other  side 
of  the  new  boiler  house.  By  this  arrangement  there  will  be  no 
diminution  of  power   during  the   progress  of  the  work. 

The  new  plant  will  cost,  completed,  approximately  $1,250,000.  It 
will  be  located  on  Market  St.,  between  South  Peter  and  Water 
Sts.,  and  has  a  total  frontage  of  349  ft.  The  railway  division  of 
ilic  new  plant  was  designed  before  Mr.  E.  C.  Foster  became  presi- 
dent of  the  company,  while  the  commercial  division  and  the  new 
boiler  plant  details  are  directly  under  that  gentleman's  supervision. 

The  iKiwer  house  was  designed  by  Messrs.  Sargent  &  Lundy. 
It  is  of  brick  and  steel  and  is  built  upon  2,200  6o-ft.  piles  which 
extend  10  ft.  beyond  the  foundations  on  all  sides.  The  new  equip- 
ntent  of  the  railway  division  consists,  as  at  present  operated,  of 
one  i,soo-kw.  G.  E.  generator  directly  connected  to  an  Allis-Chal- 
mers  vertical  cross-compound  engine  of  3,200  h.  p.  maximum  ca- 
pacity. The  two  engines  in  course  of  installation  will  have  a  com- 
bined capacity  of  3,250  kw.  and  these  three  units  will  furnish  575 
volts  exclusively  for  railway  work.  The  switchboard  is  of  the  sin- 
gle-bus type.  There  will  be  20  feeder  panels,  with  switches  and 
auxiliary  instruments  oi  1,500  amperes  capacity.  The  gravity  oil 
system  of  lubrication  has  lieen  adopted  in  the  engine  room. 

When  the  commerci.U  division  is  completed  the  capacity  of  the 
plant  will  be  increased  by  20,000  kw.,  involving  the  installation  of 
.'6.000  additional  engine  h.  p.  The  engines  for  commercial  uses 
will  be  three-phase,  capable  of  developing  5,000  kw.  each.  It  is  not 
unlikely  that  turbines  will  be  installed  in  the  commercial  division. 

The  new  boiler  house  will  extend  from  South  Peter  St.  to  Water 
St..  completely  across  the  downtown  side  of  the  two  engine  rooms. 
It  will  be  equipped  with  32  water-tube  boilers  of  1,100  h.  p.  capac- 
ity each,  making  a  total  of  35.200  h.  p.  The  boilers  will  be  sym- 
metrically distributed  upon  two  Hoors,  one  superimposed  upon  an- 
other. There  will  be  four  smoke  stacks,  two  on  each  side,  and 
each  stack  will  be  connected  with  two  sets  of  boilers  on  each  floor, 
or  four  batteries  to  each  stack.  The  switchboards  will  be  between 
the  boiler  house  and  engine  rooms. 

A  feature  of  the  boiler  house  will  be  a  system  of  coal  conveyors, 
overhead  bunkers  and  mechanical  stokers.  The  coal  will  be  car- 
ried by  the  conveyors  from  the  coal  yards,  which  are  about  150 
yards  from  the  plant,  lo  coal  reserve  bunkers  in  the  loft  of  the 
boiler  house,  these  bunkers  having  a  capacity  of  5.000  tons.  It  will 
Ihen  be  mechanically  distributed  to  the  furnaces.  In  case  fuel  -oil 
is  In  be  used  it  may  be  obtained  through  a  system  of  pipes  which 
lead  to  an  oil-barge  landing  adjacent  to  the  coal  yard,  and  supply 
either  the  boilers  directly  or  the  reserve  fuel  tanks  of  11,000  blil. 
capacity,  which  are  already  in  use  in  connection  willi  llu-  old  central 
|>ower   plant. 

The  two  new  engines  which  are  being  set  up  in  the  railway  engine 
room  were  designed  by  Mr.  Charles  II.  Ledlie,  while  the  boilers  an<l 
Ihe  commercial  engine  plant  were  planned  by  Messrs.  Sanderson 
&  Porter.  The  electrical  connections  were  deigned  by  and  in- 
slalleil  inuler  the  direction  of  Mr.  McKinney,  chief  eUctric.il  eiiKi- 
neer  of  Ihe   railway  company. 


The  York  &  Wrightsville  Traction  Co.  plans  to  o|)en  its  extension 
(o  Hellani.  seven  miles  east  of  York,  I'a.,  December  2Sth,  when  Ihe 
citizens  will  celebralc  the  event.  The  line  will  lie  comjililid  In 
Wrighlsvillc  early  in  the  spring. 


The  Twin  City  Rapid  Transit  Co.  will  expend  a  large  sum  of 
money  in  St.  Paul  next  year  in  cxlensions  and  jniprovemenls  lo  ihe 
street  car  system,  and  in  addition  will  build  shops  and  car  barns  on 
Snclling  Ave.,  which  will  employ  1,000  men. 


990 


STREET  RAILWAY  REVIEW. 


[Vol.  Xin,  No.  12. 


E.  E.  GATES. 


Personal. 

MR.  EUV\.\K1)  U1L\R,'\  has  been  .ippoiiitcd  maiiagtr  of  the 
lurain   Street   Railway  Co..  of  Lorain,  O. 

MR.  E.  H.  CL'yi.K.R,  of  Chicago,  has  been  appointed  general 
agent  for  the  Indianapolis  &  Northwestern  Traction  Co.  at  La  Fay- 
ette,  Ind. 

MR.  J.-\MKS  \V.  CROSBY  has  been  appointed  general  manager 
of  the  Halifax  (N.  S.)  Electric  Tramway  Co.,  Limited,  vice  Mr. 
!•".  A.  Huntress,  resigned. 

MR.  JOHN  11.  lU'SHNEI.L  has  been  appointed  assistant  man- 
ager of  the  Springfield.  Troy  &  Piqita  Railway  Co.,  and  the  Spring- 
tiiUi  &   Xenia    Traction  Co. 

MR.  ED\V.\RD  E.  G.\TES.  claims  attorney  of  the  United  Rail- 
roads of  San   Francisco,  and  one  of  the  foremost  men  in  that  line 

in  the  country,  ended  a  very  suc- 
cessful career  with  the  United 
Railroads  on  Dec.  1.  ign.i  to  en 
gage  in  the  general  practice  of 
law.  which  he  believe-;  offers 
greater  advantages  than  his  for- 
mer position.  Mr.  Gates  was  born 
in  1R71,  and  is  nearlv  a  years  of 
.ige.  Me  graduated  fiom  Vale  in 
1891,  studied  at  ihc  New  York 
Law  School,  New  York  City,  and 
look  the  degree  of  LL.  B.  from 
the  Indianapolis  Law  School.  In- 
dianapolis, Ind.  After  practicing 
t'nr  about  si,x  years  in  thai  city 
he  abandoned  his  law  business  in 
1900  to  assume  the  duties  of  as- 
sistant claims  attorney  of  the 
Southern  Pacific  Co.,  resigning  to  become  claims  attorney  of  the 
United  Railroads  of  Sail  Francisco  in  March,  1902,  at  the  time 
that  company  was  organized.  Mr.  Gates  is  a  director  of  the  Union 
League  Club,  of  San  Francisco,  and  served  with  the  27th  Light 
Battery   Indiana   Volunteers   in   the   Spanish-American   war. 

MR.  CHARLES  REMELIUS  recently  resigned  as  chief  engineer 
and  master  mechanic  of  the  Indianapolis  Traction  &  Terminal  Co. 
to  accept  a  position  with  the  St.  Louis  Transit  Co. 

MR.  .A.  C.  HARRINGTON  has  resigned  as  manager  of  liie 
Erie  (Pa.)  Rapid  Transit  Street  Railway  Co.  It  is  stated  that 
Mr.   Harrington   has   retired   from   electric  railway  work. 

MR.  EDWARD  HAMMETT,  JR..  will  sever  his  connection  with 
the  Mayer  &  Englund  Co.,  January  ist,  to  accept  a  position  with 
the  Eureka  .Automatic  Electric  Signal  Co.,  of  Lansford,   Pa. 

MR.  'T.  C.  CHERRY  has  been  appoin'.ed  superintendent  of  the 
Saginaw-Bay  City  Light  &  Railway  Co's.  lines  in  Saginaw,  Mich., 
assuming  his  new  duties  December  ist.  He  was  formerly  manager 
of  the  Lorain   (O.)   Street  Railway  Co. 

DR.  F.  A.  C.  PERRINE,  Mem.  A.  I.  E.  E.,  and  pre.^idem  of  tlio 
Stanley  Electric  Manufacturing  Co.,  delivered  the  Founder's  Day 
address,  November  30th,  at  the  Thomas  S.  Clarkson  Memori.il 
School  of   Technology,   Potsdam^   N.   Y. 

MR.  A.  A.  .ANDERSON  has  been  appointed  general  superin- 
tendent of  the  Indianapolis  &  Cincinnati  Traction  Co.  He  was 
formerly  general  superintendent  of  the  Indiana  Union  Traction 
Co.,  and  later  became  interested  in  a  proposed  electric  interur- 
ban  road  in  eastern  Kansas. 

MR.  HARRY  BULLEN  has  been  appointed  general  superintend- 
ent of  the  Detroit  United  Ry.,  to  succeed  Mr.  .Mbert  II.  Stanley, 
who  recently  resigned  to  accept  a  position  w'ith  the  Public  Service 
Corporation  of  New  Jersey.  Mr.  Bullen  was  formerly  assistant  gen- 
eral superintendent  of  the  company. 

MR.  H.  C.  RE.AG.\N,  formerly  superintendem  of  motive  [Kiwer 
of  the  .Appleyard  syndicate's  roads,  with  headquarters  at  Medway, 
O.,  has  been  appointed  to  a  similar  position  with  the  Cleveland, 
Paincsville  &  Ashtabula  Railway  Co.,  where  he  will  have  charge  of 
Ihe  power  stations,  sub-stations,  and  overhead  lines. 

MR.  H.  .A.  DA'VIS  has  been  appointed  superintendent  of  the  rail- 
way department  of  the  Nashville  RaiKvay  &  Light  Co.  Until  re- 
cently he  has  been  associated  with  Messrs  Ford,  Bacon  &  Davis, 
the  engineering  firm  in  charge  of  the  reconstruction  work  at  Nash- 
ville, and  was  formerly  connected  with  the  New  Orleans  Rail- 
ways Co. 


MR.  CHARLES  V.  WESTON,  Mem.  A.  Soc.  C.  E..  has  severeu 
his  connection  with  the  Oiicago  Engineering  &  Constructing  Co., 
of  which  he  was  president,  and  will  now  give  his  entire  attention  to 
his  duties  as  chief  engineer  of  the  South  Side  Elevated  Railroad  Co., 
of  Chicago,  and  to  his  practice  as  a  consulting  engineer. 

MR.  JOSEPH  C.  LUGAR,  who  has  been  acting  superintendent 
of  the  Wilmington  &  Chester  Traction  Co.,  Wilmington,  Del.,  since 
Mr.  C.  R.  Van  Trump  became  unable  to  till  the  position  on  account 
of  sickness,  has  resigned.  Mr.  Lugar,  who  has  business  interests 
ill  Philadelphia,  was  recently  .severely  injured  in  a  railroad  acci- 
dent  near  .Atlantic  City. 

MR.  JAMES  H.  GAY  has  been  elected  a  director  of  the  I'nion 
Traction  Co..  of  Philadelphia,  to  succeed  the  late  Mr.  William  L. 
Elkins.  He  is  a  memlxr  of  the  carpet  manufacturing  firm  of  John 
Gay  Sons,  and  is  a  director  of  the  Fifth  and  Sixth  Streets  Pas- 
senger Railway  Co.,  the  Electric  Traction  Co..  and  also  a  director 
of  the  nautical  schoolship  Saratoga. 

MR.  THOMAS  M.  JENKINS  has  been  elected  president  and 
general  manager  of  the  Imperial  Transit  Co.,  of  St.  Louis,  which 
plans  to  operate  an  omnibus  system  between  the  downtown  district 
and  the  Exposition  grounds,  and  after  the  Exposition  to  inaugurate 
a  regular  city  service.  Mr.  Jenkins  was  formerly  general  manager 
iif  the  St.  Louis  &  Suburban  Railway  Co. 

MR.  FREDERICK  A.  HUNTRESS  h.is  Ix'cu  appointed  general 
manager  of  the  Worcester  Consolidated  Street  Railway  Co.,  vice 
Mr.  R.  T.  Laffin,  wdio  resigned  to  accept  a  position  in  Manila. 
Mr.  Huntress  was  for  five  years  general  manager  of  the  Ilalifax 
(N.  S.)  Electric  Tram/way  Co.,  Limited.  He  began  his  street 
railway  career  with  the  West  End  Street  Railway  Co.,  of  Boston, 
and  later  held  a  position  in  the  electrical  department  of  the  Mont- 
real Street  Railway  Co. 

MR.  S.  M.  MANIFOLD,  formerly  general  superintendent  of  the 
Western  Maryland  R.  R..  with  headquarters  at  Baltimore,  has  been 
appointed  general  superintendent  of  the  Y'ork  County  'Traction 
Co.  Y'ork,  Pa.  The  scope  of  Mr.  Manifold's  new  di.ties  v  ill  l.e 
very  extensive,  as  the  Traction  company's  system,  when  completed, 
will  form  a  complete  network  over  York  county,  and  there  will  be 
considerable  surveying,  track-laying  and  construction  work  >'liich 
will   come   directly   under  his   supervision. 

MR.  J.  B.  M'CLARY  has  resigned  as  manager  of  the  railway 
department  of  the  Birmingham  Railway,  Light  &  Power  Co.,  the 
resignation  to  take  effect  January 
1st.  Mr.  McClary  has  been  asso- 
ciated with  the  various  street  rail- 
ways of  Birmingham  for  16  years 
and  \\'as  until  1901  general  manager 
of  the  Birmingham  Railway  &  Elec- 
tric Co.  LTpon  the  consolidation  of 
the  gas,  electric  light  and  railway 
companies  in  that  year  he  became 
manager  of  the  railway  department. 
He  will  enjoy  a  much-needed  rest 
before  deciding  upon  future  business 
engagements.  For  seven  years  be- 
fore his  connection  with  the  street 
railway  company  Mr.  McClary  was 
associated  with  the  Pratt  Coal  & 
Iron  Co.  and  the  Tennessee  Coal, 
Iron  &  Railway  Co.  Later  he  was 
secretary     of    the     Woodw-ard     Iron 

Co.  Mr.  McClary  is  considered  one  of  the  most  proficient  man- 
agers in  the  street  railway  business,  being  a  very  practical  man, 
familiar  with  every  detail  of  operation.  Under  his  management 
the  railway  department  of  the  Birmingham  company  has  shown 
marked  progress. 

MR.  S.AMUEI.  J.  DILL  has  been  appointed  superintendent  of 
the  Michigan  Traction  Co's.  lines  in  Kalamazoo  and  Battle  Creek 
and  the  interurban  system  between  these  cities  and  adjacent  sum- 
mer resorts.  His  headquarters  are  at  Kalamazoo.  Mr.  Dill  has 
been  for  the  past  two  years  superintendent  of  the  Detroit,  Y'psilanti, 
.Ann  .'\rlxir  &  Jackson  Ry.  He  was  previously  connected  with  the 
operating  department  of  the  Metropolitan  Street  Railway  Co., 
New  Y'ork  City,  and  before  that  with  the  train  service  of  the  New 
York,  New  Haven  &  Hartford  Railroad  Co. 

MR.  H.  F.  J.  PORTER,  who  has  been  associated  with  Westing- 
house  interests  since  the  first  of  the  year,  and  has  held  the  position 


J.  B.  McCL.\RY. 


Dec.  20,  1903.] 


STREET  RAILWAY  REVIEW. 


991 


of  assistant  manager  of  the  \Vcstinghonse  companies'  publishing; 
department,  with  offices  in  East  Pittsburg  and  10  Bridge  street. 
New  York  City,  has  been  made  second  vice-president  of  the  NeniM 
Lamp  Co.,  of  which  enterprise  Mr.  George  Westinghousc  is  presi- 
dent, with  the  duties  of  general  manager  and  with  headi|uaner? 
at  Pittsburg.  He  assumed  charge  December  ist.  This  appoint 
ment  does  no;  affect  Mr.  Porter's  relations  with  the  publishing 
department  at  the  present  time. 

MR.  WILLIAM  P.  JACKSON  was  appointed  general  supovin- 
tendcnt  of  the  Bay  Cities  Consolidated  Railway  Co.  on  October 
15th  last.  Mr.  Jackson  entered  upon  street  railway  w,-^:k  about 
10  years  ago  in  the  shops  of  the  Columbus  Railway  Co.,  where 
for  about  three  years  he  was  engaged  in  various  departments  of 
shop  and  electrical  work.  He  resigned  to  accept  the  position  nf 
general  manager  of  the  Marion  Street  Railway  Co.,  where  he  re- 
mained about  six  years,  resigning  in  January  of  this  year  to  accept 
a  position  with  the  Indiana  Union  Traction  Co.,  as  local  superin- 
tendent at  .\nderson.  Ind.     From  .Xnderson  lie  went  to  Bay  City. 

MR.  FR.WK  G.  BOLLES  has  been  appointed  business  manager 
of  Cassier's  Magazine  and  the  Electrical  Age,  the  latter  journal 
liaving  recently  been  purchased  by  Mr.  Louis  Gassier,  and  both  be- 
ing issued  from  the  same  office  at  No.  9  W.  29th  St.,  \"ew  York. 
Mr.  Bolles'  earliest  experience  in  technical  journalism  was  gained 
in  the  editorial  department  of  the  Electrical  World  10  years  ago. 
He  next  became  head  salesman  of  a  large  steam  and  electrical 
machinery  and  supply  house,  and  from  that  he  entered  the  employ 
of  the  Westinghousc  Electric  &  Manufacturing  Co.  as  designer  of 
advertisements  and  writer  of  special  booklets.  In  1898  he  'jecatne 
manager  of  the  advance  and  foreign  sales  department  of  the 
Bullock  Electric  Manufacturing  Co.,  of  Cincinnati,  where  he  re- 
mained until  going  with  Mr.  Gassier.  He  is  a  member  of  the  Ameri- 
can Society  of  Mechanical  Engineers  and  of  the  American  Insti- 
tute   of    Electrical    Engineers. 

MR.  GEORGE  II.  H.ARRIS  has  been  appointed  superintendent 
of  the  railway  department  of  the  Birmingham  Railway,  Light  & 
Power  Co.,  and  will  assume  his  new  duties  January  ist.  He  was 
born  in  Rome,  Ga.,  a  little  over  30  years  ago  and  has  been  con- 
nected with  the  Birmingham  street  railways  for  13  years.  In  1880, 
when  the  mule-car  system  was  being  changed  to  electricity,  Mr. 
Harris  was  in  charge  of  the  reconstruction  and  upon  the  comple- 
tion of  the  work  was  made  master  mechanic,  in  which  capacity  he 
served  until  about  two  years  ago,  at  which  lime  the  office  of  super- 
intendent of  traffic  was  created  and  he  was  chosen  for  the  place. 
Upon  the  resignation  of  Mr.  McClary  as  manager,  Mr.  Harris  was 
_  appointed  superintendent.  Mr.  Harris  is  a  graduate  in  civil  en- 
gineering, and  was  on  the  engineering  corps  of  the  Chattanooga, 
Rome  &  Columbus  R.  R.,  Briarfield,  Blocton  &  Birmingham  R.  K.. 
Southern  Ry.,  Alabama,  Georgia  &  Florida  R.  R.,  and  the  Georgi.i 
Midland  &  Gulf  R.  R..  serving  in  the  construction  dcpartiiunis  of 
these  roads. 

MR.  WALTER  H.  WHITESIDE,  the  manager  of  the  detail  and 
supply  department  of  the  Westinghousc  Electric  &  Manufacturing 
Co.,  has  also  been  made  the  general  manager  of  the  Sawyer-Man 
Electric  Co.  and  has  added  the  duties  of  this  new  office  to  his  for- 
mer ones.  Few  men  are  lictter  known  than  Mr.  Whiteside  in  the 
electrical  business.  He  has  Iwen  connected  with  electrical  trade  in- 
terests for  nearly  twenty  years  and  during  that  time  has  extended  his 
acquaintanceship  to  cvcr>'  part  of  the  country  and  cemented  friend- 
ships wherever  he  went.  Wr.  Whiteside  became  a  special  salesman 
for  the  Westinghousc  company  in  Chicago  in  1898.  A  year  later  he 
was  sent  to  Washington,  D.  C,  to  take  charge  of  sales  to  the  Gov- 
ernment. This  led,  in  1900,  to  his  being  made  manager  of  the  com- 
pany's office  for  that  district,  then  having  its  headquarters  in  Wash- 
ington. From  the  Washington  office  Mr.  Whiteside  was  promoted  to 
the  management  of  the  detail  and  supply  department  of  the  company, 
with  headquarters  at  Pittsburg,  and  under  his  management  the 
business  of  this  department  has  greatly  increased 


Obituary. 

.\1K.  FR.VNK  .\.  DK.APER,  formerly  superintendent  of  the  De- 
troit, Lake  Shore  &  Mt.  Clemens  Ry.,  and  later  associated  with 
the  Detroit  &  Northwestern  Railwav  Co..  died  recemly  at  Liberty, 
X.  Y. 

MR.  CLARK  YERRICK,  assistant  superintendent  of  the  San 
Francisco,  Oakland  &  San  Jose  Railway  Co.,  was  instantly  killed 
near  his  home  at  Oakland,  Gal.,  November  2i.st,  by  accidental  con- 
tact with  a  dead  telephone  wire  which  had  fallen  across  a  live 
electric  light  wire.  He  had  been  in  the  employ  of  the  Oakland 
Transit  Co.  since  1894,  and  was  formerly  employed  by  the  Southern 
Pacific  Co. 

♦<-• 

New  Publications. 


The  Chicago  city  council  has  adopted  a  resolution  instructing  in 
local  transportation  committee  to  begin  negotiations  with  the  Union 
Traction  Co  for  the  removal  of  its  tracks  in  the  Li  Salle  and 
Washington  St,  tunnels  under  the  Chicago  River,  to  permit  the  de- 
struction of  the  l)orc»,  on  the  ground  that  the  tunnels  are  a  great 
obstruction  to  shipping.  The  company's  right  to  operate  cars  in  the 
riimiih  Ilis  two  more  vears  to  run. 


THE  INFLUENCE  OF  ELECTRICIIY  ON  THE  DEVEL- 
OPMENT OF  WATER  POWERS.  A  paper  read  before  the  New 
England  Cotton  Manufacturers'  Association.  By  F.  A.  C.  Perrine, 
1).  Sc,  Pittsficld,  Mass,  Published  in  pamphlet  form,  11  pages. 
Press  of  E.  L.  Barry,  Wallham,  Mass. 

VERBATIM  REPCJRP  OF  SEVENTH  ANNUAL  MEETING 
OF  STREET  RAILWAY  ACCOUNTANTS'  ASSOCIATION. 
'This  is  a  complete  record  of  the  proceedings  of  the  last  regular  con- 
vention of  the  Association,  held  in  the  Grand  Union  Hotel,  Sara- 
toga Springs,  N.  Y.,  Sept.  2-4,  1903.  It  contains  198  pages  of 
carefully  compiled  data,  together  with  a  lithograph  frontispiece 
showing  an  excellent  likeness  of  Mr.  H.  J.  Davies,  president  of  the 
.Association  for  1902-03.  In  addition  to  the  usual  index  of  contents 
there  is  appended  a  simimary  index  of  previous  reports,  com- 
prising addresses,  papers  read,  portraits  of  former  presidents  of 
the  .Association,  remarks,  committee  reports  and  the  United  States 
Census  statistical  report.  The  report  was  prepared  by  Mr.  W.  B. 
Biockway,  secretary  of  the  .Association. 

PROCEEDINGS  OF  TWELFTH  ANNUAL  MEETING  OF 
PENNSYLVANIA  STREET  RAILWAY  ASSOCIATION.  This 
is  the  complete  verbatim  report  of  the  I2th  annual  meeting  of  this 
.Association,  held  at  the  Park  Hotel,  Williamsport,  Pa.,  Sept.  23-24, 
1903.  .Among  other  features  the  report  contains  a  very  complete 
Question  Box,  consisting  of  370  questions  and  answers  relating  to 
all  phases  of  street  railway  work,  'TTiese  questions  and  answers 
form  a  very  valuable  contribution  to  literature  pertaining  to  the 
electric  railway  industry.  The  Question  Box  was  printed  in  full 
in  the  October  and  November  issues  of  the  "Street  Railway  Re- 
view." The  appearance  and  convenient  arrangement  of  the  contents 
(if  this  report  reflect  unqualified  credit  upon  Mr.  Ernest  H.  Davis, 
llic  retiring  president  of  the  Association,  and  Mr.  G.  E.  Wendle,  ed- 
ili.r  of  the  Question  Box. 

l.l'.S  ClIEMINS  D)C  FER  ELIXTRIQUES.  By  Henry  Mare- 
elial.  5(/)  pages,  cloth,  $\Ci  illustratic'iis.  Published  by  the  Libraire 
Technique,  Ch.  Beranger,  editor,  Paris,  France.  Price  $5.00  (25 
francs). 

This  is  a  general  discussion  of  electric  traction,  in  which  tlie 
standard  types  of  construction,  generating  .".nd  transmission  ap- 
paratus are  compared,  the  subjects  including  dynamos,  transform- 
ers, direct,  alternating  and  three-phase  current,  sloi'age  batteries, 
motors,  cars,  trucks,  track  and  line  construction,  rail  Ixjuding,  etc. 
Leading  features  of  the  Westinghousc,  (ieneral  Electric,  Sprague, 
Thonuson-Ilouston,  Auvert  and  other  .systems  are  touched  upon, 
and  the  I^ngeii  and  Behr-I^'irtigue  mono-rail  systems  arc  also  de- 
scribed. There  is  a  chapter,  also,  showing  the  comparative  cost 
of  city  and  suburban  electric  railways.  The  book  is  very  com- 
|)letc  and  contains  many  examples  of  the  most  modern  practice  in 
electric  railways. 

POOR'S  MANUAL  OF  RAILROADS,  1903.  The  .lOlh  annual 
inunber.  Royal  octavo,  cloth,  1,720  pages,  24  colored  stale  an<l 
group  maps,  together  with  railroad  maps,  indexes,  etc.  Published 
by  Poor's  Railroad  Manual  Co,  68  William  St.,  New  York  City. 
Price,  $ro.oo. 

The  statements  presented  in  this  uiniiUer  of  Poor's  M.inual  arc 
arranged  in  four  sections,  the  first  comprising  the  slalements  of  all 
the  steam  railroads  in  the  United  Slates  and  Canada  and  the  chief 
ones  ill  Mexico;  the  second  all  the  street  railway  and  traction  com- 
panies in  the  United  Stales;  (he  third  the  leading  industrial  cor- 
porations and  organizations  auxiliary  to  the  railway  interests,  and 
the  fourth  showing  the  finances  and  resources  of  the  United  Slates, 


992 


STREET    RAILWAY    REVIEW. 


iViii..  xm.  No.  12. 


tilt  several  stales,  and  llie  chief  coiiiilies,  cities  and  towns  in 
the  comitry.  Features  are  the  compilation  of  dividends  jiaid  by  the 
steam  and  street  railroad  companies  and  industrial  corporations 
from  1896  to  igo.V  a  directory  of  railway  officials,  and  railroads 
merged  in  other  lines.  The  new  edition  of  the  Manual  is  consid- 
erably larger  than  any  previous  issue  and  correspondingly  more 
complete  in  its  .scope  and  contents,  returns  of  all  leading  railroads 
for  the  year  ending  June  30,  1903,  or  later,  that  were  received  up  to 
Nov.  I.  1903,  being  included  in  its  pages.  Compared  with  the  Man- 
ual for  1902,  the  current  issue  increased  in  the  department  of  steam 
railroads  from  846  to  880  pages,  the  number  of  corporations  for 
which  statements  are  presented  being  2,043  this  year,  against  1,937 
in  1902.  In  the  section  devoted  to  statements  of  city  and  suburban 
railways  the  number  of  corporations  reported  in  1903  is  1. 177;  in 
1902,  1,156;  number  of  pages  in  this  section,  257  in  1903,  against 
239  in  1902.  In  the  department  of  miscellaneous  industrial  corpora- 
tions, statements  are  presented  for  236  enterprises,  against  199  in 
1902.  To  provide  space  for  this  expansion  in  the  scope  of  that 
department  called  for  an  increase  of  32  pages,  the  Manual  fur 
1903  devoting  145  pages  to  the  presentation  of  stateinents  of  the 
affairs  of  the  "liulustrials"  against  113  pages  in  the  previous  issue 
of  the  book. 

♦-«-♦ 

A  Gage  Cock  That  Can  Be  Closed  Tight. 


'Hie  gage  cock  illustrated  herewith  is  in  reality  the  outcome  of 
"trouble."  The  writer  had  ordered  what  he  considered  high  grade 
gage  cocks  for  the  Aurora.  Elgin  &  Chicago  Ry.  power  station, 
which  he  designed  and  superintended  the  construction  and  putting 
into  operation.  The  gage  cocks  which  he  placed  on  the  boilers  were 
perhaps  as  good  as  any  that  are  on  the  market.  These  had  a 
so-called  regrinding  lever  and  chain-operated  valve  and  closed  by 
means  of  a  light  spring  together  with  steam  pressure.  These  were 
reground  many  times,  hut  notwithstanding  this  the  gage  cocks 
were  constantly  leaking  either  on  one  boiler  or  another,  and  it 
finally  became  evident  that  the  only  cure  was  to  replace  thein  with 
something  more  practical.  It  had  been  noticed  that  if  a  man  went 
up  to  a  gage  cock  that  was  leaking  slightly  and  forced  the  valve 
to  its  seat  by  raising  hard  on  the  lever  that  the  leak  could  be 
stopped.  This  demonstrated  a  fact  that  had  not  been  fully  con- 
sidered,  namely,   that   we  were   trying   to   make   a   gage   cock  tight 


TIGHT  CLOSING  GAGE  COCK. 

under  almost  no  pressure  to  force  the  valve  to  its  seat.  We  all 
know  what  would  happen  to  the  other  valves  in  a  steam  plant  if  we 
should  simply  close  them  lightly  on  their  seats,  allowing  steam  to 
escape  by  the  seat  ever  so  slightly.  This  point  constitutes  "defect- 
ive detail"  and  the  same  rule  applies  in  connection  with  gage  cocks 
as  to  any  other  device  w-ith  defective  detail.  "It  may  work  part  of 
the  tiine,  but  it  can  never  be  relied  upon." 

We  therefore  caine  to  a  consideration  of  what  the  gage  cock 
should  be  in  order  to  be  a  success.  First,  it  had  to  be  of  such  a 
form  that  the  valve  could  be  forced  to  its  seat  and  held  there  under 
considerable  pressure.  Second,  it  must  contain  a  soft  disk  that 
will  take  up  all  ordinary  wear.  Third,  it  should  have  a  hard  bronze 
scat,  readily  removable  in  case  of  being  damaged  by  metal  chips 
or  the  like. 

An  attempt  was  inade  to  find  on  the  market  a  gage  cock  comply- 


ing with  thoe  s|)ecitications,  but  without  success.  The  only  thing 
which  approached  these  requirements  was  a  fine-thread  compres- 
sion-gage cock  with  a  soft  disk  set  in  the  stem  and  operated  with 
a  hand  wheel,  but  how  could  this  be  operated  from  the  floor,  at  a 
height  of  about  12  ft.?  In  the  meantime  we  had  concluded  that  a 
gage  cock  such  as  the  one  illustrated  herewith  was  what  was  ne- 
cessary to  fully  meet  our  requirements,  and  as  we  found  nothing 
available  on  the  market  we  had  a  number  of  these  cocks  made  and 
eiiuipped  this  plant  with  them.  These  have  been  operating  on  the 
eight  boilers  at  the  Batavia  power  house  for  about  a  year  and  all 
of  them  have  been  tight  all  the  time,  and  not  one  soft  disk  has 
been  renewed.  This  success  is  due  entirely  to  the  fact  that  the 
valve  can  be  forced  to  its  seat  the  same  as  we  should  wish  to  force 
down  any  valve.  A  valve  covering  a  3-16  in.  hole  has  but  1-36 
SI),  in.  surface  and  5  lb.  pressure  to  close  it.  The  valve  shown  here- 
with has  a  3-in.  lever  and  l4-''i-  screw  pitch,  or  19-in.  lever  travel 
10  '/i  in.  of  screw  travel  toward  the  seat,  and  with  lo-lb.  pressure 
on  the  lever  a  pressure  of  760  lb.  would  be  exerted  on  the  seat  face, 
or  about  350  lb.  after  allowing  for  screw-  friction.  In  fact,  the 
pressure  can  be  increased  on  the  lever  sufficiently  to  force  the  soft 
disk  to  a  new  seating  face  in  case  a  leak  is  allowed  to  blow  'until 
the  face  is  grooved.  In  order  to  be  able  to  return  the  lever  to  the 
proper  angle  after  forcing  the  soft  disk,  a  square  bar  shaped  like 
the  letter  I.  is  used  as  a  key  to  keep  the  center  plug  from  turning 
while  moving  the  lever  back  to  the  desired  position.  A  jaw  piece 
is  attached  to  the  end  of  a  light  but  stiff  hardwood  pole,  which 
enables  the  ready  operation  from  the  floor  of  any  gage  cock  de- 
sired. The  lever  is  reversible  on  the  screw  plug  of  the  gage  cock 
so  that  the  center  gage  cock  lever  will  not  interfere  with  the  upper 
and  lower  gage  cock  levers.  No  chains,  rods  or  other  dangling 
devices  hang  froin  the  column,  and  one  operating  rod  is  sufficient 
for  the  entire  plant.  This  rod  being  an  unjointcd,  rigid  aflfair,  con- 
tains nothing  to  get  loose  or  out  of  order. 

A  patent  has  been  allowed  the  writer  on  these  gage  cocks  and 
arrangeiuents  have  been  made  whereby  they  can  be  furnished  to 
anyone  desirous   of  securing  them. 

Chicago,  III.  WILLIAM  L.   MORRIS,  M.  E. 


New  "Cleveland"  Drill  for  City  Use. 

The  Ludlow  Supply  Co..  of  Cleveland,  has  just  completed  a  track- 
drilling  machine  for  use  in  cities  where  there  are  tracks  in  streets 
and  where  it  is  necessary  to  get  machines  off  the  track  quickly,  so 

as  not  to  delav   cars. 


NEW   •■CLEVEL.\ND"   DRILL. 


.•\s  will  lie  seen  from  the  illustration,  there  are  two  flat  wheels  at 
the  si<lc.  which  stand  about  one  inch  above  the  pavement  when  the 
machine  is  being  operated.  By  raising  the  rear  end  of  the  machine 
a  few  inches,  the  weight  is  thrown  upon  the  flat  wheels,  when  it  can 
readily  be  pushed  off  the  track,  one  man  handling  it  without  much 
cftort.  This  machine,  it  is  claimed,  can  be  taken  off  the  track  and 
replaced  much  quicker  than  a  hand  ratchet  and  is  ready  for  inmie- 
diate  use  when  replaced.  It  will  drill  within  i;/^  in.  of  the  bottom 
of  a  g-in.  girder  rail. 

'Hiese  machines  are  made  for  hand  power  or  electric  power  with 
automatic  feed,  drill  grinder,  etc..  complete,  and  ready  for  use  when 
recei\'ed. 

The  Brooklyn  Rapid  Transit  Co.,  at  the  request  of  patrons,  has 
issued  orders  to  permit  smoking  on  the  rear  platforms  of  all  closed 
cars  on  its  system. 


Street  Railway  Legislation  for  1903. 


Arizona. 

RESTRICTION  OX  GRANTING  OF  KR..\NCHISES. 
No.  8i  of  the  Laws  of  Arizona  of  1903,  an  act  to  restrict  granting 
of  franchises  for  public  utilities  in  municipal  corporations,  pro- 
vides, in  part,  that  hereafter  no  franchise  for  any  public  utility  shall 
be  granted  by  any  municipal  corporation  or  the  authorities  thereof 
m  the  territory  of  Arizona,  to  be  maintained  or  operated  by  any  pri- 
vate person,  e:c.,  in  any  municipal  corporation  in  the  territory  un- 
less authorized  to  be  granted  by  a  majority  vote  of  the  qualified 
voters  of  such  municipal  corporation  at  a  regular  election  held 
in   said   municipal   corporation. 


Connecticut. 


STREET   RAILWAYS    NOT   RL'NNING   ON   PUBLIC 
STREETS  OR  HIGHWAYS   TO  BK  FENCED. 


Chapter  7y  of  the  Public  .'\cts  of  Coiuiecticiit  of  1903.  entitled 
"An  act  concerning  fencing  street  railways,"  provides  that  the  pro- 
visions of  .sections  jya  and  .17.55-9  of  the  general  statutes,  relative 
to  the  construction  of  cattle  guards  and  the  fencing  of  railroads, 
shall  hereafter  apply  to  street  railways,  except  when  such  street 
railways   are   located   in   public   streets   or  highways. 


DIFFERENT   KIND  OF  P.WING  NOT   TO    BF.   REQUIRED. 


Chapter  209  of  the  Public  .Acts  of  Connecticut  of  1903  pro- 
vides that,  on  an  appeal  taken  under  the  provisions  of  section  3832 
of  the  general  statutes  to  the  railroad  commissioners,  the  latter 
shall  make  no  order  providing  for  the  paving  of  a  highway 
rtquircd  by  law  to  be  paved  by  street  railway  companies,  which 
shall  require  the  use  of  a  different  substance  for  such  pavement  than 
that  with  which  the  whole  remaining  width  of  such  highway  is 
paved. 


IITLE   BY    ADVERSE   POSSESSION    NOT    /VCQUIRED   TO 
LAND  USED  BY  ELECTRIC  RAILWAY  COMP.ANY. 


Chapter  85  of  the  Public  Acts  of  Conncclicul  of  1903  provides  that 
if  any  person  shall  take  into  his  enclosure  any  part  of  land  belong- 
ing to  a  railway  company  within  the  limits  of  which  said  com- 
pany has  located  an  electric  railway,  or  shall  erect  any  build- 
ing upon  any  part  of  such  land,  said  person  shall  not  by  adverse 
possession  acquire  any  title  to  the  land  so  enclosed  or  built  upon. 


Florida. 


RAILWAY  TRAINS  AND  STREET  CARS  TO  STOP  AT 
CROSSINGS  OF  TRACKS  AND  TO  SLOW  DOWN 
CROSSING    DRAW    BRIDGES. 


Chapter  5216  (No.  11 1)  of  the  Laws  of  Florida  of  IQ03  provides 
that  section  2263  of  the  revised  statutes  of  the  state  relative  to 
railway  trains  shall  Ik-  amended  so  as  to  read:  Every  train  of  pas- 
senger cars  or  of  freight  cars  drawn  by  one  or  more  locomotives 
and  every  street  car  drawn  by  horses,  proiwlled  by  steam,  elec- 
tricity, compressed  air,  or  other  power,  a\mn  railway  track  shall 
come  to  a  full  stop  l>eforc  arriving  or  crossing  the  track  of  an- 
other railroad  company  or  street  railway  track  and  within  four 
hundred  feet  thereof,  and  the  train  or  street  car  as  the  case  miiy 
Ik  arriving  at  such  crossing  first  shall  move  on  and  cross  first, 
and  every  such  train  or  street  car  shall  also  slow  down  to  a 
speed  of  not  more  than  four  miles  an  hour  before  running  on  or 
crossing  the  draw  of  any  draw  bridge  over  a  stream  which  is 
regularly  navigated  by  vessels.  Besides  the  liability  of  the  com- 
pany to  a  penalty  for  the  violation  of  the  above  provisions,  the 
motorman  or  other  person  operating  a  street  or  locomotive  engine 
who  shall  violate  them  shall  be  punished  by  imprisonment  in  the 
county  jail  for  a  period  of  not  more  than  six  awnthi,  or  hy  fine 


of  not  more  than  $500.  or  by  both   such   liiu'  and   iniprisonnicnt   at 
the  discretion  of  the  court. 


Georgia. 


DEDUCITON  ON  FRANCHISE    lAXES. 


On  pages  18  and  19  of  the  Georgia  Laws  of  1903  is  an  act  to 
provide  for  the  deduction  on  franchise  taxes  due  counties,  cities, 
towns,  and  vill.iges  of  all  amnunts  paid,  or  liable  to  be  paid,  under 
any  agreement  therefor  or  otherwise  to  such  counties,  cities,  towns 
and  villages  by  the  person,  partnership,  association  or  corporation 
affected,  except  amounts  due  for  ad  valorem  taxes  on  account  of 
the  physical  property  located  therein.  But  any  money  that  may 
be  paid  for  bridge  rentals,  or  for  paving  or  repairing  of  pave- 
ment of  any  street,  highway  or  public  place,  shall  not  be  included 
within  the  amounts  to  be  deducted,  and  no  greater  credit  shall  be 
allowed  on  accoiuU  of  the  payinents  above  mentioned  than  the 
atuouiu  of  the  franchise  lax  due  the  county,  city,  town  or  village 
for   I  he  inirrc'iit  vear. 


STREET  RAILROAD  COMPANIES  AUTHORIZED   TO  FUR- 
NISH   STEAM    HEAT    AND    POWER. 


On  page  684  of  the  Georgia  Laws  of  1903  provides  that  all  elec- 
tric street  railroad  companies  now  or  hereafter  incorporated  under 
the  laws  of  the  stale  shall  have  power,  in  addition  to  the  powers 
they  now  have,  to  furnish  steam  for  healing  and  power  purposes 
lo  any  per.sou  or  corporation  within  the  limits  of  the  counties  in 
which  such  corporations  operate,  with  ])ower  and  authority  to 
charge  and  collect  reasonable  compousaliou  for  the  .same,  and 
with  full  power  to  do  any  and  all  things  necessary  or  convenient 
to  carry  the  power  herein'  conferred  into  full  effect,  and  to  use  the 
streets  and  public  places  lo  lay  and  maintain  their  pipes  and  other 
appliances  for  conveying  and  distributing  such  steam ;  provided, 
that  before  any  of  said  companies  shall  be  entitled  to  use  any  of 
the  streets  of  any  city  in  the  stale  llic  consent  of  siu-li  city  shall 
be   obtained. 


Minnesota. 


AUTIKlKll^'     COXI'FKRED     ON     VII.I.ACiES     TO    GKANI" 
l''RANCIIISES. 


ChnpKr  139  of  ilu'  General  Laws  of  Minnesota  fur  1903  ciDpow 
ers  the  village  council  of  any  village  in  the  stale  having  a 
l>opul.ition  of  less  than  3.000  inhabitants  to  grant  hy  ordinance  to 
any  person,  persons,  or  corporation,  for  the  purpose  of  connecting 
any  such  village  with  other  vill.iges,  cities,  or  outside  territory  by 
wh.it  is  connuniily  known  as  street  railway  lines  the  right  to 
construct,  niaintain  and  operate  street  railway  lines,  by  other 
than  steam  power,  for  the  transportation  of  jiassengers  on  any  of 
the  public  streets  of  said  village  for  a  peri(Ml  of  not  exceeding 
2$  years;  provided,  however,  thai  nothing  herein  contained  shall 
be  construed  to  authorize  the  granting  of  any  exclusive  franchise. 
Such  action    pri'vion-ly  l.iken   is   legalized   and   cunfirnu'd. 


Missouri. 


ELECTRIC     I.K.III      PLANTS    MAY 
KAILWAVS  IN  CITIES  OK  10 


OPICRATF,     STREET 

Kio  tm  T.i'.ss. 


On  page  lOJ  of  the  Laws  of  Mis.souri  of  1903  is  an  act  which 
provides  that,  in  all  cities  and  towns  of  ten  thousand  inh.ibllants 
or  less,  any  cor|H)ration  having  the  right  to  operate  electric  lights 
or  furnish  electricity  or  motive  power  may  extend  ils  business  lo 
include  the  purchase,  construction,  and  operation  of  street  rail- 
roads, such  extension  of  business  lo  be  made  in  the  same  manner 
as  provided  in  sections  1328  and  1329  of  the  revised  statutes. 


994 


STREET  RAILWAY  REVIEW. 


[Vol.  XI I r.  No.  12. 


WllERK    ANO    HOW    REMOVAL    OF    MORE   THAN    TWO 
TRACKS   IN   STREET   MAY   BE   REQUIRED. 


On  pages  133-135  of  the  Laws  of  Missouri  of  1903  is  an  act 
which  provides  that  the  county  court  of  any  county  of  the  state  or 
the  municipal  authorities  of  any  incorporated  city  or  town,  which 
now  has  a  population  of  50,000  inhabitants  or  more  and  adjoining 
a  city  which  now  has  or  may  hereafter  have  a  population  of  300,000 
inhabitants  or  more  shall  have  the  power  and  authority  when  peti- 
tioned by  a  majority  of  the  owners  of  the  land  representing  more 
than  one-half  of  the  frontage  along  any  public  road  or  street  of 
the  slate,  upon  which  is  now  constructed  or  may  hereafter  be 
constructed  more  than  two  street  railroad  tracks,  stating  in  said 
petition  that  said  public  road  or  street  has  more  than  two  tracks 
..-onstructed  thereon  and  that  the  same  is  rendered  impracticable 
by  reason  thereof,  the  court  may  compel  said  railroad  company  or 
companies  or  any  one  of  said  companies  to  take  up  and  remove 
its  said  track  or  tracks  so  as  not  to  leave  more  than  two  tracks  on 
.said  road  or  street.  Any  street  railroad  company  wdiich  is  or 
may  be  hereafter  authorized  by  the  county  court  or  the  municipal 
authorities  of  any  incorporated  city  or  town,  to  operate  a  line  of 
street  railroad  cars  along,  across  or  upon  any  of  the  public  roads 
or  streets,  along,  across  or  upon  which  public  roads  or  streets  any 
other  street  railroad  company  owns  a  street  railroad,  may  be  com- 
pelled by  said  county  court  or  the  municipal  authorities  of  any 
incorporated  city  or  town  to  permit  and  authorize  said  company 
whose  tracks  have  been  ordered  removed  to  operate  and  run  its 
cars  over  the  tracks  of  said  other  company  upon  the  payment  of 
just  compensation  to  said  other  company,  for  the  ascertainment  of 
which  rules  and  regulations  are  prescribed  in  this  act.  The  com- 
pany using  the  tracks,  or  parts  of  the  track  of  another  company, 
under  the  provisions  of  this  act,  shall  run  its  cars  while  on  said 
track  at  the  .same  rate  of  speed  as  the  cars  of  the  company  own- 
ing said  track,  and  shall  construct  and  keep  its  connections  with  the 
track  of  the  company  so  as  not  to  delay  or  interfere  with  the  cars  of 
the  company  owning  the  track.  Any  company  using  the  track  of  an- 
other company,  in  whole  or  in  part,  shall  charge  no  more  than 
one  fare  over  its  whole  line.  Any  company  required  under  the 
provisions  of  this  act  to  take  up  and  remove  its  said  track  or  tracks 
shall  repair  the  road  or  street  in  as  good  condition  as  before  the 
taking  up  of  said  track  and  with  the  same  material  and  under  the 
supervision   of   the   commissioner   of   roads   and   bridges. 


Montana. 


LIABILITY  FOR  DAMAGES  TO  EMPLOYES. 


Chapter  LXXXIII  of  the  Laws  of  Montana  of  1903  provides  tliat 
every  railway  corporation,  including  electric  railway  corporations, 
doing  business  in  the  state  shall  be  liable  for  all  damages  sus- 
tained by  an  employe  thereof,  within  the  state,  without  contrib- 
uting negligence  on  his  part,  when  such  datnages  are  caused  by  the 
negligence  of  any  train  dispatcher,  telegraph  operator,  superintend- 
ent, master  mechanic,  yardmaster,  conductor,  engineer,  motorman 
or  of  any  other  employe  who  has  superintendence  of  any  station- 
ary or  hand  signal.  No  contract  of  insurance,  relief,  benefit,  or 
indemnity  in  case  of  injury  or  death,  nor  any  other  contract  en- 
tered into  either  before  or  after  the  injury,  between  the  person  in- 
jured and  any  of  the  employes  named  in  this  act  shall  constitute 
any  bar  or  defense  to  any  cause  of  action  brought  under  the  pro- 
visions of  this  act.  

New  York. 


PLATFORMS  TO  BE  ENCLOSED. 


Chapter  325  of  the  Laws  of  New  York  of  1903  provides  under 
penally  that  every  corporation  operating  a  street  surface  rail- 
road in  the  state,  except  such  as  operate  a  railroad  or  railroads 
either  in  the  borough  of  Manhattan  or  Brooklyn,  in  the  city  of 
New  York,  shall  cause  the  front  and  rear  platforms  of  every  pas- 
senger car  propelled  by  electricity,  cable,  or  compressed  air,  ope- 
rated on  any  division  of  such  railroad  which  extends  in  or  between 
towns  or  outside  of  city  limits,  during  the  months  of  December, 
January,  February,  and  March,  except  cars  attached  to  the  rear 
of  other  cars,  to  be  enclosed  from  the  fronts  of  the  platforms  to 
the  fronts  of  the  hoods  so  as  to  afford  protection  to  any  person 


stationed  by  such  corporation  on  such  platforms  to  perform  duties ■ 
in  connection  with  the  operation  of  such  cars.  All  street  surface 
railroad  passenger  cars  hereafter  purchased,  built  or  rebuilt  and 
operated  in  the  state  of  New  York  on  and  after  the  passage  of  this 
act,  except  those  owned  by  any  company  operating  either  in  the 
borough  of  Manhattan  or  Brooklyn,  in  the  city  of  New  York,  shall 
be  constructed  in  accordance  with  the  foregoing  provisions  of  sec- 
tion one.  This  act  shall  take  effect  December  i,  1904.  Except 
that  where  the  cars  of  any  corporation  affected  by  section  one  of 
this  act  are  operated  in  cities  other  than  the  boroughs  of  Manhat- 
tan or  Brooklyn  in  the  city  of  New  York,  the  cars  belonging  to  the 
corporations  so  operated  shall  be  equipped  with  the  enclosures  pro- 
vided for:  one-third  thereof  before  December  i,  1904,  one-third 
after  December  I,  1904,  and  before  December  i,  1905,  and  the  re- 
maining one-third  thereof  after  December  i,  1905,  and  before  Dc- 
ccmluT   I,   190C.  

North  Dakota. 


AUniOKIZES   TROLLEY   LINE  TO    CAPTiOL,   CONVICTS 
TO  BE  EMPLOYED  IN  CONSTRUCTING  SAME. 


Chapter  29  of  the  Laws  of  North  Dakota  of  1903  authorizes  the 
board  of  trustees  of  public  property  to  construct,  keep  in  repair, 
and  operate  a  single  track  electric  trolley  line  of  railway  from  the 
capitol  building  to  the  Northern  Pacific  depot  or  a  point  con- 
\cnicntly  near  said  depot]  in  the  city  of  Bismarck;  provided,  that 
the  board  shall,  so  far  as  the  same  can  reasonably  and  profitably 
be  done,  utilize  the  labor  of  the  convicts  in  the  state  penitentiary 
in   constructing   said   electric   railway. 


North  Carolina. 


STREET  R.MLWAY  COMPANIES  DEFINED. 


Chapter  350  of  the  Public  Laws  of  North  Carolina  of  1903 
amends  chapter  6,  Public  Laws  of  1901,  entitled  an  act  to  author- 
ize the  incorporation  of  street  railway  companies  under  the  gen- 
eral law,  by  adding  at  the  end  of  section  i :  The  term  "street  rail- 
way companies"  wherever  used  in  this  act  shall  be  held  to  include 
railways  operated  either  by  steam  or  electricity,  or  by  whatever 
motive  power  which  arc  used  and  operated  as  means  of  communi- 
cation between  different  points  in  the  same  municipality,  or  be- 
tween points  in  municipalities  lying  adjacent  or  near  to  each  other, 
or  between  the  territory  lying  contiguous  to  the  municipality  in 
which  is  the  home  office  of  said  company,  and  such  railways  may 
carry  and  deliver  freights :  Provided,  that  no  such  railway  shall 
operate  a  line  extending  in  any  direction  more  than  fifty  miles 
from  the  nnmicipality  in  which  is  located  its  home  office. 


Oklahoma. 


.AUTHORITY    FOR    INCORPOR.JlTION. 


Article  4  of  chapter  9  of  the  Session  Laws  of  Oklahoma  of  1903 
provides  that  corporations  may  be  formed  under  the  general  rail- 
way laws  of  the  territory  "who'  shall  have  the  power  to  use  elec- 
tricity for  the  propulsion  of  their  cars  and  rolling  stock,  pro- 
vided that  no  surface  conductor,  third  rail  or  other  similar  device 
for  the  transmission  of  such  power  other  than  for  reluni  circuit 
shall  be  used.  Such  corporations  in  addition  to  the  powers  exer- 
cised by  railroad  corporations  generally,  may,  with  the  consent  of 
the  authorities  of  any  city  or  town  in  the  territory  of  Oklahoma 
located  upon  or  along  its  lines,  construct  a  systein  of  street  rail- 
ways upon  such  streets  and  upon  such  terms  and  conditions  as 
may  be  agreed  upon  between  such  corporations  and  such  city  or 
town,  and  may  also  accept  lighting  contracts  with  such  cities  or 
towns  to  supply  the  said  cities  or  towns  or  the  inhabitants  thereof, 
with  light  or  electric  current  for  power,  or  such  railways  or  such 
corporations  may  also  acquire  by  purchase  or  consolidation,  plants, 
franchises,  contracts,  good  will,  and  other  property  of  any  exist- 
ing street  railway  or  lighting  company.  All  licenses  or  franchises 
heretofore  granted  to  any  street  railway  company  authorizing  the 
construction  and  operation  of  an  electric  street  railroad  in  any 
city  of  the  first  class  in  the  territory  and  which  have  not  become 
forfeited  or  lapsed  by  their  terms,  are  hereby  ratified,  legalized  and 
confirmed. 


Dec.  20.  1903.1 


STREET  RAILWAY  REVIEW. 


995 


"Interhorough  Special"  Truck. 

The  accompanying  illustration  shows  one  of  a  lot  of  460  trailer 
trucks  which  are  being  built  by  the  St.  Louis  Car  Co.,  and  which 
are  known  as  its  "Intcrborough  Special"  trucks.  These  were  built 
for  the  Interhorough  Rapid  Transit  Co.,  of  New  York  City.  This 
truck  comprises  a  solid  forged  top  frame,  in  one  piece,  composite 
side    frames    and   a    flitch    swing    bolster   supported    by   two   triple 


•■IXTERIiOROfclH-  TRl'CK     ST.  I.OUIS  LAK  CO. 

elliptic  springs,  and  it  is  also  fitted  with  two  equalizer  double  coil 
springs.  The  transoms  are  forged,  the  transom  plates  and  all  wear- 
ing plates  and  bolts  are  machine  fitted  and  all  holes  are  drilled. 
The  truck  is  equipped  with  M.  C.  H.  journal  boxes.  The  wheel  base 
is  5  ft.  6  in.,  and  the  total  weight  of  the  truck  is  8,800  lb. 


Accidents. 


November  igth  two  persons  were  killed  and  eight  injurcil  in 
a  rear  end  collision  between  two  motor  trains  on  the  Brooklyn  Ele- 
vated R.  R.  The  two  who  lost  their  lives  were  the  conductor  and 
niotorman  of  the  rear  train,  who  were  burnc<l  to  deatb.  Tlie  lilanu- 
was  attached  to  the  dead  niotorman. 

November  24th  two  Third  Ave.  elevated  trains  collided  at  the 
129th  St.  station.  New  York  City,  and  two  passengers  were  seri- 
ously injured.     Several  cars  were  damaged. 

November  24th  a  switch  engine  on  the  Chicago  &  Eastern  Illi- 
nois R.  R.  ran  into  a  Chicago  General  Railway  Co.  car  at  22d  St. 
and  Stewart  Ave.,  Chicago,  injuring  six  persons  severely.  The 
fault   was   said  to  lie  with  the   steam   road  employes. 

.■\  Wheeling  Traction  Co.  car  jumped  the  track  at  Bellaive 
NovemlKrr  25th,  went  o\er  an  embankment,  and  was  left  standing 
on  end.  There  were  no  passengers,  but  the  conductor  and  motor- 
man  were  slightly  injured  and  the  car  was  badly  damage<l. 

November  30th  there  were  two  accidents  on  the  Metropolitan 
Underground  Ry.,  Paris,  France,  similar  to  the  accident  of  .'\u- 
gust  loth,  which  was  described  in  the  "Review"  for  August. 
There  was  no  loss  of  life  this  time,  but  in  each  case  a  car  was 
burned  Iwtween  stations  and  passengers  had  to  escape  along  the 
tracks. 

There  was  a  collision  l)ctween  two  motor  trains  on  the  Brmik 
lyn  Elevated  R.  R.,  on  the  incline  at  Jamaica  Ave.  and  Crescent 
St.  Novcmljcr  24lh.     Four  of  the  injured  were  sent  to  the  hospital 

December  2fl  a  ricnsc  fog  in  the  morning  caused  a  rear  end  C(jI- 
lision  between  iiorth-l>ound  trains  on  the  South  Side  Elevated 
Railroad  Co's.  system,  Chicago,  at  Sist  St.  Six  persons  were  in- 
jured. 

Six  persons  were  injured  in  a  trolley  collision  in  Philadelphia 
November  28th  between  an   18th  St.  car  and.  a  South  St.  car. 

.\  Baltimore  &  Ohio  R.  R.  milk  train  ran  into  a  South  Chicago 
City  Railway  Co.  car  in  South  Chicago  December  2d  and  five  per- 
sons were  seriously  hurt.  A  defective  air  brake  on  the  electric 
car   was   blamed. 

Two  intcrurban  cars  of  the  Cincinnati  &  Eastern  Traction  Co, 
collided  at  Fruit  Hill,  O.,  Novcmlicr  29tli.  through  a  misunder- 
standing of  orders.     Both   molorincn   were   badly   injured. 

December  6th  an  engine  on  the  Chicago,  Lake  Shore  &  Eastern 
Ry.  ran  into  a  South  Chicago  City  Railway  Co.  car,  injuring  three 
perioni. 


.\  collision  occurred  on  the  St.  ■  Elmo  division  of  the  Chatta- 
nooga Electric  Railway  Co.  December  2d.  Fotir  persons  were  in- 
jured  and  the  cars   damaged   to  quite   an   extent. 

Two  Pacific  Electric  Railway  Co.  cars  were  telescoped  at  Whit- 
lier  Junction  November  jotb.  Both  cars  were  wrecked  and  fifteen 
passengers  injured,  one  seriously.    It  was  foggy. 

December  3d,  m  a   head  on   collision   between   cars  on   the   Day- 
Ion    &    Western    Traction    Co's.    line,    17   miles    east    of    Richmond, 
Ind.,  one  person  was   killed   and   several   injured. 

.\  Moline,  East  Moline  &  Watertown  Railway  Co. 
car  was  wrecked  at  East  Moline  December  4th,  as 
the  result  of  some  one  having  placed  two  rocks  on 
the  track  with  the  evident  intention  of  wrecking  the 
car.  The  car  was  overturned  and  Iradly  damaged, 
and  one  passenger  was   seriously  injured. 

Two  Central  Pennsylvania  Traction  Co.  cars  col- 
lided in  a  dense  fog  at  Harrisburg  December  4th. 
One  car  was  Iwdly  damaged  and  llie  niotorman  was 
severely  but  not  fatally  hurt. 


Combination   Safctj'   Gate  and  Step 
Guard. 


We  present  herewith  two  illustrations  of  a  com- 
bination safety  gate  and  trap-door  step  guard  which 
has  been  invented  for  use  on  electric  cars  to  prevent  passengers 
I'rom  alighting  from  the  wrong  side  and  also  to  protect  them  from 
the  danger  of  being  struck  by  passing  cars.  It  was  designed  by 
the  mechanical  department  of  the  Pacific  Electric  Railway  Co.,  with 
the  co-operation  of  Mr.  Joseph  McMillan,  chief  clerk  to  the  general 
manager  of  the  company. 

As  will  be  noted  by  reference  to  the  right-hand  view,  the  gate  is 
made  of  two  sections  of  .Vj-in.  pipe,  one  end  of  each  section  being 


|nl,l>lNi.  l.ATIC  ANll  STICP  (itlAKD. 

screw-.'d  into  a  brass  casting  which  is  seemed  to  the  dncir  posli  and 
acts  as  a  hinge,  the  opposite  ends  being  similarly  secured  to  cast- 
ings which  drop  inln  brackets  upon  the  gate  being  lowered  into 
a  closed  position.  The  lower  pipe  section  of  the  gate  is  con- 
nected with  the  trap  door  by  means  of  a  wrought  iron  strap,  so  that 
when  the  gate  is  raised  and  folded  back  against  the  door  post,  the 
same  movement  raises  the  trap  door,  and  the  whole  is  fastened  back 
nut  of  the  way  by  means  of  a  latch  attached  to  the  door  post. 

The  contrivance  is  so  simple  that  any  one  can  operate  it,  and  it 
contains  .so  few  parts  an<l  requires  so  little  material  that  it  is  inex- 
pensive. Furthermore,  the  absence  of  bulkincss  serves  to  render 
it  ornamental  as  well  as  useful.  ,  „ 


99f) 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  12. 


•'Scc'in*  Things  at  Ni«ht." 

UiuIcT  this  calcliy  title,  the  Columbia  Machine  Works  &  Malle- 
able Iron  Co.,  Chestnut  St.,  Brooklyn,  N.  Y.,  has  published  a  small 
folder  describing  the  Millen  illuminated  reversible  car  sign,  of 
H'liich    this   compriiiy    i-:    the    «rile   in.ikor.       This    i<    the    <ip;n    tli;it    is 


-    >..--..  ,..^- 


59^."  ST.  & 7^" AYE 


i..\ti:kiiik  <ii'  mii^i.en  c\k  sk.n, 

now  in  use  on  all  llic  cars  of  ilic  Metropolitan  and  Union  street  rail- 
ways of  New  York  City  and  on  many  other  roads.  The  sign  has 
four   sides.    i;i\-inj?    four   separate    indioatiniis.    Init    these    can   he   in- 


7I46^-«ST.  LENOX  AVI 


MII.I.F.X  C-\R   SIGV.  SHO\VIX(.   PKVICE  FOR  TURNINi.. 

creased  to  eight  by  inserting  a  second  slide  in  front  of  each  of  the 
four  original  faces.  Any  one  of  the  sides  can  be  brought  into  view 
by  turning  the  hand-wheel  from  the  platform  for  the  end  signs  and 
from  the  inside  of  the  cars  for  the  side  signs.  The  lettering  on  the 
hand  wheel  corresponds  with  the  lettering  on  the 
sign,  and  the  conductor  or  motonnan  is  therefore 
able  to  tell  what  sign  is  in  view  without  going  out- 
side the  car.  Each  sign  has  two  incandescent  lights 
placed  above  it  with  a  reflector  above  the  lamps 
which  throws  the  light  down  on  the  sign,  making 
it  as  readable  by  night  as  by  day.  These  incandes- 
cent lamps  are  independent  of  the  revolving  part  of 
the   sign. 

The  Columbia  Macliine  Works  &  Malleable  Iron 
Co.  has  recently  greatly  enlarged  its  factory  and  in 
addition  to  its  other  specialties  the  company  is  mak- 
ing a  special  feature  of  supplying  castings  of  all 
kinds,  especially  motor  cases.  The  iron  foundry  is 
aoo  X  100  ft.  and  the  cast  iron  department  is  about 
100  ft.  square.  There  has  just  been  added  a  new 
cupola  with  a  capacity  of  15  tons  a  day.  A  new 
tapering  machine  has  been  added  for  forming  and 
tapering  the  well-known  "Columbia"  steel  trolley 
poles. 


■Bicycle  Street  Car  Inspectors. 

The  Georgia  Railway  &  Electric  Co.,  of  .Atlanta,  has  established 
a  bicycle  corps  of  street-car  inspectors  with  excellent  results.  The 
bicycle  facilitates  the  work  of  the  inspectors  and  makes  it  possible 
for  them  to  get  about  more  quickly.  They  watch  after  the  sched- 
ules and  straighten  out  any  difficulty  that  may  occur  on  the  lines. 
The  company  employs  12  inspectors,  and  heretofore  all  of  them 
have  depended  upon  the  street  cars  to  get  them  over  the  city.  Un- 
der the  new  arrangement  six  of  them  use  bicycles,  while  the  other 
six  operate  as  of  old. 


The  Growth  of  a  Privilege. 

"It  wasn't  many  years  ago  that  you  went  where  you  could,  not 
where  you  wanted.  There  were  beaten  tracks  of  travel  and  the 
tracks  were  well  beaten,  too,  and  far  apart.  First  the  path  through 
the  forest.  Then  the  pike  and  the  stage  coach.  Then  an  isolated  rail- 
road track  and  with  each  step  we  were  properly  jubilant.  Man 
moved  in  the  crowds  of  his  fellows,  for  the  avenues  only  were  tra- 
versable. Increased  facilities  of  travel  rub  man  against  man,  broaden 
our  civilization  and  develop  the  personality  of  the  individual.  This 
is  turgid,  maybe,  but  we  are  getting  on.  Today  what  one  can  do  upon 
his  responsibility,  where  he  can  go  at  his  own  volition,  is  no  bet- 
ter typified  than  in  the  accessibility  to  all  of  the  special  car.  One 
can  secure  these — by  telephoning  to  headquarters — for  private  par- 
tics,  for  lodge  meetings  in  the  near-lying  towns,  for  any  purpose 
where  one  desires  the  exclusive  society  of  one's  friends." — Extract 
from  Detroit  llnited  Weekly,  Issued  by  Detroit  I'nited  Ry. 


Folding  Gate  for  Car  Platform. 

Herewith  are  presented  two  views  of  a  new  folding  gate,  the  in- 
vention of  Messrs.  Samuel  and  Harry  Kali.shcr,  of  Chicago,  which 
is  adaptable  for  street  'cars,  aild  is  particularly  suitable  for  elevated 
railroad  use.  It  has  been  designed  especially  to  avoid  inconvenienc- 
ing passengers  and  at  the  same  lime  to  allow  the  occupancy  of  the 
full  platform  space,  and  it  is  so  constructed  that  it  may  Ik;  quickly 
(p|)ened  and  closed  without  in  the  least  discommoding  patrons,  even 
when  the  platform  is  crowded  to  its  capacity. 

The  new  gate  is  built  on  the  extension  principle.  It  is  operated 
by  a  crank  shaft  or  rod  which  turns  in  bearings  on  the  uprights  at 
llic  front  of  the  car  platform,  or  on  any  suitable,  fixed  support.  On 
the  end  of  the  operating  rod  farthest  from  the  gate  is  a  handle  by 
which  the  rod  is  turned  and  the  necessary  leverage  acquired ;  on  the 
end  of  the  rod  nearest  the  gate  is  a  crank  arm  to  which  is  attached 
the  mechanism  which  directly  operates  the  gate.  The  end  of  the 
crank  arm  is  two-pronged,  and  between  the  forked  ends  is  pivoted 
one  end  of  the  link  which  transmits  the  motion  to  the  gate,  the  other 
end  of  the  link  having  a  pivotal  connection  with  the  gate.  This 
link  is  in  the  form  of  a  turn-buckle,  .^o  that  the  action  of  the  gate 
may  be  adjusted  to  suit  different  width  openings. 

The  pivotal  connection  of  the  link  with  the  gate  is  on  a  level 
with  the  center  of  the  operating  rod.  so  that  when  the  gate  has 
been  closed  the  pivotal   connection  Iictwccn  the  crank  arm   and  the 


FOLDINd  <;ATE  rOR  C.\R  PLATFORMS. 

link  is  brought  below  the  level  of  the  link  bearing  on  the  gate,  and 
when  in  this  position  the  crank  arm  engages  a  stop  on  the  guard 
frame  which  prevents  further  downward  movement  of  the  crank 
arm.  This  results  in  locking  the  gate  automatically,  so  that  it  is 
impossible  for  it  to  be  opened  except  by  manipulating  the  operating 
rod.  When  the  gate  has  been  opened  it  is  automatically  locked  back 
in  a  similar  manner.  By  constructing  the  gate  nearly  the  full  height 
of  the  car  passengers  are  prevented  from  climbing  over  it,  or  leaning 
out  and  interfering  with  signals  between  trainmen  and  .guards. 

■♦  «  » 

DO  stand  upon  your  merits. — Buzzard's  Bay  Philosophy. 


Dec.  20.  1903- 


STREET    RAILWAY    REVIEW. 


997 


To  Signal  Cars  at  Night. 


The  patrons  of  iiucrurban  roads  frequently  complain  that  it  is 
ilifficult  to  attract  the  attention  of  motornien  on  lines  that  run 
through  sparsely  populated  districts.  A  connuon  way  of  signahng 
the  motorman  of  an  interurban  car  is  to  light  a  match  and  hold  the 
tiame  so  that  it  will  Ik  visible  from  the  approaching  car,  but  this 
method  is  inconvenient  for  women  and  at  the  best  is  an  unsatis- 
factory makeshift.  Besides,  a  passenger  desires  a  light  while  wait- 
ing for  a  car,  particularly  if  it  be  in  a  dark  and  lonely  place.  .\ 
number  of  roads  maintain  clusters  of  lamps  at  all  regular  stopping 
points  but  if  the  lights  are  kept  burning  continuously  there  is  a 
very  considerable  expense  for  current  and  also  for  the  replacement 
of  lamps.  Moreover,  the  continuous  lighting  of  the  stations  at  night 
has  the  objection  of  not  showing  the  motorman  in  time  if  there  be 
a  passenger  waiting  or  not,  for  a  person  is  not  visible  to  him  even 
when  standing  under  the  light  at  .iny  great  distance,  and  a  reduced 
speed  is  required  at  all  the  stations  so  in  case  there  is  a  passenger,  a 


AUTOMATIC  DEVICE  WITIIOI'T 
COVER. 


EXTlSi.rislllNi.   DEVICE. 


SKiNAL  BOX   WITH  FROST 
REMOVE!!. 


The  lights  are  extinguished  automatically  and  the  maker  offers 
the  choice  of  two  methods  for  extinguishing  the  lamps  after  they 
have  accomplished  their  purpose.  One  of  these  will  extingui.sh  the 
lights  in  any  pre-arranged  time,  say  10  minutes,  entirely  by  the  action 
of  gravity  and  has  no  delicate  mechanism.  This  device- can  be  ar- 
ranged so  that  the  switch  will  reset  itself  within  any  period,  rang- 
ing from  10  seconds  to  thirty  minutes.  H  the  lights  should  go  out 
before  the  car  arrives,  they  may  be  relighu.l  by  the  prospective 
passenger  by  again  pulling  down  the  handle. 

In  the  other  svsiem  there  is  no  time  liniii  and  Uie  lights  will 
burn  until  a  passing  car  puts  them  out.  This  is  accomplished  by  a 
suitable  device  introduced  between  the  Irulley  hanger  and  the  ear 
Mi.pending  the  trolley  wire.  'Hie  ear  need  not  be  removed  to  place 
the  device  in  position,  as  the  upward  movement  of  the  trolley  wire 
when  the  car  is  passing  actuates  the  switch  and  extinguishes  t lie 
lights.  Anv  ordinary  cluster  of  five  '.6-candle  power  lamps  can  be 
uted  but  Mr.  Painter  recommends  a  special  cluster  which  can  be 
lurnished   bv   him    in    two    designs,   one   in   bracket    form   to   be   at- 


sudden  stop  can  be  avoided.  With  the  idea  of  furnishing  a  satis- 
factory signal  device  by  which  the  intending  passenger  can  signal 
an  approaching  car,  G.  K.  fainter,  of  Baltimore,  Md.,  is  placing  on 
the  market  a  suburban  railway  passenger  signal,  which  consists  o 
a  switch  to  be  operated  by  the  pros,K;c:ive  passenger,  a  c  uster  ol 
lamps  which  lights  when  the  switch  is  closed  and  a  device  for  auto- 
matically extinguishing  the  lamps  after  they  have  served  their  pur- 
pose, the  stations  thus  lM:ing  lighted  only  when  actually  n-ed  by  a 

•l-hc  switch  for  operating  the  lights  is  prolecle.l  by  fu-,es  and  r. 
encased  in  a  water-tight  iron  Ih-x,  thoroughly  in.ula'.e.l  with  porce- 
lain and  vulcanized  rublK-r.  The  box  is  Imated  .m  a  trolley  |K,le. 
and  the  switch  han.lle  projects  through  the  front  within  easy  reach 
,.{  any  one  standing  on  the  ground.  .Stamped  on  the  ever  of  he 
l,.,x  i.  the  instruction,  -lo  stop  cars  at  n.ghl.  push  .lown  the  handle. 

After  the  cluster  l^  lighted  by  the  prospective  passenger  he  can- 
not extinguish  it  nor  aflect  the  mechanism  in  any  way.  1  his  pre- 
vent, boy.  or  mischievously  inclined  person,  from  playing  -.r  me.  - 
d^ig  with  the  mechanism,  a.  would  be  the  case  ,f  the  switch  could 
Ik  manually  reset. 


WIKINl.   DIACKAM  1"<>K  I'AK  Sli;NAI,. 

lached    to   the    pole,    the   other   ,ur:niKe(l    lo   be    snspc-ii.lnl    fn.ni    llie 

span  wire.  .  1,1 

Mr  Painter  also  makes  signals  for  road-crossiiigs,  wlucli  be- 
si.les  ringing  a  bell  as  a  warning  turns  on  a  cluster  of  red  lights, 
using  the  railway  current  to  operate  it.  This  device  is  also  suit- 
able for  a  caution  signal  on  sharp  cuiAes,  bri.lges  and  viaducts. 

*♦♦ 
11  IK  CKNTKAI-  KLECTUlt'  <-l),,  ,if  Chicago,  reports  a  most 
gratifyi^ng  business  f..r  the  oulg-iiig  year,  iw.  a"d  asserts  ihal  1004 
will  witness  still  further  iinpr..xements  and  .levelopmeiils  of  its  al- 
rea.ly  inmiense  business.  The  company  slates  that  it  will  conlinne 
to  push  the  same  specialties  wilh  which  its  name  is  already  so  well 
i.leiitilied,  Okonite  and  1  X  I.  wires,  I).  &  W,  enclosed  fuses,  Pilts- 
burg  transformers  and  Columbia  lamps. 


p-our  passenger  cars  and  two  motor  cars  were  burned  al  the  ter 
minus  of  the  Douglas  Park  branch  of  the  Melrupolitan  West   Side 
KIcvaled    Kailroad  Co.,  Chicago,  ..n  the  iiioriiiiig  of   December  .Sih, 
entailing  a  loss  of  about  $10,000. 


998 


STREET  RAILWAY  REVIEW. 


(Vol.  XIII,  No.  12. 


A  New  Automatic  Track  Switch  for    lllcctiic 
Roads. 


The  American  Automatic  Switcli  Co.,  ijo  Liberty  St.,  New  York 
City,  lias  developed  an  automatic  track  switch  by  means  of  which 
the  motorman  of  an  electric  car  is  enabled  to  turn  the  switch  point 
in  either  direction  from  the  platform  of  his  car  without  the  use  of 
a  switch  rod  or  bar.  The  idea  of  an  automatic  track  switch  is  not 
new,  but  this  particular  device  appears  to  possess  certain  novel  fea- 
tures. The  mechanism  directly  controlling  the  switch  point  is  en- 
cased in  a  water  tight  Ikix,  buried  a:  the  side  of  the  track  near  the 
point,  the  top  of  the  box  being  flush  with  the  paving.  In  connec- 
tion with  this  box  there  is  cither  an  insulated  section  of  trolley  wire 
or  an  insulated  section  of  rail,  so  that  the  flow  of  current  to  the 
mechanism  in  the  switch  box  can  be  controlled  by  the  motorman  ot 


U  U  U  U    U  I'Js'JJ  U  U  U  U  U   U  LI  UgLI  U|  u  u  u  u 


LOCATION  ANU  CONNECTIONS  OI'  TRACK  SWITCH. 


with  oil,  so  that  all  of  the  working  parts  of  the  switch  move  in  a  bath 
of  oil.    Hie  switch  mechanism  is  midc  of  tool  steel.    The  cam-plate 
produces  a  semi-lock,  but  docs  not  prevent  turning  of  the  switch 
with  the  switch  iron. 
The  officers  of  the  American  Autonijitic  Switch  Co.  are  as  fol- 


an  approaching  car.  To  turn  the  switch  from  rest  in  either  position, 
to  the  other  position,  the  car  must  pass  over  the  insulated  section 
with  the  controller  handle  on  the  first  or  second  point,  thereby  per- 
mitting current  to  flow  through  the  switch  box.  If  the  switch  is  in 
tl'.e  right  position  as  the  car  approaches,  the  motorman  turns  off  the 
current  and  drifts  over  the  insulated  section  wi'.h  the  power  off. 

The  mechanism  within  the  switch  box  comprises  essentially  a 
solenoid  coil,  within  which  moves  a  plunger,  having  at  its  lower  end 
a  specially  designed  cam-plate,  which  by  its  movement  when  the 
plunger  is  raised  operates  a  lever  mechanism  to  throw  the  switch 
point.  It  will  be  understood  that  when  an  impulse  of  current  passes 
through  the  magnet  coils,  the  plunger  will  be  raised  and  the  switch 


MECHANISM  OK  TRACK  SWITCH. 

point  moved  to  the  position  opposite  to  the  one  which  it  previously 
occupied. 

The  claims  set  forth  in  favor  of  tliis  new  device  include  the  fol- 
lowing: As  the  switch  bo.x  is  completely  water  proof  and  water 
tight,  no  dirt,  water,  ice  or  salt  can  come  in  contact  with  the  mag- 
net or  the  working  parts  of  the  switch.  The  coils  of  the  magnet  arc 
enclosed  in  an  inner  sealed  case  within  the  larger  box,  and  the  mag- 
net is  immersed  in  n  special  oil.     The  larger  box  is  also  partly  filled 


DIAGRAM  OF  WIRING  FOR  TRACK  SWITCH. 

lows ;  President,  J.  Roosevelt  Shanley ;  vice-president,  Roy  V. 
Collins;  secretary  and  treasurer,  H.  Hardcastle  Pennock;  consulting 
engineer,  .■\lfred  K.  Warren ;  sales  manager,  H.  N.  Powers. 


Spotting  from  Outside  of  Cars. 


It  being  inevitable  that  as  long  as  there  are  dishonest  conductors 
some  system  of  espionage  must  be  employed  by  street  railway 
companies,  the  following  suggestions  which  the  "Re- 
view" has  received  from  a  street  car  conductor  may 
serve  to  point  the  way  to  a  more  satisfactory  plan  of 
spotting  than  that  in  vogue.  Instead  of  having  spot- 
ters ride  upon  the  cars,  it  is  suggested  that  a  means 
can  be  found  whereby  a  spotter,  by  riding  alongside  or 
following  a  car,  may  succeed  in  keeping  track  of  the 
passengers  boarding  and  alighting  from  the  car  quite 
successfully,  and  also  catch  frequent  glimpses  of  the 
(are  register  as  he  goes  along.  A  motorcycle  might 
be  employed  for  the  purpose.  It  is  suggested  also  that 
an  incandescent  lamp  on  the  roof  of  the  car  might  be 
connected  to  the  register  in  such  manner  that  every 
time  a  fare  is  registered  it  will  glow.  The  spotter  on 
his  motorcycle  could  readily  keep  the  tally  by  that 
means,  it  is  thought. 

It  is  further  suggested  that  the  company  should  al- 
ways have  a  man  in  each  car  house  as  "extra"  motor- 
man,  whose  duty  it  shall  be  to  watch  out  for  those  con- 
ductors who  arrange  with  the  motormen  beforehand 
plans   for   robbing  the   company. 


Suit    to   Determine  Taxable   Value    of 
Track. 


The  Louisville  Railway  Co.  is  being  sued  by  the  audi- 
tor of  Jefferson  county.  Kentucky,  for  taxes  amounting 
to  about  $375,000,  inclusive  of  a  claim  of  20  per  cent 
on  its  track  mileage  during  the  past  five  years,  the  point  at  issue 
being  whether  lire  mileage  shall  be  measured  by  single  or  double 
tracks.  The  auditor's  agent  claims  that  the  taxable  value  of  the 
tracks  is  by  single  trackage.  Mr.  T.  J.  Minary,  president  of  the 
road,  states  that  the  law  reads  "road"  instead  of  "track,"  and 
the  company  accordingly  numbers  the  miles  of  track  in  its  system 
on  the  basis  of  double  track  where  it  is  double  and  single  track 
where  it  is  single.     This,  he  states,  is  the  rule  elsewhere. 


Dec.  20.  1903.] 


STREET  RAILW  AY  REVIEW. 


999 


Turbines  and  I- loctric  Locomotives  for  New 
York  Central. 


Engines  and  Motors. 


The  New  York  Central  &  Hudson  River  Railroad  Co.  has  placed 
an  order  with  the  General  Electric  Co.  for  eight  turbo-generators 
of  7.500  h.  p.  capacity  each.  The  turbines  are  of  the  four-stage, 
vertical  Curtis  type;  the  generators  are  25  cycle,  3-phase,  generat- 
ing current  at  a  pressure  of  11,000  volts.  An  order  has  also 
been  placed  with  the  same  company  for  30  electric  locomotives  of 
an  entirely  new  design.  Each  locomotive  will  weigh  85  tons,  with 
an  adhesive  weight  on  the  drivers  of  67  tons,  and  each  will  liavc 
a  capacity  of  2,200  h.  p.,  and  will  be  capable  of  hauling  a  train  of 
500  tons  at  a  speed  of  60  miles  an  hour.  These  are  the  largest  or- 
ders of  the  kind  ever  placed. 


Handsome  Cars  for  Hudson  River  Rv, 


The  J.  G.  Brill  Co.,  of  Philadelphia,  recently  shipped  four  semi- 
convertible  cars  to  the  New  Jersey  &  Hudson  River  Railway  & 
Ferry  Co.,  of  Hackensack,  which  were  ordered  through  the  engineer- 
ing firm  of  Ford,  Bacon  &  IXivis,  and  which  are  considered  ex- 
ceedingly handsome  cars.  The  accompanying  views 
show  the  exterior  of  one  of  the  cars  and  a  diagram  of 
the  seating  arrangemcnis.  The  cars  are  painted  a  dark 
red,  with  ^old  leaf  lettering  and  lines,  .^s  the  floor 
plan  shows,  they  are  divided  into  two  compartment';. 
one  being  for  the  use  of  smokers.  The  dividing  parti 
tion  is  of  quartered  oak  with  glass  in  the  upper  part 
Quartered  oak  is  used  for  the  entire  interior  finish,  in 
eluding  the  ceilings. 

The  side  sills  are  of  long  leaf  yellow  pine,  plated  on 
the  inside  with  12  in.  x  H  if-  steel  the  full  length  and 
turned  around  the  corners,  lapping  the  end  sills  by  i" 
inches.  The  end  sills  are  of  Indiana  white  oak,  3ii  in.  \ 
~ii  in.  There  are  three  cross  sills,  3^  in.  x  6§^  in  . 
each  having  a  J^-in.  .tie  rod.  The  diagonal  braces  are 
2  in.  X  6  in.  The  outside  platform  knees  are  reinforced 
with  Z-bars,  6  in.  x  3'/j  in.  x  %  in.,  extending  from  the  angle  iron 
bumpers  to  the  Iwdy  bolsters.  Three  T-lrars  24  in.  apart  are  usei! 
instead  of  center  sills,  extending  10  ft.  back  from  the  end  sills. 
Heavy  gusset  plates  are  lx)lted  to  the  sills  under  the  corner  posts 
and  under  the  side  sills  at  the  crossings. 

The  length  of  the  car  over  the  corner  posts  is  jg'ft.  2'/i  in.;  over 
the  bumpers,  40  ft.  2'/^  in. ;  length  over  all  from  tip  to  tip  of  draw 
bars,  43  ft.  2'/2  in.  The  vestibules  are  4  ft.  5'/j  i".  long  at  the  cen- 
ter; width  of  cars  over  the  side  posts,  7  ft.  8'A  in.;  interior  width, 
measured   from  the  lining  between  the  posts,  7   ft.  4  in.     This  last 


The  B.  F.  Sturte\ant  Co.,  whose  name  is  as  closely  identified  with 
blowers  as  that  of  Carnegie  with  steel  or  Armour  with  beef,  in  its 
latest  catalog  calls  attention  10  the  fact  that  this  world-wide  reputa- 
tion of  the  Sturtevant  blowers  is  not  without  its  drawbacks,  for  the 
company  has  found  it  difficult  to  impress  upon  the  public  the  cor- 
responding magnitude  of  its  business  in  the  engine  and  electrical 
fields.  Over  forty  years  ago  it  established  the  first  blower  manu- 
factory in  the  United  States.  Within  ten  years  thereafter  the  neces- 
sity of  equipping  large  fans  with  the  means  of  driving  led  to  design- 
ing and  building  a  line  of  distinctively  fan  engines.  For  thirty 
years,  through  a  most  varied  experience  and  under  the  most  trying 
condition,  these  engines  have  been  developed  to  their  present  per- 
fection. 

A  little  over  ten  years  ago  the  rapid  increase  in  the  use  of  elec- 
tricity as  a  motive  power  opened  the  way  for  the  electric  fan  with 
motor  and  fan  built  the  one  for  the  other,'  The  opportunity  was 
recognized  and  the  company  immediately  established  an  electrical 
ilcpartment,  designed  a  full  line  of  fan  motors  and  thus  gave  the 
purcliascr  an  opportunity  to  choose  between  an  engine-driven  and  n 


-mmam^  -        "fii_        ill 


NEW  CAR  FOR  HACKENSACK,  N.  J. -J    G    liRll.I,  H), 

motor-driven  fan.  Both  engines  and  motors  liave  been  develoiKd 
under  the  exacting  conditions  usually  incident  to  fan  practice, 
namely,  high  speed  and  constant  operation  with  comparatively  little 
attention.  These  motors  are  Iniilt  in  sizes  ranging  from  ijj  to 
250  kw, 

-♦-►■•■ 

Convicted  of  Transfer  Frauds. 


Two  per.sons  who   had   luen  charged  liy  the    Boston   &   Nortliern 
Street     Railway     Co.     with     conspiracy    and     forging    am!     iilteriiiK 


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SEATINC  PLAN  OK  I1RII,UC*R. 


measurement  l^  the  available  width  for  .scats  and  aisles.  The  seats 
arc  34  in.  long  and  the  aisle  20  in.  wide.  Over  all  at  the  widest 
point  the  cars  arc  7  ft.  lo^^  in. ;  from  railhead  to  under  side  of  sill. 
31  in.;  to  (Ifxir  level,  3  ft.  2f4  in,,  and  over  trolley  board,  11  ft 
8!4  in,;  from  under  side  r>f  sills  to  lop  of  roof,  8  ft,  loji  in.;  from 
railhead  to  tread  of  steps,  isJ4  in.;  length  of  steps,  3  ft.  6  in. 
The  corner  posts  arc  3H  in.  x  $'/>  in. ;  thickness  of  side  posts,  i'A 
in.  The  carlins  arc  double  and  each  have  a  i!4  in.  x  ^-'m.  melal 
rafter   sandwiched   Itetwccn. 

The  earn  are  crpiippcd  with  folding  gates,  "Dcdenda"  gongs,  track 
ncrapers  and  other  palcnied  s|)Ociallicn  of  the  Brill  make.  Attached 
to  the  upper  pari  of  the  steel  dashers  at  the  ends  arc  bicycle  hooks, 
enabling  each  car  to  carry  six  bicycle*. 


transfer  check  coupons,  anil  two  who  were  diargeil  with  larceny, 
were  convicted  in  the  Su|ierior  Court  at  Boston,  Mass.,  Novem- 
ber 20th.  'Hiesc  cases,  which  are  hut  a  portion  of  those  on  the 
docket,  grew  out  of  extensive  transfer  frauds  which  had  extenil- 
e<l  over  a  long  period,  anil  by  means  of  which  the  company  was 
stated  to  have  lost  thousands  of  dollars.  The  counterfeit  cheeks 
were  made  by  two  printers  and  sold  to  conduc'.ois  at  a  n.Miiinal 
price,  and  Ihey  turned  them  in  to  the  company  at  full  value. 

The  new  freight  house  of  the  Indiana  Union  Traction  Co,,  at  Mun 
cic,  Ind„  was  opened  for  Inniness  necember  isl.    The  new  building  is 
to  be  used  as  a  freight  house  only  until  the  new  terminal  station  is 
completed. 


1000 


STREET  RAILWAY  RIA  Ii:\V. 


IV'nI..   XI 11,  No.    12. 


(^air  Coniinutator-Truing  Device. 

The  Akron  (O.)  Electrical  Mamifactiiring  Co.,  maker  uf  llic  Carr 
comnnitator-lniing  device,  which  is  illustrated  herewith,  recently 
issued  a  bnlletin  (No.  429)  describing  and  illustrating  this  useful 
tool,  which  has  been  adopted  by  a  number  of  the  leading  electric 
railway  companies.  This  device  has  been  submitted  to  very  rigid 
tests  and  the  maker  has  no  hesitation  in  claiming  that  it  is  an  ab- 


A  New  Submarine  Cable  Plant. 


CARR   COMMUTATOR    TRUING    DEVICE. 


solutely  reliable  tool  for  turning  up  the  conuiiutator  of  a  generator 
without  having  to  remove  the  armature  from  its  bearing.  The  de- 
vice is  built  on  the  engine  lathe  principle  and  is  directly  attachable 
to  any  machine  having  a  removable  bearing  cap.  Its  worlc  is  done 
while  the  shaft  is  running  in  its  bearings  and  consequently  the  face 
of  the  cormiiutator  runs  perfectly  true,  and  it  is  possible  to  do  the 
work  in  less  time  than  it  ordinarily  takes  to  remove  a  small  arma- 
ture, even. 

In  practice,  the  device  is  attaclied  to  the  machine  by  means  of 
a  T-shaped  clamp  which  is  bolted  on  in  the  place  of  the  bearing 
cap,  set  screws  being  provided  in  its  lower  end  to  rest  against  the 
pedestal  and  steady  the  tool.  On  this  binding  piece  is  clamped  the 
tool  bar  by  means  of  an  ingenious  saddle  that  allows  the  bar  to 
move  perpendicularly  and  also  parallel  to  the  face  of  the  commutator, 
and  instantly  clasps  the  two  parts  by  drawing  a  lever 
nut  on  top.  The  tool  bar  carries  a  slide,  which  in  turn 
carries  the  tool  post,  the  slide  being  manipulated  by 
means  of  a  screw  and  hand  wheel.  The  tool  bar  is 
easily  adjusted  to  any  width  of  commutator  up  to  u 
and  18  in.,  according  to  the  size  of  device  used.  The 
bar  may  also  be  reversed  by  slacking  the  lever  nut  and 
removing  the  top  half  of  the  saddle,  and  this  with  the 
double  tool  post  makes  it  possible  to  use  the  device  on 
cither  side  of  the  machine.  The  tool  can  be  adjusted 
at  right  angle  to  the  face  of  the  commutator.  A  cen- 
ter is  attached  to  the  device  by  adjustable  brackets  to 
prevent  end  motion  in  the  commutator  while  being 
turned.  For  the  best  work  a  commutator  speed  of  from 
200  to  250  ft.  per  minute  is  recommended. 

The  company  is  also  making  commutator-truing  de- 
vices  which    have    been    ordered    for    several    street    railway   power 
houses.     The   General   Electric   Co.   handles    the   device,   while   the 
Stanley-Northern    Co.,   as   well    as   many   manufacturing   companies 
and  central  station  plants  have  adopted  thorn. 
♦<-• 

The  De  Kalb-Sycamore  Electric  Co.  has  removed  its  generating 
apparatus  from  tlie  Sycamore  power  house  to  De  Kalb,  111.,  in  con- 
sequence of  increased   demands  for  power. 


The  Chicago  Constructing  &  Engineering  Co..  formerly  Weston 
Rros.,  has  been  awarded  the  cuiUract  for  grading  the  Galesburg, 
Monmouth  &  Rock  Island  Ry.,  one  of  the  new  McKinley  properties, 
from  Galesburg  to  Monmouth.  111..  15  miles,  the  work  to  be  com- 
pleted by  May   r5th  next. 


I'he  Jolni  .\.  Roebling's  Sons  Co.  has  just  completed  a  new  build- 
ing which  will  ..Miablc  it  to  largely  increase  its  product  of  insulated 
«  ires  and  cables  of  all  kinds,  and  will  provide  room  for  introducing 
(in  an  adeiiuale  scale  the  manufacture  of  submarine  cables.  The 
company  has  made  submarine  cables  for  m;iny  years,  but  this  part 
of  the  business  .seems  to  demand  greater  facilities,  and  to  provide 
for  this  one  of  the  largest  and  most  complete  plants  in  this  country 
will  be  installed.  The  new  buildings  are  located  so  that  shipments 
may  be  made  either  by  water  or  rail. 

Both  rubber  and  gutta  percha  core  is  used,  and  the  pre>ent  large 
rubber  plant  will  take  care  of  those  orders  calling  for  rubber  insu- 
hited  cables.  Formerly  the  company  has  imported  gutta  percha 
core,  but  it  is  the  intention  in  the  new  plant  to  provide  a  complete 
factory  for  manufacturing  this  core  under  the  direction  of  a  most 
competent  and  experienced  manager,  who  has  had  a  long  and  suc- 
cessful experience  abroad  in  this  kind  of  work. 

It  is  intended  to  so  equip  the  new  factory  that  submarine  cables 
of  any  kind  of  core,  with  any  description  of  armor,  may  not  only 
be  made,  but  also  to  provide  the  necessary  apparatus  and  equipment 
to  lay  any  of  the 'cables  manufactured. 

The  Roebling  company  will  be  able  not  only  to  furnish  the  va- 
rie  y  of  insulations,  but  also  will  be  prepared  to  take  coiuracts  to 
turn  over  to  the  purchaser  the  subinarine  cables  laid  and  ready  for 
use.  1  he  company  has  the  advantage  of  maiuifacturing  all  the  con- 
stituent parts  of  a  cable,  copper  wire,  insulated  core,  and  armor 
wire,  which  should  reduce  the  co>t  and  in>uri.-  tn  ilie  purchaser  the 
very    'Cst  materials. 

»  •  » 

Cars  for  Blue  Grass  Traction  Co. 


Th  Laconia  Car  Company  Works,  of  Boston,  recently  built  for 
the  Mue  Grass  Traction  Co.,  of  Lexington,  Ky.,  a  number  of  cars 
simil  r  to  that  shown  by  the  accompanying  illustration.  These  cars 
are  .ich  45  ft.  5^  in.  over  all.  or  35  ft,  over  body,  and  8  ft.  8  in. 
wide  over  all.  The  roof  is  of  steam-car  pattern.  There  are  12 
double  sash  windows  on  each  side,  both  .sashes  being  arranged  to 
drop  into  window  pockets.  When  the  windows  are  so  dropped  the 
openings  are  covered  with  a  hinged  cover  which  forips  a  convenient 
arm  rest.  Pantasote  curtains  of  the  Curtain  .Supply  Co.  make  are 
fitted  to  the  %vindows. 

The  interior  finish,  both  sides  and  ceiling,  is  of  selected  quartered 
oak.  Each  car  is  divided  into  two  contpartments  by  means  of  a  par- 
tition with  a  glass  top,  and  having  a  single  swing  door  in  the  center. 
There  are  nine  Wheeler  No.  42  seats   in  the  main  compartment,  at 


CAR  FOR  liLUE  CRASS  TRACTION  CO.-LACONIA  CAR  CO. 

the  side,  upholstered  in  rattan,  with  bronze  grab  handles  on  the 
backs.  In  the  smoking  compartment  longitudinal  slatted  seats  are 
\ised.  arranged  so  that  they  may  be  folded  when  not  in  use.  The 
cars  are  also  provided  with  basket  racks  running  the  full  length  of 
the  cars:  also  a  sash-adjusting  device  for  opening  all  monitor  win- 
dows. Window  guards  extend  the  entire  length  of  the  car  on  the 
outside. 

The  cars  are  equipped  with  the  Wood  patent  folding  gates.  New 
Haven  registers,  Philadelphia  type;  Mosher  arc  headlights,  with 
dimmers ;  Kilborn  sand  boxes,  Wilson  trolley  catchers.  Consolidated 
heaters.  Cbristensen  air  brakes,  and  G.  E.  No.  67  motors.  The 
trucks  arc  the  Laconia  No.  9-B-3.  with  5  ft.  4-in.  wheel  base,  and 
patented  cushion  swing  bolsters,  and  fitted  with  Laconia  33-in. 
double   plate  wheels,  with   3-in.   tread  and   i-in.   flange.