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THE
STREET RAILWAY
REVIEW
VOLUME XIII
1903
CHICAGO
WINDSOR cK: KIINIHELD PUHLISIIINC; C()M1'ANN
45-47 PLYMOUTH PLACE
M,\^
INDEX TO VOLUIVIE XIII.
Abutting ProinTly Owners' Easements 957
Accident. An Kcho of an 36*3
at Niagara Power Plant (Dunlap) 107
The Newarlt e723
To prevent (G. J. A. P.) 984
Accidents ....115. 174. 319, 120. 530. 763. SS5, 935
Accountant. The Province of the Street
Railway ^Brooks) 749
Accounting. Materials and Supplies (Dim-
mocic) •970
Supplies and Matt-rials e959
Acoustics. Architectural 85
Aquatic Attractions for Parks *Si
Adams. Alton D. lEquipment of Railways
with Converter Sub-stations) SO
(Fuses and Circuit Breakers in
Transmission lines) S95
H. H. (Shop Kinks) 'SS?
Advertising el&
Agency, New Street Car 425
Electric Railways 333
Uterature. Jan., 120. 1S3: April. 306. 370.
435. 547. Sept. S70. 940. Dec.
.\lr Brake Business. Remarkable Growth
of (tjhristensen) 546
Large Order for (Chrlstensen) .. 60
for New York Subway (Westing-
house) 117
System. New (National Air Brake
Co.) 544
Compressors for New York Subway.. 113
Albany. N. Y.—
& Hudson. Railroad Co.. Third Rail
System of the (Leavltt) 505
Methods of Car Painting at Shops of
United Traction Co. (BuUer) MTS
System of the United Traction Co., of. '502
"Album. A Ruberold." (Standard Paint
Co.) 544
Allegheny Valley Railway Co., Pitts-
burg & 38
Alliance. O.. Power Plant of the Stark
Electric Railroad Co "525
Allis-(rhalmers Co. Annual Report 425
New Works of the *10S
to Make Gas Engines 303
Alternating Current for I-arge City Sys-
tems — The Production and Distribution
of (McCulloch) '672
versus Direct Current Traction
Systems e959
American Car Co 51
Institute of Electrical Engineers, An-
nual Convention of 333
Society of Electrical Engineers. Stu-
dents of the 220
Amusements. Street Railway Park (Wad-
dell) 21
Armatures. Rapid Method of Testing. .. .♦987
Armstrong, A. H, (High Speed Electric
Railway Problems) '421
Arnold. B. J.. Report on Chicago Street
Railways '29
Magnetic Coverings 769
Traction Report for Chicago el9
Arthur Rail Block In Service 932
Associations —
Accountants' e722
Convention 623. 6)1. 695
Announcement for 284
Program 510
New M'-mliers of the 199
Officers of the 512
American Railway. Mechanical &
Electrical 70. el35. e'.'68. 6386
Constitution of 606
and By-Laws of 70
Convention of 561, 017. 648
Program 510
Executive Committee Meeting .... 96<p
Field of eS84
Hand Book of the 865
Offlcers of the 513
Prospectus of 969
American Society of Mechanical Engi-
neers 923
Street Railway. Convention.... pI35.
602. 643. 6S4. e723
Accommodations 300
Announcements ....127. 198, 263, 316
Program fill
Souvenir e264
List of Exhibitors 316
Name of the (Correspondence).. 199
Onicers and Executive Committee
of the 511
Colorado Electric Light, Power &
Railway B«
lyoulsvllle Railway Relief 82
New Englnnd Street Railway Club.
Annual Dinner of lOT
New Stale e472
.V.-w York Slate Street Railway..,.^
ronv.-nllon of the 790
Report of Commit tee on Rules 819
North Jersey Benevolent 16
Pennsylvania Street Railway. Conven-
tlon of W»
Prosperous Employes 7»'
Southwesu-m Electrical. First Con-
ventlon of • — ^
Oas. Electric * Street Knilway..., 268
Auburn A Syr:i< .i«<- lritiri;rhan M"'' • ^5
Aurorii, Eldln A ciij.iK., Hv , Cars f"r •'''J
Rv., Th« J<ill<t. I'liilnfleld & "JIZ
Austin, Tex., Cars for (American Car
Co.) ^"■'
Auslralla^The Section Fare System as
•ArtlclM marked with an anKrltk are accom
Used in (Badgerl •473
Automatic Signals at Syracuse 770
Automobile Tower Wagon In France 112
.-Vutomotoneer. Service Tests for the •eoo
B
Babbitting Armature Boxes, A Method
of 'see
Babbitt Metal, Formula for 329
Badger. C. E. (The Section Fare System
as Used in Australia) ^473
Bag System and Receiver System, Ad-
vantages and Disadvantages of (Hen-
ry) '637
Baird. Addison W.. M. D. (Sanitation and
Disinfection of Electric Railway Cars).*463
Baker. C. F. (t^are and Maintenance of
Car Bodies) 563
Heater Patents 300
Ballasting (Maintenance of Way Associa-
tion Report) 21S
Ball Bearing Door Hanger '20
for Railway Cars 178
Ballston Terminal R. R. CXi.. The... 609. •988
Baltimore. Md., Conspiracy (7ase at *11
New Mail Cars in '424
Washington & Annapolis Electric Ry.
A New Single-Phase System of Elec-
tric Traction ^447
Barham, Seth (What a Street Railway
Park Should Be) 8C
Barnes. Charles R.. Crossings of Steam
and Electric Railways 812
Barrett Jacks 116
Bearings. Devices for Boring •415
Bellamy. C. R. ((^leaning and Disinfect-
ing Tramway Cars) •471
Berkshire Street Railway Co 516
Berlin. High Speed Electric Traction at.. 922
Billings & Spencer Co.. Overhead Mate-
rial 'ISl
Biloxi. Miss.. Electric Railway for 409
Binghamton, N. Y., Bridge Collapses at..^331
Railway Co. Pays Dividend 126
Birmingham, Ala.—
Dog Tickets at •414
Emergencv Station at 211
KaJlwav. Light &• Power Co., New Car
House & Repair Shops for •.19
Bituminized Fiber Conduit 17S
Block Signals (American Automatic
Switch & Signal Co.) 303. '601
.. I'l.iiii.Dio. Wareham & Buzzard's
Bay Street Ry '*
System. A New (Eureka i '930
Boiler Feed. Regulation of (Correspond-
ence) P^
Robb-Mumtord •''■'"
Tube Cleaner (CJencral Specialty Co.).^6.'!0
Bonded Rail Joints, , Conditions which
Affect the Resistance of a (Sturdevantl.975
Boone. la.. New Cars for (American Car
Co.) •S67
Boston— ,.„
Elevated Ry.. Increase In Pay on 103
Massachusetts Electric Companies.
New Steam Turbine Power Plant
of the 'Si'l
Speed Regulations In 822
Vestibules, Reg\ilations In Regard to.. 37
Bournemouth (Eng.) Tramways, Opening
of 20
Brake, A New Power (Sterling-Meaker
Co.) 933
I>argo Order for (Chrlstensen) 60
Fresh Emergency •US
Car 'SSS
in St. Louis, Power 730
National (National Air Brake Co.). .•Sag
Brantford. Ont.. (Jrnnd Valley Ry 17
Street Railways of 17
Brennan. Michael (Maintenance and
Champerty in Personal Injury Cases).. 663
Bridges. Electric Ry 3t''
Brill (Sirs for Argentine Republic MBS
Camden Interstate Ry 865
Macon. Ga •I"?
New Jersey & Hudson River Rnll-
wnv & Ferry Co •9M
Rapid Rv.. Detroit. Mich •531
Tama<iua * LanHford Ry '9X1
Convertible Car for Virginia ♦76H
Snow Plows for Philadelphia 'Ill
British Westlnghouse Co 51
Brockwny. W. B. (Conductors' Car Earn-
ings IteporlMi '462
Brooklyn, N. T.— _
Eh^vaied Hallway Co., Electro-Mag-
netic ("ontrol for 69
Rapid Trarsll Co., Fen<lerB for
(Eclipse Car l-Vnch-r (,'o.) 940
Employes' Club House 382
Brooks, jr.. Henry W. (Comparallvi-
Stalemenis) 137
(The Province of the Street Kail-
way Accounlant) 749
Brown Corliss Engine Co. Increases
(;npltal 160
Brush Electrical Engineering Co.. Ltd..
Heavy Service Trucks 'Mu
Brushes, Concerning l.^'Valley-Vltao Car-
bon 646
Budapest, Electric Railways of (Kn«lor)..*7tl
noffalo. N. Y- „
by Trolley. Chicago to i»
Dunkirk A Weslern Railroad Co MJ
Opened • j74
Progress on the 867
Inlernallonnl Kiillway Co., Claim Ad-
pinliil l>« tiiap» or mhfr illusiralloBo: c. udllorlal.
justing Department (Mitten) •151
Track Construction of the (Wil-
son) •129, '213
Parcel Checks at •343
Building Material, A New 67
Bullock Apparatus •ytjii
Burch. Edwarii P. (Design of New Power
Plant and System of the Everett Rail-
way & Electric Co.) •267
Burden on the Fee. ..\ Now !.'.' e7''3
, Is an Interurban an .Additional.'.'.'. 515
Birmingham & Steel Cities Railway &
Power Co 771
Business Outlook for 1903 .'. oj
Butler. J. E. (Methods of Car Painting
at Shops. of United Traction Co.. Al-
bany. N. Y.) .47s
Hulte Electric Ry,. Some Contracts 425
Knutson Trollev Retriever •243
Koster. Franz (Electric Railways of Bud-
apest) •711
Kuhlman Cara for Toledo Railways A
Light Co 22rt
L
I.Aconla Cam for New Hampshire Trac-
tion Co •I7i)
for Blue Orass Traetlon Co •IrtW
I.adder. f;erm«n fonslnictlon •104
Lakft Shore KlTtrlc Reorganization 240
I^mp Ounrd and Holder. Portable •IH
Lang. A K.. Tribute to Mr 14
l^w..4&. 91. 149. 225, 29r,. 335. 401. 521, 731.
MO. iKO. 977
AlMitters Cannot Enjoin ConHlrueijori
of Rfifld on Portion of Street not
TJf'Slgnited In <'barler- Remedy In
narnHgen for Imuroper fViruitnietlon
or OfH-niilon of Ro;id 4o|
Have Drdlnanee H<-t Aside for
Inexpediency, but Is Entitled
lo f^'onnpenH'itlon R*'fore t'un-
St met ion of ('ommere|;il
Street Rjillway 977
With no Title to I>and Hnder
Highway Cannot Rnjnin Con-
st met Ion of Street Railway
Therein or Recover Damages
Therefor 1*1
Allegjitt( n of Failure m Olve W'lirnlng
or Keep Proper Lookout at Crossing
Sufficient— Duty to Sound Gong— Care
Required of Motorman at Street
Crossing— Statement of Motorman
After Accident 5-4
Act Authorizing Taking o{ Part of
Road by Another Company I'ncon-
stltutional 91
Additional Care Required When Cars
Overcrowded and Passengers on
Platforms S49
Adverse Report of Committee No Im-
pairment of Franchise Riga's Giv-
ing Federal Court Jurisdiction 335
Allowing Platform to Become So
Crowded as to Render Passenger Li-
able to Be Pushed Off in Operating
Car 402
Application of Doctrine of Res Ipsa
Loquitur to Derailment of Cars Op-
erated by Modern Power — Para-
mount Right Between Crossings-
Duty in Furnishing and Maintaining
Track, Cars and Appliances — Bur-
den of Proof 337
Fall of Trolley Wires— The Fre-
quent Slipping of Trolley
Poles Off Wires No Defense... Sol
Assault by Motorman Off Car After
Termination of Passage— Provoca-
tion to Assault Mitigates Damages.. 91
Boarding Crowded Our— Stopping Car
Implied Invitation to Take Same-
Notice to be Given when Stopping
Not Intended as Invitation- Duty to
Give Passenger Chance to Gel Safe
Place Before Starting Car— What
Constitutes a Passenger— Burden of
Proof as to Trespasser— Care Re-
quired in Construction and Opera-
tion of Road 9S0
Boy Thrown or Kicked Off Car by
Motorman— Killed Going on Other
Track— Duty of Looking and Listen-
ing '. 335
Building Platform Around Stump in
Street— No Duty to Remove Nuis-
ance Not Responsible for 523
Can Be Compelled to Extend Transfer
Svstem to Subordinate Lines Used
as Feeders— Duty of Real or Bene-
ficial Owner to Give Transfers— Pre-
rump'.i'-n as to Company Organized
to Build and Operate Extensions—
Presumption of Reasonableness of
Prescribed Fare — Profit Allowed—
What Must Be Shown to Prove Rate
Unreasonable l^S
Cannot Take Part of Location Con-
sented to and Reject Balance 91
Care Required for Protection of Pas-
sengers— Injurv to One by Stone
Thrown bv Strike Sympathizer 295
For Safety of Passengers and Duty
to Give Them an Opportunitv to
Alight After C:ir Stops - Not
Bound to Know Without Notice
That Anv One Will Atlemi)t or Is
in Act of Getting Off While Car
Is in Motion 225
!n Looking and Ustcnlng for Car-
Right to Rely on Upiial Signals
Being Given in Operating Car ... 295
In Operating Street Railway— D\ity
of Motorman to Be on I^ookout-
Duty lo Infant Seen on or Ap-
proaching Track — Sounding of
Gong No Defense— Duty to See
That Track Is Clear— Presump-
tion as to Adult Approaching
Track 297
Of Common Carrier as to Cam.
Appliances and Servants Wheth-
er Motive Power Is Steam (U-
Electricity— Not an Insurer— Duty
of Passenger- Failure to Dlscuv-
er Closing of Snap Switch 731
Of Lineman in Rem<tval of Wires
from Wooden to Iron Poles— Duty
of Company— Inspection 103
Of One Crossing Tracks— Dot, \' of
IxiokluK and Listening and Some-
times Taking othej- Prc^-autlons
— Rule as to <'roHslng Steam Rail-
way Tracks Applied 290
Of Pedestrian in Crossing Tracks-
Dutv of One Seeing lights In the
Distance K50
Of Persons Crossing Tracks Ordi-
nary Care Defined— What I*lir.'ise
"Look and Listen" " Means IH
When Horse Frightened and to
Prevent c.dllslon 402
With Reference to I>edge or Em-
bankmenl In Highway (»r In Own
Land -With Reference lo the
Equli)ment jind Management rjf
Cars and the Const ruction (t(
Tracks 92
Case for Injunction Against Transfer
of Property to Corporation of An-
other State 402
Cltv Cannr)t <'omr)eI Removal of
Heavier Ralls l>nld Without Permis-
sion on Track Having Lighter Ones
Than Those on the Olher C'uidl-
(lons as to Paving and Repairs Ab-
rrtitaled by Massfichuset Is Act of 1S9S
-Nature of I/Octilliui 4R
may Bind Kself in do nil Paving
Extending to the Ropnlrlng of
the Foundation Cnder a Street
Railway fl7«
Common Currier of Passengers— Bur-
den of Proof In personal Injury
Cases 7S1
Condemnation by Natural Person in
Interest of Corporation — No Two
Different Rules as to Allowances for
Benefits 227
Not Authorized to Secure Water
Power to Generate Electricity lo
Be Furnished Railroad 401
Proceedings Nt»t Affected by Con-
veyance t)f Land 401
Conductor's Dut\' to Make Passengers
Standing on Steps Get Off or Re-
turn Into Car 45
Construction of Iowa Statute as to
Taxation of Street Railways S52
Contributory Negligence a Defense
Where Injury Is Caused by One Con-
tinuous Act of Negligence as bv
Driver Nr>t Looking Forward at All. 29S
Crossing of Steam Railroad Tracks in
Street— Who to Hear Expense of
( 'onstrueting and Maintaining Cross-
ing—Street Railway No Additional
Hur,den— Authority of Engineer of
Steam Road with Regard to Repairs
—Steam Road Must Supply Safety
Gates 92
Cutting Off Access to Private Prop-
erty by Raising Tracks Above Grade
of Highway— Measure of Damages—
Abutter's Right of Access to Prop-
erty Inviolable 906
Damages for Breach of Warrantry of
Engine Bought to Drive Electric
Generator 220
Demanding Second Fare of Person
Asking for a Certain Car and Board-
ing It Before It Reaches Its Ter-
minus—Sign on Car Not to Be Taken
as Showing Which Way It Is Going
— Show of Resist aiu-e Authorizing
Use of Force in Ejection 94
Derailment from Collision with Ob-
stacle — No (*ontributory Negligence
on Part of Passenger Seated in Car.. 226
Driving Onto Track Immediately in
Front of Moving Car S49
Duty as to Furnishing a Safe Place to
Take Car or Alight 731
Keeping Tracks in Repair-
Paving and Repaying— Ordi-
nance Requiring Repair of
Pavement Confers No Right
of Ac-tion on Injured Traveler
—Ordinance Not Supported
Under Police Powers 149
Obtaining Control of Car to
Avoid Injuring Pedestrian-
Duty to Absent-Minded Per-
sons-Deafness No Excuse for
Not Taking Care— Pedestrian
Not to Be Expected to Stop
or Turn Rnund cm Track—De-
gree of Care Reiiuired to
Avoid Injuring Peopl^--Things
a Motorman May Assume 850
Restoring Street Closed to
Former Condition and of
Knowing It Has Been Done.. R49
of Conductor at Places Where It
Is Customary for Passengers to
Get On and Off Cars Without
Any Signal 336
Getting on Moving Car to
Avohl Coming In Contact
with Passenger on Steps 905
of Deaf Person Walking on Track
to I.^)ok Back— Right of Motor-
man to Assume That Person on
Track Will Hear Warning Bell
and Step Aside— Duty of Person
Oblivious of Danger or Unable to
Save Illmsi-If 904
of Motorman in Charge of Car to
Mslen for Signals to Stop— Evi-
dence of Motorman Being Angry
Willi PasH^'UKef Admissible 9li;i
on ( 'ar Descending Gradei In
City In Look Ont U>r Young
Chlldn-n -Child Running Inl.i
PassluK Car--Ortli nance Re-
quirluK Car tr> Be Stopped In
Shortest Tlm«- IN.ssihb- <in
Appearance of ( tbs true Hon. . . 45
Where Horse Balks or Is
Stalled on Track— Remaining
In Wagtm Not Necessarily
Contributory Negligence 621
of Passenger as to Stopping of
Cur to Prevent C(dllHlon-High-
est (Tare tmi Always Recpilred—
Insufilcbuii Signals c(f Danger... 851
of Ti-amsler to Lot>k and Listen
for Car until Past I'^urther Track
— lUHlrucllon of Jury 29«
of Traveler on Sired to Turn
Aside to Let Cars Pass- Errone-
ous Instruction as to Insuf-
lleienl lleiKlllKlll uud (*iHilrlbu-
tory Negligence 295
Ifi Ascf-rlaln and Remove Causes
Which MlKlil l)4-rail Cars 903
lo Check Speed or Stop Car to
Preyriit ( -.dltHlon With Person on
or Near Tni<-k Limit to Rapld-
Tninslt Rights of Public 905
to Cons! run Lines Notwithstand-
ing Proviso as (o prhu- Orndlng
of Streets and After Nlro' Years., 225
lo Employe of Teleplione Com-
panlcH aiul to Olhers lr> Insulate
Span Wires, Delect and Remedy
T^enknifcK Frequent Inspections
no Deretise Prima r> n\,\>-tt of
VI
STREET RAILWAY REVIEW.
luuululluit— Kngugliig 111 Duiigvr-
uufl UcciipuUun nut Cuntrlbuiury
iNCKliKuncf 7JJ
lu Huvc' t. ur t nuiT Cuiitrul uiid
Sluw Uuwii at rruHMliiK—Nul Nu-
licu Tnal Car will Mop or Invi-
tulJun tu iioaiu lt-t*uliurc to
Stuji to I aKt' on I'uhsvuhvt nut
Nvk1Ik*'|i>'*' iK-fU not 8top Alter
Bluckuiit' S|n-fa at CruflttlnKtt—
No Ubllgutlon to Tukt^ Tcntlmony
of Foreign Kmpioyv (Jul of
State 85;;
to Keep AUupted t'latfurm In Sufc
Condition— Contact with Cur Not
Nece80ury to Constitute i'usscn-
ger 336
to Look Both Ways Before Start-
ing to Cross Street— Whul Mo-
torman Muy Ajjsume of Person
Who Has Crossed His Track and
Is Confronted by Car on Further
One 337
to Pedestrians- Failure to Give
Customary Signals and to Have
Car ih Control— Evidence not lo-
cating Collision Just ul the
Point Alleged 296
to Prevent Collision of Rear End
ir with Truck 3.10
Where Road Is Built Through An-
other's Land and In Private
St reet 225
Ejection not Warranted by Mere Hon-
est Belief of Conductor that Coin
Is not Good 335
of Passenger Presenting Wrongly
Punched Transfer Ticket— Pas-
senger not Requlretl to Inspect
Ticket, to Know Meaning of
Symbols on Same, or to Know
Rules Promulgated for Employes
—Duty to Accept Explanations
of Passenger and to Correct Mis-
takes of One Conductor Through
Another 622
Electric Hallway not an Additional
Ser\ltude— Abutter not Entithd to
Compensutinn Because of I*«iwt'rlng
of Gnide— Tracks Miiv be Placed at
Side of Highway— Ownership of
niRhway by Plank Road Company
Immaterial — Smoothness Between
R.ills ami Adjoining Tracks not Re-
quired— Crossings Most Abutter, can
Ask— Consent of Authorities may be
Assumed 980
Equal Rights of Railway and Pedes-
trians at Street Crossings— W*hen one
May Cross In Front of an Approach-
ing Car 849
Extra Care Required Approaching
Street Crossings in Crowded Cities-
Rate of Speed-Dim Headlight— Cir-
cumstances May Excuse from Look-
ing and Listening 47
Failure of Person In Vehicle to Look
and Listen for Car not Necesssirlly
Negligence 977
to call Passengers or Others us
Witnesses 9l
to Look and Listen Contributory
Negligence— Molorman May As-
sume that Persons Stopping Near
Track Will let Car Pass 7;il
to Sound Gong for Person W'ork-
ing Near Track- Latter not
Bound to Look Continuously for
Car 402
Falling Out of Open Car of Passenger
Standing up to get Fare from Pock-
et-No Warning Required— Speed of
16 Miles an Hour Not Gross Negli-
gence 336
Fall of Car Elevator— Deflect in Gear
Wheel— Inadequate Inspection 336
Foreign Corporation Not Complving
with State L.iw (Tannot Maintain
Action for Construction of Road 110
Form of Action for W*rongful Ejection
for Wrongly Punched Transfer
Ticket 850
Franchise Acquired Prior to Vesting
of Right of Actual Construction Un-
der the Statute 149
RequlremenLs as to Fare May
Have Extraterritorial Effect 977
Getting on or off Moving Electric Car
—Slowing up on Signal not Invita-
tion to Board Car Before it Stops-
Duty to Person Once nn— Starting
Up with Jerk 402
Granting of Franchise a Legislative
Function— Sufficient Notice of Appli-
cation for Franchise 849
Gratuitous and Invalid Town Votes as
to Conditions to be Inserted in
Franchises and to Borrow Money to
Carry Out Scheme 522
Having no Headlight or Sounding
Gong on Foggy Morning— Dulv as to
Stopping. l^)oking and Listening
Before Oosslng Track 521
Holder of Prior Mortgage from Lessor
has no Lien on Feed Wire Furnished
by Ijcssee 45
How a Consolidation is Effected— Li-
ability upon Judgment Rendered Af-
ter Consolidation Against Old Com-
pany 731
Illinois Statute Construed to Confer
no Authority to Grant Franchises to
Indlvlduultt— Franchise Dellncd ZH
Implied Authority to Ac<|ulre Elec-
tricity lu t>i>erate hcreel Kiillways
and v'uliolty ui tfutKoniruct by City
to Furnlsn Suinu li^
Injury tu Boy ilidlng on Side Step of
I' reight * ar on x'ruck Close to
Street Hallway — Failure of Moior-
mun Court tinted by Sudden Danger
to Follow Wisest Course IKH
Running into Cur When L«t
Ixjose Alter Being Held and
Lectured 45
who Being Ordered Off Car,
Jumps on Pile of Sund that
Gives Way. Causing Him to
Slide I'nder Car 4U1
to Conductor by Another Car
While Trying to Open Gate After
Changing Trolley at Crossover-
Sufficient Looking for Car— Mo-
torman Seeing Person Near
Track or In Place of Danger-
Street Railways Included in
•'Railroad*' Fellow-Servants Act. 290
while Reversing Trolley by
Starting of Car Tlirough Neg-
ligence of Motorman— Car
Starter Fellow Servant of
Conductor and Motorman—
Railroad Fellow-Servant Act
not Applicable to Street or
Other Railroad Company Op-
erating a Street Railway ...524
to Lineman in Removing Spindle
Used to Pull Out Trolley Wire
—Giving of Orders Not Alone
Enough to Make Superintendent. 22n
to Motorman from Car Ahead
Running Ha<kward on Account
of Derailment of Another Car-
Want of Necessary Rule Must
be Shown— Risk from Known
Methods Assumed— Absence of
Red Lights from Rear of Car and
Telephone Connection with Y—
Conductor Jumping off Before
Collision— Incompetent Servant
and Fellow-Servant Rule 7^
to Newsboy Remaining <m Car
After Being Ordered off When
He Could Have Got off with
Safety— Injury to Trespasser -ir.
to Passenger After Alighting by
Catching Foot in Rope Attached
' Car by Some Boy 93
on Running Board by Being
Struck by Girder of Bridge-
Duty to Passengers — Duty to
Passenger and Employes In
Construction of Track— In-
spection not Required of Pas-
spngers or Employes 150
Kidiim on Running Board
Through Timnel. Close t'
W'all— Duty of Company Us-
ing City Tunnel— Risk As-
sumed by Passenger— Latter
not Bound to Use Highest
Care— Negligence a Relative
Term 7:^2
to Pedestrian Attempting to Es-
cape from Automobile 91
Between Cars on Crossing due
to T^ateral Movement of one
From Curve — Duty not to
Permit Cars to Meet There — 977
to Person Running to Take Car
and From Stumbling Falling TTp-
on Track— No Absolute Duty to
Stoi^ Car on Signal of Intended
Passenger 92
Slumt)ling Over Fender of Sta-
tionary Unlighted Car— Right
to Have Car Stand on Track
a Reasonable Time 523
tn Woman From Falling into
Trench After Alighting From
Car— One Having Alighj-ed no
linger a Passenger 226
Insufficient Evidence of Amount of
ProlUs Ix>st bv Suspension of Opera-
lion of Road 977
Location of Rallwav to Give Au-
thority for Occupation of Street
for Construction Purposes 9i>4
Insulting and Threatening of Passen-
ger by Employe— Person Carried by
Street Still a Passenger— $100 Dam-
ages 226
Judgment in Action Against Lessor
for Injuries Bar to Action Against
IjTssee- Lessor Liable for Negligence
of Lessee 150
Jurisdiction to Determine Submitted
Question of Mode of Crossing at
Grade 225
I^eglslatlve Authority Required— Elec-
tric Road not an Additional Servi-
tude—Changing System when First
Authorized by Private Contract
Only 238
T..essee of Road Subject to Debts not
Liable for Accrued License Fees 225
Liability for Attorneys Fees After
Settlement of Claim with Client-
How Lien for Same Mav be En-
forced 337
for Ejection of Passenger Given
Wrong Transfer by Mistake 47
for Giving Wrong Transfer— Ticket
a Mere Token— Passenger not
RcHiulrud to Verify Ada of Con-
ductor 979
for Injury to Employe Kldtng
Jiome on Puw* Due to Opened
Hwltch — Maintalnlng Full Speed-
Divided Opinion on Duly to Placu
Target ur LIgni on Switch TM
to Feelings and Sensibilities of
Passenger by Wrongful Ex-
pulsion from Cam 22S
to Pussengers from Rotten
Plunk In Platform Built by
Third Parties— tinu May As-
sume Olllcluls liuve Taken
i'recuu lions to Insure Sufei>
—Burden of Proof where in-
Jury Occurs from Breaking of
Appliance— Duty to Know
Effect of Time and Weather
on Appliances and to Inspect
and Renew Same 906
Jumping or Pulled off Car
or Jumped Upon. A Collls-
slon of Cars Appearing
Imminent 149
on Slippery Step of Short-
Run Car 22";
for "Railway Spine"— Company
not I>labte for Punitory Dam-
ages Afier Criminal Prosecution
of Negligent Employes 97s
of Railroad for Injury to Con-
ductor Getting on Car Without
Looking Again After Signaling It
to Advance at Crossing 48
of Trustee for Negligence of Mo-
torman 46
Measure of Damages for Breach of
Contract by Refusal to Accept
Right of Way 403
Mortgage Covering After-Acquired
Property a Prior Lien on Poles and
Wires Erected on Another's Land.. 401
Municipality Cannot Question Valid-
ity of I>ease by Company Authorized
to Lay Tracks Without its Consent. 90:i
Nature of Consents of Abutters and
Their Rights to Sell Same 298
Negligence in Jerking or Moving Car
While Passengers are Alighting.... 227
in Riding on Platform of Interur-
ban Ca r i n <\t pen Cou n t ry Same
as on Steam Railroad— No Recov-
ery in Case of Derailment— Rule
not Allowing Passengers on Plat-
form Reasonable— No Liability
for Injury to Passenger Purpose-
ly Violating Rule 906
Negligent Starting of Car by Con-
ductor After His Charge Thereof
Has Been Terminated by Change
of Crews— Test of Liability for
Negligent Act of Employe 228
of Employing too Young and In-
experienced Motormen— Duty of
Motormen Seeing a Person Near
Track— Inference from Failure lo
Stop Car In Short Space as Pos-
sible 979
No Authority to Condemn Longitudi-
nal Strips of Railroad Right of Way. 978
Consideration for New Conditions
•After Contracting to Furnish
Transportation— Insufficient Re-
lease to Cover Negligence 402
Inference as to Looking or of
Freedom from Contributory Neg-
ligence^Failure to Stop In Ac-
cordance with Rule— Duty of Mo-
torman at Cross-Street Contain-
ing Other Tracks B21
Reversal for Error in Submission
of Case Where Passenger W^as
Thrown from Car Running at
High Speed. Breaking Wires
and Being Wrapped in Them...33o
Not an Attempt to Condemn and
Appropriate a Public Street or to
Build an Elevated Railroad therein 45
Obligations of Merged Company—
I*essee Only Liable for License Fee
for Cars TTsed 227
Opening of Front Gate by Motorman
Not Invitation to Alight from Mov-
ing Car and not of Itself Negligence
—Passengers Take Obvious Risks... 401
Ordinance Authorizing a Roadbed
AlK>ve Grade Subject to Repeal-
Tracks Taken in by Extension of
City Limits May be Ordered Re-
moved to Center of Street and
Placed at Grade— Ground Occupied
May be Required to be Paved—
Construction Presumed to be Intend-
ed 94
Imposing Duties on Motormen
Binding on Company 149
Passenger Alighting from Car at Once
Becomes Traveler on Public Thor-
oughfare—Care Required in Passing
Behind Car and Over Other Track-
Duty of Looking and Listening 97S
Permitting Permanent Obstructions
Near Track— Riding on Footboard-
Loaning Back Crossing Bridge— Ab-
sence of Accidents for 11 Years-
Overloading Cars 404
power of City to Prescribe Maximum
Rate of Fare— Occupation Classed
with that of Hackmen. Omnibus
Drivers and Cabmen— Validity of
Ordinance Regulating Fares and
Providing for Transfers— Power to
STREET RAILWAY REVIEW.
VII
Provide for Transfer Tickets-
Waiver by Lessors— Company Or-
ganized to Lease Roads Must Corn-
apply for Permission to Construct
of Court to Urder Reduction oi
Speed Near Court Houses USo
of Municipality to Provide for
Rails to be l-aid Within a Speci-
tied Time— Liability of Surety on
Bond for Failure to L;iv Them
Within Such Time 849
to Buy Existing Lines to Extend
System— Validity of Mortgage—
:segotiabiIity of Bonds— Priority
of Lien— When Lien for Paving
Taxes Superior— Assessment fur
Paving one Foot Outside of Rails 338
Presumption After Municipal Action
that Consents Covered Requisite
Number of Feel— Consents Required
to be Sealed and Acknowledged SoO
Prohibited Sounding of Gong in Hear-
ing of Jury 226
Prohibition Against Digging Along
Edge of Highway no Restriction on
Construction of Street Railwav
Therein D"
Real Owner in Possession of Land
Without Legal Title May Give Con-
sent—Sufficient Public Hearing— Ad-
journment of Advertised Meeting-
Valid Reservation and Provision in
Ordinance— Lessor Company May
apply for Permission to Construct
E>xtension 33S
Reasonableness of Regulation Limit-
ing Time for Use of Transfers-
Transfer Void After Expiration of
Time Limit l^inched and I^are Must
be Paid Although there has Been
no Opportunity to use Transfer-
Remedy of Passenger in Action-
Ejection Once Begun may be Com-
pleted Notwithstanding Subsequent
Tender of Fare 979
Refusal to Stop to Take on Passen-
ger—No Duty to Prevent People
Boarding Car Crossing Railroad
Tracks— Boarding Moving Car— Sig-
nal Unnecessary When Intention
Known— Intoxication of Person In-
jured Attempting to Board Car 297
Relation of Street and Steam Rail-
roads to Street— Power of State to
Regulate Management of Road-
Requiring Safeguards at Railroad
Crossing— Apportioning Expense-
Difference Between Electric Cars
and Ordinary Vehicles 522
Refusing to Accept Fare and Order-
ing Arrest of Passenger Evidence of
Malice 731
Relative Rights and Duties of Street
Cars and Vehicles or Pedestrians on
Tracks— Duty of Motormen to Avoid
Collisions and Injuring People 732
Requiring Separate Accommodations
for White and Colored Passengers.. 0«i
Riding on Front Platform of Car
Containing Notice that Passengers
Do So at Thffir Own Risk- Reason-
ableness of Rule— Taking Passengers
on Crowded Cars— No Evidence of
Waiver of Rule 4<tt
Right of Conductor to Refuse to Re-
ceive More Passengers— Duty to
Warn Those Waiting to Board Car
When It Stops— What one Signaling
by Standing by Track May Assume
when Car Stops— Sufficiency of
Warning— Starting Car 92
of Newsboys Permitted to Board
<^'ar»— Requirements of Conductor
Ordering or Compelling one to
Get Off— Unlawful Ejection Sol
to Erect and Maintain Poles and
Wlrea Not Transferrable from
Road 149
Risk Assumed by One Emerging Rap-
Idly from Sid*- Stre*'t and Attempt-
ing to CroHH Double Tracks Behind
PasHing Car 33ft
by Paflsenger PasHing Along
Running Board on BUU- •'"•■vi
to PasHlng Cars— Duty of Pas-
»enger to Place HImHelf In
Poiiltlon of Safety— Evidence
of ArtH on F'revIouH Occa-
iilonH. Width of Cam and ITbc
of Rail on Inidde of New
One.H Kxrludfd 150
from Proximity of Trees to TrackH
AsHumed by Conductor S3ft
of Falling Account of WeakneHH
of Old Poleit Afinumed by Lln**-
m<*n— No Duty of Iniipectlon of
Company 903
Rulen for AsiieHHlnR a Company's
Real Kmato for Paving »M
Running Down Blr-ydlst with North-
tKiund Car on Br.uth-bound Track... 733
Hal<* lo Another *"ompany Partly for
B**n*'nt of DlrcciOTM Fraudulent and
V'old SIM Agalniit f^reditofM- I'T'^Hldent
Takinir Tionu" HoUIm Same In Trout
— ProvlMlon Agninnt ConHoHdatlon
of Comi»e!|nif RiillrondK not Applica-
ble lo Htre-t Rftllwayn OW
B«-IzlnK of Running Board by One
Thrown Down by Btnrtlng of Car.. <04
BfM'ilal Franchliie Tax Art ITnconntl-
tuHonal Zns
Btartlnff of Car by Molorman With-
out Signal or Looking to See if Any
One is Getting On or Off 404
on Signal of Stranger While
Passenger is Alighting— Ab-
sence of Care and Foresight
Necessary to Liability— No
Liability for Acts of Stran-
gers 29S
Statute Authorizing Reservation of
Space for Electric Railways near
Side of Way not Unconstitutional
as Imposing an Additituial Servitude. UTT
Detining Liability of Railroad
Companies Applicable lu Street
Railroads— Ordinarv and Reason-
able Care Delined— What Mav be
Presumed as to Pedestrians-
Duty to Persons on or Approach-
ing Crossings— No Right to Run
into Crowd 47
Making Judgment Against "Any
Railroad Corporation" for In-
juries a Prior Lien not Applica-
ble to Street Railway Company
—Sufficiency of Incorporation
Under Industrial Act— Giving of
Mortgage not Prohibited— Aliena-
tion of Franchise in Avoidance
of Liabilities 732
Stepping from Behind Obstacle onto
Track— Doctrine of Presumption
from Instinct of Self-Preservation.. 9(13
off from Moving Car— Risk of In-
jury Assumed 225
Stopping of Bicyclist in Front of a
Car Without Looking Back— Motor-
man Should Warn of Approach of
Car 977
Street Dedicated but not Accepted to
be Treated as Private Property Sub-
ject to Condemnation 521
Railway Within Railroad Fellow-
Servant Act 401
Liability Law 401
Strict Compliance with Statute Re-
quired in Disposing of Franchise-
Effect of Fraudulent Bid 227
Striking of Person Near Track by
Body of Conductor Passing Along
Footboard of Moving Car 45
Suddenly Increasing Speed to Get
Out of W'ay of Suddenly Appearing
Train not Negligence 621
Sufficient Compliance with Statute
Giving Right to Take Possession of
Land Needed to Cross Railroad-
Right not Suspended by Appeal 97S
Suspension of Operation of Fender
Law by Commisssion Invalid— Fail-
ure to Provide Fenders or Other
Violation of Statute or Ordinance
Evidence of Negligence 904
Ten-Hour Law Constitutional 521
Turning to Right onto Another Track
of Vehicle Meeting Car 978
Validity of Agreement to Pave Street
for I'Yontage Consents— Stipulation
of Liquidated Damages for Failure. 338
of City Ordinance Requiring Com-
panies to Remove All Dirt and
Snow from Between the Two
Outermost Rails of Their Tracks 94
of Conditioning Grant on Building
of Branch— Power to Impose
Reasonable Conditions I m piled-
Delay on Commencing Proceed-
ings for Forfeiture no Bar
Thereto 906
"Vigilant Watch Ordinance." A Po-
lice Regulation \\Tilch Confers
Rltiht of Action- Provision as to
Stopping in Shortest Time ■mil
Space Possible Bad In Instruction. . 404
Village has Power to Anthorl/..- Hiilld-
Ing of Trestle in Street fm- Viaduct
—Ordinance Therefor not Necessary 849
Violation of Statute or f)nllnance
Regulating Speed Evidence of Neg-
llgence- Exiiert Evidence Admissi-
ble to Show Space In Which Car
May be Stopped 91
What the Law Means by Eepial
Rights at Streot InferHcctlons and
Having Cars TTnder Control— $in.-
8R5.r,2 for Injuries 92
When Contributory Negligence no De-
fence 621
to Action for Injury- Duty to
Person in Danger- Implied
Knowledge of Danger- Motor-
man Spellbound with Fright. 29H
Street Ratlwa V e3R7
I.eavltt R. P. (Third Rail SvHtem of the
Alhanv A Hndsnn Railroad Co.) •5^>
Ixgal Advice for EmpIoyeB e722
Free 701
lyeglMtntlon. Coming Street Railway .... o75
for lIKffl. Street Railway. .. .7ri7. 867, 913. 993
Arizona.
Re-trictlon on Onintlng of Fran-
chlKCH 9W
ArkansaK.
Reri u I ten Scpn ra to Accommoda-
tlonN for White and Colored Per-
Hons Wi7
Connect Irut.
r>lfferent Kind "f Paving not to bp
Require*! 991
Htreii HiiilwavH not Running on
Public HtreelH or HlKhwnyH to hv
Fenei'd • 9W
Title by AdverHe poNHeNHlon no(
Arqull*ed to !.Jind UHed bv Fl'*c*
trie Rflllwny Co Wl3
Florida.
Railway Trains and Street Cars to
Stop at Crossings of Tracks and
to Slow Down Crossing Draw
Bridges 993
Georgia.
Deduction on Franchise Taxes 993
Street Railroad Companies Author-
ized to Furnish Steam Heat and
Power 99J
Minnesota.
Authority Conferred on Villages to
Grant i-^ranchises 993
Missouri.
Electric Light Plants may Operate
Street Railways in Cities of lO.OuO
or Less 99st
Where and How Rt-muval of More
than Two Tracks in Street may
be Required 993
Illinois.
Screens or Vestibules Required
for Motormen and Conductors... 858
Indiana.
Authority for Certain Towns to
Aid Electric Railways 757
Required for Construction of
Road Upon State Property ... 757
to Cross Railroads and Re-
quirements Therefor 758
to Issue Stock to be Preferred
in Division of Assets as well
as in Dividends 757
to Sell, Lease or Transfer
Property and Mode of Doing
Same 758
Extension of Powers 757
Fencing and Farm Crossings Re-
quired 758
Limit of Charges on Excess Bag-
gage 757
Must Provide Drinking Water and
Closets 757
Put on an Equality with Other
Roads 757
Requiring Disinfection of Cars and
Observance of Quarantine Or-
ders 757
Kansas.
Requirements as to Height of
Wires and Stopping of Cars at
Railroad Crossing 857
Maine.
An Act to Prohibit Spitting Upon
the Floors of Street Cars 915
to Enlarge the Powers of Street
Railroads in Taking Lands... 915
Cancellation and Changing of Lo-
cation 915
Enlargement of Powers of Rail-
road Commissioners 915
Extension of Sundry Provisions of
Railroad Law to Street Rall-
wa y s 915
Massachusetts.
As to Equipment of Cars 915
Authority to Carry Baggage and
Freight 91fi
to Take Land to Avoid Danger-
ous Curves or Grades 916
Speed anil Mode of TTse of Tracks
to be RenMlaled 916
To Give Notice of Accidents 910
Michigan.
Authority to Consolidate and Ac-
quire Certain Powers 857
Extensive Powers Conferred on
Commissioner of Railroads 857
Montana.
Liabilitv for Damages to Em-
ployes 991
New Hampshire.
Coiiceriilng Care of Highway 91(J
U.-porls and Inereuse of Stock
an<i Bonds of ( 'ori»uatinna
Owning Stock in Hallways. .. 916
Restrictions on Sale of Bonds and
AppUeallon irf proei-eds 91fi
Spitting Pr()blblled 91fi
New York.
I'laHfums to be Enclosed for Pro-
lection of lOmployes 091
North Dakota.
Authorizes Trolley Line to Capltcil.
Convicts to be Employed In Con-
structing Same 994
North Carolina.
Street Hallway Companies Defined. 994
( iklalionia.
.\uilinrltv for Incorporation of
Street llallwayH 994
Wisconsin.
,\uthr)rllv for Consolldallon with
Corprirallons of Adjoining States 868
Drinking Tanks and Tf)llel Rooms
Required on Interurban (^losed
Cars sr.S
Property Made Subject lo Special
AsHeHsmcntH f<ir Local Imprnve-
nienlH 868
Provision for Referendum 858
LeglHlntlon. Proposed Pennsylvania 00
Ijchlgh Valley Traction Co.. RecelverH
for 268
Lelpslg. RfgnliitJonH for Electric Car and
Aiitf)moblleM In "Ill*
Street ItallwayM of 765
Le Vallev-Vitne Carbon Brunhes 103
Concerning ^HR
Life Saving Devices for Rlectrlo CnrH.
Tho Wn t Bon *^i^
Lincoln, P. M. (The Trnlnlnjt of tho High
TeuHlon Engineer) ^"'4
Line Materia iH, .TfihuH-MnnvlII'- MeiiterH
\'1I1
STREET RAILWAY REVIEW.
and •645
l,lv»'rpool Corpomllon TnimwayB 27B
MLiru'hcHlrr MonnraM •IW
l^ickfrH, Stet'l (NurniKunHett Machine
Co. » •atw
I..ockwood. Jamea D. (ReportlnK Power
House Data) IGO
I^H'omotlve. Electric. General Electric
Co •SSS
I^jndon. EnKlneerlnK Hxposltlon at 100
Subway SyHtem 2S8
T.OH AiiKolos. Cttl.—
Another Interurban foi* 91-1
Electric Sy«lem« e2(J5
Notes 7W. 927
& Pnclt\r Electric Syatems •347. •323
Schoni fur Cnmluetors and Motoi-
mt'ti •932
Sli-ruKe BatterleH for 243
I*uH Vrgas & Hot SprlnKs Ry.. Electric
KtK'oinotlvc for (American (""nr Co.) — •939
Llmii. Ptru. Street Kallway!* In •9<>2
IvoulHiaiiH FurchuMc Exposition, Elec-
trical Trunaporiiitlon Features of lhe..»43R
I-oul8vlll<* Kallwiiv Relief Association.... K2
1-owe. Houston (i*alnti 2S1
Lubricant for Railway Bearings. A New. 24fi
I'sea of and Their Manufacture 4<«'
Lubricator and Dust Guard. Economy. .•544
Luten. Daniel B. (Pavement Adjoining
Rallst 'SS;
Lvle. J. I. (HeatInK and Ventilation of
Ra llroad Shops ) •291
M
Muintenanct* alid Chumperty iu Personal
Injury Cases (Brt*nnan) 663
of Way Convfiillon 217
Records, Car (Stivers) •659
Manchester-Uverpool Monorail •%
Map. The Right of Way (Warren) '67
Maps —
Australia. The Section Fare System
as L'sed In (Badger) 473
Columbia (S. C.) Railways 61
Ijiuiville. 111., Klectric Railways of... 1(M
Fonda. Johnstown & Gloversvllle R.
K., The Klectric Division of the
(Uocknell) 485
Fond du Uic-Oshkosh Electric Ry... 230
Hudson River Water Power Co 479
Valley Railway System 508
Indianapolis N'orthirn Traction Co 133
Interurban Rallwav & Terminal Co.. 871
Jollet. Plalnlleld & Aurora Ry 342
Los Angeles & Pacltic Electric Rail-
way Systems 21S
Massachusetts Klectric Companies Sfil
Miami & Erie Canal 121
.Mlddleboro. Wareham & Ruzzard's
nay Street Railway Co •!
I'arls Metroi)olit:in Accident 516
Philadelphia to New Vork hv Trolley. '272
Pittsburg Street Rjillwa.vs !».<
Providence & Danlelson Ry 153
Rockford & Interurban Railway Co.
—1 803
Street Railway Accountants' Member-
ship r-u
l.'nion Traction Co. of Indiana 133
United Traction Co.. Svstem of tne..;j02
Utica & Mohawk Valley Ry.. The.... 773
Wllkesbarre & Hazello-i Ry 8!>"
Worcester & Connecticut Eastern Rv.
Co 2911
World's Fair. The Intramural Rail-
way for the (Phllll,isi 441
Marginal Protecting Strip (American
Brake Shoe & Foundry Co.) "629
Marion-Wabash Interurban I..lne 72.T
Martin Rocking Orate •116
Mason City & Clear I-ike Ry 10
Massachusetts —
Abolition of Grade Crossings in 9
Klectric Comijanies. Quincy Point
I'ower Plant of the •961
Steam Turbines of the ^77
Systematic Increase In Wages. 139
Notes 73. 292. 4' ■
Street Railways. Report of 419
MoAlester. I. T.. New Power House at
South 12
McCulloch. Richard (Production and Dis-
tribution of .\lternatlng Current for
I..arge City Systems) •672
(Notes on European Tramways) .. 407
McCreary Electric Co. Lamp Cleaners. .^243
McGuire Manufacturing Co.. New Appar-
atus 534
Pneumatic Sprinklers 117
Rheostat Business Sold 179
Sweepers and Sprinklers •gsi
Mcintosh. Combination Heating and Wa-
ter Arch "244
McLary. J. B. (Freight and Express on
Electric Railways) '6C7
Meriden. Conn.. Transfer Check l^sed in. •355
Merit System. Brooklyn Heights Road
Adopts 786
Metropolitan Railway Co.. Oklahoma
City 617
Earnings 241
Street Railway Co.. Attempt to De-
fraud the 82
Miami & Erie Canal. Electric Haulage
on the '121
Michigan & Indiana Tr.ictinn Co. The. 926
Mlddleboro. Wareham & Buzzard's Bay
Street Rallwav Co 1
Mile Posts on Electric Railways 933
Millar. E. T. (Cleaning and Renovating
Car Seats) •476
Mill ConBtructlon, The Application of to
Car Hou»cs-(DeWolf) •457
Milwaukee Klectric Railway & Light Co.
Insures Itself 136
Miniature Railways 300
Mirror. The Moiorman's ISi
.Mitten. T. K. (The M:ichlnery of the
I'lalm .\djustlng IJeiiarlment) ^451
Mohair PluMli as a Seat Covering (Massa-
chusetts Mohair Plush Co.) 529
Mohan Patent RjUlway Ticket •3B3
.Monarch Motor Stop •360
Monor.ill. The Manchester-Liverpool •SB
Monterey Electric Railway Co 44
Montreal. Removal of Snow In 516
Monroe & Toledo Short Line. The Detroit 41
Miiorehead. Dr. J. J. (Physical Examina-
tions from the Physicians' Standpoint). 79«
Morris. William i.. (.\ Gage Cock that
.•an be Closed Tight) *992
(Coal Fe.'dlng Difflcultles In Hop-
pers and Spouts) •SSI
Molorman, Hut One Preferred In Cab 95C.
Motors. Improvements In Street Car
(Olds) 550
Mountnev. L. H. (The Small Road) •986
Mud Guards for Car Trucks...... •348
Multiple Svstem of Street Car AVIrlng.
The (PemberKm) '128
Munde. Hartford H Ft. Wayne Ry ^941
Mundv. W, O. (Type-M Control) 599
Municipal Ownership e300. 8W
and Public Franchises 136
Plants. Cost of Operating 212
N
Narrow Gage Lines e74
Nashville. Tenn.—
Interurbans in (?'
Rallwav &• Light Co 463. 863
Power House of the 7(>4
New Tiansfer Station at ^283
Railway Improvements & Reorganiza-
tion Plans 'SSg
Standard Gage for 49
National Electric Co.. Organization of. 306
Newark Air Sand Box (Newark Air Sand
Box Co.l "sse
to Indianapolis. From 530
New England Street Railway Club. An-
nual Dinner of i(*(
Haven. Line Completed Between New _
York and 51 1
I>>gislation ^'22
Lines Opened In Traffic. .. .263. 3f9. 939. 989
Orleans Notes — 92i
Railway Cos. New Plant 9«9
Strikers Convicted at 344
Publlcat ions Jan..
119. 172. 2.35. 305. 357. 428. 514. 710. 865. 991
New-sboys, Regulation Cap for ^821
News Notes 371
New York. N. T.—
Central Railroad. Early History of... 371
Electrical Equipment of the 71
Subway Stations In ^729
Consolidation of Roads in. 57
Extension of Transit F.lcllitles 133
Interborough Rapid Transit Co.. Car
Contracts for 14
Manhattan Railway Co.. Heaters for. 179
Increase in Traffic 128
Lease Ratifled 103
Shops Burned 381
Metrooolitan Street Railway. Attempt
to Defraud the 82
and New Haven. Line Completed Be-
tween 517
New Third-Rail System In 231
Pennsylvania Railroad's Terminal In. 20
Subway. Cars for the (St. Louis Car
Co. ) 'ses
Contact Rail Bonds for (Mayer &
Englundl .531
Electric Heaters for (Consolidated
Car Heating Co.) 301
Westinghotjse Motors for 224
to Philadellihla bv Trollev •272
Street Railway Traffic for 332
Tunnels Proposed for 38
Niagara Falls Power House. Recent Im-
lirovements in the Street Rallwav Plant
of (Weeks) •3.33
Transmission Lines (Weeks) ^410
Power Plant. Accident at (Dun-
lap) 107
NIcholl. T. J. (Street Railways and the
Y. M. C. A.) 284
(The Best Form of Car for Aver-
age City Service) ^460
Nlleg C^i^. Large Orders for 181
Noark Branch Blocks •SS
Northeastern Rv. Electrical Installation
for Suburban Traffic on the 354
North Jer.sev Street Railway Co.. In-
crease in Wages on 160
Notes. Some Pracllc.il (Bv W. A. B.) 752
Nuttall Co.. The R. D...: 540
o
Oakland. CTal.. New Cars for (St. Louis
Car Co.) T78
Oberg & Co.. r. O. In New Factory 939
Obituary. lin. 171. 234. 2fi2. 427. 520. !S4, 924. 991
Arnold. Everton Burrltt 174
Bliss. Eliphalet W 520
Card. W. W 234
Caissel. Simond D 174
Chalmers. Thomas 428
Clark. Alex 8M
Cooke, Geo. A SSD
Daniels, John C M4
De Coursey. Samuel 110
Draijer. I<'rank A 991
Eikins. William L (M
Kllloit. Miller 8E6
Farrlngton, Jeremiah A 202
Hathaway, Charles 427
iliwett, Abram Stevens UO
Kei.ijcl, Samuel U 2(2
KIttredge, A. () 262
McCard.ll, James R 262
Miller, John Graham (24
Mills. John E 620
Ohmer. Michael DZI
Penlngton. Mrs. T. C 2CS
Reynolds. L. W 520
.Scales. Richmond 8S5
Stewart, James A 234
Williams, E. P 262
Wright, Frank A DM
Yerrick, Clark 991
Ohio Notes 38
Ohmer. John F. (Fare and Fare Protec-
tion) 830
Oil Circuit Breaker. Electrically Oper-
ated 108
for Dusty Roadbeds e3«7
Fuel •265
Tall Lights and Street Car Control-
lers. Discussion on 814
Oklahoma Traction Co.. Guthrie. Okla. .. 517
Olds. W. E. (Improvements In Street Car
Motors) 556
Olean (N. Y.) Street Railway Co.. Power
Stations of the •383
New Power House of 107
Omaha & Council BlufTs Stieet Rallwav
Co ,-. 16
-Des Moines Interurban Proposed 97
Oshkosh— Fond du Ijic Electric Rv ^229
Road Opened 117
Outings. Street Riiilwav 53S
Overhead. Deeii-I^vel & Subway Lines.
Relative Advantages of (Cottrell) 416
Pacific Electric Rv. and the Los Angeles
Ry. Systems •247. '323
Notes 416
Systematic Robbery of 399
Paint (Lowe) 281
& Varnish Removers, a Test of 330
Painting. Durability in Car 52
Technology of .\rtlstic *c IndustHal
(Sabln) 342
Paris Tunnel Accident. The e4?2. "516
Park Advertising (Waddell) 83
Amusements 532
Aquatic Attractions for •84
Attractions (Waddell) 141
.\utumn Work In the (Partridge) .... 714
Designing Terminal Facilities for ••>73
Development, Street Rallwav
'-21. 'Ki. '141. 'aOo. ^273. •SSI
How to A<lvertlse Street Railway. .208. 277
Should Be. What a Street Rallwav
(Barham) gK
Descriptions of •22. ^87. ^142. ^209. ^279
Street Railway—
Aiken Park. Amsterdam. N. Y 148
Athletic Park. New Orleans. La... 27
Auditorium Park. Eureka Springs.
Ark 209
Base Ball Park. New Orleans. La.. 27
Battlefield Park. Hoosick Falls,
N. Y 89
Bluff Side Park, Winona. Minn 280
Boyd Park. Wabash. Ind 280
Braddock Heights. Frederick, Md.. 280
Britannia - on - the - Bay. Ottawa,
Kan 281
Calder Park. Salt Lake City. Utah. 280
Canemah Park. Portland. Ore 147
Cape Cottage Park. Cape Eliza-
beth. Me 146
Cascade Park. Berlin. N. H 26
Casino Park. Binghamton. N. Y. .. 24
Savannah. Ga 148
Terre Haute, Ind 148
Cedar River Park. Waterloo. la... 90
Chickies Park. I^ancaster. Pa 209
Chllhowee Park. Knoxvllle. Tenn. 146
Cheyenne Park. Colorado Springs.
Colo ^147
City Railway Park. Muscatine. la.. 148
Cleveland Grove. Ishpeming. Mich.. 2«*
Columbia Gardens. Butte, Mont. ...•897
Concord Park. Natchez. Miss .S9
Cortland Park. Cortland. N. T. ... 88
Crouch's Electric Park. lola. Kan.. 209
Dorney Park. Reading. Pa 88
Electric Park. Kankakee. Ill 23
Kansas City. Mo 90
Oshkosh, Wis •210
Fair Grounds. Durango. Col 280
Fairmount Park. Woodstock. Ont.. 27
Falrvlew Gmve, Reading. Pa 88
Forest Park, Atchison. Kan 209
Pittsburg. Kas 87
Glenmarv Park, Worthlngton, O. .. 146
Gwvnn Oak Park. Ballimore. Md... 27
Harlem Park. Rockford. Ill ^392
Highland I^ke Park. Burrvllle.
Conn 211
Park. York. Pa 209
Hoosac Valley Park. North Adams.
Mass 280
Hyatt Park, Columbia. S, C 64
Hvde Park, Austin, Tex 27
Idlewllde Park, Newark, 211
Indiana .\miisement Co.. Cvans-
STREET RAILWAY REVIEW.
IX
ville. Ind 26
Irvindale Park Warren, Pa U
John Ball Park, Grand Rapids,
Mich •24
La Belle Park. Paducah. Ky 210
l^ke Grove Park. Brunswick. Me.. 211
Lake Hiawatha Park. Mt. Vernon.
O '279
Lake Manawa Park. Council
Bluffs. lOWTl 24
Lake Nipmuo Park. Mendon. Mass. 1^2
Lake Ontario Park. Kingston. Ont. 147
Lake Park. Manstield. 88
S.vracuse. N. Y 89
View Park. Middlelon. Mass 27
Lakeside Park. Baltimore, Md 27
St. Catherines. Ont 211
Lincoln Park. New Bedford. Mass.. 23
Lindenwald Park. Hamilton. 147
Litltz Springs. Utncaster. Pa 209
Merrymeeting Park. Brunswick,
Me 211
Meyers Lake, Canton, 88, 211
Minerva Park. Columbus. 210
Mission Cliff Park. San Diego. Cal. 147
Mohawk Park. Brantford. Ont IT
Monarch Park. Oil City. Pa •351
Monroe Park. Mobile. Ala 89
Monte Sano Pavilion, .\ugusta. Ga. 22
Mountain Park. Roanoke. Va 211
Mount Hollv Park. Carlisle. Pa. ... 23
North Park. Grand Rapids. Mich.. '24
Norumbega Park. Xewton. Mass. ..•142
Oakford Park. Greensburg. Pa 148
Olentangie Park. Columbus. 210
Orchard Beach Park. Manistee,
Mich. 211
Pickett Springs. Montgomery. Ala.. 280
PresQue Isle Park. Marquette.
Mich 148
Race Park. San Bernardino. Cal. .. 87
Reed's Lake Park. Grand Rapids,
Mich ^24
Renwick Beach, Ithaca, N. Y 210
Riverside Park. Bangor. Me 23
Rivermont Park. Lynchburg. Va... 209
Riverside Park. Sioux City, la 281
Riverton Park. Portland. Me 146
Rock Spring Park. Alton. Ill 88
Rockv Springs Park. Lancaster,
Pa 209
Rorleke Glenn Park. Elmlra. N. Y.. 148
Ross Park. BInghamton. N. Y 24
Sacandaga Park, GloversvlUe, N.
Y 493
Sans SoucI Park. Waterloo. la 'gO
Spring Lake Park, Greenfield, Ind.. 209
Stratford Park, folumbus. 22
Stratford. O •145
Suburban Garden. St. I^ouis, Mo... 27
Summit Park. L'tica, N. Y 279
Terrapin Park. Parkersburg. W.
Va 280
Underwood Park. Falmouth. Me... 146
Union Park. Ishpemlng. Mich 209
Urblta Hot Springs Park. San Ber-
nardino. Cal •g?
rtica Park, Utica, N. Y 279
Valley Theater. Syracuse. N. Y 89
Washington Park. El Paso. Tex... 27
Washington Park. Rockford. 111. ..•392
Wenona Beach Park. Bay City.
Mich '23
West End Park. New Orleans. La.. 27
Whalom Park. Kitchburg. Mass. .. 148
White Oak Park. New Britain.
Conn 211
Whittlngton Park, Hot Springs,
Ark 147
Wlldwood Park. Putnam, Conn 280
Willow Grove Park, Philadelphia,
Pa 87
Parsons. C. E. (Hydraulics In Connection
with Street Railway Operation) 800
Partridge. W. E. (Amusement Park Thea-
ters) •20S
(Autumn Work In the Park) 714
(Car Repairs) 901
(Terminal Facllltl<«) "SM
Paul. G. J. A.. Tribnt'- to Mr 38
PsuluB. D. L. (HoHi Method and Material
for the Interior Finish of Modern Pas-
senger Cars) 935
Pavement Ailjolnlng Ralls (Luten) ^287
Paving Block Kail (Arthur's) •434
Pawling & Harnlschfeger Electric Crane
Ordem IKI
.New Factor>' for 240
Pemb«rton. L. H. (The .Multiple System of
Street Car Wiring) •128
Pennsylvania Interurban, Western 117
State Report 132
Pensions for Employes e74
System In Denver e320
Peoples Rapid Transit Railway Co 394
Peoria Car Co. Organization 309
New Car Works at 359
Perry Roller Side Bearings (Midland
Railway Supply Co.) *9M
Pers/jnal 54,
!(«. 173. ZJl'. Z<». .'£«, i26. 618. '63, 884, 024. 990
Albln. 11. A. 1(»
Alexander. E W 232
AMIS. Albert K 2>Z
Ar.deraon. A. A IK4, 9(0
.\fjrlr' ws. Wm. C 2(2
.\roold. Klon J ,,. 232
,\frhls»n, James R 618
Hi.'lg-r. J. B 2«2
liiik.r. Clifford f," 426
Baldwin. 8t<'phen R 42(
liaro's. w J 1J3
Hamhard. I'hillp 222
Haylles, Judge R. N. (port) IH
Bearw, A, M. <p'»rU •
Beggs, John 1 232, 924
Belden, D. A 174, 356, 427
Bellamy. C. R 232
Benham. John 518
Bergenthal. V. W 762
Bertrand, P. S 109
Bigelow, Charles H , 54
Bishop. Charles T 924
Bishop. George T 426
Blair. Edward 232
Bolles. Frank G 990
Borders. M. W 233
Bracket!, Dr. Byron Briggs 763
Bradford. H. P 518
Bramhal. Frank J 109
Brine. George W. 109
Brown, .\rthur 518
Frederick 518
R. N 54
William W 54
W. Milton 332
Bruce. H. P 762
Brush. Matthew C 519
Bryan. E. P 233
Bryant. E. .\ 260
Bucknell. J. A 619
Hudd. Jus H 54
Bullen. Harry 42G, 991
Bullls. G. P 924
Burlingham. Wm 426
Bushnell. John H 99'J
Buxton. Guv W 173
BvUesbv, Henry M 356, 427
Cain. J. E 854
Calderwood. John F 262
Caldwell. John A 261
Campbell. A. D 232
John A 356.
Carter. John W. (port) 232
Carver. D. F 427
Cassatt. A. J 854
Chamberlain. F. H 261
Chandler. E. W 518
Cherr>-, T. C 990
Childs. S. W. (port) 828
Clark. E. B. (port) 65
John 924
J. Peyton 54, 854, 924
Clay. Charles F 618
Cole. George M 262
Coleman. Jilson J 110
Collinge. Neal u\ 518
Collins. C. E 356
Colvin. A. B. (port) 679
Connette. E. G. 261
Conry. W, H 763
Cox. Charles H. (port) 8, 924
Crawford. W. W 518
Crosby. James W 991
Cuyler. E. B 990
Dame. F. L 518
Damon. George A 262
Davies. Henry J. (port) 577
Davis. II. A 991
Dawson. W. J 519
Denman. C. A. 426
Diener. John V 356
Dietz. E. J. W 109
Dill. Samuel J 991
Dimmock. E. S 426, 762
W. S 54
Dolph. John 260
Donnatln, C. E 762
Donoran. John 260
Dow. F. Irving 260
Downs. E. E ; 201
Drum, A. L ITS
Duffy, C. N 570
Eade. W. J 924
Eastman. Albert 261
Edwards. Allan F 260
George K 261
Ellis, T. M. (port) 393
Ely, W. Carj'l (port) 577
Emmons, C. D 261
Esselstyn. H. H 861
Everett. H. A 233
Faber. E. C, (port) K9, 427
Farmer, Thomas (port) 575
Felt. T. E 2Si
Fir.-. CharlcH E .924
Fischer. Frank C 26)
Fisher, George E 233
H. A 854
I.*e D 854
Fitch. C. 173
H. D 256
Fitzgerald. F. E 232
Fleck. Charles M 64
Flynn. C E. (port) 356
Folds. George R 356
Folsom. E. C I 426
Forward. Chauncey B 232
FoHler, E. C 366
Fowler. F. M 762
Frazer, II. A 762
Frost. A. C 64
Flill.r. W. 1 232
(Jabel. ThOB. K, 763
Gannon. Frank 8 357
Gates. E. E. (port) 1I9J
Gay, Charles F 426
Jas, II 990
Gentry. Henry F 869
Gerdon. Frank J 291
Gibson. Geo. |{ lO, 61(
Ollberl. A. B 64
E. H 426
Given. Frank 8 109
Olvney. John W 84
Glenn. T, K. (port) 173, 260
Glld.len. John 618
Goff. Robert 8 366
Gonzenhach. Ernest 618
Goss, E. W 664
Gould, E. F 762
Grampp. Harry G 232
Grant. Howard F 55
Groneman. J. H 54
Gunn. E. B 426
Hackett, Charles H 233
Hackney. J. J 356
Haller. Frederick 54
Hamner. R. B 366
Hancock. J. W 109
Hansen. Thomas G 232
Harrington. A. C 99)
Harris. Charles E 356
Geo. H 99l
John 233
Samuel 232
Harvell, John E 109
Hathaway. A. G 260
Hedlev. Frank 54
Henrv. Oliver D 261
Herelv. Millard B 924
Hillier. W. J 261
Hisgen. Thomas L 260
Holcomb. W. H 232
Holman. J. W 261
Howard George K 356
Hunt. R. E 233
Huntington. Howard E. (port) ....173, 328
Huntress, Frederick A 990
Hutchlns. Jere C 266
Ingersoll, J. B. (port) 260
Jackson. James U 261
William P 99i)
Jenkins. Thomas M 991
William 173, 518
Jones. W. J 618
Josselyn, B. S 173
Keating. E. H 173
Kennedy. M. J 173, 256
Kennard, Samuel M 426
Kerr, T. N. (port) 762
Kinmouth. Fred W 109
Kochersperger, H. M 519
Konger. Charles 109
Kurz. W. D 762
Laffln, Richard T 854
Larrabee. Geo. B 233, 261
l^tlmer, F. W 109
Law, L. T 427
Lee. R. E 263
Leonard. H. Ward 262
Lincoln. H. F 260
Lintern. William 233
Littell. H. M 427
Lottus. W. J 864
Longyear. W. B 854
Lowrv. Horace 426
I.ugar. Joseph C 990
Lyman. T. L 54
Mat-Donald. Duncan 426
MaKlltnn. John J 260
Mahonv. Jolin 924
Mruiifolii. S. M 991
Mansfield, W. H 854
Manvllle, Hiram Edward 109
T. F 426, 762
Mapledoram. Blake A 262
Marshall. Cloyd 173
Martin, J. M 924
Marvin, J. B 426
Mauck. Joseph W 260
Mavsilles. J. H 864
McCarter. Thomas M 262, 350
McClary. J. H. (pnrt) i'9 '
Mct^ormack. Ira A 924
McKee. H. S IfW
Melxoll. A. E 426
Miller. W. W 21)0
Moore. W. E --232, 260
W. H 260
Morley, W. K 2."
Morrison, W. R. Jis
Mulr. J. A. (port) 328
Murphy, John (port) 198
Mvers. E. C 260
Nagle. Geo. 427
Nash. Maxham E 356
Neereamer. A. L 261
Nelson. S. 1 356, 762
Nlcholl, Frank M 619
H. A 854
Nipper. A. M 51S
Noe. Elzer C. (port) 64
O'Connor. W. J 262
O'llnra. Edward 990
01d«. E. W. (port) 662
(.VMare. B. F 260
Page. Henrv C. (port) 173
Parker. J. W 260
Parsons. John B 426
I'alten. Albi-rl 426
Joseph M 618
Pallon. G.-orge 8 260
Perkins. George 8 518
Perrlne. F. A. C 991
Peslell. William 619
I'hlnni-y. M. M 864
I'icree. Ulchnrd H 231
I'luml). Glen K filK
romerov. .\. II 7M
I'orler. II. F. J 619, 990
Post, U, 1. 924
Powell. Charles 8 .' 173
ITHlt. George re 618
I'rout. Col. Henry Ooslee 100
IJiiinev. ('. F 864
l<andi>l|ih. Eiies. (port) 328
Heagan. II. C 762. 990
Ream. Norman B ....42(1
Itetirdeti. Horace 8 261
Iti-dmond. T. B 1211
KemelluK. Charles W>
HevnoldH. C. C 261
Irving. H M4
Hire. Calvin W MS
X
STkliliT RAILWAY REVIEW.
. U4
. SM
. tu
. 7(2
. 5U
. 426
. IN
Will
ItU'hurdD. Joseph T
Itiibltinon. llulil»'ll
ItUlKir.lwin. W. .;••••
Ro,kw.-ll. l>r. II. B. iporl)....
KoHH. JanifH
Uoin. K. N
Orcii, Jr ~
Uiulcl, AU-xiiiider Holley J™
SuiUTli'f. W. A ;jj
Siiw.v»T. 11. K ^1
Schurf UroB
Sehmlill. Oco. 8 (port)
Kmll G
8chwllZK<'lx'l. H. C
Si-olt. A. 1. .-•
Seymour. \V. W
Sluiw. Ci. II. T
Shelilon. RnlHMi E
Shcplcy. George B
Simpson. <". O
Smith. K. E (port)
Iliirold B
II. E
H. 1
J. W
-VVhaley. W. B
Snow. WIlllBm H ^
Spoor. John ■■ SS
SiK-llmlro. Walter B »«
Stanley. A. H »1
Stebblns. Theodore ■-■ J?'
Stephens. B. R. <26. 518
Stout. K. J '■^
Stroul. M. D
Sullivan. J. J
Sutherland. D
a:;
:i57
M
233
S&4
6111
iX
173
200
69«
366
360
762
864
63
356
... 762
... 173
... 232
Swift. H. S IJ'
SymlnKlon. E. E •■■ • ■• ■ Jl"
TarklnKton. \V. B. (port) 234. .61
Taylor. J. W. E ™2
Tcnnv. Chas. 11 ^
Thomas. E. P .%i
Thrasher. Charles P Jsi
Tone. S. Ui Uue (i>ort) JSj
Tucker. F. A -°;
TutwellUr. J. H ^
Tyrrell. H. O 924
VanderKrItt. J. N — ■ j^
Vreeland. H. H 2a6. 4S6
WalbrlilKe. II. D *-<
Walker. Guy M J''»
Walter. Alonzo F J"
Wasiin. Charles W 261
Waterman. I.yman
Weaver. John C *. ■
Weeks. Benjamin J
Wentz. Theodore
Weston. C. V
Wlicatlcy. Walter W
64
261
762
426
..2i3, 990
357
Wheclock. U N 8o4
Whipple. F. G ffj
T. H. Bailey °J?
White. Edward C -"'
T Q iW
Whiteside. WaiterH f^
Whysall. George ??]
Williams. James »?J
Williams. M. E..^ ir;' it!
Wilson, Chester P I"' ;*;
Winter. E. W...
Winters. E. E...
Woirt. Augustus
Woodward. A. H
Wustenfeld. C,
109
260
261
762
64
Wyatt. W. 1 ■■ 1^
Yerkes. Charles T ^
Young. David |*
J s 004
Zlmirier. E. J ii" iS
Zimmerman. F. M 'JSK
Personal Injury Claims vV^L-.y-l"'^
Pestell. William (Electric Welded
Joints) t'L
I'hlladelphla Co.. The Ig
Subway. Machinery for J»»
to New York by Trolley 'Zii
L'nlon Traction Co.. Kensington Shops
of the •,221
Phillips. Richard H. (The Intramural
Railway for the World's Fair)......... '441
Physical Examination from the Physl-
clans' Standpoint (Moorehead) ijb
In Accident Cases (Dlbbs) i98
Piece Work *"• oS
Pierce. Richard H..... v-.-.'; JS
Pit Table. A Convenient (Smith)..... •zss
Pittsburg & Allegheny Valley Railway
Co •»
& Charlerol Une Opened 786
McKeesport & ConnellsvlUe Ry 9i
Completed J»
Parks 19?
Street Railway Supply House 57
Systems of 185
Plalnfield & Aurora Ry.. The Jollet....*342
Plans of Electric Plallways for 1903.. 161, 239
Plush Coverings on Pennsylvania R. R"
Specltlcatloms for ^
Pneumatic Tools 179
Porter & Berg Incorporated «1
Porto Rico. Railway Project f or. . . . .^. . . . 108
"Positive" Railway Sander WO. 932
Power House Data el34
Transmission and Distribution In
Utah '^
for Interurban Lines iStorer) 808
Press. The Railway 15
Private Electric Car. A Handsome (St.
Louis Car Co.) 'MJ
Way, Trolley Rights on 9i>6
Protection of Corporations e201
Production and Distribution of Alterna-
ting Current for iJtrge City Systems, _
iMcCulIoch) '612
I'roul. Henry Oosleo ■.•■ JW
Providence & Danielnon Ry., The '163
Province of the Street Railway Account-
ant. The (Bnioksl '<»
Publications. Street Railway 11
Public 8er\lee Coriioratlon of New Jcr-
sev. (irganizallon of 534
Pueblo * Suburban Tniction & Light-
Ing Co "
Purchasing and Accounting for 8u|i|)lle8
on Electric Railway Systems (Staubl. .'JM
Purdue fnlvemlty. Forestry Station at.. 866
Pushover Seats (American Car Seat Co.).. 654
Uuestlon Box of the Pennsylvania ..Vaso-
clatlon IBl. S'J
The <'i'«9
""Racing" Engines, A Remedy for
(Small) •!«
Rail Bonds, "All Wire" (Ohio Brass
Co.) '^^
Patent Void 3"2
Testing ^
Joints. "Continuous" .* t»1
g. & C. Bonzano (Railway Appli-
ance Co.) 'fSI
Sanding Device (John C. Dunerl '039
Railway Generators. Crocker-Wheeler.. 546
Motor. Alternating Current 896
.Raleigh, X. C.. Notes from '216
Rnmlon Sclf-t'ieanlng Switch 'X
Rapid Hv.. Detroit, .New Cars for the
(Brill) 'm
Reading, Pa.. Brill Cars for '03
Recent Developments In Electric Rail-
ways (Caldwell) 756
Records of Employes 'IG
Reagan, H. C. (Columbus. London &
Sprlnglleld & Dayton. Springfield & Vr-
bana Railways) "T"**
Removing Boiler Scale (Vradenburg). .. . 913
Reports. Conductors" Car Earnings
(Brockway) '462
for Electric Railways. Form of 611
Reporting Power House Data (Lock-
wood) 160
Richmond. Va.. Labor Situation in 318
Right of Way Map (W'arren) •67
The (Vreeland) 664
in San Francisco 766
on Private Wav. Trolley 956
Roads Under Construction In 1902 42
Roanoke, (Va.) Railway & Electric Co.
Sold lOS
Robberies on Street Cars 38o
Robbers, Conductor Killed by 330
Robberv of Pacific Electric Co 399
Roberts. E, P.. & Co.. New York Of-
lice for 302
Rochester Railway Reunion 71
Rockford. Ill,—
& Freeport Electric Ry •389
-Freeport I,ine, Quick Work Done.. 730
Freight & Express Traffic 2R
& Interurban Railway Co...e321. •307. •SSg
Rockwell. Dr. H. B. (The Successful and
the Unsuccessful Claim Agent) 455
II. O. (The Electric Division of the
Fonda. Johjistown & GloversvUle
R. R.) ^485
W. B. (Track Construction) 477
Rodger Ballast Cars 177
Roeblings Sons Co., John A., New Sub-
marine Cable Plant 1000
Rome. Italy. International Exposition
at 355
Root Track Scraper Co •585
Rules for the Government of Employes.. 703
Discussion of 753
Sabln. A. H. (The Technology of Ar-
tistic & Industrial Painting) ^342
St. Joseph. Mo.. Conductor Killed In 263
Railway. Light. Heat & Power Co..
New Plant for 5"
St. Louis Car Co, Cars for Cincinnati. .'180
and Trucks for Intcrborough
Rapid Transit Co 431
tor St. Louis & Suburban Rail-
way Co. ^112
Intcrborough Special Trucks 99)
Specialties •SSS
Elevated-Subwav Railway for 984
& Suburban Railway Co.. Car House
Burned 160
Improvements 38
Transit Co.. Car Shops of the "907
Electrical Congresses e471
Transportation Features of the
Louisiana Purchase Exposition.. 438
Fair Dedication 305
Transit Co. and United Railways Co..
Financial Report 235
Rents. Power 516
Salt Lake CItv. Consolidation at 725
Sand Boxes (Rldlonl for Boston Ele-
vated 183
Drier (Howe Manufacturing Co.).... 684
Sander. Positive Railway 932
San Francisco. No Municipal Lines for..e788
Rights of Way in 766
Sanitation and Disinfection of Electric
Railway Cars (Baird) •463
Santa Claus In 1902 49
Saratoga. Its Environs ..'oil
Springs. Congre»» Hall .,♦530
Tho Convention Cliy '437
Savannah. <ia.. Handling (iarbago In... •888
Scalfe Co, In Mexico 988
SehedulcB. Hoard for Announcing 'lO
Chart for .Vnnounclng '4
Scheneeladv. New ("lub Rooms at . 866
Ry., Power Supply and Dlatrlbu-
tion for tho (Sykea) •600
Svstem of the '497
Hihoianihlps, Two Vacant 466
School for Ctuiductiirs and Motiirmen, A,.*^2
Section Fare Svstem as Usi-d In Austra-
lia. The (Badgerl '473
Selecting Car Body Colors 69
Self-Conialned Street Railway Car* (Chi-
cago Motor Vehicle Co.) 4S2
Service. The Value of Frequent 215
Selxas, E. F. (Freight Development by
Interurban Itoa<lsl 818
Sheldon. Srimuel (Some Recommendations
Concerning EIe<'trleal and Mechanical
Speclrlcations of Trolley Insulators) ...,•743
Shop Kinks (Adamsi •5.17
Practice (Green) "Sib
Sign, Millen Illuminated Reversible Car
(Columbian Machine Works & Mallea-
ble Iron Co,) "IWi
Signal. Haycox Electric Car 66
New Electric Trolley 51
The Unl (Uni Signal Co.) ^542
to Stop Cars at Night (O. E. Painter), "SS"
Single Phase Railway Motors e471
Svstem of Electric Traction. A
New '447
Skinner. C. E. (Methods of Bringing High
Tension Conductors into Buildings) .. ..'742
Sleeping Cars for Electric Lines 346. eSW
Sleeping Cars. Holland (Holland Palace
Car Co.) 'SSe
Small. J. W. (A Remedy for Racing En-
gines) *148
Road. The (Mountney) "SSO
Smith, James H. (A Convenient Pit Ta-
ble) •282
Societies, see Associations.
Socletv. Mansfield Technical 20
Solidified Oil MS
(Bruck) •;.... 112
Something for Nothing e266. c388
Special Work (lndiana|iolls Switch &
Frog Co.) 'Jl;
Spokane Southern Traction Co 399
SiHitting from Outside of Car 998
Springfield & Central Illinois Railway
Co 107
Consolidated Railway Co. Sold 107
& Xenla Traction Co.. Receiver for.... 927
Standard Classinealion of Acounts and
Form of Report (Duffy) , 759
Conduit Exhibit 3«
Paint Co.. Housewarming 301
Pole & Tie Co., Notice of Removal... 116
Vitrified Conduit Co 54«
Stanley High Tension Railway System.. 110
Stark Electric Railroad Co.. Power Plant
of the "625
Injunction Modified 866
Star Street Railway Co 366
Starting and Stopping Condensing En-
gines 286
Staub. "W. H. (Purchasing and Account-
ing for Supplies on Electric Railway
Systems) '464
Steam and Trolley Competition e75
Turbine Developments. Recent (Em-
met) 643
for l^ng Island R. R 868
of the Massachusetts Electric
Companie.s ^77. •96)
The Curtis e20I
(Emmet I •236
\'alves. Foster "Be
Steel Tracks for Highways •BO
Stephenson. J. E.. Interurban Ticketing.. '816
Sterling Blower & Pipe Manufacturing
CO. '581
Exhaust Pipe Head •248
-Meaker (_*o. •582
Trolley Base •301
Stewart, John A. Electric Co 869
Stivers, S. C. (Car Maintenance Records). •659
Stoker, Automailc Mechanical (Under-
Feed Stoker Co.) '432
Stone & \\'ebster 762
Stop for Motors. Safety •Seo
Stupi>ing at Near Crossing 822
Storage Batteries for Los Angeles 243
Storer. J. B. (Power Transmission for
Interurban Lines) 808
Stieet Railway Review of London. The..e95S
Railways. Growth of i.e387
and the Y. M. C. A. (Nicholl) 284
Men and the Y. M. C. A e26o
Strikers Convicted at New Orleans 344
Strikes e32»
Chicago City Ky 913
of the Month.. 114, 174. 234, 266. 367, 430,
530, 763, 862. 923. 976
Stuart-Howland Co. 305
Sturdevant. Charles R. (Conditions which
Affect the Resistance of a Bonded Rail
Joint) 975
Sturtevant Co.. B. F.. Engines and Mo-
tors 999
Sub-stations. Equipment of Railways
with Converter (Adams) 80
Suggestions from Employes, Prizes for.. 331
Sunburv. Pa.. Water Power Plant In 869
Suspended Railway Project for Ham-
burg, Germany. '9.
•933
Suspension Bridge Built In Five Days
(John A. Roebllng's Sons Co.) '932
Sweeper and Water Car Combined 246
STREET RAILWAY REVIEW.
XI
Switch. Cornell Trolley (Cornell Mfg.
Co.) '868
for Eleclrio Roatls. .\ New Automatic
Track (American .\ulomatic Switch
Co.) '998
Hunt Simplex "SM
Ramion Self Cleaning •68
Svdnev. X. S. \V.. The Tramways of •745
Sikes.' F. G. (Pnwer Supply and Distribu-
tion for the Siheneelady Ry» •500
Syracuse. Automatic Signals at 770
Conyention. The e7S9
Taxable Value of Tracks. Suit to Deter-
mine 9S>S
Taxation of Street Railways e7S9
Telephone Operator Assists the Electri-
cian. How the (Weeks) •727
Tennessee Notes 'SSI. 976
Terminal Facilitie.*! (Partridge) •395
Testing Armatures. Rapid Method of — •987
Rail Bonds 'SSi;
Theaters. Amusement Park (Partridge).. •205
Thefts. Conductors Indicted for Trans-
fer 770
Third Rail Electrical Insulator (Mayer
&. England) 178
Electric Railways. A System for
Protecting the Conductor Rail on. •537
for High Speed Electric Service
(Gonzenbach) 293
Protected eS85
System •364
in New Tork 231
The e472
(Gould) 46S
Three- Phase Electric Locomotive '125
Ticketing. Interurban •816
Ticket. Mohan Patent Ry •362
Special Privilege e3S6
that Helps Earnings (National Ticket
Co.) 546
Ties (Maintenance of Way Association
Report) 219
Toledo-Cincinnati Through System 133
Short IJne. The Detroit. Monroe &... 44
to (L'hicago. Freight Line from 22tr
Two New Interurban Roads out of.. 347
Tower Wagon. Automobile in France — 112
Track Construction e201
and Maintenance (Wilson) 801
at Hartford. Conn '202
of the International Railway Co..
Buffalo. N. Y.— I. (Wilson) •129
(Rockwell) 477
Drill. Cleveland 180
Drilling Machine (Cleveland) •36.i
(Maintenance of Way Association
Report) 217
for Highways. Steel •SO
Work. Instructions Regarding 349
Trade Names. Protection of 140
Notes.. Jan.. 120. 1S4. 246. 309. 370. 435.
54S. Sept.. Oct.. Nov.. Dec.
Training Motormen and Conductors — 148
Train (Srdcrs and Train Signals for In-
terurban Roads (Coons) •efiS
Resistance Formula. A Rational 417
Transfer Boxes. Conductors' %2
<"'heck used in Merlden. Conn '.Io-t
Their Use and Abuse (Duffy) 793
Ticket. New •347
Transformers. Method of Drying 361
WestlnghouHp Self-Cnoling •SCO
Trolley Base (Detroit Trolley & Manu-
facturing Co.) ^584
Sterling Roller Bearing '301
(Catcher. A New 300
Johnson & Morton •SSS
Greenaraeyer l*neumatic '249
Insulators. Some Reeuinmendatioiis
Concerning the Electrii-al ami Me-
chanical Recommendations of (Shel-
don & Keilev) 743
Pole. The Columbia 642
Raises Rural Tastes (Farson) 772
Retractor. Dick Ham •537
(Hoffman-Powers) •113
Retriever. The Knutson ^243
Trips in New England 329
Wheel and Harp. New Form of (Rail-
way Appliance Co.) •302
Troy & New England Ry B09
Trucks. Brush Heavy Service •535
Interurban (Peckham Manufacturing
Co.) <SS6
(Trdcr for Peckham 60
St. Louis No. 47 •682
Tunnel. Hudson River Trolley 69
Turbines and Electric Locomotives for
New York Central 999
Steam e75
Type-M Control (Mundy) 699
Underground Electric Railways Co.. of
London. Power Stations of the ^397
Union Traction Co.. New Cars for 764
Philadelphia. Kensington Shops of
the •221
to Mine Coal 770
United Kingdom, Electric Railways In
fjjg _ «gQ
States Railroads, Statistics of......... 412
Track Gage •244
(■niversal Drawing Machine •59
University of Pennsylvania, New Engi-
neering Building for 300
Utah Light & Power Co 'aSS
Utlca (N. T.) & Mohawk Valley Ry.,
Concrete Culverts on ^95
The ^773
Van Dorn Couplers. Large Orders for 51
& Dutton Co 683
Ventilation of Street Cars 101
Vermont. Rutland Street Railway Co.,
New Cars for (Laconia Car Co.) ^931
Vestibules. Regulations in Regard to 37
Vibration of Machinery. To Prevent 140
Vradenburg. A. K. (Closing Down) 307
Vreeland. H. H. (The Right of Wav) 664
w
Waddell. C. W. (Park Advertising) 83
(Park Attractions) 141
Street Railway Amusements 21
Wages. Advance in 55
Increased 2.34. 263. 388
Warren. John B., C. B. (The Right of
Way Map) •67
W.ashington. D. C. Observation Cars 98
Watchman's Clock. Wagonner •Ill
Water Car & Sweeper Combined 245
W.atson Automatic Fender 683
Life Saving Devices for Electric
Cars ^540
Weatherproof Telephone (Connecticut
Telephone & Electric Co.) •SOS
Weekly. The Detroit United 11
Weeks. A. B. (How the Telephone Opera-
Uir Assists the Electrician) ^727
(Niagara Falls Transmission
Lines) 410
(Recent Improvements in Street
Railway Plant of Niagara Falls
Power House) 'SSS
Welding. Electric 129
Welded Joints, Electric (Pestell) 697
Western Electrical Supply Co. Catalog.. 245
Reorganization of 76.S
Illinois Railway Co 72S
Society of Engineers 126
Wheeled Scraper Co. Grader '176
Westinghouse Companies Publishing De-
partment 546
Horizontal Gas Engines ^175
Sales Department 770
Traction Brake CJo 55
Weston. C. V. (Design of the Intramural
Rv. tor the St. Louis World's Fair).... •442
Electrical Instrument Co 177
West Virginia Companies at Odds 538
Wharton. J. R. (Some Features of the
Butte Electric Ry) '897
Wheatley. W. W. (Efficient Discipline).... 13
Wheeling Traction Co. Pays Dividends.. 53
Whistle Signs 399
White, J. G.. & Co 304
Wilcoxen. E. B. (Interurban Train Dls-
IXJtching) 815
Wilkesbarre & Hazleton Ry., Some
Operating Data on (Wallace) •SS7
Wilkinson. Reckitt. Williams & Co 303
Wilson. C. E (Track Construction and
Maintenance) 801
Wilson. T. W. (Track Construction of the
International Railway Co., Buffalo,
N. Y.) •M. '213
Windstorm at Pleasantville. N. J *8G6
Wireless Light Cluster (Benjamin Elec.
Mfg. Co.) 'seg
Wiring. The Multiple System of Street
Car (Pemberton) •128
Worcester & Connecticut Eastern Ry.
Co '290
& Holden Street Railway Co 15
World's Fair. St. I^ouis. Congresses, A
Week of Electrical 439
Design of the Intramural Ry. for
the (Weston) '442
Electric Railways and Electrical
Congress at 929
Intramural Railway for the (Phil-
lips) ^441
New Cars for 725
Transportation Exhibits at the... 334
Woven Rattan as a Seat Covering Mate-
rial (Hey wood Bros. & Wakefield Co.).. 529
Y
Tear. The Past el8
Y. M. C. A. Street Railway Work 806
York County Traction Co.. Annual Meet-
ing of 108
PAGING BY MONTHS.
January 1—60
February ^ 81—120
March 121-184
April 186—246
Mav 247-S06
June 307-S72
July 373— (.in
August 437-550
September 651—77:;
October : 773—870
November 871—940
December 941—1000
STREET RAILWAY REVIEW
Vol. XIII
JANVARY 20, 1903
No. 1
Middleboro, Wareham & Buzzards Bay Street Ry.
Some Operating Features of the Road— Employing Car Service Men— Block Signal System — General Inspec-
tion — Chart System of Posting Schedules.
So miicli is printed nowadays in the proceedings of the technical
societies, associations and the trade press in general concerning the
larger electric railway installations of the country that a thousand
and one bothersome questions confronting the management of the
medium size and smaller electric railway properties are often neg-
lected and do not receive their share of discussion. Inasmuch as
the problem arising in the larger installations are of practical in-
terest to but a small minority of the electric railway fraternity, it
would seem that more data ought to be forthcoming on numerous
questions of practical interest to the constructing engineers and
operating officials who are responsible for the success of what are
frequently but indefinitely termed the smaller roads. It has always
l>een the aim of the "Review" to give especial attention to the de-
mand for this class of information.
On the Middleboro, Wareham & Buzzards Bay Street Ry.. in the
Cape Cod region in southeastern Massachusetts,- will be found a
Mr, Charles 11. Cox, resident general manager of the company,
holds it as self-evident that the old, hard and fast methods of deal-
ing with men, which were more or less prevalent in the early days
of the art, have no place in modern economic conditions. The re-
quirements of the service demand that men of higher mental attain-
ment be secured to take charge of cars, that they be paid good
wages, and that such rules and regulations be formulated as shall
appeal to the intelligence of the men and secure their good will
and hearty co-operation in the jnanagement of the company's busi-
ness. The men are no longer mere machines, and cannot be so
treated. This does not mean that the manager must subserve the
interest of the company to the interests of the men, but it does
mean that both interests must be considered and harmonized if the
company's business is to go. forward with that vim and snap that
always characterizes the successful business enterprise.
Mr. Cnx believes in penniltincr (lie men to express ideas and
TRESTLE ISKIIII.i: "10 I-"r. LoNli ACROSS lirTTIiHMII.K IIAV NI'.AK IIUZZAKDS IIAV, MASS.
number of original schemes and ways of doing things that cannot
fail to be of interest. Physically, the system comprises 26 miles of
track and is a typical New England road, similar to any one of a
dozen intcrurban roads in Massachusetts. Of the total 18 miles is
built with 60-II). T-rails in 60-ft. lengths, and 4 miles is 75-lb.
T-rails in 30-ft. lengths. The rest of the mileage is over tracks of
another company. The system is single track throughout with turn-
outs at intervals averaging two miles. The overhead construction
emtjodies a single line of 30-ft. round chestnut poles with flexible
bracket suspension, supporting No. 00 lound trolley wire. The
rolling stock includes twelve 12-bench double truck open cars; five
13-bench double truck open cars; eight double truck veslibuled
closed cars; one box freight car; one flat car; and four single
truck nose snow plows. The physical cliaractcrislics will be de-
scribed in greater detail later. The company at present has no power
house of its own, but rents power from the Wareham power house
of the New Bedford & Onset Street Ry., which was described in
the "Review" for Dec. 15, igoi.
Perhaps in view of the present widespread discussion of vital
latxjr isiucs, the feature of chief interest will be the company's
attitude towards its men and the efforts of the management to fiiul
a common ground upon which the men and the management can
meet and stand.
suggestions concerning any detail of the service, provided of course
that those suggestions be made in a dignified way and through
proper channels. In the employes' waiting room at the car barn
Mr. Cox has placed a wooden box with a slot in the lop lo which
is attached a placard reading: "For the improvement of the serv-
ice. Put your ideas in writing and drop them in this lx)x," and at
regular intervals these notes are taken out aiul carefully looked
over by the management, a record of them being taken. Twice a
year the men otfering the best suggestions are awarded suitable re-
wards for their iiUerest showO. When an employe, no matter what
his grade, drops a suggestion in the box he is asked to come to
the general manager's office to talk the matter over. The manager
meets the man in his private onice and after making Ihe employe
feel at home and at ease goes over the whole subject, asks questions
and encourages Ihe man to enlarge upon his suggestion and slate his
ideas in the minutest detail. The manager never ridicules a sug-
gestion, no matter how impracticable it may be, but if necessary he
explains to the man just why it is impossible lo carry the idea into
execution. Many of the suggestions that come in this w.iy, how-
ever, are found lo be of unquestionable practical value, and many
of Ihem placed in execution have resulted in distinct iniprovenunl.
Asked if he had found any tendency on Ihe pari of I he men lo
take advantage of this freedom and become "ihnniy " wilh the
STREET RAILWAY REVIEW.
(Vol. XIII. N(i I
manager, Mr. Co.\ rcplicil lliat he liad had no difRciilty along that
hnc. A proper atlitnde of ihgnily and self-control on the part of
the manager seemed to engender a similar attitude on the part of
the men, and while they appreciated the confidence and freedom
they have there is no inclination to overstep proper In muds, and
the relation is one of mntiial confidence and respect. This feeling
cannot fail but redoinid to the good of all concerned.
As an instance of the efforts of the management to foster the
spirit of gix)d will, Mr. Cox at op|x>rtnne intervals endeavors to
get little notices into the reading columns of the local papers com-
mending the service of the company's employes. Copies of the paper
containing such notices arc always posted on the bulletin iHiard
where the men will see them. As an example of a newspaper item
of this nature the following is quoted: "Many are the compli-
ments paid daily to the conductors and molormen of the Middlc-
lx>ro, Wareham & Buzzards Hay Street Railway Co. for their polite
acts and courteous treatment of passengers. The employes all
.seem to have but one desire, and that is to be obliging. It is their
custom to assist women and children and aged men on and off the
cars, and they do it with a pleasure that is almost invariably rec-
ognized with 'I thank you, sir.'" Notices of this kind are good
in many ways. They bring about a feeling of good will between
the public and the employes; they show the employes that their
efforts are appreciated by both the company and the public, and
they also set a high standard of reputation to which each man irie-
to do justice.
The following arc a few pointers as laid down by Mr. Cox: Make
your road popular with the men and with the public. Never repri-
mand a man in presence of any one else. If the reprimand is
necessary do it in private. When it can possibly be avoided do
not lay off men, as the loss of pay punishes the man's family worse
than it docs the wrongdoer, and engenders hard feeling. During
snowstorms and other trying times when tin- men arc doing extra
service provide for their comfort. Supply sandwiches and hot
coffee when the men are fighting snow, even if it is necessary to
drive with a team along the line to do this. Be liberal in the pay-
ment for overtime, as a few extra dollars invested in this way is
money well spent. Issue all important orders in writing, and do
not be surprised if employes fail to obey instructions hurled at them
verbally on the spur of the moment. It is the custom on this road
when a special order is issued to have every employe sign a blank
certifying that he has read the order, that he thoroughly under-
stands it. and that he is immediately prepared to carry it into
effect. These signatures are certified to by the foreman in writing.
MILE STRETCU NEAR TREMONT, M.VSS.
A comfortable room is provided win re the men can stay when
they arc off duty. The room is provided with rockers, chairs and
tables, games of various sorts, copies of the "Street Railway Re-
view" and other high class technical papers, together with all local
daily and weekly papers.
The company employs about ,!5 men, including conductors and
motormen and car barn men. Conductors and motorinen are paid
20 cents an hour.
Employing Car Service Men.
When a man applies to the company for cmploynient he is made
to fill out a blank application of the form shown herewith. .Appli-
cants for position of motormen must be at least 5 ft. 8 in. tall and
must weigh at least 165 lb. Applicants for position of conductor
must he young, active men. The company prefers motormen who
have had previous experience, but in the case of conductors gives
the prefernce to inc.xperinced applicants. For either position the
company prefers married men. .\t the time the applicant signs
the application he gives at least three references, covering a period
of five years previous to the date of his application, which are
MIDDLEBORO. WAREHAM & BUZZARDS BAY STREET ISAII,
WAY COMPANY.
APPMCATION FOR EMPI.OYMENT.
190.
MIDDLEBORO.
Supl.
Dear Sir: — 1 hereby make application for a jiosition as
in the service of the Company. Believins that 1 am pliyslcally (|Uall-
fied an<) competent to diseharse the duties of said position and with
till- full understandinK that in the event of my securing employment
I ;on to abide liy such rules and regulations KoverninR its emjdoyces
.IS the management may from time to time establish.
If employed I promise to loyally and faithfully serve the Company,
and to do 'all in my power to further its interests. To conduct myselr
honestly, soberly, and with proper obedience and respect to its ofti-
eials. and courtesy to passengers and the public.
Age years. Where tjorn? Height Weight
lbs. Color of eyes Color of hair Married or single
General condition of health
Employed the past live years as fol-
lows:
(Give date as near as possible.)
REASONS EOR LEAVING.
Have you ever been employed by a
Railway Company, other than stated
above? If so give name of Com-
pany, loeatlon. In what capacity and
length of time employed.
REFERENCES.
ADDRESSES.
Have you ever been convicted of a misdemeanor or felony?.
Do you use Intoxicating liquors?
(Full name of applicant)
( Residence )
(P. O. Address)
Jan. 20, 1903]
STREET RAILWAY REVIEW"
always looked up by eithtr a personal caller or by correspondence.
The blank used in this connection is also shown. If the applicant
passes a superficial examination made by the manager, he is sent
10 a local doctor for a physical examination, for which a charge
of $1.00 is made. The form of the physician's report is also repro-
duced. It may be said that all of these forms are printed on
standard letter size sheets, 11 .\ 8;4 in., which give uniformity and
MIDDLEBORO, WAREHAM & BUZZARDS BAY STREET RAIL-
WAY COMPANY.
MIDDLEBORO. MASS 190.
M
Dear Sir:— In applying to this Company for a position as
Mr Age Height ft. in.. Eyes,
Hair Complexion Born in refers
us to you. Will you favor us with your opinion of his honesty, char-
acter, habits and ability, etc. Please state definitely as to honesty
and habits. Has he ever to your knowledge been employed by any
Railroad or Railway Company? It is ver>' essential to applicant thai
this letter be answt-red promptly, also if ever in your employ that the
dates of entering and leaving your service be given. The information
that you give us will be thankfully received and considered conti-
dential. Very truly yours.
X. B.— Employed as.
from to.
greater convenience in filing and handling. If the physician's
report is satisfactory, all the papers referring to the .ipplicant.
including the replies from references, etc., are bound together and
placed on file for the time when the company needs a new man.
When new men are to be taken on the applicants standing at
the head of the list are notified. When a man reports he is
given a chance to show what he can do — that is, he is put on a car
in charge of an experienced man and is told to familiarize himself
with the conditions.
If he gives promise of becoming a reliable employe he is sent
to the shops, where he puts on a pair of overalls, and goes through
MIDDLEBORO. WAREHAM & BUZZARDS BAY STREET RAIL-
WAY COMPANY.
Physical examination of for the position of
Date of examination Place of examination
Analysis of urine reaction Sp G albumen
sugar Have you had gall stone or gravel?
Have you ever had any difficulty In urinating? Is the gait
(irm and elastic? Any deformities? Age
Weight Height Hearing Color of eyes
Color of hair Complexion Is the sight good?
Vision Color blindness Have you ever been vaccinated
or had Small Pox? Have you ever received an injury or a
wound upon the head? When were you last attended by a
physician For what complaint? Name of physi-
cian Are you subject to fits? Are you sub-
ject to dizziness? Have you ever had fainting attacks?
Chest measurements. Forced inspiration ; Forced expiration
Lung examination. Percussion ; Auscultation
Measurement of abdomen Examination of al>domen
Are you ruptured? Have you a chronic cough? Have
you catarrh? Have you any chronic disease? Rate of
respiratory action Heart Pulse (rate and character)
Have you varicose veins Is there freedom from the
swelling of the feet? Are you subject to rheumatism?
Do you use intoxicating liquor? Do you use tobacco?
After having carefully examined the applicant I am of the opinion
that he is physically qualified for the position of
and should be rated at per cent. Cause of rejection
Remarks:—
(Signed)
Dated this day of 190..
ail the details of cleaning and making general repairs to cars and
cqinpment. He works in the shops for from one to Iwo weeks,
and receives a portion of his regular wages during this time.
During this time his uniform is being made, and is ready for
him by the lime he has passed through the shops. For supplying
uniforms the company has made arrangements with a local fur-
nisher, who acts as agent for a custom-made uniform house located
at Boston. Ihe local agent lakes this work for the sake of the
extra trade it brings to his place.
By this time the prospective employe is supposed lo be fully
competent lo enter into his regular duties, and is placed on the list
for a regular run.
The uniform of the men differs slightly from the regulation
uniform used on most roads in that the coat is five biillon, single
brea%tcd, those of the conductors having lapels and the necessary
p'Krkels for cliangc, etc., and there is worked in gold thread in
half-inch block letters M. W. & 15. B. on cither side of the collar.
Those of the motormen arc also five button, single breasted,
having M. W. & B. B. worked with silver thread on each side of
the collar, the letters Uing made the same size and style as on
the conductors' coats. Ihc coat, however, has no outside pockets
and is always worn buttoned, giving a miliUry appearance.
The caps worn arc the regulation kind, with small, drooping
\isors having the monogram M. W. & B. B. worked in the front
and center of the bell. The conductors' caps are worked with
gold thread, and the niolormen's in silver. The badge is of the
small shield type and is pinned to the left breast of the coat half-
way between the arm pit and the edge of the coat.
Posting Schedules.
A modification of the "chart" system is u:ed for announcing
runs and schedules for the information of the employes. The
i
■ :k
^■MnI^^BBSBJ
1
■^3
■
TRESTLE AND PLATE UIRDER BRIDGE OVER N. Y., N. H. & H. R. R.
different runs are all plotted on cross section paper, the horizontal
rulings representing turnouts, and the vertical rulings representing
intervals of time. When crews are to swing at any meeting point,
that fact is indicated on the chart by a small circle at the junction
point of the lines representing the two runs. The running chart
for a half-hour schedule for an entire day and the scheme for
posting the runs are shown herewith.
The following is a sample "running schedule" for crew No. I,
each crew receiving one corresponding lo his run, as shown on the
cliart.
Sample Running Order.
Run No. I. Snow and Balkani. 10 hours.
"Take car from Middleboro car barn in time to leave Middle-
boro Four Corners at 5:15 a. m. for Monument Beach, passing
cars as follows: Crew No. 11 at Tremont, No. 10 at the double
iron. No. 12 at Ellis turnout.
"Leave Monument Beach at 7:15 for Middleboro, passing crew
No. 2 at Ellis's, No, 3 at Ranisdcll's, No. ir at the double iron,
CAR BARN, MIDDLEIIORO, WAREHAM li lIUZZARD'S HAY STREET
RV.
No. 4 at Chapel St., No. 10 al I reiUDUl, N(p. 5 at South Middle-
boro, No. 12 at Stale road.
"Leave Middleboro at ().i^, sign car for .Mcmuincnt Heach, yon
going as far as llie double iron, pass crew No. 2 at State road,
No. 3 at South Middklxiro, No. 11 al Tremont, No. 4 at Chapel
St., and on the double iron change cars with No. 10, you coming
to Middleboro, passing No. 6 al Chapel St., No, 8 al Tremont,
No. II at South Middklxiro, No. 7 at .State road, relieved al
Middleboro at 1 1 :45 a. in. by crew No. 2.
"At I :4s p. m, relieve crew No, 6 al Middicliuro, you signing
STREET RAILWAY REVIEW.
(V.ii. XIII. No. I.
your c.ir (or Moiuiiiu-iu lU-acli :iikI passing al ihc following turn-
outs: Crew No. 8 at the State road. No. 14 at South Miilillelioro,
No. 7 at Trenioni, No. j at Chapel St., No. 3 at the double iron,
No. 10 at Kainsdell's. and at KIlis tnriii.ut you will change ears
with crew No. 11, you coming to Mid<llelK)ro, passing crew No. 3
at Ramsdell's, No. 13 al the dnuhle iron. No. 5 at Chapel St.,
No. 2 at Treniont. No. 7 at .South Middleboro, No. 10 at State
road.
"Relieved for night at 5:15 by crew No. 4."
Block Signal System
The block signal u.sed on this system fur the purpose of blocking
single track sections between lurnouls was invented by .\lr. Cox
and was installed under his personal supervision. It comprised
fix boxes for each block, there being three boxes at each end of
each block. There is only one lamp in each of the six boxes, and
these are connected in sciies by a single wire. The middle 1k>x of
each group of three is known as the switch box (No. I on the
sketch). The switch box has a single lamp, and has a 5 in.
opening covered with glass. This middle box in each case is
located 7 ft. above the rail on the track side of the first pole
nearest the beginning of the turnout switch at each end of the
block. The light in this box indicates to the conductor that he
has blocked or cleared the section, as the case may be.
Box No. 2 (as per sketch) is knowr as the indicator box. It is
located 15 ft. aliovc Ihc rail on the track side of the second pole
from the turnout. It has a 5-in. opening on the side of the box
facing the turnout and contains a single lamp. The object of this
box is to indicate to the crews going on to the turnout whether'
or not the section ahead is occupied by another car, and also to
show to the motorman when going on to the single track that the
conductor has blocked the section, by the lamp in this box light-
ing. The motorman is held equally responsible with the con-
ductor for the blocking and clearing of each section.
Box No. 3. as shown in the sketch, is called the tell-tale box
and is located 15 ft. above the rail on the side of the first pole
on the turnout from the switch. It has a 5 in. opening covered
with glass and facing the switch, and contains a single lamp.
This box is to indicate to the motorman that the conductor ha?
cleared the .section which be has just 'eft before he proceeds
through the turnout, by the lamp in the box being extingui.'^hcd.
To illustrate more fully the working of the system, let it be
assumed that a car is starting from ihe end of the line. The
lamps in the three boxes at the beginning of the first block not
being lighted, the crew knows that the block is clear. Just as lie
starts the coiuluctor throws the switch in box No. I, thus closing
the circuit and lighting the lamp in each box on the circuit, i. c..
in the three Ixixes at the entrance, and the three at the distant
end. The light in l)ox No. i at the entrance to the block indicates
to the conductor that he has lighted all six lamps, and blocked
the section into which he is going to enter, for if the integrity of
this circuit is destroyed in any way, of course, the lamp will not
light. The lighting of the lamp in the indi;ator box No. 2 shows
to the motorman from his postion on the front platform that
the conductor has properly blocked the section, and it is safe for
Ijim to enter. The lamps at the distant end of the block close the
block at that end.
After the first car has proceeded through the section to the
distant end of the block the conductor as he enters the turnout
at that end throws the switch in the switch lx)x or box No. i.
thus extinguishing all the lights in that series of boxes, i. e., in
the three boxes that he has just reached and also in the three
boxes at the other end of the block from which he has just coiv.c.
As the lamp in box No. i goes out the conductor knows he has
cleared the section over which he has just passed. The extin-
guishing of the lamp in the tell-tale box, or box No. 3, indicates
to the motorman that the conductor has done his duty, and he
therefore proceeds on to the turnout.
It will be assumed that as the motorman is about to leave this
turnout^ and enter the next section be sees by the indicator box
of the series of boxes protecting that section that the lamp is
lighted, which shows him that his section is blocked, and he has
to remain there until the section is cleared by the conductor of
the car occupying that section, or, in other words, until the
opposing car has arrived at the turnout.
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Jan. 20, 1903.]
STREET RAILWAY RE\ lEW .
It will thus be evidiiU that each conductor as he enters a
section throws on the lights, thus protecting himself from both
front ■ and rear, and as he leaves the section extinguishes the
lights, thus clearing that section for the next car, and by means
of the indicator and tell-tale boxes the motorman knows just what
the conductor has done in each case. The simplicity of the system
is striking, and by placing equal respcnsibility on the conductor
and motorman, each of whom takes his information from different
will step to the telephone and communicate the orders to tlic
oftiee as he understands them, from having heard the conductor
repeat them.
"When two or more cars are running as double headers, or in
one section at the same time, the conductor of each car nuui
receive orders as to the number of ears in the section and the
conductor of the first car will be held responsible for the block,
cutting the switch in before entering the same and stopping his
Bl-OCK SIONAL SYSTEM, MITOLEHORO, WARF.HAM * lU'ZZAROS HAY STREET RY.
boxes, a high degree of safely is obtained. The system has the
advantage of always indicating its condition, for if the integrity
of the circuit is lost through any cause, tlie first conductor who
throws the switch is aware of the condition, as the lamps will
not light.
The signal system has been in operation =ince the opening of
the road in .■\ugust, 1901. .Mr. Cox h.is applied fi>r patent rights
covering the chief features.
As supplementary to the block signal system, a private teleplione
system has been installed, .with telephone boxes at each turnout.
In further explanation of the workings of the system the following
extract is made from the company's rules on this subject :
Special Notice to Conductors and Moformen.
The following rules and regulations nuist be observed in the
operation of the block signal system :
"The block must be used by all cars, snow plows, construction
trains, etc., in operating over the line or any part thereof, to block
each section through which they are moving.
"The conductor will in all cases throw the switch, observing that
the lamp in the switch lx)x lights.
"The motorman must also note whether or not the lamp in the
ear at the other end until all the cars following arc in sight and
close behind, before throwing the switch clearing the block.
"The conductor will not under any circumstances allow any
employe or any other person to operate any signal switch for him,
and he will not use a switch stick or anything other than his
hand to throw the same. Motormen must slow the cars down
10 such a rate of speed while passing the switch box that will
enable the conductor to operate the same while standing on his
ear, excepting in such places as the conductor will be obliged lo
get ofT his car, in which case the motorman will «Iow up. or stop
if necessary, and then must receive two bells from the conductor
before proceeding. .\t boxes where the conductor can reach the
switches from the car the motorman will proceed without two bells
when ihc lamp in the tell-lalc box ahead is lighted.
"When the lamps are lighted they indicate that there is a car
in the section in which they are located, and should the lights be
burning at the point where a car is not due, the approaching car
"uist be stopped and the conductor ring up the office, advising the
line in charge of the facts, and from him receive Ihc necessary
irders.
"Upon the arrival of a car at a liu-nout whore another car is
: ) be passed upon the regular seliedule, and there is no indication
niiiijpiiiiiiiiiiiiiiiiiiiii
. I \ N ; 1 A k 1 1
STANDARIl CI.IISKI) CAR.
signal Ikjx lights, and in case of failure lo light in either box
the car must not under any circumstances proceed into the block
without specific orders to do so from the superinlendenl's office.
"In case of a signal circuit being out of order or otherwise
failing to work, the conductor will immediately go to the tele-
(ihoiic at the turnout, ring up the office, and in as few words as
po<isiblc advise the dispatcher or the one in charge of the facts,
who will Issue Ihc nece«sary orders re(|uired in the case. The
conductor will repeat the orders back lo llie office, word for word.
The motorman mu«l 'land by Ihc side of the conduclor while he
is repealing these orders, and when the conduclor is finished ho
iif the other car arriving there, within a niiinile or two, tlie con-
duclor nuisl ring up the oflice for orders.
"As the signal system is a [jrecautinn .-igainst aeeideiM, it is
aiufily |)ri>lecteil by law, and it is the duty of ,niy employe to
make known lo the siipcrintendenl the full name and ;idilress of
anyone known lo in any way tamper wilh or operate any signal,
whelhcr the same be done maliciously or otherwise.
"Uiwler no circumstances will any extra car, conslruclioii train,
snow plow, elc, lie run out on the line wilhoul first advising the
despalchcr of the full inlcnlions regarding the movements and
distance lo be run, etc.
STREET RAILWAY REVIEW.
[Vol. XIII, No. i.
"The motornian will In all cases be held equally responsible with
the conductor in the observance of this rule or any part thereof.
".•\ny violation of the same by the conductor or moturman will
be considered sufficient cause for suspension or discharge from
the service of this company."
Indicating Danger Points.
In line with the general system of precautionary methods, the
approach to all dangerous points, blind curves and unusual grades
are indicated to the motornian by a system of striping the pole.s.
On the fourth pole from the dangerous point in both directions
arc painted four broad stripes diagonally across the side of the
pole where the headlight will shine on ihcni as the car approaches.
On the third pole from the danger point arc painted three .stripes ;
on the .second, two; and on the first, one. The molorinen are
hereby enabled to compute the distance to the danger point, and
arc instructed to bring the speed of their car> down tn four miles
lime the cars enter and leave a block, but it is believed to be the
only safe way to operate cars on a single track road.
General Inspection.
.Ml cars on the system arc inspected at the car Iwrns twice a
day, that is, there is always one car more than is called for by
the schedule, so that there is always one car in the liarn being
inspected. This inspection includes examination of trucks, motors,
bearings etc., and when the car leav-s the Iwrn for its next trip
it is practically in perfect condition, lliis method requires that
each car will lose two trips a day, but the greater security and
freedom from breakdown are believed to justify this course of
procedure. The company pays the car inspector $10.50 a week,
and the manager makes the statement that this is one of the most
satisfactory investments the company is called upon to make.
A secret inspection of all the men on the system is made once
a month, at which time a report is made on the work of every
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FLOOR PLAN OF CAR BARN.
an hour as soon as the four stripes become visible. This idea is
original with Mr. Co.\ and has proved very beneficial, particularly
during foggy weather and snowstorms, as well as at night.
Car Following Signs.
Whenever necessary to run double or triple headers, all the
cars following are run on the schedule time of the first car, and
the first car has displayed on its front dash a large metal tag
bearing a number corresponding to the number of cars that are
following. The second car carries a sign indicating the number of
cars that follow it, and so on until the last car. which bears no
sign. For instance, if there are three cars running on the same
time, the first car would l)ear a number 2 ; the second, a number i ;
and the last car would have no tag. These tags indicate to the
crews of all opposing cars that other cars are following the reg-
ular, and by means of the number the opposing crews are able to
count off the cars correctly and there is no excuse for anyone
failing to know whether or not all the cars following have passed.
The metal signs or tags bearing the designating minibcrs are
10 X 14 in. with the figures in white. These signs are put on the
cars at the car barn by the dispatcher or some other one in
anthority.
The conductor of the first car blocks and clears the sections for
all the following cars before he leaves each section, but Ijefore
throwing the switch he must assure himself that all the other
following cars are in sight. This procedure necessarily takes a
time, and will result in throwing the schedule back a little each
conductor and motornian, and any lapse of attention to duty is
noted and rectified by proper means.
Keeping Good Time.
Another safety precaution is the care emphasized in keeping
the watches of all employes in good repair and accurately reg-
ulated. Each man is required to have with him constantly wfien
on duty a watch of some standard make. This must not be
necessarily an expensive timepiece, but must be guaranteed. The
company has made arrangements with a local watchmaker to take
general oversight of all the watches and clocks on the system, and
each employe must submit his timepiece for examination every two
weeks. For this purpose a watch certificate is issued to each
man, and on this is entered the date examined, the condition of
the watch, whether fast, slow or out of repair, and notation is
made of the fact that it has been regulated and put in shape on the
date examined. The time record or watch certificate is reproduced
herewith.
Cleaning Cars.
In line with the inspection of cars is the matter of car cleaning.
On this road soap and water are never used for washing varnished
surfaces. In lieu a preparation compounded by Mr. Cox, having
as its foundation raw linseed oil, is applied twice a week, and
rubbed in with cotton waste. In between lhe.se .semi-weekly applica-
tions the cars are merely rubbed down with a dry cloth. This is
found to preserve the varnish, and gives the cars a bright, clean
appearance at all times.
Jan. 20, 1903.]
STREET RAILWAY REN ll'A\
Physical Characteristics.
As previously stated, the road has no power house of its own,
but rents power from a connecting road on a kilowatt basis, meas-
ured at the switchboard.
The cars of this company run over llie tracks of the New Bed-
ford & Onset Street Ry. from Wareham to Onset Bay at the
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TIME INSPECTION SERVICE.
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EMPLOYE'S CERTIFICATE.
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This is to certify OiMthe umtch of . ,/r. 6. /^t-CLC/do^A-ty
~C^t«CtA'ot^-r~
employed as ^^^ --.r^ — -,— .
Moi^ement ^o €1"] IO6 Brand /3.^iV.ltjMo!U,^n*^U'.r£likl*i^
has been inspected and is up to the standard of emellence required ay the
M. W. (£• B. B. St. Ry. Co., and w perjonninn as per record on the back
of thia certificaU. ^j ^ "-f . . Jt
... CXt4^..'^,.*&t!H<fy^Aa**4/.hspecto\^
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PRESERVE THIS CARD-IT WILL BE TAKEN UP NEXT INSPECTION
FACE OF TIME INSPECTION CARD.
southern end, and at the northern end connect with the tracks of
the Old Colony system in the town of Middleboro. Extensions
are contemplated from Middleboro to Plymouth, a distance of
16 miles, and from Buzzard's Bay to Wood's Hole, a distance
of 22 miles, and from Sandwich to Chatham, ifi miles. These
extensions may be built by separate companies, hut will all act
as feeders to the Middlclxiro, W'areham & Buzzard's Bay Street
TIME RECORD. . ^
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IMSTKUCTIONS.-Tba •mplor* u wbtm IhU carUllcUa It Innad
•bonU nport t» hU wKtfh tDip*ctor trarr two w««ka, ftnd ofUD«r wh«D
MaT«Dl4ol, ID 'tfitt tb^ th* oadlUxn of hta w»trh m»y ba Dotod aad a
taao f I af Ita Uma nada In tha rau niiv-.it Thii oartlflcau will be eallad
|a mtxl laapa^Uoo— praaaraa It carafallj.
REVERSE OF TIME INSPECTION CARD.
Ry, The road is lK>nded wiih Morris and "Crown" protected
bonds, with joints of the Weber lypc. Rails arc laid on 5x6 in.
X 7 ft. chestnut tics, laid 2,Hoo to the mile.
The single No. 00 round trolley wire is supported from flexible
brackets of the Crcanluad type. The pfilcs arc .10 ft. round,
chestnut, except in vilb-iK*-'*. wl'erc s<|uare poles were specifier!.
Anderson overhcarl material is used throUKboul. The feeder
system is simple, and comprises .15 miles of soo.ooo-c. ni. cable
and one mile of No. 0000 solid copper wire.
The rolling stock, which was all Iniilt by the Wason company,
comprises twelve 38-ft. 12-bench open cars mourned on Bemis
double trucks, with two Westinghouse No. 38- .A motors per car;
live 15-bench open cars mounted on Wason double trucks, with
four Westinghouse l2-.'V-25 motors per car ; eight 38-ft. vestibuled
closed cars mounted on Bemis double trucks, with two Westing-
house 38- A motors per car; one freight car 39 ft. over all, mounted
on Wason double trucks with four Westinghouse i2-.'K-30 motors;
one flat car 33 ft. over all, mounted on Wason double trucks
and used as a trailer; four single truck Wason nose .snow plows,
which arc equipped in winter with the motors taken from the open
STANDARD BA(;C.AC.E CAR.
cars. The cars arc equipped with Christcnsen air brakes. The
following materials and appliances are standard : General Electric
trolley wheels, Nutlall gears and pinions, Wilson trolley catchers,
Hunter car springs. Pfingst fenders. New Haven car registers,
Heywood Brothers & Wakefield car seats finished in red plush.
Consolidated heaters, Pantasotc curtains on Curtain Supply Go's,
fixtures, Kilburne sand boxes, Mosher headlights, made by the
Dayton Manufacturnig Co., double trolleys. .'\t tlie car barn is a
safe of the Morris-Ireland design for receiving conductors' receipts
and reports.
The Middleboro, Warcliam & Buzzard's Hay Street Railway
Co. has a capital .slock of $150,000 and is bonded for $75,000. It
owns franchises granted in perpetuity. The territory traversed is
known as the "Summer Garden" of Massachusetts, all of the
towns along the route being prominent suiunicr resorts. Buzzard's
Bay, is particularly noted for its palatial summer residences,
which include (iray Gables, famous as the home of ex-President
Cleveland; the picturesque mansion where Joseph Jeflferson makes
his home when not touring; the estates of General Taylor of the
Boston GIciIpc, and others ahiiosl equally a^; iiniminent. The route
4
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parallels the New York, New Haven & Hartford U. K. for its
entire length, ami passes within a stone's throw of every station
on the steam road in this vicinity. The electric road is therefore
able lo reach exactly the same points as arc accessible by the sloam
road, with all the advantages of frequent schedule and lower
rales made possible by electric traction. The business of the road
8
STREET RAILWAY REVIEW.
[VuL. XIII, No.
is not confined lo summer touring, as prosperous towns which it
serves provide a good, substantial traftic all the year round.
Middlcboro is the hub for the Cape Cod country. It is the
junction {or steam connections to Fall River, Providence, Boston,
Plymouth and Taunton, and has direct connection to New York-
by way of the boats on the Providence and Fall River lines.
Middleboro has a population of 7,500, Wareham about 4,000,
Onset has 2.000 in winter and li.oco in summer and there is a
large suburban population scattered between the towns. The
total summer population in the territory served is estimated at
about 20,000. During the heavy summer traffic through service
is given from Monument Beach to Taunton. The company has
carried on a small package freight business with satisfactory
results.
Mr. .'\. M. Bcarsc is president of the Middlelxjro, Wareham &
Buzzard's Bay Street Ry. Mr. Bcarse is a life-long resident of
the cape territory, and was interested in the building of the New
Bedford, Middleboro & Brockton Hlcctric Ry., as he early recog-
nized the possibilities of electric railw.iy developments in this
locality. Thiough his connection with the early roads in the
vicinity he conceived the idea of a through line that would give
continuous service from Boston to the extreme southern points
on the cape. Recognizing that one of the most important links in
this connection would run from Middleboro south, he devoted
all his energies to overcoming such obstacles as presented them-
selves. Late in 1900 he interested Colonel M. B. Parker, Thomas
F. Carey and other capitalists of Boston in the project, and in
1900 a franchise was secured for an electric railway forming con-
nection at Middlelwro with the Old Colony system, and running
south through Wareham to Bourne, the present route of the
Middleboro, Wareham & Buzzard's Bay Street Ry. Construction
was commenced in the spring of 1901, and the road was opened
for a portion of the distance in August, 1901. Mr. Bearse is
postmaster of the town of Middleboro, and is a prominent capitalist,
politician and man of affairs in this locality.
Mr. Lawrence H. Parker, son of Colonel H. B. Parker, one of
the promoters of the road, holds the office of superintendent of the
Middlelmro, Wareham & Buzzard's Bay Street Ry.
Mr. Charles H. Cox was made resident general manager of
the Middleboro. Wareham & Buzzard's B.iy Street Ry. in October,
1902. hiving held the position of superinloiident of the road since
SIATION .\T GRAY GABLES.
the company was organized. The promotion was well earned
and came as a recognition of the good work Mr. Cox had accom-
plished. Under his guidance and management the entire road
was built, and many of the features as outlined in the foregoing
article are original with Mr. Cox. From his early youth Mr. Cox
has been a railroader. In 1874 he obtained a position with the
old Metropolitan Horse Railway Co. in Boston, which was one of
the forerunners of the present Boston Elevated system. Mr. Cox's
first duty was turning a switch point. He soon outgrew this posi-
tion, and in quick succession was made messenger, conductor,
starter, superintendent's clerk, and finally superintendent of con-
struction. When the Metropolitan company was merged into the
West End Street Railw.iy Co. he retained his position and remained
in the company's employ until 1890, making sixteen years of con-
tinuous service. Resigning this office, he liecame superintendent
of construction for the Worcester Construction Co., which was
building and operating street railways all over New England and
in many of the middle and central slates, fie was with this firm
for several year.s, and was engaged on work in a number of
A. M. BEARSE. C. H. COX.
states, particularly at Dayton, 0., where he built the Dayton &
Xcnia Transit Co. He severed this connection to accept tlu-
superintendency of the Middleboro, Wareham & Buzzard's Bay
Street Ry. Mr. Cox is a member of the New England Street
Railway Club and other technical and social organizations.
CANADIAN PACIFIC PENSION PLAN.
Following the example of a number of other steam railroads the
Canadian Pacific Railway Co. put in operation a pension system
January 1st. A committee consisting of the president, the vice-
presidents and the chief solicitor of the company directs the admin-
istration of the department.
The benefit of the system applies to each officer and employe who
has been in continuous service of the company or its leased lines
for a period of ten years or more and has attained the age of 65
years, at which age he shall be retired with a monthly allowance
equal to one per cent of his average monthly pay for each year of
service. Thus, an employe in service for 30 years will receive 30
per cent of his usual wages. His average monthly pay is based upon
that received during the ten years previous to retirement.
Retirement is effective on the first day of January and July of
each year, a period of less than six months being neglected and a
greater one counting as a year. Leave of absence, suspension, dis-
missal followed by reinstatement within one year, or temporary
layoff on account of reduction of forces, need not necessarily be
treated by the committee as constituting a breach in the continuity
of service so long as the employe has not entered into employment
elsewhere during his absence. Under special circumstances the
committee m.iy retire with a pension, an employe who has not
reached the age of 65 years or may allow him to continue in ser-
vice above that age if it incets with the approval of the board. A
pensioner may engage in other business only with the consent of
ihe committee without forfeiting his allowance.
The establishment of the system was entirely voluntary on the
part of the company, and as the employes do not contribute in any
way toward it, no employe has a legal right to be retained by the
company in order to claim a pension allowance when the interests
of the company, in its judgment, may require his dismissal.
.•V 3-ccnt fare for school children is being discussed by the school
directors of New Haven. Conn.
The commissioners of Erie County, C, who refused two years
ago to grant a franchise to the Lake Shore Electric Railway Co.
to cross the county bridge at Huron, have finally agreed to a new
proposition and granted a franchise for 18 months. This will es-
tablish through service between Cleveland and Sandusky and avoid
the necessity of passengers walking over the bridge as they have
previously done.
Jan. 20. 1903;
STREET RAILW AY RE\ lEW.
THE ABOLITION OF GRADE CROSSINGS IN
MASSACHUSETTS.
A paper on this subject was read by Mr. Edmund K. Turner at
the October. 1902, meeting of the Boston Society of Civil Engineers
and printed in the November issue of the Journal of the Association
of Engineering Societies, in which the author gives the history of
the movement toivards the abolition of giade crossings in Massa-
chusetts and a number of statistics on the subject. In 1890 the state
adopted the policy of a gradual abolition of existing grade crossings,
and the sum of $5,000,000 was appropriated by the legislature to be
spent in ten years towards this object. The proportion of expense
of the change of grade in every case was fi.xed by this act as 65
per cent for the steam railroad company and 35 per cent for the
commonwealth. In regard to street railway crossings the author
states as follow s :
"There is one element which has not as yet, except in two iu-
stan(:es, been brought into the grade crossing cases as a contributor
to the expense; that is, the street railway companies. When the
law of 1890 was passed, and, in fact, until several years later, the
street railways did not fill so important a place as they do now.
With the application of electricity to railway traction and the great
increase in the number and mileage of railways, great additional
danger has been introduced at the crossings where the railways exist
and the necessity for the separation of grades has been made much
more urgent than when the comparatively small number of horse
railways was to be considered.
"The danger of crossing railroad tracks by electric railway
tracks at the same grade has been fully appreciated by the railroad
commissioners. No such crossing can be established without their
consent, and they have not given consent without very weighty
reasons. Many projected railways have consequently been obliged
to wait until the public way upon which they were located and to
be built could be carried over or under the railroad. In a few cases
the railways have built bridges over the railroads, with trestle ap-
proaches, at or near the public way. rather than wait for the aboli-
tion of the grade crossing. In quite a number of cases the railroad
commission has given consent for the crossing of a railroad by a
railway at grade for a limited period, fixing a time within which
the abolition of the crossing may reasonably be expected to be car-
ried out.
"The existence of a railway or the proposed construction of one
has been the cause of quite a proportion of the petitions for the aboli-
tion of grade crossings.
"It has been fell by many that the railways should contribute
toward the expense of abolishing grade crossings, and bills have
been introduced into the legislature having this object, but until
the last session of the legislature nothing definite was reached to-
ward a general law covering this subject.
"In their report 10 the legislature the railroad commissioners rec-
ommended that the street railway should be required to pay part
of the expense of alxjlishing a grade crossing on which its tracks
existed; that the special commissioners should decide the amount
to be paid by the railway, and the remainder of the expense should
i)c paid by the other parties in the same proportion as they now-
pay the whole cost. This seems to he fail to all parties.
"It has been found difficult to establish a basis for so dividing
the expense that all parties in interest shall be treated fairly. The
conditions vary greatly in the various cases, and possibly each of
ihc parlies heretofore in interest desires that its share of the expense
■^hall be lessened by the contribution of the newcomer. The condi-
tions vary so much thai il would be difficult lo fix percentage of the
whole cost which would \tc fair in all cases for the railway's propor-
tion.
"It would in many cass be a decided advantage lo the railway
10 be made a party in interest and have regular standing before the
special commission. If il should Ik required to pay part of the cost,
it would have a right to be heard concerning the work lo be de-
cided upon by the commission.
"Several street railway companies have wilhin the last few years
located their lines partly upon their own land outside the limits of
public ways. Uy so building, il has Iweonie necessary in some in-
stances lo cross public ways from one pari of their private right of
v/ay lo another, thus establishing grade crossings difTering but little
from those of railroads. 'ITic conditions leading In danger arc
nearly the same in Ixjih cases, and il will probably !»• found nccc»
sary to place by legal enactment the same safeguards around rail
way crossings of tliis nature as have been applied to railroad cross-
ings.
I he writer has been pleased to note that in some recent loca-
tions the railway companies have recognized this clement of danger
and have provided for carrying their lines ever or under public ways.
"According to the railroad commissioners' report for 1902, there
were, on Sept. 30, igoi, 312 crossings at grade of street railways
with railroads. Quite a number of these crossings were, however,
railway tracks crossing spur tracks of railroads away from the
main lines.
"In consequence of the expenditure of all funds available under
previous acts, the legislature during its last session passed addi-
tional acts providing means for continuing the work of abolishing
grade crossings and dealing with some fc.itures of the work not
previously provided fur.
"Chapter 440, Acts 1902, approved June 4, 1902, makes several
iinpotaut changes in the provisions of the Act of 1890 and the acts
passed at later dates amending the same.
" 'The directors of a street railway company having a location in
that part of the public way where such crossing exists' are given the
same rights of petition as the city or town authorities and directors
of railroads have heretofore had. 'Upon all petitions hereafter filed
and upon all now pending on which no commission has been ap-
pointed * * * such street railway company shall be made a
party.'
"The actual cost to the street railway of changing its railway
and location to conform to the decree of the court is made part of
the cost of abolishing the crossing. The commission may assess
upon any street railway company duly made a party to the proceed-
ings such percentage of said total cost not exceeding fifteen per
cent thereof, as may in the judgment of the commission be just
and equitable. The proportions to be paid by the railroad and city
(H- town remain the same as in the previous acts, thus relieving the
commonwealth of the part assessed upon the railway. Provision is
also madi' for the repayment by the commonwealth to the railway
company of tlie amount so paid by it if in the future its location is
revoked without its consent, the railroad commissioners to decide
whether such repayment shall bo made. The special commission
may change the location of a street railway.
"Chapter 440 also authorizes the expenditure of $5,000,000 by the
commonwealth, the amount to he paid in any one year not to ex-
ceed $500,000; but if in any one year the amount expended shall
not be $500,000, the unexpended remainder shall be added to tlie
amount to be paid in any subsequent year.
" 'No final decree shall be made by said Superior Court upon
any report of commissioners setting forth a plan for the abolition,
discontinuance or alteration of a grade crossing, adopting or con-
tinuing such plan or authorizing any expense to be charged against
the commonwealth, until the board of railroad commissioners, after
a hearing, shall have certified in writing that in their opinion the
•idoption of such plan and the expenditure lo be incurred there-
under are consistent with the public interests, and are reasonably
requisite lo secure a fair disiribution between the difTercnt cities,
towns and railroads of the conununwealth. of the public money ap-
propriated in the preceding section for the abolition of grade cross-
ings, and that such expenditure will not, in the judgmenl of said
board, exceed Ihc amount proviiled under llie preceding section to
be paid by the commonwealth.'
"The work of abolishing grade crossings in this state has pro-
ceeded in a manner which promises to remove, within' a few years,
a large proportion of those most dangerous to public travel. The
large expense involved has made it necessary to move with some
degree of deliberation. The interests of both taxpayer and stock-
holder require thai care be used lo avoid undue expense in carrying
int the work. The decreased mimber of casualties at crossings
already shows that the work done is i>rodueiiig llu' results hoped
for."
♦-•-♦
riic formal opi-ning of the Oneida (N. Y.) electric railway oc-
curred December 15th.
The Supreme Court of Illinois refused a rehearing of the Irans-
fer case of the Chicago Union Traction Co. and the Cliicago Con
solidaled Traclioii Co. This assures the contimiancc of the transfer
system put in operation by the companies November i6th.
10
STRKF.T RAILWAY REVIKVV.
(V.ii. XIII. Nil I.
THE MASON CITY & CLEAR LAKE RY.
BOARD FOR ANNOUNCING SCHEDULES.
Tlic freight business done by the Mason City (lii.) & Clear Lake
Railway Co. demonstrates ihc variety and extent of the service
which an interiirbnn electric line may perform for prosperous farm-
ing and stock-raising conniuinities of the middle west. Mason City
is an industrial town of some 8,000 inhabitants, and the country
tributary to it is exceptionally rich in agricultural products. Clear
Lake, a town of 2,500 winter population, is peopled in the summer
by a large number who take advantage of the excellent fishing in
Clear Lake, a sheet of water some seven miles long and five miles
wide. These two towns, which are 12 miles apart, are connected
by the single-track electric line of the Mason City & Clear Lake Ry.
In summer 16 trips in cither direction are made each day by the
passenger cars ; and nine trips arc made daily in winter. But large
as the passenger traffic over the interurlKin may be, it is in some
measure subordinate to the freight service. The latter business is
in the hands of the company's agents and .solicitors, and consign-
ments of stock, grain, coal, farm produce, etc., are billed through to
their destination over the lines of the Chicago & Northwestern, the
Chicago Great Western and the Iowa Central railroads, the inter-
urban company receiving a proportion of the through rate. This is
arranged by special traffic agreement with the management of the
steam roads, and at regular intervals settlements are made by a
kind of clearing-house system. The freight cars are, of course, those
in regular service over the steain railroads, and are propelled over
the interurban from the company's yards to the three points of con-
nection with the steam roads by motor cars used especially for the
purpose, each having an equipment of two 75-h. p. motors. The
Mason City & Clear Lake Railway Co. has two stockyard quarters,
one located at Clear Lake and the other at Emery, a village half-way
between the termini, where the power house and car house are also
located. From the stock yards the consignments are transported to
either of the three separate freight connection stations of the steam
lines, which latter are located at distances of from a mile to a mile
and a half from Mason City. Twenty cars of live slock are no
unusual single consignment for the electric road to handle, and the
coal and grain hauled are in proportionate quantities. Switches con-
nect the interurban with the local lumber yards, and this aflfords an-
other constituent of traffic.
The physical system of the Mason City & Clear Lake Ry. is not
especially remarkable, though it may be cited as a good example of
modern road construction and equipment for its class. Inclusive of
the lines within the limits of Mason City, the road has 17 miles of
track. It is of standard construction, laid with 6o-lb. T-rail. Cedar
poles and white oak ties are used. The power house at Emery, equi-
distant between Mason City and Clear Lake, is equipped with two
Walker generators of 150 kw., and the other of 250 kw. There are
four boilers of 125 h. p., and two Allis engines, one nf 200 h. p. and
one of 250 h. p.
The car house, adjacent to the power plant, is a structure 40 x 148
ft., with a capacity for storing 20 cars. Three tracks enter the
building, and there is but one pit. Only light repair work is con-
ducted at the company's shops at Emery, such as painting and refit-
ting with minor equipment. All supplies are purchased, and me-
chanical repairs are hired done at the machine shops in Mason City
But two men are employed in the company's repair department.
Of the 16 cars on the line, nine arc motor cars, and all but one are
mounted on double trucks. They are of Pullman manufacture, and
range in length from 24 to 30 ft. over all. The equipments vary,
some of the cars having two 25-h. p. motor equipments; some two
7S-h. p. ; some four 50-h. p., and some four 38-h. p. equipments, fur-
nished by the Walker and the General Electric companies, and
geared to a uniform speed of 35 miles per hour. The trailers are
45 ft. over all, and all but one are open. They are of the center
aisle type. The one baggage car in the service was formerly oper-
ated as a trailer, but has been recently equipped with four 38-h. p.
motors. It is 34 ft. over all and is mounted on double trucks. The
company handles mails, but has no special cars for this service.
The company employs a total of between 40 and 50 men. It owns
a private right of way Iwtween Mason City and Clear Lake, and 25-
year franchises in the terminal towns. The road has been running
for five years. Its officers are: W. E. Brice, president, treasurer
and general manager; F. J. Ilanlon. vice-president, secretary and
auditor, and G. A. Emery, general freight and passenger agent.
The accompanying suggestion has been made for an elTective way
of announcing schedules. The device is particularly applicable for
use in cities and towns where all the routes converge at a common
point or station. 'I'he board can be made any size desired, and as
elaborate as fancy may dictate. Preferably, it is to be hinig in the
waiting room or may be placed oiUside at any point most convenient
for patrons.
The clock dials may be painted on the board, and should be at
least a foot in diameter, or the dials may be cut out from some
suitable material and nailed or glued to the baseboard. The hands
are made of tin or thin sheet metal, and should be painted black.
The clock dials should be painted white with the numbers in black.
The hands are attached to the dials by a small bolt and nut with
suitable washers, and the hands should be adjusted so they will turn
CARS LEAVE DEPOT
SAAITHVILLE DIV.
&
il
MINUTES UNTIL
MINUTES UNTIL
FOR PLEASURE PARK
WINUTEA UNTIL
THEN EVERN
\k
MINUTES UNTIL
easily, but will not move uf tlieir own weight. The small sign for
designating the number of minutes intervening between cars can be
made of tliin metal about 6 or 8 in. square, painted black with the
figures in white. These signs are hung on small hooks and of
course can be changed to suit changes in the schedule. This whole
scheme adopts itself very readily to the general movement of cars,
and winter, summer or special schedules can be announced to the
public, plainly and with no other work than the moving of the dial
hands and the changing of the small signs. The value of the board
is enhanced by arranging one or more banks of incandescent lamps
so that the lettering and dials will be illuminated at night. The
board makes an excellent advertising medium for local merchants,
and by arranging advertising spaces around the edge of the board
or somewhere on the face so as not to interfere with the dials or
lettering, the board can be made a source of considerable revenue
from local advertisers.
♦-»-♦
The Manhattan Railway Co., of New York, the property of
which was leased to the Interborough Rapid Transit Co. last month,
will run 6-car trains on the Sixth Avenue line during the rush
hours. The station platforms along the line have been lengthened
to correspond to the increased train length.
Jan. 20, 1903]
STREET RAILWAY REVIEW.
n
AN EFFECTIVE MEANS FOR INTERESTING
THE PUBLIC.
Mention has been made in the "Review" of the Detroit United
Weekly, a small publication issued by the Detroit United Ry., for
the purpose of advertising its lines and bringing the public and the
company into a more close and friendly relation. Through the
courtesy of Mr. J. H. Frj-, assistant General passenger agent for
the Detroit United Ry., we are able to give complete data regard-
ing the cost of getting out this publication, and we also give the
views of the management as to the results secured.
The first issue of the Detroit United Weekly appeared on June
26, 19Q2, and the paper has been issued regularly every week since
that time. The Weekly is issued under the general suprvision of
the assistant general passenger agent, and takes the form of a four-
page folder, each page of which is 4 in. wide x 6 in. high.
The company is now having printed 50,000 copies of the Weekly
each week. Mr. Fry gives the cost per week of getting out the lit-
tle paper as follows : The printers print, do the folding, put the
papers up in packages, each package properly marked with addresses
furnished by the company, and deliver the edition to the company's
general office at a total cost of $32 per week. In addition to the
cost of printing, the salaries for editorial writers and other expenses
come to $20 per week, making a total cost of $52 per week for the
edition of 50,000. The company employes two editorial writers who
are connected with local daily papers. The assistant general pas-
senger agent furnishes the subjects and suggestions, and the edi-
torial writers compile the matter and supervise the printing. A
proof is submited of each issue for the management's inspection
before finally going to press.
The Detroit United Weeklies are sent out from the general office
of the railway company each Thursday (the same day as received
from printers) to the various car houses in numbers proportioned
to the number of cars operated on each line. The cars are provided
with small bo.xes to be used as receptacles for the paper. The car
house men see that the bo.xes are filled and keep them supplied
from time to time during the week. On the front of Ih^ box is
painted "Detroit United Weekly. Take one."
The distribution, therefore, is of no expense to the company, ex-
cept a very small amount paid for having the Weeklies placed in the
advertising racks in the hotels, restaurants, etc With each new is-
sue, any of the old numbers left over are destroyed. On the aver-
age about 95 per cent of the entire issue for each week is placed in
the hands of the company's patrons.
Of the objects and results, Mr. Fry writes as follows :
"The aim of the paper is not strictly an advertising medium al-
though we publish in each issue our interurban time tables, things
doing, and usually good local notices of important events such as
State Fair. Summer Assembly Meetings, County Fairs, and special
attractions which continue for a number of consecutive days. The
paper is designed more as a means of educating the people in refer-
ence to the workings of the company along lines that they cannot
be reached by other methods. Through its pages, we talk to our
patrons about the efforts of the company to provide proper men to
man the cars. We tell of the work of a conductor or motorman.
What the company expects him to do. We explain why it is neces-
sary to have certain rules, and to see that they are enforced. Special
emphasis is laid on the safety of passengers, what is required of
them by the company, and what part the company takes in avoiding
accidents. The transfer system is explained in detail. Wc keep
Itefore the public our interurban properties with their attractive
features and so on. Whatever is said is brief and written in a pleas-
ing and attractive form. We can easily refer over and over again
10 any points wc wish to establish in the minds of (he people by so
changing the form as to make it fresh and newsy to them with each
appearance.
"It is difficult to determine just how far (lie ilistrilmtion of the
Weekly has increased riding, but we do know it has elicited a great
deal of interest and favorable comment among our people. The
management has frequently expressed satisfaction at the results so
far attained."
A definite plan of "make-up" is followed each week. The first
page of the Weekly is devoted entirely to an editorial apropos of
•ome event of local interest. The editorials for the last few weeks
have been as follows: "The Suburbs in Autumn," (H-jinting out the
autumn charms and beauties of the country, tributary to the inter-
urban lines ; "The Hunting Season," speaking of the game to be
found along the lines; "The Party We Are Giving," referring to the
American Street Railway Convention ; "The Street Railway Behind
the Scenes," giving interesting information about the inside work-
ings of the street railway company ; "Au Revoir Yolande," comment-
ing on the discontinuance of the special excursion car Yolande, and
pointing out that the service will again be resumed in the spring;
"The Democracy of the Street Car"; "The All-Night Service";
"The Modern Thanksgiving"; and others of a similar nature. These
editorials are written in an entertaining way, and always develop
some lesson regarding the advantages of the electric railway cars.
At the top of the second page are printed the tiiue tables for all the
lines and divisions of the system. The bottom of the second page
is usually devoted to a short pithy editorial, and oftentimes to spe-
cial notices, printed in black face type, dealing with such subjects as
getting off and on cars, transfers, collections of fares, etc., all of
these being educational in spirit, and aimed to educate the public as
to the best ways of using the company's facilities, with the end in
view of making the service of still greater value to the public.
At the top of the third page are "Things Doing," including the
week's attractions at all the theaters, and notices of any special at-
tractions, conventions, etc., that may be going on in the city or
vicinity. On this page is a!«o printed a short installation of a serial
novel which is cleverly written in a somewhat facetious style. This
idea of the serial novel undoubtedly adds interest to the paper, and
gets the public into the habit of looking for the ne.xt issue, in order
to discover the probable fate of the hero or heroine, who, at the
end of each chapter, arc usually left in some highly precarious
predicament. Each chapter of this continued novel contains only
about 150 words, but this is sufficient to arouse interest and inquiry.
The bottom of the third page and all of the fourth page are usually
given over to quotations, poetry, humorous sketches, epigrams and
pithy sayings. The atteiupt is usually made to select for the last
page, a short quotation or verse of poetry that has some higher
ideal for its motive, and will appeal to the poetical sentiments of
the readers.
It will thus be seen that the conception is to give in concise form,
a little paper that will at once interest, amuse and instruct the
patrons of the lines and the public in general.
To give a better idea of the nature of the matter used, we append
some quotations from recent issues of the Weekly :
EXTRACTS FROM DETROIT UNITED WEEKLY SHOWING
NATURE OF MATTER USED.
What we are can be more easily explained by telling what we
are not. It is unnecessary to say that the Detroit United Weekly is
not a pretentious publication. Our purpose is not lofty, for our
space is limited. This is not a political organ. We have no en-
tangling alliances. We putter with no issues and mold no senti-
ment. This is not a medium of general advertising. Wc respect
the field allotteil to the daily newspapers and wc have not the space,
time nor inclination to compete. The mission of the Detroit United
Weekly is first to amuse, and second to attempt to bring to the
attention of Detroit and her sunnner guests the beauties of our lake
and river roads, of the little sylvan glens and nooks that hide in
the shadows of the hundred inland lakes, of smi-hathed fields where
the harvest hay is being cut. of our steel-ribbed course which takes
you through the shadows of primeval woods, beside stately suburban
villas and the lowly shanty of the lake-shore fisherman. We want
very nuich to show you what we here in Detroit have right about us.
A BUNCH OF GOOD ADVICE.
Importance is the only excuse for repetition, and as the ru.sh of
llie holid.'iys is near at hand, we repeat rules of safety. The season
always brings out the women and children in force, the care of the
latter by the former being a task even uniler the most favorable cir-
cumstances. Attempt to get them tm iir off the car only when it
is .standing still. Do not permit them In run ahead or lag behind,
for a second's absence may mean danger. Look before yon cross
the tracks and take no chances by attempting to oulfoot an approach-
ing car. If you ride past your street do not alletnpt to get ofl until
(he next slop is reached. Above all things, keep your mind on your-
self and the little ones, for the traffic is continuous, and constant
vigilance is the price of safety.
12
STREET RAILWAY REX'lEW.
[V(Pi. XIII. Si< I
l-ARKS FOR CIlll.DKKN UNDER SIX.
I hat there may be no misapprehension npon a subject that all of
our patrons dp not seem to nmlcrstand, we publish onr rates for
little ones less than si.x years old, all beyond that age being re-
quired to pay full fare. Rich fare entitles the person paying the
same to be accompanied by one child under si.x. One older person
with two such children calls for two fares; with three, two fares;
with four, three fares, and with live, three fares. These are the
rules of the company, and the comluctor cannot be expected to de-
part from them.
NEW POWER GENERATING AND DISTRIBUT-
ING SYSTEM FOR THE CONESTOGA
TRACTION CO.
This is a handy hint that you will tind useful, even from your own
point of view. If you go forward, away forward, when you enter
the car you will escape being jostled and trodden upon by later
comers. Moreover, you will be more apt to find a seat up forward
there, because you will be among the first to "be let in on a good
thing." There are really lots of good seats up there. But when
the conductor says so, you feel that his remarks are wholly pro-
fessional.
THE RIGll r OF W.W.
The people getting off a car take precedence over people getting
on. That is well recognized in theory, but in practice it is fre-
quently disregarded This is particularly apparent at the crowded
corners of the city, at Hudson's and the intersections of Woodward
Ave. and State St. It is often difficult to sec that people arc about
to alight and there is the fear that the conductor will start the car.
But we say authoritatively that the prospective passenger is safe in
waiting to see that all have disembarked. When in-going and out-
going passengers meet on the back platform, there is much unneces-
sary delay.
Please wait until all have disembarked.
THE MISFORTUNATES, OR THE ROMANCE OF A RAIN-
COAT.
nv RH H.\RD TARDY SAVUS.
Chapter HI.
Truly it was not a nice situation in which F.lhelbert Van Bibulous
found himself. He had had nothing to eat for three days but a
silver case full of trix. But by far the most sinister of all his priva-
tions was the inevitable doom of being found dead in evening dress
before 6 p. m. It was this hideous fate which haunted him while
he played solitaire, pool and ping-pong, for there was no one in this
parvenu hostelry with whom Ethelbert Van Bibulous could associate
without danger to his social prestige.
In his wanderings he chanced to pass an open door, through
which he could see a number of draperies in muslins and silks and
tulle, which he knew could not belong to the wardrobe of a pugilist.
Cautiously he entered and looked about. On the dresser was a col-
ored photograph. Ethelbert examined it hurriedly. Then with a
gasp he sank down in a morocco easy chair.
"I have stumbled," he said, striving to be calm, "into the dressing
room of Lillian Florodoorlets, the leading lady who draws $500 a
week for burlesquing my romantic dramas. But my life is at stake."
He said "me lafT," but that makes trouble for the compositors.
To drape himself in a $10 shirt waist, a rainv-dav skirt and a
picture hat was the work of six minutes. Then he snatched up a
pair of white opera gloves, a pair of lorgnettes and a parasol, and
made a bolt for the door, which had previously been secured with
nothing more stable than a Yale lock.
Cautiously he pulled his skirt about him and had descended six
fights of the fire escape, when a shrill feminine scream ripped to
ribbons the air behind him.
He drew his trusty fountain pen as a voice at his elbow shouted: —
(To be conlittiied.)
An Evanston man has it published that he caught a mosquito an
inch long, having pink eyes and covered with hair; weight not given.
If the animal was not a bird, the story is.
BY JEKFKHSON K. KKHSHI'M, CONSt)I,TINi; EN(;iSF.ER,CONESTO(; A
TRACTION CO. ANI> KDISON KLKCTKIC ILLUMIS ATIN<; CO.
The Concsloga Traction Co. is enlarging its power plant by
installing two Rice-Sargent engines of 1,500 b. p. each. The first
engine is in position and the foundations for the second engine are
now being built. The main feature about these engines is that
they are built for the use of superheated steam. There will be
two superheaters installed as close to the engines as possible, so
that the piping from the engines to the superheater will be rela-
tively short, not over .10 ft. In this way it is hoped that the super-
heated steam may be carried to the engines with but little loss.
The engines are provided with poppet valves, operated by a special
valve gear designed by the engineers o' the Providence Engineering
Works. The valves on the low-pressure cylinder arc of the usual
oscillating corliss type.
The superheaters are known as the Schmidt system. They are
not yet installed, but it is hoped they will be working in the near
future. This part of the work has been luuch delayed since it is
necessary gradually to release from service, old boilers and gener-
ating units before the new ones can be installed.
The generators are i,ooo-kw.. 2,200-volt, three-phase Westing-
house machines. The 2,200-volt current was adopted because 60
per cent of the current has to be transmitted through the city and
will be used in sub-stations from one to two miles from the power
station. These generators will furnish current for lighting as well
as for power. This design is probably somewhat new and may
be considered questionable. It i.s, however, probable that the ex-
periment will be entirely successful, for although the load varies alt
the way from 200 to 800 kw. in a short time, the voltmeters remain
very constant, and do not appear to vary more than one per cent.
No doubt the lighting load will have a steadying effect, so this
part of the undertaking, as far as tried, looks very feasible.
At present the generators deliver three-phase current to four sub-
stations, but three or more sub-stations will be opened up in the
near future, making six sub-stations for railway work and one for
lighting.
The sub-stations are of different capacities, and are located at
varying distances from the main generating station. The sub-sta-
tion for the city lines will have two rotaries and transformers of
300 kw. each. This station is about two miles from the main gen-
erating power house. Another sub-station within the city is for the
lighting work. This will contain two 300-kw. rotaries to do the
direct-current lighting on a three-wire system. The neutral is
taken from the alternating current converters direct, and the out-
side wires from the commutators of the 200-225-volt rotaries.
The railway rotaries are of three sizes. 200, 250 and 300 kw. The
most distant sub-station is 20 miles from the generating station.
Since the system is not yet completed, no actual data as to economy
are at hand. The main power house is near Conestoga Creek,
where an abundance of water can be secured for steam and con-
densing purposes.
The Conestoga Traction Co. operates the following roads : Lan-
caster City Street Ry. ; Lancaster & Lititz Ry. ; Lancaster, Mechan-
isburg & New Holland Ry. ; Lancaster & Millersville Ry.; Lancas-
ter & Columbia Ry. ; Columbia & Ironville Ry. ; Columbia & Done-
gal Ry. ; Lancaster & Strasburg Ry. ; Lancaster & Manheim Ry.
NEW POWER HOUSE AT SOUTH M'ALES-
TER, I. T.
Now Winter comes with shadows to enfold
The earth's bright foliage of red and gold ;
The bird's last songs are sung; the night is here;
Fades now the gorgeous Sunset of the year !
The Indian Territory Traction Co. has purchased a block between
Ninth, Tenth, Lincoln and Johnson Sts., South Mc.Mcster, as a site
for the company's new power house and car barns. It has been de-
cided to install three 200-kw. generators and one converter. There
will be four or five boilers aggregating 1,100 h. p. The barns will
be 50 X 150 ft. Plans of the buildings are now being made. The
company contemplates a much improved service in South McAlester
and also on its suburban line as soon as the power house is com-
pleted. Mr. L. P. Boyle of Chicago is president of the company
and L. W. Bryan, of South McAlester, is vice-president.
Jan. 20. 1903.]
STREET RAILWAY Rl'A 1 1'.W.
13
EFFICIENT DISCIPLINE.*
BY W. \V. WHE.\TLY.
"Order is heavens first law." Permanence and stability depend
npon law and order. The proper management of large enterprises,
such as armies and railway systems, requires the united action of a
large number of individuals. It is essential that the individual
units work with one common purpose and that individual energies
be concentrated. This is usually done by focusing power and au-
thority in one individual, be his title president, general manager or
superintendent. He secures united action by asking obedience to
certain regulations or laws which are intended to restrain action
within certain bounds and direct its course. .\s the cars are
guided by the rails upon the permanent way, so do rules and regu-
lations guide the action and energy of railway employes within
certain limits. 'ITie ability of the manager is reflected in the skill
with which he makes the laws and enforces them and in the facility
with which he brings into harmonious relations the component
parts of his organization so that, while each will perform its proper
functions independently of the other, there will be a time and place
where the energy and action of all will unite and work together for
a common purpose.
The existence of rules and regulations presupposes the authority
and power to enforce them. Unless the power goes with the
authority the very best rules are imperfect and impotent. In the
army and navy the power to enforce the rules and regulations is
embedded in the law of the land, but in the railway service it must
depend upon the voluntary consent of the parties concerned. For
the purposes of this paper efficient railway discipline will be con-
sidered, first, as synonymous with instruction and training in ac-
cordance with established rules, and second, as synonymous with
punishment inflicted by way of correction and training.
Instruction and Training.
The generally accepted idea of discipline, that it is entirely puni-
tive, is wrong. The railway officer who proceeds upon the theory
that punishing the offender is the beginning and the end of disci-
pline, is making a seriou.s mistake. Discipline is or should be pri-
marily educational and the railway officer must be the teacher —
upon him must rest the responsibility of educating and training his
men. The instruction and training of railway employes, especially
those engaged in the train, station or car service, has not been
given the attention its importance demands. After a long and varied
experience in steam and electric railway operation the writer has
become greatly impressed with the lack of systematic methods of
instruction and training. New and untried men come into the serv-
ice as apprentices and graduate into responsible positions under the
guidance of some older man. The instructor may not himself have
been properly in.structed or trained, or if properly trained he may
not have the faculty of teaching others. Later, these new men
undertake to instruct others, llie new man without any special
attention upon the part of anyone becomes part of the great ma-
chine. Proper training depends not alone npon a thorough ar
quaintance with the rules and regulations and ihe general or spe
cific rcquiremcnis of the service, although this is a primary requi-
site; it depends largely upon a methodical and systematic course of
inspection to determine whether there is proper observance of the
rules and an honest pride in the service. To know the rules is one
thing, to habitually observe them is another. Furthermore, the
strict observance of rules is not the end of training— no code of
rules can cover all the varied requiremeiiLs of a perfect railway
service; good judgment and discretion must begin where the rules
end, and these things can only be instilled into the apprentice by
continual inspection of his work and Ihe correction of his faults.
The admirable discipline in the army and navy comes from con-
stant and persistent training and inspection. The inslriiction i-.
given by men selected and educated for Ihe purpose and frequent
inspection is made by Ihe higher officers. This training kept up
through a long i>eriod of lime enables the apprentice lo secure an
assignment lo active service. Then when ihe supreme emergency
arrives for which he and his companions have long been preparing
ihry go into action as one man, guided by one mind, and become a
mighty force. In railway service Ihe inslruclion and Iraining of Ihe
apprentice is more often a mailer of chance Ihan of system; left to
•Hni beff.rr llic NVw V<irk Rallt..:i.l < IkIp. .N<.v 21. I'm:.
pick up wlial lu- can he (iocs not always gel what he slunild have.
To know just enough of the rules and of the business in general
to pass an imperfect examination and get to work as quickly as
possible is the controlling idea in his mind. Too often he expects
only to use his position as a stepping stone to something that tem-
porarily pays belter, and he is filled with a restless craving for
change. He does not expect to become a careful, earnest worker
in this field, nobody makes him do it, and therefore he does not do
good work. This lack of inspection and instruction permits luany
poorly trained men of this stamp to pass into and out of the railway
service and their presence is inimical to good discipline.
Some of the electric railroads have established schools of in-
struction and nearly all of them have more or less effective methods
of inspection. The schools of instruction are equipped with skele-
ton cars exposing to view the operations of motors, controllers,
trucks, brakes and showing clearly the wiring and all the mechani-
cal and electrical details of the cars. Competent instructors are
present and here the older men as well as the apprentices are given
instruction concerning their routine duties. Lectures on technical
subjects by experts are given periodically and there are occasional
talks before large numbers of the men by one or more officers of the
company. The steam railroads have maintained for many years
air brake inslruclion schools, but Ihcir efforts as a rule have gone
no further.
If it is e-xpected that those who arc in the service today and
those who enter it hereafter are to make it their life work Ihe ques-
tion of proper methods of instruction and Iraining is an important
one to Ihe men as well as lo the company. It is due to the men
that they should be filled for advancement, that their work should
be watched and. wliencver ilicy fall short, that ihey be advised and
cncourgeil.
Punislmienl lullicUd by Way of Correction aiul Training.
To enforce laws, rules or regulations there must be a recognized
authority with power lo fix penalties for infringemcnl. The re-
sponsible officer of a railroad must become the judge ,iiul jury, lake
the evidence in every case, establish ihe facts and render judgment.
It is belter lo prevent disobedience by careful training and sys-
tematic inspection than it is to punish the offender. Bui there will
always Ijc those who will shirk iheir duly or who will lake chances,
as well as those who may unwillingly err. Il should become gen-
erally known that each and every infringement will be taken up
;ind punished without fear or favor.
That is generally the best governuiciil which is suppnrttd and
upheld by the governed, and which accomplishes the end of ils
organization with the least friction and the least display of arbitrary
authority. While il requires great executive ability lo carry large
enterprises forward lo successful issues, it also requires the rarest
kind of executive ability lo administer punishment for wrongdoing
in a manner thai will be considered by all men as fair, jusl, right-
eous and honorable. In deleiniiniug what Ihe system oi luelhod of
punishment shall be we nuist consider what purposes are sought in
inflicling ibe penally. They are Iwo-fold, viz.: (i). lo vindicate
ilie law and secure obedience lo il, and (2), to set an example lo
Milierv, In lniielil lliem as well as the subject. I lu- innsi merciful
and righteous penally which will secure these ends would appear lo
be the heller one. The old method of punishment by means of sus-
pensions and fines appears lo be giving way lo a more enlightened
and merciful nuihod which not only answers the same purpose
but has a greater educali'Mial value. ICvery occurrence for which
punishment may be administered oughl lo be liirned to the benefit
of the transgressor and be so handled that he may look upon it as
an objecl lesson and a stimulus lo belter things. The system or
method of punishment, whatever il may be, shoidd encourage rather
lhan discourage Ihe subject. Its effect should be inslruclive. Il
should have a tendency lo increase the efficiency and loyally of llir
subject rather ihan the reverse.
Many of Ihe large roads of ihe country have within recent years
adopted one or another modificalion of the system known as Ihe
"Hrown or hall Hrook system" of disciplijie wilhoul suspension,
and have reported ils good results. Volumes have been wrillen in
ils advocacy and we shall probably hear much of ils workings from
those who lake pari in Ibis discussion. Without going into its de-
tails, il is evident that the best-managed railroads of the country
arc coinmillcd lo the principle involved and il may be concluiled
therefore thai Ihe argumenlalive stage has been passed. The writer
believes thoroughly in Ihe unilerlying principle and thinks that all
14
STRKKT RAILWAY RKVIEW.
[Vol XIII. No.
roads should adopt some modification of the essential idea. Its
adoption will not, however, alone bring successful results; some-
thing more is required than to inaugurate the principle. To secure
the l>cst restdls the men must become willing and earnest workers
and l)c induced to lake pride in their vocation. They must become
attached to it. Show me a road or a business where the tenure
of position is secure, where the wages are satisfactory, where pro-
motion for merit is certain and where there is ample provision for
sickness, disability, old age and death, and I will show you a serv-
ice where the administration of discipline is easy and the results sat-
isfactory. In such a service men gladly become earnest and loyal
workers and take an honest pride in the successful conduct of the
business.
Conclusion.
Returning now to the idea of the concentration of individual
energies as expressed in the l>eginning of this paper, you arc' re-
quested to look around and say whether it is not apparent in every
department of business and of labor. Is it not true that the one
thing which forces itself strongly upon our notice is the supersed-
ing of individuality by concentration? Have not the great aggrega-
tions of capital and the aggregations of labor grown greater and
stronger? Is not authority' and power to act concentrated in fewer
hands? Have they not for many years been strengthening them-
selves, extending their organizations, perfecting their discipline, and
trying by every means within their power to attach men to them
and to increase the earnestness and loyalty of every unit of the
great combinations? We are just beginning to comprehend that ir-
resistible economic forces are at work, and that the universal desire
for a more compact and better disciplined organization is in re-
sponse to the instinct of self-aggrandizement or self-preservation.
Recent troubles in the industrial world have shown that mixed with
our boasted national supremacy and material prosperity there arc
throbs of discontent and the conflict of opposing elements. Or-
ganized boards of conciliation and arbitration may for a time plas-
ter over the breach, but the crack in the wall remains an element of
weakness and of danger. If such is the condition now when times
are prosperous, what may happen when the times are bad, compe-
tition keen and profits disappearing?
The opposing elements arc not irreconcilable but the danger is
greater than ever Ix'fore. because of the combined power and
strength of the contestants. There will be no halt in the march of
intelligence and progress, but there may be a re-alignment of the
opposing forces. It is a time when employers and employed should
understand one another better and cultivate a spirit of frankness
'and concilition. The master and man idea should be dispelled; in
its stead there should come a higher idea of the relation of the
employer and employe and its foundation stone should be co-opera-
tion. The manager of every large institution should not meet his
men only when trouble arises; he should met them, as does President
Vreeland, at regular intervals, touch elbows with them, talk with
them about their routine work and show them by his actions that
he has an interest in them and a genuine regard for their welfare.
By such means, doubt and distrust are overcome and a more per-
fect confidence is encouraged. These are the fundamental princi-
ples of efficient discipline.
TRIBUTE TO MR. LANG.
ELECTRIC CARS IN CALCUTTA.
The Calcutta Tramways Co., Calcutta, India, referred to in the
"Review" of May. 1.S97, page J87, reopened the Chitpur section of
its line Nov. 20, 1902, with electric power. The road has hitherto
been operated by steam locomotives and horses. Duncan's Manual
for 1901 reports that at the beginning of that year the company
operated 19 miles of road with to locomotives, 1,071 horses and
186 cars. The conversion oT the motive power from equine and
steam to electric power has been completed within the time speci-
fied in the agreement between the company and the corporation
which is noteworthy, considering the innumerable difficulties in the
way. Each train consists of first and second class cars and a trailer.
A first-class fare is two annas (s cents) ; a through fare on sec-
ond-class cars or trailers is five pice (3% cents) and a six or nine
pice fare will transfer a passenger to another section. There are
no transfer fares for first-class cars. The whole of the line is now
operated by electricity.
On the (Kcasion of the retirement of Mr. .\. IC. Lang, president of
Ihc Toledo Railways & I-igbt Co., a delegation of some 50 of the
officials and employes of the company, acting on behalf of the whole
of their number, presented Mr. Lang with a handsome gold watch
and chain, accompanied by a brief address signed by every employe
of the company. The presentation speech was made by Thomas
McMahon, a conductor who has been in the service for 13 years.
Mr. McMahon's address was a glowing tribute to Mr. Lang, and
was as follows:
"We meet today at the close of your long service, to express to
you, in some degree, our appreciation of all your kindness to us and
our sorrow that the lies of friendship which have so long bound
us together are soon to be severecl. .Ml the men who work for the
company have asked me to tell you how s<irry they are to see you go.
When you came, bob-tail cars were running, and bells on the col-
lars of the mules were jingling through the quiet streets; now as
you are going away, the streets are filled with long processions of
trolley cars, clanging their heavy gongs. Some of the men who are
running these big modern cars were driving the little cars that were
running when you came. They who have known you the longest
may think that they are the most sorry to see you go. but those who
have been here even for a little while will not wish to admit this.
We don't lose a Lang every day and we don't want to.
"To us you have l>ecn more than a president. You have been a
personal friend, ever ready to give a helping hand to one, an en-
couraging word to another and at all times we have felt that to ask
was to receive. The future may bring you more pleasure and hap-
piness, but I doubt if it will bring you truer hearts or warmer
friends than those jou leave behind. The triumphs and successes
which the coming years ntay bring you will be watched with great
interest by all of us. perhaps, with a little regret that we can no
longer share them with you. but surely with a great deal of pride
that our lives have formed a part of what you have done in the past.
Some of us have passed through the stormy days with you and
know that you are to be relied upon in the hours of difficulty, yet.
while we shall miss your kind help and encouraging words in times
of trouble and your genial smile in the rarer times of peace, we
cannot but congratulate you on your coming rest and well earned
retirement.
"We hope that while you will be relieved from the burdens of
the daily cares which come with your duties as president of the
Toledo Railways & Light Co.. you will still have an interest in us
and in all that pertains to the business which you have built up
with such great ability and unceasing labor. You surely can not but
look with pride and satisfaction on the result of your years of care.
"As a body of men, employes, officers and directors, we are proud
of you. proud of tlie innnense railw.iy system you have built up in
Toledo, many limes against the bitterest public sentiment, when the
strongest heart might well have failed ; proud of your personal
honesty and integrity and proud to have .served and worked with
you. Now that you are going, they would like to feel that you will
always remember them and think of them sometimes as they will
always remendier you and think of you.
"They ask me to give you this ; not that it is necessary to give
you something to make you remember them ; but they would like
lo put their feelings for you in some form that will last as a sub-
stantial symbol long after they have passed aw;iy. We hope that
the coming years will bring both to you and your loving wife all
the joy and happiness that life has lo offer, and that you will now
receive our token of love and friendship with as much pleasure as
we have each taken in helping to give it."
CAR CONTRACTS FOR NEW YORK SUBWAY.
The Interborough Rapid Transit Co., which is to operate the New
York rapid transit subw.iy road, has let contracts for S(» cars, which
will be built by the following concerns: 200 by the St. Louis Car
Co., of St. Louis; 100 by the John Stephenson Co., of Elizabeth, N.
J. ; 100 by the Jewett Car Co., of Newark, O., and 100 by the Wason
Manufacturing Co., of Springfield, Mass. Contracts have been let
for ()6o trial trucks, the order having been equally divided between
the St. Louis and Wason companies. The contract for motor trucks
has not yet been placed.
Jan. 20. 1903.)
STREET RAILWAY RE\'IFA\'.
15
THE RAILWAY PRESS.
We give here some extracts from an article on this subject by
Col. H. G. Prout, editor of the Railroad Gazette, which was pub-
lished in the English railroad journal Transport. What Colonel
Prout says of the necessity for railroad men wishing to keep abreast
of the times to read the railroad periodicals applies with equal, if
not greater, force to the electric raijway field, and some of the points
he mentions are of application to all journals, as well as the railwa*
and the electric railway press.
"The iTian who would be at all familiar with the present state of
the art must read the special periodicals devoted to it. This he must
also do in medicine and surgery, but it is not quite so important
there as in railroading. For, in medicine and surgery, the changes
are not so rapid, and they proceed along channels more closely con-
fined. In law the changes are still slower, and still more restricted
m scope. The new statutes and the decisions that establish new
principles get themselves promptly embodied in the stout volumes
that stand on the shelves ready to hand when the brief is to be made
up. It is not so with railroading.
"For instance, let us consider the fundamental matter of the rail.
There is not a book in the world that will tell us the lessons to be
drawn from the St. Neot's accident ; or the most approved practice
in various countries, as to chemical composition, as to mill treat-
ment, and as to specifications and tests. Only nine years ago a set
of standard rail sections was approved by the .\merican Society of
Civil Engineers, and these have come to be well-nigh universal in
the United States. Now a committee has been appointed by that
society to study a possible revision of those sections. But outside of
the Transactions' of the society I do not know of a book in the
world which states what those sections are, or how they were
evolved (a most interesting scientific development), and even in the
'Transactions' of the society we can find no statement of the reasons
which have led up to the appointment of the new committee. Yet,
these reasons are a necessary part of the intellectual equipment of
an engineer if he wishes to take a place in the first rank among the
men charged with the responsibility of the construction and upkeep
of track. This important history can only be found in the files of
one or two periodicals.
"Again, there does not exist in the world today a book which
comes anywhere near giving an adequate picture of the state of the
art in locomotive practice. At the end of 1900 a costly and elabo-
rate volume of 490 quarto pages, entitled 'Modern Locomotives,' was
put on the press. Today that book is valuable history, but it does
not give us present practice. In 1898 a French treatise on the loco-
motive engine was brought out, in four large octavo volumes. It
is an encyclopedia of the locomotive practice of that day, quite com-
plete and admirable ; but it has never been made available to the
man who does not read French, and it is still less abreast of the
times than 'Modern Locomotives.' Present practice can only be
known to the student who has constant access to the files of three
or four good periodicals. Last year a very good little book on block
signaling was published. We find that already it is defective in
some important points, and within two years it will need serious
revision.
"Or, take certain recent discussions and doings in England in the
important matters of transportation statistics, of the rcorganzation
of traffic departments, and of the big wagons and heavy train loads.
Surely, an intelligent railroad officer, responsible for the best admin-
istration of the trust developed upon him by his shareholders
through their directors, must be informed as to these matters. Rut
he can only Ih: informed in one or two ways: lie must read the
railway press or he must talk much with men who do read. If he
is wise and enterprising he will do tioth. * » *
"Minor chronicles of changes and of personal doings arc of proper
interest to many among those tens of thousands, and they arc fre-
quently of direct business interest. Hut such chronicles are very
imperfectly published in the daily newspapers available to any one
man, and, what is worse, a great deal printed in the daily news-
papers is not true. The editor of the railroad journal must collect,
verify and classify this news. No one else will do it.
"Building new railroads, building branch lines, revisions of line
and grades, changes in permanent structures, are all mailers of impor
lani interest to engineers, coiilraclors and investors in slocks and
nonds. This is another class of news which must be gathered, das-
>ified, scrutinized, veriticd. and, in brief, edited, with the skill and
judgment that can only come with long and careful training.
'***♦! cannot, however, refrain from suggesting one
function of the railway press more important than all the rest. We
all recognize that, in the individual, character is mort important
than special knowledge and skill. This is precisely as true of groups
of individuals, and a courageous, able and high-minded press has
done much, and may do more, to give character to the body of
men who make up what we may now call the young railroad pro-
fession. The thirst for knowledge, the zeal in service, the devotion
to duty, the sense of trusteeship, which must lie at the foundation
of a profession, do not spring up by chance and do not thrive with-
out cultivation. In the last thirty years these attributes of the pro-
fessional man have been developed fast in the railroad service, until
now we may say with confidence that we have a railroad profession.
In this development a small group of editors have had some hand.
They have helped to supply the place of special schools, and of
professional organizations, and have helped to build up, not only a
body of knowledge but a body of traditions.
"The development of the railway press of the United States has
been more important than anywhere else in the world, for two main
reasons. First, the journals have always been conducted as private
commercial enterprises, and their owners have been under constant
pressure to make them valuable to increasing lists of subscribers and
advertisers. Second, they have been supported by their advertisers
with quite wonderful liberality. The volume of their advertising
and the rates paid are sufficient to enable the owners of the journals
to spend considerable money in payment for editorial service, for
manuscripts purcliased. and for engraving. Probably the reader of
a technical journal seldom stops to think how much he owes to the
advertising. Generally speaking, such a journal cannot he supported
by its subscription list, which is small in the nature of things. It
would be quite impossible to pay the cost of manufacture without
the help of advertising revenue, and any net profit to the owners
must come from advertising. Having these facts in mind, one who
looks over the advertising pages of the most important railroad
journals in the United Stales will understand how it is possible to
spend so much money in producing the other pages.
"This necessary dependence of the journal upon its advertising
"evenue, when it is conducted as a commercial enterprise, has some
serious drawbacks, as will be understood by one who thinks a little
about the' matter. It is obvious that if a paper is to be produced
which shall cover the field adequately, and beyond that, yield in-
comes that will attract men of energy and ability, the advertising
must be somewhat large. It follows that the men charged with the
responsibility of producing that part of the revenue are always
tempted to try to get quick results by the use of the 'reading pages.'
"This is only ordinary short-sighted human nature. The editor is
thus under constant assaults from within his own house, and from
long habit in protecting the paper from its own friends his judgment
sometimes becomes unreasonably exacting. This shows how impor-
tant it is to have a nice balance between the business department and
llie editorial dcparlmenl resting In the editor himself.
"Finally, looking over the railway press of the world, it is a sur-
prisingly small group of journals. There are not more than twenty
of real importance; indeed, if 1 were disposed to be strict, I .should
say there were not more than a dozen. Bui, in ability, dignity,
enterprise and moral sense they compare well with any oilier body
of class journals with which I am at all familiar."
NEW ROAD AT WORCESTER, MASS.
Ihe Worcester & llolden Si reel Kailw.iy Co., with headquarters
at Worcester, Mass., is building a new line from Worcester to Jef-
ferson through llolden. The road will be 8 miles long and thne
cars will be operated. This, hoewvcr, is but one link in a proposed
chain of electric roads to Iraver.sc this section.
Hie equipment at Ihe power house comprises Mcintosh & Sey-
mour engines, liabcock & Wilcox boilers, General Electric ap-
paratus. Bradley cars equipped with four .^8 li, p. nioli>rs to each
car will he used.
The officers arc: President, A. R. B. .Spragite, of Worcester;
treasurer, E. S. Douglas; directors, Stephen Salisbury, Gen.
Spraguc, Otis E. Putnam, C. C. Milton, J. V.. Fuller, II W War-
ren. The capital stock is $100,000, all paid in.
16
STRF.Frr RAILWAY RF.VIKW.
(Vol.. Xni, \n I
KEEPING RECORDS OF EMPLOYES.
NORTH JERSEY BENEVOLENT ASSOCIATION
Mi. a. 1. Poller, manager of the Union Railroad Co., Provi-
dence, R. I., has devised a very simple little scheme for keeping a
record of the conduct of every conductor who works for the road.
It has been the practice of this company for a long time to keep
strict account of cviry man's record, but heretofore the information
has been entered in large books. These records have become so
voluminous as to (ill three books. The very size of these has de-
stroyed to some extent the usefulness of the data they contain as
they arc unhandy and cumbersome for reference purposes.
The records they contained have now been transferred to a card
filing system. The record for each man is entered on a card about
8 in, wide by lo in. high, having headings as reproduced in Fig. i.
The conductor's name is placed at the top and on the card is re-
corded every instance in which the conductor is reported by an
The North Jersey Street Railway Employes' lUiuvoknt Asso-
ciation, of Newark, N. J., is one of the oldest organizations of its
kind among street railway men. It was organized as the Essex
Passenger Railway Employes' tlenevolent Association July 23, 1887,
with 100 members. Although the name has been changed several
times to correspond with the name of the railway company, and the
place of meeting has been changed several times, the organization
has remained intact, several of the members holding office since
the date of organization. The membership has grown to over 600.
.•\ny employe of the North Jersey Street Railway Co. between the
ages of 16 and 50 passing the physical examination, and having
been in the service three months, may become a member. The
mitiation fee is $2 and dues $4 a year The benefits are $7 per week,
39 additional weeks of disability, and $100 in event of death. In
Route
Car
Passc'tifiTerN
Cond.
In^pV
Stiorta^c
REMARKS
FIC. 1-CONDUCTOR'S RECORD CARP (SIZE OF ORIC.INAL SxIO IN.
inspector. The date of the report, the badge number of the inspector
making the report, the route, and the car number are entered in
the columns indicated. Under the heading "Passengers" the num-
ber of passengers reported by the conductor for each particular trip
recorded is given and also the number of passengers for the trip
as reported by the inspector. If there is a discrepancy in the two
reports the amount of the shortage is entered in red ink in the
column "Shortage." When the manager thinks the entries in the
shortage column are becoming too numerous he takes steps for
calling the conductor to account. When the employe is called to
the office the card is laid before him and he sees for himself of
just what he is accused. The inspectors are changed about among the
various routes so that no conductor can give as an excuse for un-
favorable reports against him that he is being discriminated against
by any individual inspector. The inspectors make their reports on
a blank as shown in Fig. 2. which gives the line and the exact tim;
at which the inspector got on and off the car, the car number, the
conductor's number, and the numl^er of passengers on the car at
the time. There is a space at the bottom of the sheet for any addi-
tional remarks. The cards are kept in a large drawer in alpha-
betical order.
When a conductor leaves the service his card is placed on file
in another drawer and can always be used as evidence for or
order to meet the drain on the treasury without assessments a
benefit is held every year. The benefit this year will be at the New-
ark Tlieater in January, when "Way Down East" will be produced
under the auspices of the association. The officers are : Charles
Dunn, president ; Martin Shorter, vice-president ; John Healy, sec-
retary ; John B, De Groot, financial secretary, and A. Frederick
Hanson, treasurer. The latter two have held their respective offices
for more than fifteen years.
OMAHA & COUNCIL BLUFFS STREET RAIL-
WAY CO.
The Omaha & Council Bluffs Street Railway Co. filed articles of
incorporation December 22 with a capital of $15,000,000. The in-
corporation is in the form of an amendment 10 the articles ,of in-
corporation of the Omaha & Florence Street Railway Co.. which
never constructed any lines. The amended articles are signed for
the old company by its officers, Gus C. Barton, president ; William
S, Cox. secretary ; Frank Murphy. W, A, Smith, W. V. Morse and
Luther Drake, directors. This was the final step in the consolida-
tion of all the street railways in Omaha. South Omaha and Coun-
cil Bluffs, which aggregate about 200 miles of track. The Council
Providence, R. i.
_190-
Line
Car
Cond.
Pa-ss,
Fip. 2-INSPECTOR'S REPORT SHEET SIZE OF ORIGINAL RULING 8)4x7 IN.)
against him should he ever again apply for a position on the ?oad.
The men do not object to being watched in this way and the very
knowledge that their records are entered on a card that is con-
stantly under the supervision of the manager has in itself a good
effect.
Enraged because an electric car in Chicago failed to stop when
signalled by two men they hoarded the next car and beat the motor-
man into unconsciousness with the controller handle.
A suggestion has been made by Mr. Percival Moore, vice-presi-
dent of the Louisville, Anchorage & Pewee Valley Electric Rail-
way Co., that the proposed coliseum building in Louisville. Ky.. be
used as a terminal for all the new interurban railways.
Bluffs' lines were acquired by a 99-year lease. The company pro-
poses to build an extension from Council Bluffs to Griswold, a dis-
tance of 26 miles, and may eventually reach Dcs Moines, as there
is now under construction a line of the latter city which will
extend to Spaulding, a distance of only 45 miles from Griswold.
Extension will be made from Omaha to Blair, Plattsmouth, Wahoo
and Lincoln, aggregating about 150 miles. A power house to cost
$700,000 is contemplated but the location has not yet been deter-
mined. The incorporation privileges include the operation of a
telephone system. The company increased the wages of its con-
ductors and motormcn January 1st by an amount equal to from
five to ten per cent of their former wages. It is understood that
ihe officers of existing lines, with few exceptions, will be retained.
The entire project is said to be financed by J. & W. Selignian of
\ew York.
Jan. 20, 1903.]
STREET RAILWAY RIA IKW.
17
CONSPIRACY CASE AT BALTIMORE.
Lewis S. Finklesiciii was convicted in ilie criminal court ot Balti-
more. Dec. 17. 1902. of conspiracy to defraud the United Railways
& Electric Co.. of Baltimore, of $800. The plan under which
Finklestein and his confederates operated was to board a car to-
gether with one or two friends as witnesses, the latter taking seats
immediately behind Finklestein. When the car was stopped and
just as it was about to start again. Finklestein would alight from
the car and fall to the ground and roll over several times, pretend-
ing that he was badly injured. The confederates would censure the
conductor for his alleged negligence, but would take good care to
give him their names and addresses, so that in making the investi-
gation the inspector would be sure to find evidence to convict the
company of negligence.
May 31st. 1901. Finklestein fell from a car of the United Railways
company at the corner of Fayette and Arch Sts., Baltimore. He re-
fused to go to a hospital and gave his address as 717 W. German
St. A confederate, Herman Max lilumenthal, was also on the car
and gave his name to the conductor as a witness and his address
as 721 W. German St. He volunteered to take Finklestein to his
home. The company's surgeon was immediately sent to examine
the injured man, but was not permitted to make the examination.
On the following day a physician who happened to lie on the car
way conijiany's o.^-ce and confessed the whole scheme. Finklestein
and Kupfciburg weie both arrested and indicted in Washington,
wlurc ihiy were tried and convicted in the early part of .-Vpril,
IQCJ. He.'ore the trial Kupferburg was released on $2,000 bail, and
duiing the trial he jumped his bail. Finklestein served six months
in jail at Washington, and iiiMiicdiatcly upon his release was brought
to Ballimcre and tried. Tlio jury convicted him without leaving
tlie box and he has not yet been sentenced. He admits that he col-
lected $50 from the Boston Elevated about a year and a half ago
under the name of Samutl Fink, and that Kupferburg shared part
of it. He has also collected money from the railways in Brooklyn
and Philadelphia. He filed his claim in Ralliniorc under the name of
Samuel Finklestein and in Washington uniler the name of Louis
Scnnntl. He is believed to be one of a gang who have systemati-
cally defrauded railway companies in a number of cities.
BRANTFORD STREET KAILWAYS.
The Quaiter CuUennial issue of the lirantford (Ont.) Expositor
gives an interesting description of the Brantford street railways,
which commenced operation in 1886 with four horse cars. In 1893
the company equipped its road with electric power and added a num-
ber of new cars to its equipment and inaugurated a much better
service. The headquarters of the company are located in Toronto,
LEWIS S. FINKEL.STKIN. ALIAS FINK.
Aire. 3i years. Hi-i(rht. S ft. 3^ In. Wiiirbt, 121 ll>. Build, iiieilniiii. Hmr,
black. EjcA, hazfl. Coniplexiuo. dark. Occupalinn, peddler.
when the alleged accident happened, put Finklestein's arm and body
in a plaster paris cast and gave ont the statement that the man had
his arm fractured in two places and had a probable fracture of the
fourth rib.
The two confederates then commenced to press the railroad com-
pany for a settlement, Bliimenthal calling frequently at the office,
and on one occasion stated that Finklestein was dying, requesting
that the company send its physician at once, which was done. Upon
the arrival of the physician Finklestein was found groaning and
writhing in apparently great agony, but an examination showed his
temperature, pulse and respiration to be normal. .N'o examination
could be made of the alleged injuries, as the man was in a plaster
cast. The railway declined to consider any sclllemcnl until the
plaster cast was removed and the alleged injuries submitlcl to an
X-ray examination. Finklestein then filed a suit in the Baltimore
city court for $10,000 and in al>out four weeks left Baltimore. Both
men were indicted in Baltimore in August, 1901, charged with con-
spiracy to defraud the railway company out of $800.
Finklestein was next heard of in Washington in August, 1901,
at which time he and Simon Kupferburg attempted 10 repeat the
same fake accident. A Baltimore man was taken in with them as
a confederate, and the three boarded a car in Washington, and when
the car made a stop Finklestein jumped oflf and rolled over several
times and cried out, apparently in xreal agony. Kupferburg, as a
witness, was standing behind him. I he new confederate, who had
been taken into the game in Washington, went at oner to the rail
.sl.MOX KllPl'KKlHIKci.
At'.-. 4.i.v,-ars, H.-iulu.S fl. 4 ill. Wcit'lu. UK Mi. Iluilil. sl,-iiil,-r. H^iir, l.l:u-U.
K.vi-s. liazi-l. C<inipli'xiiiii. (IiirU. Ocfiipalinii. furrier.
an<l the road prospered for a number of years under the nianage-
lueui of Mr. William liarrnn, who was succeeded by Mr. John Mur-
rode. who continued as manager until last suninier, when the road
was purchased by the Von Kcha Co.
In 1895 the company purchased Mohawk Park and extended one
of iis lines to this resort, which has been a very popular one with
ihe citizens of lirantford. On July 8, 1902, the Von Echa Co. as-
sumed control of the road. Its present officers are: S. Rittcr Ickes,
president; J. II. Armstrong, Ireasurer; A. Warfield, superintendent.
This company is a construction company and it has already built
and i*. nperaling an electric railway frotu Woodstock to Ingersoll.
Il has also finished a section of ihe railway between Brantford and
I'aris
,\ccoriling to the I'lmililions luider which llns company assiuncd
control of the Brantford Street Ry. it agreed to spend the sum of
$25,000 in putting the line in thoroughly ellieient condilion. and this
has been done. The com[)aiiy has also projected the Grand Valley
Ky. between Bradford and Berlin, running through Paris, Blue
I,ake, .St. George and other towns, to Berlin and Waterloo. Part of
this line has been completed and the work will be vigorously prose-
cuted during the coming season. A park site has been |iiircliascd by
the I'ompany, on which a llualer with a seating capaciiy of 1.200
will be erected this winler.
— ♦<••• — ■ — —
January I3lh the plant o( the Slenhcnvillc (Ohio) Traction &
Light Co. was totally destroyed by fire.
18
STKIiET RAILWAY RE\1EVV.
[Vol. XIII, No. t.
ON THt 20th of bach MONTH.
WINDSOR & KENFIELD PUBLISHING CO..
45.47 PLYMOUTH PLACE. CHICAGO, ILL.
OASL* ADDRBSSi WINFIILO.'
LONG DISTANCE TELEPHONE. HARRISON 75A.
BRANCH OFFICES:
New York -39 CortUodt Street. Cleveland— 303 Electric Buildln£.
Philadelphia The Bourse.
SUBSCRIPTION AGENCIES:
Austria, Vienna Lehmann & Wcntzel, Karntnerstrasse.
Prance, Paris Boyveau& Chevillet, Librairie Etrangere, Ruedela Banque.
Italy, Milan— Ulrico Hoepli. Librairic Dalla Real Casa.
New South Wales, Sydney Turner & Henderson, 16 and 18 Hunter Street.
Queensland South,'. Brisbane Gordon & Cotch.
Victoria, Melbourne— Gordon & Cotch, Limited, Queen Street.
SUBSCRIPTION,
Foreign Subscription,
THREE DOLLARS.
Four Dollars American Money.
Address all ComtnuHtcations and Remittances to Windsor d Kcnfitld Publishing Co.
Chicago, III.
CORRESPONOENCr.
We cordially invite corrfspondencc «n .ill subjects of iiileresl to those
engrafted in any branch «f stretu railway work, an4i will gratefully appreciate
any marked ct>pies of papers or news items our street railway friends may send
ns, pertainintf either to cumpauies or officers.
DOES THE MANAGER WANT ANYTHING?
If Tou ctintemplatc the purchase of anv supniies or material, we can save
you much time and trouble, broj* a line to The Kkview. stating^ what ynu are
in the market for. and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.
This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.
VOL. XIII.
JANUARY 20, 1903.
NO. 1
SUMMARY OF CONTENTS.
MuliUeliori). W'ariliai.i & Buzzards Bay Street Ry. Illustrated.. I
Canadian Pacific Pension Plan 8
Tile .Abolition of Grade Crossings in Massachusetts 9
Mason City & Clear Lake Ry 10
Board for .•\nnouncing Schedules 10
Effective Means for Interesting the Public 11
New Power Generating and Distributing Sy.stcni for the Cones-
toga Traction Co. By JefTerson E. Ker.shum 12
Efficient Discipline. By W. W. Wheatley \i
Tribute to Mr. Lang 14
The Railway Press 15
Keeping Records of Employes 16
Omaha & Council Bluflfs Street Railway Co 16
Conspiracy Case at Buflfalo. Illustrated 17
Editorial iX
Pennsylvania Railroad Terminal in New York 20
Street Railway Park Development — II. Illustrated 21
Piece Work 2^
The .Xrnolil Report on Chicago Street Raihv.-iys. Illustrated 29
Pittsburg & .Mleghany Valley Railway Co 38
New Car House and Repair Shops of the Birmingham Railway.
Light & Power Co., Birmingham, Ala. Illustrated y)
Roads Under Construction 42
Recent Street Railway Decisions 4.^
Steel Tracks for Highways. Illustrated 50
Personal 54
THE PAST YEAR,
W lull- the <levelopiiient ill electric traction during the year 1903
has been greater than during any previous year the most of the
new systems proposed and installed have been built along lines
which have been standard for a number of years; the past year,
however, has been notable from the fact that the alternating cur-
rent has begun to assume an important position in street railway
work, and it is almost certain that 190J will see some important
divelupnunts in this field.
The high speed, long distance railw.iy is a feature of electric
traction which seems to be coming to the front, and with the new
systems of B. J. .Arnold, the Westinghouse company and H. Ward
Leonard all under construction in diflferenl places, it will indeed be
surprising if great pripgress in the direction of alternating current
practice is not made in the near future. The advantages of alter-
nating current in electric railway work would be innumerable should
a praclicable alternating current street car motor be produced. It
not only lends itself admirably to the operation of long distance
trunk lines, but further, eliminates the question of rotary converter
sub-stations with their high cost for installation and attendants, and
with such a motor the alternating current would supersede the
direct 500-volt current for railway work to as great a degree as it
has already superseded the direct current for electric lighting.
Another engineering feature which has come somewhat promi-
nently forward during the past year is the development of the steam
turbine for a central station prime mover. With the development
of this machine it is probable that a considerable change may be
expected in the design of central stations. The difTerence in size of
the steam turbine and the steam engine of equal capacities will per-
mit a great reduction in the engine room space required, and the
high speed of tlie turbines will considerably alter the design of
generators, greatly decreasing their size for a given output. The
future may sec our central stations greatly reduced in size contain-
ing small high speed units, the rotary converter sub-station aban-
doned and its place taken by a transformer station without moving
machinery and not requiring attendants, and the distribution sys-
tem entirely on the alternating current plan with alternating current
motors upon the cars.
While the present SCM-volt system, which has beconie standard,
will continue in use for many years on city systems, an alternating
current system as described for suburban and long distance lines is
the direction towards which many of our most prominent electrical
engineers are working, and from the progress already made it secins
probable that some of the many efforts in this direction will soon
prove successful.
PIECE WORK.
F.KewluTe is printed a brief extract from a i)aper on "Piece
Work," by Mr. Gus Girou.x, which brings out the essential points
10 be considered in adopting this plan of paying for labor, and the
subject is one of interest to street railways operating large repair
shops as it has already been successfully introduced by some of the
largest electric railways. Our readers will undoubtedly recall the
description of the repair shops for the North Jersey Street Railway
Co. published in the "Review" for .April, 1902, in which article were
given complete lists of the piece prices paid for every operation in
the repair shops of this company.
There is no question but that the method of paying daily wages
which are the same for all, offers no inducement to any one man to
try to improve or do more than another, and under this system it is
hard to make any workman sec why he should try to do more than
just enough to hold his job; but no matter what efforts may be made
at equalization there must always be a great difference in the quality
and ([uantity of work done by different men. It is obvious, then,
that if all are paid alike, some of them are not paid enough or others
are paid too much. The premium plan and the bonus system of
paying for labor have been introduced in many places with appar-
ently satisfactory results but there can be little question that the
piece work system is the fairest for both the employer and employe
if the scale of prices is properly adjusted. The latter system also
gives the workman the greatest opportunity to improve himself and
increase his output, and while the premium system gives the work-
man a certain increase of pay for all work performed above what
.Tax. X. igo3.J
STREET RAIL-WAY RE\ lEW.
19
i; accepted as a fair day's work ho does not, under this plan, receive
pay in the same proportion for his extra work as he docs for the
acceptable amount of work for a day.
If a workman planes 20 castings a day for wliich lie received a
certain daily remuneration there is no reason why, if he can in-
crease the output of his machine to 25 castings per day that his
wa.ges should not be increased by 25 per cent, making his remunera-
tion on each piece turned out the same. That is, in fact, what is ac-
complished by the piece work system, but by the premium or bonus
plan he would receive a certain amount of extra pay, but not at a
rate corrresponding to his pay for a regular day's work. It appears,
therefore, that the piece work system is by far the most advantageous
for the man, while at the same time it is entirely just to the em-
ployer.
An important point, however, in connection with the piece work
system is that of establishing tlie rates for piece work on an equita-
ble basis. This unquestionably entails very careful accounting meth-
ods covering several months' experience, but when once established,
there should be no subsequent cutting of rates. However difficult it
may be to determine, there is a fair and equitable price for every
pi'-.ri of work performed, and any extra work which is done by extra
exertion should bring the same price as work done under less stren-
uous circumstances.
THE ARNOLD TRACnON REPORT AND THE SITUATION IN
CHICAGO.
Every large city demands means for the local transportation of
passengers that shall be efficient and adequate to the needs of the
public, yet the municipal authorities too often fail to recognize, or
at least refuse to act, on the fact that providing such a transporta-
tion system is purely a business proposition. It is well recognized
that in the larger American cities the traffic is generally greater
than the facilities and physical problems encoutitcred in attempting
to keep up with the demand are of themselves sufficiently great,
without complicating the matter by permitting other than business
considerations to govern.
For the last six years the street railway companies of Chicago
have been desirous of effecting improvements in their systems, but
it was recognized by all that as a condition precedent lo making
the necessary investments there would have to be some agreement
with the city for franchise extensions. Successful negotiations with
the city authorities have been made impossible because of the atti-
tude of the mayor of Chicago, who has refused to consider the sub-
ject until after the state legislature had passed a law which would
permit municipal ownership. The first practical step towards pro-
viding a basis on which negotiations could be conducted was made
only six months ago when Mr. li. J. Arnold was retained by the
council committee on local transportation, to pre|)are a report upon
the situation, and advise concerning the engineering problems and
the costs of various plans that might be deemed practical.
Mr. .Arnold's report which was presented to the transportation
committee Dec. .^o, 1902, is a voluminous one, comprising over 300
printed pages, exclusive of inaps and drawings, and this work is
considered the most complete engineering iiivesligation of urban
transprjrtation problems that has ever been undertaken. F.lscwhcre
in this issue we have presented a statement of what the report was
intended to cover, the summary of conclusions and rccomtneiida-
tions as made by Mr. Arnold, the general discussion of street rail-
way problems constituting Part I of the report, and an abstr.-ict of
the other portions, which it is believed will give the reader as good
an idea of the plans recommended and the reasons for them as may
l>c had without studying the whole report.
Having been retained as an engineer, Mr. Arnold conrmed his
report lo a discussion of the problems from engineering and trans-
portation standpoints, avoiding excursions into branches of the sub-
ject that would involve him in discussions as to the policy to be
pursued by the city. Neither lime nor space was wasted in exploit-
ing novel schemes, it being recognized that a large city is no place
for trying experiments.
Taking into consideration the fact that there is n wide difTercncc
between the claims of the traction companies and the cily of Chicago
in regard to the dates of expiration of existing franchise, and in
their viewi an to what would be reasonable in the matter of new
grants, it is not lo bo expected thai all of ihe conclusions of the
report wi'.i be accepted without question. The most that can be
hoped is that the opinion of the able and disinterested engineers
who prepared this report on questions of fact will furnish a solid
basis for future discussion between the parties in interest.
According to the Arnold estimates, the cost of a new unified sys-
tem comprising 745 miles of track would be $70,000,000, exclusive
of subways which it is estimated would cost from $16,000,000 to
$20,000,000 more. The cost to reproduce new an equally extensive
system of the same construction as is now in operation is placed
at about $56,000,000, while if depreciation be computed the present
value of 745 miles of the existing systems is placed at practically
SO per cent of the cost of the new unified system. Thus it is evi-
dent that to adapt even the least expensive of the plans recom-
mended would involve an expenditure of from $14,000,000 to $35,-
000,000, exclusive of subways.
No business man should need to be told that when investments
of such magnitude arc involved, agreement can only be reached
when those furnishing the capital are made secure, which is an-
other way of saying that a long-term franchise is one of the condi-
tions involved in an "ideal" transportation system for Chicago.
We consider that time spent in trying to secure legislative action
to enable the city of Chicago to own or operate street railways to
be utterly wasted; aside from all economic questions we believe
political party consideration will prevent such action. Were it not
for the effect on the city itself it might be a good thing to try
municipal ownership in Chicago, for the sake of the object lesson
it would be to the rest of the country.
Of the various plans outlined in Mr. Arnold's report our prefer-
ence is for the "Subway Plan No. i" involving only Iiigli level sub-
ways. Low level subways would require the use of olovalors, which
we believe the experience of the London "lubes" has demonstrated
lo be very costly.
.\s to the action that will be taken on the Chicago situation it is
perhaps idle to speculate. The mayor favors waiting for enabling
legislation looking to municipal ownorsliip, .iml has been quoted
recently as saying that in event such an act was not passed and
the traction companies did not meet the city's terms, he would be
ready lo demand receivers for the street railways. The mayor and
the majority of the transportation committee of the council are not
in accord as to their policy. At this writing the activity displayed
by Chicago traction securities, both stocks and bonds, lends color to
the persislenl rumors that negotiations are well under way for the
consolidation of the existing companies.
ADVERTISING.
riio "Review" has always devoted oinsidcralilo space lo showing
tho desirability of advertising street railway lines, and has at difFcr-
ont limes described the methods of advertising used by various com-
panies, reproducing striking illustrations and extracts from advertis-
ing literature. We arc always glad to receive folders, pamphlets,
and other matter of this naluro, and to learn the details of plans for
increasing street railway traffic that have proved to be ofTeclivc.
It is probably not a difficult matter to convince a street railway
man of the value of advertising, because he generally has advertising
space in his own cars and knows the worth of it. The controversy
is more likely to arise over the methods to be adopted in securing
the desired publicity.
The local daily and weekly papers of a communily are powerful
factors, either for good or bad, and il pays lo cultivale thoir
acquaintance and good will. It is a mistake li> think that usually
this is to be done by bribery. Courteous Iroalnionl in reporters
seeking information will aconiplish a groat deal, oven if llie desired
inforniallon cannot be given. Ac(|uainlance wilh llio editors, re-
porters anil advertising solicitors is sure to promulo friendly rela-
tions between the company and the newspaper. Hvory editor is
lo'>king for news items, and a lillle care and Irouble in i)reparing
and sending lo the newspapers aimoiincomonls and notices of in-
terest regarding the company's business or plans, will be appreciated
at every newspaper office. It is oflen a good investment for a rail-
way company lo take advertising space at regular rates from time
lo time, and this is coming lo be looked upon as an excellent Wciy
of nccuring publicity. An inleresling and successful experiment in
this direction, made by llie Chicago Union Traction Co. in nxx), was
20
STREET RAILWAY REVIEW.
[Vol. XIII, No. i.
described in an article in the "Review" for September, 1900, page
495-
Folders, pamphlets, booklets, illustrated time l.iblcs, etc., if well
written and attractively prepared, arc always good and can be
counted upon to show good returns on the money expended. This
kind of literature need not be confined to advertising parks and
pleasure resorts, where its value is well recognized, but may be used
with advant.igc to give correct and interesting information regard-
ing the whole territory served by the company's lines, pointing out
the attractions of pleasure riding, the places to be reached, the time
it will lake to go anywhere on the system, and the rates of fare.
A very effective means, not only for gaining publicity but also for
fostering a more kindly feeling on the part of the public towards
the company, has been found in the form of a small weekly publica-
tion, which can be isued under the supervision of the railway man-
agement. This idea of a company publication wherever tried has
been found very satisfactory in every way. In this issue will be
found considerable information concerning <he "Weekly" published
by the Detroit United Railway. The idea has been tried at Roches-
ter, New Orleans and at other places, and in every instance the
verdict has been that there is no better means of reaching and inter-
esting the public.
♦-»♦
PENNSYLVANIA RAILROADS TERMINAL IN
NEW YORK.
BALL BEARING DOOR HANGER.
One of the most interesting undertakings in connection with
transportation in New York City is that of the Pennsylvania Rail-
road for securing a terminal on Manhattan Island. In view of the
engineering problem involved in the construction of a double tunnel
under North River, four tunnels across Manhattan Island and under
the East River to connect with the Long Island terminal at Long
Island City, the use of electric power on certain of the divisions, and
the equipment of power houses, the company created a commission
of engineers to design and supervise the construction of the tunnels
and appointed architects for the buildings and engineers for the
electrical and mechanical equipment. The work of bringing the
railroad into connection with the new terminal properties is being
carried out by the chief engineer's department of the Pennsylvania.
The commission in charge of the tunnel work comprises Col.
Charles W. Raymond, U. S. A., engineer of the New York Harbor,
chairman; Charles M. Jacobs, C. E., chief engineer North River
section; Alfred Noble. C. E., chief engineer East River section;
William H. Brown, chief engineer Pennsylvania Railroad in charge
of tracks and terminal yard ; Gustave Lindenthal, C. E., bridge com-
missioner of New York City; George Gibbs, M. E., first vice-presi-
dent Westinghouse, Church, Kerr & Co., in charge of mechanical en-
gineering, electric locomotives andtraction. The architectural work
is in charge of McKim, Mead & White. Westinghouse, Church, Kerr
& Co. have been appointed mechanical and electrical engineers and
constructors and have also been made engineers for the architects,
and have been chosen by the Long Island Railroad to carry out the
work of changing its Atlantic Ave. line for operation by electricity.
Up to the present time the active engineering work has consisted
chiefly of investigations and determinations concerning methods,
quantities, and the feasibility of different plans. The commission
has been at work since last spring, and the architects and engineers
have had a large force of men actively employed since June last.
The engineers have substantially completed plans for the Long
Island power house, upon which work can be soon begun, this sta-
tion being needed to provide electric power for the Atlantic Ave.
division of the Long Island Railroad. This power plant, together
with the one in New Jersey, will serve the entire terminal system.
The terminal station in Manhattan is, in itself, a large undertak-
ing, as it will cover a ground space of 1,800 x 500 ft. The founda-
tions will have to be excavated some 40 ft. or 50 ft. deep. As the
work progresses there will be ample opportunity for discussion of
the technical features, but at the present time one of the most inter-
esting points in connection with the undertaking is the thorough
and efficient manner in which the work has been organized.
The .accompanying illustration shows a door hanger in use at
the shops of the Georgia Railway. Gas & Electric Co., Atlanta,
Ga. The principal feature of the device is the use of a ball bear-
ing in the sheave which reduces to a minimum the horizontal re-
sistance in opening and closing. The hanger is made of '/i in.
steel plate riveted to the channel iron forming the top of the
l)I.\i;K.\iM ol' iiALL HEAKINi;.
door. The sheave and cones are finished from tool steel. By
having the slot in the hanger as shown at the right of the side
view the sheave may be removed by slackening the nut. The
cones are separated by a fiber washer.
BOURNEMOUTH (ENG. i TRAMWAYS.
On Saturday, Dec. 20, 1902, the tramway system of Bournemouth,
Eng., was placed in operation. The conduit system was adopted by
the Bournemouth corporation for the principal section of the tram-
way scheme and is the only system of its kind at present laid in
England. It is known as the side slot system, it and the center
slot as well, being perfected by Mr. A. N. Connett, who is now
chief engineer for J. G. White & Co., Ltd.. the contractors for the
Bournemouth system.
While the road was opened for operation on December 20th, a
trial trip was run on December i6th. At the official opening there
were six cars, which were filled with invited guests. In speaking
of the occasion of the opening the Mayor of Bournemouth said that
he wished all those present to realize that the contractors, repre-
sented by Mr. Ross Hopper, had done their work ably; that the job
had been completed with the idea of lasting ; that it was a permanent
job into which had been put not only the best workmanship, but the
best thought and care, and that they were all proud of the under-
taking.
MANSFIELD TECHNICAL SOCIETY.
The Mansfield Technical Society, of Mansfield, O., has been
organized among the officers and employes of the Ohio Brass Co.,
of that city. The object of the society is the promotion of technical
knowledge among its members. The regular meetings of the soci-
ety are held on every third Tuesday, at which time papers pertain-
ing to various branches of technical work are read and discussed.
A reading and reference library has been established in connection
with the society, and a number of technical papers, trade journals,
etc., are kept on file for the use of the members. .-\ny contributions
in the w,ay of scientific or trade papers will be thankfully received.
An interurban railway is being promoted to connect Des Moines,
la., and Omaha.
The Georgia Railway & Electric Co.. of Atlanta, Ga., has placed
orders for additional machinery and supplies which, it is expected,
will be needed during the coming year. There was included an
order for a 500-kw. steam turbine unit, and if this is satisfactory it
is intended to install larger units of the same type in 1904.
Jan. 20. igoj.]
STREET RAILWAY REVIEW.
21
Street Railway Park Development. — IL
A Discussion of Park Amusements
Description of Street Railway Parks in Various Localities — Some
Opinons from Park Managers.
STREET RAILWAY AMUSEMENTS.
BY C. W. W.M)PELL.
It is a difficult matter to discuss street railway amusements. Each
locality has its own conditions. Even in cities of the same size
conditions may materially differ. .-Kn accurate knowledge of these
local circumstances is indispensable to the discussion of street rail-
way amusements to be conducted in that locality.
Of the persons who may be interested in this subject perhaps one
may have an investment in a small conniiunity, it may be remote
from or adjacent to a large city; another may be located in a large
and prosperous city, he may have a very small enterprise or he may
control all the lines in the city ; others may be interested in large
commercial centers under a variety of conditions. For these rea-
sons the subject can not be discussed in a general way. We shall,
therefore, assume that we have under consideration a specific lo-
cality, describe the locality and its peculiarities, and treat our sub-
ject from the standpoint of the conditions we assume. Interested
persons may then deduce from the analogies they may find some-
thing that may apply to their own locality ; perhaps in many cases
it may be found impossible to apply our ideas.
Though local circumstances may require us to employ different
methods in promoting street car travel, we have a common object —
additional net revenue for our street car lines. This is the prin-
cipal, almost the sole, reason that should actuate us. There may
be also several more or less indirect advantages that may accrue.
Good, clean entertainments if successfully conducted must have a
tendency to improve the taste, elevate the standards and benefit the
morals of a community. Credit for substantial benefits is worth
seeking. The good opinions of the public have a cash value to
street railway corporations. Successfully conducted anuisements of
the kind under consideration might also become a ntatter of local
pride, and figure as attractive features of the city. We will not men-
tion other indirect advantages at this time.
Small towns of from five to fifteen thousand inhabitants will
seldom have more than one street car line and with so small a
population to draw from must from necessity limit themselves to
entertainments of small cost. It may be that the ideas that are
applicable to larger cities can be trimmed to fit smaller ones, but
we leave the application to those who may desire to employ them.
For the purposes of this article wc will assume that we have
under consideration a city of 200,000 inhabitants. It is growing
and full of business enterprise and energy. It is strictly a business
community. Its thoughts are of business and its dreams are of
money. It has its full quota of churches and schools. Railroads
radiate in every direction and it places no limit on its hope of future
greatness. Its residence iX)rtions follow the street car lines in many
directions. Its homes are beautiful and luxurious. It has a con-
siderable amount of culture but no retired class. It has fine thea-
ters, but those conducted on the plan of popular prices are the
most prosperous. Its street railway business is conducted by one
corporation. In this community we wish to conduct public enter-
tainments for the purpose of increasing the net receipts of the Street
Railway Co. How shall wc do it? The field is rich enough and
big enough for a large harvest, but how shall we cultivate and
reap it? Not, certainly, by blindly opening a park anywhere we
may chance to find sufficient ground for the purpose; not without
consulting the convenience or the desires of our patrons. On the
contrary, wc should canvass the situation thoroughly and find some
reasonable ground upon which to predicate our expectations. If
imssililc wc should have a fixed policy to govern us. We should
employ well considered Inisiness methods, that have first been rea-
soned out, and then consistently follow them. We should discover.
if we can, those human traits, propensities and weaknesses which
underlie and govern the actions of the people. If we can find a
weak spot or trait, especially one related to the ever-present love
of money, we shoidd sei/c it and make it our servant.
We will find in our oily many well-to-do people and a larger
number of moderate means, aiid a still larger number who have
small incomes. One trait at least belongs to all of them, every
mother's son and daughter would like to get somclliing for nothing,
or at least a great deal for a little, which is much the same thing.
This is the bargain idea that enterprising merchants use to destroy
female sanity. There is also another weakness common to all. No
one places a high value on i-ccnt or s-cent pieces; if they did the
postoffice department of the Government would be a failure, and
street cars would have to go out of business. Even a dime is lightly
treated, but a quarter of a dollar, when viewed in a lump, makes
anyone think. Separate the quarter into five nickels and they glide
away without a thought.
Can we employ those traits in our business? If we do we shall
have only s-cent car fares to our place of amusement, and we must
not charge more than 10 cents admission. And we must give such
high grade attractions that we will seem to give them away.
In our case, if we create the impression of much for little, we
will have to do it by actual and literal performance. This will
mean a large outlay each season, and it will have to come back in
nickels and dimes. Can we reasonably expect so nuich? Millions of
dollars are invested in street railways and other millions are ex-
pended annually in car service, maintenance, etc. The universal
fare is 5 cents. We seem to do a great deal for a little. The
public does not think much about so little, it is only 5 cents. We
know the results of aggregating large numbers of these small sums
and we have invested our millions because we have failli in the
results of these s-cent transactions.
Why not apply the same ideas to our amusement business that
wc do to our street railway business and that the Government em-
ploys in its postoffice department. We can, if wc regard the math-
ematical necessity for large capacity to transact such a business,
and follow the lines of human nature in entertaining our patrons.
Our street railway lines must have ample capacity to transport
as many persons as may be required to produce the results we ex-
pect. Our place of amusement must also have capacity to accom-
modate as many persons as arc necessary to make our schemes
profitable. Next to capacity is comfort. Wc appeal to the love of
pleasure. We cannot mix discomfort and enjoymeni, they are like
oil and water. Discomfort is the oil and conies to the top and
nothing else can be seen. Therefore comfort (physical ease) should
have a principal place in our provisions for tiansporlation and en-
tertainment.
A place of amusemcMt should be lucatcd at llu- nio.st convenient
place for the largest number of peopU-. ami alsn ,it a point that is
accessible from all parts of the city, and where it may he reached
by as many direct lines as possible. Some regard should be paid
to the topography of the site, the more fresh air the better The
arrangement and construction of an amusement resort is very im-
portant. As we have already observed, it should have very large
capacity, it should also he compactly arranged, hut not so compati
as to sacrifice comfort. There slioiilrl lie plcnly of nioni for a very
large crowd to move freely.
The seats should be arranged in aniphilhealer form, in order to
facilitate the opportunity for every one to see and hear and to fake
advantage of the natural property of sound to rise.
The stage should be large and have a good sounding board be-
hind it. Back of the stage there should be a large number of
dressing rooms and two large storerooms and a music room.
Every appliance that is ever likely to be needed on the stage should
be provided and kept in the storerooms ready for use. A good shell
sounding board is very iinporlanl. If it is properly conslriicled, a
great audience of many thousands can hear aud understand a small
child. A good pipe organ, lliongh not indispensable, would he a
valuable perm.iiirnt fixture of the sl.igo. A good attraction must
be well staged to get the value out of it, for that reason stage
arrangement and appliances should be as good as they can be made.
Such a place as we have in contemplation shotild aim at open air
efTecIs and provide for the free circidation of ouldour .ili T'luTe
should \x plenty of shelter from sun and rain.
22
STRRKT RAILWAY RKXIKW.
[Vol. XIII. No. i
riic concessions should 1..- grouped in allractivc arrangement
about and mar the amphitheater; they should lie on and in Mic
midst of a broad promenade, paved with asphalt and well drained.
The promenade should surround the amphitheater and be very
roomy.
l'"or the purpose o( ornanienlation, there should be scattered about
in artistic design little patches of green sward, a few choice flowers
and a fountain or two. This kind of ornamentation should not be
overdone, otdy enough should be used to create a cool and cheer-
ful appearance. Klcctric lights should be used for illumination and
to ornament ihe stage and amphitheater.
The hardest problem in arranging for such a large audience is
lo get all of it seated within easy range of vision, so as not to lose,
for instance, the facial expressions of an actor. Perfection in this
regard may not Ik- attainable.
The place we have described might be called a garden, lo give it
an outdoor sound.
The main Teatures of the park idea have been alKindoned. If an
interested person will observe the patronage of many of the beau-
tiful public parks ni our large cities he can form a correct Idea
as to whether it would pay him to construct and maintain such a
place lo promote car travel. He will fiivl that beer resorts and
other amuscnienls far exceed the parks in drawing <iualitics. It
is the amusement feature, therefore, that should be elaborated.
We have descrilnrd a place of enterlaimncnt providing accommo-
dation for many thousands at such a place, and we must produce
such attractions as arc best suited to its dimensions and to pro-
duce the revenue results we desire. There are a large number of
attractions that might Iw employed. Large bands, like Sousa's and
the Banda Rosa, are ideal entertainments for such a place. Any
high class production in which music is a feature would be suitable.
.\n all star vaudeville show would do for a change. We might even
have a circus sometimes. Everything should be the best of its
kind. Cleanliness, freshness, newness and variety should be culti-
vated. With capacity and suitable facilities a high-priced show is
a much more feasible proposition at lo cents a seat than in an ordi-
nary theater or opera house at $1.50 a scJt.
In selecting entertainments for so large a place regard should be
paid to quantity as well as quality. The public has a sharp eye for
relative proportions, for instance a great singer without a back-
ground to give him prominence would seem insignificant in such
a place.
The concessions, if arranged as proposed, would be valuable and
should produce a considerable revenue.
We do not think that intoxicants should l>c sold at the place we
have described. The attractions should furnish sufficient induce-
ment for the attendance. There is always a large part of the
substantial element of society who would oppose it. Everything
should be conducted in such a manner as not to raise or suggest
moral questions.
Street railway corporations have lo ask many concessions from
the public, and for that reason should avoid needless exposure to
criticism from any part of it.
In this connection a word alniut the amusement manager may
not be out of place. He should be much more than an ordinary
showman. He should combine with his knowledge of the show
business all the qualities of a business man and a gentleman. He
should have some artistic taste and understand the art of pleasing.
He should understand the faults and follies of the public and know
how to take advantage of them. Such a man may be Jiard to find,
but he is essential lo the success of an amusement enterprise con-
ducted to promote street car travel.
The central ideas of this scheme for street car amusements may
be summed up as follows:
(1) Capacity to transport large numbers of people on street car
lines.
(2) Capacity to acconmiodate large numbers of persons at place
of amusement.
(3) A location easy of access, one that can be reached conve-
niently from all parts of the city.
(4) High class attractions, judiciously selected, well staged and
handled and intelligently advertised.
(5) A 5-cent fare to the place of amusement.
(6) An admission not exceeding 10 cents.
{7) Ample provisions for comfort in transportation and at place
of amusement.
Unless the ideas we have advanced arc practical they are without
value; as a test, we submit the fallowing questions:
Would enough persons pay 10 cents to hear Smisa's band under
such conditions as we propose lo cover the cost of employing it
and presenting it?
Would enough pay 10 cents to hear itanda Rosa to pay for it?
Would an all star vaudeville show pay for itself at 10 cents a
seat?
Would a Grand May festival produced by local talent and as-
sisted by imported celebrities pay for the cost of production at 10
cents a seat?
If these questions and similar ones can be answered in the affirm-
ative then our scheme is practical, for it would be self-sustaining
and our car business would be free from amusement expense, cost-
ing only Ihe usual train service, etc.
As was at first remarked, our field is large enough and rich
enough. We surely have plenty of room and enough material to
insure success if we operate on right lines.
Our views are strictly from a street car standpoint. Our chief
aim is lo produce travel, lo extract enough money from the public
to pay for the inducements, and lo cause Ihem lo patronize our cars
lo the fullest extent possible.
.An amusement resort might be made profitable, considered as a
separate enterprise and eiiterlain a much smaller number of per-
sons than we propose, but it would do so by selling beer. etc..
exacting, in other words, much larger amounts from the individual
than we should. This last mentioned idea seems at present the
prevailing one, but its limilalions cause it lo fall far short of the
results we desire.
In the managcmenl of so large an enler|)rise it is important to
secure to every patron equal privileges. No seals should be re-
served. A general admission should l)e the only enlrance charge.
The seals should be free to all on equal terms. Inability for any
part of the public lo draw exclusive or distinguishing lines is an
absolutely necessary condition to the success of a great popular
resort.
If we give the l>cst and most expensive entertainments obtainable
no one will regard them as cheap or common; they will be good
enough for anyone and not too good for anybody. Every element
of the public will mingle in mass without complaint if they have
common inducements and common rights and are under reasonable
restraints that bear on all alike.
RECENT DATA ON RAILWAY PARKS.
AUGUST.^, G.\.
The .-\ugusta Railway & Electric Co. owns and operates Monte
Sano Pavilion, located live miles from .Augusta; this is under the
management of Mr. G. H. Conklin. At this resort vaudeville is the
only enlertainmcnt ever tried. The theater has a capacity of 900.
During the season of 1901 the bill was changed each week with a
company of six artists. .Admission to the pavilion is free; a
charge of 10 cents for ihe bench seals and 15 cents for the opera
chairs is made. Vaudeville has been tried for two seasons of I2
weeks each, but Mr. Conklin stales that receipts from the door
have barely paid running expenses. .As the extra cars, train hands
and power consumed add to the cost of operating, the company
has not been satisfied, and is conlemplaling using a repertoire show
for next season, joining with another city like Charleston lo ex-
change companies after playing six weeks.
COLUMBUS, O.
The Columbus. Delaware & Marion Electric Railroad Co.. of
Columbus. O., will this winter open the theater building recently
lOmplctcd at Stratford Park, which is 20 miles from Columbus and
5 miles from Delaware. The altraction during the winter will be
dancing. The park is operated by the company, the manager being
Mr. 11. .A. Fisher, general manager of the railway company.
DUBUQUE, LA.
Mr. F. L. Dame, general manager of the Union Electric Co.,
Dubuque la., advises us that the company contemplates operating
a park next season.
Jan. 20, 1903.)
STREET RAILWAY RENIKW.
23
KANKAKEE, ILL.
Kankakee Electric Railway Co. owns Electric Park, zH miles
from the city, which is leased to Matthew Kursell. At the theater,
which seats 800 people, melodrama with vaudeville acts interspersed
has been the most satisfactory form of entertainment. Dancing
and music have also proved attractive.
CARLISLE, PA.
The Carlisle & Mt. Holly Ry., of Carlisle, Pa., is the lessee of
Mt. Holly Park, which is managed by Mr. C. Faller, superintendent
and purcha.'iing agent of the company. The principal attractions at
this resort are iK>aiing in summer and skating in winter. The park
is located in a gap in the mountain, and no attempt has been made
to improve upon the natural scenery. This is a very popular place
for picnics in summer, mountain walks and spring water seeming
to be all the inducements required.
BANGOR, ME.
The Bangor, Hampden & Wintcrport Ry., of Bangor, Me., owns
and operates Riverside Park, located four miles from Bangor,
which is under the management of Mr. C. E. Stanford. A theater
accommodating 900 people is located at the park, and the manage-
ment reports vaudeville and Sunday band concerts as being the best
attractions.
BAY CITY, MICH.
The Bay Cities Consolidated Railway Co. operates a pleasure
park situated on Saginaw Bay and known as Wenona Beach Park,
located about s'A miles from Bay City. During the summer the run
from the city is made in from 22^- to 25 minutes. The park is
under the management of Mr. L. W. Richards.
Mr. E. S. Dimmock, general manager of the railway company,
writes us that for the past three years the company has operated a
very attractive theater. In October last this building was struck by
lightning and burned to the ground. The company is now building
what it considers one of the largest and handsomest casinos in the
country. The size of the building is 120 .\ 130 ft. and it provides
for about 2,000 reserved seats and about 500 free scats. The order
for opera chairs has just been placed with the Grand Rapids School
Furniture Co. The seals will be mahogany finished and folding,
with hat rack, cane rack and foot rest. The roof of the building
is supported on trusses, giving an unobstructed view of the stage
from the auditorium. The opening of the stage, or drop curtain, is
50 ft. wide and 30 ft. high and every convenience for the performers
mer, one each afternoon and one each evening. Sometimes there
are three on Sunday, according to the allcndauce. The company
provide a very high class performance and the salaries of the per-
formers last season amouuled to about $12,000. The other attrac-
tions are those usually found at summer parks, such as boating,
Iiatliiug, fishing, dancing, balloon ascensions, aerial acts and baud
music.
Fig. I shows a view of the entrance to the park taken last Oc-
tober. The band stand and the casino are at the left, the conccs-
'^^Wi _ m ■ I It ^ If IM
FIG. 2-HAV CITY. MICH., TOISOC.CAN SLIDE, WKNONA BEACH
I'AKK.
sion building is at the right, and the boat house and Bay arc shown
in the distance. Fig. 2 shows the toboggan slide running into the
water, but it will be noticed lliat the water was unusually low at the
time the picture was taken. I'lie slide is 50 ft. high and there is an
observatory at the top.
The contracts for the new casino call for its completion by April
iSth. One of the important features of the stage in this building is
that all the scenery is to be worked from a gridiron and instead of
sliding will be carried up to llie top of llic building.-
NEW BEDFORD, MASS.
The Dartmouth & Westport Street Railway Co., with headquar-
ters at New Bedford, Mass.. owns and operates n resort known as
Lincoln Park, in the town of Darlmoulh, seven miles from New
Bedford. Last season the park was opened for three days. May
301I1 and June 1st and 2d, before the regular park season, wbieli diil
km;. I-IIAY city. MK 11. BNTKANCE to WENDNA llEAl II I'AUK
in the way of dressing rooms, toilet and wash rooms have been
provided. Mr. IJimmock considers this one of the imporlanl fea-
tures of a theater for the summer paik, as it gives the park a good
name among the performers and they advertise it well.
There arc fourteen performances per week given during the lum-
not commence nil June .)olh. The company has a theater witli 500
seals and vaudeville and band concerts are reported as being the
mo.st remuneralive entertaininenls. The minor attractions are
(irst class orchestra concerts with free daneiiiK, carousal, riincb and
Judy shows, and patent swings.
24
STREET RAILWAY REVIEW.
(Vol. XIII. No. i.
riic iiiaiKiKiT of Lincoln I'ark is Mr, I. W . Hliclps, who writes
ns as follows on ihi- sniijcct of street railway parks:
"riic atlvisabilily of street railway companies owning and oper-
ating siinnncr parks is something that can not be governed by any
Keneral rnle but by local conditions. There are many roads, both
local and siibnrl>an, passing attractive spots where it would be
profitable for the road to own and operate a summer park, but in
a great many cases these parks are very i)oor assets. Especially is
ills true when it is necessary to make any considerable outlay for
developing or maintaining the park.
"Crowded cars for a short time during park season is far from
being a sure indication that a company is making money by oper-
ating a summer park, as many roads have already learned. Where
a road passes a spot which is a natural summer resort, such as a
.shore front or attractive grove, and it is not necessary to make any
considerable outlay for buildings or maintenance, it will generally
be found profitable to encourage travel to that spot by some special
attraction ; such as band concerts or other popular form of enter-
tainment, where this can be done at limited expense, but in our
Xew England climate where the park season is short and with
the possibility of considerable cool and wet weather, parks arc apt
lo prove 'a snare and delusion.'
■■The first cost of such parks, logither with expense of develop-
ing and improving to the point of being attractive, the expense of
ii;aintenance which is always a considerable item in well managed
parks, the additional rolling stock necessary to accommodate the in-
creased travel for a brief period only, the necessity of using motor-
men and conductors of limited experience or of overworking reg-
ular men during rush travel and the additional liability to accidents
on account of this necessity all make a combination which is worth
considering before engaging in park business.
■'If a road has a steady, profitable business, in the great majority
of cases it will be found more profitable to confine the energies of
the management to the subject of transportation and let the other
fellow own and operate the summer parks."
We believe that many of our readers will be interested in the
■'conditions of every contract" made by Mr. Phelps, as park man-
ager, with theatrical people. These conditions are printed on the
park stationery with the injunction to "read conditions before read-
ing letter." These conditions are as follows :
"The management positively reserves the right to annul and
terminate an engagement, with forfeiture of all claims for services,
any time before or after a single performance of any incompe-
tent person.
"When writing for an engagement slate the last time you worked
New Bedford or Fall River, and where.
■■Two shows each day; possibly extra shows Saturday and
holidays.
".Ml performers engaged ojkti on .Monday and close Saturday
night.
"Clean photographs for lobby must be sent in lime to reach this
otfice not later than Thursday before act opens. If photos are not
received or a letter of explanation on or before Thursday before
net is booked to open, act will be cancelled without further notice.
"Performers must report in person at office of Dartmouth &
Wcstport Street Railway Co. not later than 9 a. m. on the day
act is Iwoked lo open or contract will be cancelled.
"Baggage will be taken from depot to the park and returned to
depot in New Bedford, provided check is left at office of Dartmouth
&• Wcstport Street Ry. before 9 a. m. the day act is Ixioked to open.
"Rehearsal at I p. m. on day act opens, if management so elects."
COUNCIL BLUFFS. lA.
The Omaha & Council Bluffs Railway & Bridge Co. has for sonic
years operated Lake Manawa Park, a tract of some 700 acres with
a shore line of nine miles; the park is three miles from Council
BlufTs and eight miles from Omaha. The company has erected a
theater with capacity for 2,600 persons, but has not obtained satis-
factory results. Band music and water are better attractions than
the theater, although nearly everything in the way of theatrical
entertainments has been tried. The park is under the manage-
ment of Mr. E. H. Odell.
In the "Review" for July. lyoi, we published a brief description
of this park with a view of the lake shore. In reply lo a recent
inquiry Mr. W. B. Tarkinglon. general superintendent of the street
railway company, has added .some further details to the information
we have previously published. Mr. Tarkinglon says:
'■The park has a very fine bathing beach and the lake is large
eiiougli for yacht racing. We have had a series of races between
yachts brought from St. Joseph, Mo., :.nd the yachts owned by
the Council Bluffs Vachi Club, which has a lleet of 18 or 20 yachts.
The Yacht Club and Rowing .\ssceiation has built a very attractive
private boat club house where are kept private row Ijoats, racing
shells and gasoline launches belonging to ils members. This com-
pany owns two 42-ft. electric launches that will scat about 75 per-
sons each, one steam launch about 30 it. long and one gasoline
launch about 25 ft.
"The Kursaal is on the s(juth side of the lake and the cars run
to Manawa Park, which is situated on the north side. We use
the launches to transport across the lake passengers who wish lo
enjoy the bathing. A very fine table d'hote dinner is served at the
Kursaal and music for dancing is furnished. The lower story of
this building is given up lo the lath rooms and contains 200 large
size rooms. It is complete in every particular, having shower
baths and toilet facilities for l»th men and women, and is pro-
nounced by those best able lo judge to be finer and more complete
than any of the bath houses along the .Atlantic coast. Its cost was
very close to $15,000.
"Upon the north side of the lake at Lake .Manawa Park is main-
tained during the months of June, July and .'Vugust a first class
band, consisting of 35 to 40 members. When I say first class, I
speak advisedly. This is not a cheap organization, but is composed
of men of reputation brought from various points, and who are
above the average in musical ability. W t also have a number of
men who arc artists upon iheir particular instrument.
"We have a large casino theater, seating capacily 2,600, given
over to various entertainments. We also have a bowling alley, con-
sisting of four regulation alleys, a shooting gallery and a large
and very handsome merry-go-round.
"F.very Saturday and Sunday afteniooii there is a game of base-
ball between well known clubs.
"At a large pavilion conducted by Omaha's most famous caterer
everything in his line can be obtained, and all arc served in the
very best style. The pavilion will scat several hundred people and
the building is so situated upon the shore of the lake that its pa-
trons have a view of the water and can also enjoy the music of
the band.
".\fler the close of the summer sea.son and during the football
season we endeavor lo have a game of football at the lake every
Saturday afternoon. These have proved an attraction and have
lecn liberally patronized. The average attendance during the
months of June, July and /Xugusl, 1901. was about 2,000 per day.
The Sunday crowds of course arc larger, and during the past
season we handled on our heaviest day aliout 20,000 people. This
number was increased aliout 10,000 by those who went to the park
by conveyance other than the cars, people from the surrounding
country who drove and also a large minibcr from the cities who
(trove in their carriages.
■'We arc constantly improving the lake. .V large steam dredge
is in operation, dredging new channels and protecting and beauti-
fying this Ixidy of water, which is the only lake of any size situated
near the tri-cities of Omaha. South Omaha and Council Bluffs.
"Little effort has been made to have the place patronized during
the winter months. In this country there are so many places where
people can skate that we do not feel it would pay us lo run a service
for this purpose. We have erected a large ice house of a capacity
of 2,000 tons and put up ice for the use of the caterer during the
summer months, and there is every prospect that the ice business
at the lake can be made very remunerative. We have just com-
pleted the erection of a large boat house for the protection of our
flotilla during the winter months, .\fter the season closes we take
all the fleet from the water, including rliout too row boats, and
they are stored properly in the building and repaired and painted
for next season's use."
BINGIIAMTON. N. V.
The liinghamton Railway Co. has for several years operated
pleasure resorts and now has two parks on ils line: the Casino, at
Endicott, eight miles from the cenler of Binghamton, and Ross
Park, which is only one and one-half miles from the center of the
city, both of which are under the management of Mr. J. P. E. Clark,
Jan. 20. 1903.)
STREET RAILWAY RE\TEW.
25
general manager of the company. At these parks ihe most renuiner-
alive class of entertainment has been vaudeville. Other attractions
provided at the parks inclndc fireworks, daily band concerts, riding
galleries and numerous special features.
This company is, we believe, the pioneer in giving vaudeville en-
tertainments in |>arks as a means of stimulating street railway
traffic, having followed this practice since 1890. Mr. Clark, has
always taken a deep interest in this subject, on which he is recog-
nized as an authority; many will recall ihe article on "Parks and
Free Entertainments as a Means of Stimulating Street Railway
Traflic." by Mr. Clark, which was published in the "Review" for
.\pril. i8q9, page 228, and has been frequently quoted.
In that article the methods then pursued by the Hiughamton
Railway Co. were outlined, and there has since been no change
m policy. The company advocates parks for operation in con-
junction with street railways, "and the management is firmly con-
vinced that the park should be opera'.ed by the railway company.
It is considered eminently imporlaut that .street railway parks shall
be operated in a manner not to offend the most fastidious, catering
especially to ladies and children; this necessitates the utmost re-
spectability and the entire absence of all iiuoxicating drinks.
GRAND RAPIDS, MICH.
The Grand Rapids Railway Co. operates two parks called Reed's
Lake Park and North Park. The former is operated by the rail-
»vay company under the supervision of Mr. G. S. Johnson, vice-
president and general manager of the company, and North Park is
leased to Messrs. Zindel & Hart. In regard to the operation of the
parks Mr. Johnson says :
"The two parks are entirely dilTerent in character and are located
in opposite directions from the center of the city, each being about
four miles from the center. Reed's Lake is southeast, and North
Park is northwest of the city. The city also owns a park called the
John Ball Park, covering 100 acres of timbered hills, laid out with
flower gardens and drives and containing small streams, fish ponds,
cages of animals and a large deer park. The railway company ad-
vertises these places under the name of "The Big Three." An
agent is kept traveling through the towns within a raJius of 100
miles from Grand Rapids during Ihe whole summer, distributing
pictures of the places of anuisement and other advertising matter.
[Hisling bills for the theater at Reed's Lake and organizing excur-
sions. The company finds this advertising service very satisfactory.
"North Park comprises aboiu 16 acres and is located on ilie b:nil<
Ireslimem stands, a handsome dining ruum, kitchens, etc. On the
second fioor is one of the finest dancing floors to be found in use
anywhere, with cloak rooms, promenades and every convenience re-
quired. .\t the river a good boat livery is maintained and it is
well patronized. This park also receives a good deal of benefit from
the elk and deer parks of the Soldiers' Home, which adjoin the
company's grove.
"Reed's Lake is altoijelher a dilTereiil place and is operated on
ililTerenI plans. Here :i l.ii'se tlie;iler is maiiilained during llie
I'll.. A l.R.VN'l) K.M'IDS. MR II.. PU.NU (.KollNli
.\oK in l'.\KI\.
whole sunniKT. No admission is eluiiKed to the grounds or the
theater, but a revenue is derived from the sale of seats in the
theater and although people may stand and see the show nearly as
well as in ihe seats, the seals are well occupied at prices of 10 cents
for lun-eservcd to 25 cents for reserved seats. Seat tickets may be
purchased at the box office in the theater or at an agency down town.
The refreshment privileges arc leased and a fair rcveiuie obtained
therefrom. No intoxicating liquor is sold by the company or al-
lowed to he sold on its grounds cither at North Park or Reed's
Lake. Beer gardens are operated by other parties at Reed's T-ake
near ihe railw.iy company's resort. Iinl those who attend Ihe theater
. .: -* " ., -■"■'"-,%l'
■- . At'
^ " "'"' '"••
^^^B ^^J^to.^ ^.» . rTn-..T-Kn ;tvI m
SI I"^^^SS
mif^mim ^}^m^^'^^
1^- . ^ __ B_ .^
KKl. 3 I.KANIl KAIMDS. MICH.. DKIVKWAV IN JilllN IIAI.I. I'AKK.
of the Grand River near the Michigan Soldiert' Home and Ihe Stale
Fair Grounds. 'Hie river Is very pretty at this point and is about
600 fl. wide. The Grand Rapids Boat and Canoe Club has its club
honie there and the Consolidaled Sportsmen's Association also has
fine Kroiinds and a club house near by. The company owns a
pavilion that cost about $15,000, which it leases to a firm of caterers.
On the first floor of Ihe building are soda fountains, lunch and rc-
or other ainusenienls or ride on the sleaniers lliat ply the lake need
no! be afTected in any way by these placA or llieir patrons.
"Of course ibis resorl being on the shore of a very prelly lake
allows nnlimilrd facilities for the operation of small boats of all
kinds anil there arc two large size steamers which run there all
summer. On the company's grounds there arc merry-go-rounds,
shooting galleries, photographic outfits, cane racks and similar
26
STREET KAILVVAY REVIEW.
[Vol. XIII, No. i.
anitiscmciits in considerable iiiiiiiIkts. This winter a fignrc-8 roller
tohogK=>'> slide is being con.strncted on tlie premises.
"On account of a village of considerable size being located near
the ends of the car lines which rnn to these resorts a lO-niinutc car
service is maintained the year around and extra cars are used as
the traffic requires. The company is so situated that it can send
one cir a minute from the center of the city to either of these re-
sorts and can operate the cars with or without trailers, thereby
handling many thousands of people within a very short period. As
many as 10,000 people have visited Reed's Lake Park at one time
and 20.000 or more during a holiday. As many as 20,000 people
swinging two hundred at one time. VVc have a check room for
taking care of the baskets of picnickers and an attendant in charge
of a large gasoline stove, with alxnit one and one-half dozen coffee
pots of different sizes, who makes cofT<;c for the picnic parlies free
of charge, the parties furnishing their own coffee and the attendant
doing the rest.
"The results of operating the park luring the season of 1Q02
were entirely satisfactory, .md the indicitions are that the patron-
age for the season of igoj will l>e materially larger than during
the season of 1902. .\t the end of the same line where the com-
pany's park is located the city has acquired 115 acres for a public
1 11.. S-1;RAND rapids, MICH., roller To1Hph..\.\. KhtU'S LAKK.
have been carried to North Park and the Fair Grounds in a day,
and from 10,000 to 15,000 to John Ball Park. The summer resort
business is consequently, during its season, a very important feature
in the company's operations and everything possible within reason
is being done to increase it. The company has found this branch of
its business to be a very gratifying success."
park, and wc anticipate that as the city makes improvements on
its paiJ< wc will be able to derive a good revenue from that source
also."
EVANSVILLE, IND.
Late in igoi the Evansville Electric Railway Co. built an ex-
tension to some high land west of the city, the terminus of the
new line being about four miles from the center of the city. At
this point the Indiana .\mnsemcnt Co., a subsidiary company
which the railway company controls through stock ownership,
acquired to acres of rolling woodland and erected buildings suit-
able for an outdoor pleasure resort. The manager of the Indiana
Amusement Co. is Mr. H. D. Moran, general manager of the rail-
way company. Concerning the equipment of the park, Mr. Moran
writes as follows:
"We have a covered stage, no roof over the auditorium, tlie nat-
ural forest trees furnishing shade at any time
of day the entertainments arc in progress. The
slope of the land is about the same as the
slope given the auditorium of a theater, and
the stage and auditorium are surrounded by
lattice work, so constructed as not to interfere
with the free circulation of air, but to obstruct
the view of persons outside the enclosure
For admission to the vaudeville performances,
which we give afternoon and night, we make
a charge of 10 cents for an ordinary seat and
15 cents for a reserved seat, the idea beinn
to make the show pay for itself. We also
operate a merry-go-round, for which we make
the usual charge of 5 cents. We lease the
privilege of selling light refreshments, such
as soda water, ice cream, lemonade, popcorn,
peanuts, etc. The sale of intoxicants upon the
premises is prohibited, and owing to favorable conditions wc have
been able to jirevent the sale of liquors at any point within the
distance of a half mile from our park. The absence of intoxicants
appeals very .strongly .to a certain class of people, and the park
immediately became a favorite place for outdoor family gatherings.
"In addition to the two paid attractions, we provide free two
orchestrian concerts per day, and a free library and reading room,
stocked with about two hundred books and magazines. We main-
tain a small zoo and an aviary stocked with about one hundred
foreign birds; also free swings for the children (which, by the
way, are well patronized by the older people), having a capacity for
SAN ANTONIO, TEX.
The San .Vntonio Traction Co. has a base ball park, but does
not operate any pleasure resort. There are two city parks on the
lines of the company.
BERLIN, X. il.
The Berlin Street Railway Co. owns a park of some 40 acres
ab<.Hit half of which is cleared and half wood land, and has at
present a casino 45 x 70. ft. which it is the intention to keep open
all winter. This resort is known as Cascade Park and is Ij-j miles
from Berlin and four miles from Gorham. The road was only
opened for operation la.st fall, so that the company has been unable,
as yet, to carry out all its plans for improving the park. Mr. W. J.
Jones, manager of the company, writes us as follows concerning the
FIG. 6-GRAND RAPIDS, MICH.. SHORE VIEW, REED'S LAKE.
plans for the park: "The park has a natural anii)hithcatcr which
wc intend to utilize for a rustic theater and a grand stand for rac-
ing and ball games and also to l.iy out tennis court, croquet grounds,
which latter will be on a higher level than the ball ground and race
course. W'e have at the present time a casino 45 x 70, and which
wc intend to keep open this winter. We arc well equipped with afl
the necssary utensils to .serve banquets, which will be served on
the third floor, the second floor being used for a ball room and the
basement for kitchen, lunch counters, toilets and Ixiiler room. There
is a small sheet of- water which wc intend to open or clear off for
skating purposes, and if this is not large enough we can flood the
Jan. 20. 1903.]
STREET RAILWAY RIA'IRW.
27
lower level and make a lake ot eight acres. This park is absolutely
the only outlet for the people here unless they travel to Portland,
a distance of 100 miles, and they are of a class that patronize such
amusements as we can offer. The ride over the entire distance,
eight miles, is one of the most attractive that I know of, as we
are in view of the Androscoggin River for the entire distance and
have the Presidential Range of mountains on our right and lesser
mountains and hills on our left, going south."
ST. LOUIS.
The St. Louis & Suburban Railway Co. has located on its line.
"Suburban Garden, " some scenes in which were illustrated in thi-
"Rcview" for March, 1902, page 157. This resort is owned ati<l
operated by the Suburban Garden .\nuisement Co., of which Mr.
T. M. Jenkins, general manager of the railway company, is presi-
dent and general manager. The park is about 25 minutes' ride
from the center of St. Louis and the improvements include a theater
with a capacity for 2.000 persons, scenic railway, electric fountain,
merry-go-round, ostrich farm, baby rack, shooting gallery, cane
rack and band stand. In addition there is an excellent cafe and a
point is made of band concerts. Mr. Jenkins advises us that higli
class vaudeville has proved to be the most remunerative theatrical
attraction. The road to the garden is along a private right of way
which is known throughout the county for its picturesque scenery.
B.\LTIMORE, MD.
The United Railways & Electric Co., of Baltimore. The com
pany owns and operates two pleasure resorts, which were described
al some length in the "Review" for .Xu.eiust, IQOI. They are both
under the management of Col. Robert Hough. Lakeside Park is
located four miles north of the city and Gwynn Oak Park si.^c miles
northwest. .•\t the latter is an open-air theater and at Lakeside
Park dancing, merry-go-rounds and similar attractions have been
mo.st satisfactory. This is a popular resort for picnic parties. At
Gwynn Oak there is what is considered the finest dancing pavillion
in the state and free vaudeville entertainments, balloon ascensions,
high wire performance, etc., have been most satisfactory in attract-
ing crowds.
WOODSTOCK, ONT.
The Woodstock. Thames Valley & Ingersoll Electric Railway Co..
of Woodstock. Onl., owns and operates Fairmount Park, located
five miles from Woodstock. The resort is nudtr the management
y\i..- (.KAMI KAIMDS. Ml( II.. KA.MON.X AlllilTnH II M. KKKK ^^
I.AKK.
of Mr. Thomas Walsh, who reports that a stock company theater
has l>een the mo-it remunerative anri sali'ifaclory park allraction.
The theater at this park has a capacity for ftoo persons.
Tht
Park.
AUSTIN, TEX.
Austin (Tex.) Electric Railway Co, owns and operates Hyde
2'/, miles north of the city, which is managed by Mr. E. E.
Scovill. supeiinuiulenl of ilic railway cunipany. The experience
of the conipLiny with lliis park, at which there is a theater that
will accommodate 1,100 people,, has been extremely unsatisfactory,
and Mr. Scovill writes us that nearly everything in the way of
attractions has been tried without results. No entertainments
can be given at the park on Sunday because it is in close proximity
to a church. It is very prulwble that the theater and other build-
ings al Hyde Park will be removed to ibc grounds of the Austin
FIC. s (,KAN1) RA1>1I>S, MILII,. RAMONA AT NIGHT, KKKHS LAKE
Fair .Association, which would dluiaU- llu- diflicnlly diif u> Iho un-
favorable local inn.
NEW ORLEANS.
The New Orleans Railways Co. has three pleasure parks known
respectively as .'Xthlelic Park, Rase Ball Park and West End. wliicli
last is a lake resort about six miles from the center of New Orleans,
the other two each being about three miles from the center of the
city. Athletic Park is leased to the Orpheum-Athletic Park Co.,
C. E. Bray, manager; Base Ball Park is leased to the Base Ball
.Association, Abner Powell, manager; West End is operated by the
Railways company and is in charge of Mr. John G. Woods, general
manager of the railroad departmenl. The entertainments last sea-
son were as follows: Light opera at .Athletic Park, which is tlie
only one having a theater; Imse ball, foot ball and all other kinds
of outdoor sports at Base Ball Park ; band concerts and variety
specialties al West lind. West l''.nd is on the shore of Lake Pont-
cbarlrain, which is some 25 miles wide, and has the best of facili-
lies for boating, fishing and yachling. The resort is also made
|iii|inl.ir liy llie excellent vesl.-iurani accoinniodalions.
la, I'A.'^O, ri'.N.
Wasliinglnn I'ark, Icn-.iliil .ihcuil iliii-e miles Iroiu El Paso, nii
llu- line of llie l'"l I'aso ICIeclric Railway Co., is opernled by the
I'.unne .Athletic .Association, J, II. I'.oune being the manager of llie
park. Last sinnnier Ihealrical ciiU rl.iiniiienis were given, a leiil
serving as the auditorium.
MinOLETOWN. CONN,
I 111 ,\liildUlown Street Railway Co. owns and operates Lake
View Park, some three miles from the city, the park manager being
Charles II, Chapman, superintendent of the railway company, .At
ihe park is a ihealer which will accommodate 700 people, and Mr
(hapman slates ihal vaudeville is the inosl reiniineralive atlraclion
In Ibis connection he also slates thai Ihe company finds it greatly
In its advantage lo be in a ihealrical park circnil which, by giving
Ihe ihealrical performers a whole season's work under one manage-
ment pcrmils Ihe difTerenI |iarks forming the circuit lo rcali/c large
savings, the performers being willing lo accept smaller sal.irics when
their contracts arc for 12 weeks instead of one. Billiard and pool
tables, a half mile track, dancing pavillion and facililics for boating
are also found at this resort.
28
stri-:i:t railway review.
[Vol. XIII, No. i.
PIECE WORK.
.■\ |Ki|Hi •'II iliis siilijoct was recently read before llic Canailiaii
Electrical Ouli by Mr. tins Girotix, mechanical inspector of llie Can-
adian Pacific Ry.. in which the antlior lakes the grounil that Ih'.' day
system iloes not offer Mifticicnt incentive to the working man. So
long as it is oidy a matter of pntting in a certain nnmher of hours
daily at a fixeil rale it is easily seen that the average man will hardly
he liktly to exert himself to become expert in any particular branch.
The worker under the <lay system frequently does not care about
I lie I'cxt job he is to get and will stand idle until the foreman gives
him another job, for he reasons that this is the foreman's business
1,1(1 is what he is paid for. Insomc instances a man will askfora job,
and the foreman, not having one ready at the moment, will often, in
ihe rush of work, give him something to do that will necessitate
making a complete change that might have been avoided had this
been planned beforehand and work been given the man that was
idaoi'.d to his previous arrangements.
The introduction of the piece work system frequently makes a
complete change in the whole atmosphere of the shop for the reason
that old practices arc hard to change when the workmen have been
accustomed to the ^ay system. Most workmen are inclined to be
more or^ less suspicious or prejudiced against any new or modern
sy>'cm, and anything lacking in the proper management of the sys-
tem will be at once charged .ngainst the- system instead of against
the management. The. author, quotes some striking examples of
nniliisJ merest which w«^c the <^Ucom-; of introducing the piece
Work f\slem! One case mentioned was that in which a planer hand
came to his foreman after working piece for a short time and
showed that a certain casting had too much stock to plane off.
He snsjsoslcd having the pattern altered so that it would make just
as good a job and a larger number of castings could be put through
the pUiner .iaily. The pattern was altered, the planing was done in
less time and the man's w.agcs consequently increased. The com-
pany bcncfiltd by the smaller cost in castings, the increase in the
oiUpul of the machine and the largely reduced cost of production.
The .luthor doubts if under the day .system the man would have
said anyli.irg at out the mat' T.
It is wry desirable that •,v:.tn tbe piece work system is introduc-. i
the preliminaries be carefully looked into so as to avoid further
changes after it is in force. The system should not only have the
suppo.i of the shop manager, but of the superior officers, and time
and consideration should he given to study every operation in detail.
It will frequently be necessary to instruct the men as to how to im-
prove their manner of doing work, for men who have been accus-
tomed to doing their work in their own way and time under the day
system do not generally believe they can improve and do work in
less time.
A very important point is that of basing rates, not on what
the job has cost under the day system, but on what it is worth, and
it should not be forgotten" that those who have had experience at
handling piece work on certain systems and have generally found
that the time can be greatly reduced from what it was under the
day system. When the shop changes from day to piece work system
it shouldbe put into the hands of a thoroughly competent man who
should devote his time to improve shop facilities and instruct and
help the foreman and men, preparing all necessary data concerning
ihc proper rate of pay for each operation so that it can be presented
for approval to the proper authorities. To accomplish this the shop
should be put on the slip system and checked up each day for three
or four months so as to arrive at a fair average. Proper consider-
ation must be given to men who do vise or erecting work and those
running machines, for the reason that in the first case il is nmscular
work, while in the latter, the greater part of the work is done by
Ihe machine.
The author believes that if rates were adopted after due consider-
ation by a hoard, and this board were held responsible for the rates
there should be little or no necessity for future cutting. If such
necessity should arise full particulars should be submitted and the
rate approved by higher authority. No foreman under the day
...ysicm would think of raising the men's wages without giving full
particulars and having it approved by higher authority, and the same
rule should be followed in raising or lowering piece work prices,
ihe method of time keeping should also be carefully considered and
the time kepi in such a way that il can be easily checked. Il should
be made uii iii harmony with Ihe piece work and show the total
wages i.f r;it-li man at any time.
A HOPEFUL VIEW.
I lie .Sew \ork .Sun at ihe beginning ol the new year submitted
a number of questions lo many prominent business men inviting
their opinions as to the coininercial and linanciel situation, the out-
look for a continuation of the present condition of prosperity and
the measures which should be adopted to prevent a recurrence of
bad times.
The Sun's questions were submitted to the Hon. W. Caryl Ely,
presiilem of the Inlernational Railway Co.. of Buffalo, N. 'V., and
his reply is of more than passing interest. Mr. Ely said:
"I do not see any reason to apprehend that the prosperity of Ihe
country in general or in the lines with which I am especially famil-
iar is slackening, but in the fair consideration of this question due
regard should be liad to t,hc results always flowing from over-
building and over-production. If the present situation is wisely
handled, the prosperity of the country in general should continue
for a number of years.
"I consider that the chief business danger immediately before us
is the seemingly universal desire to get rich quick. This encourages
the gambling instinct at the expense of painstaking labor and hon-
est thrift. The consequent evils, speaking in a business sense, arc
the general overdoing of things, over-building, over-production,
over-capitalization and over-speculation, from which, if unchecked,
must flow a long train of attendant evils.
"The tendencies in business life at present most to be encouraged
would seem to be the seeking of broader markets for better things
more cheaply producc<l.
"I consider the money supply of the country adequate lo its legiti-
mate needs.
"I consider the Canadian system of banking on the whole superior
to our own, but one must admit that our own is at present very
safe and very secure, and as it would- seem that all must concede
that the system of branch banking along the Canadian lines is not
possible in this country at this time, the changes to be made in our
system should be few and conservative. Changes which would
facilitate the actual doing of the business of banking, and tend to
make government moneys available for the purposes of business,
would seem most desirable.
"The tariff, generally speaking, needs revision, but we want no
horizontal reduction and no hasty, ill-conceived political attacks
upon the tariff. .\ careful investigation should be made by a wisely
selected commission, and such reductions should be made in over-
protected industries as will bring customs receipts down to the level
of government revenue requirements and remedy existing inequali-
ties. It should always be remembered that the tariff is a business
question, going deeper and deeper every day lo the root of business
prosperity, and not to be permitted by the people to be tampered
with by indiscreet and ill-advised persons for political purposes.
"The export trade of the country should increase during the com-
ing year over that of the present year.",
* »»
INTERURBAN FREIGHT AND EXPRESS
TRAFFIC.
The freight and express business of the Rockford (111.) & Inter-
urban Railway Co. on the line between Rockford and Relvidere is
increasing at a rate that is exceedingly gratifying lo the company.
The service was inaugurated several months ago under the direc-
tion of Mr. J. II. Groneman. general passenger and express agent
of the company. The express car makes two or three trips daily
and handles a large amount of material for the Rockford Wood-
working Co. consigned to the sewing machine factory at Belvi-
dcre. An average of one ton of meat is carried into Belvidere
daily besides a large amount of beer, apples, l>ananas, milk, etc.
A freight house has been erected on Fourteenth .\ve., Rockford,
where the factory shipments are received.
. « I »
The Georgetown & Lexington Railway Co., of Lexington, Ky.,
has put up waiting stations at convenient points along the lines.
J.V.N. JO. 1903.]
STREET RAILWAY REVIEW.
29
Report on Chicago Street Railways,
Report of B. J. Arnold on the Engineering and Operating Features of the Chicago Transportation Problem
Submitted to the Committee on Local Transportation of the Chicago City Council.
May 26, 19OJ. the city council ot Cilicago passed an ordinance
authorizing a contract with B. J. .Arnold for his services in advising
the council committee on local transportation and July 19, 1902, a
contract was executed in accordance with the ordinance. The serv-
ices Mr. Arnold agreed to render were defined as follows :
Such services as may be required by the local transportation com-
mittee of the city council, as expert engineer so far as may be neces-
sary in procuring information and furnishing estimates, designs,
plans, appraisals and opinions in all matters connected with the
e.xisting or possible traction companies, and in the preparation of a
general report for said committee wi relation to the cost of operation
and earnings of any traction company or traction companies, the
capitalization of existing companies, all -financial and scientific facts,
theoretical and practical matters and statistics in relation to the
same for the accomplishment of the following results :
(a) To make a valuation of present plants ;
(b) To make estimate of cost of prodiiction of new system ade-
quate to serve the public and designed along the lines of the best
practice in vogue ;
(c) To make estimate of net earnings to be derived from the
operation of such new system based on present business, with esti-
mate of probable increase in business in periods of five years formu-
lated from past performances, from which rates of compensation or
adjustment of rates of fares can be computed;
(d) To make estimate of passengers carried during different
hours of the day for the purpose of compiiting compensation;
(e) To make a report, based upon the best information he can
secure, on rates of wages paid and rules and regulations under which
employes are at present working, with recommendations for changes
or concessions which it would be practicable for the companies to
make should a demand for changes or concessions be made and
the matter be brought before the committee, and for the use of the
committee should it desire to embody in its report lo the coinicil
any material on this question ;
(f) To submit a design for rails for future use which will best
protect the street pavement, and which will be practicable for the
operation of cars under Chicago conditions, presenting arguments
supporting such design and also presenting draft of rails adopted
in other cities after investigation by municipal authorities, such
investigations being brought about from similar causes as obtain
in Chicago;
(g) To report on the feasibility and desirability of an under-
ground conduit system in the down-town district, and on all trunk
lines, within prescribed limits, with proper arrangements for trans-
ferring from underground to overhead trolley and vice versa with-
out any disarrangement of the required headway of cars in either
trunk or branch lines ;
(h) To estimate the cost of constructing and operating a conduit
system : ■
(i) To re-route the present lines outside of the business district
so as to obtain in the best manner the very best transportation facili-
ties lo the patrons of such lines, maps to be prei>ared which will
graphically display the re-routing ;
(]) To make statements showing wherein the present system is
inadequate, the causes for it, the maximum capacity of the present
terminals in the business center ;
(k) To furnish maps showing the present arrangements of ter-
minal facilities in the business center and recommendations for a
rearrangement of facilities to best serve the purposes, and showing
tracks which it would be advisable lo abandon, and tracks necessary
lo construct, eliminating grade crossings and provide for the
operation of through lines between the north and south sides of the
cily through the business center and in conjunction with the loop
terminals from all divisions;
fl) To furnish preliminary plans for a system of subways in the
business center, which, coupled with the surface .system of terminal
facilities or operated independently and without such surface sys-
tem, will adequately accommodate the traveling public, provide for
an increase of traflie in the years to come, relieve the congested
condition and create a much larger area available for use by all lines
of business ; these plans to show a feasible disposition of all exist-
ing underground improvements, so disposed of as to permit of easy
access for future repairs, renewals and reinforcements without dis-
turbing the street surface ;
(m) To show the necessity for and tlic entire practical>ility of the
abandonment of the practice of operating cars in trains and sul)sli-
tuting therefor single cars ;
(n) To report on a universal system of transfers;
(o) To stand in readiness to attend personally or by a conipctenl
representative any meetings of the committee at all times ;
(p) To verbally report on any question arising, not covered in
the foregoing and pertaining to transportation and construction mat-
ters, and to act as engineer in a consulting and advisory capacity
when any question may come before the committee or be siibmitlcil
to it during the continuance of this contract ;
(<l) To make an estimate of the value of all lines the franchises
of which do not expire in 1903;
(r) To report on the relative merit of through routes as against
downtown terminals ; '
(s) To report on joint use of tracks wlKuuver such joint use
may be necessary in his judgment ;
(t)- To report on the feasibility and cost of transforniiug the
present cable lines into underground electric systems ;
(u) To report on the rearrangement of the Union Loop;
(v) To report on a plan for the prevention of electrolysis;
(w) To provide an estimate for laying cement roadbed for street
car tracks and report on the advisability thereof.
In transmitting his report, Mr. .Arnold .said:
"The situation has been thoroughly canvassed. The operating
statistics of the Chicago City Kailvvay Co. and the Chicago Union
Traction Co. have been willingly submitted, and an exhaustive study
of them has been made. All facilities have been extended to nic by
the officials and departmental heads of these companies, and the
officials of the several elevated railroad companies, as well as the
several companies controlling the underground utilities, all of whom
have very kindly, and with considerable trouble to themselves, fur-
nished me with the data required in my investigation. The officials
of several railway companies operating roads in other cities have
courteously furnished me with valuable statistics.
"All recorded information contained in the several bureaus of the
cily government and the personal knowledge on all subjects pertain-
ing to the transportation matter possessed Iiy the several bureau
chiefs has been freely placed at n-.y disposal, for all of which assist-
ance rendered and courtesies extended 1 desire al ihis lime In
express my thanks and appreciation.
"I have not assumed it my place to lake sides in the reiiorl oiic
way or the other on questions of municipal policy concerning which
ihere may be difTcrences of opinion, except where the questions are
in Iheir nature clearly engineering or transportation questions. The
franchise policy of the city with reference to these mailers 1 have
conceived lo be outside of my province. The plans for a compre
hensivc system of street railways suited lo the needs of ihe cotu-
munily as set forth in the report would he Ihe same whether the
system be owned and operated by a private corporation, or owned
and operated by the city, or owned by the cily and operated by a
private corporation under lease. So far as engineering features
alone arc concerned, it is immalrrial whether the subway systems
as outlined be owned by the city <>r by a private corporation.
"In connection with my investigation of this problem I have con-
sidered many plans, such as movable sidewalks, elevated sidewalks,
sub-sidewalk railways, and elevated structures for carrying railways,
pedestrians, and Ihe present underground ulililies, some of whirh
plans originated with me and some with others, but after a careful
study of Ihe silnation the magriilude of the problem as evidenced
by the great nimibcr of i)assengcrs which must be taken in and oul
of Ihe business district in very short periods of lime, night and
Jak. 20, 1903.]
STREET RAILWAY REVIEW
31
morning, has forced me to abandon some of my preconceived ideas,
and it is my opinion that a full realization on the part of others of
the exact conditions which must govern a comprehensive solution
of this problem would show the advocates of the other plans the
inadvisability of their adoption. It is possible, however, that some
of the suggestions relating to super-surface structures may some
day prove advisable to adopt in Chicago, but probably not until the
capacities of the systems recommended in this report, or other
similar systems, have been reached.
"The question of the utilization of the water power of the Sanitary
District Canal for generating electricity and transmitting it to Chi-
cago for the operation of its street railways has also been considered,
but inasmuch as a decision regarding it need not be r^ade at pres-
ent, and from the further fact that the question was not involved in
my commission, I have not submitted a discussion of it.
"I have endeavored to outline not only one plan but several plans.
some of which if adopted would give to the citizens of Chicago the
best surface railway transportation facilities capable of attainment
under the conditions. These facilities cannot be attained at once,
and the transition will probably be gradual. In order to make it
possible to get immediate relief a plan of surface tracks, which
could ultimately become a part of a combined system, has been out-
lined. This plan provides for ample facilities on the surface for
the present needs, permits of through traffic between all divisions
with the joint use of tracks, and makes it possible to immediately
abandon the river tunnels for street car purposes, thereby permit-
ting the river channel to be immediately deepened for the accom-
modation of lake traffic, and portions of the tunnels to be still re-
tained for future subway uses.
"In closing, I desire to acknowledge the valuable assistance ren-
dered me by Messrs. Charles V. Weston, C. E., .\ugu.stinc W.
Wright, C. E., Oren Root. Jr., and George C. Sikcs in the prepara-
tion of this report, and to thank the respective office forces of Mr.
Weston and myself for faithful and efficient services rendered."
SUMM.ARY OF CONCLUSIONS .\ND REC0MMEN1).\TI0NS.
I. The Onc-City-One-Fare Idea.
Chicago, with respect to transportation as well as other things,
should be regarded as one city, not three. Divisional lines ought to
be obliterated, as far as possible. A street car passenger should be
carried over the most direct route between any two points within
the city limits for a single fare. Complete unification of ownership
and management is the best plan for realizing the onc-city-one-farc
idea. The same end can be accomplished, however, but in a less
satisfactory manner, under divisional ownership, by a plan of through
routing of cars, joint use of tracks and interchangeable transfers.
To a still less satisfactory degree the same end can be accomplished
by the interchange of transfers between companies without joint
use of tracks.
II. The Through Route Principle.
Routes through the business district ought to be substituted for
down-town terminals, wherever possible. Outside the business dis-
trict, too, the best results would follow from connecting the de-
tached lines now found on several streets, and operating cars over
such lines from end to end on the through route principle.
III. Subways.
A system of subways should be, and eventually must be, built to
accommodate the street car traffic of Chicago and relieve the street
surface congestion in the business district. Galleries should be pro-
vided in connection with such subways for the accommo<lation of
present and future underground utilities. Two subway plans are
outlined in the report. One plan, referred to as Subw.iy Plan No.
I, shown on map No. 11, calls for three north and south subways,
from 14th St. on the south to Indiana Si. on the north, anri two
•iibways entering the business district from the West .Siilc, utiliz-
ing the present Van Buren and Washington St. tunnels and looping
back at Clark St. This is a system of high level subways throughout,
with no dips. (The high level subway is shown in cross section in
the upper part of Plate No. 9.) lis estimated cos» is $|6,000,(X)0.
The other subway plan, known as Plan No. 2, shown on m.ip No. 5,
calls for practically the same north and south high level subways in
combination with three or more low level subways from the West
Side passing under the north and south subways and reaching Mich-
igan Ave., and should future developments warrent, under Lake
Front Park as far as it may be extended. (The deep level subway
is shown in transverse section on Plate No. 9.) The low level sub-
ways would require the use of elevators. The estimated cost of
subways built according to this plan is $20,000,000. Plan No. 2 is
recommended as best for the city from an engineering and trans-
portation point of view, but in case this plan is deemed inadvisable
for business or other reasons a system of single-decked high level
subways, as outlined in Plan No. i, can be constructed, which will
to a large extent accomplish the results. No subways should bo
built in such a manner as to preclude the operation of cars througli
them on the through route principle. Under either of the plans as
outlined, the whole system of- subways need not necessarily be con-
structed at once. One or more of the subways could be built at a
time, and utilized separately, but with a view to their ultimately
forming a part of a comprehensive system. The subway plans as
submitted do not necessarily call for the removel of all tracks from
the street surface in the business district, and Subway Plan No. i
necessitates some surface loops. Under either plan there could be a
street surface system connecting the depots and designed to accom-
modate short haul traffic in the business district. Under Plan No. 2
there could also be a low level subway system for connecting all
depots, and by using it in connection with this subway all tracks
could be kept off from the surface of the streets in the business dis-
trict for some years to come.
IV. The Present River Tunnels.
It is inadvisable to attempt to lower the present river tunnels and
at the same time retain them for surface railway use, for the reason
that lowering the tunnels to a sufficient depth to accommodate future
river traffic would involve extending the tunnel approaches at least
a block further into the business district. In the interest of naviga-
tion, therefore, the tops of the tunnels ought to be promptly removed,
leaving the lower parts of one or perhaps two of the tunnels for
utilization later as parts of a future subway system.
V. Plan for ,1 Unified Combined .Surface and Siilnvny Street Rail-
way System.
A plan is presented for a new, reorganized and unitied conibincd
surface and subway street railway system, comprising the lines of
the City Railway Co., the Union Traction Co., the Chicago General
Railway Co. and the Chicago Consolidated Traction Co. within the
city limits, the new lines necessary to properly connect the now dis-
connected parts of the system. The total single Inick mileage of this
system as outlined would be about "4.S miles, and its estimated
cost, if constructed new, with everything first-class throughout, but
' exclusive of subways, would lie $70,000,000. .'\(lding $20,000,000, the
cost of the subw.ays constructed according to Plan No. 2. would
make the total cost of the new system complete $90,000,000. Willi
Subway Plan No. i, instead of Subway Plan No. 2, the tnt.il cost
of the new unified system would be $85,800,000.
VI. Plans for Immediate Improvement of Terminals and Service.
Plans arc presented for the re-routing of surface terminals in the
business district, (i) under the present divisional ownership and
operation, (2) under the joint use of tracks in the business district
under divisional ownership, and (3) under unified ownership and
management. Immediate improvement of Chicago's local trans-
portation facilities may be effected by substituting electric for cable
power and routing cars according to any of the plans outlined, all
cars from the West and North sides to enter the business district
over bridges until such time as subways shall be oon^tructed.
VII. Electric Underground Conduit System.
The operation of cars in Chicago by the electric unilergniund
conduit system is practicable and feasible. Overhead trolley con
siruclion should be prohibited within the area bounded by I2tli Si.
on the south and the river on the north and west. Outside of llie
district named Ihe objections to the overhead trolley are esthetic
in nature, and it is for the city authorities to say,— after a balancing
of financial against esthetic considerations, — how much, if any,
imdergrouiid conduit construction shoultl lie reijiiired. The cost per-
milc of single track firack alone, ii. eluding feeilers), of electric
conduit ro;id conslrurlion would average $8i,.lofj for a system cover-
ing the city at large, but exclusive of the cost of power, rolling
32
STREET RAILWAY REVIEW.
(Vol. XIII, Nu. i.
stock anil jiaviiig. Conduit construction, outside of the business
district, should not exceed $70,000 per mile, but within the business
district the cost would be about $100,000 per mile, due to the
numerous curves, large amount of special work required and the
extra cost of labor, due to the congestion within the district in
which the work must be prosecuted. To either of the above figures
should he added the cost of paving, as follows: Brick, $12,630;
asphalt, $12,880; dressed granite, $18,400. Overhead trolley road
construction would cost $28,000 per mile of single track, using the
same weight of rail. It would ci>>t nearly as nuicli to convert the
Chicago cible into electric conduit roads as to build new electric
conduit roads.
VIII. Grooved Rails.
A grooved girder type of rail, of special design, is recommended
for well-paved streets upon which cars operate often enough to
properly clear the grove of dirt and ice. On outlying streets and
on poorly paved and poorly maintained streets the girder type of
rail should be maintained as lH>st for team traffic and the railway
companies.
I.\. Electrolysis.
The destruction of underground utilities from electrolysis is now
well in hand by the city, and if the present ordinance governing the
subject is enforced no serious difficulties may be anticipated from
this SO' rce, and when the underground conduit system is adopted
there should be no further injury from electrolysis in the area
served by the conduit system, because this system uses a complete
metallic circuit.
X. The Financial .Aspect of the One-City-One-Kare Plan.
A unified company could afford to conduct the transportation busi-
ness of Chicago on the basis of a single fare for a continuous ride
anywhere within the city limits. The present divisional companies,
by the interchange of transfers, could aflford to do the same thing,
provided they were properly protected against the fraudulent use of
transfers, but it would be at a somewhat greater cost to them-
selves, and with greater inconvenience to passengers, than would
be the case under unified nianagement.
XI. Growth of Population and Traffic in the Past and Estimates
as to the Future Increase of Street Car Traffic.
The population of Chicago has increased siiict its incorporation
in 1837 to 1902 at the rate of 8.6 per cent per year compounded, and
is now increasing at the rate of 7.7 per cent per year. For the
nine years from 1892 to 1901. inclusive, the number of revenue
passengers carried by the surface and elevated lines combined has
increased at the rate of 5 per cent per annum compounded. The
increase for the surface lines during the same period has been at
the rate of 1.5 per cent per year compoimded. The increase for the
combined surface and elevated lines from 1894 to 1901 inclusive, a
■)eriod of seven years, has been at the rate of 6.3 per cent per year
compounded. The increase for the surface lines alone during the
same period has been at the rate ol 3.9 per cent per year com-
pounded, and the increase for the elevated lines alone has been for
the .same period at the rate of 26 per cent per year compounded.
The population of Chicago has increased more rapidly than that of
any other city in the world, but it is improbable that this rate of
increase should continue indefinitely. Figures and curves are
presented showing the past growth of Chicago as compared with
other cities, also the future results if present rates of increase
should be maintained, but as this is improbable curves are shown
representing the increase in population and gross receipts that may
reasonably be expected for the combine:! surf.ice and elevated rail-
ways during the next fifty years.
Nil. Estimated Cost of Reproduction and Present \'ahie of Exist-
ing Plants.
The cost to reproduce the following properties complete with
new -onstruclion and equipinent throughout would be: Chicago
City Railway Co., about $17,200,000; Chicago Union Traction Co.
(not including the Consolidated Traction Co.). about $22,200,000.
The actual present v.J»e of the physical properties for electric rail-
way purposes of the'fcllowing companies, taking into consideration
the obsolete equipment and construction which must be discarded,
hut not taking into account any franchise rights or earning capacity
of the properties, is estiinated as follows: Chicago City Railway
Co., about $12,000,000; Chicago Union Traction Co. inot including
Consolidated Traction Co.), about $15,000,000.
.\II1. Need for Regulation of Team Traffic.
At the present time team traffic interferes with street cars to an
unwarrantable extent. A reasonable regulation of team traffic is
essential to the improvement of street car service.
XIV. The Union Elevated Loop Problem.
The junction points are the ultimate limiting factor of the
caiKicity of the Union Elevated loop. .At the present time, how-
ever, the platform stations are the limiting factor. The first and
simplest way to increase the caapcity of the loop is to lengthen the
platforms so that two trains can liiail and unload at a station at the
same time. When the capacity of the junction points is reached,
added facilities can be provided by building stub-end terminals just
outside the loop. The terminal Capacity of the loop could be in-
creased by dividing the loop into four smaller loops, but presumably
there would be pulilic objection to such a plan, because it would
involve encinnberiiig more down-town streets with elevated struc-
tures, anil it is therefore, not recommended. The ideal solution nf
the elevated loop problem would be to utilize the loop structure
as sections of through routes between the different sections of the
city.
PART I.— GENI;KAL DISCUSSION OF STREET RAILWAY
SYSTEMS AND CONDITIONS GOVERNING THEM.
Nearly all of the large cities of the United States are laid out
and developed on one of three distinctive plans, each plan requiring
a different general system of transportation routes to serve its
population.
First. — The peninsula plan, with water front on both sides, such
as that of New York City and San Francisco.
Second. — The valley plaji, with a river running through the cen-
ter, population and business district on both sides of the river, such
as Pittsburg.
Third. — The radiating plan, with terrilory on one side of the water
front, such as St. Louis, Boston, Brooklyn, and many other cities.
To the third plan Chicago belongs.
The peninsula and valley plans usually call for comparatively
small street railway track mileage, and great traffic density is found
on that mileage, together with large gross earnings per capita served,
per mile of track, and per car mile. For example, the elevated
and surface transportation systems of New York City, serving a
population of 2,050,000, earn about $13 per capita, with a track
mileage of 393 miles, and .that of San Francisco nearly $14 per
capita, with a mileage of 229 miles, serving a population of 350,000.
The radiating plan means greater street railway inileage for the
population served, with much smaller gross receipts per capita.
The Chicago surface and elevated lines, for exaitiple, earn less than
$10 per capita on a track mileage of 610 miles, serving a population
of two million, and the surface lines of St. Louis hardly ?8 per
capita on a track mileage of 361 miles, and serving a population of
750,000.
It can be easily seen how ditfercnt is the transfer problem in a
peninsula and valley city than from that of a radiating city. In the
former there may be a few long through lines with heavy traffic,
with many short cross-town feeder lines. The transfers in such
a city might mean no additional expense to the company, and little
or no complications. In a radiating city, on the contrary, there is a
large number of through trunk lines of great length, and many
cross-town lines, increasing in length as they are farther removed
from the point of radiation. On such a system long rides are
granted, and dishonesty in the use of transfers is easily possible,
with resultant great loss in earnings to the operating company.
Population and population density have an enormous influence on
street railway earnings and profits.
A knowledge of these differences in city plans, and their bearing
on the earnings of transportation companies, is so absolutely
essential to the proper understanding of the theory of conducting
transportation, that this brief explanation is deemed advisable.
While Chicago has been classed among those cities laid out on
the radiating plan, and, consequently, is one of those cities wherein
an ideal .system of transportation is difficult of attainment, an added
obstacle to such realization is found in the fact that the city is
divided into three divisions by the unfortunate course of the Chicago
River. From the earliest period in the developinent of the city
Dec. 20, 1902.]
STREET RAILWAY REVIEW.
33
down to the present time this water barrier has been the fixed con-
dition that has been recognized and deferred to. Town governments
were established on its lines ; it is the boundary line of wards
throughout its course; the water, gas and sewerage systems are
laid out with reference to it ; diagonal streets or avenues to the
business center arc determined by its course, it is primarily re-
sponsible for the congested condition of the business center, limit-
ing, as it does, by its movable bridges, the area to a little more than
a square mile; the manufacturing district has grown up along its
course, and naturally all lines of business that can be more profitably
conducted through contact with navigation have sought its frontage.
— all of which growth has so increased the value of the dock
frontage that the Chicago River, with its movable bridges, must
he considered as a permanent and fixed condition, — e.specially so
as the natural dockage of Chicago, the lake shore, is being con-
tinually and continuously appropriated for park and pleasure pur-
poses. Following out the divisional idea, forty-four years ago, when
the city had grown to such proportions that some method of trans-
portation was deemed necessary, street car companies were named,
. chartered and received grants in divisions, and to this mistake,
made in the infancy of the transportation business, can be traced the
primary cause for the present demand for a cliange in transportation
facilities. Chartering companies and granting privileges by divisions
to separate ownership not only saddled upon tiie people a multiplied
system of fares within the limits of the city, but made it impossible
lo traverse the small area in which the divisions converged without
payment of two fares. Ta this double fare in the business district
can mainly be charged all the extraordinary congested condition not
occasioned by the course of the river.
As population increased and additional territory was annexed
the owners of the divisional transportation companies were called
upon to extend their lines for the acconnnodation of the increase.
Naturally, each division ownership, not being in any manner inter-
ested in the operation of any other division, guarded its territory
jealously and laid out extensions and new lines with a view to
perpetuating the travel in each division over that division's lines
to the common center, there to take the lines of the other divisions.
When cross-town lines were inaugurated they were only cross-
division lines. As the diagonal avenues were laid out with reference
to the course of the river, they were confined to soine one division,
and when they were appropriated by the transportation companies
it was only for the acceleration of the movement of the residents
of each division to the common center.
As in the case of all cities laid out on the radiating plan, Chicago
has a common point where all lines of traffic concentrate and which
is the objective point of its population, conunonly designated as the
business center. This [joint was fixed and has grown up, by and
from the causes outlined above, and must be considered in a large
degree as governing the transportation situation.
It is true that as the area of the city grows and population in-
creases, new centers are created at different points in the separate
divisions, around which centers population masses, and there is a
growing demand for transportation between divisions without refer-
ence to the general down-town business center. This demand, which
did not exist in the infancy of 'he city when there was only one
business center, will continue lo grow as the city grows, and as
former residents of one division move to other divisions, and carry
with them the desire for communication with their former neigh-
l)ors.
Problems to Be Solved.
The problems to be solved in relation to transportation facilities
for the whole of Chicago and its suburbs are, thcrelore :
Kjrst.— To devise some method of operation which will relieve the
congestion of the overcrowded thoroughfares in the central portion,
or tHnincs« district, of the city and tend lo render available an
increased area in that district.
Second,— To furnish a more ready means of intercourse between
the separate divisions of the cily, through the business district and
outside such district.
Third.— To furnish a means of distributing passengers brought
in at the several railroad stations, for transferring them from one
station lo another, and to facilitate intercourse between diflTercnt
IKirlions of the business center.
Il is obvious lo the most casual observer that the primary cause
lor the existing unsatisfactory condition aiul iiiultipliod fares is
found in the diversity of ownership of the corporations ciiargcd
with furnishing transportation facilities.
A unification of ownership or a consolidation of management on
some basis is a condition which must be precedent to any really
satisfcictory and lasting solution of the problem, although an
equitable arrangement for the joint use of tracks would effect a
temporary solution, and probably result ultimately in unification.
Each of the divisional companies has given due attention in the
past to the securing of privileges to construct tracks in its own
division and in the down-town district — every concession granted
tending to perpetuate divisional operation. The idea has taken firm
hold on a large proportion of our citizens that Chicago should be
one large cily, in fact as well as in name, and rapid strides are
being made tending in the direction of eliminating the separate
town governments, taxing bodies, etc. It would scoiu, ihcrcforo,
that now is the lime to eliminate the divisional lines in its surface
transportation facilities, and all other considerations should be sub-
servient to the accomplishnieiit of this one feature, viz. ; One fare
within the city limits. Whether this be accomplished by universal
transfers between the separate companies at all junction and con-
necting points, or by the operation of through lines of cars routed
over the tracks of the three divisions, is a question of expediency.
There should be no difference of opinion as to the latter method
suggested being the more desirable. It could be accomplished by
a unification of ownership or management of the several companies
interested, which would be the best way, or by the joint use of
tracks by the separate companies. The same results could be ob-
tained by the transfer iucIIuhI, but with considerable inconvenience
to the traveling public and expense to the operating companies, but
this method should be adopted in case unification of management or
joint use of tracks cannot be effected.
Existing Diversity of Ownership.
The surface lines serving the city are cither owned or operated
by eight companies, viz. : Chicago City Railway Co., Chicago Union
Traction Co., Chicago General Railway Co., Chicago Consolidated
Traction Co., South Chicago City Railway Co., Cahinict Electric
Street Railway Co., Chicago Electric Traction Co., and .Suburban
Railroad Co. The mileage of the three former companies is entirely
within the city limits. The mileage of the remaining five companies
is partly williin the cily limits and partly in adjoining territory.
There are four companies operating elevated railroads, all of which
roads operate to the business center and aniiiml one ciminion loop,
controlled by a fifth company.
It is claimed that a part of the ordinances of the Chicago City
Railway Co. and of the North Chicago City Railway Co. and the
Chicago West Division Co. (the two latter companies being sub-
sidiary companies of the Chicago Union Traction Co.), expire in
July, 1903. The ordinances and grants under which the remaining
companies arc operating do not expire in the near future.
The Chicago City Railway Co. serves that portion of the South
Division contiguous to the business center, but has no afiilialion
with or control of the conipanics serving the outlying southerly
territory, although sonic of their lines are in close connection for
easy transfer of passengers. None of the lines of the outlying
companies have terminals north of 63d St.
Tlic Chicago Union Traclion Co., by virtue of leases, controls
the operation of the lines of the North Chicago Street Railroad
Co. and the West Chicago Street Railroad Co., and their subsidiary
companies, viz. : the Chicago Passengor Railway Co., the Chicago
West Division Railway Co. and the North Chicago Cily Railway Co.
The West and North divisions are served by these companies
except where the lines of llic Chicago Consolidated Traction Co.
are built through the territory contiguous to the business center
and where operating privileges are exchanged between the Union
and Consolidated companies. 'The Union 'Traction Co. nlso prac-
tically controls ihe (i|)(rations of the Chicago Consolidated 'Twction
Co. by virtue of an operating agreement and also by control of a
majority of its capital slock. ,
The Chicago Consolidated 'Traclion Co is in possession of
ordinances cuveiing a large number of slreoMAvhich are extensions
lo streets on which the Union 'Traction Co.~ is now operating cars
and also covering streets that arc section and half-section lines,
wilhin the piescnt city limits, which condition precludes Ihe possibil-
34
STRF.KT RAILWAY REVIEW.
[Vou XIII, No. 1.
ity of futiin- uxtcnsioiis of llic Union Traction Co. lines to the prcs-
iiit city liniils or lo any cxlcnsions thereof. The Chicago Union
Traction Co. cliargcs one faro of S cents am! the Chic:i(!o Consoh-
ilated Traction Co. charges another fare.
(Since the foregoing was written the Siipreiiu i ••mi ••i IMinoij
has handed down a decision conlirniing the position taken by tlic
city tliat liy the agreement existing between the two companies and
by the control of the stock of the Consohdated company by the
Union comiKiny. the two companies were one, and conseqnently one
fare only must be charged by the two companies and transfers must
be issued between the lines of both companies to enable a passenger
to complete a continuous trip within the city limits for one fare. At
the present time the comi>aiiies are attempting to comply with this
decision, although it is understood that they intend to appeal to
the federal courts, and since from this it seems that the question is
not yet settled I have thought best to leave the discussion here as
well as that in Part .' relating to transfers stand as originally
written.)
The Consolidated Traction Co. is also in possession of ordi-
nances covering some streets that traverse the inner territory of the
Union Traction Co., and its cars reach a terminal in the business
center by traffic agreements with the Union company, but there is no
interchange of transfers on these streets between the two companies.
While these two companies are separate and distinct and while the
ordinances running to the Consolidated company do not expire at
the present time, and consequently arc not under consideration, it
would be very desirable— if such a thing were possible in the adjust-
ment of the Union Traction Co.'s ordinances — to eliminate the
double fare within the territory at present served by the Union
company and also in the entire territory within the present city
limits, served by both the Union and Consolidated companies. The
North Western Elevated Railroad Co. is furnishing service to a few
favorably located residents contiguous to its line on the last most
northerly mile and to those clustered around its terminus, for one
fare, while other residents further rctnovcd from the elevated line
and served by the lines of the Consolidated Traction Co. arc com-
pelled to pay 10 cents to reach the business center.
The Lake Street Elevated Railroad Co. serves, with a s-ccnt
fare, a small district outside of the present>city limits in the territory
also served by the Consolidated company, thus giving those residents
immediately contiguous to the elevated line a 5-ccnt fare, while
others in the same territory, but not so fortunately located, are
compelled to pay to cents to reach the business center. It is only
a question of time — and that of very short duration — when Chicago,
in its rapid growth, will absorb more territory to the North and
West, and this seems to be the opportunity to secure for all of those
prospective citizens the great benefits of a low fare to their objective
point, which a few of them arc now in possession of. The desir-
ability of such a concession cannot be overestimated, and it is
equally desirable in the territory within the present city limits, south
of the territory served by the lines of the Chicago City Railway Co.
and also of the territory adjoining the city limits on the south ; but
unfortunately the Chicago City Railway Co. has no affiliations with
or control of the several companies serving that territory, and con-
sequently the same vantage points arc not in possession of the city
as exist with regard to the territory to the north and west. It might
be argued that the nuich greater distance involved in reaching the
southerly suburbs would preclude the possibility of securing a single
fare for their residents ; but the argument would not hold good in
reference to the northerly and westerly suburbs, as an elevated road
is already furnishing service for 5 cents to a portion of the residents
in the very center of the district.
The Chicago General Railway Co.'s ordinances and leases cover,
among other streets, one mile between 22d and 31st Sts., on both
Kedzie Ave. and Ashland Ave. This company has no affiliation
with either the Chicago City Railway Co. or the Chicago Union
Traction Co., and its occupancy of the streets as above stated pre-
cludes the possibility of connecting the trackage of the City Railway
Co. and of the Union Traction Co., now being operated both north
and south of the Chicago General Railway Co.'s tracks, for the pur-
pose of connecting the West and South divisions across the south
branch of the river, unless some arrangement is made to secure
the trackage of the Chicago General company, or the right to
operate over it.
Underlying Ideas of Report.
Viewing the situation from the stan<l|H>int of the best interests
of the whole city of Chicago, these iileas should prevail at all times
mil be guiding and determining factors in arriving at conclusions,
viz. : 1 hat Chicago is one city, not three ; that there are no divisional
lines traversing the district embraced within its boundaries; that
the citizens have the right to expect and demand that they be trans-
ported ill, through and about the whole district in one general
direction for one fate and with as little inconvenience atlendanl
upon the use of transfers as practicable. With these ruling ideas
held firmly in mind, this report has been formulated.
In my opinion, in the adjustment of this transportation question,
the amount of cash compensation to be secured by the treasury
from the street railways should be of secondary consideration to
the attainment of one fare within the city limits and the very best
transportation facilities known at the present time, with the guar-
anteed assurance that the service be kept up to modern standards
and that the citizens would receive all the benefits from all future
developments of the art.
The report is very voluminous, comprising with the appendices, .
over 300 printed p.nges. and is accompanied by 15 plates and 14 maps.
We have reproduced in full the summary of conclusions and the
general discussion constituting Part I of the report, and abstracted
the principal features of the other portions which arc as follows :
Present Service.
Part II deals with the present conditions which prevent the street
railways from operating a sufficient number of cars during the rush
hours. The reasons assigned are :
First. — The present terminal facilities, as arranged, arc utterly
inadequate.
Second. — The operation of cars by cable power prohibits the use
to their maxinuim capacity of the terminal facilities that are
provided.
Third. — The lack of electric power in the business district.
There are now in operation during the hours of maximum traflic
on the lines that enter the business district, 1,379 cars, consisting of:
772 cable cars.
97 electric motors trailed on c.ible trains.
510 electric cars.
The 869 cable cars and electric cars trailed on cable arc operated
around five loops.
The 510 electric cars are operated around one loop and on five
stub end terminals — 34 of them being hauled by horses eight blocks
each, every round trip.
.'\ review of the conditions under which the cars are operated leads
10 the conclusion that very little improvement can be made in sur-
face transportation unless a radical change is made.
The recommended changes are :
First. — All cable operations should be abandoned and the cable
trackage converted to either overhead trolley or underground con-
duit for electrical propulsion of cars.
Second. — The territory embraced by the river on the north and
west, and 12th St. on the south should be used in common by all
companies for the proper location of loop tracks for terminal facil-
ities, all these business center tracks to be of the underground elec-
tric conduit type.
Third. — Cars should be routed, so far as practicable, via trunk,
avenue, and cross-town lines combined, in such manner as to serve
the maximum amount of travel with the minimum use of transfers.
Fourth. — Sufficient cars of the double truck pattern, equipped with
brakes operated by other than hand power, adequately heated dur-
ing cold weather, and operated singly, should be provided for all
through lines, although lighter cars could be used on the cross-town
line service.
Fifth. — On all well paved streets all rails on new track built and
on all tracks when renewed, should be of the grooved type, de-
signed on such lines that the groove will be cleaned by the passage
of the wheel flange and presenting the least obstruction to crossing
vehicles, and extending the least invitation to tracking vehicles.
Where such rails are laid the pavement shoidd be kept clean.
For terminal loops two plans are suggested. One constituting
"Surface Plan No. 2" is for a rearrangement of the surface tracks
in the business district which eliminates grade crossings of one loop
with another but on eight of the eleven loops proposed the traffic on
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
35
each loop crosses itself at the entrain.-i.- to the loop. These intersec-
tions are preferred to the opposition to vehicle traffic that would re-
sult from using a left-hand track in streets where there are portions
of two loops. According to this scheme the south side lines have
three loops, the west side lines five loops and the north side lines
three loops, all of the loops being entirely within the area now
liounded by the Union Loop, excepting that for the Wabash Ave.
line of the Chicago City Ry. By the suggested arrangement only
one of the loops is more than two blocks from the Post Office
block, the exception being three blocks distant.
The second scheme constituting "Surface Plan No. 3" is a rear-
rangement of surface tracks in the business district recommended
with the idea of providing for through service also, and several of
the tracks being used jointly by the different companies. In this
arrangement it was assumed that grade crossings would be permit-
ted. The plan is presented as serving the largest street mileage by
all lines of cars that could be devised, and making possible the de-
livery of almost all passengers to State St.. and of all to Dearborn
St. The plan leaves Michigan Ave. and La Salle St. free of tracks.
"Surface Plan No. l" is a suggested arrangement of surface loops
for the West Side lines in connection with "Subway Plan No. i."
Seven loops are provided, each encircling a single block and occu-
pying seven of the eight blocks between Madison and Adams Sts.,
Michigan Ave. and Clark St.
.\n estimate based on the business of igoi and 1902 places the
rush hour traffic to be carried into and out of the business district per
hour for 90 minutes, morning and evening, at 48,135 for the south
division, 23.346 for the north division and 40.821 for the west
division. Assuming double truck cars carrying 60 passengers each
would require headways as follows : Three south side loops, a
little closer than 15 seconds. Five west side loops, 25 seconds.
Three north side loops, about 25 seconds.
A plan of routing cars under a unified system of roads is worked
out and shown by maps and schedules, the idea in which is to elim-
inate transfers so far as possible.
Large double truck cars arc recommended for trunk lines, the
smaller single truck cars being retained on the cross-town lines
and for local distribution in the business center.
Attention is called to the necessity of adopting and stringently
enforcing ordinances for the better regulation of team traffic in the
streets. The average schedule of all electric cars operated in the city
is given as 8.22 miles per hour, as compared with an average sched
ule of 6 miles per hour for the old horse-car lines.
Part II of the report concludes with a recommendation as to ad-
ditional tracks that should be laid in the near future.
Compensation.
Part III comprises an extended discussion of population and
traffic statistics leading to the following deductions and conclusions :
"First. — That the normal increase in population up to and includ-
ing 1892 was at the rate of about 11.2 per cent per annum com-
p<junded, and that since and up to 1901 the increase has dropped to
less than 5 per cent per annum, although the figures for 1901 and es-
timated figures for 1902, bring the average for this last year up to
7.7 per cent.
"Second. — That the elevated competition, labor disturbances and
depressions in the industrial world at the several periods during the
past ten years, and the earnings of the mileage built by the Chicago
Consolidated Traction Co., have practically ofTsel any benefits which
might have accrued to the surface lines of the Union Traction com-
pany in the north and west divisions from the increase in populat-
tion, — its gross receipts during the past year being approximately
e<|iial to what they were in 1892.
"Third. — That the Oiicago City Railway Co. in the south divis-
ion has met all competition and depression and shows an increase
of passengers carried during the year of 1901 of thirty million pas-
^engcr5 over the number carried during the year of 1892, or about
34 per cent increase in nine years.
"Fourth.— That in a city the size of Chicago the increase in popn
lalion per year, as recorded since 1892 does not seem to have as
much influence in increasing the earnings of the transportation busi-
ness as do the depressed times in decreasing them, or prosperous
limn in augmenting them."
"For these reasons I caimot see my way clear to recommend any
fixed percentage of increase for any great length of time, but have
endeavored to give as complete an analysis of this subject and set
forth the information derived form this analysis in as clear and
scientific a manner as practicable, hoping thereby to form the basis
for intelligent discussion of this subject, and that an equitable ad-
justment of the matter can be reached, which adjustment must be
based upon the judgment of past and future business and industrial
conditions, rather than upon any scientific law which can safely be
deduced from the figures of the past, for, as has been previously
pointed out, a financial depression of the country has a greater ten
dency to decrease the gross receipts of street railways than :iii in-
crease in population has to raise them.
"It is, however, clear to me that if money compensation is to lie
required by the city for franchifc rights the only equitable and
just basis of compensation to the city should he based upon a per-
centage of the gross receipts, whatever they may be, of each of the
companies, payable annually, owing to the fact that any general law,
even though it might be correct, which was deduced from the past
records of the combined receipts of the surface and elevated rail-
ways of the city, could not equitably be applied to any individual
road for the reason that industrial conditions, due to the loss of
population from the territory of one road to another, or to com-
petitive roads entering the territory of any given road, the gross re-
ceipts of the road so affected might be greatly decreased, thereby
preventing it from paying a fixed amount into the city treasury,
which amout had been previously fixed and based upon a fixed per-
centage of the past records during prosperous times.
"In case the city should see fit to require a fixed amount per an-
num, this amount being a certain percentage of some future prede-
termined gross earnings based upon past earnings, it is clear to me
that any such arrangement should be only for short intervals of time,
and that readjustments should be made between the city and rail-
roads in periods not over five years apart."
'I'ransfers.
Part IV discusses routes and transfer systems with a view o) se-
curing one "fare within the limits of the territory served liy
companies at present affected by llie fraiu'hise renewal iiucslioii. In
conclusion Mr. Arnold says ;
"It is my opinion, after a careful canvas of ihc mailer, thai a
unified company could afford to furnish transportation facilities to
the entire territory embraced by the lines of the Chicago City Rail-
way Co., the Chicago Union Traction Co. and the Chicago Consoli-
dated Traction Co. within the city limits for a single fare, and I am
also of the opinion that companies operating under divisional owner-
ship or management could, if properly protected against the fraudu-
lent use oi transfers, grant the same privilege, but at a slightly in-
creased expense to themselves over what it would be to a uiiitied
company. Furthermore, I believe that no one thing that could be
done for Chicago would tend more to enhance its growth and pres-
tige than the securing of such concession in the seltleiiuiit of ilie
transportation question."
A I'liified System.
Part V deals vvilh a unified system of street railways for Chicago
which is considered a condition lliat must be precedent to any really
satisfactory and permanent solution of the traiisporlalion problem.
The plan submitted to meet the rctpiest of ihe comniiltee for a
means to eliminate grade crossing> ;iiid provide for lliioiigli lines is
as follows :
"The north ami south tracks of the three divisions, at preseul
built, including those west of the river, should be connected, and
through north and south lines of cars be operated on each sireel.
these lines to be designated as the 'Trunk System."
"Upon the east and west tracks of the three divisions, at preseul
built, through east an<l west lines of cars should be operated on each
street, these lines to be designated the 'Cross-Town System.'
"I'pon the diagonal avenues radiating from Ihe business center
and paralleling llie north and south branches of llie Chicago River,
there should be operated lines of cars between the northeast and
southwest, an<l between the southeast and northwest sections of the
cily, through the business center, — designated the 'Avenue System.'"
Conforming to the fundamental principle that through traflic
should be given the right of way and recognizing Ihat the grealer
portion of throngli traflic will be between Ihe north and soiilh
divisions, "Subway Plan No. i" is snluiiitted. This is described as
follows:
3(.
STREET RAILWAY REVIEW.
[Vol. XIII. No. i.
■' riiroiiKli llic liusincss center, the subway system of Chicago
should consist of suliways lietwcen I4lh St. and Indiana St. — under
the north and south streets best adapted to serve the north and south
through irafl'ic, with east aiul west connections from the most west-
erly subway, to the t»i> tunnels leading to the west division, for the
accommodation of the avenue through tratlic. The avenue through
traffic from the north and south division should he routcci — outside
of the subway district— to the tracks leading into the most westerly
subway. As quite a proportion of the traffic from the westerly por-
tion of the south division and from the west division designed to
terminate in the business center will naturally be brought in over
Ihe avenue lines, and from lines leading into the avcnties, two
subway loops for the joint use of this traffic terminating in the busi-
ness center, should be constructed, using the most westerly north and
south subway for the ea.st side of each loop. All other cars from the
west division and from the westerly portions of the south division,
should be brought into the business districts over the bridges, and
returned via surface loops. To provide terminal facilities for the
divisional traffic of the north division and that pt)rlion of the south
division lying east of llalsled street, terminating in the business cen-
ter, a cross subway should be constructed in the center of the busi-
ness district, — with reference to the north and south, — connecting all
the north and south subways. This lateral subway, in connection
with the north and south subways, would provide six loops, three
for the north division and three for the south division traffic. To
carry out this general plan it will be necessary to construct two
more tunnels to the north division to supply an outlet to the north
for each transport,atioii highway, entering from the south. By this
plan the following results will be obtained :
"First. — The greatest possible capacity of the limited area in the
business district would be utilized for terminal facilities.
"Second. — .Ml through traffic via the business center would be
taken through the congested district, undergroud, saving time to the
passenger, and relieving the congestion in this district.
"Third. — All subways would be on the high level without grade
crossings, thus cheapening the construction and not interfering with
existing low-level improvements.
"Fourth. — All river tunnel approaches within the business center
would be closed.
"Fifth.^.As all traffic from the north and south divisions would
he undcrgraund, if 'Surface Plan No. i' were used, grade crossings
of surface loops would be eliminated, except those incident to the
operation of the local distributing system."
In connection with the subway an independent business center
system would be needed, for which are recommended double tracks
in three north and south streets, State St., Clark St. and Fifth Ave.,
with cast and west lines in the I2th St, viaduct and in a street north
of the river.
The estimate of the cost to provide a system of street railways as
dcscibed in this part, involving 746 miles of single track, alternating-
current power plant and sub-stations, 2,000 double truck cars
seating 52 persons each, necessary shops, car houses and real estate.
is $69,800,000.
Estimated gross earnings are $14,763,000 per year, and net earn-
ings Irased on past performance of existing companies, are $5,124,000.
No fixed charges arc deducted in estimating net earnings, but a de-
duction of $943,000 is made for taxes.
In addition the subways in "Subway Plan No. i" are estimated to
cost $16,000,000 exclusive of land damages.
Subways.
Part VI is devoted to discussion of technical problems, valuations
and estimates.
The "Subway Plan No. l" which is entirely a high level system
located as shown in the upper part of Plate No. 9 is presented as the
best to fulfill the conditions necessary for the successful operation of
a combined surface and subway railway system which is practicable
without interfering with existing low level improvements.
Objections to the plan are: To eliminate grade crossings as in
"Surface Plan No. i," all north and south traffic would be under-
ground and almost all cars from the West Side would be on the sur-
f.ice in the business district. If either of the other surface plans were
adopted passengers arriving on West Side subway cars would have
to transfer to surface cars if they desired to ride east of Clark St.
This system creates conditions most favorable to the misuse of
transfers.
lo overcome these objections "Subway Plan No. 2" is submitted
as an ideal solution of the problem. In this plan the high-level sub-
ways of "Subway Plan No. i" are retained, and three or more low-
level east and west loops added, the typical section of a station at an
intersection being shown in Plate No. 9.
The chief objections to this plan are:
First. — Its cost of $20,000,000 as compared with $16,000,000 for
Plan No. I.
Second. — The passengers in the low level subways would l>e aliout
40 ft. below the surface of the street, thus necessitating the use of
elevators between low level and high level subways at station points,
a distance of about 20 ft.
Third. — The engineering difficulties and risks that would be en-
countered in its construction.
Fourth. — The fact that it would interfere, and to a large extent
destroy, existing and contemplated low level improvements. This
last is considered difficult to overcome, but it is believed tliat an
arrangement with the Illinois Telephone & Telegraph Co. to use its
subways as the low-level street car subways or to construct the two
systems jointly and at the same time would to a large extent relieve
these difficulties.
The recommendations on the terminal problem in their order of
merit from an engineering and transportation standpoint are:
"First. — Subway Plan No. 2 in connection with
(a) Surface Plan No. 3; or,
(b) Surface Plan No. 2; or,
(c) Surface Plan No. i, with suitable connections for ac-
commodating through cars.
"Second. — In case it is found for business reasons impracticable
to construct Subway Plan No. 2, I reconmiend
Subway Plan No. I in connection with
(a) Surface Plan No. 3; or,
(b) Surface Plan No. 2; or,
(c) Surface Plan No. I, with suitable connections for ac-
commodating through cars.
"Third. — If for any reason it is found inadvisable to at present
construct the entire subway system as outlined in Subway Plan No.
2, or Subway Plan No. i, one north and south subway, and one
low level east and west loop could be constructed at present, which,,
if used in connection with any one of the surface plans, would largely
relieve the present congestion, and leave the future subways to be
constructed when needed, it being understood that whatever subway
work is done should be done in such a manner that it follows one or
the other of the general plans recommended.
"Considering the surface terminal problciTi by itself, I recommend
the adoption of Plan No. 3 and the immediate lowering of the tops
of the tunnels to such an extent that marine traffic will no longer iie
impaired, and the preserving of portions of the tunnels for use in
connection with future subways."
Electric Conduit Lines.
Plans for an underground electric conduit system for the down-
town district are included. The cost of building the conduit lines
inclusive of feeder wire and exclusive of paving is estimated at
$81,300 per mile of single track. It is consi<lered there would be little
saving possible by trying to utilize existing cable construction.
The Union Elevated Loop is briefly discussed and the following
recommendations made for possible improvements to accommodate
increased traffic on the Union Loop arc as follows: . ,
First. — The extension of the present platforms.
Second. — The provision of stub end terminals for each indepen-
dent company.
Third. — That if further loop capacity is demanded after the above
reconunendations have been put into execution, it could be secured by
the extension of the Union Loop south on Fifth Ave. to Polk St..
thence cast on Polk St. to Wabash .\\e., and north on W'abash .Ave.
to a connection with the present structure at Harrison St., and divid-
ing it into four parts by means of a north and south line on Clark St.
Fourth. — The ultimate utilization of the entire Union Loop, either
as it is now constructed, or as it may hereafter be extended, as a
part of a through line system for the combined operation ot through
cars over all the elevated structures between all divisions of the city.
The first and second methods are considered practicable and desir-
Jan. X. 1903.]
STREET RAILWAY REVIEW,
37
able under the present diversit}- of ownership, and the fourth is rec-
ommended sliould it become possible bj' means of joint ownership or
traffic agreement between the elevated companies.
A 9-in., I20-Ib. girder rail the head being as shown in the line
drawing is recommended for streets paved with asphalt, brick or
granite, and kept clean ; the cost of this construction laid on con-
crete beams is estimated at $24,000 per mile of single track.
O-IN. IJO-LH. (ilRIlER RAIL FOR I'.VVED STREETS.
For unpaved or poorly maintained streets the present girder tram
rail section is recommended.
Valuations.
Estimates of cost arc made on two bases, concerning which it is
said:
"A. — The cost to reproduce the properties today.
"The figures are based upon what it would cost lo furnish and
install the materials entering into the construction of the properties
today, and in considering these prices it should be borne in mind
that the state of the art is now such that a large amount of the
physical part of the properties, as they exist, could be built now
much cheaper than was possible at the time they were built."
"B. — Present value of the physical property for electrical railway
purposes.
"This gives the present values of the physical properties for elec-
trical railway purposes so far as I am able to estimate them. In de-
ducing this it has been necessary to take into consideration the fact
that the cable systems complete, exclusive of track, real estate and
buildings, must be considered as practically obsolete, and that, there-
fore, the only amounts that they can be credited with is what salvage
can be obtained from their disposition. I have, however, considered
that some portions of the cable tracks, outside of the business center,
where underground conduit construction would not be required,
could be used to operate electric cars over, provided the tracks were
surfaced up and brought into good physical condition. For these
reasons I have credited the cable systems, in each case, with the es-
timated value that it would cost to reproduce these cable tracks as
new electric car tracks, taking into consideration the weight of the
rail in each case, and allowing a suitable depreciation from the figure
thus obtained, depending upon the condition in which the track and
paving have been maintained by the respective companies, I have
endeavored lo estimate this depreciation as fairly as possible, and
while it may seem difficult to understand how it can have been so
grc-al, it should be accepted as one of the conditions due to the ad-
vancement of the art in street railways, and is illustrative of the con-
ditions which must be faced by any corporation or municipality
which engages in the transpfjrtalion business. The same statements
arc largely true regarding a large part of the electrical equipment of
some of the present companies, for the reason that the electrical art
has so far advanced since some of the present properties were built
that a part of their electrical and steam equipment is, from the stand-
point of economical operation, obsolete today. In considering this
valuation it must be understood that it does not in any sense purport
to lie the actual value, from a business standpoint, of the properties
estimated, for the reason that ordinarily from a business and finan-
R.
$ii,-47,8i(j
14,937,088
cial standpoint the value of all properties having franchise rights
would be based largely upon their earning capacity, and not upon the
mere physical value of the tangible property."
The valuations for the two companies are :
A.
Chicago City Ry $17,172,425
Chicago Union Traction Co.* 22,214,635
* Not including Van Buren St. tunnel.
Valuation Under Expiring Grants.
.'\n attempt is made to value existing tracks subject to the contcn-
lion of the city that franchises for certain lines expire on or before
July 10, 1903, The dates of expiration are taken from the report of
the Special Council Committee dated March 28, i8q8. The estimated
value of the tracks for which grants are claimed to expire subtracted
from the estimated value of all tracks gives the following:
Chicago City Ry $4,045,443,
Chicago Union Traction Co S,306,SS9-
Appendices.
The appendices to the report include a list of the present routes,
giving length of roimd trip, time of round trip and maximum num-
ber of cars operated by both of the companies ; the routes recom-
mended by Mr. Arnold for operation with the unified .system ; the
routes recommended for the business district under divisional own-
ership with joint use of tracks ; schedules of the transfer points
under the present operation; lists of streets in which tracks are now
laid, and a list of the tracks necessary for the system as recom-
mended by Mr. Arnold,
REGULATIONS WITH REGARD TO VESTI-
BULES.
In view of the agitation for vestibnled cars now being carried on
in certain localities it is instructive to note that the Boston Elevated
Railway Co, has found it necessary to issue general orders instruct-
ing motormen that they must lower the glass in the vestibule suffi-
ciently to secure a clear vision whenever the glass Ijeconics clouded
by fog, rain or snow. This evidence on the vestibule question is
valuable as showing that much as the railway companies may desire
10 cater lo the comfort of its employes, its duty to provide first for
the safety of the public, and in fact for the safety of its employes
lliemselves, will not permit it to operate cars with the vestibules
entirely enclosed except in absolutely clear weather when there is
no possibility of obscure glass obslrucling llio vision of the motor-
men.
The new order regarding vestibules reads as follows:
"Motormen are instructed that at all times when owing to fog,
rain or snow, the glass in the front vestibule obstructs the vision,
Ihey must lower the glass sufficiently to secure a clear vision. No
ixcuse will be accepted for accidents occurring inuler such circum-
stances when this precaution has not been taken.
"Under these conditions the front door may be closed, except al
important stations and in the subway.
"At all times after dark or during the uIkIiI inclnrMuii iiinsl kecii
bolli doors of the vestibule of the front end of the car closed, ex-
cept while cars are in the subway, at either level of the Dudley
.Street or Sullivan S(|uare Terminal .Stations, or at times when con-
siderable numbers of i)ersons wish lo enter or leave the car at once,
"The general practice in Ihe evening and at night must be for
[jassengers lo make use of the rear door for entrance and exit."
DINNER OF THE MICHIGAN ELECTRIC CO.
A year ago ihe Michigan Electric Co. of Delmit innauguraled
the practice of giving a dinner lo its employes, and Ihe secfind enter
taintnent of Ibis company was given at the Cadillac Hotel on Janu
ary 3d, Afler the diinier, which was allemled by 50 ein|)loyes of llu-
company, the parly attended the theater.
'Ihe Schuylkill Valley Traction Company's Enii)loye's Relief As-
sociation recently engaged the Washburn Minstrel coni|iniiy lo give
a performance in Ihe opera house at Norrislown, I'.i,. fnr llu- benefit
of the association.
38
STREET RAII.WAY REVIEW.
[Vol. XIII, N... r.
•TROUBLE" AT STREATOR. ILL.
Mr. (i. J. A. I'aiil, in.iiKiKcr of the People's I.iglil & Railway Co.,
of Strcator, III., recently had an experience with the employes of
the company which is descrihcd in the Strcator Daily Free Press
as follows :
"For a time last night things around the street car power Imiisi-
had a deep bhic tinge streaked with red, hut the trouble was finally
fixed up in a satisfactory manner.
"When the molormen and conductors had finished their day s
work they called a meeting in the office of Manager Paul. He was
not present at the time, hut soon appeared after being notified of
the meeting.
"Then the men made a demand for a raise of wages, shorter
hours of labor, no cars to start running before 7 o'clock in the
morning, soapslones for the use of the motormcn, and a few other
small concessions.
"As each new proposition was presented Manager Paul's wrath
arose, and after he had expressed himself in no uncertain terms
and was near exploding with anger. Conductor Pool stepped to the
front and said there was one more demand the men had to make,
and that was that Mr. Paul would accept the handsome office chair
which the men had purchased for him, and which was then
brought in.
"Then Mr. Paul caught on to what the 'demands' meant, and
when he had composed himself he made an appropriate reply, and
then there was 'something doing' for the next half hour. All of
which shows that the utmost good feeling prevails between the
manager and the employes of the company, which is as it should be
with all corporations."
PITTSBURG & ALLEGHENY VALLEY RAIL-
WAY CO.
This company was recently incorporated under the laws of Penn-
sylvania and its charter covers practically every street and high-
way in the Kiskiminctas Valley from .\polIo to Leechburg. It also
owns all of the capital stock of the .Apollo Electric Light, Heat &
Power Co., the Leechburg Electric Light & Power Co., the New
Kensington Electric Light, Heat & Power Co.. and the Parnassus
Electric Light & Power Co., and has retired all the indebtedness,
both bonded and floating, of these corporations. The company also
owns all of the capital stock of the Kiskiniinetas Bridge Co., a com-
bined highway and railway bridge connecting Lechburg with Hyde
Park. The company's railway line, except in towns, is located en-
tirely upon private rights of way owned by the company, and the
local franchises in the towns through which it passes are extremely
liberal.
The present population in the territory served by this coniiiaiiy 1-
approximatcly 40,000 and is rapidly increasing. Al New Kensing-
ton the line will meet the Tarcnluni Traction Passenger Railway
Co., and the construction of six miles additional would connect New
Kensington with the Pittsburg Railways Co., at Oakmont, giving
a continuous trolley service to Pittsburg. The capital stock of the
company is $1,500,000 and its authorized bonded mdebtedness is
$1,100,000. Its stock has been deposited with the Public Trust Co.,
of Pittsburg, Pa., trustee, as security for the bonds, of which $250,-
000 worth arc offered for sale. The bonds now offered constitute
a portion of the $1,100,000 authorized and are secured by a first
mortgage on all the property now owned or that may hereafter
be acquired by the company, and the bonds can only be redeemed at
maturity.
Messrs. Sanderson & Porter, after examining the conditions, re-
ported that the estimated gross earnings and net earnings under
good management would be $214,000 and $100,000 respectively.
PROPOSED TUNNELS FOR NEW YORK CITY.
During the past month three of the important tuimel projects for
New York City, which were outlined in the "Review" for Feb. 15,
!902, have received the necessary final sanction of the Board of
.Aldermen, and there is stated to be now no legal obstacle to pre-
vent their rapid completion.
First in importance is the franchise granted to the Pennsylvania
K. R. providing fur at least five iS','- fl. tubes, three under the
North River for bringing the Pennsylvania lines into the heart of
New York City, and two under the East River for giving direct
New York connections with the Long Island R. R., which is owned
by Pennsylvania interests. The five tunnels will converge at a
central station in J2d St., between Seventh and Ninth Avcs., Man-
hattan.
Next is the ordinance passed early last month giving the New
York & Jersey Railroad Co. permission to construct a tunnel under
the North River, nnnting from the Jersey City Terminal station
to a station at Greenwich and Christopher Sis., Manhattan. Tlie
object of this project is to give physical connection between the
electric lines converging in Jersey City and the surface electric lines
if Manhattan.
I he third tunnel will run under ICa^t River from Fourth St.,
Lung Island City, to 42d St., Manhattan, and will connect the lines
iif the New York & Queens County Electric Ry. in Long Island
City, with the Rapid Transit subway. Manhattan.
We are assured by a high official of the Rapid Transit Subway
Construction Co. that unless the entirely unexpected happens elec-
tric trains will run through the rapid transit subway on Jan. i,
1904.
•-*♦
OHIO NOTES.
Residents of towns near the Cincinnati. Georgetown & Portsmouth
Railway, recently converted for operation by electricity, have asked
the management to make an extension to Felicity.
The lower court has pronounced invalid an ordinance passed by
the City of Dayton, O., to prevent the traction companies from load-
ing and unloading freight in certain streets. It is believed that this
decision will result in the eight electric railway companies securing a
larger share of freight traffic.
The Columbus Street Railway Co. and several of the intcrurban
companies entering Columbus, on Christmas presented each of the
married men in their employ with turkeys, and each of the single
men with $1 in lieu of the dinner.
The Scioto Valley Traction Co. has been granted until July I,
1903, for the completion of its lines. The difficulty in getting steel is
the principal reason assigned for the delay.
It is generally believed that the plans of the Cincinnati & Columbus
Traction Co. which has a franchise from Washington Court House
to Norwood will be carried out. The .Appleyard interests will ar-
range for the connection from Washington to Columbus and arrange-
ments have been made with the Cincinnati Traction Co. for entrance
into Cincinnati.
IMPROVEMENTS ON THE ST. LOUIS & SUB-
URBAN.
The St. Louis & Suburban Railway Co. has reconstructed its
main line along its private right of way with 80-lb. T-rails and in
the city with 94-lb. girder rails, and has purchased a large number
of new cars which are equipped with four Westinghouse No. 49
motors, Westinghouse standard traction air brakes, Hunter signs
and fenders. The cars are 46 ft. in length with inside mahogany
finish and are mounted on St. Louis Car Co's. No. 7 trucks; all
other cars on the system are iK'ing reconstructed to meet the stand-
ard of the new equipment. Some of these have been completed
and are now in operation and all will be in operation by early
spring. Extensive improvements are being made in the power sta-
tions and car houses.
A CORRECTION.
In dcscribmg the new shops of the Chicago City Ry. on page 885
of the "Review" for December, 1902, reference was made to the
tools furnished by Bement-Milcs, and by an oversight Bement was
made to read Bennett.
United States mail service was established on January 1st on the
Cleveland. Elyria & Western Electric Ry., between Oberlin, Flor-
ence, Berlin Heights, Berlinville, East Norwalk and Norwalk. Two
trips are made daily in each direction.
Jan. 20, 1903]
STREET RAILWAY REVIEW.
39
New Car House and Repair Shops of the Birmingham Railway, Light
& Power Co,, Birmingham, Ala,
The present system of the Birmingham Railway, Light & Power
Co. is composed of several different lines, which from time to time
have been absorbed by the present company, which now controls
and owns all street car lines in Jefferson county. Each line before
it was acquired, of course, had its respective car barn and repair
shop, thus making five different places where cars were housed
and repaired. This being the case, it is naturally a little incon-
venient to have car repairs going on in so many different places
and where all cannot receive the attention of the master mechanic.
the edge of the street. There will be nine tracks running entirely
through the building and one track half through, and there will be
space enough to accommodate one hundred of the largest cars. The
walls of the building are to be red pressed brick, with red mortar,
and the roof, which is to be composition, is to be supported by steel
roof trusses. The floor is to be rolled cinders, which, after the
Irealnient it receives, makes it practically the same as concrete.
The pit floor will be concrete. The pit space is eight tracks wide
and 160 ft. long, and the track over this is built on pipe track sup-
CROSS SECTION OF OF CAR HOIISK.
so it was decided by the mangement to erect a large car house and
repair shop at one central point, to take care of all the cars and do
all the repair work in one place. With this idea in view, work has
been commenced on a mammoth car house and repair shop in the
western extremity of the city. Some of the other barns will be
kept up 10 store summer cars in winter and to leave a few cars in
over night at the end of the long suburban lines, in order that they
may start on the first trip in the morning without having to run a
great many miles empty before reaching their scheduled starting
point.
Accordingly the engineering firm of Ford, Bacon & Davis, of
New York, who have charge of the extensive improvements being
made here, and of which Mr. J. A. Emery is the chief engineer of
the local office, has prepared plans and is superintending the con-
ports. The two tracks running half through the building and situ-
ated on the side next the alley are designed especially for wash-
ing cars, and the necessary appurtenances for same will be ar-
ranged on this side, so that cars may be thoroughly and rapidly
cleaned. The whole building will be well lighted by numerous win-
dows on both the 4th Ave. and the alley side.
A very desirable and altraclivc feature of the car house will be a
set of fire doors situated in the center of the building, so that in the
event of the cars in one end of the house getting on fire, by lowering
these doors the cars in the other half would be as safe as if they
were in some other place. In the corner of the barn on iilh St.
and the alley will be located the office of the barn foreman. Just
back of his office will be a very comfortable reporting room for
the motormen and conductors. This room will be well heated and
- ———-'- - - »'-"-ii»l
CROSS SECTION OF KKI'AIK SIIOI'.
struction of the new car house and shops. To Mr. D. O. Whildin,
of this firm, wc arc indebted for the very complete drawings which
arc shown herewith.
The car house is situated on 4lh Ave. between loth and nth Sts,,
and occupies the whole space back to the alley, half-way of the
block. The dimensions are 140 ft. wide by .392 ft. 10 in. long, and
il is to have entrance on both lOth and iilh Sis. Height to be 18
ft. from head of rail to under side of roof trusses.
The length of the block is 400 ft., to insure a straight track en-
tering the liouse and to acommodale the special work leading from
the main line, it was necessary to set the front back seven feet from
lighted and thoroughly up-to-date toilet arrangenients will be pro-
vided with complete and approved sanitary fixtures. 'Hie newest
and most convenient transfer racks, boards showing runs, build in
order boards and such other arrangements pertaining lo lliis ili-
IKirlment as may be needed will be placed here.
Just back of the men's reporting room will be situated the saml
drier. A car loaded with wet sand may be brought into the barn,
'hoveleil into a bin, and from this bin lit down iiUo the drier and
turned out into the dry sand bin on the other side in a short lime.
This arrangement is designed lo provide for five days' supply al a
time.
40
STREET RAILWAY REVIEW.
(Vol. XIII, No. I.
A llioroiiRlily reliable fire system has been arranged for (he build-
ing independent of the city fire department. This consists of a
lo.ooo-gallon tank placed out to one side of the building, and dis-
cu^O iwg
FLOOR PLAN OF CAR BARN.
tributed at frequent intervals throughout the building will be coils
of ho.se with nozzles attached, so that in the event of a fire breaking
out the fire doors may be lowered, the water turned on, and the car
house employee can start fighting the fire immediately.
The house is not to have any doors at present, but should it be
desired in future to have them, ample provisions have been made
for ihein. It is the belief at present (hat the barn will be ready
for occupancy by the last of this month, at which time the cars of
all divisions will go here when they finish their runs at night, ex-
cept the few early-morning cars, which will be disposed of as alx)vc
staled.
Immediately across 4th Ave. from the car house and occupying
a space 114 x 400 ft. will be the repair shops. This building is prac-
tically completed, and was expected to be ready for work by Jan.
I, 1903. Like the car house, this building is to have a steel frame,
composition roof and the walls arc to be red brick with red mortar.
There is to be a second story 20 ft. wide and extending the full
length of the building. This is reached by two outside staircases,
which are provided with fire doors, so that in case the upper story
should catch on fire and one stairway be cut off, the occupants of
the second story could get down the other stairway. It has not
been decided as yet just what will be done with this second story.
Il is contemplated turning it into a club room for the motormen and
conductors, but this will be decided on later.
Near the loth St. end of the building will be located the office of
the master mechanic, and all entrance to and from the shop will
be made through a passageway by his office. Before closing time
in the evening all doors leading to the streets will be closed and all
shop employes will be obliged to ring out on a clock in the passage-
way above named, and on going to work in the morning they will
ring in in the same manner. The door leading from the passage-
way to the main shop will be controlled by an automatic lock oper-
ated by a push button from the office inside. To the left of the
entrance to the shop will be located a window, where the men will
report for their orders and for material. Just back of the master
mechanic's office and extending all the way back to the lOth St. end
will be the store-room, and il is the intention of the management to
carry a 12-months supply of repair parts at all times. On the other
side of the passage-way above mentioned is to be situated the arina-
ture room, where all work necessary for the rewinding of armatures
will be carried on. The armature baking will be a special feature
and will be accomplished by electricity. This company has always
had very great success with the repairing and rewinding of its arma-
tures and is very proud of its success in this connection, which is
largely due to the very careful attention and management of the
same by Mr. George H. Harris, superintendent of equipment, and
with all other facilities requisite for good work, flattering results
are looked for. Adjoining the armature room arc the lavatories
and lockers. This room is to be supplied with stationary marble
washstands and the necessary sanitary closets. Next to this is the
cleaning room, which is to be built with a sloping floor and con-
necting with this is the drying room, which is practically dust proof
and in which blinds and small parts will be placed, after being
painted and varnished, to dry. Adjacent to the drying room is the
paint room, which is made of brick with iron fire-proof doors. This
was done so that if a fire should start in this room the door could
be shut and the fire confined to this room alone.
There will be three tracks running entirely through the building
and four tracks running half through. The blacksmith shop is
located at the loth St. end of the building and is to be supplied with
down-draft forges and all the latest appliances identified with this
department.
The machine shop is located next to the blacksmith shop and is
to be furnished with all the necessary tools requisite to carry on
the work of this shop. Underneath the floor is a place in which
wheels on axles will be kept. A jack for lifting car bodies clear of
the trucks is also to be supplied. An areaway from the street to
this shop has also been provided. Next to this shop is the carpen-
ter shop, where all wood working machinery that is desired will be
found, and this shop is designed to be one of the most complete
in the United States, as no expense will be spared to put in the
most modern machinery available. There will be plank floors in
these shops, with rolled cinder floors in the cellars, and underneath
the mill and carpenter shop will be placed all shafting for the ma-
chines both in this shop and the machine shop, thus saving the
Dec. 20, 1902.]
STREET RAILWAY REVIEW.
41
space above the floor usually occupied by shafting for something
else.
Extending from the llth St. end back to the carpenter shop is
the paint shop. This shop was located in this manner so that in
one shop to the other, finally emerge from the 10th St. end practi-
cally a new car. A traveling crane is to be erected, running from
the carpenter shop to the blacksmith shop and capable of carrying
the heaviest car.
Half of the space over the tracks running by tlic mill and carpen-
ter shop, the machine shop and the blacksmith shop will be plat-
formed and half without. This is to permit work being done on
any part of a car without the inconvenience of step ladders and
temporary scaffolds.
.•\11 the machinery in the building is to be operated by electric
motors. Heavy wooden doors are to be provided for each end of
the building.
Heavy galvanized iron fire doors extending from the ceiling are
to be put in, and should a fire break out in any one shop these
doors may be lowered and the fire confined to the shop in which it
originated. These doors will also be provided to shut off the office
and store-room from the other part of the shop.
For heating the building a boiler will be placed in the boiler
room just back of the building, and is to be 18 ft. 4 in. x 37 ft. It
is to be built of brick, with concrete floor and roof, which will be
supported on steel latticed columns with eye beams.
The building will be lighted with numerous windows and .sky-
lights and well ventilated. The same perfect fire system prevailing
in the car house will be found here, which consists of coils of hose
distributed throughout the shop and water supplied from a 10,000-
gallon tank situated independent of the building. The shop force
will be drilled so that should a fire break out each man will know
just what he is expected to do; one man will lower the fire doors,
another turn the water on, and others will get out the hose line, and
it is believed that much of the confusion incident to fires will be
avoided.
The idea of rendering fire proof as nearly as possible both the
car house and the shops has been faithfully carried out, and with
all the fire-proof doors separating one department from another
and with a fire protection system as complete as can be, it is be-
lieved that a fire, if not extinguished very soon after its discovery,
can be confined to one room. Messrs. Ford, Bacon & Davis deserve
special credit for the very carefully thought-out plans to further
this end and for the very convenient arrangement of the ri|iair
shops and car house.
When these two buildings have been completed, the 14-milc elec-
tric line to Bessemer finished and the other suburban and cross-
town lines laid with heavy rails, the system of the Birmingham
Railway, Light & Power Co. will be second to none in the United
.Stales, and with the rapidly increasing population and the many
new industries growing up in this district, this properly should be
one of the best paying roads found anywhere.
THE CONESTOGA TRACTION CO.
FLOOK I'l.AS or KEI'AIR HHOP.
case a car only needed painliiix il could be run in from the nth
St. cnil, painted and run out without having lo pass through the
other part of the -ihop. Under the preseiil arraiiKement a car may
be run in the lotli St. end in very Ijad shape, and after passing from
The Conestoga Traction Co. and its subsidiary companies includ-
ing both railway and lighting interests on January ist paid in inter-
ests and dividends the sum of $74,840. Mr. Wm. B. Given, president
of the company, slates that the allilialed companies have had a most
prosperous year notwithstanding the many disappointments and
delays of the various contractors in delivering machinery and e(|uip-
ment for the company's new |)ower plant. Considerable trouble and
ilelays have been experienced both in the electric railway and electric
lighting departments caused by the inadequate amount of power, but
these difficulties arc expected to be over within 60 days after the
completion of the new station which the company is building. Not-
withstanding the unfavorable conditions the company carried for the
year ending Dec. i, 1902, 4,967,501 passengers, an increase over the
12 months previous of 1,266,176, and the company is to be congrat-
ulated upon the fact that notwithstanding this large passenger trafllc,
not a single accident has occurreil throughout the year.
♦-•-♦
The board of railway commissioners of Massachusetts has not
been active in the matter of granting hearings and deciding cases
before il, having been working on the annual report of the legis-
lature. It is generally believed that the board will ask for legis-
lation requiring .street railway companies to imnudialely report lo
it all arciilenis thai occur, and will also ask for authority lo regu-
late the speed of electric cars.
42
STREET RAILWAY REVIEW.
[Vol. XIII, No. i.
Roads Under Construction,
The Latest Information Concerning the Roads Listed as Being Under Construction in igo2.
Indian Territory Traction Co. proposes lo build M miles in the
course of the next year connecting South McAlester, Krebs, Alder-
son, Bache, Uow, llaileyville and llartslioriie. The grading has
just been commenced. President, Lawrence P. Boyle, Chicago;
secretary, M. M. Linley, South McAlester, I. T. ; treasurer, A. I'.
Thomas, South McAlester, I. T. ; general manager, Samuel Grant,
Kairbault, Minn. ; civil engineer, M. J. Smith ; general contractors,
1). Grant & Co.; consulting engineers, 'Thomas flail & Co.
Zanesville, Adanisville & Coshocton Electric Railway Co., of
Zanesville, O., has made no progress in construction but is engaged
in securing franchises.
Florence Electric Street Railway Co., Florence, Col. President
and general manager. Thomas Robinson, Florence, Col. ; secre-
tary, Harry Robinson. Florence; vice-president and treasurer, Har-
ley A. Cook, Florence; chief engineer, R. L. Kelly, Florence; elec-
trical engineer, T. B. Wliitted, Denver. Twenty-seven miles of
track are to be built and Mr. Robinson advises that construction
work will commence in four months.
Doylestown (Pa.) & Easton Street Railway Co. President, Isaac
R. Rosenbergcr; secretary and treasurer, Harry J. Shoemaker; gen-
eral manager, Lewis P. Mutliart ; electrical engineer, A. J. Weaver;
general contractors, fl. M. Herbert & Co. Ten miles of this road
was opened for traffic in June, 1902, and during the coming season
the remaining portion, 22 miles, is to be built.
The Toledo & Indiana Railway Co., Toledo, O., reports having
30 miles open for operation Jan. 15. 1903. .'\ total of 55 miles is pro-
posed, the rest of which is to be built during 1903. The officers are;
Vice-president and treasurer. George G. Metzger; secretary, C. 11.
Masters; general manager, H. C. Warren; chief engineer, Riggs &
Sherman; electrical engineer, T. B. Perkins; general contractor,
Toledo & Indiana Construction Co.
Urbana, Mcchanicsburg & Columbus Electric Railway, Columbus,
O. Officers: President and general manager, H. A. Axline; sec-
retary, Colin McDonald; chief engineer, W. A. Ginn. The com-
pany had one mile of double track in Columbus completed Jan. i,
1903, and about six miles outside of Columbus graded. It is pro-
posed to build 46 miles and expected to have the remainder in oper-
ation by Oct. I, 1903.
Columbus, London & Springfield Railway Co., Columbus, O.
President J. A. Harshman; secretary, W. F. Merrick; treasurer,
Arthur E. Appleyard ; general manager, Richard Emery ; superin-
tendent, William W. Aires; chief engineer, C. A. Aldeman; elec-
trical engineer, W. P. Hazen ; general contractor, Great Northern
Construction Co. ; consulting engineers, Stene & Webster. Total
mileage operated, 64.25. Completed and opened for tratlic Oct.
22, 1902.
People's Traction Co., Galcsbnrg, III. President, Lake W.
born ; vice-president, E. B. Hardy ; secretary, M. A. Peterson ;
eral manager, F. W. Latimer; chief engineer, George W. Knox,
cago. This road was completed and opened for traffic Dec. i.
12 miles of track being operated. The road is single track through-
out, of which one-third is within the city.
Wilkcsbarre & Hazleton Railway Co., Hazlcton, Pa.
John B. Price; secretary, D. T. Evans; treasurer, N. C.
eral manager, A. Markle ; superintendent, George W.
chief engineer, F. M. Smith; electrical engineer, C. A.
consulting engineer, L. B. Stillvvcll, of that city. The general con-
tractor of this road is the Keystone Improvement Co. The road is
25 miles long and operated on the third-rail system. The company
expected to open the road for traffic about Jan. 15, 1903. It is also
proposed to build about two miles additional, making a total of 27
miles.
Columbus, Delaware & Marion Electric Railroad Co. 'This com-
pany is a consolidation of the Delaware Electric Street Railway Co.,
the Columbus, Delaware & Northern, the Worthington. Clintonville
& Columbus and the Columbus. Delaware & Marion railways. Presi-
dent, T. A. Simons; secretary, O. W. Aldrich ; treasurer and
general manager, H. A. Fisher; electrical engineer, Lee D. Fisher.
The general contractor for the road is John G. Webb and the total
San-
gen-
Chi-
1902,
President,
Yost ; gen-
Thompson ;
B. Houck;
mileage now operated is jy miles, from Delaware City and Delaware
to Columbus. For two-thirds of the distance from Delaware to
Marion the road is completed and it is expected to be in operation
to Marion by April I, 1903. 'There are seven miles of city track
operated in Delaware; the total proposed length of this road is 61
miles.
Newark & Marion Electric Railway Co., Newark, N. Y. Presi-
dent, W. 11. Stansfield; secretary, F. D. Burgess; treasurer, E. V.
Pierson; chief engineer, T. H. Mather; electrical engineer, J. E.
Kelley; attorney, E. I. Edgcoinb. The Syracuse Railway Construc-
tion Co, is the general contractor for this road and its total length
will be 10 miles. 'The company expects to open the road for opera-
tion by June, 1903.
GreenficUl & Dcerfield Street Railway Co. and Greenfield, Deer-
lield & Northampton Street Railway Co., Greenfield, Mass. The of-
ficers of both companies are: President, F. E. Pierce; secretary
and treasurer, D. B. Abcrcrombie, jr.; superintendent, J. A. Tag-
gart ; chief engineer, C. W. Clapp. 'The Bay State Construction Co.
is the general contractor for these roads, which have a total length
of 23 miles. It was expected that both roads would open for traffic
about Jan. 10, 1903.
Scioto Valley Traction Co., Columbus, O. President, W. F. Bur-
dell ; secretary and treasurer, E. R. Sharp ; general manager and
chief engineer, A. W. Jones; consulting engineers, W. E. Baker &
Co., of New York City. The total proposed mileage of this road is
78, of which 57 miles is to be completed by August, 1903. The com-
pany has already 55 miles graded and all the masonry has been built.
The New Orleans & Southwestern Railway Co., of 'Thibodaux,
La., is not yet under construction, but all rights of way have been
secured and profile maps, the prospectus, specifications and draw-
ings have been completed and the company expects to begin actual
construction work in the early part of this year. Mr, C. P. Young,
general manager of the company, states that the organization is at
present being perfected.
The Interurban Railway & Terminal Co., of Cincinnati, O., is
a new company which effected a consolidation of the following
properties on Nov. I, 1902: Cincinnati & Eastern Electric Ry., the
Suburban Construction Co., the Rapid Railway, and the Interur-
ban 'Terminal Co. The officers of the consolidated company are:
President and general manager, G. R. Scrugham ; first vice-presi-
dent, Lee H. Brooks; second vice-president and general counsel,
Ellis G. Kinkead; secretary, B. E. Merwin, and electrical engineer,
F. H. Talbot. The company now operates 96 miles of track opened
for traffic Nov. 19, 1902. Of this 16 miles is double track and 12
miles is city track. The company proposes to build 8 miles more
of road, all of which will be completed by February, 1903.
The Springfield & Xenia Traction Co., Springfield, O., operates 20
miles of track, of which 3'j miles is located in the city. 'The road
was opened for traffic June 17, 1902, and its construction work is
entirely completed. 'The officers of the company are: President,
J. R. Nntt ; secretary, R. E. Inskeep; treasurer. Will Christy; gen-
eral manager, William Null; superintendent, J. M. Cotton; attor-
neys. Martin & Martin, Springfield, O.
Fond du Lac & Oshkosh Electric Railway Co.. Fond du Lac, Wis.
This road is still under construction and is being built by the Co-
lumbia Construction Co., general contractor. The officers of the
company are: President, George Lines; secretary, Carl Gcilfuss,
and the road is under the management of the Fond du Lac Street
Railway & Light Co.
La Fayette & Indianapolis Rapid Railway, Li Fayette, Ind. This
road is not yet under construction, but the rights of way are being
secured. President, William C. Mitchell; secretary, A. Orth Behm ;
treasurer, Henry Taylor; superintendent, Robert A. Clark; chief
engineer. J. R. Brown ; consulting engineer, B. J. Arnold, Chicago.
'The Marlborough & Wcstborough Street Railway Co., Marlbor-
ough, Mass. This road is consolidated with the Worcester & West-
borough Street Railway Co. and operates 13.2 miles of track, which
was built and opened for traffic May I, 1901. President, William
N. Davenport; secretary and treasurer, W. R. Dame; superinten-
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
43
dent, H. C. Garfield; chief engineer, J. B. Miller; electrical engi-
neer, George Bannister: consulting engineer, C. R. Stearns, Boston.
The general contractor for the road is M. A. Coolidge, Fitchhurg,
Mass.
Columbus, Buckeye Lake & Newark Traction Co., Newark, O.
This company now operates 41 miles of track, which was opened
for traffic June i, 1902. The road is completed between Columbus
and Newark, and a branch has been built to Buckeye Lake. It has
five miles of city track, which was completed Jan. i, 1902, and it
will build 25 miles of road during the coming season, from New-
ark to Zanesville. President. Reed .Anthony ; secretary and treas-
urer, Chauncy Eldridge; general manager, J. R. Harrigan; chief
engineer, Walter Casler; electrical engineer, .-\. C. Ralph. The gen-
eral contractor for the road is the Great Northern Construction Co.
Rochester & Eastern Rapid Railway Co.. Canandaigua, N. Y.
This road is still under construction. There are 25 miles of the line
graded, with the necessary bridge abutments in place, between Can-
andaigua and Rochester, N. Y. The material for the construction
is all on hand or under contract to be delivered during early spring,
and it is the intention of the company to push the road to com-
pletion at once. The power house building is completed and the
shipments of machinery will start on March 1st. The company
expects to be in operation between Rochester and Canandaigua by
Aug. I, 1903. From Canandaigua to Geneva the line will be com-
pleted and in operation by December, 1903. The officers of the
company are: President. W. B. Comstock ; secretary, W. A. Com-
stock ; treasurer, Henry A. Haigh; chief engineer, F. W. Walker.
The total length of the line between Rochester and Geneva, N. Y.,
is 42 miles, and the general contractor for the road is the Comstock-
Haigh-Walker Co.
Monroe County Electric Belt Line Railway. Rochester, N. Y.
President, ."Kudrew H. Brown; secretary, M. E. Lewis; treasurer, P.
R. McPhail ; engineer, A. J. Grant. The company proposes to build
about 10 miles of road, for which the location and surveys have
been completed and the right of way is being purchased. No actual
construction work has yet been done. It is expected the line will
be completed in 1903 and the work will be done by the Syracuse
Railway Construction Co., general contractor.
Cumberland & Wcstport Electric Railway Co., Cumberland, Md.
President, R. H. Kock ; secretary, L. P. Bane; treasurer, Walter II.
Bryant ; superintendent, I. D. B. Spatz ; attorney, D. J. Blackeston,
Cumberland, Md. This road was opened for traffic Apr. 24, 1902,
with 16 miles in operation. The total proposed milcige of the road
is 24 miles, and the remaining 8 miles will be built this season.
The .Alton & East Alton Railway & Power Co., Alton, HI. This
road is operated by the Alton Railway, Gas & Electric Co., and has,
at the present time, one mile of track completed. The rest of the
proposed four miles is now under construction. The section com-
pleted was opened for traffic Jan. i, 1903. The president of the
company is James Duncan, and secretary, J. F. Porter.
Rockville, Broad Brook & East Windsor Railway Co., Broad
Brook, Conn. This company, which has been organized to build 12
miles of road between the places named in the title, is not yet under
construction and contracts have not been let nor officers chosen.
Joliel, Plainfield & Aurora Ry., Joliel, 111. This company has
not done anything in the way of grading, but expects to begin con-
struction work early in the spring. Il has completed all of the pre-
liminary engineering work and secured franchises and private right
of way where required. The arratigements for financing the road
liavc also been completed and a basis agreed upon f'lr terminal
tracks at Aurora and Joliet. The line when completed will be 22
miles from Joliet to Aurora and will pass through the town of
I'lainficid, located about half-way between these cities. From Joliet
to Plainfield the line will be constructed on one side of an 8o-ft.
highway, and from Plainfield to Aurora on private right of way
paralleling the Elgin, Joliet & Eastern Ry, The construction is to
be first class in every respect and the road will be cf|uiped for high
speed. If is cxpecled that the line will be completed and in opera-
tion by Sept. I, 1903. The president and general manager of the
company is F. E. Fisher; vice-president and general counsel, K.
Mcers; secretary and treasurer, F, E. Stoddard; chief engineer, J.
W. Rickey.
Inter Urban Railway Co., Davenport, la. The company com-
menced operation on Sept. 11, 1902, to Altoona, and on Nov. 8,
u)02, to Mitchellvillo, iS miles from Des Moines. The line is also
comiileted to Colfax and was expected to be in operation during
this month. The officers of the company are: President and gen-
eral manager. H. II. Polk; secretary, W. I. llaskit; treasurer, G. B.
Ilippee; chief engineer, James Carss; electrical engineer, Edward
Cunningluun ; consiilling engineers, Sargent & Limdy; attorney, N.
T. Guernsey.
Topeka & Vinewood I'.iik Railroad Co., Topeka, Kan. The
company has under construction 7 miles of inlcrurban track and ij'j
miles of city track, which will be completed within 30 days and put
in operation .Apr. i, 1903. It has also secured a new franchise for 9
miles of additional track in the city, which will be buill in 1903.
President, E. W. Wilson ; secretary and general manager, F. G.
Kellcy; treasurer, John Wilson; superintendent and electrical en-
gineer, A. L. Ward ; chief engineer, V. R. Parkhurst. The general
contractor for the company is the L. F.. Meyers Construction Co.,
of Chicago.
Kansas City, Lawrence & Topeka Railway Co., Kansas City, Mo.
This road is a consolidation of the Lawrence & Emporia Railway
Co., the Lawrence Street Railway Co., the Kansas City, Bonner
Springs & Topeka Railway and the East Side Circle Ry. The total
mileage to be operated is 65 miles, which is now under construc-
tion. The officers of the company are : President, Henry G. Pert ;
secretary, C. H. Chapin ; treasurer, W. A. Baker; general manager
and purchasing agent, Willard E. Winner; chief engineer, J. G.
Hughes. The general cimlractor for llie cnmpany is Ihc Leaven-
worth Construction Co.
Moline, East Moline & Walertown Ry., Moline, 111. President,
C. H. Deere; secretary, W. 11. Rank; treasurer, Joshua Hale; gen-
eral manager and chief engineer. Blake A. Mapledoram ; electrical
engineer, J. C. Hoffman ; attorneys. Wood & Peck. The general
contractors of the road are Blood & Hale, of Boston. The com-
pany opened 5 miles for operation Nov. 15, 1902, of which two miles
is city track. The total propcsed length of the road is 25 miles, but
the amount to bo built during the coming season has not yet been
determined.
The Washington, Baltimore & .Annapolis Electric Railway Co.
reports that its line is still under construction and that the work of
grading was commenced about October ist. The company expects
to have the line complete and in operation by November, 1903. The
officers of the company are: President, H. W. Lamprecht ; vice-
president and general manager, James Christy, jr.; assistant gen-
eral manager, C. S. Gladfelter; secretary and Ireasurcr, Olio Mil-
ler. Ihe general offices are in Cleveland, O.
The Omaha & Council Bluffs Railway & Bridge Co., Council
Bluffs, la., which controls the Lake Manawa Park & Manhattan
Beach Railway Co., advises us that the latter road has not been con-
structed. The company purchased the right of way, but before
construction of the road was commenced negotiations were closed
whereby the Omaha & Council Bluffs Railway & Bridge Co. se-
cured control of the Omaha, Council Bluffs & Suburban Railway
Co. running to Lake Manawa. The Lake Manawa & Manhattan
Beach Ry. was to have been a parallel ro;id in opposition to the
latter.
Southern Indi;iiia liUcmrban Railway Co., New .Albany, Ind.
The line of this company, which is still under construction, extends
from New Albany to Jeffersonville, a distance of about five luifes;
the road is all graded and the contracts partially let. Most of the
pole line is also erected. The company will secure ils power from
the I'niled Gas & Electric Co., of New Albany, and ex|]ecls to be
in operation abont Apr. i, t903. I'residenI, .Samuel Insull, Chicago;
secretary, treasurer and general manager, R. W. Waile ; superin-
tendent, C. Wuslenfeld ; consulting engineers, SargenI & Lundy.
Chicago. The Tennis Constrnction Co. is gencr.il conlraclor for
the road,
Indianapolis & Plainfield Electric Railway Co., Indianapolis. Iiid.
The company operates 14 miles of track, of which u miles is cily
track. The road was completed .Sept. 12 and opened for traflic
.Sept. 16, 1902. The officers of the company are: Presidenl, Allien
I.icvcr; secretary and treasurer, Henry L. Sinilli; snperiiiUiideiil.
M. Bonner; chief engineer, H. A. Mansfield.
'I'lic Internrban Railway & Power Co, n< llnl Springs. Ark,
expeclcfl to have begun operation in October I.'isl, bill work has been
unavoidably delayed and no further progress has been made up to
44
STREET RAILWAY REVIEW.
[Vol. XIII, No i
llif present time. I'lie officers of the company are: President, C.
H. ICames; vice-president, II. Williams; secretary, F. D. Ward;
treasurer, C. N. Rix.
Jersey Shore Street Railway Co., Jersey Shore, Pa., reports that
ahont two miles of track are hiiill and that the last proposed i>4
miles will be completed during the coming season. J. H. Cochran
is president of the company and Krncst II. Davis general manager.
The Wallham (Mass.) Street Railway Co., under date of Jan.
7, 11)03. reports that its line is still under construction. The officers
arc: President. Fred C. Hinds; secretary, Henry S. Milton; treas-
urer. Charles E. Dresser, and superintendent and general manager,
II. G. Lowe. The general contractors for the coniirany are James
I". Shaw & C".
The Metropolitan Railw.iy Co., of Oklahoma City, Okla., reports
that it will have eight miles of city track Iniilt and in operation
Jan. 20, l<X>3. The officers of the company are: President, .\nton
H. Classen; secretary, John W. Shartel; treasurer, George H.
Ilrauer; superintendent and electrical engineer. Charles \V. Ford.
The Knox Engineering Co., Chicago, is the consulting engineer.
RAILWAY SYSTEM AT PUEBLO, COL.
THE DETROIT, MONROE & TOLEDO SHORT
LINE.
The Puchio & Suburban Traction & Lighting Co. on December
I, 1902, took over the property of the Pueblo Traction & Lighting
Co., a corporation organized Jan. i. 1901, to consolidate the street
railway, light and power systems of Pueblo, which had been op-
erated by the Pueblo Traction & Electric Co., the Pueblo Electric
Street Railway Co., and the Pueblo Light & Power Co. During
the last two years the greater part of the property of the consoli-
dated company has been rebuilt and the whole is now in first-class
physical condition.
Current is furnished from a central power house which has five
engines of a rated capacity in the aggregate of 1,700 kw. There
are 26 miles of railw.iy track, and 26 new double truck cars built
by the American Car Co. of St. Louis, and the Woeber Carriage
Co., of Denver, all mounted on Brill trucks and equipped with Gen-
eral Electric No. 58 and No. 60 motors, have been put in service.
For extra service and summer travel to the parks and other resorts
the older equipment consisting of 9 and lO-bcnch open cars is used.
The company owns patented lands on and along Beaver, West
and East Beaver Creeks, which drain an area of 70 square miles
and on these several streams have located three power stations
known as ".*\," "B," and "C," which, when completed, will furnish
10.300 h. p. Station ".\" is now in operation and transmitting cur-
rent for light and power to the Cripple Creek mining district. The
dam and reservoir are located s'A miles east of Victor. Water is
conveyed from the dam to station "A" through a 30-in. redwood
pipe, 23.200 ft. long, a portion of which, 1,535 f'-. is 'aiJ through a
bore in the rock known as Skaguay tunnel. The Pelton water
wheels in the station are operated under an effective head of :,l6o
ft., the output of the station being 2,700 h. p. The capacity of sta-
tion "B" is to be 5,500 h. p. and of station "C" 2,100 h. p.
Two high-tension transmission lines connecting station "A" with
the steam plant in Pueblo via the sites of stations "B" and "C" are
under construction.
The officers of the company arc: President, M D. Thatcher.
Pueblo, Col. ; vice-president, Warren Woods, Colorado Springs.
Col.; secretary, F. M. Woods, Victor, Col.; treasurer. H. E. Woods,
Pueblo; general manager, John F. Vail, Pueblo.
FRANCHISE DECLARED VOID.
The Supreme Court of Wisconsin on December 30lh rendered
its decision declaring void the franchise granted by the Milwaukee
Council to the Milwaukee. Burlington & Lake Geneva Railway Co..
which was incorporated in February, 1901, to build an elevated line
in Milwaukee. The point involved in this case was that the road
to be built was a commercial railroad and not a street railway. It
is believed that the incorporators of the company will endeavor to
secure a new franchise from the city which shall avoid this ob-
jection.
The Detroit, Monroe & Toledo Short Line Railway Co. was or-
ganized Nov. 19, U)02, with a capitalization of |6,ooo,ooo, une-half
stock and one-half bonds. This company is to take over the Toledo
& Monroe Railw.iy, the Michigan & Ohio Railway and the Monroe
Traction Co. and will extend the line from Monroe to Detroit ;
$l,ixx),ooo of bonds and stock is to be retained in the treasury of
the company for future extensions and improvements, such as dou-
ble tracking. It is the intention of the company to have a private
tijjht-of-way 66 ft. wide for the entire distance from Detroit to
Toledo. There yet remains some 30 miles of the line to be con-
structed. Work has been started and rights-of-way procured; stone
work for the piers and abutments for bridges is under way and grad-
ing will be started as soon as the frost is out of the ground. Con-
tracts for rails, poles, wire and overhead material have been let.
The directors of the company are Eldredge M. Fowler, Pasadena,
Cal. ; Arthur Hill. Saginaw. Mich.; Chas. R. Ilannan, Council
Bluffs, la.; S. J. Murphy, C. A. Black, J. M. Mulkey, A. E. F.
White, E. A. Flinn, C. J. Really, Detroit, and Matthew Slush, Mt.
Clemens, Mich. Matthew Slush is president, and Chas. R. Hannan,
treasurer; Elisha A. Flinn, secretary.
CONSOLIDATION AT MONTEREY, MEX.
The Monterey Electric Railway Co. of Monterey, Mcx., has ac-
quired the Compania Urbanos Fcrrocarriles de Monterey which
operates about 13 miles by mule power, having 33 cars and 164 mules,
and a franchise that runs for 66 years with a 6-cent fare authorized;
the Monterey & Santa Calalina Railroad, commonly known as the
Slaydcn lines which operates 15 miles having 29 cars and 130 mules,
and has a franchise with 80 years to run and permitting a 6-cent fare,
and the Mackin and Dillon concession for all the other streets of
Monterey which is a 99-year franchise, permitting 10 cent first-class
and five cent second-class fares within the city limits and double on
outside lines.
This last franchise exempts the company from taxation for 20
years. After that period there is a tax of r per cent on the gross
receipts for 10 years and 2 per cent thereafter for the next 20 years.
It is the intention to electrically equip 30 miles of the best lines.
The company also has a 20-year lease on the baths and park prop-
erty at Topo Chico. Hot Springs, a famous health resort about three
miles from Monterey. The company is also planning to give a
freight service, which, it is estimated, will bring gross receipts of
$79,000, as against $438,000 passenger receipts. The Monterey Elec-
tric Railway Co. is represented in this country by Sperry. Jones &
Co., bankers, of Baltiinore.
A PUBLIC UTILITIES CORPORATION.
The public utilities of Ft. Scott, Kan., arc all operated by the
Ft. Scott Consolidated Supply Co.. which was organized Jan. I,
1901, as a successor to the Ft. Scott Electric Light & Power Co.,
the Citizens' Electric Street Railway Co., the Ft. Scott Gas Co.
and the Ft. Scott Steam Heating Co. The steam heating service is
on the Holly system, installed by the American District Steam Co.,
of Lockport, N. Y., and about nine-tenths of the business houses
along the lines installed use the heat. The street railway comprises
nine miles of track. The gas plant furnishes an output of about
20.000,000 cu. ft. per year, the company having 18 miles of mains.
The officers of the company are: President, Grant Hornaday; vice-
president, C. F. Martin; secretary, F. A. Hornaday; treasurer and
superintendent, F. D. Martin.
The snowstorm on December 29lh canscd a good deal of trouble
to the Montreal Street Railway Co., and 300 extra men were put at
work to keep the tracks clean.
The Tri City Railway Co.. operating in Davenport, la., and Rock
Island and Moline, III., has adopted the merit system of discipline.
It is announced that the United States minister ,at Seoul, .^sia,
has dciTiandcd the prompt payment of the $1,500,000 due the Amer-
ican firm Colbrau & Bostwick for the construction of the Seoul
Electric Co's. line.
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
45
RECENT STREET RAILWAY DECISIONS.
EDITED BY J. L. ROSENBERGER, ATTORNEY AT LAW, CHICAGO.
HOLDER OF PRIOR MORTG.\GE FROM LESSOR H.\S NO
LIEN ON FEED WIRE PURCHASED BY LESSEE.
Kansas Loan & Trust Co. v. Electric Railway, Light & Power Co.
of Sedalia, Mo. (U. S. C. C, Mo.), 116 Fed. Rep. 907. July 14,
1902.
A feed wire furnished by a lessee of an electric railway may be
removed by the latter where its only obligation is to take, maintain,
and restore the leased property in the condition in which it found
it, and a holder of a prior mortgage from the lessor, with a subse-
quently acquired property provision, the L'nitcd States circuit court
holds, does not acquire any lien thereon.
CONDUCTOR'S DUTY TO MAKE PASSENGERS STAND-
ING ON STEPS GET OFF OR RETURN INTO CAR.
Brace v. St. Paul City Railway Co. (Minn.), 91 N. W. Rep. 1099.
Oct. 31, 1902.
There was evidence in this case tending to show that the plaintiff
was standing upon the steps, refusing to get off or go back into the
car, and the supreme court of Minnesota says that it was proper for
the court to instruct the jury that it was the conductor's duty to
use such reasonable force as might be necessary to make him get
off or return into the car. The conductor was charged with the
duty of conserving the interests of the other passengers. It would
be unreasonable for a person to take possession of the steps, thus
preventing the closing of the gates, and hold the car in waiting, and
the duty devolved upon the conductor in charge of the car to use
reasonable means to prevent undue delays and interruptions.
INJURY TO BOY RUNNING INTO CAR WHEN LET LOOSE
AFTER BEING HELD AND LECTURED.
Palmisano v. New Orleans City Railroad Co. (La.), 32 So. Rep. 364.
March 17, 1902. Rehearing denied June 30. 1902.
Where urchins have been stealing rides by hanging onto the rear
end of a gravel train or gravel car drawn by an electric street car
on the street of a city, the supreme court of Louisana holds that the
employe in charge of the train, as, for example, the motorman, who
has in vain tried to make them desist by warnings and threats, is
entirely justified in catching hold of one of them and lecturing him.
If the employe's lecture has l>een temperate, and he has not rough-
used the boy, but has merely held him, and no longer than was nec-
essary for the purpose of the lecture, he or his employer is not re-
sponsible if the l)oy (a child eight years, lacking three month, old),
on being turned loose, runs blindly in a direction converging with
that of a coming car, and collides with the car and is injured.
STRIKING OF PERSON NEAR TRACK BY BODY OF CON-
DUCTOR PASSING ALONG FOOTBOARD
OF MOVING CAR.
United Railway & Electric Co. of Baltimore City v. Fletcher (Md.),
52 Atl. Rep. 608. June 19, 1902.
A city employe standing on the side of a ditch which was three
feet from the railway track was injured by coming in contact with
the body of a conductor who was parsing along the footboard at the
^idc of a moving open summer car. The court of appeals of Mary-
land holds that it was improper to let the case go to the jury to be
determined l)y surmise and conjecture, in the absence of reasonable
evidence of any act of negligence or failure of duty on the part of
the conductor. It says that the evidence went only so far as to
«how that the l»dy of the conductor, while passing along the foot-
lioard of the moving car, struck and injured the man. The conduc-
tor not only had the right to pass along the footlx)ard of the car
when it was in motion, but the discharge of his duty required him to
do so very frequently. It is a well-known f.ict that the footlioard is
a narrow onf, and a conductor, in order to pass along it in safely,
especially if he has to lean in iK'twecn the .successive scats lo col-
lect fares, must, in passing by the upright standards of the car.
give to his body a swaying or swinging motion. There was no evi-
dence that the conductor in this case acted in a negligent or unlaw-
ful manner when passing along the footboard. The entire space be-
tween the railway track and the ditch was but three feet, a consid-
erable part of which must have been occupied by the overhanging
part of the car and the footboard. Under these circumstances the
mere fact that the man, while standing in the narrow space between
the car and the ditch, came in contact with the body of the conduc-
tor, was not per se or in and of itself even prima facie evidence of
negligence on the part of the latter.
DUTY OF MOTORMAN ON CAR DESCENDING GRADE IN
CITY TO LOOK OUT FOR YOUNG CHILDREN— CHILD
RUNNING INTO PASSING CAR— ORDINANCE RE-
QUIRING CAR TO BE STOPPED IN SHORTEST
TIME POSSIBLE ON APPEARANCE OF
OBSTRUCTION.
Gray v. St. Paul City Railway Co. (Minn.), 91 N. W. Rep. 1106.
Oct. 31, 1902.
Where street railway tracks occupy a street at the foot of an
incline which, in conjunction with other streets, forms a system of
crossings in a populous part of the city, the supreme court of Min-
nesota holds that it is the duty of the motorman in charge of a
car coming down the grade to keep a lookout for young children
approaching the crossings or standing near the tracks, and to take
reasonable precaution to prevent injury to them, by sounding the
gong, checking the speed of the train, and holding it under con-
trol. Moreover, it says that it could make no difference in this case
that the front part of the car had passed the children, and that the
boy, who was s years and 9 months of age, came in contact with
the second part or rear of the train, for the evidence tended to
show that they were either standing in close pro.ximity to the cars
at the time the motorman passed them, or that they were approach-
ing it with the intent of crossing the track, either upon a walk or
running. It was for the jury to say whether it was reasonably to be
apprehended that such young children might run into or come in
collision with the car as it was passing.
An ordinance providing that "No person having the control of the
speed of a street railway car passing in a street shall, on the appear-
ance of any obstruction to his car, fail to stop the car in the shortest
time and space possible,'' the court holds is not unreasonable, in
that it requires the stopping of the car without regard to the safely
of the train and persons therein. It is no more than a declaration
of the law, and only requires the person in cliarge of the car, upon
the appearance of an obstruction, to slop the car as .soon as possible
under the circumstances, with due regard for the safely of the pas-
sengeis.
NOT AN ATTEMPT TO CONDICMN AND APPROPRIATE A
PUBLIC STREET OR TO BUILD AN ELEVATED
RAILROAD THEREIN.
State v. Superior Court of King County (Wash.), 7 Pac. Rep. 484.
Oct. IS, 1902.
Where a dedicated and iii-'illi-r! street had never l)een improved
and could not be used for the purposes of :i public street by reason
of the fact that it was merely a vacant strip of tide land, 66 ft.
in width, over which the tide regularly and freely ebbed and flowed,
and it was sought to ascertain the amount of compensation which
should he paid lo an abutting properly owner on accounl of building
a railway line and roadway along said sircel. luuler a statute grant-
ing the power of eminent domain lo electric railway corporalions,
but providing that said right of eminent doman should not be ex-
ercised with respect to any residence or business struclure or struc-
tures, public road or street, it was argued that the company was
endeavoring to appropriate m public street fur the purposes of its
railway, in coiUravenlion of the slatiUc. or Ihal it was at least
unrlertaking I'j bnilil an elevated railway in a public street of the
city, which it had no right to do, in the absence of direct legislative
sanction. But the supreme court of Washington does not tliijik that
46
STREET RAILWAY REVIEW.
[Vol. XIII, No. i.
the company was cillicr atlcmptiiig lo condemn and appropriate
to its own use a street, or to construct an "elevated railroad" on a
street, within the meaning of that phrase, as understood in localities
where such r.iilwa>s are in common use. An elevated railroad,
properly S|>cakiiig, it says, is one which is placed above the surface
of the street which is used hy the general public ; but such was
not the character of the structure which the company was required
by the city to erect in this case, where the city, by ordinance, granted
to the company the privilege of laying its tracks in this platted and
dedicated street — as it was clearly empowered to do by law — and
required the company, as compensation for such privileges, to con-
struct a plank roadway or bridge (designated in the record as a
"trestle and bridge") not less than 22 feet in width, and upon a
grade at a height specified in the ordinance, and to maintain the
same for the use of the public as a street as well as for its railroad
tracks. It would seem, the court says, that what the company was
really seeking to do, and what the city required it to do, under its
franchise, was, not lo condemn and appropriate a street, but virtu-
ally to make a street where none had theretofore existed.
CARE REQUIRED OF PERSONS CROSSING TRACKS— OR-
DINARY CARE DEFINED— WHAT PHRASE
"LOOK AND LISTEN" MEANS.
Beerman v. Union Railroad Co. (R. I.), 52 Atl. Rep. 1090. July 2,
1902.
A railroad track, whether steam or electric, the supreme court
of Rhode Island holds, is a place of danger, and a person crossing
it, whether on foot or in a vehicle, must exercise ordinary care for
his own safety to exonerate him from the charge of contributory
negligence, and what is ordinary care under one set of circumstances
might amount to negligence under a different set of circumstances.
Ordinary care is such care as a person of ordinary prudence exer-
cises under the circumstances of the danger to be apprehended. The
greater the danger the higher the degree of care required to consti-
tute ordinary care, the absence of which is negligence. It is a ques-
tion of degree only.
In this case, a one-horse carriage, going at a slow pace, so slow
that it could be stopped within a distance of a very few feet, and a
heavy electric street car, authorized to go at a speed not faster than
nine miles an hour, collided when approaching one another through
intersecting streets. The carriage reached the crossing first, and
the court holds that it had the right of way if, proceeding at a rate
of speed which, under the circumstances of the time and locality,
was reasonable, it could safely go upon the tracks in advance of the
approaching car, the latter being sufficiently distant to be checked,
and, if need be, stopped, before it should reach the carriage. When
the driver of the carriage approached the intersection of the streets,
he was required to do for his own safely and protection what or-
dinarily careful persons arc accustomed to do under like circum-
stances. The exercise of ordinary care and prudence required him
to look and listen for the approaching car before attempting to
cross the track, and his failure to do so would be the result of his
own thoughtless inattention, and must be regarded as negligence on
his part. Whatever the fault of the molornian, it was the duty of
the driver of the carriage to have looked both ways and to have lis-
tened before attempting to cross the track, and to have done so
immediately before crossing the track. One using a vehicle must
use due care no less than a pedestrian, and the same is true of the
motorman of an electric car, if each would be free from negligence.
The phrase "look and listen," used in the books, is simply synony-
mous with using one's senses to inform the mind of danger that,
being liable to threaten, must be guarded against.
INJURY TO NEWSBOY REMAINING ON CAR AFTER
BEING ORDERED OFF WHEN HE COULD HAVE
GOT OFF WITH SAFETY— INJURY TO
TRESPASSER.
Indianapolis Street Railway Co. v. Hockett (Ind. App.), 64 N. E.
Rep. 633. June 24, 1902.
A newsboy over 12 years old got on the running board of an open
car while it was standing still. Me did this for the purpose of sell-
ing a newspaper in accordance with what he claimed was the cus-
tom of the company to allow passengers lo be supplied with news-
papers by boys vending same upon the streets. The conductor was
on the back platform, and ordered the boy to get off before the car
started. He also ordered him lo get off just after the car started,
when it had gone 25 or 30 ft., and was moving at the rate of 2 or
3 miles an hour. Then the conductor in going toward the front
end of the car, as it was necessary and as it was his duty lo do lo
rolled the fares of passengers, went in the direction of the boy,
and ordered him off. The boy fell and was injured so that his foot
and ankle had lo be amputated. The appellate court of Indiana,
division No. 2, reverses a judgment rendered in his favor, and orders
that the company's motion fur judgment on the answers lo interro-
gatories notwithstanding the general verdict be sustained. It says
that if it be conceded that the boy was on the car by permission
of the company, that permission was withdrawn when he was
ordered to gel off, when he coulil have done so with safety, and
thereafter remaining on the car he became a trespasser. The law
protects a trespasser from willful injury only, and willful injury
was not claimed or shown in this case. The special findings affirm-
atively showed thai going in ihe direction of the boy to collect fares,
as above stated, was all that the conductor did that could have influ-
enced his actions. It could not be said as a matter of law to be
negligence to order one who was sui juris or legally capable of
acting in a matter in his own right and not a passenger to get off a
car when that order might have been complied with with safety.
Admitting that it was possible that it might have shown by a per-
tinent question that the l)oy did not hear he order of the conductor,
such finding would only go lo the question of his contributory neg-
ligence, and the question lemained, did the facts show that the com-
pany was guilty of negligence? The judgment, in view of the spe-
cial findings, could only have been affirmed upon the ground that
the company was guilty of negligence in ordering one who was in
no sense a passenger, who remained upon the car in violation of an
order, to get off, when such person might have obeyed the order
with safely, or to hold that the conductor owed it as a duty to the
boy to ignore his presence, or in silence to allow him to remain
upon the car until he should choose to leave it.
LIABILITY OF TRUSTEE FOR NEGLIGENCE OF MOTOR-
MAN.
O'Toole v. Faulkner (Wash.), 70 Pac. Rep. 58. Sept. 2. 1902.
This was an action for damages for personal injuries alleged to
have been sustained through the negligent and careless handling
of a street car by a motorman in charge of the same employed by
the party sued, the alleged trustee and operator of the street car
line. The latter contended that he was simply an agent and was
therefore not responsible for the negligent acts of the motorman.
Whatever connection he had with the operation of the street car
line was under and by virtue of an agreement in writing whereby
he acknowledged and declared that he bid for the purchase of the
properly, plant and franchise and assets of a light and power com-
pany at a sale thereof in pursuance of a decree of court as the agent
of and in trust of a certain-named committee of Ixandholders of said
company ; that the money and bonds paid for said property were the
proper money and bonds of said committee ; and that in considera-
tion of the terms and one dollar to him paid by the chairman of the
commitee, he covenanted, promised and agreed lo hold said prop-
erty as the agent of and in trust for said connnillec to manage, and
administer the same and operate the plant exactly according to the
orders and instructions of said committee, and without further or
additional compensation than his salary as bookkeeper, and to deed,
convey, transfer and relinquish the possession of all and singidar
said property, plant, franchise and assets of every name and nature
to such persons, firms or corporations as might be designated by said
committee, immediately upon its written request, signed by its chair-
man or a majority of the members, without any delay or evasion.
From this agreement the supreme court of Washington thinks
that he was in control of the operation of the street car line. It
says that it was true that he was in no sense the real owner, as
shown by the agreement. The committee was the owner ; but his
purchase was in trust for the committee, and his agreement was to
hold the property in trust for the committee, and to manage and
administer the same. He was the legal owner of the property in
possession, and was operating it for the benefit of the cestui que
trust, or beneficiary. It seems to the court that this constitutes ex-
actly under the law, a trustee. He was operating a public franchise
as the legal owner. Street car companies must be operated by some
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
47
one who is responsible. The committee was not responsible, and
the responsibility must rest upon the operator, who is the legal
owner of the property. Neither public policy nor the plainest prin-
ciples of right will permit this responsibility to be evaded. Being
the legal owner, and operating the road, he stood in relation of mas-
ter to the niotorman. .-Knd it is well settled that a trustee is re-
sponsible for tortious or wrongful acts of a servant, while the bene-
ficiary of the trust is not.
L1.\BILITV FOR EJECTION OF PASSENGER GIVEN
WRONG TR.\NSFER BY MIST.AKE.
Lawshe v. Tacoma Railway & Power Co. (Wash.), 70 Pac. Rep.
n8. Sept. IS, 1902.
.\ passenger who requested a transfer to one line was by mistake
of the conductor given instead a transfer to another line. Not no-
ticing the mistake, he presented this transfer to the conductor of a
car on the line to which he asked for the transfer, but the latter
refused to accept it and demanded fare. He declined to pay fare, and
was put off the car. Thereafter he brought this action for damages
on account of the ejection. The supreme court of Washington says
that an examination of the authorities satisfies it that not only is
there an irreconcilable conflict in the authorities, but that the weight
of authority and the better reason sustain the passenger's right to
recover. It is true that the company has right 10 make regulations
governing its traffic ; but those regulations are for the benefit of the
company, they are to a certain extent technical, and are understood
only by the officers of the company and by travelers who are exceed-
ingly familiar with them.
But outside of all authority, the court says it seems to it that in
accordance with the general principles of law the party should re-
cover. It is too plain for argument that only the right to sue for
the recovery of the fare or portion of the fare received by the com-
pany will be totally inadequate, and, through the plain, everyday
law governing agency, the company is responsible for the acts of its
agent and for his mistakes. This mistake it was the duty of the
company to correct. It must necessarily correct it through its
agents. It makes no difference, in reason, that the agent who was
called upon to correct the mistake was another and different agent
from the one who made the mistake. They were both agents of
the company, and the act of the first conductor was in effect the
act of the second conductor, because the acts of both were the acts
of the company ; the company having, for its own convenience, in-
trusted its business to two agents instead of one. The contract was
made when the passenger paid the fare, and it was a contract not
with any particular agent of the company, but with the company
through its agents. The first conductor, who made the mistake,
was not the agent of the passenger, but was the agent of the com-
pany, and his mistake was, therefore, the mistake of the company.
If any other rule prevailed, the result would be that the company
would be allowed to deprive the passenger of part of the benefit of
his contract on account of the mistake made by the company, and
for which he was in no wise to blame, for he had a right to assume
that the conductor furnished him with the transportation for which
he asked and for which he paid ; it being absolutely impracticable
for passengers to make technical examination of the transfer slips
which they receive. And he ought to have redress for the company's
violation of the obligation which it assumed.
STATUTE DEFINING LIABILITY OF RAILROAD COM-
PANIES APPLICABLE TO STREET RAILROADS-OR-
DINARY AND REASONBLE CARE DEFINED—
WHAT MAY BE PRESUMED AS TO PEDESTRI-
AN.S— DUTY TO PERSONS ON OR AP-
PROACHING CROSSINGS— NO RIGHT
TO RUN INTO CROWD.
Consumers' Electric Light & Street Railroad Co. v. Pryor (Fla.),
32 So. Rep. 797. Feb. 18, 1902.
The supreme court of Florida .says that the act of 1891 defining
the liability of railroad companies in certain cases (Rev. St. Append,,
p, 1008. c. 4071) has \>ctn regarded by it, in unwritten opinions, as
ap[>licahlc to street railroads; but it has not been considered as
rhanginK the rule of alleging negligence in such cases to the extent
of requiring only an allegation of injury or damage by the rinming
of locomotives, cars or other machinery of the defendant company.
The statute does not undertake to fi.x arbitrarily liability for an
injury done, but there is a presumption of negligence under it, aris-
nig from the injury or damage.
The measure of duty under ihc act of i8yi is all ordinary and
reasonable care and diligence, which means care proportionate to
the dangers to be avoided, so that what will constitute the amoiuU
or kind of diligence required will vary under different circum-
stances, as the terms "ordinary" and "reasonable" are relative, and
what under some conditions would be ordinary and reasonable dili-
gence might under other conditions amount to even gross negligence.
Street cars, regardless of the power by which they are impelled,
have no superior rights to other vehicles or pedestrians at regular
street crossings, in the absence of a specific legislative grant, but
their rights are equal and in common, and impose correlative duties
on the respective parties.
The employes of a street car company in operating cars have the
right to presume that a pedestrian will exercise ordinary and rea-
.sonable care to avoid injury from moving cars, and they are not
required to stop a car until it becomes evident to a person of ordi-
nary and reasonable care and prudence that the pedestrian has
failed in his duty, and has placed or is about to place himself in a
perilous situation. The duty, however, devolves upon the employes
to keep a vigilant lookout for persons on or approaching the track,
especially at street crossings, and, when they are discovered to be in
danger or going into danger on the track, to use every effort con-
sistent with the safety of passengers to avoid injuring such per-
sons. Where the employes could have seen by the exercise of ordi-
nary care a crowd of people coming out of a church and crossing
the track at a regular crossing, while the car was at least 200 feet
away, it was their duty to see the crowd of people in a situation of
danger, by approaching and going across the track in front of the
car at a regular street crossing, and it then became the duty of the
employes to use every effort consistent with the safety of passen-
gers to avoid injuring the crowd of people. Conceding that the car
could have approached the crossing under the assumption that the
crowd would leave the track, still the presence of human beings
I hereon, and the apparent situation of danger to them, imposed upon
the agents of the company the duty to so approach the crowd as to
avoid injury, if possible — even to the stopping of the car if neces-
sary. The company has no right, of course, to run into a crowd of
people, though they disregard their duty and do not leave the track.
EXTRA CARE REQUIRED APPROACHING STREET
CROSSINGS IN CROWDED CITIES— RATE OF SPEED
—DIM HEADLIGHT— CIRCUMSTANCES MAY EX-
CUSE FROM LOOKING AND LISTENING,
Chicago City Railway Co. v. Fennimore (111,), 64 N. E. Rep. 985.
Oct. 25, 1902.
A woman who started at a street corner in Chicago to cross the
street diagonally to take a car looked twice for coming cars and
after waiting for a cable train to pass on the nearer track started
to cross behind it and was struck by the grip car of a train on the
farther track. The evidence tended very strongly to show that what-
ever headlight there was on this grip car was very dim in its char-
acter, and insuflicient to enable a person at even a short distance
ahead of the train to sec its approach upon a dark night. The su-
preme court of Illinois affirms a judgment in the woman's favor.
It is the doctrine of this court, it says, that drivers, gripmen,
and motormen of street cars are obliged to exercise a more exact-
ing attention when they approach street crossings in a crowded city,
where vehicles and i)edestrians may always be expected in front
of them. Although no ordinance limiting the speed at which cable
cars were allowed to run in the streets of Chicago was introduced,
yet in each case it must be a question for the jury to decide
whether or not, under the facts and circumstances of that particu-
lar case, the speed is or is not a dangerous or unrea.sonable rate of
speed. A railroad company in the running of its trains is always
required to use ordinary care and prudence to guard against injury
10 the persons or property of those who may be rightfully traveling
upon the public streets, and this is true whether there is a statutory
regulation upon the subject or not.
Where a cable train is running along the street in a city like
Chicago on a dark and somewhat foggy night, with a headlight so
small and dim as scarcely to be noticeable, or, if noticeable, likely
to be mistaken for some other light, Ihc court is not prepared to
48
STREET RAILWAY REVIEW.
[Vou XIII, No. I.
say that it is error to submit to ilic jury the question whether the
company propt-lliiig such train under such circumstances is or is
not guilty of negligence. The question did not arise here whether
the speed of the car might have been justilialile if the headlight had
lieen in giwd condition, but uilh such a headlight as the evidence
showed, it would seem to have Iwen the duly of the persons pro-
pelling the car lo run it at a rctluced rate of speed.
Ihe question whether or nut it was negligence nut to look a
third time, after Ihe train on the nearer track had passed, was one
for the jury to determine under the inslruclioiis of the court. An-
ticipation of negligence in others is not a duty which the law im-
poses. In this case the company owed il, as a duty to this woman
and lo the public generally, to equip its trains with proper head-
lights. When she started across the street she had the right to
assume that it would perform this duty, and had a right to rely
upon the belief that no train would approach without a proper
headlight. If she saw no headlight, she had a right to assume that
no train was approaching. It has twen held that the traveler is not
at fault in failing to look and listen, if he is misled without his fault.
There may be various circumstances which excuse him from stop-
ping to look and listen, and, if the evidence tends to show that
there was such an excuse, the existence of it is a matter for the
determination of the jury, and to be submitted to them.
CITY CANNOT COMPEL REMOVAL OF HEAVIER RAILS
LAID WITHOUT PERMISSION ON TRACK HAVING
LIGHTER ONES THAN THOSE ON THE OTHER-
CONDITIONS AS TO PAVING AND REPAIRS
ABROGATED BY MASSACHUSETTS ACT
OF 1898— NATURE OF LOCATION.
City of Springfield v. Springfield Street Railway Co. (Mass.), 64
N. E. Rep. 577. July 15, 1902.
A grant of a location for the extension of tracks was conditioned,
among other things, that all materials used and all the details of
Ihe construction of the tracks, should be to the acceptance of the
supervisors of highways and bridges, who, under the city ordi-
nances, had general supervision of all public highways, streets, ave-
nues, and bridges of the city. The tracks were constructed in
accordance with the terms of the grant, T-rails being used, which
were approved by the board of supervisors. Subsequently, on ac-
count of the rails used on one track being of somewhat greater
depth and weight than those used on the other track, the company
took up the lighter rails, and laid some of the same type, size and
weight as the others, these being rendered necessary to provide
for the safety and comfort of the public, in consequence of in-
creased travel. In making the change it expended a large sum of
money and dug up a portion of the surface of the street, but re-
stored it to the same condition in which it was before the change.
It did not apply for or obtain permission from the board of super-
vistors to dig up the surface of the street or substitute the new
rails, but the omission to do so was accidental and without any
purpose to evade or violate the law, and, for aught that appeared,
the city authorities stood by and saw the work go on without objec-
tion. Under these circumstances, the supreme judicial court of
Massachusetts holds that the city was not entitled to have the rails
removed. It says that the only reason urged why the company
should be compelled to take up the rails because it did not obtain
the permission of the supervisors was that, for the purpose of im-
proving the avenue, the supervisors intended to harden its surface,
and to require a grooved rail to be laid when the old rails were
removed. But this does not seem to it to be an adequate reason.
It says that if it assumes that the supervisors could have required
a grooved rail to be laid, it is nevertheless of the opinion that,
under the circumstances shown, the city was not entitled to an in-
junction compelling the removal of the rails that were laid.
Chapter 578 of the Statutes of 1898, which was intended to com-
mute into money payments to cities and towns the burdens imposed
upon street railways in regard to the care of streets, the court holds
abrogates conditions in other than grants of original or first location
with regard to paving and keeping in repair the surface material of
streets. It holds this constitutional, because, for one thing, it seems
to it that the locations given to street railway companies in public
streets by cities and towns in Massachusetts do not constitute con-
tracts, or, ff they do, that they are of such a nature that the legisla-
ture can modify or annul them without tl'ereby violating the con-
stitutional provosions. Except over private premises, they are, it
seems to it, in the nature of a privilege or permit lo use the public
ways given by cities and towns by virtue of authority from the
legislature for the purpose of facilitating public travel and accom-
modation. They arc analogous to licenses given to run omnibuses
along certain routes, though, of course, to make the analogy com-
plete, Ihe omnibuses would have to be built so as to run on rails
laid in the streets. They convey no exclusive rights in the high-
ways or streets in which they are granted, but are lo be used in
common with others having occasion to use the public ways. The
public authorities retain, in the main, full control over the streets
or ways in which they exist, and may revoke the location, or alter
or discontinue the ways, without liability to damages therefor, and
subject only to such limitations, if any, as the legislature may see fit
10 impose.
LIABILITY OF RAILROAD FOR INJURY TO CONDUCTOR
GETTING ON CAR WITHOUT LOOKING AGAIN AFTER
SIGNALING IT TO ADVANCE AT CROSSING.
Doud v. Delaware, Susquehanna & Schuylkill Railroad Co. (Pa.), 52
All. Rep. 249. June 4, 1902.
This action was brought to recover damages for injuries which a
conductor on a street car sustained by a locomotive running into
same just as he had got upon the car, after he had, according to his
testimony, gone over to the railroad track, looked and listened, and
neither hearing or seeing an engine, it being a wet, foggy, dark night,
signaled the car to come forward. The supreme court of Pennsyl-
vania affirms a judgment in his favor, against Ihe railroad company,
on the opinion of the court below, which held that the evidence did
not present a case of contributory negligence on his part in attempt-
ing to cross the railroad company's tracks, so clear and unmistakable
that, notwithstanding the verdict of the jury in his favor, the court
must so pronounce it as a matter of law, and enter judgment for the
company. The court below said that, after a thorough review of the
testimony, it was satisfied that whether the conductor was negligent
in attempting the crossing, under all the circumstances, was a ques-
tion of fact for the jury. He had a right to assume that due notice
would be given of the approach of the engine by whistle and bell,
and, if necessity required the engine lo run backwards, that a suffi-
cient light would be displayed lo warn him of its coming. While
great responsibility rested upon him, as upon his care and vigilance
depended the lives of forty or more passengers, still the court
thought he was not so plainly chargeable with negligence as he
would have been had he been a pedestrian, with his own safety
alone to look out for, and no car to engage his attention. There
could be no doubt that he would have saved himself had he turned
and looked just before taking hold of his car and mounting the
step. Was he bound to do this, or be charged with negligence?
The court did not think so. He had a right to assume that the
railroad company would do its duty, and give him notice of the ap-
proach of a train in time for him 10 make the crossing in safety
with his car, if he had before the warning signaled his motorman
to come ahead, which signal was being promptly obeyed, and the car
on its way across the tracks. If, therefore, he had the right to
assume that his car loaded with passengers would get across in
safety, he could not be charged with negligence in attempting to
cross upon it without again looking up the track for an approaching
engine. At the same time, the court said that it was not unmindful
of the fact that the highest degree of care devolved upon the con-
ductor when he approached the crossing, as upon his watchfulness
depended the lives of a car full of passengers, and it intimated that,
under the testimony, the jury would have been justified in finding
hiin negligent, though it did not think the case was so clear that
the doctrine of legal presumption be invoked to prevent his recov-
ery.
An electric railway is to he built at an early date connecting
Jonesboro and Johnson City, Tenn. The line will be eight miles
in length and will be used for both passenger and freight traffic.
In order to do away with annoyances resulting from car lights
going out at street crossings, the Aurora, Elgin & Chicago Rail-
way Co. is installing overhead troli.ey wires for use in Wheaton.
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
49
SANTA CLAUS IN 1902.
The Wheeling Traction Co., of Wheeling. W. Va., presented each
of its employes on New Year's with a $5 gold piece. This inchided
the trackmen and other employes as well as the inotonncn and con-
ductors, so that about 400 men were recipients of the company's
gifts.
The Pittsburg Railways Co., of Pittsburg, Pa., distributed nearly
$30,000 to 2.400 men on Christmas. This was the premium money
promised si.\ months ago by the company to motormen and conduc-
tors as rewards for care in avoiding accidents during the si.\ months
ending November 30th. About 80 per cent of the motormen and
conductors employed by the company participated in the premium
distribution. About 300 of the 2,400 men had small accident charges
which aggregated less than the amount of their premiums and these
men were presented with this difference. There has been a remark-
able freedom from serious accidents on the company's line during
this period, and the result is considered highly creditable both to the
management and to the employes.
The St. Joseph Railway, Light, Heat & Power Co., of St. Joseph,
Mo., gave a Christmas dinner to its employes and their families at
the employes' club rooms at which 400 people were served. The
dinner was served from II till 3 o'clock, and again from 5 to 8
o'clock, the time being arranged so that every one of the employes
might be able to participate. Open house was kept at the employes'
club rooms all through the day, and many friends of the company
participated in the festivities.
The Connecticut Railway & Lighting Co., of Norwalk, Conn., had
a unique Christmas celebration for its employes. A Christmas tree
was fitted up at the company's barn in Meadow St., and a present
approrpiate for each one was hung upon the tree.
The conductors on the railways operating in Jersey City were
generously remembered by the traveling public at Christmas time.
A suggestion was made in one of the daily papers to remember the
conductors and motormen on that day, and thousands of passengers
paid double fares, while many persons who could afford to do so
gave the conductors bills and took back no change. One of the con-
ductors received as much as $14 from passengers, while, so far as
known, %4 was the smallest amount received by any of the men.
The Chester Traction Co., of Chester, Pa., gave a turkey dinner to
nearly 200 of its employes on Christmas. The dinner took place
from 10 in the morning till 4 in the afternoon and was held in the
large rooms over the company's office.
The employes of the Macon Railway & Light Co., of Macon, Ga.,
were presented, by order of the president of the company, with two
days' extra wages as a Christmas gift. The gift was tendered to all
of the company's employes, the average being about $3 to each man.
The Dayton, Springfield & Urbana Electric Railway Co., and the
Columbus, London & Springfield Electric Railway Co. remembered
their employes at Christmas time in a substantial way. Married men
each received a turkey and the single men $1 each. The employes
of both companies numbered about 225 men.
On the evening of January 6th the Lancaster County (Pa.) Rail-
way & Light Co. gave its annual dinner to the employes of its vari-
ous subsidiary companies. At 8:30 all traffic on the various lines
of the company was suspended and all employes from President
Given down were present at the dinner. After the serious work of
the evening a number of speeches were made by officers of the
company and invited guests. A report was made on the employes'
relief association which now has a total membership of 190. Presi-
dent Given announced that the company would donate $200 to the
association and that he personally would pay the initiation fee of 100
members, if that number could be secured by the association.
INDIANAPOLIS & NORTHWESTERN.
'I he Indianapolis & Northwestern Traction Co. has incorporated
with a capital stock of $2,500,000. It was incorporated last Febru-
ary under the name of the Indianapolis, Lebanon & Frankfort Trac-
tion Co. with $25,000 capital sKxk, but on December I7tli the name
was changed to the Indiana|>olis & Northwestern and the capital
stock increased to $2,500,000, with the privilege of increasing this
to %3fiOOjooo by additional common or preferred stock. It has issued
$3,000,000 of bonds, which entire issue was t.iken by Tucker,
Anthony & Co.
Ihe road is now under construction bftweiii Indian.ipolis and
Frankfort and is e-xpected to be in operation to the latter place by
July 1st. The Crawfordsville branch is to be put in operation by
September ist. and by the following month it is expected to be
oi)encd through from Indianapolis to La Fayette. Failure to estab-
Isih service on the days named involves a heavy penalty.
This line was promoted by Townsend, Reed & Co., and is financed
by Tucker, Anthony & Co., of Boston. The officers of the company
are: President, George Townsend, Indianapolis; vice-president,
Phillip L. Saltonstall, Boston; secretatry, Winthrop Smith, Rostim ;
treasurer, Chauncey Eldridge, Boston. Thomas Pettigrew, Bosinn,
will be resident engineer of the system.
TO PREVENT FLAT COMMUTATORS.
The accompanying illustration shows the method of treating flat
commutators which has been used by Mr. R. M. Howard, manager
of the State Electric Co., of Clinton, la., which he states is par-
ticularly effective for armatures of more than one coil per slot in
case of any trouble from flattening or blackening. These difficulties
are rectified by taking a common three-cornered file and filing out
the mica between the bars until the file touches on both bars. Mr.
Howard states that he has treated over 200 commutators in this way
in a number of different shops and localities and the result has been
METHOD Ol' TREATINC FLAT COMMUTATORS.
extremely satisfactory in every instance. The mica should be filed
out as far as a three-cornered file will reach until it touches the seg-
ments on each side.
The commutator treated in this way will wear true and bright
and will give less trouble from short circuiting than one in which
the mica is in the usual condition. The dust does not stay in the
slot and as the surface of the mica will measure about twice as
much as in the usual way the insulation is higher between bars. An
explanation of this may be that many commutators are assembled
with too hard a grade of mica and the copper will wear faster than
the mica, making the surface uneven and causing flashing and buck-
ing which will ultimately flat the commutator. This method of
treating comniulaors is especially recommended in cases where
motors or generators have more than one coil per slot in the arma-
ture.
STANDARD GAGE FOR NASHVILLE.
Mr. Percy Warner, president of the Nashville ( Icnn.) Railway
Co., has announced that the company has decided to change from
the present gage of 4 ft. 11^ in. to standard. This change will
involve an expenditure of about $50,000 more than was contem-
plated for the improvements intended, and is made with a view to
permitting proposed inlerurban lines to enter the City of Nashville
over the local company's tracks.
Ground was broken January 71I1 for llie Tennessee Inlerurban
Electric Railway Co., the occasion being celebrated in an appro-
priate manner.
FRANCHISES TO CORPORATIONS ONLY.
In the case of Goddard against the Chicago, Milwaukee & St.
Paul Railroad Ihe appellate court of Illinois has deiided that cily
councils or boards of supervisors may grant street railway fran
chises to corporations only and not to indiviiluals. This ruling, if
affirmed by the supreme court, may invalidate many franchises.
The first car over the Wheeling & l'!lin Grove line was started
over the road at noon December 31st.
50
STREET RAILWAY REVIEW.
[Vol. XIII, No. i.
STEEL TRACKS FOR HIGHWAYS.
The idea of laying broad slccl tr.icks on rails in public streets and
highways for the nsc of all horse-drawn wagons and vehicles and
automobiles has received a new impetus from experiments with steel
roadways now iK-ing carried on in one of the busy down town
streets of New York City. The subject is one of importance and
quite as much so to the electric railway fraternity as to any other
interests, inasmuch as the scheme is proposed as an efTcctive means
of drawing all heavy trucking from the car tracks and thus remov-
ing the pincipal obstacle to street car traOic,
The idea of Unying steel trackways for expediting the movement
rods placed ij ft. 4 in. apart, and which extend from the outer
llange of one channel to the outer flange of the other, the holding
iiuls being on the outside of the outer flanges, 'i'hesc rods keep the
channels from spreading, and to keep them from narrowing from
gage a piece of ^ in. standard gas pipe is slipped over each rod so
the ends of the pipe will bear against the inner flanges of both
channels.
1'he paving is laid flush with the top of the channels. In future
work it is the intention to roll the plates with certain depressions
ni the top face of the channels and also along the ridges to catch
the toe-corks of horses and give them better footing. General
Stone is authority for the statement that the steel trackway can be
/2'Sf£f//>L. CHflfVNEL .
J- ail s reCL. /^o
S'6-
,^"jr/ir^a')ffoaAS pips
/£'SP'^C//>L C/y/?A/A/£L
■ /i'MOLES //VBOr/^/=^/>/V0CA^
rfflf
SECTION OF STEEL HIGHWAY TRACK.
of general vehicular traftic in public streets is not altogether a new
one, as experimental sections of track have been laid in various
places in this country and abroad, notably at Valencia, Spain, in
1892; at Pittsburg in 1897. and at Jolict, 111., in 1896.
The present experiment in New York probably has a better back-
ing than any similar attempt to determine all the advantages and
disadvantages of the scheme. Gen. Roy Stone, U. S. A., first be-
came interested and brought the matter to the attention of the
Automobile Club of America, an organization of prominent automo-
bile owners. The Automobile Club at once voted an appropriation
to further experimental work in this direction, and General Stone
and Mr. Selignian, the New Y'ork banker, were designated a sub-
committee to procure the steel for the trial road and also to inter-
view the city authorities in reference to locations. The sub-com-
mittee found President Cantor of the Borough of Manhattan, and
also City Engineer Olney favorably disposed toward the scheme,
and it was arranged to lay three experimental sections of track :
one section on Murray St. between Broadway and Church St.,
which is a heavy trucking thoroughfare; one section in the neigh-
borhood of Central Park, where automobiles and light carriages
would use it ; and a third section on one of the earth roads farther
uptown, the idea being to test the scheme under varying conditions
of pavement and traffic.
Messrs. Stone and Selignian also called upon Charles M. Schwab,
president of the United States Steel Corporation, who entered
heartily into the project and not only agreed to have special rolls
prepared for making the tracks, but volunteered to furnish one mile
of material free of cost.
After some delay a resolution was passed by the New York Board
of Aldermen permitting the laying of the tracks in the Murray St.
section. The work was commenced in last November and was fin-
ished the following month. As laid in Murray St., New York, the
track comprises two special shaped steel channels laid 5 ft. 6 in.
centers. Each channel is 12 in. across the top, '4 '"■ i" thickness,
and has two flanges 3 in. deep. The channels arc flat on top, except
at either edge there is a ridge about l^ in. high lo act as. a slight
wheel guide. The channels arc rolled in 40-ft. sections and the
sections arc joined by two lo^sX3X*^-in. fish plates at each joint.
These plates fit on the outside of each flange and are riveted in place.
At each joint there is a third plate, pJ^XSX^-'i-. which fits against
the under side of the broad face of the channels and is also riveted
in place.
In laying the steel trackway it is usual to dig a trench 17 in.
wide by 17 in. deep along the line of each rail. In the bottom of
each trench is laid a layer of cobble stones. The trench is then
partly filled with broken stone, screening I'/i in., and the remainder
is filled up to the top with gravel. The channels are laid in the
jiravel and by means of tamping blocks are driven down flush with
the street level. The channels arc held to gage by ^-\n. steel tie
built for about $4,000 per mile of single track. From recent tests
fl. is evident that vehicles of all descriptions can be hauled over
these trackways with from 40 to 60 per cent less pulling force than
on regulation stone paving or ordinary dirt roads.
From consular reports it appears that the steel trackways at
Valencia, Spain, have been a great success. The road between
Valencia and Grao is 2 miles in length and the cost was as fol-
lows: Steel construction, $6,890; transportation and laying steel
ARRANGEMENT OF JOINTS.
construction, $507 ; binding stone construction between rails and
lateral zones, $2,109; total, $9,506. The municipality of Valencia
is of the opinion that the saving in cost of repairs for a road of
this description, as compared with an ordinary flint stone road,
pays for its construction in a short time, and other similar road-
ways are in contemplation.
Concerning the steel roadway at Joliet, Mr. Abel Bliss writes as
follows: "The track was put down April 2, 1896, on a dirt road
of typical Illinois soil, and consisted of <,teel rails, !4 in. thick, 8
in. wide, with a flange 3 in. deep turned down on either side and
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
51
a }i in. flange turned up on the outer edges to keep the wheels on
the rails. These rails were let into the ground so the flat part
rested on the earth and were fastened together at the ends by fish
plates which are so constructed as to run the wheels on to the
rails after passing a team. The earth between the rails was re-
moved to a depth of 4 in. and the space filled with gravel for a
tread for the horses. These roads have been tested with all kinds
of loads, including traction engines, and have retained their posi-
tion well. While the mud formerly made the road almost im-
passable during the winter a team could have trotted on this road-
way any day with a 2-ton load. About 50 tons of steel per mile
is required, having the rails '/4 in. thick, which I think is ample."
The accompanying drawings showing details of the steel roadway
as laid in Murray St., New York, were furnished us through the
courtesy of Gen. Roy Stone, 860 Broadway, New York.
LARGE CRANE FOR KANSAS CITY POWER
HOUSE.
AMERICAN CAR CO., ST. LOUIS.
On Sept. 12, 1902, the plant of the American Car Co., at St.
Louis, was sold by the trustees, the purchasers incorporating
as the American Car & Truck Co. The old American Car Co. hav-
ing been legally dissolved, its successor took the old name and is
now operating the plant under the name of the American Car Co.
The entire plant, assets and patterns are now owned by the new
company, which has remodeled the plant with new machinery and
greater facilities and a large stock of seasoned lumber. This com-
pany has made an arrangement with the J. G. Brill Co., of Phila-
delphia, for the use of its patents, drawings and patterns of all the
different types of cars, both of the regular pattern and of the Brill
patented convertible, semi-convertible and "Narragansett" types;
also of the various Brill supplies, such as patented angle iron bump-
ers, patented "Dedenda" gongs, patented ratchet brake handles, con-
ductor gongs, gates, Littell & Brill track scrapers, and others. The
company has also ascquired the Brownell car works at executor's
sale, which puts it in possession of all the records, patterns and
patents of the Brownell Car Co. The American Car Co. is now
in a position to furnish cars of the Brill, Brownell or American Car
Co's. types and also all supplies pertaining to any of these com-
panies, and to bid on specification work of any kind of cars for
street and interurban railways.
The officers of the American Car Co. are: President, John A.
Brill ; vice-president, Samuel A. Curwen ; treasurer, James Rawle.
NEW ELECTRIC TROLLEY SIGNAL.
\Vc learn that a new corporation is about to be formed under the
laws of Maine, to put on the market an automatic electric trolley
signal. The officers and stockholders of this company are members
of the firm of L. C. Chase & Co., of Boston, and of Sanford Mills,
Sanford, Me., also several prominent railroad men, and some of
the original promoters of the United States Electric Signal Co. The
new signal is a single-wire system and is presented as cheaper to
install than other systems now in use. The system involves the
use of lights and semaphores working independently and thus dou-
bling the security of the system. The company has taken out sev-
eral broad patents covering the single-wire system, and has applied
for numerous other patents covering details.
EASTERN CHRISTENSEN AGENCY.
Mr. N. A. Christenscn, of Milwaukee, has arranged for opening
a branch in Philadelphia to handle his eastern business in air com-
pressors. This office will be in charge of Mr. H. A. Pike, who will
have headquarters at No. 906 Real Estate Trust BIdg., Phila-
delphia. The increase in business which has made this arrange-
ment necessary must be very gratifying to Mr. Christensen, and we
congratulate him upon the expansion.
Tlic Danville (III.) Street Railway and Light Co, will introduce
express can on its line at an early dale. The company has secured
a franchise (or a loop in the city and has purchased a lot for the
erection of an express depot.
The Metropolitan Street Railway Co., Kansas City, Mo., lately
placed an order with Pawling & Harnischfeger, Milwaukee, Wis.,
for an electric traveling crane which has quite a number of unusual
features.
This machine will have a main hosting capacity of 60 tons, though
to withstand a 75-ton test. In connection with the main trolley will
be an auxiliary hoist of 10 tons' capacity, and the main trolley will
have a lift of 58 ft. and the auxiliary hoist of 66 ft. The total span
of bridge will be 70 ft. s in.
From this it will be seen that- this crane is very large, indeed, for
power-house purposes, yet in fact is strictly modern practice in giv-
ing due consideration to future contingencies. The bridge will be of
riveted bo.x section, with the cage attached to the left-hand side.
The length of the runway will be 248 ft., and the weight of rails
100 lb. per yard.
The speeds per minute that will be supplied are as follows: Main
hoist, full load, 10 ft. ; light, 25 ft. Auxiliary hoist, full load, 20 ft. ;
light, 60 ft. Bridge travel, full load, 200 ft.; light, 250 ft. Trolley
travel, full load, 100 ft.; light, 150 ft. The motors are: Main
hoist, 60 h. p.; auxiliary hoist, 20 h. p.; bridge, 30 h. p.; trolley, 15
h. p. The voltage to be used is that of the standard railway prac-
tice, namely 500 volts. This crane is to be installed in the Missouri
River power house of the Metropolitan Street Railway Co. and is
to be used for the erection of machinery and repairs thereto. The
approximate shipping weight of the crane complete in all respects
will be 155,000 lb.
BRITISH WESTINGHOUSE COMPANY.
The Third Annual Reports of the British Westinghouse Electric
& Manufacturing Co., Ltd., London, Eng., shows a material increase
in the company's business. Hereafter orders received by this com-
pany will be executed at the Trafford Park plant, Manchester, Eng.
A construction department has been organized to carry on building
and general construction work. This will be under the manage-
ment of Mr. James C. Stewart, of the firm of James C. Stewart &
Co., whose record for quick and excellent work is well known.
.^mong the important orders received by the British Westinghouse
Co. during 1902 were those for the Metropolitan District Railway
Co., the Metropolitan Railway Co., the Clyde Valley Electric Power
Co., the London United Tramways Co., the Bath Tramways Co.,
the Exeter Corporation, the New Castle Corporation, and the Swan-
sea Corporation.
The preferred capital stock of the company is to be increased
by $15,000,000, the bulk of the original capital having been absorbed
in building and equipping the manufacturing works.
LARGE ORDERS FOR VAN DORN COUPLERS.
W. T. Van Dorn, of Chicago, reports that tlic coupler business
was never before in better shape, and states that all of the largest
elevated, underground and surface electric roads of the world have
now adopted or are on the point of adopting the Van Dorn system of
coupling as standard. This is certainly a recommendation that has
seldom, if ever, been equaled in any line of manufacturing activity.
The latest of the larger transportation companies to adopt the Van
Dorn coupling is the Intcrborough Rapid Transit Co., which com-
pany will operate the Rapid Transit Suliway road of New York City.
The order given by this company is for 1,000 of the latest improved
Van Dorn couplings.
Among other large orders received just at the close of 1902 or Ihe
beginning of 1903 are the following: An order for 2(Jo draw-bars
from the Brooklyn Rapid Transit Co., and 240 draw-bars from the
John Stephenson Co., also for use in Brooklyn ; an order for 492
additional equipments from the Manhattan Railway Co. of New
York City; an order for 20 car equipments from the John Stephen-
son Co. for the Aurora, Elgin & Chicago Electric Ry. Mr. Van
Dorn begins the New Year with orders on hand, or tenders for,
something over 2,700 couplings for elevated roads alone in addition
lij the matiy orders from interurban and city electric railway .systems.
52
STREET RAILWAY REVIEW.
[Vol. XIII. No. i.
DURABILITY IN CAR PAINTING.
While the beauty of perfect finish is one of the pleasing features
of a newly painted street car and one which is likely to axcite ad-
miration, it should be borne in mind that under this extreme sur-
facing there lurks a danger, which is the absence of durability. Per-
fect finish cannot be accepted as an excuse for ignoring well-known
rules in regard to the application ol paint, or its action in conjunc-
tion with that to which it is joined. Nor should it act as a mantle to
conceal from view the improper assembling of oils and spirits eni-
br.iccd in the paint. The uniting of successive coats of paint vir-
tually into one body should be done with one paramount idea, name-
ly, durability. In the matter of selecting the ingredients which con-
stitute these coats it would certainly be folly to incorporate into any
material used an element for the sole purpose of subsequently pro-
ducing a hard, brittle surface which is positively necessary in cases
where an absolutely level surface is demanded. This practice in
no way warrants the cost of labor required to accomplish it, for
owing to the comparatively brief life of the paint as a whole, re-
sulting from this method of painting, the ultimate expense of re-
painting would be excessive. The waste of time and material in
repeatedly applying coats of varnish and then laboriously rubbing
it partly off with pumice in the attempt to imitate the finish of a
private carriage is not compensate<l for by the appreciation of the
public. Admitting, as experience has taught, that to obtain the best
results when applying one coat of varnish over another it is essen-
tial that the gloss on the first coat should be removed, it does not
follow that it is a wise policy to remove 50 per cent of the most val-
uable protective portion of the painting material on the car in order
to procure a mirror-like surface. This is indeed a most unwise pro-
ceeding as the life of the varnish on the car when in service is there-
by diminished in a corresponding degree.
It is not the purpose of this article to speak disparagingly of perfect
finish, for painters who have been long associated with car work
delight in its attractive appearance and it should be the aim to se-
cure this quality, as far as is possible consistent with its ultimate
durability. In securing a perfect finish it must not be expected that
it can be produced jointly with elasticity which is the well-known
requisite for great permanence. One of these qualities must be sub-
ordinated to the other as the case may be. The more brittle surface
cannot be expected to compete with an clastic one in the matter of
long life, nor can a tough rubber-like surface be leveled evenly,
which perfect finish demands.
Wood is constituted so that the least change in atmospheric con-
ditions causes it to shrink or expand and it must therefore be appar-
ent that where the car is exposed to zero temperature for three or
four hours and is suddenly run into the pit room with the ther-
mometer recording 70 deg., where it will often remain a number of
days before it is sent out, perhaps during a spell of stormy weather,
the wood must, in the meantime, have contracted and expanded con-
siderably under the influence of these differnt conditions.
And what about the paint during a disturbing period of this
nature? It certainly cannot remain quiet during the time that its
foundation, to which it is firmly fixed, is undergoing so many
changes. If there has not been incorporated into the paint when pre-
pared some vehicle which, when applied, would allow it to remain in
an elastic state it cannot withstand the stretching to which it will
be subjected under these circumstances. It has no alternative but
to part in sections, thereby producing the small fissures which arc
the precursors of an early decay of the paint in general. This crack-
ing of the surface marks the time when the value of the paint as a
protection begins to decrease.
Much better results in painting might be gained if the study of the
action of the surfaces to be treated were given more attention. Dif-
ferent coats of paint applied successively, form as they dry, strata
which arc closely united to each other, although not absolutely so.
In view of this fact, for example, the result when a car is required
to be quickly painted. Two coats of keg lead in oil are mixed with
turpentine and applied. Over this, with the evident object of ac-
celerating the work, two coals of Japan color are placed in quick
succession. The whole is then finally finished with two coats of var-
nish, presumably finishing varnish. The dry priming which
forms an elastic film on the wood readily responds to every motion
of the latter, but the middle coats being of a brittle nature cannot
withstand the expansion they arc bound to receive sooner or later
and break apart, disclosing through a multitude of minute fissures
the color of the priming below. In this case the varnish and prim-
ing will remain intact, and so would the color coat if in the begin-
ning it had been mixed to produce a corresjwndingly elastic film.
It would then have retained its original smooth appearance instead
of being defaced by innumerable cracks the effect of which is to
change its color in a marked degree due to the disclosure of the
priming underneath.
These conditions, which are quite prevalent, result undoubtedly in
most cases from failure to study thoroughly the theory of the subject
and forcibly illustrate the danger of applying any painting material
which, when subsequently changed into a solid will become a fixed
film adhering to an elastic body. The result of such a combination
must be apparent.
Practitioners of the old school of car painting who consumed a
great amount of time in the completion of their work do not de-
serve perhaps all the praise with which they are accredited for pro-
ducing durable results. They failed to observe the conditions just
explained by applying three and sometimes four coats of hard dry-
ing varnish on panels for the specific purpose of developing an abso-
lutely level surface. This is suflicient proof that they failed to grasp
the possibilities in regard to extreme durability probably owing to
the unlimited time which enabled them to make use of a maximum
amount of oil in the preparation of their formulas. If they had used
finishing varnish in connection with this work instead of extra time,
and had been content with a reasonable amount of varnish on the
work the possibilities of permanent results would have been as un-
limited as the time they used so freely.
It is not the object of a modern street railway company to main-
tain at considerable expense a painting department for the exclusive
purpose of embellishing its equipment to the highest degree. It is
not the intent that all the energy of the painting department should
be concentrated in the development of extreme display, but it is ex-
pected that the company should receive adequate returns for the
money it invests by giving to all of its rolling stock all the protec-
tion that is possible under existing conditions.
Very quick drying paint and hard drying varnish should have no
place in the painting department of a street railway repair shop
which is supposed to work upon a paying basis. Consequently there
will be no material on hand necessary for the successful operation
of producing perfect finish. With the best of finishing varnish that
money can buy, together with choice pigments and pure vehicles as-
sembled and ground under the supervision of the head of the depart-
ment in a judicious manner, it is safe to say that after a lapse of a
dozen years or more the results would more than justify the original
expense of application and the cars would present during this time
a continuously neat and dignified appearance which would be com-
mended by all who criticize from the standpoint of a reasonable basis.
No doubt the failure to produce better results in painting lies in
the fact that cause and effect arc seldom taken into consideration,
and it is a deplorable truth that unscrupulous people are selling dis-
honest material under the name of pure paint. Still, we have not ab-
solutely lost confidence in the paint producers to the extent that we
believe this to be the rule. The ignorant use of the very best material
to be had is often the cause of trouble subsequently appearing in
some form which a practical analysis of the case would easily ex-
plain, and this sometimes leads to unjust condemnation of the mate-
rials used when in reality the fault is with the user. In seeking a
remedy by using other material the painter will probably meet with
still more discouraging results if he still persists in trusting to luck
instead of probing for the cause. When the latter idea is more gen-
erally considered it will obviate in a marked degree the many mys-
terious conditions which frequently arise which are conveniently
t'lmed "deviltries" and work will proceed on more rational lines,
so as to insure the greatest durability and least possible cost.
F. H.
December 13th a collision occurred between a passenger car and
an inspector's car on the Lake Shore Electric Ry., about six miles
cast of Lorain, O. Both cars caught fire and were almost totally
ilcslroyed. The loss is reported to be about $20,000. The motorman
received cuts and burns which proved fatal. The wreck was caused
by slippery rails.
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
53
NEW CARS FOR READING, PA.
Within the last few weeks the United Traction Co., of Reading,
Pa., has put in service ten semi-convertible cars built by the J. G.
Brill Co., of Philadelphia. The cars are the regular Brill patented
semi-convertible type with roof window pockets. The general di-
mensions are: Length over end panels, 30 ft. 8 in.; length over ves-
ing the sides but 2 in. thick. The seats are brought close to the
sides, leaving the aisle 24 in. wide. In summer, when all the win-
dows are raised into the roof pockets, the car has a remarkably open
appearance. This is easily imagined when it is known that the top
of the window rail is but 2 ft. 3?s i". from the floor, and the win-
dow openings are 2S^i x 40 in. The interior finish is natural cherry,
with ceiling of decor:iled liirch.
PHSBHHHMMM
BRILL SEMI-CONVERTU.l.l. i \K FOR READINC, PA.
tibules, 40 ft. 8 in.; width over sills, 8 ft. 2^- in.; width over posts
at belt, 8 ft. 6 in.
As these cars are for all-year use they are made stronger than
ordinary, for instance, the side sills are of carefully selected yellow-
pine 4 X 7J4 in., with yi x 12 in. steel plates on the inner side. The
comer posts arc 3H x 5'A in. and the side posts 314 in. The side
posts are secured to the sill plate, thus the sill plate is made to do
double duty, giving vertical stiffness as well as longitudinal. The
steel carlines arc nine in number, ^ x l'4 in., and are bolted to the
top plate. The form of the side posts adds much to the firm sup-
The Brill No. 27-G trucks, on which the cars are mounted, carry
the cars considerably lower than usual with trucks having 33-in.
wheels, as will be seen by the height of the steps : from rail-head to
step, 17 in. ; step to platform, 14 in. ; platform to car floor, 9 in. The
vestibules are furnished with folding doors and Brill folding gates.
The platforms arc protected with Brill angle-iron bumpers, and the
platform timbers are reinforced with angle-iron. Among the fit-
tings of the cars are Brill "continuous-flow" sand boxes, "Dedenda"
gongs, ratchet brake handles and radial draw bars. The cars
weigh 27,200 lb. without the motors.
J
DDDD
DDnn
'. 1; 'I ■! .11 ii U i, ii :, : : II :, ;■..■■].. II ). I! ii ,.1..-..
:'tn )■ '
r^
aEi
as
i^R
m
ELEVATION ANM) PLAN OK KEAniNC. CAR.
I>rjrl of Ihc r'K>f. ,\l the \k>sI heads there is an inward sweep, to
allow space for the roof pockets. The lining of the side roof follows
Ihc sweep of the |K)sl», giving a very graceful appearance and en-
tirely concealing the fact that llicru is a ilceper cross-section than
iiiiial. I he r<K>( window pix-ketn do not lessen the width of llie
monitor deck, the clear ^pacc being 4 ft. 7in,, full standard width.
The seating ca|iacily of the cars i^ 44. The scats are of spring
cane with rcversil)le lia.lts and arc 37 in. long. As llicro arc no
wall window pockets, the side linings arc set within the posts, mak-
WHEELING COMPANY PAYS DIVIDEND.
Ihc Wheeling Traclinn Co., of Wheeling, \V. Va., has just de-
clared a one per cent dividend on its capital slock of $J,ooo,(X)0.
which is the first dividend declared since the reorganizalioii of llic
company. The iminoved physical condition of Ihc company's lines,
Ihc rapidly increasing travel resulling from extensions, bcUer
accommod.-ilions and lower fare, il is expecled, will l>lace the slock
perinanenlly on a rliviileiirl-paying basis. There has rcccnily been
considerable activity in the stock on the local market.
54
STREET RAILWAY REVIEW.
[Vol. XIll, No. 1.
PERSONAL.
E. I.'. NmK,
MK. Iv M. ZIMMERMAN on January i>t riMnmii as giniial
nianaBiT o( ilic Elgin, Aurora. & Southern Traction Co.
MK. I.VMA.N' WATERMAN lias nsigiifil as general manager of
llie Creslon (la.) Electric Railway, l-iglit. Ilcat & I'ower Co.
MU. A. C. FROST, vice-presiilcnt o( the Chicago & Milwaukee
Electric Railroad Co., left Chicago January islh for a ihrec-inonths
trip in Europe.
MR. J. H. TUTTWEILLER, siiperirtterident of const ruclibn for
Ford, Bacon & Davis, has licen transferred from Kansas City to
Nashville, Tenn.
MR. EI-ZER C. NOE. who has been connected with the General
Electric Co. since its organization, was appointed to succeed Mr.
Frank Medley as general s\iperintendent of the Lake Street Elevated
and the Northwestern Elevated
Railroads of Chicago, and as-
sumed charge Jan. il, 1003, Mr.
Noe was born at Western Star.
Summit County, O., in 1862. lie
crinnneiiced his business life with
the Western Edison Light Co., of
Chicago, in 1882, and was with
this company and its successor,
the United Edison Manufacturing
Co., later reorganized as the Edi-
son General Electric Co., for nine
years, and with the Thoir\fon-
1 louston Co. for one year prior to
'10 consolidation of that company
with the Edison General Electric
Co. When the present General
Electric Co. was formed Mr. Noe
was appointed engineer for the district controlled by the Chicago
office. Mr. Noe has had a particularly wide experience which has
made him thoroughly conversant with all branches of electrical
work, and in his business career has made a wide circle of friends
and acquaintances in Chicago.
J. H. GRONEM.*\N has been appointed general passenger and
express agent of the Rockford & Interurban Railway Co. with head-
quarters at Rockford, III.
MR. CHAS. M. FLECK, of Franklin, Pa., has been appointed
superintendent of transportation, electric maintenance and equip-
ment of the Citizens Traction Co., Oil City, Pa.
MR. T. L LYM.\N, manager of the asbestos department 01 11.
W. Johns-Manville Co., New York, sailed for Havana December
20th, where he remained several weeks for the benefit of his health.
MR. C. WUSTENFELD, of Elgin, III., has been appointed
superintendent of the New Albany Street Ry and of the Southern
Indiana Interurban Railway Co., operating between New Albany
and Jeflfersonville.
MR. E. P. THOMAS, who for 12 years served as secretary or
treasurer of the Terre Haute Electric Co., left Terre Haute on Jan-
uary 1st for Dallas, Tex., where he will assist Mr. J. P. Clark in
representing the Stone & Webster interests.
THE CRESTON (lA.) ELECTRIC RAILWAY, LIGHT,
HEAT & POWER CO. on January 7th elected officers for 1903 as
follows : President, E. G. Barker ; vice-president, E. D. Arnold ;
secretary, W. J. Dobbs; treasurer, W. C. Elliott.
MR. JAMES H. Bl'DD was chosen president of the Stockton
(Cal.) Electric Street Railway Co. at a stockholders' meeting held
January 3d. The other officers elected were: Vice-President, H.
E. Huntington; secretary. W. R. Clark, who will also act as man-
ager.
MR. A. B. GILBERT has resigned as assistant business manager
of the Engineering News Publishing Co. after a connection of it
years with that company and will hereafter be business manager of
the Good Roads Magazine, The Teller, Central Station Directory,
Street Railway Directory and other publications of the E. L.
Powers Co.
MR. R. N. BROWN, who was formerly connected with the Co-
hmibus, -Buckeye Lake & Newark Electric Railway Co., has been
appointeil to succeed Mr. II. 'E. Sawyer, as superintendent of the
Dayton, Springfield & Urbana Electric . Railway Co. Mr. Brown
assumed his iluties January 7lh. ,
MR. JOHN W. GIVNEY has been appc^inted superintendent of
the freight and express deiiartment of the United 'Traction Co., New
•Mliany, N. Y., to succeed Mr. Charles W. Armatagc, resigned. Mr.
Givney lias been in llic employ of the company for 10 years and he
has served as conductor, i;ispector and assistant chief engineer.
MR. WILLIAM W. SROWN, formerly master mechanic of the
Twin City Railway Co,, who designed the large cars used by this
company, has resigned that position to accept a position with a large
lumber concern in Los .'\ngeles, Cal. Mr. Brown was employed for
to years with the Twin City company, four years of which he was
master mechanic.
MR. J. PEY TON CLARK, general manager of the Terre Haute
(Ind. ) Electric Co., has been appointed manager of the Metropolitan
Street Railway Co., of Dallas, Tex. Both companies are controlled
by Stone & Webster, of Boston. Mr. Clark is a Virginian by birth
and has had 13 years' experience in street railway and electric lines
in Kansas City, Tacoma, Seattle and 'Terre Haute.
MR. FREDERICK IIALLER. who as assistant district attor-
ney was identified with the prosecution of the street railway con-
spiracy case at Buflfalo, <>( which an account was given in our last
issue, has formed a partnership with Mr. Jfihn F. Patterson, and
under the style of Haller & Patterson, for the practice of law. The
offices of the firm are 705 Mutual Life Bldg., Buffalo.
MR. H. C. SCHWITZGEBEL, who for the last five j-ears has
been purchasing agent for the Metropolitan Street Railway Co., of
Kansas City, resigned on January 15th to become treasurer of the
Kansas City Trust Co., which is a new company controlled by
Messrs. W. II. and C. F. Holmes. 'Ilie duties of purchasing agent
will be assumed by Mr. E. Kirkpatrick, treasurer of the company.
MR. W. S. DIMMOCK, general manager of the Tacoma Railway
& Power Co.. has been appointed to succeed Mr. G. W. Dickinson
as general manager of the Scattlc-Tacoma Interurban Railway Co.
Since taking charge of the 'Tacoma lines Mr. Dimmock has been
extremely successful in every way and is making a most enviable
record, quite in keeping with his former work at Council Bluffs, la.,
and Richmond, Va.
MR. CHARLES H. BIGELOW has been promoted to the posi-
tion of chief mechanical draughtsman of the department of motive
power and machinery of the Boston Elevated Railway Co. Mr.
Bigelow has been connected with the Boston system since 1891,
commencing with the old West End Street Railway Co. as inspec-
tor of power stations and inspecting engineer. He was engaged on
work at the old East Boston power station, which was the first
power house to have direct connected units. He has had more or
less to do with each of the four stations of the company built since
that time and also with two other stations and several car
houses. He is a graduate of the Masachusetts Institute of Tech-
nology, class of '92, and spent about 18 months with Stone .& Web-
ster installing electric plants.
MR. FR.\NK IIEDLEY recently tendered his resignation as gen-
eral superintendent of the Lake Street and Northwestern Elevated
Railway companies, of Chicago, to become general superintendent
of the Interborough Rapid Transit Co., of New York City. Mr.
Iledley is a son of James Hcdiey, and is from an old English fam-
ily that was one of the very first to be connected with steam railroad
engineering. His grand-uncle was William Hedley, who designed
and built the first locomotive engine ever constructed. ,\ model of
this engine was exhibited in Chicago at the World's Fair. Mr. Hed-
ley studied the profession of mechanical engineering, but came to
this country in 1882, when he engaged with the Erie Railroad, at its
Jersey shops, as a machinist. He was next employed with the Man-
hattan Elevated Ry. as machinist engine inspector for the Third
Ave. division and was later promoted to the position of assistant
general foreman in the locomotive department. He remained with
this company for over five years, after which he was appointed mas-
ter mechanic for the Kings County Elevated Ry., in Brooklyn, N.
Y., where he was located for three and a half years. He then took a
position with the Lake Street Elevated, of Chicago, as superinten-
dent of motive power and transportation in June, 1893. Here he
had full charge of the construction of the cars and locomotives, and
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
55
of the operation of the road. In 1894 the construction of the North-
western Elevated and the Union Loop was commenced, and during
all the period of construction Mr. Hedley was on the consulting
engineering staff. In November, 1897, he had charge of equipping
and starting the trains around the Union Loop, and he also organ-
ized and started the Northwestern Elevated. Mr. Hedley has been
awarded a number of United States patents; in 1897 he patented
a railway track that is especially adapted for electrically operated
railroads. This truck has been used exclusively on all the cars of
the Northwestern Elevated, and has been adopted on all the new
equipment of the Lake Street Elevated. He also patented a device
for cleaning the third rail from snow and sleet, which is in use on
the Lake Stret and Northwestern roads also. In his new position
as general superintendent of the Interborough Rapid Transit Co.
Mr. Hedley will have full supervision of the operation of the sys-
tem. During his connection with the elevated railways of Chicago
Mr. Hedley has made many business and personal friends who will
regret his departure.
MR. HO\V.\RD F. GR.-\NT, .■secretary to the vice-president of
the Boston Elevated Railway Co., resigned his position on January
loth to become general manager of the Seattle Electric Co., of
Seattle, Wash. His service with the Boston Elevated and its prede-
cessor, the West End Street Railway Co., covers a period of 10
years, during which time his duties have been such as are usually
assigned to an assistant general manager. The property which he
is to manage at Seattle consists of upwards of a hundred miles of
trolley and cable railway, an electric lighting and power plant and
a coal mine. He goes to his new post of duty well grounded in
the principles of operation, organization and discipline acquired in
the service of the Boston company that has trained and developed
so many successful railway operators. The Boston Elevated offi-
cials were very loth to part with him, as he is recognized as one
of the most capable men connected with that company. Mr. Grant
began railroading as a watchman at Portsmouth, N. 11., for the
Eastern R. R. His first promotion came in three years, when he
was placed in charge of the company's kyanizing plant at that
point. A year later he was appointed to a clerkship in the main-
lenance-of-way department, and a little later rose to the position of
chief clerk of the department. When the Eastern and the Boston
& Maine roads were consolidated he was made chief clerk of the
department of engineering and maintenance of way of the com-
bined system, in which capacity he served for 10 years, when he
left the Boston & Maine to become secretary to the general man-
ager of the West End Street Railway Co. It was not long before
the clerical duties of secretary gave way to the executive function
of an assistant, although there was no change in title, and he was
given a large amount of administrative responsibility and was act-
ing vice-president in the absence of that official. In the afternoon
of the day upon which his resignation took eflfect (Jan. 10) he was
ushered into the president's office, where he found some 40 officials
of the company assembled to say farewell to him. The vice-presi-
dent, with whom he has served fi>r 10 years, acted as spokesman for
the assembly and expressed the regret of the management and the
members of the various dcparlmenls th;it he was alxjut to sever
relations that had been so agreeable and satisfactory to those con-
C£rncd in the welfare of the company, lie dwelt particularly upon
the loyally and ability .Mr. Grant had shown while serving as his
head assistant in operating the syslem, and of the strong friend"-
ships that had been created. -At the conclusion of his remarks he
presented Mr. Grant with a letter signed by the president and about
SO other officers, congralnlating him upon hi^ well-merited success
and expressing regret that he was about to leave them. A purse
of gold was presented to him with the suggestion that it be used to
supply in his new home some reminder of the friendship and good
will that extended across the continent to him.
ADVANCES IN WAGES.
THE HAYCOX ELECTRIC CAR SIGNAL.
Our readers will be interested in learning lliai ihc Ohio Brass Co.
has secured exclusive righLs for the manufaclurc and sale of the
electric car signal invented by Mr. A, J. Ilaycox, superintendent of
the Citizens' Electric Railway Light & F'owcr Co., Mansfield, O., and
which was illuslralcd in the "Review" for November, 1902, page 852.
This device is for use in signaling inlcrurlian cars at night by those
wishing to take passage.
The Cincinnati, Dayton & Toledo Traction Co., which lias been
paying its men from 16 to 18 cents an hour, has put into effect a new
schedule as follows: New men will begin on the Hamilton & Lin-
denwald line at 16 cents an hour for the first year and receive an
additional cent an hour for each of the two succeeding years, after
which they will be transferred to the Cincinnati, Dayton & Toledo
line at 19 cents an hour, with an additional cent an hour each
year until a maximum of 23 cents is reached. Thus it requires
seven years' service to begin to receive the maximum wages. The
aimouncement was received with enthusiasm, as many of the men
now in service received only 13)^ cents an hour several years ago.
The Pennsylvania & Ohio Railway Co., Ashtabula, O., has raised
the wages of its conductors and motormen from 15 to 17 cents an
linur with the promise of another increase in the spring.
The Savannah (Ga.) Electric Co. increased the wages of its con-
ductors an<I motormen one cent an hour January ist.
The Lynchburg (Va.) Light & Traction Co. advanced the wages
of all employes 5 per cent January ist.
The Metropolitan .Street Railway Co., of Kansas City, Mo., has
increased the wages of its motormen one cent an hour, which places
them on an equal footing with gripmen, who receive from 17 to 20
cents an hour according to length of service.
The Omaha & Council Bluffs Street Railway Co., which is a con-
solidation of all the street car lines in Council Bluffs, Omaha and
South Oitiaha, has increased the wages of its motormen and con-
ductors from a scale of 17, 18, 19 and 20 cents to one of 20, 21 and
22 cents an hour.
The arbitration board to which has been referred the question of
wages for barns, shops and general employes of the Chicago Union
Traction Co., reported on January ist in favor of an increase of
10 per cent to date froin Sept. 15, 1902.
I'he Northern Texas Traction Co., of Ft. Worth, Tex., has put
in effect a new wage scale, the rate being 17 cents for the first year
and an increase of one cent each year until the fourth year, when
the amount is 20 cents.
The Lake Street Elevated Railroad Co., of Chicago, on January
1st increased the wages of motormen 10 per cent.
Wilmington & New Castle Electric Railway Co. on January 1st
increased the wages of employes from 15 cents to 16 2-3 cents per
hour.
The Wichita (Kan.) Railroad & Light Co. last year adopted the
plan of paying employes a percentage of wages earned by them
analogous to the dividends drawn by the stockholders. The sec-
ond semi-annual payment was made Jan. i, 1903, and was $ per cent
on the wages for the preceeding six months.
The Rockford & Interurban Railway Co.. Rockford, III., put a
new wage scale in effect January 1st which is as follows : For the
first year, 14 cents per hour; second year, 15 cents per hour; third
year, 16 cents per hour; fourth and fifth years, 17 cents; after the
fifth year, 18 cents. On New Year's Day awards of $25, $20 and $15
were made to conductors as prizes for good service, and awards of
$10 each were made to seven motormen who had had no accidents
resulting in damage to property or injury to persons.
January 1st the Middletovvn (Conn.) Street Railway Co. increased
the wages of trainmen who had been in the service for from three
to five years one cent per hour; those who had served more than
five years were given an increase of two cents per hour.
The Haverhill (Mass.) & .Southern New Hampshire Street Rail-
way Co. has increased the wages of the employes to 18 cents per
hour for the first year, and 20 cents per hour thereafter.
CHANGE OF NAME.
The name of the .Standard Traction Brake Co., of 26 Cortland .St.,
New York City, has been changed to the Wcstinghouse Traction
Brake Co. This company sells all power brakes for street rail-
way service manufactured by the Wcstinghouse Air Brake Co., in-
eluding straight or automatic air-operated brakes with axlc-drivcn
or motor-driven compressors, the storage .system of air brakes, and
Ihc Weslinghousc combined magnetic brake and electric rar-heating
apparatus.
56
STREET RAILWAY REVIEW.
(Vol. XIII, No. i.
FOSTER STEAM VALVES.
The Kiisur Knginecring Co., of Newark, N. J., is one of the
largest lnake^^ of ^teani engineering specialties in the ICast, and has
a complete line of pressure regiil.itors and valves, and various kin-
dred devices essential to the safe and ecuiioniical piping of steam,
water, gas or air. The Foster valves arc installed in many of the
largest manufacturing plants as well as light, power and traction
power houses of this country, the list of prominent users including
the Carnegie works, the Krupp works in Germany, the Edison Elec-
tric Lighting Co., of New York City; the North Jersey Railway Co.,
the Cleveland Electric Railway Co., the Cleveland Electric Illnmin-
ating Co., Cleveland water works, the General Electric Co., Metro-
politan Street Railway Co., New York; Cambria Siccl Co., Penn-
sylvania Iron Works Co., the Colorado Fuel & Iron Co., Denver;
the Atlanta water works. These valves are also used in a number
of large '.team pl.inls on the Pacific Coast, and it is believed that 90
per cent of naval vessels built wilbiu the last five years are equipped
fh;. 1-fkstek non-rettirn i'k
stop valve.
iTEK lOMItlN.^TION
VAI.VE.
with the Foster goods. The demand for the company's specialties
during iy02 taxed the capacity of the new plant, and it is probable
that a further enlargement will be necessary this year.
Special attention is being directed at this time to the Foster non-
return stop valve, and the Foster combination valve, which combines
with the non-return feature certain automatic emergency and hand-
stop functions. The Foster valves of these types arc particularly
designed for use in electric railway power stations. The non-return
stop-valve is designed to absolutely prevent the flow of steam into
the boiler from the header, as might occur when a boiler had been
out of use temporarily and is cut into the line before the proper pres-
sure had been reached.
Reference to Fig. i will make clear the method of operation.
When the pressure in the boiler at A is equal to i lb. greater than
the pressure at B, the valve opens and is held open by the flow of
steam through it. If from any cause the pressure at A should fall
below that of B, the valve will close.
The Foster combination valve shown in Fig. 2 combines with the
non-return feature, the functions of an automatic emergency stop
valve. It is designed to prevent pecuniary loss, or injury or death
to power station attendants, through accidents caused by the rup-
ture of a pipe or fitting, or other mishap which would make possi-
ble the escape of steam into the boiler rooin, inasmuch as it provides
a means for shutting the main steam valve from several diflfcrent
points about the plant. This device includes a pilot valve which
may be placed near the main valve or located at some distant or
more accessible point. This pilot valve is connected by suitable
small pipes to the boiler and to the chamber D of the large valve
(Fig. 2), and there is also a pipe connection from the diaphragm
chamber of the pilot valve to the outlet side of the main valve (as at
7, Fig. 2), or to some more distant point on the main pipe line. The
diaphragm of the pilot valve is normally held in place by a helical
.spring, which may be adjusted to resist any desired pressure, say
100 lb. Whenever from rupture or other cause the pressure in the
main pipe line falls below too lb., the spring will operate the valve,
allowing full pressure to flow from the boiler through the pilot
valve into chamber I) of the main valve against piston 11. which
being of greater area than valve 2, instantly closes the latter against
its seat and prevents the flow of steam in either direction. Stop
valve 2 having been closed, automatically or manually, will remain
closed until the pressure in chamber IJ is relieved. A number of
small pipes with plug cocks or quick-opening valves placed at ac-
cessible points may be branched from the pipe leading to the dia-
phragm chamber of the pilot valve and led to distant points in the
plant, thereby providing means whereby the main steam valve may
be instantly closed in case of accident or emergency from any part
nf the station by the turning of a plug cock. As will be seen from
Figs. I and 2, the Foster valves arc provided with dash-pot to pre-
vent chattering or hammering.
The Bureau of Steam Engineering at Washington, D. C, recog-
nizing the value of a device of this character, recommended its use
in the United States Navy. Many of the recent additions to the
navy and all of the torpedo boats and destroyers (with possibly
one exception) are equipped with the Foster combination valve.
The New York Edison Co. is now installing sixteen lo-in. valves of
this construction, in addition to a number of 8-in. valves installed
in 1901 and 1902.
The Foster Engineering Co. claims that many necent disastrous
boiler explosions as well as scalding of attendants resulting from
the blowing out of main headers and defective fittings could have
been prevented had this device been installed.
THE RAMION AUTOMATIC ELECTRIC SELF-
CLEANING SWITCH.
The electric switch illustrated herewith is the invention of P. J.
Ramion, Syracuse, N. Y., and was recently given a test on the
track of the Syracuse Rapid Transit Railway Co. The switch and
a signal may be operated by the motorman while the car is in
motion, or from a tower as desired. It will be observed that the
switch consists of rails suitably curved, between which the point
operates, and which are joined by a series of ribs. Beneath the
switch is a sewer designed to catch the dirt, snow, ice or water
vvbicli might otherwise interfere with tli' movement of the point.
KAMinx SKI,F-l.I,EANIN('. SWITCH.
There is a small watertight compartment on the outside of the
rail containing electric beaters for the purpose of melting snow or
ice which, if allowed to .iccnmulate, would interfere with the action
of the switch. A signal system connected with the device is con-
trolled by the switch point and is designed to inform the motor-
man of the position of the point before he reaches it, thus insuring
safety. The principal features claimed by the inventor are: Econ-
I niy of installation, independence of weather conditions, simplicity
of construction and absolute certainty of the position of the switch
point. A company has been organized to place the switch on the
market.
December 20th there was a grade crossing accident in Weehaw-
kcn, N. J., where three cars, breaking loose from a freight train,
collided with a trolley car. Three passengers were fatally injured.
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
57
ELECTROSE INSULATION.
CONSOLIDATION OF NEW YORK ROADS.
The increasing use of high potential currents in electric railway
work has brought out a number of new forms of insulation to sup-
ply the demand for this class of work. One of the newer materials
is known as "Electrose," and is made by the Electrose Manufactur-
ing Co., 127 North loth St., Brooklyn, N. Y. Electrose is a com-
pound especially prepared to meet the requirements of electric rail-
way light and power installations. It is a very hard, dense, tough
and strong material of a uniform oak shade, and takes an ornamental
polish and finish. The compound is easily molded into various
forms in which it may be required, and requires no drilling or ma-
chine work for special shapes. The company is now prepared to
furnish "Electrose" in all forms of overhead line fi.xtures, high po-
tential insulators, sheets of various thicknesses and special forms
and shapes. Its moisture and water proof qualities arc claimed to be
of the best, rendering it especially adaptable to all outside uses, es-
pecially where climate conditions are severe. Samples that have
been under test by the resident engineer of the Niagara Falls Power
£]
' y>mief I
ELECTROSE INSULATORS.
Co. at Niagara Falls, N. Y.. have shown remarkable insulating
qualities, as set forth in the sketches reproduced herewith. These
samples are regular stock, and the accuracy of the tests is vouched
for by the engineering department of the Niagara Falls Power Co.
In addition to the forms shown a sheet of "Electrose," 12 .\ 12 x i!4
in. arced around at 80,000 volts and was not punctured. An 8-in.
round column V/i in. in diameter arced around at 100,000 without
puncture.
In addition to the tests made by the Niagara Falls Power Co.,
tests have been made by Prof. Samuel Sheldon, consulting electrical
engineer, Polytechnic Institute, Brooklyn. In his report Professor
Sheldon says: "On test on a 2-in. globe strain "Electrose" in-
sulator, the insulation cracked under tensile stress of 4,850 lb. ; eye
of bolt broke under tensile stress of 5,630 lb. On 25^-in. globe
strain insulator, eye broke out at 6,890 lb. The tensile strength was
determined by pulling the samples apart by means of a standar<l
Richie 30,000-lb. testing machine. The insulation was not fractured
in any case. On voltage tests, a 6-in. turn-buckle made of "Elec-
trose" insulation, arced between metals at 30,000 volts. A terminal
strain insulator made of electrose insulation, with tensile stress limit
of 8,240 lb., on voltage lest arced between metals at 2,500 volts."
Sample material of "Electrose" will be furnished on application.
■»« »
At a meeting of the directors of the Lake Shore Electric Railway
Co., of Cleveland, plans for the reorganization were arranged, A
meeting of the stockholders has been called for February I2th to
pass upon this.
December ^/h the stockholders of the Indianaixilis Street Rail-
way Co. ratified the lease of the property of that company to the
Indianapolis Traction & Terminal Co., the terms of which were
given in the "Review" for December last.
The Fonda, Johnstown & Gloversville Railroad Co., the Amster-
dam Street Railroad Co. and the Cayadutta Electric Railroad Co.
have been consolidated under the name of the Fonda, Johnstown &
Gloversville Railroad Co. The capital is $1,950,000, and the officers
and directors are : J. L. Hees, of Fonda, president ; Gustav Levor,
of Gloversville, first vice-president; J. G. Ferris, of Johnstown, sec-
ond vice-president; G. M. Place, of Gloversville, secretary and
treasurer; S. H. Shotwell, Erastus Darling, Z. B. Whitney and A. J.
Zimmcr, of Gloversville; G. F. Moore, of Fonda; J. G. Younglove
ami Janics Stewart, of Johnstown; R. T. McKeever, of Houghton,
Mich., and J. S. Friedman, of Albany; Chauncey M. Depew, of New
York, and William Harris, of Northville.
NEW PLANT FOR THE ST. JOSEPH RAILWAY,
LIGHT, HEAT & POWER CO.
Owing to the trouble which has been experienced this winter by
the St. Joseph (Mo.) Railway, Light, Heat & Power Co. in procuring
coal the company has decided hereafter to own its own coal cars and
about $25,000 will be expended in providing them. The plans of the
company's new power house have been altered so that they now
provide for the elevation of the tracks entering the house and lead-
ing to the boiler room, where a dumping platform will be located,
from which the hopper cars are to be unloaded and the coal dropped
into the fires directly in front of the boilers. The cars are to be of
steel, 36 ft. long, 91^ ft. wide and 4 ft. deep. They will have a
capacity of 80,000 lb. each and will cost about $1,000.
A NEW BUILDING MATERIAL.
The il. W. Johns-Manville Co. has just issued a booklet descrip-
tive of a new preparation that is being put on the market to meet
the needs of present-day architecture and building for non-inflam-
mable material suitable for decorating the interior of buildings,
serving as a substitute for wood in such work. This material is
known as "Salamanderite," and is said to permit of all the decorative
features which are possible with wood or tiling, and to be abso-
lutely fire proof. It comprises fire and waterproof sheets or panels
in various thicknesses from y^ in. to }/2 in. finished on one side in
fac simile wood as may be desired, and may be stamped in various
forms, reproducing pictorial subjects or other designs. Moldings
and trimmings of the .same material are also furnished.
■CECO" MACHINERY IN CHICAGO.
The Christenscn Engineering Co. has opened an office in the Mer-
chants Loan & Trust Building, Chicago, for the sale of its "Ceco"
eleclricaJ machinery. The manager of this office will be Mr. Chas.
G. Burton who is well and favorably known in the electrical field
thruugh his previous coiniection for several years with the Central
Electric Co., and later for three years with the Westinghouse Electric
& Manufacturing Co. He left the latter company in the early part of
i'/)2, to install a power and transmission system, resigning recently
to acce|it liis ]iresenl position with the Christenscn company.
PITTSBURG STREET RAILWAY SUPPLY
HOUSE.
Gellatly & Co., with headquarters in the Times BIdg., Pittsburg,
I'a., have for .some time represented the Ohio Brass Co. in Pitts-
burg territory along with other niannfaclurers of electric railway
and mining supplies. One of llie agencies recently taken by this
firm is that for the electrical clip.irliiuni of liu- Cliristensen En-
gineering Co., of Milwaukee.
The Somh Side Rapid Transit Co., of Chicago, has announced the
following schedule of wages eflfeclive January isl: Conductors, zo
cents; guards, 18 cents; station agents an<l platform men, l6Vv cents
per hour. This is an increase of from 5 in to iht ceiii
58
STREKT RAILWAY REVIEW.
[Vol. XIII, No. i.
GOLD S INPROVED FOLDING GATE.
Kdw.ird E. Gold, of New York, has recently placed upon the mar-
ket a combination of gate or door with locking device which is re-
|w,ri.,l to li.ivi- hcen most successful in operation, fully meeting the
requirements of railway service. This type of gate is in use on the
elevated roads in Brooklyn, where traffic is very heavy, and the ad-
vantage of the gates requiring a very small space for (heir opera-
forms for the purpose of operating folding gates, which obviously
may be of diflercnt designs.
The double gate illustrated in Figs. I and 2 consists of two leaves
hinged together, the primary leaf being hinged to a support on the
car platform. Ihe primary hinge is swung back by means of an
arrangement of levers which is the same as has been for years ap-
plied to the solid type of gate. The secondary leaf in the design
illustrated is operated by an additional link. Fig. I shows the gate
open, and Fig. 2 the gate closed.
Other arrangements for manipulating the secondary leaf of the
gate are lazy tongs placed either at the top or at the bottom.
Fig. 3 shows Ihe arrangement of Ihe lazy tongs at the bottom.
This new device is covered by very broad patents.
«»»
THE NOARK BRANCH BLOCK.
To meet the demand for inclosed-fnse branch blocks, the H. W.
Johns-Manvillc Co., too William St., New York City, has introduced
the "Noark" line, which presents features of merit appealing to
constructing engineers and other users of such devices. The en-
graving herewith shows a 30-amperc 220-volt two-pole single branch
block of this type, from which it will be seen that the makers have
departed from the usual arrangement for branch block devices, in
which Ihe fuses for the branch circuits abut at right angles to the
outside of the two or three parallel main wires. This construction
requires a block of some size, owing to the fact that it is necessary
to give space for the main wires and branch fuses separately. In the
"Noark" branch blocks the object has been to economize space and
NOARK TWO-POLE SIN(;LK llR.XXlH ISLOI- K.
tion, IS apiiriiiaied. Mr. Gold is the owner of the well-known Gold
gale lock, extensively used on tlevated, suburban and underground
cars, where a solid gate has been adopted. The locking device on
the improved gates, which are illustrated in the accompanying en-
gravings, is the same as on the old types with the exception that
the connecting rod between the slide and gate is made in several
at the same time cITect an arrangement of the wires and fuses which
must be absolutely safe, both in the operation and manipulation of
the device. To obtain this result, llic branch fuses are so arranged
that each of the terminals in which tliey are received and to which
the branch wires are connected are separated from the adjoining
terminals by heavy partition walls, high enough above the contacts
to prevent anything being laid across from contact to contact and
causing short circuiting. The main wires to which the branch block
is connected, instead of passing across the block at the end of the
branch fuses, arc arranged to traverse it in suitable grooves placed
in the porcelain block between the terminals of the branch fuses.
In this way a great economy of space is effected, while at the same
time the block can be easily and readily installed and the manipula-
tion of the fuse devices for a removal or insertion is entirely safe.
Mr. C. J. Franklin, formerly of Brooklyn, N. Y., has been ap-
pointed superintendent of the Tacoma Railway & Power Co., Ta-
coma. Wash.
There was such a demand for funeral cars in St. Louis last
month, owing to the cab drivers' strike, that the street car com-
panies were unable to supply the requisite number of cars.
An eflfort is being made at St. Paul, Minn., to have an ordinance
passed requiring the street car companies to establish an "owl-car"
service by running at least one car an hour between midnight and
5 a. ni. At present the last car leaves the center of the city at i a. m.
Jan. 20, 1903.]
STREET RAILWAY REVIEW.
59
KANSAS CITY NOTES.
HUDSON RIVER TROLLEY TUNNEL.
On the morning of December 22nd .1 car in the barns of the ele-
vated road, Kansas City. Kan., was discovered to be on fire. Serious
damage was prevented by the night foreman in cliarge who coupled
onto the burning car with a motor car and removed it from the
building.
On January ist the gripmen and motormen of the Metropolitan
Street Railway Co. were put on tlw same basis as regards wages, the
rates for both classes now being 17, 18. 19 and 20 cents for the first,
second, third and fifth years respectively.
Some time ago thermometers were placed in all Kansas City street
cars. These have been removed, it being claimed that they by reason
of the jarring of the cars, or some other cause, all registered from
10 to 20 degress below the actual temperature.
On Christmas Day most of the conductors of the Kansas City
lines were the recipients of from $1 to $2 from passengers who told
them to "keep the change."
. ♦ « »
ELECTRO-MAGNETIC CONTROL FOR THE
BROOKLYN ELEVATED.
The Brooklyn Elevated Railway Co. has recently ordered 210
Weslinghousc multiple train control equipments which will be used
to operate the electrically propelled trains on its lines. When the
company, a few years ago, decided to discard steam locomotives and
operate its trains electrically, an exhaustive test of the different
methods of controlling electric trains was inaugurated. The com
pany, therefore, had a number of trains equipped
with the systems of the leading electrical manufac-
turers, and these trains were placed in regular oper-
ation on the road in its daily traffic. Careful rec-
ords were kept of the number of miles run by each
train, the number of accidents met with, cost and
time required for repairs, the comparative conven-
ience in operation and all other matters which might
influence a decision between the different systems.
These tests resulted in the placing of the present
order and all steam locomotives now in use will be
shortly replaced by the Westinghouse electro-mag-
netic system of train control. This system involves
the use of compressed air for moving the controlling
apparatus, electro-magnetic valves governing the ad-
mission of air to the controlling cylinders, and low
voltage electric circuits running from car to car for
controlling the action of the magnetic valves.
The special requirement for each motor car con-
sists of two or four electric motors, a controller
very similar to those used on ordinary street cars
and one or two motormen's controlling switches
from cither of which all the car controllers on the
train may be operated. One of the special features
of this system is that the trolley circuit is isolated
from the main power circuit and is therefore not affected by any
momentary interruption of current due to ice or sleet on the third
rail, or other causes.
The motor circuits on any car are automatically opened in case
of excess current and they may all be simultaneously closed at the
will of the molorman. All controllers are automatically turned off
by the application of the automatic air brakes which greatly reduces
the possibility of accidents. With this system the trains may be
cut up into two or more .smaller units, according to the fluctuations
of the service.
The Brooklyn Klcvatcd will equip all of its new cars with four
motors each. The trains arc made up of S or 6 cars, 2 or 3 of
which arc usually motor cars. When these trains reach the suburbs
Ihcy arc broken up into smaller units of one or two cars and the
smaller trains branch o(T on difTercnt divisions. Any proportion of
motor cars desired can be used in a train making it possible to
obtain any desired amount of power for starting the trains quickly.
riie trolley tunnel which is being built by the New York & Jersey
Railroad Co. under the Hudson River between Jersey City and New
York City had reached its lowest point on January ist. This is 102
ft. below the mean water level and only 12 ft. of mud separates the
tiiiiiiel from the river bottom. Since the present company started
operations, 240 ft. of the tunnel has been constructed. The company
took up the work on the north tunnel only, and is building that one
first and is working at present only from the Jersey side. Work on
tlic second or south tunnel will be taken up after the coinpletion of
the present one. It is expected that the trolley cars will be crossing
under the river between Jersey City and New York some time in
1904.
RAPID SKETCHING DEVICE.
The rapid sketching device illustrated herewith has been
designed to obviate much of the annoyance and drudgery necessi-
tated by the almo.st constant placing and replacing of the scale, T-
square and triangles, in making sketches and small drawings. The
device consists of a scale joined to a protractor which is anchored
to the upper left-hand corner of the board by means of an arm made
up of two pivoted parallelograms. The scale has a free motion of
90° between two stops, and it comes against either one or the other,
depending upon whether a horizontal line or a vertical line is
desired. These two stops are fastened to a protractor and may he
turned to any angle with the horizontal or vertical, thus permitting
December z'llh an express train on the line of the Union Tr.action
Co. of Indiana collided with the president's private car, one of the
motormen being fatally injured.
KAPID SKKTllIINC DKYICI'..
the scale to come against a stop at the desired angle and also at
right angles to it. The lower part of the protractor always lies in
the same direction no matter where it is moved about the board,
and hence when the protractor is once set at any desired angle the
scale will give parallel lines anywhere on the drawing. This is
accomplished by the two iiaralleliigrams which act similarly to a
parallel ruler.
The protractor may be clamped at any angle by means of a thumb
screw. A spring slop is provided for the o, 30, 45, fio and (.K)"
angles, and is operated by merely raising it and allowing it to drop
into the hole for the angle desired. A screw is provided for adjust-
ing the right-angle stops. The general use of this device is exactly
the same as one would use a scale without any attachment. Either a
triangular or flat scale may be used. The scales chuck into place
and may be turned so that any edge may be used. The triangular
scale has the advantage of giving a larger variety of graduations on
one piece, while the flat scale has the adv.intagc of giving .i better
ruling edge.
It is claimed that there is a great saving in lime by the use of the
rievice, which is made by the llniversal Drafting Machine Co.,
lilackstone Muilding, Cleveland, O.
60
STREET RAILWAY REVIEW.
[Vol. XIII, No. I.
LARGE ORDER FOR AIR BRAKES.
Iht Bruoklvn llciKlits Railroad Co. lias just closed a contract
with the ChrisIiMiscii Engineering Co. for 200 Cliristenscn No. 2 air
compressors and other parts of air hrake e<inipineiits for the ele-
vated division of the company's road. The llrooklyti Heights com-
pany placed its first order for Christenscn air brakes in the early
part of 189S, when 12 eqnipnienls were ordered, the company at
this time having been experimenting with various types of air
brakes. .\\ the time of giving this last order the Rrooklyn Heights
company had in service 130 Christenscn equipments, the contract
just awarded bringing the total up to 370. This order is particu,
larly gratifying to the Christenscn company, as it is considered sub-
stantial proof of the efficiency of its apparatus after actual service
for nearly five years.
♦•♦■
NEW CARS FOR GALVESTON.
The accompanying illustration shows one of the 20 closed cars
which were recently built for the Galveston City Railway Co. by the
St. Louis Car Co. The length of these cars over corner posts is
20 ft. 9 in., the length over all 30 ft. 6 in. and the width 7 ft. 10 in.
1 he cars were built for city service exclusively and were provided
DETROIT CAR BARNS BURNED.
llecember 30th the two-story car barn of the Detroit United Ry.
on Jefferson Ave. was entirely rieslroyed by fire caused by an explo-
sion of gasoline. The fire started in the paint shop on the second
floor and spread rapidly. An alarm was at once sent in and several
engines responded, but considerable delay was occasioned on account
of the ice and snow. The fire spread with great rapidity and the
building, together with alioul 24 open cars, was completely de-
stroyed. There are three car barns located close together at this
point and the firemen succeeded in confining the fire to the central
barn in which it broke out. The loss is estimated at about $60,000.
During the fire traffic on the Jefferson Ave. line was completely at
a standstill and it was several hours before the burned-down wires
could be replaced and traffic resumed. Mr. Jere C. Hutchins, presi-
dent, Mr. Brooks, general manager and Mr. Stanley, superintendent
of the company were at the scene of the fire and succeeded in saving
considerable of the rolling stock which was removed from the barn.
PROPOSED PENNSYLVANIA LEGISLATION.
CALVESTON CAR ST. LOUIS CAR CO.
with longitudinal rattan seats. The interiors are finished in cherry,
and all the trimmings are nickle plate. The window sash arc in two
sections, the upper one being stationary, and the lower one drops in
sockets. Pantasote curtains are used. The cars arc vcstibuled at
both ends, the vestibule being provided with folding gates and they
are mounted on St. Louis Car Co's. du Pont trucks, having a 7 ft.
6 in. wheel base.
The Pennsylvania legislature will be asked to amend the act giv-
ing elevated or underground railways the right of eminent domain
and fixing the method of securing compensation for
damages to property owners along their lines and
put it on a more substantial legal footing. On ac-
count of the contemplated elevated railway in Pitts-
burg the piatter is considerably discussed in that
city. The question at issue is whether any property
owner whose property is not actually taken nor oc-
cupied can collect damages, no matter to what extent
he is injured, inconvenienced or annoyed by the
proximity of elevated lines. Lawyers fail to agree,
some claiming the act is unconstitutional because
compensation is not adequately secured to persons
who may be damaged. The supreme court has de-
cided cases against property owners where danger-
ous telegraph or telephone poles were planted on
their sidewalks. A Philadelphian lost his case
against the Pennsylvania Railroad Co., which com-
pany had practically barricaded his house to the third story in build-
ing the approach to the Broad St. station.
ORDER FOR PECKHAM TRUCKS.
HOPE WEBBING COS. ADDITION.
The Hope Webbing Co., of Providence, K. 1., reports such an
unprecedented era of activity that, in order to increase its facilities,
it has had to erect a large addition to its mills at Woodlawn. The
addition is of brick, mill construction, 223 x 84 ft., three stories
and two basements. The basements .an hardly be called such.
however, as, viewed from the street at the rear, the addition is five
stories high, owing to the grade of the land. The addition is con-
nected with the two original mill buildings, each of which is 500
feet long, by arched passageways. By removing part of the ap-
paratus into the addition room is made in the mills for 100 or more
looms, bringing the total up to about 600. Two additional genera-
tors have been installed by the General Electric Co. and extra help
is required in addition to the 650 hands previously employed. The
Hope Webbing Co's. tapes and webbings have a world-wide re-
nown. Just now the looms are turning nut large quantities of elec-
tric tape, while the output of elastic webbings is a large factor, 48
looms being employed on this work alone.
The Peckham Manufacturing Co., of New York and Kingston,
has received an order from the Brooklyn Rapid Transit Co. for 480
motor trucks of special M. C. B. construction. These will be used
in elevated service in Brooklyn under cars fitted with the Westing-
house system of multiple unit control. The Peckham company on
January 1st had orders in hand for 750 M. C. B. trucks in addition
to its other work. The company reports an unusually large busi-
ness in snow plows, having sold during the season 18 large Ruggles
rotary plows.
FIRE HAZARD OF ELECTRICAL APPARATUS.
The Danville (111.) Street Railway & Light Co. and the Danvillu
Northern & Paxton Railroad Co. on the first of the year issued a
i6-pagc pamphlet giving the routes and schedules of the railways
and matter descriptive of the electric light and power and steam
heating departments of the business.
A fire occurred in the power house of the Helena Light & Trac-
tion Co., Helena. Montana, October 20th, which completely demol-
ished the building and nearly all the machinery. The building con-
tained an abandoned steam plant, power being purchased from the
Missouri River Power Co., which transmits an ll,000-volt current
over a double wire from Canyon Ferry, 18 miles distant. In the
building were six n,ooo-volt, 150-kw., oil insulated Wcstinghouse
transformers, two of which were practically uninjured; the other
four were upset by the burning away of the floor and poured out
their oil. Two loo-h. p. induction motors were damaged only 50
per cent while six direct-current arc-light machines were totally de-
stroyed. Three oil insulated Wcstinghouse potential regulators were
practically uninjured while the switchboard was completely de-
stroyed. The result of the fire denionslrates the practical immunity
from injury by fire of oil-insulated transformers in cases.
STREET RAILWAY REVIEW
Vol. XIII
FEBRUARY 20, 1903
No. 2
Columbia Electric Street Railway, Light & Power Co,, of Columbia, S, C,
Roadbed and Overhead Construction — 3, 300- Volt Power Distribution — Sub-Station Equipment -
ment — Car Barn — Parks — Operating Features — Personnel.
■ Car Equip-
It has been said appropriately that within the past decade a new
monarchy has sprung up within the confines of the little state of
South Carolina, and of this monarchy Cotton is King; and it is in
the bustling little city of Columbia that King Cotton holds his court.
It is hard for the average northerner, and especially for a son of
New England, to realize that this is anything more than fairy-land
talk, told to children to lull them to sleep. If he gives the state-
ment any credit at all, he dismisses the whole subject by concluding
it were, and King Cotton is supreme. At the present time, power
for operating the electric railway system of the city and current for
the lighting system as well as current for power motors, is taken
from the power plant of the Olympia Cotton Mill and from the plant
of the Columbia Water Power Co.
Geographically, Columbia stands approximately in the center of
the state of South Carolina, whose boundary lines form an irregular
triangle with one of the angles pointing directly south. Within the
IXTEKIOK III' srii STATION KH.UMMIA ELKCTKIl STUICKT KAIt.WAV, I,IC,1IT .V I'OWKK 1(1
that the state of South Carolina raises considerable cotton, and that
Columbia is merely a proniincnl shipping port for the raw material
on its way to (he mills of New England to be made up into finished
products. It will lake an actiial personal tour of inspection into this
locality lo convince the doubling one thai in and about ihc city of
Columl>ia, S. C, have been established within seven years a grouji
of collon mills and villages, exceeding in point of output, engineer-
ing design and economical operation any group of mills in New
England, or in old England for that matter, and that included in
this system of southern mills is the finest and largest collon mills
under one roof in all the world.
Though this is not an article on the cotton industry of the South,
in order lo know and imdersland the street railway situation in the
city of Columbia, it must be borne in mind thai Columbia lives by
cotton — the commercial atmosphere is surcharged with colton as
city limits proper and including mill villages which have grown up
contiguous to Columbia, but in all ies|iects should be identified
with the city itself, the population serve<l by the electric railway
system of Columbia will apprnxiniale close lo 40,000. For instance,
in the villages of the Olympia, Granby and Richland mills, all op-
erateil by one company, there are fully io,oo(3 inhabitants. And
Ibis little city has all come into being within the past seven years.
1 lie mill towns as well as the mill properties are owned by the W.
It. Sniilli-Whaley syndicate, which also controls Ihe Columbia Elec-
tric Street Railway, Light & Power Co. 'lliese mill towns are equal
to anything of like nature lo be found in Ihc country, and in their
<vay arc models of philanlhropic ideas. The cottages for employes
are well built detached dwellings, each with its individual architec-
tural design, and each town has its electric ligluiiig system, complete
sewerage, water works, fire rli-parlnunt, school houses, churches
62
STREET RAILWAY REVIEW.
[Vol.. XIII, No. 2-
niul liDspit.iN, for all of wliicli priMk-Kc^ llic null liaiuls pay llic
niodcsi stipend of $1 per room per inonlli rein, a »ix-ro()m lionse
for instance renting for $6 a month. Tlu're are no other taxes or
a.sscssmcnts.
There are of conrsc other activities anil lines of industry in and
alK)Ht CoUimliia liesidc the mannfactnring of cotton goods, ami
these arc all on the increase. Incident to the pro-perity of Columbia,
and one potent cause of it, is the reniarkahle supply of water power
available, and under the plans now beinf; carried oiu. the utilization
SlMi-ST.\T10N .\NI) <;ENKKAL OFI'MCES.
of available water heads will give the city abundance of electric
power at rates sufficiently low to assure unprecedented growth and
development.
The Columbia Klectric Street Kaihvay. Light & Power Co. was
organize<l Jan. 6, 1892, by the consolidation of the Columbia Electric
& Suburban Railway Co. and the Congaree Gas & Electric Co.,
under an act of the South Carolina Legislature approved Dec. 16,
1891. By the consolidation, the company obtained the very valuable
franchises of the two companies mentioned. On Sept. i, 1890. the
Waverly and on to Shandon. Both of these suburbs arc rapidly
growing, and the company now enjoys a good travel over all of these
lines.
RO.\UHi:U AND OVERHEAD CONSTRUCIION.
The company owns lo^i miles of .single track, if/j miles of double
track and about '/• mile of turnouts, making a total of about 14
miles of single track, covering the entire city. All of the road has
been completely rebuilt during the past three years, new material
being used throughout with the exception of six miles of rail which
was found to be in first class condition. The track is built of 48-lb.
T-rail, with Welier rail joints and 'Columbia" Ixinds. The lies
used arc heart pine, 7 x 9 in. x 7^3 ft. The overhead construction
is entirely new and has lieen built in the most thorough manner.
The railway poles are octagon in section, 14 in. at the butt and
9 in. at the top, 30 ft. long, thoroughly creosoted at the base and
painted alxjve ground. The overhead work on single track is Ohio
Brass bracket construction and on double track is span construc-
tion. In setting poles each pole was braced laterally by two 4x4-
in. timbers, 2 ft. long, one placed on one side of the pole at the bull,
and the other placed below the surface on the opposite side. All
of the special work, consisting of curves, cross-overs, switches and
turn-outs, is new and conveniently arranged. The roadbed, track
and overhead lines are new and in excellent condition.
POWER.
The company controls by lease from the state of South Carolina
for a period of 30 years from Dec. 6, 1892, 500 h. p. of water power
on the banks of the Columbia Canal. This property is within the
corporate limits of the city of Columbia, and within one mile of
the business center of the city. This plant at present is not in use.
It contains, however, granite foundations for the water wheels built
in the most .substantial manner.
In the spring of 1900 it was decided to rebuild entirely all of the
street railway track and overhead lines, and also all of the lighting
lines both arc and incandescent. It was further decided to accept
a proposition made by the Olympia Cotton Mills for furnishing
current. On account of this decision the water power plant on the
Canal was not improved willi the rc<t of the properly, as it was
CAR BARN COH'MHIA ELECTRIC STREET RAILWAY, LIGHT 4 POWER CO.
stock of the Columbia Electric Street Railway, Light & Power Co.
was purchased by Mr. \V. B. Smilh-Whaley and his associates, and
reorganized, acquiring the property and franchises of the Columbia
& Eau Claire Electric Railway Co.
The railway now occupies all the principal streets of the city,
and reaches every railroad depot, l)oth freight and passenger. It
extends two miles in a northerly direction to Hyatt park. The coun-
try along this line during the past two years has been rapidly built
up, and Ihc growth in this direction continues to such an extent that
it is probable the line will have to be extended within the next year.
In an easterly direction the railway runs through the suburb of
thought to be to the company's interest to accept the proposition of
the Olympia Cotton Mills.
The power plant at the Olympia Mills consists of three Mcintosh
& Seymour engines, each of a normal rating of l,6cx) h. p., capable
of developing a maximum of 2,000 h. p. These engines are of the
vertical cross compound condensing type with cylinders 20.\ 48 in.
in diameter and a stroke of 42 in. The cylinders are steam jacketed
and a reheating receiver is placed between them. Each of these
engines is direct connnected to a General Electric alternating current
generator rated at 1,300 kw., with 36 poles operated at 133 r. p. m.,
and delivering 40 cycle alternating current at 600 volts. The switch-
Fee. 20, 1903.]
STREET RAILWAY REVIEW.
63
board for controlling the various separate circuits to llie Columbia
Electric Street Railway, Light & Power Co. and to the Granby,
Richland and other mills, is 57 ft. 4 in. long, divided into 21 panels.
Current for the Columbia company is first stepped up to 3.300 volts
for transmission to the single sul>-.station two miles distant, in which
station this current is transformed and converted for the various
lighting, motor and electric railway circuits, all of which center on
a single switch-board located in the main room of the
sub-station. The transmission line from the Olympia
mills to the sub-station is two miles long, and consists
of six No. 2 wires, the line being equipped with all mod-
ern safety devices and accessories. The sub-station
building, which also includes the general office of the
company, is located at the corner of Washington and
Assembly Sts., very near the center of the city of Co-
lumbia and incidentally very near the geographical cen-
ter of the state of South Carolina. The building is two
stories in height and is built of brick with terra cotta
trimmings. The upper floor contains the general offices
and sub-station apparatus ; the lower lloor the store
rooms and testing rooms. The building is thoroughly
fire-proofed with iron framing and floors of concrete
with mosaic filling. .•Ml wires and connections to and
from the switch-board are carried under the floor.
From the sub-station four distinct lines of current are
sent out, all of these being conversions or transforma-
tions of the 3,300- volt, three-phase, 40-cycle alternating
current which is delivered at the sub-station from the
transmission line.
The four circuits are as follows :
For street railway purposes the current of reception
is first stepped down by static transformers to 340 volts ;
thence the current passes through rotary converters
which change the 340-volt, three-phase alternating, to
550-volt direct current for use in all street railway
motors.
For incandescent, multiple arc lighting and motors up
to I h. p., the current of reception is "split" into two
single-phase currents of the same initial voltage, and
carried direct to customers' premises and there trans-
formed in static transformers. In sections where load
is not scattered these transformers arc interconnected on
a .secondary three-wire net work at 230-115 volts. In sparsely settled
districts house to house transformers are used with 115-volt sec-
ondaries.
For the motor circuit for motors over i h. p. the current of re-
ception is not changed but is run direct to customers' premises where
arc placed static transformers dflta connected for 550-volt, three-
phase secondary to the motor.
For scries arc lighting the current of reception is used without
transformation in synchronous motors direct connected to Brush
mulii-circuit arc machines located at the suli-stalion and giving 5-
ampcre, 10,000-volt direct current.
Si.x "S-lav. airblast transformers which receive the 3,300-volt al-
ternating current at the primary terminals and deliver at the sec-
ondary terminals 340-volt alternating curreiU.
For electric railway work there are two 200-kw. rotary converters
which take the 340-volt alternating current from the transformers
and deliver 550-volt direct or continuous current to the electric rail-
wav circuit.
g,pn^
jnnnnnnn
ranoQQoo
DDDlDDEia&i
an
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ro n n n nin
nnnnn
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annn
□ □□□
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STANDARD DOUItLK TKIXK CAR.
With the exception of the railway apparatus, which is standard
design, the sub-station equipment was developed by Mr. W. U.
Smith Whaley, president of the company, assisted by Mr. E. V.
Lilly, electrician, and the engineers of the General Klectric Co., and
the installation was made up especially for this company by the
General Electric Co.
The substation apparatus for supplying the various circuits com-
prises the following :
MAP OF COLIIMIilA. S. C, STREET RAILWAYS.
For the series arc lighting there are four motor-driven Brush
generators with a capacity for each generator of about 118 series
arc lamps. These machines are arranged in two sets, each being
driven by a 200-h. p. three-phase synchronous motor using the
3,30o-v()lt current. Each pair of machines is mounted with the
driving motor between the two generators with flexible coupling,
permitting either machine or both to be operated as desired. The
machines are excited by two exciter sets, each comprising a 2K'-kw.
125-voIt generator, driven by a 7.S-h. p. 3SO-volt induction motor.
The lighting .system extends to all parts of the city. The company
has a five-year contract with the city of Columbia to furnish 200 arc
lights ; also contracts with the various railroads enter-
ing the city for about .30 series arc lights. These arc
lamps are of the enclosed pattern. 'J'lie incandesceiU
lines cover both the city and the suburbs thoroughly,
and contain 36.2 miles of single wire, Nos. 6 and 8. At
Iiresenl, the company has about 11,000 incandescent
IIkIus cut in for service. All of these lamps are on the
iiKler .system. The number of incandescent lamps is
steadily increasing. Both the incandescent and arc light-
ing systems have been constructed with the utmost care
.ind in the most thorough and approved manner.
'J'he motor circuit, for driving small motors, consists
of 6.7 miles of single wire. No. 8. This circuit is being
used more and more in the various industries of llie
city for driving motors in cslablishmenls like i]riiil
ing plants, small manufacturing pl.Mils, |)laiiiiig
mills, in groceries for running coffee mills, in meal markets for
chopping meat, in drug stores, in confectionery stores for freezing
ice cream, in jewelry stores for running small tools, etc. This busi-
ness, which is one that affords a good profit, has been worked up
liy llie nianagemenl, and is now a considerable source of revemielo
the company.
The switchboard comprises the following: Main output meter
panel; two main street railway panels for current going to each
64
STREET RAILWAY REVIEW.
[Vol. XIII, No. 2-
converter; two main street railway generator panels; (our feeder
panels; one panel (or incandescent lighting circuit; one panel (or
tHMUmff
■k"^
RY.
STANIIARl) CLOSED CAR.
motor circuit, and dmr panels for arc lighting circuit, or two for
each set
CAR EQUIPMENT.
The car equipment o( the company consists o( (our double truck
15-bench open cars built by the I.acnnia Car Co., mounted on I.a-
I'cckham trucks, with two G. E. 1,000 motors to each car. The
company has three construction or working cars, and one plat(orm
car around which a railing is built, and which is used (or trolley
parties. All cars arc equipped with Christenscn air brakes; Syra-
cuse headlights; Wood folding gates; Wilson trolley catchers, and
Kidlon fenders. The equipment, machines and material used on the
entire system have been standardized and are of the best quality ob-
tainable.
CAR BARN.
The car barn is situated at the corner of Main and Rice Sts.,
Columbia. It is a two-story brick building of mill construction,
and has a storage capacity of alwut 45 cars. The lower story con-
tains storage tracks, store room, carpenter and paint shops. The
upper floor is used entirely (or the storage of cars. The barn is of
the most improved construction and is very complete in all of its
equipments.
PARKS.
Hyatt Park, owned by the company, is located about two miles
from the city limits. It contains about 15 acres of land upon which
have been built an auditorium and theater, and also a rustic or open-
air theater. The grounds of the park have all been carefully laid
out with terraces and flower beds. It is attratclively lighted with
electric lights. During the sumtncr months vaudeville entertain-
ments are carried on at the park, and (luring the last two summers
the park has been a very popular resort.
The park contains one of the finest collections of animals to be
found in the South, many rare specimens having been secured
Ihruogh the efforts of Mr. Clark and other officers of the company.
VIKWS IN I1Y.\TT I'.\KK, LOLI'Mlil.V
conia trucks and fitted with G. E. 1,000 motors; 12 single truck
lo-bench open cars built by the Laconia Car Co., mounted on Peck-
ham trucks, with two G. E. 1,000 motors to each car; ten 30-ft. single
truck closed cars built by the Laconia Car Co. and mounted on
A charge of 5 cents is made to all visitors who enter the special
enclosure devoted to the menagerie. A portion of the park is given
over to the horticultural gardens, and the company employs an ex-
pert gardener to take care of this feature of the park. Many rare
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
65
and beautiful plants are to be found here, the display of roses being
exceptionally fine and including over 160 distinct varieties of the
rose family.
Another unique feature of Hyatt Park is the elevated tank for
supplying water to all parts of the grounds. This tank is a neces-
sity, and ordinarily would be apt to mar the beauty of the place.
But instead of permitting this elevated tank to become an eyesore,
the management has changed it into one of the most attractive
features of the place by arranging around the sides of the tank and
the tower which supports it about 1,500 incandescent bulbs of vari-
ous colors and tints, and when these are all lighted at night, they
make a display at once unique and striking. The reflection from
the tower can be seen from a long distance, and thus serves as some-
thing in the nature of an advertisement for the park. This arrange-
ment is also useful as well as ornatnenlal, inasmuch as the lights at
this elevation flood the whole park with a soft illumination which
adds to the charm of the place.
The tank is supplied with water from a nearby spring by means
of a small pump operated by a direct current motor, taking current
from the trolley circuit. In addition to the water taken from the
tank for drinking, washing and irrigation purposes, a pipe is led
from the tank and feeds a small fountain located near the entrance
of the park, thus gaining another attraction that is especially appre-
ciated by the children.
The company also owns one acre at Shandon, on which is built
a dancing pavilion. During the summer months this is also a popu-
lar place in the evenings.
OPERATING FE.\TURES.
In the running of cars there is one fundamental rule on which
special emphasis is laid and to which the attention of every employe
on the system is continually directed, this rule being that the pre-
scribed schedules must be adhered to, and it is the pride of the
management that the citizens of the city are practically always safe
in regulating their watches by the passing of cars, and if a car is
scheduled to be at a certain corner at a certain moment, the chances
are all in favor of that car being at the designated point at the time
specified. Care is used in arranging the schedules, so that nothing
unreasonable is asked of the men, but if a car fails to keep up to its
schedule to the very minute, a satisfactory reason must be given for
the delay. All molormen and conductors are required to carry re-
liable watches which must be inspected and regulated by a desig-
nated local watchmaker every month. To this end the company
has made arrangements with the watchmaker for supplying the
men with good watches at a reasonable price, and also for inspecting
and regulating the timepieces.
For announcing the schedules to the public, a large display board
is mounted at the central depot somewhat similar to the board de-
scribed in the "Review" for last month, page 10. The board has
in the center a large clock which is regulated by the Western Union
Telegraph Co. .Ground the edges of the board are advertising
spaces which are sold to the local merchants.
The conductors and motormcn work 10 hours a day, their work
Ijeing arranged so that the day's work is performed witliin 12 con-
secutive hours. The schedules are shifted each day, so that one set
of men have the early runs one day and the late runs the following
day, and vice versa. It is worthy of mention that the men are not
paid on the hour basis but strictly on the car mileage basis, and in
connection with this it should be stated that all the accounts of the
company are kept on a car mileage basis throughout, so that it is
possible to keep very close comparative records of passengers car-
ried, car receipts, cost of operation, cost of management, cost of
repairs, cost of fuel, etc., as every separate item, including as just
mentioned cost of labor, is reduced to a per car mile basis.
The company's instruction book was compiled by Mr. Clark, gen-
eral manager, and contains a number of features that are entirely
original. The Ijook is intended not only as a book of rules and
regulations, the idea being 10 make it a Iwok of instructions as well.
After every subject in which the conductors and molormen arc in-
terested, are given first the rules and regulations which the employes
arc required to observe, and then follows a set of special instruc-
tions which explain the subject fully and give the reason for the
preceding rules. This principle of instructing or educating the em-
ployes has l^cn found very satisfactory and is worthy of emulation.
A few extracts from the book are here given as being especially
good, and illustrating the way in which care is laken not only to
E. I!. CLARK.
others must wait for a min-
tell the employes what to do and what not lo do, but also telling
them the reason for the rule.
Rule 15. Ordinarily in stopping the car, always release the brake
somewhat, just before the car comes to a dead stop. Do not let
the brake fly, or kick the brake-dog off, for if you do the armature
will take up the lost motion in the gears, and when starting again
it will be with a jerk. This is unpleasant to passengers and hard
on both motors and gears.
Rule 22. If car won't start on dry or dirty rail, put controller
arm on first or second notch and rock the car. If this fails to ac-
complish the purpose, have conductor take a piece of wire or switch
slick and rub one end of it against the rear tread of the wheel,
while the other end is pressed against the rail. In case an insulated
wire is used, break contact at the wheel first, keeping the other end
against the track, else a shock will be received.
Rule 25. In case current is shut off at station for any reason
while car is running, bring con-
troller to "off" position immedi-
ately. Then turn on light current
and wait tnitil lamps light up;
when llicy have reached their
usual brilliancy, but not before,
start the car. The reason for this
precaution is that, should you turn
the controller far enough to start
the car before the full current was
on, there would be a little or no
counter-electromotive force gen-
crated to keep back the rush of
current when it did come, and
your armature might be injured
either by heat or by the sudden
jerk that would result. In starting
after interruption of current, all
with even numbers start immediately ;
ute or two.
Rule 36. The proper handling of a car on a curve is perhaps the
most difficult task that the new motorman has to learn. A good
rule is the following : In approaching a curve, cut off your con-
troller and bring the car down to a slow speed before entering, and
have your brake in hand, but free, unless it be down grade. This
will let the car run info the curve easily and without shock. As
soon as you feel that the car is fairly on the curve, apply sufficient
current to carry the car around the curve at about the same rate of
speed, cutting it off again just before leaving the curve. This will
allow the car to swing out with the least possible shock. Always
hear in mind that anything that causes the car to jerk is wrong.
PERSONNEL.
The officers and operating staff of the Columbia Electric Street
Railway, Eight & Power Co. are as follows; President, W. B.
.Smiih-Whaley ; vice-president, W. A. Clark; treasurer and general
manager, E. B. Clark; secretary, W. H. Lyles; superintendent of
transportation, A. Wallace; electrician. K. F. Lilly; master mechanic.
C. D. Boling.
Both Mr. Smith-Whaley and Mr. W. A. Clark are South Carolina
men. Mr. Smith-Whaley is a Charlestonian, and Mr. Clark was
born on James Island, near Charleston, where his family for gen-
erations were engaged in growing the famous Sea Island cotton.
Mr. .Smith-Whaley early in life went to Columbia with the firm
belief that that city had a great future as a center of cotton mami-
facluring. He formed a partnership with Mr. Gasden E. Shand
under the firm name of W. B. .Smilh-Wlialey & Co., and at once
opened offices as designing cotton mill engineers. Mr. Smith-
Whaley soon took up a ))roader field of activity and in 1894-5 suc-
ceeded in organizing the Richland Mills Co. This mill was followed
by the Granby Mills and numerous others, the largest of which is
the Olympia Cotton Mills, said to be the largest establishment for
the manufacture of finished cotton products in the United States.
Mr. E. B. Clark is also a commanding figure in the group of men
whose energy and keen business foresight has resulted in the re-
markable development of the territory in and about the city of
Columbia. He is interested in several important financial and com-
mercial interests, and the <levelopment of the various activities of
the Columbia Electric Street Railway, Light & Power Co. has been
very largely due to his energetic and efficient management.
66
STREET RAILWAY REVIEW.
I Vol. XIII, No. 2-
Feb. 20, 1903]
STREET RAILWAY REVIEW.
67
THE RIGHT OF WAY MAP.
BY JOHN B. WARREN, C. E.
In view of the renewed activity in the railroad world, especially
in the projection and construction of new lines, a few words in
regard to the scope and character of the right of way map will be
of interest.
Every engineer has his own ideas as to the proper construction
and form of the map, but in the main these are matters of detail
only. The map is the record of months of hard and painstaking
labor on the part of every one connected with the construction en-
gineer's office, from the chief to the chainmen. Weeks and some-
times months are spent before the map is actually begun in its final
shape, but it is first outlined, perhaps, in some real estate office.
When a few men sit down with a map and say "We will build a
road from A to B," the foundation is laid for a map that may be
years in the making. It is an interesting thing to watch the growth
of a railroad, from its conception, as illustrated, to its completion
and operation. The process is the same in all cases. Beginning with
a small map and a pencil line connecting a few towns, it grows by
degrees from a small and easily lost or mislaid piece of paper,
hardly worth the trouble of looking after, to a voluminous record
that represents thousands of dollars and many a weary day's work
and the needing of expensive cases and inde.x systems for its preser-
vation.
The map starts with a pencil line drawn on, we will say, a pocket
map, through a few towns that are without railroad facilities, or
are considered large enough to support another road, then a larger
map is obtained, and possibly a trip taken over the proposed route,
and the route is moved slightly, as other vantage points are dis-
covered. Then comes the investigation of terminal and other facili-
ties, and maps on a larger scale are called for, and possibly county
records and maps are consulted. Finally a route is decided upon
and the first party is put in the field and a preliminary line is run
and platted. Now something tangible can be seen, or in other words,
"something is doing," but our map even now shows only a line
across sections and townships. More discussion in the office and
examination of the accompanying profile. "We must hit that hill,
so as to get material to fill that low place." "We must clear that
piece of property, as it costs too much." More line running and
platting of notes, and more discussion. Finally the preliminaries
are all disposed of and the location decided upon, and the locating
parties put in the field. Now the w-ork on the right of way map
begins in earnest, and soon the skeleton furnished by the first line,
roughly drawn on the pocket map, is being filled in and the map
begins to take form.
The chief engineer follows the work of the locating parties and
studies the ground carefully. The builders of the road have deter-
mined roughly the width of right of way necessary. The chief
engineer must keep to this as closely as may be, and he studies the
problems of cuts and filLs, not only as concerning construction, but
with due regard to operation. Grade and curve limits must be
respected and deep cuts taken out wide to minimize the elTccts of
snow. All these help to determine the width of right of way
needed.
As fast as the information is recorded the right of way is laid on
the map and the right of way man is put to work. His is no easy
task, and he earns his money. With the patience of Job he labors
with an old farmer of the old school, who can see nothing but the
ruin of his farm and the destruction of his stock by the road. He is
"agin" all corporations that apparently give him no adequate return.
He sees some favorite animal ruthlessly slaughtered, or, in imagina-
tion is kept awake by Ihc rumble and roar of the trains, and can-
not see why, for the life of him, the road had to choose that par-
ticular route and seems to consider it a piece of spite work on the
part of the originators of the project.
The work of the right of way men causes some changes on the
map. John .Smith leases a strip across the corner of his farm, ami
is cut ofT from an acre or two. Question, is it cheaper to buy the
corner or furnish friend .Smith with a crossing? The land is not
cheaper, perhaps, but Ihc crossing may prove costly to the opera-
tion of the road, so the triangle is purchased, and the fact noted
on the map. In another place a heavy bank must be built and there
is no available hill to furnish the material. It is then necessary to
buy a slice of Jones' farm and set it up on edge. All this goes on
the map, which is beginning to grow and demand attention, but as
yet it is still in its infancy and must undergo many changes before
it shows what has been accomplished.
Finally all the right of way is secured, ami the map, as it now
stands, might be considered finished. It shows, however, but a part
of the information that should be recorded. It now has but the width
of right of way shown in addition to '.he location. The names of
the owners of the land appear on it, and the intersection with prop-
erty and section lines are noted.
So far we have shown simply the real estate acquired, together
with the various corporation lines. From the map as it now stands,
a smaller map may be constructed for record at the county seat,
giving only such information as may be necessary to enable a sur-
veyor to accurately locate the line on the ground. More than this
is unnecessary, and is a useless expenditure of money, as the cost
of recording depends upon the time spent transferring the map to
the recorder's plat book.
During construction, the right of way map may be used to show
progress of track laying as the profile shows the progress of the
earthwork.
Beginning at points convenient to railroads already in operation,
and from which the work may be pushed advantageously, yards are
established for receiving and storing material. These are shown,
together with the sidings and connections with other railroads and
as track work is done it may be noted from day to day, or at other
stated times, as may be decided upon, and the progress of tlie work
may thus be seen at a glance.
As usually laid out a railroad is ilividcd into sections of appro.xi-
mately a mile in length, and from si.x to ten miles are assigned to
a resident engineer. For convenience, the map may be made in
sections corresponding to such residencies. In this shape the map
is easier to handle and time is saved when a certain section is con-
sulted.
For office use in general, it is nicst convenient to have a copy of
the map in short sections, from two to Ihree feet in length, and
bound at one end. The map then lies Hat and any particular sec-
tion may be turned to easily. This is easily done when the map is
blue printed and will be found preferable to the long roll, especially
when deskroom is limited.
The utility of the right of way map to the engineer is generally
understood ; it is the property of the engineering department and
the preservation of the original falls upon that department also.
Copies of it, either tracings or blue prints are used in other depart-
ments, and information useful to them may willi propriety be record-
ed on the original. In connection with the right of way, as noted
above, the names of the different owner-s, together \\iili llu- loiiKtli
and width of right of way, and acreage should be rmted un the
respective properties and also the dimensions and acreage of land
acquired outside of the right of way. Also, the location of farm
crossings, cattle passes, culverts, bridges, etc., should be nnted. and
information in regard to waterways that may not be clearly shown
on the profile might also be put on the map.
All departments have occasion to consult the map at various
limes. Next to the engineering dcparlment conies what may be
termed the real estate or land deparlment. The map is in constant
use by the various employes of this deparlment, and a little of the
draftsman's time spent on the map wdiile the notes arc "warm" will
save hours and perhaps days in this department. Even in a com-
paratively small .system, where there arc no outlying lands to mar-
ket, information that is of no apparrent value to llu- engineers save
as statistics will .save many a weary hom- r,f reseanh, ICspecially
is this true when it becomes necessary to make relurns to the asses-
sors of the various counties. The law requires not only a list of the
various parcels of land held by the compiny or its trustees, Init also
a detailed list of the tracks and sidings, station buildings, i)!alforms,
yarils, shops, etc., and information of this characler may be shown
on ihe map, making it available at a glance. These lists have to be
turned in at a specified linre, and the lists can be checked and
changes noted in a comparatively short lime, when the data arc pre-
sented to the eye graphically.
68
STRliET RAILWAY REVIEW.
(Vol. XIII, No. 2-
Another item that may appear on the map is the location of the
road in the various school districts, and the length and width or
widths o( the right of way, length of douhle and single track, sid-
ings, etc. ; all that is essentially railroad property, and nsed for
strictly railroad purposes, should be noted.
For example, referring to the map shown, we will consider that
portion lying between the two highways as entirely within one school
district. For the convenience of those checking the school ta.\-list$
wc would make the following note :
School District No. lo.
Right of way
across parts of sees.
4. 8, and 9, Twp. 38-N — S'QS'x 'oo — i'-92 acs.
R. 9 K. 3d P. M.
Yards 2.12 acs.
14.04 acs.
Title in A. B. C. R. R.
1 )i)nlilc track 5,090 ft.
Side track 2.35°"
Yard tracks i.SOO "
Were there any parcels of land owned hy the company, but not
used for railroad purposes, we would note them under the above as
follows:
Lands —
1 4.32 acs.
1 1.07 acs.
5-39 acs.
Title in B. Blank,
Trustee.
I'his gives at a glance, in addition to the information shown on
the specimen, data that would require considerable time for one not
familiar with scales and note books, to secure.
Now, for all practical purposes, our map is complete. I he ne.\t
thing in order is to preserve it in such form that we may readily
find the portion we wish to consult. We will all admit that draw-
ings filed flat, are much handier to use, and require less space than
those in rolls. In the case of right of way maps, however, this is
impracticable. I have suggested making right of way maps in sec-
tions for convenience in handling. This is also an advantage when
it comes to filing them, as each section can be indexed separately
and its number used as a guide to all drawings of structures or
track details within its limits. I will not attempt to give a com-
plete system of indexing for I have not worked one out to my satis-
faction. I believe that something of the kind will be worked out
finally, that will give satisfaction. The card index, in one of its
various forms, is without doubt the most satisfactory and elastic
that has been devised. As for filing the maps themselves, I am in
favor of using cardboard tubes and a system of pigeon holes with
the number of the drawing and its title, condensed, on the cover.
This protects the drawings and at the same time makes it easy to
find, as it is not necessary to handle a number of drawings to find
the one wanted. Time in the modern office is money, and the sim-
plest method, easy of access and of comprehension, is always the
best.
EXTENSION OF FUNERAL CAR SERVICE AT
DETROIT.
For several years the Detroit United Ry. has been giving a funeral
car service to cemeteries located on its city and suburban lines. In-
asmuch as the car assigned to this service was a short, single truck
car, some difficulty was experienced in operating it over the subur-
ban and inlerurban tracks, and as the number of calls for the car to
go out to the suburban cemeteries has constantly increased, the com-
pany recently built a new double truck car intended exclusively for
funeral purposes and suitable for city, suburban or interurbau serv-
ice. The car went into service Nov. 12, 1902, and Mr. John H. Fry,
assistant general passenger agent for the Detroit companies, writes
us that it is in use on an average of four days a week. Frequently
applications for the use of the car arc received from two different
parties for the same day.
The funeral car is 50 ft. in length over all. The interior is divided
into tv\'0 parts, the forward com|>arlmcnt being for the reception of
the casket ; the rear compartment is for the accommodation of the
funeral party.
The forward or casket compartment has a door on each side
which drops down from the outside of the car to receive the casket
which is put in sidcwise, there being small steel rollers sunk in the
floor to facilitate the movement. The other portion of the car is
fitted up with cross seals and center aisle. This arrangement is
,-rr5»?*fyw«r
EXTERIIIK VIKW iiK H NKKAl, lAK AT OKTKnlT, SHOWING OPEN
INC FOR RECEIVING CASKET,
somewhat similar to the funeral car used at Baltimore and described
in the "Review" for Dec. 15, 1900, page 703.
The seats are upholstered in green plush and will accommodate
comfortably 34 persons. The interior is finished in cherry. The ceil-
ing and panels are pale green with gold borders and stenciling and
the windows arc plate glass. There arc three clusters of incandes-
cent lamps in the ceiling. Push buttons are provided at each seat
and at all other parts of the car where necessary. The exterior is
painted a deep black, ornamented with gold stripes. The car is
equipped with four 50-h. p. steel motors.
The rate charged for the funeral c.ir for round trip service to
cemeteries reached by the city lines is $15. For round trip service
INTERUiK OF CAR. SHOWIXl. SEATINi; COMl'AKT.ME.NT I.N FORE-
C.ROUND AND CASKET ROOM IN BACKGROUNII.
to cemeteries in the immediate suburbs of Detroit, the charge is $20.
For round trips to points on the interurban lines the charge varies
from $25 to $60, according to distance.
When the car was placed in service the company issued a cir-
cular giving a full description of it, and quoting the rates for city
and interurban service. This circular was sent to all undertakers in
the city and also to towns located on the interurban lines. The sys-
tem meets with the hearty approbation of the undertakers and is
popular with the public. The car was designed and built under the
supervision of Mr. Thomas Farmer, master mechanic.
Americans have secured a franchise which calls for the construc-
tion of 275 miles of electric road connecting Lille with Roubaix and
Tourcoring, in the French coal region. The estimated cost of con-
struction is $7,000,000. The power plant will be built in the vicinity
of the coal mines. John Hayes Hammond and Henry A. Euttent, of
San Francisco, arc prominently interested.
Feb. 20, 1903 1
STREET RAILWAY REVIEW.
69
SELECTING CAR BODY COLORS.
U is grautyiiig to note ot late tile (Jisappearaiice of vi\i<l. gaiuly
colors wliich have been idcnlificcl with street cars for so many
years. This indicates the prevailing, sensible preference for quiet
and effective colors and is in notable contrast to the vulgar gaiidi-
ness and display which arc distasteful to the educated mind. It
also shows that the subject of body colors has been recognized as
worthy of consideration, a fact that has doubtless largely contrib-
uted to the present improvements which have been inaugurated in
many places. The relief aflforded by this change is very welcome,
and it is safe to prophesy that the prevailing colors of car bodies
in the future will never again present the vivid spectacle that would
cause them to be mistaken for circus wagons.
It is astonishing to what extent a grotesque style of painting will
unwittingly increase in popularity as degenerate ideas arc allowed
to gradually supplement those of good taste. Memory recalls the
days when it was the height of the painter's ambition to produce
the most startling effects on car bodies that could be designed. .At
that time cars were gilded and then plaided with transparent green
and carmine; some were colored w-ith fugitive lakes and cadmium,
while others were lavishly decorated with designs including colors
so nnmerous that it was difficult for one to determine the one in-
tended for the body color. Considering the excessive cost of the
methods employed to produce these effects when compared with the
present manner of painting it is exceedingly strange that they re-
mained in vogue as long as they did. In selecting color for car
lx)dies fancy should be subordinate to reason. A preference for any
particular color should not be shown until three important points
have been considered upon which satisfactory results depend, namely.
permanency, harmony of color and shape, and taste regarding hue.
It is generally understood that color coats in car painting are not
intended for protection, the prime object in selecting a pigment for
this purpose being to secure one which will retain a maximum color
fixedness, and in this connection it is well to remember that the re-
lation existing between pigment and color is pertinently stated in
the simile. "Pigment is the body, color is the soul." If the pigment
is incapable of withstanding the attacks of the elements early disso-
lution must be expected. The pigment in this case remains, but the
fugitive color departs. To avoid the possibility of painting a num-
ber of cars svith pigment of this nature it is wise to use only those
pigments which are known to be lasting and to accept none without
licing personally assured of the honesty of the goods.
This may seem a lack of confidence, to regard all strange paint
with suspicion, but it is justifiable considering the opportunities
offered the unscrupulous makers to incorporate into paint spurious
material which will reduce the color life of the pigment in propor-
tion to the quantity of the adulterant used. For example, barytes
can be compounded with chemically pure pigments in eciual parts
without making any prcccptible change in the color, and in view of
the fact that it would require the use of laboratory apparatus to de-
termine the purity of the pigment it is manifestly proper that a
painter, in order to protect himself, should be somewhat conserva-
tive in his ideas when selecting color material for car work.
The average life of color on street cars when properly prepared,
applied and protected should be 10 or 12 years. This, however, only
applies to a limited number of colors whose permanency has been
tested and proved in actual service to be reasonably durable, while
those whose extreme durability may be depended upon when sub-
jected to extreme exposure are still limited to a very few, among
which is one that may be mentioned wliich stands pre-eminent in
its class. I allude to medium chrome green. From this pigment,
or rather compound of pigments, may be produced hundreds of dif-
ferent shades of green which are more or less permanent in propor-
tion as the admixture of color recedes from the color which is gen-
erally accepted as the standard. This offers an assortment from
which may \>c selected many desirable body paints which will give
perfect satisfaction as to the permanency of color. The Pullman
car color is another desirable color which might be included in tin-
extremely permanent list and out of which may be produced, by the
aildition of green and golden ochre, many rich and soft shades that
will still retain the lasting quality. The other colors that deserve
notice are golden ochre, if a light color is desired, ultra-marine blue,
and luscan red. These pigments will produce many hundreds of
different shailcs of attractive body paints if judiciously assembled
and properly mixed, and under normal conditions will successfully
resist the moisture of the elements for a long period.
riic rapidity with which the hue will depart from all lakes, ver-
mlllioii, carmine or bright yellow pigments when exposed to the
sun's rays should cause them to be avoided as far as possible for
all car work. No practical and experienced painter would consider
these for body coats unless forced to do so by the orders of his
superiors.
One very important point in the coloring of car bodies is the har-
monizing of color and shape. Tlie consideration of this question is
apparently often omitted, the mistake proceeding generally rather
from inadvertence than ignorance. The consideration of this sub-
ject, however, opens a broad field for improvement along these lines
which would be productive of much improvement in the appearance
of the promiscuous variety of models and types of cars that are
generally included in the inventory of a modern street railway. A
straight side. 50- ft. vestibule car painted in bright green would, in
all ])robabilily. be an oliject of much criticism. Couip.irc Ibis willi
one of the same type |iaiiilcd a quiet olive green, or rulhn.iii oar
color and nole the great iiupro\-emcnl which the laller prescnls,
t)n the other hand, it a 20-ft. open face car with coiive.\ and con-
cave lower panels be painted Pullman color, it certainly would mark
the absence of the fine appreciation of the harmony of color with
the figure it was supposed to embellish.
.-\s there is no fi.xed law that can be applied to determine what
color is required for a specific shape, it remains for the painter to
judiciously use the knowledge of this matter which he has derived
from experience.
To some fortunate people the gift of instantly conipreheudiiig
this matter of harmony seems to be instinctive; this shows in their
clever arrangement of color without apparent deliberation. lo
others who are less favored the necessity of thorough study of color
and form harmony is apparent.
Certain unwritten laws of propriety and taste which regulate the
appropriate use of color are without doubt recognized more fully
by people of education and refinement than by those who have not
had the chances of developing these qualities. The inherent inclina-
tion of man in the savage state to be unduly attracted by exceed-
ingly bright and vivid coloring is known, and these mysterious
tastes can be traced across the void which divides the higher from
the lower animals, exerting some mysterious influence over the lat-
ter. Deer, for instance, have been known to lose their lives in order
to gain a nearer view of the hunter's red blanket used for a decoy,
while other cases can be cited where animals have been unnaturally
excited at the appearance of unusually bright colors. Beginning at
the lowest point of intelligence in the human family, there exists
an uncontrollable eagerness for vivid colors which greatly dimin-
ishes with advancing stages of civilization until it largely disap-
pears when civilization reaches its highest development. This fact
should be accepted as an indication at least that there is a natural
law in regard to the proper use of color, and reason prompts that
its precepts should be regarded.
This natural law can nowhere bo bollor fultillod than in Us .ippli-
calion lo the subject in hand. Nowhere is there more need ot its
subtle or forceful iiiHuence than in the arrangement ot colors on
the most conspicuous objects in our city streets. The indication'
lliat these principles are being followed marks the intelligence of
the designer, while the failure to meet the precepts of this law pro-
duces an object of deservedly adverse criticism. V. II.
It i^ ropoited from Springfield, Mass., that scarcity of coal has
conipollod the ourlaihneiit of street car service. Similar reports
coiiu- from .\^hl,ibu!.i, ( ).. am! .Mtoona, Pa.
riie .■\ul)urn (N. Y.) City Railway Co. notified all its i-oiiduclors
and molormen lo report lo the company's ofiice at 12 o'clock, on the
night of January 19th. They were met there by Pres. C. D. Heche,
who invited them across the way to a baiii|uol, wliioli had been pre-
pared. After the banquet Mr. Heche announced that the company
had decided to give the men an increase in pay, ranging froi lo
20 per cent. The increase is to dale from January isl. Ilio nun
extended a vole of thanks to Prosidout Hoelio ami tlio oIIut ofll
cers of the company.
70
STREET RAILWAY REVIEW.
IVoL. XIll. No. 2-
THEAMERICAN RAILWAY MECHANICAL AND
ELECTRICAL ASSOCIATION.
'\\\v street aiul iiitcriirlKin railway interests of the country are to
be heartily congratulated upon the work accomplished at the meet-
ing held in Cleveland, l-'cbruary l6th, which resulted in the organ-
ization of the American Railway Mechanical and Electrical Associ-
ation. This association to a large extent owes its heing to the
energy of Mr. Thomas Farmer, of the Detroit United Ry., who
l*H>k the preliminary steps to effect such an organization at the
A. S. R. A. convention in Detroit last October, and the new asso-
ciation has fittingly honored Mr. Farmer in making him the first
president.
The dispatch with which the association effected its permanent
organization, fornudated constitution and by-laws and elected offi-
cers, augurs well for its success, and the wide extent of territory
represented by the master mechanics, chief engineers and electrical
engineers who answered the call for the organization meeting gives
assurance that the need for such association is recognized in all
l>arts of the country. It is certain to receive the hearty support of
the street railway companies and of the parent association — the
A. S. R. A., for the new association will develop a special field of
its own just as the Accountants' Association has done, and permit
discussion of engineering subjects to be transferred from the floor
of the more general association to a forum where all instead of
only a few are deeply interested in the subjects to be considered.
Questions of slandardivcation. interchange of cars between steam
and electric railroads, and between city and interurban electric lines,
and similar matters peculiarly within the knowledge of the mechani-
cal and electrical engineering departments, which were suggested by
various speakers at the meeting, need only be mentioned to render
evident the field that is open for such an association.
The meeting was called to order at the Hotel Ilollenden, Cleve-
land, February i6th, at lo a. m., Mr. Farmer being chosen chairman
of the meeting and Mr. Mower, secretary.
The companies represented at the organization meeting were :
Detroit United Ry., by Thomas Farmer, superintendent of motive
power, and S. W. Mower.
Boston Elevated Ry.. by C. F. Baker, superintendent of motive
|K>wer and machinery.
Rochester (N. Y.) Railway Co., by Alfred Green, master me-
chanic, and R. E. Danforth, superintendent.
Cleveland Electric Ry.. by D. F. Carver, chief engineer.
Northern Ohio Traction & Light Co., Akron, O., by W. Roberts,
master mechanic.
Grand Rapids (Mich.) Railway Co., by W. W. Annablo. master
mechanic.
United Railways & Electric Co., Baltimore. Md.. by 11. H. .\dams.
superintendent of shops.
Toledo Railway & Light Co., by C. A. Brown, master mechanic.
Milwaukee Electric Railway & Light Co., by E. W. Olds, superin-
tendent of rolling stock.
International Railway Co., Buffalo, N. Y., by J. Millar, superin-
tendent of rolling stock.
St. Louis Transit Co., by W. O. Mundy. master mechanic.
Scranton (Pa.) Railway Co., by T. J. Mullen, master mechanic.
Lake Shore Electric Railway Co.. Toledo, by F. Heckler, master
mechanic.
Afessrs. Adams. Carver. Green and Olds, with the chair as chair-
man, were constituted a committe to draft a constitution and by-
laws for the association, and the meeting then adjourned.
The afternoon session was called to order at 2:30 p. m. and the
committee on constitution and by-laws made its report, submitting
a draft which was thoroughly discussed by the meeting.
The constitution and by-laws as finally adopted arc as follows:
CONSTITUTION.
I. NAME.
Till' name of lltLs asHuriation .shall be "The American Railway Mc-
chanlral and KleclrWal .\}«so<-ia)lon. an<l Its office shall be at the
place where the Secrt'lary rt*si<l*i*.
II. OBJECT.
The object of this AHSociatUm will be the acquisition of experi-
mental, statistical, sclentinc and practical knowledge relating to the
construction, equipment and operation of street and Interurban rail-
wa ys.
III. MEMBERS.
1, The active Members of this .\ssoclatlon shall consist c)f Ameri-
can railway companies, or lessees, or Individual owners of railways,
and each member shall be entitled to one vole by delegates present-
ing proper credentials.
Ill di-piirlment of a nill<
McmlMT of thiH Boclely
p'f voting.
*■■ rs may l»eronie
I tlun of ill least
ii|>loyt-d, and orif
,^ lUges excfpt that
::. Thr head «>f any mtrhaiihal *>r il)! iii<
way i-ompuny may !«• i-l«t i<-d an Assoelali
anil will tie enlltlid !•> all iMKIh-ges. •xcopt fh:
:i. other rmployi's lutt cllglltle an Ass" "
•*IIk1I<1<- tn Junlur mi-mherHhlp n|Min IIh* i
lino nflhlat of the company by wblih 1 1
AHHiH'laU- Menitier: and shall be entitled i<>
nf voting.
4. Tfi-hnleal iterlndlcals shall be eligible lo honorary memberohlp
upon recommendation of the Execullve Committee.
IV. AMENOMENT.
This constitution may l>c umended by (wu-thlrds vote of the mem-
Ihth present ut a regular meeting after thirty days* notice thereof
has l>een given to each member In writing by the Secretary.
BV-I.A\V8.
I. AIM'MCATIONS
Every applicant for membership shall signify the same In writing
to the Secretary, enclosing the reipilstte fee. and shall sign the Con-
stitution and By-I<aws.
2. OKEKMCRS AND EXECUTIVE COMMITTEE.
The ortlcers shiill consist of n Pn'sldenl. three Vice-Presidents, a
Secretar>' ami Treasurer, and fmir others, who shall constitute the
Executive Committee. The Executive Committee shall have ihc en-
tire charge and management of the affairs of the As.soclatlon. The
officers and Exeiull\c <_'ommlttee shall be elected by ballot at each
regular meellng of the Association, and shall hold office until their
successors shall be elected. The duties of Secretary and Treasurer
shall be i)erformed by the same i>erson.
3. DUTIES OF OFFKTCRS.
The officers of the Association shall assume their duties immedi-
ately after the close of the meeting at which they are elected. They
shall hold meetings at the call of the President or. In his absence, at
the call of the Vice-Presidents. In their order, and make arrange-
ments for carrying out the objects of the Association.
4. PRESIDENT.
The President. If present, or In his absence one of the Vice-Presi-
dents. In their order. If present, shall preside at all meetings of the
Association and of the Executive Committee.
5. TREASURER.
The duties of the Treasurer shall be to receive and safely keep all
moneys of the Association: keep correct account of the same, aod
pay all bills approved by the President, and he shall make an annual
report to be submitted to the Association. He shall give a bond lo
the President in such sum and with such sureties as shall be ap-
proved by the Executive Committee.
G. SECRETARY.
The duties of the Secretary shall be to take minutes of all proceed-
ings of the Association and of the Executive Committee and enter
them In proper books for the puri>ose. He sliall conduct the corre-
spondence of the Association, read minutes and notices of all meet-
ings, and also papers and communications. If the authors wish it.
and perform whatever duties may be required in the Constitution and
Ry-I-aws appertaining to his department. He shall I>e paid a salary
to be fixed by the Executive Committee.
7. MEETINGS.
The regular meetings of this Association shall convene at the same
place as the American Street Railway Association, and one day In
advance of the meeting of that ,\.ssoclation. Notice of every meeting
shall be given by the Secretary In a circular addressed to each mem-
ber at least thirty days before the time of meeting. Ten members
shall constitute a quorum of anv meeting.
8. ORDER OF BUSINESS.
At the regular meeting of the Association the order of business
shall he:
1. The reading of the minutes of the last meeting.
2. The address of the President.
Z. The report of the Executive Committee on the management of
the Association during the previous year.
•1. The report of the Treasurer.
.V Report of special committees,
fi. The election of officers.
7. The reading and discussion of papers of wliich notice has been
given to the Secretary at least thirty days prior to the meeting.
8. General business.
9. ORDER OF BUSINESS-SPECIAL,.
At other general meetings of the Association the order of business
shall be the same, except as to the third, fourth and sixth clauses.
lA. NOTICES.
The Secretary shall send notices to all members of the Association
at least sixty days before each meeting, mentioning the papers to be
read and any special business to ho brought before the meeting.
11. EXECUTIVE COMMITTEE.
The Executive Committee shall meet one day in advance of each
annual meeting of the Association, and on other occasions when the
President shall deem it necessary tipon svich reasonat>le notice speci-
fying the business to lie attended to. as the committee shall by vot«
determine. A vote of the Executive Committee may be taken by mall
when deemed advisable.
12. VOTING.
All votes except as herein otherwise provided shall he by the up-
lifted hand unless a ballot Is called for. and in case of a tie a presid-
ing officer mav vote.
1.^ READING OF PAPERS.
All papers read at the meetings of the Association must relate to
matters connected witli the objects of the Association and must
have the approval of the Executive Committee before tielng read.
Persons to whom subjects are assigned must signify in writing their
intention to prepare the paper and forward it to the Secretary at
least sixty days previous to the date of tiie meeting so that advance
copies of the paper mav be jirinted and forw.Trded to the members.
14. PAPERS. DRAWINGS AND MODELS.
All papers, drawings and models submitted to the meeting of the
Association shall remain the property of the Association at the
option of the Executive Committee.
ir,. FEES.
Active members shall pay annual dues of $20.00. payable In advance.
The Executive Committee shall have no power to expend for any
purpose whatever, an amount exceeding that received as hereinbe-
fore provided for. It shall be the duty of the members to pay such
returns to the Secretary as shall be required by the Execullve Com-
mittee.
Associate Members will pay annual dues of $i».00.
Junior Members will pav annual dues of $S.OO.
16. ARREARS.
No member whose annual dues shall he In arrears sliall be entitled
to vote.
17. WITHDRAWAT-.
Any member may retire from membership by giving written notice
to that effect to the Secretary, and the payment of all annual dues,
but shall remain a member and liable to the payment of annual dues
until such payments are made except as hereinafter provided.
Feb. 20, looj]
STREET RAILWAY REVIEW.
71
IS. EXPULSION.
A member may be expelled from the Association by ballot of two-
thirds of the members voting at any regular meeting of the Associa-
tion upon the written recommendation of the Executive Committee.
19. RULES OF ORDER.
All rules not provided for in these By-Laws shall be those found
in Roberts" Rules of Order.
20. ASIE.VDMENT.
Notice of all propositions for adding to or altering an>- of these
By-l^aws shall be given to the members of the Association at least
thirty days before the meeting at which they are to be acted upon.
21. COPY OF CONSTITUTION AND BY-LAWS.
Each member of the Association shall be furnished by the Secre-
tary with u copy of the Constitution and By-Laws of the Association
and also a list of the members.
The association then proceeded to the election of otiicei's, who
were chosen as follows :
President, Thomas Farmer, superimciident of motive power, De-
troit United Ry., Detroit, Mich.
First Vice-President, E. W. Olds, superintendent rolling stock,
Milwaukee Electric Ry. & Light Co., Milwaukee, Wis.
Second Vice-President, Alfred Green, master mechanic, Rochester
& Sodus Bay Railway Co., Rochester, N. Y.
Third Vice-President, C. F. Baker, superintendent motive power
and machinery, Boston Elevated Railway Co., Boston, Mass.
Secretary and Treasurer, Walter Mower, Detroit United Ry., De-
troit, Mich.
Executive Committee : The officers and —
W. O. Mundy, master mechanic, St. Louis Transit Co., St. Louis,
Mo.
T. J. Mullen, master mechanic, ScraiUon Railway Co., Scrantoii,
Pa.
H. H. Adams, master mechanic, United Railways & Electric Co.,
Baltimore, Md.
D. F. Carver, chief electrician, Cleveland Electric Railway Co.,
Cleveland, O.
The secretary then read applications for membership from the fol-
lowing companies which were not represented at the meeting:
Worcester Consolidated Street Railway Co., Worcester, Mass.
Chicago City Railway Co.
Santa Barbara (Cal.) Consolidated Street Railway Co.
Mobile (Ala.) Light & Railway Co.
After receiving applications for associate membership from the
delegates of companies represented, the association adjourned to
meet at the time of the next A. S. R. A. conventioil as specified in
the by-laws.
At a meeting of the executive committee immediately following
the "Street Railway Review," the Street Railway Journal, and the
Western Electrician were chosen honorary members of the .Ameri-
can Railway Mchanical and Electrical Association.
Extremely pleasant and heartily appreciated features of the meet-
ing were the entertainments extended to the association by the sup-
plymen. Lunch was served at the Century Club at i -.30 p. m., plates
being laid for 32. At this the following gentlemen were hosts:
II. N. Ransom, Christenscn Engineering Co., Cleveland ; W. R.
Kerschner, Columbia Machine Works, Brooklyn; W. D. Ray, West-
inghouse Traction Brake Co., Detroit ; J. E. Eldred, Jr., Christensen
Engineering Co. ; M. S. F. Yates, New Haven Car Register Co. ; C.
T. Smith, Chicago Pneumatic Tool Co. ; George S. Hastings, Cleve-
land; F. E. Green, Westinghousc Traction Brake Co.; D. B. Dean,
J. G. Brill Co. ; F. A. Elmquist, Sherwin-Williams Co. ; E. F. Wick-
wire, Sterling-Mcaker Co., New York; F. C. Randall, Christensen
Engineering Co., New York ; C. N. Lcet, Christensen Engineering
Co.; II. E. Ackerly, American Car Seat Co.; J. W. Paterson, Amer-
ican Car & Ship Hardware Manufacturing Co., New Castle, Pa.;
C. P. Tolman.
In the evening the supplymen were hosts at a theater parly.
The Cleveland Electric Railway Co. placed a special car at the
disposal of delegates who wished to "sec Cleveland," a courtesy that
was much appreciated.
of an official coupon passbook and which was designed by Miss L.
M. Taft, chairman of the entertainment committee. The pro-
gramme included an address of welcome by Mr. T. J. NichoU and
musical selections, both vocal and instrumental, after which a din-
ner was served, followed by appropriate toasts.
ROCHESTER RAILWAY REUNION.
The sixth annual reunion of the olficcrs and clerks of the Roches-
ter Railway Co. was held Jan. 30, IQ03. The occasion was in honor
of the completion of Mr. T. J. Nicholl's seventh year as vice-presi-
dent and general manager of the company, and a similar affair has
Ijccn arranged each year by the employes. A unique feature of the
occasion was the printing of the programme and menu in the form
THE ELECTRICAL EQUIPMENT OF THE NEW
YORK CENTRAL.
The New York Central & Hudson River Railroad Co. officially
announces the electrical conversion of its lines in New York City and
vicinity to electricity and the company has established an electrical
commission which will be in charge of the electrical work to be
undertaken. This commission consists of W. J. Wilgus, fifth vice-
president of the company; Bion J. Arnold, Chicago, electrical en-
gineer; Frank J. Sprague, New York, electrical engineer; George
Gibbs, New York, electrical engineer, and A. M. Waitt, superin-
tendent of motive power of the company. The force of electrical
and mechanical engineers for carrying on the work will be in
charge of Mr. Edward B. Catte. The company's plans provide for
the electrical operation of trains from the Grand Central Station,
35 miles out on the Hudson division to Crolon Landing, and 29
miles out on the Harlem Division to North White Plains. On the
Harlem division the electrical system will be installed from issth
St. to Yonkers. These improvements are to be undertaken largely
on the advice of Mr. B. J. Arnold, whose report on the feasibility
of operating trains from the Grand Central Station to Mott Haven
Junction was read last summer before the American Institute of
Electrical Engineers, and published in the "Review" for July 20th,
1902. It is estimated that over $20,000,000 will be expended on the
new work, and an agreement between the city and the company has
been made conditioned upon the railroad company procuring and
aiding the city to procure necessary legislation to permit a change
of motive power from steam to electricity in the Park Ave. tunnel.
It also contains the provision that in case of emergency, or break-
downs through trains only may be operated by steam and the
emergency in each case to be determined by the Mayor of the city
of New York. In case of break-downs steam may be used for
three days, after which the railroad company must pay the city $500
a day penalty, unless a certificate is obtained from the Mayor that
the further use of steam is justified. The power house cannot be
situated on Manhattan Island farther than two blocks from the
water front except by the consent of the Board of Estimate.
INTERURBAN LINES AND FARM VALUES.
iKKOM THK ROCKFOKD.'ILL., C.AZIiTTE.)
1 have been asked many times "how I liked the electric cars run-
ning along the side of my farm," and did I consider them a benefit
or a damage. I wish to say that no man who owns a farm and lives
on it can realize the great advantage it is to have an interurban elec-
tric road running along his farm every hour. It is without a doubt
the greatest benefit he has ever known and practically places the
farmer right in town. So well satisfied was I when the matter was
first talked of regarding the Rockford, Beloit & Janesville inter-
urban road, that when I was approached for the right of way along
my farm, which would take a strip of land off the farm 33 ft. wide
the length of the farm, that I said at once they could have the
land for nothing and I would then be well paid. Yet I never real-
ized till the road was built and cars running what a benefit it would
be to me as a farmer. With my telephone and morning delivery of
mail I am belter situated than if t lived in town, having al)out all
llic benefits of the city and none of its disadvanl.ages. If one wishes
to attend a lecture-in Rockford or Beloit, or go to the opera house
or to church, he is but 20 to 30 minutes from the city. If one
has sickness, a telephone message to Rockford brings a physician
on the next car. Or a need from the shop, or store and a telephone
message and the next car brings yon what you order. Yes, sir, the
eleclric road is with us a necessity, and a check for $2,000 would be
no temptation to have it taken away. To my farms it is worth $20
per acre benefit, and one farm on this line has sold for $20 per acre
iiieirr ih.in ilie man asked for it before llic mail w;i'. buill. This is
my i)|iiiiion of the interurban railway.
Koscoe, 111. A. J. Lovcjoy.
STREET RAILWAY REVIEW.
(Vol. XI 11. No. 2
INTERURBAN RAILWAY & TERMINAL STA-
TION AT CINCINNATI.
dm- of ihc |{rtali~i .iilv;iiU.igcs of llic ckclric railway in com-
pi'liiiK with tlu' 'ilt'ani railroa<ls for passi'ti^vr iralVic lii'« in tin- ability
of till' I'liTtric railway to use for its passenger lerniinals the street
railu.iy traeks of llie various cities and towns which it connects.
Those inlereslecl in interurhan electric railway properties have al-
w.iys fully appreciated the advantage, or even the necessity, of hav-
ing working agreeinenls with the urhan coni)Kinies, and in niovt
instances there has heen little diHiculty in making ainicahle arrange
fucnts for the joint use of tracks in the terminal city.
With the extension of interurhan electric systems the need foi
terminal huildings has hccome greater, especially so since the inter-
urhan lines have very generally un<lerlaken to handle light freight
and express matter. Such a business demands freight houses and
transfer stations, and in a ninnher of cities recognized as electric
inlernrlian railway centers special terniinals, usually in the way of
iniion stations for the use of all interurhan lines entering the city,
have heen huill or planned. W'c have in mind, Detroit, Toledo, and
Cleveland as being among the first to arrange for such terminals.
In the "Review" for January aMuonncemenl was made concerning
the plans of the Indianapolis Traction & Terminal Co. for a union
electric railway station, and in this article is described the terminal
and freight handling system for the interurhan electric railways en-
tering Cincinnati. This building is the idea of Mr. G. R. Scrugham.
who is president and general manager of the Interurhan Railway &
Terminal Co., of Cincinnati, which comprises the Cincinnati & East-
ern Electric Ry., the Suburban Traction Co., the Rapid Railway Co..
and the Interurhan Terminal Co.
Of the three railway properties consolidated to form the Inter-
urhan Railway & Terminal Co.. the Cinciimati & Eastern connected
Cincinnati and New Richiuond, O., 22 miles southeast; the Sub
urban Traction coiuiected with Bethel and Balavia, 28 miles iioiih
east, and the Rapid Railway with Lebanon. ,^2 miles north. Tlu
total length of Hack outside of Cinciiniali is Sj miles, 14 miles being
double track.
The three railways which the interests of the Interurhan Rail-
way & Terminal Co, are constructing (outside of the city and vil-
lages) for the most part own their rights of way, which consist of
turnpike and toll-roads, that have been purchased. In such cases
a wagon road is left parallel with the_ tracks. The remaining por-
tion of the right of way was purchased or condemned through town
lots, farms, etc.
The Cincinnati & Eastern division operates southeast from Cincin-
nati, through the new Water Works grounds (on which the city of
Cincinnati is expending about nine million dollars), through the
town of California, to Coney Island, the largest pleasure resort in
the west : thence throngli a number of villages, to New Richmond.
The Rapid Railway division operates north from Cincinnati,
through a contimious line of suburban villages, a large majority uf
the population uf which are commuters, who have had to depend
upon the steam railroa<l operated in this territory.
Experience has been that an electric railway operating in such
INTERl'RB.W TICRMIN.VL STATION. CINCIXNATr
territory as this will not oidy carry the existing traffic, hut will also
largely develop ami increase the traffic between suburban towns and
the city, and belween the towns themselves.
'The street railwav tracks of the Cinciimati 'Traction Co. have a
PLAN OF FII*ST FLOOR OF TERMINAL STATION.
This road follows very closely the line of the Ohio River, m.nking
a very popular and picturesque pleasure ride.
The Suburban Traction division operates northeast of Cincinnati.
and serves a district largely cultivated as market gardens, the pro-
duce of which has heretofore been hauled to the city by wagons,
as there are no convenient railway facilities.
gauge of s ft. 2^< in., and the interurhan roads mentioned, as well
as the Mill Creek Valley Street Ry., which operates northwest to
Hamilton, a distance of 18 miles, are constructed with the same
gage. Other roads will use the same terminal later. The basis for
payment for the use of the terminal station will be according to the
number of cars operated and the amount of freight handled.
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
73
The terminal station, which was opened for use the second week
in February, but will not be entirely completed before .-Vpril ne.Nt,
is without doubt the most elaborate structure of tins kind yet erected
exclusively for electric railways.
The station is situated on Sycamore Si. lietween Foiirtli and Fifth,
being within one block of Government Square, which is practically
the center of Cincinnati. The depot is a six-story building, 60 ft.
front X 160 ft. deep, with a freight shed in the rear 60 x 60 ft., ex-
tending to an alley. The first floor is for the cars, passenger waiting
room, freight receiving room. etc. A single track will enter the
building, but inside there will be a storage track connected by a
cross-over for the handling of freight.
Reference to the plans herewith will make plain the arrangcnuiU
The general waiting room on the ground floor is 30 -x 60 ft.; in the
rear is a ladies" waiting room, a4 x 40 ft. These waiting rooms are
finished with tiled floors, marble wainscoting and all modern con-
veniences. The upper floors are all arranged similarly to the second
floor and arc intended to accommodate special offices of the railways
using the station. Partitions can be changed, however, to suit the
convenience of different companies. These offices are served by a
passenger elevator at the front of ihe Imilding and a large freight
elevator in the rear.
The building is a brick and steel structure, with Bedford stone
front abc:i\o the first fli:tiir. and a granite front on the ground floor.
MASSACHUSETTS NOTES.
There are all .sorts i)f liills before the present legislature in regard
lo the operations of street railways, so many in fact and all coming
in at lino lime, ihal it is impossible to enumerate Iheni all. .'\t the
present time the one that seems the most likely to receive favorable
consideration is one lo give the necessary authority to the railroad
commissioners to regulate the speed of trolley cars. This has back
of it the endorsement of the governor and the commissioners them-
selves, and back of all this, the accident lo the iiresidential party in
Piltsfield last fall.
rile law of last year liy \\liicii ihc railroad commissioners have
lo aiiprovc all grams nt local Ijoards is attacked by a petition and
hill to have this law repealed. There has been no hearing as yet
on this matter and it is impossible to state how much force there
is back of it. Its success is doubtful, however, for llie present ten-
dency of Massachusetts legislation is towards cenlralization of mat-
ter in the hands of state authorities.
There are one or two cases where companies are seeking to get
from the legislature grants in the way of location, etc., that the
railroad commissioners have refused them. Some of the suburban
towns in the metropolitan section have majority votes in favor of
keeping their roads for their own pleasure driving rather than giving
them to public use for trolley cars.
I'l.AN OK UPPER FLOORS, INTKRUKIiAN TERMINAL STATION, CINCINNATI.
and is to be equipped with an independent steam heating, eleclric
light and elevator plant.
This building was designed by Mr. Scrugham. The architects
were Warner & .^dkins. The general contractors were L. P. Hazen
& Co., of Cincinnati, and the sub-contractors as follows: Steam
heating plant, John H. McGowan Co., Cincinnati; elevators, Werner
Elevator Co., Cincinnati ; engines, Buckeye Engine Co., Salem, O. ;
electric plant, Wcstinghouse Co., steel work, L. Schreiber Sons Co. ;
plumbing, Wm. Hillenbrand & Co.
It is the intention of the Railway & Terminal Co. to establish
stations in many of the towns, with a man in charge to act as agent
who will operate wagons to distribute and collect goods. The sys-
tem of transporting these goods on the cars will be very similar
to that now in use by express companies, way bills being used, and
a regular tariff being established.
To facilitate small shipments, the company will sell hooks (if
tickets lo paste on the packages for prc-|>ayment. Small platforms
arc being built along the land side of the tracks in front of the farm
houses, so that packages, crates of vegetables, milk cans, etc., can
be handled directly from each farm. For collecting and distribut-
ing freight to and from the terminal station in Ciucinnali Ihe com
pany will operate a number of express wagons.
It is proposed to operate regular passenger cars on a schedule
varying from 15 minutes to one hour, through combination cars
which will liandle light freight every hour, and large double truck
baggage cars to be run at night for the handling of heavy freight
and large shipments to Ih; distributed from the depots in the towns
through which the roads operate.
<»»
The I'ilchburg & Leominster Street Railway C"., of Filchbnrg,
Mass., is seeking permission to carry freight on its lines.
I'here are one or two companies seeking charters with more privi-
leges than the commissioners can give under the general law. These
are lines in the hill towns of the western part of the stale and "down
on Cape Cod." In these cases the claim is that the territory is so
.sparsely settled that a road cannot live unless it can sell electricity
for light and power, make physical connections with ihe railroads
at each end of the line and handle freighl iiji and down, do an ex-
press business, etc. The street railway commiltee has already given
a hearing on one petition of this kind, and heard many earnest
pleas from leading men of the hill towns communities lo "give them
somelhing in the way of connection with the DUlside world and not
make them travel 12 nr 14 miles in a .stage coach the way their
grandfathers did."
In fact the cominillee has taken a .^0 mile drive through a minilKT
iif these communilie.s, has given a hearing in a central borough and
has come hack with a prelly clear conviction that something ought
lo be done to help llmse people who are .so eanieslly tryi"S '" l'<-''P
themselves.
Another impiirtaiil inalUr is a petilion ivmu nnc iif the impiirlani
railroad lines of the slate that it be allowed to buy stock in street
railw.'iy companies. This is supposed lo mean a consolidation.
Rob.
The Maiili.Lllaii Railway Co., of New York, h.is paid Ihe cily
$2,I4rt,.SOO in liii.il siltlement of claims fcir taxes amounling In
$.^,000,000, thus ending a litigation which beg.an in 1894.
The Winnebagn Traclion Co. of Oshkosh, Wis., has experienced
considerable difficnlly in keeping ils inlerurban lines open, on ac-
count of drifting snow. Storm fences may be creeled al Ihe worst
points next winter.
74
STREET RAILWAY REVIEW.
(Vol. XIII. No. 2-
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Address alt CommHrntcations and Remittances to Windsor dc Keufield Publishing Co.
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CORRESPONDENCE.
We cordially invite correspondence on all subjects of interest to those
enpaired in any branch of street railway work, and will K^ratefuUy appreciate
any marked copies of papers ur news items our street railway friends may send
us, pertaining either to compaaies or officers.
DOES THE MANAGER WANT ANYTHING?
If you contemplate (he imrchiiseof anv sunplies or material, wo can save
you much time and trouble. Drop a line to Tut Kkview, stating xvhat you are
in the market for, and you will promptly receive bids and estimates from all the
t>est dealers in that line. We make no charge for publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.
This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.
VOL. XIII.
FEBRUARY 20, 1903.
NO.
SUMMARY OF CONTENTS.
Culumbla Kliciric Street Railway. Light & Power Co., of Colum-
bia. S. <;. lllu.slrated 61
The Right of Way Map. By John B. Warren, C. E. Illustrated.. 67
Kxtension of Funeral Car Service In Detroit. Illustrated 68
SiIeclliiK Car Body Colors b»
The .American Railway Mechanical and Electrical Association... 70
The Klectrical Kqulpment of the New York Central 71
Inlerurban Railway & Terminal Station at Cincinnati 72
l':«lltorlal 74
Inlerurban Klectric Railroads and Their Relation to Steam Rail-
roads 76
Steam Turbines of the Massachusetts Electric Companies 77
Kqulpment of Railways with Converter Sub-stations. By Alton
1). Adams 80
I.nulsvllle Railway Relief Association 82
.\ttempl til Defraud the Metropolitan 82
Slreil Rallwav Park Development- 1 1 1. Illustrated 83
Park Advertising. By C. W. Waddell 83
.\quatic Attractions for Parks. Illustrated 84
.\ri-hHecturaI Acoustics 85
Recent Street Railway Decisions 91
( '(nu-rete Culverts on the Utica & Mohawk Valley Ry. Illustrated. 95
The Manchester-Liverpool Monorail. Illustrated 9G
Proposed Iowa Inlerurban 97
I>ccatur Traction & Electric Co 97
ProKress of Electric Traction In Great Britain 9R
Connecticut Street Railways 99
Ventilation of Street Cars 101
Increa.-^e of Pay for Boston Elevated Employes 103
(German Construction Ladder 104
New Works of the Allls-Chalmers Co. Illustrated 105
Accident at Niagara Power Plant. By O. E. Dunlap 107
NARROW CAGE LINES.
I here M'ciii^i to lie ilib|Kjsilion ill some quarters to lament the fact
that in developing inlerurban railways in this country the so-called
light railway has received scant altenlion. The term light railway
must be understood as meaning narrow gage, since our engineers
have had too much experience with rails of small section and the
other features going to make up light construction, to seriously
advocate a return to a practice which saves on the original cost but
loses in mainlennnce and operation.
We believe it would be a great mistake to introduce the narrow-
gage in electric railway work except in district where the existing
street railways laid to gages narrower than standard as is the case
on the Pacific Coast and in some cities in Texas. Even in such
cases varying from the standard practice appears of doubtful wis-
dom, for it is impossible to predict either the time or direction of
future developments which may render the interchange of cars with
standard gage roads necessary or desirable. Soinc two years ago,
in commenting on the existing variety in street railway gages, the
opinion was expressed that sooner or later the companies must face
the question of changing to standard gage. While Columbus, Cin-
cinnati and Pittsburg are probably the cities where the greatest in-
convenience because of non-standard gages has been felt, the Nash-
ville (Tenn.) Railway Co. is the first to decide upon changing the
old gage to standard, a work that will be undertaken this year.
JIM CROW LAWS.
Notwithstanding the practical difficulties that have been met in
attempting to enforce so-called Jim Crow laws in the states where
they have been adopted, and the fact that in every instance the re-
quirements for the segregation of white and colored passengers in
street cars have resulted in greater inconvenience to the race it was
altcmptcd to favor than to the one discriminated against, the state
iif Tennessee has passed a law requiring the separation of the two
races in the street cars operated in counties having more than 150,-
000 inhabitants at the last federal census. This was aimed at Mem-
phis, which is the only city affected by the act. The impossibility
of so placing partitions in cars that the two classes of passengers
shall at all times be suitably accommodated is apparent to any street
railway man and it is needless to say that the passage of the Ten-
nessee law was strenuously opposed by the company concerned.
PENSIONS FOR EMPLOYES.
In coiiimcMtiiig. in the "Review" for December, upon some recent
expressions by street railway managers on the subject of discipline,
we called attention to the growing favor with which the idea of,
pensions for superannuated employes is regarded. We believe that
np to the present year but two street railway companies in this
country had definitely adopted the policy of providing pensions for
their employes, these being the United Traction & Electric Co., of
Providence, R. I., now succeeded by the Rhode Island Co., which
put its pension order in effect in November, 1901, and the Metro-
politan Street Railway Co., of New York, which inaugurated a
similar plan in March. 1902. The Boston Elevated Railway Co. is
the third company to find itself in a position to institute old age
pensions, an order to that effect having been published in January
last. The Boston Elevated plan is to contribute to the support of
superannuated "blue-uniformed" employes who have been contin-
uously employed by the company for 25 years and who have reached
the age of 60 years, to the extent of not more than $25 per month ;
this differs from the scheme adopted by the two other companies
mentioned, both of which fixed the pension at a percentage of the
average wages received for the ten years next preceding retirement,
. Ihe rate varying with the term of service.
In the order issued by the Boston Elevated company, which is
published in full on another page, another departure is made in
that "extra" men are guaranteed a minimum wage for each day
during which they have reported and are on hand awaiting work,
regardless of whether work falls to them. The principle here in-
volved is one which we know has engaged the attention of a num-
ber of managers who have carefully studied discipline, and com-
mended itself as being equitable and effective in removing a fre-
quent cause of friction between the men and the management.
There may well be a difference of opinion as to whether a man
Feb. 20, 1903.)
STREET RAILWAY REVIEW.
75
should receive compensation while learning his work, but when
he has become competent to take a run, and has entered the service,
the uncertainty incident to being on the "extra list" is generally a
hardship. When transposition to the bottom of the e.xtra list is a
recognized penalty for infraction of rules the case is of course dif-
ferent, but the present tendency is towards the substitution of
demerit marks on a record of conduct in lieu of suspension, and
where such systems have been adopted a position on the e.xtra list
without guarantee of a minimum wage places on the employe a
burden for which he is not responsible, and as a rule is not in a
lx5sition to bear.
STEAM TURBINES.
On another page wc give the plans and a general description of
the new steam turbine power plant which is being installed by the
Massachusetts Electric Companies. The first station to be installed
will contain three l.ooo-h. p. turbines, although the three other sta-
tions to be built later by this company will contain three 3.000-h. p.
turbines. The station containing the smaller units is being installed
first so that the company will have an opportunity of experimenting
and deciding upon the minor engineering details of this type of sta-
tion before going ahead with the installation of the 3,000 h. p. units.
While the steam turbine is the oldest type of steam engine known,
its commercial development so far as large units are concerned, has
taken place only during the last few years, and in America this
type of engine is practically new ; for w bile turbines have been in-
stalled in a few power plants largely as a matter of experiment, the
station under consideration is the first one using steam turbines
exclusively. As has been previously pointed out in the "Review"
the introduction of steam turbines to drive altertiating current ma-
chinery will have a tendency to cause the design of the latter to
revert in some particulars to types manufactured during the earlier
period of electrical manufacturing. The high speed of the turbine
seems particularly adapted for direct connected units as it will ma-
terially reduce the weight and dimensions of these machines, which
of late years have been vastly increased to meet the conditions im-
posed by the general use of low speed engines of the corliss type.
One difficulty in the introduction of turbines has probably been due
to the rapid increase in the prevalent jizes of generators, which in
point of capacity have kept ahead of the turbines.
The various types of steam turbines on the market are designed
upon one of two general principles. One of these types, of which
the DeLaval turbine is an embodiment, is known as the impulse
type, and the other, represented by the Parsons turbine, is the mul-
tiple-expansion or parallel-flow type. The Rateau and Curtis tur-
bines are both of the first type above mentioned. While at the
present time there is a great paucity of data in regard to the economy
of operation of steam turbines the few tests which have been pub-
lished give promise of excellent results in this direction, and if the
high efficiency claimed for the smaller units of this type of machine
can be attained in the size common in the modern central station,
turbines will undoubtedly become a standard feature of future
generating plants.
STEAM AND TROLLEY COMPETITION.
It is pretty generally recognized that the development of electric
inlcrurban lines has resulted in the diminution of the local passen-
ger traffic on the steam railroads with which the former are in
competition, this being due largely to the more frequent trips and
more convenient terminals of the "electrics." Some interesting
figures as to the extent of this loss of local passenger traffic by
steam roads to electric intcrurban lines have been published re-
cently. On the I^kc Shore & Michigan Southern, the number of
passengers carried between Cleveland and Paincsville, O., and in-
termediate points, fell from an average of 16,600 per month in 180s
10 an average of 2400 per month in 1902. Between Cleveland and
Olicrlin, O., and intermediate points, from an average of 16,000 per
month in 1895 to an average of 7,650 per month in igo2.
The steam railroads have regarded the loss of the traffic thus
taken from them with equanimity since it was a traffic that did not
pay them, but it is doubtful whether the additional long haul pas-
senger traffic due to the stimulating efTcct on the public of trolley
facilities has been heretofore properly appreciated. So far as pas-
senger traffic is concerned the two classes of roads are not at all
antagonistic, except as the promoters of electric railway enterprise
have had to meet the opposition of steam roads that preferred to
control the paralleling trolley lines if any were to be built. Where
electric railways have undertaken to handle express and freight as
well as passengers there has been a more direct conflict of inter-
est and by refusing to grant through rates express companies and
railroads have in some instances succeeded in preventing substan-
tial expansion in trolley freight traffic. The logical counter move
is for the electric roads to establish a wagon collection and delivery
service where such is necessary to meet similar facilities afforded
by express companies, and the establishment of union stations or
clearing houses for freight as for example has just been done by
the Interurban Railway & Terminal Co., of Cincinnati. As electric
interurban lines grow in number and length the competition for
freight is certain to become stronger, and it is equally certain that
the steam railroads will not regard the invasion with indifference.
CHICAGO FRANCHISE SITUATION.
.•\ftcr a series of public conferences, beginning February 4th, be-
tween the Chicago Council committee on local transportation and
representatives of the street railway companies, formal statements
were on February nth submitted as a basis for future negotiations.
These statements were as follows:
POSITION OF THE COMMITTEE-It is the sense ol the commit-
tee that the grant be for a period of twenty years; that the city shall
have the right to take over the properties after ten years, making
allowance for the then values of the unexpired part of the grants as
well as for the then value of the tangible properties. The committee
will consider at this time the value of all unexpired franchises, in-
cluding the value of the unexpired portion of the ninety-nine year
act (it any) m eonneetion with the question of compensation In
line with the foregoing, the city council will proceed with its endeav-
ors to secure enabling legislation permitting municipal ownership.
POSITION OF THE COMPANIES-The city to grant the right to
operate the street railways for a period of twenty years, and lit the
expiration of this period the city to have the o'pti'on to take them
over upon paying the then value of the tangible or physical properties
for street railway purposes and existing rights (it any) in the streets
and alleys of the city under laws and ordinanres now in force- this
without prejudice to the city's privilege of maintaining that no'sueh
rights exist. The value of the properties and rights (if any) are to
be determined by appraisement, in manner speeilifall,\- provided for
in the ordinance. It the city does not exercise its oiition to take over
the properties and rights at the expiration of twenty years it shall
have the right to do so at any time thereafter and i'n the meantime
the property shall be operated upon the same terms as during the
twenty years.
While there had been tentative agreements relative to a number
of provisions that should be included in a proposed ordinance, noth-
ing definite had been reached even on these points, and no agree-
ment can be expected till the more important considerations as to the
term of the grant, the present value of the companies' rights under
the 99-year act, and the ownership of any subway that may be
built, shall be determined. The "town meeting" method of discus-
sion has not resulted in marked progress, and it is believed that to
have the attorneys for the committee draft an ordinance, which will
then be discussed, will greatly facilitate the negotiations by elimin-
ating academic questions.
COMING STREET RAILWAY LEGISLATION.
This year the legislatures of a majority of the states hold their
biennial sessions and it is safe to predict that there will be many
new laws relative to street and electric railways placed on the stat-
ute books. An important question which is of especial interest to
the promoters of interurban lines is under consideration in several
slates. This relates to the condemnation of rights of way, and it
is extremely gratifying that the tendency of public sentiment is
towards liberal provisions for roads of this character. It is be-
ginning to be recognized that to permit individual properly owners
loo much latitude in saying on which side of the road shall be
located railways which arc built in the public highways is a posi-
tive injury to the public as well as to the company. When the con-
ditions arc such as to make a railway in any community desirable,
there is nothing to be gained and much lo be lost, by permitting
the prejudice of a few individuals to stand in the way of good en-
gineering on the part of the railway. There arc some stales in
which under present laws the owners of abutting property may
dictate whether a railway shall he built on one side or the other,
or in the middle of the highway, and in consequence we find elec-
tric lines weaving back and forth over the road, needlessly multi-
plying grade crossings and increasing the danger to the public
using the highway.
76
STREirr RAILWAY REVIEW.
ivui.. xm, No. 2-
INTERURBAN ELECTRIC RAILROADS AND
THEIR RELATION TO STEAM RAILROADS.
Sii ri-iiiil ;iri' llic l;«lcr (tovi'lopiiimts in I'Irctric tniiisporlation
facilities tlial llii' |>nl>lic has liarilly ycl roali/oil llio (act that the
i-lcctric railroad is not still the light trnllcy line, with its sliiliby
cars, fiillowiiiK the ontlim- of the lanilscapc. with hillowy motion
and reaching ni nnccrtain time an nnccrlain di-siinalion. In cer-
tain portions of llic country, where a condensed population and
heavy traffic have demanded lietter things, may he seen examples
of the new tyiH- of modem electric interurhau transportation, which
has adopted the most efTective methods of steam railroad service in
addition to the |K'cnliar advantages of the smokeless, noiseless and
more easily controlled electric power.
These electric lines, moreover, wheti.er of the later or earlier type,
have nmlouhtedly educated the puMic to travel. With lower fares and
more frequent service and the ability to slop at a customer's door,
they are distinctly the "people's railroad." and have hecn so adopted.
They have thus performed an important part in bringing about the
prosperity which is observed on all sides. In accomplishing this it
is not loo much to say, although not generally admitted, that they
have lieen of material benefit to the steam lines. It is true that
with lower cost of working, and lower fares, they have taken from
the steam railroads most of their suburban traffic, resulting in the
withdrawal, in many cases, of suburban service by the steam lines.
This, however, has not proved an unmixed evil. The usual subur-
ban service by steam trains is ill-adapted nowadays to public con-
venience and wilh its frequent stops, wear and tear of equipment
and damage claims, is not missed in the final sum of net revenues
of the steam lines and its loss or curtailment, carrying with it the
long list of commuters' woes, is not nnfrequeiitly a source of relief
to the railroail manager.
On the other hand, the suburban .-(ml internrban roads have un-
doubtedly stimulated travel— they have not only created for them-
selves by reason of their frequent service, lower fares and more
popular accommodations, a traffic not previously developed liy steam
service, but have in addition, originated for the steam roads im-
portant traffic on which they receive their long haul without the
necessity of providing special accommodations, thereby creating
the apparent parado.x of a demonstrable amount of business lost,
with an equally certain, if less demonstrable, amount of revenue
gained. In view of this, some systems have already acquired auxil-
iary lines which they are developing in their own interest ; others
are seriously considering the substitution of electricity as the motive
power for suburban and branch roads in order to realize the incre-
ment of profit arising from the new methods of transportation,
while they arc relying upon the increased activity among business
interests, especially among the suburban and rural population,
brought about by electric traction, to add materially to the volume
of iheir traffic.
It is yet too soon to expect a complete understanding on the part
of all railroad officers of the true relations of electric and steam
transportation, and a similar lack of comprehension undoubtedly
exists among the operators of electric lines. Time and the logic of
events must Ik* relietl uixjii to work out this problem, as has been
the case with others which have preceded it.
In the meantime, the managements of the best types of electric
roads have before them the work of so affiliating themselves with the
steam lines as well as the public, as to produce the largest amount
of lasting good to all concerned, a result which in the opinion of
the writer, is the only permanent good to the electric roads and can
only be secured by co-operative and friendly interchange of both
traffic and ideas.— B. F. Wyly, Jr., Traffic Manager, Lackawanna &
Wyoming Valley Railway Co., in the Railroad Gazette.
NASHVILLE, TENN,
CHICAGO TO BUFFALO.
.At the annual nieeling of the Western Railway Co., it developed
that plans are under consiilcration for a liuffalo-Chicago electric
line. To make a through line from Toledo to Chicago, there would
be included the Toledo & Western, now- operating between Toledo
and Pioneer; the Garrett & Northern, projected between Pioneer
and Goshen, and the Chicago & Indiana projected between Goshen
and Chicago.
There is great aciiviiy in ilie inlerurban railway field in the vicinity
of Nashville, Tenii., and there are four companies proposing to biiiUI
lines in the near future. These are:
The Tennessee Inlerurban Electric Ky.. which is a consolidation
of the .Nashville & (iailatin Klectric Railway Co. and the Nashville
& Columbia Railway Co . and projKises to build from Gallatin south
to Nashville, and thence ihrough l-'ranklin, Columbia and smaller
towns to Ml. Pleasinl, Tciin. It is expected to use Nashville Rail-
way company's tracks in that city and the internrban line to be built
compri.ses j8 miles north of Nashville, and 63 miles south of that
city. The ground was broken a few weeks ago for the first con-
struction work. The officers arc: President, Frank Hassell, of
Pittsburg; vice-president and treasurer, C W. Ruth, Piltsburg; sec-
retary, Frank T. Bond, Nashville; general manager, J. II. Connor,
Nashville.
The Nashville & Clarksville Ry. in which Mr. T. N. Watson, of
Clarksville, is principally interested, proposes to build an electric
line between the towns mentioned in the title and passing through
Rudolphtown, F'leasant View, Sycamore Mills and Crocker Springs.
.\ right of way has been secured from the Davidson County Court
for the turnpikes in that county.
The Nashville & Lewisburg Klectric Ry., in which Messrs. Edgar
Jones and E. R. Richardson, of Nashville, are interested, proposes
to build a 55-milc line ihrough Nolensville, Wrencoe, 'Triune, Kirk-
land, Eagleville, Chapel Hill, Farmington and other smaller towns
and villages that are at present without transportation facilities
other than are given by the stage coach. 'The present route lies
about midway between the lines of the Nashville, Chattanooga &
St. Louis and the Louisville & Nashville Railroad. It is expected
that the work of construction will commence in the early spring.
The McMinnville. Woodbury & Nashville Electric Ry. has com-
pleted a survey Ihrough the counties of Warren. Canon and Ruther-
ford and is now at work in Davidson County. C. M. Henley, and
others, of Columbus. O., have presented applications for a franchise
in Davidson County. It is the intention of the company to arrange
for an interchange of freight and passengers with the Nashville
Railway Co. and not seek separate entrances to the city. The Nash-
ville representative of the company is Mr. J. M. Grant.
TO JAMES M. JOHNSON.
We are publishing the following pathetic appeal at the request of
Mr. Peter Valier, superintendent of La Crosse City Railway Co.. of
La Crosse, Wis., and beg that anyone having knowledge of the pres-
ent location of Mr. Johnson, who was formerly employed by the
La Crosse railway, will bring this letter to his attention and also
communicate with Mr. Valier:
"Dearest Papa : — O write to my mainiiia lor she is dying day by
day. Nothing can rouse her but hearing from you. She cries for
you night and day ; she don't sleep or eat any more to do any good.
O papa, don't let our inamnia die. Von don't know how well she
loves you ; she don't care what you have done — she forgives you
everything and never will reproach you again for anything you have
done. She says that she can't live without you. Nobody will ever
love you as our mamma does. You can have all your money, but
love mamma a little. O papa, don't rob us of onr mamma : let us
come and live with you and we will be three of the best little girls
a papa ever had. Save our mamma and make us all happy. Why
didn't you come home Christmas. We had such a sad Christinas
this year; we didn't have a Christmas tree or anything and mamma
cried all day. Now, papa, your three little girls are going to pray
to God every night that He may cause you l<i read this and write
to mamma.
"From your own little girl. Hazel Johnson."
Mr. George Ti. Harrison, cashier of the Glasgow Savings Hank.
Glasgow, Mo., advises us that the proposed Missouri Central Elec-
tric Railroad has not yet been organized and that no persons arc
authorized to make any conlracts on behalf of the company. A
survey has been conipleled and a charter for the company will be
secured as soon as the necessary stock has been subscribed.
Fep. 20, 1903] STREET RAILWAY REVIEW.
Steam Turbines of the Massachusetts Electric Companies,
77
Announcement is made that the street railway systems controlled
by the Massachusetts Electric Companies, approximating 900 miles
of electric railway track covering a strip of territory comprising
the extreme eastern portion of Massachusetts for a distance of about
50 miles from the Atlantic coast and extending north from the city
of Boston to and into the state of New Hampshire and south from
the city of Boston to and into the state of Rhode Island, have en-
tered into contracts with the General Electric Co. for 33,000 h. p. of
steam turbines, direct connected to electric generators. Through the
courtesy of the officials of the Massachusetts Electric Companies \vc
are permitted to publish plans and descriptions of the Newport station
which will be the first plant to receive the turbine equipment.
.•\t this writing, the situation as regards turbines is defined by Mr.
C. F. Bancroft, chief engineer of the Massachusetts Electric Com-
panies, as follows: The companies have contracted for ten 3,000-h.
p. and three l.ooo-h. p. steam turbines. The ten 3,000-h. p. turbines
will be installed in three stations superseding 13 of the engine-driven
stations now operated by the companies. .\t present the lines south
of Boston, comprising about 380 miles of track and designated as
25 cycles, and will pass at that voltage to the three-phase transmis-
sion line. Sub-stations will be established at or near the sites of the
present engine-driven power houses, where current will be stepped
down to 360 volts, and converted to 600 volts direct current for the
railway circuits. The sub-station apparatus will be of standard
design with the exception that in place of three separate transform-
ers, single three-phase transformers are to be used. There will be
three rotary converter units in each sub-station, varying in size from
jco kw. to -50 k\v., depending on the work to be performed.
The makers have not yet made public the details of the lurbiue
design, but each turbine will be 12 ft. in diameter at the base, 19
ft. in height and weigh approximately 190,000 lb. All apparatus
is guaranteed to stand a momentary overload of 100 per ceni, and
50 per cent overload for two hours.
Newport Station.
The small combined electric lighting and railway station at New-
port, R. I.„ is to be used to some extent as an experimental staticjn
for the purpose of determining the best design for many of the
3^ — ,s--o- — r^*
-/6-/0
CKOSS-SECTION OF NEWl'ORT ST.\TI(>N, MASSACUtlSETTS KI.KCTRIC COMl-ANIES.
the Old Colony Division, are operated from It separate stations,
distributed irregularly over the territory served. Nine of these will
be displaced by two steam turbine central stations, one aggregating
9,000 h. p. located at Fall River, and one of 12,000 h. p. capacity at
Quincy Point. The lines north of Boston, known as the Boston &
Northern Division, comprise about 455 miles of electric railway track
and are now operated from 10 separate power stations. Five of
these power houses will be displaced by one steam turbine station,
aggregating 9,000 h. p., located at Danvers, Mass. The three i,ooo-
h. p. steam turbines mentioned arc intended for a small combined
lighting and electric railway power house at Newport, R. I., which
is also under the control of the Massachusetts Electric Companies.
For the most part the power houses put out of service by the new
arrangement contain engine-driven direct-current generating appa-
ratus of accepted makes and design for ordinary electric railway
work. Some of the apparatus is somewhat aniiqualed and part is
comparatively new.
The design for each of the three new steam turbine central sta-
tions includes, as staled, turbine units of 3,000 h. p. each. The tur-
bines arc of the Curtis vertical type and run at the exceedingly low
speed of 750 r, p. m., taking steam at 175 lb. pressure at the turbine
nozzle. In each unit the generator is mounted directly on the upper
end of the turbine shaft without gears or reducing mechanism. The
generators specified are rated at z,ooo kw. and arc very similar in
form and design to the water-turbine driven generators built by the
ficneral Electric Co.
Alternating current will be generated at 13,000 volts, three-phase,
minor details coimcctcd with the plaiU, and the experience gained
here will be brought to bear in the work of designing the larger
stations.
The old power house at this place contained a somewhat varied
assortment of small belted Edison and Thompson-Houston units for
supplying power to the Newport & Fall River Street Ry., and cm-
niit for arc and incandescent lighting in Newport and vicinity.
This entire plant and its boiler, engine and generating equipment
wil be superseded by the new station which is built closely adjoin-
ing the site of the old house, llic plans provide for four 1,000 h.
p. steam turbine units, of which three are now in course of installa-
tion. The arrangement of boilers, headers, turbines, condensers, and
other apiiaratus for the new house is well set forth in the drawings
accompanying this article. The boiler room is to be fitted with
equipment for supplying superheated steam on the Schmidt .system.
and the action of the steam turbines can therefore be watched and
the results noted when using either superheated or saturated steam.
The new building itself is a two-story brick structure about 101
ft, square, divided by a single brick wall partition into a boiler room
which is 57 ft. 2 in. wide, and a turbine room, about 44 fl. wide,
both of these rooms extending the full lenglli of (he slructurc.
The boiler equipment comprises four 350 h. p. AuUnian & Taylur
water-tube boilers, arranged in two batteries of two each. Provision
has been made for an additional battery if it is ever retiuired, llie
boilers arc equipped with fireen fuel economizers.
The separately fired superheater stands at one end of the line of
Iwilcrs and the arraiigenieiU of steam headers pcrniils steam to be
78
STREET RAILWAY REVIEW.
[Vol.. XIII. No. 2
l:ikcii cillicr ihroiiKh ilic supiTlicilcr i>r frnm ilii- ImMits to the cii-
KJiii'S direct. Steam rises (roni the Iniilers throUKh 8-in. lieiids .iml
p.isscs tu .1 iJ-iii. hriider line c.irricd near the end wall at the rcir
of the boilers. These headers lead in one direction to the superheater
and in the other to a second i2-in. header line carried along the
front of the boiler room near the partition wall. Ky the adjustment
of valves, therefore, steam is taken either one way through the super-
heater, or the other way in saturated form. From the second header
mentioned the 8-in. turbine connections drop, then turn and pass
through the partition wall direct to the turbines.
The arrangement of feeder and condenser pump and connections,
economizer cnnnections and by-passes, auxiliary header, etc., is well
conceived to give the fullest measure of econnmy and llexibility in
(he running of the plant, and follows Ataiulard approved engineering
unit is 7 ft. 8 in. in diameter at the base, and 12 ft. 6V* in. from
the bottom of the bed plate to the top of the governor cap on top
of the generator. i he remarkable saving in tluor sp,icc and in
height over either a vertical or horizontal steam engine of the same
horse power capacity is at once evident. Each turbine unit rest-,
upon a brick foundation which is g ft. at the top, ii ft. at the l>ot-
limi and S'/a ft. high, the brick foundation resting in turn on an
l8-in. bed of concrete. In this particular station, the basement door
line is below tide level, and it was therefore necessary to build a
waterproof wall around the engine room. This wall consists of a
concrete retaining wall about 6 ft. thick at the base with a water-
proof lining of tar paper.
Steam enters the turbines near the top and leaves at the bottom.
Each turbine is provided with a i2-in. free exhaust pipe, but uiidtr
PLAN OF NKWPORT STATION, LOCATtNC. HOII.ERS AND C.tCNER ATING UNITS.
practice of the day. The details can be traced from the drawings.
Teed water may be taken either from a hot well or from the city
water main, or both. All piping is covered with the II. W. Johns
magnesia steam pipe covering. All valves arc Chapman make. The
feed water heaters arc of the Wainwright type.
The coal and ash handling track, serving the line of boilers with
all cars and apparatus, were furnished by the C. W. Hunt Co. The
boiler room pumps arc of the Smith- Vaile type and condensers are
the Wheeler make.
The engine room contains three turbine generator units with room
for a fourth unit. As stated, the turbines are i,ooo-h. p. units and
arc of the vertical type. The generator in each case is mounted on
top of the turbine and is direct connected to the turbine shaft. The
generators are 500-kw. three-phase, 2,500-voIt General Electric ma-
chines, and run at the turbine speed, 1,800 r. p. m. Each turbine
ordinary conditions the steam after passing through the turbine
ciitcrs immediately a surface condenser, which in this case is of the
Wheeler "Admiralty" type. Salt water for these condensers is taken
from the river through a brick sewer which leads from the river to
a point beneath the engine room floor. Water is lifted from this
sewer by a inotor-driven centrifugal pump, the lo-in. suction intake
pipe of course going near to the bottom of the sewer in order to
establish a perfect syphon. The condensers are so arranged as to
permit condensing water to be run either way through the con-
denser so that they can be freed from any seaweed that may be
drawn up through the sewer. After passing through the condenser,
the water is returned to a second sewer similar in all respects to the
first. The hot water from the condenser is passed to a hot water
lank located in one corner of the engine room by means of a 10. \ 10
in. Edwards triplex motor-driven air pump. The details of this
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
79
.irrangemcnt .iiid the rclalion between the several pieces of apparaHi>
are clearly indicated on one of the accompanying drawings.
The arrangement of intake and discharge sewers is somewhat
unique. Each sewer is oval in shape with brick walls 9 in. thick
The river end of the intake sewer is protected by a screen composed
of %-in. iron rods, going down to about 7 ft. below mean low tide.
from the condenser being drawn into the intake sewer. The dis-
charge sewer empties into an open crib which insures protection
from ice and other obstructions.
The engine room floor line is 12 ft. 10 in. above the basement floor
line so that no part of the generating iniit except the generator itself
appears above the true floor line of the engine room. There is no
I'l.AN AND KI.KVATION OV TIKIid-l.K.NKKA'lOK UNIT AND ACCESSOR IKS.
I here arc two sluice gates, cither one of which can be closed in
order to clean the screens, Hack of the sluice gales is a copper
wreen of about '/j-in. mesh. Ilie river end of the discharge sewer
is located some distance away frotn the intake sewer on the opposite
side of a long stone wharf, so there is no danger of the hot water
woodwork whatever in the conslrnction of the building, the engine
room flooring being supported on 8-in, I-beams with "Columbian"
fireproof flooring, covered with 1 in. of granolithic material.
For supplying current for electric railway purposes ihere are lliree
250-kw. nuitor generatftrs which t.'ikc cnrrcnl froni (he Iniltinc gen-
80
STREET RAILWAY REVIEW.
(Vor. XIII, N'li
trators at 2,500 volts allcrnntiiig current and deliver 600-volt direct
current for the electric railway feeders. l'"or liKliting purposes the
initial current will he sent out at 2,500 volts aUcrnating and will
then l>c transformed and sent to customers at 125 volts alternating
current in the usual way. I-'or exciting the turbine generator there
arc two exciter sets, one of which is motor driven and one engine
driven, either one of which may he used for exciting four units.
arr.\nc.i:mf.nt ok ste.\m pipinc.
The niotor-driven exciter unit comprises a 35-kw. 60-cycle 2,200-
volf, induction motor, driving a 30-kw. 125-volt generator. The
engine-driven exciter set comprises a marine type engine, driving a
30-kw. i2S-volt General Electric generator.
The plant is equipped with a 20-ton traveling crane and has a
brick chimney 175 ft. high with an 8-ft. straight flue. For the con-
venience of employes there is a toilet and wash room with shower
hath, lavatory, etc.
EQUIPMENT OF RAIL\A^AYS WITH CONVER-
TER SUB-STATIONS.
nV ALTON I>. ADAMS,
Cn|>yri|,'lil, l'>03, by Alton 1). Atl.iniv.
Alternating current may be generated on one of four plans for a
railway that extends beyond the limits of economical distribution
with direct current from a single power station. On one plan gen-
erators yielding direct current may be entirely discarded and alter-
nators employed for the entire output, as was done in the 40,000-kw.
station of the Manhattan Elevated railway. .'\n obvious advantage
of this plan is the fact that all generators may be operated in multi-
ple and that each generator may supply energy to any part of the
railway line. On the other hand this uniform equipment of alter-
nators carries with it a large investment in transformers and rotarj-
converters. Thus the distribution system of the Manhattan Elevated
includes 78 transformers with a total capacity of 42,900 kw., and 26
rotary converters with a combined capacity of 39,000 kw. In other
words, the alternating generators with their sub-station equipments
represent three times the capacity of direct current generators neces-
sary to deliver energy at an equal rate. The showing as to capacity
of generating and sub-station equipments just stated is by no means
peculiar to the Manhattan system. Lines of the New Hampshire
Traction system have extremes 75 miles apart and are operated by
a main station of 2,000 kw. capacity. 1 his system has nine sub-sta-
tions containing 45 transformers with a condiincd capacity of 5,010
kw., and 15 rotary converters with a combined capacity of 4,350 kw.
rile total capacity of e<|uipnient at the main and sub-stations of this
system is thus 11,360 kw., or 5.5 times the capacity of the main gen-
erators. It is the intention to add a 2,000-kw. generator to this equip-
ment, but if this is required to feed present sub-stations the total
capacity of 13.360 kw. will still he 3.34
times that of the main generators.
Where the generating station is a long
distance from any part of the electric rail-
way line, the saving in the cost of conduc-
tors efTectcd by a high voltage of transmis-
sion may well warrant the exclusive use of
alternating generators and a large invest-
ment in transformers and rotary convert-
ers. In the more common case the gener-
ating station can be liKatcd close to some
portion of the railway and often near a
point midway of its length, and then the
exclusive use of alternating generators is
of questionable expediency unless the road
is very long.
One solution of the problem where the
generating station is near the railway line
lies in the use of both direct current gen-
erators and alternators, the former to sup-
ply that part of the railway nearer to the
main station, and the latter that part which
is more distant. This plan was followed in
the generating station of the Brockton &
Plymouth railway which contains an alter-
nator of 300 kw. and direct current gener-
ators of 500 kw. capacity. In length this
railway is 22 miles, with the generating sta-
tion close to the tracks and three miles
from one end of the line. A single sub-
station is located on the railway line and
11.83 miles from the gemrating plant. This
sub-station has a capacity of 400 kw. in transformers and 400 kw.
in rotary converters, sa that the sub-station equipment has a capacity
only as great as that of the main generators. A disadvantage in-
cident to the plan of equipment just considered is the fact that the
direct current generators cannot under ordinary conditions supply
the more distant parts of the road, while the alternators cannot sup-
ply that portion nearer the main sation. In a particular case, how-
ever, this disadvantage may be a very small one.
.'\nother plan for the equipment of a railway a part of which is
quite distant from the generating plant includes the use of double
current machines for a part or all of the generator capacit)'. If a
part of the generators are of the double current type, delivering
direct current at about 600 volts for that portion of the railway near
the main station, a saving is made as to transformers and rotary
converters in sub-stations, but these transformers are simply trans-
ferred to the main station if the double current generators are to
work at any time on the more distant parts of the railway. If, how-
ever, the alternators and double current generators correspond in
voltage phase and frequency, then the double current generators
when used to supply distant parts of the line may operate through
transformers used at other times to step up the voltage of the sim-
ple alternators. In the same way, if the entire equipment of gen-
erators is of the double current type, the transformer equipment at
the main station need correspond in capacity to only that part of the
generators which will be required to supply distant portions of the
railway at any one time. The new power station of the Detroit,
Ypsilanti, Ann .'Xrbor & Jackson Railway, which supplies 100 miles
of line, contains simple alternators of 1,250 kw. combined capacity,
and double current generators with a total capacity of 750 kw. All
of these generators operate at an alternating voltage of 390 three-
phase, and the transmission line is supplied by a bank of transform-
ers rated at 1,200 kw., which raise the pressure from 390 to 21,000
volts. Either the simple alternators or the double current machines
may thus supply the transmission line and sub-stations through these
transformers. Ordinarily the simple alternators work through the
Feb. 20. 1903.]
STREET RAILWAY REVIEW.
81
transformers, and the double current machines operate that portion
of the railway nearest the power station. The sub-stations of this
system contain 6 transformers rated at 1,200 kw., and 4 rotary con-
verters rated at 1,000 kw., so that the sub-station capacity in both
transformers and rotaries is l.l times that of the main generators.
If the step-up transformers have their capacity added to that of the
sub-station equipment tlie total is 3,400 kw., or l~ times that of the
generators. It is to be observed that the 1,250 kw. of simple alter-
nator capacity in this case cannot be applied to the operation of
that portion of the railway nearer the power plant, as might be done
if the simple alternators were changed into double current machines
by the addition of commutators.
In the power station of the Worcester & Souihbridge railway
both generators are of the double current type and have a com-
bined capacity of 800 kw. at the three-phase pressure of about 355
or 550 volts on the commutators. Si.K transformers of 450 kw.
capacity step up the generator voltage to 11,000 for transmission to
the sub-stations which contain transformers of 450 kw. and rotary
converters of 400 kw. total capacity. The total capacity of trans-
formers and converters at the main and sub-stations is thus 2.300
kw., or 2.87 times the generator capacity. This railway is about 20
miles long with its generating station near the center and a sub-
station near each end, so that a greater portion of the line can be
operated with direct current from the main station than could be so
operated on the Brockton & Plymouth railway. Nevertheless the
latter system shows a lower ratio of transformer and converter
capacity to that of generators. The Detroit, Ypsilanti. Ann .'Vrbor
& Jackson road is so long that its ratio of combined transformer
and rotary capacity to that of generators n>ust be large if only a
single power station is operated.
Still another type of equipment for long railways includes gene-
rators all of the direct current type, plus rotary converters and trans-
formers at both the main and the sub-stations. Such equipment has
been used in some cases to extend previously existing railway sys-
tems, but involves a large relative capacity in transformers and
rotary converters. Take for example the Oley Valley railway, for
which two rotaries of 800 kw. combined capacity are operated in the
power station at Reading to supply iS^ miles of line running to
Philadelphia. These rotaries take direct current at 550 volts from
the main generators and change it to three-phase alternating for
three transformers of 840 kw. total capacity where the voltage is
raised to 16,000. Current at this voltage goes to two sub-stations
which contain transformers of 600 kw., and rotaries of 600 kw.
capacity, so that the entire rotary and transformer capacity for
this line amounts to 2,840 kw. Taking the capacity of direct current
generators required to operate the system at 800 kw., it appears
that the transformers and converters employed represent 3.55 times
this capacity. The use of an 8oo-kw. high voltage alternator in this
case would have displaced 800 kw. in direct current generators, 800
kw. in converters and 840 kw. in transformers.
When direct current generators are abandoned for alternators
the general practice is to pass at once to a line of voltage of ir,ooo to
13,000, because alternators arc now regularly built for these pres-
sures. If the voltage of alternators equals that required for the
transmission line the expense of step-up transformers is avoided, and
this is an advantage if the first cost and subsequent maintenance
charges of the high voltage alternator arc not greater than the like
cost and charges for a low voltage alternator and its step-up trans-
formers. The tendency is to hold to a voltage of about ;3,ooo even
on very long lines of railway, because this volbige represents the
highest pressure for which alternators are regularly built, so that a
higher line voltage would be apt to imply step-up transformers. This
tendency may be noted on the New Hampshire Traction system,
where one end of the railway is 50 miles from the power station
and the transmission voltage is 13,200; also on the Albany & Hud-
son line where one end of the tracks is 27 miles from the generating
plant and the voltage of transmission is 12,000. In both the cases
just named the line voltage is developed in the generator armature
coils. There is a tendency to push the voltage of alternators to still
higher figures, one instance being seen in the Washington, Dalli-
morc & Anna|>oIis Electric Railway now under construction where
the generators will develop a voltage of I5,(xx) in their armature
coils.
In the relatively small number of cases where transformers are
employed to give a voltage above that of standard generators, for
transmission along railway lines, some rather high figures have been
selected. Thus the transmission on the Detroit, Ypsilanti, .'\iiii
.\rbor & Jackson Railway is carried out at 21,000 volts, on llic
.Aurora, Elgin & Chicago Railway at 26,000 volts, and on a line
under construction in Indiana the voltage of transmission along the
railway is said to be 32,000.
.'\s a voltage of 50,000 is regularly employed on the power trans-
mission lines between Canon Ferry and Butte, Montana, and a volt-
age of 40,000 has been in use several years on other transmissions,
it seems that the present voltages of railway lines may be materially
increased where the length of the road makes it desirable. The neces-
sity for using step-up transformers for a part of the output is per-
haps the greatest objection to the exclusive employment of double
current generators for a long railway. Where the greater part of the
generating equipment consists of simple alternators without cor.iuiu-
tators, as on the Detroit-Jackson road, there seems to be a disad-
vantage in holding the voltage of the alternators down to thni of
the double current machines. Thus in the system just named the
1,200 kw. of transformers at the main station might have been
avoided if the 1,250 kw. of alternators had been given a voltage of
13,000. On the other hand it may be said that the voltage of 21,00c
acutally employed made a saving in line conductors over their cost
at 13,000 volts, and that it is an advantage to be able to work the
750 kw. of double current generators on distant parts of the railway.
With very slight exceptions three-phase rather than two-phase
transmission and equipment has been adopted on electric railways.
One instance of the use of two-phase generators for railway pur-
poses is that of the Youngstown & Sharon system where their
capacity is 2,000 kw., but these generators also furnish current for
lighting. A frequency of 25 cycles per second is much the most
common in railway generators, but there arc some variations on each
side of this figure. Probably the lowest frequency applied in rail-
way work is that of 162-3 cycles per second, which is to be used in
the operation of the Washington and Baltimore line, where the cur-
rent will be single phase. On the Detroit & Port Huron road the
frequency is 28, and on the Detroit & Jackson 29 cycles per second.
Where the same power plant operates an electric lighting as well as
a railway system there is some inducement to adopt a frequency
much higher than 25 cycles. Thirty cycles per second give fair results
as to the absence of flicker in incandescent lamps, but for satisfac-
tory arc lighting between 40 and 50 cycles are necessary. Gene-
rators in the main stations of the Albany & Hudson, and also the
Youngstown & Sharon railways work at 60 cycles, but so high a fig-
ure increases the numbers of poles, armature slots and commutator
segments in rotary converters to an undesirable extent. If as much
as 60 cycles is desired on lighting circuits, it seems better to operate
motor-generators with 25 cycle current from the main generators,
and let these motor generators carry the lighting load. This is the
practice at the generating station of tlie New Hampshire Traction
system. If there is a large load of incandescent lamps as well as
a railway to be operated it is a good plan to use main generators
of 30 cycles per second and then it is only necessary to have motor
generators for the arc lighting.
Where step-up transformers at the main station are employed to
raise the generator voltage, the number of these transformers is
often only three and seldom more than six. In illustration of this
difference in practice it may be noted that in the main station of the
Houghton County railway the 600 kw. capacity of step-up trans-
formers is divided into six units, while three Iransforiners furnish
the 1,200 kw. capacity in the generating plant of the Detroit & Jack-
son road.
In view of present methods of transformer construction it may
be doubled whether any greater reliability of two sets of transform-
ers makes up for the lower cost and higher efiiciency of a single set,
where moderate sizes arc under consideration. Transformers in sub-
stations are limited in capacity to a certain extent by the sizes of
rotary converters which they serve Three transformers mu.st
usually be connected in a bank and the general practice is to provide
a separate bank of transformers for each rotary converter. With
this practice the size of converters must be comparatively large if
the capacity of individual transformers is to be other than small.
s>
STREET RAILWAY REVIEW.
iv.ii.. xm, No. 2
It is usually thoiiglit dcsiruhlc to have at least two rutary converters
at each sub-station, but if the eapacily of individual nucbines is to
be kept up to a high point tliis number can seldom be exceeded. It
is seldom desirable to install converters of less than 250 kw. each,
even if only one is placed in each sub-station. On the New Hamp-
shire Traction system there are nine sub-stations including one in
a box car. and the number of rotary converters is 15, three sub-sta-
tions having one each and the remaining six sub-stations two ro-
taries each. The smallest of these converters has a capacity of 25a
kw. The total number of transformers in the nine sub-slalions is
45, three being connected to each rolan,', and the transformers range
from KW lo IJO kw. each in capacity. Sub-slalions on the .Manhat-
tan Elevatod number eight and contain 26 converters of 1,500 kw.
each, or 30,000 kw. so that the average capacity is nearly 5,000 kw.
per sub-station, which is much greater than that on any other sys-
tem. Three transformers of 500 kw. each are connected to each of
these rotaries.
It is not desirable to operate transformers at overloads to any
great extent, and for this reason it is a common practice to give a
bank of transformers a greater capacity than the rotary to which
lliey are connecled. Thus at the snb-stations of the Worcester &
Soutlibridge railway the total converter capacity is 800 kw. and the
LOUISVILLE
RAILWAY
TION.
RELIEF ASSOCIA-
The annual report of the Louisville Railw.iy Kelief Association
shows the association to be in a prosperous condition and to have
accomplishe<i much good during the year.
The report of the financial secretary shows that, during the year
the receipts from all sources amoimted to 14,902.22. The amount
IKiid in dues was $2,839. The Association received a handsome
Christmas donation of $2,000 from the Louisville Railway Co.
through the president, Mr. T. J. Minary. Prof. B. B. llnntoon, of
the Kentucky Inslilute for the Blind, sent a check for $10 in appre-
ciation of the kindness shown by the men on the Market-street line
to the children of the school. Interest, etc., of $53.22 made the total
receipts $4,902.22. The disburscmeiUs were $2,930.93. One hundred
and twenly-lhree members drew sick benefits amounting to $1,807.40;
death benefits paid were $750. The general expenses for the year
were $373.53. The cash on hand Jan. i, 1903, amoimted to $4,395.04.
The association adopted a resolution thanking Mr. Minary and
(he directors of the company for the donation of $2,000 and for the
many other indications of good will shown the employes during
the year.
ELECTKIC KAII.W.WS.
Manhattan Elevated
New H,imp^hire Traction.
Auriira. EI»rin A Cbicaffo.
Allianv ,lt: Uadson
Detroil & Jackson
Boston & Worcester..
Brockton & Plymouth
Worcester Jc Soulhbritl^e.
Oley Valle.v
Detroit A Port Huron
Washington A Baltimore.
I 1
I 1
M
1,500
750
KO
750
1,000 1
.'00 (
300
500
1,500
a t
I I
1 1
2
200
250
2001
300 i
400
oS
11,000
13,»0
2300
12,000
890
13,300
13,200
380
355
390
15,000
CO
29
25
25
25
25
28
lOri
B O
3
single
11,000
13,200
26,000
12,000
21,000
13,300
13.200
13,000
11,000
16,000
16.000
15,000
Eg
•if.
36
■■3"
^tc
90
200
280
ki
fra
J3 ac
u a
n d
78 550
16 ; 100 1
12 120.
27 ' 110 1
6
18
200
100
90
75
100
as
2
I 3
112
18 250
I 1
'1 2
4
1 2
"1 2
^°
1500
2Wl
300 f
250
3>0I
250 r
2501
200 1
200
40(11
3001
2.47
4.68
1.70
2.26
2 16
2.87
355
total transformer capacity goo kw. .Again, on the Detroit & Jack-
son road the sub-stations contain transformers of 1200 kw. and con-
verters of 1000 kw. capacity.
In a sub-station on the new Manchester & Concord railway an
arrangement of transformers and rotaries has been made whicli
seems to offer some advantages as to the first cost of transformers
and their ability to give good residts under overload. At this sub- '
station there are two rotaries each rated at 300 kw. Under the
ordinary practice these rotaries would require six transformers of,
say, 120 kw. e.ich. Only three transformers have been installed at
this sub-station, however, and each transformer is rated at 200 kw.,
or 600 kw. for the group. On each transformer the secondary wind-
ing is in two electrically separate parts. One part of the secondary
winding on each of the three transformers is connected with like
parts on the other two transformers, and the group of windings
thus formed is connecled to one of the rotary converters. Another
like group of secondary windings is connected to the other con-
verter. The fir.st cost of these three transformers of 600 kw. was
no doubt less than of six transformers of s.iy 120 X 6 := 720 kw.
would have been, and when only one rotary is working there is a
large reserve of transformer capacity behind it.
Considering all the factors that effect the c.ipacity of transformer
and converter equipments on electric railways, it seems that this
capacity may be made the lowest by using alternators of the line
voltage, direct current generators for those parts of a railw.iy close
to the power station, and transformers with double secondary wind-
ings at snb-slations.
♦-•-♦
The Norfolk Railway & Light Co., of Norfolk. Va., has opened its
extension in Munlalant for tralVic. The cars run from Montalant to
the stockyards.
ATTEMPT TO DEFRAUD THE METROPOLI-
TAN.
Luke D. Stapleton, attorney for the Metropolitan Street Railway
Co., of New York, recently revealed what is believed to be a plot to
exact from the railway company $50,000 on a fraudulent claim
brought by Win. Kelley against the railw.ty company.
The plaintiff was injured in a railroad freight yard some fifteen
years ago. As a result he became afflicted with double vision, hys-
terical tremors, and paralysis. His lower limbs arc crippled. Since
that time he has been used as a clinic exhibit by physicians through-
out the city.
On .Apr. 8, 1901, Kelley was knocked down by one of the Metro-
politan company's cars. He was taken to a hospital but was dis-
charged the same day ; later he sued the company. In the trial
several physicians testified as to Kellcy's condition previous to his
alleged injury, and a policeman testified that he had been offered
$25 to give evidence favorable to the plaintiff. .At this point the
plaintiff's attorney withdrew from the case and the trial was con-
tinued.
ll is announced that the Manhattan Railway Co., of New York, is
to install escalators, or moving stairways, at its 33rd St. and 42d St.
stations; for both the uptown and downtown platforms.
I lie inlerurban line between Seattle and Tacoma recently sus-
lained considerable damage from high wialer, several large washouts
occurring. Temporary repairs were soon made so that partial serv-
ice is being maintained until such time as permanent repairs are
completed.
Feb. 20. 1903.]
STREET RAILWAY REVIEW.
83
Street Railway Park Development, IIL
Park Advertising — Acoustics of Park Buildings — Aquatic Attractions for Parks — What a Street Railway Park
Should Be — Descriptions ot Street Railway Parks— Opinons from Park Managers.
PARK ADVERTISING.
BY C. W. WADUELL
Judicious advertising pays.
L'suall.v a good business propiition is a good advertising proposi-
tion. If we have an article or conunodity which we desire to sell,
others must know it before we can sell it. If our commodity is mer-
• itorious and is capable of supplying the want or of performing the
service for which it was intended, others may buy it if we can con-
vey the facts concerning it in such a manner as to inspire confidence
in our statements.
If we were obliagted to use our lips in publishing information, our
business would, from necessity, be quite small. To extend our busi-
ness, we would, therefore, seek some belter medium for the transmis-
sion of our statements or desires. If for this purpose we should use
a newspaper, print hand-bills, or placard the fences, we would call
it advertising.
.\n advertisement is a common carrier of business ideas. In trans-
porting these ideas to the public it performs a function that is of
primary importance to the commercial world. A majority of busi-
ness men admit the value of advertising, and in some way advertise,
but few of them advertise judiciously. To many it means a lavish
outlay of money without much thought as to the manner of spend-
ing it.
The limitations of this article will not permit of a comprehensive
discussion of the principles of advertising, in general, or of their
application to parks in particular, but we shall endeavor to frame
an outline of our views which we trust may he of some assistance
to owners and managers of "Traction Parks." If our views cannot
be accepted, we hope they may he useful in stimulating a more care-
ful consideration of the subject we have in hand.
It is essential that we should determine, as nearly as possible.
the amount of money we intend to spend for advertising before the
park season opens. In estimating this expenditure we should not
overlook our mathematical limitations. The capacity of the car lines
and the number of seats at the park will always limit our patronage.
We cannot expect to entertain more persons than our maximum
capacity will admit, and should not make an expense not justified
by our possible maximum revenue. Inside these fixed boundaries,
our policies should be as liberal as prudent economy will permit.
However good our attractions may be, we will have to rely upon
our advertising to bring out the people. Good attractions justify
good advertising, and both are necessary to the production of good
business. We think that a false idea of economy in expenditures
often prevents the successful operation of a park enterprise. Economy
is the wise expenditure of money. In the opinion of many, blind
retrenchment is economy. This kind may reduce the expense ac-
count, but if steadily pursued, is sure to result in a large reduction
of income. There can be no exact rule for determining the precise
sum that should be spent for park advertising, but we think we have
suggested a basis on which good judgment may found an opinion.
The patronage of parks and summer resorts is from tlic masses,
and embraces persons in every condition of life. It includes the
banker, the merchant, the professional man, the artisan, the laborer,
and their wives, sisters, mothers and children. We must reach all
of them when we advertise.
If we were selling grain, live stock, agricultural implements, or
steam engines, we should address a limited number of patrons and
should select the medium best suited to convey advertising matter
to each class. In advcrtisitig articles of large value, such as pianos
or street cars, we might employ a medium that would reach a small
number of persons, on the ground that one sale would justify a large
exjiense in procuring it. In our park business it is quite different,
we arc selling cnlcrtainnicnl to everybody at a small price, and each
dollar expcndeil nuist bring to us many rnslomcrs.
It is obvious that our conditions require the employment of a
medium that will reach every man. woman and child. The daily
newspapers, street car banners and bill hoards furnish the best op-
portunity for widespread advertising, and we think they arc the best
for our use.
The newspapers not only reach the masses, but do it daily, thus
affording the opportunity to keep live matter before the public all
the time. This is the most expensive kind of advertising, but it is
the best if properly handled. The methods of many of our laigvi
daily papers, are often times new and startling to the uninitiated.
Even the old advertiser is sometimes a little shocked. They charge
a larger rate per agate line for amusement advertisements than for
any other class. This charge is made on the theory that they will
publish an indefinite amount of press comment or criticism. These
so-called criticisms are really half-breed advertisements made to re-
semble news. They are usually written by an employe of the ad-
vertiser, and may be trimmed down, or cut out, according 10 the
managing editor's views or policy. If the editor thinks that your
company is not spending or does not intend to spend enough money
for display space, or that you are otherwise delinquent in your duty,
he mildly reminds you of your delinquency by an abridgment of your
press notices. If he thinks you need shaking up, he may publish a
real criticism not intended to benefit your business. You may be
entitled to your opinion in this instance, but it 's not always wise
to express them. This conduct on the part ol a newspaper may
seem high-handed, arbitrary, and unju.st, as it sometimes is, but it
is often occasioned by the attitude of the advertiser. Many mana-
gers think that they have an arduous task in handling the papers,
and that to procure good notices they must continually strive, beg
and fight for special favors. If they adopt the doctrine that press
notices are like kisses and go only by favor, they need not be sur-
prised if the managing editor does not agree with them. There are
good papers and bad ones. Some of the bad ones misuse their power,
and maliciously injure those whom they dislike or desire to control.
The public has no adequate protection from these. They need no
further comment here.
The average newspaper man is a good fellow. He loves his friends
and hates his enemies, and seldom neglects either of them. His
friendship often finds expression in substantial favors. He gives
without grudging, but like other men, he expects reciprocal treat-
ment. Managers too frequently misunderstand and fail to appreciate
him. If they always insist upon being paid the full cash value of his
friendship in good advertising, they will sometimes find him sullen
and exacting, and that their "pull" has been exhausted. It is impos-
sible for a newspaper to agree to deliver a specific amount of space
in its reading columns, chiefly for the reason that the public reads
the amusement notes for information as it docs other portions of
the paper. For that reason the statements made must not only ap-
proximate the truth, but must also contain an element of novelty
or fact presented in an .interesting manner. It is therefore quite
proper that the material presented for this department should not
only be edited but controlled and restricted lest it should degenerate
into bald advertising. Having lost its news features it would ]r\\\
no value as a part of the paper, and be of little benefit to amusement
managers.
The advantage of having a capable press agent, one who can write
readable and attractive stories, is obvious. The right kind of a
man in this capacity will fill twice as much reading space as a poor
one and save nearly all the Irnuble in prcpcurinn the inserlion of liiv
material.
Aninsenient advertisers could save much trouble and some money
by a frank statement to the press as to the number of lines of dis-
play they expect to use during the sea.son. They might even makv an
agreement to this effect based upon assurances from the newspapers
as to their general policy relative to press notices This understand-
ing or agreement woidd disarm the susj)icicins of both [laities, and
thus remove a large cause of trouble.
Street car baimers are next in value to iiewspaiier adverlising.
84
STREET RAILWAY REVIEW.
[Vol.. XIM. No. 2-
Tlicy arc the least expensive fonii of advertising employed by park
managers. Banners on the sides of the cars one yard wide and fonr
yards long are the most effective. In wet weatlier Ihcy sometimes
damage the varnish. This is the only objection to their nse. We
think they will pay for a good deal of varnish. They niiglit be re-
moved in stormy weather and save both banners and varnish. The
banner and the billboard cover almost the same field. Billboards arc
stationary and can only be seen by the persons who pass them, while
each banner may be seen many times during the day throughout the
entire length of the line over which the car parses. The board has
one superior advantage in that it permits the use of pictorial matter.
Good pictures are very useful in attracting attention and in convey-
ing impressions. In cities where it is possible to put billing matter
on the cars we think that the boards can be dispensed with for ihe
reason that they perform a similar service and on account of the
great expense that must be incurred in a thorough billiry on the
Iwards. In case street cars cannot be used, the l>oards arc almost
indispensable to supplement newspaper advertising.
Advertisements in small local publications, score cards, hills of fare,
etc., cost too much, circulation considered, for park purposes. The
only justification for their use is that they sometimes ■'urnish an
opportunity for a street railway corporation to express its friendship
and good-will.
Having discussed the various means of advertising we will con-
sider the advertisemcntj The wording of an advertisement is very
important. Common sense may suggest the best vehicle to convey our
advertisements press notices have not been included, being in appear-
ance and, to some extent in fact, news items, they requite diflferent
treatment and difTerent talent for their creation. A good man with
some newspaper training is best qualified to write them, 'ihe mai:
ager can perform a valuable service if he is able to furnish good
material and suggestions from which the press agent can construct
interesting statements and stories. This duly is too important to be
overlooked or underestimated.
While it may be permissible to allow the imagination sonic latitude
in writing press notices, or to use strong adjectives in display ad-
vertisements, there should be no outrage to the truth. A lie in cold
print admits of no excuse or explanation. A successful business must
be founded upon public confidence.
AQUATIC ATTRACTIONS FOR PARKS.
Fortunate is that park manager whose park properly includes
within its area some sort of body of water, be it lake, river or only
a frog pond in which water lilies can be grown. The summer the-
ater, merry-go-round and the hundred and one other artificial park
attractions have come to be indispensable adjuncts to the successful
up-to-date "trolley park," but a lake or sheet of good clear water
is one feature that attracts young and old alike, day in and day out.
Given a suitable body of water there is scarcely a better investment
that can be made than a small expenditure for row boats, launches,
tiiboggan slide and bathing houses, for these not only draw patrons
\V.\I)INC, I'OOI. .\T .\UUUBON PAKK. NEW (IKLKANS.
ideas, but the expression of these ideas requires tact, skill, inventive
genius and a knowledge of huniaii nature. A good idea poorly ex-
pressed may lose its force and importance. A poor idea, skillfully
expressed may pass for more than its worth. The truth of these
statements applied to advertisements will be apparent to any one who
will recall at random any advertisement he may chance tn think of.
He will usually find that the ideas of this particular advcrtiscinent
arc clearly and tersely expressed and stand out so prominv.ntl/ ns to
burn themselves into the memory, and that they have intruded upon
his mind without his volition. There are few persons who can not
remember instances when they have been influenced by these unbid-
den guests.
One idea or one dominant idea is enough for a car baiintr or a
display advertisement. It is a happy circumstance that it is so, for
it enables us to make more out of our material.
An advertisement should be set up riglil. H left entirely to a
printer or a sign writer its value may be lost by poor judgment as
to display or arrangement. There is also danger that the style may
be so nearly the same each day that notwithstanding the matter has
been constantly changed, it appears the same to a casual observer.
The individual soldier loses much of his individuality and identity in
the uniform of the army, and so it will be with our advertisements, if
all of them appear clothed in the same type.
Specially designed letters and words both for display matter and
banners can be made very eflfective. The slight addilionnl expense
amounts to but little.
In this brief view of the construction and wording of amusement
to the park, but in themselves return sufficient revenue over the
cost of operation to go a long way toward defraying the general
park expenses.
So effective is a body of water as a drawing card, that in nine
cases out of ten it will be a good financial investment to create a
lake by artificial means in a park where nature has not provided one,
and it is surprising how much can be accomplished in this direction
by the exercise of a little ingenuity. A small stream properly
dammed or turned from its natural bed if need be, a natural spring,
an artesian well or even connection with the city water mains, can
be utilized for this purpose, and by leading the waters into a natural
depression in the ground or if the case requires, into an artificial
reservoir, the nuich-dcsired "lake" can be produced at insignificant
cost. Perhaps it is not always expedient to create a large body of
water, but even a pond is better than no water at all.
I he reproductions from photographs herewith show good exam-
ples of what can be accomplished in this direction. .■\t Audubon
Park, formerly owned by the New Orleans & Carrollion Railroad,
Light & Power Co., a small amount of money was spent in produc-
ing the children's wading pool, the popularity of which is attested
on almost any pleasant afternoon in the year by scores of youngsters
with skirts or trousers turned high out of harm's way, splashing
water over each other, sailing miniature fleets of sail boats, and
getting about all the fun out of life that a warm sun-shiny after-
noon can bring forth. The children are usually attended by nurses
or guardians, all of which, be it noted, means increased riding. It
is reasonably safe to say that a wading pool of this nature can be
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
85
created in any locality at a cost not to exceed $25 and certainly not
over $50, for it merely means the leading of a small supply of water
to some slight depression in the ground. A few wagon loads of
sand or small gravel dumped around the edges of the pond will add
greatly to the charm of the pond, viewed from the children's stand-
point.
At Raleigh, N. C, the patronage at the suburban park has been
very perceptibly increased by building a wooden bathing tank and
suitable bathing houses. This tank is about 90 ft. square and was
formed by making a suitable excavation and laying in the bottom
a wooden flooring which was rendered sufficiently water-tight by
laying the timbers close together on a bed of clay. The floor is laid
sloping to give a graduated depth varying from 2 ft. near one side
to 9 ft. at the other, so as to accommodate those who enjoy a good
swim and also those who do not like to venture beyond their depth.
The bathing houses are arranged along one side. Water for the
tank is obtained from a nearby stream, and by regulating the flow,
the water in the tank is kept fresh and clean. The charge for a bath
house is 10 cents. It cost just about $700 to build the tank and bath-
BATHINi, TANK ,\ T K .\ t.lKi .11. X. C.
ing houses, and the financial returns on the investment can be
judged when it is stated that on a single warm day, the receipts for
rent of bathing houses has been as high as $300, to say nothing of
the extra fares collected on the cars. This idea of the bathing tank
is also applicable to practically any locality. By placing two or
three arc lights about the tank, the place can be patronized in the
evening as well as during the day.
ARCHITECTURAL ACOUSTICS.
The subject of architectural acoustics, or the science of sound as
applied to buildings, is a topic frequently arising for consideration
in electric railway offices, in connection with the designing or re-
modeling of employees' mutual benefit association rooms, casinos,
pavilions, or theaters and other buildings for park or pleasure re-
sort purposes.
Although it is not feasible in this class of work to give the same
attention to the details of acoustics as is demanded in more expen-
sive buildings, there are a few general principles which if followed
will give any room increased hearing and seeing properties with
but slight additional cost. In designing a summer theater, for in-
stance, the very idea to 1«; carried out precludes the building of
side walls, for the circulation of air and outdoor effect comprise
the chief charms of the structure. Necessarily, a building without
side walls does not possess the acoustic properties of an enclosed
room, but even in these cases better results can be secured by fol-
lowing a few well-designed and easily imdcrslood principles that
enter into the transmission of sound.
Conceiving the simplest possible auditorium, we would have a
level and open plain with the ground bare and hard, and a single
person for an audience. It is clear that the srnmd spreads in a
hemispherical wave, diminishing in intensity as it increases in size.
If, instead of Ix-ing bare, ihe ground is occupied by a large audience,
llic sound diminishes in intensity even more r;ipidly, being now
absorlicd. 'ihe upper part of the sound wave escapes unaffected,
but the lower edge— the only part that is of service to the audience,
is rapidly lost. It will be observed that the audibility of a speaker's
voice will be greatly increased, first, if the speaker be raised above
the level of the audience; second, if the seats at the rear be
slightly raised; third, if a wall be placed behind the speaker; fourth,
if walls be built around the audience ; and, fifth, if a roof be added
to prevent the sound from rising and being lost.
Theoretically, the ideal shape for an auditorium or assembly hall
of any kind is a perfect egg oval with the seating occupying the
lower half of the room and the curved ceiling the top half. This
ideal form is possible in but very rare cases, and practically never
wlien commercial considerations enter into the case.
The best of the practical forms for a meeting room is a rectangu-
lar shape, but expert opinion differs as to the proper relations that
should exist between the length and breadth, and between these
two dimensions and the height. An e.xcellent authority states that
Ihe dimensions should be in a proportion of one in height between
the floor and ceiling, to one from rostrum to the rear walls to each
two in width of room across the front of the stage, c. g., 50 ft.
from front to rear ; 50 ft. between floor and ceiling by ico ft. wide.
Other authorities assert, however, that the length and breadth
should be the same or nearly so, and the height should be twice
the length. As a matter of fact, it is probable that the size of a
room is a very small factor in the problem of securing good acous-
tics, granted of course that the room is a perfect rectangle with no
irregularities or recesses. Inasmuch as the shape of the room in the
class of work under discussion is usually influenced by other con-
siderations, the actual ratio of the dimensions can probably be dis-
regarded, bearing in mind however that a very low ceiling is always
iibjectionable. Irregular shaped rooms with groined or arched ceil-
ings are bad.
Of much greater importance than the ratio of the general dimen-
sions are certain phenomena observed in connection with the trans-
mission of sound. The acoustics of a room will be influenced by
any feature that tends to distort sound. This distortion may bo
caused either by interference or resonance. These two phenomena
are closely alike, and both occasion the same evil, the distortion
of that nice adjustment of the relative intensities of the components
of the complex sounds that constitute speech and music. The phe-
nomenon of interference merely alters the distribution of sound in
a room, causing the intensity of any one pure sustained note to be
above or below the average intensity at near points. Resonance, on
the other hand, alters the total amount of sound in a whole room
and always increases it. This phenomenon is noticeable at times in
using the voice in a small room or even in particular locations in
a large room.
These phenomena arc closely analogous to the action of water in
a large basin or tank when the surface is ruffled by some disturb-
ance, such as the introduction of the hand at certain regidar inter-
vals at the center. It will be readily conceived that the intensity
of the waves will depend largely on the time intervals at which the
hand is introduced. If the disturbance is timed so that each out-
going wave reinforces a wave returning from the sides of the tank,
the waves will soon become very pronounced. If, however, the mo-
tions of the hand be not so timed, it is obvious that the reinforce-
ment will not be perfect, and, in fact, it is possible to so tiine it
as exactly to oppose the returning waves. Conversely, it will be
deduced that any interfering obstruction on the surface of the
water, and also the shape of the basin, will influence the coincidence
of elevations and depressions, the time interval of the disturbing in-
fluence remaining constant. (The deduction is therefore plain that
obstructions in a room, as posts, etc., and the presence of irregular
recesses in the walls, tend to reduce the acoustic values in any
room. Round posts present less interference than .square posts,
posts placed at regular intervals less (ban posts placed irregularly,
and one large recess than several smaller ones irregularly located.)
These phenomena should not be confused with the more impor-
lant phenomenon of reverberation. Reverberation is defined by
Prof. Wallace C. Sabine, of Harvard University, as follows:
"Reverbrralion may be regarded as a process of multiple reflec-
lion from walls, from ceiling and from floor, first from one and
then another, losing a little at each reflection until the soimd is
ultimately inaudible. Sound being energy, (jnce produced will con-
tinue inilil it is either transmitted by the boundary walls or is
Iransfornied into some other kind of energy, generally luat. This
process of decay is called absorption."
In nine cases out of ten rooms are bad acoustically, because the
8()
STREET RAILWAY REVIEW.
[Vol. XIII. No. 2
niati-rials usc<l in ihc interior finish, including seals and furnisliings,
do not absorb the sound waves to a sufficient <leKrcc. Kacli smooth
hard surface throws back the sound waves, and the sound vibra-
tions thus tossed from surface to surface become confused, lose
their integrity, and the result is a mass of sound, filling the whole
room and incapable of analysis into its distinct reflections. If one
chooses he can readily observe this in almost any medium size
meeting room where the walls and ceiling are bare, and the seating
composed of uncovered wood or metal seats. ICach syllable of the
speaker or each note of music will be audible for a definite period
of lime after the original sound has been uttered, and thus syllabic
following syllable, or note following note before the previous sound
has died away leads to confusion or indistinctness. Reverberation
includes as a special case ibc echo, which may be defined as a
short, sharp sound, distinctly repeated by reflection, either once
from a single surf.ice or several times from two or more surfaces.
A room in which the reverberation is excessive usually can be
ipiickly and definitely improved, and sometimes rendered perfect
acoustically, by covering the seats and walls with sonic soft, dead
or non-rcflecliiig material, corresponding in finish to velvet or car-
pets. Only the walls that return the sound waves need be so treated.
This added material can be supplied in the form of heavy curtains,
draperies, cushions on the seats, and mats or carpets on the floor,
Ihc general law being that the greater the amount of sound-absorb-
ing material brought into the room the better will be the acoustics.
Large, exposed surfaces of glass arc bad, and windows and heavy
plate mirrors should be draped with curtain material.
By experiments carried out by Professor Sabine it has been de-
termined that sevcr.nl of the more common materials have the fol-
lowing relative absorbing power, all of them being referred to an
arbitrary standard rated as i.oo:
Wood sheathing (hard pine) 061
Plaster on wood lath 034
Plaster on wire lath 033
Glass 027
Plaster on tile 025
Brick set in portland cement 025
Oil paintings 28
House plants II
Carpet rugs 20
Extra heavy oriental rugs 29
Cheese cloth 019
Cretonne cloth 15
Shclia curtains 23
Hair felt -8
Linoleum (loose on floor) 12
Plain ash settees (per single seat) ,. .077
Plain ash chairs (bent wood) 0082
Upholstered settees (per single seat) 28
Upholstered chairs 30
Hair cushions (per seat) 21
Elastic felt cushions 20
In addition to the materials in a room the audience itself is a
sound-absorbing factor, and greatly improves the acoustics of a
room. Professor Sabine has even gone so far after making several
thousand tests as to prove that an audience composed entirely of
women is a better absorbing medium than one entirely of men, and
referring to the same standard he has determined that the absorbing
power of an isolated woman is .54, and of an isolated man is .48.
Common sawdust, sifted on the floor to a depth of Y2 in. will
greatly improve the hearing properties of any room that abounds
in echoes and reverberations, and this is an easy method of proving
how greatly a room can be bettered acoustically by introducing
absorbing non-reflecting materials.
It is bad practice to plaster solid onto terra cotta, brick or stone
walls, as this increases reverberation. In rooms where the wains-
coting, paneled ceiling and doors and window finish have been
covered with paint and varnish until the surface of the woodwork
is covered with a thick glazed enamel coating that affords good
sound reflection the room may be improved by first sandpapering
the painted work until all the glos5 is removed and then repainting
with flat colors or paint without gloss.
Wires stretched across the ceiling arc generally conceded to be of
no avail in preventing reverberation or echo, as the individual wires
offer but little obstruction to the reflected sound waves. Wire gauze
with the meshes not over ;4 in. square stretched a little distance
below the ceiling will usually prove eflicacious.
Sound waves are subject to various interruptions other than
from actual material obstacles in a room; for instance, if Ihc air
be overcharged with humidity it will impede the progress of IIk
sound waves, the breath and heat and air occasioned by and ascend-
ing from a crowd, carrying a much larger portion of sound upwards
than apprciches horizontally. Sound follows and is carried by cur-
cnts of air, hence an open hot-air register in the floor immediately
in front of the stage or platform upon which the speaker or singer
is standing will materially interfere with the audibility of the words
or music. It is desirable that th<; beating, ventilating and lighting
room to be devoid of all draughts or currents. Acoustics will be
better if the lighting is not all done from cue large chandelier in the
center of the room, or if the hot air is not supplied at one central
point. It is belter to distribute the lights and heating registers
around the sides of the room.
Sounding boards are as a rule worse than useless, as they merely
augment the reverberation. They are intended to be used only in
rooms that are loo large for the voice, or where extraneous sounds,
as nearby steam railroads, street cars, etc., require artificial rein-
forcement of the sound waves at their point of origin.
We are indebted to works published by Prof. Wallace C. Sabine,
Eugene Henri Kelly, of Buffalo, and others for part of the data
contained in this article.
WHAT A STREET RAIL\A^AY PARK SHOULD
BE.
UY SETH i;.\Kll.\M. SUPT. Sl'RlNt;KIELl> TK.\(."nON CO., SPRING-
FIELD. MO.
The Springfield (Mo.) Traction Co. has on its lines two parks,
Doling's Park of which Mr. R. L. Doling is manager, and Zoo
Park, neither of which is owned by the Traction company. At
Doling's Park is a theater capable of seating about 1,500 persons.
Our experience with parks operated for the purpose of increasing
street railway revenues, has been in a small city, and what would
hold good in a city of this class might not be suitable in a larger
place. Therefore, I limit what follows to cities of between 25,000
and 50.000 inhabilants.
The first thing, in order to make a street railway park a success,
is to get the park before the people. You must have something, or
do something to attract the first notice. If you have a nice, well-
kept park, plenty of grass, shade trees, and natural water, with some
natural or manufactured scenery effects thrown in, you will get the
first visit, and the occasional visit of the pleasure seeker. This occa-
sional trip to the park must be made a habit.
The park must be made an attractive place in day-time, a place
where anybody can rest and get recreation, a place where ladies can
lake the children for an outing, and the first attractions should be
for the children. What pleases the child pleases the mother. All
children take interest in swings, hobby-horse-merry-go-rounds,
ponies, donkeys and monkeys. Amusements of this kind are inex-
pensive; get them first.
Next, cater to all good people's picnics, lodge picnics, church pic-
nics, private picnics and excursions. Give them rates on everything;
please them.
.After you have in this way got people in the way of going to the
park, some daily and some "once in a while," give them evening
attractions — make the park habit nightly.
At night the park must always be kept well lighted and well
policed. The moral tone must be kept high. Have some kind of
attraction every night, so the habit will not be broken. One of the
best drawing cards for this purpose is a slock company, dramatic or
operatic show with vaudeville specialties between the acts. A theater
show of this kind is better than straight vaudeville because it cre-
ates a more fixed interest. To prove this, ask the average patron,
leaving a good vaudeville show how he liked it. He will say "good."
Ask him if he will come again tomorrow, his answer will be "I
don't know." Ask the same patron when he has seen a good play
of the other kind and his answer will be "yes" or "no." The idea
is, the vaudeville creates uncertain results, either good or bad ; while
with the "stock" show as the main feature the result is certain, cither
success or failure, according to merit.
FEa 20, 1903.]
STREET RAILWAY REVIEW.
87
The charges for all amusements should be as fixed as the street
car fare, and as near the same basis (5 cents each) as possible. Let
the people know what they have to pay — make it fixed, and when
traveling attractions are booked for special performances always
make the charges conform to a usual custom. If the attraction can
not be secured on that basis, do not take it. Nothing raises com-
plaint so quickly as changing prices. All street car passengers
should have a transfer ticket from the car to admit them to the park
grounds. After they are inside treat everybody alike.
On these theories this company has worked in connection with a
park not owned by the company during the summer of 1902. The
results to the company were satisfactory, and the owners of the park
made net above all expenses 15 per cent on the valuation.
DESCRIPTIONS OF PARKS.
PITTSBURG, K.\N.
I'orcst Park, about three-fourths of a mile from Pittsburg, Kan.,
is leased by W. \V. Bell, who has improved the park by erecting a
theater of l.oco seating capacity, and other necessary buildings. Mr.
located in a natural grove of large coltonwood and other varieties
of trees where rambling walks are laid out and shady spots abound.
In the center of these grounds is a large body of water upon which
a well-equipped boat livery is maintained, including power launches,
row boats, etc. Near the lake is a large building containing swim-
ming pools which are among the largest in the country. These are
filled with the constantly flowing hot sulphur water coming from
llie earth at a depth of about 600 ft. and at a temperature of about
110° F. .As this is running water, it always remains clean and re-
freshing. This park is also used as a health resort, and in the same
building with the swimming pools arc a number of private bath
rooms equipped with porcelain tubs, reclining cots, etc., where hot
sulphur tub baths arc provided. The accompanying illustrations
show several views in Urbita licit Springs Park.
PHIL.\DELPHI.\, FA.
One of the most widely-known attractions of Philadelphia is Wil-
low Grove Park which is operated by the Philadelphia Rapid Transit
Co., but as an enterprise separate and distinct from any of the com-
pany's railway properties. The park is located in Montgomery
VIEWS IN IIKIUTA lliiT Sl'KlN(;s I'.VKK, S.\N liKR.N AKDl.Nn, lAL.
Bell states that the park has been operated for three sunnners and
has been very successful, with excellent prospects for 1903. The
remunerative attractions have been theatrical entertainments by
slock companies with vaudeville teams bclwccn acts. The park
comprises 40 acres and includes a half-mile training track.
SAN BERNARDINO, CAL.
i he San Bernardino Valley Traction Co., of .San Bernardino,
al., owns a mile race track located three miles from the center of
.San Bernardino and seven miles from Rcdiands, upon the com-
pany's Rcdiands extension. This tr.ick is used for winter meets and
training of horse.t, and a base ball and foot ball field is containe<l
within the race course. This has proved to be a good feeder for
the company's lints and a great attraction (o winter tourists. In
addition to the race track a park called Urbita Hot Springs Park is
imncd liy some of the rlircclors of the traction company, but is
operated by a separate company caller! the Urbita Hot .Springs Co.
This park is located iV4 miles from San Bernardino and is under
the management of Mr. A. C. Denman, Jr. The hot springs arc
County about 13 miles from the cily am! is nndur tlie management
of Mr. C P. Weaver, special agent, with headquarters at No. 810
Dauphin St., Philadelphia. Mr. Weaver is assisted by Mr. F. W.
Ilarrold.
In regard to the allraclions and niellinds of operation Mr. Weaver
has written us as follows :
"We have a building known as the tlicaler in which we have
moving pictures and also have had the Merry Manikins for the past
two or three years as a side issue. In another building known as
the Fairy Theater, in which thirty people arc employed, difTcrent
plays for children arc given, the only way to view the performance
being through lenses; this is a novelty in the theatrical line, and was
first introduced last summer. We also have 'Ye Oldc Mill,' which
consists of a waterway running through a building with many curves
and corners, the length of which is about 1,000 feet. At busy times
we operate as many as twenty boats, each boat being able to seat
eight people. This has proved one of oiu' best attractions at the
park. Last year wc carried .-500,000 people, the charge for each jier-
son riding being ten cents. Wc also have a scenic railway, wliicli
is in fact a scenic railway, inasmuch as it runs through tree tops.
88
STREET RAILWAY REVIEW.
[Vol. XI II, No. 2
l)n this aiiiU'iciiH'nt uv carried in (he iieigliborhood of 550,000 people
diiriiig mir season of 95 days. We liavc two carrousels both of which
arc very popular and profitable. We have also a new mirror majie,
which is considered the best of its kind in the country, and has
proved a very gix>d investment. The tolnggan chutes comprise a
scenic railw.iy combined with a chute the chutes. This has done
a very good business since it has been built. However, it Is our
intention this year to substitute another scenic railway in its pLicc.
We also have a large 'Candyland' building, photograph building,
news stand, orangeade building, cigar .stand, soda water fountain,
phonograph building, which do good business.
"Our main attraction at Willow Grove is the music. No charge
is made to hear the concerts, seats being free. Last year we had
five difTerent bands during the season, the first being Sousa and his
land; second, Victor Herbert and his orchestra; third, the Kilties, a
Canadian organization; fourth, Clarke's .American Band of Provi-
dence, and fifth, the Royal Marine Band of Italy. Tliis year it is
more than likely that we will have seven or eight different organ-
izations.
"The park itself operates a large casino and two smaller cafes.
The trolley railway encircles the park and on busy days as many
as 160 cars have been operated on that branch alone, making the
headway of each car about a minute. In the park proper there arc
no acres, included in which are three large picnic groves capable of
accommodating about 40,000 picnickers. Swings, kitchens, etc., have
been arranged in each grove.
"The seating capacity of our music shell under the pavilion is
about 4.500, and with the seats in and around the pavilion it will hold
about 12,000. It is no very uncommon thing for us to have an audi-
ence seated and standing in and around the music pavilion of twenty-
live thousand people. Our largest day was July 4, 1902, at which
time it was estimated that the attendance at the park was over
100,000.
"One of the most important features at the park is an electrical
fountain, which stands in the middle of a large lake and which is
operated at night with colors. It is said to be the finest one in the
United States."
MANSFIELD, O.
The Citizens Electric Railway, Light & Power Co., of Mansfield,
O., operates Lake Park Casino, situated about one mile from the
center of Mansfield, which is under the management of E. R. End-
ley. There is a theater large enough to seat 1,000 persons. Mr.
Arthur J. Haycox, superintendent of the railway department of the
company, writes as follows concerning entertainments and park
attractions:
"In speaking of sunimcr parks and casinos, after six years experi-
ence, I must say that I am not very much taken with the c%sino
as a money maker for street railway companies, largely on account
of the kind of entertainments that we have to put up with. Vaude-
ville people get about double the money they earn. Only about one
act in every ten is new to the audience and worth the money paid
by the railway company. Tlie park that pays is the park that draws
picnic parties. .\ place out in the woods, where the fare is 15 cents
one way, and 25 cents round trip. Let there be swings, and boating,
golf and ball grounds, buildings where speaking can take place and
where the people can be sheltered from a thunder shower. Let there
be beautiful flowers, a few animals, etc., free telephone service to
town, free lights, plenty of tables under the trees, in fact a place
where tired people can go and get away from business two or three
times a week in summer. It is not necessary to provide many extra
men and cars and power for this kind of a park, but with a theater
it is required to carry all the people out in alx)ut 30 minutes, with
the same rush to get them home. The other kind of park may not
have such large crowds, but it will draw some every day, and the
'regulars' will take care of the business and the company not have
to pay out several hundred dollars extra every Saturd.iy night,"
CANTON, O.
The Canton-Akron Railway Co. operates a resort called Meyers
Lake, which is aliout iVi miles from Canton, O.. and has recently
leased a property at Springfield Lake, which is some 15 miles north
of Canton. At Meyers Lake a stage has been erected, also a I'"ig.-8
toboggan, a merry-go-round and a Ferris wheel. The company owns
here about 225 acres, 90 acres Iwing comprised in the lake, and is
well e(|uipped for summer business. On the lake are a naphtha
launch carrying 100 persons, and 50 row boats. There arc also two
large hotels where excellent meals are served and dances may be
held. At Springfield Lake a pavilion has been built and boats will
be put on the lake with the expectation uf doing considerable busi-
ness at the resort during the coming year. The manager of the rail-
way company is Mr. George W. Rounds.
CORTLAND, N. Y.
The Cortland County Traction Co. owns and operates Cortland
Park which is located about 2'/i miles east of the city on the Tiough-
nioga River. The most successful attractions arc moving pictures,
band concerts and fireworks. Dances are held twice each week and
animals and a merry-go-round furnish amusement for children.
The company sends us a copy of a circular letter that is sent to
all parts of the state, which we reproduce here, believing that the
form may be found useful to other companies desiring to secure
picnic parties for their parks:
"The management of the Cortland County Traction Co. desires
to call your attention to the desirability of Cortland Park as an ideal
place for excursions and picnics during the summer months.
"The park is located on the banks of the Tioughnioga River, about
2'/4 miles cast of the city of Cortland on a hill commanding a view
of the city. The view is perfect ; standing on the hillside one sees
the city resting in a valley with its churches, schools and factories
the whole forming a beautiful picture not surpassed by the villages
the traveler views as he climbs the lofty heights of the Alps.
"The park itself consists of two large groves of elm, maple and
hemlock excellently kept and bountifully supplied with tables,
benches, etc., for picnics. This year the management has made a
great effort to have the park attractive. It has secured and placed
in the park a menagerie which includes monkeys, bears, deer, rab-
bits, etc., and which will be especially attractive to the children as
well as to the older people. A merry-go-round operated by elec-
tricity has been placed in the park, also a large croquet ground,
which is attracting no little attention ; numerous large sw ings have
been added and nothing has been left undone to make the naturally
beautiful place bright and attractive.
"Surrounding the groves are beautiful woods with weH-kept walks
running through them, and plentifully supplied with rustic seats for
the weary, or those who desire to sit and drink in the delightfully
cool air and enjoy the shade listening to the birds, or watching the
antics of the squirrels and chipmunks.
"In the lower grove is a large spacious pavilion in which refresh-
ments arc served at a nominal cost. The pavilion will shelter a very
large number of people in inclement weather, and can be utilized
for dining for picnic parties whenever the weather will not permit of
Ihe outside tables being used.
"The park is supplied with plenty of good cold spring water. The
privilege of the kitchen will be given free to picnic parties to make
coffee, etc. Electric oars run frequently between the park and the
city. The management desires particularly to solicit picnic parties
and excursions bringing along their own eatables and picnic in the
park. No admission or charge for the grounds. No intoxicating
drinks sold. Write for further information and particulars."
ALTON, ILL.
The .Minn Railway, Gas & Electric Co. owns a tract of 22 acres
located llirco miles from .Mton, III., which has been very extensively
]ialn>iiized by picnic and other outing parties. The resort is known as
Rock Spring Park and has been improved with a lagoon, green
houses and pavilion.
READING, PA.
The .Mlentown and Kutztown Traction Co. at Reading, Pa., owns
and operates two pleasure resorts known as Dorney Park which is
about four miles from the center of Reading and about four miles
west of AUentown. Also Fairview Grove, about five miles west.
The park manager is Mr. F. S. Kinsey, Reading.
.\\. Dorney Park there is a theater of 3.000 capacity, a lake suitable
for boating, and swimming pool, basket ball court, pavilion, merry-
go-round, water toboggan, dancing pavilion, base ball grounds and a
first class hotel and restaurant. Ponies are also kept for hire.
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
89
Fairview Grove is used mainly liy private picnic parties and for
camp meeting purposes.
Mr. Kinsey writes ns as follows in regard to plans for 1903 and
results in 1902 :
"Our season this year will very probably begin a week or two
earlier than last year, when we opened on May 24th. .^t Dorney
Park we handled during the past season from 12,000 to 15,000 people
on each of our big days, and the attendance throughout the entire
season was very good, but during the month of June particularly
the weather was e.xceptionally bad, which interfered greatly with
what would have been otherwise an equally successful month.
■'.•\t the theater' we find that high class entertainments pay the
best, .\mong other attractions we had the Kilties Band for three
days, Ricobono Brothers' .Animal Show, the latter coming to Dorney
Park as the second stopping place in this country, we having en-
gaged them while still in Europe.
"The trout ponds at Dorney Park have made the park a famous
picnicking place for the past 30 years, and we now have more than a
dozen ponds stocked with exceptionally fine trout. In addition to
pool room, bar room and restaurant. This park is located on the
southeastern shore of Onondaga Lake, the properly being surround-
ed by a i6-ft. board fence. To accommodate spectators of out-door
games "bleachers" sealing 2.500 persons have been erected. On the
lake shore is a large dock or harbor for steamboats and launches.
VIEW OF RIVEK .NE.\K S.\XS SOUCI, WATERLOO, lA.
this, we built, during the past fall, a liatchery, and e.xpect lo raise
millions of trout this season.
"Before the coming season opens we intend to enlarge our danc-
ing pavilion and build an annex lo our theater so that at the latter
place we can scat comfortably 3,000 people.
"We have not only endeavored to secure absolutely first class com-
panies (or our theater, but the musical portion of llie program, both
as to orchestra and players themselves, has been given careful at-
tention, and a special effort will be made during ihe coming season
to improve this part of the entertainment still more. We find that
absolutely high grade music is appreciated throughout the entire sea-
son, whether from singers or instrumentalists. In short we shall en-
deavor to secure the very best that can be had, preferring to have
an entertainment marked by its good quality rather than its quantity."
SYRACUSE, N. Y.
The .Syracuse Rapid Transit Co. owns two pleasure resorts. Valley
Theater, four miles from the center of Syracuse, and Lake Park
(formerly Iron Pier), two miles from the city. Valley Theater is
operated by the railway company, while Lake Park is leased. There
is also a new summer park not owned by the railway, known as
Rockwell .Springs, which is on the company's line; this resort is
most used for dancing and picnics. Valley Theater was illustrated
in the "Review" for August, 1900, page 478; at this park light opera
has iK'en a most p^jpular and remunerative attraction. At Lake
Park vaudeville has l>een the principal entertainment ; the building
here is 580 ft. long and contains besides the stage, a b<'jwling alley,
HOOSICK FALLS, N. V.
The Bennington & Hoosick Falls Railway Co., of Hoosick Falls,
N. Y., operates Battlefield Park, which is located about nine miles
from Hoosick Falls and seven miles from Bennington. Mr. George
E. Greene, president of the company, writes as follows concerning
this resort :
"We have quite a beautiful park; the place is naturally attractive
and we have not spent a very great amount of money on it. The
park is part of the main battlefield of the battle of Bennington. The
Hoosick River runs close to a heavily wooded forest which is
reached by a bridge across the river from two or three acres of nice
lawn upon which we have trees, flower beds and a fountain, with
swings, seats and a platform for band concerts. We have
some boats on the river. The park is well patronized by
picnic parties and small parties during the summer and in
the afternoons there are a greater or less number of people
there all the while. We also have croquet and other
games. Two years ago we gave six weeks vaudeville but
found it did not pay. A year ago last summer we gave
two weeks. Last summer we did not give any. We had
hand concert* Sunday afternoons, which was about the
only attraction for which we expended any money. We
found that there was more in it for us to simply keep a
clean, attractive place, free to our patrons, where they
could go into tlie country and into the woods and on the
river without expense and without trespassing on private
land, than to give vaudeville entertainments or to pay for
attractions, because the revenue was not sufficient to make
it an object for all the extra work and running the extra
equipment and the extra chances of accident."
NATCHEZ, MISS.
The Natchez (Miss.) Electric Street Railway & Power
Co. operates Concord Park which is under the manage-
ment of Mr. W. B. Moorman, secretary and treasurer of
the railway company. The park is attractively situated at
Ihe end of the street railway line and is about I'/z
miles from the center of the city. At the park are
a half-mile race track, first-class baseball and
football grounds, large stable room for stock,
and ample grand stand and bleacher seating
capacity with an exposition hall, theater Iniildiiig and other con-
veniences.
Mr. Moorman writes as follows:
"We had several theatrical companies playing here last summer
and the greater number of the games played in the Cotton States
League are played at this park. We are gaining for the park quite
a reputation as a pleasure resort and last year, the first season, was
well patronized. The entire park and buildings are under improve-
ment and by spring we expect lo open in strictly modern shape with
a number of additional attractions. We are adding several miles of
track lo our line Ibis winter, all of which will be in full operation by
spring anil will draw greater patronage than ever for the park."
MOBILE, ALA.
The Mobile Light & Railroad Co., of Mobile, Ala., which now in-
cludes the Mobile Street Railroad Co., operates Monroe Park lo-
cated about three miles from the city. The park comprises alxxil
40 acres and is reached by two street railway lines. The locaticm
is particularly favorable, the constant breezes from the Gulf mak-
ing the park a most desirable resort during the liealcd term, and
citizens freely utilize it for picnics, horse shows, (lower parades,
tournaments and summer outings generally. What is generally ad-
ntitled to be the finest baseball grounds in the South are within
Ihe park enclosure. A theater with ample stage room and sealing
750 persons, is one of Ihe park attractiuns, and crowds arc nightly
entertaine<l during the snnnner with light opera and high-class
vaudeville performances. A small zoo annises tlu' little ones, and a
90
STREliT RAILWAY Rli\ lEW.
[V..1 \III V,
c.i$iiin priiMilfS r< Ircsliiiiiiils. l)iiriii(; tlu' ci'iiiiiig srason (h« bay
froiil will litf lK-:iulilicil and .-itlditiDiia! iniprovciiiciits lie made to llic
|).\rk.
KANSAS CITY, MO.
The nifclric Park & Anni^iMiiciit Co., of which M. G. llcini, of
the Ileiiii Brewing Co., is president, operates Klectric Park, which
was described in the "Keview" for October, igoo, page 578. The at-
tractions include vaudeville entertainments, a German village, small
I'Vrris wheel, electric fotmlain, bowling alley, shooting gallery, "loop
llie loop," etc. The manager of the park is Mr. Samuel Benjamin.
cottages are always occn|iie>l, 11 licing :llnlll^t imiwisMliic ti run nnc
after the first of May.
.■\cro5s the river from Cedar River Park is Sans Soiici, owned by
the Waterloo & Cedar Falls Kapid Transit Co., where has been built
a snmnier hotel which will accomnuMlatc 130 guests. The company
has 15 acres in this park, and the hotel season is from June ist to
.September 1st. .\ great many transient guests arc accommodateil
here, and the Chautauqua .\sseinbly, across the river, has found it a
great convenience for their entertainments to stop close to the Chau-
lau(|ua auditorium. Near the hotel has been erected a band stand,
and a shelter with seating capacity for 1,200 people. Two band con-
certs a week are given during the summer season; also moving pic-
SANS SOl'Cl HiiTl',1, -\N1> l'.\KK. \V.\TERLO(l. lA.
Take a Delightful
Steamboat Ride!
LtiJii* lh« "U.v>, di.tt jod confution tnr « iho't tim* and
■njoy A rest on lh« boat whil« you vlavv lh«
boAutiful »c*n«ry of C*dar Rivar.
WATERLOO, lA.
The Waterloo & Cedar Falls Rapid Transit Co., of Waterloo, Ta.,
has on its line two pleasure resorts, Cedar River Park and Sans
Souci which arc on opposite sides of the Cedar River, and situated'
two miles from Water-
loo and four miles from
Cedar Falls.
Cedar River Park is
owned by a stock com-
pany, and contains
about 200 acres of land
on which are built some
150 summer homes;
there is also at Cedar
River Park an auditori-
um with a seating capa-
city of 2,500 people.
This is used every sea-
son for two weeks by
the Chautauqua Assem-
bly, and during the rest
of the time is in great
demand for the use of
large conventions and
church entertainments.
The Germans of North-
eastern Iowa hold an
annual German camp
meeting at this park
which draws about 1,200
people, and lasts two
weeks. All the summer
The STtAiWtR JUANITA
Will Ic...- Wjtclo.. A\ -2. 3. -4. ^ ; -n,i 7 otlotk P M for
Sans Souci and
Cedar River Parks
Fare, 5 Cents Each Way
Doal loAvrf from I'ont of I. C pJ%«'.gDf tlAt-on on Ca^t S<d*
and from r«4lr ot 8*<)i. Nauman & Watlt Co OT\ Wm Sid*.
Pau«n««ra can (Clurn from i>Brk« by alactric cars tl d««irad.
or can lah* car* lo park and raiurn by boat.
th« far* baing all lb« tame.
tures are given, the bill being changed as often as found profitable.
Within a short distance from Sans Souci is located the Waterloo
Country Club grounds and club house, and this organization with a
membership of 200 or more has found it very convenient to make
Sans Souci summer hotel its headquarters. Tlie Rapid Transit
company has a steam boat which plies between Waterloo and these
parks, which is shown by the accompanying reproduction of an ad-
vertising bill, and it is found that it pleases the public to be able to
take either route going to and from the parks.
The park manager is Mr. C. D. Cass, general passenger agent for
the Rapid Transit Co.
The Cincinnati, Georgetown & Portsmouth Railw.ay Co. has se-
cured land at Highland Park, O., and will develop a summer resort
there.
Tlic Penobscot Central Railway Co. of Bangor. Me., will this year
establish a pleasure resort to be known as Pushow Lake Park ; it
will be located about 7Vs miles from Bangor.
« « >
The Blue Grass Traction Co. recently received 20 car lo«ds of
rails for its new interurban line from Lexington to Paris, Ky.
.'\bout nine miles of the proposed seventeen of roadbed is graded.
Work is being pushed as rapidly as the weather will permit.
Don'l Miss Sedng IIk Nck Summer Hold, Sans Souci.
E.XtT'RSION POSTKK
Judge A. N. Waterman, in delivering an opinion in the .'\ppcllatc
Court on January i6th. dismissed an appeal taken by the city of
Chicago from the judgment of the Circuit Court, in refusing to
issue a writ of mandamus directing the West Chicago Street Rail-
way Co. to lower its tunnel at Van Buren St. The reviewing court
declares that a freehold is involved and that the case should have
been taken to the Supreme Court.
Fer 20, I90,vT
STREET RAILWAY REVIEW.
91
RECENT STREET RAILWAY DECISIONS.
EDITED BY J. L. ROSENBEKGEH, ATTORNEY AT LAW, CHICAGO.
C.-\KXOT TAKE PART OF LOCATION CONSENTED
AND REJECT BALANCE.
10
Collins V. Amsterdam Street Railro,-nl Co. (N. Y. Sup.). 78 N. Y.
Supp. 470. Nov. 12, 1902.
Where the consent of the local authorities and of the property
owners was secured to the building of a street railroad over about
five miles of highw'ay, the third appellate division of the supreme
court of New York holds that the company could not take part, as
for example 3,100 feet, and reject the balance, building the balance
of its line for such entire distance through private lands.
ABUTTER WITH NO TITLE TO LAND UNDER HIGHWAY
CANNOT ENJOIN CONSTRUCTION OF STREET
RAILWAY THEREIN OR RECOVER DAMAGES
THEREFOR.
Kennedy v. Mineola, Hempstead & Freeport Traction Co. (N. Y.
Sup.), 78 N. Y. Supp. 937. Dec. 2, ig02.
An owner of land fronting upon a highway, but who docs not ow 11
any of the fee of the highway, that is, does not have any title to land
under the highway, the second appellate division of the supreme
court of New York holds, is not entitled to ati injunction restrain-
ing the construction therein of a street surface railroad authorized
by the state, or to recover damages therefor.
INJURY TO
PEDESTRIAN ATTEMPTING TO ESCAPE
FROM AUTOMOBILE.
Chattanooga Electric Railway Co. v. Cooper (Tcnn.), 70 S. W. Rep.
72. Oct. 23, ig02.
A very old man, in crossing a street, suddenly found himself in
a position of apparent peril from a rapidly approaching automobile,
and, in attempting to escape, in a moment of alarm and excitement,
inadvertently ran upon a street railway track, and was killed by a
passing electric car. It was contended that it was error to apply
the rule that a person put in a place of sudden peril by the negligent
act of another, who, losing self-possession, takes the wrong step, and
is injured, will not have such step imputed to him as contributory
negligence. But the supreme court of Tennessee holds that it is a
mistake to assume that the application of this rule is restricted to
cases where the peril producing the confusion of judgment, and the
consequent false effort to escape, is the negligent act of the party
creating the peril. However, to get the benefit of this extension of
the rule, the party injured must be without fault in putting himself
in the place of peril or danger; that is, he must not recklessly or
improvidcntly have incurred it.
ASSAULT BY MOTORMAN OFF CAR AFTICR TERMINA-
TION OF PASSAGE— PROVOCATION TO ASSAULT
MITIGATES DAMAGES.
Palmer v. VVinslon-Salem Railway & Electric Co. (N. C), 42 S. E.
Rep. 604. Nov. II, 1902.
Arrived at his destination, a somewhat intoxicated passenger,
who had used grossly insulting words to the motorman, got out,
deposited his bundles on the sidewalk, returned to the car, again got
into an altercation with the motorman, then turned, and left the car,
whereupon the motorman followed him up, and, two or three steps
from the car, struck him on the back of the head with the lever
which controlled the car, knocking him down. 'The fact that the
party invited the assault by insulting language or provoking
conduct, the supreme court of North Carolina holds, would not bar
recovery in a civil action, the provocation being a mitigation, not a
defense. If he had been a passenger or his passage had not been
fully terminated, or if, when he left the car at his destinalion, the
employe had immediately followed him and assaulted him, the com-
pany, the court says, conceded that there would be no rjucslion as
to its liability. But to render it liable, the court holds, (l) he must
have been a passenger al the lime he was stricken, or still within
the sphere of its protection; or (2) the employe must have been act-
ing at the time within the scope of his employment on its car. A
judgment against the company. New trial.
VIOLATION OF STATUTE OR ORDINANCE REGULAT-
ING SPEED EVIDENCE OF NEGLIGENCE— EXPERT
EVIDENCE ADMISSIBLE TO SHOW SPACE
IN WHICH CAR MAY BE STOPPED.
Norfolk Railway & Light Co. v. Coiletto (,Va.), 41 S. E. Rep. 740.
June 12, 1902.
Statutes regulating the speed of railroad trains at certain places
being regulations clearly intended for the protection of travelers,
it is well settled, the supmere court of appeals of Virginia says,
thaL any violation of them is competent evidence of negligence
in an action brought by a traveler on the highway, even though
the statute simply imposes a penalty for its violation. Statutes
and valid municipal ordinances regulating the speed of trains or
street cars stand upon the same footing. The fact that the ordi-
nance here in question was passed after the company was given
the right to operate its cars upon the streets of the city did not
render it any less binding upon the company. Even direct legis-
lative authority to a street railway company to use the streets of
a city does not exempt it from reasonable municipal or police
control, and it is subject to such ordinances to the same extent as
natural persons.
'The court also says that it is clearly of the opinion that expert
evidence is admissible to show witliin what space a street car
running under given conditions may be stopped. This is a sub-
ject not within the range of common experience and observation,
but involves technical and peculiar knowledge, as to which expert
evidence is admissible.
ACT AUTHORIZING TAKING OF PART OF ROAD BY AN-
OTHER COMPANY UNCONSTITUTIONAL.
Petition of Philadelphia, Morion & Swarthmorc Street Railway Co.
(Pa.), S3 Atl. Rep. 191. Oct. 13, 1902.
The supreme court of Pcmisylvania says that it is in no doubt as to
just what power the legislature intended to confer by section 14 of
the act of 1889, with its amendment in the act of 1895. It was a clear
grant of a right to a younger to enter upon the easement of an older
company, and take possession of 2,500 feet of its tracks, poles, and
wires, thereafter to use them for its corporate purposes. It was not
material that this possession was not to be exclusive. In whatever
light it was viewed, it was an authority to appropriate to a certain
extent the franchi"se and properly of the older company. The efTect,
the only effect, of this fourteenth section and the amendment was
to transfer the property of one private corporation to a new one
for the same public use, both being transporters of passengers for
profit. 'This was unconstitutional. 'That a company owed its cor-
porate existence to the act of i88g did not prevent it denying I he
constitutionality of section 14 with its amendment, the section, holli
in its purpose and eflfect, being a distinct legislative enactment, so
that if it be completely eliminated, all the other provisions stand in
full force.
FAILURE
TO CALL PASSENGERS OR OTHERS AS
WITNESSES.
Sup.'),
Vula V. New York & Queens County Railroad Co. (N, Y.
N. Y, Su|)p. 770. Oct., igo2.
'Mil' innduclor testified that he took the names of passengers on
I Ik- I'.ir ;it llie time of the accident for witnesses; but none of llieni
was called as a witness. Counsel for the |ilaintilT arKiicil to the jury
that it was the duly of the comjiany lo rail llieru. and that llie |)rc-
sumjilion of law was that if called their (eslimony would be against
the company. 'The court cliarned Ihc jury that the company was
luuler no duly lo rail Ibnn ; llial ihrre was no such presumption.
')2
STREET RAILWAY REVIF.W.
[Vol.. XIII, No. 2-
aiul lint ilic case had lo he ilccidi'il on the cviilence produced, and
vilhoiil ir^nrd to the fnihire ti( the coni|>niiy lo call such passenger- ;
and this was excepted to. A motion for a new trial is denied hy
the snprenie court of New York, trial terni. Queens County. It says
that it is aware of no rule creating such a presumption against a
party, or even permitting the testimony he presents to be looked
upon less favorably, for his failure to call other persons as witnesses,
except in the case of witnesses in the employ of the party, or in
some other way so related to or associated with him that the law
presumes that they woidd be favorably disposed lo him if called;
aixl in such case it must be made to appear that such persons were
witnesses of the occurrence in order that the presumption may arise
at all. Passengers on a car do not come in such category in respect
of either party in cases like this. Prudence dictates to e.ich parly
to get their names, if possible, but failure lo call them as svilncsses
amounts to nothing.
CARE REQUIRED WITH REFERENCE TO LEDGE OR EM-
BANKMENT IN HIGHWAY OR ON OWN LAND—
WITH REFERENCE TO THE EQUIPMENT
AND MANAGEMENT OE CARS AND
THE CONSTRUCITON OE
TRACKS.
Galligan v. Old Colony Street Railway Co. (Mass.), 6s N. E. Rep.
48. Oct. 30, 1902.
Where tracks were within the bounds of a highway, though not
in that part used for common travel, but in a cut or depression ex-
cavated for them through a ledge, the supreme judicial court of
Massachusetts says that, in one sense, the ledge, being a part of the
highway not within the tracks, and more than 18 inches distant from
that part of the highway which they occupied, was not within the
company's care. Still, its right under its location included that of
maintaining and operating its road, and carried with it the right
so to deal with the ledge or bank that the fall of material from it
should not obstruct or endanger the running of cars upon the track.
The court sees no reason why the company was not bound, as to
its passengers, to exercise the same degree of care to prevent injury
to them in consequence of the rolling of stones from the embank-
ment upon the track that it would have been bound to use if the
place had not been part of the highway, and had been part of a
location upon the company's own land, or of one taken from private
owners by the exercise of the right of eminent domain under a
grant of power from the legislature. This degree of care is the
same as that required with reference to the equipment and manage-
ment of the cars or the construction of its tracks. It is the highest
degree of care consistent with the nature of the undertaking, which
is the management or operation of the road as a common carrier of
passengers; or, in other words, the requirement is reasonable care
according to the nature of the contract.
WHAT THE LAW MEANS BY EQUAL RIGHTS AT STREET
INTERSECTIONS AND HAVING CARS UNDER
CONTROL— $10,885.62 FOR INJURIES.
Sessclniann v. Metropolitan Street Railway Co. (N. Y. Sup.), 7S
N. Y. Supp. 482. Nov. 14, 1902.
In this case, where it affirms a judgment for $10,885.62 for dam-
ages for personal injuries sustained by a mason 45 years of age.
who had one of his hands practically ruined for the purposes of his
trade and had suffered much pain, the second appellate division of
the supreme court of New York says that the accident occurred at
a street intersection where the rights of the plaintiff and defendant
were equal ; at a point where he had the right to assume thai it
would have its car under control, and would, as the operator of a
powerful engine of destruction, be vigilant m protecting or preserv-
ing the equality of rights on the part of pedestrians and others law-
fully using the highway. When the law declares that the rights of
parties are equal at a given point, it docs not mean that the more
powerful of the two may disregard the approach of the weaker, and
gain and pass the point without any regard for the latter. It means
that each, having regard for the rights of the other, considering the
dangers to be anticipated from a disregard of the mutual rights of
the parties, may make use of the highway in a lawful manner ; and
this necessarily devolves upon the ilefendanl, in the operation of
its cars at street intersections, the duty of having them under con-
trol. It is not enough that the speed shall be reduced, if that re-
duction of speed does not operate to give the motornian that con-
trol of his car which is necessary to the equal rights of pedestrians
and others at street intersections, and it is always a question for
the jury whether the car is in such control.
injury to person running to take car and
from stumbling falling upon track— no
absolutf: duty to stop c.\r on sk;n.\i.
of intended passenger.
WinclKll V. St. Paul City Railway Co. (Minn.), 90 N. W. Rep.
1050. June 20, 1902.
Plaintiff signaled the motornian in charge of one of defendant's
street cars of his wish to take passage thereon, then started on a
moderate run towards the track and the point where the ca,- would
come to a stop. When within al>out six feet of the same, he
stumbled by reason of some obstacle in the street, and fell upon
the track, and was struck by the car and injured. The supreme
court of Minnesota holds that the evidence was insufficient to sup-
port a finding of actionable negligence on the part of the company, —
that the motornian was not bound lo anticipate the possibility that
the party might fall upon the track, and was not guilty of neg-
ligence in not having his car under such control that he could stop
the same in time to avoid such an accident. Conceding that the car
was being operated at an excessive rate of speed, the court says
that it is clear to it that the proximate cause of the accident was
the party's own involuntary act in stumbling and falling upon the
track; that his injuries were the result of an accident, for which
neither party was in any way responsible ; and lo sustain a recov-
ery would be to establish a precedent which could not possibly be
followed in the future.
The court is not aware of any rule, it says, making it the absolute
duty of a street car company to stop its cars upon the signal of a
person wishing to take passage thereon. It is usual and customary,
no doubt, to do so, but it cannot be said to be an absolute duty. It
is a matter of common knowledge that frequently, where cars are
already overloaded with passengers, the inotorman takes no notice
of persons signaling an intention or desire to take passage, and
passes them without any effort to come to a stop. The plaintiff
had no right, so far as the record disclosed, to rely upon the motor-
man to bring his car to a stop upon this occasion. The motornian
knew from the signal that he did not intend to cross the track.
There was no occasion for him to do so. Nor could it be said that
the niotonnan was bound to guard agait.st the possibility of an
accident of this kind, if it be conceded that it was his duty to stop
the car at the party's signal. He was not required, in the operation
of his car, to anticipate that possibly the party might stumble and
fall upon the track, and to Itave his car so under conirol as to
avoid a collision in such event.
RIGHT OF CONDUCTOR TO REFUSE TO RECEIVE MORE
PASSENGERS— DUTY TO WARN THOSE WANTING
TO BOARD CAR WHEN IT STOPS— WHAT ONT:
SIGNALING BY STANDING BY TR.\CK MAY
ASSUME WHEN CAR STOPS— SUFFICIEN-
CY OF WARNING— STARTING CAR.
Maxey v. Metropolitan Street Railway Co. (Mo. App.). 68 S. W.
Rep. 1063. June 9. 1902.
A street car company, the court of appeals at Kansas City, Mo.,
says, may become liable to a party seeking to become a passenger,
even though it did not slop to take on passengers. The court con-
cedes that the car may stop to let off a passenger, and be justified
in refusing to take on others, for some sufficient reason, — such as
being already sufficiently filled, or, perhaps, being behind regular
lime, and another car closely following, and the like. Yet while
the company has this right, a person desiring to get on, who goes
out into the street and signals (as by standing by the track) at a
place where the car stops for passengers, is justified in assuming
that the slop then and there made is in response to his signal, or
for the double purpose of letting passengers off and taking him
Fer 20, igo3.]
STREET RAILWAY REVIEW.
93
on, and the company's servants, being presumed to have ordinary
sense, will be charged with a knowledge of such assumption of the
person desiring to get on; and if, for any reason, it is not desired
to receive such person as a passenger, it is the duty of the proper
servant to warn him if he attempts to get on the car. So, there-
fore, it can make no diflference, up to the time when the person is
made aware that more passengers are not desired, whether the car,
in point of fact, stopped for the sole purpose of letting a pas-
senger off.
We have already seen, the court says further on, that in certain
situations — such as a car fully loaded — the conductor has a right
to refuse to receive more passengers, and therefore to warn those
seeking passage to keep off. It is therefore clear that, if the con-
ductor warned plaintiff in a tone of voice loud enough for her to
hear, he was not guilty of negligence, even though she did not hear,
unless he saw that she did not heed him, and was in such position
as that his starting up was reasonably certain to injure her. It
was error to make the conduct of the conductor, as to care or neg-
ligence, depend upon whether plaintiff heard him. His act should
not be characterized by the degree of plaintiff's hearing or attention.
If he gave the warning in a voice sufficiently loud to arrest the
attention of an ordinary person, he. in that particular respect, was
not guilty of negligence. And if he signaled for starting the car
without discovering that she had disregarded his warning and had
put herself in a hazardous position, he should not be held to have
been negligent.
CROSSIXG OF STE.\M R.\ILRO.\D TR.VCKS IN STREET—
WHO TO BE.\R EXPENSE OF CONSTRUCTING AND
MAINTAINING CROSSING— STREET RAILWAY
NO ADDITIONAL BURDEN— AUTHORITY OF
engineer' OF STEAM ROAD WITH RE-
GARD TO REPAIRS— STEAM ROAD
MUST SUPPLY SAFETY GATES.
Central Passenger Railway Co. v. Philadelphia, Wilmington & Bal-
timore Railroad Co. (Md.), 52 .^tl. Rep. 752. June 19, 1902.
The adjudged cases, the court of appeals of Maryland says, are
quite in accord in holding that, when a new road or way is con-
structed across an old road or way, the owner of the new way
must not only bear the expense of making and keeping in repair
the new way, including the cost of such structural changes in the
old way as are rendered necessary by the construction of the cross-
ing, but he must, in addition, make compensation to the owner, of
the old way for the property or casement appropriated for the
occupancy of the new way. And this doctrine, as below explained,
the court holds, is applicable where one railway track crosses an-
other railway track on the bed of a city street, to which street
neither railway company has any other right than the permission
given by the municipality to lay tracks thereon.
It is indisputably true, the court says, that a railway or a railroad
company which, under authority obtained from the city, lays its
tracks along or across an opened and subsisting city street, acquires
(hereby no exclusive right to the use of the street ; but it does not
thence follow that it secures no rights of any kind which another
company subsequently seeking to use the same track, or a part of
the same track, is Iwund to recognize. There may well be no ex-
clusive right in the company to the use of the street as against the
public generally, or as against a parallel or competing road, and yet
there may be, and certainly is, a right in the company to use its own
tracks upon the street, and to use them to the exclusion of any other
company, unless the other company procures the right to use those
tracks upon making due compensation. This is true not only with
reference to a longitudinal use of the tracks, but also concerning
the bisecting of a track at right angles, and its use in that way.
There arc two elements of damage in the ordinary crossing of an
established way by a new way, and these are: First, the cost of the
construction and of the maintenance of the new way, including
structural changes in the old way made necessary by the building
of the new way; and, secondly, the value of the easement or prop-
erty Iwlonging to the owner of the old way, and which may be im-
paired or appropriated by the new way. Both of these must be
paid by the person who constructs the new way. In cases such a«
(his one, where a railway crosses a railroad in the bed of a city
street, the second of these two elements of damage does not exist,
because when a steam railroad is located on a street tlie company
takes its rights subject to the rights of the public to use the street
in a reasonable and lawful manner, and since the street railway is
not an additional burden to the street, but simply such a use as
the public are entitled to have made of the street, the steam rail-
road takes its right in the street subject to the right of the street
railway company to lay its tracks across the former's tracks, and the
steam railroad is not entitled to recover any compensation for such
crossing as for an additional burden.
The common-law doctrine that whatever structures arc neces-
sary for the crossing of an old way by a new way must be erected
and maintained at the expense of the party imder whose authority
and direction the crossing is made is applicable to railways and rail-
roads which intersect each other upon the public streets of a city,
unless that doctrine be modified by statute. Outside of statutory
provisions there is neither precedent nor authority for requiring
the owner of the subsisting way to contribute any part of the ex-
pense rendered necessary to enable the owner of the new way to
cross the old way. The crossing of the old way is made for the
benefit of the second comer, and not for the benefit of the owner of
the old way ; and, even, though both occupants claim under licenses
from the same municipality, common justice dictates that the one
for whose exclusive benefit the crossing is made should defray the
expense of constructing it. And as the continuance of the crossing
is as much for his benefit as was the construction of it in the first
instance, it is equally obvious that he should maintain it wholly
at his own cost.
Moreover, the court holds that there is included in the proposi-
tion just stated the following corollary, viz.: That the engineer
of the railroad company shall have the right to say when and in
what manner and to what extent repairs or renewals shall be made,
and, that if they are not made by the street railway company, they
may be constructed at its expense by the steam railroad company.
As it is the duty of the street railway company to keep the cross-
ing in repair, so that it may be used not only by itself, but by the
steam road, whose tracks the crossing in some measure interrupts,
and as the steam road requires more durable and substantial con-
struction than a street railway needs, it is altogether reasonable and
proper that the decision of the questions as to when, in what man-
ner, and to what extent the repairs ought to be made should be
, left to the engineer of the steam railroad company.
Nothing said in this judgment is to be understood, however, as
justifying the demand made by the steam railroad company that the
street railway company must pay one-half of the cost of safety gales
or other sitnilar appliances required under an exercise of the police
power for the protection of the public at the crossing. Such appli-
ances it is the duty of the steam railroad company to supply.
INJURY TO PASSENGER AFTER ALIGHTING BY CATCH-
ING FOOT IN ROPE ATTACHED TO CAR BY
SOME BOY.
l.a Fond v. Detroit Citizens' Street Railway Co. (Mich.), 92 N. W.
Rep. 99. Nov. II, 1902.
As a passenger alighted (luni a car and passed aruuml it her
foot caught in a rope that was dragging, and she was seriously in-
jured. The testimciny abundantly proved that some boy who was in
the habit of hitching sleds or cans or something of the sort — at
least, that was the natural and necessary inference from the testi-
mony — had left that rope there. Bear in mind, too, the supreme
court of Michigan says, to what part of the car the rope was at-
tached. It was not attached above, but below, the projection,
which was practically level with the platform. Moreover, it was
some time after dark. Of course, the only way a rope of this sort
could be discovered would be by clo.se examination. None of the
men on the back of the car saw it until some one was struck by it,
except the one who passed around it when he alighted. From the
testimony of one witness, who alighted about y'/j minutes before the
accident occurred, one would be ju.stified in inferring that the rope
had been on from (hat time. But that it was the custom not to per-
mit boys III hilili on cars, was the only inference that could be
drawn from the testimony with regard thereto. The circuit judge
was of the opinion that no arlifinablo negligence was shown, and
directed a verdict for the company. And in this opinion the su-
preme court concurs. That on one occasion a rope had been found
94
STRRFT RAILWAY REVIEW.
(Vol. XIII. No. 2
nttachcd to aii«tlicr rar of llir company's, and was cut off, tlic court
says was a circumstance so unusual that it could not be licid that
its occurrence entailed upon tlic company the duty of providing for
a special and continuous inspection to prevent a repetition of such
a trespass. The conductor of this car was not shown to have had
any knowledge of it, nor to have had any reason to expect that such
a rope had been left dangling in the rear of this car.
HEMANDING SECOND FARE OF PERSON ASKING FOR A
CERTAIN CAR ANU BOARDING IT HEI-ORE IT
REACHES ITS TERMINUS— SIGN ON CAR NOT
TO HE TAKEN AS SHOWING WHICH WAY If
IS GOING— SHOW OF RESISTANCE AU-
THORIZING USE OF FORCE IN
EJECTION.
McGarry v. Holyokc Street Railway Co. (Mass.), 65 N. E. Rep. 45.
Oct. 29, 1902.
The story of the party suing was that he hailed a car, in the city
of Holyokc, near the city hall, when it was going in the direction
of the postoffice, and asked the conductor whether it was a Moun-
tain Park car. On being told that it was, he got on the car, paid
the fare demanded, and rode to the terminus of the road ac the
postoltice, where the car stopped. After it had gone about as far
as the city hall on the return trip, another fare was demanded. The
supreme judicial court of Massachusetts is of the opinion that the
party was wrong in refusing to pay the second fare. It says that the
conductor might have thought that he took the car on its trip from
the park to the city to make sure of a seat on its return trip to the
park, or that he asked the question to identify the route on which
the car was then proceeding. But it was not for the conductor to
speculate as to his purpose in taking the car. He asked a plain
question, and the conductor gave a correct answer. He did not ask
whether the car was going to Mountain Park. Nor was there any-
thing in his contention that he was justified in thinking that the car
was on its way to the park, and refusing to pay his fare, because it
had on it the sign "Mountain Park, " and he had noticed that on
other cars run by the company the sign was changed when the cars
were running in different directions, and always had a sign exposed
to indicate the terminus they were lx)und for. The company was.
not bound to adopt the same system on all its cars.
If the plaintiff made the conductor understand that he would re-
sist being put olT, that the conductor was justified in using force
in putting him olT, especially after again telling him, and for the
third time, that he must pay his fare or get off. If the conductor had
to use force to put him off, and he resisted, the mere fact that he
landed on his head was not sufficient to warrant a finding that undue
force was used. Furthermore, the court says that it would have
been better if the car had actually stopped before the conductor put
his hands on him ; but it apparently deems sufficient the man's ad-
missions that it had then "almost stopped," and "by the time he had
me off the car, I guess the car was stopped."
ORDINANCE AUTHORIZING A ROADBED AHOVE GRADE
SUBJECT TO REPEAL— TRACKS T.'KKEN IN BY EX-
TENSION OF CITY LIMITS MAY BE ORDERED RE-
MOVED TO CENTER OF STREET AND PL.\CED
AT GRADE— GROUND OCCUPIED MAY BE
REQUIRED TO BE PAVED— CONS TRUC-
TION PRESUMED TO BE
INTENDED.
Snouffer v. Cedar Rapids & Marion City Railway Co. (la.), 92 N.
W. Rep. 79. Oct. 28, ig02.
If it be assumed for the purposes of argument that a city ordi-
nance was a reasonable and valid exercise of municipal authority,
and constituted a contract between the city and the railway com-
pany, which ordinance provided for two parallel paved roadways of
25 feet each, separated by a 20- foot strip carrying the railway tracks
and ballasted with stone to a height which would render crossing
the same with carriages impracticable except at street intersections.
the supreme court of Iowa says that it was still competent for the
city to repeal or modify the privilege granted, whenever, in the ex-
ercise of a reasonable discretion, it should fmil that the convenience
and safety of the public or the proper iniprovemeni of the street
required it.
With reference to a legislative grant of authority to construct and
maintain a street railway, the court says that, while authorizing the
use of the highway for this purpose, it thinks it must be held that
such use was subject to the reserved power of the stale by itself or
by its local mimicipality to enact all reasonable measures to protect
the general public in the use of the street for the primary purposes
for which streets and highways are established. When, therefore,
by the extension of the city limits, a portion of the street railway
was brought within the jurisdiction of municipal authority, it was
neither more nor less than a street railway occupying a city street,
and amenable to municipal regulation, like all other instrumentalities
»f its kind.
.•\gain. the court says that it needs no argument to demonstrate
that the side or margin of the highway may be the most natural
and convenient location of a street railway in a rural neighborhood,
but it is even a plainer proposition that when, by increase of popu-
lation, the city expands, and the rural highway becomes a city
street, lined on either hand with residences or places of business, a
track so located and used for the frequent passage of swiftly mov-
ing cars may become an intolerable inconvenience and source of
peril, especially to those upon the immediate front of whose prop-
.crty it operates. And the court declares that it has no hesitancy in
holding that the remedying of such condition by requiring the track
to be removed to the middle of the street is a reasonable regulation,
which the city may enforce.
There is nothing unreasonable, the court further says, in requiring
the company to put its tracks at grade, and to pave the ground that
it occupies in the street wherever such paving is duly ordered. The
statute contemplates it. Code, sections 834, 835. Such construction
gives the general public unrestricted access to and use of the entire
street from curb to curb, subject to the right of the company to the
proper use of its track. With rare exceptions, it is the universal
plan adopted wherever street railway systems exist. In the absence
of express qualification, it is the kind of construction which the law
presumes to be intended.
X'ALIDIIV OF CITY ORDINANCE REQUIRING COMPA-
NIES TO REMOVE ALL DIRT AND SNOW FROM
BETWEEN THE TWO OUTERMOST
RAILS OF THEIR TRACKS.
City of Chicago v. Chicago Union Traction Co. (III.), 65 N. E.
Rep. 243. Oct 25. 1902. Rehearing denied Dec. 3, 1902.
Section 1716 of the Revised Code of Ordinances of the City of
Chicago provides : "The several street railway companies at any
time operating railroad tracks on and along the surface of any of the
streets, avenues or alleys of the city of Chicago are hereby, respect-
ively, required to remove all dirt, snow and other accumulations
from so much of the surface of each street, avenue or alley now or
hereafter containing any of their railway tracks, as lies between
the two outermost rails of such tracks, and also from such addi-
tional surface, in width, as may be prescribed in any ordinance relat-
ing to or affecting any such street, avenue or alley, and shall,
respectively, clean such portions of said street, avenue or alley and
remove entirely from and out of such street, avenue or alley all such
dirt, snow and accumulations at least once in each week, and as
much oftcner as the commissioner of public works shall, in writing,
direct ; such dirt, snow and accumulations to be removed and dis-
posed of in accordance with the ordinances of the city relative to
the removal of street cleanings, and subject to the rules and regula-
tions of the department of public works in that behalf." Section
1717 reads: "Any street railway company operating a street rail-
way upon or along the surface of any street, avenue or alley in the
city of Chicago which shall refuse or neglect to clean any part of
a street, avenue or alley, as required by the last preceding section
hereof, shall, upon conviction thereof, be fined in a sum not less
than $50 nor more than $200 for each and every case of such refusal
or neglect."
This ordinance, the supreme court of Illinois holds, is a reason-
.ible and valid exercise of the police power, and that it should be
FeR 20, 1903.]
STREET RAILWAY REVIEW.
9S
obeyed and enforced accordingly. It says, among other things, that
the permission or license given the company to use the street did
not operate to deprive the city of the general power or control over
the street delegated to the municipality by the general assembly of
the state. The city, as the representative of the state, is invested
witji power to enact and enforce all ordinances necessary to pre-
scribe regulations and restrictions needful for the preservation of
the health, safety, and comfort of the people. The e.xercise of this
power aflfects the public, and becomes a duty, the performance
whereof is obligatory on the city. The city could not, by the terms
and conditions of the ordinance granting the license to lay the
tracks and operate the street railway in the street, deprive itself of
this power or relieve itself of this duty; nor could the company, by
any contractual terms of an ordinance, exempt itself from the proper
and reasonable control of the municipal authorities in matters affect-
ing the health, safety, or comfort of the people.
CONCRETE CULVERTS ON THE UTICA ( N. Y.)
& MOHAWK VALLEY RY.
In building the Little Falls extension of the Utica & Mohawk
Valley Ry. exceptional care was taken in the formation of the road-
bed and particularly in the matter of providing adequate drainage.
To the end that track surface and alignment would be preserved
SECTION AT END WALLS, SINGLE AND DOUHLE BARREL
CULVERTS.
against disturbance in times of excessive water falls, streams were
frequently diverted from their natural courses to other locations,
and when necessary to cross a spring or stream, or to build tlirough
low or marshy land, concrete culverts were put in of ample propor-
tions to prevent any excessive accumulation of water along tlie line
of track.
At several points where the conditions demanded it the tracks were
carried over streams on small bridges made up of concrete abut-
ments and short steel spans, each bridge being designed separately
to suit the conditions.
VVc arc indebted to Mr. Frederick Phillips, division engineer for
the Utica & Mohawk Valley Railway Co., for the following data
and accompanying illustrations selling forth the method employed in
Iniilding the concrete culverts on this line.
I he general form of culvert adopted as standard comprised a
length of vitrified pipe of double strength, 24 in. in diameter, bedded
on a foundation of concrete throughout its entire length, and having
its ends set in concrete end-walls.
The form and approximate dimensions of both single and dou-
ble barrel culverts will be understood from the sketches.
In building, the |iipe was laid on concrete foundation, having a
thickness of 6 to 9 in. Where the soil was boggy with little support-
ing power, 18 to 24 in. of sand and gravel, rammed in layers, was
put in under the concrete. The concrete was carried half way up
the sides of the pipe throughout the entire length, as the engravings
show, and dirt filling was put in over the whole to grade. In the
ind-walls, the concrete was carried down appro.ximately 2 ft. below
the bottom of the pipe, depending on circumstances. In some cases
a greater depth was required in order to get below the frost line.
The materials utilized were as follows: .411 masonry concrete;
gravel Uikcn from vicinity of work ; ami portland cciiiciil. Tlie
SIXllLK BAKKEL CULVERT IJEI^OKE I'lLI.lNi; IN.
proportions for concrete in the smaller structures in most cases
were; i part packed cement; 3 parts loose sand; 7 parts clean grav-
el. In the early part of the work the proportions 1:2:5 and 1:3:5
were used in some of the culverts, hut with the materials at the
company's disposal, using the sand and gravel of tlie vicinity, it
was found that the best proportions, as determined by experiments
and tests, were as previously stated: 1:3:7. In the foundations,
however, i -.4 :8 has been found very acceptable.
In placing the materials in culvert work it was found economical
to have one form made up and this was used for all of the end
IKilIlil,!'; MAKKKI, roNlKETK I'lII.VI'.K'l' Siri)WlN(; lONll WAI.I..
walls. The one form served for nearly all llic single culverts on
the line, as it was used over and over again. Of course a different
form was needed f(ir !lic dnnliir fiiiverls.
« »»
rile Islmira (N. Y.) & .Seneca Lake Railway Co. had to suspend
service for several days alx)Ut the miildlc- nf J.inuary, owinn in its
inability to secure a snow plow.
Tlie N'urfolk ( Va. ) Railway & Light Co. has .innounced llial
hereafter fares will be 5 cents straight. The company had been
selling six tickets for 25 cents. The increased cost of operating,
due to the high price of coal, is the cause of the cliange.
96
STREET RAILWAY REVIEW.
(Vol. XIII, No. 2
THE MANCHESTER-LIVERPOOL MONORAIL.
The Manclicstcr & Liverpool Electric Express Ry. with which the
name of Mr. V. II. Hclir has hceii associated for several years has at
last ohtaiiied the sanction of Parliament to construct a monorail l>e-
Iween Manchester and Liverpool and the work of constrnction has
recently lieen commenced. This project has licen 1>efore the puhlic
lor a lonn lime and a paper by .Mr. Hehr in regard to this road was
pnbiishcd in the "Review" in -Augnsl, lyoi, page 504, in which the
general plans of the road were outlined. A more complete descrip-
tion of the details of this road was pnbiishcd in the Tramway &
Railway World for November, iijoj. from which the following state-
ments are taken. The total length of the new line will be 34'/l- miles
and it will have a double track throughout. Both the termini in
will he 3 in. wide and the base s in. wide. The rail is 5'/j in. deep.
The head is 2 in. thick from the face to the webb. The four guide
rails will be laid longitudinally, two on each side of the (resile.
These rails will weigh 30'.i lb. per yard and will be of a two-headed
pattern, the outer or contact face being l}i in. wide and the inner
face being i^ in. These rails will be 3',i >"• deep from face to face
and will be laid so tliat the center line of lower set will l)C l ft. iVi
in. above the surface of the ties, and the upper ones 2 ft. 9 11-16 in.
above the ties. They will be held in position by angle steel plates
boiled across the trestle. The guide rails will not actually bear
.-igainst the sides of the trestles but will be sup|>orlcd by the bolts by
which they are held and the angle plates which are riveted across
the trestles from side to side.
It is intended to run single cars as trains, Mr. Behr being of the
1>LAN ANIl SECTION or MONORAIL CAR.
Manchester and Liverpool arc located centrally in these cities. The
greater part of the road is straight and the few curves which it
conlains are of comparatively long radii.
There is a great diversity of grades along the route varying from
I in 25 to I in 1,168. .\ feature of the grades is the steep ascent i in
30 for nearly 1,200 yards from the station at Manchester, and I in
25 for a similar distance from the station at Liverpool. These grades
arc for the purpose of acceleration of speed on starting from either
end of the railway and of retarding the cars on approaching the ter-
mini. It is intended to establish a ten-minnte headway of trains be-
tween the two stations and the trains will perform the journey in
JO minutes which will require a speed of no miles an hour.
The main track rail, or monorail, will be supported on a continu-
ous trestle-like structure which will rest on ordinary wooden tics 9
opinion that, at the rate of speed at which they propose to run, it
will be unsafe to couple the cars into trains. The use of couplings,
he considers, would introduce a source of danger which should not
lie attempted where such high speed is to be attained.
Three clas.ses of cars have been designed and approved for the
line which will accommodate respectively 72, 50 and 38 passengers.
For the initial service the smaller cars, which are shown in the ac-
companying illustrations, will be employed. These will be 41 ft.
10 in. long over all, II ft. wide, and II ft. 9 in. high from the sur-
face of the ties. From the floor of ihe car to the top of the roof will
be 6 ft. 8!4 in. They will be formed with pointed ends to reduce the
resistance of the wind and when fully equipped each car will weigh
39 tons.
The principal feature of the car construction is the main central
DUOTOpDD
DCGD
ELKVATION AND SECTION.
ft. long, ID in. wide and 5 in. thick. These lies will be spaced 3 ft.
center to center except where joints in Ihe rails occur where they
will be 2 ft. J^ in. between centers. The triangular frames which
support the monorail will stand 3 ft. ii'/i in. above the surface of the
ties and will be 2 ft. 8 in. wide at the base, narrowing to 12 in. wide
.It the top. The side limbs of the trestle will consist of y/i x 3 x J4-
in. angle steel. At the top of each trestle the side pieces will be held
together by a cross angle plate of J^-in. steel 6 in. deep with a 3-in.
angle piece. Each trestle will have a steel sole plate which will be
bolted to the tie, and the side piece of the trestle will be formed with
a flange at the bottom which will be riveted to the sole plate.
Five rails will be used in connection with the system ; the monorail
and four guide rails. The main track rail, or monorail, will be in 35-
ft. lengths anil will weigh 103;^ lb. per yard. The face of the rail
frame of steel forming the lower part of the car which is placed
like a saddle upon Ihe trestle. The sides of the frame extend down
to within 6 in. of the sole plates. Each car will be provided with
four continuous current motors having a normal capacity of 160 h.
p. at full speed, of 720 r. p. m., but which w'ill be able to work up to
320 h. p. each for short periods during acceleration. The motors arc
arranged in pairs which are placed near each end of the car, one
motor of each pair being on opposite sides of the trestle and each
pair forming a distinct driving set. The motors will be placed low
in the car in order to keep the center of gravity of the car below
Ihe monorail. Each of the motors weighs about 2% tons.
There are four guide wheels at each side of the car which bear
against the faces of the guide rails. These wheels are 2 ft. in diame-
ter and have a bearing face of 4^ in., and on one edge a flange of
Feb. 20, igo.vl
STREET RAILWAY REVIEW.
97
I in. They revolve horizontally witli the flange downward. The
guide wheels are considered the most important factors in the oper-
ation of the car as they comprise the special provision for safety.
The flange for each wheel will be below the edge of one of the guide
rails which will make it impossible for the driving or trailing whecU
on the car to leave the track rail. A certain amount of lateral play is
admitted through the use of springs but this is limited to the point
where the guide wheel flanges bear against the under side of the
guide rails.
There are four vertical wheels for each car which constitute the
main track wheels. Two of these are drivers and two are trailers.
The former are 4 ft. 4 in. in diameter and the trailers 3 ft. 5 in. in
diameter. The wheels are s '"■ wide and have a central groove on
their faces 2 in. deep and 3 in. wide in which the track rail bears.
These wheels are located at considerable height above the motors
and are boxed in the interior of the cars. The distance between the
center lines of the motor shaft and driving wheels is 4 ft. O'/i in. and
connections will be made by means of sprocket chains. The velocity
of the chains will be from 1,800 to i.goo ft. per minute. The two
motors at each end of the car will be connected to tlie same driving
wheel.
The current for operating the road will be generated at a station
to be erected at Warrington which is exactly midway between Man-
chester and Liverpool. It will be a tri-phase alternating current of
15,000 volts, and five sub-stations will be located along the line
where the current will be transformed into continuous current at
650 volts. The motors are to be wound for 600 volts. The current
will be collected on the cars from two conducting rails, one being at
each side of the trestle near the ends of the ties. The conductors will
be 5 in. wide on the surface and 9 in. high from the surface of the
ties. Circular brushes i ft. 9 in. in diameter will be placed at the
sides of the car to collect the current from the side rails. There will
be four of these brushes on each side of the car.
It has been calculated that the power reiiuired during acceleration
will be 1,114 li- P- and throughout the run after speed is attained it
will require 515 h. p. per car or 129 h. p. per motor. It is intended to
equip the cars with high speed Westinghouse brakes which will be
able to retard the car at the rate of 3 ft. per sec. per sec, which will
bring the car to a stop in about 1,380 yards. In addition to this
method of braking a resistance will be used through which the mo-
tors will be short circuited so that the remaining adhesion on the
driving wheels will be utilized for braking. With the motors short
circuited and the Westinghouse brakes applied the two combined
will stop the car within a distance of 768 yards.
.\ method of electric semaphore signalling is to be employed which
is largely automatic. When the car starts from a terminal it puts the
first semaphore to the danger point and an indicator in the signal
cabin shows the words "line blocked." A similar operation is re-
peated when the car passes the second semaphore signal. On coming
to the third semaphore the operation is repeated and in addition the
circuit is established through the first semaphore causing it to drop
and the indicator corresponding to it in the cabin to change to the
words "line clear." It will thus be seen that there is always one
complete section blocked immediately behind each car. The line
from Manchester to Liverpool is divided into 5 sections of nearly
7 miles between each signal post. If the car passes the signal
when it is at danger a circuit is closed which causes an electric
gong to ring continuously and the motorman of the car is thus
warned that the car ahead has, for some cause, been stopped at a
minimum distance of seven miles in front of his own car. The same
circuit which rings the gong also operates a circuit breaker, in doing
which it cuts oflF the current from the car motors and it also automat-
ically puts on the Westinghouse brakes. If the semaphore is low-
ered the gong circuit is not complete and the gong does not ring.
If for any cause the car should run backwards past a signal it would
immediately put the signal two stations behind it back again to dan-
ger. Signal cabins will be placed along the line each of which will
be in charge of one man. The cabin will be furnished with two sets
of electrical apparatus, one for the up and one for the down line.
The indicators in the signal cabins show the words "up line clear,"
or "up line blocked, "down line clear," or "down line blocked."
The cabins will be connected with each other and with the trans-
former stations and the generating station by telephone.
It is believed that this line offers almost absolute safety from col-
lisions as there are no grade crossings or switches, and there will
never be more than two cars on one track from end to end what-
ever the number of passengers carried. A high fence will enclose
(he line from end to end. The terminal stations at Manchester and
Liverpool are practically similar buildings. The level of the rails
will be about 60 ft. above the street level which will necessitate the
use of elevators for the passengers, The cars will be transferred
from one track to the other by means of turn tables operated by
hydraulic power. The station buildings will be of brick and steel
construction and will contain the store rooms and executive offices of
the company.
PROPOSED IOWA INTERURBAN.
The Commercial Club of Omaha, Neb., has been asked tu give its
indorsement and moral support to the Des Moines & Omaha Electric
Railway. This is a proposed line from Des Moines, la., to Omaha,
Neb.
Mr. Lyman Waterman of Omaha is the chief promoter of the
enterprise. Mr. Waterman is manager of the Creston (la.) Electric
Light, Heat & Power Co. That company has under construction a
road from Winston, la., to Creston, la., a distance of 40 miles. In
addition to this section the proposed road would cover the 84 miles
from Omaha to Spaulding, near Creston, and the section from Win-
lerset to Des Moines.
Mr. Waterman is at present working on that part of the road from
Omaha to Spaulding. The cost of this section is placed at $250,000.
It is expected that free right of way will be obtained and that, pos-
sibly, township bonds may be voted by some of the towns along the
route.
The road would run midway between the Burlington and Rock
Island, roads and would traverse a fertile farming country not
closely touched by any railroad. It is proposed to run a branch into
the coal fields north of Corning, la.
With the entire road completed Omaha and Des Moines would bo
within 150 miles of each other by rail, which is at least 10 miles
less than any present route.
The road will be of standard gage and will do a regular freight
and passenger business.
DECATUR TRACTION & ELECTRIC CO.
The directors of the Decatur Traction & Electric Co. met on
January 12th and declared a dividend of ij'^ per cent. This is the
first cash dividend in the history of the company. Ten years ago a
dividend of Ij4 per cent was paid in stock. The capital slock of
the company is $250,000.
During the past year the company carried 2.100,000 passengers, an
increase over the preceding year of 350,000. The largest single day's
business was $900 or 18,000 cash fares. Two new cars were added
to the equipment during the year. About a mile of track was
relaid with new 62-lb. steel rails which, with street improvements,
cost about $30,000.
During the present year the company expects to make some ex-
tensions and to relay more of the old track with new steel rails.
It is intended to add four new double truck cars to the equipment
very soon. It was suggested, at the directors meeting, that the con-
ductors and motormen be given an increase of one cent per hour in
their wages. The suggestion was approved but no definite action was
taken. There was no change made in the ilirectorate or man-
agement.
RAILWAY COMPANY BUYS ELECTRIC PLANT.
.Announcement has been made of the sale of the Scotldale (Pa.)
Electric Light, Heat & Power Go's, plant to the Pittsburg, McKees-
port & Connellsvillc Railway Co. of Pittsburg. The latter company
now controls light and power plants at Scoftdalc, Uniontown, Con-
nellsville, Dawson, and Mt. Pleasant. The terms of the Iransactinn
have not been made public.
The purchase dales back to Jaiuiary 1st. Charles H. Loucks,
cashier of the Scottdale First National Rank, has been appointed
trustee to complete the business of the old company.
98
STREET RAILWAY REVIEW.
[Vol. XIM, No. 2-
THE PROGRESS OF ELECTRIC TRACTION IN
GREAT BRITAIN.
The electric Irainway fever in Great Itrilaiii shows no signs of
abating. No week passes but what we hear of new enterprises in
thi,s field, while of those lines already in operation the financial suc-
cess varies ({really. Among the chief conditions likely to aflfect the
prosperity of tramway undertakings, we may mention the c.instruc-
lion and equipment; the nian.igement ; the supply of power; the
steady growth of traffic; competition; initial outlay and a due pro-
vi>ion for depreciation. The construction of electric tramways, as
of electric railw,iys, still remains an open question.
In Great Britain the electric tramway is still in its inlancy, the
great growth is yet In come, and it promises to assume vast pro-
portions.
In 189S the track mileage 'was 365 and the number of cars 2,117: >n
1900 the unmbers were 576 and 3,033 respectively, while in 1901 they
had risen to 777 and 3.821, showing an increase of 112 per cent over
1898 in track mileage and of 73 per cent in cars. The figures for
capital invested were, in 189S: Companies, £9,800,000; igoo, com-
panies ^14.5(10,000, and nuuiicipalitics, /2,750,ooo, and in 1901: Com-
panies, £19,750,000, municipalities, £10,520,000. Thus 1901 shows an
increase of 210 per cent over 1898, and the capital invested in this
country in electric tramways compares very favorably with that of
the I'nitcd States, which can claim a seniority of at least 10 years
in this kind of electric traction, and where the mileage is more than
30 times greater than in Great Britain.
A great number of new schemes have been prepared for the ne.xt
session of Parliament; by far the greater nundier of projects are
for linking together small towns in agricultural or industrial dis-
tricts rather than for purely urban service. One proposal is ti com-
ncct the County of London from the termini of the London County
Council boundaries with many outlying towns. The London United
Tramway Co. (in which Mr. Ycrkes has an interest) has already
done nuicli in this direction in the west and southwest of the metrop-
olis, and is seeking power for road widening at certain points. The
British Electric Traction Co. has annexed south and southeastern
suburbs and with Croyden as the center, proposes extensions to Car-
shalton. Mitcliam, Beddington, Wellington, Penje, etc. — thus pene-
trating the beautiful rural districts of Surrey and eastwards to
Beckenham, Bromley, Farnboro, Ghelsfield, Halstead and Lewisham,
about 12 to 14 miles in all. There are new schemes for Kent to
radiate from the existing lines at Greenwich. Several promoters are
busy providing rival enterprises for Stroud. Rochester and Chatham
and thertcc to Rainham, Gravesend and Maidstone. The most nota-
ble of the new provincial schemes is that of the Nottingham &
Derby Tramways Co. for a large network between the Coi'nty Bor-
oughs of Notts and Derby; the lines varying in length from 10 to
17 miles and radiating in all directions; this, it will be seen, is an
important enterprise. Birkenhead and Chester (15 miles) are to
be linked; Gosport, Farcham, Porcheslcr and Cosham are to en-
circle Portsmouth Harbor. These are some of the principal schemes
but there arc many others. We may look forward to the time when
it will be possible to travel from south to north throughout Great
Britain by the trolley line as in the United States.
But meanwhile local authorities and nninicipal bodies raise in-
numerable difficulties and prevent through services, as, for instance,
in the Potteries district, and more recently at Birmingham and
Bournemouth. Middleton is now connected with Manchester by the
electric tramway line inaugurated at the end of December; the road
is 6 miles in length, and the journey from end to end is covered in
40 minutes ; the fare is 354d, whereas on the Lancashire S: Yorkshire
Ry. the third-class return fare for the same journey is 8d. ; the new
competitor is likely to prove a formidable rival with its continuous
15-minute service. The average weekly receipts for Manchester
Tramways total no less than £8,000, the passengers carried being
well over Ij4 millions. The 11 miles of track laid down at Wol-
verhampton on the Lorain surface contact system have so far proved
entirely satisfactory, but the crucial test will come with snow and
ice ; 23 cars are in daily use.
In considering the question of urban electric tramway manage-
ment, experience and reason are in favor of promotion by com-
panies rather than by municipalities, and for the following reasons :
The cnlerprise, which is a commercial one, is founded on capital
borrowed on the security of the rates, and electric tramways cannot
be considered a suitable investment for public funds. They are
a purely speculative venture; the prosperity they enjoy is absolutely
dependent on their having and retaining a heavy traffic— one might
say in most cases a monopoly — which might at any moment — so en-
gineers tell us — be destroyed by the long looked for improvement
in motor omnibuses, or the invention in this field promised us luf-ire
long by Mr. Edison which is to render all present electric tramway
systems obsolete. In London and other large cities ihe risk to the
ratepayers is increased besides by the prospect of numerous com-
peting tube lines and by the imminent electrification of suburban
lines by the great railway companies. Furthermore, every sign of
the times points to imlustrial redistribution in the near future. The
use of electric power and the facilities for transmission to a great
distance make it advisable and possible for large factories to be
established in outlying districts, where land and rates are cheap in-
stead of in cities where rents and taxes liecome every year more
prohibitive; the example of the British Westinghouse Co., in estab-
lishing its works at TrafFord Park well outside Manchester, and of
having a small township for the employes around the works, cannot
fail to be followed, more especially in those districts conccted by in-
tcrurban electric tramway lines with facilities for establishing a
practical freight traffic obviating re-lading. Thus will a substantial
portion of the passenger traffic in cities be diverted into rural dis-
tricts and where will then be the prosperity of the numicipal tram-
way lines? The burden will fall on the diminished number of rate
payers.
The treatise of Mr. McDonald McColl, the late chief bookkeeper
to the Glasgow corporation, draws attention to the principle that in
tramway and railway undertakings revenue should be charged not
only with the cost of maintenance, but also with the depreciated
value of buildings, plant and equipment, altogether apart from the
repayment of loans constituting the capital outlay. The permanent
way is the most rapid item of depreciation in the equipment of a
tramway, and in Glasgow we find that the revenue is charged with
£450 per mile annually to meet the cost of renewals, the a-cragc life
of the permanent way being reckoned at 10 years.
Now that there is so much in the air concerning the electrification
of suburban lines, it is interesting to hear of a new development in
steam traction which is expected to serve better than electricity for
heavy local traffic. The Great Eastern Ry. has been seriously en-
gaged for some time trying to solve the problem of carrying no less
than 6,410 passengers to town by one branch alone during one cer-
tain half hour of the morning (7:30 to 8;oo a. m.) without over-
crowding. During that half hour eight trains from the Wood street
district disgorge their crowds at Liverpool street station. Taking
the aggregate number of seats for those eight tiains, there should
be plenty of room for all, and yet the overcrowding seems inevitable
because the public does not spread itself evenly over all the trains.
The length of platforms at the terminus prevents the use of more than
15 coaches, which carry together 852 passengers. An electric motor
car or locomotive running at the briefest intervals would, the rail-
road company points out, fail to cope with such congestion of traf-
fic. The Great Eastern, which has been using petroleum locomotives
whenever the price of oil is less than that of coal, is building at the
Stratford works a locomotive for burning coal, which is to revolu-
tionize steam traction and put off the day of electrification.
D. N. D.
SEEING WASHINGTON OBSERVATION CARS.
The Washington Railway & Electric Co., of Washington, D. C,
is running special observation cars for visitors to the capital, known
as "Seeing Washington Observation Cars." The cars used in win-
ter are elegantly upholstered and electrically heated while in the
summer commodious open coaches are used, insuring under all con-
ditions the comfort of the passengers, .\bout 25 miles of road are
covered and over one thousand points of interest are passed. An
expert guide is on each car. The trip is made twice daily including
Sund.\vs. It occupies about two hours and the round trip fare is
50 cents.
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
99
CONNECTICUT STREET RAILWAYS.
The report of the railro.nd commissioners of the state of Connec-
ticut for 1902 has jiist been issued, a large portion of which is
devoted to the street railways of the state. The street railway com-
panies were first required to make annual reports to the railroad corn-
increase of 63 per cent. The capital stock in 1895 was $8,604,240, and
during the last year was $23,571,248, showing an increase of 174 per
cent. The earnings have increased from $2,232,051 to $3,937,771, or
80 per cent. The passengers carried in 1895 numbered 38,037,474,
and for the last year the number reported was 91,554.028, an increase
of 140 per cent. The report for this year shows an increase of 5
TABLE No. 1.
STRBBT RAILWAYS.
1 1 Braoford Lightine it Water Co. . Eaat Haven
2iBristol A Plalnrille Tramw'y Co., Brislol
8 Conn. Railway £ Lighting Co., . Bridgeport
4 Danbnry 4 Bethel Street R'y Co.,|Danbury .
5 Oanieleon A Norwich St. R'y Co.,
6 .-.-_-.
7
To-
K. Hfd. & QIas'b'ySt. R'yCo.," East Hartford
PairUaven A Weetville R.R.Co.. New Haven .
8 F«rmington Street R'y Co..
9 Greenwich Tramway Co., .
10 HM., Man * RockVe Tram. Co .
1) Hartford A Spngfi'd St. Ky. Co.,
12 Hartford Street Railway Co.,
I West Hartford
K. Portcheater
iBumside .
East Windsor .
Ilarttord
13 Manofactorers' Railrond Co.;2 . Sew Haven .
14 Meriden Eleciric Railroad Co.. . iMeriden .
15 .Mer. , SouthiD2t"n A Com T. Co.. IMeriden .
lti|Middlelown Street Kailway Co., Middletown .
n,Momville Street R'y Co., . |Norwich .
18|Newin*rton Tramway Co.,' .
19 New London Street Railway Co . .New London .
20;Norwjch Street Railway Co., . 'Norwich .
21iPeopIe'B 'Tramway Co.. . jDanielson
23 So. Man. L't, Power & Tram Co..* So. Manchester
23]Somers A Enfield Eleciric R'y Co., I
24 Stamford Street Railroad Co., . Stamford
25|SuffleId Street Railway Co.. . |Siiffield Center
StiTor'plon & Winche.'^IerSt. Ry.Co..!Torrineton
27, The West Shore Railway Co.,' . Savin Rock
28, Wincheeler Avenoe R. R. Co.,' . New Haven
29 Worcester A Conn. East'D R'y Co
Branford.
Plalnville, Forestville. .
New Britain, Waterbury, Derby,
Milford. Sbelton. SaugalticU,
Norwalk, and South Norwalk, .
Bethel
Road under constrnction.
Glastonbury
Westv., M'towe., K. Hav., P. Hav.,
Mt. Carmel,
Dnionville,
Mianus,
Manchester, Rockville, .
Mass. State Line
WethersCd, W. Hfd., Rainb., Elm-
wood, E. Windsor Hill, E. Hfd.,
Newington, . . . . '.
Wallingford,
Compoonce,
Portland, .
New London,
Baltic. Yantic, T'eville, Laurel Hill,
North GroBvenordale.
Manchester.
Road under construction.
Mass. State Line. .
Winsted
Woodmont
West Haven, ....
Road under construction.
Length of
main tracks.
5.151
7.337
151.750
10.637
9.765
68.475
9.700
5.668
16.897
13.000
75.081
1.864
18.100
11.64-i
9.060
10.463
7.681
17.004
15.939
.7J5
12 490
4.706
12.5.59
4.370
18.070
Length of
sidings and
turnouts.
Total com-
|)uted as
single tracks.
1.856
.587
7.600
1.096
.447
2.7')3
1.100
.189
.440
.473
2.385
1.400-
.693
.875
.504
.493
.650
.600
.200
.208
.471
.120
1.880
6.507
7.924
159.280
11 713
10.202
71.228
10.800
5.757
17.337
13.473
77.466
1.304
19.500
12.335
9.925
10.667
8.073
17 664
16.439
.795
12.690
4.914
13.030
4.490
19.950
Motive
power.
Eloct'y.
Capital
aathorized
by charter.
$600,000.00
1,000,000.00
16,000.000.00
333.000.00
50.000.00
6.000.000,00
189.000 00
600.000 00
500,000.00
600.000.00
2,000,000.00
20.000.00
1,000.000 00
5011,000.011
300,000.00
300,000.00
.500.000.00
600.000.00
400.000,00
100,000 00
200.000 00
200.000.00
300.000 00
1,000,01 0.00
200,000,00
1,000.000,00
50.000.00
Stock
issued.
t20P.000.00
100,000 00
15,000,000.00
.3'30,00O.(»
Bonds
issQcd.
|30O,'000.0O
136,000.00
9,360.000.00
200,000.00
932,232,00000
3,000,000.00
189,000.00
135,000.00
300.000.00
400,000,00
1,000,000.00
20.000.00
1,000,000.00
2(10,000.00
135,000.00
250,000.00
8 00
250.000 00
250.000.00
400,000 00
10,000 00
60,000,00
92,340.00
60.000.00
200.000.00
80,000,00
800,000.00
50,000.00
{23,571,248.00
200,000.00
1,133,000.00
160,000 00
200.000.00
400,000.00
2,600,000.00
6oo.oob',6b
175,0O0.0»
150.000.00
250,000:00
140,000 CO
350.000,00
600.000.00
75.000.00
' i.w.oob'.oo
30.0110.00
600,000.00
$17,488,000.00
1 Operated by Hartford Street Railway Co. 2 Buatness of this company consists of moving frei|rht cars of steam railroads iu New Haven to and from manufac-
toria^ coDcerns. .« Operated by Hartford Street Railway Co. and Conoecticut Railway A Ligbtinip Co.
4 Operated by Hartford, Manchester & Kockville Tramway Co. 5 Operated bv Fair Haven A Westville Railroad Co.
6 Operated by Fair Haven & Westville Railroad Co.
TABLE No. 2.
1
B
STREET RAILWAYS.
Floating
indebted-
ness.
Capital
stock,
bonds,
and float-
ing debt
per mile
of road
operated,
including
sidings.
Cost
construction.
Cost
equipment.
Cost of
construc-
tion and
equipment
per mile of
road
owred.
Cost of
construc-
linn per
mile of
road
operated.
Gross
earnijigs.
Gross-
earnings
per mile
operated.
Gross
earn-
ings per
mile
run.
Operating
expenses.
Operating
expenses
per mile
operated.
Operat-
ing ex-
penses
per mile
run.
Net
earnings.
1
2
8
Branford Ltg. A Wat. Co..
Brist. A Plain. Tram. Co.,
Conn. Ry. A Ltg. Co. , .
Dan. ABelhelSI. Ry. Co..
nan'U'n AN"hSt.Rv.Co..
"■ Jl'.5()b!o6
260.000 00
21.500.00
63.788.20
•i!l,84(1.41
'154 607.78
46.151.8;
Road
66,02V.93
17,600.00
67.416 58
29.24.3.81
60.862 46
37.267.:J4
24.193,55
85,200.00
30.7.56.98
20,298.73
46,873 53
!352,IW0.65
2.19.214.96
'24.523.339,38
423,084.56
under constru
200.000.00
3,744,233.75
107,041.83
333,776 1 1
390,749.6<
6.52.488.57
2,738,581.05
28,2.58 00
1.636,790 96
' 37«,9;2.9S
' 275,679,89
433,160 13
No rqpmt.
$34,461.23
$68,601.38
37.:)06.43
' 161,0:16,50
51,746,05
J68.601.38
32,609,34
■ 39,7ll5!2I
t32.833.20
41.316.91
1,100.868.35
77,780.18
J6,37414
6.631,54
7.296,4f
7,312.22
t.l83
.195
.2147
.2235
111,645.88
31,850.56
668.454.34
66,548.13
J2,260.89
4,341.13
4,405,84
5,316.17
80.065
.15
.129
.168
t21.187.S2
9,466.36
488.414.01
21,232.00
4
S
1-37,3.38.17
clion
« E. H A Olaat. St. Rt .' .
"840,bbb't.6
7.00000
20,000.00
""ixm.w
161.400 00
4,375 00
5,800.00
"367.775! 68
49,510 37
66.698.65
176.678.53
263.0:».5('
872 517 15
8.810.31
62.182.00
""'78,944.26
20 602 .30
7 Fair Hav. A Weslv. R.R.,
8;F«rminglon St. Rv. Co.,
9'0re«nwirh Tram, Co., .
10 H , M A R Tmra. Co...
llinan.ASpr'gfd St. Ry.,
12 Hartford St Ry. Co.. .
]3Man'rclarerB'K.R Co..'
60.051.23
16.140.43
71,934 16
.33.532.41
62,732.23
48.096,03
27.176,18
93,.')I3.42
.32„552.22
80.4.50.81
48,847.78
54,6ao.'39
11.0;l5.2l
69,945 24
23,125.38
41.007 09
30.232 50
20.717.01
90.430.44
"41,30269
080,171 18
36,004,86
23,'369 76
130 993.01
44,709.42
780,558 37
8,75'3.63
138,.563 88
50.286 32
40.11381
89,760.88
10.201.93
3,711.8!
4,177.19
7.404.08
3,189 18
8,616 95
6,416 88
7,651,86
8,704.87
4.432,1c
e,57e,B('
.1908
.1721
.1736
.2772
.1636
.182
627.786.73
:!4.997 83
16.142 29
104,987.67
30,983 :»
536.880,51
3.^014:1
89,2.57.17
35.443.40
27.T87.77
47.809.38
6.534 20
3.608,02
2.719.52
r.9.'i4 IH
2.844 79
5.926.88
3.83.3.16
4.931,3.1
2,611 31
3,07047
4,669 36
.122
.1676
.1130
.222
.1271
.125
"!i'395
.1096
.1479
.'3089
352.384.45
1.007.03
8.117.46
26,005,44
7.727.07
248.077.86
4.888.20
14
15
IS
17
18
19
20
21
22
23
Meriden Elec. R. R. Co.,
M.. fl. A Comp. Tram., .
MIddlclown St. Rt. Co.,
Montvllle St. R7. Co., .
Newjozion Tram. Co.,'.
.26ii
.1653
.2135
.3933
49.296.71
14,842.02
12,326.04
41.951 00
Sew London St. Ry., .
Norwich St. Ry. Co., .
I'eople'fl Tram. Co ,
8. .\f«n. Lt . P. A Tram,"
38.obo.66
26,61690
48,3bi).i6
36,139.13
62,444 00
I2,5;8.6a
' 2.),44i*.9i
14.039.88
29.608.06
24.498.66
61,243.21
Road
•340.9)4 86
.561.687.27
' 1. 036.000.00
11.821.69
60.000.00
3'33.724 28
61.908.93
a.53.13347
102.651.86
778.1H9.41
under constru
39,881,101.71
168,259.29
121,461.76
No e4iprnt.
63,977.59
39,758.41
64.;)07.67
14.870 06
Hood
28.873.05
15,388,08
.31,730.76
35.341.16
60,947.81
31,782 73
32,615 11
70.167 99
109,814 99
60.0.32 00
9.823 32
6.45820
3.766.3f
.2886
.27.36
. 1560
40.730,70
60.661.19
41.618.29
6,702 18
3.920.33
2,801 20
.1673
.1661
.0110
29,437.29
4.3.153,80
16,.383.71
Som AEnf E|.e Ry. Co..
143,016! ■78
•2)414 16
34.490.00
under ron
25,922.86
13,156.31
28,117.96
23,490 00
84.465,86
Btruction.
03.983,66
4,696,10
47,216.03
• '"!!!!!!!!!
24 Slamforil St. R. R. Co., .
25 Saflleld Street Ry. C... .
2« Porr A Winch. St. Rr.,
27 Tlie Wc.t Shore Ry. Co..'
28 Wlnche«ter Ave. R. R."
» Wore * f:i. F.»ln Ry Co..
36.900 17
10,511 65
46,323.M
8,001.47
436,567.66
5,122.79
976 65
3,769.41'
,1606
.0880
.2020
40.210 68
3,468.08
25.07964
3,2'r9,42
736,91
1,99696
.1046
.0660
.1070
23.773.07
1.128.04
22,135.39
Tottl, . . . t
l,«M,gM.34
7 ,21S.98
2,1)24,064.60
82.670.45
70,419.46
8,937,771.40
6,957.77
.9032
3,960,2S6.eS
4,606,0»
.1816
1,887,B8*.77
« InciodlDg n* and electric propertlce, „ ... , ._ ,_ „, ..^
"^ BoeincM of tbfa road C00i*llU of moving freight cam of steam railroads In New Haven to and from manufaetnrlDg i-oncem«.
3 tncladlof; gas and elcetric plants and equipment.
a OiK-rated by Hartford Street Railway, Compaoy.
• Ini;lode« equipment. « Operated by HartTord St. Ky. Co. and Conn. Hallway 4 Lighting Co ' Amount paid 10 contractors; rood under connlrncllou.
• Owrated by Hertford. Manrbwler A Kockville Tram. Co. » Operated liy I'nlr Haven A Weslvllle Railroad Co. "o Opernled by Fair Haven A WeBlvllle Rollrcmd Co.
■ The Wliicl..-«u r Ave. K. I(. was oi«rnUd during the year under a IralBc agreement with the Fair Haven A Westville R. R. Co. under which the former road received $97,346.57,
bclog 37.15 per cent, of the groM lucoml!, viz.- $358,547.93.
missloncrs in 1895 and a comparison with sonic of the items of tlu-
first report with similar items in the present report shows the
growth of street railway traffic in the state to have been large. There
were then 317 miles of street railways and there are now 517, an
pir cent in iiiikaKe, 9 per cent in earnings, 17 per cent in the nuiii-
licr of passengers carried, over the same items for the previous
year. The present miinhcr of street railways reported is 29. There
were 32 companies last year, 9 of which were merged into the Con-
100
STREET RAILWAY REVIEW,
(Vol. XIII. No. 2-
nrcticitt Railways & I.igliliiig Co., and six new companies have since
K'cn added to the list. The six new companies are The Branford
Lighling & Water Co., the Danielson & Norwich Street Ry., the
Greenwich Tramway Co., the Somers & Knfield Electric Railway
Co., the Sudield Street Railway Co. and llie Worcester & Connec-
ticut Eastern Railway Co. There are several other street railway
lines in the process of construction in different parts of this state.
The Danlniry &■ Harlem Traction Co. has a partially completed line
cxiendinR from l>inbury to a junction to the llarlem R. R. at Gold-
All of the railways of the slate have been inspected by the railroad
commissioners as required liy law. and found to he in a satisfactory
condition. The mileage of all of the street railways of the state in
operation on June .30, 1902, was 517.454 miles of main track exclusive
of sidings and turnouts, and 54.?, 5.5.3 miles of single track including
sidings and turnouts, showing an increase for the year of 25,227
miles. The Ixtndcd debt of all the companies is $17,488,000, paying
$.1.?.796 per mile of road. The Hoating indebtedness of all the com-
panies is $1,929,914, paying $3,729 a mile of road. The cost of con-
TABLE 3.
i
STRBET RAILWATS.
Hi
•0
c
>
a
i
a
-a
1
mi
So|
E
b
it
ACCIDINT*.
I
Killed.
iDjD'ed.
1
BnoTord Linhtlng * Watar Co. .
Briatol A Plamvillt Tramway Co .
Conoecllcnt K^ilwav A Lt^litlDK Co , .
Danljury * Bellicl Si. Hy. Co , ,
UanieUon A Nornich SI Ry. Co.,
t4.1l3.M
I,290.«
i.awAJ
S.IH
.0150
.0850
.061
te'.bbb'.oo
"9,60006
Koad
t6.87S.00
6.9J0.00
429,360 59
10.255.86
under con
%\ 711.45 e;W.897.41
JS9,120..'i6" 1
«6S,7II9
845.M0
26.455.490
1,895,165
m,4n
lt4.M7
144387
134,6m
t
y
1,6.37 00
88.337 98
2.085.00
rttmcUon.
13.0.)0 10
1 08.860 31
30,0!i3,67
18,40061
1 01.026 68
18.802.29
812.836
5.161,997
317,880
s.s
4.26!
4.116
85
46
3
4
5
a
B7
18
«
7
SO,5UJ30
16,51619
t-air Haven A We»l»lIlo R. K. Co., .
3,067.73
103 8S
1,457 80
1,469 89
S73.52
2.090 07
3,5-H.72
2,723 bi
1.093.M
1.1101.99
4,009.51
.0686
.0018
.0606
.055
.0265
.057
"loiis
.0158
.owe
.18S)
137,500.00
57,737.47
48,758 19
701.33
Cm35
2,525.00
40,187 68
411.05
6,607.45
2,3:15.98
1.584 02
4,600.00
43.811.61
19,481.53
2i.4»9.71
17.751 6:1
30.769.23
13.318 91
14.062.75
65.24.S.02
17.179.17
14.917.12
2.) ,893. 73
5.137.357
JJ(I,832
l:ia.96l
472,431
21I0,9«6
4,291,176
■■()»,6i2
323,654
187.860
328,760
26.010.J59
291,049
465.195
1,298,960
883,722
19,160,210
'3,2M',.38i
061.820
949,787
1,521,901
ai2,006
30.876
83,548
62,603
«4.766
174.1-1
i4s',07i
70.802
87,514
113,819
8752
1.41
8.47
2.51
2.89
8.68
8'757
S.97I
4.220
6.682
880
20
75
45
6S1
4
*0
43
ao
6
62
9 rtrwiiwlch Tramway Co.,
ID lifil , MancVluT A Kockv'le Tram. Co.,
11 lliririinl .fe .SDrini^tlolil St Rv Co .
3.750.00
10,258 30
7,58.'» 00
100,a«8.17
6:».52
29.139 44
8.757. 2'J
".458.07
12.500.00
20,939.65
11,836.42
30.76923
33,297.37
27.ii2V.3i
15.0:11.78
16.574 59
23,893.73
.......
2
3
......
a
12
tl
Rartronl Su Ky. Co
11 iiiufaclurcru R. R. Co ,« .
Mcr.den Blec. R R.
HCer . Soiiurton It Comp. Tram. Co , .
miilliiowii St Ry. Co
Moalville St. Ry. Co., ....
Newin;;lon Fram. Co..»
\',>iv Lniidon St Rv. Co
60,000.00
•2
14
so
It
Iff
6,000 00
V5,bbb'.66
"
17
18
4
19
4.121.14
S,Mr.S8
965 16
.i';i2
.1075
.04
12,500.00
11,250.00
6.999.711
18,6'J517
15,000.00
4.200 00
6,200.00
5,058.00
32.977.18
14.70239
25.095.67
18.407.22
20,583. :i8
37,6«:).51
243.209
401,:)23
382.582
1,475,063
2,528,198
1,180,918
151.914
128,607
78,964
4.828
6.410
3.086
40
55
46
JO Nonvicb Si Ry. Co
21 People's Tram. Co., ....
.......
4
11
7^
3omcra A EoOeld BIco. liy. Co., .
SUmrord SL R. R. Co
SaBeld St. Ry. Co
ToMD(toD A WInchealer SI. Ry. Co., .
The West Shore Ry. Co..'
Winchester Ave. R. a Co.,'
WorcMter A Conn. Kaalern Ry. Co., .
Road
under con
S,067.45
.30521
«,390.00
struclion.
2,125.17
M
1,903 3(1
2:)9.71
1,762.61
.0619
.0220
.0»50
7.386 10
6,004.80
■ 11,91363
384,254
51,858
238,283
1,642,683
91,922
956,972
106,294
19,533
76,198
S.4S5
1.772
4.000
45
IS
1
W
1,934 951 l.'^Q'Uft.l
t1
18,.30«.64
44,272.27
40.000.00
Road
3;i,704O'J
under con
16.937.52
■•Iruction.
27,670.17
It
ToUl,
a.451.68
.0716
297,850.00
782,740i33
244,768.88
• 45,652.35
• 45,262.47
33,798 24
19,375,730
91,564,028
161,769
4.725
2,908
15
■jm
» IiKludlnE gas and electric properties. » Included in report of Fair Daven & Wealville R R. Co. > Operated by IlwLford. SI. Ry. Co. * Business of tbis company
consists of movintf freight care of steam railroads in New Ilnven to ami f rotu umnafacturing concerns. ' Operated by Hartford St. Ry. Co. and Conn. Ily. & Lighting Co.
* Operated by Hartford, Manches:cr ,t Rocltvillc Tramway Co. ' Operated by Fair Haven & Wcslvillc tt. R. Co. ' Compntcd on $43..)71.218 00 capll'al slock issued as
appears in Table 1. • Computed on S23.1-1,218.00, having tlednrted SlSO.fXXI 00 from amount shown in Table 1. For the reason that, while the Danielson A Norwich St.
Ry. Co., the Somers A Enfield Electric Ry. Co., and the Worcester & Conn. Eastern Ry. Co. each show an Issue of $50,000 capital slock, ihe roads are under construction and
report do mileage.
en's bridge. Owing lo financial complications, work upon this line
has been temporarily suspended. .^ line from New Haven to Derby is
in process of erection; also one from Mt. Carmel, through Cheshire
and Mtlldale to Sonthington where it connects with the Meriden,
Southington & Compounce tramway. The Willimantic Traction Co.
has several projected lines under construction and the Stamford
1901
1908
Increase.
Capital stock issued.
Bonds Issued
Floating indebtedness
Cost of construction and equipment, .
Gross earnings
Operating expenses, ....
Net earnings
Dividends,
Interest paid
Tales paid State
$8,137.948 00
0.908.600.00
S22.593,-4
15.N16.28K.52
3.62'.).78:l 6L'
2.2<J,S.l)63 Sx
l,i"f.i.97li.75
283.300.00
645,100 74
188,094 78
Hllea.
123,571.248.00
17.488.000.00
I,!i29.914.3l
42.778.I56.31
3.937.771.46
■-'.550 23li 09
1,387,53177
297.850.00
782.740.3;)
244,768.88
815,433.300.00
10.580,000.00
1.107,320.60
20,961.807.79
3irr,987 84
252.172 81
64.6.58.02
^..'iSO.OO
137,639 59
68,674.10
Miles.
Increase.
Length of road ciclusivc of sidings, .
..„ including sidings, .
Miles run
rasscngers carried, ..'..!
Numt>er of employees
492 227
615.8)5
18,138,124
78,222,462
8,190
16
240
5174M
643.633
19,375,730
91,554.028
2,903
14
877
25 227
27 6U8
1.237,606
13,331.566
Number of persoi,a Injored ftUlly,
•' - " •• notfaully.
»7
FINANCIAL AND STATISTICAI, STATF.MENTS OF CONNECTICUT
STREET RAILWAYS.
Street Railway Co. has extended its lines to Sound Beach and from
thence in a northerly direction to connect with an extension of the
Greenwich Tramway Co. The Meriden Street Railway Co. is also
completing an extension of its line through the borough of Walling-
ford, and the Hartford & Springfield Street Railway completed an
extension connecting with the Hartford Street Railway Co. in South
Windsor early last year.
struction and equipment of the roads is reported at $42,778,156,
which is $82,670 per mile of road. The gross earnings of the com-
panies for the year ending June 30, 1902, were $3,937,771, the oper-
ating expenses were $2,550,236, and the net earnings $1,387,534.
Dividends have been paid by nine companies upon $6,170,000 of
capital stock amounting to $297,850. No dividends have been re-
ported paid on $17,401,248 of capital stock. The total car mileage
for the year has been 19,375.730. The gross earnings per mile run
were 20.32 cents, the operating expenses per mile run were 13.16
cents and net earnings per car mile run were 7.16 cents. The num-
ber of employes in the operation of the street railways is 2,903. Tlic
number of passengers injured in the operation of the street railways
was 292 as against 255 for the previous year of whom 15 were killed.
The number of passengers injured was 174, of w^hom I was killed;
the number of employes injured was 9 of whom 3 were killed; the
number of other persons injured 49, of whom 11 were killed. The
details of operation of the various roads of this state are shown in
the accompanying tables.
ENGINEERING EXPOSITION AT LONDON.
An international engineering, machinery, hardware and allied
trades exposition is to be held at the Crystal Palace, London, from
March 2. to May 31, 1903, in which Australia, New Zealand and
the South .\frican Colonies of Great Britain will be especially repre-
sented, and it is believed that the exposition offers a particularly
good opportunity to American manufacturers who desire to extend
their trade with Great Britain and her colonies in the Southern
Hemisphere. Mr. Alfred Chasseaud, St. James Bldg., 1133 Broad-
way, New York City, has been appointed United States Commis-
sioner for this exposition and will be glad to furnish information
concerning floor space, diagrams, and other information that may
be desired.
Feb. 20. 1903.]
STREET RAILWAY REVIEW.
101
VENTILATION OF STREET CARS.
The ventilation ot street cars in some localities is one of the
most troublesome of the smaller annoyances with which the gen
eral manager has to contend. In some degree the matter of venti-
lation is of comparatively less importance in warm climates than
it is in colder sections of the country, and while little, if any, com-
plaint is heard from street car pas.^eugcrs in southern cities the
managers of most of the roads in places where extremes of tem-
perature are wide, are more or less constantly in receipt of com-
plaints in regard to the ventilation of cars. The views of indi-
viduals on this subject, however, are so varied that with the best
of intentions it is almost impossible for the general manager to
frame rules in regard to regulating the ventilation which will be
;-.cceptable to all. While fresh air is considered desirable by per-
haps the majority of street car passengers, there is always a cer-
tain proportion of them who object very vigorously to the cold air
and who prefer foul air to taking any chances of catcliing cold by
sitting in a draft. On the other hand we frequently see passengers
who go to the other extreme, preferring to stand on the outside of a
closed car, even in the severest weather. Some attempts at munic-
ipal regulation in regard to ventilation have been tried in a few
localities, but the result of this has amounted to but little. Owing
to the diversity of opinions and habits of the various passengers
it would seem that the duty of maintaining the proper ventilation
must largely devolve upon the conductor. There can be no hard
and fast rules laid down as to the number of ventilators to be left
open in the car or the temperature at which it inust be maintained
owing to the fact that the windows and ventilators are liable to
be manipulated by any of the passengers according to their tastes,
;'nd the conductor can hardly refuse to open or close a ventilator
at the request of a passenger, even if the action be contrary to the
wishes of other passengers. It therefore devolves upon the con-
ductor to maintain as even a temperature and as good ventilation
as possible, and if obliged to close the ventilators for the passenger
who objects to the draft he can watch his opportunity to open it
again when the passenger leaves the car. It is only by constant
vigilance that crowded cars can be maintained in proper condi-
tion as regards ventilation, especially in severe weather.
Inquiry among the builders of electric cars elicits the fact that
there is very little call from the railroad companies for any special
styles of ventilators other than the usual deck sash.
The J. G. Brill Co. writes that with but one exception it has
never been called upon to install any special ventilating device.
This was for a lot of cars furnished the Pennsylvania Railroad
for operation at Atlantic City, N. J. In these cars special hoods
of galvanized iron were provided at each end which led into the
ducts surrounding the electric heaters. Owing to the motion of
the cars these ducts lead the cold air directly to the heaters and
the roofs of the cars were equipped with globe ventilators to carry
off the impure air. It was claimed at the time that this was a
highly satisfactory method of ventliation, but on subsequent orders
for cars for the same company this feature was omitted.
The Barney & Smith Car Co. states that the only means of ven-
tilating employed in its cars is the pivoted ventilator sash in the
deck, and the ventilators hinged at one end, which are controlled
by an operating lever at one end of the car.
The California Car Works, of San Francisco, reports that the
subject of ventilation has never received much attention in that
part of the country, chiefly owing lo the mildness of the climate
and the fact that no heating apparatus is required in the cars dur-
ing the winter months. Besides this, the California type of car
is almost universally used in this section of the country and the
Heather is rarely so severe as to cause much inconvenience to a
fiasscnger riding in the open section of the car.
'I he John Stephenson Co. always provides for the ventilation
of its cars in the construction of the deck sashes. Its short side-
scat cars are usually 12 in. lower than the long cross seat cars and
on the former type all deck sashes are pivoted and arc opened or
closed by the conductor, as they are within reach of his hand.
On the cross-seat cars the deck sashes arc operated by bronze
handles. The most usual method is to connect three deck sashes
together with bronze strips, which may be opened or closed with a
, handle connected with the center window. In this case, three
deck sashes are operated simultaneously. Another method is to
open and close every alternate deck sash by the movement of a
lever at the end of the car The latter method is in vogue on the
elevated roads in New York.
The Niles Car & Manufacturing Co. also provides for ventila-
tion only by means of deck sash.
The variations in atmospheric conditions in different parts of
the country is sufficient to explain the fact that there is no great
uniformity as to the rules promulgated by the different street rail-
way companies in regard to maintaining ventilation upon their
cars. In general the roads may be divided into two classes, name-
ly, those which issue positive instructions as to how the ventilators
are to be manipulated, and those which leave the entire subject
to the judgment of the conductor. Under the former class is the
St. Louis & Suburban system whose book of instructions to the
conductors and motornien contains the following rule:
"Conductors will regulate the heat and ventilation of their cars
for the best comfort of patrons, giving preference to those re-
quiring the most protection.
"Heaters should not be turned on when tlie temperature is above
40° F. and should be handled in the same manner as veiitilators
when the cars are crowded. By this is meant that if the car is
crowded ventilators should be opened, at least one or two on each
side, and the healers turned off. As the load thins out close the
ventilators and turn on the heat again. Keep both your car doors
closed."
Mr. T. M. Jenkins, general manager of this system, states that
in addition to the foregoing rules bulletins are issued from time lo
time calling conductors' attention to the subject of ventilation and
giving other instructions in this line. During the cold weather
the company uses a signal system at various stations along its lines
•.vhich indicates the amount of heat, if any, that should be turned
on. In passing one of these stations the conductor on the car
looks at the signal displayed and regulates the heat accordingly.
A notice is framed and posted in a prominent position in all of
the cars of this system which reads:
"Conductors will regulate the heat and ventilation of their
cars to the best comfort of patrons, giving preference to those re-
quiring the most protection."
Mr. D. A. Ilegarly, of tlie Railways Company General, writes
that all conductors employed by this company are given thorough
instructions in the matter of ventilating the cars under their charge,
as the company considers it a vital question to keep the cars clean
and odorless. During the season when closed cars are in service
the company uses two kinds of heaters, electric heaters and steam
coils, the latter being for the large interurban cars. The company
employs a mechanic whose business is to look after the regulation
of the heal in the cars, and has found such a man necessary, as
many of the conductors do not use good judgment in relation to
the atmospheric conditions prevailing. This man also looks after
the ventilation of the cars when he is on duty, regulating their heat.
During mild weather, when no heat is used on the cars, the division
foremen see that the conductors keep the cars ventilated and
cleaned. At all of the company's car barns, when the cars are
through with their daily run they are thoroughly cleaned and all
the windows opened to ventilate them so that on going out in the
morning they are clean and odorless. Keeping them in this con-
dition is a somewhat difficult matter in the winter time, as the
slush and mud carried in the cars during inclement weather keep
the floors damp during the day, and owing lo the street dirt which
is tracked in it is almost impossible to keep the cars well venti-
lated.
The Taconia Railway & Tower Co., Tacoma, Wash., is favored
by climatic conditions which makes the matter of ventilation of
little consequence. Mr. W. S. Oinnnock, manager of the company,
writes that no heaters are used in llic cars and that on short lines
the doors arc opened so frequently that the cars can be kept well
ventilated. On long interurban lines where the doors arc not so
frequently opened the conductors arc instructed lo keep the cars
well ventilated through the transoms in the the upper <leck. When
Mr. Dimmock was manager of the Omaha & Council Bluffs system
he had thermometers placed both inside and outside of the car and
the conductors were loltl to keep the thermometers on the inside of
102
STREET RAILWAY REVIEW.
(Vol. XIII, No. 2
llic cars at 55° !•'. (luring the winter season. Tliis was accom-
plished 1))- means of watching the electric heaters anil the venti-
lators in the npper deck. This was consiilereil a good check on the
Hse of power and was a means of saving current that had previously
l>een wasted, from the fact that inspectors were liable to lioard the
car at any time, and if the thermometers were found to be more
than three or four degrees either way from the temperature pre-
scribed the conductors were laid ofT for to days for the ofTencc.
This made them watch the conditions of the heaters and ventilators
very carefully. No trouble was experienced on the cars of the
short lines, but on the large intcrurban cars unless the transoms
were watched very carefully a great many complaints were re-
ceived in regard to the atmosphere.
The York Street Railway Co. issues orders to its conductors to
ventilate the cars by opening the top ventilators when necessary,
but no fixed rules have been established. Hiis company has a
few cars equipped with what is known as Pullman ventilators, which
Mr. J. P. Diisman, general manager of the company, states may
be very good things, but which he has frequently observed are
seldom used by the passengers. Some of these ventilators arc in-
serted in the overhead windows, which the conductor generally
keeps open and the others are used upon the large window sash,
and are under the control of the passenger. These were almost
always found closed and for this reason the company believes that
special ventilators count for but little.
in regard to the ventilation of the Ci'rs of the Los .\ngeles-
Pacitic Railroad Co., Mr. E. P. Clark, president of the company,
writes us as follows : "The question of ventilation of street cars
is one that can hardly be di.sposed of by any general rules for the
reason that there are as many different notions in regard to that
subject as there arc people who ride in the street cars. Their
notions are generally controlled by their physical comfort and
their physical comfort is largely the result of personal habits.
Some people will not sit inside the car even in the coldest weather,
while others will sit inside and be constantly disturbed by the imag-
inary closeness of the car when, as a matter of fact, the door is
being opened and closed at every street crossing. Others will
shiver and complain if the door is opened and lets in a gust of fresh
air. Some will insist on having the ventilators all open at the top
of the car, while others will suffer from fear of taking cold by
having the cold air blowing down over their heads and backs. Our
custom in this regard is to instruct our conductors to watch the
peculiar temperaments of passengers as closely as possible, and if
there are some particularly nervous and very sensitive passengers
who, by their actions, indicate that they are being disturbed by the
windows or ventilators being open or by the same not being open,
to use as much discretion as possible and try to please them.
Then when this has been done to find out if it has not displeased
some other of their fellow passengers. There is practically no
royal rule for pleasing everybody in the matter of ventilation;
what is comfort for one person is positive discomfort for another,
and this is particularly true of the patrons of street cars."
Tlic Columbus Railway Co., of Columbus, O., disposes of tlie
subject of the ventilation of its cars by issuing to its motornien
and conductors from time to time notices concerning heating and
ventilation. Several of these notices are quoted herewith and a
number of them are. in the nature of suggestions merely indicating
to the conductor the best method of securing the desired ventila-
tion and leaving considerable to his personal judgment.
"When cars are crowded, heaters should be shut off and one
or two of the forward ventilators opened, unless the weather is
stormy or severely cold. When car is marly empty and car has
cooled down, turn on the heat.
"During rainy or snowy weather, when clothing and car tloor
arc damp, it is especially necessary to give attention to ventilation
of car.
"You cannot please all in the mailer of heat or ventilation. Use
your best judgment in keeping your car at a moderate tempera-
ture and free from foul air. Open or close ventilators or doors
at the request of passengers. It is not necessary to leave them
long in either position, and by complying with the request you
make friends.
"When car is running, the air can be changed in a few seconds
by opening forward deck windows.
"When within 200 ft. of end of line, open both doors and the
foul air will be swept out. Don't leave them open long enough to
chill the Moor and seats.
"Never use the heater when it is warm enough to have door open.
.Most people prefer a car that is too cool to one that is too hot.
I hey prefer clean, cool air to warm, foul air.
".•\Uv,iys remember that no fixed rules can lake the place of in-
telligent attention on your part."
The lx)S Angeles Railway Co. informs us that its conductors arc
instructed always to have some of the transoms open no matter
what the conditions of the weather may be. The company also
makes a special effort to keep its cars scrupulously clean and it
is very rare that any complaints in regard to unpleasant odors on
the cars arc received.
The Interurban Street Railway Co., of New York City, instructs
its conductors that when the temperature is above 40° P. they are
to keep at least four of the ventilators open and when it is below
40° there is to be only one ventilator open, and that at the front
of the car, unless some passenger shall request that this ventilator
be closed or that more may be opened. In such case, the conductor
as far as possible pleases the passenger. When the temperature
IS below 40° F. the heat is turned on and consequeiuly, unless a
passenger desires otherwise, when the cars are heated, there is
at least one ventilator open and that one in the front of the car.
The Ilarrisburg Traction Co., of llarrisburg. Pa., heats its cars
sufficiently to make riding comfortable in the cold weather and the
ventilators are generally kept closed, but the conductors arc re-
quested to throw open the doors at the end of the trip to thor-
c^ughly ventilate the cars without having the deck sash open while
the cars are running.
The Calumet Electric Street Railway Co., of Chicago, insists
upon its conductors using their best discretion in ventilating cars,
and even in cold weather requires the rear deck lights on either side
lo be open. Upon some of its new cars, in which there is a smoking
compartment, the deck lights are always kept open.
The Capital Traction Co., of Washington, D. C, issues the fol-
lowing rule bearing on the subject of ventilation, which explains
the idea of the company in this respect: "Cars must be kept well
vcnlilatcd and curtains lowered on sunny side. .\t least two ven-
tilators will be kept partially open at all times. If any 'cranky'
passenger gets on and closes these ventilators conductor will not
say anything to him or interfere, but as soon as such passenger
leaves the car, will immediately open the ventilators. Beyond the
above instructions conductors will use their best judgment as to
how many ventilators and windows should be opened and how
wide, according to the weather and the number of people on the
car. Ill cold weather doors should be kept closed as much as
possible."
Mr. T. E. Mitten, general manager of the International Railway
Co., of Buffalo, N. Y., writes us that the only apparent way to
"keep peace in the family" is to instruct the conductors to keep
open one ventilator in the front and one at the rear of the car.
This insures a circulation of air through the car and the conductor
is furtlier to be governed by the last request made by any passenger.
The Fairhaven (Conn.) & Westville Railroad Co. tries to enforce,
as far as possible, the rule to keep the ventilator windows open,
but finds that this causes considerable complaint from one class
of passengers that too much cold air is coming into the car, and
from others that there is not enough.
The Birmingham (.Ma.) Railway, Light & Power Co. issues the
following rule in regard to the ventilation of cars: "Conductors
will use their best judgment in keeping cars in such condition as to
please the greatest number of passengers. At all seasons of the
year two or more transom windows arc to be opened each trip on
all lines of the company. Immediately after turning the register
conductor will see that the transoms are opened."
In the Denver City Tramway Cos. cars all ventilators are kept
wide open in warm weather and during rush hours, and inspectors
arc instructed to give this matter special attention and to enforce
the rules. Mr. John A. Beeler, vice-president and general man-
ager of the company, writes that he finds that this is one of the
most important questions with which he has to deal, as many peo-
ple prefer to walk rather than ride in a crowded, ill-ventilated car.
The company's standard car is the combination car, one-half licing
open and half closed. It has been found that a great majority of
the passengers carried prefer to ride in the open portion of the car
FEa 20, 1903.]
STREET RAILWAY REVIEW.
103
all the year around, which shows that the traveling public in this
locality not only appreciates but demands fresh air.
The Cincinnati Traction Co. requires its conductors to keep open
the front ventilator on one side of the car and the rear ventilator
on the opposite side.
Mr. T. J. Nicholl, vice-president and general manager of the
Rochester Railway Co., writes as follows on the subject of ven-
tilation: "riic question of ventilation is one that probably causes
us more trouble than any other connected with the operation of our
system, but so far the municipality has not undertaken to regulate
it. and I really do not see very well how it could. We have in-
structed our conductors to keep open a .'sufficient number of ven-
tilators at the back end of the cars at all times, no matter how cold
the weather may be, but it must necessarily be left to their judg-
ment as to how long they shall be open, according to the outside
temperature. They are not always permitted to carry this order
into effect, however, as some of our patrons will not submit, and
often, as soon as the conductor opens the ventilators, a passenger
will get up and close them ; it is, therefore, a very difficult matter
to regulate. In the center of the city we require passengers to
alight from the cars at the front end and board them at the back
end. This allows both doors to be opened and permits a draft
through the car which insures a change of air at frequent intervals
for some moments on each trip. Some of our patrons complain
of this, but nearly all are satisfied, as they have every evidence of
the desirability of fresh air from a sanitary point, and of the effect
of the rule in e.xpediting the movements of the car."
In a large number of cities, however, from which we have heard,
no special directions as to ventilation are issued to the conductors,
leaving them to use their good judgment in keeping the cars as
well ventilated as possible. General rules of this kind are issued
in Portland, Ore. ; San Francisco, Cal. : Davenport, la. ; Memphis,
Tenn. ; Augusta, Ga. ; Council BlulTs, la. ; Seattle, Wash. ; Syra-
cuse, N. Y. ; Oakland, Cal.; San Antonio, Tex.; Austin, Tex.; Bing-
hampton, N. Y. ; Anderson, Iiid. ; Jersey City, N. J., and Spokane,
Wash.
From the fact that in so many cities no definite rules are laid
down in regard to ventilation and the matter is left almost entirely
10 the judgment of the conductor, and. further, as it is found even
where special and definite rules are laid down that these canncil
be enforced should a passenger make objection to them, in the
absence of special automatic ventilating devices the question of
ventilation rests practically with the judgment of the conductor
when not modified by the specific demands of the passengers.
INCREASE IN PAY FOR BOSTON ELEVATED
EMPLOYES.
The Boston Elevated Railway Co. issued an order on January lytli
that will result in an increase of wages or otherwise materially ben-
efit more than 5,000 employes. It is said to be the most liberal
scheme of wages ever oflFered by any railway company. The action
is all the more notable for the reason that it was entirely voluntary
upon the part of the management. Every man in the car service
will profit to some extent as a result of the order. In an interview.
General Wm. A. Bancroft, the president of the company, said :
"The company has determined to make a large addition to the
compensation of its car service men. It will amount to nearly a
quarter of a million dollars annually. We believe in maintaining
the very best service and feel satisfieil that our employes are unex-
celled anywhere in a like service. Positive merit will be recognized
by .special compensation at the end of each year for every man
whose record is of sufiicicnt excellence. Veterans in the service will
receive a higher rate of wages than is now paid, the amount de-
pending uiHjn the length of service. Men who wear themselves out
in the service and become incapacitated as a result of age will receive
a substantial contribution to their support."
The general order increasing wages, which was made effective
Jan. 24, l'/>3, is as follows :
I. LEARNERS. learners while breaking in as conductors or
motormcn, will be allowed one dollar per day for each tlay of not
less than ten hours.
This is also applicable to men learning lo be brakcnicn or motor-
men of the Elevated Division.
2. MINIMUM PAY. E.xtra conductors and motormen of surface
lines will be guaranteed a minimum amount of $1.50 per day for each
lo-liour day during which they have reported and are on hand await-
ing work for tlic required full day, whether work falls to them or
not.
Extra brakemen, guards and motormen of Elevated Lines will
be guaranteed a minimum amount of pay for each full lO-hour day
during which (hey have reported and are on hand awaiting work for
the required full day, whether work falls to them or not, as follows:
Motormen, 15 cents per hour for lo-hour day ; guards, 13.7 cents
per hour for 10-hour day; brakemen, 12 cents per hour for lo-hour
clay.
3. THREE CLASSES OF STARTERS. Starters will be divided
into three classes, lo be paid respectively $2.25, $2.35 and $2.50
per day.
4. REGUL.AR RATE OF FAY OF GUARDS AND BRAKE-
MEN OF ELEVATED LINES. The regular rate of pay of guards
is fixed at 21 cents an hour, in place of 20 cents.
The regular rate of pay of brakemen is fixed at 18}^ cents an
hour, in place of lyyi cents.
5. EXTRA COMPENSATION TO BLUE-UNIFORMED
MEN WEARING SERVICE STRIPES. One service stripe will
hereafter be awarded to blue-uniformed men only for each five years
of continuous service in the surface or elevated service of this com-
pany.
Blue-uniformed uku now wearing, or hereafter becoming entitled
to wear service stripes, will be paid an increase of wages as follows :
For one stripe, 5 cents per lO-hour day, or '/i cent per hour; for
two stripes, 10 cents per 10-hour day, or 1 cent per hour; for three
or more stripes, 15 cents per lo-hour day, or 1}^ cents per hour.
This will be added to the regular rates of pay governing employ-
ment in the car service, which includes inspectors, starters, station
masters, collectors, and all other blue-uniformed men in both sur-
face and elevated service.
6. REW.'\RD. .'\t the end of the calendar year a payment of
$15 will be made to each blue-uniformed employe of either surface
or elevated lines, including station masters, who has rendered con-
tinuous and satisfactory service throughout such calendar year. This
will apply to first year men who have been six months or more in
such continuous employment prior to the end of the calendar year.
It is intended as a reward for meritorious service only.
7. SUPPORT OF AGED BLUE-UNIFORMED EMPLOYES.
It is also the intention of the company, in the case of a blue uni-
formed employe who in the judgment of the management is unfit to
perform any duty in the service of the company, and who has been
continuously employed by the company for a period of 25 years, or
who has reached the age of 60 years and has been continuously em-
ployed by the company for a period of 15 years, to contribute to the
support of such employe a sum not exceeding $25 per uioiuh ihiriiig
the rest of his lifetime.
It has also been announced that until further notice the Boston
Elevated Railway Co. will sell to its employes the best Scotch house-
hold coal for $5.50 a ton at the wharf. This is a reduction of $1 a
ton from the price heretofore charged, and is made possible by the
lower cost at which the company has been able to obtain coal abroad.
Employes who have already paid for coal that has not yet been de-
livered will be allowed a rebate of $1 a ton.
METROPOLITAN LEASE RATIFIED.
The holders of the stock trust certificates of (he Inlerborough
Rapid Transit Co., of New York, have ratified the arrangement lo
lease the property anrl franchises of the Manhattan Railway Co.
Under this arrangement the Inlerborough company guarantees 6
per cent on the slock of the Manhatlan up lo Jan i, 1906, and i per
cent additional if earne<l. More than 90 per cent of the stock trust
certificates of the Inlerborough Rapid Transit Co. voted for the
lease.
A small minority of Ihe stockholders of the Manhatlan is said to
have objected to certain terms of the lease on the ground that the
Inlerborough company has practical liberty lo p>it all earnings into
the property, outside of the 6 per cenl guaranteed.
104
STRliET RAILWAY REVIEW.
|\i.i.. XIII. N'd
GERMAN CONSTRUCTION LADDER.
The acconipaiiymg illiisl ration shows a light repair truck for line
repairing which was recently described in the Zeitschrift fur Klcin-
bahnen. This is used by the street railway companies of Aix-le-
Chapelle, Germany, and weighs oidy from 800 to 1,000 lbs. It is
built by an electrical works of that city and costs about $95. The
ladder is provided with two sets of wheels as shown. When it is
<lrawn by hand the large wheels arc in service and the small wheels
arc raised from the ground. The ladder can also be lowed behind
hnc from Danville to Champaign, li the right oi way is made avail-
able by property owners along these routes it is probable that these
extensions will be built by the coining fall. The extension of the
Danville Street Ky. to the Western Hrick Co. plant will be com-
menced as soon as the weather will permit and the line is to \x in
operation by the first of June or possibly sooner. An extension of
the systems into Germantown is also contemplated but there arc a
number of obstacles in the way of railroad crossings, and negotia-
tions arc now on foot which, if favorable, will permit the construc-
tion of this Iin<- Ihi- company has imrcliascd a number of new cars
A C.ERMANlLADDERlWAl'.ON.
a car to the point where repairs are rcqtiircd and in this case the
small wheels come into service, being flanged iron wheels and are
set at the proper gage to run on the railway tracks. The ladder is
capable of being mounted at various angles and it may be adjusted
so as to clear a passing car while the men are at work on the over-
head system. The accompanying illustrations show two positions
in which the ladder can be adjusted.
NEW LINE FOR DELAWARE, O.
which will be delivered within the next .^o days and all of its pres-
ent cquiiinuiU is to be thoroughly overhauled and repainted in the
near future. During the past year some of the overhead lines were
rcplaceil .tmiI impioviil ami part of the line was double tracked. With
0/i/(n/ooo
The Delaware & Magnetic Springs Railway Co. has now in course
of construction a single track railway between Delaware, O., and
Magnetic Springs, a health and pleasure resort 12 miles out of the
city. The Magnetic Springs and Park Hotel which was originally
operated by diflfercnt interests has been purchased by the company
and will be opened to guests March 15th. The new road was pro-
jected by Mr. T. N. Kerr who is the promoter and manager of the
company and who is supervising the construction work.
The culverts along the line have all been built and the grading is
more than half completed. The ties and poles have been distributed
along the line for 7 miles out from Delaware. The company intends
to build a new 400-room hotel at the Springs and to extend the
present line to Richwood. 6 miles north, to Marysville, 12 miles
south, and eventually into Columbus, O. Traffic arrangemenls have
been practically completed whereby the new company will have
terminal facilities at Delaware and it will make direct connections
with the cars of the Columbus, Delaware & Marion Electric Ry. to
Columbus. Mr. John B. Taggart, of Delaware, O., is chief engineer
of the company.
ELECTRIC RAILWAYS OF DANVILLE, ILL.
The accompanying map shows the inlerurban lines in the vicinity
of Danville, III., which are either in operation or proposed. The
line from the Western Brick Co. plant to Danville is to be built by
the Danville Street Railway & Light Co. which operates the system
in the city of Danville. The other lines shown arc owned by the
Danville, Paxton & Northern Railroad Co. An extension of the
Georgetown line to Ridgefarm is under consideration as well as a
.MA1> OI- KLlXTRIt. RAILWAYS IN DANVILLE, ILL., AND VICINITY.
the completion of the track renewals which arc to be made during
the year the company will have its entire road and equipment in
first-class condition.
The annual banquet and smoker of the Employes' Aid Association
of the Binghamton (N. Y.) Railway Co., was held in the association
rooms on January 14th. Card playing, music and refreshments were
the attractions.
Feb. 20. 1903.1
STREET RAILWAY REVIEW.
105
NEW \\^ORKS OF THE ALLIS-CHALMERS CO.
The Allis-Chalmers Co. has now in operation its new works at
West Allis, near Milwaukee, and, although the equipment of the
plant is not yet complete, a large volume of work is already being
(lone. The old Edward P. Allis plant is relieved of the over-
crowded conditions which have long prevailed, and the engine-
building capacity of the West Allis works is already such that, al-
though much new business has been accepted beyond what would
have been possible without the new facilities, the old plant is in
shape to more easily care for the extensive milling machinery busi-
ness, and other branches of the company's work. Pumping engines,
blowing engines, and engines for electric generator driving and
other lines of service will constitute the principal prudnct of llie
West .Mlis plant.
plant, electric traveling cranes are everywhere in use for carrying
material, not only within the shops, but also in the intervening yard
spaces. More than 75 electric cranes of various types arc installed,
most of them made by Pawhng & Harnischfeger, of Milwaukee,
while the Shaw Electric Crane Co., of Muskegon, Mich., and the
Northern Engineering Works, of Detroit, are also represented.
The essential and distinctive features of the plant as a whole arc-
its great size when ultimately completed and the provisions for ex-
tension from time to time up to ultimate completion without alter-
ation of previous construction, hindrance of production or loss of
balance between department capacities. In general, it may be said
Ihat the design of the works is an adaptation of the "unit system"
upon a large scale. The complete plan contemplates 12 such units
within the ground space available, and of these 12, three are now
in operation. It is estimated thai the productive capacity of the
MAIN HAY I.N NO. 1 MA( MINI'. SIlol', NKW AI,T,IS-CII A I^MKRS WORKS.
As stated on page i88 of the "Review" for March, lyoi, the new
works were designed personally by Mr. Edwin Reynolds, now con-
sulting engineer of the Allis-Chalmers interests, as an addition lo
the Milwaukee plant of what was then simply the Edward P. Allis
Co. The ground plan of the projected works, as published at that
time, has been followed with but minor changes in the actual con-
struction. Such l)cing the case it is unnecessary at this time to
repeat the details of the arrangement of the buildings and grounds.
It will be remembered that the location is a few miles west of Mil-
waukee, in direct connection with the Chicago, Milwaukee & St.
Paul and the Chicago & Northwestern railways, from and to which
roads cars of materials and finished product may be transferred by
an clalK>ratc system of trackage throughout the groimds and build-
ings, served by locomotives belonging to the Allis-Chalmers Co.
Building capacities, floor areas and yard spaces are proporlioned
for correct manufacturing balance among all departments, the ex-
perience of 25 years at the old works having been drawn upon for
data upon which lo base Ihc adjustment of the new. In addition
lo Ihc railroad transfer facilities among the various portions of the
ihrcc-unil plant will be, when fully c(iinppt(l, alioul equivalent to
that of the Milwaukee works, but with a materially smaller working
force than the latter, due lo the more advantageous arrangement of
the new plant. When the growth of the company's business shall
have required the completion of the whole I2 units, the new works
will be four times as large as now and, together with the old works,
will constitute a capacity five times as great as the latter. When
the vast business of llu' old works for the past few years is con-
sidered, some realization may be had of the magnitude of the new
plant when its four-fold capacity is developed.
The accompanying engraving showing a bird's eye view of the
West Allis works gives a good idea of the way they will appear
when the office building and live shop units have been erected. The
office structure is shown in the extreme foreground, and to the left
from it extends the pattern department, consisting of a four-story
storage building with a one-story pattern shop in connection with it.
The storage building is of strictly fireproof construction ; all steel
work is encased in concrete, floors are of arched concrete, windows
are of wired glass in iron frames, etc. The building is divided at
106
STREET RAILWAY REVIEW.
[Vol.. XIII, No. 2
inlrrvals by fire walls, and cacli section is served by an elevator. A
system ol electric trolley hoists on overhead I-bcani tracks is used
in handling heavy patterns to and from cars by which ihey are
carried between the storage and foundry buildings.
The foundry is parallel to the pattern shop and storage building,
separated by a .stDrage yard QS ft. wide. This yard is served by a
lo-ton high-speed traveling crane used in carrying charges of iron
and coke to the pillar cranes which are located at the inclines lead-
ing up to the cupola charging tloors. .-Xttachcd to the hook of this
traveling crane is a scale by which loads are weighed directly, avoid-
ing delay and rehandling of material at platform scales. This crane
is also used in breaking castings, carrying a drop-weight to any
point of the yard.
The foundry building is 220 ft. wide and 565 ft. long, consisting of
a main bay and two side bays. An 80-ton Shaw crane and two
cranes of less cap.icily serve the main bay, the side bays being also
suitably e<iuipped. l'"or lighter work, as in core setting, there arc
installed at each side of the main bay and in one side bay S-ton
traveling wall cranes, or cantilevers, running upon specially arranged
tracks below the main bridge cranes. These are novel an<l very
convenient machines, relieving the large cranes of much small work.
Three large cupolas are in use. blast being supplied by motor-driven
The erecting shop is 76 ft. wide, and in connection with it is the
shipping room, 39 ft. wide. The former is very high, the tracks for
the 75-ton traveling crane being 60 ft. above the floor, thus allow-
ing ample height for the erection of large vertical engines. Ex-
tensions of this shop will not be continued at this height, as the
present length ol 565 ft. is expected to be sufficient for that por-
tion of the product of the complete works rc(|uiring this special
elevation.
Between the shop units and extending across the 124-ft. flask
storage space between the foundry and the shops are runways for
40-ton traveling cranes for use in handling materials, rough cast-
ings, etc.
The |X)wer plant, situated at one end of the third shop unit, is
thus centrally located with respect to the five or six units to which
it is designed finally to furnish power, light, etc. Here arc placed
at present five 300-h. p. Reynolds vertical tubular boilers, with room
for seven more. Outside the boiler room arc cisterns from which
the boiler feed water is drawn. These cisterns are fed from artesian
wells located at various points about the grounds and operated by
air lifts. The chinnicy is 175 ft. high, with an 8-fl. straight Hue,
and. is constructed of .MphonS Cuslodis hollow radial tile.
Steam is generated at 125 lb. pressure an<l the bolicrs are con-
nected in pairs to the steam header in the engine room. Here arc
ISIKll'S EYE s II .■. "1
Green rotary blowers. Core rooms, a chemical laboratory and
ample storage facilities for foundry sand and otiier supplies are
properly provided.
Placed transversely to the foundry, their ends separated from it
by a space of 124 ft., are the shop units, each 166 ft. wide, 575 ft.
long. 66 ft. apart and all termin.itiiig at the erecting shop which
parallels the foundry. Extensions to the pattern building, the
foundry and the erecting shop are to be made by increase of their
length; the shop units, however, are individually complete and ex-
tensions of these departments must be by erection of additional
units. Of the three now in operation, the first, at the right of the
bird's eye view-, is machine shop No. i, the second is machine shop
No. 2, and the third is the blacksmith shop and power plant. The
interior of the first unit is shown in the engraving herewith, this
shop being the one designed to handle the heavier work, and
equipped with the more massive and heavy tools. Here is a floor
plate 24 X 200 ft., in connection with which a number of portable
tools of various types are in use. In both machine shops the heavier
tools arc within the main bays, the tighter machines being placed in
the side bays and galleries.
The blacksmith shop is a structure entirely similar to the machine
shops, but shorter by the amount devoted to the power plant. .\
6-ton steam hammer is here installed, in addition to smaller ones
and a full equipment of other machinery, forges and furnaces for
handling all but the most exceptional forgings required.
i ■~ L 11 , I.MERS l'L.\NT.
located three generating units driven by Reynolds-Corliss non-con-
densing vertical engines, and space is allotted for three additional
units of a similar type. The initial installation of three units com-
prise a 550-kw. General Electric generator and Crocker-Wheeler
machines of 300 kw. and loo-kw. capacity. The two future units
will be of 550 kw. each. Direct current at 250 volts is generated
and distributed about the works for driving tools, elevators, cranes,
etc., as well as for lighting. A very complete switchboard stands
at one side of the engine room.
A two-stage cross-compound air compressor supplies air at lOO
lb. per sq. in. for pncimiatic tools and hoists, as well as for the air
lifts in the artesian wells. Presscott fire pumps, triplex electric
boiler fcc<l pumps, and other essential equipment are included.
The heating apparatus consists of exhaust and live ste.ani heaters
for water, which is circulated through the various buildings by
engine-driven centrifugal pumps. This installation of direct hot-
water heating was made by Evans, Almiral & Co., New York City.
The Chicago & Northwestern and the Chicago Great Western
railroads have found it necessary to post a notice to the cfTect that
engineers must not race with the electric cars. These roads parallel
the line of the Aurora. Elgin & Chicago Railway Co. for several
miles, and it is said that there have been some exciting contests be-
tween the engineers and the motormen.
Fsa 20, 1903.]
STREET RAILWAY REVIEW.
107
ACCIDENT AT NIAGARA POWER PLANT.
ANNUAL DINNER OF NEW ENGLAND STREET
RAILWAY CLUB.
BY O. E. DUNL.\P.
A fire that occurred in the transformer station and on the bridge
connecting the transformer station with power house No. i of the
Niagara Falls Power Co. on the night of Thursday, Jamiary 29th.
crippled 350 miles of electric railways in the Niagara vicinity, shut
off the municipal and domestic lighting of Buffalo, Niagara Falls,
Lockport and the Tonawandas, and forced fully 150 industrial es-
tablishments to shut down until repairs were made. Since elec-
tricity was first applied for light, heat and power purposes there
has never been such a disaster in connection with a generating and
transmission plant as this one at Niagara Falls.
The accident was due to lightning that entered the transformer
station and started a fire in the basement. After burning a short
time undiscovered it caused a short circuit and this opened the cir-
cuit breakers in power house No. i. It is believed that the short
circuit set fire to the insulation of the other cables, which, spreading,
developed a general short circuit. This made necessary the using
of the emergency switch to open the fields of the generators. The
fire was first discovered at 10:45 p. m., and it was after midnight
before it had been put out. In that time the transformer station had
suffered severely, both from fire and water, and the bridge across
the inlet canal was badly burned on its interior, while tlie 52 cables
that had run through it from the power house to the transformer
station were entirely destroyed. Under these conditions it was im-
possible to deliver any current over the bridge and through the trans-
former installation until repairs had been made. The service of 50,-
000 electrical horse power was cut off by the cable destruction.
None of the generators was injured, and power house No. I was not
damaged.
Before the fire was out the engineers were starting the work of
temporary repairs. Laborers were hired from the crowed that had
gathered. Headlights were brought into service to replace the elec-
tric lights. The fire also left the power house without telephone
connections which was hard on the company as well as its patrons.
In the absence of a telephone service the Niagara Falls Power
Company engaged several carriages for the use of messengers. These
messengers hurried in all directions informing the employes of the
company they were wanted immediately at the power house, while
they also secured things necessary for the work of the night. Within
one hour after the fire was out over 200 men, including carpenters,
were at work making repairs. Six hours after this the cables of the
2,200 volt connections between the power house and transformer
station had been replaced and were ready for a resumption of the
long distance service. It was found that the air blast transformers
had been wet, and some of the 1,875-kw. transformers were suhsli-
tuted. This required important changes of connections. Wjter had
also reached the 22,000-volt bus-bars and wiring, and so an entirely
new installation of these had to be designed and installed. This
occupied until early afternoon Friday, and then when the current
was turned on there svcre short circuits in three of the transformers.
caused by water, and this delayed the renewal of the service until
shortly after 5 o'clock Friday afternoon. This, however, was in time
to light up the darkened cities, and to aid the electric railways In
transport the evening crowds. This work was carried out under
the direction of Supt. P. P. Barton.
As a result of the fire the service of the International Railway Co ,
of Buffalo, was embarrassed to some extent.
In Buffalo Ihc company threw in its storage battery and started its
steam plant, but was forced to reduce the number of cars in operation
thoughoul Friday. In Lockport a portion of the electric plant was
idle. Cars between Buffalo and Lockport and Buffalo anrl Niagara
Falls were infrequent. In Buffalo it was obsered that throughoiil
Friday people congested Ihc starting points on all car lines in order
10 get abroad, having been early to find that with the lessened service
there was lilllc hope of getting on cars except at principal points.
Niagara Falls fared better than the adjoining cities. There was but
a short interruption to the light and trolley service, because the local
electric line is fed current through Ihc rolaries located in the norlb-
cast corner of the power house, the cables not passing near Ihc fire
scene. Current from the same source is also supplied to the station
of the Buffalo & Niagara Falls Kleclric Light & Power Co. a short
distance from the power house.
The third annual meeting and dinner of the New England Street
Railway Club was held at Hotel Somerset, Boston, Mass., on
Ihursday evening, January 22d. About 400 members and guests
were present, and the occasion was one of the most enjoyable ever
held in the history of the club. The secretary and treasurer's report
showed the club to be in most satisfactory condition, both as regards
membership and finances.
.\fter the reception the company gathered in the new banquet
room of the Hotel Somerset and enjoyed an unusually fine menu.
Mr. Frank Ridlon, president of the Frank Ridlon Co., of Boston,
was made toastmaster. and succeeded in keeping the diners in a
continual state of merriment. Toasts were responded to by E. P.
Shaw; F. Clay Chadbourne, railroad commissioner of Maine; Fuller
C. Smith, railroad coinmissioner of Vermont; H. M. Putney, rail-
road commissioner of New Hampshire; John Graham, of Bangor,
Me., and Secretary Neal.
The election of officers resulted as follows: President, 11. E.
Farrington, master mechanic Boston & Northern Street Ry., Chelsea,
Mass. ; first vice-president, E. E. Potter, general manager Union
Street Railway Co., New Bedford, Mass.; secretary and treasurer,
J. H. Neal, of Boston, Mass. Vice-presidents for states: Maine,
W. G. Meloon, of Portsmouth ; New Hampshire, H. A. Albin, of
Concord ; Vermont, A. J. Crosby, of Springfield ; Rhode Island, H.
W. Young, of Woonsocket; Connecticut, J. S. Thornton, of Putnam.
OLEAN, N. Y., POWER HOUSE.
The new power house. No. 2, of Olean (N. Y.) Street Railway
Co. is one of the chief points of interest of the company's recent
extension. The power house is located about one mile east of
Ceres, N. Y., convenient to a 600-acre gas territory owned by the
company.
The building is a fire-proof brick and steel structure 68x72 ft.,
having a height of 20 ft. at the eaves. The equipment consists of
two Franklin water-tube boilers and two 300 h. p. Hamilton-Corliss
engines each connected to a 200-kw. General Electric generator.
The fuel used is gas piped from wells on the company's own ter-
ritory, the supply being automatically regulated.
'Ihc switchboard connections are made witli lead covered cable
laid in conduits, all steam pipes are lagged with asbestos, and the
workmanship throughout is of the highest grade. The power
house is to be surrounded by about an acre of ornamental grounds
which, when completed, is expected to make the plant very allr.TCt-
ive in appearance.
SPRINGFIELD ROAD CHANGES HANDS.
It is announced that the negotiations for the acquisition of the
property of the Springfield (111.) Consolidated Railway Co., by
Louisville, Ky., capitalists, have been brought to a successful close.
The new concern will be known as the Springfield & Central Illi-
nois Railway Co. The stock and bonds of the old company, aniomit-
ing to $750,000, will be taken over at 75 per cent of their face value.
The new company, it is .said, will issue stock and bonds to Ihc
ainfi\uit of $3,750,000. A large part of the proceeds of this sale will
be expended on the inlerurban extensions to the neigliboring towns,
Girard and Riverlon. It is expected that the ultimale result will be
a complete interurban system with .Springfield as its eenler.
The finances of Ihc company are being handled by the Columbia
I'inancc & Trust Co. of Louisville.
'ihc new corporation is supported by nearly the .same inter-
ests that control the Springfield & St. Louis Railway Co. The lat-
ter comiKiny was organized lo construct a road from Springfield to
East St. Louis, 111.
It is announced Ihal the Philadelphia & West Clieslcr Traction Co.
of Philailelphia, Pa., is lo issue a $600,000 4-per ciiit morlgagc to
retire the present $400,000 of S-per ceni bonrls, fund Ihe (loaling delil
and provide for improvements.
108
STREET RAILWAY REVIEW.
(Vol. XIU. No 2
ELECTRICALLY OPERATED OIL CIRCUIT
BREAKER.
Tilt rapid increase during recent jcars ni the si/c of central sta-
tions and of tlic currents and voltages liandleil therein has neces-
sitated great development in the methods and apparatus for con-
trolling electric currents. It has been found necessary where high
tension alternating current is handled to discard the old hand-oper-
ated knife blade switches for some means of auxiliary control. This
jierniits the actual switching devices to be located with regard to the
general design of the station and satisfactory lay-out of the circuits,
and concentrates the controlling and indicating apparatus within a
small space.
One apparatus of this kind is the Westinghousc type C high
tension power operated oil-break circuit breaker. This circuit
breiiker, which is operated by electro-magnets, is erected in a ma-
sonry structure, with each pole and its oil tank in a separate fire-
proof compartment. There are two stationary contacts to each pole,
one connected to the incoming lead and one to the outgoing lead,
liach contact is mounted in a large porcelain insulator fastened to
a cast iron frame. This frame, which also supports the oil tanks, is
sup|>orted by a soapstone slab at the top of the masonry structure.
The movable contact for each pole consists of a U-shaped copper
bar secured to the lower end of a vertical wooden rod. In the
closed position one of the U-shaped parts connects the two sta-
tionary contacts of each pole. The wooden rods extend up through
the top of the structure and down between the two stationary con-
tacts and arc connected above the structure by a common cross bar.
This cross bar is supported by a system of levers giving a vertical
straight-line motion. It is raised by enclosing magnets, assisted at
the beginning of motion by a pair of balancing springs. A toggle
joint automatically locks this system of levers when the circuit-
breaker is in the closed position.
The toggle joint is released by a blow from the tripping magnet,
whereupon the cross bar drops and opens the circuit. The break
takes place first at the main contacts then at a removable plug at-
tached to the stationary contacts. This plug, which receives all
the cflfccts of any sparking that may occur, may be easily replaced.
The heavy sheet-metal oil tanks are lined with insulating cement
molded to fit closely about the terminals and moving contacts, leav-
ing just room enough for the free movement of the parts in oil.
After the entire breaker is erected and adjusted, the tanks arc put
in place and filled. The level of the oil is shown by a small sight
gage. Suitable levers arc provided for handling the tanks which
m.ty be lowered away from the contacts and removed without dis-
turbing the rest of the circuit-breaker.
A small double-pole, double-throw knife switch is mounted on
each circuit-breaker. This switch is used with the indicating and
tripping circuits and is operated by the motion of the circuit-breaker
levers. The controlling and indicating devices, which arc suitably
mounted at the operating platform, consist of a controlling switch,
an electro-mechanical tell-tale indicator, and a lamp. The con-
trolling switch is of the drum type and has three positions, "closed,"
"off" and "open." If the switch be thrown to the "open" position'
it will remain in that position when the hand is removed, but if it
be thrown to the "closed" position it will automatically turn to the
"off" position, when the hand is removed. In the "off" position
the switch connects the control circuit so that if the circuit breaker
opens through the operation of any of the automatic devices the
lamp will be lighted. If the circuit be opened by the operator's
throwing the switch to the "open" position the lamp will not be
lighted. The electro-mechanical indicator shows the operator
whether the circuit breaker is opened or closed.
The circuit-breaker is automatically opened by a polyphase over-
load relay, connected to series translormers in the main circuits.
This relay is mounted on lop of the masonry structure. It operates
on the principle of the single-phase induction motor. It consists of
counter-weighted sectors swinging between the poles of an alter-
nating-current electro-magnet. Part of each pole is surrounded
by a short circuited strip of copper, which acts to retard the mag-
netic llux and thus produces a shifting field. This temls to move
the sectors, which carry a contact closing the tripping circuit of
the circuit-breakers.
The current for the closing and tripping magnets may be derived
from any source of low-voltage direct current supply.
RAILWAY PROJECT FOR PORTO RICO.
A concession has been granted to the Vandergrift Construction
Co., of Philadelphia, to build an electric railway between Ponce ami
San Juan in the island of Porto Rico. This concession also carries
with it the exclusive right to the use of a number of water falls on
the island. The Vandergrift Construction Co. intends to develop
the power of these water falls and to build an electric railway for
the transportation of freight and passengers between Ponce and
San Juan. The power developeil at the water falls will be used for
operating this road and in addition, will provide lightning and power
in the various towns through which the road passes and also on
mnnerous plantations along the route. The company's engineers
are now going over the territory in order to select the best route
and are securing data for preparing the plans and specifications.
The road will be equipped in a first-class manner with large double
track interurban cars which will operate at high speeds for passen-
ger service, and with freight locomotives and the necessary cars for
the transportation of merchandise and car-load freight. The com-
pany will be known as the Porto Rican Railway & Power Co.
YORK COUNTY TRACTION CO.
The annual nueting of the York County Traction Co., York, Pa.,
was held last month, as also the meetings of the various subsidiary
companies. The directors elected for the York Street Railway Co.,
the York & Dallastown Electric Railway Co.. the York & Dover
Rlectric Railway Co., the York & Manchester Electric Railway Co.,
the Red Lion & Windsor Street Railway Co., the York Haven Street
Railway Co., the Wrightsville & York Street Railway Co., the York
& Hanover Street Railway Co., the Penn Park Street Railway Co.,
the Colonial Street Railway Company and the Wellsvillle Street
Railway Co. were: \V. H. Lanius, president; W. E. Bay Stewart,
George S. Billmeyer, Gricr Hersh, John W. Stacey, George P. Smy-
ser and W. .\. Himes.
The annual report of President Lanius gave a brief history of
llic work done in 1902 and the treasurer's report showed a very
gratifying increase in passenger receipts. During the year the total
receipts were $90,268; the number of car miles run was 446,480.
ROANOKE ELECTRIC RAILWAY SOLD.
The property of the Roanoke CVa.) Railway & Electric Co. was
purchased on January 17 by the owners of the Lynchburg (Va.)
Traction & Light Co. The property comprises iS'/j miles of track
in and about Roanoke, all the slock, bonds and equipment of the
Roanoke Conipany.
The following were elected officers of the company: R. D. .\pper-
son of Lynchburg, president ; Charles R. Miller of Philadelphia,
vice president ; F. H. Shelton of Philadelphia, secretary and treas-
urer. In addition to the named, the board of directors includes:
John D. Horsley, R. Colston Blackford, and A. T. Powell, all of
Lynchburg. J. W. Hancock of Roanoke, formerly manager of the
old company, was elected manager.
The old company's plans for improvements will all be carried
out by the present management.
HYDROCARBON MOTOR CARS.
The Oclwein & Northwestern Iowa Interurban & Street Railway
Co. has been incorporated for the purpose of constructing and oper-
ating interurban roads between Oclwein and the surrounding towns.
The following officers have been chosen: John Jamison, presi-
dent ; Dr. Geo. Given, vice-president ; Wm. A. Reed, secretary ; John
Hanson, treasurer. The authorized capitalization is $200,000. It is
said that the road will be equipped with hydrocarbon motor cars.
An act recently passed the lower house of the New Hamp-
shire legislature, authorizing the Concord (N. H.) & Montreal R. R.
to acquire the Concord Street Ry. and other property, and authoriz-
ing physical connection of the Manchester (N. 11.) Street Ry. with
the electric branches of the Concord & Montreal R. R.
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
109
PERSONAL.
MR. J. \V. }I.\NCOCK was rccenlly n-clccted general manager
of Roanoke iVa.) Railway & Electric Co.
-MR. H. S. McKEE. of Pittsburg, Pa., was elected a director of
tile Rochester (X. V.) Railway Co. at its annual meeting.
MR. W. I. \VY.\TT. of Glens Falls, N. V., lias been appoinled
master of transportation of the Hudson \'alley Railway Co., of
Waterford. \. Y.
MR. F. \. ROOT, president of the Root track Scraper Co., of
Kalamazoo, Mich., was a caller at the "Review" office in the early
part of the month.
MR. P. S. BER TR.-\ND. formerly assistant superintendent of the
Peoria (III.) Gas & Electric Co's. works, has been made general
manager of the company's plant at Springfield, Mo.
MR. E. J. W. DIETZ. was on January 15th. appointed traffic
manager of the Aurora, Elgin & Chicago Railway Co., with head-
(juarters at room 1409 No. 100 Washington St., Chicago.
MR. H. A. ALBIN, superintendent of the Concord (N. H.)
Street Ry., was elected one of the vice-presidents of the New Eng-
land Street Railway Club, at a meeting held in Boston on January
22d.
MR. HIRAM EDWARD MANVILLE, of Milwaukee, Wis., sec-
retary of the H. W. Johns-Manville Co., was married on January
28th, to Miss Henrietta Estelle Romaine, daughter of Frank Hall
Romaine. at the Church of Heavenly Rest, New York.
MR. FR.ANK S. GIVEN, of Columbia, Pa., recently received a
solid silver loving cup frotu the men working under him as a token
of their esteem. Mr. Given is general manager of the Lancaster
County Railway & Light Co.. which controls several roads operating
in Lancaster County, Pa.
MR. F. W. L.^TIMER recently resigned as general manager of
the People's Traction Co., of Galesburg, III. Mr. Latimer's con-
nection with the company has been of great value in building and
operating the road, and his resignation is regretted by the company.
His successor has not been appointed.
MR. GEORGE H. GIBSON has resigned his position with the
Weslinghousc Company's Publishing Department to go with the B.
F. Sturtevant Co., Boston, Mass. Mr. Gibson was formerly on the
editorial staff of the Engineering News and is a graduate of the
Engineering School of the University of Michigan.
MR. JOHN E. H.^RVELL has been appointed superintendent
of the Southside Railway & Development Co. of Petersburg, Va.,
ami also of the Richmond & Petersburg Electric Railway Co. Mr.
Harvcll has been with the Southside Railway & Development Co.
and the Virginia Passenger & Power Co. for the past eighteen years.
MR. GEO. W. BRINE, vice-president and treasurer of the Geor-
gia Railway & Electric Co., of .Atlanta, has been appoinled genera!
manager of that company. Mr. Brine is one of the best known
and most capable officers of the company. He was manager of the
electrical department of the Georgia Electric Light Co. for 10 years
before it was merged with the Georgia Railway & Electric Co.
MR. E. W. WINTER has been elected president of the Brook-
lyn Rapid Transit Co. to succeed Mr. J. L. Great singer. Mr. Win-
ter is a steam railroad man of long experience, having been presi-
dent of the Northern Pacific Railroad and having held a nuiuber
of other important positions. He has been closely identified with
the management of the Brooklyn Rapirl Transit Co. for several
years.
. MR. CHARLES O. KKL'GER, of Philadelphia. Pa., has been
a|i{iointed general manager of the Philadelphia Rapid Transit Co.
Mr. Kruger lias advanced steadily to his present position. He was
first identified with the People's 'Traction Co, When the Union
Traction Co. was formed he was made treasurer. Recently he has
been a vice-president and assistant general manager of that com-
pany. Mr. Kruger is a young, able and energetic man, anil his
scries of promotions has been based on merit.
MR. GU'V M. WALKER, who is well known to many of our
readers by reason of his connection with the Evcrctt-Moorc syndi-
cate as counsel, is the subject of a very complimentary sketch in
ihc Financier of New York for Jan. 5, 190.V Mr. Walker is a
native of Indiana, having been born at Ft. Wayne. He is a graduate
of l)e Pauw University and also a graduate of the Law School. He
has traveled extensively in China, Japan and Europe and a residence
of ten years in China has made him an authority on 'lucstions relat-
ing to that empire. lie may be classed as one of the Indiana
authors, of whom there are so many in the present generation,
though Mr. Walker's writings have been on the more serious sub-
jects of finance and transportation. The pamphlets he has written
on these subjects have had a large circulation; that on "Municipal
Bonds," 35,000 copies; "What Shall We Buy?" 50,000; "Interurbau
Railways." 100,000 copies and "Railroads and Wages," 200,000.
MR. FRED W. KINMOUTH has been appointed trainmaster
of the Glens Falls, N. Y., division of the Hudson Valley Railway,
with headquarters at Glens Falls. Mr. Kiiimouth has been asso-
ciated with the road for several years. He was formerly superin-
tendent of the Glens Falls, Sandy Hill & Fort Edward Street Rail-
road Co. and upon the organization of the Hudson Valley Railway
Co. became superintendent of the Glens Falls division of the road.
Subsequently he became associated with Niagara Falls. St. Cath-
arines & Toronto Railway Co.
MR. FR.\NK J. BRAMHALL has resigned as chief of the ad-
vertising department of the Michigan Central Railroad to accept a
similar position with the Southern Pacific at San Francisco. The
resignation became effective February 1st. Mr. Branihall has been
with the Michigan Central for 20 years and organized the depart-
ment of which he was chief. He is one of the pioneers of the pres-
ent vigorous and effective methods in railroad advertising. Besides
his advertising work Mr. Bramhall has devoted considerable tiiue
lo writing in the fields of history, biography and economics.
MR. EDWIN C. F.ABER has been appointed general manager of
the Eligin. .•\urora & Southern 'Traction Co., with headquarters at
.Aurora, HI. Mr. Falior will be remembered as general superin-
tendent of the Cleveland Electric
Railway Co., to which position
lie was appointed April i, 1901,
.iftcr .some nine years of service
with that company in subordinate
pcisitions. He resigned as gen-
i ral superintendent of the Cleve-
land Electric Railway May 15,
\')02, at the time of the sale of
I hat property to its present own-
irs. and entered upon duties un-
■ kr Mr. 1. .\. McCormack, for-
mer manager, who had recently
.iccei)te<l a position with the New
^"clrk Central & Hudson River
railroad. .'\ugust I, 1902, Mr.
Faber went with the General
IClcctric Co. in the department
devoted to the operation of the company's light and traction prop-
erties, it being interested in quite a number located in different
parts of the country, and filled this position with marked success
until his resignation to become manager of the Elgin-.\urora line.
On the occasion of Mr. Fabcr's resignation at Cleveland he was
the object of the most flattering demonstration on the part of the
employes of that company and was presented with a silver loving
cup as a testimonial of the good wishes of the men who served
under him.
COL. HENRY (iOSLEK PROUT who has been the editor of
ihc Railroad Gazette since 1887. has resigned that position to ac-
cept the office of first vice-president and general manager of the
Union Switch & Signal Co. In 186.^ Col. Front enlisted in a Massa-
chusetts regiment and went with the .Xrniy of the Potomac through
the Wilderness campaign. In 18(15 he was mustered out and two
years later entered the University of Michigan, where he gradnateil
with the degree of civil engineer. .After a few years' work on rail-
road surveys and construction he entered the service of the Khedive
of Egypt as a Major of Engineers, in which service he remained
aliout four years. .After the first year he went to Sedan in com-
mand of an expedition lo Konlofan and Darfour, and was after-
wards sent to the head of the Nile as Governor-General of the
Provinces of the Equator, .\fler his return lo America he was for
more than a year signal engineer lo the coiupany out of which the
Union Switch & Signal Co. grew. In March, 1887, he became edi-
lor of the Railroail (ia/.elte, in which position he altaified an envi-
able rcpnialion founded upon his high professional skill and his
character as a man. Ill recognition of Col. Protil's splendid work
as editor and journalist lie was given a degree of Master of Arts
v..
KAUEK.
no
STREET RAILWAY REVIEW.
(Vol. XIII. No. a
by Vale University List year, lii addition In liis I'ditorial work Col.
Front is a distinguished speaker and lectnrer. lie lias also dune a
great deal of consulting and expert work for engineers and officials
of many important railroads, and he is the editor of the Railroad
IJivision of the Kncyclopedia Hrittanica and is a member of nnmer-
oiis societies, clubs and associations, all of which he has served in
some ofTicial capacity.
MR. JII-SO.\ J. COLEMAN has severed his connection with the
Johnson electric railway properties of Eastern Pennsylvania and
New Jersey to open an office in New York City as financial council
and expert in all matters pertaining to electric railway finance, con-
struction, operation and maintenance. Mr. Coleman's thorough
training in electric railway work peculiarly fits him for this new
nnderlaking. Me commenced his railway life in 1876 as office boy
with the Louisville (Ky.) Ry . and during his 26 years of experience
since then he has filled practically every position from clerk to presi-
dent and his various connections have placed him at different times
in charge as inan.iger of every class of electric railway enterprise,
including city and suburban roails and lines operated by horse, cable,
trolley and conduit systems. Trom Louisville Mr. Coleman went to
Cleveland at the request of Mr. Tom Johnson and his brother, the
late Mr. A. L. Johnson, and for four years he was identified with
the Johnson enterprises in Cleveland. .Mlentown, Pa., Yonkcrs, N.
Y., and Brooklyn. Mr. Coleman held the office of general manager
of the Nassau system in Brooklyn until it was sold to the Brooklyn
Rapid Transit Co., when he formed connection with the St. Louis
Car Co. as eastern representative. Two years afterward he was
called to St. Louis to make an expert report on the proposed con-
solidation of the St. Louis properties, and after the merger he re-
mained in charge of the consolidated company. After some months
he resigned that position and went to Washington, D. C, as general
manager of the Washington Traction & Electric Co. He remained
there until a change occurred in the controlling management when
he resigned to take charge of the electric railway enterprises pro-
jected by the late Mr. A. L. Johnson in Eastern Pennsylvania and
New Jersey which position he has held until his recent resignation
for the purpose of going into business for himself. In addition to
his consulting work. Mr. Coleman will act as eastern representative
for a few Western manufacturers of electric railway apparatus.
OBITUARY.
MR. SAMUEL DE COURSEY, president of the American Rail-
ways Co., Philadelphia, died at his home in that city on January
27th, from the eflfects of an attack of grip. Mr. DeCoursey was
born at Queenstown, Md., Dec. 28, 1839; he was educated at St.
James' College and went to Philadelphia in 1854. Mr. DeCoursey
was engaged in the dry goods business as a young man but later
became largely interested in railroads. In 1888 he was elected vice-
president of the Western New York & Pennsylvania R. R. and in
1892 was made president, serving until 1900, when this road was
absorbed by the Pennsylvania. He was also a director of the Fair-
mount Park Transportation Co. Mr. DeCoursey is survived by his
widow, a son and two daughters.
MR. ABRAM STEVENS HEWETT, whose death occurred
on January l8th, was a nian of commanding intluence in industrial
affairs, having been connected during his whole business life with
the iron works which he founded soon after he graduated from
college and which grew into the present Trenton Iron Co. which
is now one of the prominent concerns of the country. Mr. Ilewelt
was born near Haverstraw, N. Y.. July 31, 1822, and attended the
district school where he was prepared for college. He obtained his
college course by winning a prize established for the student passing
the best entrance examination, this prize paying his tuition fees
through Columbia College. He was graduated in 1842 after which
he studied law while serving as a tutor in college and as acting pro-
fessor of mathematics for a time. He was admitted to the bar in
1845. As an iron manufacturer Mr. Hewett came in close contact
with many street railway companies especially those in New York
City for which his concern furnished rails. In a letter to the "Daily
Street Railway Review" at the time of the American Street Railway
Association Convention in New York, 1901, Mr. Hewett stated that
the grants originally made for the Second, Third, Sixth and Eighth
Ave. lines were offered without cost to Cooper, Hewett & Co. who
had been making special rails for many years. The late Peter
Cooper, who was the controlling power in the firm although not the
head of it had all his life refrained from having any interest in
grants made by the city of New York for public improvements and
was iniwilling that any member of his family should in future be
placed in the false position of being charged with having profited
by public grants. The original grooved rail used by the railways
in New York was designed by Mr. Hewett as well as the center
bearing rail subsequently used, which was designed to prevent
vehicle traffic on the tracks. Mr. Hewett first entered public service
in 1867 when he was one of the United States Commissioners to the
Paris Exposition of that year. His report at this time upon the
iron and steel industries of the world was published by Congress
and translated into a number of languages. He was elected to Con-
gress in 1874 where he served continuously until 1886, in which year
he was elected mayor of New York over Theodore Roosevelt and
Henry George, respectively the Republican and People's candidates.
He was an active promoter of the New York Rapid Transit Ry. and
in 1901 was presented with a gold medal by the Chamber of Com-
merce in recognition of his service in securing rapid transit. Mr.
Hewett was a director of a number of large concerns including the
United States Steel Corporation, the American Bridge Co., the
Morton Trust Co. and a number of railroads. In 1885 he married
Sarah A. Cooper, only daughter of Peter Cooper. His eldest son,
Peter Cooper Hewett has made a special study of electric lighting
and has recently produced a ncsv type of electric lamp and a static
converter for changing alternating to direct current, both of which
promise great economy.
HIGH TENSION RAILWAY SYSTEM.
The Stanley Electric Manufacturing Co. of Pittsfield, Mass., has
made the following official announcement concerning the high-poten-
tial electric railway which it is perfecting:
"The work wv arc prepared to do is the running of long distance
heavy, high speed trains with the .stations from 50 to 75 miles apart;
there are no sub-stations and the high potential current is applied
direct to the locomotive. The control wires will be carried along the
track so that steam locomotives can be used on the same tmcks with-
out interference with the electric system; there will be neither third
rail nor static transformers along the line, simply a power house
located at from 50 to 75 miles apart and control wires connecting
them. The locomotives will be more expensive than any locomo-
tives built on any of the present schemes but the amount of copper
used will more than compensate for the increased cost of the loco-
motive, since the locomotives, control wires, etc.. will cost about $75
per h. p. against costs from $100 to $200 per h. p. for wires on pres-
ent low potential systems. The cost for sub-stations and copper
combined, for a low potential system, is placed at something over
$250 per h. p. The new system will cost less than $75 per h. p. and
will do work which the present low potential systems will not do,
viz. : that of hauling a long train at a considerable distance from the
station. The best thing that is being done now is at Baltimore
where the feeder cost runs up to over $200 per h. p. and the distance
from the station is only three miles. At ten miles from the station
the system which has been installed in Baltimore would be absolutely
prohibitive on account of the feeder cost.
"The system is not that of the Ganz Co. but is the result of the
work of our engineers on patents under which we have secured
rights from engineers in this country and abroad, our plan only be-
ing made possible by the combination and to an entirely new form
of dynamo with a new form of motor control which permits the use'
of high voltages directly on the car and absorbs no energy in resist-
ance or other such wasteful methods as are now used in the scries
parallel method of motor control."
.\ fire occurred at Slcubcnvillc, O.. on Janu.nry 13th, which de-
stroyed the plant and machinery of the Steubenville Traction &
Light Co., with all the machinery. The city was supplied with light
by this company. The loss is placed at $20,000.
On January i.Slh a fire occurred at Nesvark, N. J., which de-
stroyed one of the North Jersey Street Railway Co's. barns. The
barn was on the Bergen and South loth St. line. It was a one-
story frame structure 60 x 500 ft. Twenty-five passenger cars, two
sweepers and one snow plow were burned.
Fee. 20, 1903.]
STREET RAILWAY REVIEW.
Ill
HEAVY SNOW PLOWS FOR PHILADELPHIA.
The J. G. Brill Co., of Philadelphia, rccoiuly completed an order
of 30 snow plows for the Philadelphia Rapid Transit Co. The
order called for 17 shear-board plows for double track work and
13 of the nose type for the single track lines in the heart of the
city, both of which are illustrated herewith. The curved form of
the upper plates of the plows has proved effective in rapid work and
the snow is rolled over and deposited at a fair distance outside the
BRILL SHE.\R-I!0.\KI> PLOW.
rails. The plows are adjustable ; the nose plow may be raised 9
in. from track and the lower plate of the shear plow 6 in. Ordi-
narily, in service, the bottom of the plow is kept about 2 in. from
the rails. Straight link chains passing over chain wheels resting on
the end sills, are wound on other chain wheels located in the cab
and the raising and lowering is easily and quickly accomplished
by means of a 24-in. horizontal wheel which operates a worm gear.
The steel plates of both types of plows are J^ in. thick and 4 ft.
from top to bottom. The shear boards are 12 ft. 4 in. long and
the plates on either side of the nose plow 6 ft. 9 in. The bottom
of the plows is horizontal for the full width of the track and then
sheared on an incline, giving an elevation of 2 in. at the ends, for
the purpose of avoiding cobble stones and high places in the pave-
ment near the track. The plates of the shear plows are backed
up with oak; a vertical blocking for the upper plate 3^ in. thick,
and a horizontal blocking back of the lower one, 6^ in. deep. The
plow posts are composed of sections of 60-lb. T-rails, secured to
the ends of the car body and having top and bottom steel guides
secured to the plows. The plates of the nose plows are held by
heavy castings. The guides and T-rail posts are the same as in the
shear plows, except that the lower ends of the posts arc secured to
the 3 X 3!^-in. bars which are on either side of the truck, and are
brought around the ends for that purpose. The pull irons are
located at the center of the plow plates about 20 in. from the rail-
heads.
The cab of the shear plows is 18 ft. 9 in. long, over sheathing,
and 6 ft. 10!^^ in. wide, its total length over diagonal end sills
BRILL NOSE PLOW.
iH-ing 28 ft. 9 in. Truss rods, which arc anchored at the ends of the
sills are brought up to the letter board and supported by Y^ x 2J-2 in,
iron straps extending down to the sill, with a toe at bottom in-
serted in sill. These straps are securely boiled to the side posts.
'Hie side sills are 5^ x 12 in., and the diagonal end sills ^Vf, x 12
in. There are six cross joists, four of which arc s^ x 12 in. and
two are 5 x 10 in.
The cab of the nose plows is 18 ft. (>% in. long, and 6 ft. \oVi
in. widi. The side sills arc S^ x 12 in., two cross joists arc %% x
I J in. anil two S x IJ in. The cabs of both plows have 36-in. sliding
doors, and the central sash of the hexagonal ends is .Trranged to
drop. The roofs are substantially built with JgxiK'-in. rafters and
six i'4x^8-in. steel rafters. Ice scrapers, or diggers, are a part
of the equipment of the cars. They are stayed to the body with a
■H-in. rod, which passes through a spring, allowing sufficient play
to prevent injury by catching on obstructions other than ice and
packed snow. The scrapers are operated by a foot pedal in the
cab, and when lowered retain a position about J4 of an inch from
the crown and inside of the rail.
The 3x3!.'j-in. side bars which extend along the sides of the
trucks from plow-post to plow-post, give enormous resisting power
to the plows, especially at the lower edge, where the largest resist-
ance is required. The trucks have toggle-jointed brakes, carried
between the wheels, and are operated by means of a horizontal
brake wheel on a vertical shaft, which is connected to a horizontal
shaft extending across the car. The wheel base is 7 ft.
* I »
WAGONNER WATCHMAN'S CLOCK.
The Waggoner Watchman's Clock Co., of Grand Rapids, Mich.,
has placed upon the market a reliable and efficient watchman's
clock, the interior of which is illustrated herewith. It is so con-
structed that it will give an alarm when registering and will sound
INTIiRlnk VIKW OK CLOCK.
an alarm when short circuited by accident or otherwise, at the same
lime registering the exact time the circuit was closed. It is im-
possible to destroy the dial or record by closing the circuit as is
possible with some clocks, for the registering armature or hammer
works with a vibrating motion and with such rapidity that it is
impossible to tear the dial. This defect has often done injustice
to the honest watchman as it is impossible to tell whether the clock
has torn the dial itself or whether it has been manipulated by the
watchman. In case the watchman fails to register for any reason,
such as sickness or being accidentally hurl, an alarm rings at the
central station until the clock is registered.
It can be made to serve as an automatic fire alarm as it will
register and ring an alarm, and at the same time, by an annunciator
alongside the clock, indicate on what floor or station the fire may
be located. If a fire should break out it rings the alarm in as many
places as desired, continually. It is thrown in circuit by thermostat
connections which are operated by the heat of the buihiing when it
reaches from 160 to 200 degrees.
The clock is so constructed, that if desired it will register its
number. Each clock has a number, and if several be placed in a
series of factories, each will register its number at the central sta-
tion on a strip of paper if the watchman fails to register the clock
within 10 minutes over the regular time. This clock is made to
register either with a magnetic generator or with a battery system.
112
STREET RAILWAY REVIEW.
[Vol. XlII, Na 2
It is simple in construction, easily maintained and installed and is
sold direct to users. The makers arc willing to supply any respon-
silde firm witli a clock for a 30-(lay trial, liclicving that its merits
will readily recommend it to any intending purchaser.
SOLIDIFIED OIL.
HY J. N. IIRI'CK, VIcE-l'RESIUENT ANDOENEKAI, .MANAI.KK IlKICK
S01,iniKIED OIL CO., BOSTON, MASS.
The prohlem of perfect lubrication for electric car motors and
journals has been made a special study by the writer and after
years of investigation and experiment he claims to have produced a
solidified oil that lubricates perfectly and it is now presented to the
public in a thoroughly tested and reliable form.
For years compounds or greases of various kinds have been
manufactured and placed on the market as substitutes for heavy
liquid oils with indifferent results, as all saponified greases must
necessarily contain water, alkalies and acids, to harden or saponify
them into a grease, and which the writer claims renders it unfit
for lubricating purposes, as it will not stand cold weather, it be-
coming so hard at a low temperature that the grease will not lubri-
AUTOMOBILE TOWER WAGON IN FRANCE.
U. S. Consul llaynes rejKjrls from Rouen, h" ranee, that 1-t Com-
pagnie de I'Kst I'arisien lias recently had constructed a [lOwer-
driven tower wagon, capable of carrying six workmen and 1,100
lb. of material. The wagon is being used in repairing overhead
trolley wires. The platform can be elevated to a height of 20 ft.
and priijecled from cither side of the wagon. It will support two
workmen and will not interfere with passing cars. The tower is
in two sections, the top section sliding inside of the lower one.
When the wagon is not in use or is in transit the top section may
be lowered and the railing folded down.
I'he vehicle is driven by a two-cylinder horizontal 12-h. p. engine.
It is said that this method is found to be 50 i)er cent chcnper than
.Miimal traction.
NEW CARS FOR ST. LOUIS & SUBURBAN.
Ihe St. Louis Car Co. is furnishing 20 cars to the St. Louis &
Suburban Railway Co., the general plans of which are shown in
the accompanying illustrations. These are large cars of the senii-
ST. LOUIS CAR roR ST. LOUIS & SUBURHAN RAILWAY CO.
catc the bearing; and then in siunmcr weather grease becomes so
soft that it runs through and the motors require frequent replenish-
ing to prevent the bearings running hot and causing trouble, loss
of time and the expenditure of many thousands in the course of
the year in repairs.
The importance of perfect lubrication for electric car journals
and motors has become a very serious question and one that every
railroad man is interested in. It is claimed the new process is per-
fect. The solidified oil is made from 23° gravity oil of over 450°
fire test, and 350 viscosity, and 110 acid, alkali or water is used,
the absence of these latter ingredients accounting in part for the
fact that solidified oil is not affected by the heat or cold.
Solidified oil is fast supplanting saponified greases and liquid
oils whereever the former have been tested, the unvarying result
of every test showing in favor of the solidified oil greater efficiency,
and a great reduction of friction over any grease in use on railroads
today. Solidified oil is now in use on car journals and has been
running from three to si.x months without replenishing, and car
motors have been run 30 and 90 days without replenishing.
The writer also claims that he is making a solidified oil that
feeds through felt wicking in winter weather as well as summer,
which is a very important item and one that should be of very
great interest to every electric railway man in the world. The
writer claims to be the only person who has discovered a sure, re-
liable and economical method of lubricating car journals in all tem-
peratures, climates and under all conditions of traffic and espe-
cially for high speeds. Solidified oil is made by the Hrnck Solidi-
fied Oil Co., of 256 Dover St.. lioston, Mass.
The first car was run between Charlevoi, Pa., and Monongahela,
Pa., on the Pittsburg Railway Co's. new line, on January i6th.
convertible type, llic length over all being 45 ft. The length over
the corner posts is 34 ft. and the over-all width measures 9 ft. 2 in.;
ihey have a seating capacity of 52 passengers. The cars, as will be
seen in one of the illustrations, arc vestibnled at each end and the
It is said that the Circleville, O., authorities oppose the entry into
that town of the Scioto Valley Traction Co. The company may go
around the town on its way to Chillicothc.
HALF-PLAN ANI> ELEVATION OF CAR.
bottoms of the cars are formed of channel steel. The windows are
of plate glass throughout nad arc provided with Pantasote curtains.
The inside finish of the car is mahogany, as arc also the ceilings.
Feb. 20, 1903.1
STREET RAILWAY REVIEW.
113
and all the trimmings arc of nickel plated hronzc. The cars are
provided with St. Louis Car Co's. patent walk-over seats, covered
with canvas lined rattan, there being 26 seats in each car. The
cars are mounted on St. Ix>nis Car Co's. No. 47 short wheel base
trucks having solid steel side frames and each car is provided with
St. Louis Car Co's. arc head lights. The general arrangements of
are provided with iletachahlc steel friction plates wliirh an- heavy
file-cut and tempered to secure friction on the rails without llie use
of sand, and these can be recut until worn out at a small cost. The
shoes arc 14 in. long on the track bearing surface and have n rise
of 9 in.
Tt is intended that these brakes sbnnld lie applied under llic rear
UIACR.^M (IF FLOOR FRAMINC, ST. LOUIS CAR.
the car, showing design of framing and general dimensions, are
shown in the accompanying drawings.
FRESH EMERGENCY BRAKE.
A new type of emergency brake has recently been invented by
Mr. Henry Fresh, of Cumberland, Md., which is illustrated in the
accompanying engraving. The principal feature of this brake
mechanism is what is known as a "chock-block" which bears equally
upon the wheel and upon the track. In the accompanying illus-
tration this block G is shown in position supported by two bars,
one of which, called the hanger bar H, is pivoted to the side frame
of the truck by a stud which projects through a slotted hole. The
other bar F, which supports the block is fastened to a lug E, pro-
jecting from the shaft C, on which is a second lug B, placed at an
angle to lug E which serves to regulate the position of the "chock-
block." The slot on the bar H permits this block to move in a for-
ward and upward direction for releasing the brake, and this opera-
tion is controlled by a lever on the car platform connecting with
the lug B. The brake may also he supplied with a scraper or steel
FRESH E.MERdKNCV C.\R liRAKK.
bit, P, which rests close to the rail and is used to remove ice or
sicct from the surface of the rail. It is claimed that this brake
is especially adapted to street railway service on heavy grades and
that it combines safety and cfTiciency in a high degree. It is inde-
pendent of the motive power of the car and is always ready for an
emergency. The brake is under easy control of the molornian at
all times by the application of the lever and the weight of the car
upon the wheels gives the necessary pressure on Ihc rail without
straining the car iKMly. The brake shoes are provided with a (lange
near the wheel bearing on the rail which allows it to pass through
curves without binding, or liability to derailment. The brake shoes
wheels, or upon the rear truck of a car so as to leave the front
wheels free in passing over curves. Upon double truck cars there
is provided a circle draw-bar which leaves the truck free to adjust
itself to curves. The brake is exceedingly simple in design and is
easily applied and there are no wheels, latches or springs to get
out of order. It requires no expensive repairs and is easily attached
to any type of cars. The lirakc is manufactured by Fresh &
Speicher, of Cumberland, Md.
THE KEYSTONE TRAVELER.
The Mayer & Englund Co., of Philadelphia, has commenced the
publication of a small monthly periodical that has for its mission
the avowed purpose "of bettering the business of the Mayer & Eng-
lund Co. and its customers." The monthly has been appropriately
named the "Keystone Traveler," and the publishers announce that
it will cost nothing but the time it takes 10 read it. The January
number, which is Volume I, No. i, contains 24 pages of reading
matter cleverly prepared and displayed. Descriptions and illustra-
tions of Mayer & Englund specialties are interspersed with very
readable fables and witticism, the whole making a combination that
ought to go a long way toward accomplishing the end in view.
When one has perused llie first issue of the Keystone Traveler
there can be little doubt left in his mind that the particular business
of the Mayer & Englund Co. is the making and selling of liigh-class
supplies for electric railways. The periodical will be sent regularly,
free of cost, to any manager, engineer or purchasing agent interested
in street railway matters.
AIR COMPRESSORS FOR NEW YORK SUBWAY.
M. F. C Randall, general sales agent fcir llie Christensen I'Ji-
gineering Co., last month closed, among other orders, contracts for
350 No. 2 air compressors, governors and oiliir p.irts of an r.ir
brake apparatus for the stibvvay cars of the Interbormigli Rajiid Tran-
sit Co. of New York City. He also look orders Ironi the Rhnde
Island Co., of Providence, for 23,3 No, i straight air brake e(|uip-
ments, and it is of interest to note that when these have been in-
stalled every double truck electric railway car in the stite oT Khinlc
Island will have linn equipped with Chrisleii'ir n air braK-rj
• t »
Coal and cattle interests in ihc vicinity rif lilmira. 111., arc advo-
cating the building of an electric road lo connect that town with the
tnaiii line of the Chicago, lUirlingtim & tjuincy H. R., at Kewanee,
so constructed that freight ears may be intcrrlianged with Ihc Diir-
linglon.
114
STRI'.irr RAILWAY RIiVIKW.
(Vol, XIII. No. 2
NEW TROLLEY RETRACTOR.
Tlic ai-i-DiniMiiyinn ciiKraviiiK illuslralrs a Irollry riiraclor wliicli
has lucn patcnti-d recently ami is known as llic HufTinan-l'uwers
trolley protector, which will be of interest lo our readers. The
device is contained in a small wooden box placed at the rear of the
car. within which is a drnni on which the trolley rope is wound.
Within this drum is a motor spring of sufficient strength lo just
keep all the slack out of the rope, in order that the retractive effort
of the protector may be quickly applied in case the trolley leaves
the wire. On the same spindle, but independent of the drum, is a
spring barrel, containing a spring of sulTicicnt strength to draw
down the trolley pole. This barrel carries a pawl which engages a
ratchet on the drum : under ordinary running conditions the paw I
is iliscngaged, being held by a hook on a lever, on the opposite end
HOFFMAN-POWERS TKOLLEY I'KOTICCTOR.
of which is the armature of an electromagnet. This hook not only
prevents the engagement of the pawl with the drum, but it prevents
the spring barrel from rotating.
From each side of the trolley head lle.xibly poised wire connectors
project laterally ; these are insulated from the trolley pole, but arc
connected to the ground through the electromagnet in the protector
box and a switch. These projecting wires are located so that they
can not touch the trolley wire while the wheel is in place, but they
make contact as soon as the wheel leaves the wire. The electro-
magnet attracts the armature, which in turn raises the releasing
hook, allowing the pawl to drop and the spring barrel to come into
action. The latter now engages with the drum and both springs
unite in drawing the pole downward, where it is held out of reach
of the cross wires and overhead work.
Tests extending over a considerable period show that the trolley
wheel does not get even a few inches above the wire, and that it is
drawn down four feet in an instant. A projecting lug on the spring
barrel opens the switch, so that the operator
can reset the trolley with no danger of a
ground, allowing him to strike the projecting
wires against the trolley in so doing.
To reset the trolley and the protector, it is
only necessary 10 exert a slight pull upward
on the rope, in which the trolley assists, this
rewinds the barrel spring and the retaining
hook catches hold of the pawl automatically.
The switch is then closed, and the apparatus
is ready to proceed. In order to assure the
motorman that the device is set, or to warn him when the trolley has
left the wire, the opening of the switch also closes a circuit through
a battery and signal bell, which will continue ringing until the
trolley is re-set.
It is claimed for this device that it will not be tripped by jarring
of the car; that it operates whether the motors are taking current
or not; that it is impossible for a circuit to be made unless th;
trolley wheel leaves the wire, and that it requires the minimum of
elTort to reset it. The device has been tested for some time on the
lines of the LaFayette Street railway and has worked satisfactorily.
The maker is the Hoffman-Powers Co., LaFayette, Ind.
STRIKES OF THE MONTH.
January uih a strike of the motormcn and cimductors nn the
Walerbury division of the Connecticut Railway & Lighting Co. was
declared. About 100 men were involved and the strike was caused
on account of the discharge of a motorman who was president of
the motorman's union. The man was discharged for repeatedly
leaving his car at the suburlun terminal and entering a saloon. For
several weeks the service was badly crippled and no attempts were
made to run cars at night. Later, men were secured to take the
strikers' places and it was endeavored to resume the regular sched-
ules. This increased the activity of the strikers and their sympa-
thizers, and on the night of January Jist serious rioting occurred.
Cars were stoned and nonunion crews were severely handled;
about 20 men were injured. February ist 14 companies of militia
were ordered to Walerbury after which the cars were run for some
time with military protection. The company is now operating its
cars on regular schedules by non-union men and the luilitia has
gradually been withdrawn. Farly in the strike the union started
omnibus lines in opposition to some of the car lines.
On January 25th the conductors and molormen of the Indiana
Railway Co. inaugurated a strike which left the cities of South
Bend, Mishawaka, Flkhart and Goshen without street car service.
The strike was brought about by the discharge of 10 men who were
officers of the local street car men's union. The strikers demanded
a nine-hour schedule, the adjustment of grievances by arbitration,
reinstatement of 10 discharged conductors and motormcn, recogni-
tion of the luiion by the company, and an increase in wages. On
February 3d a committee of the prominent citizens of the cities
affected endeavored lo adjust the conditions between the company
and the men but no settlement of the trouble could be made.
A strike of the conductors and molormen of the Montreal Street
Railway Co. was commenced on February ist for the recognition
of the molormen and conductor's union, an increase of salary and
the reinstatement of a number of employes. Within two hours
after the strike was declared a car was wrecked by a mob and the
motorman roughly handled. .Vnother man was assaulted and prob-
ably fatally injured. 1 he strike was terminated on the night of the
same day, the company conceding most of the demands made by the
employes including 10 per cent advance in wages, recognition of
the union, and reinstatement of recently discharged men.
PORTABLE LAMP GUARD AND HOLDER.
The portable lamp guard and holder shown in the accompanying
illustration is manufactured and marketed by Porter & Berg, dealers
in electric railway supplies, Chicago. It is made after their own de-
sign and is something that can be used to great advantage by electric
railway companies. It is made in two sizes, suitable to take either
16 or 32 candle power lamps. The guard is very strong and com-
pact, yet not too heavy to be bandied conveniently. There are a
good many places in and around car barns, pits, store rooms, shops.
PORT.Mil^K L.\.Sli' Hi.l.HtK,
etc, where a portable light would be very convenient and for tlu:>
purpose the portable holder is especially adapted. The hook at the
upper end of the guard is made of a size suitable lo be attached to
aliTiost any foriu of support and by this means a man using it can
readily find a temporary place for it. This device is particularly
recommended for soo^volt work for the reason that the socket is
thoroughly insulated from the guard, thus obviating any trouble
from "grounds" on railway circuits; The outfit is furnished com-
plete with the exception of the incandescent lamp and in addition
a soft rubber socket protector is supplied, the latter serving as a
protection to the socket when used in exceptionally moist places.
Fer 20, 1903.]
STREET RAILWAY REVIEW.
115
ACCIDENTS.
CLIMAX FENCE POSTS.
A head-on collision occurred between two cars of the Wilkes
Barre & Wyoming Traction Co. on the niglit of February ist, which
is attributed to a dense fog which prevailed. The collision occurred
near Pittston Junction and 10 persons were more or less seriously
injured.
Two head-on collisions between electric cars occurred within 70
minutes, on January 28th, on the Clayton division of the St. Louis
Transit Cos. line. The first wrecked a car near the bridge over
the River des Peres on the single track line and three men were
injured, one seriously. The other collision was between a mail
car and a passenger car which came together with such force that
the front ends of both cars were demolished.
A car of the Philadelphia Rapid Transit Co. was wrecked by a
locomotive on Jan. 31st and six persons wer injured, but none
seriously. .\ locomotive of the Reading railroad ran out of the
station at Third and Burke Sts. with no one aboard, but with its
throttle wide open, and ran at high speed along a single track which
was but seldom used and where no watchman was stationed. When
the motorman saw the locomotive he had no time to act, or even
to jump. The car was struck near one end, turned at right angles
to its former direction and was thrown over on its side. It is
thought that the engine was started by some mischievous boy who
had become frightened and jumped from the cab.
A collision occurred on January 21st between an Archer Ave.
car of the Union Traction Co. of Chicago, and a train on the Chi-
cago & Western Indiana Ry. The accident was due to the break-
ing in two of a freight train north of Archer Ave. When the en-
gine and several cars had passed the crew of the electric car be-
lieved the track to be clear and the car was started forward. When
it reached the center of the tracks the rear part of the broken train
came into collision with the car. The motorman was fatally in-
jured and several of the passengers w'ere hurt, but none seriously.
On January 19th a collision occurred in Columbus, O., between
a train on the Toledo & Ohio Central Ry. and a Leonard Ave. trol-
ley car. Just as the motorman started to make the crossing it is
claimed the gateman started to lower the gates and to ring the
danger signal. The gates struck on top of the car near the rear
vestibule, and as the car approached the tracks an engine backed
down and struck the car, forcing it off the tracks and breaking
both of the sills. It was claimed that the watchman did not attempt
to lower the gates until after the car had passed onto the tracks and
the marks of the gate on the roof of the car about 3 ft. from the
rear end substantiate this claim. It is also said that the engine car-
ried no lights and the conductor of the car was unable to sec it
approaching.
A motorman on a car of the F.ddy & Fulton St. line, of San
Francisco, Cal., lost control of his car while descending a steep
grade and as the car entered a curve
it jumped the tracks and threw sev-
eral passengers to the street, seven of
whom were painfully but not seri-
ously hurt The conductor of the
derailed car claims that the motor-
man ran his car down the grade at
an unnecessarily high rate of speed.
The brakes of the car were found to
be in perfect order.
♦ ■ »
The Congo State Railway author-
ities, whose headquarters are in Brus-
sels, are alx)ut to invite estimates for
supplying 30 electric locomotives and
a large electrical installation.
1 ho u.se of wire fences for enclosing private rights of way for
suburban electric lines and other railways is now very general and
the accompanying illustrations
show some new styles of fence
posts which have been put on the
market by the Climax Fence Post
Co. These posts are particularly
suited for railroad right of way
fences, farm land fences, railroad
signal posts, city sign posts, etc.,
and are made in several styles for
corner, end, line and ornamental
posts. They are made in any
height required, of steel angles
which are cemented in the base.
The base is made of vitrified shale
clay. The angles above the base
are punched for any kind of fence
wire desired. Fences of this con-
struction present an extremely
neat and attractive appearance and
are rapidly coming into general
use for interurban and suburban
electric railways operating upon
private rights of way.
In view of the fact that the
power house of the new Muncie
(Ind.), Hartford City & Fort
Wayne Railway Co. is located at
Eaton, it is now proposed to run
a branch line from tlie latter town
to Albany, Selma, Parker City and
Winchester. A part of the riglit-
of-way to Albany has already been
secured. Work on the Muncie-
Hartford City company's line, con-
necting Muncie, Hartford City and Montpelier, was well under way
the latter part of January, and it was expected that the road would
he put in operation .some time during the present month.
CLIMAX-
GORE TRACK DRILL.
'I'he Ludlow Supply Co., of Cleveland, O., wliich has for some
lime been handling the Gore track drill mounted upon a carriage
of its own manufacture, has now made arrangcmcnis whereby it
will in future manufacture these drills. The company has made
The Berkshire Street Railway Co.,
of Pittsficid, Mass., recently started ■-_..
a through car schedule from Great
Barrington and Pittsficid to North
Adams. It is reported that the road
is to be extended to Canaan, Conn.
The company recently received several new combination passenger
and baggage cars.
I'OKI-; TRACK IlKII.I, ON ( AKKIA(;K.
several iniprovenienls in them ncrrilly which will \ir seen by icf-
ercnce to the accompanying illustralion. The driving wheels have:
IK)
STREET RAILWAY REVIEW.
I Vol. XI II, No. 2
ln.-1'ii raiM.'<l 4'j in., briiiijiiiK llicm to a iiiorv natural puMtiun for
liirniiif! and llic small crank on tliv raising and lowering shaft lias
l>crn replaced with a tj-iu. whvt'l, making it ninch easier lo raise
and lower. .\ ratchet wheel and clamps for holding the rail while
drilling have also lieen added. In recent tests, nsing a new bit, a
hole was drilled in Jb seconds and each of the first lO holes in less
than one niinnle, with two men turning and ime man feeding. By
inserting a new hit fre(|nently this average can be maintained. The
carriage rides on the rails, allowing the drill to be moved rapidly.
The company recently eqnipped one of its drills with a Vt-h. p.
electric motor connected hy bell to one of the driving wheels. This
arrangement gave entire .satisfaction, the motor maintaining a speed
equal to that when operated by two men, and but one man is re-
quired to operate the drill.
♦»»
THE MARTIN ROCKING GRATE.
Ihc accompanyiiin lllll^t^ations show the tire grate nianufactureil
by the Martin Grate Co.. No. j8 Plymouth Court, Chicago. Fig. i
is one of the bars in detail and I'ig. 2 shows the appearance of the
assembled grate. It will be noted that the bar extends lengthwise
of the firelw.N. an arrangement which, in connection with the design
of the bar itself, is intended to facilitate the use of slice bar and hoe.
The bar is I'j in. in width and s'/2 in depth. There are interlocking
Slime iif the claims made by the manufacturers for this grate are:
very reasonable first cost, remarkable durability, fuel economy, and
great ease of installation, o|H-rali(in and repair. And these claims
are substantiated by testimony from a great many of the largest
steam plants in the west.
BARRETT JACKS AT PITTSBURG.
The Pittsburg Kailways Co. controlling all the street railway
lines in Pittsburg, .MIegheny and the adjacent towns has placed an
order with the Duff Mantifacluring Co., of Pittsburg, Pa., to equip
each of its cars with a No. 2 Barrett jack. Almut a year ago the
company tried the experiment of equipping every third or fourth
car with a jack and the result has been so satisfactory that the cars
are all lo be so equipped. Several prominent street railway com-
panies in this country are considering the .idoption of this plan as
there seems to he many advantages in providing each car with a
jack to be used in case of emergency. They are freepiently of serv-
ice in removing wagons that are broken down on the tracks, thereby
avoiding much annoyance and delay. In some places the law re-
quires that a jack should tie carried on each car. Such a law is in
force in Cape Town, South .\frica, and the equipment for this road
was furnished by the DufT Manufacturing Co. about a year and a
half ago.
CffilLDUl
Fit;. I. DET.MI. Ill' (;k.\TK b.\k.
fingers im the bars, the spaces between llutn arc small and llic bars
all rock in the same direction at the same time. With these condi-
tions, the act of shaking does not allow clinker lo drop down and
clog the grate.
This grate bar may be classed among the heaviest on Uic market.
though the heavy part is a considerable distance below the fire line,
with a free circulation of air between; thus providing against over-
heating. It will be noticed that the top of the bar is slotted near
each end to allow for expansion and conlmction. To this slot, is
said lo be due, the long life of the bar.
The bars rest with a wedge-shaped bearing on the supporting
bars, making the operation of the grate extremely easy. It is said
PITTSBURG, McKEESPORT & CONNELLSVILLE
RAILWAY CO.
The Pittsburg. McKeesport & Connellsville Railway Co. an-
nounces that its main offices, and the offices of all its affiliated light-
ing companies, will be located in the Title & Trust lildg., Connells-
ville, Pa. The new plant of the railway company, which cost in
llic ncighborhod of $1,000,000, will be put into operation within the
next io days, and power from this plant will be delivered to all
parts of the system as soon as the high tension lines are com-
pleted. The remaining links in the railway system arc being rapidly
closed up and the last of the bridges are Iwing erected so that the
entire road, with the exception of the extensions which are to be
built this summer, will be in operation in the near future. The
company has recently completed a new system of shops at Connells-
ville and is in the market for the equipment of machinery for these
shops.
♦ • »
NOTICE OF REMOVAL.
PH.. 2. .\SSEMliLEl) (IKATK.
ihat very little effort is required lo shake a grate of 60 sq. ft. in area.
Ordinarily the air space for draft is about fifty per cent of the
grate area, but it can be changed in a few minutes by changing the
position of the bars.
While the grate would seem lo be very satisfactory with any kind
of fuel, it is especially adapted lo use where screenings or slack is
burned.
I Ik Slanilard Pole & 1 ie Co. has removed its offices to the Vene-
zuela Building, numbers 133-5-" Front St., New York City, a change
rendered necessary by the increased
business of the company and the
consequent enlargement of its office
force. The company is doing a large
pole and tie business, and with its en-
larged Southern yards, and its in-
creased facilities in all departments, is
covering a wide field Ihrougboul the
Middle West.
.•\t Brooksville, Fla., the company
owns extensive tracts of Florida
heart pine limber land on which it
has erected and is now operating a
sawmill and two large crossarm mills.
The crossarms turned out at this
point are of the best quality of long
leaf yellow pine, and it is the com-
pany's policy lo subject them to se-
vere tests before shipment, so the
arms will stand the most rigid ex-
amination and give entire satisfaction. The aim of the company is
lo please its customers at all limes, and all orders sent to the New
York office will receive attention and be satisfactorily filled.
The Urbana (Ohio) Bellefonlainc & Northern Traclion Co. re-
cently received the first consignment of rails for the road in Cham-
paign County, O.
Fee. 20, 1903,]
STREET RAILWAY REVIEW.
117
A NEW STREET CAR FENDER.
FOND DU LAC-OSHKOSH ROAD OPENED.
For several weeks the Cleveland City Railway Co. has been mak-
ing a practical test of the "Eclipse" fender which is the invention of
Mr. Benjamin Lev, of Cleveland. It is claimed for the "Eclipse"
that it will pick up a person absohitcly without injury even when the
car is moving rapidly, and the confidence of the inventor in the per-
fection of the device has resulted in a number of tests that to the
onlookers must have been extremely startling. One such object
lesson is thus described by an eye-witness : "Mr. Lev stepped out
on the track as the car came down grade at a speed of about 12
miles per hour, and was struck by the fender which operates per-
ECLIPSE CAR FENDER.
fcclly. The hollow rubber cylinder which extends across the front
of the fender struck him about the ankles, the force of the impact
causing him to fall backwards into the fender whicli held him se-
curely. The car was stopped as quickly as possible and Mr. Lev
released from the fender and was found to be entirely uninjured
and none the worse for the experience. He had taken no precautions
whatever in way of protecting his person by padding or otherwise,
but was dressed in ordinary street clothes. The street railway
people present were apparently well pleased with the result of the
test."
The fender is made by the Eclipse Car Fender Co. of Cleveland.
The construction is very simple; a platform or fender of band iron
latticed together stands at an angle of about 45 degrees, and is
pivoted near the front. At the lower end of the fender is a hollow
rubber cylinder, which strikes about the ankles of any person stand-
ing on the track, taking the force of the blow ; the force of the fall
is taken up by the body striking the inclined fender, which at once
tips back with the weight and holds the person as if cau^it in a
basket. A flexible screen at the back prevents any injury from strik-
ing the front of the car.
AIR BRAKES FOR NEW YORK SUBWAY.
'I he Intcrborough Rapid Transit Co., of New York, has recently
awarded contracts to the Westinghouse Air Brake Co., of Pitts-
burg, for the air brake apparatus proper, such as engine valves,
triple valves, brake cylinders, piping, etc., for all the 500 cars con-
stituting the first installment of rolling stock for use in the sub-
way. The Christcnscn Engineering Co., of Milwaukee, will supply
the compressors, governors, etc.. for the equipments.
WESTERN PENNSYLVANIA INTERURBAN.
Plans arc under consideration for an inlcruriian electric railway
nystcm which shall serve the coke region between the Allegheny and
Monongahcia Rivers, the territory being tributary to Pittsburg. The
Pitlsburg, .McKccsport & Conncllsvillc and Grccnburg, Jeancttc &
Pittsburg, together with the line now building from Conncllsvillc to
fjreeiiburg will form the main part of the system, branches being
bnilt to other towns as the conditions may require.
I'hc Fond du Lac & Oshkosh Electric Ry. was formally opened
on January 28th, the ceremonies being participated in by the officials
of the railway and of the Columbia Construction Co., and. a num-
ber of invited guests from the cities along the line. The guests
were taken to Fond du Lac on the interurban car "Oshkosh" where
a luncheon was served. Alter the luncheon the guests again em-
barked on the two interurban cars, "Oshkosh" and "Fond du Lac,"
which reached Oshkosh about six o'clock. After making a tour
of the city and inspecting the public buildings the party was taken
to Athern Hotel where a dinner was served. Congratulatory
speeches were made by the mayors of Fond du Lac and of Osh-
kosh and other prominent visitors.
The new road is I9,'4 miles long and runs through a private
right of way 50 ft. wide. The track is laid with 70-lb. T-rails
in 60-ft. lengths and is to be ballasted with 18 in. of gravel. The
overhead work is of span construction and there are two figures-8
trolley wires. The rolling stock comprises four passenger cars and
one McGuire rotary snow plow. The cars are double truck, with
vcslilniles. and contain modern facilities such as lavatories with
hut ami ciilil water, smoking compartments, etc. The power for
the road is suiiplicd liy the Fond du Lac Street Railway & Light Co.
HOW TO CLEAN TRACK.
One of Ihc Manchester fN. II.) .Street Railway Go's, waiting
Mai.'ons wa» destroyed by fire on January Z3d.
The importance of maintaining clean track and clean streets in
which street railways operate has now become very generally
understood by street railway managers, not only on account of the
saving in current which is accomplished by keeping dirt and sand
from the rails, but also on account of the additional comfort to
passengers and the consequent increase in the traffic which fol-
lows. For cleaning streets and tracks both pneumatic sprinklers
and snow sweepers have been found very effective, and the Mc-
Guire Manufacturing Co., of Chicago, states that the inquiries for
pneumatic sprinklers which have been received during the winter
months is significant of the preparations which are being made by
street railway companies to clean the streets.
The company manufactures pneumatic sprinklers mounted on
both single and double truck cars, the former being made in three
sizes, 25,000, 30,000 and 35,000 gallons, and the double truck sprink-
ler being made in capacities of 40,000 and 50,000 gallons. The
greatest demand now is for sprinklers which will cover the entire
width of the street, and these machines are made to spread over a
maximum width of 50 ft. on each side, or 100 ft. over all.
These pneumatic sprinklers arc made with a heavy steel tank
which contains a partition, on one side of which is the water stor-
age and on the other side the compressed air storage for maintain-
ing the pressure on the water. The air reservoir is maintained at
the proper pressure by means of an independent motor-driven air
compressor, and, if desired, motor driven centrifugal pumps are
installed on the sprinkler for filling the tanks where there is no city
water supply. In addition to the regular sprinkling head this com-
pany provides an auxiliary nozzle called a track flusher, which
throws a separate stream of water directly upon the track rails .so
as to thoroughly clean them. The amount of water to be used is
regulated by a lever controlled by the motorman, and in order to
avoid wetting passing vehicles and pedestrians a device is provided
for cutting off the water instantly by means of a spring actuated
switch operated by the motoman's foot.
The company has received a number of orders for this machine
from the Richmond Railway & Electric Co., of Staten Island; the
Norfolk Railway & Light Co., of Norfolk, Va.; the Cleveland City
liailway Co., Cleveland, O., and other companies. The sales of
snow sweepers in localities where there is little or no snow have
also been numerous recently and point to the increasing use of
sweepers for cleaning tracks of dirt and sand.
The litigation between the city of Monlrcal and the Montreal
Street Railway Co., in regard to whether the ronip.iny shall pay
lo the cily a percentage of Ihc earnings of that portion of its track
nol inchiiUd in (he cily limits, has been decided in favor of the
company by the Court of Appeal, this coiul affiiiiiiiig llic judgment
of the Superior Court.
118
STREET RAILWAY REVIEW.
[Vol. XIII. No. 2-
FINANCIAL.
SOL- 1 II SIDK ELEVATED, CHICAGO.
riic linaiuial Matriiunt >tiliniitted at tlif aiimial im-cliiiK iif llic
SmilM Siili- I-llivntfil Kailriia<l ^llo^v^■ll a coiuiiuialioii of llic steady
heavy Rrowlli which the road has enjoyed for several years. The
siirphis for the year ig02 was $i78.f>.ii aKainst a siirpUis of $IJ5.-
5(16 ill iqoi. There was an increase of S.i)5 per cent in the niiniher
of passenuers carried over tliat of tlie previous year and the cost of
condiictinf; transportation anionnted to nearly 1.J7 cents per passen-
ger carried, against i.37 cents for the year licfore. The figures for
last year, vsith comparison with those of 1901. are as follows:
Kaniing.s— iqo2. 1901.
Passenger $i.4.1.1.8j8 $i,.ii6.009
Other earnings 4><.4"t> 4.i.fo'>
Miscellaneous I.5.?" .i7''
Gross earnings . ?i.4K,v84.^ $ 1 ..?().>.2,? 1
E.\petises —
Maintenance of way aiul structure $ 57.44- $ "4.4y'*
Maintenance of e<|uipinent 107.145 105.279
Conducting transixirtation .VM.".!'' 3<>l,6tQ
General expenses MO.O.s'' 141,201
Loop rental and expenses 1S3.057 162,360
Total expenses $ 862,.?.i8 $ 844.060
Net earnings 621,505 5'7.27i
Deduct interest on bonds 33.750 3.1.750
Deduct dividends on capital stock 409.'-4 357.955
Surplus ? 178.631 $ 125,566
L.\KE STREET ELEVATED. CHICAGO.
The financial report of the Lake Street Elevated for the year 11)02
showed a deficit of $26,915 for the year as again.st a surplus of
$6,204 ill '901. This was dire to the increase in the items of labor,
costs and taxes, and an increase of $.13,943 in labor alone more than
equalled the deficit. The comparative statement of the earnings,
operating expenses and net earnings for the past two years arc as
follows:
1902. 1901.
Total earnings $815,284 $786,462
Operating expenses 4.10.291 388.799
Net earnings $384,992 $397,662
Oprating ratio 52.78 49.43
Total passengers carried 15,849,411 I5.394,0.l8
Daily average 43-423 42>>75
The following are the profit and loss .iccounts of the last two years
compared :
1902. liX>I-
'To cost of operation . . $430,291 ' $3,S8.7()9
To taxes reserved 24.235 1 4,856
To interest on floating debt and trust notes 64,793 56,248
To interest on first-mortgage Ixinds outstand-
ing (including interest accruing Jan. i, 1903) 236,726 17.261
To interest on debenture Ixjnds outstanding 218.355
To rental of leased roads 84,384 82,970
To mileage tax, reserved 1.767 1.767
To surplus for year 6,204
Totals $842,uw $78<),46j
By passenger earnings $796,621 $767,795
By miscellaneous income :
.Advertising and news privileges, etc. 18.662 18,666
Deficit 26.91;
Totals $842,199 $786,462
At the annual meeting an organization committee was appointed
consisting of David R. Forgan, II. N. Iliginbolham, H, .\. Ilaugan.
Cory E. Robinson and Thomas Tcmpleton, which is to devise a plan
of reorganization and report to the stockholders on March 2d.
84.676
'58.793
$1,100,863
$ 310,135
/' 26.748
31.315
28.993
22,268
267,578
,38.565
52,821
.■ 3.887
$ 376.140
• $ 88,261
72*723
221,874
101. (>35
I.5.I.W
78,580
7.729
NORTHWESTERN ELEV.ATED. CHICAGO,
The report of the Northwestern Elevated Railroad for the year
1902 showed 3.H per cent earned on the preferred stock after $36,-
000 in cash had been set aside out of earnings for the maintenance
reserve, after heavy charges had been made against earnings for
maintenance of equipment and after the cost of important improve-
ments for the loop division had been deducted from the year's in-
come. These extraordinary items amounted to over I per cent on
the preferred slock. The gross earnings of the Northwestern Ele-
vateil proper, for the year increased 15 per cent and the earnings of
the Union Elevated, now owned by the Northwestern, increased
nearly 12 per cent. The Northwestern now has $51,000 in a cash
reserve fund for maintenance of way and structures. The figures
for the year with a cmnparison for those of iqoi arc as follows:
learnings — 1902 1901. Increase.
Trom passengers $i.ifi7.52>) $1,016,187 $ 151.342
Other, including Loop ml 243.46<>
Total $1,410,1)98
l''xpenses —
.Maintenance way a 58,063
.Mainlenance e(iuipmeiit 51,261
Conducting Iran'pnrlaliuM . 306,143
tieiieral 48,934
Total . 5 4f>4,40i
Net earning- 946.597
Charges —
Loop rent . 1 16.774
Taxes 86..i09
Hond interest 554.09' 385,220 • 168,871
Total $ 757.'74 $ 565.435 $ I9'.739
Surplus '89.423 159.287 30.'.?6
II Includes $36,coo set aside in monthly installments in cash for
mainlenance reserve.
/'Includes $15,000 set aside in monthly installments in cash for
mainlenance reserve.
("Decrease.
BROOKLYN RAPID TRANSIT CO.
The comparative statement for the months of December. 1902, and
1901, for all the underlying companies of the Brooklyn Rapid Transit
system was as follows :
1902. 1901. Increase.
♦Miles operated (single track). 488.1 489.3
Gross earnings $1,076,192 $1,038,158 $ 38,034
Operating expenses 655.896 686,622 •*30,726
Net earnings from operation... 420,296 35',535 68,760
While this showing is not equal to that of the previous months,
il shows substantial gains in both the gross and net earnings. and a
fair reduction in operating expenses. The figures for the last six
months of 1902 are as follows:
Gross earnings $6,832,369 $6,513,239 $ 323,130
Operating expenses 3.785. '75 4.083.729 **298,SS3
Net earnings from operation... 3,051,194 2.429.510 621,684
* Includes leased railroad of New York & Brooklyn Bridge 2.6
miles and trackage rights over Coney Island & Brooklyn Bridge
Railroad 2.4 miles.
*• Decrease.
INTERNATIONAL RAILWAY CO., BUFFALO. N. Y.
The income account for the International Railway Co. for the
month of December, 1902, with a comparison for December, 1901,
is as follows: 1901. 1902. Increase.
Gross earnings $732,376.73 $904.'7i-3' $'71.79458
Operating expcn.ses (exclud-
ing taxes) 378,044.40 492.990.62 1 14,946.22
Net earnings 354.3.P.33 411.180.69 56,848.36
I'ixed charges 386,489.25 390.134.40 3.64515
Net income 32.156.92 21.046.2f) 53.203.21
.\et income, July l«t to date. (19.839.35 149.480 19 70.640.84
Operating ratio (exclusive
of taxes) st.6 54.5
'The figures for the quarter ending Deceml)er 31st, with compari-
son of previous ye.ir are as follows:
1901. 1902. Incrca.-c.
Gross earnings $270,650.97 $309.8/1.35 $39.229..38
Operating expenses (exclud-
ing taxes) 174,823.91 169.957.32 4.8r)6.59
Net earnings 95,827.06 139.914.03 44.0S6.97
I'ixed charges 128,241.23 132,822.26 4..S81.01J
Net income ,v,4'4.'7 7,09'-77 .19..505.5
Xel incumc, July l.st to dale. 74.729.93 l49.48o.I9 74-7.='
Ol>erating ratio (exclusive of
taxes) . . . 64.6 54.8
FeR 20. 1903.]
STREET RAILWAY REVIEW
119
THE TWIN CITY RAPID TRANSIT CO.
The financial statement of tlie Twin City Rapid Transit Co. fur
Decenilwr and for tlie year 1902 sliows a remarkable increase in
the operating e.xpenses for December which was over 32 per cent,
as against an increase In the company's traffic of about I2'/S per cent.
The figures are as follows :
For December, 1902 —
iy02. 1901. Increase.
Gross earnings ... $3.? 1331 $294,341 $36,990
Operating expenses 151.456 n4.io(> 37,350
Net earnings 179.^75 180,235 '.^fio
Interest, dividends and taxes 78,018 64.450 I3.6()8
Surplus 101.857 115.885 "14.028
Fur the year 1902 —
1902. 1901. Increase.
Gross earnings $3.612,21 1 $3,1/3.976 $438,235
Operating expenses 1.630,170 1.415.452 214,718
Net earnings 1.982,041 1.758.524 223,517
Interest, didivends and taxes.... 921,718 876,638 45,o8o
Surplus 1,060,323 881,886 178,477
* Decrease.
TORONTO RAILWAY CO.
The financial report of the Toronto Railway Co. for the year end-
ing Dec. 31, 1902, with comparisons with the previous year has been
issued as follows :
igo2. 1901.
Gross earnings $1,834,908.37 $1,661,017.50
Operating expenses 1.015.361.32 857.612.10
Net earnings 819.547.05 803.405.40
Passengers carried 44,437.678 39.848,087
Operating ratio 55,3 51.6
That the statement does not show a higher net reveinie is ex-
plained by the higher prices paid for materials for maintenance and
repairs, by the abnormally high price of coal, a large increase in
employes' wages and a large expense in detecting and punishing
systematic thieving which was depriving the company of a portion
of its revenue. The directors have set aside $75,000 from the sur-
plus to the credit of a contingent account to provide against heavy
or special renewals, etc.
MONTREAL STREET RY.
The earnings for the month of December, 1902, and for the last
three months of the year 1902 with the increase over the .same
periods for the previous year are shown in the following tables :
Dec. 1902. Increase.
Passenger earnings $173,041.83 $i6.,3.30.78
Miscellaneous earnings 4,325.47 2,840.78
Total earnings I77,.l67..^0 19,171.56
Operating expenses 113.917.48 8.310.63
Net earnings 63,449.82 10,860.93
Fixed charges 17,405.56 2.220.43
Surplus 4,044.26 8,640.50
Operating ratio 65.83
For the quarter ending December, 1902 —
1902. Increase.
Passenger earnings $523,.3o8..?2 $48,855.06
Miscellaneous earnings 8,.336.95 3.621.05
Total earnings _ .531,645.27 52,476.11
OjK-rating expenses 313.964.85 26.657.74
Net earnings „ . 217,680.42 25,818.37
Fixed charges 49.473-77 4.9.37 71
Surplus 168,206.65 20,880.66
Opfrating ratio 60.00
CINCINNATI, DAYTON & TOLEDO TRACTION CO.
The statement of earnings of the Cincinnati, Dayton & Toledo
Traction Co. for the month of December, 1902, compared with De-
remljcr, igoi, and for the seven months ending December 31, 1902,
arc shown in the following tables. The operating expenses inclu<lc
an accident appropriation equal to 2 per cent of the gross receipts
aiirl all charges for taxes ami interest :
For month eiuling Dec. 31. 1902 —
1902. I
Total gross earnings $36,452.32 $31,
Operating expenses 21.376.93 17,
Net earnings 15.075-39 U.
Deductions from income 15,952.24 16,
Deficit 876.85 3.
For the seven months ending December 31, igo2.
Total gross earnings $302,
Operating expenses 155.
Net earnings 146,
Deductions from income 113,
Net income 32,
cjoi-
1 17.1 1
925-79
191-32
.455-46
.264.14
,668.46
.951-18
,717-28
,859.85
.857-43
I'UHl'.LO & .SUl'.URBAN TRACTION & LIGIITING CO.
The comparative statement of earnings of the Pueblo & Suburban
Traction & Lighting Co. for the months of December, 1902, and
1901, is as follows;
1902. 1901.
Gross earnings $40,583 $26,780
Operating expenses 20,249 13.501
Interest, etc 1 1.249 4,05^*
Net earnings 9,085 9,229
PHILADELPHIA CO., PITTSBURG, PA.
The Philadelphia Traction Co. has completed its first calendar
year since the Consolidated Traction Co. was taken over and the re-
sults are entirely satisfactory. The gross earnings of the property
increased $1,605,929, or nearly 14 per cent. There is $28,953,000
common slock outstanding so that the $2,450,564 earned over the
previous dividend is equal to nearly &'/2 per cent on its stock. The
figures for the months ending Dec. 31, 1901, and 1902, are as fol-
lows: 1902. 1901.
(iross earnings from operations $i,375.i32 $1,206,282
Operating expenses and ta.xes 710,967 646,483
Net earnings from operations 664,165 559,7'^
Total earnings and other income 781,743 577,942
Deductions from income 120,121 36,028
Total incoine 661,622 541,913
Fixed charges 327,014 265,721
Net income 3.^,607 276,192
Less proportion of same to credit of owners
of capital stock of affiliated corporations
other than the Philadelphia Co 427 28,537
Balance, represents Philadelphia Go's, in-
terest in the total net income ,^34.180 247,654
The statement for the 12 months of the calendar years 1901 and
1902 is as follows: 1902. 1901.
Gross earnings from operations $13,795,053 $12,189,124
Operating expenses and taxes 7,759,029 6,655,849
Net earnings from operations 6,036,024 5,533,275
Total earnings and other income. 7.643,673 6.005.095
Deductions from income 6,477,160 5.560,521
Fixed charges 4,020,632 3,180,094
Net income ^ . . 2,456,528 2,380,426
Less proportion of same to credit of own-
ers of capital stock of affiliated corpo-
rations other than the Philadelpliia Co.. 5.963 4')5.<'^l'i5
Balance, represents Philadelphia Go's, iii-
leresl in the total net income 2.450.5(14 1.884,5(10
The nnancial statenienl of the Chicago S: Milwaukee I'^lectric Ry.
for the year ending Dec. 31, 1902, shows gross receipts $190,110,
operating expenses $79,,346 and a net income of $110,746.
NEW PUBLICATIONS.
THE rf.quirt;mknts of machini.: tool opkra'tion
Willi special rkferenck to Tiib: MOTOR drivt;, by
Charles Day. This is a reprint of the paper presented before llie
New York Electrical Society, Dec. 17, 1902.
EIGHTH ANNUAL REPORT of the Boston Unpid Tiaiisil
Commission, covering the period from Aug. 15, 1901, in June 30,
120
STREET RAILWAY REVIEW.
(Vol.. XIII, No. 2
19Q2, lias just IxrcM piibli>lif(I and contains an interesting descrip-
tion of llic progress of the work on the Kast Uoston tunnel.
nuilliple train control .system for electric railways; this has particular
nferincc to nninher 131 controller.
PROCEEDINGS of the international congress of the Tramway
& I.iglit Railway I'nion, held in London, July 1-4, 1902, has been
published in book form by the Union. The volume contains 270
(lages, 8x13 in., and includes complete reports of the papers and
discussions read before the congress.
■THE STE.\M TURBINE, ITS COMMERCI.AL ASPECT"
which was read by Mr. E. H. Sniflfen at the meeting of the American
Sireet Railway Association held at Detroit in October last has been
ri-prinled by the VVcslingliousc Company in pamphlet form. This
p.Tper was printed in the "Daily Street Railway Review" for Oct.
12, igoj, but the present publication is in very convenient form for
reference and may be had by addressing the nearest office of West-
inghousc, Church, Kerr & Co.
STEAM POWER PLANTS.: THEIR DESIGN AND CON-
STRUCTION. By Henry C. Meyer, Jr., M. E. 160 pages. Cloth.
Illu.strated. McGraw Publishing Co., New York City. Price $2.00.
This book constitutes a number of "The Engineering Record
Series" and much of the te.xt has originally appeared in that paper.
The book was written to give information to owners or managers
of manufacturing plants or buildings requiring power installations
who make no claims to expert knowledge in power plant engineer-
ing. The contents are divided into 11 chapters'treating of all the
various machinery contained in the power plant, and the illustra-
tions give general and detailed information concerning a large num-
ber of modern plants. The latter feature alone makes the book a
valuable treatise upon the subject of steam power plant engineering
and the information given is both suggestive and valuable.
ELECTRICAL PROBLEMS. By William L. Hooper and Roy
T. Wells. 8vo. Cloth. 170 pages with diagrams. Ginn & Co.,
publishers. List price $1.25, mailing price $1.35. This book con-
tains several sets of electrical problems typical of Ihosc'.met with
in electrical engineering practice and in laboratory work, and a
brief treatment of the method of solution is given. The problems
are all of a numerical character and most of them have already been
presented by Professor Hooper to the electrical engineering classes
at Tufts College. The problems include calculation on combination
of electromotive forces and resistances in different groups, distribu-
tion and fall of potential in various circuits, inductance of coils,
capacities of condensers and various problems in electro-chemistry
and calculations of the output and efficiency of generators, motors,
batteries, etc. The book also contains solutions of various problems
in alternating electromotive forces and others on the calculation of
armatures, field windings, and on the winding of transformers, rotary
converters and other classes of electrical machinery. The answers
to all the problems are given in the appendix, some of which are in
the form of graphical reproductions. The problems included are all
of a practical character many of which are constantly met with in
the work of the electrical engineer and will be useful to the student
in showing the practical application of mathematical formulae.
ADVERTISING LITERATURE.
THE FALKENAU-SINCLAIR MACHINE CO., Philadelphia,
has issued an attractive booklet executed in six colors telling in a
terse way about the "Combination of Two Old Concerns Pulling
Together."
MARIS BROTHERS, Philadelphia, Pa., have published a very
unique and artistically designed illustrated piece of advertising liter-
ature in a book entitled, "Cranes of Different Kinds." The book
describes the Maris hand and electric traveling cranes, and will be
sent to those interested upon application.
THE WESTINGHOUSE ELECTRO-PNEUMATIC SYSTEM
FOR CONTROLLING RAILWAY AND OTHER MOTORS.
This is a 20-page pamphlet fully describing and illustrating this
system of train control. The Westinghouse company has also issued
a separate publication "Instruction Book W. A. B. 5,000." giving in-
structions for the operation and inspection of the Westinghouse
THE FOUR TRACK NEWS published by the New York Central
& I Unison River R. R. has appeared for January and contains sev-
eral interesting descriptive sketches by well known writers. It is
well edited, and illustrated wilh a great many excellent half-tones.
It is, in fact, a good type of what its title page claims it to be:
".\n illustrated magazine of travel and education."
I'lIRDL'E UNIVERSITY has recently issued its twenty-eighth
annual report, it being for the year ending June 30, ig02. It contains
reports of the president and other ofticers, a list of oflicers and
instructors, and a short history and description of the institution.
The year's work is reviewed and improvements and gifts noted.
There is a short discussion on the agricultural department and, fin-
ally, some of the needs of the university arc noted.
IHE CROCKER-WHEELER CO., of Ampere, N. J., has recently
issued the following flyers: No. 31, on type "D" machines rated at
from to to 240 h. p.; No. 32, on motor driven linotype machines;
No. 33, motors for elevator duty ; No. 34, motor driven rotary
planer; No. 50, on increased cutting speeds of machine tools; No.
51, motor driven priming presses; No. 52, motor driven grinders;
No, S3, motor driven compressors; No. 54. countershaft motors.
"HIE KEYSTONE TRAVELER" is the title of an artistically
printed pamphlet of 26 pages which bears date January, 1903, Vol.
I, No. I. This is issued by the Mayer & Englund Co., 1020 to 1024
Filbert St., Philadelphia, and it is announced that about once a
month copies of this paper will break into the offices of street rail-
way men. The contents include illustrated descriptions of the spe-
cialties handled by the company together with interesting notes on
things of interest to the trade.
THE GENERAL ELECTRIC CO. has issued three pamphlets
concerning transformers which cannot fail to prove of value to those
interested in this apparatus. No. 91 14 supersedes No. 9106 and is
entitled "Some Facts Regarding Type H. Transformers." It com-
prises a description wilh illustrations clearly showing the different
parts of the apparatus and includes tables and other data concern-
ing the apparatus. No. 9115 is entitled "Transformer Economy"
and presents tables and curves exhibiting core losses, copper losses
and regulation. No. 91 16 is a short treatise on sheet steel for trans-
formers illustrated with half lone engravings of microscopic views
of different metals.
THE WEIR FROG CO., of Cincinnati, O., has published a new
catalog, No. 6, illustrating its well-known frogs, switches, crossings
and other special track work. The catalog is 5 x S'/i in. in size and
contains 335 pages. It is substantially bound in red cloth covers
and presents a very handsome typographical appearance. This com-
pany makes a very complete line of special work for steam and
electric roads and several lumdred designs are described and illus-
trated in its new catalog, the number of these being far loo great
to mention in detail. In addition to these, however, the company
is prepared to submit plans for any style of special work not listed.
The catalog contains a very complete table of contents and in addi-
lion there are 21 tables in the back of the book which relate to the
design of special work and which will be found very useful for rail-
road men. Many of these tables arc original with this company
and all of them will be found thoroughly up-to-date. The company
carries 40 different sections of T-rail in stock from which track
work is made and any other sections can be ohlaine<l by giving the
mill and section nnmlicr of the rail.
TRADE NOTES.
THE OHMER CAR REGISTER CO. has appointed Clyde H.
I'unk to represent it in the southern territory with iKadquarters at
Richmond, Va.
.\T A MEETING of the board of directors of the AUis-Cli.nlmc-
Co. held Jan. 15. 1903. the regular quarterly dividend on pr< I
stock was declared.
STREET RAILWAY REVIEW
Vol. XIII
MARCH 20, 1903
No. 3
Electric Haulage on the Miami & Erie Canal,
Equipment of the Miami & Erie Canal Transportation Co. — First Three-Phase Traction System in the
United States
A system of electric haulage for canal boats is being installed on
the Miami & Erie Canal which is not only unique in the history of
transportation but involves the use of a three-phase system of elec-
tric traction, being the first electrical installation of its kind in this
country and the most extensive application of mechanical canal
boat haulage in the world.
The Miami & Erie Canal runs from the Ohio River at Cincinnati
in a general northerly direction and connects with Lake Erie at
railroad systems of the state existed, it constituted one of the busiest
arteries of trade in the state of Ohio. The territory through which
it passes and that immediately contiguous to it contains about 5,315,-
000 people, or nearly one-third of the entire population of the state
and it passes through 18 cities and towns whose population aggre-
gates 656,500, and penetrates the richest and most fertile sections of
the state. For thirty years practically no attention has been paid
to the canal and its business, which had paid large receipts to the
VIEW ALON<; LINE OF MIAMI & KKIK CANAl^.
Toledo. The route of the canal and the principal cities through
which it passes arc shown on the accompanying map. The electric
system which is being installed, and which is now practically com-
pleted between Cincinnati and Dayton, a distance of 68 miles, com-
prises a standard gage single track road built along the tow path
of the canal on which electric locomotives are used to tow fleets of
from five to seven canal boats.
The construction of ihc Miami & Erie Canal was commenced
about 1825 and in its early years, before the competition of the
slate, has been gradually diverted to the railroads, so that for the
last 20 years the appropriations for the maintenance of the canal
not only included all of its receipts but often considerable amounts
in excess taken direct from the slate treasury. The receipts for the
20 years previous to 1900 amoiuUed to $i,6(;4,4o8, and the expendi-
tures for maintenance and operation for the .same period were
$l,792,.lK4, leaving the canal a debtor to the state treasury for this
period in the sum of $y7,i;76. Eor many years, however, after the
canal was built it earned very large receipts, and the gross earn-
122
STREET RAILWAY REVIEW.
[Vol XIII, No. 3.
ings of the canal system of tlio state of Ohio from 18^7 to 1900 in-
clusive, exceeded the total expenditures in that time hy the sum of
$5.2-M,678.
The large husiness done by the canal in former years which the
present company will undoubtedly reclaim was largely due to the
plants along the canal will he more than sufticieni to tax the total
capacity of the new installation, which will be too boats per day
between Cincinnati and Dayton.
The profile of the canal is very irregular, the highest point in its
course being at the I^iramie Summit, which is 100 miles from the
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CONVEKi i:k A.Nl' sL li-STATION, SPKlNi; C.ROVE.
OIlio River, its height above the river at this point being 512 ft.
From the north end of the Laramie Summit to Lake Erie the dis-
tance is 153 miles and the fall to Lake Eric is 395 ft. There are
43 locks between Cincinnati and the Summit, and 52 locks between
the Summit and Lake Erie.
The canal is fed by the Grand reservoir in Mercer County, con-
taining about 17,000 acres ; the Lewiston reservoir in Logan County,
containing about 7,200 acres, and the Laramie reservoir in Shelby
County, containing about 1,800 acres. The total cost of construc-
tion of the Miami & Erie Canal, including its reservoirs, was $8,062,-
680. The minimum breadth of the canal at water line from Cin-
cinnati to Dayton is 40 ft., at the bottom 26 ft., and the depth is
4 ft. From Dayton to Junction the breadth at water line is 50 ft.,
at the bottom 36 ft., and the depth is 5 ft. From Junction to To-
Icilii llic width at water line is 60 ft., the bottom 46 ft., and tine
ROUTE OF MIAMI .V KKIE CANAL.
KIALTO SLIISTATION.
establishment of numerous manufacturing concerns which were
built directly upon the canal banks with a view to utilizing this
system of freight transportation, and while the business of these
concerns has necessarily been diverted to the railroads of late years,
on account of the lack of facilities offered by the canal, there seems
to be little doubt that the business in sight from the old established
depth is 6 ft. These figures give the official dimensions which, how-
ever, have been considerably impaired by time and neglect.
The inception and promotion of the present scheme of electrical
haulage on the canal is due to Mr. Thomas N. Fordyce, who was
engaged for several years in making experiments in this direction
on both the Erie Canal, New York, and the Miami & Erie Canal in
MaK. 20, 1903.]
STREET RAILWAY REVIEW.
123
Ohio. In 4900 Mr. Fordjce entered into an agreement with the
State Board of Public Works of Ohio to undertake a series of ex-
periments whose success proved the feasibiUty of this system, and a
contract was entered into between the state of Ohio and Mr.
Fordyce in March. 1901, granting him the riglit to construct and
operate along the Miami & Erie Canal and upon the land adjacent
belonging to the state all necessary facilities for propelling boats
by means of an overhead trolley system built upon the tow path.
The franchise is for a period of 30 years from the time the system
is put in operation, and it specifies among other provisions
that the construction of that portion of the route between Cincinnati
and Dayton shall be completed within 2^2 years from the date of the
contract and that the entire length of the canal must be completed
within four years thereafter. Failure to comply with these pro-
visions forfeits the franchise.
To the Miami & Erie Canal Transportation Co. was assigned the
the roadbed shall be filled over the top of the ties so as to give
a smooth surface for the present method of towing by mules and
horses ; that the dimensions of the banks built by the company shall
not be of a smaller cross section than as originally built. The com-
pany is authorized to build and operate as many swing bridges as
will he necessary for the operation of the road, subject, however,
to the use of the state of Ohio for canal purposes, and which shall
be free of charge to the state for such purposes.
.According to the terms of the franchise the entire track between
Cincinnati and Toledo, a distance of 244 miles, is to be finished and
in operation by the year 1907. The part of the work between Cin-
cinnati and Dayton and through the latter city, a distance of 68
miles, which was to be completed in 2V> years from March, 1901,
is already practically finished. The roadbed which is laid with 70-lb.
rails on oak ties follows the bank of the canal. It is very
substantially constructed and where the locks occur trestles are
VlliW in- CANAL AT KAII.KDAI) I. KdS.SI.Nl., MlllWI.M, CONL K KT !■; ]%■ I'.T A I N 1 Nl , \V.\I,I^.
contract between the state of Ohio and Mr. Fordyce. According
to this franchise, the company, if obliged to abandon its project for
any reason, shall have the right to remove all of its poles, wires,
tracks and buildings from along the canal; the state of Ohio, out of
its appropriations, maintains the canal.
The company is prohibited from interfering with the ordinary use.
control and management of the canal and the franchise docs nol
limit the p<jwers of the Board of Public Works as fixed by law.
The company is compelled to transport all boats along the can:il
when the owners of them shall so desire, and in case of disagreenuni
as to the price for propelling boats the company shall be subject in
such regulations in regard to charges as may be prescribed from
time to time by the Board. The speed of all boats iransiiorled by
ibe company is limilcfl to four miles per hour.
The specifications of the State Board of Public Works under
which the construction of the electric plant was carried out provide,
among other things, thai all roadbed construction shall, wherever
practicable, be 2 ft. above the standard level of the canal in each
of its levels, and that the company shall build retaining walls or
pile construction where necessary to receive the inner rail of tht
track for the purpose of minimizing space, and that the ballast of
built from the high level down to the low level so that the grades
have been maintained within a maximum of i'/^ per cent.
Turnouts are provided at suitable points for passing locomotives,
the switches and frogs being furnished by the American Switch &
Frog Co. The rails are bonded with United States Steel & Wire
Co's. bonds, one to each joint, and there are no cross bonds. In a
number of places where the road passes under bridges I he roadbed
ilips down below the surface of the water in the canal and at these
places concrete retaining walls have been built of the style shown
in one of the accompanying illustrations. There have been 5.010
ft. of these concrete walls built up to the present time. In places
where the banks are narrow and the track approaches close to the
water it was necessary to build retaining walls to support the weight
of the locomotives on the banks. These walls were built of piling
driven close together, along which ,3-in. oak planks were boiled.
There have been 11,488 ft. of piling built up to the present lime.
.■\ general view of the pole line and overhead construction will be
seen in one of the illustrations giving a general view along the line
of the canal. 'The high tension feeders are run in the form of a
triangle, two phases being carried upon the lower cross anu and
one on the upper cross arm centrally above the other two. These
124
STREET RAILWAY REVIEW.
(Vol. XIII. No. .?.
»rc carried on Locke pucclaiii insulators of the Victor type without
gutters. The feeders arc stranded aluminum wire equivalent to No.
o copper. ' The three-phase circuit for the locomotives is carried on
two overhead trolley wires and the track. On account of the nu-
merous bridges under which the trolley wires have to pass the
height of these wires above the track is very variable, being 22 fl.
high in some places and as low as 7 ft. under some of the bridges
m the city of Cincinnati. The minimum height of the trolley wires
outside of the city is 9 fl.
The trolley wires consist of two No. 0000 G. E. groove wires
carried for the principal part of the way on Christy llcxiblc brack-
ets, with special double insulated fittings made by the Ohio Brass
Co. At swing bridges and places where it has been necessary to rim
the high tension feeders on the side of the canal opposite to the
tracks, to avoid buildings and other obstructions, span wire con-
struction has been used. The part of the work already completed
has been by far the most difficult owing 10 the number of buildings
and other obstructions which have been put up close upon the
banks of the canal for the past few years when the operation of the
canal was practically suspended. The remaining portion of the
roadbed and overhead construction through to Toledo offers com-
paratively few difficulties and it is expected to push this part of the
work to completion very rapidly.
uf these sub-stations will l>c provided with Westinghousc low
equivalent lightning arresters and static interrupters. The trans-
former buildings are all of the same design and are 23 x 60 ft., inside
dimensions, the main story being 18 ft. high with a basement 7 ft.
high. I'he walls are of brick laid on concrete foundations and the
floors and roofs are built of concrete and expanded metal, making
the buildings absolutely lire proof.
The Spring Grove station consists of a standard sub-station
building with an addition 30 x 34 ft. in which the motor generator
•.et i> ciinlained.
The company has at the present time seven locomotives con-
tracted for, four of which have been already delivered. These are
each 20-ton locomotives, the frames of which were built by the
Baldwin Locomotive Works and the equipment was furnished by
the Westinghousc Electric & Manufacturing Co. The cabs of six
of the locomotives are built so as to clear the trolley wires at a
height of 9 ft., and one locomotive, which is to be used entirely for
switching purposes in the city of Cincinnati, is built to pass under
trolley wires 7 ft. high. The frames, which are 14 ft. in length, are
mounted on Baldwin trucks having 30-in. wheels and a 7-ft. wheel
base. The weight complete is about 24 tons each and the motors
are connected to the axles through double reduction gearing. The
draw-bar pull with three-phase current at .1.000 alternations and
CINCINNATI W.'kRKHOUSK Ol" TIIK MIAMI .v KRIK CANAL TRANSPORTATION CO.
The company has no generating station of its own, but takes cur-
rent from the Cincinnati Gas & Electric Co., which has a plant on
the bank of the canal near the Cincinnati terminus. This company
furnishes three-phase current of 60 cycles at 4,000 volts pressure to
the Spring Grove converter station shown in the accompanying
illustration. This current is stepped down to 400 volts at the Spring
Grove station and is two-phased by the Scott method of connec-
tion of transformers. This two-phase current is led to a 450-h. p
two-phase synchronous motor, which is direct connected to a three-
phase. 25-cycle. 300-kw. generator, giving a pressure of 390 volts.
Thence the current is led to 2S0-kw. transformers and stepped up
to 33,000 volts for the transmission line.
At points about 12 miles apart there are static transformer sub-
stations, each of which is to be equipped with three 150-kw. trans-
formers permanently connnected in delta. These transformers will
step the three-phase current down from 33,000 to 1,090 volts, which
is the voltage of the trolley circuit.
The Rialto sub-station, shown in an accompanying illustration,
is situated about 12 miles from the Spring Grove station and is the
first of these sub-stations to be equipped with transformers. All
1, 100 volts and with an efficiency of 95 per cent for each pair of
gears is as follows :
Coefficient of Adhesion. Draw Bar Pull.
25 per cent 9,6oo lb. starting.
20 per cent 7,600 lb. starting.
16 per cent 6.350 lb. starting.
The equipment of each locomotive includes two induction motors
connected in concatenation and provided with rheostalic control.
The variable resistance is in the rotors or in the rotor of either
motor. The motors are rated at 80 h. p. each and are wound for
200 volts. This voltage is secured by means of transformers on the
locomotives which step the trolley current down from 1,090 to 200
volts. The maximum speed of the locomotives using one motor is
six miles per hour, and the operating speed with two motors in
tandem is between three and four miles per hour. The motors arc
guaranteed to run for 10 hours at full load with a maximum rise of
temperature of 75° C.
That part of the trolley circuit inside the city of Cincinnati will
be operated at a pressure of 390 volts, as a precaution of safety,
Mar. 20, 1903.]
STREET RAILWAY REVIEW.
125
instead of 1,090 volts, and the locomotive transformers are pro-
vided with auxiliary connections to utilize this voltage inside the
city. Changes in the transformer connections will be made by
means of switches in crossing the city line.
The electrical apparatus of the entire equipment is of the West-
inghouse type and the engineering and construction work has been
done by the Cleveland Construction Co., of Akron, O.
In the practical operation of the system a string or fleet of canal
boats from five to seven in number will be towed by a single loco-
motive. Owing to the narrowness of the channel and the surging
or piling up of the water in front of the boats, it has been found
necessary to use tow lines of about 200 ft. in length between each
of the boats and between the forward boat and the locomotive.
This length of tow line behind the locomotive is also required in
order that the boats may be steered, so as to avoid being dragged
against the banks. The tow line is fastened to the locomotive by
means of a swivel draw bar.
At the points where the road crosses from one side of the canal
to the other swing bridges have been constructed over which the
locomotives pass. After the locomotives have passed, the bridge
will be opened, permitting the boats to pass through. Three of
these swing bridges have been built on that part of the road already
constructed, one being at 12th St. in Cincinnati, one at Hartwcll,
10 miles from Cincinnati, and one at Flockton, five miles south of
Hamilton. It may be stated also that the question of
bridges has proved a troublesome one on this part of the
line, as 135 highway bridges have had to be redesigned
or reconstructed to provide sufficient clearance for the
overhead system.
When two fleets of boats pass on level parts of the ca-
nal switches are provided so that onelocomotive may take
the switch and drop its tow line while the other one
passes over on the straight track. The schedules arc
arranged, however, so far as possible, that the crossing
of the boats will take place at the locks. The locks are
90 ft. in length, providing room for only one boat to
pass at a time. In running into a lock and floating a
boat up or down to the ne.xt level about eight minutes
per boat is allowed, although under favorable conditions
a boat may be put through the lock in about four min-
utes. When two lines of boats are passing at the locks
considerable time is saved, as instead of allowing the
lock to fill up when emptied after the down-stream boat
has passed, one of the boats in the opposite direction is
put into the lock and floated up to the nc.\t level, thus
requiring no more time for the passage of two boats in
opposite directions than for a single boat in one direction.
While the operation of putting the boats through the locks is at
best a slow one it must be remembered that the question of high
speed does not enter as a feature of this method of transportation.
and the company both by the terms of its charter and from the
nature of its service, is precluded from undertaking passenger or
other high speed service. It has been found from experiment that
freight may be hauled in canal boats by this system at a cheaper
rate than it can be towed by mules, the power required being only
aliout 10 h. p. per boat when towed at a speed of four miles per
hour.
The boats used in this service are 70 ft. long, 10 ft. wide and have
a capacity of almut 70 tons each, which is equal to three average
car-loads. The company is building its own boats at Lockland, O.,
where it is turning out about two boats per month. The company
expects to be able to operate its boats during the entire season, in
order to do which provisions have been made for breaking the ice
during the winter. Within the city limits of Cincinati no ice is
found in the canal at any .season for the reason that the Cincinnati
Gas & Electric Co. and a number of other manufacturing plants in
which steam power is used make use of the canal for condensing
purposes and the water is comparatively warm at all times of the
year. Outside of the city, ice breakers arc used which consist of
flat boats with steel protection, which arc heavily loaded. These
are pulled up on top of the ice, which is constantly broken through
by the weight of the boats. In addition to this a protection from
ice is applied on the front of each boat which consists of strips of
beading flexibly connected which are wrapped around the prows of
the boats.
The operating expenses of the system are extremely small as in
addition to the small amount of power required per boat only one
man. called a pilot, is required on each boat for steering, and one
man on the locomotive. The company is establishing large ware-
houses and depots at various points along the route. One of these
is located on the canal at Cincinnati, between Walnut and Main
Sis., extending the entire length of tlio block. This is shown in an
accompanying illustration.
The traffic department of the Miami & Erie Canal Transportation
Co. is thoroughly organized on a system practically similar to that
of the railroads, and is in charge of a traffic manager. Local agents
are stationed at all of the principal shipping points along the canal
and the company has installed a private telephone, called the busi-
ness telephone, which connects all of the agencies with the office of
the traffic manager so as to enable the latter to keep in constant
touch with the business being carried on at all points along the
canal. The traffic department also has a set of uniform bills of
lading, way bills, way bill corrections, "over," "short" and "dam-
aged" reports and vouchers used in cases of loss or damage. The
uniform bill of lading contains the agent's receipt for the good^
shipped, name of consignee, destination of goods, route over which
they are to be shipped and description of the articles with the
weight. Beneath these are two blank spaces, one of which is filled
in by the agent, giving the rate for each class of freight shipped.
THREE-PHASE ELECTRIC LOCOMOTIVE.
and the other is a form for the receipt for any prepayment which
has been made. On the back of the bill are given the conditions of
shipment, which are the same as usually found on bills of lading.
The way bill of freight contains blanks to be filled in showing the
gross and net weight of shipme-t, where weighed, the route, giving
jimclion with connecting railways if any, boat number, pilot, date
and time of shipment, with space for the description of the articles,
the weight, rate, freight, advances, amount prepaid and total charges,
to be filled in wherever trans-shipments arc made. It also contains
a space for the receiving agents' receipt. The other forms used are
same as are used by all transportaticjii companies and need no
special description.
During the past winter the company has carried on considerable
shipping business which came to it entirely unsolicited and for
which special provision had to be made. As its regular locomo-
tives and the three-phase distributing plant were not sufficiently
near completion to be put into operation the company constructed
a number of flat cars equipped with ordinary street railway motors
and rented current for this temporary work from the Cincinnati
Traction Co. By means of this temporary equipment a considerable
amount of business was done on the canal.
The largest individual industry among the numerous factories
located along the canal is the manufacture of paper. In the towns
of Carrollton, Miamisburg, Franklin, Middletown and Amanda are
established 17 paper mills, some of which arc among the largest
in the world, and in addition to the shipment of the finished
product of these factories the transportation of the incoming raw
materials of manufacture constitutes a very large item of the canal
company's business.
126
STREET RAILWAY REVIEW.
[Vol. XIII, No. 3
I Ik' mthcc wtiicli was inniiKtiralcd last wiiilcr was opcratc<l on
a rcKtilar silii'iliilc lu'twccii Cincinnati and Lockland and Cincinnati
and Hamilton as shown licrcwilh.
DANVILLE, URBANA & CHAMPAIGN RAIL-
ROAD CO.
t l.\
1 ,\.> \ i 1 >•• L-'t K i..VNl>.
CINCINNATI to HAMILTON.
I.ravr
Cinchiiiail. 12:00 tiiKin
L»-avf
Cincinnati. 5:00 p. ni.
Arrivp St. Itrritard. i:l5 p. m. |
ArriTi
Litckland, H:30 p. m.
'*
K<lirrniiiiit. J '
"
CrrMCcntvilli*. 1 J:00 p. m
•»
Elniwo««I Place, - 3:15 p.m.
"
Ki.iltn, 1:30 a. m.
••
Carthaift*, )
Port ITnioii, 2:30a. m.
•'
MapIrw...Kl, t 3.»p.ni.
"
Mosl<-r. 4:30 a. m.
"
••
HantiliMii, 5:00 a. m.
U.KkKiiKl, f
"
Kradiiiir. ■ 4:(>0 p. ni.
'■
Wvomiinr. 1
LOlKI.ANI) 1.. CIN'CINNATI.
HAMILTON In CINCINNATI. |
Li-avo
L<K-k1.uui, J
LlMVC
Hamilton, 5:00 p. m.
*•
R>-.i<linif, [-12:00 nooo
Arrivi
M.whT. 5:3tl p. ni.
'•
Wv.iniinir. \
Port Tnion, 7:3() p. m.
Arrivi
Maplrwoo.1. . 1.30 p.m.
*»
Rialin. 8:30 p. m. |
*'
••
l."ri"*«:»'iH%"in»', 10:fOp. III.
»'
Carili.itfi", 1
»»
Itockland, 1:3<) p. m.
Klmw.Hxl Placr, - 1:4.1 p.m.
Cincinnati. 5:00 p. m.
44
l-;(l|,'t'ninnt \
St. HiTnard, 2:45 p. ni.
Clifton Sprinirti, 3:30 p. m.
Cincinnati, 5:00 p, m.
The various trains of boats arc operated under the direction of a
dispatcher located at the superintendent's office in Cincinnati, and a
separate telephone system has been installed which is used exclu-
sively for dispatching. Both the business telephone and the dis-
patching telephone instruments were made by the Kellog Switch-
board & Supply Co., of Chicago. A portable telephone is carried on
each locomotive and stationary telephones are installed at each
switch. The locomotives are supplied with a sort of extension fish
pole by means of which the motorman can attach his telephone sys-
tem, every train of boats can establish communication with the dis-
patcher's office at any point whatever along the route.
The traffic department publishes regular freight rates for all
classes of freight to all points reached by the Miami & Erie Canal
Transportation Co. and its rail connections. Being a water route
the company can quote lower rates on freight than the rail routes.
and where the shipments are by water and rail routes a lower
through rate can be quoted than for all rail routes.
During the work of construction the company found it impos-
sible to secure boarding places for the large gangs of laborers at
work along the canal, as during much of the time work was carried
on at points in the country where but few houses were to be found
and where there was no means of transportation from the canal
to the nearest town. To obviate this difficulty eleven boats were
fitted up for boarding houses and a regular commissary department
was established, and these boarding boats and commissary boats
were moved along the canal from point to point to accommodate the
laborers wherever engaged.
At the Cincinnati end of the canal there is no navigable outlet
to the Ohio River but merely a channel through which the water
of the canal escapes to the river. This condition has been caused
by the gradual encroachment of the city upon the canal property
and it prevents the carrying of freight by boats through from the
canal to the Ohio River. In order to accommodate traffic between
the river and the canal a company called the Miami & Erie Termi-
nal Railway Co. has been organized to connect the freight line of
the Miami & Erie Canal Transportation Co. with the Ohio River
boats. There is a large coal trade which is now carried on by
barges from Pittsburg from which the coal is transferred by an
elevator company to the different railroads at this point. The new
terminal company will erect freight elevators by means of which
the coal will be taken from the barges, loaded into dump cars and
carried to the canal where it will be dumped into the canal boats.
By this method the coal can be distributed to factories and towns
along the route of the canal at a considerably lower rate than it
can be handled by the railroads.
The officers and operating staff of the Miami & Erie Canal Trans-
portation Co. are: W. H. Lamprecht, Cleveland, president; Otto
Miller, Cleveland, secretary and treasurer; E. R. Gilbert, Cincin-
nati, general man.iger; Stuart A. Allen, Cincinnati, traffic manager;
L. G. Rice, Cincinnati, auditor; John De Loury, superintendent;
F. A. Little, chief engineer; A. J. Wells, assistant engineer.
This company was recently incorporated to build an inlcrurban
railway coiuucting the cities of Danville, Urbana, Qianipaign, De-
catur and Springfield, III., its first object, however, being to build
that part of the line between Danville and Champaign. Mr. W. B.
McKinley, who is at the head of the syndicate which is promoting
the road, was a guest of the Decatur Club March 14th, where in the
course of an address he stated that the syndicate which he repre-
sented would push the line to completion between Champaign and
Springfield through Decatur if the later city would grant the fran-
chise requested by the company.
The city has already offered the company the right to operate
over the tracks of the local company, hut Mr. McKinley slated that
this would affect the financing of the road, as it would be impossible
to dispose of the bonds if a gap in the road existed and the com-
pany had not a throug right of way. .Another objection to this plan
was that the interurban cars would be delayed by the city cars mak-
ing stops at every street crossing. If the city grants a franchise to
the company for a separate line through the city the survey of the
line will be made at once and construction will be started during the
coming year.
BINGHAMPTON COMPANY PAYS DIVIDENDS.
On March 3<1 the stockholders of the Bingliamton (N. Y.) Rail-
way Co. received cash dividends of 2 per cent, which is the third
cash dividend declared by the company. In the notice to the stock-
holders issued by the company, Mr. G. Tracy Rogers, president,
stated that it was desired to call in all fractional shares of stock of
the Binghamton Central and the Binghamton Street Railw.iy Co.,
also all script stock issued by the Binghamton Railroad Co.. these
companies being subsidiary companies of the Binghamton Railway
Co. For this purpose the company offered to pay par for the frac-
tional and script stock or, if preferred, holders of the other could
make up fractional shares or script to full shares of the Bingham-
ton Railway Co's. stock. The company is now fairly upon a divi-
dend-paying basis and its officers are to be congratulated upon the
excellent service offered by the railway which has been brought to
its present high standard in the face of many difficulties. In the
development of its business the company has extended its lines at
both ends of the city, bringing a number of towns into railway con-
nection with Binghamton, and it is stated that the company has
planned for a considerable extension in the future which its pres-
ent satisfactory financial condition will make a certainty.
WESTERN SOCIETY OF ENGINEERS.
.■\t the regular meeting of the Western Society of Engineers, held
on March i8th, a paper on "The Third Rail for High-Speed Electric
Service," was presented by Mr. Ernest Gonzenbach, who it will be
remembered was electrical engineer for the -Aurora, Elgin & Chicago
Ry. during the period of construction.
On March 24th a public meeting of this society will be held in
Fullerton Hall, -Art Institute, Chicago, in connection with the Chi-
cago branch of the .American Institute of Electrical Engineers, at
which Mr. B. J. Arnold will give a resume of his report on "The
Chicago Transportation Problem."
The Metropolitan Street Railway Co., Kansas City, Mo., has
granted an increase in pay of one cent per hour to all trainmen who
have been in its employ six months or longer, the new schedule tak-
ing effect March ist.
Instead of the estimated $45,000. the Brooklyn Rapid Transit Co.
will havi to pay nearly $90,000 for the construction of four addi-
tional loops at the Manhattan terminal of the Brooklyn bridge.
Upon calling for bids it was found that at the earliest the material
could not be delivered until about the middle of March, owing to
strikes and other troubles for which the contractors are not respon-
sible, hence the increased price. By waiting a few months deliveries
could have been obtained at approximately the cost estimated.
Mar. 20. 1903.1
STREET RAILWAY REVIEW.
127
CONVENTION ANNOUNCEMENTS.
It has been decided to hold the 22d annual meeting of the Amer-
ican Street Railway Association at the Grand Union Hotel, Sara-
toga, N. Y., on Wednesday, Thursday and Friday, Sept. 2. 3 and
4, 1903. The executive committee of the association met at the
Worden Hotel. Saratoga, February 23d, those present being J. C.
Hutchins, of Detroit, president; \V. Caryl Ely, of Buffalo; Richard
T. Laffin, of Worcester, Mass. ; .A.ndre\v Radel, of Bridgeport.
Conn. ; Walter P. Read, of Salt Lake City ; T. C. Penington, of
Chicago, sccretarj', and T. J. Nicholl, of Rochester. Mr. Nicholl
was chosen by the committee to fill the vacancy caused by the res-
ignation of W. J. Hield, of Minneapolis, who found that the de-
mands on his time would not permit him to give the association
business the attention it deserved, and rathei than slight these lat-
ter duties prefered to withdraw from the committee.
The subjects chosen for convention papers have been assigned
and are as follows :
"Steam Turbines."
"Electric Welded Joints."
"The evils of Maintenance and Champerty in Personal Injury
Cases."
Btoe, oL u/a L
CRfU'M) i'l.AS. c.K.\NIi INIO.N IIOTICI., S.\KAT0(;A, .N. V.
"The Manufacture and Distribution of Alternating Current for
City Systems."
"Comparative Merits of Single and Double Truck Cars for City
Service."
"The Right of Way."
"Train Orders and Train Signals on Interurban Road>."
"Freight and Express on Electric Railways."
As soon as the committee was called to order Mr. A. P. Knapp,
president of the Village of Saratoga, and Mr. C. B. Thomas, presi-
dent of the Business Men's Association, invited the Street Railway
Association to hold the 1903 convention at Saratoga. Mr. C. A.
Douglass, representing the Grand Union Hotel, Saratoga, explained
what it could offer in the way of hotel accommodations, meeting
rooms and exhibit space.
An invitation was also received from th( street railway manu-
facturers and supplymcn of Chicago and the West, who offered
to rent the Coliseum Building, and furnish it to the association free
of cost and without conditions.
The secretary announced that a letter had been received from
a private party in New York proposing to hold the convention ex-
hibit at the Grand Central Palace, under certain conditions in re-
gard to charges for space.
In the afternoon the committee inspected the Grand Union Hotel
and a number of buildings which had been suggested as being suit-
able for exhibit halls, and on again meeting decided to have the
convention at the Grand Union Hotel on the dates already an-
VIEW ON PIAZZAS,
nounced. The hotel building is around three sides of a court, and
on two sides and part of the third facing the court are 14-ft. piazzas
where the smaller exhibits could be located, there being perhaps
8,000 sq. ft. of piazza space available for this purpose. Larger ex-
hibits can be placed in the court, it being the intention of the hotel
to provide a suitable protection for the exhibits in the court.
The ballroom of the hotel which is large enough to seat 600 per-
sons will serve for the meetings of the A. S. R. A., and two smaller
halls seating 60 to go people are available for the Accountants' As-
sociation and the Mechanical and Electrical Association.
A local connnittce on exhibits has been appointed and applications
for exhibit space should be addressed to Mr, Frank M. Cozzens,
Saratoga Springs, N. Y. The charge for exhibit space will be 10
cents per st], ft. as heretofore. Secretary Penington will make fur-
ther announcements as to the details as arrangements are prctccted.
No rooms will be assigned at the hotel prior to April 15th, but as-
signments will be made in the order that applications are received.
The other principal hotels in Saratoga are the United States, the
Americanadelphia, Congress Hall, the Worden and the Kensington.
COURT VAKI) or <'.KA,NM) UNION.
The entertainments will be arranged by Mr. A. H. Colvin, i)rcsi-
d«nt of the Hudson Valley Railway Co., and Mr. C B. J'homas,
of the local committee, and it is understood that the program will
include a trip to the plant of the General Electric Co. at Schenec-
tady, to the water power plant at Mcchanicsvillc and an excursion
over the Hudson Valley road. The bancimt will be held the even-
128
STREET RAILWAY REVIEW.
IVoL. XIII, No. 3
ing of Friday. September 41I1. The associatiuii will probably hold
only one business session each clay, the afternoons being set apart
for excursions and the inspection of exhibits.
.\ very pleasant feature of the committee's visit to Saratoga was
the dinner given on the evening of February 23d by representatives
of Saratoga. The party was taken in sleighs to the Arrowhead
Hotel on Lake Saratoga, which is al)Oul four miles from the cen-
ter of the village. Hcsides the executive conuuiltec there were
present: A. I'. Knapp, C. B. Thomas, C A. Douglass, II. L. Water-
bury, Dr. B. M. N'arney and Capl. J. K. Walbridge, of Saratoga; II.
W. Blake, of New York, and Daniel Royse, of the "Street Railway
Review," Chicago.
The Street Railway Accountants' Association will hold its sev-
enth annual meeting on the same dates as the A. S. R. A., and
it is provided in the by-laws of the recently organized .American
Railway Mechanical and Electrical Association that it shall con-
vene the d.iy before the A. S. R. A. meeting. Announcements re-
garding the details i>f the.se meetings have not been made as yet.
THE MULTIPLE SYSTEM OF STREET CAR
WIRING.
Without referring particularly to trolley cars, the fathers of our
country dispensed good sound doctrine when they declared that
"mankind are disposed to suffer, while evils are sufferable. rather
than to right themselves by abolishing the forms to which they are
accustomed."
This fact still hi Ids good, and is applicable to series street car
ligl-.lingas well as to matters of government.
When 500 volts was a<lopled for street car work, it was taken for
granted that operating five 100 volt lamps in series was the proper
method of lighting the car. and this was correct so long as five i6-c.
p. lamps and an oil headlight provided ample illumination for the
car; but as time ran on. the conditions changed.
Single trucks gave way to double trucks; i6-ft. car bodies were
increased to over 40 ft.; oil headlights were superseded by electric
arc or incandescent lights, and several circuits of five lamps each
were found necessary to properly light the interior of the car.
It was still stoutly maintained that cars must be wired in multiples
of five, viz., in several circuits of five lights in each circuit.
The disadvantages of series lighting have long been apparent, and
It is to be hoped, for the convenience of the operating department,
that steps will soon be taken to adopt a better and more up-to-date
system of wiring, especially when the process is so simple.
Below is given a diagram of the wiring adopted by the Los An-
ance shown on the diagram is to take the place of the headlight, so
that the hea<llight can be cut out at the end of the trip and have the
lights inside the car continue to burn.
In order to give a better distribution of light, 3-l'gl't clusters arc
used in preference to 6-light, and ordinarily twenty-two 16-c. p.
lights are burned (with one extra l6-c. p. light available on the front
platform) and four 8-c. p. lights in the illuminated signs, making the
equivalent of twenty-four 16-c. p. lights in series with an arc head-
light of 3.5 ampere capacity.
Under the old system of series lighting, including a headlight re-
KIG. J-SIMPLIKIED DIAI'.RAM OK CAK WIRING.
sistancc, 6.5 amperes would be required for the same illumination
obtained under this system with 3.5 amperes.
The advantage of cutting the cost of car lighting in half is a mat-
ter worth considering ; besides this system is more flexible and the
extinguishment of one light has no effect on the others. The faulty
globe can be readily located and replaced, or if not renewed at once
it does not matter, as only one light is out instead of five.
.Another innovation adopted on the cars of this company is the
method of running the lighting wires in conduits, so they can be
readily removed and others drawn in, without disturbing the head-
lighting or other woodwork of the car.
L. B. PEMBERTON.
Electrical Engineer Los Angeles & Rcdondo Ry.
INCREASE IN NEW YORK "L" TRAFFIC.
The Manhattan Railway Co., of New York City, carried 2.500,000
more passengers in January of this year than in January, 1902, an
increase of over 90,000 each business day, or of 1,300 car loads a
day. To meet this immense increase the carrjing capacity of the
road was augmented by 2.500 cars a day and the total number of
round trips made during the month, taking the single car as the
unit, was increased 68.01.S in January, 1903. over January, 1902. To
operate the additional cars 461 extra guards were employed, and at
roT/VLL^.
f
•'ifii
^^
/
<>
<>
<>
i}
y^M^: _'
G
FIG. 1- DIAGRAM OK CAR WIRING, LOS ANGELES & REDONIIO RY.
I
1
geles & Redondo Railway Co. on its interurban cars. These cars
are 40 ft. long, vestibuled and built in three styles, viz., open at
both ends; open at one end, and entirely closed. To meet these
varied conditions the following lighting equipment was selected:
Seven 3-light clusters with i6-in. porcelain reflectors; one key
socket in each vestibule; two revolvable illuminated signs with two
8 c. p. lamps in each sign, and an arc headlight.
By means of the key sockets, the motorman can have the front
vestibule light or dark, to suit his convenience and without affect-
ing the other lights in the car.
Fig. 2 shows the general plan of the wiring in a simpler form.
Four groups, of six lights each connected in multiple, are run in
series with the headlight, thus dispensing with the wasteful resist-
ance commonly used in comiection with the headlight. The resist-
least 300 more will be required when the new cars that have been
ordered are placed in operation. Twenty of the first hundred cars
ordered have been delivered.
Judge Cochran, of the United States Circuit Court, sitting at De-
troit, has dismissed the bill of complaint of Benson Bidwcll against
the Consolidated Street Railway Co., of Grand Rapids, of which the
Grand Rapids Railway Co. is the successor. This was one of a
large number of suits commenced by Mr. Bidwell against street
railway and electrical construction companies all over the country.
Mr. Bidwcll claims to have the original patents for the transmis-
sion of electrical energy by trolley and for lighting street cars from
the same current. The case passed upon was pending more than
a year.
Mar. 20, 1903.]
STREET RAILWAY REVIEW.
129
Track Construction of the International Railway Co* in Buffalo, N, Y, — L
BY T. W. WILSON.»
The International Railway Co. to-day has perhaps as large a per-
centage of good track as any system in America, comprising as it
does, 105' i miles of electrically welded track ont of a total of 200
miles within the city limits of Buflfalo. A stndy of the following
rail table is interesting in this connection :
Track owned and controlled by International Ry :
9-in. Girder 120 miles single track
7-'"- " 37
654-in. " 45
6-in. " 34
4'/2-in. " 8 ■■
53-16-in. A. S. C. E. T 36 "
6-in. Shanghai T 0.34 "
4M-in. T 53."8
il'i-'in. T ig.
"Richards" rail 1.81 " " "
Total, 354.95 miles of single track.
Geographically, the g-in., 6!4-in. and 6-in. girder is confined al-
most entirely to Buffalo, the "-in. girder to the Niagara Falls suh-
electrically welded during the last three years, and all of the Buf-
falo & Lockport and Lockport & Olcott main line have been relaid
with 85-lb. T-rails of the A. S. C. E. standard section in (5o-ft.
lengths. Of the 72 miles of concrete track, 45 miles were built from
1899 to 1903, inclusive, under the direct supervision of the writer,
17 miles in 1897 by the Traction company (then under a different
management), and 12 miles previous to 1898. The 16 miles of
654-in. concrete track were also built during the period from 1899
to 1903 and under the same supervision.
The city of Buflfalo is unique in the fact that it has more asphalt
paving than any other city in the world, not excepting Washington,
London or Paris. It is this fact that rendered the use of a perma-
nent roadbed of concrete advisable and introduced such an element
of uncertainty into the life of an old track which is tamped with
sand and paved with asphalt up to the rail as made it difficult in
the past to foresee reconstruction and provide for it. We have
been obliged to relay a number of streets in which the rails and
joints were in a very good shape, simply because the asphalt paving
had broken away from the rail and rutted out badly, caused by the
VIC. 1 WKI,IllN(. KntJIl'.MKNT l>V I,i IK Al .N ISTICKI, CO.
urban and Lockport, the 4'A-in. girder to the city of Niagara Falls
and the different sizes of T-rail to the suburban lines.
About 72 miles of the 9-in. girder and 16 miles of the 6-in. girder
arc laid on concrete both of the "beam" and "solid type" (sec Figs.
2 to S). About tafi'A miles of track (.^0,216 joints) have been
*Chtrf caifloiurr IntcrnaUonal Kailway ('o.,aHiwKiau* mpnil>rr American So<:ii>f>-
(if ClTtl Kaiflniv!rK, mvmlMTr Anirrlcan Railway Kntfinrrrliiif and .Malnlirnancc
of Way AMoclallon, memlxT Koirlncrrlnir Hoclety of Wolcrn Nrw Vurk.
resiliency of the roadbed. Nearly all tr.ick of this character has
been relaid, however, in the last three years, eliminating a great
source of expense in the niai"ieuance of track and roadway.
Of late years a pavement 01 No. i Medina sandstone, with the
joinl.s filled with porlland cement grout, has been gradually sub-
slitutcd for asphalt, and in this wc have been greatly assisted by the
ap|)roval of the city authorities, who have come to know by heart
the street railway axiom that .isphnll will not slaud against a steel
130
STREET RAILWAY REVIEW.
[Vol. XIII, No. 3-
rail siilijcct lo excessive vil>ralion. With these conditions of pav-
ing to contend with, the company has adopted the following
standards: _ .,
Rad.
The rail used is a r)-in. girder semi-grooved type, rolled by the
Lorain Steel Co., and known as its section 94-.?!,! (see I'ig. 6). Ob-
serve that till- base is 6 in. wide, making a magnificent support when
superimposed upon beam concrete and lessening the tendency of
wide gage due lo tipping. Too little attention is paid to this point
by street railway engineers. When a track is new and all its fittings
in first-class shape the width of base docs not matter so nuicli, but
measurement showed that this rail liad worn down % in. in four
years or 1-32 in. in one year (Fig. 6). As the deepest flange
operating over this track is }i in., this would indicate the life to be
about 16 years. It is prob-iblc that this rale of wear will not be
maintained, however, and the life of the track will be somewhat
longer than 16 years, the Pan-American travel being heavier than
anything we are liable to have for some years. Of course the track
of similar construction in the outlying parts of the city not sub-
jected to such frequent service (2 minutes regular) will have a
much longer life. In this connection it will appear strange to the
old trackman to speak of the life of a lr,ick being dependent upon
— ^^'fig^^er/r 7~nrcA<s
Fill. 2-CROSS SECTION OF '>-I.N. TK.\CK IN ASl'HALT STREET, liI,OCK PAVINC, IN TRACK ANIl DEVII- STRII'.
fk;. 3 -LoNorruniNAL section hefore tavlm;
^^^■:^i^^^:^%>^!;i(i^f ;-ii^:/^.'iiJ4^..'^"^4
FU;. 4-CROSS SECTION OF l-IN TRACK, BEAM CONSTRUCTION, STONE PAVINC.
CncwV A«V«>i/
SECTION THROUGH A B.-FI(i. 5-SECTION THROIKIH C D.
COnct«f» fomflta
J/o.Tff fOmfig^
after 8 or 10 years of continuous service, when the tics arc rotting
and the pavement has become loose, the 6-in. base, assisted by a
tie plate which fits snug under the head, does its work well.
The depth of throat, iVi in., is another and the greatest point in
favor of this rail section. With a concrete base the wear upon the
head of the rail is no doubt greater than with a flexible roadbed,
so that every 1-32 of an inch gained in depth means a year, more
or less, in the life of the rail, depending of course upon conditions
of operations and depth of wheel flange. Within a month a section
of rail has been taken from a concrete track in Main St., Buffalo,
which was laid in 1899, over which there was an average of one-half
minute service during the Pan-American E.\position. A careful
the wear of the head instead of upon the joint, as the life of the
greater portion of track in the past has been deterrmined by poor
joints rather than by wear upon the head.
This is one of the wonderful results which the electrically welded
joint has achieved. To be paradoxical, after the joint is welded,
it ceases to be a joint, and we forget it is there.
Finally, the semi-grooved portion of the section lends itself very
nicely to the vehicular travel and besides is self-cleaning, the flange
of the wheel crowding out the dirt over the lip of rail. The groove
may be termed a compromise between the narrow i-in. wide full
grooved section used in Washington and the Crimmons or Trilby
type used in New York city. The Washington rail is the least de-
Feb. 20, 1903.]
STREET RAILWAY REVIEW.
131
sirable which could be installed from a car operation standpoint.
while on the other hand, it is the best for vehicles. The Trilby rail
is good from both the railroad and city standpoint, but is heavy and
expensive. Probably the best rail rolled to-day is Lorain Co. Sec.
137-371- _.
Ties.
During the large amount of construction carried on in iSgg
very careful inspection was made of the old ties taken out. These
were of all kinds of wood from hemlock to yellow pine and oak.
It was found that the yellow pine tics, in nearly all cases, were in
have been published, so all that is necessary here is to give a state-
ment of results obtained and the number and cause of breakages.
In this connection the question is still asked as to "what we do
FIG. 6^JOHNSON RAIL, SECTION <)t— 313.
very good condition, even better than the white cedar. ,\ long kaf
southern pine 5 x 7 in. 7 ft. long has therefore been adopted for use
Iwtween the steel ties which are spaced at lo ft. The latter are of
a channel section 6 ft. long, and are secured to the rail by brackets
which come well up under the head of the rail.
Joints.
The electrically welded joint was adopted as a standard in iSy9
and since that time, .30,216 joints (representing lod'/i miles of
track) have Inin wehled. Numerous descriptions of the process
FIG. 7— TOOTHED ASPHALT LAID IN 1X99.
with expansion." Probably the best answer is that we "forget it"
the same as we do the joint after it is welded.
Scientifically it may be said that the rail is held in every infinites-
imal part of its length by the concrete base, which covers about one
inch of the base of the rail, and by the paving, and the track cannot
VIC. 8-NO. I HLOCK stone laid in 1«<i9.
expand or contract. The force is taken up in internal strain in the
nielal of the rail. When this strain becomes greater than llie iilti-
malc tensile strength, the rail breaks.
A tabulated statement follows which explains itself:
First Year,
Skcond Ykab.
Third Ykah.
Kind oi- Kail.
Joint.s welded in
No.
Broken.
Joints welded in
No.
Onikcn.
127
7
2,S
6
2
lb
Joints welded in
No.
1899
1900
1899 1900
1901
1899 1900
-1901
Broken.
Old, 6 in
4787
8
26SS
74
1)
3822
18
1)
49
3
(1
4S
11973
.=ifih
IH'M
Uf,
6 1 'J
2234
17432
16760
574
4.i52
22(1
619
6056
482
351.
(1
597
17242
57-1
4'NIM
220
619
66.S3
H
Old, 7 in
1
Old, J. Co., 9 in
7
f )ld, P. S. Co., 9 in
1
New, 6 in
New, 9 in
Totals..
11349
115
28781
183
1435
30216
20
132
STREET RAILWAY REVIEW.
[Vol. XIII, No. 3-
Of llii: iSj liriiktn juiiils, winter of igoo-oi, 23 were on welding
done in l8m) and 1(10 were on welding done in 1900 (17432 joints
were welded in 1900).
The joints which broke have all been carefully inspected and in
no case did the break tKcnr thrnngh the weld, nor did the weld pnll
ofT. The break almost invariably occurred at the end of a welding
bar, the rail breaking usually through old bolt or bond holes be-
yond the bar.
By welding with bars long enough to cover and reach over all
such holes, this source of breakage has been eliminated since igoo.
The 49 breaks in 1899 and the 25 in 1900 in old Johnson Co. 9-in.
as shown above, were directly due to this cause. The large number
of breaks in igoo in Old 6-in. (127) we could only account for by
FIG. 9-6-IN. TRACK REL.\II), CONCRETE BEAM CONSTRUCTION.
attributing them to some quality in the chemical composition of the
rail which did not lend itself readily to the weld. They nearly all
occurred in the same street, viz ; East Ferry St., and this would
seem to help that hypothesis.
Referring again to the table, wc note 183 broken joints at the
end of 1901 winter. These were all reweldcd in the summer of
1901, so that to-day the number of broken joints is 20. These have
been cut out and a piece of rail to ft. long inserted, full bolted and
bonded. Next summer these plates will be taken off and the rails
rewelded.
(To be continued. 1
■*--¥■
PENNSYLVANIA STATE REPORT.
The anual report of the Pennsylvania Bureau of Railways, for tlie
year ending June 30, 1902, covers the reports of operation and finan-
cial condition of 97 street railway corporations operating street rail-
ways, and 96 street railway corporations whose lines are operated
by other street railw.iy corporations; also reports' from 445 street
railway corporations whose lines have not yet been constructed.
The cost of road for the operating street railway companies is
given as $61,647,864; the cost of equipment, $12,015,828; stocks
owned, $21,932440; bonds owned, $433,932; cash and current assets,
$13,160,552; other as.sets, $7,013,805, or a total cost of road and
equipment amounting to $116,204,481.
The gross earnings from operations for the year covered by the
report were $29,001,741. The companies having over a million dol-
lars income from operation were the Consolidated Traction Co.,
Pittsburg, $1,614,102; Pittsburg Railways Co., $3,711,003; United
Traction Co., of Philadelphia, $14,006,915, and the United Traction
Co., of Pittsburg, $1,065,122. Since the first of January, 1902, the
Consolidated Traction Co. has been operated by the Pittsburg Rail-
ways Co., and, therefore, the receipts attributed to it are for a frac-
tion of the year only, and the receipts of the Pittsburg Railways Co.
are for the si.x months ending June 30, 1902; also, the amount cred-
ited to the United Traction Co., of Pittsburg, represents the re-
ceipts prior to the operation of this road by the Pittsburg Railways
Co. In adidtion to the income from operation, the receipts from
other sources amounted to $1,105,693, making a grand total of $30,-
' 07434-
The entire length of street railways in the slate, as disclosed by
the report, is 2,175.47 miles; the total length of all tracks operated,
incluiling sidings, etc., 2,464.60 miles. The companies operating the
larger .systems were: Cone-Stoga- Traction Co., 83.66 miles; Lehigh
Valley Traction Co., 130.26 miles; Pittsburg Railways Co., 318.18
miles ; Scranton Railway Co., 76.69 miles ; United Traction Co., of
Philadelphia, 334.77 miles; United Traction Co., of Reading, 58.21
miles; Wilkes Barre & Wyoming Valley Traction Co., 51.21 miles;
Ilarrisburg Traction Co., 43 miles.
The total number of cars in use was 7.017. of which the Pitts-
burg Railways Co. had 1.541 and the United Traction Co., of Phila-
delphia, 3,205.
The number of employes of operating companies was 17,788, and
the compensation paid them amounted to $10,394,401, or $584 per
capita. The United Traction Co., of Philadelphia, alone paid $4,-
466.848 in wages. The number of employes the year previous was
15.828, and the total compensation paid, $8,745,024.
The number of passengers carried during the year covered by the
report was 640,076,370, as against 580,654,629 the preceding year.
The number of passengers killed by accident was 34; the year be-
fore, 33. The number of passengers injured, 1466; the year before,
1,050.
Among street railway employes 11 were killed during the year
covered by the report and 234 injured; the year before 14 were
killed and 129 injured.
From the reports of the 96 street railway corporations whose lines
are leased and controlled by other corporations it appears that they
Iiavc an aggregate capital stock outstanding of $119,801,319, and
funded and unfunded indebtedness amounting to $62,921,719. The
cost of road and equipment, which is reported exclusive of the
amount reported as cost of road and equipment of lessee company
and other assets, amounts to $189,306,806. The income of these
subsidiary companies consists mainly of rentals from the lessee
companies and is reported at $7,555,102. The amount of dividends
paid by these companies is reported as $4,893,020. Other disburse-
ments than dividends amount to $2,611,066. The amount paid as
dividends by the operating companies was $1,086,440.
AN OHIO CONSOLIDATION.
Feb. 14, 1903, the Cleveland, Elyria & Western Railway Co., which
operates 90 miles of road, and the Cleveland & Southern Railroad
Co. with 40 miles of track, were consolidated under the name of
the Cleveland & Southwestern Traction Co. These lines comprise
a road connecting Cleveland with Elyria, Oberlin and Norwalk
with extensions north from Elyria to Lorain and North Amherst,,
and south from Elyria to Grafton and from Oberlin to Wellington.
.Mso a line from Cleveland to Berea, Medina and Wooster. The
officers of the Cleveland & Southwestern Traction Co. are: Presi-
dent, A. E. Akins; first-vice-president, A. H. Pomeroy; second
vice-president. S. C. Smith; secretary, E. F. Schneider; treasurer
and general manager, F. T. Pomeroy; general passenger agent, J.
O. Wilson; general superintendent. W. J. Hillier; assistant superin
tcndent, E. W. Coe; consulting engineer, W. II. .Vbbott ; chief elec-
trical engineer, A. G. Hindert ; chief mechanical engineer, A. Mc-
Manerry; master mechanic, M. D. Patingale.
Other Mandlcbaum-Pomcroy interests comprise the Ohio Central
Traction Co. with a line between Mansfield and Bucyrus via Galion
and Crestline; the Western Ohio now operating between Lima and
St. Mary's and building from Lima to Findlay and south to Piqua ;
and the Cincinnati, Dayton & Tolido, in operation between Cincin-
nati and Daylon. The Widener-Elkins syndicate is financially in-
terested in the Cincinnati, Dayton & Toledo company.
There are various rumors in circulation as to the plans for clos-
ing the gaps between Findlay and Toledo and between Dayton and
Piqua.
The Toledo (O.) Railway & Light Co. recently contracted with
the G. C. Kuhlman Co. of Cleveland, for .?o new double-truck cars,
and with the J. G. Brill Co., of Philadelphia, for 10 double-truck
cars and 40 sets of trucks. The General Electric Co. will supply the
motors.
Mar. 20. 1903]
STREET RAILWAY REVIEW.
133
INTERURBAN EXTENSIONS IN
INDIANA.
NORTHERN
One of the most important electric interurban projects now under
construction is that of the Indianapolis Northern Traction Co., whose
route is shown on the accompanying map. The new line starts
from the northern boundary of Indianapolis, where it forms a
junction with the Union Traction Co. of Indiana, and runs in a
general northerly direction, passing through Carniel. Noblesville,
Tipton, Kokomo and a number of intermediate towns. At Kokomo
the line branches, one line running nearly due north to Peru and
the other branch running northwest to Logansport. A short branch
also runs from Tipton to Eiwood. making connection with the lines
of the Union Traction Co. of Indiana at the latter city.
The new system is nearly all graded and the rails, poles and ties
have been delivered for the section between Indianapolis and Tip-
ton. The rest of the construction material is being delivered over
the remainder of the route and all machinery and other supplies
have been ordered for early spring delivery.
The Indianapolis Northern Traction Co. is being built by the
same interests which own the Union Traction Co. of Indiana, and
SYSTEMS OF THF. UNIO.N TRACTION CO. OK INDIANA AND THK
INDIA.NAI'OLIS NORTHERN TRACTION CO.
tTnioti Traction Co. of Indiana
L'nion Traction Co. at Indiana ExtenHluns
Indianapolis Northern Traction Co. — • • -
the new road will be leased and operated by the latter company.
Its power house will be located at Anderson, and will comprise
practically an extension of the present plant of the Union Traction
Co. The construction of the addition to this plant is now under
way, and the new road will be operated by means of a 30,000-volt
current, which is the highest voltage thus far attempted for electric
railway transmission. The roadbed of the Indianapolis Northern
is being constructed in the most substantial manner and all sharp
curves and grades of over ij^ per cent have been avoided, this
construction being adopted with a view to high speed service.
The Union Traction Co. of Indiana is also building several addi-
tions to this net work of tracks which practically covers the north-
ern section of the state of Indiana. One of these extensions is
from Alexandria to Muncie, another is from Eiwood, passing
through Fullerton to Anderson, and the third extends from Ches-
terfields to Middletown. All of these extensions are expected to
be in operation during the coming summer. The company is also
building extensive new repair shops adjacent to the power house at
.Anderson in which all repairs of the interurban systems as well
as those of the local systems owned by the Union Traction Co.
will be made. Work on the new shops was recently commenced.
In addition to its regular schedule this company has recently
added four limited trains to its service on which an extra rate of
fare is charged. These trains start from Muncie at 8:00 and
11:00 a. m. and at 2:00 and 5:00 p. m., running through to Indian-
apolis in two hours and making but one stop, which is at Ander-
son. Limited trains also leave Indianapolis at the same hours,
stopping only at Anderson and Muncie. The cars used on the
limited service are handsomely decorated and upholstered and are
provided with smoking compartments furnished with easy chairs.
The limited cars have proved very popular and have been well
patronized notwithstanding the increased rate of fare charged.
EXTENSION OF NEW YORK TRANSIT FACIL-
ITIES.
The plans submitted to the Rapid Transit Commission by its chief
engineer, Mr. William Barclay Parsons, for increased transpiDrta-
tion facilities in New York City call for an additional outlay of
about $50,000,000. His proposed changes are in brief as follows:
A new subway from the Battery to 42d St. by way of Church and
Wooster Sts., University Place and Broadway ; an east-side sub-
way from 40th St. and Park Ave. to Mott Haven, by way of Lex-
ington Ave., parallel to the New York Central & Hudson River R.
R. ; a branch line from Lexington Ave. to Lenox Ave., under lioth
St. ; an elevated extension on the Southern Boulevard in the Bronx,
running toward Westchester; a triangular branch of the Manhattan
Railway Co. from Ninth Ave. through S3d St., loth and Amsterdam
Aves. to 72d St. ; two additional tracks on the Second Ave.
elevated to be carried over the Chatham Square junction
and over the Park Row line to City Hall ; connections be-
tween the elevated and subway at 149th St. and Third Ave. and
at various other points; a third track for express trains on the Sixlli
Ave. elevated line ; a third track on the Eighth Ave. elevated road
from Il6th St. to i2Sth St.; a branch elevated road from Second
Ave. to the new Blackwell's Island bridge; periodic junctions be-
tween the tracks of the New York Central and the subway and e'le-
vated systems, and removal of the New York Central's surface
tracks on the west side below sgth St. to an elevated strucHire.
THROUGH SYSTEM FROM CINCINNATI TO
TOLEDO.
Mr. H. C. Lang, of Cleveland, O., secretary of the Cincinnati,
Dayton & Toledo Traction Co., and a leading factor in the Man-
delbaum-Pomeroy Traction Syndicate, states that it is not improb-
able that the plans for a continuous electric system from Cincinnati
to Toledo will be consummated by Jan. I, 1904. The Cincinnati,
Dayton & Toledo line now extends from Cincinnati to Dayton. Be-
tween Dayton and Piqua, O., are two separate through lines. With
both of these lines the syndicate is on friendly terms and either will
probably be willing to co-operate with it. Between Piqua and Lima
the Western Ohio Traction Co., one of the syndicate's properties,
has completed a line from Piqua to Sidney and by May 1st will be
in operation to Lima, thus completing a continuous system to within
70 miles from Toledo. The Western Ohio Traction Co. has pni-
jected a road from Lima to Findlay and some work has been done
upon it. The Lima-Findlay branch can be completed by this year.
.•\t Findlay (he road would be met by the Toledo, Bowling Green &
SoiUhcrn Traction Co., now operating, or. if it seems preferable, it
will be possible to reach Toledo from Findlay by way of the To-
ledo, Fostoria & Findlay Traction Co., which has a line in opera-
tion between Findlay and Fostoria and proposes to push construc-
tion on its line from Fostoria (o Toledo this season. No overtures
have been made by the syndicate in this connection as yet.
Till- Louisville, Anchorage & Pewee Valley Electric Railroad Co..
Louisville, Ky., is building some very attractive stations along its
interurban line. One at Beard was opened on March 4th. Con-
struction of another at Pewee Valley will be begun shnrlly.
134
STREET RAILWAY REVIEW.
[Vol. XIII. No. 3.
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CORRESPONDENCE.
We cordially invite correspondence on all subjects of intere.st to those
enfraired in anv branch of street railway work, and will gratefully appreciate
any marked copies of pa|>ers or news items our street railway friends may send
us, pertaining either lo companies or officers.
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This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.
VOL. XIII.
MARCH 20, 1903.
SUMMARY OF CONTENTS.
Klectric Haulage oil the Miami & Krie Canal. Illustrated 121
Convention Announcements. Illustrated 127
Multiple System of Street Car Wiring. Illustrated 128
Track Construction of the International Railway Co. in Buffalo,
N. Y.— I. By T. W. Wilson. Illustrated 129
Pennsylvania State Report 132
Interurban Extensions In Northern Indiana. Illustrated 133
Editorial 134
Comparative Statements. By Henry VV. Brooks. Jr. Illustrated — 137
Systematic Increase In Wages of the Massachusetts Electric
Companies 139
Street Railway Park Development— IV. Illustrated Ill
Park Attractions. By C. W. Waddell HI
Recent Street Railway Decisions 149
Providence & Danielson Ry. Illustrated 163
Chicago City Railway Report 157
Indianapolis Traction & Terminal Co, Illustrated laS
Increase in Wages (m the North Jersey 160
Reporting Power House Data IGO
St. I>ouis & Suburban Power House Burned 16"
Plans of Electric Railways for 1903 161
New Publications 172
I*ersonaI 173
Obituary 174
,\cclden ts 174
Strikes of the Month 174
CHICAGO FRANCHISES.
I'hc Chicago franchise question is in the state that was, all nego-
iiations having been suspended on February 16, with no prospect of
resuming conferences between the council committee and the street
railway companies until after ihc municipal election which is to be
held .Spril 7. The indications are that the traction question will
lie made the principal issue in the coming campaign, a thing much
10 be deplored since any agreement with ihe street railways must be
on a business and not a political basis.
In cflfcct the suggestion of the street railways oflfcred at the last
conference was lo make an arrangement similar to that agreed upon
in iHi<j. that is, fix the terms for a 10 or 20-ycar extension without
prejudice lo existing rights under the 99-year act. The companies
ilesirc that the valuation of their rights under the 99-year act should
be deferred until the validity of that law, which is questioned by
the city, shall be determined in court. After such an adjudication
the companies would be willing to dispose of all their rights to the
city at the end of such extended term as might be agreed upon.
The position of the council committee on transportation has been
that a waiver of the companies' as yet undetermined rights should
be made as part of the compensation to be given for a short exten-
sion of all franchises. It is obviously not practicable for the rail-
ways to consider such a proposition.
REPORTING POWER HOUSE DATA.
Intelligent comparison of two or more matters, however
similar in general nature, yet involving numerous varying
factors, can be made only by reduction to a common
basis or by reference to an accepted unit of measure-
ment, and the universality of this fact has resulted in the
establishment of many standards, more or less properly suited to the
purposes for which they have been devised and adopted. When
such bases of reference are once established by competent authority,
recognized by good practice and understood by all concerned, it
would seem unnecessary to urge their use in all measurements where
exactness and, more especially, general availability are concerned.
While a notched rod or a knotted cord may serve with ample cer-
tainty in the purchase of a pane of window glass, these methods of
measurement could hardly be regarded as of material value in direct
computations of relative sizes or of total extents for two or more
transactions. The dollar and the ton are recognized standard units
of value and weight for the measurement of fuel, yet costs of power
generation, so readily expressed in terms of fuel -consumption per
unit of time or output, and so definite in meaning to the operator of
an individual plant under given conditions, are frequently, if not
usually, of little value for purposes of general comparison of the
performances of plants using different fuels, varying each from the
other in cost per Ion and in effective value for steam production.
On the contrary, the evaporation of a pound of water into steam
under given conditions of temperature and pressure involves the
effective expendilure of a definite amount of heat, and naturally con-
.stitutes a proper basis of reference for computations. The produc-
tion of steam is the specific duty of the boiler plant, and its cost
should be found and used in all investigations of the expense and
efficiency of steam power installations, regardless of the use to which
the steam is put after leaving the boilers.
In this connection we would direct attention to the letter, else-
where in this number, from Mr. Jos. E. Lockwood, of Detroit. Mich.
Mr. Lockwood refers to Ihe inconvenience experienced in recent
endeavors to arrive at intelligible results by comparison of data
derived from tests conducted at various power generating stations,'
and deploring the fact that the cost of evaporalion had not been de-
rived and stated independently of the ultimate station output. From
the information available when such tests are worked up, the cost
of evaporation is readily obtainable and may be stated in any of
three different ways, equal in accuracy and varying only in con-
venience of subsequent use: (a) cost per pound of water evap-
orated under the conditions of feed water temperature and steam
pressure (and temperature also, where superheating is used) under
which the boilers arc operated; (b) cost per pound of equivalent
evaporation from and at 212° F. ; and (c) cost per standard boiler
horse power, the evaporation of JO lbs. of water per hour from feed
water at 100° F. into steam at 70-lb. gage pressure, or the equivalent
evaporation of 34'/j lbs. of water per hour from and at 212° F.
The use of either of these three in .statements of power-plant op-
Mar. 20, 1903.]
STREET RAILWAY REVIEW.
135
erating expenses will afford an entirely definite basis for compari-
son of results and economy attained, not only at a given station
under various conditions, but also at different plants among which
costs and qualities of fuel may vary widely and where tests are
made and reported by different men. Having this convenient and
definite standard of reference for boiler practice, its use in all cases
should require no recommendation at our hands. Since, however,
power costs are, in many reports of tests, stated in terms of the
consumption of fuel of a stated quality and price, making them
utterly unavailable for purposes of 
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